6-1-92 agenda~,~..~_
CITY OF RICHFIELD
CITY COUNCIL STUDY SESSION
MONDAY, JUNE 1, 1992
7:00 P.M.
CALL TO ORDER
I. 7:00-8:00 P.M. REVIEW OF RICHFIELD COMMUNITY HUMAN
SERVICE PLANNING COUNCIL ACTIVITIES,
PROGRESS REPORT AND PLANNING EFFORTS
STUDY SESSION LETTER NO. 27
II. 8:00-8:30 P.M. DISCUSSION ON EXPANSION OR STATUS QUO OF
CHARITABLE GAMBLING IN CERTAIN LICENSED
LIQUOR ESTABLISHMENTS
STUDY SESSION LETTER NO. 28
III. 8:30-9:30 P.M. POLICY AND STRATEGY RECOMMENDATIONS FOR
AIRPORT RELATED ISSUES
STUDY SESSION LETTER NO. 29
IV. 9:30-10:00 P.M. REVIEW OF CITY COMMENTS REGARDING 35W
DRAFT EIS
STUDY SESSION LETTER N0. 30
10:00 P.M. ADJOURNMENT
CITY OF RICHFIELD, MINNESOTA
Study Session Letter No. 30
Agenda June 1, 1992
Issue Statement•
Review of City comments regarding 35W Draft EIS.
Background:
The City Council has previously reviewed the Draft EIS for 35W.
A recommendation from the City's Traffic Advisory Committee
includes:
• Support for the diamond lane option.
• Statement o_f strong opposition to LRT in the Soo Line right of
way.
• An open house and public information session regarding 35W was
held on April 23; and on May 14, a public hearing was held at
Richfield High School.
As expected, Minneapolis expressed strong support for an LRT
option. The City of Richfield has requested and received an
extension for comment on the Draft EIS in order to provide an
opportunity for the Richfield City Council to prepare and approve
comments at the June 8 Council meeting.
The City Council has previously authorized staff to work with
legal counsel to prepare comments in support of the City
position. A preliminary draft of those comments is attached.
Recommended Motion:
The Council should discuss the City's position regarding the 35W
Draft EIS.
Basis for Recommendation:
It is important that the Council review the position and provide
direction to staff prior to final drafting of comments.
Alternative Recommendation:
None.
Discussion/Decision Mode:
This matter will be presented for discussion at the Study Session
of June 1.
Respectfully submitted,
Ja
Ci
Prosser
JDP:ds
CITY OF RICHFIELD COMMENTS FOR THE
I35W DRAFT ENVIRONMENTAL IMPACT STATEMENT
PUBLIC HEARING
MAY 14, 1992
Good evening. My name is Martin Kirsch, Mayor of the City of
Richfield. We appreciate the opportunity to provide our comments
regarding this very important project. We especially appreciate
the opportunity to be part of the planning process for this
improvement over the past four years.
Over the past four years, it has become very. clear that the City
of Richfield needed to carefully examine basic planning
principals which would guide us in our involvement and review of
the proposed improvements to I35W.
The basic principals which served as our guide during this
process included the following:
• The residential character of our community is extremely
important and we must protect that environment.
• The improvements to I35W should be designed so that the
roadway will not be obsolete by the time it is completed.
Rather, the design should have the flexibility to meet
forecasted demand for the next generation.
• The design should accommodate the current realities. and future
likely scenarios for both residential living patterns and work
destinations for people served by the I35W corridor.
• .The final design selected for I35W should have a strong and
flexible transit component.
Based on the recommendations of our Citizens' Traffic Advisory
Committee, residents and institutions within our City, we
strongly recommend that the Minnesota Department of
Transportation choose that option which is shown to move the most
people, cause the least amount of traffic to be diverted to local
streets, is the safest, will cause less pollution to our cities,
and is the most economical to build. That one option is the
Diamond Lane option.
The City of Richfield recognizes the strong desire on the part of
many individuals to support the light rail transit option to meet
the transit needs in the future. We absolutely support the
motives behind LRT proponents; that is, to provide a strong
incentive for people to use a mass transit option.
Many of us started out with a strong predisposition toward
choosing a LRT option.
Unfortunately, neither this Draft EIS nor the real experiences of
other cities who have built LRT's support a leap of faith which
we are asked to make to accept this option. This Draft EIS
document clearly demonstrates that installing a dedicated fixed
rail system .will move 1,700 fewer people during the peak hour
than Diamond Lanes, will force up to 2~ times more cars-onto
local. streets, will increase the accidents by 35~, and will force
an additional cost of $127 million to $250 million to build.
The fact is, many LRT proponents .believe the only way LRT will
work is for traffic congestion on not only 135W but also on our
local roads, including Portland, Nicollet, Lyndale, Penn and
66th, to be so terribly congested that riding an LRT is the only
palatable option to taking a car. Unfortunately, we cannot
accept that alternative. Selecting LRT under the conditions
shown would mean that we were forced to subject our residents to
not only the inconvenience that this congestion would-cause but
also to the very real health and safety impacts caused by the
increased pollution and congestion. If LRT is selected, the only
way to resolve this congestion is for the City to spend millions
of dollars of its own funds to acquire more residential property
and widen local streets.
Some will argue that the projections included in the Draft EIS
for LRT ridership are unduly pessimistic and that it is more
likely that the ridership will be greater than demonstrated.
Experience of other cities shows the exact opposite.
A recent article in the American Planning Association Journall
documented that forecasts led local officials in eight U.S.
cities to advocate rail transit projects over competing less
capital intensive options. Those forecasts were grossly
overestimated rail transit ridership and underestimated rail
construction costs-and operating expenses. Yet, in the case
before us, our forecasts do not even support that LRT should be
built. Yet, there are those who suggest that we should do so.
Indeed, per capita transit ridership has dropped in all urban
areas-that opened or expanded-rail systems in the 1980's,
including Atlanta, Baltimore, Washington, Portland, Sacramento,
San Diego, San Francisco, Miami and Buffalo. In addition, the
cost of constructing these new systems are running at about 15%
over budget .
Richfield opposes the construction of LRT in the Soo Line and the
135W main line. The Soo Line option places a new negative
environmental impact adjacent or in the middle of major
institutions. The Soo Line route severs the Richfield High
School and Spartan Elementary School campuses in half and is
adjacent to Richfield Little League ballfield, St. Peter's Church
and School, and the Academy of Holy Angels High School.
At the same time, it is clear that an effort must be made to
decrease the number of people riding one per car in peak traffic
times. Building Diamond Lanes provides the opportunity to
implement tried and tested options that provide greater
flexibility at a lower cost to meet our needs. The fact is, the
Twin Cities area has not embraced high density residential
development nor does it maintain a single focus employment
center.
The eight mile I494 strip contains nearly as many jobs as
downtown Minneapolis. St. Paul adds another competing employment
center. Urban planners have pointed to Minneapolis/St. Paul as
an example of the development of "edge" cities where there will
be a less concentration of employment centers. This calls for
flexible transit. Transit that will allow as many people as
possible to take advantage of bus, carpooling and other transit
options.
We need to remember that LRT is not new technology at all. Fixed
rail systems are one of the oldest mass transit options
available. Dedicating a separate right of way which will not be
compatible with newer technologies will limit our flexibility in
the future.
The use of alternative fuel-driven buses, such as electric or
compressed natural gas, will provide the advantages of the
relatively pollution free LRT without the high capital cost and
route limitations.
Finally, we must be reminded that we are here to serve people --
people who live, work and do business in the cities. And we must
do so understanding the real limitations of technology. City,
state and federal budgets cannot rely upon old and failed
technology as the hope~to our future. We must look not only at
what has proven to be successful, but technologies and
alternatives that have the flexibility to adapting to future
advances in technology to meet the needs of the traveling public.
lAPA Journal; Spring 1992; "A Desire Named Streetcar"; pp. 158-
176; Don H. Pickrell.
2Investor's Business Daily; Monday, April 20, 1992; "The U.S:
Mass Transit Dilemma"; pp. 1 and 2; Michael Fumento.
Addendum to 35W EIS Comments
The City officials have consistently objected to the use of the
Soo Line through Richfield as a route for a Light Rail Transit.
Objections include the following:
• The Soo Line is currently situated in the middle of a primarily
residential/institutional area. The current freight traffic on
the Soo Line is limited to one slow-moving, two-to-three car
train per day. Presently, the Soo Line poses neither a safety
nor physical barrier to residents who frequently walk over the
tracks or vehicles that cross that intersection. Installation
of a Light Rail Transit line would significantly alter the
current physical and social environment. This is particularly
critical since Richfield is already divided by 35W.
• Use of the Soo Line for LRT within Richfield would cause
significant environmental concerns because of the frequency of
at-grade crossings at 78th, 76th, 73rd, 70th, 68th .and 66th
Streets. It will be necessary for the trains to alert
pedestrians and vehicles to avoid collisions. The need to
provide a signal, together with the frequency of the trains,
will interrupt the residential and institutional environment.
• The Soo Line currently bisects the Richfield High School
campus. Because of the present use of the Soo Line, this does
not pose any significant problems. However, the frequency of
use for Light Rail Transit purposes would pose significant
noise and safety problems. In addition, the Soo Line will
border the Richfield Little League fields, St. Peter's School
and-the Academy of Holy Angels. Again, the noise
interruptions, as well as the frequency of trains, will cause
significant safety concerns as well as pose problems of
disruption for teaching for all schools.
• The Pleasant Avenue corridor is essentially a residential
corridor. The frequency of the trains will significantly alter
the character of these neighborhoods. Many people regularly
cross the tracks at points other than the at-grade crossing.
It would be necessary to provide a barrier to avoid pedestrian
conflicts. However, the barrier would interfere with the
present social structure of these neighborhoods.
Some of the problems could be addressed if the LRT was placed
below surface and covered through Richfield.
PRESS RELEASE
For information call: ~ For Release
Don Fondrick, Tel. 861-9797 May 7, 1992
City of Richfield
RICHFIELD SUPPORTS STRONG TRANSIT COMPONENT IN 135W CORRIDOR
The City of Richfield has taken a strong stand in favor of
transit as part of any improvements to 135W. For that reason,
the City officials endorsed the findings of the draft
environmental impact statement. Those findings show that the
Diamond Lane alternative to be the best transit alternative for
the following reasons. Diamond Lanes:.
• provides the greatest people carrying capacity;
• requires least right of way;
• causes the least congestion on local streets;
• is the safest design;
• provides significant reserve capacity for future growth; and
• is less expensive than any Light Rail Transit alternative.
Special priority is given to transit and paratransit service
under this alternative. The provision of one high occupancy
vehicle (HOV) lane in both directions reserved just for buses and
carpools enables the Diamond Lane alternative to best meet the
Twin Cities overall transportation needs with greater
destination/origin flexibility than a fixed rail system.
The Diamond Lane design offered several important features that
made it Richfield's preferred alternative. They are:
- 2 -
• The Diamond Lane alternative outperforms all LRT alternatives
in handling the projected travel demand in the 135W corridor.
Richfield officials do not want to see these motorists driving
through Richfield simply because the freeway is too congested.
The Diamond Lane alternative can handle most of the forecasted
travel demand.
• The Diamond Lane alternative needs the least right of way to
widen 135W and parallel minor arterials. Richfield takes the
position that additional land needed for transportation should be
concentrated along the existing 135W corridor rather than
acquiring two to three times the number of homes along minor
arterials in Richfield to accommodate the forecasted traffic
diverted from the freeway by other alternatives to the Diamond
Lane. Richfield's City officials believe that adding one lane in
each direction on I35W, which will provide an additional carrying
capacity of 2,100 vehicles per hour, is the most efficient way to
address the region's transportation needs and the least
disruptive in terms of right of way acquisition. All the other
alternatives force local units of government to acquire homes
just to widen local streets to carry long range, regional trips.
• The Diamond Lane causes the least congestion on Richfield's
local streets. The cost of widening local streets will fall to
the City of Richfield and Hennepin County. These streets are
already heavily traveled. By comparison, LRT is projected to
- 3 -
place up to 3.5 times more traffic on Richfield streets. In
fact, some LRT proponents admit-that LRT ridership will grow only
if freeway and local streets .are gridlocked.
• The Diamond Lane Alternative is the safest. A technical
memorandum on the operational and safety characteristics of the
various alternatives revealed that the Diamond Lanes alternative
would cause the fewest accidents of any of the alternatives under
consideration. Much of the accident reduction would occur on
local streets as a result of a keeping almost all regional trips
on the freeway.
• The Diamond Lane alternative is less expensive to build
relative to any of the Light Rail Transit (LRT) alternatives.
The Diamond Lane alternative will save taxpayers anywhere from
$127 million to $250 million over any alternative containing
Light Rail Transit.
• The Diamond Lane alternative provides for increased transit
capacity. High occupancy vehicle lanes offer flexibility by
being able to respond to increased travel demand by increasing
the occupancy requirement for its use by carpools. It also can
be operated for longer periods of time if traffic congestion
extends beyond the current morning and evening rush hour periods.
• The Cites of Richfield opposes the S00 Line as a route for any
Light Rail Transit service.. City officials have consistently
- 4 -
objected to the use of the S00 Line through Richfield as a route
for Light Rail Transit. The City has protested that the SOO Line
cuts through a single-family neighborhood, splits the Richfield
High School from its recreational fields, and greatly impacts
Richfield Little League ballfields, St. Peter's School and the
Academy of Holy Angels. The LRT traffic would create noise and
pose safety and traffic problems for pedestrians and motorists
traveling east and west through Richfield.
• The Lane Conversion Plus Light Rail Transit alternative is an
unwise use of limited public resources. This alternative
provides both LRT and an HOV lane for transit service. The cost
of building both is not justified because they both serve
essentially the same transit rider. The existence of both means
that neither one will be fully utilized.
• Manv of the reasons used to advocate LRT are misleading. A
major point in favor of LRT is the potential to reduce overall
transit operating subsidies. In other American cities that have
opted for LRT the savings in transit operating subsidies have
failed to materialize.
The argument that LRT will reduce air pollution is a big selling
point. However, for this to happen LRT must attract new riders
from commuters who currently drive to work. In other American
cities that have built LRT lines, only ~$ of people who had used
their automobile to get to work switched to using LRT. The vast
- 5 -
majority of LRT ridership has come from existing bus riders.
Therefore, LRT has not played a major role in reducing air
pollution in metro areas. Air quality improvements have occurred
primarily as a result of stricter federal air quality standards
for automobile emissions.
Mayor Martin Kirsch summarized the City's position, "Richfield
wants a new 135W that is safer, less congested and offers
incentives for people to use transit or to carpool. The Diamond
Lane alternative best achieves these goals."
QUESTIONS AND ANSWERS REGARDING 35W DESIGN
For the past four years, the City of Richfield has been involved with the planning
process for 35W expansion. The Minnesota Department of Transportation (MnDOT)
has established a Project Advisory Board to assist in planning this improvement.
The Project Advisory Board includes representatives from Minneapolis, Richfield,
Bloomington, Burnsville and the Metropolitan Council. The purpose of the Advisory
Board is to assist with reviewing alternatives to improving transportation along the 35W
corridor.
Recently, public information sessions and a public hearing were held regarding various
proposals to improve 35W. Here are some questions and answers on the 35W issue.
Q. What options are being explored as part of the 35W study?
A. The basic options include:
• Do nothing - no build.
• .Lane conversion. Through Richfield, this means adding one lane for high
occupancy vehicles. High occupancy vehicle lanes are also referred to as
diamond lanes and lanes restricted in use to buses and vehicles with two or
more passengers.
• Diamond Lane. Through Richfield, this means adding one general purpose
lane and one diamond lane in each direction.
• Light rail transit (LRT) in the 35W median.
• LRT in the Soo Line.
• ,.Lane conversion plus LRT. Through Richfield, this means adding one
diamond lane.
Q. Which option does the City of Richfield support? Why?
A. Richfield supports the diamond lane options for the following reasons:
• The diamond lane option carries more people,
• offers best transit/carpool service,
• diverts less traffic to local roads,
• results in fewer accidents, and
• is less expensive to build.
Q. What do you mean by "diverts less traffic to local streets?"
A. The other options studied including LRT show that more people would still want
or need to take cars on trips during peak hours. If there is not enough capacity
for those cars, then many will take local streets such as Portland, Nicollet,
Lyndale, Penn and 66th within Richfield. Our studies show that this increased
traffic would congest our streets very badly. In fact, if the LRT option is chosen,
Richfield would have to add additional lanes of traffic along many of these streets
just to return to our current traffic conditions. This would require Richfield to take
additional homes and pay for the road expansions which would not be covered
by the federal or state government.
Q. If traffic gets that bad won't people simply take LRT?
A. Studies show that more people will take transit if they can save time over driving.
The problem is that LRT does not provide the flexibility for destination options that
a good bus system combined with diamond lanes would provide. For example, if
you live in Burnsville and work along the 494 strip, you would have no alternative
but to take your car. A bus system would provide a better option.
Q. Wait a minute, I've heard that LRT can be built without losing any homes. Why
don't we support that option?
A. The LRT options take basically the same number of homes as the diamond lanes.
In one design option, no correction is made to the safety design of the 35W
curve, resulting in fewer lost homes.
Q. Can't LRT be built in the existing 35W right of way without taking any homes?
A. MnDOT and their engineers have determined that it is not possible to build LRT in
the 35W right of way without taking additional homes.
Q. Won't LRT carry more people?
A. That's not what MnDOT estimates show. As a matter of fact, the diamond lane
alternative is estimated to carry 11 % more people during the evening rush hour
measured at Lake Street and 21 % more at the Minnesota River crossing.
Q. There are too many people driving cars already. Why doesn't Richfield support a
plan which will encourage people to take public transit?
A. We do support public transit. The fact is that it is projected that more people will
use the transit options in diamond lanes than LRT.
Q. I'm confused. I thought you just said Richfield supports transit but not LRT. Can
you explain that for me?
A. Sure. There are a number of transportation options which can be considered
"transit." Diamond lanes, for example, provide the opportunity for high
occupancy vehicles. and buses to travel in separate lanes from single occupancy
vehicles. Buses and high occupancy vehicles are transit options which are likely
to be more effective than LRT. Remember, because LRT is a fixed rail system it
must rely upon many people being transported from one area to another specific
area. In the Twin Cities, there are three major employment centers including
Minneapolis, St. Paul and the Bloomington strip. Therefore, it is less likely that a
fixed rail system will serve as many people as a flexible bus system with diamond
lanes.
Q. Other major cities have built LRT's. Aren't they successful?
A. Recent studies show that LRT systems built in the last decade generally have not
lived up to their ridership projections. In fact, for LRT systems built and expanded
on since 1980, the actual number of riders has generally declined.
Q. Can't LRT be built on the Soo Line?
A. No. We believe that LRT on the Soo Line would seriously disrupt our community.
Remember that there are many homes as well as school and recreation areas
along the Soo Line. The Academy of Holy Angels, St. Peter's, Richfield High
School and the Richfield Little League all have facilities adjacent to or in the
middle of the Soo Line area.
Q. I thought that LRT was quiet. Why should LRT be a problem in residential areas?
A. LRT can run quietly. The problem is that if it's too quiet, people .crossing at the
many intersections (78th, 76th, 73rd, Richfield High School, 70th, 68th and 66th)
won't hear the train coming unless the trains sound some type of alarm. Since
LRT will be running every seven minutes, this noise will be very disruptive.
Q. Can't LRT be built underground to avoid these problems?
A. Yes, .but the cost is extremely high.
Q. But I was told that LRT provides the greatest reserve capacity for future transit
needs.
A. All alternatives provide additional reserve capacity; more buses can be added
and carpool size can be raised from two to three, four or more.
Q. When will a decision be made regarding the 35W construction and who will make
the decision?
A. The Commissioner of the Minnesota Department of Transportation is responsible
for making a decision regarding the 35W construction option that will be chosen.
It is expected that the decision will be made this summer or fall.
Q. Will Richfield have any more to say about this process?
A. Yes. Richfield as well as other cities and counties in the areas impacted by the
roadway all have the right to,review final plans.
Q. Where can I get more information about these plans?
A. You may call Tom Foley, Richfield Transportation Engineer at 861-9791 for more
information.
05/29/1992 14 15
10711176 P.02
DRAFT. UUTI,TTN~ FOR COMNIEN'r T.ETTER
I~35W Draft EIS
Gity of Richfield
sia9i~~
I. ,41~g
A. T-~5W Project Objectives -Increase capacity from Minneapolis to Burnsville
B. FT~WA Goals
C. •MnDbT .Goals
]~. Metropolitan. Council Goals
E. Richfield Goals
F, Statement of Need and Purpose is nn to force land use and behavioral change.
~. R~;b ' P~gi~ on apt I~35W~E iQn
A , BUILD
B. Favors increased transit availability as part of any improvements to I~35W.
C. Diamond Lane Mainline A.Ilernative is best alternative, as to overran capacity and
transit.
l.. Provides greatest peapl.e carrying capacity.
2. Minimal right of way acquisition.
a. Minimizes impact an local homeowners.
i, Requires the-addition of just- one lane in each. direction.
ii. Qther alternatives necessitate the taking of additional single
family housing to accommodate increased traffic,
particulazly due to diversion,
3. Least congestion on Local streets.
a. In comparison to Light Rail Transit alternatives ("LR'I"'),
Diamond Lane best protects Richfield's neighborhoods from
additional traffic disruption.
05i29i1992 1415 Ze~rill~rb r. e3
i. Miz~imi.xes diversion to local streets.
4. Fewer accidents.
a. Diamond Lame would result in fewer accidents than any of the
other alternatives under consideration..
b. ~xnergency response to accidents an local streets is the
responsibility of city government. Limited staffing in Ri.chfield's
public safety department for emergencies would make it difi"CCUIt
to respond to other emergencies i.f traffic accidents an local streets
demand attention.
5, Provides significant reserve capacity -for further growth.
6. The construction of the Diamond Lane would avoid neEd far local
governments to make costly improvements to local streets.
a. Diversion with LRT forces expenditures far which no funds are
available.
7, Less e~cpensive to build relative to any of the LRT alternatives.
a. Diamond Lane Alternative will save taxpayers anywhere from
$127 to $250 million over any alternative containing LRT.
S. Buses and carpools are cansi.stent transit modes far low-density
development and disbursed travel patterns in the Twin Cities area.
D, Intercit2uige design alternatives.
1. Favorable base interchange design ("Ring. Road"} at I-35W/I-494
a. Provides good access to local. streets.
- - b. Provides local access across freeways between Richfield and
Bloomington that currently is not available. --
c. Limits right of way needed from Donaldson Park.
d. Requires less right of way acquisition.
e. Is less costly than Qverlapping Diamond's sub-alternative.
ncs razes 2
05/29/1992 14 16
10711176 P.04
f. If camp entrances cannot provide adequate storage space, grade
separated frontage roads should be provided so local streets are not
obstructed by vehicles waiting to enter the freeways.
Favor Side by Side Mainlines at Crosstown Commons.
a. Improves safety and limits trafft.c congestion.
b. Causes the least diversion of tra.fflc to other Ioca1 streets,
c. Less intrusive design than Stacked Mainlines an adjacent
neighborhood.
d. Less expensive.
3. Favor full existing access at Crosstown Commons.
lam. ~.igl~t Rail. Transit
' A. LRT alternative not supported by the EIS..
l , More expensive than Diamond Lanes.
a. LRT requires considerable public aperating subsidies in addition
to the huge capital expense of bui.ldzng this transit network.
2. No flexibility to respond to changing travel demands.
3. Suburban area i.s not well served by LRT.
4. Don H. Piclcrell APA Journal Study.
a. LRT ridership has been grossly overestimated while rail
' construction costs and operating expenses have been
underestimated.
b LRT's purported .advantages have not materialized in other
Am.eri.can cities that have built LRT.
i. Studies have shown that only one half of one percent of
motorists have switched to LRT. The vast majority of
LRT ridership comes from former bus passengers. This
means LRT does not solve traffic congestion and it does
not lower air pollution levels.
