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HomeMy WebLinkAbout02.09.15 Work Session Packet City of Farmington Mission Statement 430 Third Street Through teamwork and cooperation, Farmington,MN 55024 the City of Farmington provides quality services that preserve our proud past and foster a promising future. AGENDA CITY COUNCIL WORKSHOP February 9, 2015 6:30 PM Farmington City Hall 1. CALL TO ORDER 2. APPROVE AGENDA 3. DISCUSSION ITEMS (a) Draft Financial Plan Information (b) 195th Street Project Update (c) 195th Street Financing and Debt Management Opportunities (d) 2016 Trunk Highway 3 Project Update (e) Flagstaff Avenue-179th Street Intersection Traffic Control Study (f) Parking Restriction Request-Spruce Street 4. CITY ADMINISTRATOR UPDATE (a) Calendar of Events (b) Miscellaneous Update Items 5. ADJOURN esti City of Farmington 430 Third Street . « Farmington, Minnesota 4i— 41 651.280.6800 -Fax 651.280.6899 ' ,. �4' www.ci.farmington.mn.us ,,►ate www.c � TO: Mayor, Councilmembers and City Administrator FROM: David J. McKnight, City Administrator SUBJECT: Draft Financial Plan Information DATE: February 9, 2015 INTRODUCTION Over the past few years the city council and city staff have spent significant time working on different aspects of the city's financial health. This work has included the development of a capital improvement plan(CIP), fmancial goals, short and long term debt reviews, etc. The goal of this financial plan is to gather all of this information into one comprehensive document that looks at the fmancial future of the city. DISCUSSION The city council has held budget discussions related to a number of topics over the past three to four years. Significant progress has been made in all of the funds to improve the fmancial health of the city. Results of this work have been shown in the General Fund with a year round positive balance in 2014. Education has been provided to the city council on the status of the debt service fund and the work that still needs to be done to have our bonded debt adequately financed at the 105%level. Plans have also been put in place to fund items such as seal coating,trail maintenance and building maintenance. The city council is well aware of the amount of debt the city has issued over the past ten years and the amount of debt service that is still on the books. This is a significant issue in Farmington and one that will take time to resolve. The city currently has approximately $35 million in outstanding debt. Over the past four years the city council has also spent significant time with staff discussing the creation of the street project and city equipment CIP. The city council issued CIP bonds in 2013 to pay for the costs of the Akin Park Estates project that occurred in 2014. Upon completion of the Akin Park Estates project, sufficient funds remained for the Henderson Addition project that will occur in 2015. Those bonds were structured to be paid back over a six year time period in a laddered approach where the amount of principal and interest due each year increases. This matched the stepped levy increases that were originally anticipated in the CIP prior to the institution of levy limits for 2014. In addition, in 2014 the city council changed city policy to move away from assessments on projects included in the city CIP. City staff has taken the time to try and start to put all of this information together for your review, comment, guidance and direction as we begin to prepare the 2016/2017 budget and development of more significant financial planning for the future. This material is being placed in front of you both to educate you and to be used to kick start discussions on our fmancial future. Any projected future tax levies are not being proposed and most of this information(outside of our current debtpayback schedules) is not set in stone. Therefore, any reporting of this information as proposed future tax levy increases by city staff would be inaccurate and premature. For ease of understanding this memo will walk you through the attachments step by step in hopes of getting everyone on the same page so this information can be discussed. Attached Exhibits Exhibit A-This is the summary page of the 2015 budget that the city council approved in December 2014. The circled number on the sheet is the amount of tax levy that we will collect in 2015 to pay our debt service. This amount is $3,059,728 which will pay our principal and interest on our debt for the year. This is the base number we will use when projecting future debt levy numbers. Exhibit B-This is a list of the street projects and city equipment included in the staff proposed CIP for the years 2015 through 2034. The city CIP actually runs longer than the 20 years included in this information. Exhibit C-This is a map of the CIP street projects proposed in Farmington for the years 2014 through 2034. Exhibit D-This is a spreadsheet of the current debt and proposed debt to fund the CIP. The spreadsheet is broken into a number of sections including: 1. Road and Bridge Fund Debt(debt already exists) 2. Non Road and Bridge Fund Debt(debt already exists) 3. New Debt(this is debt proposed to fund future street and equipment CIP projects) 4. Fixed Revenue-these are dollars that would be levied and used to pay for CIP projects as cash 5. Levy Decision Making Area-these are dollars that the city council will need to make decisions on once we get to those years. These dollars could be used to reduce the tax levy,pay for other projects not included in the CIP, other uses or a combination of options This plan has the ultimate goal of reducing(not eliminating)the amount of debt the city issues and moves to a substantial pay as we go approach to street projects and city equipment purchases. Exhibit E-This is a chart that shows the different sections discussed in exhibit D in chart form. Exhibit F-This is a spreadsheet showing the expenditures by department in the General Fund for the city equipment portion of the CIP. These expenditures do not start until the year 2020 but it is important to recognize these needs today. Exhibit G-This is an attempt to incorporate future projected tax levy needs in the area of debt service and city operations. This spreadsheet takes into account future revenues outside of the tax levy along with a slow reduction of the fiscal disparities number the city receives. This information will be easier to understand as I explain it to you at the work session. The intent of the spreadsheet was to get a long term look at potential tax levies over the next 20 years. City staff is not proposing these tax levies but is simply placing this information in front of you for discussion purposes. Exhibit H-This is a chart that shows the information included in exhibit G a chart form. Exhibit I-This is a spreadsheet with additional notes that shows potential future tax levies from the plans discussed in this memo and notes items that are not included in these numbers. After you have reviewed all of the exhibits you are not expected to know everything or have all of the answers. I am simply trying to get as much information in front of you as possible so we can start to have some informed dialogue on where to go from here with our budget and fmancial plan for the city. The information should be easier to understand when I go over it at the work session and you have a chance to ask questions. If you would like paper copies of this information for ease of viewing please let me know and I will prepare them for you. BUDGET IMPACT To be determined based on future direction of the city council in a number of areas. ACTION REQUESTED Review the information contained in this memo, ask any questions you may have and provide direction to city staff. It is anticipated that this issue will be on future agendas for additional discussion and direction. City staff is looking for discussion on the following issues/questions. 1. What are your initial reactions to the information? 2. Are there areas that are of extreme concern to you at this point? 3. What would you like to see next? ATTACHMENTS: Type Description D Backup Material Attachement A D Backup Material Attachement B D Backup Material Attachement C D Backup Material Attachement D D Backup Material Attachement E D Backup Material Attachement F D Backup Material Attachement G D Backup Material Attachement H D Backup Material Attachement I City of Farmington Budget and Tax Levy 2014 Final,2016 Proposed and 2016 Proposed Company 2014 Budget Proposed c 8° ProOPosed Change% Budget Budget Non-Property Tax Revenues Licenses and Permits 417,873 483,220 15.64% 483,220 0.00% Intergovernmental Revenue 880,891 760,857 11.74% 765,857 _(0.66)% Charge for Service ; 5.85,100 658,950 (4.47)% 657,350 (o.229)% Fines and Forfeitures j 70,800 72,000 1.69% 72,000 0.00% Investment Interest 55,000 20,000 (63.84)% 9,440 (62.80)% Miscellaneous 36,600 121,000 240.85% 39,600 (67.36)% Transfers In 1,086,612 1,124,180 3.46% 1.822,840 62.15% Total Revenues 2,931,776 3,140,207 7.11% 3,740_,207 19.11% Expenditures Administration 858,572 829,877 (3.34)% 968,793 1.6.50% Human Resource 261,728 203,344 4.6`2% 278,767 5.85% Finance and Risk Mgmt 662,164 614,019 9.23% 647,070 8.36% Police 4,072,639 4,114,992 1.04% 4,245,209 3.16% Fire 1,121,266 1,042,717 (7.01)% 1,111,985 6.64% Engineering 1,155,773 1,226,310 6.02% 1,288,712 3.54% Municipal Services 1,234,907 1,289,884 4.44% 1,362,648 4.88% • Parks and Recreation ; 1,222,215 1,276,674 4.48% 1,999,609 66.63% Penn Levy Ad)(2015&2016)and 113 Delq Exp(2016) 30,000 . 73,000 143.33% Transfers Out 490,579 796,007 62.26% 891,607 12.01% Total Expenditures 10,989,8311 11,482,624 4.67% 12,835,388 11.78%• Revenues Over(Under)Expenditures ; (8,038,055)1 (8,342,417) 3.79% (9,095,181) 9.02% Fiscal Disparities i 2,253,1991 2,237,937 (0.68)% 2,077,080 (7.19)% General Fund Levy ! 5,784,858 6,104,480 5.53% _ 7,018,101 _ - _14.97% Debt Levy - - -� ------ -- - —_ -- Debt Levy-Bonds 2,823,0001 2,93_9,728 4.13% 3,071,848 4.49%20 Debt Levy-Fire Truck j 120,000 ,000 0.00% 120,000 0.00% Total Debt Levy 2,943,000 3,059,728 3.97% 3,191,848 4.32% Ag Credit 3,000 (100.00)% Farmington Net Tax Levy 8,730,8561 9,164,2081 4.96% 10,209,949 j 11.41% Location:Documents1FARMINGTOMBudget 2015-201611 General Fund Budget Summary Page 11/19/2014 3:22:29 PM (IL". 