HomeMy WebLinkAboutCC October 21, 2008
C~T\i OF
NDOVE
o 1685 CROSSTOWN BOULEVARD N.W. . ANDOVER, MINNESOTA 55304. (763) 755-5100
FAX (763) 755-8923 . WWW.CI.ANDOVER,MN.US
Regular City Council Meeting - Tuesday, October 21,2008
Call to Order - 7:00 p.m.
Pledge of Allegiance
Resident Forum
Agenda Approval
1. Approval of Minutes (10/7/08 Regular Meeting, 10/7/08 Closed Session)
Consent Items
2. Approve Payment of Claims - Finance
Discussion Items
3. Anoka County Sheriff's Department Monthly Report - Sheriff
4. Public Hearing - 2009-2013 Capital hnprovement Plan - Administration
5. Consider Resolution;- Urging the Met Council To Reconsider the Policy Language in the Draft 2030
Transportation Policy Plan - Administration
o Staff Items
6. Schedule BOA Meeting - Administration
7, Schedule November Workshop - Administration
8. Administrator's Report - Administration
Mayor/Council Input
Adjournment
o
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0 1685 CROSSTOWN BOULEVARD N,W. . ANDOVER, MINNESOTA 55304 . (763) 755-5100
FAX (763) 755-8923 . WWW.CI.ANDOVER.MN.US
TO: Mayor and City Council
CC: Jim Dickinson, City Administrator
FROM: Michelle Hartner, Deputy City Clerk
SUBJECT: Approval of Minutes
DATE: October 21, 2008
INTRODUCTION
The following minutes were provided by TimeSaver for City Council approval:
October 7, 2008 Regular Meeting
0 October 7, 2008 Closed Session
DISCUSSION
The minutes are attached for your review.
ACTION REQUIRED
The City Council is requested to approve the above minutes.
Respectfully submitted,
~Mfrlu-
Mi elle Hartner
Deputy City Clerk
Attach: Minutes
0
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3
4
5
6 REGULAR ANDOVER CITY COUNCIL MEETING - OCTOBER 7, 2008
7 MINUTES
8
9
10 The Regular Bi-Monthly Meeting ofthe Andover City Council was called to order by Mayor Mike
11 Gamache, October 7,2008, 7:00 p.m., at the Andover City Hall, 1685 Crosstown Boulevard NW,
12 Andover, Minnesota.
13
14 Councilmembers present: Don Jacobson, Mike Knight, Ken Orttel, Julie Trude
15 Councilmember absent: None
16 Also present: City Attorney, Scott Baumgartner
17 Director of Public Works/City Engineer, Dave Berkowitz
18 City Administrator, Jim Dickinson
19 Others
20
21
22 PLEDGE OF ALLEGIANCE
o;~
25 RESIDENT FORUM
26
27 No one wished to address the Council.
28
29
30 AGENDA APPROVAL
31
32 There were no changes.
33
34 Motion by Knight, Seconded by Jacobson, to approve the Agenda as amended above. Motion
35 carried unanimously.
36
37
38 APPROVAL OF MINUTES
39
40 September 16, 2008, Regular Meeting: Correct as amended.
41
42 Councilmember Jacobson stated on page 9, after line 20 a sentence should be added to reflect the
43 decision of the Council. It should read: "Staff was directed to come back with some updated
044 language changes directed by the City Attorney to be brought back at a workshop meeting."
~5
46 Motion by Trude, Seconded by Jacobson, approval of Minutes as indicated above. Motion carried
47 unanimously.
48
0 Regular Andover City Council Meeting
Minutes - October 7, 2008
Page 2
1 September 23, 2008, Workshop Meeting: Correct as amended.
2
3 Councilmember Jacobson stated on page two, line 5, the sentence should read: "indicated this is
4 done (outside concerts) in every community". He stated on the same page, line 18, the sentence
5 should read: "Mayor Gamache asked Mr. Povlitzki ifthey bfffig brought in a larger band." Another
6 change was on page three, line 26, after discussion it does not indicate that they did anything and he
7 thought they asked that the question be brought back for discussion on the number of concert events
8 to be held each year and they were going to discuss that and was not reflected in the minutes. He
9 indicated a sentence should be added to read: "Council suggested this be brought back for discussion
10 regarding the number of events that could be held per year at a future Council meeting"; He stated
11 on page 7, line 37, the first word "added" should be removed and insert instead "had installed",
12
13 Motion by Knight, Seconded by Jacobson, approval of Minutes as indicated above. Motiqn carried 4
14 ayes, 1 present (Trude).
15
16
17 CONSENT ITEMS
18
~~ Item 2 Approval of Claims
Item 3 Approve Autistic Child Signs
21 Item 4 Receive Assessment RolVWaive Public Hearing/Adopt Assessment Roll/07-
22 37A/Metropolitan Mosquito Control (See Resolution R074-08)
23 Item 5 Declare Surplus Equipment
24 Item 6 Approve Declaration & Agreement/06-32/Twin Rivers Auto Sales
25 Item 7 Declare Costs, Order Assessment Roll and Schedule Public :Hearing for 2008
26 Delinquent Utility Service Charges, Mowing Fees and False Alarm Fines (See
27 Resolution R075-08)
28 Item 8 Receive Assessment Roll/Order Public Hearing/2008 Overlays (08-2, Northglen
29 Area & 08-2B, Grow Oak View Estates) (See Resolution R076-08)
30 Item 9 Approve License for Use of Digital Ortho and Oblique Aerial Photographs
31
32 Motion by Jacobson, Seconded by Knight, approval ofthe Consent Agenda as read. Motion carried
33 unanimously.
34
35
36 SPECIAL PRESENTATION - ST. FRANCIS SCHOOL DISTRICT - ISD #15
37
38 Mr. Tom Larson, Community Services Director along with Superintendent Saxton of Independent
39 School District #15 made a presentation to the Council regarding the upcoming operating levy.
d~ A video was shown to the Council explaining what District #15 includes in their curriculum.
42
43 Mr. Saxton reviewed the proposed levy and common questions asked with the Council.
44
0 Regular Andover City Council Meeting
Minutes - October 7, 2008
Page 3
1 Councilmember Jacobson asked ifthis levy is approved will taxes go up. Mr. Saxton indicated that
2 was correct. He explained why the levy amount has been increased from the amount in 2003.
3
4 Councilmember Trude asked if the levy is replacing one that is falling off. Mr. Saxton stated they
5 have adjusted the levy for inflation so the new amount will be higher than the levy falling off.
6
7 Councilmember Knight wondered how much the fuel costs figure into this. Mr. Saxton thought the
8 public was more aware ofthe increase than they have in past years. He stated they need to maintain
9 their fleet of buses. They own their own buses, the fuel costs have increased fifty percent and it has
10 to be absorbed. He stated they have tried to maximize routes and eliminated athletic buses. He
11 stated it is a fifty percent increase from previous years and there is no backing off this.
12
13 Councilmember Trude appreciated this presentation and having them come in to explain what the
14 levy encompasses and why the increase.
15
16
17 DECLARE DANGEROUS DOG
18
019 Mr. Dickinson reviewed the chronology leading up to the request to declare a dog in the City as a
20 dangerous dog.
21
22 Councilmember Trude stated as she looked at the police reports, the officers went on site after the
23 first call to verify the dog had its current shots and the second call it appears the dog charged out into
24 the street and that report was taken by telephone call. She wondered if they had any other
25 information regarding when they talked to the witness. Mr. Dickinson indicated they have
26 everything before them that he has.
27
28 Ms. Melissa Meiser, owner ofthe dog in question, distributed a packet of information to the Council.
29 She did not believe that her dog bit the woman in the first incident. She stated this was likely a
30 scratch and not a bite and believed the dog jumped up excitedly and scratched her. She stated the
31 second time the dog went out in the road while the neighbors were walking their dog and the man
32 sprayed her dog with some chemical, which they had to clean up.
33
34 Mayor Gamache asked if the dog was large. Ms. Meiser indicated he was a large, fluffy dog.
35
36 Councilmember Trude asked when they let the dog out, what the typical procedure is for letting the
37 dog out. Ms. Meiser stated the dog normally stays in the yard without a leash or fencing, they
38 usually let the dog out to go to the bathroom and then he comes back in.
39
040 Ms. Melser stated she normally brings the dog to work at the Spring Lake Park Amusement Center.
41 The dog has never hurt anyone and allows people to pet him.
42
43 Councilmember Jacobson asked if the dog is licensed in the City and is it current. Ms. Meiser
44 indicated he is.
0 Regular Andover City Council Meeting
Minutes - October 7, 2008
Page 4
1
2 CouncilmemberTrude stated she is concerned that the dog is not kept on the property. She stated
3 they have a rule that ifthe dog is off the property three or more times, the rule applies. She read the
4 ordinance to the resident. She asked why the dog ran out into the street. Ms. Meiser indicated she
5 was not sure other than her dog may have smelled the other dog coming down the street and left the
6 yard.
7
8 Councilmember Orttel stated they have recently had a similar situation and they have had to
9 designate the dog as a dangerous dog and it appeared to be a friendly dog overall but did injure a
10 small child. He stated the ordinance does not allow them to do much more than what is in it and he
11 did not think they had a choice other than to follow the ordinance.
12
13 Councilmember Trude thought they had a little leeway because in her mind it is not clear that the dog
14 is dangerous. She did want to apply most of the rules but did not think the dog needed to have a
15 muzzle on but they need to make sure the dog is restrained. She recognized some ofthe families that
16 provided testimony. She did not know if it showed the dog was dangerous but a large dog can
17 unintentionally hurt someone. She thought they did have some leeway because they do not have very
18 clear testimony about the dogs' activity except the police reports. She wondered if the City Attorney
019 could look at the code to see if they had some leeway.
20
21 Councilmember Knight asked ifthe owner can restrain the dog fromjumping. Ms. Meiser stated she
22 can use commands on the dog and they are followed by the dog.
23
24 Mr. Dickinson stated based on evidence provided, is the Council comfortable declaring it a
25 dangerous dog. Ifthe Council does not feel there is enough evidence they do not have to declare the
26 dog dangerous and it would remain identified as a potentially dangerous dog. If there is another
27 incidence, this would come back to the Council again.
28
29 Councilmember Trude stated she is not ready to declare the dog as dangerous because even the
30 police report indicated the first incident as being a cut and not a bite.
31
32 City Attorney Baumgartner stated referring back, the Council is faced with a two step process at this
33 point, the dog has been declared potentially dangerous by the prior incident in 2007. What the
34 Council should focus on is whether or not the current incident is an attack or not. If so they do have
35 the prior designation as a potentially dangerous dog and under the definition if found to be
36 potentially dangerous, if that dog aggressively bites, attacks or endangers the safety of humans or
37 domestic animals the dog must be declared dangerous. The question before the Council is whether
38 or not the most recent incident is an aggressive attack or if it endangered the safety ofthat individual
39 and if that is the case then it should be and according to the ordinance must be deemed a dangerous
040 dog.
41
42 Mayor Gamache asked how long they have had the dog. Ms. Meiser indicated they have had him
43 seven years. Councilmember Knight asked ifthe dog has a tendency to bark. Mrs. Meiser stated he
44 barks when someone is at the door and then he stops when the door is opened and waits to be petted.
0 Regular Andover City Council Meeting
Minutes - October 7, 2008
Page 5
1
2 Councilmember Jacobson stated this is a wakeup call and she is in violation ofthe ordinance. She
3 needs to have the pet under control or leashed when out ofthe house. With the first incident and the
4 second and if something were to happen again, he thought someone could come back legally and
5 make a good case against her. He thought it is in the owners' best interest to make sure the dog is
6 kept under control with a leash or kennel.
7
8 Mayor Gamache stated he did not see this as an attack. He stated the other issue he has is they have
9 had two attacks in two to three years and they have lived there for five years without any issues prior
10 to this. He thought the owner needs to make sure the dog is on a leash.
11
12 Councilmember Knight urged the owner to get a kennel for the backyard.
13
14 Motion by Orttel, Seconded by Trude, stating that the Council is not able to determine with sufficient
15 certainty that an attack took place with the dog in question. Therefore they would remind the dog
16 owner ofthe laws ofthe City and note that the owner is responsible for keeping the dog restrained at
17 all times'in the future.
18
019 Mayor Gamache asked if the motion passes as stated, will the first dangerous dog report still be on
20 the file and will the dog remain a potentially dangerous dog. City Attorney Baumgartner and Mr.
21 Dickinson indicated that is correct.
22
23 Councilmember Trude stated the Council did look at brochures passed out regarding this along with
24 website print with statements regarding how nice the dog is. She indicated she recognized some of
25 the families. They are notable, upstanding citizens and influenced her decision to a point and
26 thought the positive testimony of the neighbors influenced her decision.
27
28 City Attorney Baumgartner stated for the record there has been discussion about the dog being a
29 potential nuisance and running into the street and chasing, even playfully, can be considered a
30 nuisance under the ordinance. The dog owner should be aware; a nuisance under this ordinance is a
31 misdemeanor so if this were to continue there would be a problem.
32
33 Motion carried unanimously.
34
35
36 APPOINT ELECTION JUDGES FOR GENERAL ELECTION
37
38 Councilmember Trude explained she had a conflict of interest so would abstain from discussion and
39 voting.
o:~ Motion by Jacobson, Seconded by Knight, to appoint election judges for the General Election.
42 Motion carried on a 4 ayes, 1 present (Trude) vote. (RES. R077-08)
43
44
0 Regular Andover City Council Meeting
Minutes - October 7, 2008
Page 6
1 RESCHEDULE NOVEMBER 4, 2008 COUNCIL MEETING
2
3 City Administrator Dickinson stated the Council is requested to reschedule the November 4, 2008
4 City Council meeting due to the General.Election.
5
6 Motion by Jacobson, Seconded by Knight, to reschedule the November 4, 2008 City Council
7 meeting for Wednesday, November 5,2008 at 7:00 p.m. Motion carried unanimously.
8
9
10 ADMINISTRATOR REPORT
11
12 City Engineer Berkowitz reviewed with the Council the Safe Route to School Grant Application
13 and possible trail segments in the City.
14
15 Councilmember Trude stated she would like to see staff apply for a trail on Hanson Boulevard.
16 They need a safe way for the children to get to school by Andover Elementary.
17
18 Motion by Trude, Seconded by Orttel, to move ahead with the trail along Hanson Boulevard by
019 Andover Elementary. Motion carried unanimously.
20
21 City Administrator Dickinson updated the Council on the administration and city department
22 activities, meeting reminders, Hanson Boulevard NW Project update and miscellaneous projects.
23
24 City Engineer Berkowitz updated the Council on road improvements projects in the City.
25
26
27 MAYOR/COUNCIL INPUT
28
29 (Voter Registration) - Councilmember Trude stated if residents are planning to vote and register
30 on election day, it speeds things up to take care ofthe drivers license address change first because
31 that is needed for verification in order to register. There are other options for verification but are
32 more complicated. She also asked if staff could have signs indicating the change in polling place
33 set out.
34
35 (Closed Session)
36
37 Motion by Jacobson, Seconded by Knight to recess the meeting to a closed session to discuss the
38 Public Works Union negotiations at 8:21 p.m. Motion carried unanimously.
39
040 Motion by Jacobson, Seconded by Knight, to adjourn. Motion carried unanimously. The meeting
~1 adjourned at 8:50 p.m.
42
43 Respectfully submitted,
44 Susan Osbeck, Recording Secretary
0 Regular Andover City Council Meeting
Minutes- October 7,2008
Page 7
REGULAR ANDOVER CITY COUNCIL MEETING MINUTES - OCTOBER 7,2008
TABLE OF CONTENTS
PLEDGE OF ALLEGIANCE......................................................................................................... 1
RESIDENT FORUM...................................................................................................................... 1
AGENDA APPROV AL.................................................................................................................. 1
APPROV AL OF MINUTES ........................................................................................................... 1
CONSENT ITEMS......................................................................................................................... 2
Approval of Claims................................................ ..................................................................... 2
Approve Autistic Child Signs..................................................................................................... 2
Resolution R074-08 receiving Assessment RolllWaive Public Hearing/Adopt Assessment
Roll/07 - 37 A/Metropolitan Mosquito ControL....................................................................... 2
Declare Surplus Equipment........................................................................................................ 2
Approve Declaration & Agreement/06-32/Twin Rivers Auto Sales .......................................... 2
Resolution R075-08 declaring Costs, Order Assessment Roll and Schedule Public Hearing for
2008 Delinquent Utility Service Charges, Mowing Fees and False Alarm Fines.................. 2
0 Resolution R076-08 receiving Assessment Roll/Order Public Hearing/2008 Overlays (08-2,
Northglen Area & 08-2B, Grow Oak View Estates).............................................................. 2
Approve License for Use of Digital Ortho and Oblique Aerial Photographs ............................. 2
SPECIAL PRESENTATION - ST. FRANCIS SCHOOL DISTRICT - ISD #15 ......................... 2
DECLARE DANGEROUS DOG................................................................................................... 3
APPOINT ELECTION JUDGES FOR GENERAL ELECTION R077-08.................................... 5
RESCHEDULE NOVEMBER 4,2008 COUNCIL MEETING..................................................... 6
ADMINISTRATOR REPORT .......................................................................................................6
MAYOR/COUNCIL INPUT .......................................................................................................... 6
Voter Registration. ...................................................................................................................... 6
CLOSED SESSION (PUBLIC WORKS UNION NEGOTIATIONS)........................................... 6
ADJOURNMENT........................................................................................................................... 6
0
C I T Y o F @
NDOVE
0
1685 CROSSTOWN BOULEVARD N,W. . ANDOVER, MINNESOTA 55304 . (763) 755-5100
FAX (763) 755-8923 . WWW.CI.ANDOVER.MN.US
TO: Mayor and Councilmembers
CC: Jim Dickinson, City Administrator 1 Finance Director
FROM: Lee Brezinka, Assistant Finance Director
SUBJECT: Payment of Claims
DATE: October 21,2008
INTRODUCTION
Attached are disbursement edit lists for claims related to the on going business of the City of Andover.