~c.4 ioa~a 3
l~b/c''7/177~ -14~ lb
1CJf 11110 r.~..+
i
' S. Studies show that Diamond Lane Alternative Clearly out performs all of
the LRT alternatives ~n handling the projected travel demands in the
I-SSW can idor,
$. If the LRT alternative is adopted, construction should take place along Cedar
Avenue.
1. Avoids i.arge amount of right of way acquisition in Richfield.
2. Provides service to Mall of America and New Ford TawnlAirport
redevelopment.
~. Avoids conflicts with residential areas in Richfield.
' 4. Compatible with adjacent land uses.
S. Adequate land for transit parking is available.
6. Right of way needs would not -cause serious disruption af. existing
'; developed areas in Richfield.
C. If adapted, Richfield adamantly opposes the construction of LRT along the Soo
Line route.
1. Soo Line cuts through asingle-family neighborhood anal splits the
Richfkel.d High Schaal. from its recreational fields, and greatly impacts
Richfield little league ball fields, St. Peter School and the Academy of
Holy Angels.
2. LRT traffic would generate noise and pose safety and traffic problems far.
pedestrians and motorist traveling east and west through Richfield.
3. Text from .staff addendum of 5/29/92.
IV. "'Rnvelo e" Conce t dv n v the Metro o i Council
~ ~ i; e!~ p ~ ~~
f
--
. - A. It does not appear in the draft EIS. -- -- ----
1. No opportunity far public comment.
2. Never discussed i.n Scoping Document.
B. If alternative is adapted, the Minnesota Department of Transportation must start
EIS process over ar prepare a supplemental draft EIS. This concept dace not fit
nc~ xat~e
4
l75/~'~/1'yJ~ 14~ 1"(
iVllii lV I.VV
within the range of alternatives that the public could have reasanabiy
conternpl.ated from the draft EIS.
1. Numerous impacts associated with delay in decision as to made and
construction not discussed in EIS.
C. Federal and State statutes, regulations and court decisions.
1. Federal cases must be followed by FHWA.
D. This alternative is not acceptable.
2. Relays transit mode decision.
a. In interim, problems associated with traffic congestion, air duality,
noise and access .may increase.
b. Creates long range uncertainty for property owners, and affected
Cities' Planning functions disrupted.
c. May leave acquired land vacant for decades.
2. Two designs not compatible at access points and different right of way
needs.
~. Additional Costs Associated with a "Build" component at later date.
4. Lssentially a decision for LRT, but quantitative data and analyses do not
support that alternative.
S. Without making transit decision, no legal authority to acquire land.
6. Protracts disruption associated with construction
a. Traffic flow.
b. Adjacent property owners. - _- -- _ _ _
e. Fugitive dust- from construction activities.
E. Delay Frustrates Purpose and deed, Objectives of the Project.
F. Impacts associated with delay mandate build now
l.. Environmental Rights Act
Dr8 I0276
05/29/1992 14 17
v.
10711176 P.07
A. EI5 is adequate.
B. Envelope Concept is not an Alternadv$, therefore, cannot be selected.
C. ~7iamond Lanes cl~rly the prefezxed Alternadve.
1~. L~.T not supported by EIS
1. Selection/Construction of LItT would violate Minnesota Environmental
Policy Act aad Environmental Rights Act and analogous Federal law.
a. EI5 dernanslxates feasible and prudent alternative with less impact.
2. Soo Line LRT worst of all alternadves.
nca i ot~a 6
City of Richfield, Minnesota
Study Session Letter No. 29
Agenda June 1, 1992
Issue Statement:
Policy and strategy recommendations for airport related issues.
Background:
Recent developments regarding the airport include the following:
• MAC Draft Scoping Document on the Dual-Track Planninct Process
In March 1992, the MAC released the First Phase Scoping Report
which identifies the procedures and evaluation factors to be
considered in the state and federal environmental documentation
for the airport dual-track planning process. The MAC is
accepting written comments on the draft scoping document until
June 4.
City staff identified several issues and concerns that were not
adequately addressed in the draft Scoping document. These
concerns were raised to ensure that all factors are considered
to guarantee and that a reasoned and balanced solution is found
for the airport needs of the Twin Cities region.
Attached is a document identifying the issues and concerns
raised in Richfield's comments to be submitted to the MAC on
June 4. A summary of the issues includes:
• Review of the economic impact of moving the airport for both
tracks of the dual-track planning process.
• Reuse of the existing MSP site if the airport is moved.
• The FAA must analyze capacity at MSP before the Long Term
Comprehensive Plan is adopted.
• The issues addressed in the Mendelsohn Study should be
included in the environmental review process of the dual-
track study.
• The Environmental Quality Board should conduct the
environmental review of the dual-track study.
• New Ford Town/Rich Acres Acquisition
At the MAC Full Commission meeting held on May 18, the
Commission approved a motion to authorize MAC staff to submit
an application to the FAA for funding the acquisition of the
New Ford Town and Rich Acres neighborhoods. The request for
funding will be for fiscal year 1993 which begins in October.
In response to this action, Minneapolis Council Member Steve
Cramer initiated a resolution authorizing the Minneapolis City
Attorney to pursue legal action to prevent the MAC from buying
New Ford Town and Rich Acres (attached). The resolution is
based on Cramer's contention that the acquisition would violate
the dual-track planning process. The buyout of the two
neighborhoods would be for the purpose of the construction of a
new north-south runway.
The feasibility report prepared jointly by the City of
Richfield and MAC does not support this statement. The
feasibility study indicates a neutral position on the dual-
track planning process. The study identifies alternative
airport compatible uses for the area regardless of whether the
airport stays or not. Staff prepared a summary of the
resolution for further information (attached).
The resolution was introduced by Cramer at the Minneapolis City
Council meeting on May 22 and deferred to the Ways and Means
Committee for review and consideration.. If the Committee
approves the resolution,. the Minneapolis City Council will
consider the Committee's motion at their next meeting scheduled
on June 5.
• Part 150 Program
Implementation of the Part 150 Program has begun in Richfield
for 30 homeowners selected for sound insulation projects in
1992. The City Council established block priorities according
to the noise level and distance from the runway centerline.
Scheduling of future sound insulation projects will be
dependent on FAA funding levels.
The MAC retained the Center for Energy and Urban Environment
(CEDE) to administer the noise program in the five cities
adjacent to MSP airport. Architects from CEUE have already
taken acoustical measurements of the homes eligible for
soundproofing projects in 1992. Staff from CEDE will continue
to hold public information meetings with Richfield property
owners eligible for sound insulation projects in future years.
Staff will develop maps illustrating the projected yearly
eligibility schedule for the estimated 93 blocks anticipated as
eligible for the Part 150 Program. The projections will be
based on current funding projections and current noise
contours. Eligibility may change over time because of
potential changes in funding levels and noise contour
locations. The maps will be continually updated as policies
change.
• Draft EIS for Proposed Extension of Runway 4-22
The comment period deadline for the draft EIS has been extended
to July 6, 1992. The initial draft EIS was released on
December 5, 1991. The extension was granted to provide parties
an opportunity to review a supplement issue by MnDOT. The
supplement covers issues regarding flight departure headings
for the runway extension. Staff is currently reviewing the
supplemental material.
• MSP Symposia
Richfield and Bloomington staff and chamber of commerce
representatives continue to develop plans for a seminar series
on the future of MSP airport. Staff met with Sonia Cairns, co-
owner of Marecek, Cairns & Yelsey, Inc., on May 15 and May 27
to discuss a proposal submitted by her company to provide
management and consulting services for the seminar series. The
firm specializes in coordinating public affairs seminars,
lecture series, annual meetings and other events. Attached is
the proposal which outlines the proposed symposia format,
schedule and costs. Bloomington and Richfield are currently
identifying private funding sources for the project.
Recommended Motion:
With this background information, the following recommendations
are provided to address these issues:
• MAC Draft Scopinq Document on Dual-Track Plannincr Process
The City Council may submit input to staff on issues and
concerns to be included in the written comments submitted to
the MAC on the draft scoping document.
• New Ford Town/Rich Acres Acquisition
Staff will continue to inform the Council about the progress of
the proposed acquisition of the New Ford Town and Rich Acres
neighborhoods.
• FAA Part 150 Program
Staff will continue to update the Council of the FAA Part 150
Program.
• Draft EIS for Proposed Extension of Runway 4-22
Staff will continue to keep the Council informed of the
environmental review process for the proposed extension of
runway 4-22.
Alternative Recommendation:
A variety of alternative recommendations may be discussed at the
June 1, 1992 Study Session.
Discussion/Decision Mode:
These matters will be discussed at the June 1, 1992 Study
Session.
Respectfully submitted,
- ,
James;; D. Prosser
City,_,Manager
JDP:ds
Attachments
337-9215
May 28, 1992
Mr . Nigel Finney
Metropolitan Airports Commission
6040 28th Avenue South
Minneapolis, MN 55450
Mr. Glen Oreutt
Federal Aviation Administration
6020 28th Avenue South, Suite 102
Minneapolis, MN 55450
RE: Comments on Dual-Track Airport Planning Process -First Phase Scoping
Report
Gentlemen
I represent the City of Richfield as legal counsel. The following comments on the
Dual-Track Airport Planning Process -First Phase Scoping Report dated March 29,
1992, are submitted on behalf of the City. The City understands that the Scoping
Report is only the first step in a long term review and decision making process and
is not a comprehensive description of either the issues to be addressed in that
process or a methodology for the decision making. Nevertheless, the report
purports to have two purposes. The first is to describe the dual-track planning
process. The second is to identify the issues and concerns that should be addressed
during the process. The decisions which must be made about the future of the
Minneapolis-St. Paul International Airport (MSP) and the possibility of constructing
a new airport are among the most important and complex issues ever faced in this
state. The decision may result in the expenditure of more money than any other
public works project in the history of the state. Given the importance of the issues,
the City is very concerned that the first attempt "to identify the issues and concerns
that should be addressed during the process" is so strikingly incomplete and
superficial .
Presumably many additional issues wil:
environmental review process. However,
doubt, this First Phase Scoping Report
fundamentally flawed in others .
l be raised and addressed later in the
even giving the process the benefit of the
could be improved in several ways and is
CL7,35508
RC125-48
Mr . Nigel Finney
Mr. Glenn Orcutt
May 28, 1992
Page 2
I. ABSENCE OF COMMENTS ON ANALYSIS OF IMPACT OF CLOSING MSP.
Perhaps the most troubling shortcoming of the Report is the absence of even an
acknowledgement of the impacts which would be caused by closing MSP. The two
tracks of the dual-track process are 1) the improvement and enhancement of capacity
at the existing airport and 2} the location and development of a new major airport.
The critical oversight of the Report is that the second track, developing a new major
airport, is apparently viewed simply as selecting a site and evaluating the impacts
of constructing a new airport at that site. It ignores the impacts of closing MSP.
Evaluation of the second track must be viewed as movin the airport, as closing MSP
and constructing a new airport rather than constructing a new airport as though
none had previously existed. If the. scope of the process is not expanded to include
consideration of the effects of closing MSP, many significant sociological, economic,
financial, and environmental implications will be overlooked .
The law requires that an environmental review include an analysis of environmental,
economic, employment, and sociological impacts . M. R . 4410.2300 H . Economic
impacts such as loss of jobs must be considered. Reserve Mining Company v.
Herbst, (Minn. 1977} 256 N.W.2nd 808. The FAA Environmental Handbook, FAA
Order 5050.4A, paragraphs 85(c) and (d) require the EIS to include analysis of
sociological impacts including relocation or other community disruption, business
relocation, significant changes in employment, and induced socioeconomic impact.
In addition to identifying and evaluating such issues, the law requires that measures
designed to mitigate them be identified and evaluated . M. R . 4410.2300 I . Some of
the most significant effects of these kinds result from closing the existing airport.
Ignoring the impacts of closing MSP creates a gaping hole in the review process .