2:3 CITY OF FARMINGTON _ CAPITAL IMPROVEMENT PLAN 2015 195TH Street(Flagstaff to Diamond Path) Henderson Addition 2019 Second Street/Honeysuckle Lane 2020 Police Vehicle(Squad) Streets Vehicle(Tractor) Parks Vehicles(Pickup,Mower,Trailer) 2021 Police Vehicle(Squad) Fire Vehicle(Tender) Streets Vehicle(3 Pickups) 2022 Willow/Linden Streets Police Vehicle(Squad) Fire Vehicle(Brush Truck) Streets Vehicle(Compressor) 2023 Spruce Street Sunnyside Phase Two Engineering Vehicle(Pickup) Police Vehicle(2 Squads) Fire Vehide(Brush Truck) Streets Vehicle(Dump Truck and Forklift) 2024 CR 50/Flagstaff First/Oak Streets Unidentified Street Rehabilitation Projects Police Vehicle(3 Squads) Fire Vehicle(Chief) Streets Vehide(Pickup) Engineering(Pickup) 1/26/2015 CIP Summary 2025 Police Vehicle(2 Squads) Streets Vehicle(Loader and Street Sweeper) Engineering Vehicle(Chipper) 2026 Community Development(Pickup) Police Vehicle(2 Squads) Streets Vehicles(Dump Truck and Grader) 2027 Westview Acres Engineering Vehicle(Pickup) Police Vehicle(2 Squads) Fire Vehicle(Engine and Chief) Streets Vehicles(Dump Truck,Backhoe,Roller) Engineering(Pickup) 2028 Sixth Street Police Vehicle(2 Squads) Fire Vehicle(Engine) Streets Vehicle(Dump Truck and Street Sweeper) 2029 Pine Street Engineering(Pickup) Police Vehicle(Squad) Streets Vehicle(Pickup) 1/26/2015 CIP Summary C n v r.Me.e. - ®apitilktiAb lir: 7144 0,40h c-\.1...m. ..a.k., ifc ,1 imp *748 oQ1 im . ....,__ 1, • c ` i tot . 0 C-6--- `.�-` t C • . ‘,. ...:10 07rioskiato, • rill Or L- ' .. ... .t. . .,,,,,,.. , , • _,,, _,,,, .........._ :. • A, - ,,, . .• z . , ii..i.„, Udd P I",I;.1.,. % ill , ■ ,W- Lk-.tV ' At , ,,,,; --- ' 7grer.l.--/crf , _ .. 1 r �° 1f.-, 1 i ,-,...... mal I t = .I MA sz fr I I—®—'!I1•ILL 1F I t �',7P./ lir.lnrikor_•arr,r4.2.ei3 "lip]9 iAIE ;IGn �� i__ — n.�. w . tII'�!! 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Z 2 N N an O Z_ Z_ > O Ne U O W 2 m m C ur Y O rL . 6 6 ~ tJ' ,► City of Farmington 430 Third Street Farmington,Minnesota 134 411ir' 651.280.6800 -Fax 651.280.6899 "4'4 www.ci.farmington.mn.us TO: Mayor, Councilmembers and City Administrator FROM: Kevin Schorzman SUBJECT: 195th Street Project Update DATE: February 9, 2015 INTRODUCTION This memo is intended to provide an update to council on the current status of the 195th Street project. As council is aware,the project includes the reconstruction of 195th Street from Flagstaff Avenue to Diamond Path as well as the expansion of Pilot Knob Road to a four-lane section from 190th Street to 195th Street. The project includes trails on both sides of 195th Street within the project area as well as roundabouts at Flagstaff Avenue,Pilot Knob Road and Akin Road. A pedestrian underpass is also planned at Meadowview Elementary to allow pedestrians to cross underneath the road between the trail on the north side of 195th Street and the trail on the south side. DISCUSSION Several years ago,when the project was first planned,the scope included the reconstruction of 195th Street between Flagstaff Avenue and Diamond Path with some sort of intersection control at Pilot Knob Road. Since that time,the scope of the project has evolved to include the following major items that were not originally anticipated: • Intersection control at Flagstaff Avenue and Akin Road • Pedestrian Underpass at Meadowview Elementary • Expansion of Pilot Knob Road from two lanes to four lanes from 190th Street to 195th Street The addition of these items has added to the cost of the project and therefore increased the respective contributions to the project for both the city and county. BUDGET IMPACT This project has been included in the capital improvement plans (CIPs) for both the city and county for several years. The city's long-term CIP has always anticipated bonding for the project. However,based on the most recent project estimate received from the county,the bonding amount originally anticipated will not be sufficient to cover all of the city's costs for the project. We are currently anticipating that the city's portion of the total project costs (construction, design,right-of-way acquisition and inspection)will be approximately $5.8 million. To adequately fund the project while maintaining the integrity of the city's long-term CIP, staff is recommending a combination of bonding and the use of Municipal State Aid(MSA) funds to cover the project cost. The CIP does not anticipate the use of MSA funds for any of the projects, so the use of MSA funds on this project will not impact the future funding contained in the CIP. The city currently has slightly more than$1 million in our MSA account and receives between$500,000 and $600,000 annually. There are two components to the project funding. First, in November 2015,the city will need to pay the county approximately$5.8 million for the city's share of the project costs. Staff recommends the following breakdown for the $5.8 million November payment: • $1 million in MSA funds • $4.8 million in bond proceeds The second component is repaying the bonds that will be used to help make the above-mentioned payment to the county in November 2015. The total principal and interest payments on the bonds are projected to total approximately$6.14 million. The current CIP anticipates$4.38 million in levy dollars being collected over the life of the bonds to make the principal and interest payments. Staff is recommending the following strategy to make the principal and interest payments for the bonds while maintaining the integrity of the CIP: • $4.38 million in levy dollars over the life of the bonds as anticipated in the CIP • $1.76 million in MSA funds that will be received over the life of the bonds Staff believes that this strategy will adequately fund both the project and the bond repayment while maintaining the integrity of the city's long-term CIP. As noted no MSA funds were included in the original funding strategy for the CIP,therefore,this will not negatively impact future funding in the CIP. It should be noted that these numbers are based on current project estimates and that fmal numbers will be based on actual bids received. ACTION REQUESTED Discuss the 195th Street project funding needs and reach consensus on the funding strategy for the project. ao``�M �„�► City of Farmington 430 Third Street o,', Farmington, Minnesota 651.280.6800 -Fax 651.280.6899 �,�,,� �° www.ci.farmington.mn.us TO: Mayor, Councilmembers and City Administrator FROM: Robin Hanson SUBJECT: 195th Street Financing and Debt Management Opportunities DATE: February 9,2015 INTRODUCTION In addition to issuing bonds to raise funds to help pay for a portion of the city's share of the 195th Street/Pilot Knob Reconstruction Project,the city has some debt management opportunities staff would like to review with Council. DISCUSSION Each year staff from Ehlers, the city's fmancial advisor, and city staff review the city's outstanding debt to determine if there are refinancing opportunities that would allow the city to realize interest rate savings(see Exhibit A)and possibly provide other benefits, such as,restructuring a debt issue to further strengthen the cash flows, eliminate restrictions and/or reduce recordkeeping requirements. As a result of the most recent review completed last month,the following recommendations are being made for the bond series noted below: Optionally Redeemable,beginning February 2016 1995A After the 2015 payments,the city will owe approximately $58,000 to the Public Facilities Authority on its 1995 Wastewater Treatment bonds. The bonds bear interest at 4.63% and can be fully repaid in February 2016. By the end of 2015,the City will have the funds on hand to repay the bonds in full. Staff recommends full repayment in February 2016,realizing a savings of$660. 2005C The city's 2005C bonds are optionally redeemable at par on February 1, 2016. This means beginning on the optional redemption date, in this case February 1,2016,the city has the option to redeem the bonds without paying a penalty (i.e. at par). At that time there will be $1,385,000 outstanding which is scheduled to be repaid over the next 10 years with interest rates ranging from 3.875-4%. The bonds were issued to finance Fire Station 2. After considering the advantages and disadvantages of issuing refunding bonds with internal financing and assuming it still makes economic sense later this year, staff recommends the city utilize internal funds to redeem these bonds. The internal financing would be paid over the next 10 years at comparable re- investment rates as the city receives the corresponding future debt levy payments. Bond Issues Optionally Redeemable beginning February 1,2017 2008A, 2008B, 2010C, 2010D The projected savings for these bond issues are insufficient to justify refmancing at this time; state law requires a minimum 3%of savings be achieved. See Exhibit A. Staff will continue to monitor. 2007A The 2007A bond proceeds fmanced City Hall and the First Street garage. Beginning February 1,2017,the remaining $6,480,000 of outstanding bonds will be optionally redeemable. Based on interest rates available in the market this past January staff would recommend redeeming these bonds. The city has the option of refunding these bonds in the traditional manner with the issuance of tax-exempt cross-over refunding bonds. Doing so would leave all of the current federal restrictions in place. Another option staff continues to explore is to internally financing the portion of the outstanding bonds attributable to the unused space on the second floor of City Hall with internal financing which could remove the federal restrictions for that portion of the building. If this is possible,that would mean the city would then have the option to rent that space to anyone; it would no longer be restricted to tenants that meet the federal tax code requirements. Assuming this conclusion can be reached, staff recommends the portion of the bonds attributable to the unused space be redeemed with internal funds. This is estimated to be approximately $975,000. Bond Sale Timing There are economies of scale involved in combining issues. So, staff would recommend combining the issue of the new money bonds for the 195th Street project with the issuance of the 2007A bond refunding. Bond Sale Size If an issuer issues no more than$10 million in tax exempt bonds in a calendar year,they are considered a `small issuer' and their bonds are termed `bank qualified.' This is important to the city because it expands the number of potential buyers. If the bonds are not deemed to be "bank qualified,"then there is no advantage to banks to purchase the city's bonds,because they cannot take advantage of the tax-exemption. The size of the bond issue is estimated to be around$10.5 million. To increase the potential pool of interested buyers it is in the city's best interest to ensure the bond issue does not exceed$10,000,000. So, staff is recommending an additional $515,000 be internally financed. Please see the following recap to see how this amount was determined. Current estimate for the 2015A bond issue: 195th Street Project Bonds $5,010,100 2007A Bonds Tax-Exempt Refunding, net* $5,505,000 $10,515,000 