Document - Historical information/data - Draft Environmental Impact Statement for potential racetrack in NE Eagan. - 2/1/1984Patch T/
Transfer Patch
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Draft
Environmental
Impact
Statement
LAUKKA-BECK
MINNESOTA JOCKEY CLUB
SITE DEVELOPMENT PROPOSAL
CffY OF EAGAN
FEBRUARY 1984
luny
PLANNING
TRANSPORTATION
ENGINEERING
ARCNITECFURE
RINOROSE. WOLSPELD. JARVIS. GARDNER. INC.
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DRAFT ENVIRONMENTAL IMPACT STATEMENT
LAUKKA-BECK MINNESOTA JOCKEY CLUB
SITE DEVELOPMENT PROPOSAL
Prepared by:
City of Eagan
For Further
City of Eagan
Dale Runkle, City Planner
P.O. Box 21199
Eagan, MN 55121
(612)454-8100
Laukka-Beck
Warren Beck
Gabbert and Beck
3510 West 70th St.
Edina, MN 55435
.211of rr
Assisted by:
BRW, Inc.
Information Contact:
Franklin J. Svoboda
BRW, Inc.
2829 University Avenue S.E.
Minneapolis, MN 55414
(612)379-7878
Project Proposers:
Minnesota Jockey Club
Stephen R. Pflaum
Leonard Street and Dienard
1200 National City Bank Building
Minneapolis, MN 55402
Dat oval Dale unkle, City PI.nner
Abstract: This Draft EIS documents the analysis of impacts associated with
the proposed development by Laukka-Beck and the Minnesota Jockey Club of a
449-acre site in the northeast part of Eagan, MN. The development is
intended to establish a regional facility on the site in conformance with
plans and guidelines of the City, the Metropolitan Council, and the
Minnesota Department of Transportation. The environmental consequences of
development alternatives and a no -build alternative for the site are eval-
uated such that a preferred alternative may be selected. Development
alternatives considered include (a) a horse -racing track and facilities,
(b) a racetrack and mixed -use facility, and (c) mixed -use only.
Public Meeting:
7:00 PM, March 8, 1984
Eagan City Hall
3830 Pilot Knob Road
Comment Deadline: March 22, 1984
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SUMMARY
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SUMMARY
DESCRIPTION OF PROPOSED ACTION
The Draft Environmental Impact Statement (DEIS) for the Laukka-Beck
Minnesota Jockey Club Development Proposal analyzes the suitability of the
site as a location for a horse -racing track and/or mixed -use development.
The proposed action consists of the development of 449 acres of a lightly
populated area in northeast Eagan, Minnesota. Development would occur in
three to four phases, depending upon the final alternative chosen.
Construction of the racetrack facility would take place during the
1984-1985 construction season. Construction of mixed -use facilities would
begin in 1986 and be phased over a period of approximately 15-20 years.
GOVERNMENTAL APPROVALS
Federal, state and local permits and approvals will be required for the
project, depending upon the final alternative selected. These permits and
approvals are listed in Table 3-1 of the DEIS.
ALTERNATIVES
Four alternatives, including a no -build alternative (Alternative 1), are
evaluated in the DEIS. The three development alternatives considered
include: development of a horse -racing track and associated facilities on
234 acres of the site (Alternative 2); development of 234 acres of the site
as a racetrack facility and 198 acres of the site for mixed retail, office,
and office/showroom uses (Alternative 3); and development of the entire
449-acre site for mixed retail, office/showroom, and research and develop-
ment uses (Alternative 4). (DEIS Section 4 describes these alternatives in
detail . )
ENVIRONMENTAL, COMMUNITY AND ECONOMIC EFFECTS
The proposed
and economic
The areas of
5) are:
action has the potential to result in environmental
effects, depending upon the development alternative
potential environmental impact analyzed in the DEIS
Traffic. Congestion on the regional road system could occur
of the three development alternatives at full development in
2000.
Noise. Two areas of impact were examined in the DEIS:
, community
selected.
(Section
under any
the year
- Traffic noise in the project area is expected to change signifi-
cantly with the opening of 1-494 and I-35E. Development traffic
would not affect nighttime noise levels, but in several locations,
state daytime noise standards would not be met. The majority of
areas expected to exceed state standards will be impacted by 1-494
regardless of the alternative selected.
- Noise from the racetrack crowds and public address system asso-
ciated with Alternatives 2 and 3 has the potential to adversely
impact at least 9 residences in the project area, mainly south of
Lone Oak Road.
Air Quality. The DEIS analysis indicates none of the project alter-
natives would have a significant impact on air
quality.
Solid Wastes. Solid waste would be generated under all three develop-
ment alternatives.
Animal Waste. Adverse impacts could result from animal waste and pests
associated with the racetrack facilities proposed under Alternatives 2
and 3.
Water Ouality. Water quality could be affected under Alternatives 2,
3, and 4 as a result of both surface water runoff from the site and
construction -related downstream siltation.
Wetlands, Vegetation, and Wildlife. Areas within the site which have
natural resource value would undergo changes under Alternatives 2, 3 or
4.
Airport/Aircraft Operations. The project site falls within the noise
influence area of the Minneapolis -St. Paul International Airport. The
racetrack and mixed uses proposed for the eastern portion of the site
are consistent with aircraft noise levels, according to Metropolitan
Council Guidelines. The mixed uses proposed for the western portion of
the site are provisional uses requiring acoustic construction to reduce
interior noise levels. Based on the experiences of other racetracks
located near airports, no adverse impacts on track operations or horses
are expected. None of the site alternatives would impact the operation
of the airport in any way.
Community and Economic Effects. The potential growth anticipated under
the development alternatives would be in conformance with the
land use, utility, and public facility plans of the City of Eagan and
also in conformance with the Development Framework of the Metropolitan
Development Guide of the Twin Cities Metropolitan Council. Economic
benefits realized due to development of the site would be greatest
under Alternative 3.
MITIGATION MEASURES
Means of mitigating potential adverse impacts of the proposed development
alternatives are identified in the DEIS (Section 6.)
Traffic. Measures for mitigating traffic congestion (for year 2000
full development) on the regional roadway system under Alternatives 2,
3 or 4 include roadway modifications, enhanced transit use, modified
racetrack operations (Alternatives 2 and 3), and extra/special traffic
control measures. Mitigating measures evaluated for Alternative 4 also
include modification of both the type and intensity of land use.
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Noise. 1-494 through the project area will be constructed in a cut but
no additional noise mitigation is planned for 1-494. No other traffic
noise mitigation measures are proposed.
Noise impacts on residences south of Lone Oak Road from racetrack
crowds and the public address system under Alternatives 2 and 3 would
be reduced by an earthen berm planned along the north side of the road,
and by the orientation of public address system toward the racetrack
grandstand.
Animal Waste. Specific methods are available for managing animal waste
and pests associated with the racetrack facility proposed under
Alternatives 2 and 3. If either alternative is selected, a manure
management plan will be developed based on the selected method of
manure disposal, and described in the Final EIS.
Solid Wastes. Regular collection and disposal of solid wastes
generated at the racetrack would be arranged under Alternatives 2 or 3.
Individual property owners of the mixed -use portions of the development
proposed under Alternatives 3 and 4 would be responsible for solid
waste collection and disposal. Under all alternatives, solid wastes
would be accommodated by the Pine Bend Landfill until approximately the
year 2003, at which time another landfill is expected to be designated
to serve the region.
Water Duality. A stormwater management plan proposed under
Alternatives 2, 3, and 4, consistent with the Comprehensive Storm Sewer
Plan of the City of Eagan, would provide short-term detention of excess
surface waters and reduce peak discharges into downstream sewer facili-
ties. Waste water generated under Alternatives 2, 3, and 4 would be
treated at the regional waste water treatment plan (presently, the
Seneca Waste Water Treatment Plant). A sanitary sewer system Is pro-
posed to serve the site under Alternatives 2, 3 and 4. Specific opera-
tional procedures and the placement of monitoring wells In strategic
areas would ensure that groundwater contamination does not result from
animal care waste water under Alternatives 2 and 3. Also, an erosion
control plan is proposed to address construction -related erosion and
siltation associated with the development alternatives.
Wetlands, Vegetation and Wildlife. Areas within the site which have
natural resource values of significance would be preserved and
integrated into the overall site development concept under Alternatives
2, 3 or 4. Some replacement is possible of types 1 and 2 wetlands
which would be eliminated under Alternatives 3 and 4.
COORDINATION
The City of Eagan has taken steps to coordinate with appropriate par-
ticipating and reviewing agencies and other interested parties throughout
the EIS process. Documentation of that coordination effort appears in
Section 7 of the DEIS. In keeping with this effort, and in compliance
with applicable government regulations, the City has scheduled a public
meeting on the Laukka-Beck, Minnesota Jockey Club Site Development
Proposal. The meeting will be held at the Eagan City Hall (3830 Pilot Knob
Road) on Thursday, March 8, 1984, at 7:00 PM. Comments on the DEIS will be
received at the public meeting and throughout the DEIS comment period,
which ends on March 22, 1984. Comments can be directed to:
City of Eagan
Dale Runkle, City Planner
P.O. Box 21199
Eagan, Minnesota 55121
(612) 454-8100
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TABLE OF CONTENTS
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TABLE OF CONTENTS
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Page
SUMMARY i
II1.0 LIST OF PREPARERS 1-1
2.0 PROJECT DESCRIPTION 2-1
II
2.1 Background 2-1
2.2 Purpose of DEIS 2-2
I 2.3 Project Location 2-2
2.4 Project Phasing 2-5
2.5 Inventory of Existing Transportation Features 2-5
I3.0 GOVERNMENTAL APPROVALS REQUIRED 3-1
4.0 ALTERNATIVES 4-1
I4.1 Alternative 1: No -Build 4-1
4.2 Alternative 2: Racetrack Only 4-1
II 4.3 Alternative 3: Racetrack and Mixed -Use 4-5
4.4 Alternative 4: Mixed -Use Only 4-6
4.5 Racetrack Operations 4-6
I5.0 ENVIRONMENTAL, COMMUNITY AND ECONOMIC IMPACTS 5-1
5.1 Traffic 5-1
I 5.2 Noise 5-53
5.3 Air Quality 5-64
5.4 Animal Waste and Pests 5-78
5.5 Solid Wastes 5-79
II 5.6 Water Quality 5-81
5.7 Wetlands 5-91
5.8 Vegetation and Wildlife 5-92
II 5.9 Airport/Aircraft Operations 5-98
5.10 Economic Impacts 5-107
5.11 Community Impacts 5-114
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6.0 MITIGATION MEASURES 6-1
6.1 Traffic 6-1
6.2 Noise 6-8
6.3 Animal Wastes and Pests 6-9
6.4 Solid Wastes 6-15
6.5 Water Ouality 6-15
6.6 Wetlands 6-21
6.7 Vegetation and Wildlife 6-21
6.8 Airport/Aircraft Operations 6-22
7.0 COORDINATION 7-1
8.0 APPENDICES 8-1
8.1 Fact Sheets 8-1
8.2 Vegetation and Wildlife Technical Report 8-11
8.3 Sample Air Easement Agreement 8-37
8.4 Solid Waste Generation at Full Development 8-39
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LIST . OF FIGURES
2-1 Regional Location 2-3
2-2 USGS Map 2-7
2-3 Current Road System 2-9
2-4 Planned Roadway Construction 2-13
2-5 Ultimate Roadway System 2-15
2-6 Current ADT 2-17
2-7 Current Mn/DOT Forecast 2000 ADT 2-19
2-8 Automatic Traffic Recording Stations 2-23
2-9 Current MTC Scheduled Bus Service 2-25
4-1 Site Concept Plan:
4-2 Site Concept Plan:
Development
4-3 Site Concept Plan:
Only
Alternative 2
Alternative 3
- Racetrack Only 4-3
- Racetrack and Mixed -Use
Alternative
4 - Mixed -Use Development
4-7
4-9
5-1 1986 Background Traffic Volumes 5-3
5-2 2000 Background Traffic Volumes 5-5
5-3 Trip Distribution - Multiple Use Development 5-15
5-4 Trip Distribution - Racetrack 5-17
5-5 Key Intersections 5-19
5-6 Alternative 1 - No Build: Forecast 1986 ADT - 5-21
5-7 Alternative 1 - No Build: Forecast 2000 ADT 5-23
5-8 Alternative 2 - Racetrack Only: Forecast 1986 ADT 5-25
5-9 Alternative 2 - Racetrack Only: Forecast 2000 ADT 5-27
5-10 Alternative 3 - Racetrack and Mixed -Use: Forecast 2000 ADT 5-37
5-11 Alternative 4 - Mixed -Use Only: Forecast 2000 ADT 5-39
5-12 At -Grade Intersections 5-45
5-13 Noise Sensitive Receivers 5-55
5-14 Crowd Noise Impacts 5-61
5-15 CO Receptor Sites - TH 149 at Blue Gentian Road 5-67
5-16 CO Receptor Sites - TH 149 at 1-494 North Ramp 5-71
5-17 CO Receptor Sites - TH 55/149 at Lone Oak Road 5-73
5-18 CO Receptor Sites - Racetrack 5-75
5-19 Stormwater Detention and Outflows 5-85
5-20 Existing Vegetation 5-95
5-21 Airport Noise Exposure Zones 5-101
5-22 Racetrack - Airport Relationships 5-103
5-23 Land Use Plans 5-121
5-24 Existing Zoning 5-123
6-1 Grading and Storm Drainage 6-17
6-2 Sanitary Sewer 6-19
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LIST OF TABLES
2-1 ADT and Hourly Volume Relationships 2-21
3-1' Required Federal, State, Regional and Local Approvals 3-2
4-1 Expected Racetrack Attendance 4-2
4-2 Racetrack Hours of Operation 4-2
5-1 Alternative 2 - Racetrack Trip Generation 5-7
5-2 Alternative 3 - Peak Weekday Trip Generation by Use 5-9
5-3 Alternative 3 - Peak Weekend Trip Generation by Use 5-10
5-4 Alternative 3 - Peak Event Trip Generation by Use 5-11
5-5 Alternative 4 - Trip Generation by Use 5-14
5-6 Alternative 2 - Forecast 1986 Peak Weekday Hourly Volumes 5-29
5-7 Alternative 2 - Forecast 1986 Peak Weekend Hourly Volumes 5-30
5-8 Alternative 2 - Forecast 1986 Peak Event Hourly Volumes 5-31
5-9 Alternative 2 - Forecast 2000 Peak Weekday Hourly Volumes 5-32
5-10 Alternative 2 - Forecast 2000 Peak Weekend Hourly Volumes 5-33
5-11 Alternative 2 - Forecast 2000 Peak Event Hourly Volumes 5-34
5-12 Alternative 3 - Forecast 2000 Peak Weekday Hourly Volumes 5-41
5-13 Alternative 3 - Forecast 2000 Peak Weekend Hourly Volumes 5-42
5-14 Alternative 3 - Forecast 2000 Peak Event Hourly Volumes 5-43
5-15 Alternative 4 - Forecast 2000 Peak Weekday Hourly Volumes 5-44
5-16 Alternative 2 - Intersection Levels of Service - 1986 5-48
5-17 Alternative 2 - Intersection Levels of Service - 2000 5-49
5-18 Alternative 3 - Intersection Levels of Service - 2000 5-51
5-19 Alternative 4 - Intersection Levels of Service - 2000 5-52
5-20 State Noise Standards 5-53
5-21 Noise Sensitive Receivers 5-54
5-22 Predicted Noise Levels 5-57
5-23 Relative Noise Contributions 5-60
5-24 Typical Construction Equipment Noise Levels at 50 Feet 5-63
5-25 Maximum Predicted CO Concentrations - TH 149 at Blue Gentian
Road 5-66
5-26 Maximum Predicted CO Concentrations - TH 149 at 1-494 North
Entrance/Exit Ramp 5-69
5-27 Maximum Predicted CO Concentrations - TH 55 at Lone Oak Road 5-70
5-28 Maximum Predicted CO Concentrations - On -Site Alternatives 2
and 3 5-77
5-29 Solid Waste Generation - Comparison of Alternatives 5-80
5-30 General Water Ouality Standards 5-81
5-31 Water Quality Standards for Water Use Classified 2C and 2B 5-82
5-32 Sanitary Sewer Capacity Allowances for Commercial and
Industrial Access 5-87
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5-33 Average Sanitary Sewer Flows for Selected Commercial Uses 5-88
5-34 Alternatives 2 and 3 Projected Sanitary Sewer Characteristics 5-89
5-35 Vegetative Habitat Types 5-91
5-36 Wildlife Species Summary 5-94
5-37 Species of Rare Occurrence or at the Edge of Their Range of
Distribution 5-98
5-38 Airport Noise Exposure Zones 5-99
5-39 Forecast Racetrack Employment 5-108
5-40 Forecast Construction Jobs for Limited Mixed -Use Development 5-108
5-41 Forecast Permanent Jobs for Limited Mixed -Use Development 5-109
5-42 Total Number of Jobs Forecast for Alternative 3 5-109
5-43 Forecast Construction Jobs for All Mixed -Use Development 5-110
5-44 Forecast Permanent Jobs for All Mixed -Use Development 5-110
5-45 Total Number of Jobs Forecasted for Alternative 4 5-111
5-46 Population and Household Forecast - City of Eagan 5-115
5-47 Population and Household Forecast - City of Mendota Heights ... 5-115
5-48 Population and Household Forecast - City of Inver Grove
Heights 5-116
5-49 Population and Household Forecast - City of Sunfish Lake 5-116
5-50 Forecast of Households Attracted by Limited Mixed -Use
Development 5-117
5-51 Forecast of Households Attracted by All Mixed -Use Development 5-118
6-1 Alternative 2 - 1986 Intersection Levels of Service 6-3
6-2 Alternative 2 - 2000 Intersection Levels of Service 6-4
6-3 Alternative 3 - 2000 Intersection Levels of Service 6-5
6-4 Alternative 4 - 2000 Intersection Levels of Service 6-6
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1.0 LIST OF PREPARERS
1.0 LIST OF PREPARERS
The following people were primarily responsible for preparing and reviewing
the Draft Environmental Impact Statement.
Name
Education
Professional Discipline
Experience
Bennett-Ringrose-Wolsfeld-Jarvis-Gardner, Inc.
Peter E. Jarvis
B.S.C.E., M.C.P.
A.I.C.P.
Planning
Franklin J. Svoboda
B.S.
Wildlife Management
Howard D. Preston
B.S.C.E.
P.E. - Minnesota
Traffic Engineering
Richard H. Nau
B.S.
Computer Modeling
William Weber
B.A., M.U.P.,
A.I.C.P.
Environmental Planning
Christine Allen
B.S.L.A.
Landscape Architecture
Frank L. Burg
P.E. - Wisconsin
Civil Engineering
City of Eagan
Dale Runkle
Master of Arts
Urban 8 Regional Studies
17 years, urban,
regional and
environmental
planning.
17 years, environ-
mental analysis,
wildlife biology
and wildlife
management.
12 years, trans-
portation planning
and traffic engi-
neering.
5 years, computer
modeling, air/noise
quality analysis.
9 years, land use
and environmental
planning.
3 years, landscape
architecture and
graphic design.
24 years municipal
and site develop-
mental engineering.
7 years, urban,
regional and environ-
mental planning.
Project Responsibilities
Overall project management;
agency coordination, pub-
lic information, and
project progress.
DEIS coordination and
analysis of wetlands,
vegetation and wildlife,
water quality, solid
wastes, and animal wastes.
Traffic analysis.
Noise and air quality
analysis.
Land use, economic, en-
ployment, and community
impacts analysis.
Landscape architecture.
Groundwater, stormwater
and solid waste analysis.
Project Coordinator for
regulatory government
agency. City of Eagan.
2.0 PROJECT DESCRIPTION
a
2.0 PROJECT DESCRIPTION
0
2.1 BACKGROUND
In November, 1982 Minnesota voters authorized the enactment of a con-
situtional amendment allowing the State of Minnesota to provide pari-mutuel
betting associated with horse racing. In 1983, the Minnesota legislature,
responding to the electoral mandate, authorized the appointment of a Racing
Commission by the Governor. By late summer of 1983, the Governor had
completed appointment of the Racing Commission. One task of the Commission
is to develop the rules by which horse racing and betting will take place
I within the state. Another task of the Commission is to select one
racetrack site in the seven -county metropolitan area. One of the potential
candidate sites i5 a 449-acre tract of land located in the northeast part
' of the City of Eagan.
The development history of this land parcel dates back to the late 1960s
when the Minnesota Department of Transportation (Mn/DOT) first began
' studying potential roadway alignments for 1-494. Early freeway design
plans called for routing Trunk Highways 52 and 55 through the eastern half
of the site presently under study in this EIS. These plans were later
11 altered and in the 1-494 EIS, this routing of Trunk Highways 52 and 55 was
dropped from consideration. At approximately the same time, a major deve-
loper within the Twin Cities area was considering developing the site as a
major regional shopping center. Based on the transportation accessibility
11 characteristics of the site, the City of Eagan proposed that the area
should be designated in the Land Use Guide Plan as "regional shopping
center." Mn/DOT, in its transportation forecast analysis for 1-494, also
11 assumed that this area would be a major traffic generator. The
Metropolitan Council, in reviewing the Land Use Guide Plan for the City of
Eagan, concurred that the area had the potential to serve as a major
regional facility.
11 Later in the 1970s, economic circumstances changed as a result of the energy
crisis and the softening economy, and the feasibility of this site serving
' as a major regional shopping center decreased.
In 1977, when it became apparent that the Metropolitan Stadium was to be
11 phased out and a domed stadium was to be constructed within the metropoli-
tan area, a number of sites were evaluated by the Metropolitan Sports
Facility Commission as potential sites for the location of the stadium.
The Eagan site was one of seven candidate sites considered in the location
' selection process for a domed stadium. The City of Eagan passed a resolu-
tion supporting the concept of a sports facility located in that portion of
the City. The evaluation of the Eagan site by the Metropolitan Sports
11 Facilities Commission included a comment that the developer of the site
anticipated increased development adjacent to the sports facility. This
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2-1
development was expected to include the balance of the site not utilized
for the sports facility, in addition to other vacant commercial and
industrial land in the area.
Interest in the development of the parcels waned during the late 1970s and
early 1980s as a result of the national economic recession, although occa-
sional proposals for site development were made, including one proposal
which considered development of a portion of the site as corporate office
headquarters.
Renewed interest in the development of this parcel presently is the result
of a number of factors including a strengthening national economy, the
onset of construction of 1-494 immediately adjacent to the site to the
north, the completion of the 1-494 river crossing over the Minnesota River,
extending 1-494 from Bloomington to Eagan, and the onset of construction of
I-35E approximately 1.5 miles to the west of the site. Particularly, the
completion of these two major freeway projects served as the catalyst to
reignite interest in the development of this particular piece of property.
Such development is in conformance with the Metropolitan Council
Comprehensive Guide Plan, and also with Mn/DOT and Metropolitan Council
Transportation Accessibility Projections and Planning. The location of
this site and its proximity to both Minneapolis and St. Paul downtown areas
and to a major freeway facility made the site a prime candidate for con-
sideration as the site for a metropolitan horse -racing track. In confor-
mance with the Metropolitan Council Guide Plan, this site may also be
developed into a variety of mixed commercial uses including office, office -
showroom, and retail.
2.2 PURPOSE OF DEIS
The purpose of this Draft Environmental Impact Statement (DEIS) is to eval-
uate the suitability of the Laukka-Beck Minnesota Jockey Club site as a
location for a horse -racing track and/or mixed -use commercial development.
The site located in northeast Eagan and jointly owned by Laukka-Beck and
the Minnesota Jockey Club, consists of 449 acres of rolling land charac-
terized by scattered woodlots, abandoned agricultural fields, and some
scattered crop fields. The Environmental Impact Statement is intended to
evaluate the effects of the proposed project and the alternatives on traf-
fic and transportation, air quality, noise, economic issues, community
impacts, animal waste handling, water quality impacts, wetlands, vegetation
and wildlife, and the effects of development on aircraft operations in
relationship to Minneapolis -St. Paul International Airport. An Indirect
Source Permit Application will be flled as part of the Environmental Impact
Statement process.
2.3 PROJECT LOCATION
The project area is in the upper portion of the southeast quadrant of the
Twin Cities Metropolitan area as indicated in Figure 2-1. Access to the
site is provided by Trunk Highways 149 and 55 from the south and southeast;
I-35E from the southwest; 1-494 from the west and east; Trunk Highways
I-35E, 149 and 52 from the north; and Trunk Highway 55 from the northwest.
Transportation features of the area are further described in Section 2.5.
2-2
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Figure 2-1
10 MILE RADIUS
Laukka-Beck
Minnesota Jockey Club
Brooklyn Park
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Regional Location
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ININGEF
General details of the site are shown in Figure 2-2, the USGS map. The
site is located in a generally lightly populated part of the City of Eagan
with relatively few scattered residences present immediately adjacent to
the site. Existing zoning surrounding the site includes general business,
light industry, agriculture and single and multiple family residential,
although the area presently zoned multiple family residential is only
lightly developed.
2.4 PROJECT PHASING
Development of any of the three build alternatives considered would occur
in three to four phases depending upon a final alternative chosen. During
Phase I, which would occur during the 1984-1985 construction season,
construction of the racetrack and related utility improvements would take
place. Development of the mixed -use portion of the site would commence in
1986 and continue through the year 2000. If the mixed -use development
alternative were selected, full development would be realized in the year
2005.
2.5 INVENTORY OF EXISTING TRANSPORTATION FEATURES
An inventory of existing transportation related features was conducted.
This inventory provided information which documented the following:
• Regional and Local Road System
• Traffic Volume Characteristics
• Transit Service
• Capacity Restraints
• Other Physical Characteristics
2.5.1 REGIONAL AND LOCAL ROAD SYSTEM
2.5.1.1 Existing Roadways
Primary access to the site is provided by Trunk Highway (TH) 149 and Lone
Oak Road. These roadways are minor arterials which provide direct connec-
tions with the regional road system. A list of the existing regional and
local roads in the vicinity of the site (shown in Figure 2-3) along with a
description of the basic design features follows:
1-494. Interstate 494 is a limited access freeway. The segment from
TH 55 (the current eastern terminus) westward across the Minnesota
River Valley was opened to traffic in 1982 and provides a minimum of
six through lanes. This segment connects with an older section of
freeway in the vicinity of the Minneapolis/St. Paul International
Airport, which also provides six through lanes.
2-5
TH 55. Trunk Highway 55 is a four -lane divided arterial roadway.
Access to the roadway is not limited but it is controlled to some
extent by the location of the openings in the median. Left -turn lanes
are provided at all median openings. The segment of TH 55 between
Mendota Heights and the south intersection with TH 149 was recently
reconstructed because of safety and design concerns. Beyond the site,
TH 55 continues to the east and terminates at TH 61 in Hastings. To
the west, TH 55 crosses the Minnesota River via the Mendota Bridge and
provides the connection to Hiawatha Avenue in Minneapolis.
TH 149. Trunk Highway 149 is a basic two-lane rural roadway with four
to six foot wide gravel shoulders. Auxiliary turning lanes are pro-
vided at the intersection with Mendota Heights Road and at both the
north and south intersections with TH 55. Access to TH 149 is
uncontrolled and there are numerous driveways to single-family residen-
ces and to commercial and Industrial land uses. Beyond the site, TH
149 continues to the south and terminates at TH 3 in Inver Grove
Heights. To the north, TH 149 traverses Mendota Heights, a portion of
West St. Paul, crosses the Mississippi River via the High Bridge, and
then terminates at West 7th Street in St. Paul.
CR 26. County Road 26 (Lone Oak Road) is a rural design, two-lane
county arterial. This roadway is an important link in Dakota County's
highway system because it is the only continuous east -west road in the
entire northern part of the county. Access to this roadway is
uncontrolled and there are numerous driveways to single-family residen-
ces and farmsteads.
CR 63. County Road 63 (Delaware Avenue) is a rural design, two-lane
county arterial. Access to the roadway is uncontrolled and there are
numerous driveways to single-family residences.
CR 43. County Road 43 (Lexington Avenue) is a rural design, two-lane
county arterial with uncontrolled access. The basic function of this
roadway is to provide a connection between residential areas in Eagan
and Mendota Heights and the regional road system.
Blue Gentian Road. Blue Gentian Road is a rural design, two-lane city
street. Most of the roadway has only a gravel surface and the function
of the roadway is to provide access to the adjacent single-family
residences.
The traffic controls at the intersections along these roadways are indi-
cated in Figure 2-3. There is currently an interchange at the junction of
1-494 and TH 55. In addition, there are four signalized intersections
along TH 55:
• TH 55 at Lexington Avenue
• TH 55 at TH 149, North Junction
• TH 55 at Lone Oak Road
• TH 55 at TH 149, South Junction
2-6
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IGHT
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Figure 2-2
Laukka- Beck
Minnesota Jockey Club
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Figure 2-3
Laukka- Beck
Minnesota Jockey Club
LONE OAK ROAD
CURRENT
ROAD SYSTEM
III
800 1800
IT
FT. North
E-IIIEW
0
All of these traffic signals were recently installed by Mn/DOT and include
actuated, multi -phase operation with indications mounted on both pedestals
and mast arms.
The remaining intersections have the basic through -stop type of control.
2.5.1.2 Proposed Roadway Modifications
Information obtained from the Minnesota Department of Transportation
(Mn/DOT) indicates that in the vicinity of the site a great deal of roadway
construction and reconstruction either is now taking place or will be
taking place in the near future. These roadway projects (shown in Figure
2-4) consist of the following:
1-494. Mn/DOT plans call for eliminating the gap in 1-494 across
northern Dakota County which has existed for many years. Work is
currently underway on the segment between TH 55 and TH 149. This proj-
ect is expected to be open to traffic in 1985 and will provide a basic
six -lane freeway with auxiliary lanes at the interchanges with I-35E
and TH 149.
A project involving construction of the only remaining unfinished
segment of 1-494, from TH 149 to TH 3, is scheduled for contract
letting in 1984. This project will provide a basic six -lane freeway
and is expected to be open to traffic In 1986.
I-35E. Work is currently underway on the segment of I-35E between Lone
Oak Road and TH 110. This project is expected to be open to traffic in
1984 and will provide a basic six -lane freeway with auxiliary lanes at
the interchange with 1-494. The remaining segment of I-35E, from Lone
0ak Road to TH 77 (Cedar Avenue), is expected to be open to traffic in
1985.
TH 149. The segment of TH 149 between TH 55 and Mendota Heights Road
is scheduled for reconstruction in 1984. The project consists of
replacing the existing two-lane rural roadway with a four -lane, divided
urban arterial. Access to this roadway will be controlled by both
right-of-way restrictions and the selective placement of median open-
ings. The proposed project also includes a raised median, paved shoul-
ders, and left -turn lanes at all median openings.
Lone Oak Road. The upgrading of Lone Oak Road in the vicinity of the
site is not in Dakota County's current five year transportation im-
provement program. However, the County's long range transportation
plan does call for reconstruction to a four -lane, 52-foot, undivided
urban roadway.
For the most part, this construction activity is unrelated to the develop-
ment described in this document. Interstate 35E and 1-494 are being
constructed in order to complete the system of freeways in the metropolitan
area. The reconstruction of TH 149 was influenced by the fact that some
2-11
type of major development of regional significance was long planned for the
site, but this roadway improvement project was also based on accommodating
traffic operations at the proposed 1-494 interchange and eliminating a
safety and design problem at the intersection with TH 55.
Figure 2-5 shows the completed roadway system which is expected to be in
place by the fall of 1986. It is also expected that this system of roads
represents the ultimate roadway system for the area.
The traffic controls at the intersections along these roadways are also
indicated in Figure 2-5. The existing interchange at 1-494 and TH 55 is
eliminated with the easterly extension of 1-494, and new interchanges are
provided with I-35E and TH 149. In addition, interchanges are provided
along I-35E at Lone Oak Road and at Yankee Doodle Road.
The traffic signals at the four previously mentioned intersections along
TH 55 are expected to remain in operation, and traffic signal controls will
be added along TH 149 at the 1-494 ramp terminals.
The ultimate roadway system with the previously described intersection
traffic control has an overall system capacity of approximately 7,000
vehicles per hour. This means that the regional road system can deliver up
to 7,000 vehicles per hour to the perimeter of the site. This is based on
Level of Service D operation at key intersections, reasonable signal cycle
splits and about 700 vehicles per hour per lane.
2.5.2 TRAFFIC VOLUME CHARACTERISTICS
2.5.2.1 Current Traffic Volumes
Current daily traffic volume information was obtained from Mn/DOT. This
information was collected between 1980 and 1983 and is documented in Figure
2-6. This information is provided because it indicates how the current
road system is being used and because it provides the foundation for the
traffic forecasting which will be documented later in this DEIS.
2.5.2.2 Forecast Traffic Volumes
Information was obtained from Mn/DOT documenting their current traffic
forecasts for roadways in the vicinity of the site. This information is
shown in Figure 2-7 and is presented because it gives an Indication of the
volumes which the roadways now under construction were designed to accom-
modate. In addition, this information was used in the preparation of the
new traffic forecasts presented later in this report.
2.5.2.3 Daily and Hourly Traffic Variations
Information was obtained from Mn/DOT documenting the volume variations in
average daily traffic (ADT) and vehicles per hour (VPH) at a series of
automatic traffic recording devices. This information was used in the
development of the forecast traffic volumes to convert average weekday
background traffic volumes (traffic not generated by the site) into hourly
volumes on various days of the week.
2-12
MN Mil UN MI INN NM IIIIII NM MI IN OM lin ME MI 111111 OM
Figure 2-4
Laukka- Beck
Minnesota Jockey Club
PLANNED
ROADWAY CONSTRUCTION
I
FT. North
IIIEW
......
800 1600
S ME MI MI MID MINI NM III Oil NM MS 11111 111111 111111 I I
BLUE GENTIAN /?
LONE OAK ROAD
YANKEE DOODLE ROAD
Figure 2-5
Laukka- Beck
Minnesota Jockey Club
LONE OAK ROAD
ULTIMATE
ROADWAY SYSTEM
I 1'
0 800 1600 FT. North
I N In OM N-- MI U___ MO MI MN M I
Figure 2-6
Laukka-Beck
Minnesota Jockey Club
CURRENT ADT
IIIII 1 I 1 IT
0 B00 1600 FT. North
EN IN 111111 Eli NM NEI NB INN all NMI 1111 11111 111111 11111 11111 111111 11111
Figure 2-7
Laukka- Beck
Minnesota Jockey Club
Volumes in vehicles per day
CURRENT MN/DOT
FORECAST 2000 ADT
1111
0 800 1600
I
FT. North
Ft-0111IV '' :ep,i111
.... • .4•02. •0 ..... e r•C
Data was collected from eight automatic traffic recording stations in the
metropolitan area (Figure 2-8). The location of these stations is as follows:
1) TH 149, Mendota Heights
2) 1-494, Bloomington
3) I-35W, Bloomington
4) TH 169, Eden Prairie
5) TH 7, Minnetonka
6) TH 152, Brooklyn Center
7) TH 47, Fridley
8) TH 65, Columbia Heights
The first station was selected because it is located along TH 149 within
one-half mile of the site. The remaining stations were selected because
they are located on either high volume freeways or major arterial roadways
in heavily developed, suburban areas. These locations are considered
representative of the area around the site following development of the
site.
Analysis of the data indicates the average daily traffic (ADT) and hourly
volume relationships, which are summarized in Table 2-1.
Table 2-1
ADT and Hourly Volume Relationships
Ratio Percentage
Friday ADT: Average Weekday ADT 100%
Saturday ADT: Average Weekday ADT 85%
Sunday 8 Holiday ADT: Average Weekday ADT 70%
Weekday 3 PM-4 PM VPH: Average Weekday ADT 7.5%
Weekday 4 PM-5 PM VPH: Average Weekday ADT 9.0%
Weekday 8 PM-9 PM VPH: Average Weekday ADT 5.0%
Saturday 1 PM-2 PM VPH: Average Weekday ADT 6.5%
Saturday 6 PM-7 PM VPH: Average Weekday ADT 5.0%
Sunday & Holiday 1 PM-2 PM VPH: Average Weekday ADT 5.5%
Sunday A Holiday 6 PM-7 PM VPH: Average Weekday ADT 5.0%
These days and hours were selected because they represent the expected peak
periods of arrivals and departures at the site, used for analysis of
impacts on traffic operations.
2-21
2.5.3 TRANSIT SERVICE
Information regarding transit service in the vicinity of the site was
obtained from the Metropolitan Transit Commission (MTC).
Three bus routes, Route 5, Route 29, and Route 46, currently provide sched-
uled bus service in the vicinity of the site. (See Figure 2-9.) Routes 5
and 29 provide local service between the Mendota Plaza shopping center,
located in the southeast quadrant of TH 110 and TH 149, and downtown St.
Paul. The buses on Route 5 operate every day of the week between 6 AM and
9 PM at 30 minute headways. The buses on Route 29 operate every day except
Sunday between 6 AM and 6 PM at 60-minute headways. Route 46 provides
weekday, peak -hour express service between Apple Valley, Rosemount and
downtown St. Paul.
The MTC has been informed of the proposed development of the site and has
indicated an interest in providing some type of scheduled service to the
site. Several types of service were mentioned, including extension of the
local routes in the area and provision of special express service between
downtown St Paul and the racetrack/mixed-use development.
2.5.4 CAPACITY RESTRAINTS
The roadways which are expected to provide the major access to the site
were inventoried in order to determine the existence of any features which
might restrict the movement of traffic. The following specific features
were considered.
• Functional classification
• Roadway design
• Speed limit
• Adjacent land use
• Narrow bridges
• At -grade railroad crossings
• Emergency vehicle operations
A majority of the people traveling to and from the site are expected to do
so on 1-494 or 1-35E. Both of the roadways are new, limited access
freeways with the primary function of moving traffic. There are no
existing or built-in capacity restraints on these roadways.
Trunk Highways 55 and 149 are also expected to carry substantial amounts of
site -generated traffic. TH 55 was recently reconstructed and TH 149 will
be reconstructed prior to development of the site. As a result, the
designs of both roadways will conform to current standards of design. In
addition, access to these roadways is at least partially controlled and the
adjacent land uses basically consist of large lot commercial and industrial
developments. Therefore, the only capacity restraints along these roadways
are the at -grade, signalized intersections.
2-22
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Figure 2-8
Laukka-Beck
Minnesota Jockey Club
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Par.
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11
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94
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MPLS. /ST.PAUL
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Figure 2-9
Current MTC Scheduled
Bus Service
Laukka Beck
Minnesota Jockey Club
49
Lone Oak
13
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a4
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55 52
(1/
Lone Oak Road is the remaining regional roadway providing access to the
site. In addition to the traffic signal at the intersection of TH 55, the
traffic movement capability of the roadway is restricted by a narrow
railroad trestle, located approximately one -quarter mile west of TH 55.
The restricted lateral clearance at this point could have an adverse effect
on the capacity of the roadway.
2.5.5 OTHER PHSYICAL CHARACTERISTICS
No at -grade railroad crossings, police stations, fire stations, or ambu-
lance garages are located along any of the access routes in the vicinity of
the site.
Therefore, the only special feature which will have to be taken into
account when conducting the capacity analysis with the forecast traffic
volumes is the restricted clearance at the railroad trestle on Lone Oak
Road, west of TH 55. No other geometric design, traffic control or land
use features are expected to have an adverse impact on the traffic movement
capability of the regional road system.
2-27
3.0 GOVERNMENTAL
APPROVALS REQUIRED
3.0 GOVERNMENTAL APPROVALS REQUIRED
During the development of the EAW the need for eighteen federal, state, or
local governmental approvals were identified. These approvals, their
current status, and other relevant comments are presented in Table 3-1.
3-1
Table 3-1
Required Federal, State, Regional and Local Approvals
Permit
Federal
Environmental Protection Agency
National Pollutant Discharge
Elimination System - IPDES
Corps of Engineers
Section 40a. Clean Water Act
Feaeral Aviation Administration
Notice of Proposed Construction,
Ilanting Plans review, and
electronic equipment review
State
MN Pollution Control Agency
• Indirect Source Permit
• Sewer Extension Permit
• Animal Feedlot Permit
• Composting Permit
• Manure Storage Permit
Status
Comments
Need not yet Determined Need for permit
will be determined
by I.PCA.
Grantee II/25/83
Pending
Pending
Pending
Pending
Need not yet
determined
Need not vet
determined
MN Debt. Of Natural Resources Pending
• ork In 3ed of Public Waters
MN Dept. Of Health
Water Main Extension Permit
MN Dept, of Transportation
Access and Plat Review
To Pe submitted
To be submitted
3-2
COordi nati on DroCed ure
with FAA.
41I data require°
for permit de-
cision to be sub-
mitted es part
Of the EIS.
Subject to completion
of FEIS and derailed
design plans.
Final choice of
animal waste
handling alter-
native to be made
at FEIS stage.
Based on final
alternative
selected for
manure handling.
Based on final
alternative
selected for
manure handlinc.
Subject to completion
of FEIS and detailed
design plans.
Pending completion of
detailed engineering
drawings.
Coordination procedure
with Mn/DOT for trunk
highway access.
Alternatives
2. 3
2, 3. a
2. 3. 4
2. 3, 4
2. 3, a
2. 3
2. 3
2. 3
2. 3. 4
2. 3.
2, 3. 4
Regional
Metropolitan Council
Comprehens l ve Guide
Plan Amendment
Metropolitan waste Control
Commission Sewer
_wtension Permit
Review request
submitted
Requested by Metropolitan 2, 3
Council In memo dated
12/23/83.
To be submitted Coordination procedure
with MWCC.
2. 3. a
Metropolitan Airports Commission Pending Coordination procedure 2, 3. a
Air space rights agreement, with MAC.
lignting plans review. and
electronic equipment review
County
Dakota County To be applied for Required for site entrance 2, 3, 4
Entrance Permit on Lone Oak Road.
Local
City of Eagan
Preliminary Plat Approved Contingent upon acceptance 2. 3, 4
of FEIS.
Planned Development Zoning Approved Contingent upon acceptance 2. 3. 4
of FEIS.
Grading Permit Pending Subject to completion of 2, 3, a
FEIS and detailed design
Plans.