DISCUSSION
Claims totaling $145,256.76 on disbursement edit lists #1 - #2 from 10/09/08 to 10/10/08 have been issued
and released.
o Claims totaling $327,940.95 on disbursement edit list #3 dated 10/21/08 will be issued and released upon
approval.
BUDGET IMPACT
The edit lists consist of routine payments with expenses being charged to various department budgets and
projects.
ACTION REOUIRED
The Andover City Council is requested to approve total claims in the amount of $473,197.71. Please note
that Council Meeting minutes will be used as documented approval.
Respectfully submitted,
'ti tJ-rL
Lee Brezinka
Attachments: Edit Lists
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1685 CROSSTOWN BOULEVARD N.W. . ANDOVER, MINNESOTA 55304 . (763) 755-5100
FAX (763) 755-8923 . WWW.CI.ANDOVER.MN,US
TO: Mayor and Councilmembers
CC: Jim Dickinson, City Administrat
FROM: Captain Tom Wells - Anoka County Sheriff's Office
SUBJECT: Anoka County Sheriff's Department Monthly Report - Sheriff
DATE: October 21, 2008
0 INTRODUCTION
Captain Tom Wells from the Anoka County Sheriffs Office will be present to provide the
Council and the citizens of Andover with an update on law enforcement activities within the
City. Attached is a copy of the September 2008 monthly report.
DISCUSSION
To be verbally presented.
ACTION REQUIRED
For Council information.
Respectfully submitted,
Captain Tom Wells
Anoka County Sheriff s Office
Attachment: September 2008 Monthly Report
0
OCT. 13. 2008 3:50PM PATROL -NO. 1432~P. 2/3- -
0 c. CITY OF ANDOVER - SEPTEMBER 2008
ITEM SEPTEMBER AUGUST YTD 2008 SEPTEMBER
YTD 2007
Radio Calls 822 943 7.538 8,442
Incident Reports 776 929 7.423 7,854
Burglaries 4 10 77 88
Thefts 42 67 391 422
Crim,Sex Condo 2 4 13 10
Assault 8 4 36 70
Dam to Prop. 18 46 256 298
Hart, Comm. 9 8 100 121
Felony Anests 10 10 104 68
Gross Mis. 6 2 55 68
0 Misd. Attests 73 76 709 594
DUI Arrests 9 5 94 124
Domestic Arr. . 5 6 46 66
Warrant AJ:r. 7 10 123 99
Traffic AlT. 176 166 1,716 1,383
nUl OFFENSES:
DAY
OF Sunday Monday Tuesday Wednesday Thursday Friday Saturday
WEEK:
TIME: 0241 0033 2212 0135 0049
1914 0307 0146
0331
0
OCT. 13. 2008 3:50PM PATROL NO, 1432 p, 3/3
0 "
D. CITY OF ANDOVER - SEPTEMBER 2008
COMMUNITY SERVICE OFFICER REPORT
ITEM SEPTEMBER AUGUST SEPTEMBER
YTD 2008
YTO 2007
Radio Calls 167 205 .1,307 1,402
Incident Reports 125 156 1,063 1,014
Accident Assists 8 13 98 90
Vehicle Lock Out 34 35 270 280
Extra Patrol 134 143 1,134 1,188
House Checks 0 0 36 4
Bus. Checks 28 30 313 111
Animal CampI. 76 81 501 481
Traffic Assist 13 23 131 80
0 Aids: Agency 150 176 1,455 1,323
Aids: Public . 74 99 751 595
Paper Service 0 0 0 0
Inspections 0 0 0 0
Ordinance Viol. 0 1 2 4
0
c:9
0 1685 CROSSTOWN BOULEVARD N,W. . ANDOVER, MINNESOTA 55304 · (763) 755-5100
FAX (763) 755-8923 . WWW.CI.ANDOVER.MN.US
TO: Mayor and Councilmembers
FROM: Jim Dickinson, City Administrator
SUBJECT: Public Hearing - 2009-2013 Capital Improvement Plan
DATE: October 21, 2008
INTRODUCTION
The City Council is requested to hold a Public Hearing to give the public the opportunity to
comment on the proposed 2009-2013 Capital Improvement Plan (CIP).
DISCUSSION
A publication (attached) was in the Anoka Union noticing a public hearing that will be conducted by
the City Council of the City of Andover, Minnesota on Tuesday, October 21,2008 at 7:00 p.m. The
o proposed 2009-2013 CIP is the product of numerous staff meetings and workshops with the City
Council.
The proposed Capital Improvements Plan is attached for your review and copies are available for
public viewing in the Finance Department at City Hall.
BUDGET IMP ACT
Detailed cost analysis is presented in the CIP document.
ACTION REQUESTED
Receive a brief presentation, hold a public hearing and consider approving the attached resolution
adopting the 2009-2013 CIP.
(
o Attachments - Publication, Resolution and Proposed 2009-2013 CIP
CITY OF ANDOVER
COUNTY OF ANOKA
0 STATE OF MINNESOTA
NOTICE OF PUBLIC HEARING
The Andover City Council will hold a public hearing on the 2009 - 2013 Capital Improvements
Plan at 7:00 p.m., or soon thereafter as can be heard on Tuesday, October 21,2008 at Andover City
Hall, 1685 Crosstown Blvd NW, Andover, Minnesota. The purpose of the hearing is to receive
public testimony on its proposed Capital Improvements Plan for the five.year period from 2009
through 2013. The proposed Capital Improvements Plan is on file and is available for review in the
Finance Department at City Hall.
Jim Dickinson, City Administrator
Publication Dates: October 10, 2008
October 17, 2008
0
0
CITY OF ANDOVER
COUNTY OF ANOKA
STATE OF MINNESOTA
0 RES. NO
A RESOLUTION ADOPTING THE CITY OF ANDOVER 2009-2013 CAPITAL IMPROVEMENT PLAN.
WHEREAS, the preparation and adoption of capital improvement plans is recognized as sound financial practice; and
WHEREAS, the City of Andover has the responsibility to appropriately and efficiently manage the public's funds; and
WHEREAS, the City of Andover has the responsibility to appropriately and efficiently manage the public's
infrastructure and equipment; and
NOW, THEREFORE. BE IT RESOLVED that the City Council of the City of Andover hereby adopts the 2009-2013 City of
Andover Capital Improvement Plan.
Adopted by the City of Andover this 21st day of October 2008.
CITY OF ANDOVER
ATTEST: Michael R. Gamache - Mayor
James Dickinson - City Clerk
0
0
o STATE OF MINNESOTA)
COUNTY OF ANOKA)
CITY OF ANDOVER)
I, the undersigned, being the duly qualified and acting City Clerk of the City of Andover, Minnesota, do hereby certify that I
have carefully compared the attached Resolution No. _ adopting the City of Andover 2009-2013 Capital Improvement
Plan with the original record thereof preserved in my office, and have found the same to be true and correct transcript of the
whole thereof.
IN TESTIMONY WHEREOF, I have hereunto subscribed my hand this 21st day of October 2008.
James Dickinson - City Clerk
0
0
@
0
1685 CROSSTOWN BOULEVARD N.W. . ANDOVER, MINNESOTA 55304 · (763) 755-5100
FAX (763) 755-8923 . WWW.CI.ANDOVER.MN.US
TO: Mayor and Council Members
FROM: Jim Dickinson, City Administrator
SUBJECT: Consider Resolution - Urging the Met Council to Reconsider the Policy
Language in the Draft 2030 Transportation Policy Plan
DATE: October 21, 2008
INTRODUCTION
The Andover City Council is requested to discuss adopting a resolution provided by the North
Metro Mayors Association (NMMA) that would urge the Metropolitan Council and MN/DOT to
reconsider policy language in the Draft 2030 Transportation Policy Plan.
DISCUSSION
0 The attached Draft resolution will be considered for adoption at the October 22 NMMA Board
meeting. The City of Maple Grove has already adopted its version of the resolution and Coon
Rapids is scheduled to do so in the near future.
The NMMA is requesting member cities to consider adapting the draft for consideration and
passage by the City Council at the earliest opportunity as the Metro Council will be acting on the
Draft 2030 TPP in the near future.
I have attached portions of the Draft 2030 Transportation Policy Plan for your reference.
ACTION REQUESTED
The Andover City Council is requested to discuss the merits of adopting a resolution that would
urge the Metropolitan Council and MN/DOT to reconsider policy language in the Draft 2030
Transportation Policy Plan.
ctfully submitted,
'-
0 Attachments
0
NORTH METRO MAYORS
ASSOCIATION
WHEREAS: The Metropolitan Council and the Minnesota Department of
Transportation have prepared a Draft 2030 Transportation Policy Plan
for review and comment by the public and affi. ed parties which
describes the policies that will govern the us ailable
transportation funds for the duration of th 30 Plan; and,
0
categorized as an expansion
er dela and revised design considerations and
last remaining major segment of the Metro
nd,
WHEREAS: T e Grove is the only metropolitan major link in the
Princip system that currently has zero lane miles, thus
causing Sl Icant disruption for the citizens of the north metro area,
life threat ing safety issues, high business operating costs and
delayed economic investment; and,
WHEREAS: The cost of completion of TH 610 has increased to $224 Million from
$150 Million due to a substantial increase in the cost of construction
materials over the past five years and this trend is expected to
continue.
0
0 NOW THEREFORE BE IT RESOLVED BY THE
That the Metropolitan Council and Mn/DOT are requested to
reconsider the policy language in the Draft 2030 Transportation Policy
Plan that includes completion of TH 610 as an expansion project
subject to further delay and re-scoping and to establish a high priority
project category for completion of the Metro System and TH 610 as a
precursor to any other expansion project; and,
BE IT FURTHER RESOLVED, That the Commission
.
0
0
-
2
Our Strategy: Realistic, Innovative and Focused
~ The Twin Cities metropolitan area is a growing and prosperous region with many natural assets.
However, the region's mobility - so fundamental to its economic vitality and quality of life - is
challenged by mounting congestion. rising costs and tight fiscal constraints.
Traffic congestion already is regarded by metro area residents as one of the region's most
serious problems. It Is likely to worsen as population and job growth outpace our ability
to meet
the growing demands for peak-hour travel. Instead of providing reserve capacity for decades,
new highway lanes can fill up in a matter of months.
The 2008 Minnesota Legislature approved an historic
increase in
transportation funding. Even with these new resources,
however, there will
not be enough money to "fix~ congestion throughout
the region's highway
system. Adding enough highway capacity to meet expected
demand over
the next 25 years would cost some $40 billion - an
amount that, if funded
by the state gasoline tax alone, would add more than
$2 per gallon to the
cost of fuel.
The 2008 law directed the Minnesota Department of Transportation
to
first commit the highway funds to system preservation,
especially to
bridges, but leaves MnlDOT to clarify funding availability
for possible
capacity expansions.
The law authorized the seven metro counties to impose
a new quarter-cent
sales tax for the development and operation of bus
and rail transitways.
FIve of the seven counties dId so In 2008. Counties
imposing the tax were
allowed to form a new Joint-powers board to allocate
the funds, consistent
with the Council's Transportation Policy Plan. While
the law will provide a
needed infusion of funds for transitway development,
it does not permit the
use of these funds to maintain or expand the regular-route
bus system.
Meanwhlle, the cost of fuel and construction materials - concrete, asphalt, steel- has
soared and
the declining value of the U.S. dollar has further eroded local purchasing power.
The region faces hard choices In addressing preservation, safety and mobility needs. To
respond
effectively, the region needs a transportation strategy that Is realistic, innovative and
focused on
leveraging available dOllars for the most benefit.
_r
The Highway Vision Highway System Map....
I A good highway system is vital to the region's economy, providing access to jobs, goods. markets
and services.
,---.---------------- ----- - - - -
Consistent with the 2008 law, the region's first investment priority will be to preserve the 657-mile ..-....-. Principal Arterlal
,
metropolitan highway system. As a result of this measure, four major metro area bridges will be . ..... Planned Principal Arterlal I
replaced and another 25 bridges will be repaired, replaced or prioritized for rehabilitation by 2018.
This effort will utilize a significant percentage of the new resources that will be available under -........ Recommended Additions
the 2008 law. IoPASystem
Miles
Beyond these bridge Investments, MnlDOT and the o 2.5 5 10 15
Councilln 2009 wlll develop a long-term vision for future
Investments In the metropolitan highway system. The
vision will focus on maximizing the use of existing
highway capacity, pavement and right-of-way. It also will
identify the types of highway expansion projects that are
needed If new funding becomes available. In the near
term, the region will invest in low-costl11igho.benefit
highway projects that help mitigate congestion ~choke
poInts~ and provide alternatives to congestion. MnlDOT
has identified 19 priority projects - similar to those made
at Highway 100 In S1. Louis Park and at 1-94 in Maple- - -- -.- I:<!r - -
wood - that would Improve safety and mobility.
Additional low-costlhlgh-benefit projects will be identified and assessed in a study to be
conducted in 2009. At the same time, a number of major expansion projects included In the
Council's and Mn/DOT's previous plans will need to be revisited and their scope probably
narrowed. This effort will Identify project elements that are critlcal to preserve and manage the
highway system, mitigate congestion, improve safety and optimize system performance.
With limited resources available to expand the current system, a key component of the regional .
strategy will be providing alternatives to congested travel. These alternatives include:
. High-Occupancy Vehicle (HOV) lanes
. Hlgh-Occupancy Toll (HOT) lanes
. Bus-only shoulders
. Priced dynamic-shoulder lanes. which would be available to single occupant vehicles at peak
,
times of day for a variable fee i
. Other transit advantages -+
0 The regional highway system has the ability to provide safe travel for millions of trips each day. ""'2008
By implementing congestion alternatives and by fully utilizing existing through-lanes and
existing right...of.way, the mobility needs of the region can in large part be met. Travel will not
be congestion-free, but the system will perform better.
The Transit Vision A Network of Transitways
~ Transit plays a vital role in the regional economy. It connects people to economic and educational X The region now has
two transltways - Hiawatha LRT and the 1-394 HOT lane. Four more are
opportunities. provides an alternative to driving on congested highways. Improves air quality, under development - the Northstar commuter raUline. the
1-3SW and Cedar Avenue SRT proj-
reduces energy consumption and enhances mobility for everyone. eets, and the Central Corridor LRT line.
0 This plan renews the Council's goal of doubling transit ridership - from a 2003 base of 73 minion
The Council's 2030 Transit Master Study indicated
annual rides - to 145-150 million rides by 2030. Strategies for achieving this goal Include: that two other
corridors have potential for light rail or a
dedicated busway - the Southwest Corridor between
. Expanding the bus system by improving coverage downtown Minneapolis and Eden
Prairie, and the
and frequency; adding express routes, transit centers Bottineau Corridor between
downtown Minneapolis and
and park-and..;jde facilities; and making technological the northwest suburbs.
The Midtown Corridor shows
improvements such as web-based trip planning tools promise as a transltway connecting
Hiawatha LRT and
and real-time service information. Southwest
. Utilizing highway Improvements - such as HOT and The study identified four other
corridors that have
HOV lanes, bus-only shoulder lanes, ramp meter strong ridership potential
and merit further study of
bypasses and other improvements - that give transit a mode and alignment alternatives:
travel-time advantage over the single-occupant car.
. Developing a network of bus and rail "transitways.. . 1-35W north of downtown Minneapolis
including light-rail transit (LRT), bus rapid transit . Highway 36
(BRT), commuter rail and express buses with transit . Highway 65/Central Avenue
advantages. . 1-94 east of downtown St. Paul and Minneapolis
A network of transitways will allow travel that avoids congested highways, connects regional in addition,
the Rush Line corridor between St. Paul and Forest
employment centers, Improves the reliability of riders' trips and boosts the potential for transit-
Lake currently is undergoing an alternatives analysis.
oriented development.
Arterial streets could accommodate a form of BRT featuring
. limited-stop service and using technology Improvements
to pro-
vide a faster trip. This plan recommends a comprehensive study
of corridors for this service. The proposed corridors include:
. Central Avenue . East Seventh Street
t ' ; 0' . Snelling Avenue . Robert
Street
.. ..'. ..., . West Broadway . West
Seventh Street
. Nicollet Avenue . American
Boulevard
. Chicago Avenue
Express bus routes with transit advantages provide another alternative to congestion.
Transit
advantages Include bu~nly shoulder lanes, HOT or HOV lanes, and ramp meter bypasses.
Express routes typically operate non-stop between a park-and..;jde facility and their
destination.
