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HomeMy WebLinkAboutCouncil Information Memorandum 01-11-1985CITY COUNCIL INFORMATIONAL January 11, 1985 CITY OF M,mo YMOUTR UPCOMING MEETINGS AND EVENTS...... 1. TOWN MEETING NUMBER 4 -- Monday, January 14, 7:00 p.m. Town Meeting for residents living north of Medicine Lake, east of Pineview Lane, south of County Road 9 and west of County Road 18. 2. BOARD OF ZONING ADJUSTMENT & APPEALS -- Monday,_ January 14. The Board of Zoning Adjustment and Appeals will meet at 7:30 p.m. in the Large Office Area Conference Room. Agenda attached. 3. PLYMOUTH DEVELOPMENT COUNCIL -- Wednesday, January 16. Plymouth Development Council will meet at 7:30 a.m. in the City Council Conference Room. 4. MEETING FOR ELECTED OFFICIALS REGARDING JOINT COMPARABLE WORTH STUDY -- Attached is a meeting notice from the Metropolitan Area Manage- ment Association inviting City elected officials to an informational meeting on the MAMA Joint Compensation Study. Representatives from Control Data Business Advisors will be present to discuss their program. A copy of the Compensation Study process summary is attached for your information. The meeting is scheduled for Wednesd ,_January 16, at 7:00 p.m. at the Roseville City Hall, 2660 Civic Center Drive. Please notify Laurie prior to January 16 if you can attend. 5. SKIING IN PLYMOUTH -- The seventh annual Skiing in Plymouth will be held Saturday, January 19, from 10:00 a.m. to 1:30 p.m. at Plymouth Creek Park. 6. METRO COUNCIL - "STATE OF THE REGION" DINNER -- The Metropolitan Council's annual State of the Region event is scheduled for Wednesday, January 30 at the Hilton Inn, 1330 Industrial Blvd., Minneapolis. The event, for public officials and interested citizens from throughout the region, will feature a dinner address on the state of the region by Council Chair Sandra Gardebring. A "Regional Citizen of the Year" will also be named. Four concurrent panel discussions on major regional issues will begin at 4:00 p.m. I have agreed to serve as a panelist on the panel dealing with the combined sewer overflow problem. Topics for the other panel 3400 PLYMOUTH BOULEVARD, PLYMOUTH, MINNESOTA 55447, TELEPHONE (612) 559-2800 CITY COUNCIL INFORMATIONAL MEMORANDUM January 11, 1985 Page 2 discussions are: "Marketing Solid Waste Abatement: How Do We Get Two Million People Involved?", "Transportation: How Can We Serve the Suburbs?", and "Legislating Basic Health Benefits: Cost vs. Consumer Projection." Attached is an article from the Metro Council's newsletter on this event. If you plan on attending, please notify Laurie before January 23 so reservations may be made. FOR YOUR INFORMATION..... 1. PLYMOUTH METROLINK - DECEMBER REPORT -- We have completed one year of Plymouth Metrolink operation. Show below is a table displaying our average daily ridership for the commuter/ reverse commuter, internal circulator and total system for each week of December. The second table shows the daily ridership averages for each month during calendar year 1984. Shown on the third table are the year to date averages in each service area compared with the target which we must achieve in order to have a successful project. MONTHLY PLYMOUTH METROLINK DAILY RIDERSHIP AVERAGES BY WEEK BY SERVICE TYPE DECEMBER 1984 SERVICE TYPE Commuter/ Internal Total Reverse Commuter Circulator System WEEK OF: 12/1 - 12/2 36 12/3 - 12/9 316 37 353 12/10 - 12/16 279 38 317 12/17 - 12/23 281 36 317 12/24 - 12/31 185 47 232 ----------------- MONTH LONG ------------------ ------------- ---------------- AVERAGE 265 39 304 CITY COUNCIL INFORMATIONAL MEMORANDUM January 11, 1985 Page 3 DAILY RIDERSHIP AVERAGES BY MONTH FOR CALENDAR YEAR 1984 Commuter/ Reverse Commuter SERVICE TYPE Commuter/ Internal Total 36 321 Reverse Commuter Circulator System MONTH: % OVER/(UNDER) TARGET - .0035% +44% January 330 21 351 February 310 25 335 March 307 25 332 April 301 27 331 May 295 27 322 June 276 41 317 July August 277 266 42 47 319 313 September 275 32 307 October 276 36 312 November 271 35 306 December --------------- 265 39 304 YEAR LONG ------------------ ------------- ---------------- AVERAGE 287 36 321 YEAR TO DATE Item Commuter/ Reverse Commuter Internal Circulator Total System YEAR TO DATE RIDERSHIP AVERAGE +� 287 Y 36 321 TARGET 288 25 313 % OVER/(UNDER) TARGET - .0035% +44% +3% A number of observations are in order: 1. From the first table it is clear that the holidays dramatically undercut the commuter/reverse commuter ridership averages. The internal circulator, on the other hand, continued to show strength with an average daily ridership of 39. CITY COUNCIL INFORMATIONAL MEMORANDUM January 11, 1985 Page 4 2. As shown in the second table, the strongest months of commuter/ reverse commuter operation were January, February, March and April. From that point on, commuter ridership tended to deteriorate. Last winter the months of January, February and March were snowy and cold. This winter, thus far, has been neither snowy nor cold, which may explain our poor ridership figures for October, November and December. The internal circulator, on the other hand, has tended to increase its rider- ship averages since dune and generally maintained those averages well above our initial targets. The fact that school students have utilized the internal circulator explains at least some of the added ridership, although it appears that new "regular riders" have also been added. Our January statistics will assist us in confirming whether this is true. 3. The final table shows the project bottom line. The Council will recall that our original application stated that the target ridership average was to a minimum of 10% and hopefully, 15% above the then -existing average of 250 passengers per day. This yielded a target of between 275 and 288 passengers. Actual year long passenger averages on commuter/reverse commuter service was 287, or an increase of just below 15%. Similarly, the internal circulator averaged well over its 25 passenger ridership target at 36 passengers for the entire year. This average exceeds the target by 44%. These figures will be used by the Minnesota Department of Transportation to conduct an evaluation of the Plymouth project for calendar year 1984. By the end of February, the Minnesota Department of Transportation should complete its evaluation of the 1984 program and advise us of whether Metrolink will operate through March 31 or for the full calendar year. 2. LIGHT RAIL TRANSIT -- Attached is a copy of the Citizens League report on Light Rail Transit which was prepared a number of years ago. Also enclosed is a Citizens League statement on this subject which was issued last April. I believe the points raised in Curt Johnson's statement of last April are as valid today as they were then. 3. TEMPORARY CLOSURE OF I-494 - COUNTY ROAD 15 INTERCHANGE -- The Minnesota Department of Transportation has granted permission to C. S. McCrossan, the contractor constructing the new interchange at County Road 15 and I-494, to temporarily close I-494 from the hours of 1:30 a.m. to 5:00 a.m. on January 10, 15, 16, and 17 to allow for the removal of the existing bridge. The interstate will again be closed during the early part of February so the contractor may set in place the steel for the new bridge. Attached is a memorandum from Fred Moore providing further information on the closure and the detours that will be established. CITY COUNCIL INFORMATIONAL MEMORANDUM January 11, 1985 Page 5 4. MINUTES -- The following minutes are attached: a. Meeting notes from the January 7, 1985 meeting of the City Council and Dr. Pete Meyer, MDA Consulting Firm. b. Meeting notes from the January 7, 1985 meeting of the Beacon Heights Elementary School Committee. 5. TWINWEST CHAMBER: a. Plymouth Community Affairs Meeting -- On Wednesday, January 9, Frank Boyles, Fred Moore and I spoke before the Plymouth Community Affairs Committee of the Chamber. This committee, as you may recall, is designed to encourage community activity among Chamber members. Chamber members who have problems or concerns will be encouraged to work through this committee to bring them to the attention of the City in order that they can be resolved. No problems or concerns were expressed at the Wednesday meeting, although there was a good deal of interest in the continuing development of the City's Thoroughfare system. Frank Boyles discussed the City's Metrolink operation and Fred Moore spoke on various thoroughfare improvements. There were about 17 Chamber members present. b. Board of Directors and Executive Committee Minutes -- Attached for your information is a copy of the Chamber's Board of Directors November 8, 1984 and Executive Committee December 27, 1894 meeting minutes. 6. HAZARDOUS WASTE MANAGEMENT -- Attached is a brochure being distributed by the Minnesota Waste Management Board to interested developers of hazardous waste facilities in Minnesota advising them about the sites available and responding to questions they may have. 7. COMMUNITY AWARDS NOMINEES -- On April 18, 1985, the Plymouth Jaycees and Jaycee Women will be holding their 12th annual Community Awards Banquet. Awards will be presented to individuals in the following categories: Outstanding Citizen; Outstanding Young Citizen; Outstanding Educator; Outstanding Youth; and Outstanding Senior Citizen. If any member of the Council is interested in submitting a nomination for any of the above categories, the attached nomination sheet should be completed and sent to the Plymouth Jaycee Women before February 28, 1985. Further information on the Awards Banquet and nomination criteria is attached for your review. 8. TAX BURDEN SHIFT FROM LOWER TO HIGHER VALUED HOMESTEAD RESIDENTIAL PROPERTIES -- Attached are two memorandums from City Assessor Scott Hovet explaining state mandated calculation changes in assessed value for residential homestead property. CITY COUNCIL INFORMATIONAL MEMORANDUM January 11, 1985 Page 6 9. COUNCIL FOLLOW-UPS: a. Mr. Jerry Chmielewski -- Attached is a memorandum from the Public Safety Department providing further follow up to Mr. Chmielewski's complaint aired at the last Plymouth Forum. b. Mr. Mark Palmer, 3509 Pilgrim Lane -- Recently Mr. Palmer contacted the City regarding the fire lane status of the driveways at the Tiburon Addition. Specifically, Mr. Palmer asked if it would be possible to alter the designated fire lane in such a fashion that additional cars could park in the Tiburon off street parking facilities rather than the public right-of-way. Attached is a letter from Fire Inspector Larry Plack advising Mr. Palmer that for emergency access purposes, the fire lane cannot be deleted nor reduced in size. 10. EMPLOYEE RECOGNITION -- I have receiving the following correspondence on Plymouth employees: a. Memo to Park and Recreation Department from Mayor Davenport regarding the complimentary memo received from Marion Zbikowski. b. Memo to Dick Pouliot from Mayor Davenport on Pat Meister's letter of appreciation to Dick for assistance in solving a drainage problem. c. Letter to Lyle Robinson, from Mayor Davenport, complimenting the Fire Department for their efforts at the Holterman residence fire. d. Letters of appreciation from Maria Vasiliou to various City employees. e. Letter to Public Safety Director from Jim and Betty Threinen complimenting the Police Department and in particular, Niel Nielsen, for their efforts in investigating a burglary at their residence. 11. CORRESPONDENCE: a. Letter to City Manager from Charles Riesenberg, Greater Metro- politan Area Foreign Trade Zone Commission, concerning Plymouth's offer of assistance in providing foreign trade zone service to the western Hennepin foreign trading companies. b. Letter of appreciation from Mayor Davenport to David Berg for his past service as a member of the Park and Recreation Advisory Commission. c. Letter to Michael Stulberg from Mayor Davenport in response to Mr. Stulberg's letter of December 26 concerning attendance at Planning Commission meetings. CITY COUNCIL INFORMATIONAL MEMORANDUM January 11, 1985 Page 7 d. Letter to Governor Perpich from Mayor Davenport responding to the Governor's letter of December 21 requesting the City's input for Metropolitan Council terms expiring January 1, 1985. Mayor Davenport suggests to the Governor that for future appointments, cities be afforded more time and provided additional information on candidates under consideration for appointment. Also attached is a letter from Keith Ford, Office of Governor, responding to the Mayor's letter. e. Letter to Ellie Ogden from Mayor Davenport on her decision not to be reappointed as Plymouth's representative to the West Hennepin Human Services Planning Board. f. Letter to Mayor Davenport from Kay Mitchell, Clerk, Hennepin County Board of Commissioners, in response to the Mayor's letter of December 19 regarding the Hennepin County Community Action Agency. g. Letter to City Manager from Vern Hartenburg, Superintendent, Hennepin County Park Reserve District, concerning the County's Capital Improvement Program for 1985-1989. Mr. Hartenburg points out that the 1986 section of the CIP program includes the acquisition of right-of-way and on-site construction for County Road 9. h. Letter to Peter Cook, 18420 -14th Avenue No., from Mayor Davenport, in response to Mr. Cook's letter concerning the City's publicity efforts of the 2:00 a.m. to 5:00 a.m, parking ban ordinance. James G. Willis City Manager JGW:Jm attach AGENDA BOARD OF ZONING ADJUSTMENTS AND APPEALS MONDAY, January 14, 1985 7:30 P.M. Plymouth City Center - Large Conference Room 3400 Plymouth Boulevard ITEM # 01 - Russell King 10000 South Shore Drive Plymouth, MN 55441 ..i Metropolitan Area I nnc)ement Affociation ofthe e , . ;rf January 3, 1985 TO: MAMA CITY MANAGERS OF CITIES PARTICIPATING IN JOINT COMPENSATION STUDY FROM: William S. Joynes, Chairman MAMA General Labor Relations Cnmmitt(,e SUBJECT: MEETING FOR ELECTED OFFICIALS REGARDING THE MAMA JOINT COMPENSATION STUDY An informational meeting for the benefit of City elected officials has been scheduled for the following date, time and location with regard to the MAMA Joint Compensation Study. Representatives of Control Data Business Advisors will be available to discuss their program. DATE: Wednesday, January 16, 1985 TIME: 7:00 P.M. PLACE: Roseville City Hall Council Chambers 2660 Civic Center Drive Roseville, Minnesota. City Managers should notify their City elected officials of this meeting, and also contact Helen Campbell at Labor Relations Associates, 546-1470, with how many elected officials will be attending from their city. If you have any questions please contact the writer at the City of Golden Valley, 545-3781. WSJ: hfc Metropolitan Area Management Association Compensation Study Process Summary The plan for development and implementation of a FOCAS (Flexible Occupational Analysis System) job analysis and evaluation system for 25 benchmark jobs defined by the MAMA Committee and for subsequent evaluation of MAMA member cities' non -benchmark jobs is summarized below. FOCAS is a questionnaire -based job analysis and evaluation system. FOCAS has been developed to provide accurate and comprehensive information about jobs to support effective human resource management. The first step in the process is to develop questionnaires to be used to gather information about what employees do. We will use one questionnaire for each occupational group. The 14M9A Committee will identify one subject matter expert and an advisory group from each occupational group to work with Business,Advisors. These individuals will provide their job content expertise throughout questionnaire development and job evaluation, and should be very knowledgeable about jobs in their occupational area. Business Advisors, together with a team of MAMA member cities' Personnel Directors, will develop preliminary questionnaires based upon existing job descriptions and the Business Advisors data bank of task items. The Personnel Committee will identify and schedule employee workshops to be conducted jointly with Business Advisors, to modify preliminary questionnaires. Questionnaires will be finalized with the advisory group for that occupational area. Second, the Personnel Committee will schedule and conduct meetings with employees for them to complete the questionnaire for their occupational group. In filling out questionnaires, employees will indicate for each task that they do or do not perform it and how much time they spend on tasks performed relative to other tasks. Third, Business Advisors will provide data entry from the questionnaires and provide computer-generated position descriptions for each employee who filled out a questionnaire. This is a listing of tasks performed with time spent percentages. The supervisor and employee will review and verify or modify the position description. The Personnel Committee will collect and return all modified position descriptions to Business Advisors. Business Advisors will provide data entry and return revised position descriptions to the Personnel Committee for distribution to supervisors/employees. These will serve as final position descriptions. Fourth, Business Advisors will provide average, or benchmark, job descriptions for the 25 benchmark jobs identified by the MAMA committee. The Personnel Committee will identify employees making up the benchmark. Subject matter experts and advisory groups will work with Business Advisors to finalize descriptions. The fifth step in the process, task valuing, begins at the same time as the second. Business Advisors will work with the Personnel Committee, subject matter experts and advisory groups to set up the task valuing process. The Personnel Committee will identify and schedule managers for valuing meetings. Business Advisors will conduct valuing meetings. In valuing tasks, managers will rate all tasks about which they are knowledgeable, according to one factor, complexity, importance or unfavorability. Business Advisors will review average task values with the subject matter expert and the advisory group to finalize values. Factor weights will be statistically computed by Business Advisors and finalized with the subject matter expert and advisory group. The sixth step is to combine results of the completed questionnaires with task values to determine job value. Business Advisors' computer analysis will compute job value by multiplying time spent on tasks times task value and sum the products to produce a point total. Business Advisors will provide job values for the twenty-five benchmark jobs to the MAMA committee. Step seven is to collect and analyze wage and benefit data from public an—A private sector labor markets. The MAMA committee will identify available surveys and work with Business Advisors to define appropriate markets and to determine if a specialized salary survey .is desirable. If so, Business Advisors will conduct a specialized salary survey. Final job hierarchies will be constructed based upon job values and market data. The eighth step is to analyze relationships among job values, current pay rates and market data. Business Advisors will provide an analysis and alternative strategies for addressing pay discrepancies. Ninth, Business Advisors will provide individual job evaluation points to the member cities. Finally, Business Advisors will provide a report of methodology and results and meet with the MAMA committee to present the report. kla112141 Region's pressing problems to be focus of annual, event The Metropolitan Council's 1985 State of the Region event will be just that: Council Chair Sandra Gardebring witl deliver a "state of the region" address taking stock of both current conditions and the most pressing problems facing the Twin Cities Metropolitan Area. "These are times when dealing with day-to-day problems takes much of our energy and thought," Gardebring said. "The Council's State of the Region event traditionally has been a time to stop and take a hard look at just where the region is and where we want it to go. With the complex issues facing our area, such dis- cussions are perhaps even more important now than they have been in the past." In addition to Gardebring's dinner address, the event will feature four panel discussions on major issues confronting Gladys Brooks the region. LOCAL, NATIONAL EXPERTS "Two of the panels—those on solid waste and combined sewer overflow—deal with subjects that .are a major part of the Council's 1985 legislative program," Gardebring said. "The other panels, on transportation and health, also focus on critical issues. All the panels will include both local and national experts who can really put the issues into perspective." The State of the Region dinner will begin at 6:30 p.m. Jan. 30 at the Hilton Inn, 1330 Industrial Blvd., Minneapolis. The dinner program will be moderated by Gladys Brooks, the winner of the Council's first "Regional Citizen of the Year" award. The 1985 winner will be announced at the event. The four concurrent panel discussions will begin at 4 p.m. Each panel will include 'a moderator, a presenter who will lay out the overall issues and two panelists who will give their reactions. The topics are: 1 "Transportation: How Can We Serve the Suburbs?" This panel will focus on the special transit needs of the region's sub- urbs. Because they're spread out and have many different markets to serve, providing transit requires more innova- tive solutions, which could result in higher costs. How the problem is being addressed across the country also will be discussed. "Legislating Basic Health Benefits: Cost vs. Consumer Protection." This panel will look at whether legislation should be passed defining a basic set of health Continued on page 3. . State of the Region Continued from page 1. care services as the minimum health care plan that can be offered in Minnesota. "Marketing Solid Waste Abatement: How Do We Get Two Million People Involved?" This panel will examine garbage issues