Final Plat
To be submitted 2. 3, 4
3— 3
4.0 ALTERNATIVES
1
1 4.0 ALTERNATIVES
1
Four alternative development schemes have been considered for a 449-acre
parcel of land located in the northeastern part of the City of Eagan.
1 Following is a discussion of each of the proposed alternatives.
4.1 ALTERNATIVE 1: NO -BUILD
' Alternative 1 proposes no development on the 449-acre site. Existing land
use, including scattered rural residential, clustered residential, aban-
doned fields, pasture, meadows, and some crop cultivation, would be main-
tained.
4.2 ALTERNATIVE 2: RACETRACK ONLY
1 4.2.1 GENERAL DEVELOPMENT CHARACTERISTICS
Alternative 2 proposes the development of 234 acres of the 449-acre site
into a track and related facilities for horse racing, and an access road
system; the remaining 198 acres of the site would remain undeveloped. (See
Figure 4-1.) Estimated construction costs under Alternative 2 are $17
' million.
The development would include a grandstand with an initial seating capacity
' for 6,265 persons and total grandstand capacity for 16,433 persons.
Spectator capacity at full development would be 34,705. The track itself
would be 1.0 mile in length with 6.5-furlong chutes situated on
the northwest and southeast ends of the track oval. Parking for the
grandstand would include 4,100 regular parking spaces plus an additional
3,630 spaces to accommodate overflow parking. Other facilities developed
in conjunction with the track would include a combination administration/
' cafeteria'building, a receiving barn for Incoming horses, water station,
stables, maintenance yard, exercise areas, and an equipment building.
If this site were chosen by the Minnesota Racing Commission, as the one
' site to be developed as a racetrack in the Twin Cities Metropolitan Area,
construction would begin in 1984 with a scheduled completion date of
Spring, 1985.
Once open, the anticipated horse -racing season would extend from June 15
through September 15. Events would be scheduled to take place five days of
the week, normally Wednesday through Sunday. Expected racetrack attendance
1 and hours of operation are discussed in Section 4.2.2.
Future expansion plans for the racetrack would include expansion of the
' grandstand and standee area to accommodate an additional 18,272 patrons. A
total of 7,730 regular parking spaces would be provided. Overflow parking
1 4-1
1
would occur on the parking lots associated with the commercial development
through a contractual agreement with property owners. Racing season Length
would be extended by 20 days for a total season !ength of 16 weeks.
4.2.2 TRAFFIC -RELATED CHARACTERISTICS
The following discussion of traffic -related characteristics of the
racetrack complements the discussion in Section 2.5, Inventory of Existing
Transportation Features.
The size of the proposed racetrack is based on initially accommodating an
average daily attendance of 8,000 people per day over the entire racing
season. This figure is based on the results of a market study commissioned
by the developer.
The expected average daily, peak weekday, peak weekend and peak seasonal
event attendance figures are shown in Table 4-1. The 1986 average daily
attendance figure was used as a base, and then factors calculated from
attendance data collected by the Metropolitan Council from eight other
racetracks around the Country were applied. The figures for the year 2000
were determined by using the same type of analysis and projected growth
figures contained in the market study.
Table 4-1
Expected Racetrack Attendance
Average Peak Peak Peak
Daily Weekday Weekend Seasonal Event
Attendance Attendance Attendance Attendance
1986 8,000 7,000
2000 13,000 10,000
12,000 20,000
22,000 35,000
The market analysis also Indicated that peak attendance event will likely
occur once each racing season and peak weekend attendance will probably
occur several times each season. Remaining weekends at full development
are expected to produce attendances of approximately 16,000 people.
The proposed hours of operation for the racetrack were selected by the
developer of the site and are shown in Table 4-2. eased on these hours of
operation, the expected peak traffic hours are the hour prior to the start
of racing and the hour after the racing ends.
Table 4-2
Racetrack Hours of Operation
Track Opens Race Begins Race Ends
Wednesday -Friday 2 PM 4 PM 8 PM
Saturday, Sunday Noon 2 PM 6 PM
8 Holidays
4-2
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Minnesota Jockey Club
III I
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Figure 4-1
Site Concept Plan
Alternative 2 (RACETRACK ONLY)
Two additional features associated with the racetrack operation were inven-
toried due to their effect on the overall number of trips generated by the
racetrack. The first feature deals with the percentage of vehicles which
arrive in the hour prior to racing and depart in the hour following the
completion of racing. The second feature deals with vehicle occupancy.
In order to determine appropriate values for these features, information
was obtained from two other racetracks and from traffic studies conducted
for major sporting events in the Metropolitan area. The data indicates
that the majority of vehicles arrive at and depart from the site in the
hours immediately before and after the event. The actual data ranged from
50 to.90 percent for arrivals and from 70 to 90 percent for departures,
depending on the day of the week, the crowd size and the weather.
The vehicle occupancy data indicate that other racetracks are operating in
a range between two and three people per vehicle, depending to some extent
on the day of the week and the size of the crowd. Due to the fact that
this data may not be representative of conditions in Minnesota, vehicle
occupancy data was obtained for major local sporting events. These data
indicate that vehicle occupancies for Minnesota Twins baseball games,
Viking football games and North Stars hockey games range from 3.0 to 3.5
persons per vehicle, regardless of day of the week and crowd size. For a
further discussion of vehicle occupancy see Appendix 8.1.3.
4.3 ALTERNATIVE 3: RACETRACK AND MIXED -USE
4.3.1 GENERAL DEVELOPMENT CHARACTERISTICS
Alternative 3 consists of the development of the total 449-acre site. (See
Figure 4-2.) The racetrack facility, as described in Alternative 2, is
proposed for 234 acres of this site.
A mixed -use development totaling 2,041,000 square feet is proposed for the
remaining 198 acres of the site. Internal roads account for the remaining
17 acres. Uses would be a combination of retail, office, and
office/showroom facilities. Construction is expected to begin after 1986
and would be phased over a period of approximately 15 years. Retail and
office/showroom facilities would generally be single -story buildings;
office buildings would typically be three stories in height.
4.3.2 TRAFFIC -RELATED CHARACTERISTICS
Traffic -related characteristics of the racetrack facility are the same as
those discussed in Section 4.2.2.
The amount of proposed mixed -use development is based on providing a ratio
of building area to total site area which is typical for suburban loca-
tions. Mixed -use development is expected to exhibit typical trip genera-
tion and peaking characteristics, with the peak hour of operation occurring
between 4 PM and 5 PM on weekdays.
4-5
4.4 MIXED -USE ONLY
4.4.1 GENERAL DEVELOPMENT CHARACTERISTICS
Alternative 4 is a representation of the level of development anticipated
for the site as part of the overall Urban Development Framework. In the
Comprehensive Guide Plan, the Metropolitan Council anticipated the develop-
ment of this site for a combination of uses of regional significance, and
in reviewing Eagan's Land Use Guide Plan, concurred that this site would
best serve as a regional facility. The existence of the planned develop-
ment was one of the assumptions used by Mn/DOT traffic forecasts and road
system planners in arriving at roadway capacity analysis for 1-494 in this
area.
Alternative 4 includes development of the entire 449-acre site. A mixed -
use development totaling 4,318,000 square feet is proposed. (See Figure
4-3.) The uses would consist of a combination of retail, office,
office/showroom, and research and development. Construction is expected to
begin in 1986 and would be phased over a period of 20 years. Retail,
office/showroom, and research and development facilities would generally be
single story buildings. Office buildings would be typically three stories
in height.
4.4.2 TRAFFIC -RELATED CHARACTERISTICS
The amount of proposed mixed -use development is based on providing a ratio
of building area to total site area which is typical for suburban loca-
tions. Mixed -use development is expected to exhibit typical trip genera-
tion and peaking characteristics, with the peak hour of operation occurring
between 4 PM and 5 PM on weekdays.
4.5 RACETRACK OPERATIONS
Racetracks across the country vary somewhat in operation, depending upon
the individual racetrack manager. However, there are certain elements that
all track operations have in common. The purpose of this section is to
supplement the descriptions of Alternatives 2 and 3 with some background on
how activities are generally conducted on a day-to-day basis at racetracks.
4.5.1 CARE OF HORSES AND STALLS
A typical day at a racetrack begins at approximately 6 AM. The track is
open for exercise purposes from 6 AM until 10:00 or 10:30 AM. During this
time, the grooms take the horses from their stalls to the track for a five
to fifteen minute exercise run. The horses are then sponged off with a
bucket and sponge and walked for approximately one half hour or else placed
on a hot walker (a type of treadmill) to cool down. This hot walker may be
located either inside or outside of the stables. During extremely hot
weather, the horse may be lightly sprayed to cool it down, but this
generally is of very short duration, just a matter of a few minutes.
4-6
OFFICE.' OFFICE SHOWROOM
ASE 3
70000 SS Sm.
41000 S.F OM.
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ASE 2
411:w°
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OFFICE/RETAIL
LONE
PI-IASE 3
3..000 55. Offs. •
!66000 61. Of.. Showroom
477 A
A Dkri L,1 141E17101N
MIS
NWT A
OFFICE SHOWROOM
PHASE 4
17.000 S.F. Wilco 5116160om
33.3 A
7
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sisatt/
4 / • . , ^) " \ \ s
0021
•
1
it 2 - 7 • t RACETRACK:
Phose 1
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I-191
Laukka -Beck
Minnesota Jockey Club
111 I 17.0.1e,
0 ,09 200
Figure 4-2
Site Concept Plan
Alternative 3 _ (MIXED USE
DEVELOPMENT PLUS RACETRACK)
TolaJ
449.0 A
17.5 A
Not 1:300040084411 Area
Racal's.*
(1984-1985)
431.4 A
233.6 A
Nhx•cl- Us* 197 6 A
=MB
(1985-1990)
004.4
OM"
Mr.! SAiwre.om
OM. Ver. Showroor. 0.1.14448 0. r•b•nl•ni
303.000 S.E.
310.000 SE
0 ee
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IPTirse 31
(1490-14e5)
ftataff
015.
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015co Oniu Room= 214••••0411. 00••0••••44
1•24•22 3 Prawbornme
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11995-19981
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Office Snowmen
Ore. 001m 51.mmen Swoosh 2.••1100,...•
42•1122•60 4 Der•lopran.
4311.900 9.E.
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Phase 2
^^.41,000 eF. 041C1
70.0001F. SETAE.
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RESEARCH &
DEVELOPMENT
Phase,2
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,fa.1A
---'. 11111 11111
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Phase 3
20T000 S.F. OVFYCE .
11.000 5F. OAC5R 1114J.wh
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RESEARCH &
DEVELOPMENT
Phet e 3
• ....:no a..
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�11
S.F.Phase a
21.4 A
Phase 4
.38.000 SF.
39.9 A
Phase 4
209,000 SF
22..
: OFFICE -
OFFICE/SHOWROOM
RESEARCH & DEVELOPMENT
OM 1111 OM 11111
0550.1141:E
CF FIVES OAO'.p 1E�G IS
Laukka-Beck
Minnesota Jockey Club
!0�
0 100 200 .os e09 FEET
Figure 4-3
Site Concept Plan
Alternative 4 (MIXED USE
DEVELOPMENT ONLY)
Told Sits Ares
P1tic Roadways
449.2 0
36A
Not Developable Area
M2ao-U..
Phase 1 (1955-10901
01.r
VI. 9omvo.
0a a
• Piro •011ce 9nomSwarm . SwaL p••aa1'er•
r 1 Ow..opnal[
Phase 2 (1990-18951
0
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01110.0e6.374.199.n' Roma. 10..~
MW PIW. 4 Owr2Pm4,6
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1,61.
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O 110.41o.,mn
O1va'011r. slo.em,.n.....A 1 s..+opn.n
w MM. 2 0....lapu.,1
Phase 4 (2000-2005)
MW
Office
Olau Showman
9120..000. S.o.,ows11•64.w6 1 o.weop.w
11..1w. • O..Yopna.
4128A
412.8 A
151.000 SF.
1,1.000 BF.
0 SP
40.000 SF.
42F.000 L
260.000 L.
4e1E00 S.F.
15.000 SF.
292,000 Si.
1.107,000 SF.
0 SF.
207.000 SF.
Ce1A00 6F.
713p003J
1.e64A00 SF.
0 SP.
o S.F.
0 IF.
1.130,000 SF.
',whom*,
1r. W.MY. O. ..ep.+r 016000±F.
1
1
1
1
1
1
1
i 1
i 1
1
1
1
1
1
Recently, a new technique, called "hosing down," has been adopted as a
therapeutic method by a few trainers. This technique is applied to only to
a particular spot, such as the horse's ankles, knees, or hocks. This pro-
cedure may last up to one half hour and is generally performed by the
groom. The horse is either tethered or held in one area, and then a garden
hose is directed on the tender spot of the horse and continuously flushed.
Most of the care of the horse is done with the sponge and bucket technique
where the horse is lightly sponged down and then dried off and returned to
a stall. Animals are never washed or hosed in their stalls; this avoids
wetting the bedding or the clay base of the stall.
Horse stalls are cleaned at least once daily at the time the horse is out
for its morning exercise. Most trainers may clean the stalls twice daily
and some up to three or four times, if the horse is being shown for sale.
No soiled bedding is allowed to accumulate. If it were, the appearance
of the horse would be affected, resulting in matted hair and a generally
soiled coat. These animals are kept extremely clean so that any rinsing or
washing of the animal outdoors would not contribute to any nutrient loading
in any stormwater flow systems.
4.5.2 TRACK PREPARATION
At approximately 10 or 10:30 AM the track is closed to exercising and is
prepared for the afternoon races. This preparation consists of one or two
tractors pulling toothed harrows to work up the track bed and smooth out
any roughness created by the horses during the exercise period.
4.5.3 TRACK CONSTRUCTION
Track construction varies depending upon the preference of the track
designer. All track ovals have a rolled clay base, upon which the running
surface, a combination of sand and clay, is applied. Some running surfaces
have a high sand, Iow clay content surface. This track dries out fast and
performs well either wet or dry. The disadvantage to this track is that
during dry weather the track gets too sandy. Under these conditions, hor-
ses may "run down". This is an injury resulting from abrasions to the
ankle from the loose sand. Tracks with a high content of sand tend to be
slower tracks, that is the base is somewhat softer and tends to slow the
horse down. This base can also be somewhat tiring for horses to run in.
However, slower tracks result in less injuries to horses because there is
less shock to their structural system.
Racetracks with high clay, Iow sand content running surface tend to be
harder and as a consequence "faster". The clay tracks take slightly longer
to dry out after a rainstorm than the sandy tracks do.
The running surface is harrowed after each race in order to smooth out
clods and hoof marks left from the horses running the previous race. The
track surface is maintained so that no clods are present. If the track
becomes too fluffy, then water trucks are used to wet down the surface and
provide a firm running surface for the horses.
4-11
4.5.4 STABLE AREA
In addition to the stables, two types of barns are often present on the
"backstretch," as the stable area is called. One barn is the receiving
barn. This barn is for those individuals called "shippers". These are
individuals who stable their horses locally at other stabling facilities
and bring a horse to the racetrack only for the day that the horse is to
be raced. In a receiving barn the horse is washed and cooled down after
the race, then reloaded on the horse trailer and transferred back to its
stable. The receiving barn is primarily a transient facility for horses
not stabled on the grounds.
The second type of barn, called the detention barn, is a high security
facility protected by security guards and a security fence. The purpose of
this barn is to detain race winners plus any other horses which are to be
held for blood tests and urine specimens. The purpose of these tests is to
determine if any drugs have been administered to the horses prior to the
race. The only individuals permitted in this barn are the horse's groom,
security guards, and any veterinarians who will be testing the horse's con-
dition.
4.5.5 ENVIRONMENTAL EFFECTS
No significant environmental problems have been identified by track
operators at any of the racetracks across the country.J/ The Thoroughbred
Racing Association, an organization with over 50 racetracks as members,
conducts annual seminars pertaining to problems faced by track operators.
This organization meets on an annual basis and offers seminars to help
track operators deal with certain management problems. Seminar topics are
selected on the basis of surveys sent to track operators requesting infor-
mation about the issues they would like addressed at the seminars. These
operators have never identified environmental effects of any consequence.
One topic that is frequently discussed is the question of how to handle
and dispose of the large quantities of manure that accumulates as a result
of stabling operations.
An accepted standard among racetrack operators is that the entire
backstretch area be kept extremely clean. Individuals are hired to routi-
nely work the backstretch area, looking for deposits of horse manure. This
manure is immediately swept up and deposited into the two -wheeled cart that
the Individual has and then the manure is transported to a collection point
and dumped with the manure collected from the stables. As a result, the
entire backstretch area is kept extremely clean.
1/ Telephone conversation with J.8. Faulkner, Pres. Thoroughbred Racing
Association (1/24/84).
4-12
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
5.0 ENVIRONMENTAL, COMMUNITY
AND ECONOMIC IMPACTS
1
1 5.0 ENVIRONMENTAL, COMMUNITY AND
ECONOMIC IMPACTS
This DEIS section documents the analysis of environmental, community and
economic impacts associated with the alternatives under consideration.
1 Environmental impacts, discussed in Sections 5.1 through 5.9, include:
• Traffic
1 • Noise
• Air Quality
• Animal Wastes
• Solid Wastes
1 • Water Quality
1 • Wetlands
• Vegetation and Wildlife
1 • Airport/Aircraft Operations
Community impacts are discussed in Section 5.10, and economic impacts in
1 Section 5.11.
5.1 TRAFFIC
5.1.1 INTRODUCTION
An analysis of the expected transportation related impacts associated with
1 the development of the site was completed. This analysis considered each
of the four development alternatives: (I) No -Build, (2) Racetrack Only,
(3) Racetrack and Mixed -Use, and (4) Mixed -Use Only. The following analy-
sis topics were documented:
• Background traffic volumes
• Trip generation
• Directional distribution
• Forecast traffic volumes
• Capacity analysis
1 • Impact analysis
1 5-I
1
The background traffic volumes, trip generation and directional distribu-
tion information were used in the preparation of the forecast post -
development traffic volumes. Forecast volumes for the years 1986 and 2000
were produced. The 1986 forecasts represent a condition with partial devel
opment of the site and complete development of the area's road system.
The 2000 forecasts represent a condition with both the site and the area
road system completely developed.
These forecast volumes were then used in the capacity analysis, which pro-
vided an indication of transportation impacts on the area road system
caused by the development of the site.
5.1.2 BACKGROUND TRAFFIC VOLUMES
The background traffic volumes represent the situation where there are no
site -generated trips on the road system. These volumes formed the base to
which the site -generated trips were added in order to produce the forecast
post -development volumes.
The background volumes are based on the current volume information and the
current forecast regional travel information obtained from Mn/DOT. The
1986 background volumes (Figure 5-1) were determined by using the
current volume information as a base and then factoring the counts using
either a two percent per year growth factor (compounded annually) or a
straight line interpolation between the current count and the Mn/DOT year
2000 forecast. The larger of these two figures was then assumed to be the
1986 background traffic volume.
The 2000 background traffic volumes (Figure 5-2) were determined by using
the Mn/DOT year 2000 forecast as a base and then subtracting the number of
trips which the Mn/DOT forecast assumed would be generated by the site.
These background volumes apply to all four development alternatives since
they assume no trips generated by the site.
5.1.3 TRIP GENERATION
The number of trips which will be generated by a development is typically a
function of the size and type of activity which will take place on the
site. In this particular case, both the size and type of activity vary
with the development alternative being considered.
Alternative 1, the no -build alternative, would involve no trip generation
from the site.
Alternative 2 would result in trips being generated by only a racetrack.
In this case, the daily trip generation is a function of attendance,
vehicle occupancy, and transit usage, and the number of trips in any par-
ticular hour is a percentage of the number of daily trips. The expected
trip generation under this alternative is documented in Table 5-1.
5-2
En me NM n ims um am no INN UN am a Om M r
1-494
33,600
LONE OAK ROAD
1,300
BLUE GENTIAN
600 ROAD 500
2,200
0)
to rr
28,000 5,900
38,800 34,800
12,300
32,000
4,700
16,800
18,900
1,000
LONE OAK ROAD
2,500
800
10,800
4f SS
Volumes in vehicles per day
Figure 5-1
Laukka- Beck
Minnesota Jockey Club
1986 BACKGROUND
TRAFFIC VOLUMES
FTI
a mum i am so a as imm is um l ami m ' am in no omp mom
LONE OAK ROAD
Figure 5-2
Laukka- Beck
Minnesota Jockey Club
2000 BACKGROUND
TRAFFIC VOLUMES
I fflRR"' ,, ... 44:71:11
800 1600 FT. North
1
1
1
1
1
1
1
i1
1
1
1
1
1
1
1
Table 5-1
Alternative 2 - Racetrack Trip Generation
1986
2000
Peak Peak Peak Peak Peak Peak
Weekday Weekend Event Weekday Weekend Event
Attendance 7,000 12,000 20,000 10,000 22,000 35,000
Veh. Occupancy 2.7 2.7 2.7 2.7 2.7 2.7
Transit Usage 3% 6% 6% 3% 6% 6%
Hourly Fractions
Weekdays
3-4 PM In 30% 30%
Out 0% 0%
4-5 PM In 5% 5%
Out 0% 0%
8-9 PM In 0% 0%
Out 40% 40%
Weekends
1-2 PM In 25% 25% 25% 25%
Out 0% 0% 0% 0%
6-7 PM In 0% 0% 0% 0%
Out 35% 35% 35% 35%
Daily Trips 5,033 8,364 13,940 7,190 15,334 24,395
Hourly Trips
Weekdays
3-4 PM In 1,510 2,157
Out 0 0
4-5 PM In 252 360
Out 0 0
8-9 PM In 0 0
Out 2,013 2,876
Weekends
1-2 PM In 2,091 3,485 3,834 6,099
Out 0 0 0 0
6-7 PM In 0 0 0 0
Out 2,927 4,879 5,367 8,538
5-7
The key elements affecting the trip generation calculations are also shown
in the table. The attendance figures for a peak weekday, a peak weekend
and the peak event are based on average daily attendance figures determined
by the developer. This daily average was then modified by a factor, based
on data collected by the Metropolitan Council, to take daily attendance
variations into account. The vehicle occupancy and hourly fraction data
are based on the same Metropolitan Council data plus additional data
collected at other racetracks and at three major sporting events in the
metropolitan area. The transit usage figure is based on data supplied by
the Metropolitan Transit Commission.
Alternative 3 would result in trips being generated by both a racetrack and
a mixed -use development consisting of office and retail space. The
racetrack trip generation in this case i5 the same as in Alternative 2.
The mixed -use trip generation is based on the proposed size of the develop-
ment, trip generation rates published by the Institute of Transportation
Engineers (ITE),J/ a multi-purpose/internal trip reduction factor, and
hourly variations in trip generation based on information published by the
Transportation Research Board.2/ The expected peak weekday, peak weekend
and peak event trip generations for this alternative are documented in
Tables 5-2 through 5-4. The information in these tables represents full
development of the site, which is expected to occur in the year 2000.
The key elements affecting the trip generation calculations are documented
in these tables. The trip information for the racetrack is the same as
previously discussed. The trip rate and hourly variation information for
the office and retail space is based on data contained in reports published
by the ITS/ and the Transportation Research Board.2/ The trip reduction
factor was applied to the trip rates in order to take into account the dif-
ferences between the trip -generating characteristics of isolated single use
developments, which the ITE trip rates are based on, and the proposed
multiple use development. The ITE Trip Generation Manual suggests that
large multiple use projects would probably result in fewer trips being
added to the regional road system than the suggested trip rates would indi-
cate. The reasons for this are as follows:
• In large retail areas with many stores, trips are frequently com-
bined by walking between the different retail establishments.
• In large multiple -use projects which have an extensive internal
street system, many trips are made between the different uses without
ever leaving the site.
• Many types of retail and service establishments attract a signifi-
cant portion of their customers from the passing stream of traffic.
1/ Trip Generation, Institute of Transportation Engineers, 1983.
2/ Protection of Highway Utility, National Highway Research Program Report
Number 121, Transportation Research Board, 1971.
5-8
E a u r a UM IIIIIIn a- W a N MS MN Nil r a la
Size
Trip Rate
Table 5-2
Alternative 3 - Peak Weekday Trip Generation by Use
Office
Racetrack Office Showroom
10,000
Attendance
876,000 s.f. 746,000 s.f.
719/1,000 10.8/1,000 s.f.
Retail
Total
(Mixed -Use)
419,000 s.f. 2,041,000 s.f.
7.3/1,000 s.f. 47.6/1,000 s.f.
Reduction Factor 0% 20% 20% 20%
Hourly Fractions
3-4 PM In 30% 1.3% 1.3% 5%
Out 0% 9.9% 9.9% 4.7%
4-5 PM In 5% 2.2% 2.2% 5%
Out 0% 16.5% 16.5% 5%
N 8-9 PM In 0% .1% .1% 7.1%
1
Out 40% .1% .1% 5.3%
Daily Trips 7,190
Hourly Trips
7,569 4,537
15,956 35,072
3-4 PM In 2,157 98 57 798 3,110
Out 0 749 431 750 1,930
4-5 PM In 360 167 96 798 1,421
Out 0 1,249 719 798 2,766
8-9 PM In 0 8 4 1,133 1,145
Out 2,876 8 4 846 3,734
Table 5-3
Alternative 3 - Peak Weekend Trip Generation by Use
Office
Racetrack Office Showroom Retail Total
Size 22,000 876,000 s.f. 746,000 s.f. 419,000 s.f. 2,041,000 s.f.
Attendance
Trip Rate 697/1,000 2.3/1,000 s.f. 1.6/1,000 s.f. 61.4/1,000 s.f.
Reduction Factor 0% 20% 20% 20%
Hourly Fractions
1-2 PM In 25% 2% 2% 3.4%
Out 0% 2.5% 2.5% 5.1%
6-7 PM In 0% .5% .5% 3.8%
Out 35% I% I% 5.1%
Daily Trips 15,334 1,612 955 20,581 38,482
Hourly Trips
1-2 PM In 3,834 32 19 700 4,585
Out 0 40 24 1,050 1,114
6-7 PM In 0 8 5 782 795
Out 5,367 16 10 1,050 6,443
i MI ell e E MI a M IS MI M a INN i IIIIII 1111111
M S_ r N, all O MI_ N MI a a MI — a111111
Table 5-4
Alternative 3 - Peak Event Trip Generation by Use
Office
Racetrack Office Showroom Retail Total
Size 35,000 876,000 s.f. 746,000 s.f. 419,000 s.f. 2,041,000 s.f.
Attendance
Trip Rate 697/1,000 0 0 10.2/1,000 s.f.
Reduction Factor 0% 0% 0% 20%
Hourly Fractions
1-2 PM In 25% 0R 0% 3.4%
Out 0% 0% 0% 5.1%
6-7 PM In 0% 0% 0% 3.8%
Out 35% 0% 0% 5.1%
iii
1
_ Daily Trips 24,395 0 0 3,419 27,814
Hourly Trips
1-2 PM In 6,099 0 0 116 6,215
Out 0 0 0 174 174
6-7 PM In 0 0 0 130 130
Out 8,538 0 0 174 8,712
Therefore, in order to take these factors into account, an analysis was con-
ducted to determine an appropriate trip reduction factor. This analysis
considered the results of previous traffic studies conducted both by BRW,
Inc. and other consultants. In addition, the total expected trip genera-
tion from the site was calculated using both the ITE method (based on drive-
way counts) and the method employed by the Metropolitan Council, which is
based on total employment and population on the site. The results of this
analysis indicated that an overall reduction of 20 percent in the trip
rates for the office and retail development was appropriate.
Alternative 4 would result in trips being generated by only a large mixed -
use development. The expected trip generation for this alternative is
documented in Table 5-5. All of the key elements affecting the trip
generation calculation are shown in the table and all have been previously
discussed.
5.1.4 TRIP DISTRIBUTION
The final step in the process of developing the forecast traffic volumes
involves determining which roadways the new site -generated trips would use
for travel to and from the area. This is typically accomplished by
assigning these trips to the area road system in accordance with a direc-
tional distribution based on an analysis of regional travel forecast
information.
The Metropolitan Council has indicated that they believe this procedure is
appropriate for the mixed -use development but that it is not appropriate
for the racetrack. This is due to the fact that the regional travel fore-
casts do not take into account the development of facilities of regional
significance, such as a racetrack.
Therefore, regional travel forecast information was obtained from Mn/DOT
and analyzed. The resulting directional distribution is shown in Figure 5-3
and was used in assigning the trips generated by the multiple use development.
A directional distribution for the racetrack trips was then developed which
takes into account the regional significance of the development. This was
done by analyzing the location and expected year 2000 population of the 196
population centers in the seven -county metropolitan area. Trip paths be-
tween these population centers and the racetrack were then determined, based
on the expected year 2000 road network. The resulting directional distri-
bution is shown in Figure 5-4 and was used in assigning the trips generated
by the racetrack.
5.1.5 FORECAST TRAFFIC VOLUMES
Forecast volumes are prepared in order to provide the traffic data required
to analyze the expected impact on a road system caused by the additional
volume associated with new development in an area. The forecast daily
traffic volumes for this project were determined by adding the new daily
trips documented in Tables 5-1 through 5-5 to the background traffic volu-
mes shown in Figures 5-1 and 5-2, in accordance with the directional
distributions shown in Figures 5-3 and 5-4.
5-12
The forecast daily volumes in the figures that follow represent an average
weekday condition. Weekend ADT's were also calculated, however they were
less than the weekday volumes and were not recorded. The figures also
indicate the percent difference between the forecast volume on each roadway
segment and the background volume. This provides an indication of the
amount of slte-generated traffic on each segment.
It should be noted that the increases shown on the figures do not relate to
current traffic volumes. In fact, several forecast volumes are less than
or only slightly greater than the current volume. Thls is due to the
shifting of established traffic patterns caused by completing the freeway
system in the area.
The forecast hourly volumes were then determined by applying the previously
documented hourly fractions to the daily background volumes, applying
turning percentages obtained from Mn/DOT's regional travel forecasts and
adding the new hourly trips documented in the trip tables. Existing
turning percentages were not used in the calculations due to the expected
change in travel patterns caused by the completion of the freeway system.
The forecast hourly volumes in the tables that follow document the expected
peak hour on the regional road system and the peak hours of generation on
the site. For the alternative developments which include a racetrack,
volumes were developed for the arrival and departure hours on both weekdays
and weekends in addition to the typical weekday, PM rush hour. A prelimi-
nary analysis of the hourly volumes indicated that only seven intersections
along the regional road system would be affected by the site -generated
trips. Therefore, the remainder of the analysis focuses on the following
key intersections: (See Figure 5-5).
1. TH 149 - 1-494 North Ramp Terminal
2. TH 149 - 1-494 South Ramp Terminal
3. TH 149 - Blue Gentian Road
4. TH 149 - North Entrance
5. TH 149 - South Entrance
6. TH 149 - TH 55 North Junction
7. TH 55 - Lone Oak Road
The forecast 1986 and 2000 daily traffic volumes for development alter-
native 1 are shown in Figures 5-6 and 5-7. Since these volumes do not
include any site generated traffic, intersection volumes were not prepared
and no further analysis was done.
The forecast 1986 and 2000 daily traffic volumes for development alter-
native 2 are shown in Figures 5-8 and 5-9. Both 1986 and 2000 volumes were
developed so that the initial and ultimate racetrack development could be
analyzed. The forecast hourly volumes at the seven key intersections are
shown in Table 5-6 (1986 weekday), Table 5-7 (1986 weekend), Table 5-8
(1986 peak event), Table 5-9 (2000 weekday), Table 5-10 (2000 weekend), and
Table 5-11 (2000 peak event).
5-13
WI
a
Table 5-5
Alternative 4 - Trip Generation by Use
Research and Office
Development Office Showroom Retail Total
Size 69,250 s.f. 1,445,250 s.f. 1,884,500 s.f. 419,000 s.f. 4,318,000 s.f.
Trip Rate 5.3/1,000 10.8/1,000 7.3/1,000 47.6/1,000
Reduction Factor 20% 20% 20% 20%
Hourly Fractions
4-5 PM In 2.2% 2.2% 2.2%
Out 16.5% 16.5% 16.5%
Daily Trips 2,414
Hourly Trips
4-5 PM In
Out
12,487 11,005
5%
5%
15,956 41,862
53 275 242 798 1,368
398 2,060 1,816 798 5,072
IN a a MN N r E OM Ell /! 1.11 r M S r IS IIIIII II.
I— r IN E In N N— ON MI r MS —— M NM M Ma
BLUE GENTIAN
ROAD
LONE OAK ROAD \ LONE OAK ROAD
Figure 5-3
Laukka- Beck
Minnesota Jockey Club
TRIP DISTRIBUTION -
MULTIPLE USE DEVELOPMENT
1
I I
FT. North
0 800 1600
um um es in an es mu s i Ns an EN as No an r—
Figure 5-4
Laukka- Beck
Minnesota Jockey Club
TRIP DISTRIBUTION -
RACETRACK
1
I I
FT. North
800 1600
ENTRANCE
INTERSECTION s4
•
,
•••• ..
7
—
INTERSECTION 5
ENTRANCE
1
_
TafiSECTION 6
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LEILACkii Beck
Minnesota Jockey Club
-T. 4-111t117
200 600 FEET
100igru'ft=.T„.;
Figure 5-5
Key
Intersections
r r r us ail MN ■r ■r — r M r r r r r-- r
LONE OAK ROAD
12,300
32,000
4,700
Figure 5-6
Laukka- Beck
Minnesota Jockey Club
LONE OAK ROAD
Volumes in vehicles per day
ALTERNATIVE 1-NO BUILD
FORECAST 1986 ADT
0
800
Fr. North
-- I— w MI 1 NS M— r-- -- NM MN MO
.0 X
QW
44,400 6,100 700 -id <
Q
40,100
57,300
LONE OAK ROAD
Figure 5-7
Laukka- Beck
Minnesota Jockey Club
43,700
11,700
1-494
LONE OAK ROAD
15,400 2,900 950 2,400
ALTERNATIVE 1 - NO BUILD
FORECAST 2000 ADT
iT
FT.
800 1600
Ea no no on ow am mu me mu gm me r um Ns-----
28,700
(-{- 2.5%)
1-494
35,000
(+4%)
32,000
(N.C.)
LONE OAK ROAD
13,650
(+11.5%)
35,150
16,800
(N.C.)
2,900
(+32%)
1,400
(; 7.5%)
1,000
(NO CHANGE)
LONE _OAK ROAD
19,050 2,400 2,700
(41%) (+9%) (1-8%)
800
Z 12,100 (N.c.)
> (+1%)
Q
5,450 —z 6,850
(+1%) O-' (+1%)
z 10,900
Figure 5-8
Laukka- Beck
Minnesota Jockey Club
Volumes In Vehicles Per Day
(% Increase Over Background Volumes)
ALTERNATIVE 2-RACETRACK ONLY
FORECAST 1986 ADT
i
I'T
FT. North
;+ IIRN' �..,..
800 1800
42,050
LONE OAK ROAD
w
CCw
a�
r yz
45,350 6 o0 900 —ram >
(+2%) (+65%) (-l-28.5%) w<
O
54,200 44,200
(= 5.5%) (±1%)
10,100
(-1-390%)90%)
11,650
(-20%)
57,300
(N.C.)
4,400
(+22%)
11,700
15,650 3,900 1;250
(+t.5%) (4 34.5%) (= 31.5%)
(-r8.5q)
LONE OAK ROAD
m 13,600 2,100
w (No Change)
Q
W
nj p 2,000 13,900
(+3.5%) z
2
X
Figure 5-9
Laukka- Beck
Minnesota Jockey Club
(--12.5%)
Volumes in vehicles per day
(% Increase over background volumes)
ALTERNATIVE 2-RACETRACK ONLY
FORECAST 2000 ADT
EE111m''' '
0 800 1600
FT. North
Table 5-6
Alternative 2
Forecast 1986 Peak Weekday Hourly Volumes
3-4 PM
4-5 PM 8-9 PM
Intersection Thru Right Left Thru Right Left Thru Right Left
1. TH 149 -
1-494 N
North 217 0 95 167 0 114 84 0 64
East 0 47 247 0 57 188 0 32 95
South 185 128 0 222 154 0 244 891 0
West 0 0 0 0 0 0 0 0 0
2. TH 149 -
1-494 E
North 493 0 16 390 0 19 199 0 10
East 0 248 776 0 297 308 0 165 115
South 297 16 0 357 19 0 1125 151 0
West 0 0 0 0 0 0 0 0 0
3. TH 149 -
Blue Gentian
North 835 0 278 335 0 174 186 0 23
East 0 21 2 0 24 3 0 540 2
South 310 10 0 372 4 0 747 2 0
West 0 0 0 0 0 0 0 0 0
4. TH 149 -
N. Entrance
North 588 3 278 372 4 0 207 2 0
East 0 0 0 0 0 0 0 540 0
South 310 0 3 372 0 4 207 0 2
West 0 0 0 0 0 0 0 0 0
5. TH 149 -
S. Entrance
North 310 3 278 372 4 0 207 2 0
East 0 0 0 0 0 0 0 0 544
South 310 408 3 372 68 4 207 0 2
West 0 0 0 0 0 0 0 0 0
6. TH 149 -
TH 55
North 3 3 307 4 4 368 2 546 205
East 605 19 6 726 23 8 403 13 4
South 0 0 0 0 0 0 0 0 0
West 525 5 340 543 6 74 302 3 3
7. TH 55-
Lone Oak Road
North 599 25 79 718 30 6 399 17 4
East 66 8 8 79 10 10 265 6 66
South 574 52 128 689 17 153 383 5 85
West 323 18 2 217 21 2 105 12 1
5-29
Table 5-7
Alternative 2
Forecast 1986 Peak Weekend Hourly Volumes
1-2 PM 6-7 PM
Intersection Thru Right Left Thru Right Left
1. TH 149 -
1-494 N
North 234 0 83 84 0 64
East 0 41 268 0 32 95
South 160 111 0 299 1257 0
West 0 0 0 0 0 0
2. TH 149 -
1-494 E
North 529 0 14 199 0 10
East 0 215 985 0 165 115
South 257 14 0 1546 215 0
West 0 0 0 0 0 0
3. TH 149 -
Blue Gentian
North 999 0 380 186 0 23
East 0 18 2 0 620 2
South 268 3 0 1152 2 0
West 0 0 0 0 0 0
4. TH 149 -
N. Entrance
North 648 3 380 207 2 0
East 0 0 0 0 945 0
South 268 0 3 207 0 2
West 0 0 0 0 0 0
5. TH 149 -
S. Entrance
North 268 3 380 207 2 0
East 0 0 0 0 0 790
South 268 418 3 207 0 2
West 0 0 0 0 0 0
6. TH 149 -
TH 55
North 3 3 266 2 792 205
East 524 16 5 403 13 4
South 0 0 0 0 0 0
West 539 4 422 302 3 3
7. TH 55-
Lone Oak Road
North 519 22 152 399 17 4
East 58 7 7 366 6 94
South 497 69 111 383 5 85
West 366 15 2 105 12 1
5-30
Table 5-8
Alternative 2
Forecast 1986 Peak Event Hourly Volumes
1-2 PM 6-7 PM
Intersection Thru Right Left Thru Right Left
1. TH 149 -
1-494 N
North 301 0 70 84 0 64
East 0 35 348 0 32 95
South 136 94 0 416 2038 0
West 0 0 0 0 0 0
2. TH 149 -
1-494 E
North 872 0 12 199 0 10
East 0 182 1520 0 165 115
South 219 12 0 2443 352 0
west 0 0 0 0 0 0
3. TH 149 -
Blue Gentian
North 1453 0 624 186 0 23
East 0 15 2 0 13 2
South 228 2 0 2793 2 0
West 0 0 0 0 0 0
4. TH 149 -
N. Entrance
North 852 2 624 207 2 0
East 0 0 0 0 2586 0
South 228 0 2 207 0 2
West 0 0 0 0 0' 0
5. TH 149 -
S. Entrance
North 228 2 0 207 2 0
East 0 0 0 0 .0 1317
South 228 621 2 207 0 2
West 0 0 0 0 0 0
6. TH 149 -
TH 55
North 2 2 225 2 1319 205
East 444 14 5 403 13 4
South 0 0 0 0 0 0
West 651 3 624 302 3 3
7. TH 55-
Lone Oak Road
North 439 18 325 399 17 4
East 49 6 6 581 6 152
South 421 .110 94 383 5 85
West 498 13 1 105 12 1
5-31
1
Table 5-9
Alternative 2
Forecast 2000 Peak Weekday Hourly Volumes
3-4 PM
4-5 PM 8-9 PM
Intersection Thru Right Lett Thru Right Left Thru Right Left
1. TH 149 -
1-494 N
North 290 0 121 215 0 146 107 0 81
East 0 2 157 0 2 32 0 1 4
South 139 97 0 167 116 0 266 1214 0
West 0 0 0 0 0 0 0 0 0
2. TH 149 -
1 -494 E
North 504 0 12 316 0 14 149 0 8
East 0 164 977 0 196 281 0 109 76
South 224 12 0 269 14 0 1472 209 0
West 0 0 0 0 0 0 0 0 0
3. TH 149 -
Blue Gentian
North 989 0 390 252 0 222 140 0 17
East 0 27 3 0 32 4 0 542 2
South 234 2 0 280 3 0 1155 2 0
West 0 0 0 0 0 0 0 0 0
4. TH 149 -
N. Entrance
North 624 2 390 280 3 0 155 2 0
East 0 0 0 0 0 0 0 1000 0
South 76 0 I 91 0 1 50 0 1
West 0 0 0 0 0 0 0 0 0
5. TH 149 -
S. Entrance
North 76 I 390 91 1 0 50 I 0
East 0 0 0 0 0 0 0 0 777
South 76 496 1 91 97 1 50 0 1
West 0 0 0 0 0 0 0 0 0
6. TH 149 -
TH 55
North 1 1 75 I I 90 1 778 50
East 369 12 4 443 14 5 246 8 3
South 0 0 0 0 0 0 0 0 0
West 366 4 500 438 4 101 244 2 2
7. TH 55-
Lone Oak Road
North 468 20 91 562 24 6 313 13 3
East 87 11 11 105 13 13 374 7 93
South 489 71 109 586 18 130 326 4 72
West 357 14 1 184 16 2 80 9 I
5-32
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
Table 5-10
Alternative 2
Forecast 2000 Peak Weekend Hourly Volumes
1-2 PM 6-7 PM
Intersection Thru Right Left Thru Right Left
2.
3.
4.
5.
6.
7.
TH 149 -
1-494 N
North 370 0 105 107 0 81
East 0 2 273 0 1 4
South 121 84 0 415 2211 0
West 0 0 0 0 0 0
TH 149 -
1-494 E
North 693 0 10 149 0 8
East 0 142 1632 0 109 76
South 195 10 0 2618 384 0
West 0 0 0 0 0 0
TH 149 -
Blue Gentian
North 1209 0 1028 140 0 17
East 0 23 3 0 18 2
South 203 2 0 2999 2 0
West 0 0 0 0 0 0
TH 149 -
N. Entrance
North 203 2 1028 155 2 0
East 0 0 0 0 2844 0
South 66 0 1 50 0 I
West 0 0 0 0 0 0
TH 149 -
S. Entrance
North 66 1 0 50 1 0
East 0 0 0 0 0 1449
South 66 821 0 50 0 1
West 0 0 0 0 0 0
TH 149 -
TH 55
North 1 1 66 1 1450 50
East 320 10 3 246 8 3
South 0 0 0 0 0 0
West 531 3 824 244 2 2
TH 55-
Lone Oak Road
North 407 17 218 313 13 3
East 75 9 9 648 7 168
South 424 120 94 326 4 72
West 526 12 1 80 9 1
5-33
Table 5-11
Alternative 2
Forecast 2000 Peak Event Hourly Volumes
1-2 PM 6-7 PM
Intersection Thru Right Left Thru Right Left
1. TH 149 -
1 -494 N
North 484 0 89 107 0 81
East 0 4 432 0 1 4
South 102 71 0 605 3479 0
West 0 0 0
2. TH 149 -
1-494 E
North 957 0 9 149 0 8
East 0 120 2524 0 109 76
South 164 9 0 4077 606 0
West 0 0 0 0 0 0
3. TH 149 -
Blue Gentian
North 2321 0 1084 140 0 17
East 0 20 2 0 18 2
South 171 2 0 4680 2 0
West 0 0 0 0 0 0
4. TH 149 -
N. Entrance
North 1255 2 1084 155 2 0
East 0 0 0 0 4525 0
South 55 0 1 50 0 1
West 0 0 0 0 0 0
5. TH 149 -
S. Entrance
North 55 1 1084 50 1 0
East 0 0 • 0 0 0 2305
South 55 1023 1 50 0 1
West 0 0 0 0 0 0
6. TH 149 -
TH 55
North 1 1 55 1 2306 50
East 271 8 3 246 8 3
South 0 0 0 0 0 0
West 892 3 1026 244 2 2
7. TH 55-
Lone Oak Road
North 344 14 628 313 13 3
East 64 8 8 997 7 263
South 359 187 80 326 4 72
West 759 10 1 80 9 1
5-34
The forecast 2000 daily traffic volumes for development Alternative 3 are
shown in Figure 5-10. A separate 1986 forecast for this alternative was
not prepared because no mixed -use development is expected to be completed
at this time. Therefore, only the ultimate, year 2000 development was ana-
lyzed. The forecast hourly volumes for this alternative are shown in
Tables 5-12 through 5-14.
The forecast 2000 daily traffic volumes for development alternative four
are shown in Figure 5-11 and the forecast hourly volumes are shown in Table
5-15. Only year 2000 daily volumes were developed because full development
of the site is not expected to occur until this time and only 4-5 PM hourly
volumes were developed because the mixed -use development would generate a
typical PM peak hour.
A cursory review of the year 2000 forecasts for the three build alter-
natives indicates that several roadway segments are expected to experience
substantial increases in traffic volumes. It should be noted, however,
that the documented percent increase is over the appropriate background
volume and does not relate to either current traffic volumes or currently
forecast year 2000 volumes.
A comparison of the forecast 2000 volumes in Figure 5-9 through 5-11 and
the current Mn/DOT 2000 forecasts shown in Figure 2-7 indicates that the
project level forecasts prepared for this document are not out of line with
Mn/DOT's regional forecasts.
5.1.6 CAPACITY ANALYSIS
An analysis of the regional roadway system was conducted in order to deter-
mine the impact of the additional site generated trips. The analysis con-
sisted of evaluating the at -grade intersections along TH 55 and TH 149 in
the vicinity of the site and the ramps at the interchange of TH 149 and
1-494.
The analysis of fifteen at -grade intersections (Figure 5-12) was based on
the Critical Movement Analysis procedures documented in Transportation
Research Circular Number 2123/. These intersections were selected for
anal-ysis because the forecasts indicated that they would experience the
most significant increases in traffic volumes and because the flow of traf-
fic on urban arterials is basically controlled by the operation of the high
volume at -grade intersections. Therefore, analysis of these intersections
focuses on how the system will operate during the periods of peak traffic
flow.
3/ Interim Materials on Highway Capacity, Transportation Research Circular
212, Transportation Research Board, 1980.
5-35
Ell ME MI MN NMI—. B NMI MO NM NM 1.1111 ' M• NM E �
48,700
(+9.5%)
i-494
47,650
(+ 19%)
58,100
(4- 1.5%)
LONE OAK ROAD
63,950
(+24.5%)
27,400
(+ 1237%)
14,150
(+ 46%)
(+ 120%)
Figure 5-10
Laukka- Beck
Minnesota Jockey Club
rn
8,450
(+ 38.5%)
49,800
(+ 14%)
16,600
(4 42%)
6,950
(- 139.5%)
17,500
(+ 13.5%)
(+30%)
14,950
(+ 108%)
(+121%)
15,300
(-11.5%)
LONE OAK ROAD
Volumes in Vehicles Per Day
(% Increase Over Background Volumes)
ALTERNATIVE 3-RACETRACK PLUS MIXED USE
FORECAST 2000 ADT
I I I
IT
FT. North
;�1i1�11' ..
0 800 1600
I IOW E E —. MS O MI M M — WO R I M-- S
1-494
48,500
(-21%)
LONE OAK ROAD
4,800
(= 78%)
— 9,000
(+ 47.5%)
65,950 52,100
(+ 28.5%) (+ 19%)
32,250
(-t-1473%3q)
13,450
(- 38.5%)
58,550
(I 2%)
9,050
(- 151%)
Figure 5-11
Laukka- Beck
Minnesota Jockey Club
20,500
(+75%)
1,400
(-r 133%)
LONE OAK ROAD
18,200 8,350 2,550 4,500
(-18%) (-+-188%) (-?-168%) (i-87.5%)
15,400
(-14%) 2,300
(-4- 9.5%)
(-i- 40%)
15,850
(± 15.5%)
Volumes in vehicles per day
(% Increase over background volumes)
ALTERNATIVE 4 - MIXED USE ONLY
FORECAST 2000 ADT
iT
0 800
1600
Table 5-12
Alternative 3
Forecast 2000 Peak Weekday Hourly Volumes
3-4 PM
4-5 PM 8-9 PM
Intersection Thru Right Left Thru Right Left Thru Right Left
1. TH 149 -
1-494 N
North 358 0 121 289 0 146 187 0 81
East 0 2 350 0 2 244 0 1 233
South 273 769 0 361 1084 0 326 1514 0
West 0 0 0 0 0 0 0 0 0
2. TH 149 -
1-494 E
North 765 0 12 602 0 14 458 0 8
East 0 164 1314 0 196 652 0 109 477
South 1030 396 0 1430 567 0 1832 381 0
West 0 0 0 0 0 0 0 0 0
3. TH 149 -
Blue Gentian
North 1577 0 400 935 0 231 789 0 78
East 0 249 31 0 405 33 0 20 38
South 1202 54 0 1621 74 0 2208 30 0
West 0 0 0 0 0 0 0 0 0
4. TH 149 -
N. Entrance
North 1503 2 303 638 3 354 361 2 480
East 0 469 167 0 570 254 0 1152 51
South 627 65 1 933 75 1 207 68 1
West 0 0 0 0 0 0 0 0 0
5. TH 149 -
S. Entrance
North 618 1 720 345 1 324 101 1 206
East 0 334 192 0 478 240 0 926 926
South 358 459 1 530 251 1 121 201 1
West 0 0 0 0 0 0 0 0 0
6. TH 149 -
TH 55
North 1 144 544 1 200 386 1 854 174
East 399 356 4 493 512 5 246 177 3
South 0 0 0 0 0 0 0 0 0
West 639 4 400 438 4 197 244 2 105
7. TH 55-
Lone Oak Road
North 544 161 522 666 216 6 356 94 3
East 196 247 70 272 410 103 405 9 110
South 536 89 109 637 38 130 384 26 72
West 391 14 93 221 16 103 120 9 109
5-41
Table 5-13
Alternative 3
Forecast 2000 Peak Weekend Hourly Volumes
1-2 PM 6-7 PM
Intersection Thru Right Left Thru Right Left
2.
3.
4.
5.
6.
7.
TH 149 -
1-494 N
North 423 0 105 163 0 81
East 0 2 424 0 1 163
South 199 474 0 490 2587 0
West 0 0 0 0 0 0
TH 149 -
1-494 E
North 896 0 10 364 0 8
East 0 142 1895 0 109 354
South 663 233 0 3069 599 0
West 0 0 0 0 0 0
TH 149 -
8lue Gentian
North 2235 0 848 529 0 121
East 0 35 26 0 23 27
South 881 40 0 3661 37 0
West 0 0 0 0 0 0
TH 149 -
N. Entrance
North 1185 2 848 298 2 272
East 0 502 68 0 3342 64
South 281 47 1 248 47 1
west 0 0 0 0 0 0
TH 149 -
S. Entrance
North 134 1 848 114 1 143
East 0 199 189 0 193 1636
South 128 719 1 103 139 1
West 0 0 0 0 0 0
TH 149 -
TH 55
North 1 100 225 1 1546 205
East 322 130 3 247 128 3
South 0 0 0 0 0 0
West 759 3 664 244 2 74
TH 55-
Lone Oak Road
North 463 120 446 367 114 3
East 117 22 31 687 12 189
South 462 134 94 366 19 72
west 552 12 72 108 9 76
5-42
Table 5-14
Alternative 3
Forecast 2000 Peak Event Hourly Volumes
1-2 PM 6-7 PM
Intersection Thru Right Left Thru Right Left
1. TH 149 -
1-494 N
North 492 0 89 116 0 81
East 0 2 455 0 1 30
South 114 132 0 618 3540 0
West 0 0 0 0 0 0
2. TH 149 -
1-494 E
North 988 0 9 184 0 8
East 0 120 2564 0 109 121
South 237 44 0 4150 641 0
West 0 0 0 0 0 0
3. TH 149 -
Blue Gentian
North 2371 0 1106 204 0 33
East 0 20 6 0 18 6
South 279 8 0 4788 8 0
West 0 0 0 0 0 0
4. TH 149 -
N. Entrance
North 1298 2 1106 178 2 45
East 0 82 10 0 4608 10
South 86 7 1 81 8 1
West 0 0 0 0 0 0
5. TH 149 -
S. Entrance
North 65 1 1106 60 1 23
East 0 31 31 0 31 2336
South 62 907 1 58 23 1
West 0 0 0 0 0 0
6. TH 149 -
TH 55
North 1 17 80 1 2322 75
East 271 25 3 246 27 3
South 0 0 0 0 0 0
West 1166 3 1008 244 2 14
7. TH 55-
Lone Oak Road
North 353 31 764 322 29 3
East 70 8 11 1003 7 266
South 365 189 80 333 6 72
West 763 10 12 85 9 13
5-43
Table 5-15
Alternative 4
Forecast 2000 Peak Weekday Hourly Volumes
Intersection Thru Right Left
1. TH 149 -
1-494 N
North 289 0 146
East 0 2 281
South 522 1891 0
West 0 0 0
2. TH 149 -
1-494 E
North 639 0 14
East 0 196 616
South 2399 1028 0
West 0 0 0
3. TH 149 -
Blue Gentian
North 846 0 286
East 0 1025 167
South 2431 74 0
West 0 0 0
4. TH 149 -
N. Entrance
North 744 3 293
East 0 938 254
South 1376 75 1
West 0 0 0
5. TH 149 -
S. Entrance
North 535 1 275
East 0 1018 588
South 432 226 1
West 0 0 0
6. TH 149 -
TH 55
North 1 303 819
East 597 471 5
South 0 0 0
West 451 4 114
7. TH 55-
Lone Oak Road
North 769 461 105
East 328 416 133
South 657 29 130
West 184 16 140
5-44
MI MN 111111 g R NM UM NM gm at Ns me um am um 1111111INN Eli
.-
Figure 5-12
Laukka- Beck
Minnesota Jockey Club
LONE CAK ROAD
AT -GRADE INTERSECTIONS
IT
FT. North
800 1600
The analysis of the ramps was based on procedures contained in the Highway
Capacity Manual 4/ This analysis was conducted,because the forecasts indi-
cated that a significant number of site -generated trips would use the 1-494
ramps for travel to and from the area.
5.1.6.1 Alternative 1
A detailed intersection analysis was not conducted for Alternative 1 since
there are not site -generated trips. However, an estimate of the capacity
of each roadway segment based on the forecast daily traffic volumes indica-
tes that all segments would operate at a level of service A.
5.1.6.2 Alternative 2
An analysis of both the 1986 and 2000 forecast peak hour volumes was
completed for Alternative 2. The results of the analysis at thirteen
intersections around the site, two internal intersections, and the on -ramp
to westbound 1-494 are documented in Table 5-16 (1986 volumes) and Table
5-17 (2000 volumes).
The data in Table 5-16 indicate the following about the expected condition
in 1986:
• 1986 Peak Weekday - There will be little or no congestion due to the
peak weekday traffic volumes.
• 1986 Peak Weekend - There will congestion at the TH 149 - 1-494
south ramp terminal during the peak arrival period and the TH 149
1-494 north ramp terminal during the peak departure period.
• 1986 Peak Event - During the peak arrival period there will be con-
siderable congestion at the TH 149 - 1-494 south ramp terminal and
at the internal intersections. During the peak departure period
there will be considerable congestion at all of the TH 149 intersec-
tions adjacent to the site, at both 1-494 ramp terminals, the on -
ramp to westbound 1-494, and the internal intersections.
The data in Table 5-17 indicates the following regarding the expected con-
ditions in 2000:
• 2000 Peak Weekday - During the peak arrival period there will be
congestion at the TH 149 - 1-494 south ramp terminal. During the
peak departure period there will be congestion at the TH 149 - 1-494
north ramp terminal and at one of the internal intersections.
• 2000 Peak Weekend - During the peak arrival period there will be
considerable congestion at the TH 149 - 1-494 south ramp terminal.
During the peak departure period there will be significant
congestion at all of the TH 149 intersections adjacent to the site,
at both 1-494 ramp terminals, the on -ramp to westbound 1-494, and
the internal intersections.
4/ Highway Capacity Manual, Highway Research Board Special Report 87,
Highway Research Board, 1965.
5-47
Intersection
Table 5-16
Alternative 2
Intersection Levels of Service
1986
Peak Weekday Peak Weekend
Peak Event
3-4 PM 4-5 PM 8-9 PM 1-2 PM 6-7 PM 1-2 PM 8-9 PM
1-494 - TH 149 A A C A E A F.
North Ramp
1-494 - TH 149 C A A E B F E
South Ramp
TH 149 - A A 8 A D A F
Blue Gentian
TH 149 - A A A A C
North Entrance
TH 149 -
South Entrance
A A A A
TH 55 - TH 149 - B A A 8
North Junction
A
F
F
C A
TH 55 - Lone A A A A A C C
Oak Road
TH 55 - TH 149 - A A A A A A
South Junction
Lone Oak Road - A A A A A A
South Entrance
Lone Oak Road - A
Argenta Trail
A A A A A
1
1
1
1
1
1
1
1
1
1
A
Argenta Trail - A A A A A A A
Blue Gentian
Blue Gentian
NE Entrance
A A A A A
Blue Gentian - A A A A A
NW Entrance
International
North
International
South
1
A A 1
A A 1
A A A C F F F
A A A A A F D
Ramp to 1-494 A A A A C A F
WB
Probable congestion on one approach due to heavy turning volume.
1
1
5-48
1
Intersection
Table 5-17
Alternative 2
Intersection Levels of Service - 2000
Peak Weekday Peak Weekend
3-4 PM 4-5 PM 8-9 PM 1-2 PM 6-7 PM
I-494 - TH 149 A A E A F
North. Ramp
1-494 - TH 149 E A A F F
South Ramp
TH 149 - A A D D F
Blue Gentian
TH 149 - A A
North Entrance
TH 149 - A A
South Entrance
TH 55 - TH 149 - A A
North Junction
TH 55 - Lone A A A
Oak Road
B
C
TH 55 - TH 149 - A A A A
South Junction
F
F
C
A
Lone Oak Road - A A A A A
South Entrance
Lone Oak Road - A A A A A
Argenta Trail
Argenta Trail - A A A A A
Blue Gentian
Blue Gentian - A A A A A
NE Entrance
Blue Gentian - A A A B A
NW Entrance
International 8 A F C F
North
International A A A A F
South
Ramp to 1-494 A A C A F
WB
Peak Event
1-2 PM 6-7 PM
A F
F F
D F
D F
C* F
D* F
F F
A A
B* A*
A A
A A
A A
A
F F
F F
A F
* Probable congestion on one approach due to heavy turning volume.
5-49
• 2000 Peak Event - During the peak arrival period there will be
significant congestion at the TH 149 - 1-494 south ramp terminal, at
all of the TH 149 and TH 55 intersections adjacent to the site, and
at both internal intersections. During the peak departure period
there will be significant congestion at all TH 149 and TH 55 Inter-
sections adjacent to the site, at both 1-494 ramp terminals, the on -
ramp to westbound 1-494, and the internal intersections.
5.1.6.3 Alternative 3
An analysis of the forecast 2000 peak hour volumes was completed for
Alternative 3. The results of the analysis of the at -grade intersections
shown in Figure 5-12 are documented in Table 5-18. The data in this table
indicate the following about the expected conditions In 2000:
• 2000 Peak Weekday - During the peak arrival hour for the racetrack
there will be significant congestion at the TH 149 - 1-494 south
ramp terminal and at the TH 55 Lone Oak Road intersection. During
the typical PM peak hour there will be significant congestion at the
TH 149 - 1-494 south ramp terminal. During the peak departure hour
for the racetrack there will be significant congestion at both 1-494
ramp terminals and at one of the internal Intersections.
• 2000 Peak Weekend - During the peak arrival period for the
racetrack there will be significant congestion at the TH 149 - 1-494
south ramp terminal, at all of the TH 149 and TH 55 intersections
adjacent to the site and at one of the internal intersections.
During the peak departure period for the racetrack there will be
significant congestion at all of the TH 149 intersections adjacent
to the site, at both 1-494 ramp terminals, the on -ramp to westbound
1-494, and both internal intersections.
• 2000 Peak Event - During the peak arrival period for the racetrack
there will be significant congestion at all of the TH 149 and TH 55
intersections adjacent to the site, at the TH 149 - 1-494 south ramp
terminal, at the Lone Oak Road entrance, and at both internal inter-
sections. During the peak departure period for the racetrack there
will be significant congestion of all of the TH 149 and TH 55 inter-
sections adjacent to the site, at both 1-494 ramp terminals, the on -
ramp to westbound 1-494, the Lone Oak Road entrance to the site, and
both internal intersections.
5.1.6.4 Alternative 4
An analysis of the forecast 2000 PM peak hour volumes was completed for
Alternative 4. The results of the analysis of the at -grade intersections
shown in Figure 5-12 are documented in Table 5-19. The data in this table
indicate the following about the expected conditions in 2000:
• During the typical weekday PM peak hour there will be significant
congestion at all of the TH 149 and TH 55 intersections adjacent to
the site, at both 1-494 ramp terminals and the on -ramp to westbound
1-494.
5-50
Table 5-18
Alternative 3
Intersection Levels of Service - 2000
Peak Weekday
Peak Weekend Peak Event
Intersection 3-4 PM 4-5 PM 8-9 PM 1-2 PM 6-7 PM 1-2 PM 6-7 PM
1-494 - TH 149 A A* F A . F A F
North Ramp
1-494 - TH 149 F F F F F F F
South Ramp
TH 149 - D C* D D F E F
Blue Gentian
TH 149 - 0
North Entrance
TH 149 - D B A D F D* F
South Entrance
TH 55 - TH 149 - C B A
North Junction
TH 55 - Lone F D B E D F F
Oak Road
TH 55 - TH 149 - A A A A A A A
South Junction
Lone Oak Road - B* A A C* A* F D
South Entrance
Lone Oak Road - A A A A A A A
Argenta Trail
Argenta Trail - A A A A A A A
Blue Gentian
Blue Gentian - A A A A A A A
NE Entrance
Blue Gentian - A A A A A A A
NW Entrance
International A A F F F F F
North
International A A A C F F F
South
Ramp to 1-494 A C 0 A F A F
WB
* Probable congestion on one approach due to heavy turning volume.
5-51
Table 5-19
Alternative 4
Intersection Levels of Service 2000
Peak Weekday
Intersection 4-5 PM
1-494 - TH 149 F
North Ramp
1-494 - TH 149 F
South Ramp
TH 149 -
Blue Gentian
F
TH 149 - E
North Entrance
TH 149 - c
South Entrance
TH 55 - TH 149 - E
North Junction
TH 55 - Lone F
Oak Road
TH 55 - TH 149 - A
South Junction
Lone Oak Road - B
South Entrance
Lone Oak Road - A
Argenta Trail
Argenta Trail - A
Blue Gentian
Blue Gentian - B
NE Entrance
Blue Gentian - O
NW Entrance
International A
North
International A
South
Ramp to 1-494 F
WB
5-52
It should be noted that even though the capacity analysis indicates that
there will be congestion problems at many of the intersections around the
site under all of the development alternatives, only one situation actually
results in hourly volumes which exceed the total capacity of the regional
road system. This situation involves the departure period from the peak
seasonal racetrack event. Therefore, with the exception of this one time
period, the opportunity exists for motorists to change their travel plans
in order to avoid the congested roadways and intersections.
5.2 NOISE
5.2.1 TRAFFIC NOISE
Traffic noise in the project area is expected to change significantly with
the opening of two new interstate freeways, 1-494 and I-35E. Not only will
these freeways add a major noise source to areas which are currently rela-
tively quiet, but also, traffic will be diverted from existing roadways,
lessening the noise in some areas. Thus, in some cases, future
noise levels even with the build alternatives are predicted to be Tess than
existing levels. Also, in the vicinity of 1-494, future noise levels are
predicted to be substantially greater than existing regardless of the
alternative selected.
Traffic noise impacts can be assessed by comparing expected noise levels to
the state noise standards (NPC-2). These standards specify noise levels
in terms of the L10 and L50 noise descriptors. The L10 level is the noise
level exceeded 10 percent of the time while the L50 is the level exceeded
50 percent of the time. Separate standards exist for three general land
use classifications as shown in Table 5-20.
General Land Use
Table 5-20
State Noise Standards (dBA)
Daytime (7 AM-10 PM)
L10
L50
Nighttime (10 PM-7 AM)
L10
L50
Residential 65 60 55 50
Commercial 70 65 70 65
Industrial 80 75 80 75
As shown in the table, stricter standards exist in residential areas during
nighttime hours (10 PM to 7 AM). None of the alternative actions are
expected to influence nighttime noise levels. The mixed -use development
would operate during normal working hours (8 AM to 6 PM) with peak traffic
expected between 7 AM and 8 AM and 4 PM and 5 PM. Some of the retail deve-
lopment could be open in the evenings but retail establishments generally
close by 9 PM. The racetrack would hold races from 4 PM to 8 PM on week-
days and from 2 PM to 6 PM on weekends. Thus, racetrack traffic would not
affect nighttime noise levels. For these reasons, this analysis only con-
siders daytime noise levels.
5-53
Noise level predictions were made using the FHWA level 2 highway traffic
noise prediction model, STAMINA 1.0. Input parameters include:
• Traffic volumes by vehicle type.
• Vehicle speeds.
• Geometric alignment of roadways.
• Location of sensitive receivers.
• Ground cover type.
Based on these parameters, the STAMINA model calculates noise levels at
specified receivers in terms of the L10 and L50 noise descriptors. Noise
predictions utilized peak hourly traffic volumes expected with each alter-
native in the year 2000. Existing noise levels were predicted using
current peak hour traffic volumes. Noise monitoring to verify existing
noise levels will be conducted prior to preparation of the final EIS.
Figure 5-13 shows the locations of noise sensitive receivers considered in
this analysis. In addition to those areas shown, two other areas north of
1-494 were analyzed. Area H is on the west side of TH 149 south of Mendota
Heights road. Area 1 is a residential area on the east side of TH 149
north of Mendota Heights Road. Table 5-21 provides a description of the
land uses in each area and the locations relative to the major influencing
roadway.
Table 5-21
Noise Sensitive Receivers
Area Land Use Road Distance Meters*
A 4-Residences Lone Oak Road 15
B 2-Residences TH 55/TH 149 25-70
Church TH 55/TH 149 15
School TH 55/TH 149 95
C 4-Residences Lone Oak Road 25-40
D 9-Residences Lone Oak Road 25-60
E 5-Residences Blue Gentian Road 30-60
F 2-Industrial TH 149 25
G 3-Residences 1-494 120-150
School 1-494 95
H 3-Residences TH 149 70
I 12-Residences TH 149 20-50
* This is the approximate distance from the structure to the nearest edge
of the indicated roadway.
Noise level predictions are shown in Table 5-22. Following is a description
of the noise impacts associated with each alternative.
5-54
.... , PROPOSED 1-49
••••. gsamm■■:i:mm :massin::A.fl j :.iu..i 111N111111111N1�i1
sue' "''''
,+ •.•'��' BLUE GENTIAN ROAD
, — �
• �' ....... 1
• • G
J•'1 j
! TH
~' 1 j
rf i
t � is !
`a_
1 j
1
TH 55/ r \
TH 149 \
t A , v LONE OAK ROAD f
�- — -- — - - -
Figure 5-13
Laukka- Beck
Minnesota Jockey Club
Noise Sensitive Receivers
1 1 1 1 1 1 1 '1` -•Iilv
0 400 800
Table 5-22
Predicted Noise Levels (dBA)
Existing Alternative 1 Alternative 2 Alternative 3 Alternative 4
Area L10 L50 L10 L50 L10 L50 L10 L50 L10 L50
A 63 53-54 62 51-52 63 53-54 64 53-54 68 69
B 71 62 69 59 69 59 71 62 73 64
C 53-54 44-46 53-54 44-46 56-57 47-49 59-60 51-52 60-61 53-54
D 49-53 40-42 46-49 36-38 48-52 39-41 50-54 42-44 52-55 44-46
E 54-56 47-50 59-60 56-57 60 57 62-63 60 63-65 61-62
F 65 56 58 47 63 54 67 59 69 62
G 43-45 38-40 67 64 67 64 68 64 68 65
H 57 50 62-64 59-61 63-65 60-62 64-66 61-63 65-67 63-64
1 56 49 58 53-54 59 54-55 59-60 56-57 61 57-58
5.2.1.1 Area A
This area is along Lone Oak Road west of TH 55. Under Alternative 1, traf-
fic volume and resultant noise levels would be less than existing due to
the diversion of traffic to 1-494. A portion of site -oriented traffic
would use Lone Oak Road as access to and from I-35E. Alternative 2 noise
levels are predicted to be the same as existing, which are below state
standards. Alternative 3 noise levels are predicted to show an increase of
1 dBA. Alternative 4 noise levels are expected to be approximately 5 dBA
greater than existing and would exceed the L10 standard by 3 dBA.
5.2.1.2 Area 8
Area B is located along the east side of TH 55/149. Due to the proximity
of the land uses to this major roadway, existing noise levels exceed the
L10 standard by 6 dBA and the L50 standard by 2 dBA. Alternative 1 noise
levels are predicted to be less than existing due to a diversion of traffic
to I-35E but would still exceed the L10 standard. Alternative 2 noise
levels are predicted to be less than existing also. Alternative 3 is pre-
dicted to cause noise levels equaling existing noise levels. Alternative 4
would cause an increase of 2 dBA over existing L10 and L50 levels.
5-57
5.2.1.3 Area C
This area is located along Lone Oak Road east of TH 55 and west of the
entrance to the project site. Existing noise levels are well below state
standards and, under Alternative 1, would not change. Alternative 2 would
cause a 3 dBA increase over existing L10 and L50 levels. Alternative 3
would cause a 6 dBA increase and Alternative 4 would cause a 7 dBA
increase. Even with the 7 dBA increase caused by Alternative 4, future
traffic noise levels are not predicted to exceed state standards.
5.2.1.4 Area D
Area 0 represents residences located along the south side of Lone Oak Road
east of the entrance to the project site. Existing noise levels are well
below state standards. The greatest increase in noise levels is predicted
to occur under Alternative 4 which would cause noise levels 3 dBA greater
than existing. The state standards would not be exceeded for any
alternative.
5.2.1.5 Area E
Area E is just east of TH 149 and south of relocated Blue Gentian Road.
Existing noise levels are relatively low since this area is only impacted
by TH 149. Construction of 1-494 will result in increased noise at the
receivers, as evidenced by the increases of 5 dBA L10 and 7 dBA L50 over
existing predicted for Alternative 1. Alternative 2 noise levels would be
the same as those predicted for Alternative 1. Alternative 3 would result
in increases of 7 dBA L10 and 10 dBA L50 over existing but just 3 dBA L10
and 3 dBA L50 over Alternative 1. Alternative 4 shows increases of 8 dBA
L10 and 11 dBA L50 over existing and 4 dBA L10 and L50 over Alternative 1.
Alternative 4 is predicted to exceed the L50 standard.
5.2.1.6 Area F
Area F includes two industrial establishments on the west side of TH 149,
north of TH 55. The industrial noise standards are not currently exceeded
and are not predicted to be exceeded in the future. Alternative 4 would
result in increases of 4 dBA L10 and 6 dBA L50. Alternatives 1 and 2 would
result in slight decreases in noise while Alternative 3 would cause an
increase of 2 dBA L10 and 3 dBA L50.
5.2.1.7 Area G
This area, just south of existing Blue Gentian Road, currently experiences
very little traffic noise. Construction of 1-494 will result in noise
levels in excess of state standards regardless of the alternative selected.
Traffic on 1-494 will cause noise levels in this area to increase by over
20 dBA.
5-58
5.2.1.8 Area H
Area H is located on the west side of TH 149 north of 1-494. This area
will also experience significant increases in noise as a result of
construction of 1-494 regardless of the alternative selected. The L50
standard would be exceeded under all alternatives. The L10 standard would
be exceeded under alternatives 3 and 4.
5.2.1.9 Area I
Area 1 is located on the east side of TH 149 north of 1-494.
area is further north than Area H, the impact of 1-494 noise
great. Alternative 1 would result in increases of 2 dBA L10
Any of the build alternatives would cause greater increases
but state standards would not be exceeded.
Because the
is not as
and 4 dBA L50.
in noise levels
Noise analysis areas E, G, H, and I are all impacted by 1-494. Table 5-23
shows the relative noise contribution of the roadways affecting the areas
in terms of the equivalent sound pressure level (Leq). In areas G and H,
1-494 is obviously the dominant influencing noise source. In area E, 1-494
noise also dominates, although TH 149 noise becomes more of an influence
especially under Alternatives 3 and 4. In area I, the contributions of
1-494 and TH 149 are approximately equal except under Alternative 4. Thus,
altnough noise levels along TH 149 are expected to increase, the influence
of 1-494 will reduce the significance of this Increase.
5.2.2 PUBLIC ADDRESS SYSTEM AND CROWD NOISE
Under Alternatives 2 and 3, there would be noise impacts associated with
the racetrack crowd and the public address system. Both of these noise
sources would vary considerably depending on what is happening at the
track. Peak crowd noise would be expected during a race while speaker
noise would occur prior to, during and after each race. With an average of
two races per hour, crowd noise lasting three minutes per race could
influence L10 noise levels around the site.
The Twin Cities Metropolitan Sports Facilities Draft Environmental Impact
Statement reported a monitored peak noise level of 70 dBA approximately
1,300 feet from Met Stadium during a Twins game with an attendance of
15,000. Comparable noise levels might be expected from a racetrack crowd
although average attendance in both the year 1986 and year 2000 is expected
to be tess than 15,000. Assuming crowd noise levels of 70 dBA at 1,300
feet, noise levels could exceed the residential state noise standard of 65
dBA up to 2,800 feet from the grandstand if crowd noise were sustained for
six minutes out of an hour. Based on these assumptions, the 65 dBA crowd
noise contour is shown on Figure 5-14. Much of the crowd noise would be
contained within the grandstand since the grandstand would be enclosed on
all sides except the side facing the track. Noise from the external stan-
dee area would also be shielded by the grandstand. Thus, areas north and
west of the grandstand will experience less crowd noise than areas south
and east. Approximately nine residences, all to the south of Lone Oak Road,
fall within the 65 dBA crowd noise contour and would not be shielded by the
grandstand.
5-59
Table 5-23
Relative Nolse Contributions
Alternative 1 Alternative 2
Alternative 3 Alternative 4
Blue Blue Blue Blue
Area TH 149 1-494 Gentian TH 149 1-494 Gentian TH 149 1-494 Gentian TH 149 1-494 Gentian
E 48.9 55.2 * 49.4 55.3 46.2 54.7 56.4 52.1 56.4 57.3 54.3
G * 64.4 * * 64.4 * * 65.1 * * 65.6 *
H 52.6 61.2 * 52.9 61.5 * 57.4 62.7 * 59.0 63.3
I 51.4 52.4 * 51.5 52.6 * 53.4 53.2 * 54.9 53.5
* Noise contribution is less than 45.dBA.
rn
0
INN IS MI NIP NIP GNI MI =I RIM all IIIII NIX MI IMO
1
1
1
1
1
1
1
1
1
1
1
1
5!
35
MENDOTA'
HEIGHTS
-1 r
I'hmma
•nq
r,
wt �I + Mt •..lt 1 1 l .0
: I 494
0
•
;H. f -LONE OAK RD.,,--.c
II I Heril*Ke
e ,r
:,(ril- ,,i EAGAN
I
1ti r ar _1- artiai y Sbif
Grat L s stand;
i
11,473
`1 l
Crowd Noise
Impacts
,o.nl . v.; )
x
re91'
Poo
SUN FIS11H LAKE
ntout.‘
.S 4
rer .
' (.
shoe ed Area °
�.J �. ,
r I �.-
J I
INVER GROVE
HEIGHTSTl,
Irr
n,
Figure 5-14
Laukka-Beck
Minnesota Jockey Club
1"-2000'I
ICICW
The Sports Facilities DEIS also reported public address system noise to be
approximately 10 dBA Tess than peak crowdnoise levels. Speaker noise can
be adjusted and directed to reach only those people in the grandstand. For
these reasons, public address system noise is not expected to exceed state
standards off the project site.
5.2.3 CONSTRUCTION NOISE
Under the build alternatives noise would be generated by construction
equipment moving to and from the project site and working on the project
site. Construction noise levels depend on the types, locations, and
operating modes of equipment on the project site. For this reason, noise
levels would vary considerably at the sensitive receiver sites around the
project area. Noise levels would be greatest during construction activi-
ties near the edge of the project site immediately adjacent to a sensitive
receiver. Construction nearer the center of the project site would have
less of an impact due to the greater distance between construction equip-
ment and sensitive receivers.
Noise from construction vehicles moving to and fram the project site is not
expected to cause significant impacts. The majority of equipment would
move to the project site and remain there throughout the construction phase
requiring the equipment. The amount of cut and fill approximately balance
on the site so there would be no significant import or export of material
from the site. Therefore, construction equipment movements on surrounding
streets would be kept to a minimum.
On -site construction noise is expected to be greatest during the site
grading phase. Table 5-24 shows the types of equipment likely to be in use
during this phase and associated peak noise levels.
Table 5-24
Typical Construction Equipment Noise Levels at 50 Feet
Total No.
Equipment No. Mfrs. of Models Peak Noise Level (dBA)
Type in Sample in Sample Range Average
Backhoes 5 6 74-92 83
Front Loaders 5 30 75-96 85
Dozers 8 41 65-95 85
Graders 3 15 72-92 84
Scrapers 2 27 76-98 87
Source: Reagan, Jerry A. and Charles A. Grant, Highway Construction Noise:
Measurement, Prediction and Mitigation, Special Report HEV-21,
U.S. Department of Transportation, FHWA, Office of Environmental
Policy, Washington, D.C., 1977.
5-63
Given a peak noise level of 85 d8A at 50 feet and assuming acoustically
soft ground cover, noise levels would exceed 65 dBA within approximately
1,100 feet of the equipment being used. With more than one piece of equip-
ment in use, peak noise levels are likely to be attained at least 6 minutes
out of an hour. This would result in L10 levels of 65 dBA at 1,100 feet
which is the applicable state standard for the scattered residences near
the project site.
5.3 AIR QUALITY IMPACTS
5.3.1 OVERVIEW
The air quality impacts of the alternative actions are addressed through
analyses of carbon monoxide (CO) concentrations in the vicinity of the
following locations:
• Blue Gentian Road at the intersections of the northern site exit and
TH 149.
• The northern exit/entrance ramp at 1-494 and TH 149.
• The intersection of TH 55/149 and Lone Oak Road.
• On the project site considering both internal roadways and parking
areas.
These locations were selected on the basis of both expected traffic opera-
tions and due to the proximity of sensitive receptors. Impacts are
assessed by comparing predicted post -development CO concentrations to the
Minnesota ambient air quality standards for CO. These standards are 30
part per million (PPM) one -hour average and 9 PPM eight -hour average and
are not to be exceeded more than once per year.
One -hour average concentrations are predicted by modeling the peak hourly
traffic volumes associated with each alternative. Under the racetrack
alternatives (2 and 3), peak hourly traffic would occur on weekends when
the largest crowds are expected. Traffic would be greatest during the
departure period after an event (6-7 PM). Traffic during the arrival
period (1-2 PM) is expected to be less. Under Alternative 4, peak hourly
traffic would occur on weekdays from 4-5 PM.
Eight -hour average concentrations for the racetrack alternatives are
expected to be greatest on weekdays. With racing beginning at 4 PM, the
track arrival period (3-4 PM), the track departure period (8-9 PM), and the
peak hour of background and mixed -use traffic (4-5 PM) all would occur
within an eight -hour period. Although weekend events would have higher
peak traffic volumes during arrival and departure, traffic in the remaining
hours would be minimial. Under Alternative 4, peak eight -hour con-
centrations are expected on weekdays.
5-64
5.3.2 MODELING METHODOLOGY
Two distinct methodologies were used to model the four Locations selected.
The three intersections were modeled using a combination of models for
traffic flow, emissions, and dispersion. Using traffic volume forecasts
for each selected hour, the methodology given in Guidelines for Air Quality
Maintenance Planning and Analysis Volume 9 (Revised) Evaluating Indirect
Sources (EPA 450/4-78-001) was used to project traffic flow characteristics
including delay time, queue length, and number of vehicles which stop.
Based on these parameters, Volume 9 procedures produce 1977 average
emission rates on both interrupted and free -flowing road segments. These
1977 emission rates are then adjusted to the project year and site con-
ditions using the MOBILE 2 (EPA 460/3-81-006) emissions model. The adjust-
ment is the ratio of MOBILE 2 emissions for the project scenario to MOBILE
2 emissions for 1977. Separate adjustment factors for interrupted flow and
free -flow speeds are utilized. The resultant emissions are input to the
CALINE 3 (FHWA/CA/TL-79/23) dispersion model to predict resultant CO con-
centrations at specific receptor locations. .
Impacts on the project site were predicted using the Modified ISMAP (EPA
450/3-78-040) model. This model has the capability of routing vehicles
into and within parking areas. The model considers the size of the parking
area, delay at entrance and exit gates, and the parking capacity compared
to the number of vehicles entering and exiting in order to determine
parking area emissions. The ISMAP model used for this analysis has been
updated to include MOBILE 2, which is used for adjustment of emission rates
to the scenario being modeled.
Analyses were conducted for both 1986 and 2000. In order to account for
the delay in implementation of the federal motor vehicle emission control
program, the MOBILE 2 adjustment factors used were based on the year prior
to the analysis year. Year 1986 concentrations utilized 1985 emission fac-
tors and year 2000 concentrations utilized 1999 emission factors.
Peak hourly concentrations are based on worst -case meteorological assump-
tions. These include a one meter/second wind speed, atmospheric stability
class D, and a temperature of 50 degrees fahrenheit. Considering the June
to September racing season, these assumptions result in conservative esti-
mates of CO concentrations. Eight -hour average concentrations are derived
from the one -hour concentrations using a persistence factor to correct for
the lack of persistence of the traffic and worst case meteorology for a
full eight -hour period. For the racetrack alternatives, eight -hour con-
centrations are predicted using the equation:
eight -hour CO = (one -hour CO 3-4 PM) + (one -hour CO 4-5 PM) + (one -hour
CO 8-9 PM) + (.6)(5)(one-hour CO 4-5 PM))/8
The .6 factor in the last term of the equation is the persistence factor.
Thus, worst -case meteorology is assumed for three of the eight hours
contributing to peak eight -hour average 00. For Alternative 4, predicted
eight -hour average concentrations are simply the peak hourly concentrations
multiplied by the .6 persistence factor.
5-65
A number of wind directions were selected for each location anlayzed. Wind
directions were selected by comparing the locations of traffic queues to
the receptors. The selected wind directions at each location maximize the
effect of the higher CO emissions associated with queued traffic on the
receptors. Three or four wind directions were analyzed at each location to
assure identification of maximum CO concentrations.
The modeling results show the impact of local traffic sources on CO con-
centrations. The total CO concentration at a point is the sum of both CO
from local sources and CO from remote sources. CO from remote sources, or
background CO, is assumed to be 5.0 PPM one -hour average and 3.0 PPM eight -
hour average. These values were recommended for use by the MPCA based on
CO monitoring conducted at other locations. The selected racetrack site
will require on -site CO monitoring to determine actual background CO.
5.3.3 PREDICTED CO CONCENTRATIONS
5.3.3.1 TH 149 at Blue Gentian Road
Figure 5-15 shows the roadway configuration and receptor sites considered
in this analysis. Wind directions of 10°, 315°, and 270° were tested. The
four receptors analyzed represent residences located south of Blue Gentian
Road and east of TH 149. Table 5-25 shows the maximum predicted one -hour
and eight -hour average CO concentrations at each receptor.
Table 5-25
Maximum Predicted CO Concentrations (PPM)
TH 149 at Blue Gentian Road
(One-Hour/Eight-Hour)
1986 2000 2000 2000
Receptor Alternative 2 Alternative 2 Alternative 3 Alternative 4
131 7.1/3.8 6.5/3.4 7.3/4.3 7.3/4.4
82 7.3/3.5 6.2/3.3 6.6/3.9 6.5/3.9
83 6.9/3.4 6.0/3.2 6.2/3.7 6.2/3.7
84 6.7/3.3 5.7/3.1 5.9/3.5 6.1/3.7
Note:
Reported concentrations include 5.0 PPM one -hour and 3.0 PPM eight -
hour background CO.
The maximum predicted one -hour concentration is 7.3 PPM at receptor B1
under Alternatives 3 and 4 and at receptor 82 under alternative 2 in 1986.
The maximum predicted eight -hour concentration is 4.4 PPM at receptor B1
under Alternative 4. All of the predicted concentrations are well below
the state air quality standards.
5-66
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
270°
TH 149
315°
a
%B 1
1
CO Receptor Sites
TH 149
at Blue Gentian Road
Olfito
NORTH
10°
1
Wind
Directions
B3264
Blue
Gentian Road
Site Entrance
0 Receptor Site
Figure 5-15
Laukka-Beck
Minnesota Jockey Club
11111
0 50100 200 300'FEET
5.3.3.2 TH 149 at 1-494 North Entrance/Exit Ramp
The receptor sites and roadway configuration modeled at this location are
shown in Figure 5-16. Wind directions of 95°, 135°, and 160° were tested.
The three receptors represent residences located west of TH 149. Table
5-26 shows the maximum predicted CO concentrations at each receptor.
Table 5-26
Maximum Predicted CO Concentrations (PPM)
TH 149 at 1-494 North Entrance/Exit Ramp
(One-Hour/Eight-Hour)
1986 2000 2000 2000
Receptor Alternative 2 Alternative 2 Alternative 3 Alternative 4
Al 6.1/3.6 5.8/3.2 6.2/3.7 6.4/3.8
A2 5.5/3.3 5.3/3.2 6.0/3.5 6.1/3.7
A3 5.8/3.3 5.6/3.2 5.9/3.6 6.0/3.6
Note: Reported concentrations include 5.0 PPM one -hour and 3.0 PPM eight -
hour background CO.
The maximum one -hour concentration of 6.4 PPM and the maximum eight -hour
concentration of 3.8 PPM both occur at receptor Al under Alternative 4.
Even with the poor level of service and significant queuing expected with
this alternative, CO concentrations are predicted to be well below state
standards.
5.3.3.3 TH 55/149 at Lone 0ak Road
The receptor sites and roadway configuration modeled at this location are
shown in Figure 5-17. Receptor site Cl represents the Lone 0ak Church
while receptors C2 through C5 represent residences around the intersection.
Wind directions of 90°, 170°, and 350° were modeled. The maximum predicted
concentrations are shown in Table 5-27.
5-69
Table 5-27
Maximum Predicted CO Concentrations (PPM)
TH 55 at Lone Oak Road
(One-Hour/Eight-Hour)
1986 2000 2000 2000
Receptor Alternative 2 Alternative 2 Alternative 3 Alternative 4
C1 6.2/3.7 5.6/3.3 6.3/3.7 6.5/3.9
C2 7.4/4.4 6.7/3.9 8.2/4.8 7.9/4.7
C3 7.8/4.5 6.9/3.9 7.7/4.6 7.8/4.7
C4 9.1/5.1 7.7/4.2 9.0/4.9 9.0/5.4
C5 6.1/3.3 6.1/3.3 6.7/3.9 6.4/3.8
Note: Reported concentrations include 5.0 PPM one -hour and 3.0 PPM eight -
hour background CO.
Receptor site C4 under Alternative 2 in 1986 exhibited the maximum one -hour
concentration of 9.1 PPM. The maximum eight -hour concentration of 5.4 PPM
is predicted at receptor C4 under Alternative 4. Predicted concentrations
near this intersection are generally greater than those at the other inter-
sections analyzed mainly because the receptors are closer to this intersec-
tion. All of the predicted concentrations are still well below state
standards.
5.3.3.4 On -Site Alternatives 2 and 3
Air Quality impacts on the project site were predicted for the expected
peak attendance at a racetrack event in both 1986 and 2000. The peak event
in 1986 is expected to have an attendance of 20,000 while the peak event in
2000 is expected to have an attendance of 35,000. Figure 5-18 shows the
receptor sites considered in this analysis. The majority of the receptors
represent locations where traffic control personnel may be located.
Receptors R8 and R9 represent residences near the site exit to Lone Oak
Road. Wind directions of 90°, 170°, 270°, and 350° were tested for both
the peak arrival and departure hours. For the departure period all
vehicles were assumed to be operating in a cold start mode. The results of
this analysis are shown in Table 5-28.
5-70
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
AsO
A3
UDA2
w Al
f
1
CO Receptor Sites
'TH149
at 1-494 North Ramp
1
1 c.c L..... c....v....u..a •. ...c
I
NORTH
1-494 North Exit/Entrance Ramp
Wind
Directions
0 Receptor Site
Figure 5-16
Laukka-Beck
Minnesota Jockey Club
11111
0 50 100 200 300 FEET
1
CO Receptor Sites
TH 55/149
at Lone Oak Road
I
NORTH
350°
Wind
Directions
(— so°
170°
Lone Oak Road
0 Receptor Site
Figure 5-17
Laukka-Beck
Minnesota Jockey Club
HIII
0 50100 200 300 FEET
EN No EN um la—__ am._ en No um um NE ME M= EN
r _ _ - PROPOSED I-494
-gu lF GENTIAN ROAD
'i
•
i•
�
• 1 WIND \ DIRECTION
•
LONE,v�. —OAK _R�AO�:�s. .�.�eeinn•�.�•n•J.
-ten R9 a, ...
r1Q
•
'.- PROPOssO /,yga
Laukka-Beck
Minnesota Jockey Club
I'I I I I,i,
Figure 5-18
CO Receptor
Sites RACETRACK
Q RECEPTOR SITE
Table 5-28
Maximum Predicted CO Concentrations (PPM)
On -Site Alternatives 2 and 3
(Peak Event Attendance)
1986 2000
Receptor Arrival Departure Arrival Departure
R1 6.9 7.0 9.7 9.9
R2 6.2 6.5 6.8 9.3
R3 6.4 6.8 7.1 7.4
R4 6.6 6.7 7.3 7.4
R5 6.8 8.2 7.6 11.8
R6 7.3 8.0 7.4 12.2
R7 8.8 10.3 10.7 17.2
R8 5.5 5.6 5.7 6.3
R9 6.2 6.6 6.7 7.9
R10 9.1 14.8 11.6 16.8
Note: Reported concentrations include 5.0 PPM one -hour background CO.
The maximum predicted one -hour concentration is 17.2 PPM at receptor R7 in
the year 2000 departure period. Receptor R7 is located just south of the
northerly exit from the racetrack. Because this peak event would occur on
a Sunday or holiday, traffic volumes and resultant CO in hours other than
the arrival and departure period would be minimal especially within the
project site. Thus, these peak events are not expected to cause the eight -
hour standard to be exceeded. The maximum predicted one -hour concentration
is well below the state standard of 30 PPM. Based on this analysis of the
peak event, it can also be concluded that events with lower attendance will
also not exceed state standards.
The data presented herein demonstrate that none of the project alternatives
would have a significant impact on air quality. All predicted con-
centrations are well below state air quality standards for CO.
5-77
5.3.4 CONSTRUCTION
Construction of any of the build alternatives would result in a temporary
Impact on levels of suspended particulates near the project site.
Construction activities disturb the vegetative ground cover and cause soil
material to become airborne. Sources of construction -related dust include
site grading activities, the movement of construction vehicles over
unpaved haul roads, and the escape of materials from truck loads. In
addition, soil material can adhere to construction vehicles and become
deposited on public roadways as construction vehicles move to and from the
site.
The grading plan for the site would result in a balance between excavation
and embankment. Therefore, no significant quantities of debris or soil
would be trucked to or from the project site. Some Import of special soil
materials for the racetrack running surface could be necessary depending on
the quality of soil materials excavated.
Minnesota Air Quality Rule APC-6 regulates the control of particulate
matter from construction activities. The rule requires construction
contractors to use reasonable measures, including road cleaning, haul road
watering, and revegetation, to minimize the amount of particulates which
become airborne. The contractor would be notified of this rule.
5.4 ANIMAL WASTE AND PESTS
5.4.1 ANIMAL WASTE
The racetrack operation proposed under Alternatives 2 and 3 would initially
stable a maximum of 1,096 horses between June 1 and September 30 each year.
The total period of occupancy is anticipated to be 120 days. There would
be a total of 276,000 square feet of stable facilities in 21 buildings.
Individual buildings would contain between 52 and 56 stalls with the excep-
tion of two buildings, each containing 26 stalls. Average stable dimen-
sions would be 50 by 330 feet.
It Is anticipated each horse will produce one-fourth to one-third cubic
yard of soiled bedding per day. When the stables are filled to capacity
276 to 363 cubic yards of manure/bedding will be produced each day.
Future expansion would include the addition of up to seven more stable
buildings. Collectively, these would add 380 more stalls accommodating an
equal number of additional animals. These animals would add 96 to 125 cubic
yards of waste each day.
The Minnesota Pollution Control Agency (MPCA) regulates the operation of
feedlots to protect the State's land and water from pollution caused by
animal manures. In conformance with these regulations, animal wastes asso-
ciated with the racetrack feedlots would be contained while on the site and
removed from the racetrack daily.
5-78
Bedding material would facilitate complete removal of manure from the
stables. Two leakproof, four -cubic -yard dumpsters to hold the soiled
bedding would be located at each end of every stable building. If required,
a fifth dumpster could be provided to provide additional capacity for those
stables having larger than expected volumes of manure.
Sections 6.3.1 and 6.3.2 of this DEIS present the various bedding material
options and manure processing methods which could be incorporated in the
manure management plan proposed for the racetrack.
5.4.2 PESTS
Under Alternatives 2 and 3, the potential exists for animals and animal
wastes to attract pests such as flies, rodents, and mosquitos.
5.4.2.1 Fly Control
Flies would not be a problem because the manure which attracts them would be
carefully managed, in conformance with MPCA requirements. These measures
would include thorough daily cleaning of the stalls, enclosure of the
manure storage containers and removal of the stored manure, thus minimizing
the attraction of flies to the area and the potential use of the manure as
a breeding ground.
5.4.2.2 Rodents
A serious rodent problem Is not anticipated. Discussions with staff at
other racetracks throughout the country (Belmont Park, Keeneland, Turf
Paradise, and Arlington Park) indicate rodents are seldom a problem. In
cases where occasional problems with rodents do exist, extermination proce-
dures are contracted out. Measures for controlling rodents, should a
problem arise, are given in Section 6.3.3.
5.4.2.3 Mosquitoes
In addition to routine metropolitan spraying, localized mosquito control
would be needed for activities occuring during the evenings between August
15 and September 15.
Measures recommended by the Metropolitan Mosquito Control Commission are
identified in Section 6.3.3 and in a letter dated January 26, 1984.
5.5 SOLID WASTES
Calculations of solid wastes generated under the various alternatives are
summarized in Table 5-29, and are discussed in the following paragraphs.
Measures for handling solid waste generated under Alternatives 2, 3 and 4
are given in Section 6.4. A description of the full -development solid
waste generation appears in Appendix 8.4.
5-79
1
Table 5-29
Solid Waste Generation
Comparison of Alternatives
Alternative Waste Generator Base Daily Amount Additional Daily Amount
During Racing Season -
June 15 to September 15
(Pounds) (Pounds)
1. No -Build Residential 15.90 0 1
Total 15.90 0
(0.008 Tons)
2. Racetrack Only Racetrack Staff 51.36 -
Racetrack Staff -
Seasonal Employees - 670.20
Spectators - Seasonal - 4,192.00
Total 51.36 4,862.20 1
(0.03 Tons) (2.43 Tons)
3. Racetrack and Retail 2,689.98
Mixed -Use Office 11,247.84 -
Office Showroom 5,042.91 -
Racetrack Staff 51.36 -
Racetrack Staff -
Seasonal Employees - 570.20
Spectators - Seasonal - 4,192.00
Total 19,032.09 4,8.62.20
(9.52 Tons) (2.43 Tons)
4. Mixed -Use Only Retail 2,689.98 0
Office 18,557.01 0
Office Showroom 12,735.26 0
Research and '
Development 4,568.26 0
Total 38,550.51 0
(19.28 Tons) ,
Note: Calculations on which this table is based are provided as an Appendix in
Section 8.1 of this DEIS and are for the racetrack without the expansion.
5-80 1
1
5.5.1 Alternative 1
An insignificant amount of solid waste would be produced from the site.
Two residences presently exist on the site, producing an estimated 0.008
tons of solid waste per day. With no change to the site, solid waste
generation is predicted to remain the same.
5.5.2 Alternative 2
The base daily amount of waste generation predicted under Alternative 2 is
0.03 tons per day. During the racing season, solid waste generation asso-
ciated with the racetrack is expected to increase by.2.43 tons per day, for
a total of 2.46 tons per day for the site. The racing season would extend
from June 1 to September 30.
5.5.3 Alternative 3
The base daily amount of solid waste generation predicted under Alternative
3 is 9.52 tons. With the projected expansion of the racetrack, solid waste
generation would increase by 2.43 tons per day for a total solid waste
generation of 11.95 tons per day during the racing season.
5.5.4 Alternative 4
Under Alternative 4, the mixed -use site is anticipated to produce 19.28
tons of solid waste per day.
5.6 WATER QUALITY
5.6.1 STORMWATER
The receiving body of water is the Minnesota River, which is classified 2C
(Recreation and Fishing) and 38 (Industrial Consumption). (See Tables 5-30
and 5-31.)
Table 5-30
General Water Quality Standards
Maximum Allowable
Substance or Characteristic Concentration (mg/I) or Range
5-day BOD 25.0
Fecal coliforms 200 organisms/100 ml
Total suspended solids 30.0
011 Essentially free
Phosphorous 1.0
Turbidity 25
pH value 6.5-8.5
Unspecified toxic or None
corrosive substances
5-81
Table 5-31
Water Quality Standards For Water
Use Classified 2C and 3B
Substance or Characteristic
Dissolved Oxygen
Temperature
Total Solids
Total Phosphate - P
Fecal Coliforms
Oil
Total Residual Chlorine
Turbidity Value
pH value
Ammonia - N
Chronium
Copper
Cyanides
Hardness
Nickel
Nitrate - N (NO3)
Phenols
Radioactive Materials
Zinc
5-82
Maximum Allowable
Concentration (mg/1) or Range
Not less than 5.00
5°F above natural in streams
500.00
200 organisms/100 ml
10.00
0.005
25
6.5-9.0
0.04
0.05
0.01
0.02
250.00
45.0
0.10
Essentially free
5.00
Pollutants associated with the development under Alternatives 2, 3 and 4
would be primarily those which are traffic related, originating from the
combustion of petroleum products, wear of vehicle components and materials
accidently spilled on the parking lot surface. These materials are
generally very isolated in occurrence and are limited to spillage from
overfilled gas tanks.
Upon leaving the site, the stormwater would eventually enter the Minnesota
River, where the outflow would merge with river flow volumes which ranged,
for example, from 465 cubic feet per second (cfs) In February, 1981 to
10,800 cfs in September of 1981. Under Alternatives 2, 3 and 4, provisions
would be required for short-term detention of excess surface waters and
reduction of the peak discharge into downstream facilities. It is antici-
pated that an on -site stormwater treatment program (Section 6.5.1), and the
fact that the stormwater receiving body carries a flow volume relatively
large in comparison to the received discharge, would minimize effects on
the water quality of the Minnesota River.
Drainage out -flow from the site is limited by the capacity of the storm
sewer system serving the area. The allowable stormwater discharge rate for
this site as specified in the stormwater management plan is 20 cfs.
Stormwater discharge volumes to the Minnesota River and detention periods
for a typical 5-year and 100-year event are depicted in Figure 5-19.
5.6.2 SANITARY WASTE WATER
The Eagan Comprehensive Sewer Plan, as approved by the Metropolitan Waste
Control Commission (MWCC) and the Metropolitan Council, made an allowance
for flows from the entire area (450+ acres) equal to 1,500 gallons per day
per acre. Based on the ASCE publication figures, as adjusted for land use
and adapted for the Eagan Comprehensive Sewer Plan, sanitary wastewater
generated under the various alternatives was calculated.
Since all alternatives would result in less than permitted flows per acre,
and since a sanitary sewer system (Section 6.5.2) would serve the site
under Alternatives 2, 3, and 4, no alternative is expected to have an adverse
impact on downstream facilities. There would be no waste generators that
are considered unusual or hazardous. The methodology used to determine
flows per acre is discussed below.
The basis of the rate for liquid waste generation is from a joint publica-
tion prepared by the ASCE and the Water Pollution Control Federation Titled
"Design and Construction of Sanitary and Storm Sewers" (ASCE - Manuals and
Reports on Engineering Practice, No. 37, dated 1976).
Table 5-32, drawn from the publication, relates peak flows to square feet
for office uses and retail uses. As a check on the square foot rates shown
in the publication, an occupant load per square foot per land use was devel-
oped and an appropriate flow rate per occupant was assigned. The flow
rates used per occupant shown in Table 5-33 were also taken from the
publication, and adjusted for land use as noted.
5-83
i
1
r
KEY
5 YEAR ST.ORM
100 YEAR STORM
REQ'D. STOR. (REQUIRED STORAGE)
West Pond
OUTLET CAPACITY 20 CFS
+••••••••••••••••1
' (DISCHARGE TO MINNESOTA RIVER)
Stormwater
Detention and
Outflows
North Pond
REQ'D. STOR.
24.9 AC. FT.
DURATION:
3.1 DAYS
a
REO'D. STOR.
46.9 AC. FT.
DURATION:
6 DAYS
16 CFS
1e•••••••1
REO'D. STOR.
27.4 AC. FT.
DURATION
3.5 DAYS
Infield
Pond
REO'D. STOR.
53.8 AC. FT.
DURATION
6.5 DAYS
REQ'D. STOR.
21.0 AC. FT.
DURATION:
2.6 DAYS
REQ D. STOR.
43.8 AC. FT.
DURATION:
5.5 DAYS
REO'D. STOR.
- 5 AC. FT.
DURATION
0,3 DAYS
REO'D. STOR.
16.1 AC. FT.
DURATION
1 DAY
South Pond
Figure 5-19
Laukka-Beck
Minnesota Jockey Club
}.:* ua u,/ aNN.APOuo .. ff. �.
1
1
1
1
11
1
1
1
1
1
Table 5-32
Sanitary Sewer Capacity Allowances for Commercial and Industrial Areas
Baltimore. Maryland
Berkeley, California
Buffalo, New York
Cincinnati, Ohio
Columbus, Ohio
Cranston, Rhode Island
Dallas, Texas
Detroit, Michigan
Grand Rapids, Michigan
Hagerstown, Maryland
Houston, Texas
Las Vegas, Nevada
Los Angeles, California',
Year and
Source of
Data
1949 (6)
Commercial Allowance Indust-ial Allowance
(cod/acre)'/ (Cpd/acre)
6,750-13,500; 135 gpd/cao. 7.530 min
resident pop.
- (9) 60.000
- (9) 40,000
1946 (6) 40,000; excess added To residential amt.
1 Pa3 16) 25,000
1960 (8) 30,000 added to domestic rate for down-
town; 60.000 for Tunnel relief sewers
- (8) 50,000
1960 (81
Office, 40-50 gpo/cap; hotels.
400-500 gpd/room; hospitals,
200 gpd/bed; schools,
200-300 gpd/room
Hotels. 180-250 gpd/room;
hospitals; 150 gpd/bed;
schools, 120-150 god/
room
Peak Flows: Office, 0.36
gpd/so.tt.; retail, 0-20
gpd/So.tt.; hotels. 0.93
gpd/s9. tt.
Resort hotels, 310-525 god/room;
schools, 15 gpd/cap
1965 Commercial, 11,700: Each;
hospitals, 0.75 mgd;
schools, 0.12 mgd; uni-
versities, 0.73 mgd
50.000
250,000
15.500
Los Angeles County 1964 10,000 avg; 25.000 peak
Sanitation Dist.
Kansas City, Missouri 1958 5,000 10,000
Lincoln, Nebraska 1962 7,000
Memphis, Tennessee 2.000 2.000
Milwaukee, Wisconsin 1945 (6) 60,500
St. Joseph, Missouri 1962 6,000
St. Louis, Missouri 1960 (8) 90,000 avg; 165,000 peak
Santa Monica, California Commercial, 9,700; notels, 7,750 13,600
Shreveport, Louisiana 3.000
Toledo, Ohio 1946 (6) 15,000 avg; 30,000 peak
Toronto. Ontario 1960 (91 63.500, downtown sewers
I/ Except as otherwise noted.
2/ Values used for future planning; individual studies made for specific projects.
Note: God/acre x 0.00935 = cu m/day/ha; gpd/sq ft x 0.0408 = cu m/day/so m;
gal x 3.785 = 1.
Source: "Design and Construction of Sanitary and Storm Sewers," ASCE Manuals and
Reports on Enoineerino Practice, No. 37, Table 11, 1976.
5-87
Table 5-33
Average Sanitary Sewer Flows for Selected Commercial Uses
Type of Establishment
Avg. Flow
(qpd/cap)
Stores, offices, and small business
Hotels
Motels
Drive-in theaters (3 persons per car)
Schools (no showers), eight -hour period
Schools (with showers), eight -hour period
Tourist and trailer camps
Recreational and summer camps
12 to 25
50 to 150
50 to 125
8 to 10
8 to 25
17 to 25
80 to 120
20 to 25
Note: Source table flow rates per occupant were adjusted as follows:
Retail. Assume 175 sq. ft. of building area (gross) per
with a flow rate of 12 gpc/d = 0.079 g/sf.
Office. Assume 250 sq. ft. of building area (gross) per
with a flow rate of 30 gpc/d - 0.129 g/sf.
occupant
occupant
Office/Showroom. Assume 750 sq. ft. of building area (gross) per
occupant with a flow rate of 30 gpc/d - 0.049 g/sf.
Square foot rates shown are stated as peak flow rates.
tor of 3 was used to reduce the stated flows to average
Source: "Design and Construction of Sanitary and Storm Sewers
Manuals and Reports on Engineering Practice, No. 37,
1976.
5-88
A peak fac-
daily flows.
," ASCE
Table III,
5.6.2.1 Alternative 1
No wastewater would be generated under this proposal.
5.6.2.2 Alternatives 2 and 3
Table 5-34 summarizes the sanitary sewer flows for the racetrack and mixed
use development.
Table 5-34
Alternatives 2 and 3 Projected Sanitary Sewer Characteristics
Peak
Weekday Event
Racetrack Patrons
Opening Phase 7,000
With Expansion Phase 10,000
Alt. 2 Racetrack Only (gpd)2/
Opening Phase 105,000
With Racetrack Expansion 150,000
Alt. 3 Commercial Flows
Only (gpd) 170,000
Total Flows - Racetrack
and Mixed -Use (gpd)
Opening Phase 275,000
With Racetrack Expansion 320,000
800 Loadings @ .0017N/gal.
Opening Phase (lbs./day)
With Racetrack Expansion
(Ibs./day)
467.5
554.0
Peak Peak Seasonal
Weekend Event Event
12,000
22,000
180,000
330,000
20,000
35,000
300,000
525,000
43,000 43,000
223,000 343,000
373,000 568,000
379.1 583.1
634.1 965.6
1/ Sanitary sewer flow estimates were derived from industrial use esti-
mates which range from 8 to 25 gallons/capita/day as stated in ASCE
Manual No. 37. The 15-gallon quantity is approximately in the middle
of this range and is consistent with the amount of water used in
schools without showers on a per/student basis.
5-89
Under Alternatives 2 or 3 less
generated.
The site would have an average
the racing season; otherwise fl
gallons per day.
5.6.2.3 Alternative 4
than 1,500 gallons per day per acre would be
daily flow of 350,000 gallons per day during
ows would average approximately 170,000
The mixed use only alternative would have an average daily flow of 347,000
gpd on a year-round basis. This alternative also would generate less than
1,500 gallons per day per acre.
5.6.3 ANIMAL CARE WASTEWATER
In recent years, a few horse trainers have been using water treatments to
cool down horses after exercising. (See Section 4.5.) These water treat-
ments range from sponge and bucket techniques to a thorough hosing down of
the horse. The sponge and bucket technique is not particularly water -
consuming and would not affect water quality to any great extent.
Under Alternatives 2 and 3, the hose -down technique of cooling off horses
could consume up to 250 gallons per animal, depending upon the flow rate of
the water delivery system and the length of time the horse is hosed down.
Runoff will be directed into the sanitary sewer system. (Section 6.5.3.)
The total amount of water consumed by this technique is impossible to pre-
dict because it is not known whether more trainers will adopt this tech-
nique or even what percentage use this method presently. The quality of
the water used for this method is not expected to change because race hor-
ses are extremely well cared for because of their value. These animals are
not allowed to become soiled from the accumulation of manure because it
affects their appearance and potentially their health and fitness. As a
result, any water used for therapeutic purposes would not pick up any animal
waste nutrients. Any horse dung deposited in the hose down area would be
collected by groundskeepers and deposited in the manure storage containers.
Facility design and management procedures proposed for the racetrack facil-
ity under Alternatives 2 and 3 are expected to avoid any adverse effects
on water quality due to runoff water from the washing of stalls, stable
alleyways or horse pathways. The design of stables for the racetrack faci-
lity proposed under Alternatives 2 and 3 would incorporate clay floors
throughout. Water would not be used to wash out stalls. Stables where a
clay floor is used are generally disinfected with lime which also dries out
the area. Disinfectants or germ killers are sprayed along the sides of the
stalls for sanitation purposes. Stable alleyways are swept and raked out
with all waste collected and dumped into the manure collection dumpsters.
At other locations utilized frequently by horses, such as pathways to the
track, animal waste deposits are collected by groundskeepers and hauled to
dumpsters.
5-90
5.6.4 GROUNDWATER
Groundwater in this area is generally 30 to 40 feet below the surface.
Because the area would be served by an extensive stormwater and sanitary
sewer network, no impacts on groundwater are expected.
5.6.5 EROSION
An erosion control plan (Section 6.5.4) would be required under
Alternatives 2, 3, and 4 to: (a) control siltation that could occur during
construction and (b) assure that suitable ground cover will be established
after construction to reduce downstream siltation.
5.7 WETLANDS
Alternatives 2, 3, and 4 propose the use of on -site wetlands and acreage
increases in wetlands as part of an overall stormwater management system.
There are a total of nineteen wetlands on the site. Included in the nine-
teen wetlands are two Type 4, four Type 3, nine Type 2, and four Type 1
wetlands. Wetland sizes range from 0.4 acres to 5.2 acres. Two wetlands
protected by the Minnesota Deparment of Natural Resources (DNR) are on the
site. One is a 3.2-acre Type 4 wetland (No. 250W) and the other is a 5.2
acre Type 3 wetland (No. 252W).
The Type 4 wetland located in the northeastern portion of the site and
designated as wetland No. 250W by the Department of Natural Resources, will
be utilized as a stormwater ponding area for 1-494.
Table 5-35 includes a summary of vegetation type and wetland acreages and
the acreages affected by the various alternatives. Discussion of the
effects of each alternative on wetlands follows.
Table 5-35
Vegetative Habitat Types
Existing Post -Development
Alt. 1 Alt. 2 Alt. 3 Alt. 4
Wooded 56.2 56.2 38.9 37.9 53.8
Brush 65.8 65.8 29.1 0 0
Field 172.6 172.6 70.8 0 0
Old Field 117.8 117.8 53.3 0 0
Ponds 0.00 0.00 6.8 6.8 6.8
Wetlands
Type 1 2.6 2.6 2.6 0 0
Type 2 13.8 13.8 12.2 0 0
Type 3 10.3 10.3 14.0 17.7 17.7
Type 4 4.8 4.8 4.8 6.4 6.4
Residential 5.0 5.0 5.0 0.0 0.0
Developed - - 69.8 172.6 219.1
Urban Open Space - - 141.6 207.5 145.1
TOTAL 448.9 448.9 448.9 448.9 448.9
5-91
5.7.1 ALTERNATIVE 1
Under this alternative, no changes would take place in the existing wetlands
on -site.
5.7.2 ALTERNATIVE 2
Under Alternative 2, a 1.6-acre reduction would occur in Type 2 wetlands
and a 3.7-acre increase would occur in Type 3 wetlands. Also, a 6.8-acre
open pond would be created in a central portion of the racetrack.
5.7.3 ALTERNATIVES 3 AND 4
Under Alternatives 3 and 4, the existing Type 1 and Type 2 wetlands would
be eliminated. There would be an increase of 7.4 acres in Type 3 wetlands.
Type 4 Wetland No. 250W would be enlarged and connected to a smaller Type 4
wetland approximately 250 feet to the south, resulting in a 6.4-acre
increase in Type 4 wetlands. The southern end of this wetland area would
be enlarged in the future to provide additional stormwater storage and
aquatic habitat (as shown in Figure 6-3). A 7.7-acre wetland would be
created in the southwest quadrant of the site. A 6.8-acre open water pond
would be created in the center of the racetrack.
5.8 VEGETATION AND WILDLIFE
As discussed in Section 2.0, the contention of property owners, the City of
Eagan, and the Metropolitan Council has always been that this land parcel
is ideally located to serve as prime development land. It is within this
context that the analysis of vegetation and wildlife was made.
5.8.1 VEGETATION
The original vegetation of the area in the early to mid-1800s was a com-
bination of brush prairie and oak openings and barrens. Predominant tree
species included aspen and oak with scattered areas of dense brush.
Prairie grasses and forbs made up the dominant ground cover in more open
stands of oak and in the treeless area. The basis for this information is
a map prepared by Francis J. Marschner from the original land survey field
notebooks. Later, as settlements spread out from the Minneapolis -St.
Paul -Fort Snelling area, the wooded areas were cleared for fuel and lumber
products. Stumps were grubbed out and farm fields and pastures were
cleared for agricultural use. Examination of aerial photographs from 1937
and 1957 indicate that agriculture was practiced extensively throughout the
area. As the market forces of agriculture changed, particularly due to
impending development and the marginal nature of some of the land, the farm
land was sold for potential development purposes. The 1964 aerial pho-
tographs show the beginnings of a slight decline in agriculture and evi-
dence of small lot rural residential development. As a result of the
abandonment of farming and subsequent plant succession, the existing com-
munities are dominated by a variety of exotic species such as smooth brome,
timothy and Kentucky bluegrass. The understory in the woodlands is often
dominated by a shrub layer of prickly ash.
5-92
Existing vegetation (Figure 5-20) on the project area may best be described
as a combination of isolated woodlots, brushland, old fields, agricultural
fields, and agricultural meadows. Some rural residential habitat is also
present.
Table 5-35 summarizes acreages of vegetation types in the project area under
existing conditions and under the various development alternatives.
Expected changes in vegetation components under each alternative are
described below.
5.8.1.1 Alternative 1
With no development occurring, no changes in vegetation would occur except
those changes which are part of the on -going process of natural succession.
The economic feasibility of continuing agriculture in this area would
determine whether or not the fields presently under cultivation would be
abandoned. If so, these fields would evolve over the years into an old
field community, and then into brushland; eventually, over a period of
several hundred years, the fields would develop into a mature forest com-
munity.
5.8.1.2 Alternative 2
Only that portion of the site required for develoment of the racetrack
would be developed and the balance of this site, as indicated in Table 5-35,
would remain a mixture of brushland, meadow, field, and old field.
5.8.1.3 Alternatives 3 and 4
Under Alternatives 3 and 4, the entire 449 acres of the site would be de-
veloped, with portions of the site remaining as woodlots and wetland areas.
The wetlands would be integrated into a overall stormwater management
system designed to improve the quality of stormwater runoff and to control
the rate of discharge of stormwater from the site into the stormwater
drainage system and ultimately into the Minnesota River. The developed
area category in Table 5-35 includes those areas occupied by building
footprints plus parking areas and roadways related to serving the various
developed parcels. Urban open space includes landscaping surrounding the
buildings and undeveloped portions of the lots not directly affected by
site development.
5.8.2 WILDLIFE
The change in land use would result in corresponding changes in the type of
wildlife species present in the area. This change is summarized in Table
5-36, and detailed listings of potential species under past, present and
future conditions are presented in Appendix 8.2.
5-93
Species
Birds
Mammals
Reptiles/Amphibians
TOTAL
Table 5-36
Wildlife Species Summary
Agricultural
Period
Existing
and No -Build
Full
Development
97 115 81
33 45 31
16 22 18
146 182 130
Discussion of the potential effects of the alternatives on wildlife species
and the methodology used to determine those effects follows. Measures to
minimize impacts on wildlife under Alternatives 3 and 4 are described in
Section 6.7.
As Table 5-36 indicates, there would be a decline in the number of species
present under full development (Alternatives 3 and 4). There also would be
a decline in the total populations of species as a result of conversion of
existing habitat to habitat types such as urban open space and developed
space, which is generally less productive for certain wildlife species.
However, there would be some increase in wetland acreage and many species
utilizing wetlands would benefit from this increase.
Although the development of the site would result in some reduction in the
number of species and in population levels of wildlife, it should be noted
that the current condition of the habitat and its suitability for wildlife
was the result of the abandonment of farm operations, due to prevailing
market forces. The wildlife species and character of the habitat present
are the result of the delay in anticipated development, primarily as a
result in the delay of construction of I-494. The habitat suitability of
the site therefore is a result of plant succession, which occurs inevi-
tably, and is not the result of a deliberate management intent on the part
of the previous or present owners of the tract of land.
In addition, no plans or evaluations by state, regional, or local agencies
have identified this area as critical habitat or habitat of significance to
be acquired by any public agency or to be held as public open space and
managed by any state, county or local agency. The Metropolitan Council in
its comprehensive planning process did not identify any portion of this
site as significant habitat nor is it designated as part of the regional
open space system. The City of Eagan, in planning for development of this
land, did not designate any portion of the site for recreational or open
space purposes beyond normal dedication requirements. The designated
zoning for this area has been for commercial or industrial development
based on the highest and best planned use because of its proximity and
accessibility to several major transportation systems.
5-94
1.
cn
.
PROPOSED 1-494 ' �^= - —
PHH
LONE
ENTIAN
PHH
jilt, 1 I -
AGF l j
,ft
PHH
PHH
N.
FLD `� J �
PLM/✓✓✓ �V
AGF \ 1 �—
PHH
Laukka-Beck
Minnesota Jockey Club
0 100 200 wo (COMET .m wnr .n :.r n van.rom •w ... .
Figure 5-20
Existing
Vegetation
Wetlands (WE)
Non -Persistent Emergent
Persistent Emergent
Woodland (WO)
Mature Deciduous Upland
Grassland (GR)
Old Field
Brushland (BR)
Upland Brush
FLO
mg
Seasonally Altered (SA)
gm
Agricultural Field
Special Habitats (SP)
egg
Rural Residential C URB-Rural Rosldontial Abandoned
•
A microcomputer wildlife data base system, described in Appendix 8.2, was
used to generate a listing of wildlife species which potentially occur on
the site given existing habitat conditions. A second wildlife species
listing was generated for the site under the fully developed condition. A
specific listing was not generated for Alternative 2, because it was anti-
cipated that, although there might be some differences in the type of
wildlife species present, it probably would not differ much from the
listing generated in Alternative 1. All wildlife species which are part of
the data base are those judged to be either permanent or seasonal resi-
dents. The reason for selecting these species is that it is presumed that
if suitable habitat conditions are present to encourage feeding and repro-
duction on a regular basis, then conditions will also be suitable to pro-
vide habitat for those species which pass through the area frequently as
migrants.
5.8.3 RARE, THREATENED AND ENDANGERED SPECIES
The project area was examined by a plant ecologist knowledgeable about
plant associations where rare plant species might occur. Based on the
field examination, one site was identified which might provide suitable
habitat for ginseng. This is the woodlot located on the south edge of the
pond approximately in the center of the project area. This woodlot would
not be disturbed by development proposed under any of the development pro-
posals. The balance of the site was also assessed; it was concluded that
due to the nature of the previous disturbance by a variety of agricultural
practices -- including land clearing for agricultural fields, open pasture,
hay meadows, pastured woodlots, and timber harvest for fuel wood and
building materials -- the extent of disturbance was such that the potential
for any rare plant species to exist at other locations within the project
area was highly unlikely.
A search conducted by the Minnesota Natural Heritage program staff of their
data base, which includes a listing of the past or present occurrence of
rare, threatened or endangered plant species indicated that no such
occurrences have been recorded for this site, either historically or pre-
sently. Because of the proximity of the site to the Minnesota Valley NWR,
a list of species which are rare in occurrence and which have been
observed within the Minnesota Valley is given in Table 5-37.
5-97
1
Table 5-37 1
Species of Rare Occurrence or at the Edge of Their 1
Range of Distribution
(Present In the Minnesota Valley National Wildlife Refuge)
2.ecies Existing/No-Build Full Development 1
Birds
Forster's Tern •' • 1
Brown Creeper • •
Bell's Vireo •
Chestnut -sided Warbler • • 1
Mammals
Eastern Mole •
Arctic Shrew • ,
Reptiles/Amphibians
Northern Water Snake • • 1
Spring Peeper • •
Green Frog • •
Plants 1
Ginseng • •
5.9 AIRPORT/AIRCRAFT OPERATIONS
The project site is approximately 4.3 miles from the southwest end of run-
way
11L-29R at the Minneapolis -St. Paul International Airport. This is one
of the main parallel runways at the airport and the project site falls
within the most heavily used runway approach and departure corridors.
During 1982, runways IIL and 11R were used for takeoffs 51 percent of the
time, while during 1983 these runways were used for takeoffs 55 percent of
the time. Runways 29L and 29R were used for landing 59 percent of the time
in 1982 and 53 percent of the time in 1983. Because of the proximity of
the project site to the airport, airport operations could affect site
activities and, conversely, site activities could.affect airport opera-
tions.
5.9.1 AIRPORT IMPACTS ON THE SITE
The Metropolitan Council has established Guidelines for Land Use
Compatibility with Aircraft Noise. These guidelines are intended to serve
as a planning tool to permit communities affected by airport noise to
encourage compatible land uses and discourage incompatible ones. Toward
this end, the guidelines identify four noise exposure zones around the
Minneapolis -St. Paul International Airport. Each zone is delimited by a
noise contour which reflects both current and expected future airport
operations. Table 5-38 describes noise in each zone.
5-98 1
1
Zone
1
2
3
4
Table 5-38
Airport Noise Exposure Zones
Noise Impact Typical Takeoff
Noise Level (dBA)
Severe > 80 Leq
Serious 75 - 80 Leq
Significant 70 - 75 Leq
Moderate 65 - 70 Leq
The guidelines also discuss the appropriateness of various land use types
within each noise exposure zone. Land uses are classified into the
following categories:
Consistent:
Acceptable land uses.
Provisional: Land uses which must comply with certain land use pro-
visions to be acceptable.
Conditional: Land use which may be acceptable but requires review
and approval.
Inconsistent: Non -acceptable land uses.
The noise exposure zones relative to the project site are shown in Figure
5-21. The western portion of the site falls within Zone 3 while the
eastern portion of the site falls In Zone 4. In Zone 3, office, commer-
cial, and retail developments are considered provisional land uses. In
order to be acceptable, structures must be acoustically constructed to
achieve interior noise levels of 50 dBA. In Zone 4, office, commercial,
and retail developments are considered consistent land uses requiring no
special building features: Outdoor cultural, entertainment, and
recreational uses are also considered consistent. Indoor cultural,
entertainment and recreational facilities in Zone 4 are provisional land
uses requiring acoustic construction to achieve indoor noise levels of 50
dBA. Following is a discussion of each alternative relative to the
guidelines.
5.9.1.1 Alternative 1
The project site is currently vacant with limited personal gardening use.
Agricultural use is considered consistent with either Zone 3 or 4 while
vacant land is not addressed in the guidelines. Thus, the no -build alter-
native is consistent with airport noise land use guidelines.
5-99
5.9.1.2 Alternative 2
A horse racetrack is considered to be an outdoor entertainment land use.
The racetrack, stables, grandstand and majority of parking facilities all
fall in Zone 4. Outdoor entertainment is consistent with noise in Zone 4.
The indoor facilities associated with the racetrack are provisional uses in
Zone 4 and must be acoustically constructed to achieve indoor noise levels
of 50 dBA. The remainder of the project site would remain vacant which
would be a use consistent with aircraft noise land use guidelines.
5.9.1.3 Alternative 3
The Alternative 2 discussion relative to the racetrack also applies to this
alternative. The mixed -use development on the western portion of the site
would be in Zone 3 and is a provisional use. Buildings in this area must
achieve indoor noise levels of 50 dBA. Mixed -use development in Zone 4 is
consistent with aircraft noise and is not subject to construction
constraints.
5.9.1.4 Alternative 4
The office, commercial, and retail uses proposed for the alternative would
be consistent uses in Zone 4 and provisional uses in Zone 3. Those struc-
tures falling within Zone 3 would have to achieve an interior noise level
of 50 dBA.
Beyond this issue of consistency with established noise guidelines is the
compatibility of each proposed use with expected aircraft noise. The
mixed -use developments of Alternatives 3 and 4 would consist entirely of
indoor activities. Since the structures must attain interior noise levels
of 50 dBA, aircraft noise would not affect the activities.
Much of the activity associated with the racetrack alternatives would take
place outdoors or would be partially shielded by the grandstand.
In order to address the compatibility of the racetrack with airport noise
an investigation of the relationship of other major racetracks to airports
has been completed. In addition, an evaluation of impacts on track com-
munications and on horses is presented.
5.9.2 RACETRACK/AIRPORT RELATIONSHIPS
Figure 5-22 is a schematic drawing of the relationship of major racetracks
to airports. In addition, Metropolitan Stadium is shown with respect to
Runway 22-4 at Minneapolis -St. Paul International Airport. Two of the most
successful racetracks in the country, Aqueduct and Hollywood Park, are
within the noise Influence area of larger airports than Minneapolis -St.
Paul. Aqueduct, influenced by Kennedy International Airport, is less than
two miles from the airport and falls within the LOB 65 dBA noise zone.
Hollywood Park Is less than three miles from the Los Angeles International
Airport and falls within the CNEL (Community Noise Equivalent Level) 65 dBA
noise contour. These and the other racetracks shown demonstrate that horse
5-100
INN INN I N 1111111
w
cc
�•a
3
PROPOSER 1-494 -- -- _-- J'
--.. _. w
1
�9
T�.FtiT`
Laukka - Beck
Minnesota Jockey Club
III I I T It1�11'
AGO 2W 400 fiODftfI ...• •_.... ..., .. �.... ... .
Figure 5-21
Airport Noise
Exposure Zones
Extension of
Runway 29-R
MAJOR INFLUENCING RUNWAY:)=
LATONIA RACETRACK
(GREATER CINCINNATI INTERNATIONAL)
KEENELAND RACE COURSE
(BLUE GRASS FIELD)
METROPOLITAN STADIUM
(MPLS: ST. PAUL)
r
N
IWOODBINE
(TORONTO INTERNATIONAL)
AQUEDUCT RACE TRACK
(KENNEDY INTERNATIONAL)
Figure 5-22
Racetrack e Airport
Relationships
PORTLAND MEADOWS
(PORTLAND INTERNATIONAL)
HOLLYWOOD PARK
(L.A. INTERNATIONAL)
w
r
m
N
n, SPORTSMAN'S PARK
(CHICAGO-MIDWAY)
I
HAWTHORNE RACE TRACK
(CHICAGO-MIDWAY).
CHURCHILL DOWNS
(STANDIFORD FIELD)
r
m
N
EAGAN
(MPLS.-ST. PAUL)cn
cn
Laukka-Beck
Minnesota Jockey Club
racetracks can and do operate successfully within the noise influence area
of airports. The Metropolitan Stadium is a local example of a spectator
sports facility which operated successfully in the noise influence area of
the airport.
5.9.2.1 Track Communications
Track communications refer to all types of verbal communications which
would take place at the track. These include:
• Wagering
• Purchase of concessions
• Public address system announcements
• Personal communications
Normal speech has an average sound level of 67 dBA and a raised voice may
have a sound level of 73 dBA.6/ With outdoor noise levels of approximately
50 dBA, nearly 100 percent of speech at two meters would be intelligible.
As the ambient noise level increases, speech intelligibility decreases
until at 65 dBA, 90-95 percent of speed is intelligible. Beyond 65 dBA,
speech intelligibility decreases rapidly so that noise levels of 75 dBA or
more can prevent verbal communications at a normal voice level.
Communications can still take place but a raised voice or less distance
between speaker and listener may be required. In general, noise levels
greater than 65 dBA can be interpreted as interfering with speech.
Betting windows and concession stands would be located inside the
grandstand, which would be enclosed on all sides except the side facing the
track. The roof of the grandstand would be insulated with a ceiling of
acoustically absorbing material. Shielding by the roof and the side walls
is expected to decrease both peak noise levels and the duration of noise
levels greater than 65 dBA. With the betting windows and concessions
located toward the back of the structure, aircraft noise impacts would be
limited to noise transmitted through the roof and noise reflected inside
the grandstand. Resultant aircraft noise levels inside the grandstand are
expected to be less than 65 dBA, which should not significantly interfere
with verbal communications.
The public address system would be used for announcing races, changes in
jockeys or horses, and other general information. Speakers would be
located both inside the grandstand and in the paddock area to serve stan-
dees. Sound levels would be adjusted to be audible over average background
noise. Aircraft noise would interfere with announcements at least in the
external standee area. This effect was also noted at Woodbine Racetrack in
Toronto but was not deemed a serious problem. The announcer was aware of
6/ Noise Effects Handbook, National Association of Noise Control Officials
(NANCO), EPA 550-9-82-106, July, 1981.
5-105
aircraft flyovers and when they interfered with announcements, he would
simply repeat the announcement. Similar measures at the Eagan site will
assure accurate communication of racing information.
Personal communications between racing fans will take place inside and out-
side the grandstand. Especially outdoors, aircraft flyovers will interrupt
conversation. People will adapt to these interruptions either by raising
their voices, moving closer to the person being spoken to, or waiting until
the aircraft has passed. Similar interruptions are likely to occur as a
result of the noise of the crowd itself. People would attend races for the
excitement of the track environment and noise is a part of that excitement.
Fans would be caught up in the spectacle of the race, the placing of bets
and the noise of the crowd. Amidst this environment, aircraft noise would
likely be perceived as only a minor nuisance.
5.9.2.2 Impacts on Horses
In order to address the impact of aircraft noise on the performance and
behavior of horses, a number of racetracks were contacted. Aqueduct
Racetrack in New York reported no effect whatsoever on the horses and cited
the fact that they would not still be successfully operating if there were
an impact. Hollywood Park in Los Angeles also reported no effect on their
horses and trainers could not recall any adverse reactions to aircraft
noise. Woodbine Racetrack in Toronto stated that young horses new to the
track may take a few days to become accustomed to aircraft noise but that
it was not considered a problem. Portland Meadows also reported that hor-
ses may be a little jumpy immediately after arriving at the track. A part
of this "jumpiness" could be attributed to the fact that the horse is in
new and strange surroundings. However, after a day or two the horses do
not even respond to aircraft flyovers. Portland Meadows is also right next
to a stock car and formula race car track and reported no adverse impacts
from these significant noise sources. Keeneland Racetrack outside of
Lexington, Kentucky is located just across a six -lane freeway from Blue
Grass Field. Keeneland reported that neither the sight nor sound of jets,
helicopters or small planes bothered the horses at all.
These examples show that noise effects on the horses at the Eagan site
would be minimal. Horses may need a day ortwo to get used to aircraft
flyovers, but no other special considerations are necessary.
5.9.3 SITE IMPACTS ON AIRPORT OPERATIONS
Any construction in the vicinity of an airport has the potential to impact
airport operations. The following four areas of concern were identified by
the Federal Aviation Administration (FAA).
• Building height
• On -site lighting
• Electronic interference
• Land use compatibility
5-106
Buildings which penetrate a line drawn from the end of the runways at a
slope of 100 to 1 are subject to FAA approval. At four miles from the air-
port, building heights would be limited to approximately 200 feet. None of
the structures on the project site would exceed this height so no inter-
ference with aircraft operations is expected.
On -site lighting is a concern due to potential interference with both pilot
and tower visibility. This is most often mitigated by using shielded
lighting directed towards the ground. To avoid impacts, the site lighting
plan would be submitted to FAA and the Metropolitan Airports Commission
(MAC) for approval.
The potential for electronic interference with the airport Is low since
airport communications rely on dedicated radio frequencies. Of the land
uses proposed, only the racetrack would have any unique electronic equip-
ment. To assure that no electronic interference would occur, the selection
and potential utilization of any electronic equipment at the racetrack
would be coordinated with and approved by FAA and MAC.
The issue of land use compatibility with the airport is addressed through
the Metropolitan Council Guidelines. As stated previously, all of the
potential site uses are either consistent with the guidelines or provi-
sional requiring acoustical construction to achieve 50 dBA interior noise
levels.
5.10 ECONOMIC IMPACTS
5.10.1 EMPLOYMENT
Employment opportunities would be created by any of the build alternatives
but not by the no -build alternative. Three types of jobs would be
available: construction jobs (temporary), seasonal jobs, and permanent
jobs. The seasonal jobs are associated only with the operation of the
racetrack. No estimate has been made of the number of secondary jobs
created by the economic effects of the build alternatives, although such
effects are discussed in a general manner in Section 5.10.2. The number of
primary jobs created varies with each build alternative.
5.10.1.1 Alternative 1
There would be no employment generated by Alternative 1. The land is
currently undeveloped with some farming taking place.
5.10.1.2 Alternative 2
Alternative 2 would create permanent and temporary employment opportunities
as itemized in Table 5-39.
5-107
Employment Source
Jockey Club
Concessions
Backstretch Trainers
Jockies
TOTAL
Table 5-39
Forecast Racetrack Employment
Seasonal Jobs
Source: Minnesota Jockey Club, 1983
394
150
700
35
Permanent Jobs
16
0
0
0
1,279 16
In addition, approximately 850 construction -related jobs would be created
by building the racetrack. This is based upon an assumption provided by
the Minnesota Department of Energy, Planning, and Development that one
construction -related job is generated for each $20,000 of commercial
construction investment.
The Minnesota Jockey Club estimates that the total annual racetrack payroll
would amount to approximately 84,500,000 and 840 of the 1,279 seasonal
employees would be hired locally. Most of the jobs would be low -skill and
low -pay.
5.10.1.3 Alternative 3
Alternative 3 would result in 1
associated with racetrack, reta
in 4,932 construction jobs. Ca
are given in Table 5-40 through
Activity
Retail
Office
Office -Showroom
TOTAL
* Includes
,279 seasonal jobs and 5,505 permanent jobs
it and office development; it would result
Iculations on which these figures are based
5-42.
Table 5-40
Forecast Construction Jobs
for Limited Mixed -Use Development
Floor Area
(Sq. Ft.)
419,000
876,000
746,000
Construction
Jobs Per Construction -Related
1,000 S.F. Jobs*
2.0
2.0
2.0
off -site jobs such as materials manufacturing.
838
1,752
1,492
4,082
Source: Minnesota Department of Energy, Planning, and Development;
BRW, Inc., 1984.
5-108
Table 5-41
Forecast Permanent Jobs
for Limited Mixed -Use Development
Floor Area Jobs/ Permanent
Activity (Sq. Ft.) 1,000 S.F. Jobs
Retail 419,000 1.0 419
Office 876,000 4.0 3,504
Office -Showroom 746,000 2.1 1,566
TOTAL 5,489
Source: BRW, Inc., 1984.
Table 5-42
Total Number of Jobs Forecast
for Alternative 3
Type of Job
Racetrack Construction
Mixed -Use Construction
Number
of Jobs
850
4.082
TOTAL CONSTRUCTION JOBS 4,932
Racetrack Seasonal 1,279
Racetrack Permanent 16
Mixed -Use Permanent 5,489
TOTAL SEASONAL JOBS 1,279
TOTAL PERMANENT JOBS 5,505
5-109
5.10.1.4 Alternative 4
Employment opportunities which would be created by Alternative 4 are shown
in Tables 5-43 through 5-45.
Table 5-43
Forecast Construction Jobs
for All Mixed -Use Development
Construction
Floor Area Jobs Per Construction -Related
Activity (Sq. Ft.) 1,000 S.F. Jobs*
Retail 419,000 2.0 838
Office 1,443,000 2.0 2,886
Office -Showroom 1,883,000 2.0 3,766
Research and
Development 567,000 3.0 1,701
TOTAL 9,191
* Includes off -site jobs such as materials manufacturing.
Source: Minnesota Department of Energy, Planning and Development; BRW,
Inc., 1984.
Table 5-44
Forecast Permanent Jobs
for All Mixed -Use Development
Floor Area Jobs Per
Activity (Sq. Ft.) 1,000 S.F. Permanent Jobs
Retail 419,000 1.0 419
Office 1,443,000 4.0 5,772
Office -Showroom 1,883,000 2.1 3,954
Research and
Development
TOTAL
567,000
Source: BRW, Inc., 1984
2.5 1.417
5-110
11,562
Table 5-45
Total Number of Jobs Forecast
for Alternative 4
Type of Job Number of Jobs
Mixed -use Construction 9,191
Mixed -use Permanent 11,562
5.10.2 ECONOMIC GROWTH
Primary, secondary and other economic growth impacts would be felt
throughout the local community and the Twin Cities Metropolitan Area as a
result of the construction and operation of the racetrack and/or the mixed -
use development. Primary benefits would include wages paid to employees on
the site or wages paid to other persons servicing the facilities (such as
cab drivers delivering visitors). Secondary benefits would include the
expenditure of primary wages for other goods and services. Regardless of
where in the metropolitan area the racetrack is eventually built, its pri-
mary and secondary economic benefits would be approximately equal in magni-
tude (assuming racetracks of equal scale and operation). Calculating the
actual dollar amount of primary and secondary economic growth is beyond the
scope of this EIS due to the many variables involved. However, relative
levels of economic benefit among the various alternatives are described below.
5.10.2.1 Alternative 1
No economic benefit would accrue from Alternative 1 since the land is
currently undeveloped with only minor amounts of farming taking place.
5.10.2.2 Alternative 2
The economic growth effects of only building the racetrack would include a
S4,500,000 annual payroll (as estimated by the Minnesota Jockey Club), 840
jobs for local residents, the 850 construction jobs previously estimated,
off -site primary benefits, and secondary economic impacts of an undeter-
mined amount.
Locating the racetrack in Eagan would generate economic growth at levels
approaching the maximum possible for the size of the facility and this
regional economy. There are two principal reasons for this. First, a
racetrack location in an area of intense industrial and commercial activity
would contribute to the achievement of an economic "critical mass" which
would produce mutually accelerating economic growth. Such mutual and
reinforcing economic activity would not be possible to the same degree if
the racetrack were built in a more isolated or less dynamic location.
The City of Eagan has recently experienced and should continue to
experience one of the highest levels of industrial, commercial, and resi-
dential development activity of any municipality in the Twin Cities
Metropolitan Area. This "critical mass" theory of sub -regional economic
vitality is demonstrated by major suburban shopping centers (such as
Southdale and vicinity) or the success of downtown economic triads of
retail, office, and residential development.
5-111
A second factor boosting the economic growth potential of the Eagan
racetrack site is its superlative access. The site has good proximity to
the bulk of the metropolitan area population, being situated approximately
midway between Minneapolis and St. Paul along the growing second -tier of
south surburban municipalities. The site will soon have access from I-35E
and 1-494 in addition to being served by TH 149 and TH 55. The
Minneapolis -St. Paul International Airport is only six miles away, South
St. Paul Municipal Airport four miles away, and St. Paul Downtown Airport
nine miles away. Good access aids racetrack attendance and its associated
economic benefits.
5.10.2.3 Alternative 3
Alternative 3 would produce all of the economic benefits of Alternative 2
plus others. Additional economic growth would be contributed by the
construction and operation of the mixed -use development. Moreover, this
commercial activity would greatly contribute to the achievement of the eco-
nomic "critical mass" described above.
5.10.2.4 Alternative 4
Developing the entire 449-acre site with retail, office, office -showroom,
and research and development facilities would be the most intensive use of
the site. This would produce the greatest degree of primary and secondary
economic growth of any of the four alternatives.
5.10.3 PUBLIC FISCAL IMPACTS
Each of the build alternatives would generate additional property tax reve-
nue for the City of Eagan, Dakota County, and School Districts 196
(Rosemount) and 197 (West St. Paul). However, each would also require that
additional public services be provided. These would include street, sewer,
water, and drainage system maintenance, and police, fire, and ambulance
services. These and other public facilities and services (such as
education) would also be required to support the residential and commercial
growth generated as an indirect result of this action.
There would be no direct costs to the City, County, or School District for
the development of any of the site -related improvements such as buildings,
roads, or utilities. These would be financed through a combination of
revenue bonds (not backed by the City), tax increment financing (TIF)
bonds, and special assessments.
5.10.3.1 Alternative 1
Alternative 1 would generate very limited amounts of property tax revenues
from the residential dwellings located on the site. Public service costs
incurred would be those associated with providing routine police, fire and
ambulance services.
5-112
5.10.3.2 Alternative 2
It is estimated that the racetrack facility alone would generate $1.1 to
$1.3 million (1984 dollars) annually in property tax revenue. The level of
public service required will not be great --certainly it would cost less
than the tax revenue available. However, increased taxes would not be
available from the racetrack site until retirement of the TIF bonds, which
would not occur until about 1999.
School impacts would be relatively small since there will be no housing on
the site, and only about 132 additional households would be attracted by
this and any ancillary employment opportunities. The approximate result
would be an additional 84 students. The Rosemount School District is
already growing rapidly and making plans for expansion while the West St.
Paul School District is declining and has room for additional students.
The need for additional police and fire services would be limited by
several factors. The racetrack would provide its own security force
trained in arrest procedures and first aid. There would be surveillance
cameras with access by the Eagan Police Department to monitor the money
room(s), grandstand, parking area, and, possibly, the stable area. The
Eagan Police Department would provide two officers on racing days to assist
with arrests but the cost of these personnel would be paid by the
racetrack. Racetrack security officers would also assist in traffic direc-
tion as needed.
The Eagan Police Department believes that criminal activity is a potential
problem in connection with a facility of this type, as with any development
that attracts large crowds of people. Based upon discussions with police
and track security directors from other sites, the Eagan Police Department
is confident that strong early and on -going law enforcement will greatly
discourage actions such as narcotics sales, uncontrolled gambling, assault,
theft, and prostitution. A close working relationship among the Eagan
Police Department, track security personnel, the Minnesota Bureau of
Criminal Apprehensions, and the National Thoroughbred Racing Protective
Association will also prevent many problems.
The racetrack would be designed for good emergency access, and automatic
fire suppression would be provided in the grandstand area, Jockey Club and
stables. Fire hose connections would allow fire trucks to be parked at a
distance from any actual involvement, and water mains would be looped to
provide sufficient water pressure. The racetrack would provide a small
quick -response vehicle to be kept on -site and operated by track personnel
for servicing small fires. Also, the racetrack would contract with a pri-
vate service for an on -site ambulance and trained life support personnel.
5.10.3.3 Alternative 3
The.development of the racetrack would have the public fiscal effects
described above; the mixed -use development would produce additional and
different impacts. The retail, office, and office -showroom facilities
(expected to be completed over a number of years) would increase the need
for police and fire protection, street and utility maintenance, and,
5-113
indirectly, education. On the other hand, the racetrack and mixed -use
development would produce between $9.3 and $12.8 million (1984 dollars)
annually in property tax revenue to be distributed to the City, County and
school districts. Commercial and industrial development is widely known to
have positive and beneficial public fiscal impacts, particularly when built
at relatively intensive levels, as Alternative 3 would be. Also, this pro-
perty would not be part of the TIF District and, thus, increased property
taxes would flow to the appropriate jurisdictions as soon as possible after
construction.
The retail, office, and office -showroom buildings would, of course, be
modern structures with fire suppression features, thus minimizing fire
hazards. However, the City of Eagan Fire Department would have to even-
tually increase its personnel and equipment to protect this and other com-
mercial, industrial, and residential growth. A high capacity pumper such
as an aerial water truck would be needed as the number of office buildings
in the area increases. An annual review of the types of calls and the
amount of manpower would reveal the need for such changes.
5.10.3.4 Alternative 4
As stated above, commercial and industrial development is known to more
than pay its own costs. If the entire 449 acres were developed into
retail, office, office -showroom, and research and development facilities,
the City, County, and school districts would realize a significant positive
fiscal effect. It is estimated that this alternative could produce annual
property tax revenues at completion of $18.5 to $25.7 million (1984
dollars). Alternative 4 is, thus, the most fiscally beneficial possibility
for the affected taxing jurisdictions.
5.11 COMMUNITY IMPACTS
5.11.1 POPULATION GROWTH
The City of Eagan is expected to experience significant growth in popula-
tion and households between 1980 and 2000, according to the Twin Cities
Metropolitan Council. Table 5-46 indicates that the City will grow by
approximately 15,600 persons and 6,300 households between 1980 and 1990
with an additional increase of 10,500 persons and 3,900 households by 2000.
This represents a 128 percent population increase over two decades. A
population estimate by the State Demography Unit of the Minnesota
Department of Energy, Planning, and Development indicates that Eagan is
growing according to forecasts, having a 1982 population of 23,590, a 14
percent increase over the 1980 U.S. Census figure.
5-114
Table 5-46
Population and Household Forecast
City of Eagan
1980-1990 1990-2000
Percentage Percentage
1980 1990 Increase 2000 Increase
Population: 20,400 36,000 76 46,500 29
Households: 7,050 13,350 89 17,250 29
Source: Development Framework, Metropolitan Development Guide, Twin
Cities Metropolitan Council, 1978.
The Cities of Mendota Heights and Inver Grove Heights, located just north
and east of the racetrack site, respectively, are also forecast to achieve
substantial increases in population and households. Table 5-47 indicates
that Mendota Heights should grow by approximately 3,200 persons (41
percent) during the 1980-2000 time period while Table 5-48 indicates that
Inver Grove Heights should increase by 11,700 persons (67 percent) during
that time. The City of Sunfish Lake is expected to grow by 350 persons
(100 percent) from 1980 to 2000, according to Table 5-49.
Table 5-47
Population and Household Forecast
City of Mendota Heights
1980-1990 1990-2000
Percentage Percentage
1980 1990 Increase 2000 Increase
Population: 7,800 9,000 15 11,000 22
Households: 2,200 3,000 36 3,700 23
Source: Development Framework, Metropolitan Development Guide, Twin
Cities Metropolitan Council, 1978.
5-115
Table 5-48
Population and Household Forecast
City of Inver Grove Heights
1980-1990 1990-2000
Percentage Percentage
1980 1990 Increase 2000 Increase
Population: 17,500 24,000 37 29,200 22
Households: 5,300 8,000 51 10,000 25
Source: Development Framework, Metropolitan Development Guide, Twin
Cities Metropolitan Council, 1978.
Table 5-49
Population and Household Forecast
City of Sunfish Lake
1980-1990 1990-2000
Percentage Percentage
1980 1990 Increase 2000 Increase
Population: 350 450 28 700 55
Households: 100 150 50 250 66
Source: Development Framework, Metropolitan Development Guide, Twin
Cities Metropolitan Council, 1978.
5.11.1.1 Alternative 1
If no development were to occur on the site during the 1980-2000 time
period, the population and household forecasts of Tables 5-46 to 5-49
should be slightly reduced because those forecasts assumed development of
this site.
5.11.1.2 Alternative 2
The effect of only building the racetrack on population and household
growth in Eagan and surrounding communities is expected to be minor. Only
16 full-time, year-round employees are anticipated for this facility.
Approximately 1,279 seasonal workers would also be hired, 840 of them being
local residents. If 25 percent of the full-time racetrack workers and 10
percent of the seasonal racetrack workers were to move into Eagan, Inver
Grove Heights, Mendota Heights, or Sunfish Lake, this would amount to 132
additional households (assuming one worker per household).
5-116
In addition, approximately 15 acres of ancillary commercial development is
expected to occur as a direct result of the racetrack. (Information
source: Twin Cities Metropolitan Council.) Based upon a floor -area ratio
of 0.2 and 1 full-time employee for 1,000 square feet of floor area, 131
full -time -equivalent jobs would be created. If 10 percent of these workers
were to move into the Eagan -Mendota Heights -Inver Grove Heights -Sunfish
Lake community, this would increase to 145 the number of additional house-
holds attracted. Assuming 2.5 persons per household, this equals 362 per-
sons. This total would be only 1.5 percent of these communities combined
1980-1990 estimated household and population growth.
5.11.1.3 Alternative 3
The effect on household and population growth of building the racetrack and
the mixed -use development would probably be less than the effect of the
land use assumptions in place at the time of the 1978 Metropolitan Council
population and household forecast. That population forecast assumed this
site would be developed as a regional shopping center.
Table 5-41 indicated the total number of jobs forecast for the limited
mixed -use development (5,489). Table 5-50, below, uses those employment
figures to calculate the number of additional households beyond Alternative
1 expected to move into the Eagan -Mendota Heights -Inver Grove
Heights -Sunfish Lake community as a direct result of the limited mixed -use
development (excluding the racetrack). That result is 1,056 households.
(It is assumed that the 15 acres of ancillary commercial development
discussed under Alternative 2 is included in this mixed -use development.)
Adding the 132 new households associated with the racetrack, the total
expected is 1,188 new households. This would equal 12.1 percent of these
municipalities' 1980-1990 forecast household growth. Using an estimate of
2.5 persons per household, the result would be an attraction of 2,970 per-
sons.
Table 5-50
Forecast of Households Attracted by the
Limited Mixed -Use Development
% Moving
Use Employees to Vicinity
Total
Household Increase
Retail: 419 10 42
Office: 3,504 20 701
Office -Showroom 1,566 20 313
TOTAL 1,056
Note: Table 5-50 does not include the 132 new households associated
with the racetrack.
Source: DEIS Table 5-41; SRN, Inc., 1984.
5-117
5.11.1.4 Alternative 4
Under Alternative 4, there would be 2,270 more households residing in the
Eagan -Mendota Heights -Inver Grove Heights -Sunfish Lake community than under
Alternative 1. Using an estimate of 2.5 persons per household, this
translates into 5,675 persons. This would result in the greatest popula-
tion growth of any of the alternatives considered and would probably exceed
the 1978 Metropolitan Council population forecast for 2000, since more
population would be attracted by these office and research facilities than
by a regional shopping center with office development as a secondary acti-
vity. Full development of this alternative would probably occur some time
after 2000, however, due to the size of the proposed development and the
numerous nearby industrial properties available. Table 5-51, below, indi-
cates the forecast of households attracted to the Eagan -Mendota
Heights -Inver Grove Heights -Sunfish Lake community under Alternative 4.
This table is based on the job estimates of Table 5-44.
Table 5-50
Forecast of Households Attracted by
All Mlxed-Use Development
% Moving Total
Use Employees to Vicinity Household Increase
Retail: 419 10 42
Office: 5,772 20 1,154
Office -Showroom: 3,954 20 791
Research and
Development: 1,417 20 283
TOTAL 2,270
Source: DEIS Table 5-44; BRW, Inc., 1984.
5.11.1.5 Population Impacts Summary
Under Alternative 1, the population of the Eagan -Mendota Heights -Inver
Grove Heights -Sunfish Lake community would be somewhat lower than forecast
for 2000 by the Twin Cities Metropolitan Council in 1978. Under
Alternative 2, vicinity population would also fail to reach the year 2000
forecast. Under Alternative 3, the vicinity population would probably be
approximately equal to the forecast, and under Alternative 4, vicinity
population would probably exceed the forecast levels.
5.11.2 HOUSING DEMAND
Housing construction in the Cities of Eagan, Mendota Heights, Inver Grove
Heights and Sunfish Lake has occurred at a relatively rapid rate in recent
years to accommodate the residential demand in this portion of the Twin
5-118
Cities Metropolitan Area. The City of Eagan approved 746 housing units in
1983, Mendota Heights, 62, Inver Grove Heights, 204, and Sunfish Lake, 3,
for a combined population increase of approximately 2,537 persons. New
housing needs are expected to accelerate over the next decade as Baby Boom
children form independent households. The private housing construction
industry, assisted to a very limited extent by public bodies, should con-
tinue to be able to meet this demand unless national interest rates once
again rise to heights experienced in the 1979-1982 period. If housing
supply problems of that magnitude were to occur, the Eagan -Mendota
Heights -Inver Grove Heights -Sunfish Lake community would be adversely
affected regardless of the action taken on these development alternatives.
5.11.2.1 Alternative 1
Under Alternative 1, housing demand would be somewhat less than would be
the case under any of the other alternatives.
5.11.2.2 Alternative 2
The housing demand generated by only building the racetrack would be
approximately 145 housing units, a relatively minor amount. No housing or
motel facilities would be built on the racetrack parcel. All employees
would have to find housing elsewhere.
5.11.2.3 Alternative 3
The effect on housing demand of Alternative 3 would be significant --
approximately 1,188 additional households -- but would likely be less than
the housing demand generated by the development of a regional shopping
center, as was presumed during the 1978 population forecast. Nearly all of
the households attracted to the Eagan -Mendota Heights -Inver Grove
Heights -Sunfish Lake community under this alternative would have at least
one member employed full-time in a retail or office setting and would, pre-
sumably, be able to afford market -rate housing. No housing would be built
as part of this alternative.
5.11.2.4 Alternative 4
An effect of Alternative 4 would be to attract approximately 2,270 addi-
tional households to the Eagan -Mendota Heights -Inver Grove Heights -Sunfish
Lake community and increase housing demand somewhat beyond previously fore-
cast levels. Even at this rate, however, it is anticipated that the pri-
vate housing construction industry could keep pace with the mixed -use
development. Once again, little or no public housing subsidies are antici-
pated to be necessary to adequately shelter the households attracted to the
community as a result of this alternative.
5.11.3 COMMUNITY PLANNING AND DEVELOPMENT
The City of Eagan has been planning for a major regional commercial complex
on the subject property since the early 1970s when Dayton -Hudson
Properties, Inc., purchased the site for that purpose. Since that time and
through the recent comprehensive planning process, the City has designed
5-119
its land use, transportation, utilities, and public facilities plans with
such a development in mind. Local controls, such as zoning, have also
reflected this intention of the City.
The City of Eagan Land Use Guide Plan has labeled this site Commercial
Planned Development (Figure 5-23). Despite the fact that the
current property owner does not intend to attempt to develop a regional
shopping center, the Commercial Planned Development designation for the
area has been retained with the intent of attracting development of
region -wide significance. Acceptable uses for this property, according to
the City of Eagan, Include commercial activities such as office, retail,
and office -showroom development as well as a racetrack facility.
Surrounding planned land uses in the Cities of Eagan, Mendota Heights,
Inver Grove Heights and Sunfish Lake include industry, general businesses,
and low-, medium-, and high density housing. Across TH 149 and TH 55 to
the west of the site, land is planned for industrial or general business
activity. Land south of Lone Oak Road is planned for mixed residential
uses (3-6 dwelling units per acre). Property east of the site is
designated for planned commercial development, as is a small tract imme-
diately north of the site along 1-494.
The site is zoned Planned Development. This zoning category permits such
planned uses as office, retail, office -showroom and other commercial acti-
vities such as the proposed racetrack. Figure 5-24 shows the current
zoning for the site and adjacent property.
The proposed racetrack site is within the City of Eagan's 1990 urban ser-
vice area, has excellent regional transportation access via 1-494, TH 149,
and TH 55, and can easily be served with municipal sewer, water, and
drainage utilities. (Refer to other sections of this DEIS for further
descriptions of traffic and utilities.)
The Twin Cities Metropolitan Council has reviewed the City of Eagan
Comprehensive Plan, including the City's Land Use Plan, and declared it to
be consistent with regional plans for highways, sewers, airports, and
parks.
5.11.3.1 Alternative 1
Alternative 1 would not be consistent with the City of Eagan Land Use Guide
Plan.
5.11.3.2 Alternative 2
Alternative 2 would be generally consistent with the intentions of the City
of Eagan but would not totally fulfill the City's hopes for the site.
5.11.3.3 Alternative 3
Alternative 3 would be consistent with the City of Eagan Land Use Guide
Plan and other elements of its Comprehensive Plan.
5-120
1
1
1
1
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MDR- Medium -Density Residential
▪ HDR- High -Density Residential
LB- Limited Business
1 GB- General Business
▪ 1- Industry
P- Park
1
Figure 5-23
Land Use Plans
Laukka-Beck
Minnesota Jockey Club
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R-4
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Thomas
Ac+ my
I-IE/OHTS
LONE OAK RDx
EAGAN
-n
Agriculture
Low -Density Housing
High -Density Housing
High -Density Housing
Retail Business
General Business
Limited Business
Limited Business
Regional Shopping Center
. I ti 'L1lI/�l`�i2 �i F11 /.A S . . i.20. 10 ` , ��j
I1,� „�"`off ``�—JI vl C1`,
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Figure 5-24
Existing Zoning
Laukka-Beck
Minnesota Jockey Club
1' 2000' I
IIIRV 'NY W Y,t
Nt,xO=t worn .,t,0 ,An., u,RYNEf ,Nl
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5.11.3.4 Alternative 4
Alternative 4 would also be consistent with the City of Eagan Comprehensive
Plan.
5-125
6.0 MITIGATION MEASURES
6.0 MITIGATION MEASURES
6.1 TRAFFIC
The results of the capacity analysis indicate that given the road system
and intersection traffic controls identified in the inventory section of
this document combined with the forecast traffic volumes documented in the
analysis section, some congestion on the regional road system would occur
regardless of which development alternative is actually implemented.
Therefore, a variety of mitigating measures were developed and evaluated.
Measures for the development alternatives which included a racetrack con-
sisted of the following:
• Roadway modifications.
• Enhancing transit usage.
• Modified racetrack operations.
• Extra/special traffic control measures.
The mitigating measures evaluated for the mixed -use only alternative con-
sisted of modifying both the type and intensity of land use currently pro-
posed for the site, in addition to the previously mentioned roadway and
transit features.
The selection of the mitigating measures presented in the paragraphs below
was based on the following assumptions:
• Level of Service D is an acceptable level of traffic operations
along the regional roadways during peak weekday traffic periods.
Therefore the roadways should either be designed or modified to pro-
vide this level of operation.
• Levels of Service E and F are highly undesirable; however, it would
not be prudent to modify the regional road system to provide a
higher level of traffic operations if the events causing the
problems only occur several times each year. In this case, other
types of mitigating measures are more appropriate.
None of the development alternatives would require any immediate changes in
the regional road system in order to provide acceptable levels of operation
on weekdays. However, by the year 2000 all development alternatives would
6-1
require some roadway modifications in order to provide the minimum Level of
Service D operations during the peak weekday travel periods. The required
changes include the following:
• TH 149 - 1-494 North Ramp Terminal. The construction of a free
right -turn island in the southeast quadrant of the intersection
would eliminate the heavy volume of turning traffic being influenced
by the operation of the traffic signal. This would result in an
improvement in intersection operations.
• TH 149 - 1-494 South Ramp Terminal. The widening of the eastbound
off -ramp to provide a total of three lanes - one right -turn lane and
two left -turn lanes -- would reduce the lane volumes sufficiently so
that the required level of traffic operations would be achieved.
The developer would work with the City of Eagan and Mn/DOT in order to
ensure the implementation of these minor modifications.
One additional roadway modification would be required prior to full devel-
opment of the site. This modification consists of reconstructing Lone Oak
Road to the 52-foot, four -lane facility currently proposed in Dakota
County's long range transportation plan. Since this improvement is not
currently programmed for construction and is not immediately needed, the
developer would donate to the County sufficient right-of-way to accommodate
the future construction.
These three roadway modifications would result in acceptable levels of
weekday traffic operations for the development alternatives including the
racetrack. However, the mixed -use only alternative would require addi-
tional mitigation efforts. Therefore, if this development alternative is
selected the site plan will be modified, even though it is in conformance
with current local and metropolitan area guidelines, to provide either less
total development or substitute land uses which result in fewer total trips
being generated by the site. Additional transportation analysis would then
be completed to ensure that a minimum Level of Service D operation is pro-
vided at all of the intersections along the regional road system.
Tables 6-1 through 6-4 indicate the resulting level of service at the at -
grade intersections around the site if the proposed roadway modifications
are implemented.
The capacity analysis indicated that there would be significant congestion
during the peak arrival and departure periods associated with peak weekend
and peak seasonal racetrack events. The following mitigations would be
proposed to lessen the impact of and to satisfactorily handle these peak
event crowds.
• Enhance Transit Usage - In order to enhance transit usage and to try
to achieve a higher modal split the developer would:
- Provide a satisfactory layover facility on the site to allow
current MTC local bus routes to be extended to serve the facil-
ity.
6-2
Intersection
Table 6-1
Alternative 2
1986 Intersection Levels of Service
(includes mitigation measures)
Peak Weekday
Peak Seasonal
Peak Saturday Event
3-4 PM 4-5 PM 8-9 PM 1-2 PM 6-7 PM 1-2 PM 8-9 PM
1-494 - TH 149 A A C A A A F
North Ramp
1-494 - TH 149 C A A A B D E
South Ramp
TH 149 - A A B A D A F
Blue Gentian
TH 149 - A A A A C A F
North Entrance
TH 149 - A A A A B A" F
South Entrance
TH 55 - TH 149 - B A A B A" C A
North Junction
TH 55 - Lone A A A A A C C
Oak Road
TH 55 - TH 149 - A A A A A A
South Junction
Lone Oak Road - A A A A A A
South Entrance
Lone Oak Road - A A A A A A A
Argenta Trail
Argenta Trail - A A A A A A A
Blue Gentian
Blue Gentian - A A A A A A A
NE Entrance
Blue Gentian - A A A A A A A
NW Entrance
International A A A C F F F
North
International A A A A A F D
South
Ramp to 1-494 A A A A C A F
WB
* Probable congestion on one approach due to heavy turning volume.
6-3
1
Intersection
Table 6-2
Alternative 2
2000 Intersection Levels of Service
(Includes mitigation measures)
Peak Weekday
Peak Seasonal
Peak Saturday Event
3-4 PM 4-5 PM 8-9 PM 1-2 PM 6-7 PM 1-2 PM 8-9 PM
I-494 - TH 149 A A A A F A F
North Ramp
1-494 - TH 149 A A A E
South Ramp
TH 149 - A A D
Blue Gentian
TH 149 - A A C
North Entrance
TH 149 - A A A
South Entrance
TH 55 - TH 149 - A A A C"
North Junction
D
B
TH 55 - Lone A A A A
Oak Road
TH 55 - TH 149 - A A A A
South Junction
F
F
F
F
A
A
Lone Oak Road - A A A A A
South Entrance
Lone Oak Road - A A A A
Argenta Trail
F
F
D B
A
A A
Argenta Trail - A A A A A
Blue Gentian
Blue Gentian - A A A A A
NE Entrance
Blue Gentian - A A A B A
NW Entrance
International B A F C
North
International A A A A
South
F
F
Ramp to 1-494 A A C A F
WB
* Probable congestion on one approach due to heavy turning volume.
A
A
A A
A A
A
F F
F F
A F
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
6-4
1
Intersection
Table 6-3
Alternative 3
2000 Intersection Levels of Service
(Includes mitigation measures)
Peak Seasonal
Peak Weekday Peak Saturday Event
3-4 PM 4-5 PM 8-9 PM 1-2 PM 6-7 PM 1-2 PM 8-9 PM
I-494 - TH 149 A A A A F A F
North Ramp
I-494 - TH 149 D C D F F F F
South Ramp
TH 149 -
Blue Gentian
TH 149 -
North Entrance
TH 149 - D B A D F D F
South Entrance
TH 55 - TH 149 - C B A C A* D* F
North Junction
TH 55 - Lone D A A C A E B
Oak Road
TH 55 - TH 149 - A A A A A A A
South Junction
Lone Oak Road - B" A A
South Entrance
Lone Oak Road - A A A A A A A
Argenta Trail
Argenta Trail - A A A A A A A
Blue Gentian
Blue Gentian - A A A A A A A
NE Entrance
Blue Gentian - A A A A" A A A
NW Entrance
International A A F F F F F
North
International A A A C F F F
South
Ramp to 1-494 A C D A F A F
WB
* Probable congestion on one approach due to heavy turning volume.
6-5
Table 6-4
Alternative 4
2000 Intersection Levels of Service
(Includes mitigation measures)
Intersection
1-494 - TH 149
North Ramp
1-494 - TH 149
South Ramp
TH 149 -
Blue Gentian
TH 149 -
North Entrance
TH 149 -
South Entrance
TH 55 - TH 149 -
North Junction
TH 55 - Lone
Oak Road
TH 55 - TH 149 -
South Junction
Lone Oak Road -
South Entrance
Lone Oak Road
Argenta Trail
Argenta Trail
Blue Gentian
Blue Gentian -
NE Entrance
Blue Gentian -
NW Entrance
International
North
International
South
Ramp to 1-494
WB
6-6
Weekday
4-5 PM
F
F
F
E
c
E
B
A
B
A
A
B
D
A
A
F
- Provide separate, priority access to the grandstand area for
local, express, and charter buses. This would eliminate the
situation where buses have to wait in the queue of cars for
access to the parking area.
- Work with hotel and restaurant associations in the area in
order to establish an efficient charter bus operation.
These transit measures are aimed at improving the weekend racetrack
situation. However, the improvements regarding local bus service
would also have a positive impact on weekday operations, especially
if some type of mixed -use development is implemented. Because of
these positive impacts the developer would work with the MTC to
develop a transit plan for the entire site. This plan would include
the previously mentioned layover facility plus a series of strate-
gically located passenger waiting shelters and roadways designed to
accommodate large transit vehicles.
• Modified Racetrack Operations - The congestion problems during the
peak arrival and departure periods would be due in part to the very
high percentage of people arriving in the hour prior to racing and
departing in the hour following racing. In order to lower these
peak hour fractions and to stretch these peak periods over a longer
time, the developer would encourage people to come early and stay
late. This would be accomplished by providing special attractions
both before and after the racing.
• Extra/Special Traffic Control Measures - The large number of
vehicles turning into and then out of the site would create special
traffic control problems. In order to effectively and efficiently
handle these large volumes a traffic control plan would be developed.
The development of the plan would be coordinated with the City of
Eagan and Mn/DOT and would include provisions for the following:
The racetrack operators would provide trained personnel
(off -duty police officers) to direct traffic at all entrances
to the site during both the peak arrival and departure periods.
- During the peak arrival period the inside, southbound through
lane of TH 149 would be closed so that dual left -turns can be
made into the site.
During the peak departure period operations on the internal
streets would be controlled to provide a one-way outbound flow.
This would allow segregating the traffic flows and dual right
and left turns out of the site. Also during this time, por-
tions of the internal street system would be closed in order to
eliminate the possibility of crossing conflicts at intersec-
tions or exits from the parking lots.
- During the arrival period, parking lots would be managed to
prevent queuing at the entrances from impacting operations on
the regional road system.
6-7
6.2 NOISE
6.2.1 TRAFFIC NOISE
Based on the traffic noise analysis, the major traffic noise impact in the
project area would occur as a result of the construction of 1-494. Although
1-494 as proposed will be constructed in a cut through the project area,
state standards at nearby receivers will be exceeded. No additional noise
abatement is planned for 1-494 since noise at sensitive receivers impacted
by 1-494 will not exceed the federal noise abatement criteria of L10 70 dBA.
Additional noise impacts would occur along Lone Oak Road west of the site
entrance (Areas A and C). This area would experience significant (>3 dBA)
increases in noise levels but would remain below state standards except
under Alternative 4. Mitigation through the use of noise barriers is not
possible due to the lack of access control on Lone Oak Road. Similarily,
noise in excess of state standards along TH 55 (Area B) cannot be mitigated
due to the lack of access control. Thus, no traffic noise mitigation
measures are proposed.
6.2.2 RACETRACK NOISE
Noise from racetrack crowds and the public address system under Alternative
2 and 3 has the potential to adversely impact at least 9 residences mainly
south of Lone Oak Road. The sound system would be oriented toward the
grandstand so apeaker noise would be directed away from these residences.
Plans for the racetrack site include an earthen berm along the north side
of Lone Oak Road high enough to block the line of sight from the road to
the grandstand. This berm would also serve to reduce racetrack noise
impacts on residences south of Lone Oak Road.
The level of mitigation which this berm would provide is difficult to esti-
mate. A berm which blocks the line of sight from a sensitive receiver to a
traffic noise source would be expected to reduce noise levels by 5 to 10
dBA depending on the distances from the road and receiver to the berm.
However, crowd noise has different properties than traffic noise; it peaks
at different frequencies and has a different time distribution. Traffic
noise mitigation is well documented and can be predicted with a reasonable
degree of accuracy, but such proven methods do not exist for crowd noise
mitigation. Thus, although the berm would cause some noise abatement, the
level of abatement cannot be accurately estimated.
6.2.3 CONSTRUCTION NOISE
Construction noise impacts would occur at sensitive receivers within
approximately 1,100 feet of the edge of the project site. The berm planned
for the north side of Lone Oak Road would serve as a barrier to shield the
residences south of Lone Oak Road from additional construction noise. This
berm would be constructed during the first phase of construction which is
site grading. Other construction noise mitigation measures would include
the use of properly muffled equipment, locating stationary equipment as far
from residences as possible, and shuttinf off idling equipment. These
measures would help to reduce the temporary impact of construction noise.
6-8
6.3 ANIMAL WASTE AND PESTS
Following is a discussion of measures to minimize environmental impacts
which could result from animal waste and pests associated with the
racetrack facilities proposed under Alternatives 2 and 3. If either alter-
native is selected as the preferred development alternative, the final EIS
will recommend a specific method of manure management along with reasons
for selection and any required measures to minimize the impacts of the
selected alternative.
6.3.1 ANIMAL BEDDING
The most frequently chosen bedding materials are straw or wood by-products
such as wood shavings, wood chips, or sawdust. Occasionally, cornstover
(dried corn stalks) may be used. Wood by-products are frequently used in
cases when it is necessary to carefully manage a horse's weight.
The use of straw is encouraged by track operators because it decomposes
much more readily than wood by-products, resulting in a marketable com-
modity. Attempts are made by track operators to discourage the use of
unmarketable wood by-products. Often, owners desiring to use wood by-
product bedding materials are subjected to additional bedding material
charges and/or the responsibility of independently contracting for
disposal. Depending upon the manure disposal alternative, wood chips,
sawdust or shavings may or may not be a problem and in some cases are
desirable as a bulking agent.
6.3.2 PROCESSING MANURE
Several alternatives for processing and utilizing animal waste are
available. Each method has certain advantages along with certain
limitations. This section describes various methods which are
commonly used to process manure, along with some new
methods which rely on recent technological innovations in the handling of
animal wastes. It is not the intent of the DEIS to describe in detail the
technical aspects of each process but to draw attention to the various
methods available for animal waste processing. Continuing evaluations will
be made of each alternative throughout the EIS process. Based on these
evaluations, along with continued consultation with representatives of PCA,
an appropriate method will be selected prior to completion of the Final EIS
(if either racetrack developmentalternative is selected) and described as
required by the PCA Animal Feedlot, manure storage, and composting permits.
Application for the necessary permits will be processed subsequent to
approval of the FEIS.
If either Alternative 2 or 3 is selected as the preferred development
alternative, a manure management plan will be prepared based on the
selected method of manure disposal and described in the FEIS as well as in
the appropriate permit applications. This manure management plan for the
selected disposal method will provide the following information as
requested by MPCA.
6-9
• Identification of the volume and amount of manure generated.
• Description and evaluation of the collection system including equipment
types, collection frequency and any washing procedures.
• Description of the transportation methods including frequency, number
of trucks, and any special handling methods.
• Description and evaluation of all treatment and storage alternatives
including composting. The location, duration of treatment and storage,
air and water quality controls, anticipated environmental impacts, and
mitigation measures will be discussed.
• Description and evaluation of the proposed final disposal or utiliza-
tion method. This will include potential markets and contingency
disposal and transportation methods in the event of failure of the
selected disposal or utilization method.
One problem is common to all methods of manure collection and handling.
The combination of multiple owners and employees may result in the mixing
of debris and litter (such as pop cans, medicine bottles, disposable
syringes, horseshoes, towels, and paper) with the manure.
Such debris is unsightly in the field, and can result in costly equipment
breakdown and down time during critical harvest periods. This debris would
also be a problem in composting processes or in anerobic digestors.
Specific measures will be identified in the FEIS to deal with the trash
problem so that the final animal waste product is relatively trash -free.
6.3.2.1 On -site Manure Collection and Handling
Manure is removed from the stalls at least once daily and frequently twice
or more times depending upon the individual management approaches of each
trainer. Manure is placed either in baskets or bags made from oat sacks.
The bags have a length of rope tied to each corner so they lie flat when
the stall in being cleaned and then can be bunched together to contain the
manure so it can be carried to the appropriate disposal container. As
described previously, these dumpsters would be located at either end of the
stable building. Each dumpster would be emptied daily into a larger truck
for transfer of the manure for off -site disposal. Alternative disposal
techniques are described later.
Contractual agreements would be negotiated with trash haulers to ensure
prompt removal according to specified terms. A second contract might be
needed with a back-up hauler in case the hauler with the primary contract
is for some reason unable to meet contractual obligations. Temporary
storage (2-4 days) would be provided on the site for emergency use. This
storage would accommodate up to 1,500 cubic yards of manure and would con-
sist of a cement pad about 50 feet by 50 feet surrounded by a low berm to
prevent leachates from polluting the surrounding area or affecting water
quality in the wetlands. Storage of the manure for longer than 4 days is
not desirable because flies and odors could become a problem. Manure would
be removed from the racetrack daily including weekends and holidays.
6-10
6.3.2.2 Off -Site Handling and Disposal
There are several ways of handling manure once it has left the racetrack
site. Several environmental considerations apply to the alternatives in
general. Improperly handled or stored manure, particularly volumes such as
will be generated by the racetrack operation, can result in impacts on sur-
face and groundwater quality. These problems are the result of improper
storage and handling where leachates from the manure either run off the
storage area or enter the subsurface water table through percolation.
Other problems associated with improper handling are flies and odors. None
of the problems are insurmountable and can be successfully dealt with using
sound management procedures. Selection of the storage and manure pro-
cessing area must be sensitive to surrounding land uses to avoid to the
greatest extent possible complaints about equipment noise, odors and
infringement upon property boundaries. Potential runoff problems and other
water quality problems can be solved by constructing the storage area so
that it has an impermeable base. An ideal base material is concrete. A
less desirable but satisfactory base material is rolled clay. Clay has the
disadvantage of being difficult to work in under wet conditions but is more
economical. Any manure storage must be designed to prevent leachates from
leaving the storage site. This may be accomplished by gradually sloping
the storage area and surrounding it with a berm on three sides. Any runoff
and leachates are then contained within the storage area.
Odors from decomposing manure may be controlled by turning the manure fre-
quently and by using fresh manure on top of the compost pile to naturally
filter out odors.
Manure application rates per acre would be determined based upon soil tests
of the fields to which the manure is to be applied and upon the fertility
of the manure which would be determined by analysis. Estimates of land
required based on the average nitrogen content of horse manure and the
nitrogen requirements for 150 bushel/acre corn on ground of average fer-
tility indicate that about 195 acres of land would be required for manure
disposal. Since horse manure is relatively low in phosphorous and
potassium; these elements would need to be added by using inorganic fer-
tilizers to meet the growing requirements of corn. Application rates for
other crops would vary because they have different fertility requirements.
The application rate for corn would be about 15 tons/acre. The manure pro-
duced by 1,100 horses would be sufficient to fertilize 1.6 acres/day.
Using large modern equipment, it would require about four manure spreader
loads/day to dispose of this quantity of manure. Depending on hauling
distance to the field, about two man hours/day would be required to move
the manure from the storage area to the field. Approximately 240 man hours
would be required to spread one season's accumulation of horse manure from
1,100 horses. Utilizing a crew of four persons, one operating a loader and
three hauling manure, this quantity of manure could be spread in approxi-
mately 40 to 50 hours.
6-11
6.3.2.3 Conventional Field Spreading Without Composting
This process involves the immediate and direct spreading of fresh manure
and bedding onto crop fields. This method has the advantage of taking
full advantage of the nutrient content of the manure particularly if it is
worked into the ground immediately after spreading.
There are some special management requirements associated with this method
of manure disposal. The racing season coincides with the growing season.
Consequently some crop land would need to be taken out of production in
order to spread the manure directly onto the fields. Some organic matter
may be lost from the manure due to blowing of dry bedding material. Blowing
straw could also create a litter problem. Some potential for surface water
pollution exists if proper application procedures are not followed and the
manure is not tilled into soil until several days after application.
Since fields must be (allowed, lack of proper soil management including the
maintenance of a cover crop could result in soil erosion problems. Control
of weeds in fallow fields is also necessary.
Temporary storage facilities, large enough to accommodate up to 14 days
accumulation of manure, would be required for periods when weather con-
ditions prohibit immediate field spreading.
6.3.2.4 Conventional Field Spreading After a Storage Period
This process involves the application and incorporation of manure on fields
after crops have been harvested. This method of manure spreading better
fits the time schedule of farmers in this area. It eliminates the need for
crop fields to remain fallow during the growing season, allowing more effi-
cient land use. It leaves less bare soil exposed and demands less tillage,
reducing the potential for topsoil erosion. A specific application period
minimizes the possibility of subjecting freshly manured fields to rainfall
resulting in nutrient run-off and surface water pollution.
The manure storage period would be no longer than four months depending
upon cropping patterns of landowners. Spreading would take place in later
summer or early autumn after crops are harvested. An estimated 3,960 tons
of manure and soiled bedding would be produced during the 120 day racing
season. To accommodate this quantity of manure, a storage area of one to
two acres would be required if the manure were stacked nine feet deep. (It
has been assumed each horse would produce 1/4 to 1/3 cubic yard of manure
and soiled bedding per day. The racetrack would initially stable a maximum
1,100 horses).
Careful selection of the location and design of the storage facility would
be required to eliminate any potential for either groundwater or surface
water pollution.
6.3.2.5 Landfilling of Manure
Landfilling of animal wastes is prohibited by the Metropolitan Council in
any of the Metropolitan Twin Cities Area landfill sites and is prohibited
by the Minnesota Pollution Control Agency statewide. This option will not
be considered for the FEIS.
6-12
6.3.2.6 Selling of Manure to Mushroom Farms
Interviews with other racetrack operators or managers (Belmont Park,
Keenland, Turf Paradise, and Arlington Park) and information about other
racetrack operations provided by the Metropolitan Council indicate many
racetracks contract with mushroom farms for the disposal of horse manure
and straw bedding. Mushroom farms accept only manure and straw. Other
arrangements must be made for the disposal of manure mixed with wood
by-products.
Manure used as a growth medium for mushrooms does not completely break
down. Appropriate disposal of the resultant compost would still be
necessary.
6.3.2.7 Anaerobic Digestion
During this process of manure degradation, heat, methane gas, and a stable,
nutrient -rich by-product are produced. Anaerobic (without oxygen) digestion
of the manure takes place in two phases. One group of bacteria acts to
produce acids from organic matter. A second group of bacteria then con-
verts these acids to biogas (60% methane, 40% carbon dioxide). An optimum
temperature for this process is 95°F.
The heat can be captured and utilized and the methane gas can be converted
to electricity. The resultant by-product of the digestion process, is
slightly less in volume and about equal in weight to the organic matter
prior to digestion. It has a high nutritional value and can be used as
either a fertilizer or animal feed supplment. Presently, no market exists
for its use as a feed supplement.
Anaerobic digestion is most ideally suited to wet manure. Horse manure is
dry, meaning it is composed of a high percentage of bedding materials.
Bedding materials, such as straw, wood chips, and sawdust, contain lignin
which does not digest well. For degradation of dry manures such as horse
manure, a dry digestor would be required. The technology for dry digestors
is still evolving. This option will not be considered for the FEIS.
6.3.2.8 Thermophilic, Aerobic Composting
Thermophilic, aerobic composting is a process in which, as temperatures
increase in composting, certain micro-organisms which thrive at temperatures
of 45 to 65° C. Sufficiently high temperatures are attained to destroy
pathogenic organisms and weed seeds. Certain requirements must be met for
this process to work most efficiently. The carbon/nitrogen ratio of the
organic matter must be about 30:1 because micro-organisms consume about 30
parts carbon for each part of the nitrogen. The moisture content of the
material to be composted should be in the 40 to 60 percent range. A
moisture content of less than 40 percent limits microbial growth.
Aeration is essential for the development of thermophilic micro-organisms.
Proper aeration ensures rapid decomposition and odor abatement. Aeration
may be provided by mechanically turning the compost pile on a weekly basis
or by utilizing a forced air system to draw air through the compost using
perforated piping and an exhaust fan.
6-13
Composting piles may either be windrows or cones except that windrows are
more effective for handling large volumes of compost.
Compost piles need to be formed either on cement pads or on a rolled clay
or other impervious base.
6.3.2.9 The Dickey Natural System
The Dickey Natural System is a relatively new composting process.
The process involves the use of bedding material comprised of dried and
processed chopped corn stalks. A combination of natural ingredients are
added to reduce odor, improve sanitation, and cause the beginning of break-
down of the bedding product as animal waste is added.
Upon arrival at the processing site, the cornstalk/manure mixture is place
on concrete beds and saturated with water. The beds are then covered with
heavy plastic; this is a method of composting. Within 24 hours, the manure
reaches a temperature of 160* which is retained for a period of 3-4 weeks.
The plastic covering and the extreme heat prevent the manure from becoming
a breeding ground for tiles. The intense heat also kills the otherwise
troublesome weed seeds frequently found in composted horse manure.1/
This efficient process make this method of composting feasible for pro-
cessing large quantities of manure. This composting process has been
devel-oped to minimize the potential for ground and surface water pollu-
tion, and fly breeding. The process can decompose small quantities of wood
by-product bedding sometimes used by some owners at racetracks, thus elimi-
nating the need for long-term storage until breakdown is complete. The
additives used in the cornstalk bedding result in a product horses find
unpalatable, thus reducing the need to use slowly decomposing wood by-
products as bedding materials; however, horse owners accustomed to using
straw bedding may be reluctant to adopt the use of shredded corn stalks as
bedding.
6.3.3 PEST CONTROL
6.3.3.1 Rodents
If a rodent problem were to occur at the proposed racetrack, a management
program would be in
program as outlined
would be followed.
tions, the eliminat
grain storage areas
permanent basis.
itiated after initial extermination was completed. A
in Midwest Plan Services' publication, Horse Handbook,
This would include the installation of poison bait sta-
ion of protective cover, and the rodent -proofing of
. These management techniques would be maintained on a
1/ Source: Pat Dickey, Dickey Natural Systems, Inc. - Personal Interview
and Corporate Data Sheet.
6-14
6.3.3.2 Mosquito Control
The following method for mosquito control under Alternatives 2 and 3 are
recommended by the Metropolitan Mosquito Control Commission for the racing
season (June 15 to September 15): The grandstand area should be sprayed
with Resmethrin, at a rate of .0035 lbs. active ingredient per acre, in
aeresol form, before each activity. Resmethrin is labeled for this purpose
and approved by the U.S. Environmental Protection Agency (Registration No.
432-667). If Mercury Vapor lighting instead of Sodium Discharge lighting
is used, spraying around the lights would be necessary also.
6.4 SOLID WASTES
Solid waste generated at the racetrack facility under Alternatives 2 and 3
would be collected by racetrack employees. After an event, racetrack
workers would collect the solid waste from the grandstands and adjacent
parking areas. The waste would then be transferred to the designated land-
fill site. Solid waste disposal for the proposed mixed -use portions of the
site proposed under Alternatives 3 and 4 would be the responsibilities of
the individual property owners.
Solid wastes associated with Alternatives 2, 3 and
from the proposed site to the Pine Bend Landfill s
Inver Grove Heights. It is estimated this landfil
capacity until the year 2003. At that time, it is
landfill site will be designated to serve this reg
6.5 WATER QUALITY
6.5.1 STORMWATER
4 would be transported
ite located in southern
1 site will not reach
anticipated another
ion.
The stormwater management program proposed under Alternatives 2, 3, and 4
would be consistent with the adopted Comprehensive Storm Sewer Plan for the
City of Eagan.
The plan for this general area is to provide short-term detention of excess
surface waters and reduce the peak discharge into downstream facilities.
The allowable discharge for the 600 acres involved in the subbasin would be
20 cubic feet per second (cfs) which would include some surface runoff from
TH 149 that would have direct access to the storm sewer system without
passing through detention areas.
A network of four interconnected stormwater holding ponds is proposed to
control the amount of stormwater leaving the site, and to improve the water
quality prior to discharge off -site. These ponds would include a com-
bination of deep open water plus shallow water with emergent aquatic vege-
tation. The aquatic vegetation would capture and utilize excess nutrients
on site rather than allow these nutrients to pass downstream into the
Minnesota River. The vegetation would also serve as a sedimentation trap
and filter to keep the solid materials on -site. In those areas of the
ponds where sedimentation build-up occurs, maintenance would be performed
as required.
6-15
In considering alternative methods of handling the surface water runoff
there is only one other possible solution: the installation of large pipes
to pass the design storm 'runoff. This would require that the City of Eagan
modify thousands of feet of downstream storm sewers that were just recently
installed. The implication of this action would be contrary to present
objectives in the management of surface waters. The use of large pipes for
direct flow to major channels provides no treatment of excess surface
waters, and does not provide any opportunity to maintain or improve wetland
habitat.
The plan for management of the site's surface water is to maintain a philo-
sophy consistent with the approved Comprehensive Storm Sewer Plan for the
City of Eagan. The ponding areas would be utilized for the short term
detention of surface waters and to reduce rates of discharge to downstream
facilities. Figure 6-1 shows the proposed stormwater management ponding
system.
6.5.2 WASTE WATER
Waste water generated on the project site under Alternatives 2, 3, and 4
will be treated at the Seneca Waste Water Treatment Plant. The Seneca
Treatment Plant has a design treatment capacity of 24 million gallons per
day (gpd). Presently the plant is estimated to be operating in a range of
50 to 75 percent of capacity. Design capacity is expected to be reached in
5 to 10 years.
Figure 6-2 shows a proposed sanitary sewer system designed to serve the
site under Alternatives 2 and 3.
6.5.3 ANIMAL CARE WASTEWATER
Under Alternatives 2 and 3, specific areas would be provided for horse -
owners desiring to cool down and wash their horses with either the sponge
and bucket technique or the hose technique. These areas would be equipped
with catch -basins to direct the runoff water into the sanitary sewer
system.
Monitoring wells would be required and would be placed in strategic areas,
to ensure that groundwater contamination does not result from animal
washing or other racetrack operational procedures. This monitoring would
be conducted by a qualified water quality analysis firm. Water quality
monitoring could also be conducted at the stormwater out -flow point from
the site to ensure that stormwater leaving the site meets the established
standards for the receiving body of water.
6.5.4 EROSION CONTROL
The site would need to be regraded under alternatives 2, 3, and 4 to pro-
vide suitable grade conditions for construction of the racetrack and/or
mixed -use development. To ensure the protection of water quality, a
detailed erosion control plan would be developed for the selected alter-
native to address: (a) control of the siltation that could occur during
the construction phase, and (b) provision of suitable ground cover as soon
6-16
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Figure 6-1
Grading and
Storm Drainage
STORM WATER RUNOFF COEFFICIENTS
STABLE AREA
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IT▪ OAT1 A PATTIE/NO •C• sabsa: 0.11.
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Figure 6-2
Sanitary
Sewer
890 RIM ELEVATION
878 INVERT ELEVATION
LATERAL BENEFIT
as construction has ceased, to reduce downstream siltation. The erosion
control plan for the project would incorporate state-of-the-art measures
for controlling erosion and subsequent siltation. It would include the use
of silt -stop devices placed downstream of excavation, check dams, and
restoration after grading. The erosion control plan will be part of the
FEIS.
6.6 WETLANDS
While Table 5-34 indicates that Type 1 and 2 wetlands wou
as a result of the construction of Alternatives 3 and 4,
possible to replace some of these wetlands on the fringes
4 wetlands, depending upon the design of these stormwater
porating shallow fringe areas in certain peripheral areas
would be possible to create Type 1 or Type 2 wetland cond
encouraging shallow water vegetation to develop.
Id be eliminated
it would be
of the Type 3 and
ponds. By incor-
of the pond, it
itions, thereby
Other measures for mitigating effects to the use of wetlands
stormwater management system are incorporated in the vegetat
mitigation measures discussed in Section 6.7.
6.7 VEGETATION AND WILDLIFE
Preservation of those areas
values of significance such
be preserved and integrated
under Alternatives 2, 3, or
dations have been developed.
within the site which have
as the larger woodlots and
into the overall site plan
4. On this basis, the fol
as part of the
ion wildlife
natural resource
the wetlands would
development concept
lowing recommen-
1. Unmowed or generally undisturbed strips a minimum of
width will be provided around the borders of wetland
vide nesting cover and protective cover for wildlife
50 feet in
areas to pro -
species.
2. Mowed openings will be located at strategic locations to allow
people to view the wetlands and associated wildlife.
3. Wetlands will be managed as wet ponds; that is, they will be managed
to maintain minimum water levels throughout periods of normal rain-
fall to provide suitable aquatic habitat for wildlife species.
4. Natural areas of wildlife habitat left undisturbed as part of devel-
opment will be buffered wherever possible from major use areas by
orienting parking lots so that less frequently used portions of the
lots are adjacent to the natural habitat area.
5. Parking lot edges and undisturbed wood lots will be buffered by a
strip of approximately 50 feet within which a variety of grasses
and berry -producing shrubs attractive to wildlife will be planted
to provide food and cover for wildlife species.
6-21
6. Where consistent with the overall site development plan, natural
travel corridors and pathways will be allowed to remain which will
interconnect areas of natural habitat on the site. These wildlife
corridors and their protective cover will permit relatively
undisturbed wildlife movements.
7. In areas where cultured sod is not used as part of the landscape
treatment and where the natural cover is grass, mowing will be
delayed until August 15 in order to provide suitable nesting cover
for ground nesting birds. An exception to this would be where
mowing is required to reduce or eliminate fire safety hazards to
buildings.
8. At other locations within the site where practical and feasible the
landscape design concept will consider the use of massed plantings
of trees and shrubs utilizing species which would be attractive to
birds and other wildlife.
6.8 AIRPORT/AIRCRAFT OPERATIONS
The evaluation of airport operations relative to the project site revealed
no significant adverse impacts either on the project site or on airport
operations. As a result, the mitigation measures for aircraft impacts
would consist entirely of coordination efforts with affected agencies.
These efforts would include:
• Submission of FAA Form 7460-1, Notice of Proposed Construction or
Alteration.
• Review of lighting plans with FAA and MAC.
• Review of electronic equipment to be used at the racetrack with FAA
and MAC.
In addition, if the selected alternative includes a racetrack, the
racetrack operators are prepared to enter into an agreement with MAC
relinquishing the air space rights above the racetrack. This agreement
would grant to MAC the right to operate aircraft and to cause noise
inherent to aircraft operations in the air space above the track. This
agreement would assure the ability of the airport to continue using the
preferential runway system and other noise abatement procedures over the
racetrack site. Sample language for an air space easement is included in
Appendix 8
6-22
7.0 COORDINATION
7.0 COORDINATION
Since the initiation of the EIS process for the Laukka-Beck Minnesota
Jockey Club Site Development Proposal, the City of Eagan has taken steps to
coordinate with the appropriate participating and reviewing agencies, with
the goal of ensuring compliance with applicable government regulations and
keeping all parties informed of the project's progress. The following let-
ters, along with the proceedings of the public scoping meeting and a list
of those receiving the project Environmental Assessment Worksheet, are
included in this DEIS as documentation of that coordination effort.
7-1
DEPARTMENT OF THE ARMY
ST PAUL DISTRICT. CORPS OF ENGINEERS
1135 U.S POST OFFICE 8 CUSTOM HOUSE
ST PAUL. MINNESOTA 55101
REPLY TO 't%z..71J.[:]e4 .7S, /9t3
ATTENTION OF:
Construction -Operations
Regulatory Functions (8¢-Na'3,w.. ).
1
1.)ctEL A'� k Le, G Re: I�l n 1e-a{c JoLYa G cb plo���
3�c15 tom, IJ+ K obb lZ o for r~ horsw -4
ru.c.t:-rrtct Hd I
�. CcS`oc.-if.ied acvt10 0-ev tn
isOlc
ericr -+, m Inrx y7 }z1 5512.1 wt-l-io cIS twtu incJ .. . tc to -auo5
1) Sze_ 1ccc,}cd •n s ^c�+ons I�2 I2-
T• 2' ).12. Z 3 L..•. Flo -t ,Ta i � i 7
t-l�nne��tr..
We have reviewed the information provided us about your project.
The work you propose at the location stated above is authorized by an
existing nationwide Department of the Army permit, provided the work is
done in compliance with the conditions and management practices listed
in the enclosure.
I ' r.l-ir.
This determination covers only the project referenced above.
If the design, location, or purpose of the work is changed, you
should contact us to make sure the work would not result in a viola-
tion of Federal law. Our telephone number is 612-725-7557. This
authorization expires 22 July 1987.
It 1s your responsibility to insure that the work complies with
the terms of this letter and the enclosures. PLEASE NOTE THAT THIS
CONFIRMATION LETTER DOES NOT ELIMINATE THE NEED FOR STATE, LOCAL, OR
OTHER AUTHORIZATIONS.
If you have any questions, please call 1
1
Sincerely,
"CO(
Enclosure(s) 4,pennis E. Cin
r Chief, Regulatory Functions Branch
Construction -Operations Division
Determination:33 CFR'33o.9 (y)(z) 1
Map Number:
. 1...1r. r-rpw.t Svc,borJc.- ve"
1
M� - �n1e
-1N—T?cA
1
■
Authorization for the following activities is given at 33 CFR
330.4(a)(1) - Discharges into non -tidal rivers, streams and their lakes and
impoundments, including adjacent wetlands, that are located above the
headwaters.
330.4(a)(2) - Discharges into other non -tidal waters of the United States (see
CFR 323.2(a)(3)) that are not part of a surface tributary system to interstate
waters or navigable waters of the United States.
330.5(a)(1) - The placement of aids to navigation and regulatory markers which
are approved by and installed in accordance with the requirements of the U.S.
Coast Guard (33 CFR Part 66, Subchapter C).
330.5(a)(2) - Structures constructed in artificial canals within principally
residential developments where the connection of the canal to a navigable water
of the United States has been previously authorized (see CFR 322.4(g)).
U330.5(a)(3) - The repair, rehabilitation, or replacement of any previously
authorized, currently serviceable, structure or fill or of any currently
serviceable structure or fill constructed prior to the requirement for
authorization; provided such repair, rehabilitation, or replacement does not
result in a deviation from the plans of the original structure or fill, and
further provided that the structure or fill to be maintained has not been put
to uses differing from uses specified for it in any permit authorizing its
original construction. Maintenance dredging is not authorized by this
nationwide permit.
330.5(a)(4) - Fish and wildlife harvesting devices and activities such as pound
p
nets, crab traps, eel pots, lobster traps, duck blinds, clam and oyster
digging.
330.5(a)(5) - Staff gages, tide gages, water recording devices, water quality
testing and improvement devices, and similar scientific structures.
pi330.5(a)(6) - Survey activities including core sampling, seismic exploratory
operations, and plugging of seismic shot holes and other exploratory -type bore
holes.
fl330.5(a)(7) - Outfall structures and associated intake structures where the
effluent from that outfall has been permitted under the National Pollutant
Discharge Elimination System program (Section 402 of the Clean Water Act) (see
40 CFR Part 122) provided that the individual and cumulative adverse environ-
mental effects of the structures itself are minimal.
■
330.5(a)(8) - Structures for the exploration, production, and transport of oil,
gas, and minerals on the outer continental shelf within areas leased for such
purposes by the Department of Interior, Bureau of Land Management, provided those
structures are not placed within the limits of any designated shipping safety -
fairway or traffic separation scheme (where such limits have not been designated
or where changes are anticipated, District Engineers will consider recommending
the discretionary authority provided by Section 330.7) and further subject to the
provisions of the fairway regulations in 33 CFR 209.135.
Incl 2
Please see reverse side.
SPECIAL CONDITIONS OF NATIONWIDE PERMITS
(1) That the discharge will not be located in the proximity of a public water
supply intake;
(2) That the discharge will not destroy or jeopardize a threatened or
endangered species as identified under the Endangered Species Act, or destroy or
adversely modify the critical habitat of such species. I..^the case of Federal
agencies, it is the agency's responsibility to review its activities to
determine if the action "may affect" any listed species or critical habitat. If
so, the Federal agency must consult with the Fish and Wildlife Service and/or
the National Marine Fisheries Service;
(3) That the discharge will consist of suitable material free from toxic
pcllutants in toxic amounts;
(4) That the fill created by the discharge will be properly maintained to
prevent erosion and other non -point sources of pollution;
(5) That the discharge will not occur in a component of the National Wild and
Scenic River System.
(6) The activity will not significantly disrupt the movement of those species
of aquatic life indigenous to the waterbody (unless the primary purpose of the
fill is to impound water).
(I) Any structure or fill authorized will be properly maintained.
(8) The activity, if it involves a structure, will not cause an unacceptable
interference with navigation.
THESE MANAGEMENT PRACTICES SHOULD BE FOLLOWED
TO MINIMIZE ADVERSE EFFECTS ON THE AQUATIC ENVIRONMENT
(1) Discharges of dredged or fill material into waters of the United States
shall be avoided or minimized through the use of other practical alternatives;
(2) Discharges in spawning areas during spawning seasons shall be avoided;
(3) Discharges shall not restrict or impede the movement of aquatic species
indigenous to the waters or the passage of normal or expected high' flows or
cause the relocation of the water (unless the primary purpose of the fill is to
impound waters);
(4) If the discharge creates an impoundment of water, adverse impacts on the
aquatic system caused by the accelerated passage of water and/or the restriction
of its flow, shall be minimized;
(5) Discharge in wetlands areas shall be avoided;
(6) Heavy equipment working in wetlands shall be placed on mats;
(7) Discharges into breeding areas for migratory waterfowl shall be avoided;
(8) All temporary fills shall be removed in their entirety.
Please see reverse side.
Inc1 1
RC G:7Cu UL
Minnesota Pollution Control Agency
October 26, 1983
Dale Runkle, City Planner
City of Eagan
3795 Pilot Knob Road
Eagan, Minnesota 55121
Dear Mr. Runkle:
The Minnesota Pollution Control Agency (MPCA) reviewed the environmental impact
statement (EIS) scoping document (environmental assessment worksheet) on the
Laukka-Beck Minnesota Jockey Club and finds that the EAW identified most of
the issues that the MPCA believes should be evaluated in the EIS. We do, how-
ever, have comments and suggestions concerning the actual analysis of the issues
and some additional issues that should be added to the scope. Comments and
suggestions concerning analyses are discussed relative to the summary of issues
identified in the EAW. This is followed by the suggested additional issues.
Capacity, adequacy and safety of local and regional highways
It is unclear if the needed improvements at three intersections listed
on pages 24 and 25 of the EAW (TH 149 at I-494 north ramp terminal, TH 149 at
I-494 south ramp terminal, and TH 149 at Blue Gentian Road) will occur. The
basis for the levels of service must be described in the EIS, as well as the
levels of service that are expected to occur with and without these inter-
sections being improved, with and without full and partial development. The
probability for implementation of the intersection improvements must also be
described, together with the unit of government that has jurisdictional re-
sponsibility for each transportation improvement, financial feasibility, and
a timetable for the improvements. The internal roadway system to be built for
the project should also be discussed in the EIS as it relates to the traffic
flow in and out of the facility.
Impacts on air quality
We concur with the approach of including the air quality analysis required
for permitting in the EIS. An air quality (carbon monoxide) analysis must be
Phone: 296-7301
1935 West County Road 82. Roseville. Minnesota 551 13-2785
Regional Offices • Duluth/Brainerd/Detroit Lakes/Marshall/Rochester
Equal Opportunity Employer
Dale Runkle
City of Eagan
page 2 - Oct. 26, 1983
conducted for sensitive receptors located along freeway facilities and for
other high volume intersections or possible obstructions in traffic flow in
the project area where the potential for violations of the carbon monoxide
ambient air quality standards exists due to project related traffic. The
analysis must be based on both the racetrack related and mixed use development
and related traffic. In addition, it appears that the vehicle occupancy rates
used are high. These should be either modified or justified in the EIS.
Agency rule APC-6 requires that fugitive airborne particulates be kept to
a minimum during the construction and post -operative phases of the project.
Fugitive dust emission sources and mitigation measures must be identified in
the EIS. Significant sources of dust could include dust generated by the con-
struction of required facilities including the excavation of soil required to
combine and enlarge on -site ponding for storm water storage capacity and upon
facility opening due to vehicular and horse traffic (if areas of traffic are
unpaved) and from horse bedding or horse food handling.
Dust control measures must be proposed for the project's construction
and post -operative phases in the EIS and should include measures such as
applying dust suppressants to unpaved traffic areas and truck loads to pre-
vent the escape of materials, regularly scheduled cleaning and maintenance of
traffic areas, planned selective grading and phased development. Also, methods
of handling horse bedding and horse food to minimize dust emissions should be
developed and included in the EIS.
Noise impacts
Noise impacts, in addition to those related to air traffic, should be
more fully discussed in the EIS. Daytime traffic noise to be generated by
the proposed development does not appear to be of concern. However, it is
not clear if both the race track and mixed use development were used for the
forecast and what the distance in meters represents in Table 2, page 14 of
the EAW. These should be clarified.
Nighttime noise levels must also be assessed for any affected receptors
and compared to the state nighttime standard in Agency rules NPC-1 and NPC-2.
It appears that a noise assessment should also be conducted for the two in-
dustrial operations located to the west of Dodd Road, any farmsteads which
could be adversely affected by project noise, and the scattered residences
located to the north of the project site, outside of area E and south of the
proposed I-494.
It is stated in the EAW that the peak crowd noise will be 70 dBA at the
nearest residence. Is this an L10 level? Only area D is mentioned as having
a potential problem due to crowd noise. A noise assessment should be conducted
for areas A, B and C crowd noise.
Dale Runkle
City of Eagan
page 3 - Oct. 26, 1983
If violations of state noise standards are predicted to occur with the
project, noise mitigation measures must be explored in the EIS. Mitigation
measures must be implemented to bring noise levels below the standard or a
variance to the MPCA noise rules must be obtained from the Agency in conjunc-
tion with issuance of the indirect source permit.
Noise control measures for the construction phase must also be proposed
in the EIS. Noise control measures such as a construction curfew, proper muf-
fling of equipment, and selected routing of trucks away from residences are
needed to mitigate impacts.
Manure handling and storage
We agree that a manure management plan should be developed as part of the
EIS. In addition, alternatives for management of animal manure generated at
the racetrack facility should be evaluated. Alternatives evaluated may in-
clude short-term storage and direct land spreading, and various methods of
composting and utilization. Landfilling of raw animal manure is prohibited
by SW-6.2(v)(iii); consequently, this alternative should not be considered.
Provisions for manure handling and storage at the racetrack premises,
provisions for transportation of manure and compost to the treatment facility
and intermediate or final disposal/utilization sites should be described in
-detail. A detailed description of any treatment facilities (including com-
posting facilities), and storage facilities for raw manure as well as finished
compost should be provided. The description of land spreading sites for manure
should include information pertaining to soil type, topography, and ownership
as well as application methods. Potential markets for finished compost should
be assessed and, where possible, identified.
For each alternative, associated environmental impacts and nuisance con-
ditions should be identified and mitigative measures discussed. Impacts addres-
sed should include odor generation, insect and rodent problems, nutrient runoff
and leaching, ground and surface water impacts, and potential health problems.
Clarification of animal feedlot, manure storage, and composting permit
requirements appears appropriate. As stated in the EAW, an animal feedlot
permit will be required for the stable facilities and receiving barn, as well
as any separate manure handling/storage facilities on -site. If composting is
proposed for manure treatment, a permit will be required pursuant to SW-8.
Facilities for treatment, storage and disposal/utilization of manure which are
located on the racetrack property may be permitted under the umbrella of the
feedlot permit; off -site 'treatment, storage and disposal/utilization facilities
will probably require a separate permit. The EIS should develop and present
all the information required for these permits.
Dale Runkle
City of Eagan
page 4 - Oct. 26, 1983
Water Quality
We concur with the approach of developing the storm water management plan
in conjunction with the EIS. It may be appropriate to evaluate alternative
storm water management proposals and determine which method would provide the
best treatment and conveyance of the storm water. It appears that the proposed
storm water management plan has insufficient storage capacity on site, and some
pipe sizes appear too small. These issues should be further explored.
We further concur that erosion control measures should be addressed in
more detail. Soil erosion from the site could pose a significant impact. Al-
ternatives for controlling erosion should be developed consistent with any
applicable local and regional plans. Fugitive dust control measures should
also be incorporated into the erosion control plan.
In addition, we believe that more detail is required with respect to
wastewater treatment. The basis for the flow estimation for the wastewater
must be fully identified. The various components originating from all the
sources should be given in the EIS (see EAW page 5 for the various components
of the project). The EIS must demonstrate that the flows to the Seneca waste-
water treatment plant comply with the City and MWCC sewer use ordinance.
Also, the project must comply with the Met Council and Metropolitan Waste
_Control Commission Comprehensive Plan and Comprehensive Sewer Plan. The EIS
should discuss the consequences of adjusting these plans to the proposed project.
Additional issues and comments
It appears from the experience of other racetracks that a significant issue
is insects as a nuisance and health hazard to local residences. We recommend
that alternative measures for insect control and how these measures would be
implemented be evaluated.
With respect to permitting, National Pollutant Discharge Elimination System
permits are handled by the MPCA rather than U.S. Environmental Protection Agency.
In addition, the dredging of the ponds may require a Corps of Engineers section
404 permit and consequently, MPCA section 401 certification. The City should
contact the Corps of Engineers and determine if a permit is needed.
Finally, we would like to bring up the issue of the Responsible Govern-
mental Unit for this project. As you are aware, the MPCA has primary environ-
mental review authority pursuant to the 1982 Environmental Quality Board (EQB)
rules 6 MCAR §3.021 in several facets of this project. We are, however, willing
to have the City be the Responsible Governmental Unit for the project, provided
1
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1
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City of Eagan
page 5 - Oct. 26, 1983
the MPCA is given the opportunity to review the preliminary draft sections of
the EIS in the areas of air quality, water quality, and solid waste disposal,
and that the scope and draft and final EIS's are not issued until the air, water
and solid waste portions have been approved by the MPCA. In this way, both the
City of Eagan and the MPCA will be reasonably assured that the impacts associ-
ated with air quality, water quality and solid waste have been adequately ad-
dressed and that all requirements of the EQB rules have been met.
Thank you for the opportunity to comment. Please contact Deborah R. Pile con-
cerning questions on these comments and the acceptability of the approach to
the Responsible Governmental Unit issue. Deborah can be reached at 296-7799.
Sincerely,
' LL.
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Sandra S. Gardebring
Executive Director
SSG:es
cc: Tom Rulland, EQB
•
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STATE OF
1 KEkflOJ L J IVA
DEPARTMENT OF , 1:=,TURAI. RESOURCES
30( 6
CENTENNIAL CFFiCE dl:LDI NG ST. PAUL ..:;iNESOT%
rZ
October 31, 1983
Mr. Franklin J. Svoboda, CWB
Wildlife Resource Analyst
Bennett, Ringrose, Wolsfeld, Jarvis, Gardner, Inc.
2829 University Avenue SE
Minneapolis, MN 55414
Dear Mr. Svoboda:
As per your request of October 6, 1983 the Natural Heritage
Program has reviewed the project area in the City of Eagan
as described in your letter for the occurrence of rare and/or
sensitive species or natural features. A search of our
data -base indicates that there are no known occurrences of
sensitive ecological features within the boundaries of the
project.
The Natural Heritage Program, a unit within the Section of
Wildlife, Department of Natural Resources, has compiled the
most complete single source of existing data on Minnesota's
rare, endangered, or otherwise significant plant and animal
species, plant communities, and other natural features.
While this information is comprehensive, it cannot be
considered a substitute for an on -site survey. Because
there has not been a complete on -site survey of the biological
resources of this project area it is possible that ecologically
significant features exist for which we have no record.
An invoice for the work completed is enclosed. You are
being charged our minimum fee for computer and map search
and staff scientist review. Please make the check payable
to the Minnesota Natural Heritage Program.
Sincerely, %,^
'-
,hl.&
Barbara Coff1' , Coordinator
Natural Heritage Program
STATE OF
UV U�.1 L6� CD1TG=.1
DEPARTMENT OF NATURAL RESOURCES
BOX CENTENNIAL OFFICE BUILDING • ST. PAUL. MINNESOTA • 55155
DNR INFORMATION
(612) 296.6157 FILE NO
October 25, 1983
Mr. Dale Runkle
City of Eagan
3795 Pilot Knob Road
Eagan, Minnesota 55121
RE: Laukka-Beck Minnesota Jockey Club
Environmental Assessment Worksheet (EAW)
Dear Mr. Runkle:
The Department of Natural Resources (DNR) has reviewed the above -referenced
scoping document and we offer the following comments for your consideration.
The EAW contains information about impacts on wildlife and wildlife habitat
which is misleading. The environmental impact statement (EIS) that will be
prepared should correct the inaccuracies of the EAW and expand on the
discussion of wildlife impacts.
The EAW implies, in response to question 26a., that wildlife habitat will not
be affected. This response is followed by a discussion of changes that will
take place in wildlife habitat and species composition after the project is
built. There appears to be a contradiction here, unless one assumes that the
"no" in question 26a. refers to impacts on designated wildlife management
areas or preserves. It is true that designated wildlife areas will not be
affected. However, the intent of the question refers to affects on habtat in
general, whether protected or not.
Generally, the discussion understates the degree of impact that the project
will have on wildlife. The EAW is correct in stating that the overall impacts
of the project will be a reduction in species diversity and overall
populations of wildlife. The "cosmopolitan" species referred to presently
exist on the site in greater numbers than will exist after full development.
They should not be considered as replacements for species such as deer,
raccoon, and pheasant which will be eliminated from the area.
The EIS should include a discussion of measures that will be applied to
mitigate the adverse impacts on wildlife. Mitigation techniques should
include shelterbelt plantings and other landscaping that will provide cover
vegetation to protect wildlife movement corridors. The expansion of wetland
acreage as described in the EAW will have very little value for wildlife.
Instead, expanded ponds should be constructed with islands and shallow shore
areas to promote growth of natural aquatic vegetation. A buffer strip of
undisturbed vegetation connected to shelterbelt corridors will provide some
wildlife habitat value afANer construction is EQUALOPPORTUNITY EMPLOYERQd
Mr. Dale Runkle
Page 2
October 25, 1983
The EIS should include a listing of wildlife species occurring on the site.
The impacts of roadway development adjacent to and related to the project
should also be evaluated with respect to disruption of wildlife movement and
habitat loss.
The site contains protected waters (basins 252W and 250W) which could be
significantly impacted by the project. The impacts on these two basins should
be described along with the measures that will be used to minimize water
quality degradation from impervious surface runoff.
Thank you for the opportunity to review and comment on this project.
Thomas W. Balcom
Environmental Review Coordinator
pje
2063E
c: Karen Loechler - Region V/Metro
Ron Harnack
Dick Carlson
Tom Rulland - EQB
Franklin J. Svoboda
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Minnesota
Environmental Quality Board
100 Capitol Square Building
550 Cedar Street
St. Paul, Minnesota 55101
Pore 296-2319
Mr. Dale Runkle
City Planner
3795 Pilot Knob Road
Eagan, Minnesota 55121
2
RECEh1EDUCI - ;983
October 21, 1983
Re: Minnesota Jockey Club EIS
Dear Mr,--RUn lk e :
In addition to those issues identified in the Scoping Environ-
mental Assessment Worksheet as warrantingfurther investigation
in the above referenced EIS, the Environmental Quality Board
staff has identified two areas which should receive attention:
- (1). Secondary/ancillary development: An identification
should be made of the potential development that
could be spawned by a project of this size and nature.
The construction of 2 mi.11ion square feet of commer-
cial property plus the development of a racing facility
would, more than likely, create the need for service
facilities such as hotels, restaurants, and perhaps
even generate the need for a more rapid development of
nearby residential units. This identification and
brief analysis should be performed based on the project
as proposed and on a commercial only project (on the
basis of what might happen, if the proposer is un-
successful in obtaining a Class A racing license).
(2) Alternatives: (a) The scoping EAW is unclear what
alternatives will be considered in the EIS. An
alternative that should be specifically addressed
is the alternative of a different use of the race
track portion of the proposed development. Should
the proposer not obtain the necessary license, the
EQB should discuss the probable use of the race track
site and the impacts that could be expected from that
usage. (b) Another alternative that should be con-
sidered relates to the possible variety of the number
of racing days that could occur in a racing season.
Selections of a high and low number of days should
be made and the impacts for the extremes assessed
in the EIS.
AN EQUAL OPPORTUNITY EMPLOYER
Mr. Dale Runkle
October 21, 1983
Page Two
Thank you for the opportunity to provide these comments. Should
they require clarification, please contact me.
Sincerely,
Thomas Rulland,
Manager
Policy Analysis & Review
TR:ps
O
° Minnesota Department of Transportation
A ti
3et�y� Transportation Building, St. Paul, MN 55155
tiOF Tik,
October 26, 1983
Mr. Dale Runkle, City Planner
3795 Pilot Knob Road
Eagan, Minnesota 55121
Re:
Laukka-Beck Joint Venture
Environmental Assessment Worksheet
D-9 (Eagan)
Dear Mr. Runkle:
83
Phone 96-1652
The Minnesota Department of Transportation (Mn/DOT) has completed
a review of the above -referenced EAW. Mn/DOT's District Office
in Oakdale has questioned the accuracy of the trip generation
analysis contained in the EAW and possible impacts of those trips
upon affected transportation systems.
Mn/DOT suggests that the City work closely with the Department to
work out perceived transportation analysis differences during de-
velopment of the Environmental Impact Statement for this project.
If you have any question concerning Mn/DOT's comments, please
contact Jerry Skelton, Project Manager/Transportation Planning,
at Mn/DOT's District Office in Oakdale, phone number
(612)779-1210.
Sincerely,
Cheryl Heide, Planner
Office of Environmental Services
rin Equal Opponuni,v Employer
Itil
POUNDED IN IIS-19
1
MINNESOTA HISTORICAL SOCIETY'
Dale Runkle, City Planner
City of Eagan
3795 Pilot Knob Road
Eagan, Minnesota 55121
Dear Runkle:
e911( v.r . y. I',ml. Llmn.•mita 1;1(11 11.1b 2'166126
19 October 1983
RE: Laukka-Beck
Minnesota Jockey Club
Site Development Proposal
MHS Referral File Number: R-831
(PLEASE REFER TO THIS NUMBER IN
ALL FUTURE CORRESPONDENCE)
Thank you for the opportunity to review and comment on the above pro-
ject. It has been reviewed pursuant to responsibilities given the State
Historic Preservation Officer by the National Historic Preservation Act
of 1966 and the Procedures of the National Advisory Council of Historic
Preservation (36CFR800).
This review reveals the location of no known sites of historic, archi-
tectural, cultural, archaeological, or engineering significance within
the area of the proposed project. There are no sites in the project
area which are on the National Register or eligible for inclusion on the
National Register, and, therefore, none which may be affected by your
proposal.
Again, thank you for your participation in this important effort to
preserve Minnesota's heritage.
Sincerely,
.A(;(
/, Russell W. Fridley
(! State Historic Preservation Officer
u ../ • wt
n
BENNETT. RING OSE. WOLSFELO. JARVIS, GARONER. INC • 2629 UNIVERSITY AVENUE SE • MINNEAPOLIS
October 13, 1983
Ms. Barbara Senness
Metropolitan Council
300 Metro Square Building
St. Paul, MN 55101
Dear Ms. Senness:
PLANNING
TRANSPORTATION
ENGINEERING
ARCHITECTURE
MN SW* • PHONE 818/379.7878
Enclosed 1s an amendment to Question 22 of Eagan's Environmental Assessment
Worksheet for the Laukka-Beck Minnesota Jockey Club Site Development Proposal.
This amendment clarifies some questions raised by Carl Brandt regarding the
overall design capacity of the trunk sewer line servicing the area.
Also, adequate capacity will be available in the system after full site
development to provide continued service to the existing lift station which
serves parts of the City of Inver Grove Heights.
The additional description we have provided should resolve the questions raised.
If you have any other questions please call me.
Sincerely,
BENNETT-RINGROSE-WOLSFELD-JARVIS-GARDNER, INC.
Franklin J. Svoboda
Project Coordinator
FJS:sh
CC: Dale Runkle`"
Robert Schaefer
MINNEAPOLIS
OENVER
CHEYENNE PHOENIX
City of Eagan
Environmental Assessment Worksheet Amendment
Laukka-Beck Minnesota Jockey Club
Site Development Proposal
Question 22. What type of waste water treatment will be used?
X municipal _ Individual (on -site) other
Describe type of treatment system and amount treated In gallons/day. Show loca-
tion of non -municipal systems on a site map and the results of a percolation
test If warranted. Indicate if pre-treatment measures will be used.
Waste water generated on the project site will be treated at the Seneca Waste
Water Treatment Plant. The Seneca treatment plant has a design treatment capa-
city of 24 million gallons per day (gpd). Presently the plant is estimated to
be operating In a range of 50 to 75 percent of capacity. Design capacity is
expected to be reached In 5 to 10 years.
Sewer service has been extended to the southwestern edge of the specific site.
As the site is developed, sanitary sewer lines servicing the site will be con-
nected to an In -place 18" trunk line stub. This trunk line was designed to ade-
quately serve the needs of the specific site and other adjacent lands according
to the Comprehensive Sewer Plan. Average design flows used in the Comprehensive
Sewer Plan, for the 449 acre site were estimated to be 1,500 gallons per acre per
day. The current proposed uses are less intensive, than originally planned, and
will therefore have less impact on trunk and treatment facilities.
When full utilization and occupancy exists in year 2005, it is estimated that
the peak flow from the specific site will be 1,100,000 gallons of water per day.
During those months of the year when the track will be in operation, average
daily treatment requirements are expected to be about 380,000 gpd for the entire
site. Treatment requirements for the track alone under average conditions are
expected to be about 210,000 gpd assuming an event attendance of 14,000 and uti-
lization of 15 gallons per person. For the commercially developed part of the
site, average daily treatment requirements are expected to be 170,000 gpd.
In addition to the above flows generated by the race track and mixed -use develop-
ment, the sewer system as designed, will have the necessary capacity to provide
service to approximately 120 acres of land lying immediately east of this site.
When all modifications and additions to the sewer system have been completed,
the anticipated peak flows from the various sewer districts contributing to the
trunk line will total less than the design flows described in the 1982 revision
of the Eagan Comprehensive Sewer Plan. Figure 15 shows additional details for
the proposed layout for the sanitary sewer system.
•
•
•
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LONE ,\ .OAK ROAD\�L_ .------..___.....� _..
ter. I� •� , _ ,
£FORCEMAIN
EXISTING TEMPORARY FORCEMAIN �...m♦
EXISTING LIFT STATION NO. 98
—
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,lire+ 7•11ta1...r
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71 I .
120 AC.
SERVICE
AREA
•
Laukka - Beck
Minnesota Jockey Club
III I
WO WEE
.I. ( ,IlilIEW
Figure 15
Sanitary
Sewer
890 RIM ELEVATION
878 INVERT ELEVATION
Metropolitan Council
300 Metro Square Building
Seventh and Robert streets'
St. Pout, Minnesota 55101
Teiepnone (612) 291.63f.;
October 21, 1983
Mr. Dale Runkle, Planner
City of Eagan
3795 Pilot Knob Road
Eagan, Minnesota 55121
Re: Laukka-Beck Minnesota Jockey Club Site Development Proposal -Environmental
Assessment Worksheet (EAW)
Metropolitan Council Referral No. 11600-1
Dear Mr. Runkle:
At its meeting on October 20, 1983, the Metropolitan and Community Development
Committee considered the Laukka-Beck EAW. This consideration was based on the
attached report.
The Committee recommended that the Council forward the comments in the report
to the city of Eagan. The Committee also recommended that the Council inform
the City that these comments are in no way meant to presuppose the location of
a racetrack in the city and that the Councils review of the city"s proposed
racetrack is a separate issue.
The full Metropolitan Council will act on the report recommendations on
October 27, 1983. We will confirm the Council"s action on Friday, October 28,
1983.
Sincerely,
ohn Rutford
Referrals Coordinator
JR:jel
cc: Pat Scully, Metropolitan Council, District No. 16
.An Eauoi OFoorfundv Ernoic..er
METROPOLITAN COUNCIL/LOCAL PLANNING ASSISTANCE
300 Metro Square Building, St. Paul, Minnesota 55101
MEMORANDUM October 13, 1983
TO: Metropolitan and Community Development Committee
FROM: Barbara Senness, Planning Assistance
SUBJECT: Laukka-Beck Minnesota Jockey Club Site Development
Proposal -Environmental Assessment Worksheet (Eagan)
Metropolitan Council Referral File No. 11600-1
I. AUTHORITY TO REVIEW
Environmental Assessment Worksheets (EAWs) prepared under the Minnesota
Environmental Policy Act must be submitted to the Metropolitan Council and
other agencies. Any recipient of an EAW or a member of the public may make
comments and recommendations to the responsible agency. The responsible
agency is the City of Eagan.
In this instance, the EAW is to serve as a scoping document for an
Environmental Impact Statement (EIS). An EIS is required because the
proposal calls for the development of commercial facilities which exceed
500,000 square feet in a third or fourth class city ("MEQB Rule No. 6 MCAR
Section 3039 (J1)).
Environmental Quality Board rules require a public scoping process for any
EIS. The scoping process is used to reduce the scope and bulk of an EIS;
to identify only those issues relevant to the proposed project; to define
the form, level of detail, content, alternatives, time table for
preparation and preparers of the EIS; and to determine the permits for
which information will be developed concurrent with the EIS. The rules
further state that an EAW will be the basis for the scoping process.
II. BACKGROUND
The proposed development is 2,041,000 square feet of combined office,
office/showroom and retail facilities, and a horse racing track. The
track is to include a 7,000 (expandable to 15,000) person capacity
grandstand, an administration building and stables for 1,100 horses. The
proposed site is that formerly shown for the regional shopping center known
as Eagandale, a center no longer planned for construction. The site is
located southeast of the interchange of T.H. 55 and the future I-494 (See
Attachment 1). The Eagan Comprehensive Plan shows the site for Commercial
Planned Development.
The site is entirely within the Councils 1990 Metropolitan Urban Service
Area. Metropolitan sewer service can be provided to the site. Regional
highways T.H. 55 and I-35E serve the area and interstate freeway extensions
of I-494 and I-35E are scheduled for completion in the later 1980's.
Page 2
III.METROPOLITAN SYSTEMS" COMMENTS
A. Transportation
In general, the EAW appears to satisfy the scope of work necessary to
analyze the possible land transportation impacts of the proposed
project. However, several areas need to be addressed in either more
detail or a different fashion.
1. Trip Generation
The trip generation section of the EAW should be broadened to
illustrate and examine the peak hour traffic generated by
racetrack events and its subsequent effect on nearby roadways as
well as the more typical peak hour effects of the office/retail
development. The trip generation illustrated in Table 4
(page 20) appears to cover vehicular volumes generated by all
proposed uses during either an A.M. or P.M. worktime peak hour.
This is acceptable for the office/retail component of the
proposal. However, for the racetrack, the EIS should also cover
the peaking characteristics and magnitude of an event at the
track (e.g. an attendance of 15,000) and its of of ct on adjacent
roadways. Because of the proximity of I-494, the effect of the
peak volume of the racetrack on the I-494/T.H. 149 interchange
should also be measured.
The trip generation analysis assumes an auto occupancy on 2.7
persons per vehicle for racetrack events. The Council-s survey
of racetracks around the country indicates that 2.7 represents a
relatively high value. Values at the lower end fall in the
range of 1.6-1.7. The EIS should also analyze a lower auto
occupancy and the expected peak attendance (20,000) as a worse
case scenario.
2. Trip Distribution
The distribution of trips (page 22) from the site as shown on
Figure 21 should be clarified. To determine the impact of travel
on nearby roadways, the distribution of vehicles to and from the
site must be illustrated in a clearer fashion than what is
currently shown. The percentages and directional arrows do not
portray what would be expected from the proposed site.
3. Year 2000 Traffic Volumes
The year 2000 forecast volumes for the racetrack site should be
re-examined. Several adjacent roadways are shown on Figure 23 to
have lower forecasted volumes than currently exist on these
facilities. The background volumes from the forecast appear to
have been computer generated from the traffic assignment process;
these need to be manually adjusted in order to reflect a more
accurate representation of anticipated traffic volume. The year
2000 volumes that are expected to be generated by the project
alone should be identified as a separate figure.
Page 3
B. Airports
The proposed site is located in the approach area to the busiest
runway at Minneapolis/St. Paul International Airport. The EAW
appears to adequately address the potential aircraft noise impact on
the site by including it as an item to be evaluated in the EIS. That
approach is appropriate not only to establish the noise affects on the
race track operations but also the associated land use development --
especially if the site is not chosen as the metro racetrack site and
developed for other uses.
However, the EAW does not provide any information pertaining to
operations in this development that could cause visual or electronic
interference with airport/aircraft operations. The EIS should define
lighting and communications requirements of the proposed development
and assess their impacts on airport/aircraft operations.
IV OTHER GUIDE CHAPTER COMMENTS
A. METROPOLITAN DEVELOPMENT FRAMEWORK
The EAW should further clarify what alternatives would actually be
considered in the EIS. Recognizing that there are numerous other
racetrack site proposals in the region, the Council would like Eagan
to clarify how these alternatives would be addressed in the EIS.
B. ENVIRONMENTAL PROTECTION
1. Natural Resources
The EAW does not address the elimination of about 55 acres of
forested/wooded land. The EIS should consider site -planning
alternatives which would maintain this resource.
2. Air Quality
The EAW incorrectly equates compliance with air quality
standards by comparing projected traffic volumes on the site with
traffic volumes at Snelling and University Avenues (a documented
problem area). These two situations are different in type: The
problems at Snelling and University result from moderately high
traffic volumes spread over a number of hours. The concern with
the proposed site is the ability to handle peak periods of
incoming and outgoing traffic. As noted in the EAW, the proposed
development will require an Indirect Source Permit from the
Minnesota Pollution Control Agency. This issue would be resolved
through that process.
C. Solid Waste
Although the EAW does address solid waste generation associated with
the horse operations at the racetrack, it should address
"conventional" solid waste generation as well.
Page 4
V. RECOMMENDATION
That the Metropolitan Council adopt these comments and forward them to the
City of Eagan.
BS:jel
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10.13.83
1
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mETROPOLITRn
WRITE
(OfTROL
commvnon
Twn Cnes Rim
350 METRO /OURRE BLDG.
77N E. ROBERT /TREET/
/AIRT PAUL Mn 55101
612 222.8423
w
recuciee
October 11, 1983
Mr. John Rutford
Referral Coordinator
Metropolitan Council
300 Metro Square Building
St. Paul, MN 55101
RE: Metropolitan Council Referral File No. 11600-1
Dear Mr. Rutford:
The Metropolitan Waste Control Commission has reviewed
the Environmental Assessment Worksheet for the
Laukka-Beck, Minnesota Jockey Club Site Development
Proposal in the City of Eagan.
Our review indicates that with this development,
sanitary sewage flays would exceed the design flows for
this sewer district as shown in the City's
Comprehensive Sewer Plan. This increased sewage flow
would require unplanned improvements to metropolitan
sewer facilities. Therefore, the City should revise
its Comprehensive Plan sD that the design flows fran
this district are within the design capacity of the
Metropolitan Facilities.
Sincerely,
/T Bernard J. Harrington
r 0 Director of Engineering
cc: Karl Burandt, Metropolitan Council
Male Runkle, City Planner, City of Eagan
BJB:EJB•CLL
mETROPOLITRn
WRITE
CO=TROL
commlulon
lw., Cnes Pico
SSO METRO /OUPRE BLDG.
7TH & ROBERT MEET/
/NIMT PRUL mn SSIOI
612 222•8421
- 7(
October 14, 1983
Mr. John Rutford
Referral Coordinator
Metropolitan Council
300 Metro Square Building
St. Paul, MN 55101
RE: Metropolitan Council Referral File Number 11600-1
Dear Mr. Rutford:
The Metropolitan Waste Control Commission has reviewed the
amendment to Question 22 for the Environmental Assessment
Worksheet for the Laukka-Beck Minnesota Jockey Club Site
Development Proposal in the City of Eagan.
Our review of this amendment shows that sanitary sewage
flows in the sewer district serving this development will
actually be less than shown in the City's Comprehensive
Plan. Therefore, it appears no unplanned improvements to
metropolitan facilities serving the sewer district will
be requi red.
The City, however, should submit the remaining information
needed to approve the City's Comprehensive Sewer Plan.
Sincerely,
�.
f*z' Be nard J.Harrington
Director of Engineering
cc: Karl Burandt, Metropolitan Council
'Dale Runkle, City Planner, City of Eagan
BJH:EJB:CLL
C �11JCU;i L'� G .
Metropolitan Transit Commission
801 American Center Building St. Paul, Minnesota 55101 612/221-0939
City of Eagan
Dale Runkle, City Planner
3795 Pilot Knob Road
Eagan, Minnesota 55121
RE: Environmental Assessment Worksheet
for the Laukka-Beck Minnesota Jockey Club
Site Development Proposal
Dear Mr. Runkle:
The staff of the Metropolitan Transit Commission has reviewed the
Environmental Assessment Worksheet (EAW) for the project referenced
above and makes the following commentary:
Although the EAW does point out that proposed use is regional in
nature, it compares it to the "regional" shopping center that had
once been planned for this site. From a transportation standpoint
this comparison is not valid, since the travel market and the peaking
characteristics of a regional shopping center and a office/commercial/
racing facility are quite different.
The Environmental Impact Statement should address the impact that
this development would have on the existing transportation system
and what demand for additional transportation facilities and transit
would result from this development. The EIS should address the peaking
characteristics of the racing events and how the peak demand will
affect the level of service on the regional and local roadway system.
The EIS should also discuss the accessibility of the site for various
population groups expected to use the facility, and what types of
transit service may be required. Assistance in planning for transit
will be provided, upon request, by staff of the Transit Development
Section of the MTC.
Thank you for this opportunity to review the EAW for this project.
Sincerely,
is B. Olsen!
• Chief Administrator
LBO/DYR/jd
METROPOLITAN MOSQUITO CONTROL DISTRICT
2380 WYCLIFF STREET • ST. PAUL, MINNESOTA 55114 • 612-645-9149
R. D. SJOGREN. Ph. D.
Director
January 26, 1984
Mr. Frank Svoboda
BRW Company
2829 University Avenue S.E.
Minneapolis, MN. 55414
Dear Mr. Svoboda:
R. H. 00BLE,
Business Admin.
You called inquiring into the Metropolitan Mosquito
Control District policy on the level of mosquito control
which it would provide for horse racing activities
proposed in the metropolitan area.
It is District policy that adult mosquito control measures
be provided for community events, park and recreation
areas contingent on funding availability. Private citi-
zens and commercial organizations may request adult
mosquito control spraying for special events. A copy
of the policy governing this user fee is attached.
While the Metropolitan Mosquito Control District will
provide adult mosquito control measures as requested
on a user fee basis, it is recommended that commerical
activities which may require frequent control applications
consider providing the capabilities for adult mosquito
control as a part of their normal operations. Assistance
in training and organizing supplimentary control capabilities
will be provide upon request.
Sincerely,
R'19
R. D. S)ogren, Ph.D.
Director
RDS/sj
Encl.
MEMBER—AMERICAN MOSQUITO CONTROL ASSOCIATION
PRIVATE CITIZEN SPRAYING
POLICY CONSIDERATION
As approved by the Commission in passing the 1983 budget,
the Tier I control program will concentrate on larval control
with adult control limited to 2,000 acres/county/year of civic
events and scheduled park and recreation activities. Citizens
holding parties at public parks would receive control upon
notification.
Individual property owners spraying for weddings, parties,
etc. on a no charge basis will be discontinued to permit more
equitable distribution of benefit to all citizens in a balanced
control effort. Approximately 1,500 private party sprayings
are done per summer at a cost of approximately $37,500 for a
one time benefit received by 4t of metropolitan area residents.
Recommend policy approval to establish a user fee provision
whereby citizens wanting private property spraying can receive
it by a fee payment, one week in advance, of $25.00 per acre
per treatment, with a minimum fee of $25.00.
Such a policy would avoid the approximate 15% rise in
number of requests received per year, as people learn of the
free service available and keep the program emphasis on control
activities of District wide benefit.
3LS
•� ','ice
Administrative Offices
CITY OF MENDOTA HEIGHTS
Mr. Dale Runkle, City Planner
City of Eagan
3795 pilot Knob Road
Eagan, MN 55121
Re: Environmental Assessment Worksheet
Dated September, 1983
Dear Mr. Runkle:
October 5, 1983
LIPAr
This will serve as notice that the Mendota Heights City Council considered
the referenced Worksheet information on October-4th. The Council members acknow-
ledged that there was a considerable amount of information needing further study
and elaboration and requested that the formal Environmental Impact Statement be
prepared at an early date. The total impact of the proposed horse racing track
and the associated mixed uses surrounding the track needs further study and
elaboration. The timing of the track and freeway completion is only one of
many unresolved questions.
In summary, the Mendota Heights City Council would expect to be kept currently
informed on the status of the proposal, including preparation of an EIS.
Very truly yours,
Orvil J. Johnson
City Administrator
OJJ:madlr
cc: Environmental Quality Board
750 South Plaza Drive • Mendota Heights, Minnesota 55120 • 452-1850
LAUKKA-BECK MIt4NESOTA JOCKEY CLUB
SITE DEVELOPMENT PROPOSAL
SCOPING MEETING AGENDA
OCTOBER 19, 1983
7:00 p.m. Meeting Convened - Introductions Dale Runkle,
City of Eagan
7:10 p.m. Reading of Public Notice of Dale Runkle
Meeting Purpose
7:15 p.m. Project Overview and Summary of Peter Jarvis,
EAW Findings BRW
7:30 p.m. Discussion
rs
MINUTES FROM A PUBLIC MEETING HELD OCTOBER 19, 1983 REGARDING THE
PUBLIC SCOPING MEETING TO IDENTIFY ISSUES TO BE ADDRESSED IN AN EN-
VIRONMENTAL IMPACT STATEMENT TO BE PREPARED FOR THE RACE TRACK AND
ADJACENT PROPOSED MIXED USE COMMERCIAL/OFFICE/INDUSTRIAL DEVELOPMENT
On October 19, 1983, 7:00 P.M., the City of Eagan opened the public
scoping meeting for the discussion of a multi -use development propo-
sal by Laukka-Beck and Minnesota Jockey Club, Inc.
Mr. Dale C. Runkle, City Planner for the City of Eagan, chaired the
public scoping meeting. Mr. Runkle introduced the subject matter
indicating that the City was receiving input from the general public
in regard to impacts and what issues should he addressed in the sco-
ping document or what items will be formally addressed in the Envir-
onmental Impact Statement being prepared for a Class A race track
facility and multi -use commercial office and industrial development.
Mr. Runkle gave the time frame that comments would be received and
that any comments regarding this particular proposal would either
be entered into the record on October 19, 1983, or written comments
could be made until October 26, 1983.
With Mr. Runkle introducing the intentions of the meeting and pro-
cedures of the meeting as to how comments will be received from the
City of Eagan, Mr. Runkle then introduced Mr. Frank Svoboda from
Bennett, Ringrose, Wolsfeld, Jarvis, Gardner, Inc. and Mr. Peter Jar-
vis of this same firm who presented an overview and summary of the
total development proposal and findings which have been addressed in
the scoping document of the EAW. After the overview and summary of
the proposed project, Mr. Jarvis turned the floor back to Mr. Runkle
who then opened the meeting to public comment and input in regard to
the development proposal.
In the public hearing portion of the meeting, there were only two
comments received regarding the scoping document of the EAW. The
first question regarded zoning and buffering between the race track
proposal and the City of Inver Grove Heights. Mr. Runkle indicated
that there is property within the City that is presently zoned R-4
and R-1 that is outside of the proposed development prior to reach-
ing the eastern City boundary line of the City of Eagan.
The second question or comment made at this public hearing was in re-
gard to the drainage and topography and the natural environment of
the proposed site. Mr. Jarvis went into a lengthy explanation of
the drainage, topography and vegetation on the site as it is present-
ly existing and what the proposed changes would be. Prior to this
explanation, it will also be addressed in the Environmental Impact
Statement itself.
Mr. Runkle then asked if there were any more comments or concerns of
this development proposal, and after a long silence with no other
comments being made, Mr. Runkle then indicated that since there are
no more comments, the meeting be closed and that written comments
Minutes -from a Public Meeting held on October 19, 1983 regarding the
Public Scoping Meeting for the Race Track Facility
Page two
would be received until October 26, 1983. This concluded the public
scoping meeting to provide comments for the EAW and the process will
continue in accordance with the regulations.
The meeting convened approximately 8:00 P.M.
-
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Laukka-Beck, Minnesota Jockey Club
Site Development Proposal
Environmental Assessment Worksheet Distribution
Steve Nelson
Room 100, Capital Square Building
550 Cedar Street
St. Paul, MN 55101
Tom Balcom
Box IOC, Centennial Office Building
658 Cedar Street
St. Paul, MN 55155
Deborah Pile
1935 West County Road 82
Roseville, MN 55113
Cheryl Heide
Room 807, Transportation Bldg.
John Ireland Boulevard
St. Paul, MN 55155
Laura Oatman
State Health
717 Delaware
Minneapolis,
Jane Harper
90 West Plato
St. Paul, MN
Building
Street S.E.
MN 55440
Boulevard
55107
Environmental Review Program
Room 100, Capital Square Building
550 Cedar Street
St. Paul, MN 55101
Metropolitan Council
Room 300
Metro Square Building
7th 8 Robert Streets
St. Paul, MN 55101
Russell W. Fridley
Main Historical Building
690 Cedar Street
St. Paul, MN 55101
Julie Copeland
300 Nicollet Mall
Minneapolis, MN 55401
7-35
List
Zona DeWitt
Room 111, State Capitol
St. Paul, MN 55155
Harold Taggetz, Chief
Environmental Regulatory Div.
1135 U.S P.O. 8 Custom House
St. Paul, MN 55101
Barbara Taylor-Backley
Chief of Environmental Review Bd.
230 South Dearborn Street
Chicago, IL 60604
Dick Updegraft
Bishop Henry Whipple Federal Bldg.
Fort Snelling
Minneapolis, MN 55111
Shirley Dougherty, Administrator
Room 100, Capitol Square Building
550 Cedar Street
St. Paul, MN 55101
Planning Dept., County of Dakota
Dakota County Government Center
1560 West Highway 55
Hastings, MN 55033
Metropolitan Airports Commission
6040 28th Avenue South
Minneapolis, MN 55450
Dean Johnson, City Planner
City of Rosemount
1367 East 145th Street
Rosemount, MN 55068
James Spore, City Manager
City Hall
1313 E. Highway 13
Burnsville, MN 55337
Orvil J. Johnson, City Admin.
City Hall
750 South Plaza Drive
Mendota Heights, MN 55120
Metro. Council Clearinghouse
Metro Square Building
7th 8 Robert Streets
St. Paul, MN 55105
John Pidgeon, City Manager
City of Bloomington
2215 West 01d Shakopee Road
Bloomington, MN 55431
Richard Asleson, City Admin.
City Hall
14200 Cedar Avenue
Apple Valley, MN 55124
Robert Schaefer
City of Inver Grove Heights
City Hall, 8150 Barbara Avenue
Inver Grove Heights, MN 55075
Tom Loucks
City Planner
City of Sunfish Lake
St. Paul, MN 55118
7-36
8.0 APPENDICES
1
8.0 APPENDICES
1
1 8.1 FACT SHEETS
1 8.1.1 SOLID WASTE CALCULATIONS
Sources on which the following calculations were based include:
' Source Subject
• ITE Trip Generation Handbook Employees/sq. ft.
' • Previous Studies by BRW, Inc. Employees/sq. ft.
■J • Paul Smith - Met Council Solid waste/person/day
• Stadium Special Event Numbers (as Track generation of waste/
recommended by Paul Smith) person/day
II
8.1.1.1 Alternative 1: No -Build
Daily Solid Waste Generation
11 WASTE PERSONS/ NO. OF NO. OF
GENERATOR HOUSEHOLD DWELLING PERSONS
11 Residential 3.0 2 6.0
LBS SOLID WASTE/ LBS WASTE/
PERSON/DAY DAY1/
' 2.65 15.9
Total 15.9 lbs. Solid Waste/Day
0.008 Tons Solid Waste/Day
1/ Total persons multiplied by 2.65 lbs./day.
1
' 8-1
8.1.1.2 Alternative 2: Racetrack Only
Daily Solid Waste Generation
WASTE EMPLOYEES/ S.F. DEVELOPMENT EMPLOYEES
GENERATOR S.F.
Racetrack 1/14,870* 238,000 16
LBS SOLID WASTE/
EMPLOYEE/DAY
LBS WASTE/
DAYI/
3.21 51.36
Total 51.36 Ibs = 0.03 Tons Solid
Waste/Day
Seasonal Solid Waste Generation
WASTE PERSONS/ S.F. DEVELOPMENT PERSONS
GENERATOR S.F.
Racetrack Staff/
Seasonal Employees
Spectators
LBS SOLID WASTE/
PERSON/DAY
1/186*
1/29.75*
238,000 1,279
238,000 8,000
LBS WASTE/
DAY2/
0.524 670.20
0.524 4192.00
Total 4862.20 Ibs. = 2.43 Tons Solid
Waste/Day
I/ Total employees multiplied by 3.21 Ibs./day.
2/ Total persons multiplied by 0.524 Ibs./day.
8-2
8.1.1.3 Alternative 3: Racetrack 8 Mixed -Use
Daily Solid Waste Generation
WASTE EMPLOYEES/ S.F. DEVELOPMENT EMPLOYEES
GENERATOR S.F.
Retail 1/500 419,000 838
Office 1/250 876,000 3504
Office/Showroom 1/475 746,000 1571
Racetrack 1/14,870* 238,000 16
LBS. SOLID WASTE/
EMPLOYEE/DAY
LBS. WASTE/
DAY1/
3.21
3.21
3.21
3.21
2689.98
11247.84
5042.91
51.36
Total 19032.09 lbs. = 9.52 Tons
Solid Waste/Day
Seasonal Solid Waste Generation
(June 15 - September 15)
WASTE PERSONS/ S.F. DEVELOPMENT PERSONS
GENERATOR S.F.
Racetrack
Spectators
LBS SOLID WASTE/
PERSON/DAY
1/186*
1/29.75*
238,000 1,279
238,000 8,000
LBS WASTE/
DAY2/
0.524 670.20
0.524 4192.00
Total 4862.20 lbs. = 2.43 Tons Solid Waste/Day
1/ Total employees multiplied by 3.21 lbs./day.
2/ Total persons multiplied by .524 lbs./day.
Note: These figures are derived from predicted seasonal daily average
employee and spectator estimates established by the Minnesota Jockey
Club.
8-3
8.1.1.4 Alternative 4: Mixed -Use Only
Daily Solid Waste Generation
WASTE EMPLOYEES/ S.F. DEVELOPMENT EMPLOYEES
GENERATOR S.F.
Retail 1/500 419,000 838
Office 1/250 1,445,250 5781
Office/Showroom 1/475 1,884,500 3967
Research 8 Development 1/400 569,250 1423
LBS. SOLID WASTE/
EMPLOYEE/DAY
LBS. WASTE/
DAY1/
3.21
3.21
3.21
3.21
2689.98
18557.01
12735.26
4568.26
Total
38550.51 lbs. Solid
Waste/Day
19.28 Tons Solid Waste/Day
I/ Total employees multiplied by 3.21 lbs./day.
8-4
8.1.2 WASTEWATER DATA CALCULATIONS
8.1.2.1 Alternative 3: Racetrack and Mixed -Use
Average Dally flows
Parcel No 1 - 12.8 AC
Retail - 85,000 S.F. @ 0.07 gpsf = 5,950 gpd
OFFICE - 80.000 S.F. @ 0.12 gpsf 9,600 gpd
15,500 gpd : 12.8 = 1,210 gpa/d
Parcel No 2 - 28.8 AC
Retail 220,000 S.F. @ 0.07 gpsf 15,400 gpd
OFFICE - 130,000 S.F. @ 0.12 gpsf 15,600 gpd
31,000 gpd : 28.8 = 1,076 gpa/d
Parcel No 3 - 41.7 AC
Retail - 114.000 S.F. @ 0.07 gpsf = 8,000 gpd
OFFICE - 356,000 S.F. @ 0.12 gpsf 42,720 qpd
50,700 gpd : 41.7 = 1,215 gpac/d
Parcel No 4 - 47.7 AC
OFFICE - 310,000 S.F. @ 0.12 gpsf 37,200 gpd
OFF/show - 166,000 S.F. @ 0.04 gpsf = 6,640 gpd
43,800 gpd : 47.7 = 920 gpa/d
Parcel No 5 - 66.6 AC
OFF/show - 580,000 S.F.@ 0.04 gpsf = 23,200 gpd : 66.6 = 350 gpac/d
Total average flow of 164,200 gpd
8-5
8.1.2.2 Alternative 4: Mixed -Use Only
Average Dally Flows
Parcel 1 12.8 AC
Retail - 85,000 SF @ 0.07 gpd/SF
OFFICE - 80,000 SF @ 0.12 gpd/SF
5,950 gpd
9,600 gpd
Parcel 2 28.8 AC
Retail - 220,000 SF @ 0.07 gpd/SF 15,400 gpd
OFFICE - 130,000 SF @ 0.12 gpd/SF 15,600 gpd
Parcel 3 41.7 AC
Retail - 114,000 SF @ 0.07 gpd/SF 7,980 gpd
OFFICE - 356,000 SF @ 0.12 gpd/SF 42,720 gpd
Parcel 4 47.7 AC
Retail - 310,000 SF @ 0.12 gpd/SF
OFF/show- 166,000 SF @ 0.04 gpd/SF
37,200 gpd
6,640 qpd
15,500 gpd
31,000 gpd
50,700 gpd
43,840 gpd
Parcel 5 53.8 AC 586,000 SF total
OFFICE - 146,500 SF @ 0.12 gpd/SF 17,580 gpd
OFF/ahow- 293,000 SF @ 0.04 gpd/SF 11,720 gpd
R 8 D - 146,500 SF @ 0.12 gpd/SF 17,580 gpd
Parcel 6 24.2 AC
OFFICE - 131,500 SF @ 0.12 gpd/SF
OFF/show- 131,500 SF @ 0.04 gpd/SF
8-6
46,880 gpd
263,000 SF
15,780 gpd
5,260 qpd
21.040 gpd
Parcel 7 54.8 AC
OFFICE - 149,250 SF @ 0.12 gpd/SF
OFF/show- 298,500 SF @ 0.04 gpd/SF
R F. D - 149,250 SF @ 0.12 gpd/SF
Parcel 8 66.6 AC
597,000 SF
17,910 gpd
11.940 gpd
17,910 qpd
47,760 gpd
OFFICE/showroom - 580,000 SF @ 0.04 gpd/SF 23,200 gpd
Parcel 9 39.9 AC
OFFICE - 108,750 SF @ 0.12 gpd/SF
OFF/show- 217,500 SF @ 0.04 gpd/SF
R S. D - 108,750 SF @ 0.12 gpd/SF
435,000 SF
13,050 gpd
8,700 gpd
13,050 gpd
Parcel 10 36.4 AC 396,000 SF
OFFICE - 99,000 SF @ 0.12 gpd/SF 11.880 gpd
OFF/show- 198,000 SF @ 0.04 gpd/SF 7,920 gpd
R 8 D - 99,000 SF @ 0.12 gpd/SF 11.880 qpd
34,800 gpd
31,680 gpd
346,400 gpd average
Note: R80 assumed to be dry research, therefore consider as office type
usage with laboratory personnel.
8-7
8.1.3 VEHICLE OCCUPANCY CALCULATIONS
Information regarding vehicle occupancy was collected for nine racetracks
around the Country and for three major local, sporting events. This infor-
mation is summarized in the table below:
Vehicle Occupancy Data
Name of Track Reported Vehicle
Ak Sar Ben 1.6 - 2.3
2.4 - 2.7
Arlington Park 2.4 - 3.0
3.0
Belmont Park No more than
Bouie Race Course Less than 2
Centennial 2
Keeneland 2.7 - 3.0
Long Acres About 3
3.0
Santa Anita 2.4
Turf Paradise 2.3 - 2.6
Minnesota Twins 3.5
Minnesota Vikings 3.5
Minnesota North Stars 3.0 - 3.3
Occupancy
2
Source
Metropolitan Council
Barton-Aschman Associates
Metropolitan Council
Barton-Aschman Associates
Metropolitan Council
Metropolitan Council
Metropolitan Council
BRW, Inc.
Metropolitan Council
Barton-Aschman Associates
Barton-Aschman Associates
BRW, Inc.
Metropolitan Sports
Facilities EIS
BRW, Inc.
Benshoof 8 Associates
A statistical analysis of this data indicates that the average vehicle
occupancy at the racetracks is approximately 2.5 persons per vehicle. When
the data for the Twins, Vikings, and North Stars are included the overall
average vehicle occupancy is increased to approximately 2.7 persons per
vehicle.
8-9
8.2 VEGETATION AND WILDLIFE TECHNICAL REPORT
Vegetation and Wildlife
Technical Report
Laukka-Beck
Minnesota Jockey Club
Site Development Proposal
Prepared for:
City of Eagan
Prepared by:
BRW, Inc.
February, 1984
8-11
INTRODUCTION
Vegetation and wildlife data for the site were obtained relying on secon-
dary sources of information. In addition to reviewing this information,
on -site inspections were conducted to field check the cover type map pre-
pared from the aerial photography, to evaluate the potential of the site as
habitat for state designated rare, threatened or endangered species and to
determine to the extent possible the species of wildlife present, given the
condition that data on wildlife presence could be collected only during the
late fall season.
Vegetation
A cover type map was prepared for the site utilizing standard format
stereoscopic aerial photo coverage and later field verified. The cover type
methodology used is structurally based, that is it describes plant com-
munities by structure, for example, grassland, brushland, persistent
emergent wetland, etc. Wildlife research studies have indicated that habi-
tat selection by wildlife species particularly birds is a function of the
structural organization of a community rather than the plant species which
contribute to the structural definition of a community. Six upland
habitat/land use types were identified on the site, as were tour wetland
types. These types and the acreages they involve are included in the
following table.
Vegetative Habitat Types
Existing Post -Development
Alt. 1
Alt. 2 Alt. 3
Alt. 4
Wooded 56.2 56.2 38.9 37.9 53.8
Brush 65.8 65.8 29.1 0 0
Field 172.6 172.6 70.8 0 0
Old Field 117.8 117.8 53.3 0 0
Ponds 0.00 0.00 6.8 6.8 6.8
Wetlands
Type 1 2.6 2.6 2.6 0 0
Type 2 13.8 13.8 12.2 0 0
Type 3 10.3 10.3 14.0 17.7 17.7
Type 4 4.8 4.8 4.8 6.4 6.4
Residential 5.0 5.0 5.0 0.0 0.0
Developed - - 69.8 172.6 219.1
Urban Open Space - - 141.6 207.5 145.1
TOTAL 448.9 448.9 448.9 448.9 448.9
Acreages were determined by outlining the habitat types on a piece of ace-
tate and then measuring the area using a compensating polar planimeter.
Acreage estimates are accurate to the nearest one -tenth acre.
The effects of the various alternatives on the habitat types were deter-
mined by estimating the square footage of the building footprint, adding to
that the amount of area required to provide parking for the anticipated
land use and then allocating the balance to urban open space. The excep-
tion to this rule was that certain woodlots cn the site included com-
binations of desirable mature tree species and it is the intent of the
overall development plan to preserve the integrity of these woodlots to
the maximum extent possible. Therefore, major woodlot areas as indicated
on the following figure will be preserved and remain intact to the maximum
extent possible, consistent with overall development of the site.
To complement the preparation of habitat type maps, a qualified plant eco-
logist with experience in the assessment of habitats having the potential
of harboring rare, threatened, or endangered plant species was hired to
examine the site. The site was systematically searched in late October,
1983. Based on the various plant associations present, the conclusion of
the ecologist was that the only rare, threatened or endangered state listed
plant species potentially occuring on the site might be ginseng. The pre-
sence or absence of this species could not be determined with absolute cer-
tainty because of the lateness of the season. However, the area where
ginseng could potentially occur will not be disturbed as a result of the
development of this project so no threat exists to the continued presence
of this species should it exist on the site. Furthermore, this species is
protected under state statute requiring those individuals wishing to
collect this species or its roots to have in their possession a state
license.
Wildlife
!nformation about the presence of wildlife was primarily collected from
secondary sources of Information. These secondary sources of information
were utilized in the development of a microcomputer data base managment
system entitled BIRDCOVR for birds, MAMLCOVR for mammals, and AMPHCOVR for
reptiles and amphibians. This data base includes all species of wildlife
which are either seasonally or permanent residents within the borders of
the state. Seasonal residents include those species which either breed or
winter within the state on a regular basis and whose ranges encompass the
entire state or portions thereof. Only those species which either breed or
are winter residents were chosen because it was presumed that if suitable
habitat were available in sufficient quantities to provide permanent or
seasonal residence conditions than those habitat areas would also be
available In sufficient quantity and quality to provide feeding and resting
opportunities for migrant species.
The microcomputer database was developed from a matrix, developed by
Svoboda, 1977. This matrix technique was very similar to one later used by
Niemi, 1979, which was developed for the Ottawa National Forest in Michigan
The habitat types described by Niemi were very similar to those chosen by
Svoboda. Both references were used in the development of the microcomputer
Wildlife Database.
glIll MINI MIMI NM NI 1111111 MIN 01111 MA Mil lin MI
PROPOSED 1-494
PLM •
%PHH
FLD
URB
•
•
• -
• Int IF
PLM—
FLDLJ
LONE__1,
_ -
FLD
•
OAK _ ROAftjit—
ROAD
I AGF
PHH
PLM
FLD
• • •11.• •
URB
---PHH
r-
AGF •
L-.1
Persistent Emergeni.
Woodland (WD)
Mature Deciduous Upland
Grassland (GR)
Old Field
Brushland (BR)
PHH
FLD
PLM
•N
PHH
uj
cc
I
uJ
MI NM Mil INN
prop
' • (
-)41)
•
AGF
• ••••M • 1••••• • •
Laukka - Beck
Minnesota Jockey Club
I I I
;111E11'
Existing
Vegetation
Wetlands (WE)
Non -Persistent Emergent
cm
FLD
Upland Brush
Seasonally Altered (SA)
Agricultural Field
Special Habitats (SP)
Rural Residential G—URB-Rural Residential Abandoned
Another technique developed and utilized by the Bureau of Land Management
categorizes wildlife habitats according to guilds. The development of
wildlife guilds is also based on the structural form of habitat. Wildlife
species are categorized according to their choices of habitat for feeding
and breeding. Categorization of habitat according to structure is par-
ticularly useful for analyzing the impacts of a proposed project on
wildlife habitat and permits better project planning and development.
The database system includes 35 structurally defined 'Habitat/land use
cover type designations. These habitat/land use types are listed in Table
A and are organized into seven major categories. Each of these major cate-
gories are then further subdivided into various subgroups. The 350 plus
wildlife species which were identified as being seasonally or permanently
resident within the state were then evaluated for habitat utilization
preferences. The wildlife species along with its choice of habitat types
was entered into the database system. Other information within the data-
base includes the regional distribution of the species, regional distribu-
tion being organized according to Minnesota Department of Natural Resources
Administrative Regions. This regional selection was chosen because the
Department of Natural Resources periodically publishes lists of wildlife
species occurring within each region, and the occurrence, presence and
status, of most species. It was felt that use of this particular regional
system would make data entry more efficient. The database system also
includes species status, that is whether it is rare, threatened, or
endangered at the federal and state level.
Wildlife data for the Eagan site were generated by searching the database
for those species which either occur state-wide or which occur within
Region 6 which encompasses the seven county metropolitan area. Further
specifications in the search included a request for listing only those
wildlife species which occur in the habitat types which were identified on
the Laukka-Beck Minnesota Jockey Club site. This list was then refined
utilizing information available from a study conducted by Doctor Dwain W.
Warner for the Minnesota Valley National Wildlife Refuge located approxima-
tely 3 miles to the northwest of the project area. A second source of
information was the Metropolitan Waste Control Commission 201 Facility
Study which provides lists of wildlife species which have been observed in
the metropolitan area over a period of many years.
A further cross check was available from the 1-494 vegetation and wildlife
study which was completed for the 1-494 Environmental Impact Statement pre-
pared by Minnesota Department of Transportation. Utilizing these three
sources of information as a check and balance system, the microcomputer
database printout for the Eagan site was examined and only those species
potentially occurring in the area either based on observations made in the
Minnesota Valley National Wildlife Refuge or identified in the other two
sources were retained. The result was a list of wildlife species which
might potentially occur on the site, given the size and interrelationship
of habitats which presently exist. This list of species is shown in Table
B.
A second list of species was generated assuming future full urban develop-
ment. This list is shown in Table C and includes those species -which com-
monly are present in urbanized areas and also those species which are
compatible with urbanized developments but utilize areas such as wet
meadows, marshes, and wooded areas, all three habitat types which will con-
tinue to remain on the site. Additional acreages of wetlands will be
created as a result of the development of stormwater ponding areas -which
are part of an overall stormwater management system. These ponds will be
designed as wet ponds, that is they will retain a certain amount of open
water during periods of normal rainfall. -
An examination of aerial photos taken in 1937 and 1957 indicated that the
area was extensively farmed during that period. A listing of wildlife spe-
cies potentlaily present during that period was generated from the database
and is given in Table D.
Rare, Threatened, and Endangered Species
In addition to the field search conducted by Alexis Duxbury for rare,
threatened and endangered plant species, the Minnesota Department of
Natural Resources Natural Heritage Program staff were also contacted and
asked to provide information for this particular site from their database.
An examination of Natural Heritage Program records indicated that no rare,
threatened or endangered plant or animal species were identified to exist
on the site.
The letters of comment section within the Draft EIS includes evidence of
the coordination between the project proposers and the Minnesota Department
of Natural Resources regarding the presence of rare, threatened or
endangered species.
Table A
Habitat/Land Use Types
Habitat Type
Grassland
Upland Prairie
Old Field
Brushland
Open Brush
Young Deciduous Upland
Young Coniferous Upland
Young Decid-Conifer Upland
Brush Understory
Wetland Shrub
Broad-Ivd Evergreen Shrub Lowland
Woodland
Big Woods
Mature Deciduous Riparian
Mature Deciduous Upland
Savannah
Old Growth Deciduous Upland
Old Growth Decid-Conifer Upland
Old Growtn Coniferous Upland
Open Coniferous Upland
Mature Decid-Conifer Upland
Mature Coniferous Upland
Closed Canopy Lowland Conifer
Semi -open Lowland Conifer
Broad-leaved Deciduous Lowland
Wetlands
Non -persistent Emergent
Persistent Emergent
Sedge Meadow
Woodland Pond
Open Water
Lakes
Streams/Rivers
Special Habitats
Banks/Rock Outcrops
Sand Beaches/Dunes
Urban
Seasonally Altered
Wooded Pasture
Open Pasture
Orchards/Plantations
Agricultural Field
Agricultural Meadow
Habitat Code
GR.UPR
GR.FLD
BR.BRU
BR.YDU
BR.YCU
BR.YMU
BR.UNO
BR.ALW
BR.EGS
WO.BWD
WD.80T
WD.PHH
WD.OPW
W9.NOH
WO.MOG
WO.COG
WD.COP
WD.MMU
WD. CMJ
WO.CBS
WO.MSK
WO.HWS
WE.PLM
WE.MSH
WE.SIC
WE.WPD
OW. LAK
OW.STR
SP .---
SP.BRO
SP.SBD
SP.URB
SA.---
SA.WOP
SA.OPT
SA.ORP
SA. AGF
SA. AGM
Taole 31 WILDLIFE SPECIES - MINNESOTA JOCKEY CLUB
Existing Habitat Base - Potential Summer; 'Winter, or Permanent Resicents
Common Name Habitat Habitat Habitat Habitat Habitat Habitat Habitat Haoitat
Type Type Type Type' Type Type Type Type
Pied -billed Grebe WE MSH
Great Blue Heron WD PHH WE MSH
Green heron WE MSH
American Bittern GR FLD WE PLM WE MSH
Canada Goose GR FLD BR BRU SA AGM 5A AGF WE PLM WE MSH SP URB
Mallard GR FLD BR BRU SA AGM 'SE PLM WE MSH SP URB
Blue -winged Teal GR FLD WE PLM WE MSH
Wood Duck .40 PHH WE M5H
Hoed Merganser WO PHH WE MSH
Hamad
Marsn Hawk GR FLO WE PLM 'WE MSH
5narp-sninned Hawk 'WO PHH
Cooper's Hawk 'WO PHH
Red -railed Hawk 'WD PHH
Broad -winged Hawk WO PHH
Bobwhite GR FLD BR BRU WO CPW SA AGM
Gray Partridge GR FLD BR BRU SA AGF
Ring-necked Pheasant GR FLD BR BRU SA AGM SA AGF WE PLM WE MSH SP URB
Virginia Rail WE MSH
Sora WE PLM WE MSH
American Coot SA AGM WE PLM 'WE MSH
Killdeer SA AGF WE M5H SP URB
Saone° Sandpiper GR FLD SA AGM SA AGF WE MSH
Common Snipe BR BRU WE PLM WE MSH
Black Tern WE PLM aE MSH
Common Tern GR FLD WE MSH
Forster's Tern WE MSH
ROCK Dove SA AGF WE MSH 5P URB
.Mourning Dove 9R BRU SP URB
Yellow -pilled Cuckoo BR BRU
Black -billed Cuckoo 'WD PHH
Barn Owl 3R BRU WO PHH SA AGF
Screech Owl WO PHH
Great Hornea Owl 'WD PHH
Barre° owl 'WO PHH
5aw-wnet Owl GR FLD BR BRU 'WO PHH SP URB
Snowy Owl GR FLD BR BRU SA AGF
'dnia-Door-will 3R BRU 'WD PHH
GR FLD = Ola Field; BR BRU = Open Brush; WO PHH = Mature Deciduous Wooclana; SA AGM = Agricultural Meadow;
SA AGF = Agricultural Field; WE PLM = Non -persistent Emergent Wetland; WE MSH = Persistent Emergent 'Wetland
SP URB = Urban
Table 31 -cont. WILDLIFE SPECIES-- MINNESOTA JOCKEY CLUB.
Existing Habitat Base - Potential Summers Wintery or Permanent Residents
Common Name Habitat Habitat, Habitat Habitat Habitat Habitat Habitat Habitat
Type Type Type Type Type Type Type Type
Common Nlgnthawk
Chimney Swift
Ruby -throated Hummingbird
Belted Kingfisher
Common Flicker
Pileated woodpecker
Red -bellied Woodpecker
Red-headed Woodpecker
Yellow -bellied Sapsucker
Hairy Woodpecker
Great Crested Flycatcher
Eastern Phoebe
Downy Woodpecker
Eastern Kingbird
Crested Flycatcher
Alder Flycatcher
Least Flycatcher
Eastern Wood Peewee
Horned Lark
Tree Swallow
Barn Swallow
Cliff Swallow
Purple Martin
Blue Jay
Gammon Crow
Black -capped Chickadee
'White -breasted Nuthatch
Brown Creeper
House Wren
Long -billed Marsh wren
Short -billed Marsh Wren
Gray Catbird
Brown Thrasher
Robin
Wood Thrush
Veery
Eastern Bluebird
GR FLD
GR FLD
GR FLD
WO PHH
WD PHH
WD PHH
WO PHH
BR BRU
WD PHH
WD PHH
WD PHH
WD PHH
BR BRU
BR BRU
WD PHH
WD PHM
WD PHH
BR BRU WD PHH
BR BRU WD PHH
BR BRU WD PHS
BR BRU WD PHS
WD PHH
WO PHH
W p PHH
SA AGF
SA AGM SA AGF
SA AGF
SA AGM SA AGF
SA AGM
SA AGM WE PLM
WE MSH
WE MSH
WE MSH
WE MSH
WE MSH
WE MSH
SP URB
SP URB
SP URB
SP URB
SP URB
SP URB
SP URB
SP URB
SP URB
SP URB
SP URB
SP URB
SP :URB
SP URB
SP URB
SP URB
SP URB
SP URB
SP URB
SP URB
BR BRU WO PHH WE MSH SP URB
BR BRU SP URB
WD PHH SP URB
WD PHH SP URB
W'D PHH
GR FLO SP URB
GR FLD = Old Field; BR BRU = Open Brush; 'WO PHM = Mature Deciduous Woodland; SA AGM = Ayricultural Meadow;
SA AGF = Agricultural Field; WE PLM = Non -persistent Emergent Wetland; WE MSH = Persistent Emergent 'Wetland
SP URB = Urban
Table 31 cont. WILDLIFE SPECIES - MINNESOTA JOCKEY CLUB
Existirig Haoitat Base - Potential Summer, •Winter, or Permanent Residents
Common Name —Habitat Habitat Habitat Habitat Habitat Haoitat Habitat Haoitat
Type Type Type Type Type Type Type Type
Cesar Waxwing 'A PHH SP URB
Loggerhead Shrike GR FLO BR BRU
Starling SP URB
3e11's Vireo BR BRU w0 PHH
Yellow -throated vireo WO PHH
Red -eyed Vireo 'tiff PHH
Warbling Vireo 'WD PHH 5P URB
Y allow 'Warbler 'WE MSH
Cerulean 'Warbler 'Np PHH
Chestnut -sided 'Warbler BR BRU k'D PHH
Ovenbird wO PHH
Common YellowThroat 3R BRU WE MSH
American Redstart BR BRU WO PHH SP URB
House Sparrow SA AGF
Bobolink GR FLD SA AGM SA AGF •WE PLM
Eastern Meadowlark GR FLD SA AGM SA AGF WE PLM
western Meadowlark GR FLD SA MGM SA AGF WE PLM
Rea -winged Blackbird GR FLD SA AGM SA AGF WE PLM WE MSH
Brewer's Blackbird GR FLD SA AGM SA AGF WE MSH SP URB
Common Grackle c MSH SP URB
Cowbird GR FLD BR BRU w0 PHH SP URB
Northern Oriole WO PHH 5P URB
Scarier Tanager wD PHH
Cardinal 3R BRU 'WO PHH SP URB
Rose -breasted Grosbeak 'WD PHH SP URB
indigo Bunting BR BRU
Purple Fincn BR BRU
American Goldfinch GR FLD SP URB
Rufous -sided Towhee BR BRU 5P URB
Savannah Sparrow GR FLD SA .AGM SA AGF
Grasshopper Sparrow SA AGM SA AGF
Vesper Sparrow GR FLD SA AGM SA AGF WE n15H
Chipping Sparrow BR BRU SP LRB
Clay -colored Sparrow GR FLD BR BRU
Fiala Sparrow GR FLD BR BRU SA PGM
Swamp Sparrow SA ?GM 'WE PLM WE MSH
Song Sparrow BR BRU SP URB
Lapland Longspur GR FLD SA AGM SA AGF WE PLM
Snow Bunting GR FLD SA AGM SA AGF
GR FLD = Old Field; 9R BRU = Open 3rush; WO PHH = Mature Deciduous weodland; SA AGM = Agricultural Meade.;
SA AGF = Agricultural Field; WE PLM Non -persistent Emergent Wetland; WE MSH = Persistent Etergent Wetland
5P URB = Urban
Table 32 MAMMAL SPECIES - MINNESOTA JOCKEY CLUB
Existin Habitat Base
Common Name Habitat Habitat Habitat Habitat Habitat 'Habitat Habitat Habitat'
Type Type - Type Type Type Type Type Type
Eastern Able GR FLD SA AGM SA AGF SP URB
C I serous Shrew WD PHH WE MSH
Arctic Shrew WE PLM
Snort -tailed Shrew GR FLD BR BRU WD PHH SA AGM SA AGF SP URB
L;trle Brown Bat SP URB
white-tailed Jackrabbit GR FLD SA AGM SA AGF
Eastern Cottontail Rabbit BR BRU SA AGM SA AGF wE PLM WE MSH SP URB
'woodchuck BR BRU WD PHH SA AGM SA AGF SP URB
Thirteen -lined Ground Squirrel GR FLD SA AGM SA AGF
Franklin Ground Squirrel GR FLD BR BRU SA AGF WE PLM WE MSH
Eastern Chipmunk WD PHH
Red Squirrel 'WD PHH wE MSH
Gray Squirrel WO PHM SP URB
Fox Squirrel SA AGF
Southern Flying Squirrel WD PHH
Plains Pocket Gopher GR FLD SA AGM SA AGF
Prairie Deer Mouse GR FLD SA AGM SA AGF -
White -tooted Mouse BR BRU WD PHH '
Boreal Redback Vole to PHH
Meadow Vole GR FLD SA AGM SA AGF WE PLM WE MSH
Muskrat WE MSH
Norway Rat SA AGM SA AGF SP URB
House .Mouse SA AGM SA AGF SP URB
Meadow Jumping Mouse BR BRU SA AGM WE MSH
Raccoon BR BRU WD PHH WE MSH
Short -tailed Weasel BR BRU WD PHH WE MSH
Long-tailed Weasel GR FLD 8R BRU WD PHH SA AGM SA AGE WE PLM WE MSH
Least Weasel GR FLD BR BRU SA AGM WE PLM
Mink BR BRU 10 PHH WE MSH
Spotted Skunk GR FLD BR BRU SA AGM SA AGF
Striped Skunk GR FLO BR BRU w0 PHH SA AGM SA AGF wE PLM WE MSH
Badger GR FLO
Red Fox GR FLD BR BRU WO PHM SA AGM SA AGF WE PLM WE MSH
Gray Fox GR FLD BR BRU WD PHH WE PLM WE MSH
White-tailed Deer GR FLD BR BRU WD PHH SA AGM SA AGF WE PLM WE MSH SP URB
GR FLD = Old Field; BR BRU = Open Brush; WD PHH = Mature Deciduous 'woodland; SA AGM = Agricultural Meadow;
SA AGF = Agricultural Field; WE PLM = Non -persistent Emergent Wetland; WE MSH = Persistent Emergent 'Wetland
SP URB = Urban
Table 33 REPTILE -AMPHIBIAN SPECIES - MINNESOTA JOCKEY CLUB
Existing HaolTat Base
Common Name Habitat Habitat Habitat Habitat Habitat Habitat Habitat Habitat
Type Type Type Type Type Type Type Type
Snapping Turtle - WE MSH
Painted Turtle WE MSH
Brown Snake WE MSH SP URB
Northern Water Snake WE MSH
Common Garter Snake WD OPW WE PLM wE MSH SP URB
Smooth Green Snake GR FLD SA AGM WE PLM
Gopher Snake GR FLD
Fox Snake GR FLD BR BRU WD PHH SA AGM
Milk Snake SA AGF
Mudpuppy WE MSH
Tiger Salamander WE PLM WE MSH
Redback Salamander WD PHH
Spring Peeper BR BRU WD PHH WE MSH
Gray Treefrog WE MSH
Striped Chrous Frog GR FLD BR BRU WD PHH SA AGM wE PLM WE MSH
Northern Leopard Frog GR FLD SA AGM SA AGF WE MSH
Green Frog WE P1J4 WE MSH
Wood Frog WD PHH WE MSH
American Toad GR FLO BR BRU WD PHH SA AGM SA AGF WE PLM WE MSH SP URB
Sources: Baseline Environmental Inventory, Twin Cities Metropolitan Area, Metropolitan Waste Control
Commission 201 Facility study, 1977, St. Paul, MN.
Steffan, Rion and Scott Carlstrom, vegetation -land use -wildlife assessment/1-494 in Dakota and
Hennpin Counties from 24th AVenue In Bloomington to the Mississippi River in Soutn St. Paul,
Minnesota Highway Department, St. Paul, MN.
warner, Dwain 'W.: Minnesota Valley National wildlife Refuge Inventory, U.S. Fisn and Wildlife
Service, Department of the Interior, 3 vol., 1979.
GR FLD = 01d Field; OR BRU = Open Brush; WD PHH = Mature Deciduous Woodland; SA AGM = Agricultural Meadow;
SA AGF = Agricultural Field; WE PLM = Non -persistent Emergent wetland; WE MSH = Persistent Emergent wetland
SP URB = Urban
TABLE C-1
BIRD SPECIES - MINNESOTA JOCKEY CLUB
Fully DeveloRed Urban Wildlife Habitat
Potential Summers Winters or Permanent Resident
Common Name Habitat Habitat Habitat Habitat
Type Type Type Type
Pied -billed Grebe
Canada Goose
Mallard
Blue -winged Teal
Wood Duck
Hooded Merganser
Ring-necked Pheasant
Sora
American Coot
Killdeer
Common Snipe
Black Tern
Common Tern
Forster's Tern
Rock Dove
Mourning Dove
Black -billed Cuckoo
Barn Owl
Screech Owl
Saw -whet Owl
Whip -poor -will
SP URB
SP URB
WD PHH
WD PHH
SP URB
SP URB
SP URB
SP URB
WO PHH
SP URB WD NOH,
SP URB WD NOH
SP URB WD PHH
WD PHH
WE PLM
WE PLM
WE PLM
WE PLM
WE PLM
WE PLM
WE PLM
WE PLM
WE MSH
WE MSH
WE MSH
WE MSH
WE MSH
WE MSH
WE MSH
WE MSH
WE MSH
WE MSH
WE MSH
WE MSH
WE MSH
WE MSH
WE MSH
SP URB = Urban; WD PHH = Mature Deciduous Woodland; WE PLM = Non -
persistent Emergent Wetland; WE MSH = Persistent Emergent Wetland
1
1
Common Nighthawk SP URB 1
Chimney Swift SP URB
Ruby -throated Hummingbird SP URB •;WD PHH '
Belted Kingfisher - WE MSH
Common Flicker SP URB WD PHH II
Woodpecker WO PHH
Red -bellied Woodpecker SP URB WD PHH
Red-headed Woodpecker SP URB 1
Yellow -bellied Sapsucker SP URB WD PHH
Hairy Woodpecker SP URB WD PHH 1
Great Crested Flycatcher SP URB WD PHH
Eastern Phoebe SP LRB WD PHH II
Woodpecker SP URB
Eastern Kingbird SP URB WE MSH
Least Flycatcher SP URB 1
Eastern Wood Peewee SP URB WD PHH
Horned Lark SP URB 1
Tree Swallow.., WE MSH
Barn Swallow SP URB ,
Cliff Swallow WE MSH
Purple Martin SP URB WE MSH
Blue Jay SP URB WD PHH 1
White -breasted Nuthatch SP URB WD PHH
Brown Creeper WD PHH 1
House Wren SP LRB
Gray Catbird SP URB WD PHH WE MSH ,
Brown Thrasher SP URB
American:Robin SP URB II
Thrush SP URB WD PHH
Veery WD PHH
1
SP URB = Urban; WD PHH = Mature Deciduous, Woodland; WE PLM = Non- 1
persistent, Emergent Wetland; WE MSH = Persistent -Emergent Wetland
1
Eastern Bluebird
Cedar Waxwing
Starling
Red -eyed Vireo
Warbling Vireo
Yellow Warbler
Cerulean Warbler
Chestnut -sided Warbler
Ovenbird
Common Yellowthroat
American Redstart '
House Sparrow
Yellow -headed Blackbird
Red -winged Blackbird
Northern Oriole
Rusty Blackbird
Brewer's Blackbird
Common Grackle
Brown -headed Cowbird
Scarlet Tanager
Cardinal
Rose -breasted Grosbeak
Evening Grosbeak
American Goldfinch
Rufous -sided Towhee
Vesper Sparrow
Chipping Sparrow
Swamp Sparrow
Song Sparrow
Lapland Longspur
SP URB
SP URB
SP URB
SP URB
SP URB
SP URB
SP URB
SP URB
SP URB
SP URB
SP URB
SP URB
SP URB
SP URB
SP URB
SP URB
SP URB
WD PI-0-1
WD PHH
WD PHH
WD PHH
WD PHH
WD PHH
WD PHH
WO PHH
WE PLM
WE PLM
WE PLM
WE MSH:
WE MSH
WE MSH
WE. MSH
WE MSH
WE MSH
WE MSH' •
WE MSH
WE MSH
SP URB = Urban; WD PHH = Mature Deciduous Woodland; WE PLM = Non -
persistent Emergent Wetland; WE MSH = Persistent Emergent Wetland
TABLE C-2
MAMMAL SPECIES - MINNESOTA,_JOCKEY CLUB
FulIY Developed Urban Wi;ld.life Habitat
Potential..Summer.Wintert or -Permanent -Resident-
Common Name Habitat Habitat Habitat Habitat
Type Type Type Type
Cinerous Shrew WD PHH WE MSH
Short -tailed Shrew SP URB WD PHH
Little Brown Bat SP URB
Eastern.Cottontail Rabbit SP URB WE PLM WE MSH
Woodchuck SP URB WO PHH
Eastern Chipmunk WD PHH
Red Squirrel WO PHH WE MSH
Gray Squirrel SP URB WD PHH
Southern Flying Squirrel WD PHH
White-footed Mouse WD PHH
Boreal Redback Vole WD PHH -
Meadow Vole WE PLM WE MSH
Norway Rat SP URB
House Mouse • SP URB
Meadow Jumping Mouse - WE MSH
Raccoon WD PHH WE MSH
Short -tailed Weasel WD PHH WE MSH
Long-tailed Weasel WD PHH WE PLM WE MSH
Least Weasel WE PLM
Striped Skunk WD PHH WE PLM .WE MSH
Red Fox WD PHH WE PLM WE MSH
White-tailed Deer WD PHH WE PLM WE MSH
SP URB = Urban; WD PHH = Mature Deciduous Woodland; WE PLM = Non -
persistent Emergent Wetland; WE MSH = Persistent Emergent Wetland
TABLE C-3 '
REPTILE AND AMPHIBIAN .SPECIES - MINNESOTA JOCKEY CLUB
Full/ Deve'IoRed•Urban Wildlife Habitat_,'.
Potential Summers:Winters or Perman 'rrr Res i_ fen t
Common Name
Snapping Turtle
Painted Turtle
Brown Snake
Common Garter Snake
Fox Snake
Mudpuppy
Tiger Salamander
Redback Salamander
Spring Peeper
Gray Treefrog
Striped Chorus Frog
Northern Leopard Frog
Green Frog
Wood Frog
American Toad
Habitat Habitat Habitat Habitat
Type Type Type Type
SP URB
SP URB
WD PHH
WD PHH
WE PLM
WE PLM
WE MSH
WE MSH
WE MSH
WE MSH
WE MSH
WE MSH
WD PHH
WD PHH WE MSH
WE MSH
WO PHH WE PLM WE MSH
WE MSH
WE PLM WE MSH
WD PHH WE,MSH
SP URB WD PHH WE PLM " WE MSH
SP URB = Urban; WD PHH = Mature Deciduous Woodland; WE PLM = Non
persistent Emergent Wetland; WE MSH = Persistent Emergent Wetland
Table 01
• Common•Name
Pled -billed Grebe
Great Blue Heron
Green 4eron
American Bittern
Canada Goose
Mallard
Blue -winged Teal
Wood Duck
Sharp -shinned Hawk
Red-tailed Hawk
American Kestrel
Bobwhite
-Gray Partridge
Ring-necked Pheasant
Sore
-Killdeer
Spotted Sandpiper
Common Snipe
-Black Tern
Common Tern
Forster's Tern
Rock Dove'.
Mourning Dove
Yellow -billed Cuckoo .
Black -billed Cuckoo
Barn Owl
Screech Owl
Snowy Owl
Whip -poor -will
Common Nighthawk
Chimney Swift
Ruby-thoated Hummingbird
Belted Kingfisher
Common Flicker
Plleated Woodpecker
Red -bellied Woodpecker
Rod -headed Woodpecker
BIRD SPECIES - MINNESOTA JOCKEY CLUB
Agricultural Land Habitat Base
Potential' Summery Wintery or Permanent Residents
• ;Habitat' Habitat Habitat Habitat Habitat Habitat Habitat Habitat
- Type Type Type •.:.Type Type Type Type Type
WE 'ASH
WD PHH WE .MSH
WE MSH
WE PLM WE MSH
SA AGM SA AGF WE PLM WE MSH
SA AGM WE PLM WE MSH
WE PLM WE MSH
WD PHH WE MSH
WD PHH
SA 'MOP WD PHH •'
SA MOP
SA 'WDP SA CPT WD PHH SA AGM
SA AGF
SA AGM SA AGF WE PLM WE MSH SP PRB
WE PLM WE MSH
SA OPT SA AGF WE MSH'
SA AGM SA AGF 'WE MSH
WE PLM WE MSH
WE PLM WE MSH
WE MSH
WE MSH
SA AGF wE MSH SP :PB
SA 'WDP SP lRB
SA 'WDP
WO PHH
SA 'WOP SA CPT WD PHH SA AGF
SA WDP 'np PHM SA AGF
SA 'ADP SA CPT SA AGF
WO PHH
SA AGF
SP IPB
WO PHH SP IPB
WE MSH
SA WOP WD PHM
SA 'AOP 'WD PHH
SA 'WDP WD PHH
SA WOP SP IPR
WD PHH • Mature -Deciduous :doodlana; SA AGM = Agricultural Meadow; SA AGF = Agricultural Field; WE PLM = Non-
cerslstent Emergent Wetland; WE MSM w Persistent Emergent Wetland; SA WOP = Wooded Pasture; SA'OPT = Open
Pasture; SP URB 0 Rural Residential
Table 01 cont.
Common Name
Yellow -bellied Sapsucker
Hairy woodpecker
Great Crested Flycatcher
Eastern Phoebe
Downy 'Woodpecker
Eastern Kingbird
Least Flycarher
Eastern Wood Peewee
Horned Lark
Tree Swallow
Barn Swallow
Cliff Swallow
Purple martin
Blue Jay
Common Crow
Black -capped Chickadee
White -breasted Nuthatch
Brown Creeper
House Wren
Long -billed Marsh Wren
Short -billed Marsh Wren
Gray Catbird
Brown Thrasher
American Robin
Wood Thrush
Veery
Eastern Bluebird
Cedar 'Waxwing
Loggerhead Shrike
Starling
Yellow -throated Vireo
Rea -eyed Vireo
Warbling Vireo
Yellow Warbler
Chestnut -sided Warbler
Common tellowrhroat
American Redstart
31RO SPECIES - MINNESOTA JOCKEY CLUB
Agricultural Land Habitat Base
Potential Summer.- Winter, or Permanent. Residents
Habitat Habitat Habitat Habirat Habitat Habitat Habitat Habirat
Type Type Type . Type Type Type Type Type
SA 'ADP WD R1H
SA ADP 'Wp PHH
SA .SOP WD R4H 5P URB
SA 'ADP 'WO PHH
SA ADP SP URB
SA '.DP WE MSH
SA ADP
SA 'ADP w0 PHH
SA ADP
SA WOP
SA 'ADP
SA WOP
SA 'ADP
SA 'ADP
SA 'ADP
SA WOP
SA 'ADP
SA 'ADP
SA ICP
SA WOP
SA 'ADP
SA CPT
SA CPT
SA CPT
WD PHH
WO PHH
WO PHH
WO PHH
WD PHH
WO PHH
WD PHM
WD PHH
WD PHH
AO PHH
WD PHH
SA AGM SA AGF
SA AGF
SA AGM SA AGF
SA AGM
SA AGM WE PLM
WE •SH
WE MSH
WE MSH
WE `4SHt
WE. MSH
WE MSH
WE MSH
SP URB
SP URB
SP URB
SP URB
SP URB
SP URB
SP URB
.SP URB
SP URB
SP URB
SP URB
WD PHH = Mature Deciduous Woodland; SA AGM = Agricultural Meadow; SA AGF = Agricultural Field; WE PLM = Non -
persistent Emergent Wetland; WE MSH = Persistent Emergent Wetland; SA WDP = Wooded Pasture; SA OPT.= Open
Pasture; SP URB = Rural Residential
Table 01 cont.
BIRD SPECIES - MINNESOTA JOCKEY CLUB
Agricultural Land Habitat Base
Potential Summery WinteF o(r. Permanent Residents
Common Name Habitat Habitat Habitat Habitat Habitat Habitat Habitat Habitat
Type Type Type
Type Type Type Type Type
House Sparrow _ SA ACF SP UiB
Bobolink SA CPT SA AGM SA ACF WE PLM
Eastern Meadowlark SA OPT SA ACM SA AGF WE PLM
Western Meadowlark SA OPT SA AGM SA ACF wE PLM
Red -winged Blackbird SA OPT SA AGM SA AGF WE PLM WE MSH
Northern Oriole SA WDP SP LPB
Brewers's Blackbird SA CPT SA AGM SA AGF WE mSH
Common Grackle 'WE MSH
Brown -headed Cowbird SA 'MOP
Cardinal WO PHH SP .RB
Rose -breasted Grosbeak 'W0 PHH SP U+B
DICkcIsseI SA AGM
American Goldfinch SA WOP SP UtB
Savannah Sparrow SA OPT SA AGM SA AGF
Grasshopper Sparrow SA CPT 5A AGM 5A AGF
Vesper Sparrow SA CPT 5A AGM SA ACF WE MSH
Chipping Sparrow SA MOP SP UiB
Clay -colored Sparrow SA WOP SA OPT
Field Sparrow SA SAP SA CPT SA AGM
Swamp Sparrow SA AGM WE PLM WE MSH
Song Sparrow 5A MOP
Lapland Longspur SA CPT SA AGM 5A AGF WE PLM
Snow Bunting SA CPT SA AGM SA AGF
Tufted Titmouse WO PHH
WO PHH = Mature Deciduous Woodland; SA AGM a Agricultural Meadow; SA AGF = Agricultural Field; WE PLM = Non-
persIstent Emergent 'Wetland; WE MSM= Persistent Emergent 'Wetland; SA MOP = 'wooded Pasture; SA OPT = Open
Pasture; SP URB Rural Residential
Table 02 - MAMMAL SPECIES - MINNESOTA JOCKEY CLUB
Agricultural Land Habitat Base
Potential Summer„ Winter„ or Permanent'Residents
Common Name Habitat Habitat Habitat Habitat Habitat Habitat Habitat Habitat
Type Type Type Type Type Type Type Type
Eastern bole SA OPT SA AGM SA AGF
Clnerous Shrew WD PHH WE MSH
Short -railed Shrew WO PHH SA AGM SA AGF
Little 3rown Bat SP URB
'finite -tailed Jackrabbit SA OPT SA AGM SA AGF
Eastern Cottontail Rabbit SA AGM SA AGF WE PLM WE MSH SP URB
Woodchuck SA 'DP SA CPT WD PHH SA AGM SA AGF SP URB
Thirteen -lined Ground Squirrel SA OPT SA AGM SA AGF SP UP8
Franklin Ground Squirrel SA AGF WE PLM WE MSH
Eastern Chipmunk WO PHH SP URB
Red Squirrel WD PHH WE 'SH SP URB
Gray Squirrel WO PHH SP URB
Fox Squirrel SA WOP SA AGF SP UE8
Plains Pocket Gopher SA 'WDP SA CPT SA AGM SA AGF SP Lin
Prairie Deer mouse SA CPT SA AGM SA AGF
'Wolfe -footed Mouse WD PHH
Boreal Redback Vole WD PHH
Meadow Vole SA CPT SA AGM SA AGF WE PLM WE MSH
Muskrat ., WE MSH
Norway Rat SA WOP SA AGM SA AGF SP U78
House mouse SA WOP SA AGM SA AGF SP URB
Meadow Jumping Mouse SA AGM WE MSH
Racoon WD PHH WE MSH SP URB
Short -tailed Weasel SA WOP WD PHH WE MSH
Long-tailed Weasel SA 'WOP SA CPT 'WO PHH SA AGM SA AGF WE PLM WE MSH SP URB
Least Weasel SA AGM WE PLM
Mink SA WDP WO PHH WE MSH
Spotted Skunk SA WDP SA AGM SA AGF
Stripped Skunk SA NOP SA CPT 'WO PHH SA AGM SA AGF WE PLM WE MSH SP U78
Badger SA CPT
Red Fox SA 'WOP SA CPT WD PHH SA AGM SA AGF WE PLM WE ASH
Gray Fox WD PHH WE PLM WE MSH
white-tailed Deer SA WDP WO PHH SA AGM SA AGF WE PLM WE MSH
WO PHH = Mature Deciduous 'Woodland; SA AGM = Agricultural Meadow; SA AGF = .Agricultural Field; WE PLM Non -
persistent Emergent Wetland; WE MSH = Persistent Emergent 'wetland; SA WOP = Wooded Pasture; SA OPT = Open
Pasture; SP URB = Rural Residential
Table 03
REPTILE SPECIES - MINNESOTA JOCKEY CLUB
Agricultural Land Habitat Base
Potential Summers wintery or Permanent Residents
Common Name Habitat Habitat Habitat Habitat Habitat Habitat Habitat Habitat
Type. Type Type. -Type Type Type Type Type
Snapping Turtle WE MSH
Painted Turtle wE MSH SP URB
Reabelly Snake :SA wDP
Brown -Snake' '.NE NSH
Smooth Green Snake SA AGM WEIPLM
Common Garter Snake WO PHH WE PLM WE :4SH SP URB
Fox Snake WO PHH SA AGM
Mil'< Snake SA MOP SA AGF
.Mudpuppy WE MSH
Spring Peeper WO PHH WE MSH
Tiger Salamander WE PLM WE MSH
Reaback Salamander WO PHH
Gray Treetrog WE MSH
Striped Chorus Frog 'WO PHH SA AGM WE PLM wE MSH
Northern Leopard Frog SA '%OP SA CPT SA AGM SA AGF WE MSH
Green Frog WE PLM WE MSH
Wood Frog WO PHH WE MSH
American Toad SA WOP 5A OPT WO PHH SA AGM SA AGF WE PLM WE MSH SP URB
wp PHH • Mature Deciduous Woodland; 5A AGM = Agricultural Meadow; SA AGF • Agricultural Field; WE PLM • Non -
persistent Emergent 'Wetland; WE MSH • Persistent Emergent 'Wetland; SA WOP • Wooded Pasture; SA CPT • Open
Pasture: SP ORB • Rural Residentlal
Sources
•
Nlemi, Gerald, Hollle Collins and'P.B.Hofslund1979. wildlife species and
their habitat overview, Ottawa Natonal Forest, Department of Biology, Lake
Superior Basin Studies Center, University of Minnesota, Duluth, MA.
Short, Henry L., 1983. Wildlife guilds in Arizona•.desert habitats. U.S.
Department of Int., Bureau of Land Management, Tech. Note 362. 258 pp.
Svoboda, Franklin J., 1977. A user's guide to the ecological community
classification system and the wildlife habitat preference list/diversit,y
index. Unpublished.
1
1
1
1
1
1
1
1
8.3 SAMPLE AIR EASEMENT AGREEMENT
AIR EASEMENT
This Air Easement made and entered into this 1,2__ day of‘tlf'..
1981 by and between _ - , a Minnesota non-
profit ® corporation, as "Grantor", for and in consideration
of One Dollar (51.00) and other valuable consideration, hereby
conveys to the METROPOLITAN AIRPORTS CO.""_`".ISSION, also referred to
as the Minneapolis -Saint Paul Metropolitan Airports Commission, a
public corporation and State agency under the laws of the State of
Minnesota, as "Grantee", for the purpose of permitting the right
of flight for the passage of aircraft as set forth below, an air
easement in real estate in the County of Hennepin and State of
Minnesota, said land being more particularly described as follows:
South 10 acres of north 22 acres of northwest quarter of
southeast quarter except street in Section ■ , Township 0
and Range according to U.S. government thereof.
Grantor, for itself, its successors and assigns, hereby grants
unto Grantee, its successors and assigns, for the use and benefit
of the public, a right of flight for the passage of aircraft in
the air space above the surface of the real property described
above together with the right to cause in said air space such
noise as may be inherent in the operation of aircraft, now known
or hereafter used for navigation of, or flight in, said air space,
and for the use of said air space for landing, taking off, or
operating to and from Minneapolis -St. Paul International Airport
Y7old-Chamberlain Field.
IN WITNESS WHEREOF, the parties hereto have caused these
presents to be executed the day and year first above written.
8-37
MEORTS CO.'"_'IISSION
By
By
By
By
tore
A
8.4 SOLID WASTE GENERATION AT FULL DEVELOPMENT
Alternative
Solid Waste Generation
Comparison of Alternatives
(Full Development Year 2000)
Waste Generator Base Daily Amount Additional Daily Amount
During Racing Season -
June 15 to September 15
(Pounds) (Pounds)
I. No -Build Residential
Total
2. Racetrack Only Racetrack Staff
Racetrack Staff -
Seasonal Employees
Spectators - Seasonal
Total
15.90 0
15.90 0
(0.008 Tons)
51.36
51.36
(0.03 Tons)
3. Racetrack and Retail 2,689.98
Mixed -Use Office 11,247.84
Office Showroom 5,042.91
Racetrack Staff 51.36
Racetrack Staff -
Seasonal Employees
Spectators - Seasonal -
Total
4. Mixed -Use Only Retail
Office
Office Showroom
Research and
Development
Total
19,032.09
(9.52 Tons)
2,689.98
18,557.01
12,735.26
4.568.26
38,550.51
(19.28 Tons)
8-39
901.20
6.812.00
7,713.20
(3.86 Tons)
901.20
6,812.00
7,713.20
(3.86 Tons)
0
0
0
0
0
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