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HomeMy WebLinkAbout1950-1958_MINNESOTA HWY DEPT_GENERAL CORRESPONDENCESTATE OF MINNESOTA DEPARTMENT OF HIGHWAYS SAINT PAUL, MINNESOTA October 31, 1958 Mr. Robert F. Fitzsimons Hennepin County Auditor 106 Court House Minneapolis 15, Minnesota Attention: Mr. P. E. Nelson, Deputy Dear Sir: Re: Speed Zoning - County Highways - We have made traffic studies and surveys on several county highways as enumerated in a resolution passed by the County Board on September 2, 1958, and have determined the maximum safe speeds as follows: 50 miles per hour. on County Road No. 29 from Trunk Highway No. 12 to County-State Aid Highway No. 19. 50 miles per hour on County -State Aid Highway No. 19 from County Road loo. 29 to County-State Aid Highway No. 24. 30 miles per.hour on County -State Aid Highway No. 60 from County-State Aid Highway No. 5 southerly to County -State Aid Highway No. 3 and continuing southerly.at 35 miles per hour a distance of approximately 1 mile to the M.&St.L. Railway and continuing southerly at 50 miles per hour a distance of 0,7 mile to County Road No. 67. (No zoning from County Road No. 67 to Trunk Highway No. 169.) (County-State Aid Highway No. 4 from County -State Aid Highway No. 3 to County -State Aid Highway No. 1 -- up for construction in 1959. Defer speed zoning until construction completed.) 35 miles per hour on County- State.Aid Highway No. 53 (66th Street) from County -State Aid Highway No. 31 (Xerxes Avenue) to Trunk Highway No. 36 (Cedar Avenue). 35 miles per hour on County-State Aid Highway No. 53 (66th Street) from County -State Aid Highway No. 17 (France Avenue) to County -State Aid Highway No. 31 (Xerxes Avenue). Mr..Robert F. Fitzsimons Att'n.: Mr. P. E. Nelson - 2 - October 31, 1958 50 miles per hour on County -State Aid Highway -No. 18 from Trunk Highway No. 5 to County Road No. 55• 40 miles per hour on County Road No. 28 from Trunk Highway No. 5 -to County -State Aid Highway No. 1.(Old Shakopee Road). (County -State Aid Highway No. 17 from Trunk Highway No. 5 to County -State Aid Highway No. 1 -- to be improved in 1959. Rezoning should be deferred until completion of. improvement.) (County-State Aid Highway No. 32 from Trunk Highway No. 5 to County -State Aid Highway No. 1 -- because of sewer construction, speed, zoning deferred.)- The establishment of the above limits, therefore, is approved and this will authorize the installation of proper speed limit signs which should be in accordance with the Minnesota Manual on Uniform Traffic Control Devices. Yours very truly, J. E. P. Darrell =" JEPD:AOT Traffto & Planning E near GAL cc: L. P. Pederson, County Engineer Warren Hyde, Village Manager, Edina Approved: Commissioner of Highways I \ May 6, 1958 "J o As SplcolaY, Assistant Traffic B Planning Engineers Minnesota Department of Highways; .1246-University Avenue4 Saint. Paul 4e Minnesota:. - Dear Sirs Thank you for your fetter of Apail -22Q: regarding speed zoning-on Valley View Road- in Edina. . The resolution passed;by. the Edina Village Council.on.the 27th day of. March.v 1958.,, also called for an increase in speed limits to 35 WH'on West 66th 'Street between Malley View Road and Trunk Highway 100e . Your consideration of this request also will. be appreciated. -. Yours very trulyQ. Warren Co. Hydep Village Mansgero %UisB November 23, 1958 Mr. Jim A. Spicola Minnesota Dept. of Highways 1246 university Avenue 3t, Paul. 4. Minnesota Dear Sir: i Would like to e=rese my objections to the pro- posed increase in speed limit on Trance Avenue. between 55th and 60th streets, for the reasons stated below: --The area in question is primarily residential. ?b gain access on France Avenue, residents are required to back their c_,-tre into this proposed higher speed traffics 7419 operation to ha$ard- *us even under the present 30 mile per hour speed limit. --Long distance visibility for the motorist is limited due to the un-even elevation of Prance Avenue in this area* I personally feel the present speed limit to ade- quatel, and hope some consideration will be given to the safety problem confronting those residents on France Avenue. Sincerelyg Copies :. Bernard. J. Ronk Mr. U Beaaet 3 Grimes Lan® apolis240 Minn. HIGHWAY DEPARTMENT COUNTY OF HENNEPIN 440 COURT HOUSE _RinneapoL 15, ..11'tinne10fa L. P. PEDERSON ENGINEER 5i''7 GEMevn 4341 - 4342 MAY 16 1958 TO ALL CITIES, TOWZSSYPS, VnZA.GES AND DRAIERAOE CO MEES OF HEMEPrN COMMY Oentlemens You may recall that the Board of County Commissioners of Hennepin County held s hearing on November 6, 1957, relating to the establishment of a water -shed district in Hennepin County. the meeting was adjourned and the matter was referred to the various attorneys of the political subdivisions in Hennepin County for their study and recormnendation. No recommendation has been received from the attorneys to which the matter was referred, however, the problem of adequate drainage in Hennepin County .still mains unsolved$ The Board of County Commissioners of Hennepin County amiled to each political subdivision, a communication dated August 28, 1957, In which their views were set forth. I am enclosing with this communl- cation a copy of such letter for your consideration. 1 have been requested by the Board of County Commissioners of Hennepin County to inform all interested persons that on Wednesday, June 119 1958 at 10 o °clock A. H. in the meeting room of the Board Of County Commissioners, Noon Ho. 130, Court House, City of Minneapolis, the County Board will again tape up the problem of. drainage and flood control in the County of Hennepin. The decision of the Board made pursuant to this meeting will be of the utmost interest to all political subdivisions of this County. For that reason I suggest you be represented at the meeting. This communication is also being sent to all persons who have .indicated to the Board of County Commissioners their interest in the establishment of a water -shed district in Hennepin County. Yours very truly, L. P. Pederson County Engineer LPPedb a STATE OF MINNESOTA DEPARTMENT OF HIGHWAYS 1246 UNIVERSITY AVENUE ST. PAUL 4 . November 17, 1958 Mr. Warren C.. Hyde Edina Village Manager 4801 West 50th Street Edina 24, Minnesota Dear Sir: Res S.P. 2745 =11 (169=5) Layout No. 4 From Rowland Jcte to Henson Transmitted hereuelth are Preliminary Plans, Layout Noe 4, Copy 7 & 8 and Resolution From Noe 2521 both in duplicate, relating to the proposed location and construction on-the above referenced project within the corporate limits of your muntci- pality. Also a form for the clerk's receip-c for the sane. If agreeable to you, will you please place this matter for consideration on the agenda..of.an early council meeting for them approval and, after - execution of resolution forme, return one copy of each L resolution, together with one copy of approved Layout No. 4. Yours very truly, DEPARTMENT OF HIGHWAYS E. J. M_cCuh-ey District Eninee- EJMCsdrj Lnelosure D. R. McFadden Asst: Dist, Engr., State Aid O Form 2519 November 13, 1958 R E C E I P T I have received from E. J. McCubrey , District Engineers Ainnesota Department of Highways and have .filed one copy of the preliminary plans for the improve- ment of Trunk Highway No. 5 renumbered as Trunk Highway No. 169 marked, labeled, and identified as TArout No. 4 T. H. 169 Vicinity of Edina from Rowland Jot. to Hanson ,Road S.P. 2745 11 (TRH. 169-5) Village Clerk Village of Edina Date 1 ; : P, RECEIVED NOV 171 bist. Engrs. `�4Wli Oµ1/ �. .. It STATE OF MINNESOTA DEPARTMENT OF HIGHWAYS TWIN CITIES AREA TRANSPORTATION STUDY Conducted in cooperation with the U.S. BUREAU OF PUBLIC ROADS 444 RICE STREET ST. PAUL 2, MINNESOTA Occupant, Dear Householder: Our representative will call at your home on to secure needed information in connection with the traffic survey which you have read about in the papers recently. This information is necessary to aid your State and local governments in planning the kind of highways and public transportation facilities that will best serve your needs and the needs of all the citizens in the Twin Cities metropolitan area. A certain number of homes have been selected for interviewing. Yours is one that was chosen, and you can perform a valuable public service by giving your complete cooperation to our representative when he calls upon you. The following facts will be requested: ' 1. Information about all trips taken by persons in Your household, five years of age or older, on the day just before the above date. 2. The one, for (a) (b) (c) (d) following facts about each trip (even short to shop, to school, to visit, to work, or other purposes): The time and place each trip began The time and place each trip ended How the trip was made (car, bus, taxi, etc.) The purpose for the trip (to shop, to go to work, to make a social visit, etc.) Ask our interviewer to show his credentials,. Then, please answer the questions he asks. By providing this information you will be helping your government to provide better highways and public transportation. Thank you very much tLo gioner March 25, 1958 Mr. E. J. McCubrey, District Highway Engineer, Minnesota Highway Dept., .1246 University Avenue, St. Paul, Minnesota.. Dear- Mr. McQibreys we respectfully call to your attention the enclosed copy of a letter received by this department regarding a zoning request. The Edina Village Planning Commission will consider this request at its regular meeting scheduled for April 2nd and on the basis of existing conditions are quite apt to recommend the rezoning. In view of our conversation in your office on Fridays March 21, concerning a ;woposed location of U.S. 169 in this area, we request that the Highway Department express its feelings on the pending request. As mentioned above,.the meeting is scheduled for April 2nd and we ask that your communication reach this office on or before that date. Very truly yours, C. Edward Swanson, ces ;b Director of Planning. encl. September 25, 1955 I . i rrI I / -Mr. J.E.P. Darrell Traffic and Planning Engineer fjinnesota Department of Highways ` 1246 University Avenue St. Paul 49 Minnesota Dear Sirs Thank you for your letter of Septjmb4 19,!+concerr4ng -Sign Manuals. We do not have a copy of the manual in our gfficp, �nd will appreciate receiving one. Yours rery truly, r i Village Clerk qsa 1 1 k I I V _ 1 r �11i 1 � _ li , � STATE OF MINNESOTA DEPARTMENT OF HIGHWAYS 1248 UNIVERSITY AVENUE ST. PAUL 4 September 19, 1958 To Village or City Clerk Edina, Minnesota. Dear Sir: Our attention has been drawn to various improper street markings, incorrect use of signs, and also to illegal signs on roads and streets in cities and villages throughout the State. We believe that in most instances these misuses are not intended, but are because of a lack of knowledge of legal requirements and proper standards. The Highway Regulation Act (Chap. 169.06) provides that the Minnesota' Department of Highways prepare a manual prescribing a uniform system of traffic control devices for streets and highways in the State. It.is very desirable and important that uniformity in signs and mark- ings be maintained. Copies of this manual are available, ,at no' cost, to •o ities and villages. If you do not at present have the above sign manual, YOU may secure a copy by returning this letter as a request therefor. Additional copies may be secured for $2.50 each. JEPD :EL -� Yours very truly, J. E. P. Darrell Traffic and Planning Engineer STATE OF MINNESOTA DEPARTMENT OF HIGHWAYS 1246 UNIVERSITY AVENUE ST. PAUL 4 November 5, 1958 TO: City & Village Clerks City & Village Engineers FROM: STATE AID DIVISION SUBJECT: Appointment of qualified Engineers Urban Municipalities Gentlemen: The rules and regulations for State Aid operations provide that each local highway department shall employ or retain a professional engineer, registered in the State of Minnesota, to prepare plans and specifications, to supervise con- struction, and to make the necessary reports. In order to qualify.for State Aid partici- pation, it is necessary to retain a professional engineer and some cities have not advised us of the recent changes which makes it difficult to keep our information up to date. It is requested that when an engineer is appointed or when you retain an engineer to act for you inso- far as State Aid operations are concerned that you promptly notify, this office of such appointment. Yours very truly, DEPARTMENT OF HIGHWAYS JME:kks J. M. Evans State Aid Engineer G.A. 58 -83 December 17,-1957 State .Highway Department_, State'of Minnesotan' 16th Avenue and S. 2nd St., Hopkins, Minnesota. Gentleman The directional..sion just"'south of the intersection of Willson Road and Highway 100'An, Vdins which reads ' 'Nilson Road should. read "WILLSON Road"® (two L's instead of one). This has been called to your attention a number of times„ and'wie would appreciate it if you. would 'replace it with a, new plate as .soon as possible, with the name spelled cor- rectly,.. Thank you. Yours very truly, :. Warren;C. Hyde, Villegw manager WCH :B r Magi STATE OF MINNESOTA DEPARTMENT OF HIGHWAYS 1246 UNIVERSITY AVENUE ST. PAUL 4 December 6, 1957 Mr. Warren C. Hyde Village Manager 4801 West 50th Street Edina 24, Minnesota Dear Mr. Hyde: I am acknowledging for the Commissioner who is out of the City, receipt of your letter of December 3, with attached copy of letter adressed to Mayor Bredesen, by J. W. Sloan of the Civic and Improvement Association. This letter will be brought to Mr. Zimmerman's attention on Jais return to the office the early part of next week. Yours very truly, DEPARTMENT OF- HIGHWAYS WKP /BB CifW. A. Filcher Executive Sec eaary 0 0 . w librm 1721 21/2M 9 -66 ,9y3. 17 66144 iroolt Dlstriet MINNESOTA HIGHWAY DEPARTMENT N°'y No Route Permit APPLICATION FOR PRIVATE DRIVEWAY OR ENTRANCE PERMIT section No Name of Applicant Address Tel. Name of PRINT OR TYPE APPLICATION Owner Address Tel. Location: T.H- in County Miles N -S -E -W of Legal Description (Circle One) (Speaac road, landmark, or road intersection) of Property Purpose of Driveway ❑ Residence ❑ Business (specify type) Is a Building to What be Constructed ❑ No ❑ Yes Kind check Will the Building be El Temporary or El Permanent Proper Is the Property in ❑ Platted or ❑ Unplatted Area squares Distance from center of highway to front of building,, or front of pump island is feet. Is land higher? lower? or level? with highway. Number of Present Driveways to Property *' ` Date Driveway Will be Needed Give Exact location of Proposed Driveway to Property Give Exact Location of Present Driveway to Property Sketch Property, Present and Proposed Driveways and Relation to Trunk Highway I, We, the undersigned, herewith accept the terms and conditions of the regulations of the Commissioner of Highways and agree to fully comply therewith to the satisfaction of the Minnesota Highway Department. Applicant's Dated Signature FILL OUT, SIGN AND SUBMIT FOUR COPIES TO MINNESOTA HIGHWAY DEPARTMENT APPLICANT DO NOT WRITE BELOW THIS LINE SEE REVERSE SIDE PRIVATE DRIVEWAY OR ENTRANCE PERMIT Permit FOR REGULATIONS (PERMIT NOT VALID UNLESS BEARING SIGNATURE AND NUMBER) No Permission is hereby granted for the construction of the driveway as described in the above application, said driveway to be in accordance with the regulations as set forth in Commissioner of Highways' Order Number 12707. Special Requirements: (As Indicated or Checked on Reverse Side.) It is expressly understood that this permit is conditioned upon replacement or restoration of the trunk highway to its original or to a satisfactory condition. It is further understood that this permit is issued subject to the approval of local city, village or borough authorities having joint supervision over said street or highway. After Permit is approved: [I White to Applicant MINNESOTA HIGHWAY DEPARTMENT ❑ BufF to Central Office ❑ Pink to Dist. Maint. Office 0 Green to Mu_ nicipality or Sea Crew Dated Dist. Maint. Engineer REGULATIONS FOR DRIVEWAYS AND ENTRANCES TO TRUNK HIGHWAYS Order No. 12707 In accordance with Section 2558, Mason's Minnesota Statutes of 1927, and under authority vested in him by law, the following regulations are hereby prescribed by the Commissioner of Highways with reference to the placing, construction, or maintaining of Private Driveways or Entrances from and to Trunk High- ways so that the highways and the traffic thereon may be properly protected: 1. No part of the right of way of a trunk highway or of a street over which a trunk highway is routed may be used for the servicing of vehicles or the conduct of private business. 2. Gasoline pump islands and /or other equipment used for the servicing of vehicles shall be placed back from the right of way or property line a sufficient distance so that vehicles being serviced shall not park or stop upon the adjacent public right of way or street and thus endanger traffic. It is recommended that such gasoline pumps and other equipment be placed at least 12 feet from the property line in platted areas, and at least 20 feet from the right of way outside of platted areas. 3. Every waiting station, store, garage, vending stand and /or other roadside industry shall provide sufficient space between its place of business and the property line or the right of way of the trunk highway for the parking of vehicles stopping thereat so that the same shall not park or stop upon the adjacent street or right of way and thus endanger traffic. It is recommended that such roadside industries be placed at least 12 feet back from the property line in platted areas and 20 feet from the right of way line outside of platted areas. This regulation shall not apply in the business districts of incorporated municipalities. 4. The area between driveways shall be so constructed or improved that traffic on the highway and on the service drive will In fact be separated. In platted areas where a sidewalk extends to the property line, a curb is required at least 4 inches wide and 4 inches high above the sidewalk along the inside edge of the lot line and extending for at least the full distance in front of the gasoline pump island or vending stand. Where no sidewalk exists, this traffic separation may be obtained by the planting of a' hedge or the construction of an island. Such an island or planting can be placed on the right of way under permit from the Department of Highways. Outside of platted areas the minimum distance between the two driveways shall be 30 feet. 6. Lot line driveway opening near lot corners shall be at least 6 feet back from the lot corner. 6. Curb returns shall have a radius of not less than 6 feet nor more tl#n 10 feet. 7. Outside of platted areas no driveway shall be constructed closer than %feet to the intersection of the common corner of the projected right of way boundary line of the trunk highway with the projected right of way boundary line of another road or railroad. 8. The maximum width on top (shoulder to shoulder) of any driveway shall not exceed 32 feet. Outside of platted areas a 16 foot radius will be permitted on each side of said driveway to the shoulder of the highway. In platted areas, it is recommended that driveways be limited to 22 feet in width. 9. Driveways outside of platted areas shall be so constructed as to slope down and away from the shoulder line of the trunk highway for a distance of at least 10 feet with a fall of at least 6 inches. No driveway or entrance shall hereafter be constructed from or to a trunk highway unless a permit for the con- struction of same shall have been first obtained as follows: 1. In cities which have duly authorized official therefor, said permit shall be obtained from said municipality in the manner prescribed by law therefor in said municipality and upon compliance with the rules and regu- lations herein set forth. 2. In municipalities which have no duly authorized office for issuing such permits, and outside of incorporated areas, said permit shall be obtained from the District Maintenance Engineer of the Department of Highways. REQUIREMENTS 1. No work under this application is to be started until application is approved and permit issued. 2. If the installation of this driveway makes it necessary to travel on the roadway, traffic must be protected, and flags, flares and proper barricades must be in place in accordance with the Rules and Regulations of the Minnesota Department of Highways. 3. No foreign material such as dirt, gravel, or bituminous material shall be left or deposited on the road during the construction of driveway or installation of drainage facilities. 4. Roadside must be cleaned up after work is completed. 6. After driveway construction is completed, persons requesting installation must notify the Maintenance Engineer in the District in which the work is being done, that such work has been completed and ready for final inspec- tion and acceptance by the State of Minnesota. 6. No changes or alterations in entrances may be made at any time without written permission from the District Maintenance Engineer. Fbrm #11 9 -66 - 17 66144 MINNESOTA HIGHWAY DEPARTMUIT APPLICATION FOR PRIVATE Name of Applicant t" G'„ - DRIVEWAY OR ENTRANCE PERMIT PRINT OR TYPE APPLICATION Trunk District H" Route Permit Section No Tel _ Name of Owner ��'i- address Tel. Location: j T.H..A, T in 24A!!f � County -0Ai4es- td= S=E =W-of= �ion-�-� Legal Description (ClydeOne) (Specific road, landmark, or road interse `�f ) of Proaertv Purpose of Driveway ❑ Residence ❑ Business (specify type) Is a Building to What be Constructed ❑ No ❑ Yes Kind check Will the Building be El Temporary or El Permanent proper Is the Property in ❑ Platted or ❑ Unplatted Area squares Distance from center of highway to front of building, or front of pump island is feet. Is land higher4 lower? or level? with highway. / c, Number of Present Driveways to Property "' Date Driveway Will be Needed Give Exact location of Proposed Driveway to Property Give Exact Location of Present Driveway to Property Sketch Property, Present and Proposed Driveways and Relation to Trunk Highway r� 9 1, We, the undersigned, herewith accept the terms and conditions of the regulations of the Commissioner of Highways and agree to fully comply therewith to the satisfaction of the Minnesota Highway Department. Applicant's Dated Signature FILL OUT, SIGN AND SUBMIT FOUR COPIES TO MINNESOTA HIGHWAY DEPARTMENT APPLICANT DO NOT WRITE BELOW THIS LINE SEE REVERSE SIDE PRIVATE DRIVEWAY OR ENTRANCE PERMIT Permit FOR REGULATIONS (PERMIT NOT VALID UNLESS BEARING SIGNATURE AND NUMBER) No Permission is hereby granted for the construction of the driveway as described in the above application, said driveway to be in accordance with the regulations as set forth In Commissioner of Highways' Order Number 12707. Special Requirements: (As Indicated or Checked on Reverse Side.) It is expressly understood that this permit is conditioned upon replacement or restoration of the trunk highway to its original or to a satisfactory condition. It is further understood that this permit is issued subject to the approval of local city, village or borough authorities having joint supervision over said street or highway. After Permit is approved: ❑ White to Applicant ❑ Buff to Central Office ❑ Pink to Dist. Maint. Office ❑ Green to Municipality or See. Crow MINNESOTA HIGHWAY DEPARTMENT Dist. Maint. Engineer REGULATIONS FOR DRIVEWAYS AND ENTRANCES TO TRUNK HIGHWAYS Order No. 12707 In accordance with Section 2558, Mason's Minnesota Statutes of 1927, and under authority vested in him by law, the following regulations are hereby prescribed by the Commissioner of Highways with reference to the placing, construction, or maintaining of Private Driveways or Entrances from and to Trunk High- ways so that the highways and the traffic thereon may be properly protected: 1. No part of the right of way of a trunk highway or of a street over which a trunk highway is routed may be need for the servicing of vehicles or the conduct of private business. 2. Gasoline pump islands and /or other equipment used for the servicing of vehicles shall be placed back from the right of way or property line a sufficient distance so that vehicles being serviced shall not park or stop upon the adjacent public right of way or street and thus endanger traffic. It is recommended that such gasoline pumps and other equipment be placed at least 12 feet from the property line in platted areas, and at least 20 feet from the right of way outside of platted areas. 3. Every waiting station, store, garage, vending stand and /or other roadside industry shall provide sufficient space between its place of business and the property line or the right of way of the trunk highway for the parking of vehicles stopping thereat so that the same shall not park or stop upon the adjacent street or right of way and thus endanger traffic. It is recommended that such roadside industries be placed at least 12 feet back from the property line in platted areas and 20 feet from the right of way line outside of platted areas. This regulation shall not apply in the business districts of incorporated municipalities. 4. The area between driveways shall be so constructed or Improved that traffic on the highway and on the service drive will in fact be separated. In platted areas where a sidewalk extends to the property line, a curb is required at least 4 inches wide and 4 inches high above the sidewalk along the inside edge of the lot line and extending for at least the full distance in front of the gasoline pump island or vending stand. Where no sidewalk exists, this traffic separation may be obtained by the planting of a hedge or the construction of an island. Such an island or planting can be placed on the right of way under permit from the Department of Highways. Outside: of platted areas the minimum distance between the two driveways shall be 30 feet. 6. Lot line driveway opening near lot corners shall be at least 6 feet back from the lot corner. 6. Curb returns shall have a radius of not less than 6 feet nor more th n 10 feet. 7. Outside of platted areas no driveway shall be constructed closer thah ;eet to the intersection of the common corner of the projected right of way boundary line of the trunk highway with the projected right of way boundary line of another road or railroad. 8. The maximum width on top (shoulder to shoulder) of any driveway shall not exceed 32 feet. Outside,of platted areas a 16 foot radius will be permitted on each side of said driveway to the shoulder of the highway. In platted areas, it is recommended that driveways be limited to 22 feet in width. 9. Driveways outside of platted areas shall be so constructed as to slope down and away from the shoulder line of the trunk highway for a distance of at least 30 feet with a fail of at least 6 inches. No driveway or entrance shall hereafter be constructed from or to a trunk highway unless a permit for the con- struction of same shall have been first obtained as follows: 1. In cities wliich' have duly authorized official therefor, said permit shall be obtained from said municipality in the manner prescribed by law therefor in said municipality and upon compliance with the rules and regu- lations herein set forth. 2. In municipalities which have no duly authorised office for issuing such permits, and outside of incorporated areas, said permit shall be obtained from the District Maintenance Engineer of the Department of Highways. REQUIREMENTS 1. No work under this application is to be started until application is approved and permit issued. 2. If the installation of this driveway makes it necessary to travel on the roadway, traffic must be protected, and flags, flares and proper barricades must be in place in accordance with the Rules and Regulations of the Minnesota Department of Highways. S. No foreign material such as dirt, gravel, or bituminous material shall be left or deposited on the road during the construction of driveway -or installation of drainage facilities. 4. Roadside must be cleaned up after work is completed. 6. After driveway construction is completed, persons requesting installation must notify the Maintenance Engineer in the District in which the work is being done, that such work has been completed and ready for final inspec- tion and acceptance by the State of Minnesota. 6. No changes or alterations in entrances may be made at any time without written permission from the District Maintenance Engineer. Septembor M9 .1957 Mistrict Maintonaace Engineers Stato. €119h�y Departuent ®' HopkInsi . L31tmesqiao •'Deer 9,rs Enclosed is Veer ffcrp wAp'plicataon for Private tbrlwaa y car Eatrance • Fe=lt -9 filled gut to tho'best of cut awlityQ fcc tho of a proseatly platted st=et, ,1 caster tray, direct to Higpelby 1691 Ibis application Is being made at the request of- thr in&-M gr� slde Board cf'' catidn ih �r that - satisfactory access cm b had to' the new Il3:ghlmWo Gradt school. Bch is to Vii. this Septa The school has Wen built ch the lured which starts amt 336 f6et worth of flighmy 169 and accssc to the cchool is frm Doncaster Faye Segal altesato possibilities- . been considered to sacure access to the school f-m 9hmay,.l69.- After'considerable study,- the School. Board. rma feels that the extenaicn; of ttmcastar .Minot to tW higbmay vdll kovide the saf=est and mst -direct mute* At p msmt , In order to got to Doncastars it is necessary. to go -in cm M- rtitt Circle and the make a verVi quick right 'tom into a zervice roe rich cc acts, Doncaster and Morritt. Inaswch as this iroad curt ba ready by Septfgber lat, cay W please have Your prat app ovalO . Vm truly yours, rarren C. Hytbj, - VillegQ 13anagoro XaB ccs Fug ay Dwt.2 Kuhlmann - - Itate of Minneeiota DEPARTMT, 01 i I C-h" AY S Hopkingo Minnesota Dear sir.- Application forma for permit to construct drivewayw and /or approacheq to and from a State T,-tank Highway are enclo"ed for your use. Kindly fill out all four Qua) copieq and return them to this office in the enclosed pelf =addreaaed envelope. Pleaqe send three copiea of a sketch of your proposed layout with the application. These sketchea can be made on letter Baize paper and duplicate and triplicate copieq can be made by uae of carbon paper. In the event that permit" are requested for approaches to real estate developments, filling atationao vending stand.a, or other roadside bugineaa eatabliOmentqo it will be necegaary to submit three copieq of the ground plan,, ahowin,; building aitee or the prop- osed location of buildings, approacheq etc. If such planq are not drawn to aealeo guffloient dlmen gIonR must be recorded on the plan to show the relative locationp of all itemq planned for the development. After these forma and aketcheq have been returned to thin office, a field 1nRPe0tion will be made of the area which the proposed approacheq are to nerve. To expedite this inspection, the owner iq requested to get' two stakec%with white cloths attached, at the point where it iq deQired to construct the approach. These stakes must extend at lea "t three feet above the ground and be plainly vialble from the road ao that the location cen be easily identified when the inspection i" made, The original copy of the application form will be returned to you after the permit authorization haQ been completed by this office. The owner will be required to do all grading required for the con"truction of the approach. Youra truly, DEPARTMITT OF HIGMIAYS C. M. Matthieq D+gtrict`Maintenanoe Engineer FWBamp ORVILLE L. FREEMAN GOVERNOR y�atc .0 .tee STATE OF MINNESOTA EXECUTIVE OFFICE SAINT PAUL March 11, 1957 Mr. Warren C. Hyde . Village Manager of Edina Minneapolis 10, Minn. . Dear Mr. Hyde: Governor Orville L. Freeman will address the third meeting of the Governor's Advisory Committee on Suburban Problems on Friday, March 15, 1957, at 10:30 a.m., in the State Office Building Auditorium. Resolutions approved by the Committee, and sections of the Administration Program will be discussed by the Governor. We are deeply indebted to the 21 members of our Steering Committee, Judge Kingsley Holman, Chairman, Mrs. Betty Green, Secretary, and Mr. C. C. Ludwig, Legislative Advisor, for the many long hours of laborious and dedicated service in fulfilling the duties imposed upon them by the Advisory Committee. You are urged to make every effort to attend the Suburban Committee meeting cn. Friday morning. Warmest personal regards. CEM/vbl Sincerely yours, Cyrus E. Magnusson Executive Secretary W STATE OF MINNESOTA DEPARTMENT OF HIGHWAYS 1246 UNIVERSITY AVENUE ST. PAUL 4 July ill 1957 TO: Department Heads District Engineers County Highway Engineers City Engineers or Clerks FROM: A. 0. Torgerson Assft Commissioner of Highways SUBJECT: County and Municipal State Aid Program As a result of the passage of Amendment No. 2 and the enactment of Chapter 913 Minnesota Laws of 1957 by the 1957 session of the State Legislature9 the responsibilities of the Department of Highways relating to county roads and municipal streets have been substantially revised and expanded. Effective July 1, 1957, the title of the present County Division is being changed to the State Aid Division. All matters pertain- ing to County and Municipal State Aid and Federal Aid Secondary projects will be channeled through the State Aid Division. Yours very truly Asst Commissioner of Highways DE. 57 -57 k0p, / ENGI N. HIGHWAY DEPARTMENT COUNTY OF HENNEPIN 440 COURT HOUSE r- •/Minneapolis 15, Ainnetota 9 .7 r TO ALL "MUNICIPALITIES IN HENNEPIN COMITY September 30, 1957 - GENEVA 4341 -4342 / It has come to our attention that during the construction .season of 1957 various municipalities placed utility construction under contract upon designated County Roads within municipal limits and we now find that the road has not been reconditioned to its original status in regard to surfacing and manhole structures. We have found that the manhole structures are setting at a much higher elevation than the surrounding surfacing which makes it very difficult for snow plowing. Because this same situation existed last year, on several occasions during snow plowing operations we wrecked oiu, equipment wlth-`the plows hitting the manholes, and on one occasion one of our employees was slightly injured. :L r Therefore, warning is now being given that you Investigate all your construction projects and correct any sueh e)zisting conditions that will hinder our sneu plowing operations. If these conditions are not corrected i t quill be the Coinnty ' � :+ Engineer °s obligation to inform the Board of County Comoissioners to eeasd ` sno,i piowinZ operations on that portion of the County System within your It would be advisable For you to contact Mr. John Kirtland, Na3.utercuce Superintendent at Nopttins (West 8 -6341) and have hire inspect t3 e n of the i; czd uith, your Engineer or Street Foreman so that the hfitz � :, czA %� ,I zdvance of sow plowing aperations. 7ourz very tnO,y, L. P. ' Eedepsc11 - •._ e5 ,:a � County Ewa .Zyleer y - GENEVA 4341 -4342 / It has come to our attention that during the construction .season of 1957 various municipalities placed utility construction under contract upon designated County Roads within municipal limits and we now find that the road has not been reconditioned to its original status in regard to surfacing and manhole structures. We have found that the manhole structures are setting at a much higher elevation than the surrounding surfacing which makes it very difficult for snow plowing. Because this same situation existed last year, on several occasions during snow plowing operations we wrecked oiu, equipment wlth-`the plows hitting the manholes, and on one occasion one of our employees was slightly injured. :L r Therefore, warning is now being given that you Investigate all your construction projects and correct any sueh e)zisting conditions that will hinder our sneu plowing operations. If these conditions are not corrected i t quill be the Coinnty ' � :+ Engineer °s obligation to inform the Board of County Comoissioners to eeasd ` sno,i piowinZ operations on that portion of the County System within your It would be advisable For you to contact Mr. John Kirtland, Na3.utercuce Superintendent at Nopttins (West 8 -6341) and have hire inspect t3 e n of the i; czd uith, your Engineer or Street Foreman so that the hfitz � :, czA %� ,I zdvance of sow plowing aperations. 7ourz very tnO,y, L. P. ' Eedepsc11 - •._ e5 ,:a � County Ewa .Zyleer it Sept. 5, 1956 Rev. Nov.. L9, 1956 .Tentative Regulations for Conference Purposes Only REGULATIONS FOR EFFECTING THE PROVISIONS, CHAPTER ...... LAWS OF 1957, COVERING STATE AID FOR HIGHWAYS (PENDING ADOPTION OF AMENDMENT No. 2) Tentatively Approved - County Engineers' Executive Committee, Sept. 12, 1956 Tentatively Approved - City and Village Engineers' Executive Committee, dated Tentatively Approved - Commissioner of Highways, date.. CONTENTS Section 1.1 Definitions. Section 1.2 Intent of State -aid Law. Section 1.3 Organization aiRd Powers of Local Highway Departments. Section 1.1.E Selection and Designation of State -aid Systems. Section 1.5 State -aid Apportionments. Section '1.6 State -aid Payments. Section 1.7 State -aid Standards. Section 1.8 State -aid Operations. Section 1.9 General Rules and Regulations. Section 2.0 Disaster Fund. Prepared by J. M. Evans and Clint Burnes. - 1 - Nov. 19, 1956 REGULATIOYS" Section 1.1 Definitions. - For purposes of these regulations the following terms shall mean: (1) Commissioner. - The Commissioner of Highways. (2) State -Aid Engineer. - The State -Aid Engineer of the Minnesota Highway Department. (3) District Engineer. - A District Engineer of the Minnesota Highway Department. (4) County Engineer. - The County Engineer of each respective county. (5) City Engineer. - The City rnaineer of each respective city, village, or borough. (6) Needs 'deport. - A report of the estimated construction cost required to improve a state -aid system to standards adequate for future traffic on a uniform basis. (7) Urban Municipality. - Any city, village, or borough having 5000 or more population as reported by the latest official decennial census conducted ' by the Secretary of Commerce through the Bureau of the Census. (g) Local Highway Departments. - The highway or street department of each county and each urban municipality. Each local highway department shall employ or retain a professional engineer, registered in the Stete of Minnesota, to prepare plans. and- spebifications, and supervise construction., Such departments shall be adequately organized, equipped, and staffed to exercise all functions incidental to operation under State-aid Act, Chapter ...., Laws of 1957; and to administer for the county or urban municipality all matters relating to the operation of the State Pid Program. - 2 - Section 1.2 Intent of State -Aid Law. Chapter ... Laws of 112§7 is held: (1) To implement and further extend state and local cooperative highway programs in Rinnesota by establishing jointly financed county and municipal state -aid road and street systems; (2) To provide a joint responsibility for state -local long range programs of secondary road end street development; (3) To insure the continuity of long -range improvement programs by the selection of state -aid road and street systems and the maintenance and improve- went of these systems. Section 1.3 Organization and Powers of Local Hiffhwav Departments. - Each county and each urban municipality shall establish and meintain a highway or street department as defined in Section 1.1, having sufficient powers and adequately equipped, organized, and staffed to administer (to the satisfaction of the Commissioner) the duties required under these regulations. Section 1.4 Selection and Designation of State -Aid Systems. - the State -aid highways and streets designated to form the basis for a long -range improvement program shall, in general, be so selected as to form an integrated network of roads and streets in accordance with the following provisions: (1) Systems. - The highway and street systems to be selected and designated in accord with the State -Aid Act, Chapter ...., Laws of 1957, are (a) A State -aid county system not exceeding 309000 miles in extent, including streets in'cities, villages, and boroughs of less than 5000 population; and the center portion of streets in urban municipalities. - 3 - (b) A State-aid municipal system, not exceeding 1,200 miles in extent within urban municipalities, including arterial and business access streets and the county State-aid extensions within these urban municipalities; excepting the center-portion thereof, for which the county assumes responsibility. (c) The Commissioner shall approve the final selection of routes to be included in the respective hate -aid County and State -aid Municipal systems. (2) Criteria. -. Highways and streets selected and designated to form the State -aid County and State-aid Municipal systems shall conform to the following criteria: (a) Rural roads which 1. Carry relatively heavier traffic volumes; 2. And connect towns, communities, shipping points, and markets within a county or in adjacent counties; 3. Or provide access to rural churches, schools, community meeting halls, industrial plants, State institutions,:and recreational areas; 4. Or serve as principal arteries of rural mail routes and school bus routes; 5. Or act as collectors of major traffic from several roads of individual interest; 6. And occur'at reasonable intervals consistent with the density of populations; 7. And provide, within practical limits, a minimum of travel for the rural residents of each county to a point of access on a state controlled road. - 4 - (b) Municipal streets which 1. Carry relatively heavier traffic volumes; 2. And connect the points of major traffic interest within a city; 3. Or connect with rural roads of community interest and carry major traffic from rural areas into and through cities; 4. And form a system of streets which will effectively serve traffic within the city. (3) Selection. - On or before March 1, 1957, a tentative system of State -aid county and State -aid municipal roads and streets shall be selected by the respec- tive boards of county commissioners, and /or city, village, and borough councils, reviewed by the respective district engineers, and certified to the Commissioner for approval. Each such tentative system shall be reviewed and checked under the direction of the Commissioner. Within three months after receipt by him of each such certification, the Commissioner shall approve all or such part of that tentative system of county roads, or city, village, or borough streets as comply with uniform standards, specifici ations, or other requirements set out in Section 1.4 of these regulations. The Commissioner shell certify to the respec- tive boards of county commissioners and /or city, village, or borough councils, the approved portion of the tentative system end deletions, if any, therefrom. So much of the tentative systems as are approved by the Commissioner shall consti- tute the State -aid County and State-aid-Municipal systems of each respective county, city, village, or borough, subject to such additions or revisions as may be from time to time requested and approved. - 