The region will need to double express bus servlce-to remain on track to increase
transit rider-
ship 50% by 2020 and double it by 2030,
IlIl11l1i11lll;;;;;'
0
Transitway System Map.... ................................................................................................ ~ MetropoUtan Council
Council members
Peter Bell-Chair
Roger Scherer- District 1
~--I Tony Pistilli - District 2
Tm....."""~ Mary Hil Smith - District 3
_Cornplotellmpl"",,,nlalilln Craig Peterson - District 4
<<:It:oSludylorlmpl"rnentatIon PoDy Bowles - District 5
Peggy Leppik - District 6
..... Metlol Strefi BRT SWy Annette Meeks - District 7
-... SludyIorModoI....1grvn1lltll Lynette Wittsack - District 8
~e.pr....BUleo.mo.. Natalie Steffen . District 9
willi Tfano/tAdv8ntagn Kris Sanda - District 10
,"M GeorgeameHilker-District 11
Sherry Broecker - District 12
o 2.5 5 10 RkhardAguilar- District 13
Kirstin Sersland Beach - District 14
OanielWoIter-District15
Brian McOanfel- District 16
To comment on this plan:
The Council will receive public comments on this plan at a public hearing at 5 p.m.
on
Wednesday, October 22, In the Council chambers, 390 N. Robert St., St. Paul.
Comments also may be submitted for the record by:
U.S. Mall:
Metropolitan Council
390 N. Robert St.
St. Paul, MN 55101
Facsimile (Fax): 651-602-1464
Web: www.metrocouncil.org
E-mail: data.center@metc.state.mn.us
Other Transportation Modes Public Comment Line:
651-602-1500
~ Walking and bicyding are part of the total transportation picture and work well for shorter, non- TTY: 651-291.0904
recreational trips. The Council provides planning guidance on land.use issues related to bikeways Public comments on this plan will
b~ accepted until 5 p.m. November 6, 2008.
and walkways, and with its Transportation Advisory Board, allocates federal funds to bicyde and .
pedestrian projects. The Council will continue to support and coordinate efforts to strengthen About the Metropolitan Council
0 these modes.
The Metropolitan Council is a 17-member body appointed by the govemor. It was created by
The freight movement system and the region's airports connect the region to the rest the nation the Legislature in 1967 to plan
for -the coordinated, orderly and economical development~ of the
and the world. The Council will continue to monitor the issues confronting the freight industry, seven-county Twin Cities
metropolitan area - consisting of Anoka, Carver, Dakota, Hennepin,
working dosely with MnlDOT. It will work with Metropolitan Airports Commission to ensure Ramsey, Scott and Washington Counties.
adequate facilities for aviation users, In addition to Its planning functions, the Council operates
a regional transit system that provides
about 270,000 rides per weekday, provides wastewater collection and treatment services
for
The region Is able to draw on proven as well as innovative tools to achieve a transportation more than 100 communities,
and oversees a regional parks and trails system that attracts more
system to address current and future needs. No single solution will accomplish that goal, but than 33 million visitors
per year.
taken together, coordinated and refined, they will keep the region moving and vital.
Chapter 1: Overview
........... .'........................................... eoe...................................-
The region's mobility - so fundamental to its economic vitality and quality of life - is challenged by
mounting congestion, rising costs, and tight fiscal constraints.
0 Traffic on the region's freeways and expressways is heavy and expected to worsen. By 2030, the Twin
Cities area will be home to nearly a million more people than in 2000, who will make more trips and travel
more miles. The result: commuters and others will endure more hours of delay on more miles of congest-
ed highway.
In the past, the answer to meeting travel demand was to build additional highway lanes to meet projected
20-year needs. This was the vision that built the Interstate freeway system and guided subsequent high-
way development But experience has shown that, no matter how many highway lanes are built, there
are never enough to meet the growing demands for peak-hour urban travel. Instead of retaining future
capacity for decades, new highway lanes can fill up in a matter of months.
Compounding the situation is the issue of funding. Even if current and future funding levels were com-
mensurate with those of decades past, there would still not be enough money to "fix" congestion through-
out the region's highway system. Adding enough highway capacity to meet unlimited demand over the
next 25 years would cost some $40 billion dollars, an amount that, if funded by the state gas tax alone,
would add more than $2 per gallon to the cost of fuel.
The lack of adequate funding to support even modest highway and transit programs has been a prob-
lem in past years and remains so, despite recent changes in state transportation financing. Two-thirds
of revenues from the state motor vehicle sales tax (MV8T) are currently dedicated to transportation and
the figure will rise to 100 percent by FY2012. But MV8T revenues have been declining since 2002, and
although an upturn is forecasted for FY2010, predictions of a turnaround have been off the mark since
2003.
A recent state law will channel new revenue to highways and transitways in coming years. The law di-
rects Mn/DOT to first commit the highway funds to system preservation, especially to bridges, but leaves
Mn/DOT to clarify funding questions about possible capacity expansions. .
The law permits funding of transitway development by revenues from a quarter-cent sales tax to be
allocated by a joint-powers board led by metropolitan area counties that enacted the tax. Each of the
seven counties has authority to enact the sales tax; five counti.es enacted the tax in 2008. This revenue
will provide an infusion of money into transitway development, but the funds, by law, may not be spent on
Figure 1.1: Road congestion general bus operations.
is expected to continue to Considering the projected state financial situation, securing significant additional transportation funds
grow
from the state in the near term will be a challenge. At the federal level, the six.year transportation funding
-" 4iGBiiSfit Metropolttan Council DRAFT 2030 TRANSPORTATION Policy Plan ~
._~-----------------------------------------------------------------------------------------------------------------------------------------------
bill is scheduled for reauthorization in 2009, offering some potential for higher levels of federal highway
and transit fund!i. But they will probably be sufficient for only a highly constrained approach to transporta-
tion investments.
Meanwhile, the cost of fuel and construction materials - concrete, asphalt, steel- has soared, and the
declining value of the U.8. dollar has further eroded local purchasing power. Although these trends may
moderate in the future, they signal challenges this region faces as it grapples with the task of preserving
its aging transportation infrastructure.
The future could be further complicated by a number of recent and long-term trends, whose impacts on
transportation needs are as yet unclear.
. Having climbed to record levels, fuel prices may remain high for decades.
. In a reversal of past trends, the number of vehicles miles traveled (VMT) per capita in the region
edged downward in 2005 and 2006, but total VMT continued to grow.
. The region will see continued job growth, a prime generator of peak-period highway travel, but
more slowly than in previous years.
. Retired baby-boomers will likely keep driving into their later years but may not contribute to rush-
hour travel.
. In previous decades; women have surged into the workforce and onto commuting routes, but the
effect on commuter travel has leveled off.
. Growing concerns about the impact of fuel-buming Iii
on climate change could lead some commuters to cut I:
back some work trips, but in uncertain numbers.
. Even as these divergent factors work their influence,
congestion on the region's freeways and expressways
remains heavy, and is expected to increase rather
than recede.
THE REGIONAL TRANSPORTATION STRATEGY
0 The region faces hard choices in addressing mobility, safety Figure 1-2: Road construction expen-
and preservation needs. To respond effectively, the region ditures will be focused on mainte-
needs a transportation strategy that is realistic, innovative and nance, particularly Tier I and Tier II
focused on leveraging available dollars for the most benefit The bridges
transportation system must optimize all available transportation
modes - highways, transit and others - and coordinate them for maximum effect.
Metropolitan Council DRAFT 2030 TRANSPORTATION Policy Plan ~
The Highway Vision
The strategy starts with the proposition that the region
will not invest' in projects with the goal of eliminat-
ing congestion over the next 25 years. Instead,a new vision
for investing in the regional highway system
will be developed. in 2009 that identifies techniques and
projects for making the most use of existing high-
0 way capacity, pavement and right-of-way. In broad outlines,
the primary highway investments will strive
to preserve the system. Beyond that, the region will invest
in low-costlhigh-benefit highway projects that
help mitigate congestion "choke points" and provide alternatives
to congestion. A limited number of proj-
ects will provide expanded highway capacity. And transit
will play an even greater role in moving people
to work and other destinations, especially for those who
want to avoid congested highways.
These low-costlhigh-benefit projects will be identified
and assessed in a study to be conducted in 2009
by the Council, working closely with MnlDOT. At the same
time, a number of major expansion projects in-
cluded in the Council's and Mn/DOTs previous plans will
need to be revisited and their scope most likely
narrowed. This effort will identify project elements that
are critical to preserve and manage the highway
system, mitigate congestion, improve safety and optimize
facility performance.
Projects that provide an alternative to congestion are
a key component of the regional strategy. These
include:
" High-occupancy vehicle (HOV)
lanes
" High-occupancy toll (HOT) lanes
" Bus-only shoulders
" Priced dynamic shoulder lanes,
which would be available at different times of day for a fee
" Other transit advantages
Assembling a specific roster of these projects will be
part of studies conducted in 2009. The result will be
an amendment to the highway portion ofthis Policy Plan
in 2010.
The regional highway system has the ability to provide
safe travel for millions of trips each day. By imple-
menting congestion alternatives and by fully utilizing
existing through-lanes and existing right-of-way, the
mobility needs of the region can in large part be met Travel
will not be congestion-free, but the system
will perform better.
The Transit Contribution
Transit is already a major contributor to regional mobility.
Ridership has grown steadily since 2003 to 89
million rides in 2007. The numbers are on track for reaching
the goal of doubling 2003 ridership (73 mil-
lion rides) by 2030 (147 million rides). Key factors driving
this growth include opening of the region's first
modern rail transit line in 2004, increased park-and-rides
and express service, higher fuel and parking
Metropolitan Council DRAFT 2030 TRANSPORTATION l'l>IUry
Plan ~
. - 0 - - - - - - - - - - - - - - - - - - - - - - - - - - - - -'~ - - u - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -- - - - - - - - - - - - - - - - - - - - -
- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -- - - - - - - - - - - - - - - - - - - - --
=,,~ prices, strong employment concentrations in the core cities and increasing congestion.
Transit is currently moving people through the most heavily traveled, typically congested highway seg-
ments during the morning peak hour. On some stretches, express buses carry as many as 30 to 40 per-
~~ 10B" ~ cent of the people moving inbound during that peak GO-minute period.
. In the future, transit will take on an even bigger role
in moving people in the region. A network of transit-
.'*l "-.oW'" .~
ways will allow travel that avoids congested highways, connects regional employment
centers, improves
Figure 1-3: Hiawatha LRT the reliability of riders' trips and boosts the potential for transit-oriented development
Transitways can be commuter rail, light-rail transit, express
buses
~~'ml~'i":' using corridors with transit advantages, and bus rapid transit (which
. ~t;ibii>,,(. can use dedicated busways, HOV/HOT lanes, dynamic shoulder
- .':IZ~ '. lanes, bus-only shoulders arid arterial-street bus lanes).
tJ/~.n. The Northstar Commuter Rail Line, to operate between downtown
~"''''
~ Minneapolis and Big Lake, is scheduled to start operations in 2009.
. .. Based on current data, no other corridor would have enough rider-
Figure 1-5: Metro Transit Bus ship to justify investment in another commuter rail line. However,
once Northstar is operational, it will be possible to reexamine cur-
rent projections compared with actual ridership.
Central Corridor Light Rail, to connect the St. Paul and
Minneapolis
downtowns and the University of Minnesota, is now under
develop-
ment. Hiawatha Light Rail, operating between downtown Minneapo-
lis and the Mall of America, will need to shift from two-
to three-car
trains to expand its capacity.
Two Bus Rapid Transit (BRT) lines are under construction
on high- Figure 1-6: Some BRT stations
Figure 1-4: Northstar Com- ways south of downtown Minneapolis. BRT uses bus vehicles but
may look similar to this LRT sla-
muter Rail incorporates a number of the premium characteristics
of light rail or tion
commuter rail, and operates faster and more reliably than
local or
express buses.
. 1-35W, including a combination
of High Occupancy Toll lane and a priced dynamic shoulder, from
0 Lakeville to downtown Minneapolis;
" Cedar Avenue, from Lakeville
north to the Mall of America with express bus to downtown Minne-
apolis.
FIgure 1-7: BRT example Two other corridors show potential for light rail or a dedicated busway - Southwest,
between Eden Prai-
rie and Minneapolis, and Bottineau Boulevard, connecting the northwest suburbs with downtown Minne-
apolis. Both are under study, as is the Rush Line, the
proposed link between Forest Lake and St. Paul.
Metropolitan Council DRAFT 2030 TRANSPORTATION Policy Plan
~
The regular-route bus system will evolve and expand
as population, congestion and travel costs increase, as
the region implements rail transit and as customer needs
change. Local routes will benefit from expanded coverage
and frequency. Arterial routes, on high-traffic local streets,
0 will rece'ive the highest level of local bus service with highly
visible passenger facilities at major stops. Express routes
will be enhanced and expanded in congested highway cor-
ridors. Some arterial and highway corridors will develop
into bus rapid transit
Dial-a-ride services, including Metro Mobility, will be
expanded as the general population and the number of
people with disabilities grow. Metro Mobility will continue to
meet the requirements of the Americans with Disabilities Act
by providing transit service to people with disabilities who
cannot use the regular-route transit system. The Council will partner with local units of government to
provide general-public dial-a-ride services in suburban and rural areas.
Other Transportation Modes
Walking and bicycling are part of the total transportation picture and work well for shorter, nonrecre-
ational trips. The Council provides planning guidance on land-use issues related to bikeways and walk-
ways, and with its Transportation Advisory Board, allocates federal funds to bicycle and pedestrian proj-
ects. The Council will continue to support and coordinate efforts to strengthen these modes.
',The freight movement system and the region's airports connect the region to the rest the
j nation and the world. The Council will continue to monitor the issues confronting the freight
J industry, and it will work with the Metropolitan Airports Commission to ensure adequate facili-
j ties for aviation users.
:: The region is able to draw on proven as well as innovative tools to achieve a transportation
system that meets current and future needs. No single solution will accomplish that goal, but
taken together, coordinated and refined, they will keep the region moving and vital.
Figure 1-9: Pedestrian facilities are an Impor-
tant component of multi-modal transporta-
tion
A!:1rT:i ~
"% i\I;;;;i~r Metropolitan Council DRAFT 2030 TRANSPORTATION Policy Plan
.tMatMWU1
.-0-----------------------------------------------------------------------------------------------------------------------------------------------
0
9.~~~:::: .?:. ~~~i~~E7~.~~9. .~.t!.~~:.~!~: w.... .............. ... ...................... ~
The purpose of this Transportation Policy Plan is to guide development of the region's transportation
system to the year 2030 and to provide for an integrated multimodal transportation system that advances
0 regional land use and growth management goals. This section contains policies and strategies to help
achieve the regional vision"as defined by the Regional Development Framework.
The Council develops broad action policies so regional issues are effectively addressed. Accompanying
strategies provide specific methods for implementing those policies. The Council and other partners will
implement the policies and strategies to bring about the transportation facilities and services called for in
this plan. This chapter contains all of the policies and strategies. Particular policies and strategies are
also repeated and if necessary expanded upon in the corresponding chapters of this plan, for instance
the highway policies and strategies are contained in Chapter 6, the Highway Plan.
TRANSPORTATION SYSTEM INVESTMENT POLICIES
Policy 1: Ensure Adequate Resources for Transportation System Investments
The Metropolitan Council will identify and pursue an adequate level of resources for regional transporta-
tion investments. The first priority is to ensure that adequate resources are available to preserve, op-
erate and maintain the existing systems and the second is to seek resources to address identified but
unmet needs and demands.
Strategy 1a. Resources Available and Needed: The Metropolitan Council will identify (1) trans-
portation resources currently available and reasonably expected to be available in the future, (2)
the level of resources needed for transportation investments in preservation, operations and 'main-
tenance of existing systems and (3) resources required to meet unmet needs and demands.
Strategy 1 b. Adequate Resources: The Metropolitan Council, working with the Governor, Leg-
islature, local governments and others will pursue an adequate level of transportation resources to
preserve, operate and maintain existing systems and to meet identified unmet needs.
Policy 2: Prioritizing Regional Transportation Investments
The priorities for regional transportation investments are to adequately preserve, operate and maintain
existing transportation systems and to make additional transportation investments on the basis of need
and demand consistent with the policies, strategies and priorities of this policy plan and the Regional
Development Framework.
Strategy 2a. System Preservation: The first priority for transportation investments for all modes
is the preservation, operation and maintenance of existing systems and facilities.
Strategy 2b. Highway System Investments: After preservation, operations and maintenance,
Metropolitan Council DRAFT 2030 TRANSPORTATION Policy Plan .t.
.-0-----------------------------------------------------------------------------------------------------------------------------------------------
the second priority for highway system investments is to effectively manage the system and third
is expansion that optimizes the performance of the system.
Strategy 2c. Transit Capital and Operating Investments: After preservation, operations, and
maintenance of the existing transit system, regional transit capital and operating investments
will be made to expand the local and express bus system and develop a network of rail and bus
transitways to meet the 2030 goal of doubling transit ridership and 2020 goal of a 50% ridership
increase.
Strategy 2d. Bicycle and Pedestrian Investments: The Council will encourage roadway and
transit investments to include provisions for bicycle and pedestrian travel. Funding priority for
separate bicycle and pedestrian improvements will be based on their ability to accomplish regional
transportation objectives for bicycling and walking.
