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Home My WebLink AboutCCP 03-16-1998 FIL.E . AGENDA - ARDEN HILLS CITY COUNCIL WORKSESSION ARMY RESERVE CENTER - 4655 LEXINGTON A VENUE NORTH MONDAY, MARCH 16, 1998,4:45 P.M. 4:45 P.M. 1. Call to Order 4:45 P.M. 2. Approval of Meeting Agenda 4:45 P.M. 3, City Issues - Short Term a. Hwy.96/Hwy. 10 Traffic Study b. Assessments, 1998 Street Improvement Project I. Interest Rate 2. Alternative Roll 3. Unusual Lots e c. Retreat Review - Planning with Budget Considerations, etc. d. City Hall e. Employee Insurance 7:00 P.M. 4. Miscellaneous Items 7:30 P.M. 5. Adjourn The above times may vary depending upon length of issue discussion. . ; . ", - March Meetings April Meetings March 4 Planning Commission 7:30 P.M. April I Planning Commission 7:30 P.M. March 9 Council Meeting 7:30 P.M. April 13 Business Relations 4:00 P.M. Comminee March 16 Council Worksesslon 4:45 P.M. April I3 Council Meeting 7:30 P.M. March 18 Business Development 8:00 A.M. Comminee April 15 Business Development 8:00 A.M. Comminee March 19 Finance Comminee 7:30 P.M. April 16 Finance Comminee 7:30 P.M. March 19 Public Safety 7:30 P.M. Commission April 16 Public Safety 7:30 P.M. Commission March 24 Parks & Recreation 7:00 P.M. Commission April 20 Council Worksession 4:45 P.M. ~ March 25 Newslener Comminee 6:00 P.M. April 27 Economic Development 7:00 P.M. Authority March 30 Economic Development 7:00 P.M. Authority April 27 Council Meeting 7:30 P.M. March 30 Council Meeting 7:30 P.M. April 28 Parks & Recreation 7:00 P.M. Commission April 29 Newslener Comminee 6:00 P.M. . HP OfficeJet Fax Log Report for Personal Printer/Fax/Copier City of Arden Hills 612 633-7839 . Mar-12-98 05:24 PM Last Fax Identification Resnlt Pages ~ Date Time Duration Dia~nostic 3701378 OK 02 Sent Mar-12 05:23P 00:00:32 002582030022 tH}.4 . . HP OfficeJet Fax Log Report for Personal Printer/Fax/Copier City of Arden Hills 612 633-7839 . Mar-12-98 05:22 PM Last Fax Identification Result Pa~cs :Dn; Date Time Duration Diaf!nostic 6333846 OK 02 Sent Mar-12 05:21P 00:01 :06 002180430020 6.0.4 e . HP OfficeJet Fax Log Report for Personal Printer/Fax/Copier City of Arden Hills 612633-7839 . Mar-12-98 05:19 PM Automatic Lo!! Identification Result Pa~cs ~ Date Time Duration Dia~nostic 6286833 No answer 00/02 Sent Mar-12 05: UP 00: 00:00 0020200000oo 6339550 OK 02/02 Sent Mar-I 2 05:16P 00:00:30 002522030022 6333846 Error 02/02 Sent Mar-12 05:17P 00:01 :05 002120430028536 4810551 OK 02/02 Sent Mar-12 05:14P 00:00:39 002521030022 4821262 OK 02/02 Sent Mar-I 2 05:15P 00:00:38 002521030022 tHJA . . CITY OF ARDEN HILLS e MEMORANDUM DATE: March 12, 1998 TO: M,y" ,,' City C,",,," ~ FROM: Brian Fritsinger, City Administrato Y. SUBJECT: Administrator Comments for the March 16, 1998 Council Worksession 1. City Issues - Short Term a. Hwy. 96/Hwy. 10 Traffic Study The City Council, at its January 5, 1998 Council meeting, directed the City engineer to evaluate alternative configurations of the Highway 96 and Highway 10 interchange. The engineer has completed this study and will be in attendance to present it to the City Council. The City Council should be prepared to give direction on the design alternatives. b. Assessments, 1998 Street Improvement Project e 1. Interest Rate Staff will provide information related to the rate of interest to be charged on assessments. 2. Altern ative Roll Staff will provide alternative assessment rolls based on the direction of the City Council. 3. Unusual Lots The City engineer may have information available for discussion on any unique lot configurations or situations that have been identified. c. Retreat Review - Plannin~ with Budr:et Considerations, etc. Staff may have information available, or questions, as a result of the City CounciVDepartment head Retreat, which affect 1999 Budget considerations. d. City Hall The Architectural Alliance may be in attendance to review the preliminary building design and cost estimates. e. F:mployee Insurance e Staff may have additional information related to the employee insurance program. BF/sls . u CITY OF I ARDEN HILLS I TRANSPORTATION/TRAFFIC STUDY I AND REPORT FOR I - j I HIGHWAY 96/HIGHWAY 10 , INTERCHANGE CONFIGURATION I mii: k I~ . i I J I 1. ~.. f ~~ ~ I" ';Ii~ <^ I :;1 f2~:j ~,,;l t,~~ ('i,j "Ii I ~1 ~"':~ MARCH, 1998 " I,), I ~;i, , !~ BRit I 1 ! I' 37951 005 3201 BRWINC. Thresher Square, 700 Third Street So. I Minneapolis, MN 55415, Phone 612/37lH17OO. Fax 61Z137o-1378 I TRANSPORTATION/TRAFFIC STUDY AND REPORT FOR HIGHWAY 961 HIGHWAY 10 I INTERCHANGE CONFIGURATION I CITY OF ARDEN HILLS I RAMSEY COUNTY, MINNESOTA I MARCH 1998 I I . I I BRW, INC. I hereby certify that this plan, specification 700 Third Street South or report was prepared by me or under my I Minneapolis, Minnesota 55415 direct supervision and that 1 am a duly Registered Professional Engineer under the laws of the State of Minnesota Statutes I Sections 326.02 to 326.16 L/(i'7/k I I Re "lj;)' '. NO.:,"7','/'. F/ I Anthony E ,. File: 37951 005 3201 Date: 3{ I Z, /'11S Reg. No,: (136S- I I \. I II Rill March 16, 1998 I I B R W INC. Honorable Mayor and Members of the City Council I City of Arden Hills 1450 West Highway 96 Arden Hills, MN 55112 I AT1N: Mr. Brian Fritsinger City Adm inistrator I RE: Transportation/Traffic Study and Report for the Highway 96/Trunk Highway 10 Interchange Configuration I Planning Honorable Mayor and Members ofthe City Council: Transportation Engin{'{'ring The enclosed report has been prepared to evaluate alternative configurations of the Highway II U,b,n Ue>ign 96 and Highway 10 interchange in the northwest area of the city as authorized by the City Council at the January 5, 1998, Council meeting. The intersection will be reconstructed as a part of the ongoing reconstruction ofthe Highway 96 corridor in Ramsey County. The Thresher Square existing intersection is an at-grade signalized intersection. The report will address alternative I 700 Third Street So intersection configurations including separated grade with varying levels of access between MinneiJ.pulis, the two roadways, M\l55415 I 612/370-U70U The scope of the study includes the evaluation of existing traffic patterns, traffic modeling of Fax 612/370-1378 alternative access scenarios in the region, evaluation of multiple access scenarios at the Highway 10 and Highway 96 intersection itself. Preliminary layouts of alternatives as well as I Denver a summary of property and cost implications of each altemative are also included with the Milwaukee report, Minneapolis I Newark Information utilized in the preparation of this report includes aerial mapping, as-built plans, Orlando the Arden Hills geographical information system, preliminary layout plans for Highway 96, Phoenix data provided by City staff, and other information from field investigations and surveys ofthe I Portland site. All available information was reviewed and considered to complete the report. San Diego Seattle Sincerely, I "re , /-/fIll! ;Jfty~ I 'G~ego . rown, PE, BRW, Inc. n, PE, BRW, Inc. I' Arden il City Engineer I I ~ TABLE OF CONTENTS I I INTRODUCTION, _ _ , _ . . . . . , , . , . . . , . . . _ . . _ . . . . . . . . . . , . , , . . . . , . , . , , ., 1 EXHIBIT 1: LOCATION MAP I BACKGROUNDfEXISTING CONDITIONS. , . _ . . _ . . _ . . _ . , . . . _ _ _ _ , _ . _ , . ., 2 I EXHIBIT 2: EXISTING CONDITIONS REGIONAL TRAFFIC MODEL. _ _ _ _ _ _ . . . . , . , . . . . . , , _ , . . . . . , , . , . , , . , . . ., 5 I EXHIBIT 3: TRAFFIC PROJECTIONS I TABLE 1: PM PEAK HOUR INTERSECTION LEVEL OF SERVICE TABLE 2: PM PEAK HOUR INTERSECTION VOLUMES AND GEOMETRICS . HIGHWAY 10fHIGHWAY 96 INTERCHANGE LAYOUTS _ _ _., _, _ _, _. _. _ _ _ _ 10 I OTHER ISSUES/CONSlDERA TIONS.. _ . . . , , . , , . . . . , , . . . . . , . , , . . . , , . . . , .. 