8.2. SR 04-06-2015City of
Elk
River
Request for Action
To
Item Number
Mayor and City Council
8.2
Agenda Section
Meeting Date
Prepared by
General Business
Aril 6, 2015
Jeremy Barnhart, Deputy Director, COD
Item Description
Reviewed by
Gravel Mining Plan
Cal Portner, City Administrator
Reviewed by
Action Requested
Accept, by motion, the Gravel Mining Plan.
Background /Discussion
The Planning Commission completed its review of the 2014/15 Gravel Mining Plan for the 2,600 -acre
Development Reserve Area on March 24, 2015. The plan establishes land use goals, anticipated staging
of development, and the infrastructure necessary to serve this development. A presentation to both the
Planning Commission and City Council was provided on March 16, 2015.
The plan identifies two areas (Phase 1 and Phase 2) that are more likely to develop first, due to proximity
to city services, access, and conclusion of mining operations. The actual phasing of the mining area will
be based on property owner goals.
The first two phases, approximately 530 acres, propose to add 274 acres for housing (756 units), 119
acres of Highway Business (1,036,700 sq. ft. of commercial) and 133 acres (1,448,370 sq. ft.) of industrial.
Once the plan is adopted, the next step is to review the cost implications of these improvements, which
may influence changes to the land use plan.
Approval of the Gravel Mining Plan is not an amendment to the Comprehensive Plan, or a rezoning of
property. Those actions will occur at a later date.
Planning Commission meeting summary
Planning Commission questioned the scale of the development, reviewed the transportation impacts, and
noted that the action requested is not a rezoning.
The Planning Commission received comments from a property owner regarding the phasing of
development and the transportation plan.
Financial Impact
None
Attachments
March 24, 2015, Planning Commission packet
Gravel Mining Area Land Use, Transportation and Utility Plan
Land Use Table
P a w E A E U s r
NaA f RE]
Request for Action
To
Item Number
Planning Commission
5.1
Agenda Section
Meeting Date
Prepared by
Planning Items
March 24, 2015
Jeremy Barnhart, Deputy Director, Community
Operations and Development
Item Description
Reviewed by
Gravel Mining Plan
Reviewed by
Action Requested
Recommend, by motion, approval or denial of Gravel Mining Plan
Overview
Since the Comprehensive Plan in 2004, the City has recognized the importance of the 2,600 acres in the
north central portion of the community, much of which is currently being mined for gravel. In 2014, the
City commissioned a study of the area, seeking guidance in the review of potential land uses and perhaps
more importantly, the infrastructure needs to support these uses.
The City's consultant has prepared a plan to address these questions; this plan was introduced on March
16. Planning Commissioners received a paper copy of the plan earlier this week.
The Planning Commission is asked to review, provide comment, and accept the plan. From an accepted
plan, further study may be necessary, and eventually land use and zoning amendments will be presented.
Financial Impact
None
Attachments
None
P'UM €AEU 0V
Ali'
4
001i
Elk
River
Gravel Mining Area
Land U Transportation,
and Utility Plan
For Council Consideration
4.2.2015
4El�1� w Elk River Gravel Mmmgm Area Plm
Rv
Contents
Introduction.........................................................................................................................................4
Background..........................................................................................................................................6
StudyArea.................................................................................................................................................6
HousingNeeds..........................................................................................................................................6
EmploymentNeeds...................................................................................................................................7
Vision ..................................................................................................................................................8
Concerns and Unwanted Land Uses .........................................................................................................9
PropertyOwners Input.............................................................................................................................9
Analysis of Opportunities and Constraints ............................................................................................. 11
Utilities....................................................................................................................................................11
Transportation ........................................................................................................................................13
Existing Traffic Volumes and Capacity in Study Area..........................................................................18
Analysisof Alternatives .....................................................................................................................21
LandUse Scenario 1................................................................................................................................21
LandUse Scenario 2................................................................................................................................21
LandUse Scenario 3................................................................................................................................21
RoadwayOptions....................................................................................................................................25
Final Land Use and Roadway Plan...................................................................................................... 28
TransportationAnalysis ..........................................................................................................................33
UtilityAnalysis.........................................................................................................................................42
SanitarySewer System........................................................................................................................42
WaterSystem......................................................................................................................................44
FinalReclaim Grading Analysis ...............................................................................................................46
StormwaterAnalysis...............................................................................................................................49
Conclusion and Recommendations .................................................................................................... 51
RuralResidential Development ..............................................................................................................51
Phase1....................................................................................................................................................51
Utilities................................................................................................................................................51
Transportation ....................................................................................................................................52
Phase2....................................................................................................................................................52
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Utilities................................................................................................................................................53
Transportation ....................................................................................................................................53
Phase3....................................................................................................................................................53
Appendix A: Public Involvement Summary.............................................................................................55
Appendix B:Traffic Projection Process...................................................................................................56
Appendix C: Long Term Planning Analysis................................................................................................0
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Introduction
In 2014, the City of Elk River undertook a land use,transportation, and utility planning effort on the
2,600-acre gravel mining area in north Elk River. With previous planning efforts, this area of the city was
designated as "Development Reserve" but as completion of some of the gravel mining operations draws
near,the City wanted to be proactive in setting a vision and associated land use,transportation and
utility plan. The study area, shown in Figure 1, is situated in northern Elk River, between the northern
city boundary and County State Aid Highway(CSAH 33) 33 and along US Highway 169.
This plan seeks to address the following issues:
• What is the timing of the cessation of mining operations?
• What are the desired land uses for the area, post mining?
• How can the City work with the mining companies to establish compatible reclamation plans?
• What are the necessary right of way and road needs to adequately provide access to this area?
• What are the options for sanitary sewer and water service to this area and general locations of
this infrastructure?
• How much development can be supported through an extension of the existing sanitary sewer
and water systems, short-and long-term?
• How will access and visibility be managed?
• Are there ideal locations for regional stormwater management ponds or infiltration basins?
• How can this area accommodate future park and trail needs?
• How will neighboring incompatible land uses be protected?
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Background
Elk River is situated at the confluence of the Mississippi and Elk Rivers in Sherburne County, roughly 34
miles northwest of downtown Minneapolis. It is bordered by the City of Ramsey to the east, the City of
Otsego to the south, Big Lake Township to the west, and Livonia Township to the north. US Highways 10
and 169 and Trunk Highway 101 are the three main arterial routes that link Elk River to the Twin Cities
and Greater Minnesota.The current City of Elk River covers 44 square miles.The largest area of the city
was annexed in 1978 by the merging of Elk River Township.This expansion of Elk River provided the
capacity for recent development. Elk River has a station on the Northstar Commuter Rail line to
downtown Minneapolis.
Study Area
Existing land use in the study area is primarily mining, but there are also several hundred acres that are
open space, landfill, rural industrial, rural residential and parkland.The City's Comprehensive Plan,
completed in 2014,guided the property in the study area as "Development Reserve"to allow for future
land use planning efforts as mining activities are exhausted.The mining area also has a zoning overlay
guided as development reserve.The overlay allows the City of Elk River to plan for land uses in this area
before development pressure occurs.
Housing Needs
Elk River has experienced a significant change in population over the past 30 years, with more growth
expected in the future. In 2000,the population was 16,447, and in 2010 the US Census documented a
population of 22,974.The City of Elk River anticipates a total population of 34,890 by 2035, according to
the 2014 Comprehensive Plan. Historic growth patterns and future projections are shown in Figure 2.
Based on the population projections, Elk River will need to add more housing units to accommodate to
its housing stock in order to accommodate the additional population. Also, as the national trend of
decreasing household size continues, a variety of types and styles of housing will be needed to provide
options for smaller households. In 2010, Elk River had approximately 8,500 housing units. Based on
future population projections and trends in household size, an 4,000 housing units will need to be
planned for over the next 25 years.The Gravel Mining Study area could accommodate a large amount of
this planned growth.
6
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Population of Elk River
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35,000
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G 20,000 22,974 23,172
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1980 1990 2000 2010 2015 2035*
*Future population projection
Figure 2: Population Trends
Employment Needs
In 2010, Elk River's unemployment rate of 5.5 percent was slightly higher than the state average of
4.9percent and the Sherburne County rate of 5.3 percent. Elk River's median household income was
higher than both the state and county levels. The poverty level in Elk River was lower than both the
county and state levels. Currently, most employment opportunities in Elk River are in the business,
service, and sales/office sectors(Figure 3). These sectors comprise approximately 78 percent of the jobs
within the community. About 13 percent of jobs are in production or transportation sectors.
The City of Elk River could benefit from greater job opportunities in the production, distribution,
manufacturing industries. Furthermore, staff and residents expressed a need for this type of land use in
the gravel mining area.Therefore, a focus of this study will be providing opportunities for such
development. However, without residents, the need for employment is limited. Therefore, a balanced
approach to land use planning is needed.
•Management, business,science, 13%
and arts occupations
Service occupations 9% 37%
Sales and office occupations
•Natural resources,construction,
and maintenance occupations 26%
•Production,transportation,and
material moving occupations 15%
7
Figure 3: Employment by Industry
E- Elk River Gravel Mmmgmn Area Plm
Vision
Like the 2014 Comprehensive Plan, the gravel mining area plan outlined in this document reflects
current community interests and vision for the area. The community is setting a plan to follow so that
the vision becomes reality. As part of this study, a community visioning session, an online engagement
tool, and a series of focus groups were completed that included property owners, gravel mining
companies, City staff, Elk River Municipal Utility (ERMU) staff, the general public, and elected and
appointed officials.A list of the comments from all the input sessions is included in Appendix A.
Overall, input and feedback reflected a strong desire to have more land designated for industrial areas,
parks and open space, with less land dedicated to residential development. Another key priority based
on community input was the need to identify a vision, and stick with it to fruition. Conversely, some
input reflected the importance of flexibility to accommodate a variety of land uses that might be in
demand over a particular short-term period.
In summary, people wanted to see more jobs, retail options, and parks and open space.This study
includes all of these priorities. Figure 4 summarizes the comments received regarding desired land uses.
Below is a summary of the other important priorities for residents, property owners, and attendees of
community input sessions:
1. The plan needs to include a mix of uses (diversified) and have patience to see the plan through;
2. Identified industrial uses should be "clean" industrial—not heavy industry;;
3. The plan needs to provide adequate infrastructure—roads, trails, sewer, water, etc.;
4. Recreational uses—parks and trails with active and passive areas is important; and
5. Retail opportunities need to be more diversified than current"big box' options.
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Figure 4:Desired Land Uses
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Concerns and Unwanted Land Uses
The community also voiced land uses they would not like to see. "Dirty' industrial uses were clearly
rejected by community input. Members of the community were adamant that they did not want
pollution or noise from large industrial sites.They did not want anything that may have an undesirable
appearance. Community members also did not want to see more sprawl and congestion problems.
Some also mentioned that they would not like to see more big-box stores or retail centers in the area
due to their poor landscaping and low paying jobs. People also voiced concerns over design and layouts
of roads and utilities (no visual power lines or plants) as well as the costs associated with utility
extension. Many people mentioned the need for well connected, functional road ways that are easy for
traffic movement and way finding. Participants shared a concern over businesses having ample lot sizes
so that when a business grows, it has plenty of land to expand on.
Property Owners Input
In consultation with the property owners within the gravel mining area, valuable discussions related to
when mining operations would cease occurred.This information is summarized in Figure 5 below.This
information was consulted when developing the land use plan and, more importantly the phasing plans
for this study. Most of the gravel mining area will not be done mining for at least 15 years.
9
E�*k Elk River Gmwl Mmmg AT Pim
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Legend
Study Area S oundan-
Phasing Plan
-Landfill
- 20 plus years
- 15 to 20 years i
l0 to 15 years
1 TA
Next 5 years
Unknown
Not Mi ned
77 7 77
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Figure 5:Timing of Gravel Mining Cessation
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Analysis of Opportunities and Constraints
Utilities
The Elk River Municipal Utilities (ERMU) provides electric and water services to Elk River and
surrounding areas and is responsible for the construction, operation and maintenance of these systems.
The Utilities Commission serves as the governing body for ERMU. Wastewater treatment and storm
water management are the responsibility of the City Council and City staff.
Previous Planning Efforts
In 2013 the City underwent a study and investigation of the sanitary sewer system capacity. Sewer
capacity (or the lack thereof) influences the type and intensity(density) of development. It also
influences the timing and private and public costs to extend capacity to future developable areas within
the gravel mining area. While the study completed in 2013 addresses many of the questions pertaining
to capacity gained through expansion of the wastewater treatment plant and the financial implications
of making these improvements, continued study and analysis of the future sanitary sewer system will be
critical for future planning efforts. Figure 6 shows the area that was considered when sizing the
upgrades to the wastewater treatment facility.
