HomeMy WebLinkAboutCouncil Information Memorandum 06-07-1996r'
JUNE 79 1996
UPCOMING MEETINGS AND EVENTS
1. COUNCIL MEETING SCHEDULE:
JUNE 19 7:00 P.M. REGULAR COUNCIL MEETING
City Council Chambers
JUNE 26 7:30 P.M. SPECIAL COUNCIL MEETING
City Council Chambers
2. COUNTY ROAD 9 CONSTRUCTION PROJECT PUBLIC NEIGHBORHOOD
MEETING. MONDAY, JUNE 10 7:00 P.M., . Attached is a copy of the letter sent to residents
about the project meeting. (M-2)
3. COUNCIL SUBCOMMITTEE ON CITY CENTER, MONDAY, JUNE 10, 4-6 P.M., Bass
Lake Room. Information on the meeting is attached. (M-3)
4. ENVIRONMENTAL QUALITY COMMITTEE, TUESDAY, JUNE 11, 6:00 P.M., Hadley
Lake Room, Lower Level. Note time change. Agenda is attached. (M-4)
5. PLANNING COMMISSION, TUESDAY, JUNE 11, 7:00 P.M., Council Chambers. Agenda is
attached. (M-5)
6. PRAC, THURSDAY, JUNE 13,7:00 P.M., Mooney Lake Room, Upper Level.
7. MEETING CALENDARS - The June, July, and August meeting calendars are attached. (M-7)
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1. EXTENDED HOURS PROGRAM: CUSTOMER CONTACTS THROUGH MAY 1996
Through May, 718 customers have taken advantage of the City's extended hours on Tuesday
evenings. This averages almost 33 visits each Tuesday, close to the 32 average contacts through
the end of April. The month of May itself had an average of more than 45 contacts each Tuesday.
Extended hours inspections in the field have more than doubled again, from 8 in April to 18 in
May.
2. MINUTES
CITY COUNCIL INFORMATION MEMO
June 7, 1996
Page 2
a. April 24, 1996 Plymouth Advisory Committee on Transit (PACT) meeting. (1-2a)
b. May 14, 1996 Environmental Quality Committee meeting. (I -2b)
3. NEWS ARTICLES, RELEASES, PUBLICATIONS, ETC.
a Notice and registration form for LMC Leadership Institute seminar on "Authentic
Leadership: The Key to Making Policy Decisions as an Elected Official," July 25-26, at
Rutger's Sugar Lake Lodge, Grand Rapids. (1-3a)
b. Guest column from the Plymouth Sun Sailor, written by Human Rights Commissioners Mitzi
Heath and Jeff Richards. (1-3b)
c. USA Today news story about Minnesota efforts to restrict tobacco sales to minors. Public
Safety Director Craig Gerdes is quoted in a section featuring Plymouth's efforts. (I -3c)
d. Executive summary of the Builders Association of the Twin Cities urban land supply analysis
with recommendations for managing growth. (I -3d)
e. Special edition of the League of Minnesota Cities' Friday Fax with a summary of action in
the U -S West lawsuit against the City of Redwood Falls. (I -3e)
4. CITIZEN COMMUNICATIONS POLICY - CORRESPONDENCE
a. Letter from Public Safety Director Craig Gerdes to Lance Garrison responding to concerns
about pedestrian and bicycle safety in the vicinity of County Road 101 and 24h Avenue.
Attached is Garrison's original correspondence. (I -4a)
b. Response to Jim and Mary Tegan from Public Works Director Fred Moore to their letter
about MNDoT's plans for Highway 12. The Tegans' original correspondence is attached. (I -
4b)
c. Response to Leo and Helen Hauser from Public Works Director Fred Moore to their letter
about MNDoT's plans for Highway 12. The Hausers' original correspondence is attached.
(I -4c)
A status report on correspondence is attached. (I-4)
5. CORRESPONDENCE
a. Letter to the Mayor from Frank and Margot Knoll praising the work of the Plymouth Fire
Department when the Knoll family home burned in May. (1-5a)
b. Thank you letter to the City from Plymouth Civic League Treasurer Sue Jackson, for the
City's contribution supporting the Music in Plymouth program. (I -5b)
c. Letter from Manager Dwight Johnson to City of Medicine Lake Mayor Tom Schrader
informing him of the formation of the subcommittee on the South Shore Drive safety
concerns. (1-5c)
Dwight Johnson
City Manager
M -z
May 31, 1996
«PIN »
«NAME
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«ADDRESS 1 »
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SUBJECT: COUNTY ROAD 9 CONSTRUCTION - TRAFFIC CONCERNS
CITY PROJECT NO. 402
Dear Property Owner:
As you are aware, County Road 9 was closed on Tuesday morning of this week between
Glacier Lane and Polaris Lane. While detour routes and road closure signs were put in place,
there was an element of the traveling public that either ignored the signage or failed to
understand its message.
In response to the traffic problems and concerns realized after the first day of the road closure,
additional signage has been placed at various locations on both ends of the project. Hopefully,
this additional signage will convey the proper message and direct traffic in a more orderly
manner. I would also like to inform you that the City will be adding even more traffic
control, particularly along the 42nd Avenue/43rd Avenue route along the north side of County
Road 9. This will include temporary "All -Way" stop signs and additional "No Outlet" signs
on those streets that are now dead -ended at County Road 9. In addition, the City's Public
Safety Traffic Enforcement Unit will be closely monitoring the area with two police cars
during the next week to discourage through and speeding traffic.
We have scheduled a public neighborhood meeting for June 10, at 7:00 p.m. here at City
Hall, 3400 Plymouth Boulevard, to ask you how these additional traffic control measures
have been working and if further measures should be taken. One possible measure for
assuring that through -traffic is stopped would be to close the northerly -through route with the
installation of barriers on 42nd Avenue between Orchid Lane and Minnesota Lane north of
County Road 9. This could also be done on 39th Avenue between Minnesota Lane and Harbor
Lane south of County Road 9. Your opinion on this possibility will be requested at the June
10 meeting.
PLYMOUTH A Beautifu[P ate ?o Live
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SUBJECT: COUNTY ROAD 9 CONSTRUCTION - TRAFFIC CONCERNS
Page Two
While many residents will experience additional local traffic due to the necessary local
road closures and local access needs, hopefully, the additional traffic control measures
will improve the initial traffic problems. Don't forget the City's County Road 9
Hotline Number, 509-5514, for the latest up-to-date status of the project and if you
wish to leave comments.
Sincerely,
&a4u Ji /. 44-uAu-,
Daniel L. Faulkner
City Engineer
enclosure
cc: Dwight Johnson, City Manager
Craig Gerdes, Public Safety Director
Fred G. Moore, Director of Public Works
(Y) qOV 3
Meeting Reminder
City Center Subcommittee
(Mayor Tierney and Councilmembers Lymangood, Black and Preus)
Monday, June 10
4:00 p.m. to 6:00 p.m.
City Center
Bass Lake Room (lower level)
Representatives from the Beard Group and Frauenshuh Companies will be present to
answer questions about their responses to the City's RFQ for the retail/entertainment
site in City Center. Please bring along your copy of the RFQ responses, which you
received Wednesday night.
Questions? Call Anne Hurlburt at 509-5401
m-4
ENVIRONMENTAL QUALITY COMMTTEE MEETING
Plymouth City Hall
Tuesday, June 11, 1996
Meeting No. 50
— 106&P -M
AGENDA
6:00 Call to Order
6:05 Approval of Minutes as Received
6:10 Announcements and Visitor Recognition
6:15 Reports / Up -dates:
1. Surface Water Management Plan.
• Review preliminary draft. _
2. Review of fertilizer sale and collection day.
3. Choose theme for Music in Plymouth and sign up.
• Environmental Health Display - David.
• EQL Mobil Display.
7:15 New Business:
1. Define a sustainable community (see attached definition).
2. Impact on Plymouth: readings report:
• Paul - Common Ground
• Rita - Aquatic Vegetation
• Bridget - Green Up Landscaping
• David - Water -wise
• Mary - Green Heart
• Martin - Common Ground and Reusables
• Bob - Green Cuisine
3. How to establish natural areas in private Plymouth property.
8:30 General Discussion:
1. Geese control.
2. French Regional Park & Stenciling Program.
** Future discussion:
1. Review City ordinances and policies as they relate to environmental concerns.
2. Check ECQ's progress and propose a "State of the Environment".
3. Review City -Council's priority future action towards preserving the environment.
8:59 Adjourn:
PLANNING COMMISSION AGENDA
TUESDAY, JUNE 11, 1996
WHERE: Plymouth City Center
3400 Plymouth Blvd.
Plymouth, MN 55447
CITY COUNCIL CHAMBERS
CONSENT AGENDA
All items listed with an asterisk (*) 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. PUBLIC FORUM
3. APPROVAL OF AGENDA
4. APPROVAL OF MINUTES
5. *CONSENT AGENDA
A. Welsh Companies. Planned Unit Development Final Site Plan Amendment for a 2,242 square foot
expansion for the Protein Design Labs located at 3955 Annapolis Lane North. (96069)
6. PUBLIC HEARINGS
A. Scherber Partnership Properties c/o Loucks & Associates, Inc. Planned Unit Development
Preliminary Plan/Plat, Rezoning, and Conditional Use Permit for 34 single family detached lots for
property located north of 39th Avenue and west of Dunkirk Lane. (96005)
B. James R. Hill, Inc. Planned Unit Development Preliminary Plan/Plat, Final Plan/Plat, and
Conditional Use Permit for 46 attached units located at the northeast quadrant of Vicksburg and
Shenandoah Lane. (96065)
C. Francis Aihe. Variance to encroach seven feet into the required 25 foot rear yard setback. The
Variance would allow construction of a two-story addition for property located at 12400 -28th Place
North. (96066)
D. The Westwind Group of MN, Inc. Site Plan Amendment and Conditional Use Permit Amendment to
add a children's play room area and remodel the existing Burger King facility located at 10000
Rockford Road. (96070)
7. OLD BUSINESS
A. Zoning Ordinance Update - Examples of Side Yard Setbacks.
8. ADJOURNMENT
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PLYMOUTH ADVISORY COMMITTEE ON TRANSIT
April 24, 1996
PRESENT Representing MCTO - Hugh Hudson
Representing National School Bus Company - Dave Johnson
Representing City of Plymouth - John Sweeney
Consultant for the Plymouth Metrolink - George Bentley
Mike Cagley, Herb Miller, Patty Hillstrom
I. INTRODUCTION OF PATTY HILLSTROM
John Sweeney introduced Patty to all members present.
