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Presented
Referred To
Council File #
Green Sheet #
RESOLUTION
SAINT PAUL, MINNESOTA
Committee: Date
53
AnENDE v
RESOLUTION RECOMMENDING ALTERNATIVES AND ISSUES
FOR FURTHER STUDY IN THE
AYD MILL ROAD ENVIRONMENTAL IMPACT STATEMENT
WHEREAS, the Ayd Mill Road Study: Phase I Report, completed in 1988, co�cluded that the issues that
will be faced by the Ayd Mill Road study area over the next 20 years if no major road changes are made
would be significant enough to warrant further study of altematives in an Environmental Impact Statement
(EIS); and
WHEREAS, based on the Phase I Study, the Saint Paul City Council, in Resolution #89-378, requested
that an EIS be prepared to study aiternative road configurations in the Ayd Mill Road study area; and
WHEREAS, the Saint Paul Planning Commission, in March 1993, initiated the Ayd Mill Road EIS and
convened an Ayd Mill Road Task Force to advise staff and consultants during preparation of the EIS; and
WHEREAS, the Ayd Mill Road Task Force completed the Scoping Phase of the EIS in January 1995 and
recommended the "Ayd Mill Road Scoping Document and Draft Scoping Decision Document" to the
Planning Commission and City Council in February 1995; and
WHEREAS, the "Ayd Mill Road Scoping Document and Draft Scoping Decision DocumenY' explains the
Scoping Phase, evaluates the alternatives studied during the Scoping Phase, and presents the Task
Force's recommendations on what altematives and issues should be studied further in the Draft EIS; and
WHEREAS, a 30-day comment period, from February 13 - March 15, 1995, was held to receive pubiic
comment on the Draft Scoping Document, with notice published in the EQB Monitor on February 13,
1995 and the Saint Paul Pioneer Press on February 19, 1995; and
WHEREAS, a joint Planning Commission/City Council pubiic meeting was held on March 2, 1995, as
required by the Minnesota Environmental Quality Board Rules (Chapter 4410.2100, Subpart 3); and
WHEREAS, the Planning Commission has reviewed and considered all public comment (oral and written)
on the "Ayd Mill Road Scoping Document and Draft Scoping Decision Document," and has forwarded its
recommendations to the City Council on what alternatives and issues should be studied further in the
Draft EIS;
NOW, THEREFORE, BE IT RESOLVED, that the Saint Paui City Council requests the Administration to
study the following alternatives in the Ayd Mill Road Draft EIS:
R5-���
3� �5
42
43
44
45
46
47
48
49
50
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55
56
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No Build/Un-Build
Altemative 1: No Build
Altemative 4: Linear Park (removes Ayd Mill Road)
�stem Imorovements/Non-Road Build
Altemative 3:
Altemative 10:
Build
Alternative 6B-2:
Altemative 76-1:
60 Altemative 8C:
61
62 Altemative 9C:
63
64
�(5'���'
Transportation System Management/Travel Demand Management (as a separate
altemative and as appiied where possible to other altematives)
High Occupancy Vehicle Lanes with Aitematives 6B-2, 76-1, 8C and 9C
Two-Lane City Street with Split-Diamond Interchange at I-94 (Hybrid Alignment) on
the North and a Direct Connection to I-35E on the South
Four-Lane Expressway with Split Diamond Interchange at I-94 (Hybrid Alignment) on
the North and a Direct Connection to I-35E on the South
Four-Lane Expressway with Freeway-to-Freeway Interchange at I-94 (Railroad Spur
Alignment) on the North and a Direct Connection to I-35E on the South
Limited Access Freeway with Freeway-to-Freeway Interchange at I-94 (Raiiroad Spur
Alignment) on the North and a Direct Connection to I-35E on the South; and
65 BE IT FURTHER RESOLVED, that the Saint Paul City Council requests the Administration to study the
66 foliowing issues in the Ayd Mill Road Draft EIS:
67
68 1.
69 2.
70 3.
71 4.
72 5.
73 6.
74 7.
75 8.
76 9.
77 10.
78 11.
.
:1
.,
:.
..
:�
.
.
12.
13.
14.
15.
16.
17.
18.
19.
20.
21.
cultural resources/Section 106/Section 4(�, if applicable
contaminated sites
4(fl/6(fl lands (parks and recreation), if applicable
traffic impacts
right-of-way acquisition and relocation
social and economic impacts
air quality
noise impacts
visual impacts and other design issues
soils and geologic conditions
stormwater runoff
impacts on infrastructure/utilities
construction impacts
transit impacts
bicycle and pedestrian impacts
compatibility with locai and regional plans
neighborhood cohesiveness
energy impacts
access changes to local neighborhoods and adjacent land uses
vegetation, wildlife and endangered species
safety, including speed; and
BE IT FURTHER RESOLVED, that these issues shall be studied to the level indicated in the Ayd Mill
Road Scoping Document and Draft Scoping Decision Document (page 108), with the following notes:
93 1
94
95
96
A separate memo (or memos) will be prepared on neighborhood/social impacts, which will address
at least the following: social and economic impacts; neighborhood cohesiveness; the impact on the
Snelling Park neighborhood; neighborhood livability; access to community services; the
competitiveness and attractiveness of the residential neighborhoods, commercial areas and
97
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99
100
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107
�5-�(�y
industrial districts in the study corridor; aad safety-; and ooportunities to address neiahborhood
imoacts throuph imqlementation of ooen saace and oark amenities, inciudinq deckina to
accommodate park space and pedestrian and bicvcle transportation over Avd Mill Road and the
raiiroad riaht-of-wav.
A separate memo will be prepared on traffic impacts, addressing in particular the impacts on
streets and neighbofioods north of University Avenue, and the use of Ayd Mill Road by trucks.
2.
The impact of an altemative on property values wiil be addressed only as it relates to the proposed
project itself and only to the extent possibie given current methodologies.
3.
108 4. Congestion/road pricing will be studied as part of the study of TSM/TDM strategies and their
109 applicability in the Ayd Mill Road corridor.
110
111 5. MnDOT's Visual Impact Assessment process will be used as a guideline in conducting the visual
112 impact analysis; and
113
114 BE IT FINALLY RESOLVED, that the City Council requests that staff report back to the Planning
115 Commission and City Council periodically during the Draft EIS phase, especially if further study indicates
116 that an alternative(s) should be eliminated from further study or substantially modified at any point prior to
117 selection of a preferred alternative.
Requested by Department of:
By:
Appz
By:
Planni & Econoi' De ment
gy: �G
Form Approved by City Attorney
!�,�,�.�—
Approved by `/ or Submission to
Co cil
BY: /U7 l� 7� ' ��..co-e�!S
3
Adopted by Council: Date \
Adoption Certified by Council Secretary
��-���{
DEPARTMENT/OFFlCE/COUNpI DATE INIT�ATED O
Planning and Economic Development 5-10-95 GREEN SHEE N_ 3 054
INITIAL/DATE INITIAV�ATE
CONTACT PEflSON & PHONE � DEPARTMENT DIRE 1 rl CITV CAUNCIL
Lucy Thompson 266-6578 ��BERFOR �LT'ATfOflN �, OCiT'CLERK
MUST BE ON COUNCIL AGENDA BV (DAT� p01fi1XG � BUDGEf DIRECTOR � FlN. 8 MGT. SEflVICES Olq.
May 24, 1995 ��� � MAYOfi (OA ASSiSiAN� �
TOTAL # OF SIGNATURE PAGES (CLIP ALL LOCATIONS FOR SIGNATURE)
ACfION REQUESTED:
Adopt attached amended resolution re: Ayd i1i11 Road Final Scoping Decision.
RECOMMEN�pT�ONS: Appcwe (A) a Rejeet(a) pER50NAL SERVICE CONTRACTS MUST ANSWER THE FOLLOWING UUESTIONS:
_ PLANNING COMMISSION _ CIVIL SEPVICE CAMMISSION �� Has Nis persoNfirm ever worked under a coMract for this tlepartmeM?
_ p6 COMMITTEE YES NO
_ STqFF �� Has this persoNfirtn ever been a ciry employee?
— YES NO
_ DISiRICT CAUFiT _ 3. Does this personRirm possess a skill not nortnally possessed by any current city employee?
SUPPOHTS WHICH COUNC�L OBJECTIVE? YES NO
Explain all yes answers o� separate sheet antl attach to green sheet
INITIATINCa PROBLEM, ISSUE, OPP9RTUNITY (Who, What. When, Where, Why).
The origindl resolution, the subject of a public hearing before the City Operations Committe
on May 10, 1995, was amended based on pu67ic comment. The new wording (lines 97-100) is
underlined. Thi,s amended resolution is being recommended by the Committee for Council
adoption on May 24, 1995.
ADVANTAGESIFAPPROVED:
The Ayd Mill Road Environmental Tmpact Statement will proceed.
DISADVANTAGES IFAPPROVED'
Non2.
R � � ��� ,�
J�l�� � 2 i995
���� �T�������
DISAOYANTAGES IF NOT APPAOYEO: -
The Ayd Mill Road Environmental Tmpact Statement will not proceed.
N/A
SOSAL AMOUNT OF TRANSACTION $ COST/AEYENUE BUDGETED (CIRCLE ONE) YES NO
PUNDIfdG SOUPCE �tr ACTIVITV NUMBER
FINANCIAL INFORMATION� (EXPLAIN)
�s�
�.:r
�� �n;
� �
s
MICHAEL J. HARRIS
Councilmember
Date: May 10, 1995
CITY OF SAINT PAUL
OFFICE OF THE CITY COUNCIL
COMMITTEE REPORT
CTTY OPERATIONS COMl��IITTEE
Members:
Mike HatTis, Chaii�
Jerry Blakey
Dino Guerin
Janice Rettman
Dave une
Resolution 45-444 - Recommending alternatives and issues for further study in the Ayd Mill
Road Environmental Impact Statement (Referred from Council 5-3-95).
COMIVIITTEE
2.
APPROVAL OF THE RESOLUTION AS
AMENDED, 3-0. WILL BE ON CITY COUNCIL AGENDA ON WEDNESDAY,
MAY 24, 'I'IMC CERTAIN 4:30.
Controlling the number of taxicab licenses and related regulation issues (Last in Committee
8/10/94; study completed by Hamline University Public Administration Graduate students.)
THIS ISSUE WAS LAID OVER TO THE JiTNE 14,1995, MEETING OF THE CITY
OPERATIONS COMNIITTEE
Reducing the concentration of on-sale and off-sale liquor licenses (corresponds with C.F. 95-
28 - limiting the number of on-sale intoaucating liquor licenses, to reduce the concentration
of liquor licenses, and to limit new licenses outside the downtown business district to hotels
and restaurants. Laid Over in Committee 2-8-95; study completed by Hamline University
Public Administration Graduate students.)
A REPORT WAS DISTRIBUTED AND LAID OVEB TO THE JUNE 14, 1995,
MEETING OF THE CITI' OPERATIONS COMNIITTEE
4. Ordinance 94-1610 - an Ordinance to pernrit the City Council to waive the 45-day notice
requirement for hearings on the issuance of liquor licenses in cases of hardship (Laid Over in
Committee 4J12195; Business Review Council recommended approva14128195).
CITY HALL
COMNIITT'EE RECOMIV�NDED T2EFERRAL TO COUNCIL WITHOUT
RECONIIV�NDATION, 3-0, AND THAT T13E CITY ATTORNEY'S OFFICE
PREPARE AMENDMENTS REGARDING THE DEFINTTION OF HARDSHIP FOR
CONSIDERATION BY THE FULL CITY COUNCIL ON 5/10/95
THIRD PLOOR
SAINT PAUL, MdNNESOTA 55102
612/266-8630
Sa�a46
Printed on Recycled Paper
DEPAR7MENT OF PLANNING
& ECONOMIC DEVELOPMENT
CITY OF SAIIVT PAUL
Norm Coleman, Mayos
Divisiors of Planning
15 Wes[ Fourlh Sbeet
Sain[ Pau(, MN 55702
���Z �
Telephone: 6I2-266-6565
Farsimi7e: 6i2-2Z8-3314
MEMORANDUM:
DATE:
TO:
FROM:
RE:
May 17, 1995
Counciimember Mike Harris
Lucy Thompson, PED l�
Mike Klassen, Public Works It�L
Response to Questions/Issues Raised at May 10, 1995 City Operations
Committee Meeting on Ayd Miil Road Final Scoping Decision
After receiving public comments on the draft resolution regarding issues and alternatives to
be studied further in the Ayd Mill Road Draft Environmental Impact Statement, the City
Operations Committee asked for clarification on 3 points. Our responses will be forwarded to
those who spoke at the hearing, Ayd Mill Road Task Force members and interested persoRS,
and the remainder of the City Council.
is an alternative downtown connection from northbound t-35E to westbound I-94
that adds a left exit lane off of northbound 1-35E, loops over 1-35E and joins the
5th/6th Street entrance ramps to westbound I-94 feasible? What are the costs
and impacts?
Staff believes this alternative is buildable but not feasible. A map is attached to give
you an idea of how this connection wou{d be made. MnDOT has indicated to us that
it is unlikely the Federal Highway Administration would approve the variance
necessary for the unusually low ramp speed (about 10 mph) caused by the tight (75-
foot radius) turn required to exit I-35E and touch down on Main Street without
removing the 10th Street bridge. This connection would have the following impacts,
based on MnDOT's analysis:
Thompson Avenue, the exit ramp from I-35E to Keliogg, the northbound I-35E
mainline and the retaining wall wouid have to be realigned to accommodate
the new left exit deceleration lane.
The ramps to I-94 and St. Peter Street, as well as the retaining wall, would
have to be realigned because of the realigned i-35E. it appears that this
would impact parking for the Labor Center.
q� ��
Counciimember Mike Harris
May 17, 1995
Page 2
Four b�dges (Kellogg, 5thl6th, 1�th and eastbou�d I-94 over t-35E) would
have to be rebuiit and/or extended to allow for the left deceleration lane and
the relocated northbound I-35E and ramps to I-94 and St. Peter Street.
The St. Joseph Hospital parking ramp wou4d have to be removed to
accommodate the new exit ramp.
Main Street would become part of the off ramp and therefore become a one-
way street, reducing access to remaining businesses.
MnDOT estimates the cost of this new exit lane (i.e. the northbound to westbound
movement oniy) to be $15-$20 miflion, incfuding right-of-way acquisition. The
downtown connection alternative recommended by the Ayd Mill Task Force
(northbound to westbound and eastbound to southbound) for further study was
estimated at $20-$30 million, including right-of-way acquisition. The impacts of the
downtown connection recommended by the task force are noted in Appendix B of the
Ayd Mill Road Scoping Document and Draft Scoping Decision Document.
Regardless of the feasibility and impacts of this new downtown connection, staff
continues to believe that a downtown connection between I-35E and I-94 is not a
reasonable solution to the environmental, congestion and other traffic issues in the
Ayd Mill Road study area. Our rationale is laid out on Pages 3-4 of our March 30,
1995 memo to the Comprehensive Pianning and Economic Development Committee,
inciuded in your Council packets for the May 3, 1995 City Council meeting.
2. Why is Alternative #8C, a four-lane expressway with a freeway-to-freeway
interchange at I-94 (railroad spur alignment) on the north and a direct
connection to 1-35E on the south being recommended for further study? Isn't it
essentially the same as Alternative #9C, a limited access freeway with the same
north and south connections?
While the connections to 1-94 on the north and I-35E on the south are the same for
these two aiternatives, the road designs and configurations are different.
• With the expressway design, alt geometrics are designed fior a tower design
speed than that for a limited access freeway.
• The expressway has sharper vertical and horizontal curves. This allows for
more flexibility in the road afignment and therefore may reduce right-of-way
acquisition and construction costs.
• The expressway design allows for on-street commuter bike Ianes. All bike
lanes on limited access freeways would be off-street and separated from the
roadway with a concrete barrier.
• The expressway design allows for intersections, which may include traffic
signals and left turns. This is not the case with a limited access freeway.
• With the expressway design, more parkway-like design amenities, such as
trees and street lighting, may be placed closer to the roadway.
9s`�`f
Councilmember Mike Harris
May 17, 1995
Page 3
It shoutd be noted that the freeway altemative may bring with it additional,funding
resources that would not be available for construction of an expressway.
3. What are tfie £nancing options for road construction at the completion of the
Environmental Impact Statement process, assuming a build alternative is
selected by the City Councill
The Draft EIS phase requires fully exploring funding possibilities as well as the
cosUbenefit ratio of each altemative. We intend to do this work as early as possible in
the Draft EIS so that we can get a handle on which altematives are not buildable due
to funding. At this time, it appears to us that funding sources will depend on which
alternative is selected. Following is our "best guess," given what we know about
funding sources and programs today:
• No Build (Alternative #1) - Ayd Mill Road would be reconstructed as necessary
with Municipal State Aid (MSA) funding.
• TSM/TDM (Alternative #3)- Funding sources will depend on what strategies are
implemented and are unknown at this time.
• Linear Park (Aiternative #4)- The road would be removed and the park
constructed using ISTEA bike and pedestrian way (Enhancement Funds), CIB
funding and LCMR (Legislative Commission on Minnesota Resources) funds.
• Two-lane city street (Alternative #66-2)- It appears that MSA funds could be
used for this alternative. ISTEA funding would aiso be explored.
• Four-lane expressway with indirect connection (Altemative #76-1) - A
combination of ISTEA (approximately $5 million) and MSA funds would be
used. County MSA funds may be used in lieu of City MSA funds for most of
the MSA portion.
• Four-lane expressway with direct connection (Alternative #8C) - A combination
of ISTEA and MSA (City or County) funds would be used. It is possible that
the ISTEA portion could exceed $5 miilion. Some state funding may be
possible but is not assured.
• Freeway with direct connection (Alternative #9C) - Federal interstate funding is
the most likety source, with the City paying fot special amenities.
Attachment
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Council File # �°� r � y /
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QRIGI@!AL
Presented By
Referred To
Green sheet # 330 3 D
RESOLUTION
OF SAINJ 9AUL, MINNESOTA
ad
Committee:
RESOLUTION RECOMMENDING ALTERNATIVES AND
FOR FURTHER STUDY IN THE �
AYD MILL ROAD ENVIRONMENTAL IMPACT STATE
�
WHEREAS, the Ayd Mill Road Study: Phase I Report, completed i 1988, concluded that the issues that
will be faced by the Ayd Mill Road study area over the next 20 y ars if no major road changes are made
would be signiflcant enough to warrant further study of altema � es in an Environmental Impact Statement
(EIS); and
WHEREAS, based on the Phase I Study, the Saint Paul ity Council, in Resolution #89378, requested
that an EIS be prepared to study alternative road confi rations in the Ayd Mill Road study area; and
WHEREAS, the Saint Paul Planning Commission, i March 1993, initiated the Ayd Mill Road EIS and
convened an Ayd Mill Road Task Force to advise aff and consultants during preparation of the EIS; and
WHEREAS, the Ayd Mill Road Task Force
recommended the "Ayd Mill Road Scoping
Planning Commission and City Council in I
WHEREAS, the "Ayd Mill Road So
Scoping Phase, evaluates the altei
Force's recommendations on what
d the Scoping Phase of the EIS in January 1995 and
it and Draft Scoping Decision Document" to the
1995; and
�cument and Draft Scoping Decision Document" explains the
studied during the Scoping Phase, and presents the Task
ives and issues should be studied further in the Draft EIS; and
WHEREAS, a 30-day comment nod, from February 13 - March 15, 1995, was held to receive public
comment on the Draft Scoping ocument, with notice published in the EQB Monitor on February 13,
1995 and the Saint Paul Pion er Press on February 19, 1995; and
WHEREAS, a joint Planni Commission/City Council public meeting was held on March 2, 1995, as
required by the Minnesot Environmental Quality Board Rules (Chapter 4410.2100, Subpart 3); and
WHEREAS, the Plan � g Commission has reviewed and considered all public comment (oral and written)
on the "Ayd Mill Ro Scoping Document and Draft Scoping Decision Document," and has forwarded its
recommendations the City Council on what alternatives and issues should be studied further in the
Draft EIS;
NOW, THERF�ORE, BE IT RESOLVED, that the Saint Paul City Council requests the Administration to
study the fo�wing alternatives in the Ayd Mill Road Draft EIS:
42
43
44
45
46
47
48
49
50
51
52
53
54
55
56
57
58
59
60
61
62
63
64
65
66
67
68
69
70
71
72
73
74
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76
77
78
79
80
81
82
83
84
85
86
87
88
89
90
91
92
93
94
95
No Build/Un-Build
Altemative 1:
Altemative 4:
No Build
Linear Park (removes Ayd Mill Road)
Svstem Imarovements/Non-Road Build
Altemative 3:
Altemative 10:
Build
Altemative 6B-2:
Altemative 7B-1:
Transportation System Management/Travel Demand Management (as a
attemative and as applied where possible to other altematives)
������
High Occupancy Vehicle Lanes with Aitematives 66-2, 7B-1, 8C and 9
Two-Lane City Street with Split-Diamond Interchange at I-94 ( brid Alignment) on
the North and a Direct Connection to I-35E on the South
Four-Lane Expressway with Split Diamond Interchange at 94 (Hybrid Alignment) on
the North and a Direct Connection to I-35E on the South
Altemative 8C: Four-Lane Expressway with Freeway-to-Freeway Inter ange at I-94 (Railroad Spur
Alignment) on the North and a Direct Connection to I 5E on the South
Alternative 9C: Limited Access Freeway with Freeway-to-Freeway terchange at I-94 (Railroad Spur
Alignment) on the North and a Direct Connection o I-35E on the South; and
BE IT FURTHER RESOLVED, that the Saint Paul City Council re ests the Administration to study the
foflowing issues in the Ayd Mill Road Draft EIS:
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
15.
16.
17.
18.
19.
20.
21.
cultural resources/Section 106/Section 4(fl, if applicab
contaminated sites
4(�/6(fl lands (parks and recreation), if applicable
traffic impacts
right-of-way acquisition and relocation
social and economic impacts
air quality
noise impacts
visual impacts and other design issues
soils and geologic conditions
stormwater runoff
impacts on infrastructure/utilities
construction impacts
transit impacts
bicycle and pedestrian impa
compatibility with local and egional plans
neighborhood cohesiven s
energy impacts
access changes to lo I neighborhoods and adjacent land uses
vegetaiion, wiidlife d endangered species
safety, including s eed; and
BE IT FURTHER R OLVED, that these issues shall be studied to the level indicated in the Ayd Mill
Road Scoping Doc ment and Draft Scoping Decision Document (page 108), with the following notes:
1. A separa memo (or memos) will be prepared on neighborhood/social impacts, which will address
at least e following: social and economic impacts; neighborhood cohesiveness; the impact on the
Snelling Park neighborhood; neighborhood livability; access to community services; the
2
97
98
99
100
101
102
103
104
105
106
107
108
109
110
111
112
113
114
115
2.
3.
�
F
��=y��
competitiveness and attractiveness of the residentiai neighborhoods, commercial areas and
industrial districts in the study corridor; and safety.
A separate memo will be prepared on traffic impacts, addressing in particular the impacts on
streets and neighborhoods north of University Avenue, and the use of Ayd Mill Road by trucN
The impact of an altemative on property values wiil be addressed only as it relates to the
project itself and only to the extent possible given current methodologies. ,
Congestion/road pricing wiil be studied as part of the study of TSMlTDM strategies
applicability in the Ayd Mill Road corridor. �
MnDOT's Visual Impact Assessment process will be used as a guideline in
impact analysis; and
their
the visual
BE IT FINALLY RESOLVED, that the City Council requests that staff report ba to the Planning
Commission and City Council periodically during the Draft EIS phase, especi y if further study indicates
that an alternative(s) should be eliminated from further study or substantiall modified at any point prior to
selection of a preferred alternative.
Adopted by Council:
Adoption Certified by
By:
Secretary
Approved by Mayor/. Date
By:
Requested by Department of:
Planni & Economi Devel ment
By:
Form Apprf�ed by City Attorney
By:
By:
sion to
`.
� / � 7 /� �
DEPARTMEµTl�FFICElCOUNC�I OATE INITIATED N� 3`3 0 3 0 • (
Planning and Economic Deyelopment 4-25-95 GREEN S ---- �� -
CONTACTPERSON&PHONE - �DEPARTMENTDIflECTOR(G CfTYCAUNpL �N�T�AU�ATE
LUC 7hOm SOrI 266-6578 �"�N [�cmarror+Ner �/ �cmc�RK
NUMBERFOR
MUST BE ON COUNCIL AGENOA BY (DATE) a��n� �UDGET DIflECTOR O FIN. 8 MGT. SERVICES �Iq.
Ma 3 1995 0 " 0 �" MAYOflIORASSiST �
70TAL # OF SIGNATURE PAGES (CLIP ALL LOCATIONS FOH SIGNATURE)
ACfION RE�UESTED:
Referral of resolution on A.yd f1i11 Road Scoping Document and Draft Scoping Decision
Document to City Onerations Cor:unittee for meeting of May 10, 1945.
RECOMMENDAnONS: nppmoe (A) or Fiajact (R) PERSONAL SEflYICE CAP77RACTS MUST ANSWER THE FOLLOWING QUES170NS:
__ PIANNING CAMMISSION _ CIVIL SERVICE COMMISSION 1_ Has this person/firm ever worked under a coMrad for this department?
_ qB COMMITTEE YES "NO
' �� F — 2. Has this person/firm ever been a ciry employee?
— YES NO
_ ois7aiGi cOUt�i _ 3. Does this personftirm possess a skill'rot (rormatly possessetl by any curreM city empioyee?
SUPPORTS WHICH COUNCIL OB.IECTIVE? YES NO
Explain all yes enswers on separate sheet and attach to green sheat
INITIATINCa PROBLEM, ISSUE, OPPORTUNITY (Who, Whaq Whe�, Where, Why).
The Ayd Mill Road Task Force has been working for 15 months on a recommended.set of issues
and alternatives to study in the Draft Environmental Impact Stater�ent (ETS). The task
force's recommendation was forwarded to the Planning Commission, which amended it before
sending it on to the CYty Council. The City Council will now make a"Final Scoping Decision,'
laying out alternatives and issues for further stud,y.
ADVANTAGESIFAPPFOVED:
The EIS process ivill �roceed. �p� �� �9�
������ �����
DISADVANTAGES IF APPROVE�:
OfSA�VANTAGE51f NOT APPROVED:
The EIS process will stop.
TOTAL AMOUNT OPTRANSACTION S N[A COST/REVENUE BUDGETED (CIqCLE ONE) YES NO
FUNDING SOURCE ACTIVI7Y NUMBEH
FINANCIAI INGORMATION: (EXPLAIN)
��'.t
�I� �F' .S�r ppi�. 390 City Hatt Tetephone: 612-2b6-85I0
Norm Coleman, Mayor ]S Wesi Kellogg Bou(evmd Facsimile: 612-228-8573
Saint Paul, MN 55702
April 26, 1995
Council President Thune and Members of the
Saint Paul City Council
Room 310-B City Hall
Saint Paul, MN 55102
Dear Council President Thune and Members of the City Council:
It is with great pleasure that I forward to you the conclusions and recommendations of
the Ayd Mill Road Task Force, staff from the Depaztments of Public Works and PED,
the Saint Paul Plam�iug Commission, and myself regarding what issues and alternafives
should be carried forward for further study in the Ayd Mill Road Draft
Environmental Impact Study.
As you know, the issue of "what to do with Ayd Mill Road" has been with this city for
many years. I am very proud of the diligent work the Ayd Mill Road Task Force has
done over the past 15 months to determine a"reasonable range" of alternatives for
further study in the Draft EIS. Both staff and the Plaiuiiug Commission are
recommending slight changes in the list of alternatives being recoxnmended`for further
study. I concur with the staff recommendation, described in detail below.
BACKGROUND
The Ayd Mill Road Scoping Document and Draft Scoping Decision Document was
released by the Saint Paul City Council for public comment on February 1, 1995, after
being reviewed by the Ayd Mill Road Task Force, the Planning Commission and the
City CounciL The Document describes the Scoping Phase of the Ayd Mill Road
Environmental Impact Statement (EIS), evaluates the alternatives studied during the
Scoping Phase, and identifies the issues and alternatives recommended by the Ayd Mill
Road Task Force for further study in the Draft EIS. A 30-day comment period was set
from February 13 - Mazch 15, 1995, and a joint Plauning Commission and City
Council public meeting was held on March 2, 1995 to receive oral and written
testimony on the Scoping Document.
9 5-444 ;
Council President Thune et. al.
April 26, 1995
Page 2
After reviewing the Scoping Document and public testimony, staff and the Plauuing
Commission recommended slight variations in the task force's recommendations
regarding what alternaUves should be studied furflier. There is agreement between the
three groups, however, as to what issues should be studied in the next phase of the EIS.
The next step in the process is for the City Council to make a"Final Scoping
Decision," which lays out what issues and alternatives will be studied further in the
Ayd Mill Road Draft Environmental Impact Statement. I understand that the City
Operations Committee will hold a public hearing at its May 10, 1995 meeting to hear
public comment on the vazious recommendations being forwarded to the City Council.
Once a Fina1 Scoping Decision is made, work can commence on the Draft ETS.
TASK FORCE RECONIMENDATION
The Ayd Mill Road Scoping Document and Draft Scoping Decision Docnment,
which contains the Ayd Mill Road Task Force's recommendations, recommends that
the following 4 alternatives be studied further in the Draft EIS:
• Alternative 1: No Build
• Alternarive 2: Downtown Direct Connection Between I-35E and I-94
• Alternative 3: Transportafion System ManagementlTravel Demand
Management (TSM/TDIVn
• Alternative 4: Linear Park (removes Ayd Mill Road)
• Alternative 6B-2: Two-Lane City Street with Split Diamond Interchange at
I-94 (Hybrid Alignment) on the North and Direct
Connection to I-35E on the South
• Alternative 7B-1: Four-Lane Expressway with Split Diamond Interchange at
I-94 (Hybrid Alignment) on the North and Direct
Connection to I-35E on the South
• Alternative 8C: Four-Lane Expressway with Freeway-to-Freeway
Interchange at I-94 (Railroad 5pur Alignment) on the
North and Direct Connection to I-35E on the South
• Alternative 9A: Limited Access Freeway with Freeway-to-Freeway
Tntexchange at I-94 (Fairview Alignment) on the North
and Direct Connection to I-35E on the South
• Alternative 10: High Occupancy Vehicle Lanes with Alternatives 6B-2,
7B-1, SC and 9A
95-4�44 �
Council President Thune et. al.
April 26, 1995
Page 4
STAFF RECOD'IlVIENDAITON
Based on their review of the Scoping Document and public comments, PED and Public
Works stafF agree with the alternatives recommended by the task force for further
study, with two exceptions:
Staff does not believe that the Downtown Direct Connection Between I-35E and
I-94 (Alternative #2) should be canied forwazd to the Draft EIS for the
following reasons:
It is not a reasonable solution to the environxnental, congestion and other
traffic issues in the Ayd Mill Road study area. Fully 70% of the traffic
on Ayd Mill Road is local - i.e. has one or both ends of the trip (origin
or destination) within the Ayd Mill Road study area. Only a very small
percentage (10%) is using Ayd Mill Road to get through the azea (e.g.
Dakota County to Roseville and downtown Minneapolis), which is the
tr�c assumed to benefit most from a direct connection between I-35E
and I-94.
The travel forecasts indicate a downtown connection would do little to
alleviate traffic on parallel north-south streets in the study area. Traffic
volumes would deerease slightly on Lexington Avenue (-1000 ADT), but
change only minimally on Snelling, Hamline and Ayd Mill Road. It
should be noted that these forecasts were run with Ayd Mill Road
removed from the system, in order to model the highest level of traffic
diversion onto the downtown connection.
There would be a significant impact on development parcels downtown.
Total acquisition of the Labor Centre, Mary Ha11 and the Catholic
Charities Building would be required, as would partial acquisition of the
Minnesota History Center pazking lot and the closure of Main Street.
The costs and acquisition impacts are unacceptably high in compazison
to the traffic benefits, particulazly in the Ayd Mill Road azea.
Staff believes that, by studying a range of downtown connections in the
Scoping Phase, it has complied with the City Council's request that a
direct downtown connection be addressed in the EIS process. The
Scoping Phase is the first step of the EIS process.
95-444�
Council President Thune et. al.
April 26, 1995
Page 5
2. Staff does not believe that Alternative #9A (Limited Access Freeway with
Freeway-to-Freeway Interchange at I-94, Fairview Alignment, on the North and
Direct Connection to I-35E on the South) should be carried forward to the Draft
EIS, prixnarily because of the residential units that would have to be acquired
(the Fairview alignment would take more units that the other two freeway
alternatives studied in the Scoping Phase), and the physically divisive impact
this alignment would have on the neighborhood. Staff does believe, however,
that it is important to study a limited access freeway alternative in the Draft
EIS, so that a full range of options, including one that serves a mostly regional
function, is explored. Staff recommends that Alternative #9C, Limited Access
Freeway with Freeway-to-Freeway Interchange at I-94 (Railroad Spur
Alignment) on the North and Direct Connection to I-35E on the South be
studied further in the Draft EIS. This alternative would result in similar traffic
decreases on Snelling, Lexington and Hamline as the Fairview alignment;
provide the same opportunity for additional park space at Hamiine and Ashland
as the Fairview alignment; and add a bicycle/pedestrian trail, as would the
Fairview alignment. One advantage the Railroad Spur freeway alignment would
have over the Fairview alignment is improved access to Midway Marketplace
and other local destinations. In addition, it would require the acquisition of
fewer residential units. The Raikoad Spur freeway alternative is more
expensive, however, than the Fairview alignment.
Staff agrees with the issues recommended for further study by the Ayd Mill Road Task
Force, at the level indicated in the Scoping Document, with the following claxifications:
1. A sepazate memo (or memos) will be prepared on neighborhoodlsocial impacts,
which will address at least the following: social and economic impacts;
neighborhood cohesiveness; the impact on the Snelling Park neighborhood;
neighborhood livability; access to community services; the unpact of a particular
alternative on the competitiveness and attractiveness of the residential
neighborhoods, commercial azeas and industrial districts in the study corridor, to
the extent the road's impact can be isolated; and safety.
2. A sepazate memo will be prepared on traffic unpacts, addressing in particulaz
the impacts on streets and neighborhoods north of University Avenue, and the
use of Ayd Mill Road by trucks.
3. The impact of a particulaz alternative on properiy values will be addressed only
as it relates to the proposed project itself and only to the extent possible given
current methodologies.
95-444 ,
Council President Thune et. al.
April 26, 1995
Page 6
4. Congestionlroad pricing will be studied as part of the study of TSM/TDM
strategies and their applicability in the Ayd Mill Road corridor.
MnDOT's Visual Impact Assessment process will be used as a guideline in
conducting the visual impact analysis.
PLANNING COMMISSION RECOMMENDATION
After reviewing the Scoping Document and public comxnents, the Comprehensive
Plamiing and Economic Development Committee of the Plamiiug Commission agreed
with the staff recommendation, and forwazded it to the full Commission for its
consideration on April 14, 1995.
After much discussion, the Planning Commission adopted its recommended set of
issues and alternatives to be studied further in the EIS. A copy of the minutes from
the April 14, 1995 meeting is attached. The issues recommended for further study
were the same as those recommended by the task force, staff and the Comprehensive
P12miing and Economic Development Committee. In terms of what alternatives should
be studied fiuther, the Commission made two deletions. The Planning Commission
voted to delete Alternative #4 (Lineaz Park) and Alternative #6B-2 (Two-Lane City
Street with Split Diamond Interchange at I-94, Hybrid Alignment, on the North and
Direct Connecfion to I-35E on the South) from fiirther consideration. The Commission
feels that it is unlikely that either of these alternatives would ever be built, and that it
is therefore not appropriate to use precious staff and financial resources to continue to
study them. There is a concern that the L'meaz Park would never be built because the
improvements that would haue to be made on Snelling, Lexington and/or Hamline to
accommodate the traffic that otherwise would be on Ayd Mill Road would simply not
be acceptable; the concern with the two-lane alternative voiced by one Comtnissioner is
that such an alternative might create the "worst of both worlds" - i.e. a road that cannot
meet the tr�c demands being put on it, and open space that may not be fully
functional and perhaps even dangerous so close to a roadway. There was also a desire
to focus staff work and citizen participation throughout the rest of the study.
The Commission raised two other concerns that should be brought to your attention.
The Commission is concerned that business owners who may be
impacted by any of the alternatives be consulted eazly in the EIS
process, kept informed as to the impacts of a particular alternative on
95-444
Council President Thune et. al.
April 26, 1995
Page 7
their businesses, and assured that City staff understand the importance of
retaining these businesses - at their current location, if possible, or, if
relocation is necessary, at a new location within the neighborhood or
city. There was a recognition of the unportauce of these businesses to
the neighborhoods' and city's economy, and a strong desire that
assistance be offered these businesses throughout the EIS process. 3tafF
has been in close contact throughout the Scoping Phase with the business
associations in the study corridor (Midway Chamber of Commerce,
Snelling Selby Business Association, University United), several
individual businesses that may be affected by the various alternatives,
and staff from the Port Authority and PED. Staff will confinue to
involve a11 of these players in the upcoming Draft EIS, especially as
specific alignments and acquisition/relocation impacts aze determined.
The issue of trucks in the study cotridor needs to be addressed. Staff
has indicated that this will be studied as the EIS process continues.
The Planning Commission resolution, indicating its recommendation on what
alternarives and issues should be studied in the Draft EIS, is attached. As you can see,
the Planning Commission agreed with staff that the Downtown Connection (Alternative
#2) should be deleted from further consideration and that Alternative #9C (rather than
Alternative #9A, as recommended by the Ayd Mill Road Task Force) should be studied
as the freeway alternative.
6Yif�i/lu I\s� 1
The chart below compares the varying sets of recommendations being forwarded. The
chart addresses alternatives only, since there is agreement across the boazd as to what
issues should be studied.
ALTERNATIVE NUMBER
1 2 3 4 6B-2 7B-1 8C 9A 9C 10
AMR Y Y Y Y Y Y Y Y N Y
Task
Force
Staff Y N Y Y Y Y Y N Y Y
(PED,
P�
Plann. Y N Y N N Y Y N Y Y
Coxnm.
95
Council President Thune et. al.
April 26, 1995
Page 8
MY RECOMIY�NDATION
I concur with the staff recommendation, which is to study the following aiternatives:
• Alternafive
• Alternative
• Alternative 4:
• Alternative 6B-2:
• Alternative 7B-1
No Build
Transportation System ManagemenUTravel Demand
Management (TSM/TDIVn
Linear Park (removes Ayd Mill Road)
Two-Lane City Street with Split Diamond Interchange
I-94 (Hybrid Ali on the North and Direct
Connection to I-35E on the South
Four-Lane Expressway with Split Diamond Interchange
I-94 (Hybrid Alignment) on the North and Direct
Connection to I-35E on the South
at
at
• Alternative 8C: Four-Lane Expressway with Freeway-to-Freeway
Interchange at I-94 (Railroad Spur Alignment) on the
North and Direct Connection to I-35E on the South
• Alternative 9C: Limited Access Freeway with Freeway-to-Freeway
Interchange at I-94 (Railroad Spur Alignment) on the
North and Direct Connection to I-35E on the South
• Altemative 10: High Occupancy Vehicle Lanes with Alternatives 6B-2,
7B-1, 8C and 9C
While I generally concuz with the Planning Commission's recommendation to focus the
Draft EIS and make the best use of our limited resources, I believe that we need more
information to determine whether or how Alternatives #4 and #6B-2 will address the
project objectives and needs in the corridor. I therefore support the staff
recommendation to include these two alternatives for further study, so that they can be
further developed and their impacts explored. The Draft EIS is the appropriate venue
far this analysis.
I agree with staff that the Downtown Connection (Alternative #2) is not a reasonable
solution to the environmental, congestion and other traffic issues in the Ayd Mill Road
study area. I also concur with staff that the Freeway at Fairview alternative (#9A)
exacts too high a toll on adjacent neighborhoods and does not adequately provide
access to local destinations such as Midway Marketplace. I also feel that the cost to
study these two alternatives is not justified, given what we already know about their
ability to address the task force's project objecfives.
95-��+4�
Council President Thune et. al.
April 26, 1995
Page 9
There is agreement across the board (amongst the Ayd Mill Road Task Force, staff and
Planning Commission) as to what issues should be studied. I concur, with the
following clarifications identified by staff:
1. A sepazate memo (or memos) should be prepazed on neighborhood/social
impacts, which will address at least the following: social and economic
impacts; neighborhood cohesiveness; the impact on the Snelling Park
neighborhood; neighborhood livability; access to community services; the
impact of a particular alternative on the competitiveness and attractiveness of
the residential neighborhoods, commercial areas and industrial districts in the
study corridor, to the extent the road's impact can be isolated; and safety.
2. A sepazate memo should be prepared on traffic impacts, addressing in particular
the impacts on streets and neighborhoods north of University Avenue, and the
use of Ayd Mill Road by trucks.
3. The impact of a particular alternative on property values should be addressed
only as it relates to the proposed project itself and only to the extent possible
given current methodologies.
4. Congestion/road pricing should be studied as part of the study of TSM/TDM
strategies and their applicability in the Ayd Mill Road corridor.
5. MnDOT's Visual Impact Assessment process should be used as a guideline in
conducting the visual impact analysis.
I was very pleased to see that the Plamiiug Commission is concerned about the impact
of the various alterna6ves on businesses in the shxdy corridor. I shaze that concern and
urge staff to continue to involve individual businesses and business associations
throughout the rest of the EIS process. I am also concerned, as was the Commission,
with the issue of trucks; I understand that this issue will be addressed in the Draft EIS.
I have attached a draft resolution for your consideration that reflects my
recommendation on what alternatives and issues should be studied fiirther in the Ayd
Mill Road Draft EIS. You will notice that I have included the Planning Commission's
language asking that staff report back to the Planning Commission, City Council and
myself periodically during the Draft EIS phase, especially if further sludy indicates that
an alternative(s) should be eliminated or substantially modified at any point prior to
selection of a preferred alternative. I believe that this will help us focus our efforts
along the way.
95-44��
Council President Thune et. al.
April 26, 1995
Page 10
Tliank you for your serious consideration of this matter. I look forward to continued
progress on this very important issue.
Sincerely,
�� '��f
Norm Coleman
Mayor
Attachments:
1. Written comments received during public comment period.
2. Minutes from Mazch 2, 1995 public meeting (joint Planning Commission/CiTy
Council meeting).
3. Memo from staff to Comprehensive Planning and Economic Development
Committee responding to public comments and laying out staff recommendation
on issues and alternatives.
4. Minutes from April 14, 1995 Planning Commission meeting.
5. Planning Commission resolution recommending alternarives and issues for
fiu�ther study.
6. DRAFT City Council resolution on Final Scoping Decision.
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1322 Portland �,venue
st. Yaul, xinnesota 5510'�
� ������� ��`=i:�:�%-�cs�., Ntarch 14, 1�95
t ° _ _-• y- -
Mr. Michael C. Klassen
City of St. Paul
� Department oE Yubiic works
`,; 80o City Hall Annex
29 West Fourth Street
St. Paul, Minnesota 55102
Dear Mr. Klassen:
We are writing this letter to you and the St. Paul Planning
Comsaission to express our stronq o��osition to a11 ��oposals put
forth bv the AYD MZTL TASK.FORCE triat woul$.con*inne or Pnhancp tha
to the safe�y of our r chil.dren. that arQ r.urrantly, Affarry,nr� our ,,
°�.ne�ahborhood::: We are"espsciaZly'opposed to those propcsals for a
'fouz' lane freeway Or expres�way anr3 hPlieve that the est
� linear nark (Task Force A7tarnativa a). F�.irthar, (and numeroua
;4area� neighbors) �urge that sezious consideration be given to
connect;r,a T 55 'tn Taaw nPar "�owntown -- wh9rs� so many frcewsy
'connectidns alXeady exist and fine city neiqhborhoods won�t be as
> affected. �
�Since our family moved to the 5ummit-xsmlinc area 15 months ago, we
have�been impressed by the quality of our neighborhood and the
'c'iadication of all of our ncighbor:� to mainta3n that quality. we do
not want anything to lower this standard and aze willing to do
°'whatever ie ncace�pry to improve our neighborhood wh�never
possible. F'rom conversations with our many neighbors, we know that
they fe�l the same way. We ask that the St Paul plannina
zne zuture o; tt�B Ayd Miil Road corr'dor and acknowledge that
'connectinq hiyl7waye bu L2ial �er5vns who do not contribute to the
°tax base of our city have more convenient access to shopping areas
outbicte ut vux v�m�i�iLy i5 � a priorlty.
As ttie environmenta,x �mpact ��;sess�q� t process proceeas, we ask -
that the city aiso t�,e intp �ccount� �he following perspectives:
1. The seven a��ncip83s of the AYb HILL COALITION shou2d be
the Loundation ai the process. These principals rapresent the
collaboration and negotiations of significant stakeholders in
this debate..��.neighbors and businesS,QB.
2. Closing existing ramps to and fro�h,Hamline Avenue and
�
' 37262W5
' � u
Pdc}e 2 ,. _ ,F
Hr. Michael C. xlassen
``�MarcYi 14, 1995
increasing park space in
neaitnier environment Yor
up in this neighborhood.
6902T99
P.02
that area would creste a safer,
the many cniiar�n vho are c}rowing
w .. 3. The traffic issues presented by subnrban commuters can be
addressed hy alternatives which do not negatively affect the
quality of St. Paul neighborhoods. Traffic Demand Management
and Traffic Sy�stem Hanagement strategies are viable and should
not be given secondary consideration ir� favor of the "build"
- alternativee.
�
4. During the �zg proCess, Che appeal of each proposed
a2ternative sY�ould NoT be influenced by the actuai r.nat. nf. the
g project cr the potential availability of federal funding. It
is the quality of St. Paul nAiqhAnrhnndF that is at stake
• here. We should not be influenced by the net priee tag to the
�, St. Psul taxpayer. for. any,�rt.ic.ulAr. proposai. ..
'� _ , _ _ . . . . . � '
5_ The dei�ato. ahr.ut t.he futnr4 of the Ayd idil2 Road corridor
has already gone on much too long. For the peace of minc�=of
the citisehs of �St. Paul, its businascos, the euburhan
communiti'es in th� metropolitan area_, and all who have a stake
in the outcomo, tha SC6@E62pA2I't pTOCCE and thc dcci3ion-making
' should be brought to a close as soon as aIi the @ata snd
information hae been uppropriately conaidered.
.Wc thank you for thi3 opporLUnity'to share with you our conce�rns
and thoughts about the future of our neighborhood. Please keep us
and all the eitizena of ot. Paul in£ormed of the detai2s of ttze
environmental impact assessment process in the mon�hs ahead.
5I � �RELY, �����1;.,�y i �'�,L� � :/
) ` 91/ � i L�1 ���--
Jim �nd Helen FranC2yk
PS. St. Paul qovernment cantinually expresses ooncern regarding
losing population to the suburns, even to trie poir,t ot requiring
city eieployees Iive zn St. Paul. Projects ttiat promote raBical
restzucturinq of najor roadwaye through neiqhborhoods threaten the
quality of life in st. Paul, atxl enconraqe exoQus from the city.
it certainly will for us and many of our neighbors. History has
shown that inner and middle-city decay eventually fol3ows.
�
J
WRITTEN S�'f�TEMENT
Nasn`e:"�hin ��o2ae/ CHECK Of�
Addiess: �Di7 L�n�-�-�1A-�,v *�� [] Elected Official 7� ` 1 F 1 F4�
� � 1 `'� «i � ❑ Pu6tic Agency Representative
4 `Y .
Y
° ❑ Group Representative
� DATA PRiYACY WARNING ��ate Citizen
ALL "WRITTEN STATEMENTS" W1LL SE INCLUDED IN THE
RECORD OF THE MEETWG. —°°�
� AYD MiLLROAD Position, Agency or Group:
Comments must bs received by March 15, �995.
Statement: _
�
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- WRITTEN STATEMENT
�
�
d;�c.aOCGUfo:tiro6�.E�ri cvi�k�
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Name: -�n^ 6{�ltvtl�or' -
_- CNECK ONE
Address: t� 32 1-GZ i'C Yta i� «n t�,�2. [] Efected Oflicial
�,�GY,t-c..� 111 l� 5 a((� S
° ❑ PubiicAgency Representative
- DATA PRIVACY WARNtNG ❑ Group Representative
ALL "WRITTEN STATEMENTS" WiLL BE WCLl7aED IN THE �'Private Citizen
RECQRD OF THE MEETING.
AYD MILL ROAD Position, Agency or Group:
Comments must be received by March 15, 1995.
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Dear Mr. K �aSS��i •� �------ �— —__ --
�,
I write to you regarding the proposals for development of Ayd Mill Road. I favor the
"no build" or tinear park optio�. Nothing would be gaine� by spending St. Paul tax dollars in
prder to marginally benefit suburban communters, especially when doing so will further erode
St. Faut's atready diminished tax base by adversely impacting property values adjacent to the
road. It strikes me that the best and easiest solution to traffic problems in neighborhoods near
Ixxington-Randolph would be to connect highway 35E in downtown St. Paul. I do not
understand why this proposa! has not been given more considention so far, but I hope you will
seriously consider it at this time.
A Iinear park` woald enhance pmpercy values and the quaiity of life for many St. PauI
residents living north of Grand Avenue. It would send the right message about decreasing our
dependence on the automobile. Connecting Ayd Mi22 Road is at best a temporary soiution to
growing tra�c congestion. We need te develop altematives to automobile transportation, and
aeed to discoarage further suburban sprawl. Ia conctusion, I encourage the City to deciine the
invitation to further benefit suburban wmmuters at the expense of St. Paul's homeowners,
ienters and neighborhoods.
:
Sincerely,
�,��c��Q
Richar& Pemberton
�������
1320 PoNand Ave.
SE. Paui, MN 55104
RECEIVED
9 •
MAR f 3 1995
` To: Councilmember Dave Thune �
From: Ma.garet Martin COUNCIL PRESIDENT
DAVE THUNE
1366 Selb QAve.����
St. Paul MN 55104-6301
March 6,1995
Tel. 644-6005
� COMMENTS ON THE DRAFT SCOPING DOCLTMENT FOR AYD MILL ROAD
, Decisions to be made about Ayd Mill Road may result in the
expenditure of millions of dollars of public money as well as
� having a profound effect on some St. Paul neighborhoods.
� Therefore it would seem axiomatic that all information of major
importance would be included in the Scoping Document as Well
as in the process by which it was developed. Unfortunately
this is not the case. In what follows i will discuss the
following important omissions:
a (1) failure to recognize that the alternatives having a direct
connection of Ayd Mill Road to I-35E on the south (#6-9, p.40-
45) will, according to.forecasts made by SRF for the year 2015,
bring 13000 22000 additional�_.vehicles ,per <day into the .
'�-neighborhood`(as compared to "no-buildj,
(2) that the additionally traffic will add substantially to
,� congestion already present'at the northern terminus
of Ayd Miil and beyond, an area containing 5,of the 1Q worst
accident sites in St. Paul (Snelling_at Concordia, St. Anthony,
and University,.and University at Hamline and Lexington), and
also 2 of the 3 worst sites for carhon monoxide air pollution
�in St. Paul (University at Snelling and Lexington),-
Snei{ing/St. Anthony, (2) Snelling/
University, {3) Lexington/University, (4)
Maryiand/I-35E, (5) Sneliing/Concordia, (6)
Dale/University, (7j Hamiine/University, (8)
tie Maryland/Arkwright and West =
7th/Keliogg, (9) Minnehaha/White Bear,
(iQ) Suburban/White Bear.
St. Paul Pioneer Press 2-10-95
Metro air po(fution
Twin Cities' worst carbon monoxide
concentrations include, in St. Paul, on
University Avenue at Snelling and
Lexington, Sneliing and Larpenteur, and
333 Sibiey; in Minneapolis, at
Hennepin and Lake, 528 Hennepin and
1829 Portiand.
St. Paul Pioneer Press 12-22-92 O
la
NOTE
I have discovered that there was a.renumbering of aiternatives
on pages 101,3 of the Scoping Document. The new numbers also
. appear in the "Briefing Packet�� of Feb.,1995, p.1,2 and oa Figures
�3,4,1 on duplicate pages 10,11,12 of the "Executive Summary".
So far as I can determine, the ^oid" numbers are used in the
rest of the Scoping Document. In my comments I have used the
"old" numbers as foilovs:
1. No-Build
2. I-35E/I-94 Downtown Connection
3. Traffic Management (TSM/TDM)
4. Linear Park
5. Residential Development (not to be included in the EIS)
6. (Same as 6B-2) Two-Lane City Street with direct connec-
tion to I-35E and indirect spiit diamond interchange
with I-94 via the hybrid aiignment
7. (Same as 7B-1) Four-Lane Expressway with direct connection
to Z-35E and indirect split diamond interchange with
I-99 via hybrid alignment
8. (Same as SC) Expressway with direct connection to I-35E
and with Z-94 via rr spur.alignment �
?�`'_•'''r�9• -(Same-as'9A) Limited"Access�Freeway with"dirett connec='''
tions to I-35E and to Z-94 via the Fairview alignment
10. High Occupancy Vehicle Lanes as subalternatives to
� - 6B-2. 7B-1. 8C. 9A. . ,
�
E
95-4#�
(3) very little attention is given to Alternative 3, TSM/TDM,
(Tiansportation System Management and Travel Demand Management),
in comparisori with the extensive coverage of Alterriatives 6-9.
Transportation Management may well be the pre£erable alternative
since it has the potential £or substantially reducing trafEic
in the area at much lower cost than that of Alterna�ives 6-9
and could be implemented in a shorter time,
� ,
- (4) failure to indicate the large magnitude of erzor to Which
traffic forecasts are subject and also that they involve assump-
tions and "adjustments" that are open to question,
(5) possibie large underestimates of building costs for
Alternatives 6-9, and lack af discussion of the outlook Por
�' funding.
Other comments wiil be made, aiso. >
MORE DETAILED DISCUSSION OF OMZSSIONS 1-5, ABOVE
.. , �
(1j`When changes in_Ayd Mill were contemplated in 1981 and 1988,
� central'issue was the problem-of traffic�'congestion'`created°at
the north terminus of Ayd Mill by the addition of traffic coming
, through.the,neighborhood plus the transfer of traffic from city
° streets,onto Ayd Mili. A basic•principle was that.Ayd Mill
� should be considered as a whole with no sout'h end'connection to
I-35E until a satisfactory solution was £oun�d for the north end:
„1981: "No change in the Short Line Road (Ayd Mill) -- including
-' no connection to a Pleasant Av. parkway until the traffic problems
�< at the north end of the Shortline can be solved.�
p=�1988: "We (the Task Force) therefore recommend that development
'-of Ayd Mill Road should be undertaken as a unified project and
no south end connection should take place until a better north
end terminus is in place." y
It is therefore astounding that the current Scoping Document
�ignores the issue of traffic congestion at the north end by
simply terminating discussion and traffic forecasts at the
"north screenline" before traP£ic from Ayd Mill is discharged
onto (or enters from) city streets.
= NOTE: Three east-west "screenlines" are drawn across the area
(Figure 21, p.68; text, bottom g.64). Traffic forecasts are £or
the number vehicles per day crossing the screenline in either
direction on the streets indicated, plus a total. Traffic cross-
ing�ther streets is not counted. In my discussion I have indi-
cated that traf£ic in both directions is included by adding words
in parentheses £or the opposite direction. Traffic either enter-
ing or leaving Ayd Mill at a particular location will, of course
contribute•to congestion.
The Evaluation Memorandum of 11-7-94 (attached) was the basis
on which the Task Force selected the alternatives to be
li�
3
recommended for inclusion in the EIS. Traffic forecasts for
the year 2015 (Tables 5t''a 8f'$� the Memorandum) show 7l000 to
80000 vehicies per day crossing the south screenline as compared
� to 58000 for "no-build". This was not discussed by the coasul-
; tants, and after it vas pointed out, Tables 5 and 8(and others)
were not inciuded in the Scoping Document. From these data We
see that for Alternative 7, 71000 - 58000 = 23000 additional
vehicies per day would come through the area, and for Alterna-
tive 9, 80000 - 58Q00 = 22000 additional vehicles,etc.
At the south end this additional traffic is expected to enter
the area (gaing north) at the point of connection of Ayd Miil
to I-35E since it is present because of the connection, (or
to leave the area, going south). This additional traffic must
leave Ayd Mill (going north) or enter Ayd Mill (going south)
from city streets further north except for a portion continu-
ing direstly onto I-94 for Alternatives 8 and 9.
(2) While Ayd Mill is able to handie additionai traffic, a
bottleneck would be created at the proposed north end terminus
�for Alternatives 6 and 7, at the I-94 service roads (Concordia �
and St. Anthony.)near Sne22ing --- already a cangested '
� and"carbon'iaoaoxide'aiz"pollution,
`as noted above. Those.familiar with the area are quit.e aware
of the current rush-hour congestion on St. Anthony, where
, traffic exiting I-94 (from the east) enters St. Anthony, most
of it to turn_.either aorth or south ori'Sneiiing.'At the inter-
section of tfie�I-94 Tamps and Snelling, Lraffic�going north on
;Snelling queues up to left onto I-94 going west, while
traffic going south lir�es up to make a left turn onto Concordia
and I-94 going east. A large volume of traffic entering Ayd -
�Mill from Snelling (going south) would be added to the latter. -
We do not have a good estimate of the volume of traffic at the
north terminus. The low figure of 15000 cars nn Ayd Mill at
the "north screenline" for four-lane Alternative 7(Split
Diamond Hybrid, Table 8 of the Evaluation Memorandum) is believed
to be in error since the corresponding number for the two-lane
Alternative 6(6B-2, Table 5) is also 15000. A forecast made
at the University of Minnesota shows about twice this number.
The area north of St. Anthony between Hamline and Snelling is
occupied by the Midway Center and Midway Marketpiace shopping
complexes (Figure 1, attached). The only passageway through
is Pascal, which runs between the two, not a desirable exit
for a large volume of tra£fic. On Concordia the Industrial
Post Office Station between Pascal and the raiiroad spur
generates much traffic.
For Alternatives 8 and 9, statements in the second paragraph
on page 64 of the Scoping Document (and Figure 20 on page 69)
suggest that a substantial progortfon of the "PM peak hour
trips" are not through trips. It is difficuit to discuss the
problem because estimates are not provided for the proportion
oE daily trips that would exit (or enter) Ayd Mill onto (or
from) city streets near Snelling and the I-94 service roads
�
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for Alternative 8(Figure 26, p.IQS) or on Selby near Snelling
: or at Grand for Aiternative 9(Figure 27, p: 106). <.Since the
next entrance/exit to I-94 to the north is at Vandaiia/Cretin,
it seems likely that a iarge amount of traffic wouid leave {or
= enter) Ayd-Mill at these points for Alternatives 8 oi 9
(perhaps around 20000 cars per day as best I can guess).
�- Obviously ve need better estimates. The Selby-Snelling Business
Association states that at present 55000 vehicles per day go
through the Seiby-Sneiling ^Crossroads��. Thus for Alternatives
7-9 a verg large amount of traffic vouid be exiting (or entering)
Ayd Mill in already congested areas; the amount wouSd be somewhat
less for two-lane Alternative 6.
-The Scoping Document taiks at some iength (p. 82-87) about the
reductions in traffic on north-south city streets for A2ternatives
6-9, with no mention of the fact that the reductions apply oniy
south of the points where traf£fc �ould be discharges from (or
enter onto) city streets from Ayd Mill. It also seems likely
that serious traffic congestion at the north end would result in
`: diversion of traffic onto other streets (Hamline, Pascal, Marshall.
Selby, and Lexington) to avoid the bottleneck at the north terminus.
`'� Large.=_amounts.of:trafficx;xjoing-�through.a-neighborhood make it'a"
� less desirable place to live, especially the kind of congestion
:: that couid be produced by some Ayd Mill alternatives. The
r-preservation__of neighborhoods is essential for the vitality of
*�our city'. Lex-Ham, Snell-Ham, Merriam;Park, and Ham-Mid are
good middle-class neighborhoods. Volunteers�in Lex=Ham,=where �
;:Z live, spend thousands of hours per year in fighting crime and
-;_ drugs, providing good recreation for our young peop2e, and main-
taining the quality of life and the environment. I believe that
the same is true of other narth end neighborhoods. Zf traffic
:� congestion becomes much �orse, meny wi12 like2y flee to the sub-
: urbs. It seems unlikely that they will be replaced by people
equally devoted to maintaining the quality of the neighborhood
�so that neighborhood deterioration, drugs, and crime could
easily take over. This will hurt business and adjacent neighbor-
hoods as well. We are fighting to prevent this from happening.
I see decisions about Ayd Mill to be crucial. St. Paul must not
take action which will resuit in the suburbs becoming more
attractive places to live than our city.
The serious traffic congestion at the south end of Ayd Mill
(especially on Lexington between Randolph and Jefferson during
the rush hour) has gone on too long and deserves prompt atten-
tion. However, bringing additional traffic into the area and
creating an even worse bottleneck at the north end is not a
solution.
�
(}
3. TRAFFIC MANAGEMENT
5
95-444
The collection of strategies know as Traffic Management
(TDM/TSM, A1£ernative 3) aims to reduce congestion by such
measures' reducing the number of single-occupant vehicles
in favor of a smaller number of multi-occupant vehicles, ,
by increasing the ef£iciency of traffic movement by metering,
for exampie, and by technology such as telecommuting. In
recent years these procedures have received favorable
commentary from transportation pianners in the Twin Cities
metropolitan area and nationwide. The St. Paul Transportation
Policy PZan Draft of June 24, 1994, included it in Strategy 1.
Except for such things as building new HOV ianes rather than
- converting existing lanes to HOV, this alternative is low-cost
in contrast to the very high-cost "build° alternatives, and
could be implemented in less time. Federal funding may be
available.
Reading of the literature shows surprising variety and creativity
in techniques used --- from (a) providing a guaranteed ride home
'� on short notice for multi-occupant vehicle commuters in case of
emergency or need to work late to (b) reducing parking space
-. requirements for employers whose employees achieve a specified
reduction in:solo-6river'commutirlg{�tr-ips':: Numerous of
t techniques give indication of their
effectiveness undeT different circumstances and indication of
long-term as well as short-term gains., Some could be applied
;� in the immediate Ayd Mill area,:oth'ers would extend,beyond.
"' , Jim Johnson of the Met Council Transportati Operation has
°` said that the average number of passengers per day carried by
' I-35W express buses between Minneapolis and the southern
suburbs was 11,100 in October, 1994. Thirteen park and ride
lots are�located along 2-35W to accommodate bus riders and
carpooler's. Don Ahern writes in the St. Paul Pioneer Press
of 1-9-95 that ��---the high tech, stand-alone HOV lane on
I-394 in-bound to Minneapolis now carries as many people in
far fewer vehicles during the morning peak hour as do two or
three regular traffic lanes chock-full of cars with one
person each". Provision of free parking for carpoolers on the
western fringe of.downtown Minneapolis is an added incentive.
Some businesses, such as 3M, have strong programs to encourage
employees to commute to work by carpool, van, or bus instead of
` driving solo. Rideshare provides a computeri2ed method of
matching drivers and riders £or carpooling. Telecommuting
proponents predict a 20% reduction in traffic by this means.
In 1 19Q, the Federzl Highway Administration published an
"Evaluation of Travel Demand Management Measures to Relieve
Congestion" (Rept. no. FHWA - SA-90-005). It evaluates six
area-based programs in various locations, including estimated
percent reductions in peak-hour car'trips, varying from 2.4%
to 17.8%. It also reviewed eleven individual-employer based
programs where peak-hour car trip reductions ranged from 5.5%
to 47.6%, with 6 of the 11 having reductions greater than 20%.
The paper discusses factors contributing to the success, or
lacR thereo£, for each program, some of the reasons �rhy some
(3�
0
have not achieved their full potentia2, an@ how they can be made
more effective. Among'the conclusions (p. 28-29):
"The accomplishment�of a TDM program depends entirely on the
actions that are applied. If drivers_are presented srith no
alternative that realisticaily competes with the private auto,
;=they wiil"not stop'driving. And if driving continues to be
subsi@izec3 in the form of free (or heaviiy subsidized) on-site
- garking, alternative modes wfll represent bad economic choices
£or travelers. If these £actors are conEronted by a TDM program,
• raLner tnan tne exception. Where TDM programs have heen observed
with average or iimited trip reductions, it is obvious that these
,, fundamental reiationships have not been incorporated in the design:
"Placing modest expectations on TDM un£airly diminishes its
potential to be a major factor in determining long-term '
infrastructure needs." "In summary, the potential for TDM
appears to be limited only by expectations built around conven-
tianal experience with many progzams that have achieved minimal
resuits."
Looking at the reduction in traffic on area streets in 201S.that'
"wouid be achieved according to forecasts Por Alternatives;fi-9,
.. -- :.we see that the results are rather_modest,.�Tables.11-14,,pp.$3-8�
`�;of �the��ScopYng� Document} :"Ifi' aa'area , of inajor concern, south
' Lexington, the greatest reduction in average daily traffit is for
two-lane Alternatives '68-1,2,3, (p.83), represented by Alternative
:6, a reduction'of 8000 cars per day or.31% from "no-build�'.
�- �'(Aowever, this may be an error,since -it:`is doubtful.,that ,a two-
�lane road would reduce"traffic more tiian the comparable four-
�lane Alternative 7,which has a reduction of 4000 cars or ; i5% (p•84)
=The second greatest reduction is 6000 cars per day, or 23%}..for
`Alternatives 8 and 9 (p,86-7). �Y'
"When these reductions, at very high cost plus disruptions, are
''compared with reduCtions that are deemed possible through a
collection of well-planned and well-executed traffic management
measures, at much lower cost, it does seem that traffic
management should receive greater emphasis.
Unfortunately, it has received scant attention. For example,
the Evaluation Memorandum of 11-7-94 states that "there would
be minimal change in traffic volumes on a12 streets for the
TSM alternative" (p.7). Negative statements weze made from
time to time during Task Force meetings. The Scoping Document
lists no advantages for Tzaffic Management in contrast to
several for the "buiid" alternatives (p.81). Also, under this
alternative, the Scoping Document lists speci£iC actions, when
What is needed is an evaluation of a12 strategies to determine
which are likely to be most effective in our area and how much
improvement can be expected. For example, one of the most
effective strategies, promotion of preferentiai parking, is
dismissed with a provision for "continuation of existinQ HOV
parking subsidies in downtown St. Paul and downtown Minneapolis".
(p. 34-' 7)
�4
rocus an �mprov�ng access, not mobiiiiy, CL sa�s� _ 444
firom Effecdve Transir Invest in bi]e and mus Qansi6 we nerd to �ansponation or transit infrasauc- viabiliry of bus aansit in saving
Acxss w 7obs and Servicu, Cui- look az enhancing accessibiliry w nue mvesmKau... rhe svburb-co-suburb maziccc...
uns Lengue. lawary 1995. jobs and savicu by measures such
as land-us� planrun and use of Recoaunendati n Two•
In iss transit swdiu, the League has
focus�d � mo�ing peopk and not
on ryprs of vehicles or teebnolo-
gia. In the tazk foice watk, this
thinbng has cvolved w focus on
improving accas w jobs or xr-
vices—which might or aright not
involve nmbiliry through vazioac
fomss of aanspoisapon...
Racher than jutt looldng az auwmo
The Minnesota Joumal
w�rs+
E61a—Daa FL Sdvoeder
Cuitr�hrtyg E6br —Ted KoWxie
g o .lmprove
telecommunicanon technology. access t� joM and servias through
:� � a number of iclativcly shott-tctm r
Rernmmendation One: Trans- acrioas. Investrnena s2wuld be
porrarion and csnsit pmgiams and made co encourdge riding cogctha
fimding should be driven by and or usc of aanspoaarion subsatutes
complcment a'big picnue" vis3on xatlm than driving alonc...
of livable communiria far the axt-
ropoliran n-gioa Un�l this vision is (Dkvelop sevual comp]ere hubs in
furtha dcveloped and methodt for flx suburbs with all of the neces-
implemenring ic aze assuied, we sary Ioca1 colleaor and dimibudon
should not make fiuiher major __"sQokes" w better de�rsmine the
Conrinued frnm page 2
of the floW of caffic on rhese road-
ways. Tnis would also involve
expanding high-occupancy vehicle
(HO� infrasQUCNte invest-
menu...
We...encourage an acwal demon-
svanon of road pricing...
�a::.?:,._ ,,, ..
, �-� �� , •' '= - Tne Legislanue and Metropoli[an
The Minnesota Joumal QSSN �747•94a9j ¢ a
�� � y � �� � a �� Council shou3d exploie increased
� T �„ ��� �� incentivu to developers, building
na,, �oe S. n�ira Sc. Sune soo. M�nneaoora,_ _.managus and employas [o insure
MN 55ai3, wu�am .�av�one, ae�aent �: that all new developmeni can be
-> dei and co;m�ernary are drawn tmm a oroaa connected by convenient ttansit...
ALso ' 1 d ' infra
range W perspennes antl ao rrot necessariy
reRacc League v�i6ors on Pd'u.Y 5u�tiors. Tt;
Joumal a published on�e a moMh. Sero�
�a Pos'aqe Oad S Mim�PO45. MN.
ivnuaf sffsv¢�Iwn reie kr ravnan*�es s Sa4 �
m� i2 �. o�o� �� a� � s�ua�s
079t o by rrw12 tr�e aho�e atloress.
P�ar�aster. Scn7 aeaes charges w itie n�tm�
resYa Jwma'.708 S. Trud Sl� Suhe 505. Mn
re�o76, MN 55a75
Februdry 74, 1995
, huyc e an pedesman
swctutes should be expanded...
The Meffopolitan Cowcil should
implement addidona] Team Transit
iecommendaoons...by expanding
shouldus and other bypasses at
inurchanges thac faciIicare the
movement of busses, carQools and
vanpook along roadways or onto
frxway access tamps...
Deep diccount parldng inanrives
for caTpools and vanpools...should
be expanded...
Thc Meunpolitan Council should
explote iegional regularion of the
taxicab indusvy...
Develop addirional capaciry...co
effecuvely connect ten�al-ciry res-
idenu to the growing suburban job
market...
Developaddirional•andsigriificanc �
park-and-ride lou at the ineersec-
tions of some major azterial roads
with the freeways.._
�' High spesd buses offv an �attrac-
' tive altemarive to dnving alone
along important suburb-to-suburb
commute routes...
Recommendation Ttvee: Trans-
portarion expenditures should be
:eviewed against a "big picture" for
the region's development, whi7e
new methorls for financing major
long-revn rransporta6on nee.� are
dtNSC�...
MINNESOTAJOURNAL
We iewmmrnd that the Ltgisla-
nue promote addirional telxom-
muring...
The Minnesota Dcpazm�ent of
Transportaeon should expand
metering of all frxway aaas
xaznPs. dcvelop addirional hiSh-
ocwpancy vehicle bypass ramps
and ezpand �lecaonic surve�7lance
�^.�.,.:......� .......�. z
The Metmpolitan Council, wirh
assistance from the 34member
Transportauon Advisory Board
(TAB), should uc prioriaes for all
major sanspottarion invutnents
for the meaopolitan azra...
(T')he railtnad au[horiria of the
uven mcvopolican area counva
should be eliminated...
We need new waya of financing
majorlong-range transponarion
' invesffnencs. These methods should
include: •Road pricing to pay for
major uansportarion impmvemenss
in built-up areas... *Full-cosc prio-
in¢ for exurban corrtmunioa and
commuKrs....
The Ixgislanue should...hold off
implementation of any new major
source of uansit or highway fund-
ing for improvemenu in the built-
up urban potvons of ihe seven-
counry metropolitan area unril
1997-8.
�
Te�ecommut�ng couid cut work trips 21 % by 2003
From ie�emmmuting in dx Twin
Gria Meaopoli[an Area, Minnesa
m Deparm�enr ofTransporrarion,
April20,1994.
A phone sisvey about ctiucent tele-
rnmmu�ng in tlre Twin Ci6a ma-
ropolitan area ffCMA)_ revealed
�«'m' 1�It5dS1a 1DfORf181104
• 2(1 perccnt of paid emptoyces in
d�e TC1viA telecommuce az leau
oix day per mon[h � 17 pucenc of
emp]oyxs telecommute fiom
home on an avere�e of two da�5
2
Per w�k. � 3 percent of employees
u7xommu[e from a sacellite wo�
locavo4 tather thar� commutirtg w
a cenaal wor},place, on an average
of approzimarely four days per
wee}:. � Overall, on avua¢e. about
4perccnc ofemployces ulxom-
mute per workday from citha
}IOIIY OT 2 52ICll1[C IOC3Si0II. _.
It is atimated thaz cuirendy tele-
commuting:educes ivorkxommure
va`ve} (i.c., vehick-mila) 6.2 per-
ant in both the moming and
evrning rvsh hours...
MINNESOTAJOURNAL
In 1990 cansit earsied 4.9 pereent
o1�ta F'�rips 6ccween home and
worlc--about thc same u [elecortt-
mu[ing fmm home (5246) (it is fur-
t�T CS'�d2� SE12I ItaaC111R1➢ft71t
from satellice wort; ]xauons
ieduca work-commutc travd an
additional 7 percent Thus, wodo-
commuu tavel is reduad a toW of
62% in each iush hourJ It s6ould'
be no[ea,�oiveva, thaz cansit and
telecommurine aze not companble
in all �tspecrs. Tiaasit pafams a
larga role by providing a minimum
level of mobiliry for those who can-
not diive or cannot afford a car and •
urves non- work trips u well u
wodc�commu�e trips...
MnDOT Releases Report on Telecammuting to the Legislature
July 79, 1994
In 2992, TCR mef with Representative Connie Morrison in an attempt to gain fimding for a full-scale .
mazket analysis of telecommuring in the Minneapolis-St Paul azea. The assumprion was that
telecommuting was aIready a significant factor-in travel patterns despite the conventional belief to the -
contraty ihat it-was.insignifican� Althougli�ttib project:TCR°-promoted was unfunded, MnDOT was" :.
given.the responsibility to pre�are a report on the subject. The resulu surprised many ana connrmed
TCR's hypothesis. �!'his report inaicates znat:
`_: • 20 percent of paid employees in the Twin City me�opolitan azea telecommute some
of the rime. • ,
• 17 percent telecommute from home an average of 2 days per week
`• 3 percent telecommute from a satellite location an average of approximately four
\ days per week. . - � .
�. Overall, on average, about 9 percent of employees telecommute per workday, from
} home or a sauIlite iocation; they do so abont 2.5 days per wak.
While it is rewazding to have TCR's position reinforced by these fmdings, much more needs to be
done. The full market analysis is still criricalty needed. Efforts continue to fnnd such a project,
incorporaring other factors wfiich TCR has devetoped as part of its soon to be announced
implementatioa Program.
It is oprimistica�ly estimated thaz up
w 40 pe�ent of the TCMp wor�;
foice will be tetxommudng wme
days in thEyear 2003.'Fhis could
ieduce work-convnute travei abou[
21 percent Under this opamistic
scenazio rotal msh-}wur travcl
could be ieduad about 8 pe:r,ent in
rhe moming and 4 peicent in rhe
evening in thc year 2003.
;�
J
lnterstate 35 W
express lanes
toward Burnsville
•.- �
VVednesday
<<-�-
T he morniag and
fate�afternoon jams
on Interstate 35W
through Biooming-
ton and B�nsville
should ease a bit
Wednesday whea
the new high-occu-
pancp vehide ea-
press lanes open DON AHERN
for the morning ���NC �
zush hour.
The eztra lanes, -
one in eaeh direction, extend for siz
adleshet�een?6th Street inRic�eid,
just north of I-494, and Burnsville Park-
way in Burnsviile. Buses, other ve6icles
carrying more than one person, and ma
torcycles wiA have eaclusive use of the
diamond-marked�lanes irom 6 to 9 a.m..
and 3 to 6<p.m. seeekdays. At other times,
all traffic may use the express lanes.
Theq are separated fzom the regular
lanes only by pavement markings.
Construction on the far.left lanes;has
made travel in that area more than,an-
noying this summer. The extra lane3 will
grovide much•needed congestion relief,
and not only for the multioccupant vehi-
cles that are allowed in them during rush
hours. But with those in their own lane,
there will be more room for single-occu-
pant cats;Qn the other two general traffic.
lanes.
� CONTINUED FROM lE
Even so, there are se .nany ''
�driver-only vehicles that those two
lanes probably will continue to be
slow-going during peak periods.
Sut vehicles using the express
lane should be able W bypass the
slow-moving traffic and gain sev-
eral minutes in their commutes.
'Shat advantage is itstende�io per—
suade more drivers to share rides
or take the bus.
-. Be warned, however, lest that
open lane be tempting to unac-
companied drivers; the Siate Pa-
trol will issue tickets for unautho-
rized use of the express lane
during rush hours. It's classified as
a moving violation and will be
added to driving records, possibly
affecting insnrance rates.
to keep eye
ui aaauion to u�e new lanes,
registered car poolers using them
^an get reduced rate parking in
lowntown Minneapolis if ihree or
more people drive together at
least four times a week. Poolers
and busers can arrange for a guar-
anteed ride home program that
makes it easier to get home in an
emergency or if work keeps them
late. Call 349-RIDE for details.
Several park-and-ride lots and
bus stops along I-35W add to the
:onvenience of the high-occupancy
�ehicle lanes. A new one wili open
soon at Minnesota 13 and Nicoilet
Avenue.
;� Special northbound ramps lead-
� mg to the express lane start from
^ounty Road 42, westbound Min-
,'nesota 13, Cliff Raad and 98th '
Street. A soathbound ramp is also
at 98th Street.
�
;�� �.:,
,- .-
�5-
�4��
,, .
l�
TRAFFIC/Yatrol
on express lanes
�
It is appazent that the degree of success is very dependent on
the quality of pianning and implementation as vell-as on the "'
Iocal situation. The success o£ park and ride lots, for example,
varies with location, amenities provided, and convenience of
transportation. _Therefore, I strongly urge that consultants
, empioyed for Ayd Mill Road be highly competent, experienced,
and believers in the effectiveness of traffic management
techniques.
Photoccpies of some recent articles are attached.
�
4. THE ERROR IN TRAFFIC FORECASTS
For proper interpretation of traffic forecasts (pp.67-'l4� 81-87)
one needs to allow for the large error to which such forecasts
are subject. The error arises from imperfections in the model
itself plus unavoidable variability in the huge amount of input
data described on pages C-5 to C-14, most of it coming from
sample data for 1990.
Such error is discussed in the literature and is apparent here
� from.inconsistencies in.,,the'xesults`presentefl in the .Evaluation�:
�` Memorandum of 11-7-94. Foi example, in comparing the two-lane
„spiit diamond alternative (6B-2 in Table 5) with the
F >`corresponding four=lane split diamond hybrid_(Alternative 7,
Co2umn 4 of Table 8j, we see that•the two-lane alternative
`� reduces traffic on,.south Lexington by 4000 3nore vehicles"=-°
*� (18000 vs 22000) and has more vehicles on Ayd Mill at the south
screenline (22000 vs 17000) than the four-2ane a2ternative.
,.At the central screenline the £our-lane is carrying more traffic
:� on Ayd Mill (27000 vs 20000). At the north screenline the two
�' alternatives have equal volumes�of traffic on Ayd Mi12. For
=, the two-lane, Ayd Mill carries 20000 - 15000 = 5000 fewer cars
at the north than at the central screenline; whereas for the
' four-lane it has 27000 - 15000 = 12000 fewer cars at the north
than at the central screenline. The 12000 zeduction in traffic
on Ayd Mill between the central and north screenlines for
Alternative 7 is much greater than for other alternatives and
is believed to be in Qrror. (The.split diamond rr spur
foreCasts are the same as the split diamond hybrid.) The data
for '�no-build" is not comparable since Ayd Mill ends at Selby
for "no-build".The forecast for Alteznative 7 is about half
that for a forecast made at the University of Minnesota.
A2so Lexington carries fewer cars at the south screenline
under Alternative 6B-2 than for Alternative 7(18000 vs 22000)
but more cazs at the centxal screenline (23000 vs 19000).
These inconsistencies are not easily apparent in the Scoping
Document since tables for the north and south screen2ines are
not inciuded.
When forecasts for 2015 are compared with forecasts for compar-
able situations for the year 2010 made in 2988 by SRF some
; large differences are apparent, not always showing lower counts
for 2010 as one would expect. An explanation has been given
� .
Transit company set
t� build corrunuter
.
r sta.tiori of the future
° ■ Retail/serviee comptex wiil offer
harried workers one-stop shopping
BILL GARDNER stt� wRrteR '� �`� q.. ��
S o you're o[f to work, but first you've got to drop the kids off
� at day care, pick up the laundry, grab a doughnut, get some
Hamburger Helper for supper ... and the dam car needs a
� tuneup. v
_, No problem. You can do all that and more at the park-and-
ride lot of the future. And iYs coming soon to Burnsville.
The Minnesota Valley Transit Authority is about to build a
` ;2.8 million park-and-ride lot that will handle 600 cars and have
a new bus station where people can wait for a bus in comfork
. And in what may be a unique feature in the country,:the
MVTA plans to develop the lot with retail stores and possibly
even a housing complex. Day-care centers, convenience stores,
laundries and auto service centers are among the possibilities.
It's like a one-stop shap for people commuting to- work.-
a� . ",What we'ze trying to do is make thisattractive tor people;", r
Park;�ride arid �::
Commirters'fiom:, ;�°
� the. Bumsviiie a�eat'
soon wiii be abfe to
do more than park
their cars at an
innovative bus
s2aUOn developed � �
� bytheMinnesota �f="w.�
�, tf�,+�:<
VaileyTcansit =+�s -• ,
._�
I Authority. The new i±�:^�-� 4�.
I transit hub will �""" `"` �`
' provide commuters ` ` ,��' ' '
�..-�..�: �: ;
with a place to get s}' y
their cars serviced,
drop off kids at day `
care, pick up dry
cieaning and buy a _
cup of coffee or a �� ��:
carton of milk. Y�
95-�r44
Sucb a deal. Here's a good
deal for southem su6urbaaites
working regular hours in Minneap-
olis. '3—i—Y�r.
The Minnesota Valley Transit
AuthoriCy has acquired a number
of parkiag spaces in the Orchesira
Hall gazage. The spaces wi11 be al-
Iocated to car pools of three or
more riders per car at #25 per
month. Split three waps, thaYs on-
ly #8.33 a month to park.
The deal is aimed at reducing
the number of single-occupant
cars on I-35W. Only car pooLs ga
ing north on 35W into downtown
Minneapolis will qualify. The vehi-
cle must carry at least three peo-
ple four or more'days per week: �
All the ridezs must register and
receive further details through
Minnesota Rideshare.349•7433.
ARisYs rendition of proposed
:ransit hub.
#'- _ _
� ._ �
�
�
�
P�ARK � � -
� cormNUeo Fnon+ �a
said Beverley Miller, MVTA executive
director. "The gosl is to have it conve-
nient for the riders to do their before-
work and after-work trips here."
The tot at Minnesota 13 and Nicollet
Avenue is scheduled to open in Novem-
ber, when the high-occupancc vehicle
route opens on Interstafe 35W from
Bumsville Parkway to Interstate 494. So
commuters will have a choice — take
their own cars and fight their way to
work on a congesied freeway, or go to
the park-and-ride }ot, take the bus and
whiz along in a nearly empty lane.
The goal is to make bus travel so
attractive that people wi11 want to do it.
Take the bus and leave your car for
service at. the park-and-ride lot. Leave
your kids at the park-and-ride day-care
center. When you return from work, graD
a galion of milk and a pizza ai the conve-
nience store. '
The 3,000.squarrfoot bus sution is �
scAednIed to open in 1995. The
building will have -the MVTA offices on
the top floor and the bus station on the
Io�ver floor. Miller hopes to add more bus
serqice so that peopTe�won't hace to wor-
ry about the bus schedules.
"We hope to run them so you don't
need a schedule;' she said. "There would
be a bus every 10 minutes or so. People
mill know ihey can come and get a bus."
The bus sWtion will have buses going
to_ Minneapolis, St. Panl, the Mall ot
Amenca and the intemationa] airport.
Tb P tarco r ....._,.... ...:.L - --:a..- --'-
bus station "gives transit'�some presence
in fhe community," 11�iller said.
The station will have computerized in-
formation kiosks to hook riders up with .
the appropriate.Luses, vans and caz
'pools. The Iot wilt�be lighted and thg :,
station will be a gleasant place to wait
for a bus, out of the weathu, Miller said.
The Bumsville bus station is a pilof
project that may lead to similar stations
if it is successful,.according to a Minne-
sota Department of Transportation spo-
kesperson. .
The MVTA serves the cities oi Burns-
ville, Eagan, Apple Valley, Rosemount,
Prior Lake and Savage. The average dai-
ly ridersbip has increased 25 percent
since 1991.
The transif authority now operates a
park-and-ride lot across the street from
the new lof. The cvrrent lot holds l25
cars, but Miller estimates that more fhan
300 drivers are trying to get into the lot
each day.
The MVTA is working with the Burns-
ville Economic Development Authority
to find a developer for the eight acres
�slateC for commerciaa aeceiopmem. ..,�
Mt�TA spent;800,000 to buy the 15 acres
for the lot and hopes to pay the operating
expenses vcith money from commercial
leases.
Miller said a housing development on
the lot might be attractive to semor citi-
zens or disabled people.
"It would give them convenient access
to multiple destinations," she noted.
Miller envisions having weekend art
shows or a farmers' market or any num-
ber of ofher communify activilies- The
park-and-ride lot will be a place to go for
0
95-t��+�
that forecasting methods have improved over time, which is
certainly true. However, the "error"`stated for the Z988
forecasts was about.the same as for 1994.
In Task Force presentations it was claimed that the error of
, the 1994 forecast was 20%, then 15-20%, and finally 10-15%.
'^A similar situation occurred in 1988 when the error was said
to be 15-25%, then 5-15%, all much lower than is reasonable.
The method used to caiculate the "error" finally was explained
as follows: After the model was set up, current data (1990 I
believe) was entered and the model executed. Results were then
compared with the known current data. If the difference is
,larger than desired, "adjustments" are made and the program
° rerun, results compared, further adjustments made, etc.
The difference between the last results and known current data
is then designated as the "error". This obviously does not
''measure the error in the forecast for 2015, but rather how well
the adjusted model can reproduce current data. It is not clear
that the ��adjustments�� improve the forecasts for the future.
They are subjective and depend on the person making them.
In the�"Memorandum on,'the.Travel Forecasting Process":(Appendix C),
� th'e Scoping'Docnment does,not convey the impression 'of a large
forecast error, but rather quite the opposite. Travel
forecasting for 20 years in the future is obviously a difficult
yand complex process. The forecasting process developed for the
Twin Cities Metro area by'the Met.Council and, MNDOT may well be
•"state o£ tii"e' a�'t" as,ciaiined and"adeqi]ate for the purpose' �"
; intended. -
It is weil known that a model developed for a large region such
as the Twin Cities Metro area is less reliable £or a small area
such as the Ayd Mill travelshed.
Finally,on p.C-2,last paragraph, it is stated that "Certain
assumptions made in travel forecasting can have a profound
impact on the results of the forecasts". Obviously, if the
assumptions are not correct, and we cannot be sure that they
are, then results are affected. We should know what the more
important assumptions are.
5. COSTS, SOURCES OF FUNDING
Costs and sources of funding are important considerations.
Some say that the estimated costs of Alternatives 6-9 (Tables
11-14, pp.83-87) are much too low. Again, good decision
making depends on realistic information.
Spending close to a million dollars on an EIS is justified only
if there is reasonable prospect that funds for building will
be available later. It is expected that money for the "build"
Alternatives 6-9 and the downtown connection would be 80%
federal and 2�%'state. In view of the necessity for and great
difficulty in budget balancing and deficit reduction, plus large
2�
E
numbers of competing requests Por funds� it agpears to me that
the out2ook for fnnding is bleak. State fuads are obviously
limited as weli: A draft position paper of the Met Council,
dated October, 1994, (attached) indicates the gravity of the
situation. It seems to me that discussioa of these matters
shouid be included in the Scoping Document.
COMMENT ON BIISINESS INTERESTS
The Selby-Snelling Business Assn and Midway Chamber of Commerce
have taken action in favor of A2ternative 8. The feeling is
that businesses need more "access". In fact, the area currentiy
� � has excellent access as compared with many businesses in St.
~ Paul.The Selby-Snelling Business Assn advertises that 55000
vehicles per day go through the Selby-Sneliing "Crossroads".
University Ave carries 22000 vehicles per day in the area,
_ Hamline about 15000 at the north screenline. I-94 is vithin
about a half mile. Current access from the southern suburbs
to shopping facilities in the area is quite good except during
the PM rush-hour.
,�_.Shoppers be.discouraged;by, the produced-..
, at the nortYi end by the estimated 20000'�additional vehicles
per day going through the area. This wouid have an adverse
`effect, especiaiiy on _small businesses vith limited parking.
� Deterioration of the rieighborhood as a resuit of congestion,
aiong with accompany,ing problems,=�ould be.ve�y detri�pental
to business. � .
° OTAER COMMENTS
t�
c
A number of statements in the Scoping Document are incorrect
or confusing. Some questions have not been addressed. I
wi22 indicate a fev.
�' p.27, first paragraph under "Tra£fic Con estion". Whatever is
done to Ayd Mill will not "reduce vehicular congestion and
pedestrian safety problems throughout the southwestern portion
of St. Paui".poiiution and accidents will not be reduced, but
rather increased, at the intersections on Snelling Where they
are now the worst.
=A•64. The first sentence does not make sense.
� 64 third Daraara�h. The "consistency" referred to is only
what would be expected in any set of forecasts and does not �
"ensure" anything.
p.64 and Figure 19. The statement, "FUrther analysis
lndicates that fewer than 1 percent o€ the trips generated in
a11 of Dakota County involves Ayd Mill Road", is irrelevant.
p. 64, 2nd paraaraah, lines 5-7 give statistics for the
"study area" without defining "study area". The term was used
with three dif£erent meanings in presentations to the Task Force.
p. 70, top. Consideration oE the impacts of some alternatives
on local streets north of University Ave: should be included in
the Scoping Document in the same vay that impacts south of
�
.
r o - - ,- _ . r
2-94 are,�rather than postponing all consideration to the EIS.
The Task Force vas promised data for a screenline aorth oP "
University Ave. for the Scoping Document. -
Fig. 25, .104. The traffic impacts for Alternatives 6 and 7
at t e at-grade crossiags vith Concordia and St. Anthony shouid
be discussed ott page 82.
Fig. 25,26,27, pp.104-206. information should be provided
about access to Concordia College Por Aiteraatives 6-9.
Apparently,there is not a Hamiine or Marshail entrance/exit.
Concordia aad St. Anthony Aves wouid be congested routes.
To go south on Agd Mill vould require a ieft turn from Hamline
onto St. Anthony and then another ieft onto Ayd Mill (going
; south). On page 75, first paragraph we read that the four-
Sane alternatives would include access either at Selby or
Marshall. The Selby access is not convenient to Concordia, and
no Marshall access is shown. On page 79, third paragraph under
"Recreational Access", it seems that access to Concordia's
Gangeihoff Center vould be af£ected.
CONCLUSION: On the basis of the inEormation presented, my
own assessment is that the Scoping Document is not of a
quality _that,,I ,WOUld,.like ,to._..see go � fozward =in an EIS,': = . . _ . ""
'�"- :. = ... -- - ' -
About my background: I have been a iong-time resident of the
_ Mill area, involved in Ayd Mill activities since 1981.
Z am a professional.�statistician,-�rith a PhD.from the `_
University of Minnesota in mathematics and statistics (which
'includes modeiing as a sub-discipline). I have held positions
x�at the U oF MN, Columbia, Vanderbiit, and Johns Aopkins
� Universities.
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March 8,1995
Ms. Lucy Thompson
Planning and Economic
1200 City HaII Annex
=��5 West Fourth Street
-�
Development
St Paul, Minnesota 55102
SUBJECT: AYD MILL ROAD RESPONSE
Dear Ms. Thompson,
_.>
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The Lexington - Hamline Community Council at its Februazy Board meeting
took action regarding the Ayd Mill Road EIS Smping Document.
.- The Boazd wants Eo reiterate that it opposes any southern linkage to I- 35E
° that worsens the traffic in the northern pazt of this corridor. •Lexington �- •
�- �'- Hamline�. Community Council iecommends that'during'the nezt phase of'the
EIS that the city employ a,consultant that has experrise in Traffic Demand
`� Management and Traffic System Management. We would recommend that
; �� the city take actions to implement T5M/TDM strategies prior to completition
-° of the EIS. Lasfly, the Boazd is supportive of all of the Ayd Mill Road F%. �,
; �'Coalition's principles except for the lasY one relating to removing all freeway
alignments from consideration. Thougli'there is liitie support for any type of
freeway, it was felt at this time that ail options should be reviewed.
I am available
the efforf you
informed.
to discuss this position with you. My thanks for your time and
have committed to ensuring that our neighborhood is kept
cc Councilmember Blakey, Mayor Norm Coleman,
Mike Kiassen-Public Works, Ayd Mill Road Coalition
The Lexington-Hamline Community Council
"Serving the Lex-Ham Neighborhood for over 25 years."
1160 Selby Avenue, Saint Paui, MN 55104 (612)645-320�
�wr. w r e. ay.re n.a a+..
25
WRITTEN STA7EMENT
Name:
I�cr�z�a� �fl
r
S:
S
QATA PRIVACY WARN[NG
Al.L °WRITTEN STATEMENTS" WILL BE INCLUDED tN THE
RECORTT OF THE MEETING.
AYD MILL ROAD ' `�
Comments must be received by March 15, 1995.
Statemern: �` a+^. o t.�c ' e �.�.++
c� S'r 5 � Frn � C�-„ s-h�..t I.,� -�-c l(� a.. s•
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GHECK ONE
❑ Eiected Officiai
� PubficAgency Representative
❑ Group Representative �
� Private Citizen
Position, Agency or Gr.oup:
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WRITTEN STATEMENT
f ;. �-r---- ----
Name: � � j�� ROBERT MARES
Address: _-- 855 SO LEXINGI'O1V PKR'Y .
; `� SAINT PAUL, MN. 55116
DATA PRIVACY WARNING
ALL "WRITTEN STATEMENTS" WILL BE INCLUDED IN THE
RECORD OF THE MEETING.
AYD M(LL ROAD
Comments m ¢e rgceiv�, by t�iarch 15,1995.
CHECK ONE
❑ Elected Officiaf
❑ Pubtic Agency Representative
❑ Group Representative
� Private Citizen
Position, Agency or Group:
�
�
Statement• Traffic aln„g r.er;,, .�� ■�,.tr n4 Alh:nw ... a�oge3aea �se iaetvaee�-
Coneids7aL1E 83nce 34_� eaens�a �■ a Pn..t�.b�, a..«at s.e° t38�€#e C!='! e'tY �co
to 7,ezingtoa te Tefferspn to Ayd Mill Hoefl. Sonth l�ennr� _ tho T04Gr�
,a s resnit of the increased in traffic on Lezin on rr wrty h�,a e.�,...s.a .w..... co ����
Ita a speednay � eometimes diPYiCUlt in eettiag nnt nt �av ������
To reduce tranFfic alone I,esinPton Parkra� l��a.»�, 4,...,� ns.,a,.�. �e de€°e3eea` i �
oeema to ee leave �vd Mill Eoad the vay�+ i. _ otren at 95.� at Jefteraee ane �,.w„��.t
I-9� a
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�-
DOUGLAS K. ZANG == -
"1377 Wellesley Avenue . St Paul, MN 55105 .(612)"690-9931
�.
March 9, 1995
lvir. Milce Klassen, Project Manager
`St. Paul Department of Public Works
�00 City Hall Anne�c
25 West 4th Street
St. Paul, MN 55102
Deaz Mr. Klassen:
95-4#4 �
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This letter is a formal "Written Statement" Submission that should be included in the record of the
Ayd Mill Road Public Meeting. I am writing as a Private Citizen. I thank you for giving me the
:.' . . �=opportunityto provide publicinput. �.: ,. . _ . .. ,. , , - .
I have a number of comments that I hope you wil] find constructive regarding i) general issues
`about the project, and 2) the scope of EIS study outlined in the Scoping Document/Draft Scoping
� Decision.. a
. - , �� - '_ � - S'{
�You will notice throughout this letter that I have not spoken out in support of any particular
= �aiternative. I understand the purpose of the Scoping process. I p]an to read the Draft and Final
EIS documents, and I will then be able to make a more informed decision. However, I am also
committed to these documents being complete, objective, and in the best interests of the impacted
community. My neighborhood is important to me and I am concerned for my neighborhood's and
city's well-being. That is why I appreciate the large amount of work that you have already
devoted to this project, and the larger effort to come during the EIS phase. I hope you in turn
will appreciate my efforts in writing this letter as constructive recommendations to consider.
GENERAL ISSUES ABOUT THE PROJECT TTSELF
One of the speakers at the Public Scoping Meeting made a keen observation about the way
highway projects affect an area. To paraphrase, he stated that a highway that traverses an area
should be constructed so that its impact is appropriate to the scale of the surrounding community,
rather than making the community adjust to the impact of the highway. (He certainly said it better
than I did!) This is fundamentally true in a community that is long established and stab�e such as
mine. There are plenty of examples in the Twin Cities of major _highways shaping the destiny of
the communities they traverse, with good and bad effects.
I`support efforts to remove traffic from local streets such as Lerungton Parkway and Hamline
��
Avenue, and I be&eve that a roadway such as Ayd I�ll Road would be of benefit to the emire
metropolitan area. However, that benefit has to be tempered with the understanding that the "
entire metropolitan area will suffer if my community deteriorates from large volumes of uaffic
diverting from existing metro &eeways.
I also be}ieve that the I-94 connection should enable Ayd Mill Road users to access both
directions of I-94. Many of the transportation problems in this metropolitan area can be
attnbuted to lack of complete access at interchanges. What may have seeme@ reasonable in the
1960s may not be practicable with 1490s demand.
_I am cancemed about Ayd Ivfill Road serving distant suburbs as a commater road without any
�tangib}e beneSt to the svrrrounding community, despite the conclusions of ihe Scoping Document
'to the conuary. The oag l of providing a 40 or 45 mile per hour speed limit n a four lane Ayd
lvlill Road facility is unrealistic at best. since that speed is currently exceeded even wiih Ayd IvTill
Road's sabstandard ramps and design. In fact, the currrnt signed speed limit is 45 miles per hour.
I would suggest that the way to provide a facility that is at the scale of the communit�and witl
benefit the communitv is to ensure that it provides smooth, safe, moderate speed transportation
through the area. This couid be accomplished through measures such as 1) judicious use of a few _-
�vell-spaced at-grade intersections; 2) trafiic signalszimed taa reasonable speed such as 35 miles "
per hour, and 3) explicit signage warning about speed limits and the timed signals (such as e�cist
on Cretin Avenue).
;�
COMMENTS ON SCOPING DOCUMENT/DRAFT SCOPING DECISION �
�I-35E/I-94 Downtown Altemative: A primary purpose of the Ayd lvtill Road project is to serve
u�c by connecting I-94 and I-35E (along with ]oca! access connections). The proposed scope
of the evaluation of the I-35E/I-94 downtown connection includes Ayd Mill Road remaining in iu
current (No Bui]d) condition. Even with a direct connection in downtown St. Paul, it seems that
Ayd Mill Road woutd remain an attractive route for those motorists traveling between I-35E and
the Midway area (and beyond) that are familiar with the roate. Ayd Mill Road would avoid many
miles of misdirection, and might even be faster under certain wndirions, even with its indirect
access at the north and south ends. Therefore, if Yhe goal of the downtown connection is to
minimize the impacts associated with Ayd Mill Road improvements, the downtown connection
should be evaluated in conjvnction with obliteration of Avd M'itl Road �.e., the linear park
alternative). Otherwise, you are comparing apples and oranges in comparing this alternative to
altematives that reconstruct Ayd Mill Road. I would like to suggest that the Final Scoping
Decision Document require the downtown connection to be evaluated with and without the linear
park in the DEIS.
TranspoRation System Managementli'ravel Demand Management Altemative: TSM/TDM
measures should be considered in the EIS in conjunction with all build altematives in addition to
2
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95-444�
}ust by itsel� and the Final Scoping Decision should state this. I was unable to find mention of the
issue of ramp meters in the Scoping Document. Mn/DOT shouid commit to the use of ramp
' meters on ramps that cazry uaffic from Ayd NI'ill Road to either of the Interstate�ighways.
Otherwise, operations on I-35E and I-94 may suffer. In addition, Avd 2vti11 Road should not
become a more attractive route for motorist trips because freewav routes elsewhere require rush-
hour commuters to stop at ramp meters. --
Trip�r'rg4r.s�nd Destinations: The text on page 64 ofthe documeni focuses on the fact that
Ayd Mill Road 's uavelshed with construction does not extend east or west of the No Build
travelshed; this assertion is not supported by Figure 18, which shows the colored area ea2ending
both east and west in both Ramsey and Dakota Counties. If Figure 18 is shown in the
Bnvitonmentai Impact Statement, I would suggest that the boundaries ofthe City of Saint Paul be
shown on the map. The figure would then show how much of the travelshed that is benefitting
°from the proposed pro;ect is actually in Saint Paul.
Page 64 indicates that the impact of suburban commuters in the Ayd Nfill Road travelshed is
minor by stating that ". .. fewer than 1 percent of the trips generated in all of Dakota County
involves Ayd Ivfill Road (See Figure 19)." While I do not dispute your projections, I feel that
some clarification is in order. First of all, Dakota County is a large, diverse area, and I-35E only
_-,., _._, ,.. serves.tha extreme northwestern portion of the county, so it seems that evaluating the percentage
ofI-35E trips or the percentage oftrips from northem orrorthwes'tern Dakota Count}%would be
more appropriate than looking at the entire county. Secondly, Dakota County is undergoing
ezpiosive growth. According to the Metropolitan Council, Dakota County increased from
275,186 people in the 1990 Census to 298,679 people in 1993, a difference of 8.5 percent in that
. short time. Eagan's p�pulation inCreased aimost 12 qercent in that same period; from 4'7�,409 to
53,004. By 2020, Dakota County is estimated to have 450,490 people, a 50.8 percent jump from
1993. It is historically well established by Transportation Behavior Inventories of the metro area
that the rate of growth in the number of daily vehicle trips and Vehicle Miles Traveled in the
metro area has rg eativ outpaced the rate of population growth. Therefore, even i percent of
Dakota County trips is sienifcant in terms of its impact. Thirdly, I would like to suggest that
comparable figures show the breakdown of trips from northern Ramsey County and Hennepin
County to Dakota County in the PM Peak Hour. Would I-94'fo Ayd Mill Road to I-35E become
aa attractive alternat4ve to some existing all-freeway commuter routes?
Finally, Page 64 refers to Figure 20, by highlighting the large proportion of St. Paul trips made on
Ayd Mill Road. I have noticed some other conclusions that can be made from Figure 20 2hat
warrant comment. First, the total number of PM Peak Hour trips with one end in St. Paul has
increased only a tiny amount between the No Build and Fairview Freeway scenarios. In fact, the
number of trips where both ends aze within the Study Area has actuaily decreased slightly
between No Build and Build. Most importantly, the number of trips where neither trip end is in
St. Pattl ha�t�. Fi¢ure 20 seems to indicate to the ta�c�a,�ers of Saint Paul that they could
save millions of dollars (not even consideringother significant impactsLy fore oing construction
of a route that Qrimarilv benefits suburban motorists and settline for the I�TO Build scenario.
3
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I wouid resge�'ully suggest ihat traffic issues justify a specia! studv in this EIS_ given their
potenriat significance, and the Final Scoping Decision should refleci this.
�
Neighborhood Impactsi I was disheartened to read that "Neighborhood Cohesiveness" onty
wasrants ]smited discussioq not detailed anatysis as listed on page I08. Please do not presume
that Ayd 1�11 Road is an existing physical buffer between neighborhoods, or that there is little
neighborhood cohesion across the two sides of the facility. Indeed, the city has arbitrarily used
Ayd MilI Road as a border between "neighborhoods" if you are defining neighborhoods in the
political sense. Nonetheless, there is an existing system of grade separarions with Ayd Mill Road
lhat connects a stable, desirable, civic minded community. Since Ayd Mill Road currendy is
�relatively lighUy traveled, depressed, and spanned by numerous bridges, it does not heavily deuact
&om neighborhood cohesion.
The Federal F�ighway Administration's Technica] Advisory T 664Q.8A includes the following text:
Where there aze foreseeable impacts, ihe draft EIS should discuss Lhe following. ..
� for each altemative commensurate with the level of impacts ._.(a) Changes in the
,, ... _ neighborhoods or community cohesion for the various social groups asa result of
�' the proposed action. These chxnges may be beneficial or adverse; and may include
� � splitting neighborhoods, isolating a portion of a neighborhood . changing
property values . . . [emphases mine]
Community cohesion,and stability aze a function ofthe length of time that residents-.remai� within
the community. If my neighbors are any indication of the stability of this part of Saint Paul, this is
a significantly stable area; both my next door neighbor and my neighbors behind me have lived in
their respective homes about 25 years. I moved to the area one year ago, so I can assure you
that the real estate market here is very tight; people want to live here and few desire to move
away from this area. (The Wilder Park complex's success is a strong indicator of this situation).
The potential impacts of a limited access freeway or expressway in my neighborhood (and I
certainly consider the area across Ayd Mill Road "my neighborhood") could be siguficant. I
would resnectfullv sueeest that this issue warrants detailed analysis in the DEIS and this should be
indicated in the Final Scoping Decision. A commitment should also be made to discuss mitigation
of these impacts.
Concern about changing property values is not simply a NII�4BY issue. It is indicative of a
deterioration in community stability and cohesion (aRer all, who wants to live in an area where
property values are declining?). I am concemed that this issue might get short shrift in the DEIS
if neighborhood impacts are only given limited discussion. The Final Scoping Decision should
recognize FH4JA's directive and commit to giving this issue adequate coverage.
Visual Impacts: I appreciate that concept sketches will be used to show the e$'ects of proposed
altematives. However, I am concerned that the visual impact analysis described on page 95 does
not establish a baseline for determining how viewers in the study azea perceive the existing
4
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95-�#4
corridor. I strongly recommend that the Final Scoping Decision commit to an analysis usin¢
_- MnJDOT"s standard Six Step �sual Imnact Assessment nrocess. _ Only in this way can the degree
of impact to all viewers be determined. - ,
The scope of the visual impact analysis should also consider severai salient points. First, a `
significant increase in traffic volumes can definitely result in an adverse visual impact, even if the
roadway amenities and right of way limits of the corridor do not substantially change. Second,
noise walls, while mitigating the noise impacis of the highway, can simultaneously create an
adverse impact in tcrms of diminished views and trash accumulation near the walL Third, local
businesses are dependent to some degree by the views from the road (Kowalski's grocery store
and the future IvLdway Marketplace development immediately come to mind) and they should not
be ignored in the Visual Impact Assessment.
The proposed deck over Ayd Iviill Road with a park on top deserves a reasonable amount of
consideration. While its cost may initially appear prohibitive, it is by no means without precedent;
consider I-35's lidded landscape bridges in Duluth. That project and the treatment ofthe
I-35EII-94 commons in St. Paul show that a highway project can indeed contribute to the visual
environment while enabling the transportation facility to get people where they need to go. I
would like to request that the Final Scopin� Decision reguire the DEIS to provide an adequate „ _,.
amount of analysis of the costs and benefits of that park. ;The finest park boulevard in the Upper ,i �. .
Midwest, Summit Avenue, crosses the Ayd Miil Road corridor. Why shouldn't we combine
transportation and visual amenity in the same way on Ayd Mi]] road?
As I stated earlier, I look forward to reading the Draft and Final EIS documents, so I can get a
complete understanding of the projecf's issues, benefits, and impacts. I will then be confident that
the best decision wilt be made, assuming the EIS documents are objective and complete. Thank
}�ou for pemutting me to comment on this extremely importani project and thank you for
considering the points raised in this letter.
Let's have foresight and do the right thing!
Sincerely yours,
✓tS�2'� l��°�c��
Douglas Zang
cc: City Counci! President Dave Thune
District 1 City Councilmember Jerry Blakey
District 3 City Councilmember Mike Harris
Ayd Mill Road Coalition
3�
� �: � --° WRITTEN STATEMENT
_ "_
,�: ,�=� Goo��...,,.. �
nd�ess: 13`i�- S�n�,,..� �...�.�
- 'S�. Po�...4,P►t�n�� .s�t�s
- QATA PRIVACY WARNING
ALL'WRff'f'EN STATEMENTS" WILL BE INCLUDED IN THE
RECORQ OF THE MEETING.
AYD MILL ROAD ` •
Comments must be received by March��5, 1995.
3SE
� '�' " ' �- ' WRLTTEN STATEMENT
, ;� ,�,
N3(fie: �.1 . .1 �: rr �'ir ✓
DATA PRIVACY WARNtMG
ALL "WRITTEN STATEMENTS" WILL BE INCLUDED IN THE
RECORD OF THE MEETING.
AYD MILL ROAD
Comments must be received by March 15, 1995.
CHECK QNE
❑ Elected Official
❑ Public Agency Representative
❑ Group Represeotative
�Private Citizen
Posftion, Agency or Group:
.. . . . . CHECK ONE
❑ Elected Officiai
❑ Public Agency Representative
❑ Group Representative
� Private Citizen
Position, Agency or Group:
StatemenrA '�l�ie� S�re:.11 I�ir Gsnr?,�leJ .J.rr. -�-� I�i� .!� DrrSe�'f r�.�v�:�:Y.c�r firf-:tc�
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Y'r�tr.�l �,.Pr�n�+-���c.: :Cf< <a� 57a'tr' J?::tr�f'N7t?aZ,�� i[�y c+�" Gc�tSZr-iCf/�� �.c7.iL� S
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Silliness: "The Wilder Park buildings will collapse".
�
Toel Stone
681 Brookside Lane
Hendota Hts, HN 55118
Voice: 612-646-2981
FAX: 612-545-4055
�Sarch 3, 1995
�Many of fhe Wilder Park residenGS ahowed concern for this, which is
ridiculous. Millioris of roada have been built next to buildings in
the paat, and a bvildfng has never collapsed. Even if it did, I'm
sure that the city requires each road construction contractor to
carry liability insurance.
t
Zanorance: "Dakota Countp commuters doa't bring anpthing to St. Paul"
City of St. Paul
Department of Public Works
Attn: Michael Rlassen
800 City Hall Annex
25 weat Fourth St.
St. Paul, MN 55102
Dear Mike,
�— —
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It was a pleasure meeting you last week at the Ayd Mill City Council meeting.
Please enter this letter in the public testi.mony record if possible.
..-�-.•._,•�„ °Z would like to dispel a few of the ideas presented by; other citizena during the �
meeting. � _r • .
A)
B)
x+
C)
95 �
I work at Gourmet Award Foods in the heart of the Midway area, and
we have a tremendous problem attracting qualified candidates to our
£acility, as do other employers in the area. Most of the larger
employera have long ago moved out to the suburbs, because that is
where the more skilled, talented employees reside, and commercial
buildings are newer, cheaper to operate, and property taxes are
less. The more difficult it is for commuters to get to St Paul
businesses, th� less liY.ely those coc¢nuters will stay employed in st
Paul.� As commercial property deteriozates, ao do tax revenues from
those properties. �
The prosperity of St Paul ia tied directly to ease of access by
suburbanites.
r
Nostalaic: "Building Linear Park would be good for St Paul"
This is questionable. A large sub-terrainian park in the middle.of
the city next to railroad tzacks seems to spell trouble! It would
require expensive police patrols, and there would most likely be
vagrants, drug, gang, and even some violent crime activity in such
a large secluded area in the middle of the city. I hope this is an
exaggeration, but in today's climate these problems must be
considered.
5 Y
33
D) "Doa't expand Apd Mill so Dakota Countg resideats can sleep for tea
sore aiautes^.
I can see their point, but a more caring look is required.
10 minutes X 2/day X 250 workdays/year = 5000 minutes = two weeks
wasted travel ti�e! Multiply this by the hundreds that use Ayd Mill
each day. and we are talking about a lot of wasted family timef
From a Dakota County resident's perspective, I could spend two extra
weeks each year with my family, promoting family oalues and all that
stnff. And the connection ia already in place, which is very
disheartening to us. We work over half the year to pay unbearable
taxea (258 fed, 98 state, 68 sales, 58 property, plus all the ta�ces
" hidden in everything we buy). On top of that, our government then
, destroys perfectly good roadway that takes another two weeka away
from our families.
I'm not a ditto-head or anything, and Z don't want to blame a city
department for all the ills of the world, but you do have control of
many peop2e's ti.me with thie decision! And it was unfortunate that
no-one from the southern areas apoke up at the meetings.
.�. „ .
Now that I have put down everyone else's ideas, I suppose that I should end with
my own selfish suggestion.
M,ar�.�:+r.>:. -
�`eiould like-to see Apd Mill'Road connected to i-35E on the south end,•,and.Z-94
ian the north. Along with 4 lanes of traffic in between.
Yes, a few dozen residents would be upset with more noise.
; : •
But on the upside,,the entire Midway area of St. Paul would be able to attract
and retain talented,;employees fzom the southern suburbs,�which will help the city
far more than losing a few residential real estate properties will hurt it.
,�
g
,
$�ince el ,
.� I
r
Joel Stone
�
�
WRITTEN STATEMENT
Name:
Address 3 3l� ' �r+t r�i1� �1,�t�
_S�, ���.,1� tYl� 55io�
DATA PRtVAGY WARNlNG
ALL "WRITTEN STATEMENTS" WILL BE INCLUDED IN THE
RECORD OF TNE MEETING.
AYD MILL ROAD
Comme must be r eceived by Ma 15, 1995.
Posftion, Agency or Group:
Statement:
.� �
� r S�. f� n; .� �
..,,. < ras�
�
�
�SE tf -rs+E SP.Ge'� C�7.} ��� /i�(��(
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WRO�EN STATE�ENT
Name: �A 1 i-� c�.. 1 fv t � C N I i. L i l� �+-
Address:-l`�y5 ��SCtOLi� {�4'C. 55/C-S
DATA PRIVACY WARNING
ALL "WRITTEN STATEMENTS" WILL BE INCLUDED IN THE
RECQRD OF THE MEETING.
AYD MILL ROAD
Comments must be received, by March 15, 1995.
Statemeni:
7
,,d - frtz�aic., ti� /�CP's"�
!,� 7ru(.{ IrjG��.,
95
Ct+ECK ONE
❑ Elected Official
❑ Public Agency Representative
❑ Group Representative
� Private Citizen
CHECK ONE
#
❑ Elected Officiai
❑ Public Agency Representative
❑ Group Representative
�'Private Citizen
Position, Agency or Group:
�
y . . Councilmember Bobbi Megard
310 Ciry Hall
115 W. Kellogg Boulevard
Saiat Paul, Mianesota 552Q2
� Dear Councilmember Megard,
, John Van Flecke
1380 Ashland Avenue
Saiat Paul, Minnesota 55'
� ! _ _.., -
;� �� _,-.
f�i�K t! 8 � a�
_ ,�.:,
k ���� ` � :4; , _ . .
P ,,,__�,_.. -.
March 1, 1495
I'm writing to express my concerns with the Ayd Mill Road Scoping Document and Draft Scoping Decision
Document. As a constituent, an Ayd Mill Road Citizeas Advisory Task Force member aad az an Ayd Mill
Road Coalition participant, I urge you to carefiilly consider the proposed SD/DSDD's ram�cations.
' While I shaze the Ayd MiR Road's soutfiern resideau' traffic concerns, I believe the current problem's
severiry is overstated Aithough approximately forcy pucent of the road's use carria "ex�tunal to ncternal"
trips, sixty percent of Ayd Mill Road trips aze� to internal," to intem�l,"'or
��"internal,co external"� uses. I don't wish to minimize non-residenrroad tra�c; �ut we,-az residents, are the '
=�single greatest Ayd Mill Road user. Finding fault with non-resident road users, however tempting, dou not
b"negate our own driving behavior. We aze cfioosing Ayd MiIl Road at a north-south route rather than Snelling,
�. Hamline and Lexingcon avenues. , . _ .
The SD/DSDD's "bw7d" options ca�ry a greater risk�of communiry disniption than current traffiruse'
pacterns. Connetting Ayd Mill Road a*ith I-35E will decrease the immediate south-end tr�c levels. The
?�� north-end impact, however, suggests a monumental level of permanent community disruption. Alrhough the
SD/DSDD only hinu at projecced north-end traffic congenion, most build options increase the ease of
'� moving Ayd Mill Road traffic iato the Snelling-University area, the city's most congesced, most polluted
incersectinn..The result would be a distinctly negative impatt on the Hamline-Midway neighborhood's
community stabiliry. �
The "Fairview Extension" option, a componeat of the Metropolitan Council's long-range regional traffic plan,
would require gutting major sections of Merriam Park's Aldine Pazk neighborhood aad che nonhem seccion
of Snellina Hamline. Such construaion would substxntially lower boch the city's tax base and the
surrounding property's value. As a St Anthony Pazk resident, you aze familiar with Highway 280's impatt on
adjacent property; an expanded Ayd Mill R'oad poses this threac to the Memam Pazk, Snelling-Hamline,
Lexingcon-Hamline, and Hamline-Midway neighborhoods.
I urge you to support the SD/DSDD, but I azk you weigh the larger projea carefully. The Ciry of Saint Paul
is not served by an Ayd Mili Road expansion projea that dramatically deaeases multiple neighborhoods'
s[ability, lowers propercy values, restritts small business opportunities, and decreases the ciry's properry tax
baze. Given the project's cost, other metro-azea road reconscruaion need5 and current road-use patterns, I'm
not convinced Ayd Mill Road's expansion is necessary or wise.
Sincerely,
�������
John Van Hecke
622.649.0633
�
:�
Mike Klassen, Project
Saint Paul Department
800 City Hall Annex
25 W. Fourth Street
Saint Paul, Minnesota
l
95-4�4
John van Hecke
��1380 Ashland Avenue
Saint Paul, Minnesota 5
��
___--- :� _
1- � ���::� j
�i e �t�= `
�a� � s �gg5
Manager
of Public Works
55102
����� � ������
March 3, 1995
Dear Mr. Klassen,
I am writing to comment on the =ecently =eleased Ayd Mill Road
Scoping Document and Dzaft Scoping Decision Document.
As a zesident, an Ayd Mill Road Citizens Advisory Task Fo=ce
__ „�*member,_and an Ayd Mill Road Coalition participant, I am
concerned thaf the SD/DSDD does',`not adequately addzess tzaffic.•
flow and congestion issue5 north of Marshall Avenue.
vSpecifically, the most =ecent Ayd Mill Road use suzvey data
suggests_that any "build" option betveen Snelling and,Hamline
Avenues will substantially increase traffic levels in the '�
Snelling-Univezsity intersea�i'vn and adjacent'neighborhood.'•`'�
Because this is'�,the city's most congested, most polluted
intersection, any additional traffic will substantially disrupt
t•he Hamline-Midway neighborhood and undermine the Ayd Mill Road
expansion's purpose of impZOV,ing tra£fic flow�
The SD/DSDD should reflect the Snelling Avenue tzaffic issues'
north of I-94. Traffic data generated by the Ayd Mill Road
Citizens Advisozy Task Fozce suggests a substantial number trips
tezminating in the Roseville a=ea. The "I-94 to Lazpenteur"
Snelling Avenue corridor provides the bulk of this tzaffic. Both
this corzidoz and the Snelling-University intezsection have
zeached theiz maximum txaffic capacity, suggesting that
additional tzaffic exacerbates an acute problem. To date, I don't
believe the SD/DSDD reflects this pezspective.
Additionally, I don't feel that the SD/DSDD adequately captures
the Ayd Mill Road study's larger use context. While I share the
Ayd Mill Road's southern residents' tzaffic concerns, I believe
the curzent problem's severity is overstated. Although
approximately fozty percent of the road's use cazries "exteznal
to exteznal" trips, approximately sixty percent of Ayd Mill Road
trips are "inteznal to inteznal," "inteznal to external," and
"exte=nal to inteznal." I don't vish to minimize non-resident
road txaffic, but we, as residents, are the single gzeatest Ayd
Mill Road users. F,inding fault with non-resident drivers, however
tempting, does not negate ouz own dr'iving behavior.
37
As I mentioned in my spoken testimony at the City Council's Byd
Mill Road SD/DSDD public hearing, I understand the posed
techn3cal question zegardinq the SD/DSDD. Inherent within
technical documents, howevez, is a values persgective
underscoring Iargez social and cultural goals. In this case, that
perspective addresses the issue o£ community.
�imply stated, what kind of a community do ve want? Under the
SD/DSDD's "Issues af Potential Significance" section (page 14J,
social and economic impacts are included among issues requizing
detailed analysis in the EIS but not in separate repozts. Because
�he lazger issue of community stability and community building
,subsumes roads, streets and highways, I feel considezably moze
attention must by paid to the pzo�ect's potential social and
ecoaomic impacts. Rathe= than existing vithin the EIS, a
separate, detailed study should be undeztaken.
Boads can enhance community oz they can destroy it. While I-99's
platting and construction, destzoyed the city's old Rondo
neighborhood is, perhaps, an extreme examp2e, it is an
""°`='s"=" i illustrative one. Saint.Paul cannot.affozd the economic o=
yeultuzal_upheaval attendant to this pzoject's scope.
The SD/DSDD, in crafting decision-making crite=ia, downplays
•potentiai negative property-value impacts, Al2 build options �
extending Ayd Mill Road north of_�Marshail Avenue Zequize ,
substantial neighborhodd dis�uption. Pzoperty-acquisition cos s
and deczeased tax-base impacts are not sufficiently realisti�
=with the SD/DSDD. :�
Relative to othe= metro-area road-use issues, the Ayd Mill Road
expansion emezges as significantly less critical within a
comparative perspective. While I understand that the public ',
hearing's purpose is to comment on the SD/DSDD, zelative-need and
marginal-gain perspectives suggest that this pzoject's proposed
expendituze would be better spent on more pressing problems.
Sincerely,
t � ��.
�--�� � .. � .;
John Van Hecke
:
95
March 7, 1995
Mr. Mike Harris j .
� St Paul City Council
City Hall
15 W. Kellogg Boulevard
SL Paul, MN 55155
- Dear Council Member Mike Hams:
�. I'm writing on behalf of my family and the children of this neighbo ��uest that
Ayd Mill Road be converted to a linear park. Powerful forces seem to be driving us
= toward the choice of a freeway or freeway link. '
3
�
Our city dces not need to be more drivable; it needs to be more livable.
T'i� re:ghhor::aods near Ayd Mi:l currently have no open space for walking, running,
roller-skating, or biking. Right now, i£ our family wants to enjoy any of these
rr;creational pursuits in a safe place wi[hout traffic, we must dnve to one. (Imnically,
we must drive our car before we can enjoy getting around without a car.) A green
corridor for peopie would bring new vitality and health to our community. It would tell
our children [hat we care enough to set aside open space for them. Creating a puk for
outdoor recreation would make ihis a better place to hve. -° •-
§ My husband and I have lived in this area for more than 15 years. We like living
; here because we can shop, dine, and go out to movies without driving far, or at all.
We don't need a faster way to go somewhere eise. Nor do we want our relatively
_ quiec life disrupted hy someone else's.desire to take a shortcut through our,
. , 4_ .
$ neighborhood. _ _' , '
- I believe that cities can be a good place for people to live. Unfortunately, cazs have
- moved people away from the cities and made cit�es less livable in many ways. Tuming
? Ayd Miil into a freeway or freeway link mieht ease some traffic congestion on
L.exington Parkway, but the relief would be temporary. Every time we make it easier to
drive {build more roads), people drive more. When are we going to make it easier for
�people to get around without a car?
My husband and I want to live here, despite burdensome taxes and overpriced ciry
services. But we wcn': want to stay in sp�te of a freeway link or freeway out our
� back daor. We urge you to act in favor of our community by converting Ayd Mill
_ into a linear park. .. �
Sincerely, _ ` `
�� �
Kathieen Wefle and Lou Fecreri
1245 Fainnonnt Ave.
St. Paui, MN 55t(}5
home: 690-2074
� . -� �I ,�-.�-
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❑
.. WRITTEN STATEMENT
_:�, - � :.
• � . , , ,�
� �. _
�zri
DATA PRIVACY WARNING
ALL "WRITTEN STATEMENTS" WILL BE INCLUDED IN THE
RECORD OF TFiE MEETING.
AYD MltL ROAD
Comments must be received by March 15, 1995.
CHECK ONE
❑ Elecfed Official
� Pubiic Agency Representative
❑ Group RepreseMative
(� Private Citizen
Position, Agency or Group:
I �vu ,t�}- J�,�E FDUCun,��zd
�. . /,_, � - ,_� - /, . , , ,
� t. , � � N i � �. �. , ,
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—.- � '_ _—' "_ _`�'. —..
UVRI7TEN STATEMENT
Name: MyR K_� �li1i4 Y k 0 S!; i
Address: J/ 0 9' ,� � P I ri tu R C %�d
Sf !�a � l ./lA/V SS/ O,.S�
QATA PRIVACY WARNING
ALL "WRITTEN STATEMENTS" WILL BE INCLUDED IN THE
RECORD OF THE MEETING. �
AYD MILL ROAD
Comments must be received by March 15, 1995.
__ — _ _____ iz
_ _ . CHECK ONE
❑ Elected Officiaf
� Public Agency Representative
❑ Group Representative
� Private Citizen
Position, Agency or Group:
./
�
March 5, 1995
� - 95-444 ,
,..__.__._____._ _ _ ._ __
� «:: .�e:,
� ���3. �� �"�J� , = . _ _
Thaddeus S. Austin
��,;�K �� � �g95 �Attomey at Law
�t 1923 Iglehart Avenue
;����?�- r�=�. =_-=`�`` Saint Paul, MN 55104
� R � �_. _.
(612) 644-1679
Mike Klassen, Ayd Mill Project Manager
Saint Paul Department of Pubiic Works
800 City Hall Annex
25 West 4th St.
Saint Paul, MN 55102 �
Comments on Scoping Documend Ayd Mill Road Expansion.
1�Iy name is Thaddeus Austin. `I live at 1923 Iglehart Avenue, Saint Paul, MN.
I,flwn my home and live there with .my wife and two chilkdren. 1 am a licensed -
attorney, real estate broker, and general contractor, and currently make my •
:._living renovating hfluses in and around Saint Paul's Merriam Park for resale:
' , j
I was present at the join� meeting of the Saint Paul City Council and Saint Paul
tt Planning Commission on March 2, 1995. { I spoke at the meeting.
The points I made there were these:
(1) The present scoping document largely ignores the fact the proposals for
modification of Ayd Mill road are not merely proposals for physical
engineering, but also, perhaps primarily, represent proposals for SOCIAL
engineering. The scoping document does not examine such impacts closely
enough. While roadway engineers are not social scientists, such impacts must be
explored fully.
(2) Merriam Park represents that rarest of all entities: a culturally diverse, �
vibrant, prosperous urban neighborhood. Unlike the majoriry of urban
neighborhoods throughout this country, it is clean, well maintained, and liveable.
The crime rate of Merriam Park is lower than many of the suburbs that surround
greater Saint Paul. Merriam Park is enjoying aggressive appreciation in its
property values and as such, is a signifigant contributor to the City's tax base. It
�
�
is a stable neighborhood: many of its residents have lived there in the same
houses, thirty years and more. Families with small children are legion. It is an
attractive place to live, with its historic houses, mature trees, and air of
established comfort, drawing many members of the middle ctass who typicalty
might be expected to flee the city for the suburbs. Merriam Park's cohesive
�sense of community and excellent quality of life demonstrate conclusively that
flight from the cities is not inevitable if wise government policies are pursued.
(3) Mauy of the proposals for Ayd Mill Road will inevitably degrade the
quality of life here if implemented. Even ignoring the loss of homes to the
buTdozer and grader, the noise, pollution, and the inevitable decline in properry
values of those dwellings adjacent to high-use roadways, wouid all tend to sap
the vitality of the neighborhood. Such a decline, once begun, could only be
halted through aggressive govemmental intervention of great cost and � _
questionable effectiveness.
�l) Models for such decline are all too 'common and all too evident. A stroll
aroiuid the neighborhood surrounding the intersecrion of I-94 and I-35W, in
jvlinneapolis, should serve as a graphic demonstration of the problems attendant
npon the presence of high-use°roadways u► and azoundsesidential --- - -
neighborhoods. Our greatest fear is that those conditions will be recreated here
in Merriam Park. Should Ayd Mili Road become a freeway linking I-35E and
I-94, a giant step in that duectron will have been taken.
�,
(5) Most of the proposals for the Ayd Mill Road expansion ae geared to
increase the convenience of suburban commuters. It is criminaily unfair to
eapect the residents of the City to subsidize the suburbanite's lifestyle with our
own quality af life. Forty years of national highway policy has made the
growth of the suburbs possible, while damaging and marginatizing the inner
city, and destroying counfless acres of farmland. These policies have
engendered a hopeless national addiction to petroleum for our automobiles and
restructured our communities by banlmipting countless local sma11-rime
merckants of a21 kinds. These bankrupt policies ought not to be followed any
longer. This nation cannot prosper without healthy core cities. The
convenience of suburban commuters, who conciously decided to take on the
burden of commuting, shonld be the last consideration in deciding between
altematives. In short, if they do not like their commute, let them move back in
the City. We will not allow our neighborhoods to be paved over in service of
their convenience.
�2 r .: :
" D�PT. Q� �E���.o: - �;;:;:
�> , ,. . � 95-444�
(6} If Merriam Park, and Saint Paul as a whole , e to thrive and prosper in
the years ahead, the primary goat and responsibili of ev�ybinogr�ficial in
Saint Paul must be to do everything they can to 1 e and keep the middle ciass
IN Saint Paul. Nothing less �vill insure the City's sur�����er,,�� ; �
$ altemative is chosen for Ayd Miil, that guiding p� � ara�°°nt•
Most of the altematives set forth in the scoping document wouid cleariy tend to �
drive the middle class out. Those altematives should be ruled out of
'consideration at the earliest opportunity.
�7) Using that guideline, the altematives that MLJST be excluded are Alternative
y9a, (Freeway to Freeway interchange with Fairview alignment) as it is ciearly
the most damaging; Altemative 8c (Freeway to Freeway Interchange with
Railroad Spur), as only little less damaging; and Aitemative 7b1, the split
`diamond with hybrid alignment, as it involves 4 lanes of traffic moving at 40
' inph, too fast for a residential neighborhood.
�
Please. enter these remarks as part of the official permanent record.
a
�
« �
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<. 43
�, Thaddeus Austin -
��t�lr �. `-e�� �`�
vince and Anne Wharton
t306 PortTand Ave.
�t Paul, MN SS104
�
Roberta Megard, Counciiperson, City of St Paul
3t Paul Cify Hall, rm. 310-D
IS W. KeIIoggBivd.
St. Paul, NIN SS102
=eb. 27, 1995
Ze: Ayd Mill Road
�ear Councilmember Megard,
��t:r�t+�: - _..
MA't p���5 �� �>:�:='- • -
�:�����s �������aR o s ��a5
t j��E��� :t�'r_- , .
. �_�.:.----• -
We purchased our home at 1306 Portiand Ave., the fifth house west of Ayd Mill Road, in Oct., 1993, at that time
lnaware of potentiai changes to Ayd Miil Road � ``"�
\
This block is a wonderful, quiet stretch of Portland, with little noise from the lighfly travelled Ayd Mill Road and
he very inf�Cquent and slow-traveiling trains alongside Ayd Mill Road, and pracricaliy no traffic on Portland
�.. _ . -. .. . .,. ..,. ,
My professional opinion as a real estate appraiser and personal opinion , based on common sense, is that
spgrading Ayd Mill Road to carry_ more traf�ic (i.e. by adding com►ections to either end) will very negatively affect
�ot only our hovse and those of oar neighbors�and others in tl�e vicinity of Ayd Mill Road, but will have negarive
�pple effects upon the wider neighborhood and city. �
We aze very concemed about potenrial noise, air, and visual pollution (including high-power highway street lights)
-vhich would occur with this upgrading; we wouid reluctantly have to consider moving from our home, which we
iave been remodelling, if Ayd Mill Road is upgraded.
The "inner city" residential neighborhoods should not be dealt the terrible damaging blow of such an upgrading.
We urge that you take ali action to see thax traffic is not increased on Ayd Mill Road, or that, preferrably, it be
:onverted to a park. -
Sincerel , --
v -- w �
Q ,�.r�,e -�ait�.
Vince Wharton
anne Wharton
:opies: Norm Coleman, Mayor
Matt Entenza, State Representative
-1-
�
March 3,1995
�
.�
STATM£[�7T FROM WILDER PARK ASSOCiA�ICJN
REGARDING AYD MILL ROAD
95-��+�+
FOR HEARING
My name is Warren Thomsen. I'm the president of the Wilder Park
Condominium Association. The future of the Ayd Mill Road is of vital
concern to the 282 owners of rnndominium units or townhouses in our
Association. The association includes the highrise building with
230 units for medium or low income Senior Citizens (55 anc7 older)
and 52 townhouses units with no age restrictions. �enty-five
percent (25$) of the units are reserved for people with iow incomes.
A significant number of the owners are widows or widowers and a high
percentage of owners purchased units in Wilder Park so they could
remain in their neighborhood with friends and churches of manyt°gears,
with easy access to services, transportation, and medical attention,
but still live indeoendently. This develo�!ent c���tr.:cted bs ths
Amherst H. Wilder Foundation with the objectives of home ownership,
a nf o�s, and a stable neighborhood has been a successful
venture.
The northeast boundary of our property adjoins the Ayd Mill Road.
There limited.space for the roadway between the.railroad tracks.. ..
and our property,"so any option which would require widening of the
roadway would destroy a significant number of homes and garages
and parking spaces for the senior highrise,Qt4s�.s
;
Among the options'that the Task Force Scoping Doc�ument recomnendeds
the "no-build" option wouldbe very satisfactory to us but would
not relieve the traffic on neighboring.streets(Lexington� Hamline,
Randolph). Since Wilder Park considers itself a contributing part
of the neighborhood, an acceptable �tion would be a two lane
parkway with several access points and connections to the Interstates
at both ends. We believe this would relieve congestion on n�eighboring
streets and also provide convenience to hoth residents and conanercial
enterprises at a reasonable cost. The least favorable option would
be a freeway which would involve a ver_y hiqh cost, orovide very limited
access to both residents and businesses, remove much property from
the tax rolls, have an adverse affect on the adjacent neighborhoods,
and allow the co�nuters from south of the city an extra ten minutes
of sleep in the mornings.
@
As a member of the Ayd Mill Road Coalition we endorse the Seven
Principles of the Coalition
Respectfull� submitted,
%�� ��r�,a:�.1
Warren Thomsen
118I Edgcumbe Rd. #1716
St. Paul, Mn. 55105
PH: 699-2086
WT:sh �
'¢
WRITTEN STATEMENT
Name:
Address: �1�./ � O G C GL ivl ,C3� /QD -fi�' /'fiL�
�D,��G SS/G S
DATA PRIVACY WARNING
ALL "VVRITTEN STATEMENTS" WILL BE tNCLUDED IN THE
RECORD OF THE MEETfNG.
AYD MILL ROAD
Comments must be received by March 15, 1995.
CHECK ONE
❑ ElecEed D�cial
❑ Public Agency Representative
❑ Group Representative
� Private Citizen
Position, Agency or Group:
Siatement: �- S i f+'C :. G L :` U �G C Ti7L�.= L i � - ?_; � � ,�� t c-TiC � .o�E . �/ %�Dt
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WRITTEN,�STATEMENT
Plame:
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Address: I��� G O� L llly DG f� �_� C;l•
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E�i1 PRIVACY WARNING
ALL "WRITTEN STATEMENTS" WILL BE INCLUDED IN THE
RECORD OF THE MEETING.
AYD MILL ROAD
Comments must be received by March 15, 1995.
Statement:
:!i
CHECK ONE
❑ Elected Official
❑ Public Agency Representative
❑ Group Representative
� Private Citizen
Position, Agency or Group:
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€ SnelIing
' � Hamline
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' � ; Community
� �> Council
95 r �R� �
1573 Selb}� A��e. • Liberty State Bank Bldg. Rm. 319 � S� Paul, MI� 551(}� •(612) 644-1U8a
Tke Ayd ?�iill Coalition
The�Sneliing Hamline Community Councii organized and conducted an Ayd Mill Road
Coalition of many groups that have a stake in the final disposition of the road.
Directors of our own Council and de}egates of the foliowing member groups have
spent many hours discussing the associated with improvements of the
road.
Lexington-Hamline Community Council
Merriam Park Commun'ity Council - ' : `
Hamline Midway Coalition
Highland Area Community Council
The Sn.eliing Seiby Business Association a
�- Midway Chamber of Commerce �
The Wiider Park Association
The Snelling Park Biock Club
The Coalition held monthly meetings at a variety of locations for over a year: The
concept of having the moVing wasin�ended to encourage participation by
the residents of that community. The strategy seems to have worked well.
Meeting locations have been the Highland Library, Concordia Coliege, the Merriam
Park Community Center, Wilder Park Compiex Community Room, the Hamline
Midway Community Council building, and Liberty State Bank.
Separate meeting with stakeholder groups were also held to discuss specific
ne`e�ls, wishes and negotiation points. Information was gained at these meetings
that people were hesitant to talk about in the full Coalition. The process
th�fe has provided a perspective and additional facts to help the City make
enlightened decisions on the Draft Scoping Document.
A transportation planning consultant, Biko Associates, was hired to do design
work and evatuate City generated designs and information.
The other side of this flyer has seven principles developed by the Coalition which
apply to and are ber.eficial to the members as_well as the City at large.
�
Seven Princip{es Which Shoutd 6e Considered in
the Ayd Mitl Road DEIS and EIS
(revised 2/6/95)
1.) Witder Park Complex
Existing and predicted ground bome and air bome vibration (noise) should be `
considered especially in the vicinity of the Wilder residential complex. Retaining
walts to prevent further soi! erosion, sound barriers (e.g. berm}, and other mitigative
measures should be included in the design of alternatives to shiefd the Wilder
residences from further environmental impact.
2.) TQM/TSM
TDM/TSM should be evafuated in the EIS by a different independent consultant
than Strgar-Roscoe-Fausch, either as a subconuact to SRF or hired directly by the
City. In addition to being incorporated as an element of the Build atternatives, Travel
Demand Management (TDM) and Transportation System Management (TSM) strategies
shauld be considered as a"stand alone" alternative to address forecast travel demand
in the study area. TDM/'f'SM should be given equal consideration to the Build
alternatives and treated as a viable altemative unless proven otherwise.
3.) Snelling Park (Bounded by Snelling, Concordia, Hamline & Marshall
� venues)-..
onsider the full impact on the Snelling Park Neighborhood and not only evaluate
the impact on a few residences in the Neighborhood. Use the broade5t terms possible
for "neighborhood impact", understanding current anct potential pressures faced by
= the Neighborhood. tn preparing alternatives that would cross�:1-94 on. �Pascal or the
Hybrid focation, inclucfe design alternatives that: a.) avoid and strengthen the Snelling
Parlc Neighborhood (including a potential parkspace), b.) mitigate and improve
existing and future transportation, socio-economic, and environmental impacts in the
Neighborhood, and c.) duly compensate residents and businesses in the impact area for
any losses.
4.) Hamline Midway Neighborhood
Include design treatments to discourage Ayd Mill Road traffic from using Pascal and
other north/south residerttial streeu on the north side of University Avenue. Include
a screenlirte study of the area norch of University Avenue to Pierce-Butler Road to
consider accidents, . intersection capacities, and air po(lution with additional traffic
impacts.
5.) Snelting Hamline/Lexington Hamline Deck
lnclude a deck to accomodate park space and pedestrian and bicycle transportation
over Ayd Mill Road and, where feasible, ihe railroad right-of-way between Summit
Avenue and the existing ramps to/from Hamline Avenue. This is compatibte with all
alignments.
6_) Accesses Required
Require convenient access between Ayd Mill Road and Concordia Colfege, the Wilder
Park Complex, Midway Marketplace, the Midway Center, other University Avenue
businesses, Setby Avenue. businesses, and Grand Avenue businesses.
7.) Fairview Extension Alignme�t Alternative
Eliminate the Fairview Extension Alignment Alternative and all (imited access
freeways from further cortsideration and do not include in the DEIS.
�
�
;
95-444
BIKO ASSOCIATES
DESIGI�T ISSUES/ASSUMPTIOI�TS
PxZOPOSED DECK OYEI'. AYD n4ILL ROAD '
1) -The current desi�n concept is a tor a full deck over A�d Mill Road and the
railroad ri�ht-of-�ray from Summit A� zs far norh as possibie i+�ithout
F afiectinJ tne existinj pronle of tne raii iine. A deck jusi over A}�d t�ill Road is
proposed from the north end o: the :ull deck no:thzrl�• to the cicinit5• of Hamline
Arenue.
2) The ortho/contour mapping indicates that a full deck o��er Ayd ?vIill Road and
the railroad track 1,•ould be f:asible from Summii A�•enue northerly to
approximately the extension of Po:.land ?��•enue. Sec�ion A-A shoirs ti.•hat the
fuil decl: concept at this location As �hot,•n the pro ;le o: Ayd Mill Road t,•ould
• need to drop 1.7 feet to accommodate the brid;e deck and maintain the existin�
railroad profile.
a
3) Section B-B shoi�•s a Fvpical cross-section of the dec?:in� of Ayd Mill Road only
in the vicinity of Ashland A��enue extended. As sho�,•n the profile of Ayd Mill
� Road wouid need to drop b� o�•er'i� in.order to accommodate the proposed �
_' deck. This would mean that the profile of A}•d Mill Road would have to be
re�•ised to a descendin� northbound ;rade of approtimately 1.1 percent.
�t. -__. ,
4) . If Ayd Mill Road is to •pass under the railroad further to the north the pro,posed
3 descendin� northbound jrade of At-d :�7i11 Road ma�- need to be steeper throu�h
,�the deck area.
5) Field re�•ie�c indicated that t�� o o�•erhead u,ilit;• lines exist �rithin the A�•d '��fill
r Road/railroad_right-of-�ti•av runnin� parallel �+-ith the conidor. One of these lines
runs alon� the Uerm area Uetti.•een the ra;lroad t:ack and Ay�d �1i11 Roaci. This line
carries onl.y rivo minor overhead ti�ires and it is expected that this line could be
easily relocated. The other line runs along the embankme�t east of the raikoad
track. 'Fhis iine carries a major 3 phase po�+•er utility and t,�ould not easily be
relocated. It is not'expected thac this line «•ould need to be moved with the
implementation of the dec�:; however, poles may need to�be reset with the'revised
ground elevation south of Portland Avenue.
6) It also appears from field re�•ieti� that a lar�e steam pipe runs adjacent to the v�•est
side of the railroad track. Under the current design concept it appears that this
steam line can be preserved in its existinj location.
7) Drainage is going to be a major issue in the desia of Ayd Mill Road throujh the
deck , area. Ayd Mill Road is currently in a cut section 7' to 10' below the
— surroundin� � ound. Implementation of the improvements would sink the
roadway profile 1� deeper belo�v the surroundin; � ound.
�
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SECTION A— A
AT PORTLAND AVENUE
m� �
FRONTAGE ROAD
v. . - _„ o- .�
240' ....... �:
,��, _ 230' ; -, .
4r .
220'
r
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1 76.5' ..._
1
A
�' �4' �
2 .3' 1
MILL RO ..........- ��
-PROPOSED ROADWAY
_..... _ _.... ..... .. _..__._ _ ...... ............_..._.._.__.......:
�s
� \ ` :
: . EDGE OF - �-
...........:..,..... i�POR11iwD..A�.......<
i�
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" '�"„ --- EXIS7ING GROUNDLJNE . "- �
1'
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� :224'
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210.Y .
QA7UM210' ..............___............__._........._....__.........................:..........................._..........:......._.............._ _.[._.._...............................i
O+OD 700+D0 200+00 300+00 400+00
ASSUMPTIONS: EXISTING RAILROAD GRADE. AYD MILL ROAD PROFILE
REViSED FROM 1% UPGRADE TO NEARLY LEVEL PROFILE BETWEEN
SUMMIT AND PQRTLAND AVENUE.
✓
•--• B1ko Assac�ates
� )�(� L.� �kaf��td�El�qy
r�t Eea,ank o.,�dapm.,t.Trm.y«Wtlon
` PRELIMINARY CROSS— SECTION
DECK OVER AYD MILL ROAD
95-444 +
SEC770N B— B
NEAR ASHLAND AVENUE
� 25�• _...._.. __.._.._ ...............
PROPOSED DECK �
2t0' :......................... ................... .. .....
. 230' :
z2o'
ROADWAY
DAlUM 210' .... .. . ..........._ ...... ....... . .. .. . . .. .. . . ..:. ........... ...'_...._...... _.... . . .........................
0+00 iD0+00 200+00 300+00 4;A-00
ASSUMPTIONS: REVISED PROFILES FOR AYD MILL ROAD
FROM ASCENDING(NB) 1� EXISTING GRADE TO DESCENDING
(NB)1.1% GRADE� BEGINNING IN THE AREA OF SECTION A-A.
a
Biko Associates
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Lmd Uw Envkvnm�td/Ens9Y
Eoenemk opmsit•hvupatctlen
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ATD MILL RD � � � : � _ �
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PRELIMINARY CROSS—SECTION
DECK OVER AYD MILL ROAD
BIKO ASSOCIATES, INC.
SOCIAL ISSLTES/ASSUl1�'I'IO1VS
PROPOSED DECK OVER AYD MILL ROAD
The concept for the deck over Ayd Mill Road that has been discussed by the Ayd Mill Road
Coalition extends from the north side of Summit Avenue approximately to the point where
Hamline Avenue crosses Ayd Mili Road. The concept includes a deck over Ayd Mill Road and
the Amtrak track from Summit Avenue to a point approximately 570 feet north of Summit
;Avenue. From there the deck would on]y span Ayd Mill Road up to Hamline Avenue.
�f'he deck would be five feet thick to accommodate structurai supports and would be covered with
soil to provide a bed for plantings. The thickness of the deck could be reduced in other azeas
where structural support would not as critical and deep-root vegetation would not be planted.
This would serve to reduce overall wnstruction cost. At this point it is assumed that shallow-
root vegetation would be planted on the majority of the deck surface along with grass, and deep-
root vegetation would be planted along the periphery of the deck.
�Pedestrian and bicycle_paths would be constructed on the deck. Space would be provided for
park furniture and some recreational activities such as playground equipment and tennis and
basketball courts. Automobiles and other motorized vehicles would be prohibited from using
dhe deck.
The deck would provide a vital link between the Sneiling-Hamline and Ixxington-Hamline
neighborhoods. Iu bicycle paths could also be incorporated into the City's bicycle plan. The
deck would be consistent with norrh/south bike uails along the slope(s) of Ayd Mill Road.
National studies have shown that residential property values increase when nearby passive and/or
active recreation facilities are constructed. Local studies have shown that the most srable
neighborhoods in the Twin Cities are those that ue in close ptoximity to natural and built
amenities. T'here are also national and local examples of how road improvement projects have
had negative impacu on neighborhoods and communities. Each year we are reminded of how
I-94 impacted the Rondo neighborhood, and residents along the I-35W corridor in Minneapolis
remain active to prevent Mn/DOT from expanding the highway and taking out even greater
numbers of residences and community facilities.
The deck is a public works project designed to mitigate any of the potentiai negative effecu of
improving Ayd Mill Road. It is the fear of many residenu in the Ayd Mill Road corridor that
widening Ayd Mill Road and forecast increases in ihe daily �a�c volume will scar the
neighborhood and result in residential flight. The deck is intended to balance impacu on the
neighborhood by providing an amenity that increases the amount of green space and encourages
both passive and active recreational activity, while simultaneously meeting local and regional
travel demand.
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95-44�+
Mazch 2, 1995
Mike Klassen
Pub�ic Works Departrnent
SE. Paul
800 City Hall Annex
25 W. Fourfih Street ,
St Paul, MN 55102
Dear Mr. Klassen,
My kCusband, daughter and I live at 1414 Portland, a block and a half from the Short
Line. We live in one of the great unnamed neighborhoods in St. Paul; iYs not Mac-
Groveland, nor, Merriam Pazk, nor Midway, but iYs our neighborhood and we love
it. We're within walking distance of restaurants and shops, live a short distance
from where we work, and shaze our street with families who have lived in the
same homes for decades.
We're proud of St Paul for all the things it does well, especially the city's tendency
away from progress at any cost. St. Paul's charming neighborhoods and shopping
districts are the result of years of coundess small decisions that have allowed the city
to keep up with the times without sacrificing iEs character.
I am disturbed by the discussions about upgrading the Ayd Mill Road toward
� highway status, a change that wouid increase the amount of traffic through my
neighborhood and would dramatically affect the quality of our lives.
The azgument, apparendy, is that turning the Short Line into a freeway would
shorten the commute for Dakota County residents. But the so-called "road to
r.owhere" is not a road through nowhere. It cuts through some of St. Paul's nicest
neighborhoods, past homes that don't need to be sacrificed so that suburbanites can
• cut five minutes off fiheir daily commutes.
I am especialiy concerned that once a project like this gets rolling it keeps rolling
whether it makes sense or not. Leaving the Short Line as it is would seem an odd
choice for a city bent on progress but it is the right choice for a city like St. Paul. Yet,
even as I write this, I am preparing myself for the decisions we will have to make
once the Short Line is upgraded and noise and pollution levels increase, when the
day comes that my husband and I have to decide whether S� Paul is still wheze we
want to live.
V
,�
People aze aiways wondering why people leave the inner cifies and move to the
suburbs. The answer isn't crime, nor taxes, nor the quality of homes available. The
reason people move to the suburbs is that when you live in the inner city, you're
just in the way. Our neighborhood stands between suburbanites and fiheir jobs., By
giving these people a quick way into work, you will destroy #he community we have
built, and permanently alter the quality of St Paul as a city.
P2ease consider leaving the Ayd Mill Road as it is, or studying a downtown direct
cannection between 35-E and I-94. I know the concepE of turning the Short Line into
a pazk—something that would be a huge benefit to a nameless neighborhood that
doesn't have a pazk—would never be seriously rnnsidered. But the choices I
support would leave our neighborhood intact and give us cleaz proof that St. Paul
cares about its citizens.
Sincerely,,
�`'12�1 f��� �.��i'1mC Z ���� , , �
Nancy�arner Ebert
` 1414 Pordand Avenue
St Paul, MN 551Q4 .
�
, �`
r
MARCH 2,1995
95-��4
MY NAME IS 70HN GALATOWITSCH AND I LIVE AT 1496 ASHLAND AVENUE.
I IiAVE LIVED AT THIS ADDRESS FOR TFIE PAST 42 YEARS.
MY ORIGINAL FLAN WAS TO HAVE Tf� AYD MILL ROAD CLOSID AND
� MADE INTO A PARK ANA PLAYGROUND.
s.i, � k
I PETITIONED TF� SNELLING PARK AREA AND GOT UP TO SELBY AVENUE
WITH THE PETITION AND BUT STOPPED VVHEN I HEARD OTT�R PLANS
- � - � WERE BEING CONSIDERED. , _ .
�
= TF� REASON WHY I WAS AGAINST ANY ROAD ]MPROVEMENT TO AYD
MII,L IS TfiAT (WE) (TI-IE CTTIZENS) WERE TOLD BACK IN TI� EARLY 80'S,
AT A MEETING AT ST. LUKE'S, THAT WE WOULD PROBABLY NEVER SEE OR
HEAR ABOUT A PROPOSAL TO LINK AYD MII,L TO 280 USING TT� FAIItVIEW
ALIGNMENT.
NEEDLESS TO SAY, I WAS ANGRY WI-�N I LEARNED THAT TI� AYD MR "T "
ROAD CONNECTION WOULD BE STUDIED AGAIN.
THAT IS WHY I WAS ORIGINALLY OPPOSED TO AYD MII.L ROAD
CONNECTIONS.
OUR NEIGHBORHOQD IS Tf� MOST UNDER SERVED AREA IN THE CITY OF
ST. PAUL. FOR PLAYGROUNDS, OPEN SPACE, AND OTHER AMENITIES .
AYD MQ,L TESTIIvIONY BEFORE CTfY COUNCII. 03/O1J95 PAGE 1
=�
lv�
IF OUR NEIGHBORHOOD IS TO REMAIN STABLE IN Tf� FUTURE AND
CONTIIVUE TO ATTRACT YOUNG FAMIIdES, WE MLJST HAVE
PLAYGROUNDS AND OPEN SPACE FOR THE7R CHII.DREN.
NOT ONLY WII.L THIS �BE GOOD FOR FAMII.IES BUT ALSO GOOD FOR
i 3i� �.� �i��3���:���i:r:�ii:�r:i: u�. �.�� :��:i��
I DIDNT MENTION THAT I AM PART OF Tf� AYD MII.L ROAD COALTTION. I
HAVE SOFTENED MY POSTfION AND FEEL AS THOUGH ALL OF Tf�
IlVTEREST GROUPS IN TI� AYD MILL CORRIDOR HAVE TO GET SOMETf�1G
� OUT OF THIS PROPOSAL. �
= TI�REFORE, AS A COALITTON MEMBEI� I SUPPORT Tf� SEVEN PRINCIPLES
DEVELOPEA BY COALITION. t`
TI�SE PRINCIPLES ADDRESS:
1. MITIGATION OF ENVIRONMENTAL IMPACTS TO ADJACENT PROPERTlES.
2. ACCESS TO AND FROM ADJACENT LAND USES INCLUDING
AND BUSINESSES.
3. AND INCLUDE; A PLAYGROUND, OPEN SPACE AREA, AND BIICE PATHS. �
WE HAVE DEVELOPED A DECK CONCEPT THAT INCLUDES TF� LAND AT
THE ASHLAND/HAMI,INE EXITS WITH TI� LAND AT SUNA�IIT AVENUE.
OUR DECK PROPOSAL SHOULD BE INCLUDED IN FUTURE STUDIES OF Tf�
AYD MII,L ROAD ALTERNATIVES.
AYD MQ.L TESTIIutONY BEFORE CIIY COUNCII, 03/02/95 PAGE 2
�0 .
/
' 95-444
�i'
I ATTENDED ALL THE AYD MILI, TASK FORCE r�TINGS, EXCEPT ONE,
` AND ALL Tf� COALTITON MEETINGS.
TF� SEVEN PRINCIPLES PREPARED BY Tf� COALTITON ARE BROAD
= ENOUGH TO GO ALONG WITH TF� MAJOR IDEAS AIdD GOALS THAT WERE
' DEVELOPED BY TI� TASK FORCE.
��.
�-; IN CONCLUSION, I f1M ASKING FOR Tf� CITY COUNCII, TO STRONG
SUPPORT TF� COALTTIONS SEVEN PRINCIPLES, ESPECIALLY PRINCIPLE
NUMBER FIVE WHICH PROMOTES Tf� DEVELOPMENT OF A DECK TO
ACCONIMODATE PARK SPACE AND VOTE TO INCLUDE TI�SE PRINCIPLES
, _ �. , . . _ , .
IN FUTURE EIS STLTDIES OF TF� AYD MILL ROAD.
`. ;. a
THANK YOU FOR ALLOV1rIIVG ME THIS OPPORTUNTfY T0 PRESENT �vII' R '<
VIEWS. �
JOHN GALATOWITSCH
1496 ASHI,AND AVENUE
ST. PAiJL, MN 55103
(612)645-4995 '
AYD MII.L TESTRvfONY BEFORE CI1Y COUNCII. 03/02/95 PAGE 3 O
��
March 2, 1995
To the membess of the St. Paul City Council and Planning Commission,
Regarding: Ayd Mili Road
As residenu of St. Paul and neighbors of Ayd MilI Road, we are very concerned about
severai of the options recommended for Ayd IvI'ill Road. We are stron¢ly opposed to any
connection of I-35 and I-94 invoiving Ayd 1�11 Road. We do not waat the additional
noise aad sir pollution retated to a freeway. We are concerned that several good citizens
like ourselves would move out of the neighborhood to avoid these problems, thus
. resulting in declining properry values and further deterioration of the city. We're sure
that you share. these concerns. .
�
We believe it is unfair to reduce our standard of living and possibly lose money due to
declining property valnes to convenience people that would benefit most, people living in
the suburbs.
. - - � .. . - . _ x.
We recognize that a direct connection between I-94 and I-35 is desirable and therefore,
support a downtown,direct connection. This connection should have been made in the
first place when the two interstates intersected. We support the no build or linear park
options for Ayd Mill Road.
We love St. Paul and don't want to move, however, we also do not want to live next to a
noisy, smelly, dirty freeway.
Sinc ely,
��l�.. � J�-..d��..,..�,� i`�J
�,.a...�.,.-_ y'�'l c�-X�
Richard Markowslri, D.D.S. and Karen Markowsld
1366 Goodrich Avenue
62
_ _ 95-444 �
w....._ -
� Sneiling .. _
<
� Hamline
�Community
�--� € Council
IbT.�Selhy A�•e. • I.ibert3 State Bank Bidg. Rm. 319 • St Paul, bL� 5.51(}4 •(612) 64�-108b
February 28, 1995
�
Mike Klassen
Ayd Miil Road Project Manager
Department of public Works
City of St. Paul
800 City Hall Annex
25 West 4th Street
St. Paui, MN 55101
From: Residents of Snelling Park
-'. Saint FauI;�MN. 55104 : .'_ �: ; : <
Re: Ayd Mill Road
- Dear Mike Kiassen: �
WE, the residents of Snelling Park are concerned about AYD MILL ROAD and the
possibte impacts it may have on our neighborhood. Currentiy we feel that we are
already "boxed in" by our present traffic conditions and are requesting traffic counts be
- done so that we can make a more informed decision about the impact Ayd Miil Road
(and Midway Marketplace) may have on our already strained neighborhood
Here is fiow we feel "boxed in" in Snelling Park. Our boundaries are as follows: on the
east is Pascai Avenue and the industrial sites just east of Pascai to Hamiine Avenue,
the south boundary is Marshall Avenue•and the Short Line Railroad, to the west is the
heavily traveled SNELLING AVENUE and iYs commerce. Worst of all is our northern
boundary of Concordia Avenue and Interstate 94. I-94 and Snelling is listed as 2 of
the top 10 accident spots in St. Paul and a few blocks away at University Avenue lists
4 more of the top ten dangerous intersections and ail bordering Sneliing �ark.
We only have ASBURY and PASCAL as north/south streets. Our A�BURY Street is
oniy 2 blocks long and doesn't go through to Marshail Avenue; therefore, PASCAL is
our Qp(y �j through streei. Left tums from SneNing Park to go soe�thbound on
Sneiling Avenue are virtually impossibie, especially during peak traffic periods.
We get noise from Interstate 94, Concordia, Snelling, Pascal, and Marshall Avenues.
We also have a utiiity sub-station that:hums �II hours of the day. We have factories
63
spewing out airbame and noise pollution, raitroad locomotives passing through, and
cabbies noisily changing shilfts at 3:30 p.m. and again at 3:00 in the moming. These
shift changes intensify traffic conditions at Marshall and Pascal Avenues in the
afternoon and arouse neighbors from their sleep in the middle of the night and usually
last at {east an fiour each shift change.
If Pascal {andfor the rail road spur) is selected as the route for Ayd Mill Road, the entire
Sneili�g Park neighborhood wili be negativety affected. If the Light Rail Transit aiso
comes through as planned along the I-94 corridor, that too, may have negative impacts
on this neighborhood. It is for these reasons that we are requesting that some tra�c
counts may be done so tfiat we may be abie to make more informed decisions
�regarding these matters and the implications they may impact on Sneiling Park.
We sincerely appreciate you taking time out of your busy schedule to read this and are
extremely grateful for any assistance you may provide.
Raspectfuliy Submitted by,
. . .. = �':. �".�Xi� - 'C -. .. - .
�ene Thiil �
1472 Iglehart Avenue
Si. Paul, MN 55104
(612) 646 5378 or 661 9978
�i/��.
��/�Z�
' Spokespreson for Sneiling Park
' Member of the Board of Directors of the
Snelling Hamline Community Council
'Resident of Snelling Park (33 years)
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s 95-444
March 2,1995
- ; Comments to the S� Paul City Councilv-�� .
MaE IioIIinshead � = t�
Merriam Park Community Council Representative,
Ayd Mill Road EIS Task Force
Let me start by simply noting that Ayd Mill Road is not so much a problem as it is an
opportunity. We also see, through such projects as the Phalen Comdor on the East Side,
what potential benefit can come with proper planning. Ayd Mill Road is an opportunity
of similar scale, and we must make the most of it.
I come before you to report that I voted against inclusion of the Fairview/Freeway
alternative in the Scoping Document, but I also voted for the document itself that now
includes that altemative.
Since those votes, the Merriam Park Community Council has endorsed the seven
�� �:�$r;_=:. .,.
pnnciples of theAyd.Mill Road Coalition, thelast of which is to exclude the -
Fairview/�'reeway alternative. The Council also voted to exclude studying any freeway
altemative, including those that would be located east of Snelling Avenue. .
�, I therefore urge you to drop the Fairview and ail other freeway altematives from the
EIS study. Let me highlight some reasons beyond the obvious one of containing the
study buiiget.
From a regional perspective, it can be argued that excluding Fairview or other free- '
way altematives.will compromise the EIS "study. But I would submit to you that of all
the various levels of study altematives, the `Fairview or other freeway' is the one catego-
ry of alternative that has the least support from ali the various interest groups within St.
Pau� groger. An� Ayd It�ill Road is under ciry, not state or federal jurisdiction.
For business and residents, a freeway aiternative limits access; for residents, a free-
way altemative maximizes loss of property, property values and amenity funding; from a
regional point of view, excepting Fairview oniy about 10% of year-2015 trips will be
through-trips that neither begin nor end in St. Paul; again from a business perspective,
the 25% increase with a Fairview freeway altemative does little or nothing for St. Paul
busines�
The question before you then comes down to funding, in three ways:
(1) Will studying Fairview or other freeway altematives be cost effective in the EIS
if we include them now?
(2) Will the omission of Fairview or other freeway alternatives require raising addi-
tional money at ss��e point in the future to amend the EIS study?
Page 1 of 3
bS
��d lYlill Road Testimony to the St. Paul City Council
�Vlat Hollinshead, EIS Task Force member "
(3) If federal and state dollars are needed to complete Ayd Mill Road, will the
omission of the Fairview or other freeway altematives substantially reduce the abiliry of
S�. Paul to get those funds?
On all three of tfiese questions, the answer is "no," for two compelling reasons:
• I-35E will never carry long-distance trucldng traffic, and therefore Ayd Mill Road .
wili never carry such regional traffic even if it is a freeway. That has no effect on the
strong case for federal/state funding of Ayd Mill Road as an e�cpressway.
• Projected regional automobile through-trips — those mentioned above that neither _
begin nor end in St. Paul — will be as convenient by expressway as by freeway. The
most important characterisrics of freeways — the standard to which accesses are built
and the maximum permitted speed — will be irrelevant for through-trips using Ayd Mill.
They will not use accesses along the way, and they will be paced on the south end
according"to a 45-mile-an-hour speed limit on I35E: .What will be relevant for those, ..
through-'�rips�is flowtfirough, �and for that criterion an expressway provides a fuIly ade-
quate high-volume study altemative.
�
Having made the above comments representing lviemam Park, let me make fhe fol- �
lowing comments as an individual:
• This EIS study must include the impact of construction as well as the finished
results of construction. Closing for more than a month of access to even some business-
es along the corridor is unacceptable. Certain kinds of construction might cause more
soil erosion, vibration or other damage than other kinds of construction. Thus, how
something is built is in some cases of much greater overall impact than what is built, and
that is a legitimate impact to study.
• The deck amenity that is number 5 of the seven principles of the Ayd Mill Road
Coalition should be regarded as a serious statement of values that must be incorporated
into the EIS study and into whatever is built as a result. Ayd Mill Road is one of those
rare opportunities that come seldom to us to completely change the way an area is per-
ceived by its own residents, workers, businesses and by others. Downtown, we have
seen what a very high standard of aesthetic and amenity design in transportation projects
can do. Let us ensure that standard is studied for Ayd Mill Road as well.
• It makes little sense to study a linear park unless it is condirioned on measures to
exclude up to 12,000 trips per day — the current average on Ayd Mill — from the study
area. The linear park is a statement that modem life is possible without always caving
� Page 2 of 3
Mat Hollinshead, EIS Task Force member
' , ' �+4�
in to the imperiat demands of the automobile. Only an aggressive regime o€ traffic
demand and traffic system management that achieves the above exclusions will state its
true benefits honestly.
•�Speaking as a member of the`Snelling-Selby Area Business Associarion (SSABA),
let me say that the economic impact of favoring access to megadevelopments such as
Midway Marketplace over access to local small business such as that at Snelling and
Selby must be studied in the EIS. Small business is as much a backbone of our neigh-
borhoods as stable housing. Unintended neglect of the potenrial impact of bypassing
local small business will significantiy compromise, the value of the EIS study.
• Spealdng as a member and also vice president of the SSABA, I urge you to specif-
ically include the question of how an Ayd Mill Road reconstruction would fit into a sys-
tem of congestion pricing, as described in today's Pioneer Press. That is the direction
we must take if we are to balance the budget and balance our transportation demands.
• Please retain the existing inclusion of bicycle and pedestrian emphasis in all the
altematives suggested in the scoping document. Cunent federal funding policy empha-
sizes multi-modal_planning, which means.federal money will be.more readily available ��
'if strong�pedestrian and l�icycle `elements are`inciuded:' ° - ~ � ' ` ' - '
Let me thank all of you ana your predecessors for your `patience and wisdom in this
_very complicated question. K,I reiterate: Ayd Mi11,Road not so much a prablem as, it is an
opportunity. With proper scoping and implementation of the EIS, we will be able to
plan and fund a design that most improves the lives of those who live and work along
Ayd Mill Road. �
,,:
�
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Page3of3
67
r i � ►l ri'77'�T � � , I/rl��
� i . � � �, , � , I
AYD NIILL ROAA NOTES
� ° INTRODUCE SELF
� 1. FROM TIIVNESSEE
2. FAMILY CHOSE ST.PAUL
"= 3. DOUBLE INCOME WITH THREE CHILDRII�I
0
� �- y
Jc�.�►.e� Ct,�YD
t �t6G A�l.(a,�l, �}ve .
5t. �� � M.1� 5sio¢
6�t-�E-zsg7
� 4. STABILITY OF NEIGHBQRHOOD AND LOCAL BL3SINESSES
` 5. ON AYD MILL ROAD TASK FORCE AND AM AWARE OF DATA STATISTICS,
EI'C.
6. DONT KNOW HISTORY OF AYD MILL ROAD, E.G. DON'T REMEMBER WHEN
iT WAS THE SHORT LINE
<' 7. HAVE CONCERNS ABOUT WHAT IT NfAY BE IN FUTLTRE
CONCERIVS
��: i. : SACRIFIGING STABILITY OF NEIGHBbRH'OOD II�' OF�DER TO IvtAKE
ACCESS FROM SUBURBS TO MINNEAPOLIS MORE CONVF.�'VIEN'I'. HAVE
` ALREADY SEEN OUR NIIGHBORHOQD SPLIT WITH IIVITIAL
CONSTRUCI'lON OF ROAD
~ 2. INCREASE IN TRAFFIC, PARTICULARLY AROUND
n SELBY/SNELLING/UNIVFRSITY AREA IN ORDER TO SUPP032T INCREASED
ACCESS TO OUR NEW SHOPPING MALL IN MIDWAY AREA
- 3. SPENDING ALL TQO FEW CITY, STATE, AND TAX $$�a ON EIS STUDY
WHII.E THERE IS NO GUARANTEE THAT FEDERAL $$ FOR
TRANSPORTATION WILL FOLLOW. IN FACT IF FEDERAL $S� ARE
FORTHCOMING WOULD BE BETI'ER SPENT ON OTHER NEEDY ROAD
PROJECI'S LIKE I-94 AND I-35W. EVIN SCARE OF CHANGES IN AYD MILL
ROAD WILL RIDUCE PROPERTY VALUES AND AFFECT STASILITY OF
NEIGHBORHOOD...THLTS LOWERING TAX BASE FOR ST. PAUL.
4_ IACK OF GREEN SPACE IN NEIGHBORHOODS THAT WII.L BE AFFECI'ID
BY ROAD.
C OSING ' ' ` � n,a�t�
�ta'�' hr � �r'ti"'z °a au, E( 5 �d. �4.� .�a-�' � a. �
BFST OPfION IS LINEAR PARK OR NO BUILD WITH GREEN SPACE B '
ENHANCING PRO.IECfS TO RECONNECT NEIGHBORHOODS THAT HAVE
BEEN SPLIT BY ROAD IN ITS' INPTIAL CONSTRUCTION. MY NIIGHBORS
AND I ARE VERY CONCERNEB ABOUT THIS ISSUE P,NB STRONGLY
OPPaSE ANY OPTIONS THAT WOULD IN�REASE TRAFFIC, NOISE,
POLLUTION, AND DECREASE SAFETY IN OtJR NEIGHBORHOOD.
THANK YOU
� �
, ,' ,�1' ,
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95-�r#4
My name is Laurie Garfield. I live at 1166 St. Clair Avenue
�in St. Paul in a townhouse in the Wilder complex. My building is
oomprised of'.four units which is adjacent to.the incline that
overlooks Ayd Mill. $ecause of my proximity to the road, whatever
decisions ultimate2y are made regarding Ay@ Mi21 Road will have a
significant on me personally, on the neighbors in my building, and
�the entirety of Wilder Park.
� Like others tonight, I, too, support the 7 principles as
outlined by the Ayd Mill Coalition. I am sympathetiC to the stress
that our neighbors on Randolph, Hamline and Lexington Avenues have
sustained from traffic coming from Dakota County through our
�ommunity: �;:; I. hope tY�at ,eventually . a co�promise wil;l _ be reached
:that will facilitate moving traffic and also protect our property
values and the environment in our neighborhood.
I have been a part of the Mac-Groveland community since I
�
moved.to St. Paul 30 years aqo and have strong feelings for this
area. I made a conscious crioice to stay in the city after selling
my home on Juliet Avenue a few years ago. Wilder Park meets the
needs of many like myself -- empty nesters who no longer need or
want the upkeep of a house but wish to enjoy the amenties of the
city.
I think it's important to note that Wilder is a community of
282 homes, many occupied by citizens who are retired and could have
moved to what is perceived as a safer community -- the suburbs. We
chose to remain in the city and continue our association with the
community. F1e have even been willing to endure some of the less
f
than pleasant realities that go with the urban living.
69
�
ask that a study of this option be included in the EIS. This is a
solid compromise that would help to mitigate the traffic problems
on Aamline, Lexington and Randolph and would not destroy our
property values.
However, an important part of the proposed two-lane road, is
35-mile an hour speed limit and installation traffic signals to
�
�
.: _
ensure that it does not become another I35E. For the most part,
the 45-mile an hour speed maximum between 7th Street and dowrr�Eo�i �
is a farce. Commuters are not likely to slow their speed when
coming off the freeway unless the constraints of stop lights are in
place. I greatly fear for the future of Wilder Park if Ayd Mill
r . > . .
*Iioad, � becomes` the speedwap= triat I35�'�YS � � � __ ' ' � '
I have expressed concern for the traffic situation our
, , .
neighbors live with. At the same.time „ I want�to note that I have
little sympathy for the commuters who choose to live in the
suburbs, use our streets while passing through, pollute our
environment with their vehicles, and pay no taxes to the City of
St. Paul. We can get them through the City, if it's required, but
let's not make it too easy for them, and most certainly not at the
expense of good, strong neighborhoods in St. Paul such as Wilder
Park.
In conclusion, I'm asking that you recognize the importance of
our neighborhood by including this two-lane road proposal for study
in the EIS. Thank you for your consideration.
� 95
t
AEARZNG ON AYD MILL ROAD MARCH 2, 1995
Margaret Martin, representing the Lex-Ham Community Council
1. The present £our alternatives (#6-9 of the Scoping
Document), which provide a direct connection of Ayd�Mili Road
to Z-35E, vi21 result in 23400 to 22000;additiona2 vehic2es
per day going through our neighborhood, {as compared with no-
�" build
), according to forecasts £or the year 2015 presented in
�Tables 5 and 8 of the Evaluation Memorandum by SRF dtd 11-7-94.
2. This amount of additional traffic will result in serious
traffic congestion at the northern terminus of Ayd Mill near
the I-94 ramps at Snelling for Alteznatives 6 and 7--- an
area currently suffering from congestion, the highest accident
; rates. and the highest carbon monoxide air pollution in the
, city. For Alternative 8, having a direct connection to Z-94
' near Snelling, a substantial amount of traffic is still
= expected to exit (or enter) Ayd Mill near Snelling and the
� I-94 ramps instead of continuing onto the freeWay. For
Alternative 9, with a direct connection to I-94 along the
: railroad at FairvieK, the increased congestion would occur
4,_near the Selby entrance/exit to Ayd Mill. SuCh congestion _
would seriously impair the quality of life in the neighborhood.
3. The:Scoping Document, avoids'eonsideration of this problem
�=bp"terminating discussion'oP traf£ic impacts�at the "north �
�_�screenline", before Ayd Mill tra£fic is discharged onto
r � (or enters from) city streets, and by omitting Tables 5 and 8
' entirely. A major problem must not be evaded by use of such
. t a ct i cs S� :�` ;.;; 1.; '. .
4. Traffic Management (Alternative 3, TSM/TDM) has definite
��advantages over the ��build" alternatives 6-9. Experience else-
`t-.where has shown that it has the potential for substantially
reducing traffic congestion (20% to 40% according to Publication
`� #FHWA-SA-90-OQ5 of the Federal Aighway Administration}, It is
lov cost in contrast to the very high cost "build" alternatives,
and would involve less delay.
Unfortunately it has received scant attention. For example,
the Evaluation Memorandum states that"there would be minimal
changes in traffic volumes on all streets for the TSM alternative"
(p.7). The Scoping Document lists no advantages for Traffic
Management in contrast to several for the "build" alternatives.
Also, under this alternative, the Scoping Document lists specific
actions rather than calling for evaluation of all strategies to
determine which are likely to be most effective in our area and
how much improvement can be expected. For example, one of the
most effective strategies, promotion of preferential parking,
is dismissed with a provision for "continuation of existinq
HOV parking subsidies in downtown St. Paul and downtown
Minneapolis".
THEREFORE. WE URGE THAT:
(I} NO SOUTH END CONNECTZON OF AYD MILL ROAD TO I-35E BE
PROVIDED UNLESS A NORTH END SOLUTION IS FOUND WHICH WILL ,NOT
WORSEN TRAFFIC CONGESTION IN ANY PART OF THE AREA,
(2) CONSULTANTS EMPLOYED BY THE CITY FOR AYD MILL HAVE
OUTSTANDIN.G EXPERIENCE AND CAPABILITY IN TRAFFIC MANAGEMENT, AND
(3) THE PERIOD FOR WRITTEN COMMENT BE EXTENDED.
O
�
F S
�,TAB�E 5 � � .
AYD M(LL ROAD TRAVEL FORECASTS -.
�TWO-LANE ALTERNATIVES--CONNECTED AT BOTH ENDS (GROUP 2)
, � .
� 6B-1 TwaLane 6B-2 TwaLane 68-3 Two-Lane
Faiwiew Split-Diamond Spfit-Diamond
North Screeniine 1 No Build Connection Hvbrid RR Sour
Sneliing
�'`Ayd MilUPascal
�-Hamiine
Lexington
" Total -
Central Screenline
53,000 . 49,000
6,000 18,000
t6,000 15,000
37,000 36,00�
- ' - '112.00� 118,000
Sne![ing
Ayd MiIUPascai
' Hamiine
Lexington _.
� '� Total
; ti.� , �. �.,-_ -� .i..- --
� South Screenline
51,040
'15,OD0
i6,000.
36,000
118,000
'�' �.
;:=_-'
27,000 27,000 27,000
17,000 22,000 20,000
9,000 8,000 9,000
21,000 22,��� 23,OOQ
7d 000 . - = 79,OD0, . , 79,000 .
, Yr4.c ' , a . . ._ ..
� . . .- _ . . . �. � •
%Sneliing 22,000
_ �:Ayd MiIUPasc21 0
�` ' 'Hamline " 10,000 _ "
� Lexin t� on __ _ -26,000
..._s� Totai 58,000
:
20,000 21,000
r22,QD0 22,000
i�,00a �. »,000
-- �s,000 ° is,000
71,000 72,000
T . .
� / �/
51,000
�s,00a
16,000
36,000
118,000 ,�
z: � - -�:
27,000
20,000
9,000
23,000
79,000
21,000
22,000
" 11,000
t8,000
72,QG0
�
�.
�-
��..
�
<
�
95-444
TABLE 8 •
� AYD MILL ROAD TRAVEL FORECASTS - EXPRESSWAYIFREEWAY OPTiONS
.
Split Split
, Freeway Freeway - Diamond Freeway Diamond
North Screenline 1 No 8uifd Fairview Hvbrid �brid RR Sour RR Sour
Snelling 53,000' . 49,OOQ 48,000 : 45,Q00 48,�00 4S,OOQ
Ayd MilUPascai 6,000 33,000 30,OD0� 15,000 ` 30,000 15,OOQ
- Hamline 16,006 11,000 12.000 18.000 12,000 18,000
� Lexington � 37,000 33,�00 33,000 35,000 33,000 35,000
- -- �p a �;666 126,000 923,000 114,000 123,D00 ,
�. Central Screeniine ;! x
' Snelling ' 27,000 25,000 25,000 2 06 00 25,000 26,OQ0
r•Ayd MilUPascai 17,000, 37,000 36,000 27.000 36,000 27,000
Hamiine 9,004 7,000 7,000 8,000 7,000 8,000
Lexington - 21,D00 19,000 19,000 19,000 19,000 19,�00
::�;:r:=,_.y... � o"�'T"Ta ,�'. -V- 74,000 . 0 , 80,000 , 0,000
� -'' �-�. ' _ �;{: � , ' � _ . .. ..
South Screenlihe � ' ' ' �
��Snelling 22,000 22,000 Z2,000 ZZ,000 22,000 22,000
Ayd MiiVPascai 0 Z8,OOp , 26,000 17,000 26,000 17,000
_ Hamline �_, .10,000.�,:, r 10,000 ,��.'�10,000 10,000 10,000 , ,10,000
° -j Lexington 26,Q00 ^. 20,OQ0 20,OOb 22,D00 20,000 .'.-'` 22;000
_ � . e,. ,.,,., �Q r,� - �n �R nnii`7 _i'000
� _ T
T �
�
�
€
,
<'`�
.' -�
�
. . . : ' > E P i_
John H. Lien
� Talk at Public Hearing on Ayd Mili Road
� March 2, 1995
What will be done with Ayd Miil Road? This is a question conceming
all homeowners at Wilder Park as well as our neighbors in the Lexington
�iandolph area. We want to be fair and see this issue resolved in a manner
that will have the least ne4ative imoact on the neighborhood and orotect
Wilder Park was built in 1978-78 for low- and moderate-income
persons, and was funded by St_ Paul Housing and Redevelopment bonds
toaned to the Amherst H. Wifder Foundation, developer of Wilder Park. ft
would be ironic if the altemative chosen should now result in damage t�this
fine housing comple:x which #he city encouraged and promoted. �
- Y �- - Wilder Park•residents--both_tMose in,the,highrise and those whose -..�.;- ._
townhouses abut the road--recognize the need for improving the tlow of
north/south traffic. But the possibility of a freeway-type devetopment is
appalling to us. .
:�� , .
As to the Task Force Recommended Alternatives, we prefer the no-
build, leave as is, though we recognize that this altemative would not relieve
�he heavy traffic and help our Lexington Randolph neighbars. Neither
would the linear park which we favor. But we could compromise on the two-
lane citv street with connections to f 35E and I 94. This altemative would
help relieve traffic for our neighbors with the least negative impact on
property and still move traffic reasonably. _
We urge your support for that al#emative, and thank you in advance
for your efforts toward that end.
;.:
.
WRITTEN STATEMENT
Name: _
Address:
u�
= DATA PRIVACY WARNING
ALL NVRITTEN STATEMENTS" WILL BE INCLUDED IN THE
RECORD OF THE MEET(NG.
AYD MILL ROAD
Comments must be received by March 15, 1995.
Statement:
�
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❑ Elected Official
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❑ Group Representative
[�Private Citizen
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DATA PRIVACY WARNING
ALL "WRI'i�EN STATEMENTS" WiLL BE tNCLUDED IN i'HE
RECORD OF THE MEETING.
AYD MILL ROAD
Commertts must be received by March t5, 1895.
Statement:
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Position, Agency or Group:
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� ❑ Group Representative
DATA PRIVACY WARNING
ALL "WRITTEN STATEMENTS° WILL BE INCLUDED IN THE �� Citizen
RECORD OF THE MEETING.
AYD MILL ROAD Position, Agency or Group:
/V� � 2
�Comments must be received by March 15, 1995.
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� WRITTEN STATEMENT
Name: _
Aildrees:
�
6ATA PRIVACY WARNING
ALL "WR{TTEN STATEMENTS" WILL BE INCLUDED IN THE
RECORD OF THE MEETING:
AYD MILL ROAD
Co must be received by March 15, 1995.
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❑ Pubiic Agency Representative
❑ Group Representative
� Private Citizen
Position, Agency or Group:
Name:
WRtTTEN STAT - 9 �j - �t �+ �
�. DATA PRIVACY WARNING
ALL "WRITTEN STATEMENTS" WILL 8E INCLUDED IN THE
RECO�tD QF THE MEETWG.
� AYD MtLI ROAD
Comments must be received by March 15, 1995. -
. �� _
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DA71tPRNACY WARNtNG � private Citizen
� LL "WRITTEN STATEMENTS" WILL BE INCtUDED IN THE
CORQ OF THE MEETING. " Position, Agency or Group: ��
AYD MILL ROAD
Comments must be received by March 15, 1995.
StalemeM:
�
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,�,,,.: � � c��c�c o�e
aad�e� �'1 e�.�n: i( � Elected Official
� Pubiic Agency Representative
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DATA PRIVACY WARNING �p��e Citizen
ALL'WRITTEN STATEMENTS" WILL BE INCLUDED IN THE
kEGQRD OF THE MEETWG. Position, Agency or Group:
� AYD MILL ROAD
Comments must be received by March 15, 1995. �.
` �_-. -
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Name: CHECK ONE
addrass� z 2 ❑ Elected Officiat
� ❑ Pubtic Agency Represernative
❑ Group Represerrtative
. QATA PRiVACY WARNiNG � private Citizen
ALL'1NRITTEN STATEMENTS" W)LL BE INCLUDED IN THE
RECORD OF THE MEETING.� -�" Position, Agency or Group:
AYD MILL ROAD
Comments must be received by Ma�ch 15, 1995.
_�
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WRITTEN STATEMENT 9 5 `�F�F 4
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�17. 1 v� ./`1,U ys/v `� � Public Agency Representative
❑ Group Representative
DATA PRIVACY WARNING � p vaie Citizen
ALL "WRITTEN STATEMENTS" 1NILL BE INCLUDED IN THE
RECORD OF THE MEETING. Position, Agency or Group:
AYD MILL ROAD
Comments must be received by March 15, 1995.
Statament: �-
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7
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[�- Group Representative
DAT�FPRIVACY WARNING [�} Private Citizen
"WRITTEN STATEMENTS" WILL BE INCLUDED IN THE
ORD OF THE MEETING. � �. Posit� , Agency or Gr up:
AYD MILL ROAD � ��J _ �
Comments must be received by March 15, 1995.
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Name:
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�• ��- rJ L � f✓'nl .�.1'ia �
DATA PRIVACY WARNING
ALL "WRITTEN STATEMENTS° WILL BE INCLUDED IN THE
RECORD OF THE MEETWG.
AYD MILL ROAD
Comments must be received by March 15. 1995.
CHECK ONE
❑ Efected Officiai
❑ Public Agency Representative
❑ Group Representative
�Private Citizen
Position, Agency or Group:
�1_n�� ���
WRITTEN STATEMENT
Name: `�.' ��. 1' � � � ), .�-r: � l_
Address: 1; 1 1 � d�. �. �� n� i�, �� I� +� luns'
`=� l� ,a U L— �.,� _� ��i i s
DATA�14L1fACY WARNING
ALL "WRFTfEN STATEMENTS" WILL i�E INCLUDED fN THE
RECORD OF THE MEETING.
AYD MILL ROAD
Comments must be received by March 15, 1985.
CHECK ONE
❑ Elected Officiai
❑ Public Agency Representative
❑ Group Representative
� Private Citizen
Position, Agency or Group:
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95-444
: From:. Barb A. Benson (BARBB) �_
To: ChuckR y �
Date: Tuesday, February 28, I995 10:56 am
�= Subject: Ayd Mill Road
;,
� Catherine Warweg, 1181 Edgecumbe Road, 699-0160, called regarding
Ayd Mill Road. She asked that you please support a two-lane city
parkway with several accesses and bike paths, with connections.to
�35E and I94.
CC:
DaveT
€
WRITTEN STATEMENT
Name: _nc_� n� �� e. / / aa/n
Address: —L1 2 '"E d� � u 7-n (� e �Q F1 //5�
S' 7 l a-:., //�, . �� s s � c;�
DATA PRIVACY WARNING
ALL "WRITTEN STATEMENTS" WILL BE INCLUDED IN THE
RECORD OF THE MEETING. -
AYD MtLL ROAD
Comments must be received by March 15, 1995.
Statement:
W�
9
0
CHECK ONE
❑ Elected Officiai
❑ Pubiic Agency Representative
❑ Group Representative
� Private Citizen
= Position, Agency or Group:
,
�`_ll<-C_PC_t/ �d-.c.h_. u^'.--•t-F-<'--°.�"�"„�—
� �
h�R-02-1995 16�35 SAINT P�1L MRY�2'S OFFILE 612 266 8513
llsl Ea.gcnmbe xoad #1.507
8ti Paul, M'innesota 55105
Fehruary.25,1935
Mayor Norm Coleman
Ci� xau
15 gellogg Boutevard West
St Paul, Mutnesota 55102
Dear Mayar Coleman:
► rocci
FES 27 ?�:::.
� �' 1.�� +l. "- r �.
.
P.BSi14
�,, . n ., ,n.. �.,
/
I am writing to you, as a homeowner and member of the Board of Directors af Wilder
Park, to request yoar assistance in ensuring that upgrading of Ayd M�1 Road will not
result in damage to oia 28�unit condominium complex as eome of the identified _� �
alternatives t�reaten to do. .
Wi�der Park was funded by St Paul H i�+n ¢�and Redevelo ment bonds loaned to the �°
.Amberst H. �lder Foundation, developer of Wilder Park. I ould indeed be ironic if
the alternative ehDSen should now result in dsmage to this na honsing complex
' � ! � " N ' � f ' � . � • � � u � 4•
Wilder Park residents—both those in the highrise and thos��hose townhouses abut
the road—recognize the need for improving the flow of north/south traffic. But the
poss�3iIity af a freewa�type development ie appsl2ing to �s�
We utge your support for that alternafive. Thank you in advance for yovr efforts
toward that end.
SincerelY�
. E� ritt�rtt� �FJ. ��i�
S. Burton, $erretary
Wilder Park 8oard of Directors
@�
� .
1255 Goodrich Ave.
Saint Paul MN 55105
Feb. 23, 1995
� Council member Michael Harris
Saint Paul City Hail -- room 310C
15 W. Kellogg Bivd.
Saint Paul, MN 55102
�
95-444�ji
RECEIVED
FEB 2 7 1995
COUNCIL PRESIDENT
� Dear Council member Harris: DAVE THUNE
Build it and they will come.
That cliche applies not only to buildings, but to roads as well. As
�transportation planners acknowledge, if additional capacity is added
to the highway system in the Twin Cities, motorists are bound to find
it and �11 it up. . .
�. . ,
3 `' In the case of Ayd Mili Road, who would be served by any expansion
-or additional connections? Although a recent study showed that most
; motorists using;:Ayd Mill are using : i�,[ for.,intra-city trips, the only ;
reason the Minnesoia Department of Transportation would be
pushing the study of the matter is because they see its potential to
serve motorists from outside of the city. Otherwise this could remain
an issue for the city to resolve on its own.
So with suburban and MnDOT pressure, Saint Paul could be scarred
with one more highway. And just as neighborhoods stretching from
Highway 280 to Interstate 35E have suffered, so will the
neighborhoods that stretch along Ayd Mi21 Road, and vntil now have
� proven to be relativel,y healthy.
If congestion at one part of the Ayd Mill comdor or out in the
suburbs is the problem, there are several solutions besides bringing
in the same people I've been totd planned I-394, Strgar-Roscoe-
Fausch, to steer the drafting of the scoping document. As the effort
that is underway to see Ayd Mili turned into a highway grinds on,
more inventive; and systematic solutions aren't likely to be realiy
considered. It is my understanding, for example, that a dedicated bus
way that couid relieve commuter pressure and reward transit users,
was not discussed.
Q�
My one attempt to raise this topic with iny community council was
when I joined a handful o€ my immediate neighbors for a caucus
meeting to elect a representative. When I asked about what geople
. tkought about the discussion surrounding Ayd Mill road expansion,
the woman who was supposed to be moderating the group told me
' not to worry. The planners at MnDOT are looking out for our besi
interest, she said. She then said she was married to one of those
planners.
I regret that so few people appear willing to re-frame the question
,;
behind Ayd MiII and ask themselves why this planning process is
moving ahead. If the Twin Cities are sprawling out of control, is it in
the city's best interest, for example, to reward suburbanites for
moving out by helping them pass through the city? Aren't there
enough public subsidies for sewers and school construction and
sueets in outiying areas already?
I can only hope some city officials will begin to speak out about how
_ this process is out of conuol --; and start to control it. .
� -_ . - . . .-� " - • � , .. - . . � - . .
Sincerely,
� - John Steiner-Manning
,
�� — J
c.`
Mayor Norm Coleman
Council President David Thune
� .�
11AR-02-1995 16�39 SRINT PRLIL MRY�2'S OFFICE 612 266 8513 P.14ii4� �.
� - * . � „_ �- . ..._ . y,, J.C/e�Gtxy�� �, �t , . . �
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MRR�2-1995 16�34 SRINT PRL� I�YpR'S OFFICE 622 266 8513 P.03ii4
• ' . ' ' . t�ebruary 24, 2qg� . ... .. _ - ,._< � .
Rtl:r:{iitt-
Mayor Atorm Cal:eman, St :aul FEB 27 '�9� �� •
Suite 3g0, City iiail � � �.
� • • ;��'0�'S OFFlC£
.z.ubj� t,yd nli11 itna3 -� - _
I am a resident �S iNilder �ark CompZex and am greatly concerned
with what decision wilt be made `regarding the future of �syd
bi.ill Hoad� and wnuld like ycu to know my opinion on the decision
to be made.
My decision to purch-3se a cond.ninininm in �iilder �ark in 1981
was greatly irifluenced by the location and convenience to
church an�.bu�inesses and - the quietness of the area. I feel
i wou2d be unjust to me and �ther residents of Nilder Yark
to�bui7.d a freeway that wnuld harm eur residential complex
as well as destr�y a number oP homes, the parking area and
gaz�zge For this condominium.
When deciding the future of Ayd b7i11 Road, you must take
into considerati�n the existin� and predicted ground bozne
(noise) vibration and how it will harm onr i;ilder"Fark
residential complex. -
I, strons�ly. urge yrni to , leave,l+yd,.fAi21 fu�ad as is, if it
i�ust a two lane"city par'_twny with several accesses'
viould be most benel'ical tn the residents ol this area.
Any kirni oS a four lane #'reeway v,ould be highly �ndesirable.
Zn general, S endorse the Seven Prineiples of the' Ayd Mill ;�.. „, ,. _.�
�taad Coaliti�n.
Sincerely,
� �
Marga t M. M�ney
I181 dgCUmbe Road ; 614
St. raul, 1Rn. 55105
69�-3z61 '
i�.S. f�•ayor Colenan. when you visited Wilder Condominium when
you were campai'gning for election to �Sayor of St. s'aul,
-you expressed the opinion that this is a wonderful compex,
TherePore, I hnpe you will not allow any decision that
would be harmful to our•complex. 'Phan'�c you.
ll�
�V L...i a.lflall 1 r1VL 111"11W\ � W l lV1� 1..1iG GUD O�J3� r�i
� ROHERT A. & '1HUUZ C;ts�tt'r Y " '
• 118I EdgCUmbe Road �1206. (� � � � f�,�,
. St.Paul, Minnesota 55105
Hon Norm Coleman February������95
Mayor of St.Paul
City HaIZ
Suite 390
saint Pau}��,. Mn. 55102
' •
Dear Mayoz Coleman.
FE8 27 7995
�YOR'S OFrtCc':
Re: AYD MILL ROAD
�r-
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We are owners and residents of Condominium
12D6 in the 17th Floor structure of the Wilder Park
Complex consisting of 230 units surrounded by 52 '
TomnHOmes on a beaut�ully landscaped 17 aeze site
facing East to Ayd Mill Road from Jefferson to
St. Clair.
Bob has been set!red from No,rthwest Airlines
since 197� after 34 years o£ serroiCe. Trudy is a
successful Real £etate Agent with Hurnet Realty. We
have lived our entire marriage of 48 years in High-
Land Groveland asea. We have two married children
and three grandchildren all. of whom live in the Metro
area.
''�We have been fol7.owing` the 35 E extension -' '
debate in the news media and meetings and understand
that you and the Covncil will hold a special meeting
on March 2, 1995 for pvrpose,of obtaining information
from the,public. .
. ;. , , ,
��` `Several of�'the Condominium Association Presidents
past and present will apeak briefly to the council.
we appreciate you making this seseion available.
Trudy and I both recognized shortly after
retirement that our home in Highland was too large
for our changing neede and started a systematic
seazch for alternative hovsing opportunities.
wilder PaBcfulfilled our specifications
because we wcald remain in our neighborhood with
friends of years and at the same time mak3ng our
home available to younger married persons with families
rather that-to move to the suhurbs-in a changing
env3ronment-without easy accese to services, transpor-
tation, medical attention.
Wilder Foundation served as the Developer
and c.orked very ciosely with,the city for the creation
of new housing in a mixed use format.
»
L/
�
�
' The design, etructvre and #inancing was azraeged
with a common object3ve---to strengthen the Neighborhood. z .�
The projeet has been a euccea�--maintaining high occupancy
and resident satisfaction. '
We have reviewed the several a2ternatives that
- we hsve beeff.advised will be under considerat3on fiy
- the Council�for EIS study.
_ We have conststently been in apposition to the .
opening of Ayd Mill Road because of justified concern '
aboat the attendant noise, pollutian, increased tza£fic
and passi6ie removal of several townhomes and adverse
, ePfeet of two itvel gazage serving the zesideats.
It should be kept in mind that approximateiy 500
pezsons live in Wiider Park-with aveiage age in the
Tower of 76 with several in their SOs and 90s. The
minimum age to be eligb3e to live in the tower is 55
whiie no age-chiidren restriction in Townhomes .E'urther
the pzoject has increased the tax base for the city. To
open the Road would decrease property value and reduce
zeveaues. .
�
It ie our opinion after reviewing t6e Scoping
f�==�. :"'document� •that the best� interest of fhe city and property
owners would be served by: •
�,,;� . . .. Msking 35E Connection Down Town. �
= and converting Ayd�_Mi13 Road into
` � i >a Lineai,Park. _ .
�.t If however after a fu11 and complete EIS haa
been made and it is hown by strong and compelling evidence
that Ayd Mill Road should be opened and the"full council
• concurswe believe that the best compzomise would be:
Two Lane Street with connection at
35E and 94 wzth limits on speed
and other'protectioe measure for
homeowaers and motorists.
Under no circumstanees shonid Ayd Mill Road
be : coaverted to a Fzeeway which woald eompletly
and irreparable damage the neighborhood in direct
conflct-withe Citys poli.cy.of promoting Neighborho�ds
PLEASE PROTECT AND PAESERVE OUR NESGSSOR&OOD
If we can be of any assistanee to you or you�
need additional infarmation please call us at 699-9598
of office of the Association office 698-2505.
Respect£u � y you � /f�
7
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, RECEIVED
FEB 2 7 1g95
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95-444
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February 20, 1995
1484 Van Buren Avenue
St Paul, MN 55104-1930
Mike Kiassen - --�-- --� - ° �
Public Works Department ; _:__, ; : _'
80D City Hall Annex ; �
25 West Fourth Street 3 4= ;?'
St Paui, MN 55102 ;
�
RE: Short Line/Ayd Miii Road Options `: _
Dear Mr. Klassen:
I have lived in the Hamiine Nlidway area since 1979 and would like to encourage you to
considerll6 options for the Short Line/Ayd Miil Road extension.
•First, I would like to see the road open into the midway area. It is such a pain to drive
�=: x. down the road and then exit down Lexington and back to 35E. I.am not sure which way
is the best way ta connect.:..`just finish the' connection for'cars & buses to use. I believe "
the 35E bridges are already in so it is a minor expense to open on the south end. --
Second, 1 would like this road to mesh i�ta the upcomirtg !RT in our area. I see that ;�;�
once tit]r 12th (?) study is done that we will=build.an LRT-system througfi the midway�� �
area. I would hate to see a bridge just built tom down for the LRT system.
Third, I think the extreme pitch of the road leaves a bit to be desired in terms of a
bikeway or a walkway. Perhaps it would be great for skateboarders?
I am speaking as a person who rides the bus daily, walks 2.5 miles a day, and bikes 15
miles a day (once weather permits). My wife also walks to Snelling/194 daily to catch a
bus to work. We own two cars, too.
!n closing, thanks for yow time. I am looking forward to the road opening soon! Our =.�
�neighborhood needs the business and the convenience of the road.
.- -
� , '�
/•/� ' ��/
-_.
�
92
R�cFlv��
WILDER PARK TOF+�R
F�$ 2 7 ���35 1181 Edgcumbe Road
st. Paul, A4N 55105
"'`C��EL HA�l�+.'
To: Michael Harris, Dist. 3. St. Paul City Council
' From: Edward 0'Rourke, Condominium Owner
Subject: �tux'e o£ Ayd Piill Road
95-444
Feb. 25, 1995
The Wilder Park Association met Wednesday, Feb. 15, to discuss l�yd Null
Road options. The following are coae of the points we considered.
There is very little space between the ldilder Park Complea and the rail-
. road the roadway here xou3d result in removing-some town.houses., ,
- � s
on tne property�and cutting into the mower Parking I+ot and Garage. These char.ges
would lower the nalue of our property.
� Therefore we decided that a two lane parkway (city street) vith access points
�,.. .-�. ' `"
arifl connections at both erids ( 135E and I94)� uould be the,best solution for�us. �=-- �
A freeway is the least favorable option from our poi.nt of view.
a'i'here are 230 owners in the Tower and another 48 owners in the townhouses.
Sincerely yours,
�
�.
�
Edward F. 0'Rourl�
• 1181 Edgcumbe �d. Apt. 511
St. Paul, MN 55105 " '°''�
�
1181 edgcumbe rood • st. poul • minnesoro • 55105 • 698
February 22, 1995
�= Roberta Megard� District 4, St. Paul City Council
FROM: Warren Thomsen, President Wilder Park Association
SUBJECT: Ayd Mill Road Future
This letter is to infocm you of the opinions of the majority
o£ ocmers of Wilder Park Condominiums and Townhouses concerning
t6e Ayd Mill Road options as presented by the Task Force.
tvilder Park inclvdes 230 condominum �nits in the highrise owned
by Senior Citizens (55 and o2der? a►�d 52 townhovse units with `-
�.°-no age restrictions." About 25$ of�the units are teserved for �`
people with low incomes. One of tfie Wilder Foundations
=objectives was to create a place for cetirement withovt Ieaving
*, the Highland Park neighborhood and be able to continue �.
gtteri83rtg the same churches and businessess.
;�
Ayd Mill Road is the northeast boundary of the Wilder Park
wmplex betveen Lexington Parkway and St. Clair Avenue. There
- is a m3nfmum amoant of space between the comp2ex and the
railroad, so videning the roadway here would destroy a significant
number of homes. the parking area and gatage for the highrise
cor�daninum owners� and drastically reduce the value of our property.
` While the °no build" option is very satisfactory to us, it Will
- not relieve the traffic on neighboring streets(Lexington. Snelling.
Randolph. etc.). A satisfactory option vould be a tvo lane
parkWay srith several access points and connections to the Inter-
states at both ends. A freeway is the least favorable option.
In generalr we endorse the Seven Principles of the Ayd Mill
Road Coalition.
�
Sincerely,
�� ���/yry�l�s�`
Warren Thomsen
1181 Edgcimd�e Road $1716
St. Paul, Mn. 55105
649-2086
,.. _ �.,
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95-444
FnB�UArY 19 1995
1181 r.�CII?.SBE R�. �8a2
St. Paul, :.•". $$105
i:r. :�:ichael_Y.arris, Councilperson.
5t. Paul City Council
iear i�.r. Harris,
After a discussion at i�]ilder Park , we have
..� -__... fl ome to the conclusion that leaving A�D RCAD just the
__ way it is, would prove less costly and also less compli-
,
-�
cated; any revions that were suggested.
There were a number that thought a two lane city
parkway, with connections to 35� and I 94 would
benefit both residents and commercial enterprises
and require a Minimur� of hone-and business condemaa
ations, but after witnessing,traffic tie-ups with
cars exiting on to �'reeways at rush hour, my husband
and I thin."� it would cause a back cars
on the two lane road, causing a host of traFfic problems.
0
� � �1,�.�,.�,�-
Sincerely,
L�� � d'��v.�
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95-444
1103 Edgcumbe Rd.
� __ St. Paul, HN 55105-2831
February 23,1995
Michael Harris
St. Pau7 City Council
City Hall, Suite 310 C
15 Kellogg Bivd. 41.
St. Pau1,.Mn 55102
Dear Mr. Harris,
PECEIV L�
FE9 2 2 5995
r�VC�I�i.� ��flE\i�s
I am writing to express my concerns
modifications to Ayd Mill Rd. I live at
�uait complex of homeowners. Any changes
a significant impact on our property.
regarding possible
Wilc�er Park, a 282
in the road will have
Of the alternatives being recomr�ended to the City Council
- to study for the Environmental Impact Statement, I support
-- the following: ----
1. a linear park
2. a two-.)ane city parkway with several aecesses and connec-
- tions to 35E and I94.
a. This would require minimal destruction of residential
and comnercial tax-paying properties.
b. It would benefit,both c.ommerci;al ent�rprises and home-
___ owners. ,
-- • c. It would decrease some of the traffic on Randolph,
Lexinoton and Jefferson avenues.
Any four-lane expressway or freeway would cause the follow-
ing:
i. Destruction of a siqnificant portion of the homes in
k�ilder Park and elsewhere along the road.
2. Noise and exhaust pollution; possible damage to existing
bui,ldings fron traff;c vibration.
3. A decline�in property values. Studies have shown an
increase in crime rates along freeway corridors, as
we11 as a loss of tax-base for the city.
I feel that city neighborhoods should not be destroyed°in
order to provide convenient traffic patterns for cor�muters.
That contributes to the decline of cities. I.do not desire to
move to the suburbs, but if the above problems occur, I would
not have an alternative,
Thank your for your attention to this r�atter.
cc: Dave Thune
Ptayor Norm Coleman
Sincerely, �
,�u.�'-�. - 7�,_
Helen M. Geurtz
�U
TO:
FROM:
Cl tli�.l 4� i:.:J
FE� 2 2 �JS�
..t �h�iii�
�
February 22, 1995
Michael Harris, District 3, St. Paul City Council
John H. lien, Wilder Park Fiomeowner
SUBJECT: Possible Modification of Ayd Mili Road
What wili be done with Ayd Mill Road? This is a question concerning all
— homeowners at Wiider Park as weli as our neighbors in the Lexington
Randolph area. We want to be fair and see this issue resoived in a
rtianner that wili have the least negative impact on the neighborhood and
protect our homes and their value.
�' `
x=
As you may know, Wilder Park was buiit in 1978-79 for tow- and
moderate-income persons: : Our compiex consists of 282 homeowners,
230 of whom are seniors. We do have a considerabie tax impact in the
area.
As to the Task FQrce Recommended Alternatives, we.prefer the "no-build,
feave as is," though we reoognize that this aiternative woutd not retfeve
the heavy traffic and help our Lexington Randoiph neighbors. Neither
would the linear park, which we would favor. But we could com romise �
on the two-iane city street with connections to 35E and I 94. This
alternative would help reiieve traffic for our Lexington Randofph
neighbors with the least negative impact on property and stili move traffic
reasonably.
Thartk you for your service ort the C+ty Councii representing Disirict 3.
Sincerety,
John H. Lien
��
1181 Edgcumbe Road #711
St. Paul, MN 55105
690-4757
95-44�
P,tCE(VEa
February ie , 1995 FEB 2 � 1�g�
Dear Mr. Harris: .��� q � �{�
- !•I �ttC,et.�
Last night the residents of Wilder Park
had a meeting to discuss the Ayd Mill Road
situation. we are a Senior Community on
retired inccmes and naturally watch our
budgets very carefully.
We do not want the other areas of St. Paul
overburdened either.
We feel that the two lane city parkway with
several accesses etc. would be a good solution
to the problem.
Would you kindly be considerate of the Wilder
Park population when voting on the solution .
� to the Ayd Mill problem.
Thank you,
`�� � ���:>�
Marp �Y �rtheimer
#809
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1181 Fdgcumbe Rd # 809 '
Saint Paul MN 55105•2834 - -.
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st. Panl, Hx 55116
Bebrnary 1�, 1995
Mike �Isasea
Pnblic i�or}:s Departmeat
800 Citq Hall Annez
25 Y. Fourth St „
st. Paui, Mar 55102
Ee: dyd Mi12 Bnad
Dear Mr. %lassen:
I do not knox xhether or not I will be atle to atLend the Public aeeting at binxood
Becrestion CenLer on Nlarch 2, 1995.
In 1960 re moved to ovr present home, 3�..E xaa ncheduled as a freevay. Propertiea
were pnrchssed, honses moved. etc.to make way for a freevay fron W. �th to doxntovn -
connecting with 35..E north. diter considera�le delav, with years o£ opposition
to a freewx?, the solution r+as a parkwaq. It ma� be conaidered a parkxay, bnt more
like a £reeway rithont Lrucka.
Trsffic aZong I,esingtoa P.arkvay bet�reen W. 7th St,� and Jefferson increased
considerable over tlie peziod oS yesre. North bound traffic"ezit at S�f, 7th �o '
Blbion to Lezingtoa Lo Jefferaon to Ayd Mill �oad, South bound jnst the reveree.
6s s reeult o4 the traffic on I,eaington Plarkway tcy property has decrp.ased approzisately
$7,000.00, Its a apeedw�y and at times have difficulty backing frn� my drivexay onto
Leziz,�ton.
Why,aot do what they did when the 7.afayette bridge xas being repaired - open 35-&
at $andolph to dyd Mill Eoad. Th3a xonld reliece the traffic 4or thoee that eait
at Eandolph proaeed to I,eaington to Jefferson to Ayd M1i1 Eoad. Yon have to
coneider hov persons xill get to the developmeat at the Yards site. which is being
conatructed at the preaent time.
B vacate Ayd Mill Boad is I,IIDICROUS, It eerves a purpose. Open 35-E (South} at
$andolph and conuect to I-94 betvreen Hamliae Avemxe aad Pascal Street or jnat
Hamltne seeas to be the best sa2ntfon.
Eesidents along Leaington Parkway have had a traffic problem for man,v qears, its
abonL time Lo srift Lhe trat£ic. It doesn'L make eense Lo close 35-E at Jetferson,
Ite a natnral for 35-E traffic going north to eait betveen Randolph and Jeffersoa
to dyd Hill Boad, eait at St. Clair. Grand. Hamline or coatiaue to Selby & Snelliag.
To eYit at Eaadolph to T,ezingLon to Jet£erson to dyd Aiill Road is LT7DICROUS,
Saough stndiea - lets get eone actioa.
I believe 4yd Mill Boad could be leit as is (4 lanes) eacept open the Sonth end
and connect to I-94 at Pascal.
cerely.
�s� `�7'1 G,�_
� obert t4a^es
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21F.8 MarSf�atlAVe
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; �debate cree ir� u . .
;. M � p g P on resolut
1 �g shou�d narrory Poss+6ilities
;^ Sna7 solution to the Aya afill t'� "
� 9�'s off, 6ut t6e e
when the Sk Paul P soon m�ay y � W �?��ly �
� inzfor�a� � a�des wLat optaffi Wiil be ez_ ��
nmeatal impaM stud
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ublic E�� ����� y� hear . '' J `
: ' . �7air Ave. (at Victcria St�eet�,�o� ��.
' People maY view t6e �M Ai�
P.m. Tes . ��aatives
� �.m. to 7:30 � ony ��� ask qnestioy� �om 6:30 G � t NG Ak
ng at Z3o �.-a at tke nuhr,,. ,..--._- _
+ucnu snould be addrecyE,y � "` aa
Sb1m02 t, 800 City Hall Apo� 2�
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Valentine's Day. 199�
Mike Klassen, Public
800 City Hall Annex
2� W. Fourth St.
St. PauI, NiN SSIO2
�l . ��d1 :...
Mr. Klassen:
Works DeparunenL
I Iive on the corner of Summit and Snellin, and wouId encoura�e you
to support any kind of a�enda that opens Ayd Mill Road to traffic
from I94 to I3�E. While the traffic and noise levels on Snelling are
uoublesome due to the fact that Sneliins is one of the few
conneccions between I94 and I3�E, my�crue concern is for the safety
of people «�ho live, go co school, and, work aIong SnellinJ Avenue. .
Since I mo� into this property a lictle aver a year a�a. I have
witnessed my fair share of accidents alons the half-mile suecch
which separates my house from I9d. Last winter, one car even
' bounded over thz curb �and smashed into the brick wall surroundin�
my house. doin� considerabie dama�e to both the car and my
property. Luckily. no one was walkin� alone SnelIin� at the time.
eti•en though the sidewal� alona my house is quite busy because of
its proximi[� to tilacalester College. If someone had been on the
side�valk. I'm afraid that person wouid have bezn seriously injured
or killed. A bicycIist ridinJ near thz corner of Summit and Snelling
Iast fal! was not as fortunate. .
SneIIins was not desi�ned nor buiIt to support a steady stream of I8-
wheef trucks or heavy loads of commuter uaffic. On the other hand.
Ayd �1ii1 Road was desi?ned and constructed with by-pass traffic in
mind. Piease sive Snellin; back to che people who live and work
alon� the sueet, and �ive the drivers commutin� from the southern
suburbs to poincs north a safer alternativz by openin� Ayd Miil Road.
Thanks,
J %�,l_.� .�� �
Dave �a�e
I583 Summit Ave.
St. PauI, MN »10�
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95-444
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TO: Mr Mike Klassen
SUBJ: Avd Mill Road
Sir,
-. � ¢ l�-jJ
_'_.' y •i
`: �_,�---
'� 95
As a resident of the Lex-Ham neighorhood and homeowner along the
Shortline", I'd like to throw in a couple of my opinions. I have recentiv
ead the "Scopinq" document and if I were King for a day I would:
1. Go with the Linear Park idea. I quess this concept is probably big
with the homeowners and not so biq with the business owners in the
Midway area. To help defend this idea fas skewed as my loqic may
seeml, won't the property values in adiacent communities increase?
And if they increase, so will the taxes, which eventuallv means more
money for the city.
2. My second choice would be to down grade the "Little Hiqhwav That
Could" to a two lane road with an adiacent bike path.
S�ecen'tl'y read�an article�or'edit`oriaT in one of the papers in which a
�erson commented aaainst an I-54 @ I-35£ connection that would remove
aiqhborhoods fmostly.on the north end). This would also reduce the tax base
or the city and for what? To make it easier for suburbanites to drive durina
ush hour! This thouqht swayed my thinkina away from the interstate connection
dea (alona with the increase in noise and air pollution that comes with more
raffic).
Sincerelv.
/' �
�� i
.� �I • `;
Mark Hartnett
1257 Portland Ave
St Paul Mn 55104-6946
644-9731
��3
1847 Faro Lane
Mendota Heights, MN. 55118
;l4
Public Works Department
80d City Hall Annex
25 West 4th Street
St. Paul, MN. 55102
Dear Mike Klassen:
February 14, 1995
I am writing this letter to express my viewpoint regarding the
long-debated issue of what to do with Ayd Mill Road. I have been a
resident of Mendota Heights for ten years, and will probably be
expressing the viewpoint of most people who live south of the river,
off of I-35E. I strongly feel that an upgrade should be made to
expressway or freeway, preferably allowing travellers to move at a
55ns`n hour speed limit, connecting the road to I-35E on the south end
and I-94 West on the nort.h end as directly as possible.
I currently work at Murray Junior High School in St. Paul, which _
is off of Sne2ling and Como Avenue, There is no direct route now to
get to my place of employment. The fastest and easiest rout.e currentiy
is to take I-35E to Randolph, to Lexington, to Jefferson, and to Ayd
Mill-Road, finally arriving at Snelling`Avenue. This is very inconven- "
ient, and the streets get very congested during the rush hour. �To get. `�
to I-94 West from I-35E is a nightmare. I'm not. sure whaT. the best
way,is to get. there, but I usually go the same way as when I go to work, -
taking Snelling to I-94West, making it a very choppy, indirect rouT.e.
There is an addYT.ional problem with the current I-35E excha�ge '
from I-94 to the river. The current 45 mile an hour speed limit is too
slow. It is rare that. drivers obey that speed limit, and when they do
they are passed up by angry motorisT.s. The speed limit at I-35E should
not change going through the downtown area to where the river comes in.
It fs too slow and dangerous to have a 45 mile speed limit in that area.
I know� that the residents living near Ayd Mill Road have been very
vocal about t.heir preference to not raise the speed limit or upgrade -
the road to expressway or freeway standards. However, these residents
have not been considering the needs of the entire community of people �
who live south of the river and who have to travei this indirect route
on a daily basis. I hope thaf. you will Lake the needs of the greater
community into consideration when Y.he final decision is made.
�_--- ..
Sincerely,
��A.R����e'�
Stacy Sokol
CONTRACTING
COMPANY
95-444
February 13, 1995
Public �Vorks Department
800 City Hall Annex
25 West Fourth Street
St. Paul, Minnesota 55102
Attenrion: Mr Mike Klassen
Reference: Ayd Mill Road Connection
Dear Mr. Klassen:
�n the St: Paul Paper today there was an article nn the possible final resolution to the Ayd Mill -�
Road connection that has been talked about for the last :,0 years. The first 24 years of my life
I lived at 928 James Avenue u,•hich is only two or three blocks from the non-connection between
35 and Ayd Mill In the late 'SOs, several of my friends had to move to other areas because
of the Freewayf�arkway constroction that,was scheduled to take piace. Here we aze almost 40
years later and we still don't have the connection that was antscipated years ago between 35 and . �,
Ayd Mill.
I am no longer a resident of St. Paui but I currently o�vn a business in the MidN>ay area that
employs approximately 250 people in Minnesota. Every morning I go to ���ork, I take the exit
from 35 to Randolph, go up the hil] to Lexin� on, go north on L2xington to Jefferson and go east
on 7efferson to the Ayd Mill entrance and then proceed northwest on Ayd Mil] Road toward my
Midwa}� desrination. Sometimes the I�ne up on the exit to Randolph off 35 is almost a mile long.
In the evening when I retum to my home in MendoYa Heights, the long line is on Lexington
�cairing to tum south on Randolph to get back on the Free�vay.
The process I just described adds at last IS minutes to my commute per day not to mention the
wasted fuel, pollution and frustration that takes piace with this process. I have been dri��ng from
Mendota Heights to the Midway area for 16 yeazs now and the wasted time in doilars would
work out as foliows: 50 weeks per year rimes 5 days per week times IS minutes per day divided
by 60 minutes per hour times 16 years times $50.00 per hour equals $50,000 in wasted rime just
for me. If you multiply this times say 500 autos a day, you quickty come up with $25,000,000.
Even if you cut that figure by two-thirds, it is srill a very significant number. It is no wonder
most of the corporarions are building in the suburbs or worse yet in other states.
Page 1 of Z
��� j
�
_�;� 2300 TERRITORIAI. ROAD, ST. PAUL, MINNESOTA 55114 � ,
+ PHONE: (612) 646-2971 FAX: (612) 643-6699 �
,�`
AN EOUAL OPPORTUNITY EMPLOYER t'S
�_
_ �
Pnb}ic Works Deparnnent Febraary 13, 1995
Attenrion: Mr. Mike Klassen
I understand that one of the oprions that is being considered is a Linear Park and another is
tesidentiai development. I reafize thai the people who aze making these suggestions could care
less about businesses in the Midway azea but let's hope there are some people in St. Paul that
undersYand the value of retaining successful businesses in the community.
T think the lack of action on the Ayd Mill Road connection is a good example of Govemment's
inability to get things done. If you had someone with some common business sense in control
of this process, the connection would have been made decades ago.
We finally have a Mayor who seems supportive of positive change so let's hope he can help stop
the B.S. that has surrovnded this connection for years arid take whatever acrion is necessary to
restore common sense to the tr�c process before we loose all of our companies to the suburbs
and Wisconsin.
Thank you for being interested in my opinion.
Sincerely,
HARRIS CONTRACTING COMPANY
�.�`�*'` � '
ROBERT F. HOSCH
PRESIDENT
RFH I O:1.s:IiL..�1S SE�
CC: Mayor Coleman
Page 2 of 2
Cs+'�
95-�+�4
w �:.
w�2T
2-14-95 �
Mike Klassen �
Public Works Dept �
800 City Hall Annex' __, �- ���j
: � i ;�
Saint Paul, MN
Dear Sir. ----
As an ogening remark, I prefer the name Short 3,ine Road to
Ayd Mill Road. I never saw the mill, have no knowledge of it's
historical significance, but I do see a train running oa the
tracks at least twice a caeek. That has a lot more meaning to me
than renaming the road to impress someone that there used to be a
mill nearby that was unsuccessful and'went out of business.
I live in Roseville and work in Burnsville. I have used the
Short Line Road for over 4 years as a commuter. 14hen they opened
the south end as a direct link to 35E-at an expense of over
$250,000 TAX PAYING DOLLARS-I thought ��hat a good idea. Then it
was designated as a multi-passenger vehicle lane and as such coas
of no value to me whatsoever. As a reverse commuter l do not have
a lot of traffi'c�,to con�:end-with at morning and evenin9'ccmmute
hours. Zt is really frustzat'ing £o have the connecting lin}: to
35E in place, paid for, and then not be able to uce the opening
to 35E. Idhen they shut down the connecting link for "further
studies" it was and is unbelievable hoor something that seems so
simple and straightforuard can be s� complicated.
I would like to have the connecting link to 35E opened to
ali users of the Shert Line Road orith nn restrictions as to
vehicle use. Roads are built and maintained tc �-rovide a means of
transportation irom cne point tc another. The road has been
built, the connecting link is there. Let us use them.
If, in fact, the traffic does incr?ase and the north end
cannot handle or prefers not to handle the increase in traffic
then the study to change the north end can be imglemented and
steps to correct th� congestion at the north end can be
addressed. In the meantime my commute will be better, the
residents along Jefferson, Lexington, and Randolph will have
fewes cars along their streets and most peogle caill be more
satisfied as compared to some of the other proposals that have
been made.
Thank you for your time, see you at the next meeting on the
future o£ Short Line Road.
i �
/ LL •
ober T. Barte
1629 S. Ridgewood Lane
Roseville, MN 55113
��
��
�
Sunday, Fe6ruary 12, 1995
to Mayor Norm Coleman
- Office of the Mayor
340 City Hall
St. Paui, t4innesota 55102
from Mrs. Georgia A. Ehricfi
1161 Edgcumbe Road
St. Paul, Minnesota 55105
AYD MI!! ROAD
Dear Mayor Coieman:
X ��
��.
_.- ...
RfCEIVE�
FEB 7 5 1995
MAYOR�g OFFtCE
Forget ali that road siuff (connections, freeways, expressways, limited
access, and other such stuffj. Leave_Ayd Mi11 Road alone.
or Build homes and townhomes by the tracks for peop7e ofi various financial
nearts. Let there be a nice "mixture" of people. 4lilder Park Association has
not done too 6adly with the "mixture" of nice people. Homeovmers pay taxes; -
� so we'd have_money to do helpful things.� � �
�:
4 or Develop a lovely 7inear park. '
PLEASE! Let's not ruin our cfty, again. Eor at least 50 years (I�45-i995
-�, we've been paying people city. wish that I did not
have to pay them for tfieir 6ad advise and tfieir thoughtless deeds. �-
In my ooinion, Ayd Mill Road need not have been buitt in the first place.
Speaking of a proposed 35 E downtown connect�on, 7et me say tfiat we had a
very nice and very easy way to get downtown by using Pleasant Avenue; however,
several residences were demolished to make room for a very unp7easant ride to
downtown Saint Paul from Jefferson Avenue.
A7ease let's not�do anything to wreck Wi7der Park Association townhomes
and condominiums. Living there is almost like being in Heaven. We've chased
toa mary peopie away from our city during t5e past half century: : wish I
cou7d stop the wrecking of Saint Paa7.
Thank you for trying to make the city 6etter. �
Thanks for listening.
(1
Sincerely,
���,' �'��v� J �
Georgi.a A. Ehrich
.��
P,S. I'm also angry with the Federal Government. I find the intimidatin9
tactics of tfie IRS people cruel and sadistic. I hope that no one in
Saint Paul is in agreement with these mean rr�ethods of operation. Ihis
I say even tfiough my income tax situation is very obvious; my finances
are weil-known.
�.
95-444
_ � , 2335 Field Smne Drive
Mendota Heights, MN 55120
February 13,1995
Mr. Mike Kiassen
Public Works Department
800 City Hall Annex
25 West Fourth Street
St. Paul, MN 55102
Dear Mr. Klassen:; . - . � __ . . . ,
With respect to Ayd Mill Road, I support direct linkage between
Interscate 35E and Interstace 94. Although I am not currently a resident of the City of
� St. Paul, having re�ently moved from the Highland Park neighborhood to Mendota
Heights, my opinion in this regazd has remained unchanged. I would not oppose �-:- �
having other restrictions imposed on the use of Ayd Mill Road, such as a 45 mph
speed limit, toll chazges, etc.
A
Sincerely,
'
� CU1 ` � �/ �;-p �.�L"
�
Mark Ginder
MG:sm
�
CITY OF SAINT PAIIL
�� MAYOR & WDNCZL INFORMATION and COMPLAINT OFFFCE
CITIZEN SERVIC& PROGRAM
190 CITY HALL 55102
266-6989
ID NCR+ISER: 1541149908 PUB
t�,�c e K�a ss R,� 8 R,�.� � P�
T0: STAC4�R� PUBLIC WORRS :�T�TM,o��
FR: .TEAN GROSF�NS INFO AND COMPLAINT OFFICE
OPINZON
THIS FAMILY HAS LIVED IN SASNT PAIIL FOR SIXTEEN
YEARS AND WOULD LIRE TF� MAYOR TO ItNOW: "BY
CHANGING AYD MILL RD. YOII WILL SE CREATING A PLACE
FOR DRUNKS AND CIIRFEW VIOLATORS. IT IS NOT
FEASIBLE TO MP� TAIS A PARK. YOII NEED TO LOOR AT
WHAT TfiE COMMUNITY NEIDS ARE. THZS IS A ROAD TFiAT
DOES GO SOMEWHERE. WE WILL MOVE OIIT OF THE CITY
IF THIS IS MADE INTO A PARK. LEAVE IT ALONE.."
kILL ALSO SEND TO MIKE KI,ASSEN = P.W. -�STH "
FLOOR. `
ORZGZNAL CMPLT DATE: 02-15-95
_ - -, � � �^.�'j i
' ._= i _ =
Also MAYOR'S OFFICE
Sent to: CITY COUNCIL WARD 1
Complainant Information
RON/DIANE STAEHELZ
JEFFERSON ST
PHONE: 293-D100
Please respond within 4 days.
Send response to 190 CITY HALL.
__�_________
RESPONSE BY:
RESPONSE DATE:
FOLLOW-IIP DATE: CLpSfiD DATE:
** Either FOLLOW-IIP or CLOSfiD date M[7ST be entered *�
—F6R YOUFt INFORMATION -- NO RESPONSE REQtTIRED —
�
. . � � � � c�
.- , CITY OF SAiNT PAUL
, MAYOR � CITI2EN S R ORMATPR�an�d COMPi,ATNT OFF�Er ��`, �
7 7 +t
- 190 CITY HALL _55102
, =266-8989 (Phone}
ID NUMBER; 1539429907 PUB
ORIGINAL CMPLT DATE: 02-13-95
T0: STACY BECXER Ft3BLIC WORKS 6TH FLOOR FOLLOW-UP DATE:
FR: BETTY DAY INFO AND COMPLAINT OFFICE
OPINION
THE FOLLOWING IS ALLEGED BY THE COMPLAINANT....
CALLER STATED SHE AND HER HUSBAND NST I,EARNED
THAT AN ENVIRONMENTAL STUDY IS GOING TO BE DONE
WISH THE AYD MILL RD SITUATION. CALLER SUGGESTED
THIS ZS A WASTE OF TAX DOlLARS..THIS PROBLEM HAS
EXISTED FOR 30 YEARS AND WHY DO ANOTHER STUDY?
�,�-_ .. -. . , . , . , ... .. . . ' . � . . ,
�
Also
Sent to:
Complainant Information
MR(MRS. STEVE 6ESKE
1737 LINCOLN AVE
55105
PHONE: 698-3232
Please respond within 4 days.
Send response to 190 CITY HALL.
�____=� ____ _____________________________________=___________________________________
RESPONSE BY: I{'1: � r�!�, sj� ,.-, FOLLOW-UP DATE: CLOSED DATE:
RESPONSE DATE: �.J� 7/ y_� ** Either FOLLOW-UP or CLOSED date MUST be entered *i
THE RESPONSE YOU ENTER CAN BE DISCLOSED TO THE PUBLIC.
I called and spoke with Mr. complainant. I explained why
the study was required and also why the studies cost so
much. We also discussed the alternatives proposed by the
task force in the "Draft Scoping Decision Document."
Complainant expressed his preference to remove through
trucks from Snelling and that trucks should be allowed on
35E. While he did think it could happen, he thought it
would be great if Ayd Mill Rd. could be a park. After
further discussion, I asked complainant if I had answered
ZI
�.
CITY OF SAINT PAUL
MAYOR & COUNCIL INFORMATION and COMPLAINT OFFICE
CITZZEN SERVICE PROGRAM
190 CITY HALL 55102
266-8989 (Phone)
ID NUMBER: 1539429907 PUB
ORIGZNAI, CMPLT DATE: 02-13-95
T0: STACY BECKER PUBLIC WORKS 6TH FLOOR FOI,LOW-UP DATE:
FR: BETTY DAY SNFO AND COMPLAINS OFFICE
OPINION
�
�_..: .= -
�....:.. .. . ,.
a
Also
Sent to
Complainant Information
Please respond within 4 days.
Send response to 190 CITY HALL.
RESPONSE BY: FOLLOW-UP DATE: CLOSED DATE:
RESPONSE DATE: ** Either FOLLOW-UP or CLOSED date MUST be entered *'
THE RESPONSE YOU ENTER CAN BE DISCLOSED TO THE PiTBLIC.
his questions. He then stated that our talk had cleared
things up for him. Early in our conversation, I also
informed complainant that Representative Orenstein had
also asked me to call.
-- Response entered on 02/2I/95 by kgal2agh
�
Z
;r
December 27, 1994
Mayor Norm Coleman
City Hall,-Room 390
15 West Kellog Blvd.
�' St. Paul, MN 55102
RE: Ayd Mill Road
�-Dear Mayor Coleman:
r��F'r�. 9 5 - 44 �+
( S ZR Cav-ro r ( ,¢ .�e„
5 . Pa�.�. (, v
Ss�ey
I am concerned that the City of St. Paul plans to spend tens,
j; :� or hundreds, of thousands of dollars of the taxpayers' money to
study alternatives for expansion of Ayd Mill Road that :z��,:�� b2
illegal to implement under state law. I understand that one or
more of the alternatives proposed for study would require the
destruction of all or a portion oP Aldine Playground. As described
in more detail below, Minnesota law prohibits the destruction or
impairment of recreational resources if there exists any feasible
and prudent alternative to that destruction. The inclusion of
`"several.alternatives to the Aldine route demonstrates the-existence
of.feasible_and.prudent,alternatives..-Therefore, the Ayd Mill
��expansion optibns that would run through the Playground cannot be
implemented under state law. Why would the City spend large sums
studying options that cannot be implemented?
The Minnesota Environmental Rights Act (MERA).-(Minn. Stat. Ch.
116B) prohibits "pollution, impairment, or destruction" of natural
resources, including "recreational" resources. I don't believe
that anyone can argue that Aldine Playground is not a recreational
resource or that running an interstate highway through the
playground would not impair or destroy that resource. Then, under
MERA, the proposed highway cannot be routed through Aldine
Playground unless proponents of that route prove "that there is no
feasible and prudent alternative and the conduct at issue is
consistent with and reasonably required for promotion of the public
heaith, safety, and wel£are in light of the state's paramount
concern for the protection of its [natural resources]." State bv
Archabal v. Countv of Hennepin 495 NW 2d 416 at 422 (Minn. 1993)
{emphasis added). •In its Archabal decision, the Minnesota Supreme
Court makes it clear that courts are not to balance compensable
damages (such as the loss of homes and businesses) with
noncompensable damages (such as the loss of a public park), since
loss of the latter "is noncompensable and injurious to all present
and Puture residents of Minnesota." Id. The City cannot bulldoze
Aldin�-��ayground since there exist alternatives that would not
require destruction of public resources.
The Archabal decision relies heavily on the decision of the
United States Supreme Court in Citizens to Preserve Overton Park.
Inc. v. Vol�e 401 U.S. 402 (1976). In its Overton Park decision,
the U.S. Supreme Court upheld an injunction barrinq the
construction of a highway through a public park, ruling that
Z3
��i
��
Congress had dictated that "[t�he few green havens that are public
parks were not to be lost unless there were tlwly unust�al factors
present in a particular case or the cost of commuaity disruption
resultinq from alternative routes reaahed estraordinary
magaitudes." Quoted in Archabal, supra, at 423, citing Countv of
Freeborn bv Tuveson v. Brvson 243 NW 2d 316 at 320-21 (Minn. 1976)
(emphasis in the Brvson decision). The existence of a number of
alternatives to the route that would destroy Aldine Playground
makes the Aldine destruction alternative(s) unlawful under 3+IERA.
As you might surmise, Z have a personaZ interest in your
=decision. My wife and I and our three sons live at the corner of
Carro3l Avenue and Fer@inand Street. The Aldine destruction
alternative would run through our home. We have spent a great deal
of time and money rehabilitating our home from the dilapidated
party house that �.�r.-'^r�igY.=-.� •?�� h:.3 i+3aIIt1Ed to continue our
renovations arid to raise our fam'ily in the house. Many of our
friends and neighbors have similar plans. If the Aldine
destruction alternative is included in the EIS process, we wi12
reconsider whether the time and expense of renovation would be
worthwhile. The inclusion of the Aldine option in the EIS process
will create a disincentive to invest in our neighborhood, crippling
� this.neighborhood that has,so_recently_begun to recover from the
� construction of I-94 thirty years ago. I hope you will agree that
St. Paul cannot afford another decaying neighborhood.
_ Will you permit large sums of tax money to be spent studying
�the Aldine alternative(s), enriching traffic and engineering
� consultants at the expense of taxpayers, when that option cannot be
-implemented under state law? Will you require our neighborhood to
fall under the shadow cast by the threat that a freeway may soon be
' cut through it? I know that you will have the good and common
sense to prevent such senseless waste. I look forward to hearing
your response to this petition.
Sincerely,
� f , c �r
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Shaun Christians McElhatton Catherine Chris� ans Spaeth
1 �
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FC{Ci:{• C�1 r�� s� tr r,.: `{ f � �
Padd� ChristzanS Nicky Christians Noah Christian
cc Bobbi Megard
Matt Entenza
Scott Heidereich
Matt Hollinshead
Phil Powers
St. Paul Pioneer Press Politics Editor
Minneagolis Tribune Politics Editor
�J
WR{TTEN ST
Name: rar.o E��ce
Address: -- /3 �/7 G. 4,..�. r1- �••%-?
C� _ P�..Q � n. n� .ss/os
-`t DATAPRfVACY•WARNING -
ALL'°WRiTTEN STA7EMENTS" WILL BE iNCLUDED W THE
RECORD OF THE MEETING.
AYD MILL ROAD
Comments must be received by March 15, t995.
�C.
3 I � �/9�s-
CHECK ONE
❑ Elected Officiai
❑ Public Agency Representative
❑ Group .Representative
[� Private Citizen
Pos+tion, Agency or Group:
Statement:
1
3
�`� -.. ' - .,. � i
WRITTEN STATEMENT
Name: _
Address:
DATA PRIVACY WARNING , ,
ALL "WRITTEN STATEMENTS" WILL BE INCLUDED IN THE
RECORD OF THE MEETINC.
AYD MILL ROAD
Comments must be received by March 15, 1995.
Siatement:
2��. ai2r /Gs
CHECK ONE
❑ Elected Official
� Public Agency Representative
❑ Group Representative
Q Private Cltizen
Position, Agency or Group:
�
► ZS
. � � . � � . � � '-� /,. - . -
- �-
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WRITTEN STATEMENT 2 e �- 3/� 6 !�tS'
r,�e: *�►��fN p 1��57�'A�TF
address: 1700 j,ErCjN`IiTOAI r4jl� +'�.Zf/
�/�.f'ris�,G.E; M1�t/N, S51/8
�- 1lS2-
DATA PRIVACY.WARNING
ALL "WRtTfEN S7ATEMENTS" W1LL BE INCLUDED IN THE
RECORD OF TFfE MEETING.
AYD MtLL ROAD
Commenis musF be received by March 75, 1995.
Slaiemenl:
P.�i:e.a� Zi�+e� AYD
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CHECK ONE
❑ Elscted Ufficial
[� Pubiic Agency Representative
❑ Group Representative
['� Private Cftizen
Position, Agency or Group:
?�. 7 �T- 9� �: �,
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MAR 1 & 199�
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Ayd Mili Road Task Force
St Paut PEactning Cammission
St. Paui City Council
444'�
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Sd� � A�. ( M �
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SCOPING�DOCUMENT
AND
� DRAFT SCOPtNG DECfStdN DOCUMENT
AYD M{LL ROAD
�- . . _ ._- . ._ .. . - ._. . � , ,... . � _. . , . . . ,
�-
DRAFT FOB BEYI�ii' BY
, � -..�� .
PREPARED FOR:
0
„ CiTY OF ST. PAUL, MINNESOTA
D�PARTMENT OF PUBLfC WOF2KS
D�PARTMENT OF PLANNiNG 8 ECONOMIC DEVELOPMENT
ss� o y
a
PREPARED BY:
" STRGAR-ROSCOE-FAUSCH, INC.
�
The proposed project begins at i-35E in St Paui on the south and ends at 1-94 in
St. ?au! on the north. The proposed pro}eet is lacafed in parts of the foi{owing
Se�ions:T 28N, R 23W, SeCions 3, 4, 10 and i 9; T 29N, R 23W, Sections 33 and 34;
City of S� Paul, Ramsey County, Minnesota.
iNhJ iS �ra S ,.-a � � .
I tx' {-f.�� �� ro � e<- .
January 11, 1995
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1. INTRODUCT{ON
Ayd Miii ftcad is tocated in the southwestem portion of ttre City of SL Paui and runs in
a northwestsrly direction from !-3�E near Jefiferson Avenue to the intersection �f
Setby Avenue and Pascal Streef (ssa Figure 9). Rf psessnt fhere are no direct
conns�ions between Ayd Mitt Road and 1-35E on the south or f-94 on the noRh. �
Ayd Mitt Road was constructed as the Shart Line Read between 1962 and 't 966 by the
City Qf St Paul. if was built ta provide a convenieni link beiween 694 and f-3�E ano to •
keep traffic in the jacent neighborhoods to a minimum. The Sf. Pau( City Counci!
renamed the road i 1987 fo honor the Ayd family and its descendants. -
,.-_ 1 _ �"iwi �n e� �'Z eer+e�� �...�c ..Q liP,
C.!/✓+O ..F3� iv.a�� G ��EP3`�+f' f�7�.f -C��C Y+s� (.1t�+i+ ji-'-•7.R trLtiCn f��
HtSTDRY OF-AYD MILf. ROAD'�° ��"d�� �' �-�'-'� /l-,.:.11.:: �.�.gy �- � Coo"s
tn 9860, a mill house and the frst (and oniy) grist miN in Reserve Township were built �
by John Ayd in what is� now the I-3bE highway corridor. In '1878, tfie mill property was
, sold af a mortgage forecfosure sale to James J. Hill's 3hart Line Railroad, which then
laid tracks up the ravine, foflowing the gradual gfade of the old mi!! siream bed.
Because the railroad cuf offi the water supply and the milYs source of power�_ the mifl
property was so(d in 1883 and, Ridgewood Lookout Paric was buitt, on the' fiiil crest
north of the mill. The property was divided into building lots in '1887, and a railroad
sta:ion called Ridgewood Park was built at the fioot of Benhill Road where Victoria
Street �osses the raitraad tracks. The Ayd Mill was tom down sametime between
'1889 and '1892 The Ridgewood Park Railroad Station was abandoned in 1990. The
mitt house and adjacent bam were tom down in 1966 for the wnstructi�n of {-3�E.
AYD MILL- ROAD
SCQPiNG DOCUMENT
A direct connection befiveen 1-35E and the south end of. Ayd Mifl Road was considered
in the t-33E Environmenfat impact Statement (EtSj in the ear(y 1980s, but this dscision
was postponed by resolution of the St Paul City Council vntii I-35E had been
constructed and a connection to I-94 on the nerth had been studied. An Ayd Mi1lRoad __.,,,,
Task Farce, comprised af neighhorhood representatives, was created in � 987 to assist
city staff in studying irafFc and trafiFo-related issues in the corridor retated to Ayd Mi11
RnacL The resull of fhis efforf, "Ayd Mill Road Study: Phase 1 Report' was comp(eted -
in 'f 888. Both the Task Force and the City of St Pauf Planning Commission conGuded
tha: issues in the Ayd Mill Road corridor were serious enough to warrant further study
in an Environmentat lmpact Statement (EiS). The City Counal conasrred with the Task
Force and the Ptanning Commission in 1989 that an EIS needed to be done. !n 19p3,
the City secured funding to begin preparation of the EIS.
� Zi3
1
(Draft for review 1/97/95)
- 95�444
2. PURPOSE AND NEED FOR PROJECT
�'
This section of the Scoping Dacument describes #he purpose and need far
improvements to Ayd Mitl Road, and the issues and concems of the City, businasses
and residen`s of this area of St Paut. in one of its eariy meefings, the Ayd Mi{f f2oad
Task Force identified a numbet of issues and concems related to the pro�osed project.
These issues and concems were grauped into eighf categories:
• Tr�c capacity, flow and forecasts
• Safety and perso�ai sscurity
• Regional, ne;ghb�rhood and property access
• Accommodation of altemative transportation modes
• Open space impacts and aesthetic design
�
• Nafural enwronmental impacts � �� �
• Ecanomic impacts C'a''��.�v.-. w }f..a- /1rz.a.,.Q;#
• ProjecS cost eftectivsnsss � t..� � �, , _' „ _ }- � ��
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TRAFFIC CONGESTION ' 4 - �'�+ ''%��� " - 1�` :�k�. ','t' '.L.w:.W' �a r - -
�coQl� �v a.r:,r.F .
The primary purpose of Yhe Ayd Mili Road project is fo reduce vehicular congestion and
� pedestrian safety probiems throughout the southwestem portion of St. Pau1. The area
" � of concem indudes roughly thaf part of St. Paul south of University Avenue, north of
1-35E. west of Victoria Avenue, and east of Fairview Avenue. Traffic congestion is
particulariy severe on Snelling Avenue and Lexington Parkway, which botfi paraifel Ayd
Mil! Road. Ayd Miil Road currentiy has excess capacity and has the poiential fo divert
some trips from these congested nortfi-south city sireeTs. in 1990, betwesn Marshali
and 1-94, Sneliing had an average daily traffc (ADT) volume of 48,500 and Lexington
had an ADT of 3'f,450 compared to a maximum ADT oi i�,8b0 on Ayd Mili F2oad. By
reducing traffic on Sneliing and Lexingt�n, air quality may be improved at "hot spot"
intersectiot�s and the potsntia! for pedestriaNautomobile conflicts can be reduced. `
Traffic congestion st the south end of Ayd Mill Road is aiso a major concem. Most of
the tra�c from the s�uihem terminus of Ayd Mill Road seeking access to I-35E #oliows
a route of Jetferson to Lexington to Randolph to I-35E. Trafiic volumes in this area
have increased dramatically in recent years, with the interseciions of
LexingtoNRandolph and LexingtoNJefferson experiencing serious congestion
pr The LexingtoNRandolph intersection has a►evef of service E and accident
rat a` ;.5� tc 2.73, fwo to fhree times the generaliy acce�tabie rate of '1.00.
Re idents on or near south lsxington have expressed support fior the direct connection
of yd Mii! Road to I-35E to alieviate the congestion on Lezington.
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L�n,� �r1YM � t . C. Ov+ W. .
Rt the northem terminus of Ayd Mil! Road, residents have expressed concem about the
possib}e e9ecLS o# a direct Ayd Mil1 Raad!{-35E connec�ion on tra€Fic volumes in their
-:�eighborhoods, as well as the impact cn overa!! neighbofiood liveabitity and charactsr s_�`
if na camection is made on the noRh end.
The accommodation of tructc Vaffic is also a probiem in fhe project area. Within the
project area, northlsouth truck traffic is restricted to Snetting, and east/wesf truck fraffic
is restricted to i-94 and University Avenue. Trucks are not allowed on Ayd Mili Road,
Lexington Parkway ar�d i-35E.
SAFETY AND PEi250NAL SECEJi2lTY
Concems have been raised about fhe speed of Vafric boih on Ayd Mill Road and on
neighbofiood stree�s, as we11 as ttse lack of enforcement ot posted speed limifs.
Congestion at interse�tions such as Lexington and Randolph has resulted in
unacceptable accidenf rates. an Ayd Mil! Road, the condition o£ the raadbed, tack of
shoulciers and cross over accesses also have safety implications. The surrounding_
neighborhoods have questioned the possibie impact of inaeased tra�c on crime and
� nwng_while.antoxicated (DWI)::accidenfs._ More tra�c:on {ocal streets may.also
ncrease the potential for accidents invofving pedestrians and bicycles. =`
�'�-p . no reaso+-. I?xd rn;ll Cc�4�c� »c� aP t'P�'�c-Qd j�
3 0 mph — �pC(cCy ,
REGIOt�AL, NEiGFFBORHOOD AHD ?ROPERTY ACCESB
�
Ayd Mill Road was'ori�inalfy pfanned as a direct connedion between I-35E and {-94 to
keep regiona! or "through" trips off local rteighborhood streets. The lack of direct
connections on both the north and south ends of Ayd Mill Road has limited its
atxactiveness as a regiona! route. AI! trips using Ayd Mi!! Road foday musi use loca!
stresfs on both the north end and the soutfi end. The streets most affected on the
north end are Snelting, Se4by and Namfine. The sfreets mosf affecfed on fhe south end
are Lexington. Jefferson and Randolph.
Bridges across Ayd Mi11 Road and the Short Line Railroad pmvide neighboriiood
connections aaoss the nature! ravine. Access between neighborhoods north of Selby
is atsa timited by the raitroads.
4 'e
Property access ftom busy neighborhood sUeefs such as Lexington and Snetting, is
hampered by the high leveis of congestion on these streets,
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95-444
PROJECT OBJECTNES
The fotlowing project objectives were devetoped and adopted by the Ayd MiU F2oad
Task Force on Macct� 21, �994. During both the scoping process and the development
� oi the Environmentat }mpact Sfatement, fhese abjectives wiil be used , to evaluafe
attematives and assess their potential for significant sociai, economic and
environmerrta! impacts.
Transportation Objectives
1.
2.
3.
Minimize congestion and provide convenient, safe and efficisnt movement of
tra�c throughout ihe siudy area.
Minimize the impacfs of fra`fic on rasidential areas.
Provide direct, convenient access to area businasses, public buildings and
educa:ionai facilities.
,. �_ : 4. Encourage the use of altemative modes of iransporiation (transit, bicycle,
'�'`. ��..: • pedestrian) wiihin and tfirough the-area..� = , . � • - -
5. improve safety for ail modes of transportation.
6. Correct geametric, structural and . pavement deficiencies . in the existing
transportation facilities. .
� , �
7. Provide capacity and flexibiiity to meet tuture transporiation needs.
S , /?e.c4�c.�.�e. {-n n� �o�' �'�sparf �va��, ��e.��' �o�+ ,
'- - Environmentat Objectives � � ob�� ��,,,, QN �.� � �� ��� _„�,S �a l� cc,..) � � �
Y6 � �w'� ru`�' �^sl % �-e .
1. i2educe air p�ilution.
2.
3.
4.
5.
6.
� -.
Reduce energy consumption.
Minimize noise impacts.
Minimize impacts on historic, archaeologicai and culturai resources.
Minimize vibrdtion impacts on adjacent buiidings.
Correct drainage probiems inciuding erosion of siopes.
e
'i2
(Draft for review 9/11195)
�
�
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,� Transi�: .
• Transit service would be expanded within the study area_ The TSMlTDM aJtemative
woufd assume construction of LRT within the 1-94 corridor and a feeder bus sysfem
�` servicing the Ayd Miit Road study area and travelshed. Transit impravements would
be consisfent with regionat po[icies.
• Consfruc of m�re pa lots within the Ayd MiIJ 32oad travefshed.
�" ��"''^ /'* y� Yvu t) � n 1 D G�'�Z �a i �� � � l.
NOV and Transit tncentives and Marke�ng� �, v
• Targefed marketing for transif, KOV, ffextime, fe(ecomnuting, etc., to businesses
and residents wi�hin the Ayd Miil Road study area and travelshsd.
• Imp�ementation o` incenfive plans for transit, HOV, flext+me, felecammufing, efc.
HQV Facilities:
•, The exis�ing- ramps between Ayd. Mill Road, and .I-35E would be. reopened for HOV�
�� trs`fic only. °
•" Ramps from Randolph to 1-35E and from Snelling and Lexington to t-94 wauld be
._ metered with HOV bypass lanes. `
•� Implementation of p{anned regional HOV facilifies.
Traffic Management: .
• A coordinated signa! systsm with bus preference would be imptemented through�ut
the study area.
- �
• Trail bfazing (direGional signing} for regional traffic and truck traffic would be
implemented, including improved signing for the I-35E(I-94 indirec2 connections.
�
downtown and signing to direcf through tra�c from 1-35E fo I-494 and
Highway 521Lafayette Bridge (Highway 52}.
• Where feasible, use ofi totl road and congestion pricing strategies consistent with
-- regiona( po(iaes.
(3z
_
• fmplementation of InteAigent Transportation Systems {ITS) strategies on ths
regiona! sysfem consistent with regiona! pelicies.
i�
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(Draft for review 1/17/9�
95-�+�+�+
Parking:
-• Parfcing on cottedor and arteciat streets w+thin the study area would bs restricted
during peak hours.
� Continuation of existing HOV parking svbsidies in downfown Sf. Paut and downtown
Minneapotis. .
Any of ttie TSM/TDM strategies, inctuding toli roads, may be incorporated into ail other
appropriate aitematives. A!t aitematives assume no increases above inflatian in g2s or
parking prices and no significant c,hanges in suburban land use ordinances.
ALTERHATtVE 4- REPLACE AYD M►LL ROAD WITH L1l�fEAR PARK
This ailemative woufd reuse the existing Ayd Mill Road carridor as a linear park as
`shown in Figure 5. The linear park would include ssparate bicycling and walking frails,
additiona! landscaping, and possibly picnicking and gardening areas. The primary
recreational uses of the corridor would be biking, walking, in-line skaiing and access to
� oc�,i destinations. Secondary uses wouid be cross-country skiing and bike commuting.
he narrow widih'of the corridor:wouid'prevent development of'other types of park
`uses, except one smail area which would be suitable for a piaying field or a chiidren's
w play area. Continuous fencing wouid separats the park trom tfie existing raiiroad.
E�cisting cross-street bridges would be retained. Pedestrianlbicycie access would be
provided at Seiby; fiam{ine, r Summit, Grand, St. Clair, and Jefferson. Parking and
vehicle access couid be provided at Hamline/Ashiand, Grand, St. Clair and Jefferson.
��-} S o �vc� cl�' M� l s ���, Tv,r' @.YLm� � 1.25
�c,,-eenu y
ALTERNAT{VE 5- REPLACE AYD MILL WITH RESIDENTIAL DEVELOPMENT
An investigafion was conducted to determine the potential for use of the existing Ayd
Mili Road corridor as residential propeRy rather tfian as a rosdway (see Figure 6). This
investigation determined that the roadway would need to be retained as a two-lane
street fo provide access to any proposed parcefs due to the Yopography of the corridor.
With retention of both the existing raiiroad and a two-lane city streef, most parcels
wouid not be suitable fior residentiai devefopment due to size or topographic
constraints. In addition, the tocation in close proximity to an active railroad reduces the
markefability of the tand. The cross-street bridges would be retained in this aitemative.
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ALTERNRTNE 6- TWO-LANE CtTY STREFT � 3 c�M�l
,�
tn fhis atfemative, existing Ayd Mi(t Road woutd be reconstrucfed as a fwo-(ane c
street (one Isne in each direction) with a tandspped edian, and e�cfended to via
:�eithar Pascat or Hamline. On-street bike lanes and n off-road pedestria icycle trail
would also be provided. The proposed typip! aoss section for ihsse atYematives is
shown in Figute 7. The posted speed iimit woutd be 35 mph, an ' ersection cantrols
(stop signs ar trafFic sigrtats} wouid be provided at a points. Under this
altemative, the existing ramps at Jefferson wouid be rem ed, and access to ffamline
wou(d be ptovided onty on the east side of Ayd Nidl Roed. On the south, this
'altemative includes the option of connecting or not connecting Ayd Mill ftoad directly to
}-35E. Ayd Mill Road would nof be directty connected fo 1-94 on the north. Four sub-
atfemative alignments were iden�ed for the extensian of this attemative to l-84:
• Extension aiong Pasca(
• Extension along Hytrrid Route (Combination of Pascal and railroad spur alignment)
• Exfension along Hamline
• One-way pair (using Pascal southbound and fhe railroad spur northbound) �
�.'..._._... - , _ - ,. - _ _ � _ :
:ALTERNATIVE 7- FOUR-LANE EXPRESSWAY W(TH INDIF2ECT CONNECTION TO
�_
' �.
'�ln thiS afternative, Ayd Mill Road would be reconsfructed as a four-lane expressway
wifh a postsd speed iimif of 40 mph. The cross-section woufd incfude two lanes in each
direction, a landscaped median where possible, on-street bike lanes, and an off-road
pedestrian/bicycle traii (see Figure 7). A direct connection would be provided befween
I-35E and Ayd Mill Raad at the south end of the corridor. Ayd Mil1 Road would connect
to the existing frontage roads at I-94 which then provide access fo and from I-94 via
ex+sting interchanges at Snelling, �iamline and Lexington or with a spiif diamond
interchange design concept (see Figure 8). Alt existing local access points would bs
retaine� In most cases, these access points would be controlled by stop signs or
traffic signals. Four extension alignments were idenT�ed for considsration in the
scoping process:
• Extension along Pascal
• Extensien along tiybrid Route (Combination of Pascal and railraad spur alignment)
• Extension along Hamline
• Extension along Raitroad spur
In addition, a one-way pair (using Pascal southbound and the raitroad spur alignment
northbound) with two lanes in each direction was evaluafed.
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Alternative 2- EXISTiNG / NO BU1LD �
Right-of-Way Varies
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Alfernatrve 6- Two-Lane City Street �mph)
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�*eR^TA¢staad G�ybikeuai 01e SMhLO�nx! $eWJiouIW M..ii�n� Knhr.hr�l NMl+baM tlikr � 1mV�•nwecmtud �•
l.2�U0'1 3.fm:t�i 3An 3.(m�l:, �.imQr: $.+m:tR'! �2mq:9 3.4*:1�•� 3.Gn 93mqo9
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Alter�ative,7.- Four-Lane Expressway (40 mph) * �
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92T(3M 3.6m•.134 �^:t�" 3.Gni12'o 6tlm•.16: $.aer�1D", a.2LntiL'� 3.bn:12'i 3ml
Alternative 8- Four-Lane Expressway (45 mph) *
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• NOT� Property access roads would not be needed in most locations.
Use oi the mevit ryaem will be required on ali highway projttts as ot the year 200Q,
SIZF � __ ��
CIIY OF ST. PAUL
CROSS SECTION ALTERNATIVES
AYD MILL RQAD SCOPING DCK"t�"MEIv T
7
,As
13S
1€E� IF�1
Atternative 9- Four-Lane Freeway (45 mph)*
d
� 2.
3.
4,
5.
- �._
�
�
Retain or replace access at Selby and/or Marshatl
Ftetain new Seitry Bridge
sPk:..t �..�+ntf'� - .
Retain r�a�y facilities:
- o Concordia Coilege
o Parks, churches, schools, histori� sVuctures
o NSP substation
impacis fo Snel[ingiMarshail intersection
M eva(uaTion of fhe extension alignment sub-aitematives based on tfie above
feasibiiity criteria is provided in Tabie 2. Extension sub-aftematives were detertnined to
be "�easi5fe" if aii five criteria were mef, "not feasible" if one or more of the criteria
could nof be met, and "qusstionabie" if all criteria could be met but only with significant
ca�struCiort casts ar impacts. Following is a brief discussion of the resutts of this
analysis:
Fairview Extension -.The. Fairview .extension wouid, not cfose any .criticai
�� �� ' through-strests and would reiain the new Seitiy Bridge. However, access could
be provided only io and from the soufh at Selby. !n addifion, a second bridge
would be required south of ihe Snelling/Marshaii intersection, with significant
righ.-af-way, visual and/or.safety impacts. An assessmenf conducfed by the
consultant and City stafF determined the feasibility of the Fairview extension to
. be "quesfionable."
�
2. Pascal Extension - The Pascal extension is not teasible b.ecause it woufd require_ .. ,,
remova! and reconstruction of the new Selby Bridge. Atso, access could be
pravided only to southbound Ayd Mill Road at Selby. �
�
C�
Hybrid Extension - This extension altemative meets all criferia and, therefore, is
c�rtisidered {easible to construct
Raitroad Spur Extension - This extension altemative meets all criteria and,
fhsrefore, is considered feasible to construct.
5. Hamline Extension - The Hamline extsnsion is not feasibte becauss Hamline
would no longer be a through-street. This extension weuld also have signifrcant
impacts on the Concordia Copege campus.
29
� (DraR for 2view 4/'t 1/9�
3
95-444�
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4. Linear Park fsee Table 'f 4) - This.altemative would shiff 7,�00 vehicles a day
from Srrelling and Ayd Mili Road to Lexington, and resulf in a loss of access to
_ neighborhood commerciai areas and Concordia Coilege now provided by Ayd
Miil Road. This aitemaiive provides a number of park and recre2Tion benefits
' and adds both bicyGe and pedestrian traiis.
5. - Residenfia) Develaamer�f (see Tabte 'f01 - Based on the analysis cf this
altemative by city staff, it is not feasibfe to construd housing in the roadway
- area adjacent to the railroad. This attemaiive could result in the loss of park
and open space in the neighbcrho�d and the loss of access to Goncordia
Cotlsge now provided by the Hamline access to Ayd Mi11 Ro
—'d �a+.J v6U:a�' }7v+'k f r.c�� or SJ¢�aS �?'> r✓... �ns�d �U>>nESSQ;.
6. Turo-Lane AttemaYivss lsee Table '!'!� - The twa-lane aJfemafives withaut
freeway connections would shift some traffic from Snelling on the north to •
. Lexington and/or Hamline. Thsse altematives would aiso add a
bicycle/pedesfrian trai�. The sub-altematives of canneciing Ayd Mi!! Road to
Pascal and constructing one-way streefs without an I-3�E connection
significantly increase costs withouf providing incre2sed benefits. The tiamline
i '� 5= canneclion sub-altemafive:is essen2ially �the same as fhe main altemative (no
�'�' "; z .
�'� U� new north end connection), except that the primary tr�c movement would be to
� tiamfine instsad of Selby. This altemative would require ihe reconstructi�n of
a „� ��{ _._ the Namline ac�ess Yo Ayd Mil! F2oad.
Q � NQ c.�.r• ne� (,bohva}S ' �
r'�� � The two-I�ne altematives with connections to I-3�E and 1-84 would reduce
tra�c on Snelling on the naRh and Lexington on the sovth. The right-�f v,�ay
impact� s o i ementing ifiese altematives would be e�ctremely high
benef:',s receive . There could also be rzpaci problems on Ayd Milt
Raad ti ,l- �� 5,�t�j S�}�,ferHe.-.�' �S� a5 l'�.'. Ccv�cerne�.{
.
�pN_ �t)4 6s l-r.py we a� l�.1f��g yrn, P"t c., r�..-s ttim.�1, o,.�
7A. E�mressw v�nnth Connection to rontaoe Road lsee Table 121- This altemati4e�
� is simitar to the Expressway with Sptit-Di2mond Connection described below
3 � un� A{temative 7B). '
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Exoresswav witfi a Satit-Diamond Connecifon to 1-94 (see Tabte 12i - The
Hybrid Aiignmsnt and the Railroad Spur Alignment with a Split-Diamond
Connection have the sams benefits regarding VaYc movement throughout the
study area. The main dif(erence is that the Hybrid Alignmenf Jines up with
Pascal to the north, providing more direct access to Midway Marketplace and
University Avenue. This attemative would draw traffic north oi 1-94 ovsr to
Fascal, where the Raifroad Spur attemative wautd sptit the traffic between
Hamline and Pascai. Since both aitematives increase fraffic on Hamline north
of Marshall, the Hybrid Alignment altemative xrould be more effiective reducing
congestion on Ham(ine. .
�
95-444
� 6. SOCIAL, ECONOMIC AND ENVtRONMENTAl. ISSUES
-
The of this chapter is fo describe pofential sociaf, econoinic and environmental
Y impacts of the altematives being considered iot Ayd Mill Road. 5ign�cant impacfs to be
studied in the EIS and necessary permit appiications are ident�ed. The EIS wifl aiso
address the reiationship between Iecal short-term uses of the environment, and the
maintenance and enhancemerrt of fiong term productivity, as wsA as tt�e
irreversibielrretrievable commi#menfs of resources. The following areas of potentia!
concem have been reviewed; the need to incorporate them into the EIS is addressed in
the remainder o; this chapter.
• Air quality impaets
• Bikeways and pedestrians
• Coastal zones (not appiicabie)
• Construction impacts
• Contaminated sites
• Criticai Areas impacis (not applicable)
• Culfural resources
��:�Economic impacfs � .. , � �:. � „ , :-..,; : > . :. _ .
, • Endanoered species
• Energy impacts . .
� • Erosion contro!
• Excess materials , ,. . . r � x �
• Farmlands (not applicahle)
• Fish and wildli`e (nof appiicable�—r� ��Yc�,r
• FloodQlains (not app(icable?
• Groundwater, geology and earfhborne vibration
• Handicapped access ,
• Land use and j�int development impacts
• Moise
• Farktands, recreationaf 4(f}l6(f} lands
• Right-o`-way acquisition, and relocation
• Social impacts
• Soils, materials, foundations
• Stream and wafer body modification (not applicable)
• ?ra�c impacts
• Transii impaC.s ¢X Ca5 S G1^2. ( : °� �'i r�5, . S�r+� o'F � �`S �,' �'
. �(anc �1
• V sua! impacts � S�2 � S�vS ! c� �' Y1: �,�. W� c�Q
• Water qva!i:y ,. �! n � j k� cQe�ar �s� �.-�e '�-
• Wetfands (nof a�plicable) 1 i 1�2 ,y, �f�,.e G�� � yv � �� �
• Wifd and Scenic Rivers (not appiicab{e} �
•
�
39
tSSUES TO BE ADDRESSED IN TH£ EIS
Right-0f Way Acquisiiion ar�d Refocation
��7i�e E!S wi11 indude a detailed anatysis of right-of-way acqufsition artd retocation impacts
to identiy properties pote�tiatfy aifected by right-of�n�ay acquisition. A property irnentory
witl be wnductecf, and a conceptual reiocation ptan wil! be prepared. The avaitability of
comparebte housing and sftes far business retacatian wi11 be determined. The study wrlt
address the appropriate means of mifigating adverse impects in accordance with state and
federal requirements goveming right-of-way acquisition and relocation. The study wifl also
dowment available retocation assistance programs. Resulfs of tl�e study wi!! be
summarized in the ElS.
Rigfit-of way acquisition wdl be carefuUy addressed in the refinernent of design concepfs.
The number of househ�lds and community facilities/services afFected by right-of-way
acquisition wiJt be minimized to ihe extent possible. Preference wiil be given fo acquiring
noa=r$sideafial properties where feasible.
Sociat Impacts
1
.i*
�e acquisition of right-of-way, . particularly residential homss, may have secondary �
impacts on the affected neighbofioods. Socia! irrtpact issues that wiil be addressed in,the '
EIS include the following: .
��
• Impacts on special groups�uch as the sfderly, low-incame �amilies, disabted peopte
' and racial/ethnic minorities. �
• Impacts on community facilities (for example, sch�ols, churches, patks, public service
facilities}.
• Accsss to residentiat areas and community facilitiesJservices, including pedesfrian and
bicyc►e access.
• Neighborhood cohesiveness.
Economic Impacts
Some of the Build altematives would require the acquisition and telocation of businesses
as wefl as residential properties in the corridor. These acquisition impacts wdl be
addressed in the "Right-of-Way Acquisition and Refocation Study" described above.
Secondary economic impacts may occ�r as a result of property acquisition. Ec�nomic
impact issues that wilt be addressed in the �iS inGude the fottowing:
• Impacts on employmenL — Cz�y/ �P�y-j-7
��!'�i�" � .
��- �� � �� . �
„
� - . --
95-�44r�
�-, CONTAMINATEII SlTES .
� ` .
A preliminary investigation of potentialiy contaminated sites in the Ayd Mili FZoad area
identified a number of possibie sites, particularty in the acea of the proposed extensions
and connections for the four-lane altematives. -
No knovm potentially contaminated sifes wauld be affected by the No Buifd, TSMfTDM,
Linear Park and Ftesidential Devslopment altematives_ The Residerrtial Development
attemative could encounier potentia!!y contaminated sites naf kr�own at this lime. No
., [cnown potentially contaminated sites wouJd be affected by the fwalane altematives using
�-�- � the Namline alignmenL Five known sites could be affected using fhe Pascat alignment.
,_ On the Fairview aligrtment, both the two-lane and four-lane opfions cauld affeC up to six
contaminated sites. On the Hybrid alignment, the two-lane options could affect up to
12 known sites, and the four-lane options could affect up to 14 sites. On the Railroad Spur
alignment, the two-(ane options couid affect up to seven sites and the four-lane options
cou4d affect up to 10 known sites.
�AND USE PL'AAI COMPATtBiLtTY'` �` � . - . _ y
Tleighbomood and citywide plans for the projecf area were reviewed to determine
� compafabifity with local p(ans. None of the plans propose a specific course �of actiot� for
Ayd Mill Road other'than'stating Yhat no infe�state`connedions shou(d be made until an
EfS has been compieted. The goals, objectives and policies in the pians that couid be
affected by changes to Ayd Mili Road can be summarized into the foilowing nine points:
• Maintain and preserve residentia{ areas.
•: Improve edges of residentiai areas.
•: Mitigate traffic, noise and air quality impacts on houses adjacenf to arteriais and
colledars.
• increase safety at intersections, particularly Sne(ling/Marshall, Sneliing/i-94 and
Sne((ing/University.
• D'+scourage use of Iocal streets for through traffc.
• Enhance and upgrade neighborhood commerciai areas.
• Preserve and enhance parlcs. .
• Add bicycte and pedestriat� facitit+es. �
• Add green buffers � ( - along A Mitl Road).
• EnLvea.SE Q °T �4rQX` �fYdS
Altematives were judged to be compatible if they did not conflict with a majority of these
points, even if they did fittle to implement any of them or conflicted with some. Aitematives
were judged to be not compatible when there was a corrtlict with a majority of the points,
eveR when these altematives may contribute to the implementation of other poin#s.
�
' S7
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��-
� �
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The No Buitd ai�
with any of the f
Build altemative
were campared.
Devetopment alte
; would be compatible with local plans because it does not cortfiict
even though it does rtothing �a imo(ement any of tfi�em• Ttse Na .�
sed as the base or standard against which the other alte�atiues
� 1-35E11-94 downtown connedion, TSMfTOM and Residential
�woufd also be compatibie with smatt area plans. � •
1
� The Linear Park attematiJe would be compat�ble because ttns altematwe wou�d ()
� � � contribufe to area parks and�qpen space, (2) add birycle artd pedes#riaR faaiities, {3) add
a green buffer, {4) contribute �o the preserva6on and mairitenance of the area along Ayd
A Mill Road, and (b) improve the ges of these residential areas. Howevec, the Linear Park
� aitemative woutd (t} increase�ic artd rtoise, and dirair+ish air quality at resider�ces
� adjacent to streets with increas d tr�c; (2) not contribute to the rnaintenance and
� presenration of these areas; (3) educe safety at irrtersections; and (4) rESUit in �he
diversiort of through traffic to nearb�toca! streefs.
;, � n� � None of the fiNO-lane altematives\wou! compatib(e with smatf area pians because of
�- c, fi o !ncreased tra�c on Snelling, Ha line a Lexington. These altematives would (1)
=. ���' increase traffic and noise, and d� inish 'r quality at adjacent residences; (2} not
c;-t r;-. contribute _to, the _ maintenance_ and p erva 'on of these areas; (3} reduce safety at
z A s� Y� � intersections; and (4) result in the diversi of through tra�c to nearby local streets.
� �. e -
a �,; �6=-� These altematives wou(d, h wever, corrtribute to area parks and open space, and add
�,� '- � � bicycfe and pedestrian faciiities. � t '� � Z °{ �a.� �,.��.,,, � r-� Ryd � Il a'�
t+ -+ -Y P tocF.l orc>•. 1,u� yo�-. so.� Uos:.,� A}d �
O^� � C -. e' .r,- W:!I in G/E4�C 1.00G.I lr4� C � •
{^ � The Freeway Fairview altemative would not be compatible`v�nth local plans because the
� � 9 ^ construction of ttie Ayd Milt Road extension through a residentiai neighborhood would (i)
�; �� t require the sign�cant acquisition of residential �nits and divide the neighbofiood,
u�,� �; affecting the maintenance and preservation of homes in the area and at the edges of fhe
'` � � F� residential area; (2j increase noise and diminish air quality at adjacent residences; (3)
S���� negatively impact commercial development in the SnetfinglMarshall area; and {4} require
-- ^ a.� partial acquisition of a neighbofiood park. It woutd, however, (4 ) mitigate ttaffic, noise and
,�� �� air quality impacts on houses adjacent to Snelling, Hamline and Lexingion; (2) increase
M1•? � o f safety at key intersections; (3) discourage use of locat sxeets for through tra�ic; (d) add
��� 3� park space (at tiamline/Ashland); and (5) add bicycfe and peciesfrian facilities.
�� F �� The Hybrid and Railroad Spur alignments with freeway and sptit diamond canr�ect+ons
;' :;� would be compatibie with (oca! plans. tn comparison to the tYa Buitd attemative, tfiese
� d�- +� altematives would have fiotlowing positive impads by decreasing traffic on Snelling,
e p,. � F Hamline and Lexington: (1) mitigate traffic, noise and air quality impacts an adjacent
.��
` �, "� residences; (2) cantribute to the maintenance and preservation af these resident�a areas;
a' { s �(3} inaease safety at key in.ersedions; (4) discourage the use of iocal streets #or through
���.� traffic, and (5) add bicycle and pedestrian facifities. �
a .
I � f. � -� �
� �� -
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(I`t�l /
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-. 95-44# �
� • impacts on 1oca1 property taxes and tax base.
•. Changes in access to business areas. -
���: Impa�s on economic vitality. --- ��Q �sv+ o rn;�: o�P°�n i � p��l,Q
' ` W� !t �.rn�'"-¢- '� 4 �� �F' �;/�t,�a�,f
Land Use and Development tmpacfs �p z,� 5�,,,,� S f �,, �
nQr �bvr��. � �'
The spec�c acxsage or percentage of each �nd cover type in the praject atea has n�t yet
been ident�ed. This information will be provided in the EIS. The projecf is l�cafed in a
fuily develo�ed area of Si. Paul. There are no surface watsrs, wetiands or farmiands
_ located in the proje� area. Figure 2 in Chapter 'I shows exisfing land uses in the project
area. �'� •�3� c.e„�. �� r� 9c�!-' e..� c»-�f �'!• �r J� m� �{ � 7�'�-� _
Land uses adjacent to the corridor are primarily residential. Aitematives proposing the
ncirthem extension of Ayd Mii! Road along the Railroad Spur and Hybrid aiignmenis wouid
.,,. also impact soms indus:riai land uses. Land use changes resuiting from the project w�uid
be primarily rela:ed to right-of-w2y acquisition, change in access and significant changes
in traYc volumes. These potentiai land use changes wili be addressed in ths EIS. "
�_ �- . • , - . • �'�_� _ .-,. . �s. ,., , . _ � .. .. , � �
g !
A preliminary review of the projecYs consistency with loca! ptans was done as part of the
inftiai screening of altematives (see 5). MosY of the aitematives carried forward
, into the EIS are generally cans'rstent with neigfiborhood and sma11 area pians for the
.. project area. Oniy ihe Freeway Two-Lane City Street and Fairview altemafives appear to
� be in compaiibie with locai pians. The Tw ane City�treet altem ' e a ears to be -
- incampatibie because it would contribute to further congestion on l�cal streets and the
Freeway Fairview aitema:ive appears t� be ino�mpable because the construction of the �,
Ayd Mil1 Road extension through a residential neighborhood wouid require the significant � n
_ acquisition of residentiat units. A defailed discussion of the consistency of the altematives �.
with regional, citywide and neigfiborhood plans wi11 be inciuded in the EtS. s� o
T N
Th� El5 will address possible related or adjacent development and any potentiai T�
cumuiative impacts. During the scoping process two reJated developments were identifed: �- �0,�
Midway 1✓�arketp(ace between University and i-94, and reconstruction of I-94 with the �
inciusion of Light Rail Transit (LRT). Tra�c forec2sts prepared during the saoping phase � S,
assumed compietion of these two projects by the year 20'1 �. - H s
The EIS will also address effects of fhe project on existing infrastructure iocated in the ° �,
. corridor. tn addition to the Soo Line rai(road tracks, a major sfeam pipe and fiber optic �
ca'�te are f�cated in the corridor. The corridor is alse crossed by a number of utilities.� s�- �` -�
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- -- — — -- -- --- - -_ 143
� The reconnaissance-fevel survey wiil identify any properties that require further evaluation
to determine their efigibi}ify tor NRHP tisting. The Braft EIS witt ir+clude the resulfs of the
efigibitity eva{uations for the portions of the study arsa afifeeted by most aitematives. For
areas aYscfed by fiewer attematives, tfie eligibi(ify evaluation may nof be completed untif
'afEer Bratt EIS pubiication to avoid wstly analysis in areas that may not be impacted. 19
rtecessary, a Dra`t Section 4(fl Evaluation will be inciuded in the Draft E!S to identify the
p�ten2iat irnpacts of project altematives on properties that are known to he tisted on or
eiigibie for the NRHP.
The Finai EIS will address the impaC.s of the Prefierred Aifsmative on aH propsrties listed
on or efigible for the NRHP, tf impacts are anficipaYed, consuitation wiih hisforic
preservatian o�cials will be initiated in compiiance with Section 106 of the Nationa(
Historic Preservation Act. Mitigation of impacts would be addressed in a Mem�randum ofi
' Agreement, if necessary. A Finaf Section 4(� Evaluation wili be inciuded in the Finai FIS
to address im�nac:s and mStigatian, if necessary.
-- Tra�c tmpacfs �
'��vc ;�;<`:,;� :t ,^ w� :��_ �--=c,
�trafific analysis.was compieted 2s part_ot the_preliminary alternatives screening process.
Existing (13S4j traYc volurries on Ayd Mili Rosd are approximately 91,000 ADT. VJith the
No 8uiid attemative, tr2ffic v�lumes on Ayd Miil Road are expected to incre2se to about
17,000 ADT,by the year 2015...7he build attematives wouid increase Yhe amount of
regional and sub-regional traffic_served by Ayd Mill Road. As a,result, tra�c valumes on
Ayd Miti Road couid increase up #0 37,D00 ADT, depending �n the aitemative. _E -
r
�
Traific foreczs;s for propased aitematives prepared as part of the preliminary aitematives
screening process revealed that the Bu+id aitematives wouid shift ira�c on Snetling and
Lexingfon to Ayd Mil! Road. The removat of Ayd Mil! Road 1or a iinear park would shift
traYc from Ayd Miil Road to Snelling, Lexington and other streets. Tf impact?of earyh �
altemative on tra�c volumes for boih Ayd Mill Road and other loca( streets is discussed in �
Chapter 5 of this document
X
A more detaifed traffic anaiysis wiii �be comptefed in the EIS. This study wi(J ralate
- avai}abie capacity �n locai streeis and at intersections to projeded tr�c demand to
determine Ievels of service during peak hours. The EIS will address the impact of
irtferchange desion optians and changes irt access on loca! street traffre volumes. Safe'.y
� considsrations and the acsommodation of transit, bicycle and pedestrian modes wili also
be discusssd_
Transit Impacts
Study of ail a}temativas in the EIS wi{I assume the consiruction of iight Rail Transit {LRT)
within the I-94 corridor and a feeder bus system in the Ayd Mi11 Road area: A
Transportation System ARaragemenUTrave! Demand Management (TSM/TDM) altemative
witi be studied in the Draft EIS. As described in Chapter 3, the TSMlTDM aitemative wili
73
�4'4'
95 r ��T
� Reg'son-wide macsoscate CO .analysis wilf � be completed for tfie worsi-case major
alfemative using the FM1S modeling p�ogram, based on No Buiid and Build travei
forecasts for one year and 90 years aftsr consiruction This analysis determines the
overall difFerence in emissions between aifematives and years of analysis.
F
Visuaf impacts
A visual impacY analysis wili be completed for the �IS inciuding: ('I) a photographic
inventory of exisfing views to and from the road; (2) a map showing fhe I�cati�n of
landmarks and unique or spsciai features; (3j a series of sketches showing the potenfia!
ef;ects of pro,�osed alfemativss on key views fo and from the road; and (4) identi ic2;ion of
design ieatures that could be included in the roadway design to mitigate negative impacis
and enhance positive views. Visuai impacts wiil be considered fr�m both the travelsr's
perspective and the neighboth perspec;ive. .
-�� 1/vE � ,.;•„�c�� 5"Lti °�=i��y'i :r �� � =
Soils and Geoiogic Conditions '' /
�tie primary.sur`icial soil.deposiis.in ihe�corridor-indude�giaciai tili of mixed composition
and outwash deposits. According to the U.S. Departmenf of Agriculiure, Soii Conservation
Service, Soil Survey for Washington and Remsey Counfiss, the ma}osity of the corridor is
classified as "urban land". Underlying soils are primarily of the Chetek Complex with
siopes of 3,to 2� percent. Oiher,soiis present in fhe corridor include Waukegan, Kingsley
and Lino Compiexes with slopss of 0 to '15 psrcent. The soils are firequsntly disturbed and
intermixed with fili soiis.
The depth fo bsdrock generally ranges from 50 fo '!00 feet throughout the corr+dor with an
average depth of approximately 8D feet. The depth of fhe water tabie varies from 20 to 60
feet with an averaoe depth of approximats{y 40 feet.
Due fo the presence of stee� slopes near the roadway, care will be taken in the design of
the project to minimize erosion and ensure siope s:ability atter comp4etion. At this point,
the extent of grading or excavation required for the project is unknown. Estimates wiii be
provided in the EiS. The E1S wiii include an analysis of soils, geologic and subsurface ,
conditions for ali altematives involving new roadway construction.
Water Resaurces
There are no wetiands ar protected watsrs within fhe project area. The p�tential for water
quality impacts is primarily related to stormwater nsnafF from fhe roedway. Existing
drainaoe is handted by storm sewers. Future stormwater runoff witi be accommodated by
storm sewers to be constructed as part of the project. Because the proposed Ayd Mill
Road aitematives woufd minimaily increase fhe tota! amount of impervious surface +n the
project atea, sformwater runoff impacts from the roadway are not expected to be
75
4S
sign�cant The City of St Pau( has an existing stornt sewer network serving the -
area. Currently, the City is in the finai stagss of comp)eting fhe se�aration of sanitar, ., /
storm sewers. Sformwater from the project area is directed to the Mississippi River. �
` The City of St. Pau! has a stormwater management plan currently in effect. Ths City has
art existing Nationai Potlution Discharge Elimination Sysfem {NPDES) permit from fhe
MPCA, whict� was approved in 1984. Currently, the City is apptying far a new NPDES
permit The proposed buiid akematives for Ayd Miil Road would require an NPIIES
construction permit ftom the MPCA The EtS wiii inctude an analysis of the effects ofi
stormwater rvnoff from the rDadway and mitigation measures to be inctuded in the project.
i he stortnwafer management system for the project wili meet al! MPCA and City of St. Pau!
requiremertts.
Due to the depth of the existing groundwater tabie, it is unlike[y that dewatering wi1! be
required in conjunction with 8uiid altematives. It any dewatering is necessary, it is iikeiy
that it wouid cause only a temporary effect and would be restrieted to the su�ciai aquifsr
in tfie immediate area. !f necessary, a Wafer Appropriation Permit wiii be obtained from
the DNR.
?�" Possibfe groundwater impacts resultirig from #he'disturb2nce of contaminated soiis wil] be
` k iden:ified in the study of potentiaily contaminated Sites. -.
~� Fish, Wldfife and Ecologieaity Sensitive Resources .
�-. �.
The project is located in a fuliy developed area of 5t. Paul. Some smali areas of open
space with natura! vegetation are located o the upper slopes alang the corridor. Area
wiidlife primarily consisfs of small fud�earers�uch a as r�'c.^.00cjs,_and various songbirds. It
is anticipated thai these are2s wiit remain undisturbed by tfie project:..
; _ ..,�_
A review of the Minnesota Natural'Heritage database for any rare plant or animal spscies
or other significant natural features within one mile of the project revealed one record for
the Psregrine Falcon (Fa/co pe'regrinus), a species listed as endangered both federaily
and in Minnesota. The Peregnne Falcon`s nest is currently located on ihs Montgomery
Ward tower jusf north of i-94 between Pasca( and Hamfine. Efforts are undenvay to
relocate this rtest prior to fhe'scheduled dem�lition of this building for redevelopment of the "'
sife irtto Midway MarketplacQ.
- No adverse irflpacts are anticipafed on fish or wiidlife habitat or movement of animals due �-
to the urban nafurs of�the existing environmen� An o;ficial determination ftom the
MinAesota Department�f Naturat Resources and the U.S. Fish and Wildlife Service will be
inGuded in the EIS. J If any potentially sign�cant impacts are identified, they wdl be
investigated, and mrtigation measures will be addrassed.
_ /
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95-444
�_
conditions. Consfruction noise would be in accordance with any applicab(e City
ordinances. The EtS wiil,address dust, odors, vibration and noise qused by construction -
o# the project and mitigation measures to be emplayed during constructian. a
Consiruction of ths project may ais� cause iemporary disrvption to existing utifities and
infrastructure in the project area. The EIS wili discuss cons`.ruction impacts on utiiities and
infrastructure, and mitigafion measures to be incorporated info the projecf.
lSSUES THAT WlLL NOT BE ADDRESSED iN THE ElS
Wastewater
The proposed projeci will not generate domestic or cammerciaflindusfrial wastewatsr
requiring sanitary sewer services or wastewater treaiment.
Water Use
The propased project wiil not require any connections : to e public water suppiy. There are •
no wetlands or protectsd waters within the project area. Therefore, fhers wiN be no
Gh2nge in the number or type of watercraft on any body of water.
• ,:.
1Nater-Related Land Use Management Districts •---
- � �r - .. �� - � .
� There are no wetlands or protected wafers within the project area. The pro}ect area does
not encroach on any shoreland management districts, �00-year floodplains, staie
designated criticai areas, or the federaily designated Mississippi Nationai River and
Recreation Area.
Physica( or Hydrologic Alteration of any Surtace Water
Since there are ttn wet{ands or profected waters within the project area, the project wiii not
involve any physical or hydrologic alteration of surface water.
Prime or Unique Facmiand
There are no farmlands located within the praject area. — c�c�.>+�,_,.,,
Any Statiortary Sources of Air Paitution (i.e., Ezhaust Stacks)
� �
The proposed project wili not invoive the insiallation of any exhaust stacks or other
potentiai stationary sources of air potlution.
�
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78
(4�
,
)
�
4. Ritema4ive 4: Linear Park (rernoves Ayd Mili Road).
3Q
�. Aifemative 58-2 - Two-lane city street (3�h) v✓ith a direct connsction to I-35E on
the sou'•h and a split-diamond interchange with f-94 via the Hybrid atignmenf.
6. Altemative 7B-� - Four-lane expressway (40 mph) wifh a direct connection to
i-3�E on fiie south and a spiit-diamond interchange with I-94 via the Hybrid
alignmenL
7. Altemative SC - Expressway (45 mph} with a direct connection to t-35E on the south
and a freeway-tafreeway interchange with I-94 on the nor:h via the Raifroad Spur
alignment.
8. Altemative 9A - Limited Access fteeway (4� mpfi) witfi a dirsct connection to i-35F
on the south and a freeway-t� fireeway inferchange with 1-94 via the Fairview
alionmenT.
9 A(temative '(0 - High Occupancy Vehicie (HOV) ianes as sub-altematives for
' �iternatives_68-2,_7$-1,..8C and 9A,:- -
�'' �- � -
ALTERNATlVES NOT RECOMMENDED FOR FURTHEFt S7UDY
{ � k •
; The reasons other alTerrzafives were noi recommended by the T2sk Force for further study
in the Dra`t EIS are summarized below.
Aitemative 5 - Residential Development
This aiternative was not recommended for furiher study bscause the corridor cannot be
successfulty adapted to residentia! development due to the close proximity of the raiiroad,
the narrow width of the corridor, fi,e locat topography, and the need to tetain part of
existing Ayd Miil Road to provide property access.
, � / /
3 L�'G5�!`C...� �S.tZSSCS� Y' `""„'� Y l� , � " <..
Attemative 6A-9 and 6A-2 - Two Lane Without Connections to 1-35E and l-94
These aitematives were noi recammended far fuRher study because they do nat pravide a
continuous, �connected roadway between l-35E and I-94_
�
_ 83
€
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RIDER, BENNBTT, EGAN
' Attomeys at Law
WILl4M T. EGnN p�TRIC�n
EOwnRD N. AqVMDEI OcV�O B.
90Ni.yD 4. BACttSlRDM + BR�pM P.
D/.VID �. f1T2GERLLD AHU O�Ri
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STCVCN J. KLV2 J1lL F�f$
RICNIRG M.ItqOCXOGF JAMES L.
GEM[ C. OLSON JEIIRCY
JE�'FRE�' R. SGMM�DT� ROBERT E
GREGOFY M. WErANOT� J�M M. GI
EFICJ.MLGNVSON• YNpq[q!
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pI.V�O T. KLAGHEFE
MAIf C. N/�MSEr III
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JU4C J. GEGKER
SiPNLCY E. $IEGEI. JR.
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926t9B31
95-444
2000 Me�opolitan Cenve
333 South Seventh Saeet
MIIlIIC2�70175, MIDIICSO(d $�2
Telephoce (612) 3A47951
Faz(612)340-7900
orcou«sc�
STVLRT W. RIDER. JR.
DOVG SN.�hD�ML
JEROwE 5. rUGEND
ROBERT �. B V ll/�RD
uLtO �D�ITTLD 1� r�TCOxiix
Wrica's Direct Dial Numbet
Ivlarch 14, 1995
Mr. Michael Klassen
Project Manager
St. Paui Department of Pubiic Works
800 City Hail Annex.. '4 , _ , . , : �
?5 West Fourth Street
St. Paui, MN 55102
�.
Re: Ayd Mi11 Road
Dear Mr. Klassen:
;,,. , .. -
h. }i: -,.- ,T: ,.
. ; .
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My wife and I have recentiy made a substantial investment in the concept of St. Paul
neighborhoods. We recently finished construction of a new home at 1307 Summit Avenue, St.
Paul. (Incidentally, I am told that this is only the second singie family dweiling that has been
built on Summit Avenue in the past 25 yeazs.)
Unfortunately, our new home is oniy 400 feet from Ayd Mill Road.
_ �
�` The construction of our new home was a vote of confidence in the St. Paul City Council
that it will do everything humanly possible to maintain, and, indeed, improve neighborhood
property values.
The fundamental question here is why on earth should our elected public servants allow
the intrusion of a federai interstate freeway in our neighborhoods unless there is absolutely no
other altemative available?
I have reviewed the entirety of the Ayd Mill Road Scoping Document and Draft Scoping
Decision Document. The cards appeaz to be stacked to give short shrift to the downtown
connection. This needs to be corrected now. As I read Aitemative A-i, it appeazs that this
` altemative is perfectly feasible except for a watl. The document says the following:
,.
RIDER BENNETT, EGAN & ARUNDEL
Mr. Michael Klassen
March 14,1995
Page 2
"This aitemative is not constructable because it would require reconstruction of the
historic James 7. Hill wall. (At the time I-35 was constructed, the James 3. Hill wall was
determined to be a tustoric resource that must remain in place.)"
I would respectfuliy suggest that when I-35 was being constructed, the wall issue was
beiag considered in a vacuum. I would have voted in favor of the wall. The issue is differeni
now. Now, the issue is wa21 vs. neighborhoods. I woutd suggest that a vote on this very wetl
could, and sho;ild, be different today. Ai an abso?ute minim�.�m, *he decisioa should be made -
_-right here and now that Altemative A-1 should be studied unbridled by the decision made in the
early 1980's that the wall not be touched.
The underlying issue for the neighborhood is noise. The law of this state, which each of
our etected.public servants has sworn to uphold, provides that the citizens of this state are
=entitied to " u'etu e."- Please see the Minnesota Environmental Rights Act [Minnesota Statutes
§l I6BA1 and §116B.Q2, Subd. 4.]
The Scoping Document contains almost a callous disregazd for the right of quietude. For -
example, on page 75, the Scoping Document says "traffic volumes musf appro�mately dauble to
increase noise levels [Yo be detecte@ by the haman ear]. Based on expected traffic volumes only,
it is not clear if noise levels will change significantly in most locations in the corridor."
The above statement is clirecdy contradicted by page 43 of the Scoping Document whieh
says that 1994 traffic volumes aze 11,000 A.D.T., and that the build alteraative would increase
traffic to 37,000 A.D.T. ThaYs a fourfold increase and would certainly be detected (and, indeed,
would be offensive) to the humaa ear according to the staYement oa page 75 that a doubling
(much less a fourfold) increase in traffic volume would be detectabte.
In coaclusion, we respectfully request ihe following: �, that the EIS afford appropriate
analysis to the A-1 Alternative unbridted by any special consideration for the James J. Hill wall,
and second, that all alternatives in the EIS contain a detailed analysis of ihe cost and
effectiveness of striagenY noise mitigation measures designed to aclveve quietude in adjacent
neighborhoods.
Ve
�
SIK/tmk
50 -
��
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Mr. Mike Klassen
St. Paul Dept. of Public Works
800 City Hall Annex
25 W. 4th St.
St. Paul, MN 55102
�ir9�; 1 � 7995
Mazch d 5, 1995 �
DEPT. C�F FG���� �'p���
����E�� �����������
RE: Comments on Ayd Mill Road Scoping Document and Draft Scoping Decision
Document
Dear Mr. Kiassen:
Thank you for the opportunity to,comment on the Ayd Mill Road Scoping Document and ,
Draft Scoping Decision Document. '' "� � " ' �
John R Gilkeson �\�-V��'��c��
1933 Laurel Ave. •J 9 5_�+ �+ �
St. Paul, MN 55104
. (612) 644-8049
� � have been a Merriam Pazk resident for over 8'/: yeazs and intend to coniinue living here for
some time. I offer comments on the Ayd Miil Rqad documents in three main azeas, in order
of importance: � �
3-
�
I. A new aiternative for an I-94lI-35E downtown connection.
II. A summary of my verbal testimony at the 3/2/95 pubiic meeting.
III. AdditionaJ comments on the documents and the future of the corridor.
I. A aew alternative for an I-94/I-35E downtown eonnection.
The I-94r'I-35E connection is the criucal issue in ihis study and the critical issue in the
corridor. If connections had been made downtown when I-35E was completed several years
ago, we would not have the current traffic problems in the Ayd Mill corridor. If Ayd Mill
Road was not in place when I-35E was completed, the connections would have been made
downtown. If for some reason, we had to make connections without an Ayd Mill Road, we
would be seeking the most feasible connecrions downtown. We would not build Ayd Mill
road today to make the connections.
It is extremely important to point out that the current I-35E pazkway designation and truck
size restrictions limit traffic almost exclusively to automobiles and ailow for lower ciearances,
narrower lanes, tighter turn radii, and steeper grades without compromising safety. It is
highly uniikely that any transiY bus will ever be routed through these connections, and good
signage should be adequate for the occasional commercial bus that might use these
connections.
__ 1
l5l
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On page 34 and 35 the Task Force's best connection options aze identified. I offer the
fotlowing comments.
` Tltere aze two connections to be made. I believe that the eastbound I-94 to southbound I-35E
; (EB-SB) connection is less controversial and easier than the other connection that must be
`�`made, from northbound I-35E to westbound I-94 (NB-WB). The indirect connection can
continue over city streeu with trailbla�ina. If a direct connection is desired, I believe that the
EB-SB connection is feasible and is best achieved with Altemative A-2 identified in Appendix
B. The impacts and changes are minor compazed to other altematives, and there aze strong
precedents for the required specia2 approvais. Signage and metering may be neeessary here
`and they shouid not cause any difficulty.
For the NB-WB connection, I propose a new altemaUve that is not found in Appendix B or
anywhere in the documents. The model for my proposal is the single lane eastbound I-94 to
southbound Lafayette Freeway ramp that was newly constructed during the recent
reconsuuction of this interchan�e area. The ramp is a lefr ea.it from EB I-94. "Fhe EB I-94 to
SB Lafayette ramp starts to rise before it goes under the Lafayette overpass, and the tight
curve at the top is marked for t 5 mph. Tt passes over 4 tanes of I-94 eastbound. (The total
width between retaining walls is about 5 lanes.) . The ramp then runs immediately adjacent to
"East 7th St. and there is a very tight "urban arterial" tum onto the Lafayette Freeway. The
traffic merges almost immediately into other Lafayette traffic. Similar single lane connecting
ramps with tight turns and rapid grade changes can be found in the sane lane bridges along I-
394, particularly at Hi�hway 100. -
:�-
I propose a similaz ramp for the NB I-35E to WB I-94 connection. I do not have detailed
maps so I am not abte to provide detailed information about grades and curve radii. An
experienced highway engineer should be able to rough this proposal out in short order. The
ramp will be located roughly where alternatives F-1 and F-2 aze located (Appendix B).
However, the exit ramp will start on the left side of NB I-35E and can start under the Sth/6th
St. ramp bridge. The ramp's starting location will be dictated by the width of the Northbound
corridor. There aze two exit ramps on the right (to EB I-94 and l lth St.) where there is more
than enough room to move the main �affic lanes to the right. At tivs point there is the
equivalent of 6 to 7 lanes between the I-35E median and the south retaining wall. Based on
my own visuat inspection, I believe there is even more room for a ramp of this type here tiian
on I-44/Lafavette. Elevation of the upper roadway over the lower appear to be very similaz
for these two situations. The ramp will rise quickly to the level of top of the retaining wall
and Main Street, and then will curve to the right over the NB I-35E lanes and proceed �
southwest along the retaining wall to the Sth St. ramp to WB I-44. The ramp could be
signaled at Sth St, or traffic could be given its own lane and allowed to merge into the other
traffic. The bridge and tunnel are wide enough to allow a long merging lane.
I beIieve that this ramp couId be built without taking any buiIdings and witti minimat
modifications to existing retaining walis and bridges. Part of the pazlang lot for the 411 Main
St. Bldg, would be taken. Based on the grade of the pazking lot, it appears that it may be
possible to provide garking spaces under the exit ramp.
2
15
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95-444
II. A summary of my verbal testimony at the 3/2/95 public meeting.
I support the principles of the Ayd Mill Road Coalition. I believe they are important because
the philosophy behind them is that we should fit the transportation system ta the city, rather
than attempt to fit the ciry to a transportation system that may or may not be appropriate for
it. Freeway standards aze not appropriate for ciry streets.
Personally, I would most like to see the lineaz park with downtown freeway connections. My
next preferred altemative is Alternative 6, a two lane city street with enforced 35 mph speed
limit and traffic signals as necessary. This shouId have direct connections at the south end, -
and at the north end it should have indirect connections via existing ramps and city streets
with trailblazing and one-way pairs to direct traffic with a minimum of disruption to
neighborhoods. TSM/1'DM practices are crucial to the success of such a plan and I think they
have been inadequately discussed in the scoping document, though it appeazs that they will be
examined in detail in the EIS. We cannot afford to build to suit everyone's driving whizn.
There are several other things J would like to see in any corridor improvement:
1. No right-of-way acquisition, build within the existing right-of-way. This is distinct
from a no-build option.
2. Tmprovements should not pose any obstacles to pedestrians or bicycles and should
� -`• �enhance"bicycle/pedestrian withiri and'across the corridor. � - - ' '
We talk of traffic counts and so forth as though there are a bunch of cazs driving themselves .
around like automatons and we have to accommodate them. Each car has a person in it, and
that person is making decisions about transportation in a system that doesn't offer them many
alternatives to caz travel. For example, individuals do not have much choice of transit
alternatives, so they end up driving even when they don'T need to or don't want to. If we
build a bigger road and do nothing else, we still aren't allowing people to make other choices
about transportation. We also azen't requiring them to make other choices, which may
happen if we have limited resources for uansportation infrastructure.
I have made a choice about my transportation habits. I have a monthly bus pass and
commute to work by bus. I shop and go to entertainment on the bus and try to trave] by bus
with my children. We use less fossil fuel, we talk and look at the neighborhoods we go
throueh, and we're in a better mood when we get where we aze going. I like the freedom of
going somewhere without the care. The best part is that we are contributing very little to
traffic counts that are used to justify road expansion. I walk and ride the bus on the streets of
this city and they look very different from that perspective than from the automobile
perspective.
III. Additional comments on the documents and the future of the corridar.
I recommend that transportauon planners and decision-makers travel exciusively by bus for at
least one month a yeaz, preferably in a rainy or cold month.
I am opposed to any freeway or expressway connections at the narth end of Ayd Mill Road.
The city and its neighborhoods do not benefit from such connections. The north connection
3
153
�._
�
must connect to Midway Marketplace and other azeas where ihe ctiry has invested in economic
development activities. This connection can be made using existing streets and wtthout loss
:.of residential, commercial, or institutional properry.
'As menrioned above, TSM/T'DM methods for reducing demands on the corridor have not been
�discussed in much detai2 in the scoping documents. Perhaps tius was done in the interest of
"examining these in more detail in the EIS.
It should aIso be pointed out that rush kour HOV metering caa be used with Atternative 6,
particularly for northbound traffic (see discussion on page 45). HOV metering can be
�successful even without aa HOV lane. This is the principle behind the HOV metered freeway
' on-ramps.
Transif
There does not appeaz to be any specific modal split (caz/uansit) information in the Scoping
Document. It does appeaz that all mode splits aze held constant from 1990. The EIS must
examine (as TSMlTDM) transit aiternatives tt�at si�candy shift the modal split. Planning °
should alter the split, not just react to it.
�As mentioned in the scoping document, north-south bus service in the Study Area is ~
extremely limited. Frequent service is scheduled only on Snelling Ave. and limited service is
available at the.,extreme westem edge of the Study Area on Cretin and Cleveland. Transit °`.
service to Yhe southern suburbs is available but ex�emely limited. MCTO and MVTA offer
service on four routes�to downtown St. Paul and one regular and one reverse commute route
(only 2x/day) to the Midway azea. A compazable number of routes connect the southern
svburbs with downtown Minneapolis. Several of these aze rush how only routes. St. Paul
route 4 provides good service between the Mall of America transit center and the Midway, �
and ronte 54 provides good service between the Mall of America and DT St. PauI. But fhese _
remain lightly traveled for a number of reasons. Prominent among these are lazge employer �`
pazking subsidies and indifference to employee transit use. -- -
Fn the mid-1980s, the Regional Transit Board recommended new north-south service on
Lexington Ave., but no such service has been implemented. Existing and new north-south
service could serve a significant amount of tt�e travel in the comdor and tiie study azea. The
Ayd MiTi Road corridor was considered briefly as a possible intercity LRT comdor in the
mid-1980s but was dropped from consideration for a number of reasons. Bus or rail service
atong the corridor could coanect the southern suburbs with the Midway azea, where a tr nsit '� a �
hub could connect these lines to the downtowns and the northern suburbs. Perhaps Midway
Marketplace could serve as a transit hub in the future. -
It is encouraging to know that the EIS will assume construction of LRT in the cen�al comdor
for all 2015 forecasts.
Hamline Extension/Conaection
On page 48 of the Scoping Document, it states "The Hamline eartension is not feasible
{emphasis in original) because Hamline would no longer be a through sR�eet" It is not clear
what type of extension is being niled out Is this a freeway or expressway type extension
4
� �¢
ti
�
95-4�+4
only, as is suggested by Tabie 3 on page 49? On page 52 it is noted that split diamond or
fronta�e road connections would be feasible at Haznline and one of these is illustrated in
Figure 16 on page 57. On page 40, it is noted that a Hamline extension may be feasible with
Altemative 6, two lane city street. I believe that it woutd be possible to use Hamline Avenue
in its current configuration as a connector if the proper combination of trailblazing and
preferential sigpalling were used to control the flow of traffic, especialty during nuh hour.
T'he inner southbound lane would be dedicated to Ayd Miil tr�c and this traffic would have
a preferential signai to Ayd Mili at the south end of the Hamline bridge. The inner
northbound lane would be dedicated to WB I-94 and NB Snelling tr�c. Hamline (NB) and
Pascal (SB) could be paired one-way streets between Mazshall and University Avenues. A
signal or four-way stop would be necessary at Pascal and Mazshall. The existing Seiby
connection to Ayd Mill could be dedicated to WB Mazshall and SB Snelling traffic and vice
versa. The main impact of a Hamline city street eartension will be felt by Concordia College.
Traffic signaling and possibly a pedestrian bridge between Gangelhoff and the campus block
northeast of Gangelhoff might be ways of minimizing the impact on Concordia College.
I betieve that the scoping document focuses too much on freeway or expressway type
extensions and connections to 3-94. These aze expensive, remove property from tax rolls, and
do not fit with neighborhoods. I believe that the extension and connection can be made on
existing city streets and that this must be rzviewed in the EIS. Snelling is not capable of
handling a11 Ayd Mill traffic, but it can be partially or fully ditiened to other streets.
Again, thank you for the opportunity to comment on the Ayd Mill Road Scoping Document
and Draft Scoping Decision Document.
cc.: Ms. Roberta Megard, 4th Wazd City Councilmember
_.._ Mr. Mat Hollinshead, Merriam Park representative on Ayd Miil Road EIS Task Force
. ��
95-4��
�S� OP
U V LS � �O �G=.)
DEPARTMENT OF NATURAL RESOURCES .
500 LAFAYETTE ROAD • ST. PAUL, MINM1tESOTA • 55155-40
DNR IHFORMATION
�bu� z �arc�i 10,1995
MichaeI C. Klassen, Project Manager
City of St. Paul Public Works Department
600 C�ty Hall Annex
St. Paul, MN 55102
RE: Ayd Mill Road
Scoping Document and Draft Scoping Decision Document
Dear Mr. Klassen:
1Q
The Department of Natural Resources (DNR) has reviewed the Scoping Document and
Draft Scoping Decision Document for the Ayd Mill Road Project. We offer the foilowing
comments for consideration during the upcoming environmental impact statement (EIS)
preparation process.
We request that any altemative under consideration re uire pretreatment of stormwater `
prior to discharge to the City's storm sewer system and�or the Mississippi River.
If any alternative requires project-related dewatering in excess of 10,000 galions per day, or
1,000,000 gallons per year, then a DNR water appropriation permit wili be required.
Thank you for the opportunity to review this document. We look forward to receiving
future project-related correspondence. Please contact Bill Johnson of my staff at (612)
296-9229 if you have questions regarding this letter.
Sincerely,
_-_-��^--t-� `�� ��-t�-�-�-
Thomas W. Balcom_ Sunerviso*
Naturai Resources Environmental Review Section
Office of Planning
c: Kathieen Wallace
Steve Colvin
Pete Otterson
Bonita Eliason
Lynn M. Lewis, USFWS
Gregg Downing, EQB
#950163-01
ERI6AYDMII,L.DOC
��aN I ; �99ti
AN EQUAL OPPORTUNITY EMPLOYER
►5�
ru�z is �9s es�e�ri rm.PCa — Ewz.was
P.1
Mtnnesota Pollution Controt Age
Mereh I4,1995
Mr. Michael C. Klsssea
P�3�s �� - Aya M�n xo�a
Departmem of Public Works
City of S� Paul .
$OQ City Hatl A.nnex
25 West Fourth Stceet
St. Puil, Minneso#a SSI01
9EPT. Qf �UBt��= ���i�� 1
PdAR 15 ic95
���F�IC El��I�' ->����
RE: Ayd Mi23 Road Scxiping Document and Drafk Scopiag Decssion DocumenY
� Deai Mr. Klassen:
The ?vlinaesota Poilution Ccntrol Agency (MPCA) staff has compttud a rev;ew af tne above-
� referenced project. Kelative to those azeas for which tho MPCA I�as jwisdiction thc draft scope
_ s�iequately addresses our conceras. Hotvever, we would like to request that the following item
be added to the noise section cf the sc�ping documcnr .
The noise impact and noise :nitigation analyscs must inclufle evaivation af bath L10 �nd
L50 noise levels for the existing, future nwbuild and future build conditions.
^--
Thanlc yau for the opportunity to review this docume�t, we Iook forwatd to receiti�ing the Draft
Environmenta! impact Statettcns. Tf you bave any qu���», plr�uc do noi hesitatc to contnct
Meri K. Nictscn of my staff at 612/297-1766.
Sincerely
�(�'""'
Paui Hoff, Direcsor '
finvironmeata[ Pianning and Review• Office
Administrative Serviccs Division
PIi:jr
520 LatayatM Rd. N.; St. Pazd, AAiJ Fi5t56�di94: (612) 298-6300 (VO�CS7:1�121282�5332 (�
R�pioul Ottkas: DWutt+ • 8nf�e[d • Detroit L+k�s • Marah�� • Renhastor
ca�•i o�a�e�nn� Emr�nya� . vr�rnci cm racy�led oaee� rnntainina at least t0'� �6ers irom peper recycfea Dy conscme�s•
��v
95-44�
DAKOTA COUNTY
DIVISION OF PHYSICAL DEYELOPMENT
i a955 GAtAXiE nVENUE
LOUIS J. BREIMHURST, P.E.
D�RECTOR
(6t2:89t-7005
FAX�Et21897-7031
APPLE VAL�EY. NINNESOTA 5572A-8579
DEGAPTMEN75 OF —
• ENVIRONMENTAL MANAGEMENT
• NIGFfWAYS
• PARKS
• SURVEY
• OFFICE OF PLANWNG
March 13, 1995
Mr. Klassen, Project Manager
Saint Paul Department of Public Works
800 City Hall Annex
25 W. Fourth Street
Saint Paui, Minnesota 55102
Dear Mr. Klassen,
'�`..���
1 ����. ` __,.
i �" ` . :�`C:;��� •
�
i , 'vii;,�' � G =�^ .
i
° ��:��i . _ � ° - ,
- -' :`' ^'?>��:
'-`^--.-..._.. ' '-` ' . .
Thank you for inviting Dakota County to be a member of the Ayd Mill Road Task Force
<� and ailowing us to participate in the development of the`Ayd Mili Road Scoping' "`-
Document and Draft Scoping Decision Document (SD/DSDD). The County greatiy
appreciates ths time and effort spent by City ot St. Paul staff and the consultant in
- working with the local community to select a reasonable range of aitematives for study
during the EIS process. County staff is also looking fonvard to continuing to participate
in this process.
Dakota County staft has reviewed and wishes to make comments on the Ayd NVill Road
Scoping Document and Draft Scoping Decision Document (SDlDSDD). County staff
feeis the SD/DSDD provides a reasonable range of altematives for further study which
reflect the concems of the Iocal community surrounding Ayd Mili Road. Dakota County
supports the inclusion of aitematives that provide connections to both I-35E and I-94.
However, staff also fieeis the local community should decide exactly where and how
any connections are made.
Sincerely,
� � /j
� �,�-ri�i�%%���iLlffiE't.�lf2�
Louis J. Briemhurst, Director
Physical Development Division
Dakota County
CC: Srandt Richardson, Administrator, Dakota County
Prm[etl on recytletl paDer, 20%DOSbconsome� �
�I
AN EQUAL OPPORTUNITY
#
Depart�ment of Pnblic Works
Paul L. Kirkwold, P.E., D'uectoz and Countq Engineer
ADMINISTRATION/WND SURVEY
50 Wesi KeIlogg Blvd, SufEe 920
St. Paul, MN 55102 •(612) 266-2600 • Fax 26&-2615
March 14, �1995
Mr. Mike Rlassen, P.E.
St. Paul Public Works Department
800 City Hall Annex
St. Fau2, MN 55102
ENGINEERING/OPERATIONS
3377 N. Riee Street
Shoreviem, MN 55126
(612) 484-9104 • Fau 48&5232
����. 0� !������ �����
MAR. I � i�
TP.l�E�t� ���`�:�����
Dear
�. .
The purpose of this letter is to indicate my support for
� continued study of the range of two connection alternatives being
considered in the Ayd Mill Road Scoping Phase. Several of the
alternatives address concerns from a County perspective.
Please contact me at 266-2609 if you have any questions regarding
this issne.
Sincerely,
��/�'��� ���
Paul L. Ri kwold, P.E.
Director and County Engineer
TM:mk
Mianeaota's l�zst Ho� Enle Coauty
�� Q Orinxtlon eeqcled paperrYRa minhnom� 10X postconamercoMeol
_ r-�-+
tn Cauncil
t�
Planning for the FYiture
95
Mazch 15,1995
Mr. MichaeI Klasssn
_ -. - City Of Saint Paul
Depart�nent ofPublic Works
600 City iia1l Annex
Saint Paul, lvfinnesota SS 102
Deaz Mr. Klusen:
����. �F� �:�� _� H
i
S
� -
� i���Qx:; ...._._._: . ..:
�
MeLropolitan Council staffhas completed its review ofthe Ayd Msll Road Scoping Document and
Drafi Scoping Decision Document. We have found it to be adequate, but have a few minor commenu.
The expressway and limited access freev,�ay altematives that are w be cazried forward to the EIS will
assess the council concems raised in Steve Alderson's memo of January 19, 1994 to the Ayd Mill
Road Task Force. However, the Scoping Document is unc]eaz if the traffic assessment will include the
reduction of access poinu along the route of Ayd Mill Road to one or two direct access points. We ask
that final Scoping.Decision Document list the intermediate direct access points that aze to be �
considered in the EIS. +
—Our second comment is based on the potential improvement or reduction in the accessibility of the azea
inharent in the range of altematives that aze to be carried forward for consideration.. By changirtg the
level of-aecessibility along the corridor, the proposed project may change ihe attracriveness and
competitiveness of the residenrial neighborhoods, commercial azeas, and industrial districts in the study
azea Tf�e resu]t may be an enhancement or a decrease in the opportunities for future economic
development within the azea It is uncleaz if this concem will he addressed in the work to be done in
the EIS to address issues of social and economic impacts or in the work proposed to assess access
changes to local neighborhoods and adjacent land uses. If so, the assessment should go beyond simply
assessing uavel time differences and include a discussion of impacts on ihe comperitiveness of the
azea. If not, tivs assessment should be added to the list of issues to be addressed in the EIS.
This letter concludes the counciI's review of the scoping document and the draft scoping decision
document. If you have any questions, please feel free to contact Mark Filipi at 229-2725. Thank you
for ��s eppo^�i^i:y :c cos.TZ:� :t�'
Cordially,
�
�J� �
i�
Nacho Diaz
Manager
Office of Transportarion & Transit Development
cc: i.ucy Thompson, City of Saint Paul Planning Department
2 30EastfllthStreet St.Paul.Mlnnesota55101-i634 (612)291-6359 Far.24]-6550
An Fquni Oyyotttmuy £mpipner
7DD/7'IY 291-0904
MetrolnfoLvie 2293780
16
Date: Tue, 'i4 Mar 1995 21:31:20 -0600 (CST} �—
From: Michael Casey <casey@chemsun.chem.umn.edu�
To: Mike Klassen <michael.kiassen@stpaul.gov>
Subject: Ayd Mill
Mime-Version: 1.0
As promised, here is my submission far the Planning Commission. Woutd
you ptease forward it for me.
Thanks,
Mike Casey voice (612) 624-7007
Sr. Efectronics Technician fax (612) 626-7541
207 Pieasant St. S.E.
Room 136 Smith Ha(I
Minneapolis, MN 55455 casey�7a chemsun.chem.umn.edu
$0.15 of every stamp is used to pay for storage.
L. Michael Casey
1526 Selby Ave..
St. Paut, MN b5104
Planning Commission
City of St. Pau1, MN
c/o Mike Klassen
My wife and ! live between the current northern terrrrinus of Ayd Mill
Road and Snelling Ave. This means there are approximately 11,000
cars a day going past our front d6or. Traffic projection for the "No
Buiid" increase that count to 25,000 by the year 2015 and greater that
30,000 if a connection is made to I-35E
Of that number, only 30% has as its destination I-94. 70% needs to be
on city streets moving north of i-94. This daily count inciudes both
noRh and south bound trips. This ratio, 30% - 70%, is very important
to remember. It is this ratio that the Ayd Mill Road Task Force
overlooked until the very end of its scoping phase deliberations.
The current problem in front of my house is that ali of the traffic ends
up on Snelfing Ave. moving along to I-94. At that point, 3300 are
getting on or off of I-94. This leaves 7700 cars an the city streets
north of i-94. The Task Force's consultants, SRF, chose to limit their
study to the area ot f-94 and south.
What all of the proposais do, except the Fairview E�ension, is move
the entire iraffic ilow, except for those who wiil now want to gei ofif
at Selby, 1/2 mile further north before they have to get on the city
lb
- Michaei Casey,3l14/95 9:31 PM,Ayd Mill 2
streets. In the year 20i 5 thaf ineans there wil( be i 7,500 to 21,000
cars a day moving through the Midway Cenier - Midv+�ay Marketplace
area, good for business, not so good for Hamline Midway. To quote
the movie, "[f you buitd it, they will come".
The intersections af Randolph and Lexington, Selby and Sneliing and
the Midway Cenfer - Midway Marketplace area will probably benefit
from any of ths "buiid" aftematives. The Sneiiing Park neighborhood
and Hamline Midway will not. Any building along Pascal will, and
buiiding along the railroad spur might, destroy Sneliing Park as a
viable neighborhood. Ham(ine Midway`s (ivability will decrease with
the increased iraffic.
t believe that a study woutd show that the majority of the people from
Dakota County using this corridor for commuting used to live in Si.
Paui. They, unfortunately, remember which city streets to use to fravei
in a more direct manner through the city, rather than the more indirect
route provided by fhe freeway system.
i submit to you that the probiem is not getting the northern terminus
of Ayd Mili Road to I-94 and therefore 7,500 to 9,000 cars
quicker and easier access to the freeway. The problem is what is St.
�auC"going to do with an extra 17,500 to 21,000 cars a day moving
through the Midway Cente:r - Midway Marketplace area to and from
points further north, Namline University, Energy Park, fhe Stafe Fair
Grounds, Roseville and beyond. This is the impact thaf ihe Ayd Mi!►
Road Task Force overlooked in its study and must be considered in
the E(S.
The thought that we, the city, could spend up to $60 miliion to sxtend
Ayd Mill Road t/2 mile and not include environmental impacts on
Hamline Midway is unconscionable.
I strongiy support the Seven Principles of the Ayd Mill Road
Coafition. i urge that special attention be paid to number 4. The need
for addiiiona! scree�lirre sfudies north of University Ave. cannot be
overlooked.
The city must also realize, that if Snefling Hamiine is fo give up part
of its neighborhood for this project something must be given back in
retum. The land area along Ayd Mill Road that might be recovered
from tFie road shoutd become as much park and green space as
possible. Sne!ling Hamline is the most under served sectiort ot the
city in this regard.
tn summary, I return to the mathematics of the situation. By
extending Ayd Mill Road 112/ mile to I-94 now, in the year 20i 5 we
wil! make it possible for 7,500 to 10,000 cars a day to get on or off 1-
Printed for mitce.ktassen@stpaul. ov (Mike K[assen) 2
� �
Michael Casey,3/14/95_ 9:31 PM,Ayd Mi❑ __ .. , 3
94 without using any other city streets. That leaves 17,500 to 20,000
cars a day moving through the area north of 1-94, Midway Center,
Midway Marketplace and the Hamline Midway Neighborhood.
Prin
ke Klassen
95-444
PLANNING COMMISSION OF SAINT PAUL
Pianning CommissionlCity Council Joint Public Meefing
Lin�vood Community Recreation Center
860 St. Clair Avenue
Saint Paul, Minnesota 55105
A joint meeting of the Planning Commission and the City Council of the City of Saint Paul was held
Thursday, March 2, 1995, from 6:30 p.m. - 9:30 p.m. at the Linwood Community Recreation Center,
860 St. Clair Avenue, for the purpose of receiving public comment on the Ayd Mi11 Road Scoping
Document and Draft Scoping Decision Document.
Commissioners Mmes. Faricy, Geisser, Lund-Johnson, Maddox, Morton, and Wencl and
Present: Messrs. Chavez, Field 3r, Gumey, Kramer, Lee, McDonell, Riehle,
Schwichtenberg and Vaught.
Commissioners
Absent:
Councilmembers
Present:
Couacilmembers
Absent:
Mmes. Bader, Carter, *Treichel and Messrs. *Gordon, *Mahoney, and
*Mazdell.
*Excused.
Mmes. Megard, Grimm and Messrs. Thune (leR during testimony), BtaScey and
Harris.
Ms. Rettman and Mr. Guerin.
Aiso Present: Allen Lovejoy and Lucy Thompson PED.
Mike Klassen and Bob Roettger, Department of Public Works.
Nancy Anderson and Mary Erickson, Council Research.
Charleen Zimmer and Doug Wise, Strgaz-Roscoe-Fausch, Inc.
T.
II.
�.
Welcome
Planning Commission Chair David McDonell brought the meeting to otder by introducing
himself and welcoming everyone to the meeting.
Introduction of Councilmembers, Plauning Commissioners, Ayd Mill Road Task
Force Members, Staff, Consultants
Councilmembers and Planning Commissioners introduced themselves. Task Force
members, staff and consultants were recognized by McDonell.
Purpose of Tonight's Meeting and Procedure for Receiving Public Testimony
Planning Commission Chair McDonell stated the purpose of the meeting and read the
procedure for receiving public testimony. He added that the public record for receiving
written testimony would remain open until 4:00 p.m., Wednesday, Mazch 15, ]995. All
testimony should be addressed to Mike IClassen, Public Works, 800 City Hall Annex, 25
West 4th Street, Saint Paul, MN 55102.
IV. Breef Review of Process To-Date and Alternatives Being Recommended for Further
Study
Mr. Mike Ktassen reviewed the process, which began two years ago, and indicated that
final decisions wi�l probably not be made for approximately two more years; the goal is
January 1997. Mr. Klassen listed the altematives suggested by the Ayd Mill Task Force
fot further study in the draft EIS:
1. Altemative 1- No Build.
2. Altemative 2- 35E Downtown Connection.
3. Altemative 3- Transportation System ManagemenU"I'ravel Demand Management.
4. Altemative 4- Linear Pazk (removes Ayd Mill Road).
5. Altemative 6B-2 - Two-]ane ciry street (35 mph) with a direct connection to I-
- 35E on the south and a split-diamond interchange with I-94 via the Aybrid
alignment.
6. Altemative 7B-1 - Four-lane expressway (40 mph) with a direci connecfion to I-
35E on the south and a split-diamond interchange with I-94 via the Hybrid
� alignment.
7. Altemative 8C - Expressway {45 mph) with a direct connection to I-35E on the
south and a freeway-to-freeway interchange with I-94 via the Fairview alignment.
8. Altemative 9A - Limited access freeway (45 mph) with a direct connection to I-
35E on the south and a freeway-to-freeway interchange with I-94 via the
Fairview alignment.
9. Attemative 10 - High Occupancy Vehicle (HOV} lanes as sub-alternafives for
Altematives 6B-2, 7B-1, 8C and 9A.
V. Pnbtic Testimony
Mr. Mat Hollinshead, 1728 Hague Avenue, a Merciam Pazk Community Council
representative on ihe Ayd Mill Road EIS Task Force, noted that this issue represents as
much of an opportuniTy as it does a problem. He urged dropping the Fairvieve alignment
and all other freeway altematives from the EIS study because for business and residents,
a freeway alternative limits access. For residents, a freeway altemative maximizes toss of
property, and decreases in properiy vatues and amenity funding; from a regional point of
view, only about 10% of year-2015 trips wi11 be through-trips that neither begin nor end
in Saint Paul. From a business perspective, the 25% increase ia volumes on Ayd Mitt
Road with a Fairview freeway altemative does little or nothing for Saint Paul business.
Mr. Hollinshead also thinks that the EIS study should include the impact of construction
as well as the finished resulu of construction. Mr. Hollinshead pointed ont thaf the
Snelling Hamline/Lexington Hamline Deck amenity, principle number 5 of the Ayd Mill
Road Coalition's seven principles, needs to be regazded as a serious statement of value
and must be considered in the EIS study. He added that the Coalition's work to raise
aspirations and aesthetic standazds is very significant and should not go unregazded or
unconsidered.
Mr. Warren Thomsen, 1181 Edgcumbe Road, Apartment 1716, and president of the
Wilder Pazk Condominium Association, was concemed about the impact of the future of
Ayd Mill Road on owners of town houses and condominiums in the azea who have
2
95
retired within their own neighborhood with easy access to services, transportation, etc.,
but still live independently. He said that any option that would require widening the
roadway would destroy a significant number of homes, garages and pazking spaces for
the senior high-rise owners. He and his associates are in favor of the No Buitd Option;
an acceptable altemative would be a two-lane pazkway with several access points and
connections to the interstate at both ends. This would relieve congestion on neighboring
streets and also provide conveniences to both residents and commercial enterprises at a
reasonable cost. He said their least favorable option is a freeway. He added that they
also endorse the seven principles of the Ayd Mill Road Coalition.
Ms. Laurie C.arfield, 1166 St. Clair Avenue, noted that whatever decisions are made
regarding Ayd Mill Road, it �vil! significantfy impact her personally, as well as the entire
Wi(der Park community_ She, too, supports the seven principles of the Ayd Milt
Coalition and agrees with Mr. Thomsen's acceptable afternative proposal; she asked that
it be included in the EIS. She concluded by asking commissioners and council members
to recogniae the importance of her neighborhood by including this two-land road
proposal for study in the EIS.
Mr. John Geisler, 1129 Edgcumbe Road, asked that if their land has to be touched for
any purpose, the area landowners have an opportunity to bring in engineers to work with
the City. He is concemed about physical/environmental impacts on the Wilder Pazk
structures.
Mr. John Lien, 1181 Edgcumbe Road, Wilder Pazk, is concemed that this issue be
resolved in a manner that has the least amount of negative impact on the community's
homes and neighborhood values. He urged the No Build altemative and indicated that he
would also support a compromise on the hvo-land city street with connections to 35E and
I-94.
Mr. Steve Kluz, 1307 Summit Avenue, feels that a downtown connection alternative
should be considered unbridled by a decision made by the City Council in the early
1980's that the 3ames J. Hii1 wall not be disturbed. He requested that there be a clearly
deftned objective in the EIS that there be an analysis of stringent noise mitigation
measures with the goal of effecting quietude in a adjoining neighborhoods.
Ms. Suzanne Lechtman, 1532 Dayton Avenue, stated that she endorses the seven
principles of the Ayd Mill Road Coalition and suggested reuons for the Fairview
freeway and downtown connection alternatives to not be considered. She noted that the
Fairview alternative provides no economic benefit to Saint Paul and has significant
neighborhood impacts.
Mr. Ed Bower, 340 North Cretin, who works with the Snelling-Hamline and Meaiam
Park Community Councils, addressed the group. He urged the Council and Commission
to seriously consider the seven principles of the Ayd Mill Road Coalition before making
their decision.
Mr. John VanHecke, 1380 Ashland Avenue, member of both the Ayd Mill Road Task
Force and Snelling-Hamline Community Council, is concemed about how these
alternatives will affect the value structure of the community; he feels that this is not
adequately addressed in the scoping document. He specifically thinks that traffic impacts
in the Hamline-Midway neighborhood should be examined.
Mr. Nathan Mueller, representing Concordia College, listed two principles that aze
important io Concordia College: 1) access - easy access for students coming from the
south without destroying neighborhoods; and 2) the avoidance of further condemnation of
private property, especially the College's properiy. He urged retaining the Pasca]
alignment as an atternative to the Railroad Spur alignment. He is concemed about the
impact of using the Railroad Spur alignment on Concordia's property.
Ms. Kathy Voss, 3 North Griggs, suggested that there be no further delays in this •
process. S6e prefers the Iineaz pazk altemative and downtown connection, and urged
everyone to look seriously at the principles of the Ayd Mill Road Coalition.
Mr. John Galatowitsch, 1496 Ashland Avenue, stated that the Ayd Mill Road neighbor-
hood is the most under-served area in the City for playgrounds, open space and other
amenities. He strongly supports the seven principles of the Ayd Mill Road Coaiition and
urges the City Council to do the same, especially number five (which promotes the
development of a deck to accommodate park space). He also asked that these principles
be included in future EIS studies of the Ayd Mill Road.
Mr. Jamie Cloyd, 1455 Ashland Avenue, summazized his concem with the following
statement: Because of t6e expense of an EIS and the impact of a major arterial road on
property and business taYes and the quatity of life, I believe the best option is the [ineaz
pazk or no build with green space enhancing projects to reconnect neighborhoods that
have been split by the road in its initial conswction. My neighbors and I aze very
concemed about This issue and strongly oppose any options that would increase tra�c,
noise, pollution, and decrease safety in the neighborhood. He was concemed that
TSMITDM be given full consideration.
Mr, Mike Skubal, 807 St. CIair Avenue, suggested that the final decision should not
exceed a two-lane roadway at 35 mph and possible connections at north and south.
Thaddeus Austin, 1923 Iglehart Avenue, began by boasting about Merriam Pazk where he
lives. He feels strongly that people who live in the City should not have to subsidize the
lifestyles of those who tive in the sabarbs with a decline in their own quatity of life. He
urged removal of the freeway altemative from further study.
Mr. Scott Heiderich, 1966 Portland Avenue, spoke in support of the Ayd Mi11 Road
Coalition's seven principles except for number seven because he thinks that a freeway
altemative should be studied in the EIS. If the Fairview freeway altemative is removed,
Altemative 8C should be studied as an expressway and freeway. He has represented
Merriam Park on the Ayd Mill Task Force. He complimented both city staff and
consultants for their excellent work on this project.
Mr. Todd Guettero, 1399 Portland Avenue, passed.
Mr. Gene Thili, 14�2 Igtehart, spoke as a member of the Snelling-I-Iamline Community
Council and speci£cally, represenYing the residents of Sne!ling Pazk, who already feel
"boxed-in" by their present traffic conditions. He feels that the Pascal and Railroad Spur
altematives will negatively affect Snelling Pazk. He agrees with the Coalition's seven
4
95
principles, and urged thai any park space lost be replaced. He suggested extending the
northem boundary of the study azea to Pierce Butler. He requested that traffic counu be
done so that a more informed decision can be made.
Ms. Margaret Martin, 1366 Selby Avenue, spoke representing the Lexington-Hamline
Community Council, urging that I) no south end connection of Ayd Mill to 1-35E be
provided unless a north end solution is found which will not worsen traffic congestion in
any part of the area; 2) consultants employed by the City for Ayd Mill have outstanding
experience and capabiiity in traffic management; and 3) the period for �vritten comment
be extended.
Mr. John Albers, 1347 Goodrich Avenue, encouraged the Commission to consider the
opportunity and possibility of creating a green space for the use of citizens of the
neighborhood and the City of Saint Paul. He stated that the scoping decision needs to:
1) first benefit the affected neighborhoods, the surrounding communities, and then the
City of Saint Paul; 2) it contributes to the positive evolution of the affected area; and 3)
it should do no harm. He noted that green space promotes a sense of community,
counteracts the growing trend in our society of isolation and increases proper[y values in
the area. He feels that the expressway would cause serious and possibly irreversible
harm to the immediate community.
Mr. John Gilkeson, 1933 Laurel Avenue, said that he suppoRS the Ayd Mill Road
Coalition's principtes, which fit a transportation system to the CiTy instead of trying to fit
the City to a transpor[ation system that may or may not be appropriate. He said that he
would like to see a combination of three alternatives in the corridor: 1) the downtown
connection; 2) transportation system managemenUtravel demand management; and 3) a
linear pazk. He asked that: 1) the decision treat Ayd Mill as a city street; 2) the road be
designed with pedestrians in mind; 3) the road have rivo lanes with an enforced low
speed limit; 4) there be no right-of-way acquisition; and 5) indirect connections at each
end be made.
Ms. Shirley Reider, 1448 Laurel Avenue, president of the Snelling-Hamline Community
Council and chair of the Ayd Mill Road Coalition, noted that it was the Snellmg-Hamline
Community Council that organized the Ayd Mill Road Coalition. She pointed out that
the Coalition has had monthly meetings for the past year where an interesting dialogue
has taken place. She stressed the importance of the seven principles which were
developed to help detetmine a solution that is beneficial both to the immediate
community and to the City at large.
Mr. Tom Bergin Jr., 1345 Summit Avenue, passed.
Ms. Gayle Winegar, 372 Summit Avenue, president of the Snelling-Selby Area Business
Association, and owner of the Sweat Shop at the comer of Selby and Snelling, stated that
the Association endorses the Railroad Spur altematives. She echoed the concem of a
previous speaker regarding the impacts on the business district during construction.
Mr. Robert Mooney, 1456 Lincoln Avenue, said that Ayd Mill Road seems ]ike such an
obvious connection between 35E and I-94, and is clearly why the road was built in the
first place. He thinks that it is a very important connection; that the City should do
everything possible to keep through traffic off neighborhood streets. Now, the azea is
3
being very heavity taxed with Va�c s2opping and startiag. He feels that making the
connections wili improve the cutrent living conditions for everyone in the azea. He feels
it is important to consider a fteeway connection at Fairview.
Ms. Rebecca McLarte, 1320 Portland Avenue, said she supports the downtown
connection, leaving the Short Line as is, or tuming it into a linear park. She stated that a
freeway woutd devastate many neighborhoods. She stated that as fittle environmenta(
damage as possible should occur.
Mr. William Connors, 1900 Jefferson Avenue, cited his three observations: 1) he gave a
persona[ eatample of how much easier it would be to travel from the University of
Minnesota's golf course to Eagan if the connections were made; 2) if the decision is to
not connect the road, the current roadway should be removed and tumed into green
space; 3) don't delay the process any longer.
Mr. Fred Schuler, 1491 Ashland, asked the group to consider the growth of the
information highway and the home office, and the impact of such in 2015/2020. He
questions whether people wi11 be driving to work or school at those fuYure dates. He
questions whether people will be taking classes in front of the T'V, and whether everyone
will be connected by wireless telephone. He questions whether we will even need Ayd
Mill Road in those future yeazs,
Councilmember Megazd closed the public meeting of the Saint Paul City Council and
Planning Commission. On behaif of her colleagues, she thanked everyone for their
respect of the process, and for the time, thought and effort that each contributed. She
stated that the Scoping Document would be reviewed bazed on the public testimony, and
the decision will go forth through the Planning Commission and City Council. Ms.
Megard went on to thank staff and the video crew for their tireless effort. She
acknowledged Saint Paul as truly being a city of neighborhoods, and thanked the
fotlowing neighborhoods for their thoughtful comments tonight: Highland Pazk, Wilder
Pazk, Snelting Pazk, Merriam Park, Snelling-Hamline, Lexington-Hamline and Hamline
Midway.
Respectfully submitted,
l
Kenne Ford
Plaaning Administrator
Approved ����LE��,��`/�'��
(date)
'� �� : -�,� �- ...,�
wen��
Secretary of the Flanning Commission
pianniag�minutcs.fim
�r
CITY OF SAINT PAUL
h'orm Co1¢mort. Mayor
DATE:
TO:
FROM:
RE:
DEPARTMENT OF PLA1dI3iNG
& ECONOMIC DEVELOPMENT
Divrsion oJP(anning
�5 West Fomth St�eet
Saint Paul, AfN 55102
95-444
Telephone: 612-266-6565
Fauimile. 611-128-3314
March 30, 1995
Comprehensive Planning and Economic Development Committee
Lucy Thompson, PED �
Mike Klassen, Pubiic Works ��
Ayd Mii1 42oad Scoping Document and Draft Scoping Decision Document
BACKGROUND
The Ayd Mi!l Road Scoping Document and Draft Scoping Decision Document was released
by the Saint Paul City Council for public comment on February 1, 1995, after being reviewed
by both the Planning Commission and City Councii. The Document describes the Scoping
Phase of the Ayd Mill Road Environmental Impact Statement (EIS), evaluates the alternatives
studied during the Scoping Phase, and identifies the issues and attematives recommended
by the Ayd Miil Road Task Force for further study in the Draft EIS. A 30-day comment period
was set fsom February 13 - March 15, 1995, and a joint Planning Commission and-City
Council public meeting was held on March 2, 1995 to receive oral and written testimony.
Staff and the consultants have reviewed the substantial number of orai and written comments
received during the 30-day comment period. In general, there were few surprises; the Ayd
Miil Road Task Force's recommendations generaily appear to address the concems of the
larger public on this issue. This memo wili summarize the comments received and present a
staff recommendation as to what altematives and issues should be studied fiurther in the
Draft EIS.
THE AYD MILL ROAD SCOPING DOCUMENT AND DRAFT SCOPING DECISION
DOCUMENT
The Ayd Mill Road Scoping Document and Draft Scoping Decision Document recommends
that the following 9 altematives be studied further in the Draft EIS:
Comprehensive
March 30, 1995
Page 2
Pfanning and Economic Development Committee
• Altemative 1: No Build
• Altemative 2: Dow�town Direct Connection Between i-35E and I-94
• Altemative 3: Transportation System Management/Travei Demand Management
{TSMrT'DM)
• Altemative 4: Linear Park (removes Ayd Mill Road)
• Alfemative 6B-2: Two-Lane City Street wfth Spiit Diamond interchange at l-94 (Nybrid
Alignment) on the North and Direct Connection to I-35E on the South
• ,-Altemative 7B-9: Four-Lane Expressway with Splii Diamond Interchartge at i-94
(Hybrid Alignment) on the North and Direct Connection to I-35E on the South
• Alternative 8C: Four-Lane Expressway with Freeway-to-Freeway tnterchange at I-94
(Railroad Spur Alignment) on the North and Direct Connection to I-35E on the South
• Attemative 9A: Limited Access �reeway with FreeWay-to-Freeway tnterchange at i-94
(Fairview Alignment) on the North and Direct Connection to i-35E on the South
• Aitemative 10: Higfi Occupancy Vehicte Lanes wifh A(fematives 6B-2, 76-1, 8C and
9A
The foilowing issues are recommended for further study in the Draft EIS:
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
15.
16.
17.
18.
19.
20.
21.
cultural resources/Section 106/Section 4(�, if applicabie
contaminated sites
4(�/6(fl lands (parks/recreation), if applicabie
tra�c impacts
right-of-way acquisition and relocation
social and economic impacts
air quality
noise impacts
visual impacts and other desfgn issues
soils and geologic conditions
stormwater runoff
impacts on infrastructure/utilities
construction impacts
transit impacts
bicycle and pedestrian impacts
compatibility with locai and regional plans
neighborhood cohesiveness
energy impacts
access changes to (ocal neighborhoods and adjacent fand uses
vegetation, wildlife and endangered species
safety, including speed
As noted in previous discussion, these recommendations are based on intensive study by the
Ayd Milt Road Task Force, working in conjunction with City staff and the project consultants
for the last 15 months.
95-4��
Comprehensive
March 30, 1995
Page 3
Planning and Economic Deveiopment Committee
PUBLIC COMMENT RECEIVED ON THE SCOPING DOCUMENT
A set of aIt of the written comments received is attached for your information. In addition, we
have attached an article from the March 15, 1995 issue of the Highland Villager, which does
a very good job of summarizing the "mood" of the public meeting, and a set of the minutes
from the meeting.
The comments received can be organized into 3 generai categories: those stating support
for or opposition to a particular altemative or altematives; those conceming the issues
recommended for further study in the Draft EIS; and those raising more substantive
concems, such as requesting additional information or questioning the accuracy of the
information contained in the Draft Scoping Document. Severai letters or remarks contained
comments in more than one category.
We would like to make it clear that all comments will be considered as the EIS proceeds,
whether they are specificalty responded to at this point or not.
Comments statina suaoort for or ouoosition to a oarticuiar alternative or alternatives
Comment:
The bu4k of the comments received stated support for or opposition to a particular aitemative
or alternatives recommended by the Ayd Mill Road Task Force. At this point, the main
question for your consideration is whether these altematives are included within the fist of 9
altematives being recommended for further study, and whether they are the appropriate
altematives for further study. Because of the large tumout by residents of Wilder Park, the
greatest number of comments support a two-lane road with several access points and
conRections to 1-35E and t-94. These suggestions were not specific as to how the
connections to 35E and 94 should be made, but the suggested alignment most closely
resembles Altemative #66-2, a two-lane City street with a split diamond interchange at 4-94
(Hybrid Alignment) on the noRh and a direct connection to I-35E on the south. Other
altematives supported by testimony include; the downtown co�nection between t-35E and I-
94 (Altemative #2), a limited access freeway with a freeway-to-freeway connection to i-94 at
Fairview (Altemative #9A), TSMlTDM (Altemative #3), a linear park with a�d without a
downtown connection (Altemative #4), No Build (Altemative #1); and a connection to I-35E
on the south. Altematives to which there was opposition expressed include: any freeway
attemative, be it at Fairview or at some other location; the two expressway altematives
(Altemative #7B-1 and #8C}; the downtown connection and the Iinear park. In general, more
comments were received in favor of a particular aitemative(s) than opposed to a particular
altemative(s).
Response:
Staff agrees with the set of altematives being recommended by the task force for further
Comprehensive Planning and Economic Development Committee
March 30, 1995
Page 4
study, with the exception of the Downtown Connection between I-35E and I-94 {Altemative
#2) and the freeway at Fairview (Altemative #9A). Staff does not believe that the downtown
connection should be carried forward to the Draft EIS, for the following reasons:
The travel forecasts indicate that it would do little to alleviate traffic on parallel north-
south streets in the study area. Tra�c volumes would decrease slightly on Lexington
Avenue (-1000 AD�, but change only minimally on Snelling, Hamline and Ayd Mill
-Road. It should be noted that these forecasts were run with Ayd Mill Road removed
from the system, in order to achieve the highest level of traffic diversion onto the
downtown connecfion.
2. There would be a significant impacf on devefopment parceis downtown. Totaf
-acquisition of the Labor Centre, Mary Hall and the Catholic Charities Building; and
partial acquisition of the Minnesota History Center parking lot wou�d be required, as
would the closure of Main Street.
3. The costs and acquisition impacts are unacceptably high in comparison to the traffic
`_ benefits, particulariy in the Ayd Mil! Road area.
4. SYaff believes that, by studying a range of downiown connections in the Scoping
_ Phase, it has complied with the City Councii's 1989 request that a direct downtown
connection be addressed in the EIS process. The Scoping Phase is the first step of
the EIS process.
Basicaliy, staff betieves that a Downtown Connection between I-35E and I-94 is not a
reasonable solution to the environmental, congestfon and other tra�c issues in the Ayd Miii
Road study area. Fully 70% of the traffic on Ayd Mill Road is local - i.e. has one or both
ends of the trip (origin or destination) within the Ayd Mill Road study area. Only a very small
percentage (10%) is using Ayd Mill Road to get through the area (e.g. Dakota County to
Roseville and downtown Minneapolis), which is the traffic assumed to benefit most from a
direct connection downtown between northbound I-35E and westbound t-94/eastbound I-94
and southbound I-35E. It is important to note that these conciusions support the findings of
the Phase I Ayd Mill Road Study conducfed in 1988, which aiso found minimaf (if any) time
savings with a downtown connection as opposed to Ayd Mill Road.
Second, staff does not believe that Altemative #9A should be carried forward to the Draft
EtS, primarity because of the number of residentiat units that would have to be acquired (the
Fairview alignment would take more units than the other two freeway altematives studied in
the Scopirtg Phase), and the physically divisive impact ihis alignment would have on the
neighborhood. Staff believes, however, that it is important to study a limited access freeway
altemative as part of the Draft EIS, so lhat a fu!! range of options, including one that serves a
mostly regional function, is explored. Staff recommends that Altemative #9C, Limited
Access Freeway with Freeway-to-Freeway Interchange at I-94 (Railroad Spur Alignment) on
95-444 �
Comprehensive
March 30, 7995
Page 5
Planning and Economic Development Committee
the North and Direct Connection to t-35E on the South be studied further in the Draft ElS. Rs
noted on page 87 of the Scoping Document, this altemative would result in similar traffic
decreases on Snelling, Lexington and Hamline as the Fairview alignment; provide the same
opportunity for additionaf park space at Hamiine and Ashland as the Fairview alignment; and
add a bike/pedestrian trail, as would the Fairview alignment. One advantage the Railroad
Spur freeway alignment would have that the Fairview alignment woufd not is improved access
to Midway Marketplace and other local destinations. In addition, it would require the
acquisition of fewer residential units. The Railroad Spur freeway altemative is more
expensive, however, than the Fairview alignment.
Comment:
A couple of commenters requested that the connection to I-35E on the south occur
immediatefy.
Response:
Preliminary studies have indicated that there would be serious neighborhood and traffic
impacts on the north end of the study area if just the south end were connected. It is not
appropriate to proceed with a southem connection until these impacts are determined and a
reasonable way to address the impacts is found. As you know, the Planning Commission,
City Councii and staff have held this position since 1981, when alignment decisions were
made for I-35E.
Comments raisina concerns or issues that need to be addressed in the Draft EIS
Comment:
Severa� comments spoke to concems or issues that are either existing today or that must be
kept in mind as the EIS proceeds and altematives continue to be evaluated. In summary, the
following issues were raised:
• costs - budget, source of funding, congestion/road pricing
• impacts on Wifder Park
• neighborhood/social impacts - impact on community stability, amount of community
disruption
• environmental impacts - noise and air quality, noise mitigation measures, vibration,
soii erosion, visuai pollution (night lighting)
• pedestrian, bike and transit access
• economic development impacts - access; impact on competitiveness and
attractiveness of residential neighborhoods, commercial areas (especially smali
businesses) and industrial districts; impact on property values
• traffic impacts, e.g. Snelling Avenue north of Marshall, in the Hamline Midway
neighborhood, in the vicinity of Snetiing Park and on locaf streets
Comprehensive
March 30, 1995
Page 6
Planning and Economic Development Commiftee
• safety, speed
• need for open space, playgrounds and other amenities (inciuding amenities of road
design itself�
• impacts on businesses during construetion
• function of the road - city vs. suburbs issue
• right-of-way impacts - amount of land, compensation
• retention of access points along Ayd Mil! Road
• coordinatio� with LRT
• opportunities to "reconnecY' the neighbofioods split by Ayd Mill Road
Response:
All of these issues are assumed to be covered in the list of issues to be studied further in the
Draft EIS, as noted on page 108 of the Scoping Document. Staff feels that further
explanation is required on two of the issues: impact on property values and congestion/road
pricing. With the understanding that the impact of a road on property values is very difficult
to isolate from a myriad of other factors impacting property value, the impact on property
values will be addressed only as it relates to the proposed project itself and only to the extent
possible given current methodologies. Congestionlroad pricing will be studied as part of the
study of TSM/TDM strategies and their applicability in the Ayd Mill Road corridor; how it fits
into a larger system of road pricing is currently being studied by MnDOT and the Metropolitan
Councif. it is important to remind the Commission that the Scoping Document already
commits to doing more detailed study of traffic counts throughout the study area, including
the area north of University Avenue.
Comment:
There were a coupfe of requests ffiaf certain issues receive more detaifed study than
recommended in the Scoping Document. One commenter requested that a separate report
be done to more fuliy address sociai and economic impacfs; the Draft Scoping Document
recommends that this issue be addressed with "detailed analysis" but not a separate report.
Severat other commenters raised issues for study that might be included in the category of
"sociai and economic" impacts. Another commenter requested that traffic impacts be
addressed in a separate report.
Response:
Staff proposes to address a variety of social irrtpacts in a separate memo or memos, much
as it did during the Scoping Phase when issues arose that required additional explanation or
study (e.g. the tra�c forecasting process, Yhe trade-off evaluation memo). These memos
would address (at least) the fo(lowing sub-issues: social and economic impacts,
neighborhood cohesiveness, impacYs on Yhe Snelling Park neighborhood, neighborhood
livability, access to community services and safety. The memo format will also be used to
address traffic impacts.
95-�+�4
Comprehensive
March 30, 1995
Page 7
Comment:
Pianning and Economic Development Committee
A commenter requested that visual impacts be addressed using MnDOT's standard Six Step
Visual Impact Assessment process.
Response:
MnDOT's visual impact assessment (VIA) process attempts to answer the following
questions:
• Which visual resources would be impacted by the proposed project? (the affected
visualresources)
� Whose views would be affected by the proposed project? ( the affected population)
• What do people like, and what do they not like, about the existing scene? ( the visual
quality of the existing scene)
• What would people like and disiike about the changes the proposed project would
cause to the existing scene? (impacts to visual quality)
• What, visually, are the relative advantages and disadvantages between altematives?
(summary of visual impacts by alternative)
• How can beneficial impacts be assured inclusion in the proposed project? How can
adverse visual impacts be avoided, minimized or reduced? (the mitigation o4 visual
impacts)
MnDOT's VIA process is quite detai{ed. Staff believes that these six questions are the right
ones to ask to determine visual impact and will use them as a guideline in conducting the
visual impact analysis. A description of the VIA process is attached to this memo.
Comments raisina more substantive issues
A few comments addressed more substantive issues that require a more detailed response.
They are summarized and responded to below.
Comment:
Severai commenters supported the 7 principtes of the Ayd Mitl Road Coalition. They are
summarized below.
The environmental impacts
should mitigative measures
impact.
on the Wilder Park complex should be studied further, as
to shieid Wilder residences from further environmental
2. TSMlTDM strategies should be evaluated by a different independent consultant than
Strgar-Roscoe-Fausch, inc., considered as a"stand alone" altemative, given equal
Comprehensive Planning and Economic Development Committee
March 30, 1995
Page 8
consideration to the Build altematives and treated as a viabie altemative.
3. The full impacts on the Sneliing Park neighborhood should be considered in the Draft
EIS.
4. , The impacts on the Hamline Midway neighborhood should be more fully studied, as
should design treatments to discourage Ayd Mill Road traffic from using Pascal and
other noRh/south residential streets north of University Avenue.
5. A deck over Ayd Mill Road should be studied with all alignments to accommodate
park space and pedestrians/bicycfes. Where feasible, the deck should extend over
the railroad right-of-way behveen Summit and Hamline avenues, and the Hamline
ramps.
6. Access should be maintained between Ayd Mill Road and Concordia College, Wilder
Park and the business areas in the corridor.
7. The freeway altemative with a connection at Fairview Avenue (and all limited access
freeways) should be eliminated from turther consideration.
Response:
Sfaff supports the Coalition's principles, with the exception of #2 and #7. Regarding the
hiring of a different consultant to evaluate TSMlTDM strategies, staff does not feel this is
necessary, The consultants from Strgar-Roscoe-Fausch, Inc. are knowledgeabie in
TSM!'fDM, have extensive experience in working with the various strategies, and are
committed to investigating the fuli range of TSM/TDM options that are appropriate in the Ayd
Mill Road corridor. As noted on page 4 of this memo, staff agrees that the Fairview freeway
altemative should be eliminated from further consideration, but believes that it is important to
study a full freeway attemative in the Draft EIS. Staff is recommending that a freeway
alignmenf at the Railroad Spur be studied instead. Further, staff intends to indude the deck
as a possible amenity or enhancement for appropriate alfematives in Yhe Draft ElS. Finally, it
should be noted that it has always been staff's intent to study TSMlTDM strategies as a
"stand alone" altemative as well as in conjunetion with other appropriate akematives.
Comment:
It was requested by one person that one of the aitematives for a downtown connedion
between I-35E and I-94 that was previously found to be not cortstructible (Altemative A-i in
Appendix B) be re-analyzed in the Draft EIS. The commenter felt that too much emphasis
was placed on the impact on the James J. Hill wall, and that a new study should be done of
this altemative "unbridled" by previous City Council decisions.
95-444
Comprehensive
March 30, 1995
Page 9
Response:
Planning and Econamic Development Committee
Staff stands by its recommendation to eliminate Altemative A-1 as a feasible downtown
connection option. During the I-35E EIS process, the James J. Hiil wall was found to be a
significant historic resource and one that the City Council detertnined would not be disturbed.
Staff supports the Council's position. As stated above, staff does not believe that any
downtown connection warrants further study in the Draft EIS.
Comment:
There was no study of a dedicated busway.
Response:
Staff and the consultants believe that a range of HOV options better serves the need for
transit in the Ayd Miil Road corridor, while also serving other transportation goals. These
options wilf be studied and evatuated further in the Draft EIS.
Comment:
One commenter voiced concern about the reliability of the traffic forecasts.
Response:
Staff has repeatediy maintained that the Ayd Mill Road EIS process is using the most up-to-
date and reliable regionai travel forecasting model available in the Twin Cities, o�e that is
accepted by the Metropolitan Council, MnDOT and the Federal Highway Administration. The
model reflects the use of best practices and procedures as of 1993, when previous modeis
were comprehensively revised. Appendix C of the Scoping Document explains the travel
forecasting process in some detail.
Comment:
One commenter stated a concem that certain altematives are recommended for study that
would be illegal to implement under the Minnesota Environmental Rights Act (MERA).
Specifically, this person is concemed about altematives that would destroy all or a portion of
the Aldine Playground near Fairview Avenue. According to MERA, an aRemative that
damages a natural resource (Aldine Park) can be selected only if there are no feasible and
prudent aftematives that would not damage this or other naiural resources.
Response:
The City Attomey has advised us that it is indeed appropriate to study the Fairview
alternative as one of severai altematives, since at this time we do not know the extent of its
Comprehensive
March 30, 199°
Page 10
Pianning and Economic Development Committee
impact on Aldine Park. In fact, the purpose of the Draft EIS is to do more detailed alignment
and impact study for each of the scoping altematives to accurately determine impacts. it is
simply premature, given what we know about all of the aRematives, to say 1) whether the
Fairview aftemative takes a!! or part of the park or 2) whether fhere are feasible and prudent
altematives that do not negatively impact other natural resources.
Comment:
The Minnesota Poliution Control Agency requested that the noise impact and noise mitigation
analyses inciude evaluation of both L10 and L50 noise levels for the existing, No Buiid and
Build altematives.
Response:
L10 and L50 noise levels will be evaluated for these altematives.
Comment:
The Minnesota Department of Naturai Resources requested that all altematives taken forward
into the Draft EIS require pre-treatment of stormwater prior to discharge to the City's storm
sewer system and/or Mississippi River.
Response:
This is not consistent with current City/CSSP (Combined Sewer Separation Program) policy.
City staff will worfc with the DNR, Minnesota Pollution Control Agency and other relevant
agencies/parties fo address the DNR's concems in a way that is reasonable and compatible
with the investment and commitment already made in the CSSP.
Comment:
The Metropolitan Council requested that the final Scoping Decision Document indicate the
intermediate direct access points along Ayd Miil Road for the expressway and freeway
aftematives to be studied in the Draft EIS. It also requested that the study ot
rteighborhood/sociat impacts consider the impact on the competitiveness and attractiveness
of the residentiai neighborhoods, commercial areas and industriat districts in the study
corridor.
Response:
The expressway altematives (Altematives #7B-1 and #8C) will be studied with aII existing
access points retained. The freeway aftemative (Altemative #9A) assumes intermediate
access points at Seiby and Grand only. The scope of the neighborhood/social impacts study
will be expanded to consider the competitiveness and attractiveness of residential,
95-4�
Comprehensive
March 30, 1995
Page 11
Planning and Economic Development Committee
commercial and industrial areas in the study corridor. As with the study of impacts on
property values, the impacf of the road an area competitiveness and attractiveness will be
addressed only as it relates to the proposed project itself and only to the e�ent possible
given current methodologies.
Comment:
One commenter proposed a new altemative for the northbound I-35E to westbound I-94
downtown connection that essentiai{y entails adding a{eft exit off of northbound I-35E that
rises over the 1-35E mainline and loops down to the 5th/6th Street entrance to westbound I-
94. The toop would be similar to that proposed with the F-1/F-2 downtown connection
alignment, but may have fewer right-of-way impacts. This person also questioned the
elimination of the Hamiine extension for the expressway and freeway alternatives.
Response:
Staff has asked MnDOT to investigate the feasibility and impacts of the proposal for a
different downtown connection between I-35E and I-94. A quick look at the altemative
suggests that new construction (e.g. of a new retaining wa{I along I-35E) and significant
reconstruction (e.g. of the 10th Street bridge and the 1-94 bridge over I-35E) would be
required, as wouid speciai approval from MnDOT and the Federal Highway Administration for
a low design speed of 15 miles per hour on the loop and a left exit off of I-35E. Regardless
of MnDOT's conclusions on the feasibility and impacts of this new downtown connection
alternative, staff recommends that a downtown connection not be carried forward for further
study in the Draft EIS.
in terms of the Hamiine extension, it was eliminated as an extension with the expressway
and freeway altematives, as weli as with the two-lane city street altemative (because the two-
lane city street attemative, Altemative #5 connects to both I-35E and l-94, it effectively
becomes a two-lane expressway), because Hamline would no longer be a through street.
Hamline must be retained as a through street in order to help meet the demand on north-
south routes as well as to maintain access to Concordia College. Right-of-way acquisition of
Concordia's property would also be required.
Generai comments:
Finaliy, staff has noted severai comments that we felt were important to keep in mind as the
Planning Commission considers this very complex issue of how to soive traffic and related
probiems in the Ayd Mill Road study area. The tone of many of these comments illustrate
the passion with which people think about this issue, and how important they see it to the
overall vitality and preservation of both their neighborhood and the city as a whole. The
comments are summarized below, without a response.
Ayd Mill Road is as much of an oppoRunity as it is a problem.
Comprehensive Planning
March 30, 1995
Page 12
2.
3.
4.
5.
6.
7.
8.
9.
and Economic Development Committee
There is a need to provide a link between I-35E and 1-94.
Decision-makers need to give top priority to the needs of Saint Paul neighborhoods
and their quality of life, not to cost or availability of federal funding. The message we
heard repeatedly was to "save Saint Paul neighborhoods"
We should fit the transportation system to the city, rather than attempt to fit the city to
a transportation system that may or may not be appropriate for it.
Decision-makers need to provide a facility that is at the scale of the community and
will benefit it.
Keeping the middle class in Sairtt Paul shouid be a guiding principle.
What kind of a community do we want?
We need to find a compromise that will facilitate moving traffic whi�e protecting
property va4ues and the environment in the neighborhoods.
Decision-makers should be solving transportation issues through land use practices,
job locations, etc. rather than through building more roads.
STAFF RECOMMENDATION
Staff recommends that the folfowing altematives be studied further in the Draft EIS:
• Altemative 1: No Buiid
• Altemative 3: Transportation System Management/Travel Demand
Management (TSM/TDM)
• Altemative 4: Linear Park (removes Ayd Mill Road)
• Altemative 66-2: Two-Lane City Street with Split Diamond fnterchange at {-94
(Hybrid Alignment) on the North and Direct Connection to I-35E on the South
• Altemative 76-1: Four-Lane Expressway with Split Diamond Interchar�ge at I-
94 (Hybrid Alignment) on the North and Direct Connection to I-35E on the
South
• Altemative 8C: Four-Lane Expressway with Freeway-to-Freeway Interchange
at I-94 (Railroad Spur Alignment) on the North and Direct Connection to 1-35E
on the South
• Attemative 9C: Limited Access Freeway with Freeway-to-Freeway Interchange
at I-94 (Railroad Spur Alignment) on the North and Direct Connection to I-35E
on the South
• Aktemative 1Q: High Occupancy Vehicle Lanes with Aftematives 6B-2, 76-1,
8C and 9C
2. Staff recommends that the following issues be studied further in the Draft EIS:
cultural resourceslSection 106/Section 4(�, if appiicable
2.
3.
4.
5.
contaminated sites
4(fl/6(� lands (parks/recreation), if applicable
traffic impacts
right-of-way acquisition and relocation
95 �
Comprehensive Pianning and Economic Development Committee
March 30, 1995
Page 13
6.
7.
8.
9.
10.
11.
12.
13.
14.
15.
16.
17.
18.
19.
20.
21.
social and economic impacts
air quatity
noise impacts
visuai impacts and other design issues
soils and geologic conditions
stormwater runoff
impacts on infrastructure/utilities
construction impacts
transit impacts
bicycle and pedestrian impacts
compatibility with local and regional plans
neighborhood cohesiveness
energy impacts
access changes to locai neighborhoods and adjacent land uses
vegetation, wiid{i(e and endangered species
safety, including speed
As noted above, staff intends to study these issues at the level indicated in the Draft
Scoping Document (page 108), with the following exceptions:
A separate memo (or memos) will be prepared on neighborhood/social
impacts, which will address at least the following: social and economic
impacts; neighborhood cohesiveness; the impact on the Snelling Park
neighborhood; neighborhood livability; access to community services; the
competitiveness and attractiveness of the residential neighborhoods,
commercial areas and industriai districts in the study corridor; and safety.
A separate memo wiil be prepared on traffic impacts, addressing in particular
the impacts on streets and neighborhoods north of University Avenue.
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95
Appendix 2:
THE VZSUAL IMPACT ASSESSMENT PROCESS
INTRODIICTZON
This appendix outlines a step-by-step process for assessing
the impacts which a highway project would cause to the visual
quality of the environment. The process is called Visual Impact
Assessment or VIA.
The VIA proCess is intended to assist Mn/DOT in anticipating
and mitigating the adverse visual impacts caused by highway
projects. It is also intended to assist Mn/DOT in recognizing
and utilizing the opportunities the proposed project would have
on improving the existing visual quality of the project area.
The process Mn/DOT uses has six steps. Each step answers a
fundamental question. 8tep one identifies the affected visual
resources. It answers the question, "Which visual resources
would be impacted by the proposed project?" Step tao identifies
the affected population. It answers the question, "Whose views
would be affected by the proposed project?'� Step three defines
the existing visual quality of the project area as perceived by
the affected population. It answers the question, "What do
people like, and what do they not like, about the existing
scene?" Step four examines the impacts the proposed project
would have on the existing visual quality. It answers the
question, "What would peaple like and dislike about the changes
the proposed project would cause to the existing scene?. Step
five summarizes the visual impacts by alternative. It answers
the question, "What, visually, are the relative advantages and
disadvantages between alternatives?" Step sis identifies ways tc
include beneficial impacts and suggests measures which would
mitigate adverse visual impacts. Step six answers the questions,
"How can beneficial impacts be assured inclusion in the proposed
project?" and "How can adverse visual impacts be avoided,
minimized, or reduced?"
Regardless of the class of the highway project--EIS; CE, or
EA--the environmental documentation should answer these six
fundamental questions. For minor projects, the process and
answers will be simple. For major projects, the process and
answers may be complex.
Assistance in conducting a Vi5ua1 Impact Assessment is
available through the Environmental Services Section. The
project manager should initially contact the Environmental
Studies Unit which will coordinate the visual impact assessment
work of the Landscape, Site Development, Environmental
Development, and Agricultural Engineering Units.
STEP 1: IDENTIFY THE AFFECTED VISIIAL RESOIIRCES
The first step of the VIA process identifies which visual
resources would be affected by the proposed project. Visual
resources would be affected if they could be seen from the
proposed highway or if the proposed highway would be seen from
D-16(�)
R�-zi9e
them. Affected visual resources are said to be within the
vfewshed of the highway.
Visual resources of the project area can be divided into
three types. The first are those of the natural environment
which together create in people a sense of natural harmonv. The
second type are the visual resources of the cultural environment
which together create in people a sense of cultural order. These
two types of visual resources are external to the highway and
form the highway's visual context. The highway will need to be
integrated with these external visual resources if the project
manager hopes to minimize the highway's visual impacts.
The third type of visual resource is internal to the highway
-- the highway itself as a designed product -- creating in people
� sense of desian cualitv. The functions, geometrics,
structures, appurtenance, materials and finishes of the highway
a2so need to be internally integrated if the project manager
hopes to minimize the highway�s visual impacts.
Visual resources can be identified using three different
methods. The three methods are:
Method A: Inventory Visual Resources
Method B: Map Visual Resources
Method C: Photograph Visual Resources
The following matrix summarizes what methods should be used
for what projects:
�SETHODS IISED IN S EP 1 BY PROJECT CLASS
METHOD A B C
CLA88 I(BZS) R R R
CLA88 II (CB) O O O
CLA88 III (EA) R O O
R=Recommended 0=0ptional
The following are brie€ descriptions of the three methods
which can be used to accomplish the first step of the VIA
process:
Method A: Inventory Visual R�sourc�s. Create a list of
those visual resources which are in the viewshed of the proposed
project. A separate list shonld be made for each alternative.
The following check-list of visual resources is provided as a
guide.
VISUAL RESOURCES QF THE NATURAL EPi9ZRONMENT
Environmental Resources
*landform
*wetlands or lakes
*streams or rivers
*rock formations or anomalies
*daylight or nightsky
*views of sites, areas, or highways which have
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scenic, recreational, artistic, or historic merit
Vegetation
*native woody or herbaceous vegetation
*street or shade trees
*state or city entrance plantings
*parks or reserves
*windbreaks
*2ivir�g visual screens
*living snow fences
*living glare screens
*living memorials
*wildflower routes
VISUAL RESOURCES OF THE CULTURAL ENVIRONMENT
Architecture
*community image
*existing commercial structures
*existing civic structures
*existing residential structures
*public open spaces (plazas, courtyards)
Art
*public displays of sculpture, painting, or other
environmental art
VISUAL RESOURCES OF TAE HIGIiWAY ENVIRONMENT
Desiqn Quality
*highway geometrics
*bridges
*pedestrian bridges
*retaining walls
*noise walls
*traffic barriers and guard rails
*traffic control devices and supports
*signs and sign supports
*hard-surfaced berms "-
*artificial lighting
*new or existing Mn/DOT buildings
*rest areas
*overlooks or turnouts
*commemorative highway markers or monuments
Method 8: Map oisual Resources. A map of the location of
the affected visual resources. The base map can be an airphoto,
USGS quadranqle map, a right-of-way map, county or city map, or
other project base map. The map should show the proposed
alternatives. The same base map should be used throughout the
assessment.
Method C: Photoqraph Visual Resources. Photographs can be
used to identify visual resources and their setting.
Supplementing the inventory and map with photographs is helpful
in communicating the existing visual quality of the project area.
Photographs may be used to highlight individual visual resources
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or illustrate the composition of whole scenes. Airphotos,
oblique airphotos, and ground level photos all have utility.
Adding a descriptive label to the photographs increases the
understanding of the visual issues involved. The location of the
objects pictured in photographs should be shown on the visual
resources map.
For publication, it is important that photographs be shot or
converted into black and white prints. To improve reproduction,
especially if photocopied, the prints need to be converted into a
series of small dots (like a newspaper photograph) by a process
called screening.
3TEP 2: ZDENTIFY THE AFFECTED POPIILATION
The second step in the VZA process is to identify the people
whose views would be affected by the highway project. Two major
gra�ps, aeighbors and travelers, are recognized in the VIA
process. Neighbors are people who own or use property within the
viewshed of the proposed highway. Travelers are people who use
the highway. The distinction between a neighbor's "view of the
road" and a traveler's "view from the road" is the primary
distinction required by the FHWA.
The affected population can be identified using four
different methods. The four methods are:
Method A: Acknowledge Neighbors and Travelers
Method B: Inventory the Af#ected Population
Method C: Map the Affected Population
Method D: Statistically Analy2e Affected Population
The following matrix summarizes what methods should be used
for what projects:
METHODS IISED ZN BTBP 2 BY PROJBCT L]►88
MBTHOD ]► 8 C
CLASS I t&IS) R R O O �
CLA88 II (CS) O O
CLASS IIZ (8A) R O O O
R=Recommended 0=0ptional
The following are brief descriptions of the four methods
which can be used to accomplish the second step of the VZA
process:
Method A: Acknovledqe Neiqhbors and Travslers. State that
both neighbors and travelers will be affected, as required by the
FHWA. A typical statement would read, "Both neighbors, who have
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views of the road, and travelers, who have views from the rcad
will be affected by the proposed project."
Method B: Inventory the Affected Population. The simple
division between neighbors and travelers may be inadequate on
complex or controversial projects. For these projects, neighbors
may be divided into viewer-groups by land-use. Travelers may be
divided into viewer-groups based on their purpose for traveling.
Inventory the properties within the viewshed of the proposed
project to determine who the affected neighbors would be.
Initially, the inventory may be compiled from land use maps,
zoning maps, plat maps, or air photos and then field-checked.
Divide neighbors into viewer-groups based on their use of their
property. Inventory traffic to determine which travelers would
be affected. Divide travelers into viewer-groups based on their
reason for using the highway.
The following is a check-list of people which may be
affected by a highway project:
TFiE AFFECTED POPULATION
Neighbors
*residential
*commercial
*industrial
*retail
*agricultural
*recreational
*civic
Travelers
Commuter
Hauler
Tourist
Method C: Map the Aftected Population. Develop a map of the
affected population by using the inventory, existing la:rd-use
maps, zoning maps, plat maps, or air photos to determine
viewer-groups.
Method D: Statisticaliy Analyza Aflactsd Populatioa.
Determine the number of people affected by the proposed project
by using population and traffic statistics to analyze
viewer-groups.
STEP 3: DEFINING THS VISOAL QIIALITY OF THE ESISTING SCENE
The visual quality of the existing scene serves as the basis
for determininq if the project will cause an impact or not. Zf
the project does cause an impact, the visual quality of the
existing scene will serve as the basis for determining if the
impact is adverse or beneficial.
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visual quality is an aesthetic issue. Aesthetics, by
definition, is the study of perceptions which are pleasing to
people. What is visually pleasing to people, however, varies.
viewina it. Visual quality is a subjective issue.
What a person likes and dislikes about the scene is
determined primarily by their self-interest. Since the pleasure
a particular highway scene gives to a person depends upon the
viewer's interests, the third step in the VIA process is to
identify what the affected population thinks is visua22y pleasing
and displeasing about the existinq scene.
The existing visual quality can be identified by using four
different methods. The four methods are:
Method A: Write an Expressive Narrative
Method B: Analyze Visual Quality by Viewer-Groug
Method C: Map Visual Quality
Method D: Statistica22y Survey Visual Quality
The following matrix summarizes what methods should be used
for what projects.
METHODS IISED I STEP 3 BY PROJECT C 88
METHOD A B C D
CbABS I(SIS) R R O O'
CLASS ZI lCE) O O '
CLA88 III (EA) R O O '
R=Recommended 0=0ptional
The following are brief descriptions of the four methods
which can be used to accomplish the third step of the VIA
process.
liethod A: Write aa Bapress3ve Narrative. Write a
description of the visual quality alternative as seen by the
affected population. The description must include the
perspective of both neighbors and travelers. Since traveling in
opposite directions yields differing views for travelers, the
narrative should describe first one direction of travel'and then
the other.
The narrative description of visual quality should express
the emotional quality of the existing scene. It should
illustratively describe, not just the objects, but the
composition of the objects which form the scene. It should
present the landscape as a sequential series of areas with
distinct visual characteristics.
It is important that the alternatives be viewed or imagined
in different times of the day and during different seasons.
Views may be altered significantly from day to night and from
summer to winter.
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If sufficiently detailed, a narrative of Visual Quality, �a�
replace the Visual Resources and Affected Population sections ir.
the published environmental documents.
Method 8: Analyze visual Quality by viewer-Group. On
complex or controversial projects, where viewer-groups may have
contradictory visual concerns and preferences, it may be useful
to compare the perception of the visual quality between
viewer-groups.
A particular highway project may visually effect hundreds of
thousands of people annually. W�at a oerson likes and dislikes
It is obviously impractical to determine the self-interest of
individuals. Individuals must be grouped into manageable units.
As previously outlined, Mn/DOT does this by establishing
viewer-groups.
Viewer-groups are assemblies of people which have similar
self-interests. For neighbors, these self-interests relate to
how they use their land. Are they residential, retail,
commercial, industrial, agricultural, recreational, or civic
neighbors? For travelers, self-interest relates to why they use
the highway. Are they commuting, hauling, or touring travelers?
Each viewer-group has a particular self-interest in
maintaining or changing the visual quality of the existing scene.
If the existing scene is satisfactory and requires no change to
meet their visual needs, the viewer-group would probably define
the existing scene as pleasing (or at least not displeasing). if
it was unsatisfactory and required change to meet their visual
needs, they probably would consider it displeasing.
Mn/DOT defines the self-interest of each viewer-group in
terms of how each values natural harmony, cultural order, and
highway design quality. The following are definitions of
self-interest which Mn/DOT has assigned to each viewer-group.
These definitions represent each viewer-group's aesthetic ideal.
The aesthetic ideal defines the relative values each viewer-group
assigns to the harmony of the natural environment; the order of
the cultural environment; and the design quality of the highway
environment.
These aesthetic ideals serve as a basis for determining how
each viewer-group defines the visual quality of the existing
scene. Mn/DOT modifies the followinq definitions to fit the
project. Within the modified definition, Mn/DOT determines the
value each viewer-qroup assiqns each alternative.
THE AESTHETIC IDEALS OF NEIGHBORS
RESIDENTIAL NETGHBORS. Residential neighbors are people who
can see the highway from their homes and their neighborhoods.
Residential neighbors tend to highly value the existing natural
and cultural environments. Changes in the status quo are
frequently disturbinq. The natural and cultural environments are
usually valued much more than the highway environment. Even if
residential neighbors recogni2e the need for a transportation
facility and would benefit from its construction, they fzequently
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want it built away from their homes. Most existing residential
areas are highly valued.
AGRICULTURAL NEIGHBORS As both a residential and
commercial neighbor, a farmer has visual concerns and values
identical to those of other residential and commercial neighbors
in that they tend to value the status quo. A farmer tends to
highly value the natural environment, particularly land. A
farmer tends to value the cultural and highway environments the
less, except as they are beneficial to farming. Frequently
grouped with residential neighbors.
RETAIL NEIGHBORS. Retail neighbors are the proprietozs and
employees of businesses which cater to residents and tourists.
Retailers are primarily interested in being visible and
accessible to the public. Contact with the highway is
accomplished by inviting signs, buildings, and entrances. It is
important to retailers, for the public to have easy and visually
safe access between the road and their stores. An attractive,
uncluttered corridor is beneficial. Most view the road as an
asset provided it is safe, uncongested, and accessible.
Therefore, retail neiqhbors tend to value cultural and highway
environments highly and the natural environment less. Exceptions
do occur, for example a riverfront restaurant may highly value
views of a river. Sometimes grouped with commercial and
industrial neighbors as business neiahbors.
CONIlyIERCIAL NEZGHBORS. Commercial neighbors are people who
work in enterprises which do not sell goods or services directly
to the public from their premises. These enterprises include
offices, warehouses, factories, utilities, farms, etc. Most see
the road as a conduit for personnel, materials, and services.
They are primarily interested in its utility. Some are
interested in using the highway to display themselves to the
public. Commercial neighbors tend to value the cultural and
highway environments highly and the natural environment less.
Exceptions do occur, for example an office situated in a suburban
business campus may, as part of its corporate image, also highly
value views of the natural environment. Sometimes grouged with
retail and industrial neighbors as business neiahbors.
INDUSTRZAL NEIGHBORS. Industrialists are those people who
work in enterprises which create pYOducts for use elsewhere. The
visual concerns and values of an industrial neighbor are similar
to those of a commercial neiqhbor and are frequently grouped with
commercial neighbors in the VIA process. Sometimes grouped with
retail and commercial neighbors as business neiahbors.
R�CREATIONAL NEZGHBORS.; Recreationists are people who visit
an area to enjoy its recreational opportunities. Recreationists
include boaters, park users, orchard visitors, ball players,
history buffs, etc. Recreationists tend to va2ue natural and
cultural environments the most. They tend to value the highway
environment less, frequently considering it to be an unwelcomed
intrusion into their recreational activity.
CIVIC NEIGHBORS. Civic neighbors are people who work in or
use non-recreational public facilities. This includes schools,
libraries, city offices, public safety buildings, water towers,
etc. Civic neighbors tend to value cultural order the most.
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95
Frequently the structure which houses the civic neighbor is a
significant visual resource of the cultural environment. The
harmony of the natural environment is valued as part of the
setting for the cultural environment. The design quality of the
highway environment is valued to the tent it adds to cultural
order. If the highway disrupts cultural order it is considered
an adverse impact. Civic neighbors are frequently grouped with
recreational neighbors.
THE AESTHETIC IDEALS OF TRAVELERS
CO2�4dUTING TRAVELERS. Commuters are primarily interested in
a safe, speedy trip between home and other destinations including
work, stores, friends, cabins, etc. The trip is destination
oriented and usually over familiar territory. Commuters are
primarily interested in being able to see landmarks which lead
them to their destination. The land marks are usually some
distinct human construction. (�'Take a left by the courthouse.")
Frequently, highway appurtenance, such as signs and traffic
signals, serve as landmarks. Distinct landforms may also be used
to identify a person's path. ("Take the first exit after
crossing the river.") It is important to a commuter that clarity
of highway, cultural, and natural landmarks be maintained,
improved, or established. The highway is the most highly valued
environment. The cultural and natural environments are important
only to the degree to which they are landmarks.
HAULING TRAVELERS. Fiaulers are similar to commuters,
although they have more abstract concerns. Landmarks are usually
strictly the artifacts (signs, lights, etc.) of the highway
environment. Frequently, haulers were lumped with commuters in
the VIA process.
TOURING TRAVELERS. Tourists are interested in experiencing
departures from their everyday existence by safely visiting
unfamiliar scenery in a car. They seek visual adventure. The
adventure should be stiinulating and educational. Unusual native
and cultural landscapes rate high for tourinq because of their
obvious uniqueness. The presentation of the native and cultural
landscape to the tourist is important. It must be accessible and
it must appear relatively untainted--a difficult blend to
achieve.
Tourists have flexible destinations and schedules. They
seek the scenic route. They often stop for short unplanned
periods to experience unique places. These stops are frequently
part of the highway environment, its rest areas, historical
marker turnouts, overlooks, etc. The tourist is more dependent
on signs than landmarks for direction -- frequently without much
lead time. The highway environment is therefore also important
to a tourist.
Since tourists value the native, human, and highway
environments, they are aware of the both the compatibility and
the conflicts between the natural, human, and highway
environments.
Method C: Map visual Quality. A map which locates the
different areas of visual character as identified in the
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narrative is a useful complement to the text. Adding de-
scriptions, photographs, or drawings to the map helps clarify the
visual issues associated with the project. Zf sufficiently
detailed, the map may replace the narrative. it may also, as a
map of Visual Quality, replace the Visual Resources and Affected
Population maps in the published environmental documents.
Method D: statistically Survey visual Quality. Define the
existing visual quality by surveying the affected population
regarding what they consider important visual resources or
egreqious eyesores in the project area. Statistical surveys are
reserved for those complex or controversial EIS class projects
for which a special study is conducted prior to writing the DEIS.
To be useful, the survey must be designed, conducted, and
analyzed by personnel trained in statistical survey methods.
Step 4: IDENTIFY IMPACTS TO VISIIAL QOALZTY
Identifying impacts to visual quality is the pivotal aspect
of the VIA process. Impacts to visual quality are dePined by the
affected population. Zmpacts to visual quality can be identified
using four different methods. The four methods are:
Method A: Identify Impacts by Type and Degree
Method B: Map Visual Impacts
Method G Simulate Visual Impacts -
Method D: Statistically Survey Impacts to Visual Quality
The following matrix summarizes what methods should be used
for what projects:
I�ETHODS IISED ZN STEP 4 BY PROJECT CLA88
1�+ ETSOD Pi B C D
CLASS I(EIS) R R O O�
CLASS II (CS) O O �
CLA88 III (S?11 R O O �
R=Recommended 0=0ptional
The following are brief descriptions of the three methods
which can be used to accomplish the fourth step of the VZA
process.
Method ]►: Zdentify Impacta bp Type and Deqree. Impacts to
visual quality are identified by ty�e and dearee in the fourth
step of the VIA process. Mn/DOT recognizes impacts to three
types of aesthetic experience: natural harmony, cultural order,
and design quality. Mn/DOT evaluates the deqree of visual impact
using three criteria: value, scale, and extent. For simple or
uncontroversial projects, identify visual impacts for both
neighbors and trave2ers. For complex or controversial projects,
identify visual impacts by viewer-group.
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IDENTIFYING THE TYPE OF VISUAL IMPACT
The viewing of a highway and its encompassing landscape,
either as a neighbor or as a traveler, can create three types of
aesthetic experience: 1j a sense of natural harmony, 2) a sense
of cultural order, and 3) a sense of design quality. All three
types of aesthetic experiences effect both neighbors and
travelers. Changes in the perceived visual quality of these
three aesthetic experiences are defined as visual imoacts.
Impacts to natural harmony aze the result of visual changes
in the natural environment. Hiqhways cannot be built oblivious
to natural constraints. The alignment and profile of highways
change in response to hills, woodlands, streams, lakes, soils,
wetlands, and other natural factors. The degree to which the
location and material of the highway can fit these constraints,
without jeopardizing the visual quality of its own design or that
of the natural environment, is the degree to which the highway is
perceived to achieve a sense of natural harmony.
Highways which are responsive to the natural environment
portray a caring attitude to both neighbors and travelers. By
beinq responsive, highways also help inform the public as to what
constitutes the natural environment. Aighways which are
responsive to the natural environment are scenic. Scenic
highways promote tourism and have some of the lowest accident
rates in the country.
Both neighbors and travelers would be aware of impacts to
natural harmony. Neighbors, however, being more familiar with
the natural landscape, may be more sensitive to its disruption.
Highway projects may impact natural harmony by: the location
and desiqn of the alignment; the extent of clearing, gruhbing,
and grading; the shape of the created landforms; the design of
the landscape plantings; the maintenance or creation of scenic
views; the screening of unsightly views; the form of structures
and appurtenance; the selection of materials and finishes used
throughout the project; and the maintenance practices.
Impacts to cultursl order are the result of visual changes
in the cultural environment. Hiqhways can inerease or decrease
the order of the cultural environment. Highways which appear
visually integrated with the existing community have less adverse
impacts.
Both neighbors and travelers are impacted,by the form and
materials of a highway and its integration into the existing
community. However, they are not always aware of the same
impacts.
Placinq a highway�s simplified forms, constructed of limited
materials, in a community with rich desiqn complexity, for
example, may create many aesthetic conflicts. To reduce impacts
for a neighbor, the highway must avoid disrupting the pattern o£
the community. It must especially avoid impactinq the
community's landmarks. It must be sensitively integrated into
the community by the use of forms and materials which reflect the
image the community wishes to project.
To reduce impacts for a traveler, the highway should be
consistent with drivers' expectations. If a highway fails to
appear orderly, it feels uncomfortable and is less safe. The
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neatness of the community seen from the road is also important tc
a traveler. Neatness tells a traveler of how neighbors va2ue
their community and the people who pass through it.
Hiqhways can add to cultural order, too, if thoughtfully
integrated with the pattern of society. Improvements in
transportation systems can become a catalyst for improving the
image of a community. The catalytic affect is ancillary,
however, and cannot be predicted.
Highway projects may impact cultural order by: the design
and p2acement of highway structures and appurtenance in relation
to the community's social fabric, image, landmarks, architecture,
and public displays of art, particularly their creation or
destruct ion .
Impacts to desiqn qualitp occur whenever a highway is
constrncted or improved. Design quality is a product of the
organized coherence between material, forms, and functions of a
highway. Design quality is the domain of highway engineering.
The use of known highway design aesthetics, as outlined by
American Association of State Highway and Transportation
Officials (AASHTO) and the American Society of Civil Engineers
(ASCE), would create a hiqhway that is pleasant to view, as well
as safe to drive.
Travelers are more sensitive to design quality and are,
therefore, affected more by impacts to design quality than are
neighbors. Neighbors are more concerned with how design quality
would influence impacts to cultural order and natural harmony.
Both neighbors and travelers, however, benefit from a well
designed highway. Highways which appear coherently organized,
appear thoughtful and safe to a traveler and less brutish to a
neighbor.
Highway projects may impact design quality by: the degree to
which the alignment, profile, and superelevation are coordinated
to form a smooth flowing stream of pavement; the form of
structures and appurtenance; the selection of materials and
finishes used through the project; the inclnsion of amenities for
travelers, such as rest areas, scenic overlooks, informational
markers, etc.
DEFINING THE DEGREE OF VISUAL IMPACT
Three crit�ria are used to define the degree to which visuaZ
impacts affect people. The three criteria are value, scale, and
extent. IIsing these three criteria, Mn/DOT determines if the
visual impacts to natural harmony, cultural order, and design
quality, as perceived by the=affected populatioh for each
alternative, are beneficial or adverse; minor or major; local or
widespread. For complex or controversial projects, Mn/AOT
defines the deqree of visual impact by viewer-group.
alue is a judqement of an impact's disposition. Is the
impact an improvement or a detriment to natural harmony, cultural
order, and design quality? The changes caused by construction
may increase (beneficial visual impact) decrease (adverse visual
impact), or leave unchanged (no visual impact} a person's
perception of enjoyment. The preferences and values a person
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assigns to the view before construction influences this
judgement. Thus different people may judge the value of the sar..e
impact differently.
Scale is a judgement of an impact's magnitude. An impact
can be perceived as being minor or ma'or. Minor impacts are
generated either by 1) adding a small number of elements which
are similar to or which complement the existing scene or by 2)
eliminating unimportant or redundant elements.
Major impacts can be created by 1) the addition or 2) the
elimination of objects which substantially alter the scene. Zn
addition, a major impact may be created by 3) the clustering
together of many minor impacts.
Whether an impact is minor or major is a subjective judge-
ment. The scale of the impact is based on the interest the
affected population has in the existing natural harmony, cultural
order, and design quality. Thus different people may judge the
scale of the same impact differently.
Extent is a measure of the number of people which will be
affected by a proposed highway project. Extent is a function of
visibility and population distribution. It is not, however, an
actual enumeration of people. Extent can either be localized,
involving relatively few people, or it can be widestiread,
involving many people. It is possible to use extent to compare
the visual impacts between alternatives.
Method B: Map Visual Impacts. Using the project base map,
label the location of visual impacts. A separate map (or at
least distinctive labels) should be constructed for neighbors and
travelers or for each viewer-group. The label should include the
type of aesthetic experience affected (natural harmony, cultural
order, or design quality), and the degree of impact (value,
scale, or extent).
Method C: Simnlate visual Impacts. A perspective drawing
simulating the visual impacts as perceived by a neighbor_or a
traveler can be generated by altering a photograph of the
existing scene. Showing the before and after views to the public
will elicit a positive or negative response about the proposed
project illustrated by the drawing.
Method D: 8tatistically Analyse viaual impacts. Using
perspective drawings to simulate visual impacts, statistically
survey the affected population. Statistical surveys are reserved
for t�ose complex or controversial EIS class projects for which a
special study is conducted prior to writing the DEZS. To be
useful, the survey must be designed, conducted, and analyzed by
personnel trained in statistical survey methods.
STEP 5: SIIlII3ARZ2$ VIBIIAI, IMPACTS BY ALTER2iATIVE
The fifth step of the Visual Impact Assessment process
orders the visual impacts to travelers and neighbors by
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alternative. This allows the visual zmpacts of each alternative
to be evaluated and compared.
Vis�al impacts can be summarized by alternative using three
methods. The three methods are:
Method A: Written Summary of Visual Impacts by Alternative
Method B: Map of Visual Impacts hy Alternative
Method C: visua2 Simulation Comparison
The following matrix summarizes what methods should be used
for what projects:
METHODS IISED IN STEP 5 B PROJECT CLA88
METHOD A B C
TYPS 2 lEZB) R R O'
TYPE IZ [CE) O O O
TY�E ZII (BA) R O O'
R=Recommended 0=0ptional
- The following are brief descriptions of the three methods
which can be used to accomplish the fifth step of the VIA
process:
liethod a: Written Summarp of Visual Impacta bp Dlternative.
Write a summary of the visual impacts perceived by the affected
population for each alternative. The summary should indicate the
conflicts created by adverse impacts and the opportunities
created by beneficial impacts. The summazy will allow reviewers
and decision-makers to compare the advantages and disadvantages
between alternatives. The summary need only state the adverse
and beneficial consequences of building a particular alternative.
It need not determine which alternative is "visually better"
since different viewer-groups may have antagonistic pref�rences.
Method 8: Kap of Visual Impacts by !►Ittraative. A map with
descriptive labels summarizing the visual impacts readily allows
for a relative comparison of the advantages and disadvantages
between alternatives. The map can be annotated with words,
photographs, or drawings, as necessary, to adequately explain the
visual impacts which the a2ternatives would create.
Method C: Viaual Simulation Comparison. Create perspective
drawings to simulate visual impacts for each alternative. The
drawings will allow reviewers and decision-makers to compare the
advantages and disadvantages between alternatives.
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STEP 6: THE MITIGATION OF VISOAL ZMPACTS
The sixth step of the VIA process is to suggest techniques
which would avoid, minimize, or reduce the adverse visual impacts
which would be caused by a build-alternative. This step also
defines and advances the dpportunities for beneficial visual
impacts. Together, these techniques serve to mitigate the
proposed project's unavoidable adverse impacts.
Avoidina adverse visual impacts, usually means selecting an
alternative which inherently has the fewest adverse visual
impacts. This, however, is difficult in practice, since usually
visual resources and viewer-groups are affected differentially by
the various alternatives. Regardless of the alternative chosen,
adverse visual impacts usually increase for some viewer-groups
while decreasing for others.
Minimizina adverse visual impacts means to desiqn the
project in such a manner that the adverse visual impacts are
lessened. This is usually possible in practice by saving those
visual resouzces that the affected population values to the
greatest extent possible.
Reducina visual impacts means to add items to the project
which replace or compensate visual resources which were removed
as part of the project.
Commitments for mitigating visual quality should be listed,
mapped, or pictured in the FEIS, CE, or EA. Zf a build
alternative is selected, the Study Report should detail, with
words and drawings, how the commitments will become translated
into final design. Final design and construction must fully meet
commitments to avoid internal Mn/DOT or FIiWA censure and to avoid
lawsuits from outside agencies or individuals. On complex or
controversial projects, a Design Guide can be produced to assist
designers in achieving compliance. A Maintenance Manual can be
produced to assure that the commitments to visual quality are
maintained throughout the life of the project.
Techniques to mitigate impacts to natural harmony, zultural
order, and design quality are suggested below.
MITI(il►TIOH TBCHHIQIIEB FOR IMP7►CTS TO T88 SBli88 OF Ii71TIIRAL HARMONY
1. Allow terrain, vegetation, and water bodies to dictate the
alignment and profile of the highway by choosing Che alternative
which causes the least disturbance to the natural environment.
2. Minimize the clearing of trees and shrubs along the
right-of-way. Vary Che backslope to save existing topography and
vegetation.
3. Regrade topography to nestle the highway into the terrain.
4. Naturalize rock cuts by varying set-backs and
irregular benches. Allow for scattered replanting
benches. Leave some rock cuts exposed.
D-t5t �8 )
by creating
on the
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5. Develop a planting plan to integrate the highway into the
surrounding natural and cultural environments.
6. Create scenic vistas for the driver.
7. Allow views of the native landscape from bridges by using
rails and safety barriers which do not create visual obstacles.
8. When crossing rivers, reduce and naturalize the cutting into
bluff faces.
MITZGATION TECHNIQIIES FOR IXPaCTS TO THE SENSE OF CIILTIIRAL ORDER
1. Highways form visual boundaries between social groups.
Locating the highway on an existing boundary reduces the impact
of a new facility.
2. Use forms, materials, and finishes appropriate to the image
of the community.
3.- Provide scenic views of the cultural environment.
Particularly landmark historic or civic buildings, landscapes, or
monuments.
4. Buffer sensitive neighbors with topography, plants, and if
aesthetically reasonable and if desired by the community, with
wails.
5., Screen non-conforming salvage yards.
6. Encourage the use of Logo-Signs and Info-Stop programs to
reduce the impact of billboards. work with county and municipal
governments to restrict billboard proliferation, particularly
along new alignments.
7. Provide information in the environmental documents about the
existing visual quality of property controlled by municipal,
county, other state, or federal agencies. Encourage the
responsible qovernmental unit to act to maintain or improve the
visual quality of the project area.
8. Provide opportunities for artists to use the right-of-way for
public displays of art.
MSTIGATZON TECHNSQIIES FOR IliPACTB TO TSE SENSE OF DSSIGN QIIALITY
Horizontai Aliqnment
1. Construct divided highways with separate horizontal
alignments to take advantage of, and to reduce impacts to, the
existing terrain and vegetation.
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2. Construct horizontal curves longer than required for safety
to create a sweeping appearance if terrain allows.
3. Use spiral curves to ease the transition from tangent to
horizontal curve. If possible, use spline curves--curves with
constantly changing degrees of curvature--fixed to the ground
with computer generated coordinates, instead of simple, compound,
or spiral curves. A spline curve is the curve which the wheels
of a vehicle naturally track when turning.
4. Construct a single long curve to avoid the broken back
appearance of two curves joined by a short tangent.
5. Avoid abrupt reversals in alignment. Obstacles should be
anticipated well in advance to avoid tight curves.
6. Consistent curvature should be sought. The tightest curve
should be anticipated by increasing the curvature of each
successive curve, then slowly decreasing it until the alignment
is again tangent.
7. Since curves tend to respond to the terrain better than
tangents, consider the road a series of curves connected by short
tangents rather than the reverse.
vertical Profile
1. Vertical profile should be matched with horizontal alignment.
Vertical curves with horizontal curves. Vertical tangenCs with
horizontal tangents. The horizontal curve should be slightly
longer allowing it to precede and succeed the vertical curve.
2. on long horizontal tangents avoid short vertical curves
3. Avoid broken back vertical curves.
4. If a road has a sag curve entering a bridge, maintain a sag
curve across the bridge. If the vertical profile is flat, put a
small arc into the bridge.
Bzidges
1. Bridges are visually significant structures, frequently
defininq the community or highway imaqe. Changes in bridge form
may radically alter the character of the aesthetic experience of
the traveler and neighbor. This is particularly true if the a
through-truss is to be replaced by a box-girder, ornamental rail
is to be replaced by concrete safety barriers, arches to be
replaced by posts, decks widened, or sidewalks eliminated. To
reduce visual impacts, as much of the original visual character
should be retained or mimicked in the new construction as is
possible. Offer for reuse, to other Mn/DOT districts, local
communities, historical societies, or private entrepreneurs,
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bridges or bridges appurtenance which cannot reasonably be used
on the project.
2. Bridges frequently symbolize a passage between one region and
another. The visual character of the bridge should reflect the
visual character and importance of that transition.
3. If the bridge
valley, it should
that valley.
traverses a visua22y unusua2 or important
reflect the visual character and importance of
4., if the alignment allows, as the highway approaches the
val.ley, create glimpses of what lies ahead--the valley, the
water, and the bridge.
5.., Allow views from the bridge. Avoid turning safety barriers
into visual barriers.
6. Provide for the views of people below the bridge, reflecting
their visual expectations.
Appurteaance
1. _Appurtenance, all the non-structural items which are part of
the highway, should be visually coordinated and standardized.
Appurtenance includes signs, rails, fences, walls, berms, lights,
safety barriers, etc.
2. Changes in forms, materials, and finishes of appurtenance
shou28 on2y occur at 2ogical points. Such Iogical points may be
where urban and rural sections of a highway meet, or between
downtown and suburbs, between forest and field, between bridge
and highway, etc.
Associated Transportation Facilitiss
1. Design maintenance buildings and yards, district and
construction offices to present a neighbor2y image to the
adjacent community and travelers.
2. Design rest areas, state entrance signs, scenic overlooks,
and historic monument turnouts to provide travelers with a
desirably wholesome image of Minnesota.
3. Maintain WPA constructed transportation facilities.
4. Design Park & Ride Lots and Transfer Facilities as visually
integrated components of the highway.
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Appendix 3: LEGAL BASIS
The following federal laws are presented in chronological
order, not necessarily in the order of their importance in
dictating that visual quality be addressed in environmental
documents. For the legal basis provided by the State of
Minnesota see the listing at the beginning of this section.
HISTORIC PRESERVATION ACT OF 1966
Section 106 requires federal agencies to "take into account the
effect of the undertaking on any district, site building struc-
ture, or object that is included in the National Register."
The regulations implementing this act include in tha defiaition
of an adverse effact, the ��intzoduction o! visual elemeats that
are out of character vith the propertg or alter its settinq."
FEDERAI,-AID HIGHWAY ACT OF 1968
"Department of Transportation Act, Section 4(f), is amended to
read as follows:
"It is hereby declared to be the national policy that
special effort should be made to praserve the natural beauty
of the countryside and public park and recreation lands,
wildlife and waterfowl refuges, and historic sites ...
". . The Secretary shall not approve any program or
project which requires the use of any publicly owned land
fzom a public park, recreation area, or a wildlife and
waterfowl refuge ..., or any land from an historic site
. unless (1) there is no feasihle and prudent alterna-
tive ..., and (2) such proqram includes all possible
planning to minimi2e harm to such park, recreatiorral area,
wildlife and waterfowl refuge, or historic site ..."
THE NATIO2i7�I, E2NIR02illE2iTAI+ POLICY ACT OF 1969
Section 101 (b) (2) states that it is the "continuous responsi-
bility" of the Federal 6overnment to "use all practicable means"
to �'assure for all Americans safe, healthful, productive, and
estheticallp and culturally pleasinq aurroundings."
OF TRANSPORTATION NOTICE 5610.4
"Implementation of Decision to Address Environmental Design
Considerations in Environmental Impact Statements:
"PURPOSE. This notice implements a SeCretarial decision of
2-31-77, as recommended by the DOT Task Force on Design, Art
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and Architecture in Transportation, that, where relevant,
the Department will require consideration of desiqn quality
to be ref2ected in environmentai impact statements. This
notice is to provide further impetus to a coastructive
blendinq of aosthetics and functioa ..."
COIINCZI, ON ENVIRONMENTAL QIIALITY--1978 I?SPL$MENTATION REGULATZONS
1502.16 ENVIRONMENTAL CONSEQUENCES .. "It shall include
discussion of . ,(g) Urban qvality, historic and cultural
resaurces, and the desiqn of the built environment."
1507.2 AGENCY CAPABILITY TO COMPLY .. "Agencies shall ". .
identify methods and procedures . . to inaure that presently
unquantified environmental amenitias and values may be qiven
appropriate consideratioa."
1508.8 EFFECTS ..."Effects and impact ... are synonymous.
_ Effects include ecological, . , aesthetic, historic, cultural,
� . economic, social, or health, vhether direct, indirect, or
„ cumulative. Effects may also include those resultinq from
actions which may have both beneficial and Qetrimental effects."
23,IINITED ST!►TES CODE 109 H.(2).
" .the Secretary . . shall . . promulgate guidelines
designed to assure that possible adverse economic, social, and
environmental effects relating to any proposed project on any
Federal-aid system have been fully considered in developing such
project, and that the final decisions oa the project are made in
the best overall public iaterest, takinq into consideration the
need for fast, safe and efficient transportation, public
services, and the costs of eliminating or minimizing such adverse
effects and the following: ...(2)deatruction oz diaruption of
man-made and natural resources, aesthetic valuea, community
cohesion and the availability of public facilities and services;��
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95-�44
Appendix 4:
SELECTED BIBLZOGRAPHY ON VISIIAL QUALITY
- - - - -- --- - - - - - - - - -�
U.S. Forest Service Enqineering Technical Information System,
Technical Report E2R-770-2, Washington, D.C., Mazch 1979, 2nd
ed. (design quality, natural harmony)
Practical Hiahwa�,Esthetics, American Society of Civil
Engineers, New York, 1977. (design quality, natural harmony)
Alberta Roads-Environmental Desiqn Guidelines, Alberta Dept. of
Transportation, Edmonton, Alberta, 1980. (design quality,
cultural arder, natural harmony)
Nat'1 Forest Landscaoe Manaciement. Vol. 2. Chanter 5: "Timber",
U.S. Forest Service Agriculture Aandbook No. 59, United States
Government Printinq Office, Washington, D.C., 1980. (natural
harmony)
Nat'1 Forest Landscape Manaaement. Vol. 2, Chanter 4: "Roads��,
U.S. Forest Service Agriculture Aandbook No. 483, United States
Government Printing Office, Washington, D.C., March 1977.
(design quality, cultural order, natural harmony)
Nat'1 Forest Landscaee Manaaement. Vol. 2. Chaoter l: "The
Visual Manaaement Svstem", U.S. Forest,Service Agriculture
Handbook No. 462, United States Government Printing Office,
Washington, D.C., 1974. (natural harmony)
Nat'1 Forest Landscape Management. Vol. 1, U.S. Forest Service
Agriculture Handbook No. 434, Washington, D.C., 1973. (cultural
order, natural harmony)
Visual Resource Management Programs, Bureau of Land Management,
United States Government Printing Office, Washington; D.C.,
1984. (natural harmony)
Visual Impact Assessment for Hiahway Proiects, U.S. Dept. of
Transportation, Federal Highway Administration, Washington,
D.C., March 1951. (cultural order, natural harmony)
Esthetics and Visual Resource Manacement for Hiahwavs, U.S.
Dept. of Transportation, Federal Highway Administration,
Washington, D.C., 197'7. (cultural order, natural harmony)
Visual Values For the Hiahwav User, U.S. Dept. of
Transportation, Federal Highway Administration, Washington,
D.C., 1973. (design quality, cultural order, natural harmony)
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�e Hiahwav and the Landscaoe, ed. by W. Brewster Snow, Rutgers
University Press, New Brunswick, NJ, 1959. (design quality,
cultural order; natural harmony}
S�idaes - Aesthetics and Desian, Fritz Leonhardt, The MIT Press,
Cambridge, MA, 1984. (design quality, cultural order, natural
harmony)
Desian with Nature, Ian L. McIiarq, The Natural History Press,
Garden City, NJ, 1969. (cultural order, natural harmony)
A Proaosed Proctram for Scenic Roads and Parkwavs, U.S. Dept. of
Commerce, United States Government Printing Office, Washington,
D.C., June 1966. (design quality, cultural order, natural
harmony}
73, American Assoc. of State Aighway and Transportation
Officials, Washington, D.C., 1973. (design quality, cultural
order, natural harmony)
� Imaae Renaissance - Detroit Z-94 to U S 10 Entrance Corridor
Marilynn J. Wiekens and Victor R. Nelheibel, Michigan Dept. of
Transportation, Lansing, MZ, October 1986. (cultural order,
natural harmony)
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��'��
, M R � �,
;' . '
k ,;. ,�-�-=' ;` �PLANNING COMMISSION OF SAINT PAUL
t � y� -�+ City Hall Conference Center
c �w, .. � .. ti �,-,
�_� ��a ; 1� 15 West Kellogg Boulevard
;.�,
, �_ � Saint Paul, Minnesota 55102
A meeting of the Planning Commission of the City of Saint Paul was held Friday, April 14, 1995, at
8:30 a.m. in the Conference Center of City Hall.
Commissioners Mmes. Bader, Carter, Fazicy, Geisser, Maddox, Morton, Treichel and Wencl
Present: and Messrs. Chavez, Field Jr., Gordon, Gumey, Kramer, Lee, Mahoney,
Mazdell, McDonell, Schwichtenberg and Vaught.
Commissioners Ms. *Lund-7ohnson and Mr. Riehle
Absent:
*Excused
Also Present: Jerry Segal, Assistant City Attorney; Ken Ford, Planning Administrator, Jean Birkholz,
Kady Dadlez, Chazles McGuire, Roger Ryan, Lany Soderholm and Lucy Thompson of the Planning
Staff; and Mike Klassen, Public Works.
I. Approval of Minutes of March 24 and 31, 1495
MOTION: Commissioner Field moved to approve the minutes of March 24 and March 31,
1995; the motion was seconded by Commissioner Gumey and approved unanimously on a
voice vote.
II. Chair's Announcements
None.
III. Planning Administrator's Announcements
- Ken Ford stated that he and fellow planners spent most of the week at an interesting joint
conference of the American P(anning Association and the Canadian Planning Association
in Toronto.
- Mr. Ford addressed the workshop follow-up sessions suggested by Commissioner Mardell
which would bombard new commissioners with information on the City Plan, Capital
Budget, the Zoning Code, the debate on the Blueprint, Neighborhood Planning, Citizen
Participation and the Voices Report. He awaits feedback from commissioners.
IV. Zoning
#95-024 St. Paul Seminarv/St. Thomas - Special condition use permit to expand the St. Paul
Seminary campus boundary to allow the construction of a retired priests residence (2260
Summit Ave; south side between Mississippi River Blvd & Cretin; zoned R-2).
Commissioners McDonell and Field will abstain from voting because of possible conflict of
interest perceptians.
� � 95 -444
MOTION: Commissioner Morton moved approval of the requested special condition use
permit with modifications to expand the St. Paul Seminary campus boundary to allow the
construction of a retired priests residence at 2260 Summit Avenue. The motion carried
unanimously on a voice vote with trvo abstentions.
�95-035 James Koller - Special condition use permit to allow outdoor sales of used
automobiles (1523 Como Ave; northwest comer of Como & Arona; zoned B-3).
MOTION: Commissioner Morton moved approval of the requested special condition use
permit to allow outdoor sales of used automobiles at 1523 Como Avenue. The motion
carried unanimously on a voice vote.
#95-036 Ouv Deia Vu(Bob Hofer - Special condition use permit to allow outdoor sales of
used automobiles (859 University Ave; zoned B-3).
MOTION: Commissioner Morton moved approval of the requested special condition use
permit with modifications and conditions to allow outdoor sales of used automobiles at 859
University Avenue. The motion carried unanimously on a voice vote.
Pronosed Minor Zonina Amendments, Match 1995 - Commissioner Morton moved approval
of minor zoning amendments on 1) recyclable material: definitions; and 2) mixed residential
and business uses in OS-1 and B-1 districts: principal uses permitted. The motion carried
unanimously on a voice vote.
V. Comprehensive Planning and Economic Development
Resolution amendine and adootine the Proeram for Caoital_Improvements (PCI) and
forwarding it to the Mayor and City Council for their consideration -(Chazles McGuire)
Mr. McGuire indicated and conected the numbers in the last sentence of the third paragraph
on page three of his memo. The numbers should read: $7 million, $10.7 million and $11.5
million respectively. He noted that the most controversial item is the one that recommends
an alternative funding source for the residential street paving program.
MOTION: Commissioner Maddox moved approval of the resolution. Commissioner
Schwichtenberg seconded the motion which carried unanimously on a voice vote.
Discussion of Public Comments on Ayd Mill Road ScooinQ Document and Draft Scoping
Declsion Aocument - Recommendation to Mayor, CiTy Council on Altematives and Issues to
be Studied in Draft EIS (recommendation from CPED Committee) -(Lucy Thompson, PED,
and Mike Klassen, Public Works)
Ms. Thompson stated that committee and staff agree with the set of alternatives being
recommended by the task force for further smdy, with the exception of the Downtown
Connection between I-35E and I-94 (Alternative #2) and change the freeway alternative from
Fairview (Altemative #9A) to the Railroad Spur (Alternative 9C).
Ms. Thompson noted that reflected in the resolution is the committee's request that the study
of altematives continue to be conducted with a sense of balance beriveen Saint PauPs role in
the regional transportation system; the beneFits to Saint Paul neighborhoods and businesses;
2
95
and the preservation of neighborhood resources, neighborhood cohesiveness and quality of
life; and that staff report back to the Commission periodically during the Draft EIS phase,
especially if further study indicates that an altemative(s) should be eliminated from fuRher
study or substantially modified at any point prior to selection of a preferred altemative.
MOTION: Ms. Maddox moved approval of the resolution; it was seconded by
Commissioner Schwichtenberg.
Commissioner Vaught asked several questions:
Regarding Altemative 4: Lineaz Pazk, assuming that would mean ripping out the entire
roadway, would there be a street left and how much is the potential cost? Ms. Thompson
replied that there would bejust an access road left and the cost is approximately $2 -$6
million.
2. Regarding Altemative 10: High Occupancy Vehicle Lanes with Alternatives 6B-2, 7B-1,
8C and 9C, if there were high occupancy lanes, how would the configuration of the road
change; and what practical effect would that have for such a short distance? Mr. Klassen
answered that in reviewing high occupancy lanes in the azea, the most likely advantage
would be with connections to 35E and 94. Commissioner Vaught again asked the
potential cost of this alternative. Mr. Klassen replied that at this time the cost has not
been figured.
Regarding Alternative 6B-2: Two-Lane City Street with Split Diamond Interchange at I-
93 (Hybrid Alignment) on the North and Direct Connection to I-35E on the South, how
the cunent configuration of Ayd Mill Road would be affected if it were a two-lane city
street and how realistic is this alternative anyway? Mr. Klassen replied that there aze two
issues to the question: 1) impact on other roadways; and 2) the need to find a balanced
solution. Obviously, Jefferson, Randolph, Lexington and Snelling would have more of a
reduction of traffic with a four-lane road rather a two-lane Ayd Mill Road, but the
advantage of a rivo-lane city street is that it would aliow for more green space and more
room for a separated bike/pedestrian path along Ayd Mill.
4. Referring to Alternative 8C and Alternative 9C: What's the difference between a four-
lane expressway and a limited access free�uay? How do those two altematives differ, not
only in how they're connected, but also, with respect to the roadway itself? Mr. Klassen
answered that the connections on the north end and south end aze virtually identical for
each alternative. He explained that the difference between the two is the speed, design
scheme of the road (different vertical and horizontal curves would be used), and the cross
section of the road. Commissioner Vaught asked whether the new Ayd Mill freeway
would look like the 35E parkway. Mr. Klassen replied, "Yes." Commissioner Vaught
asked if the same roadway changes would be necessary for the freeway as the
expressway. Mr. Klassen answered, "Yes, because the cross sections for both the
freeway and the expressway call for adding a separated pedestrianlbicyc�e path which
would move the road west and require the bridges to reconstructed."
5. With respect to Alternative 2: Downtown Direct Connection Between I-35E and I-94, I
need to know whether there might be an Alternative 2, which is a downtown connection
of some kind, that would be less intrusive and wouldn't have the negative factors that
this one does? Mr. Klassen commented that one more downtown connection has been
95
explored in response to written comments received on the document - a left existing ramp
bridging over 35E. But we found that we would likely still lose the Labor Center and
another consideration is the cost. The aznount saved by not removing two downtown
building would be more than expended by building additional bridges and reconstruction
of the mainline.
Commissionex Treichel asked Ms. Thompson what Saint Paul intends to do to reassure and to
help the small companies that foresee a probable move. Ms. Thompson replied that the next
phase of the project will address that issue. She projected that meetings will be forthcoming
with both commercial and residential communities to go over possibilities. Commissioner
Treichel stated that she fears some companies have already looked at altematives, and Saint
Paul will come in after the fact, if we're not careful. She added that we need to convey to
these people that we want them to stay and we will do what we can to help them stay; she
knows they are already making plans. Mr. Klassen stated that he has had discussions with
the Port Authority, the Economic Development staff, several meetings with business
associations and also has met with several individual businesses. This activiry will continue
throughout the EIS.
Commissioner Lee asked if commercial vehicles would be allowed or prohibited to 9000
pounds on the expressway and freeway scenarios. Mr. Klassen replied that at this point, the
issue has not been addressed, but that it will be in the future. One of the major limiting
factors to al(owing trucks on the reconstructed Ayd Mill is the current prohibition of trucks
on 35E.
MOTION: Commissioner Vaught moved to amend the resolution to delete Alternative 4:
Linear Park (removes Ayd Mill Road); delete Alternative 6B-2: Two-Lane CiTy Street with
Split Diamond Interchange at I-94 (Hybrid Alignment) on the North and Direct Connection
to I-35E on the South; delete Alternative 9C: Limited Access Freeway with Freeway-to
Freeway Interchange at I-94 (Railroad Spur Alignment) on the North and Direct Connection
to I-35E on the South; and delete Altemative 10: High Occupancy Vehicle Lanes with
Altematives 6B-2, 7B-1 8C and 9C, as a separate alternative. The motion died for lack of a
second.
Commissioner Vaught continued by saying he would speak against the motion on the floor
because there aze some things in this EIS that are absolute nonsense;they don't need to be
done; that some alternatives hold out false hope to people that some things that are never
going to be done are going to be done. He said he frankly objects to it; there ought to be
more honesty and forthrightness about what can and can't happen; and chief among those is
Alternative 4: Linear Park (remove Ayd Road). He contended that this alternative is totally
and simply an attempt to mollify the people who are uQset about Ayd Mill Road. It's not
going to happen; it's never going happen, not even if it were recommended. There is no
money for it. It is foolishness, silliness, a waste of money and the height of cynicism to
even study that alternative. He stated that he could not vote for the motion with Alternative
4 in it because iPs a waste of money and a cynical attempt, much like the public heazing that
we are going to have on the parking lot at Como Pazk, which we all know is going to
happen; but we are going to have a public heazing, let everyone come in and think that what
they might say will make a difference when in fact, we all know that it won't. And he said
he could not vote for the motion with Alternative 6B-2 because again, thaYs not going to
happen. He noted that he could live with not deleting Altemative 9C, but he does not think
it will ever happen. If we took a poll, he said, he'd guess that the overall majority of the
0
95-444
people would pick Alternative 7B-1 as the one that's going to happen because thaYs e�ctly
whaYs going to happen if anything is done at all.
Commissioner Gordon stated that he could not support an amendment to delete a(I of the
altematives in Commissioner VaughPs original amendment, but he could delete Altematives
G and 6B-2.
MOTION: Commissioner Gordon moved to amend the original motion by deleting
Altemative 4: Linear Park (removes Ayd Mill Road) and Alternative 6B-2: Two-Lane City
Street with Split Diamond Interchange at I-94 (Hybrid Alignment) on the North and Direct
Connection to I-35E on the South. The motion was seconded by Commissioner Vaught.
Commissioner Schwichtenberg argued against the motion for the amendment. He feels that
studying these altematives will be a valuable part of the process.
Commissioner Treichel asked what the estimated cost is for studying the Linear Pazk. Mr.
Klassen said that amount had not been sepazated out of the estimated EIS cost.
Commissioner Treichel noted that she would oppose the motion for this amendment because
the process has been very long, and for all that time the Lineaz Park Alternative has been
considered; she believes to abort the process at this point would be unwise because the
integrity of citizen participation is something that all commissioners and planners believe in.
Commissioner Geisser, too, feels it necessary to complete the process including citizen
participation, even if a Linear Park is Utopia.
Commissioner Field commented that he thinks the high occupancy lane should be studied,
but at the same time, thinks that Commissioner Vaught has made an excellent point. He
said, considering the expense, if we aze going to break their hearts anyway, we might as well
save some money doing it. He said he would support Cammissioner Gordon's motion of
amendment.
Commissioner Gordon stated that he supports citizen involvement and he assumes that all
these citizens are going to be involved, but the question is how to focus their involvement.
He'd rather see them focus their time and energy on altematives that might happen rather
than waste their time and energy on alternatives that definitely won't happen. He stated that
the commission needs to be concerned about efficiency and effectiveness, especially with
staffjust recently having been so drastically reduced.
Commissioner Vaught added that sometimes you just have to say, "No." Saying "no" doesn't
deny the process; and it has nothing to do with affecting the integrity of the process. He
noted that he thinks it strengthens the process of citizen participation and honesty in
government to tell the truth. Why should it be considered if it's not going to happen?
Commissioner Kramer stated that he reluctantly agrees with Commissioners Gordon and
Vaught because it hurts citizen participation to study altematives that will never happen.
Commissioner Mahoney spoke in favor of the motion of amendment. He has lived in the
Ayd Mill Road neighborhood and knows people who are going to leave as soon as something
other than a Linear Park is done there. He added that he would rather see monies spent
enabling the businesses in that particular neighborhood than studying alternative that will
95-4�a4
never happen. Our citizens aze telling government not to spend money foolishly; let's listen
to the citizens.
Commissioner Field reminded commissioners of one of the charges of planning commission
members - to be apolitical in our reflection of the community.
Commissioner Geisser asked staff to explain why some of these altematives still exist. Mr.
Ford commented that in staff's mind there is some imaginable possibility for this altemative.
Mr. Klassen further commented that staff believes these rivo altematives are important to a
"reasonable range of altematives." The most important reason to study the Lineaz Park is so
that we can test what happens to the larger road system when Ayd Mill Road is removed. At
that point, it wiSl be a matter of assessing the costs and benefits, and analyzing the trade-offs
beriveen gaining a park, but adding significant amounts of tra�c to already busy streets.
Chair McDonell asked for further discussion on the amendment. The vote was called. The
motion to amend the original motion to approve the resolution for the Ayd Mill Road EIS
that deletes Alternatives 4 and 6B-2 carried on a roll call vote of 11 to 7 with one abstention.
Chair McDonell called the vote on the amended resolution. The motion carried on a voice
vote.
VI. Neighborhood Planning and Land Use
None.
'VII. Task Force Reports
Commissioner Carter reported that the Library Task Force conducted a Mayor's Forum at the
Hub Center last week at which we discussed how to achieve additional citizen input.
VIII. Old Business
Chair McDonell announced that the Steering Committee will meet prior to the next Planning
Commission meeting at 7:45 a.m., Friday, April 28, 1995, in Room 41 of the Conference
Center. Discussion will center around the annual retreat outcome.
Commissioner Treichel informed members that she took the leftover food from the retreat to
the Dorothy Day Center from whom she has received a very appreciative note.
Chair McDonell added that resolution have been prepazed commending Commissioners Kevin
Kajer and Stan Zobel on their Planning Commission role. Ae asked for action of those
resolutions.
MOTION: Commissioner Gurney moved to approve resolutions commending
Commissioners Kevin Kajer and Stan Zobel; Commissioner Treichel seconded the motion
which carried unanimously on a voice vote.
95-�44
city of saint paul
planning commission resolution
file number g5-30
�te April 14, 1995
RESOLUTION RECOMMENDING ALTERNATIVES AND ISSUES
FOR FURTHER STUDY IN THE
AYD MILL ROAD ENVIRONMENTAL IMPACT STATEMENT
WHEREAS, the Ayd Mill Road Study: Phase I Report, completed in 1988, concluded that the
issues that will be faced by the Ayd Mill Road study area over the next 20 years if no major
road changes are made would be significant enough to warrant further study of alternatives in
an Environmental Impact Statement; and
WHEREAS, based on the Phase I Study, the Saint Paul City Council, in Resolution #89-378,
requested that an EIS be prepared to study alternative road configurations in the Ayd Mill
Road study area; and
WHEREAS, the Saint Paul Planning Commission, in March 1993, initiated the Ayd Mill Road
EIS and convened an Ayd Mill Road Task Force to advise staff and consultants during
preparation of the EIS; and
WHEREAS, the Ayd Mill Road Task Force has been meeting since September 1993; and
WHEREAS, the Ayd Mill Road Task Force completed the Scoping Phase of the EIS in
January 1995 and recommended the "Ayd Mill Road Scoping Document and Draft Scoping
Decision DocumenY' to the Planning Commission and City Council in February 1995; and
WHEREAS, the "Ayd MiII Road Scoping Document and Draft Scoping Decision DocumenY'
explains the Scoping Phase, evaluates the alternatives studied during the Scoping Phase,
and presents the Task Force's recommendations on what alternatives and issues should be
studied further in the Draft EIS; and
WHEREAS, a 30-day comment period, from February 13 - March 15, 1995, was held to
receive public comment on the Draft Scoping Document, with notice published in the EQB
Monitor on February 13, 1995 and the Saint Paul Pioneer Press on February 19, 1995; and
moved by Maddox
seconded by �chwichtenberq
in favor 15
agairlSt 3
95
WHEREAS, a joint Planning Commission/City Council public meeting was held on March 2,
1995, as required by the Minnesota Environmental Quality Board Rules (Chapter 4410.2100,
Subpart 3); and
WHEREAS, fhe Planning Commission has reviewed and considered ali public comment (oral
and written) on the "Ayd Mill Road Scoping Document and Draft Scoping Decision
DocumenY ;
NOW, THEREFORE, BE IT RESOLVED, that the Saint Paul Planning Commission
recommends that the following aiternatives be studied further in the Ayd Mifl Road Draft EIS:
No Build/Un-Build
Alternative 1: No Buiid
Svstem Improvements/Non-Road Build
Alternative 3: Transportation System Management/Travel Demand Management (as a
separate alternative and as applied where possible to other
alternatives)
Alternative 10:
�
High Occupancy Vehicle Lanes with Alternatives 7B-1, 8C and 9C
Alternative 7B-1: Four-Lane Expressway with Split Diamond Interchange at I-94 (Hybrid
Alignment) on the North and a Direct Connection to I-35E on the South
Alternative 8C: Four-Lane Expressway with Freeway-to-Freeway Interchange at I-94
(Railroad Spur Alignment) on the North and a Direct Connection to i-
35E on the South
Alternative 9C: Limited Access Freeway with Freeway-to-Freeway interchange at I-94
(Railroad Spur Alignment) on the North and a Direct Connection to I-
35E on the South; and
BE IT FURTHER RESOLVED, that the Saint Paul Planning Commission recommends that
the foilowing issues be studied further in the Ayd Mili Road Draft EIS:
1.
2.
3.
4.
5.
6.
7.
8.
9.
10
cultural resources/Section 106/Section 4(fl, if applicable
contaminated sites
4(�/6(fl lands (parks and recreation), if applicable
traffic impacts
right-of-way acquisition and relocation
social and economic impacts
air quality
noise impacts
visual impacts and other design issues
soils and geologic conditions
2
qS���
11.
12.
13.
14.
15.
16.
17.
18.
19.
20.
21.
stormwater runoff
impacts on infrastructure/utilities
construction impacts
transit impacts
bicycle and pedestrian impacts
compatibility with locai and regional plans
neighborhood cohesiveness
energy impacts
access changes to local neighborhoods and adjacent land uses
vegetation, wildlife and endangered species
safety, including speed; and
BE IT FURTHER RESOLVED, that these issues shall be studied to the level indicated in the
Ayd Mill Road Scoping Document and Draft Scoping Decision Document (page 108), with the
following notes:
A separate memo (or memos) will be prepared on neighborhood/social impacts, which
will address at least the following: social and economic impacts; neighborhood
cohesiveness; the impact on the Snelling Park neighborhood; neighborhood livability;
access to community services; the competitiveness and attractiveness of the
residential neighborhoods, commercial areas and industrial districts in the study
corridor; and safety.
2. A separate memo wili be prepared on traffic impacts, addressing in particular the
impacts on streets and neighborhoods north of University Avenue, and the use of Ayd
Mill Road by trucks.
3.
�
The impact of an alternative on property values wili be addressed only as it relates to
the proposed project itself and only to the e�ent possib�e given current
methodologies.
Congestion/road pricing will be studied as part of the study of TSM/TDM strategies
and their applicability in the Ayd Mill Road corridor.
MnDOT's Visual Impact Assessment process will be used as a guideline in conducting
the visual impact analysis; and
BE IT FURTHER RESOLVED, that the Planning Commission requests that the study of
alternatives continue to be conducted with a sense of balance between Saint Paul's role in
the regional transportation system; the benefits to Saint Paul neighborhoods and businesses;
and the preservation of neighborhood resources, neighborhood cohesiveness and quality of
life; and
BE IT FINALLY RESOLVED, that the Planning Commission requests that staff report back to
the Commission periodically during the Draft EIS phase, especially if further study indicates
that an alternative(s) should be eliminated from further study or substantialiy modified at any
point prior to selection of a preferred alternative.