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95-99ORIGINAL ' � S`( � S Council File # 95-99 sUgsrrru ' Green Sheet # 3 � 235 RESOLUTION C1TY OF SA1NT PAUL, MINNESOTA 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 Presented By Referred To �' Committee: Date 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 yeazs if no major road changes are made would be significant enough to warrant fi�rther study of alternatives 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 Environmental Impact Statement be conducted to study alternative road configurarions in the Ayd Mill Road study area; and WIIEREAS, the Saint Paul Planning Commission, in Mazch 1993, initiated the Ayd Mill Road EIS and convened the Ayd Miil Road Task Force to work in an advisory role with staff and consultants during preparation of the EIS; and WHEREAS, the Ayd Mill Road Task Force, comprised of 27 neighborhood residential and commercial representatives, as well as staff from affected agencies, has been meeting since September 1993; and WHEREAS, the Ayd Mill Road Task Force has now completed the Scoping Phase of the EIS, and is recommending a range of 9 alternatives for further study in the EIS; and WHEREAS, the document enritled, "Ayd Mill Road Scoping Document and Draft Scoping Decision Document" explains the Scoping Phase conducted to-date, evaluates the alterna6ves studied during the Scoping Phase, identifies the issues to be studied in the EIS, and presents the Task Force's recommendations for further study; and WHEREAS, the Minnesota Environmental Quality Board Rules (Chapter 4410.2100, Subpart 3) require that a public meeting be held during the Scoping public comment period and prior to the Scoping Decision; and 34 35 36 37 38 39 40 41 42 43 a5-�q WHEREAS, the Saint Paul Piacuiing Commission has recommended that the City Council release the "Ayd Mill Road Scoping Document and Draft Scoping Decision Document" '�° -�� s:;ari��;� ...:... �t� �� °'£a�IC �� 3��at� ?,'�;; L�9� for public comment and set March 2, 1995 as the date for a public meeting on the documenf; NOW, THEREFORE, BE IT RESOLVED, that the Saint Paul City Council hereby releases the "Ayd Mill oa Scoping Document and Draft Scoping Decision Document" as a'��d �� l�3e t��Tcl l�i� ��'�'�t �t�re� a� 7�t�tt� 23, �9�� for public comment; and 44 BE IT FURTHER RESOLVED, that the City Council sets March 2, 1995 as the date for a joint Plauniug 45 Commission/City Council public meeting on the "Ayd Mill Road Scoping Document and Draft Scoping 46 Decision Document." Requested by Department of: Public Works ��r � Adopted by Council: Date Certified by Council Secretary By: Approved By: `?° � By: � Form Approv�d by Ci�ty Attorney � ' � ' , � �� .i BY: k,` �.,-- � c ;:�.✓ _"�J' v' , Approve by Mayor or Submis�sion to Cou - 1 ) / / �1_ $Y - t U� � 95-q9 DEPAPTMENT/OFFICE/COUNCI4 DATE INRIATED p �lic worxs 1-13-95 GREEN SHE T N_ 31235 CONTACT PERSON 8 P 7 INITIAUD INRIAVDATE 7 �dNCAUNGIL Mike KlaSSe —6209 �.sswx �C17YATfORNEY �GT'CLEqK MUST BE ON COUNCIL AGENDA BV (DAT� XUYBER FON BUDGEf DIflECfOR O FIN. & MGT. SEflVICES DIR. � tt' ROUfING �'��2 l 1995 OpD �MAYOP(ORASSISTAHi) O TOTAL # OF S(GNATURE PAGES Z (CLIP ALL tACATfONS FOR SIGNATURE) �� i_ �g -9 s ACTONflE�UESTED: Adoot resolution releasing "Ayd Mill Road ScopiiZg Docum�lt and Draft Scoping Decision Document" for public conenent and setting Narch 2, 1995 as the date £or a joint Planning CommissioniCit Council ublic meetin on t;ze document. aECOMMENDAitONS: Approve (A) or Reject (p) PERSONAL SERVICE CONTRACTS MUST ANSWEti THE FOLLOWING UUESTIONS: � PLAf•7NING COMMISSION — CIVIL SERVICE COMMISSION �� Has this persoMirm ever worked under a corrtrac[ for this tlepartment? - _ q8 COMMITTEE _ YES NO � STi�F 2. Has fhis person/firm ever been a city employee? — YES NO _ DISiRICT COUFT _ 3. Does this personRirm possess a skill not normall � y possessetl by any current city empioyee. SUPPORTSWHICHCOUNCILO&IECTNE? YES NO Explain e�l yes answers on separate sheet and ettaeh to green sheet INITIATING PROBLEM, �SSUE.OPPEIRTUNITY (WM, What, When, WM1ere, Why): In 1989 the City Council requested that an Envirorvnental Impact Statement (EIS) be conducted to study alternative road conPigurations in the Ayd Mill Road Study area. In 1993 the Saint Paul Planning Commission £ormally initiated the EIS, and convened a neighborhood task force to advise staff and the consultants on t:ne EIS. The task force has naa completed the Scoping Phase of the EIS and is recommending 9 alternatives for further study. The Council must review the draft Scoping Document, hold a public meeting and make a final Scoping Decision before proceeding. A�YANTAGES IF APPRpVED: The Ayd Mill Road Environmental Impact Statement process will continue. The City will meet the requirements of the Minnesota Environmental Quality Board regarding review of environ= mental, physical, economic and social i�oacts of major road projects. DISADVANTAGES IFAPPROVED' None. DISAOVANTAGES IP NOTAPPROVED: The Ayd Mill Road Environmental Impact Statement process will not proceed to the next , phase, again postponing important decisions on what to do in the corridor. TOTAL AMOUNT OFTRANSACTION S� NA COST/HEVENUE BUDOETED (CIHCLE ON� YES NO FUNDING SOURCE ACTIVITY NUMBER FINANCIALINFORMATION:(E%PLAIN) . �15- 19 CITY OF SAINT PAUL Norm Coleman, Ma��or MEMORANBUM: DATE: TO: FROM: RE: January 18, 1995 Mayor Coleman Saint Paul City Council Stacy Becker� DEPARTMENT OF PUBLIC WORKS Stacy M. Becker, Director 600 Ciry Hall Annex Te[ephone: 612-266-6070 Saint Pau[, MN 55102 Facsimile: 612-292-7857 Release of the Ayd Mill Road Scoping Document and Draft Scoping Decision for Public Comment BACKGROUND In 1989, the Saint Paul City Council requested that an Environmental Impact Statement be conducted to study alternative road configurations in the Ayd Mill Road study azea. In March 1993, the Saint Paui Planning Commission initiated the Ayd Mill Road Environmental Impact Statement (EIS) and convened the Ayd Mill Road Task Force to advise staff and the consuitants (Strgaz-Roscoe-Fausch, Inc.) duzing prepazation of the EIS. The 27-member task force is comprised of representatives from the affected district councils (#8, 9, 11, 13, 14, 15, 16 and 17), affected business associations (Grand Avenue Business Association, Snelling- Selby Business Association, University LTNITED, Midway Chamber of Commetce and Selby Area Community Development Corporation), related neighborhood and city-wide groups (RIP-35E, Bicycle Advisory Board), and appropriate governmental agencies (Metropolitan Council, Ramsey County and Dakota County). A Planning Commissioner chairs the task force. The Ayd Mill Road Task Force has met at least once a month since September 1993. During that time, it: 1. Identified key issues to be addressed in the EIS, which are: • traffic capacity, flow and forecasts • safety and personal security • regional, neighborhood and property access • accommodatiori of alternative transportation modes • open space impacts and aesthetic design Responsive Services • Quality Facilities • Emp(oyee Pride � 95� 99 Mayor and Saint Paul City Council January 18, 1995 Page Two • natural environmental impacts • economic unpacts • project cost effectiveness 2. Identified a set of Project Objectives, against which alternative road configurations were evaluated. 3. Identified a"universe" of road alternatives for study in the Scoping Phase of the EIS. 4. Eliminated some alternatives from fiuther consideration, based on construction feasibility. 5. Reviewed preliminary information on right-of-way, environmental, tr�c, etc. impacts, in addition to general cost/benefit information and relafionship to project objectives, for those alternatives determined to be feasible to constnzct. 6. Recommended what it considers to be a"reasonable range" of alternatives for further study in the EIS. A flow chart of the process is attached. THE AYD 1VIILL ROAD SCOPING DOCUMENT AND DRAFT SCOPING DECISION Task Force Recommendation After extensive review of preliminary information on construction feasibility, travel forecasting, and the social, environmental, physical and economic impacts of the vazious road alternatives, the Ayd Mill Road Task Force is recommending that 9 alternatives be studied further in the Draft EIS. These are explained in detail in the draft document. The 9 altematives aze: 1. No Build 2. Downtown Direct Connection Between I-35E and I-94 3. Transportation System ManagemenUTravel Demand Management 4. Linear Park (removes Ayd Mill Road) 5. Two-Lane City Street with Split Diamond Interchange at 94 (Hybrid Alignment) on the North and Direct Connection to 35E on the South 6. Four-Lane Expressway with Split Diamond Interchange at 94 (Hybrid Alignment) on the North and Direct Connection to 35E on the South y5 �� Mayor and Saint Paul City Council January 18, 1995 Page Three 7. Four-Lane Expressway with Freeway-to-Freeway Interchange at 94 (Raikoad Spur Alignment) on the North and D'uect Connecrion to 35E on the South 8. Lunited-Access Freeway with Freeway-to-Freeway Interchange at 94 (Fauview Alignment) on the North and Direct Connection to 35E on the South 9. High Occupancy Vehicle Lanes in Alternarives 5, 6, 7 and 8. Neither staff nor the Planning Commission has taken a formal position on the task force's recommendation. Only the task force's recommendation is being circulated for public discussion at this time. On January 27, 1995, the Planning Commission wiil be recommending to the Mayor and City Council that the Ayd Mill Road Seoping Document and Draft Scoping Decision be released for public comment and that March 2, 1995 be set as the date for a joint Planning Commission/City Council public meeting on the document. THE NEXT STEP The next step is for the City Council to release the document for public comment and set the public meeting date. A public review schedule is attached for your infornnation. Beriveen Febntaty i and March 2, staff wili be briefing Planning Commissioners and Councilmembers on the document and heIping you prepare for the public meeting. Foilowing the 30-day comment period, the Planning Commission will review the comments received and recommend to the Mayor and City Council a Final Scoping Decision. The City Council will then review the public comments and Planning Commission recommendation before making the Fina1 Scoping Decision. If this schedule is met, the City Council will adopt the Final Scoping Decision in Apri1 1995, and the Draft EIS can begin in May 1995. That the Saint Paul City Council reIease the document entitled, "Ayd Mili Road Scoping Document and Draft Scoping Decision" for pubtic comment and set March 2, 1995 as the date for a public meeting on the document. Attachments � � � � � � i q � c� � N � � j ? � � O � '«. v'- C ..`�. �'�•� C O. �� N t.. H.E� �. �j = ; s . ¢ � ¢ c�wmUO "° � .• • .• • Y � � ca a� : : �:�-�a � .� �..V�Y._�V � �.ta O 0�, y �,�.—._. .: o � a. s�. , U . , . 0.: . � �.��."" - G7. �' , - � O � . ��. -O� �: ��T : .: i . �� '.=� �'ZS G1 .;.C..7 C-.V .:'GI'y N.0 '6 - O _ U �- N - 0�� r � � � C ZF=.� C�� d`� " O >- r I U� Q Q�m , .. �t� �in �� -. i �� p � I � Q L _____ �� N N . � � O �.� � n'�:QD � >a`�"'� w=m� Q 0 _ ,. u_ v� W ZJ�. om¢ �W� J �' J �' Q 0 c ° >, > � i -- fS � -Q t � C � � �U�¢ N N � � 4.. � � C � C Q7 N � N� -a c� ¢ ^¢ � � � � i .:._ ...._ ; �. . y �� y �,� N.� (SS v�y�. � � �.� . � a ` . ": Q _ - .::.:.� :: ..:: .::....:.. �_ . � v�_ m �'�Y;� . � C�•y � 3... ; �i-.y:�.V-� �. Y6 i X'-a � .:- a avi°z .. <. , _,.:...:..:. ,. _. � . .�.'�'�' ... . . .% C . lQ +- . Q N. � N n7'CS ' - �.R.�� , }s L� �•- o. q �'�'_, " . _ ___ .. _ . q5��1� m � F Z � � O � � � Q � V z � �� O OQV� �.�ZQ �'�`ao � v -'O va �� 0 � Q � � � � 95 R� DRAFT SCHEDIlLE FOR PLANN[NG COMMISS[ON/CITY COUNC[L REVIEW �F AYD MILL ROAD SCOPING DOCUMENT/DRAFT SCOPING DECISION )anuary 9, 1995 Distribute Ayd Mill Road Scoping Document and Draft Scoping Decision (SD/DSD} to Ayd Mi([ Road TasK Force, Planning Commission, City Council. January 23, 1995 Task force meeu to endorse SD/DSD and release for pub(ic comment. )anuary 27, 1995 Brief Planning Commission; authorize release of document for public comment. Forward to Mayor, City Counci(. February t, 1995 Brief City Council; adopt resolution releasing document for pubtic comment and setting pub[ic meeting date. (Assumes document does not have to go to Committee first. ) February 6, 1995 February 13, i 995 Send SD/DSD to EQB for publication in EQB Monitor, Saint Pau! Pioneer Press and Distribution List. Notice of Availability published in EQB Monitor; start of 30-day comment period. Eebruary l 5, 1995 Brief Comprehensive Pianning and Economic Development Committee (Planning Commission} prior to public meeting. (All Commissioners invited.} February 1 - March 1, 1995 February 6, 1995 Brief Councilmembers Megard, Harris, Blakey, Thune prior to pub(ic meeting. Brief Mayor prior to public meedng. Meet with Counci( aides to brief them on SD/DSD prior to pubtic meeting. March 2, 1995 P(anning Commission and City Counci[ jointly sponsor pub(ic meeting on_ SD/DSD. Meeting to be he[d in the neighborhood and include both informal question-and- answer period and formal testimony. 1 95��f� March l5, 1995 Comment period ends. March 15, 1995 Comprehenstve P(anning and Economic Development Committee of Planning Commission reviews SD/DSD, Ayd Mifl Road Task Force recommendation and pub(ic input; makes recammendation to full Commission. March 22, ] 995 Possible second meeting witf� CPED Committee, if necessary, to consider (ast-minute submissions of public comment. March 24, I995 Ptanning Commission considers SD/DSD, Ayd Mi(1 Road Task Force recommendation and public input; forwards SD/DSD, afong with AMRTF recommendation, to Mayor and City Council. March 27, 1995 Aprit 5, 1995 Apri( 12, 1995 April l9, 1995 Mayor transmiu SD/DSD, with AMRTF and Planning Commission recommendation, to City Council. City Council refers SD/DSD to City Operations Committee. City Operations Committee considers SD/DSD; foiwards recommendadon to full City Council. Ciry Council adopts Final Scoping Decision, inc(uding alternatives and issues to be studied in Draft EIS. April 24, 1995 EIS Preparation Notice {including summary of Scoping Decision) sent to EQB Monitor, Saint Paut Pioneer Press, Distribution List. May l, 1995 NOTES: EIS Preparation Notice published in EQB Monitor. • Staff is available to attend neighborhood meetings as needed. January 20, 1995 2 � s � � i �� .� � DRAFI' FOB REVIEW BY Ayd Mill Road Task Force St. Paul Planning Commission St. Paul City Council SCOPING DOCUMENT AND DRAFT SCOPING DECISION DOCUMENT AYD MILL ROAD PREPARED FOR: � CITY OF ST. PAUL, MINNESOTA DEPARTMENT OF PUBLIC WORKS DEPARTMENT OF PLANNING & ECONOMIC DEVELOPMENT ' � � � �� PREPARED BY: STRGAR-ROSCOE-FAUSCH, INC. q�-qq The proposed project begins at I-35E in St. Paul on the south and ends at I-94 in St. Paul on the north. The proposed project is located in parts of the following Sections:T 28N, R 23W, Sections 3, 4, 10 �nd 11; T 29N, R 23W, Sections 33 and 34; City of St. Paul, Ramsey County, Minnesota. January T1, 1995 � , � r 1. INTRODUCTION TABLE OF CONTENTS ................................................................. ' Purpose of Scoping Document .............................................. Project Description ................................................................. Project Location ..................................................................... ' Scoping Study Process - Ayd Mill Road Citizens Task Force Project Schedule .................................................................... Responsible Governmental Unit ............................................ , 2. � � � � 3. � � � ' � � :� � PURPOSE AND NEED FOR PROJECT ......................................... Traffic Congestion .................................................................. Safety and Personal Security ................................................. Regional, Neighborhood and Property Access ...................... Accommodation of Alternative Transportation Modes ........... Open Space and Parks .......................................................... Natural Environmental Impacts .............................................. Project Objectives .................................................................. DESCRIPTION OF ALTERNATIVES .............................................. Alternative 1--No Buiid .......................................................... Alternative 2--I-35E/I-94 Downtown Connection ................... Alternative 3—Transportation System ManagemenU Travel Demand Management ................................................ Aiternative 4--Replace Ayd Mill Road with Linear Park ........ Aiternative 5--Replace Ayd Mill Road with Residential Development ....................................... Alternative 6--Two-Lane City Street ...................................... Alternative 7--Four-Lane City Street (Expressway with Indirect Connection to I-94)....... Alternative 8--Expressway with Direct Connection at I-94 .... Alternative 9--Limited Access Freeway ................................. Alternative 10--High Occupancy Vehicle (HOV) Lanes ........ Summary of Alternatives and Sub-Alternatives ..................... CONSTRUCTION FEASIBILITY OF SUB-ALTERNATIVES Extension Alternatives ........................................................... I-94 Connection - Sub-Alternatives ........................................ i-35E/I-94 Downtown Connection .......................................... Task Force Recommendations .............................................. Q5-qq Paqe 1 2 2 3 3 7 8 0 9 10 10 10 19 11 11 14 15 15 15 18 18 21 21 24 24 26 28 28 28 31 40 40 �. TABLE OF CONTENTS q5-qq Paqe 5. EVALUATION OF ALTERNATIVES BASED ON PROJECT OBJECTIVES ................................................................ Generai Traffic impacts .......................................................... Enhancements to Alternative Modes of Travel ...................... NoiseImpacts ........................................................................ Contaminated Sites ................................................................ Land Use Plan Compatibility .................................................. Right-of-Way Acquisition and Relocation .............................. Parks and Open Space .......................................................... Recreationai Access .............................................................. Impacts to Tax Base ............................................................... Preliminary Cost Estimates .................................................... Comparative Evaluation of Alternatives Based on Project Objectives ............................................................. � 7 SOCIAL, ECONOMIC AND ENVIRONMENTAL ISSUES ...... Issues to be Addressed in the EIS ......................................... Issues That Will Not Be Addressed in the EIS ....................... Permits and Approvals ........................................................... DRAFT SCOPING DECISION .......................................................... Task Force Scoping Recommendation ................................. Alternatives Not Recommended for Further Study ................ Issues of Potentiai Significance ............................................ E� CERTIFICATION ....................... RGU Certification .................................................................. Scoping Document Distribution List ...................................... APPENDICES !y: 42 56 56 57 57 59 59 60 60 61 62 69 70 78 79 81 81 83 84 86 86 87 Appendix A- Ayd Mill Road Task Force Roster Appendix B- Feasibility Analysis of I-94/I-35E Downtown Connection Appendix C- Travel Forecasting Process Appendix D - Glossary � � � TABLE OF CONTENTS LIST OF FIGURES , ' , ll ' � � � � CI � � , � r r Figure 1 Figure 2 Figure 3 Figure 4 Figure 5 Figure 6 Figure 7 Figure 8 Figure 9 Figure 10 Figure 11 Figure 12 Figure 13 Figure 14 Figure 15 Figure 16 Figure 17 Figure 18 Figure 19 Figure 20 Figure 21 Figure 22 Figure 23 Possible Ayd Mill Road/I-94 Connections and Extensions .... Project Area Existing Land Use ............................................. Ayd Miil Road Task Force Scoping Process .......................... Alternative 2- Possible I-35E Downtown Connection............ Alternative 4- Linear Park Alternative ................................... Alternative 5 - Residential Development ................................ Cross-Section Aiternatives ..................................................... Interchange Types ................................................................. Possible Ayd Mill Road/I-94 Connections and Extensions .... Freeway-to-Freeway Connection at Fairview ......................... Freeway-to-Freeway Connection at Pascal ........................... Diamond Interchange at Pascal ............................................. Freeway-to-Freeway Connection at Railroad Spur ................ Diamond Interchange at Railroad Spur .................................. Direct Connection at Hamline ................................................ Travel Forecasting Process ................................................... Generalized Travelshed for No Build and Build Alternatives. Dakota County Trips .............................................................. Estimated Origins/Destinations of Ayd Mill Road Users ........ Travel Forecasting Screenline Locations ............................... North Screenline .................................................................... Central Screenline ................................................................. South Screenline .................................................................... t It Paqe 4 5 6 16 19 f►zi] 22 23 25 33 34 35 36 37 38 44 46 47 48 50 52 53 54 TABLE OF CONTENTS Q5 - qq Paqe LIST OF TABLES Table 1 Table 2 Table 3 Table 4 Tabie 5 Table 6 Table 7 Table 8 Table 9 Table 10 Table 11 Table 12 Table 13 Table 14 Table 15 Table 16 Summary of Alternatives Considered in Ayd Mill Road Scoping Process ............................................. Construction Feasibility of E�ensions to I-94 Based on Feasibility Criteria .................................................................. General Cost Estimates for Ayd Mill Road Extensions fromSelby to I-94 ................................................................... Construction Feasibility of Interchange Connections to I-94 Based on Feasibility Criteria ....................................... General Cost Estimates for Ayd Mill Road Connections to I-94 ..................................................................................... Construction Feasibility of Sub-Alternatives .......................... Evaluation Criteria Based on Project Objectives .................... Central Screenline ADTs by Alternative at AydMill Road ......................................................................... East/West Street Traffic Volumes .......................................... Comparative Evaluation of Alternatives 1-5 ........................... Comparative Evaluation of Alternative 6 ................................ Comparative Evaluation of Alternative 7 ................................ Comparative Evaluation of Alternative 8 ................................ Comparative Evaluation of Alternative 9 ................................ Agency Approvals & Permifs Which May Be Required.......... Ayd Mill Road Task Force Recommendation for Draft Scoping Decision ..................................................... 27 30 31 39 39 41 43 49 55 63 64 66 67 68 80 82 � � � 1 1. � � � � ' � � !J � INTRODUCTION AYD MILL ROAD SCOPING DOCUMENT �5 Ayd Mill Road is located in the southwestern portion of the City of St. Paul and runs in a northwesterly direction from I-35E near Jefferson Avenue to the intersection of Selby Avenue and Pascal Street (see Figure 1). At present there are no direct connections between Ayd Mill Road and I-35E on the south or I-94 on the north. Ayd Mill Road was constructed as the Short Line Road between 1962 and 1966 by the City of St. Paul. It was built to provide a convenient link between I-94 and I-35E and to keep traffic in the adjacent neighborhoods to a minimum. The St. Paul City Council renamed the road in 1987 to honor the Ayd family and its descendants. HISTORY OF AYD MILL ROAD In 1860, a mill house and the first (and only) grist miii in Reserve Township were built by John Ayd in what is now the I-35E highway corridor. In 1878, the mill property was sold at a mortgage foreciosure sale to James J. Hili's Short Line Railroad, which then laid tracks up the ravine, following the gradual grade of the old mill stream bed. Because the railroad cut off the water suppiy and the miii's source of power, the mill property was sold in 1883 and, Ridgewood Lookout Park was built, on the hill crest north of the mill. The property was divided into building lots in 1887, and a railroad station called Ridgewood Park was built at the foot of Benhill Road where Victoria Street crosses the railroad tracks. The Ayd Mill was torn down sometime between 1889 and 1892. The Ridgewood Park Railroad Station was abandoned in 1910. The mill house and adjacent barn were torn down in 1966 for the construction of I-35E. A direct connection between I-35E and the south end of Ayd Mili Road was considered , in the I-35E Environmental Impact Statement (EIS) in the eariy 1980s, but this decision was postponed by resolution of the St. Paul City Council until I-35E had been � constructed and a connection to 1-94 on the north had been studied. An Ayd Mill Road Task Force, comprised of neighborhood representatives, was created in 1987 to assist city staff in studying traffic and traffic-related issues in the corridor related to Ayd Mill 1 Road. The result of this effort, "Ayd Mili Road Study: Phase I Report," was completed in 1988. Both the Task Force and the City of St. Paul Planning Commission concluded that issues in the Ayd Mill Road corridor were serious enough to warrant further study � in an Environmentai Impact Statement (EIS). The City Council concurred with the Task Force and the Planning Commission in 1989 that an EIS needed to be done. In 1993, the City secured funding to begin preparation of the EIS. � 1 , (Draft for review 1/11/95) _��-�� '-��-= = _ L� '^� ' _ v- i ��, ; . L= � -1 _� � �-.�- . �„ ; ; ; _ - ^ �= _ = r,;' - Z � � �; �n p � � ��,r a . I� „!� �; �� Z z �� z �T� , , _, � ' � -L z O `� C.) x T� � � f' 'y rJ p �I� ; '; � � V =:-� _� U F-� ��tl^ �_i �i •--- F i - �:�I �� O ;�% � J� 7 F � �, W � ��, � f`,��C d .,,� � ;�.! '� �� ; � ' I L' � � _ _- ,—,, , �!" " �_ - N m U m � 'o Z a ` w � �7 w � J - ' -; r- ,�� i i , - %; ��-J._.�- �'�°_ _ - -- T : ----�-�sµ,- —'— :'!—'�"f�',� � q 5 -qq � � -- �- : �, � �- - ��: �� 1 r � '��n i � I �„ . ,: � _ � , �� r�r j r� � . .��`". \ \ ^. . � � �� '� � y( � �i m g r' � ��--- W W ---' a ��'�- ', � �'' �` j i � � J �:_ �, -�i _ z . -- ^ �� `--' -- ; - � ; ^— � a r '—_��'��_'��-� i —.�' r / �y _ � 4 � V -.� � ^- l ` f �-� ❑ �:;- � � � r r"' � ^ �, ' . � � V O ' � _ � �%` i � r-; =-sw+ei�e=- _ =, . 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L _ J'-_ r! -_;^—^_1��-,�1�,� -.r-r"�-ir' - Q i �`� �� r,� w ,--�—�� uu , ; , ; � ;_ J ; ; . --`--"— i�,il' �, �r �f ir-;; - - --';-�r�^—`�f �' ; i' '' l` : � II i l ,. ;' II _ ' ° i ' _.�`_iiL.�_�v'rG-- � � � �� I I i � � � � � � � � � � '�! '� I'` II �� , il i i ',fJ . .,, : � -- �� L t� ._.: t_. ,-t ._ .� `. - ' -� �` f' �_'_ f6 st � d' � �� f _ � I 1 � �; �, .-- J y � J � "O ' � � � ! .� - �� ` _ - � :N � � a iA a� � T'"�'� r— J.^: -- o � � � � i �. = �� _ m p C O y �i � ; ; � '� - ^�._.� , � � � � O ,� r`� ^ �� i U _ , f' � 1✓ t fQ � � � C — ^�� i W � � c 'o N �'�� vOR,a a < d Q tj Q W '� ----`�%��. � ��,/ ^ u`i O � - -- -- - - - - — � � � � � � G � GL O u � � � W � x W Q Q � O � Lid Z 0 d' � � � � � � � W J m � H � � U� � � 1 � , � � � ' ' ' ' � � , a�-q� PURPOSE OF SCOPING DOCUMENT This Scoping Document and the Environmental Impact Statement which follows are being prepared subject to Minnesota Rules 4410.2000 Subpart 3 B. The Minnesota Environmental Quality Board (MEQB) approved the format of this Scoping Document as an alternative to the standard Scoping EAW on October 4, 1994. A 30-day comment period wili begin when the availability notice for the Scoping Document is published in the EQB Monitor. The Scoping Document will be circulated to the required MEQB distribution list and, will be made available to the public for review and comment. A Scoping Public Meeting will be held during the comment period. The purpose of a Scoping Document is to provide documentation on the need for the proposed project, describe the alternatives considered, and identify the potential for significant social, economic and environmental impacts if the project is constructed. The Scoping Document is used to reduce the scope and size of an EIS by selecting a reasonable range of alternatives for detailed study and by identifying those issues that require detailed study. The Scoping Document also identifies the permits for which detailed information will need to be developed prior to construction of the project. The Scoping Document and a Draft Scoping Decision Document are being distributed prior to the Scoping Public Meeting so that comments on the project issues and alternatives can be received and used to make a final Scoping Decision. A final scoping decision will be made by the St. Paul City Council after the Scoping Public Meeting and the required 30-day comment period. PROJECT DESCRIPTION Existing Ayd Mill Road runs within the Short Line Railroad corridor in a northwesterly direction from where I-35E crosses Jefferson Avenue to the intersection of Selby Avenue and North Pascal Street. At present, there are no direct connections (interchanges) between Ayd Mill Road and I-35E on the south or I-94 on the north. Currently, Ayd Mill Road is a limited-access divided roadway that carries two lanes of ' traffic in each direction. It is approximately 1.6 miles long, and has two-lanes in each direction with a width of 24 to 26 feet. Ayd Mill Road is accessible at Selby, Pascal, Ashland/Hamline, Grand, St. Clair, and Jefferson. Ayd Mill Road has a posted speed ' limit of 45 mph and is not a designated truck route. It is currently classified as a minor arterial in the city's street functional classification system. l� � L. J Aiternatives under consideration range from removing Ayd Mill Road and replacing it with a linear park to reconstruction of Ayd Mill Road as a limited access freeway connecting I-35E to I-94. All Ayd Mill Road Build alternatives wouid follow the existing alignment between Jefferson and Selby. Five possible alignments for the northern extension to I-94 were considered: (1) along the Soo Line railroad tracks connecting to I-94 at Fairview; (2) along Pascal, (3) across Selby just east of the Selby Bridge over 3 ' (Draft for review 1/11/95) q5 -qq the railroad and connecting to i-94 at Pascal (hybrid alignment); (4) along the Soo Line railroad spur straight north to I-94, and (5) along Hamline (see Figure 1). Most alternatives include a direct connection to I-35E on the south and a direct or indirect connection to I-94 on the north. The Hamline connection and the Hamline and Pascal extensions shown in Figure 1 were evaluated during the scoping process and determined not to be feasible options. Therefore, it is recommended that no further study of these alignments be done in the Draft EIS. PROJECT LOCATION The proposed project is located in the western portion of St. Paul between the Mississippi River and downtown St. Paul. The primary study area is bounded on the north by University Avenue, on the east by Victoria Street, on the south by Randoiph Avenue, and on the west by Fairview Avenue (south of Grand Avenue) and Cretin Avenue (north of Grand Avenue). Figure 1 illustrates the primary study area. Ayd Miil Road is located in a natural ravine that runs in a northwesteriy direction from where I-35E crosses Jefferson Avenue to the intersection of Selby Avenue and Pasca� Street. The Soo Line Railroad is located in the same ravine adjacent to Ayd Mill Road on the east and north side of the road. The railroad continues northwesteriy and crosses I-94 near Fairview. The project is located in a fully developed area of St. Paul characterized primarily by low-density housing ranging in age from 50 to 100 years old. Some higher-density housing is located along the more heavily traveled streets. Commercial development is located in the Snelling/Seiby area, along Snelling north of Selby, along University north of I-94 and along Grand Avenue. Industrial development is concentrated in the area north of Ayd Mill Road, east of Pascal and west of Hamline. There are two colleges located in the project area, Macalester College at Snelling and Grand, and Concordia Coilege at Hamline and Marshall (see Figure 2). AYD MILL ROAD TASK FORCE - SCOPING PROCESS The purpose of the scoping process is to evaluate a full range of alternatives; select those alternatives that should be studied in detail in the Draft EIS; and identify social, economic and environmental issues that are significant enough to require detailed study in the Draft EIS. In order to accomplish this, the City of St. Paul appointed a citzens advisory task force to work with City staff and the consultants. The Ayd Mill Road Task Force consists of 29 members representing affected neighborhood organizations, business groups, and other organizations and agencies with an interest in the project (see Appendix A for task force roster). The study process used to identify and evaluate alternatives is 4 (Draft for review 1111l95) , 1 i _� , � �'' � , m �.a , , -. ' ' � ' , � �' t i � ' � , _ ' ,r` ' �. 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E.._ , " � t E �� '::. ��J _i i..i ._� .__ _ _ . ._ 3 � �� . � � ��AW3.- � , ;�. ' � ' ' ;' ' /�..�r;'�� __� ' I � i , 1 , . ......: ....� ��. _. . r^ -'""'._- "� ; � . r: . � r t : l� ,� E � � �&N � �; �: � ._. ' i! 1I : E '�� `�. " � a; ;.�. . . _ � � �� .": _ _" < ' � : - " _" � . ��,� --� - _ - ? .^. � . h � _ . Y i � __ __ _ -.-= __'. {A =.� ;C�R1F �_'--� ___.�:� T � � '" ""' _ � �.� ___, /� �._ ..,. _ "..�_ , E W_. // _�i �: � . /� ., ��""_.'J,- _._ _._..� " , �i /. �� i ,- _.__ N � 0 C � Z - W � W J v ° c � m Q �� N � � ` � m � Q a � `� � � s O D N � N U � 2 d d , � � :a � ' 'y u'_ . ,, f; -•,• g �r ,� �� ^ � . � a � Q � w O u N � � Q J Z � � Q W � Q V W � C r �� V J q5 -Qq illustrated in Figure 3. The Task Force met at least monthly during the scoping process. Task Force members and City staff also met with District Councils and other organizations represented on the Task Force to share information on the project and gain broad public input. The Ayd Mill Road Task Force identified 10 alternatives and numerous sub-alternatives for consideration in the Ayd Mill Road Scoping Study. In addition, the Task Force agreed on several project objectives which were used to evaluate the scoping alternatives. A Design Subcommittee was formed to review design concepts, and a Forecasting Subcommittee was formed to review travel forecasts. The evaluation of alternatives for scoping was compieted in two phases: (1) an initial investigation was undertaken to determine the constructability of the Build alternatives; and (2) the remaining alternatives and sub-alternatives were evaluated based on the project objectives. Chapter 3 of this document contains a more detailed description of alternatives and the screening process used to evaluate and select alternatives for detailed study in the Draft EIS is discussed in Chapters 4 and 5. The Task Force selected a recommended range of alternatives for detailed study in meetings on November 21, 1994 and December 19, 1994. The Scoping Document and task force recommendations were forwarded to the City Planning Commission for review on January 9, 1995. The Planning Commission recommended approval for purposes of public comment and to the City Council on January 27, 1995. On February 1, 1995, the City Council approved the Scoping Document and authorized its release for public comment. PROJECT SCHEDULE Following is a tentative schedule for compietion of the Ayd Mill Road Environmental Review Process: February 13, 1995 Release of Scoping Document/Draft Scoping Decision Document for public comment; beginning the 30-day comment period. March 2, 1995 March 15, 1995 April, 1995 May, 1995 November, 1996 Public Scoping Meeting. Scoping comment period ends. City Council adopts Final Scoping Decision; Final Scoping Decision Document distributed. Publication of EIS preparation notice. Release of Draft EIS for public comment; start of Draft EIS comment period. 6 (Draft for review 1/11/95) , ' ' , ' � , ' ' ' , � � , ' ' ' ' ' .o � �c c �7 C � � � � � QS'a- V� � va E'�-- � o o� L � � � � � L � � � tr O �- "�' �� G �� J O t � Q GY. lL7 Cfl („) Q • ♦ • • � � � �c�,� a��- �.� ,.., �° .q', c� �� a � � N � `,+_-� U .'7 ...+ � •-. U " � �-� d � �:.a' �, E ;-. � "a eu c��v ay�,arc 'a U �� oW� � � �' _ � = Zi= =•- � � OQ�>. �� U�a� QoEc� u' > in �J �� C N Q w y N � � C N Y � 1-�i O V > � ��.� V �Q L y � � � y �� .1.� _ m O Q. u_ cn [.I.J Z—�� omQ �w� W J � J h Q w � c �„ o�a� � �«. a. > v _ `�. � �._ � � �� E � a�c��? �U�Q � � > � •Y � C � �� L � - � .�.i Q Q � � L N � 0 N � ? � �� c Q,.iLL� Q L.L Q � �Nn�o� ca .- "' �- a,�-�� .�?u,m a � �' `��" Z - u > � � an �F`'� QY � �m�� G � O � � c.c_ �� cn � m F z v � � V O � � � ¢��z � Q � � � Q V � F OC� Q U JO � U� �� Q Q Q � i— ^ =-1 V J q December, 1996 December, 1996 February, 1997 December, 1997 January,1998 January, 1998 Public Hearing on Draft EIS. Draft EIS comment period ends. Selection of Preferred Alternative by St. Paul City Councii. Release of Final EIS; start of Final EIS comment period. Final EIS comment period ends. City Council determines adequacy of the Final EIS. RESPONSIBLE GOVERNMENTAL UNIT The City of St. Paul Department of Public Works, is the designated Responsible Governmental Unit (RGU) for the purposes of this Scoping Document and for the Environmental Impact Statement. The contact person for the RGU is: Contact Person: Michael C. Klassen Title: Project Manager - Ayd Mill Road Agency: Department of Public Works City of St. Paul Address: 800 City Hall Annex 25 West 4th Street St. Paul, MN 55101 Phone: (612) 266-6209 FAX (612) 298-4559 8 (Draft for review 1/11/95) � � 2. ' ' ' PURPOSE AND NEED FOR PROJECT a5-�q This section of the Scoping Document describes the purpose and need for improvements to Ayd Mill Road, and the issues and concerns of the City, businesses and residents of this area of St. Paul. In one of its early meetings, the Ayd Mill Road Task Force identified a number of issues and concerns related to the proposed project. These issues and concerns were grouped into eight categories: • Traffic capacity, flow and forecasts , • Safety and personal security • Regional, neighborhood and property access . Accommodation of alternative transportation modes , • Open space impacts and aesthetic design • Natural environmental impacts ' . Economic impacts • Project cost effectiveness ' TRAFFIC CONGESTION , The primary purpose of the Ayd Mill Road project is to reduce vehicular congestion and pedestrian safety problems throughout the southwestern portion of St. Paul. The area of concern includes roughly that part of St. Paul south of University Avenue, north of 1 1-35E west of Victoria Avenue, and east of Fairview Avenue. Traffic congestion is particularly severe on Sneiling Avenue and Lexington Parkway, which both parallel Ayd Mill Road. Ayd Mill Road currently has excess capacity and has the potential to divert � some trips from these congested north-south city streets. In 1990, between Marshall and I-94, Sneiling had an average daily traffic (ADT) volume of 48,500 and Lexington , had an ADT of 31,450 compared to a maximum ADT of 11,850 on Ayd Mill Road. By reducing traffic on Snelling and Lexington, air quality may be improved at "hot spoY' intersections and the potential for pedestrian/automobile conflicts can be reduced. � ' ' ' ' Traffic congestion at the south end of Ayd Mill Road is also a major concern. Most of the traffic from the southern terminus of Ayd Mill Road seeking access to I-35E follows a route of Jefferson to Lexington to Randolph to I-35E. Traffic volumes in this area have increased dramatically in recent years, with the intersections of Lexington/Randoiph and Lexington/Jefferson experiencing serious congestion problems. The LexingtonlRandolph intersection has a level of service E and accident rates of 1.93 to 2.73, two to three times the generally acceptable rate of 1.00. Residents on or near south Lexington have expressed support for the direct connection of Ayd Mill Road to I-35E to alleviate the congestion on Lexington. 9 ' (Draft for review 1/11/95) � �t At the northern terminus of Ayd Mill Road, residents have expressed concern about the possible effects of a direct Ayd Mill Road/I-35E connection on traffic volumes in their neighborhoods, as well as the impact on overail neighborhood liveability and character if no connection is made on the north end. The accommodation of truck traffic is also a probiem in the project area. Within the project area, north/south truck traffic is restricted to Snelling, and east/west truck traffic is restricted to I-94 and University Avenue. Trucks are not allowed on Ayd Mill Road, Lexington Parkway and I-35E. SAFETY AND PERSONAL SECURITY Concerns have been raised about the speed of traffic both on Ayd Mill Road and on neighborhood streets, as weii as the lack of enforcement of posted speed limits. Congestion at intersections such as Lexington and Randolph has resulted in unacceptable accident rates. On Ayd Mill Road, the condition of the roadbed, lack of shoulders and cross over accesses also have safety implications. The surrounding neighborhoods have questioned the possible impact of increased traffic on crime and driving while intoxicated (DWI) accidents. More tra�c on local streets may also increase the potential for accidents involving pedestrians and bicycles. REGIONAL, NEIGHBORHOOD AND PROPERTY ACCESS Ayd Mili Road was originally planned as a direct connection between I-35E and I-94 to keep regionai or "through" trips off local neighborhood streets. The lack of direct connections on both the north and south ends of Ayd Mill Road has limited its attractiveness as a regional route. All trips using Ayd Mili Road today must use local streets on both the north end and the south end. The streets most affected on the north end are Snelling, Selby and Hamline. The streets most affected on the south end are Lexington, Jefferson and Randolph. Bridges across Ayd Mill Road and the Short Line Railroad provide neighborhood connections across the natural ravine. Access between neighborhoods north of Selby is also limited by the railroads. Property access from busy neighborhood streets such as Lexington and Snelling, is hampered by the high levels of congestion on these streets. 10 (Draft for review 1/11/95) , � ' L1 ' q 5 - ��l ACCOMMODATION OF ALTERNATIVE TRANSPORTATION MODES The project area has a lack of bikeway facilities for both recreational use and commuting. There is an existing on-street bikeway along Summit Avenue and an off- street trail along I-35E in the southeast corner of the project area. On-street bikeway signing is pianned for Marshali and Jefferson. Ail of these facilities run in an easUwest direction; there are no northlsouth connecting links. A bikeway along Ayd Mill Road could serve this function. Pedestrian facilities are limited to sidewaiks along neighborhood streets and the off- ' street trail along I-35E in the southeast corner of the project area. There is a need for off-street pedestrian trails in the project area. , Transit services and high occupancy vehicie (HOV) facilities are limited in the project area. Transit services focus on connecting the area to downtown St. Paul, providing good east/west service. There is no north/south transit service provided east of ' Snelling within the project area. There are currently no HOV facilities serving the project area, except an HOV bypass on the westbound ramp to I-94 at Snelling. l_J , � ' Ci ' � I! L I! OPEN SPACE AND PARKS There is a lack of open space and park facilities in parts of the project area. The existing parks are small areas with facilities and services limited by space. The open space/park located at Hamline and Ashland is bisected by the access ramp between Hamline and Ayd Mill Road making it nearly impossible to develop any recreational facilities on the site. Preservation of existing open space and parks is very important to the neighborhoods in the project area. ENVIRONMENTALIMPACTS Residents along Lexington and Snelling are concerned about noise levels caused by increasing traffic on these streets. The intersections at Snelling and Marshall, Snelling and University, and Lexington and University have also been identified as potential probiem areas for air quality. There are also problems with runoff and drainage related specifically to Ayd Mill Road. Ayd Mill Road was constructed in a ravine with steep side slopes at a time when requirements for treating drainage and runoff were less restrictive than today. Other problems related to the slopes, such as vibration, have also been a concern in recent years since the construction of high-density housing adjacent to Ayd Mill Road between St. Clair and Jefferson (Wilder complex). 11 ' (Draft for review 1/11/95) � �� PROJECT OBJECTIVES The following project objectives were developed and adopted by the Ayd Mill Road Task Force on March 21, 1994. During both the scoping process and the development of the Environmental Impact Statement, these objectives will be used to evaluate alternatives and assess their potential for significant social, economic and environmental impacts. Transportation Objectives 1. 2. 3. 4. 5. 6. 7. Minimize congestion and provide convenient, safe and efficient movement of traffic throughout the study area. Minimize the impacts of traffic on residential areas. Provide direct, convenient access to area businesses, pubiic buildings and educational facilities. Encourage the use of alternative modes of transportation (transit, bicycle, pedestrian) within and through the area. Improve safety for all modes of transportation. Correct geometric, structural and pavement deficiencies in the existing transportation facilities. Provide capacity and flexibility to meet future transportation needs. Envi ronmental Ob jectives 1. 2. 3. 4. 5. 6. Reduce air poilution. Reduce energy consumption. Minimize noise impacts. Minimize impacts on hisforic, archaeofogical and cultural resources. Minimize vibration impacts on adjacent buildings. Correct drainage problems including erosion of slopes. 12 (Draft for review 1/11/95) � �� Land Use, Open Space and Aesthetic Objectives 1. Complement existing comprehensive/land use plans the Metropolitan Council Regional Blueprint, St. Paul Plan, Neighborhood Plans, Smali Area Plans). 2. Minimize right-of-way acquisition and relocation of residences and businesses. 3. Maximize recreational opportunities and open space in the study area. 4. Enhance bicycle and pedestrian facilities and bicycle/pedestrian access to recreational facilities. 5. Enhance the aesthetic quality of transportation facilities in the study area. Economic and Cost Effectiveness Objectives 1. Minimize impact on local tax base (commercial and residential). 2. Support economic development plans (small area plans, etc.). 3. Enhance the economic viability of neighborhood commercial districts (Snelling, Selby, etc.). 4. Enhance the economic viability of residential neighborhoods. 5. Develop roadway designs that are cost effective and within the limits of financial resources. 6. Develop roadway designs that have reasonable operation and maintenance costs. 13 (Draft for review 1/11/95) � � �,\ �� (,\: ,� �� '�� :� �'�r s�� \\ � �_ �� °°s h d �� ' � e > 3 \�.�C, ;.. � �.��: - �5-qq �� J � �i - ^i Z 0 � U _ Z Z T � z - < 3� � I. Z . - 3 .r } o < _ � � ti W — L7 — M — � � i � N � W � � Q Z � W � J Q w � cn ' � � � � � 1� 1 ' Transit: � , � LJ lI ' � ' ' l] u �� ' ' � J -�q • Transit service would be expanded within the study area. The TSMlTDM alternative would assume construction of LRT within the I-94 corridor and a feeder bus system servicing the Ayd Mill Road study area and travelshed. Transit improvements would be consistent with regional policies. • Construction of more park-and-ride lots within the Ayd Mill Road travelshed. HOV and Transit Incentives and Marketing: • Targeted marketing for transit, HOV, flextime, telecommuting, etc., to businesses and residents within the Ayd Mill Road study area and travelshed. • Implementation of incentive pians for transit, HOV, flextime, telecommuting, etc. HOV Facilities: • The existing ramps between Ayd Mill Road and I-35E would be reopened for HOV traffic only. • Ramps from Randolph to I-35E and from Snelling and Lexington to I-94 would be metered with HOV bypass lanes. • Implementation of planned regional HOV facilities. Traffic Management: • A coordinated signal system with bus preference would be imp�emented throughout the study area. • Traii blazing (directional signing) for regional traffic and truck traffic would be implemented, including improved signing for the I-35E/I-94 indirect connections downtown and signing to direct through traffic from I-35E to I-494 and Highway 52/Lafayette Bridge (Highway 52). • Where feasible, use of toll road and congestion pricing strategies consistent with regional policies. • Implementation of Intelligent Transportation Systems (ITS) strategies on the regional system consistent with regional policies. 17 � (Draft for review 1/11/95) �� q Parking: • Parking on collector and arterial streets within the study area would be restricted during peak hours. • Continuation of existing HOV parking subsidies in downtown St. Paul and downtown Minneapolis. Any of the TSM/TDM strategies, including toll roads, may be incorporated into all other appropriate alternatives. Ail alternatives assume no increases above inflation in gas or parking prices and no significant changes in suburban land use ordinances. ALTERNATIVE 4- REPLACE AYD MILL ROAD WITH LINEAR PARK This alternative would reuse the existing Ayd Miii Road corridor as a linear park as shown in Figure 5. The linear park would include separate bicycling and walking trails, additional landscaping, and possibly picnicking and gardening areas. The primary recreational uses of the corridor would be biking, walking, in-line skating and access to locaf destinations. Secondary uses would be cross-country skiing and bike commuting. The narrow width of the corridor would prevent development of other types of park uses, except one small area which would be suitable for a playing field or a chiidren's play area. Continuous fencing would separate the park from the existing railroad. Existing cross-street bridges would be retained. Pedestrian/bicycle access wouid be provided at Selby, Hamline, Summit, Grand, St. Clair, and Jefferson. Parking and vehicle access could be provided at Hamline/Ashland, Grand, St. Clair and Jefferson. ALTERNATIVE 5- REPLACE AYD MILL WITH RESIDENTIAL DEVELOPMENT An investigation was conducted to determine the potentiai for use of the existing Ayd Mill Road corridor as residential property rather than as a roadway (see Figure 6). This investigation determined that the roadway would need to be retained as a two-lane street to provide access to any proposed parcels due to the topography of the corridor. With retention of both the existing railroad and a two-lane city street, most parcels would not be suitable for residential development due to size or topographic constraints. In addition, the location in close proximity to an active railroad reduces the marketability of the land. The cross-street bridges would be retained in this alternative. 18 (Draft for review 1/11/95) � � ' ' � , � ' ' i ' ' ' ' ' ' , � ' 0 M in � � Q G � J � 0 } Q � Z X W � � '� � � � a .� � m ..+ w 0 � � � oFi � p � � � � � d � � � a � � � � � � � � � � q� �, ��_ 3 � _ � v � � c i ` � � � �J � i a � � w � �a � � � � � � p � � 6 �l J U � ^ o ^ '� -� � � ' � � � � = U � V ^ ¢ z z O � J � +ci z � � :� � �� i W `-�- I � F' � O I � U Q � Z a � � � W �° J � � Q Q c� � od � � � C � � � � b � .� L �` C�' G O � a N ¢ � Y � O C 0 h > O m a � � U U � O / V J i �� =__�- - --.. -- _ _� _ -_--�,,;,,,,.. --� � --� �-�' �--,._� �i; �� . , „ ,� : , ---- - � ar� _�� - � " �`J� i[�X�r6� � � t�j+�� ` �- -' - .. _ - _ _ _ _. _ - _ - _ ^ _ _ -' ,M{�Tp�y � ,_. ._ ��1 �'\ ` _ � - �_ - i , . -�^.-. � --� 1 ' _._ _ _ .__ -_ n - _ � �� _ " ` �, \f`^ � . � z x � � � v d < w %� 3 "y+ O ro c7 � y [ � 7 � 0 � rq b i � � , � � I _N�� _ _. _�_�Lnl— - � r� � -.Y"`��'aTb�L J -" - r� r- - —� I i � ��; '_ "- MW - ` - - � - . _ •• ,- � �1LPP �— - i �!' � � _ _ - � � '�. �� ' °- __ °r - - `.�. `. a � � _ . .: � �J-_,,.,tnu1�C ,`' ' _ � I - - -, � ---- , � -��_ �,�� U - -- �/ � , r._ o w . . , i --' ' , ` 6 - - � - `�!� ^ � --- 6WlBIGAT��'� --- � .p ��-� y-_ �� ` __ U _ ___ _' �- ^- � - _ . .� � -� S i� � ❑ � - ��— � -- f --- � - _ '__ . -' ' H.q{dk}P� � � � - - � _' 4-,� � � !'q � _ _ - -_ _ -_ .qL�E-�RT� r- - _ - -, - -�_.- � �-��`�� i �r' _— — 4� _ :tE _._ —_ — __ _ � �.�.—.� —� _--� _� kE---=[F —_ —,-._ , �-=— — i� � ^ _ h __ ^ _ ;,` �—' �.,. —. ` — �}cf�, = .—� — �r -�;,=-�-_ ��-_._.�J'�— �._-_— _:�_ - -��' ::1��' J �=� -�l:!' , r+ - —. I �V( F i�_ � -�i___ , , i _� ii;; =-- . —_—�ib.. - .� � i - % '.,�` --_ %<'` ,� f `, .- � i ;'�, `', � �r--^ �� `� !< �/,� —, � / `� � — ` , , ,' � , , ��ii L _ �L_�� r+ � ---) r — �� +� �� ,, r' �. . � ----�� S_�Wt� - �- , , -. - 0 .-, � , = �' �q� .— ,— ="�'� _� m � � � _ ^ ' �� ' ; � I i C p - � i �� , ., ,T� - i r -, � m �� -- �r�.� -- �� I 7 ! :�.' ;�� ' i� � I !-� _ ; �,'��INE � =-• �I' ^ _r � i \�_ � + f ' ^ - _ � ,t � � �-��==�'lb�_.__...� �:—^' �F�,-.Lti-, � r— � ��_ t �CiEE� ' , � ' . � � — . . �� _ i � V� „ �� I ;i I �� 10�6 �' -�M� � � -- �- -- - -- � - �-�'-°��°y� , r--.-r;- , _.� , -, -- _---_-�--_ � � _:�� ;� ---._— � �'� � ; . j �, i� ^ ! — ��-' �----'—"„ �� r- r � — r r- � F '� ,�Fhd& -� '1 -� � ^ ri .� �-- —• -- I �i_i�.—.�,�1� � � .� �I � �' �^� ��—n;� ' �_L� 'iJi ��il� �� -��;�� -� � �� r , ��' � J , ! G ' � � � 4 � � �� l_. __ � � � ^ __J :� .-.( i t_ ,-i ��: � � � C__ "� �-'. �-1 , i i � . � �' f . � '—' _ � � (, 1 i; � � .�� iI � � � I , + i;�' s i � �� I" i �'^ ' ��'�^; _�ui— y II I� � � W � i .' '_� � 1 U � � � ��—�� -�rt� �� r � 7 '�i`jQ� '� I �'�' _ N RS � (� i m � �; ' -�, �I ' ,� \ .�- � m �� r � � \ �\ � � W Q '6 �� i � 1`� � , k\a �� ' a c % ! �' � !' '4 C � i� aS � w - `. � . � � � �-» ir t'�� j m ` NOiYT� ° C _ -_ ,� � r . --�.�ji , � --� 0 N � f6 U � %' / � _ _� � �--" _—"�. z o a a � � �'�� l ��'`�� J _ - --- __ — _ � • I � i ;,' `� � - „ � � i � � �c O r c.. V 0 � Z I.Li a O w � W � Q � Z L6t Q u� � � � Q Z � Lt� J Q � U� �� J r� � �', � � �� l�J � L� C� ' C ' �', � �5.� ALTERNATIVE 6- TWO-LANE CIN STREET in this alternative, existing Ayd Mill Road would be reconstructed as a two-lane city street (one lane in each direction) with a landscaped median, and extended to I-94 via either Pascal or Hamline. On-street bike lanes and an off-road pedestrian/bicycle trail would also be provided. The proposed typical cross-section for these alternatives is shown in Figure 7. The posted speed limit would be 35 mph, and intersection controls (stop signs or traffic signals) would be provided at access points. Under this alternative, the existing ramps at Jefferson would be removed, and access to Hamline would be provided onfy on the east side of Ayd Mili Road. On the south, this aiternative includes the option of connecting or not connecting Ayd Mill Road directly to i-35E. Ayd Miil Road would not be directly connected to I-94 on the north. Four sub- aiternative alignments were identified for the extension of this alternative to I-94: . E�ension along Pascal • Extension along Hybrid Route (Combination of Pascal and railroad spur alignment) • Extension along Hamline • One-way pair (using Pascal southbound and the raiiroad spur northbound) ALTERNATIVE 7- FOUR-LANE EXPRESSWAY WITH INDIRECT CONNECTION TO I-94 ln this afternative, Ayd Mill Road would be reconstructed as a four-lane expressway with a posted speed limit of 40 mph. The cross-section would include two lanes in each direction, a landscaped median where possible, on-street bike lanes, and an off-road pedestrian/bicycle trail (see Figure 7). A direct connection would be provided between I-35E and Ayd Mill Road at the south end of the corridor. Ayd Mill Road would connect to the existing frontage roads at 1-94 which then provide access to and from I-94 via existing interchanges at Sneiling, Hamline and �exington or with a spiit diamond interchange design concept (see Figure 8). All existing local access points would be retained. In most cases, these access points would be controiled by stop signs or traffic signals. Four extension alignments were identified for consideration in the scoping process: • E�ension along Pascal • Extension along Hybrid Route (Combination of Pascal and railroad spur alignment) • Extension along Hamline • E�ension along Railroad spur In addition, a one-way pair (using Pascal southbound and the railroad spur alignment northbound) with two lanes in each direction was evaluated. 21 � (Draft for review 1/11/95) rj � � ALTERNATIVE 8- EXPRESSWAY WITH DIRECT CONNECTION AT I-94 In this alternative, Ayd Mill Road would be reconstructed as a four-lane expressway with a posted speed of 45 mph. The cross-section for this alternative (see Figure 7) is very similar to Alternative 7 except that the lanes are slightly wider to safely accommodate the higher speed. The cross-section would include two lanes in each direction, a landscaped median where possible, on-street bike lanes, and an off-road pedestrian/bicycle traii. A direct connection would be provided between I-35E and Ayd Mill Road at the south end of the corridor and between I-94 and Ayd Mill Road on the north end. Ail existing local access points would be retained. In most cases, these access points would be controlled by stop signs or tra�c signals. The following extension alignments and interchange design concepts (see Figures 8 and 9) were identified for consideration in the scoping process: • Extension along the railroad with freeway-to-freeway interchange at I-94 to/from the west at Fairview. • Extension along Pascal with diamond or freeway-to-freeway interchange at I-94. . 6ctension along Hybrid Alignment with diamond or freeway-to-freeway interchange at I-94. • Extension along Railroad Spur with diamond or freeway-to-freeway interchange at I-94. . Extension along Hamline with diamond or freeway-to-freeway interchange at I-94 ALTERNATIVE 9- LIMITED ACCESS FREEWAY In this alternative, Ayd Mill Road would be reconstructed as a limited access freeway with two lanes in each direction and grade-separated interchanges at ail access points. The posted speed limit would be 45 mph. The cross-section for this alternative is shown in Figure 7 and would include two lanes in each direction, a concrete barrier median, and an off-road pedestrian/bicycle trail separated from the roadway by a concrete barrier. A direct connection would be provided between I-35E and Ayd Miil Road at the south end of the corridor and between I-94 and Ayd Mill Road on the north end. Grade-separated interchange access would be provided at Selby and Grand only, or at Selby, Grand and St. Clair. Five extension alignments and interchange design concepts (see Figure 9) were identified for consideration in the scoping process. • Extension along the railroad with freeway-to-freeway interchange at I-94 to/from west at Fairview. • Extension along Pascal with freeway-to-freeway interchange at I-94. • Extension along Hybrid Alignment with freeway-to-freeway interchange at I-94. • Extension along Railroad Spur with freeway-to-freeway interchange at I-94. • Extension along Hamline with freeway-to-freeway interchange at I-94. 24 (Draft for review 1/11/95) , , , , 1 1 � � ' , � , � � � 1 � � ' �i5 - qq -- = � � � -;-. . -�i -__� �,._: ;�_---- ' � '-", . 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Q _ ` � - �` ' ' _'- '- _� � � �� . : ; tiy �: � �TY"_fr—r--�� i �y� i ✓ �, �� i i � L Z �, � - r - �1��"�` -W � �j__'6a4191EAF� J � � .�� _.� �� 'G� i:,� � �° . -; � � � � � � � " �_��-:� - � -''- _ -, �i- � i i r r- -- r�an,�- - - � :- , � � -. - � � �,- - � —�--i��;�L�� ,y �^ ,�. r,� � -�-� � i; �' I � ;� ; , � z � � ; , � - � � ^ � � ''' � -:�� !` ' ' �� ,��--- z �' Q � ' ,�r--�r�� - �� - � i�� _ �� 7 j A y f f O ' � � � -I i IY 0��' 'J J J �_ .._ _J � �_ �J :_JJ � I SNELLING � V� �Fi � �T "�; �� r'� � � ji z ,"X Ji��`m�, 1 � �'.!�J�l'��.J� H '�' W I 9 I �'�� ,� �I r j�j -' �; X �' ;��r� � `�'.�LI� _If w , —, __� f ; ;� ;� i -� n � �-, . a -�!.—, ' �1` � ' ��i��;: �'r�� t ��. � -, U --"—y ��'� ;' � ;! �!�'��i �� ' 1� i ' !I i� I �� J_ : , ' ¢ - ` '..� ___L'°� _ � ��_! �i � r ;nnr— �'+ �r-;-�— � � . , , i � �i i �i � � � ._: i , ��!�� i�� J—..; �"_ j, i � 1 r� i � ' �: I�r ji �� ' i', i I. �� I .' �` �' � �. J C a � oC� �� I�� r=-� � r� �- -,�" � _� �, . , r� ; , ; �O�J�� ;� �u��ji ;, �� , ; �,, ,� �: � ; i' , r-;-� C� � ` � �� ' � f iJ! �! ��i��i�`I�'[�— �L�� '�I�C�CO� ', '� , , �; � �� a � "O � � ! i � � � � i. � .J � •--� -� r-� J I � r � a N o� , i r!��OOC= N _�'_ o� � ¢ o �j ; �}.� `` ! � -�S � ,---- � � � � c '��' � j� p T� � ��, `�_-�f NORTff d Q Q U Q W , _�� N O , ' -- -- _- "-- -- — � ' � � 0 W � a V w a � e � w O V 0 � O � W H X 0 z ¢ � O U ua � v � � � 0 � � J � � � m H � 0 r � ^ V J � z � � O Ca U z � 0 u Q 0 � .� � � �15'�q ALTERNATIVE 10 - HIGH OCCUPANCY VEHICLE (HOV) LANES Finally, several options were identified that would provide preferential treatment for High Occupancy Vehicles (buses, carpools and vanpools) through the provision of exclusive lanes on Ayd Miil Road. These options also assume that direct HOV ramps or HOV bypass lanes would be provided with interchange connections at I-35E on the south and I-94 on the north. The HOV alternatives could be used with any of the sub- alternatives for Alternatives 7, 8 and 9. Three HOV options were identified for consideration in the scoping process. • Four general purpose traffic lanes (two in each direction) south of Selby plus a reversible HOV lane along the entire length of the corridor and extension to I-94. • Convert one Iane in each direction to HOV (diamond lane) and extend oniy the diamond lanes to I-94. • Two-lane roadway for HOVs only extended to I-94. SUMMARY OF ALTERNATIVES AND SUB-ALTERNATIVES Table 1 provides a one-page summary of the above alternatives and sub-alternatives. The evaluation of these alternatives and sub-alternatives based on construction feasibility and the project objectives established by the Task Force is documented in Chapters 4 and 5. 26 (Draft for review 1/11/95) , 1 1 ' ' ' ' � � ' , ' � � ' ' ' � � q5 �q�l ; 0 � :;} ; ww ;ww ;�� LL LL � � � � � i J � � J Q W i� � i � i � � O ~ � Z i r w � a ¢ � i � O , , , ¢ ' Z m � � } � ~ J Z W Z � i }� Z O W i � Z � Q i � � � Ij� Vl Z _ ' i IlJ O i � W i � Z Z i � � ; Z U X X X y > � a z � w � J Q � � H z w � z � J Q Z 0 N Z W H X w � X X X x Xxx , X X � x x � X X I X X x X X X x � r� W Z � Q = i � � � X X X X � X � � O �� _� ¢a ��n � , , , x x x x xxx 0 � m > _ , , , � x x x x xx , J Q U y Q a , , , , X X x x � X � w > � Q LL � � � � � � X X X X X � � Z W H } � N � � X Z W W O X X X � X � � � i ,,, = S Z � � � � � � U Z Q W 2 � K Q W W W j � > Z W m O Q h � O U � a Z a ¢� u�i ~ U � O a 4� O� 0 � W O U � W � °' � z � w � �" O> a� z a w w � w¢ o � �F XO ��x J z � O H � � p r V w z� w o LL < oi U Q c�i c�'i v cd � O � � -�►� 4. CONSTRUCTION FEASIBILITY OF SUB- ALTERNATIVES The evaluation of alternatives for scoping was completed in two phases: First, an initial investigation was undertaken to determine the construction feasibility of the "extension alignmenY' and "interchange connection" sub-alternatives. Second, the remaining alternatives and sub-alternatives were evaluated based on the project objectives. This chapter documents the evaluation of alternatives regarding construction feasibility. Chapter 5 describes the evaluation of alternatives based on the project objectives. The evaluation of construction feasibility focused on three areas with potentially severe engineering or construction constraints: • The EXTENSION of Ayd Mill Road from its existing location north to I-94 (see Figure 9), • The CONNECTION (fhe intercfiange or infersection design) of Ayd Mil( Road at f-94 (see Figure 9), and . The I-35E/I-94 downtown connection. EXTENSION ALTERNATIVES The construction feasibility analysis investigated four sub-alternatives for the e�ension of Ayd Mill Road to I-94: (1) along the railroad tracks to Fairview (Fairview extension), (2) along Pascal (Pascal extension), (3) along the raiiroad spur east of Pascal (Railroad Spur extension), and (4) along Hamline (Hamline extension). In addition, a Hybrid extension was investigated that uses a combination of the railroad spur and Pascal extensions. These extension sub-alternatives are shown in Figure 9. Design concept layouts were prepared for potential problem areas. These concept layouts and related information were reviewed in detail by the Design Subcommittee of the Task Force. The following feasibility criteria were used to evaluate the extension sub-alternatives. 1. Keep critical through-streets open and continuous: o Marshail o Selby o Snelling o Hamline 28 — (Draft for review 1l11/95) � � , 2. i 3. ' , , , 0 � , , , � ' ' , ' , ' Retain or replace access at Selby and/or Marshall Retain new Selby Bridge 4. Retain major community facilities: o Concordia Coliege o Parks, churches, schools, historic structures o NSP substation 5. Impacts to Snelling/Marshall intersection a5'qq An evaluation of the extension alignment sub-alternatives based on the above feasibility criteria is provided in Tabie 2. Extension sub-alternatives were determined to be "feasibie" if all five criteria were met, "not feasible" if one or more of the criteria could not be met, and "questionabie" if all criteria could be met but oniy with significant construction costs or impacts. Following is a brief discussion of the results of this analysis: 1. Fairview Extension - The Fairview extension would not close any critical through-streets and wouid retain the new Selby Bridge. However, access could be provided only to and from the south at Selby. In addition, a second bridge would be required south of the Snelling/Marshall intersection, with significant right-of-way, visual and/or safety impacts. An assessment conducted by the consultant and City staff determined the feasibility of the Fairview extension to be "questionable." 2. Pascal Extension - The Pascal extension is not feasible because it would require removal and reconstruction of the new Selby Bridge. Also, access could be provided only to southbound Ayd Mil{ ftoad at Selby. 3. � Hybrid Extension - This extension alternative meets aii criteria and, therefore, is considered feasible to construct. Railroad Spur Extension - This extension alternative meets all criteria and therefore, is considered feasible to construct. 5. Hamline Extension - The Hamiine extension is not feasible because Hamline would no longer be a through-street. This extension would also have significant impacts on the Concordia College campus. 29 (Draft for review 1/11/95) q� -�� TABLE 2 CONSTRUCTION FEASIBILITY OF EXTENSIONS TO I-94 BASED ON FEASIBILITY CRITERIA Keep Critical Streets Open Retain or Replace Access at Selby and/or Marshall Retain Major Community Facilities Retain Selby Bridge (mpacts to Snelfing/ Marshall Intersection ■ Feasible ❑ Questionable — Not Feasibie Fairview =xtensior ■ ❑ 0 � Pascal Hybrid RR Spur Hamline Extension Extension Extension Extension ■ ■ ■ -- ❑ ■ ■ ■ � ■ ■ ■ ■ ■ ■ ■ ■ (Draft for review 1/11/95) ' � ' �i 5 �Qq Table 3 includes rough cost estimates for construction of the Ayd Mill Road extensions to I-94 which were determined to be feasible or questionable. These cost estimates are for construction of the extensions oniy and do not include the cost of right-of-way acquisition or of the interchange/intersection connections at I-94. , TABLE 3 , GENERAL COST ESTIMATES FOR AYD MILL ROAD EXTENSIONS FROM SELBY TO I-94 ($ MILLIONS)" r r , 1 ' � � � � � � � ' , Freeway Design Expressway Design Fairview Extension $6.4 $6.4 ' Does not include right-of-way or interchange costs. — Not feasible. Pascal Extension I-94 CONNECTION SUB-ALTERNATIVES Hybrid E�ension $16.6 $11.0 RR Spur E�ension $14.4 $ 6.2 Hamline E�ension Four locations were investigated for connecting Ayd Miii Road to I-94 with an interchange or intersection: Fairview, Pascal, the railroad spur east of Pascai, and Hamline (see Figure 9). Four types of interchanges or intersections were considered at each of these locations: freeway-to-freeway interchange, diamond interchange, spiit- diamond interchange, and intersection with the existing frontage road (see Figure 8). Design concept layouts were developed for each of the alternatives, except at-grade intersection connections with the existing frontage road, assuming Mn/DOT reconstruction plans for I-94 includes LRT. These concept drawings were reviewed by the Design Sub-Committee and refined based on sub-committee comments. The following feasibility criteria were used to evaluate the connection or interchange design sub-alternatives. 1. Retain or replace criticai access at I-94: o Snelling o Lexington 2. Retain or replace local street bridges over I-94: o Pascal o Hamline � � Retain continuous I-94 frontage roads Extent of reconstruction at I-94 31 (Draft for review 1/11/95) q5-�q Each interchange option was evaluated based on these four feasibility criteria and general cost of construction. An interchange design sub-alternative was considered "feasible" if it met all criteria, "not feasibie" if one or more criteria couid not be met, and "questionable" if ineeting all of the criteria would result in significant construction costs or impacts. The findings of this evafuafion are summarized befow. 1. Fairview Connection - Due to the angle of approach to I-94, the lack of frontage roads, the location of the railroad and the existing three-level Fairview/railroad/ I-94 crossing, only a freeway-to-freeway connection from northbound Ayd Mill road to westbound I-94 and eastbound I-94 to southbound Ayd Mill Road would be feasible at the Fairview location (see Figure 10). 2. Pascal Connection - The feasibility of a freeway-to-freeway connection from northbound Ayd Mill Road to westbound I-94 and from eastbound I-94 to southbound Ayd Mill Road is questionable due to the extent of reconstruction required at I-94 (see Figure 11). In order to avoid removal of the I-94 frontage roads in the Pascal area and both the Hamline and the Pascal bridges over I-94, the connection from northbound Ayd Mill Road to westbound I-94 would have to go under i-94 (approximately 60-70 feet down). A diamond interchange at the Pascal location is not feasible because it would require removal of the east interchange ramps at Snelling and the west interchange ramps at Lexington. Split diamond and frontage road connections would both be feasible at the Pascal location (see Figure 12). 3. Railroad Spur Connection - The feasibility of a freeway-to-freeway connection from northbound Ayd Mill Road to westbound I-94 and from eastbound I-94 to southbound Ayd Mill Road is questionable due to the extent of reconstruction required at I-94 (see Figure 13). In order to avoid removal of the I-94 frontage roads in the Pascal area and the Pascal bridge over I-94, the connection from northbound Ayd Mill Road to westbound I-94 would have to go under I-94 (approximately 60-70 feet down). A diamond interchange connection at the railroad spur location would not be feasible because it would require removal of both the Pascal and Hamline I-94 bridges. Split diamond and frontage road connections would both be feasible at the railroad spur location (see Figure 14). 4. Hamline Connection - A freeway-to-freeway connection at the Hamline location would not be feasible because it would require removal of the Hamline and Pascal bridges over I-94, and the i-94 frontage roads would no longer be continuous. A diamond interchange connection at the Hamline location would not be feasible because it wouid require removal of the Pascal/1-94 bridge. Spiit diamond and frontage road connections would both be feasible at the Hamline location (see Figure 15). The results of the above evaluation of construction feasibility are summarized in Table 4. 32 (Draft for review 1/11/95) 1 ' , , � , , 1 , 1 , , , , ' ' � ' ' �� . � � e,� � � q�J �� v rn � w � O w O O H N U U � O Z r � � O � w W > � LL a �- z o � � � c� � z �, z z w U O O Q Q � � 6 U W O � a LL � � Q Q Q � W W LL r }� ^ V J FREEWAY TO FREEWAY RAMPS OVER I-94 c � v - N = � � a � � � � � _ No East Ramps at Snelling • No Bridge at Pascal • Concordia removed from Snelling to Hamline • St. Anthony removed from Snelling to Pascal • No Access to or from East I-94 ' , St. Anthony, F-F+ �-9� �_�_ J:_ � W Ayd Mill Road FREEWAY TO FREEWAY RAMPS UNDER I-94 � V N � 1 a. . � ' , � St. Anthony �-H-F- I-9� Concordi� 00 C .� C N LEGEND ��/ - — — — — — Removed Ramp Ramp I-94 Ayd Mitl Connection T.—T-F-rT Track Not to ca e v C � R _ � q� _q� 0 � � .� J � 0 CO C X N J ' , • No Eastbound Ramp at Snell ing • Access to East i-94 from Ayd Mill Road , Possible with ramps to local streets , To Ayd Mill Road CITY OF ST. PAUL SRF FREEWAY TO FREEWAY CONNECTION AT PASCAL AYD MILL ROAD SCOPING DOCUMENT FIGURE 11 vss u �� , , ' r ' ' ' , , � ' , � � ' , � ' , DIAMOND INTERCHANGE ec c y c m � � DIAMOND INTERCHANGE WITH BRIDGED RAMPS � � � � � - N � v d x C � � . LEGEND �/ - — — — — — Removed Ramp Ramp I-94 Ayd Mill Connection J Track Not to ca e W To Ayd Mill Road • No east ramps at Snelling • No Bridge at Hamline • Bridged Ramps with Lexington ��-qq I-94 St. Anthony I--I--I- I-94 -Concordia CITY OF ST. PAUL FIGURE S RF DIAMOND INTERCHANGE AT PASCAL 12 AYD MILL ROAD SCOPING DOCUMENT vss � � � c y J � 0 � � � J I • No east ramps at Snelling �� • No west ramps at Lexington To Ayd Mill Road FREEWAY TO FREEWAY RAMPS OVER I-94 � v � _ � � � � � � Z q5-�q � 0 � C � J ' , , my 9� 'dia ' Ayd Mill Road -..��. ��.�,� , • Concordia removed from Pascal to Hamline • St. Anthony removed from Pascal to Hamlin� • No access to East I-94 from Ayd Mill • No Bridge at Pascal � FREEWAY TO FREEWAY RAMPS UNDER I-94 � � .� C N � U � N T � d y � 0 � C X y J , , St. Anthon� 1--F-F- I-94 Concordi� LEGEND �--F-F-F-i-�- Not to � Removed Ramp Ramp I-94 Ayd Mili Connection Track • Bridged ramp with Snelling • Access to East I-94 from Ayd Mill possib(e with ramps to local streets � To Ayd Mill Road CITY OF ST. PAUL S T�L' FREEWAYTO FREEWAY CONNECTION 1\I' AT RAILROAD SPUR AYD MILL ROAD SCOPING DOCUMENT , , , , � FI ; 13 � „95 � , � � i 1 ' ' 1 � � , ' � , , , ' � � �`, • �� uOk au an Si � � � L � � � o ¢ o� c ��'�I� v � °' � o � .c °° o — _ T � 'x a� b cn � � � t s v � ��°, �3 �3 � � � = cn �, �, � � on�� E E � � � � � � � � � � •� • 3 a� a� m m � � ,� O O � •� Z Z m m m • • • • • w � � � � w � � a � 0 O �" � � a � � Q Q � W z � � o Z O a c�n � U Q U � � Z � 0 Q Z � � Q � !�--' F=1 � DIAMOND INTERCHANGE co c v V C ti � � v c � A _ W To Ayd Mili Road q5-qq 0 co C � J � , St. Anthony • No Bridge at Pascal • Bridged ramps with Snelling • Bridged ramps with Lexington ' ' , , , ' FREEWAY TO FREEWAY RAMPS � � o — m - � . ,� � � � . 2 �' � , r ' , � ' , , ' , � ' , � , ' � , ' TABLE 4 CONSTRUCTION FEASIBILITY OF INTERCHANGE CONNECTIONS TO I-94 BASED ON FEASIBILITY CRITERIA At Fairview At Pascal At RR Snur At Hamline Direct Connection Freeway-to-Freewayinterchange Diamond Interchange Indirect Connection Split Diamond Interchange Frontage Road Connection (no new interchange) ■ Feasible ❑ Questionable -- Not Feasible ■ ❑ ❑ -- � -- ■ ■ � ■ ■ q 5 �qg Rough cost estimates for construction of the Ayd Mill Road/I-94 connections determined to be feasible or questionable are included in Tabie 5. These cost estimates are for construction of the connection only and do not include the cost of right-of-way acquisition or the extension between Ayd Mill Road and I-94. TABLE 5 GENERAL COST ESTIMATES FOR AYD MILL ROAD CONNECTIONS TO I-94 ($ MILLIONS) Direct Connection Freeway-to-Freeway Interchange Diamond Interchange Indirect Connection Split Diamond Interchange Frontage Road Connection * No estimate because -- Not feasible. At Fairview At Pascal At RR Sour At Hamline $3.6 � $16.6 $2.5 $0.6 extension was $16.4 -- $4.0 * $1.6 * ied to be not feasit 39 (Draft for review 1/11/95) ! �� l-35E/l-94 DOWNTOWN CONNECTION An analysis was done to determine if there was a feasible way to construct a direct connection between northbound I-35E and westbound I-94, and between eastbound I-94 and southbound I-35E. Numerous options were investigated before an alternative was found that appears to be constructable. These options are described in Appendix B. The option carried forward for further evaluation was described in Chapter 3. There are still several unresolved issues regarding construction feasibility of this option for an I-35E/I-94 downtown connection. These include construction cost, required design variances from the Federal Flighway Administration (FHWA) and the Minnesota Department of Transportation (MNDOT), and impacts on nearby properties including the Minnesota History Center. These issues are discussed in Appendix B and will be explored in further detail in the Draft EIS. TASK FORCE RECOMMENDATIONS Based on review of design concept drawings, discussion of the information presented in this chapter, and recommendations from the Design Sub-Committee, the Ayd Mill Road Task Force recommended that: 1. Sub-alternatives using the Pascal and Hamline alignment for the expressway and freeway alternatives (Alternatives 7, 8 and 9) be eliminated from further analysis. 2. All interchange connection options identified as not feasible to construct be � eliminated from further analysis. 3. All sub-alternatives considered questionable or feasible be carried forward for further evaluation based on project objectives. Chapter 5 summarizes the next phase of evaluation. Based on the technical analyses and the Task Force recommendation, all altematives shown in Table 6 as questionable or feasible were carried forward for further evaluation based on project objectives. Chapter 5 summarized the next phase of the evaluation. ' , ' ' ' , 40 (Draft for review 1/11/95) � 1 r � , ' , , e 1 � ' ' , � ' ' , � ' TABLE 6 CONSTRUCTION FEASIBILITY OF SUB-ALTERNATIVES ALTERNATIVE 1. No Build 2. I-35E/I-94 Downtown Connection 3. Transportation System Management/Travel Demand Management 4. Linear Park 5. Residentiai Development 6. Two-Lane City Street • Two Lanes • One-way Pair 7. Expressway with Indirect Connection a. Intersection with frontage road b. Spiit diamond interchange c. One-way pair 8. Expressway with Direct Connection a. Diamond interchange b. Freeway to freeway 9. Limited Access Freeway 10. HOV Aiternatives • Reversible • Diamond Lanes • HOV roadway (2-lane) ■ Feasible ❑ Questionable -- Not Feasible U No e�ension or connection See Appendix B No extension or connection No extension or connection No extension or connection ❑ ■ ■ q5�� 0 -- -- ■ ■ -- -- -- • � -- -- — ❑ � -- ❑ -- � -- � -- � -- ❑ ❑ 41 ❑ ❑ ❑ ❑ ■ ■ ■ ■ (Draft for review 1/11/95) 1 1� 5. EVALUATION OF ALTERNATIVES BASED ON PROJECT OBJECTIVES The purpose of this chapter is to document the potential impacts of alternatives based on the project objectives established by the Ayd Mill Road Task Force at the beginning of the scoping process. These project objectives are summarized in Table 7, along with measures of performance suitable for a preliminary screening exercise. !t should be noted that the scoping process is a preliminary screening of alternatives to identify a reasonable range of alternatives for the project area. This range of alternatives is studied in much greater detail during preparation of the Draft EIS. In addition, specific issues are identified that will be addressed in detail during the Draft EIS phase of the project. The following project objectives were addressed in the scoping process: • General traffic impacts; • Changes in access; . Enhancements for transit, . Bicycles and pedestrians; • Number of potentially contaminated sites; . Plan compatibility; • Property acquisition; • Open space/parkland impacts; . Loss of tax base; and • General capital costs. These impacts are described in the following paragraphs. Issues not addressed in detail at this stage in the scoping process, but wiN be addressed during preparation of the Draft EIS include: traffic concerns at specific intersections; safety; air quality; noise; historic/cultural resources; vibration; drainage/erosion; visual/aesthetic; support of economic vitality; and operation and maintenance cost. GENERAL TRAFFIC IMPACTS The evaluation of tra�c impacts for this project is based on travel forecasts for the year 2015, using the 2015 No Build alternative as a base condition. That is, the No Build alternative represents tra�c conditions that would occur with expected population and employment growth but without any transportation system improvements other than routine maintenance and transit service changes. The methodology used to forecast future travel behavior and trip distribution is illustrated in Figure 16 and described in Appendix C of this report. 42 (Draft for review 1/11195) 1 , � , � , �1 ' q5 -�q TABLE T EVALUATION CRITERIA BASED ON PROJECT OBJECTIVES Proiect Obiectives/Evaluation Criteria Performance Measures Transoortation Traffic Impacts Access to: Businesses, Public Buildings/ Educational Facilities Safety Enhancement of: Transit Bicycle Pedestrian ' Environmental Air Quality Energy Consumption ' Noise HistoriGCultural Resources Vibration , Drainage/Erosion Potentiaily Contaminated Sites ' , � , � � � Land Use. Open Space. and Aesthetic Plan Compatibility Acquisition: CommerciaUlndustrial Residential Open Space/Park Impacts Access to Recreational Facilities (including bike/pedestrian access) Visual/Aesthetic Economic Loss of Tax Base Support of Economic Viability: Commercial/Industrial Residential Capital Costs Operation/Maintenance Costs Changes in traffic volume on Snelling, Hamline, Lexington, Ayd Mili Road, and East/West Streets Changes to and from Ayd Mill Road or I-35E Design issue, to be addressed in DEIS Identify changes Add bikeways, No change, Lose bikeways Add facilities, No change, Lose facilities To be determined in DEIS To be determined in DEIS Increase, Minimal effect, Decrease To be determined in DEIS Design issue, to be addressed in DEIS Design issue, to be addressed in DEIS Number of sites potentially affected by construction Supports plans, Conflicts with plans Number of parcels Number of dwelling units Add, No impact, Lose facility (identify) Improve, No effect, Lose Access To be determined in DEIS Gross Tax $ lost (due to right-of-way acquisition) Improve, Minimai effect, Worse Improve, Minimal effect, Worse $ High, Medium, Low 43 11 ................................................q�.:.�q.............f � `; TRIP ; : '-' GENERATtOlV.. . Estimates of Fu�ure,. travel by Zone Mn/DOT, Met Coune+! ............... .r. ...................... � TKIF'3� < DISTRIBU7lON : Estimates of one to Zone 7rips . , °=Met Councit ""� „"„_ MODE AVAtCABfLiTY ANDTRAVEGTIMES E CNOfCE TRAVELTIMES TRIPASSIGNMENT : BY ROUTE° Pkojected Use of . TranspoRation S�� ystem Elements ' ............... ...................... Mn/DOT, Met Co�ncil ,._ . _ , ��-�; a CONGESTION AND LEVELOFSERVICE MULTIPCE' ITERATIONS TRAVEL FORECASTS" CIT'Y OF ST. PAUL SRF TRAVEL FORECASTING PROCESS AYD MSI,L ROAD SCOPING DOCUMENT , ' ' ' , ' , ' ' ' � ' � f� L _J ' l _J �J fJ �� 1"1 Trip Origins and Destinations One concern expressed by the Task Force is the potential increase in "through" traffic on neighborhood streets if Ayd Miil Road is connected to freeways on both the north and south ends. The regionai travel forecasting model was used to identify the "travelshed" (the area from which trips are attracted) for Ayd Mill Road and to estimate the number of local, city and regional trips occurring on Ayd Miii Road. The future year No Build travelshed for Ayd Mill Road is shown in Figure 17 along with the expected travel shed for the build alternatives. Based on this comparison, it does not appear that Ayd Niill Road wili draw additional trips east and west of the existing travel shed in 2015. However, the travelshed does expand north to i-694 and further south into Dakota County. Further analysis indicates that fewer than 1 percent of the trips generated in all of Dakota County involves Ayd Miil Road (see Figure 18). However, Ayd Mill Road does serve a significant number of through trips (that is, trips that neither begin nor end in St. Paul); and the four-lane and freeway alternatives clearly increase through trips along Ayd Mili Road (see Figure 19) more rapidly than total vehicle trips. Still, under the No Build alternative, approximately 70 percent of the p.m. peak hour trips have one or both ends within the study area. Ninety percent have one or both ends within St. Paul. The highest share of through trips would occur with the freeway alternative along the Fairview extension alignment. In this case, thsough trips would increase fsom about 10 percent (1995} to about 20 percent (2015) of the p.m. peak hour traffic. Average Daily Tra�c on Ayd Mill Road Future year (2015) travel forecasts were prepared for each of the alternatives being considered in the scoping process. The same assumptions regarding regional population and employment growth are used for each forecast. In addition, the same regional highway/transit network (except for changes to each alternative on Ayd Mill Road) is used for each forecast. This consistency is necessary to ensure that changes in traffic volumes or traffic distribution are the direct result of differences in the configuration of the alternatives under consideration. (See Appendix C for more information on the travel forecasting process.) Average Daily Traffic (ADT) volumes for the Ayd Mill Road alternatives are provided in Table 8. Impacts on North-South Streets Three points or screenlines were selected for comparison of traffic forecasts (see Figure 20). The "north screenline" is located between Marshall Avenue and I-94. The "central screenline" is located between St. Clair and Grand Avenues; and the "south screenline" is located between Randoiph and Jefferson Avenues. Three locations rather than one were used to compare traffic volumes because changes in access to/from Ayd Mill Road at the north and south ends of the corridor can cause significant changes in the volumes on short segments of both parallel and east-west streets. This is particulariy true for the north segment of Snelling Avenue and the south segment of Lexington. 45 � � Q � Pn � C >- � V n � H W � Q Z � Lid F'� J Q � J � m � Q 0 � m � Z � O � 0 u 2 H � � Q � h- F Z [-*-7 � � V C C� Ci Z E G V C Q O � ..a � Q a w � cr� ' � � , � ' , � ' , ' , � ' , ' ' � ' y en � m` � M � � R Y � � � ti < � 0 \ � O Q N N v N 0 M � � w � M y � � f3 '� L y � s y L ti C o y U � L � 3 � � � N � _ > �, _ �� N � � � o � � c Y c o � � ds � 0 h T Y � � O � v q5 -qq � � � � � O F N z OC W � � W "'� N � N � Q � � � � � � � L ? .^�. ~ � Q � � ° o�� H °' F " Q 1— V 0 � � w HZa .� Q � � F -Q- � O � Q O W� O Y � ��\ V J 0 0 0 � � � a c� � m � m �n °' Q o Q Q T T � � tl� a y- 7 � C � � � � � � � W - p -o 'c .o' UJ ! j W 1- Q Q Q. L L 'L L � �_ �__ � w� �t � _ � z� o� o= m � N m Q a in ~ o ° o ° o ° o ° o ° o o ° o � o u o �n o � o V V C7 M N N �- � S 60Z ��a� - - sa��iyan 95 -q9 —� N . Z .� � T � N � �i �' (a � L � �1-+ _ Q —', � r � N L (6 a � �� } m 0 Z ° o ° � � � � Z�z O o w Q z � () Z � F � �_- a �i � � W a � i z � -- c. F N � p u " Z H � � r-+ � � Q VQ�� Q = ,- `a i � � � Q � (� � Q T Q � O W l l--=-1 U� - � N a n - � ~ , C' ' � TABLE 8 ' 2015 TRAFFIC FORECAST ON AYD MILL ROAD AT CENTRAL SCREENLINE i 1 � 1 i i [i [: [� C 1 i 1 ��J "`'l� 1 q� -qQ _ — ',� , .... i � i � �.' _. L. �� _ ,_ _t i— r " 1 '� � ^ i � � I '. ^� 4 i � �� f i i I'� ' �— —� r ! � j il �' _ j i ��; ; I: .�� ;�, ;' „ j ; �. ! 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J i ... �� _� .. � � 1 � � � 1 �� _O N � ��' �`� j v� �- ��,, , . �— /; (�;; �%, !` „ i � � % �C�` �� ;��!�� , r � ; -�-__ ;, �- � � � -- � �-� � , � I ' �_ � r- � , � _� � � ` _ $� �rr--, : � � �� ; �� '! �-- _r,�^ -nr-- IL—.!��.,:�:: -?� r ^ '---= �— ! i �r L L— i ; ; ! ^ -- u � � `� ;__,� �-, L-: I�� :-� ��=��' 1 � , i�ji �(i'� �f i � i ; �, ;� � �� i —; I �-(��' '�!. � � ��" , ' { f '�t�; r' r r� , i ! !� ;� li � �� . 4ni.'tzl � + LI L -.' � ,--�_ �;,;: �� ,�� , � ��,�� ,, ,, ;� �;. �� '� �� ; i I � � ; , .,�i iU�J.1i�!J`. bd� =, ^, F -� ,-- � ��n�1 �i��uu ^� ��` �E�C��:C'� , � �, ; ;n; � � � ;; � � uL..��_ i � r, � r-, W � � w a � L¢ � w � V � N Z 0 0 Z J Z u� W � V, � a W � � 6L W � � w � cn � m F W � � V O q U z � O U F-! Q O � a � � ' '� � , , C � ' q� -�q The 2015 ADT is shown in Figures 21 - 23. On the north end (see Figure 21), all alternatives except the 4-35ElI-94 Downtown Connection reduce traffic on Sne44ing; a!I except the two-lane and indirect connection aiternatives reduce traffic on Hamline; and all of the alternatives except the Linear Park and the two-lane options reduce traffic on Lexington. At the Central Screenline (see Figure 22), all of the alternatives except the Linear Park and the two-lane aiternatives reduce trafFic on Snelling, Hamline and Lexington. Traffic patterns on Snelling and Hamline are not significantly affected at the south end of the corridor, except that the Linear Park and, in the case of Snelling, the two-lane options slightly increase tra�c on these streets. The traffic on Lexington is much more volatile in the south end of the corridor (see Figure 23). Still, all alternatives decrease the traffic on Lexington at the south end. Impacts on East-West Streets A comparison of traffic changes on east-west streets is provided in Table 9. Changes ' range from -10,000 to +3,000 ADT. These changes are primarily related to changes in access or an increase/decrease in the number of people attempting to use Ayd Mill Road. , ' L1 l� � ' ' ' II � Changes to Access The No Build and TSMlTDM alternatives would not change current access to businesses, pubiic buildings and educationai facilities in the area, except to the extent that increased traffic affects access. The I-35E/I-94 Downtown Connection alternative would affect access to some buildings downtown by removing a section of Main Street adjacent to the Labor Center building; however, access between I-35E and I-94 would improve. The Linear Park alternative would eliminate access to and from Ayd Miil Road because Ayd Mill Road would no longer be a through-street. Although the quality of access to businesses, public buildings and educational facilities in the area may be reduced as a result of the elimination of lanes on Ayd Mill Road, all of the two-lane alternatives would retain the existing number of accesses serving businesses, pubiic buildings and educational facilities in the area. The Fairview Alignment with a Freeway Connection alternative would have a minimal effect on access to businesses in the area. The Hybrid Alignment with a Freeway Connection, Hybrid Alignment with a Split Diamond Connection, Railroad Spur Alignment with a Freeway Connection, and Railroad Spur Alignment with a Split Diamond Connection alternatives would all improve access to the proposed Midway Marketplace development. 51 ' U m /j//jj/j�jj�j�jjjjjjjj%jj�jj�� ' �%�//0��//O//, : . • .. \\\\\\\ - 0 0 0 0 0 � � � � N ��/��/��/ � ��y��f��fy�� . . ��\��\��\\�\�� _W:;.s. �, _ •T � �._ %%%%%%%�%%/i , % / / /d � //D/ / � / / / , / � ' / / / // / / , // , / � . .. �� 0 0 0 O � � c � c � e q 5 - �Q � � = � � V CC m � a d U � � o a � � c � N T t m p c O �/ a � � N m �- v U W ti '//, w � _ o � U a. � � U 0 U R o d m ;, a m v o a J m m ° aY Z I- ti � -� � >>\ 0 o � � � � � _ U R ! o a m � U � � � a � R o a m G[ N � � � a p_ c x � � W f ;� ' � m N � [� ' LI.1 ' J Z W ' W � V � OC W � O�� — U , � Q L-1 Q � � 4-` Q > z , F 0 Q � w � � , O �� Q � � � a , Q 3 � O °' ° f' Q ' � ¢ U , I � LL � � � � N ' ' ' � � � � � , , ' , ' , , ' ' I ' �. 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'��i��i/iii�i%i%�i%� - - , — / .. �� O O O O O � O �O O O O � " rn� 1 � ' W Z ' W W , � U � O Q � ' �� Q ° °V n �� ¢�� 1 ��o O J 1 (U ' C O [� ` C f � UQpe � Q � ,aa, ' Z 3 � OmQ ' � ¢ U u� ' � � c� � , O N � , L� �/"�^ � V J ' i 1 1 � ' , t ' � , ' ' , ' ' ' ' ' 1 � � � W � � W > F e z � iii F J Q 0 J � m � U W J W � N i� � � Q � � � _ U m LL � u' Z Q � Z f- ti.i r W 2' W N m r �U W Z � W � w �� q5 -qq ; z� 3 WI W y�. W � LL �I 2 Qi � f J a y 00 00 0 0 �o 00 � C � In (n (V � i � � + + r O O Q O C � � O N U J � C' J f`� N ( V � O O i � + � t + } + �S oS ao �a o� �v vc+� mcri t + 4 a oa N �j } r 0 � O + 0 O + 0 W � Z = ga O � � �I a m Y �� a z W z J O O � 0 0 0 � O O N + O N + 0 0 0� N N (� t + + 0 00 0 oa o0 0 . 0 00 00 0 oo � .- N N(9 `_' ry N!V � � � � + + + � � + + 00 00 00 00 00 00 00 0 t O O O O O O O O O O O O O O O G G G O O G G O O O O O O O�= o� cV (V v ai v v v c ui �o ai � � _ .- �- .- � � .- m 00 00 00 00 00 00 00 0 O o0 00 00 00 00 00 00 0 zo� o0 00 00 00 00 00 00 0 J (O '_ lG � � I� � M � I� � � N N O O O O O O O � O O O O O O O �' O O O O O O p O O O O O O O O a i o 0 0 0 0 o p o 0 0 0 0 0 0 0 = W N N O � m (V (V (V (V M � � (p � O O O O O O O O O O O O O O O O O O O O O C O O O O O O O 01 00 0o a o 0 0 0 00 0 J V N C� W 1� U� O T O O (V OJ (J L: N J J Q a V �' N N a aa O� O� O�' O C' O� O� O D tt � � tt K K K � J y � J � J � _l � ..l � _3 � 1 Q J J �j J J J J j J j'J J J J J J s �Q yg� �� jQ Q � a �� j �� p C' p G p� Q p� a � 'aQ� OQLL �QLL >QLL aQQ jQQ . �a _� z> oo� �o� go� oo� �oo }oo =oo zo L(7 � W(n N V (n N Z (n� �Lfn(n m�f/J C�(n 7� 4¢s wS� �4� �Q� �SW w¢W a_¢'� zS q5-qq The four-lane alternatives with freeway connections may affect access to Concordia College due to removal of the Hamline access. Each of these alternatives would include access at either Selby or Marshall. The split diamond (expressway) alternatives would retain access at Hamline. ENHANCEMENTS TO ALTERNATIVE MODES OF TRAVEL 7he No Build and 1�5E/l-94 Downtown Connection alternatives would not change existing transit services or bicycle and pedestrian facilities in the area. The TSM/TDM alternative would enhance transit services, while making no changes to bicycle and pedestrian facilifies. The Linear Park and Residential Deve(opment alternatives would nof change transit services, but would add bicycle and pedestrian facilities within the current Ayd Mill Road corridor. None of the two-lane alternatives wouid change transit services in the area except through the implementation of TSMlTDM strategies. Al! of these alternatives would enhance bicycle and pedestrian facilities in the area by adding bicycle and pedestrian facilities along the Ayd Mill Road corridor. Any of the four-lane alternatives carried forvvard into the Draft EIS could enhance transit services with the addition of HOV lanes and TSM/TDM activities. Bicycle and pedestrian facilities in the area would be enhanced with all of the four-lane alternatives, due to the addition of bicycle and pedestrian facilities along Ayd Mill Road. NOISE IMPACTS Noise levels caused by traffic are affected by traffic volumes, tra�c speed, truck volumes, topographic conditions, naturai and man-made barriers and distance from the road. In general, noise levels increase when traffic and/or truck volumes increase and when the distance between the road and the noise receptor (for example, a house) decreases. However, it is a general rule that changes in noise levels cannot be perceived by the human ear unless the change is greater than three decibels. Traffic volumes must approximately double to increase noise levels by three decibels. Based on expected traffic volumes only, it is not clear if noise levels will change significantly in most locations in the corridor. However, those alternatives using a new corridor (particularly the Fairview alignment) have the potential for significant increases in noise levels. Conversely, alternatives that are fully or partially grade-separated (freeway design) have the most opportunity for providing effective noise mitigation. This issue will be addressed in detail through noise modeling during preparation of the Draft EIS. 56 [� i ' ' � , ' L� ' CONTAMINATED SITES q5-�q A preliminary investigation of potentially contaminated sites in the Ayd Mill Road area identified a number of possible sites, particularly in the area of the proposed extensions and connections for the four-lane aitematives. No known potentially contaminated sites wouid be affected by the No Build, TSM/TDM, Linear Park and Residentia! Development alternatives. The Residential Development alternative could encounter potentially contaminated sites not known at this time. No known potentially contaminated sites wouid be affected by the two-lane alternatives using the Hamline alignment. Five known sites could be affected using the Pascal alignment. On the Fairview alignment, both the two-lane and four-lane options could affeet 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-lane options could affect up to seven sites and the four-lane options could affect up to 10 known sites. LAND USE PLAN COMPATIBILITY ' Neighborhood and citywide plans for the project area were reviewed to determine compatability with local plans. None of the plans propose a specific course of action for Ayd Mill Road other than stating that no interstate connections should be made untii an , EIS has been completed. The goals, objectives and policies in the plans that could be affected by changes to Ayd Mill Road can be summarized into the following nine points: ' • Maintain and preserve residential areas. • Improve edges of residential areas. • Mitigate traffic, noise and air quality impacts on houses adjacent to arterials and , collectors. • Increase safety at intersections, particularly Sneiling/Marshall, Snelling/I-94 and Snelling/University. ' • Discourage use of iocal streets for through traffic. • Enhance and upgrade neighborhood commercial areas. ' • Preserve and enhance parks. • Add bicycle and pedestrian facilities. • Add green buffers (along Ayd Mill Road). ' � ' Aiternatives were judged to be compatible if they did not conflict with a majority of these points, even if they did little to implement any of them or conflicted with some. Alternatives were judged to be not compatible when there was a conflict with a majority of the points, even when these alternatives may contribute to the implementation of other points. 57 � g 5 -�q TF�e No Buifd alternative would be compatible wifh local plans because it does not conflict with any of the points, even though it does nothing to impiement any of them. The No Build alternative was used as the base or standard against which the other alternatives were compared. The I-35E/I-94 downtown connection, TSMITDM and Residential Development alternatives wouid also be compatible with small area plans. The Linear Park alternative would be compatible because this alternative wouid (1) contribute to area parks and open space, (2) add bicycie and pedestrian facilities, (3) add a green buffer, (4) contribute to the preservation and maintenance of the area along Ayd Mill Road, and (5) improve the edges of these residential areas. However, the Linear Park altemative would (1) increase traffic and noise, and diminish air quality at residences adjacent to streets with increased traffic; (2) not contribute to the maintenance and preservation of these areas; (3) reduce safety at intersections; and (4) resuit in the diversion of fhrough fra�c fo nearby local sfreets. None of the two-lane alternatives would be compatible with small area plans because of increased traffic on Snelling, Hamline and Lexington. These alternatives would (1) increase tra�c and noise, and diminish air quality at adjacent residences; (2) not contribute to the maintenance and preservation of these areas; (3) reduce safety at intersections; and (4) result in the diversion of through traffic to nearby local streets. These alternatives would, however, contribute to area parks and open space, and add bicycle and pedestrian facilities. The Freeway Fairview alternative would not be compatible with local plans because the construction of the Ayd Mill Road extension through a residential neighborhood would (1) require the significant acquisition of residential units and divide the neighborhood, affecting the mainfenance and preservation of homes in the area and at the edges of the residential area; (2) increase noise and diminish air quality at adjacent residences; (3) negatively impact commercial development in the Snelling/Marshall area; and (4) require partial acquisition of a neighborhood park. It would, however, (1) mitigate traffic, noise and air quality impacts on houses adjacent to Snelling, Hamline and Lexington; (2) increase safety at key intersections; (3) discourage use of local streets for through traffic; (4) add park space (at Hamline/Ashland); and (5) add bicycle and pedestrian facilities. The Hybrid and Railroad Spur alignments with freeway and split diamond connections would be compatible with local plans. in comparison to the No Build alternative, these alternatives would have the following positive impacts by decreasing Yraffic on Snelling, Hamline and Lexington: (1) mitigate traffic, noise and air quality impacts on adjacent residences; (2) contribute to the maintenance and preservation of these residential areas; (3) increase safety at key intersections; (4) discourage the use of local streets for through traffic; and (5) add bicycle and pedestrian facilities. m � 1 ' L� I� Ll � , , � ' ' � �I , II ' q5-Q� RIGHT-OF-WAY ACQUISITION AND RELOCATION All alternatives, except No Buiid and TSM(CDM, are likely to require right-of-way acquisition. A general estimate of potential right-of-way requirements is provided in Tables 10-14. These preliminary estimates include properties needed for construction of the e�ensions and connections, and reconstruction of the access points along existing Ayd Mill Road. Right-of-way acquisition estimates will be refined in the Draft EIS after additional design concept development work is done. No commercial/industrial or residential land acquisition would be required for the No Build, TSM/TDM, Linear Park and Residential Development alternatives. In addition, the Linear Park and Residential Development alternatives could be accomplished with minimal or no right-of-way acquisition. The I-35E/i-94 Downtown Connection alternative would require the acquisition of eight to 12 commercial parce{s in or near downtown St. Paul. All of the four-lane aiternatives and most of the two-lane options would require the acquisition of both commerciaiiindustrial and residential properties. Tables 10 - 14 shows the number (range) of commercial/industriai parceis and residential units that would be acquired with each four-lane alternative. PARKS AND OPEN SPACE The No Build, I-35E/I-94 Downtown Connection and TSM/TDM aiternatives would not impact open space and parks in the area. The Linear Park allernative wouid add park and open space to the area. The Residential Development alternative wouid replace the park at Hamiine/Ashland and other open space along the corridor with residential development. The construction of the extension for the Fairview Alignment with a Freeway Connection alternative would require the partial acquisition of a park (0.5-1.5 acres), while the elimination of the access at Hamline would add land to the adjacent park. The Hybrid Alignment with a Freeway Connection and Railroad Spur Alignment with a Freeway Connection would add land to the adjacent park as a result of the eiimination of the access at Hamline. The Hybrid Alignment with a split diamond connection and Railroad Spur Alignment with a split diamond connection alternatives would not impact any open space or parkland uniess the Hamline access were eliminated, in which case land would be added to the adjacent park. RECREATIONAL ACCESS ' The No Build, I-35E/i-94 Downtown Connection and TSM/TDM alternatives would not change access to recreational facilities in the area. The Linear Park aiternative would improve bicycle and pedestrian access to residential facilities, while decreasing ' ' �'7 q5-qq automobile access by removing Ayd Mill Road as a through-street. The Residential Development alYernative would improve bicycle and pedestrian access to recreational facilities if bicycle and pedestrian facilities were added to the corridor as part of the site plan. Although the quality of vehicular access to recreational facilities in the area may be reduced by eliminating lanes on Ayd Mill Road, all of the two-lane alternatives woufd refain the existing number of access points serving recreational facilities in the area. Bicycle and pedestrian access to recreational facilities in the area would improve as a result of adding bicycle and pedestrian facilities along Ayd Miil Road. Vehicular, bicycle and pedestrian access to recreational facilities in the area would improve under all of the four-lane altematives as a result of the upgrading of Ayd Mill Road, and the addition of bicycle and pedestrian facilities along Ayd Mill Road. IMPACTS TO TAX BASE impacts on tax base are included in Tables 10 - 14. No tax base would be lost as a result of the No Build, TSM(fDM, Linear Park and Residential Development alternatives. Tax base would be added with the Residential Development alternative. The I-35E/I-94 Downtown Connection alternative would result in the loss of $100,000 to $200,000 per year in tax revenues. No tax base would be lost as a result of the Two-Lane Existing Ayd Mill Road and Two- Lane with Hamline Connection alternatives. The Two-Lane with Pascal Connection a(femative wouid result in the loss of $50,000 to $100,000 per year in tax revenues and Two-Lane with One-Way Pair Connection alternative would result in the loss of $100,000 to $150,000 per year in tax revenues. All of the four-lane alternatives would result in the loss of tax base from the acquisition of commercial/industrial and residential properties. The Fairview Alignment with a Freeway Connection, Hybrid Alignment with a Split Diamond Connection and Railroad Spur Alignment with a Split Diamond Connection alternatives would resuit in the loss of $200,000-$300,000 per year in tax revenues. The Hybrid Alignment with a Freeway Connection and Railroad Spur Alignment with a Freeway Connection alternatives would result in the loss of $300,000-$400,000 per year in tax revenues. .� �� [l ' , , q5-aq PRELIMINARY COST ESTiMATES Very preliminary construction costs were developed for purposes of evaluation during the scoping phase. Totai estimated costs, including right-of-way acquisition, are shown in Tables 10 - 14. Construction costs for the No Build and TSM/TDM aiternatives would be less than $5 miilion. The Linear Park alternative would cost $2 to $6 million. Estimated cost for the Residentiai Development alternative is not known at this time. Total cost for the I-35ElI-94 Downtown Connection alternative, including right-of-way acquisition, would be $20 to $30 million. ' Totai capital costs (including right-of-way acquisition) are estimated at $2 to $6 million for the Two-Lane Existing Ayd Mill Road and Two-Lane with Hamiine Connection alternatives. These costs are for removal of the existing road and construction of a new two-lane, local ' street (parkway), with bicycle/pedestrian traii and landscaping. The Two-Lane with Pascal Connection alternative would cost $10 to $14 milfion, and the Two-Lane with One-Way Pair Connection alternative would cost $12 to $16 million. The Two-Lane with Freeway 0 Connection at Fairview would cost $30 to $40 million. The Two-Lane with Spiit-Diamond Connection alternatives would cost $25 to $30 million. ' I '� ' ' Total capital costs for the Fairview Alignment with a Freeway Connection, Hybrid Alignment with a Sp1it Diamond Connection and Railroad Spur A{ignment with a Split Diamond Connection alternatives would be in the $30 to $40 million range each. Total capital costs for the Hybrid Alignment with a Freeway Connection and Railroad Spur Alignment with a Freeway Connection alternatives would be in the $50 to $60 miilion range each. COMPARATIVE EVALUATION OF ALTERNATIVES BASED ON PROJECT OBJECTIVES , Tables 10 - 14 summarize the pros and cons of each alternative included in the scoping evaluation based on the project objectives. The following conclusions/recommendations were drawn in regard to each of the alternatives: ' 1. No Build (see Table 10) - This alternative must be carried forward into the EIS. ' ' ' rl u 2. 1-35E/I-94 Downtown Connection (see Table 101 - Aithough this alternative appears to be constructable, the economic feasibility of this aiternative is questionable. Both the dollar costs and acquisition impacts are extremely high in relation to the traffic benefits, particularly to the Ayd Mill Road area. 3. TSM/TDM Alternative (see Table 10) - This alternative must be carried forward into the EIS. Some of the TSMlfDM strategies included in this alternative could be incorporated into oiher alternatives as weil. 61 �� q5 -qq TABLE 10 COMPARATIVE EVALUATION OF ALTERNATIVES 1-5 (NO CONSTRUCTION ON AYD MILL ROAD) Altematives Pros Cons Estimated Cost' 1. No Build To Be Cartied Fonvard 2. i-35ElI-94 8-12 commercial/industriai parceis $20-30 Miliion Downlown acquired Connection $100,��0 to $200,000/ ear tax loss 3. 7SM/TDM To 6e Cartied Fonvard 4. Linear Park Traffic Decreases: Traffic Increases: $2-6 Million Snef(ing (North) -7,000 ADT Hamline (Centrai) +3,000 ADT Lexington (South) -2,0�0 ADT Lexington (North) +7,p00 ADT Jefferson (East) -2,000 ADT Lexington (Central) +7,000 ADT Jefferson (West) -6,000 ADT Randolph (West) +2,000 ADT Seiby (West) -11,000 ADT St. Clair (East) +3,000 ADT Park added at Hamiine/Ashland St. Clair (West) +3,000 ADT Corridor converted to park Loss of access to neighborhood Bike/pedestrian trail added commercial areas Loss of access to Concordia Coli e 5. Residential Loss of park at Hamline/Ashiand Development Loss of other open space $0 to 5 million total cost Loss ofaccessto Concordia College ' �� i� i� 'Estimated costs are gross estimates of totai project costs including right-of-way acquisition and are subject to change. Note: Traffic changes were generaily considered not significant if traffic volumes increased or decreased less than 2,000 ADT. r 0 ' ' ' , ' � , , ' C J ' ' ' ' ' ' I_J ��-aq 4. Linear Park isee Table 10) - This aitemative wouid shift 7,000 vehicies a day from Snelling and Ayd Mill Road to Lexington, and result in a loss of access to neighborhood commercial areas and Concordia Coilege now provided by Ayd Miil Road. This alternative provides a number of park and recreation benefits and adds both bicycie and pedestrian trails. 5. Residential Development (see Table 10) - Based on the analysis of this alternative by city staff, it is not feasible to construct housing in the roadway area adjacent to the railroad. This alternative could result in the loss of park and open space in the neighborhood and the loss of access to Concordia College now provided by the Hamline access to Ayd Mill Road. 6. Two-Lane Alternatives (see Table 11) - The two-lane aiternatives without freeway connections would shift some traffic from Snelling on the north to Lexington and/or Hamiine. These alternatives would also add a bicycle/pedestrian trail. The sub-aiternatives of connecting Ayd Mill Road to Pascai and constructing one-way streets without an I-35E connection significantly increase costs without providing increased benefits. The Hamline connection sub-alternative is essentially the same as the main alternative (no new north end connection), except that the primary traffic movement would be to Hamfine instead of Selby. This alternative would require the reconstruction of the Hamline access to Ayd Mill Road. 7he two-lane alternatives with connections to t-35E and I-94 would reduce traffic on Snelling on the north and Lexington on the south. The right-of-way impacts and costs of implementing these alternatives would be extremely high for the benefits received. There could also be capacity prob4ems on Ayd Mi{4 Road. 7A. Expresswav with Connection to Frontape Road (see Table 12) - This afternative is similar to the Expressway with Split-Diamond Connection described below under Alternative 7B). 76. Expresswav with a Split-Diamond Connection to I-94 (see Table 12) - The Hybrid Alignment and the Railroad Spur Alignment with a Split-Diamond Connection have the same benefits regarding traffic movement throughout the study area. The main difference is that the Hybrid Alignment lines up with Pascal to the north, providing more direct access to Midway Marketplace and University Avenue. This alternative would draw traffic north of I-94 over to Pascal, where the Railroad Spur alternative would split the traffic between Hamline and Pascal. Since both alternatives increase traffic on Hamline north of Marshail, the Hybrid Alignment alternative would be more effective reducing congestion on Hamline. [:3c3 q 5 -qq TABLE 11 COMPARATIVE EVALUATION OF ALTERNATIVE 6 TWO-LANE OPTIONS Altematives Pros Cons Es[imated Cost' 6A Traffic Decreases: Traffic Increases: $2 to 6 Two tane tVo Snelling (North) -3,000 ADT Le�cington (North} +Z,pOQ ADT miiiion EMension Bike/pedestrian trail added Lexington (Central) +4,000 ADT 6A-1 Traffic Decreases: Tra�c Increases: �10 to $20 Two-Lane Pascal Snelling (North) -6,000 ADT ��xington (North) +Z,0�0 ADT million Bike/pedes[rian trail added Lexington (Centra� +4,004 ADT 10 to 15 commercialfindustrial parcels acquired 5 to 10 residentiat units acquired $50,000 to $100,000/year tax loss 6A-2 Traffic Decreases: Traffic Increases: $2 to $6 Two Lane Hamline Snelling (North) -6,000 ADT Hamiine (North) +4,000 ADT million Bikelpedestrian lrai! addeq Lexington (North) +2,000 ADT Lexington (Central) +4,000 ADT 6A-3 Tra�c Decreases; Traffic Increases: $10 to $20 Two Lane One- Sneliing (North) -6,000 ADT Lexington (North) +z,000 ADT million Way Pair Bike/pedestrian trail addetl Lexington (Central) +4,000 ADT 15 to 20 commercialfindustrial parcels acquired 5 to 10 residentia! units acquired $100,000 to $200,000lyear tax loss 6B-1 Traffic Decreases: 30 to 35 commercial/industrial $30 to $40 Two-Lane Freeway Snelling (North) -4,000 ADT parcels acquired million Connection at Snelling(South) -2,000 ADT 140 to 190 residential units acquired Fairview Lexington (SOUth) -8,000 ADT $200,000 to $300,OOO/year tax loss Bikelpedestrian trail added Partial park acquisition for NW e�ension 6B-2 Traffic Decreases: Tra�c Increases: $25 to $35 Two-Lane with Snelling (NoRh) -2,000 ADT Lexington (Central) +2,000 ADT million Split- Diamond Lexington (South) -8,000 ADT 25 to 3D commerciallindustrial Hybrid Alignme�t Bike/pedes[rian trail added parcels acquired 30 to 80 residential units acquired $200,000 to $300,000/ ear tax loss 663 Traffic Decreases: Traffic Increases: $25 to $35 Two-Lane with Snelling (North) -2,000 ADT Lexington (Centrai) +4,000 ADT million Splif-Diamond RR _ Lexington (South) -8,000 ADT 20 to 25 commercialfindustrial Spur Alignment Bike/pedestrian trail added parcels acquired 20 to 70 residential units acquired $Z00,000 fo $300,OOO/year tax foss lJ 1 'Estimafed costs are gross esfimates of totaf project costs inc(uding right-of-way acquisition and are subject to change. Note: Traffic changes were generally considered not significant if traffic volumes increased or decreased less than 2,000 ADT. � ' ' � � �I L C � L� ' , � , ' �� TABLE 12 COMPARATIVE EVALUATION OF ALTERNATIVE 7 (EXPRESSWAY OPTIONS W{TH INDIRECT CONNECT40N) Altematives Pros Cons Estimated Cost' 7A-1 Traffic Decreases: Traffic t�creases: $30 to 40 Intersection with Sneliing (North) -8,000 ADT Hamline (North) +2,000 ADT million Frontage Road - Lexington (North) -2,000 ADT 25 to 30 commercial/industrial Hybrid Lexington (Centtal) -2,000 ADT parcels acquired Lexington (South) -4,000 ADT 30 to 80 residential units acquired Improved access to Midway $200,000 to $300,000/year tax loss Maricetplace Bike/ edestrian trail added 7A-2 Traffic Decreases: Traffic �ncreases: $30 to 40 Intersection With Snelling (North) -8,000 ADT Hamline (North) +2,000 ADT million Frontage Road - Lexington (North) -2,000 ADT 20 to 25 commercial/industrial Raifroad Spur Lexington (Central) -2,000 ADT parcels acquired Lexington (South) -4,000 ADT 20 to 70 residential units acquired Bike/ edestrian traii added $200,00� to $300,000/ ear tax loss 7B-1 Traffic Decreases: Traffic lncreases: $30 to 40 Split-Diamond Sneliing (North) -8,000 ADT Hamline (North) +2,000 ADT miliion Hybrid Lexington (North) -2,000 ADT 25 to 30 commercial/industrial Lexington (Centrai) -2,000 ADT parcels acquired Lexington (South) -4,000 ADT 30 to 80 residential units acquired improved access to Midway $200,000 to $300,00�/year tax Ioss Marketplace Bike/ edestrian traii added 76-2 Traffic Decreases: Tra�c lncreases: $30 to 40 Split-Diamond Snelling (North) -8,000 ADT Hamline (North) +2,000 ADT million Raiiroad Spur Lexington (North) -2,000 ADT 20 to 25 commercial/industrial Lexington (Central) -2,000 ADT parcels acquired Lexington (South) -4,000 ADT 20 to 70 residential units acquired Bike/pedestrian trail added $200,000 to $300,000/year tax loss `Estimated costs are gross estimates of total projecf costs including right-of-way acquisition and are , subject to change. Note: Tra�c changes were generally considered not significant if traffic volumes increased or decreased less than 2,000 ADT. � ' ' ' q5 -qq � 8A/9A. Fairview Aliqnment with Freewav Connection to I-94 (see Tables 13 and 14) - ' These aitematives would reduce traffic on Snelling, Hamiine and Lexington, compared to the No Build altemative. It would also offer the most benefit from a ' regional traffic standpoint. Ffowever, right-of-way acquisition for this alternative would require the purchase of more residential u�its than any of the other alternatives, and they wouid bisect a residential neighborhood. � 8B/9B. Hybrid Aliqnment with Freewav Connection to I-94 (see Tables 13 and 14) - These alternatives and the Railroad Spur Alignment with a Freeway Connection are essentiaily the same alternative with the same benefits. The Hybrid Alignment connects to the i-94 further to the west. 8C/9C. Railroad Sour Alianment with Freewav Connection to I-94 (see Tables 13 and 14 - These alternatives and the Hybrid Alignment with a Freeway Connection are essentialfy the same alternative with the same benefits. The railroad spur alignment connects to the freeway further to the east. .. i 1 ' �� ' ' , � i� I � ' ' ' I � LJ ' CJ ' ' �� -�� TABLE 13 COMPARATIVE EVALUATION OF ALTERNATIVE 8 (EXPRESSWAY OPTIONS WITH DIRECT CONNECTION) Altematives Pros Cons Estimated Cost' 8A Tra�c Decreases: Tra�c Increases: $30 to 40 Fairview Sneliing (North) -4,000 ADT Jefferson (East) +3,000 ADT miliion (freeway-to- Snelling (Centrai) -2,000 ADT St. Clair (West) +4,000 ADT freeway Hamline (North) -5,000 ADT Grand (East) +2,000 ADT interchange) Hamline (Centrai) -2,000 ADT Selby (East) +3,000 ADT Lexington (North) -4,000 ADT 30 to 35 commerciallindustriai Lexington (Central) -2,000 ADT parcels acquired Lexington (South) -6,000 ADT 140 to 190 residential units acquired St. Clair (East) -2,000 ADT $200,000 to $300,000/year tax loss St. Ciair (Vllest) -2,000 ADT Partial park acquisition Park added at HamlinelAshland For NW extensions (0.5 to 1.5 acre) Bike/ edestrian traii added 86 Traffic Decreases: 30 to 50 commercial/industrial $50 to 60 Hybrid Snelling (North) -5,000 ADT parcels acquired million (freeway-to- Snelling (Centrat) -2,0�0 ADT 100 to 150 residential units acquired freeway Hamiine (North) -4,000 ADT $300,000 to $400,000/year tax loss interchange) Hamiine (Central) -2,000 ADT Lexington (North) -4,000 ADT Lexington (Centra� -2,000 AD7 Lexington (South) -6,000 ADT Improved access to Midway Marketplace Park added at Hamline/Ashland Bike/ edestrian trail added SC Traffic Decreases: 30 to 35 commerciai/industrial $50 to 60 Railroad Spur Snelling (North) -5,000 ADT parceis acquired miilion (freeway-to- Sneiling (Central) -2,000 ADT 60 to 110 residential units acquired freeway Hamline (North) -4,000 ADT $300,000 to $400,000/year tax loss interchange) Hamline (Centrai) -2,000 ADT Lexington (North) -4,000 ADT Lexi�gton (Central) -2,000 ADT Lexington (South) -6,000 ADT Improved access to Midway Marketplace Park added at Ham{ine/AsfiVand Bike/pedestrian trail added `Estimated costs are gross estimates of totai project costs including right-of-way acquisition and are subject to change. Note: Tra�c changes were generally considered not significant if traffic volumes increased or decreased less than 2,000 ADT. ' q 5 -�q TABLE 14 COMPARATIVE EVALUATION OF ALTERNATIVE 9 (FREEWAY OPTIONS) Aitematives Pros Cons Estimated Cost' 9A Tra�c Decreases: Tra�c Increases: $30 to 40 Freeway Fai�view Snelling (North) -4,000 ADT Jefferson (East) +3,000 ADT million Snelling (Central) -2,000 ADT St. Clair (Vllest) +4,000 ADT Hamline (North) -5,00� ADT Grand (East) +z,000 ADT Hamline (Central) -2,00� ADT Selby (East) +3,000 ADT Lexington (North) -4,000 ADT 30 to 35 commercial/industriai Lexington (Central) -2,000 ADT parceis acquired Lexington (South) -6,000 ADT 140 to 190 residential unifs acquired St. Clair (East) -2,000 ADT $200,000 to $300,00�/year tax loss St. Clair (West) -2,000 ADT Partial park acquisition for Park added at Hamline/Ashland NW e�Rensions (0.5 to 1.5 acre) Bike/ edestrian trail added 96 Tra�c Decreases: 30 to 50 commerciai/industrial $50 to 60 � Freeway Hybrid Snelling (North) -5,000 ADT parcels acquired miilion Sneliing (Central) -2,000 ADT 100 to 150 residentia! units acquired Hamline (NOrth) -4,000 ADT $300,000 to $400,000/year tax Ioss Hamline (Central) -2,000 ADT Lexington (North) -4,000 ADT Lexington (Central) -2,000 ADT Lexington (South) -6,000 ADT tmproved access to Midway Marketpiace Park added at HamlineJAshland Bike/ edestrian trail added 9C Traffic Decreases: 30 to 35 commercial/industrial $50 to 60 Freeway Raiiroad Snelling (North) -5,000 ADT parcels acquired miilion Spur Snelling (Central) -2,000 ADT 60 to 110 residential units acquired Hamline (North) -4,00� ADT $300,000 to $400,000/year Yax loss Hamline (Central) -2,000 ADT Lexington (North) -4,000 ADT Lexington (Centra!) -2,000 ADT Lexington (South) -6,000 ADT Improved access to Midway Marketpface Park added at HamiinelAshland Bike/pedestrian trail added �J 1 , 'Estimated costs are gross estimates of totai project costs-including right-of-way acquisiTion and are subject to change. Note: Tra�c changes were generaily considered not significant if tra�c volumes increased or decreased less than 2,000 AD7. L , 6. SOCIAL, ECONOMIC AND ENVIRONMENTAL ISSUES q�-q� t The purpose of this chapter is to describe potential sociai, economic and environmental ' impacts of the alternatives being considered for Ayd Mill Road. Significant impacts to be studied in the EIS and necessary permit applications are identified. The EIS wiil also address the relationship between local short-term uses of the environment, and the � maintenance and enhancement of long-term productivity, as well as the irreversible/irretrievabie commitments of resources. The foliowing areas of potential concern have been reviewed; the need to incorporate them into the EIS is addressed in , the remainder of this chapter. • Air quality impacts ' • Bikeways and pedestrians • Coastai zones (not applicable) ' • Construction impacts • Contaminated sites • Critical Areas impacts (not applicabie) ' • Cultural resources . Economic impacts • Endangered species ' . Energy impacts • Erosion control . Excess materials , . Farmiands (not applicable) . Fish and wildlife (not applicable) • Floodplains (not applicable) � • Groundwater, geology and earthborne vibration • Handicapped access ' • Land use and joint development impacts • Noise • Parklands, recreational 4(f)/6(fl lands ' . Right-of-way acquisition and relocation • Social impacts • Soils, materials, foundations , • Stream and water body modification (not applicable) • Traffic impacts . Transit impacts , . Vegetation • Visual impacts ' • Water quality • Wetlands (not applicable) • Wild and Scenic Rivers (not applicable) ' 69 lJ q 5 -qq ISSUES TO BE ADDRESSED IN THE EIS Right-of-Way Acquisition and Relocation The EIS will include a detailed analysis of right-of-way acquisition and relocation impacts to identify properties potentialiy affected by right-of-way acquisition. A property inventory will be conducted, and a conceptual relocation plan will be prepared. The availability of comparable housing and sites for business relocation will be determined. The study wii! address the appropriate means of mitigating adverse impacts in accordance with state and federal requirements governing right-of-way acquisition and relocation. The study will also document available relocation assistance programs. Results of the study wili be summarized in the EIS. Right-of-way acquisition will be carefuily addressed in the refinement of design concepts. The number of househoids and community facilities/services affected by right-of-way acquisition will be minimized to the extent possible. Preference will be given to acquiring non-residentia( properties where feasible. Social Impacts The acquisition of right-of-way, particularly residential homes, may have secondary impacts on the affected neighborhoods. Social impact issues that will be addressed in the EIS include the following: • Impacts on special groups such as the elderly, low-income families, disabled people and racial/ethnic minorities. • Impacts on community facilities (for example, schools, churches, parks, public service facilities). • Access to residential areas and community facilities/services, including pedestrian and bicycle access. • Neighborhood cohesiveness. Economic Impacts Some of the Build aitematives would require the acquisition and relocation of businesses as well as residential properties in the corridor. These acquisition impacts will be addressed in the "Right-of-Way Acquisition and Relocation Study" described above. Secondary economic impacts may occur as a result of property acquisition. Economic impact issues that will be addressed in the E!S include the fo!lowing: • Impacts on employment. 70 ' ' , ' , L� ' � ' ' Ll , ' ' , , ' ' ' `'1�J'� • Impacts on locai property taxes and tax base. • Changes in access to business areas. • Impacts on economic vitality. Land Use and Development Impacts The specific acreage or percentage of each land cover type in the project area has not yet been identified. This information wili be provided in the EIS. The project is located in a fully developed area of St. Paul. There are no surface waters, wetlands or farmlands located in the project area. Figure 2 in Chapter 1 shows existing land uses in the project area. Land uses adjacent to the corridor are primarily residential. Alternatives proposing the northern extension of Ayd Mill Road along the Railroad Spur and Hybrid alignments would also impact some industrial land uses. Land use changes resulting from the project would be primarily related to right-of-way acquisition, change in access and significant changes in traffic volumes. These potential land use changes will be addressed in the EIS. A preliminary review of the projecYs consistency with local pians was done as part of the initial screening of alternatives (see Chapter 5). Most of the alternatives carried forward into the EtS are genera{ly consistent with neighborhood and small area plans for the project area. Only the Freeway Two-Lane City Street and Fairview aiternatives appear to be in compatible with local plans. The Two-Lane City Street alternative appears to be incompatible because it wouid contribute to further congestion on local streets and the Freeway Fairview alternative appears to be incompable because the construction of the Ayd Mi1i Road extension through a residential neighborhood wouid require ihe significant acquisition of residential units. A detailed discussion of the consistency of the alternatives with regional, citywide and neighborhood plans will be included in the EIS. The EIS will address possibie related or adjacent development and any potential cumulative impacts. During the scoping process two related developments were identified: Midway Marketpiace between University and I-94, and reconstruction of I-94 with the inclusion of Light Rail Transit (LRT). Traffic forecasts prepared during the scoping phase assumed completion of these two projects by the year 2015. The EIS will also address effects of the project on existing infrastructure located in the corridor. In addition to the Soo Line railroad tracks, a major steam pipe and fiber optic cable are located in the corridor. The corridor is also crossed by a number of utilities. 71 q 5 -qq Parks and Recreation Areas Two existing park properties near or adjacent to the corridor may be affected by some of the alternatives: at Hamline and Ashland, and at Carcoil and Aldine. Based on preliminary design concept work conducted during the Scoping Phase, it appears that most alternatives carried into the EIS can be constructed without direct acquisition of either of these parks. Most of the Build alternatives will add a trail to the corridor; some may also increase park and/or open space. , 1 , �� ' All potential impacts on parks and recreational areas will be addressed in the EIS. If required, a Draft Section 4(�-6(� Evaluation will be prepared as a separate section of the ' Draft EIS, and a Final Section 4(fl-6(fl Evaluation will be included as a separate section of the Final EIS. Cultural Resources During the scoping process, a cultural resources investigation was compieted for the Ayd Mill Road study area (The 106 Group Ltd, June, 1994). The purpose of the investigation was to identify potential cultural resource sites within or adjacent to the project corridor. Documentary research was completed to identify known historic structures and archaeology sites. A visual reconnaissance survey was conducted to identify areas with the potential for containing archaeological sites. The investigation identified three structures listed on the National Register of Historic Places (NRHP). In addition, two NRHP districts are located within the study area. The majority of the properties within the study area are more than 50 years old, as are several bridges within the Ayd Mill Road corridor, and may have historic significance. The investigation also identified several areas within the projeet corridor that have the potential for either historic or prehistoric archaeological sites. The results of the investigation were reviewed with the Minnesota State Historic Preservation Office (MnSHPO), and the scope of work for the EIS was discussed. Coordination with MnSHPO and other historic preservation officials wili be continued throughout the EIS process. During the Draft EIS phase, a more detailed investigation will be completed to identify significant cultural resources that could be impacted by project alternatives. This investigation will involve identification of the historic contexts relevant to the study area, such as railroads, milling, early settlements and others as appropriate. Research wiil be conducted to determine the potential significance of Ayd Mill Road as an historic transportation corridor. A reconnaissance-level survey will be completed for all properties within the area of potential effect to identify specific structures and archaeological sites that may be eligible for listing on the NRHP. The area of potential effect for structures, districts and landscapes will include areas that could be impacted by changes in views, aesthetics, noise or vibration, as well as changes in tra�c patterns. The area of potentiai effect for archaeological sites will include the areas where construction activities are likely to occur. 72 ' � � � ' q ��q The reconnaissance-level survey will identify any properties that require further evaluation to determine their eligibility for NRHP listing. The Draft EIS wiii include the results of the eligibility evaluations for the portions of the study area affected by most alternatives. For areas affected by fewer alternatives, the eligibility evaluation may not be completed until after Draft EIS pubiication to avoid costly analysis in areas that may not be impacted. ff necessary, a Draft Section 4(fl Evaluation will be inciuded in the Draft EIS to identify the potential impacts of project alternatives on properties that are known to be listed on or eligible for the NRHP. The Finai EfS wiff address the impacts of the Preferred Alternative on all properties fisted , on or eligible for the NRHP. If impacts are anticipated, consultation with historic preservation officials will be initiated in compliance with Section 106 of the National Historic Preservation Act. Mitigation of impacts would be addressed in a Memorandum of ' Agreement, if necessary. A Final Section 4(� Evaluation will be included in the Final EIS to address impacts and mitigation, if necessary. ' Traffic Impacts ' A traffic analysis was completed as part of the preliminary alternatives screening process. Existing (1994) traffic volumes on Ayd Mill Road are approximately 11,000 ADT. Wiih the No Build alternative, tra�c volumes on Ayd Mill Road are expected to increase to about ' 17,000 ADT by the year 2015. The build alternatives would increase the amount of regional and sub-regional traffic served by Ayd Mill Road. As a resuit, traffic volumes on Ayd Mill Road could increase up to 37,000 ADT, depending on the alternative. r ' lJ Traffic forecasts for proposed alternatives prepared as part of the preliminary alternatives screening process revealed that the Buiid alternatives would shift traffic on Snelling and Lexington to Ayd Mill Road. The removal of Ayd Mill Road for a linear park would shift traffic from Ayd Mill Road to Snelling, Lexington and other streets. The impact of each alternative on traffic volumes for both Ayd Mill Road and other local streets is discussed in Chapter 5 of this document. A more detailed traffic analysis will be completed in the EIS. This study will relate ' available capacity on local streets and at intersections to projected traffic demand to determine levels of service during peak hours. The EIS wili address the impact of interchange design options and changes in access on local street traffic volumes. Safety ' considerations and the accommodation of transit, bicycle and pedestrian modes will a{so be discussed. ' ' ' Transit Impacts Study of aN alternatives in the EiS will assume the construction of Light Rail Transit (LRT) within the i-94 corridor and a feeder bus system in the Ayd Miil Road area. A Transportation System Management/Travel Demand Management (TSMlTDM) alternative will be studied in the Draft EIS. As described in Chapter 3, the TSM/TDM alternative will 73 ' �� _l include expansion of transit services and HOV facilities, implementation of transit and HOV , incentives, tra�c management and parking improvements. TSMlTDM strategies may be incorporated into all other appropriate alternatives. , Impacts on transit ridership wiil be addressed for all alternatives. Impacts resulting from � transit, HOV or other TSMlTDM strategies included in the project will be addressed in the EIS with proposed mitigation measures. Noise Impacts Detailed noise impact studies will be conducted for each aiternative as part of the EIS. Existing tra�c noise levels will be monitored at selected sites for both the peak afternoon (4-5 p.m.) and the peak morning (6-7 a.m.) tra�c noise levels. Existing noise levels will also be modeled for model calibration purposes. , ' � Future traffic noise levels will be modeled at selected sites for the year 2015 for both No Buiid and Build alternatives. Noise levels with mitigation will be modeled for al� areas that ' exceed state and federal noise abatement criteria. All noise modeling will be based on the FHWA Stamina Traffic Noise Prediction Model as ' modified by MN/DOT for L10 levels. The exact procedures and locations for the noise analysis will be closely coordinated with the Minnesota Pollution Control Agency (MPCA). Air Quality , An Indirect Source Permit (ISP) from the MPCA may be required, depending on whether and which Build alternative is selected for implementation. The MPCA has been consulted for a preliminary determination on what level of air quality analysis will be required. The exact procedures and locations for air quality analysis will be closely coordinated with the MPCA. � , Inclusion in the Transportation Improvement Program (TIP) may be required if the project , is expected to impact regional emissions, in which case a regional conformity analysis would be necessary. , Background CO levels will be determined by monitoring existing CO levels and using standard methodology for estimating worst-case levels at locations agreed upon with the , MPCA. Microscale free-flow and intersection CO analyses will be completed at selected areas and intersections for all major alternatives using Mobile 5a and CAL3QHC air quality modeling programs. This analysis will be based on No Build and Build travel forecasts for one year and ten years after construction. 74 �� ' ' � � 0 LJ C' � ' ' � , ' , tJ ' ' ' C' � , a� -a� Region-wide macroscale CO analysis wili be completed for the worst-case major a{ternative using the EMIS modeling program, based on tVo Build and Build travel forecasts for one year and 10 years after construction. This analysis determines the overall difference in emissions between alternatives and years of analysis. Visual Impacts A visual impact analysis wili be completed for the EIS including: (1) a photographic inventory of existing views to and from the road; (2) a map showing the location of landmarks and unique or special features; (3) a series of sketches showing the potential effects of proposed alternatives on key views to and from the road; and (4) identification of design features that could be inciuded in the roadway design to mitigate negative impacts and enhance positive views. Visual impacts will be considered from both the traveler's perspective and the neighborhoods' perspective. Soils and Geofogic Conditions The primary surficial soil deposits in the corridor inc(ude glacial ti(( of mixed composition and outwash deposits. According to the U.S. Department of Agriculture, Soii Conservation Service, Soil Suivey for Washington and Ramsey Counfies, the majority of the corridor is classified as "urban land". Underlying soils are primarily of the Chetek Complex with slopes of 3 to 25 percent. Other soils present in the corridor include Waukegan, Kingsley and Lino Complexes with slopes of 0 to 15 percent. The soils are frequentiy disturbed and intermixed with fill soiis. The depth to bedrock generally ranges from 50 to 100 feet throughout the corridor with an average depth of approximately 80 feet. The depth of the water table varies from 20 to 60 feet with an average depth of approximately 40 feet. Due to the presence of steep slopes near the roadway, care will be taken in the design of the project to minimize erosion and ensure slope stability after completion. At this point, the extent of grading or excavation reguired for the project is unknown. Estimates will be provided in the EIS. The EIS will include an analysis of soils, geologic and subsurface conditions for all aiternatives involving new roadway construction. Water Resources There are no wetlands or protected waters within the project area. The potential for water quality impacts is primarily re{ated to stormwater runoff from the roadway. Existing drainage is handled by storm sewers. Future stormwater runoff will be accommodated by storm sewers to be constructed as part of the project. Because the proposed Ayd Mill Road alternatives would minimally increase the total amount of impervious surface in the project area, stormwater runoff impacts from the roadway are not expected to be 75 , �5 -qq significant. The City of St. Paul has an existing storm sewer network serving the project area. Currently, the City is in the final stages of completing the separation of sanitary and storm sewers. Stormwater from the project area is directed to the Mississippi River. The City of St. Pau! has a stormwater management plan currently in effect. The City has an existing National Poilution Discharge Elimination System (NPDES) permit from the MPCA, which was approved in 'l984. Currently, the City is applying for a new NPDES permit. The proposed build alternatives for Ayd Mill Road would require an NPDES construction permit from the MPCA. The E!S wil! include an analysis of the effects of stormwater runoff from the roadway and mitigation measures to be included in the project. The stormwater management system for Yhe project will meet all MPCA and City of St. Paul requirements. Due to the depth of the existing groundwater table, it is unlikely that dewatering will be required in conjunction with Build alternatives. If any dewaYering is necessary, it is likely that it would cause only a temporary effect and would be restricted to the surficial aquifer in the immediate area. If necessary, a Water Appropriation Permit will be obtained from the DNR. Possibie groundwater impacts resuiting from the disturbance of contaminated soils wiil be identified in the study of potentially contaminated sites. Fish, Wildiife and Ecologicatly Sensitive Resources The project is located in a fully developed area of St. Paul. Some small areas of open space with natural vegetation are located on the upper slopes along the corridor. Area wiidlife primarily consists of smali furbearers, such as raccoons, and various songbirds. It is anticipated that these areas will remain undisturbed by the project. A review of the Minnesota Natural Heritage database for any rare plant or animal species or other significant naturaf features wifhin one mile of the project revealed one record for the Peregrine Falcon (Fa/co peregrinus), a species listed as endangered both federally and in Minnesota. The Peregrine Fafcon's nest is currently located on the Montgomery Ward tower just north of I-94 between Pascal and Hamline. Efforts are undernray to relocate this nest prior to the scheduled demolition of this building for redevelopment of the site into Midway Marketplace. No adverse impacts are anticipated on fish or wildlife habitat or movement of animals due to the urban nature of the existing environment. An official determination from tf�e Minnesota Department of Natural Resources and the U.S. Fish and Wildlife Service will be included in the EIS. if any potentially significant impacts are identified, they will be investigated, and mitigation measures will be addressed. 76 ' i t Ll � ' , � � , , , , � ' � �5 Potentially Contaminated Sites During the scoping process, a preliminary contaminated site survey was conducted for the proposed corridor along Ayd Mill Road from I-35E to I-94. The survey involved the identification o4 known contaminated sites and sites that have the potential to be contaminated based on present and/or past land uses. Data identifying potentially contaminated sites was obtained itom the MPCA site databases through a file review. Ramsey County and the City of St. Paui were also contacted for any additional information on underground storage tanks, sp+{is or leaks, and contaminated sites. A total of 35 potentially contaminated sites was identified within or adjacent to the corridor. The number of potential sites affected varies by alternative. During the Draft EIS phase, a detailed analysis will be conducted for the Ayd Miii Road corridor to identify potentially contaminated sites. Data will be collected and analyzed for a 1,000 foot corridor along the proposed alignments. Data will be obtained from the EPA, MPCA, and from city and county fire marshal and environmental offices. Historic aerial photography will be examined to determine past land uses. Historic and current water well records will be examined to locate current and historic wells. City directories and Sanborn lnsurance Maps wil4 be examined to determine past property uses. The entire corridor will be visually inspected for characteristics that may indicate the presence of hazardous materials or contamination. The investigation will also include interviews with persons knowledgeable about the corridor. A Technical Report equivalent to a Phase I Environmental Site Assessment wiil be compieted in accordance with ASTM E1527-93. Depending on the results of the Phase 1 study, additional site specific investigations may be necessary to determine the type and extent of contamination, and the estimated clean-up costs. Energy Impacts The alternatives to be studied in the EIS will result in slight differences in energy consumption within the study area. Some alternatives may have a positive impact due to reduced congestion; others may have a negative effect on energy consumption by requiring more stops and starts. The EIS will discuss energy consumption differences among various alternatives and energy conservation measures that could be included in the project. A detailed energy analysis quantifying the energy impacts of each alternative wil{ not be conducted. Construction Impacts ' Dust and noise normal to road construction will occur as a result of this project. Dust impacts wi{{ be minimized through standard dust control measures such as watering. After construction is complete, the dust levels are anticipated to return to near existing � ' 77 q5 -qq , conditions, Construction noise would be in accordance with any applicable City ' ordinances. The EIS will address dust, odors, vibration and noise caused by construction of the project and mitigation measures to be employed during construction. ' Construction of the project may also cause temporary disruption to existing utilities and t infrastructure in the project area. The EIS will discuss construction impacts on utilities and infrastructure, and mitigation measures to be incorporated into the project. ISSUES THAT WILL NOT BE ADDRESSED IN THE EIS Wastewater The proposed project will not generate domestic or commerciaUindustrial wastewater requiring sanitary sewer services or wastewater treatment. Water Use � , � ' The proposed project will nof require any connections to a public water supply. There are no wetlands or protected waters within the project area. Therefore, there wiii be no ' change in the number or type of watercraft on any body of water. Water-Related Land Use Management Districts There are no wetlands or protected waters within the project area. The project area does not encroach on any shoreland management districts, 900-year floodplains, state designated critical areas, or the federally designated Mississippi National River and Recreation Area. Physicai or Hydrologic Alteration of any Surtace Water Since there are no wetlands or protected waters within the project area, the project wili not involve any physica! or hydrologic alteration of surface water. Prime or Unique Farmiand There are no farmlands located within the project area. Any Stationary Sources of Air Pollution (i.e., Exhaust Stacks) The proposed project will not involve the installation of any exhaust stacks or other potential stationary sources of air pollution. � � 1 ' ' ' ' ' � 1 � ' � � � � ' ' ' , q Hazardous Waste to be Generated The project is not expected to generate any hazardous wastes. Storage Tanks to be Used Temporary storage tanks for petroleum products may be located in the project area for the purpose of refueling construction equipment during construction activities. The size and location of potentiai storage tanks is not known at this time. Measures will be taken to avoid spills that could contaminate groundwater or surface water during construction. PERMITS AND APPROVALS Permits and approvals that may be required for the project are listed in Table 15. �:7 q5 -qq TABLE 15 AGENCY APPROVALS AND PERMITS WHICH MAY BE REQUIRED UNIT OF GOVERNMENT Federal: (If federal on any federal approvals) Federaf Highway Administration Advisory Council on Historic Preservation National Park Service State: MN Department of Transportation MN Department of Natural Resources MN Pollution Control Agency State Historic Preservation Officer Regfonal: Metropolitan Council TYPE OF PERMIT OR APPROVAL EIS Approval, Record of Decision, LocaYion & Design Approval Sections 4(fl 8 106 Reviews Section 6(� Approvat (LAWCON funded parics) Connection to I-94 & I-35E, State Aid Approval Water Appropriation Pertnit Recreation Grant Approval Air Quality Indired Source Permit (ISP), NPDES Construction Permit Historic & Archaeological Clearance Controlled Access Highway Approval STATUS To be completed if necessary May be required for some altematives May be required for some alternatives Approva( required for some alternatives May be required for some altematives If necessary Required for some altematives Required for some alternatives Required for some altematives Local: Ramsey Counfy City of St. Paul Highway Department Concurrence EIS Adequacy Determination, Plan Approval Will be reviewed through EIS To be completed '-m� L� �� L� � ' ' ' LJ , , � , LJ 7. DRAFT SCOPING DECISION q5 �� The Minnesota Environmenta{ Po{icy Act (MEPA) rules and National Environmentaf Policy Act (NEPA) regulations require that the EIS include a range of alternatives representing ail reasonable alternatives. A memorandum prepared by the Executive Office of the President of the United States, Councii on Environmental Quality, titled Questions and Answers about NEPA Requlations, states: "When there are potentially a very large number of alternatives, only a reasonabie number of examples, covering the full spectrum of alternatives, must be analyzed and compared in the EIS." Due to the extensive number of alternatives initially identified for this project, a preliminary evaluation of alternatives was conducted during the scoping process to identify the range of aiternatives to be studied in the EIS. This preliminary evaluation of alternatives was completed in two phases. First, an initial investigation was undertaken to determine the constructability of the Buiid alternatives. Second, the remaining alternatives were evaluated based on the project objectives. Chapters 4 and 5 document the preliminary evaluation of alternatives regarding construction feasibility and the project objectives. 8ased on the preliminary evaluation of afternatives completed during the scoping process and documented in this scoping document, the following alternatives have been recommended by the Ayd Mill Road Task Force for more detailed analysis in the EIS. This Draft Scoping Decision wiil be presented at the Scoping Public Meeting, and there will be a 30-day comment period for public and agency review and comment on the Scoping Document and the Draft Scoping Decision Document, including the Task Force recommendation. Following the comment period and the Scoping Meeting, the Planning Commission will make a final recommendation to the City Council on a scoping decision. The City Council will make the final determination regarding the range of alternatives, and issues to be studied in the Draft EIS. TASK FORCE SCOPING RECOMMENDATION ' Following careful consideration of the technical information presented by staff and consultants, and discussions with the groups represented by the Ayd Mill Road Task Force ' members, the Ayd Mill Road Task Force has recommended the following alternatives for study in the Draft EIS. The recommended Draft Scoping Decision is summarized in Table 16. , 1. , 2. 3. ' t Alternative 1 - No Build. Alternative 2- I-35E/I-94 Downtown Connection. Aiternative 3 - TSMlTDM. E:�i q5 -qq TABLE 16 AYD MILL ROAD TASK FORCE RECOMMENDATION FOR DRAFT SCOP(NG DEC(SION Sub-Aitemative Alignments No AMR Railroad Altemative Extension Fairview Pascal Hy6rid Spur iiamline 1. No Buiid • 2. 35E Downtown Connection ■ 3. Tra�sportation System ■ ManagemenUTravel Demand Management 4. �inear Park ■ 5. Residential Development -- 6A. Two Lane City Street . Two Lanes — — — -- -- -- • One-Way Pair — -- _ _ __ BB. Two Lane City Street with — -- ■ -- Connections to I-35E and I-94 7. Expressway with Indirect Connection a. Intersection with frontage road — — b. Spfit diamond interchange ■ -- c. One-Way pair -- -- 8. Expressway with Direct Connection a. Diamond interchange (eliminated previously) b. Freeway to freeway — — ■ 8. Limited Access Freeway ■ -- -- 10. HOV Altematives . Reversible ❑ — -- -- . Diamond Lanes ❑ — ❑ ❑ • HOV roadway (2-lane) -- -- — -- ■ Carry Forward to Draft EIS ❑ Carry Fon,vard as Sub-Altemative -- Eliminated in Scoping Evaluation ' 1 � ' � , ' ' 4. ' 5. ' ' �1 ' � ' ' ',1 , q 5-�� Alternative 4.- Linear Park (removes Ayd Mill Road). Alternative 6B-2 - Two-lane city street (35 mph) with a direct connection to I-35E on the south and a split-diamond interchange with 1-94 via the Hybrid alignment. 6. Alternative 7B-1 - Four-lane expressway (40 mph) with a direct connection to I-35E on the south and a split-diamond interchange with I-94 via the Hybrid alignment. 7. Alternative 8C - Expressway (45 mph) with a direct connection to I-35E on the south and a freeway-to-freeway interchange with I-94 on the north via the Railroad Spur alignment. 8. Alternative 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 Alternative 10 - High Occupancy Vehicle (HOV) lanes as sub-alternatives for Alternatives 6B-2, 76-1, 8C and 9A. ALTERNATIVES NOT RECOMMENDED FOR FURTHER STUDY The reasons other alternatives were not recommended by the Task Force for further study in the Draft EIS are summarized below. Alternative 5 - Residential Development 7his aiternative was not recommended for further study because the corridor cannot be ' successfully adapted to residential development due to the close proximity of the railroad, the narrow width of the corridor, the local topography, and the need to retain part of existing Ayd Mill Road to provide property access. ' ' ' ' , Altemative 6A-1 and 6A-2 - Two Lane Without Connections to I-35E and I-94 These alternatives were not recommended for further study because they do not provide a continuous, connected roadway between I-35E and 1-94. 83 , �5-qq AltemaEive 68-1 and 66-2 - Two Lane City Street �th Connections to I-35E and I-94 ' 1 The Fairview and Railroad Spur alignments were not selected because they would require ' significantly greater construction activity and right-o9-way acquisition, similar to that needed for the four-lane options. ' Altemative 7A-1, 7A-2, 7B-2 - Expressway with Indirect Connection Alternative 7A-1 and 7A-2 (frontage road connection) and 7B-2 (split diamond interchange) are very similar but the split diamond interchange provides better access to I-94. Therefore, the frontage road connection option was not recommended for further study. The one-way pair was not recommended for further study because it would require construction and right-of-way acquisition on two alignments without adding benefits. Altemative 8A, 8B - Expressway with Direct Connection Diamond interchange options were eliminated from consideration due to construction feasibility (see Chapter 3). Due to problems associated with a potential intersection at Snelling and the close proximity of fhe railroad to the future roadway alignment, an expressway design is not considered feasible for the Fairview alignment (8A). While an expressway design is possible along the Hybrid aiignment (8B), the freeway-to-freeway interchange option is more di�cult to construct along this alignment than along the Railroad Spur alignment, because it is closer to the Snelling interchange. It also would have more right-of-way acquisition impacts on the adjoining neighborhood. Altemative 9B, 9C - Limited Access Freeway The feasibility of the Fairview, Hybrid and Railroad Spur alignment options for a limited access freeway were all determined to be questionable due to the right-of-way impacts and extent of construction required. The Hybrid and Railroad Spur alignment options for a limited access freeway were eliminated from consideration due to higher costs and fewer regional traffic benefits than the Fairview afignment. ISSUES OF POTENTIAL SIGNlFICANCE This section identifies the sociai, economic and environmental issues that wili require more detailed study in the Ayd Mill Road EIS. A final determination of issues to be studied in the Draft EIS will be made after the Scoping Public Meeting and the official comment period. Issues proposed for additional study in the EIS are summarized below: m L� � ' l� � ' � ' L� ' ' ' � 4ssues requiring special studies (separate reports}: • Cultura4 resources/Seetion 106/Section 4(�}, if applicable • Contaminated sites • 4(fj/6(� {ands (park/recreation), if applicab{e Issues requiring detai{ed analysis in the EIS but not separate reports: • 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 Issues requiring discussion in EIS, but not detailed analysis: • Transit impacts (included in alternatives) • Bicycle and pedestrian impacts (included in alternatives) • Compatibility with plans • Neighborhood cohesiveness • Energy impacts • Access changes • Vegetation, wildlife, endangered species • Safety, including speed issues not considered significant g�-qq , Based on information available at this time, it appears that the proposed project will not involve the following issues. Therefore, no further analysis will be completed regarding them: lJ ' ' � • Wastewater • Water use • Water-related land use management districts • Physical or hydrologic alteration of sucface water • Prime or unique farmland • Stationary sources of air pollution i.e., exhaust stacks � � 8. CERTIFICATION RGU CERTIFICATION ! �� ' , A. i HEREBY CERTIFY THAT THE INFORMATION CONTAINED !N TNIS DOCUMENT , IS ACCURATE AND COMPLETE TO THE BEST OF MY KNOWLEDGE. SIGNATURE B. i HEREBY CERTIFY THAT THE PROJECT DESCRIBED IN THIS DOCUMENT IS THE COMPLETE PROJECT AND THERE ARE NO OTHER PROJECTS, PROJECT STAGES, OR PROJECT COMPONENTS, OTHER TNAN THOSE DESCRlBED !N THIS DOCUMENT, WHICH ARE RELATED TO THE PROJECT AS "CONNECTED ACTIONS" OR "PHASEQ ACTIONS," AS DEFINED, RESPECTIVELY, AT MiNN. RULES, PTS. 4410.0200, SUBP. 9B AND SUBP. 60. SIGNATURE C. I HEREBY CERTIFY THAT COPlES OF THE COMPLETED SCOPlNG DOCUMENT ARE BEING SENT TO ALL POINTS ON THE OFFICIAL EQB EAW DISTRIBUTION LIST. SIGNATURE TITLE OF SIGNER :. , [�I , SCOPING DOCUMENT DISTRIBUTION LIST Federal: , • Advisory Council on Historic Preservation • Council of Environmental Quality ' • Department of Agriculture Soil Conservation Service • Department of Commerce ' • Department of Defense Army Corps of Engineers • Department of Energy , • Department of Health and Human Services � • Department of Housing and Urban Development • Department of Interior ' Fish and Wildlife Service Forest Service National Park Service ' • Department of Transportation Federal Highway Administration Federal Transit Administration , Federal Railroad Administration Coast Guard ' • U.S. Environmental Protection Agency • Federal Aviation Administration • Federal Emergency Management ' Agency • Federal Power Commission � State: • Environmental Quality Board ' • Department of Public Service • Department of Natural Resources ' ' � �' �5 - q�� • Pollution Control Agency • Department of Transportation . Department of Health . Department of Agriculture • Department of Public Safety • O�ce of Waste Management • Board of Water and Soil Resources . Minnesota Historical Society . Legislative Reference Library . Environmental Conservation Library Regional: • Metropolitan Council - Metropolitan Transit Commission - Metropolitan Waste Control Commission • Metropolitan Airport Commission Local: • Ramsey • Dakota County • City of St. Paul - Mayor - City Council - Planning Commission - Ayd Mili Road Task Force - Department of Pubiic Works - Department of Planning and Economic Development - Division of Parks and Recreation • St. Paul Pubiic Library lJ' ' 1 t 1 1 1 � , � ' , ' ' , ' , ' , , APPENDIX A APPENDIX B APPENDIX C APPENDIX D APPENDICES TASK FORCE ROSTER FEASIBILITY ANALYSIS OF I-94/i-35E DOWNTOWN CONNECTION TRAVEL FORECASTING PROCESS GLOSSARY :: Q�-�q ' 1 , ' � ' , , 1 ' � ' ' � , ' ' � ' District 13 Merrian Park Lexington - Hamline Snelling - Hamline Macalester - Groveland District 14 Summit Hill District 16 Highland District 15 APPENDIX A AYD MILL ROAD EIS TASK FORCE West 7th/Fort Road Federation District 9 Summit University District 8 Mat Hollinshead Scott Heiderich Phil Powers (Alternate) Margaret Martin Kathy Voss Pat Bettenburg L. Michael Casey Jamie C{oyd JohnlBetsy Van Hecke (Alternate) Jean McMahon Kate McGough John Ahern Jane Jenkins (Aiternate) Own Sorenson Anne McManus John Siekmeier Tim Kennedy P.J. McGuire Eve Stein (Altemate) Vicky Dim Wiiliams (Alternate) Michael O'Brien Peter Carlsen q5-q� w. q� -qq Hamline Midway District 11 DCDC District 17 Scott Moser Ailyson Hartle (Altemate) George Stone (Alternate) Bob Englehardt Jules Tollin (Altemate) Grand Avenue Business Association Snefling-Sefby Business Association University United Midway Chamber of Commerce Selby Area CDC Residents in Protest of 35E Bicycle Advisory Board Metropolitan Council Ramsey County Dakota County Planning Commission (Task Force Chair) Mella Martin Andy Giesell (Altemate) Deb Kowalski (Alternate) Tim O'Gara 8ill Huestis Matt Hollinshead Jim Bergstrom Bob Porter Randy Treichei Thomond O'Brien Robert J. Mayer Mark Filipi Steve Alderson Tim Mayasich Lynn Moratzka Stan Zobei (since 3/94) Linda Hirte (until 3/94) , , ' r , ' , , , ' ' , , , , ' ' � ' APPENDIX B Feasibility Analysis of I-94/I-35E Downtown Connection December, 1994 Prepared by: Strgar-Roscoe-Fausch, Inc. Toltz, King, Duvall, Anderson and Associates Minnesota Department of Transportation St. Paul Department of Public Works ��J"�� C J ' i ' ' ' u ' ' � ' , �� APPENDIX B FEASIBILITY ANALYSIS OF I-94/1-35E DOWNTOWN CONNECTION Q 5 `�`� An analysis was done to determine the construction feasibility of a direct connection between northbound I-35E and westbound I-94, and befiveen eastbound I-94 and southbound I-35E. The possibie connections that were identified and studied are shown in Figure A-1. Following are the results of this analysis: Alternative A-1, 10th Street Ramp Extension to I-35E SB This alternative is not constructable because it wouid require reconstruction of the historic James J. Hill wall in the vicinity of the Walnut Street pedestrian bridge. (At the time I-35E was constructed, the James J. Hill wali was determined to be a historic resource that must remain in place.) To achieve acceptable profile grades and ramp terminal spacing it would be necessary to reconstruct the Kellogg Boulevard SB on-ramp to place the entrance nose south of the present location and nearer the pedestrian bridge. The acceleration lane for the reconstructed Kellogg Boulevard SB on-ramp would require widening on I-35E below the pedestrian bridge. The present wall along I-35E was constructed as near as possible to the historic stone wall. Any widening below the pedestrian bridge would cause disturbance of the stone wall. Widening 1-35E at the pedestrian bridge would require raising the bridge to provide adequate vertical clearance over the widened roadway. Reconstruction of the I-94 Connection bridge and the Kellogg Boulevard bridge wouid be required. This would cause major disruption of #ra�c during construction. Public access to the History Center at 10th Street would need to be relocated. Alternative A-2. Connection from EB I-94 to Existinq SB 1-35E Entrance Ramp bv 10th Street Bridpe This alternative is constructible. However, the potential impacts and costs are ' significant, and several special approvals wouid be required. The feasibility of constructing this connection is questionable. Its impacts include (but are not limited to): ' • Requires extension of 10th Street bridge to the Minnesota History Center. l_J , � J � :s �r � � �� ♦ � � � a �°� s �` I � � 3 � 3 _ ° o � 3 ' v V N U c � Q E c '° 3 � � 3 � �� o �x � W - E O O C �� U U C L C� m O H�n Cc U w"j �_vu° a23� �a33 ��=� � ��n c� ��3333��°� j� O a O� O N N Z m C'lc]L^�13== C.i...� E E ZZ y y,�ir, `- 22a�ti�,00-3 cczoo�G�,.�`^'o �dJJOOOO� �� rj `y >. T V u C Z N N�� y y C C� �—�2F£ccoo oo::AROOOo ^NtA1'CUUJ� ' ' ' � � ' ' � I ' .-N�N�N�[V� Q<o�VV�^u:ti r` � � 4 4� � �� a � .�. i;\ , " •,' i! �� .`. `:� ��` . � �= �= �� Ro �� i �O R ry H � � � � � � C c �, `^ o 0 �� 0 NOflTH w � � Ti C7 � w � � � n F v � � � 0 v � O � 0 F Q � J a U � � Q � � � Z z � O O Q V `n � �' Z O V Z � O -� v -' z � 3 Q ¢ O z 3 0 � � � M i � � c� _ W J m � � O � r � ^ V J ' , , , , ' , i , i ' Ll L , ' ' C [ll u , � ' ' C q � qq • Requires extension of the bridge carrying eastbound f-94 traffic over the new ramp and 1-35E (or requires construction of a new separate bridge). • Requires a left exit off the mainline. This wouid require special approval from MN/DOT and the Federai Highway Administration (FHWA). • Requires relocation of the retaining wall along southbound I-35E approximately 10 feet to the northwest. • Provides only a 235-foot radius curve off the deceleration lane, with a design speed of 25 mph. This woufd require special approval from MfV/DOT and the FHWA. • Requires moving the nose of the ramp to eastbound I-94 to the east to prevent crossover traffic between this ramp and the new ramp to southbound I-35E. Results in the acceleration lane being 180 feet short of the standard acceleration lane length. This would require speciai approval from MN/DOT and the FHWA. • Requires both the new ramp and the 12th Street ramp to be metered at all times to ease the merge condition. • Requires acquisition of some portion of the Minnesota History Center parcel. (Note: This alternative was originally evaluated as a connection between the 10th Street/1-94 exit ramp and the existing I-35E entrance ramp. This alternative was not constructibie. Further investigation by Mn/DOT determined that by coming off the I-94 mainline this aiternative may be feasibie. This section incorporates the results of MnIDOT's evaluation.) Alternative B-1. St. Peter Looq NB to WB, with Connection to Existinq Ramp This alternative is not constructible because there is not enough space between the St. Peter ramp and the I-94 EB ramp to construct a new ramp deceleration lane, and terminating the Alternative B-1 ramp on the existing WB on-ramp would violate ramp terminal spacing criteria. Alternative B-2. St. Peter L000 NB to WB, with Connection to 1-94 WB This alternative is not constructible because there is not enough space between the St. Peter ramp and the I-94 EB ramp to construct a new ramp deceleration lane, and adding a ramp entrance onto WB I-94 at the location shown would be too close to the Marion Street off ramp to provide adequate weaving distance. 1 q� - 9q Alternative C-1. Ramsev to Daie, One-Wav This altemative would provide a direct connection for the NB to WB movement with a 40 mph design speed. This altemative may be constructibie but is not feasible because of the following major impacts: • High construction and right-of-way costs. . Major disruption of traffic on i-35E and I-94 during construction. . Requires reconstruction of part of newly constructed I-35E. • Requires extension of Ramsey/Grand bridge. • Requires relocation of new Thompson Avenue extension. . May require relocation of hospital's heliport. . Would cause noise, vibration and visual impacts on the hospital due to elevated structure at approximately 2nd or 3rd floor elevation. • Etevated structure over the pedestrian bridge would cause major visua{ impacts upon the views from the Cathedral and Summit Hill areas. . Would seriously undermine the aesthetic improvements made to I-35E between Grand/Ramsey and downtown, and may interrupt views of downtown from the roadway. • Roadways in this altemative would be close to the apartment building at the corner of College Avenue/Kellogg Boulevard. Although it is expected that construction could be accomplished without removing the building, some damages could occur during construction due to vibration. Following construction there would be some detrimental impacts due to additional traffic noise and the effects of being closely surrounded by roadways on all four sides. . Requires taking apartment building at corner of Mulberry StreeUKellogg Boulevard • Would disrupt traffic on John lreland Boulevard during construction of grade separation. • Because of limited space between the St. Paul Technical College building and Concordia Avenue, construction of this alternative would require taking at least part of the building. , � , L� � , ' i� ' �5-�l� • Access to the Technical College from Concordia Avenue would be ciosed. • Roadway would cross Technical College property in vicinity of truck docks, causing potential probiems with truck accessibility and maneuverability in dock area. • Would require extensive reconstruction of ramps, frontage roads, and I-94 mainline between Marion Street and Dale Street. This couid include closing the off-ramp to Dale Street. Alternative C-2. Ramsev to Dale, Two-Wav This alternative would provide a direct connection for both the NB to WB and EB to SB movements between i-35E and I-94 with a 40 mph design speed. This aiternative may be constructibie but is not feasible because of the major impacts listed for Aiternative C-1. In addition, this alternative would require disruption of the landscaping and pathway on the west side of 1-35E between Ramsey Street and the pedestrian bridge. Alternative D-1. Connection to 6th Street Ramp This aiternative is not constructible because: • It is not possible to introduce another exit ramp from I-35E, south of the exit ramp to ' Kellogg Boulevard, without closing Thompson Avenue and reconstructing the pedestrian bridge. , e ' ' ' lJ l� ' • At the west end of Alternative D-1 there is not enough space to merge a new ramp into the WB I-94 Connection prior to the History Center bridge and the tunnel. Alternative D-2, Connection to 5th Street Ramp • This alternative is not constructible because: . There is not enough space to construct a new ramp between the existing 5th Street ramp and Keilogg Boulevard. • Merging a new ramp into I-35E SB, south of Kellogg Boulevard, wouid have the same problems in the vicinity of the pedestrian bridge and the historic wall as discussed for Alternative D-1. Widening I-35E near the pedestrian bridge would require reconstruction of the bridge and wouid disturb the stone wail. ' �5-qq Alternative E. Existina Conditions with Imaroved SiQninq With this alternative, all roadways would remain in place. No additional roadways would be constructed. 'Trailblazer" signing, as defined in the Minnesota Manual on Uniform Traffic Control Devices, would be installed to better inform drivers of the preferred route between I-35E to the south and I-94 to the west. For the NB to WB movement it is anticipated that this route would follow the St. Peter Street off ramp to 11th Street. The route would then follow 11th Street to Wabasha Street, cross I-94/i-35E, and then tum left onto the westbound ramp. For the EB to SB movement the preferred route would be on the off ramp to Concordia Avenue, and then on Concordia Avenue and Keilogg Boulevard to the ramp from Kellogg Boulevard to I-35E SB. Altemative F-1. Loop to Sth Street. NB to WB, with Connection to 1-94 WB This alternative wouid provide a connection for the northbound 1-35E to westbound I-94 movement via 5th Street. A free right turn would be constructed at the 5th Street intersection. This altemative is constructible. However, the potential impacts and costs are significant, and several special approvals would be required. The feasibility of constructing this connection is questionable. Its impacts include (but are not limited to): • Requires extension of Kellogg Boulevard bridge. • Requires extension of the I-94 connection bridge (5th/6th streets). • Requires a retaining wall for most of the loop, due to the approximately 20-foot difference in grade from mainline I-35E to Main Street. • Closes Main Street, or requires tying it into Ninth Street to retain access. This may create problems with access to St. Joseph's Hospital. • Removes the walkway on the 1-94 connection bridge. • Requires a low design speed of 25 mph. This would require speciai approval from MN/DOT and the Federal Highway Administration (FHWA). • Requires acquisition of the Labor Center and Catholic Charities, with a potential for acquisition of the Dorothy Day Center. ' 1 q� -qq • Reduces the 5th Street on-ramp to a singie lane. This couid have impacts in the p.m. peak hour related to queuing distance. ' (Note: Altematives F-1 and F-2 in this evaluation include the results of further investigation by Mn/DOT staff.) , C � !J , ' � , l_ J � Alternative F-2, Loop, NB to WB, via 5th Street This altemative would provide a direct connection for the northbound I-35E to westbound i-94. This alternative is constructible, but its feasibility is questionable because of the major impacts listed for Alternative F-1. Tunnels The cost of a one-way tunnei in this area of St. Paul is estimated to be $6,000 per lineal foot. This estimate includes the tunnel and roadway construction costs, including lighting and ventilation. Tunnel alignments have not been developed. Tunnels may be constructible but are not feasible for the following reasons: • High construction costs. • High cost for maintenance and operation. • Would require standby emergency service in case of accidenis, stalled vehicles, or vehicle fires. • Potential conflicts with other existing underground facilities. Connection Northeast of Downtown, NB i-35E to WB I-94 � A potential alternative would be to provide a NB to WB connection from NB I-35E northeast of downtown by looping back toward downtown then west on 1-94. The advantage of this alternative is that the roadway wouid be located away from the high ' impact areas previously discussed. However, this alternative is not feasible because of the additional travel distance and travei time required to make the movement. ' , � ' , 1 , C' ' , �l � q5-qq APPENDIX C SRF No. 0941911 ITl�iS[�7:7_1�I�lqdil TO: FROM: �• Forecasting Sub-Committee Ayd Miil Road Task Force Steve Wilson, Sr. Transportation Engineer Charieen Zimmer, AICP, Principai July 28, 1994 SUBJECT: TRAVEL FORECASTING PROCESS ' Regional transportation models have been developed by the Metropolitan ' Council and the Minnesota Department of Transportation to simulate and analyze the effects of transportation and land use decisions in the Twin Cities. These models are computerized procedures for systematically predicting travel ' demand changes in response to development and transportation facility changes. ' The models are used by the Metropolitan Council and Minnesota Department of Transportation primarily for major project planning. They are calibrated and validated at a level of accuracy sufficient for planning regional facilities such as ' freeways and major arterials. This provides sufficient accuracy for most regional and corridor-level planning. However, the regional modeis are too large-scale to ' adequately answer some of the more localized questions to be addressed in the Ayd Mili Road Environmental Impact Studies. These localized issues must be addressed through operations level analysis. '� � ' ' This memorandum describes the travel forecasting methods for major transportation projects in the Twin Cities Metropolitan Area. This process represents the use of the best available practices and procedures as of 1993, when the regional travel forecasting modeis were comprehensively revised. The � Forecasting Sub-Committee - 2- �� July 28, 1994 methods reflect the recommendations of the Nationai Association of Regional Councils' Manual of Regional Transportation Modeling Practices�'�, and the North Central Section of the Institute of Transportation Engineers' Recommended Practice for Reconciling Small Area and Regional Travel Forecasting in the Twin Cities Metropolitan Area.a� Figure 1 presents an overview of the travel forecasting framework for regional- and corridor-level project planning. This schematic highlights the important interfaces between travel forecasting and other work done in the course of project planning and analysis. The ftamework includes severai preparatory steps: developing and documenting the methods to be used in forecasting; validating those methods against a base year; preparing and documenting the socio-economic inputs and transportation altematives; applying the forecast models; and analyzing and documenting fhe results. STRATEGIES TO ENSURE RELIABLE FORECASTS Four strategies are employed in transportation forecasting to help ensure reliabie forecasts. These conventions have emerged as important keys to the realistic, objective evaluation of potential benefits generated by new transportation facilities. Standards for Validation—Validation tests are performed to determine the extent to which the regionai travel forecast models are adequate for the specific corridor being considered. The tests demonstrate whether the travel forecasting methods are capable of adequately reflecting current conditions. Nationally recognized standards for regional forecast model performance, which focus on freeways and major arterials, are modified to ensure acceptable level of error for minor facilities. Avoidance of Comoounded Optimism—Certain assumptions made in travel forecasting can have a profound impact on the results of the forecasts. Often, these assumptions are made by considering short-term conditions or policy desires that may not be practical. Changes to current conditions will be carefuily considered and discussed to minimize instances where multiple assumptions are (1) North Central Section of the Institute of Transportation Engineers, Recommended Prac[ice for Reconciling Small Area and Regional Travel Forecasting in the Twin Cities Metropolitan Area, North Central Section of the Institute of Transportation Engineers (1992). (2) Harvey, Grieg and Elizabeth Deakins, A Manual of Reaional Trans�ortation Modelinp Prac[ice for Air Qualitv Analvsis, prepared for the National Association of Regional Councils (National Association of Regional Councils, 1993). r ' ' � ' ' ' ' ' ' � � , ' ' ' ' ' ' a5-Qq � � ❑vn . Analysis by Others Devefopment of Forecasting Methods Validation of Forecasting Process against BaseYear Documentation of Methods and Validation Analysis of Travel Impacts 0 CIT'Y OF ST. PAUL SRF FRAMEWORK FOR TRAVEL FORECASTlNG IN MA)OR TRANSPORTATION PLANNING STUDIES , AYD MILL 3�0AD SCC�P�NG, DOCUMENT � FIGURE C-1 ves Forecasting Sub-Committee - 4- �� - 1 July 28, 1994 made on the "optimistic" side. In documenting the assumptions that will underlie the forecasts, the discussion wilf evafuate the set of assumptions and show that, as a whole, it represents a realistic portrayal of future conditions and avoids the risks associated with compounded optimism (or pessimism). Consistent Policv Assumptions Across Altematives—A large number of inputs to the travel forecasting process are, at least in part, subject to policy decisions made by a variety of local and State agencies. Local governments have purview over zoning, development, and parking policies, and State agencies set operating policies for highway facilities and control access to important rights-of- way. While it is possible to assume that different parking policies or zoning could exist for various alternatives, this would introduce an additional level of uncertainty to the forecasts and mask differences among the alternatives. It is important that all conditions not directly attributable to the transportation facility be held constant. This convention means that it will be possible to compare the alternatives with a set of baseline forecasts that assume as fiew policy differences as possible among alternatives. Minimized Adiustments to Forecasts--Often, despite the best attempts at modei calibration, the model does not reflect some conditions as well as desired. In this case, some fine-tuning of model results is needed to create reasonable results. Any time this type of situation arises, it presents an opportunity for inconsistent application of a technique. While adjustments are acceptable practice, they should be minimized to avoid the possibility of inconsistent treatment of altematives. TRAVEL FORECASTING PROCESS The process used to simulate and forecast travel pattems is a complex battery of input data and computer processes that transform data into representations of travel. In generai, the structure of the process in the Twin Cities is very consistent with the state-of-the art in the United States. The process uses the standard "four-step" approach to travel forecasting with sequential generation, distribution, mode choice, and assignment modeis (see Figure 2). The models were developed using several features considered to be the emerging state-of-the-art, including: • Trip generation sensitive to transportation system variables; • Automobile ownership models sensitive to transportation system variables; • Trip distribution that considers numerous factors rather than just highway time; 1 PEOPLE � �. � MAKE, ° . ' ; MANY � TRIPS o � >�� t ' � 5 ' �� ................................................... .............................. TRANSIT AND HIGHWAY NETWORKS Representation of Transportation Systems Mn/DOT, RTB, Met Councii 7RAVEL TIME BE7WEEN ZONES •��Y��• ' ' ' BY VARIOUS MODE AVAILABILITY AND TRAVEL zIMES � ` MODES OF ,,, �.TRAVEL ............ ................. ' � � � ° . �:;ON' RO� ' TRAN; ' Y . ' ' ' ' ' � ' TRIP GENERATION Estimates of Future Travel by Zone Mn/DOT, Met Council TRIP DISTRIBUTION Estimates of Zone to Zone Trips Met Counal MODE CHOICE Estimates of Transit, Auto Driver, Auto Passenger Trips RTB, Met Council � TRAVEL TIMES TRIP ASSIGNMENT RIOUS: BY ROUTE Projected Use of S AN D : �. - 7ransponation ROUTES S Elements .............t.................. Mn/DOT, Met Council , � _._ ...�. CONGESTION AND LEVEL OP SERVICE MUL7IPLE ITERATIONS TRAVEL �ORECASTS , _.� ,.. ,� DEMOGRAPHlC FORECASTING Socio-ECOnomic & Land Use Projections Cities, Met Council CITY OF ST. PAUL FIGUIZE S�F CORRIDOR TRAVEL FORECASTING PROCESS C_2 AYD MILL ROAD SCOPING D „9 J Forecasting Sub-Committee - 6- "I ��`1 `1 July 28, 1994 •"Muiti-nomial nested fogit° mode choice models, which are probability-based and capable of high-occupancy vehicle ana{ysis; . Equilibrium capacity restraint highway assignment model This forecasting approach uses an iterative process where that changes in the fransportation system, such as congestion, are sccounted for in travel behavior in the best possible manner. The travel forecast models use the TRANPLAN forecasting software, with severai components being stand-aione FORTRAN modules that are TRANPLAN- compatible. These include the trip generation program and mode choice programs, and several smaller programs that produce or manipulate input data as described later. The input data sources for the model are identified in Table 1. This section describes the models and the+r inputs. The main components and sub-components of the travel forecasting process are: 1. Highway Network Representation 2. Transit Network Representation 3. Zonal Socio-Economic and Demographic Data 4. Trip Generation 5. Trip Distribution 6. Model Choice 7. Time-of-Day Estimation 8. Highway Traffic Assignment 9. Transit Network Assignment The Metropolitan Council has primary responsibility for the development and operation of the models, except for the highway network and highway tra�c assignment. The Minnesota Departmenf of Transportation bears primary responsibifity for these components. 1. HIGHWAY NETWORK REPRESENTATION Ali of the freeways, expressways, and major arterial roadways in the Twin Cities area are compiled into a computer representation of the region's highway system. In addition, most m+nor arkerials and many collector roads and other local streets are included. The attributes of the roadways are described in terms of: • Area Type (Rurai, Developing Suburban, Central City, etc.) � LE 7 MODELS AND DATA SOURCES � F4R TRAVEL FORECASTiNG PROCESS � ' ' , � � lJ ' ' ' ' ' u ' ' � "'' MODELS DElvIOGRAPHiC DATA • Populatiort • Employment • Households PERSON-TRlP GEN�RATlON • Trip Purposes • Trip Rate • Time-of-Day TRIP DISTRiBUTION • Origins � Destinations MODE CHOtCE • Auto ownership • Auto operating costs • Parking costs • Transit costs • Transfers • Transit availability • Travel times (access, in-vefiicle, walk, park, wait times? ASSIGNMENT • Vehicie volumes • Routes (Yime, service, congestion, speed, etc.) INPUT DATA SOURCES �� • 1940 Census • 1990 ,Ylinnesota Department of Jo6s and Training Employment Data • 1990 Travel Behavior Inventory (TBI} • Home inierview Surveys • External Stat+on Surveys � Special Generator Surveys • 1990 Travel Behavior inveniory (TBl) • Home Interview Surveys • External Station Surveys • Special Generator Surveys • 1990 Census • 1990 Trave! Behavior lnvenYory (TB!) • Home Interview Surveys • Externai Siation Surveys • Special Generator Surveys • lanes • Travel Times • 5peeds • Capac+ty � Forecasting Sub-Committee - 8- ��- qq July 28, 1994 • Facility Type (Metered Freeway, Undivided Arteriai, Coliector, etc.) • Distance {length of highway segment) . Free-Ffow Speed • Number of Lanes • Capacity (vehicles per hour per direction) The regional network was prepared using default values for speed and capacity by area type and fscifity types. The va{ues were based on speed studies conducted as part of the 1990 regional Travel Behavior Inventory, Far the Ayd Mill Road Environmentaf {mpact Studies, the network segments in the study area were reviewed for differences from the default value. In addition, severai other roadway segments potentially importani to ihe tra�c filow in the study area were added to the highway network. The model for Ayd Mi{{ Road uses localized changes (such as tum penalties and prohibifions) that are not used in the regionaf model. 2. TRANSIT NETWORK REPRESENTATION All regional transit routes are incfuded in a computer representation of the transit system. The transit networlc looks at the transit system in terms of links, which represenf the highway system, and lines, which represent the routes' path along the links. Data in the transit netwark inc4ude: • Link speed (peak and ofF-peak) • Link distance • Route frequency • Rouie Type (express , local , etc.) 3. ZONAL SOCIO-ECONOMIC AND DEMOGRAPHIG DATA The regional travel forecast models divide the seven county Twin Cities Metropolitan Area into 1165 geog�aphic zones. tnto these zones are allocated various demographic and socio-economic data for the purposes of the forecast models. The zones aiso serve as the beginning and end focations of travef in the region. In addition to the 1165 zones, the 35 most important points of entry into the region are identified as "extemal" zones. Input demographic information includes: • Population • Households • Retail Employment • Non-retail Employment [l �� I �� Il ' � LJ ' ' Farecasting Sub-Commiftee - 9- July 28, 1994 q5 • Area Type (Rural, Cenfral business Districf, Deveioped Suburb, etc.} • Size (Acres of land area) • Percent of the zone within various walking distances of transit service Sub-models in the regional process generate additional data: • Parking Costs, based on employment density • Automobiles Owned, based on income and access to transit The zonal system was defermined primarily on the basis of physical boundaries and major roadways. To enhance the ability of the regional model to accurately portray travel in the Ayd Mill Road area, the regional zone system was subdivided into an additional 29 zones. The zonal boundaries are shown in Figure 3. The basis for 1990 data included the 1990 U.S. Census, the Minnesota Department of Jobs and Training, and City of St. Paui staff. Forecast year data are from the Metropolitan Councii, with review by the City of St. Paui. 4. TRIP GENERATION; How many trips? Trip generation is the process by which the number of trips attributed to a zone , are estimated based on the amount and type of activity in a zone. Trips are either "produced" by or "attracted" to a zone, depending on the type of trips. Each trip has two ends. Trips either beginning at a household or ending at a ' househoid are said to be produced by that household. Trips are attracted to non-residential activities such as universities, work-places or shopping areas. � ' , C! ' ' ' The end result of trip generation is a tota! number of trips produced by and aftracfed to each zone. The trips at this poinf are "person trips", which do nof have any association with a given mode of travel. The determinants of househoid trip production are household size, the number of autos owned, and location. Severai factors contribute to trip attractions, depending on the trip purpose. The main variables are retail employment, non- retail employment, amount of activity within a given proximity, and area type. The regionai travel forecast rnode! uses twelve different trip purposes: Home Sased Work Home Based School Home 8ased Work-Related Home Based Shopping Home Based Other Non-Home Based Work , � " '� ,� q � - �q � � � �� # � �� : �, � �, ;= co s c� \ i � � � - p O .['- o- _.$ _," � I �q � � ^. h -::��._ -� + � C o � t h a S' ' i `� M� : � N M �s- :� q �� - � � �„ S N N ^ +� �' . '- - � . - :.. .:��.�."".II'�.�.:en -^..^' - . . .:. . .. ., . � no., -_�.`._ �' _ _:_. _� .'.:� ZQS g :, f Q �._ �i � � N. �e! 5 �O O� O A - fV ,� � q ��q t 1ry � q q � t 1207 S - - _ � T 4 < ` - � . N N � N O O O � � � £ f N N N N N i N N N .� g � �D � ' ' ,— � ^ " r _..� . r - _ a p `` �!� .._ .�. } s. �9�--' � � � \`,. �y 3 � . .' ch _: 7 .-: y ` T {'1 � :�.= � � :'i,, p � O1 � 3 122�{ � b � M : C ,. N 1. - ; '' � $ ..t . ,._. _ ' . 0�1 . _ . , . .n..a . � _ .:: � �b f . � nl � _ N � _ o _._� ...1218 °' � �'a��0 - � � p ' y N = O , O .: : e �+� � ' ' '- ' T 0� .'. � :� N p ." -:. ;: '° u w.ru . � .R .. . :. N . . ..: . _.,.: __. . . . ... _ . . : ....:::' �, _ _ _;_.:' :. . . ::...:.... 'ry'�'=�'�.. _� . . _ ,:.: �_-.� � !f � Z � :1`Z ..-_ - - < ...a '�- co ,y`Y�.-',.,,.' � 1223 899 : 1221 ' m 1 o „� ",^ a, """ =` � .' � �_.� �' � `'` j: I , --: ; ;� :: �� - ; ` "� � � - '� , g ; �--� ,�-: � U � � � ¢ 0 z � F m W I W .�- Z � � O � � � z � � � � w Q v v,, � Z C] E-� Q d U � O Q a � f" Q � 4 � Q � � � w � cI� , � , �� [� � ' L , , � � ' � J I� Forecasting Sub-Committee Non-Home Based Other intemal-External Work Extemal-Intemal Work tntemal-Extemai Non-work External-Internal Non-work Coilege/University - 11 - July 28, 1994 q�"`�`7 These trip rates and equations were developed using data from the 1990 regional Travel Behavior Inventory (TBI). The Ayd Milf Road Environmentaf Impact Studies will use the regiona( frip generation modei. Highland Park and Centrai High Schools wifi be added as special generators to enhance the zone-specific treatment of the school trip purpose. 5. TRIP DISTRIBUTION: Where are the trips going? Trip distribution takes the total person trips produced by and attracted to each zone and apportions them to other zones, creating a set of zone-to-zone trip movements. Most trips are distributed using a process known as a"gravity model", so named because it operates on the same principle as the laws of gravitationai attraction--the likelihood of trave! between two zones is a function of the amount of activity in each zone and the distance {time or cost) be}�Neen the zones. Different trip purposes are affected by travel time differently--people are willing to travei farther for work than they are for shopping, for example. Work trips are divided into four categories corresponding to the number of autos available to the househoid — a surrogate for wealth. This stratification keeps trips from generally low-income areas from being overly-attracted to workplace areas dominated by higher-income jobs. The classic example of this is the situation where many low-income residential areas are located next to downtown business districts dominated by higher-income jobs. A standard gravity model would not recognize the distinction without speciai factoring. The work trip models use a measure of time known as "composite impedance" that is more realistic than most forecasting practices currently employed. Composite impedance looks at the relative attractiveness of both transit and automobile modes in terms of time and cosi, then distributes trips on the basis of this impedance rather than just highway time. This would be helpful in cases where transit (or automobile) mode has a disproportionate attractiveness. Non-work trip purposes are distributed on the basis of off-peak highway time. ' Transit market shares are very low for non-work trips, and the extra refinement of a composite impedance would be minimally useful. ' , Forecasting Sub-Committee -12 - "�'�� July 28, 1994 These models were calibrated at the regional level using data from the 1990 TBI. The Ayd Mill Road Environmental Studies will use the regional trip distribution model without any refinements. 6, MODE GHOICE: What method of travet is being used? Mode choice models take the person trips befinreen each pair of zones and determine whether the trips are single-occupant vehicles, carpools, or transit riders. The models further determine whether the trip is a candidate for a high occupancy vehicie lane. Each trip purpose may have a different set of variables, or weightings of this variables, that are used in this determination. The models are known as "multi- nomiai nested logit models", which means that they consider several factors, look at decisions within modes (such as walking to transit versus driving to transit), and are probability-based. The models were calibrated based on the 1990 TBI data base. The factors considered in the mode choice madeis include: Transit In-Vehicle Time Transit Walk/Drive Time Highway In-Vehicle Time Highway Access Time. Transit Costs Parking Costs Out-of-Pocket Operating Costs HOV Lane Time Savings Proximity to Transit Service Automobiles Avaifable Density of Activity The Ayd Mill Road Environmental lmpact Studies wi{4 use the regionel mode choice models. 7. TIME -OF-DAY ESTIMATION: When is the travel occurring? Time-of-day models, or "temporal distribution", takes the esfimated trips and distributes them across periods of time for the purposes of more accurately reflecting peaking conditions on roadway and transit systems. Different trip ' Ll , Forecasting Sub-Committee -13 - July 28, 1994 purposes have different time-of-day patterns, including whether the trips e�� from-home or to-home. At this point in the modeling process, all trips are combined into a single trip tabie for each travel mode —auto vehicles, high- occupancy vehicles, transit riders. ' The basis for the temporai distribution is the 1990 TBI. No changes from this distribution are being assumed iR the Ayd Mill Road Environmental lmpact Studies. ' , �] , , ' �J ' � 8. HIGHWAY TRIP ASStGNMENT: What routes are the autos taking? The highway assignment process looks at different roadway-routing options for a trip between two zones and then tries to select the path that represents the shortest time path. Once this is done, the model compares the estimated use on each highway segment with the capacity, then adjusts the speed based on the amount of congestion. The modei cycles back through this process using the revised speeds until it achieves "equilibrium", or reaches a point where total travel time is minimized relative to congestion. This process recognizes that trips between the same pair of zones could have different routings of approximately equal travel time. This process will be used in the Ayd Mill Road Environmental Impact Studies. Separate trip assignments w+ll be made for AM peak, PM peak, and off-peak time periods. 9. TRANSIT TRIP ASSIGNMENT: What route are the fransit riders using? Transit route assignment is made using an "all-or-nothing minimum time path", which means that al� transit riders between two points will choose the same path, even if an alternate transit route is available that is less crowded or only slightly longer. � Route selection is made based on walk time, automobile access (parWride), wa+ting time and transferring time. Time spent waiting , driving or walking +s treated as less desirable than time spent riding the vehicle. ' ' ' � � , 1 � , ' � , ' , ' ' ' � , , ' ' � ' � 5 - q� APPENDIX D GLOSSARY AYD MILL ROAD ENViRONMENTAL STUDiES AGENCIES ACHP: Advisory Council on Historic Preservation, an independent federal agency CATF CEQ: CO: DNR: �• EPA: EQB: established by NEPA. Citizens Advisory Task Force Councii on Environmental Quality (Federa!) Community Organizer Minnesota Department of Natural Resources U.S. Department of the lnterior U,S. Environmental Protection Agency Minnesota Environmental Quality Board FHWA: Federal HighwayAdministration FTA: Federal Transit Administration (formerly UMTA, Urban Mass Transportation Administration) HPC: Heritage Preservation Commission MC or Mef CounciC MeTropolitan CouncA MHS: Minnesota Historical Society Mn/DOT or DOT: Minnesota Departmenf of Transporfation MPCA: Minnesota Poilution Confro! Agency MTC: Metropolitan 7ransit Commission PED: City of St. Paul Department of Pianning and Economic Deve(opment 1 � 5 �qq � PMT: PW: RCRRA: RTB: SHPO: TMC: Project Management Team ❑ City of St. Paui Department of Public Works Ramsey County Regional Railroad Authority Regional Transit Board Stafe Historic Preservation Office, under the auspices of MHS Transportation Management Center, a division of Mn/DOT USCOE or Corps: U.S. Army Corps of Engineers USFWS: USGS: U.S. Fish and Wildlife Service U.S. Geological Survey LEGISLATiON ... DEIS Clean Air Act Amendments of 1990 (Federal) Draft Environmentai Impact Statement (see EIS) EA: Environmental Assessment, an environmental document required by the federal Environmental Po(icy Act discussing the environmental effects of a project and possible alternatives. EAW: Environmental Assessment Worksheet, a brief environmental document required by the state Environmentai Policy Act which sets out the basic facts necessary to determine if an EtS is needed or to initiate the scoping process for an EIS. EIS: FEIS: Environmental Impact Statement, a detailed environmentai document required by both the siate and fiederai Environmental Policy Acts. Final Environmental Impact Statement (see EIS) FONSI: Finding of No Significant Impact, documentation that a project will have no significant impact on the environment and not require an EIS under the federai Environmentaf Paficy Act. ISTEA: LAWCON: Intermodal Surface Transportation Efficiency Act, current federal transportation funding legislation (pronounced "ice Tea"). Land and Water Conservation Act (Federal) 2 , � , , � � ' ' , ' LGU: I MDIF: , ' � i MEPA: q � - �1� Local Governmental Unit, governmenfa! unit or age�cy responsible for implementing state Wetlands Conservation Act (WCA). Metropolitan Development and fnvestmenf Framework, a planning document published by the Metropolitan Council Minnesota Environmental Policy Act, a state law establishing environmental review requirements for projects of a certain size. MEF2A: Minnesota Environmental Rights Act, a state law prohitriting actions harmful to the environment for which prudent and feasible alternatives exist. e MUSA: , Neg. Dec. , NEPA: � ,, �� NHPA: Metropolitan Urban Service Area, area eligibie for sanitary sewer services, established by the Metropolitan Council. Negative Declaration, the determination by a RGU that an EIS is not required under the state Environmental Policy Act. National Environmenfal Policy Act, a federa( law establishing environmental review requirements for projects of a certain size. Nationai Historic Preservation Act RGU: Responsible Governmentai Unit, the governmenta! unit responsible for preparation and review of environmental documents under the state Environmentai Policy Act (MEPA). L � ' ' ' ' ROD: Record of Decision, documentation signed by FHWA after completion of a FEIS explaining the reasons for a project decision and summarizing mitigation measures (required by NEPA). Section 4(fl: This section of the QOT Act provides protecfion for parklands, wildlife refuges, historic sites and recreational areas from use by transportation agencies unless there is no feasible or prudenf aiternative to such use. Section 6(fl: This section of the LAWCON Act stipulates any land that is pla�ned, developed or improved with LAWCON funds cannot be converted to other uses unless replacement land of at least equal or greater value is provided. Section 106: This section of the Nationai Historic Preservat+on Act requires federal agencies to consider the effects of their actions on historic properties. WCA: Wetlands Conservation Act, a Minnesota state law governing the filling , and dredging of wetlands. ' 3 "I� -`�`� TRAFFIC ADT: Average Daily Traffic CIP: Capital Improvement Program Connection: The joining of two or more roads, intersection or interchange. Cross-Section: Graph representation of a section formed by a pfane cutting through an object at right angies to an axis. C.S.A.H.: County State Aid Highway Extension: The continuation of a road beyond its current terminus. Flex Time: A system by which employees may schedu{e their work (starting and finishing times) at different times of the day. HOV: High Occupancy Vehicle, i.e., buses, vanpools or carpoois ITS: Intelligent Transportation System IVHS: Intelligent Vehicle-Nighway System I-94, f-35E: interstate 94, Interstate 35E JCT: Junction LRT: Light Rail Transit O-D Study: Origin-Destination Study ROW: Right-of-Way TAZ: Traffic Assignment Zone TDM: Travel Demand Management, i.e., carpoo(ing incentives, transit marketing T.H.: TIP: TMO: TPP Trunk Highway Transportation Improvement Program Transportation Management Organization, usually a public-private partnership Transportation Policy Plan, one of several chapters of the MDIF 0 , � , ' , ' ' , � � , , ' , � ' ' , ' a � "�� TSM: Transportation System Management, i.e., ramp metering, HOV bypass ianes on ramps VMT: Vehile Miles Traveled ENVIRONMENTAL CBD: Central Business District CO: Carbon Monoxide CO2 Carbon Dioxide d6: decibel dB(A): A weighted decibel scale ISP: Indirect Source Permit NPDES: Nationai Pollufanf Discharge Eliminafion Sysfem NURP: fVational Urban Runoff Program �� 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 ORIGINAL Presented By Referred To Council File # a5-�� Green Sheet # I� 35 RESOLUTION OF SAINT PAIdL. MINNESOTA '� . Date WHEREAS, the Ayd Mill Road Study: Phase I Report, comp ted in I988, concluded that the issues that will be faced by the Ayd Mill Road study area over the ne 20 yeazs if no major road changes aze made would be significant enough to warrant fiirther study of rnatives in an Environmental Impact Statement (EIS); and WHEREAS, based on the Phase I Study, the Saint P ul City Council, in Resolution #89-378, requested that an Environmental Impact Statement be conduc ed to study alternative road configurations in the Ayd Mill Road study azea; and WHEREAS, the Saint Paul Planning Comm convened the Ayd Mill Road Task Force to preparation of the EIS; and ; WHEREAS, the Ayd Mill Road Task representatives, as well as staff from � in March 1993, initiated the Ayd Mill Road EIS and in an advisory role with staff and consultants during comprised of 27 neighborhood residential and. commercial agencies, has been meeting since September 1993;..and WHEREAS, the Ayd Mill Road T�k Force has now completed the Scoping Phase of the EIS, and is recommending a range of 9 altery'atives for fiirther study in the ETS; and WIIEREAS, the document en ' led, "Ayd Mill Road Scoping Document and Draft Scoping Decision Docuxnent" explains the Sco g Phase conducted to-date, evaluates the alternafives studied during the Scoping Phase, identifies issues to be studied in the EIS, and presents the Task Force's recommendations for er study; and WHEREAS, the that a public me Decision; and �ta Environmental Quality Boazd Rules (Chapter 4410.2100, Subpart 3) require heId during the Scoping public comment period and prior to the Scoping WHEREAS, the,/Saint Paul Plamiing Commission has recommended that the City Council release the "Ayd Mill Ro� Scoping Docuxnent and Draft Scoping Decision Docuxnent" be released for pubtic comment and.(set March 2, 1995 as the date for a public meeting on the document; 32 33 34 35 36 37 Public Works t Plauuing Scoping `� C ! � B �"u.� �� NOW, THEREFORE, BE IT RESOLVED, that the Saint Paul City Council hereby releases the "Ayd Miil Road Scoping Document and Draft Scoping Decision Document" for public comment; and BE IT FURTHER RESOLVED, that the City Council sets Mazch 2, 1995 as the date for a Commission/City Council public meeting on the "Ayd Mill Road Scoping Document and L Decision Document." � Requested by Department of: Adopted by Council: Adoption Certified By: Approved by May r: By: Council Secretary Date Form Ey; by City Attorney ssion to By: