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5.2. SR 08-08-2011-{eye 5.2. WSB & Associcrte.r, Inc. Infrastructure ^ Engineering ^ Planning ~ Construction Technical Memorandum To: Honorable Mayor and City Council, City of Elk River Copy: Justin Femrite, P.E., City Engineer Jeremy Barnhart, Planning Manager Rebecca Haug, Environmental Administrator From: Andi Moffatt, WSB & Associates Date: August 4, 2011 Re: 171St Avenue Area Draft AUAR City of Elk River, Minnesota WSB Project No. 1992-00 701 Xenia Avenue South Suite #300 Minneapolis, MN 55416 Tel: 763 541-4800 Fax: 763 541-1700 Attached, please find a draft of the 171St Avenue Area Alternative Urban Areawide Review (AUAR) for your review at the August 8, 2011 City Council work session. This is a large document for review, so please note that there is an Executive Summary at the front of the document that provides an abbreviated summary of the environmental analysis and lists all of the proposed mitigation measures. As discussed at previous City Council meetings, development within the 171St Avenue Area requires environmental review and the AUAR process was chosen since it allows review of different development scenarios. The purpose of the AUAR is to identify environmental impacts associated with development within the study area. These impacts have been evaluated for three different development scenarios. Preparation of the AUAR for the 253 acre study area included analyzing the following major environmental issues on the surrounding area: • Traffic, air, and noise • Storm water management • Habitat and wetlands • Wastewater ~ Water use • Erosion and sedimentation k:101992-OOOladminldocslgeneral documentslmemo - 080411 -council worksession.doc August 4, 2011 Page 2 of 2 • Compatibility with current and adjacent land uses • Parks/trails • Historic/archeological resources • Pollutants sources • Other environmental issues identified through this process The AUAR also includes a mitigation plan for identified environmental impacts. The mitigation plan identifies specific measures that will need to be undertaken for development to occur in the area. This mitigation plan becomes the basis for which development can occur in the study area. It is important to note that these measures are identified in the AUAR and will need to be incorporated into the site design or completed prior to or currently with certain phases of development. While we will review the mitigation plan with the Council, we are requesting input on Mitigation Measure I2 regarding park dedication requirements for this area. If you have questions, please feel free to call me at (763)287-7196. DRAFT DRAFT ALTERNATIVE URBAN AREAWIDE REVIEW 171ST AVENUE AREA TABLE OF CONTENTS List of Figures List of Appendices Executive Summary Page 3 Summary of Mitigation Measures Page 9 1. Project Title Page 15 2. Proposer Page 15 3. RGU Page 15 4. Reason for AUAR Preparation Page 15 5. Project Location Page 15 6. Description Page 15 7. Project Magnitude Data Page 23 8. Permits and Approvals Required Page 23 9. Land Use Page 24 10. Cover Types Page 26 11. Fish, Wildlife, and Ecologically Sensitive Resources Page 27 12. Physical Impacts on Water Resources Page 31 13. Water Use Page 31 14. Water-Related Land Use Management Districts Page 37 15. Water Surface Use Page 38 16. Erosion and Sedimentation Page 38 17. Water Quality: Surface Water Runoff Page 39 18. Water Quality: Wastewater Page 42 19. Geologic Hazard and Soil Conditions Page 51 20. Solid Wastes, Hazardous Wastes, Storage Tanks Page 53 21. Traffic Page 55 22. Vehicle-Related Air Emissions Page 71 23. Stationary Source Air Emissions Page 74 24. Dust, Odors, or Noise Page 74 25. Nearby Resources Page 79 26. Visual Impacts Page 80 27. Plan Compatibility Page 81 28. Impact on Infrastructure and Public Services Page 83 29. Cumulative Impacts Page 83 30.Other Potential Environmental Impacts Page 84 City of Elk River Draft Alternative Urban Areawide Review July 2011 Page 1 of 84 LIST OF FIGURES Figure 5-1: General Location Map Figure 5-2: USGS Map Figure 5-3: Aerial Photo Figure 6-1: Scenario 1 Figure 6-2: Scenario 2 & 3 Figure 9-1: Pipelines & Potential Pollutant Sources Figure 10-1: Existing Conditions Cover Types Figure 11-1: Public Waters, Wetlands, Watercourses Figure 11-2: Significant Natural Resources Figure 11-3: Greenway Corridor Concept Plan Figure 13-1: Wells and DWSMA Location Figure 13-2: Water System Improvement Plan Scenario 1 Figure 13-3: Water System Improvement Plan Scenario 2 and 3 Figure 14-1: Water Related Management Districts Figure 16-1: Soils Map Figure 17-1: Subwatershed Map Figure 18-1: Sanitary Sewer for Scenario 1 Figure 18-2: Sanitary Sewer for Scenario 2 and 3 Figure 21-1: Existing Traffic Volumes and Lane Geometrics (2011) Figure 21-2: Development Analysis Zones Figure 21-3: Development Traffic Distribution Figure 21-4: Future Roadway Network Figure 21-5: Scenario 1- 2031 Turning Movements Figure 21-6: Scenario 2 - 2031 Turning Movements Figure 21-7: Scenario 3 - 2031 Turning Movements Figure 24-1: Sound Monitoring and Modeling Receptor Locations LIST OF APPENDICES Appendix A: Figures Appendix B: Agency Correspondence City of Elk River Draft Alternative Urban Areawide Review July 20II Page 2 of 84 EXECUTIVE SUMMARY ' INTRODUCTION/BACKGROUND The 171St Avenue Area is approximately 253 acres located in the southeast portion of Elk River (see Figure 5-1, 5-2, and 5-3). The study area is bound by the Mississippi River to ' the west with State Trunk Highway (TH) 10/169 bisecting the study area running parallel to the river. A mixture of office and light industrial land uses is located along the northern edge of the study area with high and low density housing and parkland to the northeast. ' The majority of the land to the east and south of the project area is owned by Cargill Corporation and Great River Energy (GRE) (see Figure 5-3). Cargill uses their land and facility for agricultural research and production. The GRE site contains the Elk River ' Resource Derived Fuel (RDF) processing plant. The Burlington Northern Sante-Fe rail line borders the study area running from the ' northwest to the southeast and carries a large number of heavy rail trains each day in addition to the Northstar commuter train. The Northstar station is located to the north of the study area. This AUAR has been completed m conformation with Minnesota Rules 4410.3610. Three ' different development scenarios were evaluated as part of this study as outlined below. Scenario 1-Comprehensive Plan (Figure 6-1) ' In 2004 the City completed an update of the Comprehensive Plan that provided new land use guidance for the study area as well as surrounding areas. The land use designations in this scenario reflect the land use that is guided in the updated Comprehensive Plan. This ' scenario also reflects the anticipated development density that the City has experienced in the past and for which is allowed for each land use. The following table outlines the land uses for this scenario: ' Table 6-1: Scenario 1 Land Use Acres Gross Housing Commercial units s ft Industria 1 s ft Agricultural Research 75 Rural Residential 9 3 Highway Commercial 64 696,960 Light Industrial 82 892,980 Open Space 14 TH 10 ROW 10 TOTAL 253 3 696,960 892,980 * Calculations do not take into account existing or proposed wetlands, storm ponds, roads, right-of- way, parks, or railroad easements in the study area. Scenario 2 (Figure 6-2) Scenario 2 is based on the City's 171St Avenue Focused Area Study (FAST) `Future Development Framework Plan'. This scenario evaluates the low end of the density ranges City of Elk River Draf[ Alternative Urban Areawide Review July 2011 Page 3 of 84 (8 du/acre for High Density Residential Zoning and a Floor Area Ratio (FAR) of 0.25 for Commercial and Industrial uses). A Comprehensive Plan Amendment and amendments to the Zoning Ordinance would be needed if development were to follow this scenario. The following table outlines the land uses for this scenario: Table 6-2: Scenario 2 Land Use Acres Gross Housing units Commercial s ft Industrial s ft High Density 46 368 Residential Job Area 116 1,263,240 Destination Retail 45 490,050 Temporary Destination 20 217,800 Retail Transit Center 8 87,120 Service /Commercial 3 32,670 Open Space 5 TH 10 ROW 10 TOTAL 253 368 827,640 1,263,240 '~ (:alculations do not take into account existing or proposed wetlands, storm ponds, roads, right-of- way, parks, or railroad easements in the study area. Scenario 3 (Figure 6-2) Scenario 3 uses the same land use proposed in Scenario 2, but evaluates the high end of the density ranges (20 du /acre for High Density Residential and a Floor Area Ratio (FAR) of 0.35). The Transit Center land use designation does not reflect the increased `Flood Area Ratio of 0.35 as it is not likely to host increased densities over Scenario 2. A Comprehensive Plan Amendment and amendments to the Zoning Ordinance would be needed if development were to follow this scenario. Table 6-3: Scenario 3 Acres Housing Commercial Industrial Land Use Gross units s ft s ft High Density 46 920 Residential Job Area 116 1,768,536 Destination Retail 45 686,070 Temporary Destination 20 304,920 Retail Transit Center 8 87,120 Service /Commercial 3 45,738 0 en S ace 5 TOTAL 243 920 1,123,848 1,768,536 * Calculations do not take into account existing or proposed wetlands, storm ponds, roads, right-of- way, parks, or railroad easements in the study area. City of Elk River Draft Alternative Urban Areawide Review July 2011 Page 4 of 84 ' SUMMARY OF MAIOR ISSUES ' Fish and Wildlife (Item 11) The majority of the site is in agricultural production and therefore offers limited habitat for wildlife due to crop monocultures and frequent disturbance. There are a few wetlands and wooded areas within the study area that provide some connection to wetlands and wooded areas outside the study area. Information from the DNR Natural Heritage Database identified possible loggerhead shrike (Lanius ludovicianus), astate-listed threatened bird ' species that prefers dry upland prairie or open grassland with scattered hedgerows, shrubs, and small trees, within aone-mile radius of the study area. With the agricultural areas being planted in grasses and the adjoining trees associated with the windbreaks ~ within the study area, this area could be suitable for loggerhead shrike. To provide mitigation for development, a greenway corridor for wildlife, storm water ' management, and recreational opportunities will be implemented as part of development in the study area. Additionally, the City will require buffers around wetlands and storm water ponds as part of the development. Water Supply (Item 13) The City's water system is split into two pressure zones, the high pressure zone is located in the north portions of the City and the low pressure zone is located in the south portion of the City. The AUAR study area is located in the low pressure zone. The low pressure zone and high pressure zone are connected by three booster stations. Both the water storage and well supply capacities for the entire City are sufficient for the entire City's water demands and the demands of Scenarios 1 and 2. For Scenario 3, the water demand will require water to come from the high pressure zone at a higher rate on the peak day than Scenarios 1 and 2. It is our understanding that there are additional PRV's within the City between the low and high pressure zones. The operation of one or more additional PRV's would provide the necessary flows to meet the Scenario 3 peak day demands. For trunk watermain requirements, watermain will be required to be extended within the study area to provide sufficient fire flow. It is recommended that a 16-inch diameter watermain is extended south from the existing 16-inch diameter watermain within the TH 10 right-of-way at 171St Avenue. The 16-inch diameter watermain should be extended through the west portion of the development ideally within aCity-owned right-of-way. It could then be downsized to a 12-inch diameter on the east side of TH 10 within the 165th Avenue right- of-way. The 12-inch diameter watermain should then be looped within the eastern portion of the development and connected to the existing 16-inch watermain within 171St Avenue. The remaining looping could be accomplished with 8-inch diameter watermain as shown on the attached Figure 13-2 and 13-3. Wastewater/Sanitary Sewer (Item 18) The wastewater generated from the City is diverted to the sanitary sewer collection system and directed to the City's Wastewater Treatment Facility (WWTF) located between TH () 169 and the Burlington Northern Rail Line, north of the Great River Energy plant. Treated wastewater from Elk River's WWTF is discharged to the Mississippi River. The WWTF has a current average day treatment capacity of 2.2 Million Gallons per Day (MGD). Based on City of Elk River Draft Alternative Urban Areawide Review July 2011 Page S of 84 data for the years from 2005 through 2010, the WWTF currently receives an annual average daily wastewater flow of 1.23 MGD. The highest annual average daily flow was in 2005 and was 1.419 MGD. The estimate average daily wastewater flows projected from the proposed development area range from 0.135 MGD for Scenario 1 to 0.375 MGD for Scenario 3. The estimated peak hour wastewater flows from the proposed development area range from 0.526 MGD for Scenario 1 to 1.351 MGD for Scenario 3. The existing eastern area wastewater collection and the existing WWTF have capacity to provide wastewater service for the proposed development area under all three scenarios. However, under Scenario 3 hour, 85% to over 90% of the capacity of sections of the existing trunk sewer system along Twin Lakes Road from 179th Avenue NW to 171St Avenue would be utilized during estimated peak hour flow conditions. Also under Scenario 3, approximately 97% of the current pumping capacity of the TH 169 Lift Station would be utilized during estimated peak hour flow conditions. To address the needed infrastructure to accommodate the sewer system, wastewater from the west side of TH 10 would be conveyed north through a new sanitary sewer line to the existing 15-inch sewer that crosses TH 10 just north of 170th Avenue. Under Scenarios 1 and 2 a 10-inch diameter gravity sewer line would have sufficient capacity to carry the projected peak hour wastewater flows from the portion of the study area west of TH 10, plus potential flow from future development south of the study area. Under Scenario 3 a 15-inch gravity sewer line would be required. For Scenario 1 a 10-inch diameter sewer would be recommended to serve the area along the west side of TH 10. For Scenarios 2 and 3 a 15-inch gravity sewer line would be needed to carry the projected flows west of TH 10 to allow for potential future development south of the study area. Wastewater from the east side of the study area between TH 10 and the Burlington Northern Railroad could be conveyed north and connected to the existing 15-inch sewer just south of 171St Avenue that extends north to 173rd Avenue. For all three scenarios, a 10- inch gravity sewer would be large enough to convey the estimated peak hour flow from the portion of the study area between TH 10 and the Burlington Northern Railroad. However, because the current urban service area boundaries extend beyond the limits of the study area, a 12-inch sanitary sewer is recommended to provide additional capacity for future development. Storm Water Management (Item 17) Approximately 15 acres of the study area is within subwatershed ER02 and drains to the Rum River. The remaining area is within subwatershed ER01 which drains to the Mississippi River. The portions of the Mississippi River and the Rum River which are downstream of these subwatersheds are classified as Outstanding Resource Value Waters (ORVW). Both rivers are listed as impaired by the Minnesota Pollution Control Agency for mercury (Mississippi and Rum Rivers) and PCB's in fish tissue (Mississippi River). Scenario 1 represents the development conditions with the least amount of impervious surfaces. Much of the agricultural and open space land uses are preserved under this scenario with the majority of the remaining area being developed to 75% impervious. City of Elk River Draft Alternative Urban Areawide Review July 2011 Page 6 of 84 ' Scenarios 2 and 3 largely consist ofcommercial/retail land use with 75% impervious and 95% respectively. Scenario 3 represents the most extreme development scenario with respect to impervious surfaces. Storm water management for any scenario can be provided ' through a combination of wet detention ponds and infiltration features. The soils within the study area will likely provide ideal conditions for achieving volume reduction and ' pollutant reduction through the use of infiltration. The City will require a 60% removal of total phosphorus and total suspended solids from ' the post-construction developed condition. Any development will also be required to meet the requirements of the NPDES permit. In addition, it is anticipated that development will need to meet the ORVW requirements of the State and therefore, no increase in storm ' water runoff volume or pollutant loads from the 1988 baseline land use condition will be allowed. Therefore, infiltration of storm water to meet these requirements will be required. ' Traffic Analysis (Item 21) The analysis included evaluating traffic impacts in the 171St Avenue AUAR study area of the existing 2011 no build, existing 2011 build (with roadway improvements) and three future ' land use development scenarios. Each development scenario contains a mixture of residential and commercial uses as well as a transit center and open space. ' The future land development will have a significant impact on the operations of intersections in the project area. The increased trips from development scenarios were used to forecast future traffic volumes and evaluate traffic operations on the roadway ' system within the study area. The existing 2011 no-build conditions were analyzed to determine the current level of operations of the study area and to set a baseline in determining what future roadway improvement are needed and when they maybe required. The results concluded that the ' intersections on TH 10 / 169 currently experience operational issues during both the AM and PM peak hours and that with any development some level of improvements will be required. In order to determine when a third lane on TH 10 / 169 and (or) an interchange at Twin Lakes Parkway would be required, the existing traffic volumes were analyzed assuming the future roadway network. Assuming a straight line growth in traffic from existing conditions TH 10 / 169 will require either the third lane or interchange by 2015 for Scenario 1 and 2013 for Scenario 2 or 3. If the third lane is construction the interchange would be needed by 2023 for Scenario 1, 2019 for Scenario 2 or 2017 for Scenario 3. For the 2031 build condition for each scenario it was assumed that an interchange would be constructed at TH 10 / 169 and Twin Lakes Parkway. Based on the level of development and the analysis for each scenario, three intersections on Twin Lakes Parkway (168th Avenue, Wilson Street and 171St Lane) could have approaches with Level of Service at or below acceptable levels, assuming a side street stop traffic control. If a roundabout or traffic signal is installed at the Twin Lakes Parkway and 168th Avenue in all three scenarios, the operations would improve to an LOS C. The Twin Lakes Parkway City of Elk River Draft Alternative Urban Areawide Review July 2011 Page 7 of 84 and Wilson Street intersection will experience approach delays with scenario 2 or 3. The ' delays are strictly the result of the interchange operation and would be eliminated with a higher capacity interchange. The Twin Lakes Parkway at 171St Lane intersection will experience some delays for the eastbound and westbound minor street approaches with ' scenario 3 during the PM peak hour. However, the overall intersection LOS is still at a B. All other study area intersections would be operating at LOS C or better during both the AM ' and PM peak hours for all three scenarios. City of Elk River Draf[ Alternative Urban Areawide Review , July 2011 Page 8 of 84 ' SUMMARY OF MITIGATION MEASURES ' Pursuant to Minnesota Rules, mitigation measures have been developed as part of the AUAR. These measures would apply to any proposed development that may occur ~ivithin the study area. A. Land Use and Comprehensive Plan ' A1. Screening between residential neighborhoods, the rail line, and other intensive land uses will be required in accordance with the City zoning ordinance. ' A2. Changes will need to be made to the City's Comprehensive Plan and zoning ordinances through the City's amendment processes if any of the components of the land uses proposed in Scenario 2 or 3 are implemented. A3. Any development is required to meet the standards in the City's Wild and Scenic River Protection Ordinance and Floodplain Ordinance. B. Geologic Hazards, Erosion Control, Hazardous Material, and Waste B1. The NPDES Phase II Construction Site permit requires a site specific Storm Water Pollution Prevention Plan (SWPPP) to be completed for the construction. This SWPPP is required to include pollution prevention management measures for solid waste and hazardous material spills that occur during construction. B2. Mitigation includes conformance with the City spill response plan. Hazardous waste spills will be reported immediately to emergency response agencies via emergency dispatch service. The release ofnon-hazardous materials will be reported to the city no later than the next business day. B3. If a gas station with an underground tank is proposed in the area, annual licensing from the MPCA would be needed. B4. Project proposers shall make environmental documents, such as Phase I reviews, available to the City. B5. Development will be required to remove and properly dispose of trash and debris located within the site. B6. The municipal waste hauler company will make residential and commercial recycling programs available to the area. General municipal waste will be removed by these waste hauler companies. City of Elk River ' Draft Alternative Urban Areawide Review July 2011 Page 9 of 84 C. Fish, Wildlife, and Ecologically Sensitive Resources C1. Wetlands will need to be delineated in conformance with the Wetland Conservation Act as part of the development process. The City will review and verify the wetland delineation. C2. Wetland impact is anticipated to be minimized to the maximum extent possible throughout the review area. Wetlands will be managed based on the Wetland Conservation Act (WCA) and the City's Wetland Ordinance. C3. The City will require 25 foot buffers around wetlands and storm water ponds, or per the City's ordinance, whichever is more restrictive. C4. If wetland impacts are proposed, wetland mitigation will be required within the study area by the project proposer. C5. Development in the study area will be required to establish a greenway corridor for wetlands, wildlife, storm water management, and recreation. The greenway corridor would generally be located to connect the wetlands in the northern portion of the study area to each other and potentially provide a link to the river. Figure 11-3 shows a general alignment of the greenway corridor, but can be modified through the development review process. C6. The City will actively pursue opportunities to preserve and create natural areas and through parkland dedication and alternative storm water management strategies. C7. Storm water management features should incorporate native plantings of grasses, trees, and shrubs. C8. The City will encourage planting of trees suitable for loggerhead shrike habitat along areas that are adjacent to existing cropland and windbreaks if Scenario 2 and 3 develop and the existing windbreaks are removed. CITY - we will review with DNR and modify as necessary. D. Municipal Water Use and Service D1. The water demand information as presented in this AUAR will be provided to the Elk River Municipal Utilities to confirm the water supply, storage, and distribution systems are adequate as the existing water system model provided to us from Elfering and Associates, consultant to the Elk River Municipal Utilities, was incomplete. The City's water system is a split pressure zone system with the proposed development site located on the low pressure zone side. The water system model provided was for the low pressure system only and does not take into account the PRV interactions of the two pressure zones. City of Elk River Draft Alternative Urban Areawide Review July 2011 Page 10 of 84 D2. A 16-inch diameter watermain should be extended south from the existing 16- t inch diameter watermain within the TH 10 right-of-way at 171St Avenue. The 16-inch diameter watermain should be extended through the west portion of the ' development ideally within aCity-owned right-of--way. It could then be downsized to a i2-inch diameter on the east side of TH 10 within the 16Sth Avenue right-of-way. The 12-inch diameter watermain should then be looped ' within the eastern portion of the development as shown on Figure 13-2 for Scenario 1 or on Figure 13-3 for Scenarios 2 and 3. The 12-inch diameter watermain should then be connected to the existing 16-inch watermain within 171St Avenue. The remaining looping could be accomplished with 8-inch diameter watermain as shown on the attached Figures 13-2 and 13-3. As the ' City does not have a Comprehensive Water System Plan, the trunk watermain was sized in accordance with typical development recommendations . ' D3. Any abandoned wells found within the study area will be sealed in accordance with Minnesota De artment of Health (MDH) uidelines p g . D4. As the City currently does not have a Wellhead Protection Plan (wHPP), a 1 Drinking Water Supply Management Area (DWSMA) has not been established. A DWSMA will be detailed for future wells as they are constructed and when the ' City is called into the WHPP program by the MDH. E. Water Quality and Quantity Mitigation Plan ' E1. Infiltration best management practices will be required to meet volume control goals as listed in Table 17-2. Group A soils within the Study Area will likely provide sufficient infiltration capacity to achieve these goals. ' E2. Design considerations for comprehensive storm water management should include regional ponding, individual site underground infiltration systems and a perforated trunk storm sewer conveyance system. E3. Approved Total Maximum Daily Loads (TMDL) load reductions and implementation plans for the Mississippi River and the Rum River shall be addressed by the development's storm water management plan. ' E4. The storm water management plan(s) for the future developments will provide an in depth analysis of existing and proposed drainage patterns and pollutant loads. The plan(s) will demonstrate compliance with nondegradation, City and ' other local storm water management requirements. ' E5. It will be required that post-development discharge rates will be no greater than pre-development discharge rates for the critical duration event to reduce erosion impacts downstream of the site. E6. The developer will be responsible for grading the site appropriately to provide adequate storm water management to the extent necessary and will be required t to obtain the necessary permits for storm water management and grading, to City of Elk River Draft Alternative Urban Areawide Review July 2011 Page 11 of 84 preserve the existing natural features, and to provide water quality protection to meet State nondegradation requirements in addition to City and other local requirements. E7. Storm water will be required to be pretreated prior to discharge to wetlands. E8. A Storm Water Pollution Prevention Plan (SWPPP) in conformance with the NPDES regulations will be needed for any development in the study area. Review of the SWPPP for each development will be required by the City. F. Wastewater Mitigation