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Document - Historical information/data - Information on old Cedar Avenue bridge. Environmental Impact Statement. - 1/3/1976
A bridge to Dakota County's past Page 1 of 3 StarTribune.com I `MINNEAPOLIS - ST. PAUL, MINNESOTA A bridge to Dakota County's past By MARY JANE SMETANKA, Star Tribune January 21, 2009 Today, the utter stillness around the barricaded Old Cedar Avenue Bridge in Bloomington gives the impression that it was always a place where wild things ruled. But decades ago, the bridge and its swinging extension over the Minnesota River were an indispensable part of life in the Twin Cities, a corridor for commerce and fun and even a little vice. The two bridges led to rich river bottoms that produced the earliest, best sweet corn in the region. They were a way for teenagers to find their way to a shady river bar for a taste of illegal beer. More than once, drivers who were reckless or drunk drove off the swinging bridge into the river. The couple who lived on the downhill stub of Old Cedar Avenue that curved toward the bridge over Long Meadow Lake got so used to the sound of crashing cars that they had a routine response. "I would run outside to see if there was anything I could do and my wife would call the police," said Brad Pederson, who owned a garden center on the hill. "That was our ritual. We didn't have to say anything." Bloomington's debate about whether to repair or replace the 1920 lake bridge for use by pedestrians and bicyclists has centered on the value of preserving the unusual bridge structure. Renovating part of the span and replacing the rest could cost $7 million -- more than twice as much as building an all -new crossing, according to the most recent public estimates. Local officials will have to decide later this year if it's worth the money. But supporters of the idea point to the historic value of the bridge as a prime example of camel -back steel truss design. And longtime residents attest to the memories it conjures up. They recall when land near the bridges was not only an important farming area but also attracted people seeking recreation and other amusements, legal or not. On both sides of the river, there were picnic grounds with baseball diamonds and horseshoe pits, and icy beer that was sold even when liquor was supposedly banned. Prime farmland On the river bottoms, hard-working farmers like the Pahls raised asparagus, potatoes, squash, onions, cabbage and eventually sweet corn that was always the first to hit Twin Cities markets. Yvonne Pahl Bublitz grew up in a farmhouse on bottomlands between the two bridges. The land periodically flooded, forcing her family to evacuate and scattering five children among friends and relatives until waters receded and things could be cleaned up. http://www.startribune.com/templates/Print This_Story?sid=37735934 2/4/2009 A bridge to Dakota County's past Page 2 of 3 "The lake was on one side of us, and the river was on the other," Bublitz said. "I can remember my mother getting up in the middle of the night if it was raining to see how much the river would go up. We would move things upstairs in the house and to the second floor in the garage and move out." It wasn't an easy life. Bublitz's father, Leo Pahl, had been shot in a hunting accident in 1943 and lived the rest of his life in a wheelchair, paralyzed from the chest down. His wife, Myrtle, was pregnant at the time. With the help of friends and relatives, Myrtle kept the farm running until the kids were old enough to work in the fields under their father's supervision. Bublitz said her oldest brother began operating a tractor when he was 9 or 10. "In those days, there wasn't handouts for charity like there is today," Bublitz said. "We had to make do." Bublitz's nephew, Gary Pahl, grew up in Burnsville but spent a lot of time on the farm. He remembers skating the length of Long Meadow Lake with his brother and their dog. Pahl, 49, recalls going hunting before school and dropping off ducks with Grandma Myrtle, who would pluck and cook them. Pahl and his father grew sweet corn on the bottomlands until 1993. Flanked by water, the land thawed early and froze late, allowing the Pahls to plant and harvest sweet corn early. Pahl, who still farms and runs Pahl's Market in Apple Valley, said his family tried to buy the Old Cedar Avenue Bridge when it was closed to vehicle traffic in 1993. Eventually the land was sold to the U.S. Fish and Wildlife Service. "It was the best land around," Pahl said. "I haven't been able to find a piece like that for early sweet corn anywhere in the state, and I've looked everywhere." Nicols' heyday On the south side of the river, the tiny Dakota County railroad stop of Nicols sat near the bridge's end. With a boat landing, a store and a bar and restaurant known in later years as the Meadow Inn, Nicols was a wild place during the first part of the last century, according to a 1989 story published by the Dakota County Historical Society. The boggy land meant all the buildings in town shook when trains went by. During prohibition in the 1930s, moonshine was made and sold in the area. Though Nicols never had more than 18 adult residents, the story said, it became a major shipping point for tons of onions that were grown in the area until the 1920s, when southern farmers began dominating the market. By the early 1960s, Nicols was dying and its sagging hotel was occupied by railroad hoboes. Pederson remembers the tiny town's justice of the peace sitting by the road in a folding chair with a clipboard to "take the license number down if anyone sped through Nicols." http://www.startribune.com/templates/Print_This_Story?sid=37735934 2/4/2009 A bridge to Dakota County's past Page 3 of 3 Tales of the bridge Until a motor was added, the swinging bridge over the river was opened manually by four men who pushed what looked like a giant key to crank the bridge open so boat traffic could pass beneath, Pederson said. Barges repeatedly plowed into the bridge's center support, and each time it would have to be closed and repaired. The bridge became notorious as a spot where traffic backed up after Vikings games, and there were several fatal accidents in the area. In 1978, four people died when a car zipped around cars that were stopped while the bridge was open and plummeted into the river. Another notorious 1970s incident involved a young man and woman who faked their deaths by driving an empty car with its lights on into the frozen river. Months later, the two were discovered living out of state. Pederson, who lived on the steep Old Cedar Avenue hill that attracted accidents, recalled once running down to the lake bridge after he heard the crunch of metal against the metal span. When he got there, he saw a shaken man climbing out of his smashed vehicle. The man said he had to check on something in the attached camper. "He opened the door and there was a cow in there," Pederson said. "Don't ask me how that happened." Mary Jane Smetanka • 612-673-7380 © 2009 Star Tribune. All rights reserved. http://www.startribune.com/templates/Print_ This_ Story?sid=37735934 2/4/2009 http://www.startribune.com/local/south/92594459.html?page=l&c=y Page 1 of 3 StarTribu ne.com Point your mobile browser to http://startribune.com Old Cedar Avenue Bridge getting renewed life David Brewster, Star Tribune The north end of the old Cedar Ave. bridge in Bloomington. The Bloomington structure dating from 1920 will be restored, thanks to state funds. By MARY JANE SMETANKA, Star Tribune Last update: May 1, 2010 - 11:23 PM New life is stirring in Bloomington's rusting Old Cedar Avenue bridge, popular with walkers, birders and bicyclists until it closed eight years ago. A year after frustrated city officials said they were willing to let the 90-year-old structure rot rather than invest millions in a relic that no one wanted, along came a $2 million boost in state funds from the 2010 bonding bill. The city now has almost $6 million to renovate the bridge. A clarification included in a jobs bill also gave the city a new way to raise funds toward bridge restoration without raising property taxes. Key decisions lie ahead for the city. In May the City Council is expected to begin discussing bridge alternatives. The city originally wanted to tear it down and replace it but can't do that because the bridge has historic status. Council members will have to choose between partially or fully restoring it, mindful of how that decision affects chances of finding a new owner for the bridge. Mayor Gene Winstead says it's time to move forward. "I believe there's a great desire to get it done," he said. Up to $9.9 million to fix it up Bloomington reluctantly took ownership of Advertisement Print Powered By Dynamics http://www.startribune.com/templates/fdcp?1273156258308 5/6/2010 http://www.startribune.com/local/south/92594459.html?page=l &c=y Page 2 of 3 StarTribune.com Point your mobile browser to http://startribune.com the bridge from the state in 1981. The 1920 structure spans Long Meadow Lake in the Minnesota Valley National Wildlife Refuge and until 1993 was open to cars and trucks. It remained open to bike and pedestrian traffic for nine more years, connecting Bloomington to Eagan as a key route for bicycle commuters. It closed to all traffic in 2002. The 865-foot steel bridge is one of the few camelback-through-truss bridges left in the state. Bloomington had raised about $4.5 million to replace the span. But with the bridge eligible for listing on the National Register of Historic Places, the only option is to renovate the bridge. Estimates last year put the cost of full restoration at $9.9 million. Partially restoring it would cost $5.8 million. Recession might have pulled those numbers down, but it's still going to be more expensive than simply replacing the bridge. State Rep. Ann Lenczewski of Bloomington, who has been largely responsible for driving state money to the bridge, agreed with city officials that the big challenge is finding a new bridge owner. That could push the council toward frilly restoring it. Annual maintenance on a partially restored bridge could reach $140.000. "Nobody wants to buy an old beater car with an engine that doesn't run, and nobody wants a crappy bridge," Lenczewski said. "If anybody else is going to own this bridge, [Bloomington] is going to have to fix it first." No move to raise taxes Language in the state jobs bill allows Bloomington to use a liquor and lodging tax, which raises between $4 and $4.5 million a year, for the Old Cedar Avenue bridge. That tax was created to help with debt service on Mall of America parking ramps and is still partly used for that purpose. The money also has been used for improvements near the mall. Using some of that money for the bridge would allow the city to fill the gap in funding for restoration without raising property taxes. "We want to be very prudent because we know future phases of the mall will involve bonding," Winstead said. "The city has already committed to a million [dollars for the bridge]. There's still a gap there of a million, if not a couple of million dollars. Are we willing to fill the gap?" Advertisement Print Powered By � Form. Dyn:arnics http://www.startribune.com/templates/fdcp?1273156258308 5/6/2010 http://www.startribune.com/local/south/92594459.html?page=l&c=y Page 3 of 3 StarTribune.com Point your mobile browser to http://startribune.com He said the issue of future ownership is key. So far, talks with parties like the state Department of Natural Resources and the U. S. Fish and Wildlife Service have not produced potential bridge takers. "If we are going to contribute to further restoration, we want to have someone responsible for it," he said. "But there's no reason not to get going on it." Council discussions could last for months, said City Manager Mark Bernhardson. The council also would have to change an old resolution that limits city funding to pay for only a replacement bridge. If a decision is made to go ahead with renovation, he said, work probably wouldn't start until 2011. Mary Jane Smetanka • 612-673-7380 Advertisement Print Powered By i/r1ForrnatDynamics http://www.startribune.com/templates/fdcp?1273156258308 5/6/2010 Eagan: A city with an identity crisis? By Sue Hegarty Staff Writer When you think of Eagan, what comes to mind? Life-long residents might re- member the airplane icon hoisted above the Airliner Motel, surrounded by acres of farm- -land. A large, bur oak (the lone oak .tree), ham- mered with public notices, was the town's commu- nication center. When the new Cedar Bridge opened in October 1980, 'developers flocked to the wide expanse of farmland south of the Minnesota River. The city began to. shed its country town image and became • a full-fledged Twin Cities suburb. Each month, record num- bers of building permits .were issued. • As those rooted in the com- munity died or moved- on, they were replaced by transplanted residents who call someplace else "home." "You see Eaganthrough the eyes of when you first enter the community," said City Admin- istratorTom Hedges. "If you've just moved here, you see Eagan as it exists in 1995." Today, nearly 22 years after being established as a city, 75 percent of the residents have lived in Eagan less than five years. To them, Eagan means something entirely different from those Lone Oak days. Bridging Eagan's past with what it is to become takes planning. Now that the rapid growth has slowed, city offi- cials have begun to take a step back to see what amenities res- idents want. For example, 'at the new. Civic Center arena, reserva- tions for ice time were sold out long before the facility opened' . IDENTITY: To Page 14A %h& Sap from country town to sprawling suburb 1 NS1DE'. . «i .` Home builder's lawsuit over the collection of road construction fees could put future funding for street pro- '. jects in. jeopardy, Page 8A. ® .Eagan public relations firm wants to work on the city's image, Page 9A. ® Slowed development com- bined with population in- creases shifts city revenue sources from fees to taxes, 'Page I2A. ■ How much do you think you know about Eagan? Test yourself, -with a trivia quiz, Page 14A:., :. , Among council's dreams: Create Promenade and recreation facility By. Sue Hegarty Staff Writer City officials have a dream — to give residents a place to commune and to give those outside the city limits an iden- tifiable image of Eagan. The pressure has been on Opus Corp. to build a sense of community on 120 •acres of farmland north of Town Cen- tre. Opus has had an option to purchase the land from Robert O'Neill, but two weeks ago - O'Neill died, and the land be- came part of his estate. Opus is anxious -to .begin the project in order to meet• com- mitments to proposed tenants, said city officials. Tenants could include a Byerly's -gro- cery, a large retail merchant,. bank and several smaller ten- ants,. such as coffee shops and book stores. The concept plan, which was .approved ,by the City Council in- July, also in- cludes 294 townhouse units: The power. center • would-be broken into pods of shopping areas; connected by a trail sys- tem of walking paths, outdoor seating and a fountain. -`We've always known that . this has needed. to be'a special project with special features," said. Michelle Foster, senior di- rector of real estate develop- ment for.Opus. "We can create focal points within, but it's not. a small scale development " Earlier plans to include a public park and community center within the -Opus devel- opment have been scrapped. Instead, city officials are searching for a site that could incorporate a public use area. They have their eyes on land east of Lexington Avenue and north of Yankee Doodle Road, adjacent to the O'Neill proper- ty. However, owners- of Dart Transit in Eagan already have an option to purchase that land from Northwestern Mu - COUNCIL: To Page 14A bI aurei7 i / /9:c Custom Crafted Upholstery DRAPERY &WINDOW a ' TREATMENTS Guaranteed Excellence ,:... as in Workmanship • Free In -Home Estimates • 1000's of discounted fabrics • to choose from • In -Home fabric selection 698-1707 COUPON Watt Bargains! End of Year Clearance Sale with Savings of.10%=50% on Every Lighting Fixture, Floor and Table Lamp. Featuring lighting by Kichler Overlooking 1-94 just west of Snelling. 647-0111. Mon. & Thu: 9- Tue., Wed. & Fri. 976, Sat-. 9-5 Open 12-5. Sundays during sale! Creative People Need Creative, Lighting. won't impact on campaign practices. By Patrick Spaeth Staff Writer Last week's indictment of a congressional* candidate over campaign practices won't have a major impact on proposals to limit. rhetoric in campaign "ads, spokesmen• for both major state political parties say. • Tad Jude, an attorney from Fridley, was indicted along with.: his campaign manager for ads he ran inthe final four days of his unsuccessful bid for the U.S. Dis- trict 6 House seat in 1994. Rep. Bill Luther, who narrow- ly defeated Jude in a race that drew national attention, said the ads were "vicious:" and "a fabri- • cation of reality." ' Jude and his campaign man- • ager, Steve Knuth, who also was indicted; face pretrial hearings on Jan.11. The gross midde= •meanor charges carry maximum penalties'of $3,000-and one year prison. But so far, efforts to forge. agreements dedicated to keep- ing a positive spin on political ads ,haven't gained . much ground. Democratic Farmer Labor Chairman Mark;Andrew and Republican Chairman Chris Georgacas• have met`to discuss the proposal's but have not reached any substantive middle ground. One reason; Republican Party spokesman' Randy Skoglund said, is that many Republicans feel it is too presumptuous to tell voters what is, or isn't, fair" play. "That would be; -pretty offen= • sive to people," he said. "The public knows when the line is • crossed." • - David Green, press secretary for the DFL, said the proposals' would not• preclude candidates 'criticizing an opponent's record. . But they would encourage candi- dates to build on why they differ • rather than. pounding an oppo- - nent's perceived' weaknesses into the ground with spin tactics. "It would elevate the level of discourse," he said. "And -it would elevate the challenge to the can- didate to say why" he or she would do things a different way." Two ideas have been submit- ted to curb vitriolic campaigns. One, the Minnesota Compact, calls for, among other things, more face-to-face candidate de- bates -with- minimal intrusion by moderators. The other, dubbed,the'.Cam paign Advertising Code, essen tially aims at reducing persona attacks by asking candidates t do their own voiceovers an avoid using their opponent' image in their ads. The advertising code is par ticularly loathsome to Republi cans, Skoglund said, because i is .the brainchild of Lee Lynch an advertising executive wh Skoglund said has been a tradi tional supporter of Democrats including Sen. Paul Wellstone. "The Lynch code is `obviousl going to help incumbents," h said, claiming that its intent is t discourage criticism of thei records. "And the Democrat have -a senator and six of the eight [U.S.] house seats." In any case; even if both sides were to forge an agreement 'in scaling back the rhetoric, Green acknowledges that there would be little to dissuade a desperate opponent to violate the agree- ment in a Last-ditch effort to win. "It's a very touchy issue," he said. "The thing is, political par- ties don't. have•the power to en - .force how candidates conduct their campaigns. Certainly, it gives a candidate a- better chance to 'point out if an oppo- nent violated the code: But at that point; the public would -have to•decide , °i4A Apple Valley/Rosemount, Eagan Sun•Current/Wednesday, Dec. 6, 1995 &G` a ,-) Scud/__ 1,04 1 v►/ L BRIDGING THE GAP: FROM COUNTRY TOWN TO SPRAWLING SUBURB Identity From Front Page in September. - Toddlers look forward to next summer when the new wading pool opens, while their older sib- lings wonder ifa swimming pool is part of future plans. Negotiations for a 210-acre shopping center at Interstate 35E and Yankee Doodle Road offer the promise of convenient shopping and city tax revenue. The loss of one of the city's tw.o privately -owned golf courses has city officials wondering. if a mu- nicipal course is a desired amenity. , The impeding maturity of a community affects builders, as well. They are more apt to hear objections from neighbors who live next to undeveloped land and who have a concern for com patibility. One component that is need- ed to successfully build a desir-, able. community in which to work or live is communications, Hedges said. Right now, there's a gap in communications, he said. No- tices pinned to an oak tree won't work anymore for a community FA I RLIGHTAHLGREN(STAFF;ARTIST E(OI q(6 e(8 p(L q(9 a(5 that has more than 57,000 resi- dents. So what is the best way for policy makers to stay in touch with community stake holders? If approved by the council, a public relations firm may be brought on board to bridge com- munications arid help extrapo- (' 3 (£ p (z q (L :I.�I u�dAS1�iV late what Eagan is to become when it reaches full maturity. .City officials hope a commu- nications plan will help give res- idents, as well as those- outside looking in, a sense of what kind of community Eagan is and will become. Council: Funds, agreements key From Front Page trial Insurance Co. Dart Transit is considering its expansion needs, while the city envisions a possible commu- nity center, swimming pool or public golf course on the site. If Dart is willing to negotiate for another_ location in which to ex- pand, perhaps the city will get its gathering place after all. Discussion about adding a golf course to the list of public facility options arose when Bill Smith, owner of Carriage Hills Golf Course, offered to sell the course to the city. After review- ing a consultant's report on the feasibility of :buying Carriage Hills, the council decided to pursue' the Northwestern Mu- tual Land instead. Since then, Carriage Hills Golf Course has been purchased by Pulte Homes for development as a mixed -use residential neigh- borhood. • What's needed now to make this City Council dream a reali- ty is the council's approval of the preliminary- development plan, an agreement with Dart Transit for the Northwestern Mutual land and lots of money. We've always known that this has needed to be a special project with special features.' — Michelle Foster Senior director of real estate development for Opus Right now, Opus and the city .of Eagan are in disagreement over how much share each should have in developing the in- frastructure surrounding the -power center. Last week, the two were about $3 million apart. Eagan now is asking Opus to pay . about $6.8 million in road con- struction costs. Foster said Opus was told by the city in June that its share would be about $3.9 million. - "It's significantly higher," Foster said. Areagreement will have to be .struck soon, she said, if con- struction is to begin in March. Opus plans to open five or six of the stores by next November, Foster said. Apple Valley/Rosemount, Eagan SuneCurrent/VVednesday, Dec. 6, 1995 - - - pr.71‘,40)141 *i-ok Holiday Customer Appreciation Saturday, December 9th YOUR CONTINUED SUPPORT IS NEEDED MORE THAN EVER In 1974, we embarked on a program to achieve our goal of completing our interstate highway system (I-35E and I-494) and constructing a New Cedar Ave. Bridge. With the ribbon cutting on the Cedar Ave. Bridge, it will be "one" down — "two" to go. It has been a long, hard struggle, both in terms of time and money, to achieve this. We could easily write a book on the bureaucratic red tape and opposition we have had to overcome. Costs for court actions and legal fees on I-35E have been astronomical, and I-494 is shaping up to be as bad, if not worse. To those of us who daily fight the traffic conges- tion on the Mendota Bridge, it seems unconscionable that anyone would take the position of claiming there is no need for the I-494 Bridge across the Minnesota River. Yet, once again, court actions are pending. A small, but influencial, group is trying to move the freeway next to someone else. If they can not do that, they will use the well-intentioned environmental laws, as mischievous tools, to kill this very necessary transportation corridor. DANGEROUSLY CONGESTED MENDOTA BRIDGE Urban Council on Mobility 33 East Wentworth Ave West Sr Paul Minnesota 55118 • 16121 457 1757 THE NEED FOR COMPLETION OF OUR INTERSTATE SYSTEM IS APPARENT YOUR FINANCIAL SUPPORT IS NEEDED The cost of carrying on our campaign and maintaining an of- fice and staff, along with our court actions, has placed a heavy burden on our finances. We need your financial sup- port and will appreciate whatever contribution you may make; renewed individual memberships, or in the case of sponsors, an added contribution. All contributions are tax deductible. Please make checks payable to the Urban Council on Mobility and mail to: Urban Council on Mobility 33 East Wentworth Ave. — Suite 101 West St. Paul, Minnesota 55118 FIRST CLASS MAIL Mr. Ken Morrison 4269 Amber Dr. Eagan, MN 55122 OCTOBER 1980 Urban Council on Mobility 33 East Wentworth Ave. West St. Paul, Minnesota 55118 • (612) 457-1757 NEWSLETTER GREAT NEWS!! New Cedar Avenue Bridge AT LONG LAST, WE HAVE BROKEN THE BRIDGE BOTTLENECK NEW CEDAR AVENUE BRIDGE AND FREEWAY DEDICATION CEREMONIES WILL BE HELD OCTOBER 30, 1980 — 12:45 P.M. After 90 years, the "Old" will give way to the "New". Thanks to all of you who have supported the Urban Council on Mobility, at last we have an occasion to celebrate. We sincerely hope you can attend, and help us rejoice at the "BREAKING OF THE CEDAR AVE. BRIDGE BOTTLENECK". The Bloomington and Burnsville High School bands will provide the music. Speakers will be brief. Beautiful Queens will cut the ribbon. Horses and buggies, antique cars and fire engines, and 1981 cars will parade across the northbound bridge to Old Shakopee Road in Bloomington, and return back across the southbound bridge to Trunk Highway 13 in Eagan. After that, a reception will be held at the Lost Spur Country Club. All Urban Council on Mobility members and the public are invited. WON'T IT BE WONDERFUL TO SAVE AN HOUR OR MORE EACH DAY CROSS- ING THE MINNESOTA RIVER? — AND IN A SAFE, RELAXED MANNER! CEDAR AVENUE STATUS — October 30, 1980 — Open from 86th Street in Bloomington to Trunk Highway 13 in Eagan. — Fall 1981 — Open through the I-35E cloverleaf interchange. I-35E from I-35W will be completed and open to Cedar Ave. at the same time. — Fall 1982 — Open from I-35E to 138th St. in Apple Valley. — Unscheduled — Zoo Road and entry to the Zoo are unscheduled due to lack of funding. Notorious Old Cedar Ave. Bridge About a year ago, MN/DOT changed Cedar Ave. num- bering from T.H. 36 to T.H. 77 494 Ribbon eottlog program Of* on no. bigbeog Ponds lino up on north Wand roodrog SILVEI BELL 4tt point RIBBON CUTTING DIRECTION MAP The Minn. Dept. of Transportation (MN/DOT) would like all guests atten- ding the Ribbon Cutting ceremonies to enter on the New Cedar Ave. southbound lane at Old Shakopee Road in Bloom- ington. This will permit guest parking in that lane and will not interfere with the speakers' platform, the bands, and the horses and vehicles which will be lining up for the ceremonies in the northbound lane. URBAN COUNCIL ON MOBILITY ACTIVITIES BRIEF HISTORY OF THE CEDAR AVENUE BRIDGE 1890 — Original Cedar Avenue Bridge built by horse and buggie labor to serve horse and buggie traffic. 1950's — Old Cedar Ave. Bridge unable to handle traffic generated by new growth. Need for new bridge apparent. 1960's and Early 1970's - All efforts to get a new bridge seemed futile. August 1974 — Urban Council on Mobility formed to "Break the Bridge Bot- tleneck" and get adequate transportation corridors with a New Cedar Avenue Bridge and by completion of the long overdue I-35E and I-494 Interstate Freeways. • December 3, 1974 — Draft Environmental Impact Statement (DEIS) Hearing was held at Mary, Mother of the Church. Over 1000 people attended — a first. in Highway Department history......................... January 13, 1975 — Metropolitan Council staff recommended the Cedar Ave. Bridge be given a low priority (32 down the list), and the staff report to the Metro Council doubted that a New Cedar Ave. Bridge was necessary. January 23, 1975 — Metro Council overwhelmed by U.C.O.M. and citizen turnout ob- jecting to low priority, demanding a new bridge, and justifying the need for it. Priority moved from 32nd to number one. March 31, 1976 — Final Environmental Impact Statement approved and signed by the Minnesota Highway Dept. and the Federal Hwy. Adm. December 9, 1976 — Groundbreaking for New Cedar Avenue Bridge. October 30, 1980 — New Cedar Avenue Bridge Dedication and open to traffic. — Production of "The Urban Connection" a 20 minute show — over 180 showings to date to governmentalbodies,. schools, civic and social — organizations. — "How Long?" highway congestion and acci- dent posters in commercial and industrial places. — "Break the Bridge Bottleneck" billboards strategically placed. — 70,000 flyers distributed in Northern Dakota County alerting the public to each of the following DEIS Public Hearings: Dec. 3, 1974 on Cedar Ave. Bridge July 22, 1976 on I-35E Aug. 25, 1977 on 1-494 Over 1000 people attended each hearing — U.C.O.M. Newsletters updating membership — Many news conferences — Numerous meetings with MN/DOT (Hwy. Dept.), local, county, metro, state, and federal officials and agencies. — Court actions. 'Ca11222.1757 ; Apple Valley Mayor Fred Largen, Burnsville Mayor Al Hall, Eagan Mayor Herb Polzin, and U.C.O.M. Project Director John Klein on Dec. 3, 1974 handing notices to congested motorists to attend the DEIS Hearing on the Cedar Ave. Bridge that night at Mary, Mother of the Church. INTERSTATE 35E After 23 years of planning and coordinating I-35E (8 of which were spent developing an Environmental Impact Statement), the Minnesota Department of Transportation (MN/DOT) selected the long-standing 1-35E, A-1 Alignment as the preferred corridor. This alignment crosses a 30 foot narrows of Blackhawk Lake, a Class 4 marsh which frequently dries out. Over 65 governmental bodies and agencies approved this corridor. The cities of Eagan, Burnsville, Apple Valley, Lakeville, Mendota Heights, Lilydale, West St. Paul, So. St. Paul, and the Dakota County Board and their respective plan- ning commissions passed resolutions of unanimous approval of the selected A-1 Align- ment. The Metro Council and the Minnesota Environmental Quality Board also unanimously approved it. Contrary to the preferences of all these bodies, on December 15, 1978, DNR Commissioner Joseph Alexander denied the MN/DOT application for the bridge permit needed to cross the .marsh. Alexander's denial was overturned by District Judge Jerome Kluck who ordered him to issue the necessary permit. Judge Kluck's order was reversed by the State Supreme Court. It ordered I-35E to be built along the A-2 Alignment going around the marsh. This action has added at least 2 years to the completion of I-35E at an additional cost of over $50 million dollars. A-2 will cause far more environmental damage, and it will result in a less safe road. The A-1 Align- ment would have followed a natural draw for the depressed freeway crossing the narrows of the marsh and with only a slight curvature of the road. The A-2 Alignment will have two 2°30' reverse curves which meet the maximum interstate standards, but are not nearly as safe. We will just have to try to live with .it. The A-1 route had the final design com- pleted, was ready for right-of-way acquisition, and would have been completed by 1983. Completion of I-35E with the A-2 route is now scheduled for 1985. We will continue to work to expedite I-35E with an improved design. Hopefully, we will be able to make lemonade out of this lemon. Recent Accident Scene INTERSTATE 494 Congested Mendota Bridge PRESENT COMPLETION SCHEDULES FOR I-35E — I-35W to Cedar Ave. Fall, 1981 — Cedar Ave. to County Road 30 1984 — Lone Oak Road to T.H. 110 1984 — County Road 30 to Lone Oak Road 1985 PRESENT COMPLETION SCHEDULES FOR 1-494 I-494 from 24th Ave. in Bloomington to T.H. 55 in Eagan will be opened to traffic in the Fall of 1982. Work east of T.H. 55 is scheduled for letting in April 1982. Completion of I-494 east of T.H. 55 is scheduled for Fall 1984. The above schedules are subject to available funding, court actions, and DNR permits. In January of 1978, the U.C.O.M. arranged .for 250citizens and business leaders to meet with Governor Perpich, to inform him of the need for the earliest possible completion of I-35E and I-494. His con- cern prompted the formation of an expediting committee. Monthly meetings have been held with the MN/DOT and FHA staffs. U.C.O.M., through this committee, has been able to move up the completion date for bridging across the Minnesota River. It had been Incomplete 1-494 at Minnesota River scheduled for 1984, and it is now due for completion in 1982, 2 years sooner. Interstate freeways must be built from one logical terminus to another. We convinced the Federal and State Highway Departments to classify T.H. 55 as a temporary logical terminus, thereby resuming construction of the river crossing while the I-494 portion east of T.H. 55 is being resolved. On May 9, 1980, the first contracts were let on I-494 since 1972. We also suggested that consultants be hired to expedite the engineering work on 1-494 and I-35E from Lone Oak Road to T.H. 110. The firm of Howard, Needles, Tammen, & Bergendoff not only completed the work ahead of schedule, but did it at only 80°7o of the estimated cost. Photo by John Walker O ening ceremonies for the new Cedar Avenue Bridge will be Oct. 30. The bridge will provide easier access from Eagan to the Twin Cities. p Bridge means boom for Eagan by J. Boyd The magnificent New Cedar Avenue Bridge —magnificent at least to those who have had to crawl morning and night over the two rickety spans it replaces —stands as an apt symbol of the era now beginning for Eagan. Like an embracing arm, the bridge seems to pull the new kid on the urban block/into the fold. And that is precise- ly what Eagan is, the new kid, hurrying in its metamorphosis from bucilic country town. to full-fledged metropolitan suburb, with all the at- tendant pluses and minuses. The metamorphosis is plain to see in the figures. In August Eagan granted building permits worth a record $9.8 million. In the same month a year ago, permits totaled les than a quarter that figure—$2.05. million. The August 1980 figures translates into 106 single- family units, 162 apartment units and some warehouse space. By way of con- trast, neighboring Apple Valley award- ed only 120 single-family dwelling per- mits in the entire first nine months of this year. A 15-minute drive through southeast Eagan will clearly reveal what has hap- pened. Developments have sprouted everywhere. Thomas Lake will soon be surrounded. There's Ridge Cliff and Eagan Hills, Brittany and Cedar Cliff. The country -chic anmes go on and on. The question is why? Why just now, with interest rates so high and the economy so mushy? Several reasons converged, according tp Eagan city of- ficials. First, by all accounts, is the Cedar Avenue Bridge itself, which will pro- vide much better, quicker access to the metropolitan area north of Eagan. However, the bridge is just the first aspect of a vastly improved transporta- tion system. Plans include upgrading to freeway status Cedar Avenue South to its intersection with 1-35E, which is now under construction to that in- tersection; a proposed extension of 1-35E northeast through the heart of Eagan to St. Paul; and the extension of 1-494 east along the northern edge of Eagan. Improved transportation highlights another important advantage that is just now being fully recognized, ac- cording to Tom Hedges, Eagan city ad - Taco feast marks school lunch week, Oct. 13-17 See page 2A. ministratol . That advantage is the city's close proximity to both downtown Minneapolis and downtown BRIDGE: to p. 7A age • inging • .Years. t • 'By.JERRYAVIONTGOMERY forLbalance, they remove Staff Writer •• steel . pins at each end. - " '11;."'*" • "' Then . theyapply them - One Ag the few ;remnants selves to a T-shaped ' key of.the hois'eArbibUggy days!. in "the'center turning the T'rernains',!%-:;pn.',..(.therit; job just:. twolarge gears that. swing isouth sof ,Bloomington these;. the :span open. daysRbut'i with;an. end of "One crew foremAn says yeas of work that; after a few unnerv- n sighting experiences, he is re- . theliarid-oper- " luctant to open the bridge . when the wind velocity. ex - bridge§ in he ceeds 15 miles per hour," stge.ltraddles the.. Minhe7 Owen said. sots riyer.jt'§'knoWn a.s' the, Cedae'ave?,,ibrfogc. • Traffic ,;iiver.7, :the bridge -"i'what „ it .,,once was, vhatwitl4heIewfoUr-1aflee structure t.v.r.c4irying inter- ! ;35w./ traffic located , Aust afew miles up t h e •.: winding :river... The old 'bridge; however, still car- ries it fair backed up 'Underneath 'the oldtimer I for • miles' -'until the balky the traffic has been grow- , gears could be turned to .jng..tenfold .inAhe last de- , . swing it back." Barges travel the Min- The highway department 'llesotalf,with ;grain for the requires 24-hour notice from the barge lines for openings but even with that precaution crews some- times .have to remain on the site at odd hours. The 250-foot span w a s built by Hennepin county in 1890 for $31,000. Now main- tained by the state, it is the last of the hand -operated swing bridges which once dotted the Minnesota. All but, this .one have. been re- placed by modern bridges. The bridge is to be re - by a. highcr f:tatc- ture sometime in the future —five to seven years ac- gargillflilant and coal for Northern States Power Black,Dogplant. usually:':. have to '' open. it ;about once every 24 hdur s,",?lipward Q. Owen.,tof the!' state high- way.department;.§aid. "But occasionally _there won't e'anY.:;.river 'traffic for 2 r3 clays;" 'It tilsegil,ai.1§ix-man crew to turn.Alie .bridge and !..the•job-,0anveasy one. The�1d;404ti.jr:e has tak- en: Oitf" a 'beating over . I • :the A ance ,,,7,0440ts cnter pier crew parks a cording to an estimate by afegic 4Point',fi'.ii0Wenst "When everything runs smoothly; the span can be swung out in about 10 min- utes," he said. "Old timers, however, 'can recall times when several hours elapsed between opening and clos- ing., One time the mechan- ism locked with the bridge 1.4 •A3-4"-' LAST OF THE HAND -OPERATED SWING BRIDGES IN MINNESOTA —Staff Photo... 0 Million Approved For New Cedar Bridge By ELISABETH KENNEALY Staff -Writer BURNSVILLE -- The transportation advisory board of. the Metropolitan Council, at a May 19 meeting, approved $50.9 million: for the ;pew Cedar Ave. bridge. across the Minnesota 'river for the fiscal years. 1976, 1977, and .1978. This year's fund- ing would be $22,100,000,'accord- ing to county commissioner Leo Murphy.of Eagan, who serves on the committee. The funding is un- der urban funding plaris,.mbeing 70% federal, 30% local. Also approved and forwarded • to the Metropolitan' Council was $1.5 million for work "on Highways, 13, 55, and 110 in Men- .dota Heights; a realignment in South St. Paul of Concord St. from Wentworth to I-494 costing $1.5 million and $150,000 alloted to improve' the intersection at Yankee Doodle Rd. and Highway 13, Eagan. ' •About the., Cedar Bridge, Highway Commissioner •Frank Marzitelli said the $6.7 million in a federal fund for 1976 would be reduced to $3.6 million, with bridge funding on a 75-25%.basis. ,The difference would .be used elsewherein the state ,highway system. Once 'approved by various • agencies, the letting., of the contract should be in late summer or early fall' of 1976.. Earth approaches_and:the large piers would be contracted first. . In addition to. frustrated motorists; traffic delays, and general frustration because of jammed highways_ in _the northern •part of the county, another monetary loss was learned. About $750,000 worth of livestock suffocated in last sum- mer's. heat because of delays in reaching the- South St. Paul stockyards.: Some. 'business was. routed to yards at Sioux City and Omaha because of the situa- tion. Since these truckers usually haul goods back, a further un- estimated loss was recorded. The new bridge, long dreamed of and awaited by -residents, will be nearly a mile long, Bob Rosas, • (Continued to Page 3A) v 1 1 s a s s r One concern I have hear. is about"the cost. There is com- parison ko Rosemount's new school. The bids for that school were taken four years ago. Com- pare the price of a new car with one four years ago and certainly you come to the conclusion it's far more expensive. ' Go to your high school, see the areas that have needed attention for the past several years. Look at the cafeteria: the long lines. (There will be five periods next year and one of my children will have lunch- at 1:15 after starting school at 7:25).. See the hot, crowded music rooms where our excellent teachers have produced such talented young people and the gym where they have had to compete for performance space with those who need it for drama and phy ed activities. See the non-existent wall where the art students exhibit their work. Look at the media-centerwhere over 2000 students are supposed to be served. These are situations about which you' should be informed.. Find out what the plan is, why we pure ase price,. in trial basis without charge for this fall's election with no obligation to buy. The terms of the contract postpone first payment until 1977, when 10% is payable without in- terest the first year. The total cost would be .payable over a period of five years at $4,100 plus 7% interest. I believe that this city must plan for the future. We now have an estimated population of 12,000 to 14,000 people. Our projected population for 1985 is 23,000. Lakeville has 4,700 registered voters. We can expect a very heavy turnout in the coming pre- sidential election this fall. One factor that discourages people from voting is waiting in long lines. Same day registration further slowsdown the voting process. Election officials put in exhausting long hours. The fact is. that 5-7' of your paper ballots are invalid due to pencilled mismarkings on the ballot in a general election. In a primary election, the number of ballots invalidated goes as 'high as 15%, because of cross -over ees Removed From Eagan EAGAN -- Two large • swarms of bees, containing thousands of insects', caused some excitement Monday afternoon on Turquoise Circle in Eagan. . At • 1:48 p.m., Eagan police were notified that they were in a tree at the Roland Roy home. 3944 Turquoise Circle, and also at the Lavonne Gades, 3938 Tur- quoise Circle, home. . Patrolman Ken Murphy of Inver Grove Heights, a beekeeper, was to -collect the bees Monday evening. • Farmington JCs Attend Convention FARMINGTON -- The State Jaycees and Mrs. Jaycees• con- vention was held in Duluth, May 21 and 22 with four Farm- ington Jaycees attending. Those attending included "Mr. and Mrs. John .McCann and Mr. and Mrs. Larry Hendrick. CEDAR .BRIDGE:_:.. (Continued from Front Pe) preliminary design engineer. Minnesota Highway Department. said. An 0ctober1976. bid letting date is planni'd fo"r excavating'of. 'peat and pier. construction. This ,project of irrnproving Cedar Ave. •and construction -of" an ,in- terchange with Cedar Ave. is to be completed in 1979. and improve- ment of Cedar Ave. from Highway. 13to I35E is set for 1980. The'bridge completion is planned in 1979. About 30 to 40 homes will be re- located to make way for the new right of way. Some are in Bloom- ington. others in the Eagan - 'Burnsville area. First- real work on the new bridge will be in the river valley and improvements in Cedar Ave. to the Metropolitan•Stadium are ail planned about the same time. Rosas'said traffic_will remain open during construction of the new bridge. which will be several hundred feet east • or. downriver. from the present 19th century structure. 'Planned are six lanes of traffic and a recreational trail for bicycles or pedestrians. A rough draft for the 494 cross- ing of the Minnesota river near the Eagan -Mendota -Heights line is planned for August. Former councilman Tom 'ucker asked if the police depart- entkad are � calls regarding the • aunas. Staats said .for a while here were calls. but not recently. He, added that calls, came; '',but they were,.only'fr.umPrs. noboO.. would' come" •out'%r zihd naive, names.- The mayor again asked ;for comments from the sparse a0- dience. There were none. Arnie Jensen said 'he felt that the hearing should be adjourned: The mayor indicated that it is customary not to make a decision at hearings, and that this license matter would be considered at the June 1 council meeting. Cub Pack 118 FARMINGTON -- Pack 118 'met May 20 with SOAR. (Save Our American Resources) as the theme. Scouts collected glass during the past month and brought it to the meeting to raise money for the troop. • The following Cub Scouts were given awards: Bobcat - Steven Hall, Kevin Hagen, John Wailser, Gregg, Jueneman, Brian Johnson; Wolf - Jeff Lee; Bear - Kelly Brosseth, Dale Bauer; GoldArrow - Andrew Fisher, Jeff Lee; Silver Arrow - Pat Nelson (2). AFTER 90 YEARS t1w Ali WAY A A \"Ai al" ird viv r: i ■■ a■■1•i■ ■• i•Ai■iiGi��iiGGi.�.%iiG►i. G:.. OVES WAY TO... TRUNK HIGHWAY 77 .............................. CTOBER 30, 98 � F PROORAM V104 SeIsool Vaage4 kuvot Vroativelle pBLOOM/NGTON Thomas Jefferson Band Burnsville Band by. Dr EARL BENSON ' by ROD ELL ICKSON J .F MASTER OF CEREMON/ES — TOM HE/BERG Introduction of Guest Speakers Urban Council on Mobility. BENEDICTION — FATHER BURNS • u'Es°,9 MN/DOT COMMISSIONER - RICHARD BRAUN txpi Pro ect Director URBAN 'COUNCIL ON MOBILITY — JOHN KLEIN Assistont Division Administrator W FEDERAL HIGHWAY ADMIN/STRAT/ON — JOHN BOWERS CONGRESSMAN — TOM HAGEDORN y 12 Sr (\ GOVERNOR :�AL QU/E r.tss8 RIBBON CUTTING — AREA QUEENS PARADE RECEPT/ON • AT THE LOST SPUR COUNTRY CLUB 2750 S/BLEY.MEMOR/AL HIGHWAY 2.00pm - 4:30 pm PR/ME CONTRACTORS ACT/ON CONSTRUCT/ON CO. AN/SH/NABE ENTERPRISES INC. BROWN AND L EQUIL INC. CLECO CONSTRUCT/ON D. H. BLATTNER AND SONS INC. D/ESETH SPECIALT/ES ED KRAEMER AND SONS HOFFMANN ELECTRIC JOHNSON BROTHERS COMPANY LUNDA CONSTRUCTION M/NNESOTA VALLEY SURFACING • • PARK CONSTRUCT/ON COMPANY ' • RAINBOW INC MN/DOT SECTIONS ADMINISTRATIVE BRIDGE: DESIGN CONSTRUCT/ON DETAIL 1 DES/GN ENVIRONMENTAL SERVICES HYDRAULICS AND WATER QUALITY MAINTENANCE OFFICE SUPPORT PRELIMINARY DESIGN RIGHT OF WAY AND UTILITIES SOCIAL' ECONOMIC STUD/ES SOILS, FOUNDATIONS, . . MATERIALS AND GEOLOGY SURVEYS AND AER/AL MAPPING TRAFFIC RECEPTION SPONSORS CHAMBERS OF COMMERCE: APPLE VALLEY, BLOOM/NGTON, BURNSVILLE, NORTHERN DAKOTA COUNTY AND R/CHFIELD. - CLECO CONSTRUCT/ON - DAKOTA COUNTY DEVELOPMENT ASS' - D.H. BLATTNER AND SONS INC. - DUNN AND CURRY - ED KRAEMER AND SONS - HOFFMANN ELECTRIC -LUNDA CONSTRUCT/ON - M/NNESOTA VALLEY SURFACING - PARK .CONSTRUCTION - RAINBOW INC. - UCO.M. Tlie Ernployees o ftie Department of Transportation wish to thank each and every, one of you who helped in the Plannini and Construction of Cedar Avenue 11A Photo by Linda Hanson ign are CAAD center, and CAAD president Mary Jane Swenson, Bea Blomquist, right. sign painted over Board approves budget BOARD: from p. 2A and added that most of the costs in the district's athletic budget are the fixed costs of salaries, which wouldn't be af- fected by shortening the number of games played within each sport. In other action the board: Heard a report by Roger Wenschlag on the Dakota County Vocational Center. Approved the gifted education pro- posal. Approved a bid by United Benefit Life Insurance for long term disability insurance. Heard a report by board Director Carol Alexander on the Association of Stable and Growing School Districts. Heard a report by Westerhausen on the Minnesota Community Education Association. mer, invited the mayor and CAAD to distribution of drugs by controlling the paint the sign. devices which are designed to be used In an interview, Dimmer said that with illegal drugs. when Gieger originally came to rent the shop space from her, he said he was go- ing to sell tapes, records and smoking aids. Council approves bids "1 thought he meant he was going to sell imported tobacco or something" she said. "It never occurred to me that EAGAN—The Eagan City Council include a precedent -setting plat design it had anything to do with drugs." held two brief special meetings last for Eagan, with houses two -deep on a Dimmer added that she hasn't seen w Geiger since last summer, when he put up a sign in th window at Mak'n Magic which read, "Gone on Vacation." Dimmer said that it made her mad that he could afford to go on vacation, but that he hadn't paid his rent. Short- ly after the sign went up, Dimmer and Mary Jane Swenson, the president of CAAD, gathered up what Geiger had left behind in the store and took it to the dump. Dimmer said that Geiger had only left some old display cases and other junk. She added that she hasn't heard a word from Geiger since he left. According to Swenson, CAAD is an independent, non-profit organization of people, businesses, and groups con- cerned about drug enforcement pro- grams through cooperative action. She added that CAAD intends to concen- trate on working to control the sale and 12A turn, put pressure on their legislators: "Strong constituent support" was critical, he said, in ' influencing legislators who, before then, were wary; of being perceived as "people who -were going to concrete the world." ' To expedite completion of new Cedar' Avenue, the Urban Council on Mobility convinced residents along The alignment that- the .thoroughfare wouldn't •"fracture their way of life" Cedar Bridge to relieve rush hour traffic BRIDGE: from p. 1A tion of new Cedar 'Avenue, stressed that that: group's work is• not done.. ' "We still need 1-35E and 1-494," he said, likening the -relationship of those . roads to Cedar. Avenue to the circula- tion system in the body. "Only 'by completing all of them will we find the beauty of the design, how it's going to • serve the people. Like Klein, Ray Connelly, stressed or harm the wetlands along the cor- the importance of completion of 35E ridor. and 494, which, he said, will promote During the ceremonies, Klein said, greater industrial and commercial "I don't think we so hurt the environ- development than new Cedar Avenue. ment that it's going to make a lot of Connelly belongs to the Urban Council difference. 1 think we enhanced the en - on Mobility and •also. is Burnsville's vironment." ' representative to the Northern Dakota - Warning of corning difficulties in County Interstate Committee, .which ` financing road and bridge • has regularly met with Mn/DOT of- replacements, U.S. Rep. Tom ficials for over two years. - Hagedorn and Gov. Al Quie took the ' There are "minor" design details to opening of the bridge as an opportuni- be . worked out for I-35E through. ty to encourage a "yes'.' vote on Eagan and, some questions' are being Amendment 3 to the state constitution raised,about the 1494 corridor through in the general election. • Eagan; Mendota Heights, Sun Fish That amendment would remove the Lake and Inver Grove Heights, Klein present $150 million par' value limit on said.. But he was optimistic that those the amount of trunk •highway bonds roads would be completed as schedul- that are issued and unpaid at -any time. ed. . - . It also would remove the present 5 ,per - "If the'good Lord keeps smiling on cent perannum ceiling on interest rates' us,, we'll cut the the ribbon for 35E at -of trunk highway bonds. Mn/DOT - this time next year and a year from that • Commissioner Richard Braun has we'll have the ribbon cutting on 494,".claimed that, if the amendment passes, hesaid. ."We're very pleased but it's bonds "could: become "a major means taken longer than we‘thought." of, financing needed bridge Klein said -,the Urban Council- on ,..replacements or_ other highway im- Mobility . has acted as an provements." "educational" group„- demonstrating The total cost , of reconstructing the need for completion of the in- '. Cedar Avenue and building the • new terstate system to citizens, ,who, in bridge was about $56 million, in - yea auios ui aaa M cluding several million spent to reduce the effect of the bridge on the environ- ment,Mn/DOT said. Mn/DOT Commissioner Richard' Braun saidthe bridge was designed to span the entire width of the'river valley and not directly encroach on Long Meadow Lake. The bridge also in- cludes design features to -protect -the en- vironment, including a system that col- lects accidental spills'- and other, pollutants from: the. bridge'.s surface and • deposits them in a . series of sedimentation ponds. - In addition to the .new bridge, the project included•the widening of Cedar Avenue to six lanes from Interstate 494 to Highway 13 and widening it to four lanes. from Highway 13 south to new Interstate 35E, now under construc- tion. 1-35E, between I-35W and Cedar Avenue is scheduled to be open by the fall of 198 f. Corridor studies for the new highway began in 1958 and continued into the 1960s. The first public location hearing was held in June 1962. A draft Environmental Impact Statement was prepared during 1973- and 1974 and, in December 1974 a.location/design hear- ing was held The final EIS was finish-. ed and approved in 1976. Construction plans were begun in 1976 and.the first stage of . construction - (river bridge piers) was started in December of that. year. - Construction is scheduled to begin soon on a separate pedestrian bridge with bike trails, over the main river channel. That 'bridge is expected to be opened late in the summer of 1981. The old river bridge, built in 1890, is scheduled for dismantling and removal starting in mid -November. The removal is expected to be completed by ; April 1981. ,• • According to,•Braun, the new bridge and Highway ; 77 'will benefit the metropolitan area by: •.Relieving rush-hour congestion on the I-35W bridge between Bloom- ington and Burnsville, and on the Men- dota Bridge. • Enabling semi -trailer trucks to cross the river on new Highway 77. Previously trucks were limited to a gross weight of -10,000 pounds. • Allowing Metropolitan Transit Commission buses to cross the bridge. Because of the previous width and weigth restrictions, MTC buses could not use theOldbridge. MTC now will be able to provide more direct and effi- cient bus service between Dakota County and Minneapolis, to other cities and to the Minneapolis -St. Paul. International. Airport. ' • Easing the flow of barge traffic on, the Minnesota River. Barges frequently Id bridge because of the Photo by Linda Hanson ign are CAAD center, and CAAD president Mary Jane Swenson, Bea Blomquist, right. sign painted over 11A Board approves budget BOARD: from p. 2A and added that most of the costs in the district's athletic budget are the fixed costs of salaries, which wouldn't be af- fected by shortening the number of games played within each sport. In other action the board: Heard a report by Roger Wenschlag on the Dakota County Vocational Center. Approved the gifted education pro- posal. Approved a bid by United Benefit Life Insurance for long term disability insurance. Heard a report by board Director Carol Alexander on the Association of Stable and Growing School Districts. Heard a report by Westerhausen on the Minnesota Community Education Association. mer, invited the mayor and CAAD to distribution of drugs by controlling the paint the sign. devices which are designed to be used In an interview, Dimmer said that with illegal drugs._ when Gieger originally came to rent the shop space from her, he said he was go- ing to sell tapes, records and smoking aids. "1 thought he meant he was going to Council approves bids sell imported tobacco or something" she said. "It never occurred to me that EAGAN—The Eagan City Council include a precedent -setting plat design it had anything to do with drugs." held two brief special meetings last for Eagan, with houses two -deep on a Dimmer added that she hasn't seen w- ' • '` ^ ' "" Geiger since last summer, when he put up a sign in th window at Mak'n Magic which read, "Gone on Vacation." Dimmer said that it made her mad that he could afford to go on vacation, but that he hadn't paid his rent. Short- ly after the sign went up, Dimmer and Mary Jane Swenson, the president of CAAD, gathered up what Geiger had left behind in the store and took it to the dump. Dimmer said that Geiger had only left some old display cases and other junk. She added that she hasn't heard a word from Geiger since he left. According to Swenson, CAAD is an independent, non-profit organization of people, businesses, and groups con- cerned about drug enforcement pro- grams through cooperative action. She added that CAAD intends to concen- trate on working to control the sale and 'ION ALE OPEN DAILY 10 TO 9 SAT. 9:30-5:30 1/4 'RULE SHOPPING CENTER or Men, Women & Children o to 50% off Qrands You •Know and Trust EDARVALE MALL uist Family Discount IOE SHED r Ave & Hwy 13 454-3020 e 12A Cedar Bridge to relieve rush hour traffic BRIDGE: from p. 1A tion of new Cedar Avenue, stressed that that group's work is not done. "We still need I-35E and 1-494," he said, likening the relationship of those roads to Cedar Avenue to the circula- tion system in the body. "Only by completing all of them will we find the beauty of the design, how it's going to serve the people. Like Klein, Ray Connelly, stressed the importance of completion of 35E and 494, which, he said, will promote greater industrial and commercial development than new Cedar Avenue. Connelly belongs to the Urban Council on Mobility and also is Burnsville's representative to the Northern Dakota County Interstate Committee, which has regularly met with Mn/DOT of- ficials for over two years. There are "minor" design details to be worked out for I-35E through Eagan and some questions are being raised about the 1-494 corridor through Eagan, Mendota Heights, Sun Fish Lake and Inver Grove Heights, Klein said. But he was optimistic that those rnnnc urnn1(1 ha rnm ',IP!P(1 NS. ...CI- P(1111- turn, put pressure on their legislators. "Strong constituent support" was critical, he said, in influencing legislators who, before then, were wary of being perceived as "people who were going to concrete the world." To expedite completion of new Cedar Avenue, the Urban Council on Mobility convinced residents along the alignment that the thoroughfare wouldn't "fracture their way of life" or harm the wetlands along the cor- ridor. During the ceremonies, Klein said, "I don't think we so hurt the environ- ment that it's going to make a lot of difference. I think we enhanced the en- vironment." Warning of coming difficulties in financing road and bridge replacements, U.S. Rep. Tom Hagedorn and Gov. Al Quie took the opening of the bridge as an opportuni- ty to encourage a "yes" vote on Amendment 3 to the state constitution in the general election. That amendment would remove the present $150 million par value limit on the amount of trunk highway bonds Mal a1C IJJUCU d11U UIIIJa1U al ally MUG. cluding several million spent to reduce the effect of the bridge on the environ- ment, Mn/DOT said. Mn/DOT Commissioner Richard Braun said the bridge was designed to span the entire width of the river valley and not directly encroach on Long Meadow Lake. The bridge also in- cludes design features to protect the en- vironment, including a system that col- lects accidental spills and other pollutants from the bridge's surface and deposits them in a series of sedimentation ponds. In addition to the new bridge, the project included the widening of Cedar Avenue to six lanes from Interstate 494 to Highway 13 and widening it to four lanes from Highway 13 south to new Interstate 35E, now under construc- tion. I-35E between 1-35W and Cedar Avenue is scheduled to be open by the fall of 1981. Corridor studies for the new highway began in 1958 and continued into the 1960s. The first public location hearing was held in June 1962. A draft Environmental Impact Statement was prepared during 1973 and 1974 and in December 1974 a location/design hear- • ,Il7r Nty 15, 1978 XDAA COUNTY TRIBUNE ProgressSeenpleted the work covered by the first contract. r e a ve Bri e right now, said Hegland. Kraaemererarereactive out Clutut there and "They're still operating." A WHOLE SET OF NEW PILLARS ON THE NORTH SIDE OF REFLECTION OF a pillar provides picturesque setting on north side of Minnesota River. (Story about Cedar Bridge on front page) FRAMEWORK FOR ONE OF THE PILLARS ON THE SOUTH SIDE OF THE RIVER. ANOTHER CLOSE-UP of degeneration of steel on the old ap- proach, north side of the river. THE CEDAR AVENUE BRIDGE, INDICATES PROGRESS IS BEING MADE. (Photos by Sue Isaak) CLOSE-UP OF one of the pillars. For many years construc- tion was delayed mostly due to costs, but the work is finally well underway. 0 TRADER AND WHEN a barge goes under the old bridge, it's another close experience for the persons operating the barges. a • j• WANT AN experience in courage and bravery? Just cross the bridge at rush hour, as shown in this photo. There's practically no clearance on either side. DESPITE THE rusty braces, thousands of motorists use the bridge and approach each day. Highway depart- ment workers indicate the old bridge is not in any im- mediate danger. CEDAR BRIDGE ... (Continued from Front Page) tal agreements as we go along," he said. "But they shouldn't be major amounts." The construction of the bridge has taken place under four con- tracts. The contracts were awarded to two major contrac- tors: Ed Kraemer and Sons and Lunda Construction Company. The first contract on the bridge was let to Lunda Construction in October, 1976 for construction of the main river piers. Costs came to $1,626,511.90. Ed Kraemer and Sons was awarded the second contract in June, 1977 for approach piers' construction, with costs of $5,393,306.20. Kraemer and Sons also received the December, 1977 contract for the approach spans of the bridge, which are laid across the approach piers. This contract's costs were $11,836,051.95. Simultaneous with the ap- proach span construction was a contract for the super structure or steel bridge deck. Cleco Construction was awarded this last contract, with costs of $3,738,277.80. No problems have been en- countered during construction. 1.nnda ('nnctP}got inn hay nom- I)AKOTA COUNTY TRI.I3UNE .1tJNJ; I!'i, I'-743 tire prices, Mrs. Amey said, "They haven't changed • much ' in 53 years - they're still low.. Donna and I know because we do his bookwork," she laughed. His daughters, who often visit and cook for him, are very pre- cious to Schmidtke. "No one's go- ing to take them away (from me),," he .said lovingly. He opened his wallet to show the names, numbers and 'addresses of his daughters and the picture of his grandchildren. He brought out the family album and some favorite pictures of him and his daughters. After touring .the shop, Schmidtke conducted a tour of 'his flower garden (by•the house) filled with large begonias. "It's a hobby. I did it myself," he said proudly. There also was a planter filled with colorful petunias,' pansies and, sweet Williams. Another picture of . brilliant orange begonia blossoms in- dicated that this was a yearly ad- venture. ' It was nearing noon and Schmidtke was asked what else he enjoyed doing. "Laying on the couch and taking a noon nap," he said with a smile, knowing it was just about time. There was one more question - would he ever retire? "Itll never retire -,I have too much to do!" he said as his eyes wandered to his shop. SERVICE BURNSVILLE -- Navy Elec- tronics Technician. Seaman Thomas D. Shand, son of Mr. and Mrs.‘John W.• Shand of 1304 W. 136th St. recently participated in the major allied exercise "Rim- pac '78.". He is assigned to the frigate USS Harold E. Holt, homeported in Pearl Harbor, HI. A 1976 graduate of Burnsville High School, Shand joined the Navy in November 1976. Officers Take Firearms Training POLICE OFFICERS from Dakota County recently attended a firearms training,program at the rifle range at the University. of Minnesota. The training program Is offered three times a year and is available to all officers in Dakota County to qualify them for firearms'requirements. Hereofficers are going through a shooting requirement. From the left are Larry Trusty, Dakota County DeputySheriff; Dave Martens and Jerry Hutchinson, Burnsville' Public Safety; Department; and Gordy Anderson, Hastings Police Department. The program is conducted by Dakota County police coordinator, Mike Blanche, and the training was done by Farm- ington Sgt. Stan Whittingham. ' z' IGH Fires, Rescues Listed INVER GROVE HEIGHTS -- The fire department lists fire and rescue/ calls for last week as follows: • . FIRES • June 6, 1:b9 p.m., 77th St. and' Doane Tr.;'grass fire. • June ' 6, 10:37 p.m., 5320 Audobon Ave., trash fire. June 7,'7:04 p.m.; 5415 Audobon Ave., no further information. June 8, , 3:32 .p.m„ along Chicago, Northwestern Railroad tracks, grass fire. , . June 10,9:05 p.m., Val}ey Park, Honda trail bike, burned, total loss; owner, Daniel McLean, 3279 Upper 71st St., not injured. 'RESCUES June 5; 3:10 p.m., Hwy..110 and. Babcock Tr., semitractor trailer and two grass mowers collided (see June 8 Tribune). June 6, 3:33 a.m!, Inver Grove Care Center, 4700 S. Robert Tr., Una Goodman; taken to Divine Redeemer Hospital by its am- bulance. ' • 'June 7: 1:34 a.m.: Hwv. 110 and 3; vehicle accident. June 7, 12:05 p.m., 3556 71st St., Albert Tessmer; police transported to Riverview Hospital, St. Paul. June 8,•3725 78th St.,. Jay Boyle.. of 7464 Clay; taken to Divine Redeemer Hospital by its, am- bulance. Social Notes THE HAI?PY HOUR Circle will meet June 21; at the home of Mrs. Matliais May. Assisting" hostess will be Mrs. Andrew Ma•;. ./ Hey Burnsville, AppleValley, Lakeville, Prior Lake, Eagan and Savage That's right, millions. People have been coming into our new Burnsville Center Office and making' deposits at an unprecedented rate._ And before our vault bursts at the seams, we want to lend as much as we can to our friends • and neighbors. We want to put those millions back to work in the communities we serve. In the form of installment loans. For a new car, boat or camper. For air conditioning, land- scaping or a new''garage. For any worthwhile purpose. If you're,in a buying • mood, the Burnsville Office of Northwestern Bank Southwest is the•place to come for help:We're in a .lend•ing mood, and you'llfird our rates very coinpetitive." •Hit us while we've got it! Right in the, ahh, "bread" basket. We're on your side. NORTHWESTERN BANK'SOUTHWEST Burnsville Center Office '- Affiliates of Northwest Bancorporation Member FDIC Phone: 435-8625 ' BANCO ©. . 1 Cedar Bridge 'Uri%Schedule' (Photos Inside) By SHERRY CRAWFORD Staff Writer EAGAN -- ,"Everything is on schedule". for the completion of the Cedar Ave. bridge, according to Loren Hegland, Bridge Design and Planning Engineer for the State Department of •Transporta- tion`. "We're shooting for late .calender 1980;" he said. The new bridge will be 5,200 feet in length, just short of a mile. The southbound approach to, the bridge will actually be 'a fewfeet• longer than the north- bound approach.,. - Total contract •cost's for con- struction total approximately $22,800,000. Hegland expects that estimation to be on target. "We'll probably have some supplemen- (See Cedar Bridge, Page 7A),:'. \ limiting the .growth of assess ments to 2%,a year..T_ , I am , fully aware 'that, Min- nesota has.a feature - the circuit breaker which California does not and which last year returned $135 million to Minnesotans. We also in Minnesota limit increased in property valuation to 10% per year.,; But the message from California and the taxpayer is "stop spending now" or, "we will. stop you", by, limiting the re- venues available to •the lawmaker to spend on govern= ment services. I will support a bill next year that would amend the ,Minnesota Constitution limiting property taxes to a percentage :of market value. The people .Have spoken and, I,' as a- lawmaker, intend to listen and attempt to implement their wishes. ' CHARLES C. HALBERG. State Representative candidate District 53 B 509 Unique Dr: Burnsville-: Mn/DOT 25703 (3-79) �pt\NNEta rp Minnesota • Dix*; Department. of Transportation cr.Transportation Building cy° St. Paul, Minnesota • 55155. OF TFt0 pi,(-,, 612-296-3241 Date: February 29, 1980 .Melvin G. and Jane Z. Astleford 1200 West Highway 13 Burnsville, Minnesota 55337 Robert E. and Sarah S. Daly 705 East Burnsville Crosstown Burnsville, Minnesota 55337 Solly Robins Attorney -at -Law 1210 Minnesota Building St. Paul, Minnesota 55101 in reply refer to: 360 S.P. 1982 (35E=390) 904 -x50-634 State vs. Michael E. Zylka - Robert E. Daly, et alb County of Dakota Parcel 38 _ M. G. Astleford Property Description: SW attached Exhibit "A" NOTICE OF POSSESSION Dear Interested Parties The State of Minnesota has made you an offer to purchase your property•that is .involved in this condemnation action. The State's appraisal of value, as currently•completed and approved, is in the amount of $206,200.00 A description of the property being acquired from you by the State of Minnesota is described in Exhibit "A" which is enclosed with this•notice. Because you were not in a position to accept; or, for other reasons did not accept the State's direct purchase offer, your property will be acquired through an eminent domain proceedings. This proceedings will be commenced by a hearing to consider the State's petition... The hearing will be held in theCov't Center. at (city) :. Hastings on. (day) : Wednesday (date): April 30, 1980, at (time): 9:00 a.m. it is necessary for the State of Minnesota to secure title and the right of possession to the property prior to the filing of the award of. the Court — appointed Commissioners in the eminent domain proceedings. In accordance An Equal Opportunity Employer Mn/DOT 25703 (3-79) with Minnesota Statutes, Section 117.042, you ae hereby given notice that the State shall take title and possession to the property or property rights, as described in Exhibit "A," on (date): June 13, 1980 • At least 30 days prior to the date sent a "Notice to Vacate Premises" to inform you of the specific date Under no circumstances will you be (date): June 13, 1980 you must letter. by which required vacate the property, you will be This letter will serve as a notice the property must be vacated. to vacate the property before In order for the State to comply with State law regarding the acquisition of title and possession to property in advance of the filing of the award, the amount of the State's appraisal of value must be either paid to the parties of interest or be deposited with the District Court on or before (date): June 13, 1980 If you are the record fee owner or a contract for deed purchaser of the property, a "Request for Payment" and a self-addressed envelope have been enclosed. If you want payment to be made to the parties of interest, rather than having it deposited with the District Court, please fill out • the formand return it inthe envelope provided. If the payment is de— posited with the District Court, it will be your responsibility to con— tact.the court to request release of any money deposited with the court. Please return the request form prior to (date): April 15, 1980 . Please be informed,, that the payment of the appraised valuation by the State, does not prevent you as the property owner or contract for deed purchaser, from asking the Commissioners or.a jury for additional damages you feel have resulted due to this acquisition. If you request that the money be paid directly to you, you will not, in any way, have given up any rights you have in this proceedings. Notice of the State of Minnesota's intention to take title and possession to this property has been mailed to all known parties having an interest therein. The identity of these parties is indicated on Exhibit "A." `erely, R . . een Director Acting) Right of Way Operations Enclosures: Request for Payment Form (1) Self—addressed Envelope (1) Legal Description - Exhibit "A" (1) CERTIFIED MAIL October 4, 1979 D-50 Parcel 38 S.P. 1982 (35E=390) 904 1 35E-4 (40) All of the following: That part of the Northwest Quarter of the Northwest Quarter of Section 32, Township 27 North, Range 23 West, shown as Parcel 38 on the plat designated as Minnesota Department of Transportation Right of Way Plat Numbered 19-22 on file and of record in the office of the Registrar of Titles in and for Dakota County, Minnesota; the title thereto being registered as evidenced by Certificates of Title Numbered 39621 and 33548; containing 14.18 acres, more or less; together with other rights. as set forth below, forming and being part of said Parcel 38: Access: All right of access as shown on said plat by the access restriction symbol. Temporary Easement: A temporary easement for highway purposes as shown on said plat as to said Parcel 38 by the temporary easement symbol, said easement shall cease on December 1, 1984, or on such earlier date upon which the Commissioner of Transportation determines by formal order that it is no longer needed for highway purposes. Names of parties interested in the above described land and nature of interest: Melvin G. Astleford, also ) known as M. G. Astleford ) Robert E. Daly Fee Jane Z: Astleford ) Sarah S. Daly. ) Inchoate City of•Eagan Special Assessments County of Dakota 'Taxes EXHIBIT "A" -- - Mn/DOT 25703 (3-79) ����NESprq �;llnll(�tiOtil Ii)e1-)a)rirneni of "T'ronSI)Ortnlit)n Transportation Building 1,T 4'P St. Paul, 1\4litlrlesr)ta 55155 r'iu>nc• 612-296-32.41 Datt: February 29, 1980 Cliff Road Properties, a partnership consisting of Robert L. Hoffman and Jack F. Daly, J General Partners and Edward D. Finke, Jr., Limited Partner ATI': Jack F. Daly, Jr., a partner Apartment N 6481 Westchester Circle [Minneapolis, Minnesota 55427 • I.n reply refer to: 360 S.P. 1982 (35E=390) 90. *-50-634 State vs. Michael E. Zylka - Robert E. Daly, et al County of Dakota Parcel 4o - Cliff Road Properties Property Description: SEC attached Exhibit "Acc NOTICE OF POSSESSION Dear Interested Parties The State of Minnesota has made you an offer to purchase your property that is involved in this condemnation action. The State's appraisal of value, as currently completed and approved, is in the amount of $284,000.00 A description of the property being acquired from you by the State of Minnesota is described in Exhibit "A" which is enclosed with this notice. Because you were not in a position to accept; or, for other reasons did not accept the State's direct purchase offer, your property will be acquired through an eminent domain proceedings. This proceedings will be commenced by a hearing to consider the State's petition. The hearing will be held in theCov'tCenter at (city): Hastings on (day): Wednesday (date): April. 30, 1980, at (time): 9:00 a.in. It is necessary for the State of Minnesota to secure title and the right of possession to the property prior to the filing, of the award of the Court — appointed Commissioners in the eminent domain proceedings. In accordance An Equal Opportunity Employer Mn/DOT 25703 (3•-79) with Minnesota Statutes, Section 117.042, you are hereby given notice that the State shall take title and possession to the property or property rights, as described in Exhibit "A," on (date): June 13, 1980 • At least 30 days prior to the date you must vacate the property, you will be sent a "Notice to Vacate Premises" letter. This letter will serve as a notice to inform you of the specific date by which the property must be vacated. Under no circumstances will you be required to vacate the property before (date): June n, 1980 In order for the State to comply with State law regarding the acquisition of title and possession to property in advance of the filing of the award, the amount of the State's appraisal of value must be either paid to the parties of interest or be deposited with the District Court on or before (date): June 13, 1980 If you are the record fee owner or a contract for deed purchaser of the property, a "Request for Payment" and a self-addressed envelope have been enclosed. If you want payment to be made to the parties of interest, rather than having it deposited with the District Court, please fill out the form and return it in the envelope provided. If the payment is de- posited with the District Court, it will be your responsibility to con- tact the court to request release of any money deposited with the court. Please return the request form prior to (date): Apr.] 15, 1980 • Please be informed, that the payment of the appraised valuation by the State, does not prevent you as the property owner or contract for deed purchaser, from asking the Commissioners or a jury for additional damages you feel have resulted due to this acquisition. If you request that the money be paid directly to you, you will not, in any way, have given up any rights you have in this proceedings. Notice of the State of Minnesota's intention to take title and possession to this property has been mailed to allknown parties having an interest therein. The identity of these parties is indicated on Exhibit "A." Sincerely, R. een Director, cting) Right of Way Operations Enclosures: Request for Payment Form (1) Self-addressed Envelope (1) Legal Description - Exhibit "A" (1) CERTIFIED MAIL October 4, 1979 D-52 :Parcel 40 S.P. 1982 (35E=390) 904 I 35E-4 (40) All of the following: That part of the East Half of the Southwest Quarter and the Southwest Quarter of the Southwest Quarter, both in Section 29, Township 27 North, Range 23 West, shown as Parcel 40 on the plat designated as Minnesota Department o.f Transportation Right of Way Plat Numbered 19-23 on file and of record in the office of the County Recorder in and for Dakota County, Minnesota; containing 26.05 acres, more or less; together with other rights as set forth below, forming and being part of said Parcel 40: Access: All right of access as shown on said plat by the access restriction symbol. Temporary Easement: A temporary easement for highway purposes as shown on said plat as to said Parcel 40 by the temporary easement symbol, said easement shall cease on December 1, 1984, or_on such earlier date upon which the Commissioner of Transportation determines by formal order that it is no longer needed for highway purposes. Names of parties interested in the above described land and nature of interest: Cliff Road Properties, a partnership consisting of Robert L. Hoffman and Jack F: Daly, Jr., General Partners and Edward D. Finke, Jr., Limited Partner Fee Arvid C. Rahn Mortgage Fred Boesel ) Mortgage and Rosella Boesel ) Easement and Occupant Elmer Rahn ) Lydia Rahn ) Mortgage Northern Natural Gas Company Easement Robert L. Ostertag ) Nancy Jean Ostertag ) Easement Cooperative Power Association Easement Northern States Power Company Easement City of Eagan Easement and Special Assessments County of Dakota Taxes EXHIBIT "A" Mn/DOT 25703 (3-79) oNESOT MlnnCtii 11i1 l' r DePar1 rnent of Trclnsporliltit >n TransIport',Ition I it rile ling S1. Paul, lMMlnneso1<1 55155 OF TFP !'hone 612-296-3241 Data: February 29, 1980 Derrick Land Company, forrrreriy Cliff Road Limited Partnership Allied Properties, Inc. 925 Soo•Line Building 1770. Shelard Tower Minneapolis, Minnesota 55402 • Minneapolis,, Minnesota 55426 Alf:. James R. Bingham, a general partner •ATI': Roger Derrick, President in reply refer to: 360 S.F. 1982 (35E=390).904 *50-634 State vs. Michael E. Zylka - Robert E. Daly, et al County of Dakota Parcel 41 - Cliff Road Limited Partnership Property Description: SEE attached Exhibit "A" NOTICE OF 1'OSSESSiON Dear Interested Parties The State of Minnesota has made you an offer to purchase your property that is involved in this condemnation action. The State's appraisal of value, as currently completed and approved, is in the amount of $232,000.00 A description of the property being acquired from you by the State of Minnesota is described in Exhibit "A" which. is enclosed with .this notice. Because you were not in a position to accept; or, for other reasons did not accept the State's direct purchase offer, your property wi.l.l be acquired through an eminent domain proceedings. This proceedings will be commenced by a hearing to consider the State's petition. The hearing wilt be held in theGov't Center. at (city) : Hastings on (day) : Wednesday (date): April 30, 1980, at (time).: 9:00 a.m. . it is necessary for the State of Minnesota to secure title and the right of possession to the property prior to the filing of the award of the Co'urt— appointed Commissioners in the eminent domriin proceedings. In accordance An Equal Opportunity Emlilnyer Mn/DOT 25703 (3-79) with Minnesota Statutes, Section 117.042, you are hereby given notice that the State shall take title and possession to the property or property rights, as described in Exhibit "A," on (date): June 13, 1980 . At least 30 days prior to the date you must vacate the property, you will be sent a "Notice to Vacate Premises" letter. This letter will serve as a notice to inform you of the specific date by which the property must be vacated. Under no circumstances will you be required to vacate the property before (date): June 1980 • In order for the State to comply with State law regarding the acquisition of title and possession to property in advance of the filing of the award the amount of the State's appraisal of value must be either paid to the parties of interest or be deposited with the District Court on or before (date): June 12, 1c80 If you are the record fee owner or a contract for deed purchaser of the property, .a "Request for Payment" and a self-addressed envelope have been enclosed. If you want payment to be made to the parties of interest, rather than having it deposited with the. District Court, please fill out the form and return it in the envelope provided. If the payment is de- posited with the District Court, it will be your responsibility to con- tact the court to request release of any money deposited with the court. Please return the request form prior to (date):. Aprii 15, 1980 . Please be informed, that the payment of the appraised valuation by the State, does not prevent you as the property owner or contract for deed purchaser, from asking the Commissioners or a jury for additional damages you feel have resulted due to this acquisition. If you request that the money be paid directly to you, you will not, in any way, have given up any rights you have in this proceedings. Notice of the State of Minnesota's intention to take title and possession to this property has been mailed to all known parties having an interest therein. The identity of these parties is indicated on Exhibit "A." Sign rely, a R. J. D een Director (Acting ) Right of Way Operations Enclosures: Request for Payment Form (1) Self-addressed Envelope (1) Legal Description - Exhibit "A" (1) CERTIFIED MAIL October 4, 1979 D-43 Parcel 41 S.P. 1982 (35E=390) 904 I 35E-4 (40) All of the following: That part of the Southeast Quarter of the Southwest Quarter of Section 29, Township 27 North, Range 23 West, shown as Parcel 41 on the plat designated as Minnesota Department of Transportation Right of Way Plat Numbered 19-23 on file and of record in the office of the County Recorder in and for Dakota County, Minnesota; containing 14.69.acres, more or less; together with other rights as set forth below, forming and being part of said Parcel 41: Access: All right of access as shown on said plat by the access restriction symbol. Names of parties interested in the above described land and nature of interest: Cliff Road Limited Partnership Derrick Land Company, formerly ) Allied Properties, Inc. Julia E. Rahn Unknown heirs of William E. Rahn, deceased City of Eagan County of Dakota Contract for Deed Fee Mortgage Special Assessments Taxes EXHIBIT e'A" Mn/DOT 25703 (3-7')) N'linncsc)l1 Departrneni of Trdnsp0rMlion Tran ij)ortaltion I?liiI(ling tit. Paul, Minnesota 55155 Date: February 29, 1980 Theodore H. and Leone B. Wachter )4550 Biackhawk Road Eagan, Minnesota 55122 In reply refer to: 360 S.P. 1982 (35E=390) 904 *50-634 State vs. Michael E. Zylka - Robert E. Daly, County of Dakota Parcel 43 - Theodore H. Wachter Property Description: SEE attached Exhibit NOTICE OF POSSESSION Dear Mr. and Mrs. Wachter et al H A I! t'ho„ 612-296-3241 The State of Minnesota has made you an offer to purchase your property that is involved in this condemnation action. The State's appraisal of value, as currently completed and approved, is in the amount: of $1,3300.00 A description of the property being acquired From you by the State of. Minnesota is described in Exhibit "A" which is enclosed with r_his notice. Because you were not in a position to accept.; or, for other reasons did not accept the State's .direct purchase offer, ynur'property will be acquired through an eminent domain proceedings. This proceedings•wil.1 be commenced by a hearing to consider the State's petition. The hearing will be held in t h e Cov' t Centel- at (city) : Hastings • on (day) : Wednesday (date): April 30, i 80, at (time): 9•QQ a m • It is necessary for the State of Minnesota to secure title and the right of possession to the property prior to the filing of the award of the Court — appointed Commissioners in the eminent domain proceedings. In accordance Art Equal Opportunity Employer Mn/DOT 25703 (3-79) with Minnesota Statutes, Section 117.042, you are hereby given notice that the State shall take title and possession to the property or property rights, as described in Exhibit "A," on (date): June 13, 1980 At least 30 days prior to the date you must vacate the property, you will be sent a "Notice to Vacate Premises" letter. This letter will serve as a notice to inform you of the specific date by which the property must be vacated. Under no circumstances will you be required to vacate the property before (date): June 13, 1980 In order for the State to comply with State law regarding the acquisition of title and possession to property in advance of the filing of the award, the amount of the State's appraisal of value must be either paid to the parties of interest or be deposited with the District Court on or before (date): June 13, 1980 If you are the record fee owner or a contract for deed purchaser of the property, a "Request for Payment" and a self-addressed envelope have been enclosed. If you want payment to be made to the parties of interest, rather than having it deposited with the District Court, please fill out the form and return it in the envelope provided. If the payment is de- posited with the District Court, it will be your responsibility to con- tact the court to request release of any money deposited with the court. Please return the request form prior to (date): April 15, 1980. Please be informed, that the payment of the appraised valuation by the State, does not prevent you as the property owner or contract for. deed purchaser, from asking the Commissioners or a jury for additional damages you feel have resulted due to this acquisition. If you request that the money be paid directly to you, you will not, in any way, have given up any rights you have in this proceedings. Notice of the State of. Minnesota's intention to take title and possession to this property has been mailed to all known parties having an interest therein. The identity of these parties is indicated on Exhibit "A." Sir}c--er ly, R. J" Digen Director (Acting) Right of Way Operations Enclosures: Request for Payment Form (1) Self-addressed Envelope (1) Legal Description - Exhibit "A" (1) CERTIFIED MAIL August 16, 1979 FEE ACQUISITION D-41 Parcel 43 S.P. 7.982 (35E=390) 904 1 35E-4 (40) All of the following: That part of Lot 2, Block 2, Clearview Addition, shown as Parcel 43 on the plat designated as Minnesota Department of Transportation Right of Way Plat Numbered 19-23 on file and of record in the office of the County Recorder in and for Dakota County, Minnesota. Names of parties interested in the above described land and nature of interest: Theodore H. Wachter Fee Leone B. Wachter Inchoate Cooperative Power Association Easement City of Eagan Special Assessments County of Dakota Taxes EXHIBIT "A" Mn/DOT 25703 (3-79) \p1NESoT x' rr q Minnesota ',IC' .r' ,t '4,�O r� Department of Transportation 33 Transportation lillilding St. I"aul, Minnesota 51555 Date: February 29, 1980 Bruce E. Schulz 1845 Beecher Drive Eagan, Minnesota 55122 ,,(,,.612-296-3241 Family Realty, Inc. 3337 East Highway 13 Burnsville; Minnesota 55337 In reply refer to': 360 S.P. 1982 (35E=390) 904 *50-634 State vs. Michael. E. Zylka - Robert E. Daly, et al County ot Dakota Parcel 43E - David Alan Poppe Property Description: SEi; attached Exhibit "A" NOTICE OF POSSESSION Dear Interested Parties The State of Minnesota has made you an offer to purchase your property that is involved in this condemnation action. The State's appraisal of value, as currently completed and approved, is in the. amount. of $1q,750.00 A description of the property being acquired from you by the State of. Minnesota is described in Exhibit "A" which i:; enclosed, with this notice. Because you were not in a position to accept; or, for other reasons did not accept the State's direct purchase offer, your property will be acquired through an eminent domain proceedings. This proceedings will be commenced by a hearing to'consider the State's petition. The hearing will be held in theGov't Center at (city) : Hastings on (day) : Wednesday (date): April 30, 1980, at (time): g_00 n..rn. it is necessary for the State of Minnesota to secure title and the right of possession to the property prior to the filing of the award of the Court - appointed Commissioners in the eminent domain proceedings. In accordance An Equal Opportunity Employer Mn/DOT 25703 (3-79). with Minnesota Statutes, Section 1.1.7.042, you are hereby given notice that the State shall take title and possession to the property or property rights, as described in Exhibit "A," on (date): June 13, 1980 • At least 30 days prior to the date you must vacate the property, you will be sent a "Notice to Vacate Premises" letter. This letter will serve as a notice to inform you of the specific date by which the property must be vacated. Under. no circumstances will you be required to vacate the property before (date): June J2, 1980 In order for the State to comply with State law regarding the acquisition of title and possession to property in advance of the filing of the award, the amount of the State's appraisal of value must be either paid to the parties of interest or be deposited with the District Court on or before (date): June 13, 1980 If you are the record fee owner or a contract for deed purchaser of the property, a "Request for Payment" and a self-addressed envelope have been enclosed. If you want payment to be made to the parties of interest, rather than having it deposited with the District Court, please fi.11 out the form and return it in the envelope provided. If the payment is de- posited with the District Court, it will be your responsibility to con- tact the court to request release of any money deposited with the court. Please return the request form prior to (date): April 15, 1980 • Please be informed, that the payment of the appraised valuation by the State, does not prevent you as the property owner or contract for deed purchaser, from asking the Commissioners or a jury for additional damages you feel have resulted due to this acquisition. If you request that the money be paid directly to you, you will not, in any way, have given up any rights you have in this proceedings. Notice of the State of Minnesota's intention to take title and possession to this property has been mailed to all known parties having an interest • therein. The identity of these parties is indicated on Exhibit "A." Sincerely, • R. en Director . cti_ng) Right of Way Operations Enclosures: Request for Payment..Form (1) Self-addressed Envelope (1) Legal Description - Exhibit "A" (1) CERTIFIED. MAIL August 16, 1979 D-42 Parcel 43E S.P. 1982 (35E=390) 904 I 35E-4 (40) All of the following: Lot 1, Block 1, Clearview Addition, shown as Parcel 43E on the plat designated as Minnesota Department of Transportation Right of Way Plat Numbered 19-23 on file and of record in the office of the County Recorder in and for Dakota County, Minnesota. Names of parties interested in the above described land and nature of interest: Bruce E. Schulz Contract for Deed Family Realty, Inc. Fee Knutson Mortgage and Financial ) Corporation ) Mortgage City of Eagan Special Assessments County of Dakota Taxes EXHIBIT "A" 4• 1 'WIDi 14 Mn/DOT 25703 (3-70) ovt. 4ESot 9 1, Mini-l( S0iil 'a'' ° L)epartnlent of Transportation 13 Transportation I3llii(iing 1.(c'' Q° St. 1�<ll.iI, Minnesota15 OF TRp' Dat: February 29, 198o Tilsen Homes, Incorporated 627 South Snelling Avenue St. Paul, Minnesota 55116 ATT: Robert Tilsen phone 612-296- j241 The First National Bank- of Saint Paul J32 Minnesota Street St. Pant, Minnesota 55101 in reply refer to: 360 S.P. 1982 (35E=390).904 *50-634 State v:;. Michael E. Zylka -.Robert E. Daly, et al County of Dakota Parcel 43F - The First National Bank. of St. Pai.il Property Description: SEE attached Exh:ibi-t "A" NOTICE OF POSSESSION Dear Interested Parties The State of Minnesota has made you an oiler to purchase your property that is involved in this condemnation action. The State's appraisal of value, as currently completed and approved, is in the amount of S8i9,.000.00 A description of the property being acquired from your by the State of Minnesota is described in Exhibit "A" which is enclosed with this notice. Because you were not in a position to accept: or, for other reasons did not accept the State's direct purchase offer, your property will be acquired through an eminent domain proceedings. This proceedings will he commenced by a hearing to consider the State's pet i t. i on. The hearing will he held in theGov'tCCntcr at (city): }-castings on (day): Wednesday (date): April 30, 1980, at '(time): a.m. It is necessary for the State of Minnesota to secure title and the right of possession to the property prior to the filing of the award of the Court - appointed Comm i ss i on<.'rs in the eminent domain proceedings. l n accordance Mn/DOT 25703 (3-79) with Minnesota Statutes, Section 117.042, you are hereby given notice that the State shall take title and possession to the property or property rights, as described in Exhibit "A," on (date): June 13, 1980 . At least 30 days prior to the date you must sent a "Notice to Vacate Premises" letter. to inform you of the specific date by which Under no circumstances will you .)e required (date) : June 13, 1980 vacate the property, you will be This letter will serve as a notice the property must be vacated. to vacate the property before In order for the State to comply with State law regarding the acquisition of title and possession to property in advance of the filing of the award, the amount of the State's appraisal of value must be either paid to the parties of interest or be deposited with the District Court on or before (date): June 13, 1980 If you are the record fee owner o=: a contract for deed purchaser of the property, a "Request for Payment" and a self—addressed envelope have been enclosed. If you want payment to he made to the parties of interest, rather than having it deposited with the District Court, please fill out the form and return it in the envelope provided. If the payment is de— posited with the District Court, it will be your responsibility to con— tact the court to request release of any money deposited with the court. Please return the request form prior to (date): April 15, 1980 . Please be informed, that the payment of the appraised valuation by the State, does not prevent you as the property owner or contract for deed purchaser, from asking the Commissioners or a jury for additional damages you feel have resulted due to this acquisition. If you request that the money be paid directly to you, you will not, in any way, have given up any rights you have in this proceedings. Notice of the State of Minnesota's intention to take title and possession to this property has been mailed to all known parties having an interest therein. The identity of these parties is indicated on Exhibit "A." Si - ely, R. J. D1 en Director (Acting) Right of Way Operations Enclosures: Request for Payment Form (1) Self—addressed Envelope (1) Legal Description — Exhibit "A" (1) CERTIFIED MAIL August 16, 1979 D-46 Parcel 43F S.P. 1.982 (35E=390) 904 135E-4 (40) All of the following: That part of the Northwest Quarter of the Southeast Quarter of Section. 