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HomeMy WebLinkAboutCity Council Packet 05-20-2003 SpecialAgenda City of Plymouth Special City Council Meeting Tuesday, May 20, 2003 7:00 p.m. Fireside Room at Plymouth Creek Center 1. Call to Order 2. Discuss pond and drainage system maintenance 3. Medina Road 4. Schedule future study session topics 5. Update with City Manager 6. Adj ourn Agenda Number: DATE: May 14, 2003 for the City Council Meeting of May 20, 2003 TO:wight D. Johnson, City Manager FROM: t, Daniel L. Faulkner, P.E. Director of Public Works SUBJECT: POND AND DRAINAGE ISSUES BACKGROUND: At the Special Council Meeting of April 8, 2003, the City Council received a report entitled Drainage System Maintenance which included a brief historical perspective on the development of the City's storm drainage system. Included in this report were many system wide statistics, including the number of water quality treatment ponds that are covered by maintenance agreements. Since 1991, the City has required Pond Maintenance Agreements for all constructed water quality (NURP) ponds which specifies that the property owners are responsible for maintaining the ponds within their development. From 1991.through 2002, the City has entered into 135 Pond Maintenance Agreements covering 190 water quality ponds. In addition there are approximately 520 other drainage basin areas which the City is responsible for maintaining. The April 8 report also included four options for the City Council to consider. 1. Continue existing program; this would involve addressing only top priority or "urgent" drainage issues as they arise within the current budget constraints. 2. Contract out NURP pond cleaning; contractors would be hired to remove sediment from the water quality ponds that are currently subject to Pond Maintenance Agreements. 3. Provide incentive for property owners with Pond Maintenance Agreements; the City could reduce the surface water fee for those property owners with Pond Maintenance Agreements that are able to document inspections as required and the accumulation of funds to provide future pond maintenance. 4. Clean ponds by expanding City capability; add four additional City employees and the necessary capital equipment to enable City forces to CADocuments end Settings\kholm.CITYCENTER\Local Settings\Temporary Internet Files\OLK212\Pond cleaning funding.doc SUBJECT: POND AND DRAINAGE ISSUES Page 2 maintain all water quality ponds at an initial total cost of $836,000 and an ongoing cost of $431,000 per year. At the Special Council Meeting there was much discussion regarding the four options. Staff was directed by Council to prepare a report for a future study session on this topic. Information should be provided on the cost to dispose of sediment removed from ponds as well as staff's approximate cost for inspection and assessments for pond cleaning projects likely needed within the next five to ten years. Staff has completed additional research and financial analysis. A significant variable in the financial analysis is how capital improvement projects will be funded by the Bassett Creek Watershed Management Commission (BCWMC). Recent discussions indicate they will likely be funded by an ad valorem tax across the watershed and therefore not be funded by the City's Water Resources Fund. These projects include the water quality ponds for Medicine Lake that were originally projected to come from this fund. Another important variable that staff has researched further is the timing of the needed pond maintenance. The new analysis in this report takes into account when all of the ponds were built and places them on a 1.5 year maintenance cycle. The majority of the pond maintenance needs will be some years into the future -a factor that benefits the City financially. This delayed cost also allows the City to save money in the early years by contracting for needed maintenance rather than hire additional staff. In later years, in- house cleaning of ponds may still be the best option. Based on the likelihood that the BCWMC would fund the Medicine Lake capital projects and the new information on the timing of the needed pond maintenance, an updated financial analysis, "Contract Pond Cleaning — No Rate Increase" has been prepared by our Finance Department. This financial analysis includes the cost for cleaning the 190 water quality ponds covered by maintenance agreements at an estimated cost of $15,000 per pond, but does not include the capital improvement projects for Medicine Lake, assuming that these will be covered by BCWMC capital funds. It does include the costs in the City's Water Resource Management Plan for the other lake studies as well as identified watershed activities and non -capital efforts on Medicine Lake. This analysis shows that the City could contract out the cleaning of all 190 water quality ponds on a 15 year cycle with no increase in the storm water utility fee. It should be noted that the financial analysis has not included any fee increase for inflation which will be necessary since projected costs were not adjusted for inflation. An "inflater" of 1% for future growth has been included through 2018. Beginning in year 2007 there would be approximately $200,000 available on an annual basis for unspecified capital projects to improve the water quality of lakes throughout the City. An additional financial analysis, "Contractual Pond Cleaning — 2004 Rate Increase of 4.6%", is attached which includes a one-time increase in the Surface Water Fee of 4.6% in 2004. This increase of $.15 to a monthly rate of $3.40, which approximates the rate of C:\Documems and Settings\kholm. CITYCENTER\Local Settings\Temporary Internet Fi1es\0LK212\Pond cleaning funding.doc SUBJECT: POND AND DRAINAGE ISSUES Page 3 inflation since the fee was enacted in 2001, would provide $200,000 annually for future projects to improve lake quality beginning in 2007. This results in a much improved minimum fund balance of $1,254,000 versus $54,000 without this increase. It should be noted that this alternative financial analysis also has not included any fee increase for inflation which will be necessary since projected costs were not adjusted for inflation. This analysis at $15,000 per pond cleaning does not include disposal costs outside of Plymouth. Staff feels there is a reasonably good possibility that a disposal site or sites could be available for disposal within the City for the next 10-15 years. This includes the existing City park site south of Schmidt Lake Road and west of I-494 adjacent to the AES property (Fluidyne). This site is very low in certain areas and a significant amount of disposal material could be deposited in these low areas. Some of the problems involved with this site include access and existing trees. Negotiations with the property owner for joint access use of their drive would significantly alleviate the access problem and further analysis of tree loss would need to be completed. The site abuts a portion of the Savannah neighborhood, but the filling would be a considerable distance from any homes. It would be visible from I-494. The City site where filling would occur is also much lower than the homes to the west and there may be potential to construct berms to screen the neighborhood from either the filling operation or perhaps from I-494. Another potential disposal site is the 40 acre Begin parcel at approximately 5300 Vicksburg Lane which has been identified as a future City playfield/park site. The undeveloped portion of the Villages at Bass Creek plat between 10th Avenue and Highway 55, which is apparently undevelopable due to the extensive soil contamination may also be a potential disposal site although significant buffering and berms would be necessary due to the adjacent residential development. Property rights would need to be acquired for both these sites. RECOMMENDATIONS AND CONCLUSIONS: Under the current Pond Maintenance Agreements, if pond inspection and maintenance is not completed by the property owners, the City can have the ponds cleaned and assess the property owners. We are beginning a pilot program this summer to inspect and evaluate some of the older water quality ponds and determine the cost of this activity. We will be using a college intern and one staff person to assist as needed. At this time, we are estimating that the necessary field and office work will take approximately 8 to 10 staff hours, at a cost of $160 to $200 per pond. Staff feels that assessing pond cleaning costs would be a very difficult process and legally questionable. Many homeowner associations (HOA) were never formalized or individuals do not realize their contractual pond maintenance responsibility. At this point in time we are not aware of any HOA that has used collected funds to pay for any private pond maintenance. Staff does not recommend proceeding in this manner. Staff has also further considered the equity issues regarding who should pay for pond maintenance. A good argument can be made that abutting owners would get a special benefit from a cleaner pond and therefore should pay some of the cost. But it is also a C\Documents and Settings\kholm.CITYCENTER\Local Settings\Temporary Internet Files\OLK212\Pond cleaning funding.doc SUBJECT: POND AND DRAINAGE ISSUES Page 4 good argument that homeowners in subdivisions with water quality ponds have already invested extra in water quality when they purchased their homes compared to other City residents. Staff finds that these equity arguments are both valid and tend to counterbalance one another. This leaves the main question of whether or not there will be a significant city-wide benefit to the City's overall surface water system from regular maintenance of the water quality treatment ponds. Staff believes the benefits to overall water quality will justify the projected expenditures. Since it seems likely that the BCWMC will develop a policy to fund capital projects within the watershed through an ad valorem tax and would thereby fund approximately 1,160,000 in Medicine Lake capital improvements and $31,000 for Parkers Lake, it appears feasible for the City to assume the future maintenance of the 190 water quality treatment ponds covered by pond agreements. Staff therefore recommends that the City assume maintenance of the existing water quality treatment ponds within the City covered by Pond Maintenance Agreements as well as future water quality ponds required of developments. This must be contingent on the BCWMC agreeing to fully fund the cost of capital improvement projects throughout the watershed and that a disposal site can be obtained within the City limits. It is further recommended that the surface water fee be increased to $3.40 to provide additional unspecified funds and keep the fund balance at a more acceptable level. If one or both of the above contingencies cannot be met, then the City will need to strongly consider a larger increase in the surface water fee to take over the Pond Maintenance Agreement pond cleaning responsibility. Also, as previously discussed, there is currently a significant backlog of other drainage maintenance needs not being met with this proposal. Staff will be reviewing budget options over the next several years to help prioritize and address this backlog. In five to six years, when the 15 year pond cleaning cycle shows several ponds will need to be cleaned, the Council may want to consider adding staff and equipment to do the necessary pond cleaning and drainage maintenance to either replace or supplement the contract cleaning. kqow d Daniel L. Faulkner, P.E. Director of Public Works attachments Contract Pond Cleaning — No Rate Increase spreadsheet Contractual Pond Cleaning — 2004 Rate Increase of 4.6% spreadsheet CADocurnents and Senings\kholrn.CITYCENTER\Local Settings\Temporary Internet Files\OLK212\Pond cleaning funding.doc C,shnow Projection Investment Return Beeinnine Balance Re,enuts Stonnaater Utility Fees Transfer INMiw Interest Eamings Ecoens Oneiratins Personal Services Materials d Supplies Incentive Program Contractual Services Capital Improvements Lake Management 0 172,612 184,204 Water Resources Fund 184,204 184,204 184,204 184,204 184,204 184,204 184,204 184,204 184,204 184,204 Long -Term Cashflow Projection 184,204 0 40,000 50,000 50,000 50,000 50,000 50,000 50,000 50,000 425% Contractual Pond Cleaning - No Rate Increase 50,000 50,000 50,000 50.000 0 39,817 36,250 36,250 36,250 36,250 36,250 Inflators 2002 2003 2004 2005 2006 2007 2008 2009 2010 2011 2012 2013 2014 2015 2016 1,795,275 2,775,234 2,203,950 2,043,104 1,763,992 1,606,848 1,657,700 1,577,304 1,299,994 1,082,067 688,267 524,923 341,568 229,445 13.884 0.01 1,557,604 1,573,180 1,588,912 1,604,801 1,620,849 1,637 057 1,653,428 1,669,962 1,686,662 1,703,529 1,720,564 1,737,769 1,755,147 1,772,699 1,790426 23,855 42,000 42.000 42.000 0 40,000 40,000 40,000 40,000 40,000 40,000 40,000 100,723 103,606 88,372 79,217 70,140 67,928 67,313 59,870 49,566 36,837 25,244 18,030 11,882 5,895 6,461 Total Revenue -> 1,682,182 1,676,786 1,677,284 1,684,018 1,690,989 1,704,986 1,720,741 1,729,833 1736,227 1,740,365 1,745,808 1,755,799 1,767,029 1,778,594 1,796 887 0 172,612 184,204 184,204 184,204 184,204 184,204 184,204 184,204 184,204 184,204 184,204 184,204 184,204 184.204 184,204 0 40,000 50,000 50,000 50,000 50,000 50,000 50,000 50,000 50,000 50,000 50,000 50,000 50,000 50.000 0 39,817 36,250 36,250 36,250 36,250 36,250 36,250 36,250 36,250 36,250 36,250 36,250 36,250 36,250 36.250 25,000 25,000 25,000 25,000 25,000 25,000 25,000 25,000 25,000 25,000 25,000 25,000 25,000 25,000 0 42,000 42,000 42,000 42,000 42,000 42,000 42,000 42,000 42,000 42,000 42,000 42,000 42.000 42.000 0 40,000 40,000 40,000 40,000 40,000 40,000 40,000 40,000 40,000 40,000 40,000 40,000 40,000 40.000 0 20,000 20,000 20,000 20,000 20,000 20,000 20,000 20,000 20,000 20,000 20,000 20,000 20,000 20,000 0 - 11.000 11000 I 1000 I I (w 11000 11 000 11 000 11000 I1-000 11,000 11,000 11,000 11,000 11,000 CIP - Pond 8 Drainage Improvements 94,666 100,000 100,000 100,000 100,000 100,000 100,000 100,000 100,000 100,000 100,000 100,000 100,000 100,000 100,000 Number of Ponds to be Cleaned 3 4 7 13 24 36 21 25 21 26 Cort of pond cleaning @$15,000 ea 45,000 60,000 105,000 195,000 360,000 540,000 315,000 375,000 315,000 390,000 30,000 Other Capital 32,471 Allocations 0 18,517 19,416 27,116 27,116 27,116 27,116 27,116 27,116 27,116 27,116 27,116 27,116 27,116 27.116 2.7,115 Transfers 0 15,000 20,450 20,450 20,450 20,450 20,450 20,450 20,450 20.450 20,450 20450 20,450 20,450 20450 20,450 Deferred Expenditures From 2002 500,000 Street Cleaning 0 203,650 203,650 203,650 203,650 203,650 203,650 203,650 203,650 203,650 203,650 203,650 203,650 203,650 203,650 Drainage Maintenance 0 283,866 283,866 283,866 283,866 283.866 283.866 283,866 283,866 283,866 283,866 283,866 283,866 283.866 283.866 Total Expenses => 704,432 2,248,070 1,838,130 1:963,130 1,848133 1,654,134 1,801,137 2,007,143 1,954,154 2,134,166 1,910 151 1,939,155 1,879,151 L9 54 156 1,594,132 Endive Balance 2,773,025 2,203,950 2,043,104 1,763,992 1,606,848 1,657,700 1,577,304 1,299,994 1,082,067 688,267 524,923 341,568 229,445 53 884 256,638 Note - 2002 has been updated to actual. Vote - 2003 revenue has been revised. Water Resources Pond Cleaning Scenario (Dwight-2).xls 5/16/2003 11:17 AM 2017 2018 20192020 100,000 2021 2022 2023 2024 2025 2026 2027 2028 2029 2070 2031 2072 2077 2074 256,638 394,377 571,756 756,674 949,450 1,104,461 1,250,739 1,357,276 1,376,421 1,227,862 889.153 765,845 576,017 439,401 220,379 466,962 63'_.107 819,589 1,808,330 1,826,413 1,826,413 1,826 413 1,826,413 1,826,413 1,826,413 1,826,413 1,826,413 1,826 413 1,826,413 1,826,413 1,826,413 1,826,413 1,826,413 1826,413 1,826.41 3, 1,826,413 13,546 20,103 27,642 35,501 42,737 49,007 54,267 56,882 54,189 44,050 34,437 27921 21,129 13,729 14,302. 22,869 30.'_07 38,175 1,821,876 1,846,516 1,854,055 1,861,914 1,869,150 1,875,420 1,880,680 1,883,295 1,880,602 1,870,463 1,860,850 1,854,334 1,847,542 1,840,142 1840,715 1,849 282 1,8566'0 1,864 588 184,204 184,204 184,204 184,204 184,204 184,204 184,204 184,204 194,204 184,204 184,204 194,204 184,204 184,204 184,204 184,204 184.'_01 184,204 50,000 50,000 50,000 50,000 50,000 50,000 50,000 50,000 50,000 50,000 50,000 50,000 50,000 50,000 50,000 50,000 50.000 50,000 36,250 36,250 36,250 36,250 36,250 36,250 36,250 36,250 36,250 36,250 36.250 36,250 36,250 36,250 36,250 36,250 36.250 36,250 25,000 25,000 25,000 25,000 25,000 25,000 25,000 25,000 25,000 25,000 25,000 25,000 25,000 25,000 25,000 25,000 25.0.c0 25,000 200,000 200,000 200.000 200,000 200,000 200,000 200,000 200,000 200,000 200,000 200.000 200,000 200,000 200,000 200,000 200,000 200 000 200,000 100,000 100,000 100,000 100,000 100,000 100,000 100,000 100,000 100,000 100,000 100.000 100,00[: 100,000 100,000 100,000 100,000 I000•] 100,000 8 7 7 7 10 11 14 20 31 43 28 32 28 33 2 8 7 7 120,000 105,000 105,000 105,000 150,000 165,000 210,000 300,000 465,000 645,000 420.000 480,0[+) 420,000 495,000 30,000 120,000 105.0_4 105,000 27,116 27,116 27,116 27,116 27,116 27,116 27,116 27,116 27,116 27,116 27,116 27,116 27,116 27,116 27,116 27,116 116 27,116 20,450 20,450 20,450 20,450 20,450 20,450 20,450 20,450 20,450 20,450 20.450 20,450 20,450 20,450 20,450 20,450 20450 20,450 203,650 203,650 203,650 203,650 203,650 203,650 203,650 203,650 203,650 203,650 203,650 203,650 203,650 203,650 203,650 203,650 203 650 203,650 283,866 283,866 283,866 283,866 283,866 283,866 287 866 287 866 283.866 283,866 283.866 283,866 _ 283,866 283,866 283 866 283,866 283.8k 283,866 1,684,138 1,669,137 1,669,137 1,669,137 1,714,140 1,729,141 1,774,144 1.864,150 2,029,161 2,209,173 1,984.158 2,044,162 1,984,158 2,059,163 1,594,132 1,684,138 1,669 I 1,66Y 131 394,377 571,756 756,674 949,450 1,104,461 1,250,739 1,357,276 1,376,421 1,227,862 889,153 765,845 576,017 439,401 220,379 466,962 632,107 819589 1,015,040 Water Resources Pond Cleaning Scenario (Dwight-2),xis 5/16/2003 11:17 AM c.shnnw Projection Investment Return Beeinnine Balance Revenues Sto-ater Utility Fees Transfer ImNisc Interest Earnings Expenses Ooeratine Personal Services Materials & Supplies Incentive Program Capital Improvements Lake Mana¢ement Water Resources Fund Long -Term Cashflow Projection 4.25% Contractual Pond Cleaning - 2004 Rate Increase of 4.6% Inflators 2002 2003 2004 2005 2006 2007 2008 2009 2010 2011 2012 2013 2014 2015 2016 1,795,275 2,775234 2,203,950 2,117996 1917,709 1,843,496 1,981,567 1,992,869 1,811,933 1695,264 1,407,819 1356,154 1,290,035 1,300950 1_2i4483 0.01 1,557,604 1,573,180 1,662,246 1,678,868 1,695,657 1,712,614 1,729,740 1,747,037 1,764,508 1782,153 1,799 974 1,817,974 1,836,154 1,854,515 1.873,060 23,855 26 Cost of pond cleaning QS 15,000 ea 45,000 60,000 105,000 195,000 360.004) 540,000 315,000 100,723 103,606 89,930 83,974 78,263 79,591 82,699 79,170 72,977 64,568 57,512 55,061 53,913 53,173 59,243 Total Revenue > 1,682,182 1,676,786 1,752,176 1,762,843 1,773,920 1,792,205 1,812,439 1,826,207 1,837,485 1,846,721 1,857,487 1,873,035 1,890,067 1,907,688 1.932 303 0 172,612 184,204 184,204 184,204 184,204 184,204 184,204 194.204 184,204 184,204 184.204 184,204 184,204 184,204 184,204 0 40,000 50,000 50,000 50,000 50,000 