Less: Target bond issue size $10,000,000 Estimate of addn'l amount to be fmanced internally $515,000 *Already assumes the city internally fmances $975,000 of the refunding related to the unoccupied space on the second floor of City Hall. Internal Financing—Advantages and Disadvantages Staff is recommending the city finance a portion of its bond redemptions with internal financing. There are advantages and disadvantages to this method of financing. Staff believes in the situations recommended above the advantages outweigh the disadvantages. Advantages Disadvantages Savings Less liquidity. (not just dollars,but also person hours): 1. Investments purchased in the 1. Reduces the number of arbitrage calculations which open market can be sold in the are required(savings of approx. $1,000- open market,though depending $2,000/year/series in external fees paid) on when you need to sell it may 2. Reduces the number of series for which paying agent be at a gain or loss. fees have to be paid(savings of approx. Interest Savings. $450/year/series in external fees) 1. Interest savings may be less, 3. Reduces the number of series for which continuing because the internally financed disclosure fees have to be paid. (Professional fees are loans would be at market charged on a sliding scale so this is more difficult to investment rates,which may be estimate the dollars saved) higher than tax-exempt bond 4. Reduces the number of series for which the city has rates. to comply with the 105% state funding requirement for debt service funds 5. Reduces the amount of underwriter's discount and costs of issuance paid. The city has historically issued bonds to finance these costs. Flexibility: 1. Eliminate restrictive federal requirements. 2. Interfund loans can be repaid early,without penalty. 3. Interfund loan repayment structures have more flexibility, for example, semi-annual principal and interest payments. Internal Financing—Potential Sources Based on the estimate of the dollars needed and the timing of the repayments at this time staff believes the Storm Water Trunk,Road and Bridge Fund and the Sewer Fund would be the likely sources of fmancing. See Exhibit B for the possible long-term internal financing based on information known at this time. Please note Exhibit B represents a potential long-term plan for bonds that could possibly be internally financed in 2015,2017 and 2018. This is for discussion only and is subject to change. Internal Financing—Logistics Before the bond call notices would be issued the city council would be required to adopt a formal repayment agreement. Staff is recommending the interest rates earned on the internal advances would be comparable to taxable interest rates that would otherwise be available in the market at the time for those investment dollars. These interest rates would likely be higher than tax-exempt interest rates available in the market,however, given the possibility of a faster repayment schedule,no issuance costs and less ongoing recordkeeping costs staff believes this would be in the city's best interest. A Few Final Notes • The timing of the proposed bond sale is subject to change. A proposed schedule is attached as Exhibit C. • Whether or not to proceed with the refunding of the 2007A bonds is subject to change. It will depend on the projected savings that can be achieved in the market place at the time the city is ready to issue the bonds. • Staff plans to request a rating upgrade from AA-to AA from Standard&Poor's in conjunction with the issuance of the new bonds. You will see this listed in Exhibit C. BUDGET IMPACT There is no impact on the city's current year budget. LONG TERM FINANCIAL IMPACT The proposed refinancing's would: • Reduce the city's interest cost, • Reduce the city's costs of issuance, • Restore the timing of cash receipts and payments to that which was anticipated in the original cash flow projections. • Strengthen the city's cash flow,thereby reducing pressure on the city's general obligation pledge. • Reduce the number of restrictions placed on the city, and • Provide the city with more flexibility. ACTION REQUESTED None. This is an opportunity for the city council to review the recommendations being made, ask questions and provide feedback to staff on how they would like to proceed. ATTACHMENTS: Type Description D Exhibit Exhibit A-Oustanding Debt Summary D Exhibit Exhibit B -Possible Internal Financing Plan n Exhibit Exhibit C-Preliminary 2015A Timeline Qv � co g 8 g 0 0 g WI C O d C O C C 0 00 I N Q O 8 R b O _ Q ..D R M se iJ i s°v e , y J u .v. — w s a N X = a T 't7 1 at, Ee! *U 04 }V NT tL + y� �D d e ° @ d `'� 3 r Z > -- G a Z y O C: t� C - -- 4 G7 — g b fe "x b O r N b N d 1. 614/3 �'d`D9 �Jy O Vf 'bq 1'°� y V3 s. g9. h8 9 p y .. b9 , � H T v aF 2z 2z 2z 2z 2z 2z 2z c U00 U ,„ U0 U00 6 0o Um U00 C a4 �4 v-:6 44 4v .v 4v C O F O G O C O O O O O C N t N N N 8 N tg N N a I x'c 3a �0 30 3� .Da 3O 3a N N N N N N O O p O O O O O O O O O v3 L/, 0 0 0 0 O O 0 0 0 O 0 a 55 e O O O O O O O 0 O O O a. Q V y M b O R h a M 00. 000 0=0 O O V d r u S b 07 ,�_" O to T R --. 00 5 6"3 1° 4A ~O 00 Q N 4i . (n = O q u C O O h O co O v O O O O O O a O O O q o O O 0 O M W .. O n 0 ` > N ( M e NC O N O N .O N M V' C V O "T 7 7 o 9 O C O 0 ' 0 ° O 0 0 O O V 8 2 O p .N. 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STREET RECONSTRUCTION AND REFUNDING BONDS, SERIES 2015A As of January 14.2015 Mid-March 2015 City receives bids/proportional share of 195th Street project. Mid-Late March 2015 City and Ehlers prepare 195th Street financing plan and refunding/ cash defeasance plan for City's callable Series 2007A Bonds, and prepare summary materials for April 6 Council meeting. April 6, 2015 City Council reviews financing plan described above (including internal funding of 195th Street and internal refinancing of a portion of Series 2007A), calls for Street Reconstruction Plan public hearing to occur May 4 (and required public notice thereof). Mid-April 2015 City and Ehlers prepare draft Street Reconstruction Plan(SRP). April 24,2015 Deadline for publication of notice of public hearing on proposed SRP and SRP-portion of planned Series 2015A Bonds [no less than 10 days and no more than 28 days prior to May 4 hearing date]. Mid-Late April, 2015 City and Ehlers revise Series 2007A structuring(including internal financing components) as necessary, Ehlers prepares and submits presale report for May 4 Council meeting no later than April 29. May 4, 2015 City Council holds public hearing on proposed SRP, reviews Ehlers presale report on full Series 2015A bond issue (including refunding), and approves resolution(s)authorizing SRP and bonds. Week of May 25,2015 Ehlers distributes preliminary official statement. Week of June 1, 2015 Bond credit rating conference call with Standard&Poor's. June 3,2015 Expiration of 30-day"reverse referendum"petition period on SRP. June 15, 2015 Ehlers takes competitive bond bids on City's behalf, Council awards Series 2015A Bonds to winning bidder. www.ehlers-inc.corr 0 E H L E RS Minnesota phone 651-697-8500 3060 Centre Pointe Drive LEADERS IN PUBLIC FINANCE Offices also In Wisconsin and Illinois fax 651-697-8555 Roseville,MN 55113-112: toll free 800-552-1171 ■ July 15,2015 Estimated date for bond closing, City to receive bond proceeds to fund construction and establish refunding escrow. www.ehlers-inc.corr 0 E H L E R S Minnesota phone 651-697-8500 3060 Centre Pointe Drive LEADERS IN PUBLIC FINANCE Offices also in Wisconsin and Illinois fax 651-697-8555 Roseville,MN 55113-1121 toll free 800-552-1171 y�``0�1,4, City of Farmington per, 430 Third Street Farmington,Minnesota 651.280.6800 -Fax 651.280.6899 #44.•4 ' www.ci.farmington.mn.us WO TO: Mayor, Councihnembers and City Administrator FROM: Kevin Schorzman SUBJECT: 2016 Trunk Highway 3 Project Update DATE: February 9,2015 INTRODUCTION In 2016,the Minnesota Department of Transportation(MnDOT) is planning a rehabilitation project on TH- 3. At this point in time,not many specific details are known about the project,but it will involve some sort of pavement rehabilitation from Ash Street to 170th Street. It will also include access modifications through town as well as traffic signal updates. DISCUSSION Staff believes that this will be an important project for TH-3 based on the condition of the existing roadway. Staff also believes that this project has the potential to take care of a few lingering issues along TH-3, and is requesting council's feedback on the following items and a potential request to have MnDOT include some or all of these items in the 2016 project: • Turn lanes on TH-3 at 225th Street • Turn lanes on TH-3 at Centennial Drive • Trail construction on the west side of TH-3 from 194th Street to 190th Street(roundabout) The turn lanes on TH-3 at 225th Street were required by MnDOT based on the Executive Estates development in the southeast part of town. The developer negotiated with MnDOT and was successful in getting them to delay the requirement for the turn lanes until traffic conditions were at certain levels. Creditors subsequently foreclosed on the development however the city did receive $37,500 to be put towards the cost of the turn lanes from the creditors. While the traffic conditions have not yet reached the threshold levels for requiring the turn lanes. It is anticipated that they will in the near future as more home construction takes place in the development. The turn lanes on TH-3 at Centennial Drive will be required by MnDOT once the temporary connection of Carver Lane is relocated to the east side of the Centennial Drive/TH-3 intersection. This relocation will happen in the future and the developer of Twin Ponds has already paid the city $37,500 for their portion of the turn lane costs. The trail construction on the west side of TH-3 would fill in a gap that exists between the city's and township's trails. If this trail segment is constructed,there would be a complete loop of approximately 8 miles of combined city and township trails. Adding these projects to the MnDOT project in 2016 seems to make sense as the state will already have a contractor with the equipment and expertise on site to complete the main work on the rehabilitation project. By taking advantage of this, future project costs can be reduced by eliminating a future mobilization and combining the asphalt quantities with a larger project should result in project savings as well. Staff has spoken with MnDOT about these additions and the state is at least preliminarily open to adding these items to the project. In addition to the savings mentioned above, staff has received a preliminary indication from MnDOT that they would be able to contribute approximately 50%of the cost of the trail construction. BUDGET IMPACT Not including the above-mentioned additions,the city is responsible for$25,000 of the rehabilitation project related to the signal improvements at Elm Street. If the turn lanes and trails are added to the project, it is estimated that the city would be responsible for an additional $200,000 to $250,000 in project costs. Of this $75,000 would be covered by the developer's contributions to the turn lane construction that the city has already received. The additional funding required could potentially be paid from the Maintenance Fund and possibly a contribution to the trail construction from Liquor Operations. ACTION REQUESTED Discuss the proposed additions to the 2016 TH-3 Rehabilitation project and provide direction to staff. ATTACHMENTS: Type Description D Exhibit Project Map n Exhibit 225Th Street Map D Exhibit Centennial Map 13 Exhibit New Trail Map _ Dakota County, MN „,..i.