Wetland Permit Attachments_Revised 11-21-2012TH 101 – CSAH 18 (Lyman Boulevard) to CSAH 14 (Pioneer Trail)Combined Wetland Permit Application Attachments to Parts I and II Revised November 21, 2012 1 ATTACHMENTS TO JOINT APPLICATION FORM FOR WETLAND REPLACEMENT 6. TYPE OF PROJECT:The project consists of reconstruction of TH 101 between Lyman Boulevard (CSAH 18) and Pioneer Trail (CSAH 14) within the City of Chanhassen, Carver County, MN (Figure 1). The City of Chanhassen will improve the existing roadway by reconstructing the roadway from a 2-lane undivided highway to a 4-lane divided highway with curb and gutter, and bicycle and pedestrian facilities (trail on west side of roadway with an underpass connecting the trail on west side to Bandimere Park) (Figure 2).PROJECT PURPOSE, DESCRIPTION, AND DIMENSIONS:Purpose:A state and federal environmental review document was completed and approved for this project and can be found on the city’s website (http://www.ci.chanhassen.mn.us/index.aspx?NID=420 ). It described the need for the project to improve public safety for vehicles and pedestrians. As such, the City of Chanhassen is proposing to complete the following improvements to TH 101:Reconstructing from 2-lane undivided to 4-lane median divided highway with turn lanes and curb and gutter to reduce crash incidents Roadway grade modifications including flattening the horizontal and vertical curves of the roadway to improve safety through improved sight distance Constructing storm water ponds to address roadway run-off Constructing a mixed use trail on the west side and connecting it to Bandimere Park with an underpass to separate pedestrian and vehicular traffic The corridor has several safety problems related to steep grades, sharp curves, and severe changes in vertical profile. These profile issues create inadequate sight distances along the corridor resulting in blind intersections with public streets (Kiowa Trail, 96 th Street), private drives, and pedestrian/trail crossings.Loss-of-control/run-off-the-road type crashes are common within this corridor. These issues contribute to the overall crash and severity rates that are more than 50 percent higher than that experienced by other rural two lane roadways in the Metro area. More detailed and supporting information related to the safety deficiencies and crash data can be found in the EA/EAW document. Specific crash and capacity data has been attached as Appendix F.The City of Chanhassen is proposing to reconstruct TH 101 from CSAH 18 to CSAH 14 by adding two additional lanes of traffic with a median separation, curb and gutter, and turn lanes. The project would improve the ability of the corridor to function as a minor arterial roadway and would allow for added capacity of a four-lane divided facility in addition to addressing the public safety needs.The project will modify the road grade to flatten the horizontal and vertical curves which will improve safety and crashes within the corridor. The existing sharp curves will be flattened, but the alignment will generally follow the existing alignment. The horizontal and vertical design speed of the Preferred Alignment will be 40 mph which results in reducing the sharp curves and rolling profile that exists today,improving safety of the roadway.A trail will be constructed along the west side of the roadway from Bandimere Park to Pioneer Trail. This trail will be a 10-foot wide multi-use trail with a 5 foot boulevard between the trail and roadway with slopes on the west side varying from 1:3 to 1:2 along the DNR protected wetland area. The western segment will connect to Bandimere Park through a trail underpass. Another trail segment is proposed as part of the project along the east side of TH 101 starting at Pioneer Trail and connects to the existing trail within Bandimere Park. The intent of having trails on both sides of the roadway is to limit the need
TH 101 – CSAH 18 (Lyman Boulevard) to CSAH 14 (Pioneer Trail)Combined Wetland Permit Application Attachments to Parts I and II Revised November 21, 2012 2 for at-grade pedestrian crossings (improved safety) due to the limited site distances presented by the road alignment. Dual trails are also consistent with City and regional trail plans.The number of access points have been reduced from eight to four from south of Lyman Boulevard to Pioneer Trail. The entrance to Bandimere Park and Wilson’s Nursery will be reconstructed to provide a common intersection for the park and the business. One residential access will be rerouted to the park entrance road. Two full residential accesses along the west side of TH 101 will be combined into one right-in/right-out access. One driveway entrance would be relocated and reconstructed to allow for access off Kiowa Trail instead of direct access to TH 101. The project will not relocate or remove any other access points along TH 101. Turn lanes will be provided at all public street access points (Pioneer,96 th