50;000 50,000 50,000 50,000 50,000 50,000 50,000 50,000 50,000 0 39,817 36,250 36,250 36,250 36,250 36,250 36,250 36,250 36,250 36,250 36,250 36,250 36,250 36,250 36,250 203,650 25,000 25,000 25,000 25,000 25,000 25,000 25,000 25,000 25,000 25,000 25,000 25,000 25,000 25,000 Minnehaha Ck Wshd 6,000 14,000 CUP - Pond & Drainage Improvements 94,666 100,000 100,000 100,000 100 000 100,000 100,000 100,000 100,000 100,000 100,000 100,000 100,000 100,000 100,000 Number of Ponds to be Cleaned 3 4 7 13 4 36 21 25 21 26 Cost of pond cleaning QS 15,000 ea 45,000 60,000 105,000 195,000 360.004) 540,000 315,000 375,000 315,000 390,000 30,000 Other Capital 32,471 Allocazio s 0 18,517 19,4.16 27,116 27,116 27,116 27,116 27,116 27,116 27,116 27,116 27,116 27,116 27,116 27,116 27,116 Transfers 0 15,000 20,450 20,450 20,450 20,450 20,450 20,450 20,450 20.450 20,450 20,450 20,450 20,450 20,450 20450 Deferred Expenditures From 2002 500,000 Street Cleaning 0 203,650 203,650 203,650 203,650 203.650 203,650 203,650 203,65O 203.650 203,650 203,650 203,650 203,650 203,650 Drainage Maintenance 0 283,866 283,866 283,866 283,866 283166 283,866 283,866 283366 283,866 283,866 283,866 283,866 283,866 283,866 Total Expenses=> 704,432 2,248,070 1,838,130 1,963,130 1,848,133 1,654,134 1,801,137 2,007,143 1,954,1i4 2,134,166 1,909,151 1,939,155 1,879,151 1,954,156 1,594,132 Endine Balance 2,773,025 2,203,950 2,117,996 1,917,709 1,843,496 1,981,567 1,992,869 1,811,933 1,695264 1,407,819 1,356,154 1290,035 1,300,950 1254,483 1,592,654 Vote - 2002 has been updated to actua Vote - 2003 revenue has been revised. 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We offer the following information as background for the Council's discussion. Backiround—Previous Plans and Studies Medina Road as a parallel route to Highway 55 has been on the City's plans since the first Thoroughfare Plan was adopted in 1972, and has been part of the City's 1980, 1990 and 2000 Comprehensive Plans. The current Plan classifies it as a minor collector and states that Construction of Median Road between Dunkirk Lane and Vicksburg Lane is planned to provide local traffic circulation without using TH 55. This is needed because it is unlikely that Mn/DOT will be able to provide additional lanes on TH 55 in the foreseeable future. " (Page 7-27.) The Plan shows it as a planned two-lane road, not yet programmed (not on the C.I.P.) In 1989, a study was prepared to determine whether there was a current and future need to complete Medina Road. (See copy of study attached.) The study explains that this portion of Medina Road functions as a part of a continuous parallel service road to provide local access and mobility to the land south of and adjacent to Highway 55. At the time, TH 55 was planned to be a freeway with grade -separated interchanges at Vicksburg and CSAH 24. This segment of Medina Road was projected to carry about 6,000 ADT (average daily trips) in 2010, which would be required to divert to Highway 55 or local residential streets to the south in order to travel between Vicksburg Lane and Dunkirk Lane if Medina Road was not available. The 1989 study concluded that there was a current need to complete the road, which would benefit transportation and public safety conditions as follows: Providing an important link in the city's overall transportation system; Reducing through traffic and improving public safety and quality of life on the residential streets south of Medina Road; Increasing capacity, and reducing delay and accidents at the intersection of TH 55 and Vicksburg Lane; Reducing short trips on TH 55; and Reducing emergency response time to and from Fire Station III, and reducing accident hazards associated with emergency responses on TH 55. The 1989 study also looked at three different possible alignments plus a "no -build" alternative and their impacts on traffic, land use, wetlands and other factors. Wetland fill required by the alternative alignments ranged from 2.2 to 2.7 acres. The current route shown on the Comprehensive Plan was determined to be the best at that time, being the shortest route with the most favorable traffic impact and the least impact on other land uses, although it had the largest direct wetland impact. A bridge over the wetlands was deemed to be an unacceptable alternative because of its prohibitive cost, $3.5 to $5.0 million at that time. While not reflected in SRF's report, there is correspondence in the file from Hanus Bus Company, favoring construction of the road. They felt safety for school buses would be improved by providing Medina Road as an alternative for school buses to travel on TH 55. They had records of bus/vehicle accidents at the Vicksburg/TH intersection. Following the study, the City applied for permits from the DNR to build the road and a trunk watermain that would follow the same route. (The watermain is a 20 -inch trunk main that is still on the plan for the City's overall water system. It is not directly related to development of the site.) The DNR approved the permit for the watermain. A permit for the road was also applied for. The DNR requested that the City prepare an EAW, but it was never prepared. There was some concern that the City hadn't looked adequately at all options, such as buying homes to the south side. Staff's recollection is that this was probably a matter of priorities. There were other more pressing capital needs, so the City didn't move forward through the permit process for the road. In 1997, approvals were pending for the Plymouth Station development. Several reports were prepared by the City's consultants to analyze impacts of various land use and access scenarios in conjunction with the City's review of that project. The studies for that project assumed that Medina Road would be extended between Vicksburg and Dunkirk Lane. In a report from August of 1997, SRF prepared a report on traffic volumes and impacts with and without the Medina Road extension based on the City's transportation plan update prepared in 1992 (see report, attached.) Existing conditions and development in the area had changed substantially since the 1989 study, including Seven Ponds and the entire Parkers Lake Development. New east -west connections between Vicksburg and Dunkirk had been completed, both in residential areas south of TH 55(Fox Run and Steeplechase) and north of TH 55 ( 36th Ave.) MnDOT's plans for interchanges on TH 55 had been dropped. That 1997 report found that of the 6,000 ADT projected for the road segment, 3,000 ADT would be diverted to TH 55 if Medina Road were not extended. The next largest impact would be to 36th Avenue, where 1,500 trips would divert. There would be a similar impact to Dunkirk Lane south of Medina Road. 24th Avenue, 22nd Avenue and CSAH 6 would share the remaining impact (1,500 ADT total.) Since the last report there have been no traffic studies that have directly addressed the same questions regarding the need for this segment of Medina Road. The working assumption has been that the road would be constructed if and when the need to relieve congestion on TH 55 becomes so overwhelming that it exceeds the perceived cost of the wetland impacts. In 2002, there were 39,000 ADT on the segment of TH 55 between CSAH 24 and Vicksburg Lane. Plymouth's Comprehensive Plan shows a 2020 forecast of 48,000 ADT. MnDOT's 2030 forecast for this segment is 53,000 ADT. Traffic has continued to increase, but not as fast as predicted by the 1989 study, which had predicted 55,000 ADT on TH 55 in 2010, a little higher than MnDOT's 2030 forecast. The Comprehensive Plan identifies TH 55 east of CSAH 24 as a congested corridor during peak hours. Forecasted traffic volumes would require a third through - lane to adequately accommodate demand, but state and regional transportation plans have classified TH 55 as a "preservation" corridor, meaning that MnDOT does not anticipate making significant changes. Discussion/ Staff Comments Staff offers the following comments and observations as input to the Council's discussion: Since the last traffic report, there have continued to be changes in the impacted area, including the Plymouth Station and Plymouth Marketplace developments, and in City Center. In the last two years, the Highway 55 Corridor Coalition has been working on protecting the TH55 corridor from I-494 in Plymouth to Annandale, to improve safety and increase capacity. The joint powers organization has been successful in securing funding for a project to map and protect the future right-of-way to expand TH 55 to 4lanes where it is currently 2 lanes, and 6lanes where it is currently 4lanes. With both MnDOT districts, the Metropolitan Council, Hennepin and Wright counties and most of the cities on board, it appears there may be some momentum to begin planning for expansion of the highway that has not been there before. A major goal of the Corridor's Coalition's work has been and will be to promote good access management in the TH 55 corridor. One of the most important tools for access management is planning frontage or "backage" roads to provide access to land along the highway and to provide alternative routes for local trips. Eliminating this section of Medina Road from Plymouth's plan would be in opposition to this goal. While direct land access would not be affected, more local trips would likely use TH 55. One of the strategies being pursued to increase the priority for improvements to TH 55 is to request that the Metropolitan Council reclassify TH 55 west of I-494 from a minor arterial to a principal arterial, and restore it to the regional highway system. The advantage of reclassification is