HomeMy WebLinkAbout1998 05-18 CCP Work Session AGENDA
CITY COUNCIL WORK SESSION
MAY 18, 1998
7:30 P.M.
CONFERENCE ROOM B
1. Discussion of Riverwood Neighborhood Association request for work session regarding
their survey results and the proposed senior cooperative project.
2. Council Member Lasman: accidents at Woodbine & Halifax
3. Council Member Carmody: park improvement input from neighborhood
4. Discussion of Development issues
5. 1999 Budget
- calendar
- process
- levy limits
- inviting Financial Commission to participate
- Council direction on budget process etc.
6. Miscellaneous
7. Adjourn
City of Brooklyn Center
A great place to start. A great place to stay.
•
To: Mayor Kragness and Council Members Carmody, Hilstrom, Lasman and Peppe
From: Michael J. McCaule
City Manager
Date: May 15, 1998
Re: May 18, 1998 Work Session
Items on agenda:
l.Tom Kouri has requested meeting with the City Council in a work session to discuss the
results of the Association's neighborhood survey. He would like to meet before the June 15th
work session.
This item is on the agenda to discuss whenihow the council would like to meet with the
Riverwood Neighborhood Association representatives.
2. Council Member Lasman would like to discuss the situation of the accidents that have
occurred at this intersection and possible approaches to reduce the frequency of accidents.
3. Council Member Carmody wants to discuss how we should seek input on improvements
to individual parks. We have sent out individual notices within 3 blocks of a park. The issue
is seeking greater participation from the users of the park and not just the immediate
neighborhood. Issues would include breaking the city into notice districts, publishing a
request, and possibly seeking input from the Park & Recreation Commission.
4. This item is for further discussion of development issues updating on the TOLD
development at 252 & 66th etc.
5. The budget calendar will be discussed for Council input on the dates, process etc. Also,
the purpose is to receive input from the Council on specific goals for the 1999 budget.
6301 Shingle Creek Pkwy, Brooklyn Center, MN 55430 -2199 • City Hall & TDD Number (612) 569 -3300
Recreation and Community Center Phone & TDD Number (612) 569 -3400 • FAX (612) 569 -3494
An Affirmative Action /Equal Opportunities Employer
CITY OF BROOKLYN CENTER
DRAFT 1999 BUDGET CALENDAR
May 1, 1998 Friday Applications for contractual services for nonprofit
orcanizations mailed out to past applicants.
May 20, 1998 Wednesday Capital outlay and construction project justification sheets
handed out at P.M. staff meeting.
May 18, 1998 Monday City Council budget work session.
May 27, 1998 Wednesday Preliminary 1999 Operating Budget conference for City
Manager with city department and division heads after A.M.
staff meeting. Budget summary sheets, projected 1999
and 1999 budaet
personnel costs for 1998 staffingr levels
worksheets handed out. Revenue worksheets handed out to
departments responsible for estimates.
Data processing and vehicle capital outlay requests due.
June 1, 1998 Monday I')
Include individual justifications for 1999 and 5 year
summaries.
June 1, 1998 Monday Applications for contractual services for nonprofit
organizations due.
June 1 - June 5, 1998 Finance Director works on revenue estimates.
June 8, 1998 Monday Proposed construction projects for inclusion in 5 year capital
improvement plan due to Public Services Director
June 19, 1998 Friday Revenue worksheets due back from all departments.
June 22, 1998 Monday 1999 Operating BudaeE requests due from all departments for
0 -
submission to the Finance Director.
June 29, 1998 Monday Consolidated 1999 operating budget requests and revenue
estimates forwarded from the Finance Director to the City
Manager.
June 29, 1998 Tiviondav Multi-year budget projection worksheets handed out.
0
June 30, 1998 Tuesday Review of applications for contractual services for nonprofit
organizations due.
Mana,er consults ults as necessary with department and division
June through July
heads as 1999 Operating Budget document is shaped.
July 13, 1998, Monday Multi -year budget projection worksheets due from all
departments for submission to the Finance Director.
ted multi-year budgets forwarded from the Finance
July 17, 1998 Friday Consolida Y
Director to the City Manager.
July 17, 1998 Friday Draft 1999 Capital Improvements Program due from the
Public Services Director to the City Manager.
July 31, 1998 Friday Department of Revenue is to certify Local Government Aid.
August 1998 Preliminary recommendations on Capital Improvements
Program (C.I.P.) components.
August 10, 1998 Monday Preliminary 1999 Operating Budget is delivered to the City
• � Council members.
August 17, 1998 Monday City Council budget work session & review of C.I.P. and
Preliminary Tax Levy
August 20, 1998 County must notify City of the public hearing dates selected
by school districts.
P
August 31, 1998
Department of t Revenue is to certify Homestead and
Agricultural Credit Aid (HACA).
Sept 14, 1998 Monday Last regular council meeting for adoption of the
Preliminary 1999 Operating Budget and the preliminary
tax levy by the City Council. City must select initial truth
in taxation hearing date and a date for a reconvened
hearing.
Sept 15, 1998 Certify preliminary 1999 Operating Budget and preliminary
fY
P
tax levy to the County. City must also inform the County of
City budget public hearing dates.
Nov 9/23, 1998 County must mail Truth In Taxation notices to each property
• owner.
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Y .
S,
Nov 13, 1998 Friday Proposed 1999 Operating Budget is delivered to the City
• Council members.
Nov 16, 1998 Monday City Council holds budget work session.
Utility Rate Study and Utility Funds budgets presented.
Nov 18, 1998 Wednesday Notice of public hearing placed with Post Publishing to appear
in Nov 25th edition.
Nov 23, 1998 Monday City Council adopts the Utility Rate Study and Enterprise
Funds budgets.
Dec 2, 1998 Wednesday City Council holds initial public hearing on the 1999
Operating Budget.
December 8, 1998 Tuesday All counties to hold budget public hearings.
Dec 9, 1998 Wednesday City Council holds reconvened public hearing on the 1999
Operating Budget. f needed
to B g (I )
December 14, 1998 City Council adopts the final 1999 tax levy and final 1999
Operating Budget at a subsequent public hearing held
® during the regular City Council meeting.
Dec 14, 1998 Monday Public hearing on and fmal approval of C.I.P.
December 28, 1998 Tues Last day to certify final tax levy and final 1999 Operating
Budget to the County.
January 31, 1998 Publish summary of budget in Sun -Post or city newsletter as
required by Minnesota Statutes 471.6965
•
T BROOKL rN
TER Public Works Department
LU MEMORANDUM
Engineering
TO: Michael j. McCauley
Streets FROM: Diane Spector
SUBJ: Woodbine Lane at Halifax Avenue
Parks
DATE: May 15, 1998
Public
Utilities
I have reviewed the history of the intersection of Woodbine Lane and Halifax Avenue,
and offer the following:
Central
Garage 1) Woodbine Lane serves a unique geographic purpose as it links two major north-
south collectors: France Avenue and Noble Avenue. As such, it has a traffic
WU count much higher than would be expected on a residential street. Woodbine also
Watershed is a Metro Transit bus route, and sees a high number of school buses. The
Management following is a short history of traffic counts on Woodbine at Halifax:
Year Average Daily Traffic
1997 1,840
1995 1,769
1993 1,818
1991 2,085
2) Traffic speed has periodically come up as an issue on Woodbine. In 1987, the
Administrative Traffic Committee at the request of the property owner at 7236
Halifax ordered reinstallation of a Stop sign for eastbound Woodbine. The
following are results of various speed surveys taken over the past several years:
J Date & Time Survey Type 85th Percentile Total Count
1 4/20/89 Thu, 1:50 pm -2:50 pm Unmarked vehicle radar 34 178
1 5/30/91 Thu, 7:20 pm -7:55 pm Unmarked vehicle radar 37 73
6/13/91 Thu, 11:50 am -12:50 pm Unmarked vehicle radar 38 89
4/28/94 Thu, 11:41am -5:17 pm SMART 31 493
5/17/94 Tue, 12:30pm- 11:25pm SMART 32 823
10/16/96 Wed, 7:10am -7:13 pm SMART 30 875
5/8/98 Fri, 8:28 am -5:43 pm SMART 26 618
• The speed surveys indicate that the majority of the vehicles are traveling around the speed limit, but
that there are some vehicles traveling at a higher speed. For example, the 10/16/96 SMART radar
showed 8 vehicles out of 875 traveling over 40 mph. These and the vehicles traveling between 35
and 40 mph tend to be traveling over the noon hour, or between 2 and 4 pm. There is some traffic
traveling at speeds well in excess of the speed limit, but it does not appear that it is proportionately
greater than what we see on other residential collector streets. However, because of the nature of the
street, that is a connector between France Avenue and Noble Avenue, the speeding occurs most often
during am and pm peak hours, and when school lets out.
