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