The Comprehensive Plan includes information about the utility needs that the City of Elk River has now
and into the future. However, the limitations of the utility system influence the type, form and location
of future development.
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Urban Service Area
1 225TH AVER.
Future Development Inside Urban Service Area ?
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A sufficient water supply is also a fundamental prerequisite for community growth and sustainability.
Obtaining, protecting and distributing drinking water that meets health standards is one of the most
important functions performed by a community. In addition,water pressures must be maintained for
health, convenience, safety, and to meet multiple and simultaneous demands by local residents. It is
also important to maintain adequate water pressure and supply for fire protection.The City must
maintain and expand its present system to ensure reliability and meet increasing water demands and
quality standards. Much more study will be needed to analyze the particular improvements needed to
the water system to adequately provide water service to the gravel mining area; however this study
identifies high-level needs regarding lift stations, water towers, wells, and ideal locations for these
investments, and provides a phasing framework for planning ahead for these items.
Transportation
The transportation network provides access to the various land uses and amenities within a community.
It also provides connections to adjacent communities, the Twin Cities metropolitan area, and Greater
Minnesota. Because transportation, be it roadway,transit, or pedestrian/bicycle, plays a critical role in
how a community is served, planning for changes and upgrades to the network is an important part of a
small area plan. It also requires coordination and cooperation with multiple agencies to ensure that
transportation needs are being met. Unlike land use, over which the City of Elk River has sole
jurisdiction, the transportation network has multiple owners. Some roadways are developed and
maintained by the City, while others are controlled by Sherburne County or the Minnesota Department
of Transportation (MnDOT).The transit system and bicycle and pedestrian networks can also be
developed by the City and by outside agencies such as the County and the State.
Many of the City of Elk River's most important roadways are maintained by other agencies, such as US
Highways 10 and 169 (by MnDOT) and County Highways 1, 12, 13, 30, 33, 35, 40, 44, and 121 (by
Sherburne County).These roadways are maintained by other agencies because of the roles they play in
linking communities and other transportation facilities. US Highway(US) 169 is one of the state's most
important roadways. It provides a north-south connection through most of the state, including the City
of Elk River and nearby communities such as Zimmerman and Princeton to the north and to Ramsey,
Anoka and Champlin to the east. It also provides important links to nearby east-west and north-south
roadways, including US 10,TH 101, County State Aid Highway(CSAH) 33, CSAH 12, etc.
Previous Planning Efforts— US 169
Because of its role in the transportation network, MnDOT, Sherburne County and the City of Elk River
have invested significant resources in studying US 169 and developing long-term recommendations for
its ultimate design (freeway facility). These efforts have included identifying interchange and overpass
locations, as well as the supporting transportation network that is needed to accommodate future
changes in population and land use. These efforts began with the Interregional Corridor Study for
Highway 101/169 in 2002 and were further supported by the completion of an Environmental
Assessment/Environmental Assessment Worksheet (EA/EAW)for US 169 which was finalized in 2013.
13
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The EA/EAW indicated the need for interchanges at CSAH 33 and at 221st Street and included a concept
for an interchange at 221st Street (CSAH 33 already exists). The EA/EAW also included projected traffic
volumes for US 169 and nearby roadways in the future. These projections indicated that future volumes
on US 169 are anticipated to be in the range of 64,000 cars/trucks a day through the study area in 2030.
It should be noted that the future forecasts did not include the land use scenarios studied in this plan.
At the time the EA/EAW began,the study area was slated for mining and the intensity of development in
the immediate project area was less (based off of the previous Elk River Comprehensive Plan).
Improvements identified as part of the US 169 EA/EAW included the following:
• Ultimate six-lane facility(initially constructed as a four-lane freeway that can be modified)
•Auxiliary lanes and collector-distributor between Main and School Streets and School Street and 193rd
Avenue.
• US 169 is lowered (reduces reconstruction of local roadways that cross over the highway)
• US 169 is shifted slightly to the east near BNSF Railway
• BNSF Railway shifted
• Existing interchange at US 10/US 169/TH 101 is upgraded to better channel all movements
• Interchange at Main Street
• Interchange at School Street
• Interchange at Jackson/193rd Avenue and 197th Avenue (split diamond)
• Interchanges at 205th Avenue/CSAH 33 (already constructed)
• Interchange at 221st Avenue
• Frontage and backage roads
•Accommodations for pedestrians and bicyclists to cross both US 10 and the railroad
• Pedestrian and bicycle trails/sidewalks along crossings and frontage roads
All other public street and driveway access will be eliminated from the corridor, with access provided at
the interchange locations. Figure 7 shows improvements identified as part of the US 169 Environmental
Assessment. It should be noted that no funding has been identified for the US 169 improvements, nor
has any timeline been established for their construction. For purposes of this study, the proposed
interchange at 221st Avenue has been included as an improvement that would be constructed prior to
2040.
Previous Planning Efforts—Elk River Comprehensive Plan
Following the completion of the draft EA/EAW,the City of Elk River updated its own Comprehensive
Plan. As part of that effort, a future roadway network plan was developed that included new roadways,
some realignment of roadways and interchange information from the EA/EAW. Information from
Sherburne County's Transportation Plan helped to inform the City's Transportation Plan and the future
roadway network. Figure 8 shows the roadway network for the main transportation corridors identified
in the City's Comprehensive plan.
The future roadway network includes key routes identified by their functional classification. A
roadway's functional classification gives an indication of the relative importance of the roadway in the
14
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transportation network. Roadways that are classified as principal arterials are the most important
roadways—they generally link several communities within and beyond county borders and provide for
the greatest mobility. Access to these roadways is generally limited and speeds are generally higher.
These roadways can be freeways or expressways. Connections to other principal and minor arterial
roadways are important. Principal arterials are usually owned and operated by MnDOT.
15
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Figure 7:Identified Improvements for US Highway 169-From EA/EAW
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Figure 8:Proposed Roadway Network-from Comprehensive Plan
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Roadways classified as minor arterials are intended to provide links between two or more communities.
Access to these facilities is also limited, but not to the extent that it is on a principal arterial. Like
principal arterials, mobility or moving traffic is a high-priority. Generally other minor arterials and
collector roadways connect to minor arterials. Minor arterials are usually owned and operated by
MnDOT and the counties, although a few cities have jurisdiction over minor arterial routes.
Collector(both major and minor) roadways provide linkages to larger developments and community
amenities. They generally do not link communities to one another. Collector roadways generally favor
access to the system over mobility, but they try to balance to two competing needs. Collector roadways
are generally lower speed than the principal or minor arterial routes. Collector roadways are usually
owned and operated by cities, although counties have some of these facilities.
As can be seen in Figure 8, the roadway network in the Elk River Comprehensive Plan has a limited
number of existing and proposed continuous north-south and east-west roadways classified as collector
roadways or above. This is a result of previous development patterns and limited opportunities to
remedy those patterns without significant disruptions to existing neighborhoods and developments.
The lack of east-west and north-south connectivity within the community and the study area will result
in traffic being concentrated on US 169, 221st Avenue and CSAH 33 as well as Proctor Road (and its
extension) and the eastern backage road to US 169.
Information from the US 169 EA/EAW, as well as the City's updated Comprehensive Plan, was the
starting point for developing roadway alternative scenarios for this study. It should be noted that
coordination between the City, Sherburne County and MnDOT will be required to implement the
transportation improvements identified in this study as well as those in the US 169 EA/EAW and the
City's Comprehensive Plan.
Existing Traffic Volumes and Capacity in Study Area
Traffic volumes and existing intersection traffic control for roadways within the vicinity of the Mining
Area study area are shown in Figure 9.Table 1 lists existing roadway volumes by design type. Existing
traffic volumes on the primary routes in the study area are generally below their capacity. Roadways
below capacity (have less traffic than they were designed to accommodate)generally do not experience
significant congestion and generally operate at an acceptable Level of Service (LOS).
Table 2 shows general planning-level capacities for different roadway designs. The thresholds provide a
general understanding of when a roadway is likely to experience congestion. It should be noted that a
number of factors can influence the capacity of a roadway, including: speed, the amount of access, the
directional split of traffic, peak hour percent, saturation flow rates, and other factors that are not
reflected in the planning-level thresholds.
18
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Figure 9:Existing Roadways and Traffic Volumes
19
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Table 1—Existing Traffic Volumes
Roadway From To Design Existing Traffic
Volumes
US 169 CSAH 33 221st Avenue 4-lane rural 26,000
expressway
CSAH 33 Western study Western 2-lane rural 1,800—3,550
limits interchange roadway
approach area
CSAH 33 Western Eastern 4-lane divided 2,950—3,550
interchange interchange
approach area approach area
CSAH 33 Eastern The east 2-lane rural 2,150
interchange
approach area
CR 77 CSAH 33 South study limits 2-lane, rural Not reported
intersection
CR 121 CSAH 33 Eastern study 2-lane, rural 1,250
limits
Proctor Road Old CSAH 33 213th Avenue 2-lane, rural— 235
local road
221st Avenue CSAH 1 US 169 2-lane, rural— 800
local road
Table 2—Planning-Level Capacity Thresholds
Roadway Design Planning-Level Capacity
Two-lane, urban 8,000—10,000
Two-lane, rural 12,000—15,000
Two-lane, local roadway <8,000
Three-lane 15,000—18,000
Four-lane, divided 28,000—32,000
Four-lane, rural expressway 36,000
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Analysis of Alternatives
As part of this study, three land use scenarios were prepared, and input was collected from the general
public through an online poll, the members of the Park Commission, and at a joint work session with
Planning Commission and City Council.There were common components to the three scenarios,
including the parks and open space areas as designated by the Comprehensive Plan.Also, all three areas
anticipated the eventual limiting of access off of US 169 and an interchange at 221st Avenue.
Land Use Scenario 1
The first alternative offers a mix of land uses, with industrial being the primary land use as shown in
Figure 10. Commercial and light industrial is positioned close to US 169 to offer visibility to businesses
and easy access to employees and patrons.The highlight of this option is having a dedicated industrial
area in the first phase of development.The residential indicated in this scenario is urban residential and
is located on the far eastern side with some along a future collector on the western side. Residential is
minimized in this scenario.
Land Use Scenario 2
The second alternative, shown in Figure 11, provides the most commercial options, located primarily
along US 169. It also includes the most options for residential development, with a combination of rural
residential and residential on city services.This scenario provides options for high density housing (the
only option with that dedicated land use) in the northern portion of the study area. While a large
amount of land area is guided for industrial, it has the least of the three options.
Land Use Scenario 3
The key component of the third land use scenario(Figure 12) is a flex use land use district.This area
allows for a variety of land uses, based on the market demand and need. While including much area for
industrial and residential development, the flex use area allows for any type of development.The third
scenario also guides a large amount of area in the northern portion of the study area for rural industrial,
which acknowledges the need for immediate industrial development that does not have access to sewer
and water facilities for a number of years.
21
SCENARIO E�*k Elk RiverGmwl Mining Ama Plan
River
LAND USE
LEGEND
Open Space
Residential or NVU
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Highway Business
Industrial
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Landfill
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ElkRi F1k River cmvelMi�nnmrim
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Roadway Options
In addition to developing land use scenarios,this study included the development of two roadway
alternatives. These alternatives are based off of information contained in the US 169 EA/EAW and the
City's 2014 Comprehensive Plan. Input from the public, as well as elected and appointed officials, was
also used to refine the potential concepts.
Based on the changes in the overall collector and arterial roadway system in the recently revised
Comprehensive Plan, it was necessary to analyze whether the existing alignment of County State Aid
Highway(CSAH) 33 was appropriate.The removal of an east/west collector road west of the study area,
combined with the need for additional continuous north-south roadways through the study area,
necessitated a re-examination of the alignment. Figures 13 and 14 show Roadway Options 1 and 2.
Option 1 keeps the intersection of CSAH 33 and 205th Street at T-intersection.
Option 2 realigns CSAH 33 to intersect with Proctor Road.
Figures 13 and 14 show the proposed roadway network options for the immediate study area. It needs
to be understood that other roadway connections identified in the City's Comprehensive Plan (such as
the extension of 221st Avenue and Tyler Street) as well as the US 169 EA/EAW (such as the interchange
and access closures)will be needed to support the proposed development in the study area.
25
EV Elk River GmwlMmmgAr Plm
ver
a future Interchange
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26
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27
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Elk\, = F1k River cmvelMmmgnmrim
River`
Final Land Use and Roadway Plan
After discussion with Parks, Planning Commission, and City Council, and collecting input from the
general public, staff and property owners, a final land use and road scenario was selected.Taking most
of the aspects of the third scenario and choosing "Roadway Option 2" with some modifications, a final
land use and transportation plan was produced. Roadway Option 2 includes the re-alignment of CSAH
33,which would create an important east/west connection from US 169 through the study area.
The Final Land Use Plan for the entire gravel mining area is shown on Figure 15. Once selected, final
utility, transportation, and grading plans were completed, based on the preferred alternative. The Final
Roadway Option is shown in Figure 16,which highlights the new roadways needed.
Upon analyzing the constraints of the transportation and utility systems, a phasing plan was applied to
the preferred land use scenario to be strategic in identifying near-term and long-term investment needs
and to acknowledge that Elk River will not need to provide development opportunity in the entire 2,600
acres at once. When analyzing utility and transportation constraints and in discussions with property
owners, it was necessary to develop a phasing plan to provide the City with a realistic and
implementable plan that recognized the significant financial investments required to fully serve the
entire study area.
This study anticipates the needs for utilities, transportation, and stormwater infrastructure for "Phase 1"
and "Phase 2" (through 2040) as highlighted in Figure 17. Phases 1 and 2 are 724 acres, and have been
identified based on the anticipation completion of the mining operations. Below are the assumptions
used when calculating land uses and lot coverage for the purposes of analyzing transportation, utility,
and stormwater needs for the preferred land use scenario:
Acreage- Acreage Number Lot Coverage(% Lot Coverage(% Impervious
Phase 1 -Phase of and Square and Square Surface
2 Homes Footage)—Phase 1 Footage)—
Phase 2
Low density 136 0 204 30%
residential (1.5 u/a)
Medium density 138 0 552 45%
residential
(4 u/a)
Highway Business 78 114 20% 20% (993,168 75%
(679,536 sq.ft) sq.ft)
Commercial/Industri 178 80 25% 25% (871,200 75%
al Flex(50/50) (1,938,420 sq.ft) sq.ft)
Additionally, there is an opportunity for immediate, rural residential development in the areas
designated as "residential" on the eastern side of US 169.These areas could develop without municipal
utilities, if they were developed with the assumption that the homes in the development would
eventually connect to urban services (once available). Residential development should occur as cluster
28
EV Elk River cmwi Mmmg a�rim
ver
development on community septic systems that are designed to connect to the public wastewater
treatment system when available.
29
EV Elk hirer GmwlMmwgAmPlan
ver
Legend
Preferred Road Alternative
New
03
�Existing to be Removed 69 �
Existing to Remain
Future Interchange
Study Area Boundary
Future Land Use
D �
Open Space o
Low Density Residential
Medium Density Residential
M High Density Residential 221ST AVE\
M Highway Business
Commercial/industrial
Industrial
F
Lm M Rural Industrial
Landfill Restricted
r nH
i
r
8
121
m
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Figure 15:Preferred Land Use Scenario
30
U, Elk River Gravel Mwwg Arne Plan
p
0 Legend
3
Preferred Road Alternative 16 mz°
-IM New
Existing to be Removed
225TH
—Existing to Remain
Future Interchange D
Study Area Boundary o
45
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Figure 16:New Roadway Alignments
31
EV Elk River Gmwl IV mmg a1'Ca Plan
ver
Legend
Phase 3
rc
Future Land Use-Phase 1 and 2
-Open Space X169
Low Density Residential ?�,
cr ry
Medium Density Residential
.� 225TH AVE
-High Density Residential e1.
1
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m Study Area Boundary
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pha
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Figure 17:Phase 1 and Phase 2 Development Areas
32
ElkRi F1k River cmvelMi�nnmrim
ver
Transportation Analysis
Upon identification of the preferred land use and roadway plan, this study evaluated the amount of
traffic that would be generated and assigned to the roadway network.This section of the report
provides information on the future right of way needs and general transportation improvements. The
information contained in this section is at a high-level. Detailed information about the timing and
location of traffic control devices is not provided. As development occurs, the City can request traffic
studies from developers to show what traffic impacts (including need for additional roadway capacity
and traffic control devices) result from proposed developments. Appendix B of this report identifies the
process that was used to generate the overall traffic projections, assign it to the roadway network, and
account for existing traffic on roadways within the study area.
Future Traffic Volumes
The proposed land uses in the study area result in a significant amount of new development that will
add many trips to the transportation network in Phase 1 and Phase 2. The amount of traffic generated
will require investment in local, regional and state facilities. The sections below identify future traffic
volumes and the corresponding improvements needed to accommodate the proposed land uses.
The traffic volumes generated by the development found through the travel forecasting process and
generated by other background growth are shown in Figure 18, and the total ADT on the area roadways
is shown in Figure 19. Table 3 shows existing roadways that will be over capacity based upon future
development and background growth.
Table 3—Future Traffic Volumes and Capacity Problems
Roadway From To Design Future Capacity Segment
Traffic Above
Volumes Capacity
US 169 CSAH 33 221st Avenue 4-lane rural 36,000 Yes
expressway
CSAH 33 Western Western 2-lane rural 22,000 12,000— Yes
study limits interchange 15,000
approach
area
CSAH 33 Western Eastern 4-lane 42,000 28,000— Yes
interchange interchange divided 32,000
approach approach
area area
CSAH 33 Eastern The east 2-lane rural 12,000 12,000— At
interchange 15,000 capacity
approach
area
CR 77 CSAH 33 South study 2-lane, rural 9,200 12,000— Nearing
intersection limits 15,000 capacity
CR 121 CSAH 33 Eastern study 2-lane, rural 5,000 12,000— No
33
Elk. = FA River Gravel Mmmg Area PIm
River`
limits 15,000
Proctor Old CSAH 33 213th 2-lane, rural 17,500 <8,000 Yes
Road Avenue —local road
221st Ave CSAH 1 US 169 2-lane, rural 22,000 <8,000 Yes
—local road
As shown in the figures and Table 3,traffic volumes are expected to increase substantially based on land
uses within the study area and general growth in surrounding areas. Most of the growth is anticipated
to occur along US 169, CSAH 33 and 221st Avenue, with Proctor Road and CR 121 also expecting to see
increases in traffic as connections are made between CSAH 33 and 221st Avenue. Concentration of
traffic in these areas is a result of their proximity to the proposed land use changes as well as lack of
other continuous routes within the community.
34
E�*k Elk River Gmwl Mmmg A�Pim
ver
Legend
Study Area Boundary 69
BFuture Interchange
Development Area --
o °
u�
Projected ADT growth '"b N r`
(3,200) from proposed
development u \
Other background (800) =(12.9 po (700)
[3,800] growth from other [5600] !4
studies 0 (14,800 i 00]
Preferred Road Alternative
0
� New 0
�r Remove 00 G
zlM O
� Existing to
O �
O
M
r
s (13,900)__
f �
�!4 X000 I 77777777E777
_ I —r"
9 c c
CD
O
ao cw,aa� 13,100)
�r7s (34;000) [6,750]
4501
�0 C) >
CL 169w
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eem O O m
\ 77 ZA BREN TNYl�O Q r 199M i S 300tHr
+sar"
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Figure 18:Background Traffic Growth and Development Traffic Growth
35
ElkRiver Gravel Mmmgmn Area Pfau
'ver
Di
a
Legend
Study Area Boundary C 69
:e.a..i Development Area Ln
7,200
Projected ADTs with U')
proposed development JqD a
Preferred Road Alternative
3a New 7,200
Remove _
0
Eemove o �2i o 23100, 3,800
o --
0
C)
12,300 °C
nH
13,900
7� <-
o o
o
r9
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3
206T1
12,000
?p yr1
OO 421 j r
v
o D� d1pN0
CL zozNp Z�+
N 160
'Os
700TH Q
5
_ Q
w +sa,N Q G
09TH OP 7I C DREN7M.VOD N ,99TH 2 S
\ o
N 3 P� oil
�?
Figure 19:Projected ADTs-2040
36
Eli
ks. .= Elk River cmvelMmmgnmrim
River
Findings
Results from the travel forecasting process indicate that the existing roadway network will not be able
to accommodate future traffic demand without additional improvements to the area highway system.
The following summarizes findings related to the transportation network and access in the area of the
study area:
• The proposed land uses are more intense than current zoning and will result in more trips being
generated than previously identified.
• Interest by elected officials and the public included realigning CSAH 33 with Proctor Road.
• US 169, CSAH 33, Proctor Road, 221st Avenue, CR 121 and the proposed eastern backage road
need to function at a high-level in order to accommodate future traffic demand due to the lack
of supporting continuous north-south and east-west routes within the community.
• Improvements will need to be made to the local, regional and state transportation systems.
Coordination among the agencies to build the necessary improvements will be critical in
supporting proposed land uses.
• The City's Comprehensive Plan identifies a number of roadway extensions, new
alignments/routes and access management techniques that will need to be
incorporated into the future transportation network for the area.
• The US 169 EA/EAW identified the long-term need for an interchange at 221st Avenue,
construction of backage roads, extending Proctor Road to 221st Avenue, and for
upgrading US 169 to a freeway facility. These improvements are needed to support
proposed development in the area.
Without improvements to the roadway network, portions of the roadway network will be over capacity
(i.e., roadway will become congested). Existing roadways expected to experience congestion include:
• CSAH 33 in the entire study area
• US Highway 169 in entire study area
• Proctor Road
• 221st Avenue
• CR 77
Recommendations
To ensure that the roadway network will work over the long-term (at least until the development of
Phase I and 2 are completed), the following recommendations are made:
• Access on US 169 and on county roadways should be limited according to their functional
classification to preserve mobility and maintain safety. MnDOT and Sherburne County have
developed guidelines based on functional classification.
37
Eli
ks. .= Elk River cmvelMmmgnmrim
River
For US 169 this means that once an interchange is constructed at 221st Avenue, existing access
points between CSAH 33 and 221st Avenue will be closed.Additionally, it means that no new
access to US 169 will be allowed prior to interchange construction. If safety becomes a problem
at the existing at-grade access locations between CSAH 33 and 221st Avenue, MnDOT has the
right to close access.
For county roadways, access is more complex. Table 4 below shows Sherburne County access
guidelines for urbanizing areas. This information is from the County's Transportation Plan which
shows all of the study area as urbanizing. Please refer to the Sherburne County Transportation
Plan for additional details on access guidelines.
Table 4—Sherburne County Access Spacing Guidelines for Roadways in Urbanizing Areas
Area Type Functional Facility Intersection Signal Private Turn
Class Type Spacing Spacing Access Lanes
Full Right-
Median in/out
Opening
Minor Arterial Routes
Urbanizing Minor Divided % Mile 1/8 % Mile By Yes
Arterial Mile exception
or
deviation
only
Undivided % Mile 1/8 % Mile 660 feet Yes
Mile minimum
or subject
to
conditions
Collector Routes
Urbanizing Collector All % Mile NA % Mile 660 feet Yes
minimum
or subject
to
conditions
Local Routes
Urban Local All 300—660 feet As Spacing Yes
dependent upon warranted from any
block length intersection
should be
at least 330
feet
Rural Local % mile NA Spacing Yes
from any
intersection
38
Eli
ks. .= F1k River cmvelMmmgnmrim
River
should be
at least 330
feet
• The City of Elk River should develop its own spacing guidelines for local roadways within the
study area to ensure mobility and safety on its facilities.
• The supporting roadway network should be continuous where possible so that local trips can
avoid having to access US 169 in the study area.
• Intersection control will be determined as growth and development occur. Adequate space at
proposed roadway intersections should be preserved to accommodate future traffic signals
and/or roundabouts.
• Right of way along city, county and state facilities should be acquired or preserved in order to
ensure that adequate capacity can be provided for in the future, including opportunities for
pedestrians and bicyclists. As plats for development are submitted, the full right of way area
should be noted, not just the amount of right of way needed at the time of the parcel's
development.
Figure 21 shows the proposed roadway network needed to accommodate the Phase 1 and 2 planned
land uses, as well as those that would be needed beyond the 2040 timeline. As this area develops, it will
be important to include infrastructure for pedestrian and recreational bicycle movement by including
trail on one or both sides of each roadway.This translates into the following for right of way
preservation:
• Urban 2-Lane Roadway: 75 feet minimum. This allows for two travel lanes, turn lanes in both
directions at intersections, shoulders (including curb), a boulevard and a trail on one side of the
roadway. Assumes an eight-foot boulevard and a 10-foot trail. Accommodates between 8,000—
10,000 cars a day.
• Urban 3-Lane Roadway: 100 feet minimum. This allows for two travel lanes, a center turn lane,
shoulders (including curb), a boulevard and a trail on one side of the roadway. Assumes an
eight-foot boulevard and a 10-foot trail. Accommodates between 15,000—18,000 cars a day.
• Urban 4-Lane Divided Roadway: 120 feet minimum. This allows for four travel lanes, left-and
right-turn lanes at intersections, center median, shoulders (including curb), a boulevard and a
trail on both sides of the roadway. Assumes an eight-foot boulevard and a 10-foot trail.
Accommodates 28,000—32,000 cars a day.
• Urban 6-Lane Divided Roadway: 150 feet minimum. This allows for six travel lanes, left-and
right-turn lanes at intersections, center median, shoulders (including curb), a boulevard and a
39
Eli
ks. .= F1k River cmvelMmmgnmrim
River
trail on both sides of the roadway. Assumes an eight-foot boulevard and a 10-foot trail.
Accommodates approximately 40,000—44,000 cars a day.
• 221st Avenue Interchange: Preserve based on concept developed as part of the US 169
EA/EAW.
40
EV Elk River Gravel Mwwg Am Pim
ver
Legend
o
Future Interchange
Study Area Boundary 3
Future ROW Width a„ i
3-lane °'� ■
• - 3-lane beyond 2040 ° a X
■■..4-lane beyond 20400 I ci
4-lane
6-lane
Development Area
Sm
xf TrX
2
a
■
■
h� ■ e
f
zffrH ■ r
■
■
.............. .....■
1�TH � ■ z■erX
■
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xOTi'X y 2OrM ;
S
meTH
OLD CSa V
NO"
er
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202% g
MEgDONV,LLE \ D b11gG�
2001H •y 200TH i�'
188TH 2 ,rr
77 �t! Q �p�TM �2 S ZOOM
188 N aoDEwODD GG �B■T) O P
VON
Figure 20:Proposed Roadway Network
41
ElkRi Elk River cmvelMi�nnmrim
ver
Utility Analysis
Sanitary Sewer System
The final reclamation area grading plan shows that the study area will slope from a higher elevation on
the south end to significantly lower elevations in the northerly areas which make gravity service from
the entire gravel mining area to the existing WWTF infeasible. The very southerly portion of the study
area (south of Old CSAH 33) is located on the highest ground and may have the elevation necessary to
facilitate gravity flow to the City's sanitary sewer infrastructure, but the existing pipes with the urban
service may not have the capacity to collect and convey sewage to the plant. The existing system should
be fully evaluated to determine if sufficient capacity exists for conveyance of sewage from this portion
of the study area.
The existing (2014) operational capacity of the WWTF would not allow for treatment of sewage
generated in the entire study area. According to the Wastewater Treatment Facility Plan completed in
2013, upgrades planned for the WWTF will provide the capacity to treat wastewater generated south of
Old CSAH 33. At this time, additional upgrades to the WWTF to treat the remaining areas in the study
area have not been planned.
Growth will likely occur from south to north. A logical approach to providing flexible sanitary sewer
service to much of the developable area would be a gravity system that conveys flow to the low areas
and a major lift station at that point to pump wastewater flow into the collections system. To facilitate
the use of lift stations capacity improvements in the existing trunk system will be necessary or an
interceptor sewer to the WWTF will be required to provide the necessary collection and conveyance
capacity. Another approach may be temporary lift stations until such time that the investment in a
trunk sewer to the north, a major lift station in the north, and a forcemain back to the south is
warranted. Potential locations of lift stations are indicated in Figure 22.
42
EV* r.tk hirer cravelMmwgAmPlan
ver
0
�. Rice
Legend
Proposed Roadway ' ° $o
♦Future Pressure Flow o 0 16 c
N ,
-4-Future Gravity Flow b i1— -1030
,1040
Mining Area Boundary �_ 990!� �" 980 0
M Existing Sanitary Lift Station °m° ' 9,o 0
• Existing Sanitary Manhole
d �►Existing Sanitary Gravity Pipe
--►Existing Forcemain
-Future Lift Station Location
��0.. fp .moo r.��.�■/1■ ����h��
0 0
20-Year Growth Area(WW Capacityl 95p o°." ° )0 9,90
°
9
!■
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Rim=1004 69 101 1�90o Rim=995 65
Inv=984.27 $ In =983 25
0 9L?o Rim=929.26 .. G 16� 0 1040
Inv=899.87 0 o
950 c,,• Rim=934.29 q
Inv=927 59 a 90
�' Pipe Size=8" 9
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9 moo° 0�o Pipe Size=8"
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moo °' 9p0� mot o1°� �b 930 s 9
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p o
Figure 21:Sanitary Sewer Improvements
43
Eli
ks. .= F1k River cmvelMmmgnmrim
River
Water System
Slopes from south to north will not be a constraint for water system development, unlike that of the
sanitary sewer. Based on the high ground elevations in the southern portion of the study area and the
pressure in the existing system, it will be necessary to create a higher pressure zone. A water tower will
eventually be needed to provide adequate pressure to the high ground areas and fire flow volume for
the remaining study area. Depending on the extent and pace of development, a second water tower
could be sited further to the north to provide additional fire flow volume.
Based on the size of the study area, several additional wells and water treatment plants (WTPs)will
need to be constructed to provide for the water demand of the area.The timing of the wells and WTPs
will be dictated by the pace of development. Because of landfilling activities in the area, care will have to
be taken in the siting of new wells.The recommended phasing of this improvement is discussed in
further detail below.
Initially water should be provided to the initial expansion areas by a pumping station that pumps water
from the existing system. The pumping station may need to pump continuously to maintain pressure, if
feasible.The area would require a standpipe with a booster station. After there is sufficient
development to warrant it, a water tower should be constructed. Wells and WTPs should be constructed
when water demand warrants their construction. Following construction of the wells and WTPs, the
pumping station could be retained as an emergency means of providing water to the expansion area.
Potential locations of a water tower or booster station site are indicated in Figure 23.
Assuming 80 to 100 gallons per day usage for residential development, and 800 to 1,000 gallons per acre
per day for highway business, and 1,000 to 1,200 gallons per acre per day for commercial/industrial flex,
the following water and wastewater needs were identified to serve Phase 1 and Phase 2.
Acreag Acreage- Homes Population Avg water Water usage Total water usage
e- Phase 2 usage(g/d) range(g/d) range(g/d)
Phase Phase 1 Phase 2
1
Low density 136 0 204 569 80-100 45,520 to
residential (1.5 (per person) 56,900 g/d
u/a)
Medium density 138 0 552 1540 80-100 123,200 to
residential (per person) 154,000 g/d
(4 u/a)
Highway Business 78 114 NA NA 800-1000 62,400 to 91,200 g/d to
(per acre) 78,000 g/d 114,000 g/d
Commercial/Indus 178 80 NA NA 1,000-1,200 178,000 to 80,000 g/d to
trial Flex(50/50) (per acre) 213,600 g/d 96,000 g/d
TOTAL 530 194 756 2,109 409,120 g/d to 171,200 g/d to
acres acres units people 502,500 g/d 210,000 g/d
44
EV Elk River Gravel Mwwg Am Plan
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a o
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45
ElkRi Elk River cmvelMi�nnmrim
ver
Final Reclaim Grading Analysis
One of the priorities of the study is to provide final reclaim grades to assist the mining companies in
preparing their sites. It is important to note that the scope of the study does not provide the detail
necessary to facilitate contours for final development, but does provide guidance for the area.
There are several obstacles that could inhibit broad scale changes in final reclaim grades including the
existing transmission towers, cell towers, and existing roadway systems primarily on the southerly
portion of the study area. The re-location of these transmission lines and towers should be examined as
the property around it develops, given the challenges with grading around these areas. Another
inhibiting factor is the multiple adjacent property owners as well as the varying degrees of reclaiming
and property use. Without a common understanding and partnership between the property owners,
both public and private, it may be difficult to accomplish broad scale grade changes throughout the
study area.The grading plan provided with the report does take into consideration the proposed
roadways as well as the stormwater management areas. To provide a more thorough final reclaim
grading plan, further discussion with the stakeholders in the study area will be necessary.
Recommended final reclamation grades are shown on Figure 24. A zoomed in version of the southern
area of the same map is shown in Figure 25.
46
E�*k Elk River Gmwl Mmmg A�Pim
ver
° 1p3o 0
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Legend r
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940 IL
Mining Area Boundary �O °
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Figure 23:Final Reclamation Plan
47
E�*k Elk River GmvelMmrogAreaPlan
ver
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1'� !
Legend o
Mining Area Boundary
v
E,wi,ro d wberem d
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•'i i tsisdng Roads
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Figure 24:Final Reclamation Plan-Zoomed In to Southern Portion
48
ElkRi Elk River cmvelMi�nnmrim
ver
Stormwater Analysis
Trunk Highway 169 generally forms the drainage divide for the Elk River Gravel Mining Area. Proposed
development on the west side of TH169 travels overland to the west to the existing system of county
ditches. Flow in the ditches travels south through Woodland Trails Park to Upper Orono Lake. Upper
Orono Lake is listed as impaired by the Minnesota Pollution Control Agency (MPCA)for
nutrient/eutrophi cation biological indicators. Upper Orono Lake connects to Lower Orono Lake, which
is also impaired for nutrients. The lakes discharge into Elk River(impaired for E coli)which finally
discharges into the Mississippi River(impaired for PCB in fish tissues). The east side of the Gravel Mining
Area travels east to a system of county ditches that outlet into Trott Brook. Trott Brook is not currently
listed by the MPCA as impaired.
Based on the Sherburne County Natural Resource Conservation Service (NRCS) Soil Survey the soils in
the study area are generally characterized as hydrologic soil group (HSG)A. The existing land use is
primarily gravel/sand mining, with woods and agricultural land use along the edges of the study area.
When development occurs, the MPCA National Pollution Discharge Elimination System (NPDES)
Construction General Permit requirements must be met. The City of Elk River and Sherburne County
currently do not have any additional stormwater requirements.
The ponding footprints shown on Figure 26 provide best locations for considering regional stormwater
pond opportunities and would generally meet the NPDES Permit requirements for development within
Phases 1 and 2.
Due to the high infiltration potential of the existing soils, it is recommended that infiltration be utilized
for meeting the stormwater requirements. Existing depressions where gravel mining is occurring are a
good potential location for regional stormwater ponding, as shown on Figure 26.These sites were
selected based on the proposed grading plan (existing low-lying areas) and the direction of existing
drainage.
49
EV* Elk hirer crawlMmwgAreaPlan
ver
950 rn _ 1pap o rn o
'o
o °o goo
Legend
minim Proposed Roadway Sao °o o f g j
Existing Roadway
ado 1030
♦General Drainage Pattern a 0 990 °
.96.0 �-0
�Mining Area Boundary D
�'o Existing County Ditch System
� 91
Stormwater Treatment Area
►� ♦ °
980 ,
o C f
X40 � OFO ^ r
980
'opt
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Figure 25:Stormwater Improvements
50
4El�1� w Elk River Gravel Mmmgm Area PIm
Rv
Conclusion and Recommendations
Given the size of the study area, and the significant investment needed for sewer, water, stormwater,
and transportation to adequately serve the final land use scenario, a key recommendation from this
study is to identify and prioritize needed investment by phases. Phase 1 is that area immediately
available for development,where existing infrastructure can be used, analyzed, and expanding upon to
adequately serve development. Phase 2 is an area that has completed mining operations, and therefore
is available for future development, however, requires significant infrastructure investment. Phase 3 is
the remaining portion of the site, which will not be done mining for at least 20 years.
Rural Residential Development
There is an opportunity for immediate residential development in the areas on the eastern side of US
169. Any development that is allowed without sanitary sewer service should be designed as a cluster
development, with a community septic system.This will allow for immediate residential development
and easy connection in the future, once utilities are available.
Phase 1
Phase 1 is the area generally expected to develop first (in 0 to 15 years), and is shown outlined on Figure
17.This area is approximately 530 acres in size, and consists of 274 acres of urban residential and 256
acres of commercial and commercial/industrial flex space.This study anticipates the majority of the
immediate demand for development to be low or medium density residential, but also acknowledges
the desires of the community to have an industrial park area to provide jobs, tax base, and business
expansion opportunities within Elk River.These 256 acres will accommodate approximately 679, 000
square feet of new commercial opportunity around the interchange of CSAH 33 and US 169, and almost
2 million square feet of commercial or industrial development.
Utilities
Portions of this area can most likely be immediately served by the sanitary sewer pipes located in close
proximity to the Phase 1 area, although further detailed study would clarify the exact amount of
capacity and the exact location to access that trunk line. When upgrades were made to the Waste Water
Treatment facility, the majority of Phase 1 was included in the capacity calculations, making Phase 1 the
most feasible for immediate development without the need to increase capacity at the facility. Given its
location on a portion of high elevation, it is possible this area could be served by gravity sewer with no
lift station needed. However, it should be noted that the capacity of the sanitary trunk lines that serve
this area was planned to provide capacity to future development to the west of the study area.
Should development occur to the west prior to development in the study area, the following
improvements may be needed to adequately provide utilities to Phase 1. More detailed study will be
needed as development is proposed.
• A trunk line extension from the wastewater treatment facility extending from the existing Waste
Water Treatment Plant to the Phase 1 area.
51
Eli
ks. .= F1k River cmvelMmmgnmrim
River
• In the short term, a water pumping station could be utilized that pumps water from the existing
system.The pumping station would pump continuously to maintain pressure, which should be
retained as an emergency means of providing water to the expansion area.
• As development warrants, a water tower will be needed during Phase 1.
• Additional wells and a water treatment plant (WTP) should be constructed when water demand
warrants their construction.
• Utilize existing grades to consider regional stormwater ponds.
Transportation
With the first phase of development, the City should try to preserve the right of way identified in Figure
21 as plats come in and as other improvements are made. In terms of development, it is expected that
the more intensive uses will occur near CSAH 33 and the US 169 interchange.
As a result, it is expected that the following transportation improvements will be needed by the end of
Phase 1:
• Converting CSAH 33 to a four-lane, divided roadway from Ranch Road connection through the
intersection with CR 121. This upgrade should allow for the eventual conversion to a six-lane
roadway. It may be that the roadway is built to a six-lane facility but striped as a four-lane until
such time as funding is available to widen the interchange bridge and its ramp terminals.
• Construct Proctor Road as a three-lane roadway(at a minimum) north of CSAH 33 to the
connection with 221st Avenue. It may be that the roadway is widened enough to accommodate
the eventual four-lane divided facility but is striped as a three-lane roadway.
• Construct Proctor Road as a four-lane, divided roadway south of CSAH 33 through the southern
development area of Zone 1.
• Construct 221st Avenue as a four-lane divided roadway from Proctor to the US 169 intersection.
The County and the City should continue to monitor the development situation—the timing of
development and funding availability for some of the improvements may dictate that the roadway
configuration for 2040 be built by the end of Phase 1.
Phase 2
While Phase 1 has relatively good access to existing infrastructure, significant investment will be needed
both publicly and privately,to provide transportation and utility access to Phase 2. Based on input from
mining companies, mining is already completed in this Phase 2 area, and could be made available for
immediate development. Phase 2 is 194 acres total, and is guided for industrial and commercial uses.
This area could net 800,000 to 900,000 square feet of industrial and business/commercial space. Its
location located near an interchange allows for either type of development to be successful in that area.
Its location does not access the needed infrastructure to develop and the timing of development will be
dependent on the completion of mining operations (and subsequent development) of areas south of the
Phase 2 area.
52
Elk. = FA River Gravel Mmmgmn Area Plm
River`
Utilities
Utilities are not immediately available to Phase 2 or 3, and significant investment, either public or
private, will be needed to serve this phase. Additional capacity will be needed for the wastewater
treatment plant, as well as the trunk lines to serve that plant. Several more wells and water towers will
be needed, and detailed projections will be needed to determine the number and amount of such
upgrades. From a utility standpoint, Phase 2 and 3 could be planned for concurrent through a detailed
Utility Study.
Transportation
With the second phase of development, the City should preserve any right of way it was unable to
obtain during Phase 1 in order to limit additional costs to the City, County or State.
In terms of development, it is expected that the more northern areas will develop which will put
increasing traffic pressure on 221st Avenue, US 169, Proctor Road and needed backage roadways on the
east side of US 169. In addition, it is anticipated that CSAH 33 will be expected to have additional traffic
demands due to background growth and development that was not completed in Phase 1.
The following improvements are expected to be needed by the end of Phase 2:
• Convert CSAH 33 to a six-lane, divided roadway from Proctor Road through the CSAH 33
interchange
• Upgrading the interchange at CSAH 33 to accommodate six lanes.
• Construct an interchange at 221st Avenue.
• Construct 221st Avenue east of the new interchange. It should be constructed as a four-lane,
divided roadway to at least the backage road connection.
• Construct eastern backage road as a three-lane roadway to CR 121. It may be that the roadway
is widened enough to accommodate the eventual four-lane divided facility but is striped as a
three-lane roadway.
• CR 121 from the new frontage road connection to CSAH 33 should be upgraded to a three-lane
facility. It may be that the roadway is widened enough to accommodate the eventual four-lane
divided facility but is striped as a three-lane roadway.
The City will need to monitor Proctor Road north of CSAH 33. As traffic volumes approach 18,000 daily
trips, congestion and safety may indicate the need to widen the roadway to four lanes.
The county and the city should continue to monitor the development situation—the timing of
development and funding availability for some of the improvements may dictate that additional capacity
should be constructed (four-lanes on Proctor, CR 121 and eastern backage road) at the time the other
improvements are made.
Phase 3
The remaining portion of the gravel mining study area is shown in Phase 3. Most of this area will not be
readily for develop for at least 15 years (post 2040) and does not have access to utilities. However, this
53
Eli
ks. .= Elk River cmvelMmmgnmrim
River
study identified general right of way, possible regional stormwater ponding areas, and outlines general
needs for utilities, as shown on Figures 21, 22, and 23. In Appendix C, an analysis is included that
summarizes the total estimated daily usage for sewer and water (gallons per day), broken down by
phase.Also included are the total trips per day for each phase.This data can be used to better
understand long-term impacts on infrastructure of developing the entire study area. It is recommended
that more in-depth studies occur for this area as development occurs in Phase 1 and Phase 2 in order to
best prepare for infrastructure needs in Phase 3.
54
ElkRi F1k River cmvel� nmrim
ver
Appendix A: Public Involvement Summary
This appendix includes a summary of the information the city received through the public involvement
efforts conducted as part of this study.
55
Summary from Visioning and Property Owner Meetings
Top Priorities
MIXED USE/CLUSTER/LAND USE AND ZONING
• That families are not"forced"to sell or property values would plummet because of poor use of the space.
• That "cluster" homes are not built, which would then need more school space, thus increases needs for additional
taxes.
• Create an area that attracts both businesses and residential development alike
• Land use—zoning
• Zoning
• Planned use, highway/streets, water-ground-quality
• Divide the area into areas/types of development. We need Big Lots for industrial use—maybe on one side of area =
east of 169 & businesses/restaurants/parks/trail on west side
• Overreaching goals and layout. Pre-planned placement of land uses that make sense for the terrain, soils, location,
etc.
• Patience
• Patience
• Patience
• Don't focus on urban sprawl. Keep natural areas and maintain park space. Put those into plan first. Keep space for a
possible community solar project.
• Keep living there for the foreseeable future.
• Well planned, cohesive, room to accommodate growth (infrastructure capacity)
• buffer zones for R, Retail @ interchanges,
• Build it big enough to accommodate growth
• We want to move, but our property seems unsellable because of mining and hwy
• Diversification of development
TRANSPORTATION/INFRASTRUCTURE
• That what is seen by 169 traffic is still beautiful. I don't like that we can see (& smell)the landfill when you pass by it.
• Infrastructure-utilities
• Traffic
• Strong transportation system
• Highway/street plans to accommodate projected use of area
• Water/sewage plans—avoid runoff. Keep water quality in mind
• Well thought out transportation routes, connected streets yet open layout. Make plans for utility connections.
• Comprehensive land reclamation plan for existing and future gravel mine operations with a implementation plan to
preserve above.
• City water and sewer
• Pedestrian and bike ways.
• Mass transit.
• Transportation routes—Vehicular-Pedestrian-mixed use
• Don't want city sewer or water where we live until we are elsewhere
• Enhancement of traffic flow since 101 & 169 are already suck a MESS
• Future proposed streets,frontage roads and intersections.
NATURAL RESOURCE PROTECTION/MORE PARKS/TRAILS
• Parks,trails, ball fields, new ice arena
• Create an area that attracts both residents and nonresidents while maintaining a natural setting
• Trail and parks
• Park/playground for the housing/city
• Parks
• Any development to be environmentally friendly
• Preservation of wooded land
• Clean energy.
• Preserve existing residential property values with substantial buffer zones around existing and future gravel mining.
• Clean technology business—move away from garbage related industry—energy related
JOBS
• Employment (jobs)
• Corp. campus/business Park
• well-payingjobs
• Large business campus
• Jobs—keep people in town- well paying.
• Jobs
• How about trying to lure large corporate office for a significant sized company to call home
• Build tax base thru commercial and industrial uses. Strong business infrastructure will lead to strong job
development.
EXISTING LAND USES-KEEP OR PHASE OUT?
• No Landfill expansion into area
• Protection of gravel mines and the hours they operate. They need to continue to operate even as development
moves in around them.
• Possibly mine with adjacent property.
• Stop gravel mines now.
MORE RETAIL
• Retail shops ( Cabela's, sheels, ect.) Something we don't currently have.
• Fine Dining restaurants
• Big Retail
• Possibly sell for commercial or residential development.
• Leave room for natural future development for businesses that support above uses. IE: places for employees to
shop-run errands on breaks; restaurants for entertaining clients
EDUCATION OPPORTUNITIES
• Sufficient educational options if residential development is planned
• Possibly a community college
• education
• Community college!?
• New schools to support growing residential areas
BE LIKE MAPLE GROVE
• Mini Maple Grove
• Maple Grove
• Like what they did with the mining area in Maple Grove
ADD RESIDENTIAL
• Large acreage residential
• Mixed housing (residential, townhomes, cluster housing)
Likes
Retail Opportunities
Retail
Room for business to grow
Commercial development
Increased Commercial Area
Retail Development
Close to shopping
Restaurants
Retail
That we have schools and stores in one place (close in town)
Shops- Boutique style
Retail Centers
Job Opportunities
Well-paying jobs
Industrial
Light industrial
Energy related business
High tech businesses
Light industrial
Industrial Area: Big Lots!
The Housing
Cluster Development
Preserve current residential property values
Mixed housing
Residential
Schools (if needed)
Increased Residential Area
Small community feeling
High end housing
Housing—multiple units
Parks and Trails
Parks
Parks
Trail systems
Parks
Parks and Trails
Trails for Walking/Biking
Park System Expansion
Would like the space to remain "natural" habitat
Trails
More parks (expansion of park area behind Meadowvale)
Trails
Parks
Recreation-motorsports
Recreation-sports fields
Keep some wooded areas
Park land developed (playgrounds, playing fields)
Parkland-open space
Wild life
Trees
Parkland
After being mined, massive tree planting and wildlife naturalization
Dislikes
Landfill
Expansion of the dump
Dump
Landfill expansion
No gravel or landfill here. (seen by 169 traffic)
Expansion of landfill
Housing Development
Sprawl
Schools mixed w/business parks
No more town homes (clusters)
No more housing developments (clusters of homes)
Land divided up into very small lots for hundreds of homes
Cluster Development
Retail
Big box stores
Heavy industrial businesses
Fast food chains
No retail development
Retail development
Need more restaurants (lack of options)
Don't push retail—allow it to follow biz use
Heavy Industrial
Any businesses that would be a huge drain on water, such as ethanol plants
No power plants
More power lines
Gas/oil pipelines
Factory industry
Heavy industry
Planning
Implement existing gravel land reclamation first
Substantial buffer zone around existing and future gravel pits
Poorly laid out/ poor use of land Ex. Hwy 10 East at 169
Lack of landscaping
Transportation
Crooked Streets
Congestion
Traffic
Key Strategies the City Should Employ
• Make easy transportation a first priority
• Open minded-innovative
Openness & outside the box
Do what's best for the citizens of Elk River
• Build parks and trail system first, and build around that
Great transit planning
Preserve as much environment as possible
Focus on jobs and economy
Keep ERX park
• Jobs that pay enough to sustain single family
Zoning efforts
Housing coexists with big business
• Community input taken seriously then, planned based on input
• Start budgeting now—city parks, other necessary property for streets, utilities, ect.
Put natural areas on place now. Determine .... Possible and lay it out across the area.
Encourage at least one big employer(college, business campus, manufacturer)to move here.
Sustainability—renewable energies, smart utility planning, green space.
• Proactive land reclamation of existing mining and land fill sites, prior to any future development (for
mining/Landfill expansion)
• Figure out how to reduce the cost of development especially SAC/WAC fees- look to future growth of business
to cover some cost IE improved property value raise property tax base
Don't harness business with unrelated expenses such as park fees
Develop pro-business economic development policies
• Allow flexibility
• Implementation of an effective mass transportation system
This company made Elk River their corporate home
• Patience
Stick to the plan
Preserve what needs preserving
Acquire what needs acquiring
mindmixer PROJECT REPORTS Idea Report 14
Survey: Gravel Mining Area
Question: What types of land use should be considered for the gravel mining area?
Retail Commercial : 6
Residential, Single-family lots : 3
Industrial (Employment) : 8
Residential, Townhomes : 2
Residential, Apartments : 1
Other Commercial : 5
Parks or other public land : 7
Question: Which land use management principle should be used when developing the
gravel mining area?
The property owner/developer should be allowed flexibility in proposing a variety of
differing land uses : 6
The city should take an active role in planning what uses are best for the area. : 5
Comments
Number of Comments 0
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mindmixer PROJECT REPORTS Idea Report 8
Topic Name: Attend our upcoming Visioning Session!
Idea Title: A full master plan is needed to guide this area.
Idea Detail: The plan purpose should be to develop an overall reclamation or final grading
plan. The plan aslo needs to consider sizing and development of transporation infrastructure,
storm water utilities, waste water utilities and any other necessary utilities. None of these
items should be looked at independently. Close coordination of reclamation or final grades
and all of the infrastructure and utilities will be required to provided for the successful
development and serve the future needs of this area. The plan also needs to recognize the
sand and gravel deposit that is being mined. This is a valuable natural resource. Owners and
operartors need to be able to fully utilize these deposits base on market demand.
Idea Author: Mike C
Number of Seconds 0
Number of Comments 0
Idea Title: Retail, much like Maple Grove
Idea Detail: The core being higher end retail space, large and small. Mix in designed office
space for businesses, possibly corporate head quarters of a higher end company.(?) The next
ring, higher end neighborhoods, single family homes as well as townhomes with trails
connecting to the retail area. Tucked away, warehouse space and possibly small
manufactures.
Idea Author: Rich C
Number of Seconds 0
Number of Comments 0
Idea Title: Look for innovative approaches that other cities have used
Idea Detail: Take a look at high tech jobs and business growth in places like San Antonio,
Greeley Colorado or Round Rock Texas where there is still a local town feel and great job
growth.
Idea Author: Debbi R
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mindmixer PROJECT REPORTS Idea Report 1
Topic Name (Instant Poll): Top Priority
Idea Title: Developing a mix of land uses
Number of Seconds 6
Idea Title: Responding to the market demands
Number of Seconds 3
Idea Title: Preserving the natural environment
Number of Seconds 2
Idea Title: Other
Number of Seconds 2
Idea Title: Minimizing traffic conflicts on 169
Number of Seconds 1
Idea Title: Developing more retail services
Number of Seconds 0
Idea Title: Developing more housing alternatives
Number of Seconds 0
Comments
Number of Comments 3
Comment 1: As someone that has the gravel pit in my backyard. I welcome so piece and quite,
all day long all your here is glasses rattling in your cabinet from the machinary now that they've
gotten so close to Top of the World park. I would like to see a nice destination park put there
that includes tubing with lifts, some bunny hills, mountain bike trails to complement all the
cross country skill trails next to it. Being that Elk River is really the edge of the Twin City
suburbs you'd be able to get all those that live north of Elk river of 169 to come enjoy winter
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mIndmixer PROJECT REPORTS Idea Report 2
and summer at a park of this type. All to often I find myself going to Three River parks for
these types of things. I By Troy J
Comment 2: It should be a combination of developing a mix of land uses with the ability to
respond to market demands. I By Mike C
Comment 3: Open up more opportunities for Industrial and Business Park Development. I By
Debbie H
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mindmixer PROJECT REPORTS Idea Report 3
Topic Name (Instant Poll): Top Land Uses Poll
Idea Title: Agree
Number of Seconds 4
Idea Title: Disagree
Number of Seconds 4
Comments
Number of Comments 2
Comment 1: 1 don't necessarily agree it should be limited to parks/natural space and industrial.
A full mix of land uses would be more approriate. I By Mike C
Comment 2: Feel free to leave your comments about why in this comment space!
I By Breanne R
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Topic Name: Land Use
Idea Title: A place to grow a business that has great jobs
Idea Detail: Let's let people work near where they live
Idea Author: Debbi R
Number of Seconds 0
Number of Comments 0
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Topic Name: Our Envisioned Future
Idea Title: Commercial, residential and industrial.
Idea Detail: Land along 169 should be commercial and office buildings. The east side should
also include a residential component moving from mixed use to cic's/townhomes to single
family housing. The west side should be industrial.
Idea Author: Lynn C
Number of Seconds 0
Number of Comments 0
Idea Title: residental and park with commercal on 169 corridor.
Idea Detail: No mining or industrial please.
Idea Author:jerry L
Number of Seconds 0
Number of Comments 0
Idea Title: Put in a splash and waterside park.
Idea Detail: This would be a great stop for people going up north in the summer. Make it one of
the biggest parks in the area,
Idea Author: guenther S
Number of Seconds 0
Number of Comments 0
Idea Title: Historic Landmark or Nature Reserve
Idea Detail: I would love to see more nature, trees animals, and pay tribute to the site's historic
relevance. Let's tell our future generations that we appreciate our green way of life.
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Idea Author: Jess N
Number of Seconds 0
Number of Comments 0
Idea Title: Truck routes
Idea Detail: I believe that there should be some restrictions regarding gravel and hauling trucks
and the routes which they use. Many come down Cty. Rd 1, a 2-lane road while Hwy.169, 4-
lane road, is relatively close. Additionally when the trucks get into ER proper, the road is, in
my opinion in terrible shape and constantly needs pot hole repair. I am sure the heavy trucks
contribute to this disrepair. Safety issue with the number of schools along route also.
Idea Author: Howard A
Number of Seconds 0
Number of Comments 0
Idea Title: We desperately need industrial commercial space to develop jobs
Idea Detail: High tech, green, clean jobs with an eye to the future job growth. Transportation
corridors are also important to make sure there is not additional congestion due to new
development. Look beyond our city limits and be aware of plans that are being formed in
Zimmerman, Baldwin and Livonia
Idea Author: Debbi R
Number of Seconds 0
Number of Comments 0
Idea Title: Industrial & Commercial Use that adds jobs
Idea Detail: We are in desparate need of more industrial &commercial space to bring in new
business with new clean tech, well paying jobs. Enough with the low end jobs. Let's bring our
people home to work. This will help lower property taxes for everyone because it's spread out
among more. It will also attract new residents which helps all of the service businesses
already here. With this type of use, it should also attract some retail and restaurants nearby to
support the workforce there. We are energy city, let's develop this into something unique and
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mIndmixer PROJECT REPORTS Idea Report
not just another shopping district.
Idea Author: Debbi R
Number of Seconds 0
Number of Comments 0
Idea Title: We need more commercial & industrial space to be developed
Idea Detail: Commercial & industrial space can/should lead to more jobs in the area. They can
also help lower property taxes for everyone. We need to create something innovative and not
be a copycat of other places - time to look outside the box and stop comparing ourselves to
Maple Grove. Sticks & Bricks retail is not an up trending option, job will always be needed.
Clean, tech, energy related jobs with great wages will also bring in residents to live here and
enjoy the quality of life we have.
Idea Author: Debbi R
Number of Seconds 0
Number of Comments 0
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Number of Seconds 0
Number of Comments 0
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Topic Name: Where's your property?
Idea Title: This is my house, where I live.
Idea Detail: what is going to happen with my home?
Idea Author: Tiffany J
Number of Seconds 0
Number of Comments 1
Address: 11667 235th Ave NW 55330, United States
Comment 1: Hi Tiffany. Thank you for your comment. Based on your location on the map, it
looks like you might be outside of the study area. Give me a call, and I can discuss it with you.
I can be reached directly at 763. 635.1034. 1 By Jeremy B
Idea Title: This is where I live.
Idea Detail: My Home
Idea Author: Troy J
Number of Seconds 0
Number of Comments 0
Address: 12157 Ridgewood Dr NW 55330, United States
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Survey: Alternatives Analysis
Question: Which of the Land Use Alternatives Do You Prefer?
Land Use Option #1 : 2
Land Use Option #2 : 2
Land Use Option #3 : 3
Question: What was your top reason for choosing the option you chose?
I feel like we need more large businesses in Elk River. This option would
provide businesses that people will be able to easily view as they drive
through our town.
It's a better mix of uses and does not include high density housing.
Lesser of 3 evils. Possible modifications ... (1) the southern portion of the
Rural Industrial area (more adjacent to 221st) may be more appropriate as
Industrial; (2) perhaps change the SE Industrial area (the one between the
two Highway Business areas) to Flex Use- I don't know if it might be better
to have a complete Highway Business stretch vs breaking it up with
industrial. The Flex Use currently shown may be a good place for hi-density
residential at the 205th intersection.
My home is directly adjacent to the affected area. I would rather be in a
residential area rather than surrounded by industrial buildings.
Residential is further removed from the landfill downwind zones. No high
density residential zones.
Question: What did you dislike about the other options?
#1 - not enough Highway Business potential. #2 - putting High Density
residential adjacent to the landfill may be a problem ---at least until all the
methane gas gone. Also needs more industrial and Rural Industrial
High density housing
I cannot imagine someone wanting to live so close to the landfill -even after
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mindmixer PROJECT REPORTS Idea Report 12
it's capped. The buffer provided by options 1 & 3 seem a bit more realistic.
I felt as if the businesses would be hidden and felt as if having a residential
area right next to a major highway would be a bad idea. We need some more
higher end neighborhoods and most of those are off the highway a little bit.
Option #1 - I don't want my home to be in an industrial park. Option #2 -The
"flex use" option scares me because who knows what it will end up being.
Question: Do you have any other comments to share?
I look forward to seeing more about timing of the project.
I would like to see larger businesses as well as popular food chains in our
area. We need something that sets our town aside rather than just the basic
businesses we have here now.
Is this process being guided primarily by public responses or by the
consultant's expertise? Is the consultant able to determine what the long
term viability of the different uses is? It's all well and good to want a lot of
Highway Business but if that will never be a viable use, we should know that
and plan accordingly. Also-a LONG term plan is needed ... not just filling it
up quickly. If we really want retail/dining, that may take many years ... we
need to be patient.
Regardless of the scenario chosen, I'd like to see more green/open space
included. There are many wild animals in the area that will be displaced with
development.
The open space along the rail corridor should be expanded.
Comments
Number of Comments 2
Comment 1: Thanks for your comment Troy. Here is a link to the existing Comprehensive Plan:
http://www.elkrivermn.gov/DocumentCenter/View/1522
Page 38 of the document shows the existing land use, which is primarily gravel mining
operations. I By Breanne R
Comment 2: Is this truely to scale? If so it looks as if you are suggesting to re-purpose some
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mIndmixer PROJECT REPORTS Idea Report 13
of the existing top of the world park to a different land use which causes me great concern.
For clarity would it be possible to include a diagram that show the current land use and road
for comparison? I By Troy J
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Elk`, -� Elk River Gravel Mmmgmn Area Plm
River'
Appendix B: Traffic Projection Process
Daily traffic projections were developed to assess the roadway facilities needed to support traffic by the
proposed land uses. In order to estimate the traffic impacts of the proposed land uses within the study
area, it is also necessary to understand the expected background traffic growth. The traffic projection
process consists of the following:
• Existing traffic volumes
• Background traffic growth
• Trip generation -site-generated traffic
• Trip distribution of site-generated traffic
• Mode choice
• Traffic assignment of site-generated traffic
More detail on these steps is provided in the paragraphs below.
Existing Traffic Volumes
Existing traffic volumes are shown in Appendix B—Figure 1. As noted on the maps, volumes on US 169
in the study area range between approximately 26,000 and 31,000, with the higher volumes
concentrated closer to CSAH 33. Traffic volumes on CSAH 33 range between approximately 2,000 and
4,000 cars a day, with the higher volumes on the west side of the interchange. These volumes are below
the capacity of the roadway, so congestion on this route is fairly limited. Volumes on the remaining
roadways within the study area are generally below 1,000 cars a day. Traffic counts were from 2013
MnDOT Traffic Flow Maps and generally represent traffic data collected between 2011 and 2013.
56
Eli
ks'. -= Elk River c7avel Minmn Area Plau
JI
River��
- I
W ;J
4f Legend °
ma
Study Area Boundary 169
4050 Average Daily Traffic Volume
225TH
Intersections AVE
All Way Stop-Controlled ?�po N
P
Side Street Stop-Controlled. I O
O
US Highway 800 O
s
0
County Roads n1sT
AVE
O
21 TrH
AVE `111 H
217TH
AVE
AVE
CIO 0,arc 213TH 890
o AVE
— \9 -q 1? 121
0
0-'1 1j%N AtTM /1,P� 5
� N2O
ti
y L )
C
2 C -
U SN 208TH
20�E H AVE
P i
0 207TH ° N
AVE ; w
206T N \a
r Mf p0 285 2,150
0
5p 2A�E _
Vc a u
z
yR0
202ND
y�•^ENO AVE
169 "
AVE
O O,
n 201ST
O Vr VNj
P
O AVE
A
?? / \ Ow z
_ > Y 200TH
BRENTWOOD•LN M �pVE'G S AVE
RIOG A
N < .�$ iWOOD.OR H N`4`t98TH�z o�'ic. �i w
B'F A 3P 4 AVE j q 'J� f9gTN
Appendix B-Figure 1:Existing Traffic Volumes
Eli
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River
Background Traffic Growth
Traffic volumes for the year 2030 were forecasted as a part of Sherburne County's Transportation Plan.
This plan was completed in 2007—at a time when growth was just starting to slow and the economy
was starting to decrease. However,the data used to complete the County's plan (including 2030 traffic
forecasts)were developed when the economy was robust and growth in traffic had been occurring. This
is reflected in the MnDOT Traffic Flow Maps for the time period between 2000 and 2013. The end result
is that traffic volumes in 2013/2014 are very similar to the traffic volumes in 2007. Because economic
growth was limited between 2007 and 2014, it is expected that the traffic growth originally projected for
2030 is likely to occur at a later time. The 2030 forecast traffic volumes produced in 2007 more likely
represent 2040 year forecasts.
The traffic forecasts on US 169 produced for the County Transportation Plan included some growth in
the proposed mining area development. Because this is the case, the trip generation caused by the
proposed land uses for US 169 in this study is assumed to be somewhat accounted for in the County's
Transportation Plan as background traffic growth.
Trip Generation
Information from the proposed land uses in the study area is used to determine the amount of new trips
generated by the proposed development versus what existing land uses currently generate.Trip
generation is estimated by applying trip generation equations found in the Institute of Transportation
Engineers'Trip Generation Manual to the amount of commercial, industrial, residential, and other
useable space within the development area.
Trip generation rates in the Trip Generation Manual are given for stand-alone developments and do not
differentiate between the source of the trips (new trips versus existing trips that are diverted due to the
proposed development) and thus need to be adjusted to account for these factors.Three main trip
generation adjustments are generally used to account for these factors: internal trip reduction, trips
between analysis zones, and pass-by/diverted link trip adjustments.
Internal trip reduction captures the amount of trips that originate at one component of an analysis zone
but terminate at another component in the same zone. Some examples of internal trip might be a trip
from one retail store to another retail store in a shopping center or a lunch trip from an office to a
restaurant located within the same group of buildings. Internal trips are most frequent in
retail/commercial and mixed-use areas.According to guidance from the Trip Generation Manual, an
internal trip reduction factor of 20 percent was applied to each zone with commercial uses present.
Trips between analysis zones are caused by trips traveling from one analysis zone to another without
leaving the study area using roadways within the study area. For example, a trip between zones might
include a person traveling from an office located in Zone 4 to a restaurant located in Zone 1 for lunch.
NCHRP Report 684 includes data on the amount of trips that are attracted between land uses of various
types within a study area (e.g., residential-to-retail trips or office-to-restaurant trips), and this data was
used to estimate the amount of trips that would travel between analysis zones in the study area. After
58
Eli
ks. .= F1k River cmvelMmmgnmrim
River
analyzing the trips between the different proposed land use types in the study area, it was determined
that approximately 12 percent of the trips generated by the proposed land uses would be destined for
another zone within the study area. Appendix B—Table 1 shows the amount of trips between each
analysis zone in the study area.
Appendix B—Table 1:Trips Between Analysis Zones
Zone 1 Zone 2 Zone 3 Zone 4
Zone 1 2,600 1,360 780
Zone 2 1,400 1,260
Zone 3 600
Zone 4
TOTAL 1 8,000
Pass-by and diverted link trips are caused when a trip that would normally take one route without
stopping at an intermediary point between its origin and destination is now persuaded to stop at the
proposed land use as an intermediary point on its journey. A pass-by trip refers to when the proposed
development causes a trip from an adjacent roadway to make an intermediary stop at the development.
A diverted link trip refers to when the proposed development causes a trip from a non-adjacent
roadway to make an intermediary stop at the proposed development.These trips are counted in the trip
generation and are added to the access points to the development, but these trips are not generated on
top of the traffic volumes already present in the roadway network. Pass-by/diverted link trips generally
occur in commercial land uses. An example of a pass-by/diverted link trip is stopping at a grocery store
on the way home from work when one would normally go directly home from work. In the study area,
pass-by/diverted link trips are expected to be generated from existing trips using US Highway 169, CSAH
33, and Proctor Road. A pass-by/diverted link trip rate of 48 percent was applied to all highway
commercial areas using guidance from the Trip Generation Manual.This rate was reduced to 18 percent
for commercial/industrial flex areas.
The study area was broken up into four analysis zones as shown in Appendix B-Figure 2.The trip
generation rate (including the internal trip reduction, trips between analysis zones, and pass-by/diverted
link trip adjustment)for each zone is shown in Appendix B Tables 2 through 5.The tables also show the
assumed land uses and trip generation within each land use type. Appendix B—Figure 3 shows the total
trips generated by each zone as well as the new trips that will go to areas outside of the development.
59
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Legend
m=
Study Area Boundary
q 225TH AVE
Preferred Road Alternative 5
Development Area ate°
F
N
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F
yam
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Zone 3 L 'F one A
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g
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10 �zV,AVE
r§ AVE
201St 201ST ~
pVE N
m q 200TH AVE 2vQ, w
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Appendix B-Figure 2:Traffic Analysis Zones
ElkRiver crave=Mmmgmn Area Pfau
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Preferred Road Alternative
0P
Development Area
_ 225TH AVE
r�
, Future Interchange
�F
Total trips generated by
26,200 zone(includes pass-by/ z
diverted link trips c
ST AV
trips between zones) 221 E �
New daily trips to
(11,500) external nodes
generated by
aE
development zone
217TH AVE 217Try AVE
217TH AVE 1 16,400
26,200 (6,100)
N
0:
Q 213TH AVE-
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30,800 (21,300)
O 202ND
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x
20's" 201
y AVE AVE U� w
m y 200TH
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Appendix B-Figure 3:Total Trips by Zone
Eli
ks. .= F1k River cmvelMmmgnmrim
River
Trip Distribution
Trip distribution refers to the assignment of new trips to the surrounding roadway network. For this
development area, trips were distributed to/from the roadways identified in Appendix B—Figure 4.The
trip distribution was based on assigning traffic proportional to existing ADT volumes from MnDOT traffic
volumes maps for nearby roadways. Engineering judgment also determined that this trip distribution is
feasible. As would be expected, most of the trips (80 percent) are assigned to US 169. Approximately 10
percent are assigned to CSAH 33 and the remaining is distributed to other nearby roads.
62
ElkRiver Gravel Mmmgmn Area Ptm
'ver
z°
Legend y
Study Area Boundary 169
le�le
US Highway
Development Area O 225TH AVE
� M
<X Trip Distribution RD 1%ql
F
Preferred Road Alternative y 1%
T---+
---� Future Interchange a -• ---1 4%
r 2215TAVE ,
r
m L �
9�
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AVE
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9 0
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Appendix B-Figure 4:Trip Distribution
Eli
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River
Mode Choice
Here, trips between a given origin and destination are split into trips using different modes of travel
including public transit and personal vehicles. Facilities and opportunities for transit are not expected to
be provided in this area when the site is developed.There are no programmed local transit services
identified and the Northstar Commuter Rail Station is too far for people to walk. Pedestrian and bicycle
facilities are expected to be provided with development; however, the trips taken by bicycle or on foot
are expected to be negligible compared to the amount of vehicle trips generated.This is consistent with
other similar developments. As a result, mode choice is expected to remain similar to today.
Traffic Assignment
The final step in the process assigns the actual trips to specific routes. These routes are first determined
based on the shortest travel times between origins and destinations. The assigned trip volumes are
then compared to the capacity of each link to determine which links, if any, are congested. If a link is
congested, and nearby routes are not, the trip was shifted to provide a better balance on the existing
and proposed roadway network.
64
Appendix B- Table 2: Zone 1, Phase 1, West Half Trip Generation
Trip G11,11fill R.1t,(1) Trip Gr.rr.t�d �1.I I I�Tpl.-Ilhra HZI, Tripa Trip.11-r-Za.. yDivr1rd Li.k Tnir, N-Tripa�.-trd T.E.t1r-I
Zone 1-Phase 1 West Half Trip Generation
136.0 acres Daily 9.52 4.76 4.76 1942 971 971 388 194 194 233 117 116 - - - 1,321 660 661
I,ow Density 204 units AM Peak Hoar 0.75 0.19 0.56 153 38 115 20% 31 8 23 12% 18 5 13 .% 104 25 79
Residential
(1.5 units/aue) PM Peak Hour 1.00 0.63 0.37 204 129 75 41 26 15 24 15 9 139 88 51
Medium 138.0 acres Daily 9.52 4.76 4.76 5,256 2,628 2,628 1,051 526 525 631 315 316 3,574 1,787 1,787
Density 552 units AM Peak If- 0.75 0.19 0.56 415 104 311 20% 83 21 62 12% 50 12 38 0% 282 71 211
Residential (4 units/acre) PM Peak Firm 1.00 0.63 0.37 552 348 204 110 70 40 66 42 24 376 236 140
Daily 57.66 28.83 28.83
_ _ _ _ _ _ _ _ _ _ _ _ _ _ _
Iial-ft it(5) 0.0 acres AM Peak Hoar 7.54 6.23 1.31 20% 12% 0%
_ _ _ _ _ _
PM Peak Hour 7.81 1.75 6.06
Daily 427.08 213.54 213.54 - - - - - - - - - - - - - -Highway 0.0 acres AM Peak Hoar 28.73 18.05 10.68 - - - 20% - - - 12% - - - 48% - - - - - -
Business(6)
PM Peak Hoar 47.87 22.83 25.04
_ _
Commercial/ Daily 295.76 147.88 147.88 31,350 15,675 15,675 6,270 3,135 3,135 3,762 1,881 1,881 4,514 2,257 2,257 16,804 8,402 8,402
Industrial 106.0 acres AMPeak HOar 21.73 14.41 7.29 2,304 1,531 773 20% 461 306 155 12% 276 184 92 18% 332 221 111 1,235 820 415
Flex(7) PM Peak Hoar 33.83 11.73 22.10 3,586 1,213 2,343 717 249 468 430 149 281 517 179 338 1,922 666 1,256
Irk nlp ueoe Daily 21,699 10,849 10,850
Iz)xlutem.1 rdp aeaum-Du ets moue 6yappll eo®...,lude 11.1-11.1-i.z 111 rdp ueueanou xaoa600kme Eaeloo. TOTAL NEW TRIPS GENERATED TO EXTERNAL NODES: AM Peak Dr. 1,621 916 705
137%P as-ey/Div n T.,= a is uses- ps etween.nnes.value taken nom ge vass-ey/Diverted un ps one in PM Peak Dr. 2,437 990 1,447
la)vass-ey/olrerrea uuknlps=%sass-ey/ol.enea uotnlps z(raps ueueatea-Internal nlpsl
Is)m urtnal lane us anon assumes zsxeam Of ueueai uzM1t mausmal,IOeusmal van,maoueaa a Ware6ouselaaausesatzs%Floor-aea aano
Is)xi mess muau ranon assumes na%ueoeal orOCe,ao% oter,ro%zesrauaot,ane sox sank Jana uses at zo%FlOOr-area zero
1>)mmmemiaVloaustualFlm,laud us pq anou assumes I.gh.y amess aua aecrmeem o els7 aua le7 at zs%Floor-Area xano
Appendix B-Table 3:Zone 2,Phase 1,East Half Trip Generation
l
Low De¢sify 0.0 acres Daily 9.52 4.76 4.76 - - - - - - - - - - - - - - -
Reaide¢tial Ouvits AM Peak Hour 0.75 0.19 0.56 - - - 20% - - - 12% - - - 0% - - - - - -
(1.5 uuita/acxe) PM Peak Hour 1.00 0.63 0.37
Medium 0.0-Daily 9.52 4.76 4.76
Density 0 uvi1a AM Peak Hour 0.75 0.19 0.56 20% 12% 0%
_ _ _ _ _ _
Reaide¢tiBl (4 a ilata ) PM Peak Hour 1.00 0.63 0.37
Daily 57.66 28.83 28.83
I¢dustrial(5) 0.0 acres AM Peak Hour 7.54 6.23 1.31 20% 12% 0%
_ _ _ _ _ _
PM Peak Hour 7.81 1.75 6.06
_ _ _ _ _ _ _ _ _ _ _ _
Daily 427.08 213.54 213.54 33,312 16,656 16,656 6,662 3,331 3,331 3,997 1,999 1,998 12,792 6,396 6,396 9,861 4,930 4,931
ELghway 78.0 acws AM Peak Hour 28.73 18.05 10.68 2,241 11 ,408 833 20% 448 282 166 12% 269 169 100 48% 860 540 320 664 417 247
Dusi-(6)
PM Peak Hour 47.87 22.83 25.04 3,7341 1,781 1,953 747 356 391 4481 214 2341 1,434 684 750 1,105 527 578
Commercial/ Daily 295.76 147.88 147.88 21,2941 10,647 10,647 4,259 2,129 2,130 2,555 1,278 1,277 3,066 1,533 1,533 11,414 5,707 5,707
I¢dustrial 72.0 acres AM Peak Hour 21.73 14.44 7.29 1,5651 1,040 525 20% 313 208 105 12% 188 125 63 18% 226 150 76 838 557 281
I17ez C/) PM Peak Hour 33.83 11.73 22.10 2,4361 845 1,591 487 169 318 292 101 191 351 122 229 1,306 453 853
I1)Tdp G... r6 W,aaB(resise�oaq ar per aoe lag omer:� Daily 21,275 10,637 10,638
(z)%mtemal rdp xeaaama retetaaad byapplyiog angmeedagiadgmeMmrables T.raea T.z oflrkrdp Gerreanoe Haeanad�zed Emnae. TOTAL NEW TRIPS GENERATED TO EXTERNAL NODES: AM Peak Hour 1,502 974 t 528
(B)%Paaaaymi.erced liokrdps=rA%xpereent�e ofarea peraere ofwmmerual a:e:-%t.ip:betwren:ooes.value ralrea hom a.K.-age of Pas-ay/oi.enes uaktnps PM Peak Hour 2,411 980 1,431
found in 6noppingfsnrerland use in Table s.6 d IIETrip Genera¢on Handbook]nd edition.
(4)Pa By/Div dHnk Trips=%P.,By/DNercealink Tdpsx(Trips Ganereted-Internal Trips)
Is)Indurtdal land use tdpgeneratian assumes 25%eadi of General light Indurtdal,Indurtdal Park,Manufactumg,and Warenouse land uses at]5%FloorNea Baia
(6)Hignwa vn esslan du setripge nerationassumes40%GeneraltNfce,E A.ppingC l.,rB%Bertaua.andrB%Bank1andusesat20%F1oorArea Baba
1>l fnmmanaaVlnanaaial He,laN nretdpgeneraHan asnme,sv%Hignway amines ana so%lnaartrial lava nae.a.a ued ie cote,lsl aea(sl at zs%floor-area xam
Appendix B-Table 4:Zone 3,Phase 2,West Half Trip Generation
zone 3-Fhaae z weal Dale Tr:P Generanan
Low Devsity 0.0 acres Daily 9.52 4.76 4.76 - - - - - - - - - - - - - - -
ResiDmitl Ouvits AM Peak Hour 0.75 0.19 0.56 - - - 20% - - - 12% - - - 0a/o - - - - - -
(1.5mits/acre) PM Peak Hour 1.00 0.63 0.37
Medium 0.0 acres Daily 9.52 4.76 4.76
Devsity Ouvits AM Peak Hour 0.75 0.19 0.56 20a/o 12% 0%
_ _ _ _ _ _ _ _ _
Residential (4,HdWa¢e) PM Peak Hour 1.00 0.63 0.37
Daily 57.66 28.83 28.83 4,612 2,306 2,306 922 461 461 553 277 276 3,137 1,568 1,569
Industrial(5) 80.0 saes AM Peak Hour 7.54 6.23 1.31 603 498 105 20% 121 100 21 12% 72 60 12 01% 410 338 72
PM Peak Hour 7.81 1.75 6.06 625 140 485 125 28 97 75 17 58 425 95 330
Daily 427.08 213.54 213.54 28,188 14,094 14,094 5,638 2,819 2,819 3,383 1,691 1,692 10,824 5,412 5,412 8,343 4,172 4,171
Highway 66.Oacres AM Peak Hour 28.73 18.05 10.68 1,896 1,191 705 20% 379 238 141 12% 228 143 85 48% 728 457 271 561 353 208
Business(6)
PM Peak Honr 47.87 22.83 25.04 3,160 1,507 1,653 632 301 331 379 181 198 1,214 579 635 935 446 489
Commercial/ Daily 295.76 147.88 147.88
_ _ _ _ _ _ _ _ _ _ _ _ _ _ _
Industrial 0.Oacres AM Peak Hour 21.73 14.44 7.29 20% 12% 18%
_ _ _ _ _ _ _ _ _
Fl..(7) PM Peak Honr 33.83 11.73 22.10
II)TnmPtGe.m.ael aN-W, Daily 11,480
z)% 5,740 5,740
rnp Neaaama rezeraaad nyapPlyieg eegmeenagiad�eMmranles T.raea T.z oFVErnp Geaeanoe rvaeanad�zea Emnae. TOTAL NEW TRIPS GENERATED TO EXTERNAL NODES: AM PM PPeak Hour 971 691 280
I3)% aa-gymi.�erced liokrnps=rA%xpemen[�e ofarea peraere ofwmmerual a:e:-%nips betwrea:ooes.value ralrea 6om a.K.-age of Pas-Ity/oi.ertea uaktnp:foxed eak Hour 1,360 1 541 819
in-ppmg ante,land use in Vole 5.6 of RE Tnp Generation Haodmok 2nd edaiao.
(6)Pass-ay/Oiverted link Tnps=%Panay/0'vrerted link Taps%(Tops Genereted-Imemal Taps)
(s)Indurtnal land use tnpgeneration asumes 25%eadi of General light Indunnal,Indurtnal Park,Manufactun�g,and Warenouse land uses at 25%FloorNea Naha
(6)Hi�wa vness land usetripgenaation assumes 4096 General IXfice,4aw5napgng CC�rcer,10%Nestauant,and l0%Bank land uses at 2096 FloorArea Naha
p)mmmeraaVlaaaatrcal He.iaad aretnpgeae,avon asama saw rvignway easiaes aaa so%iaaan,ial load aaa a.a ued is ooze,lsl aaa(Gl at zs%Hoo,-area Nam
Appendix B-Table 5:Zone 4,Phase 2,East Half Trip Generation
L.RRd U� �TRW L,,d U,, Trip C�....it,,R(1) Trip,G.....1,d --I Trip I T-t.-..Trip.-it.!:d--r Trips Trips Brtw-Z.- -RY-i (4)d Et.-W Ntrrk
0.0 acres Daily 9.52 4.76 4.76
Low Density O units AM Peak Hour 0.75 0.19 0.56 20% 1". U?o
Residential
(1.5 units/a¢e) PM Peak Hour 1.00 0.63 0.37
-Medium 0.0 acres Daily 9.52 4.76 4.76
Density 0 RRits AM Peak Hour 0.75 0.19 0.56 20°0 12% U.o
Residential (4 units/acre) PM Peak Hour 1.00 0.63 0.37
Daily 57.66 28.83 28.83
Industrial(5) 0.0 acres AM Peak Hour 7.54 6.23 1.31 20% 12% U.o
PM Peak Hour 7.811 1.75 6.06
Daily 427.08 213.54 213.54 20,500 10,250 10,250 4,100 2,050 2,050 2,460 1,230 1,230 7,872 3,936 3,936 6,068 3,034 3,034
Highway 480acres AM Peak Hour 28.73 18.05 10.68 1,379 866 513 20% 276 173 103 12% 165 104 61 48% 530 333 197 408 256 152
Business(6)
PM Peak Hour 47.87 22.83 25.04 2,298 1,096 1,202 460 219 241 276 132 144 882 421 461 680 324 356
C.-rciaF Daily 295.76 147.88 147.SS
_ _ _ _
1.d..list 0.Oacres AM Peak Hour 21.73 14.44 7.29 20% 12% L8%
_ _ _ _ _ _ _ _ _
Fl-(7) PM Peak Hour 33.831 11.731 22.101 1
(I)Tdp Ge..-Rate pernmt lre,idenua0 or perarre loll otters) Daily 6,068 3,034 3,034
(2)%mtemal Tdp aednamn rare mood byaplyi.g englneednglndgmentmTah 7.1 and T.2 4H6 Trip Genemtinn Handbook tad Edmon. TOTAL NEW TRIPS GENERATED TO EXTERNAL NODES: AM Peak Hour 408 256 152
I31% sa-ay/tM.ened uakrdp:=6o%xperxemage of area pe.acre of�mmereialare:-%tdps betweea:ories.valae taken fiom a.emge of Passsy/oi.erced uak trips foaad PM Peak Hour, 680 324 356
in 56 pping-1-land use in Table 5.64-Tdp Generetian Handbook 2nd edition.
I•)P-,I,,Ilirerted linkTdpz=%Pas,-0y/Dry l,d Link Tdp,X(Tdpz Generated-Interval Trips)
I511nduznial land uzetdp generation assumes 25%eadi of General Hgtt Industrial,Industrial Park,Manufaaudng,and Waretouse land uses at 25%Floor-Prea Ratio
I6)Higtwa sinesz land use Mpgenerationassomesl0%Gen Ol_EUM56oppingfsnter,-Rertaorant.and-Banklandosesat2D%Floor-Men Ratio
I7f Cammere�l/indurtrial Flex land use trip genemtian aswmez SV%Higtway Business and 50%lndustdal land uses asdescribed in notes I5)and(61 at 25%Floor-Area Ratio
Appendix C: Long Term Planning Analysis
This appendix includes a summary of the sewer and water usage and trip generation resulting in full
build-out of the study area. This information should be used for planning purposes and has not been
modeled to determine the exact location and sizing of needed infrastructure. Its value is to indicate the
relative impact that development will have in northern Elk River over the next 50 to 100 years.
Specifically, the sewer and water usage is calculated by using average user rates (100 gallons per day per
person for residential, 1,000 gallons per day per acre of commercial, and 1,000 gallons per day per acre
of industrial). These assumptions are using the high end of average uses, and vary depending on the
exact type of users. For example, certain industrial users may demand a high amount of water usage for
their operations.
Also, the total trips generated from this study area include all trips entering and leaving the phase three
area, which will be distributed onto various roadway networks in and around the study area. The
numbers for Phase 3 have not been distributed to the network and do not include background traffic
using the roadways. However,there has been a 20% reduction applied for internal network trips. While
this detailed modeling work has been completed for Phase 1 and 2, it is not practical to complete this for
Phase 3, due to the validity of the model and the uncertainty of long term land use patterns, both within
and external to, the study area.
A � ��� i°°��"�a�atrwl � g atxorees` ' �reree�eal ta�=gaa �a� otxomea` io���9mm�t�ea �ta�s9�a
Land Use area: oreree..I �a ^"•'a iaai A
Resitlennal 11s u/al 13fi 204 0 0 o o o o 404 606 0 o 590
mea/xgM1 tlensiry reitlenxal� 138 0 552 fl o 0 0 0 79 Hs fl o 79
I.gh.y 1 si 78 114 0 993,000 0 534 0 4,652,1p0 fl
0 579,000 0 725
g y mess/inaaztaalne 178 80 0 435,600 104 0 566280 566,280
15o/sol 0 969,000 959,000 935,500 362
uz 0 0 0 0 o 0 0 - 553 0 0 6,022,170 553
Rualinaus 0 0 0 0 o 0 0 0 352 0 0 1,533,312 352
_____________________________ _________________________________ ___________________________________
i 530 204 1,546,552 969,000 199 1,428,500 435,600 2,026 922 5,218,280 8,121,762 2512
Sewer and Water Usage Ph—I Ph-2 Ph-e3
esi en ial 11.su/al 169. NA 159074
xtea/xg enziryreiaentral 1
u/al 154000 NA 88154
H.gh y 51 78000 114000 106795
I.gh.y ,.nessnna
urt1 .sol 213500 95000 13000
NA 165900
NA NA
total sewer aingaai wn5ece0saage 502500 210000 592933
Trip Generation Phase 1 Phase 2 Phase 3
Resitlennal 11.5 a/al 4615
xi�aeaziry rezmenaai 14 u/al
2907
Mtfiway xunn� See detailed spreadsheet in Appendix o See detailed spreadsheet in App-6,0 182949
I.gh..y loess/Intl
urtlsol 24507
25509
oral intlus 9,357
R trial
___________________________________ ________________5________________ ___________________________________
otal Trip Getreration 92944 1].48 243944
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