5 - In the event, that the Commissioner and the respective boards of county commissioners, and city, village, and borough councils cannot agree on a ten- tative system, on or before July 1, 1957, the Commissioner shall designate such systems without local concurrence. The systems so designated shall constitute the State -aid County system or the State -aid Municipal system until such time as the respective local governments and the Commissioner reach agreement as to selection and designation. Section 1.5 State -Aid Apportionments. - Pll State -aid apportionments shall be made from the County State -aid fund and the Municipal State -aid street fund, respectively, as established in Section 7 and Section 8 of Constitutional Amendment No. 2, adopted November 6, 1956. Apportionments to the respective counties, cities, villages, and boroughs shall be determined in accordance with the formulas set out in Section ..... and Section ....., Chapter ....., Laws of 1957, and shall be released in accord- ance with Section 1.6 of these regulations. (1) Construction Cost Estimates. - To provide data to implement the formulas for State -aid apportionment, each county highway engineer end urban municipal engineer shall prepare cost estimates of construction required to improve his County State -aid or State -aid Municipal system to standards consist- ent with traffic volumes estimated for the next 20 years. Such cost estimates shall be prepared to cover a 25 -year period in accordance with approved policy and procedure adopted for same. (2) Screening Committees. - Such cost estimates shall be tabulated and referred to screening committees appointed respectively by the County Engineers Association and the City and Village Engineers Association. These committees shall check and revise such cost estimates for accuracy and uniformity and shall, upon completion of their work, certify cost estimates to the Commissioner for final adjustment and approval. (3) Compilation of Data by Commissioner. - The Commissioner shall determine the apportionment percentage due each county and municipality in accordance with the formulas shown in Section .... and Section ...., of Chapter ...., Laws of 1957, and based upon latest available information and approved cost estimates. He shall further determine the ratio of State Aid to be set aside by the respec- tive boards of county commissioners for expenditure on improvement projects and maintenance in places having less than 5000 population. Such determination shall be made prior to January 1, 1958, for the initial allotment and shall be adjusted thereafter prior to January 1 of each even - numbered year. (4) Notice of Annual Apportionment. - Not later than January 1 of each year, the Commissioner shall certify to each respective county or urban municipality the amount of funds to be returned to the respective counties, cities, villages, or boroughs. (5) Semi- Annual Statements. - Within 30 days after the close of each 6- month period, the Commissioner shall certify to each county. or urban municipality, semi - annual statements as to the status of the respective State -aid accounts. Section 1.6 State -Aid Payments. - Funds returned to the respective counties, cities, villages, and boroughs under Chapter ...... Laws of 1957, shall be released in the following manner: (1) For Maintenance. - On or before January 1 of each year, estimates of anticipated maintenance costs shall be certified to the 'Commissioner by each county engineer and each urban municipal engineer. Upon receipt of such r -.7 - certification, the Commissioner shall immediately release an'smount not to exceed 50 percent of the respective maintenance apportionment as established in Chapter... . .... , Laws of 1957; and he shall further release an amount not exceeding 40 percent of such total amount on, o:r after July 1 each year upon receipt of the district engineer's report that maintenance operations are being satisfactorily conducted. The Commissioner shall retain the remaining amounts of the mainte- nance apportionment pendin; the determination of the final amount due based on an actual total maintenance expenditure report, the District Engineer's certifi- cation of acceptable maintenance performance, and receipt of all reports required by State Pid Rules and 3.egulations. (2) For Construction Projects. - Funds credited to the county or urban municipality for construction shall be promptly paid in accordance with the.fol- lowing schedule for various categories of work: (a) Contract. - The Commissioner shall promptly upon receipt of abstracts of bids from a county engineer or an urban municipal engineer release 90 percent of the contract amount to said county or municipality. The Commissioner shall retain the remaining 10 percent until such time as the district engineer certifies acceptance of the work, upon receipt of which he shall promptly release the remaining funds due the county or urban municipality, based upon approved final estimates, including actual construction engineering costs. (b) Force Account. - Upon agreement between the Commissioner and the governing body of a county or urban municipality as to pay items and unit prices, and provision for.supplemental agreements covering additional pay items, the Commissioner upon recommendation and approval by the district engineer,.shall release 90 percent of the estimated cost of such project in monthly estimate payments as the work progresses. The final 10 percent shall be released in accordance with joint agreement upon certification of final acceptance by the district engineer, based upon approved final estimate including actual construc- tion engineering costs. (c) Right of Way. - A.verified statement of total right of way expenditures on any approved State-aid project may be submitted to the Commis- sioner for reimbursement. State -aid payments on right of way costs shall be limited to 90 percent of the approved claims until the project is actually completed. (d) For Federal -Aid Projects. - The Commissioner, under authority of an agency agreement with a local government, and acting as its agent in Federal-aid operations, shall be authorized to either (1) reimburse such govern- mental unit for actual payments made by them from time to time; or (2) draw upon the available State -aid funds to make these payments for them as they come due; provided that the local government shall indicate which option it desires to follow. (3) Other Authorized Payments. - In accordance with Chapter ...., Laws of 1957, local governments may request authorization to use part of their'.State- aid allotments for improvement or maintenance of roads and streets off the State -aid system. (a) On or before April 1st of each year, any county board or urban municipality desiring to use State -aid funds for this purpose shall certify to the Commissioner that the county or municipality has maintained a normal road and bridge levy equal to or greater than said levy for previous years, and that it does not have sufficient funds to adequately maintain and repair its local roads. This certification, together with fiscal information, shall show the J extent of its deficiency. Within 30 days, the Commissioner, after a check end review of such information, shall certify to the county or municipality either his refusal of the request or his specific authorization for the transfer and use of State-aid funds off of the approved State-aid system. (b) Upon approval of such authorized transfer, the Commissioner shall, within 30 days, release. 50% of this amount to the county or city; an additional 40% of the authorized amount shall be released on or before September 1st of that year; and the final 10% paid upon receipt of all regular State -aid reports and data required for that calendar year. Section 1.7 State -Aid Standards. - Subject to approval by the Commissionerp geometric design standards shall be cooperatively determined for use on all State- aid roads and streets. (1) Geometric Design Standards. - The Commissioner, in cooperation with representatives of the Minnesota County Highway Engineers Association and /or the Minnesota City and Village Engineers association, shall establish desirable minimum geometric design standards for use in improving State -aid county and State -aid municipal routes. Until revised, these standards shall be those set out in T able (a) Revisions. - From time to time as need for revision of State -aid standards arises, the Commissioner shall confer with representatives of the County or City Engineers Association mentioned in sub - section (1) above, determine such changes as might be necessary or desirable, and cause such changes to be made in the same manner as outlined above. - 10 - (2) Specifications. - Specifications for construction shall be latest approved Minnesota Department of Highways specifications, except as modified by approved Special Provisions. - Section 1.8 State-Aid Operations. - State -aid funds returned to counties and urban municipalities under Chapter ....., Laws of 1957, shall be expended in accordance with the following provisions: (1) Maintenance. - The Commissioner shall require a reasonable standard of maintenance effort and operation on all 7tate -aid routes within the county or urban municipality consistent with available funds, the existing street or road condi- tion, and the traffic being served. (a) Unsatisfactory Maintenance. - When, in the opinion of the Commis- sioner, any county or municipal State- aid route is determined to be in an unsatis- factory or neglected condition, he shall retain 10/ of the current annual maintenance apportionment to the responsible county or municipality. Funds so retained shall be held to the credit of that county or municipality until the Commissioner is satisfied that the unsatisfactory condition has been corrected and that a reasonable standard of maintenance has been accomplished. (b) Biennial Report. - The Commissioner's Biennial Report to the Legislature shall enumerate all such funds retained more than 90 days subsequent to January 1 of each year, together with an explanation for this action. (2) Construction.. - All surveys, plans, specifications, and estimates for all State -aid projects shall be prepared by or under the immediate direction of the County or City Engineer in accordance with standards as to form. and arrangement , prescribed by the Commissioner. - 11 - (a) Plans, Specifications and Estimates. - Plans, specifications and estimates must be submitted for each State -aid construction project. Only those projects for which the plans, specifications, and. estimates are approved by the District Engineer and the State -Aid Engineer shall be eligible for construction with State Aid. (b) Project Fumbers. - Approved projects will be assigned State -aid project numbers and shall be so identified in records of the State Highway Department and the local governmental unit. (c) Contract Information. - Upon award of a State -aid contract by any county or urban.'.municipaiity, the engineer:thereof ftall,furnish.th6 Commissioner with an abstract of bids, a copy of the contract and bond for each such State -aid contract awarded. (d) Force Account. - Any county or city desiring to use funds credited to such government under the State -aid Act shall enter into an agreement with the Commissioner for each construction project to be built by city or county forces or under equipment rental. Such agreements shall be based upon agreed unit prices for all approved pay items shown in the plans. Pay items not shown in the plans or covered by approved supplemental agreements shall be considered incidental work not reimbursable. (e) Project Reports. - Prior to final acceptance of each construction project by the Commissioner, the County Engineer or the Urban Municipal Engineer shall submit to the Commissioner such final project records as he may deem neces- sary or desirable. • - 12 - (f) Retained Percentages. - On all State -aid construction projects, the Commissioner shall retain 10 percent of the contract amount, or of the estimated amount in the case of force account, until final acceptance by him of the project under consideration. Upon receipt of required reports and data and a recommenda- tion of final acceptance by the District Engineer, the Commissioner shall immedi- ately release to the county or urban municipality, such additional amounts required to cover total costs shown in approved final estimates, within the limit of funds remaining from current apportionments. Section 1.9 General Rules and .1egulations. - In addition to those heretofore mentioned, expenditures of State -aid funds by any county or urban municipality also shall conform to the following rules end regulations: (1) State -aid construction projects shall comply with all Federal, State, and local laws together with all ordinances and regulations applicable to the work. Evidence of such compliance shall be certified to the Commissioner as a prerequi- site to plan approval. (2) Plans for all bridge construction or reconstruction projects shall be approved by the Bridge Engineer of the Minnesota Department of Highways prior to the approval of the State -Aid Engineer. (3) Annual reports, status maps, and all maintenance and construction reports and records shall be filed at the times and in the form specifically requested by the Commissioner or his authorized representatives. (4) The Commissioner, upon determination that a county or city has failed to meet the established State-aid requirements, shall retain up to 10 percent of the current and future allotments until suitable compliance is obtained. I - 13 - (5) The Commissioner may execute agreement's with any county or city desiring technical assistance from the Department of Highways. These services, if furnished, shall be paid for by the county or city at the established rates. (6) Circular letters, operating :m a n.0 als,and other directives issued by or through the Commissioner shall be considered.part of and supplementary to State- Aid Rules and Regulations. Section 2.0 Disaster Fund. - Any disaster appropriation approved by the Commissioner for a county or municipality in accordance with Section ....., Laws of 1957, shall be immediately paid to the county or municipality for which such appropriation was made. Mr. Warren Hyde, Village of Edina Edina,; -Minnesota Dear Sir: STATE OF MINNESOTA DEPARTMENT OF HIGHWAYS HOPKINS, MINNESOTA September 24, 1956 Village Manager Re: Restoration of Service Drive It, appears that under the authority of the municipality of the Village of Edina, a sanitary sewer was constructed along T.H. 100 (Normandale) in the service drive between 65th and 66th Street. The installation resulted in the complete destruction of this service drivel Upon checking our records, we find that no application for a permitiwas made for such an installation and no permit, of course, was granted. The object of'this letter is to call your attention to the fact that it will be the responsibility of the municipality to restore this surface and it should be done immediately. We must, naturally, disown!any responsibility for the maintenance,- ei -ther for summer or winter; until the surface of this service drive has been completely restored. Welwould appreciate advice as to when we can look for this work to be accomplished. i Yours truly, MINNESOTA HIGHWAY DEPARTMENT C. M. Matthias District Maintenance Engineer CMM:CAN DIRECTORS If you wrote to Washington, or had our friends and neighbors Y g e Y g GORDON R. CLOSWAY Winona, Minn, do so, you can take a sound share in the credit for its passage. 1035 N. W. BANK BLDG. It was organizations like Minnesota Good Roads, Inc., in Minnesota WILLIAM E: DAHLQUIST Thief River Falls, Minn. TELEPHONE FE 24MS A. E St. Pau St. Paul, Minn. member organizations, that alerted road users to demand favorable MINNEAPOLIS Z. MINNESOTA congressional action, OFFICERS A. C. GODWARD ELMER V. ERICKSON, President Cambridge, Minn. May 3, 1956. Engineer C. D. JOHNSTON S. L STOLTE, Vice- President your executive director went to Washington on April 24. He con - Director Minneapolis, Minn. KENNETH B. LAW, Secretary ciwRS c. LteiDNY Minneapolis, Minn. D. B. ROUNDS Hastings, Minn. having comparable road and street improvement problems, Secretary OACAR A. OLSON, SR. Treasurer Duluth, Minn. Braham, Minn, GOOD ROADS REPORT - BULLETIN NO. 3 Minneapolis, Minn. WAYNE PETERSON JERRY J. KIGIN, Assistant Treasurer CLIFFORD H. RUSSEiL Committee of the Senate and House. There it may be .compromised St. Cloud, tlinn. on certain subsidiary issues between the Fallon -Boggs Bill which Deerwood, Minn. EXECUTIVE COMMITTEE SUBJECTo ROAD BILL CLEARS ITS FIRST HURDLE ago. But the Program will almost certainly be a sound one. WENDELL P. HUBER Fergus HUNT Minn, People who want better roads and streets have won a tremendous, FaribauER Minn. although still not complete, Victor The Federal g P e Y� Highway Program - g Y g HARRY CINDER Willmar, Minn. the ro ram that means an averse of nearly each P g g Y year Y FRANK'D. MARZITELLI St. Paul, Minn. to Minnesota for the next 13 years �- has passed the House of 'Repre- Duluth, Minn. sentatives by the overwhelming majority of 388 to 19. This is even H New WUlm,RMinn. more astounding because of the fact that it was in the House of EMERSON WARD Representatives that the Program failed a year ago. Waseca, Minn. DIRECTORS If you wrote to Washington, or had our friends and neighbors Y g e Y g GORDON R. CLOSWAY Winona, Minn, do so, you can take a sound share in the credit for its passage. E. RAY CORY Austin, Minn. It was organizations like Minnesota Good Roads, Inc., in Minnesota WILLIAM E: DAHLQUIST Thief River Falls, Minn. and in other states where the National Good Roads Association has A. E St. Pau St. Paul, Minn. member organizations, that alerted road users to demand favorable HAROLD F. GOODRICH congressional action, St. Paul, Minn, A. R. JOHANSON JOHNhAA* KKUETHER °' On instructions from your officers and board of directors, OLOF1Lae�RSpNn your executive director went to Washington on April 24. He con - MontevirE deo, Minn. tatted all Senators and Representatives in the Minnesota del° a- P g ciwRS c. LteiDNY Minneapolis, Minn. tion and the leaders in highway legislation from many other states J. L. MORTON St, Paul, Minn. having comparable road and street improvement problems, ROBERT A. OLSON . Duluth, Minn. GEORGE L. PETERSON The bill now goes to the' Senate, where it may be modified in Minneapolis, Minn. WAYNE PETERSON some respects and "sent to conference". That is to a Conference CLIFFORD H. RUSSEiL Committee of the Senate and House. There it may be .compromised �tlaRkUTTGERtlinn. on certain subsidiary issues between the Fallon -Boggs Bill which Deerwood, Minn. passed the House and the Gore Bill which passed the Senate a year Hibbing Minn, ago. But the Program will almost certainly be a sound one. From the standpoint of what it means in construction in Minnesota, there are several The Fallon -Boggs Bill provides for a 13 year financed over a 16 year period, and the Gore only-- to - - = =a five year program, with no specifi financing, the way of highway basic differences. program, to be Bill commits Congress provisions for But the point is that, now the bill has cleared its hurdle in the House, any form it may take, revised or unrevised, will give Minnesota the greatest impetus to its road improvement pro- gram that this state, its counties, and its municipalities have ever had in history, - 2 - To give you a "recap" of what tremendous impact this bill will have on the highway needs of Minnesota, state, county and municipal, we attach a summary of approximately what it provides. In the attached summary, the breakdown of funds for non - interstate routes is the calculation of Minnesota Good Roads, Inc. The figures are approximate. However you figure it, though, this bill means many millions of dollars more for the improvement of Minnesota highways, roads and streets than we have ever had before. The job has only begun: The next hurdle is to get the Conference Committee bill through the Senate, as well as the House. This would establish the plan and provide the necessary finances on the Federal level, Then there are a series of issues which have to be faced here in Minnesota. One is the fair apportionment of road user funds as among the counties. Another is an equitable apportionment as between cities. Still a third is the cooperation which Minnesota Good Roads, Inc. must provide for the members of.Congress, the members of the State Legisla- ture, and the various committees of the Legislature in translating the state and federal authorizations for highway funds into a highway improve- ment program which will result in equitable benefit to all of our people and all of our industries. This program, when financed, will have many problems confronting it. One of them is the maintaining of the high standard of state, municipal and county engineering services, recognition for the people who have to plan and supervise the construction of the improvement projects that are involved, It will take more than the .large sums of money that are necessary to carry on a consiruction"`program,' It will take the'engineering and administrative skill of an increased staff of trained personnel who are essential if.Minnesota, at all levels of government, is to get the full dollars worth of traffic benefit for every dollar that is invested. The job ahead is going to have to depend upon your continuing support, interest and activity, The Board of Directors of Minnesota Good Roads, Inca has not offi- cally taken a position on Amendment No. 2, The Directors and Executive Committee have deferred a decision on that issue until after the final action on the federal legislation and the annual meeting of the League of Minnesota Municipalities in June'. They also want to take a look at the final allotment formulae, as between the various cities and 87 counties, which is to be recommended by the currently sitting Legisla- tive Interim Committee on Distribution of Highway Funds. The proposed Amendment would provide some $7,000,000 among the 54 cities of 4,000 or more population, and somewhat more than $7,000,000 in additional state aid funds among the 87 counties of the state. - 3 - The bright spot on the horizon is that, with concerted effort, our people in Minnesota have reason to see ahead of them the accomplishment of an expedited and accelerated construction program on all roads and streets which, within our lifetime, can bring them up to modern standards of reasonable adequacy to meet the needs of modern traffic. A year ago Minnesota's delegation in Congress voted 7 to 2 against the Federal Aid Highway Bill that was then before them. Last week they voted unanimously in support of the Bill. The only exception was Con- gressman Joseph O'Hara, who supported the Bill but could not vote because he was confined to Bethesda Hospital in Washington as a result of a heart attack. Every member of the Minnesota delegation in the House of Representa- tives lent effective support to the passage of the Bill and Congressman John Blatnik of Duluth made a very effective speech on the floor of the House. Reversal of the position of the House of Representatives, as between their votes in 1955 and 1956, was conspicuously attributed to the fact that this time the people of.Minnesota and all other states, through organizations like the Minnesota Good Roads, Inc. and the National Good Roads Association, let their Congressmen know, by letters,, telegrams and personal contacts, that they wanted the roads and wanted the Bill that would provide them. It is imperative, if this Federal Highway Program is to be carried on to a successful conclusion, that you let our Minnesota Senators know that you want a bill comparable to the Fallon -Boggs measure adopted in the Senate. It would also be nice if you would take a moment or two to write to your Congressman and thank him for his support of the Bill which just passed the House. Attachment to M,G.R,I. Bulletin No. 3 APPORTIONMENT OF FEDERAL HIGHWAY FUNDS TO MINNESOTA UNDER H.R. 106600 May 3, 19560 The following sums, approximately, will be alloted to Minnesota under provisions of the Fallon -Boggs bill which passed the House on April 27 and now is pending Conference, with the U.S. Senate. These are the estimates of the Bureau of Public Road.s, Department of Commerce, for the next three years: Ficral Yaar 1957 1958 1959 Interstate System (90 -10% Matching)$25,200,000 $35,400,000 $41,600,000 Regular F.A. (50 -50% Matching) 17,600,000 17,600,000 18,400,000 42,800,000 53,200,000 60,000,000 Under provisions of the bill it is the expressed intent of Congress that sums for regular Federal Aid (Primary, Secondary and Urban) shall continue to increase each year by increments of $25,000,000 a year to a peak of $1,025,000,000 by 1969. Interstate funds, on a 90% federal - 10% state matching basis, are specifically determined on the following accelerating and then decelerat- ing national appropriations basis: 1957 $1,025,000,000 1964 $2,300,000,000 1958 11700,000,000 1965 2,300,000,000 1959 2,000,000,000 1966 2,200;1000,000 1960 2,200,000,000 1967 2,000,000,000 1961 ' 2,200,000,000. 1968 1,500,000,000 1962 2,200,000,000 1969 1,000,000,000 1963 2,200,000,000 State Matching Funds-Required Total Interstate Program Total 24,825,000,000 2,760,000,000 27,585,000,000 In accordance with these provisions, Minnesota would receive, over the 13 - year period, approximately the following sums: As compared with present 'Av.Yearly 13 -year total Avoper yr, allotments of Increase Interstate Funds $520,000,000 $40,000,000 $ 3,940,000* $36,060,000 Regular F.A. 260,000,000 20,000,000 17,000,000 3,000,000 780,000,000 60,000,000 20,940,000 39,060,000 * Now requires 60 -40% matching. - 2 - These sums will, with state and local matching funds, provide for an average annual construction program of $44,500,000 on Interstate System projects, rural and urban, and a Regular F.A. program of around $40,000,000 a year, or an average total of $84;450,000 a year for the next 13 years, The U.S. Bureau of Public Roads has not yet released an official breakdown as between Primary, Secondary and Urban categories except for the first two years of the Program. For the fiscal years of 1957 and 1958 Minnesota will receive an average per year of: Primary: $8,951,000 Secondary $6,322,000 Urban $3,113,000 Over the 13 year period it is unofficially estimated that Minnesota °s Regular Federal Aid allotments will approximate: 13 -year Total - Present Avo Increase Av. Yearly Primary 48.9% $127,140,000 $8,325,000 $1,467,000 $9,792,000 Secdrye 3405% 89,700,000 5,872,000 1,035,000 6,912,000 Urban 16.6% 43,160,000 2,824,000 498,000 3,322,000 260,000,000 17,021,000 3,000,000 20,026,000 I I � Z'ff' rr4 STATE OF MINNESOTA DEPARTMENT OF HIGHWAYS 1246 UNIVERSITY AVENUE ST. PAUL 4 August 1, 1956 FROM: Mb J. Hoffmann Commissioner of Highways TO: All City and Village Clerks for Att . Mayors and Councils SUBJECT: Laws Prohibiting Use of Trur_k Highwkys for Local Celebrations Due to the fact that changes occur from year to year in the persor:nel of governing bodies and law enforcement authorities in cities and villages, it periodically becomes necessary to restate the provisions of state laws govern- ing the use of streets that carry state trunk highway routes. Established regulations definitely prohibit obstructing traffic on state trunk routes in connection with the holding of community celebrations, carnivals, festivals and similar public assemblies. Municipal officials have ro authority to detour traffic from trunk highways :for such purposes, and members of any local governing body who attempt to so detour traffic are acting outside of their authority. In order to clarify prevailing regulations I am transmitting herewith, with the request that you bring it• to the attention of your mayor and municipal council, a statement of the policy out i ned to district engineers and, district maintenance engineers of the Department of Highways and to officers of the Highway Patrol. The regulations referred to have been established for the safety and protec= tion of the public, and. to assure both personal and commercial traffic on Minnesota's Trunk Highway System of the uninterrupted traffic-service to_ which they. are entitled. Cooperation an the part of your municipal officers and civic organizations in upholdin7,these objectives will be deeply appreciated. MJH:jms Enc. Very truly yours, DEPARTMENT OF HIGHWAYS Commissioner of Highways a. D 56 -51 STATE OF MINNESOTA DEPARTMENT OF HIGHWAYS rL 1246 UNIVERSITY AVENUE August 1, 1956 ST. PAUL 4 FROM: PlQ J. Hoffmann Commissioner, of ?iighways TO: Division Heads District Engineers District Maintenance Engineers Chief Highway Patrol Officer SUBJECT: Blocking of. Trunk Highw:r,ys for Local Celebrations Apparently there is need for restating the policy of the Department with respect to the closing off of trunk highways in municipalities for the hold- ing of celebrations, carnivals, etc. Although we can appreciate the desire on the part of local businessmen to hold such celebrations on the downtown main streets, the fact remains that neither this Department nor any governmental agency has legal authority to close off or permit the closing off of a trunk highway extent as it may be necessary in connection with construction or repair operations. Consequently it is not possible for the Highway Department authorities to consent to the closing of a trunk highway for any other purpose. It is obvious that trunk highways'must be kept open, except in the case of an extreme emergency which might arise out of an accident, or perhaps during the actual movement of a procession or a parade which might temporarily blockade the highway. In no case can the erection of stan.ds,_buillin ; s,_tents, con- cessions or other similar encroachments be permitted. It is our intention to insist, in accordance with law, on keeping the trunk highways open to traffic and to brings such action as may be necessary to prevent the illegal obstruction of trunk highways. In case of any inquiries local officials should be advised accordingly. The central office should be notified of any cases where local authorities, through any misunderstanding or unfamiliarity with requirements of state laws, take such action as would be construed as approving any celebration or other'civic affair which would require the closing of a trunl> highway and interfere with trunk highway traffic. MJH:jms S Very truly .yours, DEPARTMENT OF HIGHWAYS M. J. Hoffmann Commissioner of Highways Orville L. Freeman M. J, HOFFMA1�NN lL� fI J � O. L. KIPP COMMISSIONER OF NAYS GOVERNOR ASSISTANT COMMISSIONER _. CHIEF ENGINEER Tle 1246 UNIVERSITY AVENUE,SAINT PAUL 4 MINNESOTA March 15, 1955 Mr. Evald Bank, Clerk Village of Edina Minneapolis 10, Minnesota Re: Financial Statement Covering the Calendar Year 1954 Or That Fiscal Period Most Nearly Corresponding to That Ye ar i Dear Sir: Will you kindly send us a copy of your city's financial statement covering the calendar year 1954, or the fiscal period most recently ended, as soon as it becomes available.in either typed or newspaper form. Please do not overlook the enclosed supplementary questionnaire as the information for which it is intended is very important to us. The U. S. Bureau of Public Roads requests that the informa- tion which is to be assembled from both of these releases be completed as early as possible after the close of each fiscal year and your cooperation will be greatly appreciated. Please address replies to: PRS : cm Enclosure Traffic and Planning Division 1084 University Avenue St. Paul 4, Minnesota. 3 Yours very truly, DEPARTMENT OF HIGHWAYS P. R. S affeld Planning Research Engineer • April 18, 1955-. Traffic and ;Planning Division 1084 University Avenue � st. Paul,4,,Minnesota Gentlemens Attention Per. P. R. Staffeld Planning Research Engineer _ Res - Financial Statement Covering the Calendar Year 1954 Or' That -Fiscal Period Most Nearly •C,orresponding to That ,Year,— Your Inquiry of March 15.. We are sorry that our Financial Statement is not yet rear for tranmA tal to you. Our Auditors are now making their annual. audit; and we - win be glad.to forward copy of statement just as soon as it is comglete_ ch ,should be sometime in June.. ' Answers to your :supplementary questionnaire will go forward at, this same tied Yours -very truly, VILLAGE OF EDINA BY Acting Village Clerk . gee _ 1 - - 1 l sv- fin , 4M ft COMMISSIONERS: - EWALD W. LUND .PAUL A. RASMUSSEN - - - - - REFER TO FILL NO. _,_ HJALMAR PETERSEN. 'AD ' �'1r1 1 1 DRESS ALL CORRESPONDENCE TO OLIVER- A. OSSANNA, SECRETARY �^ ` - RAILROAD & WAREHOUSE COMMISSION March 20th, 1957 Mr. Warren Hyde Village Manager : Edina Minnesota Re; "Stop" Signs I'hiting Street Crossing Edina, Minn., EM Ry. Dear.Sir: An investigation of the above referenced highway rail- road grade crossing disclosed that the village of Edina has installed "Stop" signs at this - crossing• This-crossing has not been designated-as a nStop" crossing by the Minnesota Railroad and Warehouse Commission and, therefore. the "'Stop" signs should.be. removed without delay Please advise when this has been accomplished. Yours, very t Secretary McN: cIlc CC: I.W. McPherson G. L. Martin I _ i June 20, 1956. Mr. L. P. Pederson. County - Engineer, 440 Court House# Minneapolis 15, Minn. Subject: County Project. #5609, Dear Mr. Peterson! e VALLEY VIEW ROAD, 62nd to Normandale, Enclosed is a tabulation of bids received June 11, 1956, on the above project. The following is'an excerpt from.the minutes of the "regular meeting of the Council of June 11, 1956, on this subject. Yxs. Alden, the Village Clerk,, is away from the city this week and therefore�T cannot give you a certified extract. "MINUTES, OF THE REGULAR MEETING OF ' THE EDINA, VILLAGE COUNCIL, HELD MONDAY., JUNE-1.19 1956, AT 7130 P.M. 'AT THE EDINA VILLAGE HALL. ROLWALL was answered.by members_ Crinkley, Fronk, Tupa and Bredesen. Mayor PBro Tem Bredesen presided in Mayor Ericksonfs absence. AWARD OF BIDS TAKEN JUNE 8 aril 110 Affidavits of Publication in Edina- Morningside Courier and Construction Bulletin May 17 and 24, for "Adver- tisement for Bids - Police Cars and Trucks," and May 31 and June, 7, for "Advertisement for Bids -Cash Register," and 'Advertisement for Bids - Grading, Gravel Base, Bituminous Surface, Concrete Curb and Gutter," were presented,' all of which were approved as to form and ordered placed on file. Minutes of Meetings at which said bids were taken were presented, and the following action was taken; DAaV PLANT -MIXED BITUMINOUS Road from a point 108.5 feet Northwesterly -of West 62nd Street to Trunk Highway No. 100. Engineer Zikan presented Tabulation of Bids, three bids hawing been received, the low bid being that of Craig J. Alexander Co, im the amount of $53,342.80, above the estimate of $47,928.00. I'ronkts mo'tion,'that contract be' awarded to low bidder, subject to Villagels.securing easements required, was seconded by Tupa and carried," I hope the above is satisfactory for your purposes.. Very truly yours, WCH:B Encl. Warren C. Hyde, Village Manager. July 90 19560 Mr, W. G. K1ett, _ Traffic Engineer, _ Minnesota Highway Depteb 1246 University Avenue, - Ste Paul 4, Minnesota.' SubJects Intersection of Tr6Ak: highway 100 and Valley View Road Dear Mr. Klett: In' accordance with'our recent conversations., the'section of Valley Vier Road- from Trunk Highway 100 east to 62nd Street is 'to be im- proved by curb and gutter and blacktop in.a 36 . foot width in the next few weeks and I'think it is in order that You go'ahead with the installation of traffic signals at Highway,100 and Valley View Road. I understand that you are.all set to do,this and'that you,have been holding up pending a, decision by the Village as to the future of Valley View. Road. It appears to me'that, until such time as the proposed 62nd Street crosstown highway is built, Valley View Road win draw a fair share of.the traffic to the Southdale Shopping Center which opons early in October of this year. I, therefore, think it quite essential that'the intersection of Highway 100 and Valley View be signalized prior to the opening. Your cooperation.is much appreciated. Sincerely, a Warren C. Hyde; Village Manager. fCK:B J ' Tyr. 11. G. Hlett, Traffic Engineer, Minnesota Highway Dept.# . 1246 University Avenue, St. Paul 4m Minnesota. Subjects Intersection of 'Trunk Highway•100 and Valley View Road Dear Mr. Kletta In accordance with our; reoerxt conversations, the section-of-Valley View Road'fr,6m Trunk Highway 100 east to,62nd Street is to•be im- proved by curb and gutter and blacktop in a 36 foot width in the next few weeks -and I think it.is•in order that you.go ahead with the installation of traffic.signalp at Highway 100 and Valley View Road. I understand that you:are all set.to do this and that you have been holding up pending d decision by tho Village as to the future of Valley View Road. It appears to me that until such time as the proposed 62nd Street crosstown highway is built, Valley View Road will draw a fair share of the traffic-to the Southdale Shopping Center which opens early in October of this year. I, therefore, think it quite essential that the intersection of Highway 100 and Valley View be signalised prior to the opening. Your cooperation is much appreciated. Sincerely, Warren C. Hyde, Vt1lage Manager. ITCH ;D I, i Merch 22, 1956. Mr. E. J. McCubrey, . District Engineer Minnesota Department of Highways, 1246 University Avenue, 3t. Paul 4a Minnesota. Dear Mr. McCubreys, At the Biltmore Motel on,Highway 169, I think there is a definite'need, for a Stop sign at the main exit from the Motel to Highway 169. Will you take care of this or do you want the Village to put up a Stop sign? 1 Also at the Biltmore Inn, at the intersection of Highway 100.and Highway 169, there is a need for a Stop sigi.at the south exit from the parking lot to'Highway 100. If it is not consistent with Highway department policy to supply signs of this type for driveways, please let me know and we will take care of it. Sincerely yours, 9 Warren C. Hyde, Village Manager. WCHsB M.A HOFFMANN ORVILLE L. FREEMAN O. L. KIPP W-COMAi1SS1ONER OF HIGHWAYS GOVERNOR ASSISTANT COMMISSIONER CMIEF ENGINEER 1279 UNIVERSITY AVENUE,SAINT PAUL 4 MINNESOTA April 7, 1955 Dear Fellow Safety - Worker: Every Minnesota motorist is being called upon to join in a simple summer -long traffic safety campaign which I believe should prove to be the most effective we have ever undertaken. Governor Orville L.iFreeman, along�;with the Governors of the, other 47 states, has signed a declaration which comMits us to join in the nation -wide "Slow Down and Live" campaign which will begin on May 27 and end September 5. This approach to' the problem of summer -time traffic deaths Iwas first utilized in the Northeastern and Eastern states two years ago. Last year. they were joi:ied by the Southern states. The program was so dramatically effective during each of the past two years that every state in the Union will partici- pate this year. We will have the benefit of the experience of national safety leaders who have worked in these "Slow Down and Live" campaigns during the past two years, and I an sure that we can achieve as excellent results here in our state if we have the.,whoa6e hearted active support of everyone. In order to give'you the opportunity of learning all you can about the "Slow Down and Live" program, we have arranged a series of informative preliminary meetings throughout the state. The enclosed schedule lists the time and place of these meetings. They will not take much of your time and they will do an enormous amount of good. I urge you and others in your community to attend one of these meetings in order that you can participate effectively in the forthcoming campaign. Better yet, head up a delegation from your area. However, if you find it impossible to attend, then please direct a letter to me at 1279 University Avenue, St. Paul 4, Minnesota in order that we might work with you to aid in the local promotion of this program and to help make sure that your community is represented. I sincerely hope that I can count on you to join us in our effort tc "Slew Down and Live" and help make our state one of the safest in the Nation. EEL: dec Sincerely yours, �2 0 i�� I fir•,..