29, Township 27 North, Range 23 West, shown as Parcel 43F on the plat designated as Minnesota Department of Transportation Right of Way Plat Numbered 19-23 on file and of record in the office of the County Recorder in and for Dakota County, Minnesota; containing 7.76 acres, more or less; together with other rights as set forth below, forming and being part of said Parcel 43F: Access: All right of access•as shown on said plat by the access restriction symbol. Temporary Easement: A temporary easement for highway purposes as shown. on said plat as to said Parcel 43F by the temporary easement symbol, said easement shall cease on December 1, 1984, or on such earlier date upon which the Commissioner of Transportation determines by formal order that it is no longer needed for highway purposes. Names of parties interested in.the above described land and nature of interest: Tilsen Homes, Inc. Contract for Deed The First National Bank of Saint Paul Fee Northern States Power• Company Easement City of Eagan Easement and Special Assessments County of Dakota Taxes Craig D. Anderson Occupant EXHIBIT ,.k: Cedar. fridge To Be Ong -Way In Peak Hours:. Minnesota Department of. transportation• Commissioner. Jim Harrington announced further details on plans to restrict the Cedar Avenue Bridge to one-way traffic during peak hours. Present plans are to convert the bridge to one-way northbound traffic .during, the morning peak hours from .4 to 6:15 Monday through Friday. It will also. be converted to south - bound traffic during the.evening peak hours from 4 to 6:15 p.m. Monday through Friday. During the remaining hours of the day• . the bridge will be open to normal two-way traffic. !, The Minnesota Department of (' 2 1 3 -AO - 7; v Transportation •(Mn/DOT) an- ticipates the beginning of the ex- periment Wednesday, March 16 if necessary,traffic controls can be fabricated and installed by then. The Mn/DOT will monitor and evaluatetraffic on Cedar Avenue and other river bridges for four. weeks and then decide whether to continue the one :way operation. The section of roadway con- verted to one-way operation will be from the south end of the Cedar .Avenue Bridge over the Minnesota River to the. north end of the bridge over. Long 'Meadow Lake. This will permit two-way traffic to continue south of the (Continued, on. Page 8A) ' In nt` vn ly• rig es l(Z 'le es lt- tie ly [r. oy• m• ng nd he' on p- us, to id se ;a of !�v e- tee and architect working in close' consultation with' the Burnsville City staff, had recent- ly obtained recommendation of approval for the plat; the condi- .tionaluse permit and the'building permit from the City' Planning Commission, and approval of the plat by the City Council. By a two ,to one vote the Coun- cil denied dui petition for condi= tionaluse in a residentially -zoned area, the only type of .petition by which a church can be built in Burnsville.. • Although_ we have ..suffered shock and'surprise at this'sudden reversal of events; we will con- tinue our efforts to contribute to this community by loving and serving God and our neighbors. The Congregation of the Episcopal Church of the. Nativity. GRANT:H "ROBINSON, Vicar. Youth ,Sports '.• March 7,1977 To The Editor: volved in Mr:' Mich4fid411111 gram. I would strongly recot mend that various civic, soda professional and church grout in .the Lakeville •area ava 'themselves of his presentatio •Vandalism will not recede un1 we have an informed and co cerned citizenry. Keep up the good work, Steve BOB GREENSLIT Student Council Advisor Lakeville Middle School Lakeville, Mn: • IN DIST. 196 -- Plans Not Determined After Vote ROSEMOUNT -- What ste the school board of District 1 will take for future plans 1 any possible new bond ref nrliirnhave not hPpn diet, .PACE. 8A •. BLACK *DOG ROAD ONE-WAY • (Continued froin.Front Page) Minnesota River and the Black Dog 'Road entrance to Northern States Power Plant. Harrington advised motorists who normally , travel Cedar Avenue in the opposite direc- tion of the one-way plan to select an alternate route,to best fit their destination: River cro'ssings, on I,35W and TH 55 ( Mendota' Bridge) will probably be the most used alternates. Harrington emphasized that if the Savage Bridge is reopened or if the one-way concept worsens traffic congestion on other area bridges, and there ,is little or no off-settingbenefits on the Cedar Avenue Bridge, it will be re- verted to full-time, two-way operation. Signs will be installed in ad- vance of the restriction confirm- ing the date of the change. SHAKOPEE ROAD L/M/TS OF ONE-WAY OPERAT/ONS • PAGE 7A Farmington 'Giri Scouts Celebrate Birthday FARMINGTON Girl' Scout week is being observed in Farm- ington this week as it is around the nation. , The Girl Scouts held their an- nual banquet Tuesday night at the Farmington High School commons area. Girl Scout Sun- day was held March 6 and the cookie sale is' under way. Girl Scouts in Farmington as well as throughout the United States, are celebrating the birth- day of Girl Scouting on March 12, 1912. Scouting began with 18 girls in Savannah, GA. The organiza- tion has now grown to its present membership of more than 3.3 million girls and women and men volunteers. Farmington volunteers who work with the Brownies and Girl Scouts who are being recognized during this week are as follows: Brownie leaders: Troop 71, Pamela Gostas, Judy Jones; 72, Sharon Wiggert, Kay Gredvig; 73, Jan Knoph, Pat Hennen; 74, Nancy Albright, Barb Duba; •76, Marilyn Erickson, Wanda •Mitchell; 78, Marlys Marschall; 79; Beverly Reichert, Nancy Ostertag. Junior leaders:. Troop .80, Jane Klahr, Marilyn Mahowald; 242, Marcia Vetcher, Mary Odom; 241, Beth Ruark. Cadette . Leaders: Troop 77, 'Rita Broers. Service team : Pearl Shirley, chairman; Lauretta Schneider, brownie consultant; Donna Weflen, •.junior consultant; Shirley Scully, camping .consul- tant; .Shirley Tix, special events chairman; Sharon Lacy, Donna Weflen, troop organizer; Delores Pedersen, secretary -treasurer; Peggy S,chmidtke, publicity. Other' workers: Lois Gug- gemos, telephone caller;, Carole Hansen, cookie chairman; Peggy Schmidtke, father -daughter ban- quet; 'Jerry Hebert, Barb Halvorson, mother -daughter ban= quet; Sharon Thompson, day camp registrar; Alice Komoruski, uniform exchange;; Karen Gress, QSP chairman. --MAURICE .• HOW! gastiv s' rnost.exciting new Feminine-. foshion sto C0011 in CeintR iw 1� Plru, �� wa�B. -nori GoiMs-flatissts re. S EAGAN HRON/CLE SECTION A Vol. 1, No. 3 October 22, 1980 TWO SECTIONS Photo by John Walker Opening ceremonies for the new Cedar Avenue Bridge will be Oct. 30. The bridge will provide easier access from Eagan to the Twin Cities. Bridge means boom for Eagan by J. Bond The magnificent New Cedar Avenue Bridge —magnificent at least to those who have had to crawl morning and night over the two rickety spans it replaces —stands as an apt symbol of the era now beginning for Eagan. Like an embracing arm, the bridge seems to pull the new kid on the urban A 15-minute drive through southeast Eagan will clearly reveal what has hap- pened. Developments have sprouted everywhere. Thomas Lake will soon be surrounded. There's Ridge Cliff and Eagan Hills, Brittany and Cedar Cliff. The country -chic anmes go on and on. The question is why? Why just now, Eagan. Improved transportation highlights another important advantage that is just now being fully recognized, ac- cording to Tom Hedges, Eagan city ad- ministratoi . That advantage is the city's close proximity to both downtown Minneapolis and downtown BRIDGE: to p. 7A �� tacos... _____________________�� � Photos byLinda Hanson Leona Trog,left, and Kathleen G|mshann.right, dish upthe Mexicali corn and the Spanish rice. Linda Schultz samples the pineapple. Dorothy Ohmann dishes up the tacos. Colleen Sterns takes a big bite. 7A Bridge opens new era for Eagan BRIDGE: from p. 1A St. Paul, as well as the metropolitan airport. Hedges assertion comes as somewhat of a surprise to many metropolitan residents, confirmed as they are in the belief that Eagan lies at the very outer- most fringe of civilization. But a quick look at a map substantiates the fact. Eagan lies tucked into the fold be- tween Minneapolis and St. Paul created by a northward bend in the Mississippi River. Parts of Eagan lie much closer to downtown Minneapolis than do sections of Bloomington, for example. In days of rapidly escalating transportation costs, such a location recommends itself quite highly to both potential home purchasers and businesses seeking suburban locations. Eagan has abundant undeveloped land to accommodate those home buyers and businesses —more than many other suburban areas. Eagan's undeveloped character is partly ar- tificial. It was brought about by a moratorium on natural gas hookups during the mid-1970s for areas served by People's Natural Gas. Now, with the moratorium lifted and much other close -in, developable land already taken, the spotlight has shifted, in delay -action fashion, to Eagan. Eagan was also blessed by nature with a topography much in demand to- day, according to Dale Runkle, plan- ning director for Eagan. He calls it "terminal moraine." In layman's terms, this means a glacier gave up on its southward journey where Eagan stands today. The result is a pleasant expanse of tree -covered rolling hills and water -filled vales, which are a marked contrast to the ground -down areas to the north. With homebuyers today wanting to be close to both nature and the city, Eagan offers ex- citing possibilities. The city also has a ready market to take advantage of those possibilities. Sperry Univac and Blue Cross -Blue Shield have already built large facilities in Eagan. Sperry Univac employes more than 3,000 people, and Blue Cross -Blue Shield employs more than 1,200. Sperry Univac soon will break ground for a new building on their Pilot Knob Road campus which will add an additional 400 jobs over the next 18 months. Still, all the factors listed above would not normally elicit such a strong response in the face of the current tight money market. Eagan has escaped the tight hand of the Federal Reserve to some extent because of something call- ed a "tax-exempt single-family mort- gage revenue bond." The Eagan City Council floated a $20.4 million issue of these bonds this spring. Because the interest on such bonds is tax-exempt, they attract in- vestors at a lower rate of interest, which means that participating lending institutions in Eagan have had mort- gage money available at 11-3/8 percent interest. Right now that is more than one and a half percent lower than prevailing mortgage interest rates around the Twin Cities. On a $60,000 home, that difference reduces a monthly mortgage payment by about $75, giving Eagan a substantial edge in attracting home - buyers. The foregoing sounds like a promo- tional ad for an Eagan chamber of commerce, which it well could be. Nevertheless, it's all true. The access is improving, the freeways are planned, the landscape is lovely. All those factors will mean more growth for Eagan. The question is: What will Eagan do with the growth? Plan for it as best as possible, Hedges replies. "The city is quite concerned with its destiny," he said. "We've just spent 14 months working on a comprehensive guide plan. We've worked hard and we think it is an effective, controlled plan to guide Eagan's growth." The comprehensive plan now is ready for submission to the Metro Council. After review by the council, it will be adopted by the Eagan City Council. The plan, Hedges said, re- quires that development be coor- dinated with roads, utilities and other services so that growth does not outstrip the city's ability to handle it. In developing the plan, Hedges said, the city council attempted to combine the desires of those residents who en- courage continued urbanization, and those who desire to retain at least some of Eagan's rural quality. "We want to make certain," Hedges said, "that developers don't come in, buy up land and create development that the city can't live with. The city council has been quite careful. It's picking and choosing. We've had peo- ple coming in here with grandiose ideas, wanting to level hills, put up apartments and get federal money. We've told them `no way —that's not right for Eagan."' The conflict facing Eagan as it works to cope with the growth is best ex- emplified by maps of the city. The large one on the wall outside Hedges' office shows the proposed I-35E run- ning straight across Blackhawk Lake in central Eagan. The new, small map that Hedges hands to a visitor shows a new route. The interstate is now proposed to curve east of Blackhawk rather than go over it. That change was achieved only after great effort by a handful of Blackhawk Lake residents who refused to see their lifestyle ruined for the sake of a concrete corridor. They took on the state, refused to give up despite numerous setbacks, and, finally, won. How many more such battles are in Eagan's future? Who will win and who will lose? Only time will tell. Virtually certain, however, is that the Eagan of 1990 will be a far cry from the Eagan its residents know today. Sioux Trail Mall -A Vacation to Mexico! Come spend an -evening in the easy relaxing Mexican -tradition. Enjoy authentic Mexican food, drink and atmosphere. You'll go •away thinking you've really been away. " Now serving Wine Margaritas & Pina Coladas Not- just another- Mexican Restaurant Mon- Thurs 11-9 Fri till 10 Sat 12-10 Wine E Beer .. Served J Sioux Trail Mall 1917 Cliff Rd. 894-855.0 Burnsville _ .- Reservations accepted for groups of 6 or more, thank you for your patience We have remodeled our parking lot to serve you hot#or mare 7 Casa Cordero Slumberland Trail TV & Radio Shack Chiropractors Golden Mane Sioux Trail Cleaners, & Laundromat Contemporary Crafts_ & Hobbies - Jeffery's Hair Designs Community Credit 'Barton Floral Fashion Footwear Penny's Supermarket Burton's Frame Shop Roberts Drug Optomitrist Dentists Fine Fine Art Merits A Fine Frame. Have It Customized by. a Professional Picture Framer Creativity our Specialty. • French Mats • Glass Mats • Oriental Mats •'Fabric Mats • Oval Mats a -Multi Opening Mats B U-RTON'S - Frame Shop & Gallery Sioux Trail Mall 890-0204 Save Additional s2oo-s400 per pair with couponbelow...on our:. Already Low discount prices! SGHaaL-J 134 • funding for sheet of ice By BRENDA HAUGEN U.� Source of odor that . forced evacuation 4-' 4' remains undetermined The Eagan Police Department has been told by chemical en- gineers that the strong odor that forced the evacuation of Northview Elementary School in Eagan March 29 could have been a chemical called Mercaptan, which is found in natural gas to give it a smell. As of Tuesday aftcrnoon, authorities have been unable to lo- cate the actual source of the emission, according to Eagan Po- lice Chief Pat Geagan. The Eagan Police Department received a call from Northview Elementary School at 10:45 a.m. March 29 with a (See Odor, p.9A) r� ee 1ooridge-? construction. to begin . ��`-T4s :' By BRENDA' HAUGEN' Folks traveling along Yankee Doodle Road in the Town Cen- tre area this summer and fall should be prepared for con- struction. Along with approving the final planned development, final subdivision and vacation of ponding easement for Opus' Eagan Promenade develop- ment, the Eagan City': Counci awarded the contract for the Yankee Doodle Road bridge widening. The contract was awarded to Edward Kraemer & Sons, Inc. with a bid of nearly $1.27 mil- lion. According to assistant city engineer Mike Foertsch, this bid was 15.6 percent under (See Bridge, p.9A) Eagan applies for L/I' / '/- second at arena site The city of Eagan has de- cided to pursue a "Mighty Ducks" grant to help fund a second sheet of ice adjacent to the Eagan Civic Arena, ac- cording to City Administrator Tom Hedges. Throughout the civic arena planning process, projections were made that a second sheet of ice would be needed at the site at some point. According to Hedges, demand turned away from the present facility already could fill the schedule of a second sheet of ice. "Our civic arena is doing ex- tremely well," he. said. (See Ice, p.9A) b' 7A Bridge BRIDGE: from p. 1A St. Paul, as well as the metropolitan:;: airport. Hedges assertion comes as somewhat:, of a surprise to many metropolitan'' residents, confirmed as they are in the belief that Eagan lies at:the very outer,, `4 most fringe of civilization : But' a quick' look at a map substantiates the fact. Eagan lies tucked into the fold be_' tween Minneapolis and St. Paul created, by a northward bend 'in the Mississippi River. Parts or Eagan lk much closer to downtown Minneapolis than do sections of Bloomington; fdrr? example. In days of rapidly escalating ort s : such a loca o -recommeitsquite highly To .ot potential` home purchaserVAnd businesses,seeking suburban locations. Eagao4 as abundant undeveloped land to accommodate those home buyers - and businesses —more than many other suburban areas. Eagan's und« eloped `character is partly ar- wasf..brought about ' by a o on natural gas.; hooks• 1970s=.for areai'se ec '90- YEARS • Thr I111111v.elumunum A\VAIWAVAA VAA te/k ••'..V'WAO I I I LA I Ile AIVAVATOPIA .4. a a" a ' a F.• eel swum .i a i 4‘ .r a: a a &lila a a a. i• an .• /c/i,g/go ' 4114•41. LL, . . • 0414ESo • 4 0 OF TRP'4°14* ‘46) 7q k ROGRA BLOOM/N W694 Scho1 Va.tdd otim sromdudle & 5lejjemddiGTON Or Thomas Jefferson Band � , ��' by- Or. EARL BENSON Burnsville Band by ROD ELL /CKSON MASTER OF CEREMON/ES — TOM HE/BERG introduction of Guest Speakers Urban Council on Mobility BENEDICTION — FATHER BURNS �F$NESO,9 MN/DOT .COMMISSIONER — RICHARD BRAUN Pro ect Director UABAN COUNCIL ON MOBILITY — JOHN KLEIN Assiston/ Division Administrator W FEDERAL HIGHWAY ADMINISTRATION — JOHN BOWERS CONGRESSMAN — TOM HAGEDORN p °sr4i-GO VERNOR s, AL QU/E 'RIBBON 'CUTTINQ ® AREA- QUEENS PARADE RECEPT/ON AT THE LOST SPUR COUNTRY CLUB 2750 S/BLEY MEMOR/AL HIGHWAY 2.00pm - 4 30 pm PR/ME CONTRACTORS ACT/ON CONSTRUCT/ON CO. AN/SH/NABE ENTERPRISES INC. BROWN AND L EOU/L INC. CLECO CONSTRUCT/ON D. H. BLATTNER AND SONS INC. D/ESETH SPECIALTIES ED. KRAEMER AND SONS HOFFMANN ELECTRIC JOHNSON BROTHERS COMPANY LUNDA CONSTRUCT/ON M/NNESOTA VALLEY SURFACING PARK CONSTRUCT/ON ,COMPANY RAINBOW INC. MN/DOT SECTIONS ADMINISTRATIVE BRIDGE DESIGN CONSTRUCT/ON DETAIL DESIGN ENVIRONMENTAL SERVICES HYDRAULICS AND WATER QUALITY MAINTENANCE OFFICE SUPPORT PRELIM/NARY DESIGN RIGHT OF WAY AND UTILITIES SOC/AL ECONOMIC STUD/ES SOILS, FOUNDATIONS, MATERIALS AND GEOLOGY SURVEYS AND AER/AL MAPPING TRAFFIC OF srAT OF RECEPTION SPONSORS CHAMBERS OF COMMERCE APPLE VALLEY, BLOOM/NGTON, BURNSV/LLE, NORTHERN DAKOTA COUNTY AND R/CHFIELD, -CLECO CONSTRUCT/ON - DAKOTA COUNTY DEVELOPMENT ASSV. - D.H. BLATTNER AND SONS INC. - DUNN AND CURRY - ED KRAEMER AND SONS - HOFFMANN ELECTRIC - LUNDA CONSTRUCT/ON - M/NNESOTA VALLEY SURFACING - PARK CONSTRUCT/ON - RAINBOW INC. - UCO.M. The Employees of the Department of Transportation wish to thank each and every one of you who helped in the Planning and Construction of Cedar Avenue (-e-e-0( #/.3 (qv) ocA"e New Cedar bridge - gateway to the cities DEDICATION CEREMONIES Thursday, Oct. 30, officially Commuters and shoppers no longer need cross the old, nor - marked the opening of the new Cedar Ave. twin bridge. row bridge on their trips to and from the metropolitan area. IN THE final months, construction on the Cedar Ave. bridge and its approaches continued at a feverish pace. The bridge project was completed exactly four years after it was begun. THE HISTORIC old Cedar Ave. swing bridge has outlived its usefulness. Scheduled for removal early in 1981, the bridge's span has opened to allow passage of countless barges and other river traffic. NOVEMBER 3, 1980 THISWEEK • •A•,•••:., , • - • ' • f'-,' " arrc..arr, . " • - . Selkiledicatio0 risks IE TDOWN dieting hard but, not losing any pciunds is to increase your -activi- ty. Even a slight increase in body movement every day can push the indicator.on the scale down a bit. Try walking for half an hour_ every day, or take'a bike -ride. If you are already involved in daily ' exercise, increase it, even if- only by 15 minutes. ' - Another option is to try to .drastically reduce your already • lowered calorie count, just for one day. .For 24 hours, change from your usual diet to a 'liquid, diet - fruit juices and clear broth, nothing else, for one solid day: Another change that, sometimes helps dieters get over the plateau stage is to put a stop to night eating. You don't have to reduce your usual calorie count that's effective for losing - • although you'll probably find that you eat less when you do give up night eating. No. food whatsoever after five o'clock in theafternoon is a helpful technique for many dieters stuck on a plateau. • Plateaus are crucial states in'a diet when it's very easy. to put back all the . weight you've already lost. Stick -to your .diet carefully, and if the weight .Ids' isn't showing up on your scale, stop weighing yourself for a fev`v - days, and see if the loss doesn't - show up then. • - - By SALLY • The reliance Of so many Americans upon non -prescribed vitamins, laxatives, aspirins and sleeping pills. has caused some observers to comment that we are a nation of. self-styled 'healers. Often this practice can 'be a mistake, comments the Min- nesota Medical Association- (MMA). • Self -medication and the use and abuse of over-the-counter drugs has- become a major pro- bons of regularity brought about blem in the United States. All too frequently, patients who finally :go to the" doctor's office arrive there only after having tried a. variety •of self -medications pur- chased over the counter. This -has often resulted in the postpbne- ment of proper medical treat- ment for a health program which might. have been treated more simply and effectively at an - earlier date. Sometimes these medications will produce unpleasant side ef- fects when used improperlyor over an extended period of time. -The over-the-counter laxative is a classic example_of this type of medication because the use of SALLYand JiM =PAS HELPING KIDS " • a laxative in general, is seldom necesiary. Before taking a lax-. ative. or any other -form of self- - medication it might be well to • ask, 'Why am I taking this _ medicine?" The MMA suggests • that medical advice should be sought • for any real or imaginary bowel problems which cannot be at: tributed to some temPorary inap- • propriate eating or the interrup- . , - • cian s supervision, In- discriminate and prolonged use of aspirin may have the potential • for causing stomach and in- testinal -hemorrhage. • A . number of non -prescribed • sleeping • pills available contain bromides which can be very toxic - to the. bone because they are 'stored in the body. If they are not ,. eliminated, they • cancause- severe neurological disease. Other- non-prescription 'sleeping pills in, over-the-counter market are from the same family of drugs as the antihistamines used in .allergy medications. They have a mild. sedative- effect • but they can become --habit forming With prolonged use. • Overuse of some vitamins can ly bowel movement. A daily , provide harmful effects. Equally bowel movement is not necessary critical - is the false sense of - for all persons because everyone security which unsupervised vitamin therapy can produce. has one's Own rythymicity cif Frequently a -chronicaly-ill pa - one individual may not be true for. bowel habits' and what is true for tient will overdose with vitamins, another.• believing that if enough vitamin§ ,• • The excessive -use of aspirin— abeing will be restored. Conse- re consumed, a feeling of well- ' over along period of time has the - ...potential for producing harmful effects when not- under a physi- If you have children, -you can- -I find a wealth of helpful informa- tion in government publications. - Many •of these pamphlets are free; we note 'where there is. a small charge. Write to Consumer Information Center, Pueblo, CO, 81009. If ordering free publica- tions only, write FREE on the envelope. Children and Television. Helping your child- develop good TV- • • viewing habits. 647G. Free. Beautiful Junk. Ideas for con- structing inexpensive play equip: ment. 006G. 40 cents. A Parent's .Guide to Childhood Im- munization. When to- give vaccina, ,tions for the seven dangerous„, childhood diseases; record - keeping fOrms. 522G. Free. What If Your Child Is Gifted? How ' recognize a gifted child; where to getassikance. 523G. Free. • Good Food 'Hews For- Kids. Puzzles and games , that teach children about food.- 525G. Free. ' . Little Leon the Lizard: Coloring book emphasizes safe play situa- tions. 012G. 60 cents.• FIT_ BY Stimulating Baby Senses. Ways to EXPERTS • help baby' § growth and develop- ment through -the senses of taste, touch, sight, hearing.- 020G. 90 cents. Teaching. Your Child To Read. Developing pre -reading skills through, games and activities. 526G. Free. Keeping Poisons and Children ENTIRE _r -.T Apart.- Lists common household •ock substances that have caused rac-• . cidental poisonings. 661G. Free.- An Adolescent Your Home. , • Physical and emotional needs and problems of adolescents; • ways tFo' prornote understanding., . 005G. _ ree. OUT-- TO THE Give A Hoot,. Don t-Pollute! Tips on heipiniteirnprove and protect ' • the environment; poster, and- col-- •. • oring-sheet.. 524G1 Free. • -.- • by travel or excitement. Normal- ly people don't get "hooked" on laxatives in the sense of narcotic• addiction. However, it is possible to becoine psychologically "hooked" on laxatives . using them constantly to promote a daj. • quently, i ent y,importantme Ica care - is, often needlessly delayed. - • ELMQUIST SHOE SHED Cedar Ave. & Hwy. 13 in Cedarvale Shopping Center -• OPEN DAILY. 10-9 SAT. 9:30-5:30 LIQUIDATION E S 3,000, PR. CHIMERS FOOTWEAR SPECIAL TABLES $9.99 • KEEP IN SHAPE --If you don't want your bacon to curl when it's' - fried, dip the strips, in cold water before putting' them in the pan. But be sure to use a splatter lid when frying to offset the popping. - . COLD SHOULDER --For a quick chill for any -dish of hot food, set it in a pan of cold water to which you have added salt. • KEEPING WATCH -If you're cooking foods that boil•over easi- ly, grease the top Tim of the pot to prevent spills. • . SHOES . , - tf:110.0TS;,; JUMPING. ' . JACKSBUSTER • BROWN • LITTLE 2 TO' BIG SIZE 6, "FIXTURES FOR SALE NOTHING -WITHHELD! $100,000.00 INVENTORY 20-50% & MORE EVERYTHING GOES! •MENS, WOMENS, BOYS, GIRLS, INFANTS TENNIS - JOGGER - SHOES OVERSHOES - BOOTS - SLIPPERS -THISWEEK NOVEts.d.16Ek3, 1980 14 Apple Valley/Rosemount, Eagan Sun•Current/Wednesday, Dec. 29, 1999 Photo courtesy of Dakota County Historical Society M-- _IJ A_J__ r1__J_- _- AInAA 4 , • L Apple Valley/Rosemount, Eagan.Sun•Current/Wednesday, Dec. 29, 1999 - 13 COMMUNITY NOTES ix f- t in it y, -Mondays through Fridays; 10 a.m. to 9 Saturdays, and noon to 8 p.m. Sun- days. The skating ponds 'at Carnelian, Ridgecliff, Lexington, Pilot Knob and Woodhaven parks will be open from 4 to 9 p.m. Mondays through- Fridays •and from noon to 5 p.m.,Saturdays and Sun- • days. •• • . All skating facilities will have differ- ent hours during the following holidays: noon to 9 p.m. on New Year's Day, 10 a.m. to 9 .p.m.. on "Martin Luther King Day, noon to 5_p.m. on Super Bowl Sunday and: 10 a.m. to 9 p.m. on Presidents Day. For more information, contact the Parks and Recreation Department at 651-681-4660 or call the department's program hotline at 651-681-4670. MVTA slates -certain Pages spend a semester or their en- tire high school junior year in Wash; ington working on a: wide variety of. tasks in the U.S. Capitol. They_attend classes at the special school 'for pages while working on the floor of the U.S. House. • , Information/applications: 612-881- 4600: Women's luncheon. set at Chart House. Area women are .invited to lunch at the Chart House from 12:30 to'2:30 p.m. Wednesday, Jan. 12, 11287 Klamath Trail, Lakeville: The luncheon; sponsored by the Min- nesota Valley. Christian Women and by Stonecroft. Ministries, will feature Shau- na Clark from Premier Jewelry. By using fvloc_nf immC.l.r_v_cheiwi.l.l and when Christmas trees will be picked up. Trees that are picked up by garbage haulers•are brought to a compost site. Another option is to take the Christ- mas tree to a compost site. There arefour composting sites in Dakota County that accepts Christmas trees, for a fee. Call ahead; many of the sites listed below limit the 'days and hours when they are open. - • • B and D Wood. Recycling and Com- posting, Northfield, 612-685-3037. •. NSP Compost Site, Burnsville, 651 641-1928.' •:SMC Compost Services, Rosemount, .651:322=2622. ' • • .SKB Yard Waste Compost Site, Lakeville, 612-460-8332. Also, many of these sites sell th processed compost and mulch to the pub lic — a tip that might be helpful to re! member for spring gardening. . Trees should be removed of lights, tin el__wirA__-nails nrnampnts trc+n. stands St. Paul Dispatch Tuesday, August 19, 1980. I autobiography ed five schools in the Twin Cities, area. • From 1935 to 1944,-he wrote, he was a ward of the state, lived with an uncle in Lakefield and graduated from Lakefield High School in 1944. After graduation, he was drafted but a hernia rendered him 4F. However, ,he had the in- jury repairedby surgery, enlist- ed in the U.S. Army in 1945 and served in the military police in Japan. He was honorably dis- charged, in December, 1946. • He recalled that he attended Worthington Junior College from 1947 through 1949 and graduat- ed. From there,' he went to the University of Minnesota School of Law but he , washed out. • He said he then transferred to the university business school, then to the liberal arts college and fi- nally he . left for a graphic arts school. , From 1952 to 1957, he held:un- skilled jobs. and became interest- ed in the political left, the . writ- ings of Engels, the Julius and Ethel -Rosenberg spy trial and the Alger Hiss perjury trial. ` HIS UPS AND downs included a stay`at a'Salvation Army cen-, ter as well as convictions for such offenses as public intoxica- tion and loitering. From 1958 through 1960, Fori- chette ',attended Dunwoody In- dustrial Institute in Minneapolis and graduated in the engineering curricula. He then joined the city Of Minneapolis as an engineering aide. He remembered that in the early 1960s he became involved in pro -Cuba• protests and. later in anti -Vietnam War protests: Some records have his middle name . as Edward . while others have it as William; some records have him born on. May 21'instead of31.- In 1964,, as the,: Dispatch reported, -the House Un-Ameri- can Activities: Committee sum- moned him to appear at hearings in Minneapolis and hewas fired from his city job. for not stating ' his Communist Party affiliation.; LATER, HE was convicted of perjury in ',Hennepin'. District , Court but a prison sentence was 'set aside and -'he was placed --on • probation. • • Eventually; he, moved to Hast- ings where he worked for Earl _ Sorg, a farmer and electrician. And, still trying to - better his lot, Forichette wrote that in 1972. he passed a state board examina- tion to become a journeyman electrician. . • city hall plans approved," he said last week. "Now we need reactions from, the city residents to these con- cepts. What the people say will make a difference. in the final, recommendations to : the City Council on Sept. 8." Fletcher said that present fa - are cramped and ineffi- cient and the state transporta- tion department plans to take i ■ A two-story building, built into a slope with a south -facing exposure on both levels to allow for passive solar energy use; ® A council chamber which may be designed as a multi -pur- pose meeting room for public use; • - • An open office concept to al- low for flexibility• and growth peopI A ' JASON AMADICK, of Mendo 'School„ ' were each recently to Heights; was among • the top- awarded $500 scholarships from winners honored at the 1980 Mul- - the local Lions Club. Meanwhile, raised $309 `:; .ED HILL,, assistant. to' the su G a •A , c ' E perintendent of .the Dakota Coun- BROSSETH; of, ty Vo-Tech Institute,.was ap-. Farmington, ' pointed to serve on the State "Ad - and Walter Bertram :of Hast-. ' .visory Council. for -Vocational .• . ings, were honored as outstand- ing. senior citizens at the recent 'Dakota County Fair. The. two. were• selected- on the basis 'of their contributions to their com munities after age 65. CY WOSNIAK and Bruce Mer- rill were' champions for this year's West . St. Paul horseshoe. Teague.: In. pair : championship competition, John Lissick and Floyd, Hunter defeated. Dave Wozniak and Bill,Beffa. THOMAS' NOVAK, Dakota County. treasurer, was recently certified as a Minneosta County Treasurer. Novak was notified of the award from the state Depart- ment of. Revenue. THOMAS FRIEDMANN, a 1980 graduate of South St: Paul' High School, was awarded a $2,000 Fannie Gilbertson Schol- arship. Jacquelin Jodl, the school's valedictorian, received a $1,700 scholarship. Gilbertson Grant-in-aid awards, ranging from $500 to $1,400, were _ awarded to these South St. Paul graduates: Daniel Schultz,' Har- old Shillingstad, Cynthia Fink and Kathleen Kustritz. Fink was also winner of a $500 scholarship from the North Dakota County Business and Professional Wom- en. 'DANIEL DAHLKE, Debra Johnson and Brian Kunz, all 1980 graduates of South St. Paul High Amadick tiple Sclerosis Read-a-thon awards ban- quet. Amadick, a student at' Mendota Ele= 'another South St. Paul -graduate, Charles Pietruszewski, won .,a $500 . William Murr Memorial Scholarship. .JACALYN FLEMING, a 1980- m e n y tar graduate of South St. Paul, High School, won a $500 scholarship • School, read 40. from the South St. Paul Federa b k had 50 0os,a sponsors?;aand ton of Teachers. • '. -_ •' Education. Hill; .. of 226 Birna 'wood Drive, Burnsville;'was-ap pointed to the council by Gov. Al; Quie. ; ,ANTHONY., :VILLELLI . was recently -elected chairman of the]. Dakota 'County Vo-Tech School=> Board. He succeeds John Morris,: of Hastings. Other elected. offi cers include: Bernard Dailey, of Inver -Grove • Heights, as vice- chairman; John :Switzer," -of' Farmington, as treasurer, and ' Robert' Rhodes, of West St. Paul, , as treasurer. ED GRIFFIN, of Inver Grove Heights, was recently elected president of the re -organized Da- kota - Area Referral and Trans- portation for Seniors (DARTS), "Inc. Council. Other officers include: Mae Wollmering, vice- president; May Walsh, secretary; . and Mae :Bangerter,"treasurer. • MARY KAY ' VERKENNES was recently elected president of the Minnesota Jaycee Women. JOHN BADALICH : was re-. cently re-elected chairman of the South St. Paul Housing and Redevelopment Authority (HRA). Other officers .elected were John Lannon, vice -chair-, man, and Betty Maine, • secre! tary. Regular . meetings' of tho HRA are held on the second, and fourth Tuesdays of each 'monf in the council chambers of tl: City Hall, 125 Third Ave. North ' • ■• The Dispatch 4A-tml Tuesday, August 19, 1980 Mighty bands span riv Twin bands of concrete and steel span the Minnesota Riv- er from Eagan to Bloomington in the form of the new Cedar Avenue bridge. According to William Nelsen, chief inspector for the state Department of Transportation, the mile -long bridge should be completed and open before winter. Work began about three years ago on the divided. four -lane highway project, estimated at $25 million. Con- tractors include Edward Kraemer & Sons, Inc., Plain, Wis., Johnson Brothers Co., Litchfield, Minn., and Lunda Con- struction Co., Black River Falls, Wis. The bridge will re- place a swing span bridge that is at least 70 years old, Nielsen said. Tha nld hridnawill hc. taken rinwn New Cedar bridge - gateway to hcities DEDICATION CEREMONIES Thursday, Oct. 30, officially Commuters and shoppers no longer need cross the old, nar- marked the opening of the new Cedar Ave. twin bridge. row bridge on their trips to and from the metropolitan area. Car thefts down; so are recoveries Industrial energy conservation More than 37% of the .total energy consumed in the United States is consumed by industry. As a result, federal regulations have expanded voluntary repor- ting systems, and states such as New jersey and Texas are im- plementing energy conservation standards and regulations. Add to this an unexpected doubling of energy costs in the next four years as well as cur- tailments of natural gas supplies for industry. The result: energy conservation programs will definitely affect the bottom line of every industrial enterprise. Many companies have already discovered about a 10% savings in energy is equivalent to hun- dreds of thousands of dollars in gross sales. To learn how to take advantage of these savings, the Association for Media -based Continuing Education for Engineers in cooperation with the Association of Energy Engineers has developed a videotape short course entitled "Energy Con- servation in Industrial Plants." It presents the - basics of mechanical, electrical, process and building considerations as they apply to energy con- servation. The course consists of ten video -cassettes, a workbook and a text and covers topics from "How to Get Started" to "Im- proving Plant Maintenance for Energy Savings." The program is available for either rental or purchase. Each individualvideo-cassettes may be rented for $75 a week or purchas- _ ed for $300. The entire program costs $750 for rental or $3000 to purchase. For more information contact: AMCEE Energy a, it, otik-, .C.LAPPI���i1 Elme m�� tormompi ■uI i i - mil n Li .41 Intern°,lormi a[oo., c.rn.v4a,c cc IILOCMINGTON ND POV $1.370 FORT snc[ Mc KATIORAL CEMF9Enr Bg cg g:A g_ wootaront DP. 11.1.411N. MI ALT A ALT B UPGRADE EXISTING CEDAR AVE-11 i i i 34th AVE ALT C 1 S. 2 CENTRAL CORR3DCR PROPOSED HIGHWAYS PROPOSED INTERCHANGES 000c , .399 cedar ! ave..s_ OF THE MINNESOTA � N BRIDGE CROSSING Z RIVER VALLEY X 100711.117.1m 000 4000 1 Ir r-utiorKil v•1•21... CEP. TE•T 4 4,/1111VWJ4 CP 81-001•10411A 77.= 'en POP 114,9,0 MOPANGTON et POP ..so E AG 19, groe'rr. " A !IV:ert." weit• .1ACR c• • felivaa et •••••• et o. !LE ••••,e et ALT A ALT B UPGRADE EXISTING CEMAR AVE -I 'Intl! 34th AVE ALT C I & 2 CENTRAL CORRIC3CIR PROPOSED 1-.,3HWAYS PF:OPOSED INTERCHANGE:7' 0 )( W • • .0. INN I • 1 imilwear • ma fm SS V Project Length: Project Termini: TRUNK HIGHWAY 36 (CEDAR AVENUE) "FACT SHEET" 5.8 miles Begins near proposed Interstate 35E and Cedar Avenue in Eagan and ends near Trunk Highway 36 and Interstate 494 in Bloomington. Type of Facility: Four (4) and six (6),lanes freeway design. Interchange Locations: Bridge Structures: Basic Right of Way: Estimated Traffic: Alternates Considered: Alternate A County Road 32 (Cliff Road), County State Aid Highway.30, Trunk Highway 13 and County State Aid Highway l.'(Old. Shakopee Road). Chicago and Northwestern Railway, Existing Cedar Avenue, Minnesota River and 86th Street in Bloomington. 275 feet to 480 feet. Two Way average daily traffic volumes. 1980 - 29,900 vehicles,-19907.'37,600 vehicles, 1995 - 46,300 vehicles: Proposes the construction of a freeway on the existing roadway (Cedar Avenue). Alternate_B _. -. Proposes -the construction of a freeway on -an all -new alignment. It is known as the 34th Avenue Corridor. Alternate C-1 Alternate C-2 Proposes the construction of a freeway on an all new alignment. It is known as the Central Corridor. It includes provisions for a future mass transit facility in the median space between opposing 'lanes of traffic. Proposes the construction of a freeway on the same alignment as proposed for Alternate C-1 except that it does not provide for future mass transit in the median. Alternate D This is a "Do Nothing" alternate, meaning that no action would be taken to build a new transportation facility. Estimated Cost: Alternate C-1 . . . $42 million with mass transit space. Alternate C-2 . . . $41.25 million without mass transit space. Funding: Est. total cost Alternate C-1 . . . $42 million River Bridge . . . $21 million Roadway and Bridges . . . $21 million Source of Funds: ; 1970 Federal Bridge Replacement Funds FAU (70-30) State Funds $11.2 million $21.6 million $ 9.2--mi 11 ion Total $42.0 'million Project Length: Project Termini: Type of Facility: Interchange Locations: TRUNK HIGHWAY 36 (CEDAR AVENUE) "FACT SHEET" 5.8 miles Begins near proposed Interstate 35E and Cedar Avenue in Eagan and ends near Trunk Highway 36 and Interstate-494 in Bloomington. Four (4) and six (6) lanes freeway design. County'Road 32 ,(Cliff Road), County State Aid Highway 30,. Trunk Highway 13 and County State.Aid Highway 1:(O1d.. Shakopee Road). Bridge Structures: Chicago and Northwestern Railway, Existing Cedar Avenue, Minnesota River and 86th Street in Bloomington. Basic Right of Way: Estimated Traffic: Alternates Considered: Alternate A 275 feet to 480 feet. Two Way average daily traffic volumes. 1980 - 29,900 vehicles,-1990 7 37;600 vehicles, 1995 - 46,300 vehic'1es. Proposes the construction of a freeway on the existing roadway (Cedar Avenue). Alternate_B .. _.. P.r.oposes-the construction -of -a freeway on -an all new---== alignment. It is known as the 34th Avenue Corridor. Alternate C-1 Alternate C-2 Alternate D Estimated Cost: Funding: Source of Funds: Proposes the construction of a freeway on an all new alignment. It, is known as the Central Corridor. It includes provisions for a future mass transit facility in the median space between opposing "lanes of traffic. Proposes the construction of a freeway on the same alignment as proposed for Alternate C-1 except that it does not provide for future mass transit in the median. This is a "Do Nothing" alternate, meaning that no action would be taken to build anew transportation facility. Alternate C-1 . . . $42 million with mass transit space. Alternate C-2 . . . $41.25 million without mass transit space. Est. total cost Alternate C-1 . . . $42 million River Bridge . . . $21 million Roadway'and Bridges . . . $21 million 1970 Federal Bridge Replacement Funds $11.2 million FAU (70-30) $21.6 million State Funds $ 9,2 million Total $42.0 million 417416 KW „". 11r. AVOSIMireAvra3 • • * EAGAN HRONICL SECTION A Vol. 1, No. 3 October 22, 1980 TWO SECTIONS Peacefully : gliding . up �; the Minnesota River, the: Josiah Snelling slides past the old Cedar bridge. Manarea residents have enjoyed cruises, dining and danc- ing Fon the Josial4Anejling. Excur sionists, who often inethe'wide decks to ,The old bridgehick has served river Traffic- for ` manyt years, is slated fore removal some tune next year..: Opening soon, the new Cedar bridge towers above . %,z ; er with adequate clearance space i nr, towboats; barges,: excursionand, the weytthe'scenery,,recall through r iieasure boats (photo -by Eugene- -:Ciay pened Cedar.` bridge' swim 'span • Eag4fl artist is a haema r • 111; " :a Lt` 41--tc,..- • 1 t INTERSTATE 494 !"---"nflFF..1:3 ROUTE • 207.— 4077 • t cedar ave. s_ . BRIDGE CROSSING OF THE MINNESOTA RIVER VALLEY o 1soo 1000 Figure romr—zC . fir.^h(- � . db. iLy .. 1 1 1' Y • Fin ,,,• _ .� �1�' 4-- �I11 .tiff,�t+. AtilPifikAkfori INNESOTA IVEI —' 0LJTE cedar ave. s_ BRIDGE CROSSING _ OF THE MINNESOTA RIVER VALLEY 500 1000 N) Figure OCTOBER 1980 Urban CoLiticilon..Mobilit_ 33 East Wentworth Ave. West St. Paul, Minnesota 55118 .(512) 457-1757 NEWSLE GREAT NEWS!! New Cedar Avenue Bridge AT LONG LAST, WE HAVE BROKEN THE BRIDGE BOTTLENECK NEW CEDAR AVENUE BRIDGE AND FREEWAY DEDICATION CEREMONIES WILL BE HELD OCTOBER 30, 1980 — 12:45 P.M. After 90 years, the "Old" will give way to the "New".{ Thanks to all of you who have supported the Urban Council on Mobility, at last we have an occasion to' celebrate. We sincerely hope you can attend, and help us rejoice at the "BREAKING OF THE CEDAR AVE.' BRIDGE BOTTLENECK". The Bloomington and Burnsville High School bands will provide the music. Speakers will be brief. Beautiful Queens will cut the ribbon. Horses and buggies, antique cars and fire engines, and 1981 cars will parade across the northbound bridge to Old Shakopee Road in Bloomington, and return back across the southbound bridge to Trunk Highway 13 in Eagan. After that, a reception will be held at the Lost Spur Country Club. All Urban Council on Mobility members and the public are invited. WON'T IT BE WONDERFUL TO SAVE AN HOUR OR MORE EACH DAY CROSS- ING THE MINNESOTA RIVER? — AND IN A SAFE, RELAXED MANNER! CEDAR AVENUE STATUS — October 30, 1980 — Open from 86th Street in Bloomington to Trunk Highway 13 in Eagan. -Fall 1981 — Open through the I-35E cloverleaf :interchange. I-35E from I-35W will be completed and open to Cedar Ave. at the same time. . — Fall 1982 — Open from I-35E to 138th St. in Apple .Valley. — Unscheduled — Zoo Road and entry to the Zoo are unscheduled due to lack of funding. Notorious Old Cedar Ave. Bridge About a year ago, MN/DOT changed Cedar Ave. num- bering from T.H. 36 to T.H. 77 _ YOUR CONTINUED SUPPORT IS NEEDED MORE "%THAN EVER In 1974, we embarked on a program to achieve our goal of completing our interstate highway system (I-35E and I-494) and constructing a New Cedar Ave. Bridge. With the ribbon cutting on the Cedar Ave. Bridge, it will be, "one" down — "two" to go. It has been a long, hard struggle, both in terms of time and money, to achieve this. We could easily write a book on the bureaucratic red tape and opposition we have had to overcome. Costs for court actions and legal fees on I-35E have been astronomical, and I-494 is shaping up to be as bad, if not worse. To those of us who daily fight the traffic conges- tion on the Mendota Bridge, it seems unconscionable that anyone would take the position of claiming there is no need for the I-494 Bridge across the Minnesota River. Yet, once again, court actions are pending. A small, but influencial, group is trying to move the freeway next to someone else. If they can not do that, they will use the well-intentioned environmental laws, as mischievous tools, to kill this very necessary transportation corridor. DANGEROUSLY CONGESTED MENDOTA BRIDGE Urban Council on Mobility 33 East Wentworth Ave. Wen 5t. Paul, Minnesota 55118. (812) 457-1757 THE NEED FOR COMPLETION OF OUR INTERSTATE SYSTEM IS APPARENT YOUR FINANCIAL SUPPORT IS NEEDED The cost of carrying on our campaign and maintaining an of- fice and staff, along with our court actions, has placed a heavy burden on our finances. We need your -financial sup-. port and will appreciate whatever . contribution you may make; renewed individual memberships, or in the case of sponsors, an added contribution. All contributions are tax' deductible. Please make checks payable to the Urban Council on Mobility and mail to: Urban Council on Mobility 33 East Wentworth Ave. — Suite 101 West St. Paul, Minnesota 55118 FIRST CLASS MAIL Mr. Ken Morrison 4269 Amber Dr. Eagan, MN 55122 RIBBON CUTTING DIRECTION MAP The Minn. Dept. of -Transportation (MN/DOT) would like all guests atten- ding the Ribbon Cutting ceremonies to enter on the New Cedar Ave. southbound lane at Old Shakopee Road in Bloom- ington. This will permit guest parking in that lane and will not interfere with the speakers' platform, the bands, and the horses and vehicles which will be lining up for the ceremonies in the northbound lane. URBAN COUNCIL ON MOBILITY ACTIVITIES — Production of "The Urban Connection" a 20 minute show — over 180 showings to date to governmental bodies, schools, civic and social organizations. — "How Long?" highway congestion and acci- dent posters in commercial and industrial places. — "Break the Bridge Bottleneck" billboards strategically placed. — 70,000 flyers distributed in Northern Dakota County alerting the public to each of the following DEIS Public Hearings: Dec. 3, 1974 on Cedar Ave. Bridge July 22, 1976 on I-35E Aug. 25, 1977 on I-494 Over 1000 people attended each hearing —U.C.O.M. Newsletters updating membership — Many news conferences — Numerous meetings with MN/DOT (Hwy. Dept.), local, county, metro, state, and federal officials and agencies. — Court actions. BRIEF HISTORY OF THE CEDAR AVENUE BRIDGE 1890 — Original Cedar Avenue Bridge built by horse and buggie labor to serve horse and buggie traffic. 1950's — Old Cedar Ave. Bridge unable to handle traffic generated by new growth. Need for new bridge apparent. 1960's and Early 1970's — All efforts to get a new bridge seemed futile. August 1974 — Urban Council on Mobility formed to "Break the Bridge Bot tleneck" and get adequate transportation corridors with a New Cedar Avenue Bridge and by completion of the long overdue I-35E and I-494 Interstate Freeways. December 3, 1974 — Draft Environmental Impact Statement (DEIS) Hearing was held at Mary, Mother of the Church. Over 1000 people attended — a first in Highway Department history. • January 13, 1975 — Metropolitan Council staff recommended the Cedar Ave. Bridge be given a low priority (32 down the list), and the staff report to the Metro Council doubted that a New Cedar Ave. Bridge was necessary. January 23, 1975 — Metro Council overwhelmed by U.C.O.M. and citizen turnout ob- jecting to low priority, demanding a new bridge, and justifying the need for it. Priority moved from 32nd to number one. March 31, 1976 — Final Environmental Impact Statement approved and signed by the Minnesota Highway Dept. and the Federal Hwy`. Adm. December 9, 1976 — Groundbreaking for New Cedar Avenue Bridge. October 30, 1980 — New Cedar Avenue Bridge Dedication and open to traffic. Apple Valley Mayor Fred Largen, Burnsville Mayor Al Hall, Eagan Mayor Herb Polzin, and U.C.O.M. Project Director John Klein on Dec. 3, 1974 handing notices to congested motorists to attend the DEIS Hearing on the Cedar Ave. Bridge that night at Mary, Mother of the Church. axe_ The Cedar Avenue Bridge which crosses the Minnesota River 4aett '_j 4414- -.,' = "__ was built in 1890 by Hennepin County at a cost of $31,000. Cedar Avenue north of Highway #13 was designated as a state trunk highway in 1957, and the "hand -opened swing -span" bridge srr1Jo.S the last of its kind to be maintained by the state. Designed for horse and wagon use, the bridge 5+441 carriel a heavy load of modern vehicular traffic, in addition to being opened periodically to allow for the movement of barges on the river. The new Cedar Avenue Bridge ILY1 a:-,Qe= - Ue= -- WaS An t<"iee completed 494,y. 1981.. Project Length: Project Termini: TRUNK HIGHWAY 36 (CEDAR AVENUE) "FACT SHEET" 5.8 miles Begins near proposed Interstate 35E and Cedar Avenue in Eagan and ends near Trunk Highway 36 and Interstate 494 in Bloomington. Type of Facility: Four (4) and six (6) lanes freeway design. Interchange Locations: County Road 32 .(Cliff Road), County State Aid Highway 30, Trunk Highway 13 and County State Aid Highway 1 (Old Shakopee Road). Bridge Structures: Chicago and Northwestern Railway, Existing Cedar Avenue, Minnesota River and 86th Street in Bloomington. Basic Right of Way: 275 feet to 480 feet. Estimated Traffic: Two Way average daily traffic volumes. 1980 - 29,900 vehicles, 1990 - 37,600 vehicles, 1995 - 46,300 vehicles. Alternates Considered: Alternate A Alternate B Alternate C-1 Alternate C-2 Alternate D Estimated Cost: Funding: Source of Funds: Proposes the construction of a freeway on the existing roadway (Cedar Avenue). Proposes the construction of a freeway on an all new alignment. It is known as the 34th Avenue Corridor. Proposes the construction of a freeway on an all new alignment. It is known as the Central Corridor. It includes provisions for a future mass transit facility in the median space between opposing lanes of traffic. Proposes the construction of a freeway on the same alignment as proposed for Alternate C-1 except that it does not provide for future mass transit in the median. This is a "Do Nothing" alternate, meaning that no action would be taken to build a new transportation facility. Alternate C-1 . . . $42 million with mass transit space. Alternate C-2 . . . $41.25 million without mass transit space. Est. total cost Alternate C-1 . . . $42 million River Bridge . . . $21 million Roadway and Bridges . . . $21 million 1970 Federal Bridge Replacement Funds $11.2 million FAU (70-30) $21.6 million State Funds $ 9.2 million Total $42.0 million E 0 m 0 2 m n D m 4 E 0 0 GI 0 I N n 0 2 r 0 0 D 8 a 1 1 w 5 m mum-3A § 01 0 qi m CIE01 zyz go tr nk highway 36 OOO 000000O000000000 it� INTERSTATE 494 PROPOSED ROUTE PROPOSED INTERSTATE 3SE PROPOSED HIGHWAY 36 7 cedar ave_ s_ BRIDGE CROSSING OF THE MINNESOTA RIVER VALLEY O so() loon Figure Distributed Every. Apple Valley * Bumsville * Rosemount .* Eogon * South St. Paul • •:*" West St. Paul 000 Homes `in 21' ik Inver Grove`Heights;-." * Sdvo e * Prior Lake * Mendota Heights *' Lakevillet Sunfish Lake * Shakopee -• *:Farmington '' * Ha mpton VOL: 2, NO. 31 .. - Over Y4 MillionRieaders ThiswIek,' Emry Vielr • `:'Ni PV PV * Cadele Rods- * Liydale Coates . _4'Wew Mcrkef Y * ENV.? _ '* Randolph, .-78841 by People's Natural Gas. Now, with the moratorium lifted 'and much other close -in, developableland alreadx. taken; the ` spotlight has shifted, ins delay -action fashion, to Eagan. Eagan was also blessed by nature with a topography much in demand to- day; according: to Dale Runkle, plan- ning director for Eagan. He calls it "terminal moraine," : In layman's terms, this means a glacier gave up on its southward journey where Eagan stands today. The result is a pleasant ,. expanse of tree covered rolling hills and water -filled vales, which are. a marked cOntrast,tb, the ground -down areas, to:'the north'''With`"hgmebu yers today wanting to be, close to both nature and the city, Eagan offers ex - tight hand of the Federal Reserve to What will Eagan do with the growth? some extent because of something call- Plan for it as best as possible, Hedges ed a ,"tax-exempt single-family mort- replies. gage revenue bond," "The city is quite concerned with its The Eagan City Council floated a destiny," he said. "We've just spent 14 $20.4 million issue of these bonds this spring. Because, ,the interest on such bonds is tax-exempt, they attract in- vestors at a lower rate of inter 'St, which means that participating len institutions in Eagan have had m rt ready for submission to the Metro w t 1 . i= will be adopted- by the Eagan City months working on a comprehensive guide plan.: We've worked hard and we think it is an effective, controlled plan_ o guide Eagan's growth." ng The comprehensive plan now is - interest. d gage money available at 11 3/8 percenCouncil. After review by the council, it citing posatbiltties. Right now that is more than one and Council. The plan, Hedges _said; re TEt c` Isas;a a+ ^roar etto half percent,„ lower ,than prevailing': quires that development be coor t� a 1.. -'?.! s' wort a e interest rates around the•dinated with roads, utilities and other. curve easf"of Blackhawk rather than go .' O'home; drat: services. so that ;growth' does; riot'"Change �s E)rt ��. �. � over its That was achieved only ,414irg" a r?onthly, mortgag07 oiitstrip the`city s ability to handle it: .. :a s ��r �C vacQa }� payntenf byabout $75, giving Eag rtafter great effort by a handful of;a Indevelgping the plan, Hedges said, Blackhawk Lake residents who refused rnore.'than ' 3,{t t Cross -Blue Shire 1,200.- Sperry•Untval 6bn' %In 'break ground for a new% building on their Pilot Knob Road campus .,which will add an additional 400 johs' over the • text 18 months, t Still, :all the factors listed :above Fat mally elicit, such a strong ceA of t u ent tight an as escaped money market. substantial edge in attracting home :, the city council attempted to cont to buyers. :. the desires of those residents whb, en - The foregoing sounds like a promo -courage continued urbanization, and those who desire to retain at least some tional ad' for an Eagan chamber of comtnerce,,`which it well could be. Nevertheless, it's all true. The access is improving, the. -freeways are "planned, thelandscape it foveiy.:. All Este factors:, will meanm ore growth for Eagan.'Flie{"question is: of Eagan's rural quality. "We want to make certain," Hedges said, "that developers dctcorne,in, buy up land and create development that the' city can't live with'. 'The city council has been quite careful. It's picking and choosing. We've had peo- ple coming in here with grandiose ideas, wanting to level hills, put up apartments and get federal money. We've told them 'no way —that's not tight for Eagan."'" The conflict facing Eagan as it works to cope .with the growth is best ex- emplified' by maps of the city. The large one on the wall outside Hedges' office shows the proposed I-35E run- ning straight across Blackhawk Lake in central Eagan. The new, small map that Hedges hands to a visitor shows a new route. The interstate is now proposed to to see -their lifestyle ruined for the sake of a concrete` corridor: They took on the state, refused to give up despite numerous setbacks, and, finally, won. Hoty many more such battles are in Eagan's future? Who will win and who will lose? Onlytime will tell. Virtually certain, however, is that the Eagan of 1990 will be a far cry from the Eagan its residents know today. • NINETY-SIXTH YEAR Single Copy 30C FARMINGTON, MINNESOTA, THURSDAY MORNING, OCTOBER 30, 1980 Cedar Ave. Bridge opens Oct. 30 EAGAN — The opening of the new Cedar Ave. Bridge is scheduled for Thursday, Oct. 30, with bridge dedication ceremonies beginning at 12:45 p.m., with a news conference preceding the dedication at 11:30 a.m. The dedication ceremonies, held at the south end of the bridge, will include a ribbon -cutting, and a parade of horse-drawn vehicles, antique cars, modern cars, and buses across both spans of the bridge. Governor Al Quie, U.S. Representative Tom Hagedorn, Richard Braun, MnIDOT commissioner, and John Bowers, assistant division administrator for the Federal Highway Administration are scheduled to speak. The new bridge and new Cedar Ave. will be opened to traffic late in the afternoon, following the dedication. vet. 'We have an activities super- visor planning free time pro-' -grams. - Weas grandparents receive no payment:from L'Chaim and can see no reason to condemn such a program. Signed, Agnes Leidner, Farmington; Vern Mickelson, Burnsville; Evelyn O. St. John, Burnsville; Beatrice Johnson, Burnsville; Randy Westering, Burnsville; Lincoln Swelland, Farmington; and Ruth Ries,, Burnsville. Dog registration October 23, 1980 To the editor: When pet owners again register their dogs for the coming year, they should be aware of an im- provement that will be forthcom- ing on the 1981 tags. For the first time, "MN." will be imprinted on the tags, at no additional cost. Those citizens who travel with their dogs can now rest assured' knowing that, if the animal is lost, the finder will know that Ap- ple Valley is located in the great state of Minnesota. of life issues. If you care that these issues are met and dealt with successfully, I ask you to vote Nov. 4 for Don Romain for city council. His candidacy brings a deep concern for. Apple Valley and the managerial experience to get the job done. You'll find -him to be a responsive representative for the whole community with the ability to get to the heart of a problem and the desire to do •so'fairly'. Don is employed, with 'the Bell System - long a corporate leader in management training, com- munity ' awareness and innova- tion - and we have the opporunity to elect Don to city council and benefit from his years of training and experience. Let's not let this chance pass us .by: • Talk, and listen to Don Romain and vote for him. Nov. 4. You'll be glad you did. Sincerely, BARBARA PATZKE 201 Edgewood, Apple Valley Chulyak genuine To the editor: In eight years as a resident of can - Special thanks are due to Apple diApple Valley, I've found no Valley Police Chief Lloyd Rivers moreore for city reprel who could and to Joyce Viveiros of the Ap- tgenuinely overwhelmingresthe.in- and ma- ple Valley Police Department jority r of the tsthaMike who acted upon a request for the Chulyak. votes than Mike fami- additional information. From his age and ly's size to his concerns and in- terests, Mike seems like so many other young men we all'know up and down the, street. But Mike's'no common man by any means. He has generously given of his time over the years to a wide variety 'of volunteer ac- tivities, such as Jaycees, Chamber. of Commerce, park committee and planning commis- sion. In the giving of that time he has never failed to influence the outcome of events. Mike • Chulyak is an ap- proachable sort of person who will' listen and respond without turning his back to our concerns about parks, speed limits, taxes and development. Employed in the city's largest industry, hous- ing and real: estate, he understands the value each of us places on our homes. He'll help us protect thoseassets; because. to Mike a home;3sn't justl,an.asset,' it's his livelihood. Mike Chulyak •is , a r' tough-1 minded young -Apple Valley businessman who recognizes that there is no gain without a ven- ture, without something at risk. the band always performs for the football and basketball games -why not just one soccer game? Sincerely, - ARDELLE A. VANDER AARDE 14017 Frontier Ln., Burnsville Sincerely, FRAN DOERNER 13588 Embry Way Apple Valley The AV'ban• d October 23, 1980 to the editor: _ All school year we waited, for the appearance of the Apple Valley School Band to play at one of , our soccer games. We . never saw them! When Rosemount hosted. the Apple Valley - Rosemount game, Rosemount High School gave . us first class entertainment full band and the Irishettes performed. Winning the game was the only thing we won that night. When we hosted the return game, Apple Valley had lots of spectators, but again, no band, no danceline. We all waited, for the playoffs ,- surely. the .band •would play for that - after tall; we were undefeated in conference games and the best record ever. Again, no band. Our family has not missed a high school football game, basketball game or soccer game • Mike is willing to venture his since the school opened. We know :time for a strong city council and we, the citizens of Apple Valley, will bank the benefits. • I urge all my friends, neighbors and fellow Apple Valley voters to support Mike Chulyak for city council. He's on nobody's ticket but his own. DAN O'NEILL 499E 149 Path, W. aauB . uIc wuiuig There :are several important issues which should be brought to light. Without complete information an -incorrect conclusion can be reached. This city election is critical to . the future of Farm- ington. I would urgethe citizens to investigate the issues and be sure to express their preference by voting Nov..4. Cooperation between govermen- tal units: This issue is always important but to this immediate area it is critical. Farmington's reputation for cooperation between it and the surrounding communities is not good:The time has' come for some open discussion regarding common goals and cooperation in attaining . these goals. Farm ington's.position in the corner of three townships`and immediately adjoining Lakeville makes this type of 'cooperation necessary to everyone. You may., :recall several lawsuits regarding an- nexation which, has touched almost: every .'one, of our neighbors:Time for. healing,these wounds and' some ' constructive work together; as partners'.:not enemies.. There. has been no, hint of this in the'past four years. , HRA: ... , , The HRA idea started as a resultof the need Edit. , a retail outlet for the downtown area. The study committee appointed'noted a more general.' need and broadened the purpose to include several goals. The HRA has had three successful projects, and these . projects have spawned other capital improvements. It has been°said that the HRA is broke and has a $47,000 debt to HUD. The:HRA.is not in a troubl- ed financial condition, in fact, the opposite. is true. The ' city has levied very little to suuport the HRA and it is well able to negotiate a compromise on ' its argument with HUD. The HRA has the ability and the machinery to help . • the troubled business community.' All it needs is a positive attitude from the city council., and some imaginative leadership. Park and recreation and arena: Our community: ' has made 'great strides' in the''pait' 10 to 12 years' in establishing -a -park system ' which was non-existent before that time. The arena was a large undertaking "for .our size community. Much work has been accomplished. These are facilities which can make us very proud of our community. It is alrming, however', that reasonable reserves are not be- ing,: established • for . equipment renewal. .Proper funding for maintenance is sadly lacking. Municipalfinancial condition: Farmington is not now nor was it four years ago in dire financial condition. 'There is no deficit of honest Way. Her business experience is rooted in her background in business and accounting and -her insistence on responsible fiscal management for the city -run businesses, such as the golf course and liquor stores. ' Leadership is demonstrated in her successful founding of the Ap- ple Valley,Women's Club and the many executive positions she has held on both local and state levels. Sincerely, CAROL METRY 15754 Henna Court, Apple Valley Vega for pro -life October 26; 1980 - `. To the editor As an active pro -lifer and past Chairperson of a pro -life chapter in the -County -of Dakota, I -urge you to re-elect Senator Conrad Vega. Senator. -Vega has . sup- ported all pro -life legislation , to the extent -that he has established a 10096 voting record with MCCL. You need his positive approach to continue the efforts of the pro- life'movement in the State of Min- nesota, and more specifically, in Senate District 52. Please join me and vote for Senator Conrad Vega Nov. 4. Thank:you!, Sincerely, . • JUDY -GILBERT (MRS. ELDON) 1341 W. 22nd St., Hastings : - Fiscal experience October 21, 1980 To the editor: On .Nov. 4, the voters of the Third ,District in. Dakota County have the 'opportunity to elect an extremely well -qualified can- didate. John Voss, candidate for. the Dakota County Board, is well- known to us and we feel he has the experience and knowledge to representthe-votersof the Third District ina professional man- ner.' ' Dakota • County . is growing rapidly in population. We need the corresponding services to handle this rapid growth without financially', shortchanging _'the present residents. John Voss has 'the fiscal experience and"exper- tise gained froth- operating his own small business as well as the education . to 'guide the county through this period of expansion. We are voting for John Voss Nov. 4 and we urge our fellow residents of .Mendota Heights to also cast their. vote for John. Voss. Sincerely,• • PALE 'AND JO PETERSON 831 Cheri Lane ' Mendota Heights A ► 'ow. .vnfol'• . . or a ex of the proposed amendments.) Although the language of the amendments as they will be on the ballot sometimes appears to be quite complicated, a review of the five amendments shows they can be simplified. First Amendment: • reappor- tionment. Currently, the state legislature draws the boundaries of legislative and congressional districts. This amendment would give that power to a bi-partisan commission. Legislators have a lot to gain or lose as a result of the drawing of boundaries, so this amendment would give the power to a ,group without this same self=interest. The amendment:appears to be universally favored by organiza- tions that have taken, a stand on it. SecondAmendment: campaign spending. This as. perhaps the trickiest 'amendment on the ballotbecause4hat it says isn't really, what it does. There already are . campaign spending limits for candidates; public disclosure is currently re- quired. Passing :the. -amendment would raise the .spending limits and the tax check -off; defeating the amendment would . remove the spending limits, hut: -public financing would continue'and the legislature would. have: to' deal with the issue. The arguments boil down to this: proponents say that spen- ding limits are a necessary part of ensuring fair campaigns; op- ponents say they aren't and in - public financing. Third Amendment: highway bonds. Approval of this amend- ment -would remove restrictions that' limit the sale of highway bonds, especially in the market conditions of the current economy. The highway department has statedthat without the approval of this amendment, it cannot complete several highway pro- jects. . Fourth Amendment: initiative and referendum. This amend- ment has prompted the most con- troversy as well as the most ink. The idea is simply that, if pass- ed; voters would be able, with certain restrictions, to place laws on the ballot for a vote. Proposi- tion 13 in California and the nuclear power plants referendum in Maine are two examples of in- itiativeand referendum. There are many and varied groups both for and against the idea. Those in favor claim it is a good way to check an unrespon- sive legislature and is a form of direct democracy. Those against say that the Min- nesota Legislature is a very representative body and this will only hurt that. Also, they say, the most well -financed side. of a proposition will win. • Fifth Amendment: notaries public. No further explanation is needed for this amendment, ex- cept that the governor appoints the notaries public and approval is a routine matter. TIM DORNFELD Leadership ability To the editor: Much has-been written and said about the voters lack of a clear cut choice for a presidential can- didate in the forthcoming election but this is certainly not true -for mayoralty race in Apple Valley where one candidate is outstan- ding with his qualifications. Mike Garrison has clearly demonstrated his leadership abilities as our mayor for the past two years as well as his service as a member of the city council for eight years :prior- to being elected as mayor... •. , ' Apple Valley is fortunate to .have.•.an incumbent ;candidate with his experience and qualifica- tions who is .willing. to serge .as mayor and he deserves the sup- port of every•citiien.: . I would urge,everyone to vote on"Nov..4.and most important, be sure to cast your ballot'for.Mike. ARLEIGH THORBERG,, Apple Valley Lakeville council agenda LAKEVILLE—The next regular meeting of the city council is set for Nov. 3, 1980 at 7:30 p.m. The tentative agenda for the meeting is as follows: 1. Roll call. 2. Approval of minutes of the Oct. 20, 1980 meeting. • 3. Approval of the claims for payment. 4. Staff reports: - • A. Attorney B. Engineer ' C.•Administrator 5. Receive ;the minutes of the Octy 21 • natural resources committee; Oct. 15 park . and recreation'coniinittee and Oct. 16'plann- ing commission meetings. 6. Application of Lakeville Parking, Inc. to rezone lots 1 through 5, block 8, Berre's Addi- tion.and lot 12, block 14, Original'Town of Fairfield Addition from R-5, multiple residential, to CBD-C, Central' Business District -Commercial, located at the east side of Holt Ave: south of 207th St. 7. Application of Central Telephone Com- pany for a conditional use permit to bury an undeground gasoline tank to supply fuel for an emergency generator at 20715 Howland Ave.- 8S. Application of Steven Sizer to replat.lots 3 and 4, 'block 1, Oak Hills First Addition, located on the south side of the service road on the south side of 175th St. 9. Adoption of an ordinance amending Title 10 of the Lakeville City Code, being the sub- division ordinance ;of the City of Lakeville pertaining to the conveyance of land by Ea •a:n Council Work Begins For Cedar Avenue Bridge EAGAN — According to Ed Studniski, foreman with Lunde Construction Co. (Black River Falls, WI), these two men are pert of a crew unloading H-beams at the Cear Ave. bridge. These beams, weighing 400 lbs. each, came in on a barge from Gary, IN, Nov. 18. Sometime next week work on the foundation of the new bridge should begin with prepara- tions made to place the fill beams, said Studniski. '.-- Adjustable SHELF HARDWARE • 1,,...1 Our entire stock Reduced 10% • 'firc! .s..-.. t'r s..1 . From regular prices .... i . . . . Nr.")'• . • • 'in--i. . ii .- f. -- vic.- rm4r.t. It i`vi s'.111-1/-4-tes-lres.45Yi -kie14'.-1',2! 5 - :..C..(-4,-;:--ici.---"•.-ZN.7.,__ c'::::::::5.,•c;&1-Ar-:/.... :::?leZa.:::-,'---...t.k.17 kJ' ir r fe4 le -IL . I i .. A. .... — -i • -7 lift :::j.,-,..:.4...!-;(c•• -,...-.".-.••,-, • 'N.:---,.._ ,..--_,-.‘,-s .•-s.,-,-- N-.N- ... -.-.%•.--. . , ... i ilk; • . e-- f5I'l .„-..•\, •--.,' • • AN • 1111E-COViE • • . OLD • C-4--;-`:CENG ..; 11%). • • Special! 2,x 4-ft. economy ceiling panels. can do it yourself with .our grid system ceilings. seot. ' Bathroom Vanities NO quicker, thriftier way to up -date youribath- i.-N,,, room. See our vanity displays sP Jativirc'epia:....t„-vixiae,;p4vgatgi,?-4(Aiehatty145:LWRI:;102;1'4.00,'"d!.%-g-Ad43 R HIE 469-2116 I,•., EciAL %)?;) 414., (4'1 11. 1 TIONS EDuc During this sale • riN IHNG ENTERS • Lakeville, Minn. CUL.),1Z vF <45 N-o-ry c\) A L 1 7 y o f COLD k c7 2 I PROPOSED 1NTERSTAT" 35E 7 a Li ! a 'r i IIEY"t w P7 T L BRIDGE CROSSING i OF THE MINNESOTA RIVER VALLEY Y N' Figure PROPOSE:. ,NTERSTATE 36E '144410-- .17‘144.4171agairle 'VW Cfitiew T rs 1? _.�� JI Fen • 1alCUTF cedar ave. s_ BRIDGE CROSSING OF THE MINNESOTA RIVER VALLEY j S00 1000 Figure PR/ME CONTRACTORS ACT/ON CONSTRUCT/ON CO. AN/SH/NABE ENTERPRISES INC. BROWN AND L EOU/L INC. CLECO CONSTRUCT/ON D. H. BLATTNER AND SONS INC. D/ESETH SPEC/ALT/ES ED KRAEMER AND SONS HOFFMANN ELECTRIC JOHNSON BROTHERS COMPANY LUNDA CONSTRUCT/ON M/NNESOTA VALLEY SURFACING PARK CONSTRUCT/ON COMPANY. - RA/NBOW INC. � F PROOR-AM woi see a Thomas' Jefferson 'Bond Burnsville Band • wucaudge ! by •' Or' -'EARL BENSON by ROD ELL ICKSON BLOOM/NGTON • MASTER OF CEREMON/ES — TOM HE/BERG Introduction of Guest Speakers Urbdn Council on Mobility BENEDICTION.. -, FATHER ..BURNS MN/DOT COMMISSIONER RICHARD BRAIN (O4) Lt4r6uNC/L ON MOBILITY JOHN KLEIN Asfis-htinkplivrndenggicii ADMINISTRATION - JOHN BOWERS CONGRESSMAN . TOA/ :HAGEDORN \° ' GOVERNOR AL QU/E RIBBON CUTTING — AREA QUEENS PARADE RECEPTION AT THE LOST SPUR COUNTRY CLUB 2750 S/BLEY MEMORIAL H/GHW4Y 2: 00 pm - 4 .'30 pm RECEPTION SPONSORS , CHAMBERS OF COMMERCE APPLE. VALLEY, - BLOOM/NGTON, BGRNSVILLE, NORTHERN DAKOTA COUNTY AND RICHFIELD. - CLECO CONSTRUCTION - DAKOTA COUNTY DEVELOPMENT ASSN. - D.H. BLATTNER AND 'SONS INC. ' DUNN .,4ND.,CURRY, - ED KRAEMER AND SONS - HOFFMANN ELECTRIC - LUNDA CONSTRUCTION - M/NNESOTA VALLEY SURFACING - PARK .CONSTRUCT/ON - RAINBOW INC. - UCOM. MN/DOT SECTIONS ADMINISTRATIVE BRIDGE DESIGN CONSTRUCTION DETAIL DESIGN ENVIRONMENTAL SERVICES HYDRAUL/CS AND WATER OUALITY MAINTENANCE OFFICE SUPPORT PRELIMINARY DESIGN RIGHT OF WAY AND UTILITIES SOCIAL ECONOMIC STUDIES SOILS, FOUNDATIONS,-., MATERIALS AND GEOLOGY SURVEYS AND AERIAL MAPPING TRAFFIC Tke Tranportation wish to thank each and every., one d, you who kelped' in the Planning and Construction- of Cedar 'Avenue New Cedar bridge - gateway to the cities DEDICATION CEREMONIES Thursday, Oct. 30, officially marked the opening of the new Cedar Ave. twin bridge. Commuters and shoppers no longer need cross the old, nar- row bridge on their trips to and from the metropolitan area. Car thefts down; so are rPe-nve.:.,.. Industrial energy conservation More than 37% of the . tol energy consumed in the Unit States is consumed by industr As a result, federal regulatioi have expanded voluntary repo ting systems, and states such New Jersey and Texas are in plementing energy conservatio standards and regulations. Add to this an unexpecte doubling of energy costs in th next four years as well as cur tailments of natural gas supplies for industry. The result: energ conservation programs wil. definitely affect the bottom line of every industrial enterprise. Many companies have already discovered about a 10% savings in energy is equivalent to hum- dreds of thousands of dollars lit gross sales. To learn how to take advantage of these savings, the Association for Media -based Continuing Education for Engineers in cooperation with the Association of Energy Engineers has developed a videotape short course entitled "Energy Con- servation in Industrial Plants." It presents the. basics of mechanical, electrical, process and building considerations as they apply to energy con- servation. The course consists of ten video -cassettes, a workbook and a text and covers topics from "How to Get Started" to proving Plant Maintenance for Energy Savings." The program is available either rental or purchase. Each individualvideo-cassettesmay be rented for $75 a week or purchas- ed for $300. The entire program costs $750 for rental or $3000 to Purchase. For more Intnrrn nn YANKEE DOODLE ROAD PROJECT 1996 - BRIDGE OVER I 35E Distributed Every * Apple Valley * Bumsville * Rosemount * Eagan * South St. Paul *' West St. Paul' Monday to More Than 72,000 Homes in1' Cornnittes, * Inver Grove Heights * Mendota Heights * Shakopee * Savage *' Lakeville * Farmington * Prior Lake * Sunfish Lake * Hampton * Co&ile Rode • *Flew Market? * Lilydale * Elkp.i * Coates * Randolph, J` VOL. 2, NO.31 • 'Oyer Y4 Million`Readers Thisweek, Every;Week t2a63-78841 wr.ers� !rMNr�IIDiOt 11.611 Mi T .�� .A.rw,el O' A..), *AAA :.1I.....AO ilai.,w.4i..l.ase l;t. / !flag ii :.6 +_. £li ;1 !MIIRZIbYiC M�Yi .g,.5ur _...� i..�. Adverse Weather And Cement Shortage May Delay Completion Of Cedar Bridge CEDAR AVENUE BRIDGE -- construction continues, with a target date for completion in late fall of 1980. Project engineer Bob Dobbin said, however, that adverse weather conditions and the cement shortage could drag completion out into 1981. The bridge will handle three lanes of north- bound traffic and three lanes of southbound traffic, and is expected to greatly relieve traffic congestion on the I-35W bridge. Total cost of the Cedar Avenue Bridge, under four separate contracts, will be approximately $25 million. tuorm 8.10-17th R:10-17th 9900 uth n either North Central or n airport and hotel with 12-attraction ticket your family's week a this winter! le travel place ' FFICE BUILDING VILLE, MN 55044 12) 469-4958 E;p oo it io(,Gi CHRIST Beautiful Christmas decora- tions at every turn, •choirs. caroling on the mall, charming animated displays, old Saint Nicholas himself. and lots o.f • great' gift ideas. Join, us• at of Burnsville Center for an old • fashioned family -style • "Country Christmas". LO t ti P i BURN1SVILLE -CENTER 35W & COUNTY. RD 42. PH. 435-8181 MON-FRI 10-9:30. SAT 9:30-9:30. SUN 12-6. CHRISTMAS EVE & NEW YEAR'S EVE 12-5 .,t Work Continues On Cedar Avenue.Bridge EAGAN -- Work continues on the Cedar Ave. Bridge crossing the Mississippi River. Concrete was poured on the decks last week and will continue about mid -week, a spokesman at the site, said. General contractor Ed Kraemer and Sons have two contracts. The abutments, piers and pilings, costing $5,393,306.20 were 89% complete as of September 10. The project, started in July 1977, was to take 270 working days. The second contract for the approaches, super structure, concrete portion and arch stands costs $11,836,051.95 and was 18% com- ,1ete on Sept. 10. This was started Jan. 9, 1978 and is scheduled to take 460 working days. STANDING HIGH above the ground, these cement piers are on the east side of the Mississippi River. The structural steel contract was awarded to Cleco Construction Co. at $4,738,277.80. As of Sept. 10 30% of the project was complete which began Jan. 9, 1978. A total of 295 work- ing days to complete the project was allowed. The conrete piers will support the steel and concrete roadway which will carry the traffic both east and west from the Eagan, Burnsville and outlying suburbs to the metro area. PAGE 2B. Prior Lake Players . Set 4 .Performances PRIOR LAKE --The Prior Lake • Players will present their 12th production, "Never ; Too Late," Oct: 21, 22, 27 .and 28, 8 p.m. at Prior Lake High School. The production is under the direction of'. Jack and Jan Norstad, in, their. sixth directing assignment: The players ,are in • their seventh year. • Members ofthe cast include: Nick .and, Patty, Sotis as Harry and : Edith Lambert; Paula Kalton, as the Lambert's • daughter Kate; John Packer Jr, • as Kate's husband Charlie; Joe Burke as,Dr.;James Kimbrough; Bonnie' Benham as Grace. Kim- brough. . • ''Also Ruth. -Horn as Mayor Crane; 'John• Kalton as the han- / dyman; ,and Jeff Hennen as the policeman. , Offstage members are: Dave Gerdes, lighting director; Mari Burke, make-up; Doris Larson, • costumes.; • Charlotte Packer, props; , 011ie. Kaldahl, set design; John Gustafson, set 'construc- tion; Inez Stevens, tickets; Karen Packer, house manager; Gene White, first nighter; and Peg:Ferguson, publicity. Tickets for the, performance are $2.50 with a'$1 discount for senior citizens and students. Les Quatre Amis Ranked Third By `Corporate Report' NORTHFIELD==The Northfield restaurant Les Quatre Arnis is ranked -third; by 'Corporate -Report's' restaurant critic in the magazine's •annual silver. spoon awards. The restaurant, also known • as The -Four Friends, placed sixteenth in • the readers' poll in the selection of the metropolitan area's best . :restaurants. ' • The Silver Spoon Winners were announced in the October 1978 is - Open House Planned For . Robert J.orvig. • WEST :ST.. PAUL--an open house honoring photographer - artist Robert Jorvig is set for 7 to 9 p.m. Wednesday, Nov. 1 at the• Sky Gallery, 950 S. Robert St. ' His work will show abstract art forms in both natural and man- made environments. Jorvig studied landscape design at the University of Minnesota and city and regional planning at Harvard Graduate School of Design. His training and work have created a long-standing interest in 35mm color photography and recently he became involved in the enlarging process of.eolor film. His work will be ondisplay dur- ing 'November in the gallery, operated by the *Fine Arts Society of Dakota County. Inver Hills „ Presents Free Play INVER GROVE HEIGH_ TS-- `,`The Belle of Amherst, a one, woman play about - American poetess Emily Dickinson, will be presented in a free performance at 1:30 p.m. Tuesday, Nov. 14, at Inver Hills Community College. 'The play, which is part of the statewide touring program of Chimera•Theatre Company in St. Paul, stars, Mikel• Clifford as "The Belle of Amherst." A Twin Cities' actress, Ms. Clifford re- cently appeared • , as Lily in Chimera's acclaimed .production of "The Freedom of the City." "The Belle • of Amherst" com- bines the- poems, • letters and background of Miss Dickinson in- to a one -woman show. The play touches on the reclusive life Miss Dickinson led in her home town of Amherst, MA, and presents in- cidents from her life and samples of her poetry that reveal her vibrancy and zest for life. Warren Frost, who toured A NIGH IiVE The following is a listing of som mediate area. Any firms wishing to at 463-7884. APPLE PLACE, corner of Co. Rd Oct. 26-28, 7:45 to 11:45 p.m. Oct APPLE ROLLERWAY, 7700 147 Oct. 28. " JIMMY'S LEMON TREE, 14990 27-28. • BURNSVILLE BOWL, 1200 E. H Oct, 29; "David 'Elvis'•Carroll," 8- GREENHOUSE, 'second level of p.m. Oct. 26-28 and '30,"12:30•to DISCOTREC I, next to Cedarva Oct.29. •HALFWAY,HOUSE, Hwys. 55 p.m. to 1 a.m.. Nov-1. - ITALIAN PIE SHOPPEB WINE Oct. 26 and Oct. 29. Nov. 1. LOST SPUR COUNTRY CLUB, to midnight Oct. 27-28.' • MURPHY HOUSE, Hwy. 13 - F LEAN'S, 4185 S.,Robert Tr. - " . 1 1:45 p.m. Oct. 29. , DRKULA'S BOWL, 6710 Cahill DUKE'S, 6449 Concord Blvd. - night Oct. 29. • 'CHART HOUSE (membership r Swani, 6':30.to'10:30 p.m. Oct. 29 .-JOHN..L'S, 1%. miles south of_C featuring Lennie Reed;" .9 p.m. to -SEA GIRT, Orchard Lake - Live JAZZ EMPORIUM, 400 D St. - 27-28; traditional jazz music, Oct. PAREE LOUNGE; Hwy: 13- "R p.m.•to 12:45 a.m. Nov. 1. . COATES STATION; 15981 Cla 27-28: , • - ROSEMOUNT AMERICAN LEG 27:28. DAN'S BAR, New Trier - "Yipes DIAMOND JIM'S, 801 Sibley M Bookends," Oct. 26-29; Woody W DAKOTA COUNTY TRIBUNE NOVEMBER 6, 1980 DAKOTA COUNTY TRIBUNE SECTION C Pin found in Halloween candy ROSEMOUNT--At approx- imately 8:30 p.m. Nov. 3, it was reported to police that a straight pin had been found in a piece of Turkish taffy, Halloween candy. According to the police report, the youth had gone trick or treating on Dahomey, Dallara, Damask, Danbury and 150th St. W. This incident is under in- vestigation. Cedar Ave. Bridge finally opens BURNSVILLE — Throngs of people attended the bridge opening ceremonies for the new Cedar Ave. Bridges Oct. 30. The dedication in- cluded area queens, council members, mayors, legislators, and communi- THE BURNSVILLE High School Marching Band and color guard lead the parade across the new Cedar Ave. Bridge during opening ceremonies Oct. 30. Both the Burnsville and Bloomington Jefferson bands participated in AREA QUEENS and politicians cut the ribbon to open the new Cedar Ave. bridges Oct. 30. Pictured from left are, a Mn/DOT employee holding the ribbon, Gail Morrison, Jann ty groups. The dedication ceremonies began at approximately 1:15 p.m. and the bridge opened for traffic at 4 p.m. The first fender bender occurred at about 4:04 p.m., closing the bridge until the traffic was cleared. the ceremonies and parade, as well as numerous antique and classic cars, horseback riders, and fire department equipment from Bloomington, Burn- sville, and Eagan. Eichler, Tom Heiberg, Sandy Swenson, and Jackie Carlson. Congressman Hagedorn and Governor Quie are behind the queens. Cable television proposed in Burnsville BURNSVILLE -- Burnsville Cablevision has filed a proposal with the Minnesota Cable Board to designate Burnsville as a cable service territory. Tom Dowden, President of Dowden Communications and spokesman for Burnsville Cablevision, stated, "We are very pleased to submit the pro- posal to designate Burnsville as a cable service territory, thus enabling the city council to begin the process of awarding a fran- chise to build and operate a cable television system in Burnsville." Burnsville Cablevision will be a corporation consisting of Marilyn Buckingham, associate dean of continuing education - Inver Hills Community College; David C. Malmberg, president - National Computer Systems; Jeffrey T. Pearson, president - First Na- tional Bank of Burnsville; William N. Shiebler, vice presi- dent - Dean Witter Reynolds, Inc.; James D. Weiler, president - J. Weiler & Associates, all long- time residents of Burnsville; and Dowden Communications, Inc., Atlanta, GA, as shareholders. Dowden Communications, Inc., has built and is operating cable television systems in six Iowa communities, serving approx- imately 11,000 subscribers. It is also an applicant for the fran- chise in Worthington. Applying for the designation of Burnsville as a cable service ter- ritory is only the first of several steps taken before the city can award a franchise to a company. The city must next establish a citizens advisory committee to help determine the type of system that the residents desire and prepare the specifications so that Burnsville Cablevision and other companies may com- petitively bid for the franchise. Dist. 194 to discuss athletic policy change LAKEVILLE--The District 194 School Board will discuss a pro- posed change in the policy on stu- dent participation in high school athetics at its regular meeting Thursday, Nov. 13. The change involves the par- ticipation of ninth graders in var- sity athletics. The board will also hear a report on the implementation of the social studies program and appoint an ad hoc committee on chemical dependency. The meeting was changed to Thursday because of Veterans' Day. Bloodmobile schedule set The Red Cross Bloodmobile will be at five county sites in November. Sites, hours, dates, and chair- man (if any) are as follows: Church of the Risen Savior, 1505 E. Co. Rd. 42, Apple Valley, 1 to 7 p.m. Friday, Nov. 7; Kathy Weisner, 454-7458. Easter Lutheran Church, 4200 Pilot Knob Rd., Eagan, I, to 7 p.m. Tuesday, Nov. 11; Shirley Kiang, 454-3482. Inver Hills Community Col- lege, 8445 College Tr., Inver Grove Heights, 9 a.m. to 3 p.m. Wednesday, Nov. 19; Mary Ann Anderson, 455-9621, ext. 511. Lakeville High School, Hwy. 50, Lakeville, 8 a.m. to 2 p.m. Thurs- day, Nov. 20. Dakota County Vocational Technical Institute, Co. Rd. 42, Rosemount, 9 a.m. to 3 p.m. Mon-. day, Nov. 24. , . • DAKOTA COUNTY TRIAUNE • NOVEMBER 6, 1980, nd ial r. e- rd tO r- d to rd 2, al d tY r.• r- ld r. t. ti t. s, id ts !r, s. it is 5. g 5, f 1- n d s !HOsPfrAt NE1S_: SANFORD MEMORIAL HOSPITAL, FARMINGTON ADMISSIONS: Oct. 27: Marcella . Discus; Oct: 28: Glenyce Stahnke, Terry Doherty; Oct. 29: Mary Jane Elgersma, Michael Parrott; Oct. 31: Paul Dubbels; Nov. 1: Cheryl Brown, Kathleen Stocker; Annie Newman, Ida Sasse, Gerald Regan; Nov. 2: Connie Leslie, Norbert Ayers; Nov. 3: Michael Richardson. DISCHARGES: Duann Stock; . Maxine -Harstad, Roger Kraft, Marcella Discus, Ella Deuth ' to Northfield City Hospital, Theodore Kamen, Gail Rice and: baby, Harvey Birdsall, Terry Michael Parrott, Mrs. Donna Fleming and baby, Lisa ChriStoph; Gilbert Michael, Bar- bara,Fortier,, Lisa Marthaler- and baby, Phyllis Ostlie and, baby, Paul Dubbels, Cheryl Brown, Ralph Hall transferred to St. Joseph's, Ann Hillius, Gerald Regan transferred to U of M. NOTICE: Seven . pints of American Red 'Cross blood used the past week; 117 pints used to date. NORTHFIELD CITY' HOSPITAL, NORTHFIELD ADMISSIONS: Oct. 27: Chris Warner; Oct. 29: Rev. John Ridout, Mrs. William Grimes; Daniel Smisek; Oct. 30: Leah Vriesman. DISCHARGES: .Michael .Johnson, Demise Borwege and baby, Robert Lair, George Topp, Leonora Hallan, Mathew Kadrlik; James Hoover, Susie Fossum, ChrisWarner, Linda White and baby, Madeline Grimes, John Ridout, Maurice Peterson, Daniel Smisek, Karen Slininger and baby. NOTICE: No pints of American Red Cross 'blood used the, past week; 186 pints used to date. • Holiday. bazaar 'set at St. John Neumann EAGAN -- A holiday bazaar is scheduled at St. John Neumann Church, 4030 Pilot Knob Rd., Eagan; this weekend. Hours are Nov.,7 from 9 a.m. to 8 p.m.; Nov. 8 from 9 a.m. to 6 p.n:i.; and after all masses Sunday. • Crafts, knitting, crocheting, sewing, calligraphy, t-shirts, cookbooks are among the items offered. Lioness Clubs set. district meeting EAGAN -- The Eagan Lioness Club will be entertaining 10 other Lioness Clubs Thursday, Nov. 20 at a district meeting at DrirninWs, restaurant in,Eagarijhe breast cancer detection. The :meeting begins at 7 p.m. The club recently donated $100 to Armful of Love; $200 to the B. Robert Lewis home for battered women; a'nd $200 to the Children's Eye Clinic, University of Minnesota. These projects were done under President Evie Ashfeld who recently completed her term. • n answers -town 'or need that city marmuili WELCOME WAGON call. give you personal, home -town town questions. About shopping, pful community information. gifts for your holm'. • h-lar.lhe telephone_ • 011, 4 9-4 (• SAL 4'9 lb. Bulk Sales only Minimum Sale 1 1). No Coupons ble Only At:. • 3805 Cedar Ave. So. South Mpls Tues•F 10-4 30 Sat 10-2 Ends v: 15th • Hospital sets 'health class FARMINGTON--Sanford Memorial -Hospital will sponsor health education classes on a trial basis. The first class will be held Tuesday, Nov.. 18 from 7 p.m. to 8:30 p.m. and will present current information on heart disease. It is free and will be held in the hospital cafeteria.; - Reservations are not necessary, however those plann- ing on attending are encouraged to call 463-7825 ext. 129 for infor- mation and to ensure adequate 'seating arrangements. * - Other classes tentatively, plan- ned for early 1981 will address diabetes and weight control. Persons to observe twenty-fifth APPLE VALLEY 7- Harlan and Carol Pei•sons, 12806 Euclid Ave., will celebrate their 25th wedding anniversary with an open house at their home Sunday, Nov. 23, from 2 to 5 p.m., All friends are invited. The event will be hostedby their children. St. Michael's • bazaar is Sunday FARMINGTON--The St. Michael's Catholic Church an- nual parish bazaar will be Sun- day, Nov. 9, from 8:30 a.m. to 3:30 p.m. The public is invited to attend. There will be craft booths, cake iralk, silent auction, games, lunch counter, baked goods and children's'games. Welcome,Wagon sets holiday bazaar . .. • APPLE VALLEY -- The Welcome Wagon will hold its an7 nual holiday craft bazaar on Fri- day,, Nov. 14, • 10 to 5 p.m., and Saturday, Nov. 15, 9 to 4 p.m., at. the Apple Valley Pool and Rac- quet Club, Co. Rd. 42 and Elm Dr. Crafts, baked goods, coffee and hot chocolate will be sold to raise money for the club's various civic projects. , Castle Rock bazaar scheduled CASTLE ROCK --The ladies of Castle Rock Methodist Church have scheduled their annual fall bazaar 'and luncheon for Satur- day, Nov. 15, in the churclibase- ment, 'beginning .at11,-alib...The- .1inblic is inYited. , Baked -goods,. `Christmas gifts. and 'crafts will be sold. Luncheon prices are' $2.50 for adults and $1.25 for children. There will be no sales prior to 11 a.m. ses RIDDLE ME TNIS CLOVER Why do you always: find what you are looking -for, in the last ..,place you look? - (ans. next week) * * * * * •••e, ,Got • a . weight pro--, blem? Delicious cot- tage cheese is • nourishing but kind to you,r waist -line. Otcler. 1 some today from us. LW ans:Silence.) 463775,0 Farmingtim •Premature children's parents group forms ROSEMOUNT--Parents of Preemies (POPS), an organiza- tion offering support and . infor- mation for parents of premature children, will hold' its first meeting Thursday, Nov. 13 from -8 to 9:30 p.m. at the Developmen- tal Learning Center in Rose- mount, 2665 W. 145th St. . This meeting will include a video presentation on stimulation for , premature babies and 'a discussion of goals and future direction of the organization. Parents of premature children of any age are welcome to attend. Some possible activities for, the group Would be personal support to parents when a -.....preemie is born, speakers on topics of 'con- cern, develop a glossary , of medical terms, child care shar- ing, etc. A major focus of the organization will be sharing ex- periences 'and resources with other parents in the group. - For- more information call ;Vicki at 435-6132 or Colleen at 423- 2544.. Mission circle sets its bazaar 'EAGAN -- The Trinity Lone Oak —Lutheran Church mission circle will ,have its annual craft and _bake sale Saturday, Nov. 15,. • 9::30 a.m. to 4 p.m. afthe church at Hwy. 55 arid 49. All proceeds will go to missions. • • Items featured will include baked goods, Christmas or-. naments and other craft items. Coffee, donuts and sandwiches will be available. Twins club to hear preschool teacher APPLE VALLEY —The Min- nesota Valley Mother of Twins Club will have its next meeting at 7:45 p.m., Nov. 11 at the Valley' Community Church,' 1800 E. Co. Rd. 42. The guest speaker will be a nursery schobl teacher discuss- ing ideas for entertaining and teaching preschoolers. Expectant mothers of twins are also welcome. For further infor-, mation, call Laurie Larson at 454: .8900. Library schedules holiday program BURNSVILLE--A free' pro- gram on holiday craft and gift ideas will be presented Thursday, ,Nov. 6 at the Burnsville Com- munity tibrarjr; beginning, at 7 Kris Peters9i,i,•ap experienced handicraft person, will demonstrate how to Make several items using various types Of materials. She -will place em- phasis, on ethnic holiday crea- tions. Coming Events THE EUREKA:96 Cluti,-.PArm- , ington, will meet Tuesday;'Nov. !.11, at 2 p.m: at the home of Jesse !Peterson. , - ST BOIslIFACE Circle • will meet Tuesday No.v..'11';rat.8 p.m. at,. Ahe home or Mts--. 'Louie SehMitz. • - „ . •• Castle Rock .Church bazaar is NOy..:15- CASTLE ROCK—TheWenien of Castle Rock United, Methodist Church will have their annual fall luncheonand bazaar ,SattwdaY, Nov.-1.1n the .chUrckbaSeinent " Serving for the -luncheon will start promptly at 11 arn Tickets are $2.50 ,for. adults' and:$1.25 for children: Sale- itemswit include homeniade. baked goods and 'can- dy, . arts and crafts, Clwittinat' gifts and rugs. There "Wilt beno sales prior. 