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HomeMy WebLinkAbout6.g. Approve Plans for County Road 42 East ImprovementsDATE: FEBRUARY 9, 1988 TO: MAYOR & COUNCILMEMBERS C/O ADMINISTRATOR JILK FROM: CITY ENGINEER/PUBLIC WORKS DIRECTOR HEFTI RE: ITEMS FOR THE FEBRUARY 16, 1988 COUNCIL MEETING NEW BUSINESS Approve Plans for County Road 42 East Improvements City Project 1987-903 Dakota County is requesting that the City approve the plans for their Project #S.P. 19-642-21 showing alignment, profiles, grades in cross sections for the improvement of County State Aid Highway 042 between U. S. 52 and TH 55. Attached is a resolution that the County needs to have the Council approve in order for them to proceed with the bid process. I have reviewed these plans and would recommend Council approve the resolution approving these plans. I will have a copy of these plans available for Council to review. i CITY OF ROSEMOUNT RESOLUTION 1988 - A RESOLUTION APPROVING THE PLANS FOR COUNTY STATE -AID HIGHWAY 42 IMPROVEMENTS BETWEEN US 52 AND TH 55 CITY PROJECT 1987-903 WHEREAS, plans for Project No. S.P. 19-642-21 showing proposed alignment, profiles, grades and cross-sections for the construction, reconstruction or improvement of County State -Aid Highway No. 42 within the limits of the City as a Federal Aid Project have been prepared and presented to the City. NOW THEREFORE BE IT RESOLVED, that said plans be in all things approved. ADOPTED this day of February, 1988. Rollan Hoke, Mayor ATTEST: Stephan Jilk, Administrator/Clerk • Metropolitan Council of the Twin Cities Area 300 Metro Square Building, 7th and Robert Streets St. Paul, Minnesota 55101 Tel. 612 291-6359/TDD 291-0904 MINUTES OF A MEETING OF THE MINNEAPOLIS/ST. PAUL INTERNATIONAL AIRPORT ADEQUACY STUDY January 21, 1988 4:00 p.m. MEMBERS J. Nunn, G. Ulrich, C. Flynn, J. Kazek, D. Culhane, B. Swenson, PRESENT: D. Kelso (for B. Sims), R. Huber, R. Rought, B. Larson (for B. Bowles), D. Gustafson (Eagan), M. Eder, W. Maki, R. Beens, S. Mains (for T. Rutland), J. Pidgeon, S. Cramer, B. Griggs, V. Johnson, J. Borchert OTHERS: D. Fisher, J. Kari, C. Case, S. Wilson, T. Kayser, J. Hohenstein, J. Richter, R. Jacobson, S. Jilk, R. Hoke, B. Stassen, D. Priebe, J. Schultz 1. CALL TO ORDER Chair J. Nunn called the meeting to order at 4:10 p.m. She requested that the Citizens League report be moved to the first agenda item to accomodate the speaker's time constraints. 2. APPROVAL OF MINUTES OF DECEMBER 10, 1987 MEETING The minutes of the previous meeting were approved as mailed. 3. CITIZENS LEAGUE REPORT -- J. CAIRNS J. Nunn introduced John Cairns, Minneapolis attorney and chair of the Citizens League task force that prepared the recently completed airport study. Cairns highlighted the major points of the study and then As a whole, the report says that the Twin Cities Area has a marvelous airport located in a good area for many reasons but not so good for others. On balance, the League believes that while the current site may be good for quite some time, it would not be a good idea to plan on it lasting forever. Therefore, the report recommends having a fallback position that involves land banking. He said a good method and data base for tracking and predicting important trends and solving problems (such as noise) is needed so that consensus decisions can be made and supported in the region. This includes a better modeling capability for answering "what if" questions. It was also determined that while land banking should be initiated now while the current airport is adequate, with conditions monitored over the course of time, if the decision was made to build a new airport the existing one should be closed. The single -airport concept is important. The region must recognize, however, that while the new site will never be as accessible as the current one it should be as close as possible to the core cities. It should also be recognized that the process of finding a site will take a long time and therefore should be done as quickly as possible. D. Fisher, new Metropolitan council member and Citizens League task force member, said that an adequate airport is necessary to reach the international and national trade opportunites that are necessary to achieve economic growth in the region. R. Rought asked about anticipated sources of funding for not only the new airport and land bank but the site selection study, which would likely cost millions of dollars. Cairns said a number of sources could be looked at for the study: the regional public (through MAC or Metrpolitan Council levies) the FAA, and/or state. Ultimately, the sale of the current site's assets could be used to pay off debt issued for land acquisition. Interim use of the banked land could also become a revenue generator. Responding to a question from J. Borchert, Cairn said the report discusses at length the shortcomings of the existing data base. Much of this was due to frustrations in gathering data for their own study, some was a recognition for a different data base to make a long term decision. Cairns commented that the overall system planning effort appears to have been hurt by the legislative restrictions at Anoka County airport, and the legislature should not be so involved in such levels of detail. Cairns said the recommendations on noise generally said that the MAC and Metro Council should push the FAA more agressively to run our own airport. The report did not identify new noise abatement strategies, although tried to prioritize ones that have already been identified. General elements were to negotiate the noise budget; extension of runway 4/22 and a restructuring of the preferential runway system and more equitably redistribute noise among communities; consider more liberal conbsideration of land use modifications to extend beyond the identified 65 Ldn boundary. Furthermore, the existing airport should be made as environmentally compatible as possible. S. Cramer said it would be helpful for the Adequacy Study to know what we might better focus our attention. Cairns said the study did not go into as much detail as some had wanted on some topics. One area was economic development. More detailed study is needed on the extent to which a new airport would influence the shape of the region. The committee believed that that the epicenter of the region would continue to be downtown Minneapolis, but that some shift of future growth to the new site might occur. R. Jacobson, a citizen of Rosemount, spoke against the idea of moving the airport to his community as has been reported in the paper. It was pointed out that neither the Citizens League report nor the MSP Adequacy Study are selecting any sites. h 3. IMPLICATIONS DISCUSSION OF OCTOBER PRESENTATION ON HUBS J. Kari presented the implications memo based on the December presentation by David Lewis. Kari noted that Lewis first discussed the national perspective on capacity enhancements, then described the analytic framework to be used in the study. Kari discussed how congestion and delays are major problems for the national system. Congestion at U.S. airports is growing. In 1985, 17 airports serving 43 percent of all passengers in the U.S. were congested, and the FAA foresees that 30 airports serving 55 percent being congested in 1990 and by 2000, 61 airports serving 74 percent will be congested. Average delay for all flights in 1984 was 6.8 minutes; for a delayed flight it was 15 minutes or more which is the point at which' significant costs to the passengers and the airlines accrue. Delays in 1984 cost passengers $1.8 billion in lost time and productivity and cost the airlines $1.4 billion in operating, fuel and personnel costs. As congestion and delays increase at MSP their economic costs need to be determined and monitored. Airports with chronic congestion and delay problems also impose economic costs on the cities and region they serve in terms of lost opportunities for existing business, convention/hospitality industry, and new business development. Three things can be done to improve capacity: 1) airport improvements, or more concrete for runways and taxiways; 2) airspace procedures - reducing minimum distance between runways for simultaneous takeoffs and landings, reduced "in - trail" separation for landing aircraft; and 3) equipment and systems, such as artificial intelligence and more in -cockpit capabilility. Kari said questions exist on timing, when these capacity improvements will be available. Some of the impediments are: financial contraints, local community - environmental acceptance, personnel training, regulatory agency acceptance, and industry wide acceptance/adoption/implementation. Capacity improvements proposed for the system nationally can have significant_ impacts on MSP if adopted and implemented at MSP. These uncertainties need to be taken into account inthe determinationof the adequacy of MSP. For the analytic framework, Kari said when considering the 30 year adequacy of MSP, some way needs to be used to take into account the risks, uncertainties and the unforeseen changes that will be a part of the future. The framework provides a method to break down the basic elements which will determine the future adequacy of MSP -- demand and capacity. Within each, a number of factors and considerations exist, such as airside, environmental or parking ramp capacity. Demographic, economic, technological, public policy, air industry and other factors and assumptions must be considered. A family of techniques called risk assessment will be used to deal with the uncertainties surrounding these factors. The factors and assumptions need to be made explicit, their relationships need to be ascertained, the consequences and risks of meeting and not meeting demand need to be determined so judgements and decisions can be made. Kari said four steps exist in the process: 1) Identification of all factors used in the forecasts (from various sources); 2) Identification of pertinent factors not explicitly taken into account in the forecasts; 3) Determination of the probabilities of assumptions being right (using expert groups for each forecast element); 4) Combine probabilities into a unified assessment of the region's risk of having inadequate airport capacity; 5) Presentation of results for broad regional discussion. Four options for airport development, from only building the currently programmed improvements, to enhancing MSP, to building anew airport, will be considered. A report card summary of a veriety of evaluation measures, both quantifiable and qualitative, will be prepared. Areas include forecast vs. capacity, performance (delay), economic value, social/envirommnetal, and financial. C. Flynn asked where safety fits in. Kari said that would be consideredas part of capacity, performance and social/environmental, which are all 'affected by safety or perceived safety considerations. 5. MAC MASTER PLAN FOR MSP INTERNATIONAL -- V. JOHNSON Virginia Johnson, MAC Commissioner and Chair of the MAC Master Plan Task Force briefed the committee on the status of that study. She said the task force had met once, and will have the study completed in December. The current master plan was prepared in the mid 1970s. That plan had estimated a capacity of 20 million passengers, a figure we now know to be wrong. She said the current master plan study was begun in 1985-86, prior to the announcement of the Republic -Northwest merger. At that point, many things were put on hold until it could be determined how airport might be affected. In addition, the noise budget discussions were being held. The current effort involves updating the information collected in the 1985-86 work. The consultant, Howard Needles Tammen and Bergendoff, is currently working on this. The first four tasks (data update, forecast revision, capacity revision, facility requirements) are all fine tuning the previous work. Such surveys as passenger movements, gate utilization, terminal space, parking activities, trafficcounts, taxiway use, etc. are being used to look at issues relating to movement at the facility. The second phase involves projecting these activity levels up to 1993, 1998, and 2008 or five, ten and twenty years from now. In addition, a 25 year forecast will be prepared to interface with the Adequacy study. Next, the airport capacity analysis will look at the various capacity elements. Future- facility requirements will then be determined on the basis of the forecasts. The following task would be preparation of general development schemes, packages of facility requirements balancing activity levels and impacts such as noise. This would be developed in a manner as understandable to the community at large. Johnson said this is needed regardless of whether the Adequacy Study determines a new airport is needed since a long time would pass between the decision and opening of the new airport. A prefered concept would be selected and defined in more detail By autumn of 1988, detailed capital planning, identification of maintenance. and new facility developments required, would be identified. The environmental impactsofthe plan will then be determined, in fulfillment of federal and state requirements, including noise impacts and others. tom, Task 10, Community Relationships, involves responding to legislative direction to include analysis of how the airport interacts with adjacent communities. In addition, this task will be responsive to the Metropolitan Council's Aviation Chapter. Task 11 involves preparation of detailed plans such as layout plans, terminal area plan, airspace plans, land use plans, etc. Finally, auxilliary reports will be prepared. The study will involve extensive coordination activities, including interaction with the Adequacy Study, the FAA, Mn/DOT, public meetings, briefings of public officials and agencies, etc. J. Nunn asked at which points public meetings are to be held. V. Johnson responded that the formal public hearing will be held once the plan is completed, but that she didn't believe any of the interim public meetings for input had yet been scheduled. J. Borchert asked what the master plan would be used for once it is completed. Robert Stassen replied that the plan is used to guide the development of the airport. Decisions to maintain/rehabilitate facilities as well as to develop new facilities are based on the plan. Implementation staging is also included. R. Huber added that the plan is a prerequisite for FAA funding of projects. Stassen said the development guide is necessary for MSP even if a new site is chosen because the need will exist to maintain good air access while the new airport is being developed, which could take 10-20 years. He said the Council makes the determination of need and establishes a general search area. The MAC would then conduct site selection and would need to have a similar plan, although conceptual, to do the environmental studies before land banking could begin. J. Nunn said the Metropolitan Council uses the master plan in reviewing the MAC Capital Improvements Program. 6. OTHER BUSINESS None. Z ADJOURNMENT The meeting adjourned at 6:00 p.m. AGNAAS Metropolitan Council of the Twin Cities Area 300 Metro Square Building, 7th and Robert Streets S t . Paul, Minnesota 55101 Tel. 612 291-6359/TDD 291-0904 DATE: February 10, 1988 TO: MSP Adequacy Task Force FROM: John Kari SUBJECT: Implications for January Presentation by Citizens League and MAC 1. Citizens League Report - "Make the Present Airport Better - Make A New Airport Possible" Landbank for a Potential Replacement Airport Search Area The Metropolitan Council (MC) should designate a search area for a potential new replacement airport and take the lead on decisions about a new airport facility. Balanced Decision Airport needs must be balanced against other regional needs. Landbank The Metropolitan Airports Commission (MAC) should select, plan for, purchase and landbank a new replacement airport site. Uncertain Future Demand forecasts indicate possible capacity problems within the next 15-20 years. Capacity must be defined and fore- casts better understood. Regional Costs Not building a new airport poses potential costs and risks to the region. Central Location A strategic central location is an economic advantage and unless something is done soon to preserve a replacement site for the region that advantage will not be available in the future. Economic Shifts A replacement airport will likely have both positive and negative impacts on the surrounding communities, both at the existing and new sites These need to be better understood and quantified. Data Analysis The MC should develop a data analysis model to evaluate air Model travel demand and airport capacityincluding a risk analysis. Public Financial Because the public interest must be served, public dollars Responsibility and the traditional user -fee revenues should be used to fund the work leading up and including the purchase of land for a new replacement airport. 1 Take Steps to Allow Use of MSP For As Long As Possible Noise Abatement MAC should maximize noise abatement efforts; noise equity, Implications 1. The Adequacy Study is focused on determination of long- term (30 years) adequacy of MSP to meet the Regions aviation needs not on siting a new replacement airport. 2. One of the development alternative scenarios which will be used to access the long-term adequacy is a "paper new airport" (nonsite specific). This paper new airport scenario will provide a way to judge airspace system and facility operation and maintenance advantages/disadvantages and costs/benefits between the current, enhanced and ultimate design of MSP and a replacement airport. 3. The forecast/demand for aviation at MSP will be analyzed as will capacity enhancements. 4. The Analytic Framework with its risk assessment methodol- ogy ought to provide the data analysisrequirements called for in the report. 5. The environmental capacity determination called for in the Adequacy Study will incorporate noise abatement discussion. 6. Demand management options will be incorporated into all four of the development scenarios and include pricing and reliever airport development options. 2. Master Plan for MSP Schedule Virginia Johnson, Chair Master Plan Task Force MAC Commissioner Member MSP Adequacy Task Force 2 enforcement of noise budget if voluntary agreements are violated, extend 4/22, noise compatible landuse planning, home purchase assurances and sound insulation beyond current eligible areas, expand financial assistance with local monies. Noise Abatement The MAC should set airport user fees at a level sufficient Cost Recovery to cover noise abatement costs not covered by federal fund- ing including airline leaseagreements. Reliever Airports The MAC should develop an agressive plan to phase-in the movement of most general aviation to reliever airports including increased landing fees. Demand Management The MC should examine pricing mechanisms to redistribute the demand at MSP. Implications 1. The Adequacy Study is focused on determination of long- term (30 years) adequacy of MSP to meet the Regions aviation needs not on siting a new replacement airport. 2. One of the development alternative scenarios which will be used to access the long-term adequacy is a "paper new airport" (nonsite specific). This paper new airport scenario will provide a way to judge airspace system and facility operation and maintenance advantages/disadvantages and costs/benefits between the current, enhanced and ultimate design of MSP and a replacement airport. 3. The forecast/demand for aviation at MSP will be analyzed as will capacity enhancements. 4. The Analytic Framework with its risk assessment methodol- ogy ought to provide the data analysisrequirements called for in the report. 5. The environmental capacity determination called for in the Adequacy Study will incorporate noise abatement discussion. 6. Demand management options will be incorporated into all four of the development scenarios and include pricing and reliever airport development options. 2. Master Plan for MSP Schedule Virginia Johnson, Chair Master Plan Task Force MAC Commissioner Member MSP Adequacy Task Force 2 Phase l November 1987 - February 1988 Update Studies Existing conditions and planning issues report will be prepared incorporating recent data on passenger movement in terminals, gate utilization, terminal space surveys, parking, traffic counts, condition of runway, taxiway and apron pavement, and facilities. Forecast Revisions January 1987 forecasts will be revised and general fore- casts for 2018 will be made to permit interface with Adequacy Study. Capacity Analysis A uniform set of guidelines for calculations of capacity and facility requirements. Facility Determination of the additional airport facilities re - Requirements quired to meet unconstrained forecasts 1998 and 2008. Phase 2 February 1988 - November 1988 Development Scheme A general development scheme will be selected which represents a balance between activity levels and noise impacts. Detailed Facility Additional facility needs will be determined Requirements Airport Development Airfield and terminal area development alternatives Concept will be examined and an option selected. Capital Program Capital costs and construction phasing will be determined. Environmental Environmental analysis of development alternative will Feasibility be accomplished. Community Compatibility of the airport in 1998 and 2008 with Relationships communities and regional systems (highways, transit, sewers, etc.) Airport Plans Specific detailed plans will be prepared. Coordination The Master Plan Update process requires close coordina- tion with Metropolitan Council Adequacy Study, state and federal agencies, and local communities. . Implications 1. The Master Plan Update is an essential source of data and information; the base case and enhancement development scenarios used in the Adequacy Study will parallel, to the degree possible, the Master Plan Update development options. 2. The timing and scheduling of both studies requires close coordination and cooperation. GH008L 3 MEMO TO: `RAY Jacks. x, Fay Thompson Steve Jilk, Mark Longson, File No. 37.76 FROM: Gordon B. Krause DATE: February 12, 1988 f'EB 16 19,87 -- iR OFFIf RE. February 8, 1988 Letter We are enclosing a substitute copy of our February 8 letter regarding a request for approval of incorporating the Research Center elevated tank .into the proposed rural water system. The letter was modified and re -issued for two reasons, as follows: 1. After it was sent, through discussions•with the operating personnel at the Research Center, we concluded that the water use at the Research Center would not be reduced enough to cause the freeze-up problems we anticipated by removing service to the AVTI. Apparently, there are a number of industries utilizing water from the Research Center and their water use is quite high. 2. The individual at the University to whom the letter should have been addressed is Fay Thompson, rather than Ray Jackson. Please discard the original copy of the February 8 letter and replace it with the one enclosed. By Gordon B. Krause, P.E., Project Manager GBK : j kv RECEIVED FEB 1 G 1988 CLERK'S OFFICE CITY OF ROSEMOUNT DeWild Grant Reckert & Associates Co, Architecture Engineering and Planning oc First Avenue RRECEIVED D Rock Rapids, Iowa 51246 (711211472-2531 FEB 16 1985 February 8, 1988 CLERK'S OFFICE Dr. Fay Thompson CITY OF ROSEMOUNT Department of Environmental Health & Safety Boynton Health Service 410 Church St. SE University of Minnesota Minneapolis, ffi 55455 City of Rosemount 2875 145th St. W. Rosemount, MN 55068 Attn: Steve Jilk, Administrator Re: Rosemount Rural Water System DGR Project No. 3776 Dr. Thompson and Mr. Jilk: This is to request the approval of the City of Rosemount and the University of Minnesota of the concept I discussed individually with you last week. We feel there are distinct advantages to both the University and Rosemount to incorporate the existing University Research Center elevated tank into the proposed rural water system. This letter will detail these advantages and provide background information so that both parties can respond in a timely manner. In order to maintain the work schedule required to complete the construction of this project during the 1988 construction season, we need your response by Feb. ii. Background Information The project area is within the City Limits of the City of Rosemount, located in Dakota Co. The western portion of the City has developed into a high density housing area and has a water supply, distribution, and storage system relying on a number of wells within that portion of the City. The eastern part of the City is predominantly rural in character with scattered home sites and farms which rely on individual wells finished in the Prairie due Chien or Jordan aquifers. Because of chloroform contamination in approximately 27 of these wells it has been determined that a rural water supply system should be built by the University of Minnesota to serve as a replacement domestic water supply for the polluted wells. The system would be designed to allow for expansion to serve up to a total of 201 3460 West 38th Avaniw 1051 C7(Iice Park Road 600 Sioux City Federal Plaza BI(Ig Denver. Colorado 80211 West Des Moines, Iowa 50265 Sioux City, Iowa 1)1101 (3031458-0311 (515) 225-8346 (712) 277-3049 1113 I- t 14th Street: Biu ix Falls, South Dakota 57104 (605) 339-4157 February 8, 1988 Page Two City of Rosemount connections which may ultimately be affected by the pollution plume origination from the Research Center. The City of Coates has also requested service from the proposed system. After construction the system would be given to the City of Rosemount for operation and maintenance. Initial Planning During the initial planning stages of the proposed rural water system, three alternative water sources were considered as follows: 1. Connection to the existing City of Rosemount system. 2. Construction of two new wells. 3. Utilize the existing Research Center water system. These alternatives were presented to the City of Rosemount and the second alternative, construction of two new wells, was selected. Planning proceeded based on this alternative. The initial design concept was to provide service to the initial 27 connections and up to 201 total connections utilizing a small hydropneumatic tank to balance peak flows with the well pumping capacity. Dakota Co. AVTI During the design development phase the City requested that the new facilities also serve the Dakota Co. AVTI. This was a reasonable request since the relatively large water use of this facility would allow the City to spread their fixed operating cost over a larger water use amount and thus reduce the cost per 1, OUO gallons of water to the rural csustomers and b inn these costs down to the same range as presently experienced in the balance of the City water system. Because the new well and hydropneumatic tank facilities could not provide adequate flows for fire protection, it was suggested that the Research Center would continue providing fire protection by retaining the connection of their system to the exterior main and fire hydrants at the AVTI and that the new supply would serve the inside water needs of the facility. The addition of the AVTI had a significant effect on the well/hydropneumatic system planned as the rural water supply. Instead of a modestly sized hydropneumatic tank and well pump system, a tank of 7 feet in diameter by 19 feet long with two 40 horsepower well pumps would be required. Feb. 8, 1988 Page Three City of Rosemount Because of this, we have approached both the University and the City with the suggestion that the Research Center tank and connecting pipeline become a part of the proposed rural water system. Both parties have agreed to seriously consider this concept. The University Research Center Water System The University Research Center elevated tank has a capacity of 50,000 gallons It was constructed in 1941 as part of the Twin Cities Arsenal. The tank is part of a water distribution and supply system serving the Research Center as well as the Dakota Co. AVTI adjacent to the Research Center. The water supply consists of one primary and one standby well finished in the Prairie du Chien and the Jordan aquifers. Distribution is by cast iron mains, presumably constructed at the same time as the elevated tank. A 1o" diameter cast iron main connects the Research Center system to the AVTI. Proposal Summary The proposed system would consist of two new wells and a control building on the old City Hall site with a connecting main to the existing Research Center system and the new rural users. Sensors in the Research Center elevated tank would transmit level information to the control building and well pumps would be automatically staged on and off to keep the elevated tank full. A complete preliminary design is currently being developed for these facilities and will be reviewed with the University and the City at a later date. There are a number of details that will need to be worked out in order to t :ansfer, ownership or control of the elevated tank from the University to the City. Some of these include the following: 1. Who will supply water to the Research Center facilities? We suggest that the City sell water to the Research Center at the existing City water rates. 2. What will happen to the existing Research Center wells? We suggest that they be inspected, and if they meet health and safety standards, the City accept ownership and then maintain them as a backup source only. February 8, 1988 Page Four City of Rosemount 3. What is the condition of the elevated tank? We suggest an inspection by a qualified engineering firm, determine a maintenance schedule, and complete initial maintenance by the University before transfer to the City. 4. What about the balance of the Research Center distribution pipeline not part of the connecting pipeline between the new water source and elevated tank? We see no reason for the City to own this. Because it may be needed to serve facilities at the Research Center, the University will probably need to continue maintaining these lines or contract with the City for this service. We recognize that other significant details need to be dealt with but ask that to expedite matters, agreement be reached in principle on the general concept by February 17, so that our design work can proceed. The general concept is that the City accepts ownership of the Research Center elevated tank and connecting main so that these facilities can become a part of the proposed rural water system. Additional information, such as the anticipated water needs of the new system, is enclosed with this letter or is available in your files. We are available to answer additional questions you may have and can attend meetings at the University or City if you feel this might be helpful. To illustrate the importance of a timely decision, we also include a copy of our work schedule dated January 6, 1988. You will note that we had anticipated starting January or early February but cannot proceed with this phase until this matter is settled. A new schedule is being developed based on a determination of this matter by February 17 and will move bid letting into May or June with construction start in June or July. Additional delays will jeopardize the completion of the pro�ec4 1%-.1hi 8 cc istruction season. We look forward to your response. Sincerely, DEWILD GRANT RECKERT & AS OCIATES COMPANY Gordon B. Krause, P.E. Project Manager GBK:kld cc: Ray Jackson Mark Longson 0 s TO: STEVF JI1►1: MAYOR C,OUNC Ila FROM - JOE WALSH DATE:: FEBRUARY 15, 19BB SUILIECT: AI'I'01hITNENT TO UTILITIES COMMISSION WOULD LIKE TIDE COUNCIL TO CONSIDER THE AI'f'O I NTVI NT O 'I'Ii01 irt'S) 'I (P-J,I±:R TO FILL► THE VACANCY ON THE UTILITIES t;;:)fIP11 1ON. I HAVE TALKED WITH TOM :ANI:) HE WOULD LIKE TO SERVE: ON TIEI S BOAS=,1), COMMI;=;:, ON MEMBERS ALSO TALKED ABOUT 'ru i,.; APPOINTMENT AT THEIR LAST MEETING ON FEBRUARY 13T" Wh:S AND I: L1C)TH WOULII LIKE SOMEONE THAT IS FAMI:L►�IAR Wil'II RO::,EMOUNT AND IT'S OPERATION. THE COMMISSION WILL 13E LOOKING AT SEVERAL DIFFERENT ITEMS DURING THE NEXT YEAR SUCH AS A NEW WELL AND WA'1'I+_R TOWER AND THE MASTER STORM SEWER PLAN, 1•E NEED SOMEONE E_ WOULD A1'I.'ItiEC",I:A'LE THE COUNCIL TAK 3 NG ACTION ON TO t ,; MATTER AT TILE FEBRUARY :I STH MEETING OR THE MARC" IST MEETING- THE GETING_'I HE NEXT REGULAR UTILITIES LITIES COMM.It`. SEON MEETING 15 MARCH 11TH. TUANK YOU, JOE