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4.9. SR 01-03-2017City of Elk az — River Request for Action To Item Number Mayor and City Council 4.9 Agenda Section Meeting Date Prepared by ConsentJanuary 3, 2017 Kristin Mroz, Environmental Technician Item Description Reviewed by Negative Declaration on Need for EIS for ERX Suzanne Fischer, Director COD Reviewed by Motor Park Environmental Assessment Worksheet Cal Portner, City Administrator Action Requested Adopt, by resolution, a Negative Declaration on Need for an Environmental Impact Statement (EIS) for ERX Motor Park Sports or Entertainment Facilities Environmental Assessment Worksheet (EAW). Background/Discussion The purpose of the EAW is to describe the project and gather information to identify potential environmental impacts. Staff believes the EAW accurately describes the project and any potential environmental impacts. Mitigation measures to reduce the environmental impacts have been identified by the EAW and will be incorporated into the project plans. Staff recommends a Negative Declaration on Need for an EIS for the ERX Motor Park request. The Elk River City Council is the Responsible Governmental Unit (RGU) charged with determining from the information gathered through the EAW process whether the project has significant potential to cause irreversible environmental impacts. If the Council believes there is a significant potential to cause irreversible environmental impacts, they shall order the preparation of an Environmental Impact Statement (EIS) for the project. The Council will consider the following information: the EAW, comments received on the EAW, and the responses to the comments received. The Council shall order the preparation of an EIS if they determine the impacts may reasonably be expected by the project to have the potential for significant environmental impacts. The Council shall consider the impacts of the project under the following criteria: ■ The type, extent, and reversibility of the environmental effects. Cumulative Potential Effects. The RGU shall consider the following factors: Whether the cumulative potential effect is significant; whether the contribution from the project is significant when viewed in connection with other contributions to the cumulative potential effect; the degree to which the project complies with approved mitigation measures specifically designed to address the cumulative potential effect; and the efforts of the proposer to minimize the contributions from the project. ■ The extent to which the environmental effects are subject to mitigation by ongoing public regulatory authority. The RGU may rely only on mitigation measures that are specific and can be reasonably expected to effectively mitigate the identified environmental impacts of the project. P a w E R E U 6 Y NaA f RE] The extent to which environmental effects can be anticipated and controlled as a result of other available environmental studies undertaken by public agencies or the project proposer, including other EISs. The EAW was noticed to agencies by the Environmental Quality Board on November 14, 2016. Few comments were received by December 14, the end of the 30 -day comment period. Financial Impact None Attachments ■ Copy of the ERX Motor Park Sports or Entertainment Facilities EAW ■ Verbal and Written Comments ■ Resolution Regarding the ERX Motor Park EAW July 2013 version ENVIRONMENTAL ASSESSMENT WORKSHEET This Environmental Assessment Worksheet (EAW) form and EAW Guidelines are available at the Environmental Quality Board's website at: http://www.ecib.state.mn.us/EnvRevGuidanceDocuments.htm. The EAW form provides information about a project that may have the potential for significant environmental effects. The EAW Guidelines provide additional detail and resources for completing the EAW form. Cumulative potential effects can either be addressed under each applicable EAW Item, or can be addresses collectively under EAW Item 19. Note to reviewers: Comments must be submitted to the RGU during the 30 -day comment period following notice of the EAW in the EQB Monitor. Comments should address the accuracy and completeness of information, potential impacts that warrant further investigation and the need for an EIS. 1. Project title: ERX Motor Park 2. Proposer: ERX Motor Park Contact person: Heidi Goodin Title: Race Director Address: 10800 175th Ave NW City, State, ZIP: Elk River, MN 55330 Phone: 763-772-4977 Fax: 763-712-3964 3. RGU: City of Elk River Contact person: Kristin Mroz Title: Environmental Technician Address: 13065 Orono Parkway City, State, ZIP: Elk River, MN 55330 Phone: 763-635-1068 Fax: 763-635-1090 Email: hgoodin@sportechinc.com Email: kmroz@elkriver.gov 4. Reason for EAW Preparation: (check one) Required: Discretionary: ❑ EIS Scoping ❑ Citizen petition Zx Mandatory EAW ❑ RGU discretion ❑ Proposer initiated If EAW or EIS is mandatory give EQB rule category subpart number(s) and name(s): Minnesota Rules 4410.4300, Subpart 34. Sports or entertainment facilities. For construction of a new sports or entertainment facility designed for or expected to accommodate a peak attendance of 5,000 or more persons, or the expansion of an existing sports or entertainment facility by this amount, the local governmental unit is the RGU. Preparation of an EAW for scoping an EIS: Consider this document the scoping EAW if an EIS is needed. The RGU will make the final decision after a period of public and agency input. A draft of this scoping EAW will be accompanied by a draft scoping decision document that will be adopted by the RGU after the scoping period as the official "blueprint" for the EIS if necessary. Page 1 5. Project Location: County: Sherburne County City/Township: Elk River PLS Location ('/4,'/4, Section, Township, Range): S1/2 NE Quarter S.10 Twp. 33N R.26W N1/2 SE Quarter S.10 Twp. 33N R.26W SE of NW Quarter S.10 Twp. 33N R.26W NE of SW Quarter S.10 Twp. 33N R.26W Watershed (81 major watershed scale): Rum River (Major Watershed) GPS Coordinates: Northing: 2413 59.283611 Easting: 584080.831185 Tax Parcel Numbers: 75-825-0010 75-825-0020 75-825-0030 75-825-0040 75-110-2405 (Existing ERX Motor park) 75-833-0105 (Carlson Motorsports — Parking Agreement) 75-110-1105 (Plaisted Companies — Parking Agreement) 75-110-1100 (Plaisted Companies — Parking Agreement) 75-111-2201 (Plaisted Companies — Parking Agreement) 75-803-0110 (Plaisted Companies — Parking Agreement) Page 2 Page 3 List of Figures Figure 1: County Ma Figure 2: U.S. Geological Survey Figure 3: Site Plan -Phase I Figure 4: Cover Types -Phase I Figure 5: Site Plan -Phase II Figure 6: Cover Types -Phase II Figure 7: Existing Land Use Figure 8: Zoning Figure 9: Geomorphology Figure 10: Soils Figure 11: LiDAR Topography Figure 12: National Wetlands Inventory Figure 13: Public Waters Inventory Figure 14: Wellhead Protection Areas Figure 15: County Well Index Figure 16: MPCA Activities Figure 17: Historic Standing Structures List of Tables Table 1: Project Magnitude Table 2: Cover Types Table 3: List of Permits List of Appendices Appendix A: Figures Appendix B: WCA Notice of Decision Appendix C: DNR NHIS Letter Appendix D: USFWS IPaC Trust Resource Report Appendix E: MnHPO Letter Appendix F: Traffic Management Plan Page 3 6. Project Description: a. Provide the brief project summary to be published in the EQB Monitor, (approximately 50 words). ERX Motor Park is planning phased development of recently acquired land adjacent to the existing facility. Phase 1 includes converting a temporary off-road truck race track to permanent, constructing an announcing booth/concession stand, and multi -use grassy open space area for spectator overnight camping with associated gravel access road. Phase 2 could include grandstand, camping expansion, and additional gravel access roads. b. Give a complete description of the proposed project and related new construction, including infrastructure needs. If the project is an expansion include a description of the existing facility. Emphasize: 1) construction, operation methods and features that will cause physical manipulation of the environment or will produce wastes, 2) modifications to existing equipment or industrial processes, 3) significant demolition, removal or remodeling of existing structures, and 4) timing and duration of construction activities. ERX Motor Park was launched in the winter of 2008 and is recognized today as one of the fastest-growing motorsports facilities in the Midwest. It is a year-round 13 acre complex hosting snowmobile events in the winter and car, truck, ATV and go-kart racing in the summer months. ERX Motor Park also hosts events for local and regional organizations and non -profits such as the Day of the Dozers event raising money for Children's Hospital and a fund raising event for Three Rivers Community Foundation. In 2015 ERX Motor Park acquired the adjacent 160 acre parcel of mostly undeveloped land located south and east of the existing 13 acre complex. A portion of the acquired land, approximately 7 acres, was platted in 2016 and granted a Conditional Use Permit (CUP) by the City of Elk River for the ERX Tech Shops consisting of up to four buildings containing multiple leased garage bays for users of ERX Motor Park. ERX Motor Park was granted a one-time Special Event Permit by the City of Elk River for hosting a two-day off-road truck race event in July 2016 on a temporary dirt track with attendance limited to less than 5,000 persons per day. Based upon the success of that one-time weekend event, ERX Motor Park is proposing to make necessary improvements to convert the one-time temporary off-road truck race track to a permanent off-road truck race track and construct associated elements to accommodate peak attendance of more than 5,000 people, but not to exceed 20,000 people. The off-road truck race track is anticipated to be utilized for two off-road truck race events per year, one weekend each, as well as occasional limited truck and/or track safety condition testing. ERX Motor Park will also offer limited special event overnight parking and camping for participants and spectators attending the bi-annual events. ERX Motor Park has agreements with nearby landowners for additional event parking, as depicted on Figure 3 in Appendix A. Immediate plans (Phase 1) include improvements to the temporary dirt track (grading, barriers, safety fencing) and a two-story structure which will house a scoring/announcing booth on the upper level and a concession stand on the lower level. Work will also include grading to level approximately 2 acres of existing open grass land to be reseeded with grasses for utilization as participant and spectator overnight camping. The open space area will accommodate a total of Page 4 approximately 70 tents and/or RVs. Utility hook ups will not be provided. A gravel access road will be graded to access the overnight camping space. Phase I work is expected to be complete by spring 2017 to allow for two off-road truck race events during 2017, one weekend each during the summer and fall. Portions of the property that are not affected by Phase 1 activities will also be evaluated for potential sand/gravel mining. Future plans (Phase 2) would be based upon the realized success of Phase I and potentially may occur over a 2-10 year time period. Phase 2 could include further development of the campground area intended only for short-term use by event participants and spectators. The Phase 2 campground would include a mix of approximately 240 tent and RV campsites. To serve the campsites, arterial roads (gravel) would branch from an access road (gravel) and loop through the proposed campground area. Restroom buildings would be considered and may be constructed to serve the campground development and would be designed to meet all appropriate state and local regulations. Utility hook ups would not be provided for the campsites. Other potential future improvements could include a small storage shed approximately 144 square feet in size and a grandstand to replace portable bleacher units currently utilized for spectator seating. Beyond Phase 2, ERX Motor Park will monitor active, on-going sand and gravel mining activities on land adjacent to the north which ERX Motor park currently has an agreement to utilize for event parking. If mining activities result in the creation open -water pond areas sufficient for use by personal watercraft (PWC), then ERX Motor Park will evaluate the opportunity for PWC events. Large machinery necessary for site preparation is anticipated to include backhoes, bulldozers, graders, and trucks. Vegetation clearing and implementation of erosion control measures will be sequenced as construction proceeds. c. Project magnitude: Table 1. Total Project Acreage 152 ac. Linear projectlength n/a Number and type of residential units n/a Commercial building area (in square feet) n/a Industrial building area (insquare feet) n/a Institutional building area (insquare feet) n/a Other uses — specify (insquare feet) n/a Structure height(s) 20' announcing/concessions tower d. Explain the project purpose; if the project will be carried out by a governmental unit, explain the need for the project and identify its beneficiaries. The purpose of this project is to provide a facility to accommodate the need for an off-road truck race track and associated elements within the region to host national racing circuit events. Beneficiaries of the proposed project include the general public, race participants and spectators, as well as the City of Elk River and surrounding region. e. Are future stages of this development including development on any other property planned or likely to happen? ❑ Yes ❑x No Page 5 If yes, briefly describe future stages, relationship to present project, timeline and plans for environmental review. Phase 1 is to be constructed and implemented in 2017 and Phase 2 will be evaluated based on the success of Phase 1. Phase 1 and 2 are being combined and included in this EAW because they are reasonably expected to be constructed. Any additional future development outside the ERX Motor Park property will be evaluated as land becomes available. L Is this project a subsequent stage of an earlier project? ❑ Yes ❑x No If yes, briefly describe the past development, timeline and any past environmental review. The existing 13 acre ERX Motor Park facility has been in operation since 2008; hosting snowmobile events in the winter and car, truck, ATV and go-kart racing in the summer months. Previous site development and hosted events have operated well below any mandatory environmental review threshold requirements. 7. Cover types: Estimate the acreage of the site with each of the following cover types before and after development: These estimations are based on preliminary design data and are subject to change throughout the final design and construction phases of the project (Figure 4, Appendix A): Table 2. 8. Permits and approvals required: List all known local, state and federal permits, approvals, certifications and financial assistance for the project. Include modifications of any existing permits, governmental review of plans and all direct and indirect forms of public financial assistance including bond guarantees, Tax Increment Financing and infrastructure. All of these final decisions are prohibited until all appropriate environmental review has been completed. See Minnesota Rules, Chapter 4410.3100. Table 3. Unit of Government Before (ac.) Phase I (ac.) Phase II (ac.) General Permit: Federal Clean Before (ac.) Phase I (ac.) Phase II (ac.) Wetlands 40.1 40.0 40.0 Lawn/landscaping 0.0 0.0 2.0 Deep water/streams 0.0 0.0 0.0 Impervious surface 3.5 16.2 33.1 Wooded/forest 72.6 71.4 56.0 Stormwater Pond 0.0 1.2 1.2 Brush/Grassland 36.2 23.6 20.1 Other (describe) 0.0 0.0 0.0 Cropland 0.0 0.0 0.0 TOTAL 152.4 152.4 152.4 8. Permits and approvals required: List all known local, state and federal permits, approvals, certifications and financial assistance for the project. Include modifications of any existing permits, governmental review of plans and all direct and indirect forms of public financial assistance including bond guarantees, Tax Increment Financing and infrastructure. All of these final decisions are prohibited until all appropriate environmental review has been completed. See Minnesota Rules, Chapter 4410.3100. Table 3. Unit of Government Type of Application Status U.S. Army Corps of General Permit: Federal Clean Application in Review Process Engineers Water Act, Section 404 (Wetland) Minnesota Pollution Control Permit: National Pollutant Application in Review Process Agency Discharge Elimination System Minnesota Historic Concurrence Concurrence Letter Received Preservation Office Page 6 MN Department of Transportation Event Specific Permit (traffic control activities) TBD City of Elk River/MN Board of Water and Soil Resources Approval: Wetland Delineation Boundary/Type Approved — May 27, 2016 City of Elk River/MN Board of Water and Soil Resources Approval: De minimis and No- Loss (Wetland) Application in Review Process City of Elk River Permit: Conditional Use Permit Application in Review Process City of Elk River Permit: Excavation/Filling Application in Review Process City of Elk River Preliminary & Final Plat Application in Review Process City of Elk River Permit: Building TBD City of Elk River Permit: Temporary Sin TBD Cumulative potential effects may be considered and addressed in response to individual EAW Item Nos. 9-18, or the RGU can address all cumulative potential effects in response to EAW Item No. 19. If addressing cumulative effect under individual items, make sure to include information requested in EAW Item No. 19 9. Land use: a. Describe: i. Existing land use of the site as well as areas adjacent to and near the site, including parks, trails, prime or unique farmlands. The project site currently consists of 152 acres of privately owned land, located in Elk River, Sherburne County, Minnesota. The project site is located adjacent to Highway 169, and 1.5 miles north of 205"' Ave NW. The project site is mostly undeveloped land that was utilized for a single, two-day off-road truck race event held in July 2016. The existing ERX Motor Park, adjacent west of project site, consists of a dirt track, chalet building, small office building, shop building, and two storage sheds. Parcels to the north of the project site are actively utilized for sand and gravel mining. A few single family residences are located to the east and south of the project site on lots greater than three acres. Elk River Parks/Trails: Alba Ridge Park is 0.77 miles east of the site. Sedge Meadow Park is 1.63 miles south of the site, past 205"' Ave NW, and Woodland Trails Regional Park is 1.5 miles southwest of the site. Conservation Lands: Sherburne National Wildlife Refuge and Sand Dunes State Forest is located 15 miles to the northwest, and William H. Houlton Conservation Area is located 4.26 miles southwest of the project site. There is no prime or unique farmland located within or adjacent to the project site. ii. Plans. Describe planned land use as identified in comprehensive plan (if available) and any other applicable plan for land use, water, or resources management by a local, regional, state, or federal agency. The project site is located within the City of Elk River municipal boundary. The city Comprehensive Plan approved May 19, 2014 identifies the project site within a larger zone Page 7 designated as Highway Business (Figure 7, Appendix A). The project site is currently not serviced by municipal utilities. The City of Elk approved a Gravel Mining Area Land Use, Transportation and Utility Plan (Plan) April 6, 2015 to proactively plan for land use, transportation and utilities in the northern portion of the City where gravel mining activities are nearing completion. The project site is included in the Plan and generally identified for Highway Business use. Utilities are not immediately available and likely would be decades away. The Plan also identifies potential road alternatives adjacent and through the project site. MnDOT has identified the project site as part of a future U.S. Highway 169 improvement area. No timeframe has been developed for implementation and planning will occur as funding becomes available. ERX will continue to coordinate with the City of Elk River, Sherburne County, and MnDOT for any future transportation improvement plans. iii. Zoning, including special districts or overlays such as shoreland, floodplain, wild and scenic rivers, critical area, agricultural preserves, etc. The project site is located within the City's Extreme Commercial Recreation (XCR) zone and Mineral Extraction Overlay District (Figure 8, Appendix A). b. Discuss the project's compatibility with nearby land uses, zoning, and plans listed in Item 9a above, concentrating on implications for environmental effects. The project is compatible with the current land use and future land use plans for the area. The project is compatible with current zoning. The project takes into account site constraints to avoid and minimize potential environmental effects. The City requires a CUP as well as other approvals and permits which will ensure compliance with conditions and standards established. Any potential sand/gravel mining on the ERX Motor Parks property would be subject to permitting as required by City of Elk River and all appropriate agencies. Extraction timeline could be expected to last 15-25 years and would be dependent upon the success of the entertainment facility and its space need. c. Identify measures incorporated into the proposed project to mitigate any potential incompatibility as discussed in Item 9b above. There are no incompatibility issues. 10. Geology, soils and topography/land forms: a. Geology - Describe the geology underlying the project area and identify and map any susceptible geologic features such as sinkholes, shallow limestone formations, unconfined/shallow aquifers, or karst conditions. Discuss any limitations of these features for the project and any effects the project could have on these features. Identify any project designs or mitigation measures to address effects to geologic features. Sherburne County consists of Quaternary glacial till, lacustrine sand, outwash deposits, terrace deposits, swamp deposits in the form of peat, and floodplain alluvium (Figure 9, Appendix A). The quaternary material ranges from less than 50 feet to more than 400 feet. Page 8 The surficial geology shows that the highlands in the eastern portion of Sherburne County were not completely covered by ice from the Grantsburg sub -lobe. When the Grantsburg sub -lobe was in retreat across the county, outwash was deposited from the melting glaciers. Sand and gravel is located at the surface in some places. Topographic relief comes from the Superior lobe deposits consisting of silty sand to cobble gravel with no shale deposited by meltwater under the ice. There are no sinkholes, shallow limestone formation or karst conditions that exist within the project site. b. Soils and topography - Describe the soils on the site, giving NRCS (SCS) classifications and descriptions, including limitations of soils. Describe topography, any special site conditions relating to erosion potential, soil stability or other soils limitations, such as steep slopes, highly permeable soils. Provide estimated volume and acreage of soil excavation and/or grading. Discuss impacts from project activities (distinguish between construction and operational activities) related to soils and topography. Identify measures during and after project construction to address soil limitations including stabilization, soil corrections or other measures. Erosion/sedimentation control related to storm water runoff should be addressed in response to Item II.b.ii. Soils present on the project site are described below. The Natural Resources Conservation Service (MRCS) Web Soil Survey website was used to identify soils found on the property and to describe the soils. See Figures 10, Appendix A for soil map and Figure 11, Appendix A for topography map. Zimmerman fine sand (15813) 1-6%, slope, can be found on rises. Rises are a land feature consisting of back slopes, shoulders, and summits, and are considered somewhat excessively drained. This excessive drainage causes the water table to be located more than 80 inches in depth. The profile of Zimmerman fine sand goes from fine sand to loamy fine sand. Parent material consists of sandy glacial fluvial deposits. This soil classification is not considered prime farmland. Isan Sandy loam (261), 0-1% slope, is found in depressions, on stream terraces, and outwash plains. This soil is considered very poorly drained. The depth of the water table is at the surface due to the low permeability of the soil. The soil profile consists of sandy loam, loamy sand, and coarse sand. Parent material is outwash from glaciation. This soil is not considered prime farmland. Seelyeville muck (540), 0-1% slope, is found in depressions, on moraines, steam terraces, and outwash plains. This soil is very poorly drained. The poor drainage causes the water table to be at the surface. The soil profile is listed as muck. The parent material consists of organic matter and it is not classified as prime farmland. Markey muck (543), 0-1 % slope is occasionally ponded. Found mainly on depressions it is considered very poorly drained. The depth to the water table is at the surface due to the low permeability. The soil profile consists of muck and sand. The parent material is organic material over outwash. It is not considered prime farmland. Isanti loamy fine sand (1109), 0-2% slope is found on swales on outwash plains. The depth of the water table is about 6 inches, and the soil is considered poorly drained. The soil profile ranges Page 9 from loamy fine sand to fine sand. The parent material is outwash. This soil is not considered prime farmland. Stonelake-Sanburn complex (1253B), 1-6% slope, is found on hills on moraines. This soil is considered excessively drained. The depth of water table is more than 80 inches. The profile consists of gravelly loamy sand, gravelly coarse sand, very gravelly coarse sand, and gravel sand. The parent material is outwash. This soil is not considered prime farmland. Stonelake-Sanburn complex (1253C), 6-15% slope is found in outwash plains. This soil is considered excessively drained, reaching the water table at a depth of over 80 inches. The typical profile for this soil classification is gravelly loamy sand, gravelly course sand, and very gravelly coarse sand. The parent material is outwash. This soil is not considered prime farmland. Stonelake-Sanburn complex (1253E) complex, 15-40% slopes, is found on hills and moraines. This soil is considered excessively drained, and as a result the depth of the water table is over 80 inches. The profile consists of loamy coarse sand, very gravelly loamy coarse sand, very gravelly coarse sand, and gravelly coarse sand. Parent material is outwash. This soil is not considered prime farmland. Seelyeville-Markey complex (1288), 0-1% slope, is found in depressions, on stream terraces, and in outwash plains. The drainage is considered very poor, and as a result the water table is on the surface. The soil profile consists of layered muck. The parent material is organic matter. This soil is not considered prime farmland. There are no special site conditions relating to erosion potential, soil stability or other soils limitations, with the exception of the fact that the ridges in the northeastern portion (Stonelake- Sanburn 1253E) and east central portion (Stonelake-Sanburn 1253E and 1253C) of the site are listed as Stonelake-Sanburn complex soil types and would be considered steep between 6 to 40 percent slope, with highly permeable soils that are excessively drained according to the natural drainage class description provided by the NRCS. Based on the preliminary site development plan for the Phase I activities there would be approximately 25,000 cubic yards of soil moved during excavation, grading and site preparation of the off-road truck track and 3,500 cubic yards of soil moved for the open space area. The footprint of the off-road truck track is approximately 10.2 acres, and the footprint of the open space area is approximately 3.5 acres. Final soil quantities could vary based on the contractors construction methods or potential soil corrections due to unsuitable material encountered at the site. The proposed slope grades created for the spectator areas, open space, and access roadways will match the existing grade as close as possible. Disturbance of steep slopes will minimized or avoided to the greatest extent possible. Best Management Practices and various turf establishment methods will be utilized to stabilize soils after each construction phase. Phase II will require more extensive grading for campground sites and auxiliary circulation, gravel road network. Grading is anticipated to be approximately 15,000 cubic yards within a 43.7 acre footprint. ERX Motor Park will coordinate City of Elk River and all appropriate agencies to ensure all necessary permits and authorizations are achieved prior to commencing any activities. Page 10 This is not a silica sand project, therefore no hydrogeological investigation assessment of the potential groundwater and surface water effects to geologic conditions is required. NOTE: For silica sand projects, the EAW must include a hydrogeological investigation assessing the potential groundwater and surface water effects and geologic conditions that could create an increased risk of potentially significant effects on groundwater and surface water. Descriptions of water resources and potential effects from the project in EAW Item 11 must be consistent with the geology, soils and topography/land forms and potential effects described in EAW Item 10. 