Lane, Kiowa Trail, and Bandimere Park).Three storm water ponds are proposed as part of the project. The storm water ponds will provide storage and treatment for roadway and trail run-off, improving water quality within the project area.Existing Conditions:Wetlands within the proposed project area were delineated by Kimley-Horn in June 2011, reviewed in July 2011 by the TEP, and approved in January of 2012 by the City of Chanhassen. Please refer to the TH 101 CSAH 18 to CSAH 14 Wetland Delineation Report prepared by Kimley-Horn dated January 2012 submitted under separate cover to the City and TEP for delineation details (See Appendix A for Notice of Decision on the Wetland Delineation). Five (5) wetland areas were identified during the delineation in June 2011. Two of the wetlands were identified as DNR Public Waters Wetlands. The following table describes the different wetlands. See Figure 3 for wetland types and Figure 3 for wetland locations.Wetland Identification #DNR Public Waters #Plant Community (Type)Dominant Vegetation Basin Size (acres)1 214W Fresh (Wet) Meadow Reed Canary Grass 35.3 2 N/A Shallow Marsh Cattails 0.94 3 N/A Fresh (Wet) Meadow / Shallow Marsh Reed Canary Grass /Cattails 4.0 4 215W Shallow Marsh /Floodplain Forest /Shrub-Carr / Fresh (Wet) Meadow Reed Canary Grass,Cattails, Eastern Cottonwood 25.4 5 N/A Fresh (Wet) Meadow Reed Canary Grass 11.0 Wetland 1 was low depressional basin located west of TH 101 and north of Wilson’s nursery (south of Lyman Boulevard). This wetland area was identified on the DNR Public Water’s Maps as DNR wetland #214W. Wetland 1 is connected to Wetland 2 by a culvert under TH 101. Flow of water is from west to east.Wetland 2 was a low depressional area located east of TH 101 and north of the Bandimere Park entrance (south of Lyman Boulevard). This wetland area was connected to Wetland 1 via culvert under TH 101 with the flow of water being from west to east.Wetland 3 was a low depressional area located directly west and across TH 101 from Bandimere Park.This wetland area is connected to Wetland 4 by a channel that directs water from Wetland 3 to Wetland 4.
TH 101 – CSAH 18 (Lyman Boulevard) to CSAH 14 (Pioneer Trail)Combined Wetland Permit Application Attachments to Parts I and II Revised November 21, 2012 3 Wetland 4 was a low depressional basin located south of Wetland 3, north of 96 th Lane, and west of TH 101 across from Kiowa Trail. This wetland was identified on the DNR Public Water’s Maps as DNR wetland #215W. Wetland 4 is connected to wetland 3 by a channel with the flow of water being from north to south and the outlet to the basin being a culvert/channel just south of Kiowa Trail. Wetland 4 is connected to Riley Lake (#10-2P) by this culvert/channel.Wetland 5 was a low depressional area located north of Pioneer Trail (CSAH 14) and west of TH 101.This wetland was not identified on NWI; however, was connected to other wetland basins through a series of ditches and channels.Proposed Impacts A preapplication meeting was held May 24, 2012 to discuss impacts and replacement options (COE, DNR,BWSR, City). The impacts were requested to be separated into three types; roadway, trail and stormwater ponds. The cause for the impacts for this project is primarily a result of safety improvements (shifting alignment to flatten curves, adjusting elevations, and adding turn lanes), however, some added width is needed for a new trail corridor. The meeting concluded that the roadway impacts and impacts from the stormwater ponds would be eligible for BWSR replacement based on the safety needs and purpose of the project.In this location, given the topography and existing roadway, wetland impacts are unavoidable. The total permanent impact to the wetlands is estimated to be 1.84 acres. The permanent wetland impacts was separated into three different categories; roadway impacts, trail impacts, and storm water pond impacts as shown in Section 9.During construction of the roadway and trial, there will be approximately 0.67 acres of temporary wetland impact. This area of temporary impact is shown in Figure 4a-c. Temporary impacts are needed for surcharging where soils are not conducive for road construction and in areas where retaining walls will be constructed to minimize permanent wetland impacts. The temporary impacts are located in Wetland 1,Wetland 3, and Wetland 4. See Section 11 (See Figure 4c and Appendix B for Surcharge Information).8. PROJECT ALTERNATIVES:At least two avoidance options are required to be evaluated for projects with wetland impacts. The City has evaluated the no-build alternative as well a roadway alignment to avoid the proposed wetland impacts. In addition, other roadway alignments and alternatives were evaluated to meet the project’s purpose and need and were reported in the approved EA/EAW, meeting NEPA requirements. Each of the scenarios are described below.Roadway A No-Build alternative would entail making no geometric changes to the roadway or adding any additional traffic lanes or turn lanes. It would not serve the intended function of a minor arterial roadway. Safety issues related to the sharp curves, rolling roadway, and limited sight distance would remain or worsen with the increased traffic demand. Existing access points would remain, creating many conflict points.This would maintain and possibly increase the crash rates which are higher than the statewide average today. The existing roadway will not support local growth nor will it serve regional needs as TH 101
TH 101 – CSAH 18 (Lyman Boulevard) to CSAH 14 (Pioneer Trail)Combined Wetland Permit Application Attachments to Parts I and II Revised November 21, 2012 4 further south provides one of the only Minnesota River crossings in the area. The No-Build condition would not require any new right-of-way acquisitions or any wetland impacts.This alternative is not feasible as it does not improve safety and capacity within the corridor. The No-Build alternative does not address the purpose and need for the project.A roadway alignment shift alternative was also evaluated. This alternative would require the four-lane roadway to be shifted to the east to attempt to reduce the amount of wetland impacts. The shifted roadway alignment would minimize wetland impacts to Wetlands 1, 3 and 4, however this alignment would result in impacts to Bandimere Park which is a Section 4(f) property. The shifting of the roadway would impact the ball fields, which would require substantial changes to the park. These impacts would require mitigation and replacement of the impacted parkland and park uses.This alternative results in substantial costs to the city for park reconfiguration and replacement parkland,and was not favorable from a Section 4(f) and therefore was dropped from further consideration.Trail A trail is proposed for the west side of TH 101 from Lyman Boulevard (CSAH 18) on the north side to Pioneer Trail (CSAH 14) on the south side. This trail will be a standard 10-foot multiuse trail. The trail will connect to the east side of the roadway by an underpass at the entrance of Bandimere Park. This trail is a part of the regional trail system, and will provide the north south connection to the Regional trail system within Carver County and the City of Chanhassen.The no-build alternative was reviewed as part of this project. If the trail was not constructed on the west side of the road, there would be a safety concern for pedestrians trying to access Bandimere Park from the west side of the roadway. Pedestrians would have to cross down at the Pioneer Trail. The trail underpass located at the entrance of Bandimere Park would be constructed but would not connect the trail in the park to anything on the west side of the roadway. This trail is also part of the Regional Trail System in Carver County.Stormwater Ponds Storm water Ponds are to be constructed in 3 different locations along this section of 101. Ponds 1 and 2 will be located outside of any wetland areas; therefore will not impact wetlands. The southern pond (Pond 3) will be located northwest of the TH 101 and Pioneer Trail intersection will be constructed in the adjacent wetland. There were two pond size and location alternatives considered.The preferred pond location is a storm water pond located adjacent to the roadway. This pond will be approximately 1.7 acres in size. This treatment pond will collect run-off from 96 th Street to the Pioneer Trail intersection. This option would impact 0.88 acres of wetland.The other alternative for the Ponds 3 location is a two-cell storm water system with an infiltration basin and detention pond. The infiltration basin is located in the parcel adjacent to the roadway right-of-way.The infiltration basin would avoid most of the wetland impacts; however, the detention pond would be located within the wetland area (Area 5). The pond would be a storage pond with an outlet into the wetland.The cost comparison between the two would be similar. The City would need to purchase approximately 3,000 sf more of Drainage easement from the landowners in the 2 cell system than in the one cell system. The maintenance would be greater for the two cell system rather than the one cell system. The two cell system would also require more easement as construction of the detention pond would be in the