3) Chief Joel Downer has compiled a summary of traffic accidents at this location. In general the
standard which is used to determine if a location has an excessive number of accidents is an average
of three or more accidents per year over a three year period. While it appears there was a cluster of
accidents in 1994, there has been only one reported accident since 1994. This intersection would not
fall under that standard of excessive number of accidents.
4) City Engineer Scott Brink and I have reviewed a number of different possibilities to consider. These
include (with comments):
a. Four way Stop signs at Kyle and Woodbine. During neighborhood meetings for the
Woodbine Neighborhood project, we discussed this option with the neighborhood. Most of
the residents on the corner of Kyle objected to the idea of Stop signs, since they would be
subject the most to the sound pollution and exhaust fumes from the cars and buses which use
Woodbine. Instead, chokers were installed. It should be noted that if Stop signs were
installed at Kyle, there is plenty of distance between Kyle and Woodbine to regain speed.
b. Three way Stop signs at other intersecting streets, such as Indiana or June. Again, it is likely
that there would be neighborhood resistance to the accompanying noise and exhaust fumes.
None of these locations meet warrants for multi -way Stop signs.
C. Speed humps. The volume of traffic and the Metro Transit and school buses using Woodbine
make these infeasible.
d. Rumble strips. The pavement is ribbed so that drivers get an audible alert as well as a
vibration which alerts them to an upcoming traffic control. These are generally used on
highway shoulders or occasionally in the drive lane as it approaches a traffic signal or Stop
sign. They are not appropriate for residential street use because: they are noisy and would be
audible to residents in a wide diameter from the installation; they would be damaged by our
snow plowing equipment and have to be continually repaired; they may damage our snow
plow equipment; and they would be dangerous for bicyclists, especially when wet.
e. End of road marker or arrow. It is
possible that some drivers, especially
when driving under the influence, may be
confused by the driveway opposite -
Woodbine. A nine dot reflectorized
marker or a double- headed arrow may
help avoid that confusion, although the
• location of the driveway means the sign
would have to be located left of the
driver's eye view, near the boulevard tree.
Driver's eye view of 7236 Halifax at Stop sign.
Attached are some examples of this signage, and also an excerpt from the FHWA /Mn/DOT
"Uniform Manual on Traffic Control Devices," which is used by virtually all road authorities
to govern installation of traffic signs, signals, and markings, which details the standards for
installing Stop signs.
f. Additional enforcement. Additional enforcement, as police personnel are available, may help
reduce the incidence of speeding on Woodbine. However, the worst of the speeding is spread
out over several hours, and the chances of a patrol working radar for a half hour actually
catching one of the worst violators is small compared with the dedication of manpower.
Of all the options, we would recommend additional enforcement as available. The Council could consider
option a above (a nine -dot reflector or a double- headed arrow), realizing that the location is not ideal for this
type of signage.
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• A p is not necessary at all times. Periodic reviews of existing installao Rw 3N
may be desirable to determine whether, because of changed conditions,
the use of less restrictive control or no control could accommodate traffic
demands safely and more effectively.