-qmpounci,71.14:04 . .......111100"9 'Liiijb' ".".*–jrA.:;CMIII4,t4a1,,A*sow c, ,,,"qj ' ii.''',0-7: * = r.- Va.'''. .' MO' oroi,-,„„lHa f ir-,7g-145., ...,,,, r-,,,,,,0"WP"`",1 X flow-...,:zrz....;;..1- AG .,. .t,- _ ., ....,. -174rmaiit .1,6.44*".k t:..-.",.ttr . ;,,..4-0-4:. 1 sr— 5 onifill v...,.11.x-iii. ..4-44.0._ :.:, ' -,.. ', .. , . ..... 4. _ . 4"lair4, . th.,„....2 ......,..,.sikw _,.....,. "1..... ..., ......,..., ...;:„... . .._ ...._ _ _ ,.....„-.A. , 4 3„ , ,- . 3 MI.„,a,.,. ito 4-173717; '' , 3 „alt....,* a 4,,,...$,,,, ,„ , oktioni Atli thliKki4AS'Y.* 2 14194!)1ANAV a. 1 , ., .,,,.. -r- ‘44,4 —41010.00. irk 119,7:4.°:jr,--....! --,:, -- \f) ir=ttali g.,...11--,,.\-ra!,-,,s„erre 01 0. Fit% . 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This is not a legal Map Scale document and should not be substituted for a title search,appraisal,survey,or for zoning verification.Dakota County 1 inch = 126 feet assumes no legal responsibility for the information contained in this data. 1/22/2015 Da<o'-..3 County, MN -- -0"., ■ 4,74rOrw ,. ,-..... . 4 , ......,.....,, , .....7,46 1 ,;I Ft`..■ 'Pi ...I 47 '''' ..- ..,4 ,'.'I' •■• . , . .4 P-' o'".--,lie* "" • , ,1 t 7. Existing Tr ...... . I V * ,••••• \,'-:".. •°' ; ** ... 4 i 1111 -- .•--?\ = .....-- , 4 40° * *11,1 ..,„, , / • .1*** ..., , . \ • , .** / * New Trail Segment ..,,,, .!. ' - ,.- ' ....... • , ...._ . . 4-, . *-.. .'.,,,v,!: i -- - -- 4 i ','..0■ O', .. - '' • • ----r --,.... i .1,. \ III' ■426.it.44, :* t if...471 '°' i •*11/V7 At"1. 6,0,.. - -----r.;;;---- ----***** • -°,■,16%.*. °, * 6 . • • , /,* ° 0 7 , .- A4, • ' / r ' . '• H „ . , ,:,_ •-• . "puirotnavioholiwitd.ri t - il t, , _ , , , , . . - ,- A • A , . • ,-kr I a '11!". 1' 1 b.. , 4 * , • * 4 , r 1 I • , * 111 t 4 - . Disclaimer: Map and parcel data are believed to be accurate,but accuracy is not guaranteed. This is not a legal Map Scale document and should not be substituted for a title searcli,appraisel,survey,or for zoning verification.Dakota County 1 inch= 252 feet assumes no legal responsibility for the information contained in this data. 1/22/2015 Q feti , City of Farmington „ 430 Third Street Farmington, Minnesota 651.280.6800 -Fax 651.280.6899 ,4 M, ' www.ci.farmington.mn.us TO: Mayor, Councilmembers and City Administrator FROM: Kevin Schorzman SUBJECT: Flagstaff Avenue-179th Street Intersection Traffic Control Study DATE: February 9,2015 INTRODUCTION The city of Lakeville recently completed an intersection traffic control study at the Flagstaff Avenue/179th Street intersection. The purpose of the study was to determine if any additional traffic control was necessary at the intersection due to increased traffic at the intersection. DISCUSSION SRF completed the study for the city of Lakeville. The study looked at the existing conditions at the intersection from both a geometric and traffic volume standpoint. They collected traffic data such as volumes and speeds and also reviewed the intersection crash data obtained from both the city of Lakeville and the Minnesota Department of Transportation(MnDOT). After looking at multiple potential options for the intersection,the study is making the following recommendations: • Install driver feedback signs north and south of the 179th Street intersection on Flagstaff Avenue similar to the one that is on Trunk Highway 3 (TH-3)north of town, or on 208th Street as you approach the schools. • Post additional stop signs on 179th Street. This is referred to as"gate posting"which means that there are stop signs on both the left and right side as you approach the intersection. This would be similar to the stop sign configuration at Akin Road and 208th Street in Farmington. • Implement a public education and outreach program. This could include education at the Lakeville and Farmington Schools,as well as information distributed by both cities in newsletters,web sites, etc. • Increase enforcement of traffic laws by both Farmington and Lakeville police departments. While speed is one of the major factors, other items should be evaluated such as aggressive driving, stop sign compliance, and failure to yield. BUDGET IMPACT It is anticipated that the city of Lakeville will be requesting participation from the city of Farmington in both increase enforcement, as well as cost participation in the driver feedback sign that would be located in the city of Farmington. The report estimates the cost of the Farmington sign at approximately$5,000. ACTION REQUESTED Discuss the intersection stud and provide feedback to staff related to increased enforcement and participating in the cost of the driver feedback sign in Farmington. ATTACHMENTS: Type Description o Backup Material Intersection Traffic Control Study o Exhibit Flagstaff Avenue-179th Street Map iniNg ENGINEERS PLANNERS DESIGNERS Memorandum Consulting Group,Inc. SRF No.0138344/024F To: Zach Johnson,P.E.,City Engineer CITY OF LAKEVILLE From: Jeff Bednar,TOPS,Senior Traffic Engineering Specialist Date: December 31,2014 Subject: FLAGSTAFF AVENUE/179TH STREET INTERSECTION TRAFFIC CONTROL EVALUATION UPDATE AND TRAFFIC SAFETY STUDY CITY PROJECT 14-20 Introduction As requested, SRF has completed a Flagstaff Avenue/179th Street Intersection Traffic Control Evaluation Update and Traffic Safety Study(see Figure 1).The primary purpose and objective of this study is to update and reevaluate, the Flagstaff Avenue/179th Street Intersection Traffic Control Evaluation that was completed in December 2010 by SRF (as recommended in the 2010 study) and review recent traffic safety within the study area in consideration of new development and traffic safety concerns expressed by residents and as a follow-up to the 2010 study. Existing Conditions Intersection Area Characteristics The area surrounding the subject intersection is primarily low-density residential with some undeveloped land to the south and east. As was recommended in the 2010 study, the southbound intersection approach has been improved by restriping the north leg of Flagstaff Avenue to provide an exclusive southbound left-turn lane and the vegetation related sight distance restriction in the northeast corner of the subject intersection has been improved.Since the 2010 study,Flagstaff Avenue (the south leg of the intersection) has now been paved in Farmington and a new Farmington High School was constructed on Flagstaff Avenue approximately 2.6 miles south of the subject intersection. Traffic Safety/Intersection Crash Analysis Crash data provided by MnDOT and the Lakeville Police Department was reviewed as part of this traffic control evaluation and traffic safety review. Based on the available crash data reported to MnDOT for the five-year period from October 31,2009 through October 31,2014,there were a total of seven reported crashes at the subject intersection. One crash involved a seriously injured southbound motorcyclist colliding with a northbound left-turning/failing to yield vehicle on a Friday evening in July, 2011. Two of the reported crashes involved less serious injuries and four crashes involved property damage only. ONE CARLSON PARKWAY,SUITE 150 I MINNEAPOLIS,MN 55447 I 763.475.0010 I WWW.SRFCONSULTING.COM CO LL r..;"0 . r n ..r, • U • an la . 1 v v v • :e.. txr n e c _ yve c r", 0 CZ �o Ar y oFseij U rt Ged J 0 i CO i f.".: a U O IT .._ .� G.edare,veSsd '8 o •IF \ w o ' \ a A b . '. - .. , ..,. \t.lighvrew-Ave U QD QD v o• oc �.. 1'y 0 ner',acn �r4 . �co 0 Ii AL" V '. � °.� Itla © 0 }. .� (n Q 0.. ( Z-. • )'°*' . .. - 1 .. U 0 '.... :'-' ....:. ' ' * ,..,.. ,yes .__ �►,a G V r:r v �o u N N fl — 7 `p M O U OZ H:\Projects\8344/024 F\TS\Figures\Fig01 Zach Johnson,P.E. December 31,2014 City of Lakeville Page 3 The crash data provided by the Lakeville Police Department includes the most recent 12-month period from October 15,2013 to October 15,2014.The City's database is a"calls for service"type data base, and listed six intersection crash-related calls for service at the subject intersection over the past 12- months. Of the six crash-related calls for service/reportable crashes, four were 179th Street stop approach rear-end collisions, one involved a construction zone closure of Flagstaff Avenue south of the intersection/winter weather related U-Turn and one involved an eastbound 179th Street vehicle, failure to yield right angle collision with a school bus (no student passengers were onboard). Another crash that involved a serious injury occurred at the subject intersection during the traffic data collection/video imaging for this study.Although a crash report is not available at this time,it appears that this crash involved a northbound left-turning/failing to yield vehicle colliding with a southbound through vehicle on Wednesday, October 22,2014 just before 5:00 p.m. (see Figure 2). Two of the Lakeville Police Department reported crashes were included in the MnDOT reported crashes resulting in a total of 11 reported crashes at the subject intersection for the five year study period. If the crash that occurred on Wednesday, October 22,2014 is included,there were 12 crashes at the subject intersection for the five year study period. In comparison,in the 2010 study there were five reported crashes during the study period of January 2007 through October 2010. The rate at which reported crashes are occurring at the subject intersection is 1.15 crashes per million entering vehicles.This intersection crash rate is above the critical crash rate of 0.63 crashes per million entering vehicles for similar intersections (four-legged side-street stop-controlled with similar volume collector roadways).The critical crash rate provides a statistically relevant benchmark for comparison. With a crash rate above the critical crash rate and two recent significant crashes occurring within a short time period,a thorough review of traffic safety at the subject intersection is