Strategy 2e. Multimodallnvestments: Criteria used by the region to prioritize projects for fed-
eral funding will encourage multimodal investments. Examples of such investments include bus-
Figure 2-1; Regional ITansit only shoulders, high occupancy vehicle and high occupancy toll (HOV/HOT) lanes, priced dynamic
providers are already invest- shoulder lanes, HOV bypasses at highway interchanges, bicycle and pedestrian connections to
ing in multi-modal facilities transit stations and corridors and raiVtruck. intermodal terminals.
Policy 3: Investments in Regional Mobility
The Council recognizes that congestion will not be eliminated or significantly reduced in the Metropolitan
Area. Therefore, to maximize regional mobility, congestion and demand must be managed to the extent
possible and alternatives to congestion provided where feasible.
Strategy 3a. Congestion Management Plan: The Council, work~ing with MnlDOT in 2009,
will prepare a Congestion Management Plan (CMP) to implement the federally required Conges-
tion Man~agement Process that will coordinate the various activities of Mn/DOT, transit providers,
counties, cities and Transportation Manage~ment Organizations in increasing the efficiency of the
multi-modal transportation system, reducing vehicle use and providing low-cost safety and mobility
projects where feasible.
Strategy 3b. Person Through-Put as Measure: The region has a mature regional highway sys-
tem that will be operated, managed and improved to maximize usage of the existing facility capac-
0 ity, pavement and right-of-way as measured by person through-put
Strategy 3c. Alternatives to Congestion: The region has and will continue to implement bus
only shoulders, high occupancy vehicle (HOV) and high occupancy toll (HOT) lanes and priced
dynamic shoulders to provide alternatives to traveling in congested highway conditions.
Strategy 3d. Travel Demand Management Initiatives: The region will promote a wide range of
Transportation Demand Management (TOM) initiatives that help to avoid and lessen congestion.
Metropolitan Council DRAFT 2030 TRANSPORTATION Policy Plan .t.
The initiatives will be responsive to changing attitudes
and the economy to help reduce automobile use espe-
cially during the most congested times of the day.
Strategy 3e. Parking Pricing and Availability: The
Council will continue to work with its TOM partners to
0 help define the relationship of parking supply, demand,
location and cost relative to the use of the single-occu-
pant automobile versus transit and other modes.
Strategy 3f. Promoting Alternatives: The Coun-
cil and its regional partners will promote and market
transportation choices that allow travelers to avoid and
help lessen congestion including riding transit, priced
lanes, bicycling, walking, vanpooling, or carpooling.
Strategy 3g. Alleviate Highway Construction Im-
pacts: The Council will work with MnDOT to determine where and when transit service improve-
ments and TOM actions may be appropriate to alleviate traffic delays and impacts related to
highway construction.
Strategy 3h. Monitor Congestion Mitigation: The Council, working with MnDOT and other
partners, will monitor and evaluate the spectrum of congestion mitigation and avoidance actions
put in place in the region and modify future investments accordingly.
Policy 4: Coordination of Transportation Investments and Land Use
Regional transportation investments will be coordinated with land use objectives to help implement the
Regional Development Framework's growth strategy and support the region's economic vitality and qual-
ity of life.
Strategy 4a. Accessibility: The Council will promote land use planning and development prac-
tices that maximize accessibility to jobs, housing and services.
Strategy 4b. Alternative Modes: Transportation investments and land development will be coor-
dinated to create an environment supportive of travel by modes other than the automobile includ-
ing travel by transit, walking and bicycling.
Strategy 4c. Increased Jobs and Housing Concentrations: Transportation investments and
land development along major transportation corridors will be coordinated to intensify job centers,
increase transportation links between job centers and medium-to-high density residential develop-
ments and improve the jobs/housing connections.
Strategy 4d. Transit as Catalyst for Development: Transitways and the arterial bus system
Metropolitan Council DRAFT 2030 TRANSPORTATION Policy Plan .t.
.-0---------------------------------------------------------------------------------------------------------------------------~-------------------
should be catalysts for the development and growth of major employment centers and residential
nodes to form an interconnected network of higher density nodes along transit corridors. Local
units of govemment are encouraged to develop and implement local comprehensive plans, zoning
and community development strategies that ensure more intensified development along transit-
ways and arterial bus routes.
Strategy 4e. Local Comprehensive Plans: Local comprehensive plans must conform to the
Transportation Policy Plan and should recognize the special transportation opportunities and prob-
lems that various Development Framework planning areas present with regard to transportation
and land uses.
Strategy 4f. Local Transportation Planning: Local governments should plan for and implement
a system of interconnected arterial and local streets, pathways and bikeways to meet local travel
needs without using the regional highway system. These interconnections will reduce congestion,
provide access to jobs, services and retail, and support transit.
Strategy 4g. Metropolitan Urban Service Area (MUSA): Local governments within the MUSA
should plan for a prospective 20 years and stage their transportation infrastructure to meet the
needs of forecast growth. Outside the Metropolitan Urban Service Area transportation plans and
facilities and land use patterns must be compatible with the region's need for future sewered de-
velopment and protection of agriculture.
Policy 5: Investments in Regional, National and Global Connections
The Metropolitan Council, Mn/DOT and other agencies will pursue transportation investments that will
strengthen the Twin Cities connections with other regions, the nation and other countries and contribute
to the economic development and competitiveness of the Twin Cities region.
Strategy 5a. Interregional and National Highway Connections: Mn/DOT, the Council and oth-
er agencies will pursue a strong and efficient highway system that connects travelers and freight
with other regions in Minnesota and other states.
Strategy 5b. Passenger Rail and Bus Connections: Mn/DOT, the Metropolitan Council and
other agencies will pursue improved regional and national connections using alternative transpor-
tation modes such as passenger rail, high-speed rail and interregional bus service.
0 Strategy 5c. Freight Connections: Mn/DOT, the Metropolitan Council and other agencies will
pursue improved freight connections between the Twin Cities and other regions through improved
state highways, interregional rail service, a strong air freight system and the Mississippi River
system.
Strategy 5d. Connections by Air: MAC, the Metropolitan Council, Mn/DOT and other agencies
will work to maintain a strong airport system, including maintaining the Minneapolis-5t Paul airport
as a major passenger hub. .t.
Metropolitan Council DRAFT 2030 TRANSPORTATION Policy Plan
Policy 6: Public Participation in Transportation Planning and Investment Decisions
The Council and its regional partners will promote public participation in formulating transportation policy,
developing transportation plans and making transportation investment decisions.
Strategy 6a. Public Participation: The Metropolitan Council, the Transportation Advisory Board
and MnDOT will foster a variety of public participation activities and methods to communicate
0 with the public to solicit broad participation, comment, review and debate on proposed plans and
implementation proposals.
Strategy 6b. Inter-jurisdictional Coordination and Participation: The Council will coordinate
with cities, counties and government agencies in planning and implementing regional investment
and policy through the Transportation Advisory Board and its Technical Advisory Committee and'
subcommittees, as well as by participating in some local planning initiatives and providing techni-
cal assistance.
Strategy 6c. Participation of Non-Traditional Populations: The Council will recruit represen-
tatives of groups traditionally underrepresented in regional policymaking and provide enhanced
participation opportunities to encourage people who belong to underrepresented groups to share
their unique perspectives, comments and suggestions.
Strategy 6d. Public Awareness of Transportation Issues: The Council will utilize a variety of
media and technologies to actively engage and inform the public regarding important transporta-
tion issues.
Strategy 6e. Transit Customer Involvement: The Council will continue to solicit community,
municipal and customer involvement in transit planning and service restructuring to ensure that
transit is tailored to meet community needs and markets for travel.
Policy 7: Investments in Preserving ot Right-ot-Way
Rights-of-way for future transportation infrastructure are difficult to obtain, and as they become avail-
able should be preserved as corridors for public use. The Council will facilitate and promote cooperation
among the implementing agencies regarding funding priorities, ownership, maintenance and near- and
long-term use of linear rights-of-way.
Strategy 7a: Preservation of Railroad Rights-of-Way: The Council will support an interagency
approach to preserving abandoned railroad rights-of-way which can accommodate a variety of
public uses for transportation, recreation and habitat preservation.
Strategy 7b: Right-of -Way Acquisition Loan Fund (RALF): The Council's Right-of-Way Acqui-
Figure 2-3: Road maintenance sition Loan Fund will be used to preserve right-of-way for the highway corridors listed in this Trans-
is the primary focus of new portation Policy Plan or any "officially mapped" state highway project within the metropolitan area.
roads funding
Strategy 7c. Identification of Right-of-Way in Local Plans: Local transportation plans should
Metropolttan Council DRAFT 2030 TRANSPORTATION Policy Plan .t.
.-O----------------------------~--------------------"---------------------------------------------------------------------------------------------
identify future right-of-way needs for roads, transit, bikeways and walkways and describe proce-
dures to preserve them, including official mapping.
Policy 8: Energy and Environmental Considerations in Transportation Investments
Transportation planning and investment decisions will consider and seek to minimize impacts on the
environment
Strategy 8a. Reduction of Transportation Emissions: The Council will promote strategies to
reduce transportation emissions of pollutants identified in the federal Clean Air Act and its Amend-
Figure 2-4: Transportation op- ments.
tions are an important design Strategy 8b. Compliance with Federal Standards: Projects that
consideration for all invest- help the region maintain compliance with federal air quality stan-
ments dards will have funding priority over projects that do not
Strategy 8c. Preservation of Cultural and Natural Resources:
Regional transportation projects should give special consideration
to the preservation and enhancement of the region's cultural and
natural resources, and should be consistent with regional plans and
policies for parks and open space to the extent feasible.
Strategy 8d. Protection of Surface Water: The Council will work
to ensure that surface water management programs and policies are
implemented in the metropolitan area when transportation facilities
are planned and implemented.
Figure 2-5: Parks represent a Strategy 8e. Reduction of Greenhouse Gas Emissions: The
long standing value of Twin
Cities residents Council will support and implement initiatives to reduce greenhouse
gas emissions including programs that reduce the impact of transit
on energy usage and the environment such as Metro Transit's "Go
Greener" initiative.
Strategy 8f. Transit Priority for Fuel: In limes of limited resourc-
es, the Council will advocate that transit be given priority for avail-
able fuel.
0 HIGHWAY SYSTEM POLICIES
Policy 9: Highway Planning Figure 2-7: Transportation
The Council, MnIDOT, and local governments will plan the regional and 10- projects must adhere to
cal highway systems to provide a cost-effective, multi-modal and safe road- federal standards, such as air
way system that reflects the needs of a growing population and economy. quality
Metropolitan Council DRAFT 2030 TRANSPORTATION Policy Plan .t.
Strategy 9a. Planning in the Context of Congestion: The Council, Mn/DOT and local units of
government should plan for the metropolitan highway system with the understanding that conges-
tion will not be eliminated or significantly reduced, but that congestion can be mitigated and avoid-
ed by providing travel alternatives and changing travel demand.
0 Strategy 9b. Multimodal System: The Council, Mn/DOT, and local governments will plan for,
and implement a multimodal roadway system. Highway planning and corridor studies will give
priority to alternatives that include high-occupancy vehicle (HOV) and high-occupancy toll lanes
(HOT), bus only shoulders, priced dynamic shoulder lanes and other transit advantages that offer
an alternative to congestion.
Strategy 9c. Develop An Investment Vision for Metropolitan Trunk Highways: The Council,
working with MnDOT, will conduct a System Optimization Study to produce a vision for future
Figure 2-8: A highway is a multi.mod- investments in metropolitan trunk highways. This study will define the most cost effective tech-
al facility capable of carrying cars, niques and types of projects to optimize the performance of the highway system as measured
buses and trucks. by person, rather than vehicle, through-put Optimization techniques and projects will maximize
utilization of existing system capacity, pavement and right-of-way and may include, but are not lim-
ited to, bus only shoulders, high occupancy vehicle and toll (HOV/HOT) lanes, and priced dynamic
shoulder lanes.
Strategy 9d. Prepare Congestion Management Plan: The Council and its regional partners will
prepare and adopt a Congestion Management Plan that identifies and establishes a process to
prioritize low cost/high benefit projects that improve safety and mobility.
Strategy ge. Reexamine Major Highway Projects: Mn/DOT and the Council should reexamine
major expansion projects included in the 2004 TPP to identify the critical investment needs of
each project Major projects should be re-scoped using a consistent and fair procedure, to imple-
ment those elements of the project that address PTeservation
and management needs, mitigate congestion, improve safety
and optimize facility performance.
Strategy 9f. Interconnected Roadway Network: Local
and county governments shall plan a system of multi-modal
interconnected collector roads and minor arterials to serve
short and medium length trips.
Strategy 9g. Roadway Jurisdiction: The agency with
jurisdiction over, and responsibility for, a roadway should be
matched to the role the roadway plays in the regional road- Figure 2-9:
HOT lanes represent a
way system, i.e. MnDOT should be responsible for principal
arterials. method to add mamet forces to man-
age congestion
Metropolitan Council DRAFT 2030 TRANSPORTATION Policy Plan .t.
._~-----------------------------------------------------------------------------------------------------------------------------------------------
Strategy 9h. Corridor Studies: Any corridor studies or sub-area studies conducted by a local
government or interagency task force must be accepted by MnDOT and adopted by lhe Metropoli-
tan Council as consistent with this policy plan prior to implementing the study recommendations or
making regional highway investments.
Strategy 9i. Context Sensitive Design: All new and reconstructed roads will be planned and
designed in a way that protects and enhances the environment and is sensitive to community at-
tributes and objectives.
Strategy 9j. Coordination with Adjacent Counties: The Council will work cooperatively with
MnDOT, adjacent Area Transportation Partnerships and local units of government to support
connections between the Metropolitan Highway System and the counties surrounding the seven
county metropolitan area.
Policy 10: Preserve, Operate and Maintain the Metropolitan Highway System
The region's first highway investment priority is the safe preservation, operations and maintenance ofthe
Metropolitan Highway System.
r" Strategy 10a. Budget for Preservation: MnDOT should regularly budget adequate resources for
existing facilities preservation, operations and maintenance to fully utilize the design life and mini-
mize the investment required over the life-cycle of facilities.
Strategy 10b. Diversified Investments: MnlDOT should strive to have a diversified investment
plan that prioritizes preservation, operations and maintenance but also provides for expenditures
, " on projects that improve safety, mitigate congestion and optimize system performance.
Figure 2-10: Road Strategy 10c. Integrate Preservation with Congestion Mitigation and Safety: MnDOT should
maintenance ;s the regularly review planned preservation and maintenance projects to determine if there are opportu-
central focus of nities to include low-cost congestion mitigation and safety improvements.
new transportation
funding Policy 11: Highway System Management and Improvements
The Metropolitan Highway System and "A" minor arterial system will be managed and improved to pro-
vide for maximum person through-put, safety and mobility using existing facility capacity, pavement and
right-of-way where feasible.
0 Strategy 11a. Investments in Managing the Highway System: After preservation, operations
and maintenance, investments to manage and optimize performance ofthe highway system and
improve safety are the region's next highest priority.
Strategy 11 b. Embracing Technology: The Council and MnDOT will use and implement cost-
effective technology solutions that manage and optimize performance of the existing highway
system as measured by person through-put
Metropolitan Council DRAFT 2030 TRANSPORTATION Policy Plan .t.
Strategy 11 c. Affect Travel Patterns: The Metropolitan Highway System should be managed
with the understanding that congestion will not be eliminated but that congestion may be mitigated
with greater efficiencies in the highway system performance and' changes in travel patterns.
Strategy 11d. Optimize Highway System Performance: MnDOT and the Council will imple-
ment techniques identified in the System Optimization Plan (strategy 8c) to optimize performance
0 of regional highway facilities as measured by person through-put. These optimization projects
will maximize utilization of existing facility capacity, pavement and right-of-way and may include
but are not limited to implementation of high-occupancy vehicle and toll (HOV/HOT) lanes, priced
dynamic shoulders, freeway ramp meters with HOV bypasses, and bus-only shoulders.
Strategy 11e. Access Management: State, county and local governments will manage access to
the Metropolitan Highway System to optimize the performance of existing facilities. New or recon-
structed trunk highway interchanges to expand capacity or meet safety concerns will be consid-
ered only if they are consistent with this policy plan (Appendix E) and MnDOT's criteria and cost
sharing policies.
Figure 2-11: Technology represents Strategy 11f. Pricing: The Council supports roadway pricing, including HOT lanes and priced
dynamic-shoulder lanes, to provide an alternative to congestion and will consider implementing
one method to mitigate congestion pricing on any expansion project
Strategy 11g. Highway Expansion: Expansion of the metropolitan highway system is the last pri-
ority for investment. Expansion projects must be consistent with the overall vision to be developed
in the SOS (Strategy gc) and optimize use of existing facility capacity, pavement and right-of-way.
TRANSIT SYSTEM POLICIES
Policy 12: Transit System Planning
Regional transit providers should plan, develop and operate their transit
service so that it is cost-effective, reliable, and attractive, providing mobil-
ity that reflects the region's diverse land use, socioeconomic conditions
and travel patterns and mitigating roadway congestion with the goal of
doubling regional transit ridership by 2030 and a 50% increase in rider-
ship by 2020.
Strategy 12a. Transit Services Tailored to Diverse Markets: Di- Figure 2-12: Transit options
verse transit markets need different transit service strategies, ser- are part of a mature lranspor-
vice hours, operating frequencies, and capital improvements. To tation system
tailor transit service to these diverse market needs, regional transit
providers will follow the standards and service delivery strategies
as outlined in Appendix H, Transit Market Areas and Service Standards.