II. MEETING MINUTES
The minutes for the March 27 meeting are unavailable.
III. RIDERSHIP STATISTICS FROM GEORGE BENTLEY
George distributed ridership graphs and stated that system ridership went down to
18,963 although in March of 1996 there were only 20 days compared to 23 days in
March of 1995. He said over the course of the year it will average out. Metrolink
mirrors the system ridership graph and Dial -A -Ride is down below 3,500 for March
which historically is a good month. It is the lowest it has been since 1992 for the
month of March and he is not quite sure what the problem is. All routes including
Dial -A -Ride are being monitored and we will have feedback on that soon and as a
result be able to correct some critical elements. The decline in ridership also
compounds the passenger subsidy problem. John Sweeney commented on the fact that
there were not a lot of complaints and it is not obvious what the problem is.
George reported that the ridership graph indicates decreasing ridership. It has gone
down for the first three months so far. Usually this is the busiest time of the year.
• Dial -A -Ride
Dial -A -Ride ridership is also down and has not rebounded like it should.
MINUTES - PLYMOUTH ADVISORY CONEMT EE ON TRANSIT _ Z aa,
April 24, 1996 i
Page 2
• Plymouth Metrolink - Route 91
The year to date subsidy per passenger for Route 91 is $3.94. The concern is
decreasing ridership. Other ratios on route 91 are pretty good but could be a little
bit better. Everything would improve with ridership increases and we will be
dealing with that.
• Plymouth Metrolink - Route 92
Subsidy per passenger so far this year has been $5.28 but in March it was $4.88.
Ridership on Route 92 has gone up from 3,140 to 3,207. Riders per day show an
average increase of eleven. There are as many people on the reverse commute as
Dial -A -Ride.
John Sweeney stated that he and George Bentley have met with some people that
are involved in placing employees and there is another meeting scheduled in a
couple weeks. Also, they are going to start doing some marketing of the system
including working with employers. There have been a lot of changes in the area
north of Bass Lake Road (Nathan & Trenton). Select Comfort and several others
would like us to provide more service. A rider survey and service monitoring will
show where people are getting off. Ridership seems to be more consistent on an
average rather than seasonal as in the past.
• Plymouth Metrolink - Route 93
So far this year Route 93 shows a $2.11 per passenger subsidy. This is excellent
for an express route in suburban areas. Ridership on this route also is down but it
is difficult to tell in March because of the fewer number of service days.
• System Cost Summary Reports
George said to keep in mind that the vehicle capital figures are higher on Route 91
because there are actually more total hours on Route 91 than there are on Route 92 or
Route 93. This does not really impact on the total cost subsidy per passenger figures
even though they are reflected in the deficit figure that is shown.
John Sweeney stated that LSA Design is evaluating the Park & Ride lots to determine
the future needs and are doing a license plate survey of the lots to determine where the
riders are coming from. The Park & Ride lots tend to be full. We may also be losing
people from the overall count because they are going to the Plymouth Road Transit
Station or other transit stations.
O:%EM%TRANSn WACf1MBAMESW2 M[N.DW
MINUTES - PLYMOUTH ADVISORY COMNM7EE ON TRANSIT
April 24, 1996 23
Page 3
We are now in the process of submitting applications to the Met Council for capital
bonding dollars. One proposal would be to redo the Park & Ride lot at Highway 73
and Highway 55 to make it more accessible. Another proposal would be to redo the
Park & Ride at Four Seasons Mall. The success of getting the funding is unknown at
this time because it is a totally new process.
IV. CONSOLIDATION & RENUMBERING ON ROUTE 92D & ROUTE 93
FOR STATISTICAL & REPORTING PURPOSES
George and John have been working with MCTO trying to get the subsidy per
passenger numbers down on Route 92 and in evaluating this the analysis showed that
Route 92D which is the only reverse commute route which is run solely by MCTO was
designed to be an integral part of the 93. It makes Route 93 run more efficiently and if
we drop Route 92D it would actually increase the cost to operate Route 93. Rather
than doing that, we have decided the best approach would be to renumber Route 92D
as Route 93R. John has a call in to Steve Mahowald regarding what has to be done and
how schedule revisions will be affected. A suggestion was made that it coincide with
the route changes taking place in Minneapolis. It would be a good time because
passengers will be looking for changes system wide at that time.
George Bentley said the next task would be to get ridership up on Route 91. We want
to try and head off potential problems due to high subsidies.
V. IDENTIFICATION OF AREAS OF CONCERN AND/OR
RECOXD4ENDATIONS
Herb Millers' Comments
• A Route 93 rider said that it seems like the buses seldom drive on the shoulder
between Highway 394 and 36th Avenue on Highway 169. It seems like the bus sits
in traffic forever. Comment was made wondering if drivers are not using shoulder
because it is not marked.
• The 25 cent fare hike was not well received.
• The 91's wait until a certain time to leave as opposed to making a connection with a
MCTO bus. On the 71D out of downtown the 5:08 was late as they had to change
buses. By the time they arrived at the parking lot the shuttle had taken off.
Supposedly, the driver on the next route said that the driver had talked to dispatch
and dispatch told him to go. There was some confusion making the connection
between two vehicles. We were getting complaints because the first bus would
6:%ENO%TRANsrivAemniurE ,A-24mnN.DDc
MINUTES - PLYMOUTH ADVISORY COMMITTEE ON TRANSIT �-f 7 a
April 24, 1996 loom
Page 4
come and the shuttle would take off. Then when the second bus came there would
not be a shuttle there waiting. If the 71B shows up first passengers jump on that
one and if its one of the others they will get on that even though it may get them
there a few minutes later.
• On the 19th of April the 6:00 p.m. 91A had a radiator problem. Passengers were
given free rides downtown.
Mike Cagleys' Comments
• Now that we've gotten through the worst of the slushy weather he suggested we get
the windows washed and scrubbed.
VI. TRANSIT REDESIGN & PROPOSED PERFORMANCE STANDARDS
George Bentleys' Comments
• George referred to page three of performance standards handout and stated that the
figures are based upon 1994 data so that the numbers will be different when they
get the actual 1995 numbers plugged in.
• After the Met Council calculates the average for all of the routes within a particular
that category (express, suburban local & urban local mutes) any routes that are 20 %
to 35% over the peer average are subject to quick review. Minor modifications
may be made by the system operator. 36% to 60% over peer average will be
considered for more significant changes or perhaps subcontracting. More
significant changes are not defined. If it falls within the final category which is
more than 60% over peer average they will mandate that you either restructure or
eliminate the route.
• On the succeeding pages you will find that Route 91 falls into Threshold 1 on
express and Route 92 falls into Threshold 2 if you use the 1994 numbers. The 1995
numbers will probably be somewhat worse than the 1994 numbers were, so if we
make this change Route 92 will be OK and we can concentrate Route 91.
• Our biggest problem with the suburban local category is going be with Dial -A -
Ride. It shows Plymouth Dial -A -Ride at $5.49 before the contract rates were
changed in 1994. When National and the City changed the rate structure it lowered
the rate for express and raised it for Dial -A -Ride and consequently boosted the
subsidy up to approximately $9.00. That will put us immediately above Threshold
2 and possibly over Threshold 3. We do have to deal with that immediately before
O:MM%TRANSITIPACrNMQ4 VPES1424MIN.DOC
MINUTES - PLYMOUTH ADVISORY COMIV9= ON TRANSIT
April 24, 1996 a
Page 5
the Met Council gets involved in the process. In analyzing the numbers, George
thought that part of the problem could be that we're losing passengers to the Park &
Rides on 394.
• Those that operate paratransit operations that are not within regular funding
categories of the region are supposed to be funded at a 60-65% rate. The
remainder comes from local funds. First the average rate of all suburban local
services is determined. Under the 1994 calculations that would be $5.20. Any
subsidies up to the $5.20 per passenger figure the Met Council will pay 100%.
After that, they won't contribute anything. One exception to that is that they will
mitigate the impact by additional funding to make sure the individual impact from
year to year is no greater than a 10 % loss in actual funding. We are not technically
in this category right now, however, if things do not go the way we would like
them to go and Metro Mobility has to be funded by us and the Met Council refuses
to classify it as a Metro Mobility trip then it would fall into this category and we
would be operating a non ADA paratransit service.
VII. FARE INCREASES SCHEDULED FOR JULY 1, 1996
Met Council has voted to increase fares effective July 1, 1996. They have not finalized
youth fares yet. This will increase revenue by four million but is projected to lose 1.8
million riders which is a decrease of 3 %.
Fare increases are as follows:
1. Single Ride Cash Fare - The base fare will stay the same. Base fare plus peak goes
up 25 cents. Base fare plus express charge off-peak stays at $1.50. Base plus peak
plus express goes from $1.75 to $2.00.
2. Convenience Fares - Single rate of $1.55 will now be $1.82. The monthly pass
will now cost $76.00 which will be good for 31 days from day of activation.
Computer will imprint on card and calculate expiration date. They will be going
from 10 -ride punch ticket to stored value tickets. You will swipe the card and it
will automatically deduct the ride from the ticket. One problem is that you won't
know what you have left until you are down to the last $5.00 of stored value.
The new equipment (trim unit) will be installed in the buses and drivers will be
trained within the next few weeks. A meeting should be held with Dave Johnson
and John Mathews to discuss installation of fare boxes in the Metrolink vehicles.
G:WNG\TRANSnVACr%MR YrESW-24MIN.DGC
MINUTES - PLYMOUTH ADVISORY COMMITTEE ON TRANSIT April 24, 1996 1-28
Page 6
3. Employer Convenience Fares - A 10% discount will be given on fares if the
employer purchases fare tickets. This will give riders a break and also a tax break
for employers. Kathy Tinglestad will work on publicizing this.
VIII. INTEGRATING NEW MINI COACHES
Dave Johnsons' Comments
• National will train the drivers and will begin to integrate the new buses next week.
• A short rod was used instead of a long rod in the air leveler on the first new bus.
This will be changed.
IX. PROPOSED CONSTRUCTION PLANS FOR CTY. RD. 9
John Sweeneys' Comments
• County Road 9 will be closed this summer for reconstruction. This will have an
impact on Route 91 CD. Closure will begin the end of May and continue through
the end of the year. Some rescheduling will need to be done on certain routes
affected by this construction.
The PACT meetings will now be held on the fourth Wednesday of each month. The
next meeting is scheduled for May 22, 1996 at 7:00 p.m. in the Engineering
Conference Room (Hadley Lake Room) on the lower level of Plymouth City Hall.
Respectfully submitted,
Patty Hillstrom
Committee Secretary
a:IENG%TRANSnVACr%MENUrESW-?AMIN.DOC
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t - 2b
ENVIRONMENTAL QUALITY COM[ IITTEE
Meeting No. 49
Tuesday, May 14, 1996
7:00 p.m.
MEMBERS PRESENT: Bridget Jodell, Paul Liebman, David Shea, Mary McKee,
Bob Swanson, Rita O'Donnell, Staff Ex -officio Shane
Missaghi, Ex -officio John Barten, Hennepin County
Council Member Ginny Black.
MEMBERS ABSENT: Martin Frank, Staff Ex -officio Eric Blank, Dan Faulkner
OTHERS PRESENT: Mark Peterson, Mark Lohmeir, SEH, Marsha Videen,
Jim Helseth, East Parkers Lake Improvement Association
The minutes from the last meeting were corrected and then approved by the committee.
Prior to the meeting, Rita made two announcements. The first was volunteer
recognition (thanks!), and the second was that David Shea was to be the chair for this
meeting.
OLD BUSINESS
JTpdate on the Surface Water Management Plan. Mark Lohmeir, SEH, distributed
to the committee a packet that included a revised schedule and action plan, monthly
EQC meeting deliverables, groundwater framework, proposed action plan to complete
plan components, groundwater framework, and the status of GIS mapping project.
Discussion followed concerning several of these topics. Concerning the lake
management plan, Mark mentioned that a goal will be set for each lake as a 5-10
projection including costs and impact. On the plan outline and format, several
questioned on how the plan will be used. Shane iterated that different departments will
use different parts of the plan. For example, drainage maps will be used by the city
engineers. Committee members offered the following questions: if water quality
issues identified, will treatment facilities be recommended? how will flooding
problems be identified and handled9 have we gotten feedback from other cities that
have implemented similar plans? how will natural parcels be identified? what is the
EQC involvement? what is the impact of potential new zoning? and are these schedules
realistic? Others offered this additional feedback: make sure the plan is easily
understood, table of contents clear with proper labeling. David also offered that
automation should be kept in mind, such as potential creation of a "home page" on the
internet. Ginny mentioned that a council work session needs to be built into the plan.
G:NENG\W r'RQLTY%MINUTMMINS- II.DOC
PAGE NO. 2
Fertilizer Symposium 2nd NSP rely: Marsha reported to the committee an
overview of the recent NSP meeting with East Parkers Lake association. She recapped
that NSP felt that it was necessary to do the treatments that they had done, and that
they will probably continue to do them in the future. Most residents felt that the
chemical treatments were too harsh. However, some members of the committee
mentioned that if these treatments had been done all along instead of all at once, it
probably would have been more acceptable. Also, ultimately, this type of treatment
can be beneficial. NSP stated that they would involve the residents in the future when
they are planning further treatments.
David reported to the committee on a fertilizer symposium that he had attended. David
said this was an excellent presentation and the handouts were informative. He
mentioned that this type of presentation would be excellent for cable tv and could build
interest and awareness.
Update on stenciling project: recycling and fertilizer sale 60 catch basins were
stenciled on May 11th by the Boy Scouts. This activity is available as an ongoing
project.
Shane requested volunteers for the fertilizer sale on Saturday, May 18th. Recycling
event will be held at the same time.
Shane distributed invitations to the Annual Park Tour, Pollution Prevention conference
in June, and the Minnesota office of Environment conference in the fall.
DNR public hearing on vegetation control: Rita reported this has been rescheduled to
September. This topic was tabled to the July meeting. Rita will continue to monitor
and report to the committee.
NEW BUSINESS
Pike Lake water skiing request: Mark Peterson, Parks, requested the committee's input
on a dispute concerning water skiing on Pike Lake. Briefly, Pike Lake resides in two
cities, both Maple Grove and Plymouth. Originally, a 15 mph ordinance had been
imposed and agreed by both cities. Some of the residents have requested that this 15
mph limit rule be rescinded. The DNR does not recommend skiing on this lake due to
the shallowness of this lake. Both cities must agree in order to rescind this ordinance.
After much discussion, the committee recommended and approved the following:
based on available information of water environmental quality impact, , the EQC
recommends keeping the 15 mph limit on Pike Lake. Paul abstained from voting
noting that several legal questions needed to resolved prior to making a
recommendation.
PAGE NO. 3 • i 17
Mark also informed the committee about a "showcase pond" site that should be ready
by July. David mentioned that this may be a good opportupity to revisit Plymouth's
weed ordinance.
Sustainable community definition: David expressed concern that this topic has been
tabled at past meetings. Is there a better time to discuss? Should a meeting be
dedicated to this issue? If necessary, should a task force be formed? It was agreed that
this would be discussed at next meeting. All agreed to meet at 5:00 p.m. rather that
the usual 7:00 start time.
GENERAL DISCUSSION
Mary questioned what would be displayed at the Music in Plymouth event. David
recommended an environmental health display that he had seen.
Shane stated that the budget is due in June. How much money should be allocated?
Ginny mentioned that a matching grant would be an issue if no matching budget is
available for the sustainable community program. Ginny and Shane will discuss
further.
The meeting was adjourned at 9:55 p.m. Minutes submitted by Kathleen Reagen.
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TOO many treesnorth of City Hall) your city Tree Preservation ordinance
could be mistaken for some with a replacement ratio re -
being Cut down Third World nation whose econ-: quirement of 1.5 inches of tree
k d' +----- ld for every inch
expect
omy is dependent on the quic lame Turns out all
To the editor. sell-off of its_ natural resources removed. Wayzatans
Your city is a depressing or the quick clearing of land to I'm surprised yo i - rs,
place to travel through. From grow food for starving multi tolerate this un swere dead wrong
the beginning of my route to tudes. struction oft ;Srf6ra1 e- : Highway 12 alter
work on Bass Lake Road to Your city ordinances protect- sources. Perhaps th efer the You made up
nearly the end on Plymouth • ing natural resources must be . roar of heavy equip ent and the the negative be&
Boulevard, I see the results of exceedingly weak and slanted to smell of diesel exhaust to the plained all the fs
the past, and witness the ongo- the interests of"developers." Ev- song of birds and the smell of you knew abou
ing destruction due to current idence the boundary of the damp leaves. was that it was g
deforestation projects in your multi -acre clearcut just north of Perhaps they prefer parking million, drive a
city. Bass Lake Road and east of lots and endless retail expan- the center of Lon
What with all the chip piles, Quinwood. The northern bound- sion to the more sublime experi- place about 50 st
uprooted stumps, log stacks ary of this clearcut stops at the ence of nature. the sake of slice
(May 1, Plymouth Boulevard) Maple Grove border. Maple Mark Fickes off a half-hour cc
and burning slash piles (April, Grove has a relatively strong Maple Grove "You did , nc
MnDOT, in its b
promised to mal
• • experience as s]
Hum'a'n Rights'.Commission has as p oducedla
in a pretty blue
ction: Your Right
addresses
need for toleran'ethe b When, it do
much about the
Education is key group and so on. Education, which reduces displaced by nes
These experiences are associ- prejudice, also can lead to con- tion, but it conn
in healinghums ated with prejudice later in life. flict resolution and better work- formation aboul
These unhealed hurts from ing and living relations. such. You are c
childhood affect us and our opin- Empowerment, which comes placement hom(
By Mitzi Heath ions in adulthood. In many in- about through prejudice reduc- furnace and.a k
and Jeff Richards stances, these prejudices are tion, can help build coalitions only that, but y(
Guest Columnists transferred to our own culture. among diverse groups to acco . forbidden
to
I When a person expresses plish mutual goals. a dwellinggot
not
Are you prejudiced? Have you prejudice, it is usually as a re- The Plymouth Human Rights those amenities
ever been a victim of prejudice? sult of being hurt, and he or she Commission is strongly commit- If you live, in
Do you know. prejudice when is trying to fit in. ted to assisting the community your.home has i
you experience it? ' :` fine of the methods to over- in overcoming prejudice and into'the path of
Prejudice is defined as a pre-' come prejudice is to heal our helping residents become allies. proposal, you m
conceived judgment or opinion own hurts. Doing so removes the ' If you feel you are a victim of about the diffi
without just grounds or suffi- barriers that prevent us from prejudice or would like more in- another home i
cient knowledge. listening and interacting with : formation on this topic, please . "similar price. A
Studies find that most people others. The kills of listening, contact the Plymouth Human `; smart`to be cor
experience some form of mis- accepting and working together Rights Commission at 509-5052. there is not muc
treatment during their child- with others whose life experi- Mitzi Heath and Jeff j`' Richards Long Lake, and
hood due to age, sex, race, reli- ences differ from ours can be are members of the Plymouth dinance requi:
gious group, ethnic or cultural learned. Human Rights Commission. chase I enough
course before :
home insideits
• • r neeCleCl the people kind
Chee'.L,,., cheering senio s have that kind
. The .other a
.know when .
B Jan Gra self-confidence 'in .young chil- against the pry
Y� Y . ' wonderful roa
Contributing Columnist `dren = family children orneigh- l
nearly $10 mill
itil
bor children. -'Children succeed nea new 12
This is the time of year so ' in their efforts when they feel p
many families of school-age chil- supported. Praising grandchil- bioto
nic highway
dren become even busier. Scout dren for." their good efforts en- Surely m
service road.']
recognition programs, confirma courages them to learn, to try scratch, I want
tions, school athletic contests, and to do more. Jan truck patrollii
school music concerts and the Complimenting children on a stretch, ready
like all seem to be scheduled job well done helps them feel Gray changing a tir
ready
now. pride. 'It helps to be specific in Senior Services Program Manager coolant or solv
What does it matter to seniors praise so children know when foreign phrase,,
and grandparents? A lot, be- .they deserve praise. Caution Times crosses
cause it matters to the children. must prevail when making com- low open
Grandparents can help instill parisons between bothers and sisters or other children. Keep snow p
praise focused on what they do, my tires when
• • 1 T __.....� OT
Close, but no cigar. A Camel billboard is legal
distance from a St Paul school but is still visible.
Snuffing out
teen -agars'
cigarettes
Minnesota's strict laws
otter others a blueprint
By Doug Levy
USA TODAY
MINNEAPOLIS — Fear of a $3,000 fine and a
year in jail is enough to make store clerk Mollie
Torjesen and her colleagues check IDs every
time a young customer wants to buy a pack of
cigarettes here.
Even though the typical teen tells her to "go to
hell" when she refuses to make an illegal sale,
she holds her ground.
w
Torjesen says.
The law is the
"What we want is
law: no sales of to -
total compliance,
bacco products to
r
anyone under 18.
,,
con �ance says compliance," Y
And besides, she
says, teens are
y
too young to un-
r
derstand the risks
Gerdes of efforts to
of smoking. "I
cut tobacco sales (
care very much
to minors. The i
'
Smoking is bad
sellers are art of 1
P
for you."
Niiii:ie3^�??s
our community." i
and at :east 47
�d
comm:init:es
Close, but no cigar. A Camel billboard is legal
distance from a St Paul school but is still visible.
Snuffing out
teen -agars'
cigarettes
Minnesota's strict laws
otter others a blueprint
By Doug Levy
USA TODAY
MINNEAPOLIS — Fear of a $3,000 fine and a
year in jail is enough to make store clerk Mollie
Torjesen and her colleagues check IDs every
time a young customer wants to buy a pack of
cigarettes here.
Even though the typical teen tells her to "go to
hell" when she refuses to make an illegal sale,
she holds her ground.
The store owner "doesn't want us to go to jail,"
Torjesen says.
The law is the
"What we want is
law: no sales of to -
total compliance,
bacco products to
.
1 not periodic .;
anyone under 18.
,,
con �ance says compliance," Y
And besides, she
says, teens are
•, Plymouth, Minn.,
too young to un-
official Craig
derstand the risks
Gerdes of efforts to
of smoking. "I
cut tobacco sales (
care very much
to minors. The i
'
Smoking is bad
sellers are art of 1
P
for you."
Niiii:ie3^�??s
our community." i
and at :east 47
r)rhpr Hinrfrnm
comm:init:es
rom-WWWWx COM
THURSDAY, MAY 30,1996
have !asl coned local solutions to a national
problem. Figures out last week show youth
smoking is at a record 35%. Despite adult smok-
ing hitting all-time lows, more kids are smoking
now than at any time since the 1970s.
The Minnesota efforts seem to be paying off,
and other states are watching to see what works.
The Centers for Disease Control and Preven-
tion reports that 3 out of 4 teens nationwide can
buy cigarettes illegally, but a recent Minnesota
survey finds the illegal sales rate in that state is
49% or less.
"They card everywhere, • says Zoe Kardasis
of St Paul, who at 21 has to carry her ID when-
ever she wants a pack of cigarettes. She thinks
it's a good thing.and hopes it deters some teens
from following her lead.
In Plymouth, Minn., the city council declared 1,4reducing tobacco sales to minors as a top goal
for the year. Public safety chief Craig Gerdes P / y m 0
worked with more than a dozen local tobacco
merchants to write a law that bars vending ma-
chines and requires sellers to check IDs.
Because the community got together and
agreed that teen tobacco use was a problem and
that fighting it would also help reduce other
risky behaviors, merchants were willing to coop-
erate, Gerdes says. This plan gets better results
than occasional "stings" by a state or federal
agency. Only 360 of Plymouth stores made ille-
gal sales during a recent compliance check
"What we want is total compliance, not peri -
Please see SMOKING, Page tD►
Aaron a=c 9r ��
Sting: g. star. 16, wcrks `cr a program Etat
monitors ccmcfiarce with age restricticns.
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1,34
Prepared by --
Dahlgren, Shardlow & Uban, Inc.
Larkin, Hoffman, Daly & Lindgren, Ltd.
Doherty, Rumble & Butler
In Conjunction with:
Bugbee, Anton 8& Associates, Inc.
Boland 8& Associates, Inc.
The Maxfield Research Group
Bonestroo, Rosene, Anderlik Associates
Mona, Meyer McGrath & Gavin/Shandwick
Diddams Consulting
ACKNOWLEDGMENTS 1'0*34
This report and study have been funded by the Builders Association of the Twin Cities (BATA.
BATC BOARD OF DIRECTORS
BUILDERS
Todd Bjerstedt
Dean Flackey
Kent Jefferson
Gary Laurent
Jean Mason
Bruce Nedegaard
Curt Ostrom
Lowell Pratt
Chuck Ryan
Curt Swanson
ASSOCIATES
Richard Berg
Marty Christianson
Deborah Earl
Duane Meyer
Michelle Olson
BATC LAND USE TASK FORCE
Dan Herbst,'Chair
Terry Forbord
Peter Gualtieri
Hans Hagan
Jim Johnston
Gary Laurent
Bruce Pankonin
Jim Stanton
Dennis Chuba
Joan Archer
Karen Christofferson Public Policy Director
CONSULTANT TEAM
Dahlgren, Shardlow, and Uban
Larkin, Hoffman, Daly & Lindgren, Ltd.
Doherty, Rumble & Butler
Arthur Andersen, Inc.
Bugbee Anton & Associates, Inc.
Boland & Associates, Inc.
The Maxfield Research Group
Bonestroo, Rosene, Anderlik Associates
Mona, Meyer McGrath & Gavin/Shandwick
Diddams Consulting
Executive Summary
Purpose - Need for this Report
BATC sponsored this report for several reasons:
❑ There is a shortage in urban residential land in this Metro Region that
artificially escalates the cost of land
❑ Shortages in the supply of urban residential land coupled with the increase in
prices for this land, result in limited housing choices for our generation, our
parents, our children, and our grandchildren
❑ When available land and choices are limited, sustaining the environment also
becomes more challenging
❑ These limitations cost taxpayers increased dollars (current land use patterns
have placed in jeopardy an estimated $1.5 billion of taxpayers money)
❑ High development costs and limited choices increase sprawl
Objectives of this Report
❑ To show the need to limit unnecessary urban sprawl (urban sprawl is the
random development of unsewered large lots and the non-contiguous, leapfrog
development of sewered subdivisions that create physical and social barriers
to the orderly and economical extension of urban services)
❑ To document the amount of available urban residential land in comparison to
that needed for the region's future population
❑ To examine the relationship between land supply and the cost of housing
❑ To analyze and illustrate the significant barriers that limit the region's growth
options and to share this information with the Metropolitan Council and others
working to guide the future shape of the region
❑ To provide information about the total contribution that housing makes to the
regional economy.
Executive Summary
Guiding Principles
BATC believes that there are a number of guiding principles which should serve as the
cornerstones of the regional growth management system:
First, the region must strive to use its land resources and existing infrastructure
efficiently, avoiding wasteful duplication wherever possible.
Second, in order to provide an adequate supply of affordable housing for our growing
population and to foster reinvestment in the core of the region, market forces must be
given primary consideration. If there isn't a solid market demand for the types,
location and cost of housing to be built, no amount of subsidy will be able to
produce a desirable regional system.
Third, governmental regulations, from minimum lot and house sizes, park dedication,
street standards, public facility exactions, and wetland, woodland and other
environmental protection requirements, all increase the amount of required land and the
costs of housing construction.
The fourth guiding principle is that an adequate and diverse housing stock is a
prerequisite to the sustained economic prosperity of the region. Simply stated, if housing
is not available for the area's diverse labor force, business growth, job creation, and a
healthy regional economy will not be sustained.
Executive Summary
How Much Land Is Needed to Accommodate
Projected Household Growth to the Year 2020?
The Metropolitan Council expects 80% of the projected new households (264,000) will be
located at -the developing -edges of -the -region.-T-his will require.132,000 acres of land at a net
density of 2 units per acre.
GROWTH COMPARISON
::::.::....ctual
Chan e.. .....:....:Pro
g::::.::.::.::::::::::.:::::::.:1.:::::::::::::::::.::::.::..:...._.....
ected.CLan e::::::::>::::
;;,:::>at 1.o ::.;::.:;:.;,;:.;:.;::>;.::::.:;.
Ill 1- 9
5 - 200 <'>>>
Population
575,000
650,000
uLolds ........:>
se
0
Employment
640,000
380,000
• 1995 Met Council Projections
❑ 80% of 330,000 households = 264,000 households expected at the
developing edge of the region.
❑ 264,000 households at 2 units per acre =132,000 acres of land needed
Executive Summary
Determination of Available Land within the MUSA
The approach taken in this study relied upon the assumption contained in the Metropolitan
Council Report to the Minnesota Legislature, "Growth Options for the Twin Cities Metropolitan
Area" (January, 1996), that 80% of the regions growth in the next 25 years will occur at the
developing edges of the Metro Area. Using this growth assumption, 23 developing communities
partially inside and partially outside the existing MUSA (Figure 1) were selected for this study.
All of these communities are experiencing growth and are considered `developing' according to
the Metropolitan Council. Although there are a few additional communities with land both
inside and outside the MUSA, it was determined that the selected communities would give the
best representation of land supply in the developing portions of the Metropolitan Area. We
found a total of 15,956 acres of unplatted residential land and an additional 10,676 vacant
platted lots within the MUSA of these 23 communities.
Executive Summary
2.3d
U1tiMUSA
The U1tiMUSA boundary represents a line surrounding the area which can be served by existing
or planned Metropolitan Council wastewater facilities. One of the first attempts to define an
ultimate service boundary was in "I 968. That boundary was based primarily on planned facilities,
new service areas, and estimated populations. In subsequent years, facilities were constructed to
serve this estimated increase in population. This BATC study cites the UtliMUSA in Figure 2,
as the area which could be reasonably served by the existing Metropolitan Wastewater
Treatment System. Areas beyond the boundary could be served by new regional systems -
separate from the Metro System in place today.
The U1tiMUSA is based on the following general criteria and assumptions.
❑ The U1tiMUSA boundary follows watershed boundaries.
❑ If the majority of a community is within the major watershed and regional service
area, the remainder of the community will also be included in the U1tiMUSA.
❑ Communities currently served outside major watersheds via lift stations and force
mains will continue to be served.
❑ The capacity of the metropolitan sewage disposal system is defined by critical
components or "bottlenecks". A bottleneck is considered to be an incorrectable
obstruction. Examples would include a required treatment plant expansion or a major
interceptor reconstruction. The former may be a bottleneck because of regulation
constraints and the latter because of economic constraints.
Executive Summary
Barriers to Urban Development
Utilizing the U16WSA defined above, we analyzed the feasibility of extending the existing
MUSA out to the UItiMUSA. This area of potential MUSA service between the existing MUSA
and the U1tiMUSA became the `study area' (Figure 3). First obstacles to the orderly extension
of the current system into this study area were identified. Obstacles were defined as land uses
that would remain undeveloped or would substantially add to the cost to extend municipal
services through or around. The first obstacle identified was parks (Figure 4), next industrial and
public lands "non-residential" (Figure 5), then wetlands (Figure 6), and finally large lots
(Figure 7). The composite of all of these barriers is shown on Figure 8.
STUDY AREA
550,619
260,554
290,064
* The total is less than the sum of the parts because some barriers overlap each other
Executive Summary
f-34 7
Executive Summary
t-3a
Executive Summary
t -- 3 d 9
Twin Cities Metro Area FIGURE 8
Barriers to Expansion
•,. �` _.—._ ( JL Iii
R_
'3
— � _._.—�� -..—_ �� i LJ � • icy, —
Cj ! I
I � p
I
1 �
1995 MUSA
Large lot Study Area
_ Barriers (wetlands, parks, large lots)
Ultimate MUSA
Ixodi '��
iRTFAlCi15.3tiS51W
f -39 10
Summary of Findings
1. Housing is a major component of the regional economy and the availability of an
adequate and diverse supply of housing is a prerequisite to continued economic
development, job creation and prosperity.
2. One of the main reasons why the region experienced the success that it did over the past
20 years was that the original MUSA included a substantial urban land supply.
Communities in the path of growth were required to prepare and adopt plans for full
urbanization. As a result, the majority of the growth in the region up until 1990 occurred
at urban densities.
3. The existing urban land supply is inadequate to accommodate the projected growth of
330,000 households to the year 2020. The limited remaining land supply within the
MUSA line has caused a significant increase in land prices which directly adds to the cost
of housing.
4. Unsewered large lots subdivisions have already consumed 130,486 acres of land that
could have been economically served by the regional wastewater treatment system and
developed at urban densities. If this area had been developed at a density of 2.5 units per
acre, it could have accommodated 326,215 households, an amount roughly equivalent to
the Metro areas' projected growth to the year 2020.
5. Instead, this 130,486 acres will accommodate only 21,747 households when all of the
large lots are built upon. This large lots pattern has created both physical and social
barriers to the orderly and economical extension of urban services. The failure to provide
and protect urban reserves has already added between $650 million and $1.33 billion to
the cost of developing the remaining portions of the UtliMUSA. Immediate strategic
action is needed to successfully accommodate the growth projected for this area.
6. The Twin Cities Metropolitan Area is no longer limited to the original seven counties.
The Metro Region extends at least into the 13 County MSA, and beyond if one considers
commuter patterns. This change must be recognized to arrive at a successful growth
management strategy for the coming decades.
7. Non-MUSA related planning issues delay and obstruct the MUSA expansion process.
Executive Summary
:r - 3 d 11
8. Past failures to maintain an adequate urban land supply, protect urban reserves and
properly control rural development, has contributed to explosive growth in not only the
areas outside the MUSA line within the seven county area and around free-standing
growth centers, but also in the counties that surround the seven counties and beyond.
9. The region must take immediate action to economically serve areas that can be physically
connected to the regional wastewater treatment system.
Recommendations
1. Expand MUSA Now.
Based on assumptions in the Regional Growth Options Report, approximately 264,000
households have to be accommodated in the cities on the edges of the developed portion of the
Metro Area in the next 25 years. The information contained in this report demonstrates that if
50% of the area within the Ultimate MUSA boundary is developed at urban densities, only
approximately 176,450 households can be accommodated. This urban land shortage is growing
daily. Prompt remedial action is needed.
The effect of the development patterns that have been allowed in some portions of the
U1tiMUSA area make it unlikely that it will be cost effective to extend sewers to serve them.
Where it is still possible to extend sewers and facilitate development at urban densities, the
Metropolitan Council should extend the MUSA line to the U1tiMUSA as soon as possible.
Rather than attempting to parcel out incremental MUSA expansions, the Metropolitan Council
should take bold action to achieve sewered densities in as much of the remaining U1tiMUSA
area as possible.
2. Facilitate and Support Market Based Infill and Redevelopment in the Core.
The Growth Options Report assumes that 66,000 households can be accommodated through
either infill or redevelopment, within the developed portion of the region. It is impossible to
know whether this number is realistic. What is clear is that.the Area should work very hard to
clean up polluted land, facilitate redevelopment, and work with core communities to prepare and
implement market focused infill and redevelopment programs. Absent these activities, it is very
unlikely that the projected infill will occur. Government's role in this process should be to
create an environment for private industry and market forces to operate effectively.
Executive Summary
Government should assist communities in removing barriers to reinvestment and in leveling the
playing field with the developing suburbs. Local initiatives should be rewarded on a project
specific basis, as the diversity of opportunities and resources available to local communities are
better understood.
3. Adopt Flexible, Simplified MUSA Expansion Process
Even if the Metropolitan Council expands to the recommended U1tiMUSA boundary now, it is
inevitable that additional urban area expansions will be necessary in the future. The
Metropolitan Land Planning Act and the MUSA were intended to guide and accommodate
growth in a rational and economical manner. A new process for accomplishing MUSA
expansions must be developed. This process should be fact based, understanding that an ample
urban land supply is an essential component of a healthy regional economy. Non-MUSA related
planning issues should be dealt with separately.
4. Delineate and Preserve Urban Transition Areas
One of the key parts of the upcoming round of comprehensive plan amendments should be the
identification of urban reserve areas within the planned sewer service area. Similar to the Urban
Transition Areas in the recently approved Scott County comprehensive plan, these areas must
include strong measures to preserve them for future urbanization. Counties and townships with
jurisdiction over these areas should prepare and adopt plans for future urban streets and these
plans must be coordinated with adjacent municipalities to insure the dedication of necessary
future utility easements. If large lots are allowed in these areas, clustering should be strongly
encouraged, but all large lot development must be approved along with a future urban overlay, or
"ghost plat" to facilitate future urban development.
5. Adopt Restrictive Rural Density Standards to Protect Urban Transition Areas
BATC supports a general rural land density of 1 unit per 40 acres. If clustering is required then
densities up to a maximum of 4 units per 40 acres may be allowed (subject to urban overlay
platting described above). Rural land that is located within urban reserve areas should be
preserved for future urban development. Therefore, BATC does not support the practice of
permanent open space dedication within urban growth corridors.
Executive Summary
t -3J 13
6. Develop Transportation Standards and Planning Mechanisms to Allow Continued
Growth In Core Areas In Spite of Existing Traffic Congestion.
Several MUSA expansion requests have been delayed because of congested levels of service
on adjacent roadways. This problem will also affect the redevelopment of many areas within
the Twin Cities area. Such a single-minded view of transportation, which focuses only on the
number of cars entering and exiting a.site on a given roadway often results in limiting
development opportunities, contrary to regional planning objectives.
7. Examine Local Regulatory Controls and Provide Incentives to Create Value/Cost
Housing Opportunities at the local level.
8. Develop Innovative Approaches to Financing Needed Infrastructure Expansions and
Improvements to Encourage the Use of Existing Infrastructure.
9. Establish Adequate urban land supply as the 5th metropolitan system (the current
systems are transportation, wastewater treatment, aviation, and parks).
10. Examples of other ideas that merit further consideration:
• Congestion pricing
• Developer installed infrastructure
• Land use board of adjustment
• Tax policy
Conclusion
The findings of the BATC study confirm that there is a serious shortage of urban land to
accommodate the region's future housing needs. This shortage is causing sharply rising land
prices, which in turn lead to increased housing cost. Currently, this increase in urban
residential land cost is causing more people to look outside the MUSA for their housing
needs. The result is urban sprawl on the edges of the Metro Area.
This sprawl causes higher costs to the region and individuals over the long term by limiting
housing choices, and increasing the cost for roads, sewers, water and other urban services.
Without a new plan for growth, these costs will continue to increase unnecessarily into the
billions of dollars.
Executive Summary
L NIC -
League of Minnesota Cities
Cities promoting excAnce
FRiDAYF,
A weekly legislative update from the League of Minnesota
SPECIAL EDITION
4
Lawsuit dismissed, but issue is far from settled
PUC, legislative actions still to come
n the wake of the District Court
decision to dismiss the US
West lawsuit against Redwood
Falls, Minnesota city officials
should be satisfied with the
outcome, but wary of the future.
"We are obviously very
pleased with the District Court
ruling, said Jim Miller, League of
Minnesota Cities Executive Direc-
tor. "However, we know full well
that this decision will not finally
resolve the issue. Cities need
to prepare and implement a
long term strategy for shaping
a state telecommunications and
utility right of way policy."
Late Friday afternoon, Judge
George Harrelson of the Fifth
District Court dismissed a lawsuit
brought by US West against the
City of Redwood Falls asking for
preemption of local regulation.
US West claimed that the state
Public Utilities Commission (PUC)
has exclusive authority over the
construction of telephone lines
and that cities do not have the
authority to regulate how fiber
optic cable must be installed or
determine how much private
utilities must pay to use city
streets.
US West objected to a Red-
wood Falls ordinance requiring
utilities burying major trunk fiber
optic cable to either encase it in
concrete or limit the city's liability.
After considering potential state-
wide implications, the League of
Minnesota Cities Board of Direc-
tors authorized League interven-
tion on behalf of Redwood Falls.
In the joint motion to dismiss the
case, the League and Redwood
Falls argued that state law autho-
rizes cities to regulate the con-
struction and maintenance of
utility lines within streets, alleys,
and other public grounds.
The suit in District Court is
only part of US West's strategy to
challenge local control of the
public rights of way. US West has
also asked the Minnesota Public
Utilities Commission to intervene
and take control of local rights of
way. That decision is expected
later this summer.
"It's important to remember
that the proceedings initiated by
US West with the Public Utilities
Commission remain an immedi-
ate concern; said Miller. "Any
PUC action will not be directly
affected by the District Court
ruling."
In his order dismissing the
lawsuit, Judge Harrelson wrote
"...The Minnesota Legislature has
not divested Minnesota cities of
their right to impose reasonable
regulations and to charge a
reasonable franchise fee for the
use of their streets and services"
The judge's order, which US
West is expected to appeal, does
not preclude US West or other
telecommunications providers
from bringing additional district
court actions alleging improper or
excessive regulation.