11. Water resources: a. Describe surface water and groundwater features on or near the site in a.i. and a.ii. below. i. Surface water - lakes, streams, wetlands, intermittent channels, and county/judicial ditches. Include any special designations such as public waters, trout stream/lake, wildlife lakes, migratory waterfowl feeding/resting lake, and outstanding resource value water. Include water quality impairments or special designations listed on the current MPCA 303d Impaired Waters List that are within 1 mile of the project. Include DNR Public Waters Inventory number(s), if any. The following resources were reviewed to identify surface water resources within a 1 -mile radius of the project area: • USGS Topographic Quad Maps (Figure 2, Appendix A) • National Wetlands Inventory (Figure 12, Appendix A) • Minnesota Department of Natural Resources Public Water Inventory (Figure 13, Appendix A) A review of the National Wetlands Inventory (N WI) map shows multiple wetlands and wetland complexes within and adjacent to the project site. The Minnesota Department of natural Resources Public Water Inventory (PWI) map does not identify any public waters on the project site. Within a one -mile radius, the PWI does identify one unnamed public waterbasin northeast and one unnamed public waterbasin south of the project site. One public watercourse, Trott Brook is located east and one unnamed stream is located west of the project site, within a one -mile radius. There are no MPCA 303d Impaired Waters within I mile of the project site. Surface water resources located within the project site were identified and delineated by Anderson Engineering of Minnesota, LLC in the spring of 2016. A total of eleven wetlands were delineated, one of which is connected to an abandoned judicial ditch that extends off-site to the northeast. The wetland boundaries and types were field reviewed by the Technical Evaluation Panel and subsequently approved by the City of Elk River as the Local Government Unit responsible for implementing the Minnesota Wetland Conservation Act, as documented in a Notice of Decision dated May 16, 2016 (included in Appendix B). Wetlands located on other properties to be utilized under the parking agreement were previously delineated under applicable requirements for gravel mining. The wetland and boundary type approval for the delineation completed on the property located directly north of ERX Motor Parks is documented in the Notice of Decision dated October 13, 2013 (included in Appendix B). Page 11 ii. Groundwater — aquifers, springs, seeps. Include: 1) depth to groundwater; 2) if project is within a MDH wellhead protection area; 3) identification of any onsite and/or nearby wells, including unique numbers and well logs if available. If there are no wells known on site or nearby, explain the methodology used to determine this. Based on nearby Well and Boring Reports obtained through the Minnesota Department of Health (MDH) Well Index, the approximate depth to groundwater in the area generally ranges from 30- 60 feet below ground surface, with some surface water present within wetlands. The project area is on the edge of a MDH wellhead protection area, and a portion of the project area is within the Drinking Water Supply Management Area (DWSMA) zone of vulnerability (Figure 14, Appendix A). The level of vulnerability for this area is low. There is one private well on the existing 13 acre ERX Motor Park parcel and 85 MDH field verified wells within a 1 -mile radius of the project site (Figure 15, Appendix A). b. Describe effects from project activities on water resources and measures to minimize or mitigate the effects in Item b.i. through Item b.iv. below. i. Wastewater - For each of the following, describe the sources, quantities and composition of all sanitary, municipal/domestic and industrial wastewater produced or treated at the site. 1) If the wastewater discharge is to a publicly owned treatment facility, identify any pretreatment measures and the ability of the facility to handle the added water and waste loadings, including any effects on, or required expansion of, municipal wastewater infrastructure. Not Applicable. There is no wastewater discharged to a publicly owned treatment facility. 2) If the wastewater discharge is to a subsurface sewage treatment systems (SSTS), describe the system used, the design flow, and suitability of site conditions for such a system. Phase I will not result in any wastewater discharge. Satellite toilets and hand wash centers will be brought onsite for temporary use during events. The resulting waste will be hauled off-site for proper treatment and disposal by a qualified commercial service provider. Phase 2 may result in the construction of restroom/shower facilities to serve the campground that would discharge to a SSTS. The proposed system would likely consist of septic tank configurations followed by a soil -based treatment system, such as mound, trench, or at -grade drain field. Any SSTS proposed would be designed to meet all federal, state, and local requirements and will require coordination and permits the City of Elk River. 3) If the wastewater discharge is to surface water, identify the wastewater treatment methods and identify discharge points and proposed effluent limitations to mitigate impacts. Discuss any effects to surface or groundwater from wastewater discharges. Not Applicable. There is no wastewater discharged to surface water. Page 12 ii. Stormwater - Describe the quantity and quality of stormwater runoff at the site prior to and post construction. Include the routes and receiving water bodies for runoff from the site (major downstream water bodies as well as the immediate receiving waters). Discuss any environmental effects from stormwater discharges. Describe stormwater pollution prevention plans including temporary and permanent runoff controls and potential BMP site locations to manage or treat stormwater runoff. Identify specific erosion control, sedimentation control or stabilization measures to address soil limitations during and after project construction. As discussed in Question 7 (Cover Types), the majority of the existing project site is vegetated and categorized as "wooded/forest" and "wetlands". In addition, the soils found on the project site are primarily sands and gravels having high infiltration rates resulting in little stormwater runoff. Post construction, the majority of the project area will remain vegetated and will fall under the "wooded/forest" and "brush/grassland" categories. Stormwater runoff resulting from the proposed project will generally be a result of areas converted to open dirt for race track, and gravel for access roadways and parking. Stormwater generated by these areas will be directed into appropriately sized infiltration basins that will be strategically placed based on the site layout. The Project Proposer will obtain a National Pollutant Discharge Elimination System construction permit. In addition, Stormwater Pollution Prevention Plan (SWPPP) will be prepared as required for all construction activities that involve grading and excavation. General SWPPP requirements include the following: • Stabilized construction entrances/vehicle trackout controls • Silt fence shall be installed prior to construction as indicated on the project's Grading and Erosion Control Plan • Additional silt fence shall be provided where grading occurs within 50' of a wetland • Category 3 erosion control blankets shall be installed on all slopes 3:1 or greater • A Certified Erosion Control Supervisor shall be provided to work with the project engineer to oversee SWPPP implementation, installation, inspection, and maintenance of erosion control BMPs before, during, and after construction. • A Certified Installer shall be provided for each contractor/subcontractor. • Entire construction site shall be inspected and results recorded a minimum of once every seven days during active construction and within 24 hours after a rainfall event greater than 0.5 inches in 24 hours. iii. Water appropriation - Describe if the project proposes to appropriate surface or groundwater (including dewatering). Describe the source, quantity, duration, use and purpose of the water use and if a DNR water appropriation permit is required. Describe any well abandonment. If connecting to an existing municipal water supply, identify the wells to be used as a water source and any effects on, or required expansion of, municipal water infrastructure. Discuss environmental effects from water appropriation, including an assessment of the water resources available for appropriation. Identify any measures to avoid, minimize, or mitigate environmental effects from the water appropriation. Page 13 Surface water from the pond located in the existing ERX Motor Park area is utilized for dust control and snow making for winter events. A DNR water appropriation permit is not required for these activities because the quantity of water utilized is below the permit threshold (10,000 gallons/day or 1,000,000 gallons/year). In the event Phase 2 does include restroom/shower facilities to serve the campground, presumably new wells would be necessary. The Project Proposer will coordinate with City, County and state agencies including DNR and MDH to ensure all approvals and permits are obtained. iv. Surface Waters a) Wetlands - Describe any anticipated physical effects or alterations to wetland features such as draining, filling, permanent inundation, dredging and vegetative removal. Discuss direct and indirect environmental effects from physical modification of wetlands, including the anticipated effects that any proposed wetland alterations may have to the host watershed. Identify measures to avoid (e.g., available alternatives that were considered), minimize, or mitigate environmental effects to wetlands. Discuss whether any required compensatory wetland mitigation for unavoidable wetland impacts will occur in the same minor or major watershed, and identify those probable locations. Stormwater will be treated prior to being discharged to existing wetlands on the property. Wetland hydrology will be maintained to the greatest extent practicable. ERX Motor Park will maintain a 25 foot vegetated buffer around regulated wetlands when practicable, as required by the City of Elk River. Wetland Crossing Impact: Approximately 2,050 square feet of Wetland 3 (as identified in the Wetland Investigation Report) will be impacted by the construction of a crossing that is needed to access the open space area that will be utilized during events for overnight camping. Wetland hydrology will be maintained through the installation of a 12" HDPE culvert and silt fence and erosion control blanket will be installed, where appropriate, to prevent erosion and sedimentation into the adjacent wetland areas. The portion of Wetland 3 proposed to be impacted is a Type 1 seasonally flooded basin. Crossing the wetland in this location is the only feasible alternative for gaining access to the open space (camping) area. Mitigation will not be required for this impact because the total impact quantity is below the Minnesota Wetland Conservation Act (WCA) "de minimis" threshold for a wetland of this type in this location (2,500 square feet) as well as for the Federal Clean Water Act Section 404 mitigation threshold for RGP-003-MN (5,000 square feet). b) Other surface waters- Describe any anticipated physical effects or alterations to surface water features (lakes, streams, ponds, intermittent channels, county/judicial ditches) such as draining, filling, permanent inundation, dredging, diking, stream diversion, impoundment, aquatic plant removal and riparian alteration. Discuss direct and indirect environmental effects from physical modification of water features. Identify measures to avoid, minimize, or mitigate environmental effects to surface water features, including in -water Best Management Practices that are proposed to avoid or minimize turbidity/sedimentation while physically altering the Page 14 water features. Discuss how the project will change the number or type of watercraft on any water body, including current and projected watercraft usage. Not Applicable. There are no physical affects or alterations to other surface waters. 12. Contamination/Hazardous Materials/Wastes: a. Pre -project site conditions - Describe existing contamination or potential environmental hazards on or in close proximity to the project site such as soil or ground water contamination, abandoned dumps, closed landfills, existing or abandoned storage tanks, and hazardous liquid or gas pipelines. Discuss any potential environmental effects from pre - project site conditions that would be caused or exacerbated by project construction and operation. Identify measures to avoid, minimize or mitigate adverse effects from existing contamination or potential environmental hazards. Include development of a Contingency Plan or Response Action Plan. The Minnesota Pollution Control Agency's (MPCA) —What's In My Neighborhood (WIMN) website was reviewed for contamination sites located within a one -mile radius of the project site. There were no abandoned dumps, closed landfills, or hazardous liquid or gas pipelines within a one mile radius of the project. Elk River Landfill, a lined landfill accepting both municipal solid waste and construction debris is located I mile northwest of the project site. One leak site was identified within the existing 13 acre ERX Motor Park parcel adjacent to the project site. This leak site was a petroleum product release discovered in October 9, 2006 and closed March 11, 2008 by previous property owners; Elk River Bituminous. Additional MPCA activities were identified outside of the project site within a one mile radius (See Figure 16, Appendix A), none of which are expected to affect the ERX Motor Park. b. Project related generation/storage of solid wastes - Describe solid wastes generated/stored during construction and/or operation of the project. Indicate method of disposal. Discuss potential environmental effects from solid waste handling, storage and disposal. Identify measures to avoid, minimize or mitigate adverse effects from the generation/storage of solid waste including source reduction and recycling. There will be minimal solid waste generated or stored during construction. All solid wastes generated by construction of the proposed project will be disposed of properly in a permitted, licensed solid waste facility or a similarly regulated facility elsewhere. Solid wastes generated during events by attendees and race participants will be collected in appropriate solid waste and/or recycling receptacles utilized for events and handled by commercial waste haulers following events. c. Project related use/storage of hazardous materials - Describe chemicals/hazardous materials used/stored during construction and/or operation of the project including method of storage. Indicate the number, location and size of any above or below ground tanks to store petroleum or other materials. Discuss potential environmental effects from accidental spill or release of hazardous materials. Identify measures to avoid, minimize or mitigate adverse effects from the use/storage of chemicals/hazardous materials including source reduction and recycling. Include development of a spill prevention plan. Page 15 Hazardous materials anticipated to be present on-site during construction are those normally associated with the operation or maintenance of construction equipment including petroleum products such as gasoline and other engine fluids. No other toxic or hazardous materials are anticipated during construction. Temporary storage tanks for petroleum products may be located at the project site for refueling construction equipment during construction activities. Appropriate measures will be taken during construction to avoid spills that could contaminate soil, groundwater and/or surface water in the area. In the event that a leak or spill occurs during construction, appropriate action to remedy the situation will be taken immediately in accordance with MPCA guidelines and regulations. No above- or below -ground storage tanks are planned for permanent use in conjunction with operation of the proposed project. The existing ERX facility maintains an above ground 1,000 gallon concrete vault diesel tank, which is below the 1,320 gallon threshold requirement for a Spill Prevention, Control and Countermeasure Plan. Individual race teams are required to handle their petroleum products while on-site and will be required to manage the use and disposal of petroleum products in an appropriate manner. In the event of a leak or spill occurring during an off-road truck race event, appropriate response action will be initiated immediately in accordance with MPCA guidelines and regulations. d. Project related generation/storage of hazardous wastes - Describe hazardous wastes generated/stored during construction and/or operation of the project. Indicate method of disposal. Discuss potential environmental effects from hazardous waste handling, storage, and disposal. Identify measures to avoid, minimize or mitigate adverse effects from the generation/storage of hazardous waste including source reduction and recycling. There are no plans for hazardous waste to be generated or stored during construction or during operation of this project. 13. Fish, wildlife, plant communities, and sensitive ecological resources (rare features): a. Describe fish and wildlife resources as well as habitats and vegetation on or in near the site. The project site is located on land containing forest, brush land, grassland and wetlands which serve as habitat for wildlife communities. The project site has a history of disturbance and exploratory investigations for gravel mining. The dominant land cover type in the vicinity of the project area is gravel mining, forested land and low density residential land. The forested, brush, grass and wetland areas on the project site likely serve as habitat for amphibians, birds, small mammals, and rodents. The forested areas within the project site are part of a larger contiguous patch of forest habitat that intermixes with wetland complexes south and east of the project site. The area adjacent to the north includes ongoing, active sand and gravel extraction activities. Page 16 b. Describe rare features such as state -listed (endangered, threatened or special concern) species, native plant communities, Minnesota County Biological Survey Sites of Biodiversity Significance, and other sensitive ecological resources on or within close proximity to the site. Provide the license agreement number (LA-____) and/or correspondence number (ERDB ) from which the data were obtained and attach the Natural Heritage letter from the DNR. Indicate if any additional habitat or species survey work has been conducted within the site and describe the results. The DNR was contacted to determine if rare or endangered plant or animal species or sensitive resources or habitats are present within a one mile radius of the project site. A National Heritage Information System (NHIS) query was submitted and results were received September 26, 2016 (Appendix C). The response (ERDB20170104) indicated known occurrences of rare features within a one -mile radius of the proposed project. The DNR identified one state threatened species, Blanding's turtle (Emydoidea blandingii), as the only rare species that may be adversely affected by the proposed project. Management and conservation efforts will be implemented during construction and operation to avoid impacts to the turtles. The Blanding's turtle is not a federally threatened or endangered species. There are no Minnesota County Biological Survey Sites of Biodiversity Significance on the project site or within a one mile radius of the project site. Additionally, there are no wildlife management areas, scientific and natural areas, or sites of ecological significance within one mile of the project site. The nearest wildlife management area, Bearman WMA, is located over four miles southeast of the project site. The northern long-eared bat is a species of special concern in Minnesota and was listed as threatened by the US Fish and Wildlife Service in April 2015. No known hibernacula or roost trees are identified in Sherburne County and therefore the proposed project is not anticipated to impact this species. The United States Fish and Wildlife Service's Information for Planning and Conservation (IPaC) database was searched to identify any federally listed species, sensitive habitat, or migratory birds located within the project area. One mammal and twenty migratory bird species were identified as species that could potentially be affected by construction activities at the project site. Management and conservation efforts will be implemented during construction and operation to avoid impacts to these species. A copy of the IPaC Trust Resource Report is included in Appendix D. c. Discuss how the identified fish, wildlife, plant communities, rare features and ecosystems may be affected by the project. Include a discussion on introduction and spread of invasive species from the project construction and operation. Separately discuss effects to known threatened and endangered species. The greatest direct impacts will be to open grasslands and forest on the project site. Phase 1 construction and grading activities affect 13.2 acres of previously disturbed, low - diversity, brush/grassland. Phase 1 will also affect 1.2 acres of forest, primarily edge margin required for track safety and access road alignment. Phase 1 will not result in impacts to fish, Page 17 wildlife, rare plant communities or ecosystems. To avoid indirect impacts to water quality, appropriate erosion and sediment control best management practices will be implemented during the construction phase and preservation of 25 -foot wetland buffers will occur to the greatest extent possible. Phase 2 construction and grading activities may affect 15.3 acres of forest for additional campground space and gravel access roads. Phase 2 will not result in impacts to fish, wildlife, rare plant communities or ecosystems. To avoid indirect impacts to water quality, appropriate erosion and sediment control best management practices will be implemented during the construction phase and preservation of 25 -foot wetland buffers will occur to the greatest extent possible. Aiding the spread of invasive species or noxious weeds will be avoided by implementing BMPs. Avoidance efforts will include the following BMPs: using weed -free mulch when applicable; proper disposal of soils disturbed by the Project and known to contain a seed base of a prohibited invasive species and noxious weeds; and application of a native seed mix soon after grading or construction has been completed to avoid presenting colonization opportunities. d. Identify measures that will be taken to avoid, minimize, or mitigate adverse effects to fish, wildlife, plant communities, and sensitive ecological resources. Wetland habitat will be protected by establishing vegetated buffers where practicable and installing silt fence and other erosions control BMPs as appropriate. The MnDNR has provided a general list of recommendations for avoiding and minimizing short- term construction impacts to Blanding's turtle (see Appendix Q. The following MnDNR recommendations are part of the Project's design to avoid short-term construction impacts to the Blanding's turtle: • If found on site, turtles that are in imminent danger will be moved, by hand, out of harm's way. Turtles that are not in imminent danger will be left undisturbed. • Silt fencing will be established to exclude turtles from construction areas near wetland habitats with the potential to support Blanding's turtles. The silt fencing will be removed after the area has been vegetated. • Trenches created during construction will be checked for turtles prior to being backfilled. • Graded areas will be revegetated with native grasses and forbs where practicable. • Terrain will be left with as much natural contour as possible. In addition, MnDNR provided the Project with a Blanding's turtle flyer to be distributed to contractors to inform them of the turtle's potential presence and provide typical construction BMPs. This flyer will be provided to applicable contractors. 14. Historic properties: Describe any historic structures, archeological sites, and/or traditional cultural properties on or in close proximity to the site. Include: 1) historic designations, 2) known artifact areas, and 3) Page 18 architectural features. Attach letter received from the State Historic Preservation Office (SHPO). Discuss any anticipated effects to historic properties during project construction and operation. Identify measures that will be taken to avoid, minimize, or mitigate adverse effects to historic properties. The final Phase I Archaeological Survey Report was submitted to the Minnesota Historic Preservation Office (MnHPO) on August 23, 2016 for their concurrence on the project. The response (Appendix E), received on September 22, 2016, indicates that there are no properties listed in the National or State Registers of Historic Places, and no known or suspected archeological properties in the area that will be affected by this project. A copy of the Phase I Archaeological Survey Report was also sent to the Office of the State Archaeologist (OSA). A consultation with the OSA was requested before fieldwork was done to determine the likelihood of sites being located on the property. The OSA stated that given the sparse and infrequent nature of known sites in and around the project area that the potential for locating any new archaeological sites was "extremely low." The OSA recommended that archaeological testing need only take place on the highest elevations of the project area, since that is where other previous sites in the area were located. The report included an extensive literature search, in addition to a reconnaissance survey, shovel testing, and core sampling in areas deemed high probability for archaeological sites, and a review of any historic standing structures found within a one -mile radius of the project site. The results from the literature search are as follows: Two pre -historic archaeological sites and no historic archaeological sites were found beyond the one -mile project radius and were therefore not relevant to the report submitted to the MnHPO. No Traditional Cultural Properties were listed in or around the one -mile project radius. Nine historic standing structures were returned on the database query form, however only eight of them were found within the one -mile project radius (Figure 17, Appendix A). Archaeological fieldwork was conducted on August 17 & 18, 2016 on the site as recommended by the OSA. Fieldwork which consisted of a reconnaissance survey, shovel testing and core sampling was concentrated on the ridge tops where the elevation was the highest and the potential for finding new sites was the greatest. No archaeological sites were found. The potential for more undiscovered archaeological sites to be discovered on or in the immediate vicinity of the property is considered extremely low due to the fact that the site has numerous wetlands, no bodies of water such as a lake or stream nearby, and the ridge tops are dense woodland with steep elevations, all of which would have made this location undesirable for habitation by prehistoric people or more recent Native American tribes. 15. Visual: Describe any scenic views or vistas on or near the project site. Describe any project related visual effects such as vapor plumes or glare from intense lights. Discuss the potential visual effects from the project. Identify any measures to avoid, minimize, or mitigate visual effects. There are no scenic views on or near the project site. Page 19 During construction activities there may be minor, temporary visual effects including silt fencing, staged construction materials, and heavy equipment at the project site. These activities, would be short term, temporary and limited to the duration of the construction. Following construction, aesthetics would improve. Construction equipment will be removed and all construction materials will be utilized or disposed. Exposed soil would be graded accordingly and revegetated to prevent erosion. Silt fences will be removed upon adequate revegetation and stabilization of upslope areas. The project site is generally screened from Highway 169 and adjacent properties by existing mature trees and rolling topography. The project design is to preserve as much of this screening as possible along the property perimeter to limiting views of the off-road truck track from neighboring properties. 16. Air: a. Stationary source emissions - Describe the type, sources, quantities and compositions of any emissions from stationary sources such as boilers or exhaust stacks. Include any hazardous air pollutants, criteria pollutants, and any greenhouse gases. Discuss effects to air quality including any sensitive receptors, human health or applicable regulatory criteria. Include a discussion of any methods used assess the project's effect on air quality and the results of that assessment. Identify pollution control equipment and other measures that will be taken to avoid, minimize, or mitigate adverse effects from stationary source emissions. Not applicable. There are no stationary source emissions. b. Vehicle emissions - Describe the effect of the project's traffic generation on air emissions. Discuss the project's vehicle -related emissions effect on air quality. Identify measures (e.g. traffic operational improvements, diesel idling minimization plan) that will be taken to minimize or mitigate vehicle -related emissions. Vehicle related air emissions include carbon monoxide, hydrocarbons, NO., particulate matter and sulfur dioxide from automobiles, trucks and construction equipment. During the construction period, emissions from internal combustion engines will occur from heavy construction equipment. To reduce the emission of pollutants, engines will be properly maintained and measures will be implemented to limit emissions by decreasing idle times on vehicles and equipment. Emissions from passenger vehicles will be increased in the area by attendees traveling to the facility for the bi-annual events. Vehicle idling will be minimized by implementing event specific parking and circulation plans to ensure prompt, efficient and safe spectator parking. Emissions from off-road trucks competing in the races will be minimal, infrequent and short- term. Campfires will be required to comply with all applicable state and local requirements. Campfires will be limited to no more than three feet in height and three feet in diameter. Material burned will be limited to clean, dry wood. Oils, rubber, plastics, chemically treated materials, painted wood, or garbage will be prohibited from burning. c. Dust and odors - Describe sources, characteristics, duration, quantities, and intensity of dust and odors generated during project construction and operation. (Fugitive dust may be discussed under item 16a). Discuss the effect of dust and odors in the vicinity of the project Page 20 including nearby sensitive receptors and quality of life. Identify measures that will be taken to minimize or mitigate the effects of dust and odors. Sensitive air quality receptors in the vicinity are limited and include a residential neighborhood located approximately one mile south of the project site and scattered farmsteads adjoining to the project site. There are no schools or hospitals located within 0.5 miles of the project site. No other sensitive air quality receptors are identified. Based on the final design, construction activities that could generate fugitive dust emissions include land clearing and re -grading the off-road truck track and open space, and excavating soil for a stormwater infiltration. The fugitive dust as a result of construction activities is not expected to cause adverse health effects and nuisance concerns, such as reduced visibility on nearby roadways. The fugitive dust generated as a result of long-term operation of the project site is expected to be infrequent and minimal during the two off-road truck race events per year, one weekend each. Fugitive dust from race events will be mitigated by the application of water from tanker trucks as needed. 17. Noise Describe sources, characteristics, duration, quantities, and intensity of noise generated during project construction and operation. Discuss the effect of noise in the vicinity of the project including 1) existing noise levels/sources in the area, 2) nearby sensitive receptors, 3) conformance to state noise standards, and 4) quality of life. Identify measures that will be taken to minimize or mitigate the effects of noise. The existing noise environment around the site is dominated by vehicle traffic from Highway 169, a divided highway west of the project site. In addition, other daytime (7:00 am to 10:00 pm) noise sources include active sand and gravel mining and associated truck hauling from adjacent properties to the north. Construction of the project will temporarily generate noise consistent with current adjacent and regional sand and gravel mining noises. Sources of noise will include mobilization of heavy equipment and construction grading activities. Equipment will be fitted with standard noise reduction devices, such as mufflers and broad band back-up alarms. Construction activities will be limited to daytime hours. During operations, the primary source of noise would be from off-road racing vehicles during scheduled events. Other noise sources expected are the public address announcing system and vehicular traffic associated with event attendees. Noise as a result of race events will be infrequent, only during scheduled events and only during the daytime period (7:00 am to 10:00 pm). Hearing protection will be available for sale from vendors. ERX Motor Park may host occasional concerts based on the conditions of permits obtained from the City of Elk River. Quiet hours will be implemented in the campground overnight between 10:00 pm and 7:00 am. The closest sensitive receptors to the site is the single-family residence located approximately 400 feet south west of the off-road truck race track. While noise from the events would be audible to sensitive receptors, actual sound levels experienced would be reduced by the presence of existing mature trees and vegetative screening around perimeter areas of the site. The rolling topography of the project site will also help dampen the noise levels to the surrounding areas. Nearby residents will be notified in advance of events. Page 21 18. Transportation a. Describe traffic -related aspects of project construction and operation. Include: 1) existing and proposed additional parking spaces, 2) estimated total average daily traffic generated, 3) estimated maximum peak hour traffic generated and time of occurrence, 4) indicate source of trip generation rates used in the estimates, and 5) availability of transit and/or other alternative transportation modes. 1) Existing and proposed additional parking spaces, The existing onsite parking lots have space to accommodate 2,260 vehicles when utilized to full capacity. During Event days 1,800 onsite spots are reserved for visitors, with the remaining 460 lots being used for truck and trailer parking for the competitors and pit crew. There are no additional onsite parking spaces in the proposed plan, however more than 3,000 additional parking spaces are available through a parking agreements with an adjacent tenant. The event parking agreement areas will not require any additional grading. These areas have been previously mined or graded and contain numerous areas that are appropriate for parking. See the Traffic Management Plan for additional details regarding parking. 2) Estimated total average daily traffic generated, The Elk River Extreme Motor Park (ERX) is expected to generate 253 total trips on a day-by- day basis. ERX also holds racing events that draw a large number of spectators. The management expects to hold up to 24 events a year with attendance between 1,500 and 6,000 visitors and one to three events a year with spectator draws up to 19,999. Based on a standard vehicle occupancy of 3.0 people per vehicle, these events could generate approximately 500 to 6,667. See the Traffic Management Plan for additional details. 3) Estimated maximum peak hour traffic generated and time of occurrence, A traffic study was conducted to analyze weekday and weekend peak traffic flows. The maximum peak hour traffic within the study area occurs from 5:15 to 6:15 PM on weekdays and 11:45 AM to 12:45 PM on weekends based on counts obtained for this study. It is expected that the proposed development's maximum traffic will also occur during this time on a standard day. Within these peak hours, the proposed site is expected to generate 19 total trips, consisting of 13 entering vehicles and 6 exiting vehicles. During event days, the peak period of traffic depends on the start and end time of the event. However, a medium scaled event is expected to generate up to 500 entering trips during the peak entrance hour and 584 exiting trips during the peak exit hour. For a large scale event an estimated 2,250 entering trips and 1,750 exiting trips can be expected during their respective entering and exiting peak hours. See the Traffic Management Plan (Appendix T) for a full description of the peak hour traffic in addition to its recommendations for traffic control. 4) Indicate source of trip generation rates used in the estimates, Page 22 Due to the unique nature of ERX's land usage and lack of other comparable sources of data, the trip generation was estimated based on existing use and event attendance. For day-to-day operations, the existing facility traffic was assumed to increase by 50 percent to account for upgrades to the facilities. For ERX events, two separate trip generations were used. The first was for a medium scale event, and assumed 5,000 spectators would be accessing the site throughout the event. The second event, a large scale event, assumed 15,000 spectators would access the site. With a 3.0 person per vehicle occupancy rate, this resulted with 1,667 vehicles and 5,000 vehicles accessing the site for a medium scale event and large scale event respectively. See the Traffic Management Plan (Appendix F) for full details of the traffic expectations and any recommended mitigation. 5) Availability of transit and/or other alternative transportation modes. There are no transit options or alternatives within the project area. For large scale events, buses will be necessary to transport people to/from the parking area on the opposite side of Highway 169. See the Traffic Management Plan (Appendix T) for more details of recommended traffic control during events. b. Discuss the effect on traffic congestion on affected roads and describe any traffic improvements necessary. The analysis must discuss the project's impact on the regional transportation system. If the peak hour traffic generated exceeds 250 vehicles or the total daily trips exceeds 2,500, a traffic impact study must be prepared as part of the EA W. Use the format and procedures described in the Minnesota Department of Transportation's Access Management Manual, Chapter 5 (available at., http✓/www dot.state.mn.us/accessmanagement/resources.html) or a similar local guidance, A Traffic Management Plan (Appendix I� for the proposed site was completed in September 2016. The traffic impacts of the proposed development on the adjacent public roads is minimal on a day-to-day basis with all intersections continuing to operate at an overall LOS A. During events, the expected number of vehicles utilizing the site through the local and regional transportation network for different attendance levels is expected to be: • 1,000 attendance = 333 vehicles • 2,500 attendance = 833 vehicles • 5,000 attendance = 1,667 vehicles • 7,500 attendance = 2,500 vehicles • 10,000 attendance = 3,333 vehicles • 15,000 attendance = 5,000 vehicles • 19,000 attendance = 6,333 vehicles It is important to note that these expected vehicles will not arrive or leave all at the same time and will not all be parked at the same time. The general nature of the events will have Page 23 attendees arriving and leaving at various times depending upon the day of the event and the start/end time of the event. The majority of vehicles will access the ERX grounds from the south on Highway 169, assumed at 65 to 70 percent of spectators. Due to the various levels of vehicles accessing the site on event days, two traffic management plans were developed to minimize delay and improve efficiency along the local and regional system. These plans account for medium-sized and large-sized events. See the Traffic Management Plan (Appendix F) for a further description of the traffic associated with the proposed ERX ground upgrades. c. Identify measures that will be taken to minimize or mitigate project related transportation effects. Based on the summary of results presented in this document and the full results in the Traffic Management Plan (Appendix F), the study intersections and roadways have sufficient capacity to accommodate the expected daily and peak hour trips with the proposed development on a day-to-day basis. During medium scale and large scale events, additional traffic mitigation will be utilized to help inform drivers of potential delays, and direct them in the most efficient way possible to minimize impact on the regional transportation system. The traffic mitigation measures include: • Special event routing to minimize left turns from the ERX site onto Trunk Highway 169, this will lower the overall delay and allow a faster and more efficient exit of vehicles. • Changeable Message Signs (CMS) and additional parking and routing signs will be placed along TH 169 to help inform drivers of the most efficient route to parking facilities. • Additional delineation and extension of turn lanes to allow more space for drivers turning into the ERX ground as well as forcing turning vehicles out of their lane and into the turn lane, eliminating vehicles from making a late exit into the turn lane and blocking the adjacent through lane of traffic. Other recommendations are provided to help alert attendees of operations and parking expectations. See the Traffic Management Plan (Appendix F) for the full description of the existing and future traffic with recommendations for the proposed site and event routing plan. 19. Cumulative potential effects: (Preparers can leave this item blank if cumulative potential effects are addressed under the applicable EAW Items) a. Describe the geographic scales and timeframes of the project related environmental effects that could combine with other environmental effects resulting in cumulative potential effects. Addressed under applicable EAW items. Page 24 b. Describe any reasonably foreseeable future projects (for which a basis of expectation has been laid) that may interact with environmental effects of the proposed project within the geographic scales and timeframes identified above. There are two new gravel mines proposed approximately 1 mile north of ERX Motor Park off Baldwin Street NW. The following properties are proposed for mineral extraction: • PID 75-103-1101 (44 acres) • PID 75-782-0105 (17 acres) • PID 75-103-1300 (55 acres) • PID 75-103-1400 (69 acres) e. Discuss the nature of the cumulative potential effects and summarize any other available information relevant to determining whether there is potential for significant environmental effects due to these cumulative effects. Cumulative potential effects would generally be limited to minimal effects to all environmental factors presented in this EAW. All projects are being coordinated by the City of Elk River and undergoing the appropriate level of environmental review. 20. Other potential environmental effects: If the project may cause any additional environmental effects not addressed by items 1 to 19, describe the effects here, discuss the how the environment will be affected, and identify measures that will be taken to minimize and mitigate these effects. No additional environmental effects were identified. ROU CERTIFICATION. (The Environmental Quality Board will only accept SIGNED Environmental Assessment Worksheets for public notice in the EQB Monitor.) I hereby certify that: • The information contained in this document is accurate and complete to the best of my knowledge. • The EAW describes the complete project, there are no other projects, stages or components other than those described in this document, which are related to the project as connected actions or phased actions, as defined at Minnesota Rules, parts 4410.0200, subparts 9c and 60, respectively. • Copies of this EAW are being sent to the entire EQB distribution list. Signature y _ Title I%U t'IlJnm�„ atl 7&- � A,,- L.;-, Date � :7 — 04C)f` Page 25 ERX MOTOR PARK, INC. APPENDIX A APPENDIX A: FIGURES ENVIRONMENTAL ASSESSMENT WORKSHEET ELK RIVER, MINNESOTA SEPTEMBER 2016 !• Anderson Engineering of Minnesota, LLC ANDERSON 13605 1 st Avenue North ENGINEERING suiteloo Plymouth, MN 55441 ENGINEERING • ARCHITECTURE • LAND SURVEYING 763-412-4000 (o) 763-412-4090 (f) ENVIRONMENTAL SERVICES • LANDSCAPE ARCHITECTURE www.ae-mn.com ERX Motor Park 21591 Highway 169 Elk River, MN 55330 State/County Location Map 11/2/2016 Figure 1 Comm. No. 14216 '1 / ✓ r.... ter:". - rr_ .r.•-' - / - / el .r►r• r fes. '�' �+ Mks �►�'!. atty..�`� .1�`,� fff 3\ ��� I"_ H syr 4• � �I! �. '�-.� �- �, # "I. !� r- l�iAi I 1 7 1 �-, � . Vis•= : )�. r�� � l as rs �'__ 1b r , C-) q 4p I � I r i V i rlJ1 �j r? lw �f r •''', y r JYYY % © A 0 14 94 - w � , IIS � ,: • I � A f i _ '� Legend16 �j ERX Motor Park (Existing) . Twin, ERX Tech Shops (In Progress) P° Proposed Expansion Event Parking Agreement ■N O 1. �2 Scale:1 inch = 2,000 feet e USGS Topography Anderson Engineering of Minnesota, LLC ANDERSON 136051 at Avenue North s�iteloo ENGINEERING P,ynoeth,MN5544, ENGINEERING ARCHITECTURE • LAND SURVEYING 763-412-4000(o) 753-412-4090(f) ERX Motor Park _ 21591 Highway 169 ' Elk River, MN 55330 11/2/2016 Figure 2 ENVIRONMENTAL SERVICES - LANDSCAPE ARCHITECTURE www.ae-mn.com Comm. No. 14216 Scale:1 inch = 1,000 feet a Phase I Site Plan Anderson Engineering of Minnesota, LLC 11 /2/2016 ANDERSON 136051stAvenaeNorth ERX Motor Park ENGINEERING plymeloth, MIN 55441 21591 Highway 169 Figure 3 ENGINEERING • ARCHITECTURE • LANDSURVEYING 763-012-0000(0) 763-412-4090(f) Elk River, MN 55330 ENVIRONMENTAL SERVICES • LANDSCAPE ARCHITECTURE www.ae-mn.com Comm. No. 14216 Scale:1 inch = 1,000 feet a Phase I Cover Types 11/2/2016 0 Anderson Engineering of Minnesota, LLC J ERX Motor Park 136051stAvenueNortt 21591 Highway 169 P;y'm`cu0t0MN55441 Figure 4 Elk River, MN 55330 ENGINEERING • ARCHITECTURE • LAND SURVEYING 763-412-4000(o) 763-412-4090(f) ENVIRONMENTAL SERVICES • LANDSCAPE ARCHITECTURE www.ae-mn.com 40 Comm. No. 14216 ANDERSON ENGINEERING Scale:1 inch = 1,000 feet e Phase II Site Plan 11/2/2016 0 Anderson Engineering of Minnesota, LLC J ERX Motor Park 136051stAvenueNortt 21591 Highway 169 P;y'm`ou0t0MN5544, Figure 5 Elk River, MN 55330 ENGINEERING • ARCHITECTURE • LAND SURVEYING 763-412-4000(o) 763-412-4090(f) ENVIRONMENTAL SERVICES • LANDSCAPE ARCHITECTURE www.ae-mn.com 40 Comm. No. 14216 ANDERSON ENGINEERING Scale:1 inch = 1,000 feet e Phase II Cover Types Anderson Engineering of Minnesota, LLC 11/2/2016 ANDERSON 136051stAvenueNorth 215 Motor Park 0 ENGINEERING plymeouOth,MN55441 21591 Highway 169 J Figure 6 ENGINEERING • ARCHITECTURE • LAND SURVEYING 763-412-4000(0) 763-412-4090 (f) Elk River, MN 55330 ENVIRONMENTAL SERVICES • LANDSCAPE ARCHITECTURE www.ae-mn.com Comm. No. 14216 Agricultural Research Mississippi Connections Development Reserve 0 Mining FAST Mixed Use - High Density Residential Open Space Highway Business Public/ Institutional o D � p D Residential D D p � D 4 3 2 9 0 p it DD 0 o � o D p D 21 n o � D � j D IU/ G D D o E RX oto r Par BERRY 2111 AVE BLn u vvs D ° o r Q p D c?; p D D Al ° ° D o D D D o D ° � p D 11\ 0 I z 14 Agricultural Research Mississippi Connections Development Reserve 0 Mining FAST Mixed Use - High Density Residential Open Space Landfill Urban Service District Figure 7 -Land Use Highway Business Public/ Institutional Industrial Residential Landfill Urban Service District Figure 7 -Land Use mq OKA WA !WA 0 � o 0 1 �OWN s. Ml OWN /0441 XCFT Peat Peat Supraglacial Drift Complex 0 Peat - Lacustrine � 4 I f t Lacustrine `` Outwash ► Peat � r r � r s r ■ r r E r Peat Peat E3 Peat Supraglacial y Drift i Complex _ Peat r i r r ■ r Ice ■ � Contact ■ ■ � ♦ r ` Supraglacial Drift Complex. ryw - `►� go 0.0 0 Peat - Lacustrine Scale:1 inch = 1,000 feet a Sherburne County Soil Survey Anderson Engineering of Minnesota, LLC 11 /2/2016 ANDERSON 136051 at Avenue North ERX Motor Park ENGINEERING P;y;neou°h, MN 5544, 21591 Highway 169 Figure 10 ENGINEERING ARCHITECTURE • LANDSURVEYING 763-412-4000(o) 753-412-4090(f) Elk River, MN 55330 ENVIRONMENTAL SERVICES • LANDSCAPE ARCHITECTURE www.ae-mn.com $0Comm. No. 14216 lop", �� 910 99p 980 9�0 9$0 o, 1010 rQS¢: 1 cmD —-�� wrar0 o ti L 1 21 IA q r LO 1 I 95� 3 a 970 �'l 6 f� 80 ,4� O 19 Gp p° ' u ATT -7 1006 � 10, CD I lb cj 14 s r� + r c 0 tl 00 Ca •! LO 0 970 - a 9050 1,020 To 10 a 7090, . d 1010 • - • - c 1030 ���, � � yo �. li'r i �� r -, l 4l r o w i3- 9g w • Q c O 1 ra Vi 1�ltl l.ti r �, a� a r_ a a a f` ' . 00 f 4% y • 4%, � 4 f t AXAM r _ 4 r,,, .P A61 1 citVol 1 1 41 *wt 1 ITS 1 1 1 x { } 44 ® iv , ivy 4%,' z r, + ► r �_ � m x ■ . ti _ +��', r! g : isw'n�r Hw f J IIIJ'J^±II °W° d � ! ► ► 3 . ■ go O •� jz � a t . 225th P,—W C t t t • x ■h� ■�.- 22k1 ArPN'W- f" ., �� 1 r u ia 1 _ ..sr=tivr "� 1 ld M '�t • { � N,y 1 � � M � ■� 3,� I►, 1 • a � " i ar.'. j 1 92 Scale:1 inch = 2,000 feet e County Well Index - 1 Mile Anderson Engineering of Minnesota, LLC 11 /2/2016 ANDERSON 136051 at Avenue North ERX Motor Park ENGINEERING P;y;ne1°h, MN 55441 21591 Highway 169 Figure 15 ENGINEERING • ARCHITECTURE • LANDSURVEYING 7637174000 (o)763 -412-4090(f) Elk River, MN 55330 ENVIRONMENTAL SERVICES • LANDSCAPE ARCHITECTURE www.ae-mn.com Comm. No. 14216 Scale:1 inch = 2,000 feet a MPCA Activities Anderson Engineering of Minnesota, LLC 11 /2/2016 ANDERSON 136051st Avenue North ERX Motor Park ENGINEERING plyme1Oth,MIN 55441 21591 Highway 169 Figure 16 ENGINEERING • ARCHITECTURE • LANDSURVEYING 763-012-0000(0) 763-412-4090(f) Elk River, MN 55330 ENVIRONMENTAL SERVICES • LANDSCAPE ARCHITECTURE www.ae-mn.com Comm. No. 14216 951 za�as nw Nw as°-- � 6 {��64� SH -ERC -056 i rJfJjf 2 {tet -- VVVASH-ERCC1-058 SH -ERC -057 ..� IF r , i o ' `. SH -ERC -059L\-,, �['�) • . i^^* _: :, ... �- 0,. SH-ERC-062 SH-ERC-063 r� t' SH -ERC -060 c -;� f13. �►: SH -ERC -06173 : Legend V,�..��j" ,k �j ERX Motor Park (Existing) ERX Tech Shops (In Progress) 1 Proposed Expansion ;*,. a .� + Event Parking Agreement:;1 Resource Buffer (1 Mile) i c y yy I �y•C Historic Standing Structures _, . • r F Scale:1 inch = 2,000 feet a Historic Standing Structures Anderson Engineering of Minnesota, LLC 11 /2/2016 ANDERSON 136051st Avenue North ERX Motor Park ENGINEERING P;y;n1ot0MN55aa1 21591 Highway 169 y' Figure 17 ENGINEERING - ARCHITECTURE - LAND SURVEYING 763-412-4000(o) 763-412-4090(f) Elk River, MN 55330 ENVIRONMENTAL SERVICES • LANDSCAPE ARCHITECTURE www.ae-mn.com Comm. No. 14216 ERX MOTOR PARK, INC. APPENDIX B APPENDIX 6: WETLAND CONSERVATION ACT NOTICE OF DECISION ENVIRONMENTAL ASSESSMENT WORKSHEET ELK RIVER, MINNESOTA SEPTEMBER 2016 Minnesota Wetland Conservation Act Notice of Decision Local Government Unit (LGU) Address City Of Elk River 13065 Orono Parkway Elk River, MN 55330 1. PROJECT INFORMATION Applicant Name Project Name Date of Application ERX Motor Park, Darold ERX Motor Park Application Number Wiodorski 4-27-16 WCA 16- 04 ® Attach site locator map. Type of Decision: ® Wetland Boundary or Type ❑ No -Loss ❑ Exemption ❑ Sequencing ❑ Replacement Plan ❑ Banking Plan t ecnnicat tvatuatton ranet 1-tnoulgs anct xecommenctation tit any): ❑ Approve M Approve with conditions ❑ Deny Summary (or attach): Maintain distance from wetland boundary while grading. Restore Wetland #8 with vegetation. 2. LOCAL GOVERNMENT UNIT DECISION Date of Decision: 5-27-16 ❑ Approved ® Approved with conditions (include below) ❑ Denied LGU Findings and Conclusions (attach additional sheets as necessary): TEP and LGU are in agreeance with the Wetland Boundary and Type Confirmation. Site visit was conducted on May 12, 2016. LGU instructed applicant to maintain city ordinance setbacks of 25 ft. and use proper erosional control measures. Wetland #8 has since been restored with vegetation and shall maintain wetland status. Additional conditions include: -All other local, state, or federal pennits are obtained, as necessary; - The application, as reviewed by the TEP, is followed as submitted, with any changes to the permitted plan to be brought back to the TEP for review and approval. BWSR Forms 7-1-10 Page 1 of 3 For Renlacement Plans using credits from the State Wetland Bank: Bank Account # Bank Service Area County Credits Approved for Name Title Kristin Mroz Withdrawal (sq. ft. or nearest .01 Signature Date Phone Number and E-mail acre) Replacement Plan Approval Conditions. In addition to any conditions specified by the LOU, the approval of a Wetland Replacement Plan is conditional upon the following.- F-1 ollowing:❑ Financial Assurance: For project -specific replacement that is not in -advance, a financial assurance specified by the LOU must be submitted to the LOU in accordance with MN Rule 9420.0522, Subp. 9 (List amount and type in LOU Findings). ❑ Deed Recording: For project -specific replacement, evidence must be provided to the LOU that the BWSR "Declaration of Restrictions and Covenants" and "Consent to Replacement Wetland" forms have been filed with the county recorder's office in which the replacement wetland is located. ❑ Credit Withdrawal: For replacement consisting of wetland bank credits, confirmation that BWSR has withdrawn the credits from the state wetland bank as specified in the approved replacement plan. Wetlands may not be impacted until all applicable conditions have been met! LOU Authorized Sienature: Signing and mailing of this completed form to the appropriate recipients in accordance with 8420.0255, Subp. 5 provides notice that a decision was made by the LOU under the Wetland Conservation Act as specified above. If additional details on the decision exist, they have been provided to the landowner and are available frorn the LOU upon request. Name Title Kristin Mroz Environmental Technician Signature Date Phone Number and E-mail 5-27-16 763.635.1004 KMroz@E1kRiverMN.gov THIS DECISION ONLY APPLIES TO THE MINNESOTA WETLAND CONSERVATION ACT. Additional approvals or permits from local, state, and federal agencies may be required. Check with all appropriate authorities before commencing work in or near wetlands. Applicants proceed at their own risk if work authorized by this decision is started before the time period for appeal (30 days) has expired. If this decision is reversed or revised under appeal, the applicant may be responsible for restoring or replacing all wetland impacts. This decision is valid for three years from the date of decision unless a longer period is advised by the TEP and specified in this notice of decision. 3. APPEAL OF THIS DECISION Pursuant to MN Rule 8420.0905, any appeal of this decision can only be commenced by mailing a petition for appeal, including applicable fee, within thirty (30) calendar days of the date of the mailing of this Notice to the following as indicated: Check one: ❑ Appeal of an LOU staff decision. Send ❑ Appeal of LOU governing body decision. Send petition and $ fee (if applicable) to: petition and $500 filing fee to: Executive Director Minnesota Board of Water and Soil Resources 520 Lafayette Road North St. Paul, MN 55155 BWSR Forms 7-1-10 Page 2 of 3 4. LIST OF ADDRESSEES ® SWCD TEP member: Bill Bronder ® BWSR TEP member: Lynda Peterson ® LGU TEP member (if different than LGU Contact): Kristin Mroz ® DNR TEP member: Mark Pelham ❑ DNR Regional Office (if different than DNR TEP member) ❑ WD or WMO (if applicable): ® Applicant and Landowner- (if different) ❑ Members of the public who requested notice: ® Corps of Engineers Project Manager ❑ BWSR Wetland Bank Coordinator (wetland bank plan decisions only) 5. MAILING INFORMATION ➢For a list of BWSR TEP representatives: www.bwsr.state.mn.us/aboutbwsi-/workareas/WCA areas.pdf ➢For a list of DNR TEP representatives: www.bwsr.state.mn.us/wetlands/wea/DNR TEP contacts.pdf ➢Department of Natural Resources Regional Offices: NW Re(ion: NE Region: Central Region: Southern Rection: Reg. Env, Assess. Ecol. Reg. Env. Assess. Ecol. Reg. Env. Assess. Ecol. Reg, Env. Assess. Ecol. Div. Ecol. Resources Div. Ecol, Resources Div. Ecol- Resources Div, Ecol, Resources 2115 Birchmont Beach Rd. 1201 E. Hwy, 2 1200 Warner Road 261 Hwy, 15 South NE Grand Rapids, MN 55744 St. Paul, MN 55106 New Ulm, MN 56073 Bemidji, MN 56601 For a map of DNR Administrative Regions, see: http://files.dnr.state.iTui.us/aboutdiir/ditr regiozls.pdf i,For a list of Corps of Project Managers: wvvw.mvp.usace.army.mil/regulatory/default.asp?pageid-687 or send to: US Army Corps of Engineers St. Paul District, ATTN: OP -R 180 Fifth St. East, Suite 700 St. Paul, MN 55101-1678 For Wetland Bank Plan applications, also send a copy of the application to.- Minnesota o:Minnesota Board of Water and Soil Resources Wetland Bank Coordinator 520 Lafayette Road North St. Paul, MN 55155 6. ATTACHMENTS 1n addition to the site locator map, Iist any other attachments: El El El BWSR Forms 7-1-10 Page 3 of PROJECT LOCATION SOURCE: ESR7,USDA, naER, MN DNR, Snel6ume Co. Anders.. .gYreeednq �' 1Inch - 0.6 m Nes e Q - 0 025 05 i Mites Highway 169 sh-b--. C—ry ClryM e++ w-. Elk River Sherbume County, MN V.I. of AN..asola "r -m me G—W.. WN S.10 Tw .33 N R.26 W &,ac„a`c.aowrgof VAVWm uc LOCATION - FIGURE 1 ANDERSON 130,5 xm ERX MOTOR PARK ENGINEE:RIN5 ELK RIVER aer��u.rc - rnwerres..+s w. r.,v; tnw 7Cti3�s7JEl0a (n) �ea�7ae[5A th EA1�[rwauY.YP,YfS Wfs4wE�d,CrRFYTWi. �Yw ia+MLpn AE ComI..� 1216 Dale' 3QY2016 SY: JLA 'L Legend Project Extent Sherburne Co. Parcels Field Delineated Wetland 4/15/2016 jo Sample Point . a. SOURCE: ESRI,USDA,TIGER, MN DNR, Sherburne Co., Anderson Engineering 1 inch = 400 feet e 0 200 400 800 Feet Highway 169 Elk River, Sherbume County, MN State of Minnesota Sherburne County, MN S.10 TWp.33 N R.26 W DELINEATION - FIGURE 5 r' Anders1stAwne NoIthfMinnewta,LLC ERX MOTOR PARK ANDERSON 136051stAeenue NoRh ENGINEERING Piymaum,MNssw1 ELK RIVER ENGINEERING . ARCHITECTURE LAND SUR—INC 763412-4000 (o) 763-412-4090 (f) ENVIRONMENTAL SERMCES LANn SCiwE ARCHITECTURE VSNW ae-mn.Lom AE Comm.# 14216 Date: 4/15/2016 By, JLA Circular 39 Eggers & Reed Size Hand Cowardin Classification Classification Classification (Ac.) 1 PEM1C Type 3 Inland Shallow Marsh 3.14 2 PSS1/EM1C Type 3/6 Inland Shallow Marsh/Shrub Can 1.68 3 PEM1A/B/C Type 1/2/3 Seasonally Flooded Basin/Fresh Wet Meadow/Inland 4.55 Shallow Marsh s.: 4 PEMB Type 2 Fresh Wet Meadow 5.40 i, 5 PFO1/SS1/EM 1A/B Type 1/2/6/7 Wet Prairie/shallow Marsh/Shrub Can/Hardwood Swamp 16.49 6 PSS3/PEM1B/C Type 2/3/8 Fresh Wet Meadow/Inland Shallow Marsh/Open Bog 6.78 7 PEMA Type 1 Seasonally Flooded Basin 0.05 - - 8 PEMA Type 1 Seasonally Flooded Basin 0.15 9 PEMC 10 PEMC Type 3 Type 3 Inland Shallow Marsh Inland Shallow Marsh 0.58 0.59 11 PEM1B/C Type 2/3 Fresh Wet Meadow/Inland Shallow Marsh 0.66 'L Legend Project Extent Sherburne Co. Parcels Field Delineated Wetland 4/15/2016 jo Sample Point . a. SOURCE: ESRI,USDA,TIGER, MN DNR, Sherburne Co., Anderson Engineering 1 inch = 400 feet e 0 200 400 800 Feet Highway 169 Elk River, Sherbume County, MN State of Minnesota Sherburne County, MN S.10 TWp.33 N R.26 W DELINEATION - FIGURE 5 r' Anders1stAwne NoIthfMinnewta,LLC ERX MOTOR PARK ANDERSON 136051stAeenue NoRh ENGINEERING Piymaum,MNssw1 ELK RIVER ENGINEERING . ARCHITECTURE LAND SUR—INC 763412-4000 (o) 763-412-4090 (f) ENVIRONMENTAL SERMCES LANn SCiwE ARCHITECTURE VSNW ae-mn.Lom AE Comm.# 14216 Date: 4/15/2016 By, JLA Minnesota Wetland Conservation Act Notice of Decision Local Government Unit (LGU) Address City of Elk River 13065 Orono Parkway Elk River, MN 55330 1. PROJECT INFORMATION Applicant Name Project Name Date of Application Plaisted Companies Elk River Aggregates Application Number PO Box 332 Oct 1, 2013 1992-040 Elk River, MN 55330 ® Attach site locator map. Type of Decision: ® Wetland Boundary or Type ❑ No -Loss ❑ Exemption ❑ Sequencing ❑ Replacement Plan ❑ Banking Plan Iechmcal Evaluation Panel rmdmas and Recommendation (it ❑ Approve ❑ Approve with conditions ❑ Deny Summary (or attach): No comments received 2. LOCAL GOVERNMENT UNIT DECISION Date of Decision: October 25, 2013 ® Approved ❑ Approved with conditions (include below) ❑ Denied LGU Findings and Conclusions (attach additional sheets as necessary): A wetland delineation was completed for a 120 acre site in Elk River. Eleven wetlands were delineated, totaling 30.32 acres. Wetlands included Type 2, and 3 (Fresh Wet Meadow and Shallow Marsh) wetlands. Wetlands were field reviewed on October 11, 2013 and the delineation boundaries were accurate. Upon further discussion with the applicant, some of the wetland areas may be incidental as they were created as part of mining activities. This Notice of Application does not include review or approval of incidental status of any wetlands as that will be addressed through a separate application process. The wetland boundaries and types as indicated in the Wetland Delineation Report from Anderson Engineering dated September 30, 2013 are approved. Wetland 1 - PEMC, Type 3 Wetland 2 - PEMC, Type 3 Wetland 3 - PEMC, Type 3 Wetland 4 - PEMC, Type 3 Wetland 5- PEMB, Type 2 Wetland 6 - PEMB, Type 2 Wetland 7 - PEMB, Type 2 Wetland 8 - PEMC, Type 3 BWSR Forms 7-1-10 Page 1 of 3 Wetland 9 - PEMB, Type 2 Wetland 10 - PEMC, Type 3 Wetland I I - PEMC, Type 3 For Replacement Plans using credits from the State Wetland Bank: Bank Account 9 Bank Service Area County Credits Approved for NA Title Andrea Moffatt, WSB & Associates (for City of Withdrawal (sq. ft. or nearest .01 Elk River Signature acre) Replacement Plan Approval Conditions. In addition to any conditions specified by the LGU, the approval of a Wetland Replacement Plan is conditional upon the following: ❑ Financial Assurance: For project -specific replacement that is not in -advance, a financial assurance specified by the LGU must be submitted to the LGU in accordance with MN Rule 8420.0522, Subp. 9 (List amount and type in LGU Findings). ❑ Deed Recording: For project -specific replacement, evidence must be provided to the LGU that the BWSR "Declaration of Restrictions and Covenants" and "Consent to Replacement Wetland" forms have been filed with the county recorder's office in which the replacement wetland is located. ❑ Credit Withdrawal: For replacement consisting of wetland bank credits, confirmation that BWSR has withdrawn the credits from the state wetland bank as specified in the approved replacement plan. Wetlands may not be impacted until all applicable conditions have been met! LGU Authorized Signature: Signing and mailing of this completed form to the appropriate recipients in accordance with 8420.0255, Subp. 5 provides notice that a decision was made by the LGU under the Wetland Conservation Act as specified above. If additional details on the decision exist, they have been provided to the landowner and are available from the LGU upon request. Name Title Andrea Moffatt, WSB & Associates (for City of Principal Elk River Signature Date Phone Number and E-mail 10/25/13 7-7196 amoff tt*w amoffatt@wsbeng.com THIS DECISION ONLY APPLIES TO THE MINNESOTA WETLAND CONSERVATION ACT. Additional approvals or permits from local, state, and federal agencies may be required. Check with all appropriate authorities before commencing work in or near wetlands. Applicants proceed at their own risk if work authorized by this decision is started before the time period for appeal (30 days) has expired. If this decision is reversed or revised under appeal, the applicant may be responsible for restoring or replacing all wetland impacts. This decision is valid for three years from the date of decision unless a longer period is advised by the TEP and specified in this notice of decision. 3. APPEAL OF THIS DECISION Pursuant to MN Rule 8420.0905, any appeal of this decision can only be commenced by mailing a petition for appeal, including applicable fee, within thirty (30) calendar days of the date of the mailing of this Notice to the following as indicated: Check one: BWSR Forms 7-1-10 Page 2 of 3 V" Appeal of an LGU staff decision. Send ❑ Appeal of LGU governing body decision. Send petition and $500 fee (if applicable) to: petition and $500 filing fee to: Jeremy Barnhart Executive Director City of Elk River Minnesota Board of Water and Soil Resources 520 Lafayette Road North St. Paul, MN 55155 4. LIST OF ADDRESSEES ® SWCD TEP member: Bill Bronder, Sherburne SWCD ® BWSR TEP member: Keith Grow ® LGU TEP member (if different than LGU Contact): Jeremy Barnhart (City) ® DNR TEP member: Melissa Doperalski ❑ DNR Regional Office (if different than DNR TEP member) ❑ WD or WMO (if applicable): ® Applicant and Landowner (if different) Plaisted Co (MNilson@plaistedcompanies.com) ❑ Members of the public who requested notice: ® Corps of Engineers Project Manager Andy Beaudet ❑ BWSR Wetland Bank Coordinator (wetland bank plan decisions only) 5. MAILING INFORMATION ➢For a list of BWSR TEP representatives: www.bwsr.state.mn.us/aboutbwsr/workareas/WCA_areas.pdf ➢For a list of DNR TEP representatives: www.bwsr.state.mn.us/wetlands/wca/DNR TEP_contacts.pdf ➢Department of Natural Resources Regional Offices: NW Region: NE Region: Central Region: Southern Region: Reg. Env. Assess. Ecol. Reg. Env. Assess. Ecol. Reg. Env. Assess. Ecol. Reg. Env. Assess. Ecol. Div. Ecol. Resources Div. Ecol. Resources Div. Ecol. Resources Div. Ecol. Resources 2115 Birchmont Beach Rd. 1201 E. Hwy. 2 1200 Warner Road 261 Hwy. 15 South NE Grand Rapids, MN 55744 St. Paul, MN 55106 New Ulm, MN 56073 Bemidji, MN 56601 For a map of DNR Administrative Regions, see: http:Hfiles.dnr.state.mn.us/aboutdnr/dnr regions.pdf ➢For a list of Corps of Project Managers: www.myp.usace.anny.mil/regulatoDL/default.asp?pageid=687 /default.asp?pageid=687 or send to: US Army Corps of Engineers St. Paul District, ATTN: OP -R 180 Fifth St. East, Suite 700 St. Paul, MN 55101-1678 ➢For Wetland Bank Plan applications, also send a copy of the application to: Minnesota Board of Water and Soil Resources Wetland Bank Coordinator 520 Lafayette Road North St. Paul, MN 55155 6. ATTACHMENTS In addition to the site locator map, list any other attachments: ® Wetland Delineation Map El BWSR Forms 7-1-10 Page 3 of 3 ob .. r I"j _0 S ti ,.:... ...MN 1S s Iff 44R t1.f S ryga Hn' 1 Qb u 9141 1AR r t a, ea N` vf� IY.+#RI#f X34,{#f., u.,l 111?k{� ll •J I.` n '3` J I -- 1 •'' .; � III �'YE YIII �I :CI II l•'I kVl 41k III i b - } � k _ r- IIr4'{I{N{t�U 1.Y1{I{i;{I 1 it 111{YIi1{UIIRYI{Ij�lll'4� .x�� _ p �.� - �1/ - �r,, y{ IIF 1111 IR. �1►Y ,�- a'f Cl �_ . ap}k44;y,� t . �.'.'»]' 010jj! # oil. fir, M�{�'Daf �i i,•1kl f r , ' r. "' 1 �'•'AA IIfh I{III*R7Y II yl{41 04 'TR {111.91} 1 +# ; '# , • r , f - 3 -, OD .II iiY uy •f - t ji h. l �YIII II Ily y11 '•L. i ,,.I E' �—.. � f,li� ..1 r i y I Fi "d- 1 " O . � e I 1 t o � LULO o,v u'o w g _ n N LL o 46 Z O o P: w y D (DZR �g aH u O e z iw w5 0 YO Wa J 0 � Q o � o,v u'o w g 46 Z LU w ba D (DZR �g W Z z iw w5 a, w yy ww |;§;§§BB//B) � $\ ® ° d2 |;§;§§BB//B) � . • �■�_ | � �� �( ! -milli § R L \ P: & z -j & a � . • �■�_ | � �� �( MON. § R L \ P: & z -j & a ERX MOTOR PARK, INC. APPENDIX C APPENDIX C: DNR NATURAL HERITAGE INFORMATION SYSTEM LETTER ENVIRONMENTAL ASSESSMENT WORKSHEET ELK RIVER, MINNESOTA SEPTEMBER 2016 September 26, 2016 Mr. Chris Carlson ERX Motor Park 10800 175th Ave. NW Elk River, MN 55330 Minnesota Department of Natural Resources Division of Ecological and Water Resources, Box 25 500 Lafayette Road St. Paul, Minnesota 55155-4025 Phone: (651) 259-5091 E-mail: samantha.bump@state.mn.us RE: Natural Heritage Review of the proposed ERX Motor Park, T33N R26W Section 10; Sherburne County Dear Mr. Carlson, Correspondence # ERDB 20170104 As requested, the Minnesota Natural Heritage Information System has been queried to determine if any rare species or other significant natural features are known to occur within an approximate one - mile radius of the proposed project. Based on this query, rare features have been documented within the search area (for details, please visit the Rare Species Guide at http://www.dnr.state.mn.us/rsg/index.html for more information on the biology, habitat use, and conservation measures of these rare species). Please note that the following rare features may be adversely affected by the proposed project: State -listed Species • Blanding's turtles (Emydoidea blandingii), a state -listed threatened species, have been reported from the vicinity of the proposed project and may be encountered on site. Blanding's turtles use wetlands as well as upland areas up to and over a mile distant from wetlands. Uplands are used for nesting, basking, periods of dormancy, and traveling between wetlands. Because of the tendency to travel long distances over land, Blanding's turtles regularly travel across roads and are therefore susceptible to collisions with vehicles. Any added mortality can be detrimental to populations of Blanding's turtles, as these turtles have a low reproduction rate that depends upon a high survival rate to maintain population levels. Other factors believed to contribute to the decline of this species include wetland drainage and degradation, and the development of upland habitat. The development and operation of the proposed off-road racing truck track has the potential to impact this rare turtle through direct fatalities or habitat disturbance/destruction. Actions to avoid or minimize disturbance to this state -protected turtle may include, but are not limited to, the following recommendations: www.mndnr.gov AN EQUAL OPPORTUNITY EMPLOYER ➢ Avoid Type 2 & 3 wetlands, ➢ To avoid any incidental takings, avoid filling or dewatering wetlands during the winter, ➢ Implement stringent sediment and erosion control methods, ➢ Protect wetlands from chemical (e.g., fertilizers, pesticides) run-off, ➢ Maintain buffer between disturbed areas and wetlands, ➢ Use wildlife -friendly erosion control methods (see enclosed fact sheet), ➢ Monitor for turtles during construction and report any sightings to the DNR, ➢ Please refer to the first list of recommendations in the enclosed Blanding's Turtle Fact Sheet. If greater protection for turtles is desired, the second list of recommendations can be implemented as well. The fact sheet contains specific recommendations regarding roads, wetlands, and vegetation management that will pertain to this project. ➢ For further assistance regarding the Blanding's turtle, please contact the DNR Regional Nongame Specialist, Erica Hoaglund, at 651-259-5772 or Erica.Hoaglund@state.mn.us . The attached flyer should be given to all contractors working in the area. If Blanding's turtles are encountered on site, please remember that state law and rules prohibit the destruction of threatened or endangered species, except under certain prescribed conditions. If turtles are in imminent danger they should be moved by hand out of harm's way, otherwise they should be left undisturbed. Environmental Review and Permitting • The Environmental Assessment Worksheet should address whether the proposed project has the potential to adversely affect the above rare features and, if so, it should identify specific measures that will be taken to avoid or minimize disturbance. Sufficient information should be provided so the DNR can determine whether a takings permit will be needed for any of the above protected species. • Please include a copy of this letter in any state or local license or permit application. Please note that measures to avoid or minimize disturbance to the above rare features may be included as restrictions or conditions in any required permits or licenses. The Minnesota Natural Heritage Information System has been queried to determine if any rare species or other significant natural features are known to occur within an approximate one -mile radius of the proposed project. For the results of this query, please refer to the enclosed database reports (please visit the Rare Species Guide at http://www.dnr.state.mn.us/rsg/index.html for more information on the biology, habitat use, and conservation measures of these rare species). As requested per the data request form, I am providing the database reports only and have not evaluated the potential for the proposed project to adversely affect these rare features. Please note that the Environmental Assessment Worksheet (EAW) should address whether the proposed project has the potential to adversely affect these rare features and, if so, the EAW should describe any measures that will be taken to avoid, minimize, or mitigate impacts. The Natural Heritage Information System (NHIS), a collection of databases that contains information about Minnesota's rare natural features, is maintained by the Division of Ecological and Water Resources, Department of Natural Resources. The NHIS is continually updated as new information becomes available, and is the most complete source of data on Minnesota's rare or otherwise significant species, native plant communities, and other natural features. However, the NHIS is not an exhaustive inventory and thus does not represent all of the occurrences of rare features within the state. Therefore, Page 2 of 3 ecologically significant features for which we have no records may exist within the project area. If additional information becomes available regarding rare features in the vicinity of the project, further review may be necessary. For environmental review purposes, the results of this Natural Heritage Review are valid for one year; the results are only valid for the project location (noted above) and the project description provided on the NHIS Data Request Form. Please contact me if project details change or for an updated review if construction has not occurred within one year. The Natural Heritage Review does not constitute review or approval by the Department of Natural Resources as a whole. Instead, it identifies issues regarding known occurrences of rare features and potential effects to these rare features. To determine whether there are other natural resource concerns associated with the proposed project, please contact your DNR Regional Environmental Assessment Ecologist (contact information available at http://www.dnr.state.mn.us/eco/ereview/erp regioncontacts.html). Please be aware that additional site assessments or review may be required. Thank you for consulting us on this matter, and for your interest in preserving Minnesota's rare natural resources. An invoice will be mailed to you under separate cover. Sincerely, Samantha Bump Natural Heritage Review Specialist enc. Blanding's Turtle Fact Sheet & Flyer Wildlife Friendly Erosion Control Cc: Becky Horton Leslie Parris Erica Hoaglund Page 3 of 3 Environmental Review Fact Sheet Series Endangered, Threatened, and Special Concern Species of Minnesota Standing's Turtle (Emydoidea blandingiz) Minnesota Status: Threatened State Rank': S2 Federal Status: none Global Rank': G4 HABITAT USE Blanding's turtles need both wetland and upland habitats to complete their life cycle. The types of wetlands used include ponds, marshes, shrub swamps, bogs, and ditches and streams with slow-moving water. In Minnesota, Blanding's turtles are primarily marsh and pond inhabitants. Calm, shallow water bodies (Type 1-3 wetlands) with mud bottoms and abundant aquatic vegetation (e.g., cattails, water lilies) are preferred, and extensive marshes bordering rivers provide excellent habitat. Small temporary wetlands (those that dry up in the late summer or fall) are frequently used in spring and summer -- these fishless pools are amphibian and invertebrate breeding habitat, which provides an important food source for Blanding's turtles. Also, the warmer water of these shallower areas probably aids in the development of eggs within the female turtle. Nesting occurs in open (grassy or brushy) sandy uplands, often some distance from water bodies. Frequently, nesting occurs in traditional nesting grounds on undeveloped land. Blanding's turtles have also been known to nest successfully on residential property (especially in low density housing situations), and to utilize disturbed areas such as farm fields, gardens, under power lines, and road shoulders (especially of dirt roads). Although Blanding's turtles may travel through woodlots during their seasonal movements, shady areas (including forests and lawns with shade trees) are not used for nesting. Wetlands with deeper water are needed in times of drought, and during the winter. Blanding's turtles overwinter in the muddy bottoms of deeper marshes and ponds, or other water bodies where they are protected from freezing. LIFE HISTORY Individuals emerge from overwintering and begin basking in late March or early April on warm, sunny days. The increase in body temperature which occurs during basking is necessary for egg development within the female turtle. Nesting in Minnesota typically occurs during June, and females are most active in late afternoon and at dusk. Nesting can occur as much as a mile from wetlands. The nest is dug by the female in an open sandy area and 6-15 eggs are laid. The female turtle returns to the marsh within 24 hours of laying eggs. After a development period of approximately two months, hatchlings leave the nest from mid-August through early -October. Nesting females and hatchlings are often at risk of being killed while crossing roads between wetlands and nesting areas. In addition to movements associated with nesting, all ages and both sexes move between wetlands from April through November. These movements peak in June and July and again in September and October as turtles move to and from overwintering sites. In late autumn (typically November), Blanding' s turtles bury themselves in the substrate (the mud at the bottom) of deeper wetlands to overwinter. IMPACTS / THREATS / CAUSES OF DECLINE • loss of wetland habitat through drainage or flooding (converting wetlands into ponds or lakes) • loss of upland habitat through development or conversion to agriculture • human disturbance, including collection for the pet trade* and road kills during seasonal movements • increase in predator populations (skunks, raccoons, etc.) which prey on nests and young * It is illegal to possess this threatened species. Minnesota DNR Division of Ecological Resources Environmental Review Fact Sheet Series. Blanding' s Turtle. 2 RECOMMENDATIONS FOR AVOIDING AND MINIMIZING IMPACTS These recommendations apply to typical construction projects and general land use within Blanding's turtle habitat, and are provided to help local governments, developers, contractors, and homeowners minimize or avoid detrimental impacts to Blanding's turtle populations. List 1 describes minimum measures which we recommend to prevent harm to Blanding's turtles during construction or other work within Blanding's turtle habitat. List 2 contains recommendations which offer even greater protection for Blanding's turtles populations; this list should be used in addition to the first list in areas which are known to be of state-wide importance to Blanding's turtles (contact the DNR's Natural Heritage and Nongame Research Program if you wish to determine if your project or home is in one of these areas), or in any other area where greater protection for Blanding's turtles is desired. List 1. Recommendations for all areas inhabited by List 2. Additional recommendations for areas known to Blanding's turtles. be of state-wide importance to Blanding's turtles. GENERAL A flyer with an illustration of a Blanding's turtle should be Turtle crossing signs can be installed adjacent to road - given to all contractors working in the area. Homeowners crossing areas used by Blanding's turtles to increase public should also be informed of the presence of Blanding's awareness and reduce road kills. turtles in the area. Turtles which are in imminent danger should be moved, by Workers in the area should be aware that Blanding' s hand, out of harms way. Turtles which are not in turtles nest in June, generally after 4pm, and should be imminent danger should be left undisturbed. advised to minimize disturbance if turtles are seen. If a Blanding's turtle nests in your yard, do not disturb the If you would like to provide more protection for a nest. Blanding's turtle nest on your property, see "Protecting Blanding's Turtle Nests" on page 3 of this fact sheet. Silt fencing should be set up to keep turtles out of Construction in potential nesting areas should be limited to construction areas. It is critical that silt fencing be the period between September 15 and June 1 (this is the removed after the area has been revegetated. time when activity of adults and hatchlings in upland areas is at a minimum). WETLANDS Small, vegetated temporary wetlands (Types 2 & 3) should Shallow portions of wetlands should not be disturbed not be dredged, deepened, filled, or converted to storm during prime basking time (mid morning to mid- afternoon water retention basins (these wetlands provide important in May and June). A wide buffer should be left along the habitat during spring and summer). shore to minimize human activity near wetlands (basking Blanding's turtles are more easily disturbed than other turtle species). Wetlands should be protected from pollution; use of Wetlands should be protected from road, lawn, and other fertilizers and pesticides should be avoided, and run-off chemical run-off by a vegetated buffer strip at least 50' from lawns and streets should be controlled. Erosion wide. This area should be left unmowed and in a natural should be prevented to keep sediment from reaching condition. wetlands and lakes. ROADS Roads should be kept to minimum standards on widths and Tunnels should be considered in areas with concentrations lanes (this reduces road kills by slowing traffic and of turtle crossings (more than 10 turtles per year per 100 reducing the distance turtles need to cross). meters of road), and in areas of lower density if the level of road use would make a safe crossing impossible for turtles. Contact your DNR Regional Nongame Specialist for further information on wildlife tunnels. Roads should be ditched, not curbed or below grade. If Roads should be ditched, not curbed or below grade. curbs must be used, 4 inch hih curbs at a 3:1 slope are preferred (Blanding's turtles have great difficulty climbing traditional curbs; curbs and below grade roads trap turtles on the road and can cause road kills). Minnesota DNR Division of Ecological Resources Environmental Review Fact Sheet Series. Blanding' s Turtle. 3 ROADS cont. Culverts between wetland areas, or between wetland areas and nesting areas, should be 36 inches or greater in diameter, and elliptical or flat-bottomed. Wetland crossings should be bridged, or include raised roadways with culverts which are 36 in or greater in diameter and flat-bottomed or elliptical (raised roadways discourage turtles from leaving the wetland to bask on roads). Culverts under roads crossing streams should be oversized (at least twice as wide as the normal width of open water) and flat-bottomed or elliptical. Road placement should avoid separating wetlands from adjacent upland nesting sites, or these roads should be fenced to prevent turtles from attempting to cross them (contact your DNR Nongame Specialist for details). Road placement should avoid bisecting wetlands, or these roads should be fenced to prevent turtles from attempting to cross them (contact your DNR Nongame Specialist for details). This is especially important for roads with more than 2lanes. Roads crossing streams should be bridged. UTILITIES Utility access and maintenance roads should be kept to a minimum (this reduces road -kill potential). Because trenches can trap turtles, trenches should be checked for turtles prior to being backfilled and the sites should be returned to original grade. LANDSCAPING AND VEGETATION MANAGEMENT Terrain should be left with as much natural contour as possible. Graded areas should be revegetated with native grasses and forbs (some non -natives form dense patches through which it is difficult for turtles to travel). Vegetation management in infrequently mowed areas -- such as in ditches, along utility access roads, and under power lines -- should be done mechanically (chemicals should not be used). Work should occur fall through spring (after October 1st and before June lst ) As much natural landscape as possible should be preserved (installation of sod or wood chips, paving, and planting of trees within nesting habitat can make that habitat unusable to nesting Blanding's turtles). Open space should include some areas at higher elevations for nesting. These areas should be retained in native vegetation, and should be connected to wetlands by a wide corridor of native vegetation. Ditches and utility access roads should not be mowed or managed through use of chemicals. If vegetation management is required, it should be done mechanically, as infrequently as possible, and fall through spring (mowing can kill turtles present during mowing, and makes it easier for predators to locate turtles crossing roads). Protecting Blanding's Turtle Nests: Most predation on turtle nests occurs within 48 hours after the eggs are laid. After this time, the scent is gone from the nest and it is more difficult for predators to locate the nest. Nests more than a week old probably do not need additional protection, unless they are in a particularly vulnerable spot, such as a yard where pets may disturb the nest. Turtle nests can be protected from predators and other disturbance by covering them with a piece of wire fencing (such as chicken wire), secured to the ground with stakes or rocks. The piece of fencing should measure at least 2 ft. x 2 ft., and should be of medium sized mesh (openings should be about 2 in. x 2 in.). It is very important that the fencing be removed before August 18 so the young turtles can escape from the nest when they hatch! REFERENCES 'Association for Biodiversity Information. "Heritage Status: Global, National, and Subnational Conservation Status Ranks." NatureServe. Version 1.3 (9 April 2001). htW://www.natureserve.or /r.�. m (15 April 2001). Coffin, B., and L. Pfannmuller. 1988. Minnesota's Endangered Flora and Fauna. University of Minnesota Press, Minneapolis, 473 pp. Minnesota DNR Division of Ecological Resources Environmental Review Fact Sheet Series. Blanding' s Turtle. 4 REFERENCES (cont.) Moriarty, J. J., and M. Linck. 1994. Suggested guidelines for projects occurring in Blanding's turtle habitat. Unpublished report to the Minnesota DNR. 8 pp. Oldfield, B., and J. J. Moriarty. 1994. Amphibians and Reptiles Native to Minnesota. University of Minnesota Press, Minneapolis, 237 pp. Sajwaj, T. D., and J. W. Lang. 2000. Thermal ecology of Blanding' s turtle in central Minnesota. Chelonian Conservation and Biology 3(4):626-636. Compiled by the Minnesota Department of Natural Resources Division of Ecological Resources, Updated March 2008 Endangered Species Environmental Review Coordinator, 500 Lafayette Rd, Box 25, St. Paul, MN 55155 / 651-259-5109 CAUTION BLANDING'S TURTLES MAY BE ENCOUNTERED IN THIS AREA The unique and rare Blanding's turtle has been found in this area. Blanding's turtles are state -listed as Threatened and are protected under Minnesota Statute 84.095, Protection of Threatened and Endangered Species. Please be careful of turtles on roads and in construction sites. For additional information on turtles, or to report a Blanding's turtle sighting, contact the DNR Nongame Specialist nearest you: Bemidji (218-308-2641); Grand Rapids (218-327-4518); New Ulm (507-359-6033); Rochester (507-206-2820); or St. Paul (651-259-5772). DESCRIPTION: The Blanding's turtle is a medium to large turtle (5 to 10 inches) with a black or dark blue, dome-shaped shell with muted yellow spots and bars. The bottom of the shell is hinged across the front third, enabling the turtle to pull the front edge of the lower shell firmly against the top shell to provide additional protection when threatened. The head, legs, and tail are dark brown or blue -gray with small dots of light brown or yellow. A distinctive field mark is the bright yellow chin and neck. BLANDING'S TURTLES DO NOT MAKE GOOD PETS IT IS ILLEGAL TO KEEP THIS THREATENED SPECIES IN CAPTIVITY SUMMARY OF RECOMMENDATIONS FOR AVOIDING AND MINIMIZING IMPACTS TO BLANDING'S TURTLE POPULATIONS (see Blanding's Turtle Fact Sheet for full recommendations) • This flyer should be given to all contractors working in the area. Homeowners should also be informed of the presence of Blanding's turtles in the area. • Turtles that are in imminent danger should be moved, by hand, out of harm's way. Turtles that are not in imminent danger should be left undisturbed to continue their travel among wetlands and/or nest sites. • If a Blanding's turtle nests in your yard, do not disturb the nest and do not allow pets near the nest. • Silt fencing should be set up to keep turtles out of construction areas. It is critical that silt fencing be removed after the area has been revegetated. • Small, vegetated temporary wetlands should not be dredged, deepened, or filled. • All wetlands should be protected from pollution; use of fertilizers and pesticides should be avoided, and run-off from lawns and streets should be controlled. Erosion should be prevented to keep sediment from reaching wetlands and lakes. • Roads should be kept to minimum standards on widths and lanes. • Roads should be ditched, not curbed or below grade. If curbs must be used, 4" high curbs at a 3:1 slope are preferred. • Culverts under roads crossing wetland areas, between wetland areas, or between wetland and nesting areas should be at least 36 in. diameter and flat-bottomed or elliptical. • Culverts under roads crossing streams should be oversized (at least twice as wide as the normal width of open water) and flat-bottomed or elliptical. • Utility access and maintenance roads should be kept to a minimum. • Because trenches can trap turtles, trenches should be checked for turtles prior to being backfilled and the sites should be returned to original grade. • Terrain should be left with as much natural contour as possible. • Graded areas should be revegetated with native grasses and forbs. • Vegetation management in infrequently mowed areas -- such as in ditches, along utility access roads, and under power lines -- should be done mechanically (chemicals should not be used). Work should occur fall through spring (after October 1St and before June 1St) Compiled by the Minnesota Department of Natural Resources Division of Ecological and Water Resources, Updated August 2012 Endangered Species Review Coordinator, 500 Lafayette Rd, Box 25, St. Paul, MN 55155 / 651-259-5109 Wildlife Friendly Erosion Control Wildlife entanglement in, and death from, plastic netting and other man-made plastic materials has been documented in birds (Johnson, 1990; Fuller-Perrine and Tobin, 1993), fish (Johnson, 1990), mammals (Derraik, 2002), and reptiles (Barton and Kinkead, 2005; Kapfer and Paloski, 2011). Yet the use of these materials continues in many cases, without consideration for wildlife impacts. Plastic netting is frequently used for erosion control during construction and landscape projects and can negatively impact terrestrial and aquatic wildlife populations as well as snag in maintenance machinery resulting in costly repairs and delays. However, wildlife friendly erosion control materials do exist, and are sold by several large erosion control material companies. Below are a few key considerations before starting a project. Know Your Options • Remember to consult with local natural resource authorities (DNR, USFWS, etc.) before starting a project. They can help you identify sensitive areas and rare species. • When erosion control is necessary, select products with biodegradable netting (natural fiber, biodegradable polyesters, etc.). • DO NOT use products that require UV -light to biodegrade (also called, "photodegradable"). These do not biodegrade properly when shaded by vegetation. • Use netting with rectangular shaped mesh (not square mesh). • Use netting with flexible (non -welded) mesh. Know the Landscape • It is especially important to use wildlife friendly erosion control around: o Areas with threatened or endangered species. o Wetlands, rivers, lakes, and other watercourses. o Habitat transition zones (prairie — woodland edges, rocky outcrop — woodland edges, steep rocky slopes, etc.). o Areas with threatened or endangered species. • Use erosion mesh wisely, not all areas with disturbed ground necessitate its use. Do not use plastic mesh unless it is specifically required. Other erosion control options exist (open weave textile (OWT), rolled erosion control products (RECPs) with woven natural fiber netting). WFEC Fact -sheet — MN DNR 2013 (acc.) Protect Wildlife • Avoid photodegradable erosion control materials where possible. • Use only biodegradable materials (typically made from natural fibers), preferably those that will biodegrade under a variety of conditions. • Wildlife friendly erosion control material costs are often similar to conventional plastic netting. M, SOW DEPARTMENT OF NATURALRESOURCES WFEC Fact -sheet — MN DNR 2013 (acc.) • Literature Referenced Barton, C. and K. Kinkead. 2005. Do erosion control and snakes mesh? Soil and Water Conservation Society 60:33A -35A. Derraik, J.G.B. 2002. The pollution of the marine environment by plastic debris: a aeview. Marine Pollution Bulletin 44:842-852. Fuller -Perrin, L.D., and M.E. Tobin. 1993. A method for applying and removing bird -exclusion netting in commercial vineyards. Wildlife Society Bulletin 21:47-51. Johnson, S.W. 1990. Distribution, abundance, and source of entanglement debris and other plastics on Alaskan beaches, 1982-1988. Proceedings of the Second International Conference on Marine Debris 331-348. Kapfer, J. M., and R. A. Paloski. 2011. On the threat to snakes of mesh deployed for erosion control and wildlife exclusion. Herpetological Conservation and Biology 6:1-9. ERX MOTOR PARK, INC. APPENDIX D APPENDIX D: USFWS INFORMATION FOR PLANNING & CONSERVATION REPORT ENVIRONMENTAL ASSESSMENT WORKSHEET ELK RIVER, MINNESOTA SEPTEMBER 2016 ERX Motor Park IPaC Trust Resources Report Generated September 02, 2016 02:01 PM MDT, IPaC v3.0.8 This report is for informational purposes only and should not be used for planning or analyzing project level impacts. For project reviews that require U.S. Fish & Wildlife Service review or concurrence, please return to the IPaC website and request an official species list from the Regulatory Documents page. IPaC - Information for Planning and Conservation (https:Hecos.fws.aov/ipac/): A project planning tool to help streamline the U.S. Fish & Wildlife Service environmental review process. Table of Contents IPaC Trust Resources Report......................................................... 1 Project Description............................................................... 1 Endangered Species.............................................................. 2 MigratoryBirds.................................................................. 3 Refuges & Hatcheries............................................................. 5 Wetlands....................................................................... 6 U.S. Fish & Wildlife Service IPaC Trust Resources Report IaI:#:.►... WON LOCATION Sherburne County, Minnesota IPAC LINK https://ecos.fws.aov/ipac/project/ VH4PA-NX7MJ-B7RKK-M2PWW-EQF4UA U.S. Fish & Wildlife Service Contact Information Trust resources in this location are managed by: Twin Cities Ecological Services Field Office 4101 American Blvd E Bloomington, MN 55425-1665 (612) 725-3548 Ptm.k IPaC Trust Resources Report Endangered Species Endangered Species Proposed, candidate, threatened, and endangered species are managed by the Endangered Species Program of the U.S. Fish & Wildlife Service. This USFWS trust resource report is for informational purposes only and should not be used for planning or analyzing project level impacts. For project evaluations that require USFWS concurrence/review, please return to the IPaC website and request an official species list from the Regulatory Documents section. Section 7 of the Endangered Species Act requires Federal agencies to "request of the Secretary information whether any species which is listed or proposed to be listed may be present in the area of such proposed action" for any project that is conducted, permitted, funded, or licensed by any Federal agency. A letter from the local office and a species list which fulfills this requirement can only be obtained by requesting an official species list either from the Regulatory Documents section in IPaC or from the local field office directly. The list of species below are those that may occur or could potentially be affected by activities in this location: Mammals Northern Long-eared Bat Myotis septentrionalis Threatened CRITICAL HABITAT No critical habitat has been designated for this species. http://ecos.fws.gov/tess_public/profile/speciesProfile.action?spcode=AOJE Critical Habitats There are no critical habitats in this location 9/2/2016 2:01 PM IPaC v3.0.8 Page 2 IPaC Trust Resources Report Migratory Birds Migratory Birds Birds are protected by the Mi_ rq atory Bird Treaty Act and the Bald and Golden Eagle Protection Act. Any activity that results in the take of migratory birds or eagles is prohibited unless authorized by the U.S. Fish & Wildlife Service.111 There are no provisions for allowing the take of migratory birds that are unintentionally killed or injured. Any person or organization who plans or conducts activities that may result in the take of migratory birds is responsible for complying with the appropriate regulations and implementing appropriate conservation measures. 1. 50 C.F.R. Sec. 10.12 and 16 U.S.C. Sec. 668(a) Additional information can be found using the following links: • Birds of Conservation Concern http://www.fws.gov/birds/management/managed-species/ birds-of-conservation-concern.php • Conservation measures for birds http://www.fws.gov/birds/management/project-assessment-tools-and-guidance/ conservation-measures.php • Year-round bird occurrence data http://www.birdscanada.org/birdmon/default/datasummaries.osp The following species of migratory birds could potentially be affected by activities in this location: American Bittern Botaurus lentiginosus Bird of conservation concern Season: Breeding http://ecos.fws.gov/tess_public/profile/speciesProfile.action?spcode=BOF3 Bald Eagle Haliaeetus leucocephalus Bird of conservation concern Season: Year-round http://ecos.fws.gov/tess_public/profile/speciesProfile.action?spcode=BO08 Black Tern !.'hlidonias niger Bird of conservation concern Season: Breeding http://ecos.fws.gov/tess_public/profile/speciesProfile.action?spcode=B09F Black -billed Cuckoo occyzus erythropthalmus Bird of conservation concern Season: Breeding http://ecos.fws.gov/tess_public/profile/speciesProfile.action?spcode=BOHI 9/2/2016 2:01 PM IPaC v3.0.8 Page 3 IPaC Trust Resources Report Migratory Birds Blue -winged Warbler Vermivora pinus Bird of conservation concern Season: Breeding Bobolink Dolichonyx oryzivorus Bird of conservation concern Season: Breeding Brown Thrasher Toxostoma rufum Bird of conservation concern Season: Breeding Cerulean Warbler Dendroica cerulea Bird of conservation concern Season: Breeding http://ecos.fws.aov/tess public/profile/speciesProfile.action?spcode=B091 Dlckcissel 5piza americana Bird of conservation concern Season: Breeding Least Bittern ixobrychus exilis Season: Breeding http://ecos.fws.gov/tess_public/profile/speciesProfile.action?spcode=B092 Loggerhead Shrike Lanius ludovicianus Bird of conservation concern Season: Breeding http://ecos.fws.gov/tess_public/profile/speciesProfile.action?spcode=BOFY Marsh Wren 'istothorus palustris Bird of conservation concern Season: Breeding Pied -billed Grebe Podilymbus podiceps Bird of conservation concern Season: Breeding Red-headed Woodpecker Melanerpes erythrocephalus Bird of conservation concern Season: Breeding Short -eared Owl Asio flammeus Bird of conservation concern Season: Wintering http://ecos.fws.gov/tess_public/profile/speciesProfile.action?spcode=BOHD Swainson's Hawk 3uteo swainsoni Bird of conservation concern Season: Breeding http://ecos.fws.gov/tess_pu blic/profile/speciesProfile.action?spcode=B070 Upland Sandpiper Bird of conservation concern Season: Breeding http://ecos.fws.aov/tess public/profile/speciesProfile.action?spcode=BOHC Western Grebe aechmophorus occidentalis Bird of conservation concern Season: Breeding http://ecos.fws.gov/tess_public/profile/speciesProfile.action?spcode=BOEA Willow Flycatcher : mpidonax traillii Bird of conservation concern Season: Breeding http://ecos.fws.gov/tess_public/profile/speciesProfile.action?spcode=BOF6 Wood Thrush Hylocichla mustelina Bird of conservation concern Season: Breeding 9/2/2016 2:01 PM IPaC v3.0.8 Page 4 IPaC Trust Resources Report Refuges & Hatcheries Wildlife refuges and fish hatcheries Refuge and fish hatchery data is unavailable at this time. 9/2/2016 2:01 PM IPaC v3.0.8 Page 5 IPaC Trust Resources Report Wetlands Wetlands in the National Wetlands Inventory Impacts to NWI wetlands and other aquatic habitats may be subject to regulation under Section 404 of the Clean Water Act, or other State/Federal statutes. For more information please contact the Regulatory Program of the local U.S. Army Corps of Engineers District. DATA LIMITATIONS The Service's objective of mapping wetlands and deepwater habitats is to produce reconnaissance level information on the location, type and size of these resources. The maps are prepared from the analysis of high altitude imagery. Wetlands are identified based on vegetation, visible hydrology and geography. A margin of error is inherent in the use of imagery; thus, detailed on -the -ground inspection of any particular site may result in revision of the wetland boundaries or classification established through image analysis. The accuracy of image interpretation depends on the quality of the imagery, the experience of the image analysts, the amount and quality of the collateral data and the amount of ground truth verification work conducted. Metadata should be consulted to determine the date of the source imagery used and any mapping problems. Wetlands or other mapped features may have changed since the date of the imagery or field work. There may be occasional differences in polygon boundaries or classifications between the information depicted on the map and the actual conditions on site. DATA EXCLUSIONS Certain wetland habitats are excluded from the National mapping program because of the limitations of aerial imagery as the primary data source used to detect wetlands. These habitats include seagrasses or submerged aquatic vegetation that are found in the intertidal and subtidal zones of estuaries and nearshore coastal waters. Some deepwater reef communities (coral or tuberficid worm reefs) have also been excluded from the inventory. These habitats, because of their depth, go undetected by aerial imagery. DATA PRECAUTIONS Federal, state, and local regulatory agencies with jurisdiction over wetlands may define and describe wetlands in a different manner than that used in this inventory. There is no attempt, in either the design or products of this inventory, to define the limits of proprietary jurisdiction of any Federal, state, or local government or to establish the geographical scope of the regulatory programs of government agencies. Persons intending to engage in activities involving modifications within or adjacent to wetland areas should seek the advice of appropriate federal, state, or local agencies concerning specified agency regulatory programs and proprietary jurisdictions that may affect such activities. This location overlaps all or part of the following wetlands: Freshwater Emergent Wetland PEM1A PEM1 B PEM PEM1 F Freshwater Forested/shrub Wetland 9/2/2016 2:01 PM IPaC v3.0.8 Page 6 IPaC Trust Resources Report Wetlands PFO1/SS1Ad PSS1/EM1C PSS1A PSS3Ba Freshwater Pond PUBFx PUBGx A full description for each wetland code can be found at the National Wetlands Inventory website: http://107.20.228.18/decoders/wetlands.aspx 9/2/2016 2:01 PM IPaC v3.0.8 Page 7 ERX MOTOR PARK, INC. APPENDIX E APPENDIX E: STATE HISTORIC PRESERVATION OFFICE LETTER ENVIRONMENTAL ASSESSMENT WORKSHEET ELK RIVER, MINNESOTA SEPTEMBER 2016 PECEIBEI' 2 6 2016 Minnesota 1-4 Historical Society MINNESOTA HISTORIC PRESERVATION OFFICE September 22, 2016 Ms, Alison Hruby Principal Investigator Archaeologist Anderson Engineering 13605 1�' Ave N, Suite 100 Plymouth, MN 55441 RE: Development of the ERX Motor Park T33 R26 S10, Elk River, Sherburne County MnHPO Number: 2016-3448 Dear Ms. Hruby: Using the (Power of History to Transform Lives PaESEPVING SHARING CONNECTING Thank you for the opportunity to comment on the above project. It has been reviewed pursuant to the responsibilities given the Minnesota Historical Society by the Minnesota Historic Sites Act and the Minnesota Field Archaeology Act. We have reviewed the cultural resources survey report that was prepared for this project. Based on the results of the survey, we conclude that there are no properties listed in the National or State Registers of Historic Places, and no known or suspected archaeological properties in the area that will be affected by this project Please note that this comment letter does not address the requirements of Section 106 of the National Historic Preservation Act of 1966 and 36CFR800, Procedures of the Advisory Council on Historic Preservation for the protection of historic properties. If this project is considered for federal assistance, or requires a federal permit or license, it should be submitted to our office by the responsible federal agency. Please contact our Compliance Section at (651) 259-3455 if you have any questions on our review of this project. Sincerely, Sarah J. Bei mers, Manager Government Programs and Compliance Minnesota Historical Society, 345 Kellqgg Boulevard West, Saint Paul, Minnesota 551012 65P-259-3000 • 888-727-8386 • www.mnhs.org ERX MOTOR PARK, INC. APPENDIX F APPENDIX F: TRAFFIC MANAGEMENT PLAN ENVIRONMENTAL ASSESSMENT WORKSHEET ELK RIVER, MINNESOTA SEPTEMBER 2016 p ack TRAFFIC STUDY COMPANY Traffic Management Plan Elk River Extreme Motor Park (ERX) I hereby certify that this report was prepared by me or under my direct supervision, and that I am a duly Licensed Professional Engineer under the laws of the State of Minnesota. an Bryant J. Ficek, P.E., P.T.O.E. License No. 42802 Date: October 13, 2016 TABLE OF CONTENTS 1. Introduction....................................................................................1 2. Proposed Site Upgrades and Events............................................2 3. Analysis of Existing Day to Day Conditions................................3 4. Analysis of Developed Day to Day Conditions ............................5 5. Analysis of ERX Event Day Operations ........................................ 6 6. Additional Considerations...........................................................12 7. Conclusions and Recommendations..........................................12 8. Appendix.......................................................................................13 LIST OF TABLES/CHARTS Table 1 — Existing Peak Hour Level of Service (LOS)' ...........................4 Table 2 — ERX Existing and Expected Day -to -Day Operations Traffic'. 5 Table 3 — Upgraded Facilities Peak Hour Level of Service (LOS)' ........6 Chart 1 — Expected Weekday Event Trip and Parking Distribution ....... 7 Chart 2 — Expected Weekend Event Trip and Parking Distribution ....... 8 Operational Analysis i Elk River Extreme Motor Park 1. Introduction a. Purpose of Study The Elk River Extreme Motor Park, also known as ERX, is an off-road race track, located at 21591 Highway 169, in Elk River, Minnesota that offers year-round race events. Currently, the ERX management is pursuing an expansion to the race grounds to accommodate higher attendance numbers, attract higher end races, and open opportunities for larger events throughout the year. The ERX site is encompassed by Trunk Highway 169 (TH 169) to the west, Minnesota State Aid Street 139 (MSAS 139), also known as 213th Avenue, to the north, and 219th Avenue to the south. The purpose of this study is to document the traffic operation requirements to provide: i. A safe entrance into and exit from the site. ii. Safe and efficient traffic flow to and from the parking lots once vehicles enter the ERX grounds. iii. Safe traffic flow along US highway 169. b. Study Objectives The objectives of this study are: iv. Document how the study intersections currently operate on a day to day basis. V. Forecast the amount of traffic that will utilize the proposed development, and the expected operation, after the site expansion, on a day to day basis. vi. Determine the operational characteristics along TH 169 during two scales of events. vii. Determine the internal operation and routing of vehicles within ERX during the two scales of events. viii. Recommend improvements, with regards to parking, routing, signage and operation, if needed. For the purposes of this traffic study, the study intersections are: i. Trunk Highway 169 & 221stAvenue ii. Trunk Highway 169 & 217th Avenue iii. Trunk Highway 169 Southbound Ramps & County Road 33 iv. Trunk Highway 169 Northbound Ramps & County Road 33 This operational analysis is based upon concept drawings and discussions with ERX management development plan dated September 2, 2016. As long as the general characteristics of the proposed development remain approximately the same as documented here, minor changes in the final design are not expected to alter the results or recommendations of this study. Operational Analysis 1 Elk River Extreme Motor Park 2. Proposed Site Upgrades and Events The proposed ERX site is encompassed by TH 169, MSAS 139 or 213th Avenue to the north, and 219th Avenue to the south. The site is shown in Figure 1 in Appendix A. There are two existing accesses to the site, including: • One full access off TH 169 used for daily operations. • One Right -In -Right -Out (RIRO) Access off TH 169 used during events. This access is public road 217th Avenue. Currently, the ERX site utilizes four parking lots, two of which are on site and owned by ERX, and two which are just north of the site, owned by separate companies, and used under an event parking agreement. During events, the southern two lots are dedicated for vendors and competitors and will not be utilized by visitors. The northern two lots, which are under parking agreements, are dedicated for visitors and supply more than 1,800 parking spots on site. An overflow parking lot is available, located on the west side of TH 169 just south of the development, for those events that may require more than 1,800 parking spots for visitors. This lot appears to have sufficient space to park a minimum of 3,500 vehicles if needed to accommodate a large event. More available land is connected to this existing overflow lot that could provide even more parking space. This land is owned by separate management, but an additional parking agreement could effectively double the size of the overflow lot depending upon the suitability of the land and ability for vehicles to be parked in an orderly manner. See Figures 2 and 3 in Appendix A for the proposed site layout and parking lot locations. The proposed master plan upgrades to the ERX site include: • A permanent off-road truck -track. • Expanded parking with a new 120 vehicle spot lot northeast of the existing lots. • A large campground for overnight stays with 240 parking spots. • Various concessions, maintenance, and event buildings in proximity to the main off-road track. The proposed redevelopment will continue to use the existing accesses off TH 169. An access to the overflow parking lot on the west side of TH 169 is provided via 213th Avenue to the south of the existing accesses. This additional accesses are not currently in use by ERX. After site upgrades, ERX events can be subdivided into three separate levels of attendance for the purposes of this traffic evaluation. The first scenario is simply the day to day operations of the site. This would include all non-event days representing the standard daily usage of the site. Minor events with an expected attendance under 2,500 visitors would also fall into this category. Traffic Management Plan 2 Elk River Extreme Motor Park The second scenario indicates a standard event day. These events are expected to attract between 2,500 and 8,000 visitors (requiring use of both parking lots on the north side of the site) and can occur on both weekdays or weekends. On weekdays the events would roughly take place from 6:00 PM to 9:30 PM. Weekend events of this size will vary in start and end times depending upon the exact type of event. These types of events could occur up to 24 times per year or more. Finally, the third scenario indicates that a major event day and could attract upwards of 19,999 attendees. These larger major event days would likely only occur one to three times a year and would take place on weekends. The major event days would be a full day event starting around 9:00 AM and ending around 7:00 PM. 3. Analysis of Existing Day to Day Conditions a. Roadway Network Characteristics Trunk Highway 169 (TH 169) is a four -lane principle arterial roadway with turn lanes supplied at intersections. The roadway provides access to Interstate 94 to the south and is the main north -south arterial providing for regional movements in this area. The posted speed limit is 65 mph. Sherburne County State Aid Highway 33 (CSAH 33), also known as 205th Avenue is a two-lane, east west corridor, providing access between Twin Lakes Road/Jarvis Street and Proctor Road. Turn lanes are provided at the two ramp intersections with the TH 169 interchange. The posted speed limit is 55 mph. 217th Avenue is a two-lane dirt roadway that provides access to the expanded ERX parking facilities used during events. MSAS 123, also known as 221St Avenue, is a two-lane, east -west corridor providing access between TH 169 and CSAH 1. The posted speed limit is 45 mph. All existing site access and study intersections operate as side -street stop controlled intersections. All side street to TH 169 intersections are stop controlled with TH 169 traffic able to proceed without stopping. The TH 169 ramps to CSAH 33 are under stop control with CSAH 33 traffic able to proceed without stopping. Figure 4 in Appendix A shows the study intersection's lane configurations. b. Traffic Volumes Intersection video was collected at each study intersection under normal weekday and weekend conditions in September 2016 when there was clear weather. Using these videos, 24-hour turning movement counts were collected at the study intersections on a typical Thursday and Saturday without events at the site. Based on these counts, the weekday PM peak hour is 5:15 to 6:15 PM and the Saturday peak hour is 11:45 AM to 12:45 PM. As would be expected, the Traffic Management Plan 3 Elk River Extreme Motor Park vast majority of traffic is through vehicles on TH 169 during these time periods. The turning movement count data from the counts are contained in fifteen minute intervals in the Appendix. These counts include pedestrian and bicycle counts. c. Level of Service An intersection capacity analysis was conducted for the LOS A existing intersections per the Highway Capacity Manual, -4 _ ' 2010. Intersections are assigned a "Level of Service" letter R . grade for the peak hour of traffic based on the number of lanes at the intersection, traffic volumes, and traffic control. Level of Service A (LOS A) represents light traffic flow (free Los c flow conditions) while LOS F represents heavy traffic flow (over capacity conditions). LOS D at intersections is ., typically considered acceptable by most government v agencies. Individual movements are also assigned LOS .• grades. At busy intersections, one or more individual movements may operate at LOS F when the overall LOS D =Acceptable intersection is operating acceptably. This situation commonly occurs at side -street stop controlled IWO. intersections during the peak periods. The pictures on the right represent some of the LOS grades (from a signal controlled intersection in San Jose, CA). These LOS LOS F = Unacceptabte— grades represent the overall intersection operation, not individual movements. A summary of the LOS results for the existing peak hours are shown in Table 1 and based on the existingtraffic source: City of San Jose, CA control and lane configurations, shown in Figure 4 in Appendix A. The existing turning movement volumes from the Appendix were used. The LOS calculations were completed with the VISTROTM software package, which uses the methodology detailed in the Highway Capacity Manual 2010. The full LOS calculations, including grades for individual movements, are provided in the Appendix. Table 1 — Existing Peak Hour Level of Service (LOS)' Intersection Weekday PM Peak Peak Highway 169 & 221 st Avenue A (f) A (f) Trunk Highway 169 & 217th Avenue A (f) A (f) Trunk Highway 169 SB Ramps & CSAH 33 A (b) A (b) Trunk Highway 169 NB Ramps & CSAH 33 A (c) A (b) The first letter is the Level of Service for the intersection. The second letter (in parentheses) is the Level of Service for the worst operating movement. As shown in Table 1, all study intersections currently operate acceptably at an overall LOS A during both peak hours. However, individual movements, the side - street left turn and through movements at TH 169/221st Avenue and TH 169/217th Traffic Management Plan 4 Elk River Extreme Motor Park Avenue, operate at a LOS F during these times. These delays are caused by the lack of gaps in TH 169 traffic during peak hours preventing vehicles turning left onto or proceeding across the highway. However, high delays are common for these types of intersections during the peak periods across the Twin Cities. In addition, there are currently very few vehicles, if any, making these individual movements, meaning the long delays are not impacting many drivers. It is also likely that some drivers have determined that completing a movement similar to that of a Reduced Conflict Intersection (also known as a J -turn or RCUT) is easier than completing a left turn or through movement from the side street. In that case, the motorist would perform a right turn onto TH 169 and then complete a U-turn at the next available downstream intersection. 4. Analysis of Developed Day to Day Conditions a. Site Traffic Forecasting The addition of three 12,000 square foot maintenance buildings, surrounded by two paved parking areas, has been approved for construction for the ERX site. These buildings will include two restrooms and up to twelve garages stalls per building. Each garage stall will be rented out to individual tenants for storage and workspace of snowmobiles and racing equipment at their leisure. Due to the proposed new buildings and the permanent off-road truck -track, traffic associated with the day to day operation of the site is expected to increase, although not significantly. The current traffic accessing ERX was increased by 50 percent to account for the upgraded facilities attracting new and more repeat customers. The new expected trips were then routed through the model assuming a majority of vehicles will access the ERX site through the TH 169/ERX Access intersection, which will act as the day-to-day operations access. Table 2 shows the existing and proposed traffic at each access after completing the expected trip distribution. Table 2 — ERX Existing and Expected Day -to -Day Operations Traffic' Projected traffic is based on a 50 percent increase of the existing traffic Traffic Management Plan 5 Elk River Extreme Motor Park rrijeuteli. Access Entering Exiting Entering Exiting TH 169 & ERX Access Daily 35 39 69 68 Weekday PM Peak Hour 0 0 0 0 Weekend Peak Hour 4 1 8 4 TH 169 & 217th Avenue Daily 56 38 68 48 Weekday PM Peak Hour 6 3 7 3 Weekend Peak Hour 7 5 8 5 Projected traffic is based on a 50 percent increase of the existing traffic Traffic Management Plan 5 Elk River Extreme Motor Park With this increase in entering and exiting traffic, the study intersections were re- examined. The VISTROTM software package was again used to analyze the traffic operations with the increased volumes. Table 3 shows a summary of the results of this peak hour analysis. Full results including vehicle queues is provided in the Appendix. Table 3 — Upgraded Facilities Peak Hour Level of Service (LOS)' Intersection PIVI Peak Weekend Peak Trunk Highway 169 & 221 st Avenue A (f) A (f) Trunk Highway 169 & 217th Avenue A (f) A (f) Trunk Highway 169 SB Ramps & CSAH 33 A (b) A (b) Trunk Highway 169 NB Ramps & CSAH 33 A (c) A (b) The first letter is the Level of Service for the intersection. The second letter (in parentheses) is the Level of Service for the worst operating movement. As shown, all study intersections are expected to continue to operate at an overall LOS A with some individual movements, specifically the cross street through and left movements at TH 169/221st Avenue and TH 169/217th Avenue, operating at a LOS F. These results are similar to the existing delays and show that traffic associated with the normal day-to-day operations of the proposed upgraded ERX site do not cause significant impacts to the surrounding roadway network. 5. Analysis of ERX Event Day Operations a. Event Types As discussed earlier, with the upgraded facilities, ERX is expecting to host more events ranging from a few hundred visitors up to 19,999 visitors. The smaller event days are scheduled for both weekdays and weekends, while the large events would only operate during the weekend. For the weekday events, participants and vendors will usually start to arrive around 11:00 AM with spectators arriving around 5:00 PM and a peak entrance time around 6:00 PM to 7:00 PM. Spectators usually stay through a majority of the event, with a small number of visitors leaving early. Most people begin to leave around 8:00 PM with the peak hour of exit occurring from 9:30 PM to 10:30 PM. During these events, a relatively low number of parking turnover occurs with up to 90 percent of total vehicles expected for the event parked in the facility during the peak period. Chart 1 below shows the expected assumption of the daily entrances and exits, as well as the maximum percent of daily parked cars at any time. Traffic Management Plan 6 Elk River Extreme Motor Park Weekday Event — Entrances Exits — Parked Cars Chart 1 — Expected Weekday Event Trip and Parking Distribution For the weekend events, a longer day is planned with competitors and vendors completing set up the day before. During the day of the event, most competitors are expected to return to the site early, around 7:00 AM. Spectators start to file in around 8:00 AM with peak entrances expected to occur around 9:30 AM to 10:30 AM. There is slightly more turnover occurring throughout the day with some spectators leaving midday after watching the earlier races and some spectators arriving later in the day to watch afternoon/evening activities. The main exit period begins around 5:00 PM with the peak exit period between 6:00 and 7:00 PM. Based on this activity, up to 80 percent of the total vehicles expected for the event parked in the facility during the peak period. Chart 2 shows the expected assumption of the daily entrances and exits, as well as the maximum percent of daily parked cars at any time for these weekend events. Traffic Management Plan 7 Elk River Extreme Motor Park 100% L) 90% 80% ■ l leL F 7Tlo 60°l 50% � 0 40% 4-1 30% y L 20% I1 10% 0% d < CL a 0- a a a s a a s CL CL 0 0 0 0 0 0 0 0 0 0 0 0 0 0 o s i N rn �t U') z r- Qa rn o ri � � Tlrle — Entrances Exits — Parked Cars Chart 1 — Expected Weekday Event Trip and Parking Distribution For the weekend events, a longer day is planned with competitors and vendors completing set up the day before. During the day of the event, most competitors are expected to return to the site early, around 7:00 AM. Spectators start to file in around 8:00 AM with peak entrances expected to occur around 9:30 AM to 10:30 AM. There is slightly more turnover occurring throughout the day with some spectators leaving midday after watching the earlier races and some spectators arriving later in the day to watch afternoon/evening activities. The main exit period begins around 5:00 PM with the peak exit period between 6:00 and 7:00 PM. Based on this activity, up to 80 percent of the total vehicles expected for the event parked in the facility during the peak period. Chart 2 shows the expected assumption of the daily entrances and exits, as well as the maximum percent of daily parked cars at any time for these weekend events. Traffic Management Plan 7 Elk River Extreme Motor Park 8 Ct°l 7G°l 60 ` 5Q°l 4C 4- P°l 3CP% c U 2 C1°lo L 1C)°l O% Weekend Event Entrances Exits — — Parked Cars Chart 2 — Expected Weekend Event Trip and Parking Distribution b. On Site Parking Capacity and Event Triggers As discussed, the site has existing, proposed, and overflow lots to accommodate parking for day-to-day operations and events. For normal operations without events, the parking areas on the south side of the site will be primarily used. For small events, of less than 2,500 spectators, participants and vendors will utilize these south lots while spectators are directed to the lot on the north side of the site. For larger events with increasing expected attendance, the additional parking area to the north will be used followed by the overflow area on the west side of TH 169. To determine the number of vehicles for various attendance levels, 3.0 people per vehicle can be assumed. This occupancy level has been used for traffic estimates of similar facilities across the Country. Based on this factor, the expected number of vehicles for different attendance levels is: • 1,000 attendance = 333 vehicles • 2,500 attendance = 833 vehicles • 5,000 attendance = 1,667 vehicles • 7,500 attendance = 2,500 vehicles • 10,000 attendance = 3,333 vehicles • 15,000 attendance = 5,000 vehicles • 19,000 attendance = 6,333 vehicles It is important to note that these expected vehicles will not arrive or leave all at the same time and will not all be parked at the same time. The general nature of Traffic Management Plan 8 Elk River Extreme Motor Park r� ao ai c ri M cr Ln tc rti as Ime Entrances Exits — — Parked Cars Chart 2 — Expected Weekend Event Trip and Parking Distribution b. On Site Parking Capacity and Event Triggers As discussed, the site has existing, proposed, and overflow lots to accommodate parking for day-to-day operations and events. For normal operations without events, the parking areas on the south side of the site will be primarily used. For small events, of less than 2,500 spectators, participants and vendors will utilize these south lots while spectators are directed to the lot on the north side of the site. For larger events with increasing expected attendance, the additional parking area to the north will be used followed by the overflow area on the west side of TH 169. To determine the number of vehicles for various attendance levels, 3.0 people per vehicle can be assumed. This occupancy level has been used for traffic estimates of similar facilities across the Country. Based on this factor, the expected number of vehicles for different attendance levels is: • 1,000 attendance = 333 vehicles • 2,500 attendance = 833 vehicles • 5,000 attendance = 1,667 vehicles • 7,500 attendance = 2,500 vehicles • 10,000 attendance = 3,333 vehicles • 15,000 attendance = 5,000 vehicles • 19,000 attendance = 6,333 vehicles It is important to note that these expected vehicles will not arrive or leave all at the same time and will not all be parked at the same time. The general nature of Traffic Management Plan 8 Elk River Extreme Motor Park the events will have attendees arriving and leaving at various times as discussed above. Most of the attendees will be expected to arrive from and leave toward the Twin Cities, to and from the south on TH 169. Approximately 65 to 70 percent of the spectators will be on this route. For example, for a 5,000 -person event is expected to generate roughly 1,667 vehicles, approximately 1,150 vehicles will be expected to/from the south on TH 169 and approximately 517 vehicles will be expected to/from the north on TH 169. As shown above, the day-to-day traffic operations will continue to be similar to existing operations. For event traffic, different amounts of traffic will require different accommodations. The first natural subdivision is when the overflow lot is expected to be needed. The parking on the north side is able to accommodate 1,800 parking spots for visitors. At the assumed 3.0 people per vehicle, that translates into 5,400 spectators. Based on the peak parking demands, as mentioned in the prior section, of 90 percent for a weekday event and 80 percent for a weekend, an estimate of 6,000 people determines the use of the overflow lot. Another division exists between when events below an estimated 6,000 visitors will require traffic control on TH 169. This estimate is based on the amount of traffic expected to turn in or out of the site during the peak hour as well as complications caused by southbound vehicles attempting to complete a U-turn movement at TH 169/ERX Access Road to reach the ERX parking facilities using northbound TH 169. Using an iterative process, the impacts in terms of entries at the public parking access and at the southbound U-turn movement on TH 169 at the ERX Access (to turn north to the public parking access) were examined. At the 2,500 spectator level, approximately 375 vehicles are expected to turn right into the 217th Avenue access during the peak hour. The number of southbound U-turns is expected to be about 100 vehicles. While the right turn traffic can be accommodated at this level, the number of U- turns is starting to develop longer queues and delays. Above the 2,500 spectator level, these longer queues and delays would be expected to present an increased safety risk. Therefore, the expected attendance level that could be accommodated without traffic control on TH 169 is a maximum of 2,500 spectators. Using the attendance levels above, the following event divisions are presented: • Minor events, no traffic control on TH 169 necessary — below 2,500 visitors and all parking on the Carlson lot. • Medium events, traffic control on TH 169 necessary — between 2,500 and 6,000 spectators and all parking on the Carlson lot or Plaisted parking lot on the north side of the site. Traffic Management Plan 9 Elk River Extreme Motor Park • Large events, traffic control on TH 169 necessary — between 6,000 and 19,999 spectators and parking on the north side of the site as well as the overflow lot on the west side of TH 169. Using these event levels, the traffic control on TH 169 and the internal operations are discussed in the following sections. c. All Events In terms of traffic, the goal for any event is to safely and efficiently move spectators, racers, vendors, and volunteers between the parking areas and the site activities in addition to safe movements to/from TH 169. For any event, the access points should be clearly identified. This includes separate signing for spectators and for participants, vendors, and employees. Besides signing, parking information could be provided on the website and potentially in flyers or other printed materials with tickets purchased in person or delivered online. Internal operations must be efficient and safe to keep vehicles from backing onto TH 169 and minimize conflicts between vehicles and pedestrians walking between the parking areas and the site activities. Volunteers or employees should be strategically positioned to help facilitate motorists to parking areas and specific spots. As spectators will likely cross a primary vehicle access, 217th Avenue, additional personnel will be needed to direct drivers and pedestrians in the conflict areas. To maximize use of the parking areas, the parking aisles should be clearly identified. Paint, rope, orange flags, or similar items can be used to provide a visible line indicating the parking rows. This will help drivers park their vehicles evenly. Walking paths between the parking areas on the north side of the site and the primary activity areas should also be clearly identified, potentially using signs, ropes, striping, or other items. Ideally, these walking paths would be separated from vehicles with minimal conflicts. Sufficient area should be provided at the ticketing area to allow for pedestrian queuing without impacting vehicle operations. d. Medium Event Operations Events with 2,500 to 6,000 spectators will trigger the first level of traffic control on TH 169. To provide for safe operations on TH 169 during the peak and non -peak periods, the following is recommended: • Provide warning signs for northbound and southbound TH 169 warning of event traffic and changes to the intersections. • Close the TH 169 median at the 219th Avenue and ERX access intersections, creating right-in/right-out access only. • Direct southbound TH 169 traffic to the 205th Avenue interchange for U- turns to northbound TH 169 and access to the ERX site and parking. The Traffic Management Plan 10 Elk River Extreme Motor Park 205th Avenue intersections with the TH 169 ramps should have sufficient capacity to accommodate this additional traffic. • Provide construction barrels to clearly identify the spectator parking access and provide separation from the through lanes on TH 169. This line of barrels is necessary to keep an orderly flow of traffic entering the site (no line cutters). Once traffic has entered the ERX site, the following is recommended: • Two-way routing from 217th Avenue to the parking lots and back. • Have parking attendants directing traffic into the Carlson agreement lot and Plaisted lot. • Add orange construction cones to effectively create channelized turn lanes at 219th Avenue/north south connection road. o Direct parking traffic (northbound traffic) to the east (right turn) into the Plaisted lot using the easternmost entrance into the lot. o Direct exiting vehicles parked in the Plaisted parking area out of the western access to prevent conflicts with entering vehicles. • Directing vehicles parked in the Carlson parking area out of the access on the northeast corner of the lot to prevent conflicts with entering vehicles. See Figure 5 in Appendix A for the graphical display of this traffic control. e. Large Event Operations Events with more than 6,000 spectators will trigger the second level of traffic routing and operations building upon the elements of the Medium Event traffic control. The biggest difference between the Medium Event operations and the Large Event operations is the use of the overflow parking lot, located on the west side of TH 169 off CSAH 33. To provide for safe operations on TH 169 during the peak and non -peak periods, the following is recommended: • Follow the recommendations for the Medium Event. • Close the TH 169 median at the 213th Avenue intersection, creating right- in/right-out access only. • Add additional signing to identify the overflow parking access. • Begin directing spectators to the overflow lot once the parking facilities north of the site reach about 85 percent capacity. This could be completed through additional signing and using barrels to prevent drivers from entering the right turn lane. After the peak period passes and most spectators are on-site, these parking areas can be re -opened. The remaining 15 percent plus attendees who leave early should ensure sufficient parking spaces for late arrivers. Once traffic has entered the ERX site the routing recommendations and operations will be the same as the Medium Event. For vehicles parking in the overflow lot the following is recommended: • Two-way routing from 217th Avenue to the parking lots and back. Traffic Management Plan 11 Elk River Extreme Motor Park • Provide shuttle buses to/from the overflow lot to prevent attendees from walking across TH 169. Assuming a round trip of ten minutes and the ability to accommodate 50 people, twenty buses or more may be necessary to accommodate the peak periods for events with attendance of 15,000 people. • Provide a shuttle loading/unloading areas along 217th Avenue and on the west side of the overflow lot that do not block the passenger car vehicle paths. See Figure 6 in Appendix A for the graphical display of this traffic control. 6. Additional Considerations The event day operations of the ERX facility should be reviewed in-depth after the first Medium Event and the first Large Event. By reviewing the operations, necessary upgrades or changes in the attendance -level divisions and/or the various elements of the traffic control can be made to further improve safety and efficiency. The ERX development should continue to coordinate with MnDOT and the City of Elk River on the proposed traffic control. This should include direct meetings to discuss the traffic control before and after at least the first Medium and first Large Events. A 2008 study identified potential upgrades to TH 169 in this area. Some specific upgrades included removal of direct access intersections and construction of an interchange at the existing 221St Avenue intersection. A frontage road system would then connect to areas that lose direct access. However, these plans have no funding and no schedule for completion. The ERX development should continue to monitor progress toward the upgrading of TH 169. At that time, the traffic control plans will need to be re-evaluated and revised to reflect the new roadway system. 7. Conclusions and Recommendations The operations and routing for ERX and their expected day-to-day and higher event attendance was analyzed to assure proper and efficient flow of vehicles off of TH 169 and into the ERX site. There is no expected traffic impact in the surrounding roadway network during standard day-to-day operations of the ERX site. For this reason, no traffic mitigation is needed for normal daily use due to the expansion of the current facilities. Events at the site will fall into one of three categories; Minor Events (attendance under 2,500 spectators), Medium Event (2,500 to 6,000 attendees), and Large Events (6,000 to 19,999 attendees). In terms of traffic, the goal for any event is to safely and efficiently move spectators, racers, vendors, and volunteers between the parking areas and the site activities in addition to safe movements to/from TH 169. Traffic Management Plan 12 Elk River Extreme Motor Park For any event, the following will be necessary: • Clearly identify the access points for spectators and for participants, vendors, and employees. • Provide parking information on the website and potentially in flyers or other printed materials with tickets purchased in person or delivered online. • Maximize the use of the parking areas by clearly identifying parking spaces and aisles using paint, rope, orange flags, or similar items for visual indicators. • Volunteers or employees should be strategically positioned to help facilitate motorists to parking areas and specific spots. • Volunteers or employees should direct drivers and pedestrians in the conflict area on the north side of the site. • Clearly identify walking paths between the parking areas on the north side of the site and the primary activity areas, potentially using signs, ropes, striping, or other items. For Medium and Large Events, traffic control will be necessary on TH 169 to provide for safe and efficient operations to/from the parking areas and for through vehicles on TH 169. Figure 5, Figure 6, and Figure 7 are provided in Appendix A and show the traffic control expectations. Additional recommendations for the proposed ERX expansion include: • The traffic control and internal operations should be reviewed after the first Medium and the first Large Event. Update the plans accordingly based upon this review. • Maintain close coordination with MnDOT and the City of Elk River, including direct meetings to discuss the traffic control plans and timing of events. • Monitor the plans for improvements to the TH 169 corridor, including the potential new interchange at 221St Avenue and loss of direct access to TH 169. The event operational plans will need to be revised accordingly with these changes. 8. Appendix A. Figures 1-6 B. Trip Generation Table C. Capacity Analysis Backup • PM Existing • Weekend Existing • PM Upgrades • Weekend Upgrades Traffic Management Plan 13 Elk River Extreme Motor Park Appendix A: Figures 1 - 7 Spack .-Oluk, TRAFFIC. ATLIDY COMPANY Waste Management Elk River Landf it 4,r kyy � +ir Elk RI—r fop uCrinr Wood Park r Figure 1 Location Maps North z No Scale Study Area Proposed Site Traffic Management Plan Al Elk River Extreme Motor Park N = d � �a a� ii v U c gI tin e rZ -toe AWL u � Ln.0 a nW a u II p�p a a 22 0 OJ o t c+ I LID x mcli � a 0 a L o 7 Ry Q g 3GY�I F +g ipkpk iSy �ry k C141, LU W �yct � i w QWct I U F x � M rTl �L76! Z v ll� ,r GL W .} LLI a e rn � LL C� N 0 m z 0 a 4Y � UKN u� 7 Ry Q g 3GY�I F +g ipkpk iSy �ry k C141, LU W �yct � i QWct I U F G M U) 0 •- 0)m •- V O J AW O J i m a. I r - C x W I Appendix A: Figures 1 - 7 THE TRAFFIC STUDY COMPANY Sack Figure 5 Medium Scale Event Traffic Routing LEGEND - Construction Cones Traffic Barrier -Vehicle Routing Paths Note: Left turn lane closure details can be seen in Figure 7. Elle River Extreme Motor Park r� we L" LUNSULTING i� I m t 3 i i� I m Appendix A: Figures 1 - 7 Ck PTHE TRAFFic STUDY COMPANY Figure 6 Large Scale Event Traffic Routing - Construction Cones -Vehicle Routing Paths Note: Left turn lane closure details can be seen in Figure 7. Elk River Extreme Motor Park Appendix A: Figures 1 - 7 S ackP�TlffTRAFFic STUDY COMPANY Figure 6 Continued Large Scale Event Traffic Routing Traffic Management Plan A8 Elk River Extreme Motor Park Pack THFTRAFFIC-. 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O O O 1 0 0 0 7 win� ,� O 4 63 nj41 140!21 sPad z 69£ z£9 0 0 O o`er 0 Sb £tt 0 0 z bz£ 61, L 0 0 O O O 4 t£z£ £ozc fft76 ?10 ZSz 8St lelol ul Ino ££ Peob !luno I rM Qo m moMOLf) O Lf) C) m o Lf) mrLf) M C4 I` LnomC4(4 N r- t` 00 0', Cl) o OA 0oaooV o Cl) O r F I c m C0 O LO [O f� CO M w 0 � co CN P Cl) Cl) V _ H NN�NCO W NNNNO W NNNNO W >> z a � U) 0 0 0 0 0 0 00 0 0 0 0 0 0 00 0 0 0 0 0 0 00 Q a O O O M LO a 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 � 0 0 0 0 _N w C Co i aONCDM tnV OON V OCD CD 00 0') 00 Q Ow f r �d-�� co C6 —— — — CO^C) E U ~ co VS OON r-- LO H-1- V 0 C LO W I- I,. co com0 ry % J — -'Tr—[0 —MOCN9 NOQO LL V co N m z i 0 0 0 0 0 0 00 0 0 0 0 0 0 00 0 0 0 0 0 0 00 O O O m V CD � co r` co V)!;2 O) O P Ln CA LO O Co Q H �N��CD � MM V VCO U') NM VMM LO Q f2 N 0 0 0 � � CO 0 0 0 CO 0 0 0 0 0 0 00 � Q) LO 04 ro 04 O 0a 00MV V OMCp CO 'TC) V Nf� V CO— �V LnMMr-- M O � O r NL6LO N V t�McO C6 U Q z Of z� T� "� �-� Z i0 0 0 0 0 0 0 p 0 0 0— to 0 O 0 0 0 r` O 0 ca CY))� CCS CCS :�:11 U LL CO O LO CO r` CO 47 (A MCDO i N J M Mr-- N N N co N00 N N ap M O tO Lf7 co z E 0 0 0 0 0 0 00 0 0 0 0 0 0 00 0 0 0 0 0 0 00 /� m O O O X O r CA r` m M N N O CO V co m N r` OV m O 0� F M N N LO V M M M V N N N N O Iq V co O fn a Q � 0 0 0 0 0 0 00 0 0 0 0 0 0 C) 0 0 0 0 0 0 00 J a O O O M -O -6 _ t co Mto CA LONM Ocom r --M co r` r` NCD OO MM W (6 C= O co r` Cl) coO CO Z;M 0 'Q—i M N M CD "T'Cn � N i 5V W N—r--o60 r-- CON V LOM LO C'MNNNO6CO r` V r` NCD 000 (N 04 co r` V r-- CO O� -r- Mao ��t` O MCO O �l �J U J 0 0 0 0 0 o O O o 0 0 0 0 o O O o 0 0 0 0 o O O E 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 O O O O-E O O O O -00— 00000 00000 F N 0 O O O 0 O O O o co co E u)0 o-oo-000 a�OOO0000 a�0000000 o c aY �co �v Oar CY)c t mo C) Lo OOO0000 Lan NO OO OOOOO -0Q m o U) rn iv@000000o to o O .O rnOOO0000 O O ooOO0000 rnU)H ow o Qm o am o -- c c _ am0000000 o'00000000 o'00000000 0 0 O �O N O 0 y O O O O O O O O O O O O O O O O O O O O O O ^ ?�-+-I i O a O a O LL O O ,� 2 rman� c o�2�� o2�2� ma 0 N ma EQg ¢¢Q o= ¢�aaaa o= ¢�aaaa o= NMI o�oLn 30 MV> oFa m �oLno� oHa �Lno�o M oma c L O O O O O - Q O OCMVO 2 2 N > Q O OVO S S N M M M Q ==0000ma YY� C) C) YYOOOoma 4 coV m ca a) a) ~ Q) Q) F O (D Q) F O as as as Appendix C: Capacity Analysis Backups Generated with Version 4.00-02 Vistro File: C:\...\ERX Model.vistro Report File: C:\...\Build_PM PEAK.pdf Intersection Analysis Summary i L- c". Scenario 3: Build PM PEAK 9/29/2016 ID Intersection Name Control Type Method Worst Mvmt V/C Delay (s/veh) LOS 1 TH 169 & 221 st Avenue Two-way stop HCM 2010 EB Thru 0.000 360.8 F 2 TH 169 & 219th Avenue Two-way stop HCM 2010 WB Left 0.000 202.2 F 4 TH 169 & 217th Avenue Two-way stop HCM 2010 WB Left 0.000 335.4 F 5 TH 169 & ERX Site Access Two-way stop HCM 2010 WB Left 0.093 372.8 F 6 169 SB Ramps & CO 33 Two-way stop HCM 2010 SB Left 0.088 13.1 B 7 169 NB Ramps & CO 33 Two-way stop HCM 2010 NB Left 0.269 16.8 C V/C, Delay, LOS: For two-way stop, these values are taken from the movement with the worst (highest) delay value. for all other control types, they are taken for the whole intersection. Scenario 3: 3: Build PM PEAK Traffic Management Plan C 1 Elk River Extreme Motor Park Appendix C: Capacity Analysis Backups Generated with Version 4.00-02 Control Type: Two-way stop Analysis Method: HCM 2010 Analysis Period: 15 minutes Intersection Setup Intersection Level Of Service Report Intersection 1: TH 169 & 221st Avenue Delay (sec / veh): 360.8 Level Of Service: F Volume to Capacity (v/c): 0.000 OW3,ULT INfl Name TH 169 TH 169 TH 169 221 st Avenue 221 st Avenue Approach Base Volume Input [veh/h] Northbound 1844 Southbound 0 Eastbound Westbound Lane Configuration 0 #11F 0 1 i i i r 0 i r + Turning Movement Left Thru TRight Left Thru Right Left Thru Right Left Thru TRght Lane Width [ft] 12.00 12.00 12.00 12.00 12.00 12.00 12.00 12.00 12.00 12.00 12.00 12.00 No. of Lanes in Pocket 1 0 1 2.00 1 0 1 0 0 Pocket Length [ft] 510.00 1 1.00 525.00 1 525.00 25.00 1.00 Speed [mph] 1.00 65.00 1.00 65.00 In -Process Volume [veh/h] 45.00 30.00 Grade [%] 0 0.00 0 0.00 0 0.00 0.00 Crosswalk 0 No 0 No 0 No No volumes Name TH 169 TH 169 221 st Avenue 221 st Avenue Base Volume Input [veh/h] 44 1844 0 0 820 8 5 0 23 0 1 0 0 Base Volume Adjustment Factor 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 Heavy Vehicles Percentage [%] 2.00 2.00 2.00 2.00 2.00 2.00 2.00 2.00 2.00 2.00 2.00 2.00 Growth Rate 1.00 1 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 In -Process Volume [veh/h] 0 0 0 0 0 0 0 0 0 _77-6 0 Site -Generated Trips [veh/h] 0 1 0 0 1 0 0 0 0 _77-6 0 Diverted Trips [veh/h] 0 0 0 0 0 0 0 0 o_77-6 0 Pass -by Trips [veh/h] 0 0 0 0 0 0 0 0 0 0 0 0 Existing Site Adjustment Volume [veh/h] 0 0 0 0 0 0 0 0 0 0 0 0 Other Volume [veh/h] 0 0 0 0 0 0 0 0 0 0 0 0 Total Hourly Volume [veh/h] 44 1845 0 0 821 8 5 0 23 0 0 0 Peak Hour Factor 0.9038 0.9038 0.9038 0.9038 0.9038 0.9038 0.9038 1 0.9038 0.9038 0.9038 0.9038 0.9038 Other Adjustment Factor 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 Total 15 -Minute Volume [veh/h] 12 1 510 0 0 227 2 1 0 6 0 0 0 Total Analysis Volume [veh/h] 49 2041 0 0 908 9 67 0 25 0 0 0 Pedestrian Volume [ped/h] Scenario 3: 3: Build PM PEAK Traffic Management Plan C2 Elk River Extreme Motor Park Appendix C: Capacity Analysis Backups Generated with Version 4.00-02 Intersection Settings Priority Scheme Free Free Stop Stop Flared Lane No Storage Area [veh] Two -Stage Gap Acceptance No No Number of Storage Spaces in Median Movement, Approach, & Intersection Results OW3,ULT INfl V/C, Movement V/C Ratio 0.07 0.02 0.00 1 0.01 0.20 0.00 0.05 0.00 1 0.00 0.00 d_M, Delay for Movement [s/veh] 10.21 0.00 18.20 C 149.29 360.78 11.82 341.74 338.64 20.38 Movement LOS B A A C A A F F B F F I C 95th -Percentile Queue Length [veh] 0.21 0.00 0.00 0.00 0.00 0.00 0.61 0.61 0.14 0.00 0.00 0.00 95th -Percentile Queue Length [ft] 5.31 0.00 0.00 0.00 0.00 0.00 15.26 15.26 3.54 0.00 1 0.00 0.00 d_A, Approach Delay [s/veh] 0.24 0.00 38.43 233.59 Approach LOS A A E F d_I, Intersection Delay [s/veh] 0.56 Intersection LOS F Scenario 3: 3: Build PM PEAK Traffic Management Plan C3 Elk River Extreme Motor Park Appendix C: Capacity Analysis Backups Generated with Version 4.00-02 Control Type: Two-way stop Analysis Method: HCM 2010 Analysis Period: 15 minutes Intersection Setup Intersection Level Of Service Report Intersection 2: TH 169 & 219th Avenue Delay (sec / veh): 202.2 Level Of Service: F Volume to Capacity (v/c): 0.000 OW3,ULT INfl Name TH 169 TH 169 219th Avenue 219th Avenue Approach Base Volume Input [veh/h] Northbound 1962 0 Southbound Eastbound Westbound Lane Configuration 0 X11 l r 0 1 0 1 1 F 1 1 Turning Movement Left Thru Right Left Thru Right Left Thru Right Left Thru Right Lane Width [ft] 12.00 12.00 12.00 12.00 12.00 12.00 12.00 12.00 12.00 12.00 T12.00 12.00 No. of Lanes in Pocket 1 2.00 1 1 0 0 0 0 0 Pocket Length [ft] 500.00 1 1.00 340.00 575.00 1.00 1.00 1.00 Speed [mph] 1.00 65.00 1.00 1.00 65.00 30.00 30.00 Grade [%] 0 0.00 0 0 0.00 0.00 0.00 Crosswalk 0 No 0 1 No No No volumes Name TH 169 TH 169 219th Avenue 219th Avenue Base Volume Input [veh/h] 0 1962 0 0 820 0 0 0 0 0 1 0 0 Base Volume Adjustment Factor 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 Heavy Vehicles Percentage [%] 2.00 2.00 2.00 2.00 2.00 2.00 2.00 2.00 2.00 2.00 2.00 2.00 Growth Rate 1.00 1 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 In -Process Volume [veh/h] 0 0 0 0 0 0 0 0 0 _77-6 0 Site -Generated Trips [veh/h] 0 1 0 0 1 0 0 0 0 _77-6 0 Diverted Trips [veh/h] 0 0 0 0 0 0 0 0 o_77-6 0 Pass -by Trips [veh/h] 0 0 0 0 0 0 0 0 0 0 0 0 Existing Site Adjustment Volume [veh/h] 0 0 0 0 0 0 0 0 0 0 0 0 Other Volume [veh/h] 0 0 0 0 0 0 0 0 0 0 0 0 Total Hourly Volume [veh/h] 0 1963 0 0 821 0 0 0 0 0 0 0 Peak Hour Factor 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1 1.0000 1.0000 1.0000 1.0000 1.0000 Other Adjustment Factor 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 Total 15 -Minute Volume [veh/h] 0 1 491 0 0 205 0 0 0 0 0 0 0 Total Analysis Volume [veh/h] 0 1963 0 0 821 0 0 0 0 0 0 0 Pedestrian Volume [ped/h] Scenario 3: 3: Build PM PEAK Traffic Management Plan C4 Elk River Extreme Motor Park Appendix C: Capacity Analysis Backups Generated with Version 4.00-02 Intersection Settings Priority Scheme Free Free Stop Stop Flared Lane No No Storage Area [veh] Two -Stage Gap Acceptance No No Number of Storage Spaces in Median Movement, Approach, & Intersection Results OW3,ULT INfl V/C, Movement V/C Ratio 0.00 u.02 0.00 0.01 0.00 0.00 0.00 0.00 0.00 0.00 d_M, Delay for Movement [s/veh] 9.48 0.00 17.31 G 77.15 199.21 11.10 202.23T199.21 19.49 Movement LOS A A A C A A F F B F F C 95th -Percentile Queue Length [veh] 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 95th -Percentile Queue Length [ft] 0.00 0.00 0.00 0.00 0.00 1 0.00 0.00 0.00 0.00 0.00 1 0.00 0.00 d_A, Approach Delay [s/veh] 0.00 0.00 95.82 140.31 Approach LOS A A F F d_I, Intersection Delay [s/veh] 0.00 Intersection LOS F Scenario 3: 3: Build PM PEAK Traffic Management Plan C5 Elk River Extreme Motor Park Appendix C: Capacity Analysis Backups Generated with Version 4.00-02 Control Type: Two-way stop Analysis Method: HCM 2010 Analysis Period: 15 minutes Intersection Setup Intersection Level Of Service Report Intersection 4: TH 169 & 217th Avenue Delay (sec / veh): 335.4 Level Of Service: F Volume to Capacity (v/c): 0.000 OW3,ULT INfl Name TH 169 TH 169 217th Avenue 217th Avenue Approach Northbound 5 Southbound Eastbound Westbound Lane Configuration i i 1 0 1 3 11 + + Turning Movement Left Thru Right Left Thru Right Left Thru FRight Left Thru Right Lane Width [ft] 12.00 12.00 12.00 12.00 12.00 12.00 12.00 12.00 12.00 No. of Lanes in Pocket 0 1 2.00 0 0 0 0 Pocket Length [ft] "'"" 00 600.00 "' 1(: 1.00 1.00 Speed [mph] 65.00 1.00 65.00 30.00 30.00 Grade [%] 0.00 0 0.00 0.00 0.00 Crosswalk No 1 No No No volumes Name TH 169 TH 169 217th Avenue 217th Avenue Base Volume Input [veh/h] 1959 5 758 0 0 0 0 1 0 1 3 Base Volume Adjustment Factor 0000 1.0000 1.0000 1.0000 1 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 Heavy Vehicles Percentage [%] 2.00 2.00 2.00 2.00 2.00 2.00 2.00 2.00 2.00 2.00 Growth Rate 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 In -Process Volume [veh/h] 0 0 0 0 0 0 0 0 0 Site -Generated Trips [veh/h] 1 1 1 0 0 0 0 0 0 Diverted Trips [veh/h] 0 0 0 0 0 0 0 0 0 Pass -by Trips [veh/h] 0 0 0 0 0 0 0 0 0 Existing Site Adjustment Volume [veh/h] 0 0 0 0 0 0 0 0 0 Other Volume [veh/h] 0 0 0 0 1 0 0 0 0 0 Total Hourly Volume [veh/h] 1960 6 759 0 T0 0 0 0 3 Peak Hour Factor 0.8790 0.8790 0.8790 0.8790 0.8790 0.8790 0.8790 0.8790 0.8790 Other Adjustment Factor 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 Total 15 -Minute Volume [veh/h] 557 2 216 0 0 0 0 0 1 Total Analysis Volume [veh/h] 2230 7 863 0 0 0 0 0 3 Pedestrian Volume [ped/h] Scenario 3: 3: Build PM PEAK Traffic Management Plan C6 Elk River Extreme Motor Park Appendix C: Capacity Analysis Backups Generated with Version 4.00-02 Intersection Settings Priority Scheme Free Free Stop Stop Flared Lane No No Storage Area [veh] Two -Stage Gap Acceptance No No Number of Storage Spaces in Median u Movement, Approach, & Intersection Results OW3,ULT INfl V/C, Movement V/C Ratio J.00 0.02 0.00 0.00 1 0.01 0.00 0.00 0.00 0.00 0.00 0.01 d_M, Delay for Movement [s/veh] 0.00 0.00 0.00 0.00 0.00 104.53 318.98 11.29 335.38 315.90 23.06 Movement LOS A A A F F B F F I C 95th -Percentile Queue Length [veh] 0.00 0.00 0.00 0.00 0.00 0.00 0.05 0.05 0.05 95th -Percentile Queue Length [ft] 0.00 0.00 0.00 0.00 0.00 0.00 1.13 1 1.13 1.13 d_A, Approach Delay [s/veh] 0.00 0.00 144.93 23.06 Approach LOS A A F C d_I, Intersection Delay [s/veh] 0.02 Intersection LOS F Scenario 3: 3: Build PM PEAK Traffic Management Plan C7 Elk River Extreme Motor Park Generated with Version 4.00-02 Control Type: Analysis Method Analysis Period: Intersection Setup Appendix C: Capacity Analysis Backups Intersection Level Of Service Report Intersection 6: TH 169 & ERX Site Access Two-way stop Delay (sec / veh): 372.8 HCM 2010 Level Of Service: F 15 minutes Volume to Capacity (v/c): 0.093 OW3,ULT INfl Name TH 169 TH 169 ERX Site Access Private Driveway Approach Base Volume Input [veh/h] Northbound 1970 0 Southbound Eastbound Westbound Lane Configuration 0 4111 r 0 1 0 1 1 F 1 1 1 Turning Movement Left Thru Right Left Thru Right Left Thru Right Left Thru Right Lane Width [ft] 12.00 12.00 12.00 12.00 12.00 12.00 12.00 12.00 12.00 12.00 T12.00 12.00 No. of Lanes in Pocket 1 2.00 1 1 0 0 0 0 1 Pocket Length [ft] 450.00 1 1.00 575.00 540.00 1.00 1.00 50.00 Speed [mph] 1.00 65.00 1.00 1.00 65.00 30.00 30.00 Grade [%] 0 0.00 0 0 0.00 0.00 0.00 Crosswalk 0 No 0 1 No No No volumes Name TH 169 TH 169 ERX Site Access Private Driveway Base Volume Input [veh/h] 1 1970 0 0 780 0 0 0 0 0 1 0 0 Base Volume Adjustment Factor 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 Heavy Vehicles Percentage [%] 2.00 2.00 2.00 2.00 2.00 2.00 2.00 2.00 2.00 2.00 2.00 2.00 Growth Rate 1.00 1 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 In -Process Volume [veh/h] 0 0 0 0 0 0 0 0 0 _77-6 0 Site -Generated Trips [veh/h] 0 1 2 1 0 0 0 0 0 1 0 1 Diverted Trips [veh/h] TT 0 0 0 0 0 0 0 0 _77-6 0 Pass -by Trips [veh/h] 0 0 0 0 0 0 0 0 0 0 0 0 Existing Site Adjustment Volume [veh/h] 0 0 0 0 0 0 0 0 0 0 0 0 Other Volume [veh/h] 0 0 0 0 0 0 0 0 0 0 0 0 Total Hourly Volume [veh/h] 1 1971 2 1 780 0 OT 0 0 1 0 1 Peak Hour Factor 0.8863 0.8863 0.8863 0.8863 0.8863 0.8863 0.8863 1 0.8863 0.8863 0.8863 0.8863 0.8863 Other Adjustment Factor 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 Total 15 -Minute Volume [veh/h] 0 1 556 1 0 220 0 07 0 0 0 0 0 Total Analysis Volume [veh/h] 1 2224 2 1 880 0 07 0 0 1 0 1 Pedestrian Volume [ped/h] Scenario 3: 3: Build PM PEAK Traffic Management Plan C8 Elk River Extreme Motor Park Appendix C: Capacity Analysis Backups Generated with Version 4.00-02 Intersection Settings Priority Scheme Free Free Stop Stop Flared Lane No Storage Area [veh] Two -Stage Gap Acceptance No No Number of Storage Spaces in Median Movement, Approach, & Intersection Results OW3,ULT INfl V/C, Movement V/C Ratio 0.00 u.02 0.00 0.01 0.00 0.00 0.00 0.09 0.00 0.00 d_M, Delay for Movement [s/veh] 9.72 0.00 20.69 C 107.24 326.03 11.37 372.77 357.07 22.80 Movement LOS A A A C A A F F B F F C 95th -Percentile Queue Length [veh] 0.00 0.00 0.00 0.01 0.00 0.00 0.00 0.00 0.00 0.26 0.26 0.01 95th -Percentile Queue Length [ft] 0.10 0.00 0.00 0.33 0.00 0.00 0.00 0.00 0.00 6.38 1 6.38 0.37 d_A, Approach Delay [s/veh] 0.00 0.02 148.21 197.79 Approach LOS A A F F d_I, Intersection Delay [s/veh] 0.14 Intersection LOS F Scenario 3: 3: Build PM PEAK Traffic Management Plan C9 Elk River Extreme Motor Park Appendix C: Capacity Analysis Backups Generated with Version 4.00-02 Control Type: Two-way stop Analysis Method: HCM 2010 Analysis Period: 15 minutes Intersection Setup Intersection Level Of Service Report Intersection 6: 169 SB Ramps & CO 33 Delay (sec / veh): 13.1 Level Of Service: B Volume to Capacity (v/c): 0.088 OW3,ULT INfl Name 169 SB Ramps 169 SB Ramps CO 33 CO 33 Approach Northbound Southbound Eastbound 43 121 Westbound Lane Configuration 174 *1 1 1 1 00001.0000 1.0000 1 . 1 1 Turning Movement Left Thru Right Left Thru Right Left Thru Right Left Thru Right Lane Width [ft] 2.00 12.00 12.00 T-17- 12.00 12.00 12.00 12.00 12.00 12.00 No. of Lanes in Pocket 0 0 0 1 1.00 1 1 0 Pocket Length [ft] "'"" 00 100.00 101 "" 325.00 400.00 440.00 0 Speed [mph] ^ 55.00 155.00 Site -Generated Trips [veh/h] 55.00 Grade [%] 0 0.00 0.00 0 0.00 Crosswalk No No No 0 0 No volumes Name 169 SB Ramps 169 SB Ramps CO 33 CO 33 Base Volume Input [veh/h] 40 43 121 63 55 174 0 Base Volume Adjustment Factor 00001.0000 1.0000 1 . 1.0000 1.0000 1.0000 1.0000 1.0000 0000 Heavy Vehicles Percentage [%] 2.00 2.00 2.00 2.00 2.00 2.00 2.00 2.00 2.00 Growth Rate 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 In -Process Volume [veh/h] 0 0 0 0 0 0 Site -Generated Trips [veh/h] 0 0 0 0 0 0 Diverted Trips [veh/h] 0 0 0 0 0 0 Pass -by Trips [veh/h] 0 0 0 0 0 0 Existing Site Adjustment Volume [veh/h] 0 0 0 0 0 0 Other Volume [veh/h] 0 0 0 0 0 0 Total Hourly Volume [veh/h] 40 43 121 63 55 174 Peak Hour Factor 0.9281 0.9281 0.9281 0.9281 0.9281 0.9281 Other Adjustment Factor 1.0000 1.0000 1 1.0000 1.0000 1.0000 1.0000 Total 15 -Minute Volume [veh/h] 11 12 33 17 15 47 Total Analysis Volume [veh/h] 43 46 130 68 59 187 Pedestrian Volume [ped/h] Scenario 3: 3: Build PM PEAK Traffic Management Plan C10 Elk River Extreme Motor Park Appendix C: Capacity Analysis Backups Generated with Version 4.00-02 Intersection Settings Priority Scheme Stop Free Free Flared Lane Storage Area [veh] Two -Stage Gap Acceptance No Number of Storage Spaces in Median u Movement, Approach, & Intersection Results OW3,ULT INfl V/C, Movement V/C Ratio J.00 0.00 0.09 { 0.05 00 0.04 1 ,.00 0.00 d_M, Delay for Movement [s/veh] 0.00 0.00 13.09 C 9.45 ;x.00 7.74 7.00 0.00 Movement LOS B A A A A A 95th -Percentile Queue Length [veh] 0.00 0.29 0.17 0.00 0.00 0.13 0.00 0.00 95th -Percentile Queue Length [ft] 0.00 7.21 ( 4.26 0.00 0.00 3.36 1 0.00 -- d_A, Approach Delay [s/veh] 0.00 11.21 0.00 1.86 Approach LOS A B A A d_I, Intersection Delay [s/veh] 2.73 Intersection LOS B Scenario 3: 3: Build PM PEAK Traffic Management Plan C11 Elk River Extreme Motor Park Appendix C: Capacity Analysis Backups Generated with Version 4.00-02 Control Type: Two-way stop Analysis Method: HCM 2010 Analysis Period: 15 minutes Intersection Setup Intersection Level Of Service Report Intersection 7: 169 NB Ramps & CO 33 Delay (sec / veh): 16.8 Level Of Service: C Volume to Capacity (v/c): 0.269 OW3,ULT INfl Name 169 NB Ramp 169 NB Ramp CO 33 CO 33 Approach Northbound Southbound Eastbound Westbound 141 Lane Configuration 1 r 1.0000 .0000 1.0000 1 1 1 r'` 1.0000 Turning Movement Left Thru Right Left Thru Right Left Thru Right Left Thru Right Lane Width [ft] 12.00 12.00 12.00 12.00 12.00 12.00 12.00 12.00 12.00 No. of Lanes in Pocket 0 0 1 0 1 In -Process Volume [veh/h] 0 1 Pocket Length [ft] - -- 360.00 30 100.00 1! 370.00 0 0 340.00 Speed [mph] 55.00 30.00 0 55.00 55.00 Diverted Trips [veh/h] Grade [%] 0.00 n no 0 0.00 0.00 0 Crosswalk No No No No 0 volumes Name 169 NB Ramp 169 NB Ramp CO 33 CO 33 Base Volume Input [veh/h] 95 1 64 82 1 108 1 141 1 114 Base Volume Adjustment Factor 1.0000 .0000 1.0000 1.0000 1.0000 1 1.0000 1.0000 1.0000 1.0000 Heavy Vehicles Percentage [%] 2.00 2.00 2.00 10 2.00 2.00 2.00 2.00 2.00 Growth Rate 1.00 1.00 1.00 ..00 1.00 1.00 1.00 1.00 1.00 In -Process Volume [veh/h] 0 0 0 0 0 0 Site -Generated Trips [veh/h] 6 0 0 0 0 0 Diverted Trips [veh/h] 0 0 0 0 0 0 Pass -by Trips [veh/h] 0 0 0 0 0 0 Existing Site Adjustment Volume [veh/h] 0 0 0 0 0 0 Other Volume [veh/h] 0 0 0 1 0 0 0 Total Hourly Volume [veh/h] 95 64 82 T108 141 114 Peak Hour Factor 0.8483 0.8483 0.8483 0.8483 _.uuu 1 .uuuu 0.8483 0.8483 Other Adjustment Factor 1.0000 1.0000 1.0000 1.0000 ?000 1.0000 1.0000 1.0000 Total 15 -Minute Volume [veh/h] 28 19 24 32 0 42 34 Total Analysis Volume [veh/h] 112 75 97 127 166 134 Pedestrian Volume [ped/h] Scenario 3: 3: Build PM PEAK Traffic Management Plan C12 Elk River Extreme Motor Park Appendix C: Capacity Analysis Backups Generated with Version 4.00-02 Intersection Settings Priority Scheme Stop Free Free Flared Lane Storage Area [veh] Two -Stage Gap Acceptance No Number of Storage Spaces in Median 0 Iu u Movement, Approach, & Intersection Results OW3,ULT INfl V/C, Movement V/C Ratio 0.27 u.00 0.08 0.00 0.00 0.08 u.00 0.00 d_M, Delay for Movement [s/veh] 16.77 0.00 9.24 0.00 0.00 8.09 7.00 0.00 Movement LOS C A A A A A 95th -Percentile Queue Length [veh] 1.07 0.00 0.26 0.00 0.00 0.25 0.00 0.00 0.00 95th -Percentile Queue Length [ft] 26.79 - -0 6.62 - '70 0.00 6.24 0.00 0.00 0.00 d_A, Approach Delay [s/veh] 13.75 0, 3.50 0.00 Approach LOS B A A d_I, Intersection Delay [s/veh] 4.72 Intersection LOS C Scenario 3: 3: Build PM PEAK Traffic Management Plan C13 Elk River Extreme Motor Park Appendix C: Capacity Analysis Backups Generated with Version 4.00-02 Lane Configuration and Traffic Control Scenario 3: 3: Build PM PEAK Traffic Management Plan C14 Elk River Extreme Motor Park Appendix C: Capacity Analysis Backups Generated with Version 4.00-02 Traffic Volume - Base Volume O Y _4 �g5 6-3 Scenario 3: 3: Build PM PEAK Traffic Management Plan Y2 C7NC CO 0 n 0 0 0 � � 0 coo 144 C�) C15 1 0 0 a V Y 3 0 � k■i � p 0 0 0 0 0 Elk River Extreme Motor Park Appendix C: Capacity Analysis Backups Generated with Version 4.00-02 Traffic Volume - Net New Site Trips fl'Q Scenario 3: 3: Build PM PEAK Traffic Management Plan pro 0 n 0 0 d � � 0 C�) C16 0 o a a 0 Elk River Extreme Motor Park Appendix C: Capacity Analysis Backups Generated with Version 4.00-02 Traffic Volume - Future Total Volume CD To 00 0 +— 0 23 0 r O Y _4 �g5 6-3 Scenario 3: 3: Build PM PEAK Traffic Management Plan 144 C�) C17 0 o a 5 3 0 J 0 0 0 10 -LID se Elk River Extreme Motor Park Appendix C: Capacity Analysis Backups Generated with Version 4.00-02 Vistro File: C:\...\ERX Model.vistro Report File: C:\...\Build_Weekend PEAK.pdf Intersection Analysis Summary i L- c". Scenario 4: Build Weekend Peak 9/29/2016 ID Intersection Name Control Type Method Worst Mvmt V/C Delay (s/veh) LOS 1 TH 169 & 221 st Avenue Two-way stop HCM 2010 EB Thru 0.000 119.7 F 2 TH 169 & 219th Avenue Two-way stop HCM 2010 WB Thru 0.000 99.2 F 4 TH 169 & 217th Avenue Two-way stop HCM 2010 EB Thru 0.000 109.0 F 5 TH 169 & ERX Site Access Two-way stop HCM 2010 WB Thru 0.000 119.3 F 6 169 SB Ramps & CO 33 Two-way stop HCM 2010 SB Left 0.055 11.0 B 7 169 NB Ramps & CO 33 Two-way stop HCM 2010 NB Left 0.116 10.6 B V/C, Delay, LOS: For two-way stop, these values are taken from the movement with the worst (highest) delay value. for all other control types, they are taken for the whole intersection. Scenario 4: 4: Build Weekend Peak Traffic Management Plan C18 Elk River Extreme Motor Park Appendix C: Capacity Analysis Backups Generated with Version 4.00-02 Control Type: Two-way stop Analysis Method: HCM 2010 Analysis Period: 15 minutes Intersection Setup Intersection Level Of Service Report Intersection 1: TH 169 & 221st Avenue Delay (sec / veh): 119.7 Level Of Service: F Volume to Capacity (v/c): 0.000 OW3,ULT INfl Name TH 169 TH 169 TH 169 221 st Avenue 221 st Avenue Approach Base Volume Input [veh/h] Northbound 1294 Southbound 1 Eastbound Westbound Lane Configuration 0 #11F 0 1 i i i r 0 i r + Turning Movement Left Thru TRight Left Thru Right Left Thru Right Left Thru TRght Lane Width [ft] 12.00 12.00 12.00 12.00 12.00 12.00 12.00 12.00 12.00 12.00 12.00 12.00 No. of Lanes in Pocket 1 0 1 2.00 1 0 1 0 0 Pocket Length [ft] 510.00 1 1.00 525.00 1 525.00 25.00 1.00 Speed [mph] 1.00 65.00 1.00 65.00 In -Process Volume [veh/h] 45.00 30.00 Grade [%] 0 0.00 0 0.00 0 0.00 0.00 Crosswalk 0 No 0 No 0 No No volumes Name TH 169 TH 169 221 st Avenue 221 st Avenue Base Volume Input [veh/h] 30 1294 0 1 939 4 6 0 33 0 1 0 0 Base Volume Adjustment Factor 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 Heavy Vehicles Percentage [%] 2.00 2.00 2.00 2.00 2.00 2.00 2.00 2.00 2.00 2.00 2.00 2.00 Growth Rate 1.00 1 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 In -Process Volume [veh/h] 0 0 0 0 0 0 0 0 0 _77-6 0 Site -Generated Trips [veh/h] 0 1 0 0 1 0 0 0 0 _77-6 0 Diverted Trips [veh/h] 0 0 0 0 0 0 0 0 o_77-6 0 Pass -by Trips [veh/h] 0 0 0 0 0 0 0 0 0 0 0 0 Existing Site Adjustment Volume [veh/h] 0 0 0 0 0 0 0 0 0 0 0 0 Other Volume [veh/h] 0 0 0 0 0 0 0 0 0 0 0 0 Total Hourly Volume [veh/h] 30 1295 0 1 940 4 6 0 33 0 0 0 Peak Hour Factor 0.9742 0.9742 0.9742 0.9742 0.9742 0.9742 0.9742 0.9742 0.9742 0.9742 0.9742 0.9742 Other Adjustment Factor 1.00007 0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 Total 15 -Minute Volume [veh/h] 8 1 332 0 0 241 1 2 0 8 0 0 0 Total Analysis Volume [veh/h] 31 1329 0 1 965 4 67 0 34 0 0 0 Pedestrian Volume [ped/h] Scenario 4: 4: Build Weekend Peak Traffic Management Plan C19 Elk River Extreme Motor Park Appendix C: Capacity Analysis Backups Generated with Version 4.00-02 Intersection Settings Priority Scheme Free Free Stop Stop Flared Lane No Storage Area [veh] Two -Stage Gap Acceptance No No Number of Storage Spaces in Median Movement, Approach, & Intersection Results OW3,ULT INfl V/C, Movement V/C Ratio 0.04 u.01 0.00 0.01 0.10 0.00 0.06 0.00 1 0.00 0.00 d_M, Delay for Movement [s/veh] 10.33 0.00 12.00 G 73.84 119.66 12.26 95.73 T113.31 13.94 Movement LOS B A A B A A F F B F F B 95th -Percentile Queue Length [veh] 0.14 0.00 0.00 0.01 0.00 0.00 0.33 0.33 0.20 0.00 0.00 0.00 95th -Percentile Queue Length [ft] 3.43 0.00 0.00 0.15 0.00 0.00 8.21 8.21 5.12 0.00 1 0.00 0.00 d_A, Approach Delay [s/veh] 0.24 0.01 21.50 74.33 Approach LOS A A C F d_I, Intersection Delay [s/veh] 0.50 Intersection LOS F Scenario 4: 4: Build Weekend Peak Traffic Management Plan C20 Elk River Extreme Motor Park Appendix C: Capacity Analysis Backups Generated with Version 4.00-02 Control Type: Two-way stop Analysis Method: HCM 2010 Analysis Period: 15 minutes Intersection Setup Intersection Level Of Service Report Intersection 2: TH 169 & 219th Avenue Delay (sec / veh): 99.2 Level Of Service: F Volume to Capacity (v/c): 0.000 OW3,ULT INfl Name TH 169 TH 169 219th Avenue 219th Avenue Approach Base Volume Input [veh/h] Northbound 1325 0 Southbound Eastbound Westbound Lane Configuration 0 X11 l r 0 1 0 1 1 F 1 1 Turning Movement Left Thru Right Left Thru Right Left Thru Right Left Thru Right Lane Width [ft] 12.00 12.00 12.00 12.00 12.00 12.00 12.00 12.00 12.00 12.00 T12.00 12.00 No. of Lanes in Pocket 1 2.00 1 1 0 0 0 0 0 Pocket Length [ft] 500.00 1 1.00 340.00 575.00 1.00 1.00 1.00 Speed [mph] 1.00 65.00 1.00 1.00 65.00 30.00 30.00 Grade [%] 0 0.00 0 0 0.00 0.00 0.00 Crosswalk 0 No 0 1 No No No volumes Name TH 169 TH 169 219th Avenue 219th Avenue Base Volume Input [veh/h] 0 1325 0 0 972 0 0 0 0 0 1 0 0 Base Volume Adjustment Factor 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 Heavy Vehicles Percentage [%] 2.00 2.00 2.00 2.00 2.00 2.00 2.00 2.00 2.00 2.00 2.00 2.00 Growth Rate 1.00 1 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 In -Process Volume [veh/h] 0 0 0 0 0 0 0 0 0 _77-6 0 Site -Generated Trips [veh/h] 0 1 0 0 1 0 0 0 0 _77-6 0 Diverted Trips [veh/h] 0 0 0 0 0 0 0 0 o_77-6 0 Pass -by Trips [veh/h] 0 0 0 0 0 0 0 0 0 0 0 0 Existing Site Adjustment Volume [veh/h] 0 0 0 0 0 0 0 0 0 0 0 0 Other Volume [veh/h] 0 0 0 0 0 0 0 0 0 0 0 0 Total Hourly Volume [veh/h] 0 1326 0 0 973 0 0 0 0 0 0 0 Peak Hour Factor 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1 1.0000 1.0000 1.0000 1.0000 1.0000 Other Adjustment Factor 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 Total 15 -Minute Volume [veh/h] 0 1 332 0 0 243 0 0 0 0 0 0 0 Total Analysis Volume [veh/h] 0 1326 0 0 973 0 0 0 0 0 0 0 Pedestrian Volume [ped/h] Scenario 4: 4: Build Weekend Peak Traffic Management Plan C21 Elk River Extreme Motor Park Appendix C: Capacity Analysis Backups Generated with Version 4.00-02 Intersection Settings Priority Scheme Free Free Stop Stop Flared Lane No No Storage Area [veh] Two -Stage Gap Acceptance No No Number of Storage Spaces in Median Movement, Approach, & Intersection Results OW3,ULT INfl V/C, Movement V/C Ratio 0.00 0.01 0.00 0.01 0.00 0.00 0.00 0.00 0.00 0.00 d_M, Delay for Movement [s/veh] 10.11 0.00 11.97 C 59.03 99.17 11.83 78.42 99.17 13.92 Movement LOS B A A B A A F F B F F B 95th -Percentile Queue Length [veh] 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 95th -Percentile Queue Length [ft] 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 d_A, Approach Delay [s/veh] 0.00 0.00 56.68 63.83 Approach LOS A A F F d_I, Intersection Delay [s/veh] 0.00 Intersection LOS F Scenario 4: 4: Build Weekend Peak Traffic Management Plan C22 Elk River Extreme Motor Park Appendix C: Capacity Analysis Backups Generated with Version 4.00-02 Control Type: Two-way stop Analysis Method: HCM 2010 Analysis Period: 15 minutes Intersection Setup Intersection Level Of Service Report Intersection 4: TH 169 & 217th Avenue Delay (sec / veh): 109.0 Level Of Service: F Volume to Capacity (v/c): 0.000 OW3,ULT INfl Name TH 169 TH 169 217th Avenue 217th Avenue Approach Northbound 7 Southbound Eastbound Westbound Lane Configuration i i 1 0 5 11 + + Turning Movement Left Thru Right Left Thru Right Left Thru FRight Left Thru Right Lane Width [ft] 12.00 12.00 12.00 12.00 12.00 12.00 12.00 12.00 12.00 No. of Lanes in Pocket 0 1 2.00 0 0 0 0 Pocket Length [ft] "'"" 00 600.00 "' 1(: 1.00 1.00 Speed [mph] 65.00 1.00 65.00 30.00 30.00 Grade [%] 0.00 0 0.00 0.00 0.00 Crosswalk No 1 No No No volumes Name TH 169 TH 169 217th Avenue 217th Avenue Base Volume Input [veh/h] 1320 7 984 0 0 0 0 1 0 5 Base Volume Adjustment Factor 0000 1.0000 1.0000 1.0000 1 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 Heavy Vehicles Percentage [%] 2.00 2.00 2.00 2.00 2.00 2.00 2.00 2.00 2.00 2.00 Growth Rate 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 In -Process Volume [veh/h] 0 0 0 0 0 0 0 0 0 Site -Generated Trips [veh/h] 1 1 1 0 0 0 1 0 0 Diverted Trips [veh/h] 0 0 0 0 0 0 0 0 0 Pass -by Trips [veh/h] 0 0 0 0 0 0 0 0 0 Existing Site Adjustment Volume [veh/h] 0 0 0 0 0 0 0 0 0 Other Volume [veh/h] 0 0 0 0 1 0 0 0 0 0 Total Hourly Volume [veh/h] 1321 8 985 0 T0 0 1 0 5 Peak Hour Factor 0.9780 0.9780 0.9780 0.9780 0.9780 0.9780 0.9780 0.9780 0.9780 Other Adjustment Factor 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 Total 15 -Minute Volume [veh/h] 338 2 252 0 0 0 0 0 1 Total Analysis Volume [veh/h] 1351 8 1007 0 0 0 1 0 5 Pedestrian Volume [ped/h] Scenario 4: 4: Build Weekend Peak Traffic Management Plan C23 Elk River Extreme Motor Park Appendix C: Capacity Analysis Backups Generated with Version 4.00-02 Intersection Settings Priority Scheme Free Free Stop Stop Flared Lane No No Storage Area [veh] Two -Stage Gap Acceptance No No Number of Storage Spaces in Median u Movement, Approach, & Intersection Results OW3,ULT INfl V/C, Movement V/C Ratio J.00 0.01 0.00 0.00 1 0.01 0.00 0.00 0.00 0.02 1 0.00 1 0.01 d_M, Delay for Movement [s/veh] 0.00 0.00 0.00 0 0.00 64.31 108.97 12.01 84.74 108.49 1 14.83 Movement LOS A A A F F B F F I B 95th -Percentile Queue Length [veh] 0.00 0.00 0.00 0.00 0.00 0.00 0.11 0.11 0.11 95th -Percentile Queue Length [ft] 0.00 0.00 0.00 0.00 0.00 0.00 2.67 1 2.67 2.67 d_A, Approach Delay [s/veh] 0.00 0.00 61.76 26.48 Approach LOS A A F D d_I, Intersection Delay [s/veh] 0.07 Intersection LOS F Scenario 4: 4: Build Weekend Peak Traffic Management Plan C24 Elk River Extreme Motor Park Generated with Version 4.00-02 Control Type: Analysis Method Analysis Period: Intersection Setup Appendix C: Capacity Analysis Backups Intersection Level Of Service Report Intersection 6: TH 169 & ERX Site Access Two-way stop Delay (sec / veh): 119.3 HCM 2010 Level Of Service: F 15 minutes Volume to Capacity (v/c): 0.000 OW3,ULT INfl Name TH 169 TH 169 ERX Site Access Private Driveway Approach Base Volume Input [veh/h] Northbound 1357 1 Southbound Eastbound Westbound Lane Configuration 0 4111 r 0 1 0 1 1 F 1 1 1 Turning Movement Left Thru Right Left Thru Right Left Thru Right Left Thru Right Lane Width [ft] 12.00 12.00 12.00 12.00 12.00 12.00 12.00 12.00 12.00 12.00 T12.00 12.00 No. of Lanes in Pocket 1 2.00 1 1 0 0 0 0 1 Pocket Length [ft] 450.00 1 1.00 575.00 540.00 1.00 1.00 50.00 Speed [mph] 1.00 65.00 1.00 1.00 65.00 30.00 30.00 Grade [%] 0 0.00 0 0 0.00 0.00 0.00 Crosswalk 0 No 0 1 No No No volumes Name TH 169 TH 169 ERX Site Access Private Driveway Base Volume Input [veh/h] 1 1357 1 3 994 0 0 0 0 0 1 0 1 Base Volume Adjustment Factor 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 Heavy Vehicles Percentage [%] 2.00 2.00 2.00 2.00 2.00 2.00 2.00 2.00 2.00 2.00 2.00 2.00 Growth Rate 1.00 1 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 In -Process Volume [veh/h] 0 0 0 0 0 0 0 0 0 _77-6 0 Site -Generated Trips [veh/h] 0 1 3 1 1 0 0 0 0 2 0 1 Diverted Trips [veh/h] TT 0 0 0 0 0 0 0 0 _77-6 0 Pass -by Trips [veh/h] 0 0 0 0 0 0 0 0 0 0 0 0 Existing Site Adjustment Volume [veh/h] 0 0 0 0 0 0 0 0 0 0 0 0 Other Volume [veh/h] 0 0 0 0 0 0 0 0 0 0 0 0 Total Hourly Volume [veh/h] 1 1358 4 4 995 0 0 0 0 2 0 2 Peak Hour Factor 0.9854 0.9854 0.9854 0.9854 0.9854 0.9854 0.9854 1 0.9854 0.9854 0.9854 0.9854 0.9854 Other Adjustment Factor 1.00007 0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 Total 15 -Minute Volume [veh/h] 0 1 345 1 1 252 0 0 0 0 1 0 1 Total Analysis Volume [veh/h] 1 1378 4 4 1010 0 07 0 0 2 0 2 Pedestrian Volume [ped/h] Scenario 4: 4: Build Weekend Peak Traffic Management Plan C25 Elk River Extreme Motor Park Appendix C: Capacity Analysis Backups Generated with Version 4.00-02 Intersection Settings Priority Scheme Free Free Stop Stop Flared Lane No Storage Area [veh] Two -Stage Gap Acceptance No No Number of Storage Spaces in Median Movement, Approach, & Intersection Results OW3,ULT INfl V/C, Movement V/C Ratio 0.00 u.01 0.01 0.01 0.00 0.00 0.00 0.05 1 0.00 0.01 d_M, Delay for Movement [s/veh] 10.29 0.00 12.38 G 67.09 115.72 12.03 94.30 T119.25 14.32 Movement LOS B A A B A A F F B F F B 95th -Percentile Queue Length [veh] 0.00 0.00 0.00 0.02 0.00 0.00 0.00 0.00 0.00 0.14 0.14 0.02 95th -Percentile Queue Length [ft] 0.11 0.00 0.00 0.61 0.00 0.00 0.00 0.00 0.00 3.62 1 3.62 0.39 d_A, Approach Delay [s/veh] 0.01 0.05 64.95 54.31 Approach LOS A A F F d_I, Intersection Delay [s/veh] 0.12 Intersection LOS F Scenario 4: 4: Build Weekend Peak Traffic Management Plan C26 Elk River Extreme Motor Park Appendix C: Capacity Analysis Backups Generated with Version 4.00-02 Control Type: Two-way stop Analysis Method: HCM 2010 Analysis Period: 15 minutes Intersection Setup Intersection Level Of Service Report Intersection 6: 169 SB Ramps & CO 33 Delay (sec / veh): 11.0 Level Of Service: B Volume to Capacity (v/c): 0.055 OW3,ULT INfl Name 169 SB Ramps 169 SB Ramps CO 33 CO 33 Approach Northbound Southbound Eastbound 19 65 Westbound Lane Configuration 120 *1 1 1 1 00001.0000 1.0000 1 . 1 1 Turning Movement Left Thru Right Left Thru Right Left Thru Right Left Thru Right Lane Width [ft] 2.00 12.00 12.00 T-17- 12.00 12.00 12.00 12.00 12.00 12.00 No. of Lanes in Pocket 0 0 0 1 1.00 1 1 0 Pocket Length [ft] "'"" 00 100.00 101 "" 325.00 400.00 440.00 0 Speed [mph] ^ 55.00 155.00 Site -Generated Trips [veh/h] 55.00 Grade [%] 0 0.00 0.00 0 0.00 Crosswalk No No No 0 0 No volumes Name 169 SB Ramps 169 SB Ramps CO 33 CO 33 Base Volume Input [veh/h] 34 19 65 51 41 120 0 Base Volume Adjustment Factor 00001.0000 1.0000 1 . 1.0000 1.0000 1.0000 1.0000 1.0000 0000 Heavy Vehicles Percentage [%] 2.00 2.00 2.00 2.00 2.00 2.00 2.00 2.00 2.00 Growth Rate 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 In -Process Volume [veh/h] 0 0 0 0 0 0 Site -Generated Trips [veh/h] 0 0 0 0 0 0 Diverted Trips [veh/h] 0 0 0 0 0 0 Pass -by Trips [veh/h] 0 0 0 0 0 0 Existing Site Adjustment Volume [veh/h] 0 0 0 0 0 0 Other Volume [veh/h] 0 0 0 0 0 0 Total Hourly Volume [veh/h] 34 19 65 51 41 120 Peak Hour Factor 0.9706 0.9706 0.9706 0.9706 0.9706 0.9706 Other Adjustment Factor 1.0000 1.0000 1 1.0000 1.0000 1.0000 1.0000 Total 15 -Minute Volume [veh/h] 9 5 17 13 11 31 Total Analysis Volume [veh/h] 35 20 67 53 42 124 Pedestrian Volume [ped/h] Scenario 4: 4: Build Weekend Peak Traffic Management Plan C27 Elk River Extreme Motor Park Appendix C: Capacity Analysis Backups Generated with Version 4.00-02 Intersection Settings Priority Scheme Stop Free Free Flared Lane Storage Area [veh] Two -Stage Gap Acceptance No Number of Storage Spaces in Median u Movement, Approach, & Intersection Results OW3,ULT INfl V/C, Movement V/C Ratio J.00 0.00 0.05 { 0.02 00 0.03 1 ,.00 0.00 d_M, Delay for Movement [s/veh] 0.00 0.00 10.98 C 8.97 ;x.00 7.52 7.00 0.00 Movement LOS B A A A A A 95th -Percentile Queue Length [veh] 0.00 0.17 0.07 0.00 0.00 0.09 0.00 0.00 95th -Percentile Queue Length [ft] 0.00 4.35 ( 1.65 0.00 0.00 2.21 1 0.00 d_A, Approach Delay [s/veh] 0.00 10.25 0.00 1.90 Approach LOS A B A A d_I, Intersection Delay [s/veh] 2.58 Intersection LOS B Scenario 4: 4: Build Weekend Peak Traffic Management Plan C28 Elk River Extreme Motor Park Appendix C: Capacity Analysis Backups Generated with Version 4.00-02 Control Type: Two-way stop Analysis Method: HCM 2010 Analysis Period: 15 minutes Intersection Setup Intersection Level Of Service Report Intersection 7: 169 NB Ramps & CO 33 Delay (sec / veh): 10.6 Level Of Service: B Volume to Capacity (v/c): 0.116 OW3,ULT INfl Name 169 NB Ramp 169 NB Ramp CO 33 CO 33 Approach Northbound Southbound Eastbound Westbound 1 76 Lane Configuration 1 r 1.0000 .0000 1.0000 1 1 1 r'` 1.0000 Turning Movement Left Thru Right Left Thru Right Left Thru Right Left Thru Right Lane Width [ft] 12.00 12.00 12.00 12.00 12.00 12.00 12.00 12.00 12.00 No. of Lanes in Pocket 0 0 1 0 1 In -Process Volume [veh/h] 0 1 Pocket Length [ft] - -- 360.00 30 100.00 1! 370.00 0 0 340.00 Speed [mph] 55.00 30.00 0 55.00 55.00 Diverted Trips [veh/h] Grade [%] 0.00 n no 0 0.00 0.00 0 Crosswalk No No No No 0 volumes Name 169 NB Ramp 169 NB Ramp CO 33 CO 33 Base Volume Input [veh/h] 83 1 54 28 1 69 1 76 1 33 Base Volume Adjustment Factor 1.0000 .0000 1.0000 1.0000 1.0000 1 1.0000 1.0000 1.0000 1.0000 Heavy Vehicles Percentage [%] 2.00 2.00 2.00 10 2.00 2.00 2.00 2.00 2.00 Growth Rate 1.00 1.00 1.00 ..00 1.00 1.00 1.00 1.00 1.00 In -Process Volume [veh/h] 0 0 0 0 0 0 Site -Generated Trips [veh/h] 6 0 0 0 0 0 Diverted Trips [veh/h] 0 0 0 0 0 0 Pass -by Trips [veh/h] 0 0 0 0 0 0 Existing Site Adjustment Volume [veh/h] 0 0 0 0 0 0 Other Volume [veh/h] 0 0 0 1 0 0 0 Total Hourly Volume [veh/h] 83 54 28 T69 76 33 Peak Hour Factor 0.9856 0.9856 0.9856 0.9856 .uuuu 1 .uuuu 0.9856 0.9856 Other Adjustment Factor 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 Total 15 -Minute Volume [veh/h] 21 14 7 18 0 19 8 Total Analysis Volume [veh/h] 84 1 55 28 1 70 1 77 1 33 Pedestrian Volume [ped/h] Scenario 4: 4: Build Weekend Peak Traffic Management Plan C29 Elk River Extreme Motor Park Appendix C: Capacity Analysis Backups Generated with Version 4.00-02 Intersection Settings Priority Scheme Stop Free Free Flared Lane Storage Area [veh] Two -Stage Gap Acceptance No Number of Storage Spaces in Median u Iu u Movement, Approach, & Intersection Results OW3,ULT INfl V/C, Movement V/C Ratio 0.12 0.00 0.06 u.00 0.00 0.02 u.00 0.00 d_M, Delay for Movement [s/veh] 10.61 0.00 8.84 0 0.00 7.48 7.00 0.00 Movement LOS B A A A A A 95th -Percentile Queue Length [veh] 0.39 0.00 0.18 0.00 0.00 0.06 0.00 0.00 0.00 95th -Percentile Queue Length [ft] 9.77 0.00 4.39 0.00 0.00 1.45 0.00 0.00 0.00 d_A, Approach Delay [s/veh] 9.91 0, 2.14 0.00 Approach LOS A A A d_I, Intersection Delay [s/veh] 4.57 Intersection LOS B Scenario 4: 4: Build Weekend Peak Traffic Management Plan C30 Elk River Extreme Motor Park Appendix C: Capacity Analysis Backups Generated with Version 4.00-02 Lane Configuration and Traffic Control Scenario 4: 4: Build Weekend Peak Traffic Management Plan C31 Elk River Extreme Motor Park Appendix C: Capacity Analysis Backups Generated with Version 4.00-02 Traffic Volume - Base Volume co Y 6 0 0 +— 0 33 0 r F pati 65 51 Scenario 4: 4: Build Weekend Peak Traffic Management Plan (2 0 n 0 0 ONO C�) C32 to cc 0 o a Elk River Extreme Motor Park Appendix C: Capacity Analysis Backups Generated with Version 4.00-02 Traffic Volume - Net New Site Trips faro 0 n 0 0 a r �y r 0 Scenario 4: 4: Build Weekend Peak Traffic Management Plan C33 Elk River Extreme Motor Park Appendix C: Capacity Analysis Backups Generated with Version 4.00-02 Traffic Volume - Future Total Volume 6 J yf 0 0 +— 0 33 0 F Scenario 4: 4: Build Weekend Peak Traffic Management Plan (2 0 n 0 0 CD ONO r C34 Elk River Extreme Motor Park Appendix C: Capacity Analysis Backups Generated with Version 4.00-02 Fair Share - Fair Share % of Total Analysis - Zone 4: zone C�) SJ b 0 4Q�u Scenario 4: 4: Build Weekend Peak Traffic Management Plan C35 5 �0� a vyy -4.16% 0.00% � '--27 2.s6 0- 00% � �a Elk River Extreme Motor Park �0.00% J J J 00% 00%a ----w +-0.00%n 00% OM% 0 00% o.00 is O. DD% X0.00% o- C)C)% 0.00% 0.00% O-DD%o ------ 0. 0.00°. ��4 q�d OWq C?4G 6dO C?44 SJ b 0 4Q�u Scenario 4: 4: Build Weekend Peak Traffic Management Plan C35 5 �0� a vyy -4.16% 0.00% � '--27 2.s6 0- 00% � �a Elk River Extreme Motor Park Appendix C: Capacity Analysis Backups Generated with Version 4.00-02 Vistro File: C:\...\ERX Model.vistro Report File: C:\UsersWonah\Desktop\PM PEAK.pdf Intersection Analysis Summary i L- c". Scenario 1: PM PEAK 9/29/2016 ID Intersection Name Control Type Method Worst Mvmt V/C Delay (s/veh) LOS 1 TH 169 & 221 st Avenue Two-way stop HCM 2010 EB Thru 0.000 359.6 F 2 TH 169 & 219th Avenue Two-way stop HCM 2010 WB Left 0.000 201.7 F 4 TH 169 & 217th Avenue Two-way stop HCM 2010 WB Left 0.000 334.5 F 5 TH 169 & ERX Site Access Two-way stop HCM 2010 WB Left 0.000 337.8 F 6 169 SB Ramps & CO 33 Two-way stop HCM 2010 SB Left 0.088 13.1 B 7 169 NB Ramps & CO 33 Two-way stop HCM 2010 NB Left 0.269 16.8 C V/C, Delay, LOS: For two-way stop, these values are taken from the movement with the worst (highest) delay value. for all other control types, they are taken for the whole intersection. Scenario 1: 1: PM PEAK Traffic Management Plan C36 Elk River Extreme Motor Park Appendix C: Capacity Analysis Backups Generated with Version 4.00-02 Control Type: Two-way stop Analysis Method: HCM 2010 Analysis Period: 15 minutes Intersection Setup Intersection Level Of Service Report Intersection 1: TH 169 & 221st Avenue Delay (sec / veh): 359.6 Level Of Service: F Volume to Capacity (v/c): 0.000 OW3,ULT INfl Name TH 169 TH 169 TH 169 221 st Avenue 221 st Avenue Approach Base Volume Input [veh/h] Northbound 1844 Southbound 0 Eastbound Westbound Lane Configuration 0 #11F 0 1 i i i r 0 i r + Turning Movement Left Thru TRight Left Thru Right Left Thru Right Left Thru TRght Lane Width [ft] 12.00 12.00 12.00 12.00 12.00 12.00 12.00 12.00 12.00 12.00 12.00 12.00 No. of Lanes in Pocket 1 0 1 2.00 1 0 1 0 0 Pocket Length [ft] 510.00 1 1.00 525.00 1 525.00 25.00 1.00 Speed [mph] 1.00 65.00 1.00 65.00 In -Process Volume [veh/h] 45.00 30.00 Grade [%] 0 0.00 0 0.00 0 0.00 0.00 Crosswalk 0 No 0 No 0 No No volumes Name TH 169 TH 169 221 st Avenue 221 st Avenue Base Volume Input [veh/h] 44 1844 0 0 820 8 5 0 23 0 1 0 0 Base Volume Adjustment Factor 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 Heavy Vehicles Percentage [%] 2.00 2.00 2.00 2.00 2.00 2.00 2.00 2.00 2.00 2.00 2.00 2.00 Growth Rate 1.00 1 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 In -Process Volume [veh/h] 0 0 0 0 0 0 0 0 0 _77-6 0 Site -Generated Trips [veh/h] 0 0 0 0 0 0 0 0 0 _77-6 0 Diverted Trips [veh/h] 0 0 0 0 0 0 0 0 0 _77-6 0 Pass -by Trips [veh/h] 0 0 0 0 0 0 0 0 0 0 0 0 Existing Site Adjustment Volume [veh/h] 0 0 0 0 0 0 0 0 0 0 0 0 Other Volume [veh/h] 0 0 0 0 0 0 0 0 0 0 0 0 Total Hourly Volume [veh/h] 44 1844 0 0 820 8 5 0 23 0 0 0 Peak Hour Factor 0.9038 0.9038 0.9038 0.9038 0.9038 0.9038 0.9038 1 0.9038 0.9038 0.9038 0.9038 0.9038 Other Adjustment Factor 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 Total 15 -Minute Volume [veh/h] 12 1 510 0 0 227 2 1 0 6 0 0 0 Total Analysis Volume [veh/h] 49 2040 0 0 907 9 6 0 25 0 0 0 Pedestrian Volume [ped/h] Scenario 1: 1: PM PEAK Traffic Management Plan C37 Elk River Extreme Motor Park Appendix C: Capacity Analysis Backups Generated with Version 4.00-02 Intersection Settings Priority Scheme Free Free Stop Stop Flared Lane No Storage Area [veh] Two -Stage Gap Acceptance No No Number of Storage Spaces in Median Movement, Approach, & Intersection Results OW3,ULT INfl V/C, Movement V/C Ratio 0.07 0.02 0.00 1 0.01 0.20 0.00 0.05 0.00 1 0.00 0.00 d_M, Delay for Movement [s/veh] 10.21 0.00 18.19 C 148.82 359.59 11.81 340.79 337.58 20.37 Movement LOS B A A C A A F F B F F I C 95th -Percentile Queue Length [veh] 0.21 0.00 0.00 0.00 0.00 0.00 0.61 0.61 0.14 0.00 0.00 0.00 95th -Percentile Queue Length [ft] 5.30 0.00 0.00 0.00 0.00 0.00 15.22 15.22 3.54 0.00 1 0.00 0.00 d_A, Approach Delay [s/veh] 0.24 0.00 38.33 232.92 Approach LOS A A E F d_I, Intersection Delay [s/veh] 0.56 Intersection LOS F Scenario 1: 1: PM PEAK Traffic Management Plan C38 Elk River Extreme Motor Park Appendix C: Capacity Analysis Backups Generated with Version 4.00-02 Control Type: Two-way stop Analysis Method: HCM 2010 Analysis Period: 15 minutes Intersection Setup Intersection Level Of Service Report Intersection 2: TH 169 & 219th Avenue Delay (sec / veh): 201.7 Level Of Service: F Volume to Capacity (v/c): 0.000 OW3,ULT INfl Name TH 169 TH 169 219th Avenue 219th Avenue Approach Base Volume Input [veh/h] Northbound 1962 0 Southbound Eastbound Westbound Lane Configuration 0 X11 l r 0 1 0 1 1 F 1 1 Turning Movement Left Thru Right Left Thru Right Left Thru Right Left Thru Right Lane Width [ft] 12.00 12.00 12.00 12.00 12.00 12.00 12.00 12.00 12.00 12.00 T12.00 12.00 No. of Lanes in Pocket 1 2.00 1 1 0 0 0 0 0 Pocket Length [ft] 500.00 1 1.00 340.00 575.00 1.00 1.00 1.00 Speed [mph] 1.00 65.00 1.00 1.00 65.00 30.00 30.00 Grade [%] 0 0.00 0 0 0.00 0.00 0.00 Crosswalk 0 No 0 0 No No No volumes Name TH 169 TH 169 219th Avenue 219th Avenue Base Volume Input [veh/h] 0 1962 0 0 820 0 0 0 0 0 1 0 0 Base Volume Adjustment Factor 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 Heavy Vehicles Percentage [%] 2.00 2.00 2.00 2.00 2.00 2.00 2.00 2.00 2.00 2.00 2.00 2.00 Growth Rate 1.00 1 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 In -Process Volume [veh/h] 0 0 0 0 0 0 0 0 0 _77-6 0 Site -Generated Trips [veh/h] 0 0 0 0 0 0 0 0 0 _77-6 0 Diverted Trips [veh/h] 0 0 0 0 0 0 0 0 0 _77-6 0 Pass -by Trips [veh/h] 0 0 0 0 0 0 0 0 0 0 0 0 Existing Site Adjustment Volume [veh/h] 0 0 0 0 0 0 0 0 0 0 0 0 Other Volume [veh/h] 0 0 0 0 0 0 0 0 0 0 0 0 Total Hourly Volume [veh/h] 0 1962 0 0 820 0 0 0 0 0 0 0 Peak Hour Factor 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1 1.0000 1.0000 1.0000 1.0000 1.0000 Other Adjustment Factor 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 Total 15 -Minute Volume [veh/h] 0 1 491 0 0 205 0 0 0 0 0 0 0 Total Analysis Volume [veh/h] 0 1962 0 0 820 0 0 0 0 0 0 0 Pedestrian Volume [ped/h] Scenario 1: 1: PM PEAK Traffic Management Plan C39 Elk River Extreme Motor Park Appendix C: Capacity Analysis Backups Generated with Version 4.00-02 Intersection Settings Priority Scheme Free Free Stop Stop Flared Lane No No Storage Area [veh] Two -Stage Gap Acceptance No No Number of Storage Spaces in Median Movement, Approach, & Intersection Results OW3,ULT INfl V/C, Movement V/C Ratio 0.00 u.02 0.00 0.01 0.00 0.00 0.00 0.00 0.00 0.00 d_M, Delay for Movement [s/veh] 9.47 0.00 17.29 G 76.96 198.63 11.09 201.70 198.63 19.48 Movement LOS A A A C A A F F B F F C 95th -Percentile Queue Length [veh] 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 95th -Percentile Queue Length [ft] 0.00 0.00 0.00 0.00 0.00 1 0.00 0.00 0.00 0.00 0.00 1 0.00 0.00 d_A, Approach Delay [s/veh] 0.00 0.00 95.56 139.94 Approach LOS A A F F d_I, Intersection Delay [s/veh] 0.00 Intersection LOS F Scenario 1: 1: PM PEAK Traffic Management Plan C40 Elk River Extreme Motor Park Appendix C: Capacity Analysis Backups Generated with Version 4.00-02 Control Type: Two-way stop Analysis Method: HCM 2010 Analysis Period: 15 minutes Intersection Setup Intersection Level Of Service Report Intersection 4: TH 169 & 217th Avenue Delay (sec / veh): 334.5 Level Of Service: F Volume to Capacity (v/c): 0.000 OW3,ULT INfl Name TH 169 TH 169 217th Avenue 217th Avenue Approach Northbound 5 Southbound Eastbound Westbound Lane Configuration i i 1 0 1 3 11 + + Turning Movement Left Thru Right Left Thru Right Left Thru FRight Left Thru Right Lane Width [ft] 12.00 12.00 12.00 12.00 12.00 12.00 12.00 12.00 12.00 No. of Lanes in Pocket 0 1 2.00 0 0 0 0 Pocket Length [ft] "'"" 00 600.00 "' 1(: 1.00 1.00 Speed [mph] 65.00 1.00 65.00 30.00 30.00 Grade [%] 0.00 0 0.00 0.00 0.00 Crosswalk No 0 No No No volumes Name TH 169 TH 169 217th Avenue 217th Avenue Base Volume Input [veh/h] 1959 5 758 0 0 0 0 1 0 1 3 Base Volume Adjustment Factor 0000 1.0000 1.0000 1.0000 1 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 Heavy Vehicles Percentage [%] 2.00 2.00 2.00 2.00 2.00 2.00 2.00 2.00 2.00 2.00 Growth Rate 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 In -Process Volume [veh/h] 0 0 0 0 0 0 0 0 0 Site -Generated Trips [veh/h] 0 0 0 0 0 0 0 0 0 Diverted Trips [veh/h] 0 0 0 0 0 0 0 0 0 Pass -by Trips [veh/h] 0 0 0 0 0 0 0 0 0 Existing Site Adjustment Volume [veh/h] 0 0 0 0 0 0 0 0 0 Other Volume [veh/h] 0 0 0 0 1 0 0 0 0 0 Total Hourly Volume [veh/h] 1959 5 758 0 T0 0 0 0 3 Peak Hour Factor 0.8790 0.8790 0.8790 0.8790 0.8790 0.8790 0.8790 0.8790 0.8790 Other Adjustment Factor 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 Total 15 -Minute Volume [veh/h] 557 1 216 0 0 0 0 0 1 Total Analysis Volume [veh/h] 2229 6 862 0 0 0 0 0 3 Pedestrian Volume [ped/h] Scenario 1: 1: PM PEAK Traffic Management Plan C41 Elk River Extreme Motor Park Appendix C: Capacity Analysis Backups Generated with Version 4.00-02 Intersection Settings Priority Scheme Free Free Stop Stop Flared Lane No No Storage Area [veh] Two -Stage Gap Acceptance No No Number of Storage Spaces in Median 0 Movement, Approach, & Intersection Results OW3,ULT INfl V/C, Movement V/C Ratio J.00 0.02 0.00 0.00 1 0.01 0.00 0.00 0.00 0.00 0.00 0.01 d_M, Delay for Movement [s/veh] 0.00 0.00 0.00 0.00 0.00 104.27 317.54 11.29 334.49 314.95 23.05 Movement LOS A A A F F B F F I C 95th -Percentile Queue Length [veh] 0.00 0.00 0.00 0.00 0.00 0.00 0.05 0.05 0.05 95th -Percentile Queue Length [ft] 0.00 0.00 0.00 0.00 0.00 0.00 1.13 1 1.13 1.13 d_A, Approach Delay [s/veh] 0.00 0.00 144.36 23.05 Approach LOS A A F C d_I, Intersection Delay [s/veh] 0.02 Intersection LOS F Scenario 1: 1: PM PEAK Traffic Management Plan C42 Elk River Extreme Motor Park Generated with Version 4.00-02 Control Type: Analysis Method Analysis Period: Intersection Setup Appendix C: Capacity Analysis Backups Intersection Level Of Service Report Intersection 6: TH 169 & ERX Site Access Two-way stop Delay (sec / veh): 337.8 HCM 2010 Level Of Service: F 15 minutes Volume to Capacity (v/c): 0.000 OW3,ULT INfl Name TH 169 TH 169 ERX Site Access Private Driveway Approach Base Volume Input [veh/h] Northbound 1970 0 Southbound Eastbound Westbound Lane Configuration 0 4111 r 0 1 0 1 1 F 1 1 1 Turning Movement Left Thru Right Left Thru Right Left Thru Right Left Thru Right Lane Width [ft] 12.00 12.00 12.00 12.00 12.00 12.00 12.00 12.00 12.00 12.00 T12.00 12.00 No. of Lanes in Pocket 1 2.00 1 1 0 0 0 0 1 Pocket Length [ft] 450.00 1 1.00 575.00 540.00 1.00 1.00 50.00 Speed [mph] 1.00 65.00 1.00 1.00 65.00 30.00 30.00 Grade [%] 0 0.00 0 0 0.00 0.00 0.00 Crosswalk 0 No 0 0 No No No volumes Name TH 169 TH 169 ERX Site Access Private Driveway Base Volume Input [veh/h] 1 1970 0 0 780 0 0 0 0 0 1 0 0 Base Volume Adjustment Factor 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 Heavy Vehicles Percentage [%] 2.00 2.00 2.00 2.00 2.00 2.00 2.00 2.00 2.00 2.00 2.00 2.00 Growth Rate 1.00 1 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 In -Process Volume [veh/h] 0 0 0 0 0 0 0 0 0 _77-6 0 Site -Generated Trips [veh/h] 0 0 0 0 0 0 0 0 0 _77-6 0 Diverted Trips [veh/h] 0 0 0 0 0 0 0 0 0 _77-6 0 Pass -by Trips [veh/h] 0 0 0 0 0 0 0 0 0 0 0 0 Existing Site Adjustment Volume [veh/h] 0 0 0 0 0 0 0 0 0 0 0 0 Other Volume [veh/h] 0 0 0 0 0 0 0 0 0 0 0 0 Total Hourly Volume [veh/h] 1 1970 0 0 780 0 0 0 0 0 0 0 Peak Hour Factor 0.8863 0.8863 0.8863 0.8863 0.8863 0.8863 0.8863 1 0.8863 0.8863 0.8863 0.8863 0.8863 Other Adjustment Factor 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 Total 15 -Minute Volume [veh/h] 0 1 556 0 0 220 0 07 0 0 0 0 0 Total Analysis Volume [veh/h] 1 2223 0 0 880 0 07 0 0 0 0 0 Pedestrian Volume [ped/h] Scenario 1: 1: PM PEAK Traffic Management Plan C43 Elk River Extreme Motor Park Appendix C: Capacity Analysis Backups Generated with Version 4.00-02 Intersection Settings Priority Scheme Free Free Stop Stop Flared Lane No Storage Area [veh] Two -Stage Gap Acceptance No No Number of Storage Spaces in Median Movement, Approach, & Intersection Results OW3,ULT INfl V/C, Movement V/C Ratio 0.00 u.02 0.00 0.01 0.00 0.00 0.00 0.00 0.00 0.00 d_M, Delay for Movement [s/veh] 9.72 0.00 20.57 G 105.95 322.20 11.37 337.84 322.20 22.70 Movement LOS A A A C A A F F B F F C 95th -Percentile Queue Length [veh] 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 95th -Percentile Queue Length [ft] 0.10 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 d_A, Approach Delay [s/veh] 0.00 0.00 146.51 227.58 Approach LOS A A F F d_I, Intersection Delay [s/veh] 0.00 Intersection LOS F Scenario 1: 1: PM PEAK Traffic Management Plan C44 Elk River Extreme Motor Park Appendix C: Capacity Analysis Backups Generated with Version 4.00-02 Control Type: Two-way stop Analysis Method: HCM 2010 Analysis Period: 15 minutes Intersection Setup Intersection Level Of Service Report Intersection 6: 169 SB Ramps & CO 33 Delay (sec / veh): 13.1 Level Of Service: B Volume to Capacity (v/c): 0.088 OW3,ULT INfl Name 169 SB Ramps 169 SB Ramps CO 33 CO 33 Approach Northbound Southbound Eastbound 43 121 Westbound Lane Configuration 174 *1 1 1 1 00001.0000 1.0000 1 . 1 1 Turning Movement Left Thru Right Left Thru Right Left Thru Right Left Thru Right Lane Width [ft] 2.00 12.00 12.00 T-17- 12.00 12.00 12.00 12.00 12.00 12.00 No. of Lanes in Pocket 0 0 0 1 1.00 1 1 0 Pocket Length [ft] "'"" 00 100.00 101 "" 325.00 400.00 440.00 0 Speed [mph] ^ 55.00 155.00 Site -Generated Trips [veh/h] 55.00 Grade [%] 0 0.00 0.00 0 0.00 Crosswalk No No No 0 0 No volumes Name 169 SB Ramps 169 SB Ramps CO 33 CO 33 Base Volume Input [veh/h] 40 43 121 63 55 174 0 Base Volume Adjustment Factor 00001.0000 1.0000 1 . 1.0000 1.0000 1.0000 1.0000 1.0000 0000 Heavy Vehicles Percentage [%] 2.00 2.00 2.00 2.00 2.00 2.00 2.00 2.00 2.00 Growth Rate 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 In -Process Volume [veh/h] 0 0 0 0 0 0 Site -Generated Trips [veh/h] 0 0 0 0 0 0 Diverted Trips [veh/h] 0 0 0 0 0 0 Pass -by Trips [veh/h] 0 0 0 0 0 0 Existing Site Adjustment Volume [veh/h] 0 0 0 0 0 0 Other Volume [veh/h] 0 0 0 0 0 0 Total Hourly Volume [veh/h] 40 43 121 63 55 174 Peak Hour Factor 0.9281 0.9281 0.9281 0.9281 0.9281 0.9281 Other Adjustment Factor 1.0000 1.0000 1 1.0000 1.0000 1.0000 1.0000 Total 15 -Minute Volume [veh/h] 11 12 33 17 15 47 Total Analysis Volume [veh/h] 43 46 130 68 59 187 Pedestrian Volume [ped/h] Scenario 1: 1: PM PEAK Traffic Management Plan C45 Elk River Extreme Motor Park Appendix C: Capacity Analysis Backups Generated with Version 4.00-02 Intersection Settings Priority Scheme Stop Free Free Flared Lane Storage Area [veh] Two -Stage Gap Acceptance No Number of Storage Spaces in Median u Movement, Approach, & Intersection Results OW3,ULT INfl V/C, Movement V/C Ratio J.00 0.00 0.09 { 0.05 00 0.04 1 ,.00 0.00 d_M, Delay for Movement [s/veh] 0.00 0.00 13.09 C 9.45 ;x.00 7.74 7.00 0.00 Movement LOS B A A A A A 95th -Percentile Queue Length [veh] 0.00 0.29 0.17 0.00 0.00 0.13 0.00 0.00 95th -Percentile Queue Length [ft] 0.00 7.21 ( 4.26 0.00 0.00 3.36 1 0.00 -- d_A, Approach Delay [s/veh] 0.00 11.21 0.00 1.86 Approach LOS A B A A d_I, Intersection Delay [s/veh] 2.73 Intersection LOS B Scenario 1: 1: PM PEAK Traffic Management Plan C46 Elk River Extreme Motor Park Appendix C: Capacity Analysis Backups Generated with Version 4.00-02 Control Type: Two-way stop Analysis Method: HCM 2010 Analysis Period: 15 minutes Intersection Setup Intersection Level Of Service Report Intersection 7: 169 NB Ramps & CO 33 Delay (sec / veh): 16.8 Level Of Service: C Volume to Capacity (v/c): 0.269 OW3,ULT INfl Name 169 NB Ramp 169 NB Ramp CO 33 CO 33 Approach Northbound Southbound Eastbound Westbound 141 Lane Configuration 1 r 1.0000 .0000 1.0000 1 1 1 r'` 1.0000 Turning Movement Left Thru Right Left Thru Right Left Thru Right Left Thru Right Lane Width [ft] 12.00 12.00 12.00 12.00 12.00 12.00 12.00 12.00 12.00 No. of Lanes in Pocket 0 0 1 0 1 In -Process Volume [veh/h] 0 1 Pocket Length [ft] - -- 360.00 30 100.00 1! 370.00 0 0 340.00 Speed [mph] 55.00 30.00 0 55.00 55.00 Diverted Trips [veh/h] Grade [%] 0.00 n no 0 0.00 0.00 0 Crosswalk No No No No 0 volumes Name 169 NB Ramp 169 NB Ramp CO 33 CO 33 Base Volume Input [veh/h] 95 1 64 82 1 108 1 141 1 114 Base Volume Adjustment Factor 1.0000 .0000 1.0000 1.0000 1.0000 1 1.0000 1.0000 1.0000 1.0000 Heavy Vehicles Percentage [%] 2.00 2.00 2.00 10 2.00 2.00 2.00 2.00 2.00 Growth Rate 1.00 1.00 1.00 ..00 1.00 1.00 1.00 1.00 1.00 In -Process Volume [veh/h] 0 0 0 0 0 0 Site -Generated Trips [veh/h] 6 0 0 0 0 0 Diverted Trips [veh/h] 0 0 0 0 0 0 Pass -by Trips [veh/h] 0 0 0 0 0 0 Existing Site Adjustment Volume [veh/h] 0 0 0 0 0 0 Other Volume [veh/h] 0 0 0 1 0 0 0 Total Hourly Volume [veh/h] 95 64 82 T108 141 114 Peak Hour Factor 0.8483 0.8483 0.8483 0.8483 _.uuu 1 .uuuu 0.8483 0.8483 Other Adjustment Factor 1.0000 1.0000 1.0000 1.0000 ?000 1.0000 1.0000 1.0000 Total 15 -Minute Volume [veh/h] 28 19 24 32 0 42 34 Total Analysis Volume [veh/h] 112 75 97 127 166 134 Pedestrian Volume [ped/h] Scenario 1: 1: PM PEAK Traffic Management Plan C47 Elk River Extreme Motor Park Appendix C: Capacity Analysis Backups Generated with Version 4.00-02 Intersection Settings Priority Scheme Stop Free Free Flared Lane Storage Area [veh] Two -Stage Gap Acceptance No Number of Storage Spaces in Median 0 I0 u Movement, Approach, & Intersection Results OW3,ULT INfl V/C, Movement V/C Ratio 0.27 u.00 0.08 0.00 0.00 0.08 u.00 0.00 d_M, Delay for Movement [s/veh] 16.77 0.00 9.24 0.00 0.00 8.09 7.00 0.00 Movement LOS C A A A A A 95th -Percentile Queue Length [veh] 1.07 0.00 0.26 0.00 0.00 0.25 0.00 0.00 0.00 95th -Percentile Queue Length [ft] 26.79 - -0 6.62 - '70 0.00 6.24 0.00 0.00 0.00 d_A, Approach Delay [s/veh] 13.75 0, 3.50 0.00 Approach LOS B A A d_I, Intersection Delay [s/veh] 4.72 Intersection LOS C Scenario 1: 1: PM PEAK Traffic Management Plan C48 Elk River Extreme Motor Park Appendix C: Capacity Analysis Backups Generated with Version 4.00-02 Lane Configuration and Traffic Control Scenario 1: 1: PM PEAK Traffic Management Plan C49 Elk River Extreme Motor Park Appendix C: Capacity Analysis Backups Generated with Version 4.00-02 Traffic Volume - Base Volume O Y _4 1g5 6-3 Scenario 1: 1: PM PEAK Traffic Management Plan Y2 C7NC CO 0 n 0 0 0 � � 0 coo 144 C�) C50 1 0 0 a V Y g 0 � k■i � p 0 0 0 0 0 Elk River Extreme Motor Park Appendix C: Capacity Analysis Backups Generated with Version 4.00-02 Vistro File: C:\...\ERX Model.vistro Report File: C:\...\WEEKEND PEAK.pdf Intersection Analysis Summary i L- c". Scenario 2: Weekend Peak 9/29/2016 ID Intersection Name Control Type Method Worst Mvmt V/C Delay (s/veh) LOS 1 TH 169 & 221 st Avenue Two-way stop HCM 2010 EB Thru 0.000 119.3 F 2 TH 169 & 219th Avenue Two-way stop HCM 2010 WB Thru 0.000 98.9 F 4 TH 169 & 217th Avenue Two-way stop HCM 2010 EB Thru 0.000 108.5 F 5 TH 169 & ERX Site Access Two-way stop HCM 2010 EB Thru 0.000 114.4 F 6 169 SB Ramps & CO 33 Two-way stop HCM 2010 SB Left 0.055 11.0 B 7 169 NB Ramps & CO 33 Two-way stop HCM 2010 NB Left 0.116 10.6 B V/C, Delay, LOS: For two-way stop, these values are taken from the movement with the worst (highest) delay value. for all other control types, they are taken for the whole intersection. Scenario 2: 2: Weekend Peak Traffic Management Plan C51 Elk River Extreme Motor Park Appendix C: Capacity Analysis Backups Generated with Version 4.00-02 Control Type: Two-way stop Analysis Method: HCM 2010 Analysis Period: 15 minutes Intersection Setup Intersection Level Of Service Report Intersection 1: TH 169 & 221st Avenue Delay (sec / veh): 119.3 Level Of Service: F Volume to Capacity (v/c): 0.000 OW3,ULT INfl Name TH 169 TH 169 TH 169 221 st Avenue 221 st Avenue Approach Base Volume Input [veh/h] Northbound 1294 Southbound 1 Eastbound Westbound Lane Configuration 0 #11F 0 1 i i i r 0 i r + Turning Movement Left Thru TRight Left Thru Right Left Thru Right Left Thru TRght Lane Width [ft] 12.00 12.00 12.00 12.00 12.00 12.00 12.00 12.00 12.00 12.00 12.00 12.00 No. of Lanes in Pocket 1 0 1 2.00 1 0 1 0 0 Pocket Length [ft] 510.00 1 1.00 525.00 1 525.00 25.00 1.00 Speed [mph] 1.00 65.00 1.00 65.00 In -Process Volume [veh/h] 45.00 30.00 Grade [%] 0 0.00 0 0.00 0 0.00 0.00 Crosswalk 0 No 0 No 0 No No volumes Name TH 169 TH 169 221 st Avenue 221 st Avenue Base Volume Input [veh/h] 30 1294 0 1 939 4 6 0 33 0 1 0 0 Base Volume Adjustment Factor 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 Heavy Vehicles Percentage [%] 2.00 2.00 2.00 2.00 2.00 2.00 2.00 2.00 2.00 2.00 2.00 2.00 Growth Rate 1.00 1 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 In -Process Volume [veh/h] 0 0 0 0 0 0 0 0 0 _77-6 0 Site -Generated Trips [veh/h] 0 0 0 0 0 0 0 0 0 _77-6 0 Diverted Trips [veh/h] 0 0 0 0 0 0 0 0 0 _77-6 0 Pass -by Trips [veh/h] 0 0 0 0 0 0 0 0 0 0 0 0 Existing Site Adjustment Volume [veh/h] 0 0 0 0 0 0 0 0 0 0 0 0 Other Volume [veh/h] 0 0 0 0 0 0 0 0 0 0 0 0 Total Hourly Volume [veh/h] 30 1294 0 1 939 4 6 0 33 0 0 0 Peak Hour Factor 0.9742 0.9742 0.9742 0.9742 0.9742 0.9742 0.9742 0.9742 0.9742 0.9742 0.9742 0.9742 Other Adjustment Factor 1.00007 0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 Total 15 -Minute Volume [veh/h] 8 1 332 0 0 241 1 2 0 8 0 0 0 Total Analysis Volume [veh/h] 31 1328 0 1 964 4 67 0 34 0 0 0 Pedestrian Volume [ped/h] Scenario 2: 2: Weekend Peak Traffic Management Plan C52 Elk River Extreme Motor Park Appendix C: Capacity Analysis Backups Generated with Version 4.00-02 Intersection Settings Priority Scheme Free Free Stop Stop Flared Lane No Storage Area [veh] Two -Stage Gap Acceptance No No Number of Storage Spaces in Median Movement, Approach, & Intersection Results OW3,ULT INfl V/C, Movement V/C Ratio 0.04 u.01 0.00 0.01 0.10 0.00 0.06 0.00 0.00 0.00 d_M, Delay for Movement [s/veh] 10.32 0.00 11.99 G 73.64 119.30 12.25 95.49 112.98 13.93 Movement LOS B A A B A A F F B F F B 95th -Percentile Queue Length [veh] 0.14 0.00 0.00 0.01 0.00 0.00 0.33 0.33 0.20 0.00 0.00 0.00 95th -Percentile Queue Length [ft] 3.43 0.00 0.00 0.15 0.00 0.00 8.19 8.19 5.12 0.00 0.00 0.00 d_A, Approach Delay [s/veh] 0.24 0.01 21.46 74.13 Approach LOS A A C F d_I, Intersection Delay [s/veh] 0.50 Intersection LOS F Scenario 2: 2: Weekend Peak Traffic Management Plan C53 Elk River Extreme Motor Park Appendix C: Capacity Analysis Backups Generated with Version 4.00-02 Control Type: Two-way stop Analysis Method: HCM 2010 Analysis Period: 15 minutes Intersection Setup Intersection Level Of Service Report Intersection 2: TH 169 & 219th Avenue Delay (sec / veh): 98.9 Level Of Service: F Volume to Capacity (v/c): 0.000 OW3,ULT INfl Name TH 169 TH 169 219th Avenue 219th Avenue Approach Base Volume Input [veh/h] Northbound 1325 0 Southbound Eastbound Westbound Lane Configuration 0 X11 l r 0 1 0 1 1 F 1 1 Turning Movement Left Thru Right Left Thru Right Left Thru Right Left Thru Right Lane Width [ft] 12.00 12.00 12.00 12.00 12.00 12.00 12.00 12.00 12.00 12.00 T12.00 12.00 No. of Lanes in Pocket 1 2.00 1 1 0 0 0 0 0 Pocket Length [ft] 500.00 1 1.00 340.00 575.00 1.00 1.00 1.00 Speed [mph] 1.00 65.00 1.00 1.00 65.00 30.00 30.00 Grade [%] 0 0.00 0 0 0.00 0.00 0.00 Crosswalk 0 No 0 0 No No No volumes Name TH 169 TH 169 219th Avenue 219th Avenue Base Volume Input [veh/h] 0 1325 0 0 972 0 0 0 0 0 1 0 0 Base Volume Adjustment Factor 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 Heavy Vehicles Percentage [%] 2.00 2.00 2.00 2.00 2.00 2.00 2.00 2.00 2.00 2.00 2.00 2.00 Growth Rate 1.00 1 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 In -Process Volume [veh/h] 0 0 0 0 0 0 0 0 0 _77-6 0 Site -Generated Trips [veh/h] 0 0 0 0 0 0 0 0 0 _77-6 0 Diverted Trips [veh/h] 0 0 0 0 0 0 0 0 0 _77-6 0 Pass -by Trips [veh/h] 0 0 0 0 0 0 0 0 0 0 0 0 Existing Site Adjustment Volume [veh/h] 0 0 0 0 0 0 0 0 0 0 0 0 Other Volume [veh/h] 0 0 0 0 0 0 0 0 0 0 0 0 Total Hourly Volume [veh/h] 0 1325 0 0 972 0 0 0 0 0 0 0 Peak Hour Factor 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1 1.0000 1.0000 1.0000 1.0000 1.0000 Other Adjustment Factor 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 Total 15 -Minute Volume [veh/h] 0 1 331 0 0 243 0 0 0 0 0 0 0 Total Analysis Volume [veh/h] 0 1325 0 0 972 0 0 0 0 0 0 0 Pedestrian Volume [ped/h] Scenario 2: 2: Weekend Peak Traffic Management Plan C54 Elk River Extreme Motor Park Appendix C: Capacity Analysis Backups Generated with Version 4.00-02 Intersection Settings Priority Scheme Free Free Stop Stop Flared Lane No No Storage Area [veh] Two -Stage Gap Acceptance No No Number of Storage Spaces in Median Movement, Approach, & Intersection Results OW3,ULT INfl V/C, Movement V/C Ratio 0.00 0.01 0.00 0.01 0.00 0.00 0.00 0.00 0.00 0.00 d_M, Delay for Movement [s/veh] 10.11 0.00 11.96 C 58.89 98.89 11.83 78.22 98.89 13.91 Movement LOS B A A B A A F F B F F B 95th -Percentile Queue Length [veh] 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 95th -Percentile Queue Length [ft] 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 d_A, Approach Delay [s/veh] 0.00 0.00 56.54 63.68 Approach LOS A A F F d_I, Intersection Delay [s/veh] 0.00 Intersection LOS F Scenario 2: 2: Weekend Peak Traffic Management Plan C55 Elk River Extreme Motor Park Appendix C: Capacity Analysis Backups Generated with Version 4.00-02 Control Type: Two-way stop Analysis Method: HCM 2010 Analysis Period: 15 minutes Intersection Setup Intersection Level Of Service Report Intersection 4: TH 169 & 217th Avenue Delay (sec / veh): 108.5 Level Of Service: F Volume to Capacity (v/c): 0.000 OW3,ULT INfl Name TH 169 TH 169 217th Avenue 217th Avenue Approach Northbound 7 Southbound Eastbound Westbound Lane Configuration i i 1 0 1 5 11 + + Turning Movement Left Thru Right Left Thru Right Left Thru FRight Left Thru Right Lane Width [ft] 12.00 12.00 12.00 12.00 12.00 12.00 12.00 12.00 12.00 No. of Lanes in Pocket 0 1 2.00 0 0 0 0 Pocket Length [ft] "'"" 00 600.00 "' 1(: 1.00 1.00 Speed [mph] 65.00 1.00 65.00 30.00 30.00 Grade [%] 0.00 0 0.00 0.00 0.00 Crosswalk No 0 No No No volumes Name TH 169 TH 169 217th Avenue 217th Avenue Base Volume Input [veh/h] 1320 7 984 0 0 0 0 1 0 1 5 Base Volume Adjustment Factor 0000 1.0000 1.0000 1.0000 1 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 Heavy Vehicles Percentage [%] 2.00 2.00 2.00 2.00 2.00 2.00 2.00 2.00 2.00 2.00 Growth Rate 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 In -Process Volume [veh/h] 0 0 0 0 0 0 0 0 0 Site -Generated Trips [veh/h] 0 0 0 0 0 0 0 0 0 Diverted Trips [veh/h] 0 0 0 0 0 0 0 0 0 Pass -by Trips [veh/h] 0 0 0 0 0 0 0 0 0 Existing Site Adjustment Volume [veh/h] 0 0 0 0 0 0 0 0 0 Other Volume [veh/h] 0 0 0 0 1 0 0 0 0 0 Total Hourly Volume [veh/h] 1320 7 984 0 T0 0 0 0 5 Peak Hour Factor 0.9780 0.9780 0.9780 0.9780 0.9780 0.9780 0.9780 0.9780 0.9780 Other Adjustment Factor 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 Total 15 -Minute Volume [veh/h] 337 2 252 0 0 0 0 0 1 Total Analysis Volume [veh/h] 1350 7 1006 0 0 0 0 0 5 Pedestrian Volume [ped/h] Scenario 2: 2: Weekend Peak Traffic Management Plan C56 Elk River Extreme Motor Park Appendix C: Capacity Analysis Backups Generated with Version 4.00-02 Intersection Settings Priority Scheme Free Free Stop Stop Flared Lane No No Storage Area [veh] Two -Stage Gap Acceptance No No Number of Storage Spaces in Median 0 Movement, Approach, & Intersection Results OW3,ULT INfl V/C, Movement V/C Ratio J.00 0.01 0.00 0.00 1 0.01 0.00 0.00 0.00 0.00 1 0.00 1 0.01 d_M, Delay for Movement [s/veh] 0.00 0.00 0.00 0 0.00 64.16 108.51 12.01 83.91 107.56 1 14.20 Movement LOS A A A F F B F F I B 95th -Percentile Queue Length [veh] 0.00 0.00 0.00 0.00 0.00 0.00 0.04 0.04 0.04 95th -Percentile Queue Length [ft] 0.00 0.00 0.00 0.00 0.00 0.00 0.96 1 0.96 0.96 d_A, Approach Delay [s/veh] 0.00 0.00 61.56 14.20 Approach LOS A A F B d_I, Intersection Delay [s/veh] 0.03 Intersection LOS F Scenario 2: 2: Weekend Peak Traffic Management Plan C57 Elk River Extreme Motor Park Generated with Version 4.00-02 Control Type: Analysis Method Analysis Period: Intersection Setup Appendix C: Capacity Analysis Backups Intersection Level Of Service Report Intersection 6: TH 169 & ERX Site Access Two-way stop Delay (sec / veh): 114.4 HCM 2010 Level Of Service: F 15 minutes Volume to Capacity (v/c): 0.000 OW3,ULT INfl Name TH 169 TH 169 ERX Site Access Private Driveway Approach Base Volume Input [veh/h] Northbound 1357 1 Southbound Eastbound Westbound Lane Configuration 0 4111 r 0 1 0 1 1 F 1 1 1 Turning Movement Left Thru Right Left Thru Right Left Thru Right Left Thru Right Lane Width [ft] 12.00 12.00 12.00 12.00 12.00 12.00 12.00 12.00 12.00 12.00 T12.00 12.00 No. of Lanes in Pocket 1 2.00 1 1 0 0 0 0 1 Pocket Length [ft] 450.00 1 1.00 575.00 540.00 1.00 1.00 50.00 Speed [mph] 1.00 65.00 1.00 1.00 65.00 30.00 30.00 Grade [%] 0 0.00 0 0 0.00 0.00 0.00 Crosswalk 0 No 0 0 No No No volumes Name TH 169 TH 169 ERX Site Access Private Driveway Base Volume Input [veh/h] 1 1357 1 3 994 0 0 0 0 0 1 0 1 Base Volume Adjustment Factor 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 Heavy Vehicles Percentage [%] 2.00 2.00 2.00 2.00 2.00 2.00 2.00 2.00 2.00 2.00 2.00 2.00 Growth Rate 1.00 1 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 In -Process Volume [veh/h] 0 0 0 0 0 0 0 0 0 _77-6 0 Site -Generated Trips [veh/h] 0 0 0 0 0 0 0 0 0 _77-6 0 Diverted Trips [veh/h] 0 0 0 0 0 0 0 0 0 _77-6 0 Pass -by Trips [veh/h] 0 0 0 0 0 0 0 0 0 0 0 0 Existing Site Adjustment Volume [veh/h] 0 0 0 0 0 0 0 0 0 0 0 0 Other Volume [veh/h] 0 0 0 0 0 0 0 0 0 0 0 0 Total Hourly Volume [veh/h] 1 1357 1 3 994 0 0 0 0 0 0 1 Peak Hour Factor 0.9854 0.9854 0.9854 0.9854 0.9854 0.9854 0.9854 1 0.9854 0.9854 0.9854 0.9854 0.9854 Other Adjustment Factor 1.00007 0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 Total 15 -Minute Volume [veh/h] 0 1 344 0 1 252 0 0 0 0 0 0 0 Total Analysis Volume [veh/h] 1 1377 1 3 1009 0 07 0 0 0 0 1 Pedestrian Volume [ped/h] Scenario 2: 2: Weekend Peak Traffic Management Plan C58 Elk River Extreme Motor Park Appendix C: Capacity Analysis Backups Generated with Version 4.00-02 Intersection Settings Priority Scheme Free Free Stop Stop Flared Lane No Storage Area [veh] Two -Stage Gap Acceptance No No Number of Storage Spaces in Median Movement, Approach, & Intersection Results OW3,ULT INfl V/C, Movement V/C Ratio 0.00 u.01 0.01 0.01 0.00 0.00 0.00 0.00 1 0.00 0.00 d_M, Delay for Movement [s/veh] 10.28 0.00 12.34 G 66.46 114.35 12.02 89.46 T114.19 14.29 Movement LOS B A A B A A F F B F F B 95th -Percentile Queue Length [veh] 0.00 0.00 0.00 0.02 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.01 95th -Percentile Queue Length [ft] 0.11 0.00 0.00 0.46 0.00 1 0.00 0.00 0.00 0.00 0.00 1 0.00 0.19 d_A, Approach Delay [s/veh] 0.01 0.04 64.28 14.29 Approach LOS A A F B d_I, Intersection Delay [s/veh] 0.03 Intersection LOS F Scenario 2: 2: Weekend Peak Traffic Management Plan C59 Elk River Extreme Motor Park Appendix C: Capacity Analysis Backups Generated with Version 4.00-02 Control Type: Two-way stop Analysis Method: HCM 2010 Analysis Period: 15 minutes Intersection Setup Intersection Level Of Service Report Intersection 6: 169 SB Ramps & CO 33 Delay (sec / veh): 11.0 Level Of Service: B Volume to Capacity (v/c): 0.055 OW3,ULT INfl Name 169 SB Ramps 169 SB Ramps CO 33 CO 33 Approach Northbound Southbound Eastbound 19 65 Westbound Lane Configuration 120 *1 1 1 1 00001.0000 1.0000 1 . 1 1 Turning Movement Left Thru Right Left Thru Right Left Thru Right Left Thru Right Lane Width [ft] 2.00 12.00 12.00 T-17- 12.00 12.00 12.00 12.00 12.00 12.00 No. of Lanes in Pocket 0 0 0 1 1.00 1 1 0 Pocket Length [ft] "'"" 00 100.00 101 "" 325.00 400.00 440.00 0 Speed [mph] ^ 55.00 155.00 Site -Generated Trips [veh/h] 55.00 Grade [%] 0 0.00 0.00 0 0.00 Crosswalk No No No 0 0 No volumes Name 169 SB Ramps 169 SB Ramps CO 33 CO 33 Base Volume Input [veh/h] 34 19 65 51 41 120 0 Base Volume Adjustment Factor 00001.0000 1.0000 1 . 1.0000 1.0000 1.0000 1.0000 1.0000 0000 Heavy Vehicles Percentage [%] 2.00 2.00 2.00 2.00 2.00 2.00 2.00 2.00 2.00 Growth Rate 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 In -Process Volume [veh/h] 0 0 0 0 0 0 Site -Generated Trips [veh/h] 0 0 0 0 0 0 Diverted Trips [veh/h] 0 0 0 0 0 0 Pass -by Trips [veh/h] 0 0 0 0 0 0 Existing Site Adjustment Volume [veh/h] 0 0 0 0 0 0 Other Volume [veh/h] 0 0 0 0 0 0 Total Hourly Volume [veh/h] 34 19 65 51 41 120 Peak Hour Factor 0.9706 0.9706 0.9706 0.9706 0.9706 0.9706 Other Adjustment Factor 1.0000 1.0000 1 1.0000 1.0000 1.0000 1.0000 Total 15 -Minute Volume [veh/h] 9 5 17 13 11 31 Total Analysis Volume [veh/h] 35 20 67 53 42 124 Pedestrian Volume [ped/h] Scenario 2: 2: Weekend Peak Traffic Management Plan C60 Elk River Extreme Motor Park Appendix C: Capacity Analysis Backups Generated with Version 4.00-02 Intersection Settings Priority Scheme Stop Free Free Flared Lane Storage Area [veh] Two -Stage Gap Acceptance No Number of Storage Spaces in Median u Movement, Approach, & Intersection Results OW3,ULT INfl V/C, Movement V/C Ratio J.00 0.00 0.05 { 0.02 00 0.03 1 ,.00 0.00 d_M, Delay for Movement [s/veh] 0.00 0.00 10.98 C 8.97 ;x.00 7.52 7.00 0.00 Movement LOS B A A A A A 95th -Percentile Queue Length [veh] 0.00 0.17 0.07 0.00 0.00 0.09 0.00 0.00 95th -Percentile Queue Length [ft] 0.00 4.35 ( 1.65 0.00 0.00 2.21 1 0.00 d_A, Approach Delay [s/veh] 0.00 10.25 0.00 1.90 Approach LOS A B A A d_I, Intersection Delay [s/veh] 2.58 Intersection LOS B Scenario 2: 2: Weekend Peak Traffic Management Plan C61 Elk River Extreme Motor Park Appendix C: Capacity Analysis Backups Generated with Version 4.00-02 Control Type: Two-way stop Analysis Method: HCM 2010 Analysis Period: 15 minutes Intersection Setup Intersection Level Of Service Report Intersection 7: 169 NB Ramps & CO 33 Delay (sec / veh): 10.6 Level Of Service: B Volume to Capacity (v/c): 0.116 OW3,ULT INfl Name 169 NB Ramp 169 NB Ramp CO 33 CO 33 Approach Northbound Southbound Eastbound Westbound 1 76 Lane Configuration 1 r 1.0000 .0000 1.0000 1 1 1 r'` 1.0000 Turning Movement Left Thru Right Left Thru Right Left Thru Right Left Thru Right Lane Width [ft] 12.00 12.00 12.00 12.00 12.00 12.00 12.00 12.00 12.00 No. of Lanes in Pocket 0 0 1 0 1 In -Process Volume [veh/h] 0 1 Pocket Length [ft] - -- 360.00 30 100.00 1! 370.00 0 0 340.00 Speed [mph] 55.00 30.00 0 55.00 55.00 Diverted Trips [veh/h] Grade [%] 0.00 n no 0 0.00 0.00 0 Crosswalk No No No No 0 volumes Name 169 NB Ramp 169 NB Ramp CO 33 CO 33 Base Volume Input [veh/h] 83 1 54 28 1 69 1 76 1 33 Base Volume Adjustment Factor 1.0000 .0000 1.0000 1.0000 1.0000 1 1.0000 1.0000 1.0000 1.0000 Heavy Vehicles Percentage [%] 2.00 2.00 2.00 10 2.00 2.00 2.00 2.00 2.00 Growth Rate 1.00 1.00 1.00 ..00 1.00 1.00 1.00 1.00 1.00 In -Process Volume [veh/h] 0 0 0 0 0 0 Site -Generated Trips [veh/h] 6 0 0 0 0 0 Diverted Trips [veh/h] 0 0 0 0 0 0 Pass -by Trips [veh/h] 0 0 0 0 0 0 Existing Site Adjustment Volume [veh/h] 0 0 0 0 0 0 Other Volume [veh/h] 0 0 0 1 0 0 0 Total Hourly Volume [veh/h] 83 54 28 T69 76 33 Peak Hour Factor 0.9856 0.9856 0.9856 0.9856 .uuuu 1 .uuuu 0.9856 0.9856 Other Adjustment Factor 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 Total 15 -Minute Volume [veh/h] 21 14 7 18 0 19 8 Total Analysis Volume [veh/h] 84 1 55 28 1 70 1 77 1 33 Pedestrian Volume [ped/h] Scenario 2: 2: Weekend Peak Traffic Management Plan C62 Elk River Extreme Motor Park Appendix C: Capacity Analysis Backups Generated with Version 4.00-02 Intersection Settings Priority Scheme Stop Free Free Flared Lane Storage Area [veh] Two -Stage Gap Acceptance No Number of Storage Spaces in Median u Iu u Movement, Approach, & Intersection Results OW3,ULT INfl V/C, Movement V/C Ratio 0.12 0.00 0.06 u.00 0.00 0.02 u.00 0.00 d_M, Delay for Movement [s/veh] 10.61 0.00 8.84 0 0.00 7.48 7.00 0.00 Movement LOS B A A A A A 95th -Percentile Queue Length [veh] 0.39 0.00 0.18 0.00 0.00 0.06 0.00 0.00 0.00 95th -Percentile Queue Length [ft] 9.77 0.00 4.39 0.00 0.00 1.45 0.00 0.00 0.00 d_A, Approach Delay [s/veh] 9.91 0, 2.14 0.00 Approach LOS A A A d_I, Intersection Delay [s/veh] 4.57 Intersection LOS B Scenario 2: 2: Weekend Peak Traffic Management Plan C63 Elk River Extreme Motor Park Appendix C: Capacity Analysis Backups Generated with Version 4.00-02 Lane Configuration and Traffic Control Scenario 2: 2: Weekend Peak Traffic Management Plan C64 Elk River Extreme Motor Park Appendix C: Capacity Analysis Backups Generated with Version 4.00-02 Traffic Volume - Base Volume pati 65 51 Scenario 2: 2: Weekend Peak Traffic Management Plan (2 0 n 0 0 ONO C�) C65 to cc 0 o a Elk River Extreme Motor Park Written Comments 11-18-16 Leslie Parris — DNR — request for EAW 11-21-16 Elizabeth Tegdesch — MPCA — request for EAW 12-8-16 Justin Femrite — Elk River Engineer — sign Traffic Management Plan, show routing for bus traffic, Update Figures 5 and 6 for viewing. 12-13-16 Karen Kromar — MPCA — Future gravel mining operation and increased campground operations would require an amended or separate EAW. If a Clean Water Act Permit is needed, a MPCA Water Quality Certification will also be required. Permanent stormwater treatment needs to be addressed more clearly through the NPDES and SWPPP permits. This project is not exempt from state noise standards and needs to meet Minn. R. 7030. 12-14-16 Jon Mason — MnDOT — Concerns regarding need and location of overflow parking on the west side of Hwy 169. Acknowledgement of 221" interchange. No net increase of stormwater to Hwy 169 right of way. Permit required for any work in Hwy 169 right of way. 12-14-16 Brandon Wisner — Elk River Stormwater Coordinator — Follow city ordinances for stormwater and urban runoff control and post construction stormwater management. 12-14-16 — Rebecca Horton — DNR — Use of wildlife friendly erosion control. Minimize potential effects on Blanding's Turtles. 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N O L O Q •> a, O Os~ >m E 4 D, Q m 'O C Q U Q vN n m 'O+ n n m D, cN U m U m U m U m O 0 0 0 0 0 0 0 cz G cz c cz c cz c N a -I M rl C ci V1 rl City of Elk *�� River Resolution 17- A Resolution of the City of Elk River Regarding the Environmental Assessment Worksheet for ERX Motor Park WHEREAS, ERX Motor Park is proposing phased development to convert a temporary off-road truck race track to permanent and allowing overnight camping and gravel access roads; and WHEREAS, pursuant to Minnesota Rules, Part 4410.4300, Subpart 34, a mandatory Environmental Assessment Worksheet (EAW) was prepared; and WHEREAS, the City of Elk River, as the responsible governmental unit (RGU) under Environmental Quality Board (EQB) Rules, prepared an EAW as required by EQB Rules; and WHEREAS, notice of availability of the EAW was published in the EQB Monitor on November 14, 2016; a press release was provided in the Elk River Star News on November 7, 2016; copies were provided for review at Elk River City Hall on November 14, 2016; and copies of the EAW were supplied to all persons and agencies on the EQB official EAW distribution list on November 14, 2016; and WHEREAS, Written comments were received from the Minnesota Department of Transportation (MnDOT), the Minnesota Pollution Control Agency (MPCA) and the Minnesota Department of Natural Resources (DNR). There were no recorded verbal comments; and WHEREAS, all substantive comments have been responded to appropriately by the city as RGU; and WHEREAS, the environmental review process mandated by the Minnesota Environmental Policy Act and implemented through the EQB Rules has been followed and this resolution shall be the city's record of its compliance with the EQB Rules and decision in this matter; and WHEREAS, the city, as RGU, shall order the preparation of an EIS if the project has the potential for significant environmental effects; and WHEREAS, in deciding whether a project has the potential for significant environmental effects, the city is to apply the criteria set forth in Section 4410.1700 subparts 6 & 7 of the EQB Rules. POWERED DY 1`4M UREJ NOW, THEREFORE, BE IT RESOLVED by the City Council of the City of Elk River, Minnesota, as follows: Based on the information contained in the EAW, the comments received and the EAW, and the responses thereto, the City Council of the City of Elk River finds the project does not require the preparation of an Environmental Impact Statement for the following reasons: A. The environmental effects of the Project will not adversely affect the area. B. The project will be subject to ongoing regulator authority of the City of Elk River and other state agencies. C. Future development in the area of the Project will be subject to the requirements of the EQB rules and will be subject to the ongoing regulatory authority of the City and other governmental agencies. Passed and adopted this 3rd day of January, 2017. John J. Dietz, Mayor ATTEST: Tina Allard, City Clerk P O W E R E D 0 Y AUR