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Table of Contents

I. REPORT PURPOSE ..........................................................................................................................................1

II. PURPOSE AND NEED FOR PROJECT..............................................................................................................2

A. Project Background ........................................................................................................................................2

B. Purpose............................................................................................................................................................4

C. Need .................................................................................................................................................................4

1. Regional Railroad Operations Through Willmar ...................................................................................5

2. Freight Rail Traffic Fluctuations..............................................................................................................5

3. National Network Operations..................................................................................................................6

4. Railroad Operations in the Willmar Terminal........................................................................................6

5. Motorized and Non-Motorized User Delay at At-Grade Railroad Crossings........................................7

6. Motorized and Non-Motorized User Safety at At-Grade Railroad Crossings.....................................11

7. Economic Development .........................................................................................................................12

8. Quality of Life..........................................................................................................................................13

III. ALTERNATIVES.............................................................................................................................................14

A. No Build Alternative ..................................................................................................................................15

B. Railway Alignment Alternatives ...............................................................................................................15

1. Railway Connection West of CSAH 55 on MnDOT Right of Way (Alternative RR-1)...........................15

2. Loop Track East of Willmar Terminal (Alternative RR-2).....................................................................17

3. Railway Connection East of CSAH 55 (Alternative RR-3)......................................................................17

C. TH 12 Alignment Alternatives ..................................................................................................................18

1. Roadway Reconstruction Alternative (Alternative TH12-1)..............................................................21

2. Roadway Relocation Alternative (Alternative TH12-2)......................................................................23

D. TH 40 Rail Crossing Sub-Options..............................................................................................................25

1. TH 40 Grade-Separated Crossing (Sub-Option TH40-1).....................................................................25

2. TH 40 At-Grade Crossing (Sub-Option TH40-2)..................................................................................27

3. TH 40 Closure (Sub-Option TH40-3)....................................................................................................27

E. CSAH 55/1st Avenue W Rail Crossing Sub-Options................................................................................28

1. CSAH 55/1st Ave W At-Grade Crossing and Quadrant Interchange at TH 12/CSAH 55 (Sub-Option 

CSAH 55/1st Ave W-1)...........................................................................................................................30

2. CSAH 55/1st Ave W Closed, At-Grade Intersection at TH 12/CSAH 55, and New Connection to 

Industrial Area (Sub-Option CSAH 55/1st Ave W-2)...........................................................................31

3. CSAH 55/1st Ave W Closed and At-Grade Intersection at TH 12/CSAH 55. No New Connection to 

Industrial Area (Sub-Option CSAH 55/1st Ave W-3)...........................................................................31

F. Alternatives Under Consideration in the EA............................................................................................32

1. No Build Alternative...............................................................................................................................32

2. Recommended Alternative (RR-3, TH12-2, TH40-1, CSAH 55/1st Ave W-2)...................................32

G. Other Projects Near the Proposed Project..................................................................................................37
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H. Benefit Cost Analysis ....................................................................................................................................38

I. Project Cost, Funding and Schedule..............................................................................................................38

1. Project Cost.............................................................................................................................................38

2. Project Funding.......................................................................................................................................38

3. Project Schedule .....................................................................................................................................39

IV. SOCIAL, ECONOMIC AND ENVIRONMENTAL IMPACTS (SEE)..................................................................40

A. Environmental Assessment Worksheet (EAW).......................................................................................40

1. Project Title ................................................................................................................................................40

2. Proposer .....................................................................................................................................................40

3. RGU .............................................................................................................................................................41

4. Reason for EAW Preparation....................................................................................................................41

5. Project Location .........................................................................................................................................41

6. Project Description....................................................................................................................................41

7. Cover Types................................................................................................................................................44

8. Permits and Approvals Required .............................................................................................................44

9. Land Use .....................................................................................................................................................46

10. Geology, Soils and Topography/Land Forms ..........................................................................................51

11. Water Resources........................................................................................................................................55

12. Contamination/Hazardous Materials/Wastes ........................................................................................71

13. Fish, Wildlife, Plant Communities, and Sensitive Ecological Resources (Rare Features)....................74

14. Historic Properties.....................................................................................................................................78

15. Visual ..........................................................................................................................................................80

16. Air................................................................................................................................................................82

17. Noise ...........................................................................................................................................................94

18. Transportation...........................................................................................................................................96

19. Cumulative Potential Effects.....................................................................................................................99

20. Other Potential Environmental Effects ..................................................................................................107

B. Additional Federal Issues........................................................................................................................109

1. Social Impacts...........................................................................................................................................109

2. Considerations Relating to Pedestrians and Bicyclists.........................................................................111

3. Environmental Justice .............................................................................................................................112

4. Economics.................................................................................................................................................119

5. Right of Way Acquisition and Relocation..............................................................................................122

6. Noise and Vibration ................................................................................................................................125

7. Section 4(f) – Parks, Recreation Areas, Wildlife and Waterfowl Refuges, and Historic Sites............137

8. Section 6(f) – Land and Water Conservation Act..................................................................................141

9. Section 7 – Federal Endangered Species...............................................................................................141

10. Section 404 – Clean Water Act...............................................................................................................142
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11. Section 401 – Clean Water Act...............................................................................................................143

12. Indirect Effects........................................................................................................................................144

V. PUBLIC AND AGENCY INVOLVEMENT (AND PERMITS/APPROVALS)..................................................145

A. Public Engagement Plan.............................................................................................................................145

B. Public and Engagement Opportunities .....................................................................................................146

1. Open Houses............................................................................................................................................146

2. Focus Group Meetings .............................................................................................................................146

3. City Council, County Board, Township and Chamber of Commerce Presentations...........................147

4. Pop-Up Meetings .....................................................................................................................................148

5. Website and News Releases ...................................................................................................................149

6. Radio Interviews......................................................................................................................................149

7. Additional Meetings with Other Groups ................................................................................................149

C. Partner Agency Coordination.....................................................................................................................150

1. Project Management Team (PMT) Meetings ........................................................................................150

2. Partner Group Meetings .........................................................................................................................151

3. Advisory Committee Meetings...............................................................................................................151

4. Master Agreement Team Meetings........................................................................................................151

5. Right of Way Committee Meetings ........................................................................................................151

6. Environmental Working Group Meetings .............................................................................................152

D. Cooperating Agencies.................................................................................................................................152

E. Permits and Approval Requirements ........................................................................................................152

F. Public Comment Period and Public Hearing.............................................................................................152

G. Report Distribution.....................................................................................................................................152

H. Process Beyond the Hearing......................................................................................................................153

VI. APPENDICES................................................................................................................................................154
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Appendices

Appendix A: Project Figures

Appendix B: Traffic Memo

Appendix C: CSAH 55/1st Avenue W At-Grade Intersection Evaluation

Appendix D: Bridges

Appendix E: Benefit Cost Analysis

Appendix F: Floodplain and Risk Assessments

Appendix G: Farmland – NRCS Form AD 1006

Appendix H: Geology Figures

Appendix I: Well Logs

Appendix J: Wetland Assessment and Two-Part Finding

Appendix K: DNR Correspondence

Appendix L: MnDOT Office of Environmental Stewardship Section 7 Correspondence

Appendix M: Phase I & II Architectural History Investigation Report

Appendix N: Phase I Archaeological Survey Report

Appendix O: Historical and Archaeological Review and Coordination Letters

Appendix P: Noise and Vibration Analysis Report

Appendix Q: Section 4(f) Resources Information

Appendix R: Motor Vehicle Crash Data for 7th Street, 10th Street and Lakeland Drive

Appendix S: Wetland Delineation Approvals Documentation
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List of Figures

Figure 1 – Project Location Map 

Figure 2 – USGS Project Location Map 

Figure 3 – Project Study Area Map

Figure 4 – BNSF Willmar Terminal Map

Figure 5 – BNSF Willmar Terminal Close Up Map 

Figure 6 – BNSF Railway Connections Into and Out of Willmar

Figure 7 – Historic Train Volumes

Figure 8 – At Grade & Grade-Separated Crossings in Willmar Terminal Map

Figure 9 – Recent Public Investments 

Figure 10 – Alternative RR-1 

Figure 11 – Alternative RR-2 

Figure 12 – Alternative RR-3 

Figure 13 – Alternative TH12-1 

Figure 14 – Alternative TH12-2 

Figure 15 – Sub-Option TH40-1 

Figure 16 – Sub-Option TH40-2 

Figure 17 – Sub-Option TH40-3 

Figure 18 – Alternate Routes to Airport 

Figure 19 – Sub-Option CSAH 55/1st Ave-1 

Figure 20 – Sub-Option CSAH 55/1st Ave-2 

Figure 21 – Sub-Option CSAH 55/1st Ave-3 

Figure 22 – Recommended Alternative 

Figure 23 – Proposed Railway Connection 

Figure 24 – Proposed Railway Typical Sections 

Figure 25 – Roadway Typical Sections 

Figure 26 – Other Nearby Projects 

Figure 27 – City of Willmar Zoning Map 

Figure 28 – Farmland Soils Map 

Figure 29 – City of Willmar Future Land Use Map 

Figure 30 – Willmar Township Zoning Map 

Figure 31 – Proposed Floodplain Impacts and Crossings

Figure 32 – Soil Survey of Kandiyohi County

Figure 33 – Aquatic Resources

Figure 34 – Project Area Wells 

Figure 35 – Stormwater Treatment 

Figure 36 – Wetland Delineation Map 

Figure 37 – Building Removal

Figure 38 – Wildlife Habitats

Figure 39 – Census Blocks with Minority Populations

Figure 40 – Census Block Groups with Low-Income Populations

Figure 41 – Total Parcel Acquisitions 

Figure 42 – Right of Way Impacts 

Figure 43 – Highway Traffic Sound Receptors

Figure 44 – Train Noise 

Figure 45 – Train Vibration

Figure 46 – Section 4(f) Resources 
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List of Tables

Table 1 – 2014 Average Daily Traffic (ADT) on At-Grade Intersections near the Willmar Terminal

Table 2 – Alternatives Considered

Table 3 – Railway Alternatives Evaluation

Table 4 –TH 12 Roadway Alternatives Evaluation Summary

Table 5 – TH 40 Sub-Options Evaluation

Table 6 – CSAH 55/1st Ave W Sub-Options Evaluation

Table 7 – Project Funding

Table 8 – Project Magnitude

Table 9 – Cover Types Before and After Project

Table 10 – Permits and Approvals Needed and Status

Table 11 – Floodplain Impacts

Table 12 – Soils in Southern Portion of the Project (Figure H-5)

Table 13 – Soils in Northern Portion of the Project (Figure H-6)

Table 14 – Project Area Wells

Table 15 – Overview of Aquatic Resource Impacts

Table 16 – Typical Construction Equipment Noise Levels at 50 Feet

Table 17 – Project Related Environmental Effects and Geographical Extent

Table 18 – Present and Reasonably Foreseeable Future Projects in the Study Area

Table 19 – Impacts Associated with Development of Former Airport Site

Table 20 – Census Blocks with Minority Populations

Table 21 – Low-Income Populations within the Study Area

Table 22 – Travel Time and Distance Comparison for Properties Along CSAH 55/1st Avenue W

Table 23 – Right of Way Impacts (Total and Strip Acquisitions)

Table 24 – Individual Parcel Impacts

Table 25 – Minnesota State Noise Standards 

Table 26 – FHWA Noise Abatement Criteria

Table 27 – Highway Traffic Sound Levels – Existing and Future Conditions – Daytime 

Table 28 – Highway Traffic Sound Levels – Existing and Future Conditions – Nighttime 

Table 29 – Approximate Impacts to USACE Regulated Aquatic Resources 
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Acronyms and Abbreviations

ACS American Community Survey

ADT Average Daily Traffic

BCA Benefit-Cost Analysis

BMPs Best Management Practices

BNSF BNSF Railway Company

CAAA Clean Air Act Amendment

CD County Ditch

CRU Minnesota Department of Transportation – Cultural Resources Unit

CSAH County State Aid Highway

CWA Clean Water Act

DNR Minnesota Department of Natural Resources

dB Decibel

dBA A-Weighted Decibels

DWSMA Drinking Water Supply Management Area 

EA Environmental Assessment

EAW Environmental Assessment Worksheet

EIS Environmental Impact Statement

EJ Environmental Justice

EPA U.S. Environmental Protection Agency

EQB Minnesota Environmental Quality Board

FAA Federal Aviation Administration

FEMA Federal Emergency Management Agency

FHWA Federal Highway Administration

FONSI Findings of No Significant Impact
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Acronyms and Abbreviations (continued)

FRA Federal Railroad Administration

FTA Federal Transit Administration

GBV Ground-Borne Vibration

HEI Health Effects Institute

HMTA Hazardous Materials Transportation Act

HSG Hydrologic Soil Group

IRIS Integrated Risk Information System

JD Jurisdictional Determination

KCDA Kandiyohi County Drainage Authority

LAWCON Land and Water Conservation Fund Act of 1965

LGU Local Government Unit

LRIP Local Roadway Improvement Program

MDH Minnesota Department of Health

MEPA Minnesota Environmental Policy Act

MnDOT Minnesota Department of Transportation

MnHPO Minnesota Historic Preservation Office

MOVES Motor Vehicle Emissions Simulator

MPCA Minnesota Pollution Control Agency

mph Miles Per Hour

M.S. Minnesota Statute

MSAT Mobile Source Air Toxics

NAAQS National Ambient Air Quality Standards

NAC Noise Abatement Criteria

NATA National Air Toxics Assessment
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Acronyms and Abbreviations (continued)

NEPA National Environmental Policy Act

NHIS Natural Heritage Information System

NOx Nitrous Oxides

NPDES National Pollutant Discharge Elimination System

NRCS Natural Resources Conservation Service 

OES Minnesota Department of Transportation – Office of Environmental Stewardship

OHW Ordinary High Water

OSHA Occupational Safety and Health Administration

PM Particulate Matter

PMT Project Management Team

POM Polycyclic Organic Matter

ppb Parts Per Billion

PWI Public Waters Inventory

QBAA Quaternary Buried Artesian Aquifer

ROW Right of Way

RPZ Runway Protection Zone

SEE Social, Economic, Environmental

SHPO State Historic Preservation Office

SOx Sulfur Oxides

S.P. State Project

SSTS Subsurface Sewage Treatment Systems

STIP State Transportation Improvement Program

SWPPP Stormwater Pollution Prevention Plan

TH Trunk Highway
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Acronyms and Abbreviations (continued)

TIGER Transportation Investment Generating Economic Recovery 

TMDL Total Maximum Daily Load

URA Uniform Relocation Act

USACE U.S. Army Corps of Engineers

USC United States Code

USDA U.S. Department of Agriculture

USDOT U.S. Department of Transportation

USFWS U.S. Fish and Wildlife Services 

VMT Vehicle Miles Traveled

VOC Volatile Organic Compound

WCA Wetland Conservation Act

WIA Walk-In Areas

WMA Wildlife Management Areas

WPA Waterfowl Production Areas
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Willmar Rail Connector & Industrial Access Project Environmental Assessment Worksheet

I. REPORT PURPOSE

This Environmental Assessment (EA) provides background information for the proposed Willmar Rail 

Connector and Industrial Access project in the City of Willmar and Willmar Township (page ii). This 

document includes a discussion of: 

 Need for the proposed project

 Alternatives considered

 Environmental impacts and mitigation

 Agency coordination and public involvement

This EA was prepared as a part of the National Environmental Policy Act (NEPA) process (42 U.S.C. § 4231 et 

seq.) and Minnesota Environmental Policy Act (MEPA) process (M.S. 116D). At the federal level, the EA is 

used to provide sufficient environmental documentation to determine the need for an Environmental 

Impact Statement (EIS) or that a Finding of No Significant Impact (FONSI) is appropriate. At the state level, 

the EA is used to provide sufficient environmental documentation to determine the need for a state EIS or 

that a Negative Declaration is appropriate.

The proposed action includes:

 Construction of 2.8 miles of mainline railroad track connecting two existing railroad subdivisions 

with associated grade separations, spur lines, sidings and access roads; and

 Relocating 2.5 miles of US highway and associated local roadway modifications.

This project is receiving US Department of Transportation funds through the Transportation Investment 

Generating Economic Recovery (TIGER) competitive grant program, and is subject to review under NEPA. 

The Federal Highway Administration (FHWA) is the lead federal agency for completing the NEPA

environmental document and for compliance with Section 106 of the National Historic Preservation Act (54 

U.S.C. § 306108) (Section 106). The Federal Railroad Administration (FRA) is administering the TIGER grant 

funds for the construction of the project. The two agencies have determined that an EA is the appropriate 

level of environmental review for this project. 

At the state level, this document serves as an Environmental Assessment Worksheet (EAW). Minnesota 

Rules 4410.1300 allow the EA to take the place of the EAW form, provided that the EA addresses each of 

the environmental effects identified in the EAW form. This EA includes each of the environmental effects 

identified in the EAW form.

The Minnesota Department of Transportation (MnDOT) is the proposer and Responsible Governmental Unit 

for the project. Preparation of an EAW is considered mandatory under Minnesota Rules 4410.4300 subp. 

1, and under the following subsection(s):

Highway Projects: 4410.4300, Subpart 22, A. - “Construction of a road on a new location over one mile 

in length.”

There are no thresholds for railroads in the state EAW process. However, the construction of the railroad is 

included because it is a “connected action” and is the underlying reason that highway improvements are 

required. 

This document is made available for public review and comment in accordance with the requirements of 23 

CFR 771.119 (d) and Minnesota Rules 4410.1500 through 4410.1600.
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II. PURPOSE AND NEED FOR PROJECT

The purpose and need for a project define the transportation problems that the project will address. 

They also provide the framework for the project alternatives, helping determine to what extent each 

alternative meets each project need. Alternatives that do not meet the purpose and need of the project 

are not studied further. Alternatives that address the purpose and need are evaluated in more detail, 

taking into account potential impacts. Assuming all other concerns are equal, if one alternative meets 

the project purpose and need better than another, then that alternative may be identified as the 

Recommended Alternative. 

The purpose and need also help frame the project extent by defining the “who, what, where, when and 

why” of the transportation needs. This allows agencies to develop alternatives that satisfy a project’s 

needs.

The Purpose and Need Section (Section II) has been divided into three subsections to provide the reader 

with a better understanding of the transportation problems that need to be solved. The three 

subsections include:

 Project Background (subsection A): The background information subsection summarizes 

existing conditions and discusses the project setting.

 Project Purpose (subsection B): The project purpose statement identifies the objective for 

addressing the project’s needs that are to be met by project alternatives, and also summarizes 

other objectives that were taken into account when developing and evaluating alternatives.

 Project Need (subsection C): The project need subsection discusses transportation problems 

identified within the project area.

A. Project Background

As a note to the reader – all figures referred to in the text of this document are found in Appendix 

A.

The City of Willmar is a regional trade center for Kandiyohi County and west-central Minnesota. The 

local economy offers commercial, service, education, and employment opportunities for its 20,000 

residents and for surrounding rural communities. Willmar is connected to the state trunk highway 

(TH) system via US Highway 12 (hereinafter referred to as TH 12), US Highway 71, TH 23, and TH 40.

Figures 1 – 3 at the beginning of this document and in Appendix A show the location of the project 

within the state as well as a more close-up of the project area. The project area identified in Figure 

3 was determined based on the location of where improvements were anticipated to occur and 

where there would be direct impacts associated with potential alternatives. The project area was 

also informed by the needs to be addressed and the problems that were occurring. 

Within Willmar, BNSF Railway Company (BNSF) operates the BNSF Willmar Terminal (hereinafter 

referred to as the Willmar Terminal), shown in Figures 4 and 5. The Willmar Terminal is located 
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adjacent to downtown Willmar. The Willmar Terminal is located at the intersection of three BNSF 

Railway subdivisions. These include: 

 The Morris Subdivision runs northwest to Morris, MN, and provides a connection to Fargo, 

ND, Canada, and points west. The Morris Subdivision currently (2016) handles 

approximately nine trains per day in Willmar. 

 The Marshall Subdivision runs southwest towards Sioux City, IA, and provides a connection 

to Kansas City, MO, and points south, eventually connecting to Houston and the Western 

Gulf Basin in Texas. The Marshall Subdivision currently (2016) handles approximately 10 

trains per day in Willmar. 

 The Wayzata Subdivision extends east towards Minneapolis and provides a connection to 

Chicago. The Wayzata Subdivision currently (2016) handles approximately 10 trains per day 

in Willmar. 

While there is a direct connection between the Wayzata Subdivision to both the Morris and 

Marshall Subdivisions, there is not a direct connection between the Morris and Marshall 

Subdivisions. Trains moving north-south on the Morris Subdivision between Fargo, ND (and origins 

north) and those moving to Kansas City, MO (and destinations south) on the Marshall Subdivision 

must pull into the Willmar Terminal, reverse direction, and reposition locomotives and crews. This 

movement is referred to as a switching operation. 

Based on train activity data provided by BNSF Railway, a maximum of 6 trains per day moved north 

and south between the Morris and Marshall Subdivisions to meet the demands of BNSF customers

in the period between 2004 and 2015. In recent months, a combination of economic factors has 

reduced rail traffic relating to agricultural and energy customers across all railroads nationally. As a 

result, rail traffic has incurred a temporary downturn in Willmar on all subdivisions and in the 

Willmar Terminal. The north-south movement between the Morris and Marshall Subdivisions is 

currently averaging four trains per day (based on data collected by MnDOT’s consultant for the 

project in the summer of 2016 in the Willmar Terminal) – with some days being slightly lower and 

some days being slightly higher. However, it is anticipated that long-term train activity will 

experience an upturn in the agricultural and energy sectors as the overall population of the country 

grows and expansion of the nation’s economy occurs. 

The MnDOT Statewide Rail Plan forecasts a 3 percent growth per year in rail traffic statewide. 

Applying the 3 percent factor to the current four trains per day over 20 years results in a 60 percent

increase in daily train activity, or an increase from 4 to approximately 6 trains per day. A return to 6

or more trains a day would be anticipated to occur in the 20-year planning horizon (without any 

railroad improvements), and is consistent with historic patterns and fluctuations in freight 

movement and overall economic growth. For purposes of this document and supporting analyses 

(benefit-cost analysis, noise analysis, etc.), 6 trains per day was used as the reasonable estimate of 

train activity in all build and no build alternatives.

In the process of the switching operation to transfer trains between the Morris and Marshall 

Subdivisions, trains create excess emissions and noise, consume rail yard and mainline capacity, 

occupy several at-grade crossings, and impede the flow of vehicular traffic within Willmar, including 

that of emergency responders. Gate closures at railroad crossings during the switching operation 
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result in delays of 20 minutes per train for motorized and non-motorized traffic. Past (2014) and 

anticipated future delays are estimated to be closer to 30 minutes per train, due to future train 

activity in the Willmar Terminal. (BNSF Trainmaster, 2014); AECOM Traffic Counts, 2014).

In recent years, several major public infrastructure projects in Willmar have been implemented to 

support planned growth and development and to foster the growth of jobs that offer sufficient 

wages and benefits to support middle class economic and employment opportunities within the 

community. The City of Willmar has recently invested in developing basic infrastructure (some roads 

and utilities) for the Willmar Industrial Park, which is located on the western edge of the City in the 

vicinity of the old Willmar airport. There is currently no rail access to the industrial park. 

B. Purpose

The purpose of the proposed project is to enhance railway operations in the Willmar area and 

facilitate the movement of north-south rail freight through the State of Minnesota and beyond. The 

existing operations have a negative impact on the movement of motorized and non-motorized 

traffic and diminish quality of life in downtown Willmar. Additionally, the project is intended to help 

advance economic development in Willmar by creating a desirable location for manufacturers with 

direct rail access to the Willmar Industrial Park. The purpose of the project is summarized as follows: 

 Improve rail operation efficiency in the Willmar Terminal

 Facilitate the movement of north-south rail freight through Willmar

 Reduce the number of train trips that cause lengthy traffic delays at at-grade rail crossings in 

Willmar 

 Provide rail access to the Willmar Industrial Park to promote economic development as 

outlined in the City of Willmar’s comprehensive plan

 Improve quality of life within the City of Willmar

C. Need

The identified needs for this project are summarized below, with more detail describing these needs 

on the following pages. Project needs include:

 Improve regional railroad operations due to lack of direct north-south railroad connection 

through Willmar

 Reduce freight rail traffic fluctuations that can result in congestion/stacking on the railway 

subdivisions as approaching Willmar and within the Willmar Terminal during heavy train 

flows

 Enhance national network operations and opportunities to avoid bottlenecks and 

population centers in Minneapolis and Chicago
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 Improve railroad operations in the Willmar Terminal

 Reduce motorized and non-motorized user delays at existing at-grade railroad crossings 

 Enhance motorized and non-motorized user safety at at-grade railroad crossings due to 

switching operations from trains moving north-south between Morris and Marshall 

Subdivisions

 Promote economic development within the City of Willmar

 Enhance quality of life (noise, emissions, safety, traffic delays, aesthetics) within the City of 

Willmar’s downtown area

1. Regional Railroad Operations Through Willmar

Willmar is a regional hub on the BNSF network. The Willmar Terminal is the confluence of 

three BNSF subdivisions – the Marshall, Morris and Wayzata. The Marshall Subdivision runs 

southwest from the City of Willmar to the South Dakota border and further to the east to 

Sioux City, Iowa. The Morris Subdivision runs from Willmar to East Breckenridge, Minnesota. 

The Wayzata Subdivision runs from Minneapolis to Willmar, where it connects with the 

Morris and Marshall Subdivisions in the Willmar Terminal. Figure 6 shows connections to 

Willmar on BNSF’s network.

Because there is no bi-directional connection between the Morris and Marshall Subdivisions 

within Willmar, trains moving north and south between these subdivisions must enter the 

Willmar Terminal to switch from one to the other. This switching operation results in delays 

in freight shipments at regional and local levels. It also consumes rail yard and mainline 

capacity that would otherwise be used for other through trains (those that do not need to 

switch subdivisions) and switching for local businesses. This condition causes delays in 

freight shipments to and through the area – not just the trains that are required to make the 

switch between subdivisions. 

These delays, and the associated costs, increase as rail traffic grows. Additionally, there is 

potential for Willmar to become more of a congestion point in BNSF’s network based on the 

role it plays in connecting to multiple subdivisions.

2. Freight Rail Traffic Fluctuations

Over the past decade, the rail industry has experienced a number of market driven 

fluctuations in demand for service. A peak occurred when the rail industry in the United 

States grew by 800,000 rail car loads in 2013, where BNSF accounted for half of that 

expansion. In 2014, volumes continued to increase and BNSF continued to handle the 

largest portion of these additional units. Rising crop yields, a growing energy industry, and 

the revitalization of selected manufacturing sectors contributed to the rise in train volumes. 

Rail traffic levels within Willmar grew during that time period and have decreased slightly, 

with demand for switching between the Marshall and Morris Subdivisions now at 
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approximately four trains per day. Figure 7 shows historic train volumes per day on the 

Marshall and Morris Subdivisions, as well as other subdivisions in the Upper Midwest.

National analysis of the railway network suggests that rail traffic growth will not be 

occurring at the rates previously experienced – but that rail traffic will continue to maintain 

its current levels as well as experience growth due to the nation’s population increase and 

the expansion of the Panama Canal, which will increase access to and from Gulf Ports and 

Asian markets. Both of these reflect long-term railway demand, not necessarily immediate 

and intensive growth. (Source: Federal Railroad Administration, MnDOT, and economic 

activity data from the Association of American Railroads.)

Locally, over the 20-year planning horizon, the Willmar Terminal is expected to experience 

longer and more frequent trains that will put additional pressure on rail traffic in Willmar

due to general economic growth. 

3. National Network Operations

At the national level, bottlenecks on the railway network related to terminals in Minneapolis 

and Chicago can act as constraints. Increases in rail traffic related to crude oil and other 

freight have resulted in congestion in rail terminals and along a number of subdivisions as 

they have approached certain destinations, including Minneapolis and Chicago. The 

Minnesota Statewide Rail Plan (2015) noted that: “the North Dakota Oil boom resulted in a 

rapid increase in crude oil and silica sand transported by rail through Minnesota. This 

increase in traffic has significantly impacted rail and roadway congestion, safety and quality 

of life. Despite volatility and uncertainty in crude oil prices, current levels of crude-by-rail 

unit train activity are expected to continue, and could increase significantly with a future 

rise in worldwide oil prices and increasing crude oil extraction from North Dakota and 

Canadian sources.” 

In addition, the Minnesota Statewide Rail Plan indicated that BNSF has invested heavily in its 

network over the past several years to address capacity needs and safety needs (including 

upgrading of positive train control), and has identified the need for additional 

improvements on its network, including the Marshall, Wayzata, and Morris Subdivisions (see 

Figure 6 for the location of the Subdivisions). The improvements that BNSF has previously 

made and has identified for future investment could enable freight trains, including unit 

trains transporting crude oil, to travel from North Dakota to refineries in the southern 

United States while avoiding bottlenecks and population centers in Minneapolis and 

Chicago. Presently, the lack of a direct connection between the Morris and Marshall 

Subdivisions limits the ability to move trains completely north-south without switching 

Subdivisions in Willmar or travelling through locations such as Minneapolis and Chicago. 

4. Railroad Operations in the Willmar Terminal

The lack of connection between the Morris and Marshall Subdivisions requires trains moving 

north and south between the subdivisions to enter the Willmar Terminal and remain parked 

within the rail yard while the engines of the train are moved from the front of the train to 

the back of the train. The train may then leave the yard on the other subdivision. Exhibit A

shows the movements that must be made in order to switch between the Morris and 

Marshall Subdivisions within the Willmar Terminal. This move consumes yard and mainline 
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railway capacity that would otherwise be used for switching cars to serve local businesses 

and moving through trains that do not require switching.

In addition to the time that it takes to switch the engines from one end of the train to the 

other, there is some additional delay as the trains slow to enter and leave the rail yard. 

Through trains can travel at speeds of up to 30 miles per hour (mph) through the yard, but 

switching trains must slow down to 5 mph as they approach the yard. 

Exhibit A – Switching Movements within the Willmar Terminal

Source: BNSF

5. Motorized and Non-Motorized User Delay at At-Grade Railroad Crossings

Beyond the impacts to regional and local railway operations, the switching of trains 

between the Morris and Marshall Subdivisions within the Willmar Terminal also has a 

negative impact on local traffic movements for pedestrians, bicyclists, and motor vehicle 

users. Figure 8 shows the locations of the at-grade railway crossings near the Willmar 

Terminal along with the distances between the crossings. Most notably impacted are the 

7th Street SW/NW and 10th Street NW at-grade crossings. The photo below represents a 

common crossing delay experienced at the 7th Street at-grade crossing.

Photo 1 – Typical Crossing Delay on 7th Street
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Motorized Traffic Delays Near Willmar Terminal

The occupation of 7th Street SW/NW and 10th Street NW at-grade crossings for extended 

periods, multiple times per day, means that motorists and non-motorized users destined for 

jobs, shopping, recreation or local travel experience extremely long waits, or must alter their 

travel patterns, resulting in additional delay for their trips. Because train traffic is not 

predictable, motorists, bicyclists and pedestrians cannot anticipate when the at-grade 

crossings will be occupied, and they do not know what type of train (through or switching) 

may be approaching the intersection until the train stops. As a result, they have no way of 

knowing if the delay will be the typical three to five minutes for a through train or 10 

minutes or more for switching trains. If a through train happens to be behind a switching 

train, the delays are increased. Delays are also increased on the one grade separated 

crossing for motorized vehicles within the Willmar Terminal, located at 1st Street/Business 

US 71, due to the traffic diverted from the routes with at-grade crossings. 

According to traffic counts, approximately 9,550 vehicles used the at-grade crossings on 

10th Street SW/NW, 7th Street NW and Lakeland Drive corridors (corridors that cross the 

Willmar Terminal at-grade) on a typical day (Table 1). While not all motorists experience 

the delay associated with the trains performing the switching operation, those impacted 

often choose between waiting at the crossing or finding an alternate route. Both of these 

options result in additional delay to their trip. 

Table 1 – 2014 Average Daily Traffic (ADT) on At-Grade Intersections near the Willmar Terminal

Crossing 2014 ADT

Lakeland Drive 4,850

7th Street NW 2,800

10th Street SW/NW 1,900

Total Traffic Using At-Grade Intersections near the Willmar 

Terminal

9,550

Source: MnDOT

Video cameras were used to collect rail and motorized vehicle data in June of 2016 at the 

three at-grade crossings near the Willmar Terminal to observe the frequency and duration 

of gate closures related to the switching operations and the consequent impacts to traffic. 

It was observed that the trains switching between the Morris and Marshall Subdivisions 

result in an average gate closure at 7th Street of approximately 9.1 minutes when they enter 

the Willmar Terminal and again when they leave the Willmar Terminal. At 10th Street, the 

average gate closure was 7.3 minutes in each direction. The observed trains blocked the 

crossings while entering and exiting the Willmar Terminal, but had sufficient storage area 

between Lakeland Drive and 7th Street that they did not occupy crossings when the engines 

are switched from one end of the train to the other. However, the engines do cross 7th 

Street, 10th Street, and Lakeland Drive intersections when they are switching. Including the 

gate closure time for engines to go back and forth over the crossing when switching 

directions, it was estimated that the average gate closure time at the 7th Street and 10th 

Street railroad crossings for trains switching directions in the Willmar Terminal is 10 minutes 

when the train enters the Willmar Terminal and 10 minutes when the train exits the Willmar

Terminal, or a total of 20 minutes. Time at the Lakeland Drive intersection was not included 
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in the delay calculations, although there is a short period of time that the gates are closed 

due to the engines being driven from one end of the train back to the other. As stated 

previously, past and future demands anticipate 30 minutes of total delay per train. Thus the 

20-30 minute range of estimated delay is used throughout this document.

In order to get a good estimate of the number of vehicles impacted by these gate closures, 

hourly traffic counts were obtained at each of the crossings for a full week in June of 2016. 

Since some vehicles may choose to avoid the at-grade crossings at 7th and 10th Streets

when the gates are closed and use the Business TH 71 bridge instead, alternate routes and 

corresponding travel times were calculated. The total distance from one side of the 7th 

Street railroad crossing to the Business TH 71 bridge and back to the other side of the 

railroad crossing is 1.4 miles and would require approximately 6 minutes of travel time. For 

the 10th Street crossing the distance is 1.8 miles and the travel time is 8 minutes. The actual 

delay for the vehicles bypassing the crossings using Business TH 71 depends on their final 

destination. Since the additional travel time on the detour route is comparable to the 

average delay time at the crossing when there is a gate closure, the average delay at the 

crossing was used for this analysis.

Based on information provided by BNSF and video recordings of the Willmar Terminal, a 

baseline scenario of up to six trains per day was estimated for future trains switching 

between the subdivisions. It is anticipated that the up to six trains would be spread out 

during the course of the day. For the analysis, trains were assigned to enter the Willmar 

Terminal during hours 1am-2am, 4am-5am, 7am-8am, 12pm-1pm, 5pm-6pm and 10pm11pm and leave during the subsequent hours in each case, occupying the gates at 7th and 

10th Streets for 10 minutes each way. The number of vehicles impacted at each crossing 

when a train passes through is calculated for each hour as:

Vehicles Impacted = 

xHourlyVolume 60minutes

Average Gate ClosureTime i nminutes

The delay for these vehicles is calculated by multiplying the number of vehicles impacted by 

average delay expected per vehicle of 5.5 minutes. 

The total volume of traffic impacted by the switching trains is estimated to be 412 vehicles 

on an average weekday. The total estimated delay for these 412 vehicles is 2,285 minutes 

per day, or 38.1 hours per day. After accounting for weekend delays, this equates to a total 

of 244 hours of delay per week for both crossings, or 12,677 hours per year based on 

existing volumes.

The cost of additional travel time according to MnDOT Office of Transportation System 

Management is $16.80 for automobiles and $28.30 for trucks per hour. Assuming 95 

percent of the vehicles are automobiles and 5 percent are trucks, the cost of this additional 

delay per year is approximately $202,300 for automobiles and $17,950 for trucks for a total 

of $220,250 per year. 

Traffic Delays Beyond the Willmar Terminal

In addition to delays at the at-grade crossings adjacent to the Willmar Terminal, there are 

delays to motorized vehicles at the at-grade crossings on both the Morris and Marshall 
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Subdivisions as one-mile long trains slow their speeds to approach and leave the Willmar 

Terminal. While approaching the Willmar Terminal on either subdivision, trains slow their 

speed from about 30 mph to about 5 mph in preparation for stopping. This means slowed 

trains occupy several at-grade public road crossings for longer durations than those that do 

not switch subdivisions, causing additional delay for motorists and non-motorized users.

Exhibit B shows the at-grade crossings that can be impacted by slowing trains that will be 

switching between subdivisions as well as for through trains that get behind switching trains 

and are waiting for the switching trains to get from one subdivision to the other. 

Exhibit B – Crossings that can be Occupied/Blocked due to Switching Trains

Source: BNSF

The public at-grade railway crossings that may be affected (beyond the crossings adjacent to 

the Willmar Terminal), depending upon train length of trains, include:

 19th Street (Morris)

 County State Aid Highway (CSAH) 5/30th Street NW (Morris – northern crossing)

 Trott Avenue (Marshall)

 Willmar Avenue (Marshall)

 30th Street SW (Marshall – southern crossing)

Traffic volumes at these at-grade railway crossings ranged from 1,250 vehicles at 19th Street 

to 7,000 on 30th Street NW/CSAH 5 in 2014.
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If a train is slowing to enter the Willmar Terminal from the Morris Subdivision to go south on 

the Marshall Subdivision, a total of 11 crossings (ones within the Willmar Terminal are 

counted twice – once on the way in and once on the way out) will experience delay due to 

the switching of the trains.

Bicycles and Pedestrians

The delay caused by switching trains is particularly burdensome for pedestrians and 

bicyclists, due to the spacing and location of grade separated crossings. The distance 

between the at-grade crossing at 10th Street and the grade separated crossing at 1st 

Street/Business US 71 is over 3,700 feet, or almost three-quarters of a mile away. This does 

not include the distance that the pedestrian and/or bicyclists would have to backtrack to get 

back to 10th Street. In total, it is over a mile and a half out of the way for pedestrians and 

bicyclists. 

Emergency Response Times

The delays and additional travel times to use alternate routes are particularly important for 

emergency responders (fire, police, and ambulance) and school buses that are on timesensitive trips. Some emergency responders currently require their drivers to use the grade 

separated crossing at 1st Street/Business US 71 for all calls to the northern portion of the 

city as a matter of policy due to the uncertainty associated with the types of trains that are 

coming through the downtown rail yard. This can add 4-5 minutes to an emergency 

response call, especially for calls in the northwest part of the city. 

6. Motorized and Non-Motorized User Safety at At-Grade Railroad Crossings

Within Willmar, the total number of crashes involving trains and motorized vehicles and/or 

pedestrians is low, as would be expected in locations with gates and active warning devices. 

Data from FRA’s database of crossing locations for 7th and 10th Streets and Lakeland Drive

have had a total of 16 crashes between 1975 and 2014. None of these crashes has resulted 

in an injury or a death – they were all property damage only. 

There have also been crashes between motorized vehicles at all three at-grade crossings 

(10th Street SW/NW, 7th Street NW, and Lakeland Drive) that have likely been influenced by 

vehicles delayed or slowed by trains occupying the crossing. For example, there were two 

crashes that occurred in 2007 and 2010 on 10th Street where a vehicle was backing up and 

backed into another car by the railway crossing. It is likely the driver got tired of waiting for 

the train to pass through the area and was trying to go to an alternate route. Both crashes 

resulted in property damage, and no injuries. Backing into other vehicles also occurred on 

Lakeland Drive (in 2007) and 7th Street (in 2014) at locations near the at-grade crossings. 

One crash occurred at each location and resulted in property damage. Similarly, there have 

been rear end crashes on these routes where drivers were likely slowing due to trains 

crossing and were hit by another motorist. This occurred on both 7th Street and Lakeland 

Drive. Between 2006 and 2013 there were six of these crashes that resulted in property 

damage. Appendix R has crash data for the intersections.

Pedestrians and bicyclists that are approaching at-grade crossings may take additional risks 

in trying to cross the track in advance of approaching trains so that they do not have to wait 

for the trains to travel through the area or divert. Video surveillance from June of 2016 

showed pedestrians crossing through train cars while the train was stopped/occupying at-
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grade crossings in downtown Willmar. While no reported crashes between 

pedestrians/bicyclists and trains have been reported, the at-grade crossings with sustained 

delays provide risk for such an event.

7. Economic Development 

Willmar is a regional trade center for Kandiyohi County and west-central Minnesota. The 

community was originally rooted in agriculture, but has experienced some diversification of 

its economy into the medical, educational, and retail sectors. Within the west-central region 

of Minnesota, many rural communities have experienced population and employment loss. 

However, Willmar has been able to maintain and attract both people and businesses. 

According to the 2014 American Community Survey, the City of Willmar had just under 

20,000 residents and the micropolitan statistical area 1had approximately 42,300 residents. 

The median household income in the City of Willmar is approximately 45 percent below the 

Minnesota median household income, placing it within the low end of the income range for 

a middle income community. The 2014 American Community Survey estimated the percent 

of individuals below poverty level in the City of Willmar at 22 percent. 

The city and its partners (Kandiyohi County, the Joint Economic Development Commission, 

the city’s Airport Commission, private entities, and other governmental units) have been 

implementing policies and plans to help increase economic growth. Since 2005, there have 

been several major public investments through local, regional, state, and federal funding 

sources for planning and encouraging economic development. These activities have 

included: constructing a new municipal airport; investing in local, county and state roadway 

improvements; constructing a new wastewater treatment facility; building a new sewer 

interceptor within the southern part of the community; and developing an industrial park on 

the old municipal airport site, where some roadways and utilities were built in 2015. 

Overall, $118 million have been invested to support planned growth and development and 

to foster the growth of jobs that offer sufficient wages and benefits to support middle class 

opportunities within the community. Figure 9 shows the public investments that have been 

made over the past decade. 

One of the key elements that is lacking in the implementation of the city’s plans is enhanced 

freight connectivity for the industrial development on the old municipal airport site. With a 

railway component, the industrial park would be served by all three major freight modes 

(air, rail and truck), allowing it to serve as a regional trans-shipment hub. The basic roadway 

infrastructure and utilities have been built, and there is easy access from TH 40 west to the 

new airport. The industrial park plan calls for a railroad spur line to create a competitive 

edge in attracting tenants to the area that offer higher-paying jobs. 

 

1 Micropolitan statistical areas are geographic entities delineated by the Office of Management and Budget (OMB) 

for use by Federal statistical agencies in collecting, tabulating, and publishing Federal statistics, including U.S. 

Census data. A micropolitan area contains an urban core of at least 10,000 but less than 50,000 population.
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8. Quality of Life

The existing conditions at the Willmar Terminal, the proximity of trains to downtown and 

residential areas, and the complicated operations in the Willmar Terminal cause increased 

noise, vibration, emissions, safety concerns, and traffic delays that all contribute to a 

reduced quality of life for people who live, work, visit, and play in Willmar. 

The traffic delays resulting from the train switching operation between subdivisions within 

the Willmar Terminal, as well as delays at other at-grade crossings, create safety concerns, 

increased emergency response times, and added stress for community residents and 

workers. These conditions also contribute to additional diesel and automotive emissions 

that are experienced by community members. This exposure, along with the associated 

noise and vibration, reduces quality of life. 

[The rest of this page is intentionally left blank]
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III. ALTERNATIVES

In addition to the No Build Alternative, Build Alternatives, as shown in Table 2, were considered for:

 New railroad connection (three alternatives considered)

 Roadway modifications to TH 12 due to new railroad connection (two alternatives considered)

 Railway crossing of TH 40 (three sub-options considered)

 Railway crossing of CSAH 55/1st Ave W (three sub-options considered)

Table 2 – Alternatives Considered

Railway Alternatives Description Related Figure

RR-1 Connection west of CSAH 55 on existing MnDOT 

right of way

Figure 10

RR-2 Loop track east of Willmar Terminal Figure 11

RR-3 Connection east of CSAH 55 (recommended) Figure 12

TH 12 Alternatives Description Related Figure

TH12-1 Roadway reconstruction alternative – bridge on 

existing TH 12 alignment

Figure 13

TH12-2 Roadway relocation alternative – realign TH 12

(recommended)

Figure 14

TH 40 Crossing SubOptionsDescription Related Figure

TH40-1 TH 40 grade separated crossing (recommended) Figure 15

TH40-2 TH 40 at-grade crossing Figure 16

TH40-3 TH 40 – no crossing Figure 17

CSAH 55/1st Ave W

Crossing SubOptionsDescription Related Figure

CSAH 55/1st Ave-1 CSAH 55/1st Ave W at-grade crossing with quadrant 

interchange at TH 12/CSAH 55

Figure 19

CSAH 55/1st Ave-2 CSAH 55/1st Ave W closed with at-grade 

intersection at TH 12/CSAH 55 and new access road

(recommended)

Figure 20 

CSAH 55/1st Ave-3 CSAH 55/1st Ave W closed with at-grade 

intersection at TH 12/CSAH 55 (no new access road)

Figure 21

No Build Alternative Description Related Figure

No Build No construction of the railroad connection or 

realignment of roadways

Figure 3

Due to multiple project components (rail, road), a multi-step process was followed for the 

alternatives analysis. Different screening criteria were applied for the various elements of the 

Project to better identify differences, benefits and impacts associated with the alternatives.
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A. No Build Alternative

The No Build Alternative would consist of no improvements being made to the project area’s 

railroad network or roadways. BNSF would continue to switch trains between the Morris and 

Marshall Subdivisions within the downtown Willmar Terminal. The No Build Alternate does not 

preclude ongoing maintenance work or activities related to rerouting of rail traffic to other 

subdivisions. The No Build Alternate provides the basis of comparison, or benchmark, for the Build 

Alternatives and includes impacts associated with doing nothing. As part of assessment of the No

Build Alternative, discussions with BNSF were conducted to determine if rerouting traffic to another 

subdivision was an option to address some of the needs previously documented (commodity 

fluctuations, regional operations, Willmar Terminal operations, motorized and non-motorized user 

delay and safety, and quality of life). Discussions with BNSF indicated that it is not cost-effective for 

BNSF to re-route trains to avoid Willmar Terminal if traversing Willmar enables the train to execute 

its origin-destination in the fewest total miles. Potential alternate routes add over six hours of travel 

time per train and approximately 2,300 additional gallons of diesel fuel. Thus, the No Build 

Alternative is not considered a practical solution to address long-term needs and is not pursued. The 

No Build Alternative was evaluated as further described in Subsection F as a basis against which to 

compare the Build Alternatives in the evaluation of environmental impacts, but was not identified as 

the recommended alternative because it does not meet the project purpose and need.

B. Railway Alignment Alternatives 

Three railway alternatives were considered for the proposed project. A comparison of the railway 

alignment alternatives is summarized in Table 3. As shown in Table 3, only the alignment east of 

CSAH 55 (Alternative RR-3) would address all of the criteria established in the Purpose and Need. 

Additionally, it is an alternative that could be supported by the Federal Aviation Administration 

(FAA). Based upon the results of this screening, only the Railroad Connection East of CSAH 55 

(Alternative RR-3) will be carried forward for additional study. The paragraphs below describe the 

alternatives considered.

1. Railway Connection West of CSAH 55 on MnDOT Right of Way (Alternative 

RR-1)

MnDOT acquired right of way many years ago for a future roadway connection between TH 

12 and TH 23 that is no longer going to be built. Because that property is publicly owned, 

and the right of way is at least 200 feet wide throughout the corridor (large enough for the 

200 feet width desired for railway improvements), this location was considered for a 

potential new railway connection between the Morris and Marshall Subdivisions. While this 

alternative removes the switching operation from the Willmar Terminal, it does not provide 

direct railway access to the industrial park. See Figure 10 for the location of this alternative.
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Table 3 – Railway Alternatives Evaluation

Alternative Purpose and Need Criteria Other Factors

Improve local 

and regional 

rail 

operations

Reduce number 

of train trips 

that cause 

traffic/train 

delays in 

downtown 

Willmar

Improve 

motorized and 

non-motorized 

safety at 

railroad 

crossings

Improve 

quality of life

Facilitate 

economic 

development and 

rail-served 

development

No Federal

Aviation 

Clearance

Issues

RR-1: Railway 

connection west 

of CSAH 55 on 

MnDOT right of 

way

X X X X

RR-2: Loop track 

east of Willmar 

Terminal

X X X

RR-3: Railway 

connection east of 

CSAH 55

X X X X X X
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This alternative was eliminated from consideration due to its proximity to the new Willmar 

Municipal Airport. The proposed alignment falls within the runway protection zone (RPZ) 

and within the Willmar Municipal Area Joint Airport Zoning Board’s Zoning Area A. FAA 

recommends that the RPZ remain free of structures – including roadway and railway 

facilities. The Airport Zoning Board ordinance also discourages these structures in Zoning 

Area A when other alternatives exist. Discussions with the FAA and MnDOT’s Aeronautics 

Office indicated that the agencies opposed any construction of the project within the RPZ 

and that other options would have to be pursued. This alternative was rejected because 

other alternatives outside the RPZ could work for railway improvements and an alignment in 

the RPZ would not be supported by FAA or MnDOT Aeronautics. Additionally, this 

alternative would not provide a connection to the new industrial park and as a result would 

not be supportive of the economic development planned for by the City of Willmar and 

Kandiyohi County and identified in the purpose and need.

2. Loop Track East of Willmar Terminal (Alternative RR-2)

The second alternative considered for the railway that was ultimately rejected created a 

loop track east of the Willmar Terminal. Figure 11 shows the location of this alternative. It 

would be located on agricultural land bounded by US Highway 71 to the east and the 

Wayzata Subdivision to the south. This alternative would not have FAA clearance problems 

associated with the RPZ. This alternative would provide space for trains to turn around 

without occupying the at-grade crossings within Willmar Terminal but it would not remove 

the switching operation from the Willmar Terminal and would not provide a direct northsouth connection between the Morris and Marshall Subdivisions. 

This alternative was eliminated from further study because it would not eliminate bringing 

the north-south train traffic into the City of Willmar and through the Willmar Terminal. 

Therefore, it would not reduce the number of train trips that cause traffic delays in 

downtown Willmar or improve safety at railroad crossings. Additionally, this alternative 

would not facilitate rail service to the new industrial park so would not be supportive of the 

rail-served development as planned by the City of Willmar and Kandiyohi County in the new 

industrial park. 

3. Railway Connection East of CSAH 55 (Alternative RR-3)

The third rail alternative consists of an approximately 2.8-mile north-south railroad 

connection between the Morris and Marshall Subdivisions. This alternative is located 

slightly east (approximately 625 feet) of CSAH 55 as shown in Figure 12. This connection 

would eliminate the need to perform the switching operation in the Willmar Terminal

currently required for trains moving between the Morris and Marshall Subdivisions. This 

alignment would result in a reduction in the number of trains entering the Willmar Terminal, 

which would provide benefits for regional and local railway service by eliminating delays for 

trains associated with switching engines from one end to the other. It would also reduce 

occupation of at-grade crossings within and approaching the Willmar Terminal, reducing 

delay to motorized and non-motorized users, including emergency responders. In terms of 

the national railway network, a direct connection between the Morris and Marshall 

Subdivisions would enable BNSF to route north-south traffic through Willmar to points 

south, and avoid bottlenecks and population centers in Minneapolis and Chicago.
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The location east of CSAH 55 would avoid the airport’s runway protection zone as well as 

Zoning Area A, and was supported by the FAA. This alignment would also avoid requiring any 

additional road crossings on the southern end of the corridor. The location east of CSAH 55 

would enable a connection to the city’s industrial park north of TH 40, which would support 

long-term plans for economic growth and development. 

As stated above, this alternative is the only railroad alternative that meets the purpose and 

need of the project. Thus, the Railway Connection East of CSAH 55 is the alternative that 

will be carried forward for additional study.

C. TH 12 Alignment Alternatives

The construction of railway improvements would require modifications to the roadway system in 

the project area, including grade separation of roadway crossings, to address the purpose and need 

for the project. The greatest amount of roadway impact is related to TH 12, a high-speed principal 

arterial highway with approximately 7,000 vehicles per day in 2015. The recommended railway 

connection would require a crossing of TH 12. 

Two alternatives were considered for TH 12 in order to provide a grade separation of the railway: (1) 

reconstruction of the existing roadway to accommodate a railway grade separation (Figure 13), and 

(2) relocation of the roadway (Figure 14). Both roadway alternatives are compatible with the 

recommended railway alternative and meet the project’s purpose and need. Additional criteria 

were used to evaluate the roadway alternatives as summarized in Table 4. 

The TH 12 roadway relocation alternative (TH12-2) was selected as the recommended roadway 

alternative, and is carried forward for additional study. Each TH 12 alternative and related local 

roadway improvements are described following Table 4.
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Table 4 –TH 12 Roadway Alternatives Evaluation Summary

Evaluation Criteria

Alternative 

TH12-1: 

Reconstruction Alternative 

(on retaining walls)

TH12-2:

Relocation Alternative

Wetlands 9.0 acres*

(1.3 acre TH 12 impact)

8.2 acres*

(2.6 acre TH 12 impact)

Floodplain No impact 1.5 acres**

(0.8 acre TH 12 impact)

Section 4(f) No impact Temporary occupancy

Historic/Archaeological No adverse effect No adverse effect

Threatened and Endangered 

Species (state and federal) Same Same

Contaminated Materials Same Same

Visual Impacts Noise wall, raised TH 12, and 

new CSAH 55 alignment New TH 12 alignment

Noise Impacts to neighborhood on 

the north side of TH 12 and 

residents near the at-grade 

crossing of the railway with 

CSAH 55/1st Avenue

Reduces noise to the 

neighborhood north of TH 12. 

No residences impacted at 

CSAH 55/1st Avenue due to no 

at-grade crossing 

Environmental Justice Noise and visual impacts 

(roadway on walls) for the 

neighborhood on the north 

side of existing TH 12, which is 

an EJ area

Shifts TH 12 away from 

neighborhood on the north 

side of TH 12 (reduces noise)

Right of Way

(permanent right of way 

acquisition for roadway 

only)

Four total 

acquisitions/relocations of

privately held properties

Strip takings from 12 parcels 

for 55 acres (includes cityowned property)

Three total 

acquisitions/relocations of

privately held properties

Strip takings from 17 parcels 

for 123 acres (includes cityowned property)

Farmland 38 acres of prime farmland, 

farmland of statewide 

importance, and prime 

farmland if drained

67 acres of prime farmland, 

farmland of statewide 

importance, and prime 

farmland if drained

Safety Winter safety concerns due to 

an extended TH 12 bridge 

susceptible to ice and blowing 

snow. Elevated roadway can 

create a hazard at driver eye 

level and there is limited space 

for snow storage which can 

result in additional blowing 

and drifting snow conditions.

Winter safety concerns related 

to traditional sized TH 12 

bridge susceptible to ice and 

blowing snow. Additional snow 

storage would be available 

beyond the bridge limits.
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Table 4 –TH 12 Roadway Alternatives Evaluation Summary (Continued)

Evaluation Criteria

Alternative 

TH12-1: 

Reconstruction Alternative 

(on retaining walls)

TH12-2:

Relocation Alternative

Traffic Operations Acceptable capacity and level 

of service

Acceptable capacity and level 

of service

Improves quality of life Noise levels increase for 

neighborhood north of existing 

TH 12

Noise levels decrease for 

neighborhood north of 

existing TH 12

Enhances economic 

development in the 

industrial park

No direct access to industrial 

park Direct access to industrial park

Construction Costs 

(roadway only) $26.7 million $20.2 million 

Maintenance Costs Additional annual and lifecycle 

costs related to tall retaining 

walls and skewed bridge over 

the railway on TH 12. Skewed 

bridges result in additional 

cracking due to uneven loads, 

the need for longer expansion 

joints, and the fact that the 

abutment cannot tie straight 

into the bridge deck. Additional 

retaining wall costs are 

associated with required 

inspections.

Additional annual and lifecycle 

costs related to extended 

realignment of TH 12 and new 

right of way maintenance 

activities associated with 

ditches and mowing.

* All roadway elements – TH 40, CSAH 55 and TH 12

** Roadway elements – TH 12 and CSAH 55. No TH 40 impacts
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1. Roadway Reconstruction Alternative (Alternative TH12-1)

Figure 13 shows the roadway improvements required with the new railway connection and 

maintaining TH 12 on its current alignment. Starting at the southern limits of the project, 

the following roadway modifications would be made:

 The new railway connection would include crossing of TH 40 and CSAH 55/1st 

Avenue W if no roadway modifications were made. Modifications to TH 40 and 

CSAH 55/1st Avenue W were evaluated further as sub-options in Subsections D and 

E. Under the base alternative a grade separation between the new railway and TH 

40 was proposed and an at-grade intersection between the new railway and CSAH 

55/1st Avenue W was proposed. Figure 13 shows the grade separation option at TH 

40 and an at-grade intersection at CSAH 55/1st Ave W.

 CSAH 55 would be realigned starting approximately 2,100 feet south of the western 

leg of 1st Avenue West and would curve towards the west and north and reconnect 

with TH 12 approximately 2,400 feet west of the intersection of TH 12 and 45th 

Street NW (on the north side of TH 12), a total realignment of approximately 5,800 

feet (including some minor local connections and cul-de-sacs. Additionally, shoulder 

widening would be provided on CSAH 55 within the project area where needed.

 The intersection of CSAH 55/1st Avenue W/45th Street NW (on the south side of TH 

12) would be reconfigured to create a 90-degree intersection between 1st Avenue 

W (east-west leg) and CSAH 55 (north-south leg) and a new local cul-de-sac that 

would serve 45th Street NW and the businesses located along it on the south side of 

TH 12. 

 45th Street NW on the south side of TH 12 would be disconnected from TH 12 and 

would have a cul-de-sac at its northern limits. The cul-de-sac would be needed to 

serve the existing businesses located along 45th Street NW. This connection to TH 

12 would have to be eliminated due to the crossing the new railway alignment and 

the elevation of TH 12.

 A new driveway connection would be needed from CSAH 55 to provide access to the 

mini storage site (its access would be removed from TH 12).

 45th Street NW on the north side of TH 12 would be disconnected from its present 

location and rerouted approximately 2,400 feet to the west and aligned with the 

new CSAH 55 intersection on the south side of TH 12. The existing connection to TH 

12 would be eliminated due to the crossing of the new railway alignment and the 

elevation of TH 12. This intersection would have an at-grade crossing with the 

railway. It would be located at an existing private crossing that currently serves two 

properties. Updates would need to be made at the crossing to install gates, lights 

and bells. 

 TH 12 would be reconstructed from 7th Avenue W to approximately one mile to the 

east. TH 12 would have to be raised on retaining walls in order to accommodate the 

new railway connection within the limited right of way. Approximately 4,000 feet of 
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retaining walls would be needed that would start about five feet underground and 

go up to approximately 40 feet in height. 

 Due to the curve in the connection of the new railway alignment into the existing

Morris Subdivision mainline, the skewed TH 12 roadway would require a longer 

bridge span, which would limit construction options to steel beams rather than a 

choice of concrete or steel.

 This alternative (with the TH 40 sub-option that keeps the roadway in place –

discussed in Subsection D) would require replacing the existing crossing Hawk Creek 

(County Ditch 10) on TH 40 west of CSAH 55 and would require the reconstruction 

of the existing intersection of TH 40 and CSAH 55 in order to accommodate a grade 

separation of the railway on TH 40 just east of the TH 40/CSAH 55 intersection. 

In evaluating this alternative, some benefits were documented. Keeping TH 12 on its existing 

alignment (Alternative TH 12-1) would have the following benefits over Alternative TH 12-2:

 No floodplain impacts would occur under this alternative. This is approximately 1.5

acres less than TH 12-2.

 Farmland impacts would be approximately 66 acres. This is approximately 27 acres 

less than TH 12-2.

 Right of way acquisition would result in fewer strip takings and fewer acres. Strip 

takings are approximately 55 acres. This is approximately 68 acres less than TH 12-2.

A number of concerns and project risks were identified with this alternative. The raising of 

TH 12 over the new railway connection would create a number of issues. These issues 

include:

 Noise for Environmental Justice properties. There are Environmental Justice 

populations (discussed further in Section IV.B.3) located along the north side of TH 

12. The modification in the roadway would lead to an increase in sound levels for 

homes located in this area. To mitigate for noise, a noise barrier would be needed, 

which would also contribute to changes in visual impacts in the area.

 Driver safety. Driver safety on an elevated roadway is a concern for MnDOT 

maintenance staff. If TH 12 were on walls for a long distance, as is the situation with 

option TH 12-1, it would be more exposed to winds and blowing and drifting snow, 

which creates icy conditions and can negatively impact driver visibility.

 Snow storage and maintenance. An elevated TH 12 would not have locations for 

snow storage. Snow would have to be removed from site. It could not be pushed 

over the side of the highway onto the BNSF Railway located adjacent to it. It also 

creates a condition where additional blowing and drifting can occur across the travel 

lanes because there are limited places for the snow to go.
S.P. 3403-74 23 Environmental Assessment/

Willmar Rail Connector & Industrial Access Project Environmental Assessment Worksheet

 Visual impacts associated with raising TH 12 by approximately 40 feet. The size of 

the retaining walls would affect the character of the area for nearby properties and 

the travelling public. TH 12 serves as the western gateway to the City of Willmar, 

and raising the grade of TH 12 would provide a different view to users.

 Additional costs. The costs associated with long and tall walls for TH 12 would add 

to project costs as would the costs for the skewed bridge (required to use steel 

instead of providing an option for concrete). Along with the initial construction 

costs, tall walls and skewed bridges require additional maintenance activities 

throughout the project’s lifecycle.

For the reasons listed above, Alternative TH 12-1 was rejected.

2. Roadway Relocation Alternative (Alternative TH12-2)

Due to the overall costs associated with the proposed project, and the potential impacts of 

40-foot retaining walls, a value engineering process was followed to identify potential 

lower-cost roadway alternatives. The result was a second roadway alternative that proposed 

relocating TH 12 on a new alignment. This alternative (TH 12-2) is shown in Figure 14, and 

was selected as the recommended roadway alternative. 

 The new railway connection would include crossing of TH 40 and CSAH 55/1st 

Avenue W if no roadway modifications were made. The crossings at TH 40 and 

CSAH 55/1st Avenue W were evaluated further as sub-options in the following 

subsections (Subsections D and E). Under the base alternative a grade separation 

between the new railway and TH 40 was proposed. Figure 14 shows the grade 

separation option at TH 40.

 This alternative would allow for multiple options with CSAH 55/1st Avenue W and 

its intersection with the new railway alignment. These sub-options are discussed in 

Subsection E. Figure 14 shows the recommended sub-option of removing the 

intersection between CSAH 55/1st Ave W and the railway and providing a new 

connection into the industrial park via realigned TH 12 east of the railway.

 TH 12 would be realigned to the south to eliminate the need for a skewed bridge 

over the railway and to eliminate constructing TH 12 on retaining walls. This would 

require approximately 12,700 feet (approximately 2.5 miles) of new alignment for 

TH 12. As shown on Figure 14, the new alignment would begin at approximately 7th 

Avenue NW and shift to the south, where it would cross 1st Avenue West. From 

there the roadway would continue slightly south and to the east where it would 

cross CSAH 55 and would cross the new railway connection. Once the new TH 12 

would cross the railway, it would continue in an easterly direction and cross CSAH 5 

at a signalized intersection. From CSAH 5, the new TH 12 alignment would extend 

to the east until it connected to the existing TH 12 corridor. 

 Realigning TH 12 would require the removal of portions of the existing roadway. 

Figure 14 shows this removal. 
S.P. 3403-74 24 Environmental Assessment/

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 The intersection of CSAH 55/ 1st Avenue W/45th Street NW (on the south side of 

existing TH 12) would be reconfigured to create a single intersection and a straight 

roadway connection. The geometrics would provide for a 90-degree intersection 

between the roadways. 

 Shoulder widening would be provided on CSAH 55 where they are currently 

deficient within the project area.

 45th Street NW on the south side of existing TH 12 would be curved to the west on 

the existing TH 12 alignment to provide a local connection on 45th Street NW both 

on the north and south sides of existing TH 12. This connection would also provide 

access to Willmar Poultry Farms and the fabric and tile warehouse (local 

businesses).

 45th Street NW on the north side of existing TH 12 would be disconnected from its 

present location and rerouted approximately 2,400 feet to the west and connect to 

the new TH 12 as well as the existing TH 12 (discussed in the bullet above). The 

existing connection to TH 12 would have to be eliminated due to the crossing of the 

new railway alignment. This intersection would have an at-grade crossing with the 

railway. It would be located at an existing private crossing that currently serves two 

properties. Updates would need to be made at the crossing to install gates, lights 

and bells.

 This alternative would also include reconstructing the existing intersection of TH 12 

and CSAH 5 at the eastern end of the project. There is currently a slight hump/bump 

between the intersection and the Morris Subdivision. The reconstruction would 

eliminate the hump/bump.

 This alternative (with the TH 40 sub-option that keeps the roadway in place –

discussed in Subsection D) would require replacing the existing box culvert crossing 

Hawk Creek (County Ditch 10) on TH 40 west of CSAH 55 and would require the 

reconstruction of the existing intersection of TH 40 and CSAH 55 in order to 

accommodate a grade separation of the railway on TH 40 just east of the 

intersection. 

A number of benefits were identified with Alternative TH12-2 over Alternative TH12-1. 

Realigning TH 12 to the south of its current alignment would provide the opportunity to 

move the railroad overpass bridge further south, eliminating the need for retaining walls 

and a skewed bridge. Eliminating the retaining walls would reduce project costs, lower longterm maintenance costs, and remove the visual impact associated with the expansive 

retaining walls. It would also provide an improved traffic condition during winter storm 

events by not creating an elevated hazard and improving snow storage capabilities. Another 

benefit is that it allows for greater stacking distance on CSAH 5 between the railroad tracks 

and TH 12, which should result in better operations at this intersection as the signal will no 

longer be tied to the railroad crossing. It would also have the benefit of reducing highway 

noise impacts to the neighborhood located on the north side of existing TH 12 which has a 

large Environmental Justice population. Realigning TH 12 to the south would also provide a 
S.P. 3403-74 25 Environmental Assessment/

Willmar Rail Connector & Industrial Access Project Environmental Assessment Worksheet

new direct access to the future industrial park. This is considered a benefit that supports the 

City of Willmar’s long-term economic development goals.

In comparison to Alternative TH12-1, Alternative TH12-2 would result in an additional 1.5

acres of impact to the Hawk Creek floodplain, which would have to be mitigated for as part 

of the project. See Section IV.A.9 for more details on mitigation. It would also result in 29

acres more of farmland impacts (which are not mitigated for) and require approximately 68

more acres of right of way – much of which is owned by the City of Willmar, a project 

partner.

The new TH 12/CSAH 5 intersection would result in a temporary occupancy to Section 4(f) 

property (existing trail along CSAH 5). This impact is considered minor and would occur 

during a portion of the construction. See Section IV.B.7 for more details.

While this alternative would result in a new alignment, and thus change the views for 

drivers and a few homes near the new alignment, the overall visual impact would be less 

than the change in visual impacts associated with tall retaining walls and a noise wall in 

Alternative TH 12-1. 

D. TH 40 Rail Crossing Sub-Options

TH 40, an east-west roadway owned and maintained by MnDOT, extends between the South Dakota 

border and the City of Willmar. TH 40 serves as the primary connection between Willmar and a 

number of communities to the west. Within the project area, TH 40 serves as the main connection 

between the city and the Willmar Municipal Airport. Three sub-options were considered for the 

crossing of TH 40 with the new railway alignment. The three sub-options were compatible with the 

recommended railway alignment and with both TH 12 alignments. The three sub-options discussed 

on the following pages include: (1) a grade-separated railway crossing of TH 40, (2) an at-grade 

railway crossing at TH 40, and (3) a closure of TH 40. Figures 15 – 17 show the various sub-options. 

Additional criteria were used to evaluate the TH 40 sub-options as summarized in Table 5. 

The grade separation is the recommended sub-option and is carried forward in the rest of the 

document.

1. TH 40 Grade-Separated Crossing (Sub-Option TH40-1)

The proposed railway connection, as shown in Figure 15, would cross TH 40 at a grade 

separated crossing just east of CSAH 55. With the grade separation sub-option, the 

intersection of TH 40 and CSAH 55 would need to be raised on all four approaches (TH 40 

east and west of the intersection and CSAH 55 north and south of the intersection). Raising 

the intersection would require reconstructing the existing Hawk Creek box culvert ditch 

crossing located west of CSAH 55 on TH 40 and would require the removal of three homes 

currently owned by BNSF. Residents of the homes would have to be relocated.
S.P. 3403-74 26 Environmental Assessment/

Willmar Rail Connector & Industrial Access Project Environmental Assessment Worksheet

Table 5 – TH 40 Sub-Options Evaluation 

Evaluation Criteria

Sub-Option Provides for 

rail and 

motor 

vehicle 

safety

Improves 

local and 

regional rail 

operations

Minimizes travel 

time and/or delay 

for emergency 

responders

Minimizes

travel time 

and/or delay 

for business 

operations

Maintains 

connections to 

key local and 

regional 

destinations

Fewer 

property 

acquisitions

Supports 

economic 

development 

of industrial 

park

TH40-1: TH 40 

grade separated 

crossing

X X X X X X

TH40-2: TH 40 atgrade crossing X X X

TH40-3: TH 40 

closure/no RR 

crossing

X X X
S.P. 3403-74 27 Environmental Assessment/

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The advantage of this sub-option is that it would enable BNSF to utilize the mainline (and 

future siding) to park trains for up to 10–12 hours at a time in order to serve the adjacent 

industrial park; hold trains; and change crews without impacting motorized vehicle/nonmotorized user traffic. It would allow trains to serve the industrial park without blocking 

vehicles. Additionally, the grade separated sub-option would allow TH 40 to remain in place 

and provide access to the industrial park, the Willmar Airport, and into the urbanized area of 

Willmar.

FHWA, FRA, MnDOT and BNSF discourage the creation of new at-grade rail and roadway 

intersections due to safety concerns. This sub-option would eliminate the need for an atgrade crossing on TH 40 and would enhance safety for both the train and motorized/nonmotorized users.

This option would provide the best response time for emergency responders utilizing TH 40 

between the urbanized area of Willmar and the Willmar Airport as they would not have to 

wait for trains (as with an at-grade crossing) and they would not be required to detour (as 

with the closure option).

2. TH 40 At-Grade Crossing (Sub-Option TH40-2) 

This sub-option included an at-grade railway crossing at TH 40 (Figure 16). An at-grade 

crossing at TH 40 would not enable BNSF to park its trains on the railway without occupying 

the crossing. Therefore, stopping the train for an extended period to change crews or a 

similar purpose would either cause the same problems in this location that they currently 

cause in downtown Willmar or the trains would be required to go into the Willmar Terminal

for these activities, thereby perpetuating the existing problems in downtown Willmar. Other 

reasons this sub-option was not studied for further consideration included:

 TH 40 serves as the primary connection to the airport. With an at-grade 

intersection, emergency response vehicles responding to emergency calls at the 

airport could be subject to additional delay by trains.

 Servicing the industrial park with railway connections would potentially result in 

trains going to the industrial park occupying the crossing at TH 40 – creating a new 

delay for motorists.

 It is the general practice and policy of FRA and FHWA to avoid the creation of 

additional at-grade rail crossings due to the potential for added safety risk. In 

general, BNSF does not support the creation of new at-grade crossings on its 

network.

3. TH 40 Closure (Sub-Option TH40-3)

The third sub-option considered terminating TH 40 in a cul-de-sac east of the proposed 

BNSF crossing, at the last driveway to a home along the corridor (Figure 17). Without TH 40 

in place trains could be parked on the railway without occupying any at-grade crossings –

thereby enabling the railroad to hold trains, change crews, and serve the industrial park. 
S.P. 3403-74 28 Environmental Assessment/

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The closure of TH 40 would reduce connectivity of the state and county roadway systems. 

The TH 40 designation would end at CSAH 55 to the west, and the remaining roadway would 

need to be turned back to the City of Willmar for it would no longer serve a state purpose. 

Without TH 40 in place, emergency responders would have to use another route between 

the city and the airport. Within the project area there are very few continuous east-west 

routes, thereby requiring emergency responders to use TH 12 and a combination of other 

roadways; or 19th Avenue SW, CSAH 55 and TH 40 west of CSAH 55 in order to reach the 

airport. These alternative routes have the potential to add distance and time for emergency 

responders going to the airport. The additional travel time for emergency response was not 

acceptable to the City of Willmar or emergency responders. Figure 18 shows the alternate 

routes.

E. CSAH 55/1st Avenue W Rail Crossing Sub-Options

Three sub-options were considered for the crossing of the proposed railway connection at CSAH 

55/1st Avenue West. 1st Avenue is an east-west roadway. CSAH 55 runs north-south south of 1st 

Avenue W but turns eastward when it reaches 1st Avenue W. Where the roadway turns eastward, it 

is jointly recognized as CSAH 55/1st Avenue W until it reaches existing TH 12. The portion of 

roadway of interest for this sub-option evaluation is the joint CSAH 55/1st Avenue alignment. 

CSAH 55/1st Ave W serves a number of industrial businesses located just south of existing TH 12 

between the north-south portion of CSAH 55 and CSAH 5. Under all sub-options, the intersection 

between 1st Avenue West (western leg) and CSAH 55 would remain at-grade with some geometric 

improvements to make it a 90-degree intersection. The proposed railway would be located just east 

of this intersection. 

A sub-option that was briefly explored, but was considered impractical, was a grade separation of 

CSAH 55/1st Ave W and the railway. A grade separation (roadway over the rail) at this location was 

not practical due to the adjoining land uses, the proximity of the intersection, and low traffic 

volumes. An option for the roadway to go under the railway was infeasible due to the elevation of 

the roadway compared to the water table.

Since grade separations were not realistic at this location, other sub-options were evaluated. The 

options focused on whether an at-grade crossing was appropriate or whether the crossing should be 

eliminated. FRA, FHWA and MnDOT all have guidelines and best practices that limit new at-grade 

crossings of railways for safety reasons. These crossings are generally the result of a new roadway 

connection on an existing railway. The agencies listed above do not have policies regarding new 

crossings that are created as a result of a new railway, nor do they have a set process for evaluating 

crossings in these situations. Due to the unique circumstances of this project and the sensitivity of a 

new crossing at this location, a more detailed analysis of the CSAH 55/1st Ave W sub-options 

considered is provided in Appendix C

2

. The results of the analysis are summarized in Table 6. 

 

2

Please note that alternatives and sub-options as described in the EA-EAW have different names and descriptions in 

the separate technical appendices, including Appendix C. For reference, Sub-Option CSAH 55/1st Ave-1 = Option 

2A, Sub-Option CSAH 55/1st Ave-2 = Option 2B, and Sub-Option CSAH 55/1st Ave-3 = Option 2C. 
S.P. 3403-74 29 Environmental Assessment/

Willmar Rail Connector & Industrial Access Project Environmental Assessment Worksheet

Table 6 – CSAH 55/1st Ave W Sub-Options Evaluation

Evaluation Criteria

Sub-Option At-Grade 

Railroad 

Crossing 

Safety 

Risk 

Factors

Annual 

Crash 

Costs

Annual 

Travel Time 

Costs

Construction 

Costs

Right of Way 

Costs

Roadway 

Transfers

CSAH 55/1st Ave W-1:

At-grade crossing with 

quadrant interchange at 

TH 12/CSAH 55

Very Low $3,184,585 $263,995

$5.5 million to 

$7.9 million Less than 

$100,000 No transfer

CSAH 55/1st Ave W-2: 

1st Ave W closed, atgrade intersection at TH 

12/CSAH 55, and new 

connection to industrial 

area

None $3,350,066 $359,629

$5.3 million to 

$8.8 million $180,000

Approximately 1 

mile of roadway 

jurisdiction 

transfer

CSAH 55/1st Ave W-3:

1st Ave W closed and an 

at-grade intersection at 

TH 12/CSAH 55. No new 

connection to industrial 

area (use existing TH 12)

None $3,195,225 $415,456

$4.8 million to 

$7.98 million None

Approximately 1 

mile of roadway 

jurisdiction 

transfer
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Three sub-options were evaluated for the crossing location: 

 CSAH 55/1st Ave W-1: Constructing an at-grade crossing at CSAH 55/1st Ave W with a 

quadrant interchange at realigned TH 12/CSAH 55 (Figure 19)

 CSAH 55/1st Ave W-2: eliminating the CSAH 55/1st Avenue W intersection, providing an atgrade intersection at realigned TH 12/CSAH 55 rather than a quadrant interchange, and 

constructing a new access road from realigned TH 12 east of CSAH 55 to the industrial 

properties (Figure 20)

 CSAH 55/1st Ave W-3: eliminating the CSAH 55/1st Avenue W intersection and providing an 

at-grade intersection at realigned TH 12/CSAH 55 rather than a quadrant interchange

(Figure 21)

The recommended sub-option is CSAH 55/1st Ave W-2.

As shown in Table 6, a variety of factors including safety, travel time, economic impacts, and 

jurisdictional issues were considered. The results of the detailed analysis found that the safety 

benefits of each option are similar. The difference between travel time impacts to the travelling 

public was found not to demonstrate a significant burden for any of the sub-options. Based on the 

findings of the detailed analysis, it was determined by FRA and FHWA that the potential benefits of 

an at-grade rail crossing would not justify the potential risks associated with the severity of crashes 

in locations with at-grade crossings. Thus, the at-grade crossing sub-option was eliminated from 

further analysis. 

Based upon feedback from the property owners and businesses located along CSAH 55/1st Avenue 

W and input from local agencies, sub-option CSAH 55/1st Ave W-2 was recommended due to the 

fact that it included a new connection between realigned TH 12 and the businesses located along 

CSAH 55/1st Avenue W. This sub-option is carried forward for the remainder of the document. 

The sub-options are summarized in greater detail on the following pages.

1. CSAH 55/1st Ave W At-Grade Crossing and Quadrant Interchange at TH 

12/CSAH 55 (Sub-Option CSAH 55/1st Ave W-1)

Sub-option 1 (Figure 19) would include an at-grade railroad crossing with the new railway 

connection and 1st Avenue/CSAH 55 and a grade-separated intersection with TH 12 and 

CSAH 55.

An at-grade railway crossing at CSAH 55/1st Avenue W would maintain roadway access and 

traffic patterns similar to existing conditions by keeping a road connection from the 

businesses to the west. Motorized traffic would continue to circulate as it currently does 

today into the industrial area located on the north and south sides of the roadway. 

Providing an at-grade railway crossing at CSAH 55/1st Avenue W would have an impact on 

the number of vehicles, particularly truck volumes crossing TH 12, at the intersection of TH 

12/CSAH 55. Thus, a quadrant interchange design was proposed at this location. This 

design would reduce the number of potential conflicts at the intersection, decreasing the 

overall crash risk.
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Advantages of this sub-option is that it had the greatest support from businesses located 

along CSAH 55/1st Ave W and had the lowest crash and travel time savings. Disadvantages 

of this alternative include the severity of crashes at locations with at-grade crossings of the 

railway. It was also inconsistent with FRA, FHWA and MnDOT practices with regard to 

limiting new at-grade railway crossings. For these reasons, this sub-option was not carried 

forward for further review.

2. CSAH 55/1st Ave W Closed, At-Grade Intersection at TH 12/CSAH 55, and 

New Connection to Industrial Area (Sub-Option CSAH 55/1st Ave W-2)

Sub-option 2 (Figure 20) would eliminate the at-grade crossing between CSAH 55/1st 

Avenue W with the proposed railway and would construct a traditional at-grade intersection 

between realigned TH 12 and CSAH 55. To maintain a second access in and out of the

existing industrial businesses located along CSAH 55/1st Avenue W, a new local roadway 

connection between CSAH 55/1st Avenue and the new TH 12 alignment (east of the new 

railway) was identified. Several alignments for a new access road east of the proposed 

railway connection were discussed with the affected industrial property owners. The 

alignment shown in Figure 20 was identified by the property owners as the preferred 

alignment for a new access road into the site. 

Creating this new access road and eliminating the at-grade intersection on CSAH 55 would 

require transferring portions of CSAH 55 to the city and would create a new roadway that 

the city would be required to maintain. The project recognizes the associated costs of the 

new roadway and the costs to bring the portion of CSAH 55 being transferred from the 

county to the city up to current standards. 

Since this sub-option would reduce the amount of traffic, particularly truck traffic, using 

CSAH 55 north of TH 12, it would decrease the volume of traffic and potential conflicts for 

through traffic at the TH 12/CSAH 55 intersection. Therefore, retaining an at-grade 

intersection at this location was considered feasible for this alternative.

This is the recommended sub-option.

3. CSAH 55/1st Ave W Closed and At-Grade Intersection at TH 12/CSAH 55. No 

New Connection to Industrial Area (Sub-Option CSAH 55/1st Ave W-3)

Sub-option 3 (Figure 21) would eliminate the at-grade crossing between CSAH 55/1st 

Avenue W and the proposed railway. Also, similar to Sub-option 2, the TH 12/CSAH 55 

intersection would be at-grade. However, a new local roadway access between CSAH 55/1st

Avenue W and realigned TH 12 would not be provided. Instead, access to CSAH 55/1st

Avenue W and the industrial area would be provided only from its connection to existing TH 

12 further to the east. 

This sub-option would require all traffic going into the industrial properties on CSAH 55/1st

Avenue W to access the area via its current connection to existing TH 12. Without a 

connection at on realigned TH 12, traffic coming from the south and west destined for the 

industrial area would have to travel further and would have to backtrack to get to their 

destination. This additional circulation was not supported by the local agencies and business 

owners due to truck traffic delay and costs associated with additional miles of travel.
S.P. 3403-74 32 Environmental Assessment/

Willmar Rail Connector & Industrial Access Project Environmental Assessment Worksheet

F. Alternatives Under Consideration in the EA

1. No Build Alternative

Under the No Build Alternative, the proposed railroad connection would not be constructed 

and there would be no modifications to the local, regional, and state transportation 

network. 

Instead, BNSF would continue to switch trains between the Morris and Marshall 

Subdivisions within the downtown Willmar Terminal. This would continue to perpetuate 

delays in regional and local railway service and limit opportunities to park trains for longer 

durations. Trains switching between the subdivisions would continue to occupy existing atgrade railway crossings within and approaching the Willmar Terminal resulting in continued 

delay and detouring of travel routes for motorized and non-motorized users, including 

emergency responders and school buses, which have time-sensitive travel. Unpredictability 

of train delays (not knowing if it is a switching train or a through train) would also be 

perpetuated. The potential for additional crashes, both train/vehicle and vehicle/vehicle 

crashes would continue and would increase as train and traffic volumes increase.

Quality of life beyond transportation delays would continue to decrease within downtown 

Willmar. Due to the idling of trains and motorized vehicles, emissions would continue and 

likely increase in the future when train traffic increases. Additionally, opportunities to serve 

the new industrial park with rail service, which is a key component of the city’s planned 

economic development, would be impractical and cost prohibitive.

2. Recommended Alternative (RR-3, TH12-2, TH40-1, CSAH 55/1st Ave W-2)

The recommended alternative for further study (hereby also referred to as the Project)

combines the following railway and roadway alternatives and sub-options: RR-3 (Railway 

connection east of CSAH 55), TH12-2 (TH 12 relocation), TH40-1 (grade separated crossing), 

and CSAH 55-2/1st Ave W-2 (CSAH 55/1st Ave W closed at railway, at-grade intersection at 

realigned TH 12/CSAH 55 and new industrial access road). This combined alternative is the 

alternative studied that best meets the purpose and need of the project and thus will be 

carried forward for additional study. See Figure 22 for the recommended alternative layout. 

The following text details key components of the recommended alternative.

a. Railway components

The following paragraphs describe the key railway components of the Project.

Mainline Railway Connection

The railway project component (Figure 23) would include construction of approximately 2.8

miles (14,900 linear feet) of new north/south mainline track (the connection) between

BNSF’s existing Marshall and Morris Subdivision tracks that parallel TH 23 and CSAH 15 on 

the south, and TH 12 on the north. The new mainline track would have grade separated 

crossings with a realigned TH 12 and TH 40 that would enable trains to occupy the main line 

for extended periods while changing crews and serving the industrial park without impeding 

surface traffic.
S.P. 3403-74 33 Environmental Assessment/

Willmar Rail Connector & Industrial Access Project Environmental Assessment Worksheet

The 200-foot right of way for the mainline and associated railway improvements described 

in the following sections would provide space for utility placement on both sides of the rail 

bed to serve BNSF facilities, such as signal bungalows, which are needed for operation of the 

mainline, siding and electric lock switches.

Railway Siding

The Project would include only the grading of a siding track paralleling the western side of 

the mainline for approximately 10,000 linear feet (starting approximately at the current 

location of CSAH 55/1st Avenue West and continuing to the south). Final construction 

(ballast, ties, tracks, etc.) would occur in the future if rail traffic volumes increase to the 

point where its use would be required. When the siding is constructed in the future, it 

would allow stopped trains to be passed on the main line and provide additional capacity to 

serve the industrial park. Current railroad volumes enable the recommended alternative to 

provide the operational benefits identified in this document without immediate 

construction of the siding.

Railway Spur Line

The Project would include rail bed grading and construction of a 500 linear feet spur line

that could be extended by the City of Willmar to serve the City’s industrial park, which is 

currently in the early stages of implementation. The construction would include a manual 

turnout from the new mainline south of realigned TH 12 and approximately 500 feet of 

alignment towards the developing industrial park on the old airport site. The proposed 

overpass at TH 40 would have enough room to accommodate a future spur if the industrial 

park expands further to the south in the future. 

Railway Access Roads

The Project would include the construction of access roads for the railway. On the west side 

of the mainline and future siding, an access road would be constructed from the turnout on 

the Marshall Subdivision all the way north to the Morris Subdivision. The access road would 

be approximately 13 feet wide and would be unpaved. The access road would allow train 

crews to access the mainline track as well as the future siding (should rails be constructed in 

the future).

A second access road would be graded for on the east side of the railway between CSAH 

55/1st Avenue W to the industrial spur turnout that will serve the industrial park. The access 

road on this side of the railway would enable BNSF crews to access the rail spur that serves 

the industrial park. The TH 40 bridge provides space for an eastern access road to be 

constructed in the future should the need arise for a rail spur to be extended south of TH 40. 

Like the other sections of access roadway, it would be unpaved and approximately 13 feet 

wide. Figure 24 shows the various railway typical sections which show the mainline, spur 

line and access road features. Figure 23 shows the locations of the typical sections (denoted 

as A-A through E-E).

Morris Mainline Extension and Turnout

The Project would consolidate two control points into a single control point and would 

reduce the amount of signal infrastructure needed to move trains from the Morris Line to 

the new mainline track. The design of the turnout from Morris Mainline 2 is proposed to be 

a dual control power #20 right hand turnout, consistent with BNSF design standards.
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Key Track Design Elements

Track centers are proposed at 20 feet per current BNSF design standards for new 

construction. This standard allows for maintenance and switching activities to occur without 

flagging or other controlled track protection. When fully constructed (siding and spur lines) 

these dimensions would enable train crews to walk safely alongside a train that is parked on 

the siding or spur track while trains operate on the mainline at full speed. Figure 24 shows 

the various railway typical sections. All railroad features would be constructed consistent 

with current BNSF design standards. 

Large culverts (approximately 15 feet round) would be constructed to carry the railroad over 

Hawk Creek (County Ditch 10) just south of realigned TH 12 and County Ditch 46 (near the 

Marshall Subdivision). Smaller culverts would be needed at other locations on the railway to 

facilitate existing drainage and waterflow patterns. Filtration basins, ditch checks and other 

water best management practices (BMPs) would be constructed to address infiltration and 

water quality treatment. See Section IV.A.11 for more details.

b. Roadway components

The following paragraphs describe the key roadway components of the Project.

Relocation of TH 12

The Project would include the relocation of 2.5 miles of TH 12 between 28th Street on the 

southeast and just west of 7th Avenue NW on the northwest. The roadway would be 

constructed as a two-lane facility with dedicated left- and right-turn lanes at intersections, 

where appropriate. The design would be rural, with ditches used to convey stormwater 

runoff. Travel lanes are anticipated to be 12 feet wide, shoulders would be 10 feet wide and 

turn lanes would be 12 to 13 feet wide (these widths may be adjusted slightly during the 

detailed design phase). Figure 25 shows the typical roadway sections for TH 12 and the 

other roadways included in the Project.

All proposed intersections with the realigned TH 12 would be side street stop controlled 

with the exception of CSAH 5. At relocated TH 12 and CSAH 5 there would be a traffic signal. 

A traffic signal would be needed at this location due to the traffic volumes on both 

roadways. See Appendix B for the traffic study that includes information on traffic volumes.

An existing box culvert (Bridge 8468) located at the eastern end of the realignment where 

the realigned TH 12 and existing TH 12 come back together would be replaced. Extension of 

the bridge was evaluated, but rejected as the existing bridge is inconsistent with current 

design and deficiency standards.

Additionally, four new larger culverts (estimated at 48 inches and greater) would need to be 

constructed along the realigned corridor. One would be on County Ditch 12 – located just 

west of CSAH 5. One would be located just east of the new industrial access roadway and 

two would be located west of CSAH 55. One of these is along an unnamed tributary of Hawk 

Creek. The culvert sizes may be adjusted during the final design phase. See Section IV.A.11 

for more details and Figure 31 for the location of larger culverts.
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A grade separation of the railway would be included as part of the TH 12 relocation. 

Roadway Grade Separations

The Project would include two grade separations with roadways that intersect with the 

railway improvements. These are located at TH 12 and at TH 40. The grade separation at TH 

12 would enable BNSF to accommodate the 10,000-foot long railway siding, the mainline, 

and access roads. 

The TH 40 grade separation allows for the railway siding, the mainline, both access roads, 

and the spur line (to accommodate future industrial park expansion south of TH 40). The 

grade separations would also accommodate drainage ditches alongside the track structure 

for stormwater flows. The TH 40/CSAH 55 intersection located west of the new rail 

connection would be raised to meet the TH 40 overpass grade as it descends westward.

Preliminary typical sections and design elements for bridge areas over the railway are 

provided in Appendix D.

Roadway Closures and New Connections

The existing 45th Street NW on the north side of existing TH 12 would have its current 

access with TH 12 closed. It would also have its current at-grade railway crossing closed. 

45th Street NW on the north side of existing TH 12 would be realigned approximately 2,400 

feet to the west and would have an improved at-grade railroad crossing (change from a 

private crossing with no warning systems to an active warning system with flashing lights, 

gates, and bells). 

The existing 45th Street NW on the south side of existing TH 12 would have its current 

access with TH 12 closed. Instead it would bend west just south of existing TH 12 and 

continue west to go past a local business and then tie into existing TH 12 to provide a local 

roadway connection with the realigned 45th Street NW on the north side of existing TH 12.

The existing CSAH 55/1st Avenue W segment of roadway between the proposed railway and 

the north south portion of CSAH 55/1st Avenue West would be eliminated as part of the 

Project to prevent an at-grade crossing of the new railway. In order to serve the businesses 

located east of the railway; a new roadway connection would be constructed between the 

realigned TH 12 and CSAH 55/1st Avenue West east of the proposed railway. 

Roadway Removals 

The proposed roadway modifications would include the removal of portions of existing 

roadways. Roadways where removals would occur are shown on Figure 22 and are located 

on TH 12, CSAH 55, 1st Avenue W, 45th Street NW, and 7th Avenue NW.

Due to the relocation of TH 12, portions of existing TH 12 would be removed. These 

segments are shown in Figure 22. The segments of roadway removed do not provide a 

direct connection to any businesses or residential properties and all properties have access 

from another roadway.
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A small section of CSAH 55 would be removed near its junction with 1st Avenue W. The 

segment of roadway that would be removed includes the crossing with the new railway 

alignment.

A segment of 1st Ave W would be removed from its junction with the relocated TH 12 to 

approximately 750 feet to the east. This segment of roadway was removed to minimize 

access to TH 12 and due to the fact that properties along this segment of roadway would 

haves access off of CSAH 55.

A short segment of 45th Street NW on the north side of existing TH 12 would be removed as 

part of its realignment. See section above.

A short segment of 7th Avenue NW (slightly under 700 feet) would be removed between 

realigned TH 12 and to the west. This segment of roadway was removed due to its proximity 

with the start of the TH 12 realignment (too close to have an intersection after curving onto 

the new alignment) and due to the fact that it had another connection to TH 12.

Existing Intersection Modifications

Beyond the realignment of 45th Street NW on both sides of existing TH 12, there are two 

major intersection modifications and a few minor changes. The two primary intersection 

modifications include the 1st Avenue W, CSAH 55 and 45th Street NW (south of TH 12) 

intersection reconfiguration. As shown in Figure 22, that intersection, which currently has 

multiple legs, would be cleaned up to provide a 90-degree intersection between 1st Avenue 

W (west of the north-south segment of CSAH 55), CSAH 55 and 45th Street.

The second larger intersection modification is the intersection of TH 40 and CSAH 55. This 

intersection would generally keep its existing horizontal alignment, but would have to be 

raised vertically to accommodate the new railway grade separation to the east. Raising the 

roadways would require the replacement of the existing culvert on TH 40 over Hawk Creek.

Other minor intersection changes include cul-de-sacing of 1st Ave W west of CSAH 55 and 

7th Ave NW west of the TH 12 realignment. Additionally, the existing intersection at TH 12 

and CSAH 5 would be modified to remove the existing traffic signal (to be relocated at the 

intersection of CSAH 5 and relocated TH 12) and would have an existing hump/bump 

located on the north of the intersection and south of the Morris Subdivision removed

through the reconstruction of this intersection.

Large Culvert Modifications

The Project would require the construction of numerous culverts to facilitate water flow and 

existing drainage patterns. Larger culvert (48 inches and larger) modifications would be 

needed on realigned TH 12 (as discussed above), CSAH 55 and TH 40. Culvert sizes included 

in this document may be adjusted during the final design and permitting phase of the 

project. Information included in this document is what is what is currently anticipated as 

being needed.

Bridge 91329, a culvert that carries TH 40 over Hawk Creek (County Ditch 10), would be 

replaced as a part of the intersection modifications at TH 40 and CSAH 55. The existing 

bridge is a 14-foot by 10-foot box culvert. The bridge is located 600 feet west of the TH 
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40/CSAH 55 intersection. With the grade separation of TH 40 over the proposed railroad 

connection, the intersection of TH 40 and CSAH 55 would need to be raised on all four 

approaches (TH 40 east and west of the intersection and CSAH 55 north and south of the 

intersection). Raising the intersection would result in a touchdown point on TH 40 that is 

approximately 800 feet west of the bridge. Since the road elevation would be higher than 

existing conditions, Bridge 91329 would be replaced. Bridge rehabilitation was not 

considered a feasible alternative to replacement at this location due to the elevation 

change.

Bridge 94149, a culvert over Hawk Creek (County Ditch 10) on CSAH 55 would be extended 

approximately 25 feet to account for shoulder widening on CSAH 55. The existing bridge is a 

12-foot by 8-foot box culvert. Replacement of the bridge was evaluated, but rejected as an 

extension would provide the necessary width required for the additional shouldering in a 

cost effective manner. The hydraulic impacts of the modification are discussed in the 

Floodplain section.

Other Roadway Improvements

Shouldering will occur on CSAH 55 within the project area where existing shoulders are 

currently deficient. In addition, the portions of CSAH 55 that will no longer serve a state aid 

purpose and are not included in other project improvements (essentially the east-west 

portion of CSAH 55/1st Avenue W) will be upgraded to meet current state aid standards.

Key Roadway Design Elements

New TH 12 would be constructed according to MnDOT trunk highway design standards. 

County and city roadways would be constructed according to MnDOT state-aid design 

standards. Typical roadway sections are shown on Figure 25 and roadway bridge details are 

included in Appendix D.

Existing CSAH 55 north of the realigned TH 12 would be transferred from Kandiyohi County 

to the City of Willmar, as the route would not have a connection to a trunk highway or 

another county roadway (due to the elimination of the roadway between its north/south 

segment and the proposed railway).

Dry ponding, infiltration basins and other water best management practices would be 

constructed to address infiltration and water quality treatment and areas sensitive to 

additional discharge from the road right of way.

G. Other Projects Near the Proposed Project 

In addition to the proposed Project, there are two other transportation projects that are currently 

underway or being developed south of the Project that have an influence on the project area and 

were considered when alternatives were being developed. 

In March, 2015 Kandiyohi County received environmental clearance for a project that will shift CSAH 

5 east approximately 800 feet in order to grade separate the TH 23 and CSAH 5/CSAH 15 

intersection. With the improvements, CSAH 5 will bridge over TH 23 and create a new T-intersection 
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with CSAH 15. The project is intended to improve safety conditions at the TH 23 and CSAH 5/CSAH 

15 intersection, and in particular the through movement of northbound and southbound CSAH 5 

traffic across TH 23. Construction will be completed in 2017. Figure 26 shows this programmed 

improvement. 

In addition, Kandiyohi County is pursuing a grade separated crossing of CSAH 55 over the Marshall 

Subdivision, to tie into the project described above currently under construction. Figure 26 also 

shows this alternative. This project will include a slight realignment of CSAH 55 to provide the 

separation needed to get over the railway. The county is in the process of designing the proposed 

crossing and assembling funding for construction. It is anticipated that this county project will be

completed independently within a similar timeframe as the proposed Project.

H. Benefit Cost Analysis 

A benefit-cost analysis (BCA) was completed for the proposed Project in September 2016. The 

purpose of the BCA was to bring all the direct effects of a transportation investment into a common 

measure (dollars), and to allow for the fact that benefits accrue over a long period of time while 

costs are incurred primarily in the initial years of the project. The primary elements that can be 

monetized for transportation projects are travel time, changes in vehicle operating costs, changes in 

crashes, and remaining capital value. After monetizing and combining these factors, projects are 

considered cost effective if the benefit/cost ratio is greater than 1.0 and if the net present value is 

greater than zero. The BCA can provide an indication of the economic desirability of an alternative, 

but results must be weighed by decision-makers along with the assessment of other effects and 

impacts. 

The BCA completed for this project evaluated the difference in costs and benefits between the 

recommended alternative and three other alternatives including the No Build Alternative, and 

indicated that the recommended alternative would result in a benefit/cost ratio of 2.3 and a net 

present value of $49.3 million. Details are provided in Appendix E, Benefit-Cost Analysis Memo, 

dated September 2016. Based on this analysis, the recommended alternative would be desirable 

from an economic perspective.

I. Project Cost, Funding and Schedule

1. Project Cost

The anticipated cost of the Project is $22 million for construction of the railway 

components, $20.2 million for construction of the roadway components, and $2 million for 

right of way. Additional project costs include engineering and construction administration. 

The costs provided above are based on preliminary estimates. Final project costs and cost 

shares will be refined by the partner agencies as more detailed design is completed and final 

partnership agreements are executed.

 

2. Project Funding

This Project is being funded through a variety of local, state, federal, and private funding 

sources. Project funding sources and contributions are provided in Table 7.
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Table 7 – Project Funding

Funding Source Amount

BNSF Railway $16 Million

Minnesota Department of Transportation 

(MnDOT)

$17.5 Million

U.S. Department of Transportation (TIGER 

Grant)

$10 Million

Local Road Improvement Program (LRIP) $3.8 Million

Kandiyohi County $459,000

City of Willmar $646,000 (commitment of 

estimated right of way costs)

Total $48,405,000

3. Project Schedule

The following is a tentative schedule of activities for the Project:

Activity Anticipated Date

EA/EAW February 2017

Public Hearing/Opportunity for Public Hearing February 2017

Preliminary Design Layout January 2017

EIS Need Determination June 2017

Right of Way Acquisition Spring 2018

Begin Construction Spring 2018

Project Completion Fall 2020

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IV. SOCIAL, ECONOMIC AND ENVIRONMENTAL IMPACTS (SEE)

This section discusses environmental impacts of alternatives identified in the Alternatives section. It 

contains two sub-sections; 

 State Environmental Assessment Worksheet (EAW) 

 Additional Federal Issues 

The EAW is a standard format used in Minnesota for environmental review of projects meeting certain 

thresholds at Minnesota Rule 4410.4300. Federal environmental regulations not addressed on the EAW 

are addressed in separate sub-section. 

A. Environmental Assessment Worksheet (EAW)

This Environmental Assessment Worksheet (EAW) form and EAW Guidelines are available

at the Environmental Quality Board’s website at: 

http://www.eqb.state.mn.us/EnvRevGuidanceDocuments.htm. 

The EAW form provides information about a project that may have the potential for significant 

environmental effects. The EAW Guidelines provide additional detail and resources for completing 

the EAW form.

Cumulative potential effects can either be addressed under each applicable EAW Item, or can be 

addresses collectively under EAW Item 19.

Note to reviewers: Comments must be submitted to the RGU during the 30-day comment period

following notice of the EAW in the EQB Monitor. Comments should address the accuracy and 

completeness of information, potential impacts that warrant further investigation and the need for 

an EIS.

1. Project Title

Willmar Rail Connector & Industrial Access

2. Proposer

Agency: Minnesota Department of Transportation

Contact: Jon Huseby

Title: District 8 Engineer

Address: 2505 Transportation Road

Address 2: Willmar, MN 56201

Phone: 320-231-5497

Fax: 320-214-6305

Email: jon.huseby@state.mn.us
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3. RGU 

Agency: Minnesota Department of Transportation 

Contact: Paul Rasmussen, PE

Title: Project Manager

Address: 2505 Transportation Road

Address 2: Willmar, MN 56201

Phone: 320-214-6320

Email: p.rasmussen@state.mn.us

4. Reason for EAW Preparation (check one)

Required: Discretionary:

__ EIS Scoping __ Citizen petition

X Mandatory EAW __ RGU discretion

__ Proposer initiated

If EAW or EIS is mandatory give EQB rule category subpart number(s) and name(s):

Highway Projects: 4410.4300, Subpart 22, A - “Construction of a road on a new location over 

one mile in length.”

5. Project Location 

County: Kandiyohi

City/Township: City of Willmar and Township of Willmar

PLS Location: Sections 7, 8, 16, 17, 18, 19, 20, 29, 30 Township 119N Range 35W

Watershed (81 major watershed scale): Hawk Creek Watershed

GPS Coordinates: 45.129523, -95.104225

At a minimum attach each of the following to the EAW:

 County map showing the general location of the project (Figures 1and 3)

 U.S. Geological Survey 7.5 minute, 1:24,000 scale map indicating project boundaries 

(Figure 2)

 Site plans showing all significant project and natural features. Pre-construction site plan 

and post- construction site plan (Figures 22-25, 28, 33, 38).

6. Project Description

a. Provide the brief project summary to be published in the EQB Monitor, 

(approximately 50 words).

The Project includes a 2.8-mile railway between the Marshall and Morris Subdivisions of the 

BNSF railway and a rail spur for industrial park access in Willmar. Roadway modifications

include a 2.5 mile realignment of Trunk Highway (TH) 12, construction of two bridges on TH

12 and TH 40 over the proposed rail line, and other road modifications.

b. Give a complete description of the proposed project and related new 

construction, including infrastructure needs. If the project is an expansion 

include a description of the existing facility. Emphasize: 1) construction, 

operation methods and features that will cause physical manipulation of the 
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environment or will produce wastes, 2) modifications to existing equipment 

or industrial processes, 3) significant demolition, removal or remodeling of 

existing structures, and 4) timing and duration of construction activities.

1. Construction, Operation, Methods and Features That Will Cause Physical Manipulation 

of the Environment or Will Produce Wastes

The Minnesota Department of Transportation (MnDOT), along with its partners, the City 

of Willmar, Kandiyohi County, the Kandiyohi County and City of Willmar Economic 

Development Commission, and the BNSF Railway and in coordination with the FRA, is 

proposing to construct a new mainline railway connection, siding, spur line, access roads 

and mainline extension between the Morris and Marshall Subdivisions within Kandiyohi 

County in the western portion of the City of Willmar and Willmar Township. The 

construction of the new railway connection would impact the transportation network 

and would require modifications to state, county, city and township roadways.

A full description of the Project, which identifies features that would cause physical 

manipulation of the environment or would produce wastes is provided in Section III.F.2 

and shown on Figure 22.

2. Modifications to Existing Equipment or Industrial Processes

The Project would not include modification to existing equipment or industrial 

processes.

3. Significant Demolition, Removal or Remodeling of Existing Structures 

The Project would not include significant demolition, removal or remodeling of existing 

structures. However, the Project would include the demolition of two single family 

homes in order to raise the TH 40 and CSAH 55 intersection. One house would also be 

relocated – the relocation would be on the current property, but outside of the project 

area.

The Project would also include removal of portions of existing TH 12, CSAH 55, 1st 

Avenue W and 7th Ave NW.

4. Timing and Duration of Construction Activities

The Project is anticipated to begin construction in spring 2018 and be completed in fall 

2020. MnDOT would be the lead agency for the Project and would be responsible for

any work related to the roadway improvements. BNSF would be responsible for any 

work related to the railway improvements. Roadway work is anticipated to be primarily 

completed by spring of 2020 and the railway work would begin in spring of 2020 and be 

completed by the fall of 2020. Some overlap of activities may occur to provide better 

flexibility for construction activities.

c. Project magnitude

Project magnitude data are listed in Table 8. 
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Table 8 – Project Magnitude

Total Project Acreage Approximately 137.24 Acres

Linear project length Approx. 2.8 miles of railway, 2.5 miles of 

new highway, and 2,600 feet of township 

roadway

Number and type of residential units NA

Commercial building area (in square feet) NA

Industrial building area (in square feet) NA

Industrial building area (in square feet) NA

Other uses – specify (in square feet) NA

Structure height(s) 30 feet (new TH 12 and TH 40 roadway 

bridges over railway connection)

d. Explain the project purpose; if the project will be carried out by a 

governmental unit, explain the need for the project and identify its 

beneficiaries.

Please refer to Section II for the purpose and need for the project. 

The Project is being led by MnDOT District 8. This Project is a public-private partnership 

with the City of Willmar, Kandiyohi County, Kandiyohi County/City of Willmar Economic 

Development Commission, and the BNSF Railway.

The Project would benefit a number of groups. First, rail customers that receive or produce 

shipments will have improved and more reliable travel times because trains would no longer 

be required to go into downtown Willmar and into the Willmar Terminal to transfer 

between lines. Switching west of the downtown prevents the trains from occupying space in 

the rail yard that is needed for through rail traffic. It also reduces the amount of time to 

switch between the subdivisions (currently engines need to be switched from one end of 

the train to the other before it can go out on the other rail line). Eliminating these activities 

would improve shipping times for all customers and improve efficiencies within the rail yard.

Second, motorists that currently have to wait for trains that are occupying at-grade 

crossings would benefit from reductions in wait times and travel distances.

Third, pedestrians and bicyclists would also have similar benefits – they would have fewer 

trains to wait for in order to cross the railway in order to get to their destinations. 

Fourth, the business community within the City of Willmar has the potential to expand with 

the Project. The Project would provide a rail spur connection for development and 

expansion of the industrial park the city and county have been developing. A main focal 

point of the development of this industrial park is rail service which would come from the 

new railway connection.
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e. Are future stages of this development including development on any other 

property planned or likely to happen? __ Yes _X_ No

If yes, briefly describe future stages, relationship to present project, timeline 

and plans for environmental review.

f. Is this project a subsequent stage of an earlier project? __ Yes _X_ No

If yes, briefly describe the past development, timeline and any past 

environmental review.

7. Cover Types

Estimate the acreage of the site with each of the following cover types before and after

development

Cover types within the general project right of way are listed in Table 9. Approximately 

137.2 acres of land will be disturbed.

Table 9 – Cover Types Before and After Project

Cover Type Before

(acres)

After

(acres)

Cultivated crops 88.7 0

Wooded/forest 0.5 0

Wetland 15.0 4.3

Impervious/developed 69.0 98.5

Pasture/hay 11.2 0

Stormwater BMP 0.0 5.5

Deep water/streams <0.1 <0.1

Lawn/landscaped 0.0 76.1

Total 184.4 184.4

8. Permits and Approvals Required

List all known local, state and federal permits, approvals, certifications and financial 

assistance for the project. Include modifications of any existing permits, governmental 

review of plans and all direct and indirect forms of public financial assistance including 

bond guarantees, Tax Increment Financing and infrastructure. All of these final decisions 

are prohibited until all appropriate environmental review has been completed. See 

Minnesota Rules, Chapter 4410.3100.

Permits and approvals anticipated for the Project are listed in Table 10.
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Table 10 – Permits and Approvals Needed and Status

Unit of Government Type of Application/Approval Status

Federal 

Federal Highway Administration 

(FHWA)

Environmental Assessment Draft for public review

Finding of No Significant Impact 

(anticipated outcome)

To be requested

Section 4(f) temporary occupancy 

concurrence

Preliminary approval

Section 4(f) De Minimis Preliminary approval

MnDOT CRU on behalf of FHWA Section 106 

(Historic/Archaeological)

Consultation in process

Tribal Consultation Consultation 

completed

MnDOT OES on behalf of FHWA Section 7 (Endangered Species Act) Consultation 

completed

Federal Railroad Administration Compliance with NEPA and related 

environmental laws and 

regulations

To be obtained

U.S. Army Corps of Engineers

(USACE)

Section 404 Permit (Letter of 

Permission) for roadway

To be obtained

U.S. Army Corps of Engineers

(USACE)

Section 404 Permit (Letter of 

Permission) for railway

To be obtained

Federal Aviation Administration Obstruction Evaluation / Airport 

Airspace Analysis – Notice of 

Proposed Construction or 

Alteration – Off Airport

Preliminary approval

State

MnDOT Environmental Assessment 

Worksheet

Draft for public review

EIS Need Decision To be obtained

Wetland Conservation Act 

Replacement Plan

To be obtained

Staff Approved Geometric Layout To be obtained

Preliminary Construction Plans To be obtained

Minnesota Pollution Control 

Agency

Section 401 Certification To be obtained

National Pollutant Discharge 

Elimination System (NPDES CSW) 

Stormwater Permit

To be obtained

Minnesota Department of 

Natural Resources

License to Cross Public Lands and 

Waters

To be obtained if 

necessary

Construction Dewatering To be obtained by 

contractor, if necessary

NHIS Review Consultation 

completed
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Table 10 – Permits and Approvals Needed and Status (Continued)

Unit of Government Type of Application/Approval Unit of Government

Local

City of Willmar Municipal Consent/Project 

Approval

To be obtained

Kandiyohi County Project Approval To be obtained

Ditch Drainage and Hydraulic 

Capacity Design Approval

To be obtained

Wetland Boundary/Type 

Approval

To be obtained

Private

BNSF Railroad Agreement To be obtained

BNSF Railroad Permit To be obtained

Cumulative potential effects may be considered and addressed in response to individual EAW Item 

Nos. 9-18, or the RGU can address all cumulative potential effects in response to EAW Item No. 19. If 

addressing cumulative effect under individual items, make sure to include information requested in 

EAW Item No. 19 [see EAW Item No. 19 for Cumulative Effects Discussion]

9. Land Use

a. Describe:

i. Existing land use of the site as well as areas adjacent to and near the site, 

including parks, trails, prime or unique farmlands.

Land Use

The Project is located in the City of Willmar and Willmar Township (Figure 3). 

Agriculture is the predominant land use in the project area. Residential neighborhoods 

are located north of the existing TH 12 and CSAH 5 intersection outside of the project 

limits, with scattered single family dwellings located throughout the project area. Other 

adjacent land uses include industrial and commercial uses along existing TH 12 and 

CSAH 55/1st Avenue West. The Willmar Municipal Airport is located west of the project 

area. Figure 27 shows the zoning in the project area.

Wetlands and ditched waterways, including Hawk Creek and its associated riparian 

corridor and tributaries are also located within the project area.

City-Owned Land

The City of Willmar owns over 670 acres of land at the site of the decommissioned 

airport, which a portion of the land is being developed into a 200-acre industrial park

expansion. The site is adjacent to other industrial sites, and is accessible via TH 40 and 

CSAH 5. The basic roadway infrastructure and utilities have been installed.

The new “Willmar Municipal Airport – John L. Rice Field” is located about 0.8 miles west 

of CSAH 55 and just north of TH 40. The new airport includes a 5,500-foot paved 

runway, 3,000-foot turf runway, and a modern terminal area. The paved runway is 
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planned to be extend to 6,500 feet at a future undetermined date. The new airport 

serves as regional transportation resource and is accessed from TH 40.

Park and Trails

There are no local park facilities within the project area. The Rau Prairie Pothole 

Wildlife Management Area (WMA), Gopher Ridge WMA and Kandiyohi Walk-In Area 

(WIA) #15 are located northwest of the project area. No impacts to the WMAs or WIA 

would result from the Project. One multiuse trail is located along the east side of CSAH 

5, extending north-south between TH 12 and TH 40. This trail falls within the project 

limits.

Farmland

As stated above, agriculture is the primary land use in the project area. The agricultural 

lands are considered productive, with the soils categorized as prime farmland, farmland 

of statewide importance or prime farmland if drained (Figure 28). 

ii. Plans. Describe planned land use as identified in comprehensive plan (if available) 

and any other applicable plan for land use, water, or resources management by a 

local, regional, state, or federal agency.

The City of Willmar Comprehensive Plan guides the existing and planned land uses in

much of the project area. The Future Land Use Map (Figure 29) identifies urban growth 

areas to accommodate future population and industrial growth demands, including 

demands in the project area. In the northern end of the project area surrounding the 

Willmar Municipal Airport – John L. Rice Field, land is guided for airport related business 

and industry expansion. The plan suggests that the land should remain in agricultural 

use until annexation occurs and municipal services are extended from the east for the 

logical expansion of industrial uses. On the south end of the project area, a mix of 

industrial, commercial, and residential development is planned along the CSAH 15 and 

TH 23 corridors. The City has a 2030 Facilities Plan that plans for the extension of 

sanitary and water service into these urban growth areas.

The Kandiyohi County Comprehensive Plan identifies agriculture as the guided land use

in Willmar Township (Figure 30). An urban growth boundary is also shown to guide 

future growth for the city of Willmar in an orderly fashion consistent with the City of 

Willmar’s Future Land Use Map. 

iii. Zoning, including special districts or overlays such as shoreland, floodplain, wild 

and scenic rivers, critical area, agricultural preserves, etc.

Zoning Ordinances

The City of Willmar Zoning Ordinance and Zoning Map (Figure 27) applies to the 

incorporated areas and the city-owned land. The Kandiyohi County Zoning Ordinance 

applies to land within Willmar Township. The project area is zoned for business, 

industrial, and government (decommissioned airport site) on the north and east, and 

agriculture on the south and west (City of Willmar, 2009; Kandiyohi County, 2001). 
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Shoreland Districts

The City of Willmar Zoning Ordinance defines shoreland districts within the city, and 

regulates the use of any shoreland of public waters, and regulates lot size and density 

within shoreland districts. The city defines shoreland as land being located within 1,000 

feet from the Ordinary High Water (OHW) of specified public waters. The ordinance 

indicates that Foot Lake is a public water to which the shoreland ordinance would apply. 

The Project would be located within 1,000 feet of Foot Lake and would be subject to the 

zoning ordinance. 

Kandiyohi County defines shoreland as being any land located within 1,000 feet from 

the OHW of a lake, pond, or flowage or within 300 feet from a river or stream or their 

floodplain. Hawk Creek (County Ditch [CD] 10), CD 12, CD 46, and an unnamed tributary 

are all designated as County Ditches on the Kandiyohi County zoning map (Figure 30) 

and therefore the shoreland ordinance would not apply to these watercourses.

Airport Zoning Ordinance

The Willmar Municipal Airport Zoning Ordinance (adopted in 2007) applies to the 

project area, which regulates and restricts the height of structures and objects in the 

vicinity of the airport. The Willmar Municipal Airport Zoning Ordinance is enforced by 

the Willmar Area Joint Airport Zoning Board, a joint powers board consisting of elected 

members from the City of Willmar, Kandiyohi County, Willmar Township, and St. Johns 

Township. The ordinance identifies various zones that designate certain restrictions and 

requirements related to safety and height issues based on the proximity of the zone to 

the airport and runways. There are multiple airspace zoning designations that the 

proposed rail connection and road improvements will traverse. 

FAA and MnDOT Aeronautics also review projects for their compliance with height 

restrictions and proximity to runways.

Floodplain Ordinance

The 100-year floodplain of Hawk Creek falls within the project area. Kandiyohi County 

has a floodplain ordinance which applies to unincorporated areas of the county. This 

ordinance is applicable to the watersheds in Willmar Township that are outside of 

Willmar’s municipal boundary. Mitigation for floodplain impacts are discussed in 

Section IV.A.9.c. The city’s Stormwater Management Ordinance specifies minimum 

building elevations based on 100-year flood elevations for FEMA and city-defined 

floodplains, but does not include floodplain regulations. 

b. Discuss the project’s compatibility with nearby land uses, zoning, and plans 

listed in Item 9a above, concentrating on implications for environmental 

effects.

Land Use

The Project would be consistent with the City of Willmar’s future plans for the area. As 

discussed in 9a, industrial growth is envisioned within the former airport site and west. The 

Project would be consistent with the city’s planned industrial expansion as the proposed 

railroad connection would provide additional rail line access to promote economic 

development and business expansion in the Willmar Industrial Park. With the introduction 
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of the rail access, the Willmar Industrial Park would be served by all three major freight 

modes (air, rail, and truck), allowing it to serve as a regional shipping hub. Impacts related 

to the proposed project would be similar to development related impacts anticipated with 

future city expansion. 

Shoreland Districts

The City of Willmar’s shoreland zoning ordinance specifies that public roadways should be 

designed to achieve maximum screening from the view of the public water and be designed 

and constructed to minimize and control erosion into the public water. The placement 

standards of the ordinance indicate that the roadway structures should be located outside 

of the shore impact zone, which is defined as the land located between the OHW of a public 

water and a line parallel at a distance of 50 percent of the structure setback. The setback for 

unsewered structures is 75 feet. 

The Project would comply with the City of Willmar’s shoreland ordinance. The existing 

vegetation (wooded lots adjacent to the lake) and topography (railway bed for BNSF Morris 

Subdivision) would serve to screen the view of the proposed roadway from Foot Lake. In 

addition, the roadway design would incorporate features that would minimize erosion to 

Foot Lake during and following construction, including silt fence during construction and 

filtration basins following construction. In addition, the Project would not involve placement 

of roads or fill within the shore impact zone (37.5 feet from the OHW of Foot Lake). 

Airport

As discussed in the alternatives evaluation (Section III), the recommended alternative 

(located east of CSAH 55) was identified to avoid the airport’s runway protection zone (RPZ)

as well as Zoning Area A. To ensure compatibility with the Willmar Municipal Airport Zoning 

Ordinance, coordination with the FAA and Willmar Area Joint Airport Zoning Board would

continue throughout design and during construction. This would include a review of all 

structures, including lighting improvements, within the airport influence zones to ensure 

they are compatible with necessary height restrictions. As plans for the Project continue to 

be refined, data would be supplied to the FAA to ensure compliance with regulations.

In advance of construction, construction data would be updated and supplied as part of the 

FAA Obstruction Evaluation/Airport Airspace Analysis – Notice of Proposed Construction or 

Alteration – Off Airport permit. This permit requires information about the type of 

construction equipment, lights, and other elements that have the potential to impact 

airspace and navigation at the airport

Floodplain

Floodplain would be impacted at the following locations (Figure 31) and total 2.9 acres 

(Table 11):

 Proposed culvert under proposed Trunk Highway 12, west of 30th Avenue NW 

(Crossing “A”)

 Proposed railroad bridge over Hawk Creek east of CSAH 55 (Crossing “B”)

 Existing Bridge 94149 on CSAH 55 over Hawk Creek (Crossing “C”)

 Existing bridge 91329 on Trunk Highway 40 over Hawk Creek (Crossing “D”)
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 Proposed culvert under proposed Trunk Highway 12, between 1st Avenue and CSAH 

55 (Crossing “E”)

 Proposed railroad bridge over County Ditch 46 east of CSAH 55 (Crossing “F”)

 Existing Bridge 8468 on TH 12 (Crossing “I”)

Table 11: Summary of Floodplain Impacts

Project Element Floodplain Impacts (acre)

TH 12 0.8

CSAH 55 0.7

BNSF Railway 1.4

Total 2.9

Additionally, two pipes would be proposed under proposed Trunk Highway 12 (labeled 

Crossing “G” and “H”). These culverts would be outside of the FEMA floodplain, but require 

a Risk Assessment due to the size (anticipated size is 48 inches). The Risk Assessments are 

included in Appendix F. Final culvert sizes may be adjusted during final design or permitting.

Per Minnesota Rules, any change that increases the 100-year floodplain by 0.5 feet or more 

requires Minnesota Department of Natural Resources (DNR) review. Increase the elevation 

by a foot or more and Federal review is also required. The floodplain for the Project was 

estimated using HEC-RAS model and United States Geological Survey Stream Stats 

regression equations for the flow. Based on the model, the stage increase of the floodplain 

would vary for each crossing, but would be less than 0.5 feet for all locations; therefore, 

there would be minimal floodplain impacts as a result of the project. A floodplain 

assessment has been completed and is attached (Appendix F). It is anticipated that there 

will be no net increase; however, there is some flexibility to increase this up to 0.5 feet 

should changes in floodplain impacts occur in final design.

Farmland

Approximately 93 acres of farmland would be converted to railroad or road right of way

(Figure 28). A large portion of the land is currently leased, with the project partners (City of 

Willmar and BNSF) owning a number of farmed parcels that would be impacted by the 

Project. With the project area in the city’s urban growth boundary, agriculture has been 

recognized as eventually transitioning to industrial and other business developments. In the 

interim, adjacent agricultural uses will continue. The Project would not prohibit the use of 

non-converted farmland for current farming practices.

Coordination with the U.S. Department of Agriculture (USDA) Natural Resources 

Conservation Service (NRCS) has been initiated as requested by the Farmland Policy 

Protection Act (42 U.S.C. § 4201 et seq.). See the attached NRCS Form AD 1006 (Appendix

G).
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c. Identify measures incorporated into the proposed project to mitigate any 

potential incompatibility as discussed in Item 9b above.

The Project would be compatible with the City of Willmar’s future plans for the area and the 

planned industrial park development. It would also be compatible with Kandiyohi County’s 

long-term plans for expanding the urban area around the City of Willmar.

Floodplain

Based on the FEMA map, the Hawk Creek, unnamed tributaries to Hawk Creek, CD 12 and 

CD 46 floodplain is fairly well contained within the banks of the creek within the project 

area.

The bridge and culvert crossings associated with the floodplain would be sized such that 

they do not create changes in the floodplain either upstream or downstream. Based on the 

model, the stage increase of the floodplain would be less than 0.5 feet; therefore, there 

would be minimal floodplain impacts as a result of the Project. The impact to the floodplain 

would be minimal and within the regulatory threshold, so no mitigation would be required. 

A floodplain assessment has been completed and is attached (Appendix F). It is anticipated 

that there will be no net increase; however, there is some flexibility to increase this up to 

0.5 feet should changes in floodplain impacts occur in final design.

10. Geology, Soils and Topography/Land Forms

a. Geology - Describe the geology underlying the project area and identify and 

map any susceptible geologic features such as sinkholes, shallow limestone 

formations, unconfined/shallow aquifers, or karst conditions. Discuss any 

limitations of these features for the project and any effects the project could 

have on these features. Identify any project designs or mitigation measures to 

address effects to geologic features.

With the exception of Figure 32, Appendix H contains the maps and tables associated with 

geology and soils. Please refer to Appendix H for figures in this section.

The Project would include approximately 2.8 miles of railway and 2.5 miles of roadway 

improvements that cross a Wisconsin Age glacial terrain with thick glacial till overlying 

bedrock and soils that are principally derived from glacial till with alluvium along the stream 

terraces. 

Cretaceous age sedimentary rocks and crystalline pre-Cambrian rocks underlay the thick 

glacial till in the Project area (Figure H-1). The bedrock boundary between the undivided 

Cretaceous rock on the north and the Middle Archean crystalline rocks lies in an east-west 

line dissecting the site. The bedrock is deeply buried beneath the till. There are no bedrock 

exposures, no karst features and no known geologic hazards due to the bedrock within the 

project area; however, various soil types within the project area have limitations that are 

discussed in more detail in the next section.

Surficial geologic mapping in the area shows the north end of the site along the approximate 

boundary of the Wisconsin-Age Des Moines Lobe Altamont moraine to the south and the 
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overriding Wisconsin-Age Wadena Lobe Alexandria Moraine to the north (Figure H-2). The 

Project will be constructed over the Des Moines lobe “washboard moraines,” described as 

low relief (306-foot), regularly spaced mounds of glacial till that formed subglacial as basal 

crevasses filled and are associated with stringers of sand and gravel outwash. The hill-shade 

digital elevation model for the area, Figure H-3, illustrates the washboard natural of the 

local terrain.

Shallow groundwater derived from confined and unconfined glacio-fluvial aquifers and 

confined Cretaceous age bedrock dominate potable water supply in Kandiyohi County. A 

review of well logs within the project area, documented in the Minnesota Department of 

Health County Well Index, shows a range of well completion depths from 36 to 271 feet with 

completion intervals in multiple alluvial aquifers described on well logs as sand or “sand & 

gravel.” No wells in the area encountered bedrock (Figure H-2). The static water levels vary 

from 10 to 34 feet below the surface dependent on both the topography and well depth 

indicating that shallow water levels are local manifestations of unconfined aquifers and in 

much of the area there is a direct and rapid connection between surface water and shallow 

groundwater.

The deeper glacial sediments and deeply buried bedrock do not present any limitations to 

the proposed roadway project. The shallow subsurface has materials suitable for 

road/railway fill and a number of small sand and gravel deposits are currently utilized for 

commercial aggregate. Other aggregate deposits are likely within the area, but have not 

been investigated and mapped (Figure H-4). 

Excavations, borrow and grading are expected to be in the upper 20 feet of the existing 

surface and are not anticipated to encounter geologic bedrock hazards; however soil 

limitations for roadways and railways, discussed in more detail below, and a potential to 

impact shallow alluvial aquifers requires engineering assessments and preparation of plans 

and specifications that acknowledge the limitations and risks.

b. Soils and topography - Describe the soils on the site, giving NRCS (SCS) 

classifications and descriptions, including limitations of soils. Describe 

topography, any special site conditions relating to erosion potential, soil 

stability or other soils limitations, such as steep slopes, highly permeable 

soils. Provide estimated volume and acreage of soil excavation and/or 

grading. Discuss impacts from project activities (distinguish between 

construction and operational activities) related to soils and topography. 

Identify measures during and after project construction to address soil 

limitations including stabilization, soil corrections or other measures. 

Erosion/sedimentation control related to stormwater runoff should be 

addressed in response to Item 11.b.ii.

Figure 32 shows the soil classification codes for soils within and near the Project. This figure 

is in Appendix A, the rest of the figures referred to in this section are found in Appendix H.

Soil data was obtained from the NRCS Web Soil Survey. Data was broken into two areas –

north and south – due to the number of soils within the project limits. Figure H-5 and Figure

H-6 approximate the construction areas – north and south project limits, respectively and 
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the soils within them. Tables 11 and 12 list the soils present, acreages and percent of project 

limits. They also contain information on percent slopes and erodibility. This information was 

used to assess various soil limitations such as hydric characteristics (Figure H-7) and the 

limitations for local roads and streets (Figure H-8) as well as railways, which have similar 

considerations. All of these constraints require detailed analyses that take into 

consideration soil characteristics, load factors and construction techniques for any new 

infrastructure.

Table 12 lists the soils present, slopes, erodibility acreages and percentage of project area 

for the southern portion of the Project. Table 13 lists the soils present, slopes, erodibility 

acreages and percentage of project area for the northern portion of the Project.

Table 12 – Soils in Southern Portion of the Project (Figure H-5)

Kandiyohi County, Minnesota (MN 067)

Map 

Symbol

Name Percent 

Slopes

Erodibility 

Status

Acres Percent of 

Project 

Limits

112 Harps clay loam 0 – 2 Slight 4.1 1.6

423 Seaforth loam 1 – 3 Slight 15.4 5.8

446B Normania loam 2 – 5 Moderate 4.5 1.7

447 Harpster silly clay loam -- Not Rated 2.4 0.9

897B Seaforth-Swanlake loams 2 – 6 Moderate 15.2 5.8

899 Harps-Okoboji complex 0 – 2 Slight 66.2 25.2

927 Harps-Glencoe-Seaforth 

complex

0 – 3 Slight 55.1 21.0

981 Canisteo-Harps loams -- Slight 36.7 13.9

999C Swanlake-Ves-Hawick complex 6 – 12 Severe 3.2 1.2

1900 Okoboji-Canisteo depressional 

complex

0 – 1 Slight 45.5 17.3

L83A Webster clay loam 0 – 2 Slight 0.1 0.1

L163A Okoboji silty clay loam 0 – 1 Slight 8.7 3.3

L201A Normania loam 1 – 3 Slight 5.8 2.2

Total 263.0 100
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Table 13 – Soils in Northern Portion of the Project (Figure H-6)

Kandiyohi County, Minnesota (MN 067)

Map 

Symbol

Name Percent 

Slopes

Erodibility 

Status

Acres Percent of 

Project 

Limits

112 Harps clay loam 0 – 2 Slight 4.1 1.6

114 Glencoe clay loam 0 – 1 Slight 9.9 1.3

399 Biscay clay loam, depressed 0 – 1 Slight 4.7 0.6

423 Seaforth loam 1 – 3 Slight 82.6 11.2

446B Normania loam 2 – 5 Moderate 51.2 7.0

805B Wadenill-Sunburg loams 2 – 6 Moderate 1.1 0.1

809 Lowlein-Estherville sandy 

loams

-- Slight 5.4 0.7

810 Coriff-Fieldon complex -- Slight 14.5 2.0

842 Urban land-Udorthents 

complex

-- Not Rated 7.9 1.1

897B Seaforth-Swanlake loams 2 – 6 Moderate 26.2 3.6

927 Harps-Glencoe-Seaforth 

complex

0 – 3 Slight 75.6 10.3

954C Swanlake-Ves loams 6 – 12 Severe 5.8 0.8

981 Canisteo-Harps loams -- Slight 36.7 13.9

999B Ves-Swanlake-Hawick complex 2 – 6 Moderate 6.3 0.9

999C Swanlake-Ves-Hawick complex 6 – 12 Severe 2.5 0.3

1016 Udorthents, loamy -- Slight 10.1 1.4

1900 Okoboji-Canisteo depressional 

complex

0 – 1 Slight 18.0 2.4

L13A Klossner muck 0 – 1 Slight 15.0 2.0

L83A Webster clay loam 0 – 2 Slight 6.1 0.8

L163A Okoboji silty clay loam 0 – 1 Slight 40.1 5.4

L201A Normania loam 1 – 3 Slight 18.1 2.5

L223B Amiret-Swanlake loams 2 – 6 Moderate 74.4 10.1

L505A Delft clay loam 0 – 2 Slight 0.2 0.0

Total 735.5 100

A review of the hydric soils (Figures H-7) in the north stages shows that slightly over 50 

percent of the project construction limits have hydric soils indicating shallow water tables, 

soil saturation and inundation. The south stage (Figure H-7C) shows that slightly over 83 

percent of the project construction limits have hydric soils indicating shallow water tables, 

soil saturation and inundation. 

The Web Soil Survey of Limitations for Local Roads and Streets (Figures H-8) show that 86

percent of the northern project limits are rated as very limited for road/railroad 

construction and maintenance and that 91 percent is rated as very limited for shallow 

excavation. The southern project limits are rated as 91 percent very limited for 

road/railroad construction and maintenance and that 93 percent is rated as very limited for 

shallow excavation. The dominant limitations for road/railroad construction and 
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maintenance are the shallow depth to the saturated zone, ponding, frost action, low 

strength and shrink-swell characteristic of the soil. The dominant limitations for shallow 

excavations are the shallow water levels and soil saturation. Engineered cuts and fills, 

artificial drainage and soil stabilization measures will be necessary across most of the 

Project.

During construction, drainage and erosion control measures would be implemented as part 

of the project design, contracts and the NPDES Permit for Construction Site Activities. 

Temporary features such as silt fence, site stabilization with temporary vegetation, 

temporary ponds, drainage control and treatment features will be necessary for each phase 

of the Project. More details are discussed in section 11.b.ii. In addition, a Stormwater 

Pollution Prevention Plan (SWPPP) would be developed for the Project. All disturbed areas 

would be revegetated in accordance with the SWPPP and related permitting requirements. 

Permanent drainage improvements, storm water rate control and water quality treatment 

features would be required as post construction water management features. More 

information on permanent treatment is found under the following section (Water 

Resources).

11. Water Resources

a. Describe surface water and groundwater features on or near the site in a.i. 

and a.ii. below.

i. Surface water - lakes, streams, wetlands, intermittent channels, and 

county/judicial ditches. Include any special designations such as public waters, 

trout stream/lake, wildlife lakes, migratory waterfowl feeding/resting lake, and 

outstanding resource value water. Include water quality impairments or special 

designations listed on the current MPCA 303d Impaired Waters List that are within 

1 mile of the project. Include DNR Public Waters Inventory number(s), if any.

The Project is located in the Hawk Creek minor watershed and the Minnesota River 

(Yellow Medicine River) major watershed. Surface water resources within the watershed 

and near the project include various tributaries, lakes, wetlands, and wet ditches. 

Surface waters near the project include Foot Lake (located north of TH 12), Willmar Lake 

(located northeast of Foot Lake), Hawk Creek (DNR PWI M-055-145-039), and various 

tributaries to Hawk Creek. Hawk Creek flows southwesterly, south of TH 12 near the 

eastern project limits, and crosses the proposed new rail connection and CSAH 55 

approximately one half-mile north of the TH 40 crossing. Figure 33 shows surface water 

features in and near the project area. 

Hawk Creek begins in Eagle Lake north of Willmar, crosses the Willmar Industrial Park 

and flows 65 miles southwesterly to the Minnesota River. Thirty-six miles of Hawk Creek 

were channelized in the 1960s to facilitate agricultural drainage. Hawk Creek is a Class 7 

Water (Limited Resource Value Water) according to the MPCA, which indicates 

protection for aesthetic qualities, secondary body contact use and groundwater for use 

as a potable water supply. However, it does not provide enough water or suitable 
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habitat for aquatic life or aquatic recreation. Agriculture comprises over 87 percent of 

the land area of the watershed.

Based on a review of the Section 303(d) List and MPCA website, Hawk Creek is identified 

as an impaired river/stream for mercury in fish tissue in one portion of the project area:

 #07020004-508 extending 27.1 miles south from TH 40 to the outskirts of Clara 

City

Impaired waters on the Section 303(d) List are subject to a Total Maximum Daily 

Load (TMDL) study, which is an assessment of a water body’s ability to sustain 

itself from pollution. The TMDL study process consists of data collection and 

assessment, listing those waters not meeting water quality standards as impaired 

waters, developing a pollution reduction plan, implementing the plan, and then 

evaluating the implementation by collecting more data. Impaired segments of 

Hawk Creek are addressed in Minnesota’s Statewide Mercury TMDL that was 

approved by the U.S. EPA in March 2007 (MPCA, 2014). 

Modification of Hawk Creek, Unnamed tributaries to Hawk Creek, County Ditch 46, 

County Ditch 43, and County Ditch 12 must be approved by the Kandiyohi County 

Drainage Authority (KCDA), who will review the Project for drainage and hydraulic 

capacity and design. Hawk Creek is not mapped by the DNR as a Designated Trout 

Stream. Due to erratic flows downstream from the Foot Lake (DNR PWI 34018100) 

control structure and the shallow depths of the creek, any fish habitat in Hawk Creek 

would be considered marginal or poor. 

No protected drinking water resources are present at or adjacent to the project area, 

although several domestic and industrial water wells are known in the area. 

Wetland boundaries were field delineated using a routine Level 2 delineation. Wetlands 

were delineated in different time periods based upon changes in potential alternatives. 

Field delineations occurred in June 2016, September 2014, May 2014, and October 

2013. Wetland delineation determined that 43 wetlands, eight wet ditches, and four

tributaries are located within the proposed project area. Much of the wetland habitat in 

the project area and vicinity has been fragmented, degraded, or disturbed due to 

development and farming activities. See Section IV.A.11.b.iv for more details on 

wetlands.

ii. Groundwater – aquifers, springs, seeps. Include: 1) depth to groundwater; 2) if 

project is within a MDH wellhead protection area; 3) identification of any onsite 

and/or nearby wells, including unique numbers and well logs if available. If there 

are no wells known on site or nearby, explain the methodology used to determine 

this.

Depth to Groundwater

Depth to groundwater for the Project varies from 10 to 34 feet based on the data for 

individual wells.
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MDH Wellhead Protection Area

The Project is located within a wellhead protection area as identified by the Minnesota 

Department of Health (MDH). Figure 34 shows the location of the protection area. 

Willmar obtains its drinking water supply from 16 primary wells. The drinking supply is 

accessed through groundwater from the Quaternary Buried Artesian Aquifer (QBAA). 

According to the MDH, a Willmar SW Drinking Water Supply Management Area 

(DWSMA) MN-00647 has been determined and a wellhead protection plan is being 

created for the wellhead protection areas. The project limits along TH 12, east of the 

proposed BNSF alignment, extends into the designated DWSMA (Figure 34). Minnesota 

Department of Health guidance would be used to evaluate the feasibility of stormwater 

infiltration practices within the wellhead protection area. 

The east portion of the Project is in a high vulnerability DWSMA and Wellhead 

Protection Area. Infiltration is not acceptable in high vulnerability DWSMA based on the 

MDH guidance due to the potential for adverse impacts to the aquifer. A small portion 

of the Project is located within a moderate vulnerability DWSMA. MDH guidance 

indicates that infiltration is not recommended in moderate DWSMA for highway runoff 

due to the potential for pollutant discharge into the aquifer. West of the proposed 

railroad alignment is outside the DWSMA and infiltration is acceptable.

Onsite and Nearby Wells

The Minnesota Department of Health County Well Index was reviewed and 30 wells 

were identified in the project area. Identified wells were scattered throughout the 

project area and primarily serve domestic use. Twenty of the wells were noted as active, 

and indicated uses of the wells included domestic, industrial, and abandoned. 

Groundwater depth ranged from 5 to 34 feet.

Figure 34 shows the wells and Table 14 lists the well, its status, its use and its 

groundwater elevation. Well logs are available in Appendix I.

Any wells that would be impacted by the Project would be sealed by a licensed well 

contractor according to Minnesota Rules, Chapter 4725, or be relocated and 

coordinated with the MPCA and MDH.
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Table 14 – Project Area Wells

Well ID Status Use Water 

Elevation 

(feet)

00778923 Active Domestic 15

00771198 Sealed Abandoned 5

00752254 Sealed Abandoned 12

00755798 Active Domestic 21

00752253 Sealed Abandoned 17

00752252 Sealed Abandoned 16

00664260 Active Domestic 34

00210694 Active Domestic 18

00210698 Active Domestic 15

00130237 Active Domestic 14

00137046 Active Domestic 34

00764040 Active Industrial 20

00401827 Active Domestic 10

00651134 Active Domestic NA

00588831 Active Domestic 23

00511576 Sealed Abandoned 26

00511591 Active Domestic 29

00689886 Active Domestic 33

00505709 Active Industrial 29

00489971 Sealed Abandoned 7

00455090 Active Domestic 30

00424373 Active Domestic 18

00407471 Active Domestic 13

00210735 Active Domestic 12

00122613 Active Domestic 11

00194601 Active Domestic 19

00194384 Sealed Abandoned 14

00194383 Sealed Abandoned 9.6

00194382 Sealed Abandoned 9.6

00194381 Sealed Abandoned 8.5

b. Describe effects from project activities on water resources and measures to 

minimize or mitigate the effects in Item b.i. through Item b.iv. below.

i. Wastewater - For each of the following, describe the sources, quantities and 

composition of all sanitary, municipal/domestic and industrial wastewater 

produced or treated at the site.

1) If the wastewater discharge is to a publicly owned treatment facility, identify 

any pretreatment measures and the ability of the facility to handle the added 
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water and waste loadings, including any effects on, or required expansion of, 

municipal wastewater infrastructure.

This section is not applicable as the proposed project would not generate any 

wastewater nor discharge wastewater to a publicly owned treatment facility. 

2) If the wastewater discharge is to a subsurface sewage treatment systems 

(SSTS), describe the system used, the design flow, and suitability of site 

conditions for such a system.

This section is not applicable as the proposed project would not generate any 

wastewater nor discharge wastewater to a subsurface sewage treatment system.

3) If the wastewater discharge is to surface water, identify the wastewater 

treatment methods and identify discharge points and proposed effluent 

limitations to mitigate impacts. Discuss any effects to surface or groundwater 

from wastewater discharges.

This section is not applicable as the proposed project would not generate any 

wastewater nor discharge wastewater to surface water.

ii. Stormwater - Describe the quantity and quality of stormwater runoff at the site 

prior to and post construction. Include the routes and receiving water bodies for 

runoff from the site (major downstream water bodies as well as the immediate 

receiving waters). Discuss any environmental effects from stormwater discharges. 

Describe stormwater pollution prevention plans including temporary and 

permanent runoff controls and potential BMP site locations to manage or treat 

stormwater runoff. Identify specific erosion control, sedimentation control or 

stabilization measures to address soil limitations during and after project 

construction.

Existing Conditions

The area is rural with an industrial area located along CSAH 55/1st Avenue W. There is a 

former airport located south of CSAH 55/1st Avenue W. The rest of the project area 

consists of primarily farmed land and wetland areas.

County Ditch 10 (CD 10), also known as Hawk Creek, runs through the project from 

northeast to the southwest. County Ditch 12 (CD 12) is located in the northeast corner 

of the project and drains to Hawk Creek. County Ditch 46 (CD 46) is located on the south 

side of the project and travels to the west to Hawk Creek. The majority of the existing 

drainage travels via overland flow to ditches, culverts, and wetlands. 

The area north of TH 12 and West of 45th Street NW drains west to a pond. The area to 

the east of 45th Street NW drains to an adjacent wetland area. The overflow for that 

wetland area travels to CD 12 then to Hawk Creek (CD 10).
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The area south of TH 12 and North of 1st Avenue W drains to a wetland located east of 

45th Street NW. The area south of TH 12 and west of CSAH 55 primarily drains to a large 

wetland, which drains to Hawk Creek (CD 10). 

The area south of 1st Avenue W drains to Hawk Creek. The area just north of 19th 

Avenue SW drains to County Ditch 46. 

Ultimately, all stormwater runoff enters Hawk Creek (CD 10) (Figure 33).

Proposed Conditions

Construction activities would disturb 137.2 acres of land (including clearing, grading, and 

excavation) and would result in an increase in impervious of 29.5 acres. The 29.5 acres 

includes both the roadway and railroad new impervious surfaces.

The primary Project components would include:

 Proposed TH 12 realignment to the south, then east and connecting to the 

existing TH 12 near CSAH 5 (30th Avenue NW)

 Proposed BNSF Railway between the Marshall and Morris Subdivisions starting 

near 19th Avenue SW running north, parallel to CSAH 55 to existing TH 12.

 Proposed improvements on TH 40 on either side of CSAH 55.

 Proposed improvements to CSAH 55 from TH 40 to 1st Avenue West 

 Realignment of existing 45th Street NW

The Project would need to comply with the National Pollution Discharge Elimination 

System (NPDES) construction stormwater general permit requirements, City of Willmar 

Stormwater Management Ordinance (No. 1227), Kandiyohi County Drainage Authority

(KCDA), and MDH guidance for sites within a DWSMA. The KCDA’s primary 

responsibility is for the proposed judicial ditch crossings. The judicial ditch crossings are 

discussed in detail in Section II.b.iv.b. Project construction and operation would include 

best management practices (BMPs) to limit impacts on Hawk Creek and other surface 

waters.

The primary regulatory stormwater requirements that would apply to the Project are as 

follows:

 Rate Control: Proposed conditions 10 and 100-year, 24-hour storm events and 10-

year, 100-year snowmelt event must be less than existing

 Volume Reduction: 1 inch runoff to be infiltrated, filtrated, and/or detained for 

the net new impervious area

 DWSMA: No infiltration in high and moderate DWSMA

For linear projects, the NPDES construction stormwater permit requires that rate control 

and infiltration volume be provided for the net new impervious (29.5 acres). The 

Natural Resources Conservation Service (NRCS) soil survey was used to determine the 

existing soils. The soils onsite are primarily are primarily classified as moderately well 

drained to poorly drained loams. Primary soil types identified include the CanisteoHarps loams (Hydrologic soil group (HSG) B/D), Harps-Seaforth-Okoboji complex (HSG 
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B/D), Seaforth loam (HSG C). Due to the poorly draining soils, infiltration would not be 

feasible. Therefore, filtration would be proposed to meet the NPDES requirements. In 

addition, the proximity of the project area to the Willmar Airport precludes the use of 

wet ponds for rate control or water quality treatment.

The Project is also required to comply with the Minnesota Department of Health (MDH)

guidance on infiltration within a wellhead protection area. The MDH precludes 

infiltration in high vulnerability wellhead protection areas (which applies to the east 

portion of the Project). The proposed filtration basins meet the requirements of the 

MDH. The drain tile at the base of the BMPs will collect the runoff, rather than allowing 

the runoff to infiltrate into the groundwater.

The rate control and filtration volume requirements are discussed below for the railroad 

and roadway project components. The proposed best management practices (BMPs) are 

shown on Figure 35.

Railroad Improvements

The Project’s rail/track bed would be constructed near existing ground elevations while 

still maintaining enough elevation above existing topography to protect rail 

infrastructure from flooding events. Generally, track bed construction would result in 

excavation through topographic areas higher in elevation and fill through topographic 

areas that that are lower in elevation. Overall, a focus in the design of the track bed was 

to reduce the Project footprint and reduce the amount of material excavated and/or 

imported to the site. 

As shown in Figures 23 a, b, the track alignment is proposed in a north south direction. 

Existing drainage generally runs in a west to east direction. Accordingly, the track 

alignment will intercept flow at various locations including: lowland topographic areas, 

Hawk Creek (CD 10), and South Ditch (CD 46). 

Ditching with approximately six-foot wide ditch bottoms are proposed parallel with and 

immediately adjacent to the east and west of the proposed track bed. Primarily, the 

proposed grading, conduit and ditches are designed to accomplish the following:

1. Maintain existing drainage patterns

2. Provide detention and filtration BMPs per MPCA volume reduction 

requirements

3. Protect track infrastructure while providing rate control 

Maintenance of existing drainage patterns:

Due to the prevalence of agricultural operation in the area of proposed infrastructure, it 

is necessary to ensure significant alteration of existing drainage is mitigated. 

Accordingly, drainage subareas were delineated to establish existing drainage patterns 

as a benchmark. Proposed grading and ditch design will allow pre-development 

drainage patterns to be maintained in the post-development condition. 
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In addition, ditches will be utilized to meet MPCA volume reduction requirements. This 

will be accomplished through longitudinal filtration ponds specifically proposed at the 

following locations:

1. Hawk Creek (CD 10)

2. Tributary Channel to Hawk Creek 

3. CD 46

Provide detention and filtration BMPs per MPCA volume reduction requirements:

As mentioned above relating to situations with poorly draining soils and FAA 

coordination, filtration basins are proposed to treat runoff volume resulting from 1 inch

of proposed impervious surface.

Accordingly, runoff from impervious track surfaces (subballast/Class 5 gravel) will be 

collected in longitudinal filtration basins prior to discharge into Hawk Creek (CD 10), 

Tributary Channel to Hawk Creek, and the South Ditch (CD 46). Filtration will occur as 

runoff passes through course sand media and collected in perforated pipes where 

discharge will then occur to adjacent waterways. It is expected that there will be four 

filtration basins at each of the two ditch crossings and one filtration basin at the 

tributary to Hawk Creek (just south of Hawk Creek), for a total of nine filtration basins. 

Detention volume in these basin areas have been designed to meet or exceed the 1 inch

over proposed impervious surface volume requirement set by the MPCA. 

Runoff treatment will not be implemented in areas where discharge occurs away from 

existing watercourses or in areas less sensitive to stormwater discharge, such as 

downstream agricultural/cultivated areas. These areas are not sensitive to and/or 

would not benefit from volume treatment BMPs required by the MPCA and therefore 

have been excluded. Coordination with MPCA will occur to ensure BMP requirements 

are satisfied.

Protect track infrastructure while providing rate control:

As mentioned above, track bed construction is designed to minimize the Project 

footprint. In order to minimize the footprint, the vertical alignment was designed to 

result in a cut/excavation and a fill/embankment condition. Accordingly, existing higher 

topographic areas will result in an excavation condition whereas lowland areas will 

result in an embankment condition. In the excavation scenario, ditches are included to 

intercept and direct runoff to lowland locations and protect railway infrastructure from 

flooding or track overtopping. 

It is understood additional impervious surface added to a pre-developed impervious 

condition will result in additional downstream runoff. However, the proposed track 

section in combination with a general east to west runoff flow direction creates an 

overall drainage area ponding scenario. Accordingly, the additional impervious surface 

proposed for the track will result in minimal contribution to an increased runoff rate 

downstream of the proposed track infrastructure. 

Design focus will prioritize ensuring capacity is implemented (culvert crossings) to 

ensure sufficient hydraulic bypass of upstream runoff will result. This will be 
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accomplished with large diameter culverts at each of the two agricultural ditches 

(Ditches 10 and 46) along with culverts placed at lowland/receiving areas along the 

alignment and through the proposed track section. 

As described in the aforementioned, providing sufficient hydraulic capacity will 

accomplish the following primary goals:

1. Protect track infrastructure

2. Ensure downstream post-development runoff rates are similar to predevelopment rates (without exceeding pre-development rates).

Roadway Improvements

The Project’s roadway components (the CSAH 55 reconstruction, TH 40 reconstruction 

and bridge, TH 12 realignment and bridge, 45th Street realignment, and new industrial 

connection between realigned TH 12 and CSAH 55/1st Ave W) would result in increases 

in runoff quantity due to increased grades for the overpass structures, additional 

roadway alignments and minor improvements such as shouldering. The roadway 

improvements would result in an increase in impervious surface of 10.3 acres. 

For linear projects it is challenging to collect proposed roadway runoff in a single BMP. It 

would be necessary to oversize the proposed filtration basins to account for areas 

where it is not feasible to treat the proposed roadway runoff. It would not be feasible in 

all locations to daylight the proposed drain tile for the filtration basins. Therefore, 

several of the proposed BMPs would be dry ponds which have limited water quality 

treatment capacity. As noted previously, the FAA would restrict the construction of wet 

ponds due to the proximity to the airport. It would not be feasible to comply with the 

NPDES requirements for filtration volume due to these constraints. However, the NPDES 

allows linear projects to follow sequencing to determine other appropriate BMPs to 

provide water quality treatment. Some additional options for compliance with the 

requirements that would be evaluated for this project are ditch checks in the rural 

section roads, extended detention in the proposed dry ponds via multi-stage outlets, 

and sump manholes. This Project would not contribute to the impairment of Hawk 

Creek or other downstream water resources.

Nine stormwater BMPs (a combination of dry ponds and filtration basins) would be 

evaluated to meet the water quality and rate control requirements of the City of 

Willmar and NPDES stormwater permit for roadway improvements. The filtration basins 

would be constructed using an engineered soil media and draintile. The proposed BMPs 

would also provide rate control to meet the City of Willmar requirements. The proposed 

BMPs are shown on Figure 35 and described below based on the proposed road runoff 

they would receive.

Additional options for BMPs will be refined as plans are further developed. It is likely 

that there would have to be some modifications to BMPs presented on the following

pages to ensure that all of the stormwater can be properly treated, filtrated and that 

adequate rate control is provided. Updates to BMPs will be provided in the EA Update 

once design plans are further along.
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 CSAH 55

Four stormwater BMPs would be evaluated to treat the proposed runoff from 

CSAH 55. Starting on the north end near 1st Avenue West and moving south the 

BMPs would be dry pond 5640, dry pond 5700, filtration basin 5461, and filtration 

basin 5721. 

Dry pond 5640 would be located in the northeast corner of 1st Avenue West and 

CSAH 55. It would receive runoff from the proposed roadway ditches from the 

north and east. It would discharge to a vegetated buffer strip before flowing into 

the wetland system to the north.

Dry pond 5700 would be located in the southwest corner of the proposed 1st Ave 

W and CSAH 55 intersection. It would receive runoff from a portion of CSAH 55 

directly adjacent to the BMP and from offsite agricultural area to the west. The 

outlet would be directed to the south into an existing depression. The existing 

depression would be bisected by CSAH 55. An equalizer pipe would be proposed 

under CSAH 55. The existing depression would have to be built up 3-4 feet prior to 

discharging west into the unnamed channel upstream of Hawk Creek. The CSAH 

55 profile elevation would be approximately 15 feet higher where it crosses the 

depression for proposed conditions, due to the road raise needed for the bridge 

over the railroad. The proposed grading to raise CSAH 55 impacts the existing 

storage capacity of this depression. However, proposed dry pond 5700 would 

provide additional storage and it is possible to expand the storage on the east side 

to the north. The existing CSAH 55 and 1st Avenue intersection would be removed 

with the Project and allow for expansion of the depression to maintain existing 

discharge rates. 

Filtration basins 5461 and 5721 would be bisected by CSAH 55, south of proposed 

TH 12 and north of Hawk Creek. Filtration basin 5461 would discharge into 5721. 

Filtration basin 5721 would outlet to the creek.

 TH 40

No stormwater BMPs would be proposed for the portion of the Project along TH 

40. The net new impervious associated with the work on TH 40 would be limited. 

The road profile would be raised for the bridge over the BNSF railroad.

 TH 12

Three proposed areas would be evaluated to treat the proposed runoff from TH 

12. Moving from west to east they would include filtration basin 5431, dry pond 

5733, and dry pond 5955.

Filtration basin 5431 would be located on the east side of realigned TH 12, just 

west of the storage garage facilities. This filtration basin would store the proposed 

ditch runoff and discharges into the existing wetland complex to the south. 

Dry pond 5733 would be located south of realigned TH 12 and east of the BNSF 

bridge near Hawk Creek, at the low point of realigned TH 12. It would be designed 

to collect runoff from the crop fields and the industrial area to the north and the 
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east side of the proposed access road as well as a significant portion of TH 12. It 

would discharge directly to Hawk Creek to the south. It would be located within 

an existing agricultural ditch that discharges into the creek.

Dry pond 5955 would be located between Hawk Creek and TH 12 alignment, near 

where proposed TH 12 connects back with existing TH 12. It would collect the 

runoff from a small portion of TH 12 prior to discharge into the creek. It would 

also collect runoff from north of TH 12 via a proposed culvert.

 45th Street

One dry pond (5500) and one filtration basin (5413) would be needed to treat the 

proposed runoff from 45th Street realignment. The proposed roadway would be a 

rural section and the ditches would convey runoff to the proposed dry ponds. The 

ditches would also provide water quality treatment. Dry pond 5500 would be 

located northwest of where realigned 45th Street crosses existing TH 12. The BMP 

would discharge west into the existing wetland complex north of TH 12. Filtration 

basin 5413 would be located north of BNSF railroad and south of realigned 45th 

Street. The pond would discharge east into the existing TH 12 ditch system. 

Filtration basin 5413 would also receive runoff from north of proposed realigned 

45th Street via a proposed culvert.

 Industrial Park Access Road

Runoff from the proposed access road between realigned TH 12 and CSAH 55/1st 

Avenue W through the industrial park would be routed to three different areas. 

The portion of the access road that is within the industrial park would be designed 

as an urban section and stormwater routed to the existing stormwater structures 

present in the roadside ditch south of CSAH 55/1st Avenue W. The runoff would 

then discharge to the existing wetland located southeast of the intersection of 1st 

Avenue and CSAH 55. South of the industrial park, the access road would be 

designed as a rural section and stormwater runoff will be directed to the south 

into a proposed large filtration basin at the intersection of realigned TH 12 and 

access road. The filtration basin will outlet into Hawk Creek.

Minimization Measures (Stormwater Pollution Prevention Plan [SWPPP])

A NPDES construction stormwater permit would be required to construct the Project. 

The permit would be submitted to the MnDOT Project Manager prior to project 

authorization, and a SWPPP would be included in the construction plan package. The 

SWPPP would include BMPs for erosion control, sedimentation control, and stabilization 

measures. Some of these measures would include silt fence, bioroll check dams, erosion 

control blanket, and filtration basins. Hawk Creek (CD 10) is listed as impaired for 

mercury in fish tissue, but these impairments are considered non-construction related 

and no additional construction BMPs would be required.

iii. Water appropriation - Describe if the project proposes to appropriate surface or 

groundwater (including dewatering). Describe the source, quantity, duration, use 

and purpose of the water use and if a DNR water appropriation permit is required. 

Describe any well abandonment. If connecting to an existing municipal water 

supply, identify the wells to be used as a water source and any effects on, or 
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required expansion of, municipal water infrastructure. Discuss environmental 

effects from water appropriation, including an assessment of the water resources 

available for appropriation. Identify any measures to avoid, minimize, or mitigate 

environmental effects from the water appropriation.

It is anticipated that activities associated with culvert construction / replacement / 

extension would result in water appropriation. The locations of the culverts are shown 

in Figure 31. Dewatering BMPs would be identified in the SWPPP, and a dewatering 

plan would be included in the construction documents. BMPs in the SWPPP and 

dewatering plan would be utilized to ensure that the discharge does not adversely affect 

receiving waters and the inlet and the discharge points would be adequately protected 

from erosion and scour. Any other locations determined to require dewatering will be 

included in the dewatering plan. If dewatering rates during construction exceed 10,000 

gallons per day or a million gallons per year, a DNR water appropriation permit would be 

required and would be acquired by the contractor. 

The Project would not connect to an existing municipal water supply and would not 

impact municipal water infrastructure.

iv. Surface waters

a) Wetlands - Describe any anticipated physical effects or alterations to wetland 

features such as draining, filling, permanent inundation, dredging and 

vegetative removal. Discuss direct and indirect environmental effects from 

physical modification of wetlands, including the anticipated effects that any 

proposed wetland alterations may have to the host watershed. Identify 

measures to avoid (e.g., available alternatives that were considered), 

minimize, or mitigate environmental effects to wetlands. Discuss whether any 

required compensatory wetland mitigation for unavoidable wetland impacts 

will occur in the same minor or major watershed, and identify those probable 

locations.
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Table 15 – Overview of Aquatic Resource Impacts

Definition Wetland Impacts (acres)

Tributary 

Impacts 

(acres)

Wet Ditch 

Impacts 

(acres)

Total 

Impact 

(acres)

All Aquatic 

Resources

Wetlands, tributaries, 

roadside wet ditches, 

stormwater features, 

conveyance systems, 

and ditches

10.7* 0.4 0.1 11.2

WCA 

Regulated 

Wetlands

Natural Wetlands (WCA 

does not regulate 

incidental wetlands such 

as wet ditches)

10.7*

No 

Regulation

No 

Regulation 10.7

USACE 

Jurisdictional 

Resources

Wetlands, tributaries, 

roadside wet ditches, 

stormwater features, 

conveyance systems and 

ditches which connect to 

a water of the U.S.

3.6* 0.4 <0.1 4.0

*some resources may fall under regulation by WCA and the USACE

Aquatic resource impacts (wetlands, roadside wetland ditches, stormwater features, 

conveyance systems, tributaries, creeks, ditches) would not be completely avoidable 

with construction of the Project due to its extent of over two miles of roadway and 

railway improvements and limitations in terms of location (proximity to the Willmar 

Airport). Approximately 11.2 acres of aquatic resource impacts would result based 

on preliminary design construction limits and delineated resources (Table 15). 

However, not all of the impacted aquatic resources are regulated. 

Aquatic resource delineation identified a total of 55 aquatic resources including 43 

wetlands, eight wet ditches, and four tributaries within the project area. Wetland 

delineation was completed for the BNSF railway alignment in October, 2013 and the 

Notice of Decision for this delineation was received from the Local Government Unit 

(LGU) on February 5, 2014. Additional wetland delineation was completed for a 

supplemental area located in Sections 7 and 18 of Township 119 North, Range 35 

West in May and September of 2014 and the Notice of Decision from the LGU for 

this delineation was received on August 12, 2014. 

In June, 2016 additional wetland delineation was completed for all other areas of 

the Project that were not previously reviewed. Wetland boundaries for the final 

delineation have been reviewed by Kandiyohi County, the appointed LGU, and 

approval was received in October 2016 (Appendix S). The locations of wetlands are 

shown on Figure 36.
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Avoidance Measures

Several alternatives were analyzed for the BNSF railway, TH 12 realignment, and 

other roadway improvements, each resulting in varying levels of wetland impacts. 

The No-Build Alternative would result in zero acres of wetland impacts, but would

not address the needs of this project. The resulting wetland impacts from three 

alternatives and the recommended alternative are discussed in detail in a Wetland 

Assessment and Two-Part Finding (Appendix J).

The recommended alternative for this project is designed to avoid wetlands to the 

maximum extent where feasible. Wetland impacts from the recommended

alternative are estimated to total approximately 10.7 acres (Table 15). Wetland 

types that will be impacted from this project include Type 1/Seasonally Flooded 

Basin, Type 2/Fresh (wet) Meadow, Type 3/Shallow Marsh, and Type 6/Scrub Shrub. 

Minimization

To minimize impacts to wetlands, the northwest portion of the TH 12 realignment 

was shifted eastward approximately 1,000 feet to avoid crossing the largest spans of 

wetland. This shift reduced wetland impacts by approximately 3 acres. In addition, 

a 48 inch round culvert would be proposed where the proposed TH 12 crosses the

large wetland complex and would allow for hydrology to be maintained between 

the wetland areas following construction (Figure 31, crossing H). Minimization 

measures were also taken into consideration when designing the BNSF rail line. For 

example, cross sections of the railway include 2:1 side slopes in order to reduce the 

railway footprint and to minimize wetland impacts.

USACE Regulated Aquatic Resources

In a letter dated August 25, 2015 the United States Army Corps of Engineers 

(USACE) issued an approved jurisdictional determination for aquatic resources 

within the project area. Twenty-seven delineated aquatic resources were 

determined to be non-jurisdictional and five delineated aquatic resources were 

determined to be jurisdictional by the USACE. The jurisdiction of the remaining 23

delineated aquatic resources (from delineations completed in 2016) is under review

by the USACE concurrently with the wetland delineation report dated June, 2016. In 

January, 2017, the USACE provided a preliminary list of aquatic resources which will 

most likely be considered Waters of the United States. A final list with an official 

determination is expected in the near future and this information is anticipated to 

be available for inclusion in the EA Update. Correspondence received to date is 

included in Appendix S. Additional information regarding USACE jurisdiction will be 

included in the EA Update. Final determinations will be coordinated through the 

USACE permitting process.

Wetland Conservation Act (WCA) Regulated Wetlands

The recommended alternative would result in approximately 10.7 acres of impact to 

22 of the 43 delineated wetlands (Table 15). Impacts to incidental wetlands such as 

wet ditches do not require compensatory mitigation under the Wetland 

Conservation Act.
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Wetland impacts resulting from the Project would be mitigated through wetland 

banks. A portion of the mitigation would come from the MnDOT wetland banks, 

with other mitigation coming from private wetland banks. Mitigation for these 

wetland impacts would comply with the wetland sequencing and siting 

requirements of the Wetland Conservation Act and would be replaced through the 

purchase of approved wetland bank credits at a ratio of two to one.

As the Project progresses, aquatic resource types and impacts will be refined in 

accordance with the WCA and USACE permitting requirements. Wetland impacts to 

USACE jurisdictional wetlands would be replaced using approved bank credