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City Council Packet 03-16-2004 Special
Agenda City of Plymouth Special City Council Meeting March 16, 2004 6:30 p.m. Public Safety Training Room 1. Call to Order 2. Transportation Studies For Vicksburg Lane & Medina Road 3. Water Treatment Plants Renovation & Expansion 4. Update on Ice Arena Expansion Project 5. Quarterly Update with City Manager 6. Adjourn Agenda Number: TO: Laurie Ahrens, City Manager FROM: Anne Hurlburtt, Community Development Director Dan Faulkner, Public Works Director SUBJECT: Transportation Studies: Vicksburg Lane Corridor and Medina Road DATE: March 11, 2004 for the Special City Council Meeting of March 16, 2004 1. ACTION REQUESTED: After the results of the transportation studies are presented by SRF Consulting, give direction to staff on next steps for both Vicksburg Lane and Medina Road. 2. BACKGROUND: Last September, the Council directed that these two studies be prepared. Since that time, SRF worked with staff to collect traffic data, and update land use and traffic forecasts needed to update the model of the City's transportation system used for long- range planning, last done in 1999. The results of this effort were used to prepare two separate traffic studies, attached to this memo. The first report examines safety, speed and operational issues for the Vicksburg Lane Corridor between CSAR 6 and TH 55, as well as the larger function of this road in the City's road system. The second report examines the potential impacts of removing the un -built segment of Medina Road between Vicksburg and Dunkirk from the roadway system. 3. ALTERNATIVES: The City Council could choose to give direction to staff at the special meeting on March 16, or postpone any action to a future meeting agenda. The consultant's reports suggest that the following steps could be considered: Vicksburg Lane: Direct staff to make an application to the Metropolitan Council to reclassify Vicksburg Lane (from CSAH 6 to the north city boundary) from a "B -minor arterial" to an "A - minor arterial", to make it eligible for federal funding. Direct staff to include in future updates of the Capital Improvement Plan (CIP) intersection improvements to add left -turn lanes, to eventually develop Vicksburg as a five -lane section (four through lanes as exist today plus left turn lanes.) Direct staff to include in future updates of the Capital Improvement Plan (CIP) the relocation of the existing mid -block pedestrian crossing north of 25th Avenue to the intersection of 25th and Shenandoah with Vicksburg, and to pursue a future traffic signal for this intersection. Discussions could be initiated with Hennepin County to determine whether they would be interested in taking over jurisdiction of Vicksburg Lane. Holding a neighborhood meeting to present the results of the study could be considered. Or, the study could be presented concurrent with the next review of a redevelopment project for the Dana Spicer site. A new application for the property is expected shortly, and many of the residents interested in that project were the same ones who raised concerns about Vicksburg Lane. Medina Road: The Council could direct that no further action be taken to remove Medina Road from the Comprehensive Plan, as recommended by SRF. Or, the Council could direct that the Planning Commission hold a public hearing on a proposed Comprehensive Plan Amendment to remove the unbuilt segment of Medina Road from the transportation system plan. If a public hearing is ordered, staff suggests that all residents in neighborhoods either affected by Medina Road directly, or in neighborhoods in which the study predicted increased cut -through traffic in the future, should be notified. A map of a suggested notice area is attached. The earliest a hearing could be held would be at the April 7, 2004 Planning Commission meeting. 4. RECOMMENDATION: That the City Council receive the consultant reports and give direction to staff on next steps for both Vicksburg Lane and Medina Road. ATTACHMENTS: 1. Vicksburg Lane Corridor Study 2. Medina Road Transportation Study 3. Proposed Notification Area for Potential Medina Road Comprehensive Plan Amendment 2 VICKSBURG LANE CORRIDOR STUDY FINAL REPORT For City of Plymouth March 2004 By SRF Consulting Group, Inc. INDEX I. EXECUTIVE SUMMARY............................................................................. II. STUDY GOALS............................................................................................ III. REGIONAL CONTEXT................................................................................ IV. CURRENT TRAFFIC VOLUMES................................................................. V. SAFETY....................................................................................................... VI. SPEEDS...................................................................................................... VII. CURRENT TRAFFIC OPERATIONS........................................................... VIII. FUTURE TRAFFIC OPERATIONS.............................................................. IX. EMERGENCY VEHICLE ISSUES................................................................ X. FINDINGS.................................................................................................... XI. RECOMMENDATIONS................................................................................ H:AProjects\4901\Corridor Study FINAL Report Mar]O.doc Page 1 4 4 6 9 15 17 19 23 24 25 LIST OF TABLES Page Table 1 — Existing and Historic Traffic Volumes ...................................................... 7 Table 2 — Peak Hour and Directional Split.............................................................. 7 Table 3 — Crash Summary — Year 2000 to 2002 ..................................................... 9 Table4 — Crash Rates............................................................................................ 10 Table5 — Severity Rates......................................................................................... 10 Table6 — Traffic Speeds......................................................................................... 16 Table 7 — Existing Intersection Level of Service .................................................... 18 Table 8 — Side Street Delays, Left Turns Only ........................................................ 18 Table 9 — 2030 Intersection Level of Service.......................................................... 20 Table 10 — 2030 Side -street Delays, Left Turns Only ............................................. 23 LIST OF FIGURES Figure 1 — Average Daily Traffic Volume Profile ..................................................... 8 Figure 2 — Number and Types of Crashes (CSAH 6 — 18th Avenue) ...................... 11 Figure 3 — Number and Types of Crashes (22nd Avenue — 26th Avenue) ............. 12 Figure 4 — Number and Types of Crashes (28th Avenue — TH 55) ......................... 13 Figure 5 — 85th Percentile Speed........................................................................... 16 Figure6 — Merge Volumes...................................................................................... 20 Figure 7 — 2030 Forecast Daily Traffic Volumes ..................................................... 22 I. EXECUTIVE SUMMARY The City of Plymouth requested that a traffic/transportation study be done on Vicksburg Lane between CSAH 6 and TH 55 to assess safety, speed and operational issues, as well as, the larger functional issues of Vicksburg Lane within the City of Plymouth and the region. The study has been completed and the draft results summarized in the following paragraphs. More detailed information is provided in the body of the report. Regional Context. Vicksburg Lane is a north -south route with significant continuity that parallels I-494. It connects with major east -west routes, as well as schools, employment areas, commercial areas, residential areas and communities of Wayzata, Minnetonka and Maple Grove. The route currently is designated as a B -minor arterial in the City's Comprehensive Plan. Based on continuity, connectivity and spacing criteria, this route functions as an "A" minor arterial and could be reclassified to an A -minor arterial route, thus making it eligible for federal funding. Making this change would not change the way the route functions today, it would just make it eligible for additional funding sources. To accomplish this, the City would have to make a formal request to the Metropolitan Council for this change. Safety: Crash and severity rates were computed and were determined to be near the average when compared to similar facilities. The majority of the crashes (64 percent) were located at the CSAH 6/Vicksburg and TH 55/Vicksburg intersections. The next highest crash locations were at 18th, 22nd and 25th Avenues. Left turns and rear ends were the highest percentage of crashes at these three intersections. Pedestrian safety at the trail crossing is a significant issue. Vehicles don't consistently stop for pedestrians and there is no center median refuge area. Speed. Vehicle speeds were a significant issue, based on comments from residents. A speed survey was completed and the results indicated that the average speed was 49 miles per hour, slightly less than the posted speed of 50 miles per hour. The survey also found that 87 percent of vehicles were traveling within the 45 to 55 miles per hour range. Based on the information gathered, it would be unlikely that a request for a speed limit reduction would be approved by the Minnesota Department of Transportation (Mn/DOT). Daily Volumes: Average daily traffic volumes on various segments of Vicksburg Lane have grown significantly over the last 10 years (58 to 192 percent). Much of the volume growth can be attributed to development in the area, as well as growth in adjacent communities. The magnitude of growth will slow as the area matures. However, future volumes are expected to increase by another 4,000 vehicles per day (33 percent), to an estimated 2030 volume of 16,000 to 19,000 vehicles per days. 1 These volumes account for updated demographics and expansion of I-494 to a six -lane freeway. For analysis Purposes, it was assumed that the Medina Road connection is in place by 2030. Vicksburg Lane Corridor Study March 2004 Final Report Page 1 Hourly Volumes (Operations Issues): Vicksburg Lane has significant peaking, especially in the evening peak hours (large percentage of daily volume in peak hour). Based on traffic counts, Vicksburg Lane has approximately 12 percent of its daily volume in the p.m. peak hour, and 73 percent of this volume is in the northbound direction. Because of this high peak hour percentage and high directionality to the traffic flow, this roadway operates more like a roadway carrying 18,000 vehicles per day during peak hours. The high volumes limit the number of gaps for side -street traffic trying to access Vicksburg Lane during peak hours. This is especially evident at 18th Avenue (side -street LOS E), and 22nd and 26th Avenues (side -street LOS D). Alternatives Analysis: There were three basic traffic lane (cross-section) alternatives studied to address operational and safety concerns: These were: A. Convert Vicksburg Lane to a three -lane section B. Leave Vicksburg Lane as is, a four -lane undivided section C. Consider conversion to a five -lane section Operational analysis and modeling was done to assess the impacts and/or trade-offs of primarily alternatives A and B. Option C, the five -lane section was added due the magnitude of the volumes and the need to assess the ultimate design section. The analysis found that converting Vicksburg to a three -lane facility would result in significant increases in side street delays for local residents (50 to 100 percent increases under current volumes and two to three times the increase under future volumes). In addition, the three -lane alternative causes some operational issues in the transition area north of the CSAH 6 intersection. Recommendation: Based on the analysis, the following is recommended: 1. The City should request that the Metropolitan Council reclassify Vicksburg Lane as an "A" minor arterial from CSAH 6 to the City's northern limits. 2. The City should consider developing Vicksburg to a five -lane section over time. This would require some cross-sectional change at the public road intersections. These changes would provide increased safety for left -turns, and they would result in less delay to side street traffic. 3. The City should consider moving the current marked crosswalk, which is north of 25th Avenue, to 25th Avenue/Shenandoah Lane. To accomplish this, a small section of trail would need to be constructed along the east side of Vicksburg from the current trail to Shenandoah Lane. The intersection of 25th/Shenandoah is better suited for pedestrian crossings for the following reasons: The crossing would occur at an existing street intersection. Crossings at intersections are more consistent with driver expectations than at mid -block locations. Vicksburg Lane Corridor Study March 2004 Final Report Page 2 Pedestrians use 25th/Shenandoah Lane as a way to get to Parkers Lake Park via Shenandoah Lane. This crossing would serve this need as well as the city-wide trail need. 4. It is recommended that the City pursue a future signal for this intersection to facilitate pedestrian crossings and provide gaps in the mainline flow for local intersections. A signalized intersection would provide a safe way to access Vicksburg Lane for users of 25th/Shenandoah Lane, and it would provide needed gaps in the mainline flow for other downstream intersections. 5. It is recommended that the five -lane section be implemented at public street intersections and that the horizontal alignment of the through lanes be varied to accommodate the wider sections at these intersection points. The five -lane section along with a signal at 25'h/ Shenandoah Lane would break up the long uninterrupted stretch of roadway between CSAH 6 and TH 55. The slight alignment changes and the additional signal at 25`h/ Shenandoah Lane are likely to reduce the overall travel speeds in the corridor. Vicksburg Lane Corridor Study March 2004 Final Report Page 3 II. STUDY GOALS The purpose of the study is to assess safety, speed and operational issues of Vicksburg Lane between CSAH 6 and TH 55, as well as, the larger functional issues of Vicksburg Lane within the City of Plymouth and the region. The primary objectives are to: Improve Safety Reduce Speeds Minimize Operational Issues This analysis assesses the key issues that affect operations and safety on Vicksburg Lane. Conversion of four -lane undivided sections to three -lane sections has been promoted for many facilities with daily volumes from 5,000 to 20,000 in an effort to improve safety. However, taking away "through" lanes can raise operational issues in some circumstances. A five -lane section was added to the study to minimize operational problems and to obtain protection for left -turning vehicles. III. REGIONAL CONTEXT Role of Vicksburg Lane Vicksburg Lane is currently classified as a "B" minor arterial within the City of Plymouth. At its south end, on the border of the Cities of Plymouth, Minnetonka and Wayzata, the roadway is classified as a major collector. North of the City of Plymouth, in the City of Maple Grove, the roadway is classified as an "A" minor arterial until it reaches CSAH 10. North of CSAH 10, it becomes a `B" minor arterial. The role for both "A" and "B" minor arterials are similar; however the "A" minor arterials provide a greater regional transportation role due to their ability to relieve, expand, connect and augment the regional system. Because "A" minor arterials serve a more regional function they are eligible to receive federal funding for roadway improvements where `B" minor arterials are not eligible. Although Vicksburg Lane is currently classified as a `B" minor arterial, it functions like an "A" minor arterial reliever due to its continuity and spacing with I-494 and other north -south routes. The city has also managed the route consistent with "A" minor arterial guidelines. As a result, Vicksburg Lane could be reclassified as an "A" minor arterial reliever from CSAH 6 to the northern border of the City of Plymouth. Rationale for making this designation change outlined below. 1. Roadway Continuity and Connectivit Vicksburg Lane provides north -south continuity between residential, retail and employment centers in the cities of Wayzata, Plymouth and Maple Grove. Presently the portion of Vicksburg Lane in the City of Maple Grove between the Plymouth/Maple Grove city limits and CSAH 10 is classified as an "A" minor Vicksburg Lane Corridor Study March 2004 Final Report Page 4 arterial. This portion of roadway is a little over a mile long. Reclassifying the portion of Vicksburg Lane in the City of Plymouth would provide an additional five miles of an "A" minor arterial. This length would fall within the Met Council guidelines which suggest that "A" minor arterial relievers be less than eight miles, but be greater than two miles. In addition to providing a continuous connection between the cities of Wayzata, Plymouth and Maple Grove, Vicksburg Lane connects a number of important east - west routes in the City of Plymouth (TH 55, CSAH 6 and CSAH 9). 2. Roadway Design and Access Management The function of Vicksburg Lane as an arterial street was part of Plymouth's Transportation Plan adopted in 1972. For this reason, Vicksburg Lane is primarily designed for mobility rather than accessibility. The majority of access along this roadway between CSAH 6 and CSAH 10 is limited to public street intersections with side -street stops. Major intersections are controlled by traffic signals. The posted speed limit on Vicksburg Lane ranges between 45 and 50 miles per hour. The combination of access control and higher vehicle speeds provides north -south mobility within the city as well as between adjacent communities. As the MUSA line extends and the City continues to develop north of Schmidt Lake Road, it is important to continue to limit access and preserve mobility on Vicksburg Lane. 3. Roadway Spacing Appendix F of the Metropolitan Council's Transportation Policy Plan recommends that "A" minor arterials be spaced one to two miles apart in developing areas and a half of a mile in developed areas. Reclassifying Vicksburg Lane to an "A" minor arterial is consistent with this guideline, since Vicksburg Lane is approximately 1.25 miles west of I-494. The closest "A" minor arterial to the west, CSAH 101/Peony Lane, is approximately 1.3 miles further west of Vicksburg Lane. The closest "A" minor arterial to the east, CSAH 61, is about 1.7 miles away. 4. Roadway Use Vicksburg Lane is used as a commuter route for short- to medium -length trips. Average daily traffic volumes on this roadway range from 5,500 vehicles south of CR 47 (area where there is less development) to 17,200 vehicles north of TH 55 where the area is more developed. In addition to automobile use on Vicksburg Lane, buses, bicyclists and pedestrians also use Vicksburg Lane to get to/from residential areas to places of employment and retail centers. Trails are located along Vicksburg Lane, with connections to east -west trail facilities (including the Luce Line Trail). There are also four transit routes that are served by the corridor. Vicksburg Lane Corridor Study March 2004 Final Report Page 5 5. Comparison to CSAH 61 (Northwest Boulevard/Xenium Lane) The function of Vicksburg Lane is similar to the function of CSAH 61, an A" minor arterial that parallels I-494 to the east. Both roadways provide a more continuous north -south route that connects residential, retail, commercial and industrial nodes. Reclassifying Vicksburg Lane There are three potential advantages to reclassifying Vicksburg Lane to an "A" minor arterial. First, roadways that are classified as "A" minor arterials are eligible to compete for federal funding (up to $5.5 million per project in construction costs) for roadway improvements. Roadways in the `B" minor arterial category are not eligible for federal funding. Regardless if Vicksburg Lane is classified as a `B" or an "A" minor arterial, traffic will continue to use this roadway due to its continuity and spacing with other north -south routes. As long as this facility is serving this function, the city should take advantage of the opportunity to tap into additional funding sources to make needed safety and capacity improvements. Second, reclassifying Vicksburg Lane would not require the City to materially change the way it has been managing the roadway. The City has done a good job limiting access, providing appropriate traffic control devices and acquiring the right-of-way necessary for the roadway. Third, given the continuity of Vicksburg Lane between the Cities of Wayzata and Maple Grove and the role it plays in the area's transportation network, it may be possible that Hennepin County could accept jurisdiction over this roadway. If the City is interested in pursuing this potential opportunity, it would be more attractive for the County to take over an "A" minor arterial route rather than a "B" minor arterial roadway. IV. CURRENT TRAFFIC VOLUMES Traffic volumes on Vicksburg Lane between CSAH 6 and TH 55 have grown significantly over the past 10 years. Much of the growth in traffic volumes can be attributed to development along Vicksburg Lane and other parts of Plymouth commercial area north of TH 55) and development that has occurred in Maple Grove. To provide an idea of how much traffic has increased on Vicksburg Lane, historical traffic volumes were reviewed for the past 10 years. Since 1992, traffic volumes along various segments of Vicksburg Lane have increased from 58 to 192 percent; which is an average increase of 4.6 to 11.3 percent per year. It should be noted that the high growth rates that have occurred over the past 10 years are not likely to continue because the development in this area is more mature (i.e., much of the local development in the immediate area has occurred). However, Table 1 shows the existing and historical traffic volumes on Vicksburg Lane at the CSAH 6 and TH 55 intersections. Vicksburg Lane Corridor Study March 2004 Final Report Page 6 Table 1 Existing and Historic Daily Traffic Volumes Peak Hour Conditions and Directional Splits While average daily traffic volumes can provide an indication of a roadway's operational characteristics, operational issues are better determined by peak hour volumes. The operation during the peak hours is what influences the public's perception of the facility in terms of safety and delay. To assess peak hour operations, a review was made of the peak hour characteristics percent of daily traffic volumes that occurs in the peak hour and the directional distribution of those volumes along Vicksburg Lane). This is shown below in Table 2. Table 2 Peak Hour Conditions and Directional Split Peak Hour Percent of Daily Volume Directional Split NB/SB) 2002 Directional Peak Hour Volume A.M. 9.7 26/74 1992-2002 Annual Segment 1992 1994 1996 1998 2000 2002 Percent Growth Rate Increase percent) South of CSAH 6 8,000 8,300 10,000 9,400 12,300 12,600 58 4.6 North of CSAH 6 61100 6,300 8,800 9,600 11,500 12,200 100 7.2 South of TH 55 5,800 6,900 9,100 9,600 15,800 13,900 140 9.1 North of TH 55 5,900 9,200 10,800 10,800 13,350 17,200 192 11.3 Peak Hour Conditions and Directional Splits While average daily traffic volumes can provide an indication of a roadway's operational characteristics, operational issues are better determined by peak hour volumes. The operation during the peak hours is what influences the public's perception of the facility in terms of safety and delay. To assess peak hour operations, a review was made of the peak hour characteristics percent of daily traffic volumes that occurs in the peak hour and the directional distribution of those volumes along Vicksburg Lane). This is shown below in Table 2. Table 2 Peak Hour Conditions and Directional Split Peak Hour Percent of Daily Volume Directional Split NB/SB) 2002 Directional Peak Hour Volume A.M. 9.7 26/74 308/879 P.M. 12.3 73/27 1091/406 Results shown in the table above indicate that Vicksburg Lane experiences higher peaking and directional flows than a typical arterial street. Typically, the a.m. and p.m. hours are approximately eight to 10 percent of the daily traffic volumes and typical directional splits range from 50/50 to 65/35. Vicksburg Lane's high peak hour directional splits and percent peak hour percentage result in peak hour volume levels that are more consistent with a roadway that has 18,000 ADT than 12,000 ADT. Figure 1 shows daily traffic volumes by hour. These higher directional volumes make it more difficult for left and right turns to find a gap during peak hours. Vicksburg