The First Phase Scoping Report obviously does not, and cannot reasonably be
expected to, identify all of the issues that will later be addressed in the review
process. Nevertheless, the Report at page 1, does state as one of its two purposes
"to identify the issues and concerns that should be addressed during the process."
Therefore Richfield notes with grave concern that many "issues and concerns" of
enormous local importance are not even mentioned in the report . For example
The issue of the reuse of MSP is not mentioned in the Report. The traffic
issues alone relating to reuse of this property are significant. Existing
transportation infrastructure would support only single family residential
development as a potential reuse . Any more intensive use would require major
infrastructure enhancement, the environmental impact of which would also
have to be reviewed as required by law.
Loss or relocation of jobs is not mentioned. It is estimated that MSP creates
84, 200 jobs locally with 24,108 tied directly to airport activity.
CLI35508
RC125-48
Mr . Nigel Finney
Mr . Glenn Orcutt
May 28, 1992
Page 3
No mention is made of the need to determine whether closing MSP would result
in business relocation, community disruption, the alteration of surface
transportation patterns, or social impact on the local area.
- No mention is made of induced socioeconomic impact such as shifts in
population movement and growth, changes in public service demands, or
general changes in business and economic activity resulting from closing MSP .
The city strongly recommends that the Report be amended to address such issues.
The complete absence in the Report of any acknowledgment that issues and concerns
relating to closing MSP are a part of this process is evidence of a fundamental
shortcoming of the Report which must be remedied if the environmental review of the
dual-track process is to be legally defensible and useful to decisionmakers .
II. IMPORTANCE OF STATEMENT OF PURPOSE.
Federal and state law require that environmental impacts statement include a
statement of the purpose of the proposed project . M . R . 4410.2300 E; 40 C . F . R .
§1502.13; FAA Order 5050.4A, paragraph 82.
The city wishes to stress the importance of complying with this requirement as the
review process proceeds. Without a clear statement of purpose or purposes, it will
not be possible for decision makers to weigh the importance of achieving those
purposes . Moreover, both state and federal law require the identification and
evaluation of alternative measures to accomplish the purpose of the project. M.R.
4410.2300 G; FAA Order 5050.4A, paragraph 83 (which quotes CEQ Regulations
1502.14 as stating "this section is the heart of the environmental impact statement") .
Without a clear statement of purpose it is not possible to identify alternative means
of accomplishing the same purpose . Even if alternatives are identified, it is not
possible to determine the efficacy of the alternatives if there is no statement of
purpose against which they can be measured. Furthermore, in making a final
decision among alternatives, the need for the project must be weighed against its
adverse impacts, an exercise which is not possible without a clear statement of the
purpose or purposes of the project .
As noted in the following section, there may be multiple purposes for the project
which are independent of each other. Serving one purpose may frustrate another.
Therefore it is critically important that the purpose or purposes are clearly
identified so that a meaningful selection is possible.
CLL35508
RC125-48
Mr. Nigel Finney
Mr. Glenn Orcutt
May 28, 1992
Page 4
It may be that a clearly articulated and comprehensive statement of purposes will be
developed as a part of this process . However, Richfield is not aware that this
essential first step has yet been taken by any responsible authority. To date, the
proposals being studied in the dual-track process have been described as furthering
a number of purposes including: meeting the air transportation capacity needs of
the region, assuring the continued health of the regional economy, and reducing the
impact of noise . The City urges those responsible for the dual-track planning
process to be mindful that the statement of purpose is the logical foundation of the
entire process and should be the subject of thorough and critical attention early in
the planning process .
III. DEVELOPMENT A PROCESS AND OF CRITERIA FOR DECISION MAKING.
Given the scope of the undertaking and the complexity of the issues involved, the
city is disappointed that the preliminary scoping document is silent on the
development of a rigorous and thorough decision making matrix. The decision
whether to build a new airport involves a host of extraordinarily complex issues,
perhaps more complex than any ever before addressed in this state . Such a project
would be an enormous public works project with implications far beyond issues of
airport capacity -issues such as economic costs, social costs, impact on existing
businesses and on regional development, loss of jobs, infrastructure replacement,
changes in transportation and development, ability of the state, the region and the
airline industry to finance the project, reuse of the existing airport site, and many
other issues .
The city is concerned about development of a thoughtful methodology for decision
making not only because it is not addressed in the report, but because such an
approach has been largely lacking in the public discussion and in the consideration
of dual-track issues by public authorities in the past. In 1991, the cities of
Bloomington, Burnsville, Eden Prairie, Edina and Richfield commissioned a study on
the future of MSP airport in view of the pending dual-track planning process . The
study was prepared by Mendelsohn Associates of Washington, D . C . In that report,
a number of the shortcomings of the studies previously conducted by public
authorities were identified. For example, Dr. Steven Fuller stated in the Mendelsohn
Report
"A review of previous studies relating to the assessment of the airport
and proposed alternatives has not revealed that they have included a
full and properly seoped economic analysis or that anyone can cite any
evidence that shows that the long-term economic impact of a new airport
CLb35508
RC125-48
Mr . Nigel Finney
Mr. Glenn Orcutt
May 28, 1992
Page 5
to replace MSP would generate a positive net benefit to the region or
state."
"The inference that ntl eWene at d by MSP, let along those that could
exceeding those pres y g
be realized at MSP at the equivalent time (e. g. 2010) ,with reinvestment
at MSP cannot be taken for granted. No evidence has been found to
support this apparently foregone conclusion."
"No forecasts of economic opportunity costs associated with the capital
improvement cost differential between a new airport and an upgraded
and expanded existing airport have been discovered."
"Lastly, the concepts of public and private sector economic costs and
benefits seem to have been merged or confused. The local public
revenue and expenditure consequences of this action are significant
well beyond the costs of construction as are the costs and benefits
impacting individual firms, property owners, investors and persons
working in or servicing affected businesses."
The development of a rigorous decision making methodology in complex issues is
especially important since the statement of purpose will, in all probability, result in
the identification of several purposes, the pursuit of which may lead to opposite
decisions . For example, one might identify as purposes
1) to meet air transportation capacity needs, and
2) to reduce the environmental (noise) impact.
How will decision makers deal with a finding, for example, that the environmental,
social, and economic impacts are significantly lower if the airport is moved, but there
is no air transportation capacity need for a new airport? Conversely, how should
decision makers deal with a decision if they find that the adverse environmental,
social and economic impacts are significantly greater if the airport is moved but that
there is a substantial need for additional capacity? Different results may be reached
in analyses based on yet other purposes such as improving safety or promoting the
economic health of the regional economy.
If the exercise of identifying the purposes of the project results in the identification
of multiple independent purposes, it is critical that a process be developed that
allows not only a meaningful independent evaluation of the extend to which each
alternative accomplishes these purposes, but also a methodology for deciding among
the identified alternatives on the basis of information adduced in the environmental
review process .
CLL35508
RC125-48
Mr . Nigel Finney
Mr . Glenn Orcutt
May 28, 1992
Page 6
The courts have declared environmental impact statements to be legally inadequate
which did not include a sufficiently well designed methodology of comparing and
evaluating environmental impacts of alternatives and weighing those impacts against
the purposes identified for the project.
The environmental impact statement in Cedar-Riverside Environmental Defense Fund
v . Hills , (D . C . Minn . , 1976) 422 F . Supp . at 294 , was found inadequate in part
because it did not develop a "quantitative or semi-quantitative matrix comparison of
the differential effects of alternatives on a range of environmental variables." 422
F .Supp . at 305. "Their [was ] no attempt to weigh the factors, no calculus as to the
costs and benefits and therefore no basis for reaching a conclusion as to the
desirability of the alternative . " 422 F .Supp . at 307 .
The court quoted one witness with approval who indicated that ... an adequate
comparison and evaluation of alternatives requires
1) a method for measuring the effect of each alternative on each
environmental variable,
2) a comparison of the relative effects of each alternative on each variable,
3) a method of weighing the importance of different environment effects
and
4) the balancing of costs and benefits of each alternative. ... [In] the
absence of such acost/benefit calculus there is no basis for the
drawing of conclusions . 422 F .Supp . at 309 .
The City of Richfield urges those responsible for the dual-track process to devote
early and careful attention to the development of a methodology which will allow
meaningful comparison of alternatives so that, as the dual-track process proceeds,
the information developed in earlier stages of the process will be useful in the
decisions which must be made in later stages .
IV. FEDERAL AVIATION ADMINISTRATION CAPACITY STUDY.
No reference is made in the report to the system capacity study being undertaken
by the Federal Aviation Administration System Capacity office. During the next 18
months, the FAA will provide an airport capacity design team to study and report on
future development at MSP .
The FAA examines the aviation system's capacity from a 'ground up' view,
encompassing existing airport capacity, terminal airspace procedures, en route
airspace capacity and new technology.
CLL35508
RC125-48
Mr. Nigel Finney
Mr. Glenn Orcutt
May 28, 1992
Page 7
The FAA is co-sponsoring airport capacity design teams at major airports across the
U . S . Airport operators , airlines and other aviation industry representations work
together with FAA representatives to analyze the capacity problem at each individual
airport . Capacity-enhancing strategies and related projects are developed .
Airport Capacity Design Teams have developed more- than 400 airport capacity
projects . New runways are being considered at more than a half dozen major
airports as a direct result of design team efforts . Potential improvements evaluated
at each airport include airfield improvements, facilities and equipment improvements,
operational improvements, and user improvements. This broad-based, objective
approach to airport planning has been scheduled for MSP within the next 18 months.
It appears self-evident that any major advancement of the dual-track process should
take advantage of such capacity planning.
However, the Report makes no provision for incorporating the FAA's Design Team.
study into MSP development . Results of the FAA study should be received prior to
initiating environmental review of the MSP Long Term Comprehensive Plan. The FAA
may generate additional alternatives not previously considered by MAC . To initiate
review prior to receipt of the FAA Report would be to prejudge the results and could
have the practical effect of eliminating consideration of important options identified
by the FAA .
V . IDENTIFICATION OF MITIGATIVE MEASURES .
State and federal law require that an environmental impact statement discuss steps
that can be taken to mitigate adverse environmental impact from a proposed project
and alternatives to the project . CEQ Regulations 40 C . F . R . § 1502.16 (h) ; 40 C . F . R .
§ 1502.14 (f) , FAA Order 5050.4A paragraph 85 ; M . R . 4410.2000, Subp . 1; M . R .
4410.2300 I; Robertson v . Methow Valley Citizens Council, 490 U . S . 332, 351 (1989) ;
Environmental Defense Fund, Inc. v. Froehlke, 437 F.2nd 346,352 (8th Cir. 1972).
Discussion of mitigation measures for all alternatives on both tracks in the short and
long term must be a part of the review process . Although the report frequently
alludes to, and assures compliance with, environmental review laws throughout the
process, nowhere is there any mention of mitigation of impacts. The City is
particularly concerned about this oversight given the recent release for comment of
a draft EIS on the extension of runway 4-22 at MSP, in which mitigative measures are
completely ignored, in clear violation of state and federal law. The city urgently
requests that this not be repeated in the dual-track planning process .
CLL35508
RC125-48
Mr . Nigel Finney
Mr. Glenn Orcutt
May 28, 1992
Page 8
VI . CONSIDERATION OF FINANCIAL MATTERS .
The City notes that the Report makes no mention of financial matters such as the cost
of the various proposals and alternatives and the ability of the regional economy, the
state and the airline industry to pay for them. An analysis of the feasibility of
alternatives requires that the cost of various alternatives be addressed . Only in
this way can decision makers balance the benefit and cost of each alternative on the
environment. Cedar-Riverside, Supra at 299. The report of the Special Master
attached as an appendix to the Cedar-Riverside Case, at 330 cites with approval a
quote from Calvert Cliffs Coordinating Committee v United States Atomic Enemy
Commission, 146 U . S . App . D . C . 33 , 449 F .2nd 1109 , 113 (1971) .
"'Environmental amenities' will often be in conflict with 'economic and
technical considerations' . To 'consider' the former 'along with' the
latter must involve a balancing process. In some instances,
environmental costs may outweigh economic and technical benefits and
in other instances they may not. But NEPA mandates a rather finely
tuned and 'systematic' balancing analysis in each instance . "
Development of information on costs of the various alternatives being considered and
the feasibility of supporting those costs early in the dual-track planning process
should be a high priority .
VII. CONCLUSION.
The Report seem to reflect a narrow and incomplete view of the dual-track planning
process . The City urges that the scope of the study be expanded and a
conscientious effort be made to assure that the dual-track planning process results
in preparation of a comprehensive set of documents which will be a sound basis for
public policy decisions .
Very truly yours,
Charles L . LeFevere
CLL:ekr
CI,L35508
RC125-48
A Ct4glOTO~NAME ~CCMM~TTEE: i~ESaLUTi4N
. DATE: ~ Of the
. ~.. CITY C)~
MiNN~~PCLlS
By ......M. Cramer... ..~ .._._
Authorizing the Minneapolis City Attorney to pursue legal
action to prevent the Metropolitan Airports Commission
from buying New Ford lawn and Rich Acres
whereas, the Metrapolitan Airports Commission has authorized its
staff to see~c~funds from the Federal Aviation Administration for the purpose
of buying the homes in the New Ford Town and Rich Acres areas of Richfield;
and
Whereas, the purchase .and clearance of these homes would facilitate
the building of a new north-south runway at the Minneapolis-St. Paul
International Airport; and
Whereas, the legislation delineating the dual track planning
process clearly States that any new construction that increases capacity at
MSP prior to 1896 can only be undertaken after the Commission has found such
construction to be necessary and prudent; and
Whereas, the Metropolitan Airports Commission has not made any
findings of fact to support the need for a new runway at this time; and
Whereas, buying our neighborhoods in Richfield would have
deleterious effects on neighborhoods in south Minneapolis that have the same
level of noise and uncertainty over the futLre of MSP;
CK-3007 fiev. T/89
Now, Therefore,. Be It Resolved by the City Council of the City of
Mi nnet~pc~'I i ~;
.That .the City :Attorney is authorized to take-appropriate legal
action 'to en,~oin the Metropolitan Airports Commission from buying New Fard
Town and Rict> Acres or ta_take such other legal action as he deems necessary
to aGCOmplish the objections of this resolution.
-.~ N ~ .... ; ~ ._ . ''
4: RBGORt ~'~{~ Ct~ ~ . ~ L.VQ`i~ • aNt~1C ~1~`~S ATE ~ : :,. ... ;~~`: ~. ~y, ~~. ~~;~ ~' ' .~ ° '.
.;. .
! :.. ,
COUNCIL
MtMO[B AY[ NAY NOT
VUTIh1C9 ABSENT . VOTE TO
OVERBID VUTB TO
&U6TAIN COUNCIL
MCMSER AYE NAY NOT
VOTING ABSENT, VOTE TO
OVERRIDE VOTE TO
SUSYAIN
oziedzic scAlron
Campboff Nlsmisc
HUary Cramer
Rainville Schalstad
Cherryhornoa Johnson
NAand Proa/dont
5eott Sayler Belton
PASSED -APPROVED ~-- NOT APPROVED -VETOED
UAl@ DATE
PAE810ENT OF COUNCIL ~'~^ MAYUH
ATTEST
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CK.7~09 Nw, 71101
MINNEAPOLIS CITY COUNCIL MEMBER CRAMER ANNOUNCES EFFORTS
TO STOP NEW FORD TOWN AND RICH ACRES BUYOUT
Minneapolis City Council Member Steve Cramer is proposing a
resolution which would authorize the Minneapolis City Attorney to
pursue legal action to prevent MAC from buying out New Ford Town
and Rich Acres.
The basis of the resolution is Cramer's contention that the
buyout violates the dual track planning process. The resolution,
which is tentatively scheduled for a vote by the City Council on
June 5, states that the purchase of the neighborhoods would be
for the purpose of new north-south runway development.
The New Ford Town and Rich Acres feasibility study, authored
jointly by the City of Richfield and MAC, does not support this
statement. Rather, the feasibility study clearly shows the
buyout to be dual track neutral. .The property could be used for
airport uses, however, whether the airport stays or not, the
,property ;could also be .used for a:wide variety of airport-
compatible uses.
The City of Richfield prepared a plan showing how New Ford Town
and Rich Acres property could be used. The plan was prepared
after the dual track and north-south runway plans were announced
to show alternatives to airport development. The alternatives
developed include office warehouse, office showroom, light
industrial and hotel office development.
It would appear that one of the basic foundations. for the
Minneapolis resolution is not supported. because of this
alternative uses outlined by the City and MAC. Since no legal
action has been initiated, it is difficult to assess whether
Minneapolis could stop the buyout, however, several factors
remain. New-Ford Town and. Rich Acres are significantly impacted
by airport noise. New Ford Town and Rich Acres properties are
difficult to sell because of the uncertainty created by the dual
track proposals initiated by MAC and the Met Council.
I~~~iZ~C~K ~ C^AIR1~1S
(ic~cttrvc ah~n~~a~ Irc:~ tc~ t:~.ai~:~ <tJ%°~Yt~t~~ s~~~~i~~ty uiid thc~ i~wl;~~l~tcz•.
May 14, 1992
Mr. Larry Lee
Director of Community Development
City of Bloomington
2215 W. Old Shakopee Road
Bloomington, MN 55431
Dear Larry:
I enjoyed participating in the joint Bloomington-Richfield planning meeting you put
together earlier this month. Thanks for asking for our input. Attached is a proposal for
Marecek, Cairns &Yelsey to manage a series of focus groups and community forums on
the airport expansion and relocation debate. I look forward to presenting our proposal
the 2 p.m, meeting Friday.
Marecek, Cairns &Yelsey bring a lot to the table: expertise in meeting management
and design, the latest in interactive computer technology, writing and public relations
talent, and a great deal of experience handling the demanding design, planning and
communications tasks associated with such projects.
I'll see you then.
Sincerely,
i
onia Cairns
cc: Ms. Karen Batchilder
Mr. Mark Bernhardson
Mr. Don Groen
Mr. John Kenealy
Mr. Jim Prosser
One Main Street Southeast, Suite 500, Minneapolis, MN 55414 Phone: 612/378-0681 Fax: 612/378-0078
"Communities, Economics and the Airport:
Expanding the Public Debate"
Proposal for Management jConsulting Services
Prepared for
Cities of Bloomington and Richfield
By~'
Marecek, Cairns &Yelsey, Inc.
May 15, 1992
Rationale
The debate over the two development options for the Minneapolis/St. Paul International
Airport, expanding the current site to the west or relocating to south, has been
inadequate. To date only highly motivated activists, with a variety of narrow agendas,
have dominated the discussion. The potential economic impact on the businesses and
wide ranging effects on broader constituencies have not been fully addressed. The goal
of this proposed project is two fold: to involve a wider range of people, especially
business people in Bloomington and Richfield, in the airport debate and to expand the
debate to include a more sophisticated consideration of community. and economic effects.
Proposed Program
We propose atwo-step project: 1) a series of three or four focus groups among key
constituencies in your communities, experts and policy makers, followed by 2) two large-
scale Community Forums where a representative public group responds to issues/
recommendations developed by the focus groups. The goal of the focus groups, each
attended by about 15 key people, will be to define the issues and structure the agenda
for the community forums, giving legitimacy to new items you wish to include in the
debate. The community forums will be attended by as many as 500 people and will
involve many of the people from the focus groups in leadership roles.
The Role of Marecek, Cairns &Yelsey
STRATEGIC CONSULTING
Conceptual Development. First we will work closely with you to flesh out the ideas in
this proposal to ensure that we develop the best way to involve targeted audiences in
Richfield and Bloomington and, then, to affect the wider public debate on the airport.
Are focus groups the best way to flesh out the issues? Who are the key players to
involve from your communities? Who are the best experts, the best new thinkers on the
subject? Are two major public forums enough? Who are .the key groups we need to
involve in those forums to ensure that they are more than the typical public hearing,
attended by activists and experts only? We will help answer those questions.
Conveners. Who should be seen as the conveners of the project. We assume the
Chambers of Commerce of both. Richfield and Bloomington and their leaders. Who
else? We will help you develop a strong list and will draft correspondence to potential
sponsors and coordinate their involvement. The conveners will form a steering
committee to oversee the project.
Sponsorship/Fundraising Strategy. We will work with you to develop a list of the most
appropriate corporations and other potential funders and will consult on a fundraising
strategy, drafting initial correspondence and advising you on approach and follow up.
The sponsors will form an advisory committee to consult on the project and to lend their
influence to its development and help ensure broad participation.
PROGRAM DEVELOPMENT
1) Focus Groups
Participants. We will work with you to involve a representative group: key local
government representatives, key state legislators, key business people, airline reps,
airport officials, government and independent experts, and "outsiders" who should be
included in debate.
Meeting Format/Issue Development. We are experts at developing non-traditional
formats for intense, issue-focused meetings. Under the guidance of the steering
committee, we will develop an agenda, background material and discussion questions for
focus group participants. We will identify and work with the facilitator to ensure that the
meetings meet your objectives.
Facilitators. We will facilitate the focus group sessions. to ensure that the discussion is
expansive, efficient and effective.
Invitation Strategy. We will work with you to develop an invitation strategy and will
draft all correspondence to potential participants.
Planning, on-site management. We will make all logistical arrangements for the
meetings and we will provide on-site management of the meetings and assistance to the
facilitators.
2
2) Community Forums
Issue Development. After synthesizing the input from the focus groups, we will propose
issues to be covered at each meeting to the steering committee and revise according to
your input. We will help you develop a series of dynamic questions that will draw
people to the meetings.
Invitation Strategy. We will work with the steering committee, sponsors and other
resources to put together a representative list pf invitees. We will also produce an
invitational brochure (or poster or other mechanism) and write cover letters, as
appropriate.
Meeting Format. We are also experts at developing non-traditional formats for large-
scale symposia and other public programs, especially using cutting-edge computer and
graphics technology. We will work with you to finalize the program agenda and develop
a creative, interactive format that moves the forum well beyond the standard public
hearing. Everyone attending will be part of the decision-making process and will leave
the meeting feeling they have had an impact on the airport debate. We will work with
speakers and facilitators to ensure that your desired outcomes are met.
Computerized Audience Response System. We recommend that one or more of the
community forums use cutting edge meeting technology that, coupled with the right
format, will make the meeting highly participatory and interactive. Marecek, Cairns &
Yelsey will provide the hardware and expertise to use the audience response system most
effectively. Here's how it works:
~ Each participant (or a representative number of participants) has a wireless
keypad that allows him or her to answer questions and respond to ideas with the
push of a button. The system may be used for simple "yes/no" voting. It also
features a variety of graduated scales and multiple choice options that allow
participants to express levels of support or disagreement. Voting is completely
anonymous which, unlike a show of hands, encourages participants to express their
true beliefs.
~ A centralized computer processes participants' responses immediately -- and sorts
them according to any array of demographic factors, such as sex, age, race,
organizational or sector affiliation, area of expertise, etc. Participants enter the
demographic information into their personal pads at the start of the program, a
perfect icebreaker that also familiarizes the participants with each other.
~ Astate-of-the-art, color graphics system immediately displays the group's
responses to questions in bar charts and as percentage breakdowns, allowing
instant, two-way communication among all the participants.
3
The interactive nature of the system makes everyone a participant, not just those who
are speaking. It greatly enhances the value and efficiency of the discussion by allowing
participants to see when there is consensus or division, as well as who supports their
views and to what degree. Finally, the system will provide a detailed record of the
meeting deliberations, which will be invaluable in producing the project's final report.
MEDIA RELATIONS
Marecek, Cairns &Yelsey has an experienced staff of writers and media relations
professionals. We will work with the sponsors to develop a complete media strategy
designed to draw attention to the focus groups and community forums, both to draw
attendance and to promote positive media coverage. We will draft and disseminate all
media releases.
FINAL REPORT
Production. We will write, design and produce a final report, based on direct
observations made at the meeting and on information from the audience response
system. The document will be short, readable, and will capture the major action steps or
recommendations to come out of the focus groups and community forums. We work
regularly with designers, photographers and other professionals to produce the highest
quality materials.
Targeted distribution. Working with the sponsors, we will also develop a list of targeted
policy makers, media people, business leaders, experts and others key players to receive
the report.
Why Marecek, Cairns &Yelsey
Marecek, Cairns &Yelsey specializes in using the latest techniques and technologies to
produce truly outstanding meetings and special events. We are used to working with
professionals like yourselves -- people who have a vision of what they want to accomplish
but do not have the time to design, orchestrate and manage high-stakes projects. We
listen carefully to our clients to understand exactly what they are trying to achieve with
their audience. Our creative staff plans unusually engaging programs with highly
interactive formats. We specialize in programs on public policy issues, with particular
emphasis on the nexus of business and government. Our team includes experienced
public and business affairs experts, writers, marketing professionals, meeting planners
and meeting technology experts. Above all, we have asix-year history of designing and
managing dozens of high visibility meetings and programs that exceed our clients'
expectations. Examples of recent work are attached.
4
Projected Budget
$7,500 Computerized Audience Response System -- estimated cost for two
community forums, includes use of hardware and time and expenses
of a computer operator.
$1,300 Facilities, audio-visual equipment and misc. site costs -- estimated
cost of $500 for each large community forum, including high-
resolution displays and other audio-visual equipment, plus incidental
costs for focus groups.
$2,000 Facilitators, specialists -- estimated fees and expenses for one paid
facilitator at each community forum, possible expenses for other
speakers.
$1,500 Invitations, meeting materials -- estimated cost for design and
development, assumes production and distribution done in-kind.
$1,500 Final Report -- includes writing, design and development;
production and distribution done in-kind.
$12,500 Professional services fee. This fee covers the meeting planning and
logistical services, media relations work, focus group facilitation, and
professional consultation on meeting formats and the computerized
system, as described in the proposal. The fee covers the work of a
team of professionals: a project director, writers, meeting planners,
an expert on the audience response system and support staff.
$1,800 Project overhead -- fax, courier, duplication costs, other office
expenses, secretarial services as needed.
28100 TOTAL
5
Marecek, Cairns &Yelsey
Examples of Recent Client Work
MINNESOTA MEETING. Since 1981, Marecek, Cairns &Yelsey has managed the
Minnesota Meeting, one of the country's dozen or so premier speakers forums.
Members and guests of Minnesota Meeting attend 12 meetings per season, hearing from
leading experts and policy makers, from Federal Reserve Chairman Alan Greenspan to
Gen. Colin Powell, chairman of the Joint Chiefs of Staff. We handle all speaker
logistics, write all meeting announcements and press releases and produce a regular
newsletter. Minnesota Meeting is overseen by a board of directors made up of Twin
Cities corporate leaders.
Minnesota Business Partnership Annual Dinner. We developed the overall plan for the
Partnership's annual dinner that is directly tied to their education objectives. We
orchestrated their efforts to secure the participation of Education Secretary Lamar
Alexander and planned the meeting, including communications and logistics, invitations,
program materials, etc.
We the People Political Forums. Since 1988, Marecek, Cairns &Yelsey has managed for
Twin Cities Public Television, the St. Paul Pioneer Press and other Minnesota
organizations a series of public forums which involve Minnesota citizens in defining the
issues for candidate debate. Televised debates include the 1988 Democratic presidential
debate and the 1990 gubernatorial debate and, most recently, a debate between
Governors Bill Clinton and Jerry Brown 10 days before the April 7, 1992, primary in
Minnesota and Wisconsin. The program featured citizens questioning the candidates live
and via satellite from Town Meeting sites in both states. The RSVP interactive
computer system was used in the town meetings and to generate responses to questions
on the live television program, which was broadcast throughout the country.
Minnesota Economic Series. We are managing for Deloitte & Touche a series of four
working dinners for CEOs and CFOs on critical economic issues, featuring such experts
such as former HHS Secretary Joseph Califano, former Labor Secretary William Brock
and Japanese Trade Representative Clyde Prestowitz. For this project we worked with
the firm's senior management team to identify the issues and appropriate expert
speakers, designed an innovative meeting format, trained DT executives to act as
meeting facilitators, handled all speaker contacts and logistics, wrote and designed an
invitational brochure, managed press relations, and scripted DT presenters. The
meetings have been highly substantive and valuable to their participants, as discovered in
post-program interviews.
6
Hemline University Lectures. For the past two years, we have managed for Hemline
University a series of presentations to focus the Hemline community on important issues
and to make Hemline a focus of interest among the larger community. Programs to
date include atwo-day seminar on economic and domestic impact of the Persian Gulf
War, and an on-going series of programs on campus diversity and multiculturalism. As
with the Deloitte & Touche series, we designed and managed all aspects of the projects,
from initial program design to speaker contacts to invitations and press relations.
Business Executives for National Security. Since 1985, we have managed the Minnesota
chapter of BENS, a national, nonpartisan group of CEOs that actively seeks to reform
Defense Department procurement and national security planning. Since 1990, we have
also been implementing a national strategy to expand BENS into several other U.S.
cities. The Minnesota and national staffing effort includes arranging regular meeting
between BENS executives and ranking military figures, Members of Congress, candidates
for national office and policy experts.
Upper Midwest First Amendment Congress. Working under the direction of a steering
committee of lawyers, journalists and academics, we developed atwo-day symposium on
the impact of new technology and emerging social trends on freedoms of expression,
privacy and access to personal information. The project brought a variety of experts to
debate questions under each of the three topic areas. The program format was both
educational and highly interactive. In addition, we developed an educational video tape
and teachers guide to be distributed throughout the Upper Midwest. We handled all
aspects of the project, from writing a funding proposal and budget to handling
registration. We also identified and secured speakers and developed program materials.
7
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Page 1
True picture of MSP operations fs elusive
There are several agencies responsible for tracking and tabulating activity at
MSP. The Metropolitan Airports Commission (MAC} and the Federal Aviation
Administration (FAA} both record statistics in categories such as total
passengers passing through the airport, total cargo routed through. MSP, and
flight operations.
This last statistic -~ flight operations - is the one most often cited. whets trying
to gauge the level of activity at an airport. Atxy time an aircraft lands or
takes off, one "flight op" is recorded.
The problem is, different agencies use different crlter~ta to count flight ops,
and it also appears that some agencies even alter their. reporting methods in
order to create the impression of certain trends .that.. might be in their best
interests.
The result is a very confusing array of contradictory figures from several
sources. This might-not seem so important, but major airport planning.
decisions are based on these counts of flight operations.
By counting how many planes are actually moving into, out of, and around the
airport, interested parties can tell how busy the airport has been, and how
close it is to its operating capacity. Fluctuations in these statistics are relied
upon to predict future airport needs.
Let`s examine the definition of a flight operation. Quite simply, a flight
operation is defined as a takeoff or landing. However, it also includes other
types of aircraft activity which are equivalent to a takeoff or landing in terms
of contributing to an airport's level of activity. fihis includes aborted takeoffs,
touch-and-go's, anal multiple approaches. To get an accurate assessment of
Chat level, all of these should be counted.
The Metropolitan. Airports Commission (MAC} counts flight ops, but does not
retard certain aircraft activities. its counting procedures may ignore multiple
touch-and-go landings and mfssed approaches. Hence, its numbers are
traditionally lower than the FAA's numbers.
The FAA uses two counting methods: "OPSNET" and "band count." ~PSNBT is
short for Qperations Network, a computerized tracking system tied to control
tower and flight cox~txol facilities, which automatically produces a tally of
flight operations.
Page 2
In addition, air traffic controllers man-uaUy "click" each flight operation into a
tally called the hand count. Because the controllers add to-this tally each time
they "clEar" a plane to land or takeoff, the hand count is considered a more
accurate assessment of the true 1eve1 of aircraft activity. A plane making
multiple approaches during a training flight, for exaample, would have each
approach counted as a distinct operation, whereas the OPSRTET computer
might only catch it once.
Between the MAC and the two sources from the FAA, there are three
frequently cited sources of data concerrdng aircraft operations at MSF.
Depending upon which agency interprets the aircraft operations figures and
which set of numbers is being used, airport activity at MSP can be shown to
be up or down within an identical time period.
The Metropolitan Council {"Met Council") relies exclusively on MAC for all its
data concerning flights ops. It also places a great amount of significance on
annual flight ops totals in assessing future air traffic levels at the airport.
This creates a troublesome situation since there are multiple possible sources
from which to obtain this information. Since the Met Council is very involved
in airport planning, which source it chooses to base its projections and
decisions on is very important.
In addition, the Met Council has, in the past, s~~en~tigly "cooked the numbers„
to make them support arguments of .steady growth. For instance, all three
data sources showed a large drop in total flight operatioxs from calendar year
1988 to 1989. Yet the Met Council reported a 2.9 percent gmwth of flights for
the same period.t
Careful investigation shows that the Viet Council altered its reporting methods
..that year to arrive at that conclusion. They were not, as they reported,
referring to total flights, but only to those made by commercial passenger.
aircraft. 't'his number is only a portion of the total which includes many other
types of aircraft.
Total flight operations declined from 1988 to 1989, but because the air
carrier {commercial passenger flights) portion of the total went up slightly,
the Ivlet Council focused solely on that category to show growth. By switching
from total flight operations, which it had cited in the past, to only the air
carrier category the Met Council created the illusion of growth in a year when
total flight operations actually declined.
1Metr~ Motor {a since discontinued publication of the Met Coundil). March, 1990. P. 6
S~ s(zr m
Foundation af.D~al Trac~C P~ar~r~~n~ ~racess
Q,~x~st~oned
Programs to ensure the future ability of Minneapolis/St. Paul International
Airport (MSP) to handle capacity demands placed on it may have been
predicated on questionable figures. These figures came from forecasts which
predicted the steady, unchecked growth of air trafi~ic in years to come.
Such pro~ectians were central to the initiation of the "Dual Track Planning
Process" at MSP. The Legislature instituted that process as a nxeans by which
to study and plan for the region's future air traffic needs.
Let's Look at the dual-track plaiuiing process. It's purpose is to thoroughly
study the airport issue and determine whether to keep MSP or build a new
airport; these are the plan's two tracks. The consequences of the decision
between the two are enormous. A new airport mould be the largest and most
expensive project in the history of the State of Mhanesora.
The primary reason for instituting the lengthy dual track process was to allow
a careful study of the issue, and to gather complete and accurate facts and
information. Regular reporting procedures were also established, including an
annual report by the Met Council to the Minnesota Legislature. This report
examines things like haw effective and accurate the planning process has
been to date and explores directions it should take in the future.
The first report, prepared in February of 1990, stated that "the recommended
point at which the region should begfn to seriously reconsider the scope or
timing of the. dual-track strategy should lie above the .7-.8 perce~xt annual
growth rate." In other words, if growth drops to near that level, the basis and
need for the dual-track process should be re-~xarnined.
hi 1991, according the Met Council's own figures, growth dropped to .69b. This
is below the threshold defined as the trigger for reconsideration of -the
process. According to the guidelines the Met Cauacil established fvr Itself, it
should now begin to question the need for the dual track planning process.
Yet the Met Council's 1991 annual report to the Legislature "assumes that
aircraft operations will grow faster in the future and that 1991 was not
representative of the long-term outlook." In other words, last year is
considered only a blip, a statistical irregularity. So, it has declined to
reconsider,
The dual-track planning process was created right after the peak years of air
traffic. At the time, assumptions were made that steady grawth would
continue. This has turned out to be untrue.
The fact is, airpart operations at MSP have never returned in six years to the
level they were in 198G. Nationwide, operations are declining in most of the
major airports. Air Carriers are merging and filing for bankruptcy. Business
and pleasuxe travel have both declined.
But because cantradictar~r aircraft pperatians numbers are Offered by
different sources it is difficult to ascertain the truth of the matter. (See
related article.) The decision to embark on the dual-a~ack piauning process
was made based on prpjections which are, at the least, questionable
State Senator Phil Blueness feels strongly that the Huai track planning process
must be examined thoroughly because it is based an such an inconclusive
foundation. He was instrwmental in initiating afull-scale investigation of the
accuracy and validity of the dual track planning process by the afflce of the
Legislative Auditor. That investigation is just begixu~ing anal will be completed
in S-b months. (See "Legislative Update" article)
~~~
TRAFFIC DELAYS DOWN OVER 75%
AT MSP
In 1991, Minneapolis/St. Paul International Airport (MSP} led the nation in
the reduction of delays caused by air traffic.
In February of this year, the Federal Aviatiap Administration (FAA} released
figures an delayed flights in calendar year 1991, which showed a decrease of
2490 at the country's SS largest airports, A delayed flight is defined as being
Iate by 15 minutes or mare, due to air traffic, weather or airfield condition
causos (mechanical problems not counted}, Performance is reported in
numbers of delays per 1,000 flights.
MSP had 7.9 delays per 1,000 flights in 1991, dawn 75.2~o from 1990, when
there were 31.9 delays per 1,000 flights. This was the greatest improvement
among all 55 top airports. Sixteen of these airports reported an increase in
the number of delays, while 39 recorded reductions.
The decrease in delays is partially due to the lower number of flight
operations at MSP, and also to improved air traffic handling procedures. But
the drop in 1991 to less than one-fourth of 1990 levels is especially
impressive considering that .weather is much mare likely to be a factor at
MSP than at mast of the other major airports surveyed.
CITY OF RICHFIELD
Study Session Letter No. 28
Agenda June 1, 1992
Issue Statement•
Discussion on expansion or status quo of charitable gambling in
certain licensed liquor establishments (Ref. Ordinance 1100.13).
Discussion•
The City Council and staff have been asked to review the City
ordinance which limits charitable gambling to organizations that
conduct such activity at their principal place of business. In
essence, this has limited this type of gambling to the veterans
clubs (for pull tabs and bingo) and churches (for bingo and
raffles).
Certain other charitable organizations such as: The Minneapolis
Jaycees, Little Gophers Baseball Organization, et al, have
expressed interest in conducting gambling at the Frenchman's,
Sandy's Tap, Champps, Ground Round, Chi Chi's and Lariat Lanes.
To accomplish this, they would lease space from these businesses
and would sell pull tabs.- Other than the lease. payment and
additional business the establishments may-get, they would
receive no other income. The proceeds that the organizations
derive from their sales pay State taxes and then support their
ventures.
In the past, the Council would recommend approval by
organization. Legislation in the past few years now requires
approval of the premises. While the City Attorney has some
concerns regarding our current ordinance "limiting this activity
to organizations that conduct gambling at their principal place
of business," the Attorney believes the Council could adopt a
policy of "permits to liquor establishments which limit their
customers to members and guests."
However, the issue before the Council is whether to allow
gambling at other establishments.
Recommended Motion:
Staff is suggesting that with the exception of amending our
ordinance to conform with current statutes, the status quo
remain.
Basis of Recommendation:
1. Public Safety has had virtually no problems with the current
system.
2. It is reasonable to assume that members-only establishments
are more likely to supervise their activities and prevent
abuses.
3. Little benefit to the community is foreseen with other
organizations conducting these activities, although we could
craft an ordinance that might provide some benefits.
4. .The community standard set by previous Councils seems to be
still acceptable.
Discussion/Decision Mode:
The issue is for the Council to discuss and give staff direction.
Other than expansion of gambling activities in Richfield, staff
is recommending/amending the ordinance to bring it into
conformity with State statutes.
Respectf lly submitted,
~~
Jame Prosser
City M nager
JDP:ds
MAY 26 '92 14 33 HOLMES & GRAVEN
+ ~ F
~dRRINE A. HEINE
Attorney at E,Ptw
Diract Di&i(b12} 337-92!7
April 9, 1g9~:
Ms. Betsy Christensen
City of Richfield
670Q Portland Avenue
R.fehfield, MN 55923
Re: Premises Permits far Gambling
Dear Ms. Christensen:
P.2 cfvv
~OLMES & GRAVEN
tl{ARTER£D
47G Pillsbury Canter. Minneapolis, :4tinnsgota SSA(12
Tnlrphone (bt2) 337.93!10
b'acs(mita (6t2) 337.93in
Yau asked us to advise the City concerning a proposed policy for
City review of gambling premises permits. Under state law, the
charitable gambling board will not issue a premises permit or
bingo hall license unless, within 60 days after the date of the
application, the applicant obtains a resolution df the city
trouneil approving the permit or license.
The law regarding permit approval is similar to the prior law,
which gave pities authority to approve organizational licenses.
Under the prior law, the City adopted City, Cade Subsection
1100.13, subd. 7, which limited approvals to organizations that
aanducted gambling at their principal place of business. 'the
City is considering a similar pol3.cy for premises permit
approvals.
We believe that a policy which limits permit approvals to the
principal place of business of the .gambling organization might be
challenged on equal protection grounds. See enclosed Attorney
General's Opinion, July 29, 1988. It is not certain- what the
outcome of such a challenge would be.
From my discussions with you, however, it appears that the City's
principal concern is -with the potential abuses that arise when
gambling occurs in liquor establishments, particularly Chase that
are open to the public. Therefore, I suggest that the City
consider the following policy: "Premises permits will not be~
approved far liquor establishments, except those liquor
establishments where admission is limited to members and their
guests." The City could reasonably determine that members-only
liquor establishments are more likely to supervise their patrons'
gambling activ~ttes and prevent abuses.
MAY 26 '92 14:34 HOLMES & GRAVEN P•3
Ms. Betsy Christensen
April 9, ].99I
page 2
Because the City's existing ordinance, deals with organizationaz
licenses and state law na longer gives cities approval over such
7.icenses, the ordinance is ~of no effect. the City may wish to
adopt a new ordinance regarding premises permit appprovals. For
applications that are received in the meantime, the department
should xefer to its policy in its recommendation ar~d report to
the council, and the council should make a clear record of the
basis for the denial or approval of any permit.
Please call if you have any questions.
Sincerely,
Corrine A. Heine
CAH/atnm
Enclosure
RC160-3
cc: Jack Erskine
John Dean
MAY 26 '92 14 34 HOLMES & GRAVEN P.4 .
I
I
JLtLY 1988 Page 17
I,t)CAf. GOVRRNM1uN3;'S: 1VONiPROFIT CQRPdRA-
710NS: GAMBLING: Local units of government may not
estr[hlisls nonprofit corporations to carry ou! general govern-
mental funetlotts. Local governments are limited its tltcir
authority to l3eense or refuse ticensure of nonprofit orgunic~t-
l3ons wislti[!g to cpnduct lawful gAntbling withln ttsc local
govtrntnent's jurisdiction.'
Harry I:.. Newby, Jr. ~" July 29, 1988
City Attorney City of Cloquet '. 733
1219 - 14th Street '
Cloquet, MN 55720-333rD
In your -etter to Attorney General I•Yubert I!. Humph-
rey, Ili, you ask substantially the following questions:
.. QUf~STION ONE
Under Minrl. Stet. $ 349.213, subd. 1, ea[t the Clty of
Cloquet Form a nonprpfit corporation, the directors of which
are residents of the City .of Cloquet appointed by rite City
Council, the income of which is obtained as a rest[!! pf rile
ordinance .requiring organizations licensed to conduct gatn-
bling under Chapter 349 io Contribute ten percent of net
profits to the corporation, to be used to fund youth and
adsslt recreation activities or to build public structures for
that purpose?
OP1NiON
We answer your question in the negative. Clues, like
other local units of government, are creattues of laws
establishing those local units for specified purposes. There-
fore, the acts of Iocal units of government must be author-
ized by law as found either i[s the state cpttstitution or in
state statutes. State ex. rel. Y'tJJage of Fridley v. City of
Calu» thin Heights, 237 Mintt. 124, 53 N.W.2d 83l (1952).
It 'ss well establisitcd that a municipality leas such
powers only as are expressly conferred upon it by statute
or as may be necessarily in[plied from those powers
expressly conferred. It ltas no inherent powers.
Id. at 53 N.W.2d at $35. See, generally, 13 A I)unnelI Minn. .
Dig. 2d Municipal Corporations § 3.03 (3rd I3d. 1981).
We are aware of tta express grant of authority for the
City of Cloquet to form a nonprofit Corporation for rite
purpose of funding at~d administering adult acrd youth
recreational programs and facilities. The question then seems
to turn an .whether .the authority to form a nonprofit
Corporation for rite purpose stated in. your question is
necessarily implied ar incident to powers expressly granted.
We have found no Minnesota Case which has exantincd
the notion of imglicd power in a factual context of cite kind
cotttr[npiated here. The question of the power of local units
of government to form natprofit corporations for the pur•
pose of carrying out genera! governmental or other functions
was addressed by this office on at least one prior occasion. In
pp. Atty. Gen. 92a-34, January 29, 198ti, it was noted that
there appears to be no express statutory authorlty for Iocal
uzrits of government to form nonprofit corporations for the
purpose of Carrying out Sancta! governmental functions, nor
could such authority be properly implied .from existing grants
of power to such units. "Y'f[c one possible C7CCCpt10n noted.
dealt with the power of certain local units pf. government to '
establish hospital authorities pursuant to tvlinnesota Statutes
section I44.58t. An exantittatiott of current state law yietds
no reason tp Contradict that prier opinion.
Iviinn. Slat. ~ 349.723 (Sapp. 1987) provides that a
statutory or home rule Gtarter city nr a county tong nut
require an orgu[-itatlon conducting lawful garrtbling within
its jut5sdiction to make an expenditu['e to the city or county
as a cnnditiorr to operate in that city nr county, except as
authorized under section 349.16, subtlivisipn 4, or seciia:s
349.212. Inasmuch as tlsere appears to be no express or
implied authority granted to local units of government to
form nonprofit corporations and given the language of
section 340.213, rite City 'of Cloquet cannot require an
organization to corstribute llircctly ro the city for the purpose
of funClin~ any activity or government function. The city
does, however, have the authority to identify one or naoce
specific lawful purposes (as defined in Sec. 349.12 (Supp.
1987} trod Mi[tn. Rules Part 7864.0010, subp. 16) to which
ten percent of the net profits must be directed. Minn. Stet. $
34y.2I3, subd. I (Supp. 19$7).
In addition, pursuant to Minnesota, Statute section
349.212, subd. 5 {Supp. IR87) a city may impose a local
gambling tax on each licensed organization withln the city,s
jurisdiction not to exceed threw percent of the organizatio[:,s
gross receipts from all lawful gatztbling less prizes paid out by
the organization. In imposing that tax, however, the city is
prohibited from using the monies collected for any purpose
other that[ for the regulation of lawful gazrrbting. Furthcr-
mor'e, the irn~osition of such a tax precludes the imposition
of any other taxes or fees on lawiui gambling. Clearly tl[c
legislature isstended that tax revenues collected by local units
of governtncnt from lawful rambling write to be expended
directly on the regulation of lawful gambling. •
dIlES7ldN 7W0
Can the city require an organization, as a cpndit3oa of
conducting lawful gambling, to meet ail, or any combination
of the following requirements:
(a) The organization have at Eeast fifteen {i5) merttbers
that are residents of the City of Clogt:et.
(b) At least fifty percent (SO%) of all menrbers of tl:e
organization be residents of the City of CSttyuct.
{c) I'lre physical Site for rite orgaaizatiott,s head+.lt[rtrters
or the registered business office of the organisation
located within file city and itttvn bct:n located within
the city for at lease twp {Z) years intmediatcly preced-
ing application for a liccrtse.
(d) The organization awn real property withit: the city
and the lawfu! gambling be conducted on the property
ow[ted by the organization within the city.
(e) The physical site where the orga[tlzatlon regularly
holds its meetings and conducts its activities, ocher
than Jawful gambling and fund-raisittb, be withln the
City of Cloquet and have been located within rite City
of Cloquet for at !cast two {2) years itrttncdi:ttcly'
preceding application for a license.
OP1NlON
We answer your question in the negative, with qualifica-
tions. Minn. Slat. $ 349.213, subd. 1 (Supp. 1987) states:
A statutory or !tome rule city or county has the authority
to adapt more stringent regulation of any forrr- oflawful
gambling witl1in its jurisdiction, including the protlibitiatt
of any fortn of Iawful gambling, ... .
(Emphasis added.)
Nothing in the statute spcalss to ttte authority of a local
unit of government to regulate the composition, local control
pr resic1c12Cy of the organization Seeking approval to C4nduc!
gambling within the jurisd:ction of the Iocat unit of govern-
trertt. Form of gsr:rblit:g contcmpia[ea fire various games
thents:ivcs and rile manner in which those ran[cs are co[rduc-
teet. 'fhc tern also arguably costtetnplatcs authority to rcgu-
Ia-•c the site of tt:c satrlbliilg activity. 'I'licrefore, the !Deal unit
of govertuaent can deter,nine what kited of lawful gambling
{if at2y) Carl tike Plata in its jurisdiction; it can specify this
ltvu+5 vu~ lug ,vttirh lawful gq,r~,bl;ng wan ba cd.n<ti,eted withi~t
the jurisdiction; it can indicate where in the jurisdiction
gar[tbliAg can and cannot be conducted; it can limit tt[r
rumbcr of sites within the jurisriictinn where gatt-biulg will
be allcrwCC!; and !t can prohibit ga[tlbli:ig altogcrhsr.
'92 14:35 HOLMES & GRAVEN
18
The statute does not expressly authorize a Local uztit of
government to determine the membership of art organization,
or to decree that any organization seeking to conduct
gambling in the jurisdiction must expand what tnay be
precious resources to own property in that jurisdiction, or to
prescribe where the organization's meetings must be held,
Other than those organizations exerupt from liccnsirtg
under Section 349.214, the licensing of organizations to
conduct lawful gambling is done by the Cltaritable Gambling
Control Board. The state has preempted the licensing futtc-
tion by prohibiting Local units of goverment lrom cequiring
cleanses or permits to conduct lawful gambling by those
organizations already licensed by ilia Board. Minn. Stec, $
349.213, subd. I (Sapp. 1987)..
The question rhea arists whether there is irrrglred from
the statute the authority to ilmit gambllttg within the jurisdia-
tion of a local govezntnent only to those organizations that
meet specific criteria set by the local unit of government -
in this instance, organizations which are essentially loco!
organizations.
Minn. Star. $ 349.213, subd.2 (19$6}, states that the
Charitable Gambling Cotttrol Board may not issue a license
to an organization if the local unit of gdverrtMtent has
adopted a resolution disapproving the cleanse and so lnforrris
the board within 30 days of receiving notice of the licetrse
(application} (60 days as of 8!1/88). The statute offers no
guidance with respect to reasons a local unit of government
rrtay disapprove an organization's application. Iat}aliedly, the
local unit of government can develop cCZtain criteria upon
which to base the governing body's decisions to approve or
reject appticatiotts by organizations wishing to conduct law-
ful gambling ift the jurisdiction. Failure to do so could result
in claims tltat actions by the governing body are arbitrary
and capricious.
The City of Cloquet, though lacking the authority to
license organizations to conduct lawful gambling pursuant to
Ckzaptar 349, has been given the authority to dessy art
appllcatiott u~tdez Section 349.213, subd. 2. Again, it is
well•settled that a local unit of government Wray ;tai act
arbitrarily in denying an application far a license. See, e.g.,
Seale ez rel. Ratner v. Csly aj Nllnneupalis, l6a Minn. 49,
204 N.W. 632 (1925). Given what is contemplated by the City
of Cloquet, natnely, limittrig lawful gambling to local orgtirti-
zations, possible violation of the equal protection clause of
tlic state and/or federal constitution must be cptts-dered by
the city. See, e.r~., Consl. ~ Gen. Lab. Union Loeal Sd3 v.
City aj Sl. ,Paul, 2'70 Mittt:. 427, 134 N.W.2d 266 (1965);
Berg v, G'ity of Ml~+~leapolls, 274 Minn. 27~, 143 N. W.2d 200
{1966). '
Restitution of Ilse reasonableness of such restrictions as
related to the asserted local purposes, however, cafes for
factual and policy determinations that arc gesierally beyond
the scope of our opinions. Thus we are not in a position to
autltoritatively state whether conditions of the sort you
propose would be found reasonable !n the circumstances.
HUI3ERT 13. HUMI?1~1tH'Y, 11i Attorney General State
of Minnesota
PSCG'Y L. BUNCI~I Special Assistant Attorney
General
L.,r
P.5
3ULY 1988
,,5„
Richfield City Code 1100.07, Subd. 11
Subd. ll. Intoxicating liquor. No intoxicating liquor may be consumed,.
sold or be permitted to be consumed or sold on the premises licensed for the
enterprise... Provisions of this code relative to intoxicating and npn-
intoxicating liquors shall be strictly observed.
Subd. 12. Additional conditions. The .city, in granting a license to an
applicant, may impose additional conditions as may be .deemed necessary and to
secure the public health, safety, convenience ,and general welfare. Failure to
observe the additional conditions constitute a violation of this subsection.
1100.09. Suspension of license. Upon conviction for a willful violation of ,
subsection 1100.07, the manager may immediately suspend the license of the
licensee hereunder. Upon suspension, the director of public safety shall order
the licensee or any of his agents or employees to cease the activities in which
they are engaged in connection with the enterprise, and failure to comply. with
the order constitutes a violation of this subsection. The suspension is effec-
tive-until the next meeting of .the council., at which time the council may either
continue the suspension for. a specified period, lift the suspension or regoke
the license. Failure to act at the meeting shall result in a lifting of the
suspension. A suspension or revocation is in addition to the penalties provided
elsewhere in this code.
1100.11. Itinerant carnivals: state regulation. .Nothing contained in this
section abrogates or limits. the provisions of Minnesota Statutes, section 624.65
or Minnesota Statutes, sections 437.09 to 437.11.
1100.13. Lawful gambling, Subdivision 1. Adoption by reference. Minnesota
Statutes, chapter 349' rebating to charitable gambling and MCAR 7860 adopted
pursuant thereto are adopted by reference.
Subd. 2. Definitions. The definitions contained in Minnesota Statutes,.
section 349.12., subdivision 1 are adopted and incorporated by reference and
shall constitute the definitions of those terms as used in this subsection.
Subd.- 3. License or permit required. Lawful types of gambling shall be
permitted but only by organizations which have been issued either a currently
valid gambling license issued by the state charitable gambling board, or a
permit issued by the city to conduct gambling exempt from licensing under
Minnesota Statutes, .section 349.214.
Subd. 4. Investigation:. state license. Upon receipt of notification from
the charitable gambling board of the pendency of an application for issuance or
renewal of an organization gambling license, the city manager shall transmit the•
notification to .the public safety department-for its review and recommendation.
The public safety department shall investigate the matter and make its review
and. recommendation to the city council as soon as possible., but in no event
later than 25 days following receipt of the notification by the city. .The
applicant shall be notified in writing of the date on .which the recommendation
will be considered by the-city council,
Richfield City Code 1100.13, Subd. 5
Subd. 5. Investigation fee. The applicant for an organization gambling
license shall pay to the city an investigation fee as provided in appendix D of
this-code. The public safety department shall notify the applicant in writing
when the fee is due in full, which due date shall be at least-five days before
the date that the report is to be presented to the city council.
Subd. 6. Council action. -The city council. shall consider the application
not later than 25 days after written notification of -the application has been
received by the city. The council shall consider the. report of the department
of public safety, statements from the applicant, and any .other information. which
the council believes to be relevant to the application. Thereafter the council
shall, by resolution., approve or disapprove of the license. If the investiga-
tion fee provided in subdivision S of this subsection has not been paid within
the time limit provided in such subdivision S, the council may disapprove the
license on that basis..
Subd. 7. Off premises gambling. The city will disapprove of any applica-
tion wherein the applicant seeks to be permitted to conduct gambling on premises
which are not:
(a) owned or leased by the applicant, and
(b) located within the property which constitutes the principal place of
business of the applicant.
Upon the .receipt of notification of the pendency of any license application
before the charitable gambling board requesting such off-premises gambling the
clerk shall, in lieu of the provisions contained in subdivisions 4, 5, 6 and 9
of this subsection, transmit a certified copy of subdivision 7 to the charitable
gambling board together with a statement from the city clerk that subdivision 7
is in full-force and effect and that the application is disapproved pursuant to
that subdivision. Such action by the city clerk shall constitute the official
action of the city. The provisions of this subdivision shall not apply to the
sale of raffle tickets.
Subd. 8. Reports. As a condition to approval of the license., the council
may require that the applicant agree to promptly furnish the city with copies of
all records, reports, accounts and other data which applicant will be required
to submit to the charitable gambling board during the term of the- license.
Failure of the. applicant to fulfill such requirement may constitute grounds for
disapproval of licenses in subsequent years.
Subd. 9. Notification to Charitable- Gambling Board. The city manager
shall transmit a certified copy of -the council resolution to the charitable
gambling. board. If the council has disapproved the license, the city manager
shall take such actions as are reasonably necessary to deliver a copy of such
resolution to the board .within 30 days from the date that the city received
notice of the license application. A copy of the resolution shall also be
provided to the applicant upon request.
Richfield City Code 1100.13, Subd. 10
Subd. 10. Permit.
(a) Organizations desiring to conduct lawful gambling which is exempt from
state licensure under Minnesota Statutes, section 349.12 shall make application
tot he city for a permit to conduct such lawful gambling.
(b) The applications shall be on forms prepared by the city manager for
that purpose and shall be accompanied by the permit fee hereinafter required.
(c) The permit fee shall be as provided in appendix D of this code.
(d) The city manager shall issue the permit if the following conditions
have been met:
(1) Neither the designated gambling manager nor any of the organiza-
tion's officers have been convicted of any offense which would indicate
lack of suitability of the designated manager or the organization to engage
in the type of gambling activity for .which the permit is sought.
(2) The organization has existed in the city for at least .three years
prior to the date of .application.
(3) On the date of application, the organization has at least 30
active members.
(4) The organization will either own or lease the premises where the
gambling activity would be conducted.
(5) If the gambling activity is to -occur on leased premises, the
lease will be for a term at least equal in length to the term of the permit
being sought.
(e) Before the issuance of the permit, the designated gambling manager
shall file with the city manager a fidelity bond in the amount of $10,000. Such
bond shall run in favor of the organization conducting the gambling activity and
be conditioned upon the gambling manager fully and faithfully performing his
duties. The city council may, upon unanimous vote, waive .the bonding require-
ment.
(f) The permit fee may be waived in whole or in part by the city manager.
The portion of the fee waived-shall be returned to the permittee upon issuance
of the permit. If the permit is denied, the city manager shall retain $50 of
the fee to reimburse the city for its administrative and investigative expenses
in connection with consideration of the permit application.
CITY OF RICHFIELD, MINNESOTA
Study Session Letter No. 27
Agenda June 1, 1992
Issue Statement:
Review of Richfield Community Human Service Planning Council
activities, progress report and planning efforts.
Background:
The cities of Richfield, Bloomington, Edina and Eden Prairie have
recently restructured human service planning efforts in the south
suburban area. Part of the restructuring included the
establishment of the Richfield Community Human Service Planning
Council. The Planning Council, appointed by the Richfield City
Council, provides the local basis of human service planning in
the south suburban area. The group has been meeting for
approximately one year and have asked for an opportunity to meet
with the City Council to review their progress and discuss future
planning efforts. ethers invited to this meeting include members
of the Planning Commission, HRA Commissioners, Metropolitan
Council Representative Sondra Simonson, Commissioner Randy
Johnson, Senator Phil Riveness and Representatives Edwina Garcia
and Joyce Henry.
Recommended Motion:
Meet with Human Service Planning Council and provide input
regarding human service planning needs.
Basis for Recommendation:
There is a need to provide continued attention to human service
planning coordination establishing priorities for human service
needs and identifying other planning efforts.
Alternative Recommendation:
None.
Discussion/Decision Mode:
This matter will be discussed at the Study Session on June 1.
Respectfully submitted,
Ja D. Prosser
Ci~v /Manager
JDP:ds