from two perspectives: selling the idea of recycling and other alternatives 'to land disposal of trash to the region's two million residents, and creating markets for recycled goods. "Keeping Sewage Out of the Mississippi: It's Everybody's Problem." This panel will focus on combined sewer overflow (CSO), which occurs because some of the sewers in Minneapolis, St. Paul and South St. Paul that carry human and industrial waste on its way to treatment also carry stormwater. During heavy rainfalls and snowmelts, some waste- water overflows into the Mississippi River. CSO's effect on the region and what it will cost to solve the problem will be discussed. Cost of the event, including dinner, i� $13. Advance registration is requirec by Jan. 23. For information, call the Council Communications Departmen at 291-6464. Lynno William. April 6, 1984 Citizens League 84 S. 6th St., room 530 Minneapolis, Mn. 55402 338-0791 MEMORANDUM TO: Legislators and others interested in light rail transit FROM: Curt Johnson, executive director, Citizens League SUBJECT: Citizens League statement The Citizens League is asking the 1984 Legislature not to act on something as far-reaching as light rail transit by a "back door" approach. In our enclosed statement we state that an issue of such significance, involving the potential ultimate expenditure of hundreds of millions of dollars, should be debated on its own merits, instead of being Included as a one -paragraph amendment to another bill. Moreover, we believe a key component to the success of light rail, its ability to attract riders, has not yet been able to be demonstrated. In fact, recently -released data from the U.S. Bureau of the Census concerning employment locations in the metropolitan area makes light rail's ability to attract riders even more questionable. We would appreciate any comments you might have on our statement. Thank you. April 6, 1984 CITIZENS LEAGUE 84 S. 6th St., Room 530 Minneapolis, MN 55402 338-0791 STATEMENT T0: Members, Minnesota Legislature SUBJECT: Financing of light rail transit ("No, no!" said the Queen. "Sentence first -- verdict afterwards." Lewis Carroll, Alice in Wonderland) A proposal in the 1984 Minnesota Legislature would earmark approximately $10 million in 1985 for planning and engineering for light rail transit in the Twin Cities metropolitan area. The proposal is part of a bill that would accelerate transfer of the motor vehicle excise tax receipts from the state general revenue fund to the highway user tax distribution fund. Under the proposal, 25 percent of the amounts transferred would be dedicated for transit, with 80 percent of the 25 percent earmarked for the metropolitan area. The proposal also specifies that all of the funds available for transit in the metropolitan area under this act in 1985 would be given to the state commissioner of transportation exclusively for "planning and engineering for light rail transit." The Legislature is not considering light rail transit on its merits --The Minnesota Legislature is considering such a fundamental- decision un amentaldecision about the future of transportation in the Twin Cities metropolitan area in an extremely unusual way. The Legislature is not taking up a specific bill concerning light rail transit, so that it could debate, up front, whether light rail should or should not be built, where it should go, what it would accomplish, and how it would be financed. Instead the issue is buried as a one -paragraph amendment to a bill designed to transfer the revenues from the excise tax on motor vehicles from the state general fund to the highway user tax distribution fund. The proposal seems innocent enough, because the bill would dedicate revenues for only one year, 1985, and the funds could only be used for "the planning and engineering design for light rail transit". But such an action could set a precedent that such funds are to be available to light rail transit in coming years, assuming that light rail advocates are able to demonstrate that they need the money. Major questions have not been answered --The "foot in the door" action in this session eventually could lead to commitments of hundreds of millions of dollars of expenditure for light rail transit. It would seem logical that light rail should already have demonstrated that it can -3 - It doesn't seem likely that in the light rail corridors --at least those under discussion --the proportion of workers whose jobs are located downtown would be any higher than the county's overall average. Thus as many as nine out of 10 persons living near the light rail line will have job destinations located other than where the light rail line goes. Land development changes near light rail transit may not occur --Supporters of light rail transit argue that higher density residential development will be located near the light rail stops. Thus ridership will grow over time, even though it may be small to start with. If such a projection is to come true, it will be necessary for the cities through which light rail transit will pass to zone land for higher density purposes. At this point there is no guarantee that such zoning will be accomplished. In fact, neighborhood residents usually strongly resist higher density housing near their homes. Even if the zoning is changed, there is no assurance that development would occur as deemed desirable, and, if it did, there still is not assurance that the people who live in such developments would have jobs located where the light rail lines would go. The importance of the land use dimension to the success of light rail was highlighted in a paper presented in January 1984 to the Transportation Research Board in Washington, D. C., by Robert Cervero, assistant professor, Department of City and Regional Planning, Institute of Urban and Regional Development, University of California, Berkeley. Cervero's paper outlined light rail developments in the nation. He states: "Studies over the past decade have consistently shown that rail transit can have a significant effect on shaping urban form and land uses only if integrated with local pro -development policies." Other claimed benefits of light rail transit are questionable --Same supporters of light rail transit argue that it represents good insurance for a metropolitan area against the prospect of there being a petroleum shortage. If this were to be possible, then light rail would have to be carrying a significant proportion of trips in the metropolitan area. This can't happen because the lines serve so few corridors. The combined length of the three corridors under study in the Twin Cities area now for light rail is about 25 miles, which is less than three percent of the total mileage'of existing bus routes in the region. If non -petroleum use of the public transit fleet is the real objective, existing buses could be converted to electric trolley buses. An earlier Citizens League study demonstrated that if the entire Twin Cities area bus fleet were electrified, the total petroleum savings in the region would be about 2.9 percent of all fuel used by cars and buses in the Twin Cities.area now. Another claim by light rail advocates is that use of light rail will reduce operating costs of the Twin Cities bus system. This argument: is based on the point that one driver can carry many more passengers on eight rail transit than on a bus, because light rail vehicles can be attached to each other. This argument assumes, however, that there are corridors where full buses follow one after another in large numbers. This could be true on the University Ave. line during certain rush hour periods. But it is not commonly the case. Citizens Leamue renort TR,ANSTT: P.EnITIECT PRIORITIES TOUAP.T) A SMALL - VEHICLE SYSTEM AND SHORTER TRIPS A positive proposal for the Twin Cities area to hrinQ service, now, to almost everyone, at minimum cost, and, in the future, to build short - distance transit which, by help- ing implement the major diversified center concept, will reduce the need for travel. Prepared by Transit Facilities Cormittee Gerald E. Magnuson, Paul `lagnuson, co-chairmen Approved by Citizens League Board of Directors January 21, 1974 Citizens League 84 South 6th St. T"inneapolis, Minnesota 55402 Phone: 33R-0781 TABLE OF CONTE.ITS Introduction . . . . . . . . . . . . . . . . . • • • • • • • 1 Major ideas in our report . . . . . . . . . . . . . . . . 2 3 Findin.s . . . . . . . . . . . . . . . . . . . . . . . . 5 - 12 Conclusions . . . . . . . . . . . . . . . . . . . . . .13 - lc Recommendations . . . . . . . . . . . . . . . . . . . . . . 10 Discussion of 'teconmendations . . . . . . . . . . . . . 21 - 26 Cornittee AssiTnnent . . . . . . . . . . • • • • • • • • • 27 Committee ".em,-cr.s'iip and Activity . . . . . . . . . • . 27 - 30 -1- INTRODUCTIO`I The Twin Cities metropolitan area is face to face with a very difficult public question affecting its future: what to do about transit. The dollars Involved dwarf any previous sin -le proposition. But it is more than just dollars. It involves basic directions on the future growth of the region and on the ability of citizens of this metropolitan area to get from their homes to their destinations and hack attain. 17ot suprisin.ly, the issue is enormously controversial. The MTC plan has been submitted. It represents years of effort, and. considerable expense. It is the only thing resembling a finished plan. The Legislature asked the 14TC to prepare a plan. The plan is Nein,- vigorously advocated. There is strong appeal to Vie idea of a system that can go under- ground. To the extent that transit can help shape development of the region, there is an impression that a fixed - guidex.Tay systeT^ will do more than a non - fixed system. It seems clear that within the 04 - 694 beltline, at least, construction of more freeways beyond those currently "committed" is unacceptable as a solution to the transportation problem. However, there is a feeling that projected ridership figures for the MTC plan -- about 6 - 10' of all trips -- are low, considering the billion - dollar price tag attached to the MTC plan. Consequently, systems which promise patronage figures more like 50% have some appeal. PRT is one of these. Yet, there is a feeling the fine - grained system has not been developed, and, if developed, could not be installed. So there is a tendency to loot: toward existing technology. rut even there difficulties emerge. The experience in San Francisco thus far casts some doubt on the automation of the fixed - guideway. The bus -- perhaps on its own reserved right - of - way -- is advanced as an alternative. Fut there is a feeling that this is too unappealing, that it is not "real transit". Busways seem too much like freeways. And the operational costs -- for all those drivers -- may be unacceptably high. Meanwhile, new ideas for what might be called "non - automated" PRT are forthcoming: ideas for working more heavily with the existing network of small,*privately - owned and operated vehicles, although such ideas frequently have also been characterized as not `real" transit. It was into this debate that our committee entered late in August 1973. We had the assignment for the Citizens League Board of Directors to review the MTC plan and report back with recommendations to the 1974 Legislature. We reached general committee consensus on the MTC plan early in January. But committee members, in reviewing a preliminary draft incorporating our conclu- sions were clearly disturbed with the negative posture in which these conclu- sions seemed to leave us. Our assignment was limited to conducting a review of the MTC plan. To propose an alternative would be to go beyond our origin- al charge. Nevertheless, we concluded that it would be a disservice to the community -- which is undertaking such an intelligent look at its transportation problems -- to issue a report which said a little more than "no". During our review of the MTC plans we reviewed the various alternatives and we came up with entirely new perceptions of the transit problem and how it should be solved -- with proposals which we believe will offer more service, help reduce demand for travel and cost less. -2 - MAJOR IDEAS . . . I. Build_ser_vice now by working heavily with improvements in the small, privately owned vehicle fleet plus the public bus system. * Transit must relate to the residence. It must pick a person up at home or close by and get him back there. It must do this, for many years at least, within the Twin Cities area's pattern of dispersed, single - family residences. * There is no reason why a resident of the metropolitan area, today, who needs a ride to work or other essential transportation service should be denied the opportunity. It is important to provide good service throughout the area. * A much more ambitious program of petting people "out from behind the wheel" is needed than can he accomplished by relying exclusively upon buses fcr transit. The problems of energy limitations and rising cost of driving require prompt actions, throughout the metropolitan area. * The bus systerr. serve best where it is now operating, connnecting the two largest concentrations of shopping and employment, the downtowns of Minneapolis and St. Paul, with their surrounding higher - density, residential areas. * Expansion of the bus transit system should focus chiefly on improving service along present bus routes. This offers the best potential for improved transit via the large - vehicle system. The large - vehicle system is not well - suited for other destinations or origins, which make up the largest portion of trips. * Automation of present bus routes or substituting subways for some routes is not needed, given the relatively low corridor volumes. * Throughout the region small vehicles carry far and away more passengers than do the large public vehicles. * Small vehicles, cars, vans, taxis, have the most capacity available, now. Seats are available (more than 1.5 million vacant seats in the rush hour, for example). Licensed, part - time drivers are available. Right - of - way is available. * Small vehicles provide practically the only potential for the vast majority of trips: -- for the central city resident whose destination does not happen to be the central business district. -- for the suburbanite whose destination is the CBD but who does not live in an area well served by a bus line. -- for all other trips which originate and terminate in a variety of locations throughout the region. * The Twin Cities area transportation problem can best be solved by making the small vehicle network more readily available to people who need rides. 151! . . . IN OUR REPORT It. Emphasize transit facilities which favor short _trips over long trips to reduce travel demand in the future. In this committee -- and only here within the Twin Cities area to the hest of our knowledge -- an entirely new dimension of the transportation problem has unfolded. It is of absolutely central importance. Let us try to state it sufcinctly: Always up to now the transportation problem has been set essentially as a problem of supplying facilities for a travel demand that was assumed to be growing and to be beyond the range of public policy to affect. * But the transportation problems about which we are fundamentally concerned - congestion, the neighborhood disruption of additional construction, energy consumption, pollution -- occur as a result of an imbalance in the supply of facilities related to the demand for travel. * Since this is basically an equation, it is possible to work on the problem by dealing also with the demand side: to affect the volume of trips, the tieing of trips. f All the "answers" proposed for the transportation problem, so far, have in common that they are efforts on the supply side. Different as are the regional network proposals of the MTC, of the Metropolitan Council and of the advocates of PRT, these all represent proposals for facilities to make it possible for people to travel farther, faster, with less inconvenience. They differ simply in the technol- ogy they propose. In this sense, the regional fixed - guideway, the exclusive busway or the regional PRT network, work much as an inter- state highway: Each assumes a continued separation of residential, retail, office, industrial, and recreational land uses around the area and attempts to connect them with higher - capacity transpor- tation facilities. * We propose that a new dimension be a part of the answer to the transportation problem: that we try now to reduce the demand for travel. Some long vehicle trips should become short vehicle trips. And some trips formerly requiring an auto should be eliminated al- together. This can take place if, increasingly, new, higher density dwelling units are located close to employment, shopping and other destinations. In plain words, this means that higher - density residential development should be concentrated in and near the downtowns and the other major diversified centers, such as Southdale - 494 - 100. * Transit can help support housing in such areas by offering -- for the first time -- superior ability to make trips within such centers. The automobile is at clear disadvantage here. This means walkways, bikeways, mini - buses -- or some form of automated fixed guideway which operates only within the vicinity of the center. This can be a powerful magnet to reduce the demand for travel. * Therefore, there can and should be some automated fixed - guideway. But it must be confined within a major diversified center rather than running from one center to another. -5- FI:IDI'?GS We make essentially four findings, which will form the basis of our conclusions and recommendations: I. The Twin Cities area is a relatively low-density metropolitan area, with land uses widely dispersed. This means many origins and many destinations: travel patterns which resemble a ball of yarn rather than spokes on a wheel. There is extensive reliance on small, private vehicles. II. The MTC long-range plan features an expanded bus system and a 57 - mile fixed --guideway over which automated vehicles would travel. Service now and in the future would be oriented chiefly to a few maior destinations, utilizing a network of permanent, public routes and schedules. III. The regional fixed - guideway portion of the TtTC plan would help the *;TC increase its number of passengers. But, in the aggregate, the increase in patronage would not represent any substantial shift, proportionately, in the region's extensive reliance un on small, private vehicles. IV. The regional fixed - guideway would likely have some irpact on the location of future residential growth, but the fixed - guideway would not necessarily encourage such growth within diversified centers. The fixed - guideway would not Help reduce the demand for travel in coming years. Our findings in more detail follow: I. The Twin Cities area is a relatively lox? - density metropolitan area, with land uses widely dispersed. This means many origins and many destinations: travel patterns which resemble a ball of yarn rather than spokes on a wheel. There is extensive reliance on small, private vehicles. A. Residential density is low -- According to the 1970 Census the Twin Cities urbanized area ranked 19th anions, the 20 largest urban- ized areas in the nation in population density. Among central cities only, Minneapolis and St. Paul combined ranked 14th among the 20. B. Pattern will not change fast -- Despite a growing trend for multiple dwellings in new residential construction, the basic layout is not likely to change significantly at an early date. While people themselves move frequently, about once every five _years on the aver- age, the two-thirds of a million dwellings units already built will not be moved. About 10,000 - 20,000 units may be added every year, some of which undoubtedly will be built along the single- family pattern so prevalent in the past. Of the multiple dwellings, continuing the pattern of recent years, only a fraction are likely to be of the high — density, hi - rise variety. And some of the hi - rise apartments are likely to follow the dispersed urban pattern and be located in suburbs as well as in the higher - density parts of Minneapolis and St. Paul. -6- C. Land uses are separate -- Public policy has deliberately encouraged separation of different kinds of land uses from each other. Residential, retail, employment, medical, cultural, educational, and recreational areas are located in different, widely - separated locations. There is extensive travel in vehicles. Only 6.7% of workers in the metropolitan area walked to work in 1970, accord- ing to the U. S. Census. D. Result is many travel destinations -- The consequence of this pattern of development is not few origins w*.th few destinations, or even many origins with few destinations. Instead there are many origins going to many destinations. For example, the 1.970 Travel Behavior Inventory of travel in the metropolitan area revealed that during the 6 - 9 a.m. rush hour, no single sub - portion of the region attracted more than 8% of the desti--ations (downtown Minneapolis). For downtown St. Paul the percentage was 5%. 11hile many of us may have an image of everyone in the metropol- itan area going to work in the same general location, nothing could be further from the truth. Nor should the relatively low percentages for the downtowns be misunderstood. The downtowns remain the largest concentrations of destinations during the rush hour by a large margin. E. Region relies heavily on small vehicles -- More than 907.' of the travel takes place in small, privately - owned and operated vehicles (cars). About 40% of the households have at least 2 cars. The system of large, publicly - owned and operated vehicles (buses) serves a small, but signif- icant, portion of the total, mainly the higher density corridors leading to the downtowns of Minneapolis and St. Paul. According to the 1970 Travel Behaviour Inventory, about 59Z of all trips were taken by auto drivers, 31% by auto passengers, and about 3.2% by public bus passengers. Thus it can be seer. that the small - vehicle system carries about 10 times as many passengers (31%) as the public bus sytem (3.2"). Even during rush hour the small - vehicle system carries about 3 times as many passengers as the public bus system. F. Continuinc ,un:iort ior_sm+ iil veliicl.es evident -- Additional development are under way to further support the small - vehicle network, including the ongoing program of upgrading some 11,000 miles of roads and local streets in the metropolitan area. Certain proposed freeways have been dropped from consideration in the metropolitan area in recent years, such as the Southwest Diagonal, 28th St. Crosstown, Cedar Ave., and W. Broadway freeways. Nevertheless, a considerable amount of freeway construction still is planned for many parts of the area, such as I-304, I-94 north of down- town Minneapolis, and Fia;.7atha Avenue. Newly - adopted federal lata provides a way for a metropolitan area to have an interstate highway removed from consideration with an equivalent amount of dollars made available for transit. But we have no evidence that such an eventuality is conte^plated for any of the remaining segments of the interstate system in the metropol- itan area. Additional parking facilities, including publicly - supported ramps in downtown Minneapolis, continue to he added to a supply of parking which, throughout the region, probably totals in excess of 2 million spaces. While the energy crisis points up concern about how the small - vehicle system is used, it is likely that this system will continue, with the vehicles prob- ably designed and used differently. -7- G. Small - vehicle system generally has worked well -- Residents of the -Twin Cities metropolitan area experience considerable freedom of mobility, with travel times relatively short. Congestion, while irritating in some areas, in not as generally a serious problem as it is in some metropolitan areasq The Travel Behavior Inventory revealed that median trip time declined from 26 minutes to 22 minutes between 1958 and 1970, despite the fact that during this time the average length of trip approximately doubled, to about 5 miles. An average bus trip tool 11-in11ts-R in 1970, compared to 1R i"inutes for a freeway auto trip and 11 minutes for a non -freeway auto trip. H. Poor not adequately served by system -- The proportion of no -car households in the Twin Cities area (13%) is lower than 11 other large metropolitan areas included in a table on auto ownership in the 1972 National Trans- portation Report. Nevertheless, for the auto - less the region's private, small -vehicle system presents a hardship because of lack of adequate access to the system. Perhaps illustrative of the need which lower - income persons have for small - vehicle transporation, and the price they must pay, is the extent to which they use -taxi service. Taxi companies report that most of their business comes from residents of lower - income areas. A Minneapolis taxi dispatcher has estimated that about 60% of his calls come from people who make less than $6,000 a year. I. System vulnerable to energy crisis -- Because of the way in which the small, privately -owned and operated vehicle network has been used, the region today is particularly vulnerable to the constraints being imposed to the energy crisis. With 4 or 5 empty seats, on the average, in every private vehicle, the small - vehicle network has been particularly waste- ful of energy, road space and transportation dollars. On a 24 - hour basis there are only 15 occupants in every 10 cars. During rush hours the situation is worse, with only 13 occupants in every 10 cars. A recent Urban Institute study ranked the Twin Cities metropolitan area 7th highest among 18 metropolitan areas in transportation cost, while ranking the area first in overall quality of life. J. Continued mobility is critical - For the housing which is already built and the employment, retail, and other land uses, continued ability for residents to get between their homes and destinations is critical for the economic and social well-being of the region. K. Just preserving mobility isn't the answer -- Travel problems are likely to become increasingly severe in coming years if the rising demand for trips continues unabated. So long as new dwelling - unit construction occurs mainly in locations far from employment, shopping and other destinations, more and more travel will be required. The result is likely to be rising levels of congestion and longer travel times. Metropolitan Council projections reveal that the number of trips per day in the region could reach 12 million a day by the end of the century, up from 5 million a day in 1970. 11. The MTC long - range plan features an expanded bus system and a 57 - mi. fixed - guideway over which automated vehicles would travel. Service now and in future would be oriented chiefly to a few rinjor destinations, utilizing a network of permanent, public routes and schedules. -8- A. "fixed _ guideway" at heart of plan --- The 14TC proposal features publicly - o.7ice and operated vehicles running on publicly - designed, permanent routes a=.1d time schedules. Capital cost would be approximately $.' billion in 1972 dollars, escalated to $2 billion by the time of construction. The biggest capital investment in the MTC system would be a 57 -- mile regional yixed - guideway over which about 850 automated vehicles would travel. In addition the MTC would have, by 1990, about 1,350 buses, up frGr± its current fleet of about 700 buses. bus improvements no',,, receiving high priority -- Laze in 1973 the MTC added another dimension to its transit plan. While continuing to press for legislative authorization to continue work on the regional fixed - guide- way, the MTC presented a new package of bus - improvement proposals to the Legislature which had not been in the MTC's legislative proposals earlier in the year. This package has three major features: -- Financing a ra7idly - increasing subsidy of the current bus system, brought about by higher diesel fuel prices and a higher labor costs. The subsidy will reach an estimated $8 million in fiscal 1974, up frog, only $250,000 in fiscal 1-71. Since the MTC took over the formerly - privately - owned bus company in 1970, it has substantial- ly expanded its service. The result has been an increase in rider- ship, reversing a downward trend which had been going on since 1946. --- Permitting an immediate 407 expansion in bus fleet and drivers to provide more service because of the energy crisis. During peak hour most ?TTC seats are on the road and most are filled. There is little capacity in reserve. Capacity must be expanded by adding buses. The 'STC originally had planned to replace 236 old buses in the spring of 1974 with new buses. PTow it proposes to keep those old buses in service after the new ones arrive, and not replace them for another two years or so, at which time more new buses would be purchased. -- Constructing park - and - ride sites, bus loading areas, and bus shelters and stations at a cost of about $84 million. The Legislature is being asked to finance the program in the follow- ing manner: First the ?ITC's property tax millaQe for operating ex- penses would be_increased from 1.45 mills to 2.1 mills, which would raise approximately $3.8 million more annually. These funds would financed the rising subsidy at the current level of bus service and preliminary engineering, plan refinement and environment impact study for the MTC's regional fixed guideway. Second the Legislature would make available immediately, from fund sources unspecified, $4.5 million., which would finance the immediate 40% expansion of the bus fleet and drivers for a period of 18 months. Third, the Legisla- ture would be asT_ed to permit use of state highway funds for about $11 million of the cost for park - and - ride sites, bus loading areas, and bus shelters and stations. The MTC capital levy would provide another $6.6 million, with the balance, about $66.4 million, anticipated from fec'eral sources. -q - C. Large_- vehicle system serves the_dog.:-ntovms ?-,est -- 'Not surprisingly, the f focus. o� `i e "TC system has been and continues to be the downtowns of 'lianeapoiis and St. "aul. Because of the employment and retail base exists in ti -ie two downtowns and because the relatively higher - density areas are located in the central cities, buses on regular, public, permanent routes have been able to get enough riders to justify such service. The newly - adopted fare - zone plan of the '`MTC continues to provide this down- town focus. Large vehicles have not been well suited for other destinations. Because of their size buses cannot travel, legally, on most residential streets. Also, the diverse pattern of destinations for employment, shopping and other purposes in ot'ier parts of the region has not been amenable to the concept of operatin7 lame buses on pernarent routes. D. Internal - circulation systems also mentioned - The t?TC's development program alsc calls for improved transit service within major diversified certers. The ?`TC's current legislative program contains no specific recommendations w4th respect to such systems. Powever, the MTC has provided assistance in preparation of internal circulation plans for downtown Minneapolis, downtown St. Paul, the couthdale 494 - 100 areas and the University- of Minnesota - Cedar - Riverside area. TTI. The regional f�„ec' - p.uieewiv portion of the ?'TC plan would heln the MTC increase its number ofassF�ngers. But, in the ag regate, the increase in patronage would not represent any substantial shift, pr!:l rtaonately_, in the region's extensive reliance_ o:. small, pr_vato vehicles. A. Ridership a small Proportion of total trips -- The entire MTC plan, covering both the regional fixed - guideway and the bus network, would not materially cl,an,ge the region's use of small, privately - owned vehicles. In figures presented to the Legislature, the MTC projects that the proport4.cn of total trips taken by public transit would increase from 3.212 ir. 1970 to 6.0; in 1990. Also, because of the growth in trips between 1970 ard. 1990 (projected by the Metropolitan Council to increase from about 7 million in 1970 to about 9 nillion in 1990), the growth in trips, ir, absolute numbers, taken in small, privately - owned vehicles, will vastly exceed the growth in number of trips on the MTC system. Because of the orientation of the 'ITTC service to the two do4mtowns, the proportion of trips on transit to those locations would be much higher than the reional average. Under its plan the MTC projects that about 505' of the commuters working in the downtowns will be using transit. In 1970 the proportion of persons using transit into the down- towns during the rush hour was 24.17 in Minneapolis and 19.2;; in St. Paul. B. Re£ional fixed - guiAp-ay doesn't service residential locations well -- T'_e proposed routes of thn regional fixed - aui.deway would connect major centers of employment. The routes would extend from a point near the 31f Center east of St. Paul through downtown St. Paul, west to downtown Minneapolis, then forming a y with one leg going southwest to Ilighways 494 - 100 and the other ^,oing northwest to 7i7hways 52 - lon. Other legs would extend from Uopkins to downtown Minneapolis, from Columbia Heights to downtown 1linneapolis from Rosedale in Roseville. -10- tr) the P`idlvav are: or st. Pau' and from Scuth St. Paul to downtown St. PF1._ . Ac( -t;, d_Lng th-2 i�-Census, approyimately 28'% of all employed persons in the 5 - county S`iSA lived in census tracts which are located adjacent to the tentat.v^ ;--)ute locations. Of course, a much smaller proportion of persons wool: 'iv? near the 40 stations which would be spaced more tha>: a r -.'e apart, wh.c;i means only a fraction of the 28% will live rear a sta*fon. More importantly, the fixed - guideway route is r. _ i is i. to with the work - trip destinations of thousands of workers along the route anyway. For example, of the workers who lived in the above - mentioned census tracts in 1970, only 10% worked in downtown Minnea-olis and. 4.2 in downto�.•n St. Paul. C. Be",inning of regional fixed i}+videI:ay service would be many years awn,,, -- Construct;_on of the regional fixed - guidewav would do nothing in terms of providing ser -:rice for a minimum of eight years, since it is not expected to open until 19a2, and then only 37 miles would be open, it such a schedule could be met. 7•7ot until 1990, at the very earliest, would the entire system be complete. Again, that is assuming Strict adherence to the recommended schedule of the MTC. It would not he unlikely that the actual completion dates would be far beyond thopc anticipated -- if other public Works projects can he tz,:_n as a barometer. This means, of` course, that the regional fixcd - guideway is not going to he able to help the profilers rif fuel scarcity until well after the start of the next decade and even then, based on patron- age Drojections, it would not significantly reduce the region's reliance on gasoline. 'rhe fuel scarcity problem will have to be solved by other means. D. Uncertainty of federal `unding adds to the problem -- The federal gm• r;-ent iro_;1r ,:;e erected to provide the vast majority of funds for capital costs. Under Dresent law, up to 80' of capital, costs could be eligih le. for federal assistance. The likelihood that 80% federal fundir:7 of the fixed - guideway would be received in the amnur_ts ane a-, the time requested is uncertain at best. According to the National Transportation Report of the Department of Transportation, as of 1.4 transit recuests to the year 1990 totaled more than $6-•illi.on, in 1069 dollars. This does not include certain systems that have been proposed since then. Congressional approprat{ons for transit so far have been one - tenth of that level, and even if the amounts authorized are appro- priated, the dollars woiA d only be one - fifth of the needs. Pard decisions will have to be made in coming years by the federal government in apportioning funds among metropolitan areas. Currently, in fact, federal policy is to puce higher priority on improvements in bt5 systems, because of the energy crisis, as against funding new regional fixed - guideway. A metropolitan area that expects to receive g07 of whatever it asks for, may find its exnectations thv-arted. This had been said publicly by officials of the Department of Transportation. To the extent the feecral portion is not forthcoming, the balar..ce will fall on the local taxpayers or a syster will be only partially built, which means, of course, its service will be even more limited. ...11.- _ ..11.- E. travel i-,-, fro:: „ t 1 :1 r C, (7 -°rs r a —in, E, r t -,-in t'.. succ--,S, raean-- of ',.rave7, r Oto at-tra" 1• as the The rec!inn --7 irro-m.- res L- - I I ..! , I I * , .; - has r o,,:, IV. 'Die location necessarily encu7- encs.,:-if�f- -12 guideway would no` hp 'U, 7 shopj, elemc--nt MIC's are to f acill itj r -p- i v r t- 5"t)r,,x -1, J- cr at i ii s the demaad for T" T, 1 'L r the Met -:-Po-t major CT 1. ceTlter fvf�qit(.r�1-'.,, 17 V C,j developnent 1-j", (ji destinat-'o:ls, which. of cou.-f-', -t,-,; conger-tir,ri, anotl.e-. Thc, trips takc-r b e T11erefore. t -lie greater the The regional wm-,7 d T'Tt ing of residert� oi ;F. -,I f a-- t, the exac-, e:'. al fixed r; -C T, 0 to be lona Cd r.' -r T C tnn c e F- trr- P.r." A person could .4v, f- a '4,zh cier to a pubilclv - F,:1 -,i,—,, -r1 nae,- arc! guideway and tr,)v, 1 t-� tber- •youi(I tages to locazl:i !-!-71i -- rise aT,rr-,Tn-.ent,,1 xTiti-ir. would be just n^^^ r,,-,za,-ous La !oc.-!-(,. the !-7 station at conr7-. e listance -,Cn. centrr. cases would nn- rr,3-t-c nce,l =,-),: '--rave-1. -: - I ", '. vouii cont`.7.Uc - . nn, -O evitalt!1--.1 e-11 r L more n - i t nr rl Kemr,,,N'C,G t7 i r ar, i.r one re Vz or s- a 50 i3' tnclr t i, L par ishc--'. rjC tr B. Wou" J T7 rn a e C' 17 C 1991). 111 c to "ne Coo":ir' vir- h-p"i COU.1 �1 C hous 0 SUCII pt�blic C. LOT r cited C11C. t: r �z a.) 4 j. a -id offi-Ps t of what could --o 11,t: ful.0, .4; u Z.: C f 1, for a re c�. t lop 0 L ta7 Cle vj C 71, z d t', , T'e ire not a -- r.., S. re o`.the. dens i tv d -cc I I i r, -I, !)ff up r -'(;.i -I a ue C in re _:j comn --n u e :7 e . i . r �2 vc io. n ow is in t'r e T) r:� for the metr�,-). n nn -,P. deve I oPT.-an t a ill ul. r the Uur. Oc01'77,c'� t t work plan is anl D. Many factors afft,(, Private develOT rfI ilr v",ie-Y C f t -icli dete : - in rr k suburban, ' use In a Riven . , ' , I i, '71. 1 t -in �--,Ltie­ area, of ren.sit co counted only as one ran,:, and, c,: r t a -.' n t1" 1? T11C S t s 4 "n ,.jL - " -,�­ r to :�, I t 1.1.rl�i �js A 'Or E. TTrDroN7etl- acces I in f I u,_, i,. MTC in 1969 has __;jjsjt can be p;­rt� in shaping land ua;c- when the s".f7,n to thnt land. :E , -i t n 01. -, e r y 4 ane 1- t�)C- c el: s rea�'v providps .,ary lh.�_gh accessJ' way system al A regional fixed - PW i6e'0,17 not -,11-1.r-_ - to the land I Vr, gtatjorii ar.,6 4 - P {MT, -4 -13- CIONCI,t'Si9lis Our conclusions Ln bri ,- f : I. Tne bus - i-iprovement nares of the MTC plan, are urgently need,:,' and should be sunpor.ted. II. Much higF?�ir serv1'_cr- s=owls need to he set for this re,:,ior: -- service w")-icl, is de signed fol all ur'. an residents. S.jc}? service Powis can be attainted by working, Ta to"i_ wl-th tii(- network of smaller, file>r.ibl , usually privately -• nu-,ej vehiclas w'�-,i^h h;ve the capab'lity o` aa.ra:- cn all pu:)Zic streets and hi.a?'�-;>+�s, ratiiar than by public bu, sys`r:Tt. Iif. Mnre eT^7411asi.s bp upon avolding cr reducing C7?e 1E:'"SACC[ of trips. st J*Tnul at::.,:= the locatlon.. of housing to rc loc.,atLd w.;'..r and i. ;r::c;?i ately ad;ace^t to riajur dive; s`_", F c' centers. TransA -- di.Gtance flxzec! - dui tr.zi.s:. offers 'super4.or T'ichillr �,-`.L'Hn Tnnjor ct,ntnrs maycio more to t; c..e•,r ^,> location e- r (14 .Stance, ,�i:ii '70 U...� t.tCi:l .... :r, -- !�.>.StaT-iCe., fl._..i�r� ,t_liC��ikTd!/ :......-1. , connects centers wit) reino.:it housinp ?oca*ions. TV. 7ne r`!•_ �7nai fixed ,^.uic?eTr4y port c . of supported becou.•^,e _r i'•£:ttcr sE7rv1.-e to rot. metropolitan arca re.s`r'Arts ?t lc•.,cr cost and tecauSe the reY_iona fiYj guideway would provide fT>,-ther erCr'u''-_h7'T!C nt tr Bu;iroit lcTig, - -':st_an­.- travel rather t :viii . 'io:tc:r tri_is. Our conclusions L, mors: detail: I. The bus - ir�•rovemenr *?arts of the 'ITC plan are urgently needed an,] should be supported. A. Increased subuj ,iv is needed --Recent increases in diesel fuel `rices and cost of�aEDor are largely out of the MTC's hands. If fundi, are not found, servi•^e cutbacks would have to be made. Desp=ite the ,_>_,latively small part which the public bus syste;r plavc ins the metropolitan area's transportation system, it is a valual-.le pu.? is utili Ly , 3eserviag of public support. While we might prei"er the use of part-time drivers and better uti- lization of full-time drivers during the off-peak hours, we do delude ourselves that such changes are easy to come by, nor would they do the job of eliminating the need for public subsidy. We would not advocate an increase in the basic 30 -cent fare, recog- nizing that is probably would adversely affect ridership. B. Immediate bus -expansion is justified --The MTC's 800 -mile network of bus routes provides valuable service to residents who live nea4 these routes and whose destinations coincide with those of the rnutei.. Very little excess capacity is available during the morning ar d eve- ning peak hours.. Almost all available equipment is in use at those times, with standing -room -only a common sight. -14 - bore fra uc,..t a= - t� i. n1.',15 p»ese?nt r01 _?', A1C`?It t.-?. j -.:"# ,l:'. C - where de:,Si7a6 is wr' i i entified, is urgent!'' :leedad at thl P. t4 p"; Pexso-s w',:, �, x ,:. [ an r: ,. ought to ' e prr�,vioe. + .:ic. finismean-i t le • r� = ... : � cam- The XTC LIP:i 11 s'. =,x _ _, -r for sora:'• t1 2 ... , L) sh" wE,.ic? a. _ duffed to arri ,e �egxnri?,,g Apwil 1, 1474. Sone 23b of tat• -e new L uses? had been scha '.•1_,' to r�-:,1t.ce old bus,.,3. Now V,e 'i:^ � cause a:. the a ie -."c ' ..._.. �.R, to keen) Vie old rasps ine:. J -E . s . add d-; Ve,•3 and about 50 mechai.. _: L,- expans10-,. If t" .. :. d not ha,•a the. neva xj!�-!s rn a%- . t' s like; v it. wn"',d no- _ �c_ the enphrtunit;y -., re. fiscal Yei.::, the old c+usc:s we-a...d .'•f L!. fleet fuZE.-hti-_n3 to :t tOt2i Of 1,1� �t. _ The prograr~ i:. urg-'ti ,=%ui r:ea;!s su-,po.t. C. Further b'1.3•^?'',Ir.L, d CP.p t:a;, impr.cyeiaerrts reed F'__.: �•,i menaed -a2 _ "rpt m of the ^111. •i -'i sites, bub -' 0, c_-s_'z.: r bus £ tatj':11 out in de:t:F.W.l 7. LVr1.-. S 10Cat 1o'.size r"_• :t _ wry, 1 -1 -,t -t ..:'e ._e CJ^` feted oui k C taken olcnj, -w-ch F.►'h'E t;: laC i GP prope'sF -E �C e. :.'.. ' c areae.do,.pit,,: ,Vk4 _-r_ ihr,c:F: tnc `tette. ' j-_ MUCh service which i i vnrreside` ts. be attained by u'c cr tl - t r!v "� S- privately - owned ve -- - - i public street EThifr•+T„` ri r t r ti 'i ICTk_n ` ft• bus system. --- (Our service concert i 7Dr1i�> rr �•eilicle ta}ich t,r. "f. the opportuni;:y to r�,-e, rpt' :-. �'.;,. '-_ve, includin,r rri� a . concept is spelled out 'Pronter octaiil in an e..rl,'. ? Building Incentive= s fox 3 .=.._ 7o nide). � _t•. A. Small vehicle, n -"e de..•J to ale,,puately serve every five t= r!c � " zi tan:aj on a ty?ic:_. c area either l:' t : c end at ho -e. This fc^r is c* de,.;._ ,,, for transit, ran_ it, ii it is to serve, r.u-, fir: a ,. + Twin Cities o_ disperse.i, sin_'e_ a, jy"'-- to pick up pe-sor-' at h1me and get then not to connect hc- rlsces with work-pacN.,., shopping, offica, and industrial locations with anther. w ;� may appear, on tre surface to have some of trips occur b4tween and ancon.