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MEETING DATE:
AGENDA ITEM:
Council Agenda Item) b
March 5, 2009
Engineer Reports
North east/west Corridor Study -Scoping Document
SUBMITTED BY:
Engineering/Administration
BOARD/COMMISSION/COMMITTEE RECOMMENDATION: The North east/west study includes
Stearns County and the APO. To help facility the study a TAC and PMT were utilized. During discussions
with the TAC it was determined that a four lane road section would be needed and from that a purpose
and need was developed and the Scoping document was submitted for review by Fed Hwy
Administration.
PREVIOUS COUNCIL ACTION: Last year Brian Shorten of SRF presented the Council with the
information included in the document. The same presentation was made before Stearns County. The
City is the agent for the segment of road included in the Scoping document as it is a City road. The
County was the agent for the EAW regarding the CR 2 bypass.
BACKGROUND INFORMATION: Brett Danner of SRF highlighted the changes from the last document:
1) Purpose and need: the purpose and need has been updated to include travel demand forecasts
and modeling provided by the St. Cloud APO.
2) Alternatives: discussion of how the build alternatives address the purpose and need
3) Project costs: the project cost discussion has been updated to reflect planning-level estimates
used by the APO. A future project cost is also included using the APO's inflation factor.
Copies of the Scoping Document will also be provided to Mn/DOT and FHWA for review. It is anticipated
that FHWA will publish the EIS notice of intent in the near future. Following PMT, Mn/DOT, and FHWA
review, there will bean agency review period and public comment period.
BUDGET/FISCAL IMPACT:
ATTACHMENTS
Scoping document
REQUESTED COUNCIL ACTION: Authorize execution of the Scoping document so that it can be
forwarded for publication and review.
SCOPING DOCUMENT
AND
DRAFT SCOPING DECISION DOCUMENT
ST. JOSEPH NORTH CORRIDOR
Stearns County, Minnesota
February 2009
S.P.233-020-03
SLOPING DOCUMENT
ST. JOSEPH NORTH CORRIDOR
STEARNS COUNTY, MINNESOTA
State Project Number: 233-020-03
Future construction of a new minor arterial roadway connection from
CSAH 3 to CSAH 133 north of St. Joseph, Minnesota.
Ms. Judy Weyrens
City Administrator
City of St. Joseph
25 College Avenue North
St. Joseph, MN 56374-0668
(320) 363-7201
~weyrens(a~cityofstjose h.com
CERTIFICATION BY RESPONSIBLE GOVERNMENTAL UNIT
Date Approved St. Joseph City Administrator
TABLE OF CONTENTS
Page No:
1.0 INTRODUCTION ...................:.......................:.....:...........................................
1.1 PURPOSE OF SLOPING DOCUMENT ......................................................:...............:......................:.............1
1.2 PROJECT DESCRIPTION ...................................................................:........................................................2
1.3 PROJECT HISTORY ...................................................................................................................................3
1.4 RELATIONSHIP OF ST. JOSEPH NORTH CORRIDOR SLOPING TO OTHER CSAH 2/
NORTH CORRIDOR PROJECTS ..................:.................:...:......................................................................... 3
1.5 PROJECT SCHEDULE ................................................................................................................................4
1.6 RESPONSIBLE GOVERNMENTAL UNIT AND PROJECT MANAGER ...................................:.:....:...................4
2.0 PURPOSE OF AND NEED FOR THE PROJECT ..............................................................:........................5
2.1 INTRODUCTION ........................................................................................................................................ $
2.2 PREVIOUSLY-IDENTIFIED TRANSPORTATION ISSUES .:............................................................................. S
2.3 BACKGROUND INFORMATION ON PLANNED GROWTH AND
ST. JOSEPH LAND USE PLANS .......................:.........................................................................................6
2.3.1 Population and Household Growth Trends ..................................................................:..............6
2.3.2 St. Joseph Land Use and Growth Plans ......................................................................................8
2.3.3 St. Joseph Orderly Annexation Areas ..................................................................,......................9
2.4. PURPOSE AND NEED FOR THE PROJECT .........................................:.............:........................................10
2.4.1 Purpose of the Project ................................................................................:..............................10
2.4.2 Need for the Project ........................................................................:.........................................10
2.4.3 Other Transportation Goals and Objectives ..............................................:..............................16
3.0 DEVELOPMENT OF SLOPING ALTERNATIVES ..............................:..................................................21
3.1 ALTERNATIVES DEVELOPED DURING CORRIDOR STUDY (PRE-NEPA PROCESS .............................:....21
3.1.1 Corridor Study Alternatives Dismissed ....................................................................................22
3.1.2 Corridor Study Alternatives Retained ...................:..................................................................22
3.1.3 Corridor Study Organization ........................................................................:...........................24
3.1.4 North Corridor Identification in Corridor Study ....................................:.....:............................26
3.1.5 Final Corridor Study Alternatives ........: .:.................................................................................27
3.1.6 Tiered EIS Decision ........................:........................................................................................27
3.2 POST-CORRIDOR STUDY ALTERNATIVE CHANGES ................................................................................28
3.3 DESCRIPTION OF SLOPING ALTERNATIVES ..............................................:..:..........................................28
3.3.1 No-Build Alternative ............................:...................................................................................28
3.3.2 Build Alternatives .....:...............................................................................................................28
3.4 BUILD ALTERNATIVES FOR STUDY IN EIS ............................................................................................29
3.4.1 Build Alternative Alignments ...............................................:...................................................29
3.4.2 Build Alternative Typical Section ............................................................................................29
4.0 COST AND FUNDING SOURCE .....................................................................................................29
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TABLE OF CONTENTS CONTINUED
5.0 SOCIAL, ECONOMIC AND ENVIRONMENTAL ISSUES ....................................................................30
5.1 ISSUES IDENTIFICATION PROCESS ..........................................................................................................30
5.2 ISSUES TO BE ADDRESSED IN TIERED EIS .............................................................................................31
5.2.1 Issues Requiring Separate Study ..............................................................................................33
5.2.2 Issues of Major Concern Requiring Detailed Analysis .........................,..................................34
5.2.3 Issues of Moderate Concern Requiring Less Detailed Analysis ...............................................41
5.2.4 Issues Not to be Addressed in Tiered EIS ................................................................................46
6.0 PUBLIC AND AGENCY INVOLVEMENT ...............................................................................................46
6.1 COOPERATING AND PARTICIPATING AGENCIES .....................................................................................48
7.0 PERMITS AND APPROVALS .....................................................................................................................49
7.1 PERMITS AND APPROVALS REQUIRED ...................................................................................................49
7.2 LEVEL OF ACTION ................................................................................................................................. SO
APPENDICES:
APPENDIX A: Scoping Document Figures
APPENDIX B: Public And Agency Coordination Plan
APPENDIX C: Draft Scoping Decision Document
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TABLE OF CONTENTS CONTINUED
LIST OF TABLES
Page No.
TABLE 1 HISTORIC POPULATION COMPARISON (1970-2006) WITHIN THE STUDY AREA .........6
TABLE 2 FUTURE POPULATION GROWTH WITHIN THE STUDY AREA .......................................... ..7
TABLE 3 CITY OF ST. JOSEPH HOUSEHOLD PROJECTIONS .............................................................. ..8
TABLE 4 NORTH ST. JOSEPH GROWTH AREA LAND USE FORECAST GROWTH ......................... 11
TABLE 5 TRIP DISTRIBUTION FOR NORTH ST. JOSEPH GROWTH AREA ...................................... 12
TABLE 6 CRITICAL LANE THRESHOLDS AND CAPACITY RELATIONSHIPS ................................ 14
TABLE 7 CRITCAL LANE ANALYSIS RESULTS: EXISTING AND NO BUILD (CSAH 75
INTERSECTIONS) ............................................................................................................................ 14
TABLE 8 SUMMARY OF EXISTING ACCESS ON CSAH 75 THROUGH ST. JOSEPH
FROM CSAH 3 TO CSAH 133 ......................................................................................................... 15
TABLE 9 CSAH 75 AVERAGE DAILY TRAFFIC VOLUMES: 2006 AND 2030 NO BUILD .................. 15
TABLE 10 ST. CLOUD APO SYSTEM SPACING GUIDELINES: URBANIZING AREAS ...................... 18
TABLE 11 CRITCAL LANE ANALYSIS RESULTS: FUTURE BUILD CONDITIONS
(CSAH 75 INTERSECTIONS) ......................................................................................................... 23
TABLE 12 TRAFFIC VOLUME FORECASTS: CSAH 75 AND NORTH CORRIDOR ............................. 23
TABLE 13 CORRIDOR VISION AND DESIGN STANDARDS ...................................................................... 29
TABLE 14 ANTICIPATED PERMITS AND APPROVALS REQUIRED ...................................................... 49
LIST OF FIGURES
FIGURE 1: AREA LOCATION MAP
FIGURE 2: NORTH CORRIDOR SLOPING ALTERNATIVES
FIGURE 3: CITY OF ST. JOSEPH -FUTURE LAND USE
FIGURE 4: TIER I EIS ALTERNATIVES
H:\Projects\5533\EP\Scoping\Reports\Scoping Document\Draft\FHWA MnDOT Review\North Corridor Scoping_02 09.doc
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1.0 INTRODUCTION
1.1 PURPOSE OF SLOPING DOCUMENT
The proposed action is the construction of a new minor arterial roadway connection from County
State Aid Highway (CSAH) 3 to CSAH 133 in St. Joseph Township, north of the City of
St. Joseph in Stearns County, Minnesota (see Figures 1 and 2). The environmental review
process for the St. Joseph North Corridor Project assumes that construction would likely use
some combination of local, state and/or federal funding sources. As such, the project planning
and environmental review are being conducted in conformance with state and federal
environmental review requirements.
The National Environmental Policy Act (NEPA) of 1969 requires that social, economic, and
environmental considerations be included in the planning of projects that receive federal funding
and involve other federal actions. Similarly, the Minnesota Environmental Policy Act (MEPA)
requires review of potential environmental impacts for proposed projects that exceed state
regulatory thresholds. The proposed action meets the state requirements for the preparation of an
EIS under Minnesota Rules Chapter 4410.4400 Subp. 16 (construction of a road on a new
location which is four or more lanes in width and two or more miles in length). Scoping is the
first step in the EIS process.
This Scoping Document and Draft Scoping Decision Document (SD/DSDD) has been
prepared as part of the federal NEPA process and state environmental review process to
fulfill requirements of 42 USC 4321 et. seq., 23 USC § 139, and Minnesota Rules
Chapter 4410.2000. The SD/DSDD is distributed to federal, state and local agencies and the
public to provide an opportunity for review and comment prior to the preparation of a Final
Scoping Decision Document (SDD). A 30-day comment period will begin when the availability
notice for the SD/DSDD is published in the Minnesota Environmental Quality Board (EQB)
Monitor. A public Scoping meeting will be held during the 30-day comment period (as required
by Minnesota Rules Chapter 4410.2100 Subpart 3) which will provide an opportunity for the
public to comment on the SD/DSDD.
Per Council on Environmental Quality (CEQ) regulations for implementing NEPA
(40 CFR 1508.28), environmental documentation may occur through a "tiered" two-step review
process. The tiered EIS process has been determined to be appropriate for the proposed action
because, while the construction of the project may not occur for 20 or more years, the project
area is rapidly developing and future development will likely encroach on potential corridor
locations, resulting in greater potential for social and economic impacts at the time the project is
funded if an alignment location is not protected in the near future.
A Tier I Environmental Impact Statement (EIS) will be prepared that identifies and evaluates the
social, economic and environmental issues associated with the Corridor Alternatives, as the basis
for identifying a preferred corridor alternative that can be preserved for future use. The Tier I
EIS will consist of a Tier I Draft EIS (DEIS), a Tier I Final EIS (FEIS), and a Tier I Record of
Decision (ROD). In general, the Tier I DEIS will provide analysis of the potential social,
economic, and environmental impacts of all Corridor Alternatives, whereas the Tier I FEIS will
provide more detailed analysis of the impacts associated with the alignment identified as the
Preferred Corridor Alternative following the DEIS comment period. A Tier II EIS process will
St. Joseph North Corridor - 1- February 2009
Scoping Document
be initiated in the future, as the project moves forward for implementation. The Tier II process
will focus on Preferred Corridor Alternative design details, an updated assessment of
environmental impacts, and identification of mitigation. Specific content for the Tier II DEIS and
FEIS documents will not be known until they are initiated.
This SD provides a discussion of:
• The purpose of and need for the proposed project;
• Alternatives considered;
• Potential social, economic and environmental impacts and discussion regarding to what
extent each issue will need to be addressed in the Tier I EIS and how the issue will likely be
addressed in the Tier II process;
• Permits and approvals likely to be needed prior to construction of the proposed project;
• Public and agency coordination plan; and
• Agencies and other stakeholders consulted during project development and environmental
review process.
The scoping process is used to reduce the scope and size of the EIS by selecting a reasonable
range of alternatives for detailed study and by identifying the appropriate level of detail for
studying issues and impacts. The scoping process is also used to solicit participating and
cooperating agency input into the development of the purpose and need for the project and in
identifying a reasonable range of alternatives to be studied in the EIS. The DSDD provides a
summary of the SD findings and documents the proposed scope and focus of the EIS. The
combined SD/DSDD documents are distributed to federal, state, regional and local agencies and
the public to provide an opportunity for review of the proposed project and comment on project
issues and alternatives prior to the preparation of the final SDD.
A final Scoping Decision will be made by the City of St. Joseph, in consultation with the
Minnesota Department of Transportation (Mn/DOT) and Federal Highway Administration
(FHWA), after the public scoping meeting and at the end of the 30-day comment period.
Following completion of the scoping process, a Tier I EIS will be prepared in accordance with
the findings of the SD and SDD.
1.2 PROJECT DESCRIPTLON
The North Corridor Project study area is located north of the City of St. Joseph, Stearns County,
Minnesota (see Figure 1, Appendix A). While the study area is located outside of St. Joseph City
limits, it is located within the area of St. Joseph Township programmed for annexation by the
City. The study area boundaries extend north from CSAH 75, along CSAH 3 and then east, north
of the City of St. Joseph to CSAH 133.
The study area currently lacks continuous east-west roadways, other than CSAH 75. CSAH 75 is
a principal arterial roadway that bisects St. Joseph, connecting the St. Cloud Metropolitan Area
St. Joseph North Corridor - 2 - February 2009
Scoping Document
to Interstate 94 (I-94) west of St. Joseph. Existing land uses in the project area are primarily
agricultural; however, lands north of St. Joseph are experiencing development pressure as the
City expands to the north of its existing boundaries. Aerial photography and parcel boundaries
in Figure 3 (Appendix A) illustrate the expansion of residential development to the north of
downtown St. Joseph.
1.3 PROJECT HISTORY
The North Corridor project is part of a larger arterial concept that connects the greater St. Cloud
Metropolitan Area to St. Joseph. For the City of St. Joseph, the North Corridor project is part of a
circumferential road system concept that will allow for more effective north-south and east-west
travel through and around the city. The North Corridor project has been proposed in order to
fulfill the need for enhanced east-west travel in the area.
The North Corridor concept has been in St. Cloud Area Planning Organization's (APO)
transportation plans dating back to the St. Cloud Area Planning Organization (APO)
2010 Transportation Plan (adopted 1991). This minor arterial is identified as a long-range
(20+ years) improvement in the 2010 Transportation Plan. An arterial facility is identified in
successive St. Cloud APO Transportation Plans, including the St. Cloud APO
2015 Transportation Plan (adopted 1995), the St. Cloud APO 2020 Transportation Plan
(adopted 1998), the St. Cloud Metropolitan Area 2025 Transportation Plan (adopted 2001), and
the St. Cloud APO 2030 Transportation Plan (adopted 2005). Most recently, this arterial facility
is identified as an illustrative project for purposes of the St. Cloud APO 2030 Transportation
Plan.
In support of that larger arterial concept, a St. Joseph North Corridor and CSAH 2 Realignment
Study (hereafter "2006 Corridor Study") was conducted by the City of St. Joseph, Stearns
County, St. Joseph Township, and the St. Cloud Area Planning Organization (APO) in
2005-2006 in an effort to define new primary transportation corridors before the area develops.
The purpose of the Corridor Study was to identify corridor alignments that would provide safe,
reliable, and efficient mobility for both motorized and non-motorized travel in and around the
St. Joseph's area. The Corridor Study included a study area extending north from I-94 across
CSAH 75, along CSAH 3 and then east, north of the City of St. Joseph to Westwood Parkway in
St. Cloud. The Corridor Study considered project elements beyond what will be studied in the
North Corridor's environmental review process (i.e., the realignment of CSAH 2, and the
continuation ofeast-west access in the area north of St. Joseph further to the east).
Toward the conclusion of the Corridor Study, the study partners, in consultation with FHWA and
Mn/DOT, concluded that the original study area consists of three, independent projects for which
different environmental documentation should be prepared-the CSAH 2 South Realignment
project, .the CSAH 2 North/North Corridor West project, and the North Corridor East project.
The "CSAH 2 North/North Corridor West" project identified in the Corridor Study has become
the North Corridor project that is the subject of this SD and subsequent Tiered EIS.
1.4 RELATIONSHIP OF ST. JOSEPH NORTH CORRIDOR SCOPiNG TO OTHER
CSAH 2/NORTH CORRIDOR PROJECTS
St. Joseph North Corridor - 3 - February 2009
Scoping Document
The CSAH 2 South Realignment project connects I-94 to CSAH 75 and CSAH 3 west of
St. Joseph and was evaluated in a separate Environmental Assessment Worksheet (EAW). This
EAW was published by Stearns County in September 2007, and a Negative Declaration was
issued in November 2007. Construction of the proposed CSAH 2 South Realignment is planned
to occur in two phases. The first phase is construction of a two-lane rural section roadway. The
construction of the two-lane roadway is included in the Stearns County Five-Year Highway
Work Plan for year 2009. The second phase of the proposed project is construction of
CSAH 2 from I-94 to CSAH 3 as four-lane urban section roadway. Timing for construction of
the four-lane roadway is currently unknown, but is planned to occur when warranted by
development of the surrounding area.
The North Corridor East project is the proposed right of way preservation and construction for a
new east-west minor arterial roadway between CSAH 133 and the St. Cloud city limit to the east
(Rolling Ridge Road). The North Corridor East project is currently under study as part of a
combined Environmental Assessment/Environmental Assessment Worksheet (EA/EAW). North
Corridor East is not funded or programmed, and is identified as an illustrative project in the
St. Cloud APO 2030 Transportation Plan. The environmental review process for North Corridor
East is anticipated to be complete in 2009. It is anticipated that an EA re-evaluation, at a
minimum, will be required for North Corridor East when construction funding is identified.
The location the North Corridor project, in relation to the CSAH 2-South and North Corridor-
East projects is illustrated in Figure 2, Appendix A.
The North Corridor project described in this document represents a separate action from other
projects currently being implemented or planned for the future. There are no immediate project
or construction funds programmed for the North Corridor project. Preservation of a corridor for
future use at this time is a proactive planning tool that would facilitate orderly development
within the St. Joseph area and avoid future social, environmental, and economic impacts that
could result when constructing a roadway through an area that has already been developed.
