6.9. SR 09-06-2011 - Laserfiche WebLink

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Scenarios 2 and 3 largely consist of commercial/retail land use with 75% impervious and 95% respectively. Scenario 3 represents the most extreme development scenario with respect to impervious surfaces. Storm water management for any scenario can be provided • through a combination of wet detention ponds and infiltration features. The soils within the study area will likely provide ideal conditions for achieving volume reduction and pollutant reduction through the use of infiltration. ' The City will require a 60% removal of total phosphorus and total suspended solids from the post-construction developed condition. Any development will also be required to meet ' the requirements of the NPDES permit. In addition, it is anticipated that development will need to meet the ORVW requirements of the State and therefore, no increase in storm water runoff volume or pollutant loads from the 1988 baseline land use condition will be t allowed. Therefore, infiltration of storm water to meet these requirements will be required. Traffic Analysis (Item 21) ' The analysis included evaluating traffic impacts in the 171St Avenue AUAR study area for the existing 2011 no build, 2013 no build (beginning of development Phase 1), Phase 1 development completed, Phase 2 development completed and full development of the area ' (development Phase 3 - 5 competed) for all three future land use Scenarios. Each development Scenario contains a mixture of residential and commercial uses as well as a transit center and open space. The future land develo ment will have a si nificant im act on the o erations of P g P P ' intersections in the project area. The increased trips from development scenarios were used to forecast future traffic volumes and evaluate traffic operations on the roadway system within the study area. The existing 2011 No-Build conditions were analyzed to determine the current level of operations of the study area and to set a baseline in determining what future roadway improvement are needed and when they may be required. The results concluded that the ' intersections on TH 10 / 169 currently experience operational issues during both the AM and PM peak hours and that with any development some level of improvements will be ' required. The 2013 No-Build analysis indicates that with closing of the 173rd Avenue intersection (with ' Mn/DOT mill and overlay project) and with only background traffic growth (no development traffic), the intersection of TH 10 / 169 and 171St Avenue will be operating at a LOS F in the PM peak hour. In order to mitigate this deficiency a dual left turn lane would be needed for ' southbound TH 10 / 169 to eastbound 171St Avenue to improve the overall intersection LOS to D. At the completion of Phase 1 development, the analysis results indicates that with any development scenario the intersection of TH 10 / 169 and 171St Avenue will be operating at a LOS F in the PM peak hour. In order to mitigate these deficiencies a dual left turn lane ' would be needed for westbound 171St Avenue to southbound TH 10 / 169 and the installation of a traffic signal at the new TH 10 / 169 and Twin- Lakes Parkway intersection City of Elk River ' Draft Alternative Urban Areawide Review August 2011 Page 7 of 90