HomeMy WebLinkAbout2013/07/08 - ADMIN - Agenda Packets - City Council - Study SessionAGENDA
JULY 8, 2013
6:30 p.m. STUDY SESSION – Council Chambers
Discussion Items
1. 5 min. Future Study Session Agenda Planning – July 15 and July 22, 2013
2. 60 min. Police Department 2012 Annual Report
3. 45 min. Southwest LRT Update – Freight Rail Comments and Letter
5 min. Communications/Meeting Check-In (Verbal)
Written Reports
4. State Aid Street Designation – Wayzata Boulevard
Immediately Following the Study Session Meeting (Estimated Time 8:00 PM)
SPECIAL CITY COUNCIL MEETING – Council Chambers
1. Call to Order
1a. Pledge of Allegiance
2. Resolutions, Ordinances, Motions and Discussion Items
2a. SWLRT Letter and Comments to the SWLRT Project Office
Recommended Action: Motion to adopt and direct staff to distribute the proposed
letter and comments regarding the freight rail route options to the SWLRT Project
Office and others.
3. Adjournment
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internet at www.parktv.org, and saved for Video on Demand replays. The agenda is posted on Fridays on the official city
bulletin board in the lobby of City Hall and on the text display on Civic TV cable channel 17. The agenda and full packet
are available by 3pm on Friday on the city’s website.
Auxiliary aids for individuals with disabilities are available upon request. To make arrangements, please call the
Administration Department at 952/924-2525 (TDD 952/924-2518) at least 96 hours in advance of meeting.
Meeting: Study Session
Meeting Date: July 8, 2013
Discussion Item: 1
EXECUTIVE SUMMARY
TITLE: Future Study Session Agenda Planning – July 15 & July 22, 2013
RECOMMENDED ACTION: The City Council and the City Manager to set the agenda for
the Special Study Session scheduled for July 15, 2013 and the regularly scheduled Study Session
on July 22, 2013.
POLICY CONSIDERATION: Does the Council agree with the agendas as proposed?
SUMMARY: At each study session approximately five minutes are set aside to discuss the next
study session agenda. For this purpose, attached please find the proposed discussion items for
the Special Study Session scheduled for July 15, 2013 and the regularly scheduled Study Session
on July 22, 2013.
FINANCIAL OR BUDGET CONSIDERATION: Not applicable.
VISION CONSIDERATION: Not applicable.
SUPPORTING DOCUMENTS: Future Study Session Agenda Planning – July 15 & 22, 2013
Prepared by: Debbie Fischer, Office Assistant
Approved by: Tom Harmening, City Manager
Study Session Meeting of July 8, 2013 (Item No. 1) Page 2
Title: Future Study Session Agenda Planning – July 15 & July 22, 2013
Special Study Session, July 15, 2013 –6:45 p.m.
Tentative Discussion Items
1. Deer Management Update – Operations & Recreation (30 minutes)
Staff will review the current Deer Management Policy with Council.
Study Session, July 22, 2013 – 6:30 p.m.
(Mayor Jacobs & Councilmember Spano Out)
Tentative Discussion Items
1. Future Study Session Agenda Planning – Administrative Services (5 minutes)
2. Community Center Final Report on Cost Estimate & Site Analysis – Ops & Rec (60 minutes)
Consultant will be in attendance to go over final program layout and cost estimates.
3. DLC Apartments - West End – Community Development (30 minutes)
Discuss an apartment development proposal for the West End on the former Chili’s
Restaurant property at 5245 Wayzata Boulevard.
4. Communications/Meeting Check-In – Administrative Services (5 minutes)
Time for communications between staff and Council will be set aside on every study session
agenda for the purposes of information sharing.
End of Meeting: 8:10 p.m.
Reports
5. 2013 June Financial Report
6. 2nd Quarter Investment Report
Meeting: Study Session
Meeting Date: July 8, 2013
Discussion Item: 2
EXECUTIVE SUMMARY
TITLE: Police Department 2012 Annual Report
RECOMMENDED ACTION: No formal action requested.
POLICY CONSIDERATION: The staff presentation and the Annual Report (attached) can be
used as a primer for any policy questions or concerns Council would like to discuss at the study
session.
SUMMARY: The following staff members will accompany the Police Chief at the study
session:
• Kirk DiLorenzo, Deputy Chief
• Chad Kraayenbrink, Lieutenant
• Lori Dreier, Lieutenant
• Sarah Almquist, JCPP Coordinator (Joint Community Police Partnership)
• Breanna Erickson, Community Liaison
Command staff members will make brief presentations outlining the duties and responsibilities
of their work groups and highlighting both high volume and high profile activities during 2012.
They will also touch on quality of life issues which generated interest during 2012. Council will
have an opportunity to meet Sarah and Breanna, both of whom are recent and outstanding
additions to staff.
Finally, all staff will be pleased to respond to Council questions and policy concerns.
FINANCIAL OR BUDGET CONSIDERATION: Not applicable.
VISION CONSIDERATION: St. Louis Park is committed to being a connected and engaged
community.
SUPPORTING DOCUMENTS: 2012 Annual Report
Prepared by: John Luse, Chief of Police
Approved by: Tom Harmening, City Manager
1
Police Department
2012 Annual Report
Study Session Meeting of July 8, 2013 (Item No. 2)
Title: Police Department 2012 Annual Report Page 2
Study Session Meeting of July 8, 2013 (Item No. 2)
Title: Police Department 2012 Annual Report Page 3
TABLE OF CONTENTS
Mission/Operating Philosophy/Core Values 1
Organizational Chart 2
Administration/Budget 3
Operations/Patrol 4
Police District Map 5
Police Neighborhood Map 6
Support Services/Drug Task Force/School Liaison Program 7
Community Outreach 8-10
Crime Free Ordinance 10
Emergency Communications Center 11
Community Service Officers 11
Police Reserves/Police Explorers 12
Training 13
Crime Prevention Fund 13
Records/Information Management 14
Crime Analysis and Problem Solving 15-17
CAD and Records Management Systems 15-16
Request Partner 16-17
Graffiti Abatement 17
Police Incident Mapping 17
Crime Set Databases 17
Annual Crime Statistics 18-24
Juvenile Offenses 19
Calls for Service 20
2012/2011 Crime Comparison 21
2012 Clearance Rates 22
2012 Part I Crimes by Neighborhood 23
2012 Part II Crimes by Neighborhood 24
Graphs
Total Calls For Service 25 Res. vs. Bus. Burglary 35
Calls by Time of Day 26 Theft 36
Calls by Day of Week 27 Motor Vehicle Theft 37
Calls by Month of Year 28 Arson 38
Part I Crimes 29 Part 2 Crimes 39
Homicide 30 Forgery 40
Rape 31 Fraud 41
Robbery 32 Vandalism 42
Assault 33 DWI 43
Burglary 34 Narcotics 44
Study Session Meeting of July 8, 2013 (Item No. 2)
Title: Police Department 2012 Annual Report Page 4
11
MISSION
The mission of the St. Louis Park Police Department is to provide citizens with quality service,
professional conduct, and a safe environment in which to live, work and learn. We are
committed to an active partnership with our community as we work together to solve problems
and prevent crime and disorder.
OPERATING PHILOSOPHY
• A total commitment to community-oriented policing.
• To strive continually to provide effective and efficient services.
• To provide a positive work environment for employees.
CORE VALUES
The following values are fundamental to the success and fulfillment of the St. Louis Park Police
Department’s Mission and Goals:
• We believe that service to the public is our reason for being and strive to deliver quality
services in a highly professional and cost-effective manner.
• We believe that the prevention of crime and disorder is the best and most economical
solution to law enforcement.
• We recognize our interdependent relationship with the community we serve and are
continually sensitive to changing community needs.
• We believe that ethics and integrity are the foundation blocks of public trust and confidence,
and that all meaningful relationships are built on these values.
• We believe that our employees are the department’s greatest resource and, as
professionals, are continually striving to improve the quality of their skills.
• Our department’s mission, values and goals are at all times in harmony with the mission,
values and goals of the City of St. Louis Park.
Study Session Meeting of July 8, 2013 (Item No. 2)
Title: Police Department 2012 Annual Report Page 5
22
St. Louis Park Police Department
2012 Organizational Chart
CHIEF OF POLICE
DEPUTY CHIEF
COMMUNICATIONS/
COMMUNITY OUTREACH
Lieutenant (1)
Dispatchers (7)
Community Outreach Officer (1)
Community Liaison (1)
PATROL
Lieutenants (1)
Patrol Sergeants (6)
Patrol Officers (27)
CSO Coordinator (1)
CSO’s/Cadets (3)
SUPPORT SERVICES
Lieutenant (1)
Support Services Sergeants (2)
Support Services Officers (7)
School Liaison/DARE (3)
Drug Task Force (1)
OFFICE MANAGER
RECORDS/CLERICAL
Office Assistant III (1)
Office Assistant II (4)
Study Session Meeting of July 8, 2013 (Item No. 2)
Title: Police Department 2012 Annual Report Page 6
3
ADMINISTRATION
The purpose of this division is to perform all administrative duties and carry out policies and
procedures as directed by the City Manager and City Council. Other aspects of the
Administrative Division include: budgeting, contract administration, training, recruiting,
internal investigations and computer applications.
Budget:
The Chief of Police works with other department staff to prepare and propose the
department budget to the City Manager and Finance Director.
Police Services are funded through the General Fund. The actual budgeted expenditures
of the 2012 Police (Department) Protection and Communications budgets totaled
$7,120,562. As is the case with most local government budgets, the majority of
expenditures are in personal services (salaries and benefits). The 2012 budget had an
allocation of $6,659,267 for salaries and benefits, over 93% of the total budget.
The graph below depicts how budgeted funds are allocated.
2012 Police Department
Budget Allocations
Personal Services
93.5%
Services &
Charges
4.5%Equipment
0.5%
Supplies
1.5%
Study Session Meeting of July 8, 2013 (Item No. 2)
Title: Police Department 2012 Annual Report Page 7
4
OPERATIONS
The police department has a Deputy Chief and three Lieutenants who oversee department
operations including Patrol, Support Services, Community Outreach and Special
Assignments.
PATROL
The Patrol Division consists of six sergeants and twenty-seven patrol officers who primarily
work a combination of 10- and 12-hour shifts.
Day shift 6:30 a.m. to 4:30 p.m. and 6:30 a.m. to 6:30 p.m.
Relief shift 10:00 a.m. to 6:00 p.m.
Middle shift 4:00 p.m. to 2:00 am. and 4:00 p.m. to 4:00 a.m.
Dog watch 7:00 p.m. to 7:00 a.m. and 9:00 p.m. to 7:00 a.m.
The shifts overlap to provide more comprehensive coverage during shift changes, to
provide extra manpower during peak periods of activity, and to allow officers to work on
community policing projects.
Officers rotate on a 3 days on, 3 days off and 4 days on, 4 days off schedule. Officers are
assigned to the same shift for one year and are assigned to either A side or B side.
Sergeants rotate on a 4 days on, 4 days off schedule and supervise both A side and B side
officers. This allows the sergeants a better opportunity to supervise, coach and mentor
officers working both A and B side.
A normal shift will have one officer covering one of the five patrol districts (see map on page
7). In 2012, a new patrol district was added for the West End development. The sergeant
on duty is responsible for overseeing department operations at headquarters and also
provides road supervision and assistance when necessary.
The four patrol districts are further divided into 35 neighborhoods (see map on page 7)
which allow for a more detailed crime analysis. The analysis is used to determine unusual
activity in an area and for developing trends. If an abnormality is found, patrol activity can
be analyzed and adjustments in the patrol routine can be made. This type of analysis is
also used in community policing/community outreach efforts to establish neighborhood
watch areas and develop special programs and strategies to reduce the likelihood of crime.
The department has adopted the community-oriented policing philosophy, which is based
on problem solving and the promotion of ownership relationships with the community. The
department uses the S.A.R.A. model (Scan, Analyze, Respond, and Assess) for problem-
solving, and all sworn officers have received substantive training in problem solving and
other aspects of community policing.
Study Session Meeting of July 8, 2013 (Item No. 2)
Title: Police Department 2012 Annual Report Page 8
5
Study Session Meeting of July 8, 2013 (Item No. 2)
Title: Police Department 2012 Annual Report Page 9
6
Study Session Meeting of July 8, 2013 (Item No. 2)
Title: Police Department 2012 Annual Report Page 10
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SUPPORT SERVICES
The Support Services Division is comprised of a lieutenant, two sergeants and 11 police
officers in various special assignments. The police officers are assigned to geographical
areas of the city in an effort to develop relationships with business owners and citizens and
better analyze trends in crime and disorder occurring in neighborhoods. The sergeants
and patrol officers are on a 3-year rotation.
A Support Services Lieutenant or Sergeant reviews all police reports and assigns those
warranting further investigation to an officer. The officers are responsible for following up
on assigned cases and for collecting evidence relating to each case. They are also
responsible for taking statements from victims, suspects and witnesses. This information is
compiled into a case file which is then presented to the City or County Attorney for review
and possible prosecution.
The Support Services Division is also responsible for managing the department property
and evidence room, monitoring pawn shops, predatory offender registration compliance,
monitoring compliance with the alcohol and tobacco laws, doing liquor license investigations
and providing training for licensed liquor establishments in the City.
DRUG TASK FORCE
The department participates in the Southwest Hennepin Drug Task Force, which includes
officers from Eden Prairie, Edina, Hopkins, Minnetonka and the Hennepin County Sheriff’s
Office. The task force members work together to conduct undercover operations and drug
enforcement. One St. Louis Park patrol officer is assigned full time to the task force;
however, other officers may assist with task force activities during their off-duty time or as
assigned.
SCHOOL LIAISON PROGRAM / D.A.R.E. PROGRAM
The department has three officers assigned as School Liaison Officers during the school
year. These officers serve as resources for the students, teachers and school
administrators. One of the officers is assigned to St. Louis Park Senior High and Benilde-
St. Margaret’s. Another officer is assigned to the St. Louis Park Junior High. This officer
also teaches the 7th grade D.A.R.E. (Drug Abuse Resistance Education) Program. The
third officer teaches the D.A.R.E. Program to fifth grade students and also serves as school
liaison to Aquila, Cedar Manor, and Susan Lindgren schools.
Study Session Meeting of July 8, 2013 (Item No. 2)
Title: Police Department 2012 Annual Report Page 11
8
COMMUNITY OUTREACH
The police department has a civilian Community Liaison whose role is to support the City’s
35 neighborhoods and help them become stronger. There are currently 27 organized
neighborhood associations within St. Louis Park. The Community Liaison and Community
Outreach Officer work closely to communicate information to both block captains and
neighborhood leaders and connect the two groups when appropriate.
The Community Liaison facilitates the neighborhood grant program. The grant program
was established to support neighborhoods and enhance community connections by
bringing neighbors together. Financial support is provided for special projects initiated by
residents to address issues, implement ideas or create opportunities that are meaningful
and important to their neighborhoods.
In addition to the grant program, the Community Liaison plans and facilitates an annual
Neighborhood Leaders Forum that provides neighborhood leaders an opportunity to meet
and learn from each other. The Community Liaison also facilitates monthly Outreach
Connection meetings that allow city departments to share what they are doing within the
neighborhoods in St. Louis Park. Communication between city departments and with
neighborhoods is crucial for keeping the community connected and engaged.
The police department also has one sworn police officer assigned to community outreach.
This officer coordinates citywide programs such as Neighborhood Watch, Operation
Identification, and National Night Out. This officer also coordinates the crime free multi-
housing program, prepares neighborhood surveys, coordinates neighborhood meetings and
addresses a variety of civic, school, resident, and business groups on matters relating to
personal safety and ways to reduce the likelihood of becoming a crime victim.
Some of the Community Outreach Programs in 2012 include:
Neighborhood Watch: This program involves the active participation of neighborhood
residents in cooperation with law enforcement to reduce crime in the community.
Neighbors watch each other’s houses and keep an eye out for unusual behavior or
unfamiliar people and cars. There are over 300 Neighborhood Watch groups in the City.
Each Watch group has a block captain who hosts meetings and acts as a contact person
with the police department.
Also part of Neighborhood Watch is National Night Out. National Night Out takes place the
first Tuesday in August and is an evening when neighbors are encouraged to join together
to take back their neighborhoods and show support against crime. In 2012 there were over
130 organized block parties.
Bicycle Patrol Program: The bike patrol works primarily in the City's parks and trails,
interacting with the public, answering questions and providing information and literature
about the City and the parks. Both sworn police officers and police reserve officers served
as bike patrol in 2012. (See page 8 for further information on the Police Reserves.) Bike
patrol also works with other agencies on problem areas.
Study Session Meeting of July 8, 2013 (Item No. 2)
Title: Police Department 2012 Annual Report Page 12
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Police Substations (COP Shops): In an effort to provide district police officers resources
within the neighborhoods they serve, the St. Louis Park Police Department utilizes several
substations (COP Shops) located throughout the city. These COP Shops are equipped with
all the necessary resources for officers to write reports, meet with community members and
maintain a presence in the neighborhoods. Currently, there are four COP Shops located at
:
1. Texatonka Shopping Center
2. Excelsior and Grand
3. West End Complex
Home and Business Premise Surveys : Upon request, an officer will complete a Premise
Survey of homes and businesses in St. Louis Park and advise the owners of things that can
be done to provide better security for their homes or businesses.
Neighborhood Surveys: Neighborhood surveys are distributed and color-coded by
neighborhood so that citizen input can be used to identify problems and initiate problem-
solving strategies. Districts will be surveyed on a revolving basis, so that progress and
changes can be evaluated approximately every two years.
394 Virtual Block Club: This program is designed to improve communication between
business owners/managers along the 394 corridor and their local police departments.
Cities involved in this project stretch from Minneapolis to Wayzata.
Citizens Police Academy: This six-week training program is an opportunity for citizens
who live or work in St. Louis Park to interact with members of the police department,
increase their understanding of the role and function of the police department, and learn
how citizens can play an integral part in crime prevention. Some of the topics covered
include the history and philosophy of the police department, training, patrol operations, use
of force, dispatch center operations, investigations, and narcotics. Participants have the
opportunity to tour the police department and jail, ride-along in a squad car with a police
officer, and participate in hands on demonstrations.
Chaplains Program: The department has seven volunteer Chaplains that are available to
provide professional, non-denominational services for police department employees and
their families and also for citizens. The Chaplains are available on call and also participate
in ride-alongs with officers and other department activities.
Study Session Meeting of July 8, 2013 (Item No. 2)
Title: Police Department 2012 Annual Report Page 13
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Crime Free Multi-Housing Program: This is a three-phase program designed to reduce
the incidents of crime and disorder in rental property. Phase 1 is an 8-hour training seminar
for apartment owners and/or managers. Phase 2 is a survey of the apartment complex to
make sure it meets minimum security requirements. Phase 3 is a crime prevention meeting
for tenants. Police officers are assigned to rental properties in their districts. Each officer
has continued contact with apartment managers and owners to discuss various issues.
The Crime Free Multi-Housing ordinance was enacted in 2007. It provides an effective tool
for rental property owners and managers. The police department facilitates the mandatory
8-hour training for all rental license holders, as well as verifying lease violations.
Crime Free Ordinance:
The Crime Free Multi-Housing ordinance was enacted in 2007. It provides an effective tool
for rental property owners and managers. The police department facilitates the mandatory
8-hour training for all rental license holders, as well as verifying lease violations.
Evaluations of the training have been overwhelmingly positive and we are contemplating
offering on-going training in the future for those managers/owners who would like to attend.
Easy Tracking ™ was developed to store, track and disseminate all information associated
with the Crime Free Ordinance. This software package allows easy access to property and
violation information. In addition to the full database, Easy Tracking ™ contains a web-
based version so patrol officers can access information from any computer, including the
MCD’s in the squad cars.
Officers responded to 7,368 calls for service at rental properties in 2012. This represents
21% of all calls for service for 2012. There were 175 verified ordinance violations in 2012,
which is 2% of the total calls to rental properties.
Of the 175 violations, 82% were 1st violations, 81% were noise violations and 13% of the
violations resulted in lease terminations. 87% of the violations occurred at apartment
complexes.
Study Session Meeting of July 8, 2013 (Item No. 2)
Title: Police Department 2012 Annual Report Page 14
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EMERGENCY COMMUNICATIONS CENTER
In 2012, the Public Safety Answering Point (PSAP) was staffed by seven full time
dispatchers. The dispatchers use Computer Aided Dispatch (CAD) in conjunction with an
integrated E911 system to process calls for service and manage information critical to
responding police, fire and medical units. Calls for service are also sent electronically to
responding police officers via a mobile computer (MCD) system.
In 2012, our PSAP answered 29,990 911 calls for service. 71% of those calls were
received from cell phones while 25% were received from land lines. An additional 28,330
non-911 calls were received in the Communications Center.
Dispatched calls for service for each city break down as follows:
2012
Police 34,652
Fire 4,433
39,085
E9-1-1: Dialing 9-1-1 connects a caller to the PSAP by way of dedicated telephone circuits.
A computer provides the emergency dispatcher with a visual display of a caller's telephone
record; usually subscriber name, address and phone number. A keystroke allows this
information to be instantly transferred to the CAD system to start a call for service. In 2012,
our PSAP was preparing for the 2013 installation of the “Next Generation 911 equipment
(NG911). This equipment will provide our PSAP the ability to receive text messages as
soon as the state MESB, (Minnesota Emergency Services Board) develops protocols
(expected in 2013).
COMMUNITY SERVICE OFFICERS
Community Service Officers (CSO's) provide various support services to the department.
They relieve sworn personnel of certain duties which can be performed by non-licensed
employees, such as maintaining police equipment, issuing citations for non-moving
violations, watching and feeding prisoners, running errands, and giving tours to visitor
groups. During 2012, the department had one full-time CSO Coordinator and three part-
time CSO’s/Cadets. The CSO Coordinator is responsible for training and evaluating the
CSO's/Cadets as well as coordinating and prioritizing their activities. Cadets are hired on a
temporary, part-time basis and must be attending an accredited post-secondary law
enforcement program while employed with the intent to become a licensed police officer.
Study Session Meeting of July 8, 2013 (Item No. 2)
Title: Police Department 2012 Annual Report Page 15
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POLICE RESERVES
The police reserves are a valuable asset to our community. Created in 1975, the reserves
patrol with sworn officers, assist with crowd control at civic, sporting and school related
events, assist at scenes of accidents, natural disasters, and emergencies, and assist in
special assignments, such as the bicycle patrol program. The department's reserve officers
share an excellent reputation and are frequently asked to assist neighboring communities.
In order to qualify for the police reserves, candidates must successfully complete a 10-hour
training program. Uniforms and equipment are then provided by the City. Officers attend
monthly meetings where they receive training on current events and new procedures.
Some of the reserve officers are enrolled in college law enforcement programs, while others
have or are pursuing careers outside of law enforcement. During 2012, reserve officers
donated over 1,950 hours to the City.
POLICE EXPLORER POST #505
Explorer Post #505 is sponsored by the department and chartered by the Boy Scouts of
America. The purpose of exploring is to provide career development and direction for
youths ages 15 through 20.
The Explorers participate in training programs and assist the department with various
functions such as distributing crime watch flyers and helping out at the Halloween party and
other events. Explorers also ride along with officers.
Much of the money used for training and special events comes from fund raising events
sponsored by the Explorer Post. The City also provides funding for uniforms and training.
In addition, Explorers are required to furnish many of their own items for Exploring events
and duties.
Study Session Meeting of July 8, 2013 (Item No. 2)
Title: Police Department 2012 Annual Report Page 16
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TRAINING
Department training is coordinated by a Lieutenant. To comply with legal mandates, each
police officer must successfully complete a minimum of 48 hours of approved law
enforcement related continuing education every three years. The training must be
registered with the P.O.S.T. Board (Minnesota Board of Peace Officer Standards and
Training) in order for officers to renew their licenses. Consequently, training of officers is
extensive and ongoing.
All officers are required to receive yearly training in the use of force. Most of this training is
done by certified instructors who are members of the department. Firearms training is held
at the indoor range in the police department.
All members of the police department are receiving police/community partnerships training
to improve the effectiveness, efficiency and equity of the service we provide to the
community. Community-oriented policing and problem solving is the central focus of our
departmental training.
Officers are required by O.S.H.A. to receive yearly refreshers on handling hazardous
materials and on blood/air-borne pathogens. Some other ongoing training received by St.
Louis Park officers includes legal updates, domestic violence, racially biased policing,
handling the mentally ill and vulnerable persons, jail/prisoner procedures, vehicle
pursuit/emergency driving and computer training.
ST. LOUIS PARK CRIME PREVENTION FUND
The St. Louis Park Crime Prevention Fund has been a valuable asset to the department
and the City since 1976. The Crime Prevention Fund is a private, non-profit corporation
which is supported by voluntary contributions and forfeiture revenue. This Fund provides a
crime tip line which pays cash rewards for information leading to the arrest and prosecution
of person(s) who commit crimes in St. Louis Park. The Crime Fund supports many
community outreach programs including Neighborhood Watch and National Night Out, St.
Louis Park's Police Reserve Program, the Youth Safety Camp and the metro area's Crime
Stoppers Program.
Study Session Meeting of July 8, 2013 (Item No. 2)
Title: Police Department 2012 Annual Report Page 17
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RECORDS
The Records Division consists of an Office Manager and five Office Assistants. The
primary role of the records division is to collect, process, disseminate and maintain
department records in accordance with Federal and State Data Practices laws and Records
Retention requirements. This division performs various administrative and support services
including:
• Providing information and assistance to the public
• Data entry
• Typing/transcription
• Preparing case files for submission to prosecutors and the district court
• Scanning police records into a Document Imaging System
• Notifying officers of court appearances and cancellations
• Processing department invoices for payment
• Maintaining office equipment
• Ordering supplies and forms
• Assisting with the storage, retrieval and disposal of records and evidence
• Preparing crime and incident statistics and other activity reports
• Assisting with the preparation and management of the department budget
The Records Division uses an automated records management system and documents
imaging system for data entry and records storage. These applications allow the retrieval of
information from all computerized workstations within the department and also in the police
vehicles.
INFORMATION MANAGEMENT
The Information Management Group continues to proactively address crime and quality of
life issues and better direct department resources to areas of concern. The group consists
of representatives from Patrol, Support Services, Community Outreach, Dispatch and
Records. Staff members from other City departments often attend to participate in joint
initiatives. The Information Management group creates work processes to review
information from a variety of sources, researches and implements software applications to
efficiently collect data for analysis, produces various reports for dissemination to the
department and works with other members of the department to develop strategies to
address crime, disorder and quality of life issues.
Study Session Meeting of July 8, 2013 (Item No. 2)
Title: Police Department 2012 Annual Report Page 18
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CRIME ANALYSIS AND PROBLEM SOLVING
In addition to responding to crime and calls for service, the police department collects,
analyzes, and disseminates information in an effort to prevent crime and disorder from
occurring. The police department also concentrates their problem solving efforts on quality
of life issues that affect the well-being of community members. Utilizing established
operational strategies, the police department works in partnership with other city
departments, residents, business owners and other community members to deliver both
proactive and responsive services. Partnerships were crucial to the development of an
effective process for graffiti mitigation as well as the development of a crime free rental
program to address crime and nuisance activity in rental property.
Operational Strategies:
1. Incident Response: Patrol officers respond to routine calls for service, such as
suspicious activity, noise complaints, disturbances.
2. Emergency Response: Patrol officers respond to emergency incidents, such as
medical assistance and fires.
3. Criminal Investigations: Work down after a crime has occurred, such as preparing
cases for charging, following up on incidents, conducting search warrants, etc. This
work is usually completed by a Support Services officer.
4. Preventive/Directed Patrol: Information is collected, analyzed and disseminated to
department personnel in an effort to proactively address specific issues, such as traffic
complaints.
5. Problem Solving: A systematic process for identifying, analyzing, responding to and
assessing an issue that may become a problem. This work includes partnerships with
all stakeholders. The Information Management Group will assist in the problem
solving process, and officers or other department personnel are responsible for
conducting the appropriate response strategies.
6. Collateral Services: Police services such as animal control, the dispatch center and
clerical staff who assist officers in their work.
The police department utilizes several computer applications to assist with crime analysis
and problem solving. These include:
CAD and Records Management:
The Police Department uses a computerized CAD and Records Management system to
track calls and information from police reports and citations.
CAD : This system allows the dispatcher to enter calls for service information directly into
the computer system at the time of the call. The computer automatically validates the
address, identifies the neighborhood and police/fire response district, and keeps track of all
running times. The system has the capacity to track alarms, tows, and officer activity. The
dispatcher may also enter comments such as suspect descriptions, vehicle descriptions,
mode of entry or attack, and other key information.
Study Session Meeting of July 8, 2013 (Item No. 2)
Title: Police Department 2012 Annual Report Page 19
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MCD: Mobile computers, installed in patrol cars, are connected to the CAD system by
wireless communication. The dispatchers send the calls for service electronically to the
computer, so the officer has a visual record. Officers can use the fully functional computers
to write reports and manage other information from the patrol car. The MCD's also link to
local, state and national crime databases to provide officers with information such as stolen
vehicles and wanted persons.
RMS: The records management system contains detailed information on calls that
generate police reports or citations. Some of the information entered into this system
includes the date, time, location and type of incident, names and addresses of parties
involved, vehicles and other property involved, arrest and booking information and the
status of the incident. After this information is entered into the computer system,
department personnel may search one or more of the data fields to obtain information on a
specific case, person, address, property, vehicle license plate, etc. An independent report
writer program is also available for more specialized, detailed searches.
The records management system also allows the department to track registration
information such as predatory offenders who move in and out of the city and persons who
apply for permits to purchase handguns.
Request Partner: A Web-based system used to track concerns/complaints from citizens
about ongoing quality of life issues such as parking, speeding, stop sign violations, noise,
animal complaints, drug activity and other suspicious activity. It is also used to request an
officer to speak at a meeting/event or to do property safety (premise) surveys. Information
from the caller/complainant is entered into a database that automatically generates an e-
mail to the appropriate officer for follow-up. The system allows officers to record their
actions/responses to the concern and also to keep in contact with the complainant via e-
mail.
During 2012, the police department entered and tracked the following livability issues in
Request Partner:
Study Session Meeting of July 8, 2013 (Item No. 2)
Title: Police Department 2012 Annual Report Page 20
17
Other City departments using Request Partner include: Community Development and
Inspections to track property maintenance and zoning issues. Public Works, Inspections
and Parks & Recreation have been using Request Partner to track graffiti in the parks and
on private property. Use of this system allows departments to share information and
resources.
Graffiti Abatement:
2012 was the sixth year for our graffiti abatement process. Representatives from Public
Works, Parks & Recreation, Inspections, Communications and the Police Department
continued to work together to remove, document and track all graffiti in the city.
Graffiti reports were up 7% in 2012 (from 146 in 2011 to 156 in 2012). Of the 35
neighborhoods, twelve are showing decreases in reported graffiti and eight others had no
reported graffiti incidents. Thirteen neighborhoods showed slight increases in reported
graffiti cases.
Police Incident Mapping: A crime and incident map is available to the public on the City’s
website. This map was created by the City’s Information Resources Department and
provides a general overview of selected crime and quality of life issues occurring in the city
during a 30-day period. The map also provides information at the neighborhood level for a
90-day period. Information is updated on a monthly basis. Data for the map are obtained
from the Computer Aided Dispatch system (CAD) and Records Management system
(RMS).
Crime Set Databases: Several databases were developed by an outside vendor as a tool
to provide detailed analysis on certain crime sets, including burglary, robbery, theft from
auto, auto theft, graffiti and other property damage. Data entered from police reports are
used to coordinate criminal investigations, analyze crimes for resource deployment and
provide quick and easy access to in-depth crime data for the Information Management
group to study.
Study Session Meeting of July 8, 2013 (Item No. 2)
Title: Police Department 2012 Annual Report Page 21
18
ANNUAL CRIME STATISTICS
Evaluating Statistics:
The statistics in this report are generated through specialized searches of the department's
computer system. When reading and evaluating these findings, please keep in mind this
one very important factor: Our figures are based solely on reported incidents which are
brought to the attention of the police department. An incident record usually starts with a
call to the dispatcher. Information from the caller is entered into the CAD system, and an
officer is sent to the scene. If the call warrants, the officer will write a report. A
computerized record may also be generated when an officer on routine patrol sees
something suspicious occurring or pulls a vehicle over for a violation or when a victim
comes in to the police department to report a crime.
Many crimes go unreported, even though awareness of crime has increased. Reasons vary
as to why crimes and suspicious incidents are not reported, but here are some of the
common reasons.
1. The victim believes that the crime was unimportant,
2. Fear of retaliation from the suspect,
3. Perception that the police will not believe the victim,
4. The victim was involved in an illegal act when the crime happened,
5. Perception that the police will not be able to catch the person(s) who committed the
crime, and
6. The victim may feel that she/he was the cause of being victimized. This is mostly the
case with domestic assault and sexual assault.
Other factors which have an effect on the types of calls and resulting incidents of crime
include:
• Age of the population
• Income level
• Educational level
• Proximity to a central city
• Population density
• Access to, and transportation system within, the city
• Type of housing and industry
• Number, type, location, and concentration of entertainment and recreational
facilities
Study Session Meeting of July 8, 2013 (Item No. 2)
Title: Police Department 2012 Annual Report Page 22
19
Classification of Crimes:
Part one crimes, also called Crime Index Crimes, consist of offenses, which, because of
their seriousness, frequency of occurrence, and likelihood of being reported to police, were
selected to serve for evaluating the fluctuations in the volume of crime. These crimes are,
in order of seriousness: Homicide, Rape, Robbery, Aggravated Assault, Burglary, Larceny
(Theft), Auto Theft, and Arson. Information on these crimes is kept by the FBI, National
Criminal Justice Institute, the Bureau of Criminal Apprehension and local law enforcement
agencies. This information has been kept since the 1930's.
Another category of crime which is also kept by the FBI and Bureau of Criminal
Apprehension is Part two crime. There are 18 types of crime in this category, some of
which are as follows: Simple assault, other sex offenses, forgery/counterfeiting, fraud,
embezzlement, property damage, gambling, prostitution, DWI, narcotics, weapons, liquor
laws, possession of stolen property, family/child crime, and disorderly conduct.
Juvenile Offenses
Juvenile crimes are separated into two categories, 1). Status offenses -offenses which are
legal to persons over a certain age, but illegal to those under that age. Such offenses
include runaways, truancy, curfew, smoking, consuming alcohol, etc. 2). Criminal
offenses - offenses which are illegal regardless of age. Such offenses would include
shoplifting, assault, arson, criminal sexual conduct, robbery, auto theft, etc.
COMPARISON OF JUVENILE STATUS OFFENSES IN 2012 AND 2011
# of Juveniles Involved
Offense 2012 2011
Runaway 73 67
Tobacco 11 6
Alcohol Consumption 25 14
Curfew Violations 7 15
In 2012, the department arrested/cited approximately 386 juveniles for criminal and status
offenses. The top 5 criminal offenses committed by juveniles were:
• Controlled Substance Violation
• Shoplifting
• Assault
• Disorderly Conduct
• Possessing/Receiving Stolen Property
Study Session Meeting of July 8, 2013 (Item No. 2)
Title: Police Department 2012 Annual Report Page 23
20
Calls for Service
The police responded to 34,652 calls for service in 2012, compared to 30,205 in 2011. This is a
15% increase. Below is a summary of the calls for service received during 2012.
Description # of Calls Description # of Calls
TRAFFIC STOP 7,146 OFP/RESTR ORDER VIOLATION 69
DIRECTED PATROL 4,817 PUBLIC ASSIST 69
MEDICALS 3,148 COMMUNITY POLICING 68
ACTIVITY/PERSON/VEHICLE 1,445 FIREWORKS 69
ALARM 1,211 SNOWBIRDS 66
PROPERTY DAMAGE ACCIDENT 956 PANHANDLING 64
THEFT 894 OPEN DOOR/WINDOW 57
CHECK WELFARE 777 ALARM-MEDICAL 55
FOLLOW-UP 793 FIGHT 52
PARKING COMPLAINT 752 ANIMAL - WILDLIFE 50
NOISE/LOUD MUSIC 608 CRIM SEX CONDUCT 49
DISTURB/PARTY/NOISE 572 DEATH INVESTIGATION 47
MOTORIST ASST/LOCKOUT 556 ALARM-PANIC 46
EXTRA PATROL 525 CHILD PROTECTION 46
FIRE CALL 496 WEAPONS VIOLATION 39
OTHER INCIDENT 488 ALARM-HOLDUP/ROBBERY 38
PROP DAMAGE/VANDALISM 442 DWI HOUSE CHECK 37
ANIMAL CALL 407 PAPER SERVICE 31
THEFT FROM AUTO 386 ANIMAL BITE 30
DRIVING COMPLAINT 362 SUICIDE THRT/ATTEMPT 29
ASSIST OTHER AGENCY 357 COUNTERFEIT/FORGERY 27
HIT & RUN PROPERTY DAMAGE ACCIDENT 333 ANIMAL-CRUELTY 25
TRESPASS/UNWANTED PERSON 332 CHECK PREMISE 24
COP/QUEST/INTELLIGENCE 323 OBSCENITY/EXPOSER 23
CIVIL ASSIST 307 CHECK RESIDENCE 21
SHOPLIFTER 305 CHECK PARK 19
ALARM-FIRE 303 TRAFFIC DETAIL 19
JUVENILE COMPLAINT 264 BKGROUND/PRINTS/RI 18
BURGLARY 227 ROBBERY 16
DWI 225 ANIMAL - DANGEROUS 15
DOMESTIC 219 SEARCH WARRANT 14
HARASSING COMMUNICATIONS 215 PROWLER/PEEPER 11
MENTAL HEALTH-CRISIS 197 TOW 11
FOUND PROPERTY 190 STALKING 10
THREATS 188 VULNERABLE ADULT 9
FRAUD 181 PHONE CALL 8
DRUNKENNESS 180 PRED OFFENDER REGISTRATION 7
ANIMAL BARK 178 RECREATIONAL FIRE 7
911 HANGUP 164 TRANSPORT-PRISONER 5
ANIMAL AT LARGE 157 911 CELL 4
UTILITIES 155 ACCIDENT-CAR VS DEER 4
THEFT-NO PAY 146 HIT & RUN PERSONAL INJURY ACCIDENT 4
WARRANT ACTIVITY 145 LIQUOR VIOLATION 4
ASSAULT 142 MEDICAL LIFT ASSISTANCE 4
DRUG ACTIVITY 126 ANIMAL-DEER 2
MISSING PERSON 124 DEPT PROPERTY DAMAGE 2
PERSONAL INJURY ACCIDENT 117 KIDNAPPING 2
VEHICLE THEFT 110 PROBATION VIOLATION 2
RUNAWAY 108 STOP ARM VIOLATION 2
ROAD HAZARD 106 DCC EQUIP REPAIR 2
NEIGHBORHOOD DISPUTE 94 BOMB/BOMB THREAT 1
IDENTITY THEFT 86 MENTAL HEALTH 1
LOST PROPERTY 81 PROSTITUTION 1
MISC ORDINANCE 77 REPOSSESION 1
RECOVER PROP/VEHICLE 72 TACTICAL TEAM 1
TOTAL CALLS FOR 2012 34,652
Study Session Meeting of July 8, 2013 (Item No. 2)
Title: Police Department 2012 Annual Report Page 24
21
Part 1 Crimes Reported
Crime 2012 2011 Difference %
Homicide 0 1 -100.0%
Rape 14 5 180.0%
Robbery 16 23 -30.4%
Aggravated Assault 14 34 -58.8%
Burglary - Total 249 229 8.7%
Residential 190 160 18.8%
Business 59 69 -14.5%
Larceny - Total 1193 1115 7.0%
Theft from Vehicle 358 366 -2.2%
Motor Vehicle Theft 51 70 -27.1%
Arson 4 1 300.0%
Total Part 1 1541 1478 4.3%
Part 2 Crimes Reported
Crime 2012 2011 Difference %
Other Assaults 283 249 13.7%
Fraud 213 253 -15.8%
Embezzlement 3 2 50.0%
Forgery/Counterfeiting 35 27 29.6%
Other Sex Offenses 44 42 4.8%
Narcotics 107 105 1.9%
Fleeing Police 8 4 100.0%
Gambling 0 1 -1
Family/Child Crime 13 15 -13.3%
Liquor Violations 32 21 52.4%
Disorderly Conduct 53 56 -5.4%
Trespassing 16 19 -15.8%
Littering 7 6 16.7%
Possess/Receive Stolen Property 15 14 7.1%
Weapons Violations 10 8 25.0%
Prostitution/Obscenity 1 0 +1
DWI 257 281 -8.5%
Vandalism-All 391 450 -13.1%
Graffiti 158 146 8.2%
OFP/Harassment Order Violations 41 40 2.5%
All Other 58 49 18.4%
Total Part 2 1587 1642 -3.3%
CRIME COMPARISON
2012 and 2011
Study Session Meeting of July 8, 2013 (Item No. 2)
Title: Police Department 2012 Annual Report Page 25
22
Part 1 Crime
Total
Number
Reported
Number
Unfounded
Total
Actual
Number
Cleared
Percent
Cleared
Homicide 0 0 0 0 N/A
Rape 14 1 13 9 69.2%
Robbery 16 0 16 9 56.3%
Assault 14 0 14 12 85.7%
Burglary 249 2 247 27 10.9%
Larceny 1193 3 1190 299 25.1%
Motor Vehicle Theft 51 1 50 13 26.0%
Arson 4 0 4 1 25.0%
Total Part 1 1541 7 1534 370 24.1%
Part 2 Crime
Other Assaults 283 0 283 262 92.6%
Fraud 213 4 209 101 48.3%
Embezzlement 3 0 3 3 100.0%
Forgery/Counter.35 0 35 18 51.4%
Other Sex Offenses 44 0 44 23 52.3%
Narcotics 107 0 107 103 96.3%
Escaping/Fleeing 8 0 8 8 100.0%
Gambling 0 0 0 0 N/A
Family/Child Crime 13 0 13 11 84.6%
Liquor Violations 32 0 32 32 100.0%
Disorderly Conduct 53 0 53 49 92.5%
Trespassing 16 1 15 15 100.0%
Littering 7 0 7 3 42.9%
Stolen Property 15 0 15 13 86.7%
Weapons Violation 10 0 10 8 80.0%
Obscenity/Prostitution 1 0 1 1 100.0%
DWI 257 0 257 257 100.0%
Vandalism 391 0 391 36 9.2%
All Other 99 3 96 78 81.3%
Total Part 2 1587 8 1579 1021 64.7%
2012 CLEARANCE RATES
Study Session Meeting of July 8, 2013 (Item No. 2)
Title: Police Department 2012 Annual Report Page 26
23
2012 PART I CRIMES BY NEIGHBORHOOD
Aggravated Vehicle Total Part 1
Neighborhood Homicide Rape Robbery Assault Res From
Vehicle Other Theft Arson by Neighborhood
Shelard Park 0 0 0 0 5 25 7 1 0 39
Kilmer 0 1 0 0 0 1 1 0 0 3
Crestview 0 0 0 0 0 0 2 0 0 2
Westwood Hills 0 0 0 0 2 2 2 0 0 7
Cedar Manor 0 0 0 0 2 6 5 0 0 13
Willow Park 0 0 0 2 6 9 25 2 0 44
Pennsylvania Park 0 0 0 0 2 9 6 0 0 18
Eliot 0 2 0 2 11 17 19 8 0 62
Blackstone 0 1 1 1 2 46 74 4 0 145
Cedarhurst 0 0 0 0 2 1 4 2 0 9
Eliot View 0 0 0 0 2 2 11 1 0 16
Cobblecrest 0 0 0 0 3 7 6 0 0 16
Minnehaha 0 1 0 0 0 0 8 0 0 10
Amhurst 0 0 0 0 0 0 1 0 0 1
Aquila 0 1 1 0 9 22 259 2 0 295
Oak Hill 0 1 1 1 12 12 12 2 0 43
Texa Tonka 0 2 1 1 16 11 42 2 1 83
Bronx Park 0 0 0 1 8 8 11 0 0 28
Lenox 0 0 2 2 11 14 41 1 0 72
Sorensen 0 1 1 0 7 11 14 4 0 39
Birchwood 0 1 1 0 15 19 15 4 0 56
Lake Forest 0 0 0 0 2 2 2 0 0 6
Fern Hill 0 0 0 1 17 31 9 3 0 61
Triangle 0 0 0 1 10 15 18 3 0 47
Wolfe Park 0 2 3 0 2 32 105 3 0 149
Minikahda Oaks 0 0 0 1 2 2 2 0 0 13
Minikahda Vista 0 0 3 0 8 8 15 0 0 38
Browndale 0 0 0 0 5 5 5 0 0 15
Brookside 0 0 0 0 1 0 3 0 0 4
Brooklawns 0 1 0 0 4 9 33 3 0 52
Elmwood 0 0 1 0 5 13 46 3 0 72
Meadowbrook 0 0 1 1 5 4 18 3 3 36
South Oak Hill 0 0 0 0 11 14 13 0 0 39
Westdale 0 0 0 0 0 1 1 0 0 2
Creekside 0 0 0 0 3 0 0 0 0 6
Outside City Limits 0 0 0 0 0 0 0 0 0 0
TOTALS 0 14 16 14 190 358 835 51 4 1541
Burglar Theft/Larceny
Study Session Meeting of July 8, 2013 (Item No. 2)
Title: Police Department 2012 Annual Report Page 27
24
2012 PART II CRIMES BY NEIGHBORHOOD
CRIMINAL FAMILY/TOTAL
OTHER WEAPONS SEXUAL CHILD LIQUOR DISORDERLY OTHER PART II BY
NEIGHBORHOOD ASSAULTS FORGERY FRAUD VANDALISM OFFENSES CONDUCT NARCOTICS CRIME DWI VIOLATION CONDUCT PART II NEIGHBORHOOD
Shelard Park 1 1 4 10 0 1 1 0 3 0 1 3 25
Kilmer 2 0 3 0 0 0 0 0 0 0 1 0 6
Crestview 0 0 0 0 0 0 0 0 1 0 0 0 1
Westwood Hills 1 0 2 6 0 0 0 0 0 0 0 1 10
Cedar Manor 1 0 4 17 0 0 0 0 3 0 1 0 26
Willow Park 12 1 11 14 1 2 10 0 3 0 4 4 62
Pennsyl. Park 10 0 3 2 0 1 2 1 0 0 1 1 21
Eliot 20 2 16 26 0 2 3 0 4 0 2 13 88
Blackstone 20 6 10 21 0 4 5 0 27 2 13 8 116
Cedarhurst 3 0 1 4 0 2 0 0 6 0 0 4 20
Eliot View 7 0 1 7 0 0 1 0 4 0 0 0 20
Cobblecrest 5 0 2 6 0 1 3 1 2 0 0 1 21
Minnehaha 2 0 3 1 0 0 0 0 0 0 0 1 7
Amhurst 0 0 1 0 0 0 0 0 1 0 0 2 4
Aquila 36 8 32 24 0 4 4 2 7 6 7 12 142
Oak Hill 9 0 10 11 0 0 5 1 6 3 0 14 59
Texa Tonka 28 1 9 29 0 7 9 0 6 1 2 15 107
Bronx Park 6 1 9 16 1 2 3 0 10 1 0 7 56
Lenox 12 0 12 38 3 3 13 1 10 8 5 10 115
Sorensen 12 0 4 10 0 2 3 0 13 2 1 6 53
Birchwood 14 2 7 11 1 3 4 1 9 1 1 4 58
Lake Forest 1 0 0 4 0 0 0 0 1 0 0 0 6
Fern Hill 5 0 4 12 0 1 2 0 6 1 3 3 37
Triangle 7 1 4 16 0 0 16 3 50 1 1 4 103
Wolfe Park 22 2 28 22 1 1 3 1 13 0 2 4 99
Minikahda Oaks 1 0 0 1 0 1 0 0 0 0 0 1 4
Minikahda Vista 3 3 5 7 0 0 1 0 3 0 0 4 26
Browndale 3 0 5 18 1 1 2 0 12 0 0 1 43
Brookside 1 0 5 1 0 0 0 0 4 1 1 1 14
Brooklawns 6 0 3 5 0 2 2 0 1 0 3 5 27
Elmwood 9 2 8 21 2 0 2 0 16 3 3 7 73
Meadowbrook 21 0 3 21 0 4 4 1 5 1 0 5 65
South Oak Hill 1 5 2 8 0 0 4 1 25 0 1 5 52
Westdale 2 0 0 0 0 0 0 0 0 0 0 0 2
Creekside 0 0 1 2 0 0 2 0 1 1 0 1 8
Outside City Limits 0 0 1 0 0 0 3 0 5 0 0 2 11
TOTALS 283 35 213 391 10 44 107 13 257 32 53 149 1587
Study Session Meeting of July 8, 2013 (Item No. 2)
Title: Police Department 2012 Annual Report Page 28
25
TOTAL CALLS FOR SERVICE
2003 -2012
20,000
22,000
24,000
26,000
28,000
30,000
32,000
34,000
36,000
38,000
CALLS 30,608 33,404 32,311 35,959 33,775 34,641 32,451 28,779 30,205 34,652
2003 2004 2005 2006 2007 2008 2009 2010 2011 2012
Average: 32,658
Source: Department Records
Study Session Meeting of July 8, 2013 (Item No. 2)
Title: Police Department 2012 Annual Report Page 29
26
CALLS BY TIME OF DAY
2012
0
500
1000
1500
2000
2500
CALLS 1916 1581 1250 804 356 374 431 815 1331 1493 1718 1584 1554 1697 1841 1792 1586 1980 1763 1587 1589 1364 2055 2091
00 01 02 03 04 05 06 07 08 09 10 11 12 13 14 15 16 17 18 19 20 21 22 23
Average: 1444
Source: Department Records
Study Session Meeting of July 8, 2013 (Item No. 2)
Title: Police Department 2012 Annual Report Page 30
27
CALLS BY DAY OF WEEK
2012
0
1000
2000
3000
4000
5000
6000
CALLS 4203 4792 4880 5001 5252 5626 4898
SUNDAY MONDAY TUESDAY WEDNESDAY THURSDAY FRIDAY SATURDAY
Average: 4950
Source: Department Records
Study Session Meeting of July 8, 2013 (Item No. 2)
Title: Police Department 2012 Annual Report Page 31
28
CALLS BY MONTH OF YEAR
2012
0
500
1000
1500
2000
2500
3000
3500
4000
CALLS 2616 2503 2766 2790 3194 3116 3148 3195 3126 2893 2654 2651
JAN FEB MAR APR MAY JUN JUL AUG SEP OCT NOV DEC
Average: 2,888
Source: Department Records
Study Session Meeting of July 8, 2013 (Item No. 2)
Title: Police Department 2012 Annual Report Page 32
29
PART I CRIME *
2003 -2012
1541
1478
154315371520
1613
1441
1641
1581
1674
1300
1350
1400
1450
1500
1550
1600
1650
1700
2003 2004 2005 2006 2007 2008 2009 2010 2011 2012
PART I CRIME
Source: Department Records PART I CRIME INCLUDES HOMICIDE, RAPE, ROBBERY, AGGRAVATED
ASSAULT, BURGLARY, THEFT, MOTOR VEHICLE THEFT AND ARSON*
10-year
Average: 1,557
Study Session Meeting of July 8, 2013 (Item No. 2)
Title: Police Department 2012 Annual Report Page 33
30
HOMICIDE
2003 -2012
0
3
1 0 1
2
0
2
1 00
1
2
3
4
5
6
7
8
9
10
2003 2004 2005 2006 2007 2008 2009 2010 2011 2012
Homicide
Source: Department Records
10-year
Average: 1
Study Session Meeting of July 8, 2013 (Item No. 2)
Title: Police Department 2012 Annual Report Page 34
31
RAPE
2003 -2012
8
12
18
8
10 11
18
5 5
14
0
5
10
15
20
25
30
2003 2004 2005 2006 2007 2008 2009 2010 2011 2012
Rape
Source: Department Records
10-year
Average: 11
Study Session Meeting of July 8, 2013 (Item No. 2)
Title: Police Department 2012 Annual Report Page 35
32
ROBBERY
2003 -2012
36
24
38
34
40
36
31
28
23
16
0
5
10
15
20
25
30
35
40
45
50
2003 2004 2005 2006 2007 2008 2009 2010 2011 2012
Robbery
Source: Department Records
10-year
Average: 31
Study Session Meeting of July 8, 2013 (Item No. 2)
Title: Police Department 2012 Annual Report Page 36
33
ASSAULT
2003 -2012
44 27 40 44 31 20 22 22 34 14
274
296 306
256
288 302 318 304
249
283
0
50
100
150
200
250
300
350
400
450
2003 2004 2005 2006 2007 2008 2009 2010 2011 2012
Aggravated Assault Other Assaults
Source: Department Records
10-year
Average: 30
10-year
Average: 288
Study Session Meeting of July 8, 2013 (Item No. 2)
Title: Police Department 2012 Annual Report Page 37
34
BURGLARY
2003 -2012
206
247
305
196
273 249 240
188
229 249
0
50
100
150
200
250
300
350
400
450
500
2003 2004 2005 2006 2007 2008 2009 2010 2011 2012
TOTAL BURGLARIES
Source: Department Records
10-Year
Average: 238
Study Session Meeting of July 8, 2013 (Item No. 2)
Title: Police Department 2012 Annual Report Page 38
35
RESIDENTIAL VS. BUSINESS BURGLARY
2003 -2012
87
107
122 125
155
168 161
125
160
190
119
140
183
71
118
81 79
63 69
59
0
50
100
150
200
2003 2004 2005 2006 2007 2008 2009 2010 2011 2012
RESIDENTIAL BUSINESS
Source: Department Records
Business 10-year
Average: 98
Residential 10-year
Average: 140
Study Session Meeting of July 8, 2013 (Item No. 2)
Title: Police Department 2012 Annual Report Page 39
36
THEFT
2003 -2012
1244
1162
1122
1064
1159
1127
1168
1235
1115
1193
950
1000
1050
1100
1150
1200
1250
1300
2003200420052006200720082009201020112012THEFTS
Source: Department Records
10-year
Average:
1,159
2012 THEFT BY TYPE
Theft from
Person
4%All Other
13%Bicycle 5%Theft from
Vehicle
38%
Shoplifting
24%
Theft from
Building
24%
Study Session Meeting of July 8, 2013 (Item No. 2)
Title: Police Department 2012 Annual Report Page 40
37
MOTOR VEHICLE THEFT
2003 -2012
115
85
108
91 92
72
52 59
70
51
0
25
50
75
100
125
150
175
200
2003 2004 2005 2006 2007 2008 2009 2010 2011 2012
Motor Vehicle Theft
Source: Department Records
10-year
Average: 80
Study Session Meeting of July 8, 2013 (Item No. 2)
Title: Police Department 2012 Annual Report Page 41
38
ARSON
2003 -2012
21 21
8
4 7 43641
0
10
20
30
40
50
2003 2004 2005 2006 2007 2008 2009 2010 2011 2012
Arson
Source: Department Records
10-Year
Average: 8
Study Session Meeting of July 8, 2013 (Item No. 2)
Title: Police Department 2012 Annual Report Page 42
39
PART II CRIMES *
2003 -2012
2129 2130 2037 2137
2430
2029
1782
1616 1642 1587
0
500
1000
1500
2000
2500
3000
2003 2004 2005 2006 2007 2008 2009 2010 2011 2012
PART II CRIME
Source: Department Records
INCLUDES DWI, NARCOTICS, VANDALISM,
FORGERY/FRAUD, CSC, DISORDERLY CONDUCT,
OTHER ASSAULT, OBSCENITY, STOLEN
PROPERTY, FLEEING POLICE, GAMBLING, LIQUOR
VIOLATIONS, WEAPONS OFFENSES
*
10 year
Average: 1,952
Study Session Meeting of July 8, 2013 (Item No. 2)
Title: Police Department 2012 Annual Report Page 43
40
FORGERY
2003 -2012
87 89
109
83 77
52
43 36
27 35
0
20
40
60
80
100
120
140
2003 2004 2005 2006 2007 2008 2009 2010 2011 2012
Forgery
Source: Department Records
10-year
Average: 64
Study Session Meeting of July 8, 2013 (Item No. 2)
Title: Police Department 2012 Annual Report Page 44
41
FRAUD
2003 –2012
162 142 147 167 184 176 167 197 220 188
49 82 82 34
52 53
47
33
2553
0
50
100
150
200
250
300
2003 2004 2005 2006 2007 2008 2009 2010 2011 2012
Other Fraud Identity Theft
Source: Department Records
10-year
Average: 205
Study Session Meeting of July 8, 2013 (Item No. 2)
Title: Police Department 2012 Annual Report Page 45
42
VANDALISM
2003 -2012
481
547
466
635
1010
630
444 426 450
391
0
100
200
300
400
500
600
700
800
900
1000
1100
1200
2003 2004 2005 2006 2007 2008 2009 2010 2011 2012
Vandalism
Source: Department Records
10-year
Average: 548
Study Session Meeting of July 8, 2013 (Item No. 2)
Title: Police Department 2012 Annual Report Page 46
43
DWI
2003 -2012
302
326
416
460
288
312
255
192
281
257
0
50
100
150
200
250
300
350
400
450
500
2003200420052006200720082009201020112012DWI
Thursday
9%
Tuesday
9%
Monday
12%
Sunday
19%
Wednesday
14%
Saturday
19%
Friday
18%
Source: Department Records
10-year
Average:
320
2012
% By Day of Week
Study Session Meeting of July 8, 2013 (Item No. 2)
Title: Police Department 2012 Annual Report Page 47
44
NARCOTICS
2003 -2012
75 67
52
75 77
67
78 70
105 107
0
20
40
60
80
100
120
140
2003 2004 2005 2006 2007 2008 2009 2010 2011 2012
Narcotics Crimes
Source: Department Records
10-year
Average: 77
Study Session Meeting of July 8, 2013 (Item No. 2)
Title: Police Department 2012 Annual Report Page 48
Meeting: Study Session
Meeting Date: July 8, 2013
Discussion Item: 3
EXECUTIVE SUMMARY
TITLE: Southwest LRT Update – Freight Rail Comments and Letter
RECOMMENDED ACTION: Staff requests that the Council review the final draft letter and
comments on freight rail relocation and co-location options identified by the SWLRT Project
Office (SPO).
POLICY CONSIDERATION: Does the latest draft letter and comments appropriately and
adequately capture the points the City Council wishes to convey to the SWLRT Project Office
and others regarding the freight rail options and the potential impacts on the City of St. Louis
Park?
Please note that a clean and marked up version of each is provided to denote edits made since the
City Council’s last review. Note about editing in draft attachments: You may see different
underline and strike through colors in the attached documents due to the software program and
multiple editing. Please read this draft with underline as added, and strike through as deleted
(colors do not have any other meaning).
SUMMARY: The purpose of this agenda item is to discuss what is intended to be the final draft
letter and comments on the proposed freight rail routing options and the impact they will have on
St. Louis Park. The latest versions of the letter and comments attempts to capture the direction
provided staff at the July 1st joint meeting of the School Board and the City Council. The plan is
to discuss the draft comments in this study session and then approve the letter and comments at a
short special City Council meeting later the same evening. Staff will than submit the letter and
comments to the Metropolitan Council’s SPO and distribute it to the CC list.
FINANCIAL OR BUDGET CONSIDERATION: Not applicable.
VISION CONSIDERATION: Not applicable.
SUPPORTING DOCUMENTS: Final Draft List of Key Issues on Freight Rail Alternatives
(clean and marked up version)
Final Draft Letter to Met Council SPO
(clean and marked up version)
Map of Expanded RR ROW Concept
Prepared by: Kevin Locke, Community Development Director
Approved by: Nancy Deno, Deputy City Manager/HR Director
City of St. Louis Park
Key Issues and Comments on Freight Rail Alternatives July 8 2013
The City of St. Louis Park has reviewed the eight (8) alternative freight rail routing alignments
and provides the following comments and requests for further information for evaluating the
alternatives. It is important to note that any comment, question or suggestion relating to the Re-
Location Alternatives should not in any way be construed that the City supports the re-location
options.
Key Issues to address for freight rail routing to be successful:
Co-location Alternatives
1. Presence of freight rail and trains potentially interferes with access to LRT station
platforms by foot, bike, bus and auto. Significant traffic impacts will occur at Wooddale
Avenue and Beltline Boulevard; these impacts must be assessed and addressed. A
circulation study for the areas around the stations is needed to evaluate and mitigate
traffic impacts in the area.
2. Grade separation of freight rail at Wooddale Avenue is not practical, however grade
separating LRT and the Cedar Lake Regional Trail are feasible and would reduce traffic
conflicts. The search for ways to eliminate the negative traffic and access impacts from
freight rail and LRT crossing Wooddale Avenue needs to continue. This is a vital north-
south route for the community and the Elmwood and Sorensen neighborhoods
specifically and long delays due to LRT and freight trains are not acceptable or safe.
Alternative grade separated vehicular crossings or routes under or over the rail/trail
corridor are needed at either Yosemite or Xenwood Avenues.
3. Beltline Boulevard must be grade separated from LRT, freight rail and the regional trail
by putting Beltline with sidewalks below the rail/trail corridor. Beltline is the only north-
south crossing of the rail/trail corridor between the W. Lake Street Bridge and Highway
100. It is critical for circulation in the community and emergency vehicles that traffic
movements not be unduly delayed by the presence of freight trains or LRT. Only grade
separation will ensure that no matter when freight trains and LRT trains arrive or whether
they are on schedule or not, traffic and emergency vehicles will be able to move where
they need to go. The accumulative effects of at grade crossings at both Wooddale and
Beltline are particularly troubling, since a train that creates traffic problems at one street
crossing will move on to create crossing problems at the next street; and in some cases a
single train will be long enough to block both intersections at once. Grade separation at
Beltline would mean traffic could at least continue to flow there, and if the Wooddale
crossing is blocked, traffic could divert to either Beltline on the east or Louisiana Avenue
on the west if needed.
4. Presence of freight rail and LRT at station areas affects development opportunities;
design must consider development-friendly configurations.
Study Session Meeting of July 8, 2013 (Item No. 3)
Title: Southwest LRT Update – Freight Rail Comments and Letter Page 2
5. Emergency vehicle delays will occur when freight trains are present at Wooddale Avenue
and Beltline Boulevard. Grade separation or other means of maintaining emergency
vehicle accessibility in the community must be provided.
6. The Midtown trolley station/platform may be located at the West Lake Station and
requires additional property takings; these costs must not be attributed to the SW LRT
project.
7. It needs to be acknowledged that under the co-location alternative, with the removal of
the Oxford industrial area switching wye, freight train access from Bass Lake Spur to the
MN&S will only be possible by using the proposed wye track connecting the Bass Lake
Spur to the MN&S southbound. Any freight trains, whether traveling east or west on the
Bass Lake Spur, that need to go north on the MN&S, will need to use the southbound
connection to the MN&S tracks and then reverse directions to head north. TC&W is not
currently taking trains north bound on the MN&S and, has not expressed interest in
making that movement in the foreseeable future. If it were to occur it would likely result
in blockage of Alabama Avenue and Excelsior Blvd where the MN&S tracks cross those
streets at grade. It is recognized that the Canadian Pacific (CP) railroad currently operates
two short trains per weekday on the MN&S tracks in St. Louis Park and uses these same
at grade crossings.
Re-Location Alternatives
A. Community Cohesion and Aesthetic Impacts
1. Both relocation options create a completely new freight rail r-o-w where one has never
existed before. The elevated freight rail r-o-w creates a major visual and physical barrier
through the middle of St. Louis Park (SLP), the SLP school district campus, and the
Sorensen/Lenox and Bronx Park/Birchwood neighborhoods. Community cohesion is
compromised. Physical connections, such as walkways and roadways through the barrier
must be created in order to provide needed community connections and reduce the barrier
effect. These should include attractive, safe pedestrian underpasses or bridges at street
crossing like Dakota Avenue, Wooddale Avenue, Lake Street and 27th Street, as well as
facilities to connect portions of the community split by the elevated train tracks including
the Central Community Center with the football field, Roxbury with Keystone Park, and
Birchwood neighborhood with Bronx Park neighborhood, Dakota Park, Hobart School
and Cedar Lake Regional Trail access.
2. Dramatic negative visual impacts will be created by the elevated trains and the structures
that support them. A MNDOT Visual Quality Manual type of process must be
undertaken to establish the visual treatments and mitigation needed to reduce the impact
of the elevated trains. It should guide the aesthetics and appearance of the structure as it
crosses through different areas of the city each with its own characteristics and needs,
such as the school campuses, residential areas, commercial areas, the overpass of
Highway 7, etc. This process must be conducted with citizens and other stakeholders and
must include much more than a bare minimum treatment. It should incorporate public art
Study Session Meeting of July 8, 2013 (Item No. 3)
Title: Southwest LRT Update – Freight Rail Comments and Letter Page 3
and other elements designed to minimize the negative aesthetic impacts on the City and
use the structures where possible to build community cohesion, identity and sense of
place. Specific mitigation items need to be incorporated as a part of the reroute cost.
3. The project budget must include not only the cost of preparing the Visual Quality Manual
but also the cost of constructing the aesthetic and community cohesion improvements.
B. Safety impacts
1. Elimination of reverse curves, reductions in grade changes, upgrading of tracks and
elimination of at grade freight rail crossings of streets inherently improves safety of
freight traffic in St. Louis Park. These improvements reduce the potential for accidents
and derailments. Elevating trains on bridges and earthen berms especially in sensitive
environments, creates special safety risks and concerns. The impacts of spills and
derailments can be more severe on elevated tracks. The proposed freight rail re-location
routes elevate tracks significantly and introduce freight rail tracks to areas that have not
had tracks before. Measures to improve the safety and eliminate potential negative
impacts associated with elevated tracks need to be included in the SWLRT project. They
should include:
a. Softening of side-slopes. The proposed side-slopes are far too steep at 2:1 grades;
they should be at 3:1 or flatter for safety, and to maintain proper vegetation.
b. Inner guard rail should be used. A special extra rail should be placed on tracks to
reduce the potential severity of derailments.
c. Widening the MN&S r-o-w width to a minimum100 ft. or possibly more in some
areas depending on the height of the tracks relative to adjacent property. The
current r-o-w is 66 feet or less. This is inadequate especially for elevated tracks.
A wider r-o-w must be provided to
i. provide an appropriate area for buffering single-family homes and yards
from trains,
ii. provide safe, maintainable side-slopes for the tracks elevated by earthen
berms; and,
iii. allow adequate space to access the tracks for maintenance.
The homes along the west side of Blackstone Avenue between Minnetonka Blvd
and 27th Street need to be acquired to create an adequate corridor for train
operations and buffer nearby residents from trains. Similarly, four homes on
Minnetonka Blvd; and, four homes near Lake Street, one home on Brunswick and
three homes on Blackstone, also must be acquired to create adequate r-o-w. The
locations of the homes that must be acquired are shown on the attached map.
d. Align freight tracks in the r-o-w to provide adequate protection for residents and
uses on both sides of the freight rail tracks. In general this means locating the
tracks in the middle of a 100 foot r-o-w, but in some cases more buffer area may
be needed on one side or both sides of the freight rail tracks. An evaluation of the
potential consequences of a train derailment may lead to the conclusion that more
than a 50 foot buffer is needed on one or both sides of a portion of the tracks.
Study Session Meeting of July 8, 2013 (Item No. 3)
Title: Southwest LRT Update – Freight Rail Comments and Letter Page 4
Tracks elevated more than 13 feet above adjacent properties will require more
than 100 feet of r-o-w to accommodate side-slopes and the freight tracks.
e. Fencing and signage are needed to minimize railroad r-o-w trespassing.
f. A derailment study must be done to assess the risks due to the proposed elevated
tracks and identify any actions needed to mitigate these risks including potentially
widening of the freight rail r-o-w. The cost of the study and any mitigation items
identified in the study must be funded by the project.
2. Retaining walls on raised sections of MN&S can be an attractive nuisance and present a
dangerous situation for kids; tall retaining walls should be avoided.
3. Both relocation options pass by or through the Xcel electric substation on Hwy 7. The
relocation concept plans provide no indication as to what the impacts of trains in close
proximity to the electric substation will be or how any negative impacts will be avoided
and/or mitigated. A thorough evaluation of the risks and how those risks will be
mitigated must be provided as well as how the mitigation will be funded must be
provided to ensure the safety of the electric substation and the residents, businesses and
visitors to St. Louis Park.
C. Property Impacts
1. The information provided by the SPO to date does not fully describe the number and type
of properties and acreage and costs of acquisition needed for each alternative. This
information must be provided in order to accurately compare alternatives.
2. The height of tracks in relation to surrounding uses must be shown.
3. The property impacts for each alternative (besides takings), i.e. people and operations
impacted at the football field, PSI, Central Community Center, etc. must be considered
and evaluated. These facilities are used by a broad spectrum of the community. Any
degradation of the quality, functionality or accessibility of these community wide
facilities must be considered as part of the evaluation of the freight rail routing options.
4. The relocation alternatives place elevated freight rail close to Central Community Center
and Park Spanish Immersion Elementary school and the young children that use this
facility. There are inherent risks with trains in close proximity to young children and
there is nothing provided in the proposed re-route plans for how this risk will be
addressed and how children will be protected. A plan for how to mitigate any negative
impacts and safety risks must be prepared along with a plan for funding the mitigation
and safety improvements.
5. It is not shown how the SLP High School football stadium would be replaced. It would
not appear to fit north of the proposed relocated Lake Street especially if the power lines
are not also relocated and additional properties are not acquired. The football stadium
must be replaced. Finding a nearby location will be very difficult. Relocating the football
stadium comes with many challenges that go beyond simply obtaining property. They
include how to effectively address potential negative neighborhood impacts of noise,
lights, and traffic. Selecting a new location for the football stadium will require an
extensive public process of its own that will be time consuming and expensive. This
Study Session Meeting of July 8, 2013 (Item No. 3)
Title: Southwest LRT Update – Freight Rail Comments and Letter Page 5
process needs to be funded and completed before a freight rail routing decision is made,
if the Brunswick West re-routing alternative is to be seriously considered. The future
location and funding for replacing the football stadium must be resolved by the SWLRT
project.
6. How the playground serving the Central Community Center will be replaced and funded
must be established before freight rail decisions are finalized. The playground is critical
to the operation of the Central facility and its replacement must be resolved before a
decision on the re-routing of freight rail traffic. Access from Central school to football
stadium must be addressed through a pedestrian tunnel or other measure. The connection
between these facilities is important for the operation of the Central School and the
commitments made by the SLP School District in the funding of the turf field. Access
must be maintained.
7. Freight rail relocation options show a large loss of commercial properties that house
many businesses that would have to move but may not be able to be relocated in SLP.
The potential loss of locally owned businesses is of particular concern. Every effort to
retain locally owned businesses and their jobs must be used.
8. The loss of tax base, jobs, and businesses must be minimized.
9. There are significant impacts on commercial/industrial businesses and properties which
need to be addressed. In some cases through streets are turned into cul de sacs or re-
routed. In other cases existing streets are eliminated or re-aligned. All of these changes
have impacts on the accessibility and visibility of existing businesses. The plans to date
are rudimentary at best and only begin to scratch the surface of identifying issues much
less resolving them. The consequences of the changes to the street system, elimination of
existing commercial buildings and the future of the remnant parcels created the proposed
changes in the Lake Street/Wooddale/Walker/Library Lane area must be fully evaluated
and mitigation actions identified. Access issues for businesses and uses at Dakota and
Walker St. where a cul-de-sac is proposed must be addressed and solutions acceptable to
the businesses involved created.
10. How freight trains and the trail will operate during construction must be clearly
identified. The massive nature of a freight rail reroute project raises concerns about the
constructability of the re-route options. The proposed routes cut through the center of the
City of St. Louis Park. How the new rail route can be constructed while the current trains
continue to operate is not apparent. A plan for how freight rail service will be maintained
during construction and how any negative impacts on the community, its residents,
businesses, schools, parks and property owners from the actions needed to maintain
freight rail operations will be mitigated must be prepared and approved by St. Louis Park
before a decision to re-route freight trains is made.
11. The construction of either of the freight rail re-route options will entail significant
disruption to all aspects of the community; its schools, parks, businesses and residents
daily lives will all be dramatically affected. Construction will entail hauling massive
amounts of fill material through single-family neighborhoods, school campuses, parks
and commercial areas. Today more than 100 single-family homes abut the MN&S
corridor. The construction project will literally be happening in their backyards. Local
Study Session Meeting of July 8, 2013 (Item No. 3)
Title: Southwest LRT Update – Freight Rail Comments and Letter Page 6
residential streets will be impacted by the heavy equipment traffic and no doubt periodic
street closures during the construction process. Noise, vibration, dust, disruption of
accessibility, congestion and safety issues are all likely consequences of the construction
activity needed for a freight rail reroute. A detailed plan for how construction will be
accomplished and how the impacts on the property owners, residents, schools and parks
will be mitigated must be prepared and shared with the community before a freight rail
routing decision entailing the re-routing options is made.
12. Construction will have major business interruption issues. How access will be maintained
and how businesses will continue to operate successfully during construction be
identified and prescribed in a plan prior to consideration of re-routing freight rail traffic.
All impacts on businesses need to be identified, addressed and mitigated.
13. Wooddale Avenue and Lake Street alignments and the location of new streets will need
much more evaluation. The options shown need to be much more thoroughly considered
in order for a road system in the area to work and a specific design established.
Roadwork and reconfiguration of streets is necessary for the rerouting alternatives: SW
LRT’s cost estimates need to include the engineering, design and capital cost of this
work. Extensive public involvement would be needed to plan and complete this work.
14. Who would own and maintain the new bridges and tracks is not determined and is an
issue of importance to the City. If this new infrastructure is built in SLP it is of great
importance that it be well maintained and that the lines of responsibility for it are clear.
15. The SWLRT plans all call for the removal of the freight rail storage tracks along the Bass
Lake Spur in St. Louis Park. A commitment and agreement to the removal of the storage
track must be in place prior to approval of the SWLRT plans.
16. A pedestrian connection at W. 27th Street under the MN&S as discussed in DEIS is not
shown in the proposed re-route plans. This is a needed and important connection
between the Birchwood and Bronx Park neighborhoods and as an access point for the
neighborhood to Dakota Park, Hobart School and the Cedar Lake Regional Trail access
point.
17. The 28th Street options should be evaluated to see if the roadway could be grade
separated instead of an at-grade crossing. If it is an at-grade crossing it must include
crossing controls needed for a Whistle Quiet Zone (WQZ).
18. A circulation study for the area of north of Minnetonka Boulevard is needed to evaluate
traffic impacts from street closures in the area. It must identify the appropriate
improvements and funding that will be provided to mitigate impacts.
19. The re-route options reduce the viability of reuse of the currently unused portion of Nat’l
Lead site; compensation for this loss is needed.
20. South of Bass Lake Spur, the MN&S tracks move east potentially impacting adjacent
residential property and reducing the setbacks to less than 25 ft.; these properties must be
acquired.
21. The Cedar Lake Trail Bridge at the Iron Triangle wye is not shown on plans; this must be
included on the plans and funded as part of the project.
22. The future of the CP r-o-w in the vicinity of the SLP High School needs to be addressed
as the re-route options eliminate the freight rail tracks in this area. No further railroad
Study Session Meeting of July 8, 2013 (Item No. 3)
Title: Southwest LRT Update – Freight Rail Comments and Letter Page 7
use of this property must be allowed; the use and ownership of the property needs to be
established. The first priority for the use of the property should be the SLP School
District or some other public use such as a trail, followed by providing some
opportunities for economic development. The potential reuse of the property will be
hampered by the on-going presence of overhead power lines that currently follow the
MN&S r-o-w.
23. More information on properties shown as “partial acquisition” must be provided to
understand if they are usable and if they will have access to a public street or not. Some
of these parcels may need to be full acquisitions.
24. The future of the land caught between the MN&S tracks and the wyes connecting the
Bass Lake Spur to the MN&S tracks south of Hwy 7 is not explained in the proposed
relocation plans. Who will own and maintain these properties and how will they be used
must be known in order to evaluate the relocation options.
D. Environmental Impacts
1. Environmental impacts including noise, vibration, safety, wetlands, woodlands,
traffic/road systems and all other standard environmental review items must be evaluated.
No information on the potential environmental impacts has been provided. This is a
critical component in the evaluation of the freight rail options and the design of the
project, and must include mitigation measures. It is anticipated that the increased
elevation of the tracks and trains will increase the potential for noise impacts on the
surrounding neighborhoods. No indication has been provided for how these impacts will
be addressed. Mitigation measures must be identified and funding for those measures
included in the SW LRT project.
2. The football stadium, Central Community Center playgrounds, Roxbury/Keystone Park,
Dakota Park, Birchwood Park and other properties present potential 4f parcel impacts;
these must be evaluated, addressed and mitigated.
3. Several potentially historic homes and buildings may be taken and this situation needs to
be evaluated. 106 reviews may be required for older buildings now potentially impacted
by new re-location routes.
4. The loss of a major swath of trees and vegetation along Iron Triangle eliminates the
existing screening of trains and tracks to the residents; this need to be addressed and
landscaping must be replaced.
5. The Brunswick Pond was constructed for flood mitigation and cannot be filled in without
replacement in the immediate area to address area flooding issues. How and where this
storm water storage is replaced is a critical issue. It must be resolved along with
identifying funding of mitigation of any negative impacts created from the relocation of
the storm water pond before a freight rail decision is made.
6. The Iron Triangle wye to BNSF moves west into wetland; wetland impacts need to be
evaluated and mitigation plans prepared before the freight rail routing decision is made.
7. Stormwater drainage for a new rail route must be carefully studied and evaluated. There
is no indication as to where or how the storm water from the freight rail infrastructure
Study Session Meeting of July 8, 2013 (Item No. 3)
Title: Southwest LRT Update – Freight Rail Comments and Letter Page 8
would be handled. How this ponding is to be provided and where it will be located must
be resolved before a re-routing decision is made. Likewise any negative impacts from
the ponding plan and needed mitigation must be identified and funding established. These
plans must be approved by the City of St. Louis Park.
8. A new storm water plan for the larger area must be created at the expense of the SWLRT
project because the reroute options will alter the overall storm water drainage system and
changes the direction of surface water drainage for a large portion of the community.
9. The Brunswick Central re-routing alternative entails lowering Hwy 7 by 4.5 feet. This
will have an impact on the City’s storm water system and that has not been evaluated.
Any new infrastructure needed in St. Louis Park as a result of the lowering of Hwy 7
must be included in the SW LRT project.
10. Construction of a new two mile siding along BNSF tracks will result in additional noise
and vibration to surrounding properties; these must be addressed and mitigated.
11. Full topographic information from surveys must be completed prior to any decision to re-
route freight trains to the MN&S routes to ensure freight trains can operate on the re-
location routes as anticipated and to ensure the heights of bridges, berms and tracks
shown in the current proposals are accurate.
12. Computer analysis of operating freight trains on the re-location routes must be completed
prior to any decision to re-relocate freight trains to the proposed routes to ensure that
trains can operate at the proposed speed of 25 mph. Any change in the operating speeds
will change the potential freight train impacts including traffic, noise and vibrations
impacts in turn potentially changing the mitigation measures needed for the project.
13. The location of underground utilities near the proposed heavy earth berms need to be
identified and the potential impacts of those berms on underground utilities evaluated.
Mitigation must be provided to protect or relocate the underground utilities at the
SWLRT’s cost.
Study Session Meeting of July 8, 2013 (Item No. 3)
Title: Southwest LRT Update – Freight Rail Comments and Letter Page 9
City of St. Louis Park
Key Issues and Comments on Freight Rail Alternatives July 1 8 2013
The City of St. Louis Park has reviewed the eight (8) alternative freight rail routing alignments
and provides the following comments and requests for further information for evaluating the
alternatives. It is important to note that any comment, question or suggestion relating to the Re-
Location Alternatives should not in any way be construed that the City supports the re-location
options.
Key Issues to address for freight rail routing to be successful:
Co-location Alternatives
1. Presence of freight rail and trains potentially interferes with access to LRT station
platforms by foot, bike, bus and auto. Significant traffic impacts will occur at Wooddale
Avenue and Beltline Boulevard; these impacts must be assessed and addressed. A
circulation study for the areas around the stations is needed to evaluate and mitigate
traffic impacts in the area.
2. Grade separation of freight rail at Wooddale Avenue is not practical, however grade
separating LRT and the Cedar Lake Regional Trail are feasible and would reduce traffic
conflicts. The search for ways to eliminate the negative traffic and access impacts from
freight rail and LRT crossing Wooddale Avenue needs to continue. This is a vital north-
south route for the community and the Elmwood and SorensonSorensen Sorensen
neighborhoods specifically and long delays due to LRT and freight trains are not
acceptable or safe. Alternative grade separated vehicular crossings or routes under or
over the rail/trail corridor are needed at either Yosemite or Xenwood Avenues.
3. Beltline Boulevard should must be grade separated from LRT, freight rail and the
regional trail by putting Beltline with sidewalks below the rail/trail corridor. Beltline is
the only north-south crossing of the rail/trail corridor between the W. Lake Street Bridge
and Highway 100. It is critical for circulation in the community and emergency vehicles
that traffic movements not be unduly delayed by the presence of freight trains or LRT.
Only grade separation will ensure that no matter when freight trains and LRT trains arrive
or whether they are on schedule or not, traffic and emergency vehicles will be able to
move where they need to go. The accumulative effects of at grade crossings at both
Wooddale and Beltline are particularly troubling, since a train that creates traffic
problems at one street crossing will move on to create crossing problems at the next
street; and in some cases a single train will be long enough to block both intersections at
once. Grade separation at Beltline would mean traffic could at least continue to flow
there, and if the Wooddale crossing is blocked, traffic could divert from Wooddale to
either Beltline on the east or Louisiana Avenue on the west if needed.
4. Presence of freight rail and trains potentially interferes with access to LRT station
platforms by foot, bike, bus and auto.
Study Session Meeting of July 8, 2013 (Item No. 3)
Title: Southwest LRT Update – Freight Rail Comments and Letter Page 10
5.4.Presence of freight rail and LRT at station areas affects development opportunities;
design must consider development-friendly configurations.
6.5.Emergency vehicle delays will occur when freight trains are present at Wooddale Avenue
and Beltline Boulevard. Grade separation or other means will be needed toof maintaining
emergency vehicle accessibility in the community must be provided.
7.6.The Midtown trolley station/platform may be located at the West Lake Station and
requires additional property takings; these costs should must not be attributed to the SW
LRT project.
8.7.It needs to be acknowledged that under the co-location alternative, with the removal of
the Oxford industrial area switching wye, freight train access from Bass Lake Spur to the
MN&S will only be possible by using the proposed wye track connecting the Bass Lake
Spur to the MN&S southbound. If Any freight trains, whether traveling east or west on
the Bass Lake Spur, that need to go north on the MN&S, they will need to use the
southbound connection to the MN&S tracks south and then reverse directions and to head
north. TC&W is not currently taking trains north bound on the MN&S and, has not
expressed interest in making that movement in the foreseeable future. ; Iif it were to
occur it would likely result in blockage of Alabama Avenue and Excelsior Blvd where
the MN&S tracks cross those streets at grade. It is recognized that the Canadian Pacific
(CP) railroad currently operates two short trains per weekday on the MN&S tracks in St.
Louis Park and uses these same at grade crossings.
Re-Location Alternatives
A. Community Cohesion and Aesthetic Impacts
1. Both relocation options create a completely new freight rail r-o-w where one has never
existed before. The elevated freight rail r-o-w creates a major visual and physical barrier
through the middle of St. Louis Park (SLP), the SLP school district campus, and the
SorensonSorensen/Lenox and Bronx Park/Birchwood neighborhoods. Community
cohesion is compromised. Physical connections, such as walkways and roadways
through the barrier must be created in order to provide needed community connections
and reduce the barrier effect. These should include attractive, safe pedestrian underpasses
or bridges at street crossing like Dakota Avenue, Wooddale Avenue, Lake Street and 27th
Street, as well as facilities to connect portions of the community split by the elevated
train tracks including the Central Community Center with the football field, Roxbury
with Keystone Park, and Birchwood neighborhood with Bronx Park neighborhood,
Dakota Park, Hobart School and Cedar Lake Regional Trail access.
2. Dramatic negative visual impacts will be created by the elevated trains and the structures
that support them. A MNDOT Visual Quality Manual type of process must be
undertaken to establish the visual treatments and mitigation needed to reduce the impact
of the elevated trains. It should guide the aesthetics and appearance of the structure as it
crosses through different areas of the city each with its own characteristics and needs,
such as the school campuses, residential areas, commercial areas, the overpass of
Study Session Meeting of July 8, 2013 (Item No. 3)
Title: Southwest LRT Update – Freight Rail Comments and Letter Page 11
Highway 7, etc. This process must be conducted with citizens and other stakeholders and
must include much more than a bare minimum treatment. It should incorporate public art
and other elements designed to minimize the negative aesthetic impacts on the City and
use the structures where possible to build community cohesion, identity and sense of
place. Specific mitigation items need to be incorporated as a part of the reroute cost.
3. The project budget must include not only the cost of preparing the Visual Quality Manual
but also the cost of constructing the aesthetic and community cohesion
elementsimprovements.
B. Safety impacts
1. Elimination of reverse curves, reductions in grade changes, upgrading of tracks and
elimination of at grade freight rail crossings of streets inherently improves safety of
freight traffic in St. Louis Park. These improvements reduce the potential for accidents
and derailments. Elevating trains on bridges and earthen berms especially in sensitive
environments, creates special safety risks and concerns. The impacts of spills and
derailments can be more severe on elevated tracks. The proposed freight rail re-location
routes elevate tracks significantly and introduce freight rail tracks to areas that have not
had tracks before. Measures to improve the safety and eliminate potential negative
impacts associated with elevated tracks need to be included in the SWLRT project. They
should include:
a. Softening of side-slopes. The proposed side-slopes are far too steep at 2:1 grades;
they should be at 3:1 or flatter for safety, and to maintain proper vegetation.
b. Inner guard rail should be used. A special extra rail should be placed on tracks to
reduce the potential severity of derailments.
c. Widening the MN&S r-o-w width to a minimum100 ft.. or possibly more in some
areas depending on the height of the tracks relative to adjacent property. The
current r-o-w is 66 feet or less. This is inadequate especially for elevated tracks.
A wider r-o-w must be provided to increase safety and provide a larger buffer area
between freight trains and other uses. Acquiring properties too close (closer than
50 ft.) to freight rail tracks, as recommended by SLP in its DEIS comments, and
must be included in the proposed plans in order to
i. haveprovide an appropriate area for buffering single-family homes and
yards from trains, to
ii. provide safe, maintainable side-slopes slopes for the tracks elevated by
earthen berms; and,
iii. to allow adequate space to access the for tracks for maintenance.
c. The homes along the west side of Blackstone Avenue between
Minnetonka Blvd and 27th Street need to be acquired to create an adequate
corridor for train operations and buffer nearby residents from trains. Similarly,
four homes on Minnetonka Blvd; and, four homes near Lake Street, one home on
Brunswick and three homes on Blackstone, also must be acquired to create
adequate r-o-w. These are the homes identified in the City’s SWLRT DEIS
Formatted
Formatted: Indent: Left: 1", No bullets or
numbering
Study Session Meeting of July 8, 2013 (Item No. 3)
Title: Southwest LRT Update – Freight Rail Comments and Letter Page 12
comments as necessary to be acquired and tTheir locations of the homes that
must be acquired is are shown on the attached map.
d. Align freight tracks in the r-o-w to provide adequate protection for residents and
uses on both sides of the freight rail tracks. In general this means locating the
tracks in the middle of a 100 foot r-o-w, but in some cases more buffer area may
be needed on one side or both sides of the freight rail tracks. An evaluation of the
potential consequences of a train derailment may lead to the conclusion that more
than a 50 foot buffer is needed on one or both sides of a portion of the tracks.
Tracks elevated more than 13 feet above adjacent properties will require more
than 100 feet of r-o-w to accommodate side-slopes and the freight tracks.
d.e. Fencing and signage are needed to minimize railroad r-o-w trespassing.
e.f. A derailment study must be done to assess the enhanced risks of derailmentdue to
in the proposed elevated tracks and identify any actions needed to mitigate these
risks including potentially wide compared with risks at-ning of the freight rail r-o-
w. The cost of the study and any mitigation items identified in the study must be
funded by the project.grade.
2. Retaining walls on raised sections of MN&S can be an attractive nuisance and present a
dangerous situation for kids; tall retaining walls should be avoided.
3. The Both relocation options pass by or through the XExcel electric substation on Hwy 7.
The relocation concept plans provide no indication as to what the impacts of trains in
close proximity to the electric substation will be or how any negative impacts will be
avoided and/or mitigated. A thorough evaluation of the risks and how those risks will be
mitigated must be provided as well as how the mitigation will be funded the new reroute
options must address thebe provided to ensure the safety of the electric substation and the
residents, businesses and visitors to St. Louis Park.
C. Property Impacts
1. The information provided by the SPO to date does not fully describe the number and type
of properties and acreage and costs of acquisition needed for each alternative. This
information is needed must be provided in order to accurately compare alternatives.
2. The height of tracks in relation to surrounding uses needs mustto be shown.
3. The property impacts for each alternative (besides takings), i.e. people and operations
impacted at the football field, PSI, Central Community Center, etc. must be considered
and evaluated. These facilities are used by a broad spectrum of the community. Any
degradation of the quality, functionality or accessibility of these community wide
facilities must be considered as part of the evaluation of the freight rail routing options.
4. The relocation alternatives move place elevated freight rail closer to Central Community
Center and Park Spanish Immersion Elementary school and the younger children that use
this facility. There are inherent risks with trains in close proximity to young children and
there is nothing provided in the proposed re-route plans for how this risk will be
addressed and how children will be protected. A plan for how to mitigate any negative
Formatted: Underline
Formatted: Underline
Formatted: Underline
Study Session Meeting of July 8, 2013 (Item No. 3)
Title: Southwest LRT Update – Freight Rail Comments and Letter Page 13
impacts and safety risks must be prepared along with a plan for funding the mitigation
and safety improvements.; this needs to be addressed.
5. It is not shown how the SLP High School football stadium would be replaced. It would
not appear to fit north of the proposed relocated Lake Street especially if the power lines
are not also relocated and additional properties are not acquired. The football stadium
must be replaced. Finding a nearby location will be very difficult. Relocating the football
stadium comes with many challenges that go beyond simply obtaining property. They
include how to effectively address potential negative neighborhood impacts of noise,
lights, and traffic. Selecting a new location for the football stadium will require an
extensive public process of its own that will be time consuming and expensive. This
process needs to be funded and completed before a freight rail routing decision is made,
if the Brunswick West re-routing alternative is to be seriously considered. The future
location and funding for replacing the football stadium must be resolved by the SWLRT
project.
6. How the playground serving the Central Community Center will be replaced and funded
must be established before freight rail decisions are finalized. The playground is critical
to the operation of the Central facility and its replacement must be resolved before a
decision on the re-routing of freight rail traffic. Access from Central school to football
stadium must be addressed through a pedestrian tunnel or other measure. The connection
between these facilities is important for the operation of the Central School and the
commitments made by the SLP School District in the funding of the turf field. Access
needs tomust be maintained.
7. Freight Rail rail Relocation relocation options show a large loss of commercial properties
that house many businesses that would have to move but may not be able to be relocated
in SLP. The potential loss of locally owned businesses is of particular concern. Every
effort to retain locally owned businesses and their jobs must be used.
8. The loss of tax base, jobs, and businesses mustbusinesses must be minimized.
9. There are significant impacts on commercial/industrial businesses and properties which
need to be addressed. In some cases through streets are turned into cul de sacs or re-
routed. In other cases existing streets are eliminated or re-aligned. All of these changes
have impacts on the accessibility and visibility of existing businesses. The plans to date
are rudimentary at best and only begin to scratch the surface of identifying issues much
less resolving them. The consequences of the changes to the street system, elimination of
existing commercial buildings and the future of the remnant parcels created the proposed
changes in the Lake Street/Wooddale/Walker/Library Lane area must be fully evaluated
and mitigation actions identified. Access issues for businesses and uses at Dakota and
Walker St. where a cul-de-sac is proposed need tomust be addressed and solutions
acceptable to the businesses involved created.
10. How freight trains and the trail will operate during construction must be clearly
identified. The massive nature of a freight rail reroute project raises concerns about the
constructability of the re-route options. The proposed routes cut through the center of the
City of St. Louis Park. H and how the new rail route can be constructed and while the
current trains continue to operate is not apparent. A plan for how freight rail service will
Study Session Meeting of July 8, 2013 (Item No. 3)
Title: Southwest LRT Update – Freight Rail Comments and Letter Page 14
be maintained during construction and how any negative impacts on the community, its
residents, businesses, schools, parks and property owners from the actions needed to
maintain freight rail operations will be mitigated must be prepared and approved by St.
Louis Park before a decision to re-route freight trains is made.
11. The construction of either of the freight rail re-route options will entail significant
disruption to all aspects of the community; its schools, parks, businesses and residents
daily lives will all be dramatically affected. Construction will entail hauling of massive
amounts of fill material through single-family neighborhoods, school campuses, parks
and commercial areas. Today more than 100 single-family homes abut the MN&S
corridor. The construction project will literally be happening in their backyards. Local
residential streets will be impacted by the heavy equipment traffic and no doubt periodic
street closures during the construction process. Noise, vibration, dust, disruption of
accessibility, congestion and safety issues are all likely consequences of the construction
activity needed for a freight rail reroute. A detailed plan for how construction will be
accomplished and how the impacts on the property owners, residents, schools and parks
will be mitigated must be prepared and shared with the community before a freight rail
routing decision entailing the re-routing options is made.
12. Construction will have major business interruption issues. How access will be maintained
and how businesses will continue to operate successfully during construction must be
identified and prescribed in a plan prior to consideration of re-routing freight rail traffic.
All impacts on businesses need to be identified, addressed and mitigated.
13. Wooddale Avenue and Lake Street alignments and the location of new streets will need
much more evaluation. The options shown need to be much more thoroughly considered
in order for a road system in the area to work and a specific design established.
Roadwork and reconfiguration of streets is necessary for the rerouting alternatives: SW
LRT’s cost estimates need to include the engineering, design and capital cost of this
work. Extensive public involvement would be needed to plan and complete this work.
14. Who would own and maintain the new bridges and tracks is not determined and is an
issue of importance to the City. If this new infrastructure is built in SLP it is of great
importance that it be well maintained and that the lines of responsibility for it are clear.
15. The SWLRT plans all call for the removal of the freight rail storage tracks along the Bass
Lake Spur in St. Louis Park. A commitment and agreement to the removal of the storage
track must be in place prior to approval of the SWLRT plans.
15.16. A pedestrian connection at W. 27th Street under the MN&S as discussed in DEIS
is not shown in the proposed re-route plans. This is a needed and important connection
between the Birchwood and Bronx Park neighborhoods and as an access point for the
neighborhood to Dakota Park, Hobart School and the Cedar Lake Regional Trail access
point.
16.17. The 28th Street options should be evaluated to see if the roadway could be grade
separated instead ofor could be an at-grade crossing. If it must be further engineered
andis the an at-grade crossing it must include crossing controls needed for a Whistle
Quiet Zone (WQZ).
Study Session Meeting of July 8, 2013 (Item No. 3)
Title: Southwest LRT Update – Freight Rail Comments and Letter Page 15
17.18. A circulation study for the area of north of Minnetonka Boulevard is needed to
evaluate traffic impacts from street closures in the area. It must identify the appropriate
improvements and funding that will be provid needed to mitigate impacts.
18.19. The re-route options reduce the viability of reuse of the currently unused portion
of Nat’l Lead site; compensation for this loss is needed.
19.20. South of Bass Lake Spur, the MN&S tracks move east potentially impacting
adjacent residential property and reducing the setbacks to less than 25 ft.; these properties
must be acquired.
20.21. The Cedar Lake Trail Bridge at the Iron Triangle wye is not shown on plans; this
needs tomust be included on the plans and fundaddressed as part of the project.
21.22. The future of the CP r-o-w in the vicinity of the SLP High School needs to be
addressed as the re-route options eliminate the freight rail tracks in this area. No further
railroad use of this property must be allowed; the use and ownership of the property
needs to be established. The first priority for the use of the property should be the SLP
School District or some other public use such as a trail, followed by providing some
opportunities for economic development. The potential reuse of the property will be
hampered by the on-going presence of overhead power lines that currently follow the
MN&S r-o-w.
23. More iInformation on properties shown as “partial acquisition” need tomust be provided,
to show understand if they aret is usable and if they will haves access to a public street or
not. Some of these likely parcels may need to be full acquisitions.
22.24. The future of the land caught between the MN&S tracks and the wyes connecting
the Bass Lake Spur to the MN&S tracks south of Hwy 7 is not explained in the proposed
relocation plans. Who will own and maintain these properties and how will they be used
must be known in order to evaluate the relocation options.
D. Environmental Impacts
1. Environmental impacts including noise, vibration, safety, wetlands, woodlands,
traffic/road systems and all other standard environmental review items need tomust be
addressedevaluated. No information on the potential environmental impacts has been
provided. This is a critical component in the evaluation of the freight rail options and the
design of the project, and must include mitigation measures. It is anticipated that the
increased elevation of the tracks and trains will increase the potential for noise impacts on
the surrounding neighborhoods. No indication has been provided for how these impacts
will be addressed. Mitigation measures must be assessed identified and funding for those
measures included in the SW LRT budgetproject.
2. The football stadiumfootball stadium, Central Community Center playgrounds,
Roxbury/Keystone Park, Dakota Park, Birchwood Park and other properties present
potential 4f parcel impacts; these must be evaluated, addressed and mitigated.
3. Several potentially historic homes and buildings may be taken and this situation needs to
be evaluated. 106 reviews may be required for older buildings now potentially impacted
by new re -location routes.
Study Session Meeting of July 8, 2013 (Item No. 3)
Title: Southwest LRT Update – Freight Rail Comments and Letter Page 16
4. The loss of a major swath of trees and vegetation along Iron Triangle eliminates the
existing screening of trains and tracks to the residents; this need to be addressed and
landscaping must be replaced.
5. The Brunswick Pond was constructed for flood mitigation and cannot be filled in without
replacement in the immediate area to address area flooding issues. How and where this
storm water storage is replaced is a critical issue. It must be resolved along with
identifying funding of mitigation of any negative impacts created from the relocation of
the storm water pond before a freight rail decision is made.
6. The Iron Triangle wye to BNSF moves west into wetland; wetland impacts need to be
evaluated and mitigation plans prepared before the freight rail routing decision is made.
7. Stormwater drainage for a new rail route must be carefully studied and evaluated. There
is no indication as to where or how the storm water from the freight rail infrastructure
would be handled. How this ponding is to be provided and where it will be located must
be resolved before a re-routing decision is made. Likewise any negative impacts from
the ponding plan and needed mitigation must be identified and funding established. These
plans must be approved by the City of St. Louis Park.
8. A new storm water plan for the larger area must be created at the expense of the SWLRT
project because the reroute options will alter the overall storm water drainage system and
changes the direction of surface water drainage for a large portion of the community.
9. The Brunswick Central re-routing alternative entails lowering Hwy 7 by 4.5 feet. This
will have an impact on the City’s storm water system and that has not been evaluated.
Any new infrastructure needed in St. Louis Park as a result of the lowering of Hwy 7
needs tomust be included in the SW LRT project costs.
10. Construction of a new two mile siding along BNSF tracks will result in additional noise
and vibration to surrounding properties; these must be addressed and mitigated.
11. Full topographic information from surveys must be completed prior to any decision to re-
route freight trains to the MN&S routes to ensure freight trains can operate on the re-
location routes as anticipated and to ensure the heights of bridges, berms and tracks
shown in the current proposals are accurate.
12. Computer analysis of operating freight trains on the re-location routes must be completed
prior to any decision to re-relocate freight trains to the proposed routes to ensure that
trains can operate at the proposed speed of 25 mph. Any change in the operating speeds
will change the potential freight train impacts including traffic, noise and vibrations
impacts in turn potentially changing the mitigation measures needed for the project.
13. The location of underground utilities near the proposed heavy earth berms need to be
identified and the potential impacts of those berms on underground utilities evaluated.
Mitigation must be provided to protect or relocate the underground utilities at the
SWLRT’s cost.
Study Session Meeting of July 8, 2013 (Item No. 3)
Title: Southwest LRT Update – Freight Rail Comments and Letter Page 17
2 - Draft letter to the SPO regarding Freight Rail Routing Options revision 7-01-13 - clean version
July 8, 2013
Mark Fuhrmann,
Director of New Starts Rail Projects
Metro Transit, Metropolitan Council
Southwest Project Office
Park Place West Building, Suite 500
6465 Wayzata Boulevard
St. Louis Park, MN 55426
The City of St. Louis Park has been and continues to be an ardent supporter of the SWLRT project. We
believe construction of the SWLRT and the extension of the Green Line is in the best interests of the
Region, County and all the cities along the SW Corridor. We are eager for the SWLRT project to gain
FTA approval and the funding necessary for the project to proceed.
We recognize that since the inception of the idea for an LRT line in the SW corridor, finding a way to
accommodate freight rail traffic in the same corridor has been a vexing issue, and an issue that was not
addressed when St. Louis Park and the other Cities along the corridor were asked to approve the Locally
Preferred Alternative route for LRT. Finding a solution to the freight rail issue that is acceptable to all the
stakeholders involved is and has been a daunting task. The purpose of this letter is to thank the SPO for
its efforts and place on the record the City of St. Louis Park’s official response to the SPO’s current
freight rail options. Our hope is that our timely response will facilitate preparation of sound SWLRT
plans that the City of St. Louis Park can embrace and approve during the Municipal Consent process this
fall. We also hope that by providing our input now, the SWLRT process will be expedited and will
continue to move forward on schedule.
For a number of years the City of St. Louis Park has studied the freight rail issue. More recently, the St.
Louis Park City Council has reviewed the current freight rail routing alternatives in great detail during a
series of study session discussions. The City’s comments attached to this letter are based on a thorough
understanding of the routing options and the potential impacts on the community. The City of St. Louis
Park’s review of the SPO freight rail options have been undertaken in the context of the City’s policies
regarding freight rail. Those policies are documented in resolution 10-070 adopted on July 10, 2010. The
policies have been largely unchanged since 2001 and grew out of the years spent by the community
wrestling with the thorny freight rail issues. The City’s policy regarding routing freight rail traffic is and
has been that re-routing of freight rail traffic from Kenilworth Corridor to the MN&S corridor in St. Louis
Park is only acceptable if,
Study Session Meeting of July 8, 2013 (Item No. 3)
Title: Southwest LRT Update – Freight Rail Comments and Letter Page 18
2 - Draft letter to the SPO regarding Freight Rail Routing Options revision 7-01-13 - clean version
1.) it is established through a very thorough and careful analysis that no other viable route exists; and,
2.) that there is appropriate mitigation of any and all negative impacts associated with the rail rerouting,
funded by sources other than the City of St. Louis Park.
Based on the concept designs prepared by the SPO, we believe that the first of these conditions clearly
has not been met. We believe that the only conclusion that can be drawn from the freight rail routing
plans prepared by the SPO, is that co-locating freight rail traffic is indeed viable. We believe that the
SPO freight rail options show conclusively that it is feasible to co-locate freight rail and light rail in the
Bass Lake Spur and Kenilworth Corridors. We believe that the SPO concept plans show how to
accommodate freight rail, light rail and the regional trail on the Bass Lake Spur and in the Kenilworth
Corridor with widening of the rights of way in the Kenilworth corridor. Clearly all three elements can be
accommodated at grade within the corridor. Other options including placing LRT in a tunnel, elevating
LRT, re-locating the regional trail or elevating the regional trail could also work. Given the above facts,
the City of St. Louis Park does not support any of the options to relocate freight rail in St. Louis Park.
There is no question in our minds that co-locating freight rail can be accomplished with less disruption to
the communities and fewer long term negative impacts than relocating freight trains past elementary
schools or through the high school football stadium on massive berms and bridges that will split St. Louis
Park literally in two. Based on the designs prepared by the SPO showing the feasibility of the co-location
options, we expect that the SPO’s recommended freight rail routing option will be a co-location option.
We also recognize that there are no perfect solutions to the freight rail issue; and even for SLP there a
pluses and minuses to each routing option. No matter which freight rail solution is chosen there are many
significant issues of concern to the City of St. Louis Park, its residents and businesses. For a successful
SWLRT/freight rail project these issues need to be effectively addressed and are of vital importance to the
City of St. Louis Park. Attached below are the key issues the City of St. Louis Park believes must be
addressed for SWLRT to be successful and for the project design to be acceptable to St. Louis Park. It
includes key design requirements for each of the freight rail options. It is important to note that any
comment, question or suggestion relating to the re-location alternatives should not in any way be
construed that the City supports the re-location options.
For St. Louis Park the freight rail issue is of immense importance. Where and how freight train traffic is
routed is not just a matter affecting a few neighbors, it is a decision with the potential impacts on the very
core of the community and the nature of the community’s future. It will influence the success not only of
the SWLRT line and stations themselves, but areas far from the SWLRT line. It will have a lasting impact
on virtually all of St. Louis Park. The city experiences the TC&W freight rail traffic today and will
Study Session Meeting of July 8, 2013 (Item No. 3)
Title: Southwest LRT Update – Freight Rail Comments and Letter Page 19
2 - Draft letter to the SPO regarding Freight Rail Routing Options revision 7-01-13 - clean version
continue to do so no matter what freight rail routing option is ultimately chosen. However where and
how the TC&W train traffic is handled and the details of the freight rail route design are critically
important for the future of St. Louis Park. The freight rail options under consideration potentially route
trains by all three of SLP’s SWLRT stations, or past two of four elementary schools and past our only
High School or through our football stadium or through the High School campus. The relocation options
literally split St. Louis Park in two with more than 1.5 miles of freight rail track elevated a few feet to 35
feet onto earthen berms or bridges. The route choice and design decisions will determine whether the
impact of the SWLRT/freight rail project will be positive or negative for St. Louis Park.
On behalf of all of St. Louis Park I thank you for your efforts in trying to find effective solutions to all the
issues confronting the SWLRT project. Thank you for your consideration of the issues and requirements
outlined in this letter. We look forward to continuing the strong working relationship that has been
established between the City of St. Louis Park and the SPO staff and stand ready to discuss any of these
issues as needed.
Sincerely,
Mayor Jeff Jacobs
City of St. Louis Park, MN
CC: Susan Haigh, Chair Metropolitan Council and,
Chair of the SWLRT Corridor Management Committee
Senator Klobuchar
Senator Franken
Representative Ellison
State Senator Latz
State Representative Simon
County Commissioner Dorfman
CMC Members
Study Session Meeting of July 8, 2013 (Item No. 3)
Title: Southwest LRT Update – Freight Rail Comments and Letter Page 20
2 - Draft letter to the SPO regarding Freight Rail Routing Options revision 7-01-13 - marked version
July 8, 2013
Mark Fuhrmann,
Director of New Starts Rail Projects
Metro Transit, Metropolitan Council
Southwest Project Office
Park Place West Building, Suite 500
6465 Wayzata Boulevard
St. Louis Park, MN 55426
Draft Letter to the SPO Regarding Freight Rail Routing Options
The City of St. Louis Park has been and continues to be an ardent supporter of the SWLRT project. We
believe construction of the SWLRT and the extension of the Green Line is in the best interests of the
Region, County and all the cities along the SW Corridor. We are eager for the SWLRT project to gain
FTA approval and the funding necessary for the project to proceed.
We recognize that since the inception of the idea for an LRT line in the SW corridor, finding a way to
accommodate freight rail traffic in the same corridor has been a vexing issue, and an issue that was not
addressed when St. Louis Park and the other Cities along the corridor were asked to approve the Locally
Preferred Alternative route for LRT. Finding a solution to the freight rail issue that is acceptable to all the
stakeholders involved is and has been a daunting task. The purpose of this letter is to thank the SPO for
its efforts and place on the record the City of St. Louis Park’s official response to the SPO’s current
freight rail options. Our hope is that our timely response will facilitate preparation of sound SWLRT
plans that the City of St. Louis Park can embrace and approve during the Municipal Consent process this
fall. We also hope that by providing our input now, the SWLRT process will be expedited and will
continue to move forward on schedule.
For a number of years the City of St. Louis Park has studied the freight rail issue. More recently, the St.
Louis Park City Council has reviewed the current freight rail routing alternatives in great detail during a
series of study session discussions. The City’s comments attached to this letter are based on a thorough
understanding of the routing options and the potential impacts on the community. The City of St. Louis
Park’s review of the SPO freight rail options have been undertaken in the context of the City’s policies
regarding freight rail. Those policies awere documented most recently in resolution 10-070 adopted on
July 10, 2010. The policies have been largely unchanged since 2001 and grew out of the years spent by
Study Session Meeting of July 8, 2013 (Item No. 3)
Title: Southwest LRT Update – Freight Rail Comments and Letter Page 21
2 - Draft letter to the SPO regarding Freight Rail Routing Options revision 7-01-13 - marked version
the community wrestling with the thorny freight rail issues. The City’s policy regarding routing freight
rail traffic is and has been that re-routing of freight rail traffic from Kenilworth Corridor to the MN&S
corridor in St. Louis Park is only acceptable if,
1.) it is established through a very thorough and careful analysis that no other viable route exists; and,
2.) that there is appropriate mitigation of any and all negative impacts associated with the rail rerouting,
funded by sources other than the City of St. Louis Park.
Based on the concept designs prepared by the SPO, we believe that the first of these conditions clearly
has not been met. We believe that the only conclusion that can be drawn from the freight rail routing
plans prepared by the SPO, is that co-locating freight rail traffic is indeed viable. We believe that the
SPO freight rail options show conclusively that it is feasible to co-locate freight rail and light rail in the
Bass Lake Spur and Kenilworth Corridors. We believe that the SPO concept plans show how to
accommodate freight rail, light rail and the regional trail on the Bass Lake Spur and in the Kenilworth
Corridor with widening of the rights of way in the Kenilworth corridor. Clearly all three elements can be
accommodated at grade within the corridor. and oOther options involving including placing LRT in a
tunnel, or elevatedelevating LRT; or, re-locating the regional trail or elevating the regional trail could also
work. Given the above facts, the City of St. Louis Park does not support any of the options to relocate
freight rail in St. Louis Park.
There is no question in our minds that co-locating freight rail can be accomplished with less disruption to
the communities and fewer long term negative impacts than relocating freight trains past elementary
schools or through the high school football stadium on massive berms and bridges that will split St. Louis
Park literally in two. Based on the designs prepared by the SPO showing the feasibility of the co-location
options, we expect that the SPO’s recommended freight rail routing option will be a co-location option.
We also recognize that there are no perfect solutions to the freight rail issue; and even for SLP there a
pluses and minuses to each routing option. No matter which freight rail solution is chosen there are many
significant issues of concern to the City of St. Louis Park, its residents and businesses. For a successful
SWLRT/freight rail project these issues need to be effectively addressed and are of vital importance to the
City of St. Louis Park. Attached below are the key issues the City of St. Louis Park believes must be
addressed for SWLRT to be successful and for the project design to be acceptable to St. Louis Park. It
includes key design requirements for each of the freight rail options. It is important to note that any
comment, question or suggestion relating to the re-location alternatives should not in any way be
construed that the City supports the re-location options.
Study Session Meeting of July 8, 2013 (Item No. 3)
Title: Southwest LRT Update – Freight Rail Comments and Letter Page 22
2 - Draft letter to the SPO regarding Freight Rail Routing Options revision 7-01-13 - marked version
For St. Louis Park the freight rail issue is of immense importance. For St. Louis Park wWhere and how
freight train traffic is routed is not just a matter of affecting a couple few neighbors, it is a bout decision
with the potential impacts on the very core of the community and the nature of the community’s future. It
will not only influence the success not only of the SWLRT line itself and stations themselves, but areas
far from the SWLRT line. iIt will have a lasting impact on virtually all of St. Louis Park. It will affect
areas far from the SWLRT line and the SWLRT stations themselves. The city experiences the TC&W
freight rail traffic today and will continue to do so no matter what freight rail routing option is ultimately
chosen. However where and how the TC&W train traffic is handled and the details of the freight rail
route design are critically important for the future of St. Louis Park. The freight rail options under
consideration potentially route trains by all three of SLP’s SWLRT stations, or past two of four
elementary schools and past our only High School or through our football stadium or through the High
School campus. The relocation options literally split St. Louis Park in two with more than 1.5 miles of
freight rail track elevated a few feet to 35 feet onto earthen berms or bridges. The route choice and design
decisions will determine whether the impact of the SWLRT/freight rail project will be positive or
negative for St. Louis Park.The choice of route will not only influence the success of the SWLRT line
itself, it will have a lasting impact on virtually all of St. Louis Park. It will affect areas far from the
SWLRT line and the SWLRT stations themselves. The location of the TC&W train traffic and the details
of the design of the freight rail route will be critical to the future of St. Louis Park. Some alternatives
affect the core of the City more than others, but very little of St. Louis Park will not be affected by the
choice and design of the freight rail route. The freight rail options under consideration potentially route
trains by all three of SLP’s SWLRT stations, or past two of four elementary schools and past our only
High School and through the High School campus.
On behalf of all of St. Louis Park I thank you for your efforts in trying to find effective solutions to all the
issues confronting the SWLRT project. Thank you for your consideration of the issues and requirements
outlined in this letter. We look forward to continuing the strong working relationship that has been
established between the City of St. Louis Park and the SPO staff and stand ready to discuss any of these
issues as needed.
Sincerely,
Mayor Jeff Jacobs
City of St. Louis Park, MN
Study Session Meeting of July 8, 2013 (Item No. 3)
Title: Southwest LRT Update – Freight Rail Comments and Letter Page 23
2 - Draft letter to the SPO regarding Freight Rail Routing Options revision 7-01-13 - marked version
CC: Susan Haigh, Chair Metropolitan Council and,
Chair of the SWLRT Corridor Management Committee
Senator Klobuchar
Senator Franken
Representative Ellison
State Senator Latz
State Representative Simon
County Commissioner Dorfman
CMC Members
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Study Session Meeting of July 8, 2013 (Item No. 3)
Title: Southwest LRT Update – Freight Rail Comments and Letter Page 24
Study Session Meeting of July 8, 2013 (Item No. 3) Title: Southwest LRT Update – Freight Rail Comments and LetterPage 25
Meeting: Study Session
Meeting Date: July 8, 2013
Written Report: 4
EXECUTIVE SUMMARY
TITLE: State Aid Street Designation – Wayzata Boulevard
RECOMMENDED ACTION: None at this time. Unless Council has any questions, staff will
prepare a resolution authorizing said designation at the July 15 regular City Council meeting.
POLICY CONSIDERATION: Does Council wish to designate Wayzata Boulevard from the
west city limits of St. Louis Park to Ford Road as a Municipal State Aid Street?
SUMMARY: MnDOT is currently in the process of formally turning back Wayzata Blvd. (I-
394 North Frontage Road) to the Cities of Minnetonka and St. Louis Park. As a result
Minnetonka has taken action with the MnDOT State Aid Office to designate a portion of the
north frontage road as a Municipal State Aid Street (MSAS) between Hopkins Crossroad and
their east city limit (St. Louis Park). For a street to receive MSAS designation however, it must
terminate at each end with another State Aid Street, State Highway, or County Highway. In
order to allow for this MSA designation to be approved in Minnetonka, a short segment of the
same roadway in St. Louis Park must also be designated an MSA route. As a result, the City of
St. Louis Park is similarly requesting designation of the frontage road to an MSA route between
the west City limit (City of Minnetonka) and Ford Road, which is already designated as a State
Aid roadway.
MnDOT State Aid staff has reviewed the City’s request and will conditionally approve this
designation request upon receipt of a City Council resolution ordering the same. The City of St.
Louis Park currently has 1.08 miles of excess mileage available for designation and therefore has
no issue with the 0.21 miles needed to fulfill the request. A Commissioner’s Order will follow
from MnDOT upon receiving the City Council resolution.
FINANCIAL OR BUDGET CONSIDERATION: None.
VISION CONSIDERATION: Not applicable.
SUPPORTING DOCUMENTS: Map
Proposed Resolution
Prepared by: Scott A. Brink, City Engineer
Reviewed by: Scott A. Brink, Interim Director of Engineering
Approved by: Tom Harmening, City Manager
Study Session Meeting of July 8, 2013 (Item No. 4) Page 2
Title: State Aid Street Designation – Wayzata Boulevard
DISCUSSION
BACKGROUND:
When I-394 was constructed in the 1990’s all adjacent communities agreed to take over frontage
roads constructed as a part of the project once construction was completed. The cooperative
agreement at the time provided for cities to assume ownership responsibilities once construction
was completed and since then St. Louis Park, and adjacent communities, have been maintaining
the frontage roads as if they were ours. However, a second and final part of that agreement
called for MnDOT to prepare all necessary right of way and survey documents associated with
those roads prior to their final release to the cities. That process has been slow to develop, but
has been quietly occurring in communities west of St. Louis Park the past several years.
MnDOT recently informed us that later this year they would be officially finishing the turnback
process and providing us the respective documents for this. Once these roads are officially
released from MnDOT, they are acknowledged as ours and that mileage becomes eligible for
Municipal State Aid (MSA) designation.
In order for a street segment to be eligible for designation as an MSA route, a street must
terminate at another MSAS street, County highway, or State Highway. The city has not
designated all the MSA mileage it could and currently has 1.08 miles available for this purpose.
It has generally been presumed that some frontage roads would be designated as MSA routes
when they were officially turned back to the city by MnDOT.
Recently the City of Minnetonka has taken action with the MnDOT State Aid Office to designate
a portion of the I-394 north frontage road (Wayzata Boulevard) as an MSA route between
Hopkins Crossroad and their east City limit (St. Louis Park). However, in order for this segment
to receive MSA designation it must terminate with another State Aid Street, a State Highway, or
a County Roadway. To allow for this MSA designation to be approved in Minnetonka, a short
segment of the same roadway in St. Louis Park (0.21 miles in length) must also be designated an
MSA route between the City limit and Ford Road.
FINANCIAL OR BUDGET CONSIDERATION:
The city currently maintains this 0.21 mile segment of Wayzata Blvd. with general fund dollars.
Once designated as MSA routes, MSA funds can be utilized for both maintenance and
construction of these roads. So, this designation will be beneficial for General Fund purposes.
NEXT STEPS:
MnDOT State Aid staff has reviewed this request and will conditionally approve the designation
request upon receipt of a City Council resolution ordering the same. Once the MnDOT
turnbacks have occurred, a Commissioner’s Order will follow from MnDOT whereupon the
MSA designation will become official. The City of St. Louis Park currently has 1.08 miles of
excess mileage available for designation and therefore has no issue with the 0.21 miles needed to
fulfill the request.
Study Session Meeting of July 8, 2013 (Item No. 4) Page 3
Title: State Aid Street Designation – Wayzata Boulevard
Study Session Meeting of July 8, 2013 (Item No. 4) Page 4
Title: State Aid Street Designation – Wayzata Boulevard
PROPOSED RESOLUTION
RESOLUTION NO. 13-____
RESOLUTION ESTABLISHING MUNICIPAL STATE AID STREET
(Wayzata Boulevard (I-394 North Frontage Road)
from the west city limits of St. Louis Park to Ford Road)
WHEREAS, It appears to the City Council of the City of St. Louis Park that the street
hereinafter described should be designated a Municipal State Aid Street under the provisions of
Minnesota Law.
NOW, BE IT RESOLVED by the City Council of the City of St. Louis Park,
Minnesota, that the road described as follows to-wit:
Wayzata Blvd. Street from the west city limits to Ford Road (0.21 miles in length)
Be, and hereby is established, located, and designated a Municipal State Aid Street of said City,
subject to the approval of the Commissioner of Transportation of the State of Minnesota.
BE IT FURTHER RESOVED, that the City Clerk is hereby authorized and directed to
forward two certified copies of this resolution to the Commissioner of Transportation for
consideration, and that upon the Commissioner’s approval of the designation of said street or
portion thereof, that same be constructed, improved, and maintained as a Municipal State Aid
Street of the City of St. Louis Park.
Reviewed for Administration: Adopted by the City Council July 15, 2013
City Manager
Mayor
Attest:
City Clerk
Meeting: Special City Council
Meeting Date: July 8, 2013
Action Agenda Item: 2a
EXECUTIVE SUMMARY
TITLE: SWLRT Letter and Comments to the SWLRT Project Office
RECOMMENDED ACTION: Motion to adopt and direct staff to distribute the proposed letter
and comments regarding the freight rail route options to the SWLRT Project Office and others.
POLICY CONSIDERATION: Does the proposed letter and comments reflect the best
interests of the City regarding the routing of freight rail traffic and the SWLRT project?
SUMMARY: Over the past several weeks the City Council has discussed and analyzed the
routes proposed by the SWLRT Project Office (SPO) for TC&W freight rail traffic. The City
Council has also discussed what would be the appropriate comments to make to the SPO
regarding the alternative freight rail routes. A final draft letter and list of comments has been
prepared for City Council approval. Following approval and authorization to deliver the letter
and comments, staff will submit them to the SPO and the others listed on the distribution list.
FINANCIAL OR BUDGET CONSIDERATION: Not applicable.
VISION CONSIDERATION: Not applicable.
SUPPORTING DOCUMENTS: Final Draft List of Key Issues on Freight Rail Alternatives
Final Draft Letter to Met Council SPO
Map of Expanded RR ROW Concept
Prepared by: Kevin Locke, Community Development Director
Approved by: Nancy Deno, Deputy City Manager/HR Director
City of St. Louis Park
Key Issues and Comments on Freight Rail Alternatives July 8 2013
The City of St. Louis Park has reviewed the eight (8) alternative freight rail routing alignments
and provides the following comments and requests for further information for evaluating the
alternatives. It is important to note that any comment, question or suggestion relating to the Re-
Location Alternatives should not in any way be construed that the City supports the re-location
options.
Key Issues to address for freight rail routing to be successful:
Co-location Alternatives
1. Presence of freight rail and trains potentially interferes with access to LRT station
platforms by foot, bike, bus and auto. Significant traffic impacts will occur at Wooddale
Avenue and Beltline Boulevard; these impacts must be assessed and addressed. A
circulation study for the areas around the stations is needed to evaluate and mitigate
traffic impacts in the area.
2. Grade separation of freight rail at Wooddale Avenue is not practical, however grade
separating LRT and the Cedar Lake Regional Trail are feasible and would reduce traffic
conflicts. The search for ways to eliminate the negative traffic and access impacts from
freight rail and LRT crossing Wooddale Avenue needs to continue. This is a vital north-
south route for the community and the Elmwood and Sorensen neighborhoods
specifically and long delays due to LRT and freight trains are not acceptable or safe.
Alternative grade separated vehicular crossings or routes under or over the rail/trail
corridor are needed at either Yosemite or Xenwood Avenues.
3. Beltline Boulevard must be grade separated from LRT, freight rail and the regional trail
by putting Beltline with sidewalks below the rail/trail corridor. Beltline is the only north-
south crossing of the rail/trail corridor between the W. Lake Street Bridge and Highway
100. It is critical for circulation in the community and emergency vehicles that traffic
movements not be unduly delayed by the presence of freight trains or LRT. Only grade
separation will ensure that no matter when freight trains and LRT trains arrive or whether
they are on schedule or not, traffic and emergency vehicles will be able to move where
they need to go. The accumulative effects of at grade crossings at both Wooddale and
Beltline are particularly troubling, since a train that creates traffic problems at one street
crossing will move on to create crossing problems at the next street; and in some cases a
single train will be long enough to block both intersections at once. Grade separation at
Beltline would mean traffic could at least continue to flow there, and if the Wooddale
crossing is blocked, traffic could divert to either Beltline on the east or Louisiana Avenue
on the west if needed.
4. Presence of freight rail and LRT at station areas affects development opportunities;
design must consider development-friendly configurations.
Special City Council Meeting of July 8, 2013 (Item No. 2a)
Title: SWLRT Letter and Comments to the SWLRT Project Office Page 2
5. Emergency vehicle delays will occur when freight trains are present at Wooddale Avenue
and Beltline Boulevard. Grade separation or other means of maintaining emergency
vehicle accessibility in the community must be provided.
6. The Midtown trolley station/platform may be located at the West Lake Station and
requires additional property takings; these costs must not be attributed to the SW LRT
project.
7. It needs to be acknowledged that under the co-location alternative, with the removal of
the Oxford industrial area switching wye, freight train access from Bass Lake Spur to the
MN&S will only be possible by using the proposed wye track connecting the Bass Lake
Spur to the MN&S southbound. Any freight trains, whether traveling east or west on the
Bass Lake Spur, that need to go north on the MN&S, will need to use the southbound
connection to the MN&S tracks and then reverse directions to head north. TC&W is not
currently taking trains north bound on the MN&S and, has not expressed interest in
making that movement in the foreseeable future. If it were to occur it would likely result
in blockage of Alabama Avenue and Excelsior Blvd where the MN&S tracks cross those
streets at grade. It is recognized that the Canadian Pacific (CP) railroad currently operates
two short trains per weekday on the MN&S tracks in St. Louis Park and uses these same
at grade crossings.
Re-Location Alternatives
A. Community Cohesion and Aesthetic Impacts
1. Both relocation options create a completely new freight rail r-o-w where one has never
existed before. The elevated freight rail r-o-w creates a major visual and physical barrier
through the middle of St. Louis Park (SLP), the SLP school district campus, and the
Sorensen/Lenox and Bronx Park/Birchwood neighborhoods. Community cohesion is
compromised. Physical connections, such as walkways and roadways through the barrier
must be created in order to provide needed community connections and reduce the barrier
effect. These should include attractive, safe pedestrian underpasses or bridges at street
crossing like Dakota Avenue, Wooddale Avenue, Lake Street and 27th Street, as well as
facilities to connect portions of the community split by the elevated train tracks including
the Central Community Center with the football field, Roxbury with Keystone Park, and
Birchwood neighborhood with Bronx Park neighborhood, Dakota Park, Hobart School
and Cedar Lake Regional Trail access.
2. Dramatic negative visual impacts will be created by the elevated trains and the structures
that support them. A MNDOT Visual Quality Manual type of process must be
undertaken to establish the visual treatments and mitigation needed to reduce the impact
of the elevated trains. It should guide the aesthetics and appearance of the structure as it
crosses through different areas of the city each with its own characteristics and needs,
such as the school campuses, residential areas, commercial areas, the overpass of
Highway 7, etc. This process must be conducted with citizens and other stakeholders and
must include much more than a bare minimum treatment. It should incorporate public art
Special City Council Meeting of July 8, 2013 (Item No. 2a)
Title: SWLRT Letter and Comments to the SWLRT Project Office Page 3
and other elements designed to minimize the negative aesthetic impacts on the City and
use the structures where possible to build community cohesion, identity and sense of
place. Specific mitigation items need to be incorporated as a part of the reroute cost.
3. The project budget must include not only the cost of preparing the Visual Quality Manual
but also the cost of constructing the aesthetic and community cohesion improvements.
B. Safety impacts
1. Elimination of reverse curves, reductions in grade changes, upgrading of tracks and
elimination of at grade freight rail crossings of streets inherently improves safety of
freight traffic in St. Louis Park. These improvements reduce the potential for accidents
and derailments. Elevating trains on bridges and earthen berms especially in sensitive
environments, creates special safety risks and concerns. The impacts of spills and
derailments can be more severe on elevated tracks. The proposed freight rail re-location
routes elevate tracks significantly and introduce freight rail tracks to areas that have not
had tracks before. Measures to improve the safety and eliminate potential negative
impacts associated with elevated tracks need to be included in the SWLRT project. They
should include:
a. Softening of side-slopes. The proposed side-slopes are far too steep at 2:1 grades;
they should be at 3:1 or flatter for safety, and to maintain proper vegetation.
b. Inner guard rail should be used. A special extra rail should be placed on tracks to
reduce the potential severity of derailments.
c. Widening the MN&S r-o-w width to a minimum100 ft. or possibly more in some
areas depending on the height of the tracks relative to adjacent property. The
current r-o-w is 66 feet or less. This is inadequate especially for elevated tracks.
A wider r-o-w must be provided to
i. provide an appropriate area for buffering single-family homes and yards
from trains,
ii. provide safe, maintainable side-slopes for the tracks elevated by earthen
berms; and,
iii. allow adequate space to access the tracks for maintenance.
The homes along the west side of Blackstone Avenue between Minnetonka Blvd
and 27th Street need to be acquired to create an adequate corridor for train
operations and buffer nearby residents from trains. Similarly, four homes on
Minnetonka Blvd; and, four homes near Lake Street, one home on Brunswick and
three homes on Blackstone, also must be acquired to create adequate r-o-w. The
locations of the homes that must be acquired are shown on the attached map.
d. Align freight tracks in the r-o-w to provide adequate protection for residents and
uses on both sides of the freight rail tracks. In general this means locating the
tracks in the middle of a 100 foot r-o-w, but in some cases more buffer area may
be needed on one side or both sides of the freight rail tracks. An evaluation of the
potential consequences of a train derailment may lead to the conclusion that more
than a 50 foot buffer is needed on one or both sides of a portion of the tracks.
Special City Council Meeting of July 8, 2013 (Item No. 2a)
Title: SWLRT Letter and Comments to the SWLRT Project Office Page 4
Tracks elevated more than 13 feet above adjacent properties will require more
than 100 feet of r-o-w to accommodate side-slopes and the freight tracks.
e. Fencing and signage are needed to minimize railroad r-o-w trespassing.
f. A derailment study must be done to assess the risks due to the proposed elevated
tracks and identify any actions needed to mitigate these risks including potentially
widening of the freight rail r-o-w. The cost of the study and any mitigation items
identified in the study must be funded by the project.
2. Retaining walls on raised sections of MN&S can be an attractive nuisance and present a
dangerous situation for kids; tall retaining walls should be avoided.
3. Both relocation options pass by or through the Xcel electric substation on Hwy 7. The
relocation concept plans provide no indication as to what the impacts of trains in close
proximity to the electric substation will be or how any negative impacts will be avoided
and/or mitigated. A thorough evaluation of the risks and how those risks will be
mitigated must be provided as well as how the mitigation will be funded must be
provided to ensure the safety of the electric substation and the residents, businesses and
visitors to St. Louis Park.
C. Property Impacts
1. The information provided by the SPO to date does not fully describe the number and type
of properties and acreage and costs of acquisition needed for each alternative. This
information must be provided in order to accurately compare alternatives.
2. The height of tracks in relation to surrounding uses must be shown.
3. The property impacts for each alternative (besides takings), i.e. people and operations
impacted at the football field, PSI, Central Community Center, etc. must be considered
and evaluated. These facilities are used by a broad spectrum of the community. Any
degradation of the quality, functionality or accessibility of these community wide
facilities must be considered as part of the evaluation of the freight rail routing options.
4. The relocation alternatives place elevated freight rail close to Central Community Center
and Park Spanish Immersion Elementary school and the young children that use this
facility. There are inherent risks with trains in close proximity to young children and
there is nothing provided in the proposed re-route plans for how this risk will be
addressed and how children will be protected. A plan for how to mitigate any negative
impacts and safety risks must be prepared along with a plan for funding the mitigation
and safety improvements.
5. It is not shown how the SLP High School football stadium would be replaced. It would
not appear to fit north of the proposed relocated Lake Street especially if the power lines
are not also relocated and additional properties are not acquired. The football stadium
must be replaced. Finding a nearby location will be very difficult. Relocating the football
stadium comes with many challenges that go beyond simply obtaining property. They
include how to effectively address potential negative neighborhood impacts of noise,
lights, and traffic. Selecting a new location for the football stadium will require an
extensive public process of its own that will be time consuming and expensive. This
Special City Council Meeting of July 8, 2013 (Item No. 2a)
Title: SWLRT Letter and Comments to the SWLRT Project Office Page 5
process needs to be funded and completed before a freight rail routing decision is made,
if the Brunswick West re-routing alternative is to be seriously considered. The future
location and funding for replacing the football stadium must be resolved by the SWLRT
project.
6. How the playground serving the Central Community Center will be replaced and funded
must be established before freight rail decisions are finalized. The playground is critical
to the operation of the Central facility and its replacement must be resolved before a
decision on the re-routing of freight rail traffic. Access from Central school to football
stadium must be addressed through a pedestrian tunnel or other measure. The connection
between these facilities is important for the operation of the Central School and the
commitments made by the SLP School District in the funding of the turf field. Access
must be maintained.
7. Freight rail relocation options show a large loss of commercial properties that house
many businesses that would have to move but may not be able to be relocated in SLP.
The potential loss of locally owned businesses is of particular concern. Every effort to
retain locally owned businesses and their jobs must be used.
8. The loss of tax base, jobs, and businesses must be minimized.
9. There are significant impacts on commercial/industrial businesses and properties which
need to be addressed. In some cases through streets are turned into cul de sacs or re-
routed. In other cases existing streets are eliminated or re-aligned. All of these changes
have impacts on the accessibility and visibility of existing businesses. The plans to date
are rudimentary at best and only begin to scratch the surface of identifying issues much
less resolving them. The consequences of the changes to the street system, elimination of
existing commercial buildings and the future of the remnant parcels created the proposed
changes in the Lake Street/Wooddale/Walker/Library Lane area must be fully evaluated
and mitigation actions identified. Access issues for businesses and uses at Dakota and
Walker St. where a cul-de-sac is proposed must be addressed and solutions acceptable to
the businesses involved created.
10. How freight trains and the trail will operate during construction must be clearly
identified. The massive nature of a freight rail reroute project raises concerns about the
constructability of the re-route options. The proposed routes cut through the center of the
City of St. Louis Park. How the new rail route can be constructed while the current trains
continue to operate is not apparent. A plan for how freight rail service will be maintained
during construction and how any negative impacts on the community, its residents,
businesses, schools, parks and property owners from the actions needed to maintain
freight rail operations will be mitigated must be prepared and approved by St. Louis Park
before a decision to re-route freight trains is made.
11. The construction of either of the freight rail re-route options will entail significant
disruption to all aspects of the community; its schools, parks, businesses and residents
daily lives will all be dramatically affected. Construction will entail hauling massive
amounts of fill material through single-family neighborhoods, school campuses, parks
and commercial areas. Today more than 100 single-family homes abut the MN&S
corridor. The construction project will literally be happening in their backyards. Local
Special City Council Meeting of July 8, 2013 (Item No. 2a)
Title: SWLRT Letter and Comments to the SWLRT Project Office Page 6
residential streets will be impacted by the heavy equipment traffic and no doubt periodic
street closures during the construction process. Noise, vibration, dust, disruption of
accessibility, congestion and safety issues are all likely consequences of the construction
activity needed for a freight rail reroute. A detailed plan for how construction will be
accomplished and how the impacts on the property owners, residents, schools and parks
will be mitigated must be prepared and shared with the community before a freight rail
routing decision entailing the re-routing options is made.
12. Construction will have major business interruption issues. How access will be maintained
and how businesses will continue to operate successfully during construction be
identified and prescribed in a plan prior to consideration of re-routing freight rail traffic.
All impacts on businesses need to be identified, addressed and mitigated.
13. Wooddale Avenue and Lake Street alignments and the location of new streets will need
much more evaluation. The options shown need to be much more thoroughly considered
in order for a road system in the area to work and a specific design established.
Roadwork and reconfiguration of streets is necessary for the rerouting alternatives: SW
LRT’s cost estimates need to include the engineering, design and capital cost of this
work. Extensive public involvement would be needed to plan and complete this work.
14. Who would own and maintain the new bridges and tracks is not determined and is an
issue of importance to the City. If this new infrastructure is built in SLP it is of great
importance that it be well maintained and that the lines of responsibility for it are clear.
15. The SWLRT plans all call for the removal of the freight rail storage tracks along the Bass
Lake Spur in St. Louis Park. A commitment and agreement to the removal of the storage
track must be in place prior to approval of the SWLRT plans.
16. A pedestrian connection at W. 27th Street under the MN&S as discussed in DEIS is not
shown in the proposed re-route plans. This is a needed and important connection
between the Birchwood and Bronx Park neighborhoods and as an access point for the
neighborhood to Dakota Park, Hobart School and the Cedar Lake Regional Trail access
point.
17. The 28th Street options should be evaluated to see if the roadway could be grade
separated instead of an at-grade crossing. If it is an at-grade crossing it must include
crossing controls needed for a Whistle Quiet Zone (WQZ).
18. A circulation study for the area of north of Minnetonka Boulevard is needed to evaluate
traffic impacts from street closures in the area. It must identify the appropriate
improvements and funding that will be provided to mitigate impacts.
19. The re-route options reduce the viability of reuse of the currently unused portion of Nat’l
Lead site; compensation for this loss is needed.
20. South of Bass Lake Spur, the MN&S tracks move east potentially impacting adjacent
residential property and reducing the setbacks to less than 25 ft.; these properties must be
acquired.
21. The Cedar Lake Trail Bridge at the Iron Triangle wye is not shown on plans; this must be
included on the plans and funded as part of the project.
22. The future of the CP r-o-w in the vicinity of the SLP High School needs to be addressed
as the re-route options eliminate the freight rail tracks in this area. No further railroad
Special City Council Meeting of July 8, 2013 (Item No. 2a)
Title: SWLRT Letter and Comments to the SWLRT Project Office Page 7
use of this property must be allowed; the use and ownership of the property needs to be
established. The first priority for the use of the property should be the SLP School
District or some other public use such as a trail, followed by providing some
opportunities for economic development. The potential reuse of the property will be
hampered by the on-going presence of overhead power lines that currently follow the
MN&S r-o-w.
23. More information on properties shown as “partial acquisition” must be provided to
understand if they are usable and if they will have access to a public street or not. Some
of these parcels may need to be full acquisitions.
24. The future of the land caught between the MN&S tracks and the wyes connecting the
Bass Lake Spur to the MN&S tracks south of Hwy 7 is not explained in the proposed
relocation plans. Who will own and maintain these properties and how will they be used
must be known in order to evaluate the relocation options.
D. Environmental Impacts
1. Environmental impacts including noise, vibration, safety, wetlands, woodlands,
traffic/road systems and all other standard environmental review items must be evaluated.
No information on the potential environmental impacts has been provided. This is a
critical component in the evaluation of the freight rail options and the design of the
project, and must include mitigation measures. It is anticipated that the increased
elevation of the tracks and trains will increase the potential for noise impacts on the
surrounding neighborhoods. No indication has been provided for how these impacts will
be addressed. Mitigation measures must be identified and funding for those measures
included in the SW LRT project.
2. The football stadium, Central Community Center playgrounds, Roxbury/Keystone Park,
Dakota Park, Birchwood Park and other properties present potential 4f parcel impacts;
these must be evaluated, addressed and mitigated.
3. Several potentially historic homes and buildings may be taken and this situation needs to
be evaluated. 106 reviews may be required for older buildings now potentially impacted
by new re-location routes.
4. The loss of a major swath of trees and vegetation along Iron Triangle eliminates the
existing screening of trains and tracks to the residents; this need to be addressed and
landscaping must be replaced.
5. The Brunswick Pond was constructed for flood mitigation and cannot be filled in without
replacement in the immediate area to address area flooding issues. How and where this
storm water storage is replaced is a critical issue. It must be resolved along with
identifying funding of mitigation of any negative impacts created from the relocation of
the storm water pond before a freight rail decision is made.
6. The Iron Triangle wye to BNSF moves west into wetland; wetland impacts need to be
evaluated and mitigation plans prepared before the freight rail routing decision is made.
7. Stormwater drainage for a new rail route must be carefully studied and evaluated. There
is no indication as to where or how the storm water from the freight rail infrastructure
Special City Council Meeting of July 8, 2013 (Item No. 2a)
Title: SWLRT Letter and Comments to the SWLRT Project Office Page 8
would be handled. How this ponding is to be provided and where it will be located must
be resolved before a re-routing decision is made. Likewise any negative impacts from
the ponding plan and needed mitigation must be identified and funding established. These
plans must be approved by the City of St. Louis Park.
8. A new storm water plan for the larger area must be created at the expense of the SWLRT
project because the reroute options will alter the overall storm water drainage system and
changes the direction of surface water drainage for a large portion of the community.
9. The Brunswick Central re-routing alternative entails lowering Hwy 7 by 4.5 feet. This
will have an impact on the City’s storm water system and that has not been evaluated.
Any new infrastructure needed in St. Louis Park as a result of the lowering of Hwy 7
must be included in the SW LRT project.
10. Construction of a new two mile siding along BNSF tracks will result in additional noise
and vibration to surrounding properties; these must be addressed and mitigated.
11. Full topographic information from surveys must be completed prior to any decision to re-
route freight trains to the MN&S routes to ensure freight trains can operate on the re-
location routes as anticipated and to ensure the heights of bridges, berms and tracks
shown in the current proposals are accurate.
12. Computer analysis of operating freight trains on the re-location routes must be completed
prior to any decision to re-relocate freight trains to the proposed routes to ensure that
trains can operate at the proposed speed of 25 mph. Any change in the operating speeds
will change the potential freight train impacts including traffic, noise and vibrations
impacts in turn potentially changing the mitigation measures needed for the project.
13. The location of underground utilities near the proposed heavy earth berms need to be
identified and the potential impacts of those berms on underground utilities evaluated.
Mitigation must be provided to protect or relocate the underground utilities at the
SWLRT’s cost.
Special City Council Meeting of July 8, 2013 (Item No. 2a)
Title: SWLRT Letter and Comments to the SWLRT Project Office Page 9
2 - Final Draft Letter to Met Council SPO
July 8, 2013
Mark Fuhrmann,
Director of New Starts Rail Projects
Metro Transit, Metropolitan Council
Southwest Project Office
Park Place West Building, Suite 500
6465 Wayzata Boulevard
St. Louis Park, MN 55426
The City of St. Louis Park has been and continues to be an ardent supporter of the SWLRT project. We
believe construction of the SWLRT and the extension of the Green Line is in the best interests of the
Region, County and all the cities along the SW Corridor. We are eager for the SWLRT project to gain
FTA approval and the funding necessary for the project to proceed.
We recognize that since the inception of the idea for an LRT line in the SW corridor, finding a way to
accommodate freight rail traffic in the same corridor has been a vexing issue, and an issue that was not
addressed when St. Louis Park and the other Cities along the corridor were asked to approve the Locally
Preferred Alternative route for LRT. Finding a solution to the freight rail issue that is acceptable to all the
stakeholders involved is and has been a daunting task. The purpose of this letter is to thank the SPO for
its efforts and place on the record the City of St. Louis Park’s official response to the SPO’s current
freight rail options. Our hope is that our timely response will facilitate preparation of sound SWLRT
plans that the City of St. Louis Park can embrace and approve during the Municipal Consent process this
fall. We also hope that by providing our input now, the SWLRT process will be expedited and will
continue to move forward on schedule.
For a number of years the City of St. Louis Park has studied the freight rail issue. More recently, the St.
Louis Park City Council has reviewed the current freight rail routing alternatives in great detail during a
series of study session discussions. The City’s comments attached to this letter are based on a thorough
understanding of the routing options and the potential impacts on the community. The City of St. Louis
Park’s review of the SPO freight rail options have been undertaken in the context of the City’s policies
regarding freight rail. Those policies are documented in resolution 10-070 adopted on July 10, 2010. The
policies have been largely unchanged since 2001 and grew out of the years spent by the community
wrestling with the thorny freight rail issues. The City’s policy regarding routing freight rail traffic is and
has been that re-routing of freight rail traffic from Kenilworth Corridor to the MN&S corridor in St. Louis
Park is only acceptable if,
Special City Council Meeting of July 8, 2013 (Item No. 2a)
Title: SWLRT Letter and Comments to the SWLRT Project Office Page 10
2 - Final Draft Letter to Met Council SPO
1.) it is established through a very thorough and careful analysis that no other viable route exists; and,
2.) that there is appropriate mitigation of any and all negative impacts associated with the rail rerouting,
funded by sources other than the City of St. Louis Park.
Based on the concept designs prepared by the SPO, we believe that the first of these conditions clearly
has not been met. We believe that the only conclusion that can be drawn from the freight rail routing
plans prepared by the SPO, is that co-locating freight rail traffic is indeed viable. We believe that the
SPO freight rail options show conclusively that it is feasible to co-locate freight rail and light rail in the
Bass Lake Spur and Kenilworth Corridors. We believe that the SPO concept plans show how to
accommodate freight rail, light rail and the regional trail on the Bass Lake Spur and in the Kenilworth
Corridor with widening of the rights of way in the Kenilworth corridor. Clearly all three elements can be
accommodated at grade within the corridor. Other options including placing LRT in a tunnel, elevating
LRT, re-locating the regional trail or elevating the regional trail could also work. Given the above facts,
the City of St. Louis Park does not support any of the options to relocate freight rail in St. Louis Park.
There is no question in our minds that co-locating freight rail can be accomplished with less disruption to
the communities and fewer long term negative impacts than relocating freight trains past elementary
schools or through the high school football stadium on massive berms and bridges that will split St. Louis
Park literally in two. Based on the designs prepared by the SPO showing the feasibility of the co-location
options, we expect that the SPO’s recommended freight rail routing option will be a co-location option.
We also recognize that there are no perfect solutions to the freight rail issue; and even for SLP there a
pluses and minuses to each routing option. No matter which freight rail solution is chosen there are many
significant issues of concern to the City of St. Louis Park, its residents and businesses. For a successful
SWLRT/freight rail project these issues need to be effectively addressed and are of vital importance to the
City of St. Louis Park. Attached below are the key issues the City of St. Louis Park believes must be
addressed for SWLRT to be successful and for the project design to be acceptable to St. Louis Park. It
includes key design requirements for each of the freight rail options. It is important to note that any
comment, question or suggestion relating to the re-location alternatives should not in any way be
construed that the City supports the re-location options.
For St. Louis Park the freight rail issue is of immense importance. Where and how freight train traffic is
routed is not just a matter affecting a few neighbors, it is a decision with the potential impacts on the very
core of the community and the nature of the community’s future. It will influence the success not only of
the SWLRT line and stations themselves, but areas far from the SWLRT line. It will have a lasting impact
on virtually all of St. Louis Park. The city experiences the TC&W freight rail traffic today and will
Special City Council Meeting of July 8, 2013 (Item No. 2a)
Title: SWLRT Letter and Comments to the SWLRT Project Office Page 11
2 - Final Draft Letter to Met Council SPO
continue to do so no matter what freight rail routing option is ultimately chosen. However where and
how the TC&W train traffic is handled and the details of the freight rail route design are critically
important for the future of St. Louis Park. The freight rail options under consideration potentially route
trains by all three of SLP’s SWLRT stations, or past two of four elementary schools and past our only
High School or through our football stadium or through the High School campus. The relocation options
literally split St. Louis Park in two with more than 1.5 miles of freight rail track elevated a few feet to 35
feet onto earthen berms or bridges. The route choice and design decisions will determine whether the
impact of the SWLRT/freight rail project will be positive or negative for St. Louis Park.
On behalf of all of St. Louis Park I thank you for your efforts in trying to find effective solutions to all the
issues confronting the SWLRT project. Thank you for your consideration of the issues and requirements
outlined in this letter. We look forward to continuing the strong working relationship that has been
established between the City of St. Louis Park and the SPO staff and stand ready to discuss any of these
issues as needed.
Sincerely,
Mayor Jeff Jacobs
City of St. Louis Park, MN
CC: Susan Haigh, Chair Metropolitan Council and,
Chair of the SWLRT Corridor Management Committee
Senator Klobuchar
Senator Franken
Representative Ellison
State Senator Latz
State Representative Simon
County Commissioner Dorfman
CMC Members
Special City Council Meeting of July 8, 2013 (Item No. 2a)
Title: SWLRT Letter and Comments to the SWLRT Project Office Page 12
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