011 a.m. ' Holiday .bazaar LAKEVI“..E- A holiday bazaar featuiing.47boutique and a craft and bake sale' will be held Saturday,:NOy,-8; from..9.,an. p.m.- at God'S United ..Chnrch Of ;Cltriat; :9623..162nd 'St.' W. 'Proceeds will:, gO: tn:the;pur-. chase of. new. flooring for,;:the„ clitwch's Sunday school- area., Refreshments will be Served. ; scheduled OUsignants to fete golden year. ROSEMOUNT—Mr. and Mrs. Ted Tousignant, 14720 Cambrian •Ave.; Rosemount, will celebrate their 50th wedding .anniversary Sunday; Nov.' 16. There will be an open hOnse from 2 p.m. to 5 p.m. niatoSunt,t..losep:h's parish hall, Rose, • . All relatives and friends are in yited. No invitations were sent. • , • _ le fl ental Healtit, DR. JON S. FALKOWSKI, D.D.S: AFTER TOOTH ' Following the extraction of 'a tooth, the 1,Youndln'the jaw : usually heals within a few daysWithoht cbinplications. If • some swelling develops in the face, this is uSuallk nothing to worry about and it can be minimized,' by' theapplication of ,an ice bag to the affected region. - " Actual bleeding should stop shortly after tooth removal., NatuielS,' way of:stopping-the bleeding is -the formation of the blood .clot -in the. socket. • Let nature do its job and do not disturb the fOrmation of the clot. How? - . •Do not suck on -the hole for starters.: po not take .hot food Or drinks for five Or:Si* hours, ' by, which, time the clot, should be firmed. If you get hungry, drink a cold drink or eat a soft, cold food. Avoid eating hard UKEVILLE CLEANERS • ‘, • Coin Laundry Car Wash "Where your satisfaction is guaranteed" YOUR ONE STOP FALL CLEANING CENTER s# Have your curtains & draperiespi-ofessiOnal- • ly cleaned, pressed & pleated. - vs. Have your- blankets & bedspreads *dry.: cleaned. J.' Wash your rugs in our heavy-duty washers. v Clean your carpets withr:our (Steamex) -pro- fessional carpet cleaning `Systeth.-- v• Wash & vacuum yourcar While you're,.here. Under the Water Tower in, Downtown Lakeville Open 'til 9:30 PM fciriyourcorivenience 469-2702 - • ' GUYS U DOLLS >40 DOLLS IKOGUYS & DOLLS)4, GUYS & DOLLS BOYS 4-14 - ' • DENIM VESTS & PANTS.. NOW.$779;s1199' Reg. 10.50-16.00 BOYS 4-7 • "HEALTH-TEX" PANTS Reg. 8.00-10.50 NOW $599.-$779 GIRLS 2T-4T, 4-14 -, FALL DRESSES • Reg. 11.50-45.50 NOW $854-$3399 GIRLS LONG SLEEVE SHIRTS SIZES 4-14 • Reg. 6.00-13.00 NOW $299-$6" , - BOYS at GIRLS WINTER -OUTERWEAR'- - Infants to Size 14 • GUYS0DOIL • 14870 Granada Ave. Apple Valley,'Mn. 55124 • " . (behind•Penny's) • 11112181 m.stef Oarge BANKAmmicAu • ' 43.2.3040, trorkor, GUYS & DOLLS 00•GUYS & DOLLS OK Gsu-- e 1 EXTRACTION foods, and don't smoke. If delayed' bleeding occurs, fold a piece of gauze and bite on it for a half - hour. A moistened tea bag will also do the job. If bleeding persists, by all means, call your den- tist. Free bleeders, especially people' with hemophilia, Should . tell. -their dentist BEFORE 'extraction so that 'he can take special Precau- A . public service with the aim of promoting a better den- tal:health environment. From the office of : G..K. HEGGEN, J: S. 'f'ALKOWSkI & ASSOC,:, Towo,'§ Edge Arcade, 'Farmington. Phone: 463-2300. 7500' 80th Ave. So., Cottage Grove. Phone: 459-3039. p1 THE LOS/No DIET CENTER®) "I DID IT" BestyWeinrich • LOST 48 POUNDS • QUICKLY &SAFELY For -over '10 years, Diet Center has, been teaching people to lose weight and keep it off!, There are now 'over 900 . Diet Center • • locations all across the U.S. and Canada with • new centers opening daily. This phenomenal growth is due to one basic fact..:The Diet' Center program works! .• • IN,JUST 6 WEEKS! • • .„.• Anil learn the nutritious, 'satisfying eating habits that • ,.. will keep you slim and healthy for the rest of your . - AT THE tosp, • ,vQ,3 DIET. - -*CENTER •YOU CAN DO IT TOO! .'Call Diet Center today for a \ix? obligation explanation of this remarkable program. it- . . ; could change your life! LOSE 1710 25 POUNDS )432-2445 432-4940 • • SECTION B Ribbon -cutting ceremony opens new Cedar Avenue Bridge Gov. Quie Photos by Linda Hanson From left: Apple Valley Junior Miss J Lakeville Princess Leslie Morriso Tom Hagedorn. Burnsville Junior Mi Perm Sale, 20G/o off DniPerm°. Reg fcrmu Sale 23.88 Reg S30 'he ^aft, a 'ook ^g pe-m for everyone by Helene Curtis t automatically ;onditrons hair to, Iona-!astrng curls and waves Vital Difference, Safe 25.88 Reg. 32.50. The no -mess foam -in perm to give your hair a'i-over healthy -looking curls E Helene Curtis. All perms include shampoo and sly ',q THE STYLING SALON AT John Klein, Project Director of the Urban Council on Mobility. 2B First to cross the new bridge were cars. fire engines. walkers and dogs. Below: The trombone player was one of the Burnsville F-'y': 3choul band members playing for opening ceremonies at the news bridge. Mini Pizza $1.25 8 Selections of on tap. Your fa, beer in a froste BLACK STALLION ciwppri CLUB II TNE FIRST phase of new Cedar Ave. bridge construction involves buildingh piers that will support the bride pair The Minnesota River. fourts large the construction of the coffer dam rings, the rectangular arrangement angement of steelgirdertss n e foreground. In the background is the existing bridge. the A VIEW across the Minnesota River toward thenorthbank shows work on the coffer dam ring for the pier that will sup- port the southbound three lanes of the bridge from that side, and also indicates the location of the new bridge in re - 1 Iation to the old. Although the coffer dam rings are built above ground, excavation beneath them will lower them 18 tion. feet to serve as the base for pier footings and pier construc- '- cure f 3 COMPLETION OF CEDAR AVE. ROAD AND BRIDGE SCHEDULED 1980 1980 Seems Far Off For Motorists In Rush Hour Traffic On Cedar Ave. SUPER -IMPOSED on an aerial photo, the new Cedar Ave. route shows the portion of the road, including the bridge, that is to be completed by 1980. Arrows indicate the begin - By CAROL BRAUN Staff Writer EAGAN -- Motorists hassling rush hour traffic congestion on. the Cedar Ave. route now pass signs promising completion of the Cedar Ave. road and bridge by 1980. The last few months they've also likely been noticing preliminary construction work near the bridge itself and the wetland area surrounding it. Ground was broken at the bridge site last December and now work is in its first stages on both the bridge and road. When completed, and project engineers still say 1980, there will be about a mile -long, six -lane bridge span- ning the entire wetland area from Long Meadow Lake to just south of the present marina area and a new Cedar Ave. as far south as the planned Highway 35E interchange at an estimated. total cost of $53 million. The new bridge will be a far. cry from the existing 19th Cen- tury wood structure. It will ac- tually be two bridges. one for three south -bound lanes and one for three north -bound lanes. Each will be supported by 40 piers and there will be 124 feet -between the two bridges and 60• feet of clearance above the waters of the Minnesota River. The bridge now being b' lilt will take the place of two existing bridges on Cedar Ave., the famous (or infamous) "Cedar Ave. bridge" across the Min- nesota River and the span across the swampy Long Meadows Lake area a short distance north of the first bridge. Cedar Ave. will travel south from Old Shakopee Rd. in Bloom- ington east of the existing align-. ment. The bridge will begin at .Long Meadow Lake and span the. Minnesota River east of the old bridge, then cross existing Cedar Ave. just south of the boat marina. From there the new road will lie west of the present one, rejoining the old Cedar Ave. alignment by the 35E in- terchange. The first stage of bridge con struction involves building the four special piers that will sup- port the bridge, two on either bank of the Minnesota River. ac- cording to Gene Bloomquist, _project supervisor at the bridge. site. The bridge will then span the 360 feet across the river with_ no center supports rising from the river bottom. Bloomquist said the four piers are being built by Lunda. Construction Co. of Black River -Falls. WI at a cost of $1,626,000. They are scheduled to be com- pleted in March of next year. Contracts for the bridge's sub - Ye ning and end points of the mile -long bridge which spans the entire Long Meadow Lake-Minriesota River wetland area. structure, the remaining piers, will be let in May, and the con- tract for the superstructure, the steel bridge deck. will be let in Dec., 1977. Earlier this month, construc- tion workers were building the coffer dam ring for the first pier, the one that will support the south -bound bridge on the north river bank. Bloomquist explained. that the coffer dams. which re- sembled a rectangular steel. frame, are built above ground. but will be lowered by excavation until they are 18 feet below the river elevation. Water will then. be pumped out. Pilings will be ,driven, and concrete poured un- der water. Then workers may begin footings and pier construc- tion. South of the bridge, road con- struction is also in its first phase. The wooded area west of Cedar Ave. has been removed and now one million yards of peat "muck" is being excavated at a cost of $4,978,000, said Paul Juckel, chief inspector at the project location. Clearing the woods cost $40.000. When the muck is removed, the area will be filled with a granular material designed to create a sta- ble road bed. This stage of con- struction will extend to the bluff just north of Hwy. 13 in Eagan. Park Construction Co. has 180 working days to complete this phase, according to Juckel, which should take them into the fall. The grading stage will begin in Feb. of 1978, said Jim Miner, pro- ject engineer for Cedar Ave. con- struction. Partial grading will ex- tend south of Co. Rd. 30 and take about a year. Then the paving contract will be let during the first part of 1979. Landscaping and noise abatement areas will probably be installed after the road is already in use, Miner said. The 1980 completion date sounds far away to area residents who must use Cedar Ave. and its bridge to get to and from work. Miner said the way contracts are set up, with the amount of time allotted to each company to com- plete its work, determines the construction schedule. AV Firemen's Dance Set APPLE VALLEY -- Tickets are now on sale for the annual Apple Valley Firemen's dance. It will be from 9 p.m. to 1 a.m. March 26. at the Thunderbird in• Bloomington. Entertainment will be by Dianne Starr. Tickets will also be available at the doorDI t nesofa 55024 iauge & Hoe y Feb. Attorneys at Law 3906 Sibley Mem. Hwy-. .'v�TT 55122 TRIBUNE MAIN OFFICE FARMINGTON ___463-7884 APPLE VALLEY OFFICE 432-4646 LAKEVILLE OFFICE _ _ _ 469-2000 ROSEMOUNT OFFICE _ _ 423-2636 BURNSVILLE OFFICE _ _ 890-2530 INVER GROVE HEIGHTS OFFICE _ 457-3816 AY MORNING, JULY 10, 1980 147240 NUMBER NINETEEN Road -Surface Concrete Being Poured As Cedar Bridge Opening Nears WORKERS FROM DENTON CONSTRUCTION ARE POURING FINAL CONCRETE SURFACE ATOP THE CEDAR BRIDGE. --1 BURNSVILLE--"Before winter." That's the word from Bill Nelson, chief inspector for the Cedar Avenue bridge. Nelson says he doesn't like to give out any specific dates on when the divided -lane, super - bridge will open this fall because of variables. But his educated guess is that the bridge will open before winter really sets in. Presently they are pouring con- crete for the wearing surface. It is special conrete and can only be poured when the temperature is right. It can't be too hot, or the concrete will dry out too soon, Nelson said. About 30 persons are working on the job, he said. There is a lot of grading work to be done on the south side and some blacktopping also. Remarkable fact about the Cedar bridge, is that it must cross a soupy area which is ac- tually Long Meadow Lake. There is not sufficient bottom and a total of 183,000 feet, or 36 miles, of piling was required to anchor the concrete pillars. Some of the pil- ings are 200 feet deep or more. Prime contractor for the bridge (See Cedar Bridge, Pogo 7A) PAGE 2A i teat etvott. 7Paage, -°7It4 420 81d St. 147240 Co -Publishers • Joseph R. Clay — Daniel H. Clay Eugene H. Clay, Editor Farmington, Minnesota 55024 Entered as second class matter at the post office at Farmington, Minnesota. Second class postage paid at Farmington, Minnesota. Issued weekly from offices in Farm ington, Lakeville, Rosemount, Apple Valley and Burnsville. SUBSCRIPTION RATES '(Payable in Advance) Inside Minnesota Outside Minnesota ., fi, Months $ 5.50 6 Months $ 6.50 ' 9 Months $ 7.00 9 Months $ 8.00 12'Months $ 9.00 12 Months ' $10.00 It Servicemen Anywhere . $9.00 one year ' Lakeville .469.2000 Main Office and Plant at Farmington - 463-7884 Branch Offices Burnsville • Apple Valley 890-2530 432-4646• • ®eta Signed letters to the editor are welcomed and will be printed as space permits. We reserve the right to edit letters and request that they be kept short. Our American Flags '1'u tlic Editor: Vs too bad that we can't ._liispl.t.v our • American 'Hag without some sick person) or per- sons stealing .!lien). Un July. 3, myself and two other Legion- naires put the flags out on main street in Rosemount. On the mor-. ning of the Fourth, there were'15 flags missing. ,'-;onie uI us,Iove and respect our. I lag and country, and others don; I give a damn. 1 wish thal those whu'can't respect our flag would just leave the country it flies over. li anyone washes lu return our Hags. please bring then) to thie I{usemount :American Legion Yost r5. 11' not, when the name of• namCS are known.. we will press charges. Commander I li.A1)1.EY .1. ( ti'1'li:\1'a:Ii'I` ltosenwunt American Legion We Have.A Good School System July 7, 1980 , To the readers: On- July 1, 1980 I finished th first year of my three year term on the board of education for In- dependent School District #196. I want to report to the voters in our school district of this past year. These thoughtsare only mine and I do not 'speak for the school board oi• •'. the administration; since 1, like my fellow board members have only one vote so that none of us can speak for the board as a whole. As I finish this first year I want to say that I feel we have a good school system and that my first concern are the students. I am proud ofthe job done by our teachers with these students and of the many academic ac- complishments that they have achieved. The many hours of work on the curriculum and study done by our teachers deserve thanks for a job well done. There are many other people who are also part of our educa- tional system who have also done a good job. -Sometimes these peo- ple are forgotten and I_ want to mention them and thank them in this article. Our hats_ drivers Rosemount 423.2836 4 • Restore Lac Lavon Gravel sPit Area RE: Sand and Gravel Ordinances as related to • the Lac Lavon Gravel Pit. • To: Mayor Garrison and Council Members:.. • . • WHEREAS, Apple: Valley Zon- ing. -ordinance #162 and signed agreements.between the City.and the Property`0wner 'states that abandoned sand and gravel min- ing ,areas shall be restored to their natural state, and whereas said ordinance provides specific guidelines. for the restoration of said properly to its natural state and, WHEREAS the Lac Lavon Gravel Pit shows nosigns of com- pliance with said ordinance and whereas hazardous' em- bankments on the• Lakeshore slopes exist -in violation of said statute and, • WHEREAS proper fencing of the property does not properly protect the public, from this at- tractive nuisance and endangers the health and welfare' of the youth of our community and whereas proper landscaping has not been completed by the owner of the property in violation of said statutes, . BE IT RESOLVED that• the members of SAVE do formally present this request before you to .force c st- pl p ac ri n pr w --a b n m si w 111 - ... neapolis Tribune, June 22, 1980) and`the ,current fight over the community home for epileptics (in south Minneapolis) we feel we have good grounds to pursue ac- tion against the city. Thank you ' very much . for listening to our position and giv- ing me achance to explain it to the citizens of Lakeville. • Sincerely, . TIMOTHY CLAIRE Lakeville City Council Lakeville, Minnesota Re: Planned P.U.D. North of Lakeridge Addition . Gentlemen: On June 13, ..1980 the Min- neapolis city council voted not to approve a Zoning change to allow a group home in a residential area. That decision was based on a .request by the alderman from the ward involved to let the wishes :of the affected residents rule. It was cited as another ex- ample Of a time honored principle that in zoning questions, the in- terests of the local residents should carry equal, if not greater, weight than the interests. of the.! community. ' ' '; Tonight, .the Lakeville City : Council faces an almost identical decision: The residents of the Lakeridge : Addition have been united in our opposition to this project from the very:beginning. We ; have presented petitions in opposition; raised objections at Planning Commission hearings, and now come to the Council as a last resort. . At no time do I'feel that the ob, jections raised have been answered, or even fairly treated, by,eitherthe, developer or the Ci- ty Engineer. •The,.whole manner in' which this passed through the Planning Commission has left me with'serious doubts as to the abili- ty of. citizens to affect govern- ment decisions. Our '"concerns continue • to be, the effect this development will have on traffic, noise, property values, safety,. and on the basic quality of life for which we moved to Lakeville. Nowhere in these plans do we see that • these interests have been protected. • Many of the residents of Lakeridge have recently left ren- tal housing areas and we are well- y _s-I le 1 1l • I$ 1 . 1 DAKOTA COUN' n-O-Pro g ore • •LAKEVILLE -,; Two : -events have been added to Pan-O-Prog before the Sunday parade. Pan- O-Prog moves into the heavy part. of its schedule this week with four events -Thursday, six on Friday, 11 Saturday and five Sunday. The Highliners danceline from. Northfield will perform at -1 p.m,' July 13 in ,front of . the parade review stand . at 208th and Holyoke. The group 'won the 1979 class AA high school danceline competition and it won the Aquatennial danceline 'competi-: tion in 1978 and 1979. At 1:15 p.m. the St. Paul Winter Carnival Vulcans will be knighting three local men whose names cannot be revealed. That is also at the review stand. . The second medallion hunt clue • :was announced Wednesday at 9 ia.m. d' m al b s st cl of s y cl p of g se th ge a•' m pri armington Cou arking On So . By ^PHYLLIS CUMMINGS. Staff Writer• - FARMINGTON = A change from'angle to parallel parking on. three Farmington streets was ap, proved by the city council June 7. The parking on Spruce St. from Fourth to Fifth will be changed to parallel parking, as well as the north side of Walnut St. from Fifth to Sixth. There will be no parking on the south side. Of Walnut , near the middle 'school, during school hours. .On Maple St. from Fifth to Sixth,,angleparking on the north side willbe changed to parallel, with 'no •parking along the south side duringschools hours at the elementary school.: . . 'All of the parking changes will be completed by the • end of August. The final . bills for . the storm damage were submitted and ap proved. They amounted to. $812. The council aI •roved changes t c t 0 t-II 1 e t c J R P, wa tag PAGE 3A More Cedar Bridge Views ACTUAL RIVER -CROSSING PORTION OF BRIDGE IS SHOWN HERE FROM THE ROAD SURFACE AREA. (Story, front page). CONCRETE PILLARS CAN BE SEEN HERE. THOSE PILLARS HAVE A TOTAL OF 36 MILES OF PILINGS TO ANCHOR THEM INTO ROCK. THE OLD BRIDGE AS SEEN FROM THE NEW. IT WAS BUILT IN THE HORSE -AND -BUGGY DAYS. PAGE 4`A c�•aa�9�w��e��e�9e��. ;t414rG•sq s'.i tr MIZf.A00I1 0f. . The • death notices in the' Tribune are printed as .a service to readers and to the. families of the deceased. There- is no charge for this . space. We ask the family or friend of the family! to contact the Tribune when there is a death in the com- munity. T.E. McMorrow, Burnsville BURNSVILLE--Thomas E: McMorrow, 55, 12905. 1st Ave., died early Monday morning, June 30, 1980, at Fairview Southdale Hospital following an apparent heart ;attack at his home. Thomas • E. McMorrow • was born Dec. 8, 1924 in Newark, NJ, where he was raised. He entered the U.S. Navy following high school and served for .twenty years before retiring in- 1961. Following " his retirement, he. moved to Minneapolis and then to Burnsville in 1971. He was the Director .of Ad- ministration for .HUD until retir- ing due to poor health . last December. Funeral "services were held last Wednesday at the Burnsville Funeral Home with interment in Fort Snelling National Cemetery. He is survived by his wife, Vi- vian; sons, Jeffrey, of Min- neapolis, and Tait, Thomas' III and Richard, of, =Burnsville; daughters and sons-in-law, Mr. and Mrs. David (Patricia) Johnson of Crystal, and Mr. and Mrs: Michael (Gayle) Anderson, - of Minneapolis; . brothers, Richard .. and ; .Dennis; :sisters Kathleen Antolowitz;Rose Marie Gahan; Betty. Cobb and Claire Hoatson, and grandchildren,` Micfiael' Johnson ^and Shawn •Ancderso G: .L:: Pfahning, Farmington FARMINGTON Funeral 'ser vices for Gordon Pfahning, 49, 708' 7th St., were set for:Wednesday, July:9; at 2'p.m. at Farmington Lutheran Church, with Donald Sponheim and 'Rev. Gor-• don, Trygstad officiating. Mr. Pfahning,—who. underwent open heart surgery in :October 1979, died. suddenly Sunday, July:6, 1980, while doing light yard work. Visitation was Tuesday after- noon -and " evening . at White Funeral. Horne. Organist .was Beverly Sponheim and soloist was Howard Kehlenbeck. Burial was in Corinthian Cemetery. Pallbearers' were .Melvin'. Malecha, . William Martin, John Beckes,.• Howard Vickerman, James Deegan and Orville Cas- tle. • • • Gordon Lowell Pfahning was born. Oct. 7, 1930, to Thelma and Eldo Pfahning, Wells. He attend- ed Wells public schools. He spent 30 years with the MinnesotaState Highway Department, excepting forone year of active service in the Navy. • He -'_;.married•.: Darlene Christensen. of Northfield Dec:' 3, 1955. They lived in Farmington the past •24 years. He was a member of Farmington Lutheran. Church, the Scottish Rite of Min- neapolis and .Corinthian Lodge, N67 of Farmington and was treasurer for the Minnesota Pro- ject•Highway Technician Society. 'Survivors are his wife, Darlene; `, son, Brad,- Min- neapolis; daughter,. Patti, at home; mother, Thelma Pfahn- ing, • Wells.; sister, Mrs: Robert (Jean) Stenzel;Chesterfield,MO, and brother, Dale, New.Hope. • Zeph Case;, Farrington FARMINGTON—Zeph B. Case, 81, resident at Sanford.Memorial Nursing Home the , past. two years; died suddenly July 5, 1980. Funeral services were at 21 p.m.. Tuesdayat White Funeral Home. Rev. .Roger Edmonds of Bible Baptist Church, Farmington. of- ficiated and burial:was in Corin- thian Cemetery: 'Pallbearers were Neil; John;- Timothy and:, Dennis Case. _ ' . Zeph B.:Case was born March' 27, 1899, at Osage, IA, to Zeph A.. and Anna Case: He was one of 12 children. In 1915, the fatally mov- ed to Farmington. When his fatherdied in 1915, Zeph Case Ralph Cook; Elko..::`. ELKO-Ralph; G.Cook, age 68, Of- Elko, died ',Tuesday' evening, July 2,,,1980 at Sanford. Hospital, Farmington; 'of congestive hear failure and emphysema. • Mass of Christian Burial • wa Offered at Immaculate Conce lion 'Catholic Church.Saturday, Jay s,"with Rev.'Leo Neudecke officiating: Burial wasin th Church.' cemetery. Abbott-Wis Funeral Home of Wabasha was i charge,of the arrangements. Mr. Cook -was born June"3, 191 in. Plainview: Asa young man h moved to San Francisco to work He . married the former Alber Graner of Highland Township Wabasha County in 1939. The moved to. Minneapolis •in 1 • where he :was employed 'as mechanic with . Northwes Airlines. Later he was a fligh engineer and they moved to Seat tle where he was' a pilot for th airline. In 1965 they moved t Elko and he retired in '1972 due' :illlzealth.. . - , -He is , survived by his wife Alberta one daughter, Mrs Robert (Bonnie) Pendleton of St Louis,.MO; and a son, William o Apple Valley; two grand children; six sisters, Mrs. Grac Ward and Mrs. Kay,Tillery, bo of Burlingame, CA, Mrs. -Jo (Lucy,) Shelton of Long Beach; CA; Mrs. Gertrude. Smitson o Sari - Mateo; CA,. Mrs. Dode Reading of Grass Valley, CA, and Mrs. Coleman (Marian) McNallan of Kellogg; four brothers, . Edward of Spring Valley, Charles and Chester, both of Los Angeles, and Allan of Tor- rance, CA. Three brothers preceded him in death. ; r L. Johnson; Lakeville LAKEVILLE .: Funeral ,ser- vices for Lillian •:Johnson; 79, were att2 p.m. Saturday, • J uly. 5, at:Christiania Lutheran Church with.Rev, Charles von Fischer of- ficiating. Mrs:.Johnson died July 3' at Sanford': Memorial Hospital after a seven —month —illness.' Interment was :in East Chris- tiania 'Lutheran Cemetery. Pailbearers`.were -.eight grand- sons, Wynn, Richard and Thomas Ostlie, M. ,William,, Robert and Peter Johnson, and • Scott and Koss Petersen. .' . Mrs.`Johnsnnfwas born Nov: 29, 1900;. in Nov Market .Township; the• daughter, of: Mr. and Mrs: Lauris Mohn. She was .baptized and, confirmed -at -. Christiania Lutheran • Church,, and married there June 14,:1922, toMaurice O.; Johnson:, ' She was a homemaker and she and her husband farmed for over 50 ,? years. ' She was a. lifelong Mein ber'of Christiania' Lutheran Church.: ' Survivors include three JULY 10,1980 CEDAR BRIDGE (Continued from Front Page) is Ed Kraemer & Sons of Plain, Wisconsin. Contractor pouring • the cement, is Denton Con- struction of Michigan with. a branch office in Blaine, MN: What about the old bridge? "We'll' take it .down," Nelson rc said:' t The bridge will —cost about $30._ million dollars. The original bridge, built as a turn -bridge, was erected to cross the Minnesota river in the horse and buggy days. in about 1897. Two full-sized. cars can barely meet on the bridge which has a • 20-miles-per-hour speed limit. Obgervers have noted that of traffic flow should . change radically when the new bridge is. opened. It should take pressure 13 off the 35W bridge, also the Men- dota Bridge, improving the daily• i flow of;traffic across the river. ' Cedar Avenue is actually Highway 36. The bridge is located in the northeastern portion of Burnsville.. b. . li BEAR • ... (Continued from Front Page) hibited the 'keeping of an animal which is not domesticated. Min- neapolis.has a similar ordinance. Officers.in Apple Valley have had no further complaints from neighbors, arid verified that. the' bear could not .be seen on the, premises Tuesday. Last week, Teddy spent a few days at a residence in Eureka , Center and allegedly went for a 'stroll. Although the bear is said to ' be quite .tame and enjoys romp- ing like a family dog, Eureka Center residents were hot amus- ed. - Game Warden Eller is well- acquainted with the Teddy saga.. He said•Tuesday that he is keep- ing his thumb on the situation, • and that no one need worry about the bear. He . gets two to three • calls per day'from people who are concerned about the animal's well-being. He emphasized that 'Teddy, wlio consumes 50 pounds of dog - food' . in less than two weeks, is well -cared for and is ge- nuinely liked by its owner. Eller, said he -is in frequent con- tact with Teddy's unnamed, owner, who is cooperating with authoritie¢_and « cparr__6imi far IBM,. including Univac, believe. the county should 'reanalyze its) needs for data processing and business functions_to obtain -.ex-• actly the right system. "The cost over the next five years will be lower if a new system is installed instead of undertaking a piece- meal upgrade," said Univac representative Winston Benson. Wesley Peterson, data process- ing director for the county, believes the' system under con tract with IBM is adequate because each department already knows its needs for data processing and the state` auditor's office acted as a consultant at 'no ,charge in. -designing the system. The system will be operating by Sept. 8: • ‘• In other action the board ap- proved: • HIRING an additional county attorney to work 20 hours per week for CETA and 20 hours per week for economic assistance of- fices. • RATIFICATION of'a state law the county helped originate in the • legislature to allow agents work- ing for the 'county in issuing . drivers' licenses to keep the en- tire $i fee. Formerly, the county received-504 per transaction but. the agents claimed they were los- ing money. . EXTENSION of one year for completion of the county's com- prehensive land planning report as required by the Metropolitan Council. No programs listed in the plan can,be submitted for fun- ding until the plan is adopted by the county and the .Metropolitan Council. CITY of Randolph's inclusion in the county -wide street and house numbering system. The ci- ty will install new street signs at no cost to the county. The board rejected: • • • HIRING a business manager in charge of contracts and property as voted on May 13-until the need for such a position can be deter- mined and the job duties can be redefined.. , BID by Johnson, Cohler, and Vanderwyst to ' purchase the county's building . on Southview Blvd. in South St. Paul. The bid was below the amount the county said it would .accept so the building will -be flit —Sale- in —a- public auction in late August. • The next meeting, of the County Board will', be Monday, July 14, followed by a -meeting . of the Human Services Board. JULY 10, 1980 unt Is Stopped )undas Dukes of Farmington is greeted by his Dundas teammates as he g a three -run homer for Dundas against Rosemount. The ad an easy time in defeating Rosemount 13-0 in seven inn - STATE REPRESENTATIVE Steve Sviggum lines out for the Dundas Dukes in their July 6 game against Rosemount. The Rosemount catch is Mike Bauler. Ribbon -cutting ceremony opens new Cedar Avenue Bridge Pledging allegiance to the flag is Father Donal Burns. Burnsville. and other local leaders. Welfare buiIdng..soId HASTINGS—The Dakota County oard of Commissioners last _ week owered the asking price by $45,000 on he county -owned former Southview Nelfare building,in South' St. Paul and tpproved the sale of the building on a 1-1 vote. New owners Of the building are Fred 3. Lenertz and Lawrence L. Lenertz, Ir., who negotiated the purchase of the )uilding for .$205,000 through the South St. Paul law firm of Grannis, Grannis, Campbell and Farrell. Voting against the sale was Commis- sioner Jerry Hollenkamp, who ob- jected to selling : the building for Tess than the $250,000 asking price original- ly set by the•board in January. Com- missioner Gene.Atkins was absent. - The •building has-been- vacant since late August wtien,count.y welfare staff moved into. Iargerqiiarters1eased from the South St. Paul School _District at South St.:1Paul Junior. High School. Under the terms of the sale to. the Fred Joy__ • . . Lenertzes, the county will - receive, $20,500 as- a down 'payment with the $184,500 balance on a, .contract for deed at 11 percent interest, payable on a monthly basis with .a 20-year amor- tization'schedule. The total balance -is due five years: from the- closing date. TheHagreement further calls • for a • 30-day option by the. buyer to evaluate the. property from the architectural standpoint for the sum. of $500. The •• closing and possession date is set for Jan. 15, 1981. '. Under -the terms of the sale, the county. will accrue -approximately $385,000. The,onlyother offer was for $185,000, • which would have accrued 8trideRite Dresses up the holidays. This holiday dress them up in Stride Rita1' chnac and they/ wnn't mind 2 hit Ribbon -cutting ceremony opens new Cedar Avenue Bridge Photos by Linda Hanson John Klein, Project Director of the Urban Council on Mobility. From left: Apple Valley Junior Miss Jan Eichler, Miss son, Hiwayan Club Queen Jackie Carlson and Gover- Lakeville Princess Leslie Morrison. Congressman nor A= Ouie. Tom Hagedorn, Burnsville Junior Miss Sandy Swen• First to cross the new bridge were cars. fire engines. walkers and dogs. eq.! Below: The trombone player was one of the Burnsville High School band members playing for opening ceremonies at the news bridge. EAGAN !?ONi SECTION A Vol. 1, No. 5 • November 5,' 1980 'THREESECTIONS)' Above, students from Bloomington -Jefferson High School lead the parade over the new Cedar Ave. Bridge. At right, one -year -old Nicholas Kaselnak of Eagan is delighted with the bridge and the parade. Also pic • tured are Nicholas's grandmother, Joan Springer, of Eagan, and his - sister Denyelle. - • Cedar Bridge is now open by Patrice Vick , "How sweet it is!" John Klein ex- claimed as he looked from Eagan down • new Cedar Avenue stretching across the Minnesota River into Bloom- ington. . -- "This is a big day for the people in.. Dakota County and Hennepin County, that's for sure," Bill Merritt, assistant commissioner' of the Minnesota Department of Transportation . (Mn/,DOT) said earlier. "-A-heck of a lot of blood.has spilled from a lot of people who brought this project where - it' is today." — Merritt and Klein were among-' hun- dreds of dignitaries, interstate highway promoters, business people and in- terested citizens. .who turned out last - Friday for ceremonies marking the opening .of the mile -long; twin -span bridge Cedar Avenue Bridge. Follow- ing its dedication, the bridge was open- ed to,traffic, alleviating the rush-hour burden on I-35W and the. anxiety of drivers who previously sat,bumper-to- bumper on 'the old two-lane Cedar bridge. Speakers at the dedication ceremony gave- the public,`two clear messages: finan ing. future road and bridge im- proveni'ents is -going to- be tough; and the new .Cedar Avenue Bridge is only one link in a total transporation system for northern Dakota County that will, when completed, alleviate ,traffic, pro- blems and foster more commercial and industrial' development south of the river. Klein, who as a project director of the Urban Council on Mobility, has been pushing six years for' the comple- BRIDGE:. to p. 12A Photos by Linda Hanson < .: . <More photos in, Section B. 2A Met Council proposal stirs local ire by Linda Hanson 1 ,' As Mayor -Bea Blomquist puts it, change is a way of life for rapidly developing cities in the metropolitan area like Eagan.• As tcities throughout the area are puiting thetfinishing touches on their individual Comprehensive Plans, a new hitch involving how these . plans are to be amended has stirred up a con- troversy, particularly with rapidly changing communities like Eagan. The staff of the Metropolitan. Coun- cil has proposed that before a city can Make a. change in its Comprehensive Plan (which it is required by law to submit this year), the city must first get the approval of the Metropolitan Council. According to Blomquist, cities would have to go through 'a lengthy, bureaucratic process to , get the Metropolitan Council's approval for even such. things as minor rezonings. The process could take, up to ten mon- ths,. she added. Blomquistk met Oct. 28 with elected officials and staff members from six local communities tb formulate a plan to keep local decisions for change at a local level. Officials from Rosemount, Farm- ington, Eagan,, Bloomington,, Mendota Heights, and Inver Grove Heights agreed that Blomquist should present their case at the Oct. 29 meeting of the Association of- Metropolitan Municipalities (A.M:M.), `which is comprised of about 100 representatives from local cities. Blomquist came away from the meeting with a unanimous vote by the A.M.M. representatives 'to ask the. Metropolitan Council for -an amending, procedure :which will. keep local deci- sions at•the local level. . . Specifically, the procedure which -the A.M.M. endorsed requires' cities to submit for approval'only those changes. in a Comprehensive Plan -which would have an impact on a metropolitan system plan. This would include such things as airports, trunk sewer systems, and major parks. The Metropolitan Council would have_ tip. to 90 day's from the receipt of the proposed change to inform the city if the change is acceptable'or if it needs to be modified: • If the Metropolitan Council doesn't inform the city of any modifications .needed within 90 days, then the city can adopt the change. • Amendments that are strictly local and . which don't affect the metropolitan area would besubmitted to the Metropolitan Council and •' neighboring cities for review only if the. city requests it. • • If the .city requests approval, the council and neighboring cities would have 30 days to review the amendment. - If a city doesn't submit its amendment to.be approved by the council, it must send a copy of the amendment to the council and neighboring cities within 30 days -after it officially adopts the change. Blomquist said that the MET COUNCIL: to p. 12A• District 196 board approves .1980-81 budget. by Linda Hanson The District 196 Board of Education. approved the districts final 1980-81 budget at the board's Oct. 27 meeting.. The budget projects an operating budget which. will run about $985,000. in the red.. The operating fund includes the general fund, the food service\ fund, the transportation fund, and the Community Services fund. : - The general fund reflects the largest deficit, with projected revenues of $20 million and projected expenditures of about $20.7 million. The projected general fund deficit is about $730,000. The genera.) fund -provides monies ,for �-alaries and instructional and co - curricular activities: • The district's three other operating funds —food service,. transportation, and Community Services —are design- ed to be self-supporting. Ideally, their revenues cover their expenditures., although this is rarely true for the transportation department. When ex- penditures exceed revenues, general fund monies are used to cover 'the dif- ference. _ ' 'Although the 1980-81 budget is technically a deficit budget, ;the deficit swill be. covered by -the district's reserve funds." . Dr. John Hanson, assistant superintendent of administration and operations, told the ..board that the budget reflects Governor Al Quie's.5.3 percent cut in state aid to education. He added that because of the district's reserve fund, the district could absorb the •loss of state aid on a .short •term basis without cutting staff or pro= grams. Superintendent Lee Droegemueller expressed his thanks to the teachers and principals for their input on where to make cuts in the.budget. "We need the help of the teachers and principals. to get through this rmum ®s•ss.smum 1 coupon per'customer sii,-ass. weimm •n $$ Cash 'in on Winter $$ Here's $350. off any repair,work or lubeloil change. - ' ,Minimum purchase s18 i. Air conditioning r��__ .ram' Complete car care . I Redeemable -through Dec. 15 890-9988 5 fiber 2825 Cliff Rd. Burnsville Wheel alignment & .balancing tune-up 1 1 1 Come In, - REDEEM Your —Coupon TODAY t • The Eagan CHRONICLE, November 5, 1980 SU PERAM ERICA Co. Rd. 30 & Hwy. 13 Burnsville 1240 W. 98th Street Bloomington Mm•Mm•Mm GOOD Try Some Today _ .11. Coupon good thru Nov. 5-11 8 .pc. Chicken • $299 • Bucket _ SUPERAMERICA, Co. Rd. 30 & Hwy. 13, Burnsville .1 NuIN Limit one coupon per customer • E • year," Droegemueller said. . Board Director Don Westerhausen said he was impressed with the job Hanson had done in preparing the. budget. "First the board told you to make cuts in the budget, and then the state gave. you more cuts to make. I think you did a fine" job." Without further discussion, the board . unanimously approved the budget. The board also•received the financial audit . for the fiscal year ending June 30, 1980. According to the audit report there was an improvement in the finan- cial condition .of the district in the 1979-80 fiscal year. That year the general fund increased, by approx-_ imately $545;000 to $2,255,075, before transfers to other, funds. In 1979-80 these transfers totaled $37,406, leaving a general fund balance of $2,217,669. In -response to a staff memo on pro- posed cuts to high. school sports pro- grams, board members agreed ' that . they were opposed to .any of- the cuts,' which were recommended by the Min-. -nesota State High School League. Westerhausen, who is the board's representative to the league, said the district's athletic programs are beneficial for all students . in the district. .. Board Director Dick Boucher- agreed BOARD: to p: 11A RECIE'S 25%OFF DAYS 1975 Seneca Rd. Eagan 454-7720 For 3 DAYS ONLY, Thursday, November 6, thru Saturday, November 8, Recie's Sample • Shops will be celebrating 25% OFF DAYS.'Many name 'brand fall and winter :women's fashions will be reduced by. 25% OFF Recie's low, regular prices. But hurry, 25% OFF DAYS•will Iast.for 3 days only — Thursday, November 6, thru Saturday, • November 8. New Holiday and Cruisewear Samples • Are Arriving Daily. Hurry In For the Best and Most Complete Selections. SAMPLE SHOPS 1702 Grand Ave. St, Paul 698-8841 New bridge opens with fanfare, warnings 7� "How sweet it is!" -.John Klein ex- claimed as he looked from Eagan down • new Cedar Avenue stretching across the Minnesota River into :Bloom- ington. • . "This is a big dayfor the people in Dakota County and Hennepin County,. that's for sure," Bill Merritt, assistant commissioner of the Minnesota _ Department of - Transportation . (Mn/DOT) said earlier. "A heck. of a-, lot of blood has spilled from a lot of people who brought this project where_ it is -today." Merritt and Klein were among hun- dreds of dignitaries; interstate highway - promoters, business people and in- terested residents who -turned out last Friday for ceremonies marking the opening of the mile -long, - twin -span Cedar Avenue Bridge. Following its . - dedication, the bridge was_ opened• to traffic, alleviating the, rush-hour burden on Interstate 35W and the anx- iety of ' drivers who previously sat bumper -to -bumper on the oldtwo-lane Cedar bridge. _ Speakers at the dedication ceremony gave thepublic two clear messages: financing future .road and bridge. im- provements is going to -be tough; and the new. Cedar Avenue Bridge is. only ' one link in a total transportation system, for northern Dakota County that will, when completed, alleviate traffic problems and foster more com - mercial • and industrial development south of the river. . Klein, who as a. project director of the Urban Council on. Mobility, has been pushing six, years. for the comple- tion -of new Cedar Avenue, - stressed that that group's work -is not done. "We still need..1-35E and 1-494," he said,likening the relationship of those roads to Cedar -Avenue to the Circula- tion system in the body. "Only by completing all of them will we find the_ - beauty of.the design, how'it's going to serve the people." Like Klein,. Ray Connelly, stressed. • the importance of completion of I-35E and 1-494, which, he said, -will promote greater .industrial and. •commercial development than new Cedar Avenue. Connelly belongs. to the Urban Council on -Mobility .and also is Burnsville's representative to the Northern Dakota County - Interstate Committee, which has regularly met with Mn/DOT of- ficials for over two years. • . - There are "minor" design details to be. worked out for I-35E "through Eagan and some questions are being raised about the I-494 corridor through Eagan, Mendota Heights, Sun Fish Lake and Inver Grove Heights, Klein said. But .he was optimistic that those roads would be completed as schedul- ed. ".If the good Lord keeps smiling on us, we'll cut the the ribbon" for.35E at this time•next year and a year from that ,. we'll have the ribbon cutting on 494;" he said. "We're very pleased but it's taken longer than we thought.' " Klein said.. the Urban. Council on Mobility has acted as an "educational". group,. demonstrating the need for completion of_ the in- terstate system to residents, who, in .turn, put pressure on their legislators. "Strong_ -constituent support" was critical, he said, in influencing _legislators who, before then, were wary of being perceived as "people who were going to concrete the world." To expedite completion of • new Cedar Avenue, Me -Urban Council on Mobility convinced residents along the alignment that the thoroughfare. wouldn't "fracture their .way of life" or harm the wetlands along the cor- ridor. - During the ceremonies, Klein said, "I ddon't think we so hurt the environ- ment that it's -going to make a lot of difference. I think we enhanced the en- -_vironment." Warning lof coming .difficulties in financing road and bridge replacements, U.S. Rep. Tom Hagedorn and Gov. Al Quie took the BRIDGE: to,Q 6A the best location for that hospital. In rejecting FCH's hospital proposal "human services concept" and that But the bottom line. representatives last year, the health board said .it FCH . has a commitment - to the of both Fairview' Community . warited more information on popula- Ebenezer Ridges- Geriatric Care Hospitals and National Medical Enter- tion, which should be provided by:the • , Center, Prince of Peace Lutheran prises agree, is whether the 1980 census, as well what effect the Church, the Nicollet Clinic as well as Metropolitan Health Board can be opening ' of Cedar -Avenue Bridge • other, medical agencies that plan to convinced of the immediate need for a would have on the access to,hospitals locate there. north .of the Minnesota River •to per "I just can't < believe a hospital sons living south of the river: Before shouldn't be located there," he said. approving a new hospital, a majority • Orr acknowledged the possibility • of health board members also wished that FCH could sell the site to NME. of this month its intention to submit a._ to have accomplished a•goal of having - "I don't think we'd ever do that," he certificateof need (CON) application • 10,000 hospital beds 'in the said. • • • metropolitan area voluntarily closed. "That' would be a. nice place to A proposal from NME would give locate but there could be other places further credence, to FCH's stance that' to locate, said. Hogan. Somewhere the Burnsville 'area can support a • between Burnsville and Apple Valley hospital, Orr said. might be a. possibility, he suggested. Orr didn't address whether non- , NME has not announced a proposed profit corporations like FCH generally • site -for a hospital: "That's a little" • provide better health service than- for- ahead of the game," Hogan said, - profit corporations. But he questioned • ' During its investigation NME has the cost-effectiveness of putting a received some negative reaction to its Burnsville hospital anywhere. but the profit -making status from the Council site FCH has designated on the Ridges -of _Community Hospitals, which campus at. Nicollet Avenue and'138th represents all metropolitan area • Street. hospitals except the Veterans Hospital, Hogan said. The tie between. the proposed FCH "They seem to be pretty anti- - hospital in Burnsville and Fairview- , proprietary," 'he said, noting that Southdale Hospital in. Edina and the Divine Redeemer Hospital was "kick- , ee�r,cJ,t�`• �4•• "� "=�``f. it'i 3• i v�.•, ,,, ,,; entire FCH system would eliminate the ed out" of the council when it became le Ct1F RENT; November 5,'1480 • Burnsville hospital. National Medical Enterprises, (NME), a for -profit Los Angeles -based. firm, may announce around the middle for a Burnsville hospital, Eric Hogan, senior planning associate for the firm, said last week. NME, which has been meeting with local residents and health agency personnel, already has conclud- ed that the :.present and anticipated population of the Burnsville area is sufficient to support.a hospital. "We are still waiting to.survey doc- tors in the area on theirfeelings about our company and the need . for a hospital," Hogan said. If NME submits a CON this month, ' Fairview Community: Hospitals (FCH) will "strongly consider" -resubmitting its hospital •proposal simultaneously; Steven .Orr, FCH vice president of planning and development, said last Gary Appel, council director, said. But he stressed, "It wouldn't be 'ap- propriate for the (council) to lobby for or against -a facility." Although ' council' bylaws prohibitp the inclusion of for -profit facilities, the feeling of council members. toward such facilities is "somewhat split," Appel said. ".`Some recognize that proprietary . hospitals are. .the coming thing," he said, noting that such facilities are pro: liferating outside of this state. "But there is a long, long-standing tradition. in Minnesota that hospital care should be provided through non-profit organizations. The view is that hospitals are more of a- public• service than they are a business and that for- - ' profit facilities will make decisions that are not in the best public. interest." 'Because of the insurance -reimburse- ment procedures in Minnesota, it is dif- ficult to make the case that for -profit hospitals are less responsive to a low= income population, Appel said. But he acknowledged FCH's opening of the Ridges emergency room on a 24.-hour basis as an example of something a -for- • profit corporation might not do. HOSPITAL: to-p. 10A 6A New Cedar -Avenue Bridge opens with fanfare. BRIDGE: from p. 1A opening of the bridge as an opportuni- ty to encourage a "yes" vote on Amendment 3 to the state Constitution in the general election. That amendment would remove the present $150'million'par value limit on the amount of trunk highway bonds, that are issued and unpaid at any time.• It also would remove the present-5 per -- cent per annum•ceiling on interest rates of trunk highway bonds. Mn/DOT Commissioner Richard Braun has claimed that, if the amendment passes,. bonds could become "a major means' of financing needed bridge replacements or other highway .im- provements." - The total cost of reconstructing Cedar ,Avenue • and building the new bridge was about $56 million, in- cluding several million spent to- reduce the effect 'of the bridge on'the environ- ment, Mn/DOT said. Braun said the bridge was designed to span the entire width of the river valley and not directly encroach on Long Meadow Lake. Thebridge also includes design features to protect the environment, including a system that collects accidental spills and other pollutants from the bridge's surface and deposits 'them in a series of sedimentation ponds. In. addition' to the new bridge, the project included the widening of Cedar Avenue_to six. lanes from Interstate 494 to Highway ,13 and widening it to four lanes from Highway 13 south to new Interstate 35E, now under construc- tion. I-35E between I-35W and Cedar Avenue is scheduled to be;open by the f.a�l_o f .1981 . Corridor studies . for the new highway began in 1958 and,continued intothe 1960s. The first public location hearing was held in June 1962. A draft A drill squad from Bloomington Jefferson High School joined in a parade from Eagan to Bloomington. to mark theopeningof the new Cedar Avenue Bridge last Friday. More 'photos of the opening ceremonies appear in the B section of The Current this week. Environmental Impact Statement was According to -Braun, the new bridge prepared during 1973 and 1974 and in and -Highway 77 -will benefit the December 1974 a location/design hear- metropolitan area by: _ing was held. The final EIS was finish- • • Relieving rush-hour congestion on ed and approved in 1976. Construction the I-35W bridge • between :Bloom - plans were begun in 19,76 and the -first ington and Burnsville; and on the Men- stage 'of construction (river bridge dota Bridge. - piers) was started in December of that • Enabling semi -trailer trucks to year. = cross the river on new Highway 77. Construction is scheduled to begin • Previously trucks- were limited- to a soon one a separate pedestrian bridge gross weight of 10,000 pounds. with bike trails over the main river • Allowing Metropolitan Transit channel. That bridge is expected to be .Commission buses to cross the bridge. opened late in the summer of 1981. Because of the previous width and The old river bridge, built in 1890, is ?weight restrictions,. MTC buses could scheduled for' dismantling. and removal not use the. old bridge. MTC now will starting in mid -November. The be able to provide more direct and effi- removal is expected to be completed by cient " bus service between Dakota April 1981. -• r County and Minneapolis, to other. cities and to the Minneapolis -St. Paul International Airport. • Easing the flow of I?arge traffic on the. Minnesota River. Barges -frequently struck the old bridge because of the narrow passage between its- piers. • Facilitating the development of Dakota County by improving access for commuters, shoppers and persons who use the area's recreational and cultural resources. - Mn/DOT is estimating that, with the opening of the new bridge, traffic volumes on Cedar Avenue will increase from the 14,000 to 30,000 average daily trips. By the year 2000, that traffic is expected to double, Mn/DOT said. Mn/DOT also estimates a 20 percent energy reduction due to less congestion and shorter travel distances and travel times. The new road is expected to save nearly 250,000 gallons of gasoline per year, according to Mn/DOT. 5A Come to • the dance To the Editor: • On Saturday the Burnsville Athletic Club will holds its annual social dance at the Honeywell Country Club. The dance is held.each.year to give parents and the community the opportunity to meet the coaches, sport directors and officers that togetherorganize the youth programs in Burnsville. Over and above the social aspect of - the dance; any profit derived is chan- neled to the Burnsville High -scholar- ship fund. -Each year it- is the goal of BAC to award at . least two $400 scholarships -to a graduating girl -and boy. This year that goal was not attain- ed because of lack of funds. -Jack Harding, ,chairper son of the fundraising committee, will be at the dance selling "Support BAC" decals and, between the dance and the decal sale, BAC hopes its goal is attained. So come out to the dance and help support the goals of the organization. Cost is $2 per person. Live music .will be provided by the Country -Bumpkins. Al Lenhart 13025 Welcome Lane, BAC publicity May We Help You Find A • Dentist? For .help anywhere -in the Twin Cities or Suburbs IPP19- IMF What is the religious response to .family -violence? To the Editor: - .• - • As a regular reader of The Current, The basic -premise of the conference - it has been my observation that the is that no one deserves. abuse. The pain editorial staff is strongly supportive of of-, the battered woman can —be better social justice 'issues and has on several understood by seeing her as .a woman occasions urged community- ,and with a "broken" spirit. Jesus recogniz- _church to get -involved in understan- ed this pain in the woman who was ding the issues: I would like to take this, healed on the Sabbath (Luke _ 13: opportunity to do the same:- The, issue • 10-17). He confused his adversaries by ' is family. violence and the primary - understanding what had enfeebled her. focus is the battered woman. • Can we whocall ourselves believers do • - any less? •Since July, concerned lay persons The conference will be held at the and clergy of Dakota County have Dakota County Vo-Tech on Nov. 11, . been meeting with victim assistance from 9 a.m \ to 4 P.M. The cost is'$10 personnel to plan the first in a series of and a U' of M Continuing Education regional conferences on the religious credit is available. Registration will be response to family violence. The con- taken at the door but advance -egistra- `ference will center on counseling the - tion is preferred. Call 376-9101 for victims of family violence .within the • more information..• faith community. Local resources will- - Linda Flies be presented. 50 Walden Setting it straight To the Editor: - The League of Women Voters does not- endorse candidates. James Pap- pathatos, candidate for mayor of Burnsville, has included in his cam- paign brochure.a quote of his given to the League in answer to a written-ques- tion. The signature under the quote is "Jini Pappathatos, League of Women( Voters, 1980." - _ The League', as an organization, does not endorse Pappathatos or any other candidate. Individual League members are encouraged to become in: volved in candidates' campaigns, but as citizens, not as' League members. - The League membership in West Dakota County does not approve Rap- pathatos' inclusion of our name in -his campaign literature, nor were we in- formed of it prior to its printing. Had he sought permission, it would have been denied. Lynn Kline; - - president, League of Women Voters West Dakota County Area DAKOTA COUNTY TRIBUNE rea Students Attend outh Legislature, BURNSVILLE -- Fifty-seven rea students formed the Min- esota Valley delegationat the lth youth' model legislature at re capitol Friday andSaturday, • n: 19 and "20, Greg Twaites, Burnsville High hool (BHS) junior, chaired.de- erations 'of the model senate,. fter. winning October's atewide election for Senate pre - dent. Rob Graber, BHS junior, as • sergeant -at -arms 'of -the! odel Senate. Mary Buckingham •as senate chaplain, and Kate 'rber;- ninth' grader'', from icollet Junior. High; was read- g clerk of Senate. . - Sherry Miner of BHS was clerk House. She . was. the.1978 read- g clerk of House. Clete Luartes and 'Jay I Kfm' HS sophomores, were, commit- !e chairpersons. ' ! ' Assisting the youth governor on re executive cabinet; as com- tissioners were', BHS 'juniors ave Case and''Paul .,Otis. Case as, commissioner of transporta- on and Otis was 'commissioner, general legislation. Signe, Holmbeck. and . Ma [anley, both of Nicollet, w iges and 'won awards for out- anding page. It was the fi me Burnsville residents have rk ere rst. viding privacy for blind voters through the use of Braille ballots. Italso passed, as did the'bilis .of Nicollet ninth' grader Chris Twaites, which required open trucks and 'open trailers with loose materials to have cover, irigs, and that of. Dan Borowici, sophomore, 'a sunset law requir- ing ' evaluation before`refunding' state agencies. , A' bill by; Debbi Graham, sophomore, to legalize the use• -of Laetrile passed the House but not the Senate. Kris Hennessy's bill to require tlia_t.,..so.cial_'and recreational fees of adults'not be charged to minors did the same. Peter Lindbom, Brenda Huwaldt and Leanne Tubbs, all of • BHS, and Lynn McLandsborough of Nicollet formed. the . honor. guard for, Minnesota officials. 'Parent chaperones, were Don 1Lindbom and his wife •and Bob Feiler ' and his wife. Nicollet teachers were Mariel Wolter and Darterie Edwards as advisors, Jerry Adkins and Steven Mott of the Minnesota Valley YMCA were•also advisors. , Other Burnsville area students attending , were Bill Davidson, Julie `Moore, Vance Stewart, Kathy Madson,''Debbie Taylor, Sheila Just,' Chris'' Wright, Grant Lang, Kris Hennessy, 'Mike Zim- WOMEN'S. ROLES DEFINED:BY • —NATION'S OUTSTANDING TEENS Kids, kitchen and icareer are all in. a day's work for the modern woman, according to a nationwide survey. of America's outstanding • 'teens. ` •• • In .the latest annual poll of high school juniors and seniors listed' in' ' "Who's Who 'Among American ' High School ;Students," Mother- hood and apple pie getequal play with feminist values. While 85%",of the young women plan to marry.;half, of the teens surveyed say a - ''combination of • career and'wediock.is.necessary for a girl to get all th'e gusto out of life.' Almost all (85'o) of thesurvey• group say women are equal in intel- ligence with' men: Eight:out,of ten co-eds polled enjoy leadership op- portunities in'theircommunities. — Perhaps that's why the group is in a quandary over women's legal • • rights,.which stack•upright next to: dust mops in 'the teens' conscious-'; ness closet. 'Just over half (53Vo).. the teens favor%the Equal Rights Amendment. , Half of the youthful respondents have changed 'their views of the feminine role in society as a'result of thewomen's movement. While 2307o 'feel feminists treat men un- fairly, another..29%` disagrees. They say the movement has had a positive effect do Male -female rela- tionships.. A Liberation has changed the • young men to a degree. Nearly a ,third of,the guys say the.women's •'mo ernent has changed their views. on'how they will conduct their own' ,marriage,; and-29%indicate that:it has affected howthey relate to they opposite sex. _ -Women are no longer defined by • their child-bearing "abilities: Nine ., out of ten teens think having chil- dren is not necessary to, a woman's; . fulfillment. Still, a Nast majority , (92%) . plan -on :offspring of their own. Almost two=thirds feel that working in the home and raising children full-time could be totally, rewarding. Yet,, only one ;in five would •recognize housekeeping as. work by awarding Social Security to homemakers. The boyswon't take over the hearth while the girls are climbing the management ' ladder, either • Some 42'o would,'never consider allowing the woman to bring home the bacon' while the man cares for home and' "children. One third would try a Tole -reversal as an ex- periment only. . It all adds up to a full-time ,job , athome after' a, hard day's work at the office for these future female'. breadwinners. If these teens are any indication, ,an old saying still rings true. today: "A .man toils from sun • to sun, but a .woman's work is never done." Office Hours': -•,8 p:m. Saturday 10 o:m.: - 4 p.m. Oft HS Students bserve Specials Week• MARY KELLER, left .with Monica "Loftus and ,Lori Boumeester stand next to their bulletin board displayed at; the'regional OEA'conference; representing Rosemount High.. School's:OEA. ; ROSEMOUNT--Vocatiorial business and office educatioristu'- dents from Rosemount.• High'. School will join Office Education =Association (OEA) members' fromthroughout- the nation in ob- servance of OEA Week;. Feb. 11 17.:It is being observed concur rently,with Vocational Education Week.` This year's: national theme is "OEN To Serve You" and, ,the. Nation." The regional•conference was held; Saturday, •Feb: 10, at •Wood- bury,',High :School to kick. off .the The theme for this year's Voca- • tional Education Week is.`.`choose th.e educational alter- nati.ve...vocational, educa- tion." ISD 196 offers several vocatic.L. programs in addition to school offerings at . Dakota County . Vocational' Technical Institute'':: These programs in- 'clude office occupations, con- sumer homemaking occupations, marketing. and`, distribution'. oc- cupations and •four work ex- perience programs for special need students. ' The OEA; with a membership of more than 75,000 students, is 'designed to develop leadership abilities in the American busi- ness world and competency in of- f ice, occupations. SSP Woman Joins Honor Society SOUTH • ST: PAUL -- Ann Friedmann, •of South 'St: •Paul ; 1' beCame.a charter'member of,Psi' Chi, a. national honor society:in psychology;.. during an installa' tion ceremony of a new chapter.-, at the College' of St..Catherine, St. Paul, Tuesday,,•Feb, 6. Miss Friedmann; • a 1 junior. psychology major is the' .' daughter of Mr. and.Mrs John F Friedmann,•702 8th`Ave. So " JOHN L. HARRISON, D.D.S. LEE B. CESAR, D.D.S. JOHNSON OFFICE BUILDING 8500 210th STREET WEST LAKEVILLE, MINNESOTA 55044 For The Practice; of General' Dentistry• ,.Office Plorie: ' "' :469-3300+. AGE 8B DAKOTA COUNTY TRIBUNE Construction Continues On Cedar Ave. Bridge EAGAN--The steel girders are being installed on the new Cedar Ave. bridge crossing the Minnesota River. Cleco Construction Co. is the contractor for the structural steel portion costing $4,738,227.80. The prestressed concrete girders are also being worked on by Ed Kraemer and Sons. Some pier work is also under construction, however, that has slowed because of extremely cold weather and lack of concrete. LOOKING UP under the bridge span, the concrete and steel girders can be seen which resem- ble a mass of intertwined supports. The concrete piers at the left will support the steel and concrete roadway which will carry traffic both east and west into the metropolitan area and suburbs. Cedar Ave. Bridge Progress Slowed 6. 1 EAGAN--Work continues on the new Cedar Ave. bridge crossing the Min- nesota River. Completion originally set for the fall of 1980 may be somewhat later due to a lack of concrete and cold weather. Structural steel contractors Cleco Construction Co. are working installing the steel girders. Ed Kraemer and Sons, concrete contractors, are continuing their work with the pre- stressed concrete girders. Work has also been done on the piling. This photo looks west under the long span of the bridge. Work began in July 1977 and was to take 270 working days to complete the concrete portion and 295 for the structural steel contract. Another portion of the contract, including the approaches, arch stands, and super structure, was scheduled to take 460 days to complete. ided ,at a pu s is ed by the board of directors 8 p.m. Wednesday, Feb. ?1 at ula's 32 Bowl: letter from Ann 'Nohava on alf '`of the board said, "We e•aproblem, over the past eral years the board has con- ed of the same people ,Some us have been' on the board m five to eight years, and the e has come that we're getting ribly `weary'. Many of us also e other commitments that we t meet. We'd like to see new ces on the board this year. All• the past members will -be more an willing to assist a new board any way possible." The letter continued that the lard hopes to see "loads of new ces and some faces of those Flo have helped before". at the. eting. The present board, ac- rding to Ms. Nohava, feels thout additional help. from izens it cannot ' continue.- herefore, I 'regret to say it is hly probable that there will be an IGH Days in 1979." er • letter pointed• out that e people feel the, July ebration planning begins in y. It takes 12 full months' to dle the planning and obtain irpersons for the events. The ival, fireworks and bands st be booked a • year in ad- ce, she said. SATURDAY-- H Voters ill Go To e Polls BONNIE CARR Staff Writer VER GROVE HEIGHTS. -- rs will go to the polls Satur- Feb. •17,from 8 a.m. to 5 p.m. cide whether •the city shall e $1,485,000 •in bonds to. nce a, new municipal ities building. simple majority of those vet - either yes or no will decide ssue. • cos s, e specifics of each ques- tion and the need. Apple Valley • is' growing at a rapid rate, 'faster than most cities. In 1970, the population was 8,500. In 1979 the population will exceed 21,000, an increase of about 125%. The park committee said the park system has felt the pressure of. the expanding population. The present park system is inade- quate to' serve . the aesthetic and athletic leisure time'interests of the community, they•said. Exist- ing parks need improvements and new parks. must • be de- veloped. To Iletermine what improve- ments are needed and where new parks should be• developed, the park committee .has developed .a comprehensive park and recrea- tion system plan in an effort to guide the development of the park and recreation system for the next five years. That plan, the result of three years of plan- ning, determines what and how many facilities should be -pro- vided. In 1971, the last park bond re- ferendum,.was_, approved. Since then, few additional dollars have been available to improve exist- ing and undeveloped park lands, the committee said. Park improvements must be funded by .general .obligation bonds that. are voted on by resi- dents and paid for by city pro- perty taxes. Development and construction costs are rising by 12% to 18% each year, the corn- mittee noted. •, Voters in Apple Valley will be asked_to vote on three indepen- dent prdposals: 1. $775,000 for the improvement of park sites, that are :currently undeveloped; ! 2., $415,000 for acquisition of land and• development of an athletic complex on the east side Oftheci- ty; and 3. $310,000 for the addi- tional improvements to existing parks.' r.,t IN HASTINGS— . Caldwell By JOAN WALDOCK Staff Writer A salary contract for the coun- ty road and bridge engineering - unit for 1979 was approved by the county board Tuesday, Feb. 13. The. contract was recom- mended by the management team, after negotiations with Local 320 Teamsters. It grants- a 7% salary increase in 1979 to the employees, as well as a $5,000 life insurance, policy • for each employee and a $1,000 policy for each dependent child under age 19, subject to the conditions of the policy presently in force: , Thecounty also provides a basic policy with a major medical plan for hospital, medical and surgical insurance, plus 100% additional dependent coverage and workman's com- pensation. The 1979. monthly salaries fon. the unit are as follows: Senior' project sup- ervisor/technician IV, $1,710.75; technician III/traffic technician III,. $1,521.94; techni- cian/traffic technician II, $1,426.98; technician/traffic technician I, $87541,075; and ad- ministrative personnel, $761.89. In other action, the board: TABLED authorizing the ,coun- ty engineer to provide two plans for the upgrading of _Pilot Knob Rd. (Co. Rd. 31) one a two-lane rural and the other a folr-lane urban • ,section, from I-494 to Yankee Doodle Rd. , - VOTED to ask the city .of Eagan for a formal request to construct a water tower on coun- ty park property. • AUTHORIZED ' the county .auditor to secure bids for an in- surance carrier for Byllesby Dam. • TABLED action on'a resolution by Richard Asleson, Apple Valley city administrator, to reduce the • county's levy limit by the dollar amount of road and bridge funds distributed to cities and increase the levy limit. of each city in Dakota County for road and bridge purposes for 1980. - • AUTHORIZED agreement amendments to contract between the Metropolitan Council and Tlaknfa Cnnnty _ fnr. - ik9Q S59 . in. cons, usually on issues affect- ing the areas they cover. Who W! I I, Pay? .FARMINGTON -- • There has been a considerable amount of discussion from residents of the community concerning the Feb. 20 public hearing set for 8 p.m. in the city hall. • The hearing, is .to consider in- stallation of sewer, water, curb and gutter and blacktopped streets in a proposed new housing development called Fair. Hills, west of Co. Rd. 31, between 195th and 190th Sts. The main concern -among resi- dents in the immediate area- of the 80=acre• development is• who will be considered in the benefited area and will have to pay for the assessments. Many of those residing in the ,area once paid water and sewer assessments, therefore they can not be assessed again. Most farmers in the area want to farm, they don't want to develop. They are not concerned with water on their back 40 acres and only feel this is an unnecessary burden to them. • Farmers l in the area have much or. all of.their land in green acres.which will also cause a pro- blem whenthe assessments must be paid. ' Then comes the question, who will pay for the services? The on; ly other solution is ad valorem. That means each and every resi- dent of the community will have people concerned wit ' eve op- ing land for single and multiple dwellings who are findingrit creasingly difficult to locate land close to sewer and water lines. They are having to go, further out . into the countryside and' start with raw land for their develop-: ments • and.' spend exorbitant amounts to just make -,the land buildable • But then, should the costs to makethe land buildable be their cost? If it is, the lots will only continue to go up arid up, beyond the reach of. anyone, and the city will end.up in the real estate busi- ness. • ,The assessment policy isa dif- ' ficult one for any council, and who is •to say what is fair. Many of us.were caught in a• similar situ- ation when the water was brought into the city to increase water pressure. Farm lan'd. 'in the "benefited" area, which in most cases never will have water lines reach them, were assessed on a per acre fee: At that time, those farmers and residents; block and miles from -the lines, wer not concerned with paying as sessments so • people in the_ city could have .better , water . pre- ssure. - The problem is not an easy one, but this.public hearing is the time when all questions should' be brought before the council. It's not only for.those residing in 'the immediate area of the proposed developrnent, ' it • is ' for every citizen in the city.- • • • • PHYLLIS CUMMINGS Tips Are Given To Cut Electric Costs Looking for ways to cut down on the electric bill? / Don't forget the electric bill is not the light bill. Lighting, though it accounts for only 16% of the electricity used • by . a typical' home, does offer important. sav- ing opportunities. • • • Here are a few ways to whittle down the lighting portion of the mnnthly nlnntrin hill o,,,l o+ill incandescent post light . bulbs, 'if' possible. Otherwise, have the utility company turn off the gas lantern, and re -aim safety - security floodlighting to il- luminate the area. . Put outdoor safety -security • lighting on a timer or photocell unit which : will turn- them off automatically, eliminating all- day .use of power if someone fnraatc to flink thin Heiberg is named � s county man of year A Hennepin County.resident , with a real estate firm in Bloom- ington has been named Dakota County Man of the Year by the Dakota County Development Association. THOMAS HEIBERG, 34,`of Excelsior, "has unselfishly dedi- cated countless hours of his vol- unteer time toward getting the necessary transportation corgi-., dors constructed in Dakota. County," the assoeiation,an- pounced recently. He has worked for the devel- opment of the Cedar Avenue bridge now'under construction between Bloomington and, Eagan: And he has worked for 'the planned building of inter- states.35E and 494 in the north- ern part of the county, the asso- ciation reported ' In 1974, Heiberg helped form t, the Urban Council on Mobility and has been its president since then. The council is a 2500-mem- ber•private organization devoted •to upgrading transportation. HEIBERG HAS spoken before various civic groups and met with governors Anderson, Per- pich and other officials in the state departments of transporta- tion, natural resources and pollu don control: He has also conferred with officials: of feder al agencies: Thomas Heiberg, • Heiberg -heads the real estate firm; Land' Sake, Inc., in Bloom .ington andis involved in building more'than 2,000 housing units, _ " mainlyiii.Apple.Valley and . Inver Grove Heights, the.associ- • ation said. The Worthington native ,jored,in economics.and.co-cap-. ta.ined'the,footballteamatSt:: Olaf College in Northfield from which he graduated in 1966: He and his wife; the former Martha • Wallace, reside at 3725 S. Cedar Drive; Excelsior. - "Heiberg previously resided in-: Dakota County.'s Inver Grove - Heights. . arrangements. Mrs. O'Keefe, from St. Paul's East Side, said she needed to get away after a busy year with school and family. Last summer, after summer school, she intend- ed to take some time off. But a 'son who was seriously ill came home and she cared for him instead. FELT I just had to get away. I looked at a poster on a wall. It said, 'Go to South Ameri- ca.' So I went into the foreign studies. department and applied," said Mrs. O'Keefe: : She asked if they would permit her to go, since she is enrolled in a special program for older stu- dents: She is working towards a degree in social work and isn't, taking any Spanish. °Yes, they were very happy to have me on the trip because they had another woman signed up," said Mrs. O'Keefe. She said the teacher kept referring to `'Maria." :'a`.`.So.I thought, 'Oh boy, I'm get- ting some Spanish woman'," said Mrs: O'Keefe. "Then one night I st was udying and about 11,p.m. slie called and said, 'This isMar- iop Votel. Are you the Kay O'-Keefe I went to Girl Scout camp.with?' I said, `So you're the Maria.' That was the farthest thing from my mind. Kay O'Keefe "It's such a small world to think that she and I ended up on F ' this trip. I just thought, `That's ' what I need to get away,' " she added. • Mrs. O'Keefe has been to Eu- rope (three times) and to Africa. • South America appealed to her because, "I wanted to go some- place else." THE WOMEN and other col- lege students will visit Quito, Ecuador, Peru and Colombia. They will see Machu Picchu,'the lost city of ,the Incas. Several side trips will take them to villages, to see the crafts of the countries. The trip to the river will take one day by bus and jeep. They Sludge . • Continued from Page 1(S) Its use has been researched extensively by the University of Minnesnt.a and the U.S. Denart- checked daily at Pig's Eye. The use of the sludge on land is regu- lated based on the daily findings, he said. The Pollution Control i•itouneriZ Staff Photo by Donald Black Metro news Comics/TV-Radio Antique cars joined other vehicles in a parade across the new Cedar Av. bridge Thursday. New Cedar bridge opens to traffic, 5rT A major traffic obstacle for commut- ers from the southern suburbs was removed Thursday with the opening of the new six -lane Cedar Av. Bridge. The mile -long, twin -span bridge crosses the Minnesota River, linking Bloomington with Burnsville. It is ex- pected to handle 30,000 cars a day, three times the traffic carried by its predecessor, and 60,000 a day by the year 2000. The bridge is one of three major crossings of the Minnesota River into Dakota County. Transit planners ex- pect it to relieve traffic congestion on Interstate Hwy. 35W and the Men- dota Bridge. Construction on the bridge and its approaches began four years ago. The bridge cost an estimated S30 million and the 4.8-mile approach cost another $25 million. Demolition of the old bridge will be- gin next month. The project included widening Cedar Av. to six lanes from Interstate Hwy. 494 to Hwy. 13 and widening Cedar to four lanes from 13 south to the new Interstate Hwy. 35E unc:,r con- struction in Dakota County. It is now possible to drive 5.8 miles, from Killebrew Dr., just south of Metro- /o-3t-tea politan Stadium, past Hwy. 13, with- out encountering a traffic signal. Cars began lining up on both sides of the bridge at about 3:30 yesterday and when it was opened at 4:09, blockiong lines had formed. Curt Go- beli of the Minnesotat Department of Transportation's Oakdale office said there were no estimates of the num- ber of vehicles that crossed the bridge yesterday. But the increase in traffic on the new bridge caused traffic delays at nearby traffic signals, especially at intersections of Cedar Av. and Cliff Rd. and Cedar Av. and County Rd. 30. Gobeli said the congestion should be relieved by adjustments in the timing cf the signals. The new bridge also should make it easier for other forms of traffic to cross the river. Semitrailer trucks and city buses will be able to travel on Cedar Av. for the first time. They could not use the old bridge because of its 10,000- pound weight limit. Separate bicycle and pedestrian ways are being built onto the bridge. They will be linked to trails on both sides of the river. 1 Minneapolis Richfield Interstate 494 Cedar Av. Minneapolis -St. Paul International Airport Highway 36 Bloomington Interstate 35W St. Paul Mississippi River ``Cedar Av. Bridge Cedar Av. Minnesota Zoological Gardens • 1B. Friday October 31 ' 1980 Eagan Apple Valley Minneapolis Tribune Fri.; Oct. 31, 1980 faiser,toprovide a taste of Venice he Bill Duna orchestra will play for dancing. The arrangements committee, head- ed by,Alice Liptak of St. Paul, is go- ng all out for Venetian decor. Italy's national colors will be carried out in white tablecloths and red and green runners and napkins. Tickets for the party are available rom committee members for $501 Phe event is the chapter's first fund' aiser to support the restoration and preservation of Venice for posterity. 'he chapter was formed a year ago as an affiliate of the International and for Monuments, Inc. mong loyal Venetian buffs expect- d are Col. James Gray of Washing- n, D.C., executive, director of the nternational Fund, and Paolo ansa-Cedronio, Italy's ambassador the ,United States. "The event is o' good to miss;" one worker said • In memoriam Two remarkable Minneapolis wom- en, each of whom made consider- able contributions to the civic and cultural quality of the city, died this month. Bernice Dalrymple, who died Oct. 14 at 91, was known for her wry humor and .. vigorous leadership. Some years ago she pulled a sagging citywide, hospital capital fund drive out of the weeds as well 'as heading the first conference of the World Health Organization here in }958. Her husband, John S. Dalrymple,' whom she married in 1913, ran a 30,000-acre grain farm near Cassel - ton, N.D., which is shill in the family. He died in 1958. On her 80th birthday, Dalrymple's Margaret Morris two daughters and grandchildren gave a party that was reported by this newspaper as "the gayest since the Fifty Club cotillion." A skit paro- died highlights of her service to such groups as the Women's Association of the Minnesota Orchestra, Friends of the Institute, American Red Cross, University of Minnesota, Minneapb- lis Woman's Club, heart, cancer and hospital funds and state and local /governments. _ Jennie Levitt, who died Oct. 24 at 90; also was known^for a bright and • ready sense of humor. Right up to two days before she died she joked aboutputting off a date with God for 24 hours. Hospitals and humanitar- ian programs were chief beneficia- ries of her volunteer work. She was a philanthropist and tireless civic i worker. Her husband, Thomas Le- ,, vitt, whom she married in 1914, was a. Minneapolis furniture merchant. He died in 1953. On her 85th birthday,which she celebrated in Palm Springs, Calif., , her two sons, daughter, grandchil- ' dren, other relatives and friends, numbering 150, gathered to honor a her at the Canyon Country Club. This newspaper reported that "it turned, into more of a testimonial." The• president of the National Council of Jewish Women flew out from New York and there were letters from k Sen. Hubert Humphrey, President Gerald Ford and Vice President Wal- . ter Mondale, then a Minnesota sena- tor. I ' Curtain call The University of Minnesota •Alum nae Club will honor the 50th season of the University•Theater at its annu- - al meeting and seminar Saturday. at the University Club in the IDS Cen- ter. Arthur Ballet, professor oNhe- ater arts and director of theater pro- grams for the National Endowment for the (Arts in Washington, will be. the keynote speaker. He will speak at 9:30 a.m. Other speakers, representing the Twin Cities theater scene, will be Ja• - nice Carlson-Buffie, staff promotion- al and script writer for SKETCH- ' WORKS improvisational . theater; di- . rector -actor -teacher Warren Frost, appearing at the Chanhassen Dinner. Theater, in "On Golden Pond;". Don. Stolz of the . Old- Log Theater; Jack Barkla, set designer for the Guthrie Theater; , Ricia Birturk, costumer of the Minneapolis Children's Theater Company, and Dale Huffington, man- ager -director of the Chimera The- ater in St. Paul. The seminars will run from 10 to 1115. a.m. Wand 11:15 to 12:30 p.m., followed by luncheon: Tickets are $9.75. wouldn't give up wins benefits Sixth U.S. Circuit 'Court . of Ap- als sits. arrived in Cincinnati, a 66-year- fat, sick lady carrying a suitcase king for a place to stay over- ght," she said in a telephone. inter- w. "I walked the streets .until I nd a hotel room for $12:50. Then I rslept and missed my case the xt day." r problem goes back to 1966, en she applied for widow's bene- after the death of her husband, n. But Social Security casework - decided she wasn't physically bled, she said. . said she became angry when a worker suggested she might qualify for benefits as someone men- - tally disabled. That's when she took the case to court. She said she had a lawyer during an earlier stage of her legal fight, but had handled the case on her own since a U.S. district court judge ruled against her. • • "I went to the (appeals) court and asked them to give me just five min-' utes,". Humphress said. "They gave me 15. I really don't remember what I said. I opened my mouth and God took over." , The three -judge panel ruled without elaboration Wednesday that Humph- ress had been unfairly denied wid- ow's disability insurance between '1966, and •1979, when she turned 65' and became eligible for retirement _ benefits; She also receives $140 a month in Supplemental Security In- • come, a kind of welfare program. The amount of retroactive benefits . that she will receive must be deter- mined by the district Social. Security Office in Campbellsville, but the • average payment nationally is $370 a . month. , • Humphress; who dropped } out of school after the ninth grade, said she once typed legal' briefs for an attor- ney, which helped her in 'appealing .the case.. Southdale November 1 and November 2 • •ROSEDALE'& Open Sun. 12 to 5, Daily 11 0 0 ti 0 ti 0 0 0 0 0 0 ® ALCOI and other dr Free Alcoholism lt, Wednesday-1:30 p.n PARKVIEW THE ,,3705 Park Center Blvd., FOR FURTHER CALL HILDI Cedar Ave. bridge to open this fall LTHE CEDAR Ave. bridge is nearing completion and will be open to troffic in late fall, "before the snow falls," according to Richard Elasky, assistant engineer for district nine, Minnesota Department of Transportation. The four -lane twin bridge spans the Minnesota River on Cedar Ave., topped by huge steel arches which run the full length of the structure. The first of 32 miles of steel piling was driven into the riverbed in October 1976, and ap- proach work is being completed now. During the post four years of con- tinuous construction, more than 40,000 cubic yards of concrete and nine million linear feet of steel cable went into the bridge. The $23 million structure is expected to relieve much of the congestion that occurs on the -35W bridge leading into the Twin Cities. r t I s s s a To the editor: I am a professional architect and am disappointed to hear that the City of Lakeville is abandon- ing the downtown commercial section of Lakeville in -its location of the city hall -police station'com= plex. Our office prepared a study several years ago that indicated that the central section was worth preserving and that a city hall would aid in this preserva- tion. The city's own professional planners subsequently prepared - a separate study and also con - eluded that the downtown area was of community importance. It is too bad that these plans are be- ing discarded as it is in my 'opi- nion that this decision will cause the entire central area to be redeveloped in &slower fashion. . I understand that a new pro- posal has been submitted to keep. the proposed structure downtown. This plan should be seriously considered.' FRANCIS SCHUCK Constructive Design Architects.': 200 W. Old Shakopee Rd., Bloomington Reconsider site To the editor: • The Aronson Park Lakeville Ci- ty Hall -Police Station site is 11/4 miles from the nearest existing business. This is too great a, distance to think that it will aid in the establishment of &downtown section. The city has a golden .oppor- tunity to assist in the develop- ment of a solid tax base central area and appears to be letting this opportunity slip by. The downtown site should be considered at greater length. • Very truly yours, WILLIAM C. ORTNER mi y o . nor. o 35E, east of .Ville du ; Parc and south of the proposed Burnsville Parkway. Originally, the developers, Matt and Ray Fischer, wanted to rezone the property to a planned unit . development (PUD) con- sisting of 106 townhouse units. This development was changed in June Ito consist of 72 townhouse units and 23 single-family lots. The council .denied the PUD • because the residents of Ville du Parc area opposed it. The Fischers have now platted the land for 79 single-family lots. Although the filling of the pond remains the same, the PUD would,save 49% of the trees while the single-family development saves 43%. For this reason, along with less severe grading in the PUD development; the planning commission favored the PUD. Ville du Parc residents, on the other hand, favor the single= family development, but not the proposed 79 lots that Fischer has developed. They 'feel, according to spokesman John' Jerrard, that the property "dictates larger lots." When asked if the Fischers :would consider larger lots in their single-family 'development., an unidentified spokesman said "no." City Attorney Vance Gran- nis, Jr. said that there was no legal action that could be taken to get the larger lots. Councilwoman Connie 'Mor- rison said she was.afraid that if a choice wasn't made that night, the' Fischers would take Burn- sville to court again. Jerrard said he could not make a choice bet- ween the two developments as they stood or the "two wrongs" as he described it. Councilman Paul Hoover said "We have two' extremes, citing the limited number of choices. • Hoover said that he favored the single-family development, but could .go with the PUD if there weren't•so many nnknnwnc route into the Fischer property. A motion to approve the single' family development was made,by Councilman James Pappathatos with three' conditions : 1) extend the adjacent lot lines into thepon- ding area'per recommendation of the Planning Commission, 2) in - elude the , three cul-de-sacs recommended and 3) 'set up •a panel of five experts representing each interest to choose the loca- • tion of the road into the Fischer property. The motion passed unanimously: When questioned Wednesday morning about whether Fischer Construction will go to court against the City of Burnsville again, Duffy replied: •"It's still under discussion at this point." He added that it was a question whether they would accept the cul-de-sac plan by the planning commission which calls for .76 lots or whether to go with the 79-unit plan or even the PUD. Duffy said that' the l'cul-de-sac plan was a "design preference" that had nothing to do with the law. The Fischer design meets• the law, but whether they want to pursue this in court will be decid- ed in later meetings, according to Duffy. planner for a num r County communities. A recent letter to the editor by former Mayor Leo Murphy 'of Eagan has charged that Mr..: Voss would have' a conflict' of, interest: Mr. John Schneider is the operator of Mr. John's Beauty Salon in West St. Paul. ' • ' To my' knowledge, neither of these two candidates has any ex- perience as an elected govern-. mental official. The incumbent, Commissioner 'James , W. Kennedy, has .a background of almost 20 years of government services as an elected official. He hasand is presently serving ' ,on many boards and committees concern- ing the county. His meeting atten- dance record is excellent. He has been available to county residents at all times since he. was elected: The voters in Eagan,. West St. Paul, Mendota Heights, Mendota, Lilydale and Burnsville should keep an experienced con- scientious commissioner by. voting for Jim Kennedy Sept. 9. Yours truly, TONY PILLA Inver Grove Heights Political Forum. Miller educational budget cuts (Submitted by Robert Miller, a candidate forstate represen- tative in District 53B.) Miller criticized Republican ernor Al Qiiie for his. ex - doesn't tell us is that the bill was killed in committee. • • "The truth is, the highway department had given the Cedar Avenue bridge number ' one priority for new construction in the state as early as 1970, before the incumbent was even elected to the legislature. "I believe the voters of our district want the truth, not claims of credit for the work of others. cerned arid involved citizen,an effective advocatefor his clients in his law practice, a ;former neighbor, a County —Commis- sioner, and always as a. friend. I have many times been im- pressed with Russell's' ,vast knowledge.about Dakota County. No doubt the fact that Russell has lived all his life here, and was preceded by parents and grand- parents in the district, con- tributes to his storehouse of knowledge. He simply' knows the county like the back of his hand, and he also knows how to use his knowledge to provide effective leadership. Vote for him' in the primary election Sept. WALT LUNDEEN ' Lakeville Re-elect Kennedy' To the editor: As a resident of Eagan in the Third District; I urge you to vote for the incumbent, James W. Kennedy, county commissioner on Sept. 9., Mr. Kennedy is an experienced 'candidate with a 'thorough knowledge of local government and county government. He responds to the requests of the citizens, and has been in- strumental in ' common-sense solutions to problems facing the communities and the county. His concern for economy in govern- ment, senior citizens and com- munity improvements such as parks, and the like, convince me that we need to re-elect James Kennedy as commissioner in the Third District. • Yours truly, HIRAM K. JOHNSON Dakota County Senior Citizen Council I ir.elete el innr►r+ ow Vids<art8 --seArr AvitaV By ELISABETH KENNEALy Staff Writer EAGAN — Apparent low bid- ders were 'announced by Min- nesota Highway Department personnel Monday, following the ' Oct. 22 bid openings for the first work on the long=awaited Cedar . Avenue Bridge, connecting Hen- nepin and Dakota Counties, and the freeway project, which will cost about $50 million. There were 15 bidders on the river pier project. L'unda Construction Co. was the ap- parent low bidderat $1,626,511.90. This bid will be awarded about ., Dec. 1. Park. Construction Co. was the apparent low bidder for the swamp excavation involving . more than one million yards of material. Its bid among seven .bidding was $4,978,027.46. This might be awarded about Nov. 15. Work would begin within a few days following the award; John Sandahl of the State Highway Department said Monday. The six -lane freeway and new bridge might be completed by 1980. Permits for the excavation are on Eagan planning and council meeting agendas Oct. 26 and Nov. 3. to remove from the house. A motion followed, authorizing Snyder to make • a counter - counter offer to the Betrikinitife amount of $49,500 based on their review appraisers recommenda- tion.. This counter -counter. offer also includes the Bell's retaining possession of the 13 listed items. A subsidiary motion was then made amending the above mo- tion to include a deadline date of Oct: 15 for acceptance of the counter -counter offer. Motion died for lack of a second. Still another motion was made and seconded to amend the main motion by inserting the date of :Oct..22 as a cut-off date for the of- fer. This carried by a four -to -one vote. Voting for. were Meehan, Shea, Tharaldson and Johnson;: against, Warren Sifferath, who arriver a short time before dis cu"ssion began on the Bell pro- perty. ' The question was then called! for on the main motion, which would offer the Bell's $49,500 and • a cut-off date of Oct. 22 for the of- , fer. The motion carried by a fowur- ` to -one vote. Voting Meehan, Shea, Theraldson,. 'Johnson and against - was Sif- ferath. The relocation claim ( residen- tial) of Robert O. Hubbard was deferred, since it was n tan imeeting for which the spe was called. . Woman's Car Is Vandalized.' - :A, P. bridgei , 4Peeway bids opened Apparent low bidders have been announced by the 'lMinnesota Highway Departrnent for the ini- tial. work on a- new Cedar Av. bridge and • a freeway project con-, necting Hennepin and Dakota Counties, which will cost about $53 million. Park Construction Co. of Minne- apolis was the apparent low bid- der at $4,978,027 for• 'swamp ex- cavation and backfili. Work on the project should begin Nov. 29, according to Alfred Pulk, resident engineer for the highway depart- ment and supervisor for the exca- vation project. Lunda ,Construction Co.. of Black a River Falls,; Wis., 'was the appar-; ent-'low .bidder: on the i;river pier project'a`t'$1626,511. Construction is to:begin on Nov. 15. , 4 Contracts for the'swamp excava ,g tion and river pier projects will s r be awarded.. before Nov. 29, ac-= cording to Pulk.- . He estimated that the six -lane 1 freeway 'and new. bridge to be, completed by 1981.would run ap- proximately • five miles', between• 83rd St. in Bloomington to Inter- estate Hwy. 35E in Eagan. 1 v 10.00.10.93 11.96 N.L. • 31.22 N.L. auie! Co: 7.72 8.44 7.24 7.91 10.69 11.68 inancl: 10.93 11.78 9.31 10.04 14.09 15.19 11.54 12.44 11.90 12.83, 15.48 16.69 's 11.85 NL D 13.85 14.81 1.00 NL 5.01 5.48 t 1.00 NL' F 9.74 10.64 d 14.47 NL' n 9.35 10.22 8.84 9.56 th 3.88 4.19 Revere 4.94-5.40 Safec Eat 8.93 9.76 ' Safec Gth 7.84 8.57 Scudder Funds: Intl Fd 12.43 . N Specl 22.72 NL Bolan 14.68 NL . .Com Si 9.40 NL Man R, 10,04 NL Sbd Levr 4.48 ' Security Funds:, Eauty. 