Plan F1. Under all three scenarios wastewater generator from the study area will be conveyed north through existing 15-inch and 18-inch trunk sewer lines along Twin Lakes Road and then west through the 24-inch trunk sanitary sewer to the TH 169 Lift Station. F2. Under all three scenarios, the existing collection system, including the TH 169 Lift Station, and the WWTF have existing available capacity to handle the additional projected flows from the AUAR Study Area. However, under Scenario 3, 85% to over 90% of the capacity of sections of the existing trunk sewer system along Twin Lakes Road from 179th Avenue NW to 171St Avenue would be utilized during estimated peak hour flow conditions. Also under Scenario 3, approximately 97% of the current pumping capacity of the TH 169 Lift Station would be utilized during estimated peak hour flow conditions. F3. Wastewater from the portion of the study area on the west side of TH 10 could be conveyed north through a new sanitary sewer line constructed along the west side of TH 10 and connected to the existing 15-inch sewer that crosses TH 10 just north of 170th Avenue. Under Scenarios No. 1 and No. 2 a 10-inch diameter gravity sewer line would have sufficient capacity to carry the projected peak hour wastewater flows from the portion of the study area west of TH 10, plus potential flow from future development south of the study area. Under Scenario No. 3 a 15-inch gravity sewer line would be required. For Scenario No. 1 a 10- inch diameter sewer would be recommended to serve the area along the west side of TH 10. For Scenarios No. 2 and No. 3 a 15-inch gravity sewer line is recommended for carrying the projected flows from the portion of the study area west of TH 10 to allow for potential future development south of the study area. F4. Wastewater from the portion of the study area between TH 10 and the Burlington Northern Railroad could be conveyed north and connected to the existing 15-inch sewer just south of 171St Avenue that extends north to 173rd Avenue. For all three scenarios, a 10-inch gravity sewer would be large enough to convey the estimated peak hour flow from the portion of the study area between TH 10 and the Burlington Northern Railroad. However, because the current urban service area boundaries extend beyond the limits of the study City of Elk River Draft Alternative Urban Areawide Review July 2011 Page 12 of 84 area, a 12-inch sanitary sewer is recommended to provide additional capacity for future development. G. Traffic and Transportation G1. Realignment /extension of Twin Lakes Road (as Twin Lakes Parkway) from 171St Avenue to south of TH 10 / TH 169 to accommodate future traffic growth in the area. The roadway cross section should include four (4) lanes with left turn lanes at the primary intersections. G2. The future primary full movement access (Twin Lakes Parkway) to TH 10 / 169 in the area should be at a location as far south of the TH 10 /169 /101 interchange as possible (as approved by Mn/DOT). G3. Anew traffic signal system should be constructed at the TH 10 / 169 and Twin Lakes Parkway intersection, with the first development in the area to accommodate projected traffic until such time as a third lane on TH 10 / 169 or an interchange is constructed. The intersection should include dual left turn lanes for southbound Twin Lakes Parkway to eastbound TH 10 / 169 and dual left turn lanes for eastbound TH 10 / 169 to northbound Twin Lakes Parkway. ' G4. The existing traffic signal at TH 10 / 169 and 171St Avenue should be maintained until such time as the new interchange is constructed to accommodate current and future traffic demand. G5. Depending on how and where development occurs in the area and how traffic on TH 10 / 169 increases, a third lane on TH 10 / 169 and (or) an interchange at Twin Lakes Parkway should be planned. Assuming a straight line growth in traffic from existing conditions TH 10 / 169 will require either the third lane or interchange by 2015 for Scenario 1 and 2013 for Scenario 2 or 3. If the third lane is construction the interchange would be needed by 2023 for Scenario 1, 2019 for Scenario 2 or 2017 for Scenario 3. G6. A standard diamond interchange can be constructed to accommodate the projected 2031 traffic for Scenario 1, however for Scenario 2 and Scenario 3 an interchange with additional capacity, such as a single point or diverging diamond would be required. Preliminary concept plans to identify right of way needs should be completed as part of the Twin Lakes Road extension project. G7. The internal roadway and intersections can be constructed as development occurs in the area. These roadways should have a two (2) lane cross section with turn lanes at the primary intersections. G8. The intersection of Twin Lakes Parkway and 168 Avenue will experience delays ' by 2031 in all Scenarios and should be constructed to accommodate a signal system or roundabout in the future when traffic volumes indicate the need. City of Elk River ' Draft Alternative Urban Areawide Review July 2011 Page 13 of 84 G9. Location and traffic control at development access /driveway locations shall ' follow the City's Access Spacing Guidelines and be evaluated as development occurs in the area. At a minimum each location should include a left turn lane from the primary roadway. ' H. Noise, Construction Dust, and Screening H1. Construction dust control shall be in compliance with the National Ambient Air ' Quality Standards (NAAQS) at the site boundaries. H2. The City limits construction activities to 6:OOAM to 9:OOPM. Construction in the ' study area will be required to meet these standards. H3. Site plans for future developments should include measures such as appropriate setback distances, earthen berms, noise walls, and appropriate site design (such as outdoor activity areas being developed away from major noise sources). Each of these items should be considered on a case-by-case basis. The site plans developed for specific projects should show the proposed locations and types of mitigation, with the estimated noise reductions for all areas projected to exceed noise standards. I. Trails, Parks, Open Space, and Visual Impacts I1. The establishment of a greenway corridor as show on Figure 11-3 will need to be incorporated into development plans for the area. I2. Per the City's ordinances, park dedication will be in conformance with City Code and the City's Park Plan. CITY -will this development be affected by this? I3. Trail connection to the Mississippi River Regional Trail will need to be incorporated into development plans for the area. I4. Through the plan review process, the City shall require appropriate screening and buffers of development in the study area to screen for visual impacts. City of Elk River Draft Alternative Urban Areawide Review July 2011 Page 14 of 84 ' St 171 Avenue Area AUAR 1. PROJECT TITLE: 171St Avenue Area 2. PROPOSER There is no specific project proposer for development within the study area. 3. RGU Mr. Justin Femrite, PE City Engineer City of Elk River 13065 Orono Parkway Elk River, MN 55330 4. REASON FOR EAW PREPARATION EQB guidance indicates no response is necessary 5. PROJECT LOCATION County: Sherburne Ciry/Township: Elk River Section 11 and NW1/4 Section 14 , T32N, R26W ' 6. DESCRIPTION The 171St Avenue Area is approximately 253 acres located in the southeast portion of Elk River (see Figure 5-1, 5-2, and 5-3). The study area is bound by the Mississippi River to the west with State Trunk Highway (TH) 10/169 bisecting the study area running parallel to the river. A mixture of office and light industrial land uses is located along the northern edge of the study area with high and low density housing and parkland to the northeast. The majority of the land to the east and south of the project area is owned by Cargill Corporation and Great River Energy (GRE)(see Figure 5-3). Cargill uses their land and facility for agricultural research and production. The GRE site contains the Elk River Resource Derived Fuel (RDF) processing plant. The Burlington Northern Sante-Fe rail line borders the study area running from the northwest to the southeast and carries a large number of heavy rail trains each day in addition to the Northstar commuter train. The Northstar station is located to the north of the study area. A. Description of Development Scenarios The existing conditions of the 253 acre study area include undeveloped agricultural areas, wetlands, wooded areas, and open space. Wooded areas are located along the Mississippi River, wind breaks along the agricultural fields, and isolated patches surrounding wetlands. The existing cover types are described in Item 10. Ciry of Elk River Draft Alternative Urban Areawide Review July 2011 Page 1 S of 84 Minnesota Rules Chapter 4410.3610, Subpart 3 requires that "the Responsible Governmental Unit (RGU) may specify more than one scenario of anticipated development provided that at least one scenario is consistent with the adopted comprehensive plan. At least one scenario must be consistent with any known development plans of property owners within the area." The 171St Avenue Area AUAR includes the review of three development scenarios. Scenario 1-Comprehensive Plan (Figure 6-1) In 2004 the City completed an update of the Comprehensive Plan that provided new land use guidance for the study area as well as surrounding areas. The land use designations in this scenario reflect the land use that is guided in the updated Comprehensive Plan. This scenario also reflects the anticipated development density that the City has experienced in the past and for which is allowed for each land use. The following table outlines the land uses for this scenario: Table 6-1: Scenario 1 Land Use Acres (Gross) Housing Commercial (units) (sgft) Industrial (sgft) Agricultural Research 75 Rural Residential 8 3 Highway Commercial 64 696,960 Light Industrial 82 892,980 Open Space 14 TH 10 Right-of-way 10 TOTAL 253 3 696,960 892,980 * Calculations do not take into account existing or proposed wetlands, storm ponds, roads, right-of-way, parks, or railroad easements in the study area. Scenario 2 (Figure 6-2) Scenario 2 is based on the City's 171St Avenue Focused Area Study (FAST) `Future Development Framework Plan'. This scenario evaluates the low end of the density ranges (8 dwelling units/acre for High Density Residential Zoning and a Floor Area Ratio [FAR] of 0.25 for Commercial and Industrial uses). A Comprehensive Plan Amendment and amendments to the Zoning Ordinance would be needed if development were to follow this scenario. The following table outlines the land uses for this scenario: City of Elk River Draft Alternative Urban Areawide Review July 2011 Page 16 of 84 Table 6-2: Scenario 2 Land Use Acres (Gross) Housing (units) Commercial (sgft) Industrial (sgft) High Density Residential 46 368 Job Area 116 1,263,240 Destination Retail 45 490,050 Temporary Destination 20 217,800 Retail Transit Center 8 87,120 Service /Commercial 3 32,670 Open Space 5 TH 10 Right-of-way 10 TOTAL 253 368 827,640 1,263,240 * Calculations do not take into account existing or proposed wetlands, storm ponds, roads, right-of-way, parks, or railroad easements in the study area. Scenario 3 (Figure 6-2) ' Scenario 3 uses the same land use proposed in Scenario 2, but evaluates the high end of the density ranges (20 dwelling units/acre for High Density Residential and a Floor Area Ration [FAR] of 0.35). A Comprehensive Plan Amendment and ' amendments to the Zoning Ordinance would be needed if development were to follow this scenario. Table 6-3: Scenario 3 Land Use Acres (Gross) Housing (units) Commercial (sgft) Industrial (sgft) High Density Residential 46 920 Job Area 116 1,768,536 Destination Retail 45 686,070 Temporary Destination 20 304,920 Retail Transit Center 8 87,120 Service /Commercial 3 45,738 Open Space 5 TH 10 Right-of-way 10 TOTAL 253 920 1,123,848 1,768,536 * Calculations do not take into account existing or proposed wetlands, storm ponds, roads, right-of-way, parks, or railroad easements in the study area. Development Assumptions The development assumptions used to create the three scenarios are intended to satisfy guidance from the Environmental Quality Board (EQB), which indicates that the AUAR document should cover the possible impacts through a 'worst case scenario' analysis or else prevent the impacts through provisions of the mitigation plan. This means that the residential density assumption used to analyze the development scenarios maybe higher than the actual built density and the assumed intensity of commercial and industrial development maybe more intense than that ' Ciry of Elk River Draft Alternative Urban Areawide Review July 2011 Page 17 of 84 of future development. Slightly overestimating the amount of potential development in the AUAR will help to ensure validity of the AUAR for development projects in the future. If the RGU determines in the future that the project is not consistent with the AUAR assumptions and mitigation measures, then the AUAR will need to be amended or a separate environmental analysis (e.g. EAW, AUAR, or EIS) would need to be completed in accordance with Minnesota Rules Chapter 4410. • Agriculture Research The purpose of the Agricultural Research land use in Scenario 1 is to reflect the agreement between the City of Elk River and Cargill. This land use allows for the continued use of the property for animal nutrition and agricultural research and other related activities pursuant to the agreement, while protecting the City's ability to guide other development in the area. • Rural Residential Rural Residential area includes land currently developed and guided for future residential growth as residential uses in the areas that maybe served by municipal sewer and water in the future as guided by the `urban growth boundary' as shown in the City's Comprehensive Plan. A small portion along the western portion of the AUAR study area is guided in the Comprehensive Plan as Rural Residential. A gross density of 0.4 units per acre (1 unit per 2.5 acres) is the target density in the Rural Residential area. The Comprehensive Plan does allow density bonuses for developments that achieve certain public objectives such as preserving natural features (which are not otherwise protected by ordinance), implementing the City's trail and park master plan (beyond the typical required park dedication) or incorporating energy saving building techniques. High Density Residential The High Density Residential land use category consists ofmulti-family attached housing oriented in a vertical fashion, more commonly referred to as apartments and condominiums. This land use category can accommodate a combination of side by side townhomes and multi-story buildings (3-4 story buildings). The density target range, as guided in the Comprehensive Plan, is over 8 and up to 20 units per acre. While 20 units per acre is rather high, an analysis (Scenario 3) has been performed to include a density assumption based on the `worst case' densities allowed in the High Density Residential area. • Community Commercial The Community Commercial land use focuses on community retail development. These areas, as described in the City's Comprehensive Plan, are often service and convenience oriented. Developments in these areas are generally smaller in size and oriented more towards the neighborhoods. Examples of Community Commercial uses include drug store, hardware store, and coffee shop often arranged in a "strip mall" configuration. Developments under the community commercial designation generally consist of less than 100,000 square feet of Ciry of Elk River Draft Alternative Urban Areawide Review July 2011 Page 18 of 84 retail and professional services. To determine the appropriate Floor Area Ratio (FAR) assumptions for Community Commercial development within the AUAR, a review of FAR standards and assumptions was conducted. A range of FARs (0.2- i 0.5) could be applied to the AUAR development scenarios. Given the wide range of commercial, retail, office and business uses that could be accommodated in ' areas guided for Community Commercial development, a composite FAR of 0.25 and 0.35 will be analyzed in the scenarios for these areas. ' • Highway Business The Highway Business land use is the most intensive form of commercial development in Elk River. Businesses in this category may be the largest both in terms of size and traffic generation. Market orientation tends to be regional in nature, as described in the Comprehensive Plan. Examples of Highway Business uses include discount retailers, grocery, and general merchandise. Highway Business designation are often in excess of 200,000 square feet. Given the wide range of commercial, retail, office and business uses that could be accommodated in areas guided for Highway Business development, a composite FAR of 0.25 and 0.35 will be analyzed in the scenarios for these areas. • Light Industrial The Light Industrial category includes industrial uses that are lower in intensity of activity. These uses limit the potential for adverse impacts on adjacent land uses due to factors such as noise and odor. Examples of Light Industrial uses include offices, enclosed storage and warehousing, research laboratories and light manufacturing. Given the range of light industrial and warehousing uses ' that could be accommodated in areas guided for Light Industrial development, a composite FAR of 0.25 and 0.35 will be analyzed in the scenarios for these areas. ' • Open Space The Open Space category contains both public and private park and recreation systems, as well as wetlands or preserves. These areas will encompass natural ' features and include visual amenities. Trails, wildlife habitat, storm water filtration, and view sheds are present in these areas. • Job Area The Job Area district is intended to contain 1-3 story buildings with associated surface parking and contain buildings with multiple uses in combination with ' Community Commercial, Highway Business and Light Industrial. The intent is to allow a mixture of commercial and industrial uses in the district in a manner that is compatible with the surrounding uses within the Transit Center land use designation as guided in the 171St Avenue FAST. These uses include a mixture of office, retail, and industrial uses. Given the range of uses that could be accommodated in this area, a composite FAR of 0.25 and 0.35 will be analyzed in 1 the scenarios for these areas. City of Elk River Draft Alternative Urban Areawide Review July 2011 Page 19 of 84 • Transit Center The Transit Center area is envisioned as a mixed-use district which will include vertical (2-5 story buildings) mixed-use with ground level retail, office, and industrial uses. In the AUAR study area, NO residential uses are planned pursuant to the Settlement Agreement between the City of Elk River and Cargill, Incorporated. Given the range of uses that could be accommodated in this area, a composite FAR of 0.25 and 0.35 will be analyzed in the scenarios for these areas. Service/Commercial The Service /Commercial district plans for future development of small professional offices, small service uses, and retail development in 1-2 story buildings. A number of parcels north of the AUAR study area along the west side of TH 10/169 already exist. A small portion of the study area (roughly 3 acres) will continue to develop in this manner. Given the range of uses that could be accommodated, and the fact that much of the service /commercial uses are generally small in area than those found in other categories, a composite FAR of 0.25 and 0.35 will be analyzed in the scenarios for these areas. • Destination Retail This district responds to considerations for the future interchange along TH 10/169 as mentioned in the 171St Avenue Focused Area Study. The Destination Retail area suggests a large area of highway commercial land use typically seen in 1-2 story buildings. Areas west of TH 10/169 are suited for larger commercial users, while areas east of TH 10/169 are suited for areas of retail and office use. Projected land use area within this district was calculated as part of the FAST study and a composite FAR of 0.25 and 0.35 will be analyzed in the scenarios for these areas. Temporary Destination Retail The small area (approximately 18 acres) along the east side of TH 10/169 is designated as Temporary Destination Retail. This area falls within the future right of way for the interchanges and as a result, the city must balance the level of near-term public infrastructure and private investments, knowing that the future interchange will be built. Mixtures of retail and office uses in 1 story buildings are expected here, and the projected land use area within this district was calculated as part of the FAST study and a composite FAR of 0.25 and 0.35 will be analyzed in the scenarios for these areas. B. Description of Surrounding Areas The study area is located in southern Elk River. Based on the historical aerial photos, the site has historically been agricultural. Since the late 1980's/early 1990's, a mixture of office and light industrial land uses have developed along the northern and eastern edges of the study area. In the early 2000's, high and low density housing and parkland to the northeast have developed. The majority of the land to the east and south of the project area is owned by Cargill Corporation and Great River Energy. City ojElk River Draft Alternative Urban Areawide Review July 2011 Page 20 of 84 The Burlington Northern Santa-Fe (BNSF) rail line borders the study area extending from the northwest to the southeast, and carries a large number of heavy rail trains each day in addition to the Northstar commuter train. The Northstar commuter train station is located to the north of the study area, and is located approximately two miles from Downtown Elk River to the northwest. C. Anticipated Infrastructure To accommodate any development of this site, municipal sewer and water will need to be extended to the site. Additionally, transportation infrastructure and storm water management facilities will be needed. These improvements are summarized below. Wastewater To address the needed infrastructure to accommodate the sewer system, wastewater from the west side of TH 10 would be conveyed north through a new sanitary sewer line to the existing 15-inch sewer that crosses TH 10 just north of 170th Avenue. Under Scenarios 1 and 2 a 10-inch diameter gravity sewer line would have sufficient capacity to carry the projected peak hour wastewater flows from the portion of the study area west of TH 10, plus potential flow from future development south of the study area. Under Scenario 3 a 15-inch gravity sewer line would be required. For Scenario 1 a 10-inch diameter sewer would be recommended to serve the area along the west side of TH 10. For Scenarios 2 and 3 a 15-inch gravity sewer line would be needed to carry the projected flows west of TH 10 to allow for potential future development south of the study area. Wastewater from the east side of the study area between TH 10 and the Burlington Northern Railroad could be conveyed north and connected to the existing 15-inch sewer just south of 171St Avenue that extends north to 173rd Avenue. For all three scenarios, a 10-inch gravity sewer would be large enough to convey the estimated peak hour flow from the portion of the study area between TH 10 and the Burlington Northern Railroad. However, because the current urban service area boundaries extend beyond the limits of the study area, a 12-inch sanitary sewer is recommended to provide additional capacity for future development. Water Supply Watermain will be required to be extended within the study area to provide sufficient fire flow. It is recommended that a 16-inch diameter watermain is extended south from the existing 16-inch diameter watermain within the TH 10 right-of-way at 171St Avenue. The 16-inch diameter watermain should be extended through the west portion of the development ideally within aCity-owned right-of-way. It could then be downsized to a 12-inch diameter on the east side of TH 10 within the 165th Avenue right-of-way. The 12-inch diameter watermain should then be looped within the eastern portion of the development and connected to the existing 16-inch watermain within 171St Avenue. The remaining looping could be accomplished with 8-inch diameter watermain. City of Elk River Draft Alternative Urban Areawide Review July 2011 Page 21 of 84 Storm Water Management Development will be required to develop asite-specific storm water management plan that provides rate control, volume control, and treatment of storm water. Development is also required to meet the policies outlined in the City's Nondegradation Plan and this AUAR. A trunk storm sewer system could be constructed with perforated pipe to provide volume control and regional treatment basins could be constructed to provide additional pollutant removal. Transportation Several roadway improvements will be included as development occurs in the area. These include construction of roadways to accommodate future traffic growth, as well as those to accommodate traffic from the proposed development. The baseline build future roadway network was based on the recommendations in the 171St Avenue Focused Area Study (FAST). The primary roadway network is shown in Figure 21-4.These improvements would include, but are not limited to the following: 1. Realignment /extension of Twin Lakes Road(as Twin Lakes Parkway) from 171St Avenue to west of TH 10 / 169 intersecting TH 10 / 169 at a location approximately 1/z mile south of the exiting 171St Avenue intersection. 2. Construction of a traffic signal system at the TH 10 / 169 and Twin Lakes Parkway intersection. 3. Closing 173~d Avenue and 165th Avenue to Right-in /Right-out access. 4. Construction of 168th Avenue / Olson Street from Twin Lakes Parkway to 165th Avenue. 5. Construction of a connecting local street from 171St Avenue to Twin Lakes Parkway. 6. Future construction of a third lane to TH 10 / 169 and a potential future interchange at Twin Lakes Parkway. D. Phasing Development is anticipated to occur over the next 2-20 years, depending on housing, commercial, and industrial development demand. The timing of development will be largely dependent on the timing of construction of the required infrastructure improvements, such as trunk water and sewer improvements. Development is anticipated to be phased generally from the north to the south portion of the site, immediately adjacent to 171St Avenue with the surrounding area following. City of Elk River Draft Alternative Urban Areawide Review July 2011 Page 22 of 84 7. PROJECT MAGNITUDE Table 7-1 summarizes the proposed land uses for each scenario based on the scenario descriptions in Item 6. Table 7-1 Proposed Land Use by Scenario (in acres) ~ N ~ i '° . '° ~ 3 +~ C ++ 3 t L ~ ~ f0 L a N O ~ G1 co Q d t j ai ~ + + t 3 ai ~ ~ F- 3 ~ ~ T T U ao ~ a H O 0 C 2 O C Q O C J~ O Scenario 1 8 ac 0 ac 75 ac 64 ac 82 ac 14 ac 10 ac 253 ac Scenario 2 0 ac 46 ac 0 ac 76 ac 116 ac 5 ac 10 ac 253 ac Scenario 3 0 ac 46 ac 0 ac 76 ac 116 ac 5 ac 10 ac 253 ac Most building heights would range from 1-2 stories in Scenario 1. For Scenarios 2 and 3, building heights would range from 3-4 story buildings (High Density Residential); 1-3 story buildings (Job Area); 2-5 story buildings (Transit Center). 8. PERMITS AND APPROVALS. List all known local, state and federal permits, approvals and financial assistance for the project. Include modifications of any existing permits, governmental review of plans, and all direct and indirect forms of public financial assistance including bond guarantees, Tax Increment Financing and infrastructure. Federal Permit/Approval US Army Corps of Engineers Wetland Permit State Permit/Approval Pollution Control Agency NPDES Storm Water Permit Pollution Control Agency Sanitary Sewer Permit Department of Natural Resources Temporary dewatering for construction Department of Health Water main Mn/DOT Drainage permit, if needed Mn/DOT TH 10 corridor plan approval and access a royal Mn/DOT /FHWA Interchange Access approval Regional/County/Local Permit/Approval City Comprehensive Plan amendment, if Scenarios 2 or 3 are ro osed City WCA Approval City Preliminary plat approvals ' City of Elk River Draft Alternative Urban Areawide Review July 2011 Page 23 of 84 City Final plat approvals City Building permits City Rezoning 9. LAND USE. Describe current and recent past land use and development on the site and on adjacent lands. Discuss project compatibility with adjacent and nearby land uses. Indicate whether any potential conflicts involve environmental matters. Identify any potential environmental hazards due to past site uses, such as soil contamination or abandoned storage tanks, or proximity to nearby hazardous liquid or gas pipelines. Existing and Surrounding Land Use The study area is bound by the Mississippi River to the west with TH 10/169 bisecting the study area running parallel to the river. The study area is located in southern Elk River. Based on the historical aerial photos (available upon request), the site has historically been agricultural. Since the late 1980's/early 1990's, a mixture of office and light industrial land uses have developed along the northern and eastern edges of the study area. In the early 2000's, high and low density housing and parkland to the northeast have developed. The land to the east and south of the project area is owned by Cargill Corporation and Great River Energy (GRE) (see Figure 5-3). Cargill uses their land and facility for agricultural research and production. The GRE site contains the Elk River Resource Derived Fuel (RDF) Processing plant, where municipal solid waste is processed to make refuse-derived fuel for powering Great River Energy's Elk River Energy Recovery Station. Combustible materials recovered at this plant are sorted and cut and trucked to the Elk River Energy Recovery Station in another part of the City to produce energy. Metal materials are saved for recycling. Rebecca - is leachate from the GRE site a potential pollutant risk? The Burlington Northern Sante-Fe rail line borders the study area to the east from the northwest to the southeast and carries a large number of heavy rail trains each day in addition to the Northstar commuter train. The Northstar commuter train station is located to the north of the study area, and is located approximately two miles from Downtown Elk River to the northwest. A natural gas pipeline crosses through the center of study area from north to south as shown on Figure 9-1. Information from the Minnesota Pollution Control Agency and a state and federal database search was obtained to determine if potential environmental hazards due to past land uses or spills would affect the study area. This information indicated there are no known environmental issues such as leaking underground storage tanks or spills within the study area. There are a number of underground storage tanks and generators of hazardous waste (small quantity) outside the study area City of Elk River Draft Alternative Urban Areawide Review July 2011 Page 24 of 84 (see Figure 9-1). These items outside the study area are not anticipated to impact the study area. Land Use Compatibility The City updated their Comprehensive Plan in August of 2004. The Comprehensive Plan includes a "Land Use Plan" which provides the framework for the growth and development of Elk River. The Land Use Plan serves as a guide for the character and intensity of development throughout the city, including the study area. All of the land within the study area is undeveloped. This area is currently being used as agricultural land, and has been established for many years and is generally compatible with the surrounding land uses. Immediately north of the AUAR study area are a number of existing light industrial ' developments. The Comprehensive Plan guides this area to remain light industrial through the year 2030. Just north of the study area is the Northstar Commuter Rail Station that is guided to remain in public/semi-public land use. These land uses ' should be compatible with development that occurs in the AUAR study area and vice versa since they are all urban land uses of a similar nature. ' East of the AUAR study area across the Burlington Northern Railroad track the land use pattern is agricultural. The Elk River Comprehensive Plan guides this area to remain agricultural (agricultural research). These areas may experience some impacts from light and traffic noise from the AUAR study area. Scenario 1 identifies the area along the east portion of the study area as agricultural research which would likely create fewer negative impacts for surrounding land owners. Scenarios ' 2 and 3 guide the eastern portion of the study area as job areas, which may develop in a similar manner as existing light industrial and commercial land uses further to ' the south, to the north and to the west of the AUAR study area. Although this land use is different than existing conditions, as well as those agricultural areas to the west, these land uses proposed in the development scenarios could provide lobs and services to those residents living nearby. South of the AUAR study area the land use pattern is largely agricultural. However, this area is guided for highway business and light industrial land uses by the City's Comprehensive Plan. This development will likely be similar to existing development that occurs north of the study area, as well as those land use scenarios ' developed in this AUAR. West of the study area the land use pattern is currently made up of existing ' commercial developments, as well as agricultural and rural residential land uses. Open space along the Mississippi River corridor currently existing with steep slopes and vegetative areas running parallel to the river. These existing land uses are ' consistent with scenarios reviewed in the AUAR and should not present any compatibility issues or environmental conflicts with appropriate site design. City of Elk River Draft Alternative Urban Areawide Review July 2011 Page 25 of 84 Mitigation Plan • Project proposers shall make environmental documents, such as Phase I reviews, available to the City. • Development will be required to remove and properly dispose of trash and debris located within the site. • Screening between residential neighborhoods, the rail line, and other intensive land uses will be required in accordance with the City zoning ordinance. • Changes will need to be made to the City's Comprehensive Plan and zoning ordinances through the City's amendment processes if any of the components of the land uses proposed in Scenario 2 or 3 are implemented. 10. COVER TYPES. Provide a cover type map and overlay map showing anticipated development. A Minnesota Land Cover Classification System (MLCCS) inventory was completed for the City in 2004 and this information was supplemented with information from a field review to create the existing cover types map shown on Figure 10-1. The acreages of each cover type are summarized in Table 10-1. Based on this information and field review of the study area, the following land cover types are found in the study area: • Cropland: Much of the site is currently cropland with wheat and alfalfa. Based on historic photo review, the majority of the site has been in agricultural production for many years. Wetland: There are a few isolated wetland complexes in the study area and a linear wetland that crosses the study area in the northern portion of the site. The wetlands have been impacted by agricultural activities either by past tilling or by sediment runoff. Wetlands are mostly dominated by Phalaris arundinacea (reed canary grass) and Typha species (cattail). Salix species (willow) is also present in the northern wetland. The wetlands are Type 2 and 3 wetlands. While some of the wetlands are isolated in the southern portion of the site, the northern wetlands are part of a larger system that extends outside of the study area. • Wooded/Forested: The wooded areas consist of the wooded slope along the Mississippi River, wind breaks along the agricultural fields, and isolated patches of wooded area that surround wetlands. Figure 10-1 shows the wooded areas and these are described in more detail as follows based on MLCCS data and a field review: Area 1: Oak forest (dry subtype). This is a small, isolated oak forest area. This area received a "C" ranking based on the DNR's Natural Heritage's City of Elk River Draft Alternative Urban Areawide Review July 2011 Page 26 of 84 Element Occurrence Ranking Guidelines. A "C" ranking means this area is a moderate condition community with past disturbance and some invasive species, but still retains a dominant native plant community. Area 2: Altered deciduous woodland. This area contains sparse oaks and silver maple with a Kentucky bluegrass and brome understory. It is not ranked in the MLCCS data as it has been impacted and disturbed in the past. Area 3: Floodplain forest and oak woodland/brushland. This area is along a steep bank between the study site and the river terrace below. It generally contains elm, ash, and oak with thick understory of prickly ash. The northern half of his forest is not ranked in the MLCCS data; the southern portion of this forest is ranked as "D" quality meaning that it is a poor condition natural community and is dominated bynon-native species. Area 4: These areas are wind breaks between agricultural fields. They consisted of planted pines, cottonwood, ash, and red cedar. • Right-of-way/ Developed: This cover type is associated with TH 10, residential areas, and a substation within the study area. Table 10-1: Existing and Proposed Cover Types* Cover Type Existing Conditions Scenario 1 Scenario 2 Scenario 3 Wetlands 8 ac 7 ac 6 ac 6 ac Wooded/forest 33 ac 14 ac 10 ac 10 ac Brush/grassland 0 ac 2 ac 2 ac 2 ac Cropland 196 ac 75 ac 0 ac 0 ac Right-of- way/Developed 16 ac 155 ac 235 ac 235 ac TOTAL: 253 ac 253 ac 253 ac 253 ac *These acreages are based on estimates and not actual development plans. Further, these acreages do not take into account and wetland or wildlife mitigation measures for purposes of reviewing potential environmental impact. 11. FISH, WILDLIFE, AND ECOLOGICALLY SENSITIVE RESOURCES a. Identify fish and wildlife resources and habitats on or near the site and describe how they would be affected by the project. Describe any measures to be taken to minimize or avoid impacts. b. Are any state (endangered or threatened) species, rare plant communities or other sensitive ecological resources such as native prairie habitat, colonial waterbird nesting colonies or regionally rare plant communities on or near the site? ®Yes ^ No If yes, describe the resource and how it would be affected by the project. Indicate if a site survey of the resources has been conducted and describe Ciry of Elk River Draft Alternative Urban Areawide Review July 2011 Page 27 of 84 the results. If the DNR Natural Heritage and Nongame Research program has been contacted give the correspondence reference number: ERDB 20060789 . Describe measures to minimize or avoid adverse impacts. Existing Conditions The existing fish, wildlife, and ecologically sensitive resources have been analyzed based on previous studies, historical aerial photos, and site visits during 2011. The habitat available for wildlife is a function of the vegetation and land cover present discussed in Item 10. The habitat on the site is described below. • Mississippi River: Mississippi River is adjacent to the study area to the west. While not directly within the study area, the Mississippi River provides a significant habitat corridor for fish and wildlife. The River is designated as "Scenic" in this area. A portion of the study area is within the City's designated Wild and Scenic overlay district. Wetlands: Approximately 8 acres of the site contains wetlands. The wetlands on the site have been degraded by adjacent agricultural activity, but they do offer habitat for species accustomed to disturbance. Red-winged black birds were the most abundant species observed during the site visit. Great blue herons were also seen flying over the area. Chorus frogs were noted in the wetlands. The wetland that crosses the site in the northern portion of the study area is part of a larger wetland complex that extends beyond the study area boundaries. Again, this is not a pristine wetland and it contains both native and invasive species; however, its contiguous nature that provides a natural corridor to the east and west does provide some habitat within the study area. Figure 11-1 shows the National Wetlands Inventory and DNR Public Water wetlands within and adjacent to the study area. Forest and Woodland Communities: Approximately 33 acres of the site contains forested and woodland areas. The Elk River Natural Resources Inventory report (2004) was reviewed for a description of these areas. Floodplain forest is present to the west, adjacent to the Mississippi River. Portions of this forested area are low quality. An oak woodland/brushland community is also present in the southwestern portion of the study area. This woodland is currently in poor condition, likely due to a lack of grazing or fire regime, but has moderate restoration potential. Other small sections of forest exist as wind breaks and small groves along the border of the agricultural fields. Agricultural Area: Approximately 196 acres of the site are in agricultural production. This activity is generally located throughout most of the study area with the exception of the wetlands and slopes near the Mississippi River. Most or a part of these areas have been in agricultural production since at least 1937. The agricultural areas are expected to provide limited habitat value, except for resting areas during bird migration. During the site visit, species typical of agricultural areas were noted, including red-tailed hawk, Eastern Kingbird, City of Elk River Draft Alternative Urban Areawide Review July 2011 Page 28 of 84 ' swallows, sparrows, and other songbirds. The area provides limited cover with an occasional and monotypic food source. The tilling and mowing that occurs in the area results in wildlife at the site that are accustomed to frequent ' disturbance. • Rare/Endangered Species: The DNR Natural Heritage Database was consulted to determine if rare or endangered species are present in the area. The information from the DNR is included m Appendix B. Based on this information, loggerhead shrike (Lanius ludovicianus) was documented nesting within a one ' mile radius of the project area in 1996. The loggerhead shrike is astate-listed threatened bird species that prefers dry upland prairie or open grassland with scattered hedgerows, shrubs, and small trees. With the agricultural areas being planted in grasses and the adjoining trees associated with the windbreaks within the study area, this area could be suitable for loggerhead shrike. NOTE TO CITY: tl di ti W ld DNR i i h d W ' e are curren y coor na e cou not get nput pr or to s ut own. ng with DNR and will modify language as needed. The DNR also noted that the black sandshell (Ligumia recta), astate-listed mussel of special concern, has been documented in the Mississippi River. Mussels can be affected by changes in water flow or water quality. The US Fish and Wildlife Service was also contacted regarding federally threatened and endangered species. There are no federally threatened or endangered species within or near the study area. • Surrounding Resources: The surrounding areas consist mainly of additional agricultural and residential uses. The area north and east of the study area contains sites of biodiversity significance rated as moderate and below by the DNR's County Biological Survey (see Figure 11-2). The historic Kelley Farm is located south of the study area and contains a significant amount of oak communities and planted prairie, although these resources are of poor to moderate quality. Scenario 1 This scenario allows for agricultural research to remain with 75 acres of the study area and open space to remain for 14-21 (woods and wetlands) acres of the study area. The remaining area would develop into highway commercial, light industrial, and a small area of rural residential. With this scenario, a portion of the wooded areas that provide wind breaks would remain (Area 4, Figure 10-1). This would leave a portion of the potentially suitable loggerhead shrike habitat within the study area. The oak forest (Area 1) and degraded wooded area (Area 2) would likely be removed in part or in entirety. Most of the wooded area in Area 3 would remain. Based on state and federal requirements, the wetlands would likely remain intact with some anticipated impact and resulting mitigation. There would be opportunities to create habitat with storm water management requirements as part of development. While the City of Elk River Draft Alternative Urban Areawide Review July 2011 Page 29 of 84 existing conditions provide some habitat, the habitat provided is not significant and development of this scenario would be anticipated to have minimal impact on fish and wildlife habitat. The areas of biodiversity significant (Figure 11-2) would not be impacted by development in the study area. Scenario 2 and 3 These scenarios would eliminate the agricultural resource area in Scenario 1 and provide for development in that area. This could eliminate the potential loggerhead shrike habitat in the study area by removing the wheat fields and adjoining treed windbreaks if no mitigation were provided. The oak forest (Area 1) and degraded wooded area (Area 2) would likely be removed in part or in entirety. Most of the wooded area in Area 3 would remain because of topography in that area. Based on state and federal requirements, the wetlands would likely remain intact with some anticipated impact and resulting mitigation. There would be opportunities to create habitat with storm water management requirements as part of development. The main wildlife habitat impact from these scenarios would be the potential loss of loggerhead shrike habitat, astate-listed threatened species, if mitigation is not provided. The areas of biodiversity significant (Figure 11-2) would not be impacted by development in the study area. Fish. Wildlife. and Ecologically Sensitive Resources Mitigation Plan • Wetlands will need to be delineated in conformance with the Wetland Conservation Act as part of the development process. The City will review and verify the wetland delineation. • Wetland impact is anticipated to be minimized to the maximum extent possible throughout the review area. Wetlands will be managed based on the Wetland Conservation Act (WCA) and the City's Wetland Ordinance. • The City will require 25 foot buffers around wetlands and storm water ponds, or per the City's ordinance, whichever is more restrictive. • If wetland impacts are proposed, wetland mitigation will be required within the study area by the project proposer. ~ Development in the study area will be required to establish a greenway corridor for wetlands, wildlife, storm water management, and recreation. The greenway corridor would generally be located to connect the wetlands in the northern portion of the study area to each other and potentially provide a link to the river. Figure 11-3 shows a general alignment of the greenway corridor, but can be modified through the development review process. • The City will actively pursue opportunities to preserve and create natural areas and through parkland dedication and alternative stormwater management strategies. City of Elk River Draft Alternative Urban Areawide Review July 2011 Page 30 of 84 ' • Storm water management features should incorporate native plantings of grasses, trees, and shrubs. ' • The City will encourage planting of trees suitable for loggerhead shrike habitat along areas that are adjacent to existing cropland and windbreaks if Scenario 2 and 3 develop and the existing windbreaks are removed. CITY - we will review with DNR and modify as necessary. ' 12. Physical Impacts on Water Resources. Will the project involve the physical or hydrologic alteration (dredging, filling, stream diversion, outfall structure, diking, and impoundment) of any surface waters such as a lake, pond, ' wetland, stream or drainage ditch? ®Yes ^ No If yes, identify water resource affected. Describe alternatives considered and proposed mitigation measures to minimize impacts. Give the DNR Protected Waters Inventory (PWI) number(s) if the water resources affected are on the PWI. Wetland Impact: No specific development plans have been developed for the study area. Both state and federal wetland regulations require avoidance and minimization of wetland impact. However, with anticipated infrastructure needed to ' serve the study area such as roads and utilities, it is anticipated some wetland impact would occur. Approximately 1-2 acres of wetland impact for each scenario could be anticipated as part of development in the study area. Wetland impact would be subject to State regulations through the Wetland Conservation Act (WCA) and by the City's Wetland ' Ordinance. The City is the Local Government Unit (LGU) for the WCA. Impacts would also be regulated by the US Corps of Engineers through Section 404 of the ' Clean Water Act. Wetland impact would need to be avoided and minimized to the greatest extend practical. The wetland complex in the north provides a more contiguous connection to wetlands and natural areas outside of the study area and could be incorporated into a larger wetland mitigation and stormwater management plan for the study area. Impact on Public Waters: There are no DNR Public Waters/Wetlands within the study area as shown on Figure 11-1. The Mississippi River (a DNR Watercourse) is adjacent to the study area. No DNR Public Waters would be impacted by any of the development scenarios. ' 13. Water Use. Will the project involve installation or abandonment of any water wells, connection to or changes in any public water supply or appropriation of any ground or surface water (including dewatering)? ®Yes ^ No If yes, as applicable, give location and purpose of any new wells; public supply affected, changes to be made, and water quantities to be used; the source, duration, quantity and purpose of any appropriations; and unique well City of Elk River Draft Alternative Urban Areawide Review July 2011 Page 31 of 84 numbers and DNR appropriation permit numbers, if known. Identify any existing and new wells on the site map. If there are no wells known on site, explain methodology used to determine. Available geology, surrounding private and public wells, and the existing water system has been evaluated. With regard to the existing water system, the existing water supply and storage system for the entire City was evaluated with respect to the City's overall water system average and peak day demands. The City's existing distribution system was evaluated for only the low pressure zone. Elfering and Associates, the Elk River Municipal Utilities engineering consultant, provided the City with the existing low pressure zone water system model and not the entire system. To determine the existing available aquifer and surrounding well information, existing bed rock maps and the County Well Index maintained by the Minnesota Department of Health was utilized. The Department of Natural Resources provided historical water use data, including annual water pumped and peak day demands. The information provided by the DNR also included the number of water connections within the City; however, water demands specific to the low pressure zone was not available. To provide recommendations for the water service within the AUAR study area, water demands for the three development scenarios were calculated and evaluated using the City's low pressure zone water model. For each development scenario, the water demand was calculated based on per unit for residential land uses and per square footage for non-residential land uses. The water demand assumptions used are based on our experience with other projects and are typical of cities of similar size for planning purposes. The following table presents the water use assumptions that were used during the development of this memo. Table 13-1. Residential and Non-Residential Water Demand Assumptions Average Daily Units/Water Water Demand Peak Hour Land Use Per Calculated Peak Day Factor* Connection Factor** Water Connection (gpd) Residential 1 Residential Connection 274 2.6 1.5 Commercial 3,000 Sq ft of Building 274 2.6 1.5 Industrial 5,620 Sq ft of Building 274 2.6 1.5 *the City's Peak Day factor is based on the historical 5-year average day to peak day factor information provided by the DNR. **the Peak Hour Factor is based on our experience with other projects in City's of a similar size City of Elk River Draft Alternative Urban Areawide Review July 2011 Page 32 of 84 Available Geology and Existing Surrounding Wells Currently, there are only private wells adjacent to the study area that serve either residential and/or irrigation water supply needs. According to a review of the County Well Index, no private or public wells are contained within the AUAR study area. There are other existing residences in and adjacent to the study area that are assumed to have private wells as the properties are not served by the City's Water System, but the locations of these wells are not available from the existing databases. The wells on the County Well Index are shown on Figure 13-1. There are number ofnon-community supply wells adjacent to the study area. Most of these wells are related to commercial food processing that takes place in the area. None of these wells have Drinking Water Supply Management Areas (DWSMA) recorded at the Minnesota Department of Health. The nearest DWSMA is "Otsego East", located just west of the Mississippi River adjacent to the project area. This DWSMA is also shown on Figure 13-1. There are two primary groundwater sources in the Elk River Area: bedrock aquifers and unconsolidated sand and gravel aquifers. The Paleozoic sedimentary rocks around the Twin Cities Metro Area have three primary bedrock aquifers (in descending order): the Prairie du Chien-Jordan, the Franconia-Ironton-Galesville (FIG), and the Mt. Simon-Hinckley. Each of these is separated by a confining layer that essentially separates the aquifer. The Prairie du Chien-Jordan aquifer is the best producing bedrock aquifer in Minnesota. Elk River is located in a part of the region where this aquifer is absent, so it is unavailable for use by the City. This also means that development within the study area will have very little, if any, impact of this major water source. ' The shallowest continuous bedrock aquifer available to Elk River is the FIG. The FIG is the most commonly used aquifer for wells adjacent to the study area. The confining layer that usually occurs over the FIG is absent in most of the area and therefore, this ' makes the aquifer more vulnerable to contamination if the overlying sediments are highly permeable. The deepest of the three bedrock aquifers is the Mt. Simon-Hinckley. Elk River's supply wells all tap this aquifer for a combined total pumping capacity of 6,800 gallons per minute (gpm) (Wells 2-8). There are no geologic factors that would limit ' further use by Elk River. According to available records, none of the wells adjacent to the project area use this aquifer. ' The unconsolidated sand and gravel deposits in the Elk River area are aquifers that yield considerable volumes of water. Slightly less than half of the private wells adjacent to the study area are in one of these aquifers. Where there are wells finished in these unconsolidated sand and gravel deposits near the study area, special attention must be given to avoid contamination of these aquifers as they are often small and unconfined. ' City of Elk River Draft Alternative Urban Areawide Review July 2011 Page 33 of 84 Water Supply and Storage Requirements As part of this study, existing and future demands for the entire City were reviewed. Demands assumptions given in Table 13-1 were used to project out the water demands for each of the development scenarios given in this study. The City's average day demand, which is based on a historical 5-year average, is 2,194,000 gallons per day (gpd) or 1,523 gallons per minute (gpm). The City's peak day demand, which is also based on a historical 5-year average is 5,455,000 gpd (3,788 gpm). According to AWWA, it is typical to recommend that the City have an approximate storage capacity equal to the average day demand plus a fire flow equalization amount. For purposes of this study, a fire flow of 3,500 gallons per minute for 3 hours (630,000 gallons) was added to the average day demand to determine the required storage capacity for the entire City. Therefore, 2,824,000 gallons is required for the City's water storage. Currently, the City has approximately 3,750,000 gallons in elevated storage. According to 10-State Standards, a City should be able to provide a water supply in the amount of their peak day demands with their largest well out of service (firm capacity). The City of Elk River has a firm capacity for the entire City of 5,500 gpm, with Well No. 8 having a capacity of 1,300 gpm out of service. Both the water storage and well supply capacities for the entire City are sufficient for the entire City's water demands. However, the City's water system is split into two pressure zones, the high pressure zone is located in the north portions of the City and the low pressure zone is located in the south portion of the City. The AUAR study area is located in the low pressure zone. The low pressure zone and high pressure zone are connected by three booster stations. The City's water model was provided by Elfering and Associates for the low pressure zone. According to the water model provided the existing average day demand for the low pressure zone is 999,000 gpd (694 gpm) and the peak day demand is 3,936,000 gpd (2,733 gpm) (Elfering used a peak day factor of 3.94 which is higher than the City's historical peak factor). Only Wells 2, 3, and 4 and the Gary Street and Freeport Towers are located within the low pressure zone; therefore, the low pressure zone has a storage capacity of 2,000,000 gallons and a total well capacity of 3,600,000 gpd (2,500 gpm). In the model provided by Elfering, the total low pressure zone well capacity was used during the peak day calculations. As shown, the low pressure zone has sufficient storage capacity for the low pressure zone's average day demand plus a fire flow capacity of 630,000 gallons, which results in a required storage capacity of 1,629,000 gallons. The total low pressure zone well supply capacity, however, cannot accommodate the peak day demands from the low pressure zone as a stand alone system and therefore, Elfering directed us to include a supply of 700 gpm flow be added to the model to mimic the supply that is available from the high pressure zone through the opening of the City's Pressure Reducing Valves (PRV's). This resulted in a total water supply to the low zone of 3,200 gpm. Once this was added to the water model, there was sufficient well capacity provided to the low pressure zone on the existing peak day. City of Elk River Draft Alternative Urban Areawide Review July 2011 Page 34 of 84 Scenario 1 Development within the entire study area will be connected to municipal water supply in this scenario with the exception of the agricultural research area. Full build out average day demand and peak day demands resulting from this ' development scenario are estimated to be 108,000 gpd (75 gpm) and 280,800 gpd (195 gpm), respectively. ' The entire City storage and supply system as well as the low zone storage and supply system will be sufficient to provide service with this development scenario assuming the 700 gpm of supply added to the model to mimic the high pressure ' zone interaction is accurate. ' Scenario 2 Development within the entire study area will be connected to municipal water supply in this scenario. Full build out average day demand and peak day demand are estimated to be 238,000 gpd (165 gpm) and 618,800 gpd (429 gpm), respectively. The entire City storage and supply system as well as the low zone storage and supply system will be sufficient to provide service with this development scenario assuming the 700 gpm of supply added to the model to mimic the high pressure zone interaction is accurate. Scenario 3 Development within the entire study area will be connected to municipal water supply in this scenario. Full build out average day demand and peak day demand are estimated to be 441,000 gpd (306 gpm) and 1,146,600 gpd (796 gpm), respectively. The entire City storage and supply system will be sufficient to provide service with this development scenario. The low pressure zone storage system by itself will not be sufficient to provide service to this area under this development scenario. It will require water to come from the high pressure zone particularly in the event of a fire on the low pressure zone side. In addition, the low pressure zone water supply system will not be sufficient even with the additiona1700 gpm of supply added to the model to provide water on the peak day under this development scenario. It will require water to come from the high pressure zone at a higher rate on the peak day. It is our understanding that there are additional PRV's within the City between the low and high pressure zones. The operation of one or more additional PRV's would provide the necessary flows to meet the Scenario 3 peak day demands. To confirm this assumption we would need the entire water system model from Elfering and Associates. ' City of Elk River Draft Alternative Urban Areawide Review July 2011 Page 35 of 84 Trunk Watermain System Requirements To evaluate the trunk water distribution system required for all three scenarios, the provided low pressure zone water model was utilized. The water demands from each scenario were entered into the City's existing low pressure zone model to determine a sufficient trunk watermain pipe size that will provide the development with sufficient pressures and fire flows on the peak water demand day. Typically, it is recommended that a public water supply system provide water pressures between 40 and 80 psi and available fire flows of over 1,000 gpm for residential areas and over 3,000 gpm for non-residential areas in the trunk watermain on the peak day. Fire flow recommendations can be decreased if buildings within the development are required to be sprinkled for fire suppression purposes. It is recommended for the purposes of this study that minimum fire flows are 2,000 gpm with the assumption that fire suppression will be required for all multi-family and commercial buildings Based on the low pressure zone water model, trunk watermain will be required to be extended within the study area to provide sufficient fire flow. It is recommended that a 16-inch diameter watermain is extended south from the existing 16-inch diameter watermain within the TH 10 right-of-way at 171St Avenue. The 16-inch diameter watermain should be extended through the west portion of the development ideally within aCity-owned right-of-way. It could then be downsized to a 12-inch diameter on the east side of TH 10 within the 165th Avenue right-of--way. The 12-inch diameter watermain should then be looped within the eastern portion of the development and connected to the existing 16-inch watermain within 171St Avenue. The remaining looping could be accomplished with 8-inch diameter watermain as shown on the attached Figure 13-2. With the above described watermain extension, the following are the pressures and available fire flows that can be expected according to the low pressure zone water model provided by Elfering and Associates: Table 13-2. Anticipated Peak Day Pressure and Fire Flows Scenario Anticipated Pressure (psi) Anticipated Available Fire Flow (gpm) Scenario 1 57 - 62 2,500 - 2,750 Scenario 2 57 - 61 2,250 - 2,500 Scenario 3 53 - 57 2,000 - 2,100 Water Use Mitigation Plan • The water demand information as presented in this AUAR will be provided to the Elk River Municipal Utilities to confirm the water supply, storage, and distribution systems are adequate as the existing water system model provided to us from Elfering and Associates, consultant to the Elk River Municipal Utilities, was incomplete. The City's water system is a split pressure zone system with the proposed development site located on the low pressure zone side. The water system model provided was for the low pressure system only and does not take into account the PRV interactions of the two pressure zones. City of Elk River Draft Alternative Urban Areawide Review July 2011 Page 36 of 84 ' • A 16-inch diameter watermain should be extended south from the existing 16- inch diameter watermain within the TH 10 right-of-way at 171St Avenue. The 16-inch diameter watermain should be extended through the west portion of the development ideally within aCity-owned right-of-way. It could then be ' downsized to a 12-inch diameter on the east side of TH 10 within the 165th Avenue right-of-way. The 12-inch diameter watermain should then be looped within the eastern portion of the development as shown on Figure 13-2 for ' Scenario 1 or on Figure 13-3 for Scenarios 2 and 3. The 12-inch diameter watermain should then be connected to the existing 16-inch watermain within 171St Avenue. The remaining looping could be accomplished with 8-inch ' diameter watermain as shown on the attached Figures 13-2 and 13-3. As the City does not have a Comprehensive Water System Plan, the trunk watermain was sized in accordance with typical development recommendations. • Any abandoned wells found within the study area will be sealed in accordance with Minnesota Department of Health (MDH) guidelines. • As the City currently does not have a Wellhead Protection Plan (WHPP), a Drinking Water Supply Management Area (DWSMA) has not been established. A ' DWSMA will be detailed for future wells as they are constructed and when the City is called into the WHPP program by the MDH. t 14. Water-related land use management districts. Does any part of the project involve a shoreland zoning district, a delineated 100-year flood plain, or a state or federally designated wild or scenic river land use district? ®Yes ^ ' No If yes, identify the district and discuss project compatibility with district land ' use restrictions. shoreland District: There are no designated shoreland zoning districts within the study area. Floodplain District: The Mississippi River has a designated FEMA floodplain ' adjacent to the study area shown on Figure 14-1. No impacts to the floodplain are anticipated with any of the development scenarios. ' Wild and Scenic River District: The Mississippi River is designated as wild and scenic within and adjacent to the study area as shown on Figure 14-1. Development within the study area within this district will need to meet the ' requirements of the City's Wild and Scenic River Protection ordinance. Water-Related Land Use Management Districts Mitigation Measures • Any development is required to meet the standards in the Ciry's Wild and Scenic River Protection Ordinance and Floodplain Ordinance. ' City of Elk River Draft Alternative Urban Areawide Review July 2011 Page 37 of 84 15. Water Surface Use. Will the project change the number or type of watercraft on any water body? ^ Yes ®No If yes, indicate the current and projected watercraft usage and discuss any potential overcrowding or conflicts with other uses. 16. Erosion and Sedimentation. Give the acreage to be graded or excavated and the cubic yards of soil to be moved: NA acres; NA cubic yards Describe any steep slopes or highly erodible soils and identify them on the site map. Describe any erosion and sedimentation control measures to be used during and after project construction Existing Conditions A detailed list of the soils present on the site is provided in Item 19. The site can be described as generally flat in the western portion of the site with some gently rolling hills in the eastern portion of the site. Of the soils on the site, the following are listed as highly erodible (HEL) (see Figure 16-1): • 258E: Sandberg (HEL) Scenario 1 In this scenario, much of the proposed area would be graded to construct roads, residential, and commercial/industrial areas. Seventy-five acres on the eastern side of the study area would remain as agricultural land use and approximately 14 acres along the southwestern border would be designated as open space. Scenarios 2 and 3 In these scenarios, much of the proposed area would be graded to construct roads, residential, and commercial/industrial areas. For all scenarios, it is anticipated that grading will be needed to accommodate building pads and storm water drainage from the area. It is anticipated that grading will be phased over the next 2-20 years, depending on development demand. The timing of development will be largely dependent on the timing of construction of the required infrastructure improvements, such as trunk water and sewer improvements and roads. Erosion and Sedimentation Mitigation Plan • A Storm Water Pollution Prevention Plan (SWPPP) in conformance with the NPDES regulations will be needed for any development in the study area. Review of the SWPPP for each development will be required by the City. City of Elk River Draft Alternative Urban Areawide Review July 2011 Page 38 of 84 ' 17. Water Quality -Surface Water Runoff a. Compare the quantity and quality of site runoff before and after the project. Describe permanent controls to manage or treat runoff. Describe any ' storm water pollution prevention plans. ' b. Identify routes and receiving water bodies for runoff from the site; include major downstream water bodies as well as the immediate receiving waters. Estimate impact runoff on the quality of receiving waters. Existing Conditions The study area currently consists mainly of small grain straight rows, small wooded and grassed areas and a few small wetlands. Existing impervious areas include TH 10, which runs through the middle of the study area and some small farm and residential structures on the southwest corner of the study area. Approximately 15 acres of the study area is within subwatershed ER02 and drains to the Rum River. The remaining area is within subwatershed ER01 which drains to the Mississippi River (see Figure 17-1). The portions of the Mississippi River and the Rum River which are downstream of these subwatersheds are classified as Outstanding Resource Value Waters (ORVW). Both rivers are listed as impaired by the Minnesota Pollution Control Agency for mercury (Mississippi and Rum Rivers) and PCB's in fish tissue (Mississippi River). About 13 acres of the study area consists of Group B/D rated soils (mainly in the wetland areas) and the remaining area contains Group A rated soils. These soils ratings are based on hydrologic soils classifications with A soils having high infiltration rates even when thoroughly wetted. The infiltration rates range from 0.8 to 1.63 inches per hour. These soils consist chiefly of deep, well drained to excessively drained sands and gravel. Group A soils have a high rate of water transmission, therefore resulting in a low runoff potential. Group B soils have moderate infiltration rates ranging from 0.3 to 0.6 inches per hour when thoroughly wetted. Group B soils consist of deep moderately well to well drained soils with moderately fine to moderately coarse textures. Group D soils have very slow infiltration rates ranging from 0 to 0.2 inches per hour when thoroughly wetted. Group D soils are typically clay soils with high swelling potential, soils with high permanent water table, soils with a clay layer at or near the surface, or shallow soils over nearly impervious material. Proposed Conditions Due to the conceptual nature of the development scenarios, the amount of impervious surfaces in each land use was assumed based on the values presented in the City's Nondegradation Review (November 2007) and characteristics of existing developments in the City. Scenario 1 represents the development conditions with the least amount of impervious surfaces. Much of the agricultural and open space land uses are preserved under this scenario with the majority of the remaining area being developed to 75% impervious. Scenarios 2 and 3 largely consist of commercial/retail land use with 75% impervious and 95% respectively. Scenario 3 represents the most extreme development scenario with respect to impervious City of Elk River Draft Alternative Urban Areawide Review July 2011 Page 39 of 84 surfaces. Stormwater management for any scenario can be provided through a combination of wet detention ponds and infiltration features. The soils within the study area will likely provide ideal conditions for achieving volume reduction and pollutant reduction through the use of infiltration. Local Stormwater Man~ement Requirements Stormwater management within the future development of the study area must be in conformance with local requirements. Some requirements are more stringent than others. However, the development in the study area will demonstrate that all local standards are being met under proposed Stormwater management techniques. The following is a summary of major Stormwater management requirements which will be addressed by future development of the study area: • City Stormwater Management Requirements and Design Standards The City's Stormwater Management Ordinance and current design standards require 60% removal of total phosphorus and total suspended solids from the post-construction developed condition. The City also encourages the use of infiltration and regional treatment where it is practical and feasible to do so. National Pollution Discharge Elimination System (NPDES) Standards The Mississippi River is listed as impaired and is located within one mile of the study area. As a result, the post-construction water quality standards of the NPDES permit will require future development to provide treatment for the water quality volume of 1-inch of runoff from the new impervious surfaces. Infiltration BMPs must allow this volume to be fully infiltrated within 48 hours. Wet Ponds must provide extended detention for this volume by providing permanent pool storage of 1,800 cubic feet per acre of drainage area and by restricting discharges. • Non-degradation and Restricted Discharge The State of Minnesota's current non-degradation rules prohibit new and expanded discharges to surface waters designated as Outstanding Resource Value Waters (ORVW's). Specifically, this means no increase in storm water runoff volume or pollutant loads from the 1988 baseline landuse condition. The stretches of the Mississippi River and the Rum River which the City of Elk River drains to are designated as ORVWs. As a result, for the purpose of this analysis, it is anticipated that future development of the study area must meet non-degradation standards. Water Quantity and Quali , Analysis A water quantity and quality analysis was completed for the existing and proposed conditions within the study area. This analysis uses the assumptions and methods described in the Non-degradation Review and Loading Assessment developed for the City of Elk River in 2007. This analysis also assumes that Stormwater runoff discharges offsite under the baseline condition. If it is determined that the study area is landlocked, future development maybe required to retain all runoff onsite to City of Elk River Draft Alternative Urban Areawide Review July 2011 Page 40 of 84 the extent feasible or offset new and expanded discharges by constructing Best Management Practices (BMPs) at an offsite location to achieve compliance with Non-degradation requirements. Table 17-1 summarizes the total pollutant loads for each development scenario compared to the baseline condition. Table 17-1: Annual Estimated Pollutant Loads Development Scenario Annual Runoff Volume (ac-ft) Annual TP Load (Ibs) Annual TSS Load (Ibs) Baseline Condition - 1988 61 83 25,639 Scenario 1 209 208 80,932 Scenario 2 259 252 108,561 Scenario 3 320 309 133,692 To achieve compliance with nondegradation requirements, future development must provide annual volume and pollutant load reductions in the amounts presented in Table 17-2. These values represent reductions from the post- development condition and are comparable to the City's current stormwater management standards. Table 17-2: Required Annual Pollutant Load Reductions to Achieve Baseline Condition (1988) Development Scenario Annual Runoff Volume (ac-ft) Annual TP Load (Ibs) Annual TSS Load (Ibs) Scenario 1 71% 60% 68% Scenario 2 77% 67% 76% Scenario 3 81% 73% 81% Potential Impact to Downstream Receiving Waters In addition to other stormwater management requirements, future development within the Study Area maybe required to maintain 1988 baseline conditions for runoff volume and pollutant loads. If these requirements are met on site, it is not anticipated that any significant impacts to downstream water quality will result from development. Water Quantity and Quality Mitigation Plan • Infiltration best management practices will be required to meet volume control goals as listed in Table 17-2. Group A soils within the Study Area will likely provide sufficient infiltration capacity to achieve these goals. ' • Design considerations for comprehensive storm water management should include regional ponding, individual site underground infiltration systems and a perforated trunk storm sewer conveyance system. City of Elk River Draft Alternative Urban Areawide Review July 2011 Page 41 of 84 • Approved Total Maximum Daily Loads (TMDL) load reductions and implementation plans for the Mississippi River and the Rum River shall be addressed by the development's stormwater management plan. • The stormwater management plan(s) for the future developments will provide an in depth analysis of existing and proposed drainage patterns and pollutant loads. The plan(s) will demonstrate compliance with nondegradation, City and other local stormwater management requirements. • It will be required that post-development discharge rates will be no greater than pre-development discharge rates for the critical duration event to reduce erosion impacts downstream of the site. • The developer will be responsible for grading the site appropriately to provide adequate storm water management to the extent necessary and will be required to obtain the necessary permits for storm water management and grading, to preserve the existing natural features, and to provide water quality protection to meet State nondegradation requirements in addition to City and other local requirements. • Storm water will be required to be pretreated prior to discharge to wetlands. Storm Water Pollution Prevention Plan (SWPPP) in conformance with the NPDES regulations will be needed for any development in the study area. Review of the SWPPP for each development will be required by the City. 18. Water Quality -Wastewater a. Describe sources, composition and quantities of all sanitary, municipal and industrial wastewater produced or treated at the site. b. Describe waste treatment methods or pollution prevention efforts and give estimates of composition after treatment. Identify receiving waters, including major downstream water bodies, and estimate the discharge impact on the quality of receiving waters. If the project involves on-site sewage systems, discuss the suitability of site conditions for such systems. c. If wastes will be discharged into a publicly owned treatment facility, identify the facility, describe any pretreatment provisions and discuss the facility's ability to handle the volume and composition of wastes, identifying any improvements necessary. d. If the project requires disposal of liquid animal manure, describe disposal technique and location and discuss capacity to handle the volume and composition of manure. Identify any improvements necessary. Describe any required setbacks for land disposal systems. City of Elk River Draft Alternative Urban Areawide Review July 2011 Page 42 of 84 Existing Conditions Within the City of Elk River there are approximately 8,710 total residential units. Of these units, approximately 3,969 are connected to the sanitary sewer system and 4,201 units are served by on-site septic system. There are approximately 542 non- residential services that are connected to regional sewer. These non-residential services include schools, churches, commercial development, industrial development and parks. The wastewater generated from the City is diverted to the sanitary sewer collection system and directed to the City's Wastewater Treatment Facility (WWTF) located between TH 10 and the Burlington Northern Rail Line, north of the Great River Energy plant. Treated wastewater from Elk River's WWTF is discharged to the Mississippi River. The WWTF has a current average day treatment capacity of 2.2 Million Gallons per Day (MGD). Based on data for the years from 2005 through 2010, the WWTF currently receives an annual average daily wastewater flow of 1.23 MGD. The highest annual average daily flow was in 2005 and was 1.419 MGD. ' Table 18-1 summarizes the current residential and non-residential units served by the regional sewer system within the entire City of Elk River and the estimated average day and peak hour wastewater flows that are directed to the City's WWTF. Table 18-1. Existing Residential and Non-Residential Units within the City of Elk River Served and the Estimated Average Day and Peak Hour Wastewater Flow Average Daily Total Average Peak Hour Type Units Wastewater Daily Wastewater Flow per Unit Wastewater Flow d (gp ) (gpd) Flow (gpd) Residential 3,969 200 794,000 2,382,000 Non-Residential 542 805 436,000 1,308,000 connections Total 1,230,000 3,690,000 Table 18-2 is a summary of the wastewater characteristics for Elk River based on WWTF influent data from 2005 through 2010. Table 18-2. Wastewater Characteristics and Total Average Daily Wastewater Loading for the City of Elk River (2005 to 2010 Data) Parameter Estimated Wastewater Characteristics and Average Daily Loading mg/I Ibs/day Biochemical Oxygen Demand 295 3,025 Total Suspended Solids 150 1,540 Total Phosphorous 6.5 67 Elk River's wastewater collection system includes over 60 miles of sewer lines that range in size from 8-inch diameter to 24-inch diameter. The collection system includes 191ift stations. Three of these lift stations are main stations that collect City of Elk River Draft Alternative Urban Areawide Review July 2011 Page 43 of 84 wastewater from the major service areas of the City's current urban service area and direct it straight to the WWTF. These three lift stations include the TH 10 Lift Station, the Evans Avenue Lift Station, and the TH 169 Lift Station. Wastewater generated from the western portion of the Elk River urban service area, as well as a portion of the central area, is directed east and then southeast to the TH 10 Lift Station located along the west side of TH 10. The TH 10 Lift Station pumps wastewater directly to the WWTF through a 14-inch diameter forcemain that runs east across TH 10. Wastewater from the northern portion of the Elk River urban service area is directed south to the Evans Avenue Lift Station. The Evans Avenue Lift Station is located along Evans Avenue, just north of the intersection of Main Street and Evans Avenue. This lift station pumps wastewater south along Evans Avenue through a 14-inch forcemain that discharges directly to the WWTF. Wastewater from the eastern portion of the Elk River urban service area is directed west to the TH 169 Lift Station. The TH 169 Lift Station is located along the east side of TH 169, approximately 1500 feet south of Main Street (181St Avenue). Results and Conclusions The proposed development area (253 acres) is within the City's eastern urban service area that is served by the TH 169 Lift Station. The trunk sanitary sewer system from the study area north to the TH 169 Lift Station consists of 15-inch,l8- inch, and 24-inch gravity sewer pipe. The 15-inch gravity sewer pipe has a minimum full flow capacity of 1.6 MGD; the 18-inch gravity sewer pipe has a minimum full flow capacity of 2.4 MGD; and the 24-inch has a minimum full flow capacity of 4.1 MGD. The TH 169 Lift Station pumps wastewater west across TH 169 through a 14-inch forcemain that discharges directly to the WWTF. The total eastern urban service area encompasses an area approximately 2,935 acres in size. However, only about 50% of this area is currently served by sanitary sewer. The current estimate average daily wastewater flow to the TH 169 Lift Station is 0.388 MGD. This was based on a review of the City's GIS mapping and the number of parcels that have sanitary sewer service available. The estimate current peak hour wastewater flow to the TH 169 Lift Station is 1.40 MGD (970 gpm). The TH 169 Lift Station has two submersible solids handling pumps, each with a pumping capacity of 2.60 MGD (1800 gpm), based on design information. The TH 169 Lift Station is capable of being upgraded to provide a firm pumping capacity of 5.20 MGD (3600 gpm), with the installation of two additional pumps. Three development scenarios are being evaluated for the study area. The estimate average daily wastewater flows projected from the proposed development area range from 0.135 MGD for Scenario 1 to 0.375 MGD for Scenario 3. The estimated peak hour wastewater flows from the proposed development area range from 0.526 MGD for Scenario 1 to 1.351 MGD for Scenario 3. The existing eastern area City of Elk River Draft Alternative Urban Areawide Review July 2011 Page 44 of 84 ' wastewater collection and the existing WWTF have capacity to provide wastewater service for the proposed development area under all three scenarios. However, under Scenario 3, 85% to over 90% of the capacity of sections of the existing trunk ' sewer system along Twin Lakes Road from 179th Avenue NW to 171St Avenue would be utilized during estimated peak hour flow conditions. Also under Scenario 3, approximately 97% of the current pumping capacity of the TH 169 Lift Station would be utilized during estimated peak hour flow conditions . ' The estimated wastewater flows and characteristics for each of the development scenarios as well as the proposed means for providing wastewater service to the study area is describe in the following paragraphs for each scenario. ' Scenario 1 In this scenario, development would be consistent with the City's current Comprehensive Plan (2004). It will be assumed that the rural residential units on the west side of TH 10 will be connected to the sanitary sewer system and each single family residential connection will generate an average of 200 gpd. An average 1 daily wastewater flow of 1,200 gpd/acre will be used for Highway Commercial and 700 gpd/acre will be used for Light Industrial. A peaking factor of 3.9 will be used to determine the peak hour flow from the overall AUAR area. The portion of the study ' area west of TH 10 would consist of 8 acres rural residential, 48 acres light industrial, 7 acres highway business, and 14 acres of open space. Therefore, the estimate average day wastewater flow from the portion of the study area west of TH ' 10 is 0.043 MGD and the peak hour wastewater flow is 0.17 MGD. The portion of the study area east of TH 10, between TH 10 and the Burlington Northern Railroad would consist of 57 acres highway business, 34 acres light industrial, and 75 acres of agricultural research. The estimate average day wastewater flow from this portion of the study area under Scenario 1 would be 0.092 MGD and the peak hour wastewater flow is 0.36 MGD. i~ i~ i~ i~ i~ i~ Future wastewater flow for the study area under Scenario 1 is shown below in Table 18-3. Table 18-3. Estimated Average Day and Peak Hour Wastewater Flow from Scenario 1 Average Total Average Peak Hour Type Acres Housing Daily Daily Wastewater (Gross) (units) Wastewater Wastewater Ftow (gpd) Flow (gpd) Flow (gpd) Agricultural Research 75 - 0 0 Rural Residential (SF) 8 3 200/unit 600 2,300 Highway Commercial 64 - 1,200/acre 76,800 299,600 Light Industrial 82 - 700/acre 57,400 224,100 Open Space 14 - 0 0 0 Right-of-Way 10 - 0 0 0 Total 253 134,800 526,000 ' City of Elk River Draft Alternative Urban Areawide Review July 2011 Page 45 of 84 Table 18-4 summarizes the estimated wastewater characteristics and loading for the wastewater that will be generated from the 171St Avenue Area under Scenario 1. Table 18-4. Estimated Wastewater Characteristics and Total Average Daily Wastewater Loading from Scenario 1 Parameter Estimated Wastewater Characteristics and Average Day Loading mg/I Ibs/day Biochemical Oxygen Demand 295 332 Total Suspended Solids 150 169 Total Phosphorous 6.5 7 The wastewater generator from the study area will be conveyed north through the existing 15-inch and 18-inch trunk sewer lines along Twin Lakes Road and then west along 179th Avenue NW through the 24-inch trunk sanitary sewer to the TH 169 Lift Station. Wastewater from the portion of the study area on the west side of TH 10 could be conveyed north through a new sanitary sewer line constructed along the west side of TH 10 and connected to the existing 15-inch sewer that crosses TH 10 just north of 170th Avenue (Figurel8-1). An 8-inch sewer would be large enough to convey the estimated peak hour flow of 0.17 MGD wastewater generated from this area west of TH 10. However, because the current urban service area boundaries extend beyond the limits of the study area, a 10-inch sanitary sewer is recommended to provide additional capacity for future development. Wastewater from the portion of the study area between TH 10 and the Burlington Northern Railroad could be conveyed north and connected to the existing 15-inch sewer that extends north to 173~d Avenue (Figure 18-1). Again, an 8-inch gravity sewer would be large enough to convey the estimated peak hour flow of 0.36 MGD from the portion of the study area between TH 10 and the Burlington Northern Railroad. However, because the current urban service area boundaries extend beyond the limits of the study area, a 12-inch sanitary sewer is recommended to provide additional capacity for future development. Under this scenario, the collection system, including the TH 169 Lift Station, and the WWTF have the available capacity to handle the additional flows from the AUAR Study Area. Scenario 2 Under this scenario the portion of the study area west of TH 10 would consist of approximately 46 acres of high density residential with 368 units, 28 acres of destination retail, and 3 acres service/commercial. An average daily wastewater flow of 200 gpd/unit will be used for high density residential and 1,000 gpd/acre will be used for destination retail and service/commercial. A peaking factor of 3.8 was used to determine the peak hour flow from the overall AUAR area under this City of Elk River Draft Alternative Urban Areawide Review July 2011 Page 46 of 84 i~ i~ i~ scenario. Based on these generation rates, the estimated average day wastewater flow projected for the portion of the study area west of TH 10 under Scenario 2 would be 0.105 MGD and the estimated peak hour flow would be 0.40 MGD. The portion of the study area between TH 10 and the Burlington Northern Railroad would consist of approximately 20 acres temporary destination retail, 17 acres destination retail, 116 acres of job area, 8 acres of transit center, and 5 acres of open space. An average daily wastewater flow of 1,000 gpd/acre will be used for destination retail, and transit center. An average daily wastewater flow of 700 gpd/acre will be used for jobs area. No wastewater flow is projected for temporary destination retail and open space. Based on these generation rates, the estimated average day wastewater flow projected from this area would be 0.106 MGD and the estimated peak hour flow would be 0.403 MGD Table 18-5 summarizes the estimated wastewater flow generated from the study area under Scenario 2. Table 18-5. Estimated Average Day and Peak Hour Wastewater Flow from Scenario 2. Average Total Average peak Hour Acres Housing Daily Daily Type (Gross) (units) Wastewater Wastewater Wastewater Flow (gpd) Flow (gpd) Flow d (gp ) High Density 46 368 200/unit 74,000 281,000 Residential Job Area 116 700/acre 81,200 309,000 Destination Retail 45 - 1,000/acre 45,000 171,000 Temporary Destination 20 - 0 0 0 Retail Transit Center 8 - 1,000/acre 8,000 30,400 Service/ 3 - 1,000/acre 3,000 11,600 Commercial Open Space 5 - 0 0 0 Right-of-Way 10 - 0 0 0 Total 253 211,200 803,000 Table 18-6 summarizes the estimated characteristics and loading for the wastewater that will be generated from the 171St Avenue AUAR study area under Scenario 2. Table 18-6. Estimated Wastewater Characteristics and Total Average Daily Wastewater Loading from Scenario 2. Parameter Estimated Wastewater Characteristics and Average Day Loading mg/I Ibs/day Biochemical Oxygen Demand 295 520 Total Suspended Solids 150 264 Total Phosphorous 6.5 11 City of Elk River Draft Alternative Urban Areawide Review July 2011 Page 47 of 84 As with Scenario 1, wastewater generated from the study area will be conveyed north through existing 15-inch and 18-inch trunk sewer lines along Twin Lakes Road to 179th Avenue NW and then west through the 24-inch trunk sanitary sewer to the TH 169 Lift Station. Wastewater from the portion of the study area on the west side of TH 10 could be conveyed north through a new sanitary sewer line constructed along the west side of TH 10 and connected to the existing 15-inch sewer that crosses TH 10 just north of 170th Avenue (Figure 18-2). An 8-inch sewer would be large enough to convey the estimated peak hour flow of 0.40 MGD wastewater generated from this area west of TH 10. However, because the current urban service area boundaries extend beyond the limits of the study area, a 15-inch sanitary sewer is recommended to provide additional capacity for future development. Wastewater from the portion of the study area between TH 10 and the Burlington Northern Railroad could be conveyed north and connected to the existing 15-inch sewer that extends north to 173~d Avenue (Figure 18-2). A 10-inch gravity sewer would be large enough to convey the estimated peak hour flow of 0.403 MGD from the portion of the study area between TH 10 and the Burlington Northern Railroad. However, because the current urban service area boundaries extend beyond the limits of the study area, a 12-inch sanitary sewer is recommended to provide additional capacity for future development. Under this scenario, the collection system, including the TH 169 Lift Station, and the WWTF have the available capacity to handle the additional flows from the AUAR Study Area. Scenario 3 The land use for this scenario is similar to Scenario 2 with the exception that a higher density for residential units is used (20 units per acre rather than 8 units per acre) and the building square footage for job area, destination retail, temporary destination retail, and service/commercial are higher than for Scenario 2. For Scenario 3, an average daily wastewater flow of 200 gpd/unit will be used for high density residential and 1,400 gpd/acre will be used for destination retail and service/commercial development. An average daily wastewater flow of 1,000 gpd/acre will be used for job area and transit center. As with Scenario 2, no wastewater flow is projected for temporary destination retail and open space. A peaking factor of 3.6 was used to determine the peak hour flow from the overall AUAR area under this scenario. Based on these wastewater generation rates, the estimated average day wastewater flow projected for the portion of the study area west of TH 10 under Scenario 3 would be 0.227 MGD and the estimated peak hour flow would be 0.82 MGD. The portion of the study area between TH 10 and the Burlington Northern Railroad would generate the same estimated average day wastewater flow projected for City of Elk River Draft Alternative Urban Areawide Review July 2011 Page 48 of 84 i~ i~ i~ i~ i~ Scenario 2, which would be 0.148 MGD and the estimated peak hour flow would be 0.83 MGD Table 18-7 summarizes the estimated wastewater flow generated from the study area under Scenario 3. Table 18-7. Estimated Average Day and Peak Hour Wastewater Flow from Scenario 3 Average Daily Total Average Peak Hour Type Acres Housing Wastewater Daily Wastewater (Gross) (units) Flow (gpd) Wastewater Flow (gpd) Flow (gpd) High Density 46 920 200/unit 184,000 662,000 Residential Job Area 116 1,000/acre 116,000 418,000 Destination Retail 45 - 1,400/acre 63,000 227,000 Temporary 20 - 0 0 0 Destination Retail Transit Center 8 - 1,000/acre 8,000 29,000 Service/ 3 _ 1,400/acre 4,200 15,000 Commercial Open Space 5 - 0 0 0 Right-of-Way 10 - 0 0 0 Total 253 375,200 1,351,000 Table 18-8 summarizes the estimated wastewater characteristics and loading for the wastewater that will be generated from the 171St Avenue AUAR study area under Scenario 3. Table 18-8. Estimated Wastewater Characteristics and Total Average Daily Wastewater Loading from Scenario 3 Parameter Estimated Wastewater Characteristics and Average Day Loading mg/I Ibs/day Biochemical Oxygen Demand 295 923 Total Suspended Solids 150 469 Total Phosphorous 6.5 20 As with Scenario 1 and 2, wastewater generator from the study area will be conveyed north through existing 15-inch and 18-inch trunk sewer lines along Twin Lakes Road to 179th Avenue NW and then west through the 24-inch trunk sanitary sewer to the TH 169 Lift Station. Wastewater from the portion of the study area on the west side of TH 10 could be conveyed north through a new sanitary sewer line constructed along the west side of TH 10 and connected to the existing 15-inch sewer that crosses TH 10 just north of 170th Avenue (Figure 18-2). A 10-inch sewer would be large enough to convey the estimated peak hour flow of 0.83 MGD wastewater generated from this area Ciry of Elk River Draft Alternative Urban Areawide Review July 2011 Page 49 of 84 west of TH 10. However, because the current urban service area boundaries extend beyond the limits of the study area, a 15-inch sanitary sewer is recommended to provide additional capacity for future development. Wastewater from the portion of the study area between TH 10 and the Burlington Northern Railroad could be conveyed north and connected to the existing 15-inch sewer that extends north to 173~d Avenue (Figure 18-2). A 10-inch gravity sewer would be large enough to convey the estimated peak hour flow of 0.53 MGD from the portion of the study area between TH 10 and the Burlington Northern Railroad However, because the current urban service area boundaries extend beyond the limits of the study area, a 15-inch sanitary sewer is recommended to provide additional capacity for future development. Under this scenario, the collection system, including the TH 169 Lift Station, and the WWTF have the available capacity to handle the additional flows from the AUAR Study Area. However, under peak hour flow conditions 85% to over 90% of the capacity of sections of the existing trunk sewer system along Twin Lakes Road, from 179th Avenue NW to 171St Avenue would be utilized. Also under estimated peak hour flow conditions approximately 97% of the current pumping capacity of the TH 169 Lift Station would be utilized. Wastewater Mitigation Plan The mitigation plan for wastewater collection and conveyance associated with development of the AUAR Study area are shown in Figures 18-1 and 18-2: Under all three scenarios wastewater generator from the study area will be conveyed north through existing 15-inch and 18-inch trunk sewer lines along Twin Lakes Road and then west through the 24-inch trunk sanitary sewer to the TH 169 Lift Station. • Under all three scenarios, the existing collection system, including the TH 169 Lift Station, and the WWTF have existing available capacity to handle the additional projected flows from the AUAR Study Area. However, under Scenario 3, 85% to over 90% of the capacity of sections of the existing trunk sewer system along Twin Lakes Road from 179th Avenue NW to 171St Avenue would be utilized during estimated peak hour flow conditions. Also under Scenario 3, approximately 97% of the current pumping capacity of the TH 169 Lift Station would be utilized during estimated peak hour flow conditions. Wastewater from the portion of the study area on the west side of TH 10 could be conveyed north through a new sanitary sewer line constructed along the west side of TH 10 and connected to the existing 15-inch sewer that crosses TH 10 just north of 170th Avenue. Under Scenarios No. 1 and No. 2 a 10-inch diameter gravity sewer line would have sufficient capacity to carry the projected peak hour wastewater flows from the portion of the study area west of TH 10, plus potential flow from future development south of the study area. Under Scenario City of Elk River Draft Alternative Urban Areawide Review July 2011 Page SO of 84 No. 3 a 15-inch gravity sewer line would be required. For Scenario No. 1 a 10- inch diameter sewer would be recommended to serve the area along the west side of TH 10. For Scenarios No. 2 and No. 3 a 15-inch gravity sewer line is recommended for carrying the projected flows from the portion of the study area west of TH 10 to allow for potential future development south of the study area. Wastewater from the portion of the study area between TH 10 and the Burlington Northern Railroad could be conveyed north and connected to the existing 15-inch sewer just south of 171St Avenue that extends north to 173ra Avenue. For all three scenarios, a 10-inch gravity sewer would be large enough to convey the estimated peak hour flow from the portion of the study area between TH 10 and the Burlington Northern Railroad. However, because the current urban service area boundaries extend beyond the limits of the study area, a 12-inch sanitary sewer is recommended to provide additional capacity for future development. 19. Geologic hazards and soil conditions. a. Approximate depth (in feet) to groundwater: 13 minimum; 65 average Approximate depth (in feet) to bedrock: 151 minimum; 175 average b. Describe any of the following geologic site hazards to ground water and also identify them on the site map: sinkholes, shallow limestone formations or karst conditions. Describe measures to avoid or minimize environmental problems due to any of these hazards. Information from the MPCA indicates that the study area is not in an active karst area. No limestone, sinkholes or karst conditions are known at the site. c. Describe the soils on the site, giving NRCS (SCS) classifications, if known. Discuss soil granularity and potential for groundwater contamination from wastes or chemicals spread or spilled onto the soils. Discuss any mitigation measures to prevent such contamination. The soils within the study area, as in other areas of Elk River, are sandy and are conducive to infiltration. Most of the area has a hydrologic soils group of A with some areas of B/D. (See Item 17 for more information about soil infiltration rates.) This high infiltration rate can pose a risk to groundwater. Table 19-1 lists the soils present on the site and Figure 16-1 shows the location of these soils. The Minnesota Geological Survey indicated the bedrock for the majority of the site is between 151-200 feet below the surface. The Sherburne County Water City of Elk River Draft Alternative Urban Areawide Review July 2011 Page SI of 84 Plan indicated that the surficial aquifers throughout the county are rated as high to very high in geologic sensitivity to contamination. In addition, the Natural Resources Conservation Service's Web Soil Survey rated the aquifer within the study area as "sensitive" to contamination. Table 19-1. Soils within the Study Area Map Symbol Map Unit Name Hydrologic Group Hydric 1110 Isan B/D Yes 1231 Hubbard A No 1288 Seelyville A/D No 2586 Sandberg A No 258E Sandberg A No 260 Duelm A No 261 Isan B/D Yes 771 Elkriver B No 7A Hubbard A No 7B Hubbard A No 7C Hubbard A No Scenario 1 Under this scenario, the proposed land use within the study area would be a combination of highway business, light industrial, and rural residential. Seventy- five acres in the eastern portion of the study area would be left for agricultural research and 14 acres in the southwest portion of the study area would be designated as open space. These types of land uses are not anticipated to present a hazard to groundwater contamination since contaminants are generally not expected to be present within the area. Scenarios 2 and 3 Under either of these scenarios, the proposed land use within the area would be a combination of high density residential, highway business, service/commercial, light industrial, and destination retail. These types of land uses are not anticipated to present a hazard to groundwater contamination since contaminants are generally not expected to be present within the area. Under any of the scenarios, a neighborhood convenience store with gas station would be a likely commercial use along the TH 10/169 corridor. The gas station service would pose a potential source of groundwater contamination. However, this type of development would be required to adhere to State regulations for containment of underground petroleum tanks. Based on the proposed land use, the potential for groundwater contamination and/or adjacent drinking well contamination should be no greater than, and is anticipated to be less than, the potential that exists with the existing agricultural land use. The pesticides and fertilizers that are used in agricultural uses currently City of Elk River Draft Alternative Urban Areawide Review July 2011 Page 52 of 84 i~ i~ i~ i~ i~ i~ are allowed to run off the site and/or infiltrate into the ground, thus having the potential to contaminate existing wells. Geologic Hazards and Soil Conditions Mitigation Plan • The NPDES Phase II Construction Site permit requires a site specific Storm Water Pollution Prevention Plan (SWPPP) to be completed for the construction. This SWPPP is required to include pollution prevention management measures for solid waste and hazardous material spills that occur during construction. • Mitigation includes conformance with the City spill response plan. Hazardous waste spills will be reported immediately to emergency response agencies via emergency dispatch service. The release of non-hazardous materials will be reported to the city no later than the next business day. • If a gas station with an underground tank is proposed in the area, annual licensing from the MPCA would be needed. 20. Solid Wastes, Hazardous Wastes, Storage Tanks. a. Describe types, amounts and compositions of solid or hazardous wastes, including solid animal manure, sludge and ash, produced during construction and operation. Identify method and location of disposal. For projects generating municipal solid waste, indicate if there is a source separation plan; describe how the project will be modified for recycling. If hazardous waste is generated, indicate if there is a hazardous waste minimization plan and routine hazardous waste reduction assessments. ' No hazardous wastes are anticipated to be produced by the development scenarios. Municipal solid waste will be hauled away by the municipal garbage service and ' residents will be encouraged to recycle. Table 20-1 outlines estimated quantities of municipal solid waste for each development scenario. These numbers are approximated for use within the AUAR. n 1 Table 20-1. Estimated quantities of municipal solid waste generated annually.* Scenario 1 Scenario 2 Scenario 3 Solid Waste Generated 2,533,7001bs 5,215,7951bs 8,072,0641bs * Estimated municipal solid waste numbers generated with the following assumptions: • 4.91bs/person/day of solid municipal waste is generated. This number is an aggregate number that takes into account commercial and business use and is based on information from the Environmental Protection Agency (1999). ' Ciry of Elk River Draft Alternative Urban Areawide Review July 2011 Page 53 of 84 • For the purposes of generating solid waste numbers only, it was assumed that 3 persons were present per household for the residential use and 10 people per acre were present per retail use. b. Identify any toxic or hazardous materials to be used or present at the site and identify measures to be used to prevent them from contaminating groundwater. If the use of toxic or hazardous materials will lead to a regulated waste, discharge or emission, discuss any alternatives considered to minimize or eliminate the waste, discharge or emission. The only hazardous material anticipated to be present on site would be the fuel and oil used by construction equipment during construction activities. Post- construction land use would include residential, light industrial, destination retail, and service/commercial, none of which are anticipated to generate toxic materials. Some businesses could be small generators of possible hazardous materials (such as medical offices). These businesses would be permitted by the MPCA. The management, containment, and procedures to clean any spills that may occur within the site during construction will be addressed during the MPCA NPDES Storm Water Pollution Prevention Plan (SWPPP) preparation. A copy of this plan is required on-site during construction and utilized in the event that a spill or discharge may occur. c. Indicate the number, location, size and use of any above or below ground tanks to store petroleum products or other materials, except water. Describe any emergency response containment plans. The proposed commercial areas have the potential for a neighborhood convenience store and gas station to be constructed. The gas station would have underground petroleum tanks. This type of development would be required to adhere to State regulations for containment of underground petroleum tanks and an annual license would be needed. Solid Waste. Hazardous Waste. and Storage Tanks Mitigation Plan • The municipal waste hauler company will make residential and commercial recycling programs available to the area. General municipal waste will be removed by these waste hauler companies. • Mitigation includes conformance with the City spill response plan. Hazardous waste spills will be reported immediately to emergency response agencies via emergency dispatch service. The release of non-hazardous materials will be reported to the city no later than the next business day. • If a gas station with an underground tank is proposed in the area, annual licensing from the MPCA would be needed. City of Elk River Draft Alternative Urban Areawide Review July 2011 Page 54 of 84 i~ i~ 21. Traffic. Parking spaces added Not Necessary for AUAR .Existing spaces (if ' project involves expansion) NA . Estimated maximum peak hour traffic generated (if known) and time of occurrence See Table 21-3 ' Provide an estimate of the impact on traffic congestion on affected roads and describe any traffic improvements necessary. If the project is within the Twin Cities metropolitan area, discuss its impact on the regional transportation system. Background The 171St Avenue study area is approximately 253 acres located in the southeast portion of Elk River. The study area is bound by the Mississippi River to the west ' with State Trunk Highway (TH) 10/169 bisecting the study area running parallel to the river. A mixture of office and industrial land uses run along the northern edge of the study area with high and low density housing and parkland to the northeast. The majority of the land to the east and south of the project area is owned by Cargill Corporation and GRE, of which about half of the land is currently utilized as agricultural research. The remaining land area is comprised of wetlands. The BNSF rail line borders the study area extending from the northwest to the southeast and carries a large number of heavy rail trains each day in addition to Northstar commuter trains. A Northstar station is located to the north of the study area and is located approximately two miles southeast of Downtown Elk River. The following three future land use scenarios are under consideration for the 171St Avenue AUAR area: • Scenario 1: 2004 Comprehensive Plan Future Lane Use Scenario • Scenario 2: Focused Area Study (FAST) Lower Impact Concept • Scenario 3: FAST Higher Impact Concept ' Each development scenario contains a mixture of residential and commercial uses as well as a transit center and open space as outlined in the Scenario memo dated ' May 20, 2011. Future land development will have a significant impact on the operations of intersections in the project area. Increased trips from future development scenarios will be used to forecast future traffic volumes and evaluate ' traffic operations on the roadway system within the study area. Data Collection and Assumptions ' Eight key intersections were identified for the existing conditions analysis for the 171St Avenue study area. AM and PM peak hours were used as the critical periods for the traffic analysis. Peak hour vehicle counts were obtained at the key ' intersections in May 2011. These counts are attached. Current signal timing at the US 10 and 171St Avenue intersection was obtained from Mn/DOT. The eight key intersections include: City of Elk River Draft Alternative Urban Areawide Review July 2011 Page SS of 84 • TH 10 / 169 and 173rd Avenue • TH 10 / 169 and 171St Avenue • TH 10 / 169 and 165th Avenue • Twin Lakes Road and Tyler Street • Twin Lakes Road and 175th Avenue • Twin Lakes Road and 172nd Avenue • Twin Lakes Road and 171St Avenue • 171St Avenue and Ulysses Street Traffic Forecasts In order to estimate the traffic impacts the proposed development scenarios have on the study area roadways, it is necessary to estimate the expected background traffic growth, as well as the amount of traffic expected to be generated by the proposed development. The traffic forecasting process consists of the following key components: • Existing traffic conditions • Background traffic growth • Site /development generated traffic • Trip distribution • Future roadway network • Trip assignment /forecasted traffic volumes Existing Traffic Conditions In order to provide a base condition for the traffic analysis, turning movement counts were collected at the eight key intersections during the peak AM and PM periods in May of 2011. Figure 21-1 displays the existing AM and PM peak hour turning movements along with the existing intersection lane geometry. For reference, the raw count data at the key intersections is attached. Background Traffic Growth Traffic growth in the vicinity of a proposed development will occur between existing conditions and any given future year due to other growth and development within the region. This background growth must be accounted for and included in future year traffic forecasts. Reviewing the historical traffic counts on TH 10 / 169 we determined that: in 2000 the ADT was 31,000 vpd; the current count completed in 2011 is 31,500 vpd; and, the highest volume reported between 2000 and 2011 was 36,000 vpd in 2004, 2006 and 2007. Over the ten year time frame this represents just over a 16% or about 1.5% per year increase in traffic from the low volume to the high volume. The 20-year State Aid traffic growth factor for Sherburne County is 1.8 or approximately 2.9% per year growth. In order to be conservative and insure that all potential adjacent development is accounted for the 20 year 1.8 (2.9% /yr) growth was used for none site background traffic in the operations analyses. Ciry of Elk River Draft Alternative Urban Areawide Review July 2011 Page 56 of 84 Site/Development Generated Traffic Once the future land use scenarios for the undeveloped land in the project area was ' established and agreed upon by the City of Elk River, trip generation rates were developed to estimate the traffic that will be generated by the new development. Development Analysis Zones were developed for the study area in order to ' accurately assign traffic to the roadway network. Figure 21-2 shows the study area D l t A l i Z eve opmen na ys s ones. Trip generation rates were taken from the ITE Trip Generation Manual, 8t" Edition. ' Rates were provided for the AM and PM peak hours as well as for daily totals. Trip generation values were then adjusted for internal and pass-by/diverted trips. Table 21-1 shows the anticipated traffic generation for each scenario. ~' City of Elk River Draft Alternative Urban Areawide Review July 2011 Page 57 of 84 Table 21-1-Site /Development Traffic Generation v ~_ x $ ~ ~ ~ V C Q 6 Q a Q f0 7 N VI VI U1 V1 ~n O O 00 O O ~O N N M I~ N M Ql .--~ I~ O Ol U'1 I~ V1 l0 ~ 00 00 V 00 O l0 _ ~o m n c-i ~ N ~ v n m ° ul O1 00 o a oNO ~o '^ -`' ~ tD M 0 tD V1 N ~ Ql O ti O N n icy ~ to Vl t0 I~ ~ O ~ C ~ N N .-1 l0 N ~--I N e-1 ~"~ N cy ~ M Ol N •"~ M 'y n M N V O M ^ O V ~ N l0 Vl ~ ~ ~' N N n W ~ V1 ON lD l0 ~ O V 1~ I~ l ~ 0 N `7 N r N ~ 01 M O N N N Ln Ql ~ t0 ~ N ~ 1~ n M M ~ ~ m O Ol ~ V O1 ~ V1 1~ V 01 j ~ ~ ^ ~O N ~O .--i o0 ~ _ O ~ rn O ,~ O N v ~ N .~ N o c v ~n v i r, co o rn ~^ m ~ v oo n A M C ~.,~ .--I r-I ~ N V N 00 N ~ .--I N ~ N N lf1 V I ~ N N N ~ H ~' ~-' V f9 O 7 Q VI O' O' N Q Q N ~n o0 O O O O O lD N 1~ ui O V m .~ ~ o 0o N I~ N O n M 0o M m .~ ~ ~ N N N l0 N 0 0 .7 lD M ~ t0 ~ ~ 01 V ~0 ~ ~ ~ O ~ N M ~ _ ~ ~ ~ ~ ~ M N O ~ M I~ M V Q1 N n O ~ N l0 ~ Lfl lD .--I ~ Vl I~ ~ Ql 0 .-i 0 ~ O I~ 00 N ~ pip ""~ O V d' N 00 N t0 M ~ c-1 ~ ~ I~ ~ V I~ ~ N ul lD N N N O o oN0 ~ n ~ V Q1 ~ ul O N O ~O M .--1 n O ~ Ql .--~ ij ~ M T 1~ ~ N V - ~ Ql ~ ~ M - lD - N ti N ~ r N rl O l0 ~ ~ N n ~ `'~ ~ lL W ,. __ i _ _ ~y ~ *- ? _ ~. _ L f1 i `- '~ N v _- U f0 ~ 7 Q ~n Q ~n V f0 _- ill M O O V I~ l0 e0 .--~ Ol Ol l0 N 01 01 l0 00 O O O V N ti a 0 to N ~ 1~ N N E -~ n V .--~ V1 Ql M O 01 N .-1 ~b 00 lD CO N N lD 111 7 M I~ M .--I N J N N i _ O O O V .~-~ N ~O M A N O~ M .-+ N .~ -n ~ O .-+ u1 ~D O O .--i .--~ .--~ O W N 00 V N lD ll'1 c-I ~ Q) M M e-I N ~D .-1 N i O O O 40 N M M O N M ' Ql V M --~ O N N N ~i ' ~ c-I ~ ~ GO n lJ 1 n M v O N ~ ~ V ~ N : I I m o 1~ N L/) "J c-I M N '1 7 7 3 7 7 ~ 7 7 3 7 ~ U ~ '" 3 U ~ ~ 7 ~ 7 ~ 7 7 O O O O O O O O O O O O O O O O O O O O O O O O 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y fo fo fo fo ~v fa fo ca fa 'o 'o fv co ro m fo ~o ro ro rv 'o co fo co ~, N a v s ~, v a N s Gl a N s > N a N a >, N a N s >, Gl a N d ~, N a 4J s ~. 61 a N s ~, Gl a N s Gl a Gl s ~. GJ a Gl s GJ a N s o ¢ a ~ Q a ~ ¢ a ~ Q a ~ ¢ a ~ ¢ a o Q a o Q a ~ Q d ~¢ a o Q a 0 Q a ee C _ _ ~ `= ~ H ~ W d L7 d L •L _ 'R O Q C y C • 'L v .~ ~ ~ v E d ~ ~ • W CG 9 'y 7 ~ °' ~ tt ~ ~ y U o o C .~ i d W C7 ~ ~ ~ ~ ~h •y •~ Q ~ d u m eo O O ~ ~ y ~ -' ~ ~ ~ `' ~' d o ~ x x _ eo rn o a a d _ ~ ~.. O F ~ City of Elk River Draft Alternative Urban Areawide Review July 2011 Page 58 of 84 ~i ~i ~i i~ ' Trip Distribution Figure 21-3 shows the distribution of site /development generated trips that would be expected to access the major roadways in the network. The distribution was developed using the City's Transportation Plan Travel Demand Model and existing turning movement counts. Trip distribution is separated directionally and ' also by the AM and PM peak hours. This method takes into account differing travel patterns during different times of the day, likely due to congestion. Future Roadway Network The baseline build future roadway network was based on the recommendations in the 171St Avenue Focused Area Study (FAST). The primary roadway network is ' shown in Figure 21-4 and includes: 1. Realignment /extension of Twin Lakes Road(as Twin Lakes Parkway) from 171St Avenue to west of TH 10 / 169 intersecting TH 10 / 169 at a location approximately i/a mile south of the exiting 171St Avenue intersection. The roadway cross section includes four (4) lanes (2 lanes in each direction) with left ' turn lanes at the primary intersections. A traffic signal system is assumed at the TH 10 / 169 and Twin Lakes Parkway intersection and include dual left turn lanes from TH 10 / 169 to northbound Twin Lakes Parkway and dual left turn lanes from Twin Lakes Parkway to eastbound TH 10 169. 2. Maintaining the existing full movement intersection with the traffic signal system at the TH 10 / 169 and 171St Avenue intersection. It is assumed that dual lefts for eastbound TH 10 / 169 to northbound 1715tAvenue would be required to accommodate existing and future traffic volumes. 3. Closing 173~d Avenue and 165th Avenue to Right-in /Right-out access. MnDOT has indicated these accesses will be closed to Right-in /Right-out with their ' planned overlay project in 2012. 4. Construction of 168th Avenue / Olson Street from Twin Lakes Parkway to 165th Avenue. The roadway cross section includes two (2) lanes with right and left turn lanes at the primary intersections. 5. Construction of a connecting local street from 171St Avenue to Twin Lakes Parkway. The roadway cross section includes two (2) lanes with right and left turn lanes at the primary intersections. ' 6. Development /site access will be provided at locations based on the City's Transportation Plan Access Spacing Guidelines and will be determined with each ' development. In addition to the baseline roadway network, the potential addition of a third lane to TH 10 / 169 and a potential future interchange at Twin Lakes Parkway was ' considered and evaluated as to when they would be needed. It was assumed that with the interchange option, all other access to TH 10 / 169, including the right-in / City of Elk River Draft Alternative Urban Areawide Review July 2011 Page 59 of 84 right-out access at 173rd Avenue and 165th Avenue, and the full movement signalized intersection at 171St Avenue would be removed. Trip Assignment/Forecasted Traffic Volumes Turning movements at each intersection for each scenario were estimated by applying the approach direction distribution percentages to the site-generated traffic. In addition to the site-generated traffic, the background traffic growth was added to thru traffic on the development area roadways. This traffic was then added to the existing traffic to develop the future projected traffic volumes. Figures 21-5 thru 21-7 show the projected 2031 traffic volumes with an interchange at TH 10 / 169 and Twin Lakes Parkway for each scenario. Traffic Operations Analysis The traffic operations analysis is derived from established methodologies documented in the Highway Capacity Manua12000 (HCM). The HCM provides a series of analysis techniques that are used to evaluate traffic operations. Intersections are given a Level of Service (LOS) grade from "A" to "F" to describe the average amount of control delay per vehicle as defined in the HCM. The LOS is primarily a function of peak traffic hour turning movement volumes, intersection lane configuration, and the traffic controls at the intersection. LOS A is the best traffic operating condition, and drivers experience minimal delay at an intersection operating at that level. LOS E represents the condition where the intersection is at capacity, and some drivers may have to wait through more than one green phase to make it through an intersection controlled by traffic signals. LOS F represents a condition where there is more traffic than can be handled by the intersection, and many vehicle operators may have to wait through more than one green phase to make it through the intersection. At a stop sign-controlled intersection, LOS F would be characterized by exceptionally long vehicle queues on each approach at an all- way stop, or long queues and/or great difficulty in finding an acceptable gap for drivers on the minor legs at athrough-street intersection. The LOS ranges for both signalized and un-signalized intersections are shown in Table 21-2. The threshold LOS values for un-signalized intersections are slightly less than for signalized intersections. This variance was instituted because drivers' expectations at intersections differ with the type of traffic control. A given LOS can be altered by increasing (or decreasing) the number of lanes, changing traffic control arrangements, adjusting the timing at signalized intersections, or other lesser geometric improvements. LOS also changes as traffic volumes increase or decrease. City of Elk River Draft Alternative Urban Areawide Review July 2011 Page 60 of 84 ~i i~ i~ i~ i~ ii Table 21- 2 -Intersection Level of Service Ranges A . • ~ -; <_ 10 1• • ~ •, <_ 10 B 10 -20 10 -15 C 20 -35 15 -25 D 35 - 55 25 - 35 E 55 -80 35 -50 F >80 >50 Source: HCM ' LOS, as described above, can also be determined for the individual legs (sometimes referred to as "approaches") or lanes (turn lanes in particular) of an intersection. It should be noted that a LOS E or F might be acceptable or justified in those cases where a leg(s) or lane(s) has a very low traffic volume as compared to the volume on the other legs. For example, improving LOS on such low-volume legs by converting a ' two-way STOP condition to an all-way stop, or adjusting timing at a signalized intersection, could result in a significant penalty for the many drivers on the major road while benefiting the few on the minor road. Also, geometric improvements on ' minor legs, such as additional lanes or longer turn lanes, could have limited positive effects and might be prohibitive in terms of benefit to cost. Although LOS A represents the best possible level of traffic flow, the cost to ' construct roadways and intersection to such a high standard often exceeds the benefit to the user. Funding availability might also lead to acceptance of intersection ' or roadway designs with a lower LOS. LOS D is generally accepted as the lowest acceptable level in urban areas. LOS C is often considered to be the desirable minimum level for rural areas. LOS D or E may be acceptable for limited durations or distances, or for very low-volume legs of some intersections. The LOS analysis for the 171St Avenue Area AUAR was performed using ' Synchro/SimTraffic: • Synchro, a software package that implements Highway Capacity Manual (HCM) methodologies, was used to build each signalized intersection and provide an input database for turning-movement volumes, lane geometrics, and signal design and timing characteristics. In addition, Synchro was used to optimize signal timing parameters for future conditions. Output from Synchro is ' transferred to SimTraffic, the traffic simulation model. • SimTraffic is amicro-simulation computer modeling software that simulates each individual vehicle's characteristics and driver behavior in response to traffic volumes, intersection configuration, and signal operations. The model simulates drivers' behaviors and responses to surrounding traffic flow as well as ' City of Elk River Draft Alternative Urban Areawide Review July 2011 Page 61 of 84 different vehicle types and speeds. It outputs estimated vehicle delay and queue lengths at each intersection being analyzed. Synchro/SimTraffic was used not only to project future LOS conditions, but to define existing conditions using existing signal timing and traffic count information described previously. The analysis was conducted for the existing baseline conditions (2011) and the anticipated future 2031 conditions for each scenario. The results of the LOS analysis for each scenario are discussed below. Existing 2011 No Build Conditions The existing no-build conditions were analyzed to determine the current level of operations of the study area and to set a baseline in determining what future roadway improvement are needed and when they maybe required. Table Z1-3 shows the results of the LOS analysis for the existing no-build conditions. Table 21-3 -Existing 2011 No-Build Analysis ~ • ~ • ~ ~ ~ 9 Leo •. . ~- • ! -: i ~ - • ~ - • d NB 4 A 9 A 173rd Ave and WB 22 C 4 A >200 26 D .~' TH 10/169 SB 3 A 14 B ~ EB >200 >200 9 NB 12 B 39 D .~ 171st Ave and WB 38 D 20 C 66 E 36 D ~, TH 10/169 SB 19 B 25 C EB 34 C 50 D .~ NB 1 A 2 A .~ 165th Ave and WB 4 A 6 A >200 35 E rn in TH 10/169 SB 8 A 14 B EB 0 A 0 A m NB 2 A 7 A 171st Ave and WB 1 A 2 A 1 A 2 A •N Ulysses St SB 7 A 9 A ~ EB 1 A 1 A d NB 2 A 2 A '~ Twin Lakes Rd and WB 7 A 2 A 9 A 3 A .N 171st Lane SB 1 A 1 A EB 4 A 8 A d NB 1 A 1 A Twin Lakes Rd and WB 6 A 1 A 8 A 2 A .~ C 175th Ave SB 0 A 0 A ~ EB 4 A 5 A TH 10 / 169 at 173rd Avenue -During the AM and PM peak hours the eastbound and westbound approaches are operating at LOS F with the overall intersection operating City of Elk River Draft Alternative Urban Areawide Review July 2011 Page 62 of 84 ~i i~ i~ i~ i~ at A during the AM peak and D during the PM peak. The primary issues are with delays to the left turning vehicles turning off of TH 10 / 169 to 173rd Avenue. TH 10 / 169 at 171St Avenue -During the AM and PM peak hours all approaches are operating at LOS E or better with the overall intersection operating at LOS C in the AM peak hour and D in the PM peak hour. The left turn movements from TH 10 / 169 to 171St Avenue do experience delays, operating as an LOS F during the PM peak hour. TH 10 / 169 at 165th Avenue -During the PM peak hour the westbound approach ' operates at a LOS F however the overall intersection operates at LOS A in the AM peak hour and E in the PM peak hour. The primary issue is with delays to the left turning vehicles turning off of TH 10 / 169 to 165rd Avenue. All other study area intersections are operating at LOS A during both the AM and PM peak hours with the existing conditions. C C C i r 2011 Build Conditions In order to determine when a third lane on TH 10 / 169 and (or) an interchange at Twin Lakes Parkway would be required, the existing traffic volumes were analyzed assuming the future roadway network discussed above. The results of the analysis are shown in Table 21-4. The TH 10 full movement intersections are the only results shown in the table. All other intersections in the study area will operate at LOS A during both the AM and PM peak hours. Table 21-4 - 2011 Build Analysis . . - . .. , .- .- .- .- a NB 17 B 36 D 171st Avenue and WB 27 C 17 B 59 E 37 D ~, TH 10/169 SB 16 B 35 C y EB 32 C 61 E .~ NB 9 A 30 C Twin Lakes Pkwy and WB 28 C 19 B 61 E 40 D ~, TH 10/169 SB 22 C 50 D EB 33 C 61 E TH 10 / 169 at 171St Avenue -During the PM peak hour the eastbound and westbound approaches are operating at LOS E with the overall intersection operating at B during the AM peak and D during the PM peak. The primary issue is with delays to the left turning vehicles turning off of TH 10 / 169 to 171St Avenue. TH 10 / 169 at Twin Lakes Parkway -During the PM peak hour the eastbound and westbound approaches are operating at LOS E with the overall intersection operating at B during the AM peak and D during the PM peak. The primary issues are with delays to the left turning vehicles turning off of TH 10 / 169 to Twin Lakes Parkway. City of Elk River Draft Alternative Urban Areawide Review July 2011 Page 63 of 84 Future 2031 Build Conditions For each development scenario, an analysis was completed to determine: when a third lane on TH 10 / 169 would be required; when an interchange at Twin Lakes Parkway would be required; and, the impacts of the 20 year forecasted traffic volumes. It was assumed that traffic would grow on a straight line from existing to 2031. The TH 10 / 169 intersections were only analyzed for determining when the third lane and interchange was required. All study intersections were evaluated with the 2031 full build analysis assuming the interchange at TH 10 / 169 and Twin Lakes Parkway. Each build scenario is discussed below. Scenario 1 Based on the analysis of future traffic volumes for Scenario 1, both intersections on TH 10 / 169 at 171St Avenue and Twin Lakes Parkway will begin to experience delays in 2015 for traffic on TH 10 / 169 during both the AM and PM peak hours, especially for westbound TH 10 / 169 and northbound Twin Lakes Parkway during the PM peak hour. By adding the third lane on TH 10 / 169 the analysis indicates that the intersections would again begin to breakdown in 2023 during the PM peak hour. TH 10 / 169 Interchange -The 2031 build conditions were analyzed assuming a standard diamond interchange at TH 10 / 169 and Twin Lakes Parkway with the future roadway network shown in Figure 21-4, and assuming full build of the development area. The results of the analysis indicate both ramp intersection would operate at LOS C or better during both the AM and PM peak hours. Twin Lakes Parkway at 168th Avenue -This intersection would experience delays for the westbound 168th Avenue approach turning left on to Twin Lakes Parkway during PM peak hour. The overall LOS at this intersection is projected to be E during the PM peak hour. If a traffic signal system or a roundabout is installed the operations would improve to an LOS A. All other study area intersections would be operating at LOS C or better during both the AM and PM peak hours. Table 21-5 shows the results of the 2031 Scenario 1 analysis. City of Elk River Draft Alternative Urban Areawide Review July 2011 Page 64 of 84 ~i i~ i~ i~ r C u r Table 21-5 -Scenario 12031 Analysis ~ • e • . .. ~ NB 5 A 7 A '~ Twin Lakes Pkwy and WB 1 A 3 A 1 A 5 A .~ Wilson St SB 9 A 7 A ~ EB 0 A 0 A .~ NB 0 A 0 A Twin Lakes Pkwy and WB 24 C 22 C 23 C 27 C ~, TH 10/169 EB Ramps SB 23 C 31 C rn EB 11 B 25 C .~ NB 19 B 38 D .~ Twin Lakes Pkwy and WB 7 A 8 A 31 C 27 C ~, TH 10/169 WB Ramps SB 0 A 0 A EB 5 A 14 B d NB 1 A 2 A '~ Twin Lakes Pkwy and WB 11 B 2 A > 200 48 E .y 168th Ave SB 0 A 1 A ~ EB 0 A 0 A NB 1 A 3 A Twin Lakes Pkwy and WB 0 A 1 A 0 A 4 A 170th Ave SB 1 A 1 A ~ EB 5 A 11 B v NB 0 A 0 A Twin Lakes Rd and WB 0 A 1 A 0 A 1 A .N 171stAve SB 1 A 1 A ~ EB 0 A 5 A ~ NB 1 A 1 A Twin Lakes Rd and WB 9 A 3 A 20 C 3 A .N 171st Lane SB 1 A 2 A ~ EB 8 A 11 B d NB 0 A 2 A '~ Twin Lakes Rd and WB 7 A 2 A 13 B 3 A .y 175th Ave SB 1 A 0 A ~ EB 5 A 10 A ~ NB 0 A 4 A '~ 171st Ave and WB 0 A 0 A 1 A 2 A .~ Ulysses St SB 0 A 4 A ~ EB 0 A 0 A NB 0 A 0 A 165th Ave and WB 0 A 2 A 1 A 3 A .N Olson St SB 5 A 5 A ~ EB 0 A 0 A ' Ciry of Elk River Draft Alternative Urban Areawide Review July 2011 Page 65 of 84 Scenario 2 Based on the analysis of future traffic volumes for Scenario 2, both intersections on TH 10 / 169 at 171St Avenue and Twin Lakes Parkway will begin to experience delays in 2013 for traffic on TH 10 / 169 during both the AM and PM peak hours, especially for westbound TH 10 / 169 during the PM peak hour and northbound Twin Lakes Parkway during the AM peak hour. By adding the third lane on TH 10 /169 the analysis indicates that the intersections would again begin to breakdown in 2019 during the PM peak hour. TH 10 / 169 Interchange -The 2031 build conditions were analyzed assuming a standard diamond interchange at TH 10 / 169 and Twin Lakes Parkway with the future roadway network shown in Figure 21-4, and assuming full build of the development area. The results of the analysis indicate that with the standard diamond interchange the amount of traffic turning at the interchange ramps is extremely high and cannot be accommodated with this type of interchange. The overall LOS at both ramp intersections is LOS C / B in the AM peak hour and LOS D / F in the PM peak hour. Assuming an interchange with additional capacity such as a single point or diverging diamond, the overall LOS could be improved to a LOS D / E, with some movements still at LOS F. Twin Lakes Parkway at 168th Avenue -This intersection would experience delays for both the northbound and westbound approaches during AM and PM peak hours. The overall LOS at this intersection is projected to be F during both the AM and PM peak hours. If a roundabout or traffic signal is installed the operations would improve to an LOS C. Twin Lakes Parkway at Wilson Street -This intersection is located on the south side of TH 10 / 169. The delays at this intersection are strictly the result of the interchange operation and would be eliminated with a higher capacity interchange. All other study area intersections would be operating at LOS C or better during both the AM and PM peak hours. Table 21-6 shows the results of the 2031 Scenario 2 analysis. City of Elk River Draft Alternative Urban Areawide Review July 2011 Page 66 of 84 i~ i~ n Table 21-6 -Scenario 2 2031 Anal sis . . „.. • .. .. - .- .- .- .- ~ NB 8 A 106 F ~~ Twin Lakes Pkwy and WB 2 A 6 A 2 A 68 .~ ~ Wilson St SB 13 B 182 ~ EB 0 A 0 A 9 NB 0 A 0 A .~ Twin Lakes Pkwy and WB 46 D 32 C 32 C 54 D ~, TH 10/169 EB Ramps SB 29 C 75 E N EB 23 C 54 D NB 31 C 220 Twin Lakes Pkwy and WB 12 B 13 B 55 E 110 ;, rn TH 10/169 WB Ramps SB 0 A 0 A EB 5 A 73 E NB 10 A 4 A '~ Twin Lakes Pkwy and WB >200 68 >200 53 .y 168th Ave SB 22 C 10 A C ~ EB 0 A 0 A ~ NB 2 A 1 A Twin Lakes Pkwy and WB 0 A 1 A 0 A 2 A .y 170th Ave SB 1 A 1 A ~ EB 7 A 9 A NB 0 A 1 A Twin Lakes Rd and WB 0 A 1 A 0 A 1 A .y 171st Ave SB 1 A 1 A ~ EB 0 A 11 B ~ NB 2 A 1 A '~ Twin Lakes Rd and WB 10 B 2 A 27 D 5 A o, 171st Lane SB 1 A 2 A ~ EB 7 A 27 D d NB 1 A 3 A '~ Twin Lakes Rd and WB 8 A 2 A 22 C 4 A .~ 175th Ave SB 1 A 2 A ~ EB 5 A 12 B NB 0 A 4 A 'A 171st Ave and WB 0 A 0 A 1 A 2 A .~ Ulysses St SB 0 A 4 A ~ EB 0 A 0 A d NB 0 A 0 A '~ 165th Ave and WB 1 A 2 A 1 A 4 A .~ Olson St SB 5 A 6 A ~ EB 0 A 0 A City of Elk River Draft Alternative Urban Areawide Review July 2011 Page 67 of 84 Scenario 3 Based on the analysis of future traffic volumes for Scenario 3, both intersections on TH 10 / 169 at 171St Avenue and Twin Lakes Parkway will begin to experience delays in 2013 for traffic on TH 10 / 169 during both the AM and PM peak hours, especially for eastbound and westbound TH 10 / 169 during the PM peak hour. By adding the third lane on TH 10 / 169 the analysis indicates that the intersections would again begin to breakdown in 2017 during both the AM and PM peak hour. TH 10 / 169 Interchange -The 2031 build conditions were analyzed assuming a standard diamond interchange at TH 10 / 169 and Twin Lakes Parkway with the future roadway network shown in Figure 21- 4, and assuming full build of the development area. The results of the analysis indicate that with the standard diamond interchange the amount of traffic turning at the interchange ramps is extremely high and cannot be accommodated with this type of interchange. The overall LOS at both ramp intersections is LOS F in both the AM and PM peak hours. Assuming an interchange with additional capacity such as a single point or diverging diamond, the overall LOS could be improved to an overall LOS E with some movements still at LOS F. Twin Lakes Parkway at 168th Avenue -This intersection would experience delays for both the northbound and westbound approaches during AM and PM peak hours. The overall LOS at this intersection is projected to be F during both the AM and PM peak hours. If a roundabout or traffic signal is installed the operations would improve to an LOS C. Twin Lakes Parkway at Wilson Street -This intersection is located on the south side of TH 10 / 169. The delays at this intersection are strictly the result of the interchange operation and would be eliminated with a higher capacity interchange. Twin Lakes Parkway at 171St Lane -The eastbound and westbound minor street approaches will experience some delays during the PM peak hour. However, the overall intersection LOS is still at a B. All other study area intersections would be operating at LOS C or better during both the AM and PM peak hours. Table 21-7 shows the results of the 2031 Scenario 3 analysis. City of Elk River Draft Alternative Urban Areawide Review July 2011 Page 68 of 84 ii i~ i~ Table 21-7 -Scenario 3 2031 Anal sis . . .. ~ .... .- .- .- .- d NB 95 F 105 F A Twin Lakes Pkwy and WB 3 A 46 E 2 A 81 N Wilson St SB 46 E 260 C ~ EB 0 A 0 A ~ NB 0 A 0 A .~ Twin Lakes Pkwy and WB 137 58 E 40 D 54 D m in TH 10/169 EB Ramps SB 33 C 78 E EB 27 C 37 D .~ NB 59 E 289 .~ Twin Lakes Pkwy and WB 253 95 59 E 130 ~, TH 10/169 WB Ramps SB 0 A 0 A ~ EB 11 B 72 E d NB 31 D 6 A '~ Twin Lakes Pkwy and WB 0 A 77 >200 F 120 y 168th Ave SB 412 78 F ~ EB 0 A 0 A d NB 4 A 1 A Twin Lakes Pkwy and WB 0 A 3 A 0 A 2 A .~ 170th Ave SB 1 A 1 A ~ EB 12 B 9 A ~ NB 1 A 0 A 'o Twin Lakes Rd and WB 0 A 1 A 0 A 0 A .N 171st Ave SB 1 A 0 A ~ EB 0 A 2 A ~ NB 2 A 1 A '~ Twin Lakes Rd and WB 24 C 5 A 74 13 B m 1'T1st Lane SB 1 A 2 A ~ EB 11 B 96 d N B 1 A 3 A '~ Twin Lakes Rd and WB 10 B 3 A 40 E 6 A m 175th Ave SB 1 A 1 A ~ EB 7 A 29 D ~ NB 0 A 4 A '~ 171st Ave and WB 1 A 1 A 1 A 2 A .~ Ulysses St SB 0 A 5 A ~ EB 0 A 0 A NB 0 A 0 A '~ 165th Ave and WB 1 A 3 A 1 A 4 A .y Olson St SB 5 A 6 A ~ EB 0 A 0 A City of Elk River Draft Alternative Urban Areawide Review July 2011 Page 69 of 84 Traffic and Transportation Mitigation Plan • Realignment /extension of Twin Lakes Road (as Twin Lakes Parkway) from 171St Avenue to south of TH 10 / TH 169 to accommodate future traffic growth in the area. The roadway cross section should include four (4) lanes with left turn lanes at the primary intersections. • The future primary full movement access (Twin Lakes Parkway) to TH 10 / 169 in the area should be at a location as far south of the TH 10 /169 /101 interchange as possible (as approved by Mn/DOT). Anew traffic signal system should be constructed at the TH 10 / 169 and Twin Lakes Parkway intersection, with the first development in the area to accommodate projected traffic until such time as a third lane on TH 10 / 169 or an interchange is constructed. The intersection should include dual left turn lanes for southbound Twin Lakes Parkway to eastbound TH 10 / 169 and dual left turn lanes for eastbound TH 10 / 169 to northbound Twin Lakes Parkway. • The existing traffic signal at TH 10 / 169 and 171St Avenue should be maintained until such time as the new interchange is constructed to accommodate current and future traffic demand. • Depending on how and where development occurs in the area and how traffic on TH 10 / 169 increases, a third lane on TH 10 / 169 and (or) an interchange at Twin Lakes Parkway should be planned. Assuming a straight line growth in traffic from existing conditions TH 10 / 169 will require either the third lane or interchange by 2015 for Scenario 1 and 2013 for Scenario 2 or 3. If the third lane is construction the interchange would be needed by 2023 for Scenario 1, 2019 for Scenario 2 or 2017 for Scenario 3. • A standard diamond interchange can be constructed to accommodate the projected 2031 traffic for Scenario 1, however for Scenario 2 and Scenario 3 an interchange with additional capacity, such as a single point or diverging diamond would be required. Preliminary concept plans to identify right of way needs should be completed as part of the Twin Lakes Road extension project. • The internal roadway and intersections can be constructed as development occurs in the area. These roadways should have a two (2) lane cross section with turn lanes at the primary intersections. • The intersection of Twin Lakes Parkway and 168th Avenue will experience delays by 2031 in all Scenarios and should be constructed to accommodate a signal system or roundabout in the future when traffic volumes indicate the need. • Location and traffic control at development access /driveway locations shall follow the City's Access Spacing Guidelines and be evaluated as development occurs in the area. At a minimum each location should include a left turn lane from the primary roadway. City of Elk River Draft Alternative Urban Areawide Review July 2011 Page 70 of 84 i~ i~ i~ 22. Vehicle-related Air Emissions. Estimate the effect of the project's traffic generation on air quality, including carbon monoxide levels. Discuss the effect of traffic improvements or other mitigation measures on air quality impacts. Note: If the project involves 500 or more parking spaces, consult EAW Guidelines about whether a detailed air quality analysis is needed. In addition to controlling air pollutants for which there are National Ambient Air Quality Standards, EPA also regulates air toxics. Most air toxics originate from human-made sources, including on-road mobile sources, non-road mobile sources (e.g., airplanes), area sources (e.g., dry cleaners) and stationary sources (e.g., factories). Controlling air toxic emissions became a national priority with the passage of the 1990 Clean Air Act Amendments, whereby Congress mandated that the U.S. Environmental Protection Agency regulate 188 air toxics, also known as hazardous air pollutants. The EPA has assessed this expansive list in their latest rule on the Control of Hazardous Air Pollutants from Mobile Sources (February 26, 2007) and identified a group of 93 compounds emitted from mobile sources that are listed in their Integrated Risk Information System. In addition, EPA identified seven compounds with significant contributions from mobile sources that are among the national and regional-scale cancer risk drivers. These are acrolein, benzene,l,3- butadiene, diesel particulate matter, plus diesel exhaust organic gases (diesel PM), formaldehyde, naphthalene, and polycyclic organic matter. While FHWA considers these the priority mobile source air toxics, the list is subject to change and maybe adjusted in consideration of future EPA rules. The 2007 EPA rule mentioned above requires controls that will dramatically decrease MSAT emissions through cleaner fuels and cleaner engines. According to an FHWA analysis using EPA's MOBILE6.2 model, even if vehicle activity increases by 145 percent as assumed, a combined reduction of 72 percent in the total annual emission rate for the priority MSAT is projected from 1999 to 2050. Air toxics analysis is a continuing area of research. While much work has been done to assess the overall health risk of air toxics, many questions remain unanswered. In particular, the tools and techniques for assessing project-specific health outcomes as a result of lifetime MSAT exposure remain limited. These limitations impede the ability to evaluate how the potential health risks posed by MSAT exposure should be factored into project-level decision-making within the context of the National Environmental Policy Act. The FHWA will continue to monitor the developing research in this emerging field. Because of the uncertainties outlined above, a quantitative assessment of the effects of air toxic emissions impacts on human health cannot be made at the project level. While available tools do allow us to reasonably predict relative emissions changes between alternatives for larger projects, the amount of MSAT emissions from each of the study scenarios and MSAT concentrations or exposures created by each of the ' City of Elk River Draft Alternative Urban Areawide Review July 2011 Page 71 of 84 study scenarios cannot be predicted with enough accuracy to be useful in estimating health impacts. Therefore, the relevance of the unavailable or incomplete information is that it is not possible to make a determination of whether any of the scenarios would have "significant adverse impacts on the human environment." This document acknowledges that the build scenarios may result in increased exposure to MSAT emissions in certain locations, although the concentrations and duration of exposures are uncertain, and because of this uncertainty, the health effects from these emissions cannot be estimated. Although a qualitative analysis cannot identify and measure health impacts from MSATs, it can give a basis for identifying and comparing the potential differences among MSAT emissions, if any, from the various scenarios. The qualitative assessment presented below is derived in part from a study conducted by the FHWA entitled A Methodology for Evaluating Mobile Source Air Toxic Emissions Among Transportation Project Alternatives. For each scenario in this AUAR, the amount of MSAT emitted would be proportional to the average daily traffic (ADT) assuming that other variables such as fleet mix are the same for each scenario. The ADT estimated for each of the build scenarios is higher than that for the no build condition, because the interchange facilitates new development that attracts trips that would not otherwise occur in the area. This increase in ADT means MSAT under the build scenarios would probably be higher than the no build condition in the study area. There could also be localized differences in MSAT from indirect effects of the project such as associated access traffic, emissions of evaporative MSAT (e.g., benzene) from parked cars, and emissions of diesel particulate matter from delivery trucks. Travel to other destinations would be reduced with subsequent decreases in emissions at those locations. For all scenarios, emissions are virtually certain to be lower than present levels in the design year as a result of EPA's national control programs that are projected to reduce annual MSAT emissions by 72 percent from 1999 to 2050, as shown in the following graph. The magnitude of the EPA-projected reductions is so great (even after accounting for ADT growth) that MSAT emissions in the study area are likely to be lower in the future than they are today. City of Elk River Draft Alternative Urban Areawide Review July 2011 Page 72 of 84 ~i ' NATIONAL MSAT EMISSION TRENDS 1999 - 2050 FOR VEHICLES OPERATING ON ROADWAYS USING EPA's MOBILE6.2 MODEL 150 000 ~, luuUUU N O 0 N W ~Sn(~~~ a ~~"~ ,. r r ~r i v rr~ mfr fr ~~~ r~ ~ + r~ ~~~ 7 6 5 C 4 ~.~ zaaa Baia ~a~o 2o~a zaaa rasa Calendar Year Note: (1) Annual emissions of polycyclic organic matter are projected to be 561 tons/yr for 1999, decreasing to 373 tons/yr for 2050. (2) Trends for specific locations maybe different, depending on locally derived information representing vehicle-miles travelled, vehicle speeds, vehicle mix, fuels, emission control programs, meteorology, and other factors Source: U.S. Environmental Protection Agency. MOBILE6.2 Model run 20 August 2009. The U.S. Environmental Protection Agency has designated all of Hennepin, Ramsey, Anoka and portions of Carver, Scott, Dakota, Washington and Wright counties as a maintenance area for carbon monoxide. The 171st Avenue AUAR study area is in Sherburne County and thus not in the carbon monoxide maintenance area. Furthermore, the EPA has approved a screening method to determine which intersections need a hotspot analysis. A hot spot analysis is required if the intersection is above the benchmark average annual daily traffic (AADT) threshold of 79,400 or listed as one of the "Top Ten" intersections. All of the top ten intersections are within the Twin Cities carbon monoxide maintenance area. Below is a list of the top ten intersections and their 2007 AADT. 1. TH 169 at CSAH 81- 79,400 2. TH 7 at CSAH 101- 66,600 3. TH 252 at 85th Avenue - 66,800 4. University Avenue at Snelling Avenue - 59,700 5. TH 252 at Brookdale Drive - 61,300 ' City of Elk River Draft Alternative Urban Areawide Review July 2011 Page 73 of 84 6. Cedar Avenue at County Road 42 - 75,100 7. TH 7 at Williston Road - 54,900 8. University Avenue at Lexington Avenue - 59,700 9. TH 252 at 66th Avenue - 72,500 10. Hennepin Avenue at Lake Street - 37,000 The screening method demonstrates that because this project has less than the benchmark AADT of 79,400 and does not involve or affect the "Top Ten Intersections," a hotspotanalysis is not needed. In summary, under all build scenarios in the design year it is expected there would be slightly higher MSAT emissions in the study area relative to the no build condition due to increased ADT. There also could be increases in MSAT levels in a few localized areas where ADT increases. However, EPA's vehicle and fuel regulations will bring about significantly lower MSAT levels for the area in the future when compared to today. 23. Stationary Source Air Emissions. Describe the type, sources, quantities and compositions of any emissions from stationary sources of air emissions such as boilers, exhaust stacks or fugitive dust sources. Include any hazardous air pollutants (consult EAW Guidelines for a listing), any greenhouse gases (such as carbon dioxide, methane, and nitrous oxides), and ozone-depleting chemicals (chlorofluorocarbons, hydrofluorocarbons, perfluorocarbons or sulfur hexafluoride). Also describe any proposed pollution prevention techniques and proposed air pollution control devices. Describe the impacts on air quality. AUAR Guidance: This item is not applicable to an AUAR. Any stationary air emission source large enough to merit environmental review requires individual review. These types of uses are not anticipated by this project. 24. Odors, noise and dust. Will the project generate odors, noise or dust during construction or during operation? ®Yes ^ No If yes, describe sources, characteristics, duration, quantities or intensity and any proposed measures to mitigate adverse impacts. Also identify locations of nearby sensitive receptors and estimate impacts on them. Discuss potential impacts on human health or quality of life. (Note: fugitive dust generated by operations maybe discussed at item 23 instead of here.) AUAR Guidance: Dust, odors, and construction noise need not be addressed. Traffic- related noise is included in the analysis along with a dust and noise mitigation plan. Construction Noise Noise will be generated during construction of the project by construction equipment. Construction noise will be a temporary impact and maybe controlled City of Elk River Draft Alternative Urban Areawide Review July 2011 Page 74 of 84 1~ ' by limiting construction activities to daytime hours in accordance with City ordinances and assuring that construction equipment is properly muffled. ' Traffic-Related Noise Federal and state standards have been developed for maximum sound levels in ' residential and commercial areas. By comparing existing and estimated future sound levels to these standards, areas can be recognized that are in need of possible noise mitigation. The analysis that follows characterizes existing traffic noise levels in the project area, assesses the effect of the project on future noise levels, and analyzes potential ' mitigation measures. The noise analysis consisted of selecting specific receptor sites and modeling existing and future noise levels. Analyzed receptor sites consist of the outdoor areas of residential and commercial properties. ' Background Noise is defined as any unwanted sound. Sound travels in a wave motion and ' produces a sound pressure level. This sound pressure level is commonly measured in decibels. Decibels represent the logarithmic measure of sound energy relative to a reference energy level. A sound increase of three dBA is barely perceptible to the human ear, a five dBA increase is clearly noticeable, and a 10 dBA increase is heard twice as loud. For highway traffic noise, an adjustment, or weighting, of the high- and low-pitched sounds is made to approximate the way that an average person hears sounds. The adjusted sound levels are stated in units of "A-weighted decibels" (dBA). In Minnesota, traffic noise levels that are exceeded 10% and 50% of the time during the hour of the day and/or night that has the heaviest traffic. These numbers are identified as the Lio and Lso levels. Table 24-1 provides a rough comparison of the noise levels of some common noise sources. ' Ciry of Elk River Draft Alternative Urban Areawide Review July 2011 Page 75 of 84 Table 24-1: Decibel Levels of Common Noise Sources ' - .-. 140 Jet Engine (at 25 meters) 130 Jet Aircraft (at 100 meters) 120 Rock and Roll Concert ' 110 Pneumatic Chipper 100 Jointer/Planer 90 Chainsaw 80 Heavy Truck Traffic ' 70 Business Office 60 Conversational Speech 50 Library ' 40 Bedroom 30 Secluded Woods 20 Whisper ' SOURCE: "A Guide to Noise Control in Minnesota" Minnesota Pollution Control Agency (2008) Along with the volume of traffic and other factors (i.e. topography of the area and vehicle speed) that contribute to the loudness of traffic noise, the distance of a receptor from a sound's source is also an important factor. Sound levels decrease as distance from a source increases. The following rule of thumb regarding sound decreases due to distance is commonly used: Beyond approximately 50 feet, each time the distance between a line source (such as a road) and a receptor is doubled, sound levels decrease by three decibels over hard ground, such as pavement or water, and by 4.5 decibels over vegetated areas. Noise standards vary based on the intended use of the impacted property. The State noise standards are shown in Table 24-2. Table 24-2: MPCA State Noise Standards - Residential NAC-1 65 60 55 50 Commercial NAC-2 70 65 70 65 Industrial NAC-3 80 75 80 75 The existing and planned land uses within the project area are a mixture of , residential, commercial and industrial land. As the standards for residential properties (NAC-1) are the most stringent, this analysis will primarily consider the ' impacts of the development scenarios on existing residential properties in the area. This analysis also considers only daytime noise impacts. Sound Levels City of Elk River Draft Alternative Urban Areawide Review July 2011 Page 76 of 84 Sound Monitoring The existing sound levels were measured at three locations where existing residential properties were located near impacted roadways. The locations of the three monitoring sites are shown on Figure 24-1. The results of the measurements are shown in Table 24-3. The results indicate that in many cases, the existing sound levels exceed the State noise standards. Table 24-3: Sound Level Monitorin Results ~ .~ . ..- •. ..- -. 7:00 - 9:00 AM 68'5 66.0 fi0:9 61.5 1 12-Jul __ _ __ _ 4:00 - 6:00 PM 63.8 61.1 64.8 61.5 7 00 00 AM 9 ' 66 5 ' 7 60 2 12 l J : - : 64 9 . 59 5 . - u 4 00 00 PM 6 67.2 68 7 63.5 63 8 : - : 70.2 64.0 . 7 00 9 00 AM 67 0 60 1 3 12 l J : - : 64.8 . 60.1 . - u 4 00 PM 00 6 71 3 65 0 : - : 71.7 . 64:7 . Cells that are bold indicate that the measured sound levels exceed State standards. Sound Modeling The traffic noise impacts associated with each scenario were assessed by modeling noise levels at the receptor sites likely to be most affected by the proposed project. Three receptor locations were identified to correspond with the three locations where existing sound levels were monitored. Site 1 is located near Yale Street and represents the existing single-family homes at this location. Site 2 is located near the intersection of Twin Lakes Road and 171st Lane, and represents the apartments and townhomes located nearby. Site 3 is located along Twin Lakes Road and represents the townhomes and single-family homes to the northeast. Noise modeling was completed using the noise prediction program MINNOISE, a version of the FHWA STAMINA 2.0 model adapted by MN/DOT and approved by the Minnesota Pollution Control Agency (MPCA). This model uses peak hour vehicle volume, speed, vehicle class, and the typical characteristics of the roadway being analyzed to estimate traffic noise levels. In all MINNOISE models, an alpha factor of 0.5 was used to represent the soft ground in the area. No shielding factors were used. The model was used to estimate traffic noise at the receptor sites for five scenarios: Existing (2011), No Build (2031), Scenario 1 (2031), Scenario 2 (2031), and Scenario 3 (2031). Vehicle class percentages throughout the study area were assumed to be 90% cars, 5% medium trucks, and 5% trucks/buses in all scenarios. The PM peak hour traffic volumes (as documented under item 21) were used to City of Elk River Draft Alternative Urban Areawide Review July 2011 Page 77 of 84 represent worst-case daytime conditions. The results of the MINNOISE models are ' shown in Table 24-4. Table 24-4: Daytime Modeline Results 1 67.0 55.9 68.7 58.5 68.9 58.8 69.0 58.9 69.1 59.1 2 71.5 63.4 71.6 63.6 73.1 65.7 74.0 66.9 74.7 67.8 3 73.2 64.1 73.2 64.2 74.8 66.4 75.7 67.6 76.4 68.5 State Standards (daytime) 65 60 65 60 65 60 65 60 65 60 Numbers that are bold indicate that the modeled sound levels exceed State standards The model results indicate that the project will have a traffic noise impact. The model predicts that State noise standards will be exceeded during daytime hours at all three modeled receptor locations. Anticipated Lio traffic volume in each of the three development scenarios increases from 1 to 4 dBA over the No Build scenario. It is not uncommon for noise levels to exceed the State noise standards at sensitive noise receptors adjacent to major roadways similar to those in the project area. Therefore, noise abatement measures should be considered to minimize the noise impact associated with each of the development scenarios. Dust During construction, particulate emissions will temporarily increase due to the generation of fugitive dust. Construction dust and exhaust from construction equipment may have a temporary impact on air quality. Carbon monoxide and other vehicle-related pollutants may also increase in areas under construction due to reductions in traffic capacity, lane closures, and other construction-related delays. Most construction equipment would be diesel-powered, so carbon monoxide emissions from the equipment should be minimal. Wetting areas under construction will control fugitive dust. After construction is complete, dust levels are anticipated to be minimal because all soil surfaces would be in permanent cover (i.e., pavement or grassed areas). Odors The construction and/or operation of this project are not anticipated to involve any processes that would generate any odors. Odors. Noise. and Dust Mitigation Plan • Construction dust control shall be incompliance with the National Ambient Air Quality Standards (NAAQS) at the site boundaries. • The City limits construction activities to 6:OOAM to 9:OOPM. Construction in the study area will be required to meet these standards. City of Elk River Draft Alternative Urban Areawide Review July 2011 Page 78 of 84 • Site plans for future developments should include measures such as appropriate setback distances, earthen berms, noise walls, and appropriate site design (such as outdoor activity areas being developed away from major noise sources). Each of these items should be considered on a case-by-case basis. The site plans developed for specific projects should show the proposed locations and types of ' mitigation, with the estimated noise reductions for all areas projected to exceed noise standards. 25. Nearby resources. Are any of the following resources on or in proximity to the site? a. Archaeological, historical, or architectural resources? ^Yes ®No b. Prime or unique farmlands or land within an agricultural preserve? ®Yes ^No c. Designated parks, recreation areas, or trails? ®Yes ^ No d. Scenic views and vistas? ®Yes ^ No e. Other unique resources? ^Yes ®No ' If yes, describe the resource and identify any project-related impacts on the resource. Describe any measures to minimize or avoid adverse impacts. Archaeological, historical. or architectural resources Information from the State Historic Preservation Office (SHPO) has been obtained and is contained in Appendix B. Based on the SHPO database review, there are no archaeological sites or historic structures identified in the search area. The report, Prehistoric and Euroamerican Archaeology of Elk River Township, Minnesota: ' Probability Modeling and Reconnaissance Survey (Rothaus et al. 2005), was also reviewed and did not identify any archeological or historic resources within the study area. Nearly 222 acres, or 88% of the study area, is in agricultural land use. ' The western portion of the site does contain more woodland as the site begins to descend toward the Mississippi River, although this only accounts for 6% of the total land cover. Although the Mississippi River is located west of the study area, given ' the intense agricultural use it is unlikely that this area would contain any intact archaeological resources. ' Prime or unique farmlands Based on the information from the Sherburne County Soil Survey less than 1% of the soils within the study area are considered prime farmland. The soil unit "Elk river " ' (map symbol 771 on Figure 16-1) is the only designated prime farmland soil in the study area. These soils are located along the western boundary of the study area along the Mississippi River. Most of the land within the study area is currently in agricultural production. If redeveloped under Scenario 1, an eastern portion of the study area would be designated under agricultural research and portions of the prime farmland soils along the western boundary of the study area would remain as open space. No ' farming practices will occur on the prime farmland soils in any development scenario. ' Designated parks. recreation areas. or trails Ciry of Elk River Draft Alternative Drban Areawide Review July 2011 Page 79 of 84 Based on the information from the Sherburne County Parks, Trails, and Open Space plan, a proposed trail corridor is identified through the western portion of the study area, west of TH 10/169. This proposed trail corridor would be an extension of the Anoka County Mississippi River Regional Trail and would be located adjacent to TH 10/169. No other parks or open space areas were identified within the study area. Redevelopment under any scenario would not likely impact the potential trail alignment. If redeveloped under Scenario 1, a southwest portion of the study area would be designated as open space. Scenic views and vistas The Mississippi River is located west of the study area and is considered "Scenic" within this area. A portion of the study area is within the City's designated Wild and Scenic overlay district. Under the existing conditions, much of land within the study area that is within the Scenic district is in agricultural production. Under Scenario 1, the Scenic area within the study area would redevelop into a combination of open space, rural residential, and light industrial. Scenarios 2 and 3 would result in redevelopment of the Scenic area into high density residential, destination retail, and service/commercial. Under any scenario, the redevelopment will change the look of the study area, but it will not impact the scenic area directly adjacent to the Mississippi River. Nearby Resources Mitigation Plan • The establishment of a greenway corridor as show on Figure 11-3 will need to be incorporated into development plans for the area. • Per the City's ordinances, park dedication will be in conformance with City Code and the City's Park Plan. CITY -will this development be affected by this? • Trail connection to the Mississippi River Regional Trail will need to be incorporated into development plans for the area. 26. Visual impacts. Will the project create adverse visual impacts during construction or operation? Such as glare from intense lights, lights visible in wilderness areas and large visible plumes from cooling towers or exhaust stacks? ^ Yes ®No If yes, explain. Only routine visual impacts associated with construction of typical residential, commercial, and light industrial land uses are anticipated by development within the area. The development of high density residential along the Mississippi River as proposed in Scenarios 2 and 3 may have more of a visual impact than the proposed open space in Scenario 1, as well as the existing agricultural land use. Under any scenario, the redevelopment will change the look of the study area, but it will not impact the visual impact directly adjacent to the Mississippi River. The development of higher density residential, commercial, and light industrial properties may also result in parking lot and building lighting. The City's adopted City of Elk River Draft Alternative Urban Areawide Review July 2011 Page 80 of 84 lighting ordinance will be applied to new development. This ordinance limits the foot-candles of light outside a development site and requires light pollution reduction measures such as downcast cut-off lighting. Visual Impacts Mitigation Plan • Through the plan review process, the City shall require appropriate screening and buffers of development in the study area to screen for visual impacts. 27. Compatibility with plans and land use regulations. Is the project subject to an adopted local comprehensive plan, land use plan or regulation, or other applicable land use, water, or resource management plan of a local, regional, state or federal agency? ®Yes ^ No If yes, describe the plan, discuss its compatibility with the project and explain how any conflicts will be resolved. If no, explain. Elk River has an existing Comprehensive Plan that was completed in 2004.Of the three scenarios developed as part of this AUAR, Scenario 2 and Scenario 3 would require modifications to the Comprehensive Plan to allow the land uses that are being proposed. Redevelopment under Scenario 1 can be completed without a Comprehensive Plan amendment. The City of Elk River is outside of the Metropolitan Council jurisdiction; however the City's Comprehensive Plan complies with the requirements set out in Minnesota Rules 4410.3610, Subpart 1, which requires local comprehensive plans to address land use, transportation, and sanitary sewer systems and include an implementation program. Development within the study area is subject to the standards, policies, regulations, and ordinance approved by the City. These plans include: • City of Elk River Comprehensive Plan • City of Elk River Transportation Plan Scenario 1 ' Scenario 1 represents Elk River's existing Comprehensive Plan (2004), and therefore it is compatible with the land use designations adopted. The densities analyzed in this scenario represent the densities allowed by the Comprehensive ' Plan. No Comprehensive Plan amendments or updates would be necessary for redevelopment to proceed as outlined in this scenario. Scenario 1 is shown in Figure 6-1. Scenario Z Scenario 2 is based on the City of Elk River's 171St Avenue Focused Area STudy ' (FAST) as depicted in Figure 6-2. This master plan provides a framework for future development pattern in and around the area of Scenario 2. This Scenario would require an amendment to the Comprehensive Plan and Zoning Ordinance. This ' scenario evaluates the low end of the density ranges and a lower FAR. City of Elk River Draft Alternative Urban Areawide Review July 2011 Page 81 of 84 Scenario 3 This Scenario would require an amendment to the Comprehensive Plan and Zoning Ordinance and is depicted in Figure 6-3. This scenario evaluates the high end of the density ranges and a higher FAR. Zoning Ordinance The AUAR area is currently zoned Agricultural Research (AR), Business Park (BP), Highway Commercial (C3), Light Industrial (I1), and Single Family Residential (R1d). AR agricultural research district is established for the purpose of preserving and maintaining the use of land for agricultural research. The R-1d district is intended to provide single-family residences with larger lots and higher quality housing types in areas with full municipal public sewers, storm sewers, and municipal water in areas that possess significant natural features, including vegetation, wetlands, and topographic features. This district is also intended to encourage design of subdivisions that protect natural features while providing high quality housing sites. Permitted uses include single family dwellings, public parks and open spaces, homeowner -occupied bed and breakfast establishments, agricultural uses, truck tractor and / or trailer parking, and business and professional offices. The C3 highway commercial district is intended to recognize the need for commercial establishments on or serving with immediate access to major highways. Permitted land uses include a variety of business and professional offices, retail and personal service establishments, as well as public parks. The I1 light industrial district serves as a transition between more industrial uses and residential and business uses. This district is appropriate for manufacturing, warehousing, and similar industrial uses because of its access to warehousing, thoroughfares, and full complement of urban services. The BP business park district also encourages similar uses, but encourages them in a planned, integrated environment for certain industrial, office, and commercial uses that are compatible with each other as well as the surrounding land uses. If components of the land uses proposed in Scenario 2 or 3 are adopted through a subsequent amendment to the Comprehensive Plan, amendments to the Zoning Ordinance will need to occur in order to be consistent with any amendments to the Comprehensive Plan. Compatibility with Land Use Regulations Mitigation Plan • If the City chooses to implement any components of the land uses proposed in Scenarios 2 or 3, changes would need to be made to the City's Comprehensive Plan and zoning ordinances through the City's amendment processes. To do this, the City would follow set guidelines and procedures regarding Comprehensive Plan and Zoning Ordinance amendments. City of Elk River Draft Alternative Urban Areawide Review July 2011 Page 82 of 84 28. Impact on infrastructure and public services. Will new or expanded utilities, roads, other infrastructure or public services be required to serve the project? ® Yes ^ No If yes, describe the new or additional infrastructure or services needed. (Note: any infrastructure that is a connected action with respect to the project must be assessed in the EAW; see EAW Guidelines for details.) Municipal Sewer, Water. Storm Water. and Transportation Services The City intends to provide municipal services to the area. This municipal infrastructure includes sanitary sewer, water, storm water management and transportation improvements. These items are discussed in the previous items as indicated: • Municipal Water System Improvements -See Item 13 • Storm Water Management Improvements -See Item 17 • Sanitary Sewer Improvements -See Item 18 • Transportation System Improvements -See Item 21 Police and Fire Department Development in this area will also have an impact on social services such as schools, police, fire, and community activities. The City has its own police and fire department. Get info from the City. The City has approximately firefighters and approximately police officers. These services will be provided to the study area. The City uses a ratio of residents to police officers to estimate the need for additional police service. The City will evaluate the need for additional officers and will provide additional officers as needed. School System The study area is located within Independent School District #728. School District has planned for and can accommodate the students from this area. 29. Cumulative impacts. Minn. R. 4410.1700, subp. 7, item B requires that the RGU consider the "cumulative potential effects of related or anticipated future projects" when determining the need for an environmental impact statement. Identify any past, present or reasonably foreseeable future projects that may interact with the project described in this EAW in such a way as to cause cumulative impacts. Describe the nature of the cumulative impacts and summarize any other available information relevant to determining whether there is potential for significant environmental effects due to cumulative impacts (or discuss each cumulative impact under appropriate item(s) elsewhere on this form). The 171St Avenue study area includes the expansion of commercial, industrial, and residential along TH10/169 in southern Elk River. Development also includes the construction of municipal services to serve the area. Although services will be extended through the study area, additional development outside of the study area is not anticipated within the Cargill and GRE sites (see Figure 5-3). Cargill will City of Elk River Draft Alternative Urban Areawide Review July 2011 Page 83 of 84 continue to operate as an agricultural research area and the GRE site will continue to operate. 30. Other Potential Environmental Impacts. If the project may cause any adverse environmental impacts not addressed by items 1 to 28, identify and discuss them here, along with any proposed mitigation. There are no other potential environmental impacts known at this time. City of Elk River Draft Alternative Urban Areawide Review only zol ~ Page 84 of 84 APPENDIX A FIGURES L , \`~„~ 1 Roseau ; ~~ --J I I I ~ ~' ~ I ~~ t Pennington '; L' 1 '~ -__ c---- I Red Lake ~-" { ~ ! ~ ~ ~ Beltrami ~ i --------~ ~ 1 ,I ~ _ ~ ~ --- =-I I ~ ~ ~ -------a - ~ ~i1 I ., t ' Polk i ~ i I ` ~ I i ~~' ------ ~ I St L -- ~; -----I ~ a~ I I. ~ I I -----,--- ! ,~. r,.- ~ Itasca ,+ I ~ Norman I I I ~i ! ~ ,"-* f ~ ~~~ i I {" I i Hubbard~ I ,I ~I Clay ' 'Becker ~ ~ I ~ ' ~ ~ Cass ~ ------- I f i r-- --- ---- ~'---- ~--% -- ~ ~ ---~- i ~ r-----__~ , i I I I r------- I I I I r ~Aitkin i Carlton ~'~Wilkir=~ ~ Otter Tail ~ I -- ~ • ~ i I ( ~ ~ --- ---- I ~ ' ~ , '~ ---- Z- I _ ~ i r--- - ------ ~ --~ l~ - ~ ~, Todd ~ ------ -I I---- ~ I ~ Pine ~ I Grant y Douglas ' ~ ~ Morrison ~~ ~ ~ ~ ; , ~ ~- `~ i i r _ ~ ' i I I _-_--- ~ ri i 1 - - `_i _-_----i' / - _ ~ -- c 1 ~ i I ------ - S . - - I i ~ I ' Benton i ? ----• ~-- ` I Stevens S pope ~ ~ i ~ I --- , ` I ~ ~ I Stearns - -,-i Isanti ~ _., ~ 1 ~~ ~.~`` ~~ ti Chippewa ~~ -i!----~ ellow Medicine ~"~~, food I j Lake i I I Cook Elk River, Sherburne County I 1Q _ 169 ~ Now[hen I "! ~, I - ~~ Sherburne ~1 I Pn -,rsippl Idlvex i~ Elk River I ~; I I Anoka Wright ~ I Ramsey I Otsego \~ iQ `` A `""I~„~, ~- Proj_ect Location General Location N ~ Figure ,~~r~~k 171stAveAreaAUAR n E~ City of Elk River, Minnesota ,/,\V ~ 5-1 Kiver ~ea,:,,H,~,~.,.,n~. -•• .~ - i i USGS Map N ~ Figure El 171stAveAreaAUAR o 500 ~,ooo Feet ~/~/SB 5-2 .~ City of Elk River, Minnesota River ,, $$F f I n ~ ° b 3_C1 pkv ; r y1 _:c„~Xp is .I `' XVY( ~' ~ ~' x q~y} ~.`~ ~ 6 ~~~ ~"ry"^ +7 ~ ~r~ ~„y ~ !' f 1 fb rN'`k„~ k o ,~-- ;' 175th Ct N I er ~ ~,,.. _ ~ > ~Y ~~. .; \ „T`~ ~ • r~ d ..MT'""n~A~ 'Arr. ~ t rf~'~ ` 175th Aver a° ~, ~n ~ ~~ ~ z '" F ., { ,L' `," £ r ~~ pf;~, o F ~~„,h N ~ ~~ ~ 9~ s~, # }. < ~. r ~ S 3 d r~~; ~ ~ "~ _ 5~ ~a1 YY„jL"~fy} t ~b v~ to Q ~ 1p (X^ tyt~ T ~ `~ F ~"+ p ~ + j ,~ ''. ?z: ~ ~` F,,. 4 '~p,r~ Y '~ '~' ~ ~~~x k t FE'' L`4'%^ d r~ ~ 1~ !, ;' N " \ ~ ~ ~~ ~ 173rd Ave ~'~ ..~ . ~ a~ ~ t+i; ,~ ~;. ~ ~ s ,a ~ y F ~~ i` d 4 A o>. \` "*~t;x$ ~` ~ "~'`m '~. NOrthSt~r C0111111Utel' ~ ~ ~ ~ ~~_°~~~~d~y ~ ~~ ~ =Frees d f T - a ~~ 17 ,, ~, ~ °_ ~ :~ ~ - . r-.. ~, ~ Rail Station end ° ,,; v .~ F " pWt , ,. ~~~ . ,. ,. - _ p ~ ~ ~ ~: '~• \ fir V ` . .- ~ '~''° q Y fn , rL ~" ` ! ~ ; ~° N --~F~,,~, f A Y ~ 171st Ln ~ \ ~' r 171 t ~ fi ~._ a° a° ' a ~~ . s ~ Ave ~~ ~+ ~ 1 ~ ~ ~. yam, ,~, . z. ..7"A` ,:, ~ ^e ~~ . ,, .~ a ~ ~ t m.. I •F y mo y~ wd ~1+~a ~ + ~ ~` t`. ,'~ ~.' ~'r ~~}„r` a ,.- ~' ~~'170th Ave ~~~ `~ b' `.~[m1 k^".°,k. .. M~.W .gin ~ €.~ ~'.~" 'd^r~ra.~. ,.. c+v._~'w~.,~~~.~?~a a., r ?.A"',~ ,... .. i 7 r~ ~~ ~ ~,r ~r .tw;~,„;. ,... b d:' `.4~~~, 6 ~ _' a ti ~ ~'; rt 4; l 0~ ,+~. .b~ ~ "`~'a~ ti? ~ ly ~i~~ Legend ~ ~ + k , • , ~~ ~- Study Area ~ ~ ~ ;r~r ~ . , a r ~. - t: o ~,~a~' ~~ ' ~ <- ~ ~ ~~. ~ ; Proposed Use ~, s ~ ,t"" ~ ~ ~ ~ ~' ~~~ ~ ° :~ ~ r ~ - ; "~ ~,Po .~°~ ~.. - ~ r3 ~' ~ High Density Residential ~ ~ < Fj ~r ~. ~ ~ . ~ ;w q' ~, ~ `~ ~ ~;, ~; ^qa~ ~ _- ~"` ~,~.:-,_ S; ~ ~ ,~ `r * 'Transit Center :~~$ ~~+sak~' ~ ,Y `t ;~`~ ~ '175th Ave ~,• a t;, ~ .Service/Commercial '~, M ~ ~ ~ y ~ ~r ~`~ ~ ~~ ti ,, f• ~~~ ~ ~ ~ ~ ~'" Destination Retail , ~» ~ ~a ~ x , ~ ~ ° ~ ""k` ~ ~'" N ~• `.~':~ `' ~~ r ~-- - • rx '~ Tem orar Destination Retail `" .~~ ..~ N1 F $~.n•.- x.~.t, x".hi m s..~...yt and ... _z~_ P Y 3 ~ [k.p y +~~r ~~ Y 'r. f'~}°Sr4 *~' ~j ~, ~ " t`; rr~~ ~, F w'"i~r. ~~k _. Ma ID Name Address Descriptm© 1 Lefebvre and Sons Inc 10895171st Ave NW No Lon er Re ulated 2 Morrell Transfer 10752171st Ave NW No Longer Regulated 3 Northern Natural Gas Elk River 16601 US Hwy No Longer Re ulated 4 Jerry's of Elk River Inc 16845 US Hwy 10 UST 5 Steve's Oil Service 165th St N W and US Hwy 10 No Longer Regulated 6 House of Rental 16862 US Hw 10 Small Quant liner3a, I i tabl e W stHg 7 North Star Auto Sales 16501 US Hwy 10 UST 8 North Star Sales and Re air 16501 US Hw 10 Small Quant ra ner a[a, I i t~l a t9l std 9 Lefebvre Truckin 1089571st Ave NW UST 10 ABRAAutoBod and Glass 17038 USHw 10 SmallQuantry6nerafa,bl~ents,Bdrriur® 11 Elk River Ford 17219 US Hwy 10 UST 12 Elk River Ford lnc 17219 US Hw 10 Small Quant liner at o-0 13 SuperAmerica 4196 17079 Yale StNW UST 14 Cargill Research Farms 17083171st Ave NE UST 15 Great Rwer Energy Elk River 10700165th Ave NE UST 16 NSP Elk Rver Railroad Facilit 10700165th Ave NW UST 17 Red Car et Inn 17291 US Hw 10 UST 18 Ford and Fuel Mart 7767 NE River Rd UST 19 Hitech Moors ort lnc-Elk River 16820 US Hw 10 Small Quant re neraa© Not Mapped United Power Ash Disposal Area 1/4 Mile South of US Hwy 10 Solid Waste Disposal Not Ma ed Great River Ener -Elk River 1/4 Mile South of US Hw 10 Solid Waste Dis osal Not Mapped Americ Inn Motel US Hwy 10 5 ill ,,.,~~x.~ ~. Pipeline & Potential Pollutant Sources N ~ Figure EI 171st Ave Area AUAR o 500 ~,ooo Feet {/{/S'B 9-1 City of Elk River, Minnesota ~ .dssucrnm ~, bu•. „~ ,:: E _ a ?~ r~" ,„;4y en ~~vr ~ i W, y .. ~ ~ tl ~ ~F:w ,-. a '~+~ r. to '"~ d~ - ~ ~ ~ - ~ ~}}- ~ a °x . r ~ ~` 175 h Ct o xtii . ~ '~ _ x-~t.,~ ~ ~ r k a 7 dd ? ~ d,, ~ r G7 q~~ i ~'~ k.. ~ N d ~. t ~ „, x ~, , m ~ ~~~ ~ x~~,}~~~r''' , 175th Ave ~ a , ~,'~,~~`~ ~Y ,~z ~ u ~ : ` C ~C, _~' ,r `~~ r ~ ~ -~11 F M3hJd C r a r ~ C, _ ~ rry~JdfmJ Ir : ~~~irxnAfWh tu\ bd Y 2 t° ~~ ~ 'ti. (/i ~ tt~:: I. ~~ 4X4 ~~ f % a• ~ ~ Sf ~~ `q9 ~ ~. 173rd Ave a 7~a ~ ty ~~ ~ ~. $ m f ," s } t ~ f .. ~av { ~ jj! ~ ~;, ,, ~~ , ~ ~** r ~~,.. ~; Northstar Commuter ~~ d _, ~~ N~ ~ ~` ~~a ' ~ b ' {~ ~- ~ ` ^, F ~ ~,~r . ~, ~ 'Rail Station ~ 2pdgv d~ ~ ,. ~, a r + ~ ~ .. ~l ~ e yy ~ _ ' -a~ ~~ ~ _ `c ,; ~~v , p~ ., ~ ,.. ~ i t V~ Lr ~~ m +' ,. ~, _~~ ~ ~ 'c ~ 171st Ln ~ ~.y« ~,: f ,. ,~y ~ it N .& ~ r~~ ~ ~, LL _ e ~~ j ~ ~ 171st Ave ~ ~' ~ ~ ~ ~ ~ i ~~' ` ~ :;,a ~;",,' `~' ._ ~.vm ~ ,gym ~ ~....x~~, ~.. ~ ~~ n ~ ~., r :i s~ ,~~ .: ~~ i ~ .. ~ x r~~~ ~S ~~ a~~ f t a ~ t, t ,1 1 ~, a . ~` - ~.. t - . ~. ~ ,~~ «~ ~ a1V~ Cr ~ Tf ~~ $ * )~ P ~ ~ y ~ 4 + ~a 4 ~ ~ t ~ ..: ' +° c~ % 175th Ct d ~'~,' t~Y+ :~. 1^ ~ r ~ N 1 ,., , _ _ ~ .r. ~. ~+~~"~ '.~ r r ~, ~ r ~c 175th Ave ~<<r . a G i s&- ~l~.~...:` =~ ' ~t'~y,.e~ t,_~. ~~ ' ^" h7 .~ w - ~ *~.~. , ,a x ; ~ ,~ ~~ ~ ~ ~~ ,:~ ~ ,~~. ~ E ~1'~ ~ ~ ~+~, ti i 7 ~ s ~ ra [ ~~ rSY' a '~ i w 1 ~ _ r ~« '~~ a ~, 'ice', N :/ n v" t/~~'~oTa %ta+~sv+e~r dfa k.' a ~ ~t«. ~ ti ,. ~r~~`,#r' r~`Y A ar~t~~~~`~ a~ ~. ,~ ~r ~z.`~ .~. a .,~,g _ ^~ ~. ~. r ~, 17 _ ~~ ., ! h ~ _ 3rd Ave _ ~._ .~ `~' ~~ , t ~., - r^ 1 r ~ + ~~ ~ ... }'-., d' _'^' ern r ':~ ay ar ~ ~ f , ~ ~ ya~ri ~ , ~ r _s ~ Q~r r ~ d I n ~ aL ,. ~t ,~,~ it ~;rz - xf""` m ,~;;~., , t< 'fie 'c-~~~A ~ ~~; p '~ '"' ~i+rd~ (xit ,~~ ~~ ~:] ~ i°°NOrt~hs,tarCOmmUter ~?~.~r a ~~''.~~Z y ~~~~~^'', '" ~`~ ~ , -,- Rail Station nd r r~ ~ d' t, , ~~ ~ ~ , f Ave , '~ ~~ ¢ o ,.~ ~ -. ! ~, { f be „ N . „~~ 9 ?, t r, :,' ~~_ - ~' ~ x Y ~ 171 c4 I n ~ ,._ .,~ n`u~r~n ~r~~~a,~~°. ~s~ l ~ .,,'~ L r'nsa il~• ~'*d ?:, it r ~!* K ~ ~~ ~ ~•fW~ ~` ~ 4 s~ t ~ a* ~' ~``~ ~,~ ~ a~ ~. A ~ + yy ~h X .~ <: + ~ ~ ~,~; Y `~"~~~~ ~,~ da ~~"' yr^' - ,~ -~,~~a~, R~" ;any ~ R' ~ ~~~ 1 P~a~, e''. ly` s; ~1geMM'ws+redSv'd49p•N ~(~I-~t.;;((x ,,, P ~, a , `'~.~ =~` a ~''i~ ~ ~ .. ~ .• ,r ~~; ~~ , ~ ~ ~ w. ~A ka gta-- e ~ '~ ~5 t ~ w,+ ~~ 'J '~~ 1 i~~ G M1 4t S5 ! r"A° ~ `i~~ ~_ d~ ~ ~ ~~ x ~r:~, ~w M°=~-"= ~ ~' ,~ r ~ ~. ~ 1 ~ R .'"~ ~, u ;'~~~, ~ ,. , a? r ~ ~f~ ~a~1/a Water Related Management District 171stAveAreaAUAR Cify of Elk River, Minnesota ~$°~ N ~ Figure 0 500 1,000 Feet {/{/$B 14-1 ;~ ~" ~,~ .,,,~ ~ , ~ , ~ ~ ~ ~t z r ~ ~ ~,fx'r ~ } . ? ~,K rv„"tl m ~~J ~ ~ + f"~° ~~ .r` q{ror '` ni ~. , ,~ ~ r,~egend t N w 7C ~ ,~tR ?i j.rd P. ~ ~"~ ~ w, i ~a r-~ N ~1 r^r p ~ a.so~ ~ I o ~ ~°,~ ~ ,. ~.. - a ~ ~~~ N .~ ~, ~ '~'*" ~ ~ ``{ °,~~+ Study Area z~ ,..r '. , „ _ ~kt~~,~y, 1~~ ~ ,,~ m ,~ ~, ~ ~ ~ ~ ~ ~ ~~.~~~~ :.~ ~~ ~~,~ ~~~`` ~' ~~;. ~ " HEL Soil N ~- . ~. a , /~ '~ ~ 173rd Ave ' ~ ""~ - " '' HEL /,~ 'C7 ~ .,~.~ ~„ O ~ O ~ .''\ ~~ Leaend YM T ~~+` '~ r ~ ~ ., Study Area o '~~*~'~ ,w - ~ ~ ~~`~`~~""'~`~' Sanitary Sewer t=,+~ rt ~, ~ r-`.`--, ~. }~. ~ '~'~ ~ ,~ f ` ~ 1~ ~ ~ 8„ Existing ';~ .~R° ~ ,, t ~ ~`~ ~ ` ?`u ~ ...,.in .ommuter ~ ~) P ~~.1.. ~, ,. „~ ~ t~, ~"~~°,i";~,~°~~ ~ Rail Station. ?hd,4~ 10" Existing r, .. "~. -~ ~. .a '' ~ ~ ~ °: ~ ~~ L~ ~,, ,.., ~ 15" Existing m co ~ ~ J ~ ~, -, _ d `~ ~, _~ N ~ ~3 ` ; >~,M i~ O ~ .. Y Y ~ 171st- °-F 16" Existing a- a ~r ;'~,. ~ O •- + + s' .4 ` $.. - _ ~ ~~^ !~ ~ ~ ~- Proposed, 10 '~ ~> b ~ ~ ~'Yi ~` ~ ~. ~ ~ `,~ ~ +,~ ~ Proposed, 8 -~ _ , ~~ 12" Proposed '~~:~ ~ ~~~~~ ~~a~- ri~ r;~~"~Y~~~r~ • Proposed MHs '170th Ave ' ~~ ~, ,i ~ r 47~~" E ~ F~ r ~_ • xis ing M s ~, ~ ~ E t H V~ ~ ~ ~'~ ,~ ~`~ ~ ~~~ r~'" ~ `~ ~ ~ _. Legend ~ ~`~ rk ~ R ; ~ ~ _ ~.. ~ . ~ ~: ~ ., r~~ 4! b - Local Road r, ~ r ~; ''~ `4 L 4~ ~ , ~ ~ 16 7~„ ,~ - 1~ ~ ~~ ~,' d ~,~ ~i ~ State Highway ~ G ..~ _,. * 3 6 t r t ~ ,~,:~,~ ,~~~~ A~~ ~ ,~ _ Interchange Ramps " ~-P' ~ ~ ~,~ 'f r Fr ~ I z ~ ~ r., r ~ a e;~' ~~ :' ''~'~~ ~ ~ Railroad ~. .) `q 1 O F ~ / ~~ ~ ~ T` p I ~ ~{." ~OA r, eh .y~§ 43iVF ~'P ~.. '~ ~ ~ ~,~~ ~ '~ ~',~ s ~~..,::~i - ~., ~~ 'r ~r~ ~ jet ~++e-f~-~ : ~s~ _ Futuaee app`rozmacations ~~ '*1 sr ati F ~ ~~ ~ Y " rt~§ i a C ~ ~<` ~~s ': `,'~ ~ ; r ~ 'mot `~~ ~ 4 yv~",~-~r. '~T '$'~ '; ~~~'~a€f ~ ,r ,.e.r, ,~. att.,, ~,~t°a w~~~ ~' ~~~. a.:~°i ' +*s ~~ - ~ lf"~~'^`"~ ,.e~ rte- t ~, ~ • `.4r: ` / ~ t~a~'~ ~0~~ ~ g 1 ~ ~ y a , ~•'"~r~ y, b ~ x t - ~, e ;i _ F ~ '~ s ia. ~_ _~+~. ..`,~l` y~~~`.';},;~ .77 ~~+ ~p~~ ~I~. •a ~j ~°)I ~s.`'s,~- ~~,p1t~ a*u y .~; - I T Development Traffic Distribution N Figure E°` 171st Ave Area AUAR --- WSB 21-3 RlVer City of Elk River, Minnesota o seo ~,30o Feet ~e- ~ ~~, G ~ " ~ 3 ~` ~- ~~y~,.• ~ ~ •~_ "~ Le end 3 +M ~" A ~ ( '~ t; ~4 t" ~°, - Local Road r.>. ~ ,r ~.` • k I _ . ~ ~- 4 a ; ~ ~ . '~ ~d~P ~~~. State Highway ~- a_ - ., ~ ~} ,._ 169 ~ ~d: ~ , ~ s~ `,. ~ ..:_~'' ~.- Interchange Ramps ~€ ~ ~' ~ a ~ F f ~~1 ' ~ r ..rx;_ -- Railroad ~ ~, % ,~i .~, ' j' °~ ~'~ ~ '~ '~' ,~ ~ O Analyzed intersection ~ ~ - ~. zP=~ -- _ s~ fi: ~ ~:~~ .~' ! ~~ ~ ; ° 10 (20 AM (PM) Turning ,, ~,~'" ~~ ,a, ~ ~ ~' ~` ) Movements e~ ,. ~ rk c k~ F '~ r ,~ z° ~~ a. s ~_, ~ t£, n"t n65~~e. t aw` t ~ ~* -; , ' a~ -~ - -M sj t- ~ Y .j •p..i~~, s'" `v~"kx Wit?" ~ ~ ~ } to 1 01 ~~ a '".', t ~ C `..V ~~.# 1`§:rF ., 110120 1 ~. ~ ~~ ~ ~ m ~~~ a ~ ; ° ~' .~: ...-~ : r ` ~' >' `:~- ~}a.' ~ s~z;175~?~Avenue i ` `~ "', ^ 4, 3oit1°~ i~'~y~ to t~~ ~ '!~ ~ .~ S r~` '~ o 0 0 0l of '_,. ~` c, ~ .~ .t,.~, ,R~r , ~.~,. /BOi,O j x /?r ~~i~ j, { V r tol zoo '., ,;-~ - ~~ L~ ~ ~•~ ~~} /a/~ 9 ,O/o/ x 1 m ° - - - r 173" Ave' i `~~ ° '~. . w ~e ~r r~ ' :., ' ~,~, ~ o~ o ~ - - - ~` 1 Ch ~ • ~. m,,.. .fir, R ~~ ~3. ~,` ' ''<, ~ ~: A~`,, ~~ ~~.,,, '' ~1-72nd {tt/er z ~ o ~ ~ °''~ `, ~ ~r g r •- t i71~t Lang, } ~~4~\ ,~~~~ d l ~ 171st ~ ~ e " -~ '° ~taol 3o ~ - :' ' ~ t a - ~~ ~ c's~ ~ ,~So - ~ ZONE .~ ~e~ ~~ - ~~ ~ t • ° ,~ a ~.. i d ' ~~ r,,. `"~~'. i I ~ `,1 ZONE 2 Y ~ ~~ ` ~~ ~~ ~~s~ .~ C ~ qr ~ ` ~ S r i ~f ov ~~~o°~ ~. ~ 6~_, ~ 'fit ~~Oj 168th AV2 A d~ a _ a, 3o~sef ~ V r noitnol ~~, ~ 'Lt" ~ :~,; ,: ZONE 5 g s r, ~, ~, - - ' ~ ~ ' ~ _ l Y '~ ~ s~es~ ZONE 4 ~ „'a-'`rte y f` ' ~ ;~ If :. ~ °2 ~ ~ ',. ~;~,~ ~ ~ ~ _< .~ ~ ,.... ~~,~~ 5 ~, ,,~ ~t° Le end E ~C'.-~ ~~ r a t 4, t~ ; ~„ 4' r`•` s~ -~ rf~`~ - '~ Local Road ` ~ ~ ~r :. t"- ~ .z ~~ t ~~€/~`~ ~~f State Highway ti, ~ ~~ - ~ ~ ~ f R . N, ~s i`1~'~',~~;~n ~ - Interchange Ramps -r ~,. _, '~ ~ Ir,~° ~ Wr .-,t is r» r E`~~~~}P"''~#r.~~er~'ra ,g~.~ __ Railroad 10 ~~*~~••~/ ~ " ~ r, ,~.. ~` ~:~ "~~R ~ Analyzed intersection ,~~ r ~. .., ~~ ~y n ~ ~ 3.p r t - 10 (20) P/lovements ~:. ~ ~ ~ a ~ P • ~ ik ~; hp ,3~i~ r ~ ,51301 ~ -. ~ ~a~ 4: ~ • ss~i - ,~,~r-. m e 4 ,51 0~ ~~~- 7 ,t * •• ~ \ ~- `.` -.~ S~l~~' ~. ~'~ ~ ~ ~ ~^~ 4~wrr .! j L ,Sal eol ~`a id ~ ~= 3%tY .' ~!' r:. x .. ~ s... ~ .4! 150130 - - - 1 .. i ~~' ;,;;x i ,... ~~~ ~ ~ - ~~ ~- r175't(,%avenue ~ ~ t~,;> ~ , s ~ ~Rl n Q ®r~ ~ ~ ': .w" r : t. sx.e~ LL 0 o e a o 1 51 / ~' ,_ • ;q `t i t~3 a'~x~, C' 6.n`'R~' ~ r)....w r y ''Y/ ,_ C i / -A#- - .~ l of a ~ S 1. I- ~ F ~ - ~~\`+~~`, 13- per. !~~, .'~~+ti~~~ ' or, c% ~ r °0/B°i ;~'a# l % ~ ~ _ - .173' Avley' i ~~ -.. . ~ _ _ ° ~ /~ 1 Ul 0 ~ . . M • ,4h„ - r ` .s. ._~ ;! h~+'t-- ~\ '+ ,, f'~ ~~,17ZA~'~1a41~ .fi, Z~. m n .,}~~~ ~ ;~ ,.f~` '.: .r'~Pf 2~ge.;pt ~71¢t-~at1~R:~. // ~\~e I,eo~35 ~ "- ~ ..~ } +~' k • ZONE ~ ~b ~ ^,~~° r ~~ ~ ~ ~ ~~ e ,' "~ R ' ~ ° i*~ ~" ~ ~ ~ try qi ~ w.f,Y ,~ ~, i '~ ',~a}:1 ZONE 2 Y r '~3 '. -~ ~,~2.f' »r, ~ ~ Y',. Y O\ ~~31. ~ '`(^.., ~ ( _ !P A Ol~ 'R ea- n L 301130 ~~°, ~°': ~ > 168th Ave ® h s 'b ! ~ vf. ~ "Y~? V R ~ G7-.e ( d~ •: \~ u V ! 31011550( 77SY' ~, }`~--'~~~ +, ZONE 5 x - s ~ ~~ ' ~ end 4; J ~ t+, ~ ~~` '_' :~~ ~ ~ 5 ~~ .~ ~ 'r - ZONE 6 ~ .~ ~`~"~.' ~±1' E~ ~ ~ ~~ ~ '' x t~ ~ 165t1i Avenue ~ ~ J y ~ J~ ~ r' t~ ~ p ~ ~ ~`~' * s ~ ~ * ~€ ? Y Local Road ~* r _ '~ '`• ,. .. ° ~ 9 I ~ ~ ~ ~` _ d ~ r ~ _ ~ S~ l F ~ State Highway - > ii. ' r ~ r ` ~ ' 16 .x~ ~ _- ~ "° r , 4 `~^ ~° i~ °- Interchange Ramps !, ~ ~ F ~ nir r 't ~ ;s i 1~ # P - -- Railroad 1 0 s , '~ -~' ~,. / ~ ~~ ~ ~ ~ .~ ~~ !% r =; ~ O Sound Monitoring and M d l d R t Sit ~,s t ~ l -,_,.. ~ o e e ecep or es „f, 6~. ~ 4 ~. . ~ .. r i ~ r ~~ y ~} .. '~~ ~ F ~~` ~ ~ ~ ~~e~'~ ~ ~ ~ ~ i ,~ ~ ~ ,ter r t ~~ ~` ~ ' ` ,#,,~ ~ ~~ an ~~ ~ ~ ,'"~~ 4= r ,.fit` wA~ i _~ .,~ ~ 4.ti'~ r.,~,~ ,, ~ ~,. 4~« $ ~`'~`' ~'~~~ Site 3' _. ~. ~ ~ ~ ~` :~~ ~:. .~ i -• ; ~ - ~ ,Avenue .. ,~ ~~ sly a.:~' ,'.~ .~~ ~ .,~~~ '~` '~ ~ - ~ ~;' ~ ~~ ~~~ ~ ~~ z.~~ ~gy::; '` ~'f '~'y~~~,,,~~ a# ~ ,~~{"~f~ ,r S~ p s!:' ~ S;~ ~S 1k`vy'~' ~. -r l ~~ W ~' i~`'~, `LF.~~. fy~`'~~3~r~ t!6' ~i~~.~ ~ ,,,"~ l~~x."y/ r ~F,;.~3 : :: r'_ ~~ ~ ., ~ ;a '~`" .? ~~3't' ~~ -",ice - „, ~ 1 1 f` t ~~ ~ - ~ ~ ~ .F 173rd~gveni~e G• ~ ~-~ ~~~ H. ,t~ a'~'~ r fr. nd "~/ ,~. - ~ ,~ ~° ~. ~ ~ ~,_ a: .~* ~~ ~ ° ~ ~ _ ~ t ~~ y ~ ~ t f 7~~t tangy„ ~ 9 ~ ( SIt2 n ~ i $ r ~~ ~ r - s' '"~ ,: < x ,s ~~~ R A i i 8 ~^ y ;~4 s4 , ~ { 1 it ~ Z ~~ ~ ~ d- , t~,' ~4 !" Site 1 , " +~_ i~ ,~~: r ; h ... r,;;. 10 . tm=~ ~' .n .+~.s 4 ~..'.:.: Sound Monitoring and Modeled Receptor Locations Figure ~,~, o~ N E 171st Ave Area AUAR n WSB 24-1 .._. City of Elk River, Minnesota o 650 ~,30o Feet `\ ~ River ,V ~a..,,x,~,~..,~~.. I~ 1 APPENDIX B AGENCY CORRESPONDENCE i 1 Minnesota 1~lil~nesota De~~artln~~nt ~~i~Natural R~;s~~urces Division of Ecological and Water Resources, Box 25 50i., i araye+tr P.ua:+, S! PaUi. P~9in,c~Ota `';5155-4025 DEPpRT61ENTOF Phone: 651 259-5109 E-mail: Lisa. o al state.mn.us NpTU~AL hESOUACES ~ ~ ~ Y ~ June ] 0, 2011 Correspondence # ERDB 20110509 Ms. Alison Harwood WSB & Associates, Inc. 701 Xenia Avenue South, Suite 300 Minneapolis, MN 55416 RE: Natural Heritage Review of the proposed l 71st Avenue Area AUAR, T32N R26W Sections 1 l and 14, Sherburne County Dear Ms. Harwood, As requested, the Minnesota Natural Heritage Information System has been queried to determine if any rare species or other significant natural features are known to occur within an approximate one-mile radius of the proposed project. Based on this query, rare features have been documented within the search area (for details, see the enclosed database reports; please visit the Rare Species Guide at http://www.dnr.state.mn.us/rsg/index.html for more information on the biology, habitat use, and conservation measures of these rare species). Please note that the following rare features may be adversely affected by the proposed project: The loggerhead shrike (Lanius ludovicianus), astate-listed threatened bird, was documented nesting in the vicinity ofthe project site in 1996. The preferred habitat ofthis species is dry upland prairie or other open grassland with scattered hedgerows, shrubs, and small trees. Shrikes are also found around shelterbelts, old orchards, pastures, cemeteries, grassy roadsides, and farmsteads. Shrikes use the scattered trees and shrubs in these areas as nesting sites and hunting perches. Prey, however, are caught in the surrounding open grassy areas. As such, forests or dense brushlands do not provide suitable habitat for this bird. Likewise, open grasslands without any trees or shrubs do not provide suitable habitat either. Shrikes frequently shift territories between years so it is not unusual for a particular nesting area to be vacant for several years before it is used again. If the project boundary contains suitable habitat, then it is possible that loggerhead shrikes may breed in the area. Please refer to the DNR Rare Species Guide at http://www.dnr.state.mn.us/rsg/index.html for more information on the biology, habitat use, and conservation measures ofthis rare species. • The black sandshell (Ligumiarecta), astate-listed mussel of special concern, has been documented in the Mississippi River in the vicinity ofthe project. Mussels can be affected by changes in water flow or water quality, especially increased siltation. ' The Natural Heritage Information System (NHIS), a collection of databases that contains information about Minnesota's rare natural features, is maintained by the Division of Ecological and Water Resources, Department of Natural Resources. The NHIS is continually updated as new information becomes available, ' and is the most complete source of data on Minnesota's rare or otherwise significant species, native plant communities, and other natural features. However, the NHIS is not an exhaustive inventory and thus does not represent all of the occurrences of rare features within the state. Therefore, ecologically significant features for which we have no records may exist within the project area. In ~J ,,:, ~rr{'~ ~ i ~~~ ~ ~'L':'~YER. The enclosed results include an Index Report and a Detailed Report of records in the Rare Features Database, the main database of the NHIS. To control the release of specific location information, which might result in the destruction of a rare feature, both reports are copyrighted. The Index Report provides rare feature locations only to the nearest section, and may be reprinted, unaltered, in an environmental review document (e.g., EAW or EIS), municipal natural resource plan, or report compiled by your company for the project listed above. If you wish to reproduce the index report for any other purpose, please contact me to request written permission. The Detailed Report is for your personal use only as it may include specific location information that is considered nonpublic data under Minnesota Statutes, section 84.0872, subd. 2. If you wish to reprint or publish the Detailed Report for any purpose, please contact me to request written permission. For environmental review purposes, the Natural Heritage letter and database reports are valid for one year; they are only valid for the project location (noted above) and the project description provided on the NHIS Data Request Form. Please contact me if project details change or if an updated review is needed. Please note that locations ofthe gray wolf (Canis lupus), federally-listed as threatened and state-listed as special concern, and the Canada lynx (Lynx canadensis), federally-listed as threatened, are not currently tracked in the NHIS. As such, the Natural Heritage Review does not address these species. Furthermore, the Natural Heritage Review does not constitute review or approval by the Department of Natural Resources as a whole. Instead, it identifies issues regarding known occurrences of rare features and potential effects to these rare features. Additional rare features for which we have no data may be present in the project area, or there may be other natural resource concerns associated with the proposed project. For these concerns, please contact your DNR Regional Environmental Assessment Ecologist (contact information available at http://www.dnr.state.mn.us/eco/ereview/erg re~ioncontacts.html). Please be aware that additional site assessments or review may be required. Thank you for consulting us on this matter, and for your interest in preserving Minnesota's rare natural resources. An invoice will be mailed to you under separate cover. Sincerely, Oda Lisa Joyal Natural Heritage Review Coordinator enc. Rare Features Database: Index Report Rare Features Database: Detailed Report Rare Features Database Reports: An Explanation of Fields u n C M N 4. 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