Metropolitan Council DRAFT 2030 TRANSPORTATION Policy Plan .t.
._~-----------------------------------------------------------------------------------------------------------------------------------------------
Strategy 12b. Transit Service Options: Transit providers will pursue a broad range of transit
service options and modes to match transit services to demand.
Strategy 12c. Transit Centers and Stations: Regional providers will plan and design a transit
network that utilizes Transit Centers and Stations to connect various types of transit service op-
tions. Transit Centers and Stations will also link transit to local land use and enable the network to
provide efficient service to a wider geographic area through timed lransfers.
Strategy 12d. Park-and-Rides: Transit providers will work with cities to expand regional park-
and-ride facilities to support service expansion as expected growth occurs within express corridor
Figure 2-13: LRT is one Iran- areas and along dedicated transitways.
sit mode that has been suc. Strategy 12e. Underrepresented populations: Regional transit providers will continue to ensure
cessfully implemented in the
region their transit planning fairly considers the transit needs of all populations and is compliant with the
environmental justice directives outlined in various federal legislation, including Title VI of the Civil
Rights Act of 1964 and the National Environmental Policy Act.
Policy 13: A Cost-Effective and Attractive Regional Transit Network
Regional transit providers will preserve, operate, maintain and expand the transit system in a cost-effec-
tive manner that optimizes existing and future investments. The Council will continue to improve transit
service coordination, travel speed, passenger safety, financial incentives and customer amenities to
make the system more attractive, visible, travel time competitive and user friendly.
Strategy 13a. Coordination Among Services: The Council will promote coordination among the
different transit services provided by various authorities throughout the region to ensure that the
overall regional transit system functions as a seamless and user-friendly regional network, and to
avoid inefficiencies and duplication.
Strategy 13b. Transit Fare Structure: The Council will support a regional transit fare structure
that balances ridership and fare revenue, relates the fare to the cost of providing service and to
other transportation costs, and is easily understandable.
Strategy 13c. Marketing Transit: The Council will increase the value, benefits and usage of tran-
sit services through a variety of advertising and promotional programs. Annual transit marketing
plans will be developed by the Council based on input from stakeholders.
0 Strategy 13d. Transit Technologies: The Council and regional providers will implement new
technologies to improve customer information, service reliability, and the delivery of transit service.
Strategy 13e. Transit Safety and Security: Working with transit operators and communities, the
Council will continue striving to provide a secure and safe environment for passengers and em-
ployees through provision of transit police services, employee awareness, public education, secu-
rity partnerships, and security investments.
Metropolitan Council DRAFT 2030 TRANSPORTATION Policy Plan .t.
Strategy 13f. Ridesharing: The Council will promote programs that encourage shared vehicle
usage including carpooling, vanpooling and car sharing.
Policy 14: Transit System Operations and Management
The regional transit providers will promote innovation, efficiency, flexibility and greater diversity
of options
in operating and managing transit services.
0 Strategy 14a. Competitivety Procured Services: Some transit services within the region should
be competitively procured to increase flexibility, potentially reduce costs, maximize efficiencies and
enhance service effectiveness.
Strategy 14b. Jointly Procured Services and Products: The Council will promote and facilitate
the joint procurement of goods and services amoung providers to improve the coordination of tran-
sit service and increase cost-effectiveness.
Strategy 14c. Service Improvement Plan: Every two years, regional transit providers will pre-
pare a short-term Service Improvement Plan that identifies their priorities for bus service expan-
sion over the following two to four years. The plans will be submitted to the Council, which
will
prepare a regional Service Improvement Plan.
Strategy 14d. Review Service Performance: All providers will review their transit service annu-
ally based on the performance standards outlined in Appendix H to ensure operational efficiency
and consistency. Providers will annually submit their performance reviews to the Council for
inclu-
sion in a regional service performance review.
Strategy 14f. Fleet Policy: The Council will adopt a regional
fleet policy to
guide investments in regional fleet
.. Policy 15: Transitway Development and Implementation
As one element of an overall transit network, the Metropolitan
Council will
strongly pursue the cost-effective implementation of a regional
network of
transitways to provide a travel-time advantage for transit
vehicles, improve
. transit service reliability and increase the convenience
and attractiveness of
transit service.
Strategy 15a. Transitway Modes: Transitway modes will include
commuter
rail, light rail, bus rapid transit, and express buses with
transit advantages.
transitway technologies may be considered as they become proven,
reliable and cost-effective. Intercity passenger rail services
could develop rail
improvements that could also be used by commuter rail transitways
within
Figure 2-14: The Hiawatha LRT facilities have spawned new the region.
development in the adjacent neighborhoods
Metropolitan Council DRAFT 2030 TRANSPORTATION Policy Plan .t'
.-0-------------------------------------------------------~---------------------------------------------------------------------------------------
Strategy 15b. Criteria for Transitway Selection: Transitway investment decisions will be based
on factors such as mobility improvements, operating efficiency and effectiveness, environmental
impacts, economic development impacts and cost-effectiveness. Readiness, priority and timing
will also be considered when making transitway investments as will local commitment to transit-
way implementation and land use.
Strategy 15c. Process for Transitway Selection: Every transitway corridor will be studied
in-depth before investments are made. Every potential commuter rail and light rail project will
undergo an alternatives analysis and develop an environmental impact statement before seeking
funding for implementation. All bus rapid transit corridors will be studied and a range of implemen-
tation alternatives developed.
Strategy 15d. Transitway Coordination: Transitway implementation will be coordinated with
other transit, highway, bicycle and pedestrian projects, facilities, and investments.
Figure 2-16: Metro Mobil. Strategy 15e. Enhanced Transit Service Along Transitways: The Council will support en-
ity provides over 1.2 million
regional trips a year hanced transit service along transitways and the integration of existing routes
along transitway
corridors as appropriate to take full advantage of transitway improvements.
Strategy 15f. Transitway Coordination with Other Units of Government: The Council will
I' 5IJI~-- coordinate transitway implementation with other jurisdictions including MnDOT, the County Transit
@ ~w~~@>>
2, If % ';-',- Improvement Board, regional rail authorities, local units of government and transit providers.
% t'< ~
I.. ,. ", " Strategy 15g. Transitways and Development The Council will work with local units of govern-
-. ~ I ~ .
~~,!,il" ment to ensure that transitways promote efficient development and redevelopment
~ if .
Strategy 15h. Transitway Operations: Transitway infrastructure investments will not occur un-
less operating funds have been identified.
Figure 2.15: Metro Mobility Policy 16: Transit for People with Disabilities
satisfies federal ADA require-
ments The Council will provide transit services for persons with disabilities in full compliance with
the 1990
Americans with Disabilities Act including the accessible fixed-route transit system, comparable
ADA, and
l"{i '. . / other dial-a-ride programs.
".-INE. '"li
Strategy 16a. Accessible Vehicles: The Council will ensure that all new transit vehicles and fa-
0 . cilities will be accessible to persons with disabilities.
~--kZ"" " Strategy 16b. Provide Comparable Service: Paratransit service comparable to the region's lo-
cal fixed-route transit system will be provided to individuals who are certified under the Americans
" with Disability Act (ADA) and who are unable to use the fixed-route transit systems.
Figure 2-17: Metro Transit has Strategy 16c. Access to Transit Stops and Stations: The Council will encourage cities to place
an ADA accessible "eet priority on providing adequate access to transit stops and stations for persons with disabilities.
lV!etropolitan Council DRAFT 2030 TRANSPORTATION Policy Plan
.t,
Strategy 16d. Transfers Between Fixed-Route and ADA
Services: The Council will encourage transfers between
fixed-route services, dial-a-ride, and ADA paratransit services
utilizing transit centers and rail stations as transfer points.
0 OTHER SURFACE TRANSPORTATION POLICIES
Policy 17: Providing for Regional Freight Transportation
The region will maintain an effective and efficient regional freight
transportation system to support the region's economy.
Strategy 17a. Freight tenninal Access: The Council will
work with its partners to analyze needs for freight terminal ac-
cess.
Strategy 17b. Congestion Impacts on Freight Movement:
The Council will work to reduce the impacts of highway con-
gestion on freight movement
Policy 18: Providing Pedesbian and Bicycle Travel Systems
The Council, state, and local units of government will support bicy- Figure 2-18: Freight transportation
cling and walking and develop and maintain efficient pedestrian and can take a variety of modes, includ-
bicycle transportation systems. ing aviation
Strategy 18a. Bicycle and Pedestrian Regional Investment
Priorities: The Council will prioritize federal funding for bicycle
and pedestrian improvements based on their ability to accomplish regional transportation objec-
tives for bicycling or walking in a cost-effective manner.
Strategy 18b. Connectivity to Transit: Recognizing the importance of walking and bicycling to
a multi-modal transportation system, the Council will strongly encourage local units of govern-
ment to develop a safe and attractive pedestrian environment near major transit corridors and
stations with linkages for pedestrians and bicyclists to buses and trains.
Strategy 18c. Local Planning for Bicycling and Walking: The Metropolitan Council encourag-
es local planning for bicycle and pedestrian mobility by requiring that in order for a local bicycle
or pedestrian project to be eligible for federal transportation funding it must be consistent with
an adopted plan.
Figure 2-19: The Council will prioritize
federal funding for bike and pedestrian
improvements
Metropoltlan Council DRAFT 2030 TRANSPORTATION Policy Plan .t.
._~---------------------------------_._------------------------------------------------------------------------------------------------------------
Strategy 18d. Inter-jurisdictional Coordination: The Metropolitan Council, along with local and
state agencies, will coordinate planning efforts to develop efficient and continuous bikeway sys-
tems and pedestrian paths, eliminate barriers and critical gaps and ensure adequate inter-jurisdic-
tional connections and signage.
Strategy 18e. Multi-Modal Roadway Design: Design and planning for principal or minor arterial
road construction and reconstruction projects will consider off-road walkway and bolh on- and off-
road bicycle accommodation with special emphasis placed on travel barrier removal and safety for
bicyclists and pedestrians.
Strategy 18f. Education and Promotion: The Council encourages educational and promotional
programs to increase awareness of and respect for the rights of pedestrians and bicyclists by mo-
torists and to educate bicyclists on the proper and safe use of public roadways.
AVIATION POLICIES
Policy 19: Aviation and the Region's Economy
Availability of adequate air transportation is critical to national and local economies in addressing global-
ization issues and airline alliances that have increased competition and the need for improved interna-
tional market connectivity.
Strategy 19a. MSP as a Major Hub: Public and private sector efforts in the region should focus
on continued development of MSP as a major international hub.
Strategy 19b. Region as Aviation Industry Center: State and Regional agencies, in cooperation
with the business community, should define efforts to be a major aviation-industry center in terms
of employment and investment, including the ability to compete for corporate headquarters and
specialized functions.
Strategy 19c. Air Passenger Service: The MAC should pursue provision of a mix of service
by several airlines with frequent passenger flights at competitive prices to all regionally-preferred
North American markets and major foreign destinations.
Strategy 19d. Air Cargo Service: The MAC should pursue provision of air cargo infrastructure
and air service for the region with direct air freight connections to import/export markets providing
HO trade opportunities for the region's economy.
Strategy 1ge. Provide State-of-the Art Facilities: State-of-the-art facilities should be made
available by airport sponsors at the region's airports, commensurate with their system role, to
induce additional aviation services and provide additional jobs, thereby enhancing the region's
economy.
Metropolitan Council DRAFT 2030 TRANSPORTATION Policy Plan .t.
Strategy 19f. Competition and Marketing: Decisions by aviation partners, on provision of
facilities and services to improve regional economic capabilities, should be based upon periodic
updating and refinement of airport economic impact studies and surveys, a commercial air-service
competition plan, and annual airport marketing program.
0 Policy 20: Air and Surface Access to Region's Airports
Provision of adequate local access by air service providers and system users to the region's airports is
essential to realizing the advantages of air transportation to the region's businesses and citizens.
Strategy 20a. Use of Technology: Airport sponsors should provide facilities that are safe and
secure, affordable and technologically current for all facets of the aviation industry.
Strategy 20b. User Friendly: Airport sponsors and service providers should make flying conve-
nient and comfortable for everyone using regional aviation facilities.
Strategy 20c. Airport Service Area Access: The Council will work with MnDOT, counties and air-
port sponsors to achieve high-qualily multi-modal ground accessibility, appropriate to the airport's
role and function, to all portions of each airports service area within regionally defined travel times.
Policy 21: Consistency with Federal and State Plans/Programs
The planning, development, operation, maintenance and implementation of the regional aviation system
should be consistent with applicable Federal and State aviation plans and programs.
Strategy 21a. Project Eligibility: Project sponsors, to improve chances of successful outcomes,
should meet funding eligibility requirements, design standards, and operational considerations.
Strategy 21 b. Consider Alternatives: Project sponsors need to ensure assessment of alterna-
tives, such as telecommunications and inter-modal and multi-modal travel options and opportuni-
ties, in regional aviation planning and development
Strategy 21 c. Responding to National Initiatives: Project sponsors need to include the follow-
ing in their planning and operational activities:
0 Environmental sustainability efforts in the forefront of regional decision-making.
0 Security needs as identified by National Homeland Security through the Transportation Se-
curity Administration.
Metropolitan Council DRAFT 203,0 TRANSPORTATION Policy Plan .t.
--o---------------------------c-------------------------------------------------------------------------------------------------------------------
Policy 22: Airport Development Plans
Long-term comprehensive plans (L TCP's) should be prepared by the airport sponsor for each system
airport according to an established timetable and with required contents as defined in this policy plan.
Strategy 22a. Preparing LTCP's: Regional aviation facilities are under different types of public
and private ownership. Therefore, the scope, application and content, for preparation of a L TCP is
defined for different sponsors in this document
Strategy 22b. Updating/Amending LTCP's: The LTCP should be periodically updated accord-
ing to the timetable established in the TPP. If a substantial change to the approved plan is recom-
mended and cannot be addressed as part of the periodic update it should be amended.
Strategy 22c. Transitioning the Airport: The development of system airports must be carried
out in a way that allows for continued growth in operations and uninterrupted services for an over-
all smooth transition to new, expanded or enhanced facilities. Airport LTCP's should indicate how
this will be accomplished.
Strategy 22d. Providing Metro Services: Airports straddling the boundary between the rural
service area and the MUSA should be included in the MUSA so metropolitan facilities and services
can be provided when they are available.
Policy 23: Agency and Public Coordination
The regional aviation planning partners will promote public participation and awareness of aviation issues
including involvement of non-traditional populations, system users, and individuals,
Strategy 23a. Enhance Public Awareness: The region's aviation partners will utilize a variety of
media and technologies to bring aviation planning into the mainstream of public decision-making
so all interested persons have ari opportunity to participate in the process and become acquainted
with major development proposals.
Strategy 23b. Governmental Roles Defined: The region's aviation partners will have a regional
aviation management system that clearly defines government roles and responsibilities for plan-
ning, development, operations, environmental mitigation and oversight
Policy 24: Protecting Airspace and Operational Safety
0 Safety is the number one priority in the planning and provision of aviation facilities and services. Local
ordinances should control all proposed structures 250 foot or more above ground level at the site to mini-
mize potential general airspace hazards.
Strategy 24a. Notification to FAA: The local governmental unit should notify the Federal Avia-
tion Administration prior to approving local permits for proposed tall structures. .--
Metropolitan Council DRAFT 2030 TRANSPORTATION Policy Plan .t.
Strategy 24b. Locating Tall Structures: Structures over 500 feet tall should be clustered, and
no new structures over 1,000 foot tall should be built in the region unless they are replacements or
provide for a function that cannot otherwise be accommodated.
Strategy 24c. Airport/Community Zoning: Joint Airport/Community Zoning Boards should be
established at each of the region's system airports to develop and adopt an airport safety zoning
0 ordinance.
Policy 25: Airports and Land Use Compatibility
In areas around an airport, or other system facilities, land uses should be compatible with the role and
function of the airport. The planning, development and operation of the region's aviation facilities must be
conducted to minimize impacts upon the cultural and natural environment, regional systems and airport
communities.
Strategy 25a. Surface-Water Management: Airport LTCP's should include a plan for surface
water management that contains provisions to protect surface and groundwater. In addition to
including information that must be consistent with plans of watershed management organiza-
tions and the state wetland regulations, the water management plan should include provisions to
mitigate impacts from construction, restore or retain natural functions of remaining wetlands and
water-bodies, and include the pretreatment of runoff prior to being discharged to surface waters.
Strategy 25b. Protecting Groundwater Quality: Airport LTCP's shall include a management
strategy to protect groundwater quality that indicates proposed policies, criteria and procedures for
preventing, detecting and responding to the spill or release of contaminants on the site. The plans
should identify the location, design, and age of individual/group/central sewer systems on-site and
all well location sites, and evaluate system deficiencies and pollution problems.
Strategy 25c. Providing Sanitary Sewer: Airport L TCP's shall include detailed proposals for pro-
viding sanitary sewer services. Reliever airports should be connected to the sewer system when
service is available near the airport. Whenever connecting is not practical, the airport owner and
the local governmental units must adopt and implement ordinances and administrative and en-
forcement procedures that will adequately meet the need for trouble-free on-site sewage disposal
in accordance with the Council's guidelines in its water resources management policy plan.