3.69 4.03 Invest 7.07 7.73 Ultra 9.04 9.88 Sentinel Group: Apex 3.81 4.17_ Bolan 7.79 8.52 Com S 12.18 13.32 Shareholders Gp: • Cmstk ' 5.39 5.89 Entry 5.30 5.79 Flet.F.d 4.78 5.22 Harbr 8.37 9.15 Legal 6.49 .7. Pace 8.86 9.68 Vance Senders: Incom 13.551,, Invest 7.10 ,7:.. Comm 6.05 6.61 Spe.,.. 6.81 7.44 Vdnd`Gth 3.92 NL Vend Inc 3.79 NL Vanguard Group: Explr 16.5718.11 Ftlndx .14.21 15.06 !vest .7.68 8.39 Mori 11.14 12.17 Trust 9.40 10.27 Wells) 11.9213.03 Welitn 9.6310.52 West B 9,55 10.44 Windr 9.5210.40 Verin P 3.42 3.72 Vlklnolnc 1.00 N.L. WellSt G 6.12 6.69' Wein Ea 9.72 NL Wes! Grt 7.20 7.83 Wlsc Inc 5.38 5.88 NL - No load (sales charge) e-counter 4 LSMCorp 4 L.ainxeGvn 5 LUMAmer Maileshogd ;� . MatudaSys 14 Maw n MadDev 0. MadGanCom • 2MadBerFo Madre 0 64entoi ' _ 2.6 MkIeenehGAm 1:4• MidAniBinkUj I ie. Midas' `i • 3:2 ModanCgn,. 4.0 .1 i 2:3 INarfinch 4.8 NateseutY - 1.0 . 1.4 ThermoSYs ' , 2.4 1.4 t tFocllne . 3.4 4.4 To8CMo9M 3.0 2.0' Norata1RBD 1.4 2.0 Vetere 1.21 3.5 No5tarAccept 1.6 2.4 VaporTech 3.2 NoStarComp 2.4 3.4 Vaughne. s 1.1 4.5 N.W.TaUSProd 1.1 1,5 VTN 1.1 2.2 14oYrtnc 4.6 5.4 Wea1StoLAe 7.6 1.6 taadtlonWoAd 1.4 2.0 Mete . 2.7 3.2 Norweeodra 2.6 3.4 . . .. . ' 1.7 Bid Asked Bid Aske 1.0 1.6 OldlfomeFoods 1.2 . 1.6 2.5 3.0 PoittofSabs 2.0 3.0 1.1 1.5 ProdDeagn • 1.0 2.0 .5.6 :8.6 Prop6Petaote 4.0 5.0 5.2 8.4_. 2.4 . 3.7 1.4.3 1 3 1:8 . RobsAson . 2.0 .2.8 4.1 . :12.0 4.1 err 82.4 10'3.4.4 2.0 2.1SObttLand • '1.4 2.'4 2 1 . 3.8..1 • . 2.0 '2.4 SY�. 4.5 5. t sedNd'. 1 p ' 1.6 5.2 8.2 5.2 8.2 SafOOara . - `3.9•4:4 1.2 ' -2.0 1,2 : Stalled • S .Colrx I, 3.2 4.0 28.4 •30.4 ' TOPheece 2.8 3.4 3.4 3.8 1.4 1.8 1.5 1.5 8.4 3.7 2.3 I/ "i l:,n. c E 71910:, (-4 , ' % Cedar bridge Oep .iivrong -a for some By Elena O. De La Rosa Staff Writer Plans to convert the Cedar Av. Bridge to one-way traffic during rush hours beginning Wednesday will send about 1,100 .' motorists searching_. for alternate routes across the Minnesota River. And commuters on those routes will. need extra time to get to work.• The Minnesota Department ' 'of Transportation (DOT) intends to initiate•. an ,Ai;perimental plan to restrict the bridge ' to one-way traffic northbound from 6:15 a.m. .to 8:30 a.m. and one-way south - bound traffic from 41 p.m. to 6:15 p.m. . Robert McDonald; DOT operation coordinator,, said the plan is an effort to ease the, flow of traffic across the Minnesota River. Traffic congestion on, Interstate Hwy: 35W. increased after the Sav; ge and Bloomington Ferry b • s were closed. Some motorists have circulated petitions urging the'department to, change its plans... McDonald said he has received a , petition signed , by 31 'residents of the Blooming- ton and -Richfield area. They call • the plan '"a gross disruption for those that travel in the opposite direction. • - Maida Penwell, a switchboard op- erator at. Univac in. Eagan, who lives .1n Bloomington is. one :of thole who will be traveling in= the oriOrisife direction Wednesday. ,u.. "The one-way ' is not going to make too much', difference on the bridge. It is just' too narrow to get two cars abreast at thesame time. They are going to have acci- dents,'-' she .said. • .She' may he correct. A DOT official said cars will probably" not go,. two abreast' ,across the bridge, 'because it is narrow. "The/Cedar Ay. Bridge is Cedar!ontinued on page 5A - • everything we can to get you where you're going in comfort and on time. For reservations to any of the cities in o,ur complete 44- city schedule and more information about our discount fares, call your travel agent or call Eastern at 335-9541 in • Minneapolis and St. Paul. JL retersburg Tampa/ St. Petersburg, West Palm Beach West Palm Beach West,Palm Beach West Palm Beach 5:15 pm 7:00 am 9:43 am 12:15 pm 4: 20 pm y: LL pm 11:59pm 12:31 pm 3:20 pm 5:46 pm -_9:43.pm- onnection, . Connection -. Connection Connection -Connection Connection. We've got the right time and the right place for you. E STE VVINC flP N 1 0 CISIUJLo.1P; Continued from page IA • 18 feet, 4 inches wide;`people will feel so uncomfortable going two across," .•, said Howard Preston, Distract 9 traffic studies engineer. "I think theyy'll go single file, but I'don 't.thin k it will slow traffic up, because "people "will probably go faster," he said.. Don Danneker, program manager for Univac in Eagan, said the one- way change will add . about. 40 miles and about 40 minutes to his trip from Bloomington.• He said 100. Univac workers had. signed a petition, against the one- way plan. • He said he will probably take the Mendota Bridge, 10 miles north out of his way and again 10 miles south to work. "The traffic situa- tion there is pretty bad now," he said. The Mendota Bridge connects Hennepin and Dakota counties at Hiawatha Av. and Hwy. 55. / Preston said appioximately 46,000 vehicles use the Mendota Bridge' daily. "That area is alread nine very who must travel. north; they've really got a job," he said. McDonald said there,. isn't .•really any way to estimate the increase in traffic on the Cedar Av. Bridge. "That's ,what we'll be doing dur- ing the four -week trial period," he said. "After that time DOT Will decide •whether to continue the one-way operation. He said the one-way plan; may' add 10,000 miles per day, for those who must 'find alternate routes during the rush hours. The Cedar Av. " Bridge 'carries about 12,000 vehicles daily; 1,700 during the morning rush hour (7:15 to 8:15) and 1,800 at the evening rush hour (4:15 -to 5:15), according to DOT. figures. A replacement bridge, now under construction, is expected to be complete. by 1980. It will carry about 25,000 vehicles daily. The seven-year, inch y Editor • sociate Editor laging Editor • ditorial Editor i 14, 1977 a#ion er, and • Sen. John Chenoweth, Senate Government • Operations concerned , about them. s that the two human -services y go together; .approving one nany loose administrative ends re would. have no . choice sooner prove the other. !paring an alternative proposal r course for the Legislature this ast of the :hand -open- ing bridges in the ;;;state traddles.: th.e. 'Winne- er.' is :known as the. Cedar: ave., bridge. Traffic :over: the bridge isn't `::what. itonce was, `4whatwithAhenew four -lane structure carrying inter- luctant to open the bridge when the wind velocity ex- -.;ated ceeds 15 miles per hour,' Owen said. ." sofa ' r, ` .44 selves to a T-shaped key of the horse and buggy days in the center turning the remains:''Qn`:',the,: job just i two large gears that, swing k.south .of Bloomington these ; the span open. day'slut' with:, an end of , "One crew foremdn says More an.70 years of work that, after a few unnerv- . im. si{ : ing experiences, eriences, he is . re- !.. b' ` P state 35W traffic located just a :few miles up t h e ..: winding river.. The old bridge, however, still car- ;rw i ,fair share . of cars .'._ i open, -and traffic backed up Underneath the oldtimer for r miles until the balky o the traffic has been grow- gears could be turned ring tenfold in .:;.the last de- , swing it back." cade. Barges travel the Min- ' The highway department :nesota?;with :grain forthe requires 24-hour notice C'argill;: plant and coal for from the barge lines for Northern States Power Co.'s Black Dog `plant. • "Weusuallyhave to open it about once every 24 hours," . Howard Q. The 250-foot span w a s Owen:. of the state high- way department, said. "But : built by Hennepin county in occasionally there won't 1890 for $31,000. Now main - be any. river traffic for 2 ' tained by the state, it is the or 3 :days." last of the hand -operated ;;; a ;six -man crew swing bridges which once It takes to turn the old bridge and dotted the Minnesota. All i the;;, orb - .'tan easy one. placed by modern bridges. but: this one ..have been re - The'; dilly en' af ` The bridge is to be re - the ea ' .':a. b placed -by a higher stale anceture sometime in the future cording to an estimate by to seven years ac- • 'MONTGOMERY for: balance, they remove Writer steel.pins. at each end. One 'of tie `few. remnants Then they apply them- cture has tak a . beating over nd �doesn't�- a1- ts center pier just . r'g —five crew parks a :Ate gic "When everything runs smoothly, the span can be swung out in about 10 min- utes," he said. "Old timers, however, ' can recall times when several hours elapsed between opening and clos- ing. One time the mechan- ism.`locked with the bridge openings but even with that precaution crews some- times have to remain on the site at odd hours. Dispatch Jay, August 19, 1980 ghty bands span river rnds of concrete and steel span the Minnesota Riv- i Eagan to Bloomington in the form of the new kvenue bridge. According to William Nelsen, chief Dr for the state Department of Transportation, the ig bridge should be completed and open before Work began about three years ago on the divided, four -lane highway project, estimated at $26 milli+ tractors include Edward Kraemer & Sons, Inc., Pla Johnson Brothers Co., Litchfield, Minn., and Lun struction Co., Black River Falls, Wis. The bridgq place a swing span bridge that is at least 70 y Nelsen said. The old bridge will be taken down. The Dispatch Tuesday, August 19, 1980 migruor no Mark Monson Mighty bands span river Twin bands of concrete and steel span the Minnesota Riv- four -lane highway project, estimated at $25 million. Con LELAND J. FRANKMAN ATTORNEY AT LAW 1709 CARGILL BUILDING MINNEAPOLIS. MINNESOTA 55402 AREA CODE 612-375-1600 April 14, 1980 Peter F. Nelson Special Assistant Attorney General 517 DOT Building St. Paul, Minnesota 55155 Michael V. Ciresi Attorney at Law 33 South Fifth Street Minneapolis, Minnesota Louis J. Moriarty Attorney at Law 1214 First National Bank Building Minneapolis, Minnesota, 55402 City Administrator City of Eagan 3795 Pilot Knob Road Eagan, Minnesota 55122 cam.' t Finance Director County of Dakota Dakota County Courthouse 1560 West Highway 55 Hastings, Minnesota 55033 Re: State of Minnesota v. Metram Properties Company, et al and Jack Young Properties, Inc., et al S. P. 1901 (13-117) 902 S. P. 1925 (36=279) 902 Gentlemen: Enclosed and herewith served upon you by United States mail, please find the Notice of Appeal as to Parcel 27 relative to the noted matter_ Very/truly ours- (4)1 Leland J. Frakman LJF:lj Enclosure STATE OF MINNESOTA IN DISTRICT COURT Clerk '�""' 83818 - 83819 COUNTY OF DAKOTA FIRST JUDICIAL DISTRICT State of Minnesota, by Warren Spannaus, its Attorney General, Petitioner, v. Metram Properties Company, et al., and Jack Young Properties, Inc., et al. Respondents... S. P. 1901 (13=117) 902 S. P. 1925 (36=279) 902 NOTICE OF APPEAL AS TO PARCEL 27 TO: PETER NELSON, SPECIAL ASSISTANT ATTORNEY GENERAL, ATTORNEY FOR PETITIONER, STATE OF MINNESOTA; MICHAEL V. CIRESI, ATTORNEY FOR•AMOCO OIL COMPANY, NORTHERN NATURAL GAS COMPANY; LOUIS J. MORIARTY, 1214 FIRST NATIONAL BANK BUILDING, MINNEAPOLIS, MINNESOTA 55402; CITY OF EAGAN; AND COUNTY OF DAKOTA: YOU, AND EACH OF YOU, WILL PLEASE TAKE NOTICE• that the Respondent - Owner of Parcel 27, Maxine Buchtela, hereby appeals to the above -named District Court from the award filed with the Clerk of said Court on March 5, 1980, in the amount of $58,000.00 made to the above -named Respondent for the taking by the Petitioner of the premises described as designated in these proceedings as Parcel 27. The lands to which said award relate are located in Dakota County and are described as follows: That part of the Southeast Quarter of the Northwest Quarter of Section 19, Township 27 North, Range 23 West, shown as Parcel 27 on the plat designated as State Highway Right of Way Plat Numbered 19-4 on file and of record in the office of the Register of Deeds in and for Dakota County, Minnesota. The nature of this appeal is that the award of $58,000.00 from the Court - appointed Commissioners is yrossly inadequate and that the damage for the taking of said premises exceeds the sum of One Hundred Thousand Dollars ($100,000.00). Dated: April 14, 1980. /S/ Leland J. Frankman Leland J. Frankman Attorney for Respondent -Owner 1709 Cargill Building Minneapolis, Minnesota 55402 Telephone: 375-1600 WARREN SPANN AUS ATTORNEY GENERAL STATE OF MINNESOT>; OFFICE OF 1'IIE ATTORNEY GENERAL ST. PAU L 5:>15 5 April 8, 1980 Mr. Geoffrey P. Jarpe Maun, Green, Hayes, Simon, Murray & Johanneson 332 Hamm Building G St. Paul, Minnesota 55102 Re: State v. Slater -Bassett, et al. S.P. 1925 (36=279) 902 Dakota County Parcel 12 - Hillcrest Development, et al. Dear Mr. Japre: TELEPHONE (6t2) 296-6196 The state has filed a Notice of Appeal from the award made by the commissioners in the above referenced highway condemnation proceedings as to Parcel 12. As you are the attorney for the owner in this matter, we are enclosing a copy of the Notice of Appeal for your records. Within a short time you will receive a state warrant in the amount of three -fourths of the award, minus the part payment previously made, payable to the parties named in the award. Acceptance of this amount in no way precludes the parties named from demanding and receiving any additional amount to which they may be entitled under the law, as may be determined by settlement negotiation with this office or by jury verdict. DEN:jo enclosure Y u s very-) D�TNALD E. OTd" K Special Assistant Attorney General lx , /r 515 Transportation Building St. Paul, Minnesota 55155 Telephone: (612) 296-3258 cc: Hillcrest Development, 250 Metro Square Bldg., St. Paul, MN 55101 Mayor, City of Eagan 3795 Pilot Knob Road, Eagan, MN 55122 Auditor, Dakota County Government Center, Hastings, MN 55033 Northern Natural Gas Company, c/o C.T. Corporation System, Inc., Reg. Agt., Midland Bank Bldg., Minneapolis, MN 55401 Northern Natural Gas Company, 8120 Penn Ave. So., Bloomington, MN 55431 Northern Natural Gas Company, 2223 Dodge Street, Omaha, Nebraska AN1 EQUAL OPPORTUNITY EMPLOYER Mr. Geoffrey P. Jarpe Page Two April g, 1980 cc: Northern States Power Company, 414 Nicollet Mall, Minneapolis, MN 55401 B. Grigsby, 6th Floor, Northern States Power Company, 414 Nicollet Mall, Minneapolis, MN 55401 Ralph Towler, Law Department, 5th Floor, Northern States Power Company, 414 Nicollet Mall, Minneapolis, MN 55401 MAPCO, Inc., c/o C.T. Corporation System Inc., Reg. Agt., Midland Bank Building, Minneapolis, MN 55401 MAPCO, Inc., 1800 South Baltimore Avenue, Tulsa, Oklahoma 74119, Attention: Grover C. Denison Orrin Thompson Homes, Inc., 5244 Eden Circle, Minneapolis, MN 55436 4-go Aly a-) ire ./A.-cu.() . .p-sk•te. ty. pratab cirk 1 STATE OF MINNESOTA IN DISTRICT COURT COUNTY OF DAKOTA FIRST JUDICIAL DISTRICT State of Minnesota, by Warren Spannaus, its Attorney General, Petitioner, Clerk's Nos. 87108-87109 VS. Helen C. Slater, et al. and Elizabeth C. Bassett, et al. STATE OF MINNESOTA, Respondents. Appellant. NOTICE OF APPEAL AS TO PARCEL 12, S.P. 1925.(36=279) 902 IN THE MATTER OF THE CONDEMNATION OF CERTAIN LANDS FOR TRUNK HIGHWAY PURPOSES TN THE ABOVE ENTITLED PROCEEDINGS TO: NICK VTJJOVTCH, CLERK OF DISTRICT COURT; HILLCREST DEVELOPMENT, A LIMITED PARTNERSHIP, CITY OF EAGAN AND COUNTY OF DAKOTA, Respondents herein. You, and each of you, will please take notice that the petitioner herein, the State of Minnesota, hereby appeals to the above -named District Court from the award filed with the Clerk of said Court on March 5, 1980 of $1,1.31,940.00 made to the above named respondents for the taking by the petitioner of the premises described and designated in these proceedings as Parcel 12, S.P. 1925 (36=279).902. The lands to which said award relate are located i.n Dakota County and are described as follows: That part of the South Half of the Southwest Quarter and the Northeast Quarter of the Southwest (carter, both i.n Section 30, Township 27 North, Range 23 West, shown as Parcel 12 on the plat designated'as Minnesota Department of Transportation Right of Way Plat Numbered 19-10 on file. and of record in the office of the County Recorder in and for Dakota County, Minnesota. The nature of the State's claim is, and the grounds of this appeal are, that said award is excessive and that the damages () 1 for the taking of said premises do not exceed $390,000.00. Dated: April 8, 1980 WARREN SPANNAUS Attorney General, DONALD E. NOTVIK Special Assistant Attorney General 515 Transportation Building St. Paul, Minnesota 55155 Telephone: (612) 296-3258 Attorneys for Petitioner STATE OF MINNESOTA COUNTY OF nAROTA State of Minnesota, by Warren Spannaus, its .Attorney General, Petitioner, vs. Helen C. Slater, et al. Elizabeth C. Bassett, et. al. STATE OF MINNESOTA, Respondents. Appellant. IN DISTRICT COURT FIRST JUDICIAL DISTRICT Clerk's Nos. 87108-87109 NOTICE OF APPEAL AS TO PARCEL, 7D, S.P. 1925 (36=279) 902 TN THE MATTER OF THE CONDEMNATION OF CERTAIN LANDS FOR TRUNK HIGHWAY PURPOSES IN THE ABOVE ENTITLED PROCEEDINGS TO: NICK VUJOVICH, CLERK OF DISTRICT COURT; THE ST. PAUL COMPANIES, INC., CITY OF EAG.AN AND COUNTY OF DAKOTA, Respondents herein. You, and each of you, will please take notice that the petitioner herein, the State of Minnesota, hereby appeals to the above -named District Court from the award filed with the Clerk of said Court on March 5, 1980 of S4,490.00 made to the above named respondents for the taking by the petitioner of the premises described and designated in these proceedings as Parcel 7D, S.P. 1925 (36=279) 902. The lands to which said award relate are in Dakota County and are described as follows: That part of the Southwest Quarter of the Southeast nuarter of Section 10, Township 27 North, Range 21 West, shown as Parcel 7D on the plat designated as Minnesota Department of Transportation Right of Way Plat Numbered 19-10 on file and of record in the office of the Registrar of Titles in and for Dakota County, Minnesota. located The nature of the State's claim is, and the grounds of this appeal are, that said award is excessive and that the damages • for the taking of said premises do not exceed ,100.00. natecl: Aoril R, 19R0 WARREN SPANNAUS Attorney General By: D NALD E. NOTVIK Special Assistant Attorney General 515 Transportation Building St. Paul, Minnesota 55155 Telephone: (612) 296-3259 Attorneys for Petitioner STATE OF MINNE:SO.1'A OFFICE OF THE ATTORNEY GENERAL WARREN SPANNAUS TELEPHONE S'1' l'Al11, 551 ;):) A-! 1OFNj:y GENIihAL (612) 296-6196 0 April 8, 1980 Mr. Patrick A. Farrell Grannis & Grannis 403 Northwestern National Bank Building 161 North Concord Street South St. Paul, Minnesota 55075 Re: State vs. Slater -Bassett, et al. S.P..1925 (36=279) 902 Dakota County Parcel 7D - The St. Paul Companies, Inc. Dear Mr. Farrell: The state has filed a Notice of Appeal from the award made by the commissioners in the above referenced highway condemnation proceeding as to Parcel 7D. As you are the attorney for the owner in this matter, we are enclosing a copy of the Notice of Appeal for your records. Yours very truly, ( DONALD E NOTVIK ' Special Assistant Attorney General 515 Transportation Building St. Paul, Minnesota 55155 Telephone: (612) 296-3258 DEN:jo enclosure cc: The St. Paul Companies, Inc., 385 Washington Street, St. Paul, MN 55102 Mayor, City of Eagan, 3795 Pilot Knob Road, Eagan, MN 55122 Auditor, Dakota County Government Center, Hastings, MN 55033 WARREN SPANNAUS ATTORNEY GENERAL STATE OF MINNESOTA OFFICE OF THE ATTORNEY GENERAL ST. PAUL, 55155 April 8, 1980 Mr. Patrick A. Farrell Grannis & Grannis 403 Northwestern National Bank Building 161 North Concord Street South St. Paul, Minnesota 55075 Re: State vs. Slater -Bassett, et al. S.P. 1925 (36=279) 902 Dakota County Parcel 7 - The St. Paul Companies, Inc., et al. Dear Mr. Farrell: TELEPHONE (612) 296 -6196 The State has filed a Notice of Appeal from the award made by the commissioners in the above referenced. highway condemnation proceedings as to Parcel 7. As you are the attorney for the owner in this matter, we are enclosing a copy of the Notice of Appeal for your records. Within a short time you will receive a State warrant in the amount of Three -fourths of the award, minus the part payment previously made, payable to the parties named in the award. Acceptance of this amount in no way precludes the parties named from demanding and receiving any additional amount to which they may be entitled under the law, as may be determined by settlement nego- tiation with this office or by jury verdict. DEN:jo enclosure rs very t�u4-y _. _,( " , ,.r 1; 1 ALD' E. . NOTVI � �` Special Assistant Attorney General 515 Transportation Building St. Paul, Minnesota 55155 Telephone: (612) 296-3258 cc: The St. Paul.Companied, Inc., 385 Washington Street,: St. Paul, MN 55102 Mayor, City of Eagan,0795 Pilot Knob Road, Eagan, MN 55122 Auditor,'Dakota County Government Center, Hastings, MN 55033 Donald J. and Dorothy L. Hilla, 1000 Lacoto Lane, Burnsville, MN 55337 • Charles L. Bolstrom and Maxine S. Bolstrom, Burtrum, MN 56318 AN EQUAL OPPORTUNITY EMPLOYER cZ STATE OF MINNESOTA IN DISTRICT COURT COUNTY OF DAKOTA State of Minnesota, by_ Warren Spannaus, its Attorney General., Petitioner, vs. Helen C. Slater, et al. and Elizabeth C. Bassett, et al. STATE OF MINNESOTA, Respondents. Appellant. FIRST JUDICIAL DISTRICT Clerk's Nos. 87108-87109 NOTICE OF APPEAL AS TO PARCEL 7, S.P. 1925 (36=279) 902 IN THE MATTER OF THE CONDEMNATION OF CERTAIN LANDS FOR TRUNK HIGHWAY PURPOSES IN THE .ABOVE ENTITLED PROCEEDINGS TO: NICK VUJOVICH, CLERK OF DISTRICT COURT; THE ST. PAUL COMPANIES, INC., CITY OF EAGAN AND COUNTY OF DAKOTA, Respondents herein. You, and each of you, will please take notice that the petitioner herein, the State of Minnesota, hereby appeals to the above -named District Court from the award filed with the Clerk of said Court on March 5, 1980 of $666,870.00 made to the above named respondents for the taking by the petitioner of the premises described and designated in these proceedings as Parcel 7, S.P. 1925 (16=279) 902. The lands to which said award relate are located in Dakota County and are described as follows: That part of the Northwest Quarter of Section 31, Township 27 North, Range 23 West, shown as Parcel. 7 on the plat designated as Minnesota Department of Transportation Right of Way Plat Numbered 19-11 on file and of record in the office of the Registrar of Titles in and for Dakota County, Minnesota. The nature of the State's claim is, and the grounds of this appeal are, that said award is excessive and that the damages for the tak,inq of said premises do not exceed $359,500.00. Dated: April 8, 1q90 WARREN SPANNAUS Attorney General B y : itC7%'1-4,k.,( C. DO ALD E. NOTVIK Special Assistant Attorney General 515 Transportation Building St. Paul, Minnesota 55155 Telephone: (612) 296-3258 Attorneys for Petitioner WARREN SPANNAUS ATTORNEY GENERAL STATE OF MINNESOTA OFFICE OF THE ATTORNEY GENERAL ST. PAUL 551.5 April 10, 1980 Mr. J. E. Brill, Jr. Grossman, Karlins, Siegel & Brill Attorneys at Law 512 Builders Exchange Building Minneapolis, Minnesota 55402 Re: State vs. Metram Prop. -Young Enterprises, et al. S.P. 1925 (36=279) 902 Dakota County Parcel 19 - Metram Properties Company, et al. Dear Mr. Brill: TELEPHONE (612) 296 -61 96 The State has filed a Notice of Appeal from the award made by the commissioners in the above referenced highway condemnation proceedings as to Parcel 19. As you are the attorney for Metram Properties, we are enclosing a copy of the Notice of Appeal for your records. Within a short time you will receive a state warrant in the amount of three -fourths of the award, minus the part payment previously made, payable to the parties named in the award. Acceptence of this amount in no way precludes the parties named from demanding and receiving any additional amount to which they may be entitled under the law, as may be determined by settlement negotiation with this office or by jury verdict. PFN:jo enclosure cc: Yours very truly, PETER F.-NELSON Special Assistant Attorney General 515 Transportation Building St. Paul, Minnesota 55155 Phone: 296-3214 Metram Properties Company, 5215 Edina Industrial Blvd., Edina, MN 55435 Auditor, Dakota County Government Center, Hastings, MN 55033 The Euram Corporation; 21 Dupont Circle N.W. , Washington, D.C.200 Mayor, City of Eagan,' 3795 Pilot Knob Road, Eagan, MN 55111 Richard Kennealy, 2101 Wuthering Heights Road, St. Paul, MN 55122 AN EQUAL OPPORTUNITY EMPLOYER STATE OF MINNESOTA IN DISTRICT COURT COUNTY OF DAKOTA State of Minnesota, by Warren Spannaus, its Attorney General, Petitioner, VS. Metram Properties Company, et al. and Jack Young Enterprises, Inc., et al., STATE OF MINNESOTA, Respondents, Appellant. FIRST JUDICIAL DISTRICT Clerk's No. 83818-819 NOTICE OF APPEAL AS TO PARCEL 19, S.P. 1925 (36=279) 902 IN THE MATTER OF THE CONDEMNATION OF CERTAIN LANDS FOR TRUNK HIGHWAY PURPOSES IN TIIE ABOVE ENTITLED PROCEEDINGS TO: NICK VUJOVICH, CLERK OF DISTRICT COURT; METRAM PROPERTIES COMPANY, COUNTY OF DAKOTA, TIIE EURAM CORPORATION AND CITY OF EAGAN, Respondents herein: YOU,. AND EACH OF YOU, WILL PLEASE TAKE NOTICE that the petitioner herein, the State of Minnesota, hereby appeals to the above named District Court from the award filed with the Clerk of said Court on March 5, 1980 of $1,132,355.00 made to .the above named respondents for the taking by the petitioner of the premises .described and designated in these proceedings as Parcel 19, S.P. 1925 (36=279) 902. The lands to which said award relate are located in Dakota County and are described as follows: appeal That part of the Southeast Quarter of the Southwest Quarter of Section 19, Township 27 North, Range 23 West, shown as Parcel 19 on the plat designated as Minnesota Department of Transportation Right of Way Plat Numbered 19-5 on file and of record in the office of the County Recorder in and for Dakota County, Minnesota. (Registered land, Torrens Certificate No. 46656.) The nature of the State's claim is, and the grounds of this are, that said award is excessive and that the damages the taking of said premises do not exceed $400,000.00. Dated: April 9, 1980. By WARREN SPANNAUS Attorney General for PETER F. NELSON Special Assistant Attorney General 515 Transportation Building St. Paul, Minnesota 55155 Phone: 296-3214. Attorneys f:)r the State of Minnesota WARREN SPANNAUS ATTORNEY GENERAL. STATE OF MINNESOTA OFFICE OF THE ATTORNEY GENERAL ST. PAUL 55155 April 10, 1980 Mr. Gerald S. Duffy Attorney at Law 580 Northwestern National Bank Building St. Paul, Minnesota 55101 Re: State vs. Metram Properties -Jack Young Enter- prises, Inc., et al. S.P. 1901 (13=117) 902 Dakota County Parcel 218 - Eugene Barton, et al. I Dear Mr. Duffy': TELEPHONE (61 2) 296-6196 The State. has filed a Notice of Appeal from the award made by the commissioners in the above referenced highway condemnation pro- ceedings as to Parcel 218. As you are the attorney for respondents in this matter, we are enclosing. a copy of the Notice of Appeal for your records. Within a short time you will receive a state warrant in the amount of three -fourths of the award, minus the part payment previously made, payable to the parties named in the award. Acceptance of this amount in no way precludes the parties named from demanding and receiving any additional amount to which they may be entitled under the law, as may be determined by settlement negotiation with this office or by jury verdict. PFN:jo enclosure Yours very truly, PETER F. NELSON Special Assistant Attorney General 515 Transportation Building St. Paul, Minnesota 55155 Phone: (612) 296-3214` cc: Eugene Barton and Vera B. Barton, 2900 Fairchild, Wayzata, MN 55391 L. M. McGray and Adeline L. McGray, Route 2; Box 73A, Rogers, MN 55374 Auditor, Dakota County Government Center, Hastings, MN 55033 Fidelity Bank and Trust Company, 2338 Central Ave. N.E. , Minneapolis, MN 55418 Mayor, City of Eagan13795 Pilot Knob Road, Eagan, MN 55122 Charles J. and Lillian M. Rueger, 3980 Beau D'Rue Drive, St. Paul, MN 55122 AN EQUAL OPPORTUNITY EMPLOYER STATE OF MINNESOTA • IN DISTRICT COURT COUNTY OF DAKOTA State of Minnesota, by Warren Spannaus, its Attorney General, Petitioner, vs. Metram Properties Company, et al. and Jack Young Enterprises, Inc., et al., STATE OF MINNESOTA, Respondents, Appellant. FIRST JUDICIAL DISTRICT Clerk's No. 83818-819 NOTICE OF APPEAL AS TO PARCEL 218, S.P. 1901 (13=117) 902 IN THE MATTER OF TI-iE CONDEMNATION OF CERTAIN LANDS FOR TRUNK HIGHWAY PURPOSES IN THE ABOVE ENTITLED PROCEEDINGS TO: NICK VUJOVICH, CLERK OF DISTRICT COURT; EUGENE BARTON, VERA B. BARTON, L. M. McGRAY, ADELINE L. McGRAY, COUNTY OF DAKOTA, FIDELITY BANK AND TRUST COMPANY AND CITY OF EAGAN, Respondents herein: YOU, AND EACH OF YOU, WILL PLEASE TAKE NOTICE that the petitioner herein, the State of Minnesota, hereby appeals to the above named District Court from the award filed with the Clerk of said Court on March 5, 1980 of $318,000.00 made to the above named respondents for the taking by the petitioner of the premises described and designated in these proceedings as Parcel 218, S.P. 1901 (13=117) 902. The lands to which said award relate are located in Dakota County and are described as follows: That part of the West Half of the Northeast Quarter of Section 19, Township 27 North, Range 23 West, shown as Parcel 218 on the plat designated as Minnesota Department of Transportation Right of Way Plat Numbered 19-6 on file and of record in the office of the. County Recorder in and for Dakota County, Minnesota. The nature of the State's claim is, and the grounds of appeal are, that said award is excessive and that the damages the taking of said premises do not exceed $151,000.00. Dated: April 9, 1980. By WARREN SPANNAUS Attorney General this for PETER F. NELSON Special Assistant Attorney General 515 Transportation Building St. Paul, Minnesota 55155 Phone: 296-3214 'Attorneys for the State of Minnesota WARREN SPANNAUS ATTORNEY GENERAL STATE OF MINNESOTA OFFICE OF THE ATTORNEY GENERAL ST. PAUL 55155 March 20, 1980 Mr. Robert E. Daly 12940 Harriet Avenue South Burnsville, MN 55337 Re: State v. Arthur Gillen, et al. S.P. 1901 (13=117) 902 *95-716 Dakota County Dear Sir: 515 Mri/Dot TELEPHONE JOUDOOLKXXX (612)296-6473 The State has filed. a Notice of Appeal from the award made by the commissioners as to the above referenced highway condemnation proceedings as to Parcel 221. As you are the attorney for the respondents in this matter, we are enclosing a copy of the Notice of Appeal for your records. Within a short time you will receive a state warrant in the amount of three -fourth's of the award minus the partial payment previously made. Acceptance of this amount in no way precludes the parties named from demanding and receiving any additional amount to which they may be entitled under the law, as may be determined by settlement negotiation with this office or by jury verdict. Yours very truly, /4 LOUTS K. ROBARDS Special Assistant Attorney General LKR/aa. Enc. AN EQUAL OPPORTUNITY EMPLOYER Clerk's No.86041 STATE OF I4JJMESOTA COUNTY OF DAKOTA State of Minnesota, by its Attorney General, vs. Arthur Gillen, et al., STATE OF MI NNESOTA, Warren Spannaus, Petitioner, Respondents. Appellant. IN DISTRICT COURT FIRST' JUDICIAL DIS`IEI I NOTICE OF APPEAL AS TO PARCEL 221 S. P. 1901 (13=117) 902 IN THE MATTER OF THE CONDE \;N .TION OF CERTAIN LANDS FOR TRUNK HIGHWAY PURPOSES TO: NICK VUJOVICH, CT,FRK OF THE ABOVE NAMED DISTRICT COURT, NORMAN E. VOGELPOHL, PATRICIA LEE VOGET,POHL, TWIN CITY iihDERAL SAVINGS AND LOAN ASSOCIATION, PARK CONSTRUCTION COMPANY, CITY OF EAGAN, COUNTY OF DAKOTA AND METROPOLITAN WASTE CONTROL COMMISSION, RESPONDENTS HEREIN: YOU, AND EACH OF YOU, WILL PLEASE TAKE NOTICE That the Petitioner herein, the State of Minnesota, hereby appeals to the above -named District Court from the award filed with the Clerk of said Court on February 19 , 1980, of $ 225,000.00 , made to the above -named respondents for the taking by the Petitioner of the premises described and designated in these proceedings as Parcel 221 , S.P. 1901 (13=117) 902 Dakota . The lands to which said award relate are locater? in County and are described as follows: All of the following: That part of Government Lot 7 of Section 18, Township 27 North, Range 23 West, and Lots 1 and 5, Block 1, Silver Bell Addition, shown as Parcel 221 on the plat designated as Minnesota Department of Transportation Right of Way Plat Numbered 19-8 on file and of record in the office of the Registrar of Titles in and for Dakota County, Minnesota; The nature of the State's claim is, and the grounds of this appeal are that said award is excessive arid that the damages for the taking of said premises do net exceed $ 101,350.00- WARREN SPAN AUS Attorney General C c ✓J . . %K 1 �JDF�✓� .. LOUTS K. ROBARDS Special Assistant Attorney General Attorneys for the State of Minnesota 515 State Transportation Building St. Paul, MN 55155 (612) 296- AFTER 90 YEARS tTht ivv/A& /4IdW4fa7I 1')PINimmilow ma GIVES WAY to... TRUNK HIGHWAY 77 DICAT ION * * *\ OCTOBER 30,1980 1\4* * PROORAM i;de.94 pBLOOM/NGTON Thomas Jefferson Bond ' by Di EARL BENSON 41;. Burnsville Band by ROD ELL /CKSON MASTER OF CEREMONIES — TOM HEIBERG Introduction of Guest Speakers Urban Council on Mobility BENEDICTION — FATHER BURNS MN/DOT COMMISSIONER — RICHARD BRAUN Pro ect Director URBAN COUNCIL ON MOBILITY — JOHN KLEIN to) Assistant Division Administrator °I FEDERAL H/GHWAY ADMINISTRATION — JOHN BOWERS CONGRESSMAN — TOM HAGEDORN of tl.sr GOVERNOR r:,41 ALQU/E RIBBON CUTTING — AREA QUEENS PARADE RECEPTION AT THE LOST SPUR COUNTRY CLUB 2750 SIBLEY .MEMORIAL H/GHWAY 2• OO pm - 4 30 pm PRIME CONTRACTORS ACTION 'CONSTRUCT/ON CO.. AN/SHINABE 'ENTERPRISES INC. BROWN AND L EOU/L INC. CLECO CONSTRUCTION D.H. BLATTNER AND SONS INC. D/ESETH SPECIALTIES' ED KRAEMER AND SONS HOFFMANN ELECTRIC JOHNSON BROTHERS COMPANY LUNDA CONSTRUCTION • M/NNESOTA VALLEY SURFACING PARK CONSTRUCT/ON COMPANY RAINBOW INC. MN/DOT SECTIONS ADMINISTRATIVE BRIDGE DESIGN CONSTRUCT/ON DETAIL DES/GN ENVIRONMENTAL SERVICES HYDRAULICS AND WATER OUAL/TY MAINTENANCE OFFICE SUPPORT PRELIMINARY DESIGN RIGHT OF WAY AND UTILITIES SOCIAL ECONOMIC STUDIES SOILS, FOUNDATIONS, MATERIALS AND GEOLOGY SURVEYS AND AER/AL MAPPING TRAFFIC RECEPTION SPONSORS • CHAMBERS OF COMMERCE APPLE VALLEY, BLOOM/NGTON, BURNSV/LLE, NORTHERN DAKOTA COUNTY AND R/CHF/ELD. - CLECO CONSTRUCT/ON - DAKOTA COUNTY DEVELOPMENT ASSN. - D.H. BLATTNER AND SONS INC. - DUNN AND CURRY - ED KRAEMER AND SONS - HOFFMANN ELECTRIC - LUNDA CONSTRUCTION - MINNESOTA VALLEY SURFACING - PARK CONSTRUCT/ON -RAINBOW INC. -UCOM. The Employees of the Department of Transportation wish to thank each and every one of you who helped in the Planning and Construction of Cedar Avenue BLOOM I NGTON JWACAPA P.O. BOX 20-277, BLOOMINGTON, MINNESOTA 55420 March 8, 1971 Gentlemen: CeLdLir t3r/ c The horse and buggy bridges which span the Minnesota River between Bloom— ington and Burnsville are well known to residents of the area. The antiquated bridges form a bottleneck which slows traffic to a crawl. As the population of the communities on each side of the bridges is growing rapidly, the situation is rapidly. worsening. People from all over the state have been caught in monumental traffic jams on Freeways 494 and 35W South because of events at Metropolitan Stadium. A reasonable bridge across the Minnesota River at Cedar Ave. would go a long way toward alleviating these traffic jam—ups and would help greatly with unsnarling the morning and evening traffic jams as well. What can we do? Enclosed is a copy of a bill calling for construction of a bridge on a reasonable time schedule. Also enclosed is a copy of a resolution by The Board of Directors of the Bloomington Jayces. Somewhat similar resolu— tions have been approved by the City Councils of Bloomington and Burnsville and perhaps others. Please have your local units of government and service clubs pass similar resolutions and send copies to your local state leglislators and state senators, and one copy to: Frank Enders, Bloomington Jaycees, 10025 Dupont Ave. So., Bloomington, Minnesota 55431. Thank you for your help. Frank Enders BLOOM B NGTON JO4CA P.O. BOX 20-277, BLOOMINGTON, MINNESOTA 55420 A RESOLUTION IN SUPPORT OF A BILL RELATING TO THE CONSTRUCTION OF A BRIDGE CROSSING THE MINNESOTA RIVER AT STATE TRUNK HIGHWAY NO. 36, AND APPROPRIATING MONEY THEREFORE. WHEREAS, the Bloomington Jaycees have reviewed a bill designated House File No. 40 and entitled "A BILL FOR AN ACT RELATING TO THE CONSTRUCTION OF A NEW BRIDGE CROSSING THE MINNESOTA RIVER ON STATE TRUNK HIGHWAY NO. 36; AND APPROPRIAT- ING MONEY THEREFORE; and WHEREAS, the Bloomington Jaycees have found that the construction of such a bridge would improve the flow of traffic in eastern Bloomington and particularly improve the flow of traffic to Metropolitan Stadium, NOW THEREFORE, BE IT RESOLVED THAT THE BLOOMINGTON JAYCEES DO SUPPORT the bill designated as House File No. 40. Be it further resolved that a copy of the resolution be sent to the author of the bill, the Honorable Thomas Ticen, to our other member of The Minnesota House of Representatives, the Honorable Joseph Graw and to our State Senatcr, the Honorable Jerome Blatz, each of whom represent the City of Bloomington in the State Legislature. 0664 BLOOM I NGiro N JOUJCPAA P.O. BOX 20-277, BLOOMINGTON, MINNESOTA 55420 Introduced by Ticon, Knutson, Sieben January 12, 1971 Ref. to Com. on Transportation Reproduced by PHILLIPS LEGISLATIVE SERVICE 1 A bill for an act H.F. No. 40 Companion S.F. Ref. to S. Com. MA 664 2 relating to the construction of a new 3 bridge crossing the Minnesota river on 4 State Trunk Highway No. 36; and 5 appropriating money therefor. 6 BE IT ENACTED BY THE LEGISLATURE OF THE STATE OF MINNESUTA: 7 Section 1. The legislature finds that the so called 8 Cedar Avenue bridge crossing the Minnesota river which is e 9 pert of State Trunk Highway marked No. 36, because of age, 10 is in a hazardous condition and is not otherwise adequate 11 for public travel. 12 Sec. 2. The commissioner of highways is directed to 13 take odequete steps to construct a new bridge at this 14 location so that the same will be open for travel on or 15 before July 1, 1975. 16 Sec. 3. Sufficient money is appropriated from the 17 trunk highway fund to the commissioner of highways for the 18 purpose of carrying out the provisions of this act. 3-13 yee //I ()AA- 0.-A-00-- yo u-A- T.ff . To Date Time WHILE YOU WERE OUT M of Phone Area Code Number Extension TELEPHONED PLEASE CALL CALLED TO SEE YOU WILL CALL AGAIN WANTS TO SEE YOU URGENT I RETURNED YOUR CALL I Message Operator EFFICIENCY® LINE NO. 2725 AN AMPAD PRODUCT 60 SHEETS tit !E: Snt Or Minnesota Department of Transportation (ranspo.rt:ifion !3uildiiirJ• St. Paul, MN 55155 March 6, 1980 S .l, - 1901 (13=117) 902 County of Dakota Parcel 216 Slate v s . Metram Prop - Young Enterprises', et al, NOTICE OF AWARD In the above en t the District Cotir of Court, dated full payment for as follows: Catherine M. Coffey Albert Perron County of Dakota City of Eagan Phone itled eminent domain proceeding the Connission.ers appoint-_-'. t in the above named County filed their report with the C: March 5, 1980 , wherein they made a monetary the acquisition of Parcel 216 for trunk highway ) $ 79,, 000.00 award pure.:. In addition, as a separate award, we, the undersigned commissioners, pursuant to Minn. Stat. 1974, Sec. 117.085, allow to the owners, Catherine M. Coffey and Albert Perron, reasonable appraisal fees in the amount of $300.00. The award of the Court -appointed commissioners. may be appealed to the Dist Court by the State or any party having an interest in the subiect property, the award or its cc.iditions are considered to be unsatisfactory. If an appeal is taken it: must be filed with the Clerk of District Court of above named county, and a copy thereof mailed to the Office o_ f t_h` Att.orr r.-• General, 517 TrPnsnortp talon B:?'-lclpn^.,, St. P,'1u1 MN., 55155, G l i:1_n tor:r March days from 5, 180 T T. he Notice of Appeal must conform Qith all requirements as set forth in Minnesota Statutes, Section 117.145 (Laws 1971 Chapter 595 Section 18). Attention is called to the fact that this is merely a notice the Court -appointed commissioners, and in no way steal] it be offer nor an acceptance by the State relative to said award. expires as of Ap1, , 19 0• Tf.no appeal is taken by.either the State or any of the other.parties in interest, the State of Minnesota, Department of Trnnsport?tion, will a pro:.i.matel * six (6) weeks ,,fter e. rof the T' � �� the-:pl. �ition 10-clay appeal per;. delver a check pav:ible in Inc amount of the award of the Court -appointee commissioners to the fO11oS?1_ng: The check must: he endoi. ,ed on i-t tt'ii'lcrlh)13* check • mh of the award c considered The appeal 1.._ . 1 `cMenow 11 pal. t i e. named on the facc of Minnesota Department of Transportation Transportation Building, St. Paul. MN 55155 March 6, 1980 S.P. 1901 (13=117) 902 County of Dakota Parcel 216A Phone State vs:. Metram Prop - Young Enterprises, et a1. NOTICE OF AWARD In the above entitled eminent domain proceeding the Comrnission.ers .appointee'. the District Court in the above.named County filed their report with the C. of Court, dated March 5, 1980 , wherein they made a monetary award full payment for the acquisition of Parcel 216A for trunk highway ___r___ as follows: MHE Eagan Town Investment Property Enterprises Chrysler Realty Corporation County of Dakota City of Eagan Northern Natural (,a s Company $ NOTE )_ )- ) $ 221,806.00 (continued page 2) The award of the Court -appointed commissioners, may he Fnpealed to the Dist: Court by the State or any party having an interest in the subject property the award or its cc_rditions are considered to be unsatisfactory. If an appeal is taken it must be filed with the Clerk of District Court of. above named county, and a copy thereof ,jailed to the Office of the At`orne' Genera]., 517 Transnortation bui.ldin?., St. Paul MN., 55155, within forty is . days from Parch 51980 The Notice of Appeal must cor-,form with al;` requirements as set forth in Minnesota Statutes, Section 117.145 (Laws 1971 Chapter 595 Section 18). Attention is called to the fact that this is merely a notice of the award r• the Court -appointed cornmissioners, • and- in. no -way -shall it- be-conSide red offer nor an acceptance by the State relative to said award. The appeal pe.: expires as of April 14 1980. If no appeal is taken by either the State or any of the other parties in interest, the State of Minnesota, Department of Transportation, will u'it.hi.:- approximately six (6) weeks after the expiration of the 4O-day appal per- i:.,. delver a check payable in the am„rnt of the award of the Court --appointed commissioners to the following: Atty: Richard J. Gunn The Check must be endorsed On its back l)y all parties named on the face of • check. rnh S. P. 1901 (13=117) 902 County of Dakota Parcel 216A State v. Metram Prop - Young Enterprises, et al. NOTICE OF AWARD Page 2 The above award of NONE to the Northern Natural Gas Co mpany is made on the basis and condition that the State of Minnesota and the said company have entered into an agreement providing for the payment of the relocation costs as provided by law of said company's utility and the relinquishment of said co mpany's easement. In addition, as a separate award, we, the undersigned commissioners, pursuant to Minn. Stat. 1974, Section 117.085, allow to the owner, MHE Eagan Town Investment Property Enterprises, reasonable appraisal fees in the amount of $300.00. mh 7J r �< • Or: 1.;‘ Minnesota Deb, 3rtment of Transportation Transi)nrlalio;1 Budding, March 6, 1980 S.F.• 1901 (13=117) 902. County of Dakota parcel 218 State v s . Metram Prop - Young Enterprises, et al. NOTICE OF AWARD St. Paul, MN 55155 • . Phone I.n the above entitled eminent domain proceeding the Coriiaissioners .appointe,:: the District Court in the above named County filed their report with of Court, dated • March 5, 1980 wherein. they 'e a monetary full payment for the acquisition of Parce 1 218 for trunk highway as follows: Eugene Barton Vera B. Barton . L. M. McGray Adeline L. McGray County of Dakota Fidelity wank and Trust C o it any City of Eagan the Cj aware, pur o: Charles J. Rueger ) ) $ 318,000.00 Lillian M. Rueger ) . $ .NODE In addition, as a separate award, we, the undersigned commissioners, pursuant to Minn. Stat. 1974, Section 117.085, allow to the owner, Eugene Barton, reasonable appraisal fees in the amount of $300.00. The award of the Court -appointed commissioners. may be appealed to the Dist: Court by the State or any party having an interest in the subject property, the award or its cc.iditions are considered to be unsatisfactory. If an appeal is taken it must be filed with the Clerk of District Court of above named County, and a copy thereof mailed to the Office of ther General. 517 T_•-an ;,,�--t�-;tio; '; � As�`o_,.<-. . t �- s ;;u _lcdine. St. Paul, MN.. 55155, within forty days fromt conform with a l' _March 5 1980 The Notice of Appeal must: t requirements as set forth in Minnesota Statutes, Section 117.145 (Laws 1971 Chapter 595 Section 18). Attention is called to the fact that this is inere1y a notice of the award the Court -appointed commissioners,- and-- in-r0- wV- sI1aI:l--it be considered as offer nor an acceptance by the State relative to said award. The appeal p(_• expires as of. April 14, , 1980. - If no appeal is taken by either the State or any of the other parties in interest, the State of Minnesota Denart:meit of Transportation, ti_�n, will c:•ith:i. approximately six (6) weeks after the expiration of the 4O-day appealr �'i e' .. l deliver a check payable in the amount of the a��:ard of the Court -appointed commissioners to the follo•.,1ing: ' Atty: Gerald S. Duffy The check must he en(io sed on i t back by all parties named on the face of check. mih • Sincerely, • t t • .Tt) .T I. :terA.?- t 1... ' !:_�:# Minnesota Department of Transportation . i' O Transportation I,uil;ling, St. Paul, MN 55155 /- Or „1'` a Phone S . P . • 1901 (13=117) 902 March 6, 1980 County of Dakota parcel. 220E State v , . Metram Prop - Young Enterprises, et al, NOTICE OF AWARD In the above entitled eminent domain Proceeding the Commissioners.a.ppointc_'. the District Court in the above named County filed their report with the Cl. of Court, dated ' March 5, 1980 wherein they made a monetary full ,^ for 29i] 4 y award Payment the acquisition i . on of Parcel e l OB �___ trunk as follows: Quickie Transport Company County of Dakota City of Eagan ) $ 348,500.00 in addition, as a separate award, we, the undersigned Commissioners, pursuant to Minn. Stat. 1974, Section 117.085, allow to the owner, Quickie Transport Company, reasonable appraisal fees in the amount of ,$300.00. The award of the Court -appointed commissioners, may he appealed to the Di_str Court by the State or any party having an interest in the subject property, the award or its cc.iditicns are considered to be unsatisfactory. If an appeal is taken it must be filed with the Clerk of District Court of above named county, and a copythereof mailed to the Office of the At` o._ n �: •: General,_ 517 Transnortation nuil.din r., St. Paul MN.. 55155, within forty days from March 5, 1980 . The Notice of Appeal must conform with all requirements as set forth in Minnesota Statutes, Section 117.145 (Laws 1971 Chapter 595 Section 18). Attention is called to the fact that this is merely a notice of the award c; the Court -appointed commissioners, and in no way shall it be considered as offer nor an acceptance by the State relative to said award. The appeal pc - expires as of April 14, 1980 , 1980. If .no appeal is taken by.either the State -or any of the other parties in interest, the State of Minnesota, Department of Transportation., will uithi.:": approximately six (6) weeks after the expiration of the 40-day appeal peri-c, del _ver a check payable in the amount of the award of the Court -appointed commissioners to the following: Attu: Richard J. Cann The check: must: be endorsed on its pack by all part. i cs named on the face check. - nllh" Sine er'cl.y, -i. i`J .: .<• Minnesota Department of Transpor tat ion Transportation 13uildntq, St. Paul. MN 55155 March 6, 1980 S.P. 1925 (36=279) 902 County of Dakota Parcel 17 State v s . Metram Prop - Young Enterprises, . et al . NOTICE OF AWARD Phone In the above entitled eminent domain• proceeding the Cort<nissiohers .appointe the District Court in .the above named County filed their report with•the of Court, dated March 5, 1980 wherein theymade , a monetary aware, full payment for the acquisition of farce i 17 for trunk highway purpoc as follows: Richard Kennealy Margaret T. Kennealy County of Dakota City.of Eagan ) .$ 521,500.00 • In addition, as a separate award, we, the undersigned commissioners, pursuant to Minn. Stat. .197.4, Section 117.085, allow to the owner, Richard Kennealy, reasonable appraisal fees in the amount of $300.00.• The award of the Court -appointed commissioners, may he appealed to the Dist:-. Court by the State or any party having an interest in the subject property, the award or its cc.tditions are considered to be unsatisfactory. If an appeal is taken it must be filed with the Clerk of District Court of • above named county, and a copy thereof mailed to the Office of the Attornc'. General, 517 Tran snor. tntion Butldinry, St. Paul, *TN.. 551.55, within torts: days from March 5, 1980 The Notice. of Appeal must conform } con�o..r`1 with a1' requirements as set forth in Minnesota Statutes .Section 117.145 (Laws 19 . Chapter 595 Section 18) . Attention is called to the fact that this is merely a notice of the award o the Court -appointed commissioners, and in no wav shall it be considered as offer nor an acceptance by the State relative to said award. The appeal v. expires as of April 14, 19 80. If .no appeal is taken by' either- the State or any of the other parties in 'interest, the State of Minnesota, Department of Transportation, will ui thi approximately six (6) weeks after the expiration of.the Y appeal 40-d: a� ea) deliver a check payable in the amount of the award of the Court -appointed commissioners to the following: Atty: David L. Grannis, Jr. The checl: must be endorsed on its lack by all parties: named on the face of check. Sincere] mh 11 . jl''.� .: i. .. � i! .. i:: c 1 01' Minnesota Department of Transportation Transportation Budding, St. Paul, MN 55155 March 6, 1980 S.P. 1925 (36=279) 902. County of Dakota Parcel 16 • • . Phone State v s . Metram Prop - Young Enterprises,. et al NOTICE OF AWARD . Ln the above entitled eminent domain proceeding the Commissioners:appointed • the: District Court in the above named County filed their report with the C1. of Court, dated March 5, 1980 wherein they made a monetary award full payment for the acquisition of Parcel __AL_ for trunk highway purpo:_; - as follows: October Land Co mpany, a partnership )_ County -of Dakota ) City of Eagan ) $ 178,415:00 Richard Kennealy ) Northern Natural Gas Company ) $ NONE "(continued page 2) -The award of the Court -appointed commissioners. may be•appealed to the Distr.. Court by the State or any party having an interest in the subject property, the award or its ccAditions are considered to be unsatisfactory. If an appeal is taken it rust be filed with the Clerk of District Court of above named county, and a copy thereof mailed to the Office of the Attorn::•: General, 517 Tr an snortati_on l;uildin St. Paul, MN., 55155, within forty ;--. days from N1arrh 5, 1980 The Notice of Appeal must conform with all requirements as set forth in Minnesota Statutes, Section 117.145 (Laws 1971 Chapter 595. Section 13) . Attention is called to the fact that this is merely a notice of the award: c the Court -appointed commissioners, and i.n• no -way -shall -it be considered a.s,....._ offer nor an acceptance by the State relative to said award. The appeal pc__ expires as of. April 11 , 19_� If no appeal is taken by either the State or any of the other parties in interest, the State of Minnesota, Depar~rent of Transportation, will uithi_.-: approximately six (6) weeks after the expiration of the 40-day appeal per deliver a check payable in the amc•unt of the award of the Court --appointed commissioners to the following: The check must be endorsed on its hack check. mh Atty: Leonard T. Juster._.. _ -- - __-- _-- ------- -_-__-- by all partiesp;Irties named on the face of Sincerely, S. P. 1925 (36=279) 902 County of Dakota Parcel 16 Metram Prop - Young Enterprises, et al. NOTICE OF AWARD Page 2 In addition; as a separate award, we, the undersigned commissioners, pursuant to Minn. Stat. 1974, Section 117.085, allow to the owner, October Land Company, reasonable appraisal fees in the amount of $300.00. T.he above award of NONE to the Northern Natural Gas Company is made on the basis and condition that the State of Minnesota and the said company have entered into an, agreement providing for the payment of the relocation costs as provided by law of said company's utility and the relinquishment of said company's easement. mh .4> (..,:' I ( 16 I s , l Minnesota Department of .iransporiltion ?� \— .. l :y ,..., 7rjrtsl,ortation IH,iilhlinq, St. F'jul. MN 55155 ~TO;_ TP;', March 6, 1980 Phone S • P . 1925 (36=279) 902. County of Dakota. Parcel 19 S t a te v s . Metram Prop - young Enterprises, et al. NOTI.CE Or AWARD In the above entitled eminent domain proceeding the Cor:rniss,ioners .appointc the District Court in the -above named County filed their report with the C of Court, dated • March r_1980 ,wherein theymade a monetary aware. full payment for the acquisition of Parcel 19 for trunk highway purro. as follows: Metra-n Properties Co mpany County of Dakota ) The E uram CoLpuration ) . City of Eagan ) $ .1,132,355:00 Richard Kennr,1y $ NONE In ac3rli do n, as a separate award, we, the undersigned.commissioners, pursuant to Minn. Stat. 1974, Section 117.085, allow to the owner, Metram Properties Company, reasonable appraisal fees in the'amount of $300. 0.0. The award of the Court -appointed commissioners. may he appealed to the Dist:: Court by the State or any party having an interest in the subject , the award or its cc.lditlons are considered to be unsatisfactory. If an appeal is taken it must be filed with the Clerk of District Court of above named county, and a copy thereof mailed to the Office of the At_torn - General, 517 Transnor tatl.on raJ1 1dinc*.. St. Paul. MN.. c � C _�1.�-� S, within forcer. days from March 5, 1980 The Notice. of Appeal must conform with all requirements as set forth in Minnesota Statutes, Section 117.145 (Laws 1.97. Chapter 595 Section 18), Attention is called to the fact that this is merely a notice of the award c the Court -appointed cp:r;:-aissioners, and in no way shall it._be.__c_on.s-ide.r-ed as offer nor an acceptance by the State relative to said award. The appeal pe- expires as of April 14, 19 80 If no appeal is taken by either thn State or any of the other parties in interest, the State of Minnesota, Department of Transportatjo,r, will w t:hia approximately six ,(6) weeks after the expiration of the 4O-•day appeal per delver a check payable in the nmenat of the award of the ',o.i t Court--�.pntcc� commissioners to the following: Atty :. Richard J. Gunn The check must be endorsed on its b:rc1: by all parties named on the face of: check. . mh vONESOt \Iilj11('`;( I )('E ).()r1111('i 1( i 11 I'r,111`:4 1r1; 1.fit i11 Trion'- >Orl�lii( li�� lil iL; S.. P. 1925 (36=279) 902 County of Dakota Parcel 27 State v. Metram Prop - Young Enterprises, et al. NC1TICE OF AWARD In the above Court in. the Parc.4,_____ el• 27 March 6, 1980 Room 511 entitled eminent domain proceeding the ccuutissioners abovexnod county filed their report with- the clerk , wherein they made a monetary award as full payment for trunk highway pulposea as follows: Maxine Buchtela County of Dakota Peter J. Beasy Aileen M. Reasy City of Eagan Amoco Oil Company, formerly American Luis J. Moriarity Northern Natural Gas Co mpany 0i1 Co mpany) $'58;000.00 296-3221 appointed by the District of court,, dated March 5, for the acquisition of $ NONE (continued page 2) This is an award of the court appointed commissioners from which the State or any party having an interest in the land may appeal to the Court if the award is not satisfactory. If such an appeal is taken it must be filed with the clerk of the dJ strict court of the above named county within forty days f_romMarch 5, 1980 ,and a copy thereof mailed to the Office of the Attor General, 515 Transportation Building Office, St. Paul, Minnesota 55155. The Notice of Appeal must conform with all the requirements as set -Forth in Minnesota Statutes, Section 117.145 (T.iw 1971, Chapter 595, Section 18). The appeal period expires as of April 14, 1980 THIS IS MERELY A NOTICE OF AWARD MADE BY SAID COMMISSIONERS IISSIONEI S AND SHOULD NOT BE CONSTRUED AS AN OFFER BY THE STATE NOR AN ACCEPTANCE BY THE STATE' OF THE AWARD. If no apL�eal is taken by either the State or any party, the Department of Transportation will deposit the amount of the award with the clerk of district court of said county. Thereafter, application may be made to said court for distribution of the money by any claimant thereof. The clerk of the district court does not have the power to make a distribution of the award without an order from the district court. Sincerely, DINNT iN, Acting Director Right of Way Operations 511 Department of Transportation Building St. Paul, Minnesota 55155 RJD:mh S. P. 1925 (36=279) 902 County of Dakota Parcel 27 State v. Metram Prop - Young Enterprises, et al NOTICE OF AWARD Page 2 In addition, as a separate award, we, the undersigned commissioners, pursuant to Minn. Stat. 1974, Section 117.085, allow to the owner, T Yine Buchtela, reasonable appraisal fees in the amount of $300.00. The above award of NONE to the Northern Natural Gas Company is made on the basis and condition that the State of Minnesota and- the said company have entered into an agreement providing for the payment of the relocation costs' as provided• by law of said company's utility and the relinquishment of said company's easement. nth Minnesota DepartnintofTran5portation- liolv,p011,11,0,1 povihinlq, st. po,d, MN 55155 February 26, .1980 Phono s .P . 1982 (35E1=390) .9011 Dakota County, of 36 Parcel Thorson -Strum, et al. S ta te vs. NOTICE OP N.NlARD In the loveaentitled eminent domain proceed in;; 11-1 Commioners appointed the District Court in the above named. Count.y filed their report with the Clc; of Court, dated whz-ein they. made a monc!cary full payment for the acquisition of Parcel 36 for trunk highwely as fol. 1 ows :purpo Link Properties, a :Limited partnership General Land. Incorporated County of Dakota City of Eagan John H. Linkert Ethel M. Linkert ) ) ) ) ) Taken: ) Damage: ) ) Total award ) ) ) NONE $ 112,860.00 NONE $ 112,860.00 In. addition to the above award, we, the undersigned emmdssioners pursuant to Stat. 117.085 (1976), allow to the owner reasonable appraisal fees in the amount of *300.00. 1 of 2 S.P. 1982 (35=,-390) 90�1 Dakota County Parcel 36 State v. Thorson--Strtra,et al. The <<'?:;I•d of the Court -appointed Court by the State OF any party hay commissioners s may be appealed to thL Lhe Distric �a:o , d or its conditions are considered an interest in tilt, subject property, s.i_dr ) ed to be unsatisfactory. �iC t:OJ.'�7. :. £ an appeal is taken it must be �' I f an nameda county, filed with the Clerk of District ? and C. copy thereof mailed to i t Court t off:4,,:. ')'I�r'n' ;,c)i•r: ,. ,c o� 'rht_� f1_t_r:o;'ne,_ ! 1 Lost _ , ,� _ 1't'�)',:�.li'e1;y1' � �; � G� The , • _.. ;. i(? 1_!l 1_ C;1_ � J. � <<;J C'. t'i Li i ,= E' ::i C Cl • _... ..i s__ ...�_' .._ _ _ i e , o L: i c c r ;�':..(:'" of Appeal must conform with a1.1 CH:. :) as .orch in Minnesota Statutes, Section 11).145 (Laws 1971. Chapter 595 Section 1�3) . Attention 1.2 called to the fact that: this offerthe -. i< _ :' ; �.ncl 1_ it no;•)�:+ nor 1 accepL•u i,e ht; gill State -- to .a:; o)_ SU'r;�T.'AY T'-'�I;l:M 30 <' a.vt 19 If n • :.,• , > ? or l'tC;l, �1, Jt�it'C;lita.l: '' ,I D.p,l- r...:1- . Transportation, 1_1111.11iany o F the other parties in .1y•ice: (6) tvt.-ls ).1ci_ the .expiration of Si_40Cappeal period•a)V_L�check payable j of f t i! t_ C 1" L U the l !..' i, r t t r l L The check must be .ndor . i;t': iv a notice of the award of shall it be considered ' as said award. The appeal per on its back all parties ! l;:lli1^. t• On the r Ci]: 1.1l1 \ANESops 0 Q OF TO'" s.P. County, of Parcel State v s . Arthur Gillen, et al. NOTICE OF AWARD Minnesota -Department of Transportation 1ranSpori,rlit)n I:iriihiniy, 1901 (13=117) 902 Dakota 221 St. Pout, 1,1IJ 5515E February 25, 1980 In the above entitled eminent dom.lin proceed the District Court in the above named County of Court, dated aryt r full payment for the acquisition of Parcel _ as follows: Norman E. Vogelpohl Patricia Lee Vogelpohl Twin City Federal Savings and Loan Association Park Construction Company City of Eagan County of Dakota Metropolitan Wastye.• Control Commission Naegele Outdoor Advertising Company of the Twin Cities, Inc. Phone tug the Counissioner°s appointed by filed their report with the C 1ew}: ein they made a monetary awa::d E.: 221 _ for trunk highway purpotlesi $'225;000:00 $ NONE In addition to the above award, we, the undersigned commissioners, pursuant to Minn. Stat. § 117.085 (1978), allow to the owner reasonable appraisal fees in the amount of $ 300.00 1 of 2 February 25, 1980 S.P. 1901 (13=117) 902 County of Dakota Parcel 221 State v. Arthur Gillen, et al. Notice of Award continued The award of the Court -appointed commissioners may be appealed to the District Court by the State or any party having an interest in the subject property, if the award or its conditions are considered to be unsatisfactory. If an appeal is taken it must be filed with the Clerk of District Court of the above named county, and a copy thereof mailed to the Office of the Attorney General, 517 Transportation Building, St. Pahl, MN., 55155, within forty (40) days from Febi-a?,y 19.E 1g80 . The Notice of Appeal must conform with all the requirements as set forth in Minnesota Statutes, Section 117.145 (Laws 1971 Chapter 595 Section 18) . Attention is called to the fact that this is merely a notice of the award of the Court -appointed commissioners, and in no way shall_ it be considered as an offer nor an acceptance by the State relative to said award. The appeal period expires as of SUNDAY March 30, 19 80 If. no appeal is taken by either the State or any of the other parties in interest, the State of Minnesota, Department of Transportation, will within approximately six (6) weeks after the expiration of the 40-day appeal period, deliver a check payable in the amount of the award of the Court -appointed commissioners to the following: Robert E. Daly, Attorney The check must be endorsed on its back b.-_all parties named on the face of the check. S,nce` el.y, R. J. DINN.EEN, Acting Director of .Right -of -Way Operations Section. To Date Time WHILE YOU WERE OUT M of Phone Area Code Number Extension TELEPHONED PLEASE CALL CALLED TO SEE YOU WILL CALL AGAIN WANTS TO SEE YOU % URGENT RETURNED YOUR CALL J . Message Operator EFFICIENCY® LINE NO. 2725 AN AMPAD PRODUCT 60 SHEETS L 0 I fy = C7 yf OF T1�pe�l M111i1-R. SOi (.)I' ri:111_=I 01-101lon Trail sIDOii<]UUOf 1.3t_I1iCilll<<:; 'Dad, 135 March 6, 1980 S.P. 1925 (36=279) 902 County of Dakota Parcel 7D State vs. Slater -Bassett, et al. NOTICE OF AWARD In the above entitled eminent domain proceeding the Commissioners appointed by the District Court in the above -named County filed their report with the Clerk of Court, dated March 5, 1980 , wherein they made a monetary award as full payment for the acquisition of Parcel 7D for trunk highway purposes as follows: The St. Paul Companies, Inc.) City of Eagan County of Dakota ) $ 4,490.00 In addition, as a separate award, we, the undersigned commissioners, pursuant to Minn. Stat. § 117.035 (1978), allow to the owner, The St. Paul Companies, Inc., reasonable appraisal fees in the amount of $300.00. 1. of 2 Opportrutil`.' k;;;rplu' c.r The award of the Court -appointed commissioners may be appealed to the District Court by the State or any party having an interest in the subject property, if the award or its conditions are considered to be unsatisfactory. If an appeal is taken 'it must be filed with the Clerk of District Court of the above named county, and a copy thereof mailed to the Office of the Attorney C:;-!ncral 517 Tran Donation Building, ;St. Paul., MN., 55155, with _n forty (40) days from March 5, 1980 The Notice of Appeal must conform with all the requirements as set forth in Minnesota Statutes, Section 117.145 (Laws 1971 Chapter 595 Section 13) Attention is called to the fact that this is merely a notice of the award of the Court -appointed commissioners, and in no way shall it be considered as an offer nor an acceptance by the State relative to said award. The appeal period expires as of April 14 ] 9 89 S Tf no -appeal is taken by'°e.i.ther the State or any of the other parties in interest, the State of Minnesota, Department of Transportat:Lon, w111 within appro` L'iately six (6) weeks after the expiration of the 40-'day appeal period, deliver a check payable in the amount of the award of the Court -appointed commissioners to thn following: Atty. Patrick A. Farrell must be endorsed on its back by_.a l l parties named on the face of the S Lace e1y, The check check. R . J i.7II'Ji'kEEN, Acting ..:tor of .Right -of -,... Operations Sec tla: OF VP \linncsOtfl l_DC'fv llnCIll l i"�1C1S1 )c:)i 1c11iC�I1 L>l.tilc.iill i-'c:illi. !\•lini l;:'.-_.;O1.„1 55155 March 6, 1980 S.P. 1925 (36=279) 902 County of Dakota Parcel 12 State vs, Slater -Bassett, et al. NOTICE OF AWARD In the above entitled eminent domain proceeding the Commissioners appointed by the District Court in the above -named County filed their report with the Clerk of Court, dated March 5, 1980 , wherein they made a monetary award as full_ payment for the acquisition of Parcel 12 for trunk highway purposes as follows:- Hillcrest Development, a ) limited. partnership ) City of Eagan ) County of Dakota ) Northern Natural Gas Company ) Northern States Power Company) MAPCO, Inc., formerly Mid - America Pipeline Company Burton Development Co. Orrin Thompson Homes, Inc. $ 1,133,940.00 NONE The above awards of NONE to the Northern Natural Gas Company, Northern States Power Company and MAPCO, Inc., formerly Mid -America Pipeline Company are made on the basis and condition that the State of Minnesota and the said utility companies will enter into an agreement providing for the payment of the relocation costs of said companies' utilities as provided by law, and the relinquishment of said companies' easements. The above awards of NONE to Burton Development Co. and Orrin Thompson Homes, Inc. are made on the basis and condition that their signs located within the limits of the right-of-way acquired herein are to be removed on or before April 16, 1979, or same shall be disposed of by the State of Minnesota as it sees fit, and that the sign owners may be entitled to moving costs as provided• by law. In addition, as a separate award, we, the undersigned commissioners, pursuant to Minn.'Stat. § 117.085 (1978), allow to the owner, Hillcrest Development, a limited partnership, reasonable appraisal fees in the amount of $300.00. 1 of 2 n Equal Oppurlunily Nmployr-r The award of the Court -appointed commissioners may be appealed to the District Court by the State or any party having an interest in the subject property, if the award or its conditions are considered to be unsatisfactory. If an appeal is taken•it must be filed with the Clerk of. District Court of the above named county, and a copy thereof mailed to the Office of the Attorney G `nera1. 517 Transportation Ru.ildinL, St. Paul., MN. , 55155, wi-thin forty (40) days from r e ;_ � r4arch �, 1980 `I'h.._ ;;oti.ce o� Appeal must conform with all the requirements as set forth in Minnesota Statutes, Section 117.145 (Laws 1971 Chapter 595 Section 18). Attention is called to the fact that this is merely a notice of the award of the Court -appointed commissioners, and in no way shall. it be considered as an offer nor an acceptance by the State relative to said award. The appeal period expires as of April 14 , 19 80 • if no appeal is taken by.e'ithe-L the State or any of the other parties in interest, the State of Minnesota, Department of Transportation, will within a ,proximately sir; (6) weeks af_tc,- the expiration of the 40-day appeal period, deliver a check payable in the amount of the award of the Court -appointed commissioners to the! following: Atty. Geoffrey P. Jarpe The check must be endorsed on its back by- all parties named on the face of the check. S;1.nc€\,.ely, R. J. DINiEEN, Acting Director of' .Right -or - Operations Sec i -c;.. c}1 Niillil(.:'-soli [i(,;ry,lriCl-l(ilt (:)( '('f"arls)(_-)rirltiOn Mirlll(. ` ()tc.l 55155 March 6, 1980 Ph( my S.P. 1925 (36=279) 902 County of Dakota Parcel 7 State vs.Slater-Bassett, et al. NOTICE OF AWARD In the above entitled eminent domain proceeding the Commissioners appointed by the District Court in the above --named County filed their report with the Clerk of Court, dated March 5, 1980 , wherein they made a monetary award as full payment for the acquisition of Parcel 7 for trunk highway purposes as .follows:• The St. Paul Companies, City of Eagan County of Dakota Donald J. Villa Dorothy L. Hilla. Charles L. Bolstrom ) Maxine S. Bolstrom ) Inc. ) $ 666,870.00 NONE In addition, as a separate award, we, the undersigned commissioners, pursuant to Minn. Stat. § 117.085 (1978) , allow to the owner, The St. Paul Companies, Inc., reasonable appraisal fees in the amount of $300.00., 1 of 2 .tn L(7 .0 I (_, ;nortuni ...?ftplvy;., The award of the Court -appointed commissioners may be nppea1ed to the District Court by the State or any party having an interest in the subject property, if the award or its conditions are considered to be unsatisfactory. If an appeal is taken It must be filed with the Clerk of District Court of the above named county, and a copy thereof mailed to the Office of the Attornev (encral_ 517 Transportation BU.l.ldlnfi St. Paul MN . , 55155, within forty (40) days from March 5, -1:9T10— . The Notice of Appeal must conform with all the requirements as set forth in Minnesota Statutes, Section 117.145 (Laws 1971 Chapter 595 Section 18) . Attention is called to the fact that this is merely a notice of the award of the Court -appointed commissioners, and in no way shall it be considered as an offer nor an acceptance by the State relative to said award. The appeal period expires as of 'April 14 , 1980. If no appeal is taken by. either the State or any of the other parties in interest, the State of Minnesota. Department of Transportation, will within approximately six (6) weeks afte,' the expiration of the 40-day appeal period, deliver a check payable in the amount of the award of the Court -appointed commissioners to the following: Atty. Patrick A. Farrell The check must be endorsed on its back bv__all parties named on the face of the check. S;;_nc ely, R. J. DINEN,. Acting Director of Eight -of - Operations Sectio: DEPARTMENT OF TRANSPORTATION FEDERAL HIGHWAY ADMINISTRATION FINAL ENVIRONMENTAL STATEMENT FOR TRUNK HIGHWAY 36 IN HENNEPIN AND DAKOTA COUNTIES MINNESOTA; FROM: THE PROPOSED JUNCTION OF I-35E; TO: 1-494 ST. PAUL MINNEAPOLIS (CEDAR AVENUE) PREPARED BY: MINNESOTA DEPARTMENT OF HIGHWAYS MINNESOTA PROJECTS M-5405 & M-5409 STATE PROJECTS 1925 & 2758 Spring 1976 Urban Council on Mobility 851 Sibley Memorial Highway, St. Paul, Minnesota 55118 • (612) 457-1757 NEWSLETTER UPDATE ON CEDAR AVENUE Good news! At long last the construction contracts for the new Cedar Avenue Bridge will be awarded and construction will begin this summer. You members of the Urban Council on Mobility (UCOM) played a major role in the achievement of this goal. A recap of events to this point: May —August 1974 — Meeting with the Highway Commissioner where he encouraged the formation of a citizens' organization to support the completion of I35E, I494, and the Cedar Avenue Bridge. As an outgrowth of this meeting and numerous other meetings with a variety of organizations, UCOM was formed. October 1974 — UCOM show, "The Urban Connection," was unveiled. It is a multimedia slide program designed to analyze the social, economic, environmental, and safety aspects of these corridors, not to mention the convenience to both residential and commercial residents once these corridors are completed. To date, this program has been viewed by over 110 citizen groups, government officials and agencies, and student groups. August —November 1974 — Cities, counties, and planning commissions submitted resolutions to the Highway Department in support of the new Cedar Avenue Bridge. December 1974 — Cedar Avenue Draft Environ- mental Impact Statement. 20,000 notices of hearing distributed door to door, and radio, TV, and newspaper coverage of the mayors of Burnsville, Eagan, and Apple Valley passing out these notices to stalled motorists on Cedar Avenue resulted in over 1000 people attending the hearing and expressing overwhelming support for the project. A Minnesota Highway Department administrator indicated this was the first E.I.S. hearing where everyone spoke in favor of a project and that this would be a significant factor in securing a new bridge. Artist's Concept of Cedar Avenue Bridge January 1975 — Large attendance by UCOM members at Metro Council meeting helped the Council reverse its staff's recommendation to downgrade or not build a new Cedar Avenue and bridge. Again, the bridge was closer to reality because of your efforts. July 1975 — Input to Senator Mondale about his Minnesota Valley National Wildlife Refuge Bill. If the bill had not been amended, it would have stopped a new Cedar Avenue Bridge and jeopardized I494 bridge completion. Summer, fall, and winter 1975 — Input to Highway Department, Metro Council, Transportation Advisory Board, Legislators, and Federal Highway Administration to place Cedar Avenue in the top priority for the limited Federal Aid Urban Funds which are necessary to finance construction of Cedar Avenue. November 1975 — Informational statements at the DEIS hearing on the Minnesota Zoo and zoo roads (Cedar Avenue from I35E to the zoo). April 1976 — Final Environmental Impact Statement (E.I.S.) on Cedar Avenue and bridge (trunk highway 36). This is the document which is necessary before highway or bridge construction contracts can be let for bid. We can now see the light at the end of the 25 year tunnel of trying to get the much needed Cedar Avenue highway and bridge built. This does not mean that we can relax, for there is constant competition for the limited FAU funds, and there are pressures being exerted to siphon these funds away from the Cedar Avenue project to other projects in the state. We will not relax our efforts toward the completion of this bridge until the day of the ribbon cutting ceremony. Most of the Interstate Highway System for the Twin Cities Metropolitan Area was planned 20 years ago, and in those years, substantial communities have grown up along the proposed routes. These communities have planned their utilities and zoning around these highways, and most of the city and county thoroughfares are tied to interstate routes. The activities of the Urban Council on Mobility relating to I35E and 1494 started back in May 1974 and have been carried on in unison with those on Cedar Avenue. "The Urban Connection" multimedia program and other informational material produced by UCOM cover all three of these necessary transportation corridors. UPDATE ON INTERSTATE FREEWAYS I35E and 1494 In April 1975 the Minnesota Legislature passed a bill which placed a moratorium on the freeways in St. Paul and Minneapolis. I35E and I494 in Dakota County were originally included in the moratorium, but through strong persuasion, they were removed. The moratorium bill also stated that the Metropolitan Council with the Transportation Advisory Board (TAB) establish an Interstate Study Committee (ISC) to review the uncompleted sections of the interstate system in the seven county metropolitan area. The Metro Council was required to report the study's findings to the legislature no later than Feb. 1, 1976. The ISC was formed in June 1975, and although the legislature stated that all affected cities should have representation, Burnsville, Apple Valley, South St. Paul, and Inver Grove Heights were omitted. UCOM made these cities aware of their omission and was instrumental in their gaining representation on the ISC. ISC meetings were held weekly from June through December, and a UCOM representative attended every meeting. After much input from UCOM, the cities of Dakota County, and County of Dakota, and others, all three bodies — the Metro Council, TAB, and ISC — recommended that I35E and I494 in Dakota County were necessary and that they be built in their proposed corridors. The report of these findings was submitted to the legislature in February 1976. The Metro Council is also responsible for establishing priorities on all highways in the seven counties. I35E and I494 are in the top priority along with I94 east of St. Paul and I35E in St. Paul. The moratorium placed on the interstate segments in St. Paul and Minneapolis has stopped all progress on those roads, so the Dakota County segments should move into top priority. As encouraging as this might seem, we still have serious obstacles to overcome. To build any of these roads, it is necessary to complete an Environmental Impact Statement as required by the National Environmental Protection Act (NEPA) of 1969. CITIZEN PARTICIPATION, SUCH AS YOU DISPLAYED AT THE CEDAR AVENUE E.I.S. HEARINGS, IS ONCE AGAIN ESSENTIAL! The Highway Department has been drafting an E.I.S. on I35E and I494 since 1971, and we have been promised completion dates for these documents since 1974. Each date that was promised was extended another 3 to 6 months, until our patience became exhausted. Illusive Hearing Date Date Proposed Hearing If you are satisfied with this kind of governmental action (which is supposedly for us, the people), then Jan 1972 March 1973 don't bother to talk to your legislator. If you aren't, Jan 1973 Dec 1973 then talk to everybody! They'll get the message. Our July 1973 April 1974 representatives have done a good job, but they need Jan 1974 June 1974 to hear from us — they need the assurance of their May 1974 Sept 1974 constituent support, they need to be reminded. Aug 1974 Jan 1975 Remember, our legislators react to our desires. Jan 1975 April 1975 Apr 1975 Oct 1975 Sept 1975 1st quarter 1976 Dec 1975 2nd quarter 1976 Mandamus Action 3rd quarter 1976 In December of 1975, the cities of Burnsville, Eagan, and Lakeville, the County of Dakota, and the Dakota County Development Association filed a Mandamus Action against the Minnesota Highway Department. The case was heard in Second Judicial District Court on Jan. 6, 1976, at which time the Highway Department stipulated to have the DEIS on I35E prepared by April 1, 1976 and the DEIS on I494 by Aug. 1, 1976. It was so ordered by Judge Lynch. The DEIS on I35E is now being reviewed by the Federal Highway Administration and will be printed in about four weeks. The DEIS hearing on I35E will be in late June or July. As was the case with Cedar Avenue, it is absolutely essential that we have a large turnout of supporters of I35E at this hearing. UCOM will keep you informed about the date and time of the hearing. In the meantime, you can help by getting more members to join UCOM so that they can be better informed and can lend their support. The name of the game is numbers; the more we have, the greater our chances of success. Remember, there is still opposition to these roads, and you can be sure they will be at the hearings trying to stop them. If we each pitch in and do our parts, it is very possible that we can be through the DEIS hearings on I35E and I494 and have the final E.I.S. on these freeways completed in calendar year 1976. Construction could start in 1977. Won't it be grand to have safer roads and have the highway congestion relieved on I35W, Hwy. 13, Cedar Ave., Hwy. 110, Hwy. 55, and the Mendota Bridge? UCOM will be taking out newspaper ads, using billboard advertising, placing posters in business places, and doing many other activities to educate and inform the public of the facts related to the upcoming hearings. Call our office, 457-1757, for more information and membership applications, or if you know of a group which would be interested in and benefit from our show, "The Urban Connection." Our Project Director, John Klein, was in Washington, D.C., in March of this year with the Minnesota Good Roads Fly -In. He had the opportunity to talk with our Senators and Representatives and was assured of their support for these roads. They all offered to do whatever they could to expedite the Environmental Impact Statements through the Washington bureaucracy. They all expressed concern when they were informed that Minnesota could lose $176 million in federal interstate funds if we do not have our interstate highways ready for construction in one to two years (i.e., if the impact statements are not completed). This money would then be allocated to the other 49 states. HIGHWAY DEPARTMENT CONDUCTS 135E SURVEY In the fall of 1975, the Highway Department conducted an Information and Attitude Survey on I35E in Dakota County, and the results showed an overwhelming support for its completion. One out of every five homes was sent a questionnaire, and 80 percent of those who responded favored the earliest completion of I35E. Urban Council on Mobility o Attera vwxyc. � �i� vItS� �.7� I1 ,1 stct:lellai 13 oa Goyro4 $ BULK RATE U. S. POSTAGE PAID PERMIT NO. 4739 ST. PAUL, MINN. Mr. & Mrs. Joseph Kennealy 2115 Silver Bell Road Eagan, MN 55122 REPORT NUMBER F.H.W.A.-MN.-E.I.S.-74-4-F Trunk Highway 36 (Cedar Avenue) in Dakota and Hennepin Counties, Minnesota Minnesota Projects M5405 ( ) and,l540,9 ( ) State Projects 1925 and 2758 From Interstate 35E in Eagan To Interstate 494 in Bloomington ADMINISTRATIVE ACTION FINAL ENVIRONMENTAL IMPACT STATEMENT U.S. DEPARTMENT OF TRANSPORTATION Federal Highway Administration and STATE OF MINNESOTA Department of Highways Submitted pursuant to 42 U.S.C. 4332(2) (C) and Minnesota Statutes, Section 116D.01 et seq. 1-13-76 /s/ WILLIAM C. MERRITT �• Date 3/31/76 Date for Frank D. Marzitelli Commissioner, Minnesota Highway Department /s/ W. G. EMRICH Director Office of Environment and Design FH\VA Region V TABLE OF CONTENTS Page No. TITLE PAGE TABLE OF CONTENTS LIST OF FIGURES AND TABLES iv-v SUMMARY SHEET vi SECTION I The Existing Facility 1 Part A. Description and Deficiencies 2 Part B. Accident Data 3 SECTION I I - Description and Purpose of Proposed Improvement 5 Part A. Location 6 Part B. Type of Facility, Access Control, Estimated Traffic and Basic Right -of -Way 6 Part C. History, Status and Construction Schedule 9 Part D. Transportation Systems Considerations9 SECTION III Project Alternatives 11 Introduction 13 Part A. Alternate 'A' - Existing Cedar Avenue Part B. Alternate 'B' - 34th Avenue Part C. Alternate 'C' - Central Corridor Part D. Alternate 'D' Do Nothing SECTION IV -- Probable Impact of the Proposed Improvement 25 Part A. Introduction 26 Part B. Environmental Inventory and Impacts of Proposed Improvement 28 1. Geology 28 2. Land Resources 35 3. Water Resources 39 4. Biological Resources 45 5. Amenity Resources 55 6. Atmospheric Quality 66 Part C. Socio-Economic Inventory and Impacts of Proposed Improvement 71 1. Introduction 71 2. General Land Use 75 3. Industrial and Commercial Facilities 79 4. Residential Areas 81 5. Community Services 87 6. Right -of -Way Acquisition 90 7. Relocation Analysis 95 Part D. Socio-Economic Impacts of the Do Ncthing Alternate 99 1. General Development 99 15 2. Actions to Minimize Harm 19 Part D. Fertilizers and Pesticides 21 Part E. Relocation Assistance for 24 Displaced Families Page No. 2. Special Development 99 3. L rd U 100 4. Economic Considerations 100 5. Social Considerations 101 SECTION V -- Probable Unavoidable Adverse Environmental Effects and Steps Taken to Minimize Harm 103 Part A. Natural and Man Made Resources 104 1. Drainage Control 104 2. Erosion Control 107 3. Noise Abatement 107 4. Biological Resources 107 5. Land Resources 108 6. Amenity Resources 109 7. Aesthetics and Other Values 110 Part B. Other Design Features and Construction Methods 117 1. Bridge and Fill Construction in the Floodplain 117 2. Borrow Pit Treatment 117 3. Construction Plants 117 4. Pollution Control During Construction 117 Part C. De-icing Chemicals 118 1. Potential Harm 118 118 119 120 SECTION VI - The Relationship Between Local Short -Term Uses of Man's Environment and the Maintenance and Enhancement of Long -Term Productivity 121 Part A. Short -Term Effects 122 Part B. Long -Term Benefits 122 SECTION VI I - Irreversible and Irretrievable Commitments of Resources 123 Part A. Land Commitment 124 Part B. Surface Resources 124 Part C. Manpower and Materials 124 SECTION VI I I Appendix 125 Part A. Agency Comments on Environmental Considerations Prior to D.E.I.S. Circulation 126 Part B. Approval Letters 128-129 SECTION IX - Comments Received on the Draft E.I.S. and Public Hearing 131 Index 132 LIST OF FIGURES AND TABLES Figure No. Page No. 1. Aerial View of the Cedar Avue Bridge over the Minnesota River Looking Northeast 2 2. Accident Rates on Cedar Avenue (By Segment and Year) 3 3. Proposed Route 7 4. Alternates 'A', 'B' and 'C' 12 5. Alternate 'A' 14 6. The Intersection of Old Shakopee Road Looking North on Cedar Avenue 15 7. Sketch of View South along Alternate 'A' in Bloomington 16 8. Aerial View Showing Cedar Avenue crossing the Minnesota River Valley 17 9. Alternate 'B' 18 10. Alternate 'C' 20 11. Sketch of Bridge crossing Minnesota River 22 12. Study Area Location 26 13. Geologic Profile along Proposed T.H. 36 28-29 14. Former Major Glacial Lakes and Rivers .... 30 15. Sketch of Water Cycle in the Twin Cities Basin 31 16. Foundation Soils 32 17. Steep Slopes 34 18. Erodible Soils 36 19. Water Systems 38 20. Aerial View of the Minnesota River looking Northeast 40 21. Aerial View of Long Meadow Lake looking Northwest 41 22. Slaters Lake 41 23. Floodplain 42 24. Vegetation 44 25. View to Southwest of Long Meadow Lake and River Bottom Vegetation 45 26. Typical View of Minnesota River and Floodplain Vegetation 46 27. Cross Section Sketch of Bridges Low Point Showing Anticipated Shadow Areas 48 28. Cross Section Sketch of Bridges High Point Showing Anticipated Shadow Areas 48 29. Wildlife 50 Figure No. Page No. 30. Open Space 54 31. Sketch of Proposed Bloomington Bluff Trail 55 '32. Sketch of Proposed Minnesota River Valley Recreation Trail Crossing 56 33. View of River Valley from Bloomington 57 34. Special Features 58 35. Aesthetic Resources 60 36. Sketch of Landscape Character 62 37. View from Road 64 38. View Looking Southwest at Proposed Old Shakopee Road Interchange Depicting Noise Attenuation Walls and Mounds 66 39. Proposed Route Noise Levels (New Alignment) 67 40. Sketch of Air Analysis Segments 70 41. Predicted Carbon Monoxide Concentrations - 1995 70 42. Data Collection Districts and Zones 73 43. Land Use (Existing) 74 44. Land Use (Proposed) 76 45. Major Industrial Parks, Shopping Centers and Office Parks 78 46. Census Tracts 81 47. Community Services 86 48. School Districts and Walking Boundaries 89 49. Typical Buildings Required for Right -of -Way 91 50. Typical Buildings Required for Right -of -Way 91 51. Marina Required for Right -of -Way 92 52. Modular Home Sales Yard Required for Right -of -Way 92 53. Vegetable Stand Required for Right -of -Way 92 54. Sauna, Real Estate Office and Day Care Center 93 55. Drainage 105 56. Impact of Single Bridge 108 57. Impact of Twin Bridges 108 58. Proposed Bloomington Bluff Trail 109 59. Separated Bridge Crossing of Minnesota River, Alt. C-1 111 t IV 1 LIST OF FIGURES AND TABLES Figure No. 60. Single Cedar Avenue Bridge Crossing of Minnesota River, Alt. C-2 61 View Looking North in Bloomington 62. Minimization of Visual Impact 63. View of T.H. 36— 1 35E Interchange, Looking North 64. Landscaping Plan Table No. 1. Alternate 'A' Right -of -Way Requirements 2. Inventory of Criteria or Data Evaluated 3. Environmental Assessment Report, Aesthetic Criteria Page No. Table No. Page No. 5. District Level (Regional) Projections of 111 Population, Employment and 112 Dwelling Units 72 113 6. Data Assignments to Area within Five Mile Radius of Each Shopping Center 80 113 7. 1970 Census Tract Data 83 115 8. Right -of -Way Required 90 9. Market Values of Houses Required for Right -of -Way 90 10. Local Tax Revenue Impact with Transit Facility 94 11. Local Tax Revenue Impact without Transit Facility 94 12. Single Family Homes Needed for Right -of -Way and Homes Available for 71 Purchase in the Study Area 95 Page No. 15 27 61 4. Population Growth SUMMARY SHEET — FHWA-Mn-EIS-74-4-F State Project 1925 and 2758, Minnesota Project M5405 ( ) and M5409 ( ) (1) Federal Highway Administration Administrative Action for: (X) Final Environmental Statement ( ) Combination Environmental/Section 4 (f) Statement (2) Additional information about this proposal and state- ment can be obtained from: District Engineer, Minnesota Highway Department 3485 Hadley Avenue North North St. Paul, Minnesota 55109 612-770-2311 or FHWA Division Administrator Suite 490 Metro Square Bldg. St. Paul, Minnesota 55101 612-725-7001 (3) Description The proposed improvement is located in east central Minnesota, in Dakota and Hennepin Counties. It provides for 5.8 miles of 4-lane and 6-lane freeway on Minnesota Trunk Highway (T.H.) 36 (Cedar Avenue) from the junction of proposed Interstate 35E in the City of Eagan to the junction of Interstate 494 in Bloomington. The proposed improvement lies within three Minneapolis -St. Paul south suburban communities: Eagan, Burnsville and Bloomington. Also necessitated by the proposed improvement is the reconstruction of several crossroads including 1.3 miles of T.H. 13 in Eagan. (4) Summary of Environmental Impacts The proposed improvement would: a. provide a more safe, efficient transportation facility than that which presently exists, includ- ing replacement of a hazardous, obsolete river bridge. b. help in the implementation of goals expressed in the comprehensive plans of all communities di- rectly involved. c. encourage the planned development in the area, especially northwestern Dakota County. d. displace existing homes, commercial buildings and undeveloped land. e. produce changes in the landscape, surface drain- age, vegetation and wildlife habitat. (5) Alternatives Three alternative routes and the do-nothing alter- nate are considered by this E.I.S. They include two alternates east of existing T.H. 36 and upgrading the existing T.H. 36 and County State Aid Highway (C.S.A.H.) 23. The selected Alternate "C-1" in- cludes a wide median space for possible future trans- portation needs. (6) State Government and Multi -State Responsibilities a. There is no impact on state government as a re- sult of any federal controls associated with this action. b. This action will have no effect on adjacent states or on any multi -state responsibilities. (7) Comments on this statement have been requested from the following agencies: Council on Enviromental Quality Enviromental Protection Agency Department of Agriculture Department of Transportation (TES) `Department of the Interior Department of Housing and Urban Development Department of Health, Education and Welfare Department of Commerce Federal Aviation Agency U. S. Coast Guard, 2nd District Corps of Engineers, St. Paul District Minnesota Pollution Control Agency Minnesota Department of Natural Resources State Planning Agency (A-95 Clearinghouse) Minnesota Water Resources Board *Metropolitan Council (A-95 Clearinghouse) Metropolitan Airport Commission Metropolitan Transit Commission State Zoological Board Lower Minnesota Watershed District Dakota County Board of Commissioners Dakota County Engineer Dakota County Soil and Water Conservation District Dakota County Housing and Redevelopment Authority Dakota County Planning Commission Hennepin County Board of Commissioners Hennepin County Director of Public Works Bloomington City Council Bloomington City Engineer "Bloomington City Planning Commission Bloomington Natural Resource Commission `Concerned Citizens of East Bloomington Burnsville City Council Burnsville City Engineer Burnsville City Planning Commission Burnsville Environmental Advisory Council Eagan City Council Eagan City Engineer Apple Valley City Council Urban Council on Mobility (8) The Draft Environmental Statement for this proposed project was mailed to the Council on Environmental Quality on October 17, 1974. vi 'Agencies responding to D.E.I.S. SECTION THE EXISTING FACILITY Part A. Description and Deficiencies The ex;sting Cedar Avenue, also designated as Trunk Highway (T.H.) 36 north of T.H. 13 and County State Aid Highway (C.S.A.H.) 23 south of T.H. 13, presently serves several Minneapolis -St. Paul south suburban com- munities including Bloomington, Eagan, Burnsville and Apple Valley. Facilities such as the Metropolitan Stadium, Sports Center and the Twin Cities Metropolitan Airport are also served by this route. Cedar Avenue is a two lane highway with a basic 66 foot right of way width. It has very substandard align- ment and numerous local access roads, driveways and at - grade intersections throughout its length in both Eagan and Bloomington. At present, the facility carries an average daily volume of 12,500 vehicles (two-way traffic) across the Minne- sota River. This is considered to be above the theoretical capacity of the roadway. Other existing river crossings in the area that are also operating at or beyond their theoretical capacities in- clude the Interstate 35W and T.H. 55 (Mendota) bridges. These two bridges are the closest crossing points to Cedar Avenue, but they are 3.5 miles west and 5 miles east, respectively. This makes crossing the river at these locations very circuitous for people living or working near Cedar Avenue. Traffic that crosses the river via Cedar Avenue must travel over a bridge that was built in 1890. The bridge is an overhead truss type structure with a vertical clearance of 10 feet 4 inches. It has a wood plank decking, 18 feet wide from curb to curb, and is restricted to a 7 ton weight limit per vehicle. The bridge span over the main river channel opens by rotating on a supporting pier. This allows larger boats to pass through on the river. This bridge span has been opened for river traffic as many as 200 times per year, each time resulting in ex- tensive traffic delays. In addition to the inadequate vertical clearance for large boats, the bridge poses a problem for barges navi- gating the river channel. A narrow width of 105 feet between piers has contributed to many barge accidents. In 1971, for instance, barges struck the piers 4 times. (Each time the bridge had to be closed to traffic for inspection and repairs.) Shipping companies operating barges on the river have complained of this condition and want the bridge removed as soon as possible. The remaining life of the bridge is estimated at ap- proximately ten years. Because of the deterioration of the structure, it cannot be maintained with any degree of safety beyond this point and it will have to be torn down. Unless it is replaced by a new structure, traffic will be forced to the already over -crowded Interstate 35W and T.H. 55 (Mendota) bridges. A comprehensive analysis has been made to determine the operating characteristics of the present Cedar Ave- nue and to show how they compare with those predicted characteristics of the proposed improvement. The study was prepared by the Resource Unit of District 9, Min- nesota Highway Department and is available on request. This study includes the following information: Figure 1 An aerial view. of the Cedar Avenue Bridge over the Minnesota River looking northeast. 