that it would increase the priority of the TH 55 for funding. It is expected that the reclassification will occur the next time the regional transportation plan is updated. One of the policies that applies is that cities need to have an adequate local road system to serve local trips. If the City removes a frontage road that serves that function, it could be seen as violating that policy and showing a lack of local commitment to the plans for upgrading TH 55. Ultimately, once TH 55 is put on the regional system, amendments to local Comprehensive Plans that would have a negative impact on this section of roadway could possibly be considered to be an impact upon or departure from the regional system plan. The City could be barred from placing the amendment into effect. While the Metropolitan Council rarely takes such an action, funding decisions still could be negatively affected. Typically, when a parcel abutting a future roadway is developed or redeveloped, the City would expect the road to be constructed as part of the development. While plans for redevelopment of the Dana Spicer site are very preliminary at this time, it appears that building the portion of the road affected would not be necessary for the project. The developer has indicated that they will ask that the City not require them to construct the road; and, their pro forma indicates that it would not be financially feasible for them to do so. The construction of Medina Road as analyzed in 1989 would entail the filling of 2.2 to 2.7 acres of DNR wetland, depending on the selected alignment. This was based on matching the existing 4 -lane section of Medina Road. This impact would be lessened if only a 2 -lane roadway was built, which would likely accommodate the projected future traffic, but the wetland impact would still be substantial. The cost of constructing Medina Road between Vicksburg Lane and Dunkirk Lane would be significantly greater than a typical roadway due to the instability of the wetland soils. This cost could be lessened if surcharging techniques were used rather than removing/ replacing wetland soils. When proposed amendments to the Comprehensive Plan affect specific parcels, the City's policy is to notify all property owners within 750 feet. In a case such as this, where previous studies show impacts far beyond 750 feet of the roadway (impacts to Dunkirk, 22"d, 24th and 36th Avenues as well as TH 55) a much wider notification area is probably appropriate. A notice is sent when a complete application is received, and another when a hearing is scheduled before the Planning Commission. The Council should discuss to whom and when to send notices if an amendment is initiated. Conclusion and Recommendation Conditions have changed since the need for Medina Road between CSAH 24 and Vicksburg Lane was last studied. In order to amend the Comprehensive Plan to remove this section of road, the City will need to demonstrate to the Metropolitan Council and MnDOT that the change would not have a negative impact on TH 55. If this cannot be demonstrated, the City may be put in a very difficult position to justify the amendment in light of the promising work underway with the Corridor Coalition to move TH 55 higher in priority for future improvements. We will also need to be able to explain to Plymouth citizens how they might be affected. Therefore, we recommend that prior to making a decision on whether or not the City should initiate the process to remove the un -built segment of Medina Road from Vicksburg Lane to Dunkirk Lane from the City's Comprehensive Plan, that the City commission a study to determine the current need for the road and the potential impacts on TH 55 and the rest of the City's roadway system, as well as the economic and environmental impacts. The data from the previous studies are not adequate or current enough for an amendment at this time. If a private party requested an amendment if this nature, we would not consider the application to be complete without this information. Staff requested an estimate for an updated traffic study from SRF. While we have not specifically budgeted for the $12,000 study, there are funds in the Planning and Engineering Division's budgets, or in the Comprehensive Plan Reserve Fund, that could pay for it. There is currently no impetus or funding to build any part of the road. Another option would be to defer considering an amendment for Medina Road until the next update of the City's overall Transportation Plan. The cost for the needed study would probably be more economical when combined with the overall update. 4 ATTACHMENTS: 1. Medina Road Needs Assessment Traffic Study, SRF, June 1989 2. Forecast Traffic Volumes/Impacts with and without the Medina Road Extension between Dunkirk Lane and Vicksburg Lane, SRF, August 1997. 3. Figure 7-3, Plymouth Comprehensive Plan, Functional Classification of Existing and Proposed Roadways SRFSTRGAR-ROSCOE-FAUSCH, INC. CONSULTING ENGINEERS TRANSPORTATION CIVIL STRUCTURAL PARKING LAND SURVEYORS Commission No. 0891169 MEMORANDUM TO: Mr. Fred G. Moore, P.E. Director of Public Works CITY OF PLYMOUTH FROM: Tim Phenow. Jeff Bednar ti DATE: June 19, 1989 SUBJECT: MEDINA ROAD NEEDS ASSESSMENT TRAFFIC STUDY INTRODUCTION As requested, a traffic study and analysis has been completed addressing the need for the completion of Medina Road between Vicksburg Lane and Dunkirk Lane, south of Trunk Highway 55 in Plymouth (see Figure 1). This study was prepared to determine whether there is a current and future need to complete Medina Road. Based on the results of this study and analysis, we find that there is a current and future need to construct Medina Road. Justification to construct Medina Road involves improved public safety, improved highway capacity and reduced neighborhood traffic impacts. The following is a discussion of the planning perspectives/ future needs and existing conditions/current needs which justify the construction of Medina Road. PLANNING PERSPECTIVE/FUTURE NEED Medina Road is proposed in the City of Plymouth's Thoroughfare Guide Plan as a major collector street. The subject one-half mile segment of Medina Road is part of a major east -west collector street serving the area south of Highway 55 from the west corporate limits of the City of Plymouth to Fernbrook Lane which is just west of I-494 (see Figure 2). The planned function of this major east -west collector street is to serve as a continuous parallel service road and provide local access and mobility to the land south of and adjacent to Highway 55, an intermediate arterial highway. Without Medina Road acting as a continuous parallel service road, each parcel of land adjacent to Highway 55 would be more likely to request access directly to Highway 55. This direct access in the form of many driveways on Highway 55 would represent an ineffective and unsafe condition. Suite 150, One Carlson Parkway North, Minneapolis, Minnesota 55447 612/475-0010 FAX 612/475-2429 Mr. Fred G. Moore - 2 - June 19, 1989 The function of an intermediate arterial like Highway 55 is to provide a high level of mobility within and between subregions, and a line haul function with access only to other arterials and major collector streets. The current average daily traffic volume carried on Highway 55 through the study area is about 25,000. The projected traffic volume for year 2010 is 55,000, more than doubling in 20 years. Due to the magnitude of this traffic growth, the Mn/DOT 20 Year Plan for this segment of Highway 55 indicates conversion to a four lane freeway. Existing access from Highway 55 to the immediate study area is provided from the intersections of Vicksburg Lane and Dunkirk Lane/C.S.A.H. 24. Vicksburg Lane is a multi -lane minor arterial and is currently signalized at Highway 55. Dunkirk Lane/ C.S.A.H. 24 is also a minor arterial facility and is currently unsignalized at Highway 55. Traffic signal warrants have been met at this intersection, and according to the Mn/DOT District 5 Traffic Engineer, is in the top fifteen intersections on the Mn/DoT District 5 signal priority list, with signal construction probable within the very near future. Future access from Highway 55 to the immediate study area is proposed to be provided at these same locations. However, in the City's Thoroughfare Guide Plan the existing intersection of Dunkirk Lane/C.S.A.H. 24 is proposed to become a grade separated interchange (see Figure 2). C.S.A.H. 9 would be extended from the east to become the northeast leg of• the interchange and Dunkirk Lane/C.S.A.H. 24 would be relocated to become the southwest leg. Vicksburg Lane at Highway 55 would also become an interchange as part of Mn/DoT's plan for Highway 55 to be converted to a four lane freeway. As traffic volumes on Highway 55 increase from present levels, northbound traffic on Vicksburg Lane south of Highway 55 will experience increased delay and reduced levels of service at the intersection of Highway 55 and Vicksburg Lane. Increased accident hazard and decreased traffic safety will result from the increased delay and decreased levels of service because drivers become impatient and start taking risks they normally would not take. With full development of the study area, the subject segment of Medina Road is forecast to carry 6,000 vehicles per day (see Figure 3). If the subject segment of Medina Road was not completed, these vehicles would be required to divert to Highway 55 or to the local residential streets located to the south in order to travel between Vicksburg Lane and Dunkirk Lane. This Mr. Fred G. Moore - 3 - June 19, 1989 traffic diversion service on Highway residential streets