justified. Since detailed crash reports are not available at his time, the following descriptions for the two most recent crashes at the subject intersection are based on the best anecdotal information available: October 15, 2014 — An eastbound vehicle failed to stop at the stop sign and collided with a southbound school bus.There were no student passengers onboard at the time.The vehicle sustained significant damage and both driver and passenger of the vehicle were transported to Region's Hospital and were later released with minor injuries. October 22, 2014—A three vehicle crash occurred at the intersection of Flagstaff and 179th Street when a northbound left-turning/failing to yield vehicle collided with a southbound through vehicle. These two vehicles then collided with a third eastbound right-turning vehicle stopped at the stop sign. One person was transported to HCMC with a possible broken leg and shock and another person was transported to Fairview Ridges with minor injuries.Note that this traffic control/safety review began before this crash occurred and it was captured during the data collection/video imaging for this study. A review of these crash descriptions and other information available related to these two most recent Flagstaff Avenue/179th Street intersection crashes indicates that a potential contributing factor in both crashes may be driver inattention/distraction.It does not appear that there were any intersection design or operational conditions that may have potentially contributed to these crashes. N w L 0) N L 0 V�J1 J o° __ It lit Kt cu t 5 T� a U � as E o o •n a, O w '� o v 0 U U U—_ :TS c m 0 a cO L C. ';';' N N {� CU cn L U l`—' cp �, � N �_ N N a� =1 (N >il O � Qi o r .: p LL Q r 0 Cr Z ��� �� N O N o E- . C j C O Illiiiiiiii._ V .z H:\Projects\8344/024 F\TS\Figures\Fig012 Zach Johnson,P.E. December 31,2014 City of Lakeville Page 5 Vehicular Traffic Volumes and Roadway Conditions During the week of October 20th, 2014, a video camera was placed at the Flagstaff Avenue/179th Street intersection to capture imaging to be used to conduct vehicular traffic volume counts at the intersection. These counts focused on the hourly intersection approach volumes (6:00 a.m. to 7:00 p.m.) to be used in an intersection traffic control warrants analysis (multi-way stop control and traffic signal control).The a.m.peak hour was 7:00 to 8:00 a.m.,while the p.m.peak hour was generally 5:00 to 6:00 p.m.The intersection approach peak hour traffic volumes are summarized in Table 1. Table 1. Existing Flagstaff Avenue/179th Street Intersection Peak Hour Approach Traffic Volumes Intersection Approach A.M.Peak Hour P.M.Peak Hour Northbound Flagstaff Avenue 332 244 Southbound Flagstaff Avenue 182 213 Eastbound 179th Street 26 98 Westbound 179th Street 23 16 It should be noted that,at this time,the intersection peak hour approach traffic volumes on Flagstaff Avenue are significantly higher than the volumes on 179th Street.The average daily traffic volumes at the intersection exhibit this same pattern and are summarized as follows: • Flagstaff Avenue average daily traffic volume north of 179th Street= 2,350 • Flagstaff Avenue average daily traffic volume south of 179th Street= 5,900 • 179th Street average daily traffic volume east of Flagstaff Avenue = 320 • 179th Street average daily traffic volume west of Flagstaff Avenue= 1,960 In addition to the hourly intersection approach counts, observations were completed to identify roadway characteristics within the study area(i.e.intersection sight distance,roadway geometry,posted speed limits,traffic signing,pavement markings and traffic control).Parking is prohibited on Flagstaff Avenue and 179th Street throughout the study area. The existing intersection (see Figure 3) is a four-legged, side-street stop-controlled intersection (currently the east and westbound approaches are required to stop) with multilane approaches on all four legs.The east and westbound 179th Street approaches are controlled with a single standard stop sign on the right-side of the approach.With multiple lanes of approach,an optional stop sign on the left-side of the approach (on the median) often referred to as "gate posted" stop signs, can be considered to enhance the visibility of the stop control. This is particularly effective if higher profile vehicles (trucks/buses) are in the right-turn lane and block visibility to the single right-side stop sign. A preliminary review of the existing intersection revealed a potential sight distance restriction for westbound traffic on 179th Street that involves vegetation in the northeast corner of the intersection and the high point of a crest in the vertical alignment on Flagstaff Avenue approximately 450 feet north of 179th Street. 0 , x r ay.t rte.+ z. 5. or fig. : 3 _ .� o, °' ATP' 4 t V T j }. r / Y 3 r. • rt ry . f I r 6x'Y I , . a >, '_ " Y} e -0 ' r L t `9M z C.'75 / 1 5 I _ E Cll ;y y �y tir CO / U 6x i Q 4 C..:, .-. .110 6 e ' :_._ 179th St W - u 0 ; 14. ., „ y . U 1 , ..„ '7' o (-) .g. r i r Cl) 0 ATI.: ! _. . ,. CD .. 7 rtd o C (!) 0 = N- W a L. 0 G) Q DI a>) C c .4.. --1 )t (B a 4 ' W Lc) � x _ ' I O p� V C a) OP d > fn N N cn(d T V 1] Li. 7 � j o M O u O Z H:\Projects\8344/024 F\TS\Figures\Fig03 Zach Johnson,P.E. December 31,2014 City of Lakeville Page 7 A time-based intersection sight distance field review was conducted during the week of October 20th, 2014, to determine if there is adequate sight distance for westbound and eastbound vehicles approaching the intersection of 179th Street. The time-based sight distance is the interval in seconds from seeing headlamps of a southbound vehicle come up over crest on Flagstaff Avenue north of 179th Street,until that vehicle arrives at center of intersection. The results of this time-based intersection sight distance field review indicate that there is generally adequate intersection sight distance available for east and westbound traffic approaching Flagstaff Avenue on 179th Avenue. However, there were some southbound vehicles on Flagstaff Avenue that were traveling above the posted speed limit of 40 miles per hour (mph) resulting in some gaps that were less than acceptable. The results of the time-based intersection sight distance field review are summarized as follows: • Average time-based sight distance = 8.7 seconds • Minimum um time-based sight distance = 6.4 seconds • Maximum time-based sight distance = 10.8 seconds It should be noted that,based on widely accepted values,in order to be completed safely,an eastbound or westbound 179th Street left-turn requires 7.5 seconds, an eastbound or westbound 179th Street right-turn requires 6.6 seconds and a northbound or southbound Flagstaff Avenue left-turn requires 5.5 seconds.Therefore,southbound vehicles traveling at speeds above the posted speed limit may not provide adequate sight distance for the eastbound/westbound left-turns and eastbound/westbound right-turns on 179th Street at Flagstaff Avenue,to be completed safely. The posted speed limit on Flagstaff Avenue is 40 miles per hour (mph) north of 179th Street and 45 mph south of 179th Street. It should be noted that,MnDOT conducted the required speed studies to establish these posted speed limits. During the week of October 20th, 2014, a spot speed study was conducted of northbound and southbound vehicles on Flagstaff Avenue through the intersection at 179th Street. The results of this Flagstaff Avenue spot speed study are summarized in Table 2 and indicate that prevailing speeds are significantly above the posted speed limits. Table 2. Existing Flagstaff Avenue Approach to 179th Street Spot Speed Study Results Posted Average 85th Maximum Minimum Flagstaff Avenue Limit Speed Percentile Speed Speed Southbound-North of 179th Street 40 mph 46 mph 54 mph 63 mph 39 mph Northbound-South of 179th Street 45 mph 56 mph 64 mph 68 mph 39 mph Zach Johnson,P.E. December 31,2014 City of Lakeville Page 8 Intersection Traffic Control Evaluation(Warrant Analysis) A multi-way stop control and traffic signal control warrants analysis for the subject intersection was completed based on traffic counts conducted daring the week of October 20th, 2014, using the warrants and guidance provided in the Minnesota Manual on Uniform Traffic Control Devices (MnMUTCD). The results of this analysis (see attached Warrants Analysis table and charts) indicate that existing volumes at the subject intersection do not satisfy the warrants for either multi-way stop or traffic signal control.There were no hours that satisfied the multi-way stop control warrants (eight hours are required to be satisfied) and no hours were satisfied for the traffic signal control warrants (eight hours are also generally required to be satisfied). The MnMUTCD allows multi-way stop control to be considered at an intersection of"two residential neighborhood collector (through) streets of similar design and operating characteristics where multi- way stop control would improve traffic operational characteristics at the intersection". Ordinarily, multi-way stop control is best suited where traffic volumes on all approaches to the intersection are approximately equaL However, since the existing traffic volume on Flagstaff Avenue is significantly higher than the volume on 179th Street, this optional multi-way stop control criteria from the MnMUTCD does not apply. A crash problem, as indicated by five or more reported crashes in a 12-month period that are susceptible to correction by installation of multi-way stop or traffic signal control, can be used to justify installation of such traffic control. Crashes that are susceptible to correction by installation of multi-way stop or traffic signal control include right and left-turn collisions as well as right-angle collisions. Since the crash analysis revealed that only the two most recent crashes (October 15 and October 22, 2014) occurring within the past 12-month period, may be susceptible to correction, the installation of a multi-way stop or traffic signal control at the Flagstaff Avenue and 179th Street intersection cannot be justified based on crash history. Potential Intersection Traffic Safety Improvements Identified Intersection Traffic Safety Strategies The candidate strategies identified in Table 3 may reduce the potential for severe crashes at the subject intersection and may be applicable to the study area.The identified strategies provide a range of actions contained within the current state of the practice in Minnesota relating to the design and operation of urban/suburban intersections. These strategies were evaluated as to their applicability to the study area conditions and City of Lakeville policy/practice. Zach Johnson,P.E. December 31,2014 City of Lakeville Page 9 Table 3. Flagstaff Avenue/179th Street Intersection Safety Strategies Applicability/Evaluation Applicability Pedestrian/Bicycle Safety Strategy Cost/Location Comment High Low Outreach/Public Information Programs ✓ Varies/Low Use City/School newsletters/websites Enhanced Traffic Law Enforcement ✓ Varies/Low Utilize reserve officers/other available Radar Speed Driver Feedback Signs ✓ $10,000 On Flagstaff Ave. N &S of 179th St. "Gate Post"Stop Signs on 179th St. ✓ $1,000 Install Stop Signs on left-side(median) Flashing Stop Signs on 179th St. ✓ $5,000 Flashing Beacon/Border Flashing LEDs Flashing Stop Ahead Signs on 179th St. ✓ $5,000 Flashing Beacon/Border Flashing LEDs Stop Ahead Pavement Markings on 179th ✓ $3,000 Regular special maintenance cost Multi-Way Stop Controlled Intersection ✓ $5,000 Not warranted/justified Traffic Signal Controlled Intersection ✓ $250,000 Not warranted/justified,high cost Summary of Findings and Conclusions Based on the Flagstaff Avenue/179th Street Intersection Traffic Control Evaluation Update and Traffic Safety Study,the following findings and conclusions are offered for consideration: 1. The rate at which reported crashes are occurring at the subject intersection is 1.15 crashes per million entering vehicles.This intersection crash rate is above the critical crash rate of 0.63 crashes per million entering vehicles for similar intersections (four-legged side-street stop-controlled with similar volume collector roadways). The critical crash rate provides a statistically relevant benchmark for comparison. 2. With a crash rate above the critical crash rate and two recent significant crashes occurring within a short time period, a thorough review of traffic safety at the subject intersection is justified. A review of the crash information available related to these two most recent subject intersection crashes indicates that a potential contributing factor in both crashes may be driver inattention/distraction. It does not appear that there were any intersection design or operational conditions that may have potentially contributed to these two recent crashes. 3. Two of the Lakeville Police Department reported crashes were included in the MnDOT reported crashes resulting in a total of 11 reported crashes at the subject intersection for the five year study period. If the crash that occurred on Wednesday, October 22, 2014 is included, there were 12 crashes at the subject intersection for the five year study period.In comparison,in the 2010 study there were five reported crashes during the study period of January 2007 through October 2010. 4. At this time, the intersection peak hour approach traffic volumes on Flagstaff Avenue are significantly higher than the volumes on 179th Street The average daily traffic volumes at the intersection exhibit this same pattern. Zach Johnson,P.E. December 31,2014 City of Lakeville Page 10 5. The existing intersection is a four-legged, side-street stop-controlled intersection (currently the east and westbound approaches are required to stop) with multilane approaches on all four legs. The east and westbound 179th Street approaches are controlled with a single standard stop sign on the right-side of the approach. With multiple lanes of approach, an optional stop sign on the left-side of the approach (on the median) often referred to as "gate posted" stop signs, can be considered to enhance the visibility of the stop control. This is particularly effective if higher profile vehicles are often in the right-turn lane and block visibility to the single right-side stop sign. 6. The results of a time-based intersection sight distance field review indicate that,based on posted speed limit and other physical conditions, there is adequate intersection sight distance available for east and westbound traffic approaching Flagstaff Avenue on 179th Avenue. However, there were some southbound vehicles on Flagstaff Avenue that were traveling above the posted speed limit of 40 miles per hour (mph)resulting in some gaps that were less than acceptable. 7. The posted speed limit on Flagstaff Avenue is 40 miles per hour (mph) north of 179th Street and 45 mph south of 179th Street(established by MnDOT speed studies).During the week of October 20th, 2014, a spot speed study was conducted of north and southbound vehicles on Flagstaff Avenue through the intersection at 179th Street. The results of this Flagstaff Avenue spot speed study indicate that prevailing speeds are significantly above the posted speed limits. 8. The results of a Warrants Analysis indicate that existing volumes at the subject intersection do not satisfy the warrants for multi-way stop or traffic signal control.There were no hours that satisfied the multi-way stop control warrants (eight hours are required to be satisfied) and no hours were satisfied for the traffic signal control warrants (eight hours are also required to be satisfied). 9. The MnMUTCD allows multi-way stop control to be considered at an intersection of "two residential neighborhood collector(through) streets of similar design and operating characteristics where multi-way stop control would improve traffic operational characteristics at the intersection". Ordinarily, multi-way stop control is best suited where traffic volumes on all approaches to the intersection are approximately equal.However,since the existing traffic volume on Flagstaff Avenue is significantly higher than the volume on 179th Street at this time, this optional multi-way stop control criteria from the MnMUTCD does not apply. 10. A crash problem,indicated by five or more reported crashes in a 12-month period, susceptible to correction by installation of multi-way stop or traffic signal control, can be used to justify installation of such traffic controL Crashes that are susceptible to correction by installation of multi-way stop or traffic signal control include right and left-turn collisions as well as right-angle collisions.Since only the two most recent crashes occurring within the past 12-month period,may be susceptible to correction, the installation of a multi-way stop or traffic signal control at the Flagstaff Avenue/179th Street intersection cannot be justified based on crash history. 11. Candidate intersection safety strategies were identified that may reduce the potential for severe crashes at the subject intersection and may be applicable to the study area.The identified strategies provide a range of actions contained within the current state of the practice in Minnesota relating to the design and operation of urban/suburban intersections. These strategies were evaluated as to their applicability to the study area conditions and City of Lakeville policy/practice. Zach Johnson,P.E. December 31,2014 City of Lakeville Page 11 Summary of Recommendations Based on the study findings and conclusions the following actions to enhance and improve intersection safety within the Flagstaff Avenue/179th Street intersection study area are recommended for your consideration (see Figure 4): 1. Install Radar Speed Driver Feedback Signs on Flagstaff Avenue for southbound drivers north of 179th Street and for northbound drivers south of 179th Street. Radar Speed Driver Feedback Signs are a proven solution to raise the speed awareness of oncoming drivers. Studies repeatedly show that when alerted by a radar sign, speeders will reduce speed up to 80 percent of the time. Radar Speed Feedback Signs can be placed temporarily and relocated to target similar locations and be more effective due to the random/intermittent feedback provided. Typical average speed reductions,are 10-20 percent and overall compliance with the posted speed limit will increase by 30-60 percent.The total cost of these Radar Speed Driver Feedback Signs is estimated at$10,000. 2. Install stop signs on the left-side of the 179th Street approaches (on the median) often referred to as "gate posted" stop signs, to enhance the visibility of the stop controL This is particularly effective if higher profile vehicles (trucks/buses) are in the right-turn lane and block visibility to the single right-side stop sign.The total cost of these safety improvements is estimated at$1,000. 3. Encourage drivers to comply with traffic laws and safe driving practices (increase driver attention and awareness) at the Flagstaff Avenue/179th Street intersection and Citywide, through an outreach/public information program utilizing the City of Lakeville/Lakeville and Farmington schools periodic newsletters/websites (see attached examples of driver safety programs and information that could be placed in the City/Schools newsletters or on the City/Schools websites). 4. Consider tasking Lakeville and Farmington Police,with enhanced/stepped-up strict enforcement of traffic laws, particularly laws related to speed, aggressive driving, failure to yield or stop sign compliance within the study area. 5. Following implementation or application of these strategies,the City should periodically (i.e.after new development occurs, roadway system extensions/improvements, new traffic counts are completed, every two to four years) review, evaluate, and if necessary,modify these strategies to make them more consistent with actual local conditions and system needs as conditions change (i.e. significant future traffic volume growth on 179th Street, significant vegetation growth in the northeast intersection corner). 6. 