Strategy 25d. Monitoring Air Quality: The MAC should periodically evaluate the air quality
impacts of MSP operations and report to the Council on air quality problems or issues through the
MAC annual environmental review of the capital improvement program.
Strategy 25e. Aircraft Noise Abatement and Mitigation: Communities and aviation interests
should work together on noise abatement and mitigation. Local comprehensive plans and ordi-
nances for communities affected by aircraft noise should be reviewed, and if necessary, amended
to incorporate the Land Use Compatibility Guidelines for Aircraft Noise.
Metropolitan Council DRAFT 2030 TRANSPORTATION Policy Plan .t.
.-0--------------------------------------------------------------------------------~--------------------------------------------------------------
Policy 26: Adequate Aviation Resources
Public investments in air transportation facilities should respond to forecast needs and to the region's
ability to support the investments over time.
Strategy 26a. Maximize Existing Investments: Airport sponsors should maintain and enhance
existing facilities to their maximum capability, consistent with the Development Framework, prior
to investing in new facilities.
Strategy 26b. Quality, Affordable Services: Airport sponsors and air-service providers should
establish airport business plans and agreements in order to deliver high-quality services at afford-
able prices to users.
Strategy 26c. Long-term Financial Plan: Airport sponsors should operate within a long-term
financial plan that stresses maximizing non-regional funding sources; avoiding or minimizing finan-
cial impacts on regional taxpayers and maintaining a high bond rating for aviation improvements.
0
Metropolitan Council DRAFT 2030 TRANSPORTATION Policy Plan .t.
Chapter 3: Regional Transportation Finance
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This chapter examines the sources of funding for transportation investments in the coming years. It de-
scribes recent legislative actions that have changed the transportation revenue outlook, identifies funding
0 issues that continue to face the region, includes policies and strategies that will guide regional transpor-
tation investments over the next two decades and assesses the level of revenues that will be available
for highway and transit purposes. Chapter 6 Highways and Chapter 7 Transit provide a broad plan for
expending these revenues to 2030.
The lack of adequate funding was identified in the Council's 2030 Transportation Policy Plan adopted
in 2004 as the most significant transportation problem facing the region and, despite recent changes in
state financing for highways and transit, it remains an issue.
RECENT FUNDING DEVELOPMENTS
A constitutional amendment passed in 2006 and an omnibus transportation funding bill, Chapter 152,
passed by the Legislature in 2008 will result in new revenues for transportation purposes in the coming
Despite recent decades. The constitutional amendment dedicates state Motor Vehicle Sales Tax (MVST) revenues for
transportation investment purposes, and Chapter 152 increased the state gas tax and vehicle registration
changes in state tax and established a quarter cent sales tax for transit
transportation At the same time, however, construction materials and labor costs are escalating, and the projects need-
ed to preserve, maintain and operate the existing transportation system are numerous and large-scale.
finances, ad- The bottom line is that it is not possible to meet all of the transportation needs of the region.
equate funding Given the recent state legislation, large additional increases in state funds for transportation are unlikely
in the next few years. At the federal level, the six-year highway funding bill is scheduled for reauthoriza-
for highways tion in 2009, offering some potential for higher levels of federal highway and transit funds. However it's
and transit re- doubtful that they will be sufficient to alter regional policy direction or the projects outlined in this docu-
ment in any significant way.
mains an issue. A new metropolitan sales tax provides the opportunity to. increase investment in regional transitways,
which can be an option for serving some commuters. However, legislative limitations on the use of this
new revenue source mean that identifying adequate funding to expand the bus system will continue to be
a major issue for the region.
Because of the very recent enactment of the state transportation funding bill and the upcoming federal
bill reauthorization, there are still many uncertainties as to how much revenue will be available, how it
will be allocated statewide and how the new Counties Transit Improvement Board (CTIB), a joint-powers
body, will choose to operate and allocate the revenues generated by the quarter cent sales tax. The
Metropolitan Council DRAFT 2030 TRANSPORTATION Policy Plan $
._~-----------------------------------------------------------------------------------------------------------------------------------------------
Council recognizes these uncertainties and anticipates that this policy plan will require an amendment to
provide additional specifics and details on projected project expenditures.
MVST REVENUE DEDICATION
Motor vehicle sales tax revenues (MVST) are the revenues derived from the state's
current 6.5 percent tax on the sale of new and used motor vehicles. Prior to fiscal year
2008, 54.75 percent of the total MVST revenues were statutorily dedicated to transpor-
tation purposes. The remaining MVST revenues were deposited. in the state's general
fund.
The constitutional amendment established a five- year phased-in dedication of MVST
revenues so that by fiscal year 2012, 100 percent of the revenues would be dedicated
with at least 40 percent to transit and not more than 60 percent to highway purposes.
Subsequent to passage of the amendment, the Legislature statutorily specified how
the revenues would phase-in and how the revenues would be allocated - 40 percent
Figure 3-2: MVST will be phased in from FY200B to to transit (36 percent to metropolitan area transit and 4 percent to Greater Minnesota
FY2012 transit) and 60 percent to the highway user fund in 2012.
A schedule of the phased-in dedication is shown in Table 3-1. Beginning in fiscal year
2008, (July 1, 2007-June 30, 2008) the phase-in of the MVST dedication began and the
revenues will be 100 percent dedicated to transportation by July 1, 2011 (FY2012).
At the time the dedication was adopted (November 2006), statewide MVST revenues for 2006 were fore-
cast to be $540 million. They had been on a decline for several years, dropping approximately 10 percent
between FY 2002 (when a portion of the revenues became statutorily dedicated to transportation) and
FY 2005, but the state forecast at the time predicted a recovery in MVST revenue collection beginning in
2007, with revenues increasing on the order of 2 percent to 4 percent annually.
The actual experience since the adoption of the constitutional dedication has been a continual annual
decline in MVST revenue collections. This trend is shown in Figure 3-3, which shows the annual Febru-
ary state MVST forecasts
along with actual MVST col-
lections. The current
FY 2008 statewide MVST forecast
Table 3-1: MVST Phase-In Distribution FY 2008 - FY 2012 is $487 million, with a forecasted continued decline
0 H P . to $445 million in
FY 2009. Between FY 2002 and FY
38.25% 44.25% 50.25% 56.25% 2009, total
statewide MVST revenues will have declined
more than 28 percent,
from revenue collections totaling
24.00% 27.75% 30.00% 33.75% $614
million in FY 2002 to a projected FY 2009 total of
1.50% 1.75% $445 million.
Metropolitan Council DRAFT 2030 TRANSPORTATION Policy Plan $
There are a number of fac- Figure 3-3: Changes in State MVST Forecasts
tors thought to be contribut-
ing to the decline in MVST 675
revenues. These include a
,
sagging economy, a saturated
,
, , /
vehicle market (there are 825
--,
0 more registered vehicles than
Therefore, while drivers in the metro area) and
581
increased longevity of vehi- 875
the phase-in of cles. It is not likely that in the
u ,
foreseeable future MVST rev-
u ..../Nov 07
525
"
the constitution- enues will recover to previous
, ,
collection levels. It is even dif-
al dedication ficult to know if the revenues 475
will continue to decline or
Of MVST will begin to recover as indicated
by the state forecasts for FY 425
bring new rev- 2010 and beyond. FY FY
FY FY FY FY FY FY
FY FY
2002 2003
2004 2005 2005 2007 2008 2009
2010 2011
enues to trans- Therefore, while the phase-in
of the constitutional dedica-
portation, the tion of MVST will bring new revenues to transportation, the falling total collections will not result in nearly
the level of new transportation revenues originally expected. This revenue volatility and a downward
falling total col- trend in collections are particularly troublesome for metropolitan area transit, which depends on MVST
revenues to fund approximately 36 percent of its total transit operating costs. Once the MVST revenues
lections will not are fully phased in, collections will need to increase by at least 3 percent to 5 percent annually just to
enable the transit system to maintain its existing levels of service. This plan makes the assumption that
result in nearly MVST revenues will recover and grow at a rate of 3-5% annually to allow for maintaining existing transit
service operating levels. Given the past volatility of the MVST revenues, this assumption does have a
the level of new level of risk and may not prove to be true.
transportation 2008 OMNIBUS TRANSPORTATION FUNDING BILL
revenues origi- The major omnibus transportation funding bill (Chapter 152) passed in the 2008 session contained a
number of transportation revenue increases. The law contained an increase in the motor fuels tax (gas
nally expected. tax), a debt service surcharge on the gas tax, an increase in the vehicle registration tax and allowed for
implementation of a new quarter cent sales tax for transitway development and operating purposes by
the seven metropolitan counties. The major provisions of the bill are described in the following sections.
Metropolitan Council DRAFT 2030 TRANSPORTATION Polilry Plan
$
.-O-----------------------------~-----------------------------------------------------------------------------------------------------------------
Highway Funding Provisions
The revenue-raising provisions focused on the state gas tax, a gas tax surcharge, trunk highway bonds
and the vehicle registration tax.
. The gas tax was increased from the existing 20 cents per gallon to 22 cents per gallon on April
1, 2008, and to 25 cents per gallon on October 1, 2008.
. A debt service surcharge was added to the total gas tax beginning August 1, 2008, and each
July 1 st thereafter. The surcharge revenues are dedicated to paying the debt service necessary
for the trunk highway bonds authorized in the bill. The surcharge is assessed according to the
schedule in Table 3-4.
. After fiscal year 2012, the total statewide gas tax
including the debt service surcharge will be 28.5 cents
per gallon, an increase of 8.5 cents per gallon over the
previous rate.
. A total of $1.7 billion in trunk highway bonds was
authorized for state road construction and program
delivery purposes over a 10-year period (FY 2009 - FY
2018), including $40 million for interchange construc-
tion and at least $50 million for transit facility improve-
ments on trunk highways.
. The vehicle registration tax was changed to elimi-
nate the caps on fees, and the depreciation schedule
for vehicles was adjusted to to slow the reduction in
Figure 3-5: Bridge construction work is
vehicle value. The registration tax increase applies
an investment priority mandated by the
only to newly registered vehicles - current vehicles are Legislature
grandfathered in at the current tax rate or less.
Legislative Direction for Expenditures
In Chapter 152, the Legislature provided specific direction for expenditure of funds from the sources de-
0 scribed above.
. A Bridge Improvement Program was established to accelerate repair and replacement of trunk
highway bridges. The MnlDOT commissioner is required to classify all state bridges into Tier I, II
and III:Tier I consists of all bridges that have average daily traffic above 1,000 and a sufficiency
rating below 50 or that have been identified by the commissioner as a high-priority project. Tier 11
bridges consist of any bridge that is not a Tier I and is fracture-critical and has a sufficiency rat-
ing below 80. Tier III bridges include all other bridges in the program.
Metropolitan Council DRAFT 2030 TRANSPORTATION Policy Plan
$
. All Tier I and II bridges are required to be under contract for repair or replacement by June 30,
2018. A specific bridge may continue in service if the reasons are documented in a required
report
. The County State-Aid Highway funding formula was changed to allocate the new proceeds (from
0 the gas tax and surcharge and registration tax) according to a formula that tends to shift revenue
to more urbanized counties.
. In 2011 and on, the seven metropolitan counties will receive for expenditure on metropolitan
roads of regional significance one half of the proceeds from the leased vehicle sales tax (after
subtracting an amount necessary to pay for a low-income motor fuel tax credit) and a small por-
tion of the highway user funds apportioned by the Legislature every six years.
Although the highway funding portions of the bill provide significant new revenues to both Mn/DOT and
local units of government (cities, counties and townships), there was also very specific legislative direc-
tion for Mn/DOT to first commit these increased funds to highway system preservat!on, with a major em-
phasis on bridge preservation. While MnlDOT has been working to identify the impact of these revenues
on future expenditures, it will not fully determine the impact in time for the completion of this plan.
The revenues identified in this plan allow only for highway system preservation and bridge replacement,
repair and rehabilitation as mandated by the 2008 legislation. At this time is does not appear that there
are adequate resources to allow for highway expansion projects. MnDOT and the Council will continue
to work to identify additional available resources with the expectation that any additional revenues identi-
fied as being available for expansion purposes will be amended into the plan at a later date. Chapter 6
provides the detail on the currently expected highway project expenditures.
Transit Funding Provisions
Chapter 152 dramatically changed the outlook for metropolitan transit revenues by authorizing a quarter-
cent sales tax for transitway development and operating purposes. The law authorized the seven met-
ropolitan area counties to participate, if they so chose, in a Joint Powers Agreement, and to impose a
quarter cent sales tax and $20 motor vehicle excise tax (in lieu of the quarter cent sales tax increase on
vehicles) for transitway development purposes.
In April 2008, five ofthe metropolitan counties (Anoka, Dakota, Hennepin, Ramsey and Washington)
voted to impose the tax. The five counties proceeded to enter into a joint power agreement and form the
. Counties Transit Improvement Board (CTIB), which will be responsible for allocating the sales tax rev-
enues. The state Department of Revenue began collecting the new sales tax on July 1, 2008. It is cur-
rently estimated that the tax will raise approximately $85 million annually (in 2008 dollars).
Metropolitan Council DRAFT 2030 TRANSPORTATION Polit:y Plan $
.-0-----------------------------------------------------------------------------------------"------~----------------------------------------------
The legislation also specified the following:
. Expenditure of the sales tax proceeds are limited to the following purposes:
- capilal improvements to transitways including lhe purchase of buses and rail vehicles,
- transitway studies, design, property acquisition and construction,
- operating assistance for transitways,
- capital costs for park-and-ride facilities, and
- up to 1.25 percenl of the proceeds for pedestrian and bicycle programs and pathways
- assistance for general bus operations is not eligible for funding.
. The sales tax proceeds are to be allocated by the Joint Powers Board through a grant applica-
tion process.
. Projects selected for funding must be consistent with the Council's Transportation Policy Plan
(TPP), as determined by the Council.
Additional 2008 legislation related to transitway spending prohibits the individual counties from contribut-
ing more than 10 percent of the capital costs of a light-rail or commuter rail project, and limits the state
share of light-rail or commuter-rail capital costs to 10 percent The assumption for future projects is that
the county sales tax revenues will be used to pay 30 percent of the capital costs of a rail transitway proj-
ect, federal funds will contribute 50 percent, and the counties and state will each contribute 10% of the
capital cost. Similarly, another section of 2008 law prohibits county Regional Rail Authorities from con-
tributing any funds toward the operation of a light-rail or commuter rail line. A new law also specified that
the state will pay 50 percent of rail operating costs, with the assumption that the remaining 50 percent of
operating costs will be paid by the CTIB using the county sales tax revenues.
The decline and TRANSPORTATION FINANCE ISSUES AND TRENDS
volatility of Volatility and Decrease of MVST Revenues
MVST revenues While the constitutional dedication of MVST revenues brings additional resources to transportation, the
renders it a very decline and volatility of these revenues renders it a very unstable funding source, making it very difficult
0 to know what revenues will be available to maintain existing or expand transit operations. Recent reve-
unstable fund- nue trends indicate that it is highly unlikely this revenue source will provide any revenues to grow the bus
ing source. system. This plan assumes MVST will grow at a rate of 3% to 5% annually to allow existing service levels
to be maintained.
Revenue Source Lacking to Grow Bus Operations
Two major transit funding sources that were previously eyed to fund expansion of the bus system have
Metropolitan Council DRAFT 2030 TRANSPORTATION Policy Plan $
= been passed into law - the dedication of MVST and a regional sales tax. But in the foreseeable future,
MVST revenues will not increase at a rate to allow for funding of bus system expansion. A regional sales
tax is now available but its expenditure purposes are limited to the implementation and operation of tran-
sitways and construction of park and rides and it cannot be used for general bus operations. While this
policy plan calls for the doubling of transit ridership by 2030 (see Chapter 7, Transit), of which over 28
0 percent is anticipated to come from growth in the bus system, it is very uncertain that a funding source to
provide for this growth can be identified.
Increasing Gas Prices and Leveling off of Gas Tax Revenues
Recent gas price increases have caused both a reduction in vehicle miles of travel and increased use of
" more fuel efficient vehicles, both of which cause a reduction in the amount of motor fuel taxes collected.
While a reduction in travel may ease congestion. there is no indication that it will have a significant im-
Figure 3-6: The increasing pact on the level of highway expenditure required in the region.
fuel prices may reduce poten- In addition, since 2003, state motor fuel collections have been relatively flat at approximately $650 mil-
tial road revenues lion annually or $32.5 million per penny of tax (at 20 cents per gallon). Most likely the recent interest and
demand for fuel efficient vehicles will begin to push the per penny gas tax collections downward. While
the recently enacted state gas tax increases will provide an initial influx of revenues, on a per gallon tax
basis, gas tax revenues are not expected to grow over time and may begin to decrease.
Inflation of Project Costs
Recent trends are thatthe costs of highway construction projects are greatly outpacing normal inflation-
ary increases. The American Road and Transportation Builders Association (ARTBA) estimates that
highway and street construction costs have increased 43 percent since 2003. In just 2007 alone, high-
way construction inflation was 5.7 percent while the overall inflation rate was 2.8 percent Indications are
that increases in the costs of steel and petroleum will continue to drive up the construction project infla-
tion rate in the near future. Project cost increases due to inflation will require continuing transportation
revenue increases just to provide adequate revenues to preserve and maintain the existing system.
Uncertain Future of Federal Revenues
The six-year federal highway and transit funding bill is set to be reauthorized in fiscal year 2009. Head-
ing into this reauthorization, the federal highway trust fund is dangerously close to insolvency, which
could require a significant reduction in highway and transit spending levels. While there are indications
that Congress will act to preserve the current spending levels in fiscal year 2009. it is very uncertain what
level of funding states should plan for into the future. This policy plan assumes that federal highway fund-
ing will be flat, at approximately 2008 levels for a period of time (7 years) and then will be increased by
1.6 percent per year from 2016 to 2030. It also assumes that federal New Starts revenues will continue
to be available to fund 50 percent of the costs of rail transitway implementation.
Metropoman Council DRAFT 2030 TRANSPORTATION Policy Plan $
.-0-----------------------------------------------------------------------------------------------------------------------------------------------
Lack of Funding for Highway Expansion
Despite the passage of Chapter 152 and the increased revenues it made available for highway pro-
grams, it is clear that there continues to be inadequate funding available for highway expansion projects
over the next twenty years, even if previously identified expansion projects are rescoped so that they
can be constructed at a lower cost Additional revenue will be needed for highway expansion invest-
ments.
TRANSPORTATION FINANCE POLICIES AND STRATEGIES
The following policies and strategies will guide the region's transportation investments over the next two
decades.
Policy 1: Ensure Adequate Resources for Transportation System Investments
The Metropolitan Council will identify and pursue a'n adequate level of resources for regional transporta-
tion investments. The first priority is to ensure that adequate reso.urces are available to preserve, operate
and maintain the existing systems and the second is to seek resources to address identified but unmet
needs and demands.
Strategy 1a. Resources Available and Needed: The Metropolitan Council will identify (1) trans-
portation resources currently available and reasonably expected to be available in the future, (2)
the level of resources needed for transportation investments in preservation, operations and main-
tenance of existing systems and (3) resources required to meet unmet needs and demands.
Strategy 1b. Adequate Resources: The Metropolitan Council, working with the Governor, Legis-
lature. local governments and others will pursue an adequate level of transportation resources to
preserve, operate and maintain existing systems and to meet identified unmet needs.
Policy 2: Prioritizing for Regional Transportation Investments
The priorities for regional transportation investments are to adequately preserve, operate and maintain
existing transportation systems and to make additional transportation investments on the basis of need
and demand consistent with the policies, strategies and priorities of this policy plan and the Regional
Development Framework.
Strategy 2a. System Preservation: The first priority for transportation investments for all modes
0 -- --- - is the preservation, operation and maintenance of existing systems and facilities.
Strategy 2b. Highway System Investments: After preservation, operations and maintenance,
the second priority for highway system investments is to effectively manage the system and third
is expansion that optimizes the performance of the system.
Strategy 2c. Transit Capital and Operating Investments: After preservation. operations and
maintenance ofthe existing transit system, regional transit capital and operating investments
Metropolitan Council DRAFT 2030 TRANSPORTATION Policy Plan $
will be made to expand the local and express bus system and develop a network of rail
and bus
transitways to meet the 2030 goal of doubling transit ridership and 2020 goal of a 50%
ridership
increase.
Strategy 2d. Bicycle and Pedestrian Invesbnents: The Council will encourage roadway and
transit investments to include provisions for bicycle and pedestrian travel. Funding priority
for
0 separate bicycle and pedestrian improvements will be based on their ability to accomplish
regional
transportation objectives for bicycling and walking.
Strategy 2e. Multimodallnvesbnents: Criteria used by the region to prioritize projects
for federal
funding will encourage multimodal investments. Examples of such investments include bus-only
shoulders, high occupancy vehicle and high occupancy toll (HOV/HOT) lanes, priced dynamic
shoulder lanes, HOV bypasses at highway interchanges, bicycle and pedestrian connections
to
transit stations and corridors and rail/truck intermodal terminals.
HIGHWAY AND TRANSIT REVENUES
Highway Revenues
The state highways are funded through four primary funding sources, the state gas tax, vehicle registra-
tion tax, a portion of the motor vehicle sales tax (MVST) and federal allocations funded through the fed-
eral gas tax. While local property taxes playa very important role in funding county and city roads, they
typically are not used to fund the metropolitan highways covered by this policy plan (principal arterials
and A-minors). The metropolitan highway system is funded primarily through state and federal highway
taxes. Each of these funding sources is briefly described below.
Prior to the 2008 Legislative session, the state gas tax was 20 cents per gallon and in FY 2007 total reve-
nues were approximately $650 million, or about $32.5 million per penny of tax. Under the new legislation,
the gas tax will increase to 28.5 cents per gallon by 2013 and is expected to generate over $900 million
annually. The state gas tax revenues are constitutionally dedicated only to highway purposes and must
be deposited in the state highway user fund.
Passenger vehicles pay a registration tax assessed on the basis of the value and age of the vehicle and
as discussed previously, under the 2008 legislation an increase to these tax revenues will be phased in
over the next decade or so. Similar to the gas tax revenues, the registration tax revenues are dedicated
only to highway purposes and must be deposited in the highway user fund. In FY 2007 the vehicle reg-
Figure 3-7: Highways are istration tax generated approximately $475 million and it is expected that this amount will grow to over
funded by state gas taxes, $650 million annually by 2012.
MVST, vehicle registrations Prior to the adoption of the 2006 constitutional amendment to dedicate the MVST revenues to transpora-
and federal gas taxes tion, highways received 32 percent of the total MVST revenues or about $165 million in FY 2007. Under
the new constitutional dedication, this amount will grow to 60 percent of total MVST revenues by 2012
Metropolitan Council DRAFT 2030 TRANSPORTATION Policy Plan $
.-0-----------------------------------------------------------------------------------------------------------------------------------------------
Figure 3-8: State Highway User Fund and or about $330 million annually.
As mentioned previously, the
dedication of the MVST revenues will result in significantly
Federal Highway Aid less new revenue
than originally anticipated due to the steep
Historical and Forecast Revenues declines in total MVST collections
(over 28 percent) which
$2,100
has taken place since FY 2002. Along with the gas tax and
Actua! Data
vehicle registration tax receipts, the highway share of the
$1,900
MVST revenues must also be deposited in the highway user
$1,700
fund.
$1,500
Figure 3-8 shows the actual and forecast total revenues to
.,
the highway user fund generated by the three state fund-
,g $1,300
ing sources (gas tax, registration tax and highway share of
E $1,100
MVST). Under the Minnesota constitution, Mn/DOT receives
$900
about 59 percent of the revenues in the highway user fund
$700
for the state trunk highway system. The remaining funds
are allocated about 28 percent to the state's 87 counties for
$500
county state aid highways, 8 percent to municipalities with a
$300
population over 5,000 for municipal state-aid streets and 5
$100
percent is distributed to the various highway systems under
a formula determined by the Legislature every six years. In
2000 2002 2004 2006 2008
2010 2012 FY 2007 the highway user fund revenues totaled almost $1.3
Fiscal Year
billion statewide, about $750 million of which was transferred
to the trunk highway fund for Mn/DOT. These funds were fur-
ther allocated about $470 M for operations and maintenance
purposes and about $280 M for state road construction. In addition, Mn/DOT received approximately
$340 M in federal highway aid for construction, for a total statewide construction program of about $620
M.
In addition to the state highway user funds, Minnesota receives approximately $450 M in federal highway
aid for construction purposes each year. The federal funds are typically allocated 75 percent or about
$340 million annually to Mn/DOT for the trunk highways and 25 percent for local roads. Some of the fed-
eral funds are allocated to the state for specific expenditure purposes (earmarked). However, for simplic-
0 ity purposes, this plan assumes the federal funds on average are available for flexible highway construc-
tion purposes.
In CY 2009, Congress must enact a reauthorization of the six year federal highway funding bill. Due to
recent spending levels that exceed federal trust fund receipts, the federal highway fund is predicted to
become insolvent sometime during 2009 if revenues to the fund are not somehow increased. At this
point in time it is very uncertain what level of federal funding to expect in the future. This uncertainty is
one of the reasons this plan contemplates an amendment in early 2010. MnIDOT's revenue projections
Metropolitan Council DRAFT 2030 TRANSPORTATION Policy Plan $
Figure 3-9: currently plan for a flat level of federal highway funding through
2012, followed by an increase in federal
Metropolitan Council revenues averaging 1.6% per year.
2008 This policy plan is primarily concemed with the estimated funding
available for trunk highway construc-
Transit Revenues tion (preservation and expansion) in the metropolitan area under the jurisdiction
of MnlDOT's Metro
and Expenses District MnlDOT has established a formula for distributing the available highway
construction funds to
0 Revenue the individual eight Mn/DOT construction districts throughout the
state. This formula, referred to as the
$343.7 M 'target formula", uses factors such as vehicle miles traveled, number
of fatal and injury crashes, pave-
ment needs, bridge needs and the amount of heavy commercial traffic in each district to distribute
the
construction funds. Under Mn/DOT's target funding
formula, the Metro District typically receives about 43
percent of the total state and federal revenues available
for distribution. Mn/DOT is responsible for fore-
casting the state highway construction revenues that
will be available to the Metro District in this plan.
The available target revenues are shown in Table
6-26 of Chapter 6 Highways and average approximate-
ly $200 M per year from 2009-2012, growing to $215
M per year from 2013-2018 and to an average of
$250 M per year from 2019-2030. These target funds
are exclusive of the funding that will be available
from the passage of Chapter 152. The Chapter 152
funds are used for Mn/DOT's operating budget and
to fund the repayment of authorized trunk highway
bonds, which are primarily used for the Tier I and Tier
Locall Federal II bridge program.
Other
$2UM $21.2M Because the 2008 legislation authorized Mn/DOT to issue
trunk highway bonds financed by the new
6% 8%
Chapter 152 tax revenues, the actual level of highway
construction spending in a given year can vary
significantly up or down from the available revenues.
The total amount estimated to be available to the
Expenses Metro District for highway construction the 2008-2030 time frame
from the existing state and federal
$347.1M taxes and from the 2008 transportation funding bill is approximately
$5 billion and is discussed i':1 more
detail in chapter 7, Highways.
Transit Revenues
Operating .Revenues
Transit relies on five primary sources of revenue
for operations - transit fares, Motor Vehicle Sales Tax
(MVST) revenue, the state general fund, the federal
govemment and other sources. The breakdown of
revenue sources, as well as expenditures, for transit
operations, is shown in Figure 3-9. In CY 2008, the
Council's transit operating budget was almost $350
million (including MVST revenues passed-through to
Planning I alP Suburban Transit Providers) in revenues
and expenses. (Reserves were budgeted to fill the revenue gap
$3.5 M $25.0 M of $3.4 million.) MVST revenues are the biggest funding
source for transit operations at approximately
i'l. 7% 36 percent of the transit budget, the state general fund provided
27 percent, passenger fares 25 percent,
Contracted
Transit and federal and other revenues each provide
approximately 6 percent of total revenues.
$18.2 M As the MVST constitutional dedication phases
in, it is anticipated that the MVST share of the total operat-
5%
ing budget may increase to 40 percent or more, however
this will be dependent on the performance of
Metropolitan Council DRAFT 2030 TRANSPORTATION Pol""
Plan $
--0-----------------------------------------------------------------------------------------------------------------------------------------------
Figure 3-10: MVST Transfers to Metro Area the MVST revenue collections. On the expenditure side,
Metro
Transit bus operations are the largest expenditure category in the
200
Council's budget at approximately 70 percent of total expenses;
Metro Transit rail operations (Hiawatha LRT only at this time)
180
expenses are approximately 7 percent; Metro Mobility is 10 per-
cent; contracted regular route and community-based services are
160
5 percent; transportation planning 1 percent and the Suburban
Transit Providers (STP) are 7 percent of expenditures. Figure 3-9
includes only regional transit expenditures that are included in the
140
Metropolitan Council budget For example fare revenues collected
.-----------
directly by the suburban providers or county transit expenses are
120 ----
not included.
=:;;. :::-- ~-
. .-
In the short term (FY2009 - FY2011), the Council is anticipating
iOO ~ ~ - -
operating funding shortfalls to maintain existing service levels.
Feb DB without oonatltutlonallm.ndment
These shortfalls are primarily due to underperforming MVST rev-
80
enues (as previously discussed) and increases in the price of fuel
FY03 - FY04 - FYOS. FY08. FY07 - FY08 - FY09 - FY10. FYll- that are far exceeding the rate of inflation.
It is expected that.a
20.S% 21.8% 21.8% 21.8% 21.8%
24.0% 27.7S% 30-0% 33.76% combination of fare increases, new state funding and use of exist-
ing reserves will allow .for service levels to be maintained. Met-
ropolitan area transit will also continue to receive
a higher percentage of the MVST revenues until fully
phased-in at 36 percent in 2012. This phase-in, combined
with a forecast recovery in the state MVST col-
lections, should provide for a balanced transit operating
budget to maintain existing services in FY2012
and beyond. Figure 3-10 shows the forecast for the
metropolitan area share of MVST revenues.
This policy plan assumes that after 2012, the existing
transit operating revenues will grow at a rate to
maintain existing levels of service. It is assumed
the growth to cover inflationary cost increases will occur
primarily through growth in the MVST revenues and
will require a growth rate of 3% to 5% annually. If the
MVST revenue growth does not occur, it is assumed
the state appropriations will grow at a level to main-
tain existing operations. It is not expected that
the current transit operating funding sources will grow at a
level to allow for service expansion.
Under 2008 legislation, it is expected that new rail
transitway operating expenses will be paid 50 percent
0 from the county transit sales tax and 50 percent
from additional state appropriations. Bus transitway op-
erations are also eligible for sales tax funding,
however, the newly formed CTIB has not yet determined
to what extent it will use its revenues for bus transitway
operations. The regional goal of doubling transit
ridership by 2030 cannot be met without an expansion
of the bus system. At this point, it is not clear what
funding source will provide for this expansion. The
estimated unfunded costs are discussed in Chapter 7,
Transit
Metropolitan Council DRAFT 2030 TRANSPORTATION Policy
Plan $
Transit Capital Revenue
The primary funding sources traditionally used for transit capital expenditures include: property tax sup-
ported regional transit capital bonds; federal funds including federal formula earnings, Congestion Mitiga-
tion/Air Quality (CMAQ) funds, discretionary appropriations and New Starts funding for transitways; and
state funds including general obligation bonds, general funds and trunk highway bonds where allowable. .
0 In addition, the new county sales tax offers a new source of funding for transitway capital and operating
costs and park and ride construction.
Each year the Council must receive specific authorizations from the state Legislature to issue regional
bonds for necessary transit capital projects. Regional Transit Capital or RTC is the term commonly used
to refer to these bond funds. The debt service on the bonds is paid with property tax receipts collected
from within the Transit Taxing District. In recent years, RTC funding has totaled $33-34 million annually.
RTC is the funding source most often used to provide for fleet replacement, fare collection and other
technology needs, park and ride construction, facility repair and maintenance and to provide the 20 per-
cent local match required for federal funding.
The Council currently operates under a policy whereby the RTC expenditure level is not allowed to in-
crease at a rate greater than 1 percent per year (plus increases due to new communities agreeing to
pay the levy, such as Lakeville which will begin paying in 2009). This growth rate allows the Council to
meet the goal of no growth in the impact of regional property taxes on typical taxpayers. There have
been instances in recent years where the Legislature has not passed additional regional transit bonding
authorization. This causes a shortage offunds to accomplish the Council's planned capital improvement
program (CIP) and results in delayed or cancelled capital projects.
The Council and other regional transit providers earn federal fonnula funds through a program known as
the National Transit Database or NTD. These fonnula funds are distributed nationally to the metropolitan
region based upon a number of demographic and transit service statistics the Council reports annually.
Typically the Twin Cities region receives around $45 million in federal NTD funds annually. This federal
funding must be matched with 20 percent local funds, usually the RTC funding. .
The region receives federal Congestion Mitigation/Air Quality (CMAQ) funding totaling approximately $25
million annually. These funds are distributed through the Council's and Transportation Advisory Board's
(TAB) regional solicitation process on a bi-annual basis. Typically at least 80 percent or more of the
CMAQ funds are awarded to transit projects. The funds must be used for service expansion and mainly
are used for new bus purchases or park and ride construction. A portion of the CMAQ funding also sup-
ports the travel demand mitigation activities of Metro Transit and the TMOs in the region. CMAQ funding
available for transit projects is usually matched using RTC funding. If the project is outside of the TTD,
other local funds provide the match.
Federal New Starts funding is the source used to fund major rail and dedicated busway projects. New
Metropolitan Council DRAFT 2030 TRANSPORTATION Policy Plan $
--~-----------------------------------------------------------------------------------------------------------------------------------------------
Starts funding is awarded nationally on a competitive basis through the Federal TransitAdministration.
Projects must apply and receive approval to enter preliminary engineering and must also apply again to
enter final design and construction. The current federal process requires the projects to meet a speci-
fied cost effectiveness index (CEI) at each point before the project can proceed. If the project meets the
required CEI and is accepted, the federal funds will usually pay for 50 percent of the total project costs,
including the preliminary engineering phase.
In this region, the assumed fonnula for the remainder of the capital costs would be: 10 percent from the
local entities where the project is located (usually the county regional rail authorities), 30 percent using
sales tax funds awarded from the CTIB and 10 percent from the state, most likely using state bonds. The
revenue estimates in Chapter 7, Transit, assume that this region will continue to receive federal New
Starts funding to construct the major transitway projects, but it is likely that only one project would be
receiving federal New Starts construction funding in any given year.
In addition to matching New Starts funding, state bond fund requests are considered to be a major
source of funding for other transit capital investments including transitway studies, park and ride con-
struction, transit stations, bus garages and investments in Bus Rapid Transit Over the past decade state
bond fund appropriations for transit have averaged about $40 million per year, though this amount can
vary significantly depending on the project needs. This plan assumes that in the future state bond funds
will continue to be allocated for transit capital projects at least at the same level as previous bond fund-
ing.
The new county sales tax will provide a significant amount of funding for transit capital investments. The
funds will be distributed by the Counties Transit Improvement Board or CTIB as described previously.
These funds are available for transitway capital and operating expenses, park and ride facilities, and a
small amount for bike and pedestrian programs. FIVe metropolitan counties, Anoka, Dakota, Hennepin,
Ramsey and Washington, voted to implement the tax on July 1, 2008. The current revenue estimate is
$85 million annually from this quarter cent sales tax As of the drafting of this plan, the CTIB is in the
midst of developing an investment framework to guide the board in making its investment decisions.
This plan assumes that at a minimum the CTIB funds will be used to provide 30 percent of the capital
funding for engineering and construction of any future New Starts transitway project and 50 percent of
the on-going operating costs of the projects. CTlB funds will also be available for other transitway capital
0 and operating investments, but given the very recent fonnation of the CTIB it is unclear at this time where
-- -mthe board will choose to direct additional funds. It is anticipated that when this plan is amended in 2010, it
will include additional revenue and expenditure detail for the CTIB funds.
Metropolitan Council DRAFT 2030 TRANSPORTATION Policy Plan $
@
0
1685 CROSSTOWN BOULEVARD N.W. . ANDOVER, MINNESOTA 55304 . (763) 755-5100
FAX (763) 755-8923 . WWW.CI.ANDOVER.MN.US
TO: Mayor and Council Members
FROM: Jim Dickinson, City Administrator
SUBJECT: Schedule October EDA meeting
DATE: October 21, 2008
INTRODUCTION
The Council is requested to schedule an Economic Development Authority (EDA) meeting at
6:00 pm before the November 18,2008 City Council meeting.
DISCUSSION
0 Tentative agenda items for an EDA meeting have been identified as follows:
1. Purchase Agreement/Letter of Intent/Progress Review
2. TIP District Cash Flow Analysis
3. 2009 EDA Budget Review
4. Other Business
Other items may be added upon request, or the meeting will be cancelled if no new
information comes forward on the identified agenda items
ACTION REQUIRED
Schedule an EDA meeting at 6:00 pm before the November 18, 2008 City Council meeting.
0
@
0
1685 CROSSTOWN BOULEVARD N.W. . ANDOVER. MINNESOTA 55304 . (763) 755-5100
FAX (763) 755-8923 . WWW.CLANDOVER.MN.US
TO: Mayor and Council Members
FROM: Jim Dickinson, City Administrator
SUBJECT: Schedule November Council Workshop
DATE: October 21, 2008
INTRODUCTION
The Council is requested to schedule a Special Council Workshop for the month of November
for a number of miscellaneous business items.
DISCUSSION
0 Potential agenda items for a November workshop have been identified as follows:
1. . Assessment Policy Discussion (Continued)
2. 2009 Budget Development Progress Report
a. Truth in Taxation Hearing
b. Finalize General Fund
3. Comprehensive Plan Update Discussion
4. Discuss Sustainable Landscape - Hanson Boulevard
5. City Administrator Annual Review
Other items may be added upon Council request.
ACTION REQUIRED
Schedule a Council workshop, a suggested date is Tuesday November 25th at 6:00 p.m. or
another date or time acceptable to the Council.
0
0 @
1685 CROSSTOWN BOULEVARD N.W. . ANDOVER, MINNESOTA 55304 . (763) 755-5100
FAX (763) 755-8923 . WWW.CI.ANDOVER.MN.US
TO: Mayor and Councilmembers
FROM: Jim Dickinson, City Administrator
SUBJECT: Administrator's Report
DATE: October 21, 2008
The City Administrator will give a brief verbal update on various items 'of interest to the City
Council and to the residents at the meeting. Listed below are a few areas of interest:
1. Administration & City Department Activities
2. Update on Development Activity
3. Update on CIP Projects
0 4. Meeting reminders
Upon receipt of the meeting packet, if a member of the Council would like an update on a
particular item, please notify me so an adequate update can be made.
L.
0
0
1685 CROSSTOWN BOULEVARD N.W. . ANDOVER, MINNESOTA 55304 . (763) 755-5100
FAX (763) 755-8923 . WWW.CI.ANDOVER.MN.US
TO: Mayor & Council Members
FROM: Jim Dickinson, City Administrator
SUBJECT: Supplemental Agenda Item for October 21, 2008 City Council Meeting
DATE: October 21, 2008
The City Council is requested to receive the following supplemental information.
Add-On. Proclaim November Homelessness Awareness Month
0
----
m ickinson
City Administrator
0
C I T Y 0 F
0 NDOVE
1685 CROSSTOWN BOULEVARD N.W.. ANDOVER, MINNESOTA 55304. (763) 755-5100
FAX (763) 755-8923 . WWW.CI.ANDOVER.MN.US
TO: Mayor and Councilmembers
FROM: Jim Dickinson, City Administrator
SUBJECT: Proclaim November Homelessness Awareness Month
DATE: October 21, 2008
The Anoka County Community Continuum of Care, along with the Heading Home Anoka
committee is sponsoring an event, The SLEEP OUT 2008, Be Part of Something BIG 1 St Annual
Community Challenge in an effort to promote education and awareness to help end
homelessness. They feel it is essential that all community members be aware of the importance
ofhomelessness prevention and the impact their participation can have on ensuring that all
0 individuals and families have access to a warm, safe place to call home. Community
partnerships, awareness, and the desire to provide warm, safe housing in our community - these
are the important themes of the event.
At the end of October, the Anoka County Board of Commissioners will be proclaiming
November, Homelessness Awareness Month. The Anoka County Community Continuum of
Care goal is to have each city in Anoka County join the effort to promote public awareness of
homelessness and have each city proclaim November, Homelessness Awareness Month.
Attached is information regarding homelessness in Anoka County and the Anoka County
Community Continuum of Care. In addition there is a proclamation for the Mayor to read and
sign in partnering with this community project!
Attachments
0
t;HeadinllHome
0 ~/Ano~a
Be Part of Something BIG
SLEEP OUT 2008
1st Annual Community Challenge
FACTS on HOMELESSNESS
Definition of Homelessness:
By defmition, a homeless person is described as an individual or
family who lacks a fixed, regular, and adequate nighttime
residence.
0 What Causes Homelessness?
· Low wage employment, lack of income, fixed income
. Lack of affordable housing units
.' Lack of affordable health care and dental care
· Domestic Abuse
. Problems with drug and/or alcohol
· Mental health issues and lack of medical care
· Eroding work opportunities
. Lack of transportation
· Aging out of foster care system
Note: The average annual cost of meeting basic needs for a single person with 2 children
in the Twin Cities Metro area is $43,800. This would require a full time position at an
hourly wage of $21.07 to meet the basic needs. (Current minimum wage in MN is $6.15
for large employers and $5.25 for small businesses).
0
r;.HladiIlIHo.me
0 w,Anoke
Be Part of Something BIG A Picture of Homelessness
Homelessness in Minnesota - Statistics
The gap between the cost of housing and what people can afford is a major
cause of homelessness.
. One-third of Minnesota's homeless population site the inability to
afford housing cost as the primary reason for leaving previous
housing.
In 2003, 30% of all adults experiencing homelessness in Minnesota reported
income from work, with 13 % working full time.
. Estimate at least 9,200 people are homeless each night in MN
Wilder Research, (2006).
. The number of children living in temporary housing grew more than
eight times, from 330 on one night in 1987 to 2,803 on one night in
2004
Quarterly Shelter Survey, 1985-2004.
. 80% of homeless children in Minnesota are 12 years or younger. 43%
0 are 5 years or younger
Wilder Research, (2004).
. MN Department of Education has reported homeless student
enrollment: (2006-2007) 5,139 students
Note: if all homeless highly mobile students throughout the state were properly
identified and reported, they estimate it would be approximately 10,000 students annually
Gust in MN).
Homelessness in Anoka County
29% of surveyed adults experiencing homelessness in Anoka County are
employed.
4% of all Anoka County residents and 5% of children under 18 live in
poverty.
(Information below is based on Anoka County Homeless Count on 1/24/08)
. Current number of beds available for individuals/families
experiencing homelessness = 244.
. Number of people experiencing homelessness as of 1/24/08 was 609.
They were living in emergency shelter, on the streets, motel, etc.
. 1/24/08: number of homeless adults with children = 134.
0 . 1/24/08: number of homeless children with adults = 191.
. Of the 564 people who are homeless, 128 stated they had disabilities.
..t;HeadiRIHome
0 ~.1 I\noka
Be Part of Something BIG
The Anoka County Community Continuum of Care
Over the years, our Anoka County community has responded to
the issues of homelessness in a variety of ways: by encouraging
community support of the Stepping Stone Emergency Shelter,
investment in affordable community housing, and encouraging
partnership with local agencies through Family Homeless
Preventions and partnerships with Metro Counties through the
Supportive Service grant. Even with strong partnerships and a
variety of community efforts, we still struggle with the issues of
homelessness in Anoka County.
0 The Anoka County Community Continuum of Care is partnering
with the state business plan; Heading Home Minnesota, by
developing it's own T en-Year Plan to End Homelessness in Anoka
County. With a vision for a better future and ending homelessness
for all, the Continuum of Care brings together a variety of state,
community agencies, and community volunteers. Working together
to develop a plan to end homelessness in Anoka County by the
year 2019 the Continuum's Education Committee seeks to raise
awareness of the issues surrounding homelessness and encourage
community participation by sponsoring a variety of events,
including a countywide sleep-out in November. In the spirit of
supporting the Heading Home Anoka vision, the committee
supports educating the community regarding homelessness issues
throughout the coming year.
0
C I T Y o F
0 NDOVE
PROCLAMATION
Homelessness Awareness Month
Whereas, the Anoka County Community Continuum of Care, along with the Heading
Home committee is sponsoring a unique, countywide education and awareness campaign
to help end homelessness in our shared communities. The month of November will mark
the SLEEP OUT 2008, Be Part of Something BIG, 1 st Annual Community Challenge; and
Whereas, the SLEEP OUT 2008 provides a unique opportunity for the City of Andover
to join forces with communities across Anoka County in an effort to promote education
and awareness to help end homelessness; and
Whereas, the Anoka County Community Continuum of Care and the Heading Home
Anoka committees playa vital role in bringing together the community and establishing
needed partnerships to support homelessness prevention efforts; and
Whereas, it is essential that all citizens ofthe City of Andover be aware ofthe
importance of homelessness prevention and the impact their participation can have on
ensuring that all individuals and families have access to a warm, safe place to call home
0 in our community; and
Whereas, community partnerships, awareness, and the desire to provide warm, safe
housing in our community. These are the important themes of the SLEEP OUT 2008, Be
Part of Something BIG, 1 st Annual Community Challenge.
Now, therefore, I, Mike Gamache, Mayor of the City of Andover, on behalf of the
Andover City Council, do hereby call upon all citizens of Andover to join the Anoka
County Community Continuum of Care and Heading Home Anoka committee's in
supporting The SLEEP OUT 2008, Be Part of Something BIG, 1 st Annual Community
Challenge during the month of November.
Be it further resolved that the month of November is hereby proclaimed "Homelessness
Awareness" month in the City of Andover.
Proclaimed October 21, 2008.
Mike Gamache, Mayor
Jim Dickinson, City Clerk
0
0
PROCLAMATION
Homelessness Awareness Month
Whereas, the Anoka County Community Continuum of Care, along with the Heading
Home committee is sponsoring a unique, countywide education and awareness campaign
to help end homelessness in our shared communities. The month of November will mark
the SLEEP OUT 2008, Be Part of Something BIG, 1 st Annual Community Challenge; and
Whereas, the SLEEP OUT 2008 provides a unique opportunity for the City of Andover
to join forces with communities across Anoka County in an effort to promote education
and awareness to help end homelessness; and
Whereas, the Anoka County Community Continuum of Care and the Heading Home
Anoka committees playa vital role in bringing together the community and establishing
needed partnerships to support homelessness prevention efforts; and
Whereas, it is essential that all citizens ofthe City of Andover be aware ofthe
importance ofhomelessness prevention and the impact their participation can have on
ensuring that all individuals and families have access to a warm, safe place to call home
0 in our community; and
Whereas, community partnerships, awareness, and the desire to provide warm, safe
housing in our community. These are the important themes of the SLEEP OUT 2008, Be
Part of Something BIG, 1 st Annual Community Challenge.
Now, therefore, I, Mike Gamache, Mayor ofthe City of Andover, on behalf ofthe
Andover City Council, do hereby call upon all citizens of Andover to join the Anoka
County Community Continuum of Care and Heading Home Anoka committee's in
supporting The SLEEP OUT 2008, Be Part of Something BIG, 1 st Annual Community
Challenge during the month of November.
Be it further resolved that the month of November is hereby proclaimed "Homelessness
Awareness" month in the City of Andover.
Proclaimed October 21,2008.
Mike Gamache, Mayor
Jim Dickinson, City Clerk
0
, C)r\ \~
~
0
DATE October 21 ,2008
~ September 2008 Monthly Building Report
~ 2009-2013 CIP
0
0
G:\STAFF\RHONDAA\AGENDA\CC L1ST.doc
.
J {}c- '7.- ~ ~A
_._----~-
CITY OF ANDOVER
2008 Monthl v Buildini!: Report
--- -- ~- ----~~-
C ..._~.__._-
TO: Mayo!. and City Council
.---... .-------
FROM: Don Olson
SEPTEMBER
-- - .
--'~-- --- . ---- ---"-'-' --- p- ~
BUILDING PERMITS
Permit/Plan Tax
Total Valuation
-.1- ---'- -'
3 Residential
- $ 7,460-07 $
287,50 $ 7,74757 $ 575,000,00
----. -- ----'----
-- Single Family
3 7,460.07
287.50 7,747.57 575,000,00
----.---
Septie
-
-
e-!ownhome
-
---..------ -.-
3 Additions
2,517.49
55,20 2,572.69 110,400,00
---
3 Garages
1,185,93
21.25 1,207.18 42,500,00
._--- -
3 Basement Finishes
300.00
150 30150
-----
- Commercial Building
-
---.---------
I Pole Bldgs/Barns
13736
150 138.86 3,000.00
------~ --. I
- Sheds
-
--._-
3 ~~imming Pools
222.40
3.70 226.10 7,400,00
.----.- -.
Chimney!Stove/Fireplace
.
.-------
7 Structural Changes
32755
7.35 334,90 12,195,00
.._-~- p",,~,,--~
I
342.95
5.95 348.90 11,900,00
-~-_._-
4 Decks
499,80
9.10 508.90 18,200,00
-------- -----~
Gazebos
-
~--- ----
2 ~epair Fire Damage
4,230.20
209.50 4,439.70 419,000,00
---_._--
205 - Re-Roof
15,375,00
10250 15,47750
.-----.-.---
67 ~i~ing _
5,025.00
33.50 5,058.50
-.---- --
---}- -- Other
804.78
26.77 83155 53,036,00
------
I Commercial Plumbing
174.32
2.30 176.62 4,600,00
---
0 Commercial Heating
-
------- ..--
I Commercial Fire Sprinkler
52,98
1.28 54.26 2,568.43
------
Commercial Utilities
- .
----.
Commercial Grading
-
------ -_.
307 Total Building Permits
$ 38,655,83 $ 768.90
$ 39,424.73 $ 1,259,799.43
--
-- --
-...--.--..-...----...-- - ----- -
-
PERMITS
Permit/Plan Tax
Total Fees Collected
---..-., - -
307 Building Permits
$ 38,655.83 $ 768.90
$ 39,424,73
---.- 1----
Ag Building
-
-- --
I Curb Cut
50.00
50,00
--.--.-.-
1 Demolition
100,00
100,00
-_._-~---~ ---- --'---
Fire Permits
-
------.---
1 Footing
15,00
15,00
-------.
Renewal
-
~_.--_..~._. --
Moving
-
~_~_.U~ ---
17 .~~~iE~_.
1,315,00
850 1,32350
~----- -
10 Gas Fireplaces
825.00
5.00 830.00
-.----.--- --
23 i>lumbing
870,00
11.50 881.50
------.----.--- -
76 Pumping
1,140.00
1,140,00
-----,~--- -
~---_._----~ Septic New
-
----
6 Septic Repair
475,00
3.00 478,00
-----..--
3 Scwer Hook-Up
75.00
75,00
-- .~------_..._- -
. 150,00
3 Water Meter
150.00
-.-----..
------ Sewer Change Over/Repair
-
I !Vater Change Over/Repair
50,00
0.50 50.50
.~____n_. -
0 3 _Sac Retainage Fee
54,75
54.75
3 Sewer Admin. Fee
45.00
45,00
---~-----~ -
4 Certificate of Occupancy