through traffic. safety. would lead to reduced operational levels of 55, and much through traffic on the local to the south which were not designed to carry Both impacts represent hazards to public Construction of the subject segment of Medina Road would provide additional capacity and safer operational levels of service both now and to an even greater extent in the future. Based on these planning/future considerations it is concluded that construction of Medina Road between Vicksburg Lane and Dunkirk Lane/C.S.A.H. 24 is clearly justified. EXISTING CONDITIONS/CURRENT NEED In order to determine if a current need exists to construct the subject segment of Medina Road, the existing conditions within the study area were reviewed and analyzed. Based on this review and analysis, four existing traffic operations and safety problems were identified. The descriptions of these problems and explanations of how the construction of the subject segment of Medina Road will serve to mitigate these existing conditions are summarized as follows: 1. Short trips on Highway 55 between Vicksburg Lane and Dunkirk Lane/C.S.A.H. 24. Field observation of the study area revealed a problem associated with short trips on Highway 55 between Vicksburg Lane, and Dunkirk Lane/C.S.A.H. 24. These short trips are being made due to the lack of an east - west major collector between Vicksburg Lane and Dunkirk Lane south of Highway 55. These short trips, especially the westbound trips from Vicksburg Lane to Dunkirk Lane are a public safety problem because they increase conflicting movements on Highway 55. Conflicting movements (weaving, merging, diverging, turning) seriously reduce the safety of this arterial. Short trips should be made on collector streets whose function is to provide mobility between neighborhoods and provide direct land access. Completion of the subject segment of Medina Road would provide the east -west major collector street needed within the study area. By removing short trips from Highway 55, Medina Road will reduce conflicting movements and improve operational levels of service and safety on Highway 55. Mr. Fred G. Moore - 4 - June 19, 1989 2. Northbound to Westbound Left Turn Capacity at Vicksburg Lane and Highway 55 Based on traffic count data from 1987 obtained from Mn/DOT District 5 (see Figure 4), a p.m. peak hour intersection operational capacity analysis was completed for the signalized intersection of Vicksburg Lane and Highway 55 (see Appendix A). This analysis was completed using a micro -computer based application of the 1985 Highway Capacity Manual. The results of this analysis indicate that the northbound and southbound approaches of Vicksburg Lane to Highway 55 are operating at Level of Service E (see Appendix B for descriptions of Levels of Service). Of particular concern is the northbound to westbound left turn from Vicksburg Lane to Highway 55. The capacity analysis indicated that this left turn currently operates at Level of Service F during the afternoon peak hour. Some of these left turns are the previously discussed short trips to Dunkirk Lane/C.S.A.H. 24, but most have destinations further west on Highway 55. As traffic volumes on both facilities continue to increase this left turn capacity and delay problem will only become more significant and more unsafe. This safety problem arises when (due to over capacity operation) the delay to left turning motorists is increased to unacceptable levels. At this point long queues develop for the left turns and delays result in the drivers being in queue for more than one signal cycle. Then when the left turn signal goes to green, motorists further back in queue take the risk of trying to stretch the green by continuing to make left turns after the left turn signal goes to red. The risk to these drivers is that there may be high speed traffic approaching on Highway 55 that they may not be able to see. The result is too often a tragic accident involving serious personal injury or worse. Completion of the subject segment of Medina Road will provide an alternative route to the intersection of Dunkirk Lane/C.S.A.H. 24 and Highway 55. With a traffic signal to be installed within the very near future, this intersection will provide reserve capacity to accommodate additional northbound to westbound left turns diverted from Vicksburg Lane and Highway 55. The subject segment Mr. Fred G. Moore - 5 - June 19, 1989 of Medina Road, will help mitigate the current northbound left turn capacity and delay problem at Vicksburg Lane and Highway 55 and improve the overall safety of this area by providing an alternative route to the Dunkirk Lane intersection where more capacity, less delay, and safer operation will be available. 3. Delayed Emergency Response from Fire Station No. 3 Probably the most significant impact related to the Medina Road project is emergency response to and from Fire Station No. 3. The construction of Medina Road between Vicksburg Lane and Dunkirk Lane would have a very significant effect on the response time and relative safety on the response routes to and from Fire Station No. 3. The City of Plymouth's Fire Station No. 3 is located at Dunkirk Lane and future Medina Road (see Figure 5). The station is currently under construction and is scheduled for completion early this summer. The attached memorandum from Station Captain Leuer, aptly describes the problems responding to an emergency from the station without Medina Road, and how completion of Medina Road would mitigate these problems. These problems consist of: Volunteer firefighter access and response time to Station No. 3 for many firefighters who live or work south and east of the station The traffic safety on the routes these firefighters would use to get to the station Emergency response time from the station to the scene of an emergency south and east of the station The traffic safety on the routes used to :respond to emergencies south and east of the station An estimate of travel time on the subject segment of Medina Road was completed which confirms Captain Leuer's estimate of a 1.5 to 2.5 minute delay in responding to an emergency without Medina Road. Actual travel time runs between the station and the area near 28th Avenue and Ranchview Lane (where many firefighters may work or live) were completed to determine typical emergency response times. Without Medina Road it would take a firefighter an average of 3 minutes 45 seconds to travel from the area of 28th Avenue and Mr. Fred G. Moore - 6 - June 19, 1989 Ranchview to the Fire Station. With Medina Road this travel time would be cut to 2 minutes, a reduction of 1 minute 45 seconds, almost a 50 percent reduction in response time. Note that Medina Road would improve response time in this direction for all emergency calls for service handled by Station No. 3. Travel time from the station to the scene of an emergency near 28th Avenue and Ranchview would also be improved from an average of 3 minutes without Medina Road to 1 minute 45 seconds with Medina Road. Travel time would be reduced in this direction by 1 minute 15 seconds, more than a 40 percent reduction in response time. In this case total travel time responding to an emergency call for service in the area of 28th Avenue and Ranchview is reduced from 6 minutes 45 seconds to 3 minutes 45 seconds, a total reduction of 3 minutes approximately a 44 percent reduction in emergency response time. Medina Road will also reduce the safety hazards associated with emergency response and the high speed/ high volume intersections of Highway 55 at Vicksburg Lane and Dunkirk Lane. Clearly, completion of Medina Road will improve emergency response both to and from Fire Station No. 3 thereby improving the health, safety, and welfare of the residents and firefighters of this area of Plymouth. 4. Through traffic between Dunkirk Lane and Vicksburg Lane on neighborhood streets to the south which are not designed to handle the volumes. Completion of Medina Road will provide an alternate route for through traffic that currently uses the residential streets south of Medina Road, between Dunkirk Lane and Vicksburg Lane. Reducing the through traffic on these residential streets will result in safer and more livable local residential streets in the neighborhoods south of Medina Road between Dunkirk Lane and Vicksburg Lane in the City of Plymouth. Mr. Fred G. Moore - 7 - June 19, 1989 SUMMARY OF FINDINGS AND CONCLUSIONS The completion of Medina Road will improve transportation and public safety conditions within the study area. These improvements are summarized as follows: Provides an important link in the city's overall transportation system Reduces through traffic and improves the public safety and quality of life on the residential streets south of Medina Road Increases capacity, reduces delay and reduces accident hazard at the intersection of Highway 55 and Vicksburg Lane Reduces short trips being made on Highway 55 Most importantly Medina Road will reduce emergency response time to and from Fire Station No. 3 and will reduce accident hazards associated with emergency response on Highway 55. Based on the analysis of these existing conditions and problems, and how the completion of the subject segment of Medina Road could mitigate these problems, it is concluded that there is a current need to complete Medina Road from Vicksburg Lane to Dunkirk Lane/C.S.A.H. 24 and immediate 'construction of the subject segment of Medina Road is clearly justified. Should you have any questions or comments concerning this traffic study please call. TDP:bba a MAPLE GROVE} i. o o e i eI r A 1 : - . w.. f 4` I4 w d;< ~ A• ! ' •' o% 31 I x y ME O Q 4- c;, ow ..._. REGI-11L PINK: J r I • " £ /i-ice{ 1- - - lcl. i \\\L v[E E 9 3 •/ ' 4' a _ _ 9% i ©-"`_"Y Y•_ \ - - - - _moi _ W_ , : W W . 7 W AYjn Tn i MINNETONKA -- QST. LOUIS PARK D STRGAR-ROSCOE•FAUSCH, INC. CITY OF PLYMOUTH FIGURE CONSULTING ENGINEERS PROJECT LOCATION COMMISSIONNO. 0891169 MEDINA ROAD NEEDS ASSESSMENT TRAFFIC STUDY HWY 55 i 1 e}s` i3 i = - '' .iE_':$' i aqa'- :s 5i:j3€=- $sc$q's.$• $, iag,'s: va'ax_ _= v iE=3:'sigses4x: Aass$''s$88''sg88$$:s::?sB$xn$9$8$$$glia$ss$g$g$$$8a's_$s$a$sagea 9YsQBg$8i FlA4C X)NAL CLASSsICAU) / O[><6TwC MEPC.0 Mf.ESMEisEOI[fE MTEPIAL4 IOR TE—A.5 • 0.AIIE0 —EPd S ILLIOR C01.1.L•CTOIl. 1w0A COLLECIOwS l D STRGAR•ROSCOE-FAUSCH, INC. CITY OF PLYMOUTH FIGURE nCONSULTINGENGINEERS PLYMOUTH THOROUGHFARET. Tlln . I.IL • T•11 T'EwL E.I.I.n f.E 4n GUIDE PLAN 2 COMMISSION NO. 0891169 MEDINA ROAD NEEDS ASSESSMENT TRAFFIC STUDY HWY 55 STR CO ULTING INC. ENGINEERS IYII • 'flll'1 T'IUL E.1\EER\ LAAO I'YI:Y 4 COMMISSION NO. 0891169 SCALE OF Y LES TRAFFIC FORECAST (ADT) ULTIMATE DEVELOPMENT LEVEL) CITY OF PLYMOUTH THOROUGHFARE GUIDE PLAN TRAFFIC FORECASTS MEDINA ROAD NEEDS ASSESSMENT TRAFFIC STUDY FIGURE 3 PLANNING APPLICATION WORKSHEET n Il• I L. LJ t, Date:L lL " Y5! intersection: j J' wQQ N r Time Period Analyzed: fkA r.M- ^`D1yf- Analyst: I D I City/State: yt DU-T tl I LSI IIA Project No, SB TOTAL N -S STREET I 7o WB TOTAL IIS T L Ems"' Er f E -K STREETG r - Tb; EB TOTAL 2/ 7 NB TOTAL EB LT = NB LT = MAXIMUM I SUM OF CRITICAL CAPACITY WB TH SB TH VOLUMES LF.VL-L WB LT = SB LT = It; 0 TO 1,200 UNDER EB TH = OR NB TH - I l00 OR 1,201 to 1,400 NEAR 1,400 OVER 1b + 3 o _ = J STATUS? ALV E -W CRITICAL N -S CRITICAL D STRGAR-ROSCOE-FAUSCH, INC. CONSULTING ENGINEERS nw.vsn.rwnnv .,rv¢.?T 1'IT'ML f.V('AYf.i.b COMMISSION NO. 0891169 CITY OF PLYMOUTH EXISTING P.M. PEAK HOUR INTERSECTION VOLUMES MEDINA ROAD NEEDS ASSESSMENT TRAFFIC STUDY FIGURE STRGAR-ROSCOE-FAUSCH, INC. I CITY OF PLYMOUTH FIGURE CONSULTING ENGINEERS FIRE STATION #3 rnnann.rnnon . n..rrn ucncue-an . PRIMARY RESPONSE AREA 5 COMMISSION NO. 0891169 1 MEDINA ROAD NEEDS ASSESSMENT TRAFFIC STUDY MEMO CITY OF PLYMOUTH 3400 PLYMOUTH BOULEVARD, PLYMOUTH, MINNESOTA 55447 DATE: February 22, 1989 TO: Fred Moore, Public Works Director FROM: Kevin C. Leuer, Fire Inspector/Fire Station III Captain SUBJECT: CONNECTION OF MEDINA ROAD BETWEEN VICKSBURG LANE AND DUNKIRK LANE The connection of Medina Road between Dunkirk Lane and Vicksburg Lane would have a very positive impact on the citizens and business community throughout the City of Plymouth. The following is a listing of how Medina Road would positively impact public safety and the negative impact by not completing this section of Medina Road. Positive Impact: The travel distance to businesses located in the area of 2800 Vicksburg Lane would be reduced by almost half. This would mean saving as much as 1 1/2 to 2 1/2 minutes. Using the rule of thumb that fire doubles in size every minute, this time saving would result in a smaller fire thus saving more property for the owner. Vicksburg Lane is Fire Station III's primary north/south road. The completion of Medina Road would give immediate 'access to Vicksburg, thus keeping the Fire Department out of residential neighborhoods when responding to emergencies_. Having Medina Road connected to Vicksburg would reduce the amount of emergency vehicle traffic in residential areas. The response time would be shortened for seven of our firefighters responding to Station III. This means that the district assigned to Station III would get two trucks enroute to the fire significantly faster. The future interchange planned for County 24 and Highway 55 will increase our response time and create a higher risk for emergency vehicles. Being able to use Vicksburg to access 55 would be more efficient and safer for our fire personnel and the community. The response to the schools, apartment buildings, businesses, and residences located on or near Vicksburg Lane would be more efficient and safer for everyone. Fred Moore February 22, 1989 Page 2 Negative Impacts of Not Completing Medina Road Between Dunkirk and Vicksburg: Longer response time for firefighters in responding to the station. Longer response time to any call east of Station III. Emergency response vehicles traveling through residential areas. Greater risk of accidents because of longer travel distances and more intersections encountered by emergency vehicles. Summary: By establishing an access to Vicksburg Lane from Fire Station III firefighterswillhaveashortertraveldistancetothestationandfasterresponsetothe scene of an emergency, thus providing better protection to our community. Note: I have attached a map outlining the boundaries for Fire Station III which plainly shows the need for Medina Road. KCL: ly attachment cc: Richard J. Carlquist, Public Safety Director Lyle C. Robinson, Fire Chief Greg Leuer, Assistant Fire Chief Station III s iIRA", CINCH PRllGRAM VERSION DATE 1-12-1997 FLOW 1985 HCM - CHAPTER 9: SIGNALIZED - OPERATIONAL ANALYSIS MEDINA RD TRAFFIIC STUDY DIF: GRADE TH 55 / VICK.SBURG LN EXISTING PM PEAK. HOUR MOVES date:03-09-1939 time:1=:19:01 0.0% LAST DATA SET NAMES LOADED OR SAVED 0 VOLUME=VK55XPM GEOMETRICS=VK:55XPM SIGNAL=VK;55XPM 0.0% LOCATED IN CBD:N N 0 VOLUME & GEOMETRICS NB 0.0% VOLUMES OF LANES LANE WIDTH CROSS DIR LT TH RT LT TH RT LT TH RT WALK. EB 95 595 35 1 2 1 12,0 12.0 12.0 0 WB 70 14.30 75 1 2 1 12.0 12. o 12.o 0 NB 185 x'25 90 1 2 0 12.0 12, 0 0.0 WB SB 15 115 135 1 2 0 12.0 12.0 0.0 0 TRAFFIC & ROADWAY CONDITIONS PHASINGS EASTBOUND 1 t 1 2 4 5 CYCLE= 150.0 PEDESTRIANS ARR PHF CROSS BUT MIN TIME TYPE 900 0 Y 7.0 900 0 Y 7.0 900 0 Y 7.0 - 900 0 Y 7.0 _ WESTBOUND NORTHBOUND 1 t r p 1 t p LN GROUP FLOW ADJ PARK v DIF: GRADE HV Y/N MOVES BUSES ED 0.0% 3.0% N 0 0 WB 0.0% 3.0% N 0 0 NB 0.0% 3.0 N 0 0 SB 0.0% 3.0% N 0 0 PHASINGS EASTBOUND 1 t 1 2 4 5 CYCLE= 150.0 PEDESTRIANS ARR PHF CROSS BUT MIN TIME TYPE 900 0 Y 7.0 900 0 Y 7.0 900 0 Y 7.0 - 900 0 Y 7.0 _ WESTBOUND NORTHBOUND 1 t r p 1 t p LN GROUP FLOW o - LU v Plt Prt EB LT 106 1 SOUTHBOUND GREED 1 t r p t ll.s 94.7 9.9 8.1 it 16.1 VOLUME ADJUSTMENT WORKSHEET PART 1 (MOVEMENT ADJUSTMENTS) DIR LTV THV RTV PHF LTFR THFR RTFR ED 95 595 15 .900 106 661 59 WB 70 1430 75 .900 78 1559 8' N9 185 225 90 .900 206 250 100 5B 15 1 1 5 135 .900 17 128 15o PART 2 (LANE GROUP ADJUSTMENTS) DIF. LN GROUP FLOW N LU v Plt Prt EB LT 106 1 1.00 106 1.00 0-00 EB TH 661 2 1.05 694 0.00 0-00 EB RT 39 1 1.00 39 0.000 1 . 0 WB LT 79 1 1.00 7B 1.00 0-00 WB TH 1599 2 1.05 1668 0.00 0.00 WB RT 33 1 1.00 33 0.00 1.00 vB LT 206 1 1.00 206 1.00 0 - 00 NB TH--RT 350 2 1.05 367 0.00 0.29 SB LT 17 1 1.00 17 1.00 0.00 SB TH-RT 278 2 1.05 292 0.00 0.54 PART - (OPPOSING VOLUME ADJUSTMENT'S) LEFT TURN A 4 OPPOSING APPROACH BEING OPPOSED 4 VOLUMES 4 OPPOSING LEFT LT TH RT LT T'H, RT EASTBOUND 78 1589 8:3 100 0 0 WESTBOUND 107 661 39 100 0 0 NORTHBOUND 17 128 150 100 0 APPENDIX A R PRE/ACT 4 A 4 A 4 A 4 A 4 A TURN # LANES OPPOSING LT TH RT VOLUME 1 2 1 '? 1 2 0 SATURATION FLOW ADJUSTMENT WORKSHEET APPENDIX A DIR LN GROUP IDEAL N Fwid Fhv Fqr Fpark. Fbus F.are.a Frt Flt s EB LT 1800 1 1,000 0.985 1 .0i0 t , oo0 1,000 1.iii 1.000 0. 95i 1685 EB TH 1800 2 1,000 i, 985 1.000 1.000 1,000 1,000 1,000 1.000 3547 EB RT 1900 1 1.000 0. 985 1.000 1.000 1,000 1,000 0.850 1.000 1507 WB LT 18ciii 1 1.000 0. 985 1.000 1,000 1 . 000 1,000 1.t100 0.950 1685 WB TH 1800 2 1,000 ii , 985 1.000 1,iii 1,000 1 , ii0i ? 1,000 1.000 3547 WB FST 1900 1 1,000 0. 985 1.000 1.000 1.000 1.000 0.850 1.000 1507 NB LT 18Oci 1 1,000 0.985 1.000 1.0c i0 1.000 1. t0 1,000 i'.950 1685 NB TH-RT 1800 2 1,000 0. 935 1.000 1,0 0 1 . oi > ; 1,000 ii . 957 1,000 3395 SB LT 1 Bi o 1 1,000 0. 985 1.000 1, )00 1,000 1 ,iii7ii 1,000 0,950 1685 SB TH-RT 181i0 2 1,000 ii . 985 1.000 1.0i0 1.000 1.iij 0,919 1.O00 3 260 CAPACITY ANALYSIS WORKSHEET DIR LN GROUP v s v/s q/C c v/c CRITICAL EB LT 106 1685 0.06 0.09 127 0.93 f EB TH 694 3547 0.20 0.56 2002 ii ..35 EP RT 39 1 507 0.03 0.74 1112 0.03 WB LT 78 1685 0.05 0.08 127 0.61 WB TH 16.58 3547 0.47 0.56 2002 0.83 f WB RT 83 1507 0.06 0.66 990 0.08 NB LT 206 1655 0.12 0.15 247 O.83 # NB TH-RT 367 3395 0.11 0,19 638 0.58 SB LT 17 1685 0.01 0.07 111 0.15 SP TH-RT 292 260 0.09 0.11 350 O.83 CYCLE=150.0 LOST= 16.0 SUM V/S CRIT== 0.74 TOTAL V/C- O.B:' LEVEL OF SERVICE WORKSHEET DIR LN GROUP v/c q/C C d1 c d2 PF Delay LOS Avg 0 95% 0 EB LT o,83 O. Oe 150.0 52.01 127 23.81 1.00 75.82 F 4.3 8 EB TH 0.35 0.56 150.0 13.45 2002 0.04 0.85 11.47 B 12.0 12 EB RT 0,03 0.74 150.6 4.03 1112 0.00 0.85 3.43 A 0.4 1 WB LT 0.61 0.08 150.0 51.11 127 5.87 1.00 56.98 E 3.0 5 WB TH 0.83 0.56 1 50.0 20.42 2002 2.27 0.85 19.29 C 25.8 29 WB RT 0.09 0.66 150.0 7.10 990 0,00 0.85 6.04 B 1.2 1 NB LT B3 0.15 150.0 47.30 247 14.35 1.00 61.66 F 7.3 11 NB TH-RT 0.58 0.19 150.0 4.15 638 0.96 0.85 36.64 D 11.9 12 SB LT 0.15 0.07 150.0 50.24 Ill 0.05 1.00 50.29 E 0.6 1 SB TH-RT 0. B3 0.. 1 1 150.0 49.89 350 10.32 0.85 51.60 E 10.3 13 DIR Delav LOS EB 19. 20 C WB 20.29 C NB 45.61 E SB 51.52 E INTERSECTION DELAY = 26.83 INTERSECTION LOS=D THE CYCLE LENGTH WITHIN THE BOUNDS OF 150 TO 150 SECONDS WHICH MINIMIZES CRITICAL MOVEMENT DELAY IS 150.0 SECONDS FOR A V/C RATIO OF .95 THE CYCLE SHOULD BE 74.0 SECONDS THE EXISTING TIMING IS 0PTIMAL_ APPENDIX B LEVEL OF SERVICE DESCRIPTIONS The operational characteristics of roadways can be expressed as one of six levels of service (L.O.S.), described as A through F. Levels of Service "A" through "C" describe free to stable flow conditions where there are few problems in using the roadways. Level of Service "D" describes conditions approaching unstable flow where problems begin to occur on the roadway, especially for turning traffic. Level of Service "E" describes unstable flow conditions where traffic volumes on the roadway are at capacity levels and many problems develop, i.e., long delays, much congestion and long queues (a queue is a waiting line of vehicles). Level of .,Service "F" describes forced flow and failure conditions on the roadway, characterized by severe congestion and extremely long delays. As an example, under L.O.S. "F" conditions, a motorist would experience a delay of at least one full cycle length at a signalized intersection. SRFSTRGAR-ROSCOE-FAUSCH, INC. CONSULTING ENGINEERS TRANSPORTATION CIVIL STRUCTURAL PARKING LAND SURVEYORS Commission No. 0891169 MEMORANDUM TO: Mr. Fred G. Moore, P.E. Director of Public Works City of Plymouth FROM: Timothy D. Phenow, P.Ee v) Steven A. Kotke, P.E. DATE: June 16, 1989 SUBJECT: ALTERNATIVE ALIGNMENT ANALYSIS MEDINA ROAD (C.S.A.H. 24 TO VICKSBURG LANE) INTRODUCTION As part of the application for a Department of Natural Resources Permit to cross protected Wetland No. 105W with Medina Road, it is important that all feasible alternatives be explored. This memorandum will identify the potential alternatives and evaluate them based on environmental issues. PROJECT AREA The proposed street is an extension of Medina Road from Vicksburg Lane westerly through DNR protected Wetland No. 105W to C.S.A.H. 24 (see Figure 1). The location of Medina Road is constrained primarily by two factors: the road termini and geometric design criteria. In order to perform its intended function as a major collector street, the proposed Medina Road must form a continuous connection between existing segments of Medina Road. Medina Road presently exists from its beginning point at Fernbrook Lane to Vicksburg Lane on the east and from C.S.A.H. 24 west. The City's Comprehensive Transportation Plan identifies a future interchange at T.H. 55 and C.S.A.H. 24. The west termini of the segment being considered must take into account appropriate intersection spacing and geometry for that interchange while making a connection to existing Medina Road west of C.S.A.H. 24 see Figure 2). Suite 150, One Carlson Parkwav North, Minneapolis, Minnesota 55447 612/475-0010 FAX 612/475-2429 rz ORCHID AV =' y` J j J o 41, 45m AVF < 4 i ROCA.F s• zORO ROCKFORD Turtle J LA. ` rc z La RO P' 'a 43rdNF, N. J p 41st AVE. N. Al AVE' * AVE. ` Alstmi b o / to AVE. 41st k RD. AV . z 40th AVE. N. TAlk Qrh PL da 0 39th AVE. N. 39th 038thJ4- tt, AVE. N. 55 PROJECT 8117 LOCATIONTIION 38m 1IB 17 0 37tH AVE. 19 20 R22M 6th AVE. N; m 101 RO _ _ N 35tH AVE. N City i 2455 > 2 O FiC)ll p,,4 E. 24 34jri, $1 o 0 9 w o z 32`Z i Uj J 32 33rd AvE. N. y _ \ 3 AVE. N. 7 1 J/dt 1 J zo J A. Vf. \ z 7 i s AYE. H. i 31sT AVE. E N, _ 30th N J 2 AV 42 AVE. ` i z N. 29th , -j J J < N4 RD, E N. 281h AV 2 h 2 h < z = 28Th AvE. > N. F• y C 28th VEPL FODti J r c - A1. l 8 h uAVE, N W i I a ! < L. a y. yA V J Ji )'` Pm r 27tl AV 27th AVE. AVE. C) w Z o Q Gtr i U 6tt` AV N. < J25tH AVE. -W z N• -' GARLAND z m r.' v J T118N R22 AVE. W = LA. o o ° pVE• N' P z 20L21 N. N , 9 N M 7y < 29 28 AVE. th AvE• u m J cr 23rd AVE. 23rd iN a 23rd < GK E. J i AVE. 4 >' : wz . z VE. Lake J s }> -N 4 AVE. G r r t AVE u 21st 9ttt AVE. N. 19thi = < z 19 AVE. CITY OF PLYMOUTH FIGURE 1 STRGiAR`ROSCOEIGINEEtS I..C,.. cnnsi Lnsr c.cL r:eR MEDINA ROAD AREA PROJECT LOCATION Suite 150, One Carlson Parkway North NlinneapoLs, Minnesota 55447 612)475-0010 COMMISSION NO. 0891 169 FUTURE INTERCHANGE r, ST' NG Ro i Acs FUTURE MEDINA ROAD STRG A RI ROSCOF.' FA: M11 INC M t nNst`cnr+c r:waxcexs Suite 150, One Carlson Parkway North hlinnupolis, Minnesota 55447 6 12) 415 11111() LEGEND O ALIGNMENT ALTERNATIVE EXISTING STREET R/W PROPOSED STREET R/W SS FUTURE STREET R/W I... CITY OF PLYMOUTH MEDINA ROAD AREA EXIST MEDINA RD.--,l FIGURE 2 PROPOSED MEDINA RD. ALTERNATIVE ALIGNMENTS COMMISSION NO. 0891 169 Mr. Fred G. Moore, P.E. - 4 - June 16, 1989 The alignment alternatives which were considered therefore have established end points (Medina Road at Vicksburg Lane and Medina Road just west of C.S.A.H. 24) and in addition must meet Mn/DOT design standards for maximum curvature and other geometric features to ensure user safety. ALTERNATIVES CONSIDERED Given the functional need of Medina Road and existing road termini and geometric design standards several alternatives were considered. No Build This alternative is deemed not acceptable based on public need and safety as discussed in detail in the "Medina Road Needs Assessment Traffic Study". Bridge Over Wetlands This alternative is deemed not acceptable because of its prohibitive cost. The estimated cost of a bridge is $65.00 to 80.00 per square foot. This results in a bridge construction cost of $3.5 million to $5.0 million depending on the alignment. Furthermore, because of the width of the wetland, any bridge crossing location chosen would have some encroachment in the wetland with construction of abutments and piers. Alignment Avoiding Wetlands Given the current Medina Road C.S.A.H. 24, the location of homes to the south, it is not Road without encroaching on the termini at Vicksburg Lane and the wetland and the numerous practical to construct Medina wetland. Three alignments were considered in order to identify the alternative which has the least overall environmental impact in the project area (see Figure 2). a Alternative No. 1 This is the most southerly alignment possible short of taking several existing homes, although it will require taking one home. This alignment has the least direct impact on the wetland with approximately 2.2 acres being filled. The resulting wetlands would be approximately 4.7 acres and 29.8 acres. This alternative also creates an additional intersection (33rd Avenue) close to a realigned Dunkirk Lane Mr. Fred G. Moore, P.E. - 5 - June 16, 1989 which is less desirable from a traffic standpoint. From a land use or neighborhood standpoint this alignment is least favorable as it is closest to the residents and will have greater noise impact. This alternative also requires significant additional costs to realign Dunkirk Lane and 33rd Avenue and creates several remnant parcels. Alternative No. 2 This alignment is the most direct while still trying to minimize wetland impact. The alternative has the greatest direct impact on the wetland with filling of approximately 2.7 acres. The resulting wetlands would be approximately 25.6 acres and 8.4 acres in size. This alternative will have much less impact to the neighborhood than Alternative No. 1. Alternative No. 3 Alternative No. 3 is the most northerly alignment, and while it has less direct impact than Alternative No. 2 on the wetland, cannot avoid it altogether. This alternative requires approximately 2.5 acres of filling and results in wetlands of approximately 32.7 acres and 1.5 acres in size. With the longer, sharper curves this alignment is also less desirable from a traffic safety standpoint. OTHER ENVIRONMENTAL ISSUES Other environmental issues which have been considered are addressed here. Air quality impacts of this project are not expected to be significant or measurably. different from one alternative to another. Long term water quality should not be adversely affected due to any of the alternatives although there will be a slight increase in direct street stormwater runoff. s Erosion control measures can be taken to minimize short term effects during construction for each alternative. The greater the project length generally the greater the impact to natural soils. Mr. Fred G. Moore, P.E. - 6 - June 16, 1989 Storm Drainage: Wetland No. 105W is identified in the City's Comprehensive plans as a Stormwater Storage Pond. A more detailed analysis will be required after an alignment is chosen to determine whether as a result of the roadway additional storage volume must be created adjacent or nearby to accommodate stormwater runoff. Utilities: The City's Comprehensive Water Distribution Plan identifies a trunk watermain in this segment of the Medina Road corridor. This should be addressed during detailed design but should not present an environmental concern for any of the alternatives. SUMMARY A comparison of the three alignment alternatives is presented in Table 1. Based on the above discussion and the comparison, Alternative No. 2 is recommended as the alignment for Medina Road through the project area. TDP:bba Scope of Construction DNR_ n Wetland Impact Land Use Impact Traffic Impacts Utilities Noise Impacts Air Quality TABLE 1 ALTERNATIVE ALIGNMENT COMPARISON SUMMARY ALTERNATIVE ALIGNMENT NO. 1 Medina Road Dunkirk Lane, 33rd Avenue length = 48001) 2.2 Acre Requires the acquisition of one house, and several potential residential sites, encroaches on church and fire stations sites Least favorable additional close spaced intersection) No significant impact Greatest impact Nearest to existing homes No significant impact ALTERNATIVE ALIGNMENT NO. 2 Medina Road length = 40001) 2.7 Acre Requires the acquisition of a potential residential site Most favorable No significant impact Less impact No significant impact ALTERNATIVE ALIGNMENT NO. 3 Medina Road length = 44001) 2.5 Acre Requires the acquisition of potential residential sites Less favorable longer sharper curves) No significant impact Least impact Furthest from existing homes No significant impact C 0 N S U L T I N G GROUP., INC. Transportation • Civil • Structural - Environmental - Planning Traffic - Landscape Architecture - Parking MEMORANDUM TO: Dan Faulkner, P.E., City Engineer City of Plymouth , FROM: James R. Dvorak, P.E., Principal Jeff Bednar, Senior Traffic Engine ring Specialist DATE: August 28, 1997 SRF No. 0972566 SUBJECT: FORECAST TRAFFIC VOLUMES/IMPACTS WITH AND WITHOUT THE MEDINA ROAD EXTENSION BETWEEN DUNKIRK LANE AND VICKSBURG LANE As you requested, we have completed a review and analysis of the subject Medina Road extension between Dunkirk Lane and Vicksburg Lane. Based on this review and analysis the following comments are offered for your consideration: Based on the City's current (1992) Transportation Plan the subject segment of Medina Road could be expected to carry 6,000 average daily vehicles in year 2010. Assuming that the peak hour typically represents about 10 percent of the daily traffic this would be about 600 peak -hour vehicles. These volumes are the two-way non - directional forecast volumes (see Figure 1). If the subject segment of Medina Road is not constructed, the 6,000 daily and 600 peak hour traffic volumes would divert to other roadways in the area. These roadways include TH 55, 36th Avenue, 24th Avenue, 22nd Avenue and County Road 6, all between Dunkirk Lane and Vicksburg Lane. Dunkirk Lane between Medina Road and County Road 6 would also be included. Using a "screenline" methodology and assuming that the subject segment of Medina Road is not constructed, the 6,000 daily trips assigned to the segment of Medina Road were redistributed to the other roadways listed above. As shown in Figure 1, the largest impact is to Highway 55 where 3,000 daily (300 peak hour) trips (mostly short One Carlson Parkway North, Suite 150, Minneapolis, MN 55447-4443 Telephone (612) 475-0010 Fax (612) 475-2429 http://www.srfconsulting.com An Equal Opportunity Employer Dan Faulkner, P.E. - 2 - August 28, 1997 trips) would divert. The second largest impact would be to 36th Avenue where 1,500 daily trips (150 peak hour) would divert. The impact to Dunkirk Lane south of Medina Road would be equivalent to the impact to 36th Avenue. 24th Avenue, 22nd Avenue and County Road 6 would share the remaining impact where 1,500 daily (150 peak hour) traffic volumes divert. Depending on the level of effort assumed, the through traffic diverted to 24th Avenue and 22nd Avenue could be rediverted to County Road 6 using various strategies to reduce through traffic in these neighborhoods. The 6,000 daily (600 peak hour) trips that would use the subject segment of Medina Road are primarily "short" trips. Their origins and destinations are within the neighborhoods west of and along Dunkirk Lane as well as the commercial and other assorted land uses located along and east of Vicksburg Lane. In terms of percent increase of ADT, 36th Avenue between Rockford Road and Vicksburg Lane would have the highest increase at a 75 percent increase. This is followed by Dunkirk Lane south of Medina Road at a 50 percent increase, County Road 6 at an 8 percent increase, and Highway 55 at a 7 percent increase. If you have any questions or comments concerning this review and analysis, please contact us. If I Figure 1 - 2010 Forecast Traffic Volumes With and Without Medina Road AV N z a 14 000 26th Av N lith Av v.:anunaxva»w+v."sn.. 1 13,000 00011 ' s 40m s' 500) 9 • 3 y 25,00018,000 j 38th Av N Z'! e$ 37th AV N PROBABLE IMPACT' a5 19th AV N 4000 7 21 N . 2WO 35M) 38th AV N p 6000 Mtsd' a 13,000 p 29,000 31000) 09000 1 c 31,000 3 24. 14,000 30th PIN S a 9000 F a y 1 28th AV" AV N 24th AV N 1997 by Rand McNally & Company. All rights reserved. 4 ' a 14 000 26th Av N lith Av v.:anunaxva»w+v."sn.. 1 3000 s' 500) n Z'! e$ 23rd AV N 3 .. PROBABLE IMPACT' a5 19th AV N 4000 7 21 N . 24th AV N 1997 by Rand McNally & Company. All rights reserved. Pike Lake d Gieascn RD FIGURE 7-3 FUNCTIONAL CLASSIFICATION Existing and Proposed Roadways) LEGEND Principal Arterial A-MinorArterial Augmenter) A-MinorArterial Reliever} A-MinorArtehal Expander) A -Minor Arterial Connector) B -Minor Arterial Major Collector Minor Collector Future A -Minor Arterial (Reliever) Future A -Minor Arterial (Expander) Future B -Minor Arterial Future Major Collector Future Minor Collector Local street Railroad Lakes Potential Interchange Updated per Resolution 2003-092 " February 25, 2003 + Miles 0 0.250.5 1 1.5 2 rkymouth Comprehensive Plan Agenda Number: TO: Dwight D. Johnson, City Manager FROM: Laurie Ahrens, Assistant City Manage SUBJECT: Set Future Study Sessions DATE: May 15, 2003, for City Council study session of May 20, 2003 ACTION REQUESTED: Review the pending study session topics list and, if desired, establish future special meetings or amend the topics list. 2. BACKGROUND: Attached is the list of pending study session topics, as well as calendars to assist in scheduling. Pending Study Session Topics at least 3 Council members have approved the following study items on the list) Other requests for study session topics: Recycling Program — future program initiatives (requested by EQC; after legislative session) OFFICIAL CITY MEETINGS May 2003 Sunday I Monday Tuesday I Wednesday Thursday Friday Saturday Jun 2003 1 2 3 Apr 2003 7:00 PM HUMAN RIGHTS COMMISSION, S M T W T F S S M T W T F S 1 2 3 4 5 6 712345 6 7 8 9 10 11 12 13 14 15 16 17 18 19 8 9 10 11 12 13 14 15 16 17 18 19 20 21 Wayzata Central Middle , 305 Vicksburksburg 20 21 22 23 24 25 26 22 23 24 25 26 27 28 Lane (this 27 28 29 30 29 30 meeting only) 4 5 6 7 8 9 10 7:00 PM PLANNING COMMISSION, Council Chambers 7:00 PM PARK & REC ADVISORY COMMISSION PRAC), Council Chambers 7:00 PM PLYMOUTH PANDAS ICE SHOW, Plymouth Ice Center 10:30 AM - 4:00 PM PLYMOUTH HISTORY FEST, Parkers Lake Pari PLYMOUTH PANDAS ICE SHOW 2 SHOWS), Plymouth Ice Center 11 12 13 14 15 16 17 7:30 PM YOUTH ADVISORY 1COUNCIL, Council Chambers a 00 AM COUNCIL TOUR OF CITY WATER TREATMENT FACILITIES S 00 PM MEETINGECNTERVIEWIL YOUTH APPLICANTS; DISCUSS PROPOSED EXPANSION OF PUBLIC SAFETY BUILDING; PuMc SaT"TIe1Nng Room 7 00 PM REGULAR COUNCIL MEETING, CauncY CbrnWe 7:00 PM EVIRONMENTAL QUALITY COMMITTEE EQC), Plymouth Creek Center 630 PM -8 30 PM ENVIRONMENTAL QUALITY FAIR, Oakwood Elementary Co. Rcdhoel, 17640 7:00 PM HOUSING B REDEVELOPMENT AUTHORITY ( HRAT Plymouth Towne Square this meeting only) 9:00 AM -3:30 PM PLYMOUTH CLEAN-UP DAY, Public Works Maintenence Facility 18 19 20 21 22 23 24 5:00 PM SPECIAL YOUTH ADVISORY COUNCIL MEETING: YOUTH SERVICE AWARDS RECEPTION, Council Chambers 600 PM GREENWOOD SPORT FIELD RIBBON CUTTING CEREMONY. 3635 CO, Rd, 101 7:00 PM SPECIAL COUNCIL MEETING: DISCUSS MEDINA ROAD; POND & DRAINAGE ISSUES; FUTURE STUDY SESSION TOPICS. Plymouth Creek Center 11:00 AM CITY EMPLOYEE RECOGNITION LUNCH, Plymouth Greek Center 7:00 PM PLANNING COMMISSION, Cound Chambers 5:00 PM SPECIAL COUNCIL MEETING: TOUR HAZELDEN FACILITY, 11505 36th Ave. N. 25 26 27 28 29 30 31 MEMORIAL DAY Observed) - City Offices Closed 11:o5AMPLYMOUTH-MTKA BUSINESS COUNCIL, BORN Iad:onP.kw.y.h m 7;00 PM PLYMOUTH ADVISORY 5: 30 PM SPECIAL COUNCIL MEETING: CONSIDER POLICY COMMITTEE ON TRANSIT (PACT) - FOR TOBACCO USAGE ON PARK PROPERTY, Pudic Sar" Tinning Room Medicine Lake Room 7.00 PM REGULAR COUNCIL MEETING, Council Chembans modified on 5/14/2003 OFFICIAL CITY MEETINGS June 2003 Sunday Monday Tuesday Wednesday Thursday Friday Saturday 1 2 3 4 5 6 7 7:00 PM 7:00 PM HUMAN PLANNING RIGHTS COMMISSION, COMMISSION - Council Chambers Council Chambers 8 9 10 11 12 13 14 7:30 PM YOUTH ADVISORY COUNCIL, Council Chambers 5:30 PM SPECIAL COUNCIL MEETING:DISCUSS IVESNONQUIL LANE DRAINAGE ISSUES, Public Safety Training Room 7:00 PM EVIRONMENTAL QUALITY COMMITTEE EQC), Plymouth Creek Center 7:00 PM PARK & REC ADVISORY COMMISSION PRAC), Council Chambers Flag Day 7:00 PM REGULAR COUNCIL MEETING, Council Chambers 15 16 17 18 19 20 21 7:00 PM PLANNING COMMISSION, Council Chambers 7:00 PM HOUSING d REDEVELOPMENT AUTHORITY (HRA), Medicine Lake Room 7:00 PM SPECIAL COUNCIL MEETING: DISCUSS BASSETT CREEK WATER MANAGEMENT ORGANIZATION, Council Chambers LEAGUE OF MINNESOTA CITIES ANNUAL CONFERENCE, St. Cloud Civic Center 22 23 24 25 26 27 28 7:30 PM YOUTH ADVISORY COUNCIL, Council Chambers 11: 11 AM PLVMOUTH#RI(A BUSINESSPCOL SMnOm OU PM SPECIALDiscuss2M0o2AUDITED FINANCIAL STATEMENTS, Public Safaty Training Room 7:00 PM PLYMOUTH ADVISORY COMMITTEE ON TRANSIT (PACT) - Medicine Lake Room 7:00 PM REGULAR COUNCIL MEETING, Council Chambers 29 30 May 2003 Jul 2003 S M T W T F S S M T W T F S 1 2 3 1 2 3 4 5 4 5 6 7 8 9 10 6 7 8 9 10 11 12 11 12 13 14 15 16 17 13 14 15 16 17 18 19 18 19 20 21 22 23 24 20 21 22 23 24 25 26 25 26 27 28 29 30 31 27 28 29 30 31 modified on 5/14/2003 OFFICIAL CITY MEETINGS AN 2003 Sunday I Monday Tuesday Wednesday Thursday Friday Saturday 1 3 4 5 Jun 2003 S M T W T F S 5:15 PM MUSIC IN PLYMOUTH, 7:00 PM HUMAN RIGHTS INDEPENDENCE DAY - City 1 2 3 4 5 6 7 City Center COMMISSION - Offices Closed 8 9 10 11 12 13 14 Amphitheater Council Chambers 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 6 7 8 9 10 11 12 7:30 PM YOUTH ADVISORY COUNCIL, 7:00 PM REGULAR COUNCIL MEETING, Council 7:00 PM EVIRONMENTAL COMMUALITY ( EDC), Plymouth Creek 7:00 PM PARK & REC ADVISORY COMMISSION FRAC), Council Council Chambers Center Chambers Chambers 7:00 PM PLANNING COMMISSION, Council Chambers 13 14 15 16 17 18 19 7:00 PM HOUSING & REDEVELOPMENT AUTHORITY (HRA), Medicine Lake Room 20 21 22 23 24 25 26 7:30 PM YOUTH ADVISORY 11 45 AM PLYMOUTH-M71w BUSINESS NCIL, BORN Confer=Room, Carlson Parkway, 4th floor 7:00 PM PLANNING COMMISSION, Coundl Chamber COUNCIL, Council 7:00 PM PLYMOUTH COMMITTEE ONCOMMITTEE Chambers TRANSIT (PACT) - 7:00 PM REGULAR Medicine Lake Room COUNCIL MEETING, Council Chambers 27 28 29 30 31 Aug 2003 S M T W T F S 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 modified on 5/14/2003