12 PROJECT BUDGET COSTS. . , , _ _ _ _ , , _ . . . . _ . . . . . . . . . _ _ _ _ , , _ , , , . . , . . . . , . 16 I PROPERTY IMPACTS .,.... _ _ _ _ _ . . . . . . . _ . . _ _ _ _ . _ _ , _ _ , , _ , . , , . , , . , . , . , , 17 I SUMMARY _ , , _ , _ . _ _ , _. , , .. . .. , , . . .. . _. , _ _ _ _ , . _ _ _ _ _ _ _. . _ , _ _ _ _ _ _ _ , _ _ _ _ 18 I APPENDIX A: BUDGET CONSTRUCTION COST ESTIMATES I I I , I I ~ Introduction On January 5, 1998, the Arden Hills City Council ordered the preparation of a transportation I study to evaluate the possible reconfiguration of the intersection of Highway 96 and Trunk Highway lOin the northwest portion of the City. The purpose of the transportation study is to develop alternatives for the interchange which would maintain adequate access to local residents I and businesses while improving overall traffic flow in the area. Due to the proximity of the interchange with the Twin Cities Army Ammunition Plant (TCAAP) property, the analysis also incorporates the effects that the redevelopment of the TCAAP site would have on the I intersection, Mapping and other information regarding existing and future land uses, access and routes was I compiled by BRW to generate a predictive traffic model of the area. The model was run simulating existing conditions as well as three alternative future access scenarios. The results of the traffic model were then used to determine the likely consequences of the alternative access I scenarios to assist in the decision making process. A detailed analysis of access ramps and associated construction at the Highway 96/Highway 10 I intersection was made in order to determine the impacts of the accesses with respect to construction parameters, property acquisition and relocation/modification of other roadways and utilities. . BRW also investigated the existing accesses onto Highway 10 north of Highway 96 to determine I whether some improvements would be needed or recommended to be completed in conjunction with the Highway 96 improvements. I I I I I I , 1 I I I . ".... T- '0 --~_"* I · / -; Ill. / ,,_ . ( j'- . . (jl iip,_ , , I\-. .. _'DO, %I._u.. 21._VIIJllltR. STATE I. 2II.III.\'Pt'lli!ll.. DRIVERS "...... EXAM. \ 11. lQIIlII tA. I STATION :: :..1>>. 14. __!;t. 1W1k- r:;;;.. 11ll,lID'lII. 11._","," ~ ;' n.1IMIGu., ID.2III'., 1).~U, 11.%'I>AlIE. L4&I 1 ~: :o.,~;.,. :: ,=~. I -m.W1l1llOl_T 1I:Z.1:YUi.oCl". / 11___,"" 1 f~OJErT LOBl~~~ I*" 1"'_ l ARDEN BILLS 2Il. II. WE_cr. ;1 '99' "", "" ~:. =-~,o. ......_sr. ;JJ.IMR!Il\UIlECl'. l4.HIl!IIlOIu.. 1Ol,~1II. I ~~~~ 'l:'.l::"'?::1 @ c:;;(J I 1:d;/ . I I ' ., I . .. @ i I 0 1000 I I 1=40.000 1 ~ :JC1TV OF ~ ARDEN HILLS HIGHWAY 96/HIGHWAY 10 I INTERCHANGE CONFIGURATION I' II[[D UWINC. PROJECT LOCATION MAP I ThnoIIer Sq..... - TIlhd - So. EX H I BIT 1 -poIlo, am aNU, -. 81ZIlmHI7Oo, POD: 812I37IM378 33943-005-3201 I I. Background/Existing Conditions I The study area incorporates approximately the northern third of the City of Arden Hills as well as neighboring communities. The study area boundaries include Lexington Avenue on the east, I Interstate Highway 694 on the south, Interstate Highway 35W on the west and County Road I on the north. Exhibit 2 illustrates the study area, arterial roadway network and neighborhoods/ businesses. Major arterials located within the study area include the following: I Highway 96 is an east-west running four lane divided highway carrying approximately 17,000 vehicles per day, Highway 96 is a Ramsey County highway recently turned back I from MnDOT. Highway 10 is a southeast-northwest running four lane limited access divided highway I carrying approximately 37,000 vehicles per day. Highway 10 is a MnDOT Trunk Highway which splits from Interstate 694 just west of Hamline A venue and merges with Interstate 35W just south of County Road H2. I Old Highway 10 is a north-south running arterial carrying approximately 2,600 vehicles per day, Old Highway 10 functions as a collector "spine" for the City beginning off of I Highway 51 in the southern part of the city and terminating at Highway 96 approximately 400 feet west of the Highway 10 intersection. . Hamline Avenue is a north-south running arterial carrying approximately 12,000 vehicles per day. The portion of Hamline Avenue included in the study runs between Highway 96 to the north and Interstate 694 to the south, Hamline A venue is a Ramsey I County roadway. Through southbound traffic on Hamline Avenue merges into Highway 51 south ofInterstate 694, Access between Hamline A venue and Interstate 694 is restricted to movements to and from the east and north only. I West Round Lake Road/Gateway Boulevard is a north-south running collector carrying approximately 2,000 vehicles per day. This roadway is currently named West I Round Lake Road but is schedule to be renamed to Gateway Boulevard in the near future. The exhibits included with this report refer to the roadway as Gateway I Boulevard, Gateway Boulevard is an Arden Hills State Aid street and is scheduled to be reconstructed with raised medians and concrete curb and gutter during the 1999 construction season, Gateway Boulevard provides access to the Gateway Business I District from Highway 96. The roadway is located adjacent to Interstate 35W. Snelling Avenue is a north-south running collector carrying approximately 800 vehicles I per day. Snelling A venue is an Arden Hills State Aid street which provides access to the neighborhoods and churches located between Hamline Avenue and Highway 10. I {' 2 I I ~ The study area includes a number of distinct neighborhoods, businesses and government lands, The following is a summary of existing properties in the area by geographical location: Twin Cities Army Ammunition Plant (TCAAP): This is by far the single largest land use in the study area. The TCAAP site covers approximately 2,300 acres and extends I from Highway 96 to County Road I and from Highway 10 to Lexington A venue. The major accesses to the site are on Highway 96 at Snelling and Hamline Avenues and accesses off of Highway 10 and County Road H2. The site is anticipated to be I redeveloped entirely within the next twenty years. Future uses include commercial, retail, government, recreation/open space and a variety of housing. I Highway 10/96 Triangle: This group of properties is bound by Highway 10 on the east, Highway 96 on the south and Interstate 35W on the west. The properties include I approximately six single family homes, Scherer Bros. Lumber Company, the Big Ten Supper Club and the Arden Manor Mobile Home Park. Current access to the neighborhood is from one entrance on Highway 96 into the mobile home park and one I entrance on Highway 10 to a service road which parallels Highway 10, Scherer Bros. Lumber has a separate access onto Highway 10, The area is split by a Minnesota Commercial Rail Spur which crosses Highway 10 and enters the TCAAP site. I Gateway Business District(GBD): This group of properties includes several existing businesses with plans for significant business development around the southern end of . Round Lake. The GBD is served by Gateway Boulevard (a cui de sac) only which connects to Highway 96, The alignment of the connection of Gateway Boulevard to Highway 96 will be modified later in 1998 to provide greater separation from the I Interstate 35W access ramps. Round Lake Residences: This group of properties consists of residential units along Old I Highway 10 between Interstate 694 and Highway 96. The properties are generally single family units fronting Old Highway 10 with some multi-family located off of short cui de sacs near the southeast shore of Round Lake. The neighborhood has access to the south I and access to Highway 96 via Old Highway 10, North Heights Church Triangle: Two churches are situated in the southeast corner of I the Highway 96 and Highway 10 intersection. North Heights church is a regional church drawing members from several miles away, The facility can accommodate over 2,500 people and therefor generates a fair amount of traffic on Sundays and other special I occasions. The adjacent Ukrainian Orthodox church has a much smaller membership. Access is provided off of Highway 96 and Snelling Avenue. I Arden Hills Cit), Hall: The current city hall is located along the south side of Highway 96 just east of Keithson Drive, A new city hall is planned to be constructed on the north I side of Highway 96 between Hamline A venue and Lexington A venue. Access to Arden Hills City Hall is directly off of Highway 96. {' 3 I I Highway 96 Residential: This group of properties includes all city residents living either on Highway 96 or between Highway 96 and Interstate 694. This group of residents generally achieves access to major regional roadways by utilizing common routes and therefore is considered as a single interest group for the purposes of this study. The access to and from the north and northwest for this group is generally from Highway 96 I to Highway 10. Access to the south is either via Hamline A venue/Highway 5 I or Highway 96 to Interstate 35W, I Long Lake Regional Park: This park is located in New Brighton just west of the study area. Access to the park is via Highway 96 to Old Highway 8 in New Brighton. A goal I of the Arden Hills Park and Recreation Department is to provide a safe, direct pedestrianlbicycle access to Long Lake Regional Park for citizens of Arden Hills. Currently, the park is not accessible by trail. I Mounds View High School: This school is located along County Road F west of Old Highway 10. A major access route to the school from the Highway 96 Residential I Neighborhood includes Old Highway 10 and Highway 96. 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Z I I - l/) --I -< I ..' 0 i - --I -,...., P- ' I ,D, ( ....., If) i OJ - -i ~ --< Tavo~ I. 0 "" . i --I 0 C - ALNnOO < II ZOO --' M31A3tJOHS .:JO AlIJ ~ INl/) --<ZO , i i ___________,___, ,______, '______ __ _ '___________________._.".._..".___,,_.,_____,_ ,____,_,_~ ,_,_,__.~,___.. 'ii_' " . __,____,,___,___,_. ___,____,____. ----- - - -- ---------------- I ~ REGIONAL TRAFFIC MODEL Forecast Conditions I In order to develop traffic forecasts for the study area, it was assumed that the TCAAP site and the Highway 10/96 Triangle would be redeveloped. Input from City staff and a review of the traffic study completed for the TCAAP site by Short Elliot and Hendrickson, Inc. was considered I in developing anticipated trip generation for the TCAAP and Highway 96/10 sites. The model assumes a total of 102,000 trips would be generated from the sites daily. During the PM peak hour, approximately 11,000 trips would be generated from the sites, These trips were distributed I and assigned to the surrounding road network based on the distribution from the Twin Cities Regional Travel Model. The site-generated traffic was added to the existing ADT counts to develop the traffic forecasts. Forecasts were developed for three scenarios with each scenario I having different road network access assumptions. The three scenarios are described below. Future Road Network Overview I In order to adequately model the key intersections in the study area, BRW developed a concept arterial roadway network which is assumed to be in place at the time of full redevelopment of the I TCAAP site and the Highway 10/96 Triangle. The concept roadway network includes the "TeAAP Road" within the TCAAP site beginning at Hamline A venue and running west parallel to Highway 96 and curving north to parallel Highway 10 and Interstate 35W and terminating at II County Road 1. TCAAP Road includes major intersections with Hamline Avenue, Snelling Avenue (extended to north), County Road H2 (extended to east) and Gateway Boulevard. The model assumes that Gateway Boulevard would be extended across Highway 96 at the time of I redevelopment of the Highway 10/96 Triangle and would gradually curve northeastward crossing Highway 10 and intersecting with TCAAP Road. I The Average Daily Traffic on arterial road segments in the study area was calculated for three future scenarios of varying access. In addition, the function of three main intersections in the study area was analyzed. The tluee intersections included are the Highway lO/Gateway I Boulevard intersection, Highway 96/Highway 10 intersection, and the Highway 96/Gateway Boulevard intersection. For the purposes of the study, all intersections were modeled as at-grade I intersections to determine whether or not they could function in that capacity (unless no access is assumed). Separated grade interchanges can be assumed to perform more efficiently than the at- grade intersections. Exhibit 3 illustrates the geometry of the future road network utilized in the I traffic model and provides summaries of ADT volumes anticipated on various segments in the study area, Tables I and 2 summarize turning movements and intersection function for the three intersections studied in scenarios 1,2 and 3. I Existing Condition: The 1996 average daily traffic (ADT) for existing arterial roadways in the study area was input into the model to create a baseline condition. PM Peak Hour turning I movements were also input for three key intersections, The level of service at the three existing r 5 I I ~ intersections is summarized below. The Highway 96/Highway 10 intersection under existing conditions functions at a Level Of Service F during the PM Peak Hour. I Separate analysis of the Highway 96/Gateway Boulevard intersection indicates that the intersection functions at an acceptable level of service today, however the intersection will require a signal in the near future to accommodate the development of the Gateway Business I Park, I The existing accesses along Highway 10 north of Highway 96 currently do not function as a. single intersection and therefore were not evaluated in the existing condition. I FORECAST SCENARIOS Scenario 1: At-Grade Intersections at I Highway 10 & Highway 96; Gateway Boulevard & Highway 96; Gateway Boulevard & Highway 10 I Traffic Movement/Access Provided This scenario would maintain full access in all directions for traffic on Highway 96 as well as . traffic entering the City on Trunk Highway 10. Access to the redeveloped TCAAP site and the redeveloped Highway 10/96 Triangle would be tIuough Hamline Avenue, Snelling Avenue, Gateway Boulevard, County Road H2 and County Road 1. All future scenarios assume that one I at grade intersection (or crossing) would replace the multiple existing entrances onto TH 10 north of Highway 96. I The proposed intersection ofTH 10 and Highway 96 would include dual left-tum lanes on the southbound TH 10 approach to accommodate 336 peak hour left turns. Single left turn lanes would be provided on all other legs. Free right turn lanes would be provided for TH 10 traffic I onto Highway 96 from both north and south approaches. Dual left tum lanes would be required for eastbound Highway 96 to northbound Gateway Boulevard to accommodate 443 peak hour left turns, The analysis indicates a high number of right tum movements for southbound I Gateway Boulevard to westbound Highway 96 which may require free right tum access or multiple turn lanes, Dual left turn lanes would be required for southbound Highway 10 to eastbound Gateway Boulevard to accommodate 790 peak hour left turns. I Old Highway 10 would be realigned to run parallel between Highway 96 and Round Lake connecting to Gateway Boulevard west of Round Lake. The relocation of the Old Highway 10 I access is necessary to provide the minimum desirable separation between full access intersections along Highway 96, This scenario requires that the alignment of Highway 96 be I shifted north from its current location in order to accommodate the frontage road without any additional impacts to Round Lake. r 6 I I ~ Scenario 1 would provide a high level of access for Arden Hills residents and businesses, It should be pointed out that the quality of the access would be extremely low during peak periods, Calculated PM peak hour levels of service are summarized below for the three main intersections: I a. Highway 96/Highway 10 Intersection: LOS = F* b. Gateway Boulevard/Highway 10 Intersection: LOS = F* c. Gateway Boulevard/Highway 96 Intersection: LOS = C I *In order to improve the Peak Hour LOS on Highway 10, a six-lane highway would be needed, I Scenario 2: At-Grade Intersections at Gateway Boulevard & Highway 96; I Gateway Boulevard & Highway 10 No Access between Highway 96 & Highway 10 I Traffic Movement/Access Provided This scenario would provide reasonable access for traffic on Highway 96 although the large I volume of traffic headed to north Interstate 35W or future Highway 610 (and reverse traffic) will need to access Interstate 35W at the new Highway 96/I 35W interchange west of Round Lake. An alternative route would require traveling through the TCAAP site and entering Highway 10 .. at the proposed intersection of Gateway Boulevard. Access to the redeveloped TCAAP site and the redeveloped Highway 10/96 Triangle would be through Hamline Avenue, Snelling Avenue, Gateway Boulevard, County Road H2 and County Road I identical to Scenario 1. I The proposed intersection of Gateway Boulevard and Highway 96 would include dual left-turn lanes on the eastbound Highway 96 approach to accommodate 443 peak hour left turns. The I analysis indicates a high number of right turn movements for southbound Gateway Boulevard to westbound Highway 96 which may require free right turn access or multiple turn lanes. The proposed intersection of Highway 10 and Gateway Boulevard would include dual left-turn lanes I on the southbound Highway 10 approach to accommodate 790 peak hour left turns. Single left and right turn lanes would be provided on all other legs of these two intersections. I Old Highway 10 would intersect with Highway 96 in approximately the same area as today since spacing conflicts between the Highway 96/Highway 10 intersection would not exist. Consequently this scenario would allow Highway 96 to remain in its current alignment between I Highway 10 and Interstate 35W. Scenario 2 would provide an adequate however slightly lower range of access for Arden Hills I residents and businesses than that provided in Scenario 1. It should be pointed out that during peak times the quality of the access would be significantly better at the two functioning intersections than in Scenario 1. Calculated PM peak hour levels of service are summarized I below for the two main intersections: r 7 I I ~ a. Gateway BoulevardJHighway 10 Intersection: LOS = F b. Gateway BoulevardJHighway 96 Intersection: LOS = C Scenario 3: At-Grade Intersections at Gateway Boulevard & Highway 96; I No Access between Highway 96 & Highway 10 Gateway Boulevard & Highway 10 I Traffic Movement/Access Provided I This scenario would provide the same level of access for traffic on Highway 96 as Scenario 2 however the access between Gateway Boulevard and Highway 10 would be removed in this scenario. The removal of the Highway 10/Gateway Boulevard intersection pushes large amounts I of traffic generated from the redeveloped TCAAP site onto Hamline Avenue, Gateway Boulevard and County Road H2 for access to the freeway system. Access to the redeveloped TCAAP site and the redeveloped Highway 10/96 Triangle would be through Hamline Avenue, I Snelling A venue, Gateway Boulevard, County Road H2 and County Road I. Highway 10 would not function as a feeder to the TCAAP site under this scenario and only tIuough traffic between I 35W and I 694 would be served by Highway 10 under Scenario 3. I The proposed intersection of Gateway Boulevard and Highway 96 would include dual left-twn lanes on the eastbound Highway 96 approach to accommodate 460 peak hour left twns. The . analysis indicates a high number of right twn movements for southbound Gateway Boulevard to westbound Highway 96 which may require free right turn access or multiple turn lanes. Single left and right turn lanes would be provided on the other legs ofthe intersection. I This scenario would also allow Highway 96 to remain in its current alignment between Highway 10 and Interstate 35W since no access would be provided at Highway 10, I Scenario 3 would provide the least range of access for Arden Hills residents and businesses of the three scenarios considered. In addition, the quality of the access during peak periods at the I one functioning intersection would be less than its function in Scenario 2. Calculated PM Peak Hour levels of service are summarized below for the one intersection: I a. Gateway BoulevardJHighway 96 Intersection: LOS = D SUMMARY OF TRAFFIC MODEL RESULTS I * Highway 96/Highway 10 intersection will operate at LOS F unless grade separated or I Highway 10 is increased to six through lanes in width. * If Highway 96 and Highway 10 are grade separated with no access, there are properties I in the Highway 96/1 0 Triangle which would not have acceptable access to points south and west via Interstate 35W. , 8 I I Ie * Acceptable access in the study area can be provided in the future (coincident with redevelopment) by construction of a secondary road system on the TCAAP site and an I grade-separated interchange at Highway 10 and Gateway Boulevard and no access at Highway 10 and Highway 96. I * Without access at Gateway Boulevard and Highway 10, Hamline Avenue and the County Road H2 Interchange will experience a significant increase in traffic. 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The traffic model assumed the Highway 96/Highway 10 intersection either had full at-grade access in all directions (scenario 1) or a separated grade crossing with no access between the two roadways (scenarios 2 and 3). In this section, we will evaluate four layouts for I the intersection; At-Grade Signalized, Separated Grade-North Access, and Separated Grade- North and South Access and Separated Grade-No Access. I In order to provide a minimum level of access for properties in the Highway 96/Highway 10 Triangle and existing TCAAP entrances, access between Highway 96 and Highway 10 to the north must be maintained. Access between these districts and points south and west via I Interstate 35W must utilize Highway 96 and Highway 10. At the time of redevelopment ofthe Highway 96/10 Triangle and TCAAP, the benefits of providing access between Highway 96 and Highway 10 become less apparent. I Layout #1: At -Grade Signalized I The proposed intersection configuration for this layout is similar to the existing configuration with the exception of free right turn lanes for westbound Highway 96 to northbound Highway 10 traffic and eastbound Highway 96 to southbound Highway 10 traffic. In the interests of . maximizing the efficiency and safety of Highway 96, the intersection of Old Highway 10 and Highway 96 would be relocated to avoid conflict with the Highway 10 intersection. I Old Highway 10 would be realigned to run parallel between Highway 96 and Round Lake connecting to Gateway Boulevard west of Round Lake. In order to provide space for Old Highway 10 without impacting Round Lake, the alignment of Highway 96 be shifted north from I its current location. Shifting the Highway 96 alignment north will cause additional impacts to the Arden Manor Mobile Home Park. I Layout #2: Separated Grade-North Access I The proposed intersection configuration for this layout includes bridging Highway 10 over Highway 96 with access ramps from Highway 96 to Highway 10 northbound and from Highway 10 southbound to Highway 96. The general grade of Highway 10 would remain close to its I existing grade while Highway 96 would be reconstructed to pass approximately 23 feet below Highway 10. No access would be provided from Highway 96 to Highway 10 southbound or from Highway 10 northbound to Highway 96. Old Highway 10 would be realigned slightly in I order to intersect Highway 96 opposite the Highway 10 off ramp. The ramp intersection west of the Highway 10 bridge would be signalized to provide for the large number of vehicles turning left onto Highway 96 and left turning vehicles from Highway 96 to Old Highway 10. It is not I anticipated that the ramp intersection east of Highway 96 would warrant a signal at this time. f 10 I I I. This layout does not require a frontage road along the north side of Round Lake therefor Highway 96 impacts to the Arden Manor Mobile Home Park should be minimal. Property will I need to be acquired from the TCAAP site and private owners in the northwest quadrant of the intersection to accommodate the ramps. Some acquisition of residential property along the northeast shore of Round Lake would also be required in order to improve the roadway I geometries of Old Highway 10. Layout #3: Separated Grade - North and South Access I The proposed intersection configuration for this layout includes bridging Highway 10 over Highway 96 with access ramps from Highway 96 to Highway 10 northbound and from Highway I 10 southbound to Highway 96. The general grade of Highway 10 would remain close to its existing grade while Highway 96 would be reconstructed to pass approximately 23 feet below I Highway 10. In addition to the two access ramps provided in layout #2, access ramps would be provided from Highway 96 to Highway 10 southbound and from Highway 10 northbound to Highway 96. The ramp intersection west of the Highway 10 bridge would be signalized to I provide for the large number of vehicles turning left onto Highway 96. It is not anticipated that the ramp intersection east of Highway 96 would warrant a signal at this time. I This layout would also require the rerouting of Old Highway 10 to avoid conflicts with the on- ramp to Highway 10 southbound. Old Highway 10 would be realigned to run parallel between Highway 96 and Round Lake connecting to Gateway Boulevard west of Round Lake similar to . Layout # I however the alignment of the on-ramp would require reconstruction of Old Highway 10 to a point several hundred feet south of Highway 96. This layout would require a significant amount of property acquisition of the residential properties along the northeast shore of Round I Lake as well as the Arden Manor Mobile Home Park. Property will need to be acquired from North Heights Church in the southeast quadrant of the intersection and from property owners in the northwest quadrant of the interchange. I Layout #4: Separated Grade - No Access I The proposed intersection configuration for this layout includes bridging Highway 10 over Highway 96 with no access ramps between Highway 96 and Highway 10. The general grade of Highway 10 would remain close to its existing grade while Highway 96 would be reconstructed I to pass approximately 23 feet below Highway 10. Old Highway 10 would be realigned slightly in order to intersect Highway 96 west of the bridge. I This layout does not require a frontage road along the north side of Round Lake therefor Highway 96 impacts to the Arden Manor Mobile Home Park would be limited to 4 or six units. Some acquisition of residential property along the northeast shore of Round Lake would also be I required in order to improve the roadway geometries of Old Highway 10. I This layout would preclude the Highway 96/10 Triangle and TCAAP from access to points south via I 35W and is not considered a possibility in the short term. Upon redevelopment of TCAAP and the Highway 96/1 0 Triangle, the removal of north ramps should be considered as a means to f improve the function of the Gateway BoulevardlHighway 10 intersection/interchange. I 11 I .. Other Issues/Considerations I Pedestrian Movements/Access I Layout #1, the at-grade signalized intersection would include pedestrian crosswalks at the right turn ramp from Highway 10 to Highway 96 and across Highway 10 mainline. The mainline crossing would include "walk" indicators with push buttons on both sides. The crosswalk could I be aligned to utilize the center median to allow pedestrians a sanctuary however it is generally not good design practice to promote pedestrian "layovers" in medians of roadways, especially highways. The trail would continue on to the west between the proposed frontage road and I Highway 96. Although Layout # I does allow for pedestrian movements across Highway 10, it does not I provide very desirable conditions for the pedestrian, especially recreational users. The crosswalk at Highway 10 would be over 150 feet long and require the average person approximately 35-45 seconds to cross safely. The speeds of vehicles on Highway 10 routinely I exceed 55 mph which is intimidating to pedestrians and potentially dangerous for children who may not be able to correctly gauge vehicle speeds. The pedestrian trail alignment west of Highway 10 would be located between the proposed frontage road and Highway 96 which would I not provide very desirable escape routes for trail users as well as isolating the trail from Round Lake and consequently limiting the appeal of the trail to recreational users. . Layouts #2 and #4 would include adequate bridge length to provide for the continuation of the Highway 96 Regional Trail under Highway 10. Layout #2 would include a relatively short signalized crossing of Old Highway lOon the west side of the Highway 10 bridge. The trail I would continue along the south side of Highway 96 adjacent to Round Lake. Layout #3 would also provide for the pedestrian trail underpass of Highway 10. The trail would I cross an uncontrolled off-ramp from Highway 10 to Highway 96 on the east side of the bridge and a signalized on-ramp on the west side of the bridge. The trail would then continue west between the Old Highway 10 extension and Highway 96 similar to Layout # I. I The grade separation of Highway 10 and Highway 96 presents an excellent opportunity to extend I the regional trail across Highway 10 safely and efficiently with minimal costs. A pedestrian bridge or tunnel of a similar scope would likely cost in the range of $500,000.00. I Gateway Boulevard Alignment The alignment and location of the Gateway Boulevard intersection with Highway 96 is I dependent upon whether or not Old Highway 10 is extended along the north shore of Round Lake. In Layouts #1 and #3 which include the Old Highway] 0 extension, the Gateway Boulevard intersection is located approximately 950 