If your city needs further
information or assistance in
establishing defensible regulations
that meet your city specific needs,
please contact the League.
Control of public rights of way
is high on the agenda as cities
gather next week in Rochester for
the League of Minnesota Cities
Annual Conference. At the
League Annual Meeting, mem-
ber cities will discuss an ambi-
tious and unique work program
related to the right of way issue.
As proposed, this work program
contemplates a substantial
additional financial commitment
from members.
City officials do not need to
register for the Annual Conference
to attend the Annual Meeting on
Thursday afternoon. If a repre-
sentative of your city can not
attend the Annual Meeting, we
encourage you to contact us
regarding your thoughts on this
matter.
With an issue this important, we thought it was necessary to mail this
special edition of FridayFax to all Mayors and Managers after sending it
to our existing fax list on June S. If you have a fax machine but didn't
receive this as a fax, please let us know so we can update our list. If your
city hall doesn't have a fax, this is an example of the breaking trews you
missed during the legislative session.
t
ov
Vol.`� 13
Jupt>5, 96
Lawsuit dismissed, but issue is far from settled
PUC, legislative actions still to come
n the wake of the District Court
decision to dismiss the US
West lawsuit against Redwood
Falls, Minnesota city officials
should be satisfied with the
outcome, but wary of the future.
"We are obviously very
pleased with the District Court
ruling, said Jim Miller, League of
Minnesota Cities Executive Direc-
tor. "However, we know full well
that this decision will not finally
resolve the issue. Cities need
to prepare and implement a
long term strategy for shaping
a state telecommunications and
utility right of way policy."
Late Friday afternoon, Judge
George Harrelson of the Fifth
District Court dismissed a lawsuit
brought by US West against the
City of Redwood Falls asking for
preemption of local regulation.
US West claimed that the state
Public Utilities Commission (PUC)
has exclusive authority over the
construction of telephone lines
and that cities do not have the
authority to regulate how fiber
optic cable must be installed or
determine how much private
utilities must pay to use city
streets.
US West objected to a Red-
wood Falls ordinance requiring
utilities burying major trunk fiber
optic cable to either encase it in
concrete or limit the city's liability.
After considering potential state-
wide implications, the League of
Minnesota Cities Board of Direc-
tors authorized League interven-
tion on behalf of Redwood Falls.
In the joint motion to dismiss the
case, the League and Redwood
Falls argued that state law autho-
rizes cities to regulate the con-
struction and maintenance of
utility lines within streets, alleys,
and other public grounds.
The suit in District Court is
only part of US West's strategy to
challenge local control of the
public rights of way. US West has
also asked the Minnesota Public
Utilities Commission to intervene
and take control of local rights of
way. That decision is expected
later this summer.
"It's important to remember
that the proceedings initiated by
US West with the Public Utilities
Commission remain an immedi-
ate concern; said Miller. "Any
PUC action will not be directly
affected by the District Court
ruling."
In his order dismissing the
lawsuit, Judge Harrelson wrote
"...The Minnesota Legislature has
not divested Minnesota cities of
their right to impose reasonable
regulations and to charge a
reasonable franchise fee for the
use of their streets and services"
The judge's order, which US
West is expected to appeal, does
not preclude US West or other
telecommunications providers
from bringing additional district
court actions alleging improper or
excessive regulation.
If your city needs further
information or assistance in
establishing defensible regulations
that meet your city specific needs,
please contact the League.
Control of public rights of way
is high on the agenda as cities
gather next week in Rochester for
the League of Minnesota Cities
Annual Conference. At the
League Annual Meeting, mem-
ber cities will discuss an ambi-
tious and unique work program
related to the right of way issue.
As proposed, this work program
contemplates a substantial
additional financial commitment
from members.
City officials do not need to
register for the Annual Conference
to attend the Annual Meeting on
Thursday afternoon. If a repre-
sentative of your city can not
attend the Annual Meeting, we
encourage you to contact us
regarding your thoughts on this
matter.
With an issue this important, we thought it was necessary to mail this
special edition of FridayFax to all Mayors and Managers after sending it
to our existing fax list on June S. If you have a fax machine but didn't
receive this as a fax, please let us know so we can update our list. If your
city hall doesn't have a fax, this is an example of the breaking trews you
missed during the legislative session.
CITY OF
PLYMOUTI+
June 5, 1996
Mr. Lance Garrison
17900 24th Avenue North
Plymouth, MN 55447
Dear Mr. Garrison:
T-0 4 a
This letter is in response to your letter to Mayor Tierney dated May 16, 1996. I have
taken the opportunity to review your letter with Public Works Director Fred Moore and
Park Director Eric Blank. It appears that the desirable solution to the pedestrian situation
would be to have a walk -way provided along the west side of County 101 as you have
suggested. The County has tentative plans for upgrading 101 at that location beyond the
year 2000. Additional information from the County indicates that anticipated funds that
would contribute to all of the County upgrades may be reduced. This may further impact
the anticipated upgrade date into the more distant future.
In reviewing the area, it appears that there is not sufficient room to provide a safe
temporary walk -way along the west side of 101 to the north or south of 24th Avenue.
Our concern is that to attempt to place a temporary walk -way in such a restricted area
would tend to lead pedestrians into a false sense of security.
At this point I would like to suggest an approach that should reduce the risks to our
pedestrians and survive the time lines that exist until upgrading on 101 can become a
reality.
• I would like to host a safety class for those children and adults that are
affected by the location and demonstrate the safest way to negotiate
the crossing of 101.
• I will designate this area of 101 as a priority enforcement zone with
zero tolerance for speed violators.
• The City will post a pedestrian advisory sign at a point on 24th
Avenue to the west of 101 directing them to a safer crossing point.
PLYMOUTH _.:'e
3400 PLYMOUTH SOULEVAPG - PL /MOUTH. MINNESCTA 55-L-17.1-182
In closing, the City of Plymouth wants to assure you that we are sensitive to the
predicament that faces you, your children, and neighborhood. I hope that my suggestions
will prove to be a successful solution until upgrading can be accomplished.
Sincerely,
Crai C. Gerdes
D' for of Public Safety
PLYMOUTH POLICE DEPARTMENT
be
cc: /!�thy Lueckert, Asst City Mger
Fred Moore, Director of Public Works
Eric Blank, Director of Parks
Mayor of Plymouth
City of Plymouth
3400 Plymouth Blvd.
Plymouth, MM 55447
Lance Garrison
17900 24th Ave. N.
Plymouth, MN 55447
May 16, 1996
Dear Joy;
f4a
I wanted you to be aware of a dangerous intersection in our city and the problems I have
encountered in trying to help minimize the risks. On April 25th, 1996, my son was trying to
cross County Road 101 at 24th Ave. on his bike, when a north bound vehicle struck him
broadside. The vehicle came round a nearly blind corner going 40 miles an how and did not see
my son until he was almost on top of him. My son had to cross Cty. RD. 101 to get to the
sidewalk on the east side of the road. There is no sidewalk located on the west side of Cty. RD.
101 where we live.
Five weeks prior to the accident I had talked to the Plymouth Police about the amount of traffic
and speed of the traffic in the area. I was told the Police would do extra patrols. I did not see
any speed traps or extra patrols until after the accident when I had again talked with the Police.
Over the last two weeks, I have talked to John Keoe, Fred Moore, Erik Blank, Dan Falkner, and
the county planners and county director of public works. I was calling to find out about getting a
sidewalk on the west side of Cty. RD. 101, or a crosswalk, or to decrease the speed limit. I
question whether the present speed limit is appropriate for the number of residential homes now
located in this area.
The response of the city employees, was when C RDis
Cty. . 101 upgraded, a sidewalk will be
installed on the west side of the road. This is frustrating to hear since Cty. RD. 101 is not
scheduled to be upgraded before the year 2000. I find it hard to believe the safety of Plymouth
citizens is not considered important enough to add some kind of precaution. A sidewalk would
be the safest for the children of the area, then they would not have to cross Cty. RD. 101.
I have also been trying to reach my city council person, Tim Wold. I have leis two messages for
Tim, with neither call being returned. Several of my family members live in Plymouth along
with many friends and neighbors. All are very concerned in Tim's lack of responsive to a very
hazardous situation. Lack of concern will not be forgotten.
Erik Blank was the one person who was able to at least assist us in a small way. He said, if I
sent a letter to him, he would try to get a sidewalk put in, between 24th Ave. and Queensland
Ave., in 1997. This sidewalk would allow the children go to an area in the road that provides
more visibility and hopefully they will be safer. It is not ideal, but it is some action to try and
increase the safety of our children as well as the others in the area. I would appreciate your
support on this issue. If there is anything else, I can do please let me know.
Sincerely,
Lance Garrison
-r- Ara
Erik Blank
Director of Parks
City of Plymouth
3400 Plymouth Blvd.
Plymouth, MN 55447
Lance Garrison
17900 24th Ave. N.
Plymouth, MN 55447
May 16, 1996
Mr. Blank;
I spoke to you on April 26th regarding an accident at the intersection of 24th Ave. North and
County Road 101. The accident resulted in injuries to my son, who is age 10, when he was
trying to cross Cty. RD. 101. Over the past year the intersection at 24th Ave has been getting
more dangerous to cross. With the construction of new housing to the north of 24th Ave., there
-has been an increase in traffic using this road. Just before 24th Ave. North, there is a partially
blind curve. Because of the distance from the curve to the intersection of 24th Ave., the speed of
the traffic, and the member of vehicles using Cty. RD. 101, crossing this road has become
increasingly difficult. Residents from the west side of Cty. RD. 101 need to cross the road as the
sidewalk is located on the east side of the road.
The children in our neighborhood cannot cross Cty. RD. 101 safely. I have talked to the county
and found out Cty. RD. 101 is slated to be upgraded, but not until after the year 2000. This
means we are not expected to received a sidewalk on the west side of the road for at least four
years. The residents of the neighborhood and myself feel the only reasonable solution is to put a
sidewalk between 24th Ave. and Queensland Ave. This would allow the pedestrians to go to the
next intersection to the north, so their line of vision is adequate to cross from west to east. We
do not feel the shoulder of Cty. RD. 101 is a safe alternative to get to the intersection at
Queensland Ave.
My family was very lucky our son's accident was not fatal. We do not want to wait for another
accident before doing something to make sure he and other children in the area are safe. Please
accept this letter as a formal request to have a path put in for ingress and egress between 24th
Ave. N. and Queensland Ave. on the west side of Cty. RD. 101.