O STOP signs should never be used on the through roadways of
expressways. Properly designed expressway interchanges provide for the
11 continuous flow of traffic, making STOP signs unnessary even on the
��
J entering roadways. Where at -grade intersections are temporarily justified
for local traffic in sparsely populated areas, STOP signs should be used on
RI R; -3 R % - 4 the entering roadways to protect the through traffic. STOP signs may also
30 x 3 0 �� 1 x 6 81 1 a x e 11 be required at the end of diverging roadways at the intersection with other
highways not designed as expressways. In most of these cases. the speeds
2114 Stop Sign (RI-1) will not warrant any great increase in the sign sizes.
STOP signs are intended for use where traffic is required to stop. The STOP signs shall not be erected at intersections where traffic control
STOP sign shall be an octagon with white message and border on a red signals are operating. The conflicting commands of two types of control
background. The standard size shall be 30 x 30 inches. Where greater devices are confusing. If traffic is required to stop when the operation of
emphasis or visibility is required, a larger size is recommended. On low- the stop- and -go signals is not warranted, the signals should be put on
volume local streets and secondary roads with low approach speeds, a 24 flashing operation with the red flashing light facing the traffic that must
X 24 inch size may be used. stop.
At a multiway stop intersection (sec. 213-6), a supplementary plate Where two main highways intersect, the STOP sign or signs should
(RI -3) should be mounted just below each STOP sign. If the number of r pormally be posted on the minor street to stop the lesser flow of traffic.
approach legs to the intersection is three or more, the numeral on the �•_ fraffic engineering studies, however, may justify a decision to install a
supplementary plate shall correspond to the actual number of legs, or the STOP sign or signs on the major street, as at a three -way intersection
legend ALL -WAY (R1-4) may be used. The supplementary plate shall ��,, where safety considerations may justify stopping the greater flow of
have white letters on a red background and shall have a standard size of 12 traffic to permit aleft- turning movement.
X 6 inches (R1 -3) or 18 x 6 inches (R1 -4). STOP signs may be used at selected railroad- highway grade crossings v111-5 (C)
A STOP sign beacon or beacons may be used in conjunction with a only after their need has been determined by a detailed traffic engineering Rev. 2
STOP sign as described in section 4124. study. Use of the STOP sign at railroad- highway grade crossings is
Secondary messages shall not be used on STOP sign faces. described in Section 813-9.
Portable or part -time STOP signs shall not be used except for
211-5 Warrants for Stop Sign emergency purposes. Also, STOP signs should not be used for speed
control.
Because the STOP sign causes a substantial inconvenience to motorists,
it should be used only where warranted. A STOP sign may be warranted at 211-6 Multiway Stop Signs
an intersection where one or more of the following conditions exist:
The " Multiway Stop" installation is useful as a safety measure at some
1. Intersection of a less important road with a main road where locations. It should ordinarily be used only where the volume of traffic on
application of the normal right -of -way rule is unduly hazardous. the intersecting roads is approximately equal. A traffic control signal is
2. Street entering a through highway or street. more satisfactory for an intersection with a heavy volume of traffic.
3. Unsignalized intersection in a signalized area. Any of the following conditions may warrant a multiway STOP sign
4. Other intersections where a combination of high speed, restricted installation (sec. 213-4):
view, and serious accident record indicates a need for control by the STOP , 1. Where traffic signals are warranted and urgently needed, the
sign. .iultiway stop is an interim measure that can be installed quickly to
Prior to the application of these warrants, consideration should be given — control traffic while arrangements are being made for the signal
to less restrictive measures, such as the YIELD sign (213-7) where a full I installation.
Rev. 9184 26-2
2B -3 Rev. 9184
2. An accident problem, as indicated by five or more reported accidents 3. At intersections on a divided highway where the median between the
of a type susceptible of correction by a multiway stop installation in a roadways is more than 30 feet wide. At such intersections, a STOP sign Rav75c)
12 -month period. Such accidents include right- and left -turn collisions as may be used at the entrance to the first roadway of the divided highway
well as right -angle collisions. and a YIELD sign may be placed at the entrance to the second roadway.
3. Minimum traffic volumes:
4. Where there is a separate or channelized right -turn lane, without an
(a) The total vehicular volume entering the intersection from all
adequate acceleration lane.
approaches must average at least 500 vehicles per hour for any 8 hours of
5. At any intersection where a special problem exists and where an
an average day, and
(b) The combined vehicular and pedestrian volume from the minor engineering study indicates the problem to be susceptible to correction by
use of the YIELD sign.
street or highway must average at least 200 units per hour for the same 8
hours, with an average delay to minor street vehicular traffic of at least 30 YIELD signs generally should not be placed to control the major flow
seconds per vehicle during the maximum hour, but of traffic at an intersection. However, YIELD signs may be installed to
(c) When the 85- percentile approach speed of the major street traffic control a major traffic movement where a majority of drivers in that Rev. (c)
Rev. 5
exceeds 40 miles per hour, the minimum vehicular volume warrant is 70 movement are making right turns (see page 2A -16). At such an
percent of the above requirements. intersection, YIELD signs should not be erected on more than one
approach.
211-7 Yield Sign (111 -2) YIELD signs should not be used on the through roadways of
The YIELD sign assigns right -of -way to traffic on certain approaches to expressways. They may be used on an entering roadway without an
an intersection. Vehicles controlled by a YIELD sign need stop only when adequate acceleration lane, but in a well- designed interchange, the sign
necessary to avoid interference with other traffic that is given the right -of- would interfere with the free merging movement, and it should not be used
way. I under those circumstances.
The YIELD sign shall be a downward pointing, equilateral triangle
having a red border band and a white interior and the word YIELD in red 211-9 Location of Stop Sign and Yield Sign
inside the border band. The standard size shall be 36 x 36 x 36 inches. A STOP sign should be erected at the point where the vehicle is to stop
or as near thereto as possible, and may be supplemented with a Stop line
and /or the word STOP on the pavement, as shown in figure 2 -2 (page
-- -- - 2A -15). A YIELD sign should be erected in the same manner, at the point
where the vehicle is to stop if necessary to yield the right -of -way. Where
YIELD there is a marked crosswalk on the pavement, the sign should be erected
approximately 4 feet in advance of the crosswalk line nearest to
approaching traffic.
Where only one sign, STOP or YIELD, is used, it shall be on the right -
hand side of the traffic lane to which it applies. An intersection where a
wide throat exists on the signed approach, observance of the sign may be
improved by the erection of an additional sign on the left side of the
approach road, and by the use of a Stop line. Where two lanes of traffic
2B -8 Warrants for Yield Signs are subject to the STOP sign, a second sign should be placed where it is
visible to traffic in the inner lane. At certain channelized intersections, the
The YIELD sign may be warranted: additional sign may be effectively placed on a channelizing island. In no
1. At the entrance to an intersection where it is necessary to assign II -37 (c) instance shall one STOP or YIELD sign be mounted above another on the
right -of -way and where the safe approach speed on the entrance exceeds Ro•• �, same posts.
10 miles per hour. Where two roads intersect at an acute angle, the STOP or YIELD sign
2. On the entrance ramp to an expressway where an acceleration lane is should be positioned at an angle, or shielded, so that the message is out of
not provided. view of traffic to which it does not apply. '
2B -a
MN 28 -5 2/91
For additiona • p Y protection the Advisor Speed plate (sec. 2C -35) may be A Large Arrow sign is intended to be used to give notice of A
used. change of alignment in the direction of travel. It is not to be used where
there is no change in the direction of travel (ends of medians, center piers,
2C -7 Reverse Curve Sign (W1 -4) etc.).
The Reverse Curve sign is intended for use to mark two curves in
The Large Arrow sign, when used, shall be erected on the outside of a
curve or on the far side of an intersection, in line with, and at right angles
opposite directions, as defined in the warrants for curve signs (sec. 2C -5) to, approaching traffic.
that are separated by a tangent of less than 600 feet. If the first curve is to a be effective the Large Arrow sign should be visible for at least 500
the right, a Right Reverse Curve sign (W1 -4R) shall be used, and if the feet and trial runs by day and night may be desirable to determine final
first curve is to the left, a Left Reverse Curve sign (WI-4L) shall be used. positioning.
For additional protection the Advisory Speed plate (sec. 2C -35) may be
used.
2C -8 Winding Road Sign (W1 -5) _
The Winding Road sign is intended for use where there are three or
more turns or curves, as defined in the warrants for Turn and Curve signs
(secs. 2C -4 and 5), separated by tangent distances of less than 600 feet.