€ these locatioa::, Inc connect resides,zes :tiit:: work -places and other destinations, v..--. - they happen to ;,e. B. Give first vriori.t� to the work trip --Of all trip: taken by Pe, in the metrotjol.itEtr' area today the work trip is the one wnic'n most regular fr,;:- day to day in terms of roti P and tinir.c aq as concertratlor cf persons ar a common destir.a:io;i, Mor, -!' r.;•: work trip is most critical for meeting the revdr cF viduals whose job nnpertunities are limitec to the a: •_ ac tt•c i r. - get to without drive .g, In terms of combLtir.s ever- reliar c ° the automobile, co:lcentration on the work trip i,- for sfor reducit:2 th- r.tember of r.:o-car .familiee �eca;sa rite:;- cc=, the extra car is needed for the work trip. _. } -.. cs- .'e a non -driving tL 4 it is much more likes ly t._ . the day alcn W411 ho The 19-.(' Txa­e-.'. Feiznvfor re.Vee..' 4 of the ti.:.V s Ly ba�t,c, 5.4%, ir­vs r: 8' Gt*;�r t bar: is 31.17. if are f a I L, C Faz t-_- I - I., t -1 f ti. could '0,M' ILC-4mc:- v,,j, L -o th hour ava-_ -,t vou'lu to work, ox 1.'"" 'J� Galt s, cf, Yc�&C Cr parking 'Lots. Any lock at the cif v -,x other purpos", Or which ig '-o T:-ert the dual. VIC. rt:*,pecf- to wc-rk orJieL- locar.*en, ^Iic -v:rJr I lis. the M`6'W;�y Or, n xlk area along F, -r pf F,. 1 'JUI e..Ilat'f.. L- ey or Fr or k, the re-glor, onr. P !x 11,ar dri-I fess-ionel jr,,--er c"' i- exami,lt 71 k some 460 be?;W Vr.'_,3 C. Higher tr.=�sit i7ca_-.�-, uee-�Ied-_We cann­ a tre:x-,, --E. :.`Oil goa' !-� srZ_; . - whI.ch offern ridPr!,Ih:-'r- oii the "Us syu,_tl:. For that purtion o a tion i M ch very much necfIrO. Rut- -,Fuch lok-! :azi - relipuce urian ).ar-e , T :Jb I 'L C ly e c rrun on fixed s-hadaes of sez-vIx4. vast maj.,)rIty Of tri -I pote-.,itia.1 i -L Ir ..-,i small, T ' :7:t S' ;,i j.e f 10c t. _JT -&ie uestion C.- to tal'x. 1r]tern,-.-, even. as of all trips pe-;senRerp. -at.ie*- tlLaa D. i V n t S o e Reside T within maxinum t ed Li Lzs least a c. ;.=. _c, work 0�,:-itl not avd no- Again. thli� use of sinall E. Better qervt,7e ca7i helT> "soar)eI!--TtIio mecronoliran tz_�!'�g age de,41opwent oa skipped -over I-vn4 � Vj.-SUE to enco-tr 4 - F 1t is At present, transit takes one no more attrsct`vo C-io OUI,-r-, both depeni-f. Che auto. The one differqvlt C JOI e in land could i:! the presence of traicit ser,., -.1 as t'he availability of a ride to work, which will re�a]r�: rj,, as:e, of Lvurse, of small vehicles. -15 - III. "ore emphasis _must he placed upon avoiding or reducing the length of trips. This means stimulating the location of new, higher - density housing t:o 'fie located within and i_mmediatP ac,�acent to maor.diversified centers. Transit -- e -7-2n. -, - dfixedid distance, fixed guideway. transit --which offers_superior mobilia within-rAJor centers may _do more to eneourape location of such housirg than lon_rdistance, fixed _ f,uidevav transit which connects centers with remote housing locations. So far this metropolitan area has worked essentially on one side of the travel "equation", namely the siipply side. The other side, demand, has been considered to be mainly an independent variatie. In plain words it has been thought t; -:at travel demand must be accommodated, whatever its nature. Par- ticularly, in this metropolitan area, we have continued to re -enforce the tendency for ever - increasing length of trips. But if this metropolitan area does nothing to encourage living environ- ments in which the need to take long trips is diminished, our transportation problems cannot be solved. A respectea national authority on transportation who has studied transportation problems around the world has conclude!, after many years of study, that there is no "solution" to the problem of meeting travel deman6. The only wall:, in this person's opinion, tc solve the transportation problem, is to reduce the need for trapsportatior►. New, at this point in time, the metropolitan area is approaching a decision - point on ti -e future direction of longer - range transit planning. So far the focus '?a�: been chiefly on transit improvenents that would continue to re - enforce longer distance travel. The 57 - mile regional fixed - guideway proposal, for example, would make it easy for residents wino live far from their destinations to make trips. It would, thereby, support, in coming years, location of housing at remote distances from destinations. Because four out of five trips begin or end at home, this means, inevitably, a continuation of long - distance travel. In effect, more transportation and more transportation problems. Transit improvements which would encourage shorter trips have been talked about but have net received the priority which they deserve. For exanple, the MTC plan includes support for internal circulation systems which would serve concentrations of housing, employment, shopping, and land uses in the same general Location (the major diversified centers throughout the region.) In effect, such internal circulation systems would be designed to provide superior mobility within a fairly small area, meaning that short trips would be aided because it would become particularly easy to take short trips. Inter- nal circulation systems can take many forms. Their important characteristic would be that they uo uld crake it easy to tale short trips, say, up to a mile or two. Such syste^s could l,e non - vehicular or vehicular. That is, an enclosed walkway is an internal circulator. The vehicles could be bicvcles, mini - buses or other vehicles which are not fixed to the guideway. Or the vehicles could be automated and fixed to a guideway, operating as an internal circulator. The creation of internal circulator systems which provide much better mobility within major diversified centers will support the already - evident tendencies for more residential development in and near such centers. Again, if more housing locates here, this will mean more shorter trips, rather than longer trips. There are many advantages to transit planning which stresses imprcvemert of internal circulation systems: A. -­-o.!ipetes C -'tit T I -alor fl.vers�-, �;reat,es -i !,(-re 4-�: r:r­r� T';e s*r,:. way netucr,, 1 i, si-<: t�- f;) a 11TO"Irld the T•_'. o,- 'TC, circulat-1,.i7. Wi :I T•JOri ti of 17, t`5. 1) Z? r-tA­ a-- ro', r at,,- i,., r­ ..alel�:o- C. Capair. lf.­ o -1v that aT; th.- op,erarinr, 3 -11 - !'ears beforc. a! t, r o hrr,c. ai� iTn!� 1: 077. C ree-le-' c, D. I. I *o COPIT, as Woll fj miles Of .•^r 7) mil -:z E. Risk o" ;-,r r`nir1--'1-1­` If, T-G:- j a suJ. l) �ejriona` '-Jxc,6 oT out to e a ni S Lak e , t 1 C rr: SE 1711 it""I C C' S 0 8T1 C 3 V ­ less than_, ficr-exar!11c turned out to ')E, a F. !,Tat as e:,mc,i A -,e esti.—,a:!-es, n ar circul a t r cr, 1 i I J s t '1,0, these i, - iLu.;'_1.17­ Clia! .Orr WOUIC' 1;e far Te3,C t!-.-ITl a] fixed v viv , tir, -z' run c r-,, -3 s -A'rp ­ro, f?,.)V;? 17 '1p, q -ovidi- up P" of ,:'l fi c a true that fpncral ofFicialls have- thoug'-. r-'ra r! I funding rea`,.mal. fi.xe,, - guilei:Tn­ netwr;­,•: distance c. or.mi I t i,a 1 n F! t 9, 1 r i - al 1 ed to rL-d%-e nt—d for long, -- 1�.-, that federal ofilcials Tads -ht !c­.:,--1- regional sy�gems, ilowever, incroas-in's,1,7. 'erir os: Portation whether as `­U-een or between car' tzO. nnci opernt!n, cxnense or regional systen7, are likolly to 1-c. rade hel.ota .he 4n a general el'oration of fuimvs for IV. The regional ` 4 ::Q6 - �u ir %- p rtion 0 f the - 1' ' mart art s up p o r t e d because o t 1h. e r i. -T, r ov eme n t-, c P -L -o %_i­�, P I-) c z r E-, r sere;' politan area residents --,t lower cyst ire, tecause ti!,-- re,:� would provide further encouzagemenL to support lon,-, - 0 than shorter trips. -1R- Ue do not dispute the claim that the regional fixed - guideway system _ would attract more riders, once it is built, than just the bus system. Nor do we doubt that the regional fixed - guideway would have some impact on the location of new development. Our findings and other conclusions, however, convinced us that goals of the regional fixed - guideway can be met better, quicker and at lower cost by other means. Therefore, the regional fixed - guideway is not needed. If cost were no consideration, the metropolitan area probably could be blanketed with regional fixed - guideways that would enable any resident to get wherever he wants to go. The question is whether a billion - dollar expend- iture can be justified for a fixed - guideway network that would serve only a very small proportion of trips in the region and then only 10 to 20 years from now. We think not. Much more can be done by other means. 17hile the regional fixed - guideway would have some impact on new development, we believe that its impact would be to continue to support a pattern of development which requires long - distance trips rather than short - distance trips. Construction of the regional fixed - guideway might occupy a dis- proportionate amount of PITC time and energy over the next two decades. The MTC's development plan indicates that the regional fixed - guideway is at the center of its plan, with all other parts relating to it. The MTC might find it difficult to give adequate attention to other service aspects of transit when so fully occupied with the regional fixed - guideway. Moreover, if the go - ahead were to be given by the Legislature to construction of the regional fixed - guideway, it could convey the incorrect impression that the region's transit problem had been "solved" thereby. Consequently, other needed improvements affecting more trips and more people might not receive adequate attention. Perhaps sometime in the future an automated regional fixed - guideway could be justified, if at that time it could be demonstrated as needed as part of an overall transit service concept in the region. But such a justi- fication is clearly absent today. 19- R (7,,( r• NDA' IO!?S I. Inuaediate bus .,ervice inrr;i rent-; A. 1 -le recommend that. ti•.e 1974 Lepisla`ure ap;>ro-kre the TIT(- rEc? .cnr. i.. additioral financio. to cover increasing st;hsidies reyuire.0 tc su snort its presr-nr. lev- " c' Sf B. We recc.mvent' that 11-1,E' ";4' Lepialature aprr,Dva the "',TC " rc^u^ 5; U p tU �! �'; l� l'.5 f?: {:L its bus : ief dDrJ C Legislature provY;?P the neves-sary `ur.:1s -cr ti-iis e::r a} ;jar•. C. Ile recomi(iend t!. i Cie .. 1 renare a sp i is Ian estimates, lr,•..___ an" Size of rrcomr:^-,(~r:d i.ar'r•: - a-` •- r:,.c_ sites, bus loa(."n areae and Eus shelters ai.d s':atiovs, nc� c3 -,t.`.... review o- the pian by th,_ trorolitan rnu--A1 ('.c -is,, t-nt ' capital plan here're see':ini' legislature a':thorit rn. its Y::oC 'tee' 084 rijilian corcf_::ruction pro -,ram fcr ti_ese purposes. II. The MTC loap, - r,-,Tj el= We recorunenc _h --.'t the lP r1 for preli-minor" plan rr""ne.Trint study of its: p..='our,snd 57 - mile regional fly -c - • c._,,::.. III. Reduction e_`' tea.*l A. We recom end P. re - or.ien'_at'on of lcng - ranee* transit in the metropolis"an a' e? tc focus or reds+circ; tl-e ane".:r:t or by encouraging short trins rather t`iar( long ti -ins. T' -,i s particularly, tbEx improvcmc_nt of circulation Sy�;Lef%s r�'itll7;. alir diversif ee centers., so as to give a ;lefintto adh antage to r in short tri, s as against lone. trips. Plans slcould tha complete" early enoug'-, so rnut the 1975 Legislature can taF:a act on. PI ':'.: sT�ould cover m:, cz ,ii.vcrsifi.ed certers as may be identified throun.l,cot t'F:_- metros_ oli.an a- ca. They should include, as I_eed,-d. a varict,, of kinds of internal circulation systems, including enclosed waiKk vs, bike - ways; mini - buses, and in some cases, suh - regic•r(al guideways for areas within and irurediatelvt ad.iacer,t to maio:- 'diot,r -i! fied centers. B. We recommend ir:'lediate experiments in demand - responsive service in neighborhos"s around the metropolitan area, utilizing taxis or other vehicles as desirable. IV. Small - vehicle service We recommend major expansion of efforts to proTM;ete transit ser -,`;7e i" small, usually privately - or:n?ed vehicles, including: -- Establishment of a Qeal of reducing the number of drivers, and incren - ing the number of passengers, in the metropolitan area tc nrr'ut cs;,°' ty 1980. Annual nrogr`ss towards this i*oal should be monitcre,'. ported. -- Preparation of a plan,*ith a recom^:endated leislati• i e u> fcr j.. action by the 117,75 5 Legislature, on ways to improve t!)e :.;raf of the private vehicle fleet. ."t ch a plan L;houlc' .i.t;i:l.::'c, �c r cell'` , rear ence to any noNdcci incentives •- positive or newt ive --- to encourage more ridership. -21--- OF ?1.-. OF Uro,.?IE?dn,ATIO-7- Readers undoubtedly will have many questionq al-ar:t the recornendations. This sac.tion of the rerort is intended to anticipate some of tile questiorls ^nd try to provide an..v yrs Z. How Lill' tl.e ln!:_ t�'C ''ant 'LntEI'c Sf' tation pro Lem read ;:o t'ze pror)osals? Ve don't know, nog,*, hoer tt:e• c771_1_ react. Ye can say, now.,l;r,, WE: hope they would respond, reasonably. -- The MTC. It will be disap jointed that ve do not su)2pori_ the ae; io_,a:t fixed - guideway, which ha,: beer: at the ce:,' c.r e M'C the recommendations support a fi�jor expnn_ -,ion of MTC bu Moreover, the MTC has the opportunity to develop and ope ':-:rt circulator transit syster:s, which may be the most alvance,l t~ansit cc:1.- cent in the nation, because they can offer -- fol. the first tine, -- an opportunity to reduce the r.?ed for lonn trans. -- Advocates of PRT. The internal circulatorthee: clic o,�p.):.tun I:v to try the new teehnolo^y they urge, or somet1-1n rinse to i:: -- although not on a aceawide basis as then would rref.er. Hc�tr•:r:r, tr.c areawide service concept recommended in the report whicli. strc_s5es extensive u of existing smill, dertane - responsive, persona . � e provi.dir.r, origin - to desination servi.c.e, w..th offis qulte similar to the Pi.T service concent. There is ons difference: the present systeia requires dri-.:-erg,. Under t; c YR'' service concent vehicles.are automate -l. -- Central Cities -- They are mr=.ch better off than under the Y7C plan. our proposals will reduce congestion and auto travel more. The. - provide incentives for hig'; - rise buildings to locate in major centers, like the downtown not in lox - density, built - up re sidencial. neigl.- borhoods. This ereatEy enhances the vitality of the fit. Paul ane{ Minneapolis c.owntowns, and eliminates the prospect of difficult coi'lict with the residents over the construction of apartments and parkin¢ lots near the fixe(* - guideway stations in residential areas. -- Suburbs. Tih.y need service, and they get it. In many cases, sui:urt:an residents have no hope of walking, as an alternative. Big buses won't work. Suburbs must have a vehicle system. A small - vehicle systen is the only system that can hope to bring service to all residential streets. -- ,inner - City residents. Joh opportunities for perso::s wi.t'.iout reacy_ access to their owl, private autos, which includes many low -• i.nco-i-- persons, will he broadened because they no loner will be limitccl to jobs located along conventional transit routes which serve their borhoods. --hey will have access to the flexil,le, sr.all -- ve0iCl^s 71.oreover, door - to - door service usinry small vehicles which pick un workers at home can help stimulate regular job attendance on the part o` persons who nay have had problems in maintaining a regular work schco'ule in the past. Inner - city residents will benefit, too, because they will experience no disruption, by construction, of any regional syste1, and high - density apartments won't intrude into their. neighborhoods. --Metropolitan Council. The Council will be disappointed in our failure to support its busway concept. But our system conforms to low - risk, incremental strategy, which was the essence of their nolicy.. Also our proposals have maximum impact on implementing the diversified centers concent and on restrictinc urban sprawl. -22- ) _ r C. i. to our -Oc y i"•Or: 11n 'rke current Ll! - �G'C i;2.7iE' r.1"'i^ (% ^Qt • We are not supporting any specific proposal at t'n`:, time. Proposals for automated f _xed - puidew^y internal ciTcu':•-,TOr�z n. active for the Cedar - i:i�-erside - t'r.iversity of MinrLesotr,area for ,(', . _ r for ton Mineapoiis. Other prove!sals are under considPratio wr- Paul and the. Southdale - 494 - 140 area. It is essential that our support for the concert of int --r;• ciI = not be misunderstood as enecresement of any specific plan now 'W",- ation. We have not reviewed any of these plans in 'aetai�. • The motivation behind these plans varies from case to case. it as if some plans were advanced chiefly to meet a specific need to :ot: people from one location to another in an area defined as ri":=r ?i'✓'' fieri center. They were not necessarily advanced to r-o--i'e ; ,r e3" movement throughout the residential -employment entertainment corn—Aex which makes up a major diverii f ie -3 cert(' - We are a:aare, tc.(,, rat the proposed alignme-ts c,i i!fe'er:~. lan may have some conflicts. For exam -le, an interTial circc�at^-. which has been propc3ed for downtowr: Minr:eapelis ia3ir.- tha, Possible to extend the system to the Cedar - Meanwhile, an interna] circulator proposal nog- under cjn-idera_icc ir: Cedar - Riverside - University area contemplates the p-5sibilitV :. zt;t sion as far as General Iicspi tal in do�mtovn Minneapolis. The variety of internal circulator proposals now beim, advances'. in to us the degree of interest wtiicl; prevails for this concept. mut no position to present a plan '.or such internal circulators. ii`! effect., ` are urging that transportation planners and decision - ma};P-=s re attention on providing ret: transit facilities to help peoT)le -Oct arnu-. major diversified center:_,, where real problems of T-10-er:ecit ex,s where real opportunities for stimulating new higher - densit,j housir.s-. to are present, and where preference can be given to short tri,)- 3. Wng do we placo succi a high degree of ems ,-,2ei6 or. using transit for internal circu',ation? We have identified an entirely new dimension on the role o' in a metropolitan area such as ours. It is a dimension jhich c(!',!u t r, all conventional thinking about transit's role. It would not seem unfair to state that until now at virtually eve -:-v of transit and transportation planning from the federal government on do'_:-', transit facilities have been designed and built for Lor? ty-n,. 7— "ilelpin:_ the commuter to get to work." or "easing the congestion on our freew< Not that it isn't importan� to help the commuter net to work of to eaEe congestion on our freeways. But in our metropolitan area, at least, we ha-- found a' -found better ways to handle those problems without building a fixed :��' transit system. The new dimension which our report adds is tl.atit facilities, here, ought to be built for short trips. At first bluE.l, ti , may appear to be turn_'.ng all of transportation planning inside ou. , 'cru -23 - probably it is. Why, therefore, are we placing such emphasis on transit which makes it easier to take short trips, and, more explicitly, short trips wiOr-:in a major diversified center? * The concept of short trips goes to the heart of arty long - terms sc.u- tion to the transportation problem. So long as facilities are provided to enable people to travel farther and faster, ti,.at is what they will try to do. it simply means more cost, more congestioc-i and more demand for more ?_orng - distance facilities to ease. conguestio;. * If, on the other hanil, facilities are made available which make i.t particularly ac.vanta ;ons Lo take snort trips, this ma T stimulate new residential development to be located in closes s:roxi mitt' because of the superior movement which will be L:a4eoss 1;.. thereby. Short trips represent a way to reduc., the de . jr.d- portation. * Transit facilities would be built with the stratcgy ir: mind no'� simply of accommodating the demand for travel, ULt seeki.nF to in`lln. ence that demand. * Internal circulation systers are likely to do more th«r any ott transportation improvement to male major divert,=tied center:, rr a' :i k succeed. To the extent tlat such systems encourage --ew r s.dt:c.fia:` growth centers they serve tc add new vitality and stren,ti: rc the centers. * Conventional means of transportation -- mainly the auto -- a.e vex difficult to use as a means to get around within a center. Thus ne,4 transit facilities can be built to serve a market where every other means of travel is inferior. This is not usually the case with transit facilities which serve long - distance travel. * From a strictly practical standpoint, it is much easier to provide more fregeuent (therefore, more superior) transit ssry ce at reason- able cost, when the service area is not too long - distance. Transit vehicles can make more round trips. 