Thank you for your consideration.
Sincerely;
Lance Garrison
cc: Mayor Joy Tierney
1,00 b
June 7, 1996 CITY OF
PLYMOUTR
Jim and Mary Tegan
410 Ferndale Road N.
Plymouth, MN 55447
SUBJECT: MNDOT HIGHWAY 12 PLANS
Dear Mr. and Mrs. Tegan:
I am responding to your May 8 letter to Mayor Joy Tierney concerning the plan which the
Minnesota Department of Transportation (MnDOT) has under study for improvements to
Highway 12. One element under study is the possibility of a partial interchange at Ferndale
Road and Highway 12. The Plymouth City Council has gone on record as opposing any
interchange at this location and further opposing any change to Ferndale Road which would
change its character as a "Minor Collector" street. "Minor Collector" streets are intended to
serve the adjacent neighborhoods and convey the traffic to the more major streets, i.e., County
Road 6 and Wayzata Boulevard.
In response to the three points in your letter:
1. When Plymouth and Orono worked with MnDOT to have Ferndale Road
designated on the State Aid system, there were no discussions, comments,
or conditions from MnDOT that an interchange would be necessary on
Highway 12. The City of Plymouth has a Comprehensive Transportation
Plan and no interchange is indicated with Highway 12. Ferndale Road does
meet the State criteria for the State Aid system, or it would not have been
approved by MnDOT.
2. Dan Faulkner, City Engineer, has previously responded to your letter which
you sent him. As he stated, Plymouth anticipates that the design of Ferndale
Road will be for a 30 - 35 m.p.h. speed. This is keeping with the character
and function of a "Minor Collector" street. Although no preliminary plans
have been prepared, our concept is only for one lane of traffic in each
direction with turn lanes where appropriate at street intersections.
PLYMOUTH A Beau tifu['Place'Io Live GAENGWNDDTUMTEGANAM
3400 PLYMOUTH BOULEVARD • PLYMOUTH, MINNESOTA 55447-1482 • TELEPHONE (612) 509-5000
Jim and Mary Tegan
Page Two
3. As you state, a trail is proposed along the east side of Ferndale Road. This
will allow the many homes in Plymouth access to the trail without crossing
Ferndale Road. The plan is to have a continuous trail from the Luce Line
Trail northerly to County Road 6.
In summary, the City has not approved any interchange because of the designation of Ferndale
Road to the State . Aid system. If the City uses State funds when Ferndale Road is
reconstructed, the final design of the roadway would require approval from MnDOT and must
meet their design criteria. We are not aware of any criteria which requires an interchange.
As MnDOT continues with their planning process for Highway 12, Plymouth will continue to
have opposition to any interchange at Highway 12.
Sincerely,
_-?, -J4.
Fred G. Moore, P.E.
Director of Public Works
cc: Daniel L. Faulkner, P.E., City Engineer -
✓Kathy Lueckert, Assistant City Manager (CIR File 96-25)
G.%ENMMND=L7VMTEGAN.DOC
i
May 8, 1996
Ms Joy Tierney, Mayor
City of Plymouth
3400 Plymouth Boulevard
Plymouth, MN 55447
Re: Ferndale Road North
Dear Ms Tierney:
q
r 1
L-�
Thank you for your recent phone call concerning the addition of an interchange to Hwy
12 to and from Ferndale Road North. Since our letter and your phone call, we have
learned several very troubling things that should also be of concern to you as we know
that you have a interest in this possible major change to traffic flow to our neighborhood
and city.:
1) Tom O'Keefe, Preliminary Design Engineer for MNDOT on this project, told a
number of us at a May 7 meeting that the Cities of Plymouth, Orono and Wayzata
had provided defacto approval of the Ferndale Road North interchange. When
asked how this was possible when the cities had told everyone that they were
against this, he told us that the cities were "two faced." He expanded upon this by
saying that yes the cities had passed resolutions against the interchange, but they
negated this iri his group's mind by petitioning the state for a change of
designation of Ferndale Road to a "state aid roadway." He said that such_ a road
must connect two numbered highways. County Road 6 is at one end and the only
way it could be approved is with a direct connection to Hwy 12. Without this
connection, it will not meet the state's criteria, thus no state money for the
improvement of Ferndale Road North. Mr. O'Keefe stated that this was approved
and that the cities accepted the agreement, thus they approve of the interchange. 1
would like your clarification of this as it goes against what all of the Ferndale
North members think that the City of Plymouth believes and is standing for. We
need not expand our feelings about such an interchange and the negative impact it
would have or. our neighborhood. We also question, the need for four eastbound
entrances in 2 miles (Wayzata Blvd., Hwy 15, Ferndale Road and Hwy 101.).
2) Mr. Charles Siggerud, Division Engineer for MNDOT wrote me the attached
letter. You can see several points of interest. He speaks specifically about the
redesigation of Ferndale Road North and the redesign of same. The most
disconcerting point is that it is being redesigned as a 9 ton road "with a 30-35 mph
design speed." This is currently a 40 mph road and realistic speed is often in
excess of 50 mph. A new roadway with truck traffic is realistically going to be a
50 plus mph road. That is just not fitting to this area and all of the entrances to
the road. Since this is being redesigned by your City Engineer, I have sent the
attached letter to Mr. Dan Faulkner. I hope that he replies to our requests.
Page 2
1,- 4 b
3) The redesign is said to include a trail on the east side - our side - of Ferndale
Road North. We are very biased, but with the close proximity of many homes
north Brockton Ave. to Ferndale Road North, we recommend that the trail start at
Brockton Lane North. This would funnel the large number of families in Ferndale
North to the Luce Line Trail and help alleviate the impact to the many homes on
the Plymouth side of the road.
We hope that the "new information" about the feelings of MNDOT on our city approving
the interchange because of the acceptance of state aid funds to improve Ferndale Road
North is of interest. It sure was to all of us in this area. We would like your input as to
your and the city's real position on this and the other points we bring up. Thank you in
advance for your continuing consideration.
Sincerely,
;im and M' Te an
410 Ferndale d North
Plymouth, MN 55447
Phone: 475-1340
Fax: 475-3589
U
:[. I+ so
May 5, 1996
Mr. Dan Faulkner
City engineer
City of Plymouth
3400 Plymouth Boulevard
Plymouth, MN 55447
Re: Ferndale Road North
Dear Mr. Faulkner:
We were referred to you by Mr. Charles A. Siggerud of MNDOT. We wrote him in
concern about the possible addition of an interchange with Highway 12 and Ferndale
Road North. In our letter and in his reply we mutually discussed additional concerns
which he said you are responsible for. Being long-time residents of Plymouth - since
1976 - we have enjoyed the city and have paid our fair share of taxes. Now we would
like a little in return in the way of your time and consideration.
As you can tell from our address, we are one of the few Plymouth residences facing
Ferndale Road North. Needless to say, we are strongly against the addition of an
interchange to bring traffic from Highway 12 past our home and to Cty. Rd. 6. But that is
pretty much out of your hands I believe. If not, please let us know.
What does affect you Mr. Siggerud says is the design of the upgrade of Ferndale Road
North. Of special concern are:
1) The safe entrance to the road from our home. This is especially so since we are
at the bottom of a long hill and some motorists often now exceed 60 MPH in this
stretch. Most exceed 45 MPH. With an improved road, we feel that most would
approach 50 to 60 MPH going down the hill. Yet Mr. Siggerud says that your
design speed is for 30-35 MPH. How do you plan on reducing the speed from its'
current posted 40 MPH and in reality much more than that to 30-35 MPH?
2) What will happen to our front yard, trees and scrubs? Ours is one of the
highest priced homes in the area and the removal of the buffer we planted when
we moved to this location would be very detrimental to the appearance and sound
coming from the road.
Page 2
01:- 46
3) Is a "trail' planned on our side which would bring much foot and bicycle traffic
past our home? How will this intrude upon our property and the buffer we now
have?
4) Are there multiple options for design? If so, would you please review all
options under review or in planning with us.
5) If the above mentioned trees and scrubs are removed for this expansion, what
does the city/county/state do to compensate us or replace the removed items?
6) What levels of traffic to you anticipate with and without an interchange at Hwy
12 and Ferndale Road North? What are the current levels of traffic?
7) What is the timetable for the improvements to Ferndale Road North?
Your speedy reply would be appreciated. If you would like us to come to your office, we
will gladly do so. Thank you in advance for your consideration.
Sincerely,
Jim and Mary Tegan
410 Ferndale Road North
Plymouth, MN 55447
Phone: 475-1340
Fax: 475-3589
May 3, 1996
Minnesota Department of Transportation
Metropolitan Division
Waters Edge Building
1500 West County Road B2
Roseville, Minnesota 55113
Jim and Mary Tegan
410 Ferndale Road North
Plymouth, Minnesota 55447
Dear Mr. & Mrs. Tegan:
r'.. 4 b
Commissioner Denn has asked me to respond to your letter dated April 8, 1996, which
raises concerns about the design of the Ferndale Road upgrade and the interchange at
Trunk Highway (T.H.) 12 and Ferndale Road proposed in the Transportation System
Management (TSM) Alternative. I will address each of these issues independently.
There seems to be a misunderstanding about who is designing the upgrade of Ferndale Road.
The cities of Plymouth and Orono are jointly participating in the Ferndale improvements and
are responsible for the design and upgrade. Because the cities successfully petitioned for
Ferndale Road to be designated a state aid roadway, they will be required to follow state aid
design standards if they want to use state aid funds to pay for improvements. The city is
responsible to develop and design the final roadway plans for the improvements and acquire
approval from Mn/DOT's state aid office.
Dan Faulkner, Plymouth City Engineer, has informed us that the concept the city is
considering at this time is a two-lane 9 ton roadway design approximately 33 to 36 feet wide
with curb and gutter. The 36 feet would be needed to allow for turning sections such as left
turn lanes. The sight distance you are concerned about would be addressed in the design
process once the city has sufficient survey information. The safe sight distance for the hill and
the access is anticipated to follow design criteria for a roadway with a 30-35 mph design
speed.
Without sufficient survey and design information, it's difficult to predict what impacts the
upgrade would have to the residents along Ferndale. The right-of-way on Ferndale Road is
40 feet on the east side and 33 feet on the west side. Some easements may be required. The
city also anticipates including a trail on the east side to allow for access to the Luce Line Trail.