feet east of the proposed I 35W bridge. In I layouts #2 and #4 the intersection would be located approximately 200 feet further east providing an 1150 foot separation from the I 35W interchange. {' 12 I I I. Existing Highway 10 Accesses Currently there are four accesses onto Highway 10 north of the Highway 96 interchange. The I first access is a right-in, right-out only design and is located approximately 500 feet north of Highway 96 along the northbound segment of Highway 10. The access serves the TCAAP site I however, it has not been used recently and based upon discussions with Mike Fix representing TCAAP, the Army would not object to eliminating this access. In order to construct the access ramps for layouts #2 and #3, this TCAAP access would need to be removed. -I The next access is a full crossing of Highway 10 which serves TCAAP, the Big Ten Supper I Club, Arden Manor Mobile Home Park and several single family homes. This access would need to remain until the Highway 96/10 Triangle and TCAAP are redeveloped. This access is located approximately where the traffic model assumes that the future Gateway Boulevard I intersection/interchange would be located. The next access is a full crossing of Highway 10 which serves Scherer Bros. Lumber Company I and the TCAAP site. This access needs to remain in place until the Scherer Bros. property redevelops unless a connection could be made to the access directly south. Mike Fix of TCAAP has indicated that the TCAAP site would not object to closing this access. Any frontage road I connection to the south would need to cross the Minnesota Commercial Railroad spur line which currently runs between the Scherer Bros. property and Arden Manor. . The final access is a full crossing of Highway 10 which serves the TCAAP site only. Mike Fix has indicated that this access needs to remain as long as the TCAAP site is operational. I Gateway Business District Access The Gateway Business District GBD is located along the western side of Round Lake between I Highway 96 and Interstate 694. The district includes several existing commercial businesses with the imminent development of several hundred thousand square feet of office/warehouse and office space planned in the near future. The GBD is served by West Round Lake Road off of I Highway 96. Access to and from the GBD from the north, south and west is generally served by Interstate 35W. Access to and from the GBD from the east (including St. Paul) is served by Interstate 694, Highway 10 and Highway 96. I Based upon the Twin Cities Regional Travel Model, it is anticipated that approximately 35% of workers and customers visiting the GBD will originate from or depart to the east. This equates I to approximately 900 round trips per day after full build out of the GBD. In layouts #2 and #4, no access is provided from Highway 96 eastbound onto Highway 10 southbound which will reduce the convenience of some of the people headed to points east. The loss of the "south I ramps" for trips arriving at GBD from the east is less significant since travelers can follow Interstate 694 to Interstate 35W northbound and exit with free right turns at Highway 96 and I Gateway Boulevard. It is likely that a large percentage of trips arriving at GBD from the east today utilize Interstate 35W in lieu of Highway 10 to avoid left turns at Highway 96 and {' Gateway Boulevard. 13 I I I. Storm Drainage The originally proposed storm drainage system for the reconstruction of Highway 96 included a I regional storm water pond to be constructed adjacent to the northwest shore of Round Lake. This concept would require trunk sewer along Highway 96 from approximately Keithson Drive I to the proposed ponding site. The conceptual storm drainage plan works for Layout #1, the at- grade intersection, however significant modifications to the concept plan may need to be made to accommodate the proposed bridge in Layouts #2, #3 and #4. I In the bridge alternatives, Highway 96 is lowered significantly creating a relatively flat profile I grade which in turn causes difficulties in conveying large volumes of storm water over long distances. In addition, an existing 60 inch diameter storm sewer outfall from the TCAAP site crosses Highway 96 just west ofthe proposed bridge and drains into Round Lake. The original I plan allowed for clearance of the Highway 96 storm sewer over the TCAAP outfall line, however with the lower profile of Highway 96 required for the bridge crossing, the two storm sewers intersect each other. I For these reasons, it is likely that a regional storm water pond (for Highway 96 drainage) will need to be constructed in the vicinity of the Highway 10 and Highway 96 interchange in layouts I #2, #3 and #4. The preferred location of the pond would be in the southwest or southeast quadrant of the interchange however other quadrants may be feasible as well. The pond would require approximately 0.5 to 0.75 acres ofland depending on adjacent slopes. . Ramp Metering/HOV I Based upon discussions with Bob Brown ofMnDOT State Aid, it is unlikely that the north access ramps for the Highway 96/Highway 10 interchange would be required to be metered or include HOV facilities. These ramps would be considered "temporary" in that upon I redevelopment of the TCAAP site, a new interchange at Gateway Boulevard would be constructed and the north ramps removed from Highway 96. If ramps were built to the south, they would be viewed as permanent facilities and likely would be considered for metering and or I HOV provisions by MnDOT. TCAAP Property Acquisition I We anticipate that the process to acquire property from the federally owned TCAAP site will require over two years. Mike Fix from TCAAP has been shown preliminary drawings of the I proposed access ramp in the northeast quadrant ofthe intersection. Mr. Fix stated that he had no objection with the alignment and taking of property but warned that it may be difficult to acquire the necessary area in time to construct the roadway in 1999 or 2000. I If the council decides to proceed with layout #2 or layout #3, immediate coordination with the I U.S. Army will be necessary to begin the process of acquisition. A possible alternative to impacting the TCAAP property would be to construct a loop in the southeast quadrant of the f 14 I I ~ intersection, in the North Heights Church property to allow for access to northbound Highway 10 from Highway 96. This alternative could be explored further if negotiations with the U.S. Army do not proceed on schedule. I I I I I I . I I I I I I I l' 15 I I I Project Budget Costs ,- Budget level construction costs have been estimated in order to provide a relative comparison between each of the four layouts described in the report. The estimated costs only address major I project items such as signal systems, turn lane construction, roadway/frontage road extensions, access ramps, retaining walls. Costs for the through lane construction of Highway 96 have not been included since they would be the same in all layouts. Costs for other standard items I including lighting, storm drainage and traffic control have not been included for the same reason as the mainline. The costs associated with bridge construction on Highway 10 would be nearly identical for layouts #2, #3, and #4 and have not been included in the comparison. I The following is a summary of comparison costs for each of the four layouts. Further breakdowns of the costs are included in the appendix. I Layout #1: At-Grade Intersection Estimated Budget Comparison Cost $710,000.00 I Layout #2: Grade Separated Interchange, North