Wi -6 W1 -7
If the Winding Road sign is used it shall be erected in advance of the 48" x 24" 48" x 24"
first curve. Where the three or more turns or curves extend over a roadway
length of 1 mile or more, the supplemental plaque (W7 -3a, NEXT X `
MILES) may be installed below the W1 -5 sign. ` E 2C -10 Chevron Alignment Sign (W1 -8)
Additional warning may be provided by the installation of road delin- 1 The Chevron Alignment sign shall be a vertical rectangle with a
eation markers (sec. 313-4) and by use of the Advisory Speed plate (sec. I ,' minimum size of 12 inches by 18 inches. It shall have a yellow background
2C -35). with chevron symbol in black. The size of sign used will be determined by
an engineering investigation.
A Chevron Alignment sign may be used as an alternate or supplement to
standard delineators and to the Large Arrow sign. The Chevron 11 3
Alignment sign is intended to be used to give notice of a sharp change of
alignment with the direction of travel. Chevron Alignment sign is intended
< > to provide additional emphasis and guidance for vehicle operators as to
changes in horizontal alignment of the roadway.
W1 -5R
30" x 30"
2C -9 Large Arrow Sign (W1 -6, W1 -7)
The Large Arrow sign shall be a horizontal rectangle with a standard �;
size of 48 x 24 inches, having a large arrow (W1 -6) or a double head W1 -6
18" x 24"
arrow (WI It shall have a yellow background with symbol in black.
n.... 'Iran 2C -4 2C -5 Rev. 9184
For additional emphasis, a large surface such as a bridge pier may be
painted with diagonal stripes, 12 inches or greater in width similar in Typical Type 1 Object Markers
design to the Type 3 object marker. The alternating black and reflectorized
yellow stripes shall be sloped down at an angle of 45 ° toward the side of
111 -7 (c)
the obstruction which traffic is to pass. Rev. 2
Appropriate signs (secs. 2B -25 and 2C -33) directing traffic to one or 111 (c) 0�0�0
both sides of the obstruction may be used in lieu of the object marker. In Rev. 3 O 0
addition to markings on the face of an obstruction in the roadway, 0
warning of approach to the obstruction shall be given by appropriate 4 0 <>
pavement markings (sec. 313-13). 18 "x18" 18 "x18" 18 "x18"
Where the vertical clearance of an overhead structure exceeds the
maximum legal height of vehicle by less than one foot, the clearance in feet
and inches should be clearly marked on the structure (sec. 2C -34). Typical Type 2 Object Markers
3C -3 Objects Adjacent to the Roadway 0
Objects not actually in the roadway may be so close to the edge of the 0 10001 ( I
road that they need a marker. These include underpass piers, bridge 6 "x12" 6 "x12" 12 "x6" 12 "x6"
abutments, handrails and culvert headwalls. In some cases there may not
be a physical object involved, but other roadside conditions such as
narrow shoulder drop -offs, gores, small islands and abrupt changes in the Typical Type 3 Object Markers
roadway alignment may make it undesirable for a driver to leave the
roadway. Type 2 or 3 object markers are intended for use at such
locations. The inside edge of the marker shall be in line with the inner edge
of the obstruction. Y.
Standard warning signs (Part II -C) should also be used where
applicable. Typical applications of markers for roadside obstructions are
shown in figure 3 -20.
3C -4 End of Roadway
When it is determined that markers should be placed at the end of a I Editorial
roadway where there is no alternate vehicular path, either a marker Rev i
OM -3L OM -
consisting of nine red reflectors, each with a minimum dimension of 12 "x36" 12 "06"
approximately 3 ", mounted symmetrically on an 18 -inch diamond, red or
black panel; or an 18 -inch diamond reflectorized red panel shall be used. I Change Typical End of Road Markers
More than one marker or a larger marker may be used at the end of the Rev. 2
roadway where conditions warrant. The minimum mounting height of this
marker shall be four feet. Appropriate advance warning signs should be
used.
18 "x18" 18 "x18" 18 "x18"
" 3C_3 Rev. 12/83
RAv. 3186 3C -2