The improvements would not necessarily be a negative impact to the value of homes along
Ferndale. Having a safer roadway with a separate trail for pedestrian safety could be seen as a
benefit. Questions and concerns regarding the design of Ferndale Road can be directed to
Mr. Faulkner at (612) 509-5520.
An Equal Opportunity Employer
L-4
Jim and Mary Tegan
May 3, 1996
Page Two
The second issue is the proposed interchange at Ferndale Road and T.H. 12. The interchange
is currently an element of Alternative 5, commonly known as the TSM Alternative. The .
alternative is still in the planning stage and no element of the concept has been finalized. The
Ferndale Road interchange was included as a logical access point to T.H. 12. A fundamental
idea of TSM is to limit access to T.H. 12 following the design criteria of a principal arterial.
Access that is provided should allow the local transportation system users safe access to the
local roadway system. The utilization of the parallel routes of Watertown Road and County
State Aid Highway (CSAH) 6 is important in the the TSM Alternative because of the large
number of access points to existing T.H. 12 which are eliminated. The local collector road
system enables local residents to travel around the municipalities without having to use
T.H. 12.
We will be investigating and studying options to the interchange, as your letter suggested.
Although many perceive T.H. 101 as able to handle considerably more traffic, we know that
the present roadway is already nearing capacity during the peak periods. We will, however,
study the traffic in much more detail as the project progresses into the design stage. Safety is
one our highest priorities and no element in the TSM concept should compromise that.
Likewise, Mn/DOT tries to minimize adverse impacts to communities and would not construct
an interchange, if the benefit does not justify the cost.
The TSM Alternative with the interchange at Ferndale Road is only a planning concept at this
time. The City of Long Lake has formally requested Mn/DOT to also study a southern
by-pass as a TSM Alternative and another version called a three -component TSM. During the
30 -day comment period, Mn/DOT will be considering these and other requests submitted as
we continue to develop the project and move forward into the preliminary design stage.
Mn/DOT will be holding six public information open houses along the T.H. 12 corridor study
area in the 30 -day comment period beginning April 22, 1996. The specific dates and times
will be publicized in the local newspapers and Star Tribune.
I encourage your active participation in the development of this highway project. We will
continue to work with the local units of government to develop a solution that provides a safe
and efficient roadway and deals effectively with the needs of the local communities.
Sincerely, ,✓
Charles A. Siggerud, P. E.
Division Engineer
June 7, 1996
Leo and Helen Hauser
425 Ferndale Road N.
Plymouth, MN 55447
CITY OF
PLYMOU?I-F
SUBJECT: MNDOT HIGHWAY 12 PLANS
Dear Mr. and Mrs. Hauser:
Thank you for your letter to the Mayor with your comments about the proposed
interchange on Ferndale Road and Highway 12. As I believe you are aware, the
Plymouth City Council has gone on record as opposing any interchange at this location.
It is the intent of Plymouth to continue the existing purpose of Ferndale Road to
provide access to the adjacent residential neighborhood; that traffic is then conveyed to
County Road 6 or Wayzata Boulevard. As you state in your letter, an interchange
would change this character and make Ferndale Road a feeder into Highway 12.
Plymouth was not part of any mediation process with MnDOT and Long Lake during
the previous planning process.
A part of the plans currently under study by MnDOT does provide an additional
roadway through Long Lake. The concept is for an "express" two-lane roadway with
very limited access. This roadway begins at about Highway 12 and County Road 6 on
the west and continues easterly to the existing four -lane Highway 12.
Plymouth will continue to oppose any interchange as MnDOT continues with their
planning process.
Sincerely,
Fred G. Moore, P.E.
Director of Public Works
-/cc: Kathy Lueckert, Assistant City Manager (C/R File 96-26)
PLYMOUTH :1 Beaut fu1P1ace?v Live GAENGWNDOTU.TMHAUSER.DW
3400 PLYMOUTH BOULEVARD - PLYMOUTH, MINNESOTA 55447-1482 - TELEPHONE (612) 509-5000
Leo & Helen Hauser
425 N. Ferndale Rd.
Wayzata, MN 55391
473-1173
Joy Tierney, Mayor
City of Plymouth
3400 Plymouth Blvd.
Plymouth, MN 55447
Re: Highway 12 and Ferndale Road North
e�y.r SO
O
Volk
q - ate
May 3, 1996
The issues surrounding the extension of Hwy`1-2v€ been discussed and
argued since the late 1950s. At that time, the Hwy 12 By -Pass was
implimented effectively cutting a path through the residential area of
Wayzata ending just east of Long Lake. Instead of following the roadbed
of Cty Rd. 6, which wove its way through farm land to eventually intersect
with Hwy 12 east of Maple Plain, MDOT chose to follow a plan that necess-
itated building a whole new roadbed which cut through the heart of Wayzata
and ended just east of Long Lake.:It is no surprise this has created
serious traffic problems as the divided 4 lane 55 MPH highway narrows
to 2 lanes at 35 MPH entering Long Lake. To facilitate this By -Pass, inter-
changes were created at both the east and west ends of Wayzata and Hwy 101,
and Hwy 101 was widened from 2 to 4 lanes with 4 additional traffic lights
to accommodate the traffic.
The problem is not moving the traffic around Wayzata, but rather that the
By -Pass suddenly ends east of Long Lake. It is clear, therefore, that the
solution to the problem must start at the end of the By -Pass at the east
end of Long Lake and should not be pushed back to Wayzata, which has
already paid a huge price for this By -Pass. It has been stated that the
TSM alternative "grew out ofmediation proceedings between MDOT, Long
Lake and Orono". Were Wayzata and Plymouth included in these mediation
proceedings?
The TSM proposal would make Ferndale Road, a TOTALLY RESIDENTIAL street
with no shoulders and limited visibility, into a feeder road from Cty
Rd. 6 to this proposed interchange. How MDOT's Tom O'Keefe could claim
that this proposal should reduce the use of N. Ferndale Rd. is beyond
reason. This is,a road where two school buses going in opposite direct-
ions have a difficult time passing each other. People riding bikes have
to hug the edge of the pavement. There is absolutely NO WAY N. Ferndale
Rd. can handle the increased traffic that would be created by this proposed
interchange. And, if the purpose of this interchange is NOT to feed traffic
from Cty Rd. 6 onto the By -Pass via this interchange, then what IS its
purpose?
So, in summary: 1. Wayzata has already paid a very high price for the
present By -Pass 2. For this By -Pass there are already 3 major interchanges
3. The By -Pass ends east of Long Lake; the problems begin there and Wayzata
should not be part of the solution.
Every effort must be made to defeat this proposal before'it goes any
further.
Sincerely,
4, l-d��C
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STATE OF MINNESOTA
JUDICJAV-15- 57R.I,CT
r.
r
FOURTH
FRANKLIN J. KNOLL
JUDGE
HENNEPIN COUNTY GOVERNMENT CENTER
MINNEAPOLIS, MINNESOTA 55487-0421
(612) 348-6971
FAX (612) 348-2131
COURT
The Honorable Joy Tierney, Mayor, City of Plymouth
3400 Plymouth Boulevard
Plymouth, Minnesota 55447
Dear Mayor Tierney:
Our family home suffered a devastating fire on the night of
Saturday, May 11, 1996.
In the course of the evening and the early morning hours of
Sunday, May 12, 1996, officers of the Plymouth fire and police
departments were on the scene for approximately four hours. While
our home was almost completely destroyed, the shock of it all was
eased by the professionalism and courtesies shown to us by the
city's fire fighters and police officers. For example, at
considerable personal risk, the fire fighters were considerate
enough to attempt to preserve furniture and other house contents by
the use of tarps whenever possible while at the same time dealing
with an enormous and dangerous fire. One of the chiefs even sat
with my dog, attempting to calm her while we entered the building
after the fire had been extinguished. Police officers continually
inquired as to how they might be of assistance.
I thought you might appreciate hearing this and perhaps pass
along our appreciation to fire and police officials.
Yours Very Truly,
� J
Margot and Frank Knoll
17400 23rd Avenue
Plymouth, Minnesota 55447
cc: Plymouth Fire Chief Kline
Plymouth Police Chief Gerdes
The Plymouth We lea
3400 Plymouth Boulevard
Plymouth. Minnesota 55447
May 29, 1996
City. of Plymouth
3400 Plymouth Boulevard
Plymouth, MN 55447
Dear Sir/Madam:
On behalf of the Board of Directors of the Plymouth Civic League, we wish to express our
thanks to you for your generous gift of $15,000.00 on May 29, 1996 to support Music In
Plymouth in 1996. Your contribution will help make the annual summer concert an
overwhelming success this year.
Each year for the past 23 years we have put on Music In Plymouth for an evening of
outdoor entertainment. The main feature every year has been the Minnesota Orchestra.
Also included in the evening has been a variety of local and regional musical groups. For
a number of years we have been ending the evening with an outstanding fireworks display.
We can only do all of this for the community through help from your contributions.
Thank you again for your support.
We have not provided you with any goods or services in exchange for this contribution.
Please retain this document for your records. It is an important document necessary for
1 1 e ' 1 �� me tbY-/i ,
a:. a:a..wts.c fz,*��tt. i.. a...,, ,.....�:iuction fcr this cin±fihu±ion.
Sincerely,
Sue Jackson
Treasurer
June 7, 1996
Mayor Tom Schrader
City of Medicine Lake
10 Kaiser Avenue
Medicine Lake, MN 55441
Dear Mayor. Schrader:
Thank you for appearing at the Plymouth public hearing on South Shore Drive
Wednesday evening and for your offer to meet with Plymouth officials on improving
safety in the area.
As you know, the City Council designated a subcommittee of Nick Granath, Christian
Preus, and Ginny Black to meet with you and members of your City Council. Mr.
Granath, the subcommittee chair, has asked me to write to you to indicate that we stand
ready to meet with you at your earliest convenience. Please let us know what dates and
times would be most convenient for you. We will be happy to meet with you at your
City Hall or you are certainly welcome to come back to our building.
Again, thank you for offering to meet with us to discuss safety measures in more detail
and we look forward to hearing from you. Please call me at 509-5051 if you have any
questions.
Sincerely,
Dwigh D. Johnson
City Manager
PLYMOUTH ABeau tifulPlaceToLive
3400 PLYMOUTH BOULEVARD • PLYMOUTH, MINNESOTA 55447-1482 • TELEPHONE (612) 509-5000