HomeMy WebLinkAboutCouncil Information Memorandum 10-15-2004r
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COUNCIL INFO MEMS
October 15, 2004
UPCOMING MEETINGS AND EVENTS
Planning Commission October 20 meeting agenda.............................................................. Page 3
Housing & Redevelopment Authority (HRA) October 21 meeting agenda ......................... Page 4
October. November, and December Official City Meeting Calendars ................................. Page 5
Tentative list of agenda items for future City Council meetings ........................................ Page 11
FOR INFORMATION ...
News Articles, Releases, Publications, etc.
City news release announcing news conference regarding request for a median safety
barrier along I-494 through Plymouth................................................................................ Page 13
City news release announcing a program to reduce the opportunity for auto theft ............ Page 17
Star Tribune "West Edition" Ben Steverman column with mentions of Mayor
Johnson's election as President of the League of Minnesota Cities ....................................Page 19
U—S Attorney District Office news release announcing a major marijuana drug
raid (news release submitted by Chief Goldstein)............................................................... Page 20
Staff Reports
Four fire—rescue incidents of interest.................................................................................. Page 22
Police Department September 2004 Activity Report .......................................................... Page 26
Neighborhood Traffic Calming Program update................................................................ Page 31
Minutes
Elm Creek Watershed Management Commission September 8 meeting ........................... Page 38
Shingle Creek Watershed Management Commission September 9 meeting ......................
Page 41
West Mississippi Watershed Management Commission September 9 meeting ................
Page 444
Correspondence
Note from an anonymous resident accompanied by floral arrangements which
are on display in the City Hall public areas ........................................................................
Page 46
Letter to area legislators regarding the scheduled October 18 news conference
............... Page 47
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CITY COUNCIL INFORMATIONMEMO
October 15, 2004
Page 2
Letter to polling places from Chief Goldstein announcing that additional uniformed
personnel will be making random appearances at the polling places on November 2 ...... Page 49
Council Items
During budget study sessions, it was mentioned that the City of Rochester had
recently appointed a Transportation Funding Task Force; attached is information
relating to this group and its recommendations.................................................................. Page 50
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PLANNING COMMISSION AGENDA
WEDNESDAY, OCTOBER 20, 2004
WHERE: CITY COUNCIL CHAMBERS
Plymouth City Hall
3400 Plymouth Boulevard
Plymouth, MN 55447
CONSENT AGENDA
All items listed on the consent agenda* are considered to be routine by the Planning Commission and will be
enacted by one motion. There will be no separate discussion of these items unless a Commissioner, citizen or
petitioner so requests, in which event the item will be removed from the consent agenda and considered in normal
sequence on the agenda.
1. CALL TO ORDER - 7:00 P.M.
2. PLEDGE OF ALLEGIANCE
3. PUBLIC FORUM
4. APPROVAL OF AGENDA
5. CONSENT AGENDA*
6.
7.
A. Approve the October 6, 2004 Planning Commission Meeting Minutes.
B. Jeffrey and Connie Carlson. Approve variance to the bluff setback and alteration of the bluff impact
area for a home addition and related improvements on property located at 12120-29'' Avenue North.
(2004105)
C. Bonestroo, Rosene, and Anderlik. Approve site plan amendment for a parking lot and rain garden
and a variance to the drive aisle setback Silver King located at 1600 Xenium Lane North. (2004119)
PUBLIC HEARINGS
A. Benjamin Steinkraus. Conditional use permit to exceed 1,000 square feet for a detached garage for
property located at 5910 Lawndale Lane North. (2004027) (Continued from the May 5, 2004
Planning Commission Meeting.)
B. CSM Corporation. Rezoning of property from I-1 (Light Industrial) to PUD (Planned Unit
Development), Preliminary Plat and PUD General Plan to redevelop the 28.7 -acre site located at the
southwest comer of State Highway 55 and Vicksburg Lane. (2004112)
C. Heritage Development of Minnesota. Rezoning, preliminary plat, site plan, interim use permit, and
variances for a multi -family development "Plymouth Crossing", on the six acre parcel located at the
southwest corner of the intersection of Schmidt Lake Road and Northwest Boulevard. (2004116)
D. WCL Associates, Inc. Planned unit development amendment to allow roughly 4,000 square feet of the
existing building to be used as a furniture showroom with occasional retail sales open to the public for
Susan Hoffman Interior Design located at 2800 Campus Drive. (2004126)
E. Jennifer Dunn. Conditional use permit for an eight foot high privacy fence for property located at 324
Vinewood Lane North. (2004132)
ADJOURNMENT
3
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AGENDA
PLYMOUTH HOUSING AND REDEVELOPMENT AUTHORITY
TUESDAY, OCTOBER 21,2004.- 7:00 p.m.
WHERE: Medicine Lake Room
City of Plymouth
3400 Plymouth Boulevard
Plymouth, MN 55447
CONSENT AGENDA
All items listed with an asterisk (*) are considered to be routine by the Housing and
Redevelopment Authority and will be enacted by one motion. There will be no separate
discussion of these items unless a Commissioner, citizen or petitioner so requests, in
which event the item will be removed from the consent agenda and considered in normal
sequence on the agenda.
1. CALL TO ORDER - 7:00 P.M.
2. CONSENT AGENDA*
A. Approval of the October 5, 2004 HRA Minutes
B. Plymouth Towne Square. Accept Monthly Housing Reports.
C. Update on Letter to Congressman Ramstad.
3. NEW BUSINESS
A. Review Tax Increment Redevelopment District Plan for CSM for the Shops at
Plymouth Creek.
B. Hammer Residence - Request for funding assistance.
4. ADJOURNMENT
OFFICIAL CITY MEETINGS
October 2004
Sunday Monday Tuesday I Wednesday Thursday
Friday
Saturday
Sep 2004
Nov 2004
1
2
S M T W T F S
S M T W T F S
1:00 PM
1 2 3 4
1 2 3 4 5 6
PLYMOUTH ON
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PARADE
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19 20 21 22 23 24 25
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26 27 28 29 30
28 29 30
3
4
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8
9
7:00 PM SPECIAL HRA+
MEETING, Medicine
Lake RoomHUMAN
7W PM TONIN
MEETING REGARDING
LAKE
ISSUES, PWouth
Creek Center
7:00 PM
PLANNING
COMMISSION,
Council Chambers
6:30 PM
RIGHTS
COMMISSION,
Council
Chambers
10
11
12
13
14
15--
16
ca.uMeus DAY
oseedd
7:00 PM
REGULAR
COUNCIL
MEETING,
7:w�PM�D%bion)
ENVIROL
QUALITY EE
(EQC), Plyek
Ce
Council
Chambers
LEAGUE OF MINNESOTA
CRIES ANMIAL CONFERENCE, Duluth
17
18
19
20
21
22
23
7:00 PM
PLANNING
COMMISSION,
7:00 PM HOUSING 8
REDEVELOPMENT
AUTNORIrPMEN.
Md— Lk. R—
Council Chambers
700 PM PARK d
RECREATION ADVISORY
COMMISSION (PRAOL
L n R— (IJP —v
-dy)
24
25
26
27
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30
6:45 PM YOUTH
7:00 PM
7:00 PM
6:00 PM
9:00 AM -3:00
ADVISORY
COUNCIL, Council
Chambers
REGULAR
COUNCIL
MEETING,
Council
Chambers
PLYMOUTH
ADVISORY
COMMITTEE ON
TRANSIT (PACT) -
Medicine Lake
Room
VOLUNTEER
RECOGNITION
EVENT,
Plymouth Creek
Center
PM CITY HALL
OPEN FOR
ABSENTEE
VOTING
31
DAYLIGHT
SAVINGS ENDS -
set docks back 1
hour
modified on 10/15/2004
A5
OFFICIAL CITY MEETINGS
November 2004
Sunday
Monday
Tuesday
Wednesday
Thursday
Friday
Saturday
1
2
3
4
5
6
CITY OFFICES
OPEN UNTIL
GENERAL
ELECTION -
7:00 PM
PLANNING
7:00 PM HUMAN
RIGHTS
7:00 PM FOR
ABSENTEE
Polls open 7 AM
-Close 8 PM
COMMISSION,
Council Chambers
COMMISSION -
Medicine Lake
VOTING
Room
7
8
9
10
11
12
13
6:45 PM YOUTH
ADVISORY
COUNCIL, Council
Chambers
7:00 PM
REGULAR
COUNCIL
MEETING,
7:00 PM
ENVIRONMENTAL
rTTEE
(EOG)�PlymouthCn-ek
(EOC). vcoka Creek
Center
7:00 PM PARK &
REC ADVISORY
COMMISSION
(PRAC), Council
Council
Chambers
Chambers
VETERANS DAY
(OBSERVED),
City Offices
Closed
14
15
16
17
18
19
20
roo PM SPECIAL
COUNCIL MEETING:
o COMMIEW SSIOOND
CANDIDATES,
Plymouth Creek Center,
ower level
7:00 PM
PLANNING
COMMISSION,
Council Chambers
700 PM HOUSING a
REDEVELOPIVENT
ALmine Lake W.
Medicine Lake Room
Roo
21
22
23
24
25
26
27
6:45 PM YOUTH
ADVISORY
COUNCIL, Councildosed
Chambers
11:45 AM PLYMOUTH
BUSINESS COUNCIL,
Sheraton Minneapolis
West 72201 Ridgedale
Drive, Minnetonka
7:00 PM REGULAR
COUNCtLMEETWG,
Cound Chambers
7:00 PM
PLYMOUTH
ADVISORY
COMMITTEE ON
TRANSIT (PACT)-
Medicine Lake
Room
City Offices
THANKSGIVING
HOLIDAY
City Offices
dosed
THANKSGIVING
HOLIDAY
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29
30
Oct 2004 Dec 2004
S M T W T F S S M T W T F S
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modified on 10/15/2004
Sunday Monday Tuesday
Wednesday
Thursday
Friday
Saturday
1
7:00 PM
PLANNING
COMMISSION,
2
7:00 PM HUMAN
RIGHTS
COMMISSION -
3
4
Nov 2004
S 111 T W T F S
Jan 2005
S M T W T F S
1 2 3 4 5 6
1
7 8 9 10 11 12 13
2 3 4 5 6 7 8
Council Chambers
Medicine Lake
14 15 16 17 18 19 20
9 10 11 12 13 14 15
Room
21 22 23 24 25 26 27
16 17 18 19 20 21 22
28 29 30
23 24 25 26 27 28 29
30 31
5
6
7
8
9
10
11
Channukah
begins at sunset
EE
K(EQG)jlym�Creek
7:00 PM PARK &
REG ADVISORY
COMMISSION
(PRAC), Council
Chambers
7:00 PM
TRUTH IN
TAXATION
PUBLIC
HEARING,
Council
Chambers
12
13
14
15
16
17
18
7:00 PM TRUTH IN
TAXATIONREGULAR
HEARING
CONTINUED (IF
NEEDED), Council
Chambers
7:00 PM
COUNCIL
MEETING,
Council
Chambers
7:00 PM
PLANNING
COMMISSION,
Council Chambers
roo PM HOUSING a
REDEVELOPMENT
aUTHQRrrY (HRS,
Medicine Lake Room
19
20
21
22
23
24
25
6:45 PM YOUTH
ADVISORY
COUNCIL, Council
Chambers
7:00 PM
PLYMOUTH
ADVISORY
COMMITTEE ON
TRANSIT (PACT) -
Medicine Lake
Room
CITY OFFICES
CLOSED IN
OBSERVANCE
OF THE
CHRISTMAS
HOLIDAY
CHRISTMAS
HOLIDAY
26
27
28
29
30
31
7:00 PM
CITY OFFICES
REGULAR
CLOSED FOR
COUNCIL
THE NEW
MEETING,
YEAR
Council
HOLIDAY
Chambers
modified on 10/152004
Tentative Schedule. for
City Council Agenda Items
October 26, Regular, 7:00 p.m., Council Chambers
• Presentation on donation from Providence Academy
• Presentation on Business Watch Program, Officer Angela Haseman
• Public hearing on 2004 removal and destruction of diseased trees (Roll 1)
• Public hearing on 2004 weed eradication and destruction (Roll 1)
• Report on Medicine Lake dock issues
• Approve award of police ordered City towing contract
• Approve variance to the bluff setback and alteration of the bluff impact area for a home
addition and related improvements on property located at 12120-29`x' Avenue North. Jeffrey
and Connie Carlson. (2004105)
• Approve 2005-2009 Capital Improvements Program (CIP). City of Plymouth. (2004114)
• Approve site plan amendment and variance to allow the construction of two screen walls
for property located at 2735 Cheshire Lane North. Renovation Systems. (2004115)
• Approve site plan amendment for a parking lot and rain garden and a variance to the drive
aisle setback for Silver King located at 1600 Xenium Lane North. Bonestroo, Rosene, and
Anderlik. (2004119)
• Approve planned unit development amendment for a furniture showroom with occasional
retail sales for Susan Hoffman Interior Design located at 2800 Campus Drive. Liberty
WCL Associates, Inc. (2004126)
• Approve conditional use permit for an eight foot high privacy fence for property located at
324 Vinewood Lane North. Jennifer Dunn. (2004132)
• Approve Conditional Use Permit to exceed 1,000 square feet for a detached garage for
property located at 5910 Lawndale Lane North. Benjamin Steinkraus. (2004027)
• Assessment Hearing for the 2004 Street Reconstruction Project, Deerhaven Area and
Mission Area (4101)
• Approve Change Order No. 2 for 2004 Trail Project: Nathan Lane/Highway 55 Frontage
Road (4113)
• Approve "Adopt -A -Street" volunteer program in the City of Plymouth
• Adopt Assessment for Schmidt Lake Road, Timber Creek Crossing Plat (2022)
• Approve No Parking 51st Avenue 750 feet north. of Schmidt Lake Road to north plat line
of Timber Creek Crossing Plat (4139 )
• Approve Change Order No. 3 and Final Payment Vicksburg Lane/Schmidt Lake Road
Signal (3116)
• Approve Change Order No. 1 for 14 and 15 Well Houses and Pumping Facilities (3132)
• Award Contract for Zachary and Central Treatment Plants Mechanical Equipment
Procurement (2032)
• Receive Third Quarter Financial Report
• Approve Plans and Specifications, Order Advertisement for Bids for Vicksburg Lane
Reservoir and Pumping Station (3108)
• Acceptance of streets for continual maintenance for Plum Tree East 8"' Addition (2002032)
• Authorizing an Encroachment Agreement for a boulder retaining wall at 4745 Medicine
Lake Drive West - Randy & Lanet Johnson property
• Vacation of drainage & utility easements over Lots 5, 6, 7, and 8, Block 1, Plum Tree East
8th Addition
• Approve revisions to Housing Maintenance Code
0
Note: Special Meeting topics have been set by Council; all other topics are tentative.
November 9,. Regular, 7:00 p.m., Council Chambers
• CSM Proposal
• Award sale of General Obligation Water Revenue bonds
November 23, Regular, 7:00 p.m., Council Chambers
• Hearing on establishment of Tax Increment Financing (Redevelopment) District No. 1-1
and Creation of Redevelopment Project Area No. 1 (CSM -Lowes Redevelopment Project)
IZ
City of Plymouth
News Advisory — PRESS CONFERENCE
Plymouth City Officials To Hold Press Conference
to Call for Median Barrier on 1-494 to Prevent Crossover Crashes
When: Monday, October 18, 10 am.
Where: 3500 Annapolis Lane (Back parking lot of Sauer-Danfoss Co.)
The location is on the west side of I-494, adjacent to freeway. It provides a view of the highway and
traffic. (See attached map.)
Who: Plymouth Mayor Judy Johnson, Plymouth City Council Members, Plymouth Police Chief Mike
Goldstein, Department of Public Safety Law Enforcement Liaison Bob O'Brien. State lawmakers
representing Plymouth have also been invited.
What: City officials want the Minnesota Department of Traffic to improve safety on I-494 by
installing a median barrier on I-494 between I-394 and I-94 to prevent crossover crashes.
Why: Over the past ten years, there have been 20 crashes in which people have died or suffered life-
threatening injuries on the stretch of I-494 running from I-394 to I-94 in Maple Grove. Of those, 11
have been median crossover crashes results. Ten people have been killed and 14 have suffered life
threatening injuries as a result of crashes on this segment of the roadway. A median barrier will help
prevent vehicles from crossing over the center median and crashing into traffic in oncoming lanes.
Mayor Johnson, Police Chief Goldstein and Mr. O'Brien will make brief comments at the news
conference. They will also be available for questions and one-on-one interviews for a short time
following the press conference.
Contacts: City Communications Manager Helen LaFave, 763-509-5090
Police PIO Barb Cox, 763-509-5165
L`3
City of Plymouth
News Release
For Immediate Release Contact:
October 12, 2004 Helen LaFave, 763-509-5090
Barb Cox, 763-509-5165
Plymouth City Officials to Hold Press Conference to Call for Median Barrier on I494;
Cite Need to Prevent Deadly Crossover Crashes on I494 in Plymouth
Plymouth City officials will hold a press conference on Mon., Oct. 18, 10 a.m., in the back parking lot of
3500 Annapolis Ln., Plymouth, to call attention to the need for a median barrier on I-494 in Plymouth
from I-394 on the south to I-94 on the north. The barrier would help prevent median crossover crashes.
Over the past decade, the stretch of I-494 in Plymouth has been the site of 20 serious accidents in which
10 people died and 14 suffered life-threatening injuries. Of that number, 11 involved vehicles that
crossed the median and crashed into oncoming traffic.
The segment of I-494 in Plymouth currently has a grass median separating northbound and southbound
lanes. It is not slated to be improved by the Minnesota Department of Transportation until 2014 or later.
To improve safety along the road, city officials want a temporary cable median installed to prevent
median crossover accidents in the meantime.
"Too many people have lost their lives or suffered very serious injuries from which they've never
completely recovered. By installing a median barrier, we can prevent some of the most deadly accidents
in which vehicles cross the median and crash into oncoming traffic. We believe a median barrier will
help save lives," said Plymouth Police Chief Mike Goldstein.
City officials want state lawmakers to include funding for a heavy, cable -type median barrier in their
next bonding bill. In 2003, they funded a similar barrier in Maple Grove on I-94.
While the cable and post -type median barriers are relatively new and viewed as a temporary measure,
they can prevent crossover accidents. "The data we have so far shows that they are effective in
preventing crossover crashes because they can stop a vehicle from going into oncoming traffic,"
according to Bob O'Brien, law enforcement liaison and a traffic safety expert with the Minnesota
Department of Public Safety.
According to O'Brien, the main causes of traffic accidents are speeding and inattentiveness, aggressive
driving and following other vehicles too closely and drivers and passengers not wearing seat belts. He
notes that when drivers and passengers do not wear seat belts their chances of dying or being seriously
injured are much greater. "The best defense in a crash of any type is wearing a seat belt," O'Brien said.
Improving highway safety involves a combination of engineering, enforcement and education, O'Brien
added.
Plymouth City officials see a median barrier as an engineering improvement that will translate into a
major public safety improvement for people living and traveling through their community. "We feel
very strongly that a median barrier is needed on I-494 to improve highway safety in our community. A
barrier on this very highly traveled road will go a long way to saving lives " said Goldstein. He noted
that there were two crossover crashes in 2002 and three in 2003 on I-494 in Plymouth.
l-5-
Location of City of Plymouth News Conference
Rear Parking Lot of Sauer-Danfoss Co., 3500 Annapolis Lane, Plymouth
Topic: 1-494 Safety
Date & Time: Monday, October 18, 2004, 10 a.m.
From 1-494
■ From 1-494, exit at Co. Rd. 9.
■ Travel west on Co. Rd. 9 to the first stoplight (at Annapolis Ln.).
■ Go south on Annapolis Lane to 3500 building.
From Highway 55
■ Take Highway 55 to Fernbrook Lane.
■ Turn on 34th Ave. N. so you are traveling east.
■ 34th Ave. will turn into Annapolis Lane.
■ Go north on Annapolis Lane until you come to the 3500 building.
The press conference will be in the back parking lot of Sauer-Danfoss Company.
News Release
City of Plymouth
For Immediate Release
October 11, 2004
Sara Lynn Cwayna
763-509-5198
Plymouth Police and the Plymouth Crime and Fire Prevention Fund
Team Up to Prevent Auto Theft
The Plymouth Police Department has teamed up with the Plymouth Crime and Fire Prevention
Fund to help the community reduce the opportunity for auto theft to occur. Through a new
program, residents can purchase devices to lock their vehicle's steering columns to prevent car
thieves from driving away in it.
This bright red steering column lock installs quickly and easily on the steering wheel and prevents
the vehicle from being driven. The lock has an instant ratchet lock and two cross -point, high
security keys. It is made of heat-treated solid steel hooks for maximum durability and protection and
is vinyl coated to protect against damage to the car's interior. Two sizes of steering column locks
are available. The lock for standard vehicles is $10, and the one for SW's and trucks, is $13.
We have been able to purchase an anti -theft steering wheel locks, similar to and the same quality as
"Me Club," for a substantially reduced price. We will pass this cost savings on to the community,"
said Plymouth Police Sergeant Curtis Smith.
Two crimes that cut across the metro area are auto theft and theft from auto, according to Smith.
"Auto theft and theft from auto are crimes of opportunity," he said. Retail parking lots and parking
ramps, apartment communities and college areas are popular targets for criminals. "These areas
have a huge number of unattended vehicles, people generally do not know one another so there is
anonymity, and unfortunately, because of this, there is a good likelihood that the criminal will be
successful," Smith said.
I �
The steering column locks makes car thieves think twice. "The lock is bright red and its high
visibility deters thieves because it poses risk and reduces the likelihood of their success. Why would
a thief target a car with a lock on its steering wheel column when there are twenty more cars next to
it without it?" said Smith.
Residents wanting to purchase a steering column lock should call the Plymouth Police at 763-509-
5198 to reserve one. Once reserved, locks can be picked up on Monday through Friday, 8 a.m. -
4:30 p.m. at the Public Safety Building, 3400 Plymouth Boulevard.
Residents may also buy anti -theft locks to give to others. "They make a great gift for college
students, friends or family living in apartment communities, or for those that frequently park in a
ramp or garage," said Smith. Because using the lock may result in an insurance reduction, car
owners using them are encouraged to contact their agents. _
F:3
St. rtribune.com Close window
Last update: October 11,.2004 at 2:51 PM
SouthWest Metro hondred
Published October 13, 2004
SouthWest Metro Transit, the bus system that serves Eden Prairie, Chaska and Chanhassen, is one of the best transit systems in the
country.
That's according to the American Public Transportation Association, which gave SouthWest Metro its "Outstanding System of the
Year" award this week.
Len Simich, the system's executive director, traveled to the association's convention in Atlanta this week to accept the award. The
association gives out four such awards each year, with transit systems judged against others of similar size.
"Our goal was to be the premier transit provider in our class across the country," Simich said of the award. He said the system won the
award by paying attention to details -- "the equipment, the facilities we operate out of, the people we hire, the approach to customer
service we take."
There are a wide range of criteria for the award, and much is based on objective data like efficiency, maintenance and financial
statistics.
Judges also were impressed by the system's commitment to transit -oriented development. SouthWest Station in Eden Prairie, where
businesses and other amenities are built close to a large park-and-ride garage, opened last year. Another smaller transit -oriented
development is planned at Hwy. 101 and the new Hwy. 212 after that highway is completed.
SouthWest Metro Transit has been increasing ridership by 5 to 10 percent each year, Simich said. More people are using the bus to get
downtown and to other destinations such as the University of Minnesota and Normandale Community College.
[For
hnson, the mayor of Plymouth, was elected president of the League of Minnesota Cities at its annual convention in Duluth on
y.
next year, she will lead the group, which keeps municipal leaders informed and lobbies for cities' interests at the state Capitol.
On Saturday night, Eden Prairie's cemeteries will be as quiet as the grave
But it wasn't supposed to be that way. A cemetery walk, planned by the city's Recreation Department, was cancelled because almost
no one signed up for it.
Last year, more than 50 people registered for the elaborate event. This year, only a handful registered, well short of the minimum of
20 needed to cover the costs of hiring a bus and other arrangements.
Actors, recruited from the local community theater, were to dress up as the inhabitants of Eden Prairie's two oldest cemeteries,
Pleasant Hill Cemetery and Eden Prairie Cemetery.
Standing near their gravestones, they were to talk about these citizens' roles in Eden Prairie's early history.
Recreation coordinator Sandy Werts said one reason for the lack of interest may be a change of policy at Eden Prairie Schools. The
city is no longer allowed to use the schools to distribute flyers about upcoming events, and that has hurt registration for some
recreation activities, she said.
Ben Steverinan is at 612-673-7168 and bsteverman wstartribune.con�
0 Copyright 2004 Star Tribune. All rights reserved.
u
United States Attorney
NEWS RELEASE
District of Minnesota 1 `t J�
Contact. Thomas B. Hcffelfinger, United States Attorney (612) 664-5600
Karen Bailey, Modia Coordinator (612) 664-5610
FOR IMMEDIATE RELEASE
Thursday, October 14, 2004
Minneapolis - The north Minneapolis building owned by John Alton Larson and Melvyn
James Robins allegedly housed more than just a home and business: security company. As business
was being conducted upstairs, downstairs in the basement of the Lowry Avenue property, Larson
and Robins were allegedly growing over 1,000 marijuana plants.
Today, Larson, Robins and anotherman allegedly running amanjuana distribution operation
in the Minneapolis area were indicted by a federal grand jury
John Alton Larson, age 50, from Golden Valley, Melvyn James Robins, age 61, from Maple
Grove, and Ronald Zapata Martinez, age 36, from Minneapolis, were charged with conspiring to
manufacture, possess with the intent to distribute, and aid and abet the distribution of marijuana.
According to a criminal complaint filed in the case, in late September 2004, police executed
a search warrant at a Lowry Avenue North building and warehouse owned by Larson and Robins' -
property management company. The property is the location for Centurion Systems, a home and
business security company. During the search, officers seized over 600 marijuana plants from the
basement of the building and more than 400 marijuana plants from a nearby building owned by
Larson.
During the course of an investigation into Larson's alleged marijuana operation, search
warrants were also executed at Larson's Golden Valley, MN home and on property owned by
Larson at Gull Lake in Nissaw, MN and Wakefield, MI.
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News Release - Larson et al. - Page 2
During a search of Larson's home, police discovered a substantial grow operation in the
basement of the residence and seized 202 marijuana plants. The basement also contained numerous
items of drug trafficking paraphernalia including scales, tupperware containing loose marijuana, pre -
rolled marijuana cigarettes, and alleged drug notes. Police also seized 14 shots guns, rifles, and
handguns from a large safe and thousands of rounds of ammunition from areas in the residence, the
complaint alleges.
During a search of Larson's Gull Lake property, officers seized, among other things, drug
notes, ammunition, and baggies of marijuana_ A search of the Wakefield, MI property owned by
Larson also uncovered about 100 marijuana plants growing in the house and about 50 plants on the
property, according to the criminal complaint.
If convicted on all counts, the defendants each face a mandatory minimum of ten years in
prison. Any sentences would be determined by a judge.
The case is the result of an investigation by the Golden 'Valley Police Department, the
Northwest Metro Drug Task Force, and the Drug Enforcement Administration. ,Assistant United
States Attorney Tom Hollenhorst is prosecuting the case.
Z I
Criminal indictments are only charges and not evidence ofguilt. A defendant ispresumed to be innocent
FIRE -RESCUE INCIDENT OF INTEREST
DATE: 10/13/04 TIME: 2:03 a.m. ADDRESS: 2705 Annapolis La.
DETAIIS: A -water flow alarm alerted the Department to a working fire at the McDonalds
restaurant. `Upon arrival, Plymouth Chief I(Mine) reported smoke showing from side A B of the
single, story , restaurant. Engine ;11 (D. Carlson, Weldon, Elliott, Perbix) and Chief 2 (Hurr)
Is ecured a water'supply and advanced a''hand line ;into the structure. The -fire "sprinkler system
� controlled the fire until final extinguishment by fire department personnel.
11 (Specken,Byenson,, K. Carlson; B Fasd_ completed the ventilation
wand 1addring assignment. f�;:':
Y ;M k
.. �<.� -her = ,
.. -40 ! �
%l lymouth `fire personnel responded to this incident (on -scene ,and ,stand-by) There
ereno civilian or firefighter injures
t , . ' }The fire is under investigation by the ViRl rmt_,_�
Plymouth Police Department.
r
RESPONSE TIME: 9 minutes @ '`-' y"
}' . ,rt.'
FIRE ORIGIN/CAUSE: Intentionally set fire.
ESTIMATED FIRE LOSS: $10,000
P.F.D. RESPONDING UNITS: ASSISTING AGENCIES:
Engine Companies: E-11 EMS: No
Ladder. Companies: TW -11,L -31,A-21, Red Cross: No
>, x
Support Units �' Salvation Army: No
` Rescue Companies: R-212 R-31 Public Works: No
Chief Officers: C-1, C-22 C-21, C-31 State FM: No
Mutual Aid:
1L lywVLLI11 J.JVLLLli VCLLl►
Plymouth Minnesota 55447
763-509-5120
^:FIRE -RESCUE
FIRE -RESCUE INCIDENT OF INTEREST
DATE: 10/13/04 TIME: 2:03 a.m. ADDRESS: 2705 Annapolis La.
DETAIIS: A -water flow alarm alerted the Department to a working fire at the McDonalds
restaurant. `Upon arrival, Plymouth Chief I(Mine) reported smoke showing from side A B of the
single, story , restaurant. Engine ;11 (D. Carlson, Weldon, Elliott, Perbix) and Chief 2 (Hurr)
Is ecured a water'supply and advanced a''hand line ;into the structure. The -fire "sprinkler system
� controlled the fire until final extinguishment by fire department personnel.
11 (Specken,Byenson,, K. Carlson; B Fasd_ completed the ventilation
wand 1addring assignment. f�;:':
Y ;M k
.. �<.� -her = ,
.. -40 ! �
%l lymouth `fire personnel responded to this incident (on -scene ,and ,stand-by) There
ereno civilian or firefighter injures
t , . ' }The fire is under investigation by the ViRl rmt_,_�
Plymouth Police Department.
r
RESPONSE TIME: 9 minutes @ '`-' y"
}' . ,rt.'
FIRE ORIGIN/CAUSE: Intentionally set fire.
ESTIMATED FIRE LOSS: $10,000
P.F.D. RESPONDING UNITS: ASSISTING AGENCIES:
Engine Companies: E-11 EMS: No
Ladder. Companies: TW -11,L -31,A-21, Red Cross: No
>, x
Support Units �' Salvation Army: No
` Rescue Companies: R-212 R-31 Public Works: No
Chief Officers: C-1, C-22 C-21, C-31 State FM: No
Mutual Aid:
01.1
`Ply outh, Minnesota 55447.
763-509-5120
.F -IRE -RESCUE 1
FHU RESCUE INCIDENT OF INTEREST
DATE:, 10/11/04 TIME: 2:52 p.m. ADDRESS: Fembrook & Dallas La.
DETAILS: A two -vehicle personal injury accident was reported to the Department
that required the extrication of one-.099y,pant from her vehicle. Duty. Crew Engine
�31(Nordby, Tomczyk," Magy, _ Rausch�Stnrr) were assigned to remove <the driver
dooand :prepare for ;a possible dash roll -up to free the victim's feet Captain 1
�a Q,
iF.VP.t1CAtli Anf� �'antainT7 liar ol��ljan
''S:
es:E-31 EMS: Yes (x2)
)mpames•Red Cross: No "
(nits _ '-
r. Salvation Army: No
)mpanies: R-1 IR-31 = -__ z Public Works:No
kers CM60.nuu
-1, C-2 0-7 State FM No "
�w
td:
DATE: 10/09/04
3400 Plymouth Boulevard
Plymouth, Minnesota 55447
763-509-5120
FIR&RESCUE INCIDENT OF INTEREST
TIME: 9:18 p.m. ADDRESS: 4855 Deerwood La.
DETAILS: A resident attempting to start a grill with gasoline was the cause of a dwelling fire on
October 9 * First arriving Aerial 21 (Altman, Baker, Deakins, Ganje, Sjaarda) found fire in an
exterior wall with extension into the dwelling unit and adjacent home furnishings. A handline was
advancedand the wall opened -up. to extinguish the fire. Positive pressure ventilation cleared the
dwelling of smoke
The remaining portion of the l t alarm assignment diverted to a reported apartment fire.
The fire was placed under control 10 minutes following fire department arrival.,
s is 4ir
Thirty Plymouth fire personnel responded to this incident (on -scene and stand-by). There were no
civilian or -firefighter -injuries.
RESPONSE TIME: 12 minutes.
FIRE ORIGIN/CAUSE: Improper use of flammable liquid.
ESTIMATED FIRE LOSS: $10,000
P.F.D. RESPONDING UNITS: ASSISTING AGENCIES:
Engine Companies: E-11, E-31 EMS: Yes
Ladder Companies: TW -11,A -21,L-31 Red Cross: No
Support Units: R-31
Salvation Army: No
Rescue Companies: R-11 Public Works: No
Chief Officers: C-31 State FM: No
Mutual Aid:
SECTOR OFFICERS: Captain Scofield (Command).
� •.art 2- J
FIRE -RESCUE
DATE: 10/09/04
ti s '7s1 +aw''t.=
K "� �PLYMOUTHFIRE � ,
AKDEPARTMENT
3400 Plymouth Boulevard
Plymouth, Minnesota 55447
763-509-5120
FIRE -RESCUE INCIDENT OF INTEREST
TIME: 9:32 p.m. ADDRESS: 3305 Harbor La.
DETAILS: A second floor apartment fire was reported at the Regency Pointe Apartments -
Responding units had been diverted from a house fire and reported heavy smoke conditions on the
second floor upon arrival.
Captain 31 (Hendrickson) and the crew from Ladder 31 (Cooper, Evans, -Peterson) advanced a
handline`into the fire apartment for extinguishment. "Command" .was transferred to :Firefighter-.
(Ff.) W. Hebert.
Engine 11 and Tower '11 were in the process of completing a "split-lay",when the fire was placed
under control l l minutes following fire department arrival. S.
e x
Thirty Plymouth -fire personnel responded to this incident (on -scene and stand-by).' .There were no
civilian or firefighter injuries.
RESPONSE TIME: 7 minutes.
FIRE ORIGIN/CAUSE: Combustible material left on top of operating stovetop.-,
ESTIMATED FIRE LOSS: $5,000
P.F.D. RESPONDING UNITS: ASSISTING AGENCIES:
Engine Companies: E-11, E-31 EMS: Yes
Ladder Companies: - TW=11, L-31 Red Cross: No
SupportUnits Salvation Army:,_No
Rescue Companies: ` R41_, R-31 Public Works: No '
Chief Officers: C-31 State FM: No
Mutual Aid:
City of Plymouth
Report for September, 2004
During the month of September, 2004, the Police Department
initiated 4,985 events. Included in those calls were 215 Part I & II
crimes, which are broken down in the following chart. There were
also 1,100 traffic citations and 91 accidents which are broken down
in the last two pages. The remainder of the calls are classified as
"9000" calls were are various ordinance violation and service calls,
such as medicals, alarm calls, noise violations, and animal calls.
Crime
#
Assault
18
2nd degree - 2
Yd degree - 1
5`h degree - 8
domestic - 7
Attempt to Evade Taxation
1
Burglary
21
Apartment - 3
Business - 10
Garage - 4
Home - 2
Storage locker - 2
Attempt (no entry made) - 0
Crime against family
2
Criminal Sexual Conduct
3
Disorderly conduct
8
Drugs
14
Marijuana - 8
Cocaine - 1
Ecstasy - 1
Methamphetamine - 1
Paraphernalia - 2
Prescription - 1
DWI
17
Underage drinking & driving (18-21)
2
Underage drinking & driving
1
(under 18)
Forgery.
5
Harassment
8
FM
7
Crime
##
Hit & run accidents
13
Juvenile alcohol offense
4
Juvenile curfew
1
Juvenile runaway
5
Furnishing liquor to underage
(compliance check violation)
4
Liquor/underage consumption/possess
1
Obscenity/indecent exposure
1
Possession stolen property
1
Property damage
26
Robbery
2
Tampering with motor vehicle
4
Terroristic threats
2
Theft
General - 38
Gas no pay - 17
Employee - 3
Items from motor vehicle - 18
Parts from motor vehicle - 13
Identity - 3
Shoplifting - 12
By check - 1
By fraud/swindle - 7
Traffic/other (Canc IPS)
1
Vehicle theft
7
Violation order for protection (OFP)
7
�'T
During the period September.2004, the department arrested
[booked, tab charged, or cited] 62 adults and 40 juveniles. This
does not include individuals charged later, after investigations, by
formal complaint. The breakdown is:
ADULTS:
Offense
#
Assault
8
Driving after cancellation (gross)
1
Drugs
12
DWI
17
Underage drinking & driving
2
Liquor/underage consumption
8
Possession stolen property
1
Property damage
1
Theft
7
Violation OFP
3
Warrant
2
JUVENILES:
Offense
#
Assault
5
Disorderly conduct
7
Juvenile alcohol offense
14
Drugs/paraphernalia
3
Juvenile curfew
1
Juvenile runaway
1
Leaving scene of accident (hit & run)
1
Terroristic threats
1
Theft
6
Underage drinking & driving
1
we
TRAFFIC - Also during the period, the department wrote 1,100 traffic citations
broken down as follows:
Offense
#
Speeding
458
Careless / Reckless Driving
5
Disobey Signs & Signals
25
Stop Sign Violation
68
Improper Passing
16
Improper Turning
11
Improper Lane Usage/Wrong Way/HOV
5
Fail to Yield
9
Following Too Closely
1
Improper or No Signal
0
Open Bottle
1
Defective or Improper Equipment
12
Inattentive Driving
15
Other Hazardous violation
1
School Bus Stop Arm Violation
5
TOTAL HAZARDOUS MOVING
632
Fire Lane/Fire Hydrant
26
Other Parking (includes 2 to 5 ban)
130
Handicapped Parking
5
Junk/Abandoned Vehicle
0
Other Non -Moving Violations
1
TOTAL NON-MOVING
162
Driving after suspension/cancellation/
revocation
85
No MN driver's license
11
Other DL violations
19
Improper Registration
62
Motorcycle Requirements
0
Overwidth / Overweight
1
Leaky Load
0
Seat Belt
27
Child Restraints
1
No Insurance
100
Crosswalk/Fail to Yield to Pedestrian
0
TOTAL NON -HAZARDOUS MOVING
306
a'j
There were also 91 Traffic Accidents during the period broken-down as:
Type
#
Fatal Motor Vehicle Accident
0
Personal Injury Accident
10
Property Damage Accident
81
TOTAL
91
30
DATE: October 14, 2004
TO: L ne Ahrens, City Manager
FROM: aniel L. Faulkner, P.E., City Engineer
SUBJECT: NEIGHBORHOOD TRAFFIC CALMING PROGRAM
Attached is a memo from former Traffic Engineer, Carla Stueve, dated January 14, 2004,
which I thought was put into a CIM, but I couldn't verify that. The memo summarizes
the Neighborhood Traffic Calming Program efforts and results through 2002 and into
2003. Since the process involved with this program can take up to two years, her memo
is entitled 2002 Summary since some of the 2003 requests are still in progress. There is
one request from 2002, 12'h Avenue east of County Road 101, which required follow-up
in 2004, and that process is currently underway.
Ross Beckwith and I will now be following up on any of the outstanding 2003 requests
that need additional action as well as addressing the 2004 requests which we have
received, and many are underway. While there is somewhat of a backlog of
neighborhood requests due in part to the difficulty in filling the vacant Traffic Engineer
position, vacant since mid-February, we will now be able to put additional staff effort
into the Traffic Calming Program with our reorganized Engineering Division. We will
have an update of the status of the Neighborhood Traffic Calming Program prepared in
January 2005.
attachment
cc: Anne Hurlburt
Ross A. Beckwith
31
O:\Fsgineering\GENERAUTraffic\TmPFcCalming\TrafficCalming_Oct_l4 2004_D=F.doc
DATE: January 14, 2004
TO: Dan Faulkner, Director of Public Works
FROM: Carla Stueve, Traffic Engineer
SUBJECT: NEIGHBORHOOD TRAFFIC CALMING PROGRAM — 2002 SUMMARY
In July 2002, the City began it's first Neighborhood Traffic Calming Program (NTCP) to address
traffic concerns from residents throughout the City. The program is intended to address traffic
concerns on residential roadways, including excessive vehicle speeds, high volumes of non -local
traffic, and the potential for vehicle crashes in residential neighborhoods. The NTCP is designed
to address traffic concerns by using education, enforcement and engineering efforts, in a
systematic two-phase process.
In 2002, twenty-eight residents inquired about the program. As a first step, a Traffic Study
Request Form is sent to the resident attached to a letter explaining the program. The resident is
asked to fill out the form and send it back, or they can electronically send a request with the form
that is provided on the City's website. Once a completed form is received by the City, the
necessary data is collected to process their request. Twenty completed forms were received in
2002 from residents requesting a traffic study. The following table shows what action was
completed for those 20 studies:
Number of Studies
Action Taken
Additional Efforts
7
None
--
6
Enforcement/Speed Trailer
4 — Neighborhood Safety Newsletters
3 — Speed limit signing
1 — Painted centerline & shoulder area
1 — Minor street stop sign
2
No Outlet Signs
None
2
All -Way Stop
Sight Line Clearance
2
Speed Limit reduction to 25 mph
None
1
Temporary turn restriction
None
SUBJECT; NEIGHBORHOOD TRAFFIC CALMING PROGRAM — 2002 SUMMARY
Page 2
As shown, data collected for seven of the studies did not support the concerns of the residents or
it was determined that the solution was beyond the control of the City. Those residents were sent
a letter explaining the findings, and no further analysis was completed. Thirteen studies entered
into Phase I of the NTCR Of these thirteen studies, eight were resolved with enforcement and
educational efforts including police enforcement, use of the speed trailer, signing, and speed limit
reduction. These studies did not' require additional action. Follow-up analysis was completed
for four of the studies that warranted continuation in the program, and one study is scheduled to
be re -analyzed next spring to determine the effects of the educational and enforcement efforts.
The roadways that included follow-up analysis included:
• Ferndale Road, south of County Road 6
• 53`d Avenue between Larch and Zachary Lane
• Brockton Lane, south of County Road 24
• 22nd Avenue between Vicksburg and Dunkirk Lane
• 12`h Avenue east of County Road 101 (follow-up to be completed in 2004)
Ferndale Road, south of County Road 6, is classified as a minor collector roadway, with a posted
speed limit of 30 mph. This roadway carries approximately 4,500 vehicles per day, which is
twice the volume typically found on minor collector roadways. Based on the traffic volumes,
this roadway is functioning more like a major collector roadway, which means it's handling more
through traffic and less local traffic. To help reduce traffic speeds on this roadway, the City
initially proceeded with additional police enforcement and use of the speed trailer. However,
additional educational efforts were not pursued due to the large percentage of non -local traffic
using this roadway and the difficulty in communicating with the through vehicles regularly using
this roadway. These efforts resulted in a minimal long-term effect on the overall traffic speeds.
Based on the design of the NTCP, the City would typically suggest continuing into Phase II of
the program at this time. However, the NTCP is intended to address traffic concerns on low-
volume neighborhood streets. Based on the current traffic volumes, Ferndale Road does not fit
this description. For example, one traffic calming tool used in Phase II of the program is the
installation of speed humps. Based on the City's criteria, speed humps should not be installed on
roadways with an ADT over 1,500 vehicles per day. The daily volume found on Ferndale Road
is three times that amount. Therefore, due to the higher traffic volumes and current use of this
roadway, it was determined that an engineering solution to reduce traffic speeds on Ferndale
Road is not feasible at this time, and that the NTCP is not designed to address traffic issues on
this roadway.
53'd Avenue between Larch and Zachary Lane is classified as a minor collector roadway, with a
posted speed limit of 30 mph. The 85`' percentile speed on this roadway was 34 mph. To reduce
speeds on this roadway, the following Phase I efforts were suggested: additional police
enforcement, use of the speed trailer, and a Neighborhood Traffic Safety Newsletter that was sent
to the neighborhood. Based on the results of these efforts, the 85`h percentile speed dropped from
34 to 33 mph. In addition, the percentage of drivers traveling in the 0-30 mph range increased
from 64% to 68%, which reduced the percentage of drivers traveling in the higher speed ranges.
According to Phase II of or traffic calming program, devices that structurally change the roadway
may be considered if 50% of the motorists exceed 30 mph and/or 30% exceed 35 mph. Based on
3 3 O:\Engineering\GENERAL\Trafc\TnfficCalming\2002MCPRcvi,--.%4 ,doc
SUBJECT: NEIGHBORHOOD TRAFFIC CALMING PROGRAM - 2002 SUMMARY
Page 3
the results of the follow-up study, this roadway did not meet the criteria to continue on to Phase
II of the program. A letter was sent to the resident with these results.
Brockton Lane, south of County Road 24 is classified as a local street, with a posted speed limit
of 30 mph. The 85th percentile speed on this roadway was 37 mph. To help reduce speed on this
roadway, the following Phase I enforcement and educational efforts were used: additional police
enforcement, use of the speed trailer, and a Neighborhood Traffic Safety Newsletter. Based on
the results of these efforts, the 85th percentile speed dropped from 37 to 36 mph. In addition, the
percentage of drivers traveling in the 0-30 mph range increased from 30% to 58%, which
reduced the percentage of drivers traveling in the higher speed ranges (>35 mph) from 22% to
18%. Based on the results of the follow-up study, this roadway also did not meet the criteria to
continue on to Phase II of the program. This information was relayed to the resident.
22"d Avenue between Vicksburg and Dunkirk Lane is classified as a minor collector roadway,
with a speed limit of 30 mph. The 85th percentile speed on this roadway was 38 mph. To help
reduce speed on this roadway, the following Phase I efforts were implemented: additional police
enforcement, use of the speed trailer, Neighborhood Traffic Safety Newsletter, speed limit
signing, and pavement markings including a centerline and shoulder area. Based on the results
of these efforts, the 85th percentile speed dropped from 38 to 32 mph. In addition, the percentage
of drivers traveling in the 0-30 mph range increased from 35% to 74%, which reduced the
percentage of drivers traveling in the higher speed ranges (>35 mph) from 29% to 3%.
Overall, the NTCP has been effective in addressing traffic concerns in residential neighborhoods.
The best results were found on 22nd Avenue, where, in addition to the enforcement and
educational efforts used in other neighborhoods, a center line and shoulder area was painted to
visually reduce the width of the roadway. This appears to have made the biggest impact, with the
85th percentile speed reduced from 38 to 32 mph. There has been positive feedback from the
majority of residents interested in the program. As I previously mentioned, we will be
completing a follow-up study on 12th Avenue in the spring 2004 to determine the effect that
educational and enforcement efforts had on that roadway. This will complete the analysis for the
2002 requested studies. There were 52 inquires for the NTCP in 2003, with 37 study request
forms completed. We are well into efforts to reduce speeds on these roadways and improve
overall safety in those neighborhoods.
34- O:\Fngioeering\GENERAUTraffic\TratricCalming\2002NTCPRev-kwMcmo.doc
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elm creek
Watershed Management Commission
ADMINISTRATIVE OFFICE
3235 Fernbrook Lane
Plymouth, MN 55447
PH: 763.553.1144
FAX: 763.553.9326
E-mail: judierpiass.biz
MINUTES
September 8, 2004
TECHNICAL OFFICE
Hennepin County, DES
417 North 5^ Street
Minneapolis, MN 55401-1397
PH: 612.596.1171
FAX: 612.348.8532
E-mail: Ali.Durgunoglu@co.hennepin.mn.us
I. The regular monthly meeting of the Elm Creek Watershed Management Commission was called to order at 11:37 a.m.,
Wednesday, September 8, 2004, in the Engineering Conference Room, Maple Grove City Hall, 12800 Arbor Lakes Parkway,
Maple Grove, MN, by Chairman Jim Merickel.
Present were: Deric Deuschle, Champlin; Elwyn Manthei, Corcoran; Danny Nadeau, Hassan; Jim Merickel, Maple
Grove; Fred Moore, Plymouth; Ali Durgunoglu, Hennepin County Department of Environmental Services (HOES); John Barten,
Three Rivers Park District; and Judie Anderson, Executive Secretary. Also present was Rick Lestina, Maple Grove.
H. Approve Agenda. Motion by Moore, second by Deuschle to approve the revised agenda. Motion carried.
III. Consent Agenda. Motion by Moore, second by Nadeau to approve the Consent Agenda:
A. Minutes of August meeting.
B. Treasurer's Report and claims.
C. Release of remaining replacement and monitoring sureties for 2000-001 Lake Jubert Estates, Corcoran.
(See VI.B. below.)
D. Resolution 2004-04 Setting a Policy for Wetland Banking—
Motion
Motion carried.
IV. Action Items.
A. 2004-22 Meadow Creek Estates, Corcoran. This is a 100 -acre parcel at the northwest corner of CR 19 and
Tessmer Road. The applicant proposes to develop approximately 25 acres into 11 single-family residential lots, 50 acres as a
single lot and the remaining 25 acres as an outlot. There will be 4,600 SF. of wetland fill associated with an access road needed
for the site. A wetland replacement plan and grading/erosion control plan were received and noticed per WCA requirements.
In June the Commission approved the wetland replacement plan and site plans with conditions. Revised plans were received
on July 28 and approved by Staff. Findings dated August 31, 2004 were included in the packet. Staff recommended the
Commission establish wetland replacement plan sureties in the amount of $5,000 (letter of credit or cash) for construction and
$7,500 cash for monitoring. Motion by Moore, second by Deuschle to approve the recommendation of Staff. Motion carried -
B. 2004-28 Dayspring Estates, Hassan. This site is located approximately one mile north of CR 117, on Trail
Haven Road. A wetland delineation was received late last fall (#2003-04) for review and approval. Staff noticed approval
of the wetland delineation report in July. Revisions to the plans were received July 27 and found to be unacceptable. A letter
to that effect was sent on August 11 and a copy was included in the meeting packet. Staff has been in contact with the project
engineer but has not received the revisions requested. Motion by Moore, second by Merickel to deny approval of this project
unless the Commission receives a written request from the applicant to extend the review time to a date beyond the date of the
Commission's October meeting (October 13, 2004) Motion carried.
C. 2004-046 Maple Creek Restoration, Maple Grove- The City is proposing to regrade, armor and restore
sections of Maple Creek between CR 10 and Elm Creek. Since this appears to be an amendment to the City's approved stormwater
management plan, Staff has asked for a formal request from the City to review the overall Maple Creek Drainage Study. Lestina
will make this request on behalf of the City.
D. 2004-047 Reimer Property, Rogers. This site is located south of 129 Street, west of Main Street. Staff
reviewed and approved the revised stormwater and the erosion control plans per the Commission's August 11, 2004 directives -
[Copies of Staff Findings dated August 25, 2004 and the wetland comment letters were included in the packet. Durgunoglu emailed
CHAMPLIN - CORCORAN - DAYTON - HASSAN - MAPLE GROVE - MEDINA - PLYMOUTH - ROGERS
38
Minutes elm creek Watershed Management Commission
September 8, 2004
page 2
the final Findings dated August 26, 2004 to the Commissioners following the meeting.] No action by the Commission is required.
This item will be removed from the agenda.
E. 2004-012 Territorial View 2nd Addition, Rogers. This is a 14.5 -acre residential subdivision in south Rogers,
along the Territorial Road (CR 116). The initial review deadline was August 2, 2004 for which the applicant requested a 60 -day
extension. Revised plans were received August 30,2004. In their Findings dated September 7, 2004 Staff found that all issues
outlined in their previous findings had been addressed and recommended approval of the revised stormwater management and
erosion control plans. Motion by Moore, second by Merickel to approve Staff recommendations. Motion carried. This item will
be removed from the agenda.
V. New Business.
A. Second Generation Watershed Management Plan. Anderson reported that the Board of Water and Soil
Resources (BWSR) anticipates acting on the Commission's plan at their October or November meeting.
1. Watershed Boundaries. Anderson will follow up with the surveyor.
2. A Basics Workshop for Newcomers will be conducted after the Management Plan is adopted.
Anderson will create a Commissioner handbook — what is in plan, what are its requirements, what are changes from old plan,
what is a commission, why does it exist
B. Elm Creek Channel Study. Staffs May 11, 2004 memo outlined the proposed study. Staff is analyzing the
data prior to meeting with the Technical Advisory Committee (TAC). Barten reported that Three Rivers Parks has included
funding for the study in its 2005 budget. He advised the Commission to request financial assistance by April of next year.
C. Fee Schedule. Staff will review and bring back recommendations for revising the current schedule. The
Commissioners requested the Staff attorney, to prepare a memo re revisions to MN Stat. 462.353 and 462.358 requiring a nexus
between the Commission's fees and its costs to review applications.
D. Wetland Policy. Staff prepared a memo discussing wetland assessment tools. In it Staff recommends the
Commission adopt MnRAM Version 3.0 and its updates as the acceptable wetland evaluation method. Motion by Deuschle, second
by Merickel directing Staff to prepare a resolution adopting MnRAM 3.0, its updates, and Commission -approved equivalents for
all functions and values assessments for wetlands within the watershed. Motion carried.
VI. Project Reviews.
A. 98-076 Ebert Homestead, Corcoran. Staff received an application for the Deposit of Wetland Credits for
Banking and forwarded it to BWSR with signed copies of the revised Technical Evaluation Panel (TEP) report that certified the
credits for banking. Staff is working with the applicant and BWSR to complete the file.
B. 2000-001 Lake Jubert Estates, Corcoran. The new buffer and conservation easement signs were installed
on August 9, 2004. Staff inspected the site with the developer's agent and determined that the signs were installed at their
designated locations and meet the requirements of the City and the Commission. Staff findings and recommendations were
included in the meeting packet. Staff recommended approving the conservation easement signs, terminating the wetland -
monitoring program, and releasing the financial sureties. This approval was granted as part of the consent agenda above. This
item will be removed from the agenda.
C. 2003-053 Richard Weber WCA Violation, Hassan. The Webers filled approximately four acres of wetlands
in five basins on their farmed property along Tilton Trail just north of CR 117. They applied for an after -the -fact agricultural
exemption for filling up to two acres of type -2 wetlands and unlimited amount of type -1 wetlands on the parcel. A TEP was
called and determined that the Webers are eligible for an exemption on two of the smaller basins. Three of the other basins are
type 3 wetlands that must be restored or mitigated. The Commission approved the TEP findings at -their December 2003
meeting. Two meeting were held in August with the Webers and the Hennepin Conservation District (HCD) to discuss available
options.. The Webers decided to restore all the wetlands on the parcel. The HCD will draft a restoration plan for the DNR to
issue. Staff will continue to assist the parties as needed.
D. 2004-01 Three Rivers Estates, Hassan. This is a 144 -acre site located in the northwest quadrant of the
intersection of Bechtold Road and CR 117. The applicant proposes to develop 33 single-family residential lots on the site. The
site plans were approved at the Commission's June 2004 meeting. A wetland banking/mitigation site is also proposed. The
applicant is working with the Township to address the wetland plans and how they will proceed. The Township may use them
for mitigation on the Northdale Boulevard./James Road project.
CHAMPLIN-CORCORAN- DAYTON -HASSAN- MAPLE GROVE -MEDINA- PLYMOUTH -ROGERS
'3ff
Minutes elm creek Watershed Management Commission
September 8, 2004
page 3
E. 2004-08 Bell Tower West— LandCor Financial Center, Maple Grove. Staff findings dated June 25, 2004
recommended approval of the project based on revision erosion control and plans ands the City's plans to retrofit the retention
pond outlet by August 31, 2004. Staff has received signed revised plans that addressed the requested revisions. The Commission
approved this project at their July 2004 meeting. Staff will inquire of the City whether the necessary modifications have been
made.
F. 2004-020 CSAH 10 Construction, Maple Grove. The erosion and sediment control plan has been approved.
A copy of the August 17, 2004 letter sent to the County was enclosed in the meeting packet. This item will be removed from
the agenda.
G. 2004-30 Old Rockford Road Town Office, Plymouth. Complete plans are not received.
H. 2004-037 Roger Masica Greenhouse, Corcoran. This is a request to improve and expand a small
nursery/greenhouse facility near the corner of County Roads 30 and 117 in Corcoran. The delineation and site plans were
administratively approved and noticed by Staff. The finding and decision were enclosed in the meeting packet. This item will
be removed from the agenda.
I. 2004-038 Speak the Word Church, Plymouth. This is an application to construct a berm along CR 101. It
is part of the grading plan for a future church site. Staff has not received a request from the City to review this site plan.
J. 2004-039 Mill Pond Townhomes, Champlin. This is a five -acre vacant parcel adjacent to the Mill Pond
proposed for 20 detached townhomes. The Mill Pond is a Critical Lake Drainage Basin triggering water rate and quality
controls. The proposed development will also be reviewed for wetland and floodplain impacts and erosion and sediment
controls. Plans received do not meet the Commissions requirements. A written request extending the deadline to October 25,
2004, was received August 26, 2004.
K. 2004-040 Diamond Lake Woods (formerly 2000-013 Patrick Dewing), Dayton. Staffprovided preliminary
review and comment to the City of Dayton on the concept subdivision of the Dewing parcel. Issues pertaining to floodplams,
wetlands, shoreland setbacks and stormwater treatment must be addressed. This project is on hold until the City requests a
review.
L. 2004-041 Windmill Ponds, Wenner Pond Excavation, Corcoran. This is a pond excavation request in the
Windmill Ponds Subdivision near CR 117. Staff has reviewed the application and issued a pond excavation permit (included
in the packet). This item will be removed from the agenda.
M. 2004-042 Northdale Boulevard/James Road Utility Project, Hassan. This is a request for a wetland
exemption to fill an old mined area on the Rick Berquist property between the north terminus of James Road and Highway 101.
A TEP was held on site and Staff gave administrative approval for the exemption request. An incomplete wetland replacement
plan application was received August 19, 2004. No further information has been received.
N. 2004-043 Bridgewater -Charles Cudd, Medina. No information.
O. 2004-048 Rogers Professional Building, Rogers. This is a 0.75 -acre lot development on John Milless Drive.
Staff received the lot plan and fee, but the City has not requested a plan review yet. Staff contacted the City for direction.
VII. Other Business.
VIII. Adjournment. There being no further business, motion by Nadeau, second by Manthei to adjourn. Motion carried.
The meeting was adjourned at 12:36 p.m.
Respectfully submitted,
Judie A. Anderson
Executive Secretary
JAA:tim
JAEIm CreekuvleetingsO4kSeptemberminutes_v6pd
CHAMPLIN - CORCORAN - DAYTON - HASSAN - MAPLE GROVE - MEDINA - PLYMOUTH - ROGERS
E40
SHINGLE CREEK WATERSHED MANAGEMENT COMMISSION
3235 Fembrook Lane • Plymouth, MN 55447
Telephone (763) 553-1144 • FAX (763) 553-9326
MINUTES
September 9, 2004
A meeting of the Shingle Creek Watershed Management Commission was called to order by Chairman Mark Hanson on
Thursday, September 9, 2004, at 12:45 p.m., at Lancer at Edinburgh, 8700 Edinbrook Crossing, Brooklyn Park, MN.
Present were: Amy Luesebrink, Brooklyn Center; Tina Carstens, Brooklyn Park; Greg Gappa, Crystal; Karen Jaeger,
Maple Grove; Craig Cooper, Minneapolis; Mark Hanson, New Hope; Peter Abbey, Osseo; Ned Carroll,
Plymouth; Wayne Sicora, Robbinsdale; Charlie LeFevere, Kennedy & Graven; Joe Bischoff and Ed
Matthiesen, Wenck Associates, Inc.; and Judie Anderson, JASS.
Also present: John Harlow, Brooklyn Center; Kevin Anderson, Brooklyn Park; Tom Mathisen and Brenda Asmus,
Crystal; Tara Mugane, Minneapolis; Ron Quanbeck, Plymouth; Richard McCoy, Robbinsdale; JoAnne
Barrows, Ceil Carlson, Frank Huelskamp, Marcia Mountain, Robert Schroeder and Sherry Schroeder,
Shingle Creek Runs Thru Us First; and Luke Sicora, Robbinsdale.
I. Motion by Cooper, second by Abbey to approve the Agenda. Motion carried.
II. Motion by Carstens, second by Abbey to approve the minutes of the August meeting of the Commission. Motion
carried, Hanson abstaining.
III. Motion by Cooper, second by Carstens to approve the Treasurer's Report. Motion carried.
IV. Motion by Gappa, second by Cooper to approve the claims presented. Claims totaling $30,826.42 were approved
by roll call vote: ayes - Luesebrink, Carstens, Gappa, Jaeger, Cooper, Hanson, Abbey, Carroll, and Sicora; nays - none.
V. Communications.
A. August Communications Log. No action required.
B. Email re cleanup/maintenance of the creek near the Mallard Creek Townhomes. Information only.
C. Materials for September 23, 2004 meeting of Minneapolis Water Quality Monitoring Task Force -
Abbey will attend this meeting.
VI. Water Quality.
A. The Water Quality Plan (WQP) is complete except for the implementation section. The City of Plymouth
will schedule a meeting of the cities to receive input on the proposed Capital Improvement Program (CIP) and related funding
mechanisms.
B. Draft Chloride TMDL Report. Bischoff provided a PowerPoint update. Included in the meeting packet
were his responses to comments from MPCA, EPA and MnDOT. Related capital improvements will be included in the
budget process. A stakeholders meeting will be scheduled and a policy group established.
C. Wenck's memo dated September 2, 2004, outlined the status of the Shingle Creek Corridor Study. About
seven days of field work remain. A second Technical Advisory Committee (TAC) and the first public meeting will be
scheduled for November or December. A draft plan and CIP are anticipated in January 2005. Matthiesen stated that several
hundred thousand dollars will probably be required to deal with the failing stream.
Matthiesen's September 2, 2004 memo addressed preliminary issues identified in Reach 7 of the creek_
Reach 7 extends from SCAH81 south to Brooklyn Boulevard. Local residents were given an opportunity to express their
concerns and were advised of the upcoming public meeting.
D. Data compilation has been completed on the Lakes TMDL project and analysis is ongoing. The
assessment on Twin Lake was completed and sent to PCA. PCA's comments were used to validate the model. A meeting
of the TAC will be convened in late September. Staff anticipates completing all lakes by 2007.
BROOKLYN CENTER - BROOKLYN PARK - CRYSTAL - MAPLE GROVE - MINNEAPOLIS - NEW HOPE - OSSEO - PLYMOUTH - ROBBINSDALE
41
Minutes Shingle Creektershed Management Commission
September 9, 2004
page 2
VII. Project Review.
SC2004-13 Schmidt Lake Business Center, Plymouth. Review of stormwater management pian for a commercial
development on a site located on Nathan Lane between 49th and 51st Avenues. A complete project review Iwas received on
August 26, 2004. The project review fee has been received.
The proposed project involves construction of a commercial building on an existing 8.97 -acre site. Following
completion, approximately 71% of the site will be converted to impervious area. Runoff from the site will be routed to three
proposed stormwater ponds and two infiltration basins that have been designed to meet the intent of the Commission's water
quality standards. The ponds discharge to DNR Wetland W579 to the east and the City's public storm sewer system to the
west. The site meets the Commission's requirements for rate control for the 2-,10- and 100 -year events. The permanent pool
volume in the stormwater pond meet NURP requirements.
According to the National Wetlands Inventory (NWI) there are wetlands associated with this site. According to the
Minnesota Department of Natural Resources Protected Waters Inventory (PWI) there are Protected Waters located on-site
which are designated as wetlands (27-579W). The City is the WCA LGU for this project.
Lowest floor elevations have been specified which satisfy Commission 1 -foot freeboard requirements. There is no
floodplain on site. A detailed erosion control plan satisfying Commission requirements has been received. A buffer strip has
been provided for the wetland on the adjacent property to the west.
Adequate infiltration has been provided to meet Commission standards. Natural watercourses do not exist on the
property.
The City of Plymouth confirmed that adjacent property owners have not been notified of the proposed project.
Motion by Gappa, second by Carroll to notify the City of Plymouth that approval of SC2004-13 is granted. Motion
carried.
VIII. Wetland Conservation Act (WCA). No action.
IX. Second Generation Plan.
A. Joint Powers Agreement (JPA). Signed amendments have been received from the cities of Brooklyn
Center, Crystal, Maple Grove, New Hope, Osseo, Plymouth and Robbinsdale. LeFevere reported that Brooklyn Park has some
questions; Minneapolis will be adopting the amendment soon.
B. Capital Improvement Program will remain on the agenda and monthly progress reports will be given.
C. Consolidating Commissions. Staff's October 2, 2003 memo re possible revised assessment formulas was
included in the meeting packet. Motion by Gappa, second by Jaeger to recommend the formula outlined in Table 4 to the
member cities. Motion carried. Commissioners were directed to take this action to their cities and return to the October
meeting with feedback.
[The Sicoras departed 2:15 p.m.]
X. Education and Public Outreach Program. The Education and Public Outreach Committee (EPOC) met on
September 7, 2004. Their report was not available at the time of this meeting.
A. Brooklyn Park Councilmember Rand Haglund attended the Committee's June meeting to discuss concerns
of Brooklyn Park residents re erosion on Shingle Creek. The EPOC recommended to the Commission that it consider
providing a workshop for residents re the Corridor Study to discuss its objectives and to provide examples of stream
restoration alternatives. The estimated cost to prepare and present the workshop would be $2,500-3,000 in staff time. This
cost would be split between the Commission and the City of Brooklyn Park. No action was taken.
B. No new Water Quality Education Grant applications have been received. The EPOC is revising the
application materials and will continue to develop programming options for home schools.
C. The EPOC is drafting a survey to member cities to solicit input on NPDES education and outreach needs.
The Committee proposes to develop two handbooks targeted at homeowners associations and commercial property managers.
The handbooks would include information on turf maintenance, parking lots, and BMPs (including ponds) in ways that do
not degrade water quality.
BROOKLYN CENTER - BROOKLYN PARK - CRYSTAL - MAPLE GROVE - MINNEAPOLIS - NEW HOPE - OSSEO - PLYMOUTH - ROBBINSDALE
Minutes
September 9, 2004
page 3
Shingle Creek Watershed Management Commission
D. The EPOC has drafted a letter to lake associations to request input on what they see as needs and how
they can partner with the Commission.
E. The EPOC will draft guidelines for the proposed Citizens Water Quality Grant Program.
F. Matthiesen discussed the possibility of an "Adopt -a -Pond" program for residents in the watershed. Staff
would provide information and training to interested residents. EPOC will create brochure.
XI. Grant Opportunities.
A. Copies of the applications for the Shoreline Habitat Grant Program were included in the meeting packet.
Applications for three projects were approved by the Commission at its August meeting:
1. Crystal Lake Shoreline Restoration, Hollingsworth Park, Robbinsdale. Replacement of turf
grass with native vegetation buffer along 2000 feet of shoreline to improve water quality and the fishery. Commission share
of this $112,800 project: $7,700 for plant materials, volunteer coordination and education.
2. Middle Twin Lake Shoreline Restoration, Twin Lake Shores Park, Crystal. Replacement of
turf grass with native vegetation buffer along 2000 feet of shoreline to improve water quality. Commission share of this
$33,200 project: $1,485 for plant materials, volunteer coordination and education.
3. Ryan Lake Shoreline Restoration, Ryan Lake Park, Minneapolis. Replacement of turf grass
with native vegetation buffer along 400 feet of shoreline to improve water quality. Commission share of this $16,000 project:
$1,380 for plant materials and education.
B. MPCA319 Grant. Fortin Consulting's July 23, 2004 letter outlined a project to educate private road salt
applicators on winter maintenance best management practices. They are seeking a $5,000 cash contribution from the
Commission to support their application. In August the Commission tabled action pending receipt of more information. Their
memo, included in the meeting packet, comprised their response. Citing the need for more information and not knowing the
response from member cities, the Commissioners declined to support this application.
C. Twin Lake Projects. Motion by Cooper, second by Gappa to apply for Federal 319 Grant funds to
implement three projects on Twin Lake — carp removal, $9,000; macrophyte survey and management plan, $10,100; and
wetland 639W improvement, $32-50,000. Motion carried. Anticipated cost split will be 50% grant, $25% Commission and
25% four member cities of Twin Lake watershed_ Commissions share would be $12,750 to $17,725 and would be taken from
Construction Grant Funds.
XII. Other Business.
A. The Commission's annual golf outing followed this meeting.
B. Adjournment. There being no further business before the Commission, the meeting was adjourned at 2:45
p.m.
Respectfully submitted,
Judie A. Anderson
Recording Secretary
JAA:tim
JAShingle Creek\Meetingso4\Septemberminutes.wpd
BROOKLYN CENTER - BROOKLYN PARK - CRYSTAL- IAAPLE GROVE - MINNEAPOLIS - NEW HOPE - OSSEO - PLYMOUTH - ROBBINSDALE
WEST MISSISSIPPI
WATERSHED MANAGEMENT COMMISSION
3235 Fembrook Lane • Plymouth, MN 55447
Telephone (763) 553-1144 • FAX (763) 553-9326
MINUTES
September 9, 2004
A meeting of the West Mississippi Watershed Management Commission was called to order by Vice Chairman Peter Abbey
on Thursday, September 9, 2004, at 2:45 p.m., at Lancer at Edinburgh, 8700 Edinbrook Crossing, Brooklyn Park, MN.
Present were: Amy Luesebrink, Brooklyn Center; Tina Carstens, Brooklyn Park; Karen Jaeger, Maple Grove; Peter
Abbey, Osseo; Charlie LeFevere, Kennedy & Graven; Ed Matthiesen, Wenck Associates, Inc.; and Judie
Anderson, JASS.
Also present: John Harlow, Brooklyn Center.
I. Motion by Jaeger, second by Luesebrink to approve the Agenda. Motion carried.
H. Motion by Carstens, second by Luesebrink to approve the minutes of the August meeting of the Commission.
Motion carried.
III. Motion by Carstens, second by Jaeger to approve the Treasurer's Report. Motion carried.
IV. Motion by Carstens, second by Luesebrink to approve the claims presented. Claims totaling $7,588.92 were
approved by roll call vote: ayes - Luesebrink, Carstens, Jaeger, and Abbey; nays - none; absent - Champlin.
V. Correspondence. The Commissioners received copies of the August Communications Log. No action required.
VI. The Water Quality Plan (WQP) is complete except for the implementation section.
VII. Project Review.
WM2004-06 Summercrest at Edinburgh, Brooklyn Park. Review development of a condominium building on
a site located west of the intersection of Edinbrook Crossing and 85th Avenue. A complete project review was received on
August 4, 2004. The project review fee has been received.
The proposed project involves construction of a 59 -unit condominium building with underground parking on a 4.1
acre undeveloped site. Following completion, 37.8% of the site will be converted to impervious area.
Runoff from the site will be routed to an existing stormwater pond on the Brookside of Edinburg site (WM 1995-05).
The pond discharges to the north. The City has confirmed that rate control for the stormwater pond is satisfactory. A pond
maintenance agreement was finalized for the Brookside project.
According to the National Wetlands Inventory (NWI) there are no wetlands associated with this site. According to
the Minnesota Department of Natural Resources Protected Waters Inventory (PWI) there are no Protected Waters located
on-site. The Commission is the WCA LGU for this project
Lowest floor elevations have been specified which satisfy Commission 1 -foot freeboard requirements. There is no
floodplain on-site. A detailed erosion control plan satisfying Commission requirements has been received.
Infiltration is not proposed for this project. Approximately 0.02 acre-feet of water produced from 1.55 acres of
impervious for a 0.5" rainfall will be infiltrated through grass swales and an infiltration basin. Natural watercourses do not
exist on the property.
The City of Brooklyn Park confirmed that adjacent property owners have been notified of the proposed project.
Motion by Jaeger, second by Carstens to notify the City of Brooklyn Park that approval of WM2004-06 is granted.
Motion carried.
VIII. Wetland Conservation Act (WCA). No action.
IX. Second Generation Plan.
BROOKLYN CENTER - BROOKLYN PARK - CHAMPLIN - MAPLE GROVE - OSSEO
4k�
Minutes West Mississippi Watershed Management Commission
September 9, 2004
page 2
A. Joint Powers Agreement (JPA). Signed amendments have been received from the cities of Brooklyn
Center, Champlin, Maple Grove, and Osseo. A revised amendment increasing the assessment cap for 2004 from $76,200 to
$119,450 was mailed to member cities August 19, 2004. [Signed revised amendments have been received from Maple Grove
and Osseo.]
B. The City of Plymouth will schedule a meeting of the Shingle Creek and West Mississippi member cities
to receive input on the proposed Capital Improvement Program (CIP) and related funding mechanisms. This item will
remain on the agenda and monthly progress reports will be given.
C. Consolidating Commissions. Staffs October 2, 2003 memo re possible revised assessment formulas was
included in the meeting packet. Motion by Carstens, second by Jaeger to recommend the formula outlined in Table 4 to the
member cities. Motion carried. Commissioners were directed to take this action to their cities and return to the October
meeting with feedback.
X. Education and Public Outreach Program. The Education and Public Outreach Committee (EPOC) met on
September 7, 2004. Their report was not available at the time of this meeting.
A. No new Water Quality Education Grant applications have been received. The EPOC is revising the
application materials and will continue to develop programming options for home schools.
B. The EPOC has drafted a survey to member cities to solicit input on NPDES education and outreach
needs. The Committee proposes to develop two handbooks targeted at homeowners associations and commercial property
managers. The handbooks would include information on turf maintenance, parking lots, and BMPs (including ponds) in ways
that do not degrade water quality.
C. The EPOC will draft guidelines for the proposed Citizens Water Quality Grant Program.
D. Matthiesen discussed the possibility of an "Adopt -a -Pond" program for residents in the watershed. Staff
would provide information and training to interested residents. EPOC will create brochure.
XI. Grant Opportunities.
Mississippi National River and Recreation Area (MNRRA). No new information.
XII. Other Business.
A. The Commission's annual golf outing followed this meeting.
B. Adjournment. There being no further business before the Commission, motion by Carstens, second by
Jaeger to adjourn. Motion carried. The meeting was adjourned at 2:55 p.m.
Respectfully submitted,
Judie A. Anderson
Recording Secretary
JAA:tim
J:\WestMiss\MeetingsG4\WM—Septniinutes.wpd
BROOKLYN CENTER - BROOKLYN PARK - CHAMPLIN - MAPLE GROVE - OSSEO
45
October 12, 2004
Judy Johnson, Mayor
3400 Plymouth Blvd
Plymouth, MN 55447
Dear Mayor and other council members:
I have been a resident of Plymouth for over 10 years. I have always had an apathetic
view of city government. Last night I viewed the council meeting for the very first time.
I have a new respect for you, the council and all of the employees of the city. I saw heart
and soul and love for this community. I also saw that decisions that are made in this city
are not made in a vacuum. Yes, as an educated adult resident, I should have known that
you have a very difficult job, but until I realized how everyone of your decisions affect
someone somehow, both positively and negatively, I did not realize how tough that
decision making is.
The flowers are simply to say thanks for everything that you all do for our city.
With my sincerest thanks,
An anonymous Plymouth resident
46
October 12, 2004
Representative Jeff Johnson
4620 Minnesota Lane
Plymouth, MN 55446
SUBJECT: News Conference on Monday, October 18, 10 a.m., to Publicize
Need for I-494 Median Barrier in Plymouth from I-394 to I-94
Dear Representative Johnson:
When the Plymouth City Council and area legislators met on September 29 we discussed the need for a median barrier
on I-494 in Plymouth to prevent crossover_ crashes. We also talked about the City's plan to hold a news conference to
publicize this need. We have set a date for the news conference.
The Plymouth City Council will hold a news conference on Monday, October 18, 10 a.m. at a site adjacent to I-494.
The press conference will be in the back parking lot of a Plymouth business, Sauer-Danfoss, 3500 Annapolis Lane,
Plymouth. (Map attached) This site is on the west side of I-494, south of County Road 9. It affords a view of the
highway and traffic for the press.
At the news conference, I will make some brief comments. Plymouth Police Chief Mike Goldstein and an expert on
highway traffic safety, from the Minnesota Department of Public Safety will also speak. Members of the City Council
may also choose to make short remarks.
If you are interested in serving as author or co-author of a bill to request funding for this project, we would
welcome your attendance and participation at the news conference. If you will actively support this effort and
can join us, please let me know. You can reach me at 763.509.5007. Be sure to indicate if you would like to speak at
the news conference. If you are unable to attend the news conference, but would like to support our effort to secure
funding, let me know that as well.
We feel very strongly that a temporary barrier is needed on I-494 from I-394 to I-94 in Maple Grove to improve
highway safety in our community. We have had 14 serious injuries and 10 fatalities on this stretch of road over the
past ten years. I hope you will join us in our effort to gain attention and funding for this very important public safety
project in Plymouth.
Sincerely,
Judyjohnson
Mayor
Q PLYMOUTH Adding Quality to L�fe
✓'+COED PAPER 3400 PLYMOUTH BOULEVARD • PLYMOUTH, MINNESOTA 55447-1482 • TELEPHONE (763) 509-50003
vgv(TEO OAR=
- www.d.plymouth.mn.us
Location of City of Plymouth News Conference
Rear Parking Lot of Sauer-Danfoss Co., 3500 Annapolis Lane, Plymouth
Topic: 1-494 Safety
Date & Time: Monday, October 18, 2004, 10 a.m.
From 1-494
■ From 1-494, exit at Co. Rd. 9.
■ Travel west on Co. Rd. 9 to the first stoplight (at Annapolis Ln.).
■ Go south on Annapolis Lane to 3500 building.
From Highway 55
■ Take Highway 55 to Fernbrook Lane.
■ Tum on 34h Ave. N. so you are traveling east.
■ 30' Ave. will turn into Annapolis Lane.
■ Go north on Annapolis Lane until you come to the 3500 building.
The press conference will be in the back parking lot of Sauer-Danfoss Company.
0
October 14, 2004
Name:
Address
Address
Re: General Election Security Measures
Dear Name:
POLICE DEPARTMENT
Telephone (763) 509-5160
Fax (763) 509-5167
With the upcoming General Election on Tuesday, November 2, 2004, our department is
altering its typical day-to-day operations to spend more time patrolling near our polling
sites. While there are no specific threats, or information concerning our community or
polling locations, this is a prudent measure to undertake.
The additional personnel will be in uniform and will provide a random visible presence
outside your facility. If your staff should notice any suspicious activity, they are
encouraged to call 911. The election judges will also have this information.
While we again do not expect any specific problems, we are making these provisions to
enhance the safety and security of our polling sites.
If you have any questions or concerns, please call me at 763-509-5129.
Sincerely,
Michael S. Goldstein
Chief of Police
City of Plymouth
® PRINTED ON RECYCLED PAPER
4-1
PLYMOUTH Adding Quality to Life
3400 PLYMOUTH BOULEVARD • PLYMOUTH, MINNESOTA 55447-1482
www.d.plymouth.mmus
Memo
To: Mayor and City Council
From: Stevan E. Kvenvold
Date: May 6, 2004
Subject: Presentation of Transportation Funding Task Force Recommendations
The recommendations of the Transportation Funding Task Force will be presented to the
Mayor/Council at their 5/10/04 C.O.W. meeting. A memo from Richard Freese summarizing
these recommendations is attached for your review. Related Task Force materials are
submitted under separate cover. Also attached is a memo from Dale Martinson discussing
some of the financial implications of implementing the recommendations.
The Task Force discussed possible financing revenue sources for both existing streets as
well as new streets.
Transportation funding sources for local governments are very limited. For the most part,
local street projects or the local share of State roadway projects must be paid for by the
owners of new developments or by assessments or property tax levies on existing
properties.
In my view, the most important element of the Task Force's work was to provide guidance to
the Mayor/Council on:
1. Should Transportation Improvement Districts (TID) be established to assist in
the funding of new roadways?
2. What proportion of the costs for new roadways should be assigned to the
owners of newly developed property and what proportion should be assigned
to owners of previously developed property throughout the City?
The Task Force's recommendations, if fully implemented to construct or reconstruct the
roadways as listed by Mr. Freese, would require the City organization to borrow a very large
sum of money over the next 20 years, payable by increases in the property tax. I cannot
envision future City Councils' ever coming close to borrowing the sum of money outlined in
the recommendations. The huge increase in property taxes needed to pay for the
borrowing costs would, I expect, be unacceptable to the property tax payers.
jQ
City
of
Rochester
CittjAdministrator's
Office
Memo
To: Mayor and City Council
From: Stevan E. Kvenvold
Date: May 6, 2004
Subject: Presentation of Transportation Funding Task Force Recommendations
The recommendations of the Transportation Funding Task Force will be presented to the
Mayor/Council at their 5/10/04 C.O.W. meeting. A memo from Richard Freese summarizing
these recommendations is attached for your review. Related Task Force materials are
submitted under separate cover. Also attached is a memo from Dale Martinson discussing
some of the financial implications of implementing the recommendations.
The Task Force discussed possible financing revenue sources for both existing streets as
well as new streets.
Transportation funding sources for local governments are very limited. For the most part,
local street projects or the local share of State roadway projects must be paid for by the
owners of new developments or by assessments or property tax levies on existing
properties.
In my view, the most important element of the Task Force's work was to provide guidance to
the Mayor/Council on:
1. Should Transportation Improvement Districts (TID) be established to assist in
the funding of new roadways?
2. What proportion of the costs for new roadways should be assigned to the
owners of newly developed property and what proportion should be assigned
to owners of previously developed property throughout the City?
The Task Force's recommendations, if fully implemented to construct or reconstruct the
roadways as listed by Mr. Freese, would require the City organization to borrow a very large
sum of money over the next 20 years, payable by increases in the property tax. I cannot
envision future City Councils' ever coming close to borrowing the sum of money outlined in
the recommendations. The huge increase in property taxes needed to pay for the
borrowing costs would, I expect, be unacceptable to the property tax payers.
jQ
The benefits of the Task Force's recommendations are, in my view, as follows:
1. The Task Force does recommend that abutting property owners should pay at
least 50% of the costs of street resurfacing, street rehabilitation, street
reconstruction or capacity improvement changes. If the City organization is to
keep the existing streets in adequate condition, the benefited property owners are
going to have to pay more of the costs to accomplish the improvements than they
do currently.
2. The City organization does need to establish Transportation Improvement
Districts (TID's) and TO charges to recoup at least some of the expenses
involved in constructing the new roadways needed to accommodate new growth.
Although the recommended 50% developer/50% general public cost share is less
than the staff's desired 65% developer/35% general public cost share, the
recommendation to establish the TID's is a positive development in funding
roadway expenses.
Recommended Mayor/Council Actions
I would recommend that the Mayor/Council direct the staff to:
➢ Prepare special assessment rate recommendations for the Mayor/Council's
consideration which would require benefited property owners to pay
approximately 50% of the revenue needed for street resurfacing, street
rehabilitation and street reconstruction projects.
➢ Recommend a street maintenance improvement process which would allow
property owners to choose from a variety of pavement maintenance alternatives
for the reconstruction or rehabilitation of their streets.
➢ Proceed with the process for the establishment of Transportation Improvement
Districts.
The Task Force recommendations to increase the property tax funding for
maintenance/construction of new streets or the borrowing of funds to accomplish those
tasks should be taken under advisement by the Mayor/Council and acted upon at the annual
budget approval process or on an individual project basis.
b1
Memorandum,
To: Mayor Brede and Rochester City
Council Members
From: O. William Bruins, Jr.
cc: Transportation Task Force Members
Date: Wednesday, May S, 2004
Subject: Comments Relating to the Draft Final
Recommendations Transportation Funding Task
Force, Dated April 20, 2004
I want to praise Richard Freese for the thorough and patient manner in which he
conducted the many meetings of the Transportation Funding Task Force. The various
staff members of City Administration and Public Works are also to be commended for
their clear and detailed explanations.
My reasons for writing these comments deal with "Who Pays" to accommodate
the transportation needs brought on by the growth of Rochester. This growth requires
new and or expanded capacity in the developing areas but it should not have a detrimen-
tal effect on the maintenance of the existing transportation infrastructure of the commu-
nity. In my view, maintaining the current inventory of city streets is as important as
building new capacity and should be given equal standing with expansion.
Item number 7 under General Recommendations offers suggestions for seeking
legislative authority for other revenue sources to fund transportation needs. I feel that this
list needs to be expanded. I urge you to also consider asking the legislature for one or
more of the following:
a- The authority to create a Municipal Street Utility.
b. The authorityfor an occupational income tax, to be levied the city and county,
to recoup some of the costs for the transportation system that needs to be con-
structed or reconstructed in Rochester and Olmsted County in support of the
community's regional center status.
c. A vehicle registration fee.
5v
These additional tools support an approach of "usage based assessments"
that would reduce or offset "property assessments" and would promote a "user fee" phi-
losophy. Suggestion b above, has the benefit of reaching nonresident employees that use
the roads and streets of the city or county to reach their jobs.
I also want to urge you to not increase the financial burden of the current residents
of Rochester for the costs incurred in Transportation Improvement Districts. Therefore, I
would change the first sentence in item number 1 in the Transportation Improvement Dis-
tricts Recommendations to read: Establish Transportation Improvement Districts (TID) to provide
50% cost recovery of the costs to reconstruct existing streets and 100% of the cost to construct new capac-
ity improvements. This change matches Strategy 4 on the Summary Transportation Funding
Revenue Strategies spreadsheet.
I believe that Mr. Bishop now understands why "growth" doesn't pay for itself
here in Rochester and Olmsted County. Because of this, I urge you to appoint him to lead
a group of City and County officials in educating the Governor and leaders of the legisla-
ture on this topic.
meThank you for asking me to serve on the Task Force. It was a pleasure to meet and
work with all involved.
4 S3
DATE:
TO:
FROM:
SUBJECT:
FINANCE DEPARTMENT
May 4, 2004
Stevan Kvenvold, City Administrator
Richard Freese, Director of Public Works
Dale Martinson, Director of Finance & IT
Strategy 6 Update to Transportation Funding Review
MEMORANDUM
On March 30th, I issued a review of the impact of the funding mechanisms being
considered by the Transportation Task force. Specifically I chose "Strategy 4" to
analyze since that strategy provided for all of the projected construction needs over this
20 year planning period being studied. The Task Force has since completed their
recommendations and have included "Strategy 6" which basically takes Strategy 4 and
shifts approximately $15 million in funding sources from the "Developers Share" to the
"Reconstruction Bonds", or essentially, the taxpayer share.
Using the same assumptions as I did when modeling Strategy 4, the impact of the
changes recommended in Strategy 6 is:
1) Total annual transportation property tax levy rises to a peak of $9.0 million per
year by 2013 versus the $7.6 million per year peak under Strategy 4.
2) Total outstanding principal balance of tax -supported transportation debt peaks at
nearly $33 million in 2012 vs. the $27.5 peak under Strategy 4.
3) These increased amounts are roughly equally offset by the reduction in non tax -
supported (developer repayments and special assessments) annual debt service
and outstanding debt.
As I stated in the March 30th memo, even Strategy 4 is a significant departure from the
City's past practice of issuing very little debt for road reconstruction, let alone new
development. The growth in the community has outstripped our revolving fund monies
so some debt will surely be necessary just to maintain the roads we already have in
place. However, the amount of borrowing proposed for new development under the
task force's recommendations will need some serious study and discussion with both
the council and with bond rating agencies before we set out on a program of this
magnitude. It may be quite difficult to add that much to our levy when we may be facing
even more cuts in local government aid. And placing that much debt on the tax base,
both directly for bonds requiring tax levy repayment and indirectly through a "GO
backing" on developer -supported debt, may have negative impacts on the City's credit
rating. At the very least, the rating agencies will want us to move cautiously and prove
willing repayment from all sources including higher assessments, increased taxes, and
significant and timely developer repayments.
Memo
To: Mayor and City Council
From: Richard W. Freese
CC: Transportation Task Force Members
Date: 10/7/2004
Re: Final Report of the Transportation Funding Task Force
Introduction
The City Council met on November 22, 2003 in a special meeting at the Civic Center to
discuss funding of future transportation projects and the creation of Transportation
Improvement Districts to fund a portion of growth related transportation funding needs. The
Council also recognized that the future levels of funding for the ongoing maintenance of the
existing street network must also be addressed. Today, growth related projects compete with
street maintenance projects for the same limited dollars. At the conclusion of the meeting the
Council President recommended that a Task Force be created and given the following charge:
Develop a 20 -Year Transportation Funding Program that prioritizes the use available revenues
to maintain existing streets in a safe, better than average condition, and reconstruct
substandard roads concurrent with new development.
➢ Identify and recommend viable and reliable funding sources for transportation
improvements.
➢ Identify and recommend equitable cost sharing policies and formulas for various types
of transportation improvements.
➢ Recommend a decision tree process for making decisions that manage the limited
resources and financial risks.
➢ Establish priorities for investing limited resources considering the competing needs
presented by maintenance and growth
➢ Establish the boundaries, projects and cost sharing / allocation methodology for each
Transportation Improvement District.
This Report contains sections that include the Task Force Funding Recommendations,
including several letters from individual members, Street Information (Needs and Revenues),
Funding Options, and Meeting Minutes.
I want to acknowledge and thank the Task Force Committee members for their work and the
dedication of their valuable time in addressing this major community issue. Some of the Task
Force members may wish to address the Council at the Committee of the Whole Meeting.
� S
Transportation
Funding
Task
Force
Memo
To: Mayor and City Council
From: Richard W. Freese
CC: Transportation Task Force Members
Date: 10/7/2004
Re: Final Report of the Transportation Funding Task Force
Introduction
The City Council met on November 22, 2003 in a special meeting at the Civic Center to
discuss funding of future transportation projects and the creation of Transportation
Improvement Districts to fund a portion of growth related transportation funding needs. The
Council also recognized that the future levels of funding for the ongoing maintenance of the
existing street network must also be addressed. Today, growth related projects compete with
street maintenance projects for the same limited dollars. At the conclusion of the meeting the
Council President recommended that a Task Force be created and given the following charge:
Develop a 20 -Year Transportation Funding Program that prioritizes the use available revenues
to maintain existing streets in a safe, better than average condition, and reconstruct
substandard roads concurrent with new development.
➢ Identify and recommend viable and reliable funding sources for transportation
improvements.
➢ Identify and recommend equitable cost sharing policies and formulas for various types
of transportation improvements.
➢ Recommend a decision tree process for making decisions that manage the limited
resources and financial risks.
➢ Establish priorities for investing limited resources considering the competing needs
presented by maintenance and growth
➢ Establish the boundaries, projects and cost sharing / allocation methodology for each
Transportation Improvement District.
This Report contains sections that include the Task Force Funding Recommendations,
including several letters from individual members, Street Information (Needs and Revenues),
Funding Options, and Meeting Minutes.
I want to acknowledge and thank the Task Force Committee members for their work and the
dedication of their valuable time in addressing this major community issue. Some of the Task
Force members may wish to address the Council at the Committee of the Whole Meeting.
� S
Overview
A Task Force of 16 members was created and first met on February 2, 2004. The Task Force
was comprised of 8 members from the development community and 7 citizen members
nominated by each Councilmember and the Mayor (the 3'd Ward representative declined the
invitation at the last minute before the first meeting). A list of the Task Force members is
included in the Report.
The Task Force met on 8 occasions for a period of 2+ hours for each meeting. Attendance
was good and averaged 10-11 members at each meeting. They were provided many
informational reports, memos, charts and graphs for there review. The minutes of each
meeting are included in the report. Also include in the Report are some for the many handouts
provided to the Task Force.
Discussion was open and lively at each meeting. It was not uncommon for the meeting to end
before the completion of the Agenda items due to the lengthy discussions. The Task Force
debated at great length the issue of "what is the cost of growth and who should pay for it".
Much discussion occurred over the current inability, due in part to levy limits imposed by the
State Legislature, of new residential and commercial development growth to -pay for itself
through the increases in property taxes paid by this new tax base. Similarly, the Task Force
struggled in their attempt to understand why the current tax base did not generate sufficient
revenue ($7,106,000 needed in 2004) to pay for the maintenance of the existing system of
streets and why there is a $26,500,000 backlog today of unfunded street maintenance needs.
Dale Martinson, Stevan Kvenvold and Gary Neumann spent a considerable amount of time
explaining to the Task Force members the various sources of revenues used by the city to fund
operational expenses. They also explain the revenue impacts of the levy limits imposed by the
State Legislature.
The Task Force recommends that the City Council and other community leaders seek
legislative authority to use other revenue "tools" such as a permanent 1/2% Sales Tax with a
significant portion dedicated to transportation projects. Many of these additional tools would
support an approach of "usage based assessments" that would reduce or offset "property
assessments" and would promote more of a user fee philosophy. The Task Force supported a
permanent increase in the State Gas Tax and a change in the constitutional formula that would
increase the percentage of the gas tax revenues allocated to cities and counties. These other
"user based" sources will reduce the reliance on the property tax and property special
assessments for initial funding and would provide for a project cash flow that minimizes the
city's risk and reliance on property tax to fund revenue shortfalls on these projects if
development / growth slows. These "tools" are not currently available to the City Council
therefore the Task Force did not include them as recommended revenue sources at this time.
The Task Force was not asked to determine the level of increased property tax support for the
construction, reconstruction and maintenance of the public streets that the community can or
will tolerate. They left that for the elected officials to decide.
• Page 2
56
The Task Force reviewed -the projected 20 -Year transportation funding needs and the resulting
funding shortfalls based on the current:revenue sources. They have made 28
recommendations in response to their charge from the Council.
The recommendations are based on several fundamental principles. These are:
➢ Fiscally Constrained Expenditure Plan. The Council should adopt a fiscally constrained,
long range set of funding strategies that prioritize the expenditure of limited resources first
on the maintenance of existing streets and secondarily on the construction of new roadways
and the expansion of the arterial / collector network. The point here is to adequately
maintain what is built before building more!
➢ Adopt Pavement Management Strategies. The Council should adopt and follow
pavement maintenance strategies that will provide for a 50 -Year Life Cycle approach to
pavement management.
➢ Increase in Property Tax Funding. The Council should increase the level of property tax
support for maintenance and construction of streets through an increase in the property tax
levy, if permitted by the State, and secondly through the sale of Road Reconstruction
Bonds.
➢ Increase Assessment Rates and Charges. The Council should increase the amount
abutting property owners and other benefiting property owners to a level where 50% of the
cost of street resurfacing, street rehabilitation, street reconstruction, and capacity
improvement projects is financed through special assessments and fees.
➢ Utilize New Revenue Sources. The Council should create Transportation Improvement
Districts to fund a portion of growth in the street system. They should seek legislative
authority for the use of sales tax to construct new arterial roadways. They should create
Tax Abatement Districts to fund transportation improvements in the vicinity of new
highway interchanges.
Without these cornerstone principles the rest of the Recommendations from the Task Force
will not be achieved.
Local Street System
The City has over 300 miles of local streets it maintains. This network of local streets has
been growing by 8-10 miles per year over the past 5 years. It is estimated that $210,000,000
will be needed to maintain the existing plus growth added street system infrastructure over the
next 20 years. Proven street maintenance strategies such as crackfilling, sealcoating, and
resurfacing will cost-effectively extend the useful life of a street if done at the right time
during the aging process of the street. An adequately funded and properly maintained street
system will reduce the cost of private vehicle operation and maintenance. The Task Force
recommends the adoption of a 50 -Year Life Cycle Pavement Management Plan and
associated pavement maintenance strategies.
Many communities in Minnesota have higher special assessment rates for street reconstruction
than Rochester. Rochester's current special assessment rates for street reconstruction and
• Page 3
5-�
rehabilitation projects recover less than 25% of the project costs. Many cities assess some or
all of the cost of street resurfacing. Rochester pays for street resurfacing with general fund
revenues and currently assesses none of these costs. The Task Force recommends an increase
in the special assessment rates beginning in 2005 such that they provide 50% of the revenue
needed for street resurfacing, street rehabilitation, and street reconstruction projects. The Task
Force also recommends that the Council annually increase by 3% the amount of property tax
levy that is allocated to street maintenance activities. The Task Force recommends that the
Council utilize $61,850,000 in Road Reconstruction Bonds over next 20 years to fund the
necessary improvements for the 50 -Year Life Cycle Pavement Management Plan.
The Task Force recommends that the Council adopt an implementation strategy for street
improvement projects. This strategy would allow property owners to choose from a variety of
acceptable pavement maintenance management strategies when their street is scheduled for
street reconstruction or street rehabilitation. These alternative strategies will provide property
owners with options with different service lives and special assessment rates.
The Task Force recommends that the Council utilize the provisions that exist in State Law to
allow elderly and disabled property owners to postpone the cost of the street improvement
related special assessments until some future date.
The Task Force recommends that the Council direct staff to prepare and implement a public
education program that explains to citizens and businesses of the community the streets
system infrastructure needs and funding mechanism necessary to have an above average
condition street system available for their use.
Municipal State Aid Street System
The City has over 70 miles of Municipal State Aid System (MSAS) streets it maintains. It is
estimated that $68,873,000 will be needed to maintain the existing MSAS street miles plus
growth added to the MSAS street system infrastructure over the next 20 years. The city
currently receives an annual appropriation from the State of $2,644,500 for use in maintaining
the existing MSAS system. These revenues are from state gas tax proceeds and vehicle
registration fees. The amount of MSAS funding received by the City has not significantly
increased over the past 5 years as the city has grown in both population and street mileage.
There has been no inflationary cost adjustment in the MSAS funds since 1988 when the last
state gas tax increase was approved by the state legislature. Historically, these funds have
been used by the city to maintain the existing MSAS system and a portion has been used to
fund the reconstruction of existing substandard roads that serve new growth areas in the
community. Over the years, this has depleted the availability of MSAS funds for regular
maintenance strategies on the existing 70 miles of MSAS streets and resultantly, the existing
MSAS system has a backlog of deferred, unfunded projects. Proven street maintenance
strategies such as crackfilling, sealcoating, and resurfacing will cost-effectively extend the
useful life of a street if done at the right time during the aging process of the street. An
adequately funded and properly maintained street system will reduce the cost of private
vehicle operation and maintenance. The Task Force recommends the adoption of a 50 -Year
Life Cycle Pavement Management Plan and associated maintenance strategies for the MSAS
• Page 4
JsU
System streets. Additionally, the Task Force recommends that up to 50% of the available
annual allocation of WAS funds could be used, if needed in any given year, to fimd growth
related arterial / collector street projects.
Transportation Needs Related to Community Growth
The level of future funding needed in support of projected community growth is a major
funding challenge for the community. It is estimated that $175,000,000 will be needed for
construction and reconstruction of over 80 miles of future arterial / collector type public streets
needed to serve new development with the existing Rochester 50 -Year Urban Service Area
Approximately half of this estimated investment may be needed over the next 20 years. As is
the case today, developers will continue to be responsible for all of the costs associated with
construction of the local street network within subdivisions. The Task Force recognized the
importance of these needs and significance of this funding component and made nine (9)
recommendations to the Council. The most significant Task Force recommendation is that
funding for the reconstruction and capacity improvements needed for new growth should be
paid in a similar manner as the reconstruction of existing streets; 50% paid by the public and
50% paid by the benefiting property owners. An alternative funding recommendation
narrowly defeated by the Task Force members would have utilized the same funding
methodology approved by the City Council in creating the Kings Run TID, the first and only
approved TID to date. The Kings Run TID equally split the cost of reconstructing the first 36-
40 feet in width of the road between the developer and the public. The additional roadway
width needed for capacity was paid 100% by the developments as they created the need based
on the approved development of the property served by the road. It was estimated this would
result in a cost share of 65% attributable to development and 35% attributable to the public.
Over a 20 -year period this Task Force Recommendation could amount to as much as a
$12,000,000 shift from developer costs to public costs in comparison to the methodology used
in the Kings Run TID.
The Task Force supports the creation of Transportation Improvement Districts (TID).
Possibly as many as 15 new TIDs will need to be established by Council Resolution. The
Council will need to approve the geographic boundary, the required roadway improvements,
the cost allocation method (per gross acre, per net developable acre, trip generation, or some
combination of each), and the resulting TID Charges to be collected from both developed and
undeveloped property. Developed property will be assessed a Substandard Street
Reconstruction Charge (SSRC) along their street frontage at the time of an improvement
project. Undeveloped property will be required to pay both a Substandard Street
Reconstruction Charge and a Substandard Street Capacity Charge (SSCC) at the time of
development of the property. The SSRC and the SSCC when added together equate to the
TID Charge.
The funding for the roadway improvements within each TID will come from a combination of
TID Charges applied to developed and undeveloped property within that TID, Road
Reconstruction Bonds, Municipal State Aid System funds, possible federal funds, possible
Sales Tax extension funds, and Tax Abatement District funds if the Council creates such
district(s). Revenue collected within a specific TID can only be spent within that same TID.
• Page 5
5�
It is proposed that 50% of the funds for design, right-of-way acquisition, road and pedestrian
facility construction come from the development related TID Charges. The remaining 50%.
public share of costs will come from the other previously enumerated funding sources, if
available for use by the Council. The worst-case scenario is that the city secures no additional
federal funds, the sales tax (estimated revenue $10,000,000) is not extended or cannot be used
for roadway improvements and that Tax Abatement Districts (estimated revenue $20,250,000)
are not established. Over the next 20 years this would result in the projected cost
($80,000,000) of all TID projects being initially financed with Road Reconstruction Bonds
and Special Assessment Bonds (65%) and MSAS funds (350/o), with 50% of the project repaid
by TID Charges as development occurs and 50% paid as an increased property tax levy. It
may require that 100% of the project costs initially are borrowed funds as the city will need to
pay the contractors for the improvements when built and the city will not be paid the TID
Charges until the time of development. The city will need to pay the property tax funded
portion of the debt service over time with annual property tax increases. The impact of the
high amount of borrowing on City property tax rates may not be acceptable to the community
taxpayers, and if so, may constrain or otherwise limit growth in some geographic areas of the
City.
The Task Force recommended that the Council require an upfront commitment of at least 601/o
of the cost of a transportation project in a TID or subarea, through agreements executed by
benefiting property owners, prior to the award of a contract to construct the =proposed TID
improvement. This recommendation provides for a dedicated source of revenue for 60% of
the project cost before construction begins. This will be extremely beneficial when the city
needs to sell bonds to pay for the project. It further provides for a project cash flow that
minimizes the city's risk and reliance on property tax to fund revenue shortfalls on these
projects if development / growth slows in the future. The City will need to develop a
financing strategy, such as the use of Road Reconstruction Bonds, Sales Tax or Tax
Abatements, for the remaining 40% of the initial project cost that spans the time until the
remaining 40% develops.
The Task Force did not evaluate the specific geographic boundary, the required roadway
improvements, the cost allocation method (per gross acre, per net developable acre, trip
generation, or some combination of each), and the resulting TID Charges to be collected from
both developed and undeveloped property in each TID. The Task Force did support a staff
recommendation that these issues be addressed through a series of public meetings with
property owners and other interested parties. It was felt that the property owner and other
interested parties (developers, consultants, etc.) would be in a better position to provide input
to this decision-making process. The City Council will need to establish each TID by
resolution after the respective public meetings are held with the property owners and other
interested parties.
Interchange Improvements
In the next 20 years, four (4) additional freeway interchanges are projected to be constructed
within the city's Urban service Area. The estimated city share of the cost for design, right -of. -
way, and construction of these interchanges is $20,000,000. The locations are: TH 63 / 48`h
• Page 6
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Street South, TH 63 / 40`� Street South, TH 52 / 65" Stet NW, and TH 14 / 60'x' Avenue
West. These interchanges will provide for a freeway classification of the TH once the access
is limited to the TH via the interchange. The overall safety and operational level of service of
the TH is enhanced by the construction of the interchanges. MnDOT contributes a significant
share of the basic costs for a TH interchange project. MnDOT usually pays for the costs
associated with the design, right-of-way, and construction of the off -on ramps and a two-lane
bridge overpass. Any additional "capacity improvements" such as turn lanes, signals, and
additional through lanes across the overpass bridge are usually paid by the local unit of
government. These "capacity improvements" are similar in nature to what would have been
constructed as part of an at -grade signalized intersection of the public street and the TH. The
city has in the past required that these types of "capacity improvements" be paid for by new
development, as the improvements were needed to serve new commercial development along
major transportation corridors.
The Task Force recommends that in the general vicinity of these proposed four interchanges
that an Overlay Interchange TID (ITID) be created. The Overlay ITID would have an ITID
Charge attributable to the cost of interchange improvements as well as a second TED Charge
attributable to the cost of other non -interchange improvements in the area. The ITID Charge
will be calculated assuming that the development in the vicinity of the interchange could have
occurred with city land use and zoning approval without the interchange provided the required
signalized intersection capacity improvements were constructed. Given this assumption, the
ITID Charges will be calculated and assigned to property in the ITID based on proximity to
the interchange and land use as it equates to a share of the trip generation which equates to a
share of the cost of the intersection capacity improvements. The balance of the costs would be
paid using revenue sources such MSAS, sales tax extension, tax abatement districts, and Road
Reconstruction Bonds. To enhance the fairness, proportionality, and equity of the IIID
Charges the Task Force recommends that the City hire qualified property appraisers to
quantify special assessment "benefit" to specific property. The appraisals will add to the cost
of the TID projects. They take time to complete and would likely lengthen the development
review and approval process.
Conclusion:
The Task Force recommendations are a "roadmap" for the Council to review and consider in
their deliberations. As is the case in looking at any roadmap, there are many opportunities
along the way to get to the desired destination or end point by taking alternative routes. The
Task Force recommendations are one route for the Council to take to fund the various
transportation system needs of the next 20 years.
• Page 7
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Draft Final Recommendations
Transportation Funding Task Force
April 20, 2004
General Recommendations:
1. Recommend a "fiscally constrained street maintenance and construction
expenditure program" based on known or reasonably estimated available
revenues. Multiple revenue solutions should be considered, as not one funding
source is adequate. Beware of dependency on one/two sources. Fiscal Note: An
adequately funded, systematic, Pavement Management System will result in the
right investment decisions being made at the right -time to optimize the life ofpast
and future investments in the street system. At those times when there are
insuff cient funds for the Program, a prioritization of maintenance strategies will
be implemented to facilitate the optimization of the life ofpast and future
investments in the street system. Multiple revenue streams will provide a higher
level of confidence for elected officials and bond buyers seeking to invest in
transportation project improvements.
2. Establish 50 -year life cycle approach to maintenance needs. Fiscal Note: An
adequately funded systematic Pavement Management System will result in the
right investment decisions being made at the right -time to optimize the life ofpast
and future investments in the street system. Life cycle funding needs increase
from $7.1 Min 2004 to $10.8 Min 2025.
3. Prioritize the use of available local property tax funds for transportation projects:
➢ Maintenance of existing arterial / collector roads
■ Supplement MSAS funds if needed
➢ Maintenance of existing local streets
➢ Capital funding for reconstruction of existing arterial & collector roads if
WAS funding insufficient
➢ Capital funding for reconstruction of local streets
i Capital funding for growth related TED projects
Fiscal Note: An adequately funded, systematic Pavement Management System
will result in the right investment decisions being made at the right -time to
optimize the life ofpast and future investments in the street system. At those times
when there are insujf cient funds for the Program, a prioritization of maintenance
strategies will still facilitate the optimization of the life ofpast and future
investments in the street system.
4. Initiate an education campaign that answers the question "why does the city need
special assessments to pay for street projects?" Fiscal Note: An effective public
education / awareness program will help facilitate a better awareness of the
revenue needs and available revenue, and the respective equity of the program
charges /assessments. This public education program should lead to abetter
understanding and support of the funding approach for the City's Pavement
Management System. Both general public awareness education and specific
project related education is needed. Some examples of public awareness
education might be: series of articles in the Post Bulletin; brochures with charts
on costs and taxes available at city hall and mailed as insert with RPU bills;
public forum conducted at city hall, presentation at luncheons to service groups
(e.g. Rotary); local TV spots; etc. Obviously cost of this education campaign is a
factor.
5. Seek and utilize federal transportation grants to reduce the local share of a
project's cost. Fiscal Note: This revenue option is not a reliable revenue source
for program planning purposes due to the limited funds and the competition from
other cities, counties and MnDOT for those revenues. The City should continue to
apply for federal funds for projects that will score well in the federal project
review/ selection process. The amount of revenue is dependent on specific
project selection by an independent group. Revenue, if dedicated to roads, would
reduce the City and developers' projected share of speck project costs.
6. Partner with State and County on the planning, official mapping, design,
acquisition of right-of-way, and construction of transportation projects of regional
significance. Fiscal Note: Coordination and collaboration will reduce
duplication of efforts and promote timely, cost-effective investments by each
public agency.
7. In the absence of any permanent increase in the State Gas Tax and a change in
the constitutional formula that would increase the percentage of the gas tax
revenues allocated to cities and counties, seek legislative authority to use one or
more of the following revenue "tools":
a. Permanent 1/2% Sales Tax with a significant portion dedicated to
transportation projects.
b. An increase in the State Gas Tax and a change in the constitutional
formula that would increase the percentage of the gas tax revenues
allocated to cities and counties.
These additional tools would support an approach of "usage based assessments"
that would reduce or offset "property assessments" and would promote more of a
user fee philosophy. Fiscal Note: Multiple revenue streams will provide a higher
level of confidence for elected officials and bond buyers seeking to invest in
transportation project improvements. These other sources will reduce the
reliance on the property tax for initial funding and would provide for a project
63
cash flow that minimizes the city's risk and reliance on property tax to fund
revenue shortfalls on these projects if development /growth slows.
8. The Substandard Street Reconstruction Charge (SSRC) shall provide for 50% of
the revenue necessary to reconstruct an existing 36' wide urban section roadway
or 40' wide rural section roadway. The SSRC shall be indexed or otherwise
annually adjusted to be reflective of the actual cost to construct these roadway
sections and provide for 50% of the revenue. The SSRC shall be uniformly
applied throughout the City. Fiscal Note: The cost of a 36 foot wide urban
section and the cost of a 40 foot rural section roadway are essentially the same
and so either example can be used in calculating a SSRC depending on the design
decisions (urban or rural) for the specific roadway project.
9. Implement a "hardship case" process that would allow property owners who are
elderly (age 65 and older) or who are permanently and totally disabled to defer the
payment of their special assessment. This deferral for seniors and retired disabled
persons is allowed under Minnesota Statute 435.193. This process could be
modeled after the energy assistance program in effect by Olmsted County relative
to process to apply, forms, etc. To relieve city staff of time and cost, it is
suggested that a 5 -person board of volunteers be named by the Council to review
and make deferral recommendations to the Council on hardship cases. Fiscal
Note: The Task Force is recommending a significant shift in direction of
financing the costs of streets and roads maintenance and reconstruction. If
implemented by the City Council, these recommendations may cause a special
assessment of several thousand dollars to a single property owner based upon a
50% cost even with a low amount of front footage and a modestly valued home.
In certain instances, this may prove to be a severe financial hardship for elderly
or disabled property owners. An example is an elderly couple in a modest
neighborhood that purchased their home 40-50 years ago when they were earning
a working income. Now they are retired with not much more than social security
as their income. Their home has been paid off long ago. Paying for a significant
special assessment for a street reconstruction project, in worst case, might
otherwise force them to sell their home. The Minnesota Statute 435.193 allows
for such a deferral of payment of a special assessment in these hardship cases,
but does not allow a city to reduce or waive such an assessment. The property
owner would not be absolved of their obligation to pay the special assessment and
therefore, there is not an incentive for abuse by property owners. For this same
reason, not many property owners would likely utilize this process, but might ease
the pain for a period of time for some property owners.
10. The funding source priorities for the transportation strategy in General
Recommendation #3 is:
a. Property tax, Special Assessments, Federal Funds, Municipal State Aid
Streets
b. Road Reconstruction Bonds (to the maximum allowed)
c. State Sales Tax (e.g. 0.5%)
d. Tax Abatement
e. Street Utility (to be utilized only if Sales Tax not extended)
Fiscal Note: If the Sales Tax extension is enacted by the legislature and provides
$16, 000, 000 over the 20 year period of the strategy, then the Street Utility would
not be necessary.
Local Streets Program Recommendations:
Increase Special Assessment Rates, effective in 2005, for Street Resurfacing,
Reconstruction and Rehabilitation Projects to policy guideline levels of 50% cost
recovery from abutting property owners. Annually index or otherwise adjust rate
increases using actual cost trends or ENR CCI. Fiscal Note: Amount of revenue
generated dependent on cost share percentages. Remaining 50% of project cost
needs to be funded with annual allocation of property tax revenue and Road
Reconstruction Bonds. Annual, automatic adjustments of the special assessment
rates will assure that the threshold level of 50% of project costs being recovered
through assessments is being met.
2. Implement the following Street maintenance strategy options (See Table that
follows):
a. At the time of a scheduled street reconstruction project, offer property
owners the option of a street reconstruction project at the corresponding
assessment of 50% or a street rehabilitation project at the corresponding
assessment rate of 75% or a street resurfacing project at a corresponding
assessment of 100% or no improvement at that time.
b. At the time of a scheduled street rehabilitation project, offer property
owners the option of a street rehabilitation project at the corresponding
assessment rate of 50% or a street resurfacing project at a corresponding
assessment of 100% or no improvement at that time.
c. At the time of a scheduled street resurfacing project, offer property owners
the option of a street resurfacing project at a corresponding assessment of 50% or
no improvement at that time.
d. Only one "default" project option will be allowed on any given street segment
before the recommended street maintenance improvement strategy will need to be
built. These options for alternative strategies should not be allowed on a block -
by -block basis, but should rather be allowed only on a project -by -project basis.
Fiscal Note: An alternative maintenance strategy is better than no investment at
all. The alternative strategy will not have the same life cycle benefits, but the
corresponding investment is also proportionally less. No more than one
consecutive alternative /default strategy should be allowed on any given street
segment.
Recommended
Reconstruction
Rehabilitation
Resurfacing
Maintenance
Strategy
City Recommended
50% owner's payment
50% owner's payment
50% owner's payment
Strategy
participation
participation
participation
$63 - $70 / front foot
$21 - $26 / front foot
$7 - $9 / front foot
80' Wide Lot Example
Annual Assessment
$5280
$1920
$640
10 year repayment
$718.20 / year
$260.87 / year
$86.96 / year
Owner Option #1
75% of Rehabilitation
100% of Resurfacing Cost
Do Nothing
Cost
$14 - $18 / front foot
$0 Cost
80' Wide Lot Example
$32 - $39 / front foot
Annual Assessment
$2800
$1280
$0
10 year repayment
$380.43 / year
$86.96 / year
$0
Owner Option #2
100% of Resurfacing Cost
Do Nothing
N/A
$14 - $18 / front foot
$0 Cost
80' Wide Lot Example
Annual Assessment
$1280
$0
10 year repayment
$173.91 / year
$0
Owner Option #3
Do Nothing
N/A
N/A
$0 Cost
80' Wide Lot Example
_
Annual Assessment
$0
10 year repayment
$0
3. Annually adjust the amount of local property tax funds available for funding
maintenance, resurfacing, rehabilitation, and reconstruction of local streets and
bridges. If not restricted by the fiscal limitations of State imposed levy limits, the
amount of property tax revenues should be indexed or otherwise annually adjusted to
be reflective of the actual cost to maintain or construct these roadway sections and
provide for 50% of the revenue. Fiscal Note: Current property tax funding of
$2, 000, 000 per year for all road maintenance and road reconstruction projects.
State imposed Levy Limits make this recommendation difficult to implement and an
unreliable revenue source. Property tax funding levels should at least be increased
annually for inflation.
4. Recommend the use of Local Road Reconstruction Bonds to finance the assessed
and non -assessed shares of the street resurfacing, rehabilitation, and reconstruction
projects. Special assessments shall provide 50% of the project revenue. Fiscal Note:
This tool allows cities to borrow funds for the reconstruction and rehabilitation of
local streets and the debt service is not subject to tax levy limits imposed by the state.
This will likely "bridge the gap" between the cost of reconstruction and
rehabilitation projects and the available revenue from assessments and property tax.
Municipal State Aid Street System Recommendations:
6L
Dedicate the use of Municipal State Aid Funds for maintenance, resurfacing,
rehabilitation and reconstruction projects on any existing or substandard MSAS
streets. Fiscal Note: The dedicated use of the MSAS revenues received from the
State for only existing MSAS streets coupled with the implementation of the Task
Force Special Assessment Recommendations for street maintenance projects
indicates that the Municipal State Aid Street System network would have
generated sufficient revenue to be considered self-supporting and not in need of
property tax or other revenue support. The recommended continued use of MSAS
funds for TID projects will further diminish the amount of funding available for
the MSAS System; i.e., robbing Peter to pay Paul.
2. Increase Resurfacing, Reconstruction and Rehabilitation Strategies Special
Assessment Rates, effective for 2005 projects, to the Substandard Street
Reconstruction policy guideline levels for uniform cost recovery from abutting
property owners. The frequency of reconstruction and rehabilitation strategies
and their corresponding assessment rate should be the same for both local and
MSAS streets. Fiscal Note: Amount of revenue generated is dependent on cost
share percentages. Remaining amount of project cost needs to be funded with
annual allocation of MSAS revenue.
3. MSAS streets are constructed to higher design standards and receive higher
volumes of traffic use. Under a Life Cycle Maintenance System, they need to be
maintained more frequently (3 bituminous overlays in 50 years verses 2 overlays
for a non state aid street). Property abutting a State Aid street shall be assessed
2/3`d the cost of the "adopted overlay assessment rate" for each overlay they
receive. Fiscal Note: Amount of revenue generated is dependent on cost share
percentages. Remaining amount ofproject cost needs to be funded with annual
allocation of MSAS revenue or other sources.
Transportation Improvement Districts Recommendations:
1. Establish Transportation Improvement Districts (TID) to provide 50% cost
recovery of the costs to reconstruct existing streets and to construct new capacity
improvements. The TID Charge will include two components; a Substandard
Street Reconstruction Charge (SSRC) and a Substandard Street Capacity Charge
(SSCC). The TID substandard street reconstruction charge (SSRC) and
substandard street capacity charge (SSCC) rates must be tied to benefit. Establish
uniform assessments for SSRC such that developed parcels would pay the same as
undeveloped property for improvements, including pedestrian facilities, to the
street fronting the benefiting parcel in the TID. This method of calculating TID
Charges shall be applied to all substandard arterial and collector streets with
mainline street widths of 52 feet or less. The TID Charges for streets with
mainline widths in excess of 52 feet shall only include those portions of street
costs attributable with mainline widths of 52 feet or less. Intersection
improvements including, but not limited to signalization and turnlanes, shall be
included in the cost of the SSCC capacity improvements. For each TID establish
6-7
the most equitable method for allocating these development costs to the benefiting
properties in a manner that is roughly proportional to the benefit each property
receives from the transportation project. Fiscal Note: Improvements to roads
abutting developed or undeveloped property should be paid by the owner of the
abutting property in manner consistent with the city's special assessment policies.
The capacity needs of all local, collector and most arterial streets, and to a large
extent intersection and interchange capacity, are driven by adjacent land uses.
Were it not for the adjacent land uses a lesser roadway would be all that was
typically needed. Therefore the developers of adjacent lands should pay for the
cost of roadway capacity attributable to those land uses that create the need for
the roadway capacity improvement.
2. Hold meetings for property owners in a TID prior to its adoption by the City
Council. Establish / refine the respective TID boundaries, roadway needs, project
costs, and TID Charges taking into account public input received at these
meetings and the City Council adopted Task Force recommendations. TID
Charges shall reflect relationship between land use and related trip generation —
single family residential vs. commercial. Fiscal Note: Public involvement prior
to the City Council's formal establishment of TID boundaries, projects and
charges will lead to a better awareness of the revenue needs and available
revenue, the respective equity of the program charges and timing of
improvements, all of which should lead to an better understanding of the TID
funding approach /concept. A certain amount of TID project revenue is needed to
construct the improvements and the allocation of project costs by various land use
types and associated trip generation will provide a more equitable distribution of
costs related to need for the project. However, this approach is generally more
difficult to accomplish when a TID is first created because the non-residential
development projects are less defined and the associated revenue less defined.
3. Require a commitment of at least 60% of the cost of a transportation project in a
TID or subarea, through agreements executed by benefiting property owners,
prior to the award of a contract to construct the proposed TID improvement.
Fiscal Note: This recommendation provides for a dedicated source of revenue for
60% of the project cost before construction begins. This will be extremely
beneficial when the city needs to sell bonds to pay for the project. It further
provides for a project cash flow that minimizes the city's risk and reliance on
property tax to fund revenue shortfalls on these projects if development /growth
slows in the future. Develop a financing strategy, such as the use of Road
Reconstruction Bonds, Sales Tax or Tax Abatements, for the remaining 40% of
the initial project cost that spans the time until the remaining 40% develops.
4. Boundary roads located on the perimeter of TIDs should be included in that
adjacent TID. Allocate an equal share of costs for boundary streets located
between TID's to both TID's. If one side is not in a TID, then hold its share of
costs for future assessment when the area is annexed and is included in a TID.
Fiscal note: This will increase the project costs and TID Charges in those
districts with border streets that have not been included to date. City share
increases for those border streets if no future TID on the other side.
5. If authorized by the State Legislature, utilize local %2% sales tax extension to
reduce the City's share of specific TID projects. Fiscal Note: This revenue
option has been requested by the City, but is dependent upon Legislative
approval, which is uncertain at this time. Amount of revenue dependent on limits
imposed in the legislative authority. Revenue, if dedicated to TID roads, would
reduce the City's projected property tax share of specific TID costs. Proposed
sales tax extension could generate $10, 000, 000 for TID road projects.
6. The cost to procure project right-of-way can be time consuming and expensive.
The City is able to require dedication of right-of-way that is roughly proportional
to the property owner's impact on the need for the wider roadway sections. Not
all project right-of-way will be dedicated. On some projects right-of-way needs
will exceed City Ordinance dedication requirements and a property owner's
roughly proportional share of right-of-way dedication. In other cases a property
owner may not be ready to develop at the time of the project and therefore has not
platted the property nor been required to dedicate right-of-way. In either case, the
project right-of-way needs to be acquired by the City or other government agency
on behalf of the City. This increases the project costs and the resultant TID
Charges. In a case where the property owner that did not dedicate their roughly
proportional share of right-of-way they shall be required to reimburse the City for
costs the City incurred in acquiring the right-of-way that would have been
required by City Ordinance or other methods of determining a property owner's
roughly proportional share of right-of-way dedication to be dedicated at the time
of platting. Such reimbursement may be required concurrent with the City
Council approval of the final plat for the property. Fiscal Note: This is a matter
offairness and equity. These right-of-way costs should not be added to the other
project costs and subsequent TID Charges to be paid by property owners that
dedicated right-of-way in advance and in support of the project.
7. TID Charges shall be based on cost estimates prepared by the Public Works
Department and will be used as the TID Charges in the development agreements.
If there is any surplus revenue in a specific TID after the close out of that TID,
then the city shall distribute a proportional share of the surplus revenues to each
property owner in that TID. Fiscal Note: Once created a TID may last for many
years, conceivably until the last parcel in the district develops and/or the last
road improvement is constructed. Numerous Development Agreements will be
written and many acres of land will be purchased for development based on the
estimated TID Charges. Speck projects in a TID will be constructed at different
times over the life of the TID. Before any refunds or rebates are distributed, the
city would assure itself that its share of the project costs are funded by any
revenues generated from that specific TID. Historically, if "refunds or rebates "
are due from the City because of overcharges, the refund /rebate has gone to the
property owner since they are the party that ended up paying for the development
charges when the lot was purchased. The developer will likely recover all
development costs, including the estimated TID Charges from the purchaser of
the individual building lot(s). Therefore, if there were any surplus revenue in a
specific TID after the close out of that TID, then the city should distribute a
proportional share of the surplus revenues to each property owner in that TID.
8. Roadways shall be planned and designed to accommodate full build out and long
range traffic projections. Right-of-way needs should be officially mapped to
preserve the public interests in that land for future right-of-way dedication or
acquisition. Roadway construction shall be phased if it's determined through a
present worth analysis that it is more cost effective than initially constructing the
ultimate roadway section necessary for the full -build out scenario. Fiscal Note:
A "big picture " approach is necessary to determine the overall needs and costs
for the 20 -Year Transportation Funding Plan. Specifics related to geographical
area, street segment lengths and widths, and project phasing can be further
scrutinized and refined for each TID at the time each TID is adopted by the City
Council. A phased approach would not reduce the TID Charges, but could assist
in the funding and scheduling of additional projects.
9. Recommend the use of Local Road Reconstruction Bonds to fmance the public
and developer share of the Substandard Street Reconstruction Charge (SSRC).
Fiscal Note: This tool allows cities to borrow funds for the reconstruction and
rehabilitation of local streets and the debt service is not subject to tax levy limits
imposed by the state. This revenue source would "bridge the gap " between the
actual cost of TID reconstruction projects and the available revenue from TID
Charges and other non yet available revenue sources such as MSAS, sales tax, tax
abatements, and federal funds. Capacity improvements (SSCC) cannot be funded
with this revenue source.
Interchange Overlay Transportation Improvement Districts Recommendations:
1. Create overlay TID's for interchange projects. The portion of the cost of the
interchange that would equate to the cost of a signalized expressway intersection
would be assessed to properties in the district. Use distance / proximity
increments to apportion the TID Charges / assessment with property closer to the
interchange paying the higher charges / rates. Fiscal Note: There is sufficient
documentation to warrant the establishment of an assessment rate or charge that
increases in direct relationship to the proximity of the parcel to the interchange.
The amount assessed to individual parcels must meet the fairness, proportionality,
and equity test. Tthe City has required other developers to pay the cost to
upgrade existing intersections, expressways, arterial and collector roads to
handle traffic from those developments. Amount of revenue generated is
dependent on cost share percentages. Under this approach the remaining project
q 0
1.
cost would to be funded by the City as a public cost with "other" revenue such as
MSAS, sales tax or tax abatement funds.
2. Hire qualified property appraisers to quantify special assessment "benefit" to
specific property. Fiscal Note: This approach will greatly enhance the fairness,
proportionality, and equity of the TID Charges. These appraisals will add to the
cost of the TID projects. They take time to complete and would likely lengthen the
development review and approval process.
3. Establish Tax Abatement District(s) as possible transportation project revenue
sources for the commercially zoned property within the Willow Creek, Northwest
Territory, and Kalmar South TIDs. Use the Tax Abatements funds to pay for the
City's share of interchange project costs in those respective TIDs. Fiscal Note:
Under current law, it has been estimated that if a Tax Abatement District were
created at the 3 geographic interchanfe locations (2 at TH 63 South, 1 at 52 and
65`h Street NW and 1 at TH14 and 60` Avenue NW9 where an interchange is
proposed to be constructed and subsequent commercial land use and zoning is put
into place, that sufficient tax revenue may be captured to pay for most of the
City's share of the 4 interchange projects. Iffully utilized for the 4 interchange
projects, then this funding source would not be available for other major roadway
projects in the city. Tax Abatements will show up as a property tax increase for
all properties in the city.
4. If authorized by the State Legislature, utilize local %2% sales tax extension to
specifically reduce the City's share of specific TID projects. Fiscal Note: This
revenue option is not currently available. Amount of revenue is dependent on
limits imposed in the legislative authority. Revenue, if dedicated to roads, would
reduce the City's projected property tax share of specific TID costs. Proposed
sales tax extension would generate $10, 000,000 for road projects.
5. The assessment / charge for the Interchange TID should be apportioned to area
properties based on the portion of the cost of the interchange that would equate to
the cost of a signalized expressway intersection that would be assessed to
properties in the district, and the balance of the project cost to the City. (Rationale
being that the development of commercial and residential projects in the
interchange area could met the city's "adequate public facilities" Zoning Code
requirement and develop without the benefit of the interchange by making certain
roadway capacity and signalization improvements to at -grade intersections.
Improved motorist safety and maintaining higher operating speeds for the through
traffic on the State's Trunk Highway system is the prime reason for the
interchange.) Fiscal Note: There is sufficient documentation to warrant the
establishment of an assessment rate that increases in direct relationship to the
proximity of the parcel to the interchange. The amount assessed must meet the
fairness, proportionality, and equity test. The City has required other developers
to pay the cost to upgrade existing expressways, arterial and collector roads to
handle traff c from those developments. Under this approach the remaining
1
project cost would to be funded by the City as a public cost with
such as MSAS, sales tax or tax abatement funds.
i'
"other" revenue