1.5 PROJECT SCHEDULE
The following lists the anticipated schedule for completion of project activities:
Federal Notice of Intent
Scoping Document/Draft Scoping Decision Document
Public Scoping Meeting
Scoping Decision Document
Tier I Draft Environmental Impact Statement
Identification of Preferred Alternative
Tier I Final Environmental Impact Statement
Tier I Adequacy Determination
Tier I Record of Decision (ROD)
Corridor PreservationlOfficial Mapping
Initiation of Tier II EIS Process
Winter 2009
Summer 2009
Summer 2009
Fa112009
2010-2011
2012
2013
2013
2013
To Be Determined
3 Years Prior to Construction
1.6 RESPONSIBLE GOVERNMENTAL UNIT AND PROJECT MANAGER
St. Joseph North Corridor - 4 - February 2009
Scoping Document
The FHWA is the lead federal agency under NEPA. Mn/DOT, as the direct recipient of federal
funds for the project, is a joint lead agency under NEPA. The City of St. Joseph, as project
sponsor ultimately responsible for design and construction of the proposed project, and as the
sub-recipient of federal funds, is also a joint lead agency under NEPA.
The City of St. Joseph is the project proposer and Responsible Governmental Unit (RGU) under
Minnesota Rules Chapter 4410.0500 for the purposes of this SD/DSDD, and for the EIS, with
respect to state environmental review requirements. The contact person for St. Joseph is listed
below.
Ms. Judy Weyrens
City Administrator
City of St. Joseph
25 College Avenue North
St. Joseph, MN 56374-0668
(320) 363-7201
jweyrens(a,cityofstj oseph. com
2.0 PURPOSE OF AND NEED FOR THE PROJECT
2.1 INTRODUCTION
The following sections describe the purpose and need for the St. Joseph North Corridor Project.
This discussion includes a summary of previously-identified transportation issues, background
information on planned growth and land use plans, and the currently-identified transportation
purpose and need for the project.
2.2 PREVIOUSLY-IDENTIFIED TRANSPORTATION ISSUES
As described in Section 1.3, the 2006 North Corridor and CSAH 2 Realignment Corridor Study
was undertaken to define opportunities for new, primary transportation corridors around the
north side of St. Joseph before development could limit or preclude options for a new
transportation corridor. The 2006 Corridor Study identified transportation issues in the project
area in St. Joseph. These issues, as identified in the 2006 Corridor Study, are summarized
below.
• Intersection Capacit~perations: CSAH 75 is a four-lane divided expressway that carries
regional traffic from I-94, through St. Joseph, to the downtown St. Cloud urban core.
CSAH 75 is the only continuous, east-west roadway currently serving the St. Joseph area.
Year 2030 traffic forecasts under the St. Cloud APO's financially constrained network show
that the CSAH 75/College Avenue and CSAH 75/2nd Avenue intersections would be over
capacity.
• System Linkage: The project area lacks a network of continuous east-west roadways. The
purpose of the 2006 Corridor Study was to work towards developing an arterial network in
St. Joseph that provides connections between key corridors and activity centers, and a strong
connection between St. Joseph and the St. Cloud Metropolitan Area. To enhance and
St. Joseph North Corridor - S - February 2009
Scoping Document
maintain the project area's transportation network, the Corridor Study identified a goal of
providing supporting arterial roadways every'/z to 1 mile.
Consistency with Local Highway Plans: Three transportation plans include an arterial
corridor north of St. Joseph. These plans include the St. Cloud APO 2030 Transportation
Plan, the City of St. Joseph Comprehensive Plan (2002), and the Stearns County
Transportation Plan (1999). ~
Social Demands and Economic Development: Local partners involved with the
2006 Corridor Study acknowledged a desire to identify transportation corridors early, even if
the roadways would not be constructed for many years, to make efficient use of public funds
for right of way acquisition. Early corridor identification provides local officials with greater
opportunities to avoid or minimize impacts and supports organized, thoughtful development
of the project area.
2.3 BACKGROUND INFORMATION ON PLANNED GROWTH AND ST. JQSEPH
LAND USE PLANS
The City of St. Joseph is expanding in all directions. Evidence of these growth patterns is
illustrated in demographic statistics {e.g., population growth, household growth), the St. Cloud
Area Joint Planning Project District Plan, recent developments within the project area, and City
of St. Joseph annexation plans. These items are described below.
2.3.1 Population and Household Growth Trends
The City of St. Joseph and Stearns County have both continued to grow in population aver the
last four decades; St. Joseph Township experienced rapid growth between 1970 and 1980, but
has been losing population since 1980 (Table 1). The City of St. Joseph experienced its highest
growth between 1980 and 1990 and again from 2000 to 2006.
TABLE 1
HISTORIC POPULATION COMPARISON (1970-2006)
WITHIN THE STUDY AREA
Year City of St.
Jose h
% Chan a St. Joseph
Townshi
% Chan a Stearns
Count
% Chan e
1970 1,786 -- 1,922 -- 95,400 18.7%
1980 2,994 67.6% .2,916 51.7% 108,161 13.4%
1990 3,294 10.0% 2,567 -12.0% 118,791 9.8%
2000 4,681 42.1 % 2,449 -4.8% 133,166 12.0%
2006 5,873 25.4% 2,139 -14.5% 144,443 8.5%
Source: U.S. Census; Minnesota State Demographic Center data as presented in Table 3-1 of the 2008 City of
St. Joseph Comprehensive Plan (October 2008 draft).
~ Since completion of the 2006 Corridor Study, the City of St. Joseph Comprehensive Plan and the Stearns County
Transportation Plan have been updated. This Scoping Document will reference the 2008 City of St. Joseph
Comprehensive Plan and the 2008 Stearns County Transportation Plan.
St. Joseph North Corridor - 6 - February 2009
Scoping Document
The State Demographer, the St. Cloud APO, and local agencies project continued population and
employment growth with the St. Cloud Metropolitan Area and St. Joseph (Table 2). Although the
St. Cloud Metropolitan Area consists of communities from Stearns, Benton and Sherburne
counties, a majority of land in the metropolitan area is located within Stearns County. As such, a
majority of the population growth that is anticipated for the St. Cloud Metropolitan Area is
accounted for by growth anticipated in Stearns County.
TABLE 2
FUTURE POPULATION GROWTH WITHIN THE STUDY AREA
Percent Percent
Growth Growth
2000 2006 2020 (2000- 2030 (2000-
Jurisdiction Po ulation (1) Po ulation (1) Po ulation~2~ 2020 Po ulation~2~ 2030
St. Cloud
Metropolitan Area (3> 113,292 117,574 152,255 34% 173,161 53%
Stearns County
(portion in St. Cloud
Metropolitan Area) g1,238 85,364 107,118 32% 120,208 28%
City of St. Joseph ~ 4,681 5,873 12,808 174% 15,753 237%
~'~ Source (2000 and 2006 population data): Minnesota State Demographic Center.
c2~ Source (2020 and 2030 population data for St. Cloud Metropolitan Area and Stearns County): St. Cloud APO
2030 Transportation Plan.
(3) Includes portions of Stearns County, Benton County, and Sherburne County.
(4) St. Joseph Comprehensive Plan (Draft Plan Update). 2008. Projections developed for St. Cloud Area Wastewater
Treatment Plant Facilities Plan.
As shown, St. Joseph's Comprehensive Plan (October 2008 draft) projects the city's population
to more than double, reaching over 12,000 by 2020, a 174 percent growth rate over its year
2000 population. The same source projects St. Joseph's population to grow to greater than
15,000 persons by year 2030, reflecting a 237 percent growth rate over its year 2000 population.
These projections were based on those developed for the St. Cloud Area Wastewater Treatment
Plant Facilities Plan, and are not intended as an exact prediction of future population. They do,
however, provide an indication of potential growth that may be anticipated for facilities
planning.
Based on various data sources identified in the City's Comprehensive Plan (State Demographer's
Office, 1990 Census, 2000 Census) the number of households within the city increased
47 percent for the 10-year period from 1990 to 2000. While the number of building permits
approved by the city has declined within the past few years, consistent with regional, statewide,
and national trends, moderate household growth is projected within the city through year
2030. The City of St. Joseph expects the number of households within the city to increase nearly
six-fold by year 2030 (see Table 3).Z
2 City of St. Joseph Comprehensive Plan. October 2008 draft. Chapter 3. Demographic Trends and Assumptions.
Section N. Household Growth.
St. Joseph North Corridor - 7 - February 2009
Scoping Document
TABLE 3
CITY OF ST. JOSEPH HOUSEHOLD PROJECTIONS
Year Households (existing)
and
Household Forecasts ~1~
2000 .1,120
2006 1,661
2010 2,171
2015 4,991
2020 5,003
2025 5,433
2030 6,154
Source: Table 3-7 (St. Joseph Population and Household Projections) from City of St. Joseph Comprehensive Plan
(October 2008 draft). Household projections for year 2010 and 2015 have been adjusted to account for expected
delay in annexation from St. Wendel Township and build out of other residential developments within the city.
~i~ Household forecasts based on populations forecasts for the St. Cloud Wastewater Treatment Facilities Plan and
the Minnesota State Demographer's estimate of 2.56 persons/household.
2.3.2 St. Joseph Land Use and Growth Plans
As noted above, the city's 2002 Comprehensive Plan (adopted in 2002) and
2008 Comprehensive Plan Update (October 2008 draft) both recognize anticipated growth in the
city over the next 20 years. Existing and planned development within the city and planned land
uses within the project area are summarized below.
Existing_and Planned Development
Residential development has continued to push northward in St. Joseph, with the platting of the
Northland Heights development and its build-out since 2006. This development is primarily
accessed via Northland Drive, and by residential streets that connect to CSAH 2. It is anticipated
that Northland Drive would ultimately connect to a roadway at the north end of the subdivision
(thereby providing both another outlet for the development and a new north-south community
collector in St. Joseph).
Along CSAH 133 at the eastern end of the North Corridor study area is the planned Feld
Development site. The Feld Development is a 300-acre tract, currently in agricultural uses, that
was annexed by the City of St. Joseph in 2006. The Feld site is planned for future mixed used
development, with commercial and industrial uses on the southern half and residential land uses
on the northern half of the site. The western 55 acres of the Feld site, along CSAH 133, is
referred to as the Parkway Business Center, a light-industrial/commercial planned unit
development. An EAW was completed for the Parkway Business Center in March 2007. The
preliminary plat for the Parkway Business Center has been approved and work is underway on
the final plat approval. Municipal services have been extended along CSAH 133 and will serve
the Parkway Business Center, ultimately serving the entire 300-acre Feld site. A future
Alternative Urban Areawide Review (AUAR) for the Feld site is planned by the City of
St. Joseph to address issues associated with land use changes as a result of development of the
site.
St. Joseph North Corridor - 8 - February 2009
Scoping Document
Although not in the North Corridor study area, a large mixed-density residential development
being built outside the city's southern limits will add to traffic traveling through St. Joseph. The
464-acre ARCON Development site is bounded by the Sauk River on the south, I-94 on the west,
and CR 121 on the east. Municipal services (water, sanitary sewer) have been extended to serve
the development area, which was annexed by the City. St. Cloud Area School District 742 (ISD
742) recently constructed a new elementary school on a 71-acre site within the ARCON
Development AUAR area at the intersection of Jade Road and CR 121.
City of St. Joseph Transportation Plan
The city's 2007 Transportation Plan acknowledges the ongoing study being conducted in
support of the North Corridor project, and includes the three Build Alternatives that came out of
the Corridor Study in its Future Transportation Network mapping. It is anticipated that the city's
Transportation Plan will be updated at some point following completion of the North Corridor
environmental review.
City of St. Joseph Land Use Plans (north St. Joseph growth areal
The City of St. Joseph is currently updating its comprehensive plan. The Comprehensive Plan
identifies a series of planning districts within the city and in the city's annexation areas. The
North Corridor project area is located within a Planning District 3 (north of existing corporate
limits) and Planning District 10 (north-central portion of city). Planning Districts 3 and 10 are
bound, for the most part, by CSAH 75 to the south and west, St. Wendel Township to the north,
and CSAH 133 to the east. Collectively, these areas are referred to as the north St. Joseph
growth area throughout this SD.
The City of St. Joseph future land use map indicates that the planned future land uses within the
north St. Joseph growth area north of CSAH 75 are primarily residential (low- and medium-
density), as well as community-oriented mixed use. The area adjacent to the Watab River near
the western project limits are identified for open space preservation/wildlife corridor uses. With
the exception of the new Northland Heights residential development, the area currently is
devoted primarily to agricultural and rural residential uses (see Figure 3, Appendix A).
It should be noted that, according to the City's Comprehensive Plan, the future land use map
illustrates more acreage than the City will be capable of consuming by year 2030 based on
population and household forecasts. The future land use map is consistent with the City's
orderly annexation agreement boundaries.
2.3.3 St. Joseph Orderly Annexation Areas
The. North Corridor study area is located within the City of St. Joseph's planned annexations into
St. Joseph Township. An annexation agreement provides a timeframe for when city services
would be made available to township residents. These timeframes act as a planning guide and do
not necessarily represent specific dates.
The City's annexation areas are divided into two phases: a zone scheduled for annexation
between 2003-2007, and outlying areas planned for orderly annexation between 2008 and 2017.
A majority of the annexation areas are in agricultural uses. The bulk of the area being studied for
the North Corridor is planned for annexation between 2003-2007 (although this area has not yet
St. Joseph North Corridor - 9 - February 2009
Scoping Document
been annexed). A small portion of the North Corridor area, from CSAH 3 and the
Lake Woebegon Trail and curving northeast toward the Watab River, is located in the
2008-2017 annexation zone.
Since the year 2000, a total of 2.21 square miles (1,416 acres) have been annexed from
St. Joseph Township to the City of St. Joseph. In year 2000, the land area of the City of
St. Joseph was 1.86 square miles. The current (year 2006) land area is 4.07 square miles, an
increase of 118 percent.3
2.4 PURPOSE AND NEED FOR THE PROJECT
2.4.1 Purpose of the Project
The purpose of the North Corridor study is to identify a minor arterial roadway corridor that can
be preserved for future roadway development in the growth area of north St. Joseph. The
proposed future roadway would be part of a minor arterial network intended to improve mobility
in the St. Joseph area by providing an alternative route to CSAH 75, and providing connections
to other minor arterial roadways that also serve this growing area.
2.4.2 Need for the Project
The St. Cloud Metropolitan Area has continued to expand to the west, and as it does, many
surrounding areas like St. Joseph have also experienced population growth. St. Joseph's
population has increased three-fold since 1970, and population projections indicate that its
growth will continue, increasing by another 237 percent between 2000 and 2030.
As population grows, the transportation needs of the area will also increase. The transportation
needs for the proposed project include forecast increases in travel demand and traffic operations.
In addition, the City of St. Joseph, with support from Stearns County and the St. Cloud APO, has
identified a series of transportation-related goals that should be address by the proposed project.
These goals include: system connectivity, future planned land uses, system spacing, and corridor
preservation in support of future, planned land uses.
2.4.2.1 Forecast Increases in Travel Demand
Travel demand forecasts were completed for existing conditions (year 2000), year
2030 conditions, and future conditions beyond year 2030 to evaluate the future travel demand
within the north St. Joseph growth area. Year 2000 was identified as existing conditions because
this is the base year currently in use as part of the St. Cloud APO's 2030 Transportation Plan.4
Year 2030 conditions represent land use and socioeconomic forecasts based on the APO's
2030 Transportation Plan. Land uses in the APO's 2030 Transportation Plan are tied to local
comprehensive land use plans, as well as other factors, and distributed throughout the AFO's
s City of St. Joseph Comprehensive Plan. October 2008 Draft. Chapter 2: Physical Setting and
Table 2-2 (St. Joseph Annexations from 2000-Present).
a The St. Cloud APO is currently in the process of completing their 2035 Transportation Plan. The base year
utilized in the 2035 Plan is year 2005. Future documentation for the North Corridor project will be updated with
information from the 2035 Plan as it becomes available.
St. Joseph North Corridor - 10 - February 2009
Scoping Document
planning area based on year 2030 demographic forecasts. Future conditions beyond year
2030 assume full build-out of the City of St. Joseph planned land uses as identified in the City's
comprehensive plan, contiguous with the orderly annexation area boundaries with St. Joseph
Township.
The travel demand forecasts were completed using the travel demand model developed and
approved by the St. Cloud Area Planning Organization (APO) for use in the St. Cloud
Metropolitan Area. Land use forecasts (type of land use and measurement unit) from the APO's
travel demand model were identified for existing, year 2030, and future conditions based on
St. Joseph land use plans. Forecast trip generation was also identified for the north St. Joseph
growth area for existing and future conditions. The results of this analysis are described below.
Land Use Forecast Growth
The amount of residential, commercial/retail, office, and industrial land uses was identified for
the north St. Joseph growth area using data from the St. Cloud APO. Using existing land use
patterns, knowledge of the planning area, and the land use comprehensive plans for participating
cities, the APO projects future lands uses. for the St. Cloud Planning Area (including the City of
St. Joseph) for use in their travel demand model. Land uses are organized into 10 different
categories, including residential (single and multi-family), commercial/retail, office, industrial,
school, park, college/university, etc. Residential uses are measured in number of dwelling units.
Commercial/retail, office and industrial land uses are measured in square feet.
Existing residential units and planned growth in residential units included in the St. Cloud APO
travel demand model for the north St. Joseph growth area .are tabulated in Table 4. From existing
conditions to year 2030, the north St. Joseph growth area is forecast to accommodate more than
400 additional residential dwelling units. Based on planned future land uses beyond year 2030,
the north St. Joseph growth area is forecast to accommodate an additional 2,400 residential
dwelling units compared to existing conditions.
TABLE 4
NORTH ST. JOSEPH GROWTH AREA
LAND USE FORECAST GROWTH
Future Conditions
Existing Future (Comprehensive Plan
Land Uses Conditions Land Uses)
Measure (Year 2000 ear 2030 (Be and Year 2030)
Residential ~'~ Dwellin Units 164 574 2,636
Commercial/
Office/ Square Feet 161,000 271,000 660,000
Industrial
Source: St. Cloud Area Planning Organization land use forecasts and travel demand model.
(i) Includes single-family and multi-family dwelling units.
Table 4 also tabulates the amount of commerciaUretail, office, and industrial land uses included
in the St. Cloud APO travel demand model forecast for the north St. Joseph growth area. The
amount of commercial, office, and industrial uses are forecast to increase from 161,000 square
St. Joseph North Corridor -11 - February 2009
Scoping Document
feet under existing conditions to 271,000 square feet under year 2030 conditions. The north
St. Joseph growth area is forecast to accommodate 660,000 square feet of commercial/industrial
space for conditions beyond year 2030.
Trip Origin/Destination Patterns
Increases in population and planned changes in land uses in the north St. Joseph growth area are
forecast to result in additional vehicle trips (i.e., travel demand). Vehicle trip ends5 within the
north St. Joseph growth area are tabulated for existing, year 2030, and future land use conditions
beyond year 2030 in Table 5. Results of this analysis show that vehicles within the north
St. Joseph growth area have trip origins and destinations that are predominately to or from points
outside of the north St. Joseph growth area.
TABLE 5
TRIP DISTRIBUTION FOR NORTH ST. JOSEPH GROWTH AREA
Num ber and Percent of Tri Ends tll
Future No-Build Future No-Build
Existing Conditions Conditions Conditions
(Year 2000) (Year 2030) (Be and Year 2030) tZ~
Within the north 15% (1,200) 13% (2,000) 21°l0 (10,900)
St. Jose h owth area
To/From Other Locations
within St. Cloud APO 85% (6,900) 87% (13,400) 79% (41,500)
Plannin Area
TOTAL 100% 8,100 100% 15,400 100% (52,400
~'~ Number in parentheses represents number of trip ends (beginning or ending in northeast St. Joseph growth area).