1 . Operating deficiencies of the present facility; 2. Traffic growth rates and the present and future traffic volumes; 3. "Level of service" (or the quality of traffic ser- vice) calculations present and future; 4. Travel speed runs, travel times and delays on the present facility; 5. Possible alternate or diversion routes for Cedar Avenue from Interstate 35E to Hennepin County Highway 62. This study was made using existing and possible future roads and includes a tabulation of the travel time and mileage for each. 2 1 Part B. Accident Data Background Traffic accidents are usually caused by the complex interactions of a number of factors. Some of the factors that may contribute to an accident are: congested oper- ating conditions, poor road alignment, adverse weather conditions, vehicle malfunctions and driver errors. The interaction of these factors and perhaps others, makes it nearly impossible to assign one specific factor as the cause of any one accident. Therefore, no attempt has been made to tabulate specific causes of accidents on Cedar Avenue. However, other criteria such as accident rates, their locations and severity have been determined. Accident Rates Cedar Avenue, through the study area, has been sub- divided into five segments with each segments' termini being at the intersection of a crossroad. The segments were chosen so that they had similar characteristics be- tween their termini. (Example: two-lane, non -divided, rural roadway with no access control.) Figure 2, "Accident Rates on Cedar Avenue," shows the accident rates for each of the five study area seg- ments for the four years 1969, 1970, 1971 and 1972'. The 'Information obtained from "Minnesota Department of Public Safety Records" 2R. Winfrey, Economic Analysis for Highways, (Scranton, Pa.'. Inter- national Textbook Co., 1969) Figure 2 ACCIDENTS PER MILLION VEHICLE MILES numerical rates and bar lengths indicate the accidents per million vehicle miles traveled per year on each seg- ment. Also shown is a segment immediately north of the project from Interstate Highway 494 to Hennepin County Highway 62 (crosstown) which helps compare the exist- ing Cedar Avenue segments with a freeway type facility. The horizontal lines across the segments indicate the Federal Highway Administrations data on average number of accidents per million vehicle miles for the same basic type of roadway shown in that segment. These lines then help compare Cedar Avenue accidents with broader re- search findings. Cedar Avenue rates are generally much higher. From this Figure one can also see that in general, acci- dent rates have been increasing all along Cedar Avenue except in the segment between 9Oth and 86th Streets. During the years 1969 through 1972 the average annual accident rate increase was 6.5%. However, the number of accidents that occurred between 1971 and 1972 in- creased by about 60%. The following is a list of the actual number of accidents that occurred along Cedar Avenue between 123rd St. in Eagan to 86th St. in Bloom- ington during the respective calendar years: 1969 97 1970 103 1971 114 1972 181 ACCIDENT RATES ON CEDAR AVENUE (by Segment and Year) 20 SEGMENTS I23rd. St, to TH.13, T.H.13 to Old Sho- Old Shakopee Road 90th St, to 86th St, 86th St. to 1-494, 1-494 to 62nd St. 2 Lane(Semi Urban) kJccooeep Road,2 Lone to 90th St 4 Lane 4 Lane Undivided 4 Lane DividedtJr - (Crosstownl, 4 Lane Partial Access (RuraO No Access Divided (Urban) Par- Urban No Access bar) Partial Access Freeway (Urban) Full Control Control tie! Access Control Control Control Access Control 1969 I970 1971 1972 1969 1970 1971 1972 1969 1970 1971 1972 1969 1970 1971 1972 1969 1970 1971 1972 1969 1970 1971 1972 / j j j /// �j 4 85 Ave '/ Ave. 3.40 Ave 3.40 Ave /3.3/2 ---- coN vt O j/�j N V p//to/ Q O �j ).37 Ave. Q \ O __ _1_ /cn O -.in n a / ar C tp r• Q O a a u°'f to Y _ / try /////�// 0 / to a1 tp ni z I� - / / �/ j!/ / �/ /�////// %/l!///// �O l/ 15- 10- 5 20 15 10 5 No e: Horizontal line indicates the F. H.W.A. average number of occiden s per million vehicle miles for the same type of roadway shown in that segment. Likely Future Trends It can be expected that traffic volumes will continue to grow through lengthening of rush periods and greater off peak travel as the area grows and develops. Numbers of accidents are also likely to increase although hopefully not as rapidly as they have during the four-year period 1969-1972. The average accident rate for T.H. 36 between Inter- state Highway 494 and Hennepin County Highway 62 (a segment with freeway standards), was 1.17 accidents per million vehicle miles_ This segment, adjacent to but outside the project limits, was included in Figure 2, as an example of what future Cedar Avenue accident rates might be if a freeway alternate is chosen. The Federal Highway Administrations rate for urban freeways is 1.37 accidents per million vehicle miles. These figures indicate that one could expect a very marked reduction in acci- dent rates. A more comprehensive and detailed accident report which also includes accident numbers, severities and spe- cific locations was prepared by the Resources Unit of District 9, Minnesota Highway Department. This report is available on request. 4 SECTION II DESCRIPTION AND PURPOSE OF PROPOSED IMPROVEMENT Part A. Location The 5.8 mile section of T.H. 36 proposed for improve- ment is located south of the Minneapolis -St. Paul Metro- politan area and lies within three Minneapolis -St. Paul south suburban communities. The communities are the Cities of Eagan, Burnsville, and Bloomington. The im- provement begins near the proposed junction of Inter- state 35E (I-35E) and existing Cedar Avenue in the City of Eagan, proceeds north and west across the Minnesota River Valley and terminates at the junction of existing T.H. 36 and Interstate 494 (I-494) in the City of Bloom- ington. Also included in this improvement is a 1.3 mile segment of T.H. 13 and a 0.5 mile segment of Old Shako- pee Road which would be reconstructed to coincide with the geometrics of T.H. 36. T.H. 13 in this area lies parallel to and south of the Minnesota River. Old Shako- pee Road lies parallel to and north of the Minnesota River. (See Figure 3, Proposed Route.) Part B. Type of Facility, Access Control, Estimated Traffic, and Basic Right of Way From the junction of I-35E to the junction of T.H. 13, T.H. 36 would provide for two -lanes of traffic in each direction (northbound and southbound). From the junc- tion of T.H. 13 to 1-494 three lanes of traffic in each direction would be provided. The centerline distance be- tween the Northbound and southbound lanes would vary from 75 feet to 124 feet. The roadways would be sep- arated by either a raised, curbed median (with safety barrier) or a depressed grass covered median. Access would be fully controlled and vehicles would enter or leave T.H. 36 from the adjacent areas only at interchange locations. The interchanges which would provide for traffic to leave or enter T.H. 36 would be located at: • County Road 32 (Cliff Road) • County State Aid Highway (C.S.A.H.) 30 • Trunk Highway (T.H.) 13 • C.S.A.H. 1 (Old Shakopee Road) Bridge structures would be provided for crossing the Chicago and Northwestern Railway, existing Cedar Ave- nue, the Minnesota River and 86th Street in Blooming- ton. The estimated average two way traffic volumes are shown below for the following years: 1980 — 29,900 vehicles 1990 — 37,600 1995-43,300 " — (design year) Basic right-of-way widths needed for the improvement would vary from 275 feet to 480 feet. 6 -n Oq c 3 W 33 0 ti 0 U) m 0 33 0 c (�al 0 z y ct a p<mmm 8 r30 �1a OZ I z I Pll a� Trunk highway 36 1 Part C. History, Status and Construction Schedule The total length of Minnesota T.H. 36 is approximately 35 miles. The present south terminus is at the junction of T.H. 13 in Eagan and the northern terminus .is 'at the junction of T.H. 212 near Stillwater. Prior to 1957, all of existing Cedar Avenue located within the study area for this project had been under county jurisdiction. In 1957, that portion of Cedar Ave- nue north of T.H. 13 was redesignated to Minnesota T.H. 36 by State legislative action, thereby transferring re- sponsibility for maintenance and improvement of the facility to the Minnesota Highway Department. The por- tion of Cedar Avenue south of T.H. 13 remained and still is under county jurisdiction. In 1967, by legislative action, T.H. 36 was extended southerly from its junction with T.H. 13 to the proposed junction of Interstate 35E. During the late 1950's and early 1960's corridor studies and preliminary design studies were made for a proposed relocation of T.H. 36. A location public hearing was held in June, 1962 for the consideration of new T.H. 36 cor- ridors. In July, 1962 the Federal Highway Administration (F.H.W.A.) granted location approval for T.H. 36 from the junction of T.H. 13 in Eagan to 86th Street in Bloom- ington. Then, in January, 1964 the F.H.W.A. gave location approval for the segment of T.H. 36 from the junction of T.H. 13 to the proposed junction of 1-35E. By resolution and/or other formal actions, the cities of Bloomington and Burnsville and the Dakota County Board of Commissioners have approved the corridor loca- tion of T.H. 36 referred to as Alternate 'C' in this state- ment. Resolutions.. have also_,,been received from these communities urging the construction of T.H. '36 (Alter- nate 'C') at the earliest possible date. The comprehensive development -plans of these communities have provided for and are based on the proposed construction of T.H. 36 in the corridor designated as Alternate 'C'. A com- bined Location -Design public hearing for the proposed improvement was held in December 1974. The first phase of construction on the project is pro- posed for late in 1976. The new highway is scheduled for opening to traffic in 1979 or 1980. However, funding limitations may necessitate stage construction resulting in only a partial opening by that time. Funding for the proposed T.H. 36 project may be avail- able from two federal sources as well as the Minnesota Trunk Highway Fund. The river crossing bridge may qualify for special federal bridge replacement funds as provided by the bridge replacement section of the Federal Aid Highway Act of 1969. Also, since the proposed T.H. 36 is on the "Federal Aid Urban System" of roads it is eligible for funds allocated to that system. However, funding under this system is currently limited to 8.5 million dollars annually for the entire Twin City Metro- politan Area. Since this project will cost over 50 million dollars to construct (1975 prices), some form of con- struction staging will be necessary. Usable segments of the project will be built as funding becomes available. Priority will be given to completing the new river crossing. Part D. Transportation Systems Considerations T.H. 36 is part of a system of existing and proposed roads which extends over the 7-County Metropolitan Region. The system is the product of years of studies which the M.C. (Metropolitan Council)' and the M.H.D. (Minnesota Highway Department) made in conjunction with county and municipal governments and many other agencies within the region. T.H. 36 functions in the system as one of three river crossings connecting Dakota and Hennepin Counties. Its importance as a transportation corridor has increased in the last decade, mainly because of the rapid growth in the western half of Dakota County and the resultant large number of commuters to Minneapolis and its sub- urbs. 1. The Metropolitan Council is the Metropolitan area's 3C agency and A95 clearinghouse. It is also the agency responsible for land use and transportation planning and has published a development guide for the area_ A recent MC report lists T.H. 36 among those regional highways in need of upgrading, placing it high on the priority list. Of the three river crossings (the other two are I-35W in Burnsville and T.H. 55 over the Mendota Bridge), the crossing on T.H. 36 has the most serious traffic problems. Built in 1890 and rebuilt in 1911, the narrow highway and bridge are in every sense of the word major bottlenecks. Because T.H. 36 is a part of the metropolitan system, the proposed improvements are imperative. The MC, in its' current Development Guide, proposes express buses in mixed traffic on T.H. 36 from 1-494 southward to I-35E. Presently, transit in this area is provided by bus; future transit proposals also utilize buses. Since this project will accommodate buses, it is therefore compat- ible with both present and future transit plans. Presently, the 5-ton load limit on the inplace Cedar Avenue Bridge prohibits any bus travel. Also, congestion from present traffic volumes reduces the highway's use- fulness as a route for the daily commuting workforce. During peak movement hours, traffic back-ups often ex- tend as far as two miles, particularly in the vicinity of the Cedar Avenue Bridge. The need for upgrading T.H. 36 will increase with time. The extensive industrial and commercial development proposed for Eagan will attract many shoppers and work- ers from the nearby Minneapolis suburbs. It will also generate considerable heavy commercial traffic between the two districts. New residential development in Da- kota County will mean more workers commuting over the route during peak movement hours. A newly approved year-round Zoo, the Minnesota Zoological Gardens, open- ing in 1977 on'a 460-acre site in Apple Valley, will attract about one million visitors annually from Minneapolis and its suburbs. A large amount of the traffic will use T.H. 36. Failure to improve T.H. 36 will leave this part of Dakota and Hennepin Counties without any high -type connection. Given the expected life of the inplace Cedar Avenue Bridge (about 10 years), after 1984 there will be no river crossing at all in this area. Not only would a lack of highway facilities —or a lack of adequate facili- ties— be contrary to the Metropolitan Principal Arterial Plan, but it would be contrary to the plans of the local cities (Bloomington, Burnsville, Eagan and Apple Valley). In particular, the absence of a suitable highway in the T.H. 36 corridor could abort development in Eagan, Apple Valley and other southern communities.' A more comprehensive and Systems" analysis was prepared District 9, Minnesota Highway is available on request. detailed "Transportation by the Resources Unit of Department. This report 'Basic data in this section was obtained from the Metropolitan Council, Metropolitan Development Guide, Transportation Chapter, (March, 1973) 10 SECTION III PROJECT ALTERNATIVES Figure 4 Atr CEPE- ING ) ALT A ALT B UPGRADE EXISTING CEDAR AVE -iiiu ui i m 34 th AVE ALT C is 2 CENTRAL CORRIDOR PROPOSED HIGHWAYS PROPOSED INTERCHANGES 000 C cedar ave_ s_ 01 BRIDGE CROSSING OF THE MINNESOTA RIVER VALLEY i000 000 N a. 12 1 1 INTRODUCTION Soon after taking over the responsibility for maintaining and upgrading Cedar Ave. in 1957, the Minnesota High- way Department (MHD) began studying ways to improve this highway. As with other major highway improvement projects, this one had to be designed and built to meet both present and future transportation needs. Studies conducted to determine these needs showed that the project area is the fastest growing in the entire Minneapolis -St. Paul Metropolitan region and that future development plans were very ambitious. It was evident that, to provide for the rapidly increasing traffic and projected traffic volumes, it was necessary to design the proposed highway to freeway' standards. This type of design was the only one that would carry the anticipated vehicles safely and without traffic breakdowns and ex- tensive delays. Another important consideration was the Metropolitan Council's designation of the proposed highway as an intermediate arterial. This designation implies a controlled access highway to allow for free flowing traffic and to permit the addition of other modes of transportation in the future. (An example of another mode would be the preferential treatment of mass transit buses with a resultant reduction of travel time and improved capacity and safety.) ALTERNATE SELECTION Primarily, the improved highway will function as a connection between northwestern Dakota County and a section of Trunk Highway 36 north of Interstate 494 which was previously constructed to freeway standards. Several corridors were studied as possible locations for the proposed project. From these, three basic corridors emerged for serious consideration. The Draft Environ- mental Statement (DEIS), circulated in October 1974, discussed these three alternate corridors plus the do- nothing alternate. The alternates were given the letter designations A through D as follows: Alternate A: This alternate proposed the construction of a freeway on the existing highway (Cedar Ave,). Alternate B. This alternate proposes the construction of a freeway on all new alignment. It is known also as the 34th .Ave. corridor. 'Freeway --A divided highway fcr through traffic with full control cf access and grade separations (bridges) at intersecticns. Alternate C: This alternate proposed the construction of a freeway on all new alignment. Known as the Central Corridor, it has two possible designs Alternates CI and C2. Alternate Cl has provision for future transit in the median space between opposing lanes of traffic; C2 does not. Alternate D: This is the do-nothing alternate, meaning that no action would be taken to build a new highway. Following the circulation of the T.H. 36 DEIS, the general public, local municipalities, and appropriate agencies and organizations had opportunity to review and comment on the DEIS and, at the same time, indicate preference of Alternates. These opportunities included open house meetings in Bloomington (October 29, 1974) and Eagan (November 7, 1974) and a public hearing in Burnsville and Bloomington on December 3 and December 5, 1974. Comments on the DEIS were received from 25 groups. Of those commenting, 12 indicated a preference for one of the project alternates. These were as follows: 2 Agencies for Alternate A 0 Agencies for Alternate B 10 Agencies for Alternate C 0 Agencies for Alternate D 12 total Testimony at the Public Hearing also contained prefer- ences for certain project alternates. Here 97 people gave oral or written testimony and 54 indicated a specific alternate choice as follows: 3 People for Alternate A 1 Person for Alternate B 47 People for Alternate C 3 People for Alternate D 54 total These comments, both from the DEIS and Public Hear- ing, indicate a strong preference for Alternate C which is now the selected alternate. Only details of design remain to be decided. Following in this section is a discussion of the alternates presented in the DEIS—Alternate C; the selected corri- dor, and the three remaining alternates A, B, and D (Do - Nothing). 13 11111 En M11 MI MI IMO INIII IMO MN INN I= I= H i2 0 z s. Y • • • 4. a - — — a 4. 4. 9£ AeNkL111514 Mu Al il 0 1. S W Ig § 0 I. 111 CC u. 0 z 10 0 Z co 0 2 U) >:4 I u Iw 0 0 Ill Ill 1.11 (1) 0 0 a a ?. 0 0 CC II Part A. Alternate "A" Existing Cedar Ave. Al TERNATE 'A' (West on Present Cedar Avenue Corridor) See Map Figure 5 A new facility built on this corridor would use the pres- ent or existing right of way along Cedar Avenue. It would include the right of way currently designated for County State Aid Highway (C.S.A.H.) 23 from proposed I-35E to T.H. 13 in Eagan and also the right of way for the existing T.H. 36 portion from T.H. 13 to 1-494 in Bloom- ington. Present Cedar Avenue, through the majority of its length, is a two-lane roadway with a total right of way width of 66 feet. If a freeway, as proposed, were to be built along this corridor, an additional 250 to 450 feet of right of way would have to be purchased all on one side or on both sides of the existing right of •:.'ay. Building the new highway along Alternate A would have the following advantages (in the floodp�lain) : of the four alternates, it would be (1) Fss distur5in to the vegeta- tion and wildlife habitatparticu ar y in the Long Meadow 1a e�2) less ova vis" ua7-i cause new cons ri.--TeK ion would basica y follow inplace alignment; and ( ess isru tiv n cnnnstruCt since the existing road coul serve as an access route and platform for cen- struction eq Figure 6 The intersection of Old Shakopee Road and Cedar Avenue is shown in this aerial looking north on Cedar Avenue. The Metropolitan Sports Complex can be seen in the right background. Although these advantages are important considera- tions, the disadvantages outweigh them. For one thing, implementing Alternate A would disrupt traffic on the existing road for two or three years. Motorists who norm- ally use Cedar Avenue would have to take an alternate river crossing (See Transportation System Considerations, P. 9). Another disadvantage of this Alternate is that its socio- economic costs are much higher than those of Alternates B, CI, and C2. At the June, 1962, Public Hearing, the MHD stated that Alternate A would cost $570,000 more than Alternate C. This difference was mostly because Alternate A required more homes, apartment buildings, and commercial and industrial buildings than Alternate C.' Since 1962, much more development has occurred along Cedar Avenue. Consequently, the socio-economic costs and the total costs of right-of-way acquisitions along this alignment would be even higher now. (1975). It is estimated that if a freeway were built along exist- ing Cedar Avenue, 400 families would be displaced. Of these families, 50 occupy single family homes and 350 are in multiple family units. Table 1 shows the number of buildings and other prop- erties that would have to be removed to build Alternate 'A'. The cost of these properties is estimated at $12,895,- 000. For comparison, Alternate 'C-2' would displace 34 families occupying single family homes, one commercial building and 405 undeveloped acres at a total estimated cost of $3,987,500. With freeway construction along Cedar Avenue, access to the developed areas that remain would be severed requiring extensive frontage road construction. If Cedar Avenue could remain intact, as it would with Alternate 'B' or 'C', it could continue to serve the adjacent prop- erties with their existing and future development. "ALT. A" RIGHT OF WAY REQUIREMENTS Table 1 Item Number Single Family Residences Multiple Family Residences ifl 13 Bldgs. - - 350 Units Commercial and Industrial Buildings 26 Child Care Center 1 Elementary School 1 Sewer Lift Station 1 Unimproved Acreage 239 Acres Total Estimated Cost = $12,895,000 'Alternate B effects much less of the developed areas than either Alternate A, Cl, or C2. 15 EAGAN TOWNSHIP OLD SHAKOPEE VIEW SOUTH EXISTING GEDAR AVENUE ALONG ALTERNATE A IN BLOOMINGTON Figure 7 Throughout the Alternate 'A' corridor it would be diffi- cult if not impossible to provide noise shielding to meet the L10, 70 dBA noise level requirement established by federal guidelines.' There would be no chance to provide a spacial buffer zone as there is with Alternates 'B' and 'C'. One impossible area to shield would be the residential buildings lying west of Cedar Avenue and south of Old Shakopee Road. Here homes are immediately adjacent to the proposed right-of-way and are as much as 40 feet above the elevation of Cedar Avenue. There is no feasible way to protect this area from an estimated 79 dBA noise level. (This is nearly twice as loud as the 70 dBA design noise level in F.H.P.M. 7-7-3).2 'An L,0, 70 dBA noise level means that the 70 decibel noise level, as measured on the A scale, is exceeded 10 percent of the time. A 70 decibel level is about like the noise from the average room air condi- ticner at 10 feet. 2F.H.P.M. 7-7-3 (PPM 90-2i is the Federal Highway Program Manual written to interpret and implement the previsions of Title 23 Sec. 109(h / and I I / U. S. Code relative to noise standards and procedures. Another important consideration is that this alternate is not consistent with the land use and development plans of the communities involved. Eagan, Burnsville and Bloomington have all made and to some degree executed development plans based on the Alternate 'C' corridor. Most right-of-way has been left undeveloped and rezon- ing has taken place for highway compatibility along the Alternate 'C' corridor. Taking into account the many difficulties involved in constructing this alternate, the displacement of residents and businesses and the planning that has already been done by all communities, this alternative was dismissed from further consideration. 16 This aerial view, looking northwest, shows Cedar Ave- nue crossing the Minnesota River Valley. The City of Bloomington is in the background. 17 Figure 9 PROPOSED 4]-494 RIVER CROS9IIVG•-•_._. _•_•-•-'-,-,- ALT B 34th AVE PROPOSED HIGHWAYS - oo PROPOSED INTERCHANGES cedar ro ave_ s_ 1 BRIDGE CROSSING t OF THE MINNESOTA morillim=400o N t RIVER VALLEY 18 Part B. Alternate "B" 34th Avenue ALTERNATE 'B' (East or 34th Avenue Corridor) See Map Figure 9 This alternate corridor would place the proposed new facility in Eagan, approximately 1/8 to t/ of a mile west of existing Cedar Avenue from the proposed junction of Interstate Highway I-35E to the proposed junction of T.H. 13 in Eagan. From there it would proceed northerly passing over the existing Cedar Avenue just north of the Chicago and Northwestern Railway track. It would then continue due north across the Minnesota River and flood - plain to connect with the existing 34th Avenue in Bloom- ington. From that point it would follow along existing 34th Avenue to 1-494, where it would turn west on exist- ing 1-494 before joining the existing T.H. 36 at Cedar Avenue. Alternate B has some advantages over Alternates A, Cl , and C2. Principally, it would have less negative socio- economic impacts on the project area, particularly in Bloomington. Alternate B would: (1) allow traffic going to the industrial complex near 1-494 to avoid Blooming- ton's residential area; (2) relieve traffic congestion on Cedar Avenue & Old Shakopee Rd.; (3) remove fewer residences and businesses (it doesn't remove any in Bloomington) ; (4) leave existing Cedar Avenue to serve adjacent property; and (5) provide a natural buffer zone for noise in Bloomington. Despite these advantages, adopting the Alternate B proposal would create a number of major problems. These are as follows: 1. To accommodate the T.H. 36 traffic along 1-494 to the west, additional lanes would have to be constructed from 34th Avenue. The interchanges of 1-494 with 34th Avenue, 24th Avenue and Cedar Avenue would have to be rebuilt. Proposed T.H. 36 would not be able to continue directly north beyond 1-494 because 34th Avenue be- comes a city street at this point, terminating about one mile north where it is blocked by the Twin Cities Inter- national Airport. Thus, this corridor cannot be extended beyond 1-494. A possible route for the Alternate B alignment beyond 1-494 would be to turn traffic easterly onto 1-494 and T.H. 5. However, this would create intolerable operational problems within the weaving and mixing' section between 34th Avenue and the proposed 1-494 T.H. 5 interchange. In addition to this, T.H. 5 would have to be rebuilt from 1-494 T.H. 55. Included in this segment are three inter- changes that would need major revision: the Post Road, Airport, and Fort Snelling interchanges. Assuming that the major part of the T.H. 36 traffic would turn north at the Fort Snelling interchange, T.H. 55 from that point to the 62nd Street Hennepin County freeway would also have to be reconstructed. All of these changes would make this route for T.H. 36 socially, economically, and environ- mentally imprudent. 2. To provide adequate capacity for T.H. 36 traffic, 34th Avenue would have to be rebuilt to freeway stan- dards. Upgrading 34th Avenue to freeway standards would sever access to the existing and planned commercial and industrial buildings along the route. 3. The approximately 2,000 foot distance on 34th Avenue between Old Shakopee Road and 1-494 is too short to provide a safe weaving and mixing area between exit and entrance points that might be built. This would prohibit any reasonable access to the local street system between 1-494 frontage roads and the Minnesota River. 4. This alternate is contrary to the "Eastern Area Plan"of Bloomington which is the city's comprehensive plan. The street and highway system in this plan is de- pendent on the Alternate 'C' corridor. 5. The Bloomington Planning Commission has stated that 34th Avenue from Old Shakopee Road to 1-494 will need to accommodate 18,000 to 25,000 vehicles a day by 1985 and that it is important to retain this street as an arterial to serve as direct access to residential and commercial development. This would not be possible if it were reconstructed to freeway standards to provide for T.H. 36 traffic. 6. If T.H. 36 were built on the Alternate 'B' corridor, it would cross the Minnesota River floodplain at a flat angle in an area where it would be about twice as long as the Alternate 'A' and 'C' crossings. This would make this crossing over two miles long compared to about one mile for the others. It would seem reasonable to expect that any adverse environmental effects created by build- ing a highway across the floodplain and Long Meadow Lake would be greatly increased by this longer crossing. (See Figure 23, Section IV) 7. This corridor location would not permit the full utilization of the inplace expressway and freeway por- tions of T.H. 36 between 86th Street and the 62nd Street (X-Town) Hennepin County freeway. This represents a failure to make full use of the resources, i.e., funds, space, etc.; already invested in T.H. 36. For the above reasons Alternate 'B' was not considered feasible or prudent and therefore was dismissed from further consideration. 'Weaving and mixing is the converging and crossing of traffic streams in a segment of highway where at one end two one-way roadways merge and at the other end they separate. 19 Figure 10 S,P,Ro f ORT SM1t, J,10 NAT., tallulMAIMI.0.11m61.1111••=1,1410•••••Mill••••=11.M.••••••••••=.........•••14 M.4.1E.4.011114.1.1“.6•••= PROPOSED j494 RIVER CROE MID ALT C 1 & 2 CENTRAL CORRIDOR PROPOSED HIGHWAYS PROPOSED INTERCHANGES 100r,"=4000 411 cedar ave. s_ 4 BRIDGE CROSSING 2 OF THE MINNESOTA RIVER VALLEY IJ 20 Part C. Alternate "C" Central Corridor (The Selected Alternate) ALTERNATE 'C' (Central Corridor) See Map Figure 10 The Alternate 'C' corridor would position the proposed new facility within Eagan, approximately '/a to 1 of a mile west of existing Cedar Avenue from proposed Inter- state Highway 35E (I-35E) to proposed T.H. 13. This alignment is the same as that of Alternate 'B' through this segment. From T.H. 13, the alignment would turn northwesterly to cross the Chicago and Northwestern Railway track about 1,000 feet west of the inplace Cedar Avenue. It would then continue northwesterly crossing over the existing Cedar Avenue about 900 feet south of the Min- nesota River in the northeasternmost corner of Burns- ville. Continuing in a northwesterly direction, Alternate 'C' would place the new river bridge over the Minnesota River channel, approximately 300 feet east or downstream from the inplace Cedar Avenue bridge. It would then proceed across the river floodplain and after reaching the northern bluff of the valley, pass under County Road 1 (Old Shakopee Road) about 1,500 feet northeast of exist- ing Cedar Avenue in Bloomington. From this point it would continue northwesterly before turning due north where it joins the inplace T.H. 36 at 86th Street. Between this point and Interstate Highway 494 to the north, there is a 3,000 foot inplace highway segment that was previously upgraded to a four lane divided ex- pressway. This segment will adequately serve the T.H. 36 traffic until it will be again upgraded to freeway standards sometime during the 1980's. The portion of the alternate that lies north of pro- posed Interstate Highway 35E and south of the Minne- sota River is largely an undeveloped corridor that has been kept that way by the City of Eagan to accommodate the proposed T.H. 36. In Bloomington, north of the river, the corridor passes through some undeveloped land but a portion of it would 2Metropolitan Council, Metropolitan Development Guide, Transporta- tion Chapter, (March, 1973) Metropolitan Transit Commission, The Transit Development Program: Summary of Action, 1973 - 1990, (February, 1973) go through residential land that was developed prior to this proposed project. Within the Alternate 'C' corridor, two design alter- nates, C-1 and C-2 were considered. Alternate C-1 differs from C-2 only in that it would have a greater space in the median between opposing traffic lanes for future transportation options. Extra right-of-way needed for this is about the same as the extra space needed in the median. This space provided by Alternate C-1 is from 10 to 50 feet depending upon the type of design proposed for T.H. 36. For example, in the Eagan area, where a more rural design is proposed, not much more space is needed for Alternate C-1 in the already wide median; however, across the floodplain and in Bloomington where a more urban design would be contemplated with a narrow median, more space is needed to accommodate the possible future transportation needs as proposed by Alternate C-1. At this point in time, no specific type of transit vehicle has been identified, which makes it difficult to speculate on what design features may be needed. Alternate C-1 then, is only meant to reserve a space for some type of future transportation alternates in the proposed highway corridor. A preliminary layout showing the Alternate 'C' road- ways with bus lanes in the median was prepared by the Minnesota Highway Department. This was done to exem- plify how an exclusive mass transit facility might fit into the proposed highway median. A bus facility was chosen only because it would require the greatest width of all known transit vehicles and because it is the mode that is most likely to be chosen to serve the area. The Metropolitan Council and Metropolitan Transit Commission have proposed using express buses in mixed traffic along proposed T.H. 362. Alternate 'C-1' goes be- 21 MINNESOTP RIVER BLOOMINGTON Figure 11 yond these proposals by providing greater flexibility in choosing a future transit system. It would be difficult if not impossible,tojpredict, at this time, what the building of an exclusive mass transit facility in the highway median might do to the environ- mental concerns in the project area. The difficulty lies with the inability to predict the type of facility and if or when it might be built. Without knowing this, one can only consider the effects that the alternate would have at the time of highway construction. The effects on air quality and noise levels would of EXISTING CEDAR AVE r! II'INIii(iNl'!IIbi!=olIG!i1d • ss���l�I &V , „,, .,,,....,:.,_ Is ,,i..i;,-,-_-- +i 7 ,P17;mifilli111111" 1, difrrir IiRl!r 1;90li/„ f-"9111(1111 CEDAR AVE. BRIDGE CROSSING OF MINNESOTA RIVER ALT C2 course depend on the type of vehicle used, its power source, whether it will run along a rail or on a paved surface, etc. The "Socio-Economic Inventory" section of this report indicates that the overriding consideration or impact of Alternate 'C-1' is the additional right of way that would need to be acquired. Tables 8 and 9, Section IV, show that an additional three families, two commercial buildings and 23 acres of undeveloped land would be needed, These added properties would make right of way acquisition for Alternate 1C-1' an estimated $206,000 more than that for Alternate `C-2' 22 Preliminary cost estimates have been prepared for Al- ternates 'C-1' (with mass transit space in the median) and 'C-2' (without mass transit space in the median). These costs include the right-of-way, grading, paving, bridges and engineering costs. Alternate C-1 $42,006,800 Alternate C-2 $41,269,200 It can be concluded from these estimates that the cost for providing additional median space for a mass transit facility would be $737,600. Another design alternate for the Alternate 'C' corridor that has been considered but rejected is one which would involve a 1,900 foot roadway fill through the Long Meadow Lake area. This was investigated as an option to building a bridge over the lake as is currently proposed. A permanent fill, approximately 30 feet above the normal lake level, would be possible to construct since only a 30 to 40 foot depth of peat would be encountered in the Long Meadow Lake area. This amount of peat could be successfully removed and replaced with appro- priate fill material. In the area adjacent to and south of the lake where the peat depth is 60 to 70 feet, total peat removal would not be possible. Therefore, a bridge or a fill with counterbalances would be needed. It is estimated that a permanent fill through Long Meadow Lake would cost 3.5 to 4 million dollars less than a bridge over the same area. The, savings derived from building a fill, however seem to be outweighed by the other considerations: 1. The fill would be an impenetrable barrier for most wildlife in the lake area. 2. The fill would create a 0.30 foot swellhead near proposed T.H. 36 during a 100 year flood." A maximum of 0.10 foot swellhead has been established by the con- trolling agencies.' 3. The construction activities involved in dredging and filling would cause far more turbidity, water dis- coloration and sedimentation than bridge construction activities. For these reasons, this fill alternate has been rejected by the Minnesota Highway Department and the Depart- ment of Natural Resources. As mentioned in the "Project History and Status" sec- tion, the City of Bloomington officially accepted the Al- ternate 'C' corridor for T.H. 36 in April, 1963. Blooming- ton also has included this alternate's alignment in its "Eastern Area Comprehensive Plan" and its future land use and thoroughfare plans. The City of Eagan, though not giving formal approval to this location, has made an informal commitment to this alternate. Eagan has included this alignment in its ;Computed by the United States Department of the Interior, Geological Survey. 'U.S. Corps of Engineers, Minnesota Dept. of Natural Resources and the Lower Minnesota River Watershed District. comprehensive plan and has reserved this corridor by holding back development in the area. Many utilities have been planned and built dependent on Alternate 'C' and the future land use along this corridor has been es- tablished by Eagan, Burnsville and Bloomington so as to be compatible with a freeway. As indicated previously in this section, the Alternate 'C' corridor was selected and, in addition, the C-1 design alternate (with median space for future transportation needs) has been chosen. This choice was made only after much deliberation and thorough consideration of the advantages and disadvantages of each alternate. The following lists present a few of the considerations: Alternate C-2 1. This alternate would require less right of way and fewer people would be disrupted (see p. 22&90). 2. Bridges separating local roads over the proposed highway could be shorter, thus saving costs, materials, and labor. 3. Total costs would be approximately $737,600 less than Alternate C-1 (1973 prices). 4. This alternate could carry buses in mixed traffic if this type of transit is all that is ever needed in this corridor. However, if an exclusive bus lane or another mode of transit is needed, it would be difficult to accom- modate. 5. This alternate conforms more closely with Bloom- ington requests to confine the width of the project and thereby minimize right of way takings. Alternate C-1 1. This alternate has the majority of public and gov- ernmental agencies support. 2. Few north -south river crossings exist throughout the southern metropolitan region and no others are con- templated. T.H. 36 (Cedar Avenue) is the only river crossing where it is possible to provide for future transit options. The I-35W, T.H. 55, and I-35E bridges offer no possibility for any exclusive transit in the future without major right of way acquisition and reconstruction. 3. This alternate provides better design continuity when considering all of T.H. 36 from the 62nd St. Henne- pin County (X-Town) freeway to the proposed Zoo Road south of I-35E. That is, it would provide a depressed grass median throughout, so that a motorist would not be facing a changing design. 4. The wider depressed median can also provide the following: a. a safety clear zone for a motorist accidentally leaving the roadway. b. a snow storage area, thus saving the costs and energy needs associated with hauling. c. better drainage and erosion control. d. a possible confinement of an oil or chemical spill prior to it entering the remaining drainage system. 23 Part D. Alternate "D" Do Nothing The do nothing alternate would mean that no action would be taken to improve the existing highway facility. If this decision is reached, one could assume that safety improvements such as turn lanes, channelization, shoulder repairs, traffic signals, etc., would eventually be made to the inplace roadway. This would make it somewhat safer but would in no way provide for the estimated 43,300 vehicles per day in 1995. There are serious deficiencies in the existing roadway such as surface width, shoulders, vertical clearances and passing opportunities all of which restrict the basic ca- pacity. These all contribute to the inability of the present roadway to handle the daily traffic demands and to the hazards that people continually face while driving on it. The existing bridge over the main channel of the Min- nesota River poses serious hazards for boat and barge traffic on the river. The bridge has been closed many times in recent years for inspection and repairs after being struck by barges trying to navigate through the narrow opening (105 feet) between piers. It is conceiv- able that if struck hard enough, this 84 year old structure would collapse with a resulting tragedy. It is expected that this river bridge can only be main- tained for another 10 years because of its poor condition and mounting maintenance costs. At that time the bridge will have to be torn down thus forcing traffic to other existing routes that are already overcrowded during peak times. The socio-economic ramifications of this action are explored in the "Probable Impact" section. 24 SECTION IV PROBABLE IMPACT OF THE PROPOSED IMPROVEMENT TWIN CITIES METROPOLITAN AREA Figure 12 Part A. Introduction Proposed Trunk Highway (T.H.) 36 will pass through portions of the cities of Bloomington, Burnsville and Eagan. As in most urban areas today, development in these cities includes industrial and commercial com- plexes, multi -family units, and the conventional single- family units, But the three cities have an additional somewhat unique —feature: All are part of an area which is plentiful in open space, vegetation and wildlife. Thousands of years ago, melted glacial waters formed the Minnesota River Valley. Near St. Paul, where the Minnesota River flows into the Mississippi River, the valley widens to encompass acres of woods and marsh- land. Cedar Avenue crosses the Minnesota River about 6 miles upstream from St. Paul at a point where the valley is over one mile wide. The northern side in Bloomington is relatively untouched and serves as a refuge for wild- life. On the southern side in Eagan and Burnsville, some industrialization has taken place. The broad, open vistas, however, remain the dominant feature of the valley area. This section of the Environmental Impact Statement presents an inventory of the criteria that make up the natural and man made environment of this very diverse area and shows how they might be affected by the pro- posed improvement. This criteria was studied and evalu- ated by a team comprised of specialists from many dif- ferent fields (Forestry, Agronomy, Landscape Architec- ture, Geology, Biology, Sociology, Economics and others). The team gathered and analyzed all available data on the natural and cultural resources. Local citizens and munici- palities gave many helpful suggestions and supplied much useful information during the study. In addition to a discussion of the criteria, this section contains a number of maps, sketches, tables and graphs designed to complement the text and aid in the impact evaluation. Table 2 lists the data evaluated. 26 Table 2 INVENTORY OF CRITERIA OR DATA EVALUATED I. FOUNDATION SOILS 1. Well drained (Sand and Gravel) 2. Poor drained (Clay) 3. Very poor drainage (Peat and Muck) II. ERODIBLE SOILS 1. Nonerodible soils 2. Soils with existing or potential erodibility III. STEEP SLOPES 1. Slopes less than 12% 2. Slopes greater than 12% IV WATER SYSTEMS 1. Confined Drainage 2. Intermittent Streams 3. Marshes 4. Open Water V. FLOOD PLAIN 1. Below 720 ft. Elevation - 100 yr. Flood Plain (established by U.S. Corps of Engineers) VI. VEGETATION 1. Grassland 2. Sedge Willow 3. Mixed Hardwoods of light, moderate and heavy densities VII. WILDLIFE 1 . No Habitat 2. Small game Low level habitat 3. Small game High level habitat 4. Water fowl habitat 5. Small and possible big game, water fowl habi- tat VIII. OPEN SPACE 1. Proposed Trail System 2. Proposed recreational Open Space or Open Space Covenant 3. Existing recreational Open Space IX. SPECIAL FEATURES 1. Vista 2. 19th Century Sandstone Quarry 3. Indian Village 4. Indian Burial Mounds 5. Interesting Topography 6. Water in Motion 7. Wetlands 8. Water birds 9. Wildlife 10. Recreation Trail 11. State Park 12. Proposed City Park X. LANDSCAPE CHARACTER AND AESTHETIC RESOURCES 1. Urban 2. Openings 3. Upland Hardwoods 4. Bluff 5. Wooded Slopes 6. Lowland Hardwoods 7. Water 8. Marsh and Wetlands XI. VIEW FROM ROAD 1. Dominant Landform 2. Enclosures 3. Existing Features 4. Potential Features 5. Direction of View 6. Panoramic View 7. Unlimited View XII. EXISTING LAND USE 1. Residential Single Dwelling 2. Multiple Dwelling 3. Commercial 4. Industrial 5. Public Facilities 6. Unique Development 7. Recreational -4(f), 6(f) and Sec. 106 lands XIII. PROPOSED LAND USE 1 . Residential Single Dwelling 2. Multiple Dwelling 3. Commercial 4. Industrial 5. Public Facilities 6. Unique Development 7. Recreational -4(f), 6(f) and Sec. 106 lands XIV. POPULATION 1. Population Density 2. Population Characteristics 3. Neighborhoods XV COMMUNITY SERVICES 1. Schools 2. Public Safety 3. Churches 4. Hospitals 5. Recreational Facilities 6. Accessibility (transit, Roads) 7. Public Utilities X.VI. LAND VALUE AND TAX STRUCTURE 27 Part B. Environmental Inventory and Impacts of Proposed Improvement Reviewing how the study area was formed thousands of years ago provides one with a basis for an understanding of the comprehensive planning process. Geology gives this basis. 1. GEOLOGY Geology deals with the physical nature and history of the earth, its structure and development, the composition of its interior and individual rock types. For this report, geology has been broadly divided into three parts: First is a discussion of the soils and bedrock; the second part deals with the ground water associated with these soils and rocks, and the third portion relates to the engineering characteristic of the soil and bedrock. SOILS AND BEDROCK The study area lies within a structured bedrock basin, the center or low point of which lies near the University Figure 13 90• 800 NOIl1A313 700 0 500 1199 1219 of Minnesota. This saucer -shaped depression is referred to as the Twin City basin. All of the bedrock underlying the T.H. 36 project will be of sedimentary type (dolomite and sandstone). As can be seen on the geologic profile, bedrock, at its closest point, will lie about 160 feet below the proposed grade and therefore none will be inter- cepted. The geology expressed in this study area is a combina- tion of glacial (ice formed) and alluvial (river formed) features. Figure 13 is a profile view along the alignment and depicts the general relationships of the proposed grade to the soil, bedrock, and ground water. Prior to Loamy Sand a Gravel with Some Clay GEOLOGIC PROFILE T. ai Shakopee 90neota Dolomite— (Prairie du Chien Group ) a •C�(ii�°l� /fi°J� ����` l • -ll ens �3'' -_ ..�. �Y� i� —_ ep- v )tI ''° , 1035 1055 1075 109El � S 1015 28 glaciation, the bedrock was carved and lowered by ero- sional forces, but this surface was later covered by a number of ice flows which further eroded the bedrock and also deposited a complex series of glacial sediments. Generally, the alignment can be divided into three geo- logic segments: 1. South terminus from proposed 1 35E to inplace T.H. 13. (This rather rugged and scenic topography is part of the St. Croix terminal moraine and the soils here are pri- marily sandy loam tills, although some limited areas of sand or gravel may be encountered.) 2. North river bluff to the north terminus at 1494. PROPOSED T.H. 36 (This land form is relatively flat, being formed as an out - wash or valley train -type deposit by melting glacial streams. Soils here are mainly sands and fine gravel, but clayey lenses are also known to be present.) 3. The Minnesota River Valley. (This broad valley, in which the present river flows as an underfit stream, was incised into the first two topographic forms by the tre- mendously large historic Glacial River Warren. River Warren drained Glacial Lake Agassiz, which at one time covered most of the northwestern part of the state.) As the volume of glacial melt water decreased, the wide valley was backfilled to its present shape; the fill Minnesota River Valley S.P. 1925-01 DAKOTA CO. S.P. 2758-10 HENNEPIN CO. Minnesota River Sandy Loam" a Sand Jordan Sandstone >` 1115 1135 II 55 SPRING PROPOSED GRADE SAND BAR Peat 1175 DOOCAgEW 'K' Sand wit Outwash Plain h Some Gravel Piezometric Surface of the Jordan Fm. and the Prairie Du Chien Group 1195 Gravel Shako. -90 ete Dolomite I� SCALE: Horizontal 10001 1215 1235 50' . Vertical 900 800 700 6.0 500 29 Figure 14 RIVER WARREN Figure 14. Map of former major glacial lakes and rivers. The volume of water available to Glacial River Warren from Lake Agassiz can be easily appreciated. From Minn. Geological Survey, Bulletin 37. materials include peat, silty and clayey soils and some sand or sandy loam. A granular bar on the north edge of the old valley and granular terrace on the south margin are evidence of the once great magnitude of River War- ren. (See Figure 14) SOILS AND BEDROCK IMPACTS The cut between T.H. 13 and the railroad tracks (Figure 13) will be through an alluvial terrace, which is believed to contain some sand and gravel. Material from this cut should definitely be utilized for specific purposes on the project and consideration could be given to the possibility of over -cutting this area and then back - filling up to grade with less desirable material. These aggregate materials could thus be used constructively rather than burying them under the highway. Bedrock would obviously not be encountered during the excavation phase of highway construction. The piling required for bridge construction may be driven to re- fusal at bedrock, however, only if adequate bearing can- not be obtained in the overlying granular soils. GROUNDWATER HYDROLOGY Two ground water conditions can be recognized in the area: 1. Jordan -Prairie du Chien piezometric surface (See Figure 13). This is the level at which water will stand in a well pipe that has been drilled into the Oneota dolo- mite and Jordan sandstone. This "pressure" surface represents the upper extent of influence from the primary ground water aquifer in the metropolitan area. 2. A near surface water table, which is the level at which water would be encountered in a shallow drill hole or well. (Some limited zones of perched water may occasionally be found above the water table.) The exact relationship of the two ground water sys- tems is not well known. Under the uplands, north and south of the river, they are likely quite distinct, but in the valley itself the two systems converge into one. Except in the river valley, the near surface water table lies considerably above the piezometric surface. Although this water table has not been exactly located south of the river, the proposed grade will most closely approach the water table in the vicinity of Cliff Road. The soils underlying the south section of the alignment are primarily sandy loams and sandy loam tills, but seams of day would not be uncommon. Because clayey seams may create zones of reduced permeability within the drift, some localized perched water might be encoun- tered. Groundwater hydrology as used in this document, deals with that water which lies below the land surface. It does not generally include surface runoff or lakes, al- though a few thoughts are presented regarding potential impacts on lakes. GROUNDWATER HYDROLOGY IMPACTS Potential ground water impacts will be more prevalent and certainly more difficult to accurately assess, than soil or bedrock impacts. River Valley As can be seen from the geologic profile, the proposed grade does not intersect the piezometric surface. It can also be noted that this surface coincides with or may even be slightly above the flood plain in the river valley. This means that the valley is an area of discharge from this major aquifer and not a recharge area. Therefore, the physical presence of the highway should not change the quality of the water in this aquifer either in the valley or in any other part of the Twin City artesian basin. Since this is a pressure surface, the possibility exists that springs could develop adjacent to piles driven for the bridge structure. Such discharge could reduce the bearing potential for specific piles and may also increase slightly the discharge of ground water into the valley. 30 South Section Here, the near surface water table lies considerably above the piezometric surface. Although this water table has not been exactly located, it seems certain that it will not be intercepted by the proposed grade. Possible drainage of a few perched water pockets should not adversely effect the overall ground water pattern. All of the area outside of the river valley (both north and south of the river) could technically be considered a recharge area for the groundwater system. However, since the highway occupies only a small portion of whatever might be considered the "recharge area", the long-term effect of the highway on the groundwater table should be negligible. Based on information from the U.S. Geological Survey and observations, it is felt that most of the lakes along the south part of the alignment are part of and reflect the water table. For this reason, small additions or dele- tions in the quantity of surface water available to the lakes should not materially effect the long term lake levels. If it is foreseen that large volume changes would be made to lakes in developed areas, it would be wise to install one or more piezometers to measure water levels and establish more clearly whether the lakes are actually part of the water table. Along with the possibility of volume changes, any potential contamination of the Figure 15 0 AQUIFERS I I gloom) aldt limestone sandstone ( Sorfoce Runoff and Storoge> EXPLANATION dlrenron of ro- tor ▪ movement lakes or the flood plain area from highway runoff will be minimized as much as possible. North Section North of the river valley, the water table is relatively high and has been verified by numerous borings. Springs are evident on the north bluff at about elevation 775±. The proposed highway grade will be close to this ground- water table, however, it will be kept about five feet higher to prevent frost heaving and any possible effect on wells in the area. There are two wells in the vicinity that are used for total domestic service. All remaining domestic service is provided by Bloomington's municipal water system. If any ground water is "captured" by the proposed highway (including any springs within the right-of-way) it would not be a loss to the valley environment, but would be rerouted into the flood plain. Where the proposed alignment passes Wrights Lake (just north of 86th Street in Bloomington) the water table was measured at elevation 800. The normal eleva- tion of the lake is reported as 805±. This differential suggests that the lake is at least partially perched above the adjacent water table, although lowering of the ground water table in this area could adversely affect the level of Wrights Lake. Such a lowering of this table is not anticipated. ,••"..e Ve onon ]nil AQUITARDS r sandy shale Figure 15. Water cycle in the Twin Cities Basin. Note general movement of groundwater toward and into the drift -filled channels. From Minn. Geological Survey, Educational Series 5 shale 31 IN I MI 1 1- E N N- - -- r r-- NM .. ri41111rrrrrtrrrtrt _. t-F{ COD COD Up UD COOD 9€ AeM4614 MIu ai H N J_ 0 t!) e 2 0 ct 0 2 0 LL N m FOUNDATION SOILS The foundation soils shown on Figure 16 are depicted by tonal patterns. The soil types have been divided into three groups for this study according to their suitability for construction. The tonal patterns vary from light (most bearing capacity) to the darkest tone (least bear- ing capacity). The soil of the first group is represented by medium to course texture sand and gravel. This group is illustrated by a white pattern on the map. Its composition is con- sidered good to excellent for structural bearing capacity and ease of construction. The slopes vary from 0 to slightly greater than 12%. The second grouping (shown by a medium tone) in- cludes poorly sorted medium to fine grained clay and loam. Slopes in this group are generally less than 12%. Poor drainage and frost heaving are characteristic of these soils. They are therefore considered less favorable for highway construction than the first group of soils. The darkest tone depicts the third group which is highly undesirable for development. The soil composition is made up of poorly drained clay, silt, peat and muck and water areas such as lakes, rivers, marshes and bogs. The characteristics of this group are unstable for founda- tions, therefore increasing construction costs. FOUNDATION SOILS IMPACTS Neither the sandy loam tills south of the river, nor the sands and gravels on the north end, should present any particular problems to highway construction. How- ever, the flood plains on both sides of the river could pose considerable construction problems. These flood plains include extensive deposits of peat and soft silty soils, the maximum thickness of which will be about 85 feet. Where bridged, potential problems are minimal, but fills placed through peat areas would require complete excavation of the peat and fills over the silty soils would require counterbalances for stability and would be sub- ject to high settlement. Because of soft soils, it may be necessary in some areas to lay a temporary sand blanket to facilitate pier construction. 33 Figure 17 CO. RO. 3E • PROPOSED 434 RIVER GRO9- � y( o, i// STEEP SLOPES SLOPES LESS THAN 12% - SLOPES GREATER THAN 12% 1 HIGI-f AY CONSTRUCTION ALTERS AESTHETIC QUALITY OF VALLEY BLUFFS. 2 HILLY TERRAIN WILL BE INTERRUPTED. ING i cedar ro ave_ s_ r 01 BRIDGE CROSSING t OF THE MINNESOTA RIVER VALLEY 000 4000 es N a. 34 2. LAND RESOURCES — Slopes and Terrain — Soils This discussion along with the Water Resources helps to illustrate the broadscale physiography of the study area. STEEP SLOPES Slopes, or the surface of an area, are a definite con- sideration for highway location. Specifically, the topog- raphy, as shown by steep slopes, is difficult to build on because it requires cuts and fills. This, therefore, in- creases the construction time, cost, and difficulty in revegetating the steep slopes. Generally, a 12%' slope or greater encourages erosion possibilities, while moderate slopes of approximately 5% are considered ideal. The greater the degree of slope, the greater the erosion due to increased velocity of water flow. Theoretically, a doubling of the velocity enables water to move particles sixty-four times larger, allows it to carry thirty-two times more material in suspension and makes the erosive power in total four times greater. Also, the steeper the slope, the fewer the depressions which might hold sediment temporarily. The steep slopes are identified on the adjacent map by the tones, with the darker tones being the steeper slopes. STEEP SLOPES IMPACTS In two areas, the roadway will impact the valley bluffs. The least impact on the slopes (least area disturbance) will occur by locating the roadway perpendicular to the slopes as opposed to running the roadway parallel to the slope. On those slopes disturbed, placing cohesive topsoils and quick revegetation will be beneficial. 'A 12% slope is one where the ground changes 12 feet in elevation for every 100 feet of horizontal distance. 35 m i N----- am as as — no r um on me N 9E REM4614 mu as' J 0 N mJm to O O W ERODIBLE SOILS In defining an erodible soil, one must realize that any soil has potential erodibility if special consideration isn't given to necessary upkeep. Erosion will vary with dif- ferent soil types, but the main factor is the degree of slope. Due to the flatness of the river valley floor and terrace soils, no serious erosion should occur in these areas. However, near the bluffs in the upland rolling terrain and particularly on the river valley bluffs, erosion may be a problem. Erosion not only affects the land area, but also causes siltation of the- rivers and creeks in the low land and excess deposition in the flood plain. Therefore, the evalu- ation of erodible soils also includes land adjacent to the steep slope area. Those areas shown in darker tones on the map are more susceptible to erosion. These areas are a combina- tion of sandy soils of non -cohesive nature which are found in 12% slope or greater. In determining slope characteristics and values, con- siderations in addition to erodibility, include maintenance factors. Wooded slopes are easier to maintain than grasses. Also, wooded areas provide better habitat to vvildlife and especially for big game. Wooded slopes are not only beautiful, but offer protection from wind, snow and sun. Points where the roadway intersects the steep slopes are indicated on the adjacent map as follows: 1. Steep slopes unvegetated 2. Steep slopes wooded. ERODIBLE SOILS IMPACTS Erosion will occur during highway construction as a result of steep slope areas being disturbed and exposed to the elements. This will be a moderate problem requir- ing quick stabilization of the critical areas. No long term erosion problems are anticipated. Another important consideration is the visual impact that the proposed project will have on steep slopes en- countered. Special attention must be given to revegeta- tion and landscaping of the steep slope areas. Other impacts related to soils and erosion are discussed in the following parts of this section. (See also Section V— Erosion Control.) 37 Figure 19 MInnek,ih, Paul ntor , TON 1, A • • WATER SYSTEMS CONFINED DRAINAGE 1111111 INTERMITTENT STREAMS MARSHES OPEN WATER 1 DISTUREANCE TO LONG MEADOW LAKE DJRING BRIDGE CONSTRUCTION. 2 DISTURBANCE Of INTERMMANT STREAMS BY HIGHWAY CONSTRUCTION. • ND R 3 .6. ) cedar ave.. s.. at BRIDGE CROSSING OF THE MINNESOTA RIVER VALLEY 1007M11117174000 N a. 3. WATER RESOURCES Having reviewed the historic geology, soils and slopes, a description of the water systems follows and includes information on: — underground water — surface water — flood prone areas SURFACE WATER SYSTEMS The confined drainage of ponds, intermittent and continual flowing streams, marshes and open water or lakes make up an important natural resource. These waters provide food and shelter not only to wildlife and nature but every human activity as well. The need to protect and preserve these bodies of water for their visual and recreational value is universally ac- cepted. If not handled carefully, the building of roads, homes and other structures in the immediate area can create serious erosion, pollution, and drainage problems. The Lower Minnesota River Watershed District has identified nine tributary streams which flow through Bloomington's bluff area and into the Minnesota River. SURFACE WATER SYSTEMS IMPACT The proposed project will have an effect on the sur- face water systems of the area. The excavation of marsh areas and the construction embankments at both ends of the river valley bridge will interrupt the seepage from natural springs. None of the nine tributary streams identified by the Lower Minnesota River Watershed District will be im- pacted, however, the crossing of Black Dog Creek will require a minor channel change. The drainage from the highway will carry sediment during and after construction, and can contain a con- centration of salts in the Spring and chemicals from unusual accidents. The construction of special ponding areas will minimize these impacts. A combined drainage system for Bloomington, Eagan and the highway improvement is proposed which will utilize eight ponding areas. There are three proposed ponds "A", "B" and "C" that will be a part of the sys- tem. "A" and "B" will be built south of the Minnesota River in Eagan and pond "C" north of the river in Bloomington. The other five ponds are all existing ponds in Eagan and are scattered along the proposed corridor between proposed I-35E and T.H. 13 (See Figure 55.) These tributary streams are important to the flooding characteristics and quality of the river. If erosion oc- curred, these streams would carry an increased amount of sediment to the Minnesota River. This in turn would create deposition in the channel, reducing the capacity of the channel and thereby increasing the severity of flooding. Sediment increases turbidity of the water which may harm aquatic life and generally pollute the river. Since the water table on the top of the bluff is higher than in the valley, there is a tendency for ground water to seep toward the river valley floor. This seepage emerges in the form of natural springs to feed tributary streams, lakes and marshes. Of the existing ponds, all but two are intermittent containing water only during the spring season or during periods of heavy rain. The remaining two, AP9 and Slater's Lake, both lying west of and adjacent to the existing Cedar Avenue, are permanent ponds. Slater's Lake is surrounded by low vegetation and cointains sig- nificant amounts of semi -aquatic plants. This pond, at present, has a minor pollution problem caused by seepage from several nearby septic systems. It is anticipated that during construction of the pro- posed project, siltation could enter and damage these ponds, therefore, special temporary sediment basins and ditch checks will be built to prohibit this. (See Section V for further discussions on drainage, erosion, pollution and de-icing chemical control.) An alternate drainage plan recently proposed by the City of Eagan south of T.H. 13 is being considered. This plan would place an underground storm sewer adjacent to the proposed roadway. This would make the use of existing ponds unnecessary for highway drainage, how- ever, the proposed ponds A and B south of the river would still be built as a part of the drainage system. This alter- nate will be thoroughly studied during the detail design for the project. 39 Figure 20 AERIAL VIEW OF THE MINNESOTA RIVER LOOKING NORTHEAST 77 a Aerial view of Long Meadow Lake looking northwest. The truss bridge seen in the upper left of the photograph carries Cedar Avenue over this marsh area. Slater's Lake is centered in this aerial view looking southeast. Cedar Avenue is in the left center of the photo and travels in a north -south direction through this area. The road in the foreground is St. James Court. Figure 21 Figure 22 41 Figure 23 1 aal Of ,, * , NI B A 46 0 • C 0 0. 0 • -CNA. 0 so* A PROP° FLOOD PLAIN BELOW 720 FT. ELEV. - 100 YEAR FLOOD PLAIN -e-77-73 1 HIGHWAY FILLS IN FLOOD PLAIN COULD IN- CREASE THE FLOOD POTENTIAL .3" ' Lab ) It me 1,..•••••rrak raw...op.-dm. ...-m... • .6.••••=. ...•••••••••0.. . ,..• 11. 490 RIVER CROS INC ; tin cedar ave. s_ BRIDGE CROSSING OF THE MINNESOTA RIVER VALLEY 1007.1.74000 N a. ro 42 t t FLOOD PLAIN Low level areas adjoining rivers, lakes and streams are subject to flooding during periods of peak water flow. These are areas known as "flood plains." They act as safety valves for drainage systems. The U.S. Geological Survey has established the flood profile for the regional flood -of the Minnesota River to be at elevation 715.5 upstream and elevation 715.4 down- stream of the T.H. 36 crossing. The flood protection ele- vation at this location has been established at 716.7. In addition to the 716.7 elevation, the U.S. Corps of Engineers has determined the 100-year flood plain ele- vation in Bloomington to be generally along the 720-foot contour line. This flood prone area is illustrated by the grey tone and it represents all areas under the 720 elevation. Spring thaws and resulting runoff from melting snow, along with intense summer rain storms, can cause major flooding. Due to this major flood potential, no structure shall be placed or alteration, repair or improvements of any existing structure by made in the floodplain zone without permits being granted by the: 1. U.S. Coast Guard 2. U.S. Corps of Engineers 3. Minnesota Department of Natural Resources 4. Lower Minnesota Watershed District 5. City of Bloomington 6. City of Burnsville All permit requirements will be complied with prior to construction. FLOOD PLAIN IMPACT The approximately one mile long bridge proposed for this improvement will span much of the flood prone area. One of the effects that the bridge and adjacent fills will have on the floodplain would be to raise the swell - head' in the area. It is estimated that the swellhead caused by the inplace T.H. 36 and the new T.H. 36 com- bined will total 0.11 foot for a 100 year flood. This compares to a swellhead of 0.07 foot passing through the inplace T.H. 36 crossing. Thus an increase in swellhead of 0.04 foot for a 100 year flood is expected with the new construction. This is within the 0.10 foot limit established by the controling agencies. 2A swellhead is the damming effect on the water that the bridge and fills would have at the time of flooding. It is measured in feet of elevation. Figure 24 Immo mg Immo Nor mos roiai�rn.. A.. POSED •= • 494 ♦• RIVER CROS VEGETATION SEDGE WILLOW - GRASSLAND MIXED HARDWOODS - LIGHT DENSITY -- MIXED HARDWOODS - DENSE MIXED OAK - LIGHT DENSITY MIXED OAK - DENSE 1 HIG'WAI CONSTRUCTION WILL REQUIRE RE- MOVAL OF WOODED BLJFFS. 2 DISTURBANCE OF WETLAND VEGETATION. 3 MIXED HARDWOOD TREES WILL BE REMOVED. ING cedar A ave_ s_ OF THE MINNESOTA X BRIDGE CROSSING RIVER VALLEY 1007477171. N a. 000 M 4. BIOLOGICAL RESOURCES The biological resources include those living organisms that are found in the study area: -- Vegetation — Fish Wildlife VEGETATION The Minnesota River Valley, as well as the entire Twin Cities Metropolitan Area, contains remnants of the original Central hardwood forest of southeastern Min- nesota. Agricultural activities and, more recently, sub- urban development has reduced the forest to scattered areas of woodland surrounded by partially reclaimed farmland, residential developments and some stretches of cultivated fields. Wooded areas are more common in the extreme southern portions of the Cedar Avenue study area. The largest contiguous area is the Minnesota River Valley itself. There are two major types of arboreal vegetation in the study area. The first is a mixed oak type made up predominantly of burr, red and white oak. This type has "Overstory is the larger trees in a wooded area. 4Understory is the smaller trees, shrubs and brush. Figure 25 quaking aspen as a common associate on the sunnier, open sides of the stand. The oaks of Central Minnesota are found on moist, well -drained soils. The second type consists of a wide variety of hardwood species and is the major type of the central hardwood forest. Typical overstory" members include elm, green ash, box elder, cottonwood and the soft maples. Mem- bers of the oak genus are also common occurrences in the mixed hardwood stands. This type occurs on a variety of sites, ranging from poorly drained loams to dry, sandy sites. The composition of the stand changes according to the site: elms, cottonwoods and soft maples predominate on the wetter sites, while box elder and ash, along with the oaks, are dominant on the dry sites. Both types support basically the same understory.4 View to Southwest of Long Meadow Lake & river bottom vegetation 45 Besides some reproduction of the members of the over - story, several other tree species occur in the understory. Choke cherry and American Hazel are fairly common in all stands, while alder occurs on wet sites. Sumac, with some northern prickly ash, occurs on dry or open sites. Virginia Creeper, wild grape and blackberry are the most common ground covers. A third vegetative association, (sedge -willow) exists in the study area, but is basically non -arboreal. The sedge grass forms a mat -like layer which covers the lower Figure 26 floodplain, except along the natural levees of the river channel. The willow are usually clumped around the seep springs which originate on the bluffs, or near the edges of open water. The occasional dry spots in the floodplain support small amounts of choke cheery and redosier dog- wood. There are also a great number of cottonwood seedlings dotting the floodplain, but the site is not sufficient for these to mature past the seedling stage. It would seem that these seedlings will always be found in this area. Typical View of Minnesota River and Floodplain Vegetation 46 VEGETATION IMPACTS Two east -west bands of vegetation cross the Cedar Avenue area, one through the Minnesota River Valley, and the other across the southern end of the area. The direct impacts which would arise, stem from construction activities and from shifts in drainage patterns. The losses due to construction operations would consist mostly of the vegetation within the highway right-of-way. This is unavoidable, given the crossing bands of vegetation. (Those that cross the entire study area.) Much of the benefits of the vegetation can be retained through the use of certain rehabilitation measures, such as seeding and landscaping. These measures will work to soften the abrupt shift from rural roadside to road, and would act to stabilize areas which might otherwise have been de- prived of vegetative cover by the construction activities. Shifts in species composition of wooded areas adjoin- ing the roadway may be experienced in a short-term period following construction. This will result from possi- ble changes, especially in soil moisture and drainage, which will make certain species of vegetation better able to thrive than others in the present stands. Such an im- pact will be subtle and, in most circumstances, in- significant. The only areas where such an impact could be major are those stands comprised of a single major species. Should the roadway severely alter the capacity of the species to survive on the site, there would be little else remaining to sustain the viability of the stand. Another area of vegetation impact will exist directly beneath the bridge structure, should areas of permanent or prolonged shadow develop .(See Figures 27 and 28) The proposed bridge moves from the northwest to the southeast across the valley, with heights ranging from near ground level to 55 feet. The angle of sunlight in the area will vary up to about 75° (noon) in the summer and about 35° (noon) in winter. The height of the bridge and the sun's angles will determine the location of the bridge shadow. At the lower bridge heights there will be an area of permanent shadow. This strip will decrease in width as the height increases. At some point along the bridge the permanent shadow will disappear into an area of reduced sunlight. This area will be in shade for portions of the day during certain times of the year. The amount of lost sunlight slowly decreases to zero at the edge of the summer shadow. The area of permanent shadow and deep or prolonged shadow will experience a change in vegetative regrowth composition. Much of the floodplain and southerly bluffs support what is called "shade intolerant" vegetation. These species cannot sur- vive in the shade. Because of the reduced sunlight, certain species will disappear from the proximity of the bridge. Arboreal species which are intolerant, and would most likely be effected, include the red oak family, green ash, cottonwood, and aspen. Tolerant trees, which will survive in the shade, in- clude sugar maple, hackberry, ironwood, the white oak family, basswood and American elm. Other tree species which might occur in the area of the bridge are of moderate tolerance; and severe light 7:00 AM Figure 27 LOWEST ELEVATION 8 I2 AM 13\ 5:00 PM Cross section of the bridge's low point over Long Meadow Lake showing anticipated shadow areas. SHADOW reductions would be necessary to prevent the survivial on the site. Choke cherry and redosier dogwood, principal shrubbery vegetation on the flood plain, are both in- tolerant. An additional effect under the bridge would be a re- duction in soil moisture content. The loss of direct rain- fall will be insignificant, since vegetation absorbs most of its needed water from the soil and not through the leaf stomata. Moisture will enter the dry area under the bridge because of the moisture gradient as gravitational 7:00 AM Figure 28 HIGHEST ELEVATION Cross section of bridge's sipate as the distance from the abutment increases. Vegetation will be severely handicapped under the bridge at the ends, but will gradually return to the present composition as it progresses away from these points. Since the changes in sun exposure and moisture are continuous, the change in vegetation would also be subtle, except for the dark, dry spot. The vegetation in the Cedar Avenue area serves two purposes: 1) it provides a rural atmosphere in close proximity to a major urban area, and 2) serves as habitats for the wildlife which are common in the area. The former is the area most likely to be severely altered by water movement occurs down the slope. This movement will depend on the steepness of the slope and the type and depth of soil. In viewing the Minnesota River Valley with regard to the gradient, the situation is optimal be- cause of the presence of a loamy soil. Clay and sandy soils would result in minimal gradient transfer into the dry area. In general, what would occur beneath the bridge is a dark, dry area at each end where the bridge leaves the fill. The degree of darkness and dryness would then dis- M high point over the Minnesota River showing anticipated shadow areas. the T.H. 36 project since land development will be hastened by improved access. This area in northern Dakota County has experienced light development, considering its proximity to the Twin Cities. This is due to the relative inaccessibility between the suburban area and the city, because of the constrict- ing influence of the old Cedar Avenue bridge. This constraint will be removed with completion of the Cedar Avenue project (and 1-35E), thus opening the door for increased development on the land now occupied by many of the vegetative stands which gives Eagan its rural setting. 48 FISH RESOURCE In this segment of the Minnesota River Valley, the river is characterized as being a moderately slow, turbid stream which meanders throughout the valley. It is gen- erally considered poor fish habitat, although this portion of the river appears to be one vast pool. The fact that the river is subject to such extreme flows during spring to mid -summer which brings about shifting sand bottoms, turbid waters, pollution, warm water temperatures and very little aquatic vegetation, are perhaps the greatest limiting factors to fish production and populations in the valley. About 29 species of fish are found in the section of the river valley crossed by the proposed highway right of way, but many species are present in low numbers. The most common species occurring is carp, occupying about 42% of the total fish population. Others include gizzard shad 37%, sheepshead 6%, white bass 3%, northern red - horse 2%. Others such as Carpsucker, sauger, northern pike, crappie and shortnose gar, each occupy 1 % of the popu la tion. Spawning conditions for game fish in the river are believed to be poor. Tributary streams also do not appear to possess adequate conditions. Some spawning takes place in the shallow backwaters of the river valley. Northern pike and the crappie species are of most im- portance in that they are the most abundant game fish present which would use the area for spawning. Several small tributary streams have trout management capabilities. Millpond Creek, Purgatory Creek, Eagle Creek and Nine Mile Creek are most important. Their mean temperatures are most suitable to trout. These streams are above the impacted area and out of the project area. Pollution in the river ranges from sewer pollutants to thermal pollution caused by large volumes of hot water which is discharged by Northern States Power's Black Dog Plant in their cooling operation. This hot water in- fluences river temperatures considerably which in turn influences aquatic life and vegetation. This power plant is located just upstream from the project area. FISH IMPACTS The proposed highway's greatest impact on aquatic life will occur in the Long Meadow Lake backwater eco- system located in the river valley. This lake is shallow, and as such is more vulnerable to pollution. However, because the lake is fed by springs and small streams, it is flushed continuously. (See Section V, Part C2.) During construction of the proposed bridge over Long Meadow Lake, two methods for supporting bridge con- struction equipment are being considered: I . Temporary sand fill 2. Temporary wood trestle Both methods will temporarily increase turbidity, sedi- 49 Figure 29 `r- ,AW44 %Xi • / COWNGTON. "1,5•0ftr oar WILDLIFE NO HAB ITAT SMALL GAME - LOW LEVEL HABITAT ---- SMALL GAME - HIGH LEVEL HABITAT --- WATER FOWL HABITAT SMALL & POSSIBLE BIG GAME, WATER FOWL HABITAT EXCEPTIONAL HABITAT 1 FREEDOM OF WILDLIFE MOVEMENT PROVIDED FOR ALONG RIVER BOTTOM BENEATH BRIDGE. 2 WILDLIFE MOVEMENT DISTURBED BY HIGHWAY FILLS ON RIVER TERRACE. 3 WATERFOWL HABITAT MAY BE LOST BY BRIDGE CONSTRUCTION. 4 UPLAND GAME HABITAT AREAS WILL BE LOST IN AREAS OF HIGHWAY CONSTRUCTION. 3 EAGAN 3.771110.1.,,,Ina ow 77 .8. „/ cedar ave. s_ BRIDGE CROSSING OF THE MINNESOTA RIVER VALLEY X N a. 1007111.1=4000 ment and cause discoloration of the water near the pro- posed construction. These conditions will affect the quantity and quality of aquatic life in the lake. The sand fill or wooden pile will also temporarily reduce the area of aquatic habitat. Some runoff water from the proposed roadway will also drain into the lake and river which could lead to higher concentrations of chloride ions as well as cther pollutants. This will be minimized, however, by the pro- posed sedimentation ponds. WILDLIFE The area through which Cedar Avenue passes, pro- vides the necessary requirements (food, water and shel- ter) for sustaining a great variety of wildlife. These re- quirements and the types of land which provide them are presented in the following discussions. In order to pro- vide an adequate picture of the capacities of the area, four wildlife groups will be considered: big game, water- fowl, small upland animals and song birds. BIG GAME The Minnesota River Valley, between Shakopee and Fort Snelling, serves as a wintering area for more than 500 deer. Less than half winter in the Burnsville area and below. The herd is a year-round resident of the valley, but during the late summer and fall, it leaves the valley to feed in the adjoining open fields. This movement is, partly, to obtain the nutritional requirements for breeding and proper development of the fawns. Generally, the deer prefer supple, low -growing vegetation, herbs and mast. The thick brush of the river valley also affords ade- quate cover and protection for the herd during daylight hours. The mix of vegetative covers and types, along with the prevalent absence of human activities, makes the river valley an ideal habitat for this resident herd. In addition to the white -tail deer, the river valley is also home for an occasional mule deer which has managed a migration from its normal range in the Dakotas. This, like the reports of coyotes and wolves in the valley, however, is extremely rare. Normally; the white -tail deer are the only big game animal present in the valley. WATERFOWL In reality, the river valley, and nearly all the Cedar Avenue study area constitutes habitat for migratory waterfowl. Scattered throughout the area are the Type IV deep marshes which the Department of Natural Re- sources states are the preferable habitat areas for water- fowl. These marshes contain open water with the emer- gent vegetation either in scattered clumps or in a fringe along the water's edge. Submerged aquatic vegetation, although not always present, would also be a preferred constituent for the better waterfowl habitats. Such marshes provide the food and cover for not only the migratory flocks, but also for those which may breed in the Twin Cities area. The Minnesota River Valley not only contains large areas of this quality marsh, but also has some areas which remain open through the winter. These areas include, beside the river itself, Black Dog Lake, which remains open due to a thermal gradient resulting from the NSP plant at Black Dog. In addition to the quality of the marsh itself, the proximity of breeding cover and alternate food supplies are needed for a better habitat area. On this basis, those ponds near low brush or cultivated fields would con- stitute the better waterfowl areas. SMALL ANIMALS It has been said of the Minnesota River Valley that it provides probably the best wildlife habitat in the state. 51 With regard to the small animals, this type of statement would translate to "if its range extends into this part of Minnesota, you will find it in the valley, somewhere". This is possible because of the great variety of vegeta- tions in the valley, ranging from meadow grasses for the microtus family to oak mast for the several varieties of squirrel. Most of the members of this group are limited in their movement. Several members, however, such as the skunk, raccoon and oppossum range up to 10 miles or more in search of food. It would be quite common, therefore, to observe certain of the valley animals in the areas above (adjoining) the valley. Most of the resident small animals outside the river valley prefer areas of woody or brushy vegetation. The major exceptions are the meadow rodent and insect eater groups (field mice, moles, shrews, etc.) and the aquatic fur -bearers (river otter, mink, greater weasel, etc.). The best general habitat for the small animals would include open areas interspersed among the arboreal vegetation. These areas, providing the best probable habitat, are indi- cated on the map. SONG BIRDS The most common species in the area are the tree sparrow, house sparrow, downy woodpecker, and black - capped chickadee. Killdeer, white -breasted nuthatch, mourning dove, cedar waxwing, blue jay, hairy and pil- eated woodpecker, cardinal, meadowlark, owls, hawks and a variety of sparrows are also present. The primary foods of the songbirds insects, seeds and fruit — are abundant in the spring and summer months. The harsh winter reduces the supply of cover and feed, but non - migratory birds are able to find sufficient food. The entire Cedar Avenue study area serves as a good song bird habitat. The floodplain, woods, and fields supply a variety of cover, nesting and feeding areas. The small urban environment present lowers the accepted popula- tion distribution (three (3) birds per acre), but has little effect on the number of species present. WILDLIFE IMPACTS An impact on the area of wildlife will occurr as a result of this long-term •development. The Minnesota Highway Department Wildlife Biologists have inventoried all lands that may be affected directly by Alternate C for the proposed project. The inventory was made to determine the wildlife habitat types and their relative values. The exact degree to which the proposed project would impact the various habitats could not be assessed at this time since the exact construction procedures and limits will not be determined until the detail design process. This project does not require the taking of habitat from any threatened or endangered species. The following list summarizes the types of habitat and gives the approximate number of acres that could be directly affected by the project. The source of this information is the Wildlife Habitat Impact Assessment of Cedar Avenue T.H. 36 Corridor by M.H.D. Wildlife Biologists. Habitat Types AQUATIC Open Lakes and Rivers Marshes Cattails, Marsh Border BRUSH Lowland Brush Upland Brush WOODED Bottomland Oak -Elm Upland Pioneer growth saplings Pioneer growth mature Mixed conifer -hardwood GRASSLAND Wet Grassy Meadows Dry Uplands Roadsides URBAN Residential Commercial AGRICULTURAL Fallow Cultivated ROADS GRAVEL PITS Totals Acres Affected Acres Affected By the Proposed By All Other Total River Bridge Construction Acres 9 2 11 1 2 3 6 0 6 3 11 14 0 16 16 6 8 14 0 37 37 1 38 39 0 5 5 0 1 1 2 14 16 1 56 57 0 26 26 0 30 30 0 10 10 1 2 3 9 133 142 3 38 41 0 9 9 42 438 480 The following list indicates the relative values of affected wildlife habitats by acres: Habitat Value Very High High Medium Low Very Low Acres Affected by All Construction 23 57 45 188 167 Total 480 Subsequent development will also restrict the wildlife potential of the area. Besides the direct taking of what is now habitat for urban purposes, the proximity and intensity of human activities will result in reduced levels of wildlife in adjacent areas. The amount of wildlife habitat in the study area will also suffer a direct loss through the land needed for the project. This will be offset to some degree, however, by the increase in edge vegetation adjacent to the roadway. This type vegetation is usually desirable as a food and cover source for smaller animals. Reductions in wildlife populations by the project itself would be limited to resi- dent, non -migratory small animals. Reductions in the size of home territory for some of the animals will result 52 in an eventual thinning of the population to a level near that adequate for survival of the optimal population level. The primary impact with regard to the ranging animals stems from the fact that portions of the roadway will be an effective barrier to animal movement. Generally, the effect is less .severe in relation to deer movement, although it'could result in a higher probability of deer -auto accidents, especially in the cut areas near the river valley. For the smaller animals, however, their slowness and shyness will turn the roadway into a nearly impenetrable barrier. This problem could be somewhat more severe in the river valley, depending on the method used for the cross- ing. The valley is a major pathway of animal movement, and any action which impedes this movement would be detrimental to the wildlife communities of the valley. If the crossing were to use a shorter bridge length with accompanying fill for the approach, the roadway would cut the valley in two fairly distinct parts as far as the wildlife is concerned. However, the one mile long bridge that is proposed will minimize the impediment to wildlife movement. Figure 30 & inneapubs St PoIntern YboMI a.uutt WOIAN MOUNDS ELEM. SCH. OPEN SPACE PROPOSED TRAIL SYSTEM PROPOSED RECREATIONAL OPEN SPACE - OR OPEN SPACE COVENANT EXISTING RECREATIONAL OPEN SPACE 1 PROPOSED MINNESOTA RECREATIONAL TRAIL CROSSING OF MINNESOTA RIVER PROVIDED FOR ON PROPOSED BRIDGE. 2 PROPOSED BLOOMINGTON RECREATIONAL BLUFF TRAIL CROSSING PROVIDED UNDER PROPOSED BRIDGE. 3 PROPOSED MINNESOTA VALLEY NATIONAL WILDLIFE REFUGE. I yr' 1r \y�I BLACK HAWK PARK cedar ro (:1 ave..s_ BRIDGE CROSSING t OF THE MINNESOTA RIVER VALLEY 10.�. 00 0p0 N 54 1 1 1 1 1 1 1 1 i 1 1 5. AMENITY RESOURCES Amenity resources include those areas which have some inherent scenic or recreational quality. These include areas such as views from the road or panoramic vistas. These resources are: — Open Space (park and recreation and undeveloped lands) ---Special features (historical, archeological areas and outstanding natural features) —Aesthetics (unique views of and from the road) OPEN SPACE AND RECREATION Open space is defined as any area characterized by 1 ) great natural scenic beauty or 2) whose existing open- ness, natural condition or present state of use, if retained would enhance the present value of surrounding urban development or would maintain or enhance the conserva- tion of natural or scenic resource. The Metropolitan Council has established two categories of Open Space- 1) Protection and 2) Recreation. The protection of certain natural areas are major concerns for Open Space. These vital natural areas in- clude: water bodies and water concourses, wetlands, ground water recharge areas, flood plains, erodible slopes, forests, woodlands and production lands. Figure 31 Recreation Open Space in the study area varies from those facilities and services which satisfy regional needs to those which meet local needs. The components of the recreation system range from mini -parks, neighborhood playgrounds and community playfields to multi -purpose parks, park reserves, linear parks (trails and parkways), historic parks and special use parks. Planned recreational development of the area includes a Minnesota River Valley Trail system proposed by the Department of Natural Resources and a bluff -top trail system proposed by the City of Bloomington. Since circu- lating of the D.E.I.S. a Minnesota Valley National Wild- life Refuge has been proposed in the Long Meadow Lake area north of the main river channel. This refuge, as proposed, would cross the entire study area for this pro- ject. It would provide both educational and recreational opportunities for the people in the Twin Cities metro- politan area. The Minnesota River Valley Trail system would accommodate hikers, and, in selected areas: horses, bikes and snowmobiles. Extensions of this trail will be located on both sides of the river. At the present time all land needed for the trail systems and the highway project is privately owned. The Minnesota Highway De- partment is working with other planning agencies to provide for the proposed recreational facilities through the area of the proposed highway. PROPOSED BLOOMINGTON BLUFF TRAIL CROSSING Figure 32 While the primary use of the Minnesota River near this proposed project is commercial, recreational craft pass under the highway bridge from time to time. The large vertical and horizontal clearances proposed for the new river bridge over the navigational channel should enhance both recreational and commercial usage. OPEN SPACE IMPACTS This project will not require the use of any land from any publicly owned park, recreation area, wildlife or waterfowl refuge or historic site having national, state or local significance wherein 4(f) land is involved. There- fore it does not require a Department of Transportation Section 4(f) determination. In early discussions with proponents of the National Wildlife Refuge and employees of the U.S. Fish and Wildlife Service it was determined that the wildlife pro- posal can be coordinated with this highway project. The proposed highway will help provide access to the refuge should it receive the necessary Congressional approvals and funding. The proposed Bloomington Trail system on the north side of the river will be accommodated by a flat area under the proposed river bridge as illustrated in Figure 31. The Minnesota River Valley Trail is proposed to ex- tend across the river valley at the T.H. 36 crossing and will be attached to the river bridge. (See Figure 32.1 Providing a river crossing for this trail should be a posi- tive impact. (See pages 52 and 53 for other impacts.) i1010111181 PROPOSED MINNESOTA RIVER VALLEY RECREATION TRAIL CROSSING f 56 View cf river valley from Bken'ing to I 1 Figure 3 eneapol s St.Poul inte,riatiaaai Airport SPECIAL FEATURES JISTA 19TH CENTURY SANDSTONE QUARRY -- INDIAN VILLAGE INDIAN BURIAL MOUNDS INTERESTING TOPOGRAPHY WATER IN MOTION WETLANDS WATER BIRDS WILDLIFE RECREATION TRAIL STATE PARK PROPOSED CITY PARK 1 INDIAN BURIAL MOUNDS ARE SUSPECTED TO EXIST ALONG III SLOPES OF THE MINNESOTA R IVER VALLE Y. cedar ave. s. ro BRIDGE CROSSING t OF THE MINNESOTA RIVER VALLEY N a. 000 1000 174 58 SPECIAL FEATURES Special features are elements of outstanding natural and cultural significance. The natural patterns include water bodies, wetlands, flood plains, steep slopes, inter- esting topography, as well as specific resource items as vistas, wildlife and special vegetative species. Presently the most expansive vistas in the area are seen looking to the bluffs from inside the floodplain. If vegetation on the bluffs were selectively thinned at strategic points, vistas from the bluff to the floodplain could be created. The man-made or cultural features are historical or archeological structures or sites. Historical sites in the study area include Indian Mounds, 2 Indian Villages and a 19th Century sandstone quarry. The Indian mounds and villages of this general area have been largely dis- turbed by development and souvenir hunters. Only the 36 Indian mounds in the westerly portion of the study area are well preserved. These mounds will not be affected by the construction of any of the al- ternates considered for this improvement. The sandstone quarry is the only historical site in the area not related to Indian life. Stones for the Sibley mansion in Mendota were cut at this quarry in the early 19th century. The quarry is about two miles from the nearest point of any alternate and will not be affected. The State Historic Preservation Officer has been con- sulted and a determination has been made that there are no Historic sites on the National Register or eligible for nomination to the National Register in the project area. SPECIAL FEATURES IMPACTS Highway development will cross an area suspected to contain Indian burial sites. These sites have apparently already been disturbed and there are no visible remains on the surface. (See State Archeologist's letter in the Appendix.) This area has already been reviewed by representatives of the Minnesota Historical Society and the Indian Com- munity. It has been agreed that there is no visible, significant site affected by the proposed improvement. Should remains be uncovered during construction, opera- tions will be delayed to allow for proper reburial. Construction of the highway would create expansive valley vistas for highway travelers. However, the bridge structure will be seen from the bluff as a manmade ele- ment bisecting the green marsh. The bridge will in- crease viewing opportunities for highway travelers, but may reduce the natural vista from the bluff. Figure 35 neapolts ineornationol Air port AESTHETIC RESOURCES URBAN OPENINGS UPLAND HARDWOODS -- BLLWF- m WOODED SLOPES LOWLAND HARDWOODS WATER MARSH & WETLANDS • 1 HIGHWAY CROSSING VISIBLE IN SCENIC VALLEY. 2 LINE OF WOODED BLUFFS INTERRUPTED BY HIGHWAY CONSTRUCTION. 3 RESIDENTIAL AREAS VISUALLY DIVIDED BY HIGHWAY. 4 SCENIC UPLAND WOODS LOST IN CONSTRUC- TION AREA. , A cedar ave. s.. BRIDGE CROSSING OF THE MINNESOTA RIVER VALLEY 1007.11774000 to 60 AESTHETIC RESOURCES AND LANDSCAPE CHARACTER The aesthetic composite map shown (Figure 35.) ap- plies the criteria in Table 3 to the Minnesota River Valley. This illustrates that virtually all of the landscape types are present in the Valley. In fact, the Minnesota River Valley is unique within the Metropolitan Area. This assessment is supported by the Bloomington Natural Resources Commission and the Burnsville Environmental Council, as well as several studies. These include Mc- Harg's' Study, the Department of Natural Resources Minnesota River Trail Study and Metro Rivers Study. Table 3 ENVIRONMENTAL ASSESSMENT REPORT AESTHETIC CRITERIA Variables Rating Criteria Low Moderate High Landscape Types absorb disturb. Urban upland woods lowland woods upland woods openings Bluff, wooded slopes, water, marsh Landscape Attractiveness diversity monotone diverse most diverse Unique Features sighting of feature no feature feature View From Road vistas & features no view directed view of feature unlimited view of features Wildlife sighting of wildlife no wildlife Open Space view of parks & open space no open space open space parks The physiography of the river valley is characterized by a regular bluff on the North bank, a broad valley floor and a terrace with two stepped bluffs on the south bank. Considerable development has occurred on the south sloped terrace. Ready access from railroad, highways, navigation and sewer service have contributed to its urbanization. The North slopes have remained undeveloped. The proximity of the bluffs to the flood plain has left little area for construction. Also it does not have the services and accessibility that are necessary for development. All types of landscapes whether wild, agricultural or urban have scenic value. The components that form the landscape character are identified on the accompanying map. This provides criteria for an evaluation of the aes- thetic resources of the study area and a measurement of the limits the resource can tolerate before it is aesthetic- ally damaged. Preserving the aesthetic quality of the river valley is important. 'Wallace, McHarg, Roberts and Todd, An Ecological Study of the Twin Cities Metropolitan Area (Philadelphia, Penn.: June, 1969) 61 LANDSCAPE CHARACTER LAND USE VEGETATION SLOPES ELEVATION WATER SYSTEM z z w a 0 UPLAND HARDWOODS 'grassland] out of flood • ain HIGHWAY 13 Figure 36 Specifically, this includes the wooded bluffs, the marsh lands and the river itself. The dramatic and unscarred wooded bluffs of the river valley define the limits of the valley. Bloomington's city council has recognized these values by designating them as restricted covenant areas not to be disturbed. The edges of these types are the most sensitive to dis- turbance. sed1ge/willow Z 0 WOODED SLOPES These form transition zones in biological terms (an econtone) between two different landscape types. The greater the difference between the types the more the contrast. This diversity highlights the visual attractive- ness of the landscape, but it also limits the amount of disturbance the landscape can absorb before the visual attractiveness is disturbed. 62 AESTHETIC IMPACTS View of Road The impacts on the aesthetic resources are reviewed both in positive and negative effects. These include the view f.rorn the road and the view of the road. Any new highway crossing the Minnesota River Valley will disturb its natural river setting to some extent. The bridge will add a man-made element to the valley that could be in conflict with its scenic beauty. The location and elevation of a river valley crossing can have a great impact on the pattern of development. One aspect is the access provided. If access to land is allowed only on the bluffs on either side of the valley, development will be concentrated there reducing pressure for unsound development of the valley floor. Another aspect of crossing is its effect as a physical or visual barrier. There are two ways to cross a river valley. One, from bluff to bluff, (High Crossing) staying at bluff elevation; or two, dropping close to the valley floor (Low Crossing). High Crossing The high crossing gives both a spatial definition to the valley and a visual obstruction to its continuity. Views of the corridor from the bridge are dramatic panoramas if provided for in the design. An example is the Mendota Bridge, a high crossing appears to have caused little disturbance to the valley while its striking form has added to the beauty of the Minnesota River Valley. This is because the steep bluffs and narrow valley are compatible with a high bridge. Low Crossing In contrast, where the valley is wide like the Cedar Avenue area a low crossing is more compatible because AESTHETIC IMPACTS: View From Road In planning a new highway, the scenic resources of the area are an asset. The scenic resources of the corridor of the Cedar Avenue crossing of the Minnesota River Valley were appraised and displayed on the aesthetic map. These provide a positive impact for the motorist. Individual assessments of scenic resources vary con- siderably depending on the observers' physiological, edu- cational and cultural background. But the probability of visual appeal for the motorist is greater when the road crosses landscapes rich in variety as opposed to undif- ferentiated monotone landscapes! As described in the preceding section, the Minnesota River Valley has a wide it does not alter the profile or visual continuity of the valley. The only hazard however, is that it could provide an obstruction to movement on the valley floor. The inplace Cedar Avenue bridge crossing of the Min- nesota River Valley and the overflow structure crossing Long Meadow Lake are low bridges. Present plans are to build a low bridge which will span the Minnesota River and Long Meadow Lake. This will lessen the obstruction to the Valley floor movements. However, earthen fills planned on both ends of the bridge could interrupt the visual continuity of the valley. The proposed fills could also conflict with the charac- ter of the bluffs and could infringe on the valley floor as shown in the sketch. These could interrupt the valley movements. The exact disturbance is discussed in the open space and wildlife sections. Also, in order to accomplish a low crossing of the valley the highway must descend into the valley. This will im- pact the steep wooded slopes that line the valley as shown on the aesthetic composite. Building the highway on the inplace alignment has little impact on the North Bluffs. On the new alignment, the potential impact on the Bloomington bluffs will be more severe because it is more abrupt, wooded and undeveloped. Whether or not the construction of a Cedar Avenue bridge crossing does impact the valley to a point that significantly destroys the character of the valley is de- batable. However, whichever alternate is selected as the approved route, revegetation and careful grading of the highway slopes will be necessary to minimize the visual impact of the highway on the Minnesota River Valley. variety of scenic resources which is unique to an urban area. Diverse landscapes are visually more stimulating and therefore more desirable. These effects result in passing from an urbanized scene of home clusters and commer- cial -industrial complexes to the natural, undeveloped landscape of the valley. In evaluating the view from the road, the first deter- mination is visibility. Three aspects influence the view motorists see: 1. Speed 2. Geometric Design 3. The elevation of the road in relation to the sur- rounding forms. 63 Figure 37 • VIEW FROM ROAD DOMINANT LANDFORM ENCLOSURES EXISTING FEATURES POTENTIAL FEATURES DIRECTION Of VIEW PANORAMIC VIEW UNLIMITED VIEW ntt Q —'J a G cedar ave_ s_ BRIDGE CROSSING OF THE MINNESOTA RIVER VALLEY 1000 000 N a. 0 CO i i 64 Design Speed XEATURE Geometric Design As speed increases, foreground details fade rapidly, moving objects cannot be perceived separately and the driver does not see clearly except in the distance. Only within an angle of 40 degrees and at a distance between 110 and 1,100 feet is vision adequate at a speed of 60 miles an hour — an interval that is traveled in less than 15 seconds. The horizontal and vertical alignment of the roadway greatly determines the direction of the view for the mo- torist. While passengers have a generally wide sweep of vision, the driver must operate within a narrow cone of vision centered on the roadway ahead. Design of the roadway, whether depressed or elevated in relation to its surroundings has a direct effect on the view open to motorists. An enclosed view results when the roadway is de- pressed. Foreground details on backslopes are most apparent to the motorist. This also focuses attention to the roadway ahead as the walls or backslopes seem to converge in the distance. To relieve the monotony of this setting, careful delineation of the enclosure must be considered. A panoramic view is possible from elevated roadways. ENCLOSURE Elevation of Roadway V►EW The foreground objects do not block viewing of distance and there is no sense of boundary restrictions. Bridge structures can provide an opportunity for outstanding vistas. Features Scenic Drive The combination of all these factors determine what is visible from the roadway. The motorist's attention is focused on the features which stand out from their sur- roundings. These could be perceived either positively or negatively by the motorist. The visual impact of a feature or an area may be evalu- ated by its uniqueness, size, scale of its details and bold- ness of form. Also related is the distance of the feature from the viewer and the length of time it is in view. The pleasure of driving and the feeling of safety de- pends somewhat on how well the road blends into the landscape. As previously described, a variety of landscapes exist in the Minnesota River Valley. Careful attention to the transition between the different landscapes during design and construction would increase the scenic quality of the road and provide a sequential viewing experience for the motorist. 65 6. ATMOSPHERIC QUALITY NOISE The noise analysis for this project was made to deter- mine present and predicted noise levels for both existing Cedar Avenue and the proposed improvement. Extensive field measuring was conducted along Cedar Avenue to determine where problem areas are located on the exist- ing facility. This measuring has indicated that present noise levels exceed the design guidelines that require an L)t) 70dBA' for land use category "B"This level is presently exceeded at the following locations: 1. Between 83rd street and a point south of Meadow View Road (both sides) in Bloomington, 2. Between T.H. 13 and Shale Lane (east side) in Eagan, 3. Between Cliff Road and Kings Road (east side) in Eagan. Do Nothing — Alternate "D" The initial noise levels on this alternate would be essentially the same as those that exist on the inplace facility. Therefore, if a do-nothing decision is reached for this project, some form of noise attenuation or reduc- tion would need to be considered in the three areas mentioned above. To provide the abatement or attenuation necessary to bring the noise levels below 70dBA would require a con- tinuous barrier between Cedar Avenue and the areas affected. Access to the inplace facility is unlimited with many existing driveways and intersecting roads. Noise barriers would have to be built in short sections, between the access openings, making them relatively ineffective. Therefore, noise reduction for the do-nothing or "D" Alternate is not feasible. Alternate "C" Field measurements were taken at a number of loca- tions along the Alternate C corridor to establish present ambient noise and to help predict future noise levels. These predictions were made using the Transportation Systems Center (T.S.C.) nomograph method developed by the U.S. Department of Transportation. The results of Figure 38 66 these predictions were used to establish the noise con- tours and barrier needs as shown on map figure 39. The study indicates that the design noise level, 70dBA, will be exceeded at the following developed locations: 1. Between 83rd Street and the edge of development south of Old Shakopee Road (both sides) in Bloomington, 2. Between Old Sibley Highway and County Road 30 (east side) in Eagan, 3. Vicinity of Kings Road and James Court (both sides) in Eagan. Noise barriers will be necessary at these locations to reduce the predicted noise levels to less than 70dBA. This will be accomplished by using earth mounds, barrier walls or a combination of the two. See sketch figure 38 for an example of how these barriers might look. No special attempt will be made to protect undevel- oped lands along the proposed corridor'. In Eagan where bordering areas are mostly undeveloped, it is recom- mended that local officials make future land use zoning compatible with the proposed highway facility. Many of these areas are already zoned for commercial and in- dustrial use; no problems are anticipated in these areas unless zoning is changed to some other land use category. In summary, the noise impact on category "B" land will be less with Alternate "C" than Alternate "D"_ The reason for this is that noise abatement techniques can be built into the future corridor but can not be effectively used along present Cedar Avenue. A complete noise analysis report for this project is available on request. L, 70dBA means that the 70 decibel noise level is exceeded 10 per- cent of the time. The dBA scale is used because it provides a system which approximates the manner in which the human ear perceives or rates sounds. 'Category "B" land use includes the following where the exterior de- sign noise level of 70 dBA should not be exceeded: residences, motels, hotels, public meeting rooms, schools, churches, libraries, hospitals, recreation areas and parks. 'Undeveloped lands (Category "D" land use) usually require no noise attenuation measures. There are, ,however, certain circumstances where attenuation may still be warranted. (See Federal Highway Ad- ministration. Policy and Procedure Memorandum 7-7-3 for further land use categories and noise requirements.) VIEW LOOKING SOUTHWEST AT PROPOSED OLD SHAKOPEE RD. INTERCHANGE DEPICTING NOISE ATTENUATION WALLS AND MOUNDS. APPLICATION OF FHWA AIR QUALITY GUIDELINES The D.E.I.S. was submitted to FHWA prior to the ef- fective date of the FHWA air quality guidelines (FHPM 7-7-9 which became effective December 26, 1974). In accordance with Paragraph 7b of FHPM 7-7-9, the MHD, in consultation with the FHWA division administrator, has reviewed available material on the development of the highway section, including the following analysis which appeared in the draft statement, and determined that the consideration of air quality is adequate. This D.E.I.S. is being processed based (in part) upon that de- termination which also concluded that the proposed im- provement is consistent with the approved State imple- mentation plan. AIR ANALYSIS FOR THE CEDAR AVENUE PROJECT In the Cedar Avenue proposal, estimated amounts of pol- lutants are the combined totals of the ambient concentra- tions and the emissions from generated traffic. (Pollut- ants are carbon monoxide, CO ; nitrogen oxides, NO.; and hydrocarbons, HC). A Metropolitan Council publica- tion, "Mobile Air Pollutant Emissions Inventory and Fore- casts Based on The Cities Metropolitan Area Network," supplied the figures for ambient concentrations. Analysts used the Minnesota Highway Department forecasted traffic volumes for 1974 and 1995 to determine the con- centrations from auto emissions. 69 Alternates For computational purposes, analysts divided the Cedar Avenue corridor into 5 segments (See Fig. 40). This divi- sion allowed adjustments in the computations for varying wind conditions and traffic volumes. The graph in fig. 41 depicts the predicted volumes of CO under two conditions, the Most Probable and the Worst Case. The Most Probable is that weather condition most likely to occur 72% of the time during a 5 year period (weather -observation period). Under this condi- tion, air movement and emission dispersion is moderate. The Worst Case is that weather condition which is most likely to occur 12% of the observation period. This con- dition has a stable atmosphere and poor emission dis- persion. As the graph shows, the most severe of the Worst Case (segment 5, 2.74 parts per million) falls far below the allowable maximum of 30 parts per million. A report titled "Air Quality Report, Cedar Avenue So. (T.H. 36), S.P. 2758-10 & 1925-01" is on file at the M.H.D. District 9 headquarters in Oakdale, Minnesota. This report discusses more extensively the air analysis for this proposal. A table in the report shows the concentra- tions of NO, and HC. As with the CO, the concentrations of NO, and HC will be far below the allowable maxi- mums. The Minnesota Pollution Control Agency (MPCA) has not raised any issues regarding air quality." The Do Nothing Alternate A prime consideration in the air analysis for the Do Nothing Alternate is the 10-year projected life span of the Cedar Avenue bridge. On removal of the bridge, T.H. 36 would become a local access route. As such it would generate less traffic than it would as an improved facility. At first glance, because of less pollutant emission, this appears good. Two other considerations are important, however. First, as the development along T.H. 36 in Eagan in- creases, the volume of local traffic would become greater. With frequent stop -and -go movements causing higher emission rates, the resultant pollutant concentration would be higher than the present levels. The diverted traffic is another consideration. If T.H. 36 should become a local access road, the traffic which would normally use it as a thoroughfare will be diverted to the other two river crossings. Thus, although reduc- tions in the amount of pollutants would occur on T.H. 36, corresponding increases would occur on the remaining two river crossings and on the highways leading to them. "See Pollution Control Agency letter in Section VIII. (P. 128) AIR ANALYSIS SEGMENTS T. H. 494 Minnesota River Segment 3 AH 30 Figure 40 Parts per Million 35 FEDERAL 30 —STATE 25 20 15 10 Figure 41 Micro -Scale • Predicted Air Analysis 1995 Carbon Monoxide Concentrations S. P. 1925-01 TH.36 S. P. 2758-10 Peak hour predicted concentrations on the roadway were contributed by vehicles using the proposed freeway. Most Probable. Stability Class 'D' Worst Case. Stability Class 'F o u� I CO r- I N r I r- Q a+ N - N N q <a I ? r O = o N I 0 N I O fV O M 7 IO I� m m o 0 o e o e o 0 o1' 2Q o2 oI 2 pID oI a of a a ap a 0 a s I E 3 f 3 3 I 3 I f 3 1 Segment. I 1 I 2 I 3 I 4 I 5 70 Part C. Socio — Economic Inventory and Impacts of Proposed Improvement 1. INTRODUCTION From 1950 to 1970 most of the residential, industrial, and commercial growth in the 7-county metropolitan area took place in the suburbs of Minneapolis and St. Paul. The most rapid growth occurred in the second and third ring suburbs, areas which begin about 6 miles from the core of the metropolitan region and extend for an- other 8 to 9 miles. The closeness of the areas to the central business districts of St. Paul and Minneapolis is one of the main reasons for their accelerated growth. Another reason is the excellent quality of most of the land: the terrain lends itself equally well to all of the three categoreis of development (residential, industrial, and commercial). The study area falls within the second and third ring suburban areas. Aggregately, the four municipalities which comprise the study area (Bloomington, Burns- ville, Eagan, and Apple Valley) have the highest rate of expansion in the metropolitan region. Table 4 gives the population growth in Dakota and Hennepin Counties and in the four municipalities. With the exception of East Bloomington, which is near the saturation point in its de- velopment, the cities will continue to experience rapid growth over the next two decades. This is indicated in the population employment and dwelling unit projections de- termined by the Metropolitan Council. Figure 42 shows some regional and local level areas for which these projec- tions have been developed. The District Level (Regional) Projections have been completed for the years 1980, 1990 and 2000 and are shown along with 1960 and 1970 data in Table 5. Table 4 POPULATION GROWTH Community 1940 1950 1960 1970 Hennepin Co. 568,890 676,579 842,854 960,080 Dakota Co. 39,660 49,019 78,303 139,808 Apple Valley — 5,143 8,502 Eagan — 3,381 10,398 Burnsville 495 583 2,716 19,940 Bloomington 3,647 9,902 50,498 81,970 1 Table 5 DISTRICT LEVEL (REGIONAL) PROJECTIONS of Population, Employment and Dwelling Units Districts LOCATION 1960 1970 1980 1990 2000 Popu- lation Employ- ment Dwelling Units Popu- lation Employ- ment Dwelling Units Popu- lation Employ- ment Dwelling Units Popu- lation Employ- ment Dwelling Units Popu- lation Employ- ment Dwelling Units 52-69 Minneapolis 482,867 274,189 165,791 434,319 290,324 161,080 441,581 307,066 164,455 467,510 313,438 168,061 446,281 312,467 152,279 47 Richfield 42,523 5,554 10,893 47,228 10,328 14,797 44,960 11,547 15,200 38,736 12,525 15,103 45,554 16,027 17,761 48 Airport 898 7,460 150 624 14,888 105 838 22,265 106 884 12,351 106 939 15,554 106 49 & 50 Bloomington 50,498 7,978 12,035 81,961 33,955 21,816 93,555 46,209 28,648 118,424 53,165 37,679 131,655 60,951 45,773 19 Eagan 3,381 94 832 10,398 5,915 2,607 28,042 12,978 8,000 53,291 24,654 16,718 70,594 34,723 23,354 21 Burnsville 2,717 284 664 19,940 2,808 4,876 50,630 11,770 15,000 70,380 18,277 22,380 91,794 24,807 29,726 22 Apple Valley and Rosemount 2,596 1,295 634 12,536 2,834 3,056 19,802 5,563 5,197 34,393 13,246 10,612 52,518 22,225 17,082 24 Lakeville and Farmington 5,346 832 1,503 10.660 1,823 2,937 15,093 4,341 4,500 21,378 7,091 6,500 40,708 12,272 12,781 25 Empire Township 717 203 171 1,136 44 271 4,340 468 963 5,641 18,739 1,248 8,657 23,134 2,395 27 Eureka Township 2,924 4 708 3,453 84 865 6,082 300 1,588 10,464 600 2,882 16,735 1,956 4,815 The following sections discuss the land use in the study area and the impact of proposed T.H. 36 on this use (and the Metropolitan Area as a whole). The section titled General Land Use gives a broad picture of the study area. Subsequent sections deal with the various aspects of de- velopment. These sections are as follows: Industrial and Commercial Facilities; Residential Areas, Characteristics of Population; and Community Services. Three additional sections -Right -of -Way Acquisitions, Tax Structure Impact, and Relocation Analysis -- follow the sections listed above. The section titled Right-of- \Viay Acquisitions gives an estimate of the amount and cost of the land, homes, and businesses that the proposed improvement will require. The Tax Structure Impact sec- tion discusses the expected losses and gains to municipal and county tax rolls. Lastly, the Relocation Analysis sec- tion examines the relocation needs of displaced persons and business. It also gives in detail the availability and costs of homes in the study area. 72 Figure 42 1 1 DATA COLLECTION -3ISTRICTS & ZONES cedar Ti ave. s_ BRIDGE CROSSING OF THE MINNESOTA RIVER VALLEY 71."r744•11.• 13•.3.5 73 Figure 43 mil rlIN t. iguananummoJI1.1.1 IF 111ueIu!111 iPl ; " 1111:111111 111411111;y P!I 11 MI5 P. iffir !@1 � IPIII Y lr. i ,uI 1 11111Ao- , I minim& 0 s' NI II I ..., 4,1I Ill 111111'M I1 1 4111!i 1111 \gt"..f - Mink k — ;ill; ,,,,,, ,,. PROPOSED S4' �.. is 0 B�°. LAND USE (EXISTING] RESIDENTIAL SINGLE DWELLINGS MULTIPLE DWELLINGS - COMMERCIAL INDUSTRIAL PUBLIC FACILITIES OPEN SPACE— MIN 11111111 ING cedar ave_ s_ w to BRIDGE CROSSING 7- OF THE MINNESOTA RIVER VALLEY N in 000 74 1 2. GENERAL LAND USE EXISTING LAND USE The Minnesota River, which separates Bloomington from the remainder of the study area is also a separation line for two types of land -use development (See Figure 43, Existing Land Use). North of the Minnesota River is the old compact grid system. This method of development originated from and around the old public transportation and rail systems. The area here has a predominance of small to medium size lots, single family homes, convenience and neighborhood shopping centers and little open space. (Within Bloom- ington, however, the Minnesota River Valley provides a vast amount of open space not normally found in cities built around the old grid system). South of the river is an entirely different development process, one not yet fully completed. Persons and agen- cies concerned with this area had time to adopt land use controls and began to work on planned community de- velopment. Lot sizes are larger. Street systems are usually long and curving with a large number of cul-de-sacs. Most schools are of large, modern construction. Also, the newer cities --Apple Valley, Burnsville, Eagan— have plans for regional shopping centers.. Development started or completed prior to the land use controls has created some incompatible land use, how- ever. The development along T.H. 13 is a good example. Here farms are adjacent to apartment, businesses depend- ent on road traffic stand next to municipal buildings, and residential areas are in the midst of areas zoned industrial. For the most part, this type of development is due to a transition in uses (from agricultural to urban). It also indicates that in some cases, development occurred prior to the adoption of land use controls and planned community development. Developers, land speculators and land investors have ac- quired most buildable land in the study area. As a result, the cost of land has increased at a fast pace. With the increase amounting to twenty to thirty per cent annually, it is difficult to determine current values. Because of the fast rate of development, particularly south of the river, the land values will more than likely continue to increase. Figure 44 Minneupolhs StWUI International Airpurl ,DIRT SMELL. NATIONAL CEMETERY 494- RIVER dEiTirrI LAND USE [PROPOSED] RESIDENTIAL SINGLE OW'ELLINCS MULTIPLE DWELLINGS OMMERCIAL INDUSTRIAL 'UBLIC FACILITIES PE'J ALi -- 76 PROPOSED LAND USE Both Bloomington and Eagan, the communities which proposed T.H. 36 most directly affects, have future land use plans (see Figure 44, Proposed Land Use Plan). With Bloomington, other than the addition of proposed T.H. 36, the future plan is about the same as the existing plan. One change is the additional residential area zoned along T.H. 36. This area will have two-family structures, apart- ments, and town houses. Similar land use is planned for much of the surrounding area, especially along 86th St., Old Shakopee Road, and along the river bluff. Blooming- ton also plans minor street changes to complement pro- posed T.H. 36. Eagan's future land use plan reflects the City's anticipation of continued rapid growth, particularly in industrial and commercial development. Major devel- opments will be the Eagandale Diversified Center and Industrial Park and the Minnesota River Industrial Cen- ter. (See Figure 45 Industrial, Commercial Facilities.) The Diversified Center will attract all types of vehicular traffic. The industrial centers will have a large amount IMPACTS ON LAND USE Bloomington and Eagan consider T.H. 36 and 1-494 the structuring elements of their Future Land Use Plans. Both include T.H. 36 in their plans, generally on the same location as proposed Alternate "C". They are depending on proposed T.H. 36 to encourage desired development. Eagan has set aside land (formerly agricultural or unused) for the proposed highway. Proposed T.H. 36 will allow development to occur at a faster rate, and to a greater extent than if it were not built. As an improved facility, it will stimulate eco- nomic growth in underdeveloped areas where other in- gredients for development exist. It will hasten economic changes already underway and open up new areas for development by providing or improving mobility. of truck transportation. In addition to the industrial and commercial centers in Bloomington and Eagan, two other regional commercial centers are planned for the study area, both near enough to T.H. 36 to have considerable traffic impact on the proposed facility. They are the Burnsville -Apple Valley (Homart) Center near I-35W, south of C.S.A.H. 42, and the Rosemount Center in the Rosemount -Coates area. Other proposed development in or near the study area of major importance is the Minne- sota Zoological Garden. Scheduled for opening in 1977, the Zoo will occupy 460 acres in Apple Valley. A park of approximately 750 acres will be directly north and east of the Zoo site. The anticipated rapid increases in land value in the area between now and 1977 will be partly attributable. to the Zoo and related development. Land speculation in the surrounding area has already started. One motel is planned for construction in the near future. Additional proposals for similar transportation service establishments will no doubt be forthcoming. Improved highway facilities will result in a higher value and a faster rate of appreciation for land near pro- posed T.H. 36. Land sufficiently remote from the high- way route will not be affected. Regionally, the land south of the study area will receive a similar but lesser impact, as this area will be further opened for development of all types. T.H. 36 will also benefit the new zoo. It will allow residents from throughout the region better access to the zoo, particularly those residents in Minneapolis and its suburbs and in western Dakota County. Although I-35W and proposed I-35E will handle much of the zoo traffic, if proposed T.H. 36 is not built, some of the traffic will be forced onto the county highways and residential streets. 77 Figure 45 I Ell 114011Weiliel 0111.1M11 immIINKARFAMEI yir.......„14_____ A Jun vimmmatkonsitilt/-1 Air in riti vop .,2,;,.1*-744116. !I= IIII /MIIIIP!1; li AIIIIIIPPAVI adiRrigifrirei IVIElLiT119111g 4111541/1 WIRKIIIIMIEV #.&" Awe "Ali itirikviitta ' % g amEl■�i ii ion-..0,1eArugr mmi • ' !R t i�if IIKIr�i, . . am werm.witimir li\ spaiE .4 ,-r,-- �� �lli'�'�A�l��r��11a�mtIPCiS2iIiln...1AilMi�l1��mNfwir1�1i/5irnM0A P'�@�-- dif/roIMw aO ,1F.8, aIIINkiKWIl �i:l€ hies iam n►'i� '.-ram �sl`�� t `ram r�,!��ij9�r�.�Rt��, ` �� �r`1 ��t`i► p iiA 1 ,,0 \VIRMI---iltd:LIVILIglija4111misiMMPi NV sinimm,,,141, gill J P 61wr / r7TszT z s_ I �I�YIa.��,-..,. IVAIIIIIIIIImasems,,, -illi Ill 45......ai .4 . wed% *iv ,,svidliir "MEW -iisin vowriw1Icip ir ) *ti 41"11! �` ai SCR ;i1' 1'> >• �y lam. h`YYA� �� rig iac�x �j ' ��inig11� iri iiii �� it•i', Aatit I »ousTRIAL PARKS int �- ' EDINA A4RINTERC HEAR ME A P oviII!KimldoigsinbimAnlioowg raw mr4,V, O EAST MNGTDN EASANDALE witt II —a i/ P_!E \p'k�AEi�INN ONE i��� -_ /r�j11',,,,+, nis A) 'l. eo EREaRs°Tv°REwE sow E .I •.,J ©\, ii7���.III. c ��ll W Iiit \SSOUTIEAST RED ROCK (METRO ) ■.��IAim* l� ♦ EAOAN 13 T �G- L7 SBLEY TERMINAL JiiiJ' rim �� �P [ DART . 7 METRO 1�6 I I. . 20 SAVAGE OOMINGTpI WEST J E N M G R 31 ,���'� ;,j 1 1 BURN VILLEMER 1rl� • ®� 7 RI1 EDGE Ifi% r till ow l-�� dry o- ri■�maraE 24 RIVERWOCO 20 ROSEPORT 2B PRE BEND 27 LEBANON 26 ROSEMOIMT 29 AIRL AKE Q DIVERSIFIED CENTERS MAJOR OIVER3IFIED CENTER ! 911WSVILLE NOMART DIVERSIFIED CENTER • OFFICE PARKS SOUTICALE OFFICE PARK 2 PENTAGON OFFICE PARK 3 SOUTHGATE OFFICE PLAZA 4 AQVTNTOWN OFFKS! PAIN( 5 STADIUM OFFICE NOM 9 NETRO OFFICE ►AM 7 APPLE TREE SQUARE • STASSEN OFFICE CENTER FREEWAY OFFICE PARK 10 VALLEY OFFICE PARK II II BIAINSVILLE OFFICE PARR( O 8/SOPPING CENTERS 9artIwCE E YORIODALE 7NOP E3 3 PENN-66M ♦ YORK TOWN FASHION CENTER S AZTEC • THE VILLAGE 1 SOUTHTOWN CENTER • HUB • TOWN • COEURY C VILLAIN 90UMRE SENDOTA PLAZA I90UTNAR VEW SQUARE 3 3 SOUTIMEW 4 SM AVE. PLAZA S VILLAGE SQUARE IBL00WNGT010 6 GREAT BEAR 7 CLOVER CENTER 6 9/LLEY BEST 9 N OOIOALE !O CEDwiro E E1 CEDAR MOVE 29 EOM TRAIL ES BUIWSVILLE 24 WARRIOR PLAZA 25 OMMOCHEAD MALL 26 VALLEY RCN[ 27 COLONIAL TERRACE 29 OURINVIL L[ CENTER( *22 29 APPLE VALLEY SO KEN -ROSE SI TOWNSEOGE MAJOR INDUSTRIAL PARKS SHOPPING CENTERS & OFFICE PARKS cedar IO ave_ s_ DI BRIDGE CROSSING L OF THE MINNESOTA RIVER VALLEY711.n77 i wa'11ss 1 3. INDUSTRIAL & COMMERCIAL FACILITIES EXISTING AND PLANNED FACILITIES In general, study area industries are fairly new, in a good state of repair, and have a low level of vacancy. This means existing industry will probably remain. Many firms formerly located in Minneapolis or St. Paul have recently moved to the study area. From 1960 to 1970, 315 firms moved from the central cities to the suburbs.11 Sixty-five (20.6%) of these moved to Bloomington, six (1.9%) to Burnsville, and 13 (4.1 %) to Eagan. During the same period, a large number of new firms.started operations in Bloomington, Burnsville, and Eagan. Companies locating in the study area settled in two major industrial areas —one in Bloomington and one in Eagan (See Figure 45). The area in Bloomington is part of the giant diversified industrial -commercial strip along existing 1-494, starting at the intersection of T.H. 100 and ending several blocks east of Cedar Ave. Immediately east of the industrial strip, the land is relatively undevel- oped. Bloomington has zoned this section industrial. Therefore, development here will most likely be extensive. Situated in the industrial area in Bloomington is the Metropolitan Region's largest concentration of office 10The Metropolitan Council, Industrial Expansion and Migration in the Twin Cities Metropolitan Area, 1960- 1970 (April, 1973), p. 19 1tThe Metropolitan Council, Office Space: An Inventory and Forecast for the Twin Cities Metropolitan Area, Staff report, (June, 1973), P. 9 space outside the two central business districts. The 77 buildings here have a total of 3,214,000 square feet of space." (This total does not include the Airport and Fort Snelling). Pentagon Park, with an estimated five hundred firms, and Metro Office Parks are the largest office parks. The Control Data Corporation Complex is the largest single company, employing about 3,000 people in 1970. In this area also is the Metropolitan Sports Complex. The complex is the scene of professional sporting events the year round baseball, football, basketball, hockey., and tennis — plus other events such as the circus and ice show. Surrounding the complex are numerous com- mercial establishments which cater mainly to persons attending the complex. East of 34th Ave. and south of Interstate 494, Apple Tree Square is now under construction. Office space here will total about 250,000 square feet. The complex will have residential units and commercial facilities. Most new office -space construction along 1-494 will take place at the west end near T.H. 100, however. 1 79 The second industrial area is south and east of the Minnesota River. A portion extends along Interstate 35W in Burnsville and along T.H. 13, from Burnsville north into Eagan. The largest portion of the industrial area is in the northern section of Eagan. Within the overall span is a diversity of industries, from firms with strictly office and administrative functions to those which require large warehouse and trucking operations. The most significant addition to the industrial -com- mercial complexes in the study area will be the two major diversified centers, the Burnsville -Apple Valley (Homart) Center and the Eagandale Diversified Center. Both will contain commercial (retail and office), in- dustrial, institutional, and high density residential facili- ties. Table 6 shows the past, current, and projected em- ployment, dwelling units, and population within a five - mile radius of the centers. Both centers will experience rapid growth in all three categories The entire region will in all probability become a major industrial area with a heavy dependence on truck transportation. Table 6 DATA ASSIGNMENTS TO AREA WITHIN A FIVE MILE RADIUS OF EACH SHOPPING CENTER Eagandale Year Employment Dwelling Units Population 1960 51,107 58,685 203,310 1970 89,014 72,630 230,877 1980 119,754 84,534 268,219 1990 134,594 105,697 304,892 2000 158,429 116,472 352,731 Burnsville's Homart Year Employment Dwelling Units Population 1960 11,707 16,121 66,366 1970 50,720 40,656 148,883 1980 84,936 66,614 226,609 1990 126,452 102,234 329,372 2000 174,687 143,957 451,148 f 80 1 t IMPACT ON INDUSTRIAL AND COMMERCIAL FACILITIES In general, proposed T.H. 36 will have a positive impact on the industrial and commercial facilities in the study area. Bloomington has approved proposed T.H. 36, calling for at least four lanes to allow rapid movement of through traffic and better access to the industrial area and to the Metropolitan Sports Complex. Also, they have planned local collector -distributor systems around the proposed new facility. Eagan also considers T.H. 36 essential to their industrial and commercial development, particularly that in the western portion of the city. For the industrial development, proposed T.H. 36 will attract firms not otherwise willing to locate in the study area because of traffic problems on the existing facility. Industries locating near proposed T.H. 36 will experience savings in storage, inventory, and distribution costs. These savings will come from the capability of serving larger areas from a single point. Also, T.H. 36 will give firms in the study area better access to raw materials and pro- vide better mobility for their labor force. As with the industrial development, proposed T.H. 36 will encourage and support anticipated commercial de- velopment. The degree of impact will depend on the size of the business (sales volumes and employees), and the geographic boundaries of the market area. Busi- nesses affected negatively will be those whose access will no longer be from the primary roadway but from frontage roads or secondary roads. In Eagan, Cedarvale Shopping Center and the surrounding commercial area will be in this category after the improvements on T.H.'s 4. RESIDENTIAL AREAS EXISTING CHARACTERISTICS A review of 1970 Census Tract data reveals some pro- nounced differences between study area residents and residents to the north in the central section of the metropolitan region (see Table 7 and Figure 46). Study area residents are young, white, native Americans, with a high educational attainment level. By comparison, the central cities have an older population, and most of the neighborhoods have some residents who are of minority races, foreign born, or direct descendants of immigrants. Also, the average educational attainment level is lower. Study area workers are predominantly white collar workers with median family incomes of about $13,415. In the portion of the study area north of the river, 43.6% of the homes have a value in excess of $25,000; south of the river, 67.7%. The metro area mean family income is about $10,600; only about 21% of the homes have a value in excess of $25,000. Two per cent of study area residents occupied their homes before 1950; metro aver- age was over 12%. About 99% of study area families 36 and 13, The absence of through traffic will have a negative impact on the area. The impact will be minimal, however, as the commercial establishments located here are mainly for local community shoppers. One of the advantages of the lack of access from proposed T.H. 36 will be a decrease in congestion after the separation of through and local traffic. Construction of proposed T.H. 36 will better serve the giant sports complex in Bloomington. Better access to and from the south will allow people to attend the various sporting events who either would not attend before or would not attend as frequently before. Persons living either within or outside the study area should benefit psychologically knowing a wider array of opportunities for social activities is available, and that if they choose to accept this opportunity, a real savings in time and transportation expenditures would result by using the improved facility. A new location for another major airport (with the possibility of phasing out the existing one or using it as an auxiliary) has been the topic of much discussion in recent years. Several areas around the Twin Cities have been considered one of which was in central Dakota County. Since circulation of the D.E.I.S. for the project, plans for a new airport have been rejected by the M.C. and probably will not be revived in the foreseeable future. have at least one auto and 65% two or more. In the metro area on the whole, the percentages are 86% and 39%. Over 90% of the study area workers use the auto- mobile for transportation to and from work. The metro average is 80.5%. One can conclude from the statistics that study area residents are younger, more native-born American, better educated, more mobile, wealthier, and move more often than residents in the metro area as a whole. This means that study area residents, especially those south of the Minnesota River, have less affinity to their immediate surroundings than residents of traditional neighborhoods. In the traditional neighborhoods, residents use neighbor- hood facilities more. They work and play closer to home. Walking is more common; thus, incidents of personal encounter are frequent. Conversely, study area residents have little neighborhood contact, as the auto is their chief mode of transportation. Elementary schools might be the only neighborhood facility commonly utilized by study area residents. 81 0 '+4534 RIVER CROS4ING CENSUS TRACTS 1cedar 4 ave_ s_ i OF THE MINNESOTA N BRIDGE CROSSING j RIVER VALLEY jg L 2000 000 •' Table 7 i 1970 CENSUS TRACTS DATA East Bloomington Area Eagan Burnsville Area Dakota County Hennepin County 5 County Area 251 252.01 252.03 252.04 253.01 Average 607.02 607.03 607.04 607.05 Average AGE % Age 65 and Over of total Population % Ages 5 to 14 of 3.8 1.3 2.1 1.8 5.7 2.7 .7 3.3 4.0 .4 1.4 5.2 9.7 8.7 Total Population RACE % Negro of All Persons NATIVITY % Foreign Stock of 16.5 .2 20.1 .6 25.6 .0 30.8 .1 27.6 .2 24.5 .2 36.1 .0 28.8 .4 28.3 .3 27.8 .2 30.1 .2 25.8 .1 19.6 2.1 21.3 1.8 Total Population EDUCATION Median School Years 13.4 9.9 9.4 12.2 18.8 12.3 6.0 15.4 11.1 9.5 9.6 12.8 19.4 17.7 Completed % High School Graduates of Persons Age 25 and Over RESIDENCE °Je Persons Age 5 and Over Living in Same House for Last 5 Years of Total Persons Age 5 and Over TRANSPORTATION % Workers Using Private Autos (Driver and Pas- sengers)of All Workers % Workers Using Bus of 12.7 75.3 31.0 88.4 12.8 80.7 38.2 91.8 12.6 74.6 56.1 87.9 12.6 79.9 72.0 92.0 12.7 77.6 43.1 93.1 12.7 77.6 49.6 90.5 14.3 94.2 45.1 92.4 12.7 75.7 55.8 85.7 12.5 69.9 53.4 88.4 12.8 85.3 42.5 97.3 13.1 81.3 46.7 93.3 12.5 68.0 51.4 86.4 12.5 67.9 51.0 78.2 12.4 66.1 52.5 80.5 All Workers % Workers Using Other .7 .7 3.9 3.3 2.3 2.3 .0 1.2 .7 .0 .3 3.5 10.6 8.9 Means* of All Workers AUTO AVAILABILITY % Households with No Auto Available of All Occupied Housing 11.0 7.5 8.3 4.7 4.5 7.3 7.6 13.0 10.9 2.7 6.5 10.1 11.2 10.7 Units Households with 2 or More Autos Available of All Occupied 2.1 1.9 2.8 1.4 2.0 2.1 .0 2.9 1.6 .0 .6 6.0 16.0 14.2 Housing Units OCCUPATION % White Collar Workers** of Total Employed Blue Collar Workers*"* of Total Employed INCOME-1969 Median Family Income (In Dollars) % of All Families with Income Less Than $4,000/year of All Families with Income More Than 52.4 61.2 38.9 $13,082 5.8 53.5 64.5 35.5 $12,553 5.5 40.8 55.9 44.1 $11,954 3.0 71.8 53.3 46.7 $14,480 .6 68.9 67.9 32.1 $16,821 1.4 55.3 60.4 39.6 $13,778 3.7 77.5 79.5 20.5 $14,546 2.6 66.5 66.5 33.5 $14,109 3.6 65.7 49.8 50.2 $11,810 4.3 54.4 60.2 39.8 $11,843 2.8 64.2 64.6 35.4 $13,077 3.1 48.6 54.8 45.2 $12,120 54.8 37.8 59.2 40.8 $11,805 8.5 38.7 56.7 43.3 $11,682 8.0 $15,000/year OWNER OCCUPIED HOUSING Median Persons Per Dwelling Unit of All 39.4 54.8 22.6 45.0 57.8 41.7 45.5 44.4 33.1 23.4 33.5 30.4 29.7 28.6 Occupied Units Owner Occupied of All Year Around 2.4 3.0 3.6 4.2 3.8 3.4 4.5 3.8 3.9 3.9 4.0 3.5 2.5 2.8 Housing Units Median Value of All Specified Owner Occu- 33.9 38.1 73.3 97.3 78.1 62.3 98.1 68.4 85.2 72.4 80.9 74.4 59.8 63.2 pied Units (In Dollars) $28,900 Less Than $15,000 Value of All Specified $ $21,000 $21,900 $23,900 $33,400 $25,820 $35,000 $30,500 $24,100 $25,400 $28,750 $23,500 $21,900 $21,500 Owner Occupied Units % More Than $25,000 Value of All Specified 4.0 7.0 8.1 2.4 1.4 4.7 .1 4.0 6.5 2.4 1.4 12.8 15.6 16.6 Owner Occupied Units RENTER OCCUPIED HOUSING Median Rent of All Speci- fied Renter Occupied 64.8 18.8 26.8 41.3 78.2 43.6 96.1 68.0 44.7 52.0 67.7 42.8 35.6 , 32.8 Units (In Dollars) %Less Than $100/mo. Rent of All Specified $190.00 $211.00 $172.00 $145.00 $178.00 $179.20 $265.00 $175.00 $113.00 $171.00 $181.00 $132.00 $175.00 $121.00 Renter Occupied Units % More Than $150/mo. Rent of All Specified 3.1 1.5 2.7 8.3 3.2 2.4 .0 5.3 26.8 1.6 5.1 27.1 33.3 35.8 Renter Occupied Units AGE OF HOUSING UNIT Structures Built Since 1950 of All Year 91.9 89.3 76.9 41.7 86.5 86.9 78.6 82.9 14.3 83.7 74.8 34.5 29.1 26.7 Around Housing Units YEAR MOVED INTO UNIT % Moved Into Unit Prior to 1950 of All Occu- pied Housing Units 92.1 2.7 92.7 1.8 90.7 2.7 94.6 1.0 86.7 4.1 91.6 2.5 96.8 1.4 90.5 .0 75.2 .0 98.8 7.3 93.5 1.7 70.4 10.4 48.1 11.9 51.0 12.2 *Other means includes categories: subway, etc.; walked to work; worked at home; and others. **Professionals, managers and administrators, sales, clerical. ***Craftsmen, operaters, transport, laborers, farm and service workers, private household workers. 83 When study area residents (or would be residents) purchase a home, neighborhoods as such might not be an important factor. The residential districts, being virtually undeveloped, would not have any neighborhood character- istics to offer. Rather, the essential buying factors might be cost and required minimum space, taxes and schools, and distance to work, shopping centers, and places of entertainment. The purpose of presenting this detailed analysis of the characteristics of study area residents is to provide a basis for determining the impact of T.H. 36 on the resi- dential areas within the study area. In reality, traditional neighborhoods do not exist within the study area. Study area residential areas can best be defined as geographic or governmental areas rather than neighborhoods. IMPACTS ON RESIDENTIAL AREAS The impact on a young, mobile, auto -oriented people in a high turnover area is different from the impact on an older, closer -knit, pedestrian -oriented people. With the former, any disruption would be termed an area dis- ruption; with the latter, a neighborhood disruption. Nor- mally, the study area, being in the former category, would in all likelihood experience two types of area dis- ruption after the construction of proposed T.H. 36. One would be the changes due to disorientation of people and business from the area. The other would be changes due to the impedance to travel which the new facility would cause. With the proposed T.H. 36 improvements, however, both possibilities are negated, as the existence of Inplace Cedar Ave. has already shaped area boundaries and travel patterns. Proposed T.H. 36 follows closely enough to the present alignment to preclude creating any new instability. The proposed work should cause very little socio-psy- chological impact. This type of impact occurs when a highway alters the physical environment, bringing about a changed sense of community within the residents and reducing their feeling of well-being. Except in one small triangular -shaped area in Bloomington —an area which proposed T.H. 36, existing Cedar Avenue, and the Min- nesota River Valley forms— the proposed work will effect no such changes to the physical environment. Little socio-psychological impact is expected north of Old Shakopee Road in the predominantly multiple family dwelling units. This area is similar to the area west of Cedar Avenue. South of Old Shakopee Road, an area com- prised of twenty-five to thirty single family homes will be somewhat isolated, however. These people's natural movement and walking areas could change, and they might feel somewhat cut off from their physical sur- roundings, especially to the northeast. The total impact should not be too great, however, as Cedar Avenue and Old Shakopee Road have formed area boundaries or re- strictions before the homes ever existed. Both automo- bile and walking access will still be provided to this area. The changes due to travel impedance caused by the new facility are also negligible. Disruption of short trips should not occur since most all but local residential and private roads are provided with direct crossings of pro- posed T.H. 36, and most local trips can be made more conveniently due to the separation from through trips. The only travel impedance that should occur is during construction. Detours and delays cannot be avoided. Both ends of the projects on T.H. 36 and T.H. 13 as well as bridging proposed T.H. 36 over existing T.H. 36 just south of the Minnesota River should cause some delays. The preceding examination of community considera- tions used in identifying possible non -user impacts, have yielded little positive or negative impacts of proposed T.H. 36. To summarize, the social impacts on the com- munity, neighborhood and/or area are in the form of the increased accessibility and mobility afforded by the pro- posed facility. The only other possible social impact of proposed T.H. 36 is that on the individuals living close enough to the facility to be affected by the air pollution, noise annoy- ance and visual intrusion common to major highways. 84 However, owners that realize an economic doss due to their proximity to a freeway, or know that they would suffer such a loss should they sell, will undoubtedly suffer psychologically as well. Economically, residential areas are generally benefited rather than damaged by nearby highways, with the obvi- ous exception of those properties in very close proximity to the highway. A study conducted in a midwestern city before and after construction of a highway showed a loss for resi- dential property located within 110 feet of the edge of the roadway of 12 to 14%." Property located 120-125 feet of the edge of the roadway showed a loss of 7 to 9%. These losses were concluded to be due to proximity to the roadway, and the primary factor was found to be the level of traffic noise as a function of distance from the roadway. A similar study in Ohio showed that residential prop- erties contiguous to the right of way decreased in value up to 50 feet from right of way, and increased in value beyond 50 feet from the right of way." A more comprehensive study" showed that residences within fifty feet of the right of way declined more in value than more distant residences of the same age. This study also examined resale of properties, and found that there was no difference in behavior of properties lying one to four blocks from the new transportation facility. This same study also found that professional realtors ex- pect single family residences abutting such a facility's right of way to decline 20-30% in value, and that nearby residents were generally aware of traffic noise, but did not find a high degree of disturbance. "Edgar C. Bartnelt, "Effect of a Highway on the Market Values of Adjoining Residential Property'', The Real Estate Analyst — Ap- praisal Bulletin, XXX (January, 1961), p. 73-80 ''David C. Colony, Study of the Effect, If Any, of an Urban Freeway upon Residential Properties Contiguous to the Right of Way. (Uni- versity of Toledo, 1967) "Expressway Traffic Noise and Residential Properties, (University of Toledo, 1967) 'Three Economic Impact Studies on a Portion of the Baltimore Belt- way, (Maryland State Roads Commission, July, 1960) p. 15-16 Other studies have shown that 88% of owners of resi- dences adjacent to freeways stated that the facility was not a negative factor in deciding to buy their home.' Twenty percent of these residences adjacent to a free- way were aware of the noise, but 70% of these had no misgivings about their choice. It appears then that residences adjacent to the pro- posed T.H. 36 right of way would suffer an economic loss, while residences slightly away from the right of way would not. Most residences between a block from the right of way to over a mile from the right of way would show an increase in value due to their proximity to a high level transportation facility. The only area that will be greatly affected by this resi- dential economic loss will be Bloomington, since there is very little residential development adjacent to proposed T.H. 36 south of the Minnesota River. Since Blooming- ton's Eastern Area Plan for the most part calls for the development of multiple family dwelling units in the pro- posed T.H. 36 area, it is unlikely that many single family residences will suffer economic loss due to proximity to the facility. The area south of the river will benefit greatly from the construction of proposed T.H. 36 since the improved accessibility afforded by the improved facility will at- tract considerable residential development to the area. Other economic residential impacts depend upon the results of displacement and relocation. Displacement it- self can result in increased competition for housing. Resi- dents relocated within the same area will have no effect on the tax base, but those relocated out of the area will mean a loss to the tax base. It does not matter whether they relocated to new or existing vacant residences with- in the same area. 85 INI1 M111 ION EN NM UN MIN NMI In NIB 1111 NS 11111 IMP NEI INIII i 0 N I - •.4,N, -4k---..---, N 0 •., ''''IZ:-.! I a N--;-;,--— "" ' ''.-...',‘.--•- • A 000000000000 ;NO 7,441,4_:4J r'r 4 • • Ifilart tol oamo 9E Resimi6p4 Ilu Ja \ID co 5. COMMUNITY SERVICES Community services include schools, public safety fa- cilities (police and fire departments), hospitals, libraries and community centers. Figure 47 shows study area com- munity services, with the exception of schools. Study area schools appear in figure 48. Public Safety Study area police service originates from the city hall in each municipality. Bloomington's city hall is outside the study area at Penn Avenue and Old Shakopee Road. Eagan's city hall is on Pilot Knob Road (C.S.A.H. 31), northeast of proposed T.H. 36. Two fire stations are shown in Figure 47 Blooming- ton's Fire Station #3 at 2050 E. 86th Street and the Eagan Fire Department at 3900 Rahn Road. These are the two fire stations within the study area that serve an area on both sides of proposed T.H. 36. Impact on Public Safety Facilities Proposed T.H. 36 should not adversely affect police or fire service vehicle access. Rather, the separation of through and local traffic, the controlled access, and the bridging of major east -west roads across T.H. 36 will be beneficial to public safety operations. Bloomington's Fire Station #3, on 86th Street just east of proposed T.H. 36 is the service facility located nearest the proposed high- way. With its service area extending west of Cedar Avenue, this station will benefit from the better accessi- bility and increased safety which the new crossover at 86th St. will permit. Churches Figure 47 shows four study area churches located fairly close to the proposed T.H. 36. They are Grace Lutheran at Cedar Avenue and 87th; Cedarcrest Free Methodist at 90th Street and 17th in Bloomington; Peace Reformed at Diamond Drive and Quartz Lane in Eagan; and Mary, Mother of the Church on Cliff Road near the Eagan -Burnsville border. Impact on Churches Because of the dispersed locations of residential dis- tricts in the study areas, proposed T.H. 36 should mean better accessibility to the area churches for study area residents. Hospitals, Libraries, and Community Centers No hospitals, public libraries, or community centers are within the study area. The nearest hospital is Fair- view South near Southdale Shopping Center, 3.9 miles west of Cedar on 62nd St. in Edina. Minneapolis hospi- tals are also fairly convenient. The nearest public li- braries are in Bloomington at 9801 Nicollet Avenue and in Burnsville at 13712 Nicollet Avenue (both outside the immediate study area). Impacts on Hospitals, Libraries, and Community Centers For study area residents, existing Cedar Avenue is an important route to these hospitals. Accessibility will be improved upon completion of proposed T.H. 36. The libraries should not receive any noticeable impact. For the convenience of students, shoppers, or any study area pedestrian, the crossovers in Bloomington at 86th Street and at Old Shakopee Road have pedestrian walkways. The same is true of the crossovers at County State Aid Highway 30 and at County Road 32 in Eagan. These crossings should be more than adequate, as the study area is characterized by a low degree of pedestrian travel. 87 Schools The study area makes up a portion of three school districts Bloomington (District #271), Burnsville (District #191 ), and Rosemount (District #196). Fig- ure 48 shows the school district boundaries, and the loca- tion, attendance, and walk area of each school. Only the district boundary is shown for the Rosemount School Dis- trict as it covers such a small portion of the study area and has no schools planned or in existence near proposed T.H. 36. Also, attendance and walking areas for the Burnsville schools are not shown as no such mapping is as yet available. The data shown in Figure 48 is sufficient for measuring the impact of proposed T.H. 36 on schools, however. Met- calf Junior High in Eagan and River Ridge Elementary in Bloomington are the only schools which proposed T.H. 36 might possibly disrupt. No parochial schools are located close to proposed T.H. 36. Impacts on Schools River Ridge Elementary School, located east of pro- posed T.H. 36, has an attendance area that lies on both sides of existing Cedar Ave. and proposed T.H. 36. All students west of the existing and the proposed align- ments live far enough from the school to require busing, however. School officials plan to continue busing these students. They do not see T.H. 36 causing any barriers to the bus routes. A similar situation exists in Eagan (Burnsville School District) where existing Cedar Ave. divides the Metcalf Junior High School attendance area, as will proposed T.H. 36. Again, students get to school by bus, and no negative impact on students or bus routes should occur as the proposed improvements include adequate cross- overs in this area, also. 1 88 • Fi ur ik8 e e e e i e e 1., • e e mmum I •w; multpum 1 .1ab um mum fp nummoonno I n IIII IIIIIIIIIIIIIk HI II 134 1111111011111111 I •LIINNUIA Z -,isrP -44,1 allatir . BLOOM AIGION 191 Minneopohs St.Pupi rotor otto ional Ao put Ett (X)M11,1(tION FOR` WELL. NAT ;ON, SCHOOL DISTRICTS & WALKING BOUNDARIES SCHOOL DISTRICT BOUNDARIES ATTENDANCE BOUNDARIES WALKING AREAS - SCHOOL DISTRICT NUMEER- ELEMENTARY SCHOOL JUNIOR HIGH SCHOOL - HIGH SCHOOL 191 DJ EHI iioltdre 1,•• rpm ••• we * am. 49€4 RIVER CRO Et A tS A ^.1 ,ttAtottAl =111=111115 cedar ave. s_ A BRIDGE CROSSING OF THE MINNESOTA RIVER VALLEY 1000 N a. 89 6. RIGHT OF WAY ACQUISITION Table 8 lists the number of acres of land required to build proposed T.H. 36, both with and without the right- of-way for transit. The listing reflects current land -use zoning, although present usage of the land is not always as indicated. The right-of-way needed for Alternate C is shown as part of the existing land use map (see Figure 43). Proposed T.H. 36 without transit provisions requires 34 houses and one commercial building. With transit provisions, it requires 37 houses and 3 commercial build- ings. The photos, Figures 49 through 54 show houses and commercial buildings typical of those which T.H. 36 will remove. Table 9 shows in increments of $5,000, the market values of the homes to be removed.'" 1°Data compiled in 1973 by the Appraisal Section of the Minnesota Highway Dept. Table 8 RIGHT OF WAY REQUIRED Present Land Useage With Mass Transit Facility Without Mass Transit Facility Agricultural Land Industrial Land Commercial Land Residential Land Public Land Including N.S.P., Northern Nat. Gas Ei Roadways 216 Ac. 30 Ac. 35 Ac. 75 Ac. 72 Ac. 209 Ac. 25 Ac. 33 Ac. 70 Ac. 68 Ac. TOTAL ACREAGE REQUIRED 428 Ac. 405 Ac. Table 9 MARKET VALUES OF HOUSES REQUIRED FOR RIGHT OF WAY Price Brackets With Mass Transit Facility Without Mass Transit Facility Below $20,000 1 1 $20,000 to $25,000 3 3 $25,000 to $30,000 4 4 $30,000 to $35,000 8 6 $35,000 to $40,000 9 8 $40,000 to $45,000 7 7 $45,000 to $50,000 3 3 $50,000 to $55,000 1 1 $55,000 and above 1 1 TOTAL 37 34 1 90 Figure 50 Figure 49 Typical Buildings Required for Right -of -Way Construction of proposed T.H. 36 will also require the acquisition of a marina with five boat slips, located on the Minnesota River at the existing Cedar Ave. Bridge, and a mobile and modular home sales yard, located at the corner of existing Cedar Ave. and T.H. 13. A vegetable stand on Cedar Ave. north of T.H. 13 will also be re- quired. (see figures 51, 52, and 53.) 91 Figure 51 Modular Home Sales Yard Figure 53 Marina Figure 52 Vegetable Stand 92 Adding the right-of-way for transit would necessitate taking two additional commercial buildings on Cedar Ave. between T.H. 13 and C.S.A.H. 30. One building houses a sauna and a real estate office. The other houses a day- care center for children. ESTIMATED COST The MHD's Appraisal Section estimates right-of-way costs will total $4,193,500 with transit and $3,987,500 without transit. Approximately one-half of the total cost will be used north of the Minnesota River and one-half south of the River. South of the River the right-of-way costs are mostly for undeveloped land. No estimates have been made as yet for the cost of acquiring ponding areas north or south of the Minnesota River as their exact size and location have not yet been determined. The Right -of -Way Division of the MHD has prepared a more complete right-of-way report. It is available on request from the District 9 office, Oakdale, Mn. Figure 54 The center building houses the sauna and real estate office, the day care center is at the right. 93 Table 10 LOCAL TAX REVENUE IMPACT WITH TRANSIT FACILITY 1973 Jurisdiction Total Assessed Valuation Assessed Valuation Removed by T.H. 36 Percent of Assessed Valuation Removed by T.H. 36 Local Tax Rate 1 Per $100 Assessed Valuation) Indicated Annual Tax Loss Bloomington $361,283,461 $1,358,668 0.37% $1.22 $16,576 Burnsville 92,871,018 12,224 0.01 1.44 176 Eagan 51,426,772 765,382 1.49 0.83 6,353 Table 11 LOCAL TAX REVENUE IMPACT WITHOUT TRANSIT FACILITY 1973 Jurisdiction Total Assessed Valuation Assessed Valuation Removed by T.H. 36 Percent of Assessed Valuation Removed by T.H. 36 Local Tax Rate (Per $100 Assessed Valuation) Indicated Annual Tax Loss Bloomington $361,283,461 $1,202,149 0.33% $1.22 $14,696 Burnsville 92,871,018 9,407 0.01 1.44 135 Eagan 51,426,772 746,302 1.45 0.83 6,194 IMPACT ON TAX STRUCTURE The immediate impact of proposed T.H. 36 will be negative because a large amount of land and a number of properties will be removed from tax rolls. The longer term impact is positive, however, due to additional tax revenue from the increase in the value of real estate and from the new development which T.H. 36 will generate. Tables 10 and 11 indicate each community's total assessed valuation, the assessed valuation which T.H. 36 will remove, and the local tax dollar loss as computed on an annual basis. This data has been determined assum- ing a facility with and without mass transit provisions. A great variation exists among the communities, with the annual loss of tax dollars running from less than $200 (1/10 of 1 per -cent of local tax revenue) for Burnsville to $14,600 or $16,600 (about Y3 of 1 per -cent of local tax revenue) for Bloomington. Although Bloomington would have the greatest tax loss, Eagan would show the highest percent local tax revenue loss (1.49%). This figure is not high because the land taken is almost completely undeveloped. Also, neither of the communities should suffer any reduction in municipal services because of•their tax loss. Eagan is particularly fortunate in that the development which pro- posed T.H. 36 will generate will more than negate their loss. Because their portion of the study area is already mostly developed, Bloomington would realize the smallest long range benefit to their tax base. 1 94 7. RELOCATION ANALYSIS Unless a major change occurs in the housing market in the Metropolitan Area, replacement housing will be available for all the families which the project displaces. Table 12 lists housing available in four areas, the list being compiled from the Multiple Listing Service, a publication for area realtors. From this publication, it was found that a minimum of three times as many homes were available as would be needed in any value category. The overall total is 224 houses available in the four areas with only 34 to 37 being needed. Table 12 SINGLE FAMILY HOMES NEEDED FOR RIGHT-OF-WAY AND HOMES AVAILABLE FOR PURCHASE IN THE STUDY AREA (within 5 mile radius of project) Market Values Homes Needed For Right -of -Way Available Single Family Homes For Sale Classified by Multiple Listing Service Areas Alt. C1 with Mass Transit Alt. C2 without Mass Transit East Bloomington West Bloomington Burnsville East Suburban So., inc. Eagan Total Homes For Sale Below $20,000 m v- CO ON r m r m 1 3 2 1 6 $20,000 to $25,000 3 16 2 18 $25,000 to $30,000 4 8 9 1 23 41 $30,000 to $35,000 6 12 8 3 22 45 $35,000 to $40,000 8 2 7 14 16 39 $40,000 to $45,000 7 2 4 11 4 21 $45,000 to $50,000 3 1 12 14 3 30 $50,000 to $55,000 1 1 3 2 4 10 Above $55,000 1 1 6 2 5 14 TOTALS 34 46 53 47 78 224 Tabulation made fall of 1973 95 A wider selection of housing than what is shown here is available. Most suburbs in the Metropolitan Area offer similar types and prices of homes as are found in the study area. Experience has shown that while persons in the process of relocating claim intentions of remaining in the same area, they actually relocate in many different areas, often quite a distance from their last home. New housing is another good source of replacement housing. During the 10 year period from 1962-1972, 12,118 new single family homes and 10,876 multiple family units were started within the cities of Blooming- ton, Eagan and Burnsville. The current construction time schedule for the pro- posed project calls for right-of-way negotiations and consequent relocation to take place around 1977. The past annual fluctuations in new single family housing starts demonstrate the doubtful validity of projecting the number of starts for 1977. However, for those interested, a 1977 single family housing starts of approximately 1225 was obtained using a straight line, least squares method of projection. Some persons may wish to relocate to multiple family dwelling units. This type of housing has shown a steady, rapid growth rate in the three communities. Again using the least squares projection method based on data for the last eleven years, we conclude that approximately 2150 multiple family dwelling units might be constructed in 1977. This means that a total of approximately 3375 new housing starts might occur during 1977 in the three com- munity area. It should be clear that these projections are not ex- pected to be decidedly accurate. However, even a mod- erate change in the rate of housing construction in this area should not alter the fact that many new houses should be available for purposes of relocation. Area monthly apartment rates currently range from $155 for a one bedroom to $325 for a three bedroom. Two bedroom home rentals are from $255 to $345, and three bedroom home rentals are from $287.50 to $400. It is estimated that the relocation benefits for this project will average close to $5,000 per unit, or $185,000 total for all homes. This figure includes replacement housing, moving costs, closing costs, interest differential and any appraiser fees. The Department of Transporta- tion reported that in 1970 payments to qualified owner - occupants averaged $2300, with costs expected to rise rapidly." Relocation benefits for the possible five busi- nesses may run to a total of $50,000. RELOCATION IMPACTS— INDIVIDUALS AND FAMILIES Physical Impacts — The physical aspects of relocation on individuals and families include the type of dwelling units available in terms of quality, size and relative lo- cation. Studies show that the physical quality of housing for persons relocated appears generally to be an improvement over their prelocation housing. In most relocation projects there have been relocated families that were still left with substandard housing. This will not be the case for the proposed T.H. 36 project. The project area is pre- dominantly a new, suburban area with housing reflecting the affluence of the residents. Individuals and families to be relocated already live in above standard housing, with an abundance of above standard housing available in the area. Most available housing in the area is quite new, meet- ing all of the qualifications of decent, safe and sanitary housing required by relocation legislation. It is, there- fore, expected that individuals and families will relocate from above standard housing to similar or improved above standard housing. With an abundance of similar housing available throughout the suburban metropolitan area, the longer or shorter trips to work, shop or play will be a matter of choice rather than necessity to those persons being relocated. They will have some opportunities to choose their trip length because they have a large physical area of housing choices. Economic Impacts — Economic impacts on individuals relate mainly to the cost of moving and the comparative cost of housing. As discussed previously, persons dis- placed by highways are paid reasonable moving expenses and packing costs. No economic disbenefits should occur to individuals and families due to moving expenses. The cost of housing is a more complex situation. In the past, relocated persons have generally improved their living accommodations, though at an increased cost to them. This is because those persons who can afford it, find this an opportune time to obtain better housing. Persons selecting equivalent value housing should not suffer economically. Historically, the poor, old and non -white dislocated persons had the highest chances of suffering economic losses in relocating. As has been shown previously, this project area is unique in having residents who are mostly ''The 1970 Annual Report on Highway Relocation Assistance, Federal Highway Administration, U.S. Department of Transportation 96 relatively wealthy, young and white. These are the people least affected economically by relocation, because cur- rent housing shortages are in the low income — adequate size (large family) category. Social and Psychological Impacts — Persons that might have special problems in adjusting to changes in living patterns, or in the physical and emotional act of being displaced and relocating, are generally of the lower socio- economic status (as measured by median family income, highschool graduates, type of employment, etc.) , and residents of the project area have been shown to be near the opposite of these types of people. It has been demonstrated that the lack of neighbor- hood identity, the relatively short duration of residence, and high degree of mobility of the area residents will minimize the effects of displacement and relocation. This does not mean displaced individuals and families will not suffer emotionally or psychologically; they will. Unfortunately, this impact is not measurable. There is no way of knowing if the overall general economic bene- fit is greater or less than the overall general social and psychological disbenefit. Benefits and Disbenefits — Appearing in all the informa- tion on relocation impacts on individuals and families is the importance of finding decent, safe and sanitary re- placement housing. It is felt that an adequate supply of acceptable replacement housing is available in the same general area, thus negating a possible disbenefit. Some disbenefits may occur at the actual time of relocation if the housing market changes, and changes could easily occur since right of way negotiations for residential prop- erties are not expected to take place before 1977. Some small economic benefits may occur to individuals and families during relocation due to savings through optional moving expenses or through better living ac- commodations at state and federal expense, but, overall, these possible benefits will probably be outweighed by the psychological disbenefit confronting those individuals and families that must relocate. This immeasurable im- pact is very important, and should receive significant consideration in deciding on this transportation proposal. RELOCATION IMPACTS — BUSINESSES Impacts on businesses forced to relocate or discontinue operation include not only those effects on the business itself, but also on the owners, employees and customers as well. Physical Impacts — The physical impacts on businesses concern space and quality of the building(s), both before and after relocation, and their location relative to labor, supplies and customers, supplies and/or labor, and build- ings and parking facilities better suited to current or proposed future operations. The businesses that suffer are those which are to some degree dependent on their existing location (usually neighborhood or service ori- ented), or would find difficulty in relocating because of special licensing or zoning restrictions. Because of the small number of businesses involved (three without transit right of way and six with transit right of way), each business can be briefly discussed in relation to some possible impacts. The seasonal vegetable stand would have the most difficulty in relocating successfully. Its present site lo- cation with natural visual advertising is ideal. Proposed T.H. 36 with its restricted access will not allow such ready access or high visibility. It is doubtful that as good a site on as high a traffic volume road with un- limited access can be found in the area. The marina might also have a difficult time in finding a suitable relocation site. The nature of marina cus- tomers is such that they would continue to use the marina's services upon relocation if other circumstances remain the same. The marina's excellent site near the confluence of the Minnesota and Mississippi Rivers poses the real difficulty. A similar replacement site might not be available. If a site was found it is quite likely new buildings and facili- ties would have to be built, as a suitable building is not likely to exist. The modular -mobile home sales yard could probably find several possible relocation sites on major roads in 97 the area, but not as good as their present location at the intersection of two high volume, unlimited access roads. Their service area is large, but they would still probably have to relocate in the same general area. Finding a suitable building within a small geographical area could be a major problem for the day care center. If it can be relocated in the same general area, customers loss should not be a problem. Another special service business, the sauna, probably has a larger possible area in which to relocate, and the realty company will probably have the least difficulty in finding a suitable relocation site. One possible advantage that could occur to any of the six businesses replaced is the potential opportunity to find a location, amount of land/or parking, size or type of building better suited to their current business situa- tion than when they first located in their present loca- tion. Economic Impacts — Economic impacts deal with costs of moving and replacement buildings, and profit or reve- nue changes of relocated businesses. Unemployment, forced retirement, or earnings from other employment for owners and employees who decide not to relocate are other economic impacts, but this type of impact cannot be determined until after project completion. Small, neighborhood -oriented stores are the businesses most likely not to survive replacement. It is impossible to determine at this time which business(es), if any, will be discontinued due to replacement. The seasonal vegetable stand and the marina would seem to be possible discon- tinued business candidates, but only time will tell. Of the businesses that do relocate, in all likelihood their replacement and moving costs will be adequately covered. However, rental at new locations will probably be higher and a disbenefit for relocated businesses that must rent. Perhaps the most significant possible disbenefit to relocated businesses is loss of sales. The marina and vegetable stand, and to some extent the sauna and modular -mobile home sales yard seem to be potential recipients of this disbenefit, if they choose to relocate. Another possible economic disbenefit may occur in- directly, if an employee(s) of a relocated business must increase commuting times and expenses. Social and Psychological Impacts — The social impacts of businesses relate to the sociability among employees and between employees and customers. Changes in these interactions could occur through business relocations if these relocations caused turnovers of employees and/or customers. The psychological aspects deal with the perceptions of the proprietors and employees of displaced businesses toward the physical, economic and social impacts. The anxiety of business replacement on those involved would be similar to residential replacement housing on indi- viduals and families. Positive and Negative Results — For owners who go out of business rather than relocate, the effect may range from a slight benefit to a considerable disbenefit_ These effects cannot be determined at this time. For those businesses that do relocate, the changes in rental rates, investment and income relate to many vari- ables, such as size and condition of physical structures, volume of operations or sales, relative costs of facilities and loss or gain of customers or employees. Many of these variables can all be subsumed under the change in net income. It remains to be seen just what effects replace- ment will have on the net income of those businesses choosing to relocate, but it can be assumed that it will be negative. The most probable benefit in business relocations are the opportunities to change space, the quality of land and building site that might not be possible without being relocated. 98 Part D. Socio — Economic Impacts of the Do Nothing Alternate 1. GENERAL DEVELOPMENT To not build proposed T.H. 36 would have a great effect on the development of the study area, and much of western Dakota County. To close the Cedar Avenue bridge in a few years would not only have an enormous effect on the development of the area, but an extremely heavy impact on existing development, especially south of the Minnesota River. Under Alternate 'D' (do nothing), it appears that the major social and economic impacts will change with the closing of the existing Cedar Avenue bridge. This means that one set of impacts will happen during the period of time that existing Cedar Avenue continues to be used, maintained and possibly improved. Impacts would change, however, when the Minnesota River bridge is dosed and subsequently removed. Since the first set of impacts would be temporary and most like the impacts of existing Cedar Avenue, these impacts will not be analyzed in a separate section of this report. Rather, they will be included, where appro- priate, in the following text that generally analyzes social and economic impacts of closing the bridge under the do nothing alternate. 2. SPECIAL DEVELOPMENT Among the important considerations for the selection of an alternate for T.H. 36 are the effects it would have on special developments in or near the proposed T.H. 36 study area. Two known existing or proposed facilities would be adversely affected by a do nothing decision. The Bloomington Sports Complex The eventual removal of the existing Cedar Avenue bridge would create a transportation barrier to western Dakota County. This barrier will limit the rate and amount of residential development south of the Minne- sota River. Thus, the potential as well as the existing attendance at various sporting events will be affected. The Proposed Zoo The proposed improvement is essential to the zoo that is under construction in Apple Valley. A lack of good access from the north would create traffic problems on other facilities. This could discourage attendance and probably force zoo officials to withdraw part of the plans for zoo development. It would be difficult to assess the resulting impacts. Related Events A do nothing decision is at best an indefinite solution. Such a decision would merely create and compound de- velopmental problems that require a new transportation facility as a solution. The need for a new T.H. 36 might renew the fight for said facility at any time. Zoo proponents, highway users, developers of all types, municipal and county govern- ments, the Metropolitan Council and the State Legisla- ture might successfully move for reconsideration of the do nothing decision at any time in the future. The Minnesota Highway Department could be forced to repeat 99 the planning, design, environmental impact statement and hearing procedures even though a do nothing solution might have been originally selected. Any happenings of this type would render a do nothing alternative selection as indefinite or temporary. 3. LAND USE A do nothing decision would have little effect on the existing land use, but a large impact on Bloomington's Eastern Area Plan and the Eagan and Dakota County Land Use Plans. In all likelihood, Bloomington officials would have to reconsider their plan, as much of it was based on proposed T.H. 36. What changes they might make can not now be surmised. The Dakota County and Eagan Land Use Plans would also have to be modified. Proposed development of all kinds would not take place in the Eagan area to the extent shown in the Plan. Areas of proposed specific land use would have gaps and holes. The modified Dakota County Land Use Plan would also have to reflect changes caused by the do nothing decision for proposed T.H. 36. 4. ECONOMIC CONSIDERATIONS Predominant Economic Impacts The overriding economic impact of the do nothing alternate will be the limitations on the amount and rate of development in that portion of the study area south of the Minnesota River. As will be seen, each type of development will be affected somewhat differently. Land Value and Tax Structure Generally, land values will be much lower south of the Minnesota River under the do nothing alternate than if proposed T.H. 36 was constructed. Much of all types of proposed development would be shifted to another part of the metropolitan area. Speculators who own or who will own land adjacent to proposed T.H. 36 (up to at least a mile away) will suffer economic disbenefits if the do nothing alternate is selected. Land appreciation rates would also be lessened considerably resulting from the lessened demand for land. From the standpoint of immediate, short term results, the do nothing alternate would be the most beneficial to local tax rolls. Not constructing T.H. 36 would allow property which would have been acquired for the project to continue as sources for tax revenues. In the long run, however, the impact of the do nothing alternate would be negative. Tax revenues from property development which the proposed improvement would stimulate would be lost to the local communities. Industrial, Commercial and Office Buildings Obviously, industrial, commercial and office buildings development will be much less rapid under the do nothing alternate. It is possible that existing develop- ment may also be affected, but this can only be de- termined after the commitment not to build proposed T.H. 36 has been made. I ndustrial The attractions for new or relocated industries to that portion of the study area south of the Minnesota River will be much diminished if proposed T.H. 36 is not con- structed. Abundant and relatively low cost land might still exist, but these factors may not be enough without a good transportation facility. Such a facility would allow for savings in storage and inventory costs, low cost truck transportation, customer convenience and ease of com- muting. The impact of discouraging industrial development can be either positive or negative depending on whether such development is considered desirable. 100 Commercial T.H. 36 should it be built, would not suffer economically or psychologically. The commercial impacts are similar to the industrial impacts in that the do nothing alternate discourages development. However, the reasons for development dis- couragement are not so similar. Local oriented businesses are needed to support the general development of the area. The rate of this general development is expected to be greatly reduced under the do nothing alternate. Some potential markets may never come into existence. Those transportation oriented businesses along Cedar Avenue would benefit by the continuance of good ac- cessibility and high visibility. A possible negative impact could occur to the Cedar - vale shopping center. First, traffic congestion should continue to worsen, decreasing accessibility. Then, upon removal of the Cedar Avenue bridge, much of the traffic congestion will be relieved, but so will much of the existing market area. Office Buildings Since major office building concentrations are not ex- pected to develop along proposed T.H. 36, the do nothing alternate will not have much effect in the immediate Cedar Avenue area. However, transportation accessibility to and from established and proposed offices adjacent to and outside of the study area will be negatively affected. Residential The rate of residential development would fall greatly if the do nothing alternate is selected, due to the lack of transportation facilities necessary to support residential development. Current residents would also suffer eco- nomically due to increased transportation costs, increased travel time and lower residential appreciation rates. The advantage of the do nothing alternate is that home owners who are destined to live adjacent to proposed 5. SOCIAL CONSIDERATIONS Highways have been and are essential to the develop- ment of hitherto undeveloped or generally agricultural land. Therefore, those persons who favor study area development would consider the do nothing alternate as essential to the area's preservation. It is likely that many people would like to see some form of compromise, for various reasons. An obvious example of such a person would be an area resident living south of the river who would like to see the development curtailed or opposes highway construc- tion, but finds the Cedar Avenue bridge as an essential transportation facility. It is unlikely that much of the study area would have developed to its present stage, or would have plans for future development had the Cedar Avenue bridge not existed. Highways have played a major role in allowing suburban areas to develop. To eliminate an existing major trunk highway would certainly affect the way study area residents live. Accessibility Greatly decreased trip opportunities and mobility can be expected if the Cedar Avenue bridge is closed. Many study area firms and residents are so dependent on auto and truck transportation in general, and the Cedar Ave- nue bridge specifically, that the announcement of the bridge's closing could stimulate psychological reactions. This could in turn thrust the Cedar Avenue bridge issue into the top political problem of the area. Consequential pressures could lead to restudies and uncertain actions. 101 Community Services The do nothing solution would have very little imme- diate effect on community services as long as the existing bridge remains in place. School impact would be much as it is now. Police and fire service and emergency vehicle access would also remain unchanged. Churches, hospital accessibility and libraries would be unaffected. A negative impact would occur, however, when the bridge is eventually closed. Possible fire and police service could be adversely affected without this key transporta- tion facility. Emergency vehicle and hospital access would be similarly affected. Area residents would be restricted as to their choice of churches, libraries and other area services. Neighborhoods Since the construction of proposed T.H. 36 is not ex- pected to disrupt study area neighborhoods or geograph- ical areas, not constructing said facility would also not affect the area. The differences to neighborhoods between build and no build is that the residential triangle to be formed in Bloomington by proposed T.H. 36, Cedar Ave- nue and the river would not be formed, and not suffer the isolation previously mentioned. Also, no immediate travel impedance would be encountered due to detours and delays as would occur if proposed T.H. 36 were to be built. However, more importantly, travel impedance would be one of the do nothing alternate's largest nega- tive impacts upon the bridge's closing. All existing and proposed facilities that are expected to carry the traffic diverted from Cedar Avenue require considerably more driving time and mileage (cost) than most study area residents might be willing to make. Fewer trips, shorter trips, car pools and increased usage of other transporta- tion modes would be necessary. Greater dependence on these transportation alternatives would help the present critical traffic needs but as the area further develops, more than this would be needed to serve the demands. Relocation The do nothing alternate will have no relocation im- pacts. In this category, then, the do nothing alternate is more beneficial than any proposed improvement which would require the removal of some dwelling units. 102 SECTION V PROBABLE UNAVOIDABLE ADVERSE ENVIRONMENTAL EFFECTS AND STEPS TAKEN TO MINIMIZE HARM Part A. Natural and Man Made Resources 1. DRAINAGE CONTROL 1. Drainage Control (See Map figure 55) The study area for this project is characterized by rolling terrain. As such, it has many low areas where in- termittent and permanent ponds have formed. These ponds receive precipitation from their own isolated drain- age areas and most of them, at present, have no outlets. As a result, the confined water is dissipated only through evaporation and seepage into the soil. The proposed drainage plan for the portion of the project lying between Federal Interstate Highway (I-35E) 35E and Trunk Highway (T.H.) 13, utilizes much of the areas natural drainage system. It will be basically a sur- face type of drainage plan, which means that precipita- tion falling on the highway right of way would be carried in open ditches to existing and proposed ponds. These ponds will be interconnected by a proposed city storm sewer system that will provide them with outlets. (See Map Fig. 45) During the construction of this project, temporary sediment basins and ditch checks will be built to protect these ponding areas from siltation and other debris. The five existing ponds that will receive highway drain- age, are designated permanent ponding areas in the City of Eagan proposed storm water drainage plan. As such they will collect run off waters from future development in the area as well as from the proposed highway project. Drainage from. the highway proiect alone will not cause flooding of any of these ponds. However, combined with run off from the area's future development, some flooding could occur. Therefore, the Eagan storm water plan pro- poses draining the ponds into the storm sewer to be built as previously mentioned. Water levels would be controlled by placing the outlets at proper elevations. Between Trunk Highway 13 and the Minnesota River, highway drainage will be carried in open ditches to a proposed underground storm sewer. This storm sewer will outlet into permanent pond "B" which will be built as a part of this project. (See Map figure 55) As suggested by Eagan Engineering Consultants, the proposed storm sewer along Cedar Avenue can also be outleted into pond B. Then, nearly all highway run off, as well as that from future land development in the drainage areas along this corridor, will pass through per- manent pond B. All water entering this pond would outlet into Black Dog Creek which flows into the Minnesota River just east of Cedar Avenue. Before entering Black Dog Creek, water in pond B will have to pass through a specially built outlet control structure that would trap all floating chemicals, oils and debris. Pond B will also be designed to function as a sediment pond with the necessary size, length to depth ratio and trap efficiency to effectively settle out silt and other settleable solids. It will be built before the major part of project construction so that it will trap siltration due to erosion both during and after construction activi- ties. (See discussion of alternate drainage plan for Eagan P. 39.) North of the Minnesota River in Bloomington, a per- manent settling pond C will be constructed prior to roadway construction in that area. (See map figure 55). This pond will be constructed like pond B so that it will trap all floating debris and settleable solids. All run off from the proposed project in Bloomington will enter pond C before outletting, through a control structure, into Long Meadow Lake. In addition to highway run off, pond C will collect storm water from a 612 acre area in Bloom- ington labeled "drainage area N" on map figure 55. At present this area drains directly into Long Meadow Lake without settlement or filtration. Another existing 72" storm sewer that drains an area west and east of Cedar Avenue and south of T.H. 494 outlets near proposed pond C. The City of Bloomington has expressed an in- terest in outletting this storm sewer into pond C. This could be done if pond C were made large enough to handle the additional water. With the drainage system as outlined above, nearly all highway run off would stay in a contained drainage sys- tem until it leaves ponds B and C. To help insure that the water leaving these ponds meets all local, state and federal water quality standards, the water in the ponds will be monitored on a continual basis. If a definite pol- lution problem is established by the results of this moni- toring, it would be feasible to connect ponds B and C to the metropolitan interceptor sanitary sewer located in the immediate vicinity. The discharge into the sanitary sewer could be done at off peak periods by using the ponds for storage. Drainage from the proposed bridge over the Minnesota River and flood plain will not be contained in ponds as with other portions of the project. Instead, water will be carried into downspouts that are connected to the bridge piers. The downspouts will discharge onto splashblocks at ground level and then run off water will follow the natural drainage of the area under the bridge. A catastrophic chemical or oil spill is not likely to occur on the bridge over the river and flood -plain given the relatively flat horizontal and vertical curvature that is proposed. However, if a spill should occur, it would be reported to the Minnesota Pollution Control Agency, the Environmental Protection Agency and the U. S. Coast Guard immediately. In all likelihood, such a spill would be contained in Long Meadow Lake•or the surrounding marsh area except during brief periods when the area is covered by floodwaters. If a spill were to occur at that time or in an area where natural containment is not possible, an inflatable boom can be dispatched to the scene. This boom would be used to surround and contain the spilled material so that it can be removed. When containment is achieved the material can be removed by a skimmer, pump, poly mop or by using specially designed absorption pads. A complete "Drainage Report" prepared by the Hy- draulics Section of the Minnesota Highway Department is available on request. 104 2. EROSION CONTROL Erosion and sediment production are problems that affect every type of land disturbance or development as well as untouched, well vegetated areas. The sediment production on this project will be the result of three causes or activities: (Type 1) Natural or Base Erosion — This type of ero- sion is caused by such things as wind, rain, freezing and thawing and other geologic processes. (Type 2) Maintenance or Operation Erosion -- This kind is due to the sand and debris from paved road sur- faces migrating through the storm sewer system or in open ditches to ponding areas. It will occur as a result of road usage and maintenance operations. (Type 3) Accelerated Erosion — This erosion is the result of areas being disturbed and exposed to the ele- ments. It can be caused by man's activities or by natural catastrophies such as floods, tornadoes, earthquakes, etc. Type 1 Erosion has been measured to be as much as 600 lbs. per acre, per year on a grass land vegetative complex.' This type of erosion cannot be practically fur- ther reduced and occurs in the study area at the present time. Grass stabilization on the disturbed areas will mini- mize the effects of natural erosion. Type 2 Erosion, from the paved road surfaces, can be a significant source of sediment production. It has been estimated that it can contribute from Y to 8 lbs. per 100 feet of road curbing per day.2 Considering several years, a significant amount of debris could accumulate in storm sewer systems and eventually in ponding areas. Debris and sediment of this type will be minimized by controlled sanding operations. It would also be reduced by maintenance sweeping crews, by the filtering action of the vegetation within the highway right of way slopes and ditches and by the proposed highway storm water discharge that will flow into permanent sediment ponds B and C. (See map figure 55.) These ponds will be main- tained and dredged if and when necessary. Dredged ma- terials will be kept out of the floodplain and disposed of so as not to cause environmental harm. Type 3 Erosion that will occur during construction, was found to be only a moderate problem. Average predicted erosion for the construction area was estimated to be 55 tons per acre, per year. Estimates further indicate that backslopes, fillslopes and inslope areas make up approxi- mately 40% of the disturbed areas and contribute 80% of the anticipated soil loss. From the high soil loss to area ratio on these slope areas, it can be concluded that stabilizing the critical areas as soon as possible during construction will significantly reduce soil loss and dam- age. In addition, stabilization will be accomplished as construction proceeds by drainage area and earthwork balance points to ensure a minimum of exposed area. 'Dr. L. E. Foote, "Soil Erosion and Water Pollution Prevention", Na- tional Association of County Engineers, (July, 1972) 'U.S. Department of the Interior, Federal Water Pollution Control Administration, "Water Pollution Aspects of Urban Runoff", Water Pollution Control Research Series WP-20-11, (January, 1970) In critical areas, erosion will be controlled through a combination of special installations. These may include permanent sediment ponds, ditch checks, flumes, tem- porary basins, blanket mulch on slopes and noise abate- ment mounds, ditch liners and others. All necessary spe- cialty installations will have to be determined during the detail design stage of the project. No long term erosion problems are anticipated with the construction of the project. A complete "Erosion Control Report" prepared by the Materials Section of the Minnesota Highway Department is available on request. 3. NOISE ABATEMENT The proposed facility will be depressed below the sur- rounding terrain wherever practical and feasible. This, in itself, can provide sufficent noise attenuation in many developed areas. Where this is not feasible or where noise levels would exceed the design noise level, barriers will be considered. (See Figure 39.) The barriers would be constructed using earth mounds, barrier walls or both. Extensive landscaping will be pro- vided to help make them aesthetically pleasing to the motorist and people viewing them from the opposite side. 4. BIOLOGICAL RESOURCES IMPACT ON VEGETATION/WILDLIFE Vegetation and Wildlife — The construction of Cedar Avenue will result in certain impacts which, though the degree may vary with the different alternatives, may be considered as unavoidable. (See Page 52 for Habitats Listing.) 1) There will be a direct loss of some vegetated areas, and the associated wildlife habitat, to the construc- tion activities. This loss may be minimized by locating the highway so as to avoid heavily vegetated areas where such place- ment does not conflict with the other values that the project must maintain. In areas where vegetation is lost to construction, steps may be taken to regain some of the physical and amenity values that have been lost. The pri- mary good that comes from the existence of vegetative ground cover is the stabilization of the topsoil or slope. This value can be maintained through the establishment of a turf covering on those areas which have been dis- turbed during construction. A portion of the amenity values of vegetation can be maintained through the use of landscape material in de- sirable locations. Landscape projects would increase the blending of the roadway into its surrounding and minimize the loss of aesthetic values along the roadside. Neither of these steps, however, would result in re- placing the wildlife habitat which has been lost. The loss of this habitat will result in shifts in the territory size of the smaller animals. Should the population levels be near the site carrying capacity, the small animals will be unable to contract their territory size, and there will be a subsequent lowering of the population levels. 107 2) The loss of wildlife habitat will be somewhat offset by an increase in low shrub species along the edges of construction in wooded areas. These low shrubs usually provide good food and cover for small ani- mals. 3) There will be an area beneath the river -crossing structure which will have little or no direct sun- light_ This area, like the roadsides, can be covered through turf establishment. In this case, however, selection must be limited to vegetative covers which are highly tolerant of shade. (See figures 56 and 57.1 4) Another effect that the proposed highway will have is to alter the habits of some species of wildlife. The existence of a fenced, multi -lane highway, as Figure 56 IMPACT OF SINGLE BRIDGE Figure 57 5) An indirect, unavoidable impact of the project is the loss of vegetation and wildlife habitat through the subsequent land use changes toward more in- tensive uses. There are several ways that this could be mitigated, however, none of the possible steps fall under the jurisdiction of the Highway Department. All these steps would result in the establishment and main- tenance of an open space system. This can be ac- complished through three general methods: (a) a land use control system which has open space and the preservation of natural values incorporated into it (b) an incentive program which makes open space preservation a viable economic alternative (this method includes tax breaks for holding open space in a developing area), (c) a direct acquisition program for publicly owned proposed, will impede normal animal movement. However, this is presently somewhat restricted by the existing Cedar Avenue and other developments in the area. The proposed highway will also increase the potential for large animal -auto collisions due to the higher speeds and increased traffic volumes on the new facility. Minimization — There is no sure way of eliminating the auto -animal collisions along the proposed project. Installation of fencing throughout the project's length will help control animal movement and to some extent encourage animals to cross the proposed highway under bridge structures. In the river valley area where most animal movement will likely occur, the proposed bridge will span the majority of the floodplain thus providing relatively free movement for valley animals. IMPACT OF TWIN BRIDGES open space, either through municipal, state or fed- eral funding, Each of these methods falls under a jurisdiction other than the Highway Department, and the implementation and success of such steps rests with their land use plan- ning goals. 5. LAND RESOURCES STEEP SLOPES Disruption of the bluffs of the Minnesota River Valley is an unavoidable impact of a low crossing of the valley. Flatter grades required by modern highways cannot con- form completely to rolling topography and steep slopes. Therefore, large cuts and long fills are necessary to con- struct a new highway. As discussed previously in the probable impact section the main concerns of steep slopes are for its aesthetic 108 quality and for its contribution to erosion and sedimenta- tion. A description appears in the aesthetic drainage and erosion sections as to the steps that will be taken to minimize the unavoidable impacts. 6. AMENITY RESOURCES SPECIAL FEATURES The abundance of historical, archeological and natural features that lay in the Minnesota River Valley make constructing a highway difficult. All of these features cannot be left undisturbed. However, steps can be taken to lessen their impact. The Minnesota Historical Society has identified pos- sible areas where Indian burial sites may be located in the study area. These sites have been reviewed by rep- resentatives of the Historical Society and the Indian Community. It was agreed that there is no visible, sig- nificant site affected by the proposed improvement. Should remains be uncovered during construction, opera- tions will be delayed to allow for proper reburial. OPEN SPACE UNAVOIDABLE IMPACT No existing 4(f) land will be affected by any of the alternate alignments. However, the new bridge will im- pact proposed recreational trails in the Minnesota River Val ley. The Minnesota River Valley trail proposed by the De- partment of Natural Resources will be benefited by a provision for the trail to be attached to the bridge struc- ture as shown in the sketches of the Cedar Avenue Bridge Crossing in the Aesthetics section that follows. The Bloomington Bluff Trail could, however, be ad- versely affected if it is developed. The proposed earthen fill extending from the toe of the North bluff to Long Meadow Lake would impede recreational movements. The impact of the fill will be reduced by extending the trail along the highway right-of-way to the bridge. At that point crossing under the highway bridge on a terrace constructed above the floodplain will allow free move- ment across this area. This is shown in the sketch on this page. This terrace crossing would not only provide a good recreational link, but would also allow for wildlife move- ment as discussed in the wildlife section. Figure 58 PROPOSED BLOOMINGTON BLUFF TRAIL CROSSING 109 7. AESTHETICS AND OTHER VALUES VIEW OF THE ROAD A roadway cannot be aesthetically satisfying unless it is designed to be as compatible as possible with the existing terrain. It should not appear to be a foreign body in the landscape. Any of the T.H. 36 alternates will visually disturb the natural setting of the Minnesota River Valley. Four dis- tinct areas where this visual impact will exist are the: 1. Scenic valley. 2. Wooded river bluff. 3. Residential neighborhoods. 4. Upland hard woods. Although these areas are interdependent to some ex- tent, they are discussed separately reinforcing the im- portance of each. IMPACT ON SCENIC VALLEY The aesthetics of the river valley crossing will be an important consideration. The proposed bridge will cross the river near the existing bridge but will be larger and higher because of traffic needs and navigational require- ments. The visual impact of the new crossing can be mini- mized somewhat by separating the northbound and south - bound roadways as shown on the adjacent sketch of Alternate 'C-1'. Separate bridges would appear as two threads crossing the valley rather than one solid mass as portrayed in the sketch of Alternate 'C-2'. Alternate 'C-1' which provides space between two separate bridges would give this more pleasing appear- ance but only as long as a future mass transit facility were not constructed in that space. 110 NEN me me ow mu me no me am am am on me mum EN me um EN um o n -ri m o ? r, 2 11 2 > m < Wm —9 03 D 33 33 5 - o < m m n n 33 > 0 r cn —i u) P 2 o -4 m 0 X IA 01 ..1 m - 2 D 0 m 3 WI Do < > 0 m E0 D 0 0 m r 0 2 0 IMPACT ON RIVER BLUFFS Minimization The wooded river bluffs of the Minnesota River Valley are recognized as being very scenic. The transition be- tween wooded slopes and the valley floor is very pro- nounced, especially on the Bloomington side. The pro- posed highway will descend into the valley passing through the bluff and filling to the edge of Long Meadow Lake. This fill will interrupt the visual and physical con- tinuity of the valley and the transition between the bluff and the river valley floor will be diminished. The impact of proposed T.H. 36 will be minimized by limiting the number of trees taken, rounding back the slopes into the surroundings and revegetating the cut areas as quickly as possible. To minimize the impact of the proposed improvement on the bluff -valley transition, care will be taken to naturalize the fill slopes. Variable slopes and plantings will blend the highway into the existing terrain. These measures will improve the scenic quality of the road for the motorist, minimize the potential erosion and will reduce the visual intrusion of the highway. IMPACT ON NEIGHBORHOODS In order to tie into the existing four lane Cedar Avenue in the vicinity of 1-494, the proposed connection must EXISTING CEDAR AVE go through a residential neighborhood in Bloomington. This will interrupt the physical and visual character of the neighborhood. The negative effects of the highway's impact on a neighborhood will be reduced by: 1. depressing the highway. 2. building structures that link the neighborhood to- gether. 3. including landscape plantings where noise walls are proposed to subdue the harshness and size of the walls. 4. advising and encouraging local officials to control land uses adjacent to the freeway so that they con- form to the residential character. IMPACT ON UPLAND WOODS Disturbance to the woodlands near the I-35E inter- change at the southern part of the study area is unavoid- able. The highway standards for grades do not allow for rolling topography and steep slopes without requiring cuts and fills. The visual impact of the highway on the upland woods can be minimized by careful control of the clearing of vegetation during construction. Preservation of the exist- ing woods within the highway corridor adds to the aes- thetic quality of the highway and lessens the cost of revegetation of the native cover with the landscape plan. Figure 61 LANDSCAPE PLANTINGS SCREEN HIGHWAY FROM VIEW & ENHANCE NOISE ATTENUATORS BLOOMINGTON RESIDENTIAL NEIGHBORHOOD VIEW NORTH OF HIGHWAY I N BLOOMINGTON 1 112 STRUCTURES HELP TIE NEtGHEORHDOD TOGETHER DEPRESSED HIGHWAY WITH USE OF NOISE WALLS I6 LANDSCAPE PLANTING HELP SCREEN VIEW OF HIGHWAY :uWunmliin . 17 MINIMIZATION OF VISUAL IMPACT Figure 62 PLANTINGS ENHANCE VIEW Figure 63 BLOOMINGTON EXISTING CEDAR AVENUE MINNESOTA RIVER PROPOSED F38 E VIE TO NORTH FROM UPLAND WOODS 113 LANDSCAPE PLAN The landscape concept was prepared to minimize high- way effects and blend the roadway into its natural set- tings. In addition, the plan attempts to reduce the future roadside maintenance, potential safety hazards, and noise irritation, in order to create a most pleasing, aesthetic, and properly functioning roadway. The following planting principles are positive factors which when incorporated will both physically and/or psy- chologically reduce highway impact and noise irritation for both the motorist and residents. and serve to inte- grate the structure pleasingly into the landscape. 1. As much existing vegetation as possible will be re- tained as existing materials are of high quality, con- sisting of oaks, elms, ash, maples and evergreens. 2. Plant materials are used both in clumps and as specimens to provide interesting and attractive visual elements, thereby serving to lessen negative visual impact of wall. 3. Addition of boulevard plantings (large trees such as ash, maple, etc. with dense heads) on freeway right-of-way, next to frontage road, so as to pro- vide a visual buffer, and a positive visual enhance- ment of the wall structure for both motorists and residents. 4. Mass plantings are used: —to naturalize slope areas and to break monotony of the wall structure on the residential side. For the motorist, plantings should undulate and vary in form so as to create a visually interesting, and safe, travel corridor. —to Integrate bridge structures into the slopes by planting near abutments. These plantings should receive a good mulch of wood chips to reduce maintenance, aid plant growth, and improve ap- pearance. to increase survivability of plant material, as plant material within a mass tends to be more protected from elements. Most damage, if any, should occur on edge. —to provide for more natural forms, lessening visual impact of wall structures planned on the Bloomington site. S. Species of plant material ground covers, shrubs, vines, trees, grasses should be selected to pro- vide food for wildlife, particularly birds. Conditions such as soils, slopes, sun, moisture, orienta- tion, exposure, and drainage vary at each planting site; therefore, special consideration will be given to the selection of plant species at each site to ensure survival. Plants also possess visual qualities such as texture, plant size, form, seasonal color changes, and varying densities, that.will be considered when selecting species. All plants are to be selected as to their tolerance to urban conditions such as exposure to de-icing salts and other urban contaminants, in addition to temperature extremes. Both the motorist and the nearby resident desire an attractive highway; the motorist expects to have a pleas- ing view of the road, and the resident desires to see a pleasant view of the landscape buffer, so as to preserve his property values. With proper plant selection, design installation, and ' maintenance, these values may be achieved. _ The conceptual landscape plan, Figure 64, applies these principles to the proposed T.H. 36 improvements. 114 4°w-0 0 pa�a3u Wr-OWN pp 2 20am apNoa 0F4�° :. 2 a j I f4coo 2 LL J 0 LLQOaw m W F m O-Wz coUIL4 J72ua a W a J W 3Qamr- W W Dame 0LL2 LL Z cp a + W Q W Q W W m Q2Z NQWF 2 QEm O 0 ¢ w O j W m 2 20?W aEU3o 9E AeM46r4 muriq VF z 0 WW Z-+ 8 W�> pFW COa 9 Not'. el LW r 3 o. W 0 0 a c,g I 0 2 al O • 0 0 0 0 H Q E 2 4 2 cc w 7/0 LI Q w 0 j a 0 Q w z 0 co 3 w co 0 co 0 wX Et a 2 a N — Part B. Other Design Features and Construction Methods 1. BRIDGE AND FILL CONSTRUCTION IN THE FLOODPLAIN Spanning the flood plain will be T.H. 36's most sensi- tive encounter with the natural environment. Included in the construction here will be the bridge over the C&NW railroad tracks, the bridge over the Minnesota River and Long Meadow Lake, and the roadway embankment south and north of the river. Certain design features of the two bridges will help minimize their impact on the area. One feature will be the openings under the bridges which will allow wildlife continued freedom of movement. South of the river, openings under the two proposed bridges will have a total or combined length of over 1,400 feet. The main river bridge will have an over -land extension of approximately 1,300 feet, and the bridge over the C&NW railroad track, which also spans a sanitary sewer line, will have an opening of well over 100 feet. Old Cedar Avenue will pass under the extension of the main river bridge and serve as an access road for a private dub and Northern States Power's Black Dog Plant. Wild- life movement across the road will not be hindered, how- ever, as traffic to the two faciNities will be minimal and infrequent. On the north side of the river, the bridge extends about 3600 ft. inland. This added length takes the bridge over Long Meadow Lake and the surrounding marsh land. With this opening, wildlife will be able to continue its movement here also. Another feature of the bridge will.be that the construc- tion materials used will be as maintenance free as pos- sible no painting will be required. This eliminates the possibility of paint chipping and falling into the river or spilling into the flood plain during maintenance opera- tions. Along the approach north of the river bridge, a major problem will be locating stable soil to support the con- struction equipment. Some of the area has been farmed and may be fairly stable. Other areas not cultivated may require a sand blanket of 3 to 5 ft. thickness. Applying the blanket only where needed and using the minimum thickness possible will help minimize the harm- ful effects. Naturalization of the blanket should occur a few years after construction. Such invasive plants as sedge, rush, arrowhead, and willow now grow in the area. These should have no difficulty establishing growth on the new material. A sand blanket or a temporary wooden trestle will also be needed to support construction equipment during the construction of the river bridge over Long Meadow Lake. The shallowness of the lake (average depth 1 foot) rules out using barges to support the construction equipment. The lake would need considerable dredging before it could accommodate barges. (Barges will be used, how- ever, for the bridge construction over the main river channel.) If a sand blanket is used, it will cause less environ- mental harm than dredging. When bridge construction is completed, the sand blanket can be removed. Some sediment would probably be left, but the natural springs in the lake should provide a cleansing action. (See Section V, Par. C-2). Construction of a temporary wooden trestle may prove to be feasible for this operation. If so, it will be used since it would cause the least environmental harm of any method. South and north of the river, construction of the road- way will require embankment fill. Areas with unstable soils or peat will first have to be excavated down to stable materials. The excavated peat and organic soil will be used as slope -dressing and noise attenuation mounds wherever needed along the overall project route. To keep it from entering the water bodies, the excavated material will be removed from the valley area, placed in a diked area or consolidated under the fill slopes. During construction, potentially harmful materials such as gasoline and oil will be kept in confined areas out of the flood plain to prevent any spillage from entering the water bodies. 2. BORROW PIT TREATMENT Sites outside of the construction limits may be needed for fill material. Upon completion of the project, these sites will be left neat and as near a natural condition as possible. Restoration will include cleaning, shaping, re- placement of topsoil, and establishment of vegetative cover on all areas disturbed by construction operations. 3. CONSTRUCTION PLANTS If a hot mix paving plant or similar operation is re- quired for this project, local air pollution requirements will be adhered to. Water containing sediment from ag- gregate wash operations will be treated to the extent that the final sediment content will be no more than that of the stream in which it will enter. Wash water or wastes from concrete mixing operations will not be allowed to enter live streams. All applicable regulations of pollution control and fish and wildlife agencies relating to prevention and abatement of pollution shall be com- plied with in the performance of the contract work. 4. POLLUTION CONTROL DURING CONSTRUCTION Precautionary measures will be utilized during the con- struction of this project to prevent air and water pollu- 117 tion. Controls over contractor's construction operations will be provided by the Minnesota Department of High- ways' "Standard Specifications for Highway Construction" and other regulations in effect at the time of construc- tion. Additional controls relating to the prevention of air and water pollution will be included in the contract. These specifications and special provisions will include the following: The Engineer will have authority to limit the surface area of erodible earth material exposed by clearing and grubbing, excavation, borrow and fill opera- tions and to direct the contractor to provide immediate permanent or temporary control measures to prevent contamination of adjacent streams and other water courses, lakes, ponds, and areas of water impoundment. Cut slopes will be seeded and mulched as the excavation proceeds to the extent considered desirable and prac- ticable. The contractor will be required to incorporate all per- manent erosion control features into the project at the earliest practicable time. Temporary pollution control measures will be used to correct conditions that develop during construction that were not foreseen during the design stage; that are needed prior to installation of per- manent erosion control features; or that are needed tem- porarily to control erosion that develops during normal construction practices, but are not associated with the permanent control features on the project. Some ex- amples of temporary control devices are mulches, slope drains, dikes, sediment basins, and turf establishment. Temporary grasses will be quick growing species suitable to the area, that will provide temporary cover but will not later compete with the grasses sown for permanent cover. Where erosion is likely to be a problem, clearing and grubbing operations will be so scheduled and performed that grading operations and permanent erosion control features can follow immediately thereafter if the project conditions permit; otherwise, temporary erosion control measures may be required between successive construc- tion stages. The engineer will limit the area of excavation, borrow and embankment operations in progress commensurate with the contractor's capability and progress in keeping the finish grading, mulching, seeding, and other such permanent erosion control measures current in accord- ance with the accepted schedules. Should seasonal limi- tations make such coordination unrealistic, temporary erosion control measures will be taken immediately to the extent feasible and justified. For example, if river bridging work is stopped for the winter, the exposed cuts or fills for approaches will be riprapped to protect against erosion during spring run off and resulting high water. The engineer may increase or decrease the amount of surface area of erodible earth material that may be ex- posed at one time by clearing and grubbing, excavation, borrow, and embankment operations, as determined by his analysis of project conditions. For example, two sep- arate areas could be opened simultaneously if two fleets of equipment were available. Part C. De-icing Chemicals 1. POTENTIAL HARM Minnesota highway winter maintenance operations have commonly included the use of salts (sodium and calcium chlorides) for ice control on primary highways. The pro- posed T.H. 36 improvement will be a primary highway and as such will receive salt treatment to achieve a level of maintenance consistent with public demand. Information available indicates that de-icing salts can have a detrimental effect on surface and subsurface water quality and the soil and vegetation near roadside areas. Published data indicates that most salt is con- tained in the snow within 10 feet of the road surface.; The effects of salt are generally localized and not sig- nificant beyond 30 feet from the edge of the pavement. Water volume is usually small in this area and dilution is not always sufficient to prevent high salt concentra- tions. Larger bodies of water and rivers are not signifi- cantly affected by de-icing salts since the concentration is so low.' The potentially harmful effects of high salinity levels on marine life are dependent on criteria other than salt as well. Such things as the oxygen supply in the water, the temperature, length of exposure, the rate of salt con- centration increase and the concentration and nature of other chemicals in water. Most plant species are more vulnerable to injury from de-icing salts than are animals, since plants cannot readily expel excess salt. Grassy plants adjust more readily to higher salt concentrations than do woody species and therefore, are more tolerant of de-icing salts. Injury to woody plant species occur either through salt spray or absorption by the root system. The cumulative effect of salt is not fully understood, although it is known that some species of woody plants are more tolerant of salt concentrations than others. 2. ACTIONS TO MINIMIZE HARM The Minnesota Highway Department will take the fol- lowing actions to minimize harm from de-icing salts: 1. Use the most salt tolerant turf species in the areas adjacent to the pavement. 2. Include the most salt tolerant woody plants for the essential near -roadway plantings. 3. When precipitation begins, under certain atmo- spheric conditions, the application of de-icing chemicals will prevent the bonding of snow and ice to the pavement surface. Much less salt is then needed to obtain a dry pavement condition. 'F. F. Hutchinson, "The Influence of Salts Applied to Highways on the Levels of Sodium and Chloride ions Present in Water and Soil Samples", Project Completion Report, (1969) 'G. H. Brandt, "Potential Impact of Sodium and Calcium Chloride De- icing Mixture on Roadside Soils and Plants'', Highway Research Record No. 425, (1973) 118 4. Efforts have been made and will continue to find ways of reducing the amount of salt used to keep our highways safe for winter driving conditions. A salt moni- toring and reduction program has resulted in a 42% decrease in salt usage based on a five year average.' Fur- ther reduction has been accomplished by using more effi- cient mixing and spreading methods. The quantity of salt required can also be reduced by using a combination of Ca CI, and Na Cl. (Calcium and Sodium Chloride) This combination will also decrease the potential for en- vironmental damage, particularly to the physical proper- ties of soil.' 5. Salt and salt -sand stockpiles will be covered and kept away from ponds, wells, water supplies and drainage ways. 6. Implementation of the drainage plan as described in "Part A" of this section will be very beneficial. This plan will help confine highway drainage to the ditches, ponds and storm sewers that are planned to contain and carry it to settling ponds "B" and "C". From these ponds, drainage water will flow into Black Dog Creek and Long Meadow Lake respectively. (See Map Figure 55) The plan is designed so as to keep water moving through the drainage system as much as possible. This will provide a flushing action thus preventing a buildup of de-icing salts in the lake, creek and ponds that are a part of the system. Any de-icing compounds that enter Black Dog Creek or Long Meadow Lake will be flushed out by the natural system that exists in the floodplain. Water from Black Dog Lake flows continuously through Black Dog Creek thereby providing a perpetual flushing action. Long Mead- ow Lake is flushed by two natural methods: 1. High water data obtained over the 20 year period from 1951 through 1971 indicates that the lake was flooded over 16 times. Therefore, during this time, the lake was flushed by floodwaters 3 out of every 4 years on the average. 2. During periods of low flow on the Minnesota River, underground springs and other discharge waters entering Long Meadow Lake cause the lake's water to flow into the river through a control dam at a continual rate of about 8 cubic feet per second." Given the approximate volume of water in the lake (51 ,750,000 cubic feet)7 this means that it has a complete change of water about every 75 days. It can be concluded that de-icing chemicals will not accumulate in the lake because they will be flushed out by flooding, by ground water discharge or both. 'P. L. Chandler and D. S. Luoto, "Managerial Aspects of a Chemical Reduction Program", Highway Research Record No. 425, (1973) "Minnesota Highway Department, District 9, 1973 Measurements 'Minnesota River Watershed District, "Over All Plan", (1973) Part D. Fertilizers and Pesticides Use of Fertilizers The Department makes use of commercially available granular fertilizers in reestablishing the ground cover disturbed in construction. No urea, gaseous, or liquid fertilizers are used. These granular fertilizers are mix- tures of compounds of nitrogen, phosphorous, and potas- sium. On new construction projects, topsoil to be used is analyzed for fertility, texture and PH. The type and application rate of fertilizer is based on the soil defi- ciencies. Fertilizer which is leached out of the topsoil by heavy moisture is generally the excess above what can be util- ized by the soil and plant life. Since the amount of fer- tilizer placed on the topsoil is matched to soil deficiencies shown by test results, leaching of fertilizers into ground waters should not be significant. Mulching is generally used with fertilizer application. This further prevents movement, through leaching action, into ground waters. Such an effect, when it does occur, is localized. The use of fertilizer which is matched to the topsoil promotes the establishment of a dense, vigorous turf in a minimum length of time after ground exposure during construction. This minimizes erosion, sedimentation in natural waters, and conserves moisture for plant use. In summary, it is felt that contamination of natural waters by highway fertilizers is not significant, whereas the prevention of erosion and sedimentation which is a direct result of their use is extremely desirable and bene- ficial. Use of Pesticides Herbicides are used in highway maintenance operations in specific problem areas to kill noxious weeds and brush growing within the safety clear zone as required. Pri- marily two herbicides are currently used. They are 2, 4-D and 2, 4, 5-T which are formulated into an anti -drift emulsion. Highway rights of way are not treated in a continuous manner. Instead, spot spraying is the normal procedure, only in specific problem areas. An invert sprayer is used to control wind drift and no spraying is done on days where wind velocity could be troublesome. Benefits derived from herbicide usage include mainte- nance of roadside beauty, more effective erosion control (grasses grow more readily upon removal of noxious weeds, etc.) and reduction of accident potential (involv- ing wildlife) by removal of tall weeds and brush alongside the roadway. A soil residual called "Urox" is currently used to eliminate plant growth in areas that cannot be readily mowed such as around guardrail. Because this compound represents a hazard to plant growth beyond the treated, area, it is mixed and sprayed with MC-250, a medium curing cutback asphalt. Due to the stickiness of this mixture, spread of this material by run off is prevented. The MC-250 also prevents erosion of the soil from which the plant growth is removed. 119 Although the use is a rare occurence, insecticides and fungicides are used in instances where no other method of insect or disease control has proven effective. These chemicals, which present a potential hazard to the en- vironment, are used only in specific areas where infected trees represent a danger to neighboring trees. Avoiding their use, however, would present a much greater hazard. Sanitation cutting (removing infected trees, dead or infected limbs, etc.) is used more than treating with insecticides, fungicides, etc. The results are more per- manent since they remove the source of the problem. A typical example of a current use of these chemicals is the use of "VaPam" to control and prevent the spread of Dutch Elm Disease. This is usually done by drilling holes in the ground at the base of the tree and inserting the compound in the holes. The Highway Department is represented on an En- vironmental Quality Council Task Force which conducts an ongoing review of pesticide usage. Part E. Relocation Assistance for Displaced Families Families' displaced by the highway will be relocated in the same general neighborhoods if possible. It is the pol- icy of the Minnesota Highway Department that: a. No person shall be displaced by its construction projects unless and until adequate replacement housing has already been provided for or is built and has been made available to all affected persons regardless of their race, color, religion, sex or national origin. b. That services and payments shall be provided all relocatees within the limits of laws and administrative procedures established by the State. c. To the greatest extent practicable, no person law- fully occupying real property shall be required to move from his dwelling or to move his business, farm operation or non-profit organization without written notice of at least 90 days prior to the date such move is required. Relocation assistance will be provided by the Minne- sota Department of Highways. Each family displaced will be contacted by a relocation advisor who will help find housing that meets the requirements of "decent, safe and sanitary" and explain the payments for which the displaced families are eligible. A preliminary survey indi- cates adequate replacement housing is available. Relocation Payments Include: 1. Replacement housing payment or rent supplement 2. Moving expenses 3. Closing costs 4. Interest differential 5. Appraisal fees A more detailed explanation of the relocation as- sistance and payments available are presented in 2 book- lets entitled "Relocation' Assistance" and "Minnesota Highways and Your Property." 120 SECTION VI THE RELATIONSHIP BETWEEN LOCAL SHORT-TERM USES OF MAWS ENVIRONMENT AND THE MAINTENANCE AND ENCHANCEMENT OF LONG-TERM PRODUCTIVITY Part A. Short Term Effects Short term effects of the proposed improvement would include the displacement of homes and businesses and the disruption of established access patterns to drivers and pedestrians. There will be an alteration of the topography and a loss of some vegetation and wildlife habitat. A short term loss in the tax base of the communities in- volved will occur as a result of right of way acquisition. Part B. Long Term Benefits Long term benefits of the improvement would include a decrease in traffic congestion and improved accessibility for the area. This in turn, will encourage residential, commercial and industrial growth and provide people with a wider array of cultural, social, economic and employ- ment opportunities. New tax base created by the expected growth will more than offset the short term losses due to right of way acquisition. This will be a long term benefit to the communities involved, especially those south of the Min- nesota River. The availability of a high standard freeway will help to eliminate traffic on local streets making for a more desirable and safer neighborhood environment. Accident records on old Cedar Avenue compared with those on the freeway portion of T.H. 36 north of 1494 show that we can expect that the proposed improvement will also be safer for trunk highway traffic. 122 SECTION VII IRREVERSIBLE AND IRRETRIEVABLE COMMITMENTS OF RESOURCES Part A. Land Commitment Highway facilities commit land to a use that is diffi- cult to change or reverse. The land that will be used for this project will be considered permanently committed to a transportation corridor. Part B. Surface Resources Surface resources such as trees, forage, animal habitat, developed and undeveloped land etc. will generally be irreversibly committed to the project. Part C. Manpower and Materials The manpower, money, fuel and contruction materials used in the design, construction and maintenance of the facility, will be irretrievable. 124 SECTION VIII APPENDIX In January, 1972, the M.H.D. mailed letters to 13 local agencies asking for any comments, recommendations, or criticism which they felt were important environmental considerations for the Cedar Avenue project. Of the 13 agencies, 6 replied. The following agencies replied: Hennepin County Minnesota Pollution Control Agency Burnsville Bloomington Lower Minnesota River Watershed District Metropolitan Council The following agencies did not reply:" Bureau of Sport Fisheries and Wildlife Environmental Protection Agency Minnesota Historical Society Department of Housing and Urban Development Department of Natural Resources City of Eagan Dakota County SUMMARY OF COMMENTS Hennepin County 1. Depress T.H. 36 through residential areas. 2. Compare level of emissions from existing and pro- posed T.H. 36 for air quality. 3. Study the exological impact of crossing the Min- nesota River, Long Meadow Lake, and adjacent marsh. Minnesota Pollution Control Agency 1 Minimum pollution of Minnesota River and other waterways. 2. Take precautions against destroying wild life in marsh community. Keep disturbance to a minimum. 3. Comply with water quality standards, by trying to avoid turbidity, by stabilizing the slopes, and by using a curtain. 4. Avoid filling in areas containing standing water and maintain existing water ways. 5. Place the proposed bridge as close to the existing bridge as possible and maximize the length of span. 6. Give special attention to the control of chlorides used in de-icing roadway surfaces. 7. Prevent oil, gasoline, and other hazardous materials used during construction from reaching the marsh or river. Burnsville 1. Adopt recognized standards of good engineering design, taking into account aesthetics, environment, and social considerations. Bloomington City Engineer 1. T.H. 36 will intercept a 66" storm sewer which runs to the Minnesota River. 2. The large cut at old Shakopee Road may affect the ground water for a considerable distance. 3. Coordinate this project with a sanitary sewer inter- ceptor which parallels the project. Consider con- structing a trunk sewer adjacent or in the right-of- way between 84th St. and 90th St. to eliminate a lift station operation. 4. Consider the effect on the level of Long Meadow Lake. 5. Acquire right-of-way as soon as possible. (Develop- ment and utility construction has been delayed pending construction.) Natural Resources Commission (Bloomington) 1. The bridge must not increase the flood elevation more than 0.1'. 2. The bridge must not impede or restrict the move- ment of wildlife. 3. Roadway and bridge run-off must be controlled and treated to conform to water quality standards. 4. Minimize the impact of noise. 5. Landscape the right-of-way to blend with the sur- roundings. The presence of the structure should not lend itself to continuing destruction of the adjacent area. 6. Estimate the probable tonnage of siltage which will occur during construction, evaluate its effects, and determine how these effects can be reconciled with the water quality standards. 7. Evaluate the effects of traffic, noise and pollution on adjacent areas. 8. Evaluate, consider, and provide guidelines for using the roadway for a mass transit system. 9. Study the idea of an open trestle supported bridge. 10. Consider the possible harmful effect on the ground water caused by the excavation on the northern bank and by the piling and other excavation in the river valley. Department of Community Development, City Planning Division (Bloomington) 1. Adopted the Eastern Area Land Use plan and recommended a pedestrian crossing between 86th St. and 90th St. 2. Consider the storage of flood waters, the move- ments of wildlife, recreational development, pro- tection of flora and fauna, and effects of noise. 3. Roadway Design Consider 400 feet right-of-way width, depressed roadway, 4 fluid lanes, provisions for a fixed guideway transit system, appearance, bridges (fill or span), elevation above 100 year flood level, pedestrian crossings on bridges, Col- lector Distributor systems, and buffering with the use of landscaping and earth berms. Lower Minnesota River Watershed District 1. Design the Minnesota River Bridge maximum open structure economically feasible. *Although these agencies did not reply to the letter inquiry, most have contributed information during subsequent stages of the EIS preparation. Their contributions have come through meeting or per- sonal interviews, 126 Metropolitan Council 1. Consider the proposed DNR trail system. 2. Consider provisions for people to cross under the freeway and for a pedestrian lane on the bridge. 3. Consider where construction material will come from and measures to control excavation and rec- lamation of excavation areas. 4. Consider measures to minimize pollution and other effects caused by dredging of the river. 5. Consider measures to minimize the effects of rock blasting. 6. Consider provisions to prevent pavement de-icing salts from entering the Minnesota River. 7. Design and construction of the bridge and freeway should minimize the potential for flooding and sil- tation. 8. Six lanes is a minimum required to cope with the traffic volumes. 127 MINNESOTA POLLUTIdN CONTROL AGENCY 1935 W. County Road 82, / Roseville, Minnesota 55113 612-6g6.740 296-7373 May 13, 1974. Mr, Ray Lappegaard, Commissioner, Minnesota Department of Highways, State Highway Building, St. Paul, Minnesota, 55155. Dear Commissioner: The Minnesota Pollution Control Agency's Division of Air Quality has reviewed the air quality report on the pro- posed improvement of 5.2 miles of T.H. 36 from I-35E to I-494. Based on data supplied by your Department to the Pollution Control Agency, construction and operation of the proposed project will not jeopardize air quality standards affecting vehicle emissions. Your continued cooperation in assessing air quality impli- cations of planned highway projects is appreciated. Thank youo GJM/rmg Si erel yours, GRANT J1,''IERRITT Executive Director 128 AN EQUAL OPPORTUNITY EMPLOYER M I N N ESOTA HISTORICAL SOCIETY Fort Snelling Branch (Building 25), Fort Snelling, St. Paul, Minnesota 55111 • 612-726-1171 July 15, 1974 Mr. C. P. Kachelmyer Preliminary Design Engineer 612E, Highway Building St. Paul, Minnesota 55155 Subject: S.P. 1925, T.H. 36 South of Minnesota River Dear Mr. Kachelmyer: Field surveys in the vicinity of projected alternate corridors for the above referenced project indicate that archaeological materials within the project area have been disturbed too severely to warrant preservation. As indicated on the Minnesota Highway Department blue line print of the relationship of alternate corridors for T.H. 36 and their relation- ship to the "Unique Features" in the study area (Exhibit A), all three projected alignments pass through site 21 DK 8 in NW4, Sec. 19, T27, R23 (Exhibit B). This site, however, has undergone devastating damage in the intervening years since the group of 104 prehistoric burial mounds was recorded in 1881 (Exhibit C). Highway and industrial construction, coupled with gravel mining and extensive long-term cultivation, have served to totally obliterate all visible evidence of this once extensive archaeological site. The poor state of preservation of site 21 DK 8 precludes inclusion of this site on the National Register of Historic Places. Therefore, no historic or prehistoric sites of present or potential National Register quality are seen to exist within the corridor areas indicated. Since some scattered subsurface vestiges of the mounds may remain, however, it is the position of the Minnesota Historical Society and the Minnesota Indian Affairs Commission that the Highway Archaeologist must be present when initial grading is carried out on this project. Therefore, it is requested that the Highway Archaeologist and the M.I.A.C. be kept informed of developments on this project and that provisions be made to allow for review of initial grading operations and possible removal of any human remains for reburial by the local American Indian Community. Sincerely, Elden Johnson, State Archaeologist ssell Fridley State Historic Prese to' Off ce Foun ec 14 fie oddest institution in the state 129 130 SECTION IX COMMENTS RECEIVED ON THE DRAFT E.I.S. AND PUBLIC HEARING INDEX OF COMMENTS RECEIVED D.E.I.S. Page Part A. Introduction 133 United States Environmental Protection Agency 135 United States Department of Agriculture 136 United States Department of Transportation (TES) 136 United States Department of the Interior 137-140 United States Department of Health Education and Welfare 141 United States Department of Commerce 142-143 United States Coast Guard (2nd District ) 143-144 United States Corps of Engineers (St. Paul District) 144 Minnesota Department of Natural Resources 145 -147 Metropolitan Council 147-149 Metropolitan Transit Commission 150 -151 Minnesota Zoological Garden 151 -152 Lower Minnesota River Watershed District 153 Dakota County Board of Commissioners 154 Hennepin County Director of Public Works (County Engineer) 155 Bloomington City Council 156 -157 Bloomington City Engineer 157 -160 Bloomington City Planning Commission 160 -161 Bloomington Natural Resources Commission 162 -164 Concerned Citizen of East Bloomington 165 -169 Burnsville Environmental Council, Inc. 169 -170 Eagan City Council 171 -172 Eagan City Engineer 173 Apple Valley City Council 174 Minnesota Public Interest Research Group 175-177 Minnesota Historical Society 177 Part B. Public Hearing Comments and Questions 178 1 1 132 INTRODUCTION This section contains reproductions of the comments received on the D.E.I.S. (or summaries thereof). They have been placed in the same order as they appear in the summary sheet on Page VI. Substantive comments have been assigned letter designations which also appear in the subsequent discussion of their disposition. The summary and disposition of substantive socio-economic environmental and other comments made at the December 1974 public hearing appear at the end of this section. There are no known unresolved environmental issues. 133 Part A — D.E.I.S. Comments A rB D E A '4, UNITED STATES ENVIRONMENTAL PROTECTION AGENCY REGION v 230 souTH DEARBORN srREET c HICAGo. ILLINOIS 60604 Mr. Paul G. Velz Road Design Engineer Department of Highways State of Minnesota St. Paul, Minnesota 55155 Dear Mr. Velz: As requested in your letter dated October 17, 1974, we have completed our r of The Draft Environmental Impact Statement (EIS)for T.H. 36 (CedarAvenue)from The proposed junction of I-35E to 1-494 i Hennepin and Dakota Counties, Minnesota. We have classified our comments as Category ER-2. Specifically, environmental talreser- vations concerning the project's effect o n-ceddevelopment and the crossing eof marsh lands of the MinnesotaRiver; further, we believe additional information rmation should be provided to more fully assess the total projectimpact. The classification and date o m uenu will be pudlished in the Federal Register accordance with our responsi- bility under Section 309 of the Clean Air Act- TO e public of our views on proposed Federal actions. We offer the following comments for your use in preparing The Final E15. AIR We believe the proposed project provides increased accessibtli0y to the Minneapolis - ST. Paul central business districts (CBD) while at The s .e time promoting the automobile as the main mode of transportation. As stated in the EIS, o r 91% ofthe study area residents drive their automobiles to work, a good portion of which may c mmute To The CBD. In view of the above, the EIS should discuss This project's compatibility with Minnesota's ability TO achieve The n e ary reductions in carbon monoxide to meet Federal Air QualityStandards In the CBD. WATER We commend the Department of Highways on the planned drainage systemnand monitoring program designed for the proposed road- way. It should be noted That The proper permits should be obtained before construction of the drainage system begins. The - 2 - potential of flood waters reaching ponds B and C should be discussed in the EIS and the resulting water quality impacts thoroughly evaluated. The EIS states (page 39) that The proposed drainage system will utilize eight pond- ing areas; the current use of these areas should be explained. The EIS indicated fill will be required from the bluff area r Bloomington to the edge of Long Meadow Lake. A similar estimate of the extent of fill required for the southern terminus of the bridge as s well a approxi- mate location of the fill area shouldalso beprovided. Fill areas should be stabilized to prevent silting of wet- lands and adjacent waters. Sufficient culverts should be used in fill areas so that surface and ground water flows are not disrupted and To prevent excessive silting of marsh areas from low velocity backwaters. A program of immediate debris removal should be carried out when the existing Cedar Avenue bridge is razed to pre- vent the accumulation of unsightly and potentially polluted debris from entering the river and Long Meadow Lake. Pro- visions should be made for the proper disposal of all solid waste. All a along the banks disturbed by bridge removal should be immediately restored to prevent erosion. NOISE The EIS should stale the traffic volume and percent of ;rucks that were used in performing the nomograph noise analysis. It should be noted that the NCHRP Report No.117 noise pre- diction method (also recommended in PPM 90-2) uses correction factors for depressed highway sections, shieldingetc. end therefore, may provide a more accurate estimate of predicted noise levels. We commend the Department of Highways' utilization of noise s barriers to bring residential areas affected by exce si noise into compliance with the 70 dBA standard. The EIS should state specifically if all existing noise sensitive areas adjacent to the proposed roadway will bebroughr into compliance with the applicable standards. We suggest that buffer areas be obtained i such a mentioned o page 17 of the Noise Analysis Report where s futue incompatible land development is anticipated to occur. G GENERAL The E15 should determine the effects of the proposed 1-494 bridge on the T.H. 36 project. It should be explained in the EIS if the estimated traffic volumes listed on page 6 take into consideration the proposed 1-494 bridge. If construction of the 1-494 bridge would reduce traffic volumes on T.H. 36, further consideration should be given to the necessity of freeway standards for the proposed high- way segment and to upgrading the existing T.H. 36 align- ment as a project alternative. Attention should be given n theEIS to the total environmental impact of The inter - reaction of the two proposed river crossings. We believe that the proposed T.H. 36 will encourage suburban sprawl south of the Minnesota River. While the EIS indicates that the Cedar Avenue project will open "the door for increased development", a complete discussion of the resulting environmental impacts on the project area due to induced development should be included in the EIS. In this same regard, the compatibility of the proposed project with Section 2, Subdivision 2 of the 1973 Minnesota Environ- mental Policy Act (as follows) should be discussed: "Subd. 2. In order to carry out the policy set forth in this act, it is the continuing responsi- bility of the State government to use all practi- cable means, consistent with other essential con- siderations of State policy, to improve and coordinate State plans, functions, programs and resources to the end that the State may: . . . (c) Discourage ecologically unsound aspects of population, economic and technological growth, and develop and Implement a policy such that growth 'occurs only in an environmentally acceptable manner; . . . (1) Practice thrift in the use of energy and maximize the use of energy efficient systems for the utilization Of energy, and minimize the environ- mental impact from energy production and use. we appreciate the opportunity to review this Draft EIS; please end us two copies of the Final EIS when it Is filed with the Council on Environmental Quality. Sincerely yours, i aret tet EUr Donald A. Wallgren Chief Federal A<tivities Branch 134 RESPONSE TO ENVIRONMENTAL PROTECTION AGENCY Based on comprehensive Origin -Destination studies, a relatively small percentage (16%) of the Cedar Avenue traffic goes to the Minneapolis Central Business District (C.B.D.). The average trip length for those vehicles that Awill use the new highway is 4.87 miles, while the project is over 10 miles from the Mineapolis C.B.D. As shown on page 128, the May 13, 1974, letter from the Minnesota Pollution Control Agency states: "Based on data supplied by your department to the P.C.A., construction and operation of the proposed project will not jeopardize air quality standards affecting vehicle emissions. rPonds B & C will both be located above previous high water elevations (717.5 feet during the 1965 100 year flood) However, the floodplain protection elevation established by controlling agencies is elevation 720 (except Bloomington which is elevation 722). If the 720 elevation is reached it would flood pond B but not pond C which will be several feet above the 720 elevation. If such a flood were predicted, Pond B could be cleaned of debris prior to flooding. Permanent diking of Pond B is also being considered to protect it from flooding. However, the flooding of Pond B would not have Ba measurable impact on the water quality of the river if it did occur. Additional siltation picked up from the pond during times of flooding will be insignificant in relation to the heavy silt load that the river naturally picks up throughout its normal course. The existing ponds proposed as part of the drainage system are currently utilized as storage for local runoff and have been designated by the City of Eagan to be part of their storm water system. See page 39 for discussion of an alternate drainage plan in Eagan. The fill area immediately south of the river bridge will extend to a point approximately 300 feet south of where proposed Alternate C crosses existing Cedar Avenue. (See page 117). CFill slopes will be stabilized as quickly as possible to prevent erosion and siltation into the adjacent waters. (See page L'°71 Adequate culverts will be installed under fill areas to prevent disruption of natural water flowage. Minnesota Highway Department Standard Specifications for Highway Construction will be applied during bridge Dremoval operations. Other special contract provisions will also insure proper removal and disposal procedures to protect the river and floodplain area. rThe traffic volumes and truck percentages for noise predictions are given in the Minnesota Highway Department System Planning and Analysis Reports numbered M114 and S119. A "Transportation Planning Report" published August, 1974 gives additional information. These documents are public information and are available on request. The traffic Evolumes used for predicting noise levels vary considerably depending on which one of the many segments that is analyzed. While it would be difficult to list all of the specific volumes used we can say that the two way average daily traffic (A.D.T.) varies from 24,000 vehicles near proposed I-35E to 63,000 vehicles near 1-494. Truck percentages vary from 4.6 to 5.4. The nomograph method was used to predict the probable areas where noise attenuation will be needed. However, the N.C.H.R.P. Report No. 117-141 will be used for the specific design of the noise walls and mounds. FNoise sensitive areas adjacent to the proposed roadway will be brought into compliance with applicable standards. The more specific and comprehensive analysis for construction plans may show some exception to this, but no excep- tions are anticipated at this time. Traffic volumes predicted for proposed T.H. 36 already reflect the proposed 1-494 bridge and assume that both GT.H. 36 and I-494 are built as a part of the overall transportation system. The impacts of 1-494 will he addressed in a separate E.I.S. We agree that this action will promote increased growth in the immediate area and perhaps beyond. However, this growth has been considered by the Metropolitan Council as shown in their publication, the "Metropolitan Develop- ment Guide." The Council has given the T.H. 36 corridor a major route classification ( Intermediate Arterial) to support existing and planned development. The anticipated growth has also been planned for by all communities that u are directly involved. T.H. 36, as proposed, is one of many improvements that are proposed or already built to support n the existing and planned development. The project lies totally within the Metropolitan Urban Service Area where the Metropolitan Council has established that complete urbanization has or will come to pass, and is consistent with State and local plans. The proposed highway will serve the anticipated growth in the area and will function as a major route for the existing Metropolitan Airport and Sports Center. It will also serve the Minnesota Zoological Garden that is under construction just south of the project area. The proposed improvement of T.H. 36 is necessary to serve the transportation needs and at the same time promote the socio-economic well being of the southern metropolitan area. 135 UNITED STATES DEPARTMENT OF AGRICULTURE FOREST SERVICE NORTHEASTERN AREA. STATE AND PRIVATE FORESTRY 6816 MARKET STREET, UPPER DARBY. PA. 190B2 215-597-3770 Mr. Paul G. Velz Road Design Engineer Minnesota Dept. of Highways St. Paul, Minnesota 55155 L Dear Mr. Velz: 8400 December 11, 1974 Re: 330; FHWA-Mn-EIS-74-04-D We have reviewed the above Draft Environmental Statement for Trunk Highway 36 improvements and Minnesota River bridge. The effects on vegetation and mitigation measures are adequately described. We appreciate the opportunity to review and comment on the Draft. ALFRED H. TROUTT Assistant Director Environmental Protection & Improvement Farm DOT F I320.1 (l-7) UNITED STATES GOVERNMENT l%'Iemorat/dum MINNESOTA FHWA-MN-EIS-74-4-D Draft Environmental Impact Statement: Highway SUMECT: Projects M 5405() and M 5409, Dakota and Hennepin Counties FROM Director, Office of Environmental Affairs To E. Dean Carlson FHWA Division Engineer St. Paul, Minnesota DEPARTMENT OF TRANSPORTATION OFFICE OF THE SECRETARY DATE January 3, 1975 In reply refer for TES-70 We appreciate the opportunity to review and comment on this draft environmental impact statement. We have no specific comments to offer on the statement. We look forward to receiving the final environmental impact state- ment, including the comments received from other public agencies and the general public on the draft statement. Martin Convisser cc: Regional Federal Highway Administrator 136 ER 74/1355 United States Department of the Interior OFFICE OF THE SECRETARY NORTH CENTRAI. REGION BXXXITE KIUMExAXXXXXRRET XXVXXXXXXRAXXIMIxiCKNI 230 South Dearborn St., 32nd Floor Chicago, Illinois 60604 December 23, 1974 Mr. Paul G. Velz Road Design Engineer Department of Highways State of Minnesota St. Paul, Minnesota 55155 Dear Mr. Velz: This responds to your October 17 request for Department of the Interior review and comment on the environmental impact statement (EIS) for Trunk Highway 36 (Cedar Avenue) in Dakota and Hennepin Counties from Interstate 35 E in Eagan to Interstate 494 in Bloomington. We have reviewed the draft EIS in our area of expertise and jurisdiction and have the following comments: GENERAL This statement was nicely done. It is well Laid out, contains good graphics and is easy to read. While the statement indicates that bridges for this project would be designed to minimize flood hazards, the statement does not specifically evaluate flood hazards in compliance with Presidential Executive Order 11296. This Order directs that flood hazards be evaluated when planning the location of federally -financed or supported new facilities such as highways. FHWA Federal -Aid Highway Program Manual, Vol. 6, Chapter 7.3.2 implements this Executive Order. The flood hazard evaluation should be based on the three types of highway design which could be used, i.e., on embankments, viaducts, or a combination of both fill and structure. This important information about potential environmental impacts of the project on the floodplain should be included in the statement. Construction of this proposed transportation facility across the Minnesota River will require a permit from the U. S. Coast Guard in accordance with the 1899 Rivers and Harbors Act. This permit will be required whether the project is constructed as an elevated bridge or on a fill type roadbed. E F G H D Under the authority of the Fish and Wildlife Coordination Act (48 Stat. 401, as amended; 16 U.S.C. 661 et seq.) the Department of the interior reviews Federal permit requests for proposed work in the navigable waters of the United States. Pursuant to these requirements, the U. S. Fish and Wildlife Service will review the permit application and make recommendations to the Coast Guard concerning the project. Based on what we know of the project now, we will most likely make the following recommendations at the time the Coast Guard sends the permit application to us for review: L. If the bridge structure is to be elevated, we would concur with the six lanes as outlined in. the EIS; however, if the new bridge will not be elevated and will instead be built on fill, we would recommend that the capacity be limited to four lanes, so as to minimize wildlife habitat losses. C 2. Regardless of whether or not the bridge will be a low or high profile structure, and assuming it will be elevated on piers, we will most likely suggest that the piers straddle the old Cedar Avenue roadbed or, be constructed immediately adjacent to that old roadbed. 3. That the new bridge structure be constructed immed- iately adjacent to the existing Cedar Avenue roadbed on existing right-of-way. This would allow the present Cedar Avenue road to be used for transportation con- struction site and negate the need for new access roads or construction lanes. 4. That the bridge be designed to incorporate itlequate room for future mass transit systems, to preude future additional disruption of the Minnesota River Valley. SPECIFIC COMMENTS SECTION II - DESCRIPTION AND PURPOSE OF PROPOSED IMPROVEMENT This section should indicate whether the existing Cedar Avenue Bridge over the Minnesota River is to be removed. If so, it should he noted here and any projected impacts and intended protective measures should be discussed in other appropriate sections of the statement. SECTION III - PROJECT ALTERNATIVES 2 It is noted that alternatives A, B, and C will all accelerate urban sprawl in the project area located south of the Minnesota River and that alternative D, "Do Nothing," causes the least environmental impact. Although there are comparatively small social and monetary cost differences between alternatives C-1 (with mass transit space in the median) and C-2 (without mass transit space in the median), more descriptive information regarding the potential mass transit system should be provided so that the environmental impacts of sub -alternatives C-1 and C-2 can be more objectively evaluated. SECTION IV - PROBABLE IMPACT OF THE PROPOSED IMPROVEMENT We note on pages 91 and 97 that constructing the new bridge will require relocating a private boat marina on the Minnesota River. We suggest consultation with the Minnesota DNR and the U. S. Fish and Wildlife Service to determine if there is a need to replace the marina, with river access points, in conjunction with highway develop- ment. The final statement should show evidence of consultation regarding these matters. These improvements could be provided under the provision of PPM 90-5 (Joint Development of Highway Corridors and Multiple Use of Roadway Properties). We think it is also important to provide an additional discussion of the project impact on the Minnesota Memorial Hardwood Forest which is located in an 8-county area immediately south of the proposed highway project. This 30-year project could be impacted adversely, especially in Dakota County, as a result of residential development occurring in areas proposed for acquisition to that forest. In addition, the highway will generate increased traffic resulting in increased stress on the f-orest's recreation resources. While there are no Indian Trust Lands involved, we suggest that addi- tional information be included on page 59 "Special Features Impacts," with reference to the Federal and State Antiquities Acts in the event Indian burial sites or artifacts are uncovered during construction. On page 43, in the second paragraph, the term "(100-year flood)" should be inserted after "...regional flood..." as this is the regulatory flood under State regulations. At the end of the second paragraph on page 43 the following should be added: "Delineation of the floodplain is based on the flood -protection elevation by State regulations." 137 3 N P K L M This section might also contain a statement indicating that the project will not affect public water supply, treatment facility or distribution systems. It should be made clear that municipal systems will not be affected in any way, either during or after construction. The section needs to be expanded to give the reviewer additional information regarding loss of wildlife habitat because the information provided is general and rather vague. A clearer picture of habitat and wildlife impacts would be gained if acreages of the various habitat types affected by each segment of the facility were provided. For example, how many acres of wetlands, uplands, wooded bottom Lands or wooded bluffs will be affected by the bridge? How many acres of each habitat type will be affected by the section of road from the bridge to the Highway 13 interchange, and From there to the 1-35E interchange? How many acres will be affected by the interchanges themselves? How many acres will be affected from the bridge north to Old Shakopee Road? The temporary sandfill, mentioned on page 49 and explained in more detail on page 117, would cause additional impacts on wildlife and its habitat. How wide would this sandfill be? How many acres of each habitat type would be affected by this fill? Would the fillbe needed for the entire length of the bridge? What proUlems would he associated with removing the fill from the construction site? Completion of this project will directly influence increased residential and commercial developments south of the Minnesota River. This information is presented on page 48. however, the EIS does not provide an estimate of the secondary environmental impacts associated with this increased development. The reader should know how many acres of wetlands, uplands, and wooded areas will eventually be affected in Dakota County because of this increased development. How will this increased development and commitment of habitat types affect fish and wildlife resources? Certain- ly, the commitments of wildlife and habitat to increased development will reduce wildlife populations in Dakota County in addition to the commitments made by the road itself. The statement on page 52 "The subsequent develop- ment will somewhat restrict the wildlife potential of the area." does not adequately depict the situation as we view it. 0n page 99 it is indicated that if TH 36 is not constructed, it would seem unlikely that the south side would remain as one of the three viable alternatives for a new major Metropolitan airport now being considered. Because establishing a new airport near the project is related to the highway project, we suggest that the final statement provide a general discussion of the impacts which would be created by such an airport. 4 SECTION V PROBABLE UNAVOIDABLE ADVERSE ENVIRONMENTAL EFFECTS AND STEPS TAKEN TO MINIMIZE HARM The discussion on the use of herbicides, perticides and fungicides on page 119 needs revision. We are unable to identify the herbicide Visko-Rhap and believe that the chemical involved should he identified. We wonder if the use of Chlordane, sprayed on trees suspected of having Dutch Elm Disease prior to burial, is a labeled use. We also wonder if the burial sites for the suspect trees are such that leaching to ground water will not occur. We suggest that it might be better to simply bury the trees without the Chlordane -fuel oil treatment. We think there should be an identification of those who advise the Department on the proper (i.e. label) use of chemicals; and in the absence of such an advisor, we suggest that the U. S. Fish and Wildlife Service at Fort Snelling might be of some help to you. The statement regarding oil spills, in the next to the last paragraph on page 104, should be revised. 0i1 and chemical spills have occurred in the past and will undoubtedly occur again. As written, the paragraph implies that so long as the spill is contained in Long Meadow Marsh and prevented from getting into the river, serious impacts will not occur. The impacts of a chemical or oil spill on waterfowl, muskrats, shorebirds and other marsh fauna would be disastrous whether in the marsh or in the river. Part B., Other Design Features and Construction Methods, should discuss in more detail the borrow areas and disposal of excess peat, etc. that will be excavated from the highway right-of-way. Where will the fill materials be obtained and how will this affect wildlife habitat? How many acres of natural habitat will be destroyed in obtaining the fill? Where are the disposal sites for the excess peat? In our opinion, using the temporary wooden trestle appears to be a more feasible method of supporting construction equipment than the sand fill method since it would cause less damage to wildlife habitat. SECTION VI - THE RELATIONSHIP BETWEEN LOCAL SHORT-TERM USES OF -lAN'S ENVIRONMENT AND THE MAINTENANCE AND ENHANCEMENT OF LONG- TERM PRODUCTIVITY This section incorrectly assesses the long-term productivity of wild- life. Since the project would irretrievably reduce the overall habitat base of the area, the carrying capacity of the land becomes less. In essence, wildlife values are being traded on a long-term basis for increased transportation efficiency. SECTION VII - IRREVERSIBLE AND IRRETRIEVABLE COMMITMENTS OF RESOURCES This section tends to minimize the adverse impact of the project on wildlife and wildlife habitat, because as the acres devoted to wildlife habitat become less, that which remains increases in relative importance. In our opinion, rather than a"minimal" commitment of wildlife resources, this project would commit a significant amount of the resources remaining in the Metropolitan area. Sincerely yours, Madonna F. McGrath Acting Special Assistant to the Secretary 138 5 A B C RESPONSE TO UNITED STATES DEPARTMENT OF INTERIOR December 23, 1974 See pages 23 and 43 of this Environmental Impact Statement. See page 43 of this Environmental Impact Statement. The highway will be elevated on a bridge for approximately one mile of its passage through the floodplain. Six lanes will be constructed. (See pages 23 and 117) Building the new highway along the existing Cedar Avenue (Alternate A) through the floodplain as suggested would have some construction and environmental advantages. For example, the existing roadway could be used for gaining access to the construction site and as a platform for construction equipment. Another advantage to this pro- posal would be that it would disturb less habitat through the floodplain area. However, with Alternate C this loss of habitat would be temporary since the new bridge will span the floodplain, and the area under the bridge would soon return to its natural condition as it has in similar crossing situations. Although these and other advantages described in Section III of the DEIS are very important considerations, the disadvantages seem to outweigh them. For example, this proposal would disrupt vehicular traffic on the existing road for a period of two or three years. Also, as explained on Pages 15 and 16, the alignment would cause serious socio-economic impacts, especially in the City of Bloomington. As compared with the Alternate C corridor which requires the displacement of 34 families and one commercial building at a cost of $3,987,500, the Alternate A corridor, would require the displacement of 400 families and 26 commercial buildings at a cost of $12,895,000. Although some modification of the Alternate A proposal could lessen these impacts, we believe that the proposed highway location, Alternate C-1, represents an appropriately balanced consideration of the need for fast, safe, and efficient transportation, public services, and socio-economic environmental effects, and national environmental goals. Of those people giving testimony at the December, 1974, public hearing for this project, only three favored Alter- nate A, while 47 favored Alternate C. One person favored Alternate B, and three Alternate D. This response and comments to the Draft E.I.S., show overwhelming public support for Alternate C. As explained in Section V of this document, building the roadways on structure (bridges) rather than on embank- ment through most of the floodplain and using many other mitigating measures will minimize the impacts of building on the Alternate C corridor. Since existing Cedar Ave. has only a narrow right-of-way (66 to 160 feet), much additional land would be needed for Alternate A. Under the Alternate C proposal, the existing road except for the river bridge will be left inplace to provide access to adjacent lands and the proposed recreational trail system. Both the Metropolitan Council and the Metropolitan Transit Commission have determined that busses in mixed traffic is the mass transit system proposed for this transportation corridor in the immediate future. Any of the Alternates proposed will satisfy this requirement. DThe existing river bridge structure will be removed when the new bridge is open for traffic. Protective measures will be imposed by special contract provisions. EMore information on future mass transit needs is not available at this time. The Minnesota Department of Natural Resources has proposed joint acquisition of land near this highway project for the purpose of providing access to the river and to the recreational trails. The Minnesota Highway Department is receptive to this and has held several meetings with the agencies concerned. Plans are being coordinated to achieve these facilities. rThe Minnesota Memorial Hardwood Forest (MMHF) is about 20 miles southeast of the T.H. 36 project area. Between the two locations are three major existing highways: T.H.'s 3, 52, and 61. Two of these — T.H. 52 and T.H. G61 lead directly into the MMHF from the St. Paul -Minneapolis Metropolitan Area. By contrast, while a portion of T.H. 36 parallels the MMHF for about 16 miles, it never comes closer than 20 miles to the area. Thus, if the potential for residential development exists in the MMHF area, T.H.'s 52 and 61 would be the highways that would facilitate the development, and not T.H. 36. F 139 Although T.H.'s 52 and 61, have been open for many years now, they have apparently done little to influence growth in the MMHF area. Three rural communities bordering the area — New Trier, Miesville, and Vermillion — show little growth during the past 25 years. Dakota County officials do not anticipate much change for the three in the next 10 years as indicated below. 1950 1970 1972 1985 (Pro;ec+ed ) New Trier 73 153 149 200 Miesville 192 192 300 Vermillion 359 366 466 (Source: "Dakota County in Perspective", Dakota County Planning Department, 1973) The proposed improvements on T.H. 36 (Cedar Ave.) fall within the Metropolitan Area. Outside this area Cedar GAvenue will remain an intermediate highway and will continue to provide service for the rural areas of southwestern Dakota County. When this proposal is implemented, its greatest influence on development in Dakota County will be within a 5 mile radius of the project area, and will include mainly the area in and around Apple Valley, Burnsville, and Eagan. The State of Minnesota in cooperation with the U.S. Department of the Interior, Bureau of Outdoor Recreation is proposing the purchase of 200,000 acres of forest land in the MMHF area over a 30 year period. Included in the plans is the development of recreational facilities such as stream access sites, interpretive centers, picnic areas, sanitary facilities, parking lots, access roads and 1,800 miles of hiking, biking and horse trails. This proposed development will make the forest increasingly attractive for recreational usage by people throughout the State, especially those in the expanding metropolitan areas. Although the proposed T..H. 36 project may be used by some people as a way to cross the Minnesota River, it would seem an unlikely route to the M.M.H.F. There will be no good connection from TH 36 to the forest. As previously stated, other routes such as T.H. 3, T.H. 52 and T.H. 61 are those which will facilitate travel to the forest area. As explained on page 59 and page 129, efforts have been made to identify Indian cultural features. Federal and H State regulations will be complied with during construction operations. Ongoing coordination has been established with controling agencies. This project will not affect any public water supply treatment facility. A local portion of the water distribution system in the Bloomington area will need to be relocated. In the recently developed areas of Bloomington, Burnsville and Eagan all utility construction has been planned and coordinated with the proposed highway construction. (See Response B to Bloomington City Engineer.) (Also See page 31) See page 52 in Final E. I. S. Construction of either the temporary sand blanket or wooden trestle would result in some short term impacts on the natural environment in the river valley. However, the methods to be used for constructing the river bridge cannot be determined until final design of the bridge. If a sand fill is used, it would only be placed over a short portion of the area under the bridge structure. Permits will be obtained from controlling agencies for building, operating, and removing these temporary construction platforms before any work begins. Construction and removal methods will be employed to minimize environmental harm. This proposed highway will be built to help provide transportation service for the fastest growing area within the Minneapolis -St. Paul Metropolitan Region. The area is within the boundaries of the Metropolitan Urban Service Area which the Metro Council, Dakota County, and the local municipalities have proposed for development. Thus, by proposing improvements on T.H. 36, the MHD is reacting to a need created and planned for by other agencies. The MHD recognizes that implementing this proposal will mean some loss of wildlife habitat; however, since metropolitan planners have determined that increased residental, commercial, and industrial development in this area is compatible with regional plans, accommodations such as improved transportation routes must be provided. In recent developments (since the circulation of the TH 36 DEIS), the Metropolitan Airport Commission has M ruled out the possibility of another major airport in the metropolitan area, at least for the time being. Therefore, the EIS no longer needs to consider the relationship of proposed TH 36 to a major airport in Dakota County. The Minnesota Highway Department pesticide application procedures have been revised in accordance with current N usage laws and legal criteria. (See pages 119 and 120 for additional information.) OSerious impacts can occur as a result of a chemical or oil spill. Quick containment before the spill can spread to faster moving river water would be one way of minimizing harm. Prior to detail design of construction plans, it is not possible to "pin point" borrow and disposal areas. Local zoning ordinances and Minnesota Highway Department Specifications will be complied with. All applicable permits from controlling agencies will be obtained. The response in L above applies here also. 1 K L P Q 140 DEPARTMENT OF HEALTH. EDUCATION. AND WELFARE REGION V 300 SOUTH WACKER DRIVE CHICAGO. ILLINOIS 60606 December 19, 1974 Mr. Paul G. Velz Road Design Engineer Department of Highways St. Paul, Minnesota 55155 RE: Draft Environmental Impact Statement Trunk Highway 36 (Cedar Avenue) Hennepin and Dakota Counties, Minnesota Dear Mr. Velz: OFFICE OF THE REGIONAL DIRECTOR We have reviewed the Draft Environmental Impact Statement for the above project. To our knowledge, and based upon the information provided, this project will not impact to any significant degree on the health, education or welfare of the population. Sincerely yours, ItriA Robert A. Ford Regional Environmental Officer cc: Charles Custard, OEA Warren Muir, CEQ 141 UNITED STATES DEPARTMENT OF COMMERCE The Assistant Secretary for Science and Technology Washington. D.C. 20230 December 4, 1974 Mr. Paul G. Velz Road Design Engineer State of Minnesota Department of Highways St. Paul, Minnesota 55155 Dear Mr. Velz: The draft environmental impact statement for "Trunk Highway 36 (Cedar Avenue) in Hennepin and Dakota Counties, Minnesota," which accompanied your letter of October 17, 1974, has been received by the Department of Commerce for review and comment. The statement has been reviewed and the following comments are offered for your consideration. Bench marks, triangulation stations, and traverse stations have been established by the National Geodetic Survey in the vicinity of the proposed project. Construction required for the project could result in destruction or damage to some of these monuments. The National Geodetic Survey requires sufficient advance notification of impending disturbance or destruction of monu- ments so that plans can be made for their relocation. It is recommended that provision be made in the project funding to cover costs of monument relocation. Thank you for giving us an opportunity to provide these comments which we hope will be of assistance to you. We would appreciate receiving a copy of the final statement. Sincerely, :Sidney R. Galler Deputy Assistant Secretary for Environmental Affairs RESPONSE TO UNITED STATES DEPARTMENT OF COMMERCE Careful attention will be given to all monuments during construction and any which must be relocated will be handled as suggested. 142 A B C DEPARTMENT OF TRANSPORTATION UNITED STATES COAST GUARD SECOND COAST GUARD DISTRICT FEDERAL BLDG 1520 MARKET ST. . Te].. 314-622-4607 3270 9 December 1974 Mr. Paul G. Velz Road Design Engineer State of Minnesota Department of Highways St. Paul, Minnesota 55155 Re: Draft Ensvironmental. Statement for Trunk Highway 36 (Cedar Avenue) in Dakota and Hennepin Counties, Minnesota; Minnesota Projects M 5405( ) and M 5409( ) State Projects 1925 and 2758 Dear Mr. Ve1z: Thank you for your letter of 17 October 1974 forwarding a copy of the Draft Environmental Statement for the referenced project. The Minnesota River is considered to be a navigable waterway of the United States, from its mouth to Mile 329- Big Stone Lake (33 C.F.R., §2.45-10). In order to construct a bridge across the Minnesota River, it will be necessary to obtain the approval of the Commandant, U. S. Coast Guard, prior to commencement of construction. Appli.-•ations for such approval shall be addressed to the Commander, Second Coast Guard District, 1520 Market Street, St. Louis, Missouri 63103, Attention: Bridge Section. The application must be supported by sufficient information to permit a thorough assessment of the impact of the proposed bridge on the environment (Section 102(2)(c) of the NEPA of 1969, P.L. 91-190) (Section 4(f) of the DOT Act, P.L. 89-670). The minimum vertical. guide clearance for e.. bridge across the Minnesota River is 55 feet above normal pool.. We believe that a bridge at either location completely spanning the river would be adequate for existing and prospective navigation. In addition, oil spills which threaten to enter the Minnesota River should be reported to the appropriate federal agency (U. 5. Coast Guard or U. 5. Environmental. Protection Agency). Also, this statement in relation to relocating the marina should state whether or not there are other boat launching ramps available to the boating public in this area or what consideration has been given to including boat ramps in some of the parks planned for this area. 9 December 1974 Re: Draft Environmental Statement for Trunk Highway 36 (Cedar Avenue) in Dakota and Hennepin Counties, Minnesota; Minnesota Projects M 5405( ) and M 5409( ) State Projects 1925 and 2758 Please contact us if we can be of any further assistance. Sincerely, > W. L.,, .� . THOROR OUGH& ri Chief, Bridge Section Second Coast Guard Dist ct By direction of the District Commander RESPONSE TO U.S. COAST GUARD Since this is a Federal -Aid action, the Federal Highway Administration will serve as lead agency for compliance with National Environmental Policy Act and Section 4(F) requirements. The Cost Guard bridge permit application will be prepared in accordance with the latest version of the Second District's pamphlet "Applications for Coast Guard Bridge Permits". See the corrected page 104. The Minnesota Highway Department (M.H.D.) is presently working with the Minnesota Department of Natural Resources on a plan to establish a public marina in the vicinity of the existing Cedar Avenue Bridge south of the Minnesota River. The recent proposal by the U.S. Fish and Wildlife Service (USFWS) to establish a National wildlife Refuge north of the river will be considered and coordinated with the U.S.F.W.S. before marina plans continue. Also, the M.H.D. is cooperating with the City of Burnsville to construct a public marina under the I-35W river bridge about 3.5 miles upstream from Cedar Avenue. An existing public marina is located Northeast (downstream) of the project area in Fort Snelling State Park. 143 DEPARTMENT OF THE ARMY ST. PAUL DISTRICT. CORPS OF ENGINEERS 1210 U. S. POST OFFICE & CUSTOM HOUSE ST. PAUL. MINNESOTA 55101 IN REPLY REFER TO NCSED-ER Mr. Paul G. Velz Road Design Engineer State of Minnesota Department of Highways St. Paul, Minnesota 55155 Dear Mr. Velz: 5 November 1974 SUBJECT: 330 FHWA-Mn-EIS-74-04-D Draft Environmental Statement for Trunk Highway 36 (Cedar Avenue) in Dakota and Hennepin Counties Minnesota Projects M5405( ) and M5409( ) State Projects 1925 and 2758 From: Interstate 35E in Eagan To: Interstate 494 in Bloomington The Corps of Engineers has no comments on the subject report. Copy furnished: Mr. Timothy Atkeson Council on Environmental Quality Executive Office of the President 722 Jackson Place, N.U. Washington, D.C. 20506 MAX W. NOAI-I Si cerglel,�y yours,De Pvir Colonel, Corps of Engineers District Engineer 144 trkiJESO`M. STATE OF EPARTMENT OF NATURAL RESOURCES CENTENNIAL OFFICE BUILDING • ST. PAUL, MINNESOTA • 55155 December 13, 1974 Mr. Paul G. Velz Road Design Engineer Department of Highways John Ireland Boulevard St. Paul, Minnesota 55155 6400 Re: 330 Negative Environmental Declaration for FHWA-Mn-FIS-74-04-D, T.H. 36 (Cedar Avenue), Dakota and Hennepin Counties, S.P. 1925 and Dear Mr. Velz: 2758 The Department of Natural Resources has reviewed the Negative Declaration for the above project, together with the additional information you provided at our December 9 meeting, and offers the following comments. We favor Alternate Route C-1 as shown on Figure 4 in the Draft EIS; however, we would like to see the toad follow the present aline- ment more closely on the north side of the river, as far as prac- ticable considering limitations to curvatures on the bridge struc- ture, etc. This is to avoid as much as possible of Long Meadow Lake and the surrounding marsh. Weecommend and support the proposal for providing a trailway on the bridge to provide connections between the segments of the Minnesota Valley Trail on each side of the river as well as trails to be developed by Bloomington and possibly Eagan. Please note also the city of Bloomington may be interested in providing a bluff -top trail on the Bloomington side of the river. This would require an extension of the bridge on the north end, with a ter- race provided to carry the trail underneath as described on page 109 and shown in Figure 58 of the Draft EIS. As to the exact touch -down point of the trail ramps leading down to the river bottom from the bridge trailway, we request thtit you contact Milt Krona of our Division of Parks and Recreation (296- 4778) at the appropriate time in the design process for inputs in this regard. As you know, DNR permits will be required for the crossings of the Minnesota River, Long Meadow Lake, Black Dog Creek, and for drain- age -storage ponds and any channel relocation. With respect to ponding area C as shown on Figure 55, it should be noted that this marsh has good waterfowl value, and will be harmed Aif excessive amounts of storm water are drained into it. Therefore, we request that an alternate site for this pond be found if possi- ble, probably closer to the highway than the Pond C site shown. 145 B Mr. Paul G. Velz December 13, 1974 Page 2 We also have some concern that the storm sewers may dewater the shallow ground water aquifers in the outwash area north of the river. Such dewatering could affect surface waters located along the route. It should be noted that Wood and Penn Lakes located in similar outwash terrain as Wrights Lake are believed to have been affected by highwaysconstruction of Interstate 35W. Measure- ments of the levels of the ground water and of Wrights Lake are needed to verify the relationship between the two. Rather than monitoring these water level relationships after con- struction is completed, as is indicated in the Draft EIS, these relationships should be clearly understood before construction begins so that the drainage system can be designed to avoid effects to the lakes. This would entail monitoring ground and surface water levels prior to final design. DNR would also like to work with the Highway Department in the location of a boat access on the Minnesota River in conjunction with the construction. The site should be determined prior to C the commencement of land acquisition so that any additional land necessary can be acquired simultaneously. Ron Harnack of the DNR Metro Region office, 296-2959, should be contacted in regard to the access site location. D We would also suggest that the trees cut in the clearing of the right-of-way be sold commercially to be utilized by a wood indus- try rather than being disposed of. It would appear that there is some good quality timber which will be affected. JHK:rd cc: Sincerely, Jerome H. ue Planning dmihistrator Archie D. Chelseth PERT Division Directors Don Carlson, Regional Administrator 146 RESPONSE TO MINNESOTA DEPARTMENT OF NATURAL RESOURCES Three possible sites have been considered for the location of Pond C. One site is shown in Figure 55 on Page 105. Other sites (not shown on Figure 55) are adjacent to and directly northeast of the proposed Alternate C alignment. Moving the pond to one of these other sites would have the advantage of not affecting the marsh but would have Athe disadvantage of requiring the removal of some trees. We will consider all alternatives and impacts relative to the location of Pond C during the detail design stage of the project and will work closely with the Department of Natural Resources (D.N.R.) to insure minimal environmental damage. A permit from the D.N.R. will be obtained for construc- tion and maintenance of Pond C if required. B D Piezometers were installed during 1973 in the Bloomington area for the purpose of monitoring ground water elevations. Based on information obtained thus far, the project can (and will) be designed so as not to interfere with the water table or Wrights Lake. We have in the past and will continue to work with the D.N.R. and local agencies to plan for proposed recrea- tional facilities in the project area. Many trees within the project right of way will be carefully removed and transplanted as a part of the landscaping and beautification process. Those that cannot be salavaged will be disposed of in accordance with construction specifications. METROPOLITAN COUNCIL Suite 300, Metro Square Building, Saint Paul, Minnesota 55101 (MHD Note: The following paragraphs are excerpts from a general report from the Metropolitan Council to the MHD, dated January 23, 1975. Because of the size of the report, only the paragraphs requiring a response from the MHD are reproduced here.) rThe MHD did not indicate where construction material would come from nor indicate measures to control excavation at the sites. The report indicated that upon completion of the project, these sites would be left neat and in as near natural condition as possible. Site restoration was to include cleaning, shaping, and replacement of top soil, establishment of vegetative cover on all areas disturbed by the construction operations. The present control over contractor's construction operations are innumerated in MHD's "Standards, Specifications for Highway Construction" stated January I, A1972. Additional controls are to be included in special provisions for the contract. These specifications and special provisions will include the following: the engineer will have authority to limit the surface area of erodible material exposed by clearing and grubbing, excavation, borrow and fill operations, and to direct contractor to provide immediate, permanent or temporary control measures to prevent contamination of adjacent streams and other watercourses, lakes, ponds, and areas of water impoundment. If these special provisions are included in the contract and the project engineer directs the excavation and hauling operations at the site a minimum of damage to the site originally would be possible. This would be a more positive control than the earlier indicated restoration of the site after completion of the project. It is important that the special provisions be included in the contract. B Dredging Operations It is recognized that considerable dredging is to be required for the project and measures should be undertaken to minimize pollution and other effects caused by the dredging of the river. The MHD report is not clear on the extent of dredging required. The bridge is approximately one mile long but this dos not extend beyond the peat deposits indicated in the future right-of-way. (Figure 13). Piles will be driven under the bridge piers for foundation support, but when the fill is introduced beyond the bridge section the peat must first be removed completely and replaced with more suitable soil. This peat material is decayed vegetation and contains considerable phosphorous, which could be introduced to the local wetland when excavated. This phosphorus acts as a nutrient and would accelerate eutrophication. The excavated peat should not be introduced at other points in the wetlands but should be disposed of outside of the floodplain so that the phosphorus and other materials will not adversely affect water resources. The complete disposal of this material is not clear in the report and should be spelled out in more detail. A profile map showing the type of soil, the excavation areas, places where the piling will be located, piling, and potential embankment areas should be included in the report. There was a reference to the unlikelihood for the need to blast rock, but should this become necessary every effort should be made to minimize the adverse effects on the adjacent property and water resources. 147 De-icing Salts The salts used on the area's highways to prevent highway accidents melts the ice and the water runs off highway surfaces and is usually carried through storm sewers and ultimately into the rivers. The Metropolitan Development Guide CChapter on Water Resources, Policy 121 states: "Route . . . storm drains to minimize permanent damage to natural resources." The report indicates that de-icing salts used on the new bridge would discharge to down spouts along the piers and onto splash blocks and from there onto the land and waters below the bridge. This would be unsatisfactory because the chlorides would pollute the wetlands, lakes and the Minnesota River. An alter- native measure that prevents these salts from polluting the water resources of the area should be developed and incorporated into the proposal. D Protection of Wright Lake The Metropolitan Council is concerned with the protection of water resources especially when nearby construction involves considerable earth moving and sometimes deep excavation. The construction, especially deep excavation, is particularly risky for the water resources when the lake is perched, i.e., when the bottom of the lake or part of it is above the adjacent general water table. The excavation disturbs the lake bottom or causes the hydrologic pressure on the lake bottom to change, seepage from the lake is likely to increase and this could reduce the appreciably the lake water level. This ecologically disturbing consequences. The project calls for a depressed highway at the subject intersection with a bridge on 86th Street over Cedar Avenue. Required excavation for this depressed portion will be very close to Wright Lake which is on the northwest corner of this intersection. Extreme precaution should be taken in order to prevent distur- bance of the soils in the bottom of the lake or adjacent soils beneath the lake bottom which might cause accidental increase in seepage out of the lake and eventually draining of the lake itself. Protection of Slatter's Lake The Metropolitan Council is concerned with the protection of water resources, especially in residential areas where lakes and similar water bodies are less plentiful than in other parts of the region. The lake provides a very attractive feature for properties located along the northern shore of Slatter's Lake. Slatter's Lake is on the southern end of the project and lies close to Cedar Avenue and the interchange ramps at the proposed Interstate Highway 35-E. The lake is not a large lake and when interchange design for I-35E and Cedar Road encroaches on the southern perimeter of the lake with potential partial filling of the lake, considerations for alternate design of the ramp (causing the potential fill) should be given some priority of attention. The interchange location is not too restricted and slight alterations should be manageable in order to preserve Slatter's Lake by preventing this filling and its consequence of disturbance of the ecological relationship. Preservation of Trees The Metropolitan Council is concerned about the preservation of trees. Many trees will be taken by the construction of the new facility and more trees will be removed where there are noise control barriers to be erected. The trees along the bluff areas together with other vegetation have a positive effect on holding the soils and preventing their washing down into the valley causing siltation in Fthe wetland areas below. Every effort should be made to minimize the number of trees removed. LThe Highway Department is goining to build a sound barrier along certain parts of the highway. One place of particular concern is the bluff areas which contain a high density of trees. An effort should be made to determine the feasibility of substituting some form of wall as a barrier to noise rather than constructing mounds of earth, for the latter requires considerably more right-of-way and would entail the taking of a considerable number of trees in addition to those for the right-of-way. 148 RESPONSE TO METROPOLITAN COUNCIL Selecting the sources of construction material is normally a contractor's option as a part of the competitive Abidding process. The contractor is required by Minnesota Highway Department contract specifications to restore borrow areas. Restoration of these areas will be accomplished as soon as possible after material has been removed from a given area. No dredging is anticipated on the entire project. Some excavation will be needed for bridge pier construction and for an embankment area between the south end of the river bridge and the railroad track. As stated on page 117 the excavated material will be either removed from the river valley, placed in a diked area or consolidated under under fill slopes in such a manner as to minimize pollution of adjacent water bodies. Only after design approval and the subsequent soil borings, surveys and preparation of construction plans can exact excavation and embankment areas, piling locations, etc. be determined. The drainage plan for this project has the preliminary approval of the controlling agencies. Alternate plans for Cpreventing salts from entering the water resources have been found to be infeasible and extremely expensive. Also great amounts of electrical energy would be needed to make them operate. No known pollution problems currently exist under similar river crossings structures. A disturbance to Wrights Lake is not anticipated. If further research during detail design indicates that it will be disturbed, protection methods will be employed. Alternate designs for the Slaters Lake area are being considered and will be addressed in the 135E E.I.S. The 135 interchange is not part of this action. The project will be designed to take a minimal number of trees and other natural vegetation. The trees that have to be removed will all be screened by M.H.D. foresters who will determine the feasibility of transplanting. All trans- planted trees will be replaced on highway right of way to augment the overall landscaping and soil stabilization plans. B D E F 149 �nL_Or ©©I J 0OOOOO December 4, 1974 Mr. Ray Lappegaard Commissioner of Highways Minnesota Highway Department St. Paul, Minnesota 55155 Re: 330 FHWA-Mn-EIS-74-04-D Draft EIS for TH 36 (Cedar Avenue) Dear Mr. Lappegaard: 330 Metro Square Building. Saint Paul. Minnesota 55101 Phone 612/227-7343 We have reviewed the Draft Environmental Statement for Trunk Highway 36 from I-35E in Eagan to I-494 in Bloomington, and are herewith submitting our comments. Included are general comments regarding the need for a river crossing in the general vicinity of the existing Cedar Avenue Bridge, and more specific comments about provisions for transit in the design of the proposed facility. In terms of the need for replacement of the existing Cedar Avenue bridge, the MTC is well aware of the deficiencies of the existing structure and connecting access routes, as well as the severe problems associated with its closing when accidents occur. Ir recognition of the deficiencies of the existing bridge and connecting routes, the limited life remaining in the structure, and the need for con- tinuation of a river crossing inthis approximate location, the MTC agrees with the general proposal to construct a new bridge and connecting highways to carry TH 36 across the Minnesota River. However, the design of this facility should reflect the new metro- politan development policies evolving from the work of the Metro- politan Council, aimed at defining a metropolitan urban service area with accompanying policies to limit the spread of urban de- velopment. Provision•of a large bridge in this location will tend to encourage extensive urban development south of the river, whereas a design with more limited capacity might help inhibit growth on the fringes of the urbanized area. The design capacity of this bridge should be based on an analysis of population and employment growth south of the river which is compatible with the new metro- politan development policies, accompanied by a realistic reassess- ment of the future use of private automobiles in view of the growing costs and energy problems associated with their use. The general need for special facilities for transit has been re- cognized in the development of Alternate C-1, which provides ample space in the median for some type of transit facility. We agree that providing the structural support and space for some ultimate transit vehicle system which might be used in this corridor is Mr. Ray Lappegaard Page Two December 4, 1974 appropriate if it can be achieved on minimal costs. However, the Commission's Transit Development Program as adopted in December, 1972, shows TH 36 being used by express buses with preferential treatment in the section from TH 13 to I-494. The Commission is currently conducting a study of the bus needs in Dakota County. This information, in combination with the Metro- politan Council's policy guidance, should lead to an estimate of bus useage in the area. We would recommend, therefore, that the design of the TH 36 (Cedar Avenue) bridge and connecting highways provide for proper access to permit the free flow of buses in accor- dance with this information. Sincerely, Camille D. Andre Executive Director CDA/HCF/khf 150 RESPONSE TO METROPOLITAN TRANSIT COMMISSION This project lies totally within the Metropolitan Urban Service Area boundaries as proposed by the Metropolitan Council. Traffic analysis and design of the project are consistent with anticipated growth. As stated in the Metro Council letter dated March 7, 1975 the proposed major river crossing bridge should be built for 50 years or more. The 3 lanes of traffic proposed for each direction of travel, in our opinion, is not exorbitant when one considers the needs for 50 year. All previously constructed river crossings, though adequate for several years after construction, have proven to be of inadequate capacity over a 50 year time span. MINNESOTA ZOOLOGICAL GARDEN November 27, 1974 Mr. Paul G. Velz Road Design Engineer State of Minnesota Department of Highways St. Paul, Minnesota 55155 Re: 330 FHWA-Mn-EIS-74-04-D Draft Environmental Statement for Trunk Highway 36 (Cedar Avenue) in Dakota and Hennepin Counties Minnesota Projects M5405 ( ) and M5409 ( ) State Projects 1925 and 2758 From: Interstate 35E in Eagan To: Interstate 494 in Bloomington Dear Sir: This letter will acknowledge receipt of your letter dated October 17, 1974 enclosing a draft environmental statement for the above -referenced projects. We have reviewed that environmental statement and submit the following response. The Minnesota Zoological Board wishes to express its strong support for the development of Cedar Avenue (Trunk Highway 36) along the lines proposed in Alternate C-1 continued in the environmental impact statement. It is important to the zoo to provide for adequate, safe traffic movement, and this alternative seems to offer the best opportunity for improved movement and safety. The pro- vision for mass transit rightofway is a significant feature of that alternate. It is the intention of the Minnesota Zoological Garden to make every possible use of mass transit. It should be noted that Cedar Avenue is particularly significant for the Minnesota Zoological Garden. Special state legislation has authorized an extension of that roadway south and easterly from the termination outlined in this environmental impact statement. That extension would provide the major A access to the zoo. It would be expected that significant zoo traffic, both passenger vehicle and transit, would use the route proposed for upgrading. Present estimates indicate annual patronage of approximately 1,500,000. At least 60% of that traffic could use Cedar Avenue as one of its alternate approach routes. There are some points in the draft environmental impact statement which should Bbe corrected. On page 77 in your proposed land use you note the Minnesota Zoological Garden and the relationship to a 700 acre park directly east of the zoo site. Actually, the park will be larger than 700 acres and will be both north and east of the zoo site. Veterans Service Bldg., Columbus Circle, St. Paul, Minnesota 55155 151 C f D In that same paragraph you note that anticipated rapid increase in land value would be "directly attributable to the zoo and related development". I believe it would be fair to state that land speculation is being made based upon anticipated zoo stimulation. However, it is also important to note that no real economic need for such development has been demonstrated nor have other zoos directly stimulated major land development. It is incorrect to state that any increases in land value would be directly attributable to the zoo. I also note on page 99 in Part D of General Development that you indicate the failure to provide good access would probably force the zoo officials to "withdraw all or part of the plans for zoo development". That is not an accurate statement. The bonding program for the Minnesota Zoo i.s being used to fully design and construct Phase I of the zoo. This initial design will nct be altered based upon possible traffic problems. Obviously, the failure to construct adequate roads will have a significant environ- mental effect upon the surrounding communities if they must withstand increased traffic on local roads. Also, it would discourage attendance to the zoo. Under such circum- stances, future zoo development might be limited. It is recommended that the para- graph on the zoo development be changed to indicate that future zoo development could be severely restricted if the access from the north is not provided. In summary, we were well impressed with the quality of the environmental impact statement and with some minor modification, believe the statement ought to he approved and the roadway constructed along the lines of Alternative C-I. Yours very truly, Donald D. Bridgwater Director DDB/je RESPONSE TO MINNESOTA ZOOLOGICAL GARDEN [This proposed T.H. 36 (Cedar Avenue) project has been recognized in this E.I.S. as being one of the important routes to the Minnesota Zoological Garden. However, the specific environmental impacts of the proposed Zoo and "Zoo Road", immediately south of this project, have been addressed in a separate State Environmental Impact State - Ament for that project. A letter dated August 5, 1975, from the the U.S. Department of Transportation, Federal Highway Administration stated that the entire Zoological Garden Project including the access roads is considered a major State action and a nonmajor Federal action. BSee the Corrected page 77. CThanks for this insight. (again see the corrected page 77.) The statements on page 99 are valid. Much construction work and planning has already been done on the Zoo. Inadequate highways to the Zoo would have little bearing on the present construction plans. Leaving the highways in the vicinity of the Zoo unimproved would result in a substantial loss in attendance, however, and probably force Zoo officials to restrict future development. D 152 Lower Minnesota River Watershed District December 2, 1974 Casimer Lulrausl, Pre.sirlr.nr lens Caspersen Vice Pre.,ident Wil liaui 1. lac , Jr.Trenurer Fr:r. .s Mc;;ill M..M arlueu, Jr. S,.crotary Paul (;, liallrluisr Lawrence E. Sam..lzul l:n k;n ear Raymond A. ll:iik Arrurnu, Ray Lappegaard, Commiss i. oner Minnesota Department of Highways State Highway Building St, Paul, Minnesota 55155 Dear Mr. Lappegaard WARRIOR OFFICE BUILDING BURNSVILLE, MINNESOTA 55378 The Managers of the lower Minnesota River Watershed District wish to acknowledge the receipt of the Draft Environmental Statement for Trunk Highway 36 (Cedar Avenue) dated August 8, 1974. At this point they do not wish to comment since it is assumed that the Minnesota Department of Highways will, when ready with firm plans on this stretch of highway, make appropriate ap- plication to the Lower Minnesota River Watershed District for a permit for construction. Review of the Statement indicates that more detailed inform at ion will be required in the areas of: Groundwater Hydrology Impact Foundation Soil Impact Steep Slope Impact Erodible Soils Impact Surface Water Systems Impact This detail information will be requested as a part of the final con- struction plan submitted to the Lower Minnesota River Watershed District for review and acceptance by the Managers. Sincerely, ](y_ Lawrence E. Samstad, P. E. Engineer LES:jle cc: Board of Managers Raymond Haik RESPONSE TO LOWER MINNESOTA WATERSHED This information will be included with the permit application which the Minnesota Highway Department will submit after the detail design. 153 BOARD OF COUNTY COMMISSIONERS DAKOTA COUNTY, MINNESOTA Elate_licumaker_26.1974 FlosehatinaNn 14 Motion by Cornmiesioner 1.1,clAY --Seconded by Coanninnioner. .. Directed Comments for Public Hearing December 3, 1974 To: Minnesota Department of Highways WHEREAS-, the State of adraiesota Department of Highways has prepared a Draft nivironmental Statement for a sdgment of T.H. 36 (Cedar Avenue) from the proposed jail:tiro of FA1 35E northerly to FA1 494, and ,WEREAS, said boartment of Highways has scheduled a combined location Design Public Hearin, ,tocn will begin on December 3, 1974, and UNEREAS, said Public Hearing is being held to infolm the general public and the leffia eleciffil and appointive officials of the social, economic and environ- mental effects of the proposed highway and bridge construction project over the length of the above mentioned segment of T.H. 36, and WHHEAS, the State of Minnesota Department of Highways has also requested review and comment about the impact of said road and bridge construction project hy the Dakata County Board of Commissioners, Dakota County nigineer, Dakota County -bit and Water Districts, Dakota ['panty Housing and Redevelopment Aothoritya Dakota County Planning Commission, THEREFORE BE IT RESOLVED, that the following comments be recorded into the transcript cd said Public Hearing as the official response of the above named agencies: There is ft. other single highway construction project that can provide greater sacita afa, a -anemic benefit to the citizens of Dakota County than the completion of pc •,sed Minnesota Projects 71-5405 and M-5400 State Projects 1925 and 2755; this firovement has been needed and requested over the past quarter century. Dakota County is a significant portion of the Twin Cities Metropolitan Area. Development in the county has been largely dependent upon its transport- ation linkage to other portions of the Metropolitan Area. The county is also separated from most of the heavily developed portions of the Metropolitan Area by the Minnesota River on the northwest and the Mdssissippi River 011 the east. Consequently, bridge location and construction has played, and continues to play, a vital role in the County's development pattern. The County of Dakota and the Cities of Eagan, Apple Valley, Burnsville, Lakeville and Farmington have requested and accepted thenecessity of a Principle Arterial Highway in this corridor. The area will be adequately served upcn completion of this project. Land use, planning and zoning, utility installations and open space planning have been designed and constructed iffth the assumption that this project would be accomplished. flitanization in the communities served by the Cedar Avenue crossing has increased tremendously in the past decade and accounts for approximately 500 of the county's present population. By 1985 the population of Dakota County is estimated at 330,000 people or 13% of the projected Metropolitan population. The proposed project will promote development in an orderly radial progression from the vicinity of T.H. 13 thereby helping to retard the "sprawl or leapfrog. type of development which has been so prevalent in the Metropolitan Area. Energy considerations are important In determining future roadway needs in the county. Recognizing the short range possibility of reduced travel, several factors still point to the necessity of moving ahead with this program, I. The County will continue to grow. Even if fewer trips are made pc- household and car gaoling is used, a significant number of ,s, domes and industries are being added to Dakota County, The County Highway Department has planned a major portion of its highway system as a complement to Minnesota T.H. 36, The completion of this proposed project will provide safe and efficient access to the Minnesota Zoological Garden, which is scheduled for opening during 1977. The primary access to this state zoo from Hennepin County and areas north and west of the Pain Cities should be via Cedar Avenue. Furthermore, this project will provide the City of Aspic Valley with its first and only state trunk highway service. This project will relieve congestfon, reduce accidents, reduce fuel consumption and air pollution on FAI 350, Furthermore, this project will provide the only acceptable means of crossing the Minneaota River during periods of flood stage. The project uall provide a greatly needed southern entrance to the Metropolitan Sports Center and Stadium in Bloomington. Finally, the present structure is inadequate to meet today's traffic needs and safety standards. The estimated 29,900 average daily traffic volume in 1980 will be significantly incapacitated if the present structure exists and barge traffic continues to disrupt normal vehicle movement. It is the unanimous opinion of these agencies that the benefits to be realized from the completion of the project under the alternate 'T" design will far outweigh any possible ecological damage to the river valley or environmental damage to the neighboring City of Bloomington. We urge the earliest possible completion of the project. AND BE IT FURDIFA RESOLVED, that the Dakota County Highway Engineer appear at the hearing fn behalf of Dakota County and present the County Board's position and consteats as outlined in this resolution. Scully Pagel Murphy Hollenkamp Ahlherg IRS Scully Ibrai Nlemhy Hollivkamp Ahllate, NO State of Minnesota... County of Dakota I. C. D. Onirrhuk, duly elected, qualified and acting County Auditor of the County of Dakota. State of Minnesota, do hereby certify that I have compared the foregoing copy of a resolution with the original minutes of the proceedings of the Hoard of County Commissioners, Dakota County. Minnesota, at their session held on the 26 h day of November 19 74 meow on file PI my office, and have found the same la be a true and correct cooy thereof. Witnei• my hand and official seal at Hastings, Mianesota. this 2nd day of December, 1974 CARL D. ONISCHI1K 7.B7/ 1 54 Public Works Phone935-3381 320 Washington Av. South, Hopkins, Minnesota 55343 HeNNePIN COUNTY December 6, 1974 Mr. K. K. McRae, District Engineer Minnesota Highway Department 3485 Hadley Avenue North Box 2050 North St. Paul, Minnesota 55109 Dear Mr. McRae: Statement Submitted at the Minnesota Highway Department Combined Location/ Design Public Hearing - Trunk Highway 36 from I-35E in Egan to I-494 in Bloomington - Thursday, December 5, 1974 at the Howard Johnson Motor Lodge, 8401 Cedar Avenue, Bloomington, Minnesota Our Staff has reviewed the Draft Environmental Statement for Trunk Highway 36 (Cedar Avenue) in Hennepin and Dakota Counties, Minnesota from proposed junction of I-35E to I-494. We have the following comments and recommendations: Alternates A and C intersect Hennepin County CSAH 1 (Old Shakopee Road). Hennepin County CSAH 1 is under the control and jurisdiction of the Hennepin County Engineer and the Hennepin County Board of Commissioners. Our staff has been working closely with the Minnesota Highway Department for many years on the alternatives for im- provement of TH 36 from the Minnesota River to I-494. Hennepin County agrees with and encourages the development of Alternate C-1 as presented in the Draft Environ- mental Impact Statement. It is our further recommendation that the "do nothing" alternative is completely unacceptable because of the immediate need for a new Minnesota River Bridge in the area of TH 36 to provide for existing and planned regional mobility. In conclusion, our department feels that enough time and money has been expended studying the alternatives for TH 36, and it is recommended that the Minnesota Highway Department move forward using Alternative C-1 in a cooperative manner with the many agencies and groups interested in this project to achieve a workable and acceptable design that can be implemented as soon as possible. Very m y yours, Herbert 0. Klossner, P.E. County Engineer HOK:JMW:rm Minorities, Women and Other Protected Classes are Encouraged to apply for Employment at Hennepin County 155 A B Mr. Paul G. Velz Road Design Engineer Department of Highways State of Minnesota St. Paul, Minnesota 55155 Dear Mr. Velz: CITY OF BLOOMINGTON OLD SNAKOPEE ROAD AT PENN • BLOOMINGTON, MINN. 55131 December 16, 1974 Re: Draft Environmental Statement for Trunk Highway 36 On December 9, 1974, the City Council of Bloomington again considered the proposed improvement of TH 36. The Council took several different actions on the matter including the following: 1. To approve the "C" corridor. This action of the Council related to the proposed alignment and was passed unanimously. 2. To approve proceeding without delay with completion by 1979 if possible. 3. To approve a bridge design to accommodate six lanes of traffic. 4. To approve four "fluid" lanes from the north end of the bridge to 83rd Street. In discussion, it was indicated by the several Councilmen it was intended there be three lanes in the northbound segment with one lane being devoted to trucks. They also indicated that, at this time, they approve only two lanes, with necessary widenings at intersections in the southbound direction. This motion was adopted five in favor and one opposed. 5. To approve accesses at 83rd Street and at Old Shakopee Road in a general manner only. Instructed the Bloomington staff to work with the Highway Department to improve the design in the "sensitive" areas, and indicated that this included both buffering of the adjacent residences and improved ramp configuration. This passed on a vote of five to one. 6. Acknowledged receipt of a report from the Bloomington Natural Resources Commission (which is appointed by and responsible to the City Council for advice) and directed that the report be sent to the Highway Department without comment. 7. To concur and adopt certain recommendations by Mr. Lyle Berg, Bloomington's Traffic Engineer, as follows: "A. Rather than constructing a new 'East Service Road' to connect 87th Street with 861 Street and then to 86th Street - it appears preferable to join 87th Street to 861/2 Street only by a short segment of roadway and DON'T connect them directly to 86th Street. Advantages seem multifold for nearly all concerned by this recommendation. B. Alter the alignment of the East Service Road intersection with 86th to a more easterly point as was planned with property development and for which rights -of -way is existing in the northeast quadrant of the intersection area. C. In general, it is recommended that land parcels which are taken for rights -of -way be taken in total if the portion of the original parcel which might remain is small and less than desirable for COMPATIBLE development of approved land use type." The Council was most appreciative of the attendance and information of State Highway Department personnel, particularly Mr. Siggerud, Mr. Crawford and Mr. Burrill. JGP/et cc: Russell Langseth, Acting Public Works Director City of Bloomington Very tr.l yos�,/ . Pidgeon ty Manager 156 RESPONSE TO BLOOMINGTON CITY COUNCIL AAll design details mentioned in the December 16, 1974 letter and Resolution No. 75-6 are being coordinated with the Bloomington Engineering Department and will be subject to Council approval. Right of way takings are subject to negotiations with individual property owners. City zoning and land use plans B will be considered during these negotiations. CITY OF BLOOMINGTON December 9, 1974 Mr. Paul G. Velz State of Minnesota Department of Highways St. Paul, Minnesota 55155 Re: 330 FHWA-Mn-EIS-74-04-D Draft Environmental Statement for Trunk Highway 36 (Cedar Avenue) in Dakota and Hennepin Counties Minnesota Project M5405( ) and M5409( State Projects 1925 and 2758 From: Interstate 35E in Eagan To: Interstate 494 in Bloomington Dear Mr. Velz: Thank you for your letter of October 17, 1974, the copy of the Draft Environmental Statement for the above referenced projects, and for the opportunity to review and make comments. The following comments are submitted for your consideration in completing the final design and detailed construction plans for this project. Several of the items will repeat previous statements and correspondence with the Department of Highways. 1. PREVIOUS CONDITIONS In the City Council consideration and approval of this project in 1963, certain conditions were stipulated as follows: (1) Provisions be made to allow a roadway under the highway at the bottom of the bluff. (2) provisions be made to permit future access to the highway somewhere between the bottom of the bluff and the river at such time as traffic would warrant such access. (3) That there be direct access from the highway to the Black Dog lands so that it is unnecessary to cross unincorporated lands in order to get from the highway to the lands Bloomington annexed. (4) Proper access should be provided to the east part of Lot 57 (Nando's) to the house remaining between the new highway and Glenview Lane, and to any other properties whose access is cut off or altered. (5) Old Cedar Avenue and the bridges (except River Bridge) remain to provide access, and that they be in good repair before being turned over to Bloomington. AN AFFIRMATIVE ACTION/EQUAL OPPORTUNITY EMPLOYER 157 r A B C Letter to Mr. Paul G. Velz December 9, 1974 Page 2 Condition (1) Provision has been made to allow a roadway under the Highway by proposing a long bridge. Condition (2) Provision for access by the proposed trail system is being proposed. Condition (3) No longer applicable. Condition (4) No Longer applicable because of revised design. Condition (5) This condition is still valid. This roadway provides access to considerable Land in the river bottom and is the location of a Large natural gas main serving the metropolitan area. Discussion has been held on lowering the grade of this road- way and providing a different type lake crossing. This matter should be examined thoroughly by involved public agencies and resolved prior to reversionof the old alignment of T.H.36 in Bloomington. 2. DRAINAGE CONTROL As mentioned in the statement the roadway will intercept the existing city storm sewer trunk at 90th Street. From examination of Figure 55 it appears that the outfall to Pond C will intersect the 66" storm sewer from Glenview Lane. Pond C is proposed at a location where a mining operation is in process at the present time. Further investigation is recommended on the possibility of decreasing the Length of the outfall pipe from T.H.36 and the feasibility of a joint project on the ponding of the state storm sewer water and the city storm sewer water. Work should proceed on this promptly so that there will be no delay in obtaining the necessary right-of-way and agreements. 3. PUBLIC UTILITIES (City Owned) The project does interfere with existing sanitary sewer and water mains in the area of 83rd Street to 88th Street. No details on the alteration for these utilities has been provided. The large water main on 86eh Streetand 88th Street will require perpetuation but may be shut off for only short periods while being lowered. Details of this work should be coordinated with the Utility Division of the Public Works Department, Mr. William Lloyd, Supervisor. 4. INTERCHANGE AT OLD SHAKOPEE ROAD (CSAHIi1) It is recommended that a loop ramp be constructed in the northwest quadrant in addition to the other ramps proposed. This ramp would provide better operation and increased safety at this intersection. As a minimum the space should be provided for the loop and the bridge constructed to accommodate such construction in the future. This would allow free flow right turn movement on to the southwest ramp for east to south bound traffic on 01d Shakopee Road. Letter to Mr. Paul G. Velz December 9, 1974 Page 3 Providing an exit from the northwest ramp to 90th could also be considered in the final details of this intersection or allowance made for that con- struction in the future. It appears that the northeast ramp could be made shorter so as not to limit or restrict provisions for other movements further to the north. It may be appropriate to extend the westerly limits of the construction of CSAH #1 to Old Cedar Avenue. The residential lot shown on the southeasterly corner of Old Shakopee Road and 89th Street has been divided. Two houses exist where one is shown and the driveways are not shown correctly as one enters from East 89th Street. Also on this corner are several fine spruce trees which should be avoided by the construction. A copy of the half -section map and contour map (1965) is attached showing the houses. 158 C B 5. INTERCHANGE IN 83 - 86th STREET AREA As indicated at previous meetings and hearings the Minnesota Highway Dept. will proceed with preliminary plans for an interchange in this area to elim- inate the "at -grade" intersection and provide suitable access to the adjacent area. Due to the proximity of I.H.494 and Old Shakopee Road the area must be considered as a whole, taking into consideration the existing and proposed local street system. 6. EAST FRONTAGE ROAD - KILLEBREW DRIVE (83rd St.) to 87TH STREET The Frontage Road in the southeast quadrant of 86th Street and T.H.36 needs only to connect 87th Street and 86k Street. Additional public right-of-way has been obtained with development in the northeast quadrant of 86th Street and T.H.36 as shown on the attached half -section map. Depending on final con- figuration and operation of the accessory roadways in this area frontage road can be moved further east to provide greater separation from the bridge end. Our information indicates that the Versailles Apartments and garages are not plotted correctly on the preliminary plan. Also, additional public right- of-way has been obtained in the area of the Howard Johnson's Motel in the southeast quadrant of Killebrew Drive (83rd Street) as shown on the attached half -section map. The Howard Johnson's Motel has not been shown on the Preliminary Plan. 7. SANITARY SEWER TRUNK The Metropolitan Sewer Board maintains a large sanitary sewer lift station at 84th Street and 17th Avenue. The Bloomington staff considers it feasible and desirable to construct an interceptor along the alignment of T.H.36 to the existing interceptor on 90th Street. To date no response has been received from the Sewer Board regarding this proposal. Letter to Mr. Paul G. Velz December 9, 1974 Page 4 8. RIGHT-OF-WAY The Bloomington Staff is prepared to provide any information regarding right- of-way previously obtained and the current status. Additional right-of-way has been previously obtained along the existing alignment of T.H.36 and in the southwest quadrant of 86th Street and T.H.36 along 86th Street as shown on the enclosed half -section map. Again, thank you for the opportunity to review the proposed plan and the Draft Environmental Statement. The Public Works Staff will gladly provide any infor- mation regarding utilities, traffic, etc. that we can to expedite this project. It is realized that there are a great many details not covered by the preliminary plans or this letter that will need to be resolved. As the final plans proceed we will assist in any way possible to provide the best plan for the residents of Bloomington and the travelling public. Sincerely yours, 'usell L. Langse City Engineer RLL/mlw encls cc: K. K. McRae, District Engineer Wm. Crawford, District Engineer John Pidgeon RESPONSE TO BLOOMINGTON CITY ENGINEER Excepr• for the river bridge, which will be removed after completion of the new bridge, existing bridges will A remain to provide local access. All public utility services will be maintained. Provision for this will be coordinated with the Bloomington Engineer- ing Department and appropriate Utility Companies during detail design of the project. CThese design considerations are all mutually important. They will be coordinated during detail design. 159 CITY OF BLOOMINGTON OLO SHAKOPEE NOAD At PENN • BLOOMINGTON, MINN. 55,11 December 13, 1974 Mr. Paul G. Velz, Road Design Engineer State of Minnesota Department of Highways St. Paul, Minnesota 55155 re: 330 FHWA-Mn-EIS-74-04-D Draft Environmental Statement for Trunk Highway 36 (Cedar Avenue) in Dakota and Hennepin Counties Minnesota Projects M5405( ) and M5409( ) State Projects 1925 and 2758 From: Interstate 35E in Eagan To: Interstate 494 in Bloomington The Planning Commission of the City of Bloomington has reviewed the Draft Environmental Statement for Trunk Highway 36 (Cedar Avenue) and the proposed plans for the above referenced project and adopted the attached Resolution 74-1 on December 12, 1974. Thank you for the opportunity to review and make comments. DEPARTMENT OF COMMUNITY DEVELOPMENT Division of City Planning Galen P. Doyle, Associate Planner and Secretary to the Planning Commission of the City of Bloomington 1m1 Attachment CITY PLANNING COMMISSION CITY OF BLOOMINGTON, MINNESOTA RESOLUTION 74-1 A RESOLUTION TO THE MINNESOTA DEPARTMENT OF HIGHWAYS APPROVING THE "C-1" ALTERNATIVE IN THE "C" CORRIDOR AS CONTAINED IN THEIR "DRAFT ENVIRONMENTAL STATEMENT FOR TH36 (CEDAR AVENUE)" WHEREAS, the Planning Commission of the City of Bloomington has reviewed and discussed the plans and "Draft Environmental Statement for Trunk Highway 36 (Cedar Avenue)" prepared by the Minnesota Department of Highways for the proposed upgrading of TH36 between I-494 and I-35E; and 160 WHEREAS, the Planning Commission had recommended approval of the Eastern Area Plan adopted by the City Council of the City of Bloomington on October 2, 1972 which incorporated the concept of an improved TH36 as proposed by the Minnesota Department of Highways; and WHEREAS, documentation and testimony has shown the existing river bridge and roadway to be unsafe and in a deteriorating condition; and WHEREAS, the existing facility is incapable of providing desir- able levels of traffic flow causing frequent periods of congestion; and WHEREAS, the Planning Commission is familiar with the functional inadequacies, hazards and other unsatisfactory aspects of TH36 and the Minnesota River bridge; and WHEREAS, the Planning Commission is of the opinion that the proposed improvement plans for TH36 will be of significant benefit to the City of Bloomington and the communities lying south of the Minnesota River; and RESOLUTION 74-1 / page 2 WHEREAS, the Planning Commission has determined that the proposed improvement is in accordance with community need and objectives; and WHEREAS, the Planning Commission does not find the concept of the proposed improvement in conflict with environmental or land use goals in the community; and WHEREAS, the Planning Commission has determined that the proposed improvement is in accordance with the adopted Eastern Area Plan; and WHEREAS, the Planning Commission encourages the development of an improved TH36 and Minnesota River bridge with high standards of acces. control, of adequate design to carry anticipated traffic loads, provi- sions for minimizing noise and air pollutant effects, provisions for protecting and minimizing the impact upon the natural environment; and WHEREAS, the Planning Commission approves the basic corridor concept and plans as prepared for the TH36 improvement; NOW THEREFORE BE IT RESOLVED, that the Planning Commission of the City of Bloomington recommends that the Minnesota Department of Highways proceed with construction of TH36 and the new Minnesota River bridge within the concept of the "C-1" alternative in the "C" corridor as con- tained in the "Draft Environmental Statement for TH36 (Cedar Avenue)." DATED this 12th day of December , 1974. Roblert J. Departure City of er, Director Community Development omington James Ha nc , Chairman City Planning Commission 161 A B CITY OF BLOOMINGTON OLD SHAKOPEE ROAD AT FEnn • BLOOMINGTON, MINN, MASI December 13, 1974 Mr. Paul G. Velz, Road Design Engineer State of Minnesota Department of Highways St. Paul, Minnesota 55155 re: 330 FHWA-Mn-EIS-74-04-D Draft Environmental Statement for Trunk Highway 36 (Cedar Avenue) in Dakota and Hennepin Counties Minnesota Projects M5405( ) and M5409( ) State Projects 1925 and 2758 From: Interstate 35E in Eagan To: Interstate 494 in Bloomington The Natural Resources Commission of the City of Bloomington has reviewed the Draft Environmental Statement for Trunk Highway 36 (Cedar Avenue) and the proposed plans for the above referenced project. A copy of comments offered from a subcommittee of the Natural Resources Commission is submitted for your review. Thank you for the opportunity to review and make comments. CITY OF BLOOMINGTON Elaine M. Mellott, Chairman Natural Resources Commission 1ml Enclosure CITY OF BLOOMINGTON memorandum December 9, 1974 TO: John G. Pidgeon, City Manager Mayor and City Council FROM: Elaine M. Mellott, Chairman Natural Resources Commission SUBJ: Review of Draft Environmental Statement for Trunk Highway 36 (Cedar Avenue) The following comments are offered from a subcommittee of the Natural Resources Commission to augment those already prepared by Galen P. Doyle, Associate Planner, Division of City Planning, in a memorandum to Robert J. Webster, Director, Departnent of Community Development, dated November 21, 1974. 1. If Alternate C-1 were more closely aligned with existing Cedar Avenue between 86th Street and the Minnesota River bridge, the impact of the freeway on the natural biological resources of Bloomington would be minimized. 2. As Alternate C-1 proceeds southward from the Bloomington bluff top, the bridge should begin 250 feet north of the Long Meadow Lake shoreline and continue to the C&NW Railroad on the south side of the river. C 3. Because a single bridge requires less physical disturbance of the natural landscape, it should be encouraged. 162 4. Regarding Figure 29 on page 50: a. The area designated as #1 should be enlarged to provide for wildlife and pedestrian movement under the bridge on the north side of Long Meadow Lake, and b. Areas designated as #2 in Bloomington should also be designated as #4, because -of the wildlife found there in abundance, such as pheasant, squirrel, rabbit, fox and others. John G. Pidgeon Mayor and City Council -2- December 9, 1974 D 5. Regarding Figure 55, Pond C should be enlarged to handle addi- tional water from Area N prior to roadway construction. 6. The increased swellhead created by new construction will not E meet the requirements of the Bloomington floodplain ordinance even with the deletion of the old road bed (Section 11.13.F of the Bloomington Zoning Code allows for a 1/10th of a foot increase). The report refers to the 100-year flood level of F 720-foot; the Board of Managers go by 722-foot; and it concerns the subcommittee that the lowest point on the roadway of the new bridge is only one foot above the 100-year flood level. 7. 0n page 107, with respect to erosion, the movement of 55 tons of dirt per acre per year is cited as moderate siltation. G This seems a high figure to the 'subcommittee and it is hoped that every step will be taken to minimize that. The report does not speak to relating this figure to turbidity standards for the Minnesota River. 8. Alternate C-1 appears that it would create the least environ- mental impact on the river bluff and the valley, especially regarding Long Meadow Lake. 9. The subject of air quality has not been adequately dealt with. This is especially true when consideration is given tJ construction now underway on the I-494 bridge a;id the projected traffic increases and the total impact of auto em1.sions on east Bloomington. The Natural Resources Commission did ask that the environmental impact statement consider both of these roads at once at a meeting with representatives of the State Highway Department. 10. Particular attention should be given to PCA comments 4, 6 and 7; Bloomington comments 2 and 4; and all of the Natural Resources Commission's comments listed on Page 126 of the report. The subcommittee acknowledges that the report does cover a large number of the questions asked by the Natural Resources Commission; however, it is felt that the depth of information provided in dealing with the problems created by proposed construction of this facility leave something to be desired. Part of the response to these problems may be addressed by technology yet to be developed. One of the most important considerations will be to provide on -going follow-up with the State Highway Department on which construction alternatives will be used and to assure that these techniques are incorporated into the construction contracts. 163 John G. Pidgeon Mayor and City Council -3- December 9, 1974 Finally, the subcommittee feels that provision for the movement of wildlife and recreational uses should be lauded and every support given to bridging as great a span as possible. The subcommittee wonders if the $4.3 million quoted in a newspaper article as addi- tional expenditure for bridging rather than fill in conjunction with this project should really be put into perspective by the fact that reduction of the swellhead at this point will save money in upstream flood damage at locations such as Chaska where several million dollars is being spent on flood control projects. . Elaine M. Mellott, Chairman Natural Resources Commission lml cc: Robert J. Webster Russell L. Langseth RESPONSE TO BLOOMINGTON NATURAL RESOURCES COMMISSION ASee Department of Interior letter (December 13, 1974) , Response C. There seem to be no prudent reason for extending the river bridge beyond the one mile long structure that is B planned. See p. 117, pars. 1 -4. This statement is contradictory to item #8 of the Commission's comments. (Alt. C-1 proposes two separate C bridges.) DThis is stated on p. 104 par. 7. E As stated on p. 43, the proposed construction will increase the 100 year flood swellhead 0.04 of a foot. This is 0.06 of a foot less than the maximum 0.10 of a foot allowable increase. The lowest point on the roadway of the new bridge is being re -analyzed. The grade will be given further consider- F ation during detail design. The soil with the most severe erosion problem encountered is a type that could in extreme cases result in a movement of soils at a rate of 55 tons (equal to 1/4 inch in depth) per year. Only about one tenth of this siltation is expected since construction specifications limit the amount of area that can be exposed in an unprotected condition Gat any one time. Also this limited area will be exposed for considerably less than one year. As previously mentioned, temporary and permanent erosion control measures including sediment ponds, ditch checks, flumes, etc. will prevent sediment from reaching the Minnesota River. The river in its natural state is a rather turbid river (up to 200mg/1 susp'd. solids) and a small amount of eroded material reaching it during construction should not be measurably affect the turbidity level. H See page 69. 164 November 23, 1974 r A B C r E CONCER ED CITIZENS OF BAST BLOOt1INGTON Analysis of "Draft Environmental Statement" for T.H. 36 (Cedar Avenue) An impact statement .means precisely .:hat is going to happen in a given area supported by exacting, current, factual data. The impact should he compared to something to show factual conclusions. Comparisons should be given and not vague generalities. 1. p. ,111 - "usually caused" and p. 4,472 - "could expect" are not quantitative terms. 2. p. 37,4I6, What is "quick stabilization"? rj}7, What is "visual impact"? 3. P. 75,y{3 - "South of the river is an entirely different development process.... Most schools are of large, modern construction." Aren't most schools in uloomington of large, modern construction? 4. D. 75,5"/2 - "North of the Minnesota River ." Does this refer to the study area, the entire city of Bloomington, or Bloomington, Richfield, Minneapolis, etc.? 5. p. 81, column 2,yj2 - !'!here are the statistics to back up their second sentence? The Twins will have to win more games to get better attendance. 6. p. 81, column 2,9 3 - How will we benefit psychologically? Prove that to us with factual data. 7. p. 85, column 2,412 - "It appears . . . ." Where is the factual data? In the course of reviewing this environmental impact statement, several contradictions were evident. 1. p. 4 - The last sentence in 1 states, "Numbers of accidents are also likely to increase although hopefully not as rapidly as they have during the four-year period 1969-1972." Yet the last sentence infi2 states, "These figures indicate that one could expect a very marked reduction in accident rates." 2. p. 37,112 - ". . . erosion may be a problem." 'out q 6 says, "No long term erosion problems are anticipated." 3. p. 102, 4 - "Since the construction of proposed T.H. 36 is not expected to disrupt study area neighborhoods or geographical areas " It has already been stated several times in this EIS how the study area will be disrupted on both a long and short term basis. Before we deal with the EIS by section, we would like to point, out two large deficiencies. 1. No traffic studies are included analyzing where the traffic goes once it gets across the bridge into Bloomington. a. Does the traffic go primarily to the industrial park, north on T.H. 36, or is it distributed east and west on 494? \'hat arc the actual vehicles per day on these sections of road? page 2 b. It has been stated that T.H. 36 is needed to accommodate the sports complex and the industrial park. 1) Only en 9 Sundays per year does the stadium fill to capacity and J create a _ ibution problem, at which time there is no traffic from the industrial nark. 2) iSost of the hockey cat Fret Center are at night or weekend afternoons when the industrial park traffic is again at a minimum. 3) If the snorts ccmc1ox and industrial nark arc the traffic generators, they should also be responsible for the collection and distribution o: that traffic in their area. c. No mention has been made of the impact the new 49!! bridge will have on the Cedar Avenue corridor. 2. Some of the factual data that is included outdated. �.s .- a. There no reference to the Metro Council'"Guided Gro:•;th Plan" which is trying to contain urban sprawl. b. Accident rates and projected traffic volumes are ei.l pre - energy crisis and do not reflect today's reductions in traffic volumes and accident (p. 69,4!2 refers to 60 m.p.h. speed limit which is now 55 m.p.h.) c. p. 85 footnotes - studies used from 1960 and 1961 are grossly outdated. Thu most recent one listed is ? years old. In the remaining analysis, we have gone section by section. See M.P.I.R.G. C Response B L G L Section I Part A 1. p. 2,414 - ::hat are the "theoretical capacities" of Cedar Avenue, Interstate 35':i, and T.H. 55 ( Mendota Bridge )? They have not mentioned other bridges being built or already in use - 494 bridge and new Lexington bridge carrying traffic into St.- Paul. 2. p. 3 - accident rates do ndrreflect the energy crisis. Section II Part C The description of TH 36 does not include the fact that north H of 58th Street it is a residential street in Minneapolis, and that a citizen's group has effectively stopped any upgrading beyond a two lane city street north of 58th Street. This ^c supported by the Minneapolis Park Board and the tIinneapolis City Council. Part D r 1. That is the timetable for extending TH 36 beyond TFF13 to I accommodate the need for the zoo to be finished in ]077: I Arc there any concrete plans for extension of Cedar Aveno.e from 35E to the zoo? L 2. p. 10,i4 2, last sentence - why should the development of Eagan and ;apple Valley be at our expense? page 3 Sectior. III Part A 1. This alternative was not; the one ..e presented at the City Council hearings on the :;astern Area Plan. ..e proposed present Cedar Avenue as a four lane facility on the existing route not six le.nes adjacent to the east. 2. 'Three pares were used to summarily dismiss the two alternatives we suggested, and-the--ba--l-ance-of the book (103 pages) to justify Alternate C. Part C 1. Wo arc not suggesting "no mass transit." l:'e arc suggesting that four lanes would accommodate express beses in mixed traffic. THIIS IS THE STC AND NET0 COUNCIL'S PROPOSAL FOR THE TH 36 CORi7ID0c; (p.21 , last Yr ) 1 2. The State Highway Department has taken the liberty cf coin- beyond these proposals without quantitatively stating what effects it would have on the environment (p.22,4r2) and acknowledging their lack of specifics on noise levels and destruction of air quality (p.22,413) should extra right- of-way be taken. Part D Vie have never been opposed to the construction of a new bridge across the Minnesota River at Cedar Avenue and do not support a "do nothing" alternative. Sectior. I`J Parts A & 3 1. p. 59, last sentence - why are we scarring the view from the bluff for the permanent residents to allow people passing through a "viewing opportunity"? Aren't the highway travelers supposed to keep their eyes on the road, particularly at the high speeds traveled on a freeway? 2. Under "Aesthetic Impacts," pp. 63-65, they have devoted two pages to the motorist's physiological, education and cultural background in relation to his driving habits. We reiterate, "Just keep your eyes on the road, and you will safely cross the bridge." 1 3. Natural resources and environment are better evaluated from 1 the input of experts such as the Environmental Quality Council, Natural Resources Commission, Lower Minnesota l:'atershed District, State Zoological hoard, etc.; however, our proposal of four L lanes with no extra Raj for mass transit would minimize environmental danar_.e. Part C 1. p. 72 - have the statistics in Table 5 been amended b,y.tite Metro Council's "Guided Grcwth Plan"? 2. p. 75,5t5 - "Developers, land speculators and land investors nave acquired most buildable land in the study ea." this the force pushing: for a hum:-„p demand onthefree-.: :ay? r i. p. 77,4;1 - 'One change is titre additional residential area Izoned along TA 36. This area ::ill have two-fas.i 1e uctnnes, K apartment1 and to: n-coum- n. Similar land use in planned for such er tnc nurrounding area, especially along 86th Street, Old Shakopee Road, and along ;ice riser bluff." Is this type of development compatible with the _.astern Area Plan? 166 K L page 4 4. p. 81 - "Conversely, study area residents have little neigh- borhood contact, as the auto is their chief modo of trans- portation." .;hat about those of us who also own bicycles or walk or io - in the neighborhood? 5. pp. 34-5 - "Impacts on Residential Areas" a. p. 94 - last in the first column - "Except for ono small triangular -shaped area is 7loomington - an arca which uronosed TH 36, existing Cedar Avenue, and the Minnesota river Valley forms - the proposed work will effect no such chan.res to the physical environment." They have summarily dismissed a lot of people concerned with their homes. How many people arc they referring to? If the highway is put on Alternate C with an interchange at 90th and Old Shakopee Road, the physical environment will be altered in four triangles! O P0.EwC-.I,;1' 0eDNL laic b. p. 84, column 2, last4 plus 9 1 on p. 85 - they acknowledge that the residents who will be left sitting on the freeway will suffer psychologically. c. p. 85, column 2,93 - "The only area that will be greatly affected by this residential economic loss will be Bloom- ington . it is unlikely that many single family res- idences will suffer economic loss due to proximity to the facility." How many? d.. p. 85 footnotes - the only studies that have been used as factual substantiation at all are at least 7 years old, and one is 14 years old! 6. p. 88 - "Impacts on Schools" a. Shouldn't Bloomington School District 271 be a reviewins agency for this EIS? They aren't listed as one. b. p. 88,47t3 - "School officials plan to continue busing these students." Uith the present budget crisis in our schools, the question is, "Can they afford to?" and "Are they reimbursed by the state to continue that particular type of 'using?" 7. Table 9, p. 90 and Table 12, n. 95 - with the current inflation what sill to the value of these houses when they are projected to he taken? 8. p. 93,92 - "No estimates have been made as ,yet for the cost of acquiring pondin; areas north or south of the Einnesota River as their exact size and location have not yet been determined." Shouldn't this be part of an EIS? page 5 9. Tax structure a. P. 94, last sentence b. p. 85, Look at the last two sentences then look at p. 96, 4j1, "Experience has shown that while persons in the process of relocating claim intentions of remaining in the same area, they actually relocate in many different areas, often quite a distance from their last home." They are predicting that Bloomington will lose the taxes for most, if not all, of the homes taken. No factual data however. 10. p. 97, column 1,57 3, first sentence - we always thought we lived in a neighborhood, and now we find out we're transients. Mhore is the factual data for all of these generalizations? Part D p. 101„ column 1,4}7 - "The advantage of the do nothing alternate is that home owners who arc destined to live adjacent to proposed TH 36 should it be built, would not suffer economically or psychologically." They do admit that those of us who remain will suffer economically and psychologically. Section VI Part B M p. 122,113 — where is the factual data? Not "especially for those south of the Minnesota River," but only for those south of the Minnesota River. RESPONSE TO CONCERNED CITIZENS OF EAST BLOOMINGTON • We haven't attempted to respond to all the points raised in the letter from the Concerned Citizens of East Bloom- ington. In some cases, we feel that additional comments or data wouldn't improve on the information given in the DEIS. We've replied only to those points pertaining to environmental issues and concerns.) AItems 5, 6 and 7 are our conclusions based on available data and comparisons. Accidents are likely to increase on the existing Cedar Avenue but a marked reduction (per million vehicle miles) B can be expected if a freeway is constructed. Erosion is always a potential problem during construction, especially on the steep slopes and bluffs (short term). After Cstabilization of the opened areas has been attained, with vegetation or other types of slope protection, no problems are anticipated (long term). DSee the "Transportation Planning Report" p. 38-41. State, County and local highway departments still have the responsibility for providing adequate roadways to serve E development created by other agencies and individuals. FA separate E.I.S. is being prepared to cover the potential impacts of proposed 1-494. G Accident rates and overall traffic volues decreased both nationally and in Minnesota during the energy crisis. However, the statistics show that the project area and Dakota County are not following this trend. Continued increases in both accidents and traffic volumes are very evident. The list of accidents for Cedar Avenue which appears on page 3 can now be updated for 1973 and 1974. These figures show the actual number of accidents that occurred along Cedar Avenue between 123rd Street in Eagan and 86th Street in Bloomington: Year No. Accidents 1969 97 1970 103 1971 114 1972 181 1973 210 1974 197 Traffic volumes on Cedar Avenue have also increased approximately 30% during 1973 and 1974. Thus, the energy crisis has done little to slow down the trends in the rapidly developing project area. A recent National Highway Needs Report published by the U.S. Department of Transportation states that national energy conservation goals are expected to reduce passenger car travel in the next several years (perhaps five). However, highway use will increase sharply after 1980 rising from the peak 1973 annual level of 1.3 trillion miles to 1.9 trillion miles by 1990 and to 2.6 trillion miles by the year 2000. The demand for mobility will continue to expand in our affluent, growing society. To permit this.kind of growth there will be inreases in domestic oil production, improved vehicle efficiency and the development of other sources of energy. Thus the overall upward trend of increasing motor vehicle usage will continue, with only temporary restraint resulting from todays crisis. According to U.S. Department of Transportation predictions, highway travel will be rising dramatically during the lifetime of this proposed highway. The traffic volumes shown on page 6 are expected to be attained and perhaps surpassed. HSee pages 45, 46 and 47 of the "Transportation Planning Report." 168 r 1 L K L The Zoo Road extension of Cedar Avenue is scheduled for 1979. The planned development south of the river, including the Zoo, will afford residents north of the river many new recreational, employment and shopping oppor- tunities. We don't believe that building four lanes without provisions for mass transit would minimize environmental damage. Traffic demands for this corridor would make a four lane roadway obsolete by 1985. Congestion, with stop and start type of traffic operation, will result in added noise, air pollution, fuel consumption and time lost to motorists. If the need arises for a separate mass transit facility, the environmental damages that construction would cause will be far greater if provisions aren't made now. The physical environment in these areas will be altered to the extent that access and travel patterns will be changed. However, the socio-psychological impact, as defined, will be minimal as explained on pages 84 and 85. The drainage plan is conceptual. The exact size and location of ponding areas will be determined during detail design of the project. This as well as many other design details must come after the E.I.S. process. New development will come to Bloomington and other communities north of the river as well as those to the Msouth as a result of this project. The tax benefits south of the river obviously will be greater simply because there is more undeveloped land there. 8 BURNSVILLE ENVIRONMENTAL COUNCIL, INC. December 9, 1974 Mr. Ray Lappeeaard Minnesota Department of Highways State Highway Building St. Paul, Minnesota 55155 Dear Mr. Lappeeaard, We have reviewed the Draft Enviromental Impact Statement for improvements to Trunk Highway 36(Cedar Avenue) between Dakota and Hennepin Counties, Minnesota. Greater emphasis needs to be placed upon enviromental considerations. particularily the long-range consequences. In the first place, we agree with the local municipalities and the Minnesota Department of Highways that there is a need for the existing thoroughfare and improvements to up -grade the highway. The area known as Long Meadow Lake is one of a half -dozen large and extremely valuable and productive wetland complexes in the Lower Minnesota River Valley. The existing highway passes through a varied and unique marshland area, high in biological activity to a wide variety of fish and wildlife resources. Numerous muskrat houses attest to the productiveness of the area. During the spring and fall migration, tens of thousands of waterfowl and a few whistling swan utilize the area. Because of the importance of this area for the prodeuction and resting of a variety of fish and wildlife, greater emphasis and concern should be made to ensure minimal damage to the surronding enviroment, and at the same time, provide adequate concourse for vehicular traffic. The Minnesota Department of Highways proposed route(Alternative C) would cut a new path across the marsh, destroying valuable habitat. Even though the new bridge would be supported by piers, the piers themselves and the associated construction activities would leave permanent scars and damaging -effects to the landscape. The marsh located between the proposed Alternative C route and the existing bridge would receive significantly less use by wildlife than indicated in the Enviromental impact Statement. The Minnesota Department of Highways does not plan to remove the existing highway. The placement of additional structures in the Minnesota River floodplain reflects haphazard and inadequate 169 long-range planning and irresponsible use and degradation of the natural enviroment. We therefore recommend that you adopt Alternative A, which up -grades the existing route, as the most feasible long-range solution. There are several reasons why we have concluded that Alternative A best meets and serves the broadest range of public interests. First,the existing road -bed is utilized. Additional structures are not added to the landscape. The efficient use, or re -cycling, if you may, of existing facilities should be paramount in our planning judgements. Second, up -grading the existing road would pose the least damage to the unique and highly productive Long Meadow Lake area. With an expanding urban population, the need for wildlands, wildlife and associated recreational values will become increasingly important to the residents of the inner city, second and third tier communities and the out -lying suburbs. The Long Meadow Lake area is located uniquely close to an area of high human population. Further encroachments, no matter how small, erode the size and usefulness of these areas for people. We believe that the long-range public benefits of preserving this area in its entirety from any encroachment, far out -weighs the short- range gain brought by over -zealous, rampant and un-coordinated development. Several improvements or modifications to Alternative A would increase its practicallity and feasibility. First, south of Highway 13 in Dakota County, the route could follow the proposed Alternative B and C route, rather than the existing Cedar Avenue Road. This would reduce the construction cost of Alternative A by avoiding a heavily populated and commercial area. Second, the north approach to the floodplain in Hennepin County could follow a compromise route between Alternatives A and C, thus eliminating a bad curve and the destruction of valuable wetlands. Third, the central portion of the existing roadway across the floodplain would be useful during the construction phase. No additional roads into the marshes would be needed. The highway piers could be built to straddle the existing highway. The constuction of the Alternative A route could cause closure of the road for a short time. This immediate short-range hardship would be compensated by the long-range benefits. Fourth. the mass transit option should be applied to the Alternative A route. With growth patterns expanding to the south, future needs should be anticipated for at this time. The draft Enviromental Impact Statement prepared by the Minnesota Department of Highways does not address Alternative A in this manner. It does not consider these compromise measures which benefit the public by reducing enviromental damages, utilizing existing facilities and possibly reducing costs below the currently proposed Alternative A level. We believe that these improvements to Alternative A(up-grading the existing road) would increase the feasibility of this modified alternative over Alternative C(which is the route proposed by the Minnesota Department of Highways). Improvements to the existing Cedar Avenue road are urgently needed. At the same time, we ask that you equally and prudently recognize the right of the public to wildlife and wildlands surronding one of the most beautiful and scenic travel lanes in the Twin Cities Metropolitan area. Sincerely, Nancy Sullivan Chairman Burnsville Enviromental Council, Inc. 11205 Radisson Drive Burnsville, Minnesota 55337 RESPONSE TO BURNSVILLE ENVIRONMENTAL COUNCIL INC. See the responses to the United States Department of Interior Comments, especially C and L. 170 PHONE 454-8100 November 26, 1974 Mr. Ray Lappegaard Commissioner of Highways Highway Office Building St. Paul, Minnesota 55155 CITY OF EAGAN 57 I6 PILOT KNOW ROAD EAGAN. MINNESOTA s5112 Be: Trunk Highway 36 (Cedar Ave.) Draft Environmental Impact Statement Eagan, Minnesota Dear Sir: The "Draft Environmental Impact Statement" relating to the construction of Trunk Highway 36 (Cedar Avenue) in Dakota and Hennepin Counties has been re- viewed as it relates to the City of Eagan. The City Council joins me in commending your staff for the preparation of an excellent detailed impact statement. All of the major impacts are well docu- mented and sufficient detail is provided for a complete understanding of the minor items of impact. The City of Eagan agrees with the necessity to construct this improvement and urges that all possible effort be expended to expedite its completion. Of particular importance to our City are the following points: 1. Traffic Control and Accidents: Part B of Section 1 shows the marked increase in traffic accidents on present Cedar Avenue from 1969 through 1972. Data compiled by the Eagan Public Safety Department shows an increase of approximately 30%, more personal injury and 10% more property damage accidents in 1973 over 1972 on Cedar Avenue. Data has not yet been tabulated for 1974 but it will show significantly greater increases. 2. Life of the Present Bridge: The life of the present bridge is projected at 10 years. The closing of this bridge prior to the opening of the new Cedar Avenue bridge would be disas- trous to present and proposed development in Eagan. It would force the traffic to use other routes and the already overloaded I35W and Mendota bridges. Because the major population centers of Eagan are located in the western portion near Cedar Avenue, the resulting delays and the disruption of traffic in other areas would be totally unacceptable. 3. Project Alternates: Alternate C as proposed by the Highway Department has been included in the Master Plan of Eagan since the early 1960's. All of the land use planning, major street system and utility system Master Plans have provided for this corridor. No other alternate is considered feasible or acceptable. Page 1. 171 Mr. Ray Lappegaard Commissioner of Highways St. Paul, Mn. 55155 Re: Trunk Highway 36 (Cedar Ave.) Draft Environmental Impact Statement Eagan, Minnesota November 26, 1974 4. Environmental Impact: The Environmental Impact has been thoroughly covered. The Eagan Park and Trail Systems have been coordinated with the planning for the proposed recre- ational trail and expansion of the Fort Snelling Park System. Zoning for some residential uses exist between Co. Rd. 13 and Co. Rd. 30 which will require consideration of noise attenuation in the final design of this Highway in accordance with the new design criteria. However, sufficient land is available to accommodate berming in this area. 5. Economic Impact: The installation of utilities such as water, sanitary sewer and storm sewer and of major streets have all required the sale of Municipal Bonds. All of the payment schedules and growth projections are geared to an orderly con- tinued growth. If an adequate highway transportation network is not provided, the resulting loss of development can place a severe economic burden on the present residents of this community. The present transportation delays are now placing an unfair burden on the area residents by causing approximately a 30 minute delay morning and night during the rush hours. The loss of man hours and extra motor vehicle fuel expended annually are staggering and must be stopped. 6. Drainage Control: The staff of the City of Eagan has worked closely with the Highway De- partment to integrate the highway drainage needs into the City Master Plan for Storm Water Drainage. Continued cooperation will be extended throughout the final design and construction phases to provide joint projects where necessary to accomplish the desired drainage control. In summary, the City of Eagan has planned for and has depended upon the con- struction of the proposed Trunk Highway 36 to be a vital link in the essential highway transportation network of this area. We recommend that all possible steps be taken to complete this highway as rapidly as possible. Yours very truly, EAGAN CITY COUNCIL By J erbert Polzin, Page 2. RESPONSE TO CITY OF EAGAN There are many design considerations such as those mentioned here. These design details will be coordinated with the affected municipalities during the preparation of construction plans. 172 & , Rom, 4nde4,l4h g 4440ciatet, 9.sc. 2335 ?U. `7444.4 di/Sb..-y 36 S1. Panl MEwneeola 55113 Pisan. 636-4600 November 29, 1974 ilr. Ray Lappegaard Commissioner of highways Highway Office Bldg. St. Paul, Minnesota 55L55 Re' Trunk Highway 36 (Cedar Ave.) Eagan, Minnesota Dear Sir: OfIp G. Rnne.,.no. P.E. Robert V. Rn,rnr P.E. losrpb C. AnAe.iik. PF. As City Engineers for Eagan, we have reviewed the "Draft Environmental Impact Statement" on the construction of new Trunk Highway 36 in Dakota and Hennepin County as it pertains to the City of Eagan. This report is very well prepared and adequately covers the preliminary design and environmental impact of this project. ALI Eagan land use planning, zoning, utili. ty plans and storm water drainage studies have anticipated the eventual construction of this freeway in the pro- posed Alternate C Location. it is strongly recommended that Alternate C be approved and construction ordered Immediately. No major conflicts with existing development are anticipated. The fol lowin,^, points of interest arc mentioned to illustrate the need for local community staff participation in the final design phases of this project. 1. The existing Metcalf Junior high and the River Hills 9th Addition single family residential area each occupy 40 acre tracts on the west side of the proposed freeway just south of Co. Rd. 30. Consideration should be given to bcrming for noise control at these locations. 2. The Eagan Master Storm Sewer Plan will. require some modifications to fit the drainage needs of the proposed Highway. The use of additional pond - in„ areas and the construction of some joint projects by the City and the State Highway Department will be necessary to carry out the proper drainage control in an economical manner. Certain revisions should be made to the preliminary drainage plan shown on figure 55 of the Draft Impact Statement. 3. Existing residential development near. Slaters Lake will require special attention to minimize the detrimental effects of this construction on that area. Local staff mav be able to assist in working with the local resi- dents in this area. 4. The extension of sanitary sewer and water main to serve certain areas of Eagan west of the proposed Freeway will require coordination in the design and construction of both the Freeway and these utilities. Page 1. Mr. Ray Lappegaard Commissioner of Highways St. Paul, Mn. 55155 Re: Trunk Highway 36 (Cedar Ave.) Eagan, Minnesota November 29, 1974 As this project moves into final design, we will welcome the opportunity to meet with your staff to coordinate local considerations in the final design and construction. Your, very truly, BONESTROO, ROSENE, ANDEHLfI: & ASSOCIATES, INC. -....sL-. Robert W. Roscoe RWR: li RESPONSE TO BONESTOO, ROSENE, ANDERLIK & ASSOCIATES, INC. Local community staff people will participate in the design considerations that are stated. This will be accomplished during the detail design stage of the project development. 173 ••• •••• ••••• ••• Village of apple 14200 Cedar Avenue S. Telephone 612, 432-7105 Va��ey Apple Valley, Minnesota 55068 November 29, 1974 Mr. Ray Lappegaard, Commissioner Minnesota Department of Highways State Highway Building St. Paul, Minnesota 55155 Re: Draft Environmental Statement - T. H. //36 to I-35E Dear Commissioner Lappegaard: The City of Apple Valley has reviewed the "Draft Environmental Statement" for the proposed improvement of 5.2 miles of T.H. //36 from Interstate 35-E to Inter- state 494. The City's findings related to this draft are as follows: 1. Apple Valley commends the Minnesota Department of Highways for pre- paration of a very excellent and thorough report. 2. Apple Valley thoroughly agrees with the urgent need for the improvement of T.H. /136 which is documented several times in the report, namely: A. The existing bridge has a capacity for only 12,500 vehicles per day. According to an official traffic count earlier this year, Apple Valley alone generates over 8,000 trips on Cedar Avenue which could utilize TH//36. Presently, part of this traffic is forced along other routes such as I-35W which also are saturated at peak hours. B. Apple Valley urges strict adherence to the schedule which proposes initial construction in 1976, and opening in 1979. As stated in the report, the existing bridge has only a maximum life of ten more years, in addition to other limitations. C. Land use proposals and current construction in Apple Valley are very reliant upon the anticipated improvement of THI/36 as stated in the report. The most prominent are the Minnesota Zoological Garden and a Regional Shopping Center to be opened by 1980. The Zoological Garden scheduled to open in 1977, will generate in excess of 2-1/2 million visitors per year. The economic viability of this State institution is closely tied to the ability to provide adequate access routes. Cedar Avenue (T.H. //36) has been planned as the major access since inception of the Zoological Garden. Page 2 November 29, 1974 D. Developers in Apple Valley state that their sales are closely tied to the ability to provide adequate access routes to Minneapolis and St. Paul. This means that the growth of areas such as Apple Valley, is dependent upon improved access routes such as T.H. //36, to serve this area. E. Apple Valley's bond prospectus and bond repayment for parks, schools, utilities and streets are tied to growth. If the community fails to grow due to lack of adequate thoroughfares, an unfair economic burden will be placed upon the community's residents. F. The safety and welfare of existing as well as future residents of Northern Dakota County will be greatly enhanced by the earliest pos- sible completion of T.H. /136 so as to facilitate daily movements to and from the major employment, commercial, cultural and sports centers, the International Airport and the Metropolitan Twin City Area. Geographically, T.H. /136 is the primary artery for Apple Valley as it relates to the Metro Area. To date, this artery has been marginal at best, and the community has had to rely upon I-35W located 3 miles to the west for a good, but often sat- urated highway link to cross the Minnesota River. New T.H. /136, is absolutely vital to the Socio-Economic well being of this com- munity. All of our land use planning to date has relied upon carefully planned and constant growth. The timely development of T.H. 836 is vital to these plan- ning efforts. Yours truly, APPLE VALLEY CITY COUNCIL Fred J. Largen Mayor 174 mpirg Minnesota Public Interest Research Group 3036 University Avenue Southeast, Minneapolis, Minnesota 55414 (612) 376.7554 November 25, 1974 Mr. Paul G. Velz Road Design Engineer Minnesota Highway Department St. Paul, Minnesota 55155 Dear Mr. Velz: RE: T.H. 36 draft impact statement Thank you for affording us an opportunity to comment on your draft environmental impact statement for T.H. 36 (Cedar Avenue). In general we are quite encouraged by the quality of this impact statement; it is generally better prepared and more thorough than similar statements we have seen for extensive Interstate projects. We do, however, have a few comments and suggestions to offer. These are to be found in the attached document. Yours truly, Robert Hudnut Executive Director RKH:mc Enc. COMMENTS ON DRAFT E.I.S.--T.H. 36 (Hennepin and Dakota Counties) 1. In general, the "c-1" alternative (reservation of future transit right- of-way in the median) seems preferable to "c-2" (no reservation). It is hoped that transit planning will have progressed within the next two years to the point where lack of certainty over vehicle type and size in this corridor is resolved. This could mean reduction in contemplated right-of-way needs for transit if a small -vehicle fixed -guideway system is deployed in the corridor. 2. The draft E.I.S. does not discuss whether state noise standards would be violated by any of the alternatives. This should be discussed. 3. The discussion of impacts on land use does not mention whether the contemplated impacts are in conflict with proposed Metropolitan Council regional growth policies. This omission should be remedied. In addition, there is no discussion of the impact of this project on energy supplies. The project will encourage development of extensive single-family housing in the study area. To the extent that such a development pattern promotes long average trip lengths, and makes transit operations economically unattractive, it is apparent that this project will have a deleterious impact on efforts to conserve energy. In addition, single-family dwellings require more space heating/cooling energy per dwelling unit than multi -family dwellings. The lack of attention to this issue in the draft E.I.S. is lamentable; the final E.I.S. should discuss these factors. 4. The draft E.I.S. proposes use of various herbicides to control weeds and brush. We strongly object to this practice and request that it not be employed in the T.H. 36 corridor. We do so for the following reasons: A. When a pesticide is applied, not all of the applied chemical stays in the site of application. A portion migrates elsewhere --often very far away. Aerial transport of pesticides for hundreds of miles has been reported. The ease with which pesticides are transported, and the many and complex pathways by which they cycle from one environmental component to another, and their persistence (resistance to breakdown) all raise serious questions about possible damage to man, flora, and fauna. Several models for pollutant transport in the atmosphere have been developed, including Gaussian, conservation of mass, and particle - in -cell models. These models thus far yield only general values since many environmental processes are not yet understood well enough to be modelled. However, they do indicate that pesticide transport can be a serious problem. 175 the importance of pesticide evaporation from soil, water, or plants must also be stressed. Even "nonvolitile" pesticides, such as organochlorine insecticides, move into the atmosphere in appreciable quantities by vaporization. Furthermore, the products of pesticide degradation may also volatilize. B. Photodecomposition of pesticides may bring about toxological ac- tivation in some cases and inactivation in others, depending on the surrounding medium and available reagents. Photodecomposition may produce' reaction products more toxic than the original com- pounds. C. Various studies indicate that some of the pesticides proposed for use in particular--2,4,5-T and 2,4-D--may be hazardous to human health. The draft E.I.S. lists among long term benefits "a decrease in traffic congestion" in the area. Since most of the area is presently undeveloped or partially developed, and since it is conceded that the project will spur development in the area, it is questionable whether congestion will actually decrease. This is particularly true over the long term. RESPONSE TO MINNESOTA PUBLIC INTEREST RESEARCH GROUP AThe State of Minnesota has not implemented noise standard regulations. We have had early and continuous coordination of our project plans with local and regional governmental agencies, primarily to insure that the proposed highway will adequately serve both existing and proposed development. The responsibility for the development and comprehensive planning in this project area rests with the Cities of Bloom- ington, Burnsville, Eagan and Apple Valley and with the Metropolitan Council. All cities affected have stated that this project is consistent with their comprehensive plans and the project is consistent with the Metropolitan Council's Development Guide which lists the proposed highway as an intermediate arterial. Also the project area is totally within the Metropolitan Urban Service Area.' As you suggest, energy consumption in residential areas is determined primarily by heating and cooling, but auto usage is important also. Heating and air conditioning requirements are related primarily to the type of dwelling unit. For example, denser developments have lower demands than single family units. Transportation demands are affected by the degree of clustering and community planing and by density. The development plans for the project area, which for the most part are already determined, do include substantial areas of single-family dwellings as well. It is true that energy requirements will be greater for this more diverse development than they would be for an area developed totally within high density dwellings. We recognize this and the relationship of our proposed action to the current energy situation. Our responsibility, however, is to provide safe, efficient highways to serve the needs arising from existing and planned development. In our judgement, the success of the community plans are, by and large, dependent upon the implementation of proposed improvements such as.T.H. 36. One important consideration is that, although a part of the residential development proposed for the project area might promote longer trip lengths, major improvements in fuel economy have resulted from the construction of new highways similar to this proposal. The Interstate system, for example, will result in a 20% fuel savings compared to at -grade arterials, on a per mile basis. Also, research studies show that each 1 % shift from at -grade arterials to new freeways results in a national highway fuel savings of 0.1 %.' Certain herbicides are used in selected areas of highway right of way. The usage of these herbicides has been reviewed at the State and National level for conformance to legal requirements and regulations. All agents that are used in Minnesota are detoxified chemically. (See pages 119 and 120 for additional information.) Congestion during morning and afternoon rush hours along existing TH 36 increases the commuting time for motorist by about 1 to 1 hour daily. Most of the delay occurs in the vicinity of the Minnesota River Bridge, where the level of service' is F, the average operating speeds often falling lower than 10 mph during the rush hours.' This level of service (slow movement and constant stop -and -go with long periods of idling) is devastating to fuel economy. B C D r E 'Areas which the Metropolitan Council has designated to receive sewer, water, gas, and other improvements necsesary to accommodate urban devel- opment. Robert Husted, "Mass Transit Impact on Energy Consumption," S.A.E. Special Report 383, July 1973. 176 By comparison, the Minnesota River Bridge under Alternate C will have a B level of service during rush hours. This Elevel of service will permit traffic to move across the bridge at a constant flow, with operating speeds of 45 to 55 mph.' (Projected traffic volumes which traffic analysts use to calculate this level of service allowed for the study Larea's anticipated growth.) 'The quality of traffic service, scaled from A to F, with F being the worst possible condition. This means that traffic flow breaks down to a stop and start situation. "Transportation Planning Report, Trunk Highway 36," Resource Unit, MHD, District 9, August 1974, p. 20. ''Planning Report, p. 16. I � MINNESOTA HISTORICAL SOCIETY Fort Snelling Branch (Building 25), Fort Snelling, St. - Paul, Minnesota 55111 • 612'726-1171 —L�• October 29, 1974 Mr. C. P. Kachelmyer Preliminary Design Engineer 612E State Highway Building St. Paul, Minnesota 55155 Subject: 330, FHWA-Mn-EIS-74-04-D, Draft Environmental Statement for T.H. 36 (Cedar Avenue) in Dakota and Hennepin Counties, Minnesota Projects M5405 ( ) and M5409 ( ), State Projects 1925 and 2758, from Interstate 35E in Eagan to Interstate 494 in Bloomington Dear Mr. Kachelmyer: The draft environmental statement for the above referenced project has been reviewed by staff from the Historic Sites and Archaeology sections of the Minnesota Historical Society and has been found to be totally acceptable. The significant cultural sites are identified properly in figure 34 (p. 58) and the recommendations are presented correctly on page 59. Sincer ussell W. Fridley tate Historic Preservation Officer RWF:lt Founded 1849 • The oldest institution in the state 177 Part B Public Hearing Comments and Questions The following additional substantive environmental comments or questions were received during the December, 1974 public hearing. The page number following each comment or question is the page in the hearing transcript on which the.comment or question appears. Question: Why take out a natural wooded area to put in a noise barrier? (p 44) Answer: While the design plans for noise attenuation mounding and/or walls have not been totally formulated, it is likely that certain selected trees will need to be removed for attenuation construction. Trees and other vegetation do not provide a significant noise level reduction. Therefore, special attenuation must be provided to achieve acceptable levels. If, in a given area, a majority of the people who would be affected by highway noise would rather not have attenuation, it can be omitted from the construction plans. Question: Is the roadbed high enough to prevent flooding? (p 47) Answer: Yes, the lowest point proposed for the highway in the river valley area will be well above the 100 year flood protection elevations. Question: Why is .the interchange at 90th? Why not on 86th or 83rd St.? (p 72) Answer: An interchange is planned at Old Shakopee Road which is also Hennepin County Road 1. This road has continuity through all of Bloomington and is scheduled for other improvements by the County Highway Department. All of these improvements are consistent with Bloomington's "Eastern Area Comprehensive Plan". Other studies are under way for possibly building another interchange at or near 86th Street to provide additional local access. Question: In the Environmental Impact Statement it was stated that a freeway could result in a 30% devaluation of property close to the freeway. What compensation do we homeowners receive whose property is within 100 feet of the freeway? (p 72) Answer: No monetary compensation is possible under present State and Federal Laws and Regulations. 178 ; DER ENDS