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A City of Lakeville Driver Safety Outreach and Public Information program may include any of the following activities or components: • Utilizing the Lakeville and Farmington City and Schools periodic newsletters/websites, provide residents with driver safety information,flyers/brochures,such as those attached. • Determine the educational needs of local drivers and assemble a list of the most important driver safety messages (targeting speeding, aggressive driving and driver distraction) and create a media campaign to get them across. Include the experiences of current local drivers as a way of personalizing the messages and lending added credibility. • Identify local driver safety advocacy groups and stakeholders to partner with to promote driver safety at local community events. Consider establishing a traffic safety coalition. • Work with local driver training instructors to identify key driver safety messages for delivery to new drivers, as well as those required to take remedial driving courses. • A wide range of additional activities can be considered dependent on the level of local commitment and funding available. ONE CARLSON PARKWAY,SUITE 150 I MINNEAPOLIS,MN 55447 I 763.475.0010 I WWW.SRFCONSULTING.COM What costs society $44, 193 a minute? (answer) ... check your speedometer as you drive home! xceeding the posted limit or driving too fast for ;onditions is one of the most prevalent factors ;ontributing to traffic crashes. Speed is a factor in iearly one-third of all fatal crashes. Speed-related crashes cost society more than $23 billion a year." Too few drivers view speeding as an immediate risk :o their personal safety or the safety of others. Yet, speeding reduces a driver's ability to steer safely around curves or objects in the roadway, and it extends the distance required to stop a vehicle in emergency situations. ;,rash severity increases with the speed of the ✓ehicle at impact. Inversely, the effectiveness of -estraint devices like air bags and safety belts, and ✓ehicular construction features such as crumple Ewes and side member beams decline as impact speed increases. The probability of death, disfigurement, or '' lebillitating injury grows with higher speed at impact. Such consequences double for every 10 mph over 30 mph that a vehicle travels. Vlany drivers don't consider this. They slow their speed in residential areas, or when the weather :urns bad.To them, a few miles an hour over the posted speed limit is an acceptable risk. Their excuse--other drivers do it. They believe the worst that d — -an happen to them is to — - — — — Non -eceive a speeding ticket. _ - C Drivers like this are wrong. S H A T T E R S Maybe even dead wrong, . ON , pecause driving too fast for ;onditions or exceeding the r Posted speed limit can kill ,i you. *in 1994 dollars II 4 Consider These Speed-Related Facts Rural roads account for over 60 percent of all speed- related fatal crashes. Sixty six percent of speed-related crashes involved a single vehicle. Sixty percent of all speed- related fatal crashes occurred at night (6 pm to 6 am). Drivers involved in speed-related fatal crashes are more likely to have a history of traffic violations. On average, 1,000 Americans are killed every month in speed-related crashes. Youth and Speeding Of all drivers aged 15-24 years of age involved in fatal crashes, 32 percent were speeding. Of drivers under age 21 involved in fatal crashes, 38 percent of the male and 24 percent of the female drivers were speeding. Economic and Environmental Costs of $peeding Fuel consumption increases steadily above 45 mph with passenger cars and light trucks using approximately 50 percent more fuel traveling at 75 mph than they do at 55 mph. U.S.Department of Transportation National Highway Traffic Safety Administration Strategies for Distributing "Sp eed Shatters Life " Campaign Public Service Advertisin g Materials The success of the "Speed Shatters Life" The Message campaign is directly correlated to the aggressiveness of individual efforts to There are two points to be stressed with any encourage the placement of NHTSA's public media outlet or supportive organization: first, service advertising (PSA) materials. There is that today law enforcement faces difficult no paid placement of any of these PSAs. challenges with limited resources, increased demand for services, and frequent "Speed Shatters Life" is a nationwide, reassignment of police traffic enforcement multimedia PSA campaign designed to: - assets to fight drugs and crime; secondly, research shows motorists erroneously believe • Increase awareness with the motoring that speeding is not a great risk to safety or as public about the dangers of driving too serious as other traffic violations. On the fast for conditions or exceeding the contrary, the consequences of excessive posted speed limit; speed include: • Obtain the public's voluntary compliance • Greater potential for loss of vehicle control; with posted speed limits; and • Reduced effectiveness of occupant • Provide support for law enforcement protection equipment; agencies actively involved in enforcement programs. • Increased stopping distance after the driver perceives a danger; Strategies for Marketing • Increased degree of crash severity leading the Campaign Materials to more disabling injuries; • The unexpected economic and even Contact media outlets in your area psychological implications of a speed- (newspapers, magazines, radio, broadcast and related crash; and cable television, etc.) and highway safety advocates that might carry the campaign • Increased fuel consumption/cost. message (local businesses, state and local government agencies, religious groups, - - _ The "Speed Shatters Life"— non-profit or public service — — = Campaign is equal in scope to organizations, schools, and NHTSA's other major outreach community groups).The following S H A T T E R S efforts, like safety belts and information applies equally to all. impaired driving. • yip; ► .. 11110 1 Identifying the Media campaign materials in person, which is preferable to mailing them. Such effort Identify media outlets you wish to contact by demonstrates a personal commitment to the checking the local telephone directory's yellow issue of speed and will allow you to expand pages, consulting a media directory at the upon the campaign and the PSAs. It can also library, reading a publication's masthead, or reinforce the campaign's local aspect. watching the credits after a television production. Read, listen to, or watch the outlet to obtain If you must write, in lieu of a visit, personalize further information on format, style, audience the pitch letter that accompanies the PSAs with and other public service campaigns they may the person's name (not "Dear Sir") and title. already endorse. Confirm their receipt of the material by telephone within a few days of the anticipated Contacting the Media delivery. Localization of the campaign is the key to Follow up on your contact by watching, reading, successful PSA placement. Be familiar with PSA or listening to the media to see if they use the materials that you are promoting. Know the campaign's materials. If they use your PSA, abstract data on speed-related crashes overall thank them with a short note or telephone call. and your state and region in particular so you If they do not use the spot, thank them for at can discuss the socioeconomic impact of this least considering it. If appropriate, ask for issue at any level. Contact local law feedback concerning why it was not used so enforcement agencies to determine what they that you can better plan your future materials are doing related to speed enforcement and how and campaigns. you can support them and localize the issue. Continue to monitor the local media for any Telephone the media outlet to determine the speed-related news. Note the name of the name (and correct spelling) of the public service journalist or reporter covering the story and director or editor responsible for PSAs. Before contact them to suggest a follow-on piece about telephoning, outline on a single page the key /'' the "Speed Shatters Life" Campaign. Be points you wish to make in your conversation, M'~ prepared to offer current NHTSA and state tailored to address the particular needs and r;` background materials to assist them in interests of the media you are dealing with for max: developing a story. instance, editorial writers want the social implications and business editors the economic The media will often adopt one or two public side. Remember, the person you will be service campaigns and become closely speaking with is constantly approached by associated with them for an extended period. If you -- with the support of local government, spokespersons for other, equally worthy public service organizations, or law enforcement service projects requesting limited air time or agencies -- can convince them of the print space. This is why you must know your importance of this issue to the community, they subject well and make a case for it in the may become involved, thereby ensuring better shortest possible time. Keep the call short and coverage of the "Speed Shatters Life" public conclude by suggesting that you will deliver the service advertising campaign. SPEED SHATTERS LIFE. v-,..-feeleastsknzencoaeliMMID U.S. Department of Transportation National Highway Traffic Safety Administration Minnesota Speeding Facts • In 2011-2013 in Minnesota, illegal or unsafe speed was a contributing factor in 212 fatal crashes resulting in 235 deaths. • During the same period, fatalities resulting from speed-related crashes cost Minnesota over$332 million. • Illegal or unsafe speed is a leading contributing factor in fatal crashes. In 2013, 76 people were killed in speed-related crashes. • In 2011-2013, illegal or unsafe speed was cited in 31 percent of all alcohol-related fatal crashes. • Over the three-year period, 2011-2013, 62 percent of the speed-related fatal crashes occurred in rural areas (less than 5,000 population). • In 2011-2013, illegal or unsafe speed accounted for 24 percent of the factors cited in fatal crashes for drivers under age 30, compared to only 5 percent of the factors cited for drivers age 65 and older. • NHTSA(National Highway Traffic Safety Administration) reports nearly 60 percent of all drivers report seeing speeding vehicles all or most of the time when they drive on residential streets as well as highways. • NHTSA research shows motorists wrongly believe speeding is not a great risk to safety or as serious as other traffic violations. In reality,the consequences of excessive speeding include: o Greater potential for loss of vehicle control o Increased stopping distance o Increased crash severity leading to more numerous and severe injuries. Sources: Minnesota Department of Public Safety Office of Traffic Safety; National Highway Traffic Safety Administration June 2011 Table 8. Summary of driver responses to the countermeasures presented in the focus groups—participants' views on how and why countermeasures may be effective or ineffective in reducing speeding. Counter- Effective Ineffective Comments measure Higher Penalties and Increased Enforcement Higher Target habitual,deliberate speeders One-time higher bill is paid and then Would be more effective if insurance Penalties forgotten rates increased or licenses were lost Increased Seeing police officers or police cars None Erratic driving around police officers Enforcement seems to cause speed reductions; may increase;could involve a positive interaction with police officers is very action such as a free license renewal unpleasant if they've received no tickets Engineering Countermeasures Speed Cause discomfort; unavoidable;can't Can drive around them in a parking May lead to rear-end collisions due to Tables habituate lane;can find an alternate route;not unnecessary slowing always effective at higher speeds (particularly in an SUV/truck) Pavement May make noise so police can hear Seem ineffective; may cause speed None Markings that you're driving too fast increases due to their