(z) Full build out of City of St. Joseph, contiguous with orderly annexation boundaries; based on planned land uses
identified in the City's comprehensive plan. The rate and timing for these conditions is unknown, and is determined by
several factors including market forces or other factors under municipal control to varying degrees.
Under existing conditions, 1,200 .vehicle trips ends are focused within the north St. Joseph
growth area (i.e., internal trips originating from and destined to points within the north St. Joseph
growth area). However, most of the vehicle trip ends (85 percent) in the north St. Joseph growth
area are originating from or destined to other points within the St. Cloud APO planning area.
Under year 2030 No-Build conditions, 2,000 vehicle trip ends are forecast to come from and are
destined to points within the north St. Joseph growth area. This is approximately 800 additional
vehicle trip ends (67 percent increase) originating from and destined to points within the north
St. Joseph growth area compared to existing conditions. However, similar to existing conditions,
most of the vehicle trips ends in the north St. Joseph growth area are forecast to originate from or
are destined to other locations within the St. Cloud APO planning area under 2030 No-Build
conditions.
Under future conditions beyond 2030, a total of approximately 52,400 daily vehicle trip ends are
forecast for the north St. Joseph growth area. Under future conditions beyond 2030, nearly one-
fifth of the trip ends, or approximately 10,900 daily vehicle trip ends, are forecast to originate
5 Trips are produced by or attracted to a particular travel analysis zone, depending upon the type of trip
(e.g., home/work trip). Each trip has two ends. A trip end is the beginning or end point of a particular trip.
St. Joseph North Corridor -12 - February 2009
Scoping Document
and are destined for points within the north St. Joseph growth area. Similar to existing and year
2030 No-Build conditions, a majority of trips ends generated by the north St. Joseph growth area
are forecast to and from .other locations within the St. Cloud APO planning area under future
conditions beyond year 2030.
Summary of Forecast Increases in Travel Demand
As population grows in the City of St. Joseph, the transportation needs of the City will also grow.
Based on results from the St. Cloud APO travel demand model, the north St. Joseph growth area
is forecast to experience increases in travel demand in the future. The overall number of daily
vehicle trip ends that originate or are destined to the north St. Joseph growth area is forecast to
nearly double by year 2030 and increase five-fold under conditions beyond year 2030. Beyond
year 2030, approximately 52,400 daily vehicle trip ends are forecast to originate from or are
destined to the north St. Joseph growth area. Approximately one-fifth of these are vehicle trip
end are focused within the north St. Joseph growth area.
2.4.2.2. CSAH 75 Traffic Operations and Capacity
CSAH 75 Functional Classification
CSAH 75 is located at the southern limits of north St. Joseph growth area and bisects the City of
St. Joseph. CSAH 75 extends from I-94 northwest of St. Joseph, through the St. Cloud
Metropolitan Area, to the Stearns County border with Wright County. CSAH 75 is currently
classified as a minor arterial roadway from I-94, through St. Joseph and St. Joseph Township, to
the City of Waite Park, and is identified as a future minor arterial roadway in the 2030 Stearns
County Comprehensive Plan (March 2008). The City of St. Joseph Transportation Plan (2006,
revised January 2007) identifies CSAH 75 as a future principal arterial roadway.
As a minor arterial roadway, CSAH 75 functions to primarily serve the mobility needs for short-
to medium length trips (e.g., internal-community travel and travel between sub regions). Minor
arterial roadways provide some accessibility through intersections with other principal, minor
arterial and collector roadways, although mobility is typically emphasized over accessibility.6
Traffic Operations Analysis
A critical lane operations analysis was performed for the p.m. peak hour at the College Avenue
North (CSAH 2) intersection with CSAH 75 in St. Joseph as part of the 2006 Corridor Study.
College Avenue North (CSAH 2), a minor arterial roadway, is a key route that connects the north
St. Joseph growth area and beyond to CSAH 75. CSAH 75 is an east-west minor arterial
roadway through St. Joseph that connects I-94 to the St. Cloud urban core. The
CSAH 75/College Avenue intersection is a signalized intersection with dedicated turn lanes.
A critical lane analysis is a planning-level tool that is used to determine the general capacity
sufficiency of an intersection. Traffic volumes for critical movements at the studied intersection
are identified and added together to obtain the sum of critical lane volumes for the intersection.
The critical lane volumes are then compared to the theoretical capacity of the intersection. While
capacity of a signalized intersection will vary considerably based on the cycle length, number of
traffic signal phases, lane widths, grades, vehicle mix, and a number of other factors, the capacity
6 St. Cloud APO 2030 Transportation Plan. Chapter 6: Access Management.
St. Joseph North Corridor - 13 - February 2009
Scoping Document
of a signalized intersection is typically assumed to be 1,400 vehicles per hour (vph). Intersections
with critical lane volumes less than 1,200 vph are typically considered under capacity, while
intersections with critical lane volumes over 1,400 vph are considered over capacity. When an
intersection has critical lane volumes between 1,200 and 1,400 vph, it is considered near
capacity. The critical lane thresholds and capacity levels are summarized in Table 6.
TABLE 6
CRITICAL LANE THRESHOLDS AND CAPACITY RELATIONSHIPS
Si nalized Intersections
Sum of Critical Lane Volumes [vphJ Relationship to
Probable Ca aci
0 - 1200 Under Capacity
1201 - 1400 Near Ca acit
> 1400 Over Ca acity
As shown in Table 7, analyzed intersections along CSAH 75 operate under capacity under
existing conditions during the p.m. peak hour. Under future (2030) No-Build conditions during
the p.m. peak hour, the 2nd Avenue Northwest and College Avenue North intersections with
CSAH 75 are forecast to be over capacity. This is due to increasing traffic volumes on CSAH 75,
which will approach capacity under future No Build conditions (see discussion below).
TABLE 7
CRITCAL LANE ANALYSIS RESULTS: EXISTING AND NO BUILD
(CSAH 75 INTERSECTIONS)
Existin Conditions 2005 No-Build Conditions 2030 ~l~
Sum of Critical Sum of Critical
Lane Volumes Lane Volumes
Intersection (critical Relationship to (critical Relationship to
with CSAH 75 movements Probable Ca acit movements Probable Ca aci
450 vph 1,025 vph
CSAH 3 (WB Thru/EB Left
Under Capacity (WB Thru/EB Left
Under Capacity
and SB Left and and SB Left and
Ri ht Ri ht)
775 vph 1,600 vph
2nd Ave NW (EB Thru1WB Left
Under Capacity (EB Thru/WB Left
Over Capacity
and NB Left and and NB Left and
lti ht Ri ht
900 vph 1,700 vph
College Ave N (WB Thru/EB Left
Under Capacity (WB Thru/EB Left
Over Capacity
and NB Thru/ and NB Thru/
Ri htISB Left) Right/SB Left)
~'~ Year 2030 No Build conditions critical lane analysis based on the St. Cloud APO fiscally constrained network.
~ 2nd Avenue Northwest is presently the designated truck route through St. Joseph from Interstate 94 to CSAH 75.
Stearns County will be constructing a new CSAH 2 roadway between CSAH 75 and the CSAH 2/Interstate 94
interchange west of St. Joseph. This project is identified for construction in year 2009 in the Stearns County Five-
Year Construction Project Plan.
St. Joseph North Corridor - 14 - February 2009
Scoping Document
CapacitYAnal~sis
CSAH 75 Access in St. Joseph
The portion of CSAH 75 within the project area is characterized by multiple at-grade roadway
and driveway accesses. There are currently two traffic signals on CSAH 75 in the 1.6 miles
through St. Joseph from CSAH 3 to CSAH 133. Existing at-grade access points include both full
access intersections (allows all movements) and restricted access intersections (e.g., right-
in/right-out only). Local roads, county roads, businesses and one residence have direct access to
CSAH 75 within the project area. There are a total of 11 intersections within the 1.6 miles from
CSAH 3 to CSAH 133. This equates to, on average, approximately 7 access points per mile on
CSAH 75 within St. Joseph. Table 8 summarizes existing access on CSAH 75 in the study area.
TABLE 8
SUMMARY OF EXISTING ACCESS ON CSAH 75 THROUGH ST. JOSEPH
FROM CSAH 3 TO CSAH 133
T e of Access Full Access Ri ht-in/Ri ht-out
Local Road 9 2
Business Access 2 0
Residential Access 1 0
TOTAL (2) 12 2
~`~ Includes access to Millstream Park from CSAH 75.
l2> Several access points may be located at one intersection (e.g., a local road across from a driveway). These are
counted separately in the total for this table, but consolidated as one access point for the total cited in the text.
CSAH 75 Average Daily Traffic (ADT)
As population grows, the transportation needs of the area will also increase. Increases in,travel
demand within the north St. Joseph growth area, combined with increases in travel demand
throughout the City in general, will result in increases in traffic volumes within the project area.
Table 9 shows existing (year 2006) and future No-Build (year 2030) traffic volumes for
CSAH 75 through the St. Joseph from CSAH 3 to CSAH 133. Traffic volumes are forecast to
increase by approximately 11,000-17,000 vehicles per day on CSAH 75 from existing to future
(2030) No Build conditions. Aselect-link analysis under year 2030 No Build conditions
indicates that approximately 30 percent of the CSAH 133 traffic east of St. Joseph are destined
for CSAH 75 west of St. Joseph.
TABLE 9
CSAH 75 AVERAGE DAILY TRAFFIC VOLUMES: 2006 AND 2030 N0 BUILD
Year 2030
Year 2006 ~1~ No Build c2~
CSAH 75 Se ment (vehicles er da) (vehicles er da
CSAH 3 to CSAH 2 16,100 33,500
CSAH 2 to CSAH 133 23,700 34,600
~'~ Mn/DOT 2006 Traffic Flow Maps for City of St. Joseph and Steams County.
(2> St. Cloud APO 2030 fiscally constrained network.
St. Joseph North Corridor - I S - February 2009
Scoping Document
The St. Cloud APO 2030 Transportation Plan identifies planning-level threshold volumes for
various roadway cross-sections and functional classifications. Thresholds vary for individual
roadway segments, depending upon access control, signal spacing and intersection operations,
roadway geometrics, etc. However, these thresholds provide aplanning-level estimate for
conditions when of when the average daily traffic volume on a particular roadway may approach
a level that is over capacity (i.e., delays and congestion).
CSAH 75 is a four-lane, divided roadway through St. Joseph. According to the St. Cloud APO
2030 Transportation Plan, the planning-level threshold capacity for afour-lane divided urban
street is 35,000 vehicles per day (vpd). Based upon operations at CSAH 75 intersections, and the
access information described above and in Table 8, the threshold volume for CSAH 75 through
St. Joseph is likely less than the 35,000 vpd identified in the St. Cloud APO plan. The forecast
traffic growth on CSAH 75 indicate that it is approaching capacity under future 2030 No Build
conditions. This is consistent with the St. Cloud APO 2030 Transportation Plan, which identifies
the CSAH 75 segment through St. Joseph as congested (level of service E or worse) under year
2030 conditions.g
2.4.3 Other Transportation Goals and Objectives
The transportation objectives described above establish the basic transportation purpose of and
need for the proposed project. The proposed project would also address other transportation
objectives including: system connectivity, transportation system spacing, accommodating
bicycles and pedestrians, consistency with adopted regional plans, and corridor preservation in
support of future, planned land uses. These objectives are described in the following sections.
2.4.3.1 System Connectivity
The City of St. Joseph was originally developed along a railroad line with a grid street system.
Currently, access into the historic downtown of St. Joseph is from I-94 via CSAH 2, or from
CSAH 75 or CSAH 133, all minor arterial roadways. CSAH 3 on the northwest and
CR 121 south of St. Joseph are community collectors that also provide entry into St. Joseph.
Despite these system components, the St. Joseph vicinity lacks a continuous network of east-
west and north-south roadways.
CSAH 2, a minor arterial, enters southwest St. Joseph from its connection to I-94 (which runs
south and west of the city); CSAH 2 (also known as Minnesota Street) travels diagonally in a
general east-west direction until College Avenue in downtown St. 3oseph, where it turns north
and continues out of town. College Avenue continues south from Minnesota Street, providing a
north-south roadway for travelers in southern St. Joseph (also CR 121). Minnesota Street
continues east from College Avenue, connecting to CSAH 75 and providing access to St. Cloud.
CSAH 3, also a minor arterial, enters St. Joseph from the northwest, and terminates at CSAH 75.
CSAH 133, a community collector, comes into St. Joseph from Sartell to the northeast, travels
diagonally in a generally north-south direction, forms the eastern terminus of the North Corridor
project, and continues south of CSAH 75 where it becomes 7th Avenue SW/95th Avenue.
Approximately one mile north of St. Joseph city limits, 320th Street/Township
Road 125 provides east-west access between CSAH 2 and CSAH 133.
a St. Cloud APO 2030 Transportation Plan. Chapter 5: Roadway Plan. Exhibit SF - St. Cloud Metro Area 2030
Congested Locations.
St. Joseph`North Corridor - 16 - February 2009
Scoping Document
Historically,. there have been no connections between the minor arterials and community
collectors in St. Joseph. These roadways each act as spokes that radiate out from the downtown
core, much like spokes from a hub on a wheel, except there is no connection around the
perimeter to support the spokes.
While the existing roadways provide access to the community, they all connect through the heart
of St. Joseph. A vehicle traveling south on CSAH 133 must pass through downtown St. Joseph to
reach I-94 (and vice versa); likewise, a driver traveling north on CR 121 must pass through
downtown to reach CSAH 2 or CSAH 75. Almost all trips on any of the minor arterials or
community collectors must travel through the center of St. Joseph to reach another minor arterial
or travel in a different direction.
The only east-west continuous route in St. Joseph is CSAH 75. As previously described, land use
changes and development have occurred and are planned for lands within St. Joseph north of
CSAH 75. As lands in the north St. Joseph growth area develop, local and regional trips are
forced onto CSAH 75. Regional trips through the St. Joseph area to Interstate 94 are also forced
onto CSAH 75. As such, there is a need to provide a new east-west link in the existing
transportation system to connect to existing roadways and facilitate east-west movements.
As St. Joseph expands from its older, historic core, there is a need to provide enhanced
connections between existing transportation corridors. As noted in the Corridor Study Report,
one of the goals of the North Corridor and CSAH 2 Realignment Project was to work towards
developing an arterial roadway network in the City of St. Joseph that provides linkages between
key corridors (e.g., I-94, CSAH 2, CSAH 3, CSAH 133) and activity centers. Therefore, studied
alternatives should provide for efficient connections to these existing roadways.
2.4.3.2 System Spacing
According to functional classification guidelines established by FHWA and used in the city's
2007 Transportation Plan, "[f)unctional classification is the process by which streets and
highways are grouped into classes, or systems, according to the character of service they are
intended to provide." Roadway. functional classification consists of principal arterials, minor
arterials, collectors, and local streets.
The St. Joseph Transportation Plan was completed in 2006 and revised in 2007. The 2007 plan
sets a goal of providing supporting arterial roadways within the roadway network every one
mile, and providing .supporting collector roadways every 0.5 miles. Minor arterial roadways are
intended to connect to other arterial or collector roadways and serve moderate-length trips, as
opposed to shorter-length trips characteristic of collector roadways. To further enhance the
roadway network within the project area, the Corridor Study Report identified a goal of
providing supporting arterial roadways every 0.5 to one mile, in order to enhance overall
connectivity. The St. Cloud APO has established similar guidelines (see Table 10). As the City
of St. Joseph continues to expand to the north and annex land, there will be a greater need for
connections to other arterial roadways consistent with the spacing needs defined in the Corridor
Study Report.
St. Joseph North Corridor -17 - February 2009
Scoping Document
TABLE 10
ST. CLOUD APO SYSTEM SPACING GUIDELINES: URBANIZING AREAS
Functional Classification Facility T e Facilit S acin (Miles
Interstate/Freewa 2 to 5 miles
Principal Arterial Non-Freewa 2 to 3 miles
Minor Arterial 4-lane divided or 4-lane undivided 0.7 to 1.5 mile
Collector 4-lane undivided, 3-lane, or 2-lane 0.3 to 1 mile
Spacing of existing facilities indicates a need for a minor arterial connection north of St. Joseph.
As discussed previously, CSAH 75, located approximately 0.8 mile south of the North Corridor
study area, is the only existing east-west minor arterial through St. Joseph. No continuous east-
west roadway is available in the northern portion of the community. As such, future studied
alternatives should be consistent with system spacing goals identified in the Corridor Study
Report and St. Cloud APO system spacing guidelines.
2.4.3.3 Consistency with Regional Land Use and Transportation Plans
Regional and local plans have recognized the role of a future North Corridor in serving the
transportation needs of the St. Joseph area. These plans have also recognized the role of the
proposed North Corridor in serving the transportation needs of the greater St. Cloud
Metropolitan Area.
Regional Growth Plans
In 2000, the St. Cloud Area Joint Planning District Board approved the St. Cloud Area Joint
Planning Project District Plan (May 18, 2000). The Joint District Plan was developed based on
direction from the Community-Based Planning Act, which encourages voluntary, cooperative
land use planning among governments. The St. Cloud Area Master Plan component of the Joint
District Plan addressed the planned urban area and service area for the cities of Sartell, Sauk
Rapids, St. Cloud, St. Joseph and Waite Park as well as the townships in the St. Joseph vicinity
(St. Joseph, St. Wendel and Le Sauk Townships). It identifies land south of the North Corridor
project area as a primary planned urban area, and lands north of the North Corridor project area
as a secondary planned urban area. Primary planned urban areas are defined as those planned to
develop with urban densities within the next 20 years. Secondary urban areas are those not
expected to urbanize until beyond the 20-year time horizon, but which still need to be preserved
for urban development. The location of the proposed North Corridor is in keeping with
projections for the development of this area over the next two decades.
The St. Cloud APO publishes ametropolitan-wide Surveillance Plan as a mechanism to monitor
changes in the St. Cloud area transportation system, socioeconomic conditions, and land use. The
2007 St. Cloud Metro Area Growth Report was prepared in October 2007. According to this
report, the City of St. Joseph annexed approximately 397 acres from St. Joseph Township in
2006.
St. Joseph North Corridor - 18 - February 2009
Scoping Document
Regional Transportation Plans
An arterial facility between St. Cloud and St. Joseph is .identified in the St. Cloud APO
2030 Transportation Plan. The project is defined as a New Growth/Access project and is
described as a new four-lane alignment from Rolling Ridge Road to Stearns CSAH 3, and south
extension of CSAH 3 to Stearns CSAH 2. (This APO plan was adopted when the Corridor Study
had not yet split the project into three separate projects and environmental review processes.
Refer to Section 3.1 for additional detail of that project history). The St. Joseph North Corridor
project is identified as an illustrative project in the St. Cloud APO 2030 Transportation Plan.
Illustrative projects cannot be included in the St. Cloud APO's fiscally constrained plan because
it is not anticipated that funds will be available for these projects within the plan's timeframe.
Illustrative projects are those projects that are only eligible to compete for high priority project
(HPP) funding from Congress.
The APO's current (2009-2013) Transportation Improvement Program (TIP) identifies that
FHWA prioritized programming has been assigned for the completion of the North Corridor's
Tier I EIS (from CSAH 3 to CSAH 133, its current project limits) in Fiscal Year 2009.
The St. Cloud Area Master Plan section of the St. Cloud Area Joint Planning District Plan
includes a transportation component. This transportation component highlights the North
Corridor study area as a general corridor requiring further study and refinement as part of a
smaller sub-area corridor study. It goes on to recognize "the east/west corridors north of
St. Joseph [as] an example of corridor preservation areas where growth may require additional
roadway capacity." Further, it states that, "timing of roadway developments can play a great part
in either assisting or inhibiting good land use planning. As identified as part of the APO's
strategy, advance purchase or preservation of sufficient right of way for future roadway
expansion is often the best policy for accommodating future transportation decisions"
(page 6-23).
Stearns County Growth Plans
.The 1998 Stearns County Comprehensive Plan predicts future residential growth north, west and
south of existing city limits. Commercial and industrial growth is expected east of St. Joseph city
limits, creating a growing geographic connection .with Waite Park and St. Cloud. The plan
identifies significant infrastructural segments where population growth has been the highest.
Two of these sectors include CSAH 75, between St. Cloud and St. Joseph, and I-94 from Trunk
Highway (TH) 15 to CSAH 75. The North Corridor arterial would provide the necessary
infrastructure to support these growth projections.
Stearns County recently completed an update of their comprehensive plan (last updated and
adopted in 1998). The 2030 Stearns County Comprehensive Plan identifies several objectives
and policies with which the North Corridor is compatible. These include encouraging
development to take place where infrastructure exists or is planned (Objective 5.1), supporting
the provision of joint services among jurisdictions (Objective 5.3), and supporting the policies of
the Joint District Plan regarding regional service coordination (Metropolitan Area Policy 1). The
North Corridor project area appears entirely within an area identified by Stearns County's Future
(2030) Land Use Plan map as an "Urban Expansion" area.
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Scoping Document
Stearns County Transportation Plans
Stearns County's 1998 Transportation Plan identifies a future major collector in the general
North Corridor study area. Although this is no longer the functional classification intended for
the North Corridor roadway, its identification in the 1998 plan indicates that this roadway has
been under consideration for some time (Figure VI-15). The 1998 plan also identifies the need
for a bypass around St. Joseph, generally to connect from CSAH 75 east of town to
CSAH 75 west of town (Appendix A, page A-10).
The 2030 Stearns County Transportation Plan (March 2008) acknowledges the environmental
study currently being conducted for the North Corridor (an "east-west collector"), as well as a
general corridor location north of CSAH 75. The General Transportation Policies section of the
plan states that, "where future roadway corridors have been identified... Stearns County will not
approve subdivisions adjacent to those corridors unless it can be demonstrated that the corridor
will remain adequately protected and that access management guidelines can be met"
(page 6-43).
2.4.3.3 Accommodate Bicycle/Pedestrian Facilities
Stearns County Parks Department recently completed a trail feasibility study to examine
opportunities to extend the Lake Wobegon Trail (a regional trail). The Lake Wobegon Trail is a
regional trail that extends from the City of Sauk Centre to the eastern limits of the City of
St. Joseph. An extension of the Lake Wobegon Trail would connect St. Joseph to the Mississippi
River in St. Cloud.
In addition to the Lake Wobegon Trail, the Stearns County Comprehensive Plan identifies
CSAHs 2, 3, and 75 as existing bicycle routes in the project area, and CSAH 133 as a proposed
future bicycle route.
The Lake Wobegon Trail crosses the northwest portion of the North Corridor study area (around
CSAH 3). The trail goes into St. Joseph parallel to CSAH 75, utilizing former railroad tracks.
Studied alternatives should accommodate abicycle/pedestrian trail, provide pedestrian bicycle
connections north of St. Joseph and should provide connections to the Lake Wobegon Trail.
2.4.4 Social, Economic and Environmental Considerations
In addition to the transportation goals and objectives identified in Section 2.4.3, it is also
necessary to consider social, economic and environmental resource impacts as part of the
roadway development process. Social, economic and environmental issues have been identified
for study in the EIS and are described in Section 5.0. Qualitative and quantitative measurements
of social, economic and environmental impacts will be described in detail in the EIS.
Methodologies used to evaluate these impacts are summarized in Section 5.0 of this document.
St. Joseph North Corridor - 20 - February 2009
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3.0 DEVELOPMENT OF SLOPING ALTERNATIVES
The NEPA and MEPA scoping process for the North Corridor project was formally initiated in
December 2007 at a meeting with Corridor Study project partners and representatives from
FHWA, Mn/DOT District 3, and Mn/DOT State Aid. However, all previous development of
alternatives in the Corridor Study was conducted with NEPA and MEPA requirements in mind.
The steps in the development of alternatives for the project are discussed below.
3.1 ALTERNATIVES DEVELOPED DURING CORRIDOR STUDY (PRE-NEPA
PROCESS)
As has been discussed previously, the St. Joseph North Corridor and CSAH 2 Realignment
Corridor Study was undertaken by the City of St. Joseph, Stearns County, St. Joseph Township
and the St. Cloud APO in an effort to define new, primary transportation corridors before areas
surrounding the city are developed. The purpose of the study was to identify preferred corridor
alignments that would provide safe, reliable, and efficient mobility for both motorized and non-
motorized travel in and around the St. Joseph area. The Corridor Study's findings and
recommendations are the basis for this Scoping Document.
The partners, along with the Corridor Study's Corridor Advisory Committee (CAC), identified
the following four key goals for the outcome of the Corridor Study:
1. Ensure safe and efficient mobility for the traveling public.
2. Ensure consistency with regional and local transportation plans.
3. Ensure consistency with local land use, growth, and economic development plans.
4. Document the project's readiness to advance to provide a basis for environmental
documentation.
As a first step in the process of developing alignment alternatives for the new roadways, the
study partners and CAC developed a corridor vision and design standards. The design standards
for all parts of the study area call for a minor arterial roadway with 150 feet of right of way,
access spacing of 0.5 mile for signalized access and 0.25 mile for restricted access, and a
separated bicycle path. The design speed for the North Corridor was identified as 45 mph. The
North Corridor typical roadway section was identified as a two- to four-lane divided urban
roadway (the final number of lanes will be decided based on capacity needed to serve forecast
future traffic volumes).
The study group used the corridor vision and design standards to develop three Corridor Study
Alternatives for the North Corridor. At the time, the North Corridor Study Alternatives extended
from approximately existing CSAH 2 north of St. Joseph City limits to Westwood Parkway in
St. Cloud, and were referred to in the Corridor Study as Yellow Alternatives 1, 2, and 3. In
general, each of these Initial Corridor Study Alternatives followed a fairly direct route between
the two termini. Alternatives 1 and 2 followed a similar, .southerly route; Alternative 3 followed
a more northern alignment, avoiding a wetland complex in the area; it eventually rejoined
Alternatives 1 and 2 approximately 0.5 mile west of Westwood Parkway. Refer to the Corridor
Study Report for additional background detail.
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Building on the identified project needs and goals, the study partners and CAC established
specific. project objectives and measurable criteria by which to "rate" all preliminary alternatives.
The criteria by which the Yellow Alternatives (now the North Corridor) were evaluated
included: intersection capacity analysis, ability to promote connectivity, ability to meet the
0.5 mile to one mile spacing objectives, consistency with regional and local transportation and
land use plans, and anticipated effect on economic development. The study partners and CAC
used the evaluation criteria to identify those alternatives that should not be carried forward for
further study.
3.1.1 Corridor Study Alternatives Dismissed
Based on the alternatives screening process, the study group dismissed Corridor Study Yellow
Alternative 3 from further consideration because it bowed substantially to the north as compared
to other Yellow alternatives, providing inefficient connectivity between existing CSAH 2 and
Westwood Parkway and complicating spacing for arterials. In addition, Yellow Alternative 3 was
dismissed because it was only marginally consistent with project locations shown in regional and
local transportation plans. Finally, the study group determined that the northern bow of Yellow
Alternative 3 created more industrial area than had been planned for at the proposed Feld site
development. The alternative also provided access primarily to low-density residential areas,
rather than mobility for travelers throughout St. Joseph.
3.1.2 Corridor Study Alternatives Retained
Based on the alternatives screening results, the study group retained Yellow Alternatives 1 and 2,
which differ based only on their location north or south of a wetland located north of the
Northland Heights development. These alternatives address the project purpose and need as
summarized below.
Forecast Increases in Travel Demand: Approximately 15,400 daily vehicle trip ends are
forecast for the north St. Joseph growth area by year 2030. Under future conditions beyond
2030, a total of approximately 52,400 daily vehicle trip ends are forecast for the north
St. Joseph growth area. A majority of the daily vehicle trips ends in the north St. Joseph
growth area are forecast to originate from or are destined to other locations within the
St. Cloud APO planning area under future 2030 conditions and under future conditions
beyond 2030.
CSAH 75 is the only existing east-west, continuous, arterial route in St. Joseph. Trips
originating from or destined to points within the north St. Joseph growth area would have to
rely, for the most part, on CSAH 75. As described in Section 2.4.2.2, CSAH 75 is forecast to
approach capacity under future (2030) No Build conditions. The .North Corridor roadway
serves as a convenient link within the transportation network to serve as an alternate east-
west route for the forecast increase in travel demand in the north St. Joseph growth area.
CSAH 75 Operations: Analyzed CSAH 75 intersections in St. Joseph are anticipated to
operate at or under capacity during the p.m. peak hour with a North Corridor roadway.
Critical .lane volumes and capacity levels under future 2030 Build conditions are shown in
Table 11. Because a North Corridor roadway will attract daily vehicle trip ends that would
otherwise use CSAH 75, a North Corridor roadway is forecast to improve traffic operations
on CSAH 75.
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TABLE 11
CRITCAL LANE ANALYSIS RESULTS: FUTURE BUILD CONDITIONS
(CSAH 75 INTERSECTIONS).
Build Conditions (2030) tt)
Sum of Critical Lane Volumes Relationship to
Intersections with CSAH 75 .(critical movements) Probable Ca aci
1,325 vph
CSAH 3 (WB Thru/EB Left and SB At Capacity
Thru/NB Left
925 vph
2nd Ave NW (EB Thru/WB Left and NB Left Under Capacity
and Ri ht)
1,225 vph
College Ave N (WB Thru/EB Left and NB Thru/ Under Capacity
Right/SB Left)
~'~ Year 2030 Build conditions critical lane analysis based on the St. Cloud APO fiscally constrained network.
Preserving CSAH 75 Capacity: A North Corridor roadway will attract trips that would
otherwise use CSAH 75, reducing future traffic volumes on CSAH 75 and helping to
preserve its function as an east-west minor arterial roadway in St. Joseph. Forecast traffic
volume results for CSAH 75 and North Corridor are tabulated in Tablel2. Future (2030) No
Build traffic volumes on CSAH 75 through St. Joseph (St. Cloud APO's fiscally constrained
network) are forecast to range from 33,500 vpd to 34,600 vpd. The future .(2030) traffic
volumes on CSAH 75 with a North Corridor roadway are expected to decrease by
approximately 5,400 vpd to 8,300 vpd.
A select-link analysis on CSAH 75 west
13 percent of CSAH 75 traffic would use t
represents nearly 40 percent of the CSAH 75
destined to CSAH 133 in northeast St. Joseph.
of St. Joseph illustrates that approximately
he North Corridor roadway. Moreover, this
traffic west of CSAH 75 originating from or
TABLE 12
TRAFFIC VOLUME FORECASTS: CSAH 75 AND NORTH CORRIDOR
Forecast (2030) ADT Forecast (2030) ADT Difference
No Build Conditions No Build Conditions (No Build-Build)
(vehicles er da ) cl) (vehicles er da t2) (vehicles er da
CSAH 75 33,500. 25,200 8,300
CSAH 3 to 2nd Ave NW
CSAH 75 600
34 29,200 5,400
(2nd Ave NW to CSAH 133) ,
North Corridor N/A 15,300 N/A
(CSAH3 to CSAH 2)
North Corridor N/A 13,400 N/A
(CSAH 2 to CSAH 133)
~'~ Year 2030 No Build forecast volumes based on the St. Cloud APO fiscally constrained network.
(2> Year 2030 Build forecast volumes based on the St. Cloud APO illustrative network.
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Traffic volume forecasts: Traffic volume forecasts were prepared for CSAH 75 and a North
Corridor roadway using the St. Cloud APO's travel demand model. These forecasts were
prepared using the St. Cloud APO's illustrative roadway network for year 2030 conditions
and conditions beyond year 2030. A North Corridor arterial link is forecast to serve
approximately 13,400 to 15,300 vehicles per day under future (2030) Build conditions (see
Table 9). Under future Build conditions beyond year 2030, the North Corridor roadway is
forecast to serve approximately 31,000 to 36,000 vehicles per day.
In addition to addressing the transportation purpose and need, the studied alternatives are also
consistent with the other transportation goals and objectives.
System Connectivity: These alternatives support the regional transportation network and
provide connections between CSAH 75, CSAH 2 and CSAH 133.
• System Spacing: These alternatives are consistent with the arterial spacing plan for the urban
growth area of north St. Joseph.
System Plan Consistency: Location and orientation of these alternatives is consistent with
regional and local transportation plans and is consistent with future land use and growth
plans, providing access to existing and planned residential, commercial, and industrial areas.
3.1.3 Corridor Study Organization
The Corridor Study team originally understood that one EA/EAW would be suitable
documentation for the proposed improvements throughout the entire study area, which at that
time, included the proposed realignment of CSAH 2 around the northwest portion of St. Joseph,
north to CSAH 75, north and east to existing CSAH 2 north of St. Joseph, east to Westwood
Parkway. However, as the study progressed, as forecast traffic volumes were formalized, and as
roadway capacity needs were identified, it became clear that one EA/EAW would not be
appropriate environmental documentation for improvements throughout the entire study area.
Based on this unanticipated situation, the Corridor Study team felt it needed to identify the
appropriate environmental documentation approach, before Preferred Alternatives could be
identified.
Through the study process it also became clear that the study partners intended to complete parts
of the overall project independent of one another. Stearns County had programmed the
CSAH 2 South Realignment project in its Capital Improvement Program (CIP) using county and
state aid funds allocated in 2008 for right of way acquisition and in 2009 for roadway
construction. The City of St. Joseph had recently negotiated development of the Feld farm north
of CSAH 75 and east of CSAH 133, which would include part of the eastern portion of the North
Corridor (part of the roadway extending from CSAH 133 to Westwood Parkway). Neither
agency, however, had a timeline in mind for construction of CSAH 2 North (approximately
CSAH 75 to existing CSAH 2) or the western end of the North Corridor (existing CSAH 2 to
CSAH 133), and, instead hoped to officially map the corridor to protect the future right of way
from encroaching development.
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Working closely with officials from FHWA and Mn/DOT, the Corridor Study team reconsidered.
the number of highway projects included in the original North Corridor and
CSAH 2 Realignment study area. FHWA regulations (23 CRF 771.111(f)) state the following in
regard to identifying a highway project:
In order to ensure meaningful evaluation of alternatives and to avoid
commitments to transportation improvements before they are fully evaluated, the
action evaluated in each EIS or finding of no significant impact (FONSI) shall:
1. Connect logical termini and be of sufficient length to address environmental
matters on a broad scope;
2. Have independent utility or independent significance, i.e., be useable and be a
reasonable expenditure even if no additional transportation improvements in
the area are made; and
3. Not restrict consideration of alternatives for other reasonably foreseeable
transportation improvements.
Based on these guidelines, the study partners, with direction from FHWA and Mn/DOT officials,
concluded that the original study area consisted of three independent projects for which different
environmental documentation should be prepared. The three independent projects were the
following:
Stearns CSAH 2 South Realignment
• Line Color on Corridor Study Map: Blue.
• Termini: I-94 to CSAH 3 near the Lake Wobegon Trail.
• Environmental Documentation: state-level EAW
• Preferred Alternative: Blue Alternative 4.
• Project Status: EAW was published in September 2007; construction is anticipated to begin
in 2009.
CSAH 2 North/North Corridor-West
• Line Color on Corridor Study Map: Green and Yellow.
• Termini: CSAH 3 near the Lake Wobegon Trail to CSAH 133.
• Refer to additional project detail below.
City of St. Joseph North Corridor-East:
• Line Color on Corridor Study Map: Yellow.
• Termini: CSAH 133 to Westwood Parkway/Rolling Ridge Road
• Environmental Documentation: combined federal-level EA and state-level EAW.
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Preferred Alternative: the alignments for Yellow 1 and 2 are the same in this portion of the
study area. The study partners recommend combined Yellow l -2 as the Preferred Alternative
in this area.
• Project Status: EA/EAW is currently under development (publication anticipated. in 2009).
North Corridor-East is not programmed for construction and is identified as an illustrative
project in the St. Cloud APO 2030 Transportation Plan.
The North Corridor project that is under study in this SD is a result of the discussions and
decisions described above and was referred to as the "CSAH 2 North/North Corridor-West"
project at the end of the Corridor Study process.
3.1.4 North Corridor Identification in Corridor Study
Once identified as a separate project at the conclusion of the Corridor Study, discussions turned
to how the North Corridor project met the logical termini and independent utility/independent
significance criteria specified by the FHWA regulations. This section describes those
conclusions.
3.1.4.1 Logical Termini
The North Corridor project would connect logical termini, extending from the CSAH 2 South
Realignment (northern terminus is existing CSAH 3 near the Lake Wobegon Trail) to
CSAH 133. These are logical termini points for the project because they key arterial roadways in
the St. Cloud APO's future regional transportation network. The distance of 2.5 miles would be
of sufficient length to address environmental matters on a broad scope, requiring an EIS.
3.1.4.2 Independent Utility or Independent Significance
The North Corridor project has independent utility/significance in three ways. First, it is
necessary to complete environmental documentation for the North Corridor project in order to
prepare an official map that documents and protects the roadway right of way from encroaching
development, which is currently occurring 60_feet south of Alternative 1 (the southern alignment
prepared for this project). Development has not yet been proposed to the north, but that area is
included in the six- to 10-year development scenario in the St. Joseph Orderly Annexation Plan
(2002). Second, the North Corridor project is independent from the other transportation projects
included in the Corridor Study because, unlike the CSAH 2 South Realignment project, there are
no funds currently programmed for it in the Stearns County or City of St. Joseph CIPs. Finally,
the North Corridor project would, by itself, provide relief for CSAH 75 by allowing traffic to
bypass the CSAH 75 segment through St. Joseph. Future (2030) traffic projections for the area
indicate that such a new four-lane divided arterial would support high traffic levels (the APO's
illustrative network forecasts 13,400 to 17,600 vehicles per day on the proposed North Corridor
roadways, diverting approximately 5,000 to 8,000 vehicles per day from CSAH 75), and enable
efficient and safe travel that would support existing CSAH 75.
The North Corridor project can be constructed without any other projects, can function
independently, and can achieve its project goals independent of the CSAH 2 South Realignment
or North Corridor-East projects.
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Based on the logical termini-independent utility/significance discussion and the possible
environmental documentation options available, the study partners considered results from the
screening and technical evaluation processes and input from agencies, the public, the Corridor
Advisory Committee, St. Joseph City Council, and Stearns County Board and concluded that the
termini for what had now become the North Corridor project were CSAH 3 near the Lake
Wobegon Trail (on the west) and CSAH 133 (on the east). It was determined that afederal- and
state-level EIS was the appropriate environmental documentation (and that a Preferred
Alternative would be identified as a result of the anticipated EIS process).
3.1.5 Final Corridor Study Alternatives
A description of the final alternatives for the North Corridor that were developed in the Corridor
Study follows.
3.1.5.1 Yellow Alternative 1
Yellow Alternative 1 begins where the proposed CSAH 2 Realignment project terminates
between CSAH 75 and the Lake Wobegon Trail, just outside the northwestern city limits of
St. Joseph. Yellow Alternative I begins to curve east just past the Lake Wobegon Trail. It
continues in a nearly due east direction until its termination at CSAH 133.
3.1.5.2 Yellow Alternative 2
Like Yellow Alternative 1, Yellow Alternative 2 begins where the proposed
CSAH 2 Realignment project terminates, just outside the northwestern city limits of St. Joseph.
Yellow Alternative 2 follows largely the same route as Yellow Alternative 1; however,
approximately 0.1 mile east of its intersection with existing CSAH 2, it splits to the north of
Yellow Alternative 1. It rejoins the alignment of Yellow Alternative 1 approximately 0.1 mile
west of its termination at CSAH 133. Yellow Alternative 2 follows this alignment in order to
minimize impacts to a wetland complex in the area.
3.1.6 Tiered EIS Decision
Subsequent discussions between FHWA and study partners resulted in the decision to proceed
with a Tiered EIS for the North Corridor project. This decision recognized the gap in time
anticipated to occur between identification of a Preferred Corridor Alternative for official
mapping and right of way acquisition and project construction.
This approach was determined to best meet the project goals, purpose, needs, and objectives. The
study partners also largely agreed that the Final Corridor Study Alternatives identified above had
the fewest anticipated impacts on the study area. The Corridor Advisory Committee (CAC)
unanimously supported the findings of the Corridor Study (see Section 6.0).
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3.2 POST-CORRIDOR STUDY ALTERNATIVE CHANGES
Focus group and public meetings were held for the Corridor Study Report in July 2006. Public
input at the time indicated that a third alternative should be added to the North Corridor
alternatives for further study, in order to minimize property impacts by following property lines
more closely north of Yellow Alternative 2 That alternative, identified as Alternative 3, is
discussed in additional detail below.
3.3 DESCRIPTION OF SLOPING ALTERNATIVES
3.3.1 No-Build Alternative
Under the No-Build Alternative, no improvements other than routine roadway maintenance to
existing roadways within the project area would be implemented. The No-Build Alternative does
not meet the transportation needs of the project as described below.
The No-Build Alternative will be carried forward into the Tier I DEIS as per NEPA and MEPA
procedures as a baseline comparison for the other Tier I DEIS alternatives.
3.3.2 Build Alternatives
All three Build Alternatives start at the same point, where the proposed CSAH 2 Realignment
project terminates between CSAH 75 and the Lake Wobegon Trail, just outside the northwestern
city limits of St. Joseph (see Figure 2). From CSAH 3, all Alternatives travel in an easterly
direction for approximately two miles until their easterly terminus at CSAH 133. These
alternatives are consistent with the purpose and need for the project and other project objectives
as described in Section 3.1.2.
3.3.2.1 Alternative 1
Alternative 1 (Alternative Yellow 1 in the Corridor Study) begins to curve east just past the Lake
Wobegon Trail. It continues in a nearly due east direction until its termination at CSAH 133.
3.3.2.2 Alternative 2
Alternative 2 (Alternative Yellow 2 in the Corridor Study) follows the same route as Alternative
1; however, approximately 0.1 mile east of its intersection with existing CSAH 2, it splits to the
north of Alternative 1. It rejoins the alignment of Alternative 1 approximately 0.1 mile west of its
termination at CSAH 133. Alternative 2 follows this alignment in order to minimize impacts to a
wetland complex in the area.
3.3.2.3 Alternative 3
Alternative 3 was created in order to minimize severing properties in response to public feedback
after the Corridor Study. It follows a more northerly route than Alternatives 1 and 2. Its
alignment is approximately 1000 feet north of Alternative 1 for most of its length. It joins
Alternative 2 at that alternative's northern-most point, approximately 0.25 mile east of existing
CSAH 2.
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3.4 BUILD ALTERNATIVES FOR STUDY IN EIS
3.4.1 Build Alternative Alignments
Based on the evaluation described in Section 3.3.3, all three scoping alignments (Alternative 1,
Alternative 2, and Alternative 3) are recommended for evaluation in the Tier 1 EIS. The
Tier 1 EIS Build Alternative alignments are illustrated in Figure 4.
3.4.2 Build Alternative Typical Section
The Corridor Study Report describes a corridor vision and design standards for the proposed
North Corridor alternatives. This corridor vision was developed by the study partners and
Corridor Advisory Committee. Elements of the corridor vision and design standards are
summarized in Table 13.
TABLE 13
CORRIDOR VISION AND DESIGN STANDARDS
St. Joseph North Corridor
(Approx. Lake Wobegon Trail to
CSAH I33)
Functional Classification Minor Arterial
Desi n S eed 45-55 m h
T ical Roadwa Section 4 lane divided urban
Pedestrian and Bic cle Trails Se arate bic cle ath
Access Spacing Guidelines %z mile for signals
mile restricted access
Ri ht-of-Wa 150 feet
The design standards identified in Table 13 will be applied to all Build Alternatives during Tier I
EIS engineering studies and evaluation of social, economic, and environmental (SEE) impacts.
4.0 COST AND FUNDING SOURCE
Planning-level cost estimates have been prepared for the North Corridor project for purposes of
this SD. These cost estimates were prepared using the St. Cloud APO planning estimate of
construction costs of $2 million per mile and $1 million per mile for right of way acquisition.
Engineering and construction administration cost estimates were assumed to be 20 percent of the
project cost. The proposed project costs are estimated at approximately $8.2 million to
$8.5 million (2005 dollars). The Tier I DEIS will include more detailed cost estimates for the
Build Alternatives based on preliminary design.
Total project cost (construction, right of way, engineering) for the North Corridor Project was
estimated for future year of construction. This estimate was based on planning-level project cost
St. Joseph North Corridor - 29 - February 2009
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estimates developed as part of the St. Cloud APO 2030 Financial Plan Amendment. An inflation
factor of 2.05 was assumed when estimating future costs. Total project cost for construction
beyond year 2030 is estimated at $16.9 million to $17.3 million (2030 dollars).
As previously described, funding for the North Corridor project has not been identified. Future
funding for the project is anticipated from a combination of federal, state, and local funds. The
specific contribution amounts from each of these three funding sources has not been identified.
The St. Cloud APO 2030 Transportation Plan identifies the North Corridor as an "illustrative
project." Illustrative projects cannot be included in the St. Cloud APO's fiscally constrained
plan because it is anticipated that funds will not be available for these projects within the plan's
timeframe based on projected revenue streams. Illustrative projects are only eligible to complete
for high priority project (HPP) funding from the United States Congress.
5.0 SOCIAL, ECONOMIC AND ENVIRONMENTAL ISSUES
5.1 ISSUES IDENTIFICATION PROCESS
A comprehensive review of a wide range of social, economic, and environmental (SEE) issues is
required by federal and state legislation as part of the environmental review process. A detailed
analysis of SEE impacts is not required for scoping; however a preliminary assessment has been
made to identify the types of SEE impacts that will be discussed in the Tier I DEIS.
Identification of SEE issues during the Corridor Study and scoping process utilized a number of
information sources including agency correspondence, compilation of mapped data, and input
from project stakeholders. Local governments and public resource regulatory agencies were
given opportunities to provide input on potential issues during the Corridor Study that was
conducted as a part of this project, as well ~as through early project correspondence, public
meetings, Project Management Team (PMT) meetings for the scoping process, and individual
agency contacts. The general public was given the opportunity to identify potential social,
economic and environmental impacts related to the project during public meetings held as part of
the Corridor Study.
The following sections discuss the level of study proposed for Tier I EIS analysis of issues and
the rationale for each issue, based on information compiled during scoping. The overall Tier I
EIS analysis is intended to provide sufficient information on relative potential impacts of the
proposed alternatives to make a Preferred Corridor Alternative decision; identify the
approximate right of way limits that should be preserved for the Preferred Corridor Alternative;
and to identify impacts that need to be addressed in the Tier II EIS process, as well as
methodology for addressing those impacts. The Tier I DEIS will provide analysis of the potential
social, economic, and environmental impacts of all Corridor Alternatives, and the Tier I FEIS
will provide more detailed analysis of the impacts associated with the alignment identified as the
Preferred Corridor Alternative following the DEIS comment period.
A Tier II EIS process, including a Tier II DEIS and Tier II FEIS, will be initiated in the future, as
the project moves forward for implementation. The Tier II process will focus on Preferred
Corridor Alternative design details (i.e., a layout with cross sections, bridge locations and type,
stormwater ponds, and so on), an updated assessment of environmental impacts, and
identification of mitigation.
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Because the Tier I FEIS will generally focus on analyzing specific potential impacts once a
Preferred Corridor Alternative has been identified, the below discussion focuses primarily on the
analysis to be conducted as part of the Tier I DEIS.
5.2 ISSUES TO BE ADDRESSED iN TIERED EIS
The following areas of potential concern will be studied in detail in the Tier I DEIS, including
preparation of a special study (separate report) for each issue. The rationale for providing a
special study for each issue is provided.
• Cultural Resources
This is identified as an issue requiring special study because of the expertise required to
identify and evaluate potential impacts to cultural resources in the project area.
• Traffic Operations
Forecasting traffic operations in the project area is critical to understanding how the
transportation network may function over the next 20 years-with or without the
construction of the North Corridor. This analysis would build upon the information used in
identifying the project need.
The following issues are of major concern for the project at the Tier I level, since impacts
related to these issues could have a substantial influence on selection of the Preferred Corridor
Alternative. The Tier I DEIS will provide detailed analysis of impact for each of these
environmental concerns, but no separate report. Rationale for assigning these issues to this
category is provided below.
Issues of major concern tend to be location-dependent, and the difference in alternatives' impacts
to each issue may be critical to identifying a Preferred Corridor Alternative. The issues included
in this category are by no means the only issues that may be considered of "major" concern to
various project stakeholders. Rather, their inclusion in this category refers to the possibility that
potential relative impacts of the alternatives may help to identify a Preferred Corridor
Alternative, based on their physical location. In other words, for these "locational" issues, any
impacts to these resources would depend on the location of the Preferred Corridor Alternative. It
is therefore desirable to identify the Preferred Corridor Alternative least likely to negatively
impact those resources.
It should be noted that, given the proximity of the Corridor Alternatives to each other, the
assignment of issues to the "major concern" category may seem somewhat arbitrary. However,
EQB scoping directions require evaluation of social, economic, and environmental issues by
these categories; the following assignments were determined by the PMT to appropriate for
considering the potential impacts of the Corridor Alternatives objectively.
• Public Park, Recreational, Wildlife Management and Section 4(f)/6(f) Lands
• Vegetation/ Cover Types/ Areas of Biodiversity
• Fish and Wildlife
• Threatened and Endangered Species
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• Wetlands
• Floodplains/ Water Body Modification
• Surface Water/ Water Quantity and Quality Management
• Land Use
• Farmlands
• Right of Way Acquisition and Relocation
• Environmental Justice/Social and Neighborhood Impacts/Community Facilities Impacts
• Hazardous Materials, Contaminated Properties
• Cumulative Impacts
The following issues are of moderate concern for the project at the Tier I level. While some of
the issues may be of substantial concern for the construction of the project and will be so
addressed in the Tier II analysis, major substantive differences among alternatives that would
affect the decision regarding a Tier I Preferred Corridor Alternative (location) are not
anticipated. Issues of moderate concern are those whose impacts are not expected to vary greatly
between Corridor Study Alternatives, and therefore are not anticipated to play as substantial a
role in the identification of a Preferred Corridor Alternative.
The distinction between "issues of major concern" and "issues of moderate concern" is not
always clear in a project like the North Corridor, in which the alternatives under study are
physically rather close to each other. As a general rule, those placed in the "issues of moderate
concern" category are typically expected to be impacted more by the nature of the proposed
project (e.g., number of lanes, general length of roadway) than by the precise location of the
project alignment.
The Tier I DEIS will identify qualitative impacts, including analysis in accordance with federal
and state requirements where appropriate, for each of these areas of environmental concern.
• Traffic Noise
• Air Quality
• Intermodal Transportation (includes Bicycle/Pedestrian Movement and Handicapped
Accessibility, Truck Traffic, Rail, Transit)
• Construction Impacts
• Erosion Control and Slope Stability
• Economic Impacts
• Excess Materials
• Groundwater, Geology and Soils
• Utility Locations
• Visual ImpactslQuality
• Indirect Impacts
• Irreversible and Irretrievable Commitment of Resources
• Relationship of Local Short-Term Uses versus Long-Term Productivity
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The following areas of environmental concern are not relevant to this study area and will not be
discussed in the EIS:
• Coastal Zones: There are no coastal zones in the project area.
Wild and Scenic Rivers: There are no Wild and Scenic Rivers within the project area.
• Critical Areas: There are no designated critical areas in the project area.
5.2.1 Issues Requiring Separate Study
These issues will require technical analysis and/or fieldwork to assess potential impacts. The
results will be compiled in a "Special Study" technical document. The findings of the studies as
they relate to impacts of the proposed alternatives will be summarized in the Tier I DEIS.
5.2.1.1 Cultural Resources
The project will require review under Section 106 of the National Historic Preservation Act
(I6 USC 470 et seq.) and its implementing regulations (36 CFR Part 800). It is anticipated that
the EIS will also serve as the required documentation for the Section 106 review as well as the
NEPA and MEPA review.
A preliminary request was made to the Mn/DOT Cultural Resources Unit (CRU) in 2005, for
review of known historic and archaeological resources within the study area. According to this
review, there are no known historic structures in the project area; however, it is likely that a
Phase I identification survey will be required. While portions of the area are documented as
having moderate archaeological constraints (meaning they have moderate potential for
containing archaeological sites), much of the area is rated as having "unknown" potential
archaeological constraints. Research for the CRU assessment relied on background research
using site and survey files from the Mn/DOT CRU and the Minnesota Archaeological Predictive
Model (Mn/Model).
The Tier I DEIS will require identification of cultural resources properties in the study area. The
cultural resources study will establish an "area of potential effect" (APE) for each alternative;
conduct Phase I and Phase II investigations as needed to evaluate historic structures and potential
archaeology sites; and identify the anticipated impacts (if any) of alternatives on identified sites.
If impacts are anticipated, documentation assessing issues relevant to Section 4(f) will be
compiled.
The Tier II analysis (near time of project construction) will include conducting additional
research to identify impacts of the Preferred Alternative and preparation of Section 4(f)
documentation, if needed, including mitigation strategies. Consultation with SHPO,
representatives of Native American tribes, as appropriate, will occur during both the Tier I and
Tier II environmental processes.
Refer to Section 5.2.2.1 below for more detailed discussion of addressing potential Section 4(f)
impacts.
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5.2.1.2 Traffic Operations
Traffic demand forecasts for year 2030 average daily traffic (ADT) were completed as part of the
Corridor Study, in consultation with the St. Cloud APO. The forecast ADT for the North
Corridor, based on the St. Cloud APO's illustrative network, varies from approximately
15,400 vehicles per day between CSAH 3 and CSAH 2, to approximately 13,300 vehicles per
day between CSAH 2 and CSAH 133.
In addition to studying traffic demand forecasts, the Corridor Study team evaluated intersection
capacity using critical lane analysis. This analysis involved the development of peak hour turn
movement forecasts. Existing peak hour turn movement volumes were collected at three
intersections along CSAH 75. CSAH 3, 2nd Avenue NW (the truck route), and College Avenue
(CSAH 2). Based on the counted volumes, the Corridor Study team identified turn movement
proportions that were then applied to the forecast ADTs to produce 2030 peak hour turn
movement forecasts at the three counted intersections. For new intersections
(e.g., CSAH 21North Corridor) or intersections that change substantially, the Corridor Study
team used the existing turn movement proportions as a basis to estimate turn proportions at the
new/modified intersections and develop turn movement forecasts.
New traffic demand forecasts for 2030 will be completed for the Tier I DEIS. Reevaluation of
forecasts is necessary in order to focus modeling on the proposed North Corridor system, to
reflect specific EIS alternative alignments and system connections and estimated lane
requirements for Build Alternatives to provide acceptable level of operation. The Tier I DEIS
will assess the future Level of Service (LOS) of the No-Build and Build Alternatives based on
lane volume-to-capacity (or v/c) analysis, as well as intersection operations analysis.
The Tier II analysis (near time of project construction) will verify the additional detail on
geometric requirements to provide acceptable operations .for the Preferred Alternative using
detailed traffic operations analysis.
Other traffic-related issues to be addressed include potential roadway jurisdiction changes that
may result from any of the proposed alternatives and consistency with access spacing goals (see
Table 13). These issues will be discussed in relative terms in the Tier I DEIS to compare
alternatives, with additional detail on impacts and issues provided, as needed to inform final
design decisions, in the Tier II analysis.
5.2.2 Issues of Major Concern Requiring Detailed Analysis
These issues were identified by project stakeholders during the Corridor Study and scoping as
issues of potential major concern that could have a strong influence on which alternative is
selected as the Tier I FEIS Preferred Corridor Alternative. The Tier I DEIS will analyze these
issues with respect to relative potential impacts of proposed alternatives, to provide sufficient
information to assist in making a Preferred Corridor Alternative decision.
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5.2.2.1 Public Park, Recreational, Wildlife Management and Section 4(f)/6(f) .Lands
The Lake Wobegon Regional Trail is a 50-mile trail that runs from St. Joseph to Sauk Centre
(within the project area; refer to attached figures). Stearns County completed a feasibility study
in spring 2007 to examine the potential to extend the trail from St. Joseph to the Mississippi
River in Waite Park and St. Cloud.
The Transportation chapter of the Stearns County 2030 Comprehensive Plan identifies
CSAH 75, CSAH 2 and CSAH 3 as existing bikeway routes (i.e., they meet four-foot minimum
shoulder requirements); it also identifies a proposed bicycle route along CSAH 133. The North
Corridor would likely have impacts to these existing and planned facilities.
The College of Saint Benedict owns a .private Scientific and Natural Area (SNA) east of
CSAH 3 within the study area. This area is adjacent to the proposed Build Alternatives. The area
is not recognized by the Minnesota Department of Natural Resources (MnDNR) as a state SNA.
If the area were open to the public, federal (Section 4(f)) regulations could be triggered if the
area was impacted by one or more Build Alternatives. Based on current information, it does not
appear that these requirements apply.
Millstream Park, acity-owned park, is located outside of, but within proximity to, the study area
(between the Lake Wobegon Trail and CSAH 75, at the southern reach of the Watab River). The
CSAH 2 realignment project provides a new entry to this park. The park would not be impacted
by the North Corridor project.
Development of the scoping alternatives included avoidance and minimization of impacts on
recreational, wildlife and other potential Section 4(f) properties in the project area. However,
given the location of the Lake Wobegon Trail through the project area, impacts to it will likely
be unavoidable. Development and evaluation of alternatives will be performed consistent with
the requirements of federal Section 4(f), as applicable, regarding impacts to this and any other
applicable public park, recreational, or wildlife properties. The Tier I DEIS will document the
alternatives development and evaluation process, including avoidance and minimization efforts
and potential mitigation measures, consistent with Section 4(f) documentation requirements.
The project has been reviewed for potential 6(f) involvement. The project will not cause the
conversion of any land acquired, planned or developed with funds from the Land and Water
Conservation Fund (LAWCON). No Section 6(fj involvement exists on this project.
The Tier II analysis (near time of project construction) will include more detailed discussion of
the impacts of the Preferred Alternative, based on Tier I findings, and if applicable, a
Section 4(fj Evaluation of the Preferred Alternative.
5.2.2.2 Vegetation, Cover and Areas of Biodiversity
The primary types of vegetative cover within the study area include cultivated and pastured farm
fields, woodlands and forested areas, brushland and grasslands, as well as wetland vegetation.
Portions of the study area, particularly the central piece of the North Corridor, have been
disturbed by urban suburban development, and agricultural land uses are found throughout the
study area. As noted, the College of St. Benedict owns a SNA to the east of CSAH 3 within the
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project area (but outside of any of the proposed Build Alternatives). This SNA is primarily
wooded. This site is identified by the DNR as a site of "moderate" biodiversity.9 Based on
information from the Minnesota County Biological Survey, there are no natural plant
communities within the project area.10 This will be confirmed through coordination with the
DNR during Tier I DEIS studies.
Information regarding anticipated impacts of project alternatives on important
vegetation biological communities will be provided in the Tier I DEIS. Additional discussion of
impacts and mitigation for the Preferred Alternative will be included in the Tier II environmental
analysis.
5.2.2.3 Fish and Wildlife
Information on fish and wildlife resources in this SD is based on input from the U.S. Fish and
Wildlife Service (USFWS), MnDNR and Mn/DOT Office of Environmental Services (OES).
Land within the study area provides habitat for a variety of wildlife species. Natural habitats
within the study area include, but are not limited to, the South Fork of the Watab River, remnant
forests-particularly woodlands to the west of St. Joseph, and wetlands. The Watab River
provides habitat for a variety of aquatic species, including two mussel species of special concern,
the Creek Heelsplitter and Black Sandshell. The project could remove some kinds of habitat and
displace wildlife in some areas. The Tier I DEIS will compare the impact of project alternatives
on fish and wildlife habitat. The Tier II EIS will identify the Preferred Alternative's potential
impacts on fish and wildlife and mitigation for those identified impacts.
5.2.2.4 Threatened and Endangered Species
Early coordination with the MnDNR Natural Heritage and Nongame Research program indicates
there are no species present within one mile of the study area that are listed as threatened or
endangered under the Minnesota Endangered Species Act.
According to the USFWS' Federally-Listed Threatened, Endangered, Proposed, and Candidate
Species County Distribution List for the State of Minnesota (September 2007 version), there are
no federally-listed threatened, endangered, proposed, or candidate species or critical habitat
within Stearns County.
The Tier I DEIS will conduct an updated Natural Heritage review, due to the time lapse since the
last request. Analysis within the Tier I DEIS will also compare the list of any identified species
to impacted habitat types and coordinate .with MnDNR and U5FWS to assess the impact of
proposed North Corridor alternatives on identified species. The Tier II analysis will assess the
y Sites of moderate biodiversity are defined as sites containing occurrences of rare species and/or moderately
disturbed native plant communities, and/or landscapes that have a strong potential for recovery. Minnesota
County Biological Survey, Division of Ecological Services, Minnesota Department of Natural Resources. 2008.
The Minnesota Department of Natural Resources Web Site (online). Metadata: MCBS Sites of Biodiversity
Significance accessed 02-04-2009 at httpaldeli.dnr.state.mn.us/metadatalmcbs_sbspy3.htm1#metainfo.
10 Minnesota County Biological Survey, Division of Ecological Services, Minnesota Department of Natural
Resources. 2009. The Minnesota Department of Natural Resources Web Site (online). Native Plant Communities
and Rare Species of Stearns County, Minnesota accessed 02-04-2009 at
http://www.dnr.state.mn.us/eco/mcbs/maps.html#maps
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Preferred Alternative's potential impacts on any identified species and identify mitigation, in
coordination with the MnDNR and the USFWS, as these relate to more detailed alternative
alignments.
5.2.2.5 Wetlands
Potential wetland impacts related to the proposed project are regulated by federal (Clean Water
Act) and state (Wetland Conservation Act) wetland protection laws. Current wetland regulations
require sequencing: avoidance of, minimization of, and compensation for impacts resulting from
a proposed project. Federal and state wetland regulatory agencies have been identified as
cooperating and participating agencies (see Section 6.1). These agencies will provide input on
the proposed project, wetland identification and wetland impacts throughout the EIS process.
Evaluation of wetlands within the study area during the Corridor Study included identification of
wetland boundaries within each of the alternative corridors. Wetland locations and extent were
determined following the criteria set forth in the Corps of Engineers Wetlands Delineation
Manual (1987). The determination included field review of the boundaries of all wetlands within
the alternative corridors, but did not involve a formal delineation. Identified wetlands were
classified according to Wetland Plants and Plant Communities of Minnesota & Wisconsin -
Second Edition (USCOE Publication; Eggers and Reed, 1997) and Wetlands of the United States
(USFWS Circular 39, Shaw and Fredine, 1971). The Corridor Study's evaluation of wetlands
within the study area also included further review of soils data (NCSS Web Soil Survey of
Stearns County and the Hydric Soils List for Stearns County), National Wetland Inventory
(NWI) mapping, USGS 7.5-minute quadrangle mapping, as well as recent aerial photography.
Several wetlands are located throughout the North Corridor study area (see Figure 2}. There are
no public ditches located in the project area.
An updated site visit will occur during the Tier I DEIS phase in order to ensure that field
conditions have not changed dramatically since the last review. The Tier I DEIS will provide a
preliminary estimate of wetland impacts of each of the proposed alternatives. Initial avoidance
and minimization efforts for the alternatives will also be discussed in the Tier I DEIS.
The Tier II environmental analysis will include formal wetland delineation and will provide
more detailed study of potential wetland impacts of the Preferred Alternative. The current
version of the Minnesota Routine Assessment Methodology for Evaluating Wetland Functions
(MnRAM) will be used to develop representative analyses or to assess specific wetlands that are
believed to provide a high level of function in one or more areas. In addition, a summary of the
wetland avoidance, minimization, impacts (including area and types of wetlands impacted), and
details of the proposed mitigation will also be provided in the Tier II analysis and subsequent
wetland permitting process.
The Corridor Study, scoping process, and .associated agency meetings included early
coordination with federal and state wetland regulatory agencies to review and discuss project
purpose and need, alternatives development (including avoidance and minimization efforts) and
discussion of future permit review requirements. This coordination and request for input on the
proposed action will continue throughout the EIS process.
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5.2.2.6 Floodplains/ Water Body Modification
Construction of any of the Build Alternatives would not involve crossing any floodplain. If any
potential floodplain impacts are identified, the Tier I analysis will consider the relative potential
for floodplain encroachment and relative potential for hydraulic impacts among the Build
Alternatives. Hydraulic issues that may affect design or maintenance will also be discussed. The
Tier I DEIS will also discuss floodplain and floodway protection requirements and potential
mitigation.
Potential impacts on the South Fork of the Watab River will be addressed through the
examination of impacts on surface water quality and quantity, and wetlands. Any potential
impacts to these water bodies and initial avoidance and minimization efforts will be discussed in
the Tier I DEIS.
The Tier II environmental analysis will address efforts to avoid, minimize, and compensate for
the Preferred Alternative's identified impacts.
5.2.2.7 Surface Water Quantity and Water Quality Management
Water resources within and in the vicinity of the study area includes the South Fork of the Watab
River and wetlands. The Watab River does not currently appear on the Minnesota Pollution
Control Agency (MPCA)'s 2008 Impaired Waters list.
The Tier I DEIS will include a description comparing alternatives with respect to potential water
quality and quantity impacts and feasibility of providing mitigation. The Tier II analysis will
detail water quality impacts and mitigation for the Preferred Alternative based on more detailed
road and bridge design development.
5.2.2.8 Land Use
Existing land use within the North Corridor study area includes agricultural lands, open space,
undeveloped lands, rural residential properties, single-family development, and commercial and
industrial land uses. The study area encompasses portions of the City of St. Joseph's Orderly
Annexation Area and St. Joseph Township. These areas are experiencing development pressure
as the City of St. Joseph grows to the north, and development is currently taking place
approximately 60 feet south of Alternative 1.
Adopted long-range local and regional plans forecast development (primarily low-density
residential growth) for the project area, north of the City of St. Joseph, and identify the need to
plan for infrastructure in anticipation of that growth. Local and regional plans identify a number
of future developments that are anticipated to take place in the area and which will be associated
with a need for increased transportation network connections and capacity in the area.
Specific development sites have been identified for several locations within the study area
(e.g., the Northland Heights housing development south of the proposed North Corridor, and the
proposed Feld development east of CSAH 133). Development of alternatives during this scoping
study attempted to minimize impacts to existing and proposed development sites to the extent
feasible.
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The Tier I DEIS will examine the compatibility of the project alternatives with the existing land
uses in the area and with future land use plans for affected properties. The Tier I DEIS will also
compare the direct land use impacts due to right of way acquisition, access changes, and
potential indirect land use impacts that may occur as a result of changes in traffic volumes and
traffic patterns on area roadways following construction of the proposed project. Induced or
indirect land use impacts will be considered in terms of potential acceleration of planned
development or potential changes in land use type that may occur due to improved or changed
access.
The Tier II analysis will examine the compatibility of the Preferred Alternative with existing and
future land uses.
5.2.2.9 Farmlands
The federal Farmland Protection Policy Act (FPPA) and the Minnesota Agriculture Land
preservation and Conservation Policy Act ensure that impacts on agricultural lands are integrated
into the environmental decision-making process and that impacts are minimized to the extent
feasible. Roadway construction projects processed through the FHWA are subject to the FPPA.
As noted, the majority of land within the project area is in agricultural use. These lands may be
affected by the Build Alternatives. Preservation of a future roadway corridor would not prohibit
agricultural uses. The conversion of farmland to roadway use will depend upon the location of
the Build Alternatives and the timing of roadway construction.
The Tiex I DEIS will estimate relative impacts among alternatives on farmland areas based on
existing land use. The Tier I DEIS will also discuss whether future land use plans indicate
continued agricultural land use or planned conversion to other land uses within the impact area
of each alternative. The Tier II EIS will document the specific farmland impacts of the Preferred
Alternative.
5.2.2.10 Right of Way Acquisition and Relocation
The Build Alternatives will require land acquisition within the study area for right of way.
Acquisitions may require relocation of residents or businesses. The Tier I DEIS will analyze
relative right of way acquisition impacts of each alternative based on total land area to be
acquired and subdivided into categories including agricultural, residential, commerciaUindustrial,
public, and open space. This analysis will be based upon existing land uses. The analysis will also
address the appropriate means of mitigating adverse impacts in accordance with state and federal
requirements governing right of way acquisition and relocation.
The Tier II analysis will provide detailed assessment of the Preferred Alternative's right of way
impacts and will discuss mitigation.
5.2.2.11 Environmental Justice/Social and Neighborhood Impacts/Community
Facilities
The communities considered a part of the study area are the City of St. Joseph as well as
St. Joseph Township. The Build Alternatives include potential impacts to existing development,
including existing residential neighborhoods.
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Executive Order 12898 requires that the evaluation of environmental impacts resulting from a
proposed project include assessment of the extent of these impacts on minority and low-income
populations. Preliminary data collected during the Corridor Study indicate that there are low-
income populations in the study area, and therefore have potential sensitivity to environmental
justice issues.
The Tier I DEIS will identify minority and/or low-income populations in the project area (based
on current population data) and assess the relative impact of the project alternatives on any such
populations identified. The environmental justice evaluation will follow the Mn/DOT's
Environmental Justice Draft Guidance, dated August 5, 1998.
The Tier I DEIS will also compare alternatives with respect to impacts on community facilities;
access to residential areas and community facilities and services; neighborhood and community
cohesiveness; and provision of emergency services, based primarily on existing land uses.
The Tier II analysis will provide detailed assessment of the Preferred Alternative's impacts to
minority and low-income populations, neighborhoods and community facilities, and mitigation
for these impacts as applicable.
5.2.2.12 Hazardous Materials, Contaminated Properties
Preliminary research of known and potential sources of soil and groundwater contamination
identified no known contaminated sites within the study area (Minnesota Pollution Control
Agency, 2008). However, land uses identified as potential sources of contamination in the study
area include agricultural uses that pose the possibility of contamination due to pesticide or
petroleum spills or dump sites. An aggregate supply operation is located in St. Joseph Township,
within the project area.
The Tier I DEIS will summarize the results of MPCA "What's in my Neighborhood" searches,
as well as discussions with county and local officials, to determine the relative potential for
alternatives to impact contaminated property. The Tier II analysis will be based on a Phase I
Environmental Site Assessment to be conducted to determine any potential contamination source
impacts to be avoided or minimized.
5.2.2.13 Cumulative Impacts
Cumulative impacts are defined as "the impact on the environment which results from the
incremental impact of the action when added to other past, present, and reasonably foreseeable
future actions regardless of what agency (federal or non-federal) or person undertakes such other
actions" (40CFR1508.7).
Cumulative impacts are not causally.linked in their entirety to the project, but are the total effects
of actions with similar impacts in a broader geographic area. The purpose of a cumulative
impacts analysis is to look for impacts that may be minimal and therefore neither significant nor
adverse when examined within the context of the proposed action, but that may accumulate and
become significant and adverse over a large number of actions. Other foreseeable future actions
that would likely occur within the study area include development (e.g., the expansion of
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St. Joseph's Industrial Park, the proposed Feld development) and transportation projects
(e.g., CSAH 2 Realignment, Field Street) anticipated to occur within the study area through
year 2030. Past actions include development over the last 20 years.
The purpose of cumulative impacts analysis is to look for impacts that. may be minimal and
therefore neither significant nor adverse. when examined within the context of the proposed
action, but that may accumulate and become significant and adverse over a large number of
actions. All resources affected by the proposed action will be assessed with respect to cumulative
impacts. Resources with the greatest potential for cumulative impacts will likely include:
wetlands, farmland, surface water quality, groundwater, vegetation, fish and wildlife, and
threatened and endangered species.
The Tier I DEIS will evaluate the relative incremental impacts among the proposed alternatives
compared to the total impacts from other foreseeable future actions. The cumulative effects
analysis in the Tier I DEIS will follow the analysis process as developed by the Council on
Environmental Quality (CEQ) (Considering Cumulative Effects Under the National
Environmental Policy Act (NEPA), Council on Environmental Quality, January 1997). The
assessment of cumulative effects will include a qualitative evaluation. as described in the CEQ
guidance.
The Tier II EIS will evaluate the relative incremental impacts among the Preferred Alternative
compared to the total impacts from other foreseeable future actions using the CEQ and FHWA
accepted methodology in place at the time of the Tier II analyis.
5.2.3 Issues of Moderate Concern Requiring. Less Detailed Analysis
These issues are less likely to have a substantial impact on selection of a Preferred Alternative
than issues identified in the previous two sections because they are either 1) likely to be
minimally impacted by any of the project alternatives or 2) likely to have similar impacts
resulting from any of the alternatives. Analysis of these issues in the Tier I EIS will focus on
identifying potential concerns, relative differences among alternatives and how these issues need
to be addressed in the Tier II EIS.
5.2.3.1 Traffic Noise
Construction noise impacts are of limited concern because of their short-term duration relative to
the long-term operational noise of a roadway. Therefore, the EIS process will focus on traffic
noise impacts. All alignments include proximity to existing and/or planned residential
development and other potentially sensitive receptors. The project will be subject to federal and
state noise standards.
Most of the representative receptors within the study area include rural residential uses or
industrial uses. Impacts on school and park locations will be considered, if applicable.
Monitoring of existing noise levels at various locations within the study area will be completed.
The Tier I DEIS will discuss the relative noise impacts of each alternative, utilizing existing and
future traffic volumes, as well as monitored existing noise levels at various locations within the
study area. Traffic noise levels will be modeled for the Tier I DEIS to identify representative
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traffic noise levels, given the noise model input file assumptions and existing and projected
traffic volumes that were used to generate the model input files and the model output. The noise
analysis results will describe distances from the North Corridor where regulatory noise
thresholds are anticipated to be approached and/or exceeded for various land uses
(e.g., residential, commercial, industrial, etc.) based on the assumptions used to generate the
model input files and the traffic volumes used with each model run. These distances are intended
to be used as a reference guide in community planning to help minimize future noise impacts.
Modeling of existing and future traffic noise levels will be completed using the noise model
adopted by Mn/DOT and approved by MPCA for use in Minnesota at the time the traffic noise
analysis is prepared.
The Tier II analysis will address noise impacts and proposed mitigation for the Preferred
Alternative in conformance with applicable regulatory requirements.
5.2.3.2 Air Quality
In 1993, the City of St. Cloud was designated as a maintenance area for carbon monoxide (CO).
The North Corridor study area is located outside of and to the west of the City of St. Cloud
maintenance area. The project is not located in an area in which conformity requirements apply.
The Tier I DEIS will discuss relative traffic operations projections among alternatives in relation
to potential air quality issues for No-Build and Build Alternatives.
The Tier II EIS will include air quality analysis in compliance with relevant requirements and
standards. MPCA staff will be consulted during the development of the scope, methods and
procedures to be used in performing the air quality analysis.
5.2.3.3 Intermodal Transportation
Bicycle and Pedestrian Movements and Handicapped Accessibility
As previously described, the Lake Wobegon Trail is located within the project area; trail
feasibility studies have been completed by Stearns County to examine opportunities to extend the
trail to the City of St. Cloud. All Build Alternatives would require a crossing of the Lake
Wobegon Trail
The North Corridor would be planned to include separate bicycle facilities.
The Tier I DEIS will evaluate relative potential impacts of the project alternatives on current trail
plans and pedestrian and bicycle access to/from and between these facilities, as well as evaluate
opportunities to benefit planned trail facilities within the project area. The Tier I analysis will
also indicate if additional or more detailed assessment of pedestrian/bicycle issues is
recommended for Tier II study. The Tier I analysis will also identify if any special considerations
are needed for handicapped accessibility in conjunction with project design.
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Truck Traffic
The St. Joseph area road network regularly carries truck traffic. The existing CSAH 2 truck route
is currently designated on 2nd Avenue NW. The North Corridor is not currently a truck route and
is not anticipated to affect the location of a future truck route. The Tier I EIS will assess the
likely impact of the project alternatives on truck traffic and travel patterns based on travel time
estimates for each alternative. The Tier II analysis will provide detailed assessment of the
Preferred Alternative's impacts on truck traffic.
Rail
There are no active rail lines within the project area.
Transit
Transit services in the project area are limited to Tri-Cap Transit Connection and Volunteer
Driver Program dial-a-ride services. There are no plans for a substantial increase in transit
service in the future.
The existing park-and-ride facility is adjacent to I-94 and would not be impacted by the North
Corridor. It is primarily used for ridesharing and carpooling.
The Tier I DEIS will identify relative impacts of each. of the alternatives on existing and planned
transit services in the area based on transit plans in effect at time of Tier I DEIS preparation. The
Tier II EIS will discuss the relationship of the project to transit plans in effect when that phase of
the project's environmental documentation is prepared.
5.2.3.4 Construction Impacts
Impacts on the physical and natural environment can be expected during the construction phase
of the project. The Tier I DEIS will describe the relative construction phase impacts on water and
air quality, erosion, noise, vibration, vegetation, and traffic of alternatives being considered. The
Tier II analysis will provide additional detail on construction of the Preferred Alternative and
discuss mitigation measures.
5.2.3.5 Erosion Control and Slope Stability
The potential for erosion/sedimentation impacts are not expected to differ substantially among
Build alternatives. The Tier I DEIS will compare the relative potential for erosion sedimentation
impacts and feasibility of providing mitigation.
5.2.3.6 Economic Impacts
Potential economic impacts include direct effects due to right of way acquisition and indirect
effects due to changes in land use patterns. The Tier I DEIS will compare alternatives with
respect to economic impacts on the regional and local economy (e.g., effects on development, tax
revenues and public expenditures, employment opportunities, accessibility, retail sales), any
impacts to nearby businesses, as well as indirect effects due to changes in land use patterns. The
St. Joseph North Corridor - 43 - February 2009
Scoping Document
assessment of economic impacts will include a qualitative evaluation and comparison of
alternatives in the Tier I DEIS. The Tier II EIS will analyze impacts from the Preferred
Alternative upon those local economic factors.
5.2.3.7 Excess Materials
Construction of a Build Alternative could require the disposal of excess material outside of the
project construction limits. Excess materials would be predominantly soil materials, which, if not
contaminated, pose little environmental hazard, but may also include demolition of existing
highway pavement and/or building materials. All demolition and construction material removed
from the construction area will be recycled and/or disposed of in compliance with federal and
state solid waste management regulations.
The Tier I DEIS will provide general discussion of appropriate handling of excess materials if
appropriate, as this will have limited influence on the identification of a Preferred Alternative.
5.2.3.8 Groundwater, Geology and Soils
The depth to groundwater within the study area ranges from 0 to 20 feet, with the potential for
encountering the water table close to the ground surface adjacent to wetlands. According to the
Geologic Atlas of Stearns County (1998), the general movement of groundwater through the
project area is to the east towards the City of St. Cloud and the Mississippi River. Impacts on
groundwater will be examined in the Tier I DEIS, including potential impacts from infiltration of
stormwater runoff from new impervious surfaces, impacts on existing wells, and potential
impacts resulting from any excavation to the depth of the existing water table. Resources to be
consulted include, but are not limited to, the Geologic Survey of Stearns County and the Soil
Survey of Stearns County.
Early studies have not indicated any geological concerns that would impact alternative selection for
this prof ect, with the exception of the need to avoid a large aggregate mining operation northwest of
St. Joseph. The potential for erosion impacts are not expected to differ substantially among
alternatives at the Tier I level.
The Tier I DEIS will review potential geology or soils concerns that could affect selection of a
Preferred Alternative, address the relative potential for each alternative to affect groundwater,
and determine the relationship of alternatives to any municipal wellhead protection areas
identified in the area at the time.
The Tier II analysis will provide additional analysis based on specific design information related
to the Preferred Alternative.
5.2..3.9 Utility Locations
Known utilities, including electric power transmission lines, electric substations, natural gas
lines, sewer lines, and water lines, were identified as part of this scoping study. Utilities within
Minnesota and the surrounding region are planning expansion of the electric transmission line
system (i.e., CapX 2020 projects). One of the CapX 2020 projects is a 345-kilovolt (kV)
transmission line between Fargo, North Dakota and Monticello, Minnesota. The North Corridor
St. Joseph North Corridor - 44 - February 2009
scoping Document
study area is located within the proposed project study corridor for the Twin Cities -Fargo
345 kV Project.
The Tier I DEIS will identify utility locations and any substantive differences in utility impacts
among alternatives that could affect selection of the Preferred Alternative. The Tier II EIS will
review the utility locations and incorporate any new information that should be considered in the
analysis of the Preferred Alternative.
5.2.3.10 Visuallmpacts/Quality
The existing visual character of the study area includes the natural and built environments. The
Tier I DEIS will identify the relative visual impacts of each Build Alternative on views from
within the study area, as well as measures to avoid, minimize, or reduce adverse visual impacts.
The Tier II analysis will provide detailed assessment of the Preferred Alternative's visual
impacts.
5.2.3.11 Indirect Impacts
The Tier I DEIS will compare alternatives with respect to potential indirect land use impacts that
may occur as a result of changes in traffic volumes, patterns and/or access to the transportation
system for each alternative (e.g., acceleration of planned development or potential changes in
land use type based on changes in accessibility created by each alternative).
The indirect effects analysis in the Tier I DEIS will follow FHWA guidance and will include
qualitative and quantitative methodologies following the eight steps that comprise the
community of practice for the analysis of indirect effects (Louis Berger Group, Inc., 2002).
These eight steps are identified below.
1. Initial scoping for indirect effects analysis.
2. Identification of study area goals and objectives.
3. Inventory of notable social, environmental, and cultural resource features.
4. Identification ofimpact-causing activities of the proposed action and alternatives.
5. Identification of potentially significant indirect effects for analysis.
6. Analysis of indirect effects.
7. Evaluation of analysis results.
8. Assessment of the consequences and development of appropriate mitigation and
enhancement strategies.
The Tier II analysis will provide detailed assessment of the Preferred Alternative's indirect
impacts.
St. Joseph North Corridor - 45 - February 2009
scoping Document
5.2.3.12 Irreversible and Irretrievable Commitment of Resources
The Tier I DEIS will discuss relative differences among alternatives regarding the proposed
project's commitment of resources, including, as appropriate, natural, physical, human and fiscal
resources, which would be permanently dedicated to public use, and not able to be reversed or
retrieved. The Tier II EIS will review this analysis and update it as necessary to reflect the
impacts of the Preferred Alternative.
5.2.3.13 Relationship of Local Short-term Use versus Long-term Productivity
The Tier I DEIS will discuss relative differences among alternatives regarding the proposed
project's short-term adverse impacts and use of resources and their relationship to the long-term
gains in productivity resulting from the proposed project. The Tier II EIS will review this
analysis and update it as necessary to reflect the impacts of the Preferred Alternative.
5.2.4 Issues Not to be Addressed in Tiered EIS
Coastal Zones -The study area is not located within a coastal zone.
• Wild and .Scenic Rivers - No wild and scenic rivers are located within the project area.
Therefore, this issue will not be addressed in the EIS.
• Critical Areas -There are no state designated critical areas within the project area.
6.0 PUBLIC AND AGENCY INVOLVEMENT
The Corridor Study process sought to promote effective decision-making by fostering a
cooperative spirit and building trusting relationships among state, regional and local partners,
and the public. These relationships were important elements in completing the corridor study:
The various study partners worked together to develop a corridor plan that improved safety and
mobility, addressed environmental concerns, and respected community values.
The Corridor Study used the following means to promote public involvement:
Corridor Advisor~Committee (CAC) -The CAC, composed of elected officials and senior
technical staff of local decision-making bodies, met regularly during the study period. The
CAC guided the overall study process, considered input from public involvement activities,
participated in the technical analysis, and made recommendations to the St. Joseph City
Council and Stearns County Board of Commissioners. CAC activities included reviewing
and evaluating alternatives and recommending a preferred alignment.
St. Joseph North Corridor - 46 - February 2009
Scoping Document
Focus group meetings - The focus group, .which was composed of private citizens,
businesses, and local government provided input on needs, issues, constraints, and
opportunities early in study process, and again on alignment alternatives during the
evaluation process. At these meetings the Corridor Study team learned which North Corridor
alternatives were preferred by key landowners facing the largest impact from these future
roadways. The groups also suggested new alignment and access alternatives that the Corridor
Study team had not considered earlier.
• Open house public meetings -The meetings provided opportunities for the general public to
participate in the corridor planning process. The meetings also provided opportunities for key
stakeholders to come back. and take a second look at materials presented during the focus
group meetings and bring family/friends/other affected parties to learn about and comment
on the study. Open house input was recorded and provided to the CAC for. consideration.
• Review agency and key stakeholder coordination -The Corridor Study team met with
officials from FHWA, Mn/DOT, and the Stearns County Technical Evaluation Panel (TEP)
two times during the study process. Through these meetings FHWA and Mn/DOT officials
provided insight into appropriate environmental documentation, while the TEP provided
insight into wetland and local development issues.
• Presentations to governing bodies -The Corridor Study team met with the St. Joseph City
Council and Stearns County board at several points throughout the study process. The
presentations briefed officials on key study recommendations and allowed the Corridor Study
team to seek comments, input on policy, final decisions, and final approval of study products.
• Project website -The City of St. Joseph website was used to disseminate important study
information, including focus group/public meeting materials, CAC agendas, CAC meeting
summaries, and public meeting notices.
The scoping process has been guided by the participation of the PMT. The PMT consists of staff
from Mn/DOT District 3, St. Cloud APO, Stearns County, the City of St. Joseph, and St. Joseph
Township. The role of the PMT is to provide the .direction to advance the proposed project
through this scoping study and the environmental review process.
As a result of public input received on the Corridor Study at focus group and public meetings in
July 2006, another Corridor Alternative was added to the project, as described in Section 3.2.
Agency and local government input opportunities were also provided during the scoping process.
Letters requesting input on potentially significant issues within the study corridor were sent to
regulatory agencies early in the scoping process.
The City of St. Joseph, as project proposer, along with members of the PMT, will continue to
engage community organizations, area property owners, residents, business owners, and local,
county, regional, state and federal agencies in the development of the proposed project. The
Agency and Public Coordination Plan is included in Appendix B.
St. Joseph North Corridor - 47 - February 2009
scoping Document
6.1 COOPERATING AND PARTICIPATING AGENCIES
The Safe, Accountable, Flexible, Efficient Transportation Equity Act: A Legacy for Users
(SAFETEA-LU) establishes a new environmental review process for transportation projects
developed as environmental impact statements. These requirements are intended to promote
efficient project management by lead agencies and enhanced opportunities for coordination with
the public and with other federal, state, local, and tribal government agencies during the project
development process. To enhance interagency coordination and ensure that issues of concern are
identified, SAFETEA-LU created a new category of involvement in the environmental review
process termed "participating agency." The intent of the new category is to encourage
governmental agencies at any level (federal, state, and local). with an interest in the proposed
project to be active participants in the NEPA evaluation (US Department of Transportation,
2006).
The following federal agencies were invited by FHWA to serve as cooperating and participating
agencies for the project.
• U.S. Army Corps of Engineers (COE)
• U.S. Environmental Protection Agency (EPA)
• U.S. Fish and Wildlife Service (USFWS)
• U.S. Department of Agriculture, Natural Resources Conservation Service (MRCS)
The following state and local agencies were invited by FHWA to serve as participating agencies
for the project.
State A eg ncies
• Minnesota Department of Natural Resources (MnDNR)
• Minnesota Pollution Control Agency (MPCA)
• Minnesota Department of Agriculture
• Minnesota Board of Soil and Water Resources (BWSR)
• Minnesota State Historic Preservation Office (SHPO)
• Minnesota Department of Transportation (District 3)
Local A encies
• Sauk River Watershed District
• Stearns County Environmental Services
• St. Joseph Township
• St. Wendel Township
• City of St. Cloud
The role of cooperating and participating agencies as part of the North Corridor environmental
review and project development process is documented in the Agency and Public Coordination
Plan in Appendix A.
St. Joseph North Corridor - 48 - February 2009
Scoping Document
7.0 PERMITS AND APPROVALS
7.1 PERMITS AND APPROVALS REQUIRED
A list of applicable permits and approvals anticipated for the proposed North Corridor project is
provided in Table 14.
TABLE 14
ANTICIPATED PERMITS AND APPROVALS REQUIRED
AGENCY PERMIT/APPROVAL
Federal
Advisory Council on Historic • Section 106 of the National Historic Preservation
Preservation Act-Memorandum of A Bement if needed
Federal Highway Administration EIS A royal draft and final for both Tiers
• EIS Record of Decision ROD for both Tiers
• Section 4(fj Evaluations (draft and final for both
Tiers) (if needed)
U.S. Army Corps of Engineers Section 404'of the Clean Water Act-Permit (fill in
waters of the U.S.
• Section 10 of the Rivers and Harbors Act-Permit (if
needed for construction of brid e over Watab River
State
Minnesota Department of Transportation EIS A royal draft and final for both Tiers
• Section 106 of the National Historic Preservation
Act Cultural Resources Determination
• Section 106 of the National Historic Preservation
Act-Memorandum of Agreement (if needed)
• Plan Review
Minnesota Department of Natural Public Waters Work Permit (if needed
Resources Mussel Relocation Permit (if needed for construction
of brid e over Watab River)
Minnesota Pollution Control Agency Section 401 Water uali Certification
• NPDES Permit
Minnesota State Historic Preservation Section 106 of the National Historic Preservation
Office Act-Cultural Resources Concurrence
• Section 106 of the National Historic Preservation
Act-Memorandum of Agreement (if needed
Local
City of St. Joseph • Scoping Decision Document
• EIS Approval (draft and final for both Tiers)
• EIS Adequacy Determination
Stearns County Wetland Conservation Act (WCA)
Stearns County Soil and Water Coordination of Grading and Drainage Plans
Conservation District
St. Joseph North Corridor - 49 - February 2009
Scoping Document
7.2 LEVEL OF ACTION
The proposed North Corridor Project is considered a federal Class I action as defined in 23 CFR
771.115(a). As previously noted, FHWA is the lead federal agency for this project. The proposed
North Corridor Project also meets the mandatory EIS threshold under Minnesota Rules
4410.4400, subp. 16 (construction of a road on a new location which is four or more lanes in
width and two or more miles in length). The City of St. Joseph is the RGU for this project.
St. Joseph North Corridor - SO - February 2009
Scoping Document
References
Louis Berger Group, Inc. (2002) National Highway Cooperative Research Program Report 466
Desk Reference for Estimating the Indirect Effects of Proposed Transportation Projects.. Project
B25-10(02) FY '96 Transportation Research Board, National Research Council Washington,
D.C.: National Academy Press, 109 pp.
U.S. Department of Transportation. Federal Highway Administration and Federal Transit
Administration. November 2006. SAFETEA-LU Environmental Review Process Final
Guidance.
St. Joseph North Corridor - 51 - February 2009
Scoping Document
APPENDIX A
SLOPING DOCUMENT FIGURES
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APPENDIX B
PUBLIC AND AGENCY COORDINATION PLAN
St. Joseph North Corridor Project
Stearns County, MN
Agency and Public Coordination Plan
(March 2008)
The purpose of the St. Joseph North Corridor Project Agency and Public Coordination Plan is to
facilitate and document the Federal Highway Administration's (FHWA), Mn/DOT's, and the
City of St. Joseph's structured interaction with local governmental units, regulatory agencies,
and the public. The plan is also intended to inform these agencies and the public of how project
coordination will be accomplished throughout the project development process. The Agency and
Public Coordination Plan will be updated periodically to reflect any changes to the project
schedule, or to update other items as necessary during the project development and
environmental review process.
The FHWA is the lead Federal agency for the proposed project. Mn/DOT, as the direct recipient
of Federal funds for the proposed project, is the joint lead agency. The City of St. Joseph, as
project sponsor responsible for design and construction of the proposed project, and sub-
recipient of Federal funds, will also serve as a joint lead agency.
The St. Joseph North Corridor Project will follow a Tiered Environmental Impact Statement
(EIS) process. In general, the Tier I EIS will identify and evaluate the social, economic and
environmental issues associated with the Corridor Alternatives, as the basis for identifying a
preferred corridor alternative that can be preserved for future use. The Tier I EIS will consist of a
Tier I Draft EIS (DEIS), a Tier I Final EIS (FEIS), and a Tier I Record of Decision .(ROD). In
general, the Tier I DEIS will provide analysis of the potential social, economic, and
environmental impacts of all Corridor Alternatives, whereas the Tier I FEIS will provide more
detailed analysis of the impacts associated with the alignment identified as the Preferred Corridor
Alternative following the DEIS comment period. A Tier II EIS process will be initiated in the
future, as the project moves forward for implementation. The Tier II process will focus on
Preferred Corridor Alternative design details, an updated assessment of environmental impacts,
and identification of mitigation. Specific content for the Tier II DEIS and FEIS documents will
not be known until they are initiated; the Tier II process is essentially the same as the Tier I EIS
process (DEIS, FEIS, ROD).
The St. Joseph North Corridor Project's Tier I EIS has several key coordination points. These
coordination points are listed and described below. As discussed above, the Tier II EIS process,
to take place in the future closer to project construction, will follow approximately the same
process.
• Notice of intent publication and scoffing activities - A notice of intent will be published in
the Federal Register by FHWA. It is currently anticipated that the notice of intent will be
published in the Federal Register in 2009. Review copies of the Scoping Document/Draft
Scoping Decision Document (SD/DSDD) will be distributed to the Participating Agency
group (made up of staff from federal, state, and local agencies). Review copies of the
SD/DSDD are anticipated to be available for Participating Agency review in April 2009.
Members of the Participating Agency group will be provided a 30-day review and comment
St. Joseph North Corridor B-1
Agency and Public Involvement Plan
period to provide feedback. A Participating Agency workshop will be held following the
30-day Participating Agency review period to discuss the draft SD/DSDD and other scoping
activities (date to be determined). Agency feedback will be requested prior to the publication
of the document for public/agency review and comment.
A June 2009 publication date is anticipated for the SD/DSDD, which will also initiate the
official 30-day scoping review and comment period. The SD/DSDD Notice of Availability
will be published in the Minnesota Environmental Quality Board (EQB) Monitor. A public
scoping meeting will be held during the 30-day comment period to afford an opportunity for
the public and agencies to learn more about the proposed project, ask questions, and submit
comments.
• Development of purpose and need -The purpose and need for the St. Joseph North Corridor
project will be included in the SD/DSDD. FHWA, Mn/DOT and the City of St. Joseph will
be requesting specific input on the purpose and need from the Participating Agency group at
the Participating Agency workshop.
• Identification of the range of scoping alternatives -The full range of alternatives to be
considered will be identified in the SD/DSDD: FHWA, Mn/DOT and the City of St. Joseph
will be requesting specific input on the range of alternatives from the Participating Agency
group at the Participating Agency workshop.
• Collaboration on impact assessment methodologies -The impact assessment methodologies
will be documented in the SD/DSDD. FHWA, Mn/DOT and the City of St. Joseph will be
requesting specific input on these methodologies from the Participating Agency group at the
Participating Agency workshop.
• Completion of the Tier I Draft Environmental Impact Statement LDEIS) -The schedule for
preparation and review of the Tier I DEIS will be determined at a later date. Review copies
of the Tier I DEIS will be distributed to the members of the Participating Agency group with
a 30-day review and comment period to provide feedback. The Tier I DEIS will then be
revised and published for public/agency review and comment.
The schedule for requesting agency review and feedback on the Tier I DEIS will be
determined at a later date. A public hearing will be held during the official 30-day (45 days
if Section 4(f) involvement) comment period on the Tier I DEIS to afford an opportunity for
the public and agencies to ask questions and submit formal comments.
Identification of the Preferred Corridor Alternative and the level of design detail - A second
Participating Agency workshop is planned following the official comment period on the Tier
I DEIS. The schedule for this Participating Agency workshop will be determined at a later
date. Comments received on the Tier I DEIS will be shared with the Participating Agencies.
FHWA, Mn/DOT and the City of St. Joseph will be requesting specific input from the
Participating Agency group on the identification of a Preferred Corridor Alternative.
St. Joseph North Corridor B-2
flgency and Public Involvement Plan
• Completion of the Tier I Final Environmental Impact Statement (FEIS -The schedule for
preparation and review of the Tier I FEIS will be determined at a later date. Review copies of
the Tier I FEIS will be distributed to the members of the Participating Agency group with a
30-day review and comment period. The Tier I FEIS will then be revised and published for
public/agency review.
• Completion of the Tier I Record of Decision (RODS -The Tier I ROD will be distributed to
all members of the Participating Agency group. The schedule for distribution of the Tier I
ROD to the Participating Agency group will be determined at a later date.
Completion of permits, licenses, or approvals after the Tier IROD -Numerous permits
and/or approvals will need to be obtained from several Participating Agencies. These
permits/approvals will be requested following the final design phase and when funding for
construction becomes available.
A St. Joseph North Corridor project public involvement plan has been prepared in addition to
this Agency Coordination Plan. A draft matrix presenting the various opportunities for
publiclagency involvement scheduled during the St. Joseph North Corridor project scoping
process is attached on the following pages. This matrix will be periodically updated throughout
later stages of the project development and environmental review process as appropriate.
St. Joseph North Corridor B-3
Agency and Public Involvement Plan
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St. Joseph North Corridor Project
Stearns County, MN
Agency and Public Coordination Plan
(March 2008)
The Agency and Public Coordination Plan will be updated periodically to reflect any changes to
the project schedule, or to update other items as necessary during the project development and
environmental review process. The following matrix identifies changes to the Agency and
Public Coordination Plan, and the date at which these changes occurred.
-- -Date I Description of Change
1.
2.
3.
4.
5.
6.
7.
8.
9.
St. Joseph North Corridor B-6
Agency and Public Involvement Plan
APPENDIX C
DRAFT SLOPING DECISION DOCUMENT
DRAFT SCOPING DECISION DOCUMENT
ST. JOSEPH NORTH CORRIDOR PROJECT
City of St. Joseph, Minnesota
City of St. Joseph
Minnesota Department of Transportation
Federal Highway Administration
SRF No. 0055533
TABLE OF CONTENTS
Page No.
1.0 INTRODUCTION ..............................................................................................................................1
2.0 PROJECT DESCRIPTION ...............................................................................................................1
3.0 PROJECT COST, FUNDING SOURCE, AND SCHEDULE ............................................................1
3.1 PROJECT COST AND FUNDING SOURCE ........................................................................................... 1
3.2 PROJECT SCHEDULE ................................................................................:.....................................2
4.0 RESPONSIBLE GOVERNMENTAL UNIT AND PROJECT MANAGER ........................................3
5.0 ALTERNATIVES TO BE STUDIED IN THE DEIS ...........................................................................3
5.1 NO BUILD ALTERNATIVE ................................................................................................................. 3
5.2 BUILD ALTERNATIVE ALIGNMENTS ...........................:.............................................................:.........4
5.2.1 Alternative 1 ........................................................................................................................ 5
5.2.2 Alternative 2 ........................................................................................................................ 4
5.2.3 Alternative 3 ........................................................................................................................ 5
6.0 ISSUES TO BE ADDRESSED IN THE DEIS ...................................................................................5
7.0 ISSUES NOT TO BE ADDRESSED IN THE DEIS ...........................................................................7
8.0 PUBLIC AND AGENCY INVOLVEMENT ........................................................................................7
8.1 PROJECT MANAGEMENT TEAM ........................................................................................................ 7
8.2 COOPERATING AND PARTICIPATING AGENCIES ...................................................................:............8
8.3 PUBLIC MEETINGS .............................................................................:............................................9
8.4 PROJECT WEBSITE ........................................................................................................................9
9.0 PERMITS AND APPROVALS .........................................................................................................9
9.1 PERMITS AND APPROVALS REQUIRED ............................................................................................. 9
LIST OF TABLES
Page No.
Table 1: Anticipated Permits and Approvals Required .............................................................................10
H:\Projects\5533\EP\Scoping\Reports\draft Scoping Decision Document\MnDOT FHWA review\North Corridor DSDD 02 09.doc
St. Joseph North Corridor - i - February 2009
Draft Scoping Decision Document
1.0 INTRODUCTION
The Scoping Document (SD) describes the purpose of and need for the proposed project, the
process followed in the development and evaluation of corridor alternatives, and what social,
economic, and environmental (SEE) issues will affect the continuing development of the
proposed project. The Draft Scoping Decision Document (DSDD) indicates the issues and
alternatives that will be examined in depth in the Tier I Draft Environmental Impact Statement
(DEIS), as well as initial expectation for issues that will be examined in the Tier II EIS process.
A final scoping decision will be made by the City of St. Joseph,. in consultation with the
Minnesota Department of Transportation (Mn/DOT) and Federal Highway Administration
(FHWA) after the public scoping meeting and at the end of the 30-day comment period.
2.0 PROJECT DESCRIPTION
The North Corridor Project study area is located within the southwest St. Cloud Metropolitan
Area in Stearns County (see Figure 1). The St. Cloud Metropolitan Area consists of the cities of
Sartell, Sauk Rapids, St. Cloud, St. Joseph, and Waite Park, as well as Haven, Le Sauk, Minden,
St. Augusta, St. Joseph, St. Wendel, and Sauk Rapids townships (St. Cloud Area Joint Planning
District Plan, May 2000). The "Southwest St. Cloud Metropolitan Area" is defined as the cities
of St. Joseph and Waite Park, as well as the portion of St. Joseph Township that is northeast of
Interstate 94 (I-94).
The study area boundaries extend north from County State Aid Highway (CSAH) 75, along
CSAH 3 and then east, north of the City of St. Joseph to CSAH 133, as shown in Figure 1. The
study area presently lacks continuous east-west roadways, other than CSAH 75. It is primarily
agricultural today, but is experiencing substantial development pressure. The study area is
located outside of St. Joseph city limits, within the City's annexation areas into St. Joseph
Township.
The purpose of the North Corridor study is to identify a minor arterial roadway corridor that can
be preserved for future roadway development. The proposed future roadway would be part of a
minor arterial network intended to improve mobility in the St. Joseph area by providing an
alternative to CSAH 75, and providing connections to other minor arterial roadways (such as
CSAH 2, CSAH 3, and CSAH 133) that also serve this growing area. The following primary
needs are to be addressed by the proposed project: system connectivity, system spacing, and
corridor preservation in support of future, planned land uses.
3.0 PROJECT COST, FUNDING SOURCE, AND SCHEDULE
3.1 PROJECT COST AND FUNDING SOURCE
Planning-level cost estimates have been prepared for the North Corridor project for purposes of
the draft Scoping Decision Document. These cost estimates were prepared using the St. Cloud
APO planning estimate of construction costs of $2 million per mile and $1 million per mile for
right of way acquisition. Engineering and construction administration cost estimates were
St. Joseph North Corridor - 1 - February 2009
Draft Scoping Decision Document
assumed to be 20 percent of the project cost. The proposed project costs are estimated at
approximately $8.2 million to $8.5 million (2005 dollars). The Tier I DEIS will include more
detailed cost estimates for the Build Alternatives based on preliminary design.
Total project cost (construction, right of way, engineering) for the North Corridor Project was
estimated for future year of construction. This estimate was based on planning-level project cost
estimates developed as part of the St. Cloud APO 2030 Financial Plan Amendment. An inflation
factor of 2.05 was assumed when estimating future costs. Total project cost for construction
beyond year 2030 is estimated at $16.9 million to $17.3 million (2030 dollars).
Funding for the North Corridor project has not been identified. Future funding for the project is
anticipated from a combination of federal, state, and local funds. The specific contribution
amounts from each of these three funding sources has not been identified. The St. Cloud APO
2030 Transportation Plan identifies the North Corridor as an "illustrative project." Illustrative
projects cannot be included in the St. Cloud APO's fiscally constrained plan because it is
anticipated that funds will not be available for these projects within the plan's timeframe based
on projected revenue streams. Illustrative projects are only eligible to complete for high priority
project (HPP) funding from the United States Congress.
The Tier I EIS will update the North Corridor funding status based on the St. Cloud APO's
Transportation Plan.
3.2 PROJECT SCHEDULE
The following lists the anticipated schedule for completion of project activities:
Federal Notice. of Intent
Scoping Document/Draft Scoping Decision Document
Public Scoping Meeting
Scoping Decision Document
Tier I Draft Environmental Impact Statement
Identification of Preferred Alternative
Tier I Final Environmental Impact Statement
Tier I Adequacy Determination
Tier I Record of Decision (ROD)
Corridor Preservation/Official Mapping
Initiation of Tier II EIS Process
Winter 2009
Summer 2009
Summer 2009
Fa112009
2010-2011
2012
2013
2013
2013
To Be Determined
3 Years Prior to Construction
St. Joseph North Corridor - 2 - February 2009
Draft Scoping Decision Document
4.0 RESPONSIBLE GOVERNMENTAL UNIT AND PROJECT MANAGER
The FHWA is the lead federal agency under NEPA. Mn/DOT, as the direct recipient of federal
funds for the project, is a joint lead agency under NEPA. The City of St. Joseph, as project
sponsor, is ultimately responsible for design and construction of the proposed project, and as the
sub-recipient of federal funds, is also a joint lead agency under NEPA.
The City of St. Joseph is the project proposer and Responsible Governmental Unit (RGU) under
Minnesota Rules Chapter 4410.0500 for the purposes of this DSDD, and for the EIS, with
respect to state environmental review requirements. The contact person for St. Joseph is listed
below:
Judy Weyrens
City Administrator
City of St. Joseph
25 College Avenue North
St. Joseph, MN 56374-0668
(320) 363-7201
jweyrens@cityofstj oseph. com
5.0 ALTERNATIVES TO BE STUDIED IN THE DEIS
In addition to the No-Build Alternative, three Build Alternative alignments will be evaluated in
the Tier I DEIS. A final decision regarding the number of alternatives will be made based on
input received from the public and reviewing agencies during. the scoping period, and any
additional studies, if necessary. The alternatives currently proposed to be studied in the Tier I
DEIS are illustrated in Figure 1.
5.1 No Build Alternative
Under the No Build Alternative, no improvements other than routine roadway maintenance to
existing roadways within the project area would be implemented.
The. No Build Alternative will be carried forward into the Tier I DEIS as per NEPA and MEPA
regulations as a baseline for comparison of the other Tier I DEIS alternatives.
St. Joseph North Corridor - 3 - February 2009
Draft Scoping Decision Document
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5.2 Build Alternative Alignments
The alternatives described below correspond to the alignments shown in Figure 1. These
alignments represent efforts to identify corridors that address the transportation need for the
project, are consistent with evaluation criteria identified in the St. Joseph North Corridor and
CSAII 2 Realignment Corr°idor Study (connectivity and spacing objectives, consistency with
regional and local plans; and avoid or minimize social, economic and environmental impacts
with respect to known resources within the study area.
All three Build Alternatives start at the same paint, where the proposed CSAH 2 Realignment
Project terminates between CSAH 75 and the Lake Wobegon Trail, just outside the northwestern
city limits of St. Joseph (Figure 2). From CSAH 3, all Alternatives travel in an easterly direction
for approximately two miles until their easterly terminus at CSAH 133.
5.2.1 Alternative 1
Alternative 1 begins to curve east just past the Lake Wobegon Trail. It continues in a nearly due
cast direction until its terminus at CSAH 133.
5.2.2 Alternative 2
Alternative 2 follows the same route as Alternative 1. Approximately 0.1 miles east of its
intersection with existing CSAH 2, it splits to the north of Alternative L It rejoins the alignment
of Alternative I approximately 0.1 miles west of its termination at CSAH 133. Alternative 2
follows this alignment in order to minimize impacts to a wetland complex in the area
5.2.3 Alternative 3
In response to public feedback following the Corridor Study, Alternative 3 was created in order
to minimize severing properties within the study area.. It follows a more northerly route than
Alternatives 1 and 2. Its alignment is approximately 1,000 feet north of Alternative 1 for most of
its length. It joins Alternative 2 at the northern-most point, approximately 0.25 miles east of
existing CSAH 2.
6.0 ISSUES TO BE ADDRESSED IN THE DEIS
Based on information received during the scoping study, the following areas of potential
environmental concern will be studied in detail in the Tier I DEIS, including preparation of a
special study (separate report) for each issue.
Cultural Resources
This is identified as an issue requiring special study because of the expertise required to
identify and evaluate potential impacts to cultural resources in the project area.
St. Joseph North Corridor - 5 - February 2009
Draft Scoping Decision Document
• Traffic Operations
Studying and forecasting traffic operations in the project area are critical to understanding
how the transportation network may function over the next 20 years -with or without the
construction of the North Corridor -and is the foundation for understanding the project's
purpose and need.
Environmental Quality Board scoping directions require evaluation of social, economic, and
environmental issues to be categorized as "issues of major concern" and "issues of moderate
concern." The distinction between these categories is not always clear in projects like the North
Corridor, in which all alternatives share a close physical proximity to each other.
The Project Management Team identified the following as issues of major concern for the
project at the Tier I level, since impacts related to these issues could have a substantial influence
on selection of the Preferred Corridor Alternative:
• Public Park, Recreational, Wildlife Management, and Section 4(f)/6(f) Lands
• Vegetation/Cover Types/Areas of Biodiversity
• Fish and Wildlife
• Threatened and Endangered Species
• Wetlands
• Floodplains/Water Body Modifications
• Surface Water/Water Quantity and Quality Management
• Land Use
• Farmlands
• Right of Way Acquisition and Relocation
• Environmental Justice/Social and Neighborhood Impacts/Community Facilities Impacts
• Hazardous Materials, Contaminated Properties
• Cumulative Impacts
The Tier I DEIS will provide detailed analysis of impact for each of these environmental
concerns, but no separate report.
The following issues are of moderate concern for the project at the Tier 1 level. Issues of
moderate concern are those whose impacts are not expected to vary greatly between Build
Alternatives, and therefore are not anticipated to play as substantial a role in the identification of
the Preferred Corridor Alternative. As a general rule, those issues identified as of moderate
concern are typically expected to be impacted more by the nature of the proposed project (e.g.,
number of lanes, general length of roadway) than by the precise location of the project
alignment.
St. Joseph North Corridor - 6 - February 2009
Draft Scoping Decision Document
Traffic Noise
• Air Quality
• Intermodal Transportation (includes Bicycle/Pedestrian Movement and Handicapped
Accessibility, Truck Traffic, Rail, Transit)
• Construction Impacts
Erosion Control and Slope Stability
Economic Impacts
Excess Materials
• Groundwater, Geology, and Soils
• Utility Locations
Visual Impacts/Quality
• Indirect Impacts
• Irreversible and Irretrievable Commitment of Resources
• Relationship of Local Short-Term Uses versus Long-Term Productivity
7.0 ISSUES NOT TO BE ADDRESSED IN THE DEIS
The following areas of environmental concern are not relevant to this study area and will not be
discussed in the EIS.
• Coastal Zones: There are no coastal zones in the project area.
• Wild and Scenic Rivers: There are no Wild and Scenic Rivers within the project area.
• Critical Areas: There are no designated critical areas in the project area
8.0 PUBLIC AND AGENCY INVOLVEMENT
The City of St. Joseph, as project proposers, along with members of the Project Management
Team (PMT), will engage community organizations, area property owners, residents, business
owners, and local, county, regional, state and federal agencies in the development of the
proposed project. Public and agency involvement is described below.
8.1 Project Management Team
The PMT consists of staff from the City of St. Joseph, St. Joseph Public Works, Stearns County
Public Works, St. Cloud APO, Mn/DOT District 3, and St. Joseph Township. The role of the
PMT is to provide direction to advance the proposed project through this scoping study and the
environmental review process.
St. Joseph North Corridor - 7 - February 2009
Draft Scoping Decision Document
8.2 Cooperating and Participating Agencies
The Safe, Accountable, Flexible, Efficient Transportation Equity Act: A Legacy for Users
(SAFETEA-LU) establishes a new environmental review process for transportation projects
developed as environmental impact statements. These requirements are intended to promote
efficient project management by lead agencies and enhanced opportunities for coordination with
the public and with other federal, state, local, and tribal government agencies during the project
development process. To enhance interagency coordination and ensure that issues of concern are
identified, SAFETEA-LU creates a new category of involvement in the environmental review
process termed "participating agency." The intent of the new category is to encourage
governmental agencies at any level with an interest in the proposed project to be active
participants in the NEPA evaluation.
The following federal agencies were invited by FHWA to serve as cooperating agencies for the
project.
• U.S. Army Corps of Engineers (COE)
• U.S. Environmental Protection Agency (EPA)
• U.S. Fish and Wildlife Service (USFWS)
• U.S. Department of Agriculture, Natural Resources Conservation Service (MRCS)
The following state, and local agencies were invited by FHWA to serve as participating agencies
for the project.
State Agencies
• Minnesota Pollution Control Agency (MPCA)
• Minnesota Department of Agriculture
• Minnesota Board of Soil and Water Resources (BWSR)
• Minnesota State Historic Preservation Office (SHPO)
• Minnesota Department of Transportation (District 3)
• Minnesota Department of Natural Resources (MnDNR)
Local A eg ncies
• Sauk River Watershed District
• Stearns County Environmental Services
• St. Joseph Township
• St. Wendel Township
• City of St. Cloud
St. Joseph North Corridor - 8 - February 2009
Draft Scoping Decision Document
The role of Cooperating and Participating Agencies as part of the North Corridor environmental
review and project development process is documented in the Agency and Public Involvement
Plan in Appendix A of the Scoping Document.
8.3 Public Meetings
The Corridor Study process sought to promote effective decision making by fostering a
cooperative spirit and building trusting relationships among state, regional, and local partners,
and the public. The various study partners worked together to develop a corridor plan that
improved safety and mobility, addressed environmental concerns, and respected community
values.
Focus group meetings were held in February 2006 and July 2006. The focus groups, which were
composed of local officials .and residents, provided input on needs, issues, constraints, and
opportunities early in the study process, and again on alignment alternatives during the
evaluation process.
Open house meetings were also held in February 2006 and July 2006. Open house meetings
were held at the St. Joseph .Fire Hall. These meetings provided opportunities for the general
public to participate in the corridor planning process. Feedback from citizens was recorded and
provided to the Corridor Advisory Committee (CAC) for consideration.
A public scoping meeting will be held during the 30-day public comment period for the SD. The
public scoping meeting will present the findings of the SD and the draft SDD. Comments
received at the scoping meeting will be considered in the final SDD.
Open house meetings and public hearings will also be held during the Tier 1 DEIS phase of the
environmental review process.
8.4 Project Website
A part of the City of St. Joseph website was used to disseminate important study information,
including information from the Corridor Study process such as focus group/public meeting
materials, CAC agendas, and CAC meeting summaries. Public meeting notices are also
published on the project website.
9.0 PERMITS AND APPROVALS
9.1 Permits and Approvals Required
A list of applicable permits and approvals anticipated for the proposed North Corridor project is
provided in Table 1.
St. Joseph North Corridor - 9 - February 2009
Draft Scoping Decision Document
TABLE 1
ANTICIPATED PERMITS AND APPROVALS REQUIRED
AGENCY PERMIT/APPROVAL
Federal
Advisory Council on Historic Preservation Section 106 of the National Historic
Preservation Act-Memorandum of
A eement if needed
Federal Highway Administration EIS A royal (draft and final for both Tiers)
• EIS Record of Decision ROD for both Tiers
• Section 4(f) Evaluations (draft and final for
both Tiers if needed
U.S. Army Corps of Engineers Section 404 of the Clean Water Act-Permit
fill in waters of the U.S.)
• Section 10 of the Rivers and Harbors Act-
Permit (if needed for construction of bridge
over Watab River
State
Minnesota Department of Transportation EIS A royal (draft and final for both Tiers
• Section 106 of the National Historic
Preservation Act-Cultural Resources
Determination
• Section 106 of the National Historic
Preservation Act-Memorandum of
A eement (if needed)
• Plan Review
Minnesota Department of Natural Resources Public Waters Work Waters Permit (if needed)
• Mussel Relocation Permit (if needed for
construction of brid e over Watab River
Minnesota Pollution Control Agency Section 401 Water uali Certification
• NPDES Permit
Minnesota State Historic Preservation Office Section 106 of the National Historic
Preservation Act-Cultural Resources
Concurrence
• Section 106 of the National Historic
Preservation Act-Memorandum of
A eement if needed
Local
City of St. Joseph • Scoping Decision Document
• EIS Approval (draft and final for both Tiers)
• EIS Adequacy Determination
Stearns Count Wetland Conservation Act (WCA
Stearns County Soil and Water Conservation Coordination of Grading and Drainage Plans
District
St. Joseph North Corridor - IO - February 2009
Draft Scoping Decision Document