Access I Estimated Budget Comparison Cost $747,250.00 -- Layout #3: Grade Separated Interchange, North and South Access Estimated Budget Comparison Cost $1,498,500.00 I Layout #4: Grade Separated Interchange, No Access Estimated Budget Comparison Cost $305,000.00 I I I I I I , 16 I I ~ Property Acquisition Summary The following is a listing of the anticipated amount of property acquisition required for the four layouts considered in this report. The impacted parcels and areas noted are based upon the I preliminary layouts in the report and are intended for comparison purposes only. Final acquisition areas will be determined upon the completion of final design plans. I Layout #1: At Grade Intersection: Total Number of Parcels Impacted: I Impact to Arden Manor Mobile Home Park: 11 - 19 Homes I Layout #2: Grade Separated Interchange, North Access Total Number of Parcels Impacted: 6 I Total Number/Area of Full Acquisition Parcels: 4/96,500 SF Impact to Arden Manor Mobile Home Park: 6 - 11 Homes Acquisition from TCAAP Site: 200,000 SF I Layout #3 Grade Separated Interchange, North and South Access Total Number of Parcels Impacted: 13 I Total Number/Area of Full Acquisition Parcels: 10/253,740 SF Impact to Arden Manor Mobile Home Park: 11 - 19 Homes Acquisition from TCAAP Site: 200,000 SF . Acquisition from North Heights Church: 25,000 SF Layout #4 Grade Separated Interchange, No Access I Total Number of Parcels Impacted: " ~ Total Number/Area of Full Acquisition Parcels: 3/79,105 SF I I I I I I I' 17 I I ~ Summary This report has presented the results of various analyses performed around the intersection of Highway 96 and Highway lOin order to provide the Council with the information necessary to I select the best fit design of the intersection for Arden Hills. The traffic analyses indicates that the current intersection functions poorly at PM Peak Hours and will continue to decline unless the intersection is grade separated or Highway 10 is expanded to six through lanes. The I traffic model also indicated that a key access point to a redeveloped TCAAP site would need to be located along Highway 10 between Highway 96 and Interstate 35W. The Highway 96 and Highway 10 intersection is limited in the role it can play relative to future. access to the TCAAP I site. Four basic alternative layouts were considered for the Highway 10 and Highway 961nterchange. I All four are constructab1e but have widely varying implications relative to cost, private property, safety, access and adaptability for the future. Layout #1 maintains the full access at-grade intersection and extends Old Highway 10 across Round Lake to Gateway Boulevard. Layout #2 I and layout #3 provide improvement to traffic operations for today and into the future while providing access for businesses and residents in the Highway 96/10 Triangle and the TCAAP site as well as other City residents. Layout #4 represents a possible future condition where the I north access ramps have been removed to allow for a new full access interchange on Highway 10 serving a redeveloped TCAAP site and Highway 96/1 0 Triangle. Layout #4 could be constructed today but would pose serious access hardships on the Highway 96/1 0 Triangle . properties and TCAAP operations. Budget cost estimates and property acquisition estimates have been provided to assist with I comparing the relative merits of the alternatives. Several other considerations have been discussed as well including pedestrian access, implications to the alignment of gateway boulevard, gateway business district access and storm drainage which are affected greatly by the I various alternatives. I I I I I l' 18 I I ~ I APPENDIX A I BUDGET CONSTRUCTION COST ESTIMATES I I I I . I I I I I I I f 19 I I ~ Highway 96/Highway 10 Interchange Configuration Budget Cost Estimate I Layout #1: At-Grade Signalized Intersection Unit Total I Item No. Description Unit Ouantity Price Amount 1 Signal System LS 1.00 $150,000.00 $150,000.00 I 2 Turn Lane Construction LF 2800.00 $75.00 $210,000.00 I 3 Old Hwy 10 Extension LF 1400.00 $250.00 $350,000.00 I Total Budget Comparison Cost $710,000.00 I . I I I I I I I l' I I ~ Highway 96/Highway 10 Interchange Configuration Budget Cost Estimate I Layout #2: Grade Separated-North Access Unit Total I Item No, DescriDtion Unit Ouantitv Price Amount 1 Signal System LS LOO $100,000.00 $100,000.00 I 2 Turn Lane Construction LF 1560.00 $75.00 $117 ,000.00 I 3 Access Ramps LF 3250.00 $125.00 $406,250.00 I 4 Old Hwy 10 Realignment LF 900.00 $250.00 $225,000.00 5 Retaining Wall SF 5800.00 $20.00 $116,000.00 I . Total Budget Comparison Cost $747,250.00 I I I I I I I f I I I. I Highway 96/Highway 10 Interchange Configuration Budget Cost Estimate I Layout #3: Separated Grade-North and South Access Unit Total I Item No. DescriDtion Unit Ouantity Price Amount 1 Signal System LS 1.00 $100,000.00 . $100,000.00 I 2 Turn Lane Construction LF 1560.00 $75.00 $117,000.00 I 3 Access Ramps LF 6500.00 $125.00 $812.500.00 I 4 Old Hwy 10 Extension LF 2200.00 $250.00 $550,000.00 5 Retaining Wall SF 6800.00 $20.00 $136,000.00 I . Total Budget Comparison Cost $1,498,500.00 I I I I I I I {' I I ~ Highway 96JHighway 10 Interchange Configuration Budget Cost Estimate I Layout #4: Separated Grade. No Access Unit Total I Item No. DescriDtion Unit Quantitv Price Amount 1 Turn Lane Construction LF 800.00 $75.00 $60.000.00 I 2 Old Hwy 10 Realignment LF 900.00 $250.00 $225.000.00 I 3 Retaining Wall SF 1000.00 $20.00 $20,000.00 I Total Budget Comparison Cost $305,000.00 I . I I I I I I I l' I - - CITY OF ARDEN HILLS . MEMORANDUM DATE: March 12, 1998 TO: Brian Fritsinger, City Administrator FROM: Terrance Post, City Accountant ffij;) SUBJECT: Interest Rate on Unpaid Assessment Balances Backerollnd At the February 23, 1998 Council meeting, Council directed staff to report and recommend on the use ofa specific interest rate factor for the 1998 Street Improvement assessments for the March 16, 1998 Council Worksession. An eight percent (8%) interest factor has been used each year since the adoption of the Assessment Policy in November, 1990. Statutory/Policy Direction Minnesota Statutes 429.061 "Assessment Procedure"; Subdivision 2, "Adoption: Interest" . provides only limited guidance with respect to interest rates by stating, "All assessments shall bear interest at such rate as the resolution determines." The City of Arden Hills' Assessment Policy deals with this subject on page 6; "Interest Rate on Unpaid Balance" by stating that it shall be calculated based upon the cost of financing over the life of the assessment, plus any associated overhead costs." The policy presumes such projects will be externally financed and is silent on providing direction on internally financed projects. Use 0(8% Interest Factor When the Assessment Policy was being discussed for adoption in 1990, yields on five year, seven year, and ten year Treasury Note securities were 8.37%, 8.52% and 8.55% respectively. Even though these rates would have been reasonable to assess in that year, the existence of an eight percent (8%) usury maximum at that time limited such application since the Assessment Policy specifically allows for up to a ten (10) year assessment period, The following historical data for average yields on ten year Treasury Note securities from the Federal Reserve are provided below: 1991 7,86% 1995 6.57% 1992 7,01% 1996 6.44% 1993 5.87% 1997 6.35% 1994 7.09% 1991 - 1997 Avg, 6.74% . Memorandum, Interest Rate on Unpaid Assessment Balances . Page Two March 12, 1998 Relationship to City's Investment Policy The City's Investment Policy allows a maximum investment instrument duration of five (5) years. Therefore, tying an assessment rate interest factor to Investment Portfolio performance is not appropriate. Current Investment Return for 10 Year Treasuries As of the end of February, ten year constant Treasury maturities were yielding approximately 5.65% (Source: Federal Reserve Statistical Release). Another comparative benchmark is the Development Agreement between the City of Arden Hills Economic Development Authority (EDA) and Developer Welsh Companies LLC, which calls for repayment to the PIR Fund for soil correction expenditures at a ten (10) year 6.5% rate. Recommendation Although future interest rate projections are by definition risky, it appears that the interest rate environment has been drifting down for the past several years and that the interest rate factor for assessment purposes should reflect this fact and not be held at a constant eight percent (8%). Specifically, I recommend that the assessment rate factor to be considered at the March 30, 1998 . Assessment Hearing be the Federal Reserve ten year constant maturity for the week ended Mareh 25, 1998, plus one percent (1.0%) with an upper cap at eight percent (8%) and a lower cap at six percent (6%). . CITY OF ARDEN HILLS . MEMORANDUM DATE: March 11, 1998 TO: Brian Fritsinger, City Administrator FROM: Terrance Post, City Accountant @ SUBJECT: 1998 PMP Reconstruction Assessment Rate Background As early as last fall, Council had expressed concern about the proposed reconstmction rate of $51.18 per assessable front foot when it received the engineer's Feasibility Study for 1998 street reconstruction and maintenance improvements. Throughout the next several months, the project scope was reduced, and overhead assumptions lowered (i.e., from 32% to 26%). These actions resulted in a reduction of the proposed rate to $48.85. It is this rate that was used to generate proposed assessment amounts in the Assessment Public Hearing Notice letters mailed this week. The following table summarizes the current analysis of reconstruction activity: . Description Edgewater Fairview S1lllYl: Total/A. verage Number Parcels 28 23 14 65 Hard (Contractor) Cost* $188,687 $152,509 $112,451 $453,647 Assessable Footage 2189.18 2390.21 1190.00 5769.39 Hard CostIFoot $ 86.19 $ 63.81 S 94.50 S 78.63 Est. Overhead @ 26% 2241 .L6...5.2 2.4...5.1 2.Q.A4 Total Est. CostlFoot $ 10860 S ~$ 11907 $ 2.2.Q1 50% Assessment per Policy $ 5410 S :IQ.2.Q $ ~ S :l:2..i:1 *Less 50% of Stowe to City of New Brighton It should be noted that the 1998 hard costs per foot (i.e., $78.63/2 = $39.32) exceeds the 1997 assessment rate (hard cost + overhead) of$37.96 by 3.6% Iillu: The balance of this memorandum will explore alternative means of achieving an objective of reducing the reconstruction rate per foot, while maintaining the integrity of the existing Assessment Policy. . _______n___ Memorandum, 1998 PMP Reconstruction Assessment Rate . Page Two March II, 1998 ~lternative No.1 - Buydown Rate with Additional Revenue The turnback and later reconstruction of Stowe Avenue from New Brighton Road to Cleveland Avenue will result in an additional County Aid revenue source of approximately $50,000. Assuming this funding is used to net overhead costs of the 1998 projects, the assessment rate could be reduced to approximately $45.20 as shown below: Total Hard Costs $453,647 Overhead at 26% $117,948 Less: County Aid ('iO 0001 Net Overhead 67,948 Total Alt. No. I Costs $521 59'i Total Footage 5769.23 Total Cost Per Foot $ 9041 Assessable Cost Per Foot $ 45 20 The impact of this alternative would be to reduce total reconstruction assessments from an "Assessment Hearing Notice" level of$281,835 to $260,776, a reduction of$21,059, or 7.5%. While reducing the assessment rate 8.8%, this alternative still results in a rate increase of 19.1 % . over 1997, and an average assessment ($45.20 x 5769.39' -7- 65 = 54,011.95) that is 3.93% ($4,011.83/$102,195) of average market value. Alternative No.2 - Cap Assessment at a J.5% ofFMV Maximum) This alternative would result in a significant number of assessment reductions due to constant costs ($49.54) and the relative lower mean valuations of properties on two (Edgewater and Stowe) of the three streets. Specifically, the impact of this approach would be to reduce total reconstruction assessments from an "Assessment Hearing Notice" level of$281,835 to $225,222 - a reduction of556,613 or 20.1 %. The average derived rate would be $39.04 ($225,222/5,769.39), although the rate would vary by property because of the valuation and assessable footage mix. I believe the "fairness" issue would be a discussion point with variable assessment rates. Alternative No.:I - Greater Use of SWM Funds Utilize the City's Surface Water Management (SWM) Utility more fully than has been done in previous years. Specifically, remove all surface water related hard costs from the assessable pool. Property owners would then be left with only paying for street pavement and base related project costs. . . Memorandum, 1998 PMP Reconstruction Assessment Rate Page Three March 11, 1998 The following table shows the impact of this alternative: SWM Non-SWM In.tal Hard Costs $113,705 $339,942 5453,647 Overhead @ 26% 29 563 88,385 117948 Total Costs $143268 $478327 S57 I 595 Assessable Costs N/A $214,164 Assessable Footage 5769.39 Rate Per Foot $ 371? This approach would reduce total reconstruction assessments from an "Assessment Hearing Notice" level of$28l,835 to $214,160 - a reduction of$67,675 or 24%; with all of the reduction being absorbed by the SWM utility. The downside to this approach is a policy deviation from previous years and the use of . approximately 85% of the SWM revenue stream for this purpose. Conclusion Although there are many more alternatives or hybrids of the above, I believe the alternatives outlined above can adequately frame the discussion for the Council Worksession on March 16, 1998. . . , I , I I I // / I I I i , / / , .1 I / I , ! / i / h , / , I \ , , , , \ , \ 1 I \ i \ I , , I, I '220 ~ i , I , I I I I ! I X- U/'IUS U;fL (I/(Ct/H!,7)f)y'CE s Arden Hills . ~ St\NDEEN ROAD Assessment Parcels N 100 a 100 200 Feet - - . i i , . I I I , I I i I I I I i I I i I I I II , ! I '* W/v.$uiTL GJ<Cuf15TANtES Arden Hills ~ Edgewater Ave. . Stowe Ave. N Assessment Parcels 200 0 200 400 Feet . . I ~, i Y ! , \ I ~CO ~ . d. "F" 4011 4001 . 3991 3983 . 758* ai 3974 3975 ~ 3: ! 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McCombs Frank Roos Associates (l\IFRA) is w-orking with the City to update the Comprehensive Plan. l\leg l\Icl\lonigal, Kathleen O'Connell and Marc Weigle will be facilitating the work session. Pu rpose: To review and consider the proposed goals and policies, which establish the framework for the Comprehensive Plan. Agenda: 1. Background/Process for Updating Plan - Presentation by iVIFRA 2. Small Group Discussion - Review Draft Overall Goals and Policies 3. Reports from Small Groups 4. Summary and l'\ext Steps 5. Adjourn . \f,:;,-\-ec\ 3/\\ I 'i){@ , PHONE: 16121 633-5676 . FAX 16121 633-7839 CITY OF ARDEN HILLS . 1450 WEST HIGHWAY 96 ARDEN HILLS, MN 55112-5794 ARDEN HILLS CITY COUNCIL CITY COUNCILIDEPARTMENT HEAD RETREAT RADISSON HOTEL AND CONFERENCE CENTER 3131 CAMPUS DRIVE PLYMOUTH, MN FRIDAY, MARCH 13 AND SATURDAY, MARCH 14, 1998 THE CITY COUNCIL . WILL BE MEETING WITH ITS DEPARTMENT HEADS BEGINNING AT 9:00 A.M. ON FRIDAY, MARCH 13, 1998 AND ENDING AT APPROXIMATELY 12:00 P.M., SATURDAY, MARCH 14, 1998 Posted: 3/ (; /1~ CClRamsey County Library . PHONE: [6121 633-5676 . FAX 16121 633-7839