4. What is a major diversified center? A major diversified center is a cluster of residential, employment. shopping, cultural,education, medical, and recreational iand uses all located within the same general area. It is not a group of department stores and shops built around an enclos- ed mall. Shopping facilities of the Brookdale, Rosedale, Ridgedale, Southdale variety are definitely a part of a major diversified center. But by themselves they are not the major diversified center we are talking about, nor, for that matter, is that a major diversified center from the standpoint of the MTC and the Metropolitan Council. The 11TC's policy statements make it clear that major diversified centers are to include clusters of employment, shopping, housing and cultural -24 - facilities in a limited number of regional locations, thereby reducing the demand for many scattered trips. This is fully consistent with the Metropolitan Council's policy on major diversified centers, which states: "develop major diversified centers by clustering regional shopping, service, cultural, entertainment, governmental and high - density residential facilities." From our standpoint the residential component is absolutely critical to the success of the major diversified center. The amount of higher - density construction which will be built in the Twin Cities area is not unlimited, although it is clear that in coming years a significant portion of new residential construction will be higher density. A 1973 law was designed to further stimulate high - rise construct- ion by providing for a lower taxable valuation for high - rise as against garden - type apartments. But there is still only so much of this kind of development to go around. For example, a recent study at the University of Minnesota of different land uses in the metropolitan area under a variety of assumptions indicated that the overall proportion of dwelling units built as high - rise would likely remain fairly constant, about 3 of all new dwelling units. This percentage remained constant even under an assumption that two- thirds of all new dwelling units would be multiple family. Because only so much new high - rise construction will be built, the question of its location becomes very important. We are saying such high - density development should be located mainly within those locations identi- fied by the Metropolitan Council as major diversified centers. Already, there is evidence of strong interest in more high - density residential development in and immediately adjacent to the downtowns of St. Paul and Minneapolis. Internal circulator systems will be needed there to serve the transportation needs of the thousands of anticipated residents. The Metropolitan Council in February 1971 identified six major diversi- fied centers already in various stages of development: downtown Minneapolis, downtown St. Paul, the Southdale - 494 - 100 area, the Snelling - Pwy. 36 area in Roseville, the Brookdale area in Brooklyn Center, the 'Midway district in St. Paul. The Council also identified the general location of 10 other future major centers: Coon Rapids - eastern Blaine, White Bear Lake, Lake Elmo - Wood- bury, Jonathan, Inver Grove Iieights - Eagan, Burnsville - Apple Valley - Lake- ville, Eden Prairie, Eastern Minnetonka - western St. Louis Park, Northern Plymouth - Maple Grove - Western Brooklyn Park, and Eastern Cottage Grove. 5. Is it essential that internal eirculatorr, for all diversified centers be planned together to avoid the risk of being unable, at some time in the future, to Zink them up? Not necessarily. It is important to realize -- as far as this report is concerned -- that we are not recommending internal circulators as the start of an area - wide transit system that would carry people all over the region. Some persons who advocate such a system -- known generally as fine - grained per- sonal rapid transit -- hope the internal circulators will be the beginning -25 - of such a system. Therefore, they attach high value to making sure that the same technology is used in every center. From the standpoint of this report, however, we are vieerintl Each :nri•rnal circulator as being fully self - sufficient in its own right, whether aut:'mated or non - automated, vehicular or non - vehicular. It does not need a rr-r,nection with another system. Renember, we are urging the internal circulators t. make it easier to take short trips within centers. They are not being Dr..;posud to assist in movement between the centers. Some persons would arfr:.e, ;norc ova r, that a ma4or diversified center's attractiveness as a location for ne:! development would L�e diminished by connecting it with a regional the center's particular advantage would be lost. If vans and other smaZZ vehicles serve marl;, ?,lark tri; -) kind of service will be provided bet7men peak hours, for the otr.,er - work trips? For such purposes, we see demand - responsive "dial a -- ri.a5 ` as be:,t suited. !-.'e stress very 'ieavily the importance of utili zi < snaller, priv vehicles for work trir,s that do not coincic'.e -:c.'.1 t�ith t': fI- uus sys ten. And we concluded that, from the standpoint of t';,, ,.,_t.?' _ _.,te;- the work trip deserves first priority consideration. Nevertheless, many other kinds of trip requirements exist uirc 5_ri:C ti, day: shopping trips, medical trips, music lession tris, and so fr.r;:'.. For many of these other tries, in those areas not served b, tlir- ?tT:` bus routes, the private car is and should remain an important Part of trf. system. A trip to the supermarket to pick up several baps of groceries rl.vy well be handled best by the private car. Unfortunately, with today's transportation system, ar. individual Is almost required to use the private car for many other relatively short because no alternative is available, such as running an errand to a hood shopping shopping center. Such trips are taken a different lour of the day an,! different times of the week. They need to pick up a persors close to hone and deliver that person bacir at the doorstep or fairly nearby. This is where we see the need for Demand -responsive "Ola -- a -• ri:'<-" service! small vehicles circulating on residential st_eets tskir:r person: from their homes to their nearby destinations. Such service would inv,�� :e relatively short distances. A person living in Bloomington who wanted to gc to Brookdale on a shopping trip could not expect to be serviced by =uclf ;!er,an-A responsive service. But such a person could legitimately be provided with a ride to a nearby shopping area within Bloomington. Demand responsive service operating within and in the vicinity of neighborhood is not unlike the idea of providing service in a mayor diversified center as discussed earlier. That is, heavy emphasis is ;la,ed upon frequent service within a relatively small. area. The taxi is the closest form of dial - a - ride in the region todej. It is a small vehicle, capable of traveling on all streets. It is ordered -26 - by phone. It provides service from origin to destination. The problem with the taxi is its high fare. With taxis the driver has no incentive to carry more than one passenger. His commission is the same for the ride, one passenger or five. Thus the service tends, inevitably, to be somewhat expensive. This problem should be able to be overcome with some changes in the traditional fashion of delivering taxi service. We understand that dial - a - ride - type experiments are being explored by the MTC in connection with a series of ridership studies it now has under way. As far as we know, no experiment has yet begun. Clearly, 50 - passenger buses are not appropriate for neighborhood dial - a - ride service. It is not yet clear exactly what role the MTC would play in developing demand - respon- sive systems in neighborhoods around the region. And there are other, as - yet - untried, possibilities. One is the so - called "jitney", in which a small vehicle, probably the size of a taxi, would travel along an established route, picking up and discharging passengers on demand. We were informed that a large Middle East city moves some 100 million people annually by means of the jitney. Another suggestion is that of a part - time taxi. Perhaps some drivers could recieve special licenses and equip their private cars with inter - com connections with a central dispatcher. Then from time to time, as they would desire, they could transform their own cars into taxis, perhaps carrying people to the same destinations they are headed. Perhaps, too, the van concept could be expanded to cover shopping areas or medical clinics, with such facilities providing van service to pick up people at their homes and take them back again. A previous Citizens League report, Building Incentives for Drivers to Ride, containsa number of suggestions on better utilization of the existing fleet of vehicles - large and small, publicly - owned and privately - owned. 7. How does this report relate to the emerging developments on studies of small - vehicle technology as taking place between the "MTC and the State Senate MetropoZitan and Urban Affairs Committee? About three days before our committee completed its work we were made aware of a possible refinement in the MTC's long range plan, designed to accommodate concerns of the Mass Transit Subcommittee of the Metropolitan and Urban Affairs Committee as outlined in a background report issued late in 1973. The possible refinement is addressed essentially to reviewing the questions of (a) size of automated vehicle to travel on the MTC's regional fixed - guideway (b) possibilities of stations being located off the main line of the regional fixed - guideway so as to facilitate non - stop origin - destination service, and (c) certain other questions relating to transit technology. As far as we can see these issues are essentially outside of the questions faced in our report. Our feelings about the need for the regional fixed - guideway will not be changed if the size of automated vehicle is larger or smaller or if off - line or on - line stations are proposed. We simply don't see the need for a long - distance regional fixed - guideway for the region's transportation system. -27 - COMMITTEE ASSIGNT11ENT The Citizens League has been actively involved in transit and tri:::>E questions in the Twin Cities metropolitan area for the past decade. Ir. a League committee began meeting which eventually recommended, in 1965, the establishment of tl?e Metropolitan Transit Commission (i"":TC} . 1967 the League recommended the establishment of the Metropolitan Gc:c.-1 among other responsibilities, policy control over highways and transitt it metropolitan area. In late 1968 another League report explored the Cart'.;� decision - making framework in more detail. This was followec1y in 1911. report which identified transit primarily as a service rather than That report, too, spelled out League recommendations on transportation. making. In early 1973 the League issued a report which broadly redet:r.ee, transit as riding (regardless of the size or ownership of the ,-et_c__e1 Although previous League reports, particularly the 197.1_ rep .t. ,v_ addressed certain aspects of the MITC long - range plan, nE,s: until Earl; _: was the MTC plan itself submitted to the Legislature. In the surnr:er ". the League Board of Directors authorized the formation of a special committee with the specific assignment of reviewing; the MTC plan, and back by January 1974. The Board asked that the 21TC Plan be reviewed fror., the sta::r.T�c alleviating congestion, the social and physical development of liE: r«r viding for transportation for persons without cars, improving and pres<<r the environment, and the fiscal resources of the community. The comms-_,___ was told by the League president at its first meeting that the question r� government structure in the transportation field -- having been addre:, :,e-_= other League renorts -- -as outstle the stove of this committee's assggi:n,t_;:°. COMMITTEE MEMBERSHIP A total of 46 persons participated in the work of the committee_'};: others signed up but were unable to participate. Co - chairmen were E. Magnuson of Minneapolis and Paul Magnuson of South St. Paul. They arE u;- related. Both are lawyers. Other committee members were: D. 1d. Angland Francis M. Boddy Allan Boyce Richard J. Boyle Charles H. Clay Eleanor Colborn Rollin H. Crawford Hugo Erickson Waite D. Durfee Joan Forester Virginia Greenman Ronald Hubbs James A. Johnson Robbin S. Johnson Verne C. Johnson Geri Joseph Esther Kellogg Carl Kroening Larry Laukka David Lebedoff William Leeper, Jr. Greer E. Lockhart Steve McCormick Arthur Naftalin Martha Norton Byron D. Olsen Robert D. Owens Judy Pearce Elliot Perovich F. War're'.. ` J Rosemary John Rc L; a. Warren Steven Robert John ''`i: SuI2 Marcia Tc,,!_-_ '_f1 . Loren Si:r,: Daniel I'r ;0- Paul Uselm Robert Van, oe_` Robert C. James I. ' John i ,. --28- The committee was assisted by Paul A. Gilje, Citizens League associate director, Jon Schroeder, research assistant, and Paula Ferner, clerical staff. The committee met 20 times -- a schedule of about one meeting a week - from August 27, 1973, to January 19, 1974. Meetings were held alternately in St. Paul and Minneapolis for convenience of committee members. Most meetings were from 7 to 9 p.m., although the committee held one four - hour session on a Saturday morning. The committee devoted its first several weeks to intensive orientation. This involved, first, two meetings with officials of the MTC for a briefing on their transit plan. We then followed with an exploration of alternative approaches which had been advanced, including the busways concept of the Metropolitan Council and the personal rapid transit (PRT) concept backed by a group headquarted chiefly at the University of Minnesota. At this time in the committee work it appeared as if the committee's job was to decide among the three approaches: regional fixed guideway, busways or PRT. The committee soon learned to look at the problem in a different light. This emerged after several meetings in which the basic pattern of trips in the metropolitan area and the land use pattern of the area was reviewed. At the same time the committee learned about certain low - capital "para - tran- sit" efforts, involving essentially privately - owned vehicles. The question of transit's impact on urban development came to the fore- front in meetings on proposed internal circulator systems, the four - hour Saturday morning session, and in a later meeting with Wilfred Owen, senior fellow, the Brookings Institution, Washington, D. C. Through the assistance of Congressmen Bill Frenzel and Donald Fraser, arrangements were made for John E. Hirten, No. 2 man in the Urban Mass Transportation Administration, Washington, D. C., to make a special trip to the Twin Cities area to meet with the committee on the question of federal funding for transit. Notices of all meetings were mailed to officials of the MTC, Metropolitan Council, Minnesota highway Department, PRT advocates, legislators close to transit legislation, and others in the metropolitan area who are following the transit debate. As a result, representatives of the public agencies most affected by the discussion were present at most meetings. This was extremely helpful to committee members. On many occasions the visitors were turned to for comment. Officials of the PITC, particularly Doug Kelm, chairman, and John R. Jamieson, director of transit development, attended meetings most regularly. We are deeply grateful for their cooperation. The following persons met with the full committee as resource persons for one or more sessions: Doul; helm, chairman, Metropolitan Transit Commission John R. Jamieson, director of transit development, �1TC Michael Ferrari, executive vice president, Simpson & Curtin, Inc., ccin- sul.tant to the MTC Robert L. Koffman, chairman, physical development committee, Metropc?ik :-- Council David Graven, member., *Metropolitan Council, and former chairman of ;uur,cii`s Development Guide Committee Oliver Byrum, manager, development framework stu(l;, 1-letropoli tan Steve Alderson and Michael Munson, Metropolitan Council staff R. P. Braun, Barton - Aschr:an Associates, consultant to the Metropoli-car Council J. Edward Anderson, professor of mechanical en?ineering, University o` rTinnesota, head of a University task force wliic't) issued a report on PRT to the 1973 Lenislature. Lloyd BerT,gren, manager, transit system.-, development, i'niflo Systems Company Ronald Koffman, chief transit liaison section, `linnesota Highway P,epart- + ment Leonard Lehman, director, office administration, the 3'1 Company Tom Durfee, Ptinneapolis Do<<mtowii Council IIy Kilt>orn, the St. Paul Companies, Inc. Roger Huss, transit coordinator, university of i+innesota Wilfred Owen, senior fellow, the Brookings Institution, 1Jashingtor,, D. C. John E. Ilirten, deputy administrator, Urban Plass Transportation Administra- tion, Washington, D. C. John Borchert, director, center for urban and regional affairs, niv: of " innesota Richard l'olsfeld, rat')er - 7'.in7rose -- ':'ol.sfe?d, Tuc., consult-=nt on "n-iversity :?ren internal circulator study -30 - Max Goldberg, manager of: transportation, city of Minneapolis, wlio outlined downtown Minneapolis internal circulator study. Russell t4pgseth, staff, city of Blooninrton, :^o outlined Southdale - 494 - 100 internal circulator study Ray Harris, private developer, 'tInneapolis Bruce Thomson, president, Pem - Tom, Inc., hornebuilder Robert C. Binsweiler, planning consultant, former planning director Metropolitan Council Roger Conhaim, housing consultant Dayton Hudson Corporation 777 Nicollet MaLl Minneapolis, Minnesota 55 302 January 21, 1974 Board of Directors Citizens League 530 Syndicate Building 84 South Sixth Street Minneapolis, Minnesota 55402 Dear Members of the Board: I am writing to express my dissatisfaction with the report s-L:ID_ mitted to you by the Transit Facilities Committee. Although several among you were members of the committee and worked with the staff to turn the report in the current direction, 1 a--4 hopeful that some of the points I raise will become the foc2s c:* serious discussion by the Board of Directors. Before directing your attention to what I believe are specie shortcomings of the report, I think it is only fair to state that on the specific question facing the committee, i.e., the appro\,al of the MTC regional transit proposal, I was in a distinct minority. Further, I want to acknowledge that a large number of the suggestions I have made over the course of the committee's work have been incor- porated by the staff in the final draft. I am writing then not as someone who feels he has not had an opportunity to speak his mind, but rather as a member of the Citizens League who believes that there are important questions relevant to the transit decisions we face which are treated inadequately in the report and therefore the report is unworthy of the Citizens League endorsement. My specific concerns about the report are the following: 1. The s2ecific criticises of the potential of the MTC pr )t osai 011t - lined on page 18 of the report are inadequate to the concision they purport to support. There are essentially three; 1wi1 h discuss the cost point in number 2. The report asserts constriction of the MTC plan might occupy a disproportionate amount of time a::d energy of the MTC. Do we really want to hang our hat on the poin_ that a formal organization once it reaches a certain size can ons," do one function at a time? The Department of Defense, General P'otors and scores of other organizatiorsare modest examples to the conte-ary. Secondly, the report states that acceptance of the MTC plan would give the impression the transit problem is solved. The very existence of the Citizens League to say nothing of other forces in the area cer- tainly cause this point to fall of its own weight. Board of Directors Page -2- January 21, 1SD,74 2. Inadequate attention is given in the report to the trade-off of cost, source of reve.�iue, and the service received. No impression of flexibility is communicated if our highly speculative assumptions about federal support are incorrect. If federal money was available for the MTC but not for the internal circulators where would we stand? We say a billion dollar expenditure is not worth what we receive. What is the comparative utility of a billion dollar subway system (assuming 80% funding) costing the area $20.0,000,000 and 4 internal circulators costing the area $140,000,000 with the assumption 50% federal funding. The service of the MTC system would be many times tl.e internal circulator assuming current or planned residential populations in the major diversified centers. Shouldn't some cost alt rnatives and trade-offs be acknowledged as crucial to the report? 3. The report over -reacts to the regional system planned by the MTC to the extent of assuming an unconstructive2osture on the importance ofcooperative planning of inte_nal circulator systems and the po'terr_i.al for linkina internal circulators into sub - regional systems. The respons_ to question number 5 in the dis- cussion questions (pages 24-25) should be substituted with a positive statement encouraging cooperative planning. A substantial number of committee members shared this concern about the report. 4. The inrortance of the two downtowns in the continued vitality or the metropolitan area is totally ignored in the report. Approximately fourteen times as many people work in the downtowns as work in any other location. The city councils of both cities have stated their strong support of the MTC fixed guideway plan. Discussion question number one on page 21 indicates that the central cities are much better under the Citizens League plan. Residential construction plans for downtown Minneapolis seem unaffected by the negative response to the proposed internal circulator for downtown Minneapolis. No substantial argument is made for the conclusion drawn on page 21. Transit can be a major force to encourage future commercial and residential development with the consequence of main- taining the tax base and the services of the core cities. 5. The target populations of poor people, senior citizens, no car families, one c=;,.r families who have a particularly acute need for service are :iot a substantial part of the Citizens League recommended program. The reference to the problem made on page 7 of the report un&rlines the concern transit planners should have about this population. No further discussion is forthcoming. Vir- tually all the new high density housing currently planned for down- town Minneapolis and St. Paul and within the range of the internal circulators is luxury or semi -luxury. 0 Board of Di::ect^:. s Page -3-- January 21, 1474 6. The embrace u.t the concrt�of shc,r teni ng tAhe length .of trip 'and the impo�t:a.nce of +.;^E residential component of the major diversified cent:er,_ sf t:.s t r� havY^ r�vershadow e -d finding number 1 in the crnelus ons and c.f the report. The major recommendation o the orrumitteo. repot- is that the number one transit idea we t in.: ha.s pote;:ti.al i.: =perding large sums of money for internal circulators in areas w h re peop:i.e do not presently live. The City Planning Commisslon i.r.. t41inne-a.polis calculates that there is presently a market for 1,074 apartments per year in downtown Minneapolis. That is probably in excess of the calculated demand in most of the of .er centore- T s ;paort the planning of internal circulators aF a part of t_.' -_e total transit picture, but ,- is our focus- `_ �. there :�ully r-�a�;�onsiv� ���� ...: :L:::r.sit needs of the metro-oli tar, area. If 7. T:,e negative ,amt o.:._:c•c�s�_ '.rr.•�. r,-imbe.rs of surface butes on ' i_E r�.cwnto�, n area :a � '�:i: � .y -__ T�f--� demand on t e _residen{_i� _ _ .''_..� ' .ar. -. . Y �..'`... .'.e . Clet ET.�_ i 3:a _'raish to c:ceate has _ il��` liCc i a� E: ! .0 - `= . ;;�, _ :,+ E -;i ; _•r`5 . E. v l: tsubterranean feature, of rte i' ': ? i,az, IV a r..: ''r r• c:; t. , _ is naver mentioned in tho reprrt. ^':F: prcpo ..k"d T nlat-.or for downtown Minneapolis a nig:::>,.;.- , r_ -F :P;,-:;::.�.. i;a 'z;Zge i arz because of the elevated, I believe that an accen*:ar:C,. c.r t3 c ri-. .)nmended report will substan- tiallv d4ndn.i:2h the po it-i.v-:i i.rnpact -4.i:e (::,;.t.iz; ns League would have in the transit area. Now i.::; time to stand above the present battle, focus ar.tc rtor or 470mn ui t t- now ideas which emerged from thi3 committee, and r:i .int_.in a postiare which w.,ill allow for con- structive pa rt c i.i,':.:> cry ._:, .i:i'. r A repo;_ from which the obvious heaC lallc. is `Sari"ti: *_' iS I:Ya. ut: _`.hacks MTC Plan" is more likely to be part f.•-: -,:he p4roblczi i_;'. part of the solution, as one member of the commit' -,>a st:<<tej. Tire argument will ine vita?_).1. y i:)e raised t -)Z%t the committee met nearly every week for four ori.V^ months and that if the Board does not accept the report:, tip effort will have_• been for naught. As a person who spent as murk time toorking with the committee as any other member, ?.cit mG simply say th:at.'1 think not only several members of the .:j!wil.ttae but many in the broader metropolitan com- munity would Le indebted to the Board for such an action. I am grateful to you for your consid<�.ration of this letter. I assure you I have great respect for the contribution the Citizens League has made .and continues t.o make to this area. Sincerely, n mes . Jci,--ason Director of Public Affairs Committee members who joined Johnson in his dissent were T-Jaite Durfee, Hugo Erickson, Byron D. Olsen, Loren Simer, and "arcia Townley. ABOUT THE CITIZENS LEAGUE . . . The Citizens League, founded in I�152, is an independent, non-partisan educa- tional organization in the Twin Cities area, with some 3,600 members, specializing in questions of government planning, finance and organization. Citizens League reports, which provide assistance to public officials and others in finding solutions to complex problems of local government, are developed by volunteer research committees, supported by a fulltime professional staff. Membership is open to the public. The League's annual budget is financed by annual dues of $15 ($25 for fami ly memberships) and contributions from rrore than 50C- businesses.. foundations, and other organizations. 0- #icer, r'ert Pe t:;r 1�. HFegaard Vi,', PWesi dens wavne H. 0lson Peter Seed "yrs. Pat Davies Francis M. Boddy Stuart W. Rider, Jr. Secretary Gordon M. Donhowe 'rreasurer WiiIiam J. Hempel Di rectors Newton Ablahat 1-harles H. Gackstron- Dale E. Deihoffer Mrs. Elsa Carrenter Charles fl. Clay Pars. Eleanor Colborn Rollin H. Crawford Richard J. FilzGerad Raymond K. Frellsen Ray Harris James L. Hetland,Jr. George C. Hite Verne C. Johnson Mrs. Geri Joseph Pers. Jean King Tod:; Jeffrey Lefko Arthur Naf tal in Roger r'almer �:'aync G. Popham John W. Pulver Leonard F. Ramberg Allen I. Saeks Waverly Smith John M. Sullivan Matthew Thayer Douglas Wallace James L. Weaver Ceo rge We i ke rt Past Prps1 den"S Cha! -los H. E'eii.?•r Cnarles H. Clay D. Curfe John, F. Finn i hard J. ritzGeraItj Eti:;lte. S. Harris, Jr. :Janes L. Hetl and, Jr. Sluart s,,. Le, -,K, Sr. Gi-e,nr- E. Lockhart John W. P°,00tE ' Nc;rmar, L. Plewha 1 I , Jr. Wayne H. Olson Leslie C. Park Malcolm G. Pfunder. James R. Pratt Leonard F. Ramberg Charles T. Si lverson ,chibaid Spencer Frank ';Ja l tern John W. Windhorst Staff Executive D's rector Ted Kol derie Associate Director Paul A. Gilje P,1ernbership Di rector Calvin W. Clark Research Associates Clarence Shallbetter - Glen Skovholt Research Assistant Jon S ch roe de r CITY OF PLYMOUTH 3400 PLYMOUTH BLVD., PLYMOUTH, MINNESOTA 55447 TELEPHONE (612) 559-2800 DATE:MEM O January 9, 1985 TO: James G. Willis, City Manager FROM: Fred G. Moore, Director of Public Works SUBJECT: Closure of I-494 County Road 15/I-494 Interchange City Project 129 C. S. McCrossan, the contractor constructing the new interchange at County Road 15 and I-494, has received permission from Mn DOT for a temporary closure of I-494. This temporary closure is necessary for the removal of the existing bridge and to set in place the steel for the new bridge. A detour will be established when this portion of I-494 is closed on Highway 12 - County Road 18 - Highway 55. All of the necessary signing for this detour has been coordinated with Mn DOT, Hennepin County and the state highway patrol. Only the north bound or the south bound lanes will be closed during the early morning hours. Both directions of travel will not be closed at the same time. During this closure, a state patrol officer will be posted at the interchange, either north or south, to insure that traffic already on the interstate exits and follows the detour. The on ramps at Highway 55 and Highway 12 will be barricaded with the appropriate detour signing. The schedule for the closing of I-494 for the removal of the existing bridge is as follows: January 10 1:30 a.m. to 5:00 a.m. - south bound lanes January 15 1:30 a.m. to 5:00 a.m. - north bound lanes January 16 1:30 a.m. to 5:00 a.m. - north bound lanes January 17 1:30 a.m, to 5:00 a.m. - south bound lanes The new steel will be set during the early part of February. At this time we do not have a date for the necessary closure of the interstate. The City's consulting engineer, Strgar-Roscoe-Fausch, Inc., will be at the construction site each day during the closure of the interstate. If there are any questions, please contact me. Fred G. Moore, P.E. FGM:bw cc: Dick Carlquist, Lyle Robinson NOTES CITY COUNCIL MEETING WITH DR. PETE MEYER, MDA CONSULTING FIRM January 7, 1985 PRESENT: Mayor Davenport, Councilmembers Neils, Crain, Vasiliou, Dr. Pete Meyer, City Manager Willis, Public Works Director Moore, Assistant City Manager Boyles, Ann Anderson of Post Publications Dr. Pete Meyer stated that 15 persons were interviewed: eight previous survey participants and seven new persons. He was most impressed about the change detected between their initial and the current survey regarding attitudes toward development in Plymouth. The staff has clearly commun- icated to developers working in the community that they are more "can do" in the Mayor's words and willing to seek a solution to developer difficulties. While developers stated that they may have a problem with one member of the staff or the other, overall they are satisfied with the attitude displayed by the staff. The change can be seen in the reception area, both in person and over the telephone, as well as other departments. The Manager based upon the Council's direction has done an excellent job as shown in his memorandum regarding staff orientation to make improvements in the effectiveness of public relations at Plymouth. While the results of the follow up study clearly show improvements in the City's ability to serve the public, there is continued frustration on the part of developers with the process and requirements. There will always be some conflict because developers attempt to get as much as they possibly can. Dr. Meyer stated that only the Council can determine whether, and to what degree, process and requirement questions should be dealt with. As a suggestion, but not a recommendation, he stated that the Council may wish to consider providing for administrative review and approval of site plans which are in full conformance with City ordinances and policies. In this fashion, the review and approval process could be significantly shortened. Fred Moore expressed concern that because not all issues are addressed by the ordinance, the staff would be called upon to make many interpretations. These interpretations could be perceived by the developers as holding their development hostage by the staff. Mayor Davenport stated that this subject has been considered before by the Planning Commission and City Council and that they are sensitive to the staff's concerns. Dr. Meyer stated that this might be a subject the Council wishes to consider over the long haul and perhaps, ultimately decide not to pursue. Mayor Davenport stated that the Planning Commission and Council should discuss this subject at their next Joint meeting. The Mayor congratulated Manager Willis and the staff for a job well done and stressed that the good progress to date needs continuing effort. He also encouraged their continued emphasis on positive relationships with all customers of the City. The meeting was adjourned at 7:15 p.m. BEACON HEIGHTS ELEMENTARY SCHOOL COMMITTEE January 7, 1985 Mayor Davenport and I met on January 7 with Lester and dune Nielsen, and Mrs. Pat Redick, representing the Beacon Heights neighborhood, and Shirli Vioni and Stan Tikkanen of the School District. The purpose of this meeting was to have the parties become acquainted with the topic and review the history of the School District's desire to recycle the property into some other use. Mayor Davenport thanked the parties for getting together to discuss this Issue. He noted that the School District and its taxpayers have a consider- able amount invested in Beacon Heights and that it would be to everyone's advantage to insure that this asset was properly recycled. He noted that Dean Fitch, representing the Board, was not present because he was out of town and wondered whether or not the Board as a whole was endorsing the meeting with the citizens and the City to seek to find ways by which the School District could use its property. Shirli Vioni noted that the Board members were aware of the committee and endorsed its efforts. Mayor Davenport noted that the City Council had previously received a request for a land use guide plan amendment and rezoning for the property from Ms. fan Carlson (84060). This application had been denied by the City Council and it was clear that it was the City Council's intention that the property should not be rezoned from the R1 -A single family zoning classifi- cation. The committee members should therefore consider uses for the property which are either permitted or conditional under the R1 zoning district. The City Manager reviewed these types of uses from the zoning code. Mayor Davenport also indicated that the Beacon Heights Committee report submitted to the District's Building and Grounds Committee in February 1983, provided a rich background of possible alternative uses for the site, and that this report should be used as a reference point. He noted that the Building and Grounds Committee considered that rezoning of the property would be "doubtful". The Nielsen's and Mrs. Redick confirmed that the neighborhood would not desire to see the property rezoned, but would prefer some permitted or conditional use. They also would like to see the property utilized rather than remain closed and therefore subject to deterioriation and vandalism. Mayor Davenport suggested that the Beacon Heights Committee report of 1983 be re -reviewed to look at the feasibility of moving the District offices to the Beacon Heights site and selling the administration site for housing. That site is also zoned R1 -A. It was agreed that Stan Tikkanen would review the 1983 report and the Wold Associates data on the economic viability of such a move. The City will, upon request, assist in providing information on possible development costs as well as land values at the request of the District. It was suggested that the administrative office site would be "choice" for residential development with Gleason Lake on one side, Burl Oaks and Luce Line to the north, and the Kingswood Farm to the south. A small neighborhood park might be required, but that could easily be accommodated within a residential development. BEACON HEIGHTS ELEMENTARY SCHOOL COMMITTEE January 7, 1985 Page 2 The School District also will look into determining whether or not the Gullickson field on the site would constrain its use for other purposes. Shirli Vioni noted that there had previously been some interest expressed in using the Beacon Heights site for a church. She thinks this is still a possible option, although it might be considered a long shot. Other possible uses, assuming the present structures would remain, would be for a private school, day care or senior citizen activity center. Any use of the existing school site would require substantial investments to bring them up to code depending on the type of occupancy. It was agreed that the committee would get together upon request of the School District officials after they have developed additional data on the feasibility of moving the administrative offices to the Beacon Heights site. TwinWest Chamber of Commerce Board of Directors Meeting Minutes Thursday, November 8, 1984 Present: H. Schadow, D. Albrecht, N. Berg, T. Bergstedt, M. Brinkman, B. Clifford, B. Craig, B. Crouch, A. Fagley, L. Hanks, D. Jergenson, C. Johnson, P. Kronlage, G. L'Herault, D. Lees, B. MacMillan, C. Nelson, S. Patterson, L. Ralles, R. Rauch, J. Reed, M. Renneke, R., Vold, J. Willis, D. Ewald, T. Snell, K. Mariska, J. Jones I. Program of Work - Doug Ewald A. Mission B. Annual Report - I-394 Transportation position coalition of efforts being put together to obtain this position - Other needs: research person - Annual Meeting - Will be at General Mills with Harvey Mackay as keynote speaker II. General Organization - Karen Mariska A. Ambassador group - new program known as new member sponsor. A current member sponsors a new member by calling and inviting them to a chamber function. B. Business Education Partnership - funded through the school districts. The program has received national recognition. C. Small Business Council - Sponsor Overtime program on an every other month basis. Small Business Roundtable will meet in groups of 8 or 10 to discuss promoting businesses in the TwinWest area. D. Memoer Communications - recently sent certified letters to delinquent members. Will review and recommend ways of communicating with current, delinquent and prospective members. E. Light Rail Transit - Studies being done on the soutnwest corridor. F. Legislative Affairs - Issues development is the format for the November 21st breakfast meeting. There will be a breakfast meeting with legislators the first Friday of every month for legislative updates. G. Transportation - Committee is planning a transportation fair to be held in the spring. H. Seminars - Committee will find audiences first and then set up seminars. First seminar will be "Anatomy of a Merger." III. Board Organization - Holly Schadow Seven Functional Areas: A. Membership B. Administration & Planning C. Education D. Economic Development E. Government Relations F. Program G. Communications Ray Void Duane Jergenson Nelson Berg Doug Lees Brad Robinson Merlyn Brinkman Bill MacMillan IV. Finance - Phil Kronlage - The Bylaws indicate there should be an annual audit. The following audit committee was formed: Kronlage, D. Clark, Schadow. - A cash flow and accrual budget will be done monthly. V. Board Expectations Job Descriptions - Consideration of policy options and establishment of ultimate policies determining wnat is to be done and in which direction the chamber is to go. - Attends bi-monthly meetings of Board of Directors. - Attends annual and special meetings w:,en called. - Participates as a member of one or more committee. - Support chamber programs in a strong and visible manner. - Serve as a resource to staff. - To become informed of the needs of the chamber's members and communities. VI. Annual Meeting format - Business meeting at 4:00 p.m. - Hors d'oeuvre buffet at 5:30 p.m. - Dinner at 6:30 p.m. - Speaker - Harvey Mackay at 7:30 p.m. VII. Other business Foundation - Denny Albrecht - Ten grants will be awarded at the annual meeting for a total of $4,600. - If anyone on the board is interested in serving as a chairperson for the next fundraiser, or even to serve on the committee, contact Denny or Doug. Membership - Tom Snell - The drive brought in 72 new members to date. - Tom is working on a plan for a year long membership recruitment effort. Bill Clifford - commented about last year and looks forward to a good year for the chamber. Thanks was extended to Clayton and Bill for the good job they did last year. Meeting adjourned at 9:00 a.m. Respectfully submitted, Jackie Jones Administrative Director -2 - Executive Committee: ' Chair Holly Schadow Chair Elect Daryl Clark Secretary Chris Johnson Treasurer Phil Kronlage Past Chair Bill Clifford Past Chair Clayton Nelson IV. Finance - Phil Kronlage - The Bylaws indicate there should be an annual audit. The following audit committee was formed: Kronlage, D. Clark, Schadow. - A cash flow and accrual budget will be done monthly. V. Board Expectations Job Descriptions - Consideration of policy options and establishment of ultimate policies determining wnat is to be done and in which direction the chamber is to go. - Attends bi-monthly meetings of Board of Directors. - Attends annual and special meetings w:,en called. - Participates as a member of one or more committee. - Support chamber programs in a strong and visible manner. - Serve as a resource to staff. - To become informed of the needs of the chamber's members and communities. VI. Annual Meeting format - Business meeting at 4:00 p.m. - Hors d'oeuvre buffet at 5:30 p.m. - Dinner at 6:30 p.m. - Speaker - Harvey Mackay at 7:30 p.m. VII. Other business Foundation - Denny Albrecht - Ten grants will be awarded at the annual meeting for a total of $4,600. - If anyone on the board is interested in serving as a chairperson for the next fundraiser, or even to serve on the committee, contact Denny or Doug. Membership - Tom Snell - The drive brought in 72 new members to date. - Tom is working on a plan for a year long membership recruitment effort. Bill Clifford - commented about last year and looks forward to a good year for the chamber. Thanks was extended to Clayton and Bill for the good job they did last year. Meeting adjourned at 9:00 a.m. Respectfully submitted, Jackie Jones Administrative Director TwinWest Chamber of Commerce Executive Committee Thurs., Dec. 27, 1984 Shelard Tower Room 205 7:30 a.m. St. Louis Park, MN Present: Holly Schadow, Daryl Clark, Chris Johnson, Phil Kronlage, Bill Clifford, Clayton Nelson, Ray Vold, Duane Jergenson, Brad Robinson, Merlyn Brinkman, Bill MacMillan, Doug Ewald I. TwinWest Chamber Policy Positions A. Legislative Issues - Brad Robinson, Vice Chairman of Governmental Relations, presented the key issues and recom- mended positions as developed by the Chamber's Legislative Affairs Committee. A copy of this list of legislative issues and positions is attached to these minutes. It was moved by Brinkman seconded by Vold and unanimously approved that these positions be adopted and referred to the Board of Directors for final action. B. Light Rail Transit - Doug Ewald presented a discussion of recent activities regarding Light Rail Transit. A recommen- dation will be made toward the end of January, 1985, by a Metropolitan Council Committee regarding the feasibility of a light rail transit system in the Minneapolis/St. Paul area. If that feasibility study should indicate the desira- bility of a light rail transit system then a furtner deci- sion will be made, at a later date, on the selection of an initial route: one between Minneapolis and St. Paul, one from downtown Minneapolis to the airport or one along the southwest diagonal corridor from downtown Minneapolis to Minnetonka. The Chamber's Light Rail Transit Committee, by consensus, has recommended the Chamber's involvement in the selection process, with representatives of the city of Plymouth being somewhat less enthusiastic than others. After considerable discussion it was moved by Brinkman, seconded by Robinson and unanimously approved that the Chamber continue its information disseminating role until the initial decision is made on the feasibility of a light rail transit system in the Metro Area. .Should the decision be made to go ahead, the Chamber's Exeuctive Committee and Board will take further action. C. I-394 - Doug Ewald presented a discussion of the status of Interstate 394. It has become apparent that the state and federal political systems might benefit from strong business community support toward a rapid start and finish of the I-394 project. It was moved by Clifford, seconded by Vold and unanimously approved that the TwinWest Chamber of Commerce should become actively involved in expediting the construction of I-394 and Ewald was directed to make appropriate contacts with Governor and State and Federal agencies and office holders. -2 - II. Marketing Committee - Holly Schadow presented her comments regarding the need for marketing Chamber products and services. The concept was enthusiastically received and it was moved by Robinson, seconded by Kronlage and unanimously approved that a standing Marketing Committee be established and that suitable membership and volunteer leadership for the committee be sought and put in place as soon as possible. III. Chamber Insurance Coverage - Holly Schadow lead a discussion of current Chamber insurance coverages provided through the Schadow Agency and solicited opinions of desirability of putting future coverage out to bid among chamber members. After considerable discussion it was moved by Nelson, seconded by Clifford and una- nimously approved that because of the rather small degree of financial involvement, tnat Chamber insurance coverages not be put out to bid. In the case of Director Officer coverage, it was determined that the current coverage of 1 million dollars is adequate. Scnadow will develop alternative plans, regarding various deductibles, etc, and present recommendations to the Executive Committee at a future date. IV. President's Goals - Doug Ewald presented his personal goals for Program Year 1984-85. It was moved by Robinson, seconded by Clifford and unanimously approved that these goals be accepted as presented. V. TwinWest Chamber Foundation - It was moved by Clifford, seconded Dy Nelson, Vold, and Kronlage that the Foundation's Board of Directors be commended on its selection of grant recipients for 1984. It was the consensus of opinion that this year's reci- pients reflected a sensitivity to community needs and were agen- cies which would help establish the fact that the Chamber is interested and involved in its communities. VI. Finance - Treasurer Phil Kronlage presented the financial reports through November. It was suggested that a year-to-date coiumn be added on the cash flow budget. It was moved by Clifford, seconded by Nelson and unanimously approved that the report be accepted as presented and referred to the Board of Directors with the addition that treasurer Kronlage and the Finance Committee develop a reporting system that gives leadership the information it needs regarding the financial position of the chamber while at the same time being non - cumbersome. VII. A. Executive Committee Meeting Dates. By consensus it was determined that the meeting dates of the Executive Committee shall be changed to the 4th Wednesday of every month at 7:30 a.m. -3- B. Golf Tournament - It was moved by Robinson, seconded by Clifford and unanimously approved that Golden Valley Country Club be selected as the sight for the 1985 Golf Tournament, and that a golf tournament committee be formed to plan and run the tournament. C. It was moved by Nelson, seconded by Kronlage and unanimously approved that a proposal for an additional phone line for the purpose of membership sales, as proposed by membership director, Tom Snell, be accepted with the following addi- tion: That the Chamber shall pay all expenses involved for the additional line as long as the new membership goal for program year 1984-85 be increased to 436 new members. VIII. It was moved by Vold, seconded by Nelson and unanimously approved that the meeting be adjourned at 9:15 a.m. Respectfully submitted, Douglas R. Ewald, CAE President DRE:sf TwinWest Chamber of Commerce Legislative Package Part I - State Legislative Stands f I. Personal income tax- We support the reduction of personal income taxes while reducing spending. A. Support maintaining federal tax deductibility on state form. B. Support IRA conformity. C. Support the simplification of tax processes and forms. II. Real Estate Tax A. Support reducing the number of real estate classifications. III. Sales Tax A. Oppose expansion of sales tax to additional categories. B. Support reducing sales tax from 6% to 4%. IV. Superfund - We support eliminating retroactivity in cases where it complied with the law and/or commonly accepted disposal practices at the time. V. Unemployment Compensation A. Support limiting access to benefits to legitimate needs. B. Support moving toward making the system more experience rated. VI. Workers Compensation - Support eliminating limits on rate discounting to insure competition in workers compensation rates. -2 - VII. Spending Reductions A. Support a zero increase spending budget. B. Support .adopting a zero base budgeting system. C. Recommend as a first step toward determining spending cuts, that the legislature examine areas that receive largest per- centages of the budget. Part II - Recommended Procedural Changes I. Impose a per session limit on the number of bills each legislator can carry as chief author without obtaining special permission from the rules committee. II. Stipulate that only those amendments that have been considered in at least one house may be added to a bill in conference committee. III. Insure that 24-hour notice is given for all hearings. (Posted at the capitol.) IV. Allow unlimited co-sponsorship on bills. V. Prohibit political fundraisers during session. VI. Make it mandatory to have a hearing for every bill introduced. ;`p PLYMOUTH JAYCEE WOMEN P.O. BOX 41064 Pb LYMOUTH, MN. 55447 EE w January 2, 1985 Dear Friend & Neighbor: Everyone talks about our community's quality of life. For the past eleven(ll) years the Plymouth Jaycees and Jaycee Women have honored people who have made Plymouth a better place to live. We need you to help us by calling to our attention those special people you know. As in the past, awards will be presented to individuals in the following categories: 1. Outstanding Citizen 2. Outstanding Young Citizen 3. Outstanding Educator 4. Outstanding Youth (junior 5. Outstanding Senior Citizen (ages 18 - 25)* & senior high students)* (age 65 or older)* We look forward to your submitting nominees in any of the above categories. If you know someone who's made a difference in our community ---please enter his/her name at your earliest convenience. Our selection committee will accept nominations until February 28,1985. There are a few criteria which must be considered. Nominees must either live or work within Plymouth; also, please note age require- ments for categories 2 & 5. To nominate someone, please fill out the attached form, including detailed information regarding the person's accomplishments and/or contributions to the community. Send your completed forms to: Plymouth Jaycee Women P.O. Box 41064 Plymouth, MN 55447 Mark your calendars ndV for Thursday, April 18, 1985. We look forward to hearing from you. Yours in Community Spirit, Plymouth Community Judy LaTour Lidell Jacobsen Ellie Singer Mary Muller Ceil Held Awards Banquet Committee NOMINATION FORM Community Awards Banquet - 1985 Plymouth, MN CATEGORY NOMINEE'S NAME ADDRESS YOUR NAME & PHONE NUMBER * * * * * * * * * * * * * * * * * * * PHONE NUMBER * Return to: Plymouth Jaycee Women * P.O. Box 41064 Plu* M ymoth, N 55447 * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * (Use space below detailing nominees accomplishments and contributions, use additional paper if necessary. If possible, please type. Deadline is February 2, 1985.) THE 12th ANNUAL COMMUNITY AWARDS BANQUET - 1985 The Awards Banquet is a special event sponsored by the Plymouth Jaycees and Jaycee Women. Nominations are sought in the following categories: Outstanding Citizen, Educator, Youth, and Senior Citizen. As Paul Giel, U of M athletic director, stated at the 1983 banquet "people like this are a cut above the ordinary. They give instead of take. They put something back into the community, the schools,and the state." The "Banquet" is a new twist. The event has always been held on a saturday morning. Hopefully, with an evening time slot, more people can participate. This banquet was established to be a community event. The Jaycees and Jaycee Women feel the accomplishments of various citizens are so important that they should be recognized and applauded by all their fellow citizens - not just a select few. "We believe that: Service to humanity is the best work of life." (part of the Jaycee Creed) Mark your calendars; plan to attend; start now to look for nominees: COMMUNITY AWARDS BANQUET - Radisson Inn Plymouth APRIL 18, 1985 - THURSDAY 6:00 - 7:00 pm - SOCIAL HOUR 7:00 -.7:45 pm - DINNER 7:45 - - SPEAKER & PROGRAM Nominations will be accepted anytime between now and February 28, 1985. Anyone can make a nomination. There will be no fee to make a nomination. Tickets will be available beginning in January at the Plymouth City Center or from any Plymouth Jaycee or Jaycee Woman. For more information or requests for nomination forms, contact Judy at 473-8183. Award recipients will be announced at the banquet on April 18, 1985. Special recognition is also given to an outstanding police officer and outstanding firefighter. These special people are chosen by their respective departments. * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * THE PRICE OF THE DINNER TICKETS IS $12.00. (each) NOTE: Since there is no fee to make a nomination, groups and organizations are encouraged to purchase a ticket for their nominee. CITY OF PLYMOUTH 3400 PLYMOUTH BLVD., PLYMOUTH, MINNESOTA 55447 TELEPHONE (612) 559-2800 MEMO DATE: December 26, 1984 TO: James G. Willis, City Manager FROM: Scott L. Hovet, City Assessor S U BJE C TCOUNTY PORTION PAYABLE TAX SHIFT FROM LOWER TO HIGHER VALUED HOMES The calculation of the assessed value for residential homestead property was changed from the 1984 to the 1985 payable tax years as directed by the Commissioner of Revenue. This calculation is demonstrated as follows: 1984 Payable Assessed 1985 Payable Assessed 1st $30,000 of market value @ 17% lst $31,000 of market value @ 17% 2nd 30,000 of market value @ 19% 2nd 31,000 of market value @ 19% Balance over $60,000 @ 30% Balance over 62,000 @ 30% Assuming 2 communities have identical mill rates (100 mills) but their average home values are different, the shift can be demonstrated as follows: 1984 Payable 1985 Payable Estimated market value $ 65,000. $ 65,000. Total assessed value 12,300. 12,060. County portion of tax bill 30% 30% County portion payable tax $ 174.00. $ 167.00. Estimated market value $115,000. $115,000. Total assessed value 27,300. 27,060. County portion of tax bill 30% 30% County portion payable tax $ 624.00. $ 617.00 The county portion of the taxes payable on both homes dropped $7.00. This represents a drop of —1.1% on the $115,000 property, while the tax dropped —4.2% on the $65,000 property. This demonstrates that all things remain— ing equal, there is still a shift of the tax burden to the more affluent properties from the lesser valued areas. CITY OF PLYMOUTH 3400 PLYMOUTH BLVD., PLYMOUTH, MINNESOTA 55447 TELEPHONE (612) 559-2800 MEMO DATE: January 8, 1985 TO: James G. Willis, City Manager FROM: Scott L. Hovet, CAE, City Assessor SUBJECT ASSESSED VALUE/TAX BURDEN SHIFT FROM LOWER TO HIGHER VALUED HOMESTEAD RESIDENTIAL PROPERTIES. The following examples demonstrate the state mandated calculation changes in assessed value from payable tax year 1978 through payable tax year 1985. 1978 was chosen as a starting year because it was prior to the base 1 and base 2 (2 tier) system. It also demonstrates a time frame where market values were rapidly inflating along with a period where there was very little if any inflation. Inflation seems to be the criteria that dictates the assessed value calculation change. For demonstration purposes all the data must be constant or equal. In the examples it can clearly be seen that the assessed value reduction from one year to the next is being shifted from the lower valued to the higher valued homes. From 1980 to 1981 for example, the assessed calculation on the lower valued home went down —23.9% while the higher valued home went down only —15.5%. This clearly demonstrates the tax burden shift to higher valued homes. The overall shift for the two properties in the assessed value calculation from 1978 to 1985 was 31.4%. 1978 Payable $65,000. estimated market value 1st 15,000 @ 22% Balance over 15,000 @ 36% Assessed: $21,300. 1979 Payable $65,000. estimated market value 1st 17,000 @ 20% Balance @ 33 1/3% Assessed: $19,400. Assessed reduction from previous year: -9.8% 1980 Payable $65,000 estimated market value 1st 21,000 @ 18% Balance @ 30% Assessed: 16,980. Assessed reduction from previous year: -14.3% 1981 Payable $65,000 estimated market value 1st 25,000 @ 16% 2nd 25,000 @ 22% Balance @ 28% Assessed: 13,700. Assessed reduction from previous year: -23.9% 1982 Payable $65,000 estimated market value 1st 27,000 @ 16% 2nd 27,000 @ 22% Balance @ 28% Assessed: $13,340. Assessed reduction from previous year -2.7% $115,000 estimated market value 1st 15,000 @ 22% Balance over 15,000 @ 36% Assessed: $39,300. $115,000 estimated market value 1st 17,000 @ 20% Balance @ 33 1/3% Assessed: $36,066. Assessed reduction from previous year: -8.9% $115,000 estimated market value 1st 21,000 @ 18% Balance @ 30% Assessed: 31,980. Assessed reduction from previous year: -12.8% $115,000 estimated market value 1st 25,000 @ 16% 2nd 25,000 @ 22% Balance @ 28% Assessed: $27,700. Assessed reduction from previous year: -15.5% $115,000 estimated market value 1st 27,000 @ 16% 2nd 27,000 @ 22% Balance @ 28% Assessed: $27,340. Assessed reduction from previous year -1.3% 1983 Payable No Change Same as 1982 Payable 1984 Payable $65,000 estimated market value 1st 30,000 @ 17% 2nd 30,000 @ 19% Balance @ 30% Assessed: 12,300. Assessed reduction from previous year: - 8.5% 1985 Payable $65,000 estimated market value 1st 31,000 @ 17% 2nd 31,000 @ 19% Balance @ 30% Assessed: 12,060. Assessed reduction from previous year: - 2.% $115,000 estimated market value 1st 30,000 @ 17% 2nd 30,000 @ 19% Balance @ 30% Assessed: $27,300. Assessed reduction from previous year: - .01% $115,000 estimated market value 1st 31,000 @ 17% 2nd 31,000 @ 19% Balance @ 30% Assessed: $27,060. Assessed reduction from previous year: -.09% (- 76.6% since '78) (- 45.2% since '78) The overall shift between the 2 examples from 1978 to 1985 is 31.4% CITY OF PLYMOUTH 3400 PLYMOUTH BLVD., PLYMOUTH, MINNESOTA 55447 TELEPHONE (612) 559-2800 MEMO DATE: December 31, 1984 TO: Chief Carlquist FROM: Detective Hanvik SUBJECT Complaint by Mr. Jerry Chmielewski As you may recall from a memo which I left you last week, I did speak with Mr. Chmielewski at some length at the office on 12/22/84. At that time Mr. Chmielewski advised me that although the bicycle was damaged to a point where it really cannot be ridden he advises that it has never been repaired, nor has he received an estimate of cost to bring the bicycle into normal operating conditions. At that time his step -son, advised that one did the damage by throwing a skate -board at the bike. *� stated that he hollered and the two boys involved left the area. He advised that the other party involved was a party by the name of In June I went to the.-1000h■t residence at = and was advised by Mr.-NIFAMEhm that his son was in northern Minnesota at the time the original incident occurred. Mr. Chmielewski advises that he believes that this was a lie and wanted this matter investigated further. On 12/28/84 I returned to th mehamaddress where I spoke with Mrs."INNNNObra and she again re -confirms that her son was not in town when the incident occurred and that further the description of her son does not match the suspect described to her over the phone by Mr. Chmielewski. She expressed some concern that Mr. Chmielewski was insistent that her son may have been involved in this incident. Furthermore, she does not know anyone bearing the last name ofd also mentioned in the report. On 12/29/84 I was able to speak with Mrs. 10110W by phone and discussed this matter with her. She states that she was completely unaware of the incident, but advised me that she would cooperate in anyway and that she could by speaking with her son and would advise me as soon as possible. At approximately 1:00 o'clock Mrs. ontacted me by phone again and stated that she believed that the matter had been completely resolved. She advised that although her son does not own a skate -board that he had one at home which he had borrowed from a friend. On the date that the damage to the bicycle occurred he was out with a friend by the name of who was not involved in this incident at all and may have been completely unaware that such an incident had even happened. 1110ML. does live in the neighborhood in the area She advised that her son had been riding the skate- board and fell off near the front of the Chmielewski residence. In so doing the skate -board rolled across the street and struck the rear tire of s bicycle with enough force to knock the boy to the ground. ot up and began yelling and ran home. Mrs. 4NINIPW advises that she and her son will be very willing to speak with Mr. Chmielewski and make restitution as required. Mrs. ONINGUM also states that she wished that Mr. Chmielewski had been in contact directly with her when the incident could have been cleared up completely without any type of Police involvement. I have had contact with Mr. Chmielewski by phone and advised him that I have been in contact with Mrs.40NOMW and that she will cooperate with what ever investigation occurs. I re -contacted him by phone after my second conversation with Mrs.-MROWNqWand he stated that she had already been in touch with him and that they will handle the matter between themselves. He has advised his step -son, to make every effort to have a proper estimate done on the repair of the bike as soon as possible. I believe that this should take care of this long running problem. I further believe that our department was in no means negligent in the handling of this case as it was reported. As you recall the original and only report that we had with Mr. Chmielewski concerned the alleged vandalism to his personal vehicle. Since the follow-up to that original report the allegation of vandalism to a bicycle came to light. I think that based on the fact that this was evidently an accidental situation occurring between two children that it appropriately and rightly could have been handled in the neighborhood between the parents, however, this was obviously not the case, and it came to our attention rather force- fully by mail and through the Plymouth Forum meeting. In any case the matter appears to have been resolved between the parties involved. I anticipate that no further action will be necessary. "W'"L (tmb) DATE: REFERRED TO: CITY OF PLYMOU, , ;/F: 3400 PLYMOUTH BLVD., PLYMOUTH, MINNESOTA 55447 TELEPHONE (612) 559-2800 MEMO DATE: November 28, 1984 TO: Fred Moore, Dick Carlquist FROM: Frank Boyles, Assistant City Manager/ /) SUBJECT 2:00 A.M. TO 5:00 A.M. ON STREET PARKING ORDINANCE COMPLAINT I received a call from Mark Palmer, a resident of Tiburon. Mr. Palmer expressed concerned about the 2:00 a.m. to 5:00 a.m. parking ban. I suggested that it would be appropriate for you two to meet with Mr. Palmer to review his problem. Specifically, he is questioning whether it would be possible to alter the designated fire lane in such a fashion that additional cars will be able to park in the Tiburon off street parking facilities rather than use the public right-of-way. He sees this as a less expensive alternative to constructing additional off street parking at this facility. I would appreciate it if you would let me know your findings. Mr. Palmer's phone numbers are 546-6235 or 339-7700. FB:jm cc: S/F- +L'7f 84-C January 9, 1985 Mr. Mark Palmer 3509 Pilgrim Lane Plymouth, Minnesota 55441 Dear Mr. Palmer: /r,,70 tZ, It is my understanding that you have been in contact with Mr. Frank Boyles the Assistant City Manager regarding the fire lane status of the driveways at the Tiburon addition. This letter is to clarify the location and purpose of the fire lanes. On approximately November 30, 1984, in response to your concern, I visited the Tiburon addition to determine whether or not the fire lanes could be reduced or deleted. Each driveway in this development serves four (4) townhomes, which are built in a cluster around it. It is this driveway that also serves as a fire lane to provide emergency vehicles access to the rear section of all four buildings. It is my opinion that this fire lane cannot be deleted nor reduced in size and still provide emergency access and meet the intent of the City Code. I hope this letter answers some of your questions, however, if it does not please feel free to contact me at 559-2800 extension 365. 'ncerely, Lawrence S. Plack Fire Inspector LSP:mas 3400 PLYMOUTH BOULEVARD, PLYMOUTH. MINNESOTA 55447, TELEPHONE (612) 559-2800 I CITY OF PLYMOUTH 3400 PLYMOUTH BLVD., PLYMOUTH, MINNESOTA 55447 TELEPHONE (612) 559-2800 MEMO DATE: January 7, 1985 TO: Park and Recreation Department FROM: David Davenport SUBJECT Thank you for the Christmas card; it was special to receive one from the Department. I was pleased to read of Marion Zbikowski's complimentary memo to you of December 21st regarding the plowing and sanding that was done around the path in Plymouth Creek Park. You are all doing an outstanding job and I and the Council very much appreciate your efforts to service our public DJD: cap P.S. Eric, because of a National Guard commitment, I will not be able to attend Skiing in Plymouth on Saturday, January 9th. Please convey my regrets to the Civic League. CITY OF PLYMOUTH , -- 3400 PLYMOUTH BLVD., PLYMOUTH, MINNESOTA 55447 TELEPHONE (612) 559-2800 MEMO DATE: January 7, 1985 TO: Dick Pouliot FROM: David Davenport SUBJECT Pat Meister Dick, I was pleased to receive a copy of Pat Meister's letter to you thanking you for assisting her in solving her drainage problem. It is obvious you went out of your way to attempt to resolve her complaint and I very much appreciate your efforts in doing so. DJD: cap 3 CITY O� PLYMOUTH January 7, 1985 Mr. Lyle Robinson Plymouth Fire Department Plymouth City Center Plymouth, MN 55447 Re: Fire at Holterman Residence 2005 Urbandale Lane Dear Lyle: Please extend my compliments and appreciation to the Department for the firefighters' outstanding efforts in bringing the fire at the Holterman residence under control and minimizing the damage. It was particularly satisfying to learn the insurance company was complimentary of the firefightersle forj- o minimize the damage. Sincprel L C. David J. Davenport Mayor DJD: cap 3400 PLYMOUTH BOULEVARD, PLYMOUTH. MINNESOTA 55447. TELEPHONE (612) 5592800 W MARIA VASILIOU 18325 - 31sT AVENUE NORTH PLYMOUTH, MINNESOTA 55447 January 8, 1985 Mr. Eric Blank CITY OF PLYMOUTH 3400 Plymouth Blvd Plymouth, MN 55447 Dear Eric, Thank you for the special attention you gave to providing my mom with -•a tape of the swearing-in ceremony last night. I know you had enough on your mind with the inaugural taping of the council meetings so I really appreciate your thoughtfulness. Obviously, just another example of the "can do" attitude that the city staff has embraced and that came out loud and clear in the recent Pete Meyer survey. I am very, very proud of the efforts and the results that have been achieved. Keep up the excellent work.' Thanks again for your help to me as a planning commissioner. I look forward to learning about park development as a council member! Happy New Year! Sincerely, /�A" Maria Vasiliou cc: Jim Willis p.s. Eric, don't lose sight of your dream for a community center. All things in good time: MARIA VASILIOU 18325 - 31ST AVENUE NORTH PLYMOUTH, MINNESOTA 55447 January 8, 1985 Mr. Fred Moore CITY OF PLYMOUTH 3400 Plymouth Blvd Plymouth, MN 55447 Dear Fred, I was thrilled at the recent findings of Pete Meyer' You are to be commended for the excellent staff development you're working toward. It appears the fruits of your labor are being to appear. Negative comments and complaints are not pleasant, I know. But I want you to know that I appreciate the giant strides you and the engineering department have made and I know that we can look forward to continued friendly relations with the community at large. Thanks again, Fred, and happy New Year' Sincerely, AAS Maria Vasiliou cc: Jim Willis (MARIA VASILIOC 18325 - 31';T AVENUE NORTH PLYINIOLTH, MINNESOTA 5544 January 8, 1985 Mr. Sherm Goldberg CITY OF PLYMOUTH 3400 Plymouth Blvd Plymouth, MN 55447 Dear Sherm, It is so nice having you back at the city. It doesn't seem like you were ever gone. The Pete Meyer report clearly represents your contribution to the overall "can do" attitude that the city would like to achieve. Congratulations! Thanks, also, for your patience with me when I ask dumb questions. Engineering expertise just doesn't seem to be something I'm making any great strides with! Looking forward to '85. Happy New Year to you and your family. Sincerely, A4khl�l Maria cc: Jim Willis t V MARIA VASILIOC 18325 - 31ST AVENUE NORTH PLYMOUTH, MINNESOTA 55-47 Mr. John Sweeny CITY OF PLYMOUTH 3400 Plymouth Plvd Plymouth, MN 55447 Dear John, Thank you very much for all the was on the planning commission. in the engineering field is not resume.' help you've given me while I As you've noticed, expertise something I will list on my The Pete Meyer report reflects all the positive changes the staff has made and I congratulate you for that. Keep up the good work! Thanks again for your help. Sincerely, Maria Vasiliou cc: Jim Willis MARIA VASILIOU 18325 - 31ST AVENUE \OATH PLYMOUTH, MINNESOTA 55447 January 8, 1985 Mr. Al Cottingham CITY OF PLYMOUTH 3400 Plymouth Blvd Plymouth, MN 55447 Dear Al, The persevering way in which you have gone about doing the business of the city has paid off.' The Pete Meyer report is absolutely terrific. During the time you've been at the city (including your intern days.') I have always found you to be very, very helpful. Your sense of humor doesn't hurt in your business either.' I'm sure things can be trying, but I really appreciate your attitude and I wanted to tell you that. Keep smiling ' Thanks again for your help. Sincerely, Maria cc: Jim Willis MARIA VASILIOU 18325 - 31ST AVENUE NORTH PLYMOUTH, MINNESOTA 5544 - January 8, 1985 Ms. Grace Wineman CITY OF PLYMOUTH 3400 Plymouth Blvd. Plymouth, MN 55447 Dear Grace, Wouldn't you know it .... just when you start coming back to the Planning Commission meetings, I leave. Nevertheless, I want to tell you how much I appreciate the spirit of cooperation that best describes your work attitude. I can't think of a time when you haven't been more than willing to go the extra mile when I've asked for your help on one of my little projects. Apparently I'm not the only one that has noticed your helpful ways. The Pete Meyer report is absolutely the most exciting thing ever! I'm so proud of everyone at city hall - you've worked very, very diligently to show our true "can do" colors. Thank you again for being so helpful. You made my role as chair- person a pleasure. Keep up the good work.' Sincerely, Maria cc: Jim Willis r.. l r' r: r Wouldn't you know it .... just when you start coming back to the Planning Commission meetings, I leave. Nevertheless, I want to tell you how much I appreciate the spirit of cooperation that best describes your work attitude. I can't think of a time when you haven't been more than willing to go the extra mile when I've asked for your help on one of my little projects. Apparently I'm not the only one that has noticed your helpful ways. The Pete Meyer report is absolutely the most exciting thing ever! I'm so proud of everyone at city hall - you've worked very, very diligently to show our true "can do" colors. Thank you again for being so helpful. You made my role as chair- person a pleasure. Keep up the good work.' Sincerely, Maria cc: Jim Willis MARIA VASILIOU 18325 - 31sT AVENUE NORTH PLYMOUTH, MINNESOTA 55447 January 8, 1985 Mr. Blair Tremere CITY OF PLYMOUTH 3400 Plymouth Blvd. Plymouth, MN 55447 Dear Blair, Thank you for all the special help you've given me while I served on the Planning Commission. You have always been generous with your time and you've been more than willing to do whatever it took to get the job done. I sincerely appreciate that. We've had our disagreements from time to time over the years but I never once questioned your desire to be fair. Last night the council reviewed the Pete Meyer report. You and the members of your staff should be absolutely thrilled with the feedback from the community. Change is slow, change can be painful and sometimes change just can't happen for a variety of reasons. Not so with the planning department! My sincere thanks for your help to date, my congratulations for the excellent report and I look forward to our continued good working relationship. Happy New Year. Sincerely, A" Maria cc: Jim Willis MARIA VASILIOti 18325 - 31sT AVENUE NORTH PLYJIOCTH, MINNESOTA 55447 January 8, 1985 Ms. Sarah McConn CITY OF PLYMOUTH 3400 Plymouth Blvd Plymouth, MN 55447 Dear Sarah, Thank you very much for your tireless efforts that made my job on the Planning Commission an absolutely delightful experience. You are one of the most talented individuals I work with and I admire your abilities very much. When I heard the results of the Pete Meyer report last eve- ning I could hardly contain myself! I'm so proud of all of you and of the City of Plymouth in general. I'm sure it gets discouraging from time to time with all the exposure you have to hearing complaints, but please know that the community at large and certainly all the members of each advisory commission know and appreciate the job that you do. I look forward to continuing the good working relationship I've enjoyed with you and I see big things for you in the future! Happy New Year and thanks again, Sarah. Sincerely, Maria cc: Jim Willis MARIA VASILIOU 18325 - 31ST AVENUE NORTH PLYMOUTH, MINWESOTA 55447 January 8, 1985 Mr. Jim Willis City Manager City of Plymouth 3400 Plymouth Blvd. Plymouth, MN 55447 Dear Jim, Nr' A At the risk of sounding like a Valentine, I just have to tell you one more time how very proud you can be of your staff. The Pete Meyer report is so positive and so encouraging. Obviously, your leadership efforts are exemplary and I know that these re- sults are not without a tremendous amount of effort. You have put together a marvelous team and I look forward to becoming a member of your "A" Team' Keep up the good work. Sincerely, Maria Chief Richard Carlquist, Police Department, City of Plymouth Dear Mr. Carlquist: January 4, 1985 As you Know, our home at 5860 Lawndale Lane was burglarized in 1984, and we experienced the loss of articles very dear to us. The subsequent investigation by officers of the Plymouth Police Department was courteous and professional in every way. In particular the efforts of Offi Pr Niel Nielsen which resulted in the recovery of several items and the arrest of a suspect, was gratifying. While deeply disappointed in the nature of individuals which maKes them prone to crime, it is reassuring to us to note that such errant persons can be brought to justice by the persistent efforts of dedicated law officers such as those in the City of Plymouth. ThanK you and the officers. of your department for your efforts in our behalf, and the continuing excellent service to the citizens of Plymouth. Sincerely, im and Betty Threinen 5860 Lawndale Lane Plymouth, MN 55446 BOARD OF DIRECTORS James Heltzer, Chairman Minneapolis Community Developmen' envy 331 2nd Avenue ouch Midland Square Building Minneapolis, MN 55401 Donald Dunshee, Vice -Chairman The Port Authority of the City of St. Paul 25 West 4th Street Suite 1350 St. Paul, MN 55102 Charles E. Riesenberg, Secretary Treasurer First Bank System, Inc. P.O. Box 522 Minneapolis, MN 55480 ►. R Greater Metropolitan Foreign Trade Zone Commission January 4, 1985 Mr. James Willis City Manager City of Plymouth 3400 Plymouth Blvd. Plymouth, MN 55447 Dear Jim: Donald Risk On behalf of the Metropolitan Foreign Trade Zone Commission, Minneapolis Development Agency thank you for sharing your interests in the development of the DevelopmentAg ency 3312ndAvenueSouth area's FTZ at our December 17 meeting. We will :.surely do our Midland Square Building Minneapolis. MN 55401 best to include the City of Plymouths assistance in providing Donald Groen Bloomington Chamber of Commerce the FTZ service to the western Hennepin foreign trading companies. Bloomi 8200 Humboldt Avenue South If any specific business application comes along to your atten- Bloomington, MN 55431 tion the Commission is positioned to move promptly. Eugene Kraut The Port Authority of the City of St. Paul 25 West 4th Street Suite 1305 St. Paul, MN 55102 Robert Purcell The Port Authority of the City of Bloomington 2215 W Old Shakopee Road Bloomington, MN 55431 EX OFFICIO MEMBERS Se'gej Schachowskoj Minnesota Trade Office MN Dept of Agriculture g0 West Plato Blvd. St. Paul, MN 55107 Lawrence McCabe Minneapolis -St. Paul Metro- politan Airports Commission P.O. Box 1700 Twin City Airport Minnesota 55111 Sincerely, _ ,.J✓ ,6Z� - Charles E. Riesenberg CER: pm cc: operating committee 331 2ND AVENUE SOUTH • MIDLAND SQUARE BLDG. • MINNEAPOLIS, MN. 55401 • (612) 370-5028 t t -A , CITY OF PLYMOUT 4 January 7, 1985 Mr. David F. Berg, President North Star Information Services, Inc. 417 East Lake Street Wayzata, MN 55391 Dear Dave: My reaction was mixed to your letter of December 18th. I was sorry that the new responsibilities that you will be assuming with the Northstar Bancorporation will prevent you from continuing your service as a member of the Park and Recreation Advisory Commission, but I was also pleased for you that the Northstar organization has recognized your considerable talents by giving you increased job responsibilities. Dave, it is Plymouth that needs to thank you for your service to our community these past three years. The community has benefitted from your expertise. Thank you again for your commitment to Plymouth these past three years and ple.Ase accept my best wishes for your continuing-�ucce"ith Northstar. Sin rely, / Dabid J -(Davenport Mayor DJD: cap P.S. Jim, should we give David Berg a plaque or a certificate? DJD 3400 PLYMOUTH BOULEVARD. PLYMOUTH, MINNESOTA 55447, TELEPHONE (612) 559.2800 K PYCI r L-. PUMOUTR January 7, 1985 PERSONAL Mr. Michael M. Stulberg 5101 Shady Oak Road Minnetonka, MN 55343 Dear Mike: Thank you for your letter of December 26, 1984. Mike, I am glad that things have started to settle down for you at LaBelles and of course I am pleased that you will now be more available in 1985 so that the entire Commission will have the benefit of your considerable experience and planning expertise on a more regular basis. Best wishes foi-Na jo well! / ySinery, Da id J. Davenport Mayor and prosperous new year to you as DJD: cap cc: Plymouth City Council 3400 PLYMOUTH BOULEVARD. PLYMOUTH. MINNESOTA 55447, TELEPHONE 1612; 559-2800 MICHAEL M. STULBERG 5101 SHADY OAK RD. MINNETONKA, MINNESOTA 55343 December 26, 1984 The Honorable David Davenport Mayor of Plymouth City of Plymouth 3400 Plymouth Boulevard Plymouth, MN 55447 Dear Dave: As I am sure you are aware, my attendance at planning commission meetings for the last year has been less than satisfactory. I do enjoy serving on the planning commission and believe that when I am in attendance, I make a contribution to the commission and the City of Plymouth. Now that the turmoil of the acquisition of our company has calmed down, I believe that my attendance record will greatly improve. Best wishes to you for a healthy and happy New Year! Sincerely yours, Mike Stulberg MMS:trs cc: Maria Vasiliou - Ex -chair• Planning Commission Paul Steigerwald - Vice chair Planning Commission January 8, 1985 Governor Rudy Perpich State of Minnesota Office of the Governor St. Paul, MN 55155 Dear Governor Perpich: Thank you for your letter of December 21, 1984 soliciting the City of Plymouth's input in respect to the eight Metropolitan Council terms that expire as of January 1, 1985. I believe this is the second time you have solicited such input and your efforts are greatly appreciated. Both times, however, your request has been sent out very close to the time when you expect to make the appointments. Consequently, as a practical matter, there is very little time for us to respond in any kind of informed fashion since frequently the names of the nominees under consideration are not even made public at the time our input is sought. To improve upon the process I would therefore suggest that you provide us with the names and the applications of those individuals that are under consideration for appointment. The names without the applications have not been much help since the background qualifications are especially important in evaluating the persons involved. Thank you again for want to wis y u new year s wel, --�7// Sinc.6rq�ly David J. Denport Mayor DJD: cap consulting with us. We in Plymouth also your family a very joyous and prosperous 3406 PLYMOUT" BOULEVARC P,YMOUTH MINNESOTA 55447 TE.E°HONE (E"2 559 2B0" RUDY PERPICH GOVERNOR January 10, 1985 STATE OF MLNNESOTA OFFICE OF THE Go%m on ST. PAUL 55155 Honorable David J. Davenport Mayor, City of Plymouth 3400 Plymouth Boulevard Plymouth, MN 55447 Dear Mayor Davenport: Thank you for your letter of January 8, 1985 in which you stated that our request for your recommendations for the vacant Metropolitan Council seats has, once again, come too late for you to become informed about the current candidates and their qualifications. We appreciate your comments and suggestion that we provide the names and applications of individuals who are under consideration to you for evaluation prior to your making informed recommendations. However, we do not have the staffing to provide such a service. All open appointment applications are on record with the Secretary of State and are open to the public, should you care to look at them. Vacancies are published in the State Register which may be found at your county library. Also, should you personally know someone whom you feel would qualify you might encourage him to apply in the future. Again, thank you for writing. rJ Sincerely, ell - 11 KEITH FORD Office of the Governor A ��' - i" ,, ::"� AN EQUAL OPPORTUNITY EMPLOYER E CITY C� PUMOUTR January 8, 1985 Ms. Ellie Ogden 1505 Xanthus Lane Plymouth, MN 55447 Ellie, I was disappointed to learn of your desire not to be reappointed to the West Hennepin Human Services Planning Board in 1985. I say "disappointed" only because you have quietly but ever so effectively represented the interests of Plymouth's less fortunate residents on the Board so capably the last six years. It will not be easy to find someone with your vitality and commitment to replace you. I appreciate your willingness to serve until we can find a replacement, and we will undertake to do so immediately. Do take special care 'and as soon as a qualified person is selected to replace you, I or Pat will be in touch. Sincerely, Davi J. Davenport Mayor DJD: cap B.P.S. Jim, please get a plaque ready for Ellie Ogden for a future Council meeting. 3400 P�VV3._'�+ EGJ�Ew'AR� PLYtJ'--: ", V,'�NESC't 55tG' Tc -Ea --1 - - __, `aiN oo PHONE CLERK TO THE BOARD jt'S348-3433 A 4rtiivsso�r BOARD OF HENNEPIN COUNTY COMMISSION -ERS`' 2400 GOVERNMENT CENTER MINNEAPOLIS, MINNESOTA 55487 January 8, 1985 The Honorable David J. Davenport City of Plymouth 3400 Plymouth Boulevard Plymouth, MN 55447 Dear Mayor Davenport: Your letter dated December 19, 1984 regarding the Hennepin County Community Action Agency and requesting notification when the State has recognized the CAA, was received by the Hennepin County Board of Commissioners at their Board meeting today. The contents were noted, and Chairman Spartz directed that a copy be made available to each Commissioner and Administration and the original be placed on file. My office will keep you apprised of the appointment schedule upon approval of the State. Sincerely, Kay M chell Clerk of the Board jc PARK RESERVES BAKER CARVER CROW-HASSAN ELM CREEK HYLAND LAKE LAKE REBECCA MURPHY-HANREHAN REGIONAL PARKS BRYANT LAKE CLEARY LAKE CLIFTON E. FRENCH COON RAPIDS DAM EAGLE LAKE FISH LAKE JAMES W. WILKIE LAKE SARAH SPRING LAKE SPECIAL USE AREAS ARTHUR E. ALLEN WILDLIFE SANCTUARY BAKER PARK GOLF COURSE CLEARY LAKE GOLF COURSE HYLAND HILLS SKI AREA NOERENBERG MEMORIAL PARK WAWATASSO ISLAND WILD GOOSE CHASE ISLAND TRAIL CORRIDORS NORTH HENNEPIN TRAIL BOARD OF COMMISSIONERS DAVID LATVAAHO CHAIR GOLDEN VALLEY WILLIAM H. BOYNTON VICE CHAIR ST. LOUIS PARK JUDITH S. ANDERSON BLOOMINGTON PATRICIA D. BAKER MINNEAPOLIS SHIRLEY A. BONINE MAPLE PLAIN WILLIAM I. HOLBROOK MINNEAPOLIS SCOTT L NEIMAN MINNEAPOLIS VERN J. HARTENBURG SUPERINTENDENT & SECRETARY TO THE BOARD Hennepin County Park Reserve District 3800 County Road 24 • Maple Plain, Minnesota 55359 • Telephone 612-473-4693 January 9, 1985 Mr. James G. Willis, City Manager City of Plymouth 3400 Plymouth Boulevard Plymouth, MN 55447 Dear Jim: For your information, attached is a co ment Program adopted and published by ment of Transportation for 1985-1989. County Road 9 project which appears on you can see, the commitment to acquire on-site construction is reiterated in py of the Capital Improve - the Hennepin County Depart - I have highlighted the page 2 of the CIP. As right-of-way an accomplish the CIP program. The Park Reserve District will keep you closely informed of developments regarding the County road projects as they come to our attention. Until the Park Reserve District completes its new Headquarters at Medicine Lake, we have scheduled use of the Plymouth City Council Chambers for our bimonthly Board Meetings, held the first and third Thursdays of each month. We appreciate the willingness of the City of Plymouth in allowing us to use your facilities. We will invite Eric Blank to attend one of our meetings so as to give an opportunity to Eric to brief the District Board on park and recreation opportunities provided by the City of Plymouth. Sincerely, Vern J. Hartenburg, Superintendent and Secretary to the Board VJH:ghd cc: Mayor David J. Davenport Attachment: Hennepin County Department of Transportation Capital Improvement Program 4 CITY OF PLYMOUTR January 8, 1985 Mr. Peter T. Cook 18420 14th Avenue North Plymouth, MN 55447 Dear Mr. Cook: I believe you have by now received a response to your letter of December 26th in respect to the parking ticket you received the morning of November 26th. I am sorry that you were irritated that your Blazer received a ticket. I am enclosing a copy of my article in the November issue of Plymouth on Parade, where there is a reference to the "burden of citizenship" being more than just "casting a ballot". In spite of good faith efforts on the City's part to keep its residents informed about matters that impact upon them, we are not perfect, but we are improving and I believe most of the time we meet our residents more than half way. Certainly this was true in respect to the efforts that surrounded the implementation of the 2:00 a.m. to 5:00 a.m. parking ban ordinance. Frank Boyles' letter of December 28th outlines in detail the City's extensive efforts to inform our residents of this ordinance. I note that your stationery makes reference to your residing in "Minneapolis", Minnesota. Perhaps you more closely identify yourself with Minneapolis than with Plymouth and perhaps this is the reason you have not chosen to subscribe to the Plymouth Post or read the Plymouth -Wayzata Sailor. Articles were, however, published in both these papers and in Plymouth on Parade. We are very proud of this latter publication and the Council is considering increasing the number of times a year it is distributed since it goes to all households within the City. Residents who take the time to peruse this publication are very complimentary of it and those people, as a result, are at least minimally informed about some of the events going on in the City that may affect them. 3400 PLYMOUTH ?`;!,_ 1r ; JTH ,. r 1 - .;7 _ Mr. Peter T. Cook January 8, 1985 -Page 2 - If you have any suggestions that you would like to make as to how we might improve our efforts to inform, please write me. But I also would appreciate your thoughts as to what level of effort a citizen should reasonably be expected to exert to keep his or herself minimally informed about local government. Sincerely, 711 David J. Da nport Mayor DJD: cap Encl. 5 3 3r i fr-1;m R Ac{perQ� caaOpC�^gOe�F 7 7 A IG�pp 3 {G 3 C 0o cn C O n _s 33 p= A A A S A d A O p d O. 3 N A A �D upi '1 O, A O. 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