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MINUTES <br />OF THE REGULAR MEETING OF THE <br />EDINA CITY COUNCIL HELD AT CITY HALL <br />NOVEMBER 2, 1987 <br />55 <br />Answering rollcall were Members Kelly, Richards, Smith, Turner and Mayor Courtney. <br />CONSENT AGENDA ITEMS ADOPTED. <br />Turner to approve and adopt the consent agenda items as presented, with the <br />exception of the removal of items I1 and VI1.C. <br />Motion of Member Smith was seconded by Member <br />Rollcall : <br />Ayes: Kelly, Richards, Smith, Turner, Courtney <br />Motion carried. <br />MINUTES OF THE REGULAR MEETING OF OCTOBER 5. 1987 APPROVED AS CORRECTED. Motion <br />of Member Turner was seconded by Member Kelly for approval of the minutes of the <br />Regular Meeting of October 5, 1987 with the following correction on page 3, <br />line 10, "Vice-Chair of the Project Management Team." <br />Ayes: Kelly, Richards, Smith, Turner, Courtney <br />Motion carried. <br />INFORMAL HEARING CONDUCTED ON SOUND WALL/SIGHT BARRIER (T.H. 100 FROM WEST 50TH <br />STREET TO NORTH CITY LIMITS. <br />hearing on a Sound Wall/Sight Barrier is the result of a petition received by the <br />City earlier this year from residents on Sunnyside Road on the east side of the <br />highway. <br />sight barrier along Highway 100 from West 50th Street to the north City limits. <br />This was followed by a second petition from residents on the west side asking that <br />consideration be given to sound barriers along the west side of the highway. He <br />said the presentation would include: 1) background comments, 2) history of sound <br />barriers in Edina by William Crawford, District #5 Engineer, MNDOT, <br />3) effectiveness of barriers by Dave Kelso, Noise Division, PCA, and 4) comments <br />by concerned residents. Backaround - - An aerial graphic of the area was shown and <br />relative elevations were explained, ranging from 950 to 890 feet above sea level <br />for residential properties versus highway elevations of 910 to 920 feet. <br />From West 50th Street going northerly the elevations drop off to an area where <br />most of the homes are below the roadway and where a barrier would need to be of <br />sufficient height to be effective. <br />the past ten years dealing with the issue of sound/sight barriers whereby <br />residents have petitioned the City to consider being the implementing agency to <br />construct barriers along the freeway. Traditionally, barriers have been <br />constructed by Hennepin County, MNDOT or developers of a housing project. Several <br />examples exist in the City where developers have constructed sight barriers, e.g. <br />Crosstown Highway - Nine Mile Village, Gleason Court and just east of Highway 100. <br />Other than that barriers have been built at the time of freeway construction. <br />Legislation was passed in 1987 whereby the City could if it chose construct <br />barriers and assess the costs back against those property that would benefit. <br />Alternatives - 1) Direct staff to prepare feasibility reports for a project <br />hearing, 2) Seek more input on the sound barrier issue over a larger City area, <br />and 3) Determine that the City will not become the implementing agency for such <br />type of construction. History of Barriers - William Crawford stated that MNDOT <br />built the first sound barrier in the metropolitan area in 1972 and that was the <br />I-35W noise wall constructed from just north of Minnehaha Creek to East 60th <br />Street in Minneapolis. In 1975 the Legislature mandated that MNDOT was to spend <br />one percent of their annual income for noise abatement in the seven county <br />metropolitan area, maximizing the availability of Federal funds. The interstate <br />system was tackled first, these roadways already being open to traffic, and this <br />amounted to a total expenditure of Federal and State funds of approximately $12M <br />per year. <br />(retro-fitting of "open to traffic" projects) because of pressure from the public <br />that this was not a worthwhile expenditure of road use taxes. <br />projects that were not in MNDOT's published highway improvement program as of <br />March 1, 1978. <br />new major construction to meet Federal noise standards or on projects that were <br />programmed before March 1, 1978. In effect, MNDOT is under a moratorium to design <br />or construct noise abatement on Highway 100. <br />Kelso said it was a fair characterization that MNDOT is no longer building noise <br />barriers except in instances where Federal money is available. It has been <br />MNDOT's position in the past not to fill in gaps or retro-fit existing barriers. <br />The PCA has not agreed with that policy but does understand their position. <br />effectiveness of barriers, sound is measured in terms of decibels (an expression <br />used to calculate a logarithmic function). You cannot add and subtract decibels <br />the same way you can apples or oranges (50 + 50 = 53, not 100). Secondly, sound <br />travels in all directions; so in order to abate sound it must be cut back at the <br />source or the path must be interrupted so that it does not reach the receiver. A <br />barrier must be solid, if it doesn't contain sufficient mass it will not block or <br />impede sound. Visual barriers are not effective sound barriers. <br />definite cost with a sound barrier - a barrier of 15-20 feet high that runs a mile <br />is estimated at $800-900,000. <br />row of houses by an approximate 10-12 decibel reduction which the human ear <br />Engineer Fran Hoffman advised that the informal <br />The petition asked ehe Council to consider construction of a noise and <br />This is the first hearing held in the City in <br />In 1978 the Legislature placed a moratorium on noise wall projects <br />This affected <br />MNDOT has not built any noise walls other than those necessary on <br />Effectiveness of Barriers - Dave <br />As to <br />There is a <br />A barrier placed on a highway benefits the first