design Speed Very noticeable; more salient than Forgotten soon after passing them; Could be moved around to be in Displays regular speed limit signs;can lessen increase speed after passing them unfamiliar locations; should target or increase social pressure to reduce specific areas with many hazards speed;counter inattention Vehicle-based Countermeasures Speed Good for target populations such as None Perhaps the licenses of habitual Limiter teens or habitual speeders speeders should just be taken away; sometimes extra speed is needed to pass or avoid hazards;violates driver rights and independence Speed Limit Is useful and provides positive GPS locations are sometimes Might cause driver distraction; Display reinforcement;informs drivers of the inaccurate;drivers go with the flow of vehicles could auto-report speeders to posted speed when it's unknown or traffic anyway;if drivers have decided the police with this kind of information when signs are blocked;helps drivers to speed then they'll still speed; manage their speed choice risk redundant with the roadway signs Fuel Economy Like a game;saves drivers money; Some vehicles just get bad mileage; Might cause driver distraction Display provides real-time driving feedback wealthy drivers won't care Automated Enforcement Automatic Drivers would be unable to anticipate The fixed location cameras might just Drivers don't have a chance to state Enforcement signs in random locations lead to speed in other areas;the their case with a police officer; length of time between the infraction cameras are not always accurate and the ticket reception is too long (e.g., red light cameras); may cause driver distraction;drivers may get tickets when someone else was driving their vehicle Speed Awareness Course Speed Raises awareness of speeding Drivers don't take the courses Need a higher time or monetary cost; Awareness behavior seriously should require mandatory in-person Course attendance; should show more graphic crash footage;educational for all drivers(not just speeders) 22 Dakota County, MN il" . . ,, , .. . ilL ii, -4,,,,,,,, ash,'z. 16.2- %AIN.% Of - ' -" — - ' ''''' ''' ■•‘ , i t% r i :.v F TR _ . t .y_ - �a a Y rlir z s _- In, n . , '\ # : I ■�■IPS rM tivi ,,istir .. ' -' .t.#.14''''',.. Ai ',. In ,-..iiipepe loc--, w IIE lidli . . , 1 t Mi:� �L �ir�r+, FL IN 1 f „it A r.� 'f14, Of City Limit • ) ._ ......... _ ,,.4,#Pik ii, A. I it. .. Disclaimer Map and parcel data are believed to be accurate,but accuracy is not guaranteed. This is not a legal Map Scale document and should not be substituted for a title search,appraisal,survey,or for zoning verification.Dakota County I.Inch = 504 feet assumes no legal responsibility for the information contained in this data. 1/26/2015 4Fiy City of Fadrmington 430 Street Farmington,Minnesota . ' 651.280.6800 -Fax 651.280.6899 ''° •4 www.ci.farmington.mn.us TO: Mayor, Councilmembers and City Administrator FROM: Kevin Schorzman SUBJECT: Parking Restriction Request-Spruce Street DATE: February 9, 2015 INTRODUCTION The city has received a request from the owner and one of the tenants of the old Rambling River Center (431 Third Street)to restrict parking on Spruce Street. DISCUSSION From time to time, staff receives requests related to limiting parking times in the downtown area. The vast majority of these requests are related to convenience for a specific business, or a result of disagreements between neighboring businesses. Past practice has been to be very cautious in approving these types of requests as they often result in a"reserved"parking scenario in a public parking area. Items to consider when evaluating these types of requests include: • Enforcement-The city does not currently have officers dedicated to the enforcement of parking restrictions (marking tires to check parked time, etc.). Therefore,when complaints are received, it will be difficult to prove how long a particular vehicle may be parked there. • Business Schedule-If there is a consistent schedule at the business, it may be possible to restrict parking during specific times on specific days to accommodate large or heavy deliveries. However, if this situation does not exist, or if the business changes you are in essence,restricting public parking for no discernable reason. • Precedent-Caution should be used when making these types of decisions. If the decision is made to restrict parking based on a request from a business owner, are we willing to allow all business owners to restrict parking near their businesses? If not,then we should be prepared to answer the question "Why did you do it for them and not me?" It should be noted that there are three parking spaces in front of the post office on Oak Street that currently have a 15 minute parking restriction between 8:00 AM and 7:00 PM. In the event that the post office would ever move, staff would recommend removing these restrictions. Staff does not believe that this restriction is precedent setting due to the unique services provided at that location. Staff recommends not restricting parking on Spruce Street. However, if the consensus of the council is that the parking should be restricted, staff would recommend that it only be restricted in the furthest east spot on the south side of Spruce Street and that the restriction be limited to 15 minutes to allow for the loading and unloading of heavy items while at the same time not creating the perception of a"reserved"parking spot on a public street. BUDGET IMPACT There would be no budget impact if the current parking remains. Signage and installation costs for restricting the parking would be approximately $100 per sign depending on council direction. ACTION REQUESTED Discuss the requested parking restriction and provide feedback to staff related to the request. ATTACHMENTS: Type Description D Exhibit Spruce Street Parking Map n Backup Material Parking Restriction Request Dakota County, MN I k • w ' I 9 i ,,, . .. :. .,.; ,..... ,... _ . . H ... , ,.. .. .. c ( 1 'IA ,J, . II iiii \ i ir , 4111 .4141 il il II. ii. /I il iii:)/ '...A7111111#1111 ;:::1111111,1111/111,1111111 .:ArlISCir''' { yyp- cpV as W so an is ^' . f �� . ��tk ,, s , P " � ','. , �e #M 2 # a a. ter✓ + d r `; f NO ,r• • K o r 4 Disclaimer:Map and parcel data are believed to be accurate,but accuracy is not guaranteed. This is not a legal Map Scale document and should not be substituted for a tittle search,appraisal,survey,or for zoning verification.Dakota County 1 inch =31 feet assumes no legal responsibility for the information contained in this data. 1/23/2015 DATE: January 7,2015 TO: Mr.Kevin Schorzman,Engineer City of Farmington 430 Oak Street Farmington,MN 55024 SUBJECT: Suggested Parking Restrictions Kevin: You will recall that I talked to you about a year ago about the parking on Spruce Street,along the south side of the building at 431 3rd Street. I offer the following information relative to the subject parking. 1. There are two business rental units with their only entrance from Spruce Street. 2. There are 4 parallel parking places on Spruce St. adjacent to the building—1 handicap and 3 unrestricted. 3. The 3 unrestricted parking places are almost always taken by Postal workers from the processing facility on 3rd Street. Thus they are occupied for full 8-hour shifts without any availability for come-and-go clients for the businesses within the subject building. 4. When I talked to you about a year ago, you asked me to consider talking to the people at the Postal facility and see if things could be worked out I talked to the Postmaster and he was very understanding about the situation and he said that he would talk to his employees, although we both acknowledged that these were public parking spaces and nothing could be forced upon anyone. 5. The situation has persisted all year with these places being taken by postal employees all day. When there was a retail shop in unit#4,the owner once approached one of the regular parkers and asked him if he could park somewhere else. The man said "Not a chance!" There has been no change since our original conversation on the subject. That small retail shop has since closed. 6. My wife and I are associated with Last Hope,Inc.,and we lease unit#3 on Spruce Street I stop there daily at least once for short periods of time. Sometimes I have to carry heavy items from my truck to the office—often from down near 4th Street. Raining,hot or 20 below,while the parking places are taken for the entire day. 7. My request: Designate 1,2 or 3 of these parking spaces as "Two-Hour Parking Limit". I don't believe this is an undue restriction on the public since there are the parking spaces on the south side of City Hall on Spruce Street—almost always vacant It would not be a hardship to park there all day for Postal workers. This proposal would enhance the viability of the business rental units in the 4313x1 Street and the public that visits them. Use as an employee parking lot for Postal workers is not efficient use of public property,in my opinion,especially when there is a reasonable alternative. I respectfully request that the City of Farmington give this situation consideration. If you would like to have a meeting on the subject,please contact me with one of the methods listed below. Sincerely, L W. ORR Board Member and Treasurer Last Hope,Inc. P.O. Box 114 M,.- Farmingtori,MN 55024 651-463-8739 leon.orr @charter.net ■ Proposal endorsed by aah MOLLY ' ON Sackett Properties,Building Owner YQ ON, City of Farmington 430 Third Street Farmington,Minnesota 651.280.6800 -Fax 651.280.6899 www.ci.farmington.mn.us TO: Mayor, Councilmembers and City Administrator FROM: David McKnight, City Administrator SUBJECT: Calendar of Events DATE: February 9, 2015 INTRODUCTION Please accept this information as a reminder of some important upcoming events. DISCUSSION I wanted to remind you of some important upcoming events that should be included on your calendar. February 13,2015 360 Communities Annual Luncheon February 16,2015 City Offices Closed for Presidents Day February 17,2015 City Council Meeting February 17, 2015 Dennis Feller Retirement Celebration in Lakeville March 2, 2015 City Council Meeting March 6, 2015 Strategic Planning March 9, 2015 City Council Work Session BUDGET IMPACT NA ACTION REQUESTED For information only. aQ``�����► City of Farmington cis p 430 Third Street ' Farmington,Minnesota 14a / 651.280.6800 -Fax 651.280.6899 www.ci.farmington.mn.us TO: Mayor, Councilmembers and City Administrator FROM: David McKnight, City Administator SUBJECT: Miscellaneous Update Items DATE: February 9, 2015 INTRODUCTION I will provide the city council with an update on miscellaneous city items or answer any questions you may have. DISCUSSION NA BUDGET IMPACT NA ACTION REQUESTED NA