Lane Corridor Study March 2004 Final Report Page 7 1,200 i 1,000 I i 1 I I 800 i i Q L' 600 Q E 400 i 200 t I I 0 i c- CL CL c- c- c- c c- c - CD O C] O O O O Q OO O O O O O O O O O O C) CP C) O C] O O O O O C] C] O CP O O O O O O O O O O O O P O 04 re r N M Nd- if) o t- M M CD e- C4 e- C4 Cr) ct Ln [o h- co of CD e- Time wa CONSULTING GROUP, INC 4901 011204 AVERAGE DAILY TRAFFIC VOLUME PROFILE VICKSBURG LANE CORRIDOR STUDY City of Plymouth Figure 1 V. SAFETY Safety is important to both the general public and to those responsible for maintaining roadway facilities. To better understand the extent and severity of safety problems on Vicksburg Lane, a crash analysis was performed using City of Plymouth and Department of Public Safety (DPS) crash records from January 2000 through December 2002. Crash summaries show a total of 109 crashes occurred over the three-year period. All but four of these crashes occurred at intersections along the corridor. As a result, the crash analysis focused on identifying problems at the nine intersections along Vicksburg Lane, as well as examining the overall crash rate for the roadway segment between CSAH 6 and TH 55. Table 3 shows the types of crashes occurring at the various intersections and segments along the corridor. Table 4 shows the calculated crash rates for the corridor and major intersections in comparison to similar facilities and Table 5 shows the calculated severity rates in comparison to similar facilities. Figures 2 — 4 illustrate the types of crashes occurring at the various intersections and segments along the corridor. Table 3 Crash Summary — Year 2000 to 2002 Vicksburg Lane CSAH 6 Crash Type Total Crashes Percent of TotalRear End Left- Turn Right Angle Head On Other* 7 1 3 0 9 20 18 18th Avenue 1 2 1 0 3 7 6 22nd Avenue 3 5 1 0 1 10 9 Shenandoah Lane/ 25th Avenue 3 4 2 0 0 9 8 26th Avenue 2 1 0 0 0 3 3 28th Avenue 0 1 0 0 0 1 1 Medina Road 0 0 1 0 0 1 1 32nd Avenue 0 0 2 0 2 4 4 TH 55 26 4 2 0 18 50 46 South of 22nd Avenue 1 0 0 1 0 2 2 South of 32nd Avenue 1 0 0 0 0 1 1 North of 32nd Avenue 0 0 0 0 1 1 1 Total 44 18 12 1 34 109 Percent of Total 40 1 17 11 1 31 Other crashes are those crashes that do not fit into one of the identified categories. Generally these crashes involve a single vehicle. In some cases the vehicle may run off the road, it may strike a fixed object or it may have struck an animal. Vicksburg Lane Corridor Study March 2004 Final Report Page 9 Table 4 Crash Rates Location Calculated Comparison Critical Severity Rate Crash Rate l Crash Rate Crash Rate (4) Vicksburg Lane at CSAH 6 0.64 0.67 (21 NA Vicksburg Lane at TH 55 0.84 0.80 c3> 1.0 Vicksburg Lane between 1.89 1.88 (21 2.40CSAH6andTH55 1) Calculated crash rate using data in Table 3 z) Crash rate for comparable intersections/segments within Hennepin County 3) Crash rate for comparable intersections for State Highways c4> A critical crash rate identifies if the calculated rate exceeds the average crash rate by a significant amount. If the actual crash rate is greater than the critical rate, the location is considered to exceed the average rate by a statistically significant amount. Table 5 Severity Rates Location Calculated Comparison Severity Rate Severity Rate Vicksburg Lane at CSAH 6 1.11 1.43 12) Vicksburg Lane at TH 55 1.49 1.6 (3) Vicksburg Lane between 3.79 4.3 (2) CSAH 6 and TH 55 l) Calculated severity rate using data in Table 3 2) Severity rate for comparable intersections/segments within Hennepin County 3) Severity rate for comparable intersections for State Highways Vicksburg Lane Corridor Study March 2004 Final Report Page 10 H1 CONSULTING GROUP, INC 4901 011204 NUMBER AND TYPE OF CRASHES - JANUARY 2000 -DECEMBER 2002 VICKSBURG LANE CORRIDOR STUDY City of Plymouth Figure 2 ShenandoahLane/ 25th Avenue 9 Crashes (8%) 3 Rear End 4 Left Turn 2 Right Angle CONSULnNG GROUP, INC 4901 011204 NUMBER AND TYPE OF CRASHES - JANUARY 2000 -DECEMBER 2002 VICKSBURG LANE CORRIDOR STUDY City of Plymouth 26th Avenue 3 Crashes (3%) 2 Rear End 1 Left Turn 22nd Avenue 10 Crashes (9%) 3 Rear End 5 Left Turn 1 Right Angle 1 Other Figure 3 NUMBER AND TYPE OF CRASHES - JANUARY 2000-DECEMBER 2002 baUl VICKSBURG LANE CORRIDOR STUDY Figure 4 CONSUMNG GROUP, INC City of Plymouth 4901 011204 The following can be concluded about existing crashes on Vicksburg Lane: 64 percent of the crashes were either at the CSAH 6 or TH 55 intersections 40 percent of the crashes were rear end crashes (9 out of 44 are at unsignalized intersections) 17 percent of the crashes were left -turn crashes (13 out of 18 are at unsignalized intersections) Crash rates along Vicksburg are similar to other four -lane undivided roadways The severity of crashes has been low The lower crash experience on Vicksburg Lane is most likely due to the limited amount of access and the lower volumes on side -street accesses. Residents have commented that there are many near misses; however, it is difficult to assess these instances due to the lack of reported documentation. Speed of traffic seems to be one of the main factors that contribute to their feeling that the facility is unsafe. Other experience of converting four -lane undivided facilities to three -lane facilities has generally resulted in a reduction in This is due to the following: Reduction in the number of conflict points; through volume is only in two -lanes versus four. Conflicts for crossing volumes are reduced from eight to four. Improved sight lines for left -turning traffic due to opposing lefts. Center -lane area can better facilitate pedestrian crossings; mid -block crossings on four -lane arterials are difficult (motorists do not yield). However, these are not recommended in areas where volumes are over 12,000 vehicles per day and speeds are over 40 miles per hour. Narrower (shorter) distance from lane edge to lane edge means less time in potential conflict area. Fewer decisions and judgments required to enter the facility; need to judge speed and distance in two lanes versus four lanes. 2 Based on experience from Iowa and Minnesota studies. Vicksburg Lane Corridor Study March 2004 Final Report Page 14 Trail Crossing Safety Another safety issue in the corridor is the mid -block, marked, pedestrian trail crossing just north of 25th Avenue. This crossing is in a location where residents have expressed a safety concern with vehicles stopping for pedestrian movements. In a national study of over 2,000 cross -walks, it was determined that 3: Marked crosswalks have a higher pedestrian crash rate than unmarked crosswalks for roadways that have volumes that exceed 10,000 vehicles per day. Therefore, marked crosswalks were not recommended at uncontrolled intersections. Marked crosswalks, at uncontrolled intersections, on multi -lane roadways result in significantly greater risk of "multiple threat" crashes. "A multiple threat crash involves a driver stopping in one lane of a multi -lane roadway to permit a pedestrian to cross; an oncoming vehicle (in the same direction) strikes the pedestrian who is crossing in front of the stopped vehicle". Marked crosswalks alone, without other substantial treatments, are not recommended at uncontrolled locations for high-speed (40 mph or greater), high-volume (12,000 vehicles per day), multi -lane facilities. Other options that have been used to address mid -block pedestrian crossings on high- volume, multi -lane roadways have included overhead flashers, special pavement markings, pedestrian refuge areas in the medians, and signalization. However, most of these options, other than signalization, have only resulted in marginal improvements (i.e., provide false sense of security). VI. SPEEDS One of the complaints voiced by residents at previous meetings regarding Vicksburg Lane is that traffic is markedly exceeding the posted speed limit (50 miles per hour). Due to the concerns expressed by residents, city staff collected speed data using road tubes placed between 28th and 29th Avenues. The road tubes were in place for two days. Once the data was collected, it was analyzed to determine the extent of the speed problem. Table 6 summarizes the speed data collected for Vicksburg Lane. 3 Safety Analysis of Marked Versus Unmarked Crosswalks in 30 Cities, ITE Journal 2004, Charles V. Zeger, Carol Tan Esse, J. Richard Stewart, Herman F. Huang, PH.D, and Peter Lagerwey. Vicksburg Lane Corridor Study March 2004 Final Report Page 15 Table 6 Traffic Speeds (MPH) Direction Median Speed 85th Percentile 10 MPH Pace (2) Speed Combined NB and SB 49 53 45-55 I) Northbound (NB) and southbound (SB) speeds for the corridor are essentially the same. 2) Approximately 87 percent of the traffic travels within the 10 mph pace. See Figure 5. Several different statistical measures are used when evaluating speed data. Three of the most important measures are median speed, 85th percentile speed and the 10 -mile per hour pace (Figure 5). Median speed is the speed at which half the drivers are driving slower than and half the drivers are driving faster than other drivers. The median speed on Vicksburg Lane is slightly lower than the posted 50 mph limit. Figure 5 85th Percentile Speed 10 MPH Pace 87 percent 53 MPH 85th Percentile Speed 45 50 55 The 85th percentile speed is the speed at which 85 percent of the drivers are traveling at or below. This measure is used due to the fact that a majority of drivers (85 percent) select a speed that they feel is reasonable and prudent.4 As a result, the 85th percentile speed is typically used to evaluate the posted speed limit. The results indicated that the 85th percentile speed (53 mph) is slightly higher than the posted limit. While the 85th percentile speed is slightly over the posted speed of 50 mph, it is not significantly higher. In addition the data shows that the speeds are grouped relatively tightly 87 percent are within the 10 mph pace). This means that speeds in the corridor are fairly consistent and motorists should have an easier time in determining gaps. Also having vehicles traveling at about the same speed reduces the potential for rear end crashes. Pline, James L., editor. "Traffic Engineering HandbooK'. Institute of Transportation Engineers, 1999. Vicksburg Lane Corridor Study March 2004 Final Report Page 16 Based on previous conversion studies, it is anticipated that overall operating speeds will be reduced slightly if a conversion to a three -lane facility is made. The greatest reduction will occur to those significantly exceeding limits. Excessive speeds are expected to be reduced as aggressive motorists will no longer be able to make multiple lane changes. Another question that commonly surfaces in speed discussions is the process and/or opportunity to lower the posted speed limit and the effect of the posted limit on vehicle speeds. Speed limits are set by the Commissioner of Transportation based on a speed study, which would be requested by the local agency. Based on the analysis of the speed information for Vicksburg Lane and past experience with speed limit reduction requests, it is unlikely that the Minnesota Department of Transportation would consider lowering the speed limit in this area. Lowering the limit from 50 mph to 45 mph would mean that nearly 100 percent of the current users would be in violation of this limit today. Because of this, and the fact that crash rates are near the average crash rates, (not a significant crash problem), there would be little evidence to support a reduction. Studies have shown that drivers will travel what they consider to be a safe and reasonable speed regardless of posted limits. Even if a reduction were to be granted, it is not likely that motorists would comply with the reduced limit without constant enforcement by the city. VII. CURRENT TRAFFIC OPERATIONS Traffic turning movements at intersections along the corridor were collected to analyze how the corridor currently operates and how it could operate if converted to a three -lane roadway. Synchro/SimTraffic and Highway Capacity Software were used to analyze the traffic operations along Vicksburg Lane. Capacity analysis results identify a Level of Service (LOS) that indicates the quality of traffic flow through an intersection. Intersections are given a ranking from LOS A through LOS F. LOS A indicates the best traffic operation, with vehicles experiencing minimal delays. LOS F indicates an intersection where demand exceeds capacity, or a breakdown of traffic flow. LOS A through D is generally considered acceptable by drivers. LOS E indicates that an intersection is operating at, or very near its capacity and that vehicles experience substantial delays. For side -street stop controlled intersections, special emphasis is given to providing an estimate for the level of service of the side -street approach. The traffic operations at an unsignalized intersection with side -street stop control can be described in two ways. First, consideration is given to the overall intersection level of service. This takes into account the total entering volume into the intersection and the capability of the intersection to support these volumes. Second, it is also important to consider the level of service on the side -street approach. Since the mainline does not have to stop at an unsignalized intersection that has side -street stop control, the majority of the intersection delay can be attributed to the side -street approaches. It is typical of intersections with high mainline traffic volumes to experience high levels of delay (poor level of service) on the side -street approaches, but an acceptable overall intersection level of service during peak periods. Vicksburg Lane Corridor Study March 2004 Final Report Page 17 Table 7 shows the level of service for the intersections along Vicksburg Lane. Delays to local side -streets increased when the roadway was modeled as a three -lane facility. Through traffic is squeezed into a single lane (in each direction). This reduces the number of available gaps for side -street traffic, which results in greater side -street delay and longer side -street queues. Table 8 shows the delays for left -turn vehicles on the side - street approaches. Right -turn vehicles will experience lower delays than left -turn vehicles. Table 7 Existing Intersection Level of Service Intersection Existing Level of Service 3 -Lane Level of Service A.M. Peak Hour P.M. Peak Hour A.M. Peak Hour P.M. Peak Hour TH 55 E E E E 32nd Avenue* A/C A/C A/C A/C Medina Road* AB A/C AB A/C 28th Avenue* A/C A/C A/D A/E 26th Avenue* A/C A/D A/D A/E Shenandoah Lane/ 25th Avenue* A/C A/C A/C A/D 22nd Avenue* A/C A/D A/D A/E 18th Avenue* A/C A/E A/E A/E CSAH 6 C D C D Indicates an unsignalized intersection. Overall LOS is shown first followed by worst side -street approach. Table 8 Side -Street Delays, Left Turns Only (1) (2) Existing 4 -Lane vs. 3 -Lane Section Intersection A.M. Peak Hour Delay (sec) P.M. Peak Hour Delay (sec) Existing 3 -Lane Difference Existing 3 -Lane Difference 28th Avenue 23.8 31.3 7.6 42.7 58.3 15.6 26th Avenue 18.9 29.0 10.1 38.1 51.0 12.9 25th Avenue 21.7 33.4 11.8 40.8 63.5 22.7 22nd Avenue 25.9 33.9 8.0 36.3 72.6 36.3 18th Avenue 22.5 41.3 18.8 48.5 63.7 15.2 Corridor Average 22.7 35.0 12.3 40.8 62.9 22.0 This table shows the delay experienced by left -turn vehicles. For the four -legged intersections, it is the total delay for both side -street approaches 2) Based on 2003 volumes Vicksburg Lane Corridor Study March 2004 Final Report Page 18 If side -street delays become too long, studies have shown that motorists will take greater risks (accept a smaller gap). This may result in increased safety problems. Three -lane Transition Areas Another operational concern with a three -lane section is the transition area (merging area) north of CSAH 6. This is the area where four lanes would converge to three lanes. In the evening peak, the northbound volume approaches 1,100 vehicles in the peak hour (see Figure 6: Merge Volumes). This volume is near the capacity of a single at -grade lane single -lane roadway with at -grade intersections). There are two concerns related to this. First, there may be a tendency for vehicles to avoid the northbound right through lane on the approach to the CSAH 6 signal. The outside northbound lane would drop north of CSAH 6. Therefore motorists may avoid the right lane in anticipation of the lane drop. From an intersection capacity standpoint, two northbound through lanes are needed at the CSAH 6/Vicksburg Lane intersection; otherwise the level of service of the intersection will drop to LOS F. Second, there is a concern that some queues could build in the merging area due to the level of the northbound volume and the natural friction that occurs when merging two vehicle streams. This merging activity may also cause additional crashes. After the merging occurs, the volume remaining in the northbound lanes would have gaps of approximately three seconds. These short gaps are the root cause of the additional delay shown in Table 8 (one typically needs a minimum of a five to seven second gap between vehicles, depending on the turn movement, in order to gain access from a side street). VIII. FUTURE TRAFFIC OPERATIONS Using updated 2030 demographic information for the City of Plymouth and the Twin Cities Metropolitan Area, updated 2030 traffic forecasts were developed for the Vicksburg Lane area (Figure 7: Daily Traffic Volumes). These forecasts were then used to update turning movement volumes for the same intersections along the corridor. It should be noted, that the traffic forecasts were developed with the assumption that I-494 would be expanded to a six -lane freeway. In addition it was assumed that Medina Road would be constructed from Vicksburg to Dunkirk Lane. However, if this segment of Medina Road were not built, it would not affect the conclusions of this report. An additional analysis was conducted to determine how the corridor is expected to operate as a four -lane undivided facility as compared to a three -lane facility. Synchro/SimTraffic and Highway Capacity Software were used to analyze the traffic operations along Vicksburg Lane. Capacity analysis results identify a Level of Service LOS) that indicates the quality of traffic flow through an intersection. Vicksburg Lane Corridor Study March 2004 Final Report Page 19 y 24 v cry N. 24 pVE• o 35th A VE. N• s City 96FC55zz 0a4 Hall 34th 2f A1 a a s Z z r 32n1 g g 33rd AVE. N. _ e s c -- 32nd AVE. N. q ECgi z N. z A! N 3I b z 32nd A E. N. ------------- MFO Southbound Merge Location alO 30 m AV E. N. 3 2916 AM Peak Hour Existing Volume= 730 Z. AVE. E. N. d a AVF g 29 1 r f @ o z s 28 291h/ 2 8th g O 28 th AVE. a N AVE,2B f U Y p \ ? N FOU NTq z 28 th UAV E. N $ 27thVE. _ $ LA. r 3 —ID LA. g ?4y PL \ 27th AVE 1 Q w 27th AVE. ti Yj , 7i ¢ a S P" g PJB" 27fh9L v. v I I y 0 E. Q UU 261h iv AVE. 3 A VE, N. th ( J N. 26 m WESTON Cr _c 25th 3 ?v AVE.. N. to A ND P z 241h o 3 a P \syF 1 \\ y 23rd AVE. 24 ih q T,.JF"• 23rd ` MSrpC E. ) 22nd 5 O / `) to AVE. . U 69. O`" 5 P`h• 9 l9 U 3 5 21st 22nd 9 \ z 5 j 1 ¢ AVE. ER LY aU' AVE. AVE. ' 7 ' 1 21 sf I N Z U s 21 st g oih 1 \,, " 1 AVE. N. P'V E, Wh 6 19#1 Northbound Merge Location kw- 5 N PJE N AVE 9 mss s PM Peak Hour / g c Existing Volume = 1091 tem 11 s Ism 4 AVE. S ¢ 18th AVE. O o HER G z a 17th AVE. Z 18 m 11h N. U 6 z c z O U t2 16 aAVE. O q(,F• 5 U 15th O U l5th ASF z > y _ 15th Chi 3/ ra AVE. A g z JN AVE. 14m 14th AV E. N. Z fA-_ h AVE. N. ,,. Al E. Parkers 13th PL. P S_ 2 ih AVE. N. A AV N. — - Lake r VE. 13 1h O W13tHp 20, .3 0 12 th a MERGE VOLUMES VICKSBURG LANE CORRIDOR STUDY Figure 6 CON6P111Nc GROUP. INC City of Plymouth 0034901 January 2004 Table 9 shows the future level of service for the intersections along Vicksburg Lane. Table 9 2030 Intersection Level of Service Intersection 4 -Lane Level of Service 3 -Lane Level of Service A.M. Peak HHour P.M. Peak Hour A.M. Peak Hour P.M. Peak Hour TH 55 F F F F 32nd Avenue* A/A A/B A/A A/B Medina Road B C B C 28th Avenue* A/F A/F A/F A/F 26th Avenue* A/E A/F AN A/F Shenandoah Lane/ 25th Avenue* A/E A/F AN A/F 22nd Avenue* A/F A/F A/F A/F 18th Avenue* A/E A/F AN A/F CSAH 6 D D D E Indicates an unsignalized intersection. Overall LOS is shown first followed by worst side -street approach. There a few conclusions that can be drawn from the future operations analysis shown in Table 9. They are: The TH 55 intersection is not expected to function at an acceptable level of service in the future. A six lane TH 55 facility was tested with double left turns at all approaches as part of the Medina Road study, but this test also did not reduce the delays to an acceptable level. Side -street levels of service at unsignalized intersections will be at LOS E or F during peak hours. The p.m. peak hour has the highest traffic volumes and therefore has higher delays (worse level of service) than the a.m. peak hour. Four intersections have level of service changes (bold letters) when going from a four lane to a three -lane facility. They are 26th, 25th, 18th and CSAH 6. However, even though the level of service designation doesn't change on some intersections, actual delays for all intersections increase with the three -lane option (this is reflected in Table 10). Vicksburg Lane Corridor Study March 2004 Final Report Page 21 C J 000 C (00_00 O 00 00 32,500 49, 000) 49, 000] 000 000 N Iri O O O 33,500 51,000) 50,000] 5,850 12,400) 13,500] O O O CD O O 1— r r 36th Avenue G 9 20- ass '20- fp, OO 00 0600 s290em_ tib 5,050 7,400) 5p [10,400] 11,600012,0 000 oU rt r-- Ln J L Y C7 LIP "OpJ 20- ass '20- SS O J c:) ACU N N 1,S600J f c:> 0 0 rn O IQ co 0) rl 000 N LO LO M (0 r_ r r Existing Street Network Proposed Street Network XXX = Existing Traffic Volumes XXX) = Estimated Year 2030 Without Medina Rd XXX] = Estimated Year 2030 With Medina Rd XX/XX> = Estimated Existing/Year 2030 Cut Through CONSUMNG GROUP, INC. 0034901 January 2004 CSAH 6 DAILY TRAFFIC VOLUMES VICKSBURG LANE CORRIDOR STUDY City of Plymouth N 25th 22nd Ave 100/200> 18th Ave CD CD 14,300 N o O 21,000) cJ u) 20,000] 39,0001 61,000) L0,000] Lake Rd r7 ? s 00 0OO, 1,100 000 2,500) 00 0 3,300] c o 000 16,000 L rn 23,500) r` 00 00 22,500] Figure 7 When traffic flows are congested and there are significant delays, level service designations may not change (i.e., LOS F), but actual delays will continue to increase. To address that issue, actual delay times were captured from the operations model for vehicles making left turns from side streets. A comparison was then made between the delays for these movements for both the current undivided four -lane and a possible three - lane section. The results of this are shown in Table 10 for the p.m. peak hour. Table 10 2030 Side -Street Delays, Left Turns Only Existing Four -lane vs. Three -lane Section Intersection A.M. Peak Hour Delay (sec) P.M. Peak Hour Delay (sec) Existing 3 -Lane Difference Existing 3 -Lane Difference 28th Avenue 58.6 105.0 46.4 174.3 371.3 197.0 26th Avenue 41.0 119.9 79.0 123.6 172.3 48.7 25th Avenue 51.9 143.6 91.7 152.7 408.8 256.1 22nd Avenue 86.7 149.3 62.6 130.5 459.1 328.6 18th Avenue 52.5 244.7 192.2 1 191.2 361.9 170.7 Corridor Average 58.1 162.4 104.3 154.1 364.7 210.6 This table shows the delay experienced by left -turn vehicles. For the four -legged intersections, it is the total delay for both side -street approaches The results in Table 10 show that there is a significant difference in side street delays between a three -lane and four -lane street section. Overall side street left turn delays for the three -lane section were two to three times that of the four -lane section. The delays for the five -lane section were slightly less than the four -lane section. IX. EMERGENCY VEHICLE ISSUES The three -lane facility will adequately accommodate emergency vehicles. These vehicles can use the center lane to avoid traffic at intersection areas and/or to pass traffic in the corridor. This typically works better than a four -lane undivided facility where vehicles in both lanes need to move to the right to provide and unobstructed path. However, at the northbound merge point where some vehicle queuing may occur, emergency vehicles may have to contend with slower vehicles and congestion. Vicksburg Lane Corridor Study March 2004 Final Report Page 23 X. FINDINGS Based on the initial analysis we have concluded the following with respect to the future safety and operations issues on Vicksburg Lane: L Vicksburg Lane is an important north -south transportation facility within the City of Plymouth as well as providing a good north -south connection to adjacent communities. Regardless of how the facility is designated from a functional class standpoint, it will continue to carry a significant volume of traffic and play an important role in the region. 2. While Vicksburg Lane is classified as a `B" Minor arterial in the roadway system hierarchy, the city has developed and managed it consistent with an "A" minor arterial status. Therefore, the city could pursue reclassification of this to an "A" Minor arterial with the Metropolitan Council, thereby making it eligible for federal funding sources. 3. Traffic volumes on Vicksburg Lane are approximately 12,000 to 14,000 vehicles per day south of TH 55. However, high directionality and percentage of daily volume in the peak hours makes this facility operate during the p.m. peak hour like a facility with 18,000 vehicles per day. 4. Daily traffic volumes are expected to increase even with the improvement of I-494 to six lanes. The rate of growth in daily volume will be less than in the past, especially between TH 55 and CSAH 6 where property is nearly fully developed. The forecast 2030 volumes are 16,000 to 19,000 vehicles per day. 5. Based on an operational analysis of both the a.m. and p.m. peak hours, all of the intersections in the corridor operate at LOS D or better except for TH 55 which operates at LOS E. At unsignalized intersections, it is common to have some side street approaches with significant delays. Based on the analysis, it was determined that 18th Avenue had the worst side street delays (LOS E during the p.m. peak hour) 6. Speeds on Vicksburg Lane were measured and were found to be near the posted limit of 50 mph. This coupled with the fact that 87 percent of the traffic was traveling within a 10 mph range of 45 mph to 55 mph provides little evidence that a request for a speed reduction would be approved by the Minnesota Department of Transportation. Even if a reduction were granted, the city would need to provide significant enforcement to get compliance. 7. An analysis of three years (2000 to 2002) of crash information was done. The crash rates and severity rates were near normal when compared to similar roadway segments. The majority of the crashes within the study segment (64 percent) occur at the either the TH 55 or CSAH 6 intersection. Almost all of the other crashes 32 percent) occur at the remaining local intersections. The highest of these local crash locations are 22nd Avenue, 25th Avenue and 18th Avenue. The types of these crashes were split between rear -ends, left -turns, and right angle. Vicksburg Lane Corridor Study March 2004 Final Report Page 24 8. The City of Plymouth has an east -west mid -block trail crossing of Vicksburg Lane just north of 25th Avenue. While there have been no serious incidents reported between 2000 and 2002, an uncontrolled marked crosswalk at this location is not a good solution based on the safety information presented in the national cross -walk study. Based on this national study, pedestrian crossings of roadways like Vicksburg Lane would ideally occur at signalized intersection locations. 9. An operations analysis was done to compare both the current four -lane undivided section a three -lane section. The analysis showed that a three -lane section would increase side street delays by approximately 50 to 100 percent for current volumes. Based on future volumes, the side street delays for a three -lane were two to three times that of the four -lane section. 10. The three -lane section also causes some operational concerns for northbound traffic in the transition area just north of the CSAH 6 intersection. Traffic in this area would merge into a single northbound lane. As volumes grow, merging in this area would queue back into the CSAH 6 intersection. In addition, it is anticipated that this merging area would cause some additional crashes. 11. A five lane section provides a slight improvement over the four -lane section in terms of delay, and it would provide separate left -turn areas which provides some improvement for safety. 12. The three -lane section could be developed within the four -lane undivided section using pavement markings. A five -lane section could be developed at public road intersections. There is sufficient right of way throughout the corridor (120 feet) to develop a five -lane section. Some special treatments near intersections may be needed to minimize impacts to berm areas. XI. RECOMMENDATIONS The City should request that the Metropolitan Council reclassify Vicksburg Lane as an "A" minor arterial from CSAH 6 to the City's northern limits. 2. The City should consider developing Vicksburg to a five -lane section over time. This would require some cross-sectional change at the public road intersections. These changes would provide increased safety for left -turns, and they would result in less delay to side street traffic. 3. The City should consider moving the current marked crosswalk, which is north of 25th Avenue, to 25th Avenue/Shenandoah Lane. To accomplish this, a small section of trail would need to be constructed along the east side of Vicksburg from the current trail to Shenandoah Lane. The intersection of 25th/Shenandoah is better suited for pedestrian crossings for the following reasons: Vicksburg Lane Corridor Study March 2004 Final Report Page 25 The crossing would occur at an existing street intersection. Crossings at intersections are more consistent with driver expectations than at mid -block locations. Pedestrians use 25th/Shenandoah Lane as a way to get to Parkers Lake Park via Shenandoah Lane. This crossing would serve this need as well as the city-wide trail need. 4. It is recommended that the City pursue a future signal for this intersection to facilitate pedestrian crossings and provide gaps in the mainline flow for local intersections. A signalized intersection would provide a safe way to access Vicksburg Lane for users of 25th/Shenandoah Lane, and it would provide needed gaps in the mainline flow for other downstream intersections. 5. It is recommended that the five -lane section be implemented at public street intersections and that the horizontal alignment of the through lanes be varied to accommodate the wider sections at these intersection points. The five -lane section along with a signal at 25th/Shenandoah Lane would break up the long uninterrupted stretch of roadway between CSAH 6 and TH 55. The slight alignment changes and the additional signal at 25th/Shenandoah Lane are likely to reduce the overall travel speeds in the corridor. Vicksburg Lane Corridor Study March 2004 Final Report Page 26 MEDINA ROAD TRANSPORTATION STUDY FINAL REPORT For City of Plymouth March 2004 By SRF Consulting Group, Inc. INDEX Page I. EXECUTIVE SUMMARY............................................................................. 1 II. STUDY PURPOSE...................................................................................... 3 III. REGIONAL CONTEXT................................................................................ 3 IV. TRAFFIC ANALYSIS................................................................................... 3 V. SAFTEY ASSESSMENT............................................................................. 9 VI. ENVIRONMENTAL ISSUES........................................................................ 10 VII. KEY FINDINGS............................................................................................ 10 VIII. RECOMMENDATIONS................................................................................ 11 LIST OF TABLES Table 1 — Diverted Traffic Volumes (2030 Forecast) .............................................. 7 Table 2 — Level of Service (LOS) — P.M. Peak Hour ............................................... 8 Table 3 — Crash Rate Summary ............................................................................. 9 LIST OF FIGURES Figure1 — Project Area........................................................................................... 4 Figure 2 — Daily Traffic Volumes............................................................................. 6 H.- Projects149081draR rpt medina road Mar 10.doc I. EXECUTIVE SUMMARY The City of Plymouth requested that a transportation study be done to assess the potential traffic impacts of removing a future segment of Medina Road between Vicksburg Lane and Dunkirk Lane from the City's Comprehensive Plan. Regional and Study Area Context: Medina Road is a collector road that generally parallels TH 55 from its western border to Niagara Lane. This route parallels TH 55, a minor arterial route that connects fast-growing areas to the west with I-494. As volumes increase on TH 55, the need for continuous parallel routes north and south of TH 55 will increase as local trips avoid congested intersections between Vicksburg and Dunkirk Lanes. Traffic Analysis: A traffic analysis of the study area was completed using the most recent demographic information available from Met Council.' The analysis found that TH 55 can be expected to be congested in 2030, even if it were improved to a six -lane expressway. The increase in traffic volumes will result in more congestion at the TH 55/Vicksburg and CSAH 24/TH 55 intersections, resulting in longer queues and delays for local side -street traffic. In addition, the lack of east -west alternatives south of TH 55 will cause traffic to seek alternative routes, thus putting more traffic on local streets. Safety Analysis: Safety was assessed qualitatively based on where the greatest number of crashes occurred and where traffic flow is most unstable. Without Medina Road, more east -west traffic would use local streets, with higher number of driveways and pedestrian traffic, and/or it would be forced to use TH 55 which has a high number of crashes and unstable traffic flow. In comparison, the Medina Road connection would be a relatively low-volume collector street with few access points, and would experience a lower crash rate. In addition, travel times from Fire Station Three to the east will increase as volumes on TH 55 grow and TH 55 intersections become more congested. Emergency vehicles would need to contend with long queues during peak hours. The Medina Road connection to Vicksburg Lane is 0.67 miles shorter and faster, would reduce the travel times by approximately 90 seconds over using TH 55 (traveling to the east). Environmental Issues: Based on the updated traffic analysis and limited access to the Medina Road connection, the design cross-section of the Medina Road connection could be reduced from the previously identified four lanes (1989 report) to two lanes plus turn lanes at Dunkirk and Vicksburg intersections. This design change is estimated to reduce previous wetland impacts by 20 to 30 percent 2. 1 New Met Council demographic information for the year 2030 and splitting of Traffic Assignment Zones (TAZs). 2 If and when this segment is constructed, a more detailed assessment would need to be made with respect to wetland impacts and potential mitigation measures. Medina Road Transportation Study March 2004 Final Report Page 1 Recommendations: Based on the above analysis, it is recommended that the City of Plymouth maintain the Medina Road connection in its Comprehensive Plan. This will provide the city with greater transportation system flexibility, will reduce cut -through traffic on local streets, improve safety, and provide better east -west mobility for local trips as TH 55 becomes more congested. Keeping this connection in the Plan does not necessarily commit the city to building the connection. The decision to construct would depend on future environmental analysis, availability of financial resources, and whether this project is competitive with other priorities within the city. Medina Road Transportation Study March 2004 Final Report Page 2 11. STUDY PURPOSE The City of Plymouth has requested a transportation analysis of Medina Road between Vicksburg Lane and Dunkirk Lane (see Figure 1: Project Area). This future roadway connection parallels TH 55 and has been in the City's Comprehensive and Transportation Plans since 1972. It has been proposed that the city remove this future roadway from the City's Comprehensive Plan. The purpose of this study is to assess the potential traffic impacts of removing this future roadway from the City's Comprehensive Plan. III. REGIONAL CONTEXT In evaluating Medina Road, it is important to consider the function of this facility in the context of the City's overall transportation system. The 2000 Comprehensive Plan identifies Medina Road as a major collector route that parallels TH 55 between Niagara Lane and the City's western border. This route is intended to connect local businesses, employment centers and residential areas located south of TH 55. Areas to the west of Plymouth are continuing to grow rapidly and will continue to increase traffic volumes and put more pressure on TH 55's function as a regional facility. This also means that local traffic in Plymouth that has to use or needs to cross TH 55 will experience increasing delays and congestion. Because of this, it is important to have a good network of supporting roadways along TH 55 to facilitate access and accommodate the local traffic needs of businesses and residents. This future segment of Medina Road is also designated as part of the City's Municipal State Aid (MSA) system. As such, this roadway connection generates a portion of the City's state aid revenues. If this connection were to be removed from the City's Comprehensive Plan, it would also have to be removed from the MSA system. The city would need to find other street mileage to designate on its MSA system to avoid losing revenues. IV. TRAFFIC ANALYSIS To assess the potential traffic related impacts of removing Medina Road from the City's Comprehensive Plan, a significant effort was made to update Plymouth's portion of the Twin Cities Regional Travel Demand Forecast Model. This forecast model was used to analyze two different scenarios for Medina Road between Dunkirk Lane and Vicksburg Lane. One scenario assumes that Medina Road is removed from the City's Comprehensive Plan and therefore would not be constructed. The other scenario assumes that Medina Road remains in the Comprehensive Plan and eventually is constructed at some future date. Both of these scenarios were compared to assess travel pattern changes to the system as well as to estimate the future volumes on key roadways in the study area for the year 2030. Medina Road Transportation Study March 2004 Final Report Page 3 P. _Ny I Oen 47m ; AYES s - O' O $_ 41 m 1 o µE N. zat•. 2 a. 4 g 1 3 r g '" U ^ d^ i a a 4al^ R S h 44m AYE. S _ N. c a._.. u aAR M9. r 4 kg ASE. X. 41n z g eah AVE' 4an 4an M. Oh AYE, R Z \\ n 44mAYE. AVE. t g I N z . z } 4 5 i ME. X r ry 4 W, Ib ..._' OLD'g 9yE M. / TurileegJg41dIME. Lake s q A A k' RD 41d PA' ?( 1 O \ 4\d 14: U I s ® $ R. y/( 41 1/d r 41d AYE. N. 41d AVE. 40n g a „) ® ME. IRI 40h O K µ t AVE. E 01 fes. yW 41d 1 Y 4Rh g AYE. N R N. i a mhKIgmhME. w. I \ Ah AYE. - F J9m 1 p I / 39n E`0 E IN San C[ N.\%pod,A9M A G9 N. — 4 31®__. 0. 19e 1 97 4F 1 Rai I'WF,' `gym _...._ g d' ` N. NE. ao N N / 24 A vE• N cft vE. N Hall N Jp S Aly gS - R N. 3yd $ d gay AVE. NiJJlyd , VE10. 1 AV IN. 1to Ay zvtwyI g anvil 1B li M AYE. i N1 AVE. S f 4261hAE 16 T: I 1n ) jNNJ; Q fiP d} qID g PJE.K 1 6 z W 4 4 231.-2- ? le19nf Kjaetz Lake ^ ax r8' g Is"..... -J 3 Meq AYE N jy 1 P1E r _ N. 2v eg kER t6\ 15IMD S L IeTi '- Q . _ / 1 g T Z rn E S 14nMEN._ T _.– E I—a E.N. H7rkers/fl IahR. g g LQke ' ill 1 P N. MEN IRn I PROJECT AREA bj k'jW MEDINA ROAD TRANSPORTATION STUDY COMSUMING GROUP, INC- City of Plymouth 0034908 January 2004 Figure Regional Forecast Model Update The regional model was refined in the cities of Plymouth and Maple Grove by subdividing the Traffic Assignment Zones (TAZs). Additional minor arterials and collectors were included in the model roadway system. The number of TAZs was increased from 1,200 to 1,350. Additional roadways in the vicinity of the study area included Niagara Lane, Plymouth Boulevard, Medina Road and 36th Avenue. It also should be noted that both scenarios assume expansion of I-494 to a six -lane freeway. Additional lanes on TH 55 were not assumed; however, as part of the operational analysis six lanes were tested to assess the ability of additional lanes to accommodate peak hour forecast volumes. The regional model was validated against the year 2000 traffic counts. The results of the traffic forecasts for both scenarios are shown in Figure 2. The model forecast 5,600 vehicle trips per day along the proposed segment of Medina Road by the year 2030. The majority of the trips that would use this linkage are locally generated trips from the City of Plymouth. Out of the total 5,600 trips, 75 percent of them are estimated to have local origins and destinations. Approximately 2,300 trips or 40 percent of the total would have very localized origins and/or destinations between Vicksburg Lane and CSAH 24. Another 35 percent would have local origins and destinations in other areas of Plymouth. The remaining 25 percent are projected to have origins and/or destinations that were beyond the localized area of Plymouth. Assessment of Local Diversions In 2003, the City of Plymouth conducted a license plate survey to determine the amount of cut -through traffic on 24th/25th Avenue and Yuma Lane during the evening peak hour3. The results of the study found that this route had approximately 15 percent cut - through traffic during the p.m. peak hour. This field study confirmed that cut -through traffic is occurring and will likely continue until conditions change that would make routes like 24th/25th less desirable. Based on this the results from the regional model, the 2030 daily volume on the future connection of Medina Road would be 5,600 daily trips. Without Medina Road, these 5,600 daily trips will divert to other routes in the area. Table 1 shows the estimated total local trip diversion to alternate routes. There are a total of 7,100 daily trips that would use other routes without Medina Road. 5,600 daily trips would be redistributed from the Medina Road connection to TH 55 and routes to the south of TH 55; and 1,500 non -Medina Road daily trips would be displaced from TH 55 and redistributed to 36th Avenue (these area trips to and from the City Center area). Traffic going through the neighborhood without an origin or destination in the neighborhood itself. Medina Road Transportation Study March 2004 Final Report Page 5 N(49,OOO) O O O O C) 0 0rr pZ_ TSchmidt Lake Rd LEGEND Existing Street Network Proposed Street Network XXX = Existing Traffic Volumes XXX) = Estimated Year 2030 Without Medina Rd XXX] = Estimated Year 2030 With Medina Rd XX/XX> = Estimated Existing/Year 2030 Cut Through Traffic Without Medina Road CSAH 6 DAILY TRAFFIC VOLUMES 25th L1pp12p137 4 20014UU/ 22nd Ave 100/200> bj MEDINA ROAD TRANSPORTATION STUDY CONSVLIING Gwur, ING City of Plymouth 0034908 January 2004 18th Ave CD CDLO00CD 16,000 cr? rn 00 0 (23,500) °0 00 N14,300 TT [22,500] 21,000) r'vcD 20,000] Figure 2 33,500 D 0 0L' 51,000) oD T T 0 0 0 50,000] r, °' °' Y C`I_ cr? O 36th Avenue 5 T ) CD o0O 000 p ppp1 0c 110 5,8502 N6(-6,0009 =T S 00 u 12,400) 13,500] i3 " 0 SOSJ a c oo p 09 o00 SSS 000 Q C iS 80 CD CD SOOpJ N o L 39,000J U r vu 61,000) 0 60,000] s 1tx 5,050 7,400) s OJ o 00 15 pV, SCP 50 10,4001 rn oC LQ co aS r-- 1,8 00) 00) T T T 112b000 0 0 o ed na - --v--- Rd 1,100 2,500) 0 o O o o co ySS cfl o L o 0 0 3,300] 0 vo O' ITvLO O O O CD CDNCD 0 T lnO MCDti N N J T T LEGEND Existing Street Network Proposed Street Network XXX = Existing Traffic Volumes XXX) = Estimated Year 2030 Without Medina Rd XXX] = Estimated Year 2030 With Medina Rd XX/XX> = Estimated Existing/Year 2030 Cut Through Traffic Without Medina Road CSAH 6 DAILY TRAFFIC VOLUMES 25th L1pp12p137 4 20014UU/ 22nd Ave 100/200> bj MEDINA ROAD TRANSPORTATION STUDY CONSVLIING Gwur, ING City of Plymouth 0034908 January 2004 18th Ave CD CDLO00CD 16,000 cr? rn 00 0 (23,500) °0 00 N14,300 TT [22,500] 21,000) r'vcD 20,000] Figure 2 Table 1 Diverted Traffic Volumes (Year 2030 Forecasts) Roadway Percent Diversion Local Trips Diverted Traffic Volume TH 55 58 3,300 CSAH 6 18 1,000 TH 101 to I-394 9 500 25th Avenue 4 200 22nd Avenue 7 400 18th Avenue 4 200 36th Avenue N/A 1,500 1) There area total of 7,100 daily trips that will use other routes without Medina Road. Currently TH 55 acts as one of the key alternative routes for local trips that would use the Medina Road connection. As TH 55 becomes more congested, it will become less desirable for these trips due to extended queues at the signalized intersections. As a result, more motorists would seek other routes that would have shorter and more consistent travel times. The diversions to local routes may be viewed quite differently depending upon the magnitude of the volume that may divert, the current volume that is using the street, the time period over which the diversion occurs, and individual perceptions by those that live along the street. For example, a 1,000 vehicle per day difference on Vicksburg Lane that has a forecast volume of 16,500 daily trips is not as significant as a 400 vehicle day difference to a local residential street such as 22nd Avenue with a daily volume of 1,050 vehicles per day. Routes that show significant increases in comparison to their daily volumes are 36th Avenue, 25th Avenue, 22nd Avenue, and 18th Avenue. Other options to reduce cut -through traffic have been employed by agencies throughout the metro area on local streets. These have included traffic calming measures such as diverters, one-way streets, and speed humps. These options make local routes less desirable; however, they typically have undesirable side effects such as inconvenience to local neighborhoods, noise, emergency service issues and maintenance issues. Operational Impacts An operational analysis was done for three TH 55 intersections as part of the assessment of the Medina Road connection. Year 2030 traffic volumes are based on revised land use and demographics assumptions, assuming TH 55 as a four -lane facility. The forecasts also assume the I-494 expansion has been completed. Medina Road Transportation Study March 2004 Final Report Page 7 An operational analysis identifies the quality of flow through an intersection based on a Level of Service (LOS). Intersections are given a ranking from LOS A through LOS F depending upon the average delay that occurs to each vehicle. LOS A indicates the best traffic operation, with vehicles experiencing minimal delays. LOS F indicates an intersection where demand exceeds capacity to the point where a breakdown of traffic flow occurs. LOS A through D is generally considered acceptable by drivers. LOS E indicates that an intersection is operating at, or very near its capacity and that vehicles experience substantial delays. The level of service results are shown in Table 2. Table 2 Level of Service (LOS) — P.M. Peak Hour Average delays in seconds per vehicle. Using existing volumes, the results indicate that two of the three intersections operate at LOS D or better, while Vicksburg Lane operates at LOS E. In the future, the delays significantly increase which results in a lowering of the intersection rating to LOS F. The magnitude of the intersection delays for 2030 with TH 55 as a four lane is very poor compared to the D/E threshold of 60 seconds per vehicle (50 percent to 700 percent more than the threshold depending on the intersection). As a result, TH 55 was tested as a six - lane expressway. This resulted in significantly less delay than the current four -lane expressway; however, operations did not improve enough to get to an acceptable level of service. One of the operational benefits of the Medina Road connection that is not shown in the level of service table is the reduction in queuing and delay problems for northbound Vicksburg Lane at the Vicksburg/TH 55 intersection. There is currently a lack of storage space from for northbound left turns at this intersection and storage will continue to be a problem in the future. The northbound left -turn vehicles spill back and obstruct the northbound through lanes, causing more conflicts and delays. Constructing Medina Road would eliminate 160 of these peak hour lefts from this problem area. Medina Road Transportation Study March 2004 Final Report Page 8 TH 55 FOUR LANES TH 55 SIX LANES 2030 2030 2030 2030 Intersection Existing With Without With Without Medina Road Medina Road Medina Medina Road Road TH 55 and CSAH 101/Peony Lane D (48) F (90) F (81) E (55) E (55) TH 55 and CSAH 24/CSAH 9 D (44) F (128) F (128) E (78) F (98) TH 55 and Vicksburg Lane E (75) F (410) F (437) F (121) F (128) Average delays in seconds per vehicle. Using existing volumes, the results indicate that two of the three intersections operate at LOS D or better, while Vicksburg Lane operates at LOS E. In the future, the delays significantly increase which results in a lowering of the intersection rating to LOS F. The magnitude of the intersection delays for 2030 with TH 55 as a four lane is very poor compared to the D/E threshold of 60 seconds per vehicle (50 percent to 700 percent more than the threshold depending on the intersection). As a result, TH 55 was tested as a six - lane expressway. This resulted in significantly less delay than the current four -lane expressway; however, operations did not improve enough to get to an acceptable level of service. One of the operational benefits of the Medina Road connection that is not shown in the level of service table is the reduction in queuing and delay problems for northbound Vicksburg Lane at the Vicksburg/TH 55 intersection. There is currently a lack of storage space from for northbound left turns at this intersection and storage will continue to be a problem in the future. The northbound left -turn vehicles spill back and obstruct the northbound through lanes, causing more conflicts and delays. Constructing Medina Road would eliminate 160 of these peak hour lefts from this problem area. Medina Road Transportation Study March 2004 Final Report Page 8 V. SAFETY ASSESSMENT Safety was assessed qualitatively based on where the greatest number of crashes occurred and where traffic flow is most unstable. First, crash rates were calculated at key intersections on TH 55 to determine if significant problems existed. Then a qualitative analysis was used to assess whether Medina Road would positively or negatively affect safety based on the locations where high crashes occurred and where traffic flow is unstable. Existing crash rates were calculated for the TH 55 signalized intersections at CSAH 101/Peony Lane, CSAH 9 /CSAH 24 and Vicksburg Lane. The crash rates were calculated using the most recent three-year crash history for TH 55. Existing crash rates for these locations, as well as the average crash rates for similar facilities, are shown in Table 3. Table 3 Crash Rate Summary (2000 TO 2002) Location Existing Crash Rate (') Comparison Crash Rate (Z) Critical Crash Rate (3) TH 55 and CSAH 101/Peony Lane 0.54 0.8 NA TH 55 and CSAH 9/CSAH 24 0.98 0.8 1.0 TH 55 and Vicksburg Lane 0.84 0.8 1.0 1) Crash rates per million entering vehicles at intersections and per million vehicle miles for roadway segments 2) Crash rate for similar state highway facilities 3) A critical crash rate identifies if the calculated rate exceeds the average crash rate by a statistically significant amount. The crash rates at two of the three intersections are above the average crash rates for similar facilities. However, based on a statistical comparison, they are close but do not exceed the critical crash rates. This suggests that the current crash rates are not statistically different from the average rate and therefore these intersections should not be considered to have poor safety records when compared to other high-speed, high-volume intersections. Even though the analysis does not suggest a significant crash problem, based on past experience at other high-volume, high-speed signalized intersections with capacity issues, future crash problems could be an issue. Crash rates are likely to worsen as congestion builds (more conflicts and unstable traffic flow usually results in more crashes). The high-speed, high-volume intersections in this area would be similar to TH 169 near CSAH 81 in Brooklyn Park and/or TH 169 in Bloomington. These areas have significant rear -end crash problems and some right-angle problems associated with motorists running red lights. Medina Road Transportation Study March 2004 Final Report Page 9 Without Medina Road, more east -west traffic would use local streets, with higher number of driveways and pedestrian traffic, and/or it would be forced to use TH 55 which has a high number of crashes and unstable traffic flow. In comparison, the Medina Road connection would be a relatively low-volume collector street with few access points, and would experience a lower crash rate. Emergency Services Fire Station Three would be positively impacted by the Medina Road connection. Travel times from this facility to the east would be reduced by approximately 90 seconds Medina Road connection reduces circuity of travel via TH 55 by 0.67 miles and four signals). In addition, as volumes and congestion increase on TH 55 emergency vehicles would need to contend with traffic queues at all of the intersections during peak hours. VI. ENVIRONMENTAL ISSUES A 1989 study identified potential wetland impacts of 2.2 to 2.5 acres based on a four -lane roadway section. Based on traffic projections and limited access to Medina Road in this segment, it is recommended that the roadway be reduced from four lanes to two lanes plus turn lanes at Vicksburg and Dunkirk lanes. This reduction in the number of lanes would reduce the footprint of the roadway by 20 to 30 percent and result in a similar reduction in wetland impacts. Before an actual project was to proceed, additional studies would need to be completed to define the exact impacts and mitigation plan. VII. KEY FINDINGS 1. Medina Road is currently designated as a major collector in the City's 2000 Comprehensive Plan. This route is intended to serve as a local east -west connection south of TH 55. This segment would primarily connect adjacent residential, retail, and employment centers. 2. The segment of Medina Road between Vicksburg and Dunkirk Lane has not been constructed; however, right-of-way has been preserved for this connection, and it is on the City's MSA system. 3. Volumes on TH 55 will continue to grow due as development occurs to the west. The volumes in the study area currently exceed the capacity of the Vicksburg/TH 55 intersection (LOS E). As volumes and congestion increase on TH 55, more motorists would seek alternative routes to avoid these areas. 4. TH 55 can be expected to be congested in 2030, even if it were improved to a six - lane expressway. This will increase congestion at the TH 55/Vicksburg and CSAH 24/TH 55 intersections, resulting in longer queues and delays for local side - street traffic. The lack of east -west alternatives south of TH 55 will cause traffic to seek alternative routes, thus putting more traffic on local streets (e.g., 18th, 22nd, 25th, and 36th Avenues). Medina Road Transportation Study March 2004 Final Report Page 10 5. There is currently local diversion or cut -through trips using local residential streets between Vicksburg and Dunkirk Lanes. Medina Road would provide a alternative to these local streets. 6. The level of service at the TH 55 intersections would not be significantly impacted by the presence or absence of the Medina Road connection. However, the local traffic movements on Vicksburg would be affected. Establishing a Medina Road connection would reduce northbound queues and spillbacks of northbound left turns into northbound through lanes at the Vicksburg/TH 55 intersection. 7. Travel times from Fire Station Three to the east will increase as volumes on TH 55 grow and TH 55 intersections become more congested. Emergency vehicles would need to contend with these queues during peak hours. The Medina Road connection to Vicksburg Lane is 0.67 miles shorter and would reduce the travel times by approximately 90 seconds over using TH 55. 8. Based on the forecast volumes and limited local street access to the Medina Road connection, the future roadway section could be reduced from a four -lane section to a two-lane section with turn lanes at the major intersections. This change will reduce the roadway footprint by an estimated 20 to 30 percent and would therefore have a similar reduction in wetland impacts. 9. The Medina Road connection between Vicksburg and Dunkirk Lane is on the City's Municipal State Aid (MSA) system. If this segment were removed from the Comprehensive Plan, the City would also need to remove this segment from the MSA system and designate it somewhere else on its system. VIII. RECOMMENDATION Based on the above analysis, it is recommended that the City of Plymouth maintain the Medina Road connection in its Comprehensive Plan. This will provide the city with greater transportation system flexibility, will reduce cut -through traffic on local streets, improve safety, and provide better east -west mobility for local trips as TH 55 becomes more congested. Keeping this connection in the Plan does not necessarily commit the city to building the connection. The decision to construct would depend on future environmental analysis, availability of financial resources, and whether this project is competitive with other priorities within the city. Medina Road Transportation Study March 2004 Final Report Page 11 Medina Road Agenda Number: 3 DATE: March 11, 2004 for the Special City Council Meeting of March 16, 2004 TO: Laurie Ahrens, City Manager FROM: Daniel L. Faulkner, P.E. Director of Public Works SUBJECT: 60% PRELIMINARY DESIGN REPORT (PDR) CENTRAL AND ZACHARY WATER TREATMENT PLANT IMPROVEMENT PROJECT CITY PROJECT NO. 2032 ACTION REQUESTED: Receive the 60% Preliminary Design Report for the Water Treatment Plant Improvement Project and direct our consultant, Short, Elliott, Hendrickson, Inc. (SEH) to proceed toward final design. BACKGROUND: At the October 14, 2003 City Council meeting the 30% Preliminary Design Report was received by the City Council and various options were presented for upgrading and expanding both the Zachary and Central Water Treatment Plants. It was decided that the Zachary Plant would be upgraded and expanded from its current 7.5 million gallons per day (MGD) to a 15 MGD capacity and the 13 MGD Central Plant would be replaced with a new equal capacity plant rather than renovating the existing plant. Several design team meetings have been held since that time, the results of which are now documented in the 60% Preliminary Design Report. The report contains an executive summary along with an attached memo explaining the taste and odor problem analysis that SEH completed last year. The initial concept was to use a citizen taste panel, including some councilmembers, to determine which water samples were more favorable based on varying amounts of chlorine and ammonia added to the samples. The results of various testing done by SEH and through a review of historical consumer complaint data collected by City staff, it was determined that taste testing was not relevant for Plymouth's water. The citizen complaints were not from a chlorine taste or odor concern, but rather from a metallic taste which is attributable to iron and manganese that escapes the treatment process and enters the distribution system. In addition, the complaint about an oily sheen forming on the top of coffee made with Plymouth tap water is attributable to manganese that makes its way into the distribution system. Therefore, the taste problem is apparently not associated with the chlorine and ammonia ratios added to the raw well water at the treatment plant, but rather due to chemical reactions from excess iron and manganese that enters the distribution system. The plants will be designed with a new treatment train process which optimizes the reduction of iron and manganese leaving the water treatment plants and entering the distribution system. In addition, the treatment plant process will 0:AEngineeringAPROJECTS\2000 - 2009A2032\MemosVCC_601AReport.doc SUBJECT: 60% PRELIMINARY DESIGN REPORT (PDR) CENTRAL AND ZACHARY WATER TREATMENT PLANT IMPROVEMENT PROJECT Page 2 establish a system -wide ortho-polyphosphate residual which will aid in keeping the distribution system cleaner, resulting in improved water at the resident's tap. DISCUSSION: A brief overview of the 60% Preliminary Design Report will be provided by our consultant at the study session. While the report contains much technical information, the overview will cover the taste and odor analysis, site layouts for both plants, the 60% opinion of probable costs and anticipated schedule. The schedule has been revised from what was shown in the 30% PDR. Due to additional discussion and review of options for both plants at the 30% stage, there was some delay in the overall design process. Due to this delay and the rather aggressive schedule previously proposed, staff and SEH feel it is more prudent to provide additional time in the construction schedule to enable a greater degree of certainty that the project will be completed on time. In addition, bids should be more reasonable when allowing sufficient time to complete this large and complex project. With the new schedule, the renovated filters at the Zachary Plant will be complete in March 2005, which will increase the capacity from 7.5 MGD to 11 MGD. With this additional supply as well as minor upgrades to the MIP well, we will be able to supply approximately 28 MGD of filtered and chemically treated water next summer. Our previous peak demand occurred in the summer of 2003 at 27.1 MGD this includes approximately 2.5 MGD from Maple Grove. The revised schedule anticipates substantial completion of the new 13 MGD Central Plant by late July 2005, and finally the additional filters that will be added to the Zachary Plant will be substantially complete by February of 2006. The previous schedule as shown in the 30% PDR anticipated completion of all work for both plants in time for the 2005 peak demand. An explanation will also be given of the loading area necessary on the west side of the rehabilitated Zachary Plant. This will require a site plan review and variance due to its proposed location adjacent to the residential area to the west. There is currently good screening in this area , and future deliveries will be quite infrequent (monthly or less) with deliveries being made by small vans at times set by staff. No Site Plan review will be required by the City Council for the Central Plant due to the surrounding area being industrial. RECOMMENDATIONS AND CONCLUSIONS: It is the staff's recommendation that the City Council receive the 60% Preliminary Design Report and provide input and direction to the consultant in proceeding with the preparation of the final design plans. This item will also be included on the Council's agenda for March 23rd to keep the public informed of our progress. Daniel L. Faulkner, P.E. Director of Public Works attachments: 60% Preliminary Design Report Memo 0.\Engineering\PR01ECTS\2000 - 2009\2032 Memos\CC_60'% Repon,doc AAW AWAIS TECHNICAL MEMORANDUM 3535 Vadnais Center Drive, St. Paul, MN 55110-5196 651.490.2000 800.325.2055 651.490.2150 FAX TO: Mayor and City Council Members Daniel L. Faulkner, Director of Public Works FROM: Steve Nelson, Project Manager DATE: December 24, 2003 RE: Plymouth Taste and Odor Issues Central and Zachary Water Treatment Plants Expansion and Upgrade City Project No. 2032 SEH No. A- PLYM00303.00 Introduction This memorandum was prepared to update the staff and Council of developments pertaining to taste and odor in Plymouth's water system. Pilot testing conducted by SEH has led to a new treatment train that will improve conditions in the distribution system; thereby reducing the likelihood of taste and odor problems at the consumer's tap. Chlorine jar testing conducted by SEH and historical consumer complaint data collected by City staff, revealed that taste testing is not relevant for Plymouth's water. Sources of Taste and Odor Problems There are essentially two sources of taste and odor problems in metro area drinking water systems that treat ground water: a. Chlorination — Often times chlorination practices produce taste and odors. These odors are attributable to a certain complex that forms between chlorine and ammonia called di - chloramine. For many communities the amount of this odor causing chloramine will vary based on the ratio of chlorine to ammonia established in the water. Because most Minnesota ground waters have naturally occurring ammonia, chlorine jar testing can be conducted to try and identify the chlorine: ammonia ratio that leads to the lowest di - chloramine levels. In some cases, full scale treatment would require ammonia addition and chlorine addition. At a minimum it is a good idea to be sure that all water entering the distribution system has the same chlorine to ammonia ratio so that blending in the distribution system will not produce a ratio that leads to elevated levels of di -chloramine. This is important to note because the levels of raw water ammonia can be different at each of a City's wells; so chlorine added to the raw water sometimes needs to be correlated with each well's natural ammonia level. b. Distribution System Conditions — After a properly chlorinated taste and odor free water enters the distribution system, the condition within the distribution system will determine if and how the taste and odor changes on its way to the consumer's tap. Iron and Plymouth Taste and Odor Issues December 24, 2003 Page 2 manganese can settle in the distribution system and form a sediment layer that shields taste and odor causing bacteria from the chlorine meant to destroy them. Also, when such sediment is stirred up (i.e., do to a sudden change in water velocity or direction of flow) it can deplete chlorine residuals and cause taste and odor problems. In general, the cleaner the distribution system the better. A facility should work to minimize the iron and manganese entering the distribution system. Polyphosphate feed can also come into play. Polyphosphate (present in ortho polyphosphate, which the City is feeding at the Zachary WTP), removes the build-up of metal oxides from the pipe wall and then forms a thin protective coating on the pipe wall. The polyphosphate also sequesters ("grabs") iron and manganese particulates in the treated water entering the distribution system and prevents them from settling in the distribution system. This leads to cleaner piping and a cleaner distribution system which is less conducive to tastes and odors. Plan for Assessing Taste and Odor Problems A 3 -step plan was developed for assessing how chlorination practices and distribution system conditions could be modified to reduce taste and odor problems at the tap of each Plymouth resident: Step 1. Assess Nature of Water Quality Complaints - assess frequency, timing, and nature of taste and odor issues (chlorine smell, musty taste, seasonality, etc.) Step 2. Chlorine Breakpoint and Speciation Curves - Conduct chlorine jar testing to identify any solutions for chlorine related tastes and odors Step 3. Consider Setting up a Citizen Taste Panel Development of Taste and Odor Solutions Following the above plan, the Plymouth/SEH team has developed viable solutions for Plymouth's taste and odor problems. The development of these solutions is outlined below: Step 1 — Assessed Nature of Water Quality Complaints - Bryan Young worked to collect and map historical water complaint data and spoke with the water plant operators to get further insight. It was determined that chlorine taste and odor complaints were essentially non-existent. Complaints of metallic taste were more prevalent and are attributable to ion and manganese that make it into the distribution system and possibly corrosion which occurs within the distribution system and home plumbing. There has also been a history of concern about an oily sheen that forms on top of coffee made with Plymouth tap water; this is attributable to manganese that makes it into the distribution system. Plymouth Taste and Odor Issues December 24, 2003 Page 3 Associated Taste and Odor Solutions: Reduce Iron and Manganese Entering the Distribution System - Treatment has been optimized through pilot plant testing to further limit the iron and manganese leaving the water treatment plants and entering the distribution system. Additional Strategic/Seasonal Flushing - The City currently has an excellent seasonal uni-directional flushing program that involves flushing twice per year. Flushing of the distribution system can help with taste and odor issues by flushing settled iron and manganese out of the system. City staff will continue to map taste and odor complaints and their seasonality, to identify when and where any additional strategic/seasonal flushing may be helpful. System -wide Ortho -polyphosphate Feed — Ortho -polyphosphate will be fed to all the water entering the distribution system. In the past ortho-poly phosphate was only fed at the Zachary Water Treatment Plant (WTP). Ortho -polyphosphate contains polyphosphates which remove metal oxides (i.e., iron on iron pipes and copper on copper pipes etc.) from the pipe walls and forms a protective film to keep the distribution system cleaner. System -wide ortho-polyphosphate feed will also eliminate problems that can occur when polyphosphate is present in only a portion of the water in a distribution system. Problems can occur in the region of a distribution where both "polyphosphate -containing -water" and "non polyphosphate water" co -exist. The problems occur because the interface between "polyphosphate -containing -water" and "non polyphosphate water" will shift from one location to another as different demands are placed on the water system. This will cause cyclical laying down and removal of iron -oxide coatings. This can actually increase the introduction or metals such as iron and copper into the distribution system at those locations. There have reportedly been copper spikes (blue water occurrences) in that region of the distribution system. Again, system -wide ortho-poly feed should help solve this problem as well. Steps 2— Chlorine Break Point and Speciation Curves — In some waters, chlorine taste and odor issues can be drastically reduced by establishing a specific chlorine to ammonia ratio in water entering the distribution system. SEH conducted jar testing which revealed that the type of chlorine residual (di -chloramine) which contributes to chlorine related taste and odors was not prevalent and could not be reduced by adjusting the chlorine to ammonia ratio of the water. This correlates well with the lack of chlorine related taste and odor complaints in the City. Associated Taste and Odor Solutions: Remove Ammonia Feed from the New Treatment Train - Based on results of the chlorine jar testing the Plymouth/SEH team agreed that ammonia addition will not help address taste and odor issues in Plymouth's system. Thus, ammonia addition is no longer being considered as part of the optimized treatment trains for the water treatment plants. Plymouth Taste and Odor Issues December 24, 2003 Page 4 Step 3 — Consider Setting up a Citizen Taste Panel — The Plymouth/SEH team actually began proactively setting up a Citizen Taste Panel prior to conducting the aforementioned chlorine jar testing and developing the associated chlorine and break point speciation curves. Taste test participants were going to taste samples spiked with chlorine and ammonia at various chlorine to ammonia ratios. Associated Taste and Odor Solutions: Cancel Taste Tests - Based on results of the chlorine jar testing the Plymouth/SEH team agreed that a taste test is not relevant for Plymouth's water and therefore should be canceled. Anticipated Taste and Odor Improvements The new treatment processes being implemented at each water treatment plant will: 1. reduce iron and manganese levels entering the distribution system and; 2. establish a system -wide ortho-polyphosphate residual. These actions will result in a cleaner distribution system. The variation and improvement the residents will see at the tap will be attributable to the cleaner conditions in the distribution system. X:\PT\Plymo\030300\5-dsgn\53-design info\T&0 Memo 12_18_03.doc F I Yc rtir ' i , [ Slt • 4;5, , e 74 r 0/0 DesV Deport Centrad and Zanary Wafer (Treatment Rants Expanso n and Upgrade City of Plymouth Project No. 2032 Plymouth, Minnesota March 9, 2004 r Multidisciplined. Single Source. Trusted solutions for more than 75 years. r 0/0 DesV Deport Centrad and Zanary Wafer (Treatment Rants Expanso n and Upgrade City of Plymouth Project No. 2032 Plymouth, Minnesota March 9, 2004 r Multidisciplined. Single Source. Trusted solutions for more than 75 years. SEH TECHNICAL MEMORANDUM TO: Mayor, City Council Members and Daniel L. Faulkner, Director of Public Works FROM: Steve Nelson, Project Manager Jim Norton, Principal -in -Charge DATE: March 9, 2004 RE: Preliminary Design Report (60%) Central and Zachary Water Treatment Plants Expansion and Upgrade City Project No. 2032 SEH No. A PLYM00303.00 1.0 Introduction This 60% Preliminary Design Report (60% PDR) was prepared to update the City of Plymouth staff and Council of the progress on the City Project No. 2032, which includes construction of a new Central Water Treatment Plant and the expansion and upgrade of the Zachary Water Treatment Plant. Section 1 Attachments include an Executive Summary. 2.0 Format of the Memorandum For each of the Sections of this memorandum, the figures and other attachments referenced are included behind the colored tab designated for that Section; tables are located within the tent. The subsequent Sections of this report, along with first level Subsections (Subs.) and associated Tables, are listed below. Section 3.0 Background of Project 2032 Subs 3.1 Developments since the 30% PDR Table 1-- The New (60% PDR) Design Approach Subs 3.2 Central WTP Design Components and Anticipated Impacts Table 2 — Design Comp. & Antic. Impacts — Central WTP Subs 3.3 Zachary WTP Design Components and Anticipated Impacts Table 3 — Design Comp. & Antic. Impacts — Zachary WTP Section 4.0 Taste and Odor Section 5.0 Back up Power for Drinking Water Production Table 4 — Plan for Providing Water Using Backup Power Section 6.0 WTP Facility Layouts Subs 6.1 Central WTP Layout Subs 6.2 Zachary WTP Layout Section 7.0 WTP Architectural Concepts Subs 7.1 Central WTP Architectural Concepts Subs 7.2 Zachary WTP Architectural Concepts Short Elliott Hendrickson Inc., 3535 Vadnais Center Drive, St. Paul, MN 55110-5196 SEH Is an equal opportunity employer I www.sehinc.com 1 651.490.2000 1 600.325.2055 l 651.490.2150 fax Preliminary Design Report (60%) March 9, 2004 Page 2 Section 8.0 Preliminary Opinion of Probable Costs Table 5 — Preliminary Opinion of Probable Costs Section 9.0 Anticipated Schedule. Table 6 — Anticipated Schedule 3.0 Background of Project 2032 This section summarizes the general background and design information for City Project 2032. Subsection 3.1 summarizes the key decisions and changes made since the development of the 30% Preliminary Design Report (PDR). This information will be important in understanding the differences between the design appioach presented in the 30% PDR and this report (the 60% PDR). Subsections 3.2 and 3.3 discuss the key design components and anticipated impacts for the Central WTP and the Zachary WTP, respectively. 3.1 Developments Since the 30% Preliminary Design Report (PDR) The September 4, 2003 30% PDR discussed the possibility of building an entirely new 13 million gallon per day (MGD) Central Water Treatment Plant (WTP). The 30% PDR also revealed a significant difference in the planning cost of the Water Treatment Plant Expansion project as compared to the cost prepared for the report. To address concerns about the cost and to review options for reducing the cost, the project team developed a number of options for expansion and upgrades at both the Central and Zachary Plants. These options were presented at the October 14, 2003 council meeting (see Council Agenda Report pages in Section 3 attachments). Table 1 summarizes the approach chosen by the City Council at the meeting and is the basis for the 60% design presented in this report: Table 1 60% PDR Approach New Central WTP —13 MGD Renovate Zachary WTP Increase Capacity from 7.5 MGD to 11 MGD) Expand Zachary WTP Bring Capacity from 11 MGD to 15 MGD) Changes to Plan for Zachary WTP Expansion No Clearwell Addition "` No New Backwash Tanks"' Ultimate Population of 78,000 and Max Day per capita demand of 435 gpcd would produce: Ultimate Max Day Demand = 33.9 MGD Ultimate Treatment Needed = 27.1 MGD @ 80%, Filtered Water) New Water Treatment Plant Capacity = 28 MGD capable of 80% treatment for up to 35 MGD of demand) Project Cost = $20.5 million 1) Project Cost prior to omitting clearwell and backwash tanks at the Zachary WTP was $22.9 million. Preliminary Design Report (60%) March 9, 2004 Page 3 The preferred alternate included two cost saving measures not included in the 30% PDR, these included: 1. The need to expand the Zachary WTP clear well was eliminated by adding Variable Frequency Drives (VFDs) to two of the High Service Pumps (HSPs); and 2. The need to add backwash tanks at the Zachary WTP was eliminated by improving the settling in the existing backwash tanks through the implementation of polymer feed Another change made since the 30% PDR is that the new Central WTP is recommended to be built at its ultimate capacity of 13 MGD and will not allow for future expansion. It was decided that any treatment beyond 28 MGD, needed in the future, should be built elsewhere. A prime candidate for future treatment is the Vicksburg Reservoir site. Reasons for planning future treatment (treatment beyond 28 MGD) at the Vicksburg Reservoir site and not at the Central WTP are listed below; 1. HR Green reported that the distribution system near the Central WTP could likely not handle any flow beyond the current 13 MGD; 2. For the projected Max Day demand of 33.9 MGD, 28 MGD of treatment is more than sufficient, see attached Water Supply and Distribution System Plan Figure 9-5. 3. A well or wells may be needed at the Vicksburg Reservoir site to help fill the reservoir. If it is ever determined that additional treatment is needed, coupling a well(s) at the Vicksburg Reservoir with a pressure plant would achieve two objectives (filling the reservoir and providing additional treatment). 3.2 Central VVTP Design Components and Anticipated Impacts City Project No. 2032, will replace the existing Central WTP with an entirely new WTP including all the pressure filter equipment, filter valves, and filter piping associated with the 13 MGD WTP. Table 2 tabulates t<se design components included in the new Central WTP and the anticipated impact. Several of these components were identified as essential to safe, cost-effective water treatment plant operations and the consistent delivery of safe high quality drinking water to the residents of Plymouth. Table 2 Design Components & Anticipated Impacts Central WTP (13 MGD) Design Component Impact Reinstate Aeration prior to filtration Help reduce WTP chlorine use, increase filter run lengths, improve iron removal by filters, reduce iron entering the distribution system, and reduce iron related water quality complaints (color, taste, and odor). Residual pace pressure aeration Residual pacing will help keep the dissolved oxygen DO) levels down in the finished water. Keeping the DO levels down should help control copper corrosion and blue water complaints in the distribution system. Preliminary Design Report (6001) March 9, 2004 page 4 Table 2 Design Components & Anticipated Impacts Central WTP (13 MGD) Design Component Impact Build new 13 MGD WTP (with six new 10' x 50' filters) Can keep existing 13 MGD WTP on line which will make the construction schedule less critical and will likely result in a better bid price for the worlc Abandon existing 13 MGD WTP. Demolition costs are not included in the project costs. Will likely demolish all piping and filter equipment shortly after start-up of the new WTP at an anticipated cost of $50,000. City may decide to renovate the empty building for some other use. Move skate park parking loft and fence off entire skate park These measures are required for security of the area. WTP and safety of the skate park patrons; the measures would not be included. if the skate park could be moved to another site. City staff are considering adding landscaping to the These measures will help further secure the entire entrance of the maintenance facility and Central WTP site and clearly delineate the city's property. campus. This may include a gate at the entrance to the campus and landscaping around a sign already designed and built for the campus entrance. New chemical feed facilities will include: Chemical facilities suitable for a 13 MGD WTP: 3000 Ib tote for KMnO4 automated feed system Reduce exposure to harmful KMnO4 dust Convert to sodium hypochlorite for chlorination Eliminate need for a chlorine scrubber External connections for bulk liquid delivery Simplify chemical delivery Add orthophosphate feed Help mitigate copper corrosion Add polymer feed Quicker settling of backwash solids Construct New Backwash Tanks (and demolish the Better backwash operations; the existing tank is not existing backwash tanks) large enough to accommodate summer (high water demand) operations. Add 350 KW Generator at Well No. 3 and a 300 KW Ability to run WTP and Well 3 (Well 3 = 1800 gpm) Generator at the Central WTP. Add auto -start to the engine driving pump at Well No.4 Ability to send an additional 1800 gpm through WTP City will plan to use 350 KW portable generator at Well No. Ability to send an additional 1800 gpm through 2 WTP Preliminary Design Report (60%) March 9, 2004 Page 5 Table 2 Design Components & Anticipated Impacts Central WTP (13 MGD) Design Component Impact New Controls and Security at WTP Improved WTP performance and provide for remote access to data and controls by operators. New remote terminal units at wells and towers for SCADA Enable wells and towers to communicate with the Supervisory Control and Data Acquisition). SEH will also new WTP controls system and provide compatible be updating the SCADA for all the City's lift stations. All SCADA equipment at the City's lift stations. these components of the SCADA system will be bid at the same time and installed by the same contractor with SCADA will temporarily be run through the Old compatible equipment. It has not yet been determined Central WTP.) whether the lift stations will be bid with the wells and towers under the WTP project (with a separate line item) or if the wells and towers will be pulled out and bid separately from the WTP along with the lift stations. SCADA will be temporarily run through the Old Central Will facilitate phasing in the new SCADA prior to WTP. start up of the new Central WTP. Install new HVAC system that uses the temperature Green" design that greatly reduces energy costs differential between WTP influent water (well water at 55 and the need for dehumidification during summer degrees F) and heat pump water. months. New HVAC system will provide ventilation of backwash Reduce exposure of operators to radioactive radon sumps during backwashing events. gas. 3.3 Zachary 1JUTP Design Components and Anticipated Impacts City Project No. 2032, will expand the Zachary Water Treatment Plant capacity from 7.5 million gallons per day (MGD) to a capacity of 15 MGD, This will be accomplished by improving the capacity of the existing 8 filter cells from 7.5MGD to 11 MGD and then adding 3 new filter cells with a combined filter capacity of 4 MGD. Table 3 tabulates the design components and anticipated impacts of the Zachary WTP improvement and expansion. These additions and modifications were identified as essential to safe, cost-effective water treatment plant operations and the consistent delivery of safe high quality drinldng water to the residents Of Plymouth Preliminary Design Report (60%) March 9, 2004 Page 6 Table 3 Design Components & Anticipated Impacts Zachary WTP (15 MGD) Design Component Impact Add Aeration and a Detention Tank Help reduce WTP chlorine use, increase filter run pressure aeration followed by 10 minutes detention time). lengths, improve iron removal by filters, reduce iron entering the distribution system, and reduce iron related water quality complaints (color, taste, and odor). Residual pace aeration. Residual pacing will help keep the dissolved oxygen DO) levels down in the finished water. Keeping the DO levels down should help control copper corrosion and blue water complaints in the distribution system. Cut out false bottom under drain on each of the 8 existing Increase capacity of 8 existing filter cells from 7.5 filter cells and install a new under drain system using low MGD to 11 MGD. Will also accommodate higher profile (8") filter block. backwash rates to better clean the filters between filter runs. Replace backwash troughs. Accommodate simultaneous AirMater Backwash to better clean filters between filter runs. Install a new backwash pump with a variable frequency Allow operator to control the filter backwash rate. drive and re -pipe the filters so this pump can deliver directly to an operator selected filter under drain. Eliminate the upper portion of the filter effluent control weir Eliminate the drop of filter effluent water over a weir and install modulating valves on the filter effluent lines. and the associated dissolved oxygen (DO) historically introduced by this drop. Keeping the DO levels down should help control copper corrosion and blue water complaints in the distribution system. Replace the backwash pump, add a variable frequency Will allow for Control of Filter Backwash Rate. drive to the new pump, and establish a direct connection to the filter effluent lines. Replace filter media; new filter bed will include 12 inches Greensand should help reduce manganese levels of anthracite over 18 inches of manganese greensand. entering the distribution system; manganese can contribute to oily film on top of coffee and mineral like taste of water. Replace ladders down into the filter cells with stainless More stable (less corroded) ladders for access. steel ladders. Build 3 new filter cells. Add 4 MGD of new filter cell capacity to the WTP. Preliminary Design Report (60%) March 9, 2004 Page 7 Table 3 Design Components & Anticipated Impacts Zachary WTP (15 MGD) Design Component Impact Limit the freefall of water through the influent drop line into Reduce the associated introduction of dissolved each of the 8 existing and 3 new filter cells. oxygen (DO) to water as it is transferred into each of the 11 filter cells. May reduce DO levels entering the distribution system which would help control copper corrosion and blue water complaints in the distribution system. Cut an overflow slot in the side of each of the eight (8) Allow for overflow into the filter cells; this will reduce fitter inlet distribution boxes, as recommended by the filter the risk of backing overflow up into the electrical equipment supplier. conduits that pass through the top of the influent distributor box Build new chemical feed facilities including: Bring capacity of WTP up to 15 MGD and; 3000 Ib tote for KMnO4 automated feed system Reduce exposure to harmful KMnO4 dust Convert to sodium hypochlorite for chlorination Eliminate need for a chlorine scrubber External connections for bulk liquid delivery Simplify chemical delivery Add polymer feed Eliminate need for new backwash tanks Add one back-up 200 HP High Service Pump (HSP). Enable the WTP to deliver nearly 115% of the filter design capacity to the distribution system with the largest HSP out of service (15 MGD * 1.15 -17.25 MGD). Add VFD to 2 HSPs and add an ultrasonic level transmitter Enable controls to deliver the maximum amount of just prior to the pumping chamber. water to the distribution system while maintaining a decent pumping level in the clearwell/pumping- chamber. This eliminates the need to expand the clearwell from 0.5 MG to 2.0 MG. Add 900 KW Generator Ability to run WTP, three 200 HP HSPs and Well 9 New Controls and Security at WTP Improved WTP performance and provide for remote access to data and controls by operators. New remote terminal units at wells and towers for SCADA Enable wells and towers to communicate with the Supervisory Control and Data Acquisition). SEH will also new WTP controls system and provide compatible be updating the SCADA for all the City's lift stations. All SCADA equipment at the City's In stations. these components of the SCADA system will be bid at the same time and installed by the same contractor with compatible equipment. It has not yet been determined whether the lift stations will be bid with the wells and towers under the WTP project (with a separate line item) or if the wells and towers will be pulled out and bid separately from the WTP along with the lift stations. Install new HVAC system that uses the temperature Green" design that greatly reduces energy costs differential between WTP influent water (well water at 55 and the need for dehumidification during summer degrees F) and heat pump water. months. New HVAC system will also be added to control moisture Preserve and prolong the life of windows, piping, on filter room windows and walkways. and other building materials. Will also provide safer working environment for staff. New HVAC system will provide additional filter cell Reduce exposure of operators to radon gas. ventilation during backwashing events. Preliminary Design Report (60%) March 9, 2004 Page 8 Table 3 Design Components & Anticipated Impacts Zachary WTP (15 MGD) Design Component Impact Repair/replace surfaces associated with doors, door Give new look and life span to the existing plant. frames, drinking fountains, etc. that have been etched in chemical feed areas and hallway leading to the HSP area. Repair surfaces and possibly replace nutsfbolts in the lower level backwash pump room. 4.0 Taste and Odor Jar testing and chemical analysis revealed that the chlorine to ammonia ratio does not impact the presence of taste and odor causing complexes in Plymouth's water_ This is discussed in more detail in the Section 4 Attachment (December 24, 2003 letter). The reduction of iron and manganese levels in water entering the distribution system and the consistent application of orthophosphate throughout the system is expected to reduce mineral tastes in the water reaching the resident's taps. 5.0 Back up Power for Drinking Water Production As noted in Table 4, Project 2032 will equip the Central WTP with a 300 KW generator and Well No. 3 with a 350 KW generator. This project will also add auto -start capabilities to Well No. 4. These changes, along with use of the City's portable generator at Well No. 2, will enable the Central WTP to produce and deliver 5,400 gpm (7.776 MGD) of filtered water to the distribution system, using back up power. As noted in Table 4, Project 2032 will equip the Zachary WTP with a 900 KW generator to power Well No. 9, the WTP, and three 200 HP High Service Pumps (HSPs). Under a separate project, Future Wells No. 14 and 15 will be equipped with generators. In addition, by the summer of 2005, the Lancaster Lift Station project will add a generator capable of running the City's "4 -Seasons Well". These changes, along with the use of the City's portable generator to run Well No. 8 and use of the existing generator at the 4 - seasons well, will enable the Zachary WTP to produce and deliver 7,900 gpm (11.376 MGD) of filtered water to the distribution system, using back up power. Note that it is unlikely that both of the city's two (2) back up generators would ever both be used to power wells because one would likely be used for powering a lift station. Table 4 tabulates how the City's wells and High Service Pumps (HSPs) could be powered using back up power the event of a power failure and the flow that could be generated by each well and HSP. Preliminary Design Report (60%) March 9, 2004 Page 9 Table 4 Plan for Providing Water Using Backup Power Available Backup Power Backup HP Water Plow Source Other Provided by to WTP 1 than WTP WTP Distribution Facility Well 1 HSP Generator Generator System Central WTP W2 Portable 350KW 1,800 gpm W3 New 350KW Gen 1,800 gpm W4 Engine Driven 1800 -qpm OHP 5,400 gpm 7.776 MOD Central WTP - Available Filtered Water to Distribution System; 5,400 gpm with the new 300 KW Generator at the WTP. 7.776 MGD) Notes: The Central WTP will not require HSPS to get the water to the distribution system. A 300 KW Generator will be added at the new WTP to run the WTP. A new 350 KW generator will be added at Well No. 3 as noted above. Auto -start capabilities will be added to the Engine Driven motor of Well No. 4. Zachary WTP W8 Portable 350 KW 1,700 gpm W9 125 HP 1,700 gpm 4 seasons well Lancaster Lift 900 gpm Station Gen. future) W14 (future) Well House Gen. 1,800 gpm W15 (future) Well House Gen 1.800 gpm, 125 HP 7,900 gpm 11.376 MGD) HSP 200 HP 3,400 gpm HSP 200 HP 3,400 gpm HSP 200 HP 3,400 gpm 600 HP 10,200 gpm 14.688 MGD Zachary WTP - Available Filtered Water to Distribution System; 7,900 gpm with the new 900 KW Generator at the WTP. 11.376 MGD) Notes: Sizing the generator to power three 200 HP HSPS ensures that even if the 100 HP HSP is out of service the full raw water flow that can be delivered to the WTP (7,900 gpm) can be delivered to the distribution system. A 900 KW generator will be added at the Zachary WTP to run the WTP, and the 725 HP associated with Well 9 and the three 200 HP HSPS. Total —Available Filtered Water to Distribution System 13,300 gpm 19.152 MGD) Notes: The 13,300 gpm (19.152 MGD) total Filtered Flow to the Distribution System listed above, assumes that each of the City's two (2) 350 KW portable generators will be used to power City wells. In an actual power outage, it is likely that one of the generators would be used for a sanitary sewer lift station; so the total flow likely available would be about 1,700 gpm less (11,600 gpm; 16.704 MGD). Preliminary Design Report (60%) March 9, 2004 Page 10 6.0 WTP Facility Layouts The subsections which follow discuss the sheets included in the Section 6 attachments which depict the layout developed for the new Central WTP and for the Zachary WTP improvements and expansion. 6.1 Central VI TP Layout The sheets discussed in the following paragraphs depict the layout developed for the new Central WTP. Sheet 6-5 de icts the overall layout of the new water treatment facility. It shows the overall site includin the existing WTP and backwash tank the new backwash tanks and WTP; the new WTP rooms,• and the new facility access roads and parking lots. 6.1.1 Central Water Treatment Facility (Sheet 6-5): Raw Water Piping - Raw Water Piping will enter the plant in a low valve vault to allow for metering of the raw water prior to aeration. The pressure aerator will also be located in the vault to allow for aeration just prior to the vertical rise of the pipe; which will make aeration more effective. Piping will also allow the filters to be bypassed while still providing chemical feed to establish proper chlorine and fluoride residuals in water leaving the WTP. Filter Room [FR) — The filter room will house six (6) new 10' diameter by 50' long pressure filters. The new filters will be equipped with backwash troughs and controls that allow for simultaneous air/water backwash. The filter beds will consist of 18" of greensand overlaid by 12" of anthracite. During a backwash event radon gas is often released from the backwash water into the filter area due to the turbulent conditions that occur as the water is discharged into the backwash sump of a given filter. To limit operator exposure to the radioactive radon gas, the backwash sumps will be ventilated during filter backwash events; this will require hoods over the backwash sumps. Piping from the backwasla sumps to the backwash tanks will enable operators to route filter backwash water to any of the three (3) backwash tanks (BW -1, BW -2, or BW -3) from any of the six (6) filters. The design documents will also call for a platform/stairs on wheels to facilitate the operator's access to the filter manways and valves. Generator Room GR and the Well House 3 Generator — The Generator Room (GR) will house the 300 KW generator. Well House 3 is located in the fenced/gated area north of the Recycle Area Access (RA -A) and is totally hidden from the public's eye. A 350 KW generator will be added at the Well House location to power Well No. 3. The project costs assume that this generator will be an encased generator placed on a slab behind (north of) Well House No. 3 and that no building will be added to house the generator. Electrical Room (ER) —Houses the Motor Control Centers. Meter Repair „Room , MTR) — Layout of the room and meter repair equipment will be established in conjunction with City staff over the next couple of months. The existing workbench will be replaced but the meter calibration tank and equipment will be relocated for use in the new WTP. Mechanical Room (MRM — Originally planned to place the majority of the HVAC equipment here. The plan now is to only place HVAC equipment for the office facilities here, so this room will also serve as a storage room for the WTP. The rest of the WTP HVAC equipment will be located on a mezzanine above the Meter Repair Room (MTR), Electrical Room (ER), and the Generator Room (GR). Preliminary Design Report (60%) March 9, 2004 Page 11 Abandon Existing WTP -- The existing WTP will be abandoned after final completion of the new Central WTP. 6.1.2 Central WTP - Office Area (Sheet 6-5): Control Room (CTRL) -- Operators will be able to monitor and control the WTP equipment and distribution system towers and wells from this room. Room will include 2 -station desk with 2 chairs, 2 key boards, 2 computer monitors etc.), and either 2 large plasma display screens (or a projector to project a selected screen view on the wall). Will also include a long desk along the entire west wall just below the window elevation. Communications Room CO — Access to this room will be through the Control Room CR). The room will contain the servers and computers for coDtrol of the WTP control and monitoring and control of the distribution system The room will also contain.: 1) the high speed switch for Ethernet to connect to the WTP process logic controllers (PLCs); 2) high speed switch for the Local Area Network (LAN) to connect to the City wide network; 3) rack mounted PCs; 4) Uninterruptible Power Supply (UPS) battery back up; 5) Digital Video Recorder (DVR) and associated computer; and 6) computer for security access panels. Rest Rooms (R) Meeting Room (MTG) — This room will be used for meetings including daily meetings with water and sewer utility staff. In addition to tables and chairs, the room will include a sink, an under -counter refrigerator, cabinets, and a TV/video system Laboratory (LAB) — Operators will conduct WTP testing and lab work here. New equipment will include Hach DR 4000 spectrophotometer to allow testing data to be automatically downloaded to a data base. The room will also include a new refrigerator for storing samples and 3 ice blocks. City staff will work with architects over the next couple of months to layout the laboratory case work, drying racks, sinks, etc. 6.1.3 Central WTP - Chemical Feed Area (Sheet 6-5): Potassium Permanganate Room (KMnO4) — This two level room will accommodate an automated batching system that batch mixes potassium permanganate solution. Batches are made using crystals from a replaceable tote containing 3,000 Ibs of KMnO4 crystals. This tote is delivered to the upper level of the KMn04 room by the chemical supplier who will place the tote in the room using a pallet jack owned by the chemical supplier. The concrete pad in front of the KMn04 room will be heated to prevent the build up of ice. Once the tote is placed inside the room, WTP operators will use an overhead crane to lift the tote and either connect it to the batching system load cells or place it in the spare tote storage location. A 3,000 gallon batching tank is located in the lower level of the room directly beneath the batching system load cells. When the solution level in the batching tank is low, the system will add crystals and water to the batching tank and then mix the solution. Transfer tanks will transfer solution from the batching tank to a day tank from which solution will be pumped to the feed points. Ortho ho hate and Polymer Room ORT — This room will house the bulk tank (1,000 gallon), transfer pump (air diaphragm), day taDk, and feed pumps for orthophosphate (being fed as a corrosion inhibitor). The room will also house a tank/pump for polymer feed (used to help settle the solids out of the backwash water in the backwash tank). Preliminary Design Report (60%) March 9, 2004 Page 12 Fluoride Room (F) — This room will house the bulk tank (2,500 gallon), transfer pump (air diaphragm), and day tankslpumps for fluoride. Chlorine Room (C12) —This room will house two (2) bulk tanks (6,100 gallons each), transfer pumps (air diaphragms), and day tanks/pumps for liquid chlorine. 6.1.4 Central WTP - Backwash Reclaim Tanks (Sheet 6-5): New Backwash Tanks (BW-#) — Three (3) new back wash tanks (BW -1, BW -2 and BW -3) will be buried north of the WTP Filter Room (FR). Only the south end of the tanks closest to the filter room (FR) and adjacent to the Backwash Tank Access (BW -A) will project above the finished grade. The portion above finished grade will allow access to the submersible sludge pumps and will include the backwash tank overflow structure to route overflow down the access road (BW -A) to nearby catch basins. Contractors will have to note the location of the backwash tank during installation of the six 10'X50' (80,000 lb) filters through access panels on the north side of the Water Treatment Plant; and the tanks and heavy equipment must be kept at least 15 feet from the backwash tank. Abandon Existing Backwash Reclaim Tank - The existing Backwash Reclaim Tank will be abandoned after final completion of the new Central WTP. 6.1.5 Central WTP - Facility Access (Sheet 6-5): Recycle Area Access (RA -A) — The existing access area for Plymouth's recycle bins north of the proposed WTP and backwash tanks) will be repaved and expanded to extend about 20 feet further to the south than it currently does. This work is not part of the WTP project and will be bid as a separate line item. The associated work is not included in the opinion of probable costs presented in this report. Backwash Reclaim Tank Access (BW -A) — This road is located between the Backwash Tanks BW -1, BW -2, BW -3) and the Filter Room (FR) and provides access to the portion of the tanks that projects above the finished grade. This road will allow access to the submersible sludge pumps and will also route backwash tank overflow to nearby catch basins in the maintenance facility access road. Meeting Parking (MTG-P) — This parking will accommodate parking for those attending meetings in the WTP meeting room (MTG). Chemical Feed Access (CF -A) and the WTP Fencing/Gates - This access loop is located just east of the WTP loading dock (east of the Chemical Feed Areas; east of the yellow shaded area). This access area and the east end of the WTP will be separated from the skate park and the skate park parking by a fence. Thus, access to and egress from the chemical feed loading dock, via the access loop, will require 2 gates. The access loop will allow chemical delivery trucks to enter the west end of the loop through the west gate, back up to and unload at the loading dock, and then exit the east end of the loop, through the east gate, back onto 23'" Avenue. Liquid chlorine, fluoride, and orthophosphate will be unloaded to their respective tanks via external hose connections at the loading dock Operators should tell all chemical feed vendors to take extreme care when exiting the CF -A through the East Gate. Note that only two (2) trucks every 30 days, or longer., will have to exit the site through the East Gate; one for fluoride delivery and one for chlorine delivery. Skate Park Parkins Lot (SP -P) - This new parking lot will be constructed just east of the Skate Park and the existing skate park parking lot will be removed. The base course of this Preliminary Design Report (60%) March 9, 2004 Page 13 parking lot may have to be constructed as one of the very first steps in the Central WTP construction work so that the existing skate park parking lot can be closed, This parking lot could then be finalized along with the Chemical Feed Access (CF -A) towards the end of the project. The plan is to also expand the skate park parking capacity. All of the parking stalls on the east end of the relocated SP -P are additional stalls. Thus, the stalls on the east end of SP -P are not part of the WTP project. If the City does opt to expand the Skate Park Parking Lot the expansion should be bid as a separate line item (along with RA -A). The associated work is not included in the opinion of probable costs presented in this report. Construction Staging- Areas_— The designated construction staging area will be the fenced/gated area north of the recycle area and south of Well House 3. Another staging area would be in front of (to the west of) the existing WTP. The area behind (east of) the existing WTP will not be allowed as a construction staging area. 6.2 Zachary WTP Layout The sheets discussed in the following paragraphs depict the layout developed for the expansion and improvements to the Zachary WTP. Sheet 6-1 depicts the overall layout of the expanded and improved water treatment facility. It shows the overall site including the existing WTP and clearwell; the new WTP additions; and the _revised facility_ access road and parking. Sheets 6-2, 6-3, and 6-4 dpj ict the upper,main, and lower level floor plans, respectively. The following subsections discuss the associated rooms and components. 62.1 Zachary Water Treatment Facility New/Renovated: Raw Water Piping. Valve Vault (VV), and Detention Tank -(DT) [Sheet 6-11 - Raw Water Piping and a Valve Vault (VV) will be added to allow the raw water to be directed to either: 1) the splitter box (pes current operations); or 2) to the new Detention Tank (DT). Metering will still occur below the existing splitter box, as the water proceeds up and into the splitter box. Water directed to the Detention Tank will enter the tank low at which point a pressure aerator will add dissolved oxygen to the water. The pressure aerator will allow for aeration just prior to the vertical rise of the pipe which will make aeration more effective. The water will then flow under and over a series of 3 baffles and then over a weir and into a pipe that leads to the splitter box. Existing Filter Room R Sheet 6-2 — The existing filter room houses eight (8) 18' by 18' filter cells. As discussed in Table 3, the filter beds, backwash troughs, under drain system, filter effluent valves and filter influent valves will be completely replaced. Thus, all of the critical components of the filter will be replaced. These renovated filter cells should be able to produce 11 MGD of filtered water as opposed to the 7.5 MGD they are currently producing. The new filter beds will consist of 18" of greensand overlaid by 12" of anthracite and are expected to achieve better manganese removal. The addition of a new backwash pump equipped with a variable frequency drive (VFD), along with the modifications to the filter under drain system, backwash troughs, and filter effluent piping will completely change the way the filters are operated and backwashed. The filters will now operate in a constant-rate/constant-level condition. The level of water over the filters will no longer visibly rise throughout the duration of a filter run. The operators will Preliminary Design Report (60%) March 9, 2004 Page 14 be able to monitor differential pressure across the filter bed (the loss of head between the top of the filter bed and the filter effluent line). The operators will be able to initiate filter cell backwashes in the following ways: Ways by which operators can initiate a filter cell backwash: 1. Automatically; once an operator defined differential pressure across the filter bed is reached; 2. Automatically; after an operator defined duration of filter run time; 3. Automatically; at the request of the operator; and 4. A step at a time by the operator calling for specific valves to be opened and closed; just as the operators currently do. This manual method willnot allow for the simultaneous air/water wash because that mode of backwash requires very precise timing of the valve movements. The current filter configuration will not allow enough water flow to meet the minimum backwash rates typically targeted in the industry. Because of this, the filters may not be getting properly cleaned. The new filter configuration will enable the operators to dial in the exact backwash water flow they want to achieve, as long is it does not exceed the maximum levels approved by the equipment manufacturer. This will ensure that the filters can be properly cleaned. The eight (8) existing filter cells are comprised of two (2) center column filters; each having one (1) influent distributor box that routes water over weirs and into four (4) filter cell influent lines. Currently these cell influent lines are oversized and allow the water to "free fall" into each of the cells. This "free falling" traps air and introduces turbulence and air, when it reaches the water level in the filter cell. This in turn, greatly increases the Dissolved Oxygen (DO) levels of the water. The added DO entering the distribution system can contribute to copper corrosion problems. The project team is currently planning to develop a design that might enable the operators to better control the level of Dissolved Oxygen (DO) added by water dropping into the filter cells The operator will be able to sample water from each of the 8 cells at levels just above the under drain blocks, at the mid -depth in the greensand layer, at the bottom of the anthracite layer, and just above the filter bed. Ner Level - Electrical Room (ER) (Sheet 6-21 — House the new Motor Control Centers MCCs) that will serve the new HVAC equipment in the upper Mechanical Room (MR). UDper Level - Mechanical Room (MR) [Sheet 6-21 — The majority of the HVAC equipment will be located in this room Damper Closet (DC) for Filter Cell Exhaust (Sheet 6-21— The reason for the Damper Closets DC) is to help limit the exposure of the operators to radon gas that can be introduced during a backwash event. Radon gas is often released from a filter cell due to the turbulent conditions that occur as the filter cell is being air/water backwashed The increased air exhaust rate made possible by the dampers in the Damper Closets should help remove radon gas from a filter room and thereby limit operator exposure. The WIP will use Filter Cell Exhaust Systems to continually exhaust damp air from the filter rooms. One system will exhaust the 8 filter cells of the Existing Filter Room The other Preliminary Design Report (60%) March 9, 2004 Page 15 system will exhaust the 3 filter cells of the New Filter Room. Each system will pull damp air from an elevation just above the high water level in each filter cell. This will help control the moisture on the filter room walls, windows, and walkways and thereby reduce the required maintenance for windows and slipping hazards on walkways. During normal operation of the filters (when all filter cells in a given falter room are in filter mode), the associated Filter Exhaust System will draw air from all that room's filter cells. During backwashing, certain dampers in a Damper Closet (DC) will be closed to increase the rate of exhaust for the cell being backwashed. The north DC contains four dampers for the Existing Filter Room's system. During a backwash eyent an existing filter cell's rate of air exhaust will be approximately 4 -times as great as it is during normal operation. The south DC contains three dampers for the New Filter Room's system. During a backwash event a new filter cell's rate of air exhaust will be approximately 3 -times as great as it is during normal operation. New Filter Room (FR) [Sheet 6-21 — The new Filter Room will house three (3) 18' by 18' filter cells. The filter beds, media, backwash troughs, under drain system, filter effluent valves, and filter cell influent valves will be designed so the filters operate the same as the 8 renovated filter cells; for details see the text above. Operation, sampling, and control of the new filter cells will be the same as for the 8 renovated filter cells. These new filter cells should be able to produce a combined filtered water flow of 4.0 MGD. Water will flow into the three (3) filter cells through three (3) V -notch weir boxes that each route water down through a separate filter cell influent line. The project team will plan to develop a design that might enable the operators to better control the level of Dissolved Oxygen (DO) added by water dropping into the filter cells. Generator Room GRA [Sheet 6-31— Houses the 900 KW generator. Main Level - Mechanical Room MR Sheet 6-3 — Some of the existing mechanical equipment will remain in this room. The existing 2,000 AMP electrical service is in this room. This will not be replaced because Xcel records how that the service has only been 25 % utilized in the past and it is expected that the expanded plant will not bring the utilization above 60%. Leaving the existing service in place will save the City about $50,000. Electrical/MCC Room (MCC) [Sheet 6-31 — Houses the existing Motor Control Centers MCCs). This project will add sections to the MCC for the new 200 HP High Service Pump and its Variable Frequency Drives (VFD), the new VFD for one of the existing HSPs, and the new backwash pump and its VFD. The automatic switch over for the generator will also be placed in this room- High Service Pump Room (HSP) [Sheet 6-31— Will add one new 200 HP High Service Pump equipped with a Variable Frequency Drives (VFD), equip one of the existing HSPS with a VFD, and add the new backwash pump equipped with a VFD. Repair (sand blast and two coat epoxy coating system) of painted pipe and pump surfaces is planned. Main Level - Splitter Room (SR) [Sheet 6-31— This is the "lower level" of the splitter room and contains the piping that convey water up into, and then down out of, the splitter box. The existing flow meter in this room will be replaced. It is anticipated that the new WT? Preliminary Design Report (60%) March 9, 2004 Page 16 operations will attempt to minimize the chlorine addition made at this location (i.e., to the pre -filter water entering the splitter box). Blower Room (BR) (Sheet 6-31— An oil -less compressor will be added to this room to serve the pressure aerator. Lower Level - Backwash Waste/Recycle Room (BWWR) and Backwash -Tanks (BW1, BW2, BW3) (Sheet 64]_— With regards to the Backwash Waste/Recycle Room (BWWR), the plan is to repair (sand blast and apply a two coat epoxy coating system) the painted pipe and pump surfaces. Any corroded nuts and bolts on the flanged piping will be replaced. The rubber expansion joints, that have become brittle, will also be replaced The Minnesota Department of Health allows settled backwash water to be recycled to the head of the WTP at a maximum rate of 10% of the raw water flow that the WTP is treating. To maximize the rate of recycle, Variable Frequency Drives (VFDs) will be added to the recycle pumps; this will enable the WTP operators to pace the recycle rate based on the raw water flow coming into the WTP. This may require replacement of the recycle pump motors. No changes will be made to the backwash tanks or backwash sludge waste pumps. Filter Gallery (FG) (Sheet 41 - The primary difference between the renovated and new filter cells is that the new filter cells will have a Filter Gallery (FG) as opposed to a center column The Filter Gallery will be located in the lower level and will allow for easier operator access to the backwash waste valves. 6.2.2 Zachary WTP - Office Area [Sheet 6-2]: Rest Rooms (R) and Janitor's Closet -The restrooms will be updated to meet the Americans with Disabilities Act (ADA) requirements. The unisex bathroom will also allow access to a janitor's closet with a mop sink- Control ink Control Room (CR) — Operators will be able to monitor and control the WTP equipment and distribution system towers and wells from this room. The room will include a 2 -station desk with 2 chairs, 2 key boards, 2 computer monitors, etc.). This desk will face either: 1) two large plasma display screens on the north wall; or 2) a projector to project a selected screen view on the north wall. The existing Aquatroll panel will be removed. A new control panel will be mounted along the north wall just east of the plasma screens (or projection wall). The new control panel will hold Programmable Logic Controllers (PLCs) for backwash and chemical feed as will as input output modules for the backwash tanks. Laboratory (LAB) — Operators will conduct WTP testing and lab work here. New equipment will include a Hach DR 4000 spectrophotometer to allow testing data to be automatically downloaded to a data base, a new refrigerator for storing samples, and refrigerator for operator use (lunches etc). City staff will work with architects over the next couple of months to layout the laboratory case work, drying racks, etc. Communications Room (CON) — The room will contain the servers and computers for control of the WTP and monitoring and control of the distribution system. The room will also contain: 1) the high speed switch for Ethernet to connect to the WTP process logic controllers PLCs); 2) high speed switch for the Local Area Network (LAN) to connect to the City wide network; 3) rack mounted PCs; 4) Uninterruptible Power Supply (UPS) battery back up; 5) Digital Video Recorder (DVR) and associated computer; and 6) computer for security access panels. Preliminary Design Report (60%) March 9, 2004 Page 17 6.2.3 Zachary WTP - Chemical Feed Areas [Sheet 6-3]: Fluoride Room (F) — This room will house two (2) bulk tanks (1,000 gallon each), transfer pump (air diaphragm), and day tanks/pumps for fluoride. Chlorine Room (C12) — This room will house two (2) bulk tanks (4,000 gallons each), transfer pumps (air diaphragms), and day tanks/pumps for liquid chlorine. Orthophosphate Room (ORT) and Polymer Room (POLY) — The Orthophosphate room will house the bulk tank (1,000 gallon), transfer pump (air diaphragm), day tank and feed pumps for orthophosphate (being fed as a corrosion inhibitor). The Polymer room will house tanks/pumps for polymer feed (used to help settle solids in backwash water). Potassium Permanganate Room (KMn04) — This two level room will accommodate an automated batching system that batch mixes potassium permanganate solution- Batches are made using crystals from a replaceable tote containing 3,000 lbs of KMn04 crystals. This tote is delivered to the upper level of the KMn04 room by the chemical supplier who will place the tote in the room using a pallet jack owned by the chemical supplier. The concrete pad in front of the KMn04 room will be heated to prevent the build up of ice. Once the pallet is placed inside the room, WTP operators will use an overhead crane to lift the tote and connect it to the batcbing system load cells. A 3,000 gallon batching tank is located in the lower level of the room directly beneath the batching system load cells. When the solution level in the batcbing tank is low the system will add crystals and water to the batching tank and mix the solution. Transfer tanks will transfer solution from the batching tank to a day tank from which solution will be pumped to the feed points. 6.2.4 Zachary HTTP - Facility Access [Sheet 6-2]: KMn04 Delivery Route_- The west portion of the access loop will be widened to accommodate delivery of the potassium permanganate (KMn04) totes to the KMn04 Room. Landscaping west of the KMn04 room will be maintained and designed to screen the delivery of the KMn04 totes. The totes will be delivered every 40 days, or longer, and the delivery times and days can be scheduled to limit any disturbance to the WTP neighbors. General &p&/Replacement of the Paved Areas - Portions of the pavement on the site are in very poor condition. The conditions will be further assessed in the months to come and the WTP paving will be repaired and replaced as appropriate. This work is NOT included in the current opinion of probable cost for this project. 7.0 WTP Architectural Concepts Primary architectural objectives for each of the WTP facilities are listed in the subsections which follow. The S ection 7 attachments at the end of this memorandum include the architectural elevations as indicated below: Sheet 7-1 Zachary WTP Elevations (1 of 2) Sheet 7-2 Zachary WTP Elevations (2 of 2) Sheet 7-3 Central WTP Elevations The WTPs will incorporate security devices that will control access to certain WTP rooms. The exact type of device (card readers, proximity readers, or fingerprint readers) is yet to be determined but would include access readers (operator interface panel) near the "entrance" side of each doorway through which Preliminary Design Report (60%) March 9, 2004 Page 18 access is to be controlled. Section 7 attachments include the following sheets displaying the locations of access readers and the direction of access they will control. Sheet 7-4 Zachary WTP Access Reader Locations/Directions (Upper Level) Sheet 7-5 Zachary WTP Access Reader Locations/Directions (Main Level) Sheet 7-6 Central WTP Access Reader Locations/Directions 7.1 Central VVTTP Architectural Concepts Incorporate pre -cast and Kalwall at the WTP to compliment the pre -cast and Kalwall of the maintenance garage across the street. The entrance for the office portion of the New WTP will be virtually straight across from the entrance to the office portion of the maintenance facility. The Water Treatment and Office portions of the Treatment Facility will be designed to compliment the Operations and Office portions of the maintenance facilities across the street. 7.2 Zachary WTP Architectural Concepts Match" the Expanded Water Treatment Plant brick and windows as closely as possible to the existing. The word "match" should be interpreted as conceptual only. It will be difficult to obtain a perfect match due to weathering of the existing materials etc. The concept will be to ensure that the expanded facility complements and fits in as part of the existing campus, and in relation to the nearby neighborhood. Offsets of the expansions from the existing building will be used strategically to help mask color differences due to weathering of the brick. The existing aging metal panels (currently deep red) will all be replaced as part of this project. One of the reasons is that the existing panels have likely faded; when the expansion is complete all of the panels should match exactly and should be the same age, so they fade at the same rate. Because all of the metal panels are being r laced the City should determine whether or not to go with a more subtle color for the panels. The additions and renovations planned for the Zachary Water Treatment Plant, from an architectural standpoint, strive to be a good "neighbor" in the following ways. The design respects the existing roof edge height and recreates the existing window pattern within the new addition. The design also screens all roof top mechanical equipment. The functional requirements of the additions translate into distinctive masses. This, along with depth created via overhangs, canopies, roof slopes, and material treatments will help to keep the overall perception of the project small and neighborly. Preliminary Design Report (50%) March 9, 2004 Page 19 8.0 Preliminary Opinion of Probable Costs The preliminary opinion of probable costs is summarized in the Table 5. Table 5 Preliminary Opinion of Probable Costs Project 2032 -- 60% PDR) Central Water Treatment Plant Cost 0) Civil 300,000 Maintenance Facility Landscaping and Fence 125,000 Structural 1,860,000 Architectural 860,000 Process 4,430,000 Mechanical 855,000 Electrical 1,225,000 Subtotal — Central Water Treatment Plant 9,655,000 Zachary Water Treatment Plant Civi9 335,000 Landscape 15,000 Structural 1,145,000 Architectural 1,335,000 Process 3,165,000 Mechanical 1,035,000 Electrical 1,260,000 Repainting 80,000 Subtotal - Zachary Water Treatment Plant 8,370,000 Subtotal — both WTPs 18,025,000 Engineering Limit 2,355,000 Maximum Expected Project Costs 20,380,000 Costs include a 5% construction contingency. Process costs have been increased by about $500,000, since the 30% PDR, to account for recent and anticipated steel industry price increases. Preliminary Desigr Report (60%) March 9, 2004 Page 20 9.0 Anticipated Schedule The updated schedule for this project is included in the attachments for Section 9. The submittal dates for the 3 Preliminary Design Reports (PDRs) are shown as stars on the attached schedule. Submitting these PDRs, and achieving the associated objectives by these dates will be critical for keeping this project on schedule. As discussed in Section 3, the project approach was redefined following the submittal of the 30% PDR. This period of review and project redefinition took 2 months. Due to this additional design time, the project complexity and project budget concerns; a less aggressive schedule was deemed more prudent. Only the renovated filters at the Zachary WTP and the existing filters at the Central WTP will be ready for the peak 2005 demand period However, during the peak 2005 demand period the City will be able to deliver 28 MGD of filtered aad chemically treated water by pushing the available filters and using the MIP well (Well No. 1). The water available for each summer will be as indicated below: Summer 2004: 20.5 MGD of filtered water at current design flows Summer 2005: 28.2 MGD of filtered and chemically treated water 24.0 MGD of filtered water at WTP design flows) 1.95 MGD [15% peaking] from existing Central filters) 1.1 MGD [10% peaking] from renovated Zachary filters) 1.15 MGD of chemically treated water from MIP Well) Summer 2006: 28.0 MGD of filtered water at new WTP design flows The schedule will call for the .renovated filters at Zachary to be up and running and for the chemical feed equipment at the Zachary WTP to accommodate the 11MGD flow (plus 10% peaking capacity) by mid March of 2005. Thus, the 2005 WTP design flows (13 MGD from Central and 11 MGD from Zachary) will provide 24 MGD of filtered water flow for the summer of 2005. The additional treatment capacity for the summer of 2005 will be achieved by the peaking capacity of the filters and chemically treated water that the MIP well can deliver to the distribution system. The Central WTP has been able to temporarily for a few days at a time) deliver a peak filtered water flow 15 percent (1.95 MGD) over the WTP's design capacity of 13 MGD. The renovated Zachary filters should be able to deliver an added ten percent 1.1 MGD) above their renovated design capacity of I I MGD, The MIP well (Plymouth Well No. 1) has historically delivered 800 gpm (1.15 MGD) to the distribution system The existing chemical feed equipment at Zachary will be removed and the associated rooms renovated beginning in October 2005, when the peak season for water use has passed This will ensure adequate capacity through the fall of 2005 and a filtered capacity of 28 MGD by the summer of 2006. The three submittals (along with the past and anticipated PDR submittal dates) and the associated objectives are listed below. 30% PDR (8/31/03) — Receive City approval of planned treatment processes and building/site layout. This will allow SEH to begin developing the process and instrumentation drawings, selecting specific equipment, completing detailed process drawings and sections, and start on some of the process specifications and equipment lists. Any subsequent changes to the process approved by the City will necessitate additional engineering effort and budget. Preliminary Design Report (60%) March 9, 2004 Page 21 60% PDR (2/26/04) — Receive City approval of detailed layout of the rooms within the facility, equipment within the facility, and architectural elevations and views. This will allow SEH to begin, detailed design. Structural/Architectural, then mechanical, then electrical detailed design and specification writing will follow. Any subsequent changes to the layout and equipment approved by the City will necessitate additional engineering effort and budget. 90% PDR 5/5/04 — Receive City input for final fine tuning modifications to the drawings and specifications prior to advertising for bids. Some of the electrical specifications will be developed after this submittal and prior to the final set of plans and specs are sent out to bidders. Table 6 lays out some key dates for the anticipated schedule. Table 6 Anticipated Schedule Event DatelTime Location 1 or Comment) 60% Objective Met 3/16/04 Advertisement sent to publishers 4/8/04 (by 11:00 AM Council Approve Purchase of Greensand 4/13104 Advertise for Bids in Construction Bulletin CB 4/16, 4123, 4130104 3 Fdda s Advertise for Bids in the Plymouth Sun Sailor 4/15104 1 Thursday) 90% PDR 5/5/04 Pre -qualification Meeting 5/12104 at 10:00 AM Pre -qualification Questionnaires Due 5/26/04 at 5:00 PM 100%' Set of Dw s/S ecs for SEH QC 6/1/04 Send Drawings w/Final Pre -qualification List 6116104 Mandatory Pre-bid 6/30104 at 10:00 AM publish sign in sheet with Addendum Bids Received 7/14/04 at 2:00 PM SEH Recommendation of Award 7/20/04 Award 7/27/04 (at council meeting) Start Construction 8/16/04 Z -Start-up Renovated'Filters 11 MGD 3106/05 ($1,500/day liquidated damages) Z -Filter Renovation Warranty Expiration 3/06/06 C -Substantial Completion 13 MGD 7124/05 ($500/day liquidated damages) C -Final Completion 9/16/05 ($300/day liquidated damages) C- Warranty Ex iration 7/24/06 Z -Substantial Completion 15 MGD 2103/06 ($500/day liquidated damages) Z -Final Completion 3/17/06 ($300/day liquidated damages) Z -Warrant Ex iraticn 2/03107 Z — Zachary WTP C — Central WTP X:1P IymoW030014-rprffechMemo030WLCauncil.doc Section 1 Attachments EXECUTIIVE SUMMARY Attachments SEH TECHNICAL MEMORANDUM TO: Mayor, City Council Members and Daniel L. Faulkner, Director of Public Works FROM: Steve Nelson, Project Manager Jim Norton, Principal -in -Charge DATE: March 9, 2004 RE: EXECUTIVE SUMMARY for the Preliminary Design Report (60%) Central and Zachary Water Treatment Plants Expansion and Upgrade City Project No. 2032 SEH No. A- PLYMO0303.00 1.0 Introduction This Executive Summary for the 60% Prelimilaary Design Report (60% PDR) was prepared as an abbreviated update of the progress on City Project No. 2032, which includes construction of a new Central Water Treatment Pant and the expansion and upgrade of the Zachary Water Treatment Pant. 2.0 Developments Since the 30% Preliminary Design Report (PDR) The September 4, 2003 30% PDR discussed the possibility of building an entirely new 13 million gallon per day (MGD) Central Water Treatment Plant (WTP). The 30% PDR also revealed a significant difference in the planning cost of the Water Treatment Plant Expansion project as compared to the cost prepared for the report. To address concerns about the cost and to review options for reducing the cost, the project team developed a number of options for expansion and upgrades at both the Central and Zachary Plants. These options were presented at the October 14, 2003 council meeting (see Council Agenda Report pages in the 60% PDR Section 3 attachments). The following summarizes the approach chosen by the City Council at the meeting and is the basis for the 60% design presented in this report: New Central WTP —13 MGD Renovate Zachary WTP Increase Capacity from 7.5 MGD to 11 MGD) Expand Zachary WTP Bring Capacity from 11 MGD to 15 MGD) Changes to Plans for Zachary WTP Expansion reduced overall project cost from $22.9 to $20.5 million) No Clear -well Addition No New Backwash Tanks Ultimate Max Day Demand = 33.9 MGD Ultimate Population of 78,000 and Max Day per capita demand of 435 gpcd) Ultimate Treatment Needed = 27.1 MGD for 80% Filtered Water) New WTP Capacity = 28 MGD capable of 80% treatment for up to 35 MGD of demand) Short Elliott Hendrickson Inc., 3535 Vadnais Center Drive, St, Paul, MN 55110-5196 SEH is an equal opportunity employer I www.sehino.com 1 651.490.2000 1 600.325.2055 1 651.490.2150 fax EXECUTIVE SUMIv1A.RY - Preliminary Design Report (60%) March 9, 2004 Page 2 Another change made since the 30% PDR is that the new Cenral WTP is recommended to be built at its ultimate capacity of 13 MGD and will not allow for future expansion. It was decided that any treatment beyond 28 MGD, needed in the future, should be built elsewhere. A prime candidate for future treatment is the Vicksburg Reservoir site. Coupling a well(s) at the Vicksburg Reservoir with a pressure plant would achieve two objectives (filling the reservoir and providing additional treatment). 3.0 Central Vi1TP Design Components City Project No. 2032, will replace the existing Central WTP with an entirely new WTP including all the pressure filter equipment, filter valves, and filter piping associated with the 13 MGD WTP. The design of the plant incorporates components identified as essential to safe, cost-effective water treatment plant operations and the consistent delivery of safe high quality drinking water to the residents of Plymouth; some of which are listed below: Reinstate aeration prior to filtration, to reduce iron related water quality complaints (color, taste, and odor). Add residual pace pressure aeration, which should help control copper corrosion and blue water complaints in the distribution system. Build new 13 MGD WTP (with six new 10' x 50' filters). Abandon existing 13 MGD WTP. Move skate park parking lot and fence off the entire skate park Add landscaping to the entrance of the maintenance facility and the Central WTP campus. Add new chemical feed facilities that will improve operations. Construct New Backwash Tanks (and demolish the existing backwash tanks) so that settled b ackwash water can be recycled year round. Install and program controls that will improve WTP performance and provide for remote access to data and controls by operators. Install control equipment at wells and towers that will communicate with the new WTP controls system. Add a new HVAC system with a heat pump ("green design") that will improve operations. Exhaust air from within filter backwash sumps during backwashing, to reduce exposure of operators to radon gas. Add a new 300 KW generator to run the WTP, a new 350 KW generator to run Well 3, and auto -start capabilities to the engine driven Well 4. 4.0 Zachary WTP Design Components City Project No. 2032, will expand the Zachary Water Treatment Plant capacity from 7.5 million gallons per day (MGD) to a capacity of 15 MGD. This will be accomplished by improving the capacity of the existing S filter cells from 7.5MGD to 11 MGD and then adding 3 new filter cells with a combined filter capacity of 4 MGD. The design of the plant incorporates components identified as essential to safe, cost-effective water treatment plant operations and the consistent delivery of safe high quality drinking water to the residents of Plymouth; some of which are listed below: Add aeration and a detention tank prior to filtration, to reduce iron related water quality complaints (color, taste, and odor). EXECUTIVE SUMMARY - Preliminary Design Report (60%) March 9, 2004 Page 3 Add residual pace pressure aeration, which should help control copper corrosion and blue water complaints in the distribution system. Replace all of the critical components of the 8 existing 18' by 18' filter cells. Use 18" of greensand overlaid by 12" of anthracite in the filter beds, to achieve better manganese removal. New filter configuration, new under drain, and new backwash pump will allow filters to be better cleaned between each filter run. Add 3 new 18' by 18' filter cells with a combined capacity of 4 MGD. Add new chemical feed facilities that will improve operations. Add one backup 200 HP High Service Pump (HSP) to establish a firm HSP capacity that is 115% of the Ater design capacity. Add Variable Frequency Drive (VFD) to 2 HSPs and add an ultrasonic level transmitter just prior to the pumping chamber; this will eliminate the need to expand the clearwell from 0.5 MG to 2.0 MG. Install new controls that will improve WTP performance and provide for remote access to data and controls by operators. Install control equipment at wells and towers that will communicate with the new WTP controls system. Add a new HVAC system with heat pump ("green design") that will improve operations. Install exhaust system to control moisture in the building. Exhaust air from filter cells during backwashing, to reduce exposure of operators to radon gas. Repair/replace interior surfaces as necessary to give new look and life span to the existing plant Add a new 900 KW generator to run Zachary WTP, three 200 HP HSPs and Well 9. 5.0 Taste and Odor Jar testing and chemical analysis revealed that the chlorine to ammonia ratio does not impact the presence of taste and odor causing complexes in Plymouth's water. Seethe attached December 24, 2003 letter. The reduction of iron and manganese levels in water entering the distribution system and the consistent application of orthophosphate throughout the system is expected to reduce mineral tastes in the water reaching the resident's taps. 6.0 Central WTP Facility Layout Sheet 6-5 (in the 60% PDR attachments) depicts the overall layout of the new water treatment facility. It shows the overall site including the existing WTP and backwash tank, the new backwash tanks and WTP; the new WTP rooms; and the new facility access roads and parking lots. The additional paving work required to: 1) repave the recycle area; and 2) provide additional skate park parking, is not included in the 60% PDR opinion of probable costs. EXECUTIVE SUMMARY - Preliminary Design Report (60%) March 9, 2004 Page 4 7.0 Zachary WTP Layout Sheet 6-1 (in the 60% PDR attachments) depicts tlae overall layout of the expanded and improved water treatment facility. It shows the overall site including the existing WTP and clearwell; the new WTP additions; and the revised facility access road and parking. Additional paving work to improve the condition of the existing paved areas at the Zachary WTP, will be assessed in the weeks to come. The associated paving' costs axe not included in the 60% PDR opinion of probable costs. The said costs are expected to be $35,000 or less. Sheets 6-2, 6-3, and 6-4 (in the 60% PDR attachments) depict the upper, main, and lower level floor plans, respectively. 8.0 WTP Architectural Concepts The Section 7 attachments for the 60% PDR include the architectural elevations as indicated below: Sheet 7-1 Zachary WTP Elevations (1 of 2) Sheet 7-2 Zachary WTP Elevations (2 of 2) Sheet 7-3 Central WTP Elevations 9.0 Preliminary Opinion of Probable Costs The preliminary opinion of probable project costs is $20,380,000 (down only slightly from the $20.5 million estimate presented at the October 14, 2003 council meeting). The costs have been increased by about $500,000, since the 30% PDR, to account for recent and anticipated steel industry price increases. 10.0 Anticipated Schedule The updated schedule for this project is included in the attachments for Section 9 of the 60% PDR. As discussed in Section 2, the project approach was redefined following the submittal of the 30% PDR. This period of review and project redefinition took 2 months. Due to this additional design time, the project complexity and project budget concern; a less aggressive schedule was deemed more prudent. Only the renovated filters at the Zachary WTP (11 MGD) and the existing filters at the Central WTP (13 MGD) will be ready for the peak 2005 demand period. However, during the peak 2005 demand period the City will be able to deliver 28 MGD of filtered and chemically treated water by pushing the available filters and using the MIP well (Well No. 1). The water available for each summer will be as indicated below: Summer 2004: 20.5 MGD of filtered water at current WTP design flows Summer 2005: 28.2 MGD of filtered and chemically treated water 24.0 MGD of filtered water at WTP design flows) 1.95 MGD [15% peaking] from existing Central filters) 1.1 MGD [10% peaking] from renovated Zachary filters) 1.15 MGD of chemically treated water from MIP Well) Summer 2006: 28.0 MGD of filtered water at new WTP design flows The following table lays out the key dates anticipated EXECUTIVE SUMMARY - Preliminary Design Report (60%) March 9, 2004 Page 5 Anticipated Schedule Event Datei7ime Location / or Comment) 60% Objective Met 3/16/04 Advertisement sent to publishers 4/8/04 (by 11:00 AM Council Approve Purchase of Greensand 4/13104 Advertise for Bids in Construction Bulletin CB 4/16, 4/23, 4130104 3 Fridays) Advertise for Bids in the PI mouth Sun Sailor 4/15/04 1 Thursday) 90% PDR 5/5/04 Pre -qualification Meeting 5112/04 at 10:00 AM Pre -qualification Questionnaires Due 5126104 at 5:00 PM 100%" Set of Dw s/S ecs for SEH QC 611/04 Send Drawings w/Final Pre -qualification List 6116104 Mandatory Pre-bid 6/30/04 at 10:00 AM publish sign in sheet with Addendum Bids Received 7114/04 at 2:00 PM SEH Recommendation of Award 7120104 Award 7127104 at council meeting) Start Construction 8/16104 Z -Start -ug Renovated Filters 11 MGD 3/06/05 '1 .500/day liquidated damages) Z -Filter Renovation Warranty Expiration 3/06//06 C -Substantial Completion 13 MGD 7/24/05 $500/da liquidated damages) C -Final Completion 9116/05 ($300/day liquidated damages) C- Warranty Expiration 7/24106 Z -Substantial Completion 15 MGD 2103/06 ($5001day liquidated damages) Z -Final Completion 3/17/06 $3 O/day liquidated damages) Z -Warranty Expiration 2/03/07 Z -- Zachary WTP C — Central WTP X 1PT\P1ymo103030014-rfutlTediMemo030904_Ex=Sum=yZ.doc 5 TECHNICAL MEMORANDUM 3535 Vadnais Center Drive, St. Paul, MN 55110.5196 651.480.2000 800.325.2055 651.490.2150 FAX 2 7L S f\! TO: Mayor and City Council Members i, way; A - Daniel L. Faulkner, Director of Public WorksJAN' 9 20 x FROM: Steve Nelson, Project Manager DATE: - December 24, 2003 O. L Z oh, RE: Plymouth Taste and Odor Issues Central and Zachary Water Treatment Plants Expansion and Upgrade City Project No. 2032 SEH No. A- PLYM00303.00 Introduction This memorandum was prepared to update the staff and Council of developments pertaining to taste and odor in Plymouth's .water system. Pilot testing conducted by SEH has led to a new treatment train that will improve conditions in the distribution system; thereby reducing the likelihood of taste and odor problems at the consumer's -tap. 'Chlorine. jar testing conducted by SEH and historical consumer complaint data collected by City staff, revealed that taste testing is not relevant for Plymouth's water. Sources of Taste and Odor Problems There are essentially two sources of taste and odor problems in metro area drinking water systems that treat ground water: a. Chlorination - Often times chlorination practices produce taste and odors. These odors are attributable to a certain complex that forms between chlorine and ammonia called di - chloramine. For many communities the amount of this odor causing chloramine will vary based on the ratio of chlorine to ammonia established in the water. Because most Minnesota ground waters have naturally occurring ammonia, chlorine jar testing can be conducted to try and identify the chlorine: ammonia ratio that leads to the lowest di - chloramine levels. In some cases, full scale treatment would require ammonia addition and chlorine addition. At a minimum it is a good idea to be sure that all.water entering the distribution system has the same chlorine to ammonia ratio so that blending in the distribution system will not produce a ratio that leads to elevated levels of di -chloramine. This is important to note because the levels of raw water ammonia can be different at each of a City's wells; so chlorine added to the raw water sometimes needs to be correlated with each well's natural ammonia level. b. Distribution System Conditions - After a properly chlorinated taste and odor free water enters the distribution system, the condition within, the distribution system will determine if and how the taste and odor changes on its way to the consumer's tap. Iron and Plymouth Taste and Odor Issues December 24, 2443 Page 2 manganese can settle in the distribution system and form a sediment layer that shields taste and odor causing bacteria from the chlorine meant to destroy them. Also, when such sediment is stirred up (i.e., do to a sudden change in water velocity or direction of flow) it can deplete chlorine residuals and cause taste and odor problems. In general, the cleaner- the distribution system the better. A facility should work to minimize the iron and manganese entering the distribution system. Polyphosphate feed can also come into play. Polyphosphate (present in ortho polyphosphate, which the City is feeding at the Zachary W TP), removes the build-up of metal oxides from the pipe wall and then forms a thin -protective coating on the pipe wall. The polyphosphate also sequesters ("grabs") iron and manganese particulates in the treated water entering the distribution system and prevents them from settling in the . distribution system. This leads to cleaner piping and, a cleaner distribution system which is less conducive to tastes and odors. Plan for Assessing Taste and Odor Problems A 3 -step plan was developed for assessing how chlorination practices and distribution system conditions could be modified to reduce taste and odor problems at the tap of each Plymouth resident: Step 1. Assess Nature of Water Quality Complaints - assess frequency, timing, and nature of taste and odor issues (chlorine smell, musty taste, seasonality, etc.) Step 2. Chlorine Breakpoint and Speciation Curves - Conduct chlorine jar testing to identify any solutions for chlorine related tastes and odors Step 3. Consider Setting up a Citizen Taste Panel Development of Taste and Odor Solutions Following the above plan, the Plymouth/SEH team has developed viable solutions for Plymouth's taste and odor problems. The development of these solutions is outlined below: Step 1- Assessed Nature of Water Quality Complaints - Bryan Young worked to collect and map historical water complaint data and spoke with the water plant operators to get further insight. It was determined that chlorine taste and odor complaints were essentially non-existent. Complaints of metallic taste were more prevalent and are attributable to ion and manganese that make it into the distribution system and possibly corrosion which occurs within the distribution system and home plumbing. There has also been a history of concern about an oily sheen that forms on top of coffee made with Plymouth tap water; this is attributable to manganese that makes it into the distribution system. Plymouth Taste and Odor Issues December 24, 2003 Page 3 Associated Taste and Odor Solutions: Reduce Iron and Manganese Entering the Distribution System - Treatment has been. optimized through pilot plant testing to further limit the iron and manganese leaving the water treatment plants and entering the distribution system. Additional Strategic/Seasonal Flushing - The City currently -has an excellent seasonal uni-directional flushing program that involves flushing twice per year. Flushing of the distribution system can help with taste and odor 'issues by flushing settled iron and manganese, out of the system. City staff will continue to map taste and odor complaints and their seasonality, to identify when and where. any additional strategic/seasonal flushing may be helpful. System -wide Ortho -polyphosphate Feed — Ortho -polyphosphate will be fed to all the water entering the distribution system. In the past ortho-poly phosphate was only fed at the Zachary Water Treatment Plant (WTP). Ortho -polyphosphate contains polyphosphates which remove metal oxides (i.e., iron on iron pipes and copper on copper pipes etc.) from the pipe walls and forms a protective film to keep the distribution system cleaner. System -wide ortho-polyphosphate feed will also eliminate problems that can occur when polyphosphate is present in only a portion of the water in a distribution system. Problems can occur in the region of a distribution where both "polyphosphate -containing -water" and "noxi polyphosphate water" co -exist. The problems occur because the interface between "polyphosphate -containing -water" and "non polyphosphate water" will shift from one location to another as different demands are placed on the water system. This will cause cyclical laying down and removal of iron -oxide coatings. This can actually increase the introduction or metals such as iron and copper into the distribution system at those locations. There have reportedly been copper spikes (blue water occurrences) in that region of the distribution system. Again, system -wide ortho-poly feed should help solve this problem as well. Steps 2— Chlorine Break Point and Speciation Curves — In some waters, chlorine taste and odor issues can be drastically reduced_ by establishing a specific chlorine to ammonia ratio in water entering the distribution system. SEH conducted jar testing which revealed that the type of chlorine residual (di -chloramine) which contributes to chlorine related taste and odors was not prevalent and could not be reduced by adjusting the chlorine to ammonia ratio of the water. This correlates well with the lack of chlorine related taste and odor complaints in the City. Associated Taste and Odor Solutions: Remove Ammonia Feed from the New Treatment Train - Based on results of the chlorine jar testing the Plymouth/SEH team agreed that ammonia addition will not help address taste and odor issues in Plymouth's system. Thus, ammonia addition is no longer being considered as part of the optimized treatment trains for the water treatment plants. Plymouth Taste and Odor Issues December 24, 2003 Page 4 Step 3 — Consider Setting up a Citizen Taste Panel — The Plymouth/SEH team actually began proactively setting up a.Citizen Taste Panel prior to conducting the aforementioned chlorine jar testing .and developing the associated chlorine and break point speciation curves. Taste test participants were going to taste samples spiked with chlorine and ammonia at various chlorine to ammonia ratios. Associated Taste and Odor Solations: Cancel Taste Tests - Based on results of the chlorine jar testing the Plymouth/SEH team agreed that a taste test is not relevant for Plymouth's water and therefore should be canceled. Anticipated Taste and Odor Improvements The new treatment processes being implemented at each water treatment plant will: 1, reduce iron and manganese levels entering the distribution system and; 2. establish a system -wide ortho-polyphosphate residual. These actions will result in a cleaner distribution system. The variation and improvement the residents will see at the tap will be attributable to the cleaner conditions in the distribution system. X:1PT\P1ymo1D303DU15-dsgn153-desioainfo\T&0'Memo 12_16_03.doc Section 3 Attachments Background of Project 2032 Attachments 0N0 2,................................................... X W 2 z irca El zn............ LLJ ......... 0 2 c) :y a ri L : P ui Z) X0 ............ \ ......................... 0 LLJ LLI Z 0 fl................. Z)ry z Z) j:..:....2............. x Qm 0 LLJ IL 4 crN LiIL o 5.......... Ld .............. .......... T . ........................ 0 NGISN X-3 CNVNU VZ VZSIN3N3AO21-:0jl ;,!13 H43VZ V_LN30 0 0cq 11. 0rq OCb C! 10 bnr rl ncl M.G.D. TREATMENT PHASING SCHEDULE PLYMOUTH, MINNESOTA FIGURE 9-5 WATER SUPPLY & DISTRIBUTION PLAN X.\PnPLYUO\0.30300\4—RPRT\FIG9—SWATER SUPP0-.DWG A SEH cn LL. X20 0 Z 0c):z < Z0U LL [L a) W 0 Z Lr) LL Fri 0 LLJ Z oLrjoXLL[ z LLJ < cy V) LLI L'i < o CL w m 7 UcLou r- ir IL ::) a N 0 zL.j Ld < LL LL CL ELF -0 C) It Um CL V) 0 z _j u 2: Z) x :) 0) < Ih—<Zo " 2 CL < 7U< 3535 VADNAIS CENTER DR ST PAUL, AM 55110 PHONE. 657.490.2000 FAX.• 651-490.2 730 WATTS: 800.325.2055 www.cehinc.com Project Options and Associated Project Costs October 7, 2003 Page 3 Table 2 Options Developed QC. i`I UuT% Cc rvct 30% Preliminary Design Option 1 Option 2 Option 3 Full Build Out Capacity Full Build Out Capacity Partial Build Out Capacity Full Build Out Capacity with Added Storage New Central — 13 MGD New Central —13 MGD New Central — 13 MGD Renovate Central — 13 MGD Renovate Zachary Renovate Zachary Renovate Zachary Renovate Zachary 7.5 to 11 MGD) 7.5 to 11 MGD) 7.5 to 11 MGD) 7.5 to 11 MGD) Expand Zachary Expand Zachary No Expansion of Zachary Expand Zachary 11 MGD to 15 MGD) 11 MGD to 15 MGD) Remains at 1'1 MGD) 11 MGD to 15 MGD) Clearwell No Clearwell No Clearwell No Clearwell Backwash Tank No Backwash Tank No Backwash Tank No Backwash Tank Ultimate Population 78,000 Ultimate Population 78,000 Ultimate Population 78,000 Ultimate Population 78,000 Max Day Demand Max Day Demand Max Day Demand Max Day Demand 31.5 MGD 31.5 MGD 31.5 MGD 31.5 MGD 2005 (population 69,000) 2005 (population 69,000) 2005 (population 69,000) 2005 (population 69,000) Treated Design Capacity Treated Design Capacity Treated Design Capacity Treated Design Capacity 25 MGD 2a MGD 24 MGD 28 MGD wf20% unfiltered water mix w120% unfiltered water mix w/20% unfiltered water mix wl20% unfiltered water mix 33.6 MGD 33.6 MGD 28.8 MGD 33.5 MGD Project Cost = $22.9 million Project Cost= $20.5 million Project Cost = $15.9 million Project Cost 519.6 million X317.2 million Project Cost for Option 3 will be a function of the components of renovation at Central, not yet considered by the work group. See Table 3 for potential cost reductions. Discussion of'the Design Options Developed: The following are some of the key issues to consider in association with each of the design options developed: 30% Preliminary Design - After continued discussion and further investigation, the clearwell expansion and new backwash tanks originally proposed in the 522.9 million estimate are no longer considered justifiable. Reasoning for the elimination of the clearwell addition and new backwash tanks are discussed below: Clearwell Addition at Zachary - During the pr.e-proposal stage the clearwell was included to allow more water to be pumped into the system to meet peak hour demands during maximum use days. However; the altitude valve on the nearby 2 MG Zachary water tower already shuts down during maximum use days. When this occurs, the Zachary tower is essentially isolated from `hesystem and can not contribute any of its stored volume to meet peak hour demands (i.e. to supply "peal: 7G if%i't O Iz j J CGLrjjfG r— rG Project Options and Associated Project Costs October 7, 2003 Page 4 hour water"). Thus, it is hard to justify adding clear -well space to push more "peal: hour water" into the system .near the Zachary tower. Adding wells by the future Vicksburg reservoir would likely be a better option for meeting peak hour demands. New Backwash Tanks at Zachary - During the pre -proposal stage it was assumed that new backwash tanks would be required to handle the added 4 MGD of'filter capacity. However, increasing the number of filter cells from 8 to 11 will not increase the back -wash flow rate. This is because, just as is the case currently, only one filter cell will be backwashed at a time. If the backwash tanks can not be settled and recycled in time to .receive subsequent backwashes on max days, polymer will be added to settle the water quicker. Thus, adding the new backwash tanks can not be justified. Thus, the 30% Preliminary Design is not recommended as an option for consideration by the council." Option_ 1 - This option includes the new 13 MGD Central WTP and the Zachary Plant renovated and expanded to 15 MGD._ The option will provide 28 MGD WTP production capacity; which is greater than the 2003 Maximum Day Demand (27.6 MGD). With a 12.5% unfiltered water mix, the WTPs could meet the Maximum Day Demand (31.5 MGD) at full build out of the City. The projected construction costs for a brand new Central WTP are ,S9.5 million and for a 13 MGD capac.ity, this equates to a new treatment capacity cost of 50.73 per gallon per day. This is very reasonable, often new treatment costs are at or above Sl per gallon per day. Thus, the distinguishing benefit of Option 1 is that it provides a very cost effective, brand new custom designed WTP for the Central facility. It also provides construction schedule benefits because the old Central WTP can be kept on line until start-up of the new Central WTP. There is also the potential for other uses of the old Central building. Option 2 -- This option includes a new 13 MGD Central WTP, but to save costs. includes only renovation (and not expansion) at the Zachary Plant. This option provides 24 MGD WTP production capacity; which is less than the 2003 Maximum Day Demand of 27.6 MGD. With a 20% unfiltered water mix, the WTPs would meet the Maximum Day Demand for about 2 years. Option 2 will not provide the value, in terms of ensuring water quality at the consumer's tap, that Options 1 and 3 will. Note that treatment could be added at another location (such as Vicksburg Reservoir) in the future to improve the ability to ensure water quality at the customer's tap. Option 3 — This option was developed to supply capacity for the full build out demand (as in Option 1), but at a reduced cost. The option would consider full renovation and expansion of the Zachary WTP, but consider only basic renovations . to the Central WTP (see Table 3 for associated project cost savings). Multiple compromises would need to be considered when reviewing the appropriate amount of renovation wort: to be completed at Central Plant. With a 12.5% un ltered water mix, the WTPs could meet the Maximum Day Demand (31.5 MGD) at full build out of the City. The benefits of a new Central WTP would not be realized with this alternative. Section 4 Attachments Taste and Odor Attachments Plymouth Taste and Odor Issues December 24, 2003 Page 3 Associated Taste and Odor Solutions: Reduce Iron and Manganese Entering the Distribution System - Treatment has been optimized through pilot plant testing to further limit the iron and manganese leaving the water treatment plants and entering the distribution system. Additional Strategic/Seasonal Flushing - The City currently has an excellent seasonal uni-directional flushing program that involves flushing twice per year. Flushing of the distribution system can help with taste and odor issues by flushing settled iron and manganese out of the system. City staff will continue to map taste and odor complaints and their seasonality, to identify when and where any additional strategic/seasonal flushing may be helpful. System -wide Ortho -polyphosphate Feed — Ortho -polyphosphate will be fed to all the water entering the distribution system. In the past ortho-poly phosphate was only fed at the Zachary Water Treatment Plant (WTP). Ortho -polyphosphate contains polyphosphates which remove metal oxides (i.e., iron on iron pipes and copper on copper pipes etc.) from the pipe walls and forms a protective film to keep the distribution system cleaner. System -wide ortho-polyphosphate feed will also eliminate problems that can occur when polyphosphate is present in only a portion of the water in a distribution system. Problems can occur in the region of a distribution where both "polyphosphate -containing -water" and "non polyphosphate water" co -exist. The problems occur because the interface between "polyphosphate -containing -water" and "non polyphosphate water" will shift from one location to another as different demands are placed on the water system. This will cause cyclical laying down and removal of iron -oxide coatings. This can actually increase the introduction or metals such as iron and copper into the distribution system at those locations. There have reportedly been copper spikes (blue water occurrences) in that region of the distribution system. Again, system -wide ortho-poly feed should help solve this problem as well. Steps 2— Chlorine Break Point and Speciation Curves — In some waters, chlorine taste and odor issues can be drastically reduced by establishing a specific chlorine to ammonia ratio in water entering the distribution system. SEH conducted jar testing which revealed that the type of chlorine residual (di -chloramine) which contributes to chlorine related taste and odors was not prevalent and could not be reduced by adjusting the chlorine to ammonia ratio of the water. This correlates well with the lack of chlorine related taste and odor complaints in the City. Associated Taste and Odor Solutions: Remove Ammonia Feed from the New Treatment Train - Based on results of the chlorine jar testing the PlymouthlSEH team agreed that ammonia addition will not help address taste and odor issues in Plymouth's system. Thus, ammonia addition is no longer being considered as part of the optimized treatment trains for the water treatment plants. Plymouth Taste and Odor Issues December 24, 2003 Page 4 Step 3 — Consider Setting up a Citizen Taste Parcel — The Plymouth/SEH team actually began proactively setting up a Citizen Taste Panel prior to conducting the aforementioned chlorine jar testing and developing the associated chlorine and break point speciation curves. Taste test participants were going to taste samples spiked with chlorine and ammonia at various chlorine to ammonia ratios. Associated Taste and Odor Solutions: Cancel Taste Tests - Based on results of the chlorine jar testing the Plymouth/SEH team agreed that a taste test is not relevant for Plymouth's water and therefore should be canceled. Anticipated Taste and Odor Improvements The new treatment processes being implemented at each water treatment plant will: 1. reduce iron and manganese levels entering the distribution system and; 2. establish a system -wide ortho-polyphosphate residual. These actions will result in a cleaner distribution system. The variation and improvement the residents will see at the tap will be attributable to the cleaner conditions in the distribution system. X:1PTTlymo1030300\5-dsan\53-designinfo\T&0 Memo 12_18_03.doc Section 6 Attachments Facility Layout Attachments F a OL 24. Wit. G AMAve a 471f ffl le edML I_ 4 p? 0 T b 49 Dct 0 LIE i I"It J it ti- WATER TREATMENT FACILITY NEW / RENOVATED EE70.rnkTkAw_, wt-risi SR - PLUM W -"W R:;;b R: PLUMS isferr.rx rppn i n#MEN ¢xERS wa f%.r0tVE%T"TM MM RENOVATED OFFICE AREA OM A r LAU, NEVA' CHEMICAL FEED AREA FACILITY ACCESS N PLM t p4' gW tle`i 1! s Nil. ¢ E s3' L 3 1 j owv fi b 0 4 '9' C7 'm= x WATER TREATMENT FACUTY NEW / RENOVATED IKW.-4M warmer 3+f p— R&M PAM OLM%oa FROM WE Fa,uR300FM Fs"a=s+a;m HEMMAL FEED AREA NEW I RENOVATED fl SM Fo Ci—,. wit Mlk r *rF,F aI.''Fser GM7'F ]riG17 1( MN LEVEL PLAN M IE r F WATER TREATMENTT F CILITY NEW f RENOVATED AA%s,,rIvA a OETLIAI%'s TO"IPT'I a^bft TAM Aldi WAME* PWM FL=,— RDOW La FLT= --i i %Ltsi ° I— NEW CHEMICAL FEED AREA ilMT TE p! N) LOWER LEVEL PLM 9 I WATER TREATMENT FACILITY TJEFATM =K30W ski aomvfmmmvwn a tL" iM f5i OFFICE AREA C, 0VOL. iAMOM IM v Woqst MOON* [J w _ rs are ae ori p FEED AREACHEMICAL s urARX"NER OUTM hsxrc- s LIMM E"UNNE cu— AffAIMM BA KWA aH RECLAIM TANK WaTm -' FLAW FACILITY ACCESS MATE PAW 0%412k c QwLjq T_7 OEM rrvFl MEIMAMMMM LffF E4rE SE=iMT CENTRAL. WrP PLAN W Z i W M G a CL ET, 5 SEH MEMORANDUM FO: Stew No:ison. PE - SEH, St.Paul FROM: Dan Zienty, PCS - SEH. St. Paul DATE: February 19. 2004 RE: Zachary WTP. Plymouth SEH No, A-PLYM00303.00 4.0() This memo follows my field evaluation of the Zachary Water Treatment Plant for the City of Plymouth conducted on February 4, 2004. The purpose of that evaluation was to provide a cursory investigation of the protective coating system(s) to determine the extent of maintenance repairs needed during the overall plant modification. As mentioned above. my evaluation was strictly cursory; without the use of any inspection teals. Therefore, the rec(milnendations made are based solely on visual observation. Filter Room The humidity in this ll exreedcd 80%, this along with the 14tyout of the ventilation system could he the main cause in corrosion ol' the lintels above each of the windows and door openings. This is most evident on the west side of the room. Coating problems were also observed on the block walls, concrete floor, and ceiling where moderate mildew is present. It is our understanding that a new climate control system will be installed as part of plant modifications. This should alleviate most of the present problems; the other will be the proper application of an epoxy coating system. Alumillunt or- fiberglass doors should be considered for the replacement of the existing doors. File piping in the filter tanks is highly corroded, as illustrated in the various photos taken. In our opinion the lar1 piping (six incites and higher) should be abrasive blasted to an SSPC SP -10, with two -coats of a NSP approved epoxy coating system applied. Smaller piping in this area should he considered for replacement. First level Hall As discussed with Brian ` OUng, the first level hall and all adjacent rooms, with the exception of the blower room, have been exposed to fluoride attack. Doors down this hall were left open in an effort to assist ventilation. The blower room door remained shut due to noise. The exposure of the fluoride has corroded and or stained all doors, door frames, windows, walls, and equipment. As with the filter room, a new climate control and ventilation system should prevent these failures from reoccurring. Since the equipment in all the rooms affected will be replaced, it is suggested that all the walls he abrasive Masted to remove the old coatintc: followed by application of an epoxy coating system. High Service Pump Room Coating related failures within the area of the high service pump room appeared to he limited to piping Most all of the existing piping i5 exhibiting blistering which may be attributed to poor initial surface Short Elliott Hendrickson Inc., 3535 VaCnais Center Drive, SI Paul, MN 55110-5196 SEH is an equal apporuiRuly employer www,sehinc.com 1 651 490.200 1 900.325 2055 1 651 490 2150 tax Zachary W'FP, Plyr mall February 19, 2004 Page 2 pre.paralion. or inadequate coatingCUrC. Coating is delaminatin g off many o1 the nanQe surl:rces. This can be the result of hods poor surface preparation and condensation undercutting at the edge \vhtre the paint stops. Followim-, ConipINIC surface preparation of all piping an SSPC SP -ti, and application of a two- enat cpcaxy ctrllinI system, all back-to-back. and flange to -pipe searns, as applicable, should be se,sled with an elastomeric caulk to minimize the re -occurrence corrosion. Pipe Gallery Coating failures in the basement level pipe gallery are extensive. The piping is experiencing failm% similar to those ohserve.d in the high service pump 1-00111. 1lowever. the severity of the failure has resulted in niajor corrosion with re.0a1-t] to the pumps Islud-c r and other associated equipment. Discussions with Randal indicate that the equipment in this area is salvageable. However. consideration should be made for replacernent of the existing nuts and halts. The 30" line for the finished -water and the recycled water line can be reconditioned by abrasive blasting to an SSPC SP -G, and painted with a two -coat epoxy coating system. Again. changes in the climate control system should minimize this type of 1 aiiure in the future. djz Attachments c: Randal Leppala — SEH, St. Paul Lee Dornbusch — SEH. St. Paul 51'lik 5q:s{l f.!(141- Jill 'I lllw Ill illi II 1: I A140, 2110/2004 v11/2004 2/11/2004 2111/2004 02100439.JPG 02100401.JPG 02100402.JPG 02100403.JPG a 211 1/20cw 2/11/2004 2/11/2004 02100404.JPG 02100405JPG 02100406.JPG 2/11/2004 02100407.) 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WEST ELEVATION O3,g6 O V w is' NEW PRFFlNIS CAP FLASHING BEY h TOP OF MASONRY 4 El..: 996.-0_ BRICK VEP MAIN LEVEL FLOOR EL: 948'-8• m NORTH ELEVATION Q3A6 0 e s' is' TOP OF MASONRY , FL- 997•_4• UPPFR L£VEL ,y FLOM EL 984'-0' PW Z 4 ao w N Z Z W 4OMZM Z < z chi~ujujo U4a(- w METAL PAw EW METAL._tea EAST ELEVATION z , : « a S_ METAL- _F eED METAL e__ ER _ n SOUTH E EATION z 0 ¥ « FLOOR m _m w$« n 0%u zD$ kLj C) - o 0 Eblq o%/CL FLAG POL£r-PPRREEFlNI SIIEDGMFFAL OVERFLOW SCUPPER riCAEFINIS EffMETALOVERFLOW SCUPPER I t SOLDIER COURSE 'T ---FACE BRICK 1--PREFINISHED KNOCKOUT PANEL) \—PRECAST PANELS METAL PANELSPRECAST TYPE 1V\—SOLDIER COURSE KNOCKOUT PANELPREFINISHED METAL PRERNISHED METAL CAP FLASHING CAP FLASHING 7.. 17JIVNVVL 2 EAST ELEVATION LOADING DOCK SEE MECH O!A4 a' 1w OVERFLOW SCUPPER PREFINISHED METAL PREFINISHED METALFCAPFLASHINGCAPFLASHING 12-x12' ACCENTS TYP LOADING DOCK TRANSLUCENT PRECAST PANELS 131 NORTH ELEVATION WALE PANELS Dta4 0 4' $' is' PREFINISHED METAL PREFINISHED --FLAG POLE PREFINISHED METAL CAP FLASHING I.(ETA-r PANELS FCAP FLASHING TOP OF PRECAST BOT DE awo 102'-b' FEE too -D' (sats) L4MBSTONGUE "--PRECAST PANELS PRECAST TYPE 1-1 % PRECAST TYPE 2 — WEST ELEVATCON SEE MECH SOLDIER COURSE D 1 A4 0 4' B. 16' HOT OF SOLDIER FACE BRICK +—SOLDWR COURSE RECESSED FIRE DEPT LOCK BOK 12'x12' ACCENTS TYP HALL 350 ELEV. EQUIP.c 304 STAIR "O" O lJJJIlJlJJl. an9 3io 1 CORRIDOR 2Q2 F 2 4,cR FILTER RM tCP STAIR "A` F-2-1-11 COM, RM. 212 III I III I rl_" UPPER _LEVEL FLOOR PLAN R 6 ~ U o u n 1 LLA 0-ri8 Wf= 6fj W e. L'u Wa p x Q s r a aga o U a- W Z W d — zMQ a zI- 0 i>- 3 wd 6 W O y®np st,d g x uj a is Ir SKET 7-4 r-1 I 1 I I I I I I I I GENERATOR RM. IF 117 I I I I I 1 I I I I iwiwioi.virs,svii.ww,vwwiviw OPEN OPEN f/ a OPEN OPEN 1 I tl FLUORIDE RM - t14 JAM t1- PIPE ROOM 109 HALL 116 SODIUM HYPO. 115 CHLORINE STRG 112 MECH. RM. 104 ELECTRICAL ROOM tai BLOWER RM. E LAND STORAGE toe lot 110 ICR'r HALL 105 I 7 HIGH SERV. PUMP 102 STAIR "A" 106 EFFLUENT F02 RR I 107 1 t MAIM LEVEL FLOOR PLAN o3nz 0 *' a' in' a Na 1Lu A Fob 3Cj 3b3 w to a H rgooqalIII Wo- q= ate v 1 o C?Q I- i tl r 8 N N x x N e x_- x z Va O i'.1 cw zza wN En L SHEET 7-5 1\ A U.J F2 CIQ5 W ORTHO \ / UDI EI O 0107 / C194 FLIDE X A 7 \ \ \ \ ELECTRICAL ROOM cm Fc 1-1-61 BARRIER 1x i LL' 0 lz XI j — r CR = CARD READER LOCATK I S 7 BUILDING CODE PLAN r cna o or w s' 1 V dog mgnE 2 q 8 N i Lu Z Z O o U.M. W CL0cn Iwo- ZMQ ixrn ©:D O Z W C U3 X EL o Tr! w Si. Q o ivw om Mbgna o nl .v .. _ Y x = J X a z o 15 W o rc c m n GL a W . L)oa A o w 0 CL i t9 0 SHEET' 7-6 J CONTROL ROOM o CI 14 CC e' FU U r 0It T It o a C112 O c CORRIDOR CR VESTIII lo clot c1 LABORATORY CONF Cloy c CIQ5 W ORTHO \ / UDI EI O 0107 / C194 FLIDE X A 7 \ \ \ \ ELECTRICAL ROOM cm Fc 1-1-61 BARRIER 1x i LL' 0 lz XI j — r CR = CARD READER LOCATK I S 7 BUILDING CODE PLAN r cna o or w s' 1 V dog mgnE 2 q 8 N i Lu Z Z O o U.M. W CL0cn Iwo- ZMQ ixrn ©:D O Z W C U3 X EL o Tr! w Si. Q o ivw om Mbgna o nl .v .. _ Y x = J X a z o 15 W o rc c m n GL a W . L)oa A o w 0 CL i t9 0 SHEET' 7-6 Section 9 Attachments Anticipated Schedule Attachments Central & Zachary Water Treatment Plants Expansion and Upgrade City of Plymouth Project No. 20132 60% PDR Schedule - !!!larch 9, 2004 Name Preliminary Design Meetings &Pilots 3WPDR Submitted 2 914 Redeliniliond Prgea 3 30-- Objective Md 410127 60'n Final Design and Design Meetings 5 c 6 CftyReviewmidApproval 7 T2, GO- aObjective Mid 8 3116 -_ _- City Order Graensand Media 9 90" Final Design go,.e PDR 1L Advedlsefor Bids Prequalilication Meeting 13 12 ------ ......... Pre -qualification Questionnaire* Due t4 100%PIans1SSpecs Preparation 12 100%-- Drawings and Specs for DC 16--- 1 Foal Internal QC and Corrections 17 Send Signed Drawings &Pra•qual Lisl 18.15 f1fi Mandatory Pre-bid Meeting 14 30-- _ Bids Received 20.13-- ori 4E_ 7 Rernlnmend Award 21 Award 22 i.- 7 ons ru ton lad 23 16 New Construction Zeeahery WTP 24 NewFiller Aeration and Deleniian Tank KMn64Roam Generator Room Renovate Eiessting Figers+Pipe/BW-Pump 10FF Stan up Renovated Fitters{11 MCO) 30 k 316........... HVAC Work RTUs lSCADAfor Wells& Towers Install New WTP Control System 33FF Epsting Chem Rooms -Removals New Cheml Equip {except KMnD4) 3534 Install New KMN04 System 28 Sitework Subslanlial ComPielion {75 MGDj 37.10 I ----- .. _. ......... Punch list 39 RecddslCloseout 39 Final Completion 40.41 i. _. ... ._. 3f17 New Cans@uctlart Central WTP 24 c.. ....._..... 1. ...... Fodings New Backwash Tanks Building------ Generalor lnslallalian HVACWork Etter Placenrenl and Filler Equipment 10FF 7-7-7 ail.....-- Inlluenll Etliuenl Header Wurk RTUs r SCA A For Wells 8 Towers Install New WTP Control System 51FF,49FF Site Work SSFP Subslanlial Completion (13MGD) 52 Demo d Eristing Backwash Tank 54 r---- ...... _...... - ------ .. _................. ...__..- ----- Punch list 55- Records/............... Closeoul 54 FnalComplelion 56.57 Project: P-PLYM0303_Sch Jule Task Progress I Summary WEENEENEW Rolled UP Split . .. ........ Rolled Up Progress Project Summary F:idernal Milestone Dale: Wed 3001041 Split Milestone . Rolled Up Task ' "." ' "" Rolled Up Milestone <> Exlemal Tasks I I Erdema9 MilPslone Deadline Page 1