TH 101 – CSAH 18 (Lyman Boulevard) to CSAH 14 (Pioneer Trail)Combined Wetland Permit Application Attachments to Parts I and II Revised November 21, 2012 5 middle of the wetland. The detention pond would essentially stay as wetland; however it would change the function and type of that wetland area. The wetland would go from a fresh meadow to a deep marsh wetland.Due to the additional wetland impact (temporary and permanent), and a greater maintenance requirement, the City dropped the two-cell storm water system from further consideration.OTHER PERMITS AND APPROVALS:The application is being submitted for City of Chanhassen and US Army Corps of Engineers approval.One of the impacted wetlands was identified as a DNR public wetland (Wetland 4, #215W). The DNR has committed to waiving jurisdiction to the WCA LGU which is the City of Chanhassen. A Draft of the waiver letter was presented at the November 20 th TEP meeting. It is being finalized with the updated wetland replacement numbers.Other:An NPDES and SWPPP will also be required for this project. Erosion control measures will include erosion control blanket, slit fence/barrier protection at appropriate locations (wetland perimeter, inlet and outlet culverts), to minimize erosion with the channel. Any areas disturbed by heavy equipment during construction will be restored to preconstruction conditions as needed (surcharge areas). The NPDES permit and SWPPP will address any secondary impacts resulting from proposed construction.9. DESCRIPTION OF WETLAND IMPACTS:Permanent wetland impacts are listed below by activity.WETLAND AREA TYPE OF IMPACT TOTAL (acres)ROADWAY TRAIL STORMWATER PONDS WETLAND 1 0 0 0 0 WETLAND 2 0.04 0 0 0.04 WETLAND 3 0 0.04 0 0.04 WETLAND 4 0.58 0.25 0 0.83 WETLAND 5 0.04 0.01 0.88 0.93 TOTAL 0.66 0.30 0.88 1.84 The roadway reconstruction will permanently impact 0.62 acres of type 2 – fresh (wet) meadow and 0.04 acres of type 3 – shallow marsh wetland. The trail will permanently impact 0.30 acres of type 2 – fresh (wet) meadow wetland. The storm water ponds will impact approximately 0.88 acres of type 2 – fresh (wet) meadow wetland.The temporary wetland impacts are estimated at 0.67 acres of type 2 – fresh (wet) meadow wetland.Temporary impacts are as follows:WETLAND AREA TEMPORARY DISTURBANCE AREA (acres)WETLAND 1 0.02 WETLAND 3 0.04 WETLAND 4 0.61 TOTAL 0.67
TH 101 – CSAH 18 (Lyman Boulevard) to CSAH 14 (Pioneer Trail)Combined Wetland Permit Application Attachments to Parts I and II Revised November 21, 2012 6 16. WETLAND REPLACEMENT Wetland replacement for this project will be accomplished via a number of methods; restoration for temporary impacts, BWSR road way replacement bank, and city owned wetland bank credits. Onsite replacement was not encouraged due to the small size of the replacement needed (less than five acres),adjacent invasive species (reed canary grass), maintenance requirements, and low probability of long-term success.Restoration Temporary impacts will be provided at a 1:1 ratio to cover the 0.67 acres of temporary disturbance. The temporary impacts to Wetlands 1 and 3 will be restored within 6 months of the initial impact. Areas with temporary impacts will be restored back to preconstruction conditions (grades) and will be reseeded with native seed mix 34-181. Erosion Control Plans are shown in Appendix C.Due to the amount of time necessary to effectively surcharge muck soils, the temporary impacts to Wetland 4 is required for a longer period of time. The surcharge will be in place for up to 12 months.The surcharge specifications are included in Appendix B. After the surcharge is complete in the temporary wetland impact area, the surcharge will be removed down to 6 inches below the original wetland/water elevation and replaced with 6 inches of clean hydric soil. The area will then be reseeded with native seed mix 34-181.BWSR Roadway Replacement Bank Because the roadway improvements are safety driven, as described in the approved EA/EAW and confirmed by the TEP, the impacts from the roadway portion of the project are eligible to be replaced through credits from the BWSR roadway replacement bank. Since the roadway improvements are being replaced by BWSR roadway replacement, the wetland impacts resulting from the creation of the stormwater ponds will also be covered by BWSR roadway replacement. Since the replacement site is within the City of Chanhassen and the roadway replacement credits will be coming from the BWSR roadway replacement bank, the replacement ratio for the roadway and stormwater pond impacts will be 2:1. Therefore, BWSR roadway replacement will be providing 3.08 acres of wetland mitigation credits for the 1.54 acres of impact from roadway and stormwater pond improvements.City Owned Banked Credit The impacts that result from trail construction are not eligible for BWSR replacement credit. Therefore,city banked replacement credits, approved by BWSR and the Corps, available from the City’s wetland bank (Account # 127) will be used for replacement of the wetlands impacted from the trail (See Appendix D for Bank Withdrawal Form). To cover the 0.30 trail impact, the City will withdraw 0.60 acres of credit from its Bank Account #127.REPLACEMENT METHOD TYPE OF IMPACT TOTAL ROADWAY TRAIL STORMWATER PONDS TEMPO RARY On -site Restoration 0.67 ac 0.67 ac BWSR Road Replacement Bank 1.32 ac 1.76 ac 3.08 ac City Banked Credits (Acct#127)0.60 ac 0.60 ac Therefore, the project will provide 3.68 acres of replacement for 1.84 acres of permanent impact and restore the 0.67 acres of temporarily disturbed wetland.
TH 101 – CSAH 18 (Lyman Boulevard) to CSAH 14 (Pioneer Trail)Combined Wetland Permit Application Attachments to Parts I and II Revised November 21, 2012 7 ATTACHMENTS:-Figure 1. Project Location -Figure 2. Roadway Improvements -Figure 3. Wetland Types -Figure 4a-c. Wetland Impacts -Appendix A. Notice of Decision on Delineation -Appendix B. Surcharge Information -Appendix C. Erosion Control -Appendix D. Draft Bank Withdrawal form -Appendix E. Soils Map -Appendix F. Purpose and Need from EA
FIGURES
LAKE RILEY 101 101 14 14 18 LYMAN BLVD PIONEER TRAIL 96TH ST 17 BANDIMERE PARK BLUFF CREEK PARK POWER HILL PARK CHANHASSER HILLS PARK BLUFF CREEK RICE LAKE E N D S P 1 9 4 -0 1 0 -0 1 1 S T A R T S P 1 9 4 -0 1 0 -0 1 1 212 212 UNNAMED PRESERVE 0 0.3 0.15 Miles 2 TH 101 From CSAH 18 to CSAH 14 (SP 194-010-011)Section: 24, 25, Township 116N, Range 23W Wetland Permit Application Figure 1. Project Location
POINEER TRAIL 96TH ST POINEER TRAIL 2
APPENDIX A
APPENDIX B
S-X (2105) EMBANKMENT AND SURCHARGE As is detailed in the Plans, an embankment surcharge shall be constructed along T.H. 101 from approximate station 132+00 to 145+00. A written plan for installation of the piezometers and settlement plates shall be submitted to the Engineer for review a minimum of 30 days prior to commencing muck excavation work. The plan shall list all subcontractors proposed by the Contractor to complete the work.This work shall be performed in accordance with the applicable MnDOT Standard Specifications and the following:S-61.1 The work required in this area shall consist of the following:(A) Salvage inplace topsoil for the roadway slopes.(B) Perform muck excavation as shown on the plans.(C) Install piezometers at the base of the excavation at the locations shown on the plans. The Contractor shall survey each piezometer for location and elevation prior to placing any backfill. Additionally, the data collection unit for the piezometers shall be installed and verified by the Engineer prior to placing any backfill. (C) Install settlement plates at the base of the excavation at the locations shown on the plans. The Contractor shall survey each settlement plate for location and elevation prior to placing any backfill. Access to the settlement plates shall be maintained by the Contractor throughout the construction and surcharge period for monitoring purposes.(D) Construct the embankment surcharge by placing suitable Common Borrow in equal lifts not to exceed 12 inches thick. Once the embankment height is greater than the pre-existing grade, no more than 2 feet of Common Borrow shall be placed during any continuous 5-day period to allow for monitoring and evaluation of underlying excess pore pressures. The Engineer may extend the 5-day waiting period based on observations of the piezometers. Construct the surcharge to the grades shown on the plans.(E) Excess pore pressure and settlement in the surcharge area will be monitored using piezometers and settlement plates throughout the construction and surcharge period.(F) The surcharge shall be left in place for a period of up to 12 months once the top of surcharge grade has been attained. The surcharge period may decreased as determined by the Engineer based on observation of the settlement plates and piezometers.S-61.2 MEASUREMENT AND PAYMENT The Contract provides several specific pay items for the materials used within the surcharge area. Unless otherwise measured and paid for through the use of a specific pay item, all work required to construct the embankment surcharge within this area shall be considered as incidental work and no separate or additional compensation will be made.
S-XX (2105) SETTLEMENT PLATES This work shall consist of furnishing and installing settlement plates in accordance with the "Settlement Plate" detail in the Plan, the provisions of MnDOT 2105, and the following:The Contractor shall maintain the settlement plates to the satisfaction of the Engineer. Any plates damaged by the Contractor's operations shall be repaired or replaced at the Contractor's own expense.Bidders are advised that City forces will monitor the settlement plates during the tenure of this Contract. The Contractor shall cooperate with said forces in a manner consistent with the provisions of MnDOT 1505.Measurement will be made by the number of settlement plates furnished and installed as specified. Payment will be made under Item 2105.602 (Settlement Plates) at the Contract bid price per each, which shall be payment in full for all costs incidental thereto.
APPENDIX C
APPENIDX D
Page 1 of 2 BWSR Form: wca-bank-05-withdrawal.doc Revised 1 /5/2011 APPLICATION FOR WITHDRAWAL OF WETLAND CREDITS FROM THE MINNESOTA WETLAND BANK Return Original to BWSR – Transaction may not be processed without required signatures 1. PROPOSED USER OF CREDITS Name(s) City of Chanhassen Address: 7700 Market Boulevard City Chanhassen State MN ZIP 55317 Day Phone (952-227-1169)Email Address poehme@ci.chanhassen.com 5. CREDITS PROPOSED TO BE WITHDRAWN FROM ACCOUNT NO.Credit Sub-Group 1 Acres withdrawn Wetland Type 2 Wetland Plant Community 3 Cost (per acre)A 0.60 2 Fresh (wet) meadow N/A [pick one][Pick One][Pick One]Totals:1 acre = 43,560 sq. ft.FEE TOTAL: Total credits x fee-per-credit (see Fee Schedule ) = $1 Letters signify credit sub-groups, which represent wetland areas with different wetland characteristics.2 Circular 39 types:1, 1L, 2, 3, 4, 5, 6, 7, 8, R, U (for Upland Buffer).³ Wetland plant community type:shallow open water, deep marsh, shallow marsh, sedge meadow, fresh meadow, wet to wet-mesic prairie,calcareous fen, open bog or coniferous bog, shrub-carr/alder thicket, hardwood swamp or coniferous swamp, floodplain forest, seasonally flooded basin, or upland buffer.See Wetland Plants and Plant Communities of Minnesota and Wisconsin (Eggers and Reed, 1997)as modified by the Board of Water and Soil Resources, United States Army Corps of Engineers.2. Impact Site Information County Carver Major Wtrshd No.33 Bank Service Area 9 Location: ¼ ¼ Sec 24, Twp.116N, Rge 23W Size of Wetland Impact: 1.18 acres Wetland Types 2 Impacted: Type 2 Wetland Plant Communities impacted 3 : Fresh (Wet) Meadow Required Replacement Ratio: 2.0:1 WCA/local/COE/NRCS Amount to be replaced using Bank Credits:2.36 acres Amount replaced on site: 0.00 Project Name: TH 101 - CSAH 18 to CSAH 14 Attach replacement plan if additional detail is needed.4. Regulating Authority(ies) Approving the Use of Wetland Bank Credits Replacement Plan approved by (check all that apply): Local WCA LGU: (Print agency name) Local Permit # U.S. Army Corps of Engineers: Permit # MN Dept. of Natural Resources: Permit # Natural Resources Conservation Service: Permit # Other authority involved:3. OWNER / SELLER OF CREDITS Account No. 127 Watershed No. 33 County: Carver Bank Service Area 9 Name of Seller: City of Chanhassen Terry Jeffery (Name of Authorized Representative)__________________________________________ (Signature of Seller/Authorized Representative) Enclosed transaction fee, payable to “Board of Water & Soil Resources.”
Page 2 of 2 BWSR Form: wca-bank-05-withdrawal.doc Revised 1 /5/2011 6. CERTIFICATION OF USER OF WETLAND CREDITS The proposed user of credits hereby certifies that he/she : a) either owns the subject wetland credits or has entered into an agreement to purchase said credits, subject to the approval of all applicable regulatory authorities and b)has filed appropriate plans, specifications and application forms with all applicable regulatory authorities that describe the wetland or water resource impacts for which the subject wetland credits will be utilized for mitigation purposes. Authorized Signature of Proposed User of Credits PRINT Name Date 7. REGULATORY AUTHORITY APPROVAL(S)The following authorized representatives of the regulatory authority (ies) identified on page 1 of this application hereby certify that they have: a) verified that the subject wetland credits are deposited in the account of the owner / seller, b) approved a wetland replacement plan or other water resource impact under their jurisdiction, and c) approved the proposed use of the wetland bank credits described herein.Terry Jeffery PRINT Name of WCA LGU Official Signature of Authorized WCA LGU Official Date PRINT Name of Other Regulatory Official (if any) Signature of Other Authorized Official Date Agency ADDRESS of Other Regulatory Official 9. BWSR APPROVAL AND DEBITING OF ACCOUNT I hereby certify that the credits have been properly debited from the subject account, effective the date of signature., Authorized Signature Date Upon approval by BWSR, a copy of this instrument will be mailed to the user of the credits, all regulatory authorities involved, the account holder and the Board Conservationist. A letter will also be sent to the account holder acknowledging the debit and new account balance.IMPORTANT REMINDERS 1.The Owner / Seller of the credits is responsible for submittal of this form, containing all required signatures, to the BWSR Wetland Bank Administrator so the affected account can be properly debited.2.No impacts to any wetland or other water resource may commence until the credits have been debited from the Minnesota Wetland Mitigation Bank and a copy of this approval has been mailed to the regulatory authority(ies), the account holder and the user of the credits.3.It is a criminal offense for a seller of wetland credits to sell credits more than one time. It is the responsibility of the account holder to report any credit sales that are not noted on the most current official BWSR account balance.8. CERTIFICATION OF OWNER / SELLER OF CREDITS I am the holder of the aforementioned account in the State of Minnesota Wetland Mitigation Bank and hereby certify that: 1) the credits described in this application have either been sold to the user of credits or I will use them to mitigate wetland impacts for my own project, 2) I have received payment in full from the buyer (if applicable), 3) the credits have not been sold or used in any way to mitigate wetland losses other than for the project and location identified in the project site information block on the previous page, 4) the subject wetland credits should be withdrawn my account, 5) I will not have a negative balance of credits after the subject credits are debited from my account, and 6) the Annual Fee for this account has been paid (or will be with an enclosed check)., Authorized Signature of Owner / Seller of Credits Date Mail to: Bank Coordinator, Board of Water & Soil Resources 520 Lafayette Road North St. Paul, MN 55155
APPENDIX E
KB YB HM KB2 TB NC3 MK KC KC2 KB YD EB MK KC KC2 KF KF GL YC CW YB NC3 KB KD2 YC PM YB HC2 W HM ND3 HM CW KE2 PM KF HC2 KC2 HM 457000 457000 457100 457100 457200 457200 457300 457300 457400 457400 457500 457500 457600 457600 457700 457700 457800 457800 0 400 800 1,200 200 Feet 0 100 200 300 50 Meters 44° 50' 34''44° 49' 58''44° 49' 58''44° 50' 34''Map Scale: 1:5,320 if printed on A size (8.5" x 11") sheet.Hydric Rating by Map Unit—Carver County, Minnesota Natural Resources Natural Resources Natural Resources Natural Resources Conservation Service Conservation Service Conservation Service Conservation Service Web Soil Survey National Cooperative Soil Survey 5/19/2011 Page 1 of 5
KC2 EX KB2 MK MK W KF KC KB HC2 KB2 KE2 KB KC KC HM KB KB TB CW KB KB MK KB KB2 KF KB KC2 TB W KB2 457200 457200 457300 457300 457400 457400 457500 457500 457600 457600 457700 457700 457800 457800 457900 457900 0 400 800 1,200 200 Feet 0 100 200 300 50 Meters 44° 50' 7''44° 49' 30''44° 49' 30''44° 50' 7''Map Scale: 1:5,500 if printed on A size (8.5" x 11") sheet.Hydric Rating by Map Unit—Carver County, Minnesota Natural Resources Natural Resources Natural Resources Natural Resources Conservation Service Conservation Service Conservation Service Conservation Service Web Soil Survey National Cooperative Soil Survey 5/19/2011 Page 1 of 5
APPENDIX F
PROJECT PURPOSE AND NEED Project Purpose To improve traffic safety, capacity, and connectivity issues on TH 101 between Lyman Boulevard and Pioneer Trail in the City of Chanhassen.Project Needs Safety Deficiencies – The corridor has several safety problems related to steep grades, sharp curves, and severe changes in vertical profile. These profile issues create inadequate sight distances along the corridor resulting in blind intersections with public streets (Kiowa Trail, 96 th Street), private drives, and pedestrian/trail crossings. Loss-of-control/run-off-the-road type crashes are common within this corridor. These issues contribute to the overall crash and severity rates that are more than 50 percent higher than that experienced by other rural two lane roadways in the Metro area.Local and Regional Growth – Regionally, traffic demand in Scott and Carver counties is expected to continue to grow over the next several decades. Recent transportation improvements such as the new TH 212 corridor, and planned improvements like the enhanced TH 41 river crossing, will improve connectivity between Scott and Carver counties, and therefore new opportunities for commercial and residential growth are expected to occur in the area around TH 101. In order for this growth to occur,consistent with the long range plans of both counties, the safety deficiency and capacity constraints that currently deter drivers from this route need to be corrected.Connectivity Issues – TH 101 is classified as a minor arterial roadway. Just to the north of this project area, a new interchange was constructed with new TH 212 and TH 101. A park and ride facility has also been recently constructed on TH 101 between new TH 212 and Lyman Boulevard. TH 101 is a critical local and regional connection to TH 212 for local residents and businesses. Currently, the effectiveness of TH 101 to provide its arterial function is hampered by capacity constraints and safety deficiencies.Project Goals 1)Improve safety for people along the existing TH 101 corridor Objectives:Reduce crashes to the extent possible Add turn lanes to provide safe turning movements at intersections Improve sight distance by reducing sharp curves and steep grades near intersections 2)Improve capacity and connectivity for people and goods along the TH 101 corridor Objectives:Accommodate regional and local transportation needs of anticipated population and employment growth in the TH 101 corridor by increasing traffic capacity
3)Provide transportation solutions that minimize environmental impacts Objectives:Avoid/minimize/mitigate impacts on environmental, social, and cultural resources Minimize need for new right of way takings from business and residential properties Supporting Information Capacity The speed limit on TH 101 is 40 miles per hour (mph) through the study area. TH 101 has divided four-lane cross section at CSAH 18 with an undivided two-lane cross section south of CSAH 18 to CSAH 14. TH 101 has two unsignalized intersections at Kiowa Trail and W 96th Street, and two unsignalized accesses located at Wilson’s Nursery and Bandimere Park and 3 residential accesses. A southbound left turn bypass lane on TH 101 begins south of Wilson’s Nursery access and ends immediately after the Bandimere Park intersection.TH 101 has existing annual average daily traffic (AADT) volumes of approximately 6,500 vehicles per day (2008 AADT from Mn/DOT) along this segment. The TH 101 intersections with CSAH 18 and 14 are both signalized, and all other intersections in the corridor are stop-controlled on the minor approach. CSAH 18 has an estimated AADT of 2,700 vehicles per day (2009 AADT from Mn/DOT) and a speed limit of 50 mph. CSAH 14 has an estimated AADT of 2,850 vehicles per day (2009 AADT from Mn/DOT) and a speed limit of 50 mph.The level of service on TH 101 today is good due to low traffic volumes, however,future traffic volumes (14,500 ADT by 2034) are projected to increase enough to reduce the LOS, primarily due to insufficient turn lane length.Several movements at the TH 101 and CSAH 14 intersection have 95th percentile queues that either exceed the storage capacity or block the storage lane for turning vehicles in the 2034 No-Build scenario. These queue problems are primarily due to limited available turn lane lengths. These 2034 Build scenario results show substantial delay improvements for all intersections when compared to the 2034 No-Build scenario, with one exception. The northbound approach of the TH 101/CSAH 14 intersection, in the AM peak period, the through movement 95th percentile queue is 148 feet longer than the adjacent left and right turn storage bays which would block turning vehicle access into the storage bays, decreasing operational efficiency. To avoid this condition the 250 foot left and right turn lanes would need to be increased to a length of 400 feet.Table 1: Turn lane improvements needed by 2034 TH 101 and CSAH 14 Peak/Movement Queue Existing turn lane length Proposed turn lane length Northbound AM/Left AM/Thru 277 353 250 250 250*Westbound PM/Thru 301 250 300 Southbound PM/Thru 391 250 400
Eastbound AM/Thru 309 250 300 * 400 foot turn lanes would be constructed with future reconstruction of TH101 between CSAH 14 and old TH 212.Safety Crash data for the three-year period from 2007 to 2009 was provided by Mn/DOT for the TH 101 corridor between CSAH 18 and CSAH 14. A review of the crash data showed that there were 11 crashes that occurred in the segment. Of the 11 total crashes in the segment, three were located at intersections: one crash occurred at TH 101/96th Street and two crashes occurred at TH 101/Kiowa Trail. All three intersection crashes were run off road crashes involving one vehicle. Actually, the most common roadway segment crash type was run off road (6 crashes). The following is a brief summary of the types of crashes in the segment, excluding the TH101/CSAH 14 intersection:•Six run off road; two rear end; one head on; and two right angle.Intersection crash rates were calculated only for the intersection of TH 101 and CSAH 14 (Pioneer Trail), because the crashes that occurred at the other intersections were all run off road crashes that involved a single vehicle. The TH 101/CSAH 14 intersection experienced a total of 7 crashes and the most common intersection crash type was right angle (4 crashes). The following is a brief summary of the types of crashes:•Four right angle; one rear end; one run off road; and one head on (weather related).For the intersection of TH 101/CSAH 14, the analysis shows that the crash severity rate is above the Metro District and statewide average severity rates, but under critical crash and severity rates for both Metro and statewide similar facilities.It is believed that the existing road alignment is a primary factor in of many of the documented crashes. There are several sharp curves in the existing alignment. Many of the run off road and head on crashes along this segment occurred at these horizontal curves. There are no medians or curb and gutter within this segment. The road profile also varies horizontally over 20 feet with five high points and six low points in this rolling terrain, in the short distance of one mile. Combined with sharp turns and blind intersections, this alignment poses a number of safety deficiencies that are not dependent on traffic volumes. An objective of this project is to correct some of these deficiencies (geometric improvements) to reduce the number of vehicles leaving the roadway and departures from their lane of travel, as well as improve sight distance and/or driver expectations. There are a number of horizontal and vertical alignment improvements, the addition of curb and gutter, and the construction of a center median proposed as part of the proposed alternative that are anticipated to reduce the number of lane departure crashes that occur along this segment of TH 101.
Except from Finding of Facts and Conclusions (Included in the Comment/Response Section)The purpose of the project is to improve traffic safety, capacity, and connectivity issues on TH 101 between Lyman Boulevard and Pioneer Trail in the City of Chanhassen. As outlined in the City’s May 2007 Corridor Scoping Study and the Draft EA/EAW, the City has looked at other alternatives to address the project purpose and need. The other alternatives were determined to have greater environmental impacts than the preferred alternative. The City will continue to work with individual property owners during final design to further try to minimize impacts to trees and property.Based on number of comments on alternatives, the City has since evaluated construction of a three-lane roadway section. However, a three-lane roadway section was dismissed as an alternative for the following reasons. It does not provide the safety benefits or the capacity needs of the corridor consistent with a minor arterial carrying this level of traffic. The future traffic volumes on TH 101 are in excess of 15,000 ADT and a three-lane roadway would provide a poor level of service and roadway life expectancy for this traffic volume. A three-lane section is not consistent with the progression of the section to the north or south. Additionally, turning movements are limited to the intersecting roadways, therefore a continuous center turn lane is not needed to accommodate mid-block uncontrolled access. Alternatively,two lanes with independent turn lanes would not meet the capacity needs forecast for this road segment (See response to comment 8B).The City has considered a narrower roadway cross-section, a two-lane design section instead of a four-lane section. Looking only at capacity and traffic volume projections, a two-lane design is nearly at maximum capacity by year 2030. As a result, the 2007 corridor study determined that a four-lane section was appropriate for this segment and the segment to the south to meet long-range regional capacity needs. Additionally, when comparing the impacts of a two-lane roadway cross-section with the needed turn lanes and trail, to the four-lane section, the impacts were not substantially smaller with a two-lane section. Thus the City believes the four-lane project, with minor adjustments to the design to minimize tree impacts, is the alternative that best meets the project purpose with minimal impacts.