( Earl M. Lar frier Director of Highway Safety 3 14k SCHEDULE OF MEETINGS TO TE AEI. You are invited to make up a party -- or several parties -•- to attend one of the meetings as scheduled. Your delegation should be representative and should include people from the following types of groups and organizations: Police Departments Mayors Business & Professions Sheriff Offices Judges of Probate Pour Companies Judges Public Health Nurses Telephone Companies County Attorneys Automobile Clubs Women's Clubs City and Village Attorneys Churches Contractors Safety Councils Fleet Owners of Garages Service & Civic Clubs trucks & buses Tire Dealers School Authorities Newspapers Petroleum Dealers Parent Teachers Association Radio Service Station Oper.'st*rs County Agents & Farm Television Hibbing Organizations Unions County Engineers Veteran Organizations State Highway Engineers County .Commissioner3 Friday And any man nr woman of our a k y acquaintance interested in traffic safety. TOWN MEETING PLACE DATE DAY Bemidji Elk's Lodge 5-3-55 Tuesday 7:30 P.M. Brainerd Legion Hall 4-°21 -55 Thursday 7 :30 P.M. Duluth Hotel Duluth 4 -22 -55 Friday 7:30 P.M. Fergus Falls Washington high School Auditorium 4- 20-55 Wednesday 7 :30 P.M. Hibbing Little Theater Memorial Building 4-22-55 Friday 1:30 P.M. Mankato Council Chambers - City Hall 4- 14--55 Thursday 7:30 P.M, Marshall District Court Room Court House 4-19 -55 Tuesday 7:30 P.M. Minneapolis Mayor's Reception Room, City Hall, 1st Floor. (enter building at 3rd Avenue side) 4-28 -55 Thursday 7 :30 P.M. Rochester Council Chamber,City Hall 4 -15 -55 Friday 1:30 P.M. St. Cloud St. Cloud Hotel 4 -21 -55 Thursday 3 :00 P.M. St. Paul State Office Bldg. Auditorium, St. Paul 4 -28 -55 Thursday 2:00 P.M. Thief River Falls Municipal Auditorium 5 -5 -55 Thursday 7:30 P.M, If you cannot attend the meeting at the location nearest you, the other scheduled meetings that is most convenient for please attend one of you. M. J - HOFFMANN ORVILLE L. FREEMAN --COMMISSIONER OF HIGHWAYS GOVERNOR 1279 UNIVERSITY AVENUE,SAINT PAUL 4 MINNESOTA April 7, 1955 Dear Fellow Safety - Worker: O. L. KIPP ASSISTANT COMMISSIONER CHIEF ENGINEER Every Minnesota motorist is being called upon to join in a simple summer -long traffic safety campaign which I believe should prove to be the most effective we have ever undertaken. Governor Orville L. Freeman, along with the Governors of the other 47 states, has signed a declaration which commits us'to join in the nation -wide "Slow Down and Live" campaign which will begin on May 27 and.end September 5. This approach to the problem of summer -time traffic deaths was first utilized in the Northeastern and Eastern states two years ago. Last year they were joi::ed by the Southern states. The program was so dramatically effective during each of the past two years that every state in the Union will partici- pate.this year. We will have the benefit of the experience of national safety leaders who have worked in these "Slow Down and Live" campaigns during the past two years, and I am sure that we can achieve as excellent results here in our state if we have the whole- hearted active support of everyone. In order to give you the opportunity of learning all you can about the "Slow Down and Live" program, we have arranged a series of informative preliminary greetings throughout the state. The enclosed schedule lists the time and place of these meetings. They will not take much of your time and they will do an enormous amount of good. I urge you and others in your community to attend one of these meetings in order that you can participate effectively in the forthcoming campaign. Better yet, head up a delegation from your area. However, if you find it impossible to attend, then please direct a letter to me at 1279 University Avenue, St. Paul 4, Minnesota in order that we might work with you to aid in the local promotion of this program and to help make sure that your community is represented. I sincerely hope that I can count on you to join us in our effort to "Slow Down and Live" and help make our state one of the safest in the Nation. Sincerely yours, ilie � Z-) �al: Earl M. Larr EML:dec Director of Highway Safety -a SCHEDULE OF MEETINGS TO BE HELD You are invited to make up a party -- or several parties -- to attend one of the meetings as scheduled. Your delegation should be representative and should include people from the following types of groups and organizations: Police Departments Mayors Business & Professions Sheriff Offices Judges of Probate Power Companies Judges Public Health Nurses Telephone Companies County Attorneys Automobile Clubs Woments Clubs City and Village Attorneys Churches Contractors Safety Councils Fleet Owners of Garages Service & Civic Clubs trucks & buses Tire Dealers School Authorities Newspapers Petroleum Dealers Parent Teachers Association Radio Service Station Operators County Agents & Farm Television 7:30 P -M- Organizations Unions County Engineers Veteran Organizations State Highway Engineers County Commissioners Friday And any man or woman of your acquaintance interested in traffic safety. TOWN MEETING PLACE DATE DAY HOUR Bemidji Elk's Lodge 5-3-55 , Tuesday 7:30 P -Y- Brainerd Legion Hall 4 -21 -55 Thursday 7:30 P -M, Duluth Hotel Duluth 4 -22 -55 Friday 7:30 P -M- Fergus Falls Washington High School Auditorium 4 -20 -55 Wednesday 7:30 P -M- Hibbing Little Theater Memorial Building 4 -22 -55 Friday 1:30 P -M- Mankato Council Chambers - City Hall 4 -14 -55 Thursday 7:30 P -M. Marshall District Court Room, Court House Minneapolis Mayor's Receiption Room, City Hall, lst Floor (enter building at 3rd avenue side) Rochester Council Chamber, City Hall St, Cloud St. Cloud Hotel St. Paul State Office Bldg. Auditorium, St. Paul 4 -19 -55 Tuesday 7:30 P -M- 4 -28 -55 Thursday 7:30 P -m- 4-15-55 Friday 1:30 P.M. 4 -21 -55 Thursday 3:00 P -M, 4-28-55' Thursday 2:00 P.M. Thief River Falls Municipal Auditorium 5 -5 -55 Thursday 7:30 P.M- If you cannot attend the m6eting at the location r ea rose 3 oli , other scheduled meetings tY,at is most 4oirvenieni: for you. ' r February 23id- 1955. Normandale Lutheran Church of Edina, Normandale & Valley View Roa�s, .Minneapolis 10, Minnesota. Attention: Donald'C. Carlson, Pastor. Dear Sirs Your letter regarding traffic signals at the intersection of Normandale Road and Valley Their Road was brought to the attention of the Edina Village Council. The State Highway Department at the present time .have -plans for changes in Trunk Highway. #100 and these proposed changes will revise the ' intersection at Valley View Road 'and #100. 9 It would be unwise at this time to'install signals at•this - - , intersection, but when the Highway Department ,plans are com- pleted, it uvuld be'- advisable for you to bring this to the attention of the ' Village Council at that time. Very truly yours, Joseph Zikano Acting Manager - Engineer., Village of r- Edina. JZ:B l Zormanc�aie Xut4eran Nurc4 o/ 8dina Minneapolis +o, Mtanesota DONALD C. CARLSON, PASTOR NORMANDALE & VALLEY VIEW ROADS PARSONAGE -6108 NORMANDALE RD. TELEPHONE: WALNUT 6759 February 9,1955 The Edina Village.Council, . 4801 west 50th, Minneapolis 10, Minnesota* Dear Sirs: The Normandale Evangelical Lutheran Church of Edina at its Annual Meeting voted unanimously to petition the Village Council asking for a pressure plate and button type traffic signal at the intersection of Normandale Road and Valley View Road* Because of the increased traffic, because of the difficult angle at which Valley View Road approaches Normandale from both the East and the West, because of the dangerous hill to the South on Normandale, because of the number of serious accidents that have occurred at this crossing, and because this corner presents a serious hazard to the children and adults who come to our church for var- ious functions, we believe that a signal at this corner is imperatives We therefore respectfully request that you do everything possible to have a signal installed at this inter- section DCC /s cc: Dr. Reuben Erickson, Mayor® IJ' dJ_- F Sincerely, '4 onald C C rlson, Pasto . COMMITTEE ' REPORTS GOVERNOR'S TRAFFIC SAFETY CONFERENCE STATE OF MINNESOTA `s*"too Duluth, Minnesota August 14, 053 CONTENTS Page Governor C.. Elmer Anderson's Message .............. 2........ ..................._........... 4-8 Foreword............................................................................................................... '9 A. V. Rohweder President, Minnesota Safety Council OpeningRemarks ......... : ....................................................................................... 10-12 M. J. Hoffmann' Commissioner of Highways, Chairman Report of State-Wide Safety Legislative Committee ........ .................:......:.13 -14 Homer B. Thomas, Chairman Report of Editors' Accident Reduction Committee ........... .........................14 -15' Theodore Norelius, Chairman. Report of Pedestrian Committee .............. ................................................ ......15 -19 0. L. Kipp, Chairman Report of Bicycle Committee ..................................... --------------------- ---------------- 20 George A. Nothhelfer, Chairman Report of Committee on Education ....................:................... ... ....................21 -25 Dean M. Schweickhard, Chairman Report of Committee on Enforcement ........................................................... 26-27 Earl M. Larimei, Chairman Report of Committee on Engineering ........................................................... 28-32 J. E. P. Darrell, Chairman Report of Special Committee on Juvenile Traffic Offenses .........- ;........:...32 -45 Justice Thomas F. Gallagher, Chairman Letter from Ned H. Dearborn ........ I .......................................................... ...... 45 President, National Safety Council THINK SAFETY, TALK SAFETY, LIVE, SAFELY Address of Governor C. Elmer Anderson The other day I received a letter —a letter which impressed me because it told of one man's concern over the increasing rate of fatalities on our highways. "We do so much for our children and relatives," this man wrote, "but when it comes to driving, we just don't seem to do anything in a positive manner." "This situation is alarming," he went on. "We cannot beat it by slogans alone, or by increasing insurance, or by adding more patrolmen. "We must all of us get busy and do our share. No amount of lecturing and news items will help unless and until all of us treat an- automobile and the highway with respect." These are the sentiments and feelings of one man. No doubt his feelings are shared by hundreds and thousands of people throughout this state. You who are here certainly know his concern. You wish to solve this problem' as much as he does. You have been working toward the solution of this problem. You have Out in hours of time and much of your good thinking and energy in the . hope that people will think safety, talk safety, and, as a result, live safely. Yet, despite your efforts, despite the efforts of the Highway .Patrol, despite the efforts of the slogan writers and the safety engineers— despite the efforts of all of us —the accident rate rises and the fatality rate rises. The awards which we make this evening point up the scope of your work. These awards stand for the contribution, the very important con- tribution, which you are making toward a better'-state. r � But the best award, the award which would mean the most, continues to elude our grasp. That award is safety on our highways — safety that we can depend on, safety that is not here one year and gone the next. Certainly, great strides have been made in the field of safety. , Much progress has been made in industrial safety. In agriculture, despite more machines and other factors which increase the hazards, accidents themselves are not on an increase. . But in highway 'safety, progress has been slower and the problem is still far from solved. In a relative sense, we have 'undoubtedly made progress in highway _ safety. 4 We need only to think of what the accident rate would be if there were no safety program to realize that progress is' being made. I hate to think of what the accident rate would be if you people -were not active in a safety program, and whaVit would be if we did not have law enforcement officers in our cities, towns and counties who are concerned. But we cannot be satisfied with comparisons. We cannot be satisfied with thinking in terms of how bad the situation would be without our work. We can only accept the reality of the situation. I do not believe that anyone in this room or this city or this state can be satisfied with the - situa- tion in its reality today. In- looking at ,this safety problem in its reality, we can only conclude that we must do more to solve it. We can only assume that we are not doing enough. Either we assume this, or we say that the highway problem cannot be solved. - I- prefer to believe that we are not doing enough, for I can never bring myself to believe that there is no solution to this problem—no end to this mass killing and maiming that'takes.place on our streets and highways day after day and night after night. In assuming that we can solve this. problem, we .must ask, what are. some of the basic causes of highway accidents? Why is it, that the energies-and efforts of hundreds of people in Minne- sota and thousands of people in the nation have failed to provide the solu- tion we need? Could it be that the automobile is too complex and too dangerous for us to handle ? The facts don't indicate this. 'Only five to ten per cent of our accidents are caused by mechanical failures. Half of these failures are confined to defects in the brakes or lights— defects which any driver can, easily detect and have repaired. �( No, equipment breakdowns a's such are not a major cause. of accidents. Could it be, then, that our highway laws are not adequate? Again the facts do not indicate that this is the answer. Traffic laws, for the most part, are primarily designed to promote safety. Our recent legislature added to the large body of ,laws concerning high- way safety, and these new .laws should serve to increase safety. For instance, it is now necessary by law to dim your lights when you . are less than 200 feet behind another. vehicle. Another law provides that all brake fluids must meet 'certain standards before they can be sold in our state. 5 No, our laws are not inadequate. We cannot blame'the laws for traffic accidents. Well, then, what is the answer? 'What is the big factor in highway accidents ? You know what it is, and I know what it is. It is, we must admit, a factor which 'is difficult to control. -It is the human element. The combination of a man or a woman and an automobile seems to produce a situation which thus far has defied the best efforts of safety - minded individuals all over the nation. Put a person in a car, and that person seems to lose his identity. That . person becomes a part of the machine, and, often, the machine appears to drive,the person more than the person drives the machine. In an automobile it is easy to feel that we will not be recognized. Accordingly, we do not need to take pains to impress other people with our courtesy and thoughtfulness. 1n, an automobile we have a ready ally in our desire to express ourselves —to show who's boss. Maybe this is why speed .plays such an important role in highway fatal-' ities. Maybe this is why failing to, yield the right -of -way plays such an im- portant'role in automobile accidents. There is a story which illustrates this point perfectly.' A man in California was noted among his friends for his aggressive driving. ` He was one -of these people who was never "bluffed out" at an inter- section. He always got to where he wanted to go in a hurry. Speeding and weaving in and out of traffic got him there. Suddenly, his friends noticed that this man was driving. with much greater care. One of them found out why. During the. last election this man 'pasted a sticker on his_ car. The sticker supported his favorite candidate. At some point, during the campaign, he realized that people would not only be mad at him when he weaved in and out of traffic or bullied his way through an intersection, but also they might get mad at his candidate. People would identify this man's driving with the candidate he sup- ported. So, he began to be extra careful about his driving. He became a polite and courteous driver and felt much better about it. . 6 According to the story, the man is still driving carefully and courte- ously because he found out that safe driving seems to make life somewhat easier. The point of -the story, of course, is that as soon as this man knew that his driving was being identified with something in which he had pride, he immediately took steps to improve his driving. On this basis, it _would seem wise to emphasize personal pride in driv- ing. We should seek to make safety a matter of pride. Instead of having people compete with each other for power and speed, we should try to have -them compete with each other in good driving and in being,safe. This calls for the development of an attitude,'an attitude which makes safe driving socially acceptable and an attitude which makes bad driving socially unacceptable. This calls for a safety campaign that reaches into every home and into the mind of every driver. It means that we must develop incentives for good driving. We must recognize good driving and make it a goal. It means that we must continue our present efforts and enlarge upon them. Driver education courses, safety contests and other programs must be continued. Through them we must develop a mental attitude for driving — an attitude which recognizes that safe driving is a moral necessity. We cannot delay enlarging our safety program —in carrying it into the minds of all of our drivers. I'am taking what steps I can to get safety across to the drivers of this state. - .I am calling upon our state highway patrolmen to increase their alert- ness and vigilance for traffic violations. This is a greater attempt to prevent accidents. rather than to report them after they have occurred. I am also requesting the patrol to intensify its system of spot checks of "automobiles on the highways. These spot checks are important for they turn up mechanical defects which are often unknown to the driver. In New Ulm, a spot check for light defects was conducted on July 1. Out of 270 automobiles checked, the drivers of 88 were given defective equipment tickets. In addition six people were found to be driving without licenses, and two people whose licenses had expired were found to be driving. From this one check, you can see the need for concentration on this type of program: 7 ''This type of work must be intensified and emphasized if we are going to slow down and halt the slaughter which is taking place on Minnesota's . roads, streets and highways this year. I do - not'think that we can afford to overlook any action which will work toward a decrease in highway' accidents. We must explore every pos- sibility, every idea which might serve to make our highways and roads safer— safer'for us and safer for our children. If I may quote again from the letter which I cited earlier: "We must all of us get busy and do our share. :No amount of lecturing and news items will help unless and until all of us treat an automobile and the high-, way- with respect." ` r FOREWORD By A. V. Rohweder Governor's Safety Consultant and President,- Minnesota Safety Council If refusal to quit despite seemingly insurmountable odds is a sign of a champion, the Members of the Minnesota Safety Council at this annual Gove - rnor's Traffic Safety Conference surely are of top-flight calibre. For 'despite hearing reports which, in general, catalogue increases so far in 1953 in most types of traffic accidents, we are all resolved that the upward spiraling need not be accepted as inevitable, but will determine that some- thing can be and will be done to halt the i'ising death toll on our streets and highways. 'Two necessary factors in any successful campaign are aggressive lead- ership and tireless workers. The safety movement in Minnesota is blessed wiih both, for in Governor C_Elmer Anderson we have a leader who knows what can be done and what must be done to reduce the rieeLlIess waste'of lives and property, and we have'in the membership of the Minnesota Safety Council the workers who are devoted to their cause and willing to do all within their powerlto achieve success in this never-ceasing battle. Much of what success we have been able to achieve so far in safety has been based on the three E's of safety — Education, Enforcement and Engineering. I believe that further. progress might be achieved by adopting the three C's of safety—Courte'sy, Caution and Common Sense. While the three - E's are things others can do for us to make our travel more, safe, the three C's are matters of our own personal behavior and observing them ill enable us to drive and walk in safety. w, The many excellent reports at this conference by the hard-working committees contain' much valuable information that will be printed and available for distribifflon within a few weeks. Study these. reports—they, are packed with much worth-while informatio'n that can be Put to work-to help us in our efforts. In behalf -of Governor Anderson and the people of Minnesota I wish to extend my sincere thanks to the committee members and all who helped make the 1953 conference a success. OPENING REMARKS By M.- J. Hoffmann, Commissioner of Highways, Chairman _To all of you veterans -in the, cause of traffic safety,, and to all of you who have more recently joined the ranks in accident prevention, I want first to bring you the greetings and the thanks of Governor Anderson, who has asked me to again preside at this phase of his annual Governor's Traffic Safety Conference. Just as all of us sometimes need a little prodding to do what's good for us, this gives me an opportunity to take a little time' out from my regular day -to -day routine to share with you men a more perspective look at what's going on in the field of traffic safety. I feel that this conference, year after year, serves to pinpoint the activi- ties of the various_ local safety councils and gives us all 'a better insight into the overall work of the Minnesota Safety Council. The several com- mittees, from whom we will hear this afternoon, have worked long and 'diligently on their respective phases of the general program for saving lives and averting traffic injuries. This gathering affords each of 'us ail oppor- tunity to become more familiar with both the problems and the accomplish- ments within our respective fields, and I am sure that all of us will go away from, this gathering with a far more practical concept of what each of us in our respective fields and in our respective communities can do to further the cause of safer motorist and pedestrian travel. It is tragically and ironically significant that we are meeting here today on the eighth anniversary of cessation of hostilities in World War II. All of us, I am sure, remember August 14, 1945, when our prayers of thanks- giving were mixed with joyous celebrating as the VJ -Day news was broad- cast, telling us that World War II had ended. The horrors of Nagasaki and Hiroshima were fresh in our minds. The sorrows of loved ones lost in conflict still cast a pall of sorrow over many American homes. All of us felt deeply thankful .that the killing, misery and hardship, which are the main ingredients of armed conflict, had come to a halt. We looked forward to a long period'of peace, and with it an end to the needless spilling of American blood. But what has actually happened since eight years. ago today? For, one thing, within five years we found ourselves and our United_ Nations allies engaged in another war against aggression. The fighting in Korea has cost us approximately 27,000 American lives — killed or long missing and pre- sumed dead —and 105,000 wounded. But that is not in itself the point I want to make. I am thinking of what, by comparison, has been happening on our public thoroughfares. Nationally, since the end of World War II, traffic accidents have killed over 250,000 people and injured approximately 10,000,000. (That is more than nine times the number killed and 95 times the number wounded in the Korean conflict.) 10 Coming closer to home, right here in Minnesota during the seven post- war years our traffic has killed 3,880 and injured more than 130,000. As a matter of fact, year for year and month for month throughout the Korean fighting, the national. traffic toll has eclipsed our battle casualties. While the war has cost the United States 27,000 dead and 105,000 wounded,. traffic has taken a toll of 113,000 killed and 4,500,000 "wounded" (if we want to carry on in the terminology of; war for purposes of comparison). In other words, the toll of traffic has been over four times heavier in. numbers killed, and some 45 times higher in numbers injured or wounded, than has the war itself. It is a. tremendous challenge to all of us—not only to those of us gath- ered here today but to every man and woman who drives or walks, or has children who walk in traffic. Here in Minnesota, as I am sure all of you know, we are experiencing what may be the worst year in the history of the state in the way of traffic fatalities. In the first seven months of the year a total of 812 motorists and pedestrians have been killed. This is 63 more lives lost than during the comparable period of last year and only six less than the 308 deaths in 1951 which is Minnesota's worst year on record. Since then we have also been shocked and disheartened by the second worst single accident in the state's history, when 10 people were killed the morning of August 1. In fact, during the first 10 days of this month we had a total of 27 deaths, and as of today I believe that number has been increased to 40. . Just a year ago, as many of you will recall, we were congratulating ourselves on the fine record we were compiling in the way of saving lives. What has happened meanwhile to cause such a drastic and alarming change in the picture with which we are confronted as we meet here today? Speak- ing for the Highway Department, I can say that we have not relaxed in our efforts to build or maintain the safest highways "which our manpower and financial resources will permit, I can also say that the enforcement work by the Highway Patrol' has been stepped up and intensified during the past year, and we have generally received excellent cooperation and support from the judiciary. I am cer- tain that the same sincere work has been carried out by the counties, cities and villages in their efforts to hold down the deaths and. injuries resulting from traffic accidents on their roads and streets. If all of the efforts, on all these various levels, have failed to ac- complish what we have set out to do, on what other factor must we con- centrate our attention to make any headway in reducing traffic accidents and deaths? It seems to me that the one most fertile field remaining is that of driver and pedestrian education. A little later on this afternoon we will hear reports by the chairmen of the School!Safety Education and Pedestrian committees on the accomplishments their sections' have been able to achieve during the past year. 11 Personally, I feel that one main hope for reduction in traffic -accidents may lie in a greatly - expanded and intensified program of driver education. By that I do not mean only a continuance of present driver training pro- grams in our schools. I believe that driver education must. be -made a con- tinuing part of modern everyday living. Every motorist, regardless of his age or training, should be included in some kind of a program of driver education to help him cope with and understand the problems and dangers of present -day driving. There never will come a time when our roads can be built up to all of the standards of convenience and safety which the ever - growing number, speed and power of motor vehicles will demand. And so long as we must live with this problem, it behooves us to adjust our thinking and actions to conform and make as good an adjustment as we can. Therefore, realizing that complete safety cannot be built into our roads, we must take upon ourselves the responsibility of driving upon them in such a way as -to protect ourselves and our fellow citizens from the dan- gers which are always present every time a vehicle is driven upon a public roadway —and every time a pedestrian crosses a road or street. The crux of the entire situation, moreover, is to get across to the motor- ing public that their safety —and that of their fellow men —is entirely de- pendent upon them —that they are responsible for avoiding accidents which can result in death or injury. Only when we can impress upon every motor- ist that safety is his responsibility —that he cannot depend upon another motorist or upon a safety or traffic engineer to keep him from mishap —only then will we have reached the goal towards which all of us are striving. - None of us has any sympathy for the killer who says, "I didn't know the gun was loaded." We contend that he should have assumed it was a deadly weapon and acted accordingly. Every motorist must be made aware -of the fact that the car he is driving can also be a force of destruction and should be handled with respect for its potential killing qualities. That comes back to my contention that safety is a personal matter —that no one can be legislated into safe thinking. If we can drive home that one fact — that safety is strictly a- personal matter for everyone —we will, I am sure, achieve some very worth while and lasting gains in our fight against traf- fic accidents. " The thoughts I have outlined are, I assure you, gentlemen; only intended as "primers" to prime the pump for the discussions which are to follow. "We are fortunate in having with us the committee chairmen, or their repre- sentatives, of the several working committees of the Minnesota Safety Council. Every report will, I am certain, not only enumerate the achieve- ments of the past year, but will also make some recommendations for action in the future. 12- REPORT OF THE STATE -WIDE SAFETY LEGISLATIVE COMMITTEE By Homer B. Thomas, Secretary St. Paul- Ramsey County Safety Council and General Manager St. Paul Automobile Club, Chairman In opening this report I think it is well that we answer some questions: 1. Who appointed the committee? a. The committee was appointed by A. V. Rohweder, President of Minnesota Safety Council. 2. Whom does it represent? a. To name only a few ,of those organizations represented on this committee: the Minnesota State Automobile Association, the Farm Bureau, the Minnesota State Bar Association, the Minne- sota Automobile Dealers Association, the Minnesota Railroads, the Minnesota Motor Transport Association, the Minnesota Edi- torial Association, the Insurance Federation of Minnesota, the County Attorney's Association, County Engineers Association, Police and Peace Officers Association, and others too numerous to mention. In addition we had representatives of various state departments among which was the Minnesota Highway Department, the Minnesota Highway Patrol, the Drivers License Division of- the Minnesota Highway Depart- ment, with a representative from and the full cooperation of the Attorney General's office. Mr. C, C. Ludwig, Executive - Secretary of the League of Minnesota Municipalities, sat in at every committee meeting as an observer and advisor.. A subcommittee on screening was set up whose duty it .was to look over every proposal to ascertain if it were properly a safety measure. After approval by the screening committee the matter went before the committee as a whole and when finally - approved was ready for presenta- tion to the Legislature. 3. When did the committee meet? a. The committee held luncheon meetings, our host being Mr. E. Ray Cory, President of the Minnesota State Automobile Association. This committee can and did do a lot of real hard work, research and investigation so that when your committee submitted pro- posed legislation to the Legislature, it had the unanimous ap- proval of the Committee. - It would be natural to assume that the last Legislature would have, as sessions in the past have, welcomed legislation presented by this committee inasmuch as it eliminated a great deal of work on the part of hard working legislative committees by clearing away the controversy before the proposals were submitted. For reasons unknown to your committee, .this did not hold true in the last session of the Legislature. Many of our proposals were never reached or passed on. by the legislative committees of either the House 13 or Senate and of those which were considered, only three or four met. with success. During this year also there seemed a deluge of proposals from individuals and perhaps some organizations having little or nothing to do with public safety. Yet, they cluttered up the work of the committees and in many cases were handled far ahead-of your state -wide safety committee proposals. I do not wish to make this report sound as a blanket criticism of the Legislature. I believe that a great deal of the blame for the non- success of our committee work in this year's session must be accepted by our committee, and I would like to place the following recommendations before this meeting. Future legislative. committees should be appointed and be in operation at least one year before the session of the Legislature. The same procedures can be followed in developing proposed legislation and at least one person should be assigned to the.,committee whose sole duty it would be during the session of the Legislature to follow the progress of the proposed legislation of the committee through the various commit- tees of the House and Senate. He could in turn notify the members of the committee when hearings were to be held so that we could properly follow the progress of our bill. In closing this report, I wish to thank President Rohweder, Mr. E. Ray Cory, and all members of the committee for the cheerful acceptance of the work assigned to them and for the time and effort put in on our delibera- tions, and express the hope that again a strong committee be set up for the sessions of the Legislature for 1955 and that that committee will be more successful than has ours. Personally, I wish to thank every member of the committee for making my task as chairman -a. very pleasant one. REPORT OF EDITORS' ACCIDENT REDUCTION COMMITTEE .By Theodore Norelius, Editor CHISAGO COUNTY PRESS, Chairman The committee suggests that the following resolutions be given con- sideration and that the Minnesota Safety Council urge the Minnesota Edi- torial Association to encourage its membership newspapers to: 1. Editorialize the local accident. 2. Give wide publicity to local organizations endorsing safety move- ments and encourage the work among the same. 3. Ask that legislation be encouraged to provide state aid both in train- ing and in wages for small city police officers, thereby helping to alleviate the incompetence now noted in so many small villages. 4. • Encourage schools to promote juvenile reporting councils supplying school authorities with information on license number, make of car, identity of driver, etc., to help correct youthful drivers "off to a wrong start in driver courtesy and practice." 14 5. Help, to solve the solution in supplying accident and safety pictures in the form of mats to the weekly newspapers.of the state. 6.. That the Minnesota Safety Council ask the state Legislature to bring the Highway Patrol up to the full strength as advocated by the National Safety Council. 7. That the Minnesota Safety Council explore the idea of setting up Citizen's Reporting Committees in small villages with names kept confidential. 8. That the State of Minnesota, through legislative action, provide .trained psychiatrists and similar personnel on small squads to work at -large on some of these so- called "potential accident cases"—' ases" - in other words, the crack -pot, ill- performing driver who is an accident going around trying to find a place to happen. These suggested "mobile education squads" could perhaps, through some medium of education, conversation or persuasion, get some sound logic, com- mon sense or warning into the minds of would -be offenders where parents, school officials, newspapers and the general public have failed. 9. That the Minnesota Safety Council in cooperation with Minnesota's 536 weekly newspapers, plus daily publications, unite in a one -week test of public .cooperation in a "Stay Alive Week " - purpose being to encourage public cooperation and to gauge the sincerity of the general public in this all- important safety work. 10. Recommend that mats are needed by weekly press for illustration of good- driving- practices. REPORT OF PEDESTRIAN COMMITTEE By 'O. L. Kipp Assistant Commissioner of Highways and Chief Engineer, Chairman- The annual summary of motor, vehicle accidents in Minnesota for the year. 1952 discloses the fact that 536 persons were killed in motor vehicle accidents. Of these 110 or 20.5% were pedestrians, 86 male and 24' female. There were 2,033 pedestrians injured of which 1,256 were male and 777 were female. The year 1952 shows a marked decrease in the number of pedestrian deaths over 1951 and 1950 respectively as follows: 1952------------------- --- --- -------- --- -- --- - - -- - 110 Deaths 1951 -- -- --------- -------- ----- --- - -- ------ --- -------- -- -- ---- 128 Deaths 1. 950 ....................................... .................. ,. 133 Deaths 16 ;, Pedestrian Injuries _ 1952 ................. :...................... ............- --.- -.-- .......... 2,033. 1951 ....................... :................................................ 2,219 . 1950 . .. ...................................... •-- •-- ..................- -.... 2,337 The percentage of pedestrian deaths to the total traffic deaths for 1952 was lower than in any of the previous 14 "years. The average percentage of pedestrians killed for the previous 14 years was 31 %. Following is a breakdown of pedestrian deaths for 1952 according to' age groups: Total Male Female 1. 0- 4 Years ............... ............... 9 7 2 2. 5- 9 Years ...... .. ..... ...:.. ...... ..... 20 17 3 3. 10 -14 Years .............................. 5 3 2 4. 15 -19 Years .............................. 6 5 1 5. 20 -24 Years . ....................... ...... . 5 3 2 6. 25 -34 Years ---- ---- ------ -------- -_ - -.. 5 4 1 - 7. 35 -44 Years .............................. 5 5 8. 45 -54 Years .............. ................ 11 6' 5 9. 55 -64 Years .............. t ............... ,13 11 2 10. 65 -74 Years .............................. 19 15, 4 11. 75 and Over .............................. 12 10 2 The 5- to'9 -year group with 20 fatalities has the largest number of pedestrian deaths in any five -year group and for that matter any ten -year group. The total of groups from 45 years and over adds up to 55 fatalities, which is exactly half of all pedestrian deaths. The fatality pattern is much the same each year, the most noticeable fluctuation occurring in the 5 -9 group.-The elderly pedestrian 45 years and over maintains the most dan- gerous position and earns the doubtful honor of being the most vulnerable in traffic. How best to reduce -the pedestrian fatalities among the elderly people is a problem which has vexed police and enforcement officials for some time. The group from 5 -9 appear to be in the daredevil early - school age, not yet imbued with the necessity for_ safety which seems to be acquired in the later school years. There is no doubt that safety training in the home in pre - school years will cut down the toll among children. Until the child enters school the responsibility rests with the parents to teach the child fundamental safety practices. Where such home training is lacking, there is a greater chance for accidents among pre - school children. A study of pedestrian accidents by population groups indicates that the smaller the incorporated area the greater the percentage of danger. The num- ber of pedestrians involved in pedestrian accidents per each 10,000 population in incorporated areas under 1,000 population is 15.4 compared with 5.6 in areas of 1,000 to 2,500 population, and 2 in areas of 10,000 to 25,000 popula- tion. This large percentage of the danger factor may be partly accounted for in the fact that the smaller incorporated areas do not have the wherewithal or personnel for a program of pedestrian protection. It is probable also that there is less appreciation of the need for safety training in the home and school. The lack of signs, markings and policing, no doubt, have a ten- 16 t�J a dency to increase, pedestrian exposure. Speed control through the smaller P towns is often inadequate. The -larger cities, on the other hand, engage in the work of marking crosswalks and pedestrian lanes, signalizing intersections, stepping up police ` supervision during peak hours, restricting dangerous parking, together with other - activities designed to protect those afoot.. , The pedestrian accident rate in the three cities of the first class is 3.6010 per 10,000 population. Probably one contributing factor in cutting down pedestrian deaths in Minnesota has been the active participation of every eligible city or village in the National Pedestrian Protection Contest spon- sored by the A.A.A. There is no doubt that the efforts of safety councils, pedestrian committees, enforcement officials, engineers, educators and other organizations in focusing attention on pedestrian safety have brought re- sults in the saving of lives. The following awards were made for activities in the Pedestrian Pro- tection Contest: 1. Minnesota won first place in Group IX among states. 2. First place in "Traffic Safety Engineering." 3. International Falls won third place nationwide for "Outstanding Leadership in Pedestrian Protection." 4. Special citations were made to Minneapolis, St. Paul, St. Cloud, Hib- bing, Ely, Cloquet, Detroit Lakes, East Grand Forks, Golden Val- ley, Marshall, Montevideo, St. Peter, West St. Paul and Worthington. 5. Honorable,Mentions were awarded to Brainerd „Bemidji, Alexandria, Crookston, Little Falls, Thief River Falls. 6. Excellence of Record Awards were made to 20 cities under 10,000 population for having completed the contest year with no pedestrian deaths. , There are many avenues of effort which have contributed toward improving the pedestrian traffic score in Minnesota. These may be grouped under the three E's— Engineering, Education and Enforcement. Under engineering activities can be included: 1. The establishment of better parking facilities designed to assist in keeping the pedestrian off dangerous through - traffic lanes. 2: Street lighting has improved conditions at hazardous locations. _ 3. Establishment of one =way traffic on streets has reduced exposure to pedestrians at crossings. 4. The marking of crosswalks and pedestrian safety lanes or islands has immeasurably added to the security of the pedestrian. 5. Foot bridges and grade separations have provided pedestrians with safer crossings. 17 6. Traffic signals at intersections have helped to control both vehicle and pedestrian traffic. 7. Restricted parking during peak periods has lessened congestion and confusion. 8. Speed regulations in built -up areas or focal points have given more security to the man on the street.. The schools have done much in the way of promoting pedestrian safety. Safety education courses, starting in the first grade and continuing through the driver training course, have stressed all phases of safety and have em- phasized the importance of safe - walking habits. The school safety patrol has proved through the years to be one of the most effective arms of safety. A continuous program of expansion has been carried on in the organizing of new school safety patrols and training the ever - changing personnel of the school patrol officers from year to year. The school safety patrol camp held each year, attended by between 500 and 600 school safety,patrol officers, has given added incentive,and valuable in- struction to those who are fortunate enough to attend. The early training in school safety patrol activities has created a lasting interest in safety and a desire to keep active in safety work. ,Some, of our most enthusiastic safety proponents are those who boast of their early school safety patrol experience. I would be remiss if I did not mention the fine part The Amer- ican Legion has played in promoting and sponsoring school safety patrol activities throughout the state. The annual school safety patrol camp has been one of their laudable projects. The consolidation of many rural schools requiring the transportation of pupils by school bus from doorstep to school'has reduced exposure of children to highway traffic. School bus patrols, similar to school safety patrols, have contributed toward the safety of children while in transit and upon entering and leaving the bus. Supervised play areas adjacent to schools have kept children off the streets. We may well take our hats off to these school safety patrol officers who have done so much in protecting their fellow students throughout-the years. It is encouraging to note that a large number of parochial schools throughout the state have ,installed school safety patrols. A large number of churches have organized school safety patrols for use at Sunday gather- ings. Safety poster contests conducted by schools, safety councils, 4 -H groups and other organizations have been valuable in creating interest in pedestrian safety. County Fairs throughout the state have been furnished safety post= ers and safety material for use in safety booths. The work among 4 -H groups, Junior Chambers of Commerce, P.T.A.'s, Boy Scouts and many service clubs in promoting pedestrian safety has, without question, pro- duced gratifying results. The A.A.A., whose interest in pedestrian safety is accented in its national pedestrian protection contests, has distributed immense quantities of safety posters and safety literature. Under the enforcement angle we know that enforcement officials throughout the state have been actively interested in those afoot. In large 18 urban areas, stepped -up supervision at. heavily traveled intersections has served to cut down accidents. Many pedestrians who have..imbibed too freely for their own safety have been removed from circulation by police officers. Courtesy campaigns in many localities served largely to draw attention of pedestrian violations and. have brought about improvement in walking habits. The pedestrian who has never operated a motor vehicle seems to be the most vulnerable. As time goes on and the percentage of those who drive increases, the chances of survival of -the pedestrian should improve. There still remains much which can be done to make walking upon our streets and highways safer. There are far too many who persist in care- . less ways, apparently not influenced by regulations of any nature. In spite of this indifference the.work of saving lives must be extended. The month of September will emphasize child welfare and safety. Every agency (which is interested in the safety of the child is urged to participate•in every way possible to engage in some activity which will promote safety in this "Back to School" month. The fall months when days are shorter and outdoor activi- ties are at their height bring added hazards and heavier tolls of pedestrians. Pedestrian committees and safety councils are to be commend Id for their active participation of this important phase of safety. It is one activ- ity that each individual, can undertake and must undertake if interested in his or her own personal safety. While we rejoice- in the reduction of pedestrian deaths in 19521 over 1951, we have cause for concern-in the alarming increase in pedestrian deaths during the first six months of 1953 in which there were 59 deaths compared with 40 deaths in 1952, or an increase of 19 deaths or almost 50010 above the same six -month period in 1952. The total of all traffic deaths for the first six months of 1953 is'240 compared with 193 in 1952, ,an increase of 47 for the first six -month period. - Deducting pedestrian deaths, the increase in other traffic fatalities is 18 0/c. If the same 'high percentage of pedestrian fatalities continues through the balance of 1953, there will be an extremely heavy toll of pedestrian deaths. The fall months always exact a heavier toll of lives than any other period. These figures constitute a challenge to safety minded people. They must spur us on to greater activity. Safety committees will have to redouble their efforts if we expect to hold the. line. Mr. Pedestrian is in the limelight. It is necessary for all to be doubly alert. There is no better time to pro -. mote and practice safe walking habits. THE TIME IS NOW! 19 III. REPORT OF BICYCLE COMMITTEE By George A. Nothhelfer, Safety Director Duluth Chamber of Commerce Safety Bureau, Chairman -. I as chairman, having just recently taken over the chairmanship. of -the Bicycle Committee in June, have not had'the opportunity to call the Bicycle Committee together until today. Suggestions were received and plans dis- cussed regarding a bicycle safety program designed for state -wide activities. In Minnesota during the year 1952 there were 289 bicycle accidents involving seven deaths. The percentage of bicycle fatalities to the total traffic deaths .is not very large, but even seven deaths are too many. No doubt the training received in bicycle safety in schools has helped to reduce bicycle accidents to and from school. The Bicycle Manual prepared by the Department of Highways is avail- able to all teachers, Scout leaders, police officers, chairmen of Bicycle Safety Committees of Safety Councils, P.T.A.'s and' other service organizations and may be had upon request to the Department of Highways. Plans were discussed regarding the possibilityy of making available leaflets or safety pamphlets for distribution to all bicycle riders. A type of circular which would attract or appeal to the young bicycle rider will be given further study. The secretary.was requested to secure various sam- ples of bicycle literature now available from a large.number of municipali- ties or commercial firms to aid in determining composition of safety pam- phlets. The matter of reflectorizing bicycles was discussed and it was decided, that emphasis. should be given to that very important project. All com- munities are urged to undertake the reflectorizing of bicycles through what- ever sponsorship available. Service Clubs, Junior Chambers' of Commerce, P.T.A.'s, The American Legion or other organizations which are desirous of sponsoring some safety project will find the reflectorizing of bicycles well worth while. There are a large number of small cities in` Minnesota where the percentage of bicycles -to the population is large, notably Winona where there is one bicycle to every four persons. It was decided to proclaim a Bicycle Safety Week, preferably early in, the spring, at which time bicycle safety will be emphasized and, publicized. Bicycle safety plans are available from ,the Department of Highways. The matter of extending the scope of activities of the Bicycle Commit- tee to include all juvenile drivers was discussed. It might be well to expand activities so as to give aid and assistance to new drivers of motor vehicles; in other words, to juveniles in transit. Suggestions for lines of activity will be appreciated. 20 � I • REPORT OF COMMITTEE ON EDUCATION By Dean M. Schweickhard Commissioner of Education, Chairman INTRODUCTION The reduction of accidents on" our streets and highways through high school driver education programs continues to receive most of the attention given to safety education in Minnesota. Organizations and individuals not directly engaged in education have increased their efforts to assist the State Department of Education in continuing and expanding the driver education program. During the` past year several insurance companies in Minnesota indicated their faith in the effectiveness of driver education by offering automobile insurance to. individuals in the high -risk category (age 115 -24) at reduced rates if these individuals had successfully completed a course in driver education meeting the standards of the State Department of Educa- tion. This will undoubtedly serve as a stimulus to increased growth 'of the program in Minnesota. _ I EXPANSION OF DRIVER EDUCATION- That there is a need for training young drivers-has been quite gener- ally accepted., That public schools are assuming their responsibility for this program -is evident by the following facts: 1948 -49 1949 -50 1950 -51 1951 -52 1952 43 Number of schools offering classroom instruction ... ......... 173 237 247 287 303 Number of - schools offering practice driving in addition to classroom instruction.- :..... 90 137 177 192 233 I Number of pupils jenrolled in classroom instruction only- 1952 -53-. 23,259 I Number of pupils enrolled in both classroom instruction and prac- tice -driving- 1952- 53 ..:... . . . . .. ................................... ................ °-------- -..... 11,352 - Total----------- ---- ------- - - - - -= ------------------------------------ ----------------- -------- - - - - -- 34,611 - - i Make and number of cars used for practice .driving - 1952 -53: Chevrolet ----------------------------=------------ ----------------=-- 133, - Ford--------------------------------------- --- ---------- --- ------- ---- - - -- 69 Pontiac----- -- ----- ---- ---------- ----...... ....- -- -- ........... -21 Plymouth------------------------------- --- ----------- -- --------- - - - --- 9 Dodge......... --- ----- - - - - -- - ..................................... 2 Studebaker............................................................. 3 Hudson................................... ............................... 1 Buick--------------------------------------- ------------ ----- ---- --- - ------ 1 Willys-------- - -- --- ---- ----- ---- ------ --- - -- --- -- --------=------- - - ---- 1 Total.................... .....:... ....... ......... . . . ... . . . .. .. 240 cars 21 • Study of the Effectiveness of Driver Education We have now completed the third year of a five -year study of the effec- tiveness of driver education in Minnesota. This study is being made through the cooperation of the Minnesota Department of Highways and the Minne- sota Department of Education. The study, thus far, shows that trained drivers have less than half as many court convictions and accidents as un- trained drivers. A complete summary of this study is appended to this report.- 1. . PREPARATION OF TEACHERS FOR DRIVER EDUCATION The Minnesota Department of Education has continued to hold short courses to prepare instructors for driver education. Courses held during the past year were: Date August 25 -29, 1952 June 8 -12, 1953 June 22 -July 3, 1953 Place Teachers Qualified Hamline University..... 50 Mankato State Teachers College............ 46, University of Minnesota ............................ 29 Endorsement of the High School Driver Education Program of, the Minnesota Public Schools by the 1953 Legislature On April 23, 1953, a joint resolution endorsing the driver'education pro- gram of the Minnesota Department of Education was passed by both bodies of the Minnesota Legislature and signed by Governor C. Elmer Anderson. Copies of the resolution were distributed to all public schools in Minnesota, and should provide stimulus for those schools already providing the pro- gram to continue to do so. It is also hoped that this may motivate other schools to incorporate the program into their curriculi., A copy of the joint resolution is appended to this report. Award of Merit The award of merit was presented to the Minnesota Department of Edu- cation by the Association of Casualty and Surety Companies of New York, based on their National Award Program. It was given in "Recognition of meritorious achievement in the development of effectual secondary school driver education programs." New Service to Schools by the Department of Education Through an .agreement reached during the past year with several auto- mobile manufacturers, the Minnesota Department of. Education now ap- proves all cars for driver education in the public schools, and assigns the great majority of these cars directly to schools. Driver education identification signs for dual - control cars are now fur - nished,to schools free of charge through the cooperation of the Minnesota Department of Education and the Minnesota Association of Insurance Agents. 22 Safe driver education certificates for students who satisfactorily com- plete a high school course in driver education are also made available free of charge to schools through the cooperation of the Minnesota Department of Education and, the Minnesota Association of Insurance Agents. PUPIL TRANSPORTATION Pupil transportation is considered as part of the School Safety, Edu- cation program. Safety has always been one of the primary considerations in the transportation of pupils, as evidenced by the established standards for transportation equipment, - qualified drivers and operating .rules. The equipment shall be of all steel construction, together with other safety items such' as: first aid kit, fire extinguisher,, shatterproof glass, emergency exits and flash -fire resistant upholstery materials. All drivers of school buses are required to q pass a physical examina- tion, be of good character, -be between 18 and 60 years of age inclusive, have had experience driving large vehicles and have a chauffeur's license. The 1953 Legislature strengthened the safety part by enacting a law requiring all school bus drivers to have a separate and distinct badge in addition to the chauffeur's badge to drive a school bus. To obtain' this badge the driver must present a physical examination certificate and i pass a written test on school bus operating regulations. School bus inspection clinics, wherein vehicles are checked for idefi- ciencies by the State Department of Education and the Highway Patrol, are had each school year. Instruction for school bus'drivers are conducted in the various counties; primarily to'promote safe pupil transportation. Because of the drastic reduction in travel allowance at the present time, only one - eighth of the over thirty -four hundred school buses can be checked during the school year. Less than ten per cent of the more than six thou- sand drivers can be'reached in the schools of instruction. During the school year just closed more than 160,000 pupils were trans- ported to the public' schools. There were 66 school buses involved in Acci- dents; 52 pupils were injured. There were two fatalities when pupils were hit in crossing the - highway after leaving the school bus. While the totals were reduced over'the previous year, the factors relating to similar accidents definitely indicate that with the work for prevention of repetition of them the number of accidents can be further reduced. School bus patrols have aided a great deal in keeping the injury num- ber small. The law enacted by the 1953 Legislature relating to uniformity of procedures and the use of equipment by patrol members will further help to reduce accidents. State of Minnesota Code RIV -B -254 Department of, Education Comparison of Driving Records of High School Students in Minne- sota-with Varying Degrees of Training Over a Three -Year Period 23 Involved in the study are the following: I Untrained Drivers ............................... ............................... 1,000 Drivers with Classroom Instruction Only .................... 1,000 Behind- the -wheel and Classroom Instruction .............. 1,000 1950 1951 1952 ' Totals d d d d _ a Table to be read as follows: 231- or.23.1 %a of the untrained drivers were involved in reported accidents during the three -year period. 119 or 11.90/c of drivers receiving both classroom and behind - the -wheel instruction were involved in reported accidents during the same period. State of Minnesota Code XIV -B -262 Department of Education H.F. 1871 Resolution No. 8 A JOINT RESOLUTION ENDORSING THE SAFE - DRIVER EDUCATION PROGRAM OF THE MINNESOTA PUBLIC SCHOOLS AND ENCOUR -: AGING THE ESTABLISHMENT AND MAINTENANCE OF, AND PARTICIPATION IN, SAFE-DRIVER, EDUCATION COURSES IN THE SCHOOLS OF THE STATE .OF MINNE- SOTA. WHEREAS, drivers of motor vehicles upon the public streets and high- ways' of this state all too often operate motor vehicles in a man_ ner which results in death to hundreds of our citizens, personal injury to thousands more, and property damage of millions. of dollars each year; and WHEREAS, a comparison of the driving conduct of groups of trained and untrained drivers in a number of places indicates that the frequency of traffic -law violations and the frequency of involvement in accidents are much lower in the group that has completed safe- driver training courses than in the group which has not had such training; and 24 As a8 D A s �8 .5 As 3S d Oa �8 o 0 0 0 a °o v� a o v$ 9 o b= a o° 2 qU � �' qU s q r7ya3 d d� q �� a .7 _� _� Convictions ............. 25 13 6 49 27 22 69 61 44 14.3 % 10.1% 7.2% 143 101 72 - Accidents .............. 60 44 28 82 58 43 89 78 48 23.1% 18.0% 11.9% 231 180 119 Revocation............. 1 ........ .... .... .... .... .... .... 1 ....... ....... Suspension ............. 12 3 b 14 3 13 1 11 11 13 1 37.7% 17.7% 31.1% Table to be read as follows: 231- or.23.1 %a of the untrained drivers were involved in reported accidents during the three -year period. 119 or 11.90/c of drivers receiving both classroom and behind - the -wheel instruction were involved in reported accidents during the same period. State of Minnesota Code XIV -B -262 Department of Education H.F. 1871 Resolution No. 8 A JOINT RESOLUTION ENDORSING THE SAFE - DRIVER EDUCATION PROGRAM OF THE MINNESOTA PUBLIC SCHOOLS AND ENCOUR -: AGING THE ESTABLISHMENT AND MAINTENANCE OF, AND PARTICIPATION IN, SAFE-DRIVER, EDUCATION COURSES IN THE SCHOOLS OF THE STATE .OF MINNE- SOTA. WHEREAS, drivers of motor vehicles upon the public streets and high- ways' of this state all too often operate motor vehicles in a man_ ner which results in death to hundreds of our citizens, personal injury to thousands more, and property damage of millions. of dollars each year; and WHEREAS, a comparison of the driving conduct of groups of trained and untrained drivers in a number of places indicates that the frequency of traffic -law violations and the frequency of involvement in accidents are much lower in the group that has completed safe- driver training courses than in the group which has not had such training; and 24 WHEREAS, automobile- manufacturers and automobile dealers have made motor vehicles available for safe - driver training courses in the schools and have expressed their intention -of continuing this program; and WHEREAS, the Department of Education of the State of Minnesota has prepared a complete safe - driver training course. which is available to all schools of this state; NOW, THEREFORE, BE IT RESOLVED by the Legislature of the State of Minnesota, in regular session assembled, that in the interests of public safety all school boards and school administrators in the State of Minnesota are urged to include the recommended safe - driver training pro- gram of the Minnesota Department of Education in- the curriculum of their various schools so that it is available at the age level recommended by the Department of Education to the end that the coming generation of tdrivers ' will be better equipped to cope with this increasingly - difficult problem, and so that economic and personal loss which is now -being suffered by the peo- ple of this- state may in the future be minimized to the greatest possible extent. BE IT FURTHER RESOLVED that -all parents and students,be en- couraged to arrange for participation in a safe- driver training course in all schools where such a program is available. (s) John A. Hartle Speaker of the House of Representatives. (s) Ancker Nelsen President of the Senate. Adopted by the House of Representatives, the' Fifteenth day of April, Nineteen Hundred Fifty- three. (s) G. H. Leahy i Chief Clerk, House of Representatives. (s) H. Y. Torrey Secretary of the Senate. Approved April 23, 1953. (s) C. Elmer Anderson Governor of the State of Minnesota. Filed April 24, 1953. (s)' Mrs. Mike Holm- Secretary of the State of Minnesota. M i 25 i I - REPORT OF ENFORCEMENT COMMITTEE , By Earl M. Larimer Chief Highway Patrol Officer, Secretary There were many acts of legislation offered in the last session which would affect the work of the enforcement agencies. One of the more im- portant ones was the'chemical test law. This, as you know, failed. There was a recommendation at the last Governor's Safety Conference held in Duluth in August of 1952 for additional personnel in the many phases of police work. Except in very few instances, additional personnel was not made available _to these groups during this last year. Consequently, it has been necessary to make the maximum use of personnel available in con- nection with the enforcement of traffic laws. There has been considerable progress made, however, in the enforce- ment phase of the traffic safety program. For example, the City of Min- neapolis again won the International Association of Chiefs of Police award for cities of its class. The enforcement award within the Midwest states went to Oklahoma, but Minnesota was among the first three. Reviewing the enforcement activity reports for the year 1952 on the part of all police agencies, we find that there has been a positive and deft- - nite step -up. of enforcement activity in all phases of the law. Greater inter- est has been shown in the overall accident picture within the respective jurisdictions of the individual police agencies. Enforcement against those violations causing accidents has been increased. It is noticeable that the cooperation of the prosecuting attorneys in connection with investigation of accidents, determining the causes of acci- dents, and taking action against drivers, has increased considerably dur- ing the last year. The courts also have taken greater interest in violation of traffic laws which have been contributing to accidents. These courts are imposing the kind of penalties that. will offer the necessary deterrent in connection with these violations. Viewing the newspapers you will note that courts have been quite severe with operators leaving the scene of accidents, ._ operators driving after their licenses are revoked, etc. Greater use has been made of drivers license records by the courts, in order that they might determine whether or not individual drivers have profited by previous experience in court. The newspapers, radio and television stations have carried on constantly in order to bring to the attention of people the causes ' of accidents,, the type of violations, etc. This medium of publicity has done an excellent job in attempting to impress the driving public with their responsibility. Recently one of the newspapers carried an article with respect to a "wolf pack patrol" as used in Indiana. Variations 'of this type of enforce- ment have been used by states and communities in the past, but to my knowledge it has never been referred to by this name. Enforcement agen- cies have, as a result of accident records, been able to concentrate their 26 efforts on high- frequency accident locations. Knowing that the number one location of accidents has been intersections, an active enforcement program has been carried on at such intersections having a high- accident frequency rate, for violation of stop signs and violation of stop - and- go 'signal s. All enforcement agencies have carried on a particularly active program in connection with the drinking driver. Chemical tests have been used with more frequency throughout Minnesota in the year 1952 than at anytime in previous years. Radio communication throughout the state generally has been expanded in order that the individual officer might have better information and might thereby do a better job of enforcing the lhW. Reference has been made" to schools for officers. Several years ago this group at a Governor's Safety Conference made a recommendation. that the Highway Patrol carry on traffic schools for officers of the smaller com- munities throughout the state. In cooperation with the FBI, the Highway Patrol has carried on schools each year. Approximately 392 local officers received short training courses in traffic law enforcement during the year 1952. , i In connection with juvenile drivers, probate courts have'instituted the plan of conferences on a county -wide basis for youthful drivers. More with respect to this phase of the enforcement program will be heard in another report to be made by Justice Thomas Gallagher. I In conclusion, it is our feeling, that there is need for, stricter law en- forcement in all of its phases from the standpoint of the officer, the pros- ecutor, and the court. If we as an enforcement group were to make any one recommendation, we believe the most important one would be that of the safety councils and' the public generally instituting, seeking, and gain- ing public support for the enforcement agencies. It is our belief'that the enforcement officer, the court, and the prosecutor need to have a good pub- lic understanding of their work and what they are attempting to do. It is -our belief that no group is in a better, position- to encourage, solicit, and gain such public support than is this group Which is composed of.1repre- sentatives of many of the safety councils throughout the State of Minnesota. The enforcement field of traffic safety needs public support in order that the individual officer might feel in his own mind that the majority of the people believe what he is doing is right and correct. We suggest that people in all walks of life become familiar with enforcement programs, the reason for enforcement and the need for it. We feel sure, then, that they will be in a position to offer "such public support, and thereby give the enforcement phase of traffic safety a great deal of help in a very difficult job. I 27 , REPORT OF COMMITTEE ON ENGINEERING J. E. P. Darrell, Traffic Engineer, Chairman At the Governor's conference a year ago, your engineering committee presented a rather detailed report on the status of -the state highway sys- tem, based on a somewhat comprehensive review of continuing studies be- ing maintained with respect to our roads and streets. Traffic safety, as well as the construction needs of the state's system, was emphasized, as were those factors which influenced the safety and welfare of the general public. Before reporting on progress made during the past year, the committee believes it well worth while to parenthetically make some observations on our current highway situation, state as well as national. Highways these days are good copy. Hardly a day goes by that one does not see one.or more phases of the highway problem mentioned in the daily press. Hardly a month goes by that at least one of the national magazines, either in edi- torial comment, by feature article or in national advertising, does not make reference to the increasing, traffic volumes, the increasing number of "over the road" trucks, the decreasing purchasing power of the highway dollar and the several other equally important parts that make up the whole road and street problem. Yet, acknowledging a serious highway problem, would it surprise you to find that this situation is not new really, that each generation has had its share of problems? Would it surprise you to know that Charles II of England in 1661 proclaimed that four -wheel vehicles on the road could carry 70 cwt in any one vehicle provided that when more than five horses were employed, they should be harnessed in pairs? And would it surprise you to learn that under the provisions of an act of 1740 weighing machines were put into operation on the main roads of England, but that heavy, overland stage coaches were exempted from provisions of the acts with regard to over- loaded weight? Did you know that MacAdam and Telford, during the first two decades of the nineteenth century, developed surfacing types (which still bear their name), in answer to England's load restriction problem? And about this same time, a century and a quarter ago, the National Gov- ernment was in the process of constructing the national pike between Cum- berland, West Virginia, and Vandalia, Illinois, and even then editorial com- ment in the papers of Ohio was extremely caustic as to the state of repair of sections already completed, but particularly of the slow progress being made on the sections under contract and those still on the drawing board. In 1826 a Congressional report writer was quite concerned about the con- dition of a section,which had been completed some 10 or 15 years before. "On the eastern side of the Great Savage Mountain," he said, "there cannot be found a handful of earth on the road for some distance, it being washed out by the filling up of culverts or drains, carrying' with it all the small stone on the surface." 28 And as if the problems of location, construction and maintenance did not cause enough headaches for those early road administrators, there were the additional problems of drunken driving, excessive speeds and vandalism. As early as 1837 the Zanesville, Ohio, editor severely criticized those who drove at high speeds. "The ,lives of citizens, but more particularly chil- dren," he wrote, "are frequently put in jeopardy by the imprudence of drivers of stages of both the mail and accommodation lines. They should be 'compelled to pass through our streets at all times moderately, but we fear that such will not be the case until the heavy hand of the law is laid upon some of them " The first highway accident involving a self - propelled vehicle, history tells us, killed five people at Paisley, Scotland, July 29,- 1845. Sabotage caused the boiler to explode on the steam carriage of Scott_ Russell. Along with the Federal Government, the states inaugurated their own program designed to open up avenues of overland transportation within their boundaries. As was the custom of the time, private capital and private enterprise were relied upon to finance roads. As a consequence, by the 1820's some 121/2 million dollars had been invested in'turnpikes authorized by charters to over 300 toll companies. In Pennsylvania by 1838 there were about 2,500 miles of toll roads or turnpikes representing an invest- ment of 37 million dollars. To bring up -to -date our historical panorama, one of the regional,award winners in- General Motors recent essay contest said, "To those of us who took part in the movement to promote better roads beginning back in 1913, the traffic crisis of '53 seems strangely familiar. Today's problem is basi- cally the .same. It may seem more complicated,, but I believe it is, really much simpler. And the same technique that brought success then will work today. That technique is publicity. When the American people understand a problem and are shown a sensible solution, they see that something gets done about it." As the committee sees the picture, each generation has had its road problems, and while our present situation is critical, we believe we can take some comfort from the fact that previous generations have solved, dur- ing their time, problems relatively as serious as ours. If impatience is the word of the day, three centuries of past experience shows that progress most often moves at a pedestrian pace. But even so, it is progress. II Progress has been made toward correcting some of the deficiencies which we know exist on the Minnesota transportation system. It was pointed out last year that these deficiencies were greater than could be corrected in a single year. Even under the most favorable circumstances, several years of much larger than, present construction expenditures will be re- quired to quickly modernize our- highway system. Toward this end,' it is encouraging to find that increasingly larger sums are being spent upon road and street improvements within the state. Total highway receipts of all Minnesota governmental units in 1951 amounted to more than 134 million 29 dollars, including over 10 million dollars of new borrowings. This repre- sents an increase of nearly 12 million dollars or 10 per cent over 1950 receipts. And the 1952 revenue should show a similar increase over 1951. Of this, the State Highway Department, during the past three years, has contracted upwards of 30 million dollars annually on a construction pro- gram designed to correct deficient sections of highways. Before reviewing actual accomplishment, it may be well to point out here at least two reasons why Minnesota is -in a position _ to put a sub- stantial part of its trunk highway income into construction. First, we have no bonded indebtedness having made, in 1952, the, last payment on prin- cipal and interest on bonds that were outstanding. Second, because of an almost prophetic policy adopted,as early as 1930, we, in Minnesota, spent our bond issue money in accordance with an alignment policy which re- stricted maximum curvature to 5° or about 1,000 ft. radius curves, and, for the most part, we built so- called railroad- grades. From.the broad view- point, we are -in a position to build divided roadways as traffic grows simply by constructing the second roadway adjacent to that which -has been in use for some 20 years. Our future concern, with a substantial number .of miles, then, will be acquiring sufficient widths of right -of -way to construct the second roadway, and resurfacing presently adequate pavements as they become rough in the process of wearing out under the stress of increased traffic loads. In this respect your committee believes that Minnesota holds a unique position among the several states in the nation. III. Returning to our report on progress made during the last year, the committee is happy to report progress in each of the following activities: Safety Signalsinstalled--- .................................... ..... °......................... 39 _ Sign installations or replacements ordered by Traffic & Safety................................................. ............................... 1,750 Sign replacements, routine operation ... :.............................. 18,200 Signschools held--- .................................... ............................... 3 Regulation Speed zones established, rural and urban ............................ 320 miles Rezoning.... ...........................•... .......... ............................... 51 miles Surveys for advisory safe speeds........... 430 miles "No passing" zones established ............. ............................... 346 miles Education Speed checks at specified locations ............... .........................60,000 vehicles Consultation on municipal traffic problems .......................... 870 meetings 30 Construction Item 1952 1953* (Miles) (Miles) Grading, single roadway ....... ....... .................. ...... 362 175 Grading, 4 -lane divided roadway ........................ 28 18 Paving, single roadway ......... ............................... 70 98 Paving, 4 -lane divided.. ............................ ........... 10 20 Paving, 4 -lane undivided ....................................... 3 1 Median strips, concrete ......... ............:................. 8 2 Widen concrete pavements ... ............................... 43 56 Widen 2 -lanes of converted 4- lane .................... 19 ..._ *Through the August 14, 1953, letting. A review of this tabular report . is some indication of the activities undertaken to effect the safety and regulation of highways to better facili- tate traffic movement and ease of operation. But, in addition, emphasis has been placed on education which is, to a large, extent, research iw terms of d . spee checks and traffic investigations which include traffic volumes, turn- ing movements and parking surveys, together with consultation on munici- pal traffic problems. Finally, progress is being made in modernizing our trunk highways by the construction of both single and divided roadways, and by the continuing widening program of old, obsolete concrete pavements. Of particular interest, three sign schools were field for all district main- tenance personnel with signing responsibilities, these schools being attended by district engineers, district maintenance engineers, and 32 regular sign - men of the maintenance districts. In addition, central office officials and county signmen or engineers also attended at least one of the schools. Broadly speaking, all of these activities are directed toward a more effective use of , Minnesota's transportation system, and it might be said that they are directed toward safety on the highways. A natural question which some might ask is: How does Minnesota compare nationally in motor vehicle fatalities? The national trend of fatalities in terms of miles driven is and has been downward for some years. Minnesota is consistently under the average national rate for fatalities per 100 million vehicle miles of travel. Nationally, Minnesota is consistently within the safest 10 states. On the basis of fatalities per 100 million miles driven, only Maine, New Hampshire, Vermont, Massachusetts, Rhode Island and Connecticut, which make up the congested New England states, and New Jersey, among the Atlantic seaboard states, rated lower than ' Minnesota in 1952. Iowa and Minnesota had an identical rate of 5.2 fatalities per 100 million vehicle miles. The average rate for all states was 7.3. Moreover, on the basis of population, Minnesota was one of 12 states below 20 fatalities per 100,000 of population. These statistics of the National Safety Council show that Minnesota is making definite progress in our road safety program. 31 iI But all the progress which we have to report has not been made on trunk highways alone. The committee is happy to report that much has been done on county roads and city streets. Safety Working cooperatively with the Traffic and Safety Division of the State Highway Department, several counties have undertaken rather comprehen- sive signing programs. In most cases, such signs are reflectorized. The marking of hazardous locations (narrow bridges, dead -end roads, sharp curves, etc.) has progressed in several counties, and advisory speed signs are now -in use in quite a few of the counties. Although many of our coun- ties are actively engaged in signing and speed zoning, St. Louis, Ramsey, Kandiyohi, Olmsted, and Dakota counties have made great strides in this direction. This cooperative program is relatively new and although limited budgets have prevented needed,activity in many of the counties, your com- mittee.believes that as the program becomes better known, and as the bene ficial effect becomes better recognized, these phases of county road adminis- tration will be greatly accelerated. Construction - The counties; too, have made great strides in construction since.1946. Post - war - construction as of July 1, 1953, totaled 2,355 miles of all types of roads. The 1953 -54 program includes eight million cubic yards of excava- tion, together with approximately 400 miles of high -type surfacing. This is equivalent. to the distance from Grand Marais to Winona. Additionally, -125 miles of seal coat on bituminous roads is included. Up to the present time high -type bituminous surfaces have been placed upon 600 miles of Federal Aid Secondary roads. All roads under the Fed- eral Aid Secondary program are designed with up -to -date curvature, grade and sight distances. Your committee is happy that it can report such progress, and it would like to reiterate a statement made earlier, that "if patience is the word of the day, our past experience shows that "progress most often moves at a pedestrian pace. But even so, it is progress." REPORT OF SPECIAL COMMITTEE ON JUVENILE TRAFFIC OFFENSES Thomas F. Gallagher, Justice of the Supreme Court, Chairman THIS REPORT, IN SUBSTANCE, WILL OUTLINE PRES.: ENT STATUTORY PROVISIONS WITH REFERENCE TO JUVENILE TRAFFIC OFFENDERS, WITH SOME CRITI- CISMS WITH REFERENCE THERETO;. WITH SUGGES- TIONS AS TO IMPROVEMENTS WHICH MIGHT BE INAUGURATED THEREUNDER, AND AS TO AN- EDU- 32 CATIO_NAL PROGRAM DESIGNED TO MAKE JUVENILES MORE CONSCIOUS OF THEIR RESPONSIBILITIES WITH REFERENCE TO TRAFFIC RULES AND REGULATIONS. 1. Jurisdiction. Under M.S.A. 260.02, in counties over 100,000 the district courts thereof are "authorized to handle cases relating to juvenile- traffic offenders. Under the same statute in other counties the probate courts are empowered to handle such cases. Under M.S.A. 260.22, a judge of the municipal court or a justice of the _peace to whom a traffic case involving a person under eighteen years of .age is submitted, is required to certify such case to the Probate Court of the county. It appears from the foregoing statutory provisions that a municipal ` judge or justice of -the peace has no power to impose sentence or inflict a penalty in traffic cases involving juveniles under the age of eighteen. See opinion of the Attorney General 1934, page 704. It has been reported that notwithstanding these strict statutory re- quirements with reference to jurisdiction of juvenile traffic offenses that some of our municipal - courts and justices of the peace continue to handle such cases to a large extent. It has also been reported that some of the judges of the probate courts have expressed the preference that such cases be handled by municipal courts or justices of the peace.. It appears to be -the consensus of opinion amongst the majority of the probate judges that they should retain juris- diction of this type of case, and that they can handle them with greater beneficial effect to the juvenile involved as well as to the public, generally.,, It is their contention that the imposition of a fine upon 'a juvenile traffic offender involves no penalty insofar as he is concerned in that such fines are ordinarily paid by the parents of the offender. 2. Initiation of Proceedings. Proceedings involving juvenile traffic offenders may be instituted in the juvenile courts of the state as above de- fined, either by the filing of a certificate of transfer from the municipal court, or justice, of the peace under M.S.A. 260.22, or by the filing of a written petition as provided for under M.S.A.-260.07. In the great majority of such cases it appears that the certificate of transfer from the municipal court or justice of the peace initiates the proceedings. It has been suggested by Mr. Howard R. Hush, Chief Probation Officer of the Hennepin County Juvenile Court, that an additional method for initi- ating such proceedings be adopted. It is his suggestion that the arresting officer, upon ascertaining that a traffic offender is under eighteen years of age, give such offender a traffic ticket and forthwith mail a copy of such ticket to the juvenile judge of the county; that there be written on such copy a brief statement of the facts surrounding the arrest, including the make of car, the time, the date, the number of passengers, the attitude of the driver, and such other details as would permit the judge a full under- standing of the offense. This would eliminate further responsibility on the _part of the arresting officer unless he was subsequently advised by the judge that the charge was denied and his sworn testimony would be required. 11 On receipt of the copy of the traffic ticket, the judge of the juvenile court would set the matter for hearing upon the ticket without the necessity of a formal petition; notify the offender and his parents or guardian, by mail, to appear at the appointed time; and after hearing recommend such suspension of the offender's driver's license as would seem appropriate. He would then pick up such driver's license, attach it to his report and for- ward both to the Commissioner of Highways as required by law. A carbon copy of the ticket, together with a statement as to the disposition of the case, would be forwarded to the arresting officer. It is also Mr. Hush's suggestion that if a case involving a juvenile traffic offender be initiated by certificate of transfer from a municipal court or justice of the peace, the procedure therein be the same as that outlined. In making this recommendation, it is his belief that the procedure thus simplified would overcome most of the objections of the arresting officers that the present system is cumbersome and expensive. 3. Venue. Under M.S.A. 260.02, it is provided that the district and probate courts have jurisdiction in delinquency cases over persons resident or found within their respective territorial limits. By virtue . of M.S.A. 260.22 (2), the judge of the juvenile court" to whom a case involving a juvenile offender is submitted, may transfer it to the county in which the juvenile resides for the convenience of witnesses or in the interest of the juvenile. It would appear therefrom that the matter of transferring a case to the home county of a juvenile offender lies within the discretion of the juvenile judge of the county in which "the offense is committed. It is .the opinion of the committee that except. in traffic offenses involving serious injuries, death, or substantial property damage, the juvenile, as a matter of right, should have his case heard in the county of his residence. 4. Process. Under M.S.A. 260.08, upon the filing of a petition involv- ing a juvenile offender the probate judge is empowered to issue summons to the offender and to his parent or guardian requiring them to appear in connection with the proceedings not less than twenty -four hours after serv- ice of such summons. The place of hearing, at the court's discretion may be at the county seat, or in any city or village in the county which the judge may designate. Jurisdiction is conferred if service is made at any time before the day fixed for hearing, provided, however, that upon request the court shall not proceed with the hearing earlier than the second day after service. Provision is made for notification of .the institution of the pro- ceedings to the parents of the child if the child is not living with them. The judge may appoint a suitable person to act-on behalf of the child. Except in counties containing a city of the first class, where a petition is presented by a person other than a representative of the Division of Social Welfare or County Welfare Board, notice shall be given to the latter. Failure to appear in response to such summons or notice may result in contempt proceedings. There is further provision for the issuance of a warrant where it is determined that service of summons would be ineffec- tual, or that the interests of the child require that he be brought forthwith into the custody of the court. In counties of less than 150,000 population, 84 the county attorney shall appear for the petitioner. The juvenile shall have the right to appear and be represented by counsel. if desired. 5. Procedure. Under present statutes the procedure may be formal with counsel appearing for the parties. In the great majority of cases in- volving juvenile traffic offenses, however, the procedure is informal. In counties over 100,000 the matter is referred to the probation officer. The procedure which is then followed is much the same in the three largest counties of the state. It has been admirably outlined by Mr. Hush, Proba- tion Officer of Hennepin County, as follows: Traffic Safety -and the Juvenile Persons under the age of eighteen are termed juveniles, and are sub- ject to measures of treatment and correction in juvenile court- when they offend against the law. Traffic violators are looked upon somewhat dif- ferently than those ordinarily termed larceny. and the more serious offenses, and in Hennepin County all such cases are heard informally by the Chief Probation Officer as referee. Denial of the traffic charge would, of course, necessitate referring the case to the juvenile court proper for trial. 1,752 juvenile traffic cases were heard and disposed of during 1952. Hearings are arranged so that ten or twelve boys (there is an occa- sional girl) appear with one or both parents at a given hour, and are di- rected into the private office of the Chief Probation Officer or to the con- ference room of the department. The boys sit at the large table, and par- ents- in the outer row of chairs. No preliminary investigation is made in these matters, and the only facts known are those stated on the traffic tag issued by the police or sheriff or justice or the highway patrol officer, plus a short paragraph describing the particulars of the violation, the time and any facts which enable a clear understanding as to what took place. Inquiry is first made of the boy's age and birthday, his school and grade or his employment, and as to which parent is present. No hearing is undertaken without at least one parent being present. A statement is made as to the nature of the hearing, and parents are informed that it is hoped all good purposes will be served by this friendly type of hearing, and that the boy may be saved the disadvantage of a formal appearance in court and the memory of that sort of an experience. They are informed that these matters are heard without the investigation which would ordinarily be made of a child who is alleged to be delinquent and who is coming,into juvenile court; and that it is assumed at the outset, the boys are the decent, clean minded, fine boys they look to, be —and that the matter under consideration was a mistake, which could happen to any of us humans, and something which should not have to reflect upon the character of the boy. With this comforting statement and release of ten- sion, the case of each boy is taken up in turn. The offense is read, the boy's admission of the facts.declared, the parent's acquiescence noted, and then the boy explains how it happened. Circumstances of the' offense, others present in the car, where from or whence. bound are disclosed. Parents express their version, their surprise or disappointment. The- Chief. Proba- tion Officer points out the dangers of carelessness, the duty of every driver 36 i to keep his mind on his driving and not permit conversation or girl friend or anything else to .distract his attention from his one important job of driving safely, lawfully and carefully. Each boy has the benefit of appro- priate remarks made in the other ten or so cases as well as those directed to him, and at least has the opportunity of being impressed with the im- portance of' respecting the rights and property of others, of practicing courtesy and the Golden Rule, and with the importance of obeying the law and doing what is right, even in little things. There is no favoritism shown, nor is there any such thing as a "fix." Since fines cannot be imposed upon juveniles, and since it is rarely neces- sary to place a traffic violator on regular or informal probation, disposition of all cases is made in accordance with a schedule for varying periods of suspension of driver's license. A single failure to obey a stop sign or a sema- phore or to produce a driver's license, and the like, calls for 15 -days' sus- pension. Also speeding, if under 35 miles an hour. Speeding 35 to 40 miles is 30 days; 40 to 45 miles 45 days; higher speeds taking longer suspensions. Careless driving calls for suspension of 45 days with 30 days added if racing or other serious hazard was involved: A boy who drives during suspension is referred to the court. A previous tag or court appearance within the past year steps up the suspension 15 days; a previous tag in six months adds 30 days. The resulting suspension is then recommended to the State Commissioner of Highways as a part of the required report, and the boy's driver's license attached to this report. It is significant that parents are very appreciative of this type of hear- ing and that the boys themselves seem to profit to the extent that rarely does a boy offend a second time. (Only one boy in ten gets a second tag within a year.) He knows exactly what would result if he should get an- other tag and he is constrained to keep a closer check upon his attitude of mind and upon his duties as a safe driver and good citizen. It is apparent that an occasional traffic - violation, relatively trivial as it may seem, is simply one expression of a general state of carelessness, a state of mind which is certain to get a lad into serious trouble later on, if it goes uncorrected. If correction can be applied at this early stage, it may have the effect of warding off something much more serious later on. Howard R. Hush Chief Probation Officer Referee in charge of juvenile traffic violations. May 7, 1953. Judge Victor H. Johnson, Judge of the District'Court of St. Louis County assigned to juvenile court there, reports that in St. Louis County a first offender does not actually come before the court unless the matter involves driving under the influence of liquor; driving while driver's license is sus- pended; or offenses resulting in death, serious personal injury or substan tial,property damage; that the procedure now followed is extremely sat- isfactory and he would oppose any attempt to change the system to any substantial extent. 86 In counties of less than 100,000 population, there is some difficulty in, following the procedure adopted in the three largest counties. Judge Philip Anderson, Probate Judge of Polk County, reported that a lack of personnel prevents the adoption of such a system. For example, one probation officer operating under the Youth Conservation Commission serves ten counties. It is obvious that he is not readily available for all traffic cases which arise in such counties. Present procedure is similar to that adopted in the large counties, except that the judge, rather than a referee or probation officer, hears the cases. Thus, when a matter has been referred to his court, the offender is notified by letter to appear without formal summons and in the great majority of cases comes in without further notification. The parents also are then notified to appear. The offender and one or both of his par- ents must be present at the hearing. The matter is then presented' infor- mally. The offense is explained to his parent and, the offender is lectured as to his responsibilities under the traffic laws of the state. The penalty inflicted ordinarily is recommendation to the Highway Commissioner of suspension of the driver's license for a specified period. Judge Anderson is of the opinion that it would be advisable to have a .uniform system of suspensions to be followed by all counties throughout I the state. 6. Record. M.S.A. 260.06 provides that a probate judge sitting -in juvenile court shall enter in a-book, minutes of the proceedings in each case. He must record there such facts as he deems proper and necessary, and all orders, decrees and judgments. M.S.A. 260.24 provides that he keep hearings -and records in proceedings private and safe from indiscriminate public inspection. It is felt that the foregoing statute is adequate to protect first offenders from the harm which might follow unfavorable publicity in connection with their respective offenses. It has been suggested by N. S. Chanak, Hibbing, M that where suspension of driver's license has been' ordered, publicity thereon in the local press would aid in the enforcement of the suspension. . 7. Penalties. Under M.S.A. 260.01, a delinquent child is one who vio- lates a law or, any city or village ordinance. The violation of a state traffic law or city traffic ordinance, hence, constitutes delinquency subjecting the offender to the jurisdiction of the juvenile court. M.S.A. 260.21 provides that an adjudication of delinquency shall in no case be deemed a conviction of crime. This section makes provision for prosecution by the county attorney in the more serious cases, involving juveniles.' It is rarely applied in cases involving traffic offenses. M.S.A. 260.16 gives the probate court power to appoint the director of social welfare; any institution incorporated for the care of delinquent children; or any suitable city, county or state institution to be the guardian of a juvenile found delinquent. By implica- tion it would seem that such provision empowers the juvenile court to restrain the person of such delinquent in the custody of a guardian thus appointed. E By virtue of M.S.A. 171.16 and 171.17, the juvenile court does not appear to have power to suspenda driver's license. It can; however, recom- 87 mend such suspension to the Commissioner of Highways. (See the opinion of the Attorney General No. 306 -B -6, July 14, 1952.) - There is a difference of opinion amongst members of the committee as to the,most effective penalty which may be imposed upon a juvenile, traffic offender. It is the thought of the probate judges-thereon that'the suspen- sion of driver's license is the most effective penalty. On the other hand, a number of law enforcement officials serving upon the committee' are of the opinion that the imposition of a fine or other penalty by regular, traffic court would be more effective. The judges argue that since the fine would not be paid by the juvenile involved the lesson would be of little value; that a juvenile takes great pride in ownership and possession of a driver's license; and that, hence, its suspension constitutes a real punishment to him. Supporters of the "fine penalty" argue that suspension of driver's license in many cases is ineffective because the offenders immediately oper- ate the motor vehicle without it and only a limited number of them in such cases can be apprehended. They state frankly_ that the number of law en- forcement officials is not sufficient to adequately enforce suspension penalties.. Several supporters of the suspension penalty have suggested how the suspension penalty might be more adequately enforced. Among the sug- gestions made has been one, that a law be passed giving the juvenile court judge discretionary power to require the delivery of the automobile license plates where an offender continues to drive after his driver's license has been suspended. They further suggest _that stricter penalties be, provided for insofar as the parents of such offending juveniles are concerned; that if it is the" parent's motor vehicle which the juvenile is using after his li- cense has been suspended that the license plates thereof be delivered to the custody of the juvenile court. It is their further suggestion that M.S.A. 260.27, which defines as a misdemeanor a parent's contribution to the delin- quency of a minor be strengthened and more frequently applied. M.S.A. 260.28 gives the juvenile court jurisdiction over the parents in such circum- stances in counties over 33,000. 8. Education. There is a strong belief among the juvenile judges that the only adequate solution to the problem of juvenile traffic offenders is through education. Judge Vincent Hollaren of the Probate Court of Nobles County has submitted to, the committee an outline of a plan for Teen -Age Traffic Conferences with this objective in view. It was carried out in _the high school at Worthington under the direction of Judge Hollaren with great success. It is as follows: - TEEN -AGE TRAFFIC CONFERENCE (Worthington, Feb. 23, 1953, Jaycees sponsoring with the Juvenile Court and High School) , How to Begin The juvenile court judge and community sponsoring group (Jaycees in Worthington) should invite to the Teen -Age Traffic Conference six dele- gates from each high school of the county. Two officers of the sophomore, junior and senior classes, or selected representatives of those classes. (Same number.) (48 out of 8 schools at this one.) 38 In the larger cities this could be altered to meet the situation— perhaps use the student councils of each school rather than the class officers. You should begin about 9:00 a.m. with registration and listing of names, school, by your sponsoring group. Start the program at 10 a.m. at the•, latest. - The Program 1. Highway Patrol representative tells the students of the number of . accidents on the highways involving youth; the nature of the accidents and the many deaths and disfigurements of youth he has witnessed. It would be well to have a few horror - pictures, enlarged and displayed —local if pos- sible. However, the approach is not a lecture or scolding, but tell the story simply and objectively as-possible. 2. -An insurance man gave the facts about insurance rates when any- one under 25 got behind the -wheel of the family car. The percentage ratio being an 81 %.difference in 1952, as opposed to a 37.6 difference in 1951. Or now a $22.70 policy would cost $41.20 if anyone under. 25 drives 'the same car. - 3. The juvenile judge tells of the difference between a traffic court method of paying a fine, being treated as an adult —and the juvenile court method of informally suspending_the driver's license for a period of time, from two weeks to two or more months, depending upon offense: Or a six -month suspension for repeats; more for serious offenses. Also, tell of laws proposed to change age from 15 to 17; or the hanging of a red tag on a car if minor is allowed to drive it, etc. 4. Driver's training instructor or examiner outlines drivers training course for schools. 5. Between the talks —allow for questions 'and then show the film "A Day in Court" which is a very fine safety film and very worthwhile, excellent. (Dan Dugan Oil Transport, public relations, showed it for us.) The Panels The above program must close by 11:45 a.m. to -allow for a break before lunch. We had the 48 delegates lunch at tables of eight, that is six " panels with each having eight, or one from each of the eight high schools at, each table, thus assuring a heterogeneous group., By lunching together as a panel, they warmed up.and were ready for the panel solutions. After the lunch, but at the same table, we gave each panel a ' student folder, bright red, with loose -leaf sheets therein — punched and held by fasteners. And we submitted s, list of questions, numbered, which each panel was to answer or solve down the line. Each panel chose its secretary who read the questions aloud to panel members and called for discussion. Then the secretary took down the final or resolved solution of that panel, so on to the next question. 89: It was felt more could be accomplished by posing questions rather than leaving` the panel without a method of approach: But the panels were not in any other manner directed. The panels completed their solutions about 3 p.m. We took the six secretaries to another room, one adult read the questions aloud, and one . of us acted as CONCLUSION secretary. Each secretary told from her notes what the panel had concluded on a particular question. Then, by agreement, we put down the MASTER SOLUTION. Many blended, but 'if one had a new and additional idea, it was added. Some panels were more complete than others, had more answers, but there were no - direct oppositions. While this MASTER SHEET was being prepared, a second film was shown to the other delegates. Then we reported back to the main body their MASTER CONCLUSIONS. Questions to Be Re_solved (On a 11x81/4 sheet to fit panel folder) 1. Do you believe that changing the age requirement from 15 to 17 for . drivers license would help solve the juvenile traffic problem?- 2. (a) Do you believe youth's actions on the road are a result of laxity in discipline in the home, and' in the schools? (b) Do you believe that our bad manners on the road are a reflection of our personalities? That is, a well mannered person is apt to drive correctly and the ill-mannered. person is apt to be a road hog, etc., on 'the road? 3. Is intoxicating liquors, or beer drinking, a major item of contribution to youth's traffic problem ? 4. Do you feel that driver's training_ schools are beneficial? (a) What could be added to make them more effective? (b) Does youth accept the skills taught them at such schools, but .not the responsibility that goes with a driver's license? 5. Punishment for offenses: (a) Should juvenile traffic offenders be turned over to a traffic court for payment of fine, and thus treated as an adult? (b) Or should their case be retained in the juvenile court, with their driver's license suspended - (informally) for a period, "of time, dependent upon the offense? And for repeaters a six months' suspension added, and for serious repeats a re- examination by, Drivers License examiner before receiving back the suspended license? The whole theory being one of education toward better driving. 6. The average boy or girl would resist, outside of a car, any attempt to disfigure their face or cripple their limbs. What brings about the change when they get inside of a car, and deliberately expose themselves to death, disfigurement, or crippled life, by playing "tag" and "chicken- games"? 40 What Program 7. WHAT PROGRAM CAN ' YOU, AS AN AVERAGE YOUTH IN AN AVERAGE COMMUNITY, PRODUCE WHICH WILL HELP -SOLVE THIS . PROBLEM OF YOUTH IN TRAFFIC ACCIDENTS, AND WHICH PROGRAM WILL BE GIVEN FULL CO- OPERATION BY YOUTH AND FULL PARTICIPATION BY YOUTH? Master Solutions Composite Conclusions to the Questions reached by Worthington Conference Feb. 23 1. The Teen -Age Traffic Conference delegates (48 in number) felt that changing the age requirement for a driver's license from .15 to 17 years - would not help solve the juvenile traffic problem. They felt that a boy or girl was more receptive to instructions and parental control at the age of 15 than they were at 17. And that they would have been trained ` by the time they reached the age of 17,when youth has more incidence of accidents. They also felt that. in rural areas, it was impractical to stop those youths driving on farms, and to school, under 17 because it is necessary for them to drive. It would result in more violations, rather than benefit. 2. They.felt that good home training did help reflect good driving; but that adults were also guilty of very bad manners on. the road and often bragged about the high speed they attained on the road. Their general_ conclusion was that well- adjusted and well- mannered people usually were well behaved drivers, yet a few felt that when a person gets behind the ,,wheel often his personality changed. 3. The panels felt that liquor, or beer drinking, did offer a major contri- bution to juveniles in traffic accidents. "Drinking inspires showing off. After, they have, taken a couple of drinks, they believe they are better drivers than anyone else, and lose their judgment." They felt liquor was j. being sold to youthful drivers over the State of Minnesota, and -claimed to know it for a fact. "Liquor changed the whole personality — and you forget all you have learned in good manners and good driving." 4. In Nobles County, only Worthington had Drivers Training instructions. All felt, however, it should be in all schools and' that a•law ought to be . passed requiring everyone to take it. "It should be compulsory." They felt. the "manual- behind- the - wheel" lessons were most beneficial. Also, I that if it were in all schools, "contests in safety and good driving could be held in competition with one another." They were frank to admit good skill did not necessarily mean you ac- cepted the responsibility of a driver's license. "It had to grow with you and you gained responsibility as you learned more about good, road driving." 5. Not any of -the panels favored being sent to traffic courts, to pay a fine. They felt the rich boy or "easy- money" .boys would show off and pay a 41. fine and go right out and do it over again without learning respect for the law. Or their parents would pay the fine and "crab" the law "as most adults do now," They felt juvenile traffic offenders should be retained in juvenile court . and punished by informal suspension of the driver's license, fora period of time dependent upon offense. Repeaters of serious offenses, a six months' suspension, also, should be made to be re- examined by Drivers License Examiner and' passed, before receiving back the suspended li- cense. "The punishment must be a part of the education to better driving." 6. The gang - spirit inside a car seemed to take over. and you risked your neck in a manner you would not outside of a car. Each one thought he would be the lucky one and escape injury, and still get the "thrill" of the game. Felt it was "not excuse for crazy driving," however. The Program That a Safety Council or Auto Driver's Club be formed in each school by the 'students, with some help from a community sponsor. to get certain program materials. That the members of the club should "self- discipline" the members guilty of poor driving habits. That this club should carry on an educational program. "Members would try to talk sense to reckless driv- ers • of the club." There should be a regular program of safety type or instructive type, as part of social classes, too. There should be compulsory Drivers Training Instruction in each school for all youth. There could be contests between schools, (a) best drivers, (b) best work accomplished along safety and educational lines. _ That there should be a semi - annual (one fall, one spring) TEEN -AGE TRAFFIC CONFERENCE OF ALL THE HIGH SCHOOLS, such as the one held February 23, 1953, at Worthington, and there talk over county plans and methods and get new ideas to bring back to the local school Club or Council. There was also added the idea that delegates could be sent from each county to a STATE TEEN -AGE- TRAFFIC CONFERENCE, under a big sponsor for this event, with these features expressed: a. Educational programs; safety ideas. b. Contest Finals in Safety, week for a. County, Essay and /or driving or both. c. Plans for next season's work in School Auto Councils or Clubs. It was felt that by this concentrated effort 'the rate of traffic accidents involving minors could be cut down. That iti would save youthful lives, di- minish serious injuries, and cut down insurance rates. 42 14 That a state -wide conference -could bring about state -wide Driver's Training School instructions in EVERY SCHOOL; which would in the long run benefit tax payers and parents and save not only lives and limbs, but the pocket book. . Note After viewing and listening to the young delegates take hold of this problem of youth in traffic accidents, I felt that the correct solution must come from youth and not by any "gag- laws" which would result in more arrests, but less safety. - We have a number of state contests which are meaningless. But a traffic conference of county and state nature would greatly benefit a_very urgent and difficult problem and perhaps hasten its solution. And it is far more beneficial to all parents than many such contests being tossed about this state today. The prime worry of most parents is what will happen when John or Mary get behind the wheel, or are out with other youths upon the highway. I do not know of another item that gathers such a peak interest, and pitch of worry, as the fear of parents that their child may become involved in a traffic accident. Therefore,- I suggest that it take priority over all other state contests or conferences and that we adults get busy to bring about this program in every county and prepare for a STATE TEEN -AGE TRAF- FIC ,CONFERENCE, to give stimulus to the local programs. I do not know of any more sincere, more beneficial, more urgent juve- nile work we adults could be occupied in within each community for the year of 1953 than this ' JUVENILE TRAFFIC PROGRAM. We should seek a safe and sane solution —with full cooperation and participation on the part of youth in its solution. Let's join,forces with youth in the solution of their problem. Let us show them that we are ready and willing to help —and not just cry and talk, as we adults are wont-to do=and that we will give every support to their local program. Judge Vincent Hollaren, President Minnesota Juvenile Court Judges 'Association. In conjunction, with the educational phase of this question, it can be said that the Department of Education for the State of Minnesota reports that j an increasing number of high-schools are introducing safe driving classes as part of the regular curriculum and required of all students. In the City ' of Minneapolis safe driving classes have been established in all of the junior high schools. I£ seems likely that with the steady increase in ,the number of schools establishing'such courses, the number of cases involving juvenile t traffic offenses will decrease substantially in the years to come. Recommendations 1. The present juvenile courts should undertake to promulgate rules ,de- signed to achieve uniformity on a' state -wide basis as to matters of 43 jurisdictional venue, process, procedure, and penalties and their enforce- ment; and to simplify the hearing and disposition of cases ,involving juvenile traffic offenders, and to make effective the penalties imposed therein. " 2. Legislation should, be enacted empowering juvenile courts, in their dis- cretion, to require surrender of automobile license plates in cases in- volving repeated offenders, where it can be fairly ascertained that the owner of the automobile is aware that the driver thereof is operating it in violation'of a suspension penalty. 3. Close co- operation between juvenile courts and law enforcement officials should be sought. The arresting officer should be fully advised as to the disposition of cases in which he made the arrests. Mailing of a car- bon copy of the traffic ticket to the juvenile court should relieve the arresting officer-of responsibility except in cases involving offenses of such a nature that custody of the offender should be retained by proper officials; or where the charge is denied and testimony may subsequently be required. 4. A state -wide survey of the present juvenile courts should be made, showing by county the number of cases involving juvenile traffic of- fenses heard each year therein; the general nature of the offenses; the penalties imposed; and the number of offenders, appearing for more than one offense. 5. The present juvenile courts (Probate) in counties less than 100,000 are required by M.S.A. 260.22 to handle juvenile traffic offenses. Under this law the practice followed by some of such courts, 'of returning such j cases to the Municipal or Justice Court should•be discontinued. 6. Provision should be made for more effective penalties -where repeated,. offenses have been committed; or where suspension penalties have been ignored or violated by the offenders: 7. It should be ascertained whether publicatign in the press of the county where a juvenile court has imposed .a suspension penalty, of notice of such penalty including the name of the offender, would aid materially in the-enforcement thereof, and, if so, whether such plan should be followed. 8. Safe driving courses should be instituted in all junior high schools and /or'high schools throughout the state, and all students encouraged to participate therein. 9. The Teen -Age Traffic Conference plan should be, extended throughout the state with the aid and co- operation of public- spirited private, social and civic organizations, as most effective means of insuring that juve- niles undertake their full responsibility in the observation and enforce- ment of traffic laws and ordinances. 10. Incases where it appears that the parents of a juvenile traffic offender have contributed to the delinquency of such ;juvenile by authorizing his use of a family or other car owned by such parents while his driver's 44 license is suspended, the provisions of M.S.A. 260.27 be made effective against' such parents. 11. The Committee commends those automobile liability insurance under- writers that have given credit, by. reduced insurance rates for such insur- ance, to those - persons that have completed the standard safe driving course approved by the State Department of ' Education. i NATIONAL SAFETY COUNCIL CHICAGO Office of the President August 13, 1953 TO ALL MEMBERS OF THE COUNCIL: President Eisenhower today signed a bill passed by Congress which grants a federal charter to the National Safety Council. The granting of the charter is the culmination of an effort begun by our Board of Directors in 1944.. The Council is one of a very limited number of public service organizations which have received such recognition. I. know you are interested in what the new charter means to us. It will, in the judgment of your Directors and Trustees, increase enormously the Council's ability to mobilize public support for a more effective national safety program. -The Congress and the President, through passage and sign- ing of this bill, -have signified their belief in the -fundamental importance of safety and their confidence in the continuing ability of the Council to give effective leadership to the movement. The.new charter will not, on the other hand, change the organizational plan of the Council. Control will remain in the hands of the Directors and Trustees, operating under the - provisions of the Constitution and By -Laws. No federal appropriations are provided, and no changes are made 'in mem- bership services or dues arrangements. Legally, the transition will involve transfer of the Council's assets, as an Illinois corporation, to the newly authorized federal corporation. Membership action on this point will be requested in due time. Formal presentation of the federal charter will occur at a ceremony to be held during the National Congress in October. In behalf of the Directors and Trustees I call upon each of you for a renewed devotion to the prin- ciples of safety, so that this well- deserved' recognition of the Council by the United States Government may be a stepping -stone to ever greater achievements, in terms -of lives saved and accidents prevented. Sincerely yours, (s) NED H. DEARBORN . Ned H. Dearborn President. 45 r �= September 14, 19540; mr. s J. Mc,Cubrey, State Highway: Dept., 1246 University Avenue, 1 St. ,Pawl, `Minhasot`a. Dear Sirs Enclosed .please find•four - copies of the Request for Wateipiain construction in the proposed service drive area ,on . the East side ,of the State, Highway #100 (Nor mandals Road). ` We would appreciate your notifying, us of,a permanent grade established for the service drive in this area and 'would appreciate your reviewing the plans and.,_iiotifying . us of your recommenda4.ions as soon ,ae possible. _ Yours very truly, Joseph Man, Assistant Engineer. JZsB Encl. 1 • • i o M. J. HOFFMANN C. ELM R ANDERSON COMMISSIONER OF HIGHWAYS OVERN OR 1246 UNIVERSITY AVENUE,SAINT PAUL June 150 .1954 FROM: U. J. Hoffmann Commissioner of Higlwmys TO: All City and Village Clerks for Att. Mayors and Councils 1LIE-- O O. L.KIPP ASSISTANT CO MMI SBION ER CHIEF ENGIN EER 4 MINNESOTA SUBJECT: Lairs Prohibiting Use of Trunk Highways for Local Celebrations, Dear Sirs? Due to the fact thatt changes occur from year to year in the personnel of governing bodies and law enforcement authorities in cities and villages, it per becomes necessary to restate the provisions of state laws governing the use.-of streets that carry state trunk highway routes. Established regulations definitely prohibit obstructing traffic _ on state trunk routes in connection with the h of community celebra- tions, carnivals, festivals and similar public assemblies. Municipal officials have'no authority to detour traffic from trunk highways for such purposes, and members of any local governing body who attempt to assume such authority may become per - sonally liable for damage action as a result of any death, p onal injury or proper y damage ac dent suffered as a result of such diversion of or interference Trith normal and rightful traffic move- ment. In order to clarify prev6 iling regulations I am transmitting herelrith, with the request that you bring it to the attention of your mayor and municipal council, a statement of the policy outlined some time ago to district engineers and district maintenance engineers of the Department of Higlwrays and to officers of the highway Patrol. wHAgj Eno. Very truly yours, DEPARTMENT OF HIGHtTll�YS 4m IF Commissioner of Highways 3 3 � I D 49 -2 M49 -16 C 0 P Y Misc. 49 -20 FROM: M. J. Hoffmann Commissioner of Highways TO:_ Division Heads District Engineers District Maintenance Engineers Chief Highway Patrol Officer April 25, 1949 SUBJECT: Blocking of Trunk Highways for Local Celebrations Gentlemen: Apparently there is need for restating the. polioy of the Department with respect to the closing off of trunk highways: in municipalities for the holding of celebrations, carnivals, etc. Although we can appreciate the desire on the part of local business- men to hold such celbrations on the downtown main streets, the fact remains- that neither this Department nor any governmental agency has legal authority to close off or permit the closing off of a trunk highway except as it may be necessary in connection with construction or repair operations. Consequently it is not possible for the Highway Department authorities to consent to the closing of a trunk highway for any other purpose. Instances have come to our attention where Department representa- tives have informed local authorities or local businessmen that tre would not object to the closing of a trunk highcray if the local authorities accepted all responsibility and provided necessary police supervision. This is not the policy of the Highway Department. It is obvious that trunk hightrrays must be kept open, except in the case of an extreme emergency which might arise out of'an accident, or perhaps during the actual movement of'a procession or a parade which might temporarily blockade the higkzmy. In no case can the erection of stands, buildings, tents, concessions or other similar encroachments be permitted. It is our intention to insist, in aocorance tri.th late, on keeping the: trunk highcrays open to traffic and to bring such action as may be necessary to prevent the illegal obstruction of trunk highways. In case of any inquiries local officials should be advised accordingly. The central office should be notified of any cases where local authorities, through any misunderstanding or unfamiliarity Trith requirements of state lags, take such action as 1•rould be con- strued as approving any celebration or other civic affair which would require the closing of a trunk highway and interfere with trunk highway* traffic. Very truly yours, DEPARnMiT OF HIGHUYS /K. J. Hoffmann MJH/hgj Commissioner of Highways March 240 1953 Highway Planning Survey 1084 University Avenue -St. Paul E4w Minnesota Gentlemene Attention Mr. P. R. Staffeldp Manager Highway Planning Survey' ' We have your request of the 18th for the village - financial statement and are sorry to inform you that - it will ,not be available before MW 1. Our auditors expect to be here about April 150 and we should be able to.have figures for you by June 1; however, if it is necessary that,you have the requested information before June 19 we believe a visit from your field* a ngineere wD uld be a good ideso Yours very trulyp ' VILLAGE OF EDINA . , BY. Village Manager & Engineer gsa. 1 I M. J. HOFFMANN /Y COMMISSIONER OP HIGHWAYS Otate of Ainnegota. C. (!Elmer glnbergon, Oobernor weparttnent of 30i9diwapo 124610nibergitp 21benue Ot. ]Paul 4, Alinnegota ..March 18, 1953 O. L. KIPP ASSISTANT COMMISSIONER AND CHIEF ENGINEER Mr. James H. Otis Village Clerk 4801 West 50th Street Edina, Minnesota Dear Mr. Otis: Will you kindly send us a copy of your city's financial statement covering the fiscal period.ended December 31, 1952 as soon as it becomes available in either typed or newspaper form. Please do not overlook the enclosed supplementary questionnaire. The U.S. Bureau of Public Roads requeststhat the information to be assembled from these releases be completed. as early as possible after the close of each fiscal year and your cooperation will be greatly appreciated. If you will be unable to provide us with a copy of this statement by May 1, 1953, kindly inform us so that our field account- ant's routes can be arranged to enable them to obtain the necessary data from your,records when they are in your vicinity. -Yours very truly., DEPARTMENT Or HIGHWAYS P. R. St`affeld, Manager Highway Planning Survey PRS :db NJH Address. reply toy Highway Planning Survey 1084 University Avenue_ St. Paul E4, Minnesota 3 1 V r.neFiota -le.—P'f.x'trt,,nt U., S. Rureau of Public F.'an,13 `1`iae Financial St s rent eisted, in the e>r cluti.ed. 1etu er wl".1 ;.;sovide the ca -3:h tr. -ins. rt o.7.e re;u.ir;,d in oiar an.naa.al rePar e to the Bureau of Yublic Roads but the followinr nddlt'ion'i. ix.f`o:rrintion is t^ be reported sfparately and uetaally is not de® t'''JE-o. si-offiriently thea°elr..o ails your kindly complete this sweet °and enclose. It with your city's report, �"grfl 1. 'i;_`j, 'Owned by City C'nly) 3 >' 3a ber of Parking meters In operation, on Streets __ _ off Street Re:e :u.e Producing Parking L tsc Number Nunber of Spaces Free P,arkinf Lots, `;umber �::amsbe.rr of Spaces ,per .! ., for ew `:eters sMiain•tenance Control g, I Other (Specify) �— Carita_i Outlay n SIT,L�aT CLi'.A ING Uri n..,USHING :snow Removal , SIDEWALKS eonstr etion CURB AND GUTTti:R Maintenance cnittine Cl®sning, or :r iushine Maintenance Constriction ", I Maintennnee ST—RM. r -• , .., np 7 '.T DRAINS Report only that portion of 4ojects, ewer expenditures which directly benefit streets or are connected with varb and p�.atter Cnnakruction � � Maintenrnce This information was furnis ed. by: Pity of: for the fiscal year ended 19 i O:M. HOFFMANN otate of 01innegota COMMISSIONER ER OP HIGHWAYS C. (Eimer Onberoon, 6obernor epartment of Nabb o 1246 llniberm;4 216enue bt. Paul 4, Ainneata November 12, 1953 Hon. Reuben F. Erickson Mayor of Edina 14801 VT, Fifteenth Street Edina, Minnesota Dear Mayors 4 O. L. KIPP ASSISTANT COMMISSIONER AND CHIEF ENGINEER Some time ago Governor Anderson forwarded your letter co oerning the traffic situation on Highway 100 to the attention of State Highway Commissioner M. J. Hof&&=. Commissioner Hoffmann instigated an inquiry into this problem but received the necessary information only upon the day in whioh he was oommitted to leave for the national convention of the American Association of State Highway Officials in Pittsburgh. Consequently he asked me to write you setting forth the developments which have transpired. As you doubtle ss knave the speed limits on Trunk Highway 100 have subsequently been reduced to 40 miles per hour. The Department is always reluctant to unduly restrict speeds on highways such as T.H. 100 which had been built at the traffic's expense and primarily for the traffic's benefit. Nevertheless, you are correct in your observation that the number of accidents simply makes it urgent that the rate of traffic speeds be reduced. Beyond a shadow of a doubt, aside from the efforts of the Highway Patrol, you can do muoh to increase the safety of this heavily travelled trunk highway by stepping up the measures of local traffic law enforcement* CDJ/hgj Very truly yours, C, /D, ton Dir ec for o Information NCPE: LETTER READ NOVEMBER 23. Mayor asked to write direct letter to Governor and Commissioner Hoffmann thanking them. y , - - ' 'November 27ths'1953. Mr. E. J. McCubrey, Dist'a,ct�,�:ngine or, x State Yi Deoartmetit 124 niversity Avenue, St. Paul, Minnesota. Rat Condition of the roadway on Normandale,.,both Forth Dear. Mr. McCubreyo and South oP 50th Street. I have had several reports from our Police Department that this blacktop surface is slippery when wet. I-believe I men- tioned this to, you on one occasion and me inspected the nuad and decided that it was not too bad. Since that time I have received numerous reports that many accidents have occurred as a. result of wet and slippery pavement. I have a report on my desk now showing 26 accidents during 1953 so,far, at the following.intersectionL on Normandal03 r 50th Street a 19 49th Street Wen Avenue — 5 Willson Road 26. . I believe it extremely difficult to-directly assess these accidents on the character of the wearing surface. I also - know that it is too late`in the season to do anything about it this year; however, I do reeomend that this road ba again sealed to produce a rougher., less slippery - character as soon as practicable in 1954. Thank you very much for your cooperation in this matter. Yours very truly, S. R.. Mita sell, Village Manager. SRM:B 1 I 0 November 24th, 1953° Minnesota State.Highway Department, 1279 University Avenue, ' St. Paul, Minnesota., Attention: Mr,. W. G. Klett_, AssIt Traffic r�igineer Re :: Traffic Contrroh,Signals,,. Intersection of T.H. #1W and Valley'View Road, Edina. Dear Mr. Kletts Enclosed find six copies of an agreement with resolution attached between the Village of Edina and -the State of Minn- esota covering the installation of traffic control signals at Valley View Road and Trunk Highway #100 in-Edimi ' These instruments have now been signed by the Mayor and Clerk of Edina and are submitted' to, you for further handling. Yours very truly, S: R. Mitchell., Village Manager. SRM:B Encl . M. J. 0AFFMANN •CO NR.yq 3 10 R OF HIGHWAY r A a Otate of ;ffiinnezota C. (Eimer gnberzon, 0obernor xepartment of W'i9bbnap!9 1279 Vnibergitp Tibenue 6t. 30au[ 4, I innegota November 6, 1953 Mr. Evald Bank Village Clerk, Edina P.O. Minneapolis 10, Minn. Dear Mr. Bank;, Re: Traffic- Control Signals Intersection of T.H. #100 & galley View Road - Edina We are transmitting six copies of an agreement, with resolution attached, between the Village of Edina and the State of Minnesota covering the installation of traffic- control signals at the above referenced intersection. Kindly have all oopiea of the agreement and resolution executed on behalf of the Village, returning same to this offioe for further execution on behalf of the State. A fully executed copy of the agreement will then be' returned to you for your files. Yours very truly', ADETEFLAYS �4 W. G. Klett WGKZACT Assistant Traffic Engineer Encls. -Q;l 3 O. L. KIPP ASSISTANT COMMISSIONER AND CHIEF ENGINEER �J October 22nd, 1953 ' � a Minnesota. Mate Highway Beet,, 22 l;ashington Avenue -loath, Hopkin # i ina'.esota. ,Attenticni Ir.. U.. i . i'rxyltta 'f?8 Naar The 04 Dfton - .Ion, ;tructIcn Q=p ny ha~.s completed the Sanitary Sewer ;k. , ,at er :,ain construction, :? on?; Norrnarndale .Road (Ilunk I Uiglh way ;','100) from Yvonne Terrace to 11ormandaie Coart,' , and they aie requesting payment on these projects, Before *w ent 2J made to LAo contractor, we would appreciate, _ your inazm.ngus ifev'erjth 'has bean completed to yaar tlti.cfection in pn!,a1l to .hia constructlen. Very truly yours, Ucser):t Zikan, ;issistant .nganeero f o i � J M. J. HOFFMANN COMMISSIONER OF HIGHWAYS Otate of Ainnegota C. (Eimer ginberson, 6obernor 1� eparttnent of Jbiabwap.o 97�i I r 1246 91nibergitp Mena fit. ipaul 4, flinnegota Mr. S. R. Mitchell Village Manager 480 West 50th Street Edina, Minnesota Dear Sir: December 24, 1952 Re: S.P. 2734 (T.H. 100) 50th Street Connection O. L. KIPP ASSISTANT COMMISSIONER AND CHIEF EN R i Your letter of October 27, 1952 regarding the installation of lighting units at this junction was referred to our Traffic Engineer from whom we now have a report. It is Mr. Darrell's opinion, after check- ing the situation from the standpoints of accidents and possible confusion, that with the recent installation of signals at this in- tersection, there does not appear to be any particular difficulty. The signals themselves provide some illumination at the immediate junction of the two highways. These together with illumination already provided by units maintained by the village easterly, westerly and southerly of the intersection seem to provide suffi- cient delineation of the roadway with the possible exception of the northerly approach, and with the new arrangement of traffic, eliminating the more conflicting movements on that side no addi- tional lighting appears necessary. tional lighting for accidents, however, Department. EJMc:bak Should the village desire to install addi- reasons other than the prevention of traffic there would be no objection on the part of this Yours very truly, DEPARTMENT OF HIGHWAYS E. McCubre strict nee .. TOz Municipal Officials Municipal Engineers District Engineers Consulting Engineers FRO11: G. G. Gladman Engineer of Plans & Surveys SUBJECT: Agreements with Municipalities for Preliminary Engineering'ffork Early completion of surveys . and plans under agreemonts between the State -and municipalities vrill require a complete understanding of pro- cedures to be follovaed• Listed herein are the various steps from the initial request for the improvement to the avrardi ng of a contract for tho work and the division of construction costs* 19 Resolution from municipality requesting a cooperative improve- ment project and agreeing to-share the cost of,the extra work must be on file in the Central Office, 2* Request from the Pdin.nesota Department of Highways District Engineer to have the Central Office prepare an agreement betweon the State and the municipality covering preliminary engineering* Such a request should be accompanied by a map, if one is available, shmving the location of the improvement, its length and the proposed Widths of roadway sections. If no map is readily available' one can be prepared in the Central Office provided complete information is furnished* 3* The agreement -will be prepared in the Central Office and sent to the District.Engineer for his approval and transmittal to the municipality for execution* All copies should then be returned to the Central Offices When completely executed. and approved, a c opy will be returned to the municipality* Work fcr which reimbursement is expected should not be started until authority to proceed is given by the State• ILgreements will in general provide for 100 per cent reimbursement of the cost of sur- veys and plans, except for drainage systems off of the trunk highway, either on a lump sum, percentage or actual cost basis* Misoo 51 -14 SAVE 400 LIVES THIS YEAR- -399 AND YOURS �3 J. E. P. DARRELL M. J. HOFFMANN TRAFFIC ENGINEER f- _COMMISSIONER OF HIGHWAYS. .STATE OF MINNESOTA M. O. GIERTSEN O. L. KIPP DEPARTMENT OF HIGHWAYS BRIDGE ENGINEER �. ASSISTANT COMMISSIONER: - A AND CHIEF ENGINEER 1246 UNIVERSITY AVENUE S ENGINEER O OF F PLANS SAINT PAUL ,4, MINN. AND SURVEYS _ C. L. METHVEN CONSTRUCTION ENGINEER MOTL © MAINTENANCE CE ENGINEER March 2,, 1951 TOz Municipal Officials Municipal Engineers District Engineers Consulting Engineers FRO11: G. G. Gladman Engineer of Plans & Surveys SUBJECT: Agreements with Municipalities for Preliminary Engineering'ffork Early completion of surveys . and plans under agreemonts between the State -and municipalities vrill require a complete understanding of pro- cedures to be follovaed• Listed herein are the various steps from the initial request for the improvement to the avrardi ng of a contract for tho work and the division of construction costs* 19 Resolution from municipality requesting a cooperative improve- ment project and agreeing to-share the cost of,the extra work must be on file in the Central Office, 2* Request from the Pdin.nesota Department of Highways District Engineer to have the Central Office prepare an agreement betweon the State and the municipality covering preliminary engineering* Such a request should be accompanied by a map, if one is available, shmving the location of the improvement, its length and the proposed Widths of roadway sections. If no map is readily available' one can be prepared in the Central Office provided complete information is furnished* 3* The agreement -will be prepared in the Central Office and sent to the District.Engineer for his approval and transmittal to the municipality for execution* All copies should then be returned to the Central Offices When completely executed. and approved, a c opy will be returned to the municipality* Work fcr which reimbursement is expected should not be started until authority to proceed is given by the State• ILgreements will in general provide for 100 per cent reimbursement of the cost of sur- veys and plans, except for drainage systems off of the trunk highway, either on a lump sum, percentage or actual cost basis* Misoo 51 -14 SAVE 400 LIVES THIS YEAR- -399 AND YOURS �3 .. 2 - 4. The engineer for tPB municipality, with the assistance of the` District Engineer, Trill prepare the "Authority to Proceed vrith Plans" and send it in duplicate to the Central Office for approval* Form Constr. 43-71 is available for this purpose and should be supplemented with sketches showing the typical cross - sections.* design type and general design features. Men approved, one oopy will be returned to the municipal engineer. Form go* 1262 "Work Authority" =11 not by requiredo 56 A report indicating progress Trill be sent to the District Engineer and the Central Office every two vreeks. This report should identify the project, show per cent of work completed and estimated date on which plans and specifications will be available. 6. Plans Trill be chec'.ted in the Central Office while still in the pencil stage, to insure conformity vrith the general requirements and design standards. 70' It is anticipated that the runicipality Trill let contracts for and supervise any construction work for which it prepares plans. Before ad- vertising for bids the completed plans and specifications must be approved by the State. 8. After approval of plans, specifications and other matorial covered by the agreement, the State Trill reimburse the municipality upon presentation of proper billingo rnen more than one State Project is involved, charges assignable to each must be shovm separately. 9. After the municipality has received bids and before it avrards a contract, the State shall be furnished vrith a copy of the plans and speci- fications, a transcript of all bids received, a copy of the proposal of the lour bidder.. and a copy of the proposed contract vrith the lm7 biddero If satisfactory the State Trill approve and will prepare an agreement covering the division of costs of the construction and the field supervision• This Trill be .sent out to the municipality for execution and returned to the Cen- tral Office* Mon executed by t -he State, one copy Trill be returned to the municipality* The contract can then be a;-rardedo 10, If surfacing or other construction items are to be planned and contracted by the State) a second agroomont covering the division of construction and supervision costs Trill usually be necessaryo Prompt compliance Trith the above procedures Trill eliminate delays and Trill insure adherence to standards of design and the re- quirements of lays. Thank you for your cooperation. GGG:pba TST Misce 51-14 Yours very trulys DEP:JRTMENT OF HIGH --11YS A6, Go G. Gladman Engineer of Plans and Surveys June � th, J I°4xm# State Hip*av %pies 1246 University Avenue] St. Paul, IIi m rota e Attention: yr. t[eCubrey Gentlemens We axe sending your under separate covws at your request the following plans and profiles s 4 sets of plans and profiles of Sanity '-Saver to serve Normandal.e Court; l 4 sets of plans sand, ,profiles of Watermain Extension to serve'Normandale Court; 3 sets of Watermain Extension on Warren Avenue& Naond. Drive, Circle Drive and DWan Plaza and Highway- #200. Yours very trulys Joseph Mans Assistant Engineer. JZt$ a JAY 24, 1953 s � e I Minnesota State Highway Department 1246 University Avenue., r St,. Paul, Mnnesota I Attention: Mr, McCubrey e Gentlemen: - -- Enclosed please find the following plans and profiles one Which we would appreciate your review and approval for construction: 4 sets of plans and profiles of the Sanitary Sewer Extension to serve Normandale "Courts 4 sets of plans and profiles" oaf. the Watermaain Extension to'serve Normandale Court: 4 sets of plans and profiles of.-the Watermain Extension to serve Brookview Heights Addition: 2 maps of the Village • of Edina with red lilies - indicating the proposed improvements along Highway # 100 (Belt Line). An early r4ply regarding these improvements would be appreciated.. _ Very truly 3ouro9 - m Joseph" ZilUm Assistant Engineer. Form 779 10M 6 -33 ORIGINAL CREDIT MEMORANDUM State of Minnesota Department of Highways Credit Memo No. -r D — IVISION— / No.— Minn.- CREDIT TO: Distribution: Account e � /!fir T Project No. _ Equip: Name No. SHIPPED VIA COLLECT ❑ PREPAID ❑ _ Receiving Quantity Memo No. Stock No. DESCRIPTION Unit Price Amount 6, - 7 ��ria�l�ne dCgd$ Qei oaf Aba tocAan Credit uthori ed God -� - -- _ _ -- - -'r - - - --� � .. � i i i r � ,. Y 6�-. . . /Y` .3; . . � , J ti ,i �� -_i;, ���� � �' l "� ' � yytr yit'� �. i. October 27, 1952: Mr. E.. J. MaCubrey, District Engine ®r, _. State .Highway Department, a `. -1246 University-Avenue, Saint Paula Hinnesota.; ,- Dear Macs Regarding our conversation about Trunk.Highway #16.9 and 50th, Street: The Council has asked me to request the State Highway Department for the installation of lights in order tQ light up this intersebtion, especially.on the four diagonals. Being.a.blacktop road--intersection, it-is very dark at night and they believe that in the interests of safety, that one or two lights on'each diagonal, as well as lights over.the interseetion,:would be the best solution. ' Kindly advise if lights at the intersection is in the - present .pW. -Yours very truly, S. R. Mitchell, Village Manager. SFW:B . f + I _ ter. 1 Nrl- V- 0 r a— I _ �I s °^ � - f r �� -- -- ---� Il000 — — -- — — -- - -- -- - - - - -- - -a -- T- �� I fitly 1I J ' October 22nd, 1952, Mr. E. J. McCubreyi District Engineers State Hig*ay Dept_., 1246 University Avenue, St. Paul.,, Minnesota. Dear Mr. McCubrey: Confirming our telephone conversation of the other day, regarding the intersection of Trunk Highway ##169 and. 50th Street, more particularly the cutting off of the south end of Pukwana Avenue. ` As you know, there was only one -house on this.street and the street is at..quite a severe grade. 'The Village is still - obligated to maintain this road by gr'ad.ing and.also by snow plowing in,the winter time. We would like very much 'to have permission to install. some sort of `a gate just off the new Highway intersection"at the south end of Pukwana, said gate to, have a lock. The only'- . keys would be in the hands of the:Fdina Street superintendent. The'only times that this would-be-used would be whenever it- was necessary to,maintain the street or plow it-in the winter ° time. This would not happen very often,but.it would be neces- sa'ry at odd opeasions. If you - authorize this.operations we would guarantee that the �pnblic, would not use this entrance and the gate would be locked immediately after maintenance or plowing operations had.been completed. . - 1 Please advise if it would be satisfactory for us to install a suitable, good - looking gate at this location, for the uses stated in this letter. Yours very truly,, S. R. Mitchell,. Village Manager. t Si1S : B o October 22nd, 1952. 1.w - 1a11 b:-ds3.dentCi :•' •-:..n SUmw''daw7t Wi-' ue — - TIM z :; t t- : '2 j o _ -rfaf • ; cw, M.-vit the State- NU4 hw ay Department hao .toturd'it neces�: 'to dory access to the new ;itate. H.i.c? may 'r .,�, Vir, mutt, en!I s�i r:i:�4�a a Aviv, gee the tak -fang away a h.; 0 •i,aces a was a requi reorient. placed by the State, gt wr "iy "sjep -m-t ..ant In(_, d :nt .`` o tls� construction wY� si.;i.e 61 i71t�!E"F3E!Ct�.Un of con3 Imnb 6 �expeme. Their officials advise that tliey would not be able .to p7ocecd. td;.tik _i: i eonetruc -41=,x e:621t4sa a"'trr-et was cut off. Their reagms . for tai is ti7��t i�otorfsts trsvel#nt� 'xaQrGh an Vim�ee wawa bxa- X —Go red to 4A2ke a rig3;e hwki • m- n.ad'j`oining the sortheast diagmal of the intersection. 1$ they then degre to trAve) ?. in a we�.ter4-- 4ireeti.;:i, it would o : � i �r�� nciurA Chat thsy spa : l d rae•6aeed tc the east- up to the, ((;,d 0_ f •t.1ia =ncrate° island d tin 3 turr, 180 >wcjtreec in -ovi ki' to traval we ist or :north 0,7 the - roctheast diagonal up tho Bl -, t -Lim. Tbe' felt that thzs vottld be an �s� �:y.'!� hazar qus opmatioa and the �s�iLil_� :�� af' it sh(=l:d be eliH atodo " �:es rtigAh aru ?. of X- innew, a 1x111 ,. �- M¢�efcr�, Y a+m to t-ei i).,arr3caded. Movmv',,r, le ?Ii i.; =ci u1W,nde t;; 1*0v.de v n sane to -5rvi eo that They 13a^i1 � w:1 ,rrovidI ng in-the way of road a ainteTaTkBtnce and 'srno t plolp- ing. YC urr 'wry. tri -i Sr, t J r Sent to: James H. Cox, 3955 Bryarit Avenue S., Mpls C. A. Sundberg, 3419 Nic;ollet Avenue, Mpls r Grange Hall, 5049 Normandale Road, Edina James H. Cox, 5041 Normandale Road, Edina Olga Ohman, 4928 Penn Avenue S., Mpls P. H. Gust, 420`Vasa Avenue S., Fergus Falls, Minn. �= Henry Gust, 5029 Normandale Road Olive C. Reilly, 5025 Normandale. Road Edina Harry Gustafson, 811 Pillsbury Bldg., Mpls ` 1 - (No address for Verna Severance) A. s . `� l .• - -Q October 7, 1952. V Mr. &Mrs. John-J. Manning, 5124 Bedford Ave.nue'Southi Ki.nneapolis 1.0; Minnesota. Q , Dear Mr. L Mrs. Manning: � } This is an- answer to your./letter regarding the possibility of a.School Stop Sign in the vicinity of Highway,169-and 52nd Street. a Since Highway 169 is a State Highway, we'would advise that you get in touch with Mr. E. J. McCubreya District Engineer, State - Highway Departments -1246 University Aveni?e, St. Paul, l Minnesota. Yours very trulys ; S.. R. Mitcriells Village Manager. 7 SUI a B' r A ` w)Mc� Village Manager Edina Vi l lage Hall. Edina, Minnesota Dear St r: 5124 Bedford Avenue S. Minneapolis 10, Minn. August 26, 1952 We are writing this letter in regard to the poss- ibility of locating a School Stop Sign in the vicinity of Highway 169 and 52nd Street. We have two small children ages six and seven, who are attending Our Lady of Grace School. In order for them to reach the school, it is necessary for them to cross Highway 169 in the vicinity of 52nd Street. As you know, the traffic at this point is heavy and at times very fast moving. There are several other families in our immediate vicinity who have the same problem. And with residential building going,on the way it is in our area there is no doubt that there will be many more children using a stop sign at this location. In order to assist in the safety of our children while they are walking to and from school, we would appreciate prompt action from your office in locating a School Stop Sign at the above mentioned location. Very truly yours, C__ d Mr. and Mrs. John' Manning 5124 Bedford. Avenue S. C 0 P Y 5124 Bedford Avenue S., Minneapolis 10, Minn. August 26, 1952. Village Manager Edina Village Hall Edina, Minnesota. Dear Sir: We are writing this letter in regard to the possibility of locating. a School Stop Sign.in the vicinity of Highway 169 and 52nd Street. We have two small children ages six and seven, who are attending Our Lady of Grace School. In order for them to reach the school, it is necessary for them.to cross Highway 169 in the vicinity of 52nd Street. As you know, the tra_ffic.at this point is-heavy and at 6imes very fast moving.. There are several other families in our immediate vicinity who have the same problem. And.with residential building going on the way.it is in our areaji there is no doubt that there will be many more..children using a stop sign at this location. In order to assist -.in the safety of our children while they are walking to and from school,; we. would., appreciate prompt action from.your office in locating a.School Stop.Sign.at the above mentioned location.. Very truly yours., _(signed) JOHN_ & MARY MANNING Mr. and Mrs. John P. Manning 5124 Bedford Avenue S. Danens offered the following Resolution and moved its adoption: RESOLUTION FOR ELIMINATION OF 63RD STREET ENTRANCE TO STATE HIGHWAY NO. 100 FROM. SERVICE ROAD (EAST SIDE) BE IT RESOLVED by the Village Council of the Village of Edina., Hennepin County, Minnesota, that this Council believes the beat interests of the public will be served by eliminating the 63rd Street Entrance to State Highway No. 100 from the Service Road running parallel to said Highway at the east side thereof. BE IT FURTHER RESOLVED that said 63rd Street Entrance shall be, and hereby is,,elimi.nated. Motion for adoption of Resolution was seconded by Bredesen, and on Rollcall there were four ayes and no nays, as follows: Bredesen, aye; Danens,.aye; Hawthorne., aye; and Child, aye; and the Resolution was adopted. ATTEST: (Signed) FRED S. CHILD (Signed) BOWER HAWTHORNE Acting Mayor Village Clerk t e STATE OF MINNESOTA ) COUNTY OF HENNEPIN ) VILLAGE OF EDINA ) I, Gretchen S. Alden, duly appointed"and acting Deputy Village Clerk for the Village of Edina, ,Hennepin. County, Minnesota, do certify that the above Resolution,iq a full, t rue:- and.correct copy of the Resolution adopted by the Village Council of Edina at its Regular Meeting held Monday, September 22,- 1952, as recorded in -the- Official Minutes of the proceedings of said meeting. WIT NESS MY HAND and the official seal of the Village of Edina, this,. the 2nd day of October, 1952. Deputy Village Clerk N. Danens offered the following Resolution and moved its adoption: - RESOLUTION FOR ELIMINATION OF 63RD STREET ENTRANCE TO STATE HIGHWAY NO. 100 FROM SERVICE ROAD -(EAST SIDE) BE IT RESOLVED by the Village Council of,the Village of Edinas Hennepin County, Minnesota, that this Council believes the best interests of the public will be.- s.erved:by eliminating the 63rd Street Entrance to State'Highway No. 100 from the Service Road running parallel to.- said.. - Highway at the.east side thereof. BE IT FURTHER RESOLVED that said 63rd Street Entrance shall bey and hereby is, eliminated. Motion for adoption of Resolution was seconded by Bredesen, and on Rollcall there were four ayes and no nays, as follows: Bredesen, aye; Danens, aye; Hawthorne, aye; and Child, aye; and the Resolution was adopted. ATTEST: (Signed) FRED S. CHILD (Signed) BOWER HAWTHORNE Acting Mayor Village Clerk STATE OF MINNESOTA ) COUNTY OF HENNEPIN ) VILLAGE OF EDINA ) I. Gretchen S. Alden, duly appointed and acting Deputy Village Clerk for the Village of Edina, Hennepin County, Minnesota, do certify that the above Resolution is a full, true and correct copy of the Resolution adopted by the Village Council of Edina at its Regular Meeting held Monday,, September 22, 1952, as recorded in the Official Minutes of the proceedings of said meeting. WITNESS MY HAND and the official seal of.the Village of Edina, this the 2nd day of October, 1952. Deputy Village Clerk IR October 1, 1952. lul�!u • k� Gretchen Alden, Deputy Village Clerk. Dear Gretchen: You will recall that at the last meeting a resolution was passed closing off 63rd Street east of Normandale to allow for the service road to run through and not come out on the main.part of the highway. In other words, people coming from the east of Nomandale on 63rd would have to go either to 62nd or 64th to get out on the main highway, driving over the service road to get_ there. Kindly type a letter up, em- body ing this resolution, to the State Highway Department, attention Mr. VanKrevlin. SRM:B Yours very truly, S. K. Mitchell, Village Manager. VILLAGE OF EDINA 4801 WEST FIFTIETH STREET • EDINA, MINNESOTA December ll, 1951. Village Council, Village of Edina. Re:-- A more rigid enforcement of the 30 mile an hour speed limit on West 50th Street. Honorable Gentlemen: We are in receipt of a letter from the Minnesota Department of Highways, dated November 19, 1951. It appears that the State Highway department received a communication from the residents of the Sunnyslope Addition regarding the enforcement of the 30 mile an hour speed limit on West 50th Street. . Please be advised that I have instructed the Police Captain, Lloyd McGary, to have the'department enforce the 30 mile an hour speed limit on West 50th Street. SRM:LB CC: McGary M. J. HOFFMANN COMMISSIONER OF HIGHWAY I!!, ' STATE OF MINNESOTA O. L. KIPP DEPARTMENT OF HIGHWAYS ASSISTANT COMMISSION'" AND CHIEF ENGIN EE' 1246 UNIVERSITY AVENUE 0' SAINT PAUL 4. MINN. Q� november 19, 1951 As G. G. GLADMAN ENGINEER OF PLANS AND BUR1/ET8 C. L. METNVEN CONSTRUCTION ENGINEER MIDGE °*bIE ENGINEER C. L. Mon MAINTENANCE ENGINEER va9�D TRAFFIC EMGINBEFt J.E.P. Darrell Or. ?obert Jo b Secretary - Treasurer The Su- iyslope Association Edina, :+:inncsota Dear :)r. Jeub: le: Speed ReF7._llations =yslope Ad ion Wo have your lette r ch toa advised that your Association wanted to ; o on rd f vo ,eo - tlzg d , ,enforcement of the 0 miles por ha ?eed mi.t on t th Street and that ,nou also recoHmoended th r re s ti of Tres t 31-64- regulations an Nor�ndale load g y 100. reclate receiving the reaction of -our gr p. �uea ion the enforcement of speed limits on .`;est 5Dt St t o e hun• ed er cent the r earonsib-ility of the Village of di '�ha e t 5 trret does carrg a trunk highway :ter ng it s n a t . 'zight�ay. The Marking was piit there for the nve once t e of Bdina at their regaest some year ago ally a rm on between iiighr it70, lfi9 and W a .5 Street in expo In other words the marking is a co es markiat1 [en tho the street itself is not a trunk highxay. JEPD/n. cc -Mr. Mitchell., City Mgr Yours very truly DE°ARTIWT Of HIGHWAYS J.E.P. Darrell Traffic Engineer 3 Fiftieth and Normandale road r Drivers Slide F 4 INJURED Through With Rolling Stops Minneapolis Star photo-diagram from data compiled by Frank - Murrav, staff wiler, from stale highway department traffic records. One of the suburbs' most perplexing problems of traffic engineering'rears its head at this junction —where Fiftieth street and the Normandale• road cross at right angles, and state high- way 169 comes sweeping in in an are from the southwest to form a continuation of the belt line. Its record over the past five ,years is that of the fourth worst intersection in the Minneapolis suburban area. During that period four persons were injured in 43 accidents. In 1951, the intersection held seventh place in the rankings, with one person hurt and a total of 10 accidents. Here, the confusing-maze of streets leads to a variety of accidents. Traffic engineers of the state highway department 43 ACCIDENTS 4 9 noted, among other things, a tendency of motorists to slide through the stop signs with "rolling stops." They also noted a tendency of motorists on the "through" thoroughfare to ignore others who had made their legal stop and were waiting to go. Five of the 10 accidents stemmed from these causes. Turn- ing left in the face of an oncoming car resulted in three more. The rear -end type of collision — usually found to be of high fre- quency at signal - controlled intersections —was only a minor factor here. State highway engineers and local authorities are now studying the problem at this intersection in the hope of working out a long range solution that will include traffic control signals. Next photo - diagram in the series will appear in the Dlinneapolia Star Monday. I l Saturday 331 P.m. WTCN -TV Channel 4 Station ROL 345 "= p.m. d .i GOOD 1111111MV0111114 UPER VALU LOW FOOD PRICES Tune in CEDRIC ADAMS "What's New" WCCO Each Thursday 8:30 fo 9 P.M. V 1 FORIAM REAL LIVING IT'S GAS AND _92 b4j�� COMFORT * HEATING AT ITS VERY BEST b Largest Exclusive JANITROL Installers in the Twin Cities 4432 CHICAGO AVE.. M P L S . GI. 1708 1511 UNIVERSITY AVE.. ST. PAUL NE. 8845 Aldrich Family Aldrich Family 7 0' Barn Dance � Barn Dance Cavalcade of n :00` Stars in Sports �JJ :151 the Air Cavalcade of :30, Checkerboard Sports :451 Quiz Today's Headlines :001 Cedric Adams Weather- Sports 15 E. W. Ziebarth All Star 1 '301 Friendly Time Wrestling :451 Friendly Time Short Sto Short Stor Nightbeat Nightbeat Bill Stern Pro & Con News -Karns News of W Marine Col Show All Star :00 News News -Hawk Wrestling 15 You & World D. Nite Ha Starlite Theater 1 :30 Let's Listen D. Nits Ha Starlite Theater :45 to Classics D. Nite Ha WTCN -TV Ch. 4 KSTP -TV Ch. 5 Sat. A.M. WCCO -830 KSTP -1 Devotions; 10:00 Sign off. Sat. 6:15 a. m. News; 7:00 7 o'Clock Special; 7:15 Treasured Hymns; 7:30 Top of the Day; 8:30 News; 8:45 Children's Chapel; 9:00 Morn - ing Melody; 9:15 U.N. Today; 9:30 News; 9:45 Devotions; 10:00 News; 10:15 Our Church; 10:30 Sign off. Sat. 12:30 Farm Hour; 1:00 Report from Europe; 1:15 Christmas Carols; 1:30 Christian Family; 1:45 With High Schools; 2:00 Sign off. Playhouse of Stara Underworld Underworld Royal Playhouse Royal Playhouse Sunrise Salute Sunrise Ro Hollywood VS. :45 After Chri.stma.8 Opening Nits News Final WEST 15J Musical Chimes Week -end To Bd Annc'd. :301 George Grim Week -end . Theater Adventure Hiwey Hilitea Smilin' Ed Western Theater :001' Our Own Bob Week -end eatance Sound Stage 4 on TV and RA 10 Movies for Kids Jimmy's Open Owl Night Playhouse Saturday 331 P.m. WTCN -TV Channel 4 Station ROL 345 "= p.m. d .i GOOD 1111111MV0111114 UPER VALU LOW FOOD PRICES Tune in CEDRIC ADAMS "What's New" WCCO Each Thursday 8:30 fo 9 P.M. V 1 FORIAM REAL LIVING IT'S GAS AND _92 b4j�� COMFORT * HEATING AT ITS VERY BEST b Largest Exclusive JANITROL Installers in the Twin Cities 4432 CHICAGO AVE.. M P L S . GI. 1708 1511 UNIVERSITY AVE.. ST. PAUL NE. 8845 Aldrich Family Aldrich Family 7 0' Barn Dance � Barn Dance Cavalcade of n :00` Stars in Sports �JJ :151 the Air Cavalcade of :30, Checkerboard Sports :451 Quiz Today's Headlines :001 Cedric Adams Weather- Sports 15 E. W. Ziebarth All Star 1 '301 Friendly Time Wrestling :451 Friendly Time Short Sto Short Stor Nightbeat Nightbeat Bill Stern Pro & Con News -Karns News of W Marine Col Show All Star :00 News News -Hawk Wrestling 15 You & World D. Nite Ha Starlite Theater 1 :30 Let's Listen D. Nits Ha Starlite Theater :45 to Classics D. Nite Ha WTCN -TV Ch. 4 KSTP -TV Ch. 5 Sat. A.M. WCCO -830 KSTP -1 10� Sunrise Salute Sunrise Ro 15 6 Sunrise Salute Sunrise Ro :30 Haeg Farm News Sunrise Ro :45 Jack Hunt Show Sunrise Se. :001 News Roundup Farming B :15 Breakfast News Farm New :30 Musical Chimes News -Bob Test Pattern Test Pattern :45 Musical Chimes Week -end Six Gun Serial 001 Musical Chimes Week -end Theater Adventure 15J Musical Chimes Week -end Six Gun Serial :301 George Grim Week -end . Theater Adventure :451 Our Own Bob Week -end Smilin' Ed Western Theater :001' Our Own Bob Week -end McConnell Western Theater :15� Say With Music Week -end Film Program Western Theater :30 Darragh Aldrich Mary Lee Birthday Party Western Theater :45 Matinee Taylor S Movies for Kids Jimmy's Open Saturday 00 News - Shadel Somerset Movies for Kids House Afternoon C 15 Let's Pretend Maughe Date With Judy Charlie Chaplin :45I :30 Give & Take Hollywood Date With Judy Pierre Saturday :45I Give &Take Story Talent Hunt Comedy Time Afternoon :00 Theater of Week -end Talent Hunt Jerry Carnes 1 Dance Orch. Afternoon Today Week -end George Mikan Cartoon :30 :30 :30 Reportson Week -end Reports George Mikan Story Time Matinee •45 Agriculture Week -end WTCN -TV Ch. 4 KSTP -TV Ch. 5 Sat. Aft. WOCO -830 KSTP -1 Betty Crocker Saturday 001 Grand Central News -Ingra Star Matinee Matinee 1 15l Station Main Stree City Hospital Saturday :301 Cedric Adams Main Stree City Hospital Matinee 1 :45! Larry_Haeg 4 -H Cl1 b R At Home Show Saturday :00 Music With Nat'l Farm On the Spot Matinee 1 :151 the Girls Home Ho lavalcade of Jaturday ' :JU Lily rlospltal nrternoon v Stars Matinee :451 City Hospital Afternoon C Cavalcade of Saturday :001 Rpt. Overseas Afternoon ( Stars Matinee 15 Adv: Science Afternoon C Kit Carson Saturday :301 Music Afternoon C Kit Carson Matinee :45I Corr. Scratchpad Afternoon Paul Whiteman Saturday 00 Dance Orch. Afternoon Teen Club Matinee 15 Dance Orch. Afternoon Football Saturday :30 Capitol Afternoon East vs. Matinee :45 Cloakroom Afternoon West American 00 Allen Gray Afternoon If Football Youth Foram 15 Allen Gray ' Afternoon t Football Nature - Things :30I Saturday in Afternoon Football Bob Considine :45II St. Louis Bob Consid Football Sky Kin g News ' Afternoon Football Theater 5 .00 14 Orange Bowl Pr'w Afternoon Football Sat. Special .30 Music Afternoon Football Magic Clown :45 Music News - Karns April 23, 1952 Mr.,B. J. McCubrey District Engineer Minnesota State Highway Dept. University Avenue - St. Paul, Minnesota 'Dear Sir: Re: S.P. 2733 -10 (100 -130) Hennepin'County S.P. 2734 -04 (100 -5) S.P. 2745 -03 (169 -5) GRADEAPPROVAL - VILLAGE, OF EDINA In compliance with a memo to you, by Mr. F.H. Christlieb of your office, which memo we have in our office, we are today mailing under separate cover one completely executed copy of each of the two plans approved by the Edina Village Council on April 21. _ These copies are being trailed to your Central Office, Division of Lands and Right of Way. We are keeping one copy of each plan for our files. Yours very truly, VILLAGE OF EDINA BY Village Manager and Engineer gsa 0. i April 1830 1952 Mr. .E J, McCubrey District ' Engin eer Office Re: S.P. 2733- 10(100 =130) Hennepin County S.P. 2734 -04 (100 =5) S.P. 2745-03'(169=5) . . GRADEAPPROVAL VILLAGE OF EDINA , There are- attached hereto - duplicate copies of the plans.. specifications and grades of a proposed construction project on Munk Highways 100�0130'$ 100=5, and 169=5 in the Village .of Edina, It is necessary that the attached plans be submitted to the Village Council for approval and approval obta"ined.prior to the-date of letting*' At such time as this matter is submitted to the Council the Division of Lands and Right of Way-will be pleased- to cooperate in securing such approval *, It is desired. that both *copies of the approval resolution be secured by the proper officials, one executed copy with the plan attached to be returned to the Central Office.,-Division of Lands and. Right of 'Nay and the other to be filed .and made -a permanent record in the Clerks office of said village, ' Yours very truly, 7 �. /;,row. , 'e�, f E. J...Rovrland c� - c! Engineer of Lands & Right of Way Z -9 g 4 f"l` s141 �- B F. B Christlieb Asst, Engineer of Lands & Right of Way FBC:HK cc —Mr a G14dman Mr* Schultz Mrq Wolfangle Hro Christlieb M. J. HOFFMANN COMMISSIONER OF HIGHWAYS O. L. KIPP STATE OF MINNESOTA ASSISTANT COMMISSIONER AND CHIEF ENGINEER DEPARTMENT OF HIGHWAYS 1246 UNIVERSITY AVENUE SAINT PAUL 4, MINN.. Mr, Milton 'Kuhlman Superintendent of Schools 5701 Normandale Road Uinneapolis, Minnesota Dear Sir s January 16, 1952 Roe Authorization for Sohool Bus Operation ;.re are attaahinr3 Permit No.- Is authorising the oper- ation of school bus- covered in the "plioution, said bug to carry a maximum of. sixty �iupile � permit t;o 011o�I operat °. �n of bus on Trunk Highvaayr Not 100 ?rom Junction Wen , was and Trunk H1 voy. No, l0U to Junction Trunk f�;;,g,hvay Ep. l� and Southview e, the 'Village of Edina ha,vlqr approv oration of said bus accord-. ing to Council act -lmn to zzen. e on Oct 8, 1951. Two c anies of t�, mit and map nhovrinr; route of buss operation are attached. One_ y is to be retained for your filers and the other cony to given to the operator of the bum.. Mr. Olsson, i Villa.r•a Yana;-a�r of the Viliap;9 of i;dina . is Warr furnished ivit•_ a copy of the permit and map, as well as Mr. T. C. Fngum, Director, Ungraded Element�,ry Rural 8ohools, State of .Vinnesota, Department of Education. T1w Permit will allow oontinuing operation. it will not be nedessary that it be renevred until such Uwe as' the bus is to be replaced or there is a. ohan,;e in the route. Yours very truly, ' X?LI`,�rnTllfll ;t �'�' III(RiiA�7fy 0. L. Uotl ClMeMOL Maintenance Engineer Eno. REN CCs Mr. P. Theo. 0lsson Village Manager Village of Edina 4801% % 50th Street Edina, Minnesota Mr, T. C. Engum, Director Ungraded Elementarsr Rural Schools State of Minnesota, Dep of Education 331 State Office Bldg., St. Paul 1, Minn. I 51 -2-131 STATE -OF MINNESOTA -- DEPARTMENT OF HIGHWAYS_t� _ XPPLI CATION FOR AUTHORIZATION OF SCHOOL BUS ROUTE (S') OVER sprC I RED • ROADS: To: Commissioner of Highways Authorization is hereby,`requested to operate.a school bus over the described route(s) as shown on .attached map-and having •a seating..capacity of 43.or more pupils ,and equipped with .a single rear ,axle. Truck Chassis 195 lbs. Q►I�YrC�tla#. AW2 -1951 5957 lbs. Make Model Year Chassis Rating License No Weight Licensed For Body i Union city 909 60 60 make, Model Seating Capacity Max. ro. Pupils Carried Bus Vo. Route(s) No. Approximate Center of Seating Check 1. Bus now in operation ig widtb t_ in 2, Contemplated Purchase Note; .. - ', Long Give scale :weights for bus -t E— �`" now in operation. Computed weights for contem- Number of Tires, 2 r 4 plated bus purchase. .Tire Size & No.;. Ply 2 5020 B..nly 2- 20 10 p],y - -rya -- -z• �b • Unloaded Weight by Axles 9525, _ lbs. %2g: lbs: Total Inn. lbs. Maximum Loaded Weight by Axles 117.60: lbs. Zl.MQ lbs. Total: 16..000 lbs. Operating Route(s) (Attach map for each copy (5) showino route(s) ) I Operation to be during period' of 'a*em ei t TQW_bMayeanh y�g;; MI. Sea: I,onth Year Frii na_M=ni ngsJr1j Pib1 in •$eh. 17 F na- Kernel gALde ` , nnel i n Name of School District ho. Town County Independent .Snhnnl'ni.etri0+ 4.2 570 No =333 all Ii084 �- 1�13i3�7Pbtjlo3i� 10 ,Owner of Bus P.O. Address The•above.appl- icatio does not imply or, -reque t, any . axle weights . or.over =al.1 dimensions ex- ceedi -ng legal 11 ns as estrictions. Applicant' Sign -Title P.O. Address 5701 Normandale Road, Minneieuoliej Minn• Date _ 12-11 01 Applicant Do not write, below this line. Submit 5 copies for authorization for each bus. AUTHORIZATION'FOR SCHOOL•BUS ROUTE(S) OVER SPECIFIED ROADS Authorization For This Operation Is Hereby Granted To gda/J �iir. ,eiiod� �i5 l� Subject to compliance with the provisions of the Minnesota III ghway Traffic Regulation Act and the rules and regulations of the State Board of Education_and.is subject to revoca- tion upon non - compliance. , Operation to be during period of .S'C10/C_M6Fi f%ira May dw. C, 0C �ae�i Vice�' Mouth Year Month Year Operating route(s) See-attached map _ /po�liein ��� Cdcsrrl�va� %H /�� fo TN- /ooBS,��ij[/:g•dGs.�. Authorization.of the above routes) does not imply or grant axle weights, or over -all dimen- sions exceeding legal limitations or seasonal load restrictions..: Authorized by the following authorities for the .above specified route(s) on roads which are under their jurisdiction. -For- Roads: P:f /nee e____Fnq Authorized by/ /QT, (',���; r Title DateQc �y� Township Authorized by Title Date For County Roads: County Authorized by Title Date County Authorized by Title Date For.State Trunk Highways: Authorized by emu' Date ,2 Permit No. �l Original copy of thi "s authorization.to be carried on vehic a during above operation. Copies to: School District,, State Board of Education, County Engiaeer and Minnesota Highway Department. M. J. HOFFMANN COMMISSIONER OF HIGHWAYS _ O. L. KIPP ASSISTANT COMMISSIONER AND CHIEF ENGINEER A�* FIZ 01.4 T0: SUBJECT: Dear Sirs: STATE OF MINNESOTA DEPARTMENT OF HIGHWAYS 1246 UNIVERSITY AVENUE SAINT PAUL 1,4, MINN. June 15 s 1951 11. J. Hoffmann CmMissioner of Highrrays All City and Village Clerks. for Att e Mayors and Councils J. E. P. DARRELL TRAFFIC ENGINEER M. O. GIERTSEN BRIDGE ENGINEER G. G. GLADMAN ENGINEER OF PLANS AND SURVEYS C. L. METHVEN CONSTRUCTION ENGINEER C. L. MOTL MAINTENANCE ENGINEER Laws Prohibiting Use of lrun'__ Highuays for Local Celebrations. Inasmuch as personnel changes occur from gear to year in the governing bodies and law enforcement authorities of cities and villages, it periodically becanes .necessary to resta-to the pro- sisions of state la-vrs governing the use of streets that carry state trun': highl-,ray routes. Established regulations definitely prohibit obstructing traffic on state trunle routes in connection :-ith the i'lolding of ca- unity celebrations, carnivals, feSt4vals and similar public asse_:-blies. In order to clarify pr ova.iling regulations in this respect, I am transmitting hereui.th, r.rith the request tliat you bring it to the attention of your mayor and munici pal coancil., a state .ent of tTie po icy outlined sor..e t:me ago to District e-'ig-i--neers and district ;,ainL-enance engineers of the Department of Highways and to officers of the Highway Patrol. The regulations referred to have been established for the safety and protection of the public, and to assure both personal and commercial traffic on Minnesotans Trunk Higln.ray S -,rstem of the uninterrupted traffic service to which they are entitled; Cooper�:.tion on the part of your municipal officers and civic organizations in upholdin; these objectives will be deeply appreciated., I;iJHAg j Encl. (D49 -2 ) 049.1' ) (Mis c *49 -20 ) Mi s c . 51 -34 Very truly -1- urs� DEPA ZT!s1E TT OF HIGLr`TAYS tS, l Corn::issi ne o 'ghways SAVE 400 LIVES THIS YEAR- -399 AND YOURS 3 D 49 -2 M 49 =16 An C i 4>20 FROM, M. J. Hoffmann Commissionar of Highways TO: Division Heads District Engineers District Dhintena.nce. Engineerz Chief Highway Patrol Officer April 25; 1919 SUBJECTS Blocking bf Trunk Highways for Local Celebrations Gentlemen: Apparently there is need for restating the policy of the Depart+ meht ith respect to the closing off of trunk highways in municipalities for the holding of celebrations, carnivals, etco Although we can appreciate the desire on the part of local bus- inessmen to hold such celebrations on the dog ^nto%^m main streets, the fact remains that neither this Department nor any governmental agency has legal authority to close off or permit the closing off of a trunk highway oxcept as it may bo necessary in connection with construction or repair opeAT'aons, Consequently it is not possible for the highway Department authori ios to consent to the closing of a trunk highvr^.y for any other purpose+ Instances have come to our attention where Department representa- tives have informed local authorities or local businessmen that we would not object to the closing of a trunk: highway if the local authorities accepted all rosponsibility and provided necessary police supervision. This is not the policy of the Highway Department- It is obvious that trunk hi6honys must be kept open, except in the case of an extrome emergon.cy .rh.ich might arise out of an accident' or perhaps during the actual >aovenent of a procession or a parade which might temporarily blockade the highway* In no case can the erection of stands+ buildings, tents, concessions or other .:similar encroaohmonts be permitteh It is our intention to insist, in acoordance with lair, on keeping the trunk highways open_ to traffic and to bring such action as may be nee- essary to prevent the illegal obstruction of trunk highways. In case of any inquiries local officials should be advise. accordingly. The central office should be notified of any cps is .indro local autho.ritieso through any misunderstanding or unfamiliarity with requiremenbs of state laves, take such action as would be construed as approving any celebration_ or other civic affair which would- requiro the closing; of a trunk highway and interfore with trunk highway traffic: Very truly yoursi DEPARTMENT OF HIGHPIAYS MJH/hgj o }2 n `r `of Highvraye !larch - 21, 1951 _ J State of Minnesota Department of Highways Highway Planning Survey 1084 University Ave* St. Paul 94, Minnesota -.- Attention: P. R. Staffeld T Dear Mr. Staffeld: We do not know just when we will have our financial report completed for the calendar year 1950* 11e are therefore listing below the expenditures in the various'accounts forP1950 which we believe pertain.to the report which.you wish to make. Tree: Trinming �. 833.96 Street Light Repair 124,66 Street Lighting 9,736.30 Wooddale Ave. & 50th St. Traffic Signal 319.12• Street and Sidewalk tenance 19,472.59 Street Department - S 'cial Work 2,423.67 Street Commissioner 3,587932. , Unapplied Time 2,536.40 Street Signs 1,174.13 Street Expense - Miscellaneous 606.96 3ardng, Ap- 0-W 7052.75 Storm Sewers 1040.89 Equipment Maintenance 20,791.79 (All Equipment including: Police, fire, street etc) . Golf Terrace Straightening 337.39 Rem Highway. Equipment 6,923.27 We trust that the above information will be sufficient. If not, please write its again•and we will try to furnish you with whatever is needed. Yours truly, VILLAGE OF EDINA BY Deputy Treasurer ,t . J. HOFFMANN MMISSIONER OF HIGHWAYS O. L. KIPP ASSISTANT COMMISSIONER AND CHIEF ENGINEER Mr. Bower Hawthorne, Clerk City Hall, 4801 West 50th Edina, Minnesota Dear Mr. Hawthorne: Will you kindly send us a copy of your city's financial statement for the calendar year 1950 as soon as it becomes available? This will provide the information on street, curb, gutter and storm.sewer activities required in our annual reportto the Department of Highways and the U.S. Bureau of Public Roads. We are requested to complete these reports as early as possible after the close of the fiscal period mentioned and if your statement is published in a local paper, a newspaper copy will serve our purpose. , May we have yqur cooperation? Yours very truly, DEPARTMENT OF HIGHWAYS P. R. S affeld, Acting Manager Highway Planning Survey P RS : HL Please address reply to: Highway Planning Survey 1084 University Avenue St. Paul E4, Minnesota SAVE 400 LIVES THIS YEAR --'399 AND YOURS 3 J. E. P. DARRELL ' TRAFFIC ENGINEER STATE OF MINNESOTA M. 0. GIERTSEN DEPARTMENT OF HIGHWAYS BRIDGE ENGINEER G. A 1246 UNIVERSITY AVENUE ENGIN NEER R O OF P PLANS SAINT PAUL E4, MINN. AND SURVEYS February 26 1951 C.'L. METHVEN � CONSTRUCTION ENGINEER C. L. MOTL MAINTENANCE ENGINEER Mr. Bower Hawthorne, Clerk City Hall, 4801 West 50th Edina, Minnesota Dear Mr. Hawthorne: Will you kindly send us a copy of your city's financial statement for the calendar year 1950 as soon as it becomes available? This will provide the information on street, curb, gutter and storm.sewer activities required in our annual reportto the Department of Highways and the U.S. Bureau of Public Roads. We are requested to complete these reports as early as possible after the close of the fiscal period mentioned and if your statement is published in a local paper, a newspaper copy will serve our purpose. , May we have yqur cooperation? Yours very truly, DEPARTMENT OF HIGHWAYS P. R. S affeld, Acting Manager Highway Planning Survey P RS : HL Please address reply to: Highway Planning Survey 1084 University Avenue St. Paul E4, Minnesota SAVE 400 LIVES THIS YEAR --'399 AND YOURS 3 October 4, 1951. Mr. M: J... Hoffbmm _ Commissioner of Highways 1246 University.Avenue St. Paul k, .Minnesota Dear Sirs 1 am enclosing herewith application -in quadruplicate together with : p3zw�of sanitary sewer construction in the Village, for which we request permission to cross and parallel Trunk Highway 100. Your prompt attention to this matter will be appreciated. Very truly yours., P. Theo. Olsson Village Manager PTO: avk enc. 't August 1' 1951. 11innesota State Highway Department 1246 University Avenue St. Paul# Minnesota Attention: _Air. J. E. P. Darrell Traffic Snpis�eer Dear Mr., Darren.- Sane time ago the Council instructed me to ask your department to make a traffic susRey or stuff of the traffic on 50th Street between France Avenue and Trunk Highway # 100. It appears that some residents living along 50th Street ere rather concerned by the heavy traffic# especially the, track traffic, and are requesting the Council for score femedy, if anything can be devised. 50th_street is apparently not a. designated trunk highway bat only so marked by courtesy# and thvther" the removal of the trunk highway signs will materially reduce the traffic* I- am not .in a position to state. - Should you have an opportunity to stop at my office we may be better able to discuss the problem and probably such same conclusion.. Waiting to hear from you at your .conveniences I am Very truly yours.O P. Theo.. Olson Village Manager - PTO:avk AN EXPANDED FEDERAL HIGHWAY PROGRAM .. . already has the support of the: American Association of State Highway Officials, the men who best know and must meet the nation's highway transportation needs American Automobile Association, with a membership of 6,000,000 motorists. American Municipal Association Minnesota Association of County Commissioners County Highway Engineers of Minnesota Minnesota Safety Council National Good Roads Association National Grange Automobile Manufacturers Association American Road Builders Association National Highway Users Conference National Retail Merchants Association United States Chamber of Commerce National Automobile Dealers Association Automotive Safety Foundation National Tire Dealers & Retreaders Association International Association of Ice Cream Manufacturers Livestock, Dairy and Agricultural Shipping Organizations But it will take your letter -- and a 3¢ stamp -- to let Congress know that YOU want it! - a le#er IF YOU WANT � byLK�0 a better road L a better street a better bridge . � C. ' CAN W ashin9tono streets HELP Roads & Roads Acct. for Modem YOU - to 5 000 Oa • Pay of The sum of �$ % � GET of u.�• IT ins in tallments annual �✓ MINNESOTA GOOD ROADS, INC. 1035 N. W. Bank Bldg., Minneapolis, Minn. ARE THE ROADS AND STREETS YOU NEED . BOGGED DOWN IN THIS BACKLOG? The Minnesota Highway Study Commission spent two years investigating the actual, inescapable needs for road and street improvements in this state. It hired two of the foremost fact find- ing agencies in the nation to get the - answer. It found out why so many - communities are sending delegations to the State Highway depart- ment, to city halls, and to county courthouses! Minnesota's roads.and streets are over a bil- lion.dollars short of the lO -year requirements of modern traffic; Our construction, reconstruction and moderni- zation needs, on the basis of a 10 -year improve- ment program, total: $624,000,000 for rural and urban trunk routes. $344,000,000 for county and town - ship roads. $209,000,000 for municipal streets off trunk routes. $1,177,000,000 = $117,700,000 a year! Frightening? They'll be more frightening if we don't start to close the gap between our mounting traffic requirements and the roads and streets to drive them on! To meet the issue calls for leadership -- with vision and courage. You can help provide that leadership by let- ting Congress know -NOW that you want a vastly ex- panded National Highway Program. The kind of program that failed last year failed mainly for one reason: The Senators and Congressmen did not hear enough from the people back home - - -the people who want the roads:. WHAT IN E FEDERAL PROGRAM WOULD DO FOR MINNESOTA The Highway Program that now holds the spot- light in the House of Congress would increase Minnesota's federal aid allotments from.the pre- sent $21,000,000 to some $60,000,000 a year for 13 years and a total of $775,000,000. Of this money $41,000,000 a year would be on a 90° -10;6 matching basis, requiring only $4,500,000a year to match. The plan.would so increase construction funds for state.trunk routes (Interstate and Primary - rural and urban) that it would allay any exist- ing fears as to the affect upon main highways of the passage of Constitutional Amendment No.2 for redistribution of state collected road -user revenues. Minnesota now has available, annually, in road user and federal aid funds, about $48,360,000 for state trunk route improvements and $21,100,000 for work on county highways. Under a combination of (1) the proposed Fed- eral Aid Program and 2) the road fund redistri- bution proposed by Amendment No. 2. Minnesota could start next year with an annual, state and federally financed, improvement program approx- imating: $75,000,000 for construction on state trunk routes, rural and urban; $28,500,000 for road building on county highway systems; $10,000,000 for improving urban streets not on the In- terstate system. $113,500,000 a year to meet YOUR needs. Don't try to tell Congress how to write the bill- -but do tell Congress you want the Program and the accelerated improvements it will accom- plish: If you want more details write Minnesota Good Roads, Inc., 1035 Northwestern Bank Building, Minneapolis 2, Minnesota to �'coo�G �oaa�d, �1ri. 103E N. W. BANK BLDG. TELEPHONE FE 2ASO MINNEAPOLIS 2. MINNESOTA OFFICERS A. C. GODWARD August 28, 1956 Engineer ELMER V. ERICKSON, President Cambridge, Minn. C. D. JOHNSTON S. L. STOLTE, Vice - President Director Minneapolis, Minn. KENNETH B. LAM, Secretary Hastings, Minn. 0. B. ROUNDS GOOD ROADS REPORT - SERVICE BULLETIN NO. 5 Secretary OACAR A. OLSON, SR. Treasurer Braham, Minn, JERRY J. KIGIN, Assistant Treasurer SUBJECT: AMENDMENT NO'. 2 = ITS EFFECT ON HIGHWAY FUNDS UNDER St. Cloud, Minn. THE EXPANDED FEDERAL AID HIGHWAY PROGRAM. UTIVE COKKI WENDELL P. HUBER Fergus Falls, Minn, Repeatedly, throughout its ultimately successful campaign for clAODEJ., Faribauitlt Minn. enactment of the vastly expanded Federal Aid Highway improvement Y ex P g Y P HAM LINER °. program, Minnesota Good Roads, Inc. has stressed the point that Willmar, Minn. FRAMC D. MARZITELLI - the .fate of Amendment 2 in Minnesota might well hinge upon . St. Paul, Minn. HERMANMATM -No.. the outcome of the federal program in. Congress. That the two H H lMITERinn, proposals might- well constitute a "package deal" affording an "i ° °•. � unprecedented opportunity for greatly accelerating road and street EMEBSONNUIMA6D Waseca, Minn. improvements, at all levels of government. DIRECTORS GOMM R. CLOSWAY Three times in the past decade highway constitutional amendments E. RAY eoer'n °' have been submitted to the voters. Each would have simply taken MI LIAMIE. DAHLQUIST funds from one pocket - that of the state's main trunk highways - Thief River Fells, Minn. A. E. GIERE in order to provide needed help in stepping up the improvement of St. Paul, Minn. HAROLD F. GaoDRICR local highways. Neither would have left any alternative , in pro— St. Paul. Minn. viding replacement funds for urgently needed trunk route improve - A. H. JOHANSON Wheaton, Minn, ments, except through substantial increases. in state road user JOdilac n. taxes. All three proposals were rejected by the voters.. OLOF L• LARSON Montevideo, Minn. CHARLES c. MELONY Now, for the first time, due to the vastly enlarged federal sums Minn eapolis, Minn. J. L. MORTON assured over a long range (13 year) period for main highway improve-. St RDSr Paul soNnn' ments, the ".replacement" problem has been reduced to a minimum - Duluth, Minn. GEORGE L. PE'IEHSON R if not completely resolved. P Y . Minneapolis. Minn. MAYMo Moorhead, tloorheed, Minn. In other words:' - cLIMankato, Minn. (1) A share of state collected road user revenues (some $7,750,000) "`EC RUITGERS can be allocated (for the first time) to Mi.nnesota,municipal- DN, Minn. R. SPA LEE R. SPANNER - iiies to help them meet their increasingly critical °traffic Hibbing, Minn, problems; (2) State aid road funds.to the counties can be increased from the present level of some $16,500,000 a year to at least $25,000,000 a year; and (3) By the time Amendment No. 2 would become effective in fiscal 1958, current State Trunk Highway funds for construction purposes, exclusive of bond issues but including the in- creased federal aid, still would be increased some $26,500,000 .above'their 1956.1evel. The basis for these.calculations is shown in detail in the itemized statement on a separate sheet, TABLE A, herewith attached•. -2- BASIS OF DISTRIBUTION Briefly, under present state constitutional provisions, the state trunk highway system has been receiving 80% of state road user revenues (motor vehicle license and gasoline taxes); the counties 20%, and the municipalities nothing, except as they benefit from improvements of state and county road extensions. If Amendment No. 2 is adopted, all road user revenues, whether from license fees or state gas taxes will be pooled in one fund. This fund would be divided 62% to the state trunk highway; 29% to an established system of primary county high- ways and the municipalities of less than'5,000 population within the counties; and 9% among the municipalities of more than 5,000 population within the state. Bond issues, as a source for funds which will permit the public to build long - overdue improvements and enjoy their benefits while they are being paid.for, have had a resurgence of popularity in many areas of government. Under authorizations enacted by the 1955 Minnesota Legislature, the state this year will use $6,000,000 of bond proceeds to finance the new.Highway Office Building at the State Capitol,_ and $4,000,000 to expedite the construction of long needed bridges. It plans in fiscal 1957 to sell another $10,000,000 in bridge bonds (the annual limit under present constitutional provisions) to make possible the record breaking $74,000,000 trunk highway construction program that has been announced. There will still exist Legislative authorization for issuance of another $6,000,000 in bridge bonds, to supplement current state construction revenues in fiscal 1958, the first year Amendment No. 2 would become effective. CURRENT REVENUES INCREASING It is significant that for several years the net total of motor vehicle and gas tax revenues (of which the state would retain 62%) has been increasing at the .rate of $4,000,000 a year - adequate to provide for the.retirement of any forseeable bonded indebtedness likely to be incurred. Beyond this point, under provisions of the proposed Amendment No. 2 several alternatives are set up to protect the state highway system from suffering because of inadequate funds.. (1) The Amendment would lift the state's present limitation upon the issuance of bonds for Trunk Highway purposes from the current $75,000,000 maximum to $150,000,000. (2) It would remove the existing bond limitation of $10,000,000 in any one year; would permit the legislature to issue any amount of bonds (within the $150,000,000 maximum) necessary to match available Federal Aid and carry on needed state -fund construction. (3) Moreover, the proposed Amendment specifically authorizes the cities and counties to use any part of their increased road user revenues to participate in the construction costs of trunk highway projects. In other words, trunk highway improvements are not necessarily limited to the percentage of road user revenues specifically delegated to the State Highway Department. Local units of government can make available any part of their allocated road user funds for construction on trunk routes, rural or urban, if such improvements are deemed of primary importance from the standpoint of community interest and cannot be sufficiently expedited out of the State Trunk and Federal Aid Highway funds available in anyone year. The Amendment has two other compensatory advantages in that (a) it freezes the mileages of state aid road and street systems against wanton or capricious mileage expansions and (b) places the control of expenditures for construction on these f -3- road and street systems in the hands of the state, thereby protecting state aid funds from dissipation or careless diffusion. The proposed Amendment also does away with the present outmoded and inequitable constitutional limitations which provide that no county, regardless of size in terms of population, area or road mileage, can receive more than 3% of the total of state road -user revenues apportioned among the counties. Just as the development of the proposed Amendment No. 2 was the result of an exhaustive two -year study by a non - partisan interim commission and thorough delibera- tions by the 1955 Legislature, so seemingly has every effort been made to assure fair and equitable statutory machinery to carry out the amendment's objectives. FORMULAE WELL THOUGHT OUT In submitting the amendment.to popular vote in November, the 1955 Legislature created an Interim Commission on Highway Taxes Distribution. That Commission has completed its deliberations and prepared its report. In formulating its recom- mendations it has: Set up a formula for distribution of funds among the counties which complies completely with the recommendations of a joint committee of the Minnesota Association of County Highway Engineers and the State Associa- tion of County Commissioners and was subsequently approved by unanimous vote of both these statewide organizations. Adopted the recommendations of the League of Minnesota Municipalities, unanimously approved,'ai.the League 's 1956 convention, as to both (a) the distribution of funds as among the municipalities of more than 5,000 population and (b) the guarantee of an equitable sharing of revenues by the counties with their municipalities of less than 5,000 population. The question has' been raised.as to whether the 1957 legislature will be bound to follow the recommendations of the. Interim Committee. Legally it will not. How- ever, it is unlikely that the next legislature., having delegated the task to a two - year -long study of ark Interim'.Commission. will depart far from the commissions recommendations. Our legislators are men of honor who have been entrusted with the ,job of government by the people „of their respective districts. POSSIBLE "PUNITIVE” ALTERNATIVES From some quarters certain apprehensions have been expressed as to whether, even with the assurance provided by the vastly increased Federal Aid program, the 62% share of state road user revenues was equitable to meet the needs of the trunk highway system.. The jioar.d of Directors of.Minnesota Good Roads, Inc. considered all these factors and after'due. deliberation`s recommended Amendment No. 2 for adoption at the next general election in November. One factor carefully studied and discussed'was that they believed Amendment No. 2 to constitute the fairest. redistribution,. from the standpoint of state, city and country traffic needs, that could possibly be arrived at at this time.- Another was their frank concern, in fact very serious concern, that should Amendment No. 2 fail of enactment,' the 1957 legislature, or any subsequent legislature, might resort to "punitive" measures which would be far more damaging to the future develop- ment of Minnesota's highway transportation facilities, and much less desirable to the people and the industries.which use them. me MGBI's directors frankly recognized that the legislature NOW has at its command two alternatives by which it can, if it so wills, increase the benefits to counties under existing constitutional provisions. (1) The legislature has the authority, under the present constitution, to add 3,000 or 4,000 or 5,000 miles of the more costly county primary roads to the state trunk highway system, relieving the counties of their maintenance as well as con- struction costs. As a matter of fact, in 1933 the legislature did then add 4,574 miles of highways to the state trunk system, increasing the trunk route mileage by approximately 65 %. Action of this nature has been threatened in the event that Amendment 92 fails next November. The result would be far more disastrous to the financing and future development of the present state trunk system. (2) The legislature, also under its present constitutional op wers, could reduce motor vehicle license fees (which now go entirely to the state trunk highway fund) and increase the gasoline tax rate. Each one cent of gasoline tax yields approxi- mately $9,500,000 of which 2/3 goes to the state trunk highway fund and 1/3 to the county. A 50% reduction in motor vehicle license fees would cost the trunk highway fund at least $15,500,000. A 2� per gallon increase in the gas tax would produce $19,000,000. Of this sum, however, approximately 6,350,000 would go to the counties and $12,650,000 (using round figures) to the state trunk highway fund. In other works, the state highway system would lose approximately $2,850,000 and the counties would gain some $6,350,000 more than they now get, or almost as much as they would gain by the adoption of Amendment 42. BUT- the 3% allotment limitation would still prevail as to the larger and more populous counties of the state, counties which pay the larger share of both motor vehicle license fees and gas taxes. And, Minnesota's municipalities would receive no measure of relief from their increasingly serious traffic problems. The legislature has, by more or less of a gentleman's agreement, refrained in recent years from adding any substantial mileages to the trunk highway system. It has done so on the assumption that if an amendment could be devised which would correct some of the inequities and outmoded provisions of the present constitution and at the same time give the local subdivisions of government a more substantial share-in road -user tax proceeds, it would meet with the approval of the people as a whole: It is the feeling of Highway Commissioner M. J. Hoffman and others in the State Highway Department that if-the-cities and counties share materially in'.the proceeds of both motor vehicle and gas "tax taxes, the voters and future legislatures will see to it that necessary.revenue is provided to safeguard and develop trunk.highways, primary county and local roads, and municipal streets on a reasonably balanced basis. -XXX - TABLE A ANALYSIS OF COMPARATIVE STATE ROAD USER AND FEDERAL AID FUNDS AVAILABLE FOR CONSTRUCTION ON MINNESOTA STATE, COUNTY & MUNICIPAL HIGHWAY SYSTEMS, EXCLUSIVE OF BOND ISSUES. (Actual 1956 vs. Estimated 1958, under provisions of proposed Amendment, No. 2 and newly expanded Federal Aid Highway Program) FISCAL 1956 ACTUAL CURRENT STATE ROAD USER REVENUES CURRENT FEDERAL AID ALLOTMENTS $80,000,000 21,000,000 SOURCE TRUNK HIGHWAYS CO. HIGHWAYS CITIES TOTAL ROAD USER FUNDS FOR CONST. Motor Vehicle Tax $32,000,000 Gas'Tax- 2/3 -1/3 32,000,000 $16,000,000 None $64,000,000 Plus Miscl. Revenues 3,000,000 $67,000,000_ -- -- - - Less fixed costs, maint. etc. 28,500,000 Bal. for Construction $38,500,000 $16,000,000 $54,500,000 Federal Aid Funds: Regular $11,300,000 $ 5,690,000 Interstate 4,000,000 Sub Total - F.A. $15,300,000 None GRAND TOTAL FOR CONST. $53,800,000 $21,690,000 $75,500,000 -------------------------------------------------- Total All State � F.A. Funds $82,300,000 $21,700,000 $104,000,000 BY FISCAL 1958 ESTIMATED STATE ROAD USER FUNDS - $86,000,000 (more likely $88,000,000). TOTAL FEDERAL AID SUMS 58,500,000 TRUNK HIGHWAYS CO. HIGHWAYS CITIES TOTAL ROAD USER 62 FUNDS FOR CONST. Division Under Amend. No. 2 $53,320,000 $24,940,000 $7,740,000 Plus Miscl. Revenues 3,000,000 $56,320,000 Less Fixed Costs,..Maint, etc. 28,500,000 Bal. for construction $27,820,000 $24,940,000 $7,740,000 $60,500,000 Federal Aid Funds: Regular $14,200,000 $ 6,000,000 _ Interstate 38,300,000 Sub Total- F.A. $52,500,000 $58,500,000 GRAND TOTAL FOR CONST. $80,320,000 $30,940,000 $7,740,000 $119;000,000 ---------------- $1IW 20,000 $30,940,000 $7,740,000 $147,500,000 IMPORTANT NOTE: The above figures do not include proceeds from bond issues already authorized by the 1955 Legislature. To the 1956 total for Trunk Highway construction can be added $4,000,000 in bridge bond revenues, exclusive of $6,000,000 issued to finance new Highway Office Building. Another $10,000,000 will be issued in calendar 1957, and any proceeds unused will carry over for construction in fiscal 1958, along with an additional $6,000,000 now authorized for issuance in 1958. Hence it is reasonable to anticipate that some $10,000,000 presently authorized in bond monies will be available for 1958 trunk highway construction, in addition to the $80,320,000 total shown for current road user and Federal Aid revenues. %i &W"Oft 000d ,Roads, 1700. 1035 N. W. BANK BLDG. TELEPHONE FE 2AWS MINNEAPOLIS 2. MINNESOTA OFFICERS July 10, 1956 ELMEB V. ERICKSON, President Cambridge, Minn. S. L. STOLTE, Vice - President Minneapolis, Minn. KENNETH B. LAW, Secretary GOOD ROADS REPORT- SERVICE BULLETIN NO. 4 Hastings, Minn, OACAR A. OLSON, SR. Treasurer Braham, Minn, JERRY J. EIGIN, Assistant Treasurer SUBJECTS: St. Cloud, Minn. EXECUTIVE COMMITTEE WENDELL P. HUBER Fergus Falls, Minn. CLAUDE J* HUNT Faribault, Minn. HARRY LINDER Willmar, Minn, FRANK D. MARZITELLI St. Paul, Minn. HERMAN MATZKE Duluth, Minn. H. H. WALTER New Ulm, Minn. EMERSON WARD Waseca, Minn. DIRECTORS GORDON R. CLOSWAY Winona, Minn. E. RAY CORY Austin, Minn. WILLIAM E: DAHLQUIST Thief River Falls, Minn. A. E. GIERE St. Paul, Minn. HAROLD F. GOODRICH St, Paul, Minn. A. R. JOHANSON Wheaton, Minn. JOHN A. KUETHER Milaca, Minn. OLOF L. [ARSON Montevideo, Minn. CHAELES C. MELONY Minneapolis, Minn. J. L. MORTON St: Paul, Minn. ROBERT A. OLSON Duluth, Minn. GEORGE L. FRIERSON Minneapolis, Minn. WAYNE PETERSON Moorhead, Minn, CLIFFORD H. RUSSELL Mankato, Minn. ALEC RUTTGERS Deerwood, Minn. LEE R. SPANNER Hibbing, Minn. A. C. GODWARD Engineer C. D. JOHNSTON Director D. B. ROUNDS Secretary I. VICTORY FOR HISTORY'S BIGGEST HIGHWAY PROGRAM II° AN ANALYSIS- WHAT IT MEANS TO MINNESOTA III° MGRI ENDORSES AMENDMENT NO. 2 � rle�e THE BIGGEST HIGHWAY IMPROVEMENT PROGRAM ANY NATION IN THE WORLD HAS EVER UNDERTAKEN HAS BEEN ENACTED BY THE CONGRESS OF THE UNITED STATES. THE FEDERAL AID HIGHWAY ACT OF 1956 MARKS THE DAWN OF A NEW ERA IN ROAD AND STREET CONSTRUCTION IN MINNESOTA° For the first time in more than 30 years the road users of Minnesota, personal, commercial and industrial, can look forward to the build- ing of highways for the traffic of today and tomorrow, instead of just trying desperately to catch up on the deficiencie °s of yesterday. Minnesota Good Roads, Inc. is supremely gratified at the success of the new Federal Aid Highway Program, And we are glad to have had an effective part in bringing about that success. Briefly, the new program will provide for Minnesota an average of $57,000,000 a year in Federal Aid funds for the next three years, as compared with the present Federal allotments of $21,000,000 a year. It will make possible a matched Federal Aid construction program of $244,000,000 during the three year period on state and county highways and municipal streets. And dt.establishes the policy of Congress,to continue an even further accelerated program for another 10 years - from 1960 to 1969° The economic impact of this unprecedented construction program will be reflected in every community. The driving public, passenger car or commercial, will attain better, safer, more useful roads and streets in all categories of governmental jurisdiction. Not only ordinary travel but our industries, the marketing of agricultural products, and the retail distribution of goods and commodities, will be relieved of the choking congestion and general inadequacies of our outmoded roads and streets. The toll of lives, injuries, and property damage will be greatly reduced. But the program goes even further than that. It will have a terrific impact in immediate economic benefits, to continue from 13 to 16 years through new payrolls, increased purchasing power and a huge expansion of the volume of.business for every phase of the road building industry, These include not only the on- the -job employment it will provide but the benefits to the men and industries that will produce or fabricate the materials; manufacture and distribute the equipment and machinery, and provide the financing and bonding services that will be required to. carry out a long range- program of such magnitude. -2- ANALYSIS- WHAT THE NEW FEDERAL AID HIGHWAY PROGRAM MEANS TO MINNESOTA Uppermost in everyone's mind today-is just what, specifically,.the new program . will mean to Minnesota- -and to YOU. 1, The Federal Aid Highway Act of 1956 provides definite, immensely increased sums for each year, over the next 13 years, for construction of Interstate System routes, of which Minnesota has 936 heavily travelled miles. 2. It makes specific authorization of Regular Federal Aid funds, also substantially increased (for primary, secondary and urban highways), for the fiscal years of 1957, . 1958 and 1959. Subsequent authorizations are left to future Congresses, but both the House and Senate have acknowledged it as Congressional policy that these funds also should be further increased in future years. The following table new program will pr 1957 funds were the by the new Act,) Federal Aid Program Regular: shows, in round numbers approximately what federal aid sums the .vide for Minnesota, as compared with present allotments, (Fiscal same as those shown for 1956 until increased, effective immediately, 1956 1957 1958 1959 3-Year To -tal Incl.Incr, Primary $8,300,000 $9,800,000 $9,800,000 $10,100,000 $29,700,000 Secondary 5,900,000 6,900,000 6,9000000 7,100,000 20,900,000 Urban 2,800,000 3,300,000 3,500,000 3,600,000 10,400,000 Total Regular (50 -50) $17,000,000 $20,000,000 $20,200,000 $20,800,000 $61,000,000 Interstate (90 -10) 4,000,000* 26„500,000 38,300,000 45,100,000 109,900,000 Grand Total F.A. $21,000,000 $46,500,000 $58,500,000 $65,900,000 $170,900,000 Heretofore *Required 60 -40 matching Total Yearly Increase Over 1956 $25,500,000 $37,500,000 $44,900,000 $107,900,000 The proportion of State matching funds required to activate the expanded federal aid program is greatly reduced by the fact that, although Regular Federal. Aid seams still must be matched 50 -50, the large sums allocated to Interstate System construction are allotted on a 90% federal -10% state basis. The following tables show, by comparison with 1956: A. the matching funds that will be required, and B. the magnitude of the improvement program that will result: Table A Matching Funds Required: Regular (50 -50) Interstate (90 -10) Matched by Counties( * *) State Must Match 1956 1957 1958 1959 3-Year Total $17,000,000 $20,000,000 $20,200,000 $20,000,000 $61,000,000 2,670,000 2,950,000 4,300,000 5,000,000 12,250,000 $19,670,000 $22,950,000 $24,500,000 $25,800,000 $73,250,000 5,690,000 5,750,000 6,500,000 6,800,000 19,050,000 $15,000,000 $17,200,000 $18,000,000 $19,000,000 $54,000,000 ( * *) These county :figures, after 1956, are estimates, as the Department of Highways has not definitely determined just what proportion of increased secondary road funds will be -3- turned over to the counties. Virtually the entire allotment has been in the past, but increasingly serious improvement needs on some secondary state trunks may necessitate retaining some part of the secondary fund increase for this purpose, particularly if the counties are given the relief they need by adoption of Amendment No, 2e Combined federal and state funds will make possible the following volumes of federal aid construction, as compared with 19560 TABLE B. 1956 1957 1958 1959 3 -Year Total Total F.A. Program $41,000,000 $69,450,000 $83,000,000 $91,700,000 $244,150,000 These figures are exclusive of the very large volume of state, county and municipal construction projects that are financed 100% by state or local funds, not involving federal aid monevso The increased 1957 fiscal allotments are available NOW, The State Highway Department has already programmed, to be placed under contract during the next 12 months, 167 projects estimated to cost $74,000,000° This is a far cry from the $29,000,000 annual trunk highway construction program that was all that available funds would finance just six years ago: And now even the $74,000,000 program set up for this 1957 fiscal year will be still further increased, almost immediately, by the addition of major Interstate projects which can be financed on the 90 % -10% matching basis, The Next Ten Years What about the next 10 years, subsequent to fiscal 1959? Minnesota's Federal Aid allotments for Interstate System construction will level off in 1960 at about $49,600,000 a year, and continue at this figure through 1969. Expressions of the 04th Congress indicate an intent that future Regular Federal Aid funds should be provided for each of the 10 years at a minimum of some $10,360,000 for Primary Highways; $7,270,000 for Secondary Roads, and $3,715,000 for Urban extensions, On this basis Minnesota can anticipate, during the next 13 years, some $260,000,000 in Regular Federal Aid funds, plus $600,000,000 in Interstate construction funds, or a total of $860,000,000. To the overall federal aid financing can be added $260,000,000 in regular federal aid matching funds, plus some $67,000,000 in state funds for Interstate matching, or a total of $327,000,000. This spells out the prospects for a matched federal aid construction program of $1,187,000,000: MGRI ENDORSES AMENDMENT NO. 2 On the assuranc; provided by this basic and long range Federal Aid Program for adequate financng of interstate and other main primary highways, especially the needs of the state trunk system, .the Board of Directors of MGRI feels the time has come to extend the potentialities of this program, and the constantly increasing road user revenues within the State of Minnesota, to the benefit of the road and street needs of counties and municipalities. Consequently, tha MGRI Board of Directors at its last meeting unanimously endorsed Constitutional Amendment No. 2 for adoption by the voters in the November general election and pledged themselves to actively support this Amendment. With respect particularly to Minnesota's problems, Minnesota Good Roads, Inc. regards the new Federal Aid Highway Program and adoption of Amendment No. 2 as a "package" -4- which will give Minnesota and all its subdivisions of government the opportunity for a greater (and continuing) improvement program than has ever before.been conceived in the state's history. Watch for a complete analysis of proposed Amendment No. 2 and hose it can tie in with the Federal Aid Program, It will be forthcoming in MGRI °s Bulletin No. 5e APPENDIX: NATIONAL PROVISIONS OF FEDERAL AID.ACT OF 1956 On a nationwide basis, the Federal Aid Act of 1956 commits the Congress to provide the following annual sums: Regular Federal Aid (50 -50 Matching) 1957 Prev, Auth, ) $700,000,000 Additional ) $125,000,000 Total $825,000,000 1956 $850,000,000 1959 $875,000,000 Interstate System (90% U.S.-10% State) $175,000,000 $1,000,000,000 $1,175,000,000 $1,700,000,000 $2,000,000,000 1960 ( Determination left to future Congresses, But ) thru ( House bill proposed increases each year to ) $2,200,000,000 1967 ( peak of $1,025,COO,000 by 1969; Senate bill ) ( would have leveled off at $900,000,000 a year ) ( for 1960 thru 1969 ) 1968 $1,500,000,000 1969 $1,025,000,000 Federal Interstate Total $24,825,000,000 State Matching Funds 2,750,000,000 'Total Program, Interstate $27,575,000,000 Obviously, the new low matching ratio on essential, high priority Interstate con - Rtruction projects will in turn release substantial sums of state road user revenues (which have been increasing at the rate of $4,000,000 a year) for expanded construction un non - interstate highways. There are other items of the 1956 Act which are pertinent: 20% Transfer - The Act is flexibly tailored for adjustment to the varying needs of various states. It permits any state, with consent of the Secretary of Commerce, to transfer up to 20% of any one Regular Federal Aid allotment (primary, secondary and urban, but not s_terstate) to one or both the other funds if relative needs justify; provided, howevir, that the transfer shall not increase any one fund by more than 20 %, -5- Bipartisan Support - The 1956 Act was a completely bipartisan measure, assuring that actual appropriations to'meet the authorizations will follow without party or factional conflict, Interstate Fund Apportionments - Interstate construction funds, under the compromise Act, will be apportioned among the states for the first three years .(1957- 1958 -1959) on the basis of the existing formula. 2/3 population; 1/6 area and 1/6 rural road mileage. During this period the Department of Commerce is to make a complete review of the relative costs of completing Interstate System mileages in each state. Hence- forth, 1960 through 1969, Interstate apportionments will be on the basis of relative needs estimates, which in turn will be revised periodically as the program proceeds. This compromise will give Minnesota several millions more in Interstate funds during the next three years than the original needs formula. The three -year national study then will enable the state to realistically revise its needs drastically upwards, as, our highway authorities already have found that the cost estimates submitted in 1954 are many millions of dollars short of meeting actual Interstate requirements,' HOW PROGRAM FINANCED Program to be financed over 16 year period by following increases in road user taxes dedicated to be used in road improvements-.. Gas and Diesel Fuels 2� Tires and Tubes 5� Retread rubber 3� Excise Tax on trucks, trailers and for passenger cars now), Special Tax on heavy trucks- $1,50 to 3Q per gal, (increase•lQ per gallon) to 8� per pound ( 3� per pound_) per pound (new tax) busses raised from 8% to 106 (same as per 1000 lbs, if over 26,000 pounds * ** ilal •• � II PLEASE DEEP IN YOUR PERMANENT FILE FOR FUTURE REFERENCE Periodic bulletins may refer to this memorandum MINNESOTA GOOD ROADS2INC. , ITS ORIGIN, ACCOMPLISHMENTS AND FUTURE. PROGRAM A year ago the road building industry and profession; and. the road users of the nation passenger and commercial, had their sights set. on the biggest., ;most ,long range highway construction program in the history of this .country. ..The bottom dropped out in the closing days of the 1955 session of the 84th Congress. Within less than a year the same Congress has reversed itself,-and provided la Federal Aid Hig�iway Program that will double the rate of highway, road aria street improvements by 1959, and set a pattern to hold that pace of progress for the next 13 to 16 years. What happened to so dramatically change the picture in Washington, and set in motion immediately the greatest highway - program any nation in the world has ever undertaken? A "grass roots lobby" of the people who really want the roads made its voice heard in Weshingtonl Minnesota Good Roads, Inc. is modestly proud of having played an important part in stimulating that grass roots demand which made the new highway program possible and turned defeat into victoryl THE ORIGIN OF MGRI When the expanded Federal Aid Highway Program failed in 1955, Minnesota Good Roads, .Inc. was born to meet the obviously critical need far a single, united, statewide organiza- tion which could coordinate all of our good roads interests and effectively represent them wherever the battle for better roads had to be waged. To initiate this action the officers of the two prior statewide organizations, the Minnesota Highway Federation and the Kinnesota Good Roads Association (which iri past years had sometimes run to counter purposes in their equally sincere efforts.) met and agreed to join forces in the formulation of Kinnesota Good Roads, Inc. This was accomplished, with complete harmony, in Janvary'of 1956. The stature, the unselfish civic integrity, of the men who form HGRI's officers and board of directors would seem . to speak for itself. ]given prior to but in anticipation of the final organization and incorporation,' the present engineer and the' executive director of Kinnesota Good Roads, Inc., participated in-the convention of the National Good .Roads Association and the American Association of 6tate Highway Officials in New Orleans in December. There they helped to chart a nationwide action program to stimulate the public expression that appeared mandatory'-if Congress were to enact the proposed highway program before June 30th of the 1956 session. `Inat was the deadline when all existing federal aid authorizations would be exhausted. NATIONAL PROGRAM FIRST OBJECTIVE Officers and directors of the newly consolidated !vnnesota organization unanimously agreed that the very foundation for any greatly accelerated long range highway, road and street improvement program in Minnesota lay in tine enactment of. the federal program that had failed in 1955. -2- Consequently, taking first things first, TAGRI concentrated its efforts from February through June upon obtaining the passage of H. R. 10660, the bill henceforth to be known as "The Federal Aid Highvay Act of 1956". This act was passed on June 26th. It was signed by the President on June 29th. It assures Minnesota of: (1) 4n average. of 457,000.,000 a year in Federal Aid' funds for the next three years (as compared to the present A�21,000,000 a year); (2) A matched federal aid construction program of $244,000,000 during that p eriod on state, county and municipal highways, and (3) It established the policy of Congress to continue a still further - accelerated program for another ten years, from 1960 through 1969. (Details of the new Federal Aid Highway Program and its benefits to Ylinnesota are out- lined in NIGRI's Information Bulletin No. 4 dated July 9, 1956. Enactment of this program was the result of a planned campaign to arouse the people, the industries, the civic, agricultural, labor and citizens groups who want better roads and streets, to let Congress knov, they want them - and without further delay. The effectiveness of that effort is reflected in the fact that our own Congressional delegation which voted 7 to 2 against the admittedly confused program before Congress less than a year ago, this year stood solidly for it. Similar organizations in other states, with -rLich 'v:GRI has worked closely,- accomplished like results. HOVI.F TFE TIDE �NAS TURDffM Here are some of the activities by which Minnesota Good Roads, Inc., helped provide the leadership that was so essential to victory: 1. The first major step, at the beginning of the year, was to alert all County Highway Engineers and County Board of Commissioners. Nearly all counties communicated directly with P,rdr_nesota's Congressmen and Senators and some conducted county -wide campaigns to get their constitutents, individually and by organized groups, to do the same. 20 The American municipal Association, waging a national campaign for the federal aid road .ard street program, selected` MIGRI as the Minnesota sponsor, for a - statewide meeting of organization leaders in the many fields vitally concerned with the pending federal legislation. MGRI and the League of Minnesota 1,,iunicipalities jointly planned and conducted the meeting. Held in the Office .Building Auditorium at the State Capitol on Feb. 17, tizis Emergency Conference rallied to the cause some 150 represanta.tives who went back to their organiza- tions pledged to arouse their ra-mbers to ?rake their wishes forcefully known in Vy ashingto n. 3. :v1innesota Good Aoads, Inc. further cooperated with. the League of Minnesota municipalities in alerting the mayors and councilmen throughout the state to the need for direct contacts with Congress. 4. The KGRI action protm am was then presented to the annual convention of the State Association of County Commissioners, and as a result received unanimous endorsement by the Convention, together with a convention recommendation that all counties subscribe as contributing members to MGK's informational and consultant services. 5. Durirg the course of the drive for widespread expression of the public's sentiment on the federal pr ogr am, ;IiGRI dispatched thousands of letters, bulletins and brochures to key citizens and organizations throughout the state, keeping them informed on the progress or reversals encountered and how to aid or combat them. -3- 6. Mailed out 10)000 reprints of an 8 -page national magazine article which pointed up that the only way to realize the accelerated highway program was for the people themselves to, let Congress know that they wanted it. I i 7. forked closely with state, county and municipal highway officials, and the executives of road user and road building organizations, in preparing factual data and in analyzing the effects on Minnesota of various provisions and counter proposals offered from time to time in Washington., 8. Cooperated with, and received excellent cooperation from, the Kinneso to Banker s ` Association in enlisting ,the active support of bankers throughout the State as civic! and business leaders in their respective communities. . These are only some of the highlights. As a climax, when the Federal Highway Program reached the crucial stage in the House of Representatives.. and again later when it faced a dzowdown in the U. S. Senate, the officers of MGRI sent the organization's executive director to Lashington armed with complete data on the appalling improvement needs of every Minnesota Congressional district and the vital importance of the federal program to the traffic requirements, and in fact the entire economy, of every section of the state. He consulted not only wi th all member s of the Minnesota delega ti on but with many bi- partisan leaders from other states in both the Senate and House; participated in strategy conferences with representatives of other state good. roads organizations, Washington representatives of the American Association of State Highway Officials, American Automobile Association, National and Tdnneso to Highway Users Conference, American Road Builders Association, Associated General Contractors, and others. One Kinnesota Congressman inforzed us that he received only 30 letters and telegrams for the program in 1955; this year he received over 3,000. Another pointed to a file of pro - road bill correspondence 18 inches thick. An aroused ".people Is, lobby" had truly spoken.' The officers and directors of INIGRI feel that final enactment of the expanded Federal highway program is conclusive evidence that a united statewide organization,, seeking to coordinate but not to overshadow the individual identities of other organizations interested in better roads, can be and will continue to be effective in obtaining improvement and modernization of the transportation facilities that have lagged so far behind the mounting requirements of traffic. FUTURE PR OGRAM The work of MGRI now has just begun. The furnis for the huge highway improvement program hare been authorized. The next job is to help put them to work, as expeditiously as possible. State legislation in several fields will be essential in order to take full advantage of the improvements that now are within our reach, particularly on 936 miles of heavily travelled rural and k urban routes that are on the Interstate System. With greatly increased sums assured to finance the needs of the state trunk highways, rural and urban, MGRI's board of directors'feel:that there remains no conceiveable justification for any organized opposition W the adoption of proposed Constitutional Amendment No. 2. (This Amendment would pool all net state road user.revenues ,from motor vehicle license and gas taxes into one fund and distribute that fund 62% to state trunk highways; 29% to counties and their municipalities under 5000 population, and 9% among -Uh.e cities of over 5000 population. It would permit the cities for the first time in Minnesota history to participate in a share of road user taxes. At present levels the cities share would amount to approximately seven million dollars. It would increase the counties share from the present $$16,500,000 to $23,000,000 or $23,500,000) Consequently, on assurance that the Federal program would meet the reeds of the main highways, MGRI's Board of Lire ctor s has placed itself on record as vigorously supporting -4- the proposed Amendment. If adopted in. Nov ember , and if its provisions are to be equitably .administered _among, the counties,. among the cities, and as between the counties and smaller municipalities, a tremendous amount of statutory legislation will have to be enacted by the next Legislature convening in January. The provisions of Amendment No. 2, combined with the Federal program, can give Minnesota- state, counties and municipalities --an era of highway improvements of un- precedented scope. So important, however, is the legislation that must be forthcoming to activate this program that, from the standpoint of road'and street improvements,. the 1957 Legislature may well be the most important in several decades. MGRI will follow this legislative program closely, keep its members thoroughly informed through informational reports9and prepare factual data for Legislative members and committees. Another of our objectives is. to help obtain adequate salaries and other inducements as a means to procure the qualified engineers and other technical personnel in public service without whom the program cannot go forward at its potential pace. Still another is to carry on a continuous public educational program through press, radio and television, to the end that the people of the state may better understand the .full impact of the program upon the economy --the business, travel convenience, industries and general prosperity of the state and of every community. This will include clarification of such issues as construction costs, the frequent necessity for priority as between one project arid another, and the obstacles and sometimes public inconveniences that will often be inevitable in connection with construction projects of such magnitude. Meanwhile TKGRI will continue its general member s, and to counties., municipalities the program aryl its possibilities. This and special bulletins whenever justified field. informational and consultant services to its and other agencies directly concerned with -will be done through regular monthly bulletins by developments in the highway improvement It is . also MGR.I ' s plan to formu; ate district organizations which will devote special attention to the transportation problems of their respective regions; to recruit all chambers of commerce and commercial clubs as members of the state organization, a.nd to enlist the active support of such groups as farm aryl labor organizations, the petrblewra industry, automobile and truck dealers, over -the -road transportation companies, retail merchandising groups, hotel and resort operators, producers and processors of dairy products, public and cooperative utilities, shippers of the products of farms and factories, and all segments of the road building industry which will benefit directly from the work that is to be performed - -just as the entire economy of Pliinnesota and its various communities will benefit over all of the years to come from the improved roadgard streets that will result. MINNESOTA GOCI) ROADS, INC. 1035 N. W. BANS BUILDING MINNEAPOLIS 2, MINN. OFFICIAL MINNESOTA b91%MER OF NAUONAL GOOD ROADS ASSN. 1 Mr. Sam G, Oandrud 2. March 2S, 1948 • AI�S'r #�13 Yes. i3�7`1JN 3 "It so, is 'the county authorized to p&y the utility for the cost of the additional move, that is, for this additional exRensa of the utility in making the +lenger' move? ANSWER t Ye&. This obligation rests upon the county,. and it should proceed just as it would in any other case.sthere it desires to utilize lands for road purposee,p upon which there is a pre - existing right. The expense of moving the poles constitutes an expense incidental to read work and may be paid out of the county road and bridge feud. See Attorney General opinion November II: 1939 (98& -12)0 Very truly yours, J* A. A. Burnqulst Attorney tlsnaral VICTOR J. MICHAELSGK Special Amsi.stsnt Attorney General VJM I eo ROADS Counties - County may go beyond its right -of -way limits where it has permission or easement to do so, for the purpose of back slowing Where a utility has a pre - existing easement upon the lands where the backsloping will be made - a subsequent easement to the county for such back sloping is.subject to the utility easement - County may pay a utility for the cost of moving its poles upon or from promises Where a utility has an easement for its land. 98 -A -12 March 25t 1948 Mr. 'Seem d. C4ndrud Q Meeker County Attorney O Litcht'ield, FInaesota Dear Sirs Your letter of I-larch 23, 194,8# recites in substance these FACTSt The county of Meeker, in the.aonstruction or reconstruc- tion of -'- county aroads, sometimes foes beyond its road limits for the purpose of back sloping, and in so doing Is confronted with the situation of public.utilities having ereoted and maintained poles, after having secured Droper easements therefor* In order to provide back sloping in some Instance* necessitates moving utility poles some distance back from the right -of -wag limits. Such moving involves considerable expenses, and the utility in- sists that the county pay for the cost of moving such poles. In . connection therewith you submit the following MST10K Has the aouxsty the right to go beyond its right of way limits for the purpose of back sloping, assum- ing# of course, that It has permission or an easement from the adjoining land owner4" ANSWFR t Yee. flack :aloping is now generally reoognizod as an essential protection._to highways, and the county board] With engineering advice, may direct bask sloping to protect roads under the control and jurisdiction of the county* "It a utility has a pre - existing easeent on such adjoin m adjoining lands for its aforesaid purposes, is the easement,of the county subject thereto ?" T R r SUR'.1F PLATTING AND SUBDIVISION CONTROL PRACTICE IN MINNESOTA, April; 1956 Does the municipality have in effect or operation a: Zoning Ordinance I Yes No 1931 Year Adopted Planning Besid (Commission) =Yes No 1.944 —Year Established (Council Acts as Planning Board) Yes -1—No Official (Master) Plan Yes =No Year Adopted �.: Does the municipality have a platting and subdivision control ordinance:' (An ordinance requiring new plats to conform to such regulations as listed in Question 3 below.) Yes No Year Adopted- Indicate which of the following regulations are considered as-a matter of standard policy in approving new plats, and indicate if they are expressly provided in the ordinance, or a matter of the discretion of the Planning Board. (Or Council) REGULATION DISCRETION OF BOARD INCLUDED IN ORDINANCE? Conformity to Master Plan Yes No Yes No Relation To Adjoining Streets �Yes No Yes No Street Widths —T-Yes No Yes No Street Corners (Special Provision) Yes No Yes No Street Grades -Yes No Yes No Intersection Angle of Streets Yes No Yes No Block Lengths Yes No Yes No Block Widths Yes No Yes No Lot Size Yes No —T—Yes No (Eon Ord), Lot Shape or Arrangement Yes No Yes No Building Restrictions Yes No Yes No Tree Planting Restrictions Yes No Yes No 4. Indicate which of the following improvements must be furnished and accepted by the municipality as a condition to the approval of the plat. L14PROVEMENT REQUIRED AS POLICY REQUIRED BY ORDINANCE Street Grading Yes No Yes No Street Paving Yes No Yes No Street Lights Yes No Yes No Street Signs Yes No Yes No Curb and Gutter Yes No Yes No Sidewalks Yes No Yes No water Mains Yes No Yes No Fire Hydrants Yes No Yes No Sanitary Sewer Yes No Yes No Storm Sewer Yes No Y'Ps No Land dedicated or set aside for Parks, Schools or Playgrounds Z Yes No Yes No 5. If any of these improvements are required, is a performance bond or other guarantee of completion required? X Yes o 1952 Year First Required M—reet Grad 6. Number of plats submitted in 1955 55 . Plats Approved in 19554 7. Number of acres included in the approved plate in 1955 384.55 Date PLEASE INCLUDE ONE COPY OF PRESENT PLATTING ORDINANCE IF AVAILABLE. 1.1Iould you like a copy of the completed survey? __ Yes No. (Signed) Position Municipality 1' POLK COUNTY, IOWA SECONDARY ROAD PAVING WITH SLIP -FORM PAVER High traffic volume on secondary roads just out- side Des Moines has made the Polk County officials extremely conscious of the fact that it is not economically feasible to maintain a gravel - surfaced road after a certain concentra- tion of traffic has been reached. There are a number of miles-..-of road in the county road system which fall in this category and the supervisors and county engineer decided to construct a higher type'surface on some of them this year. At a letting held March,,29, 1955, they received bids for c on strutting a , total of 5:93 miles of ,6." plain portland cement pavement on four separate projects on the county -.road system. Alternate bids were taken on a flexible type design consisting of a 2211 hot mix asphalt mat on a 6" rolled -stone base on from 411 to 61, of granular subbase. Quad City Construction Company of Rock Island, Illinois, submitted the low bid of $2.30'per sq. yd. for the concrete alternate and was awarded the contract. Their bid was some 21 per cent lower than the low bid on the flexible type alternate. Specifications permit, the use of a modified con - ventional method of construction using fixed forms or use of a machine employing slip - forms. Quad City will use the slip -form paving machine they developed and used last year in Illinois. This machine is self-propelled., with adjust- able width and height forms and travels on two 221 crawlers. Width is variable from 201 to 241 and height from 0" to 10 ". The length of the crawlers tends to "iron out" minor irregularities in the subgrade and the contractor claims the machine is capable of finishing the pavement to 1/8" tolerance in 10 feet. On this work, however, specifications permit a 3/161, tolerance in the surface. 7 ~� SPECIAL PROVISIONS FOR COP;CRETE PAVEMENT POLK COUNTY PROJECTS 597, 757, 760, 901. March 29, 1955• 1. DESCRIPTION This work shall consist of unreinforced concrete pavement of widths and thickness as shown on plans, together with incidental work indicated in the contract documents in accordance with the following provisions: 2. MATERIALS The various materials required shall conform to the requirements of the appropriate section of Part IV, Standard Specifications for Highway Construction, Iowa State Hi- gheaay Commission, Series of 1952, except as herein noted. a. For concrete aggregates, the contractor may, at his option, use screened fine and coarse aggregate, unscreened aggregate and screened coarse agg ;egate or unscreened rggregate alone. b. Results of tests of a s::.mple of unscreened aggregate available to the contractor for this work were as follows: Percent Retained on No. 4 Sieve - 19 Percent Passing No. 4 Sieve - 81 Gradation of Portion Retained on No. 4 Sieve Sieve Size Percent Passing 1.0 in. 100 3/4 in. 84 3%8 in. 48 Gradation of Portion Passing No. 4 Sieve Sieve Size Percent p ssin No. 4 100 No. 8 88 No.16 69 No.30 34 No-50 6.2 No.100 1.2 No.200 0.8 Shale in Sand -- 0.6% Shale in Gravel - 0.0% Coal and Carbonaceous Shale in Gravel - 0.5% unscreened aggregate containing not less than 20% of particles retained on the No. 4 sieve may be used alone or unscreened aggregate may be used in combination with screened coarse aggregate in accordance with the provisions of Article 4107.07 of the Standard Specifications to produce mixtures complying with the provisions of Paragraph 3 below. In the case of a mixture of unscreened aggregate and screened coarse aggregate, the particles in the unscreened aggregate retained on the No. 4 sieve will be considered as coarse aggregate and the particles passing the No. 4 sieve will be considered as fine aggregate. Example: Assume that the unscreened aggregate used contains 20% of particles retained on the No. 4 sieve and it is desired to add coarse aggregate to produce Mix No. P -3. This mixture requires 0.7007 tons of fine aggregate per cubic yard of concrete and a total 0.7007 a 0.8564 = 1.5571 tons of fine and coarse aggregate combined. However, only 80% of the unscreened aggregate is fine aggregate. Therefore, it ,aill require 0.7007 4 .80 = 0.8759 tons of unscreened aggregate per cubic yard of concrete to provide the required quantity of fine aggregate for one cubic yard of concrete. Then the quantity of coarse aggregate required to be combined with the unscreened aggregate to produce one cubic yard of concrete will be 1.5571 - 0.8759 0.6812 tons. 3. CONCRETE a. Proportions The concrete shall be proportioned and mixed in accordance with apprjpriate provisions of Section 230i-of the Standard Specific; -tions except as amended by this Paragraph. The air content of the freshly mixed concrete, measured by the pressure method shall be 4.0 to 6.0 percent. The concrete used shell conform to one of the following proportions: Mix: Basic Absolute Volumes of Material No.: _ Per Unit Volume of Concrete : Cement Mater : Air : Minimum :Approximate :Approximate:Fine Agg.:Coarse Aoki P -2: .088033: .157757 .0500 : 1.281594 : v422616 P -3: .090539: .162017 .0500 : .313778 : .383656 P -4: .093164: .166726 ,.0500 : .345055 : .345055 P -5: .095945: .171942 .0500 : .375073 : .307040 P -6: .098936: .177049 .0500 : .404364 : .269651 P -7: .102064: .182788 .0500 : .432458 : .232690 P -8: .105426: .188632 ..0500 : .459160 : .196782 P -9: .109011: .195148 .0500 : .484437 : .161404 P -10: .112865: .2.01841___: .0500 : _ . 508280 : .127014 The total quantity of free water in the concrete including the free crater in the aggregate shall not exceed 0.6 pound per pount 6.77 gal.'per bag of cement. -2- Mix: Approximate Quantity of Dry Material No.: Per Cubic Yard of Concrete Cement :Fine Agg.:Coarse Agg. Bbls. Pounds Tons Tons P -2: 1.239 466 : 0.6292 : 0.9438 P -3: 1.274 479 0.7007 : 0.8564 P -4: 1.311 493 0.7703 : 0.7703 P -5: 1.351 508. 0.8382 : 0.6858 P -6: 1.391 523 -0.9021 : 0.6014 P -7: 1.436 540 s 0.9653 : 0.5197 P -8: 1.484 558 1.0253 : 0.4394 P -9: 1.535 577 1.0819 : 003606 P -10: 1.588 597 1.1344 : 0.2836 These quantities are based on the following assumptions: I Specific Gravity of Cement - 3.14 Specific Gravity of Aggregate - 2.65 Water Cement Ratio 6.43 gal. per bag(0.57 lb. /lb.) Weight of one cubic foot of water 62.4 lb. Air Voids - 5.0 %. b. Mixing Transit mixed concrete shall not be used. Ready mixed concrete may be used as per Section 2403.08, 4. SUBGRADE The subgrade will be prepared by the County to a one - tenth foot tolerance at no cost to the Contractor. The Contractor shall further shape the subgrade to a smooth compacted surface at no extra cost.to the County. At the time the concrete is deposited, the Contractor shall moisten the subgrade to a depth of not less than 0.5 inch as part of his cost. The covering; of the subgrade with bituminous paper will not be required. Rhen fixed forms are used a machine for shaping the subgrp_de for the forms will not be required. The forms maybe set on a bed of compacted granular material`' at proper elevation. The final shaping of the subgrade between forms may be done at the time that bedding for forms is placed or may be shaped after forms are set, but at least 300 feet ahead of concrete operations. Steel shod template as required -in Section 2109.03 will be used but may be set. 1118 inch higher than subgrade elevation. If a_slip form paver is used, the tracks, wheels or skids of the machine shall operate on a bed of compacted.granular material graded to the proper elevation. The final shaping of the subgrade shall be completed at least 300 feet ahead of Concrete operations. Where mixer and trucks operate on the subgrade and the subgrade is disturbed, some.device, satisfactory to the engineer shall be provided t:.) check and correct the sub- grade immediately ahead of the placing of the Concrete. -3- 4 The removal of paving blocks at bridge ends or fillets at. paving intersections will be considered as a pn.rt of paving operations and not paid as an extra. 5. &LTERNATE METHODS OF CONSTRUCTING PIVEMENT Pavement may be constructed with modified conventional method using fixed forms or it may be constructed with a machine using slip forms. 6. PLACING CONCRETE BY MODIFIED CONVENTIONAL METHODS a. Forms Side forms maybe set on the prepared subgrade at the proper elevation without the use of a form grader or mechanical form tamper provided the method used pro- vides adequate support for the forms at the proper elevation. b. Widths The pavement shall be constructed in a single strip of the width as shown on plans with a plane of weak- ness along the centerline not less than two inches deep if preformed or 11 inches deep if sawed. The use of an approved key way parting strip will be acceptable. c. Finishing The contractor may deviate from methods in Section 2301 to the following extent: The equipment prescribed in Section_ 2301.23 "A" will not be required if other equipment or devices are used, that will give equal results. The concrete must be vibrated or tamped with an approved mechanical tamper. In lieu of finishing as required under A, B, C, ani:l D and the first para §raph of E Section 2301.23, other approved methods may be substituted. The second and third paragraphs of E. all of F. and all of G, will apply except that the 1/8 inch tolerance specified will be increased to 3/16 inch. 7. PLACEMENT OF CONCRETE WITH SLIP FORM PAVER a, Forms Fixed forms will not be required. b. The pavement will be constructed in a single strip full width as shown on plans. The thickness will be six inches with a plane of weakness on centerline two inches deep if preformed or 1} inches deep if sawed, or by use of a key way parting strip approved by the engineer. -4- c. Finish. The machine shall provide a satisfactory device for vibrat- ing ur tamping the concrete and one transverse belt. After belting, the concrete shall be given a final finish by means of a wet burlap drawn over the surface in a long- itudinal direction. The drag shall be maintained in such condition that the resultant surface is of uniform appear- ance and reasonably free from grooves over 1/16 inch in depth. The provisions of Section 2301.23 G will apply to the entire width of slab except the outer 6 inches and the allowable tolerance will be increased to 3/16 inch instead of 1/8 inch. The machine shall be capable of consistently producing standard quality work or better. If it fails to do so, correction shall. be made before proceeding with the work. S. PROTECTION AND CURING. For concrete placed by either method the following revision of Section 2301.26 shall apply. Impervious coating material used as described in 2301.26 C which produces a white coating may be applied to the surface of the concrete immediately after finishing which will eliminate the initial protection with wet burlap. Curing paper of a color not darker than normal kraft paper applied under 2301.26 D may be applied as soon as possible to do so, without marking the pavement surface. This will eliminate the.initia.l protection with wet burlap. Sheets of polethlone film mc.y be used in lieu of paper, In using apter or polethlene film the pavement surface shall be moist when a.pBlicat ion is made. 9. SHOULDERS Shoulders will be constructed by the County. 10. APPROACHES TO ROADS. DRIVEWAYS AND TURNOUTS The approaches to intersecting roads, driveways, and turnouts for mailboxes will be surfaced by the C.)unty. 11. CURB AND GUTTER Curb and gutter shall be constructed as shoon on plans and may be built as a part of the paving slab or constructed later. 12. }STORM SEWERS iM INTAKES, Sewer lines for connecting intakes will be constructed, back - fills compacted, and intake constructed as shown on detailed plans and in accordance with Section 2503. The County will furnish intake grates free to the Contractor. 13, REINFORCING Reinforcing will consist of 1/211 x 3611 Transverse tie bars at four foot intervals as shown on plans. -5- I , <'i 14. METHOD OF MEASUREMENT The Engineer will determine the number of the various classes of work in accordance with the following provisions. a. Concrete The area of the pavement constructed will be measured in square yards, except that no width will be allowed greater than the designed width. be Storm Sewer The sewer will be measured in lineal feet with depth of cut not to exceed six feet. 15. BASIS OF PAVEMENT a. Pavement For the number of square yards of pavement measured as provided above, the Contractor will be }paid the contract price per square yard. The price per square yard will be full compensation for furnishing all material, tools, equipment, labor and supplies necessary to construct the Pavement. It will also include full payment for furnishing and applying water, and for doing all work necessary for completing, not to exceed one —tenth fact depth, of subgrade and fcr the removal of paving blocks at bridge ends and fillets at road and railroad inter- sections in complianc3 with the plans. be Curb and Gutter Curb and gutter will be ;aid per linear foot. c. Storm Sewer Storm sewer will be paid per lineal foot. d. Intakes Intakes will be paid for at Item prices. Payment will be made from Polk County Secondary Road Funds for completed work. �i i J nbezzlement or Place ........................... ............................... ®f Vehicle Date ....................T .. ................ T.... P.M, .......................... ............................... File or D. R. No ........................................... ...................................................................................................... ............................... ime and date stolen .................................. ............................... a U ehicle taken from .................................... ............................... •-t E-4 o n xation......................................................... ............................... " ighway /Street /Garage /Auto Park .... ............................... v •S v .ti 'hereabouts of driver a m a OV ength of absence ...................................... ............................... ao :: ieansof entry ........................................ ............................... ow removed erson Date of 2 " $ e -rested ............... . ............................... ........arrest ...................... t Method of operation of t ief: DN OF VEHICLE . ............................... License No.. ............................... Year . ............................... ......No. of Cylinders ..... ............................... Year Model . ............................... ....................................... ............................... Body Color ....... ............................... ........................................................ Color of Fenders ......... ............................... .................................. ............................... Bumpers ................. ............................... ...................... Lights ......... ............................... Mirror ........... ............................... Radio......................................................................... ............................... HIGHWAY DEPARTMENT COUNTY OF HENNEPIN 4 4 0 C O U R T H O U S E Minneapolis 15, Minnesota L. P. PEDERSON, ENGINEER 's FEDERAL 6 -4341 November 12, 1958 Mr. Warren C. Hyde, Manager Village of Edina 4801 West 50th Street Minneapolis 24, Minnesota Mr. 0. R. Van Krevelen, Manager Village of Richfield 6700 Portland Avenue South Minneapolis 23, Minnesota Gentlemen: Re: Speed Zoning C.S.A.H. #53 (66th Street) The Commissioner of Highways has approved a change in the speed limit on the above county road as follows: 35 miles per hour from C.S.A.H. #17 (France Avenue) to Trunk Highway No. 36 (Cedar Avenue). The County Highway Department will make the proper changes in the speed limit signs.as soon as possible. Yours ve truly, L. P. Pederson County Engineer LPP:db ccls :Commissioner Ainsworth Commissioner Eberl A. L. McKay J. M. Kirtland r 'ue WAlnuf 7.8861 VILLAGE OF E D I N A 4801 West 50th Street Edina 24, Minnesota 18 March 1958 TO: Village Manager FROM: Village Engineer and Chief -of Police SUBJECT: Request for raising of speed limits on specific streets. After study of the speed surveys made by radar, which have been submitted to the Edina Village Council and Manager, it is. determined that the speed limit should be raised on the folloj-iing streets: .,Street Present speed limit Proposed speed limit .France Avenue -60th street to 69th street. 30 MPH 35 MPH f France Avenue -69th street to Village limits 30 YIPH 40 14PH Valley 'View- 66th street to 69th street. _ 30 IAPH 35 MPH G6th Street Xerses to ##100 30 MPH 35 MPH It is requested that both directions of traffic flow at the locations designated be changed to the reco=ended speed limits. The State Department of Hightimys and the Hennepin County Board-of Commissioners requests a resolution from.the Edina Vil.lage Council stati the above req est. osep Zikan Vi lage eer ..ayn Chief of Police TO: Village Manager, barren Hyde. FROs.: Chief of Police, Layne k, Bennett SUBJECT: Use of aadar in Enforcement and Control of Speed -Six Month Surveye Enclosed you will find a six month report on the use of radar in the Village of hdina, by the Edina Police Department. The police department has been using radar as another tool to enforce the speed limits of the Village of Edina.for a longer period of time than six months; however,, about six months ago the police department decided to make a survey of the statistics and facts which could be gathered as a result of the use of the Waterline -Angus graph, which records the speeds of all vehicles traveling through the radar unit. The attached report is based on the - statistics obtained from the radar graphs during the last.six months of radar operation* The police department feels that this report is sufficient to determine a policy for the operation of radar in the months ahead. Careful consideration should be given to all aspects of the report before any decisions are made to::ard the es- tablishment of a policy. The police department,.as well as the Village Manager and the Village Council, receives a number of comments relative to the use of-radar as a means of speed enforcement. Not all of these cor.means are truthful, ,and are many times stated by persons who have received tickets, Statements are made without knowledge of all of the facts and this report provides some of these facts. Since it is difficult for the officials of the govermwnt to answer inquiries intelligently without know- ledge of the Ibets relative to the questions asked, the report is reapectfully submitted to you and the council.fo r your consideration and advice pertinent to the following questions: 1- Should radar as a means of speed enforcement and control be-continued or discontinued? 2- if the use of radar is to be continued, should: a- it be.u_sed about the same number of hours, increased or decreased? b- Hai many man hours should be devoted to the use of radar? c- Should a tolerance be allowed? If eo, should the toler -ance be the same on an streets, under all conditions? Should the tolerance be based on the posted limit or the 85 percentile limit? "r-hat should the tolerance be? d- Should.there be more speed signs stating the speed limit? e- Should we raise some'of the speed limits in some zones based on. the 85 percentile speed on these zones,? f- Should we hove larger signs at the entrance to the Village on the main thoroughfares, stating that.radar is used and speed limits strictly enforced? The questions above are come of the problems of speed enforcement. The police department seeks your advice and assistance in determining the answers to the above questions and* other questions which may have come,to your pttgntion. . �ayn t °:, Bennett r•La _� _r fl_9 t ,._ SIX MOA`TH SURVEY -USE OF WDAR IN SPEED CONTROLS EDINA. MI1 : ? :IOTA. 88% .2% 73% 27% # 100 ( Highway) 85% 15% TUe of information hagL S Oct. Nis Dec. Jan. otal Number of locations chedced by radar--- --- -- - ---- -- 77 27- 35 10 13 30 192 Number of man hours expended on radar enforcemcmt of speed ---- -- 108 35 61 18 21 54 297 Number of vehicles checked - under posted speed limit------ ---- -- 25976 9507 115 4477 5274 11406 iWi5 Number of vehicles checked - exceeding the posted speed limit - 4692 1224 3587 1320 2875 4391 OM89 Total number of vehicles checked by radar- ------------ ---- -- 30668 10731 21672 5797 8149 15797 �2M Number of vehicles between 2 -6 Y.PH in excess of limit - --- -- 4065 1041 2928 1078 2414 3495 5031 Number of vehicles in excess of 6 MPH over limit --- -- c47 183 659 242 431 896 3058 Total vehicles checked -in excess of posted speed limit--- --- --- 4692 1224 - 3587 1320 2875 4391 18089 Number of speeding tickets issued - radar---- ---- -- 204 73 212 70 94 273 926 Number of tickets issued for epee ding-regular patrol------ ---- -- -73 61 72 73 58 43 , 380 Total number of tickets Issued for speed' ng -radar and patrol ---- 277 134 284 143 152 316 1306 Total number of tickets issued for all traffic offenses.----- 499 -248 381 222 263 421 2034 Percentage of tickets issued -in ratio to total vehicles checked- .0066% .0067% .0090% .1x12% 0011% .017% .0099% Percentage of vehicles over the speed limit- issued tickets ---- -- .043% .059% -059% .053% .032% .062% e051% Percentage of speeding tickets issued -ratio to all tickets ---- -= 54% 54% 74% 64% 57% 75% 64% Percentage of 1�i�t�t�. vehicles checked -in excess of speed limit --- . 10% 11% 13% 22% 35% 27% 19% Percentage of itcles over limit -in excess of 6 MPH over limit- .023% .016% .030% .040% eO52% e056% 9032% Percentage of vehicles in excess of speed limit- (2-6 MPH over)- -87% 86% 82% 90% 86% 80% 84% Percentage of vehicles in excess of speed limit -( over 6 MPH) --- 13% 14% 18% 10% 14% 20% 16% Speed Survey by location (based on 192 times radar was used) Location % of total vehicles % of total vehicles under speed limit over speed limit % of vehicles in excess of speed limit -(2 -6 MPH) % of vehicles in excess of speed limit(over 6 MPH.) # 169 S Highway) 88% .2% 73% 27% # 100 ( Highway) 85% 15% 86% 14% France Avenue 77% 23% 84% 16% Wooddale Avenue 92% 8% 91% 9% Interlachen Bvld. 77% 23% 85% 15% 18 (County Road) 81% 19% 76% 24% Vallee View Road 85% 15% 85% 15% 50th Street BL* a Road 83% 17% 85% 15% Brookside Avenue 90% 10% 82% 18% Su;::gyside Avenue 99% 1% 100% 0% Xerses Avenue 79% 21% 85% 15% 60th Street 86% 14% 100% 0% 44th Street 82% 18% 84% 16% 500 Le XF 300 M m U Accident Frequency for First Three Quarters of 1957 Edina, Stlouis Park,Blocmington, Richfield,Albert Lea, » Austin, First Ouarter 5eccnd Quarter Third Quarter - -_ St. Louis Park Austin Richfield Bloomington Albert Lea Edina Uommunity 1st Quarter 2nd Quarter 3rd quarter Edina 70 137 220 Albert Lea 85 151 244 Bloomington 81 181 283 (Quarter figures Richfield 138 264 379 indicate accumulated Austin 170 292 417 totals from previous St, Louis Parr 202 357 563 quarter) Edina had less accidents in the first three quarters of 1957 than any other :Minnesota community above 20,000 ponul-ation- in some cases about one half the number of comparable sizov Minutes 41000 6000 5000 4000 3000 2000 1000 RADAR ESTERLINE ANGUS GRAPH TIME MINUTES -HOURS SIX MONTH SURVEY 0 Aug(1957) Sept(1957) Oct. (19575 Nov 195 ec 55(2958) August- 6496 minutes(108 hrs. -16 min.);. Septenber -2100 minutes(35 hrs.); October -3677 minutes(61 hrse -17 min.) November -1089 minutes(18 hrs. -9 min.); December -1250 minutes(20hrs. -50 min.); Januar7-3211 minutes(53 hrs. -31 min-) Approximate total monthly man hour availability( 19 men at 40 hour week- 3040 man hours per afihtimes six months - 18,240 man hours per monthly survey total of six months. Approximate man hours devoted to radar enforcement-( 297 man hours fcr six months times two men for full period of time and three men for one third of time)- 677 man hours. Approximate total man hours of time devoted to radar enforcement- 3.7 �- RADAR SIX M017TH SUFM OF VEHICIS SPEEDS - BC. MONTH Thousand - vehicles checked r 35, mt 25900 15,00 10.900 5900 Aug -(57 Month August September October November December January . Tctal Sept (57) Oct (57) Vehicles under posted limit 25;976 9;507 18;085 4;477 5,274 11:406 I Nov(57) Dec(57) Vehicles 9ver posted limit 4;692 1;224 3087 1;320 2;875 1 r (Solid line) vehicles - total number checked by radar. (Dash line) vehicles under posted speed Limit) (dotted 1: ne) vehicle s over posted speed limit) Jan(58) Total vehleles.checked. 30;668 10;731 21;672 5;797 88;j ;1449, 192, 514 - \ \ \ i .000, r— o . . • Aug -(57 Month August September October November December January . Tctal Sept (57) Oct (57) Vehicles under posted limit 25;976 9;507 18;085 4;477 5,274 11:406 I Nov(57) Dec(57) Vehicles 9ver posted limit 4;692 1;224 3087 1;320 2;875 1 r (Solid line) vehicles - total number checked by radar. (Dash line) vehicles under posted speed Limit) (dotted 1: ne) vehicle s over posted speed limit) Jan(58) Total vehleles.checked. 30;668 10;731 21;672 5;797 88;j ;1449, 192, 514 - RADAR SIX MONTP :,UP.VFY OF V ICLE "TEEDS- TTICLES IT1 EXCE "'S OFIOST7D - 'P! -'I --D LI"IT. Thousanca 7000 6500 .6000 5500 5000 4500 4000 3500 3000 2500 2000 1500 '1000 500 A 0 Vehicles in excess of 6 ITPH over posted limit 647 183 659 431 896 3058 (solid line)vehicles over speed limit (dash line) vehicles bete 2 -6 HPH over posted limit (dotted line) vehicles exceeding posed li-iit by more to an MPH, - 58) Total vehicles exceediri$ posted speed limit 4692 1224 3587 1320 2875 31 18,089 Month Vehicles between 2 -6 ''PH -4_ Aver posted lMt August 4045 September 1041 October 2928 November 1078 'December 2444 January 3495 15031 z I Z/000� '00, P (57 • o Se .� o xv W ' O t ( 57) ' • x(.57.) ... • 57) Jan Vehicles in excess of 6 ITPH over posted limit 647 183 659 431 896 3058 (solid line)vehicles over speed limit (dash line) vehicles bete 2 -6 HPH over posted limit (dotted line) vehicles exceeding posed li-iit by more to an MPH, - 58) Total vehicles exceediri$ posted speed limit 4692 1224 3587 1320 2875 31 18,089 Month Vehicles between 2 -6 ''PH -4_ Aver posted lMt August 4045 September 1041 October 2928 November 1078 'December 2444 January 3495 15031 Vehicles in excess of 6 ITPH over posted limit 647 183 659 431 896 3058 (solid line)vehicles over speed limit (dash line) vehicles bete 2 -6 HPH over posted limit (dotted line) vehicles exceeding posed li-iit by more to an MPH, - 58) Total vehicles exceediri$ posted speed limit 4692 1224 3587 1320 2875 31 18,089 Radar Locations during Si.x Month ,Surve- No, 2 -6 MPH Over 6 MPH of Location Under limit Over limit Total Over Limit over limit 'total checks #169 - $Lake fido 12636 1930 14566 1416 514 1930 22 #169 - Gleason lid. 862 136 998 86 50 136 2 #169 -5617 477 46 523 36 10 46 2 #169 - Heather Lane 198 10 208 10 0 10 1 x'169 -5516. 350 69 419 39 30 69 1 #169 -#18 454 34 488 30 4 34 1 #169 -Yost Lane 272 20 292 17 3 20 1 Total 15249 2245 17494 r 1134 - 611 2245 30 #100 -6317 830D 1622 9922 1364 258 1622 13 #100 -64th 6824 1405 8229 1217 188 1405 12 A`100=72nd 875 153 1028 130 23 153 2 #100 -63rd 492 53 545 49 4 53 2 #100- 53rd 257 7 264 7 0 7 1 #100- Richmcnd L'rive 104 7 411 7 0 7 1 #100 - Cascade Lane 246 30 276 28 2 30 1 #100- 4380 688 15 703 15 0 l5 - Total 1 Obi® 3292 21378 2817 475 329 33 France -40th 229 24 253 23 1 24 1 France -4004 95 48 143 43 5 48 1 France -4008 France-4015 1543 303 1846 287 16 303 3 149 15 164 14 1 15/ 1 France -4016 1039 164 1203 144 20 164 1 It rance -4609 324 19 343 19 0 19 1 France -4640 407 159 566 143 16 %159 1 France -47th 739 .80 819 77 3 80 2 France - 4812 668 50 718 49 1 50 1 France -52nd 302 35 337 33 2 35 1 France -5208 129 6 135 6 0 6 1 France -5432 153 23 176 22 1 23 1 France -55th 268 10 278 10 0 10 1 FranCe -5525 469 57 526 48 9 57 1 France -5528 358 46 404 45 1 46 1 France -5oth 281 89 370 73 16 89 1 France -V,00d End 885 448 1333 360 88 448 2 France -58th 136 26 162 26 0 26 1 France - Grimes Lane 837 217 1054 194 23 217 2 France -6209 337 64 401 .55 9 64 1 France- 6325 135 52 187 46 6 52 1 France- 64th 4445 2348 6793 1839 509 2348 9 France -71st 253 161 414 102 59 161 1 total 14181 444 11 25 — 58 - 78r 4444 33-6 - 66th- 3500 Total 4283 1934 6217 1637 297 1934 17 1":ooddale -4605 54 5 59 5 0 5 1 Wooddale- 4607 417 1 418 1 0 1 2 Wooddale -4609 49 7 56 7 0 7 1 Vooddale -5518 230 7 237 7 0 7 1 Wooddale- 5520 145 22 167 20 2 22 1 Woo ddale -60th 68 21 89 15 6 21 1 Woo ddalemttioo dla nd Rd 299 72 371 65 7 72 2 6,00ddale- Wooddale Glen 161 8 169 8 0 8 1 I "ooddale -Oak Drive 271 24 295 23 1 24 1 V' ooddale�- kooddale Rd 114 9 123 9 0 .9 1 lloocdale- Colonial Ch. 224 ° 7 231 7 0 7 1 Tot al . 2Q32 - Mu— 2215 167"° _' 13 13 i3 i Mo, ,:Lage.2- radar locations 2 -6YPH over 6 "PH of Location Under limit Over limit Total Over limit Over limit . Total checks Interlachen- Bywood test 1598 495 2080 415 95 8 Interlachen-Foct BridF6 266 69 335 55 69 2 W", Total 1864 564 2428 470 9 5 , /18 -So. of 'aloney Total 1975 481 2456 360 121 481 9 Valley View Concord 2131 434 2565 379 55 434 6 Valley View -4416 I 540 128 668 114 14 128 1 Valley View -- Virginia 507 71 578 67 4 71 1 Valley View - Kellogg 445 20 465 19 1 20 1 Valle;- Vioj -63rd �� 400_ ,�1�0� 10 250 829 �60� 134 3110 1 10 Total 4023 965 4 963 50th -4801 3702 2353 6055 2021 332 2353 6 50th -Brice 2+23 422 3045 399 23 422 2 50th- kocddale 303 5 308 5 0 5 1 50th -Arden 240 49 289 49 0 49 1 50th -Count r; • Club 546 158 704 142 16 158 1 Total 7414 2987 10401 2616 371 2987 „ 21 Blake- Nalcney 1989 436 2425 360 76 436 4 Mek e- Spruce Rd 446 47 493 42 5 47 2 Blake -Belmo re Lane 1283 200 1483 176 24 200 3 BLeke- South Blake 188 49 2237, 41 8 49 1 Total 3906 732 4638 ' 9 113 732 10 Brookside- Terrace 455 57 512 46 11 57 4 Brookside -4516 147 ` 4 mil' 1 1 1 0 4 1_ Total 602 663 50 11 61 5 Sunr.3•s:' de -Bruce Total 294 a 297 3 0 3 2 Xerses -6200 189 20 209 17 3 20 1 tierses -63rd 190 51 241 45 6 51 1 Xerses -64th 142 68 210 ,� 12 68 1 Total `521 139 � 118 21 139 _ 3 60th- TinPdale 54 7 61 7 0 7 1 60th -4804 11 — -A- 1 4 0 !� 1 Total �5 11 76 11 0 11 2 44th- Yeekay Total 230 50 280 42 8 50 1 Grand" Total 74,725 18,089 92,814 15,031 2,058 18- ,089 19 Number of ve-dcles checked- By,month "—�- Aurust -1957 25,976 4692 30:68 4045 647 4692 September(57) 9°507 1224 100 731 1041 183 1224 Octcber (57) 18;085 3587 21;672 2928 659 3587 November�57) 4;477 1320 5;797 1078 242 1320 Lecember 57) 5;274 2875 8;149 2444 431 2875 January (58 ) 11.406 391 15;797 4g 95 826 . 91 Total 74,725 18,089 92,'gl4 159031 3058 189 Under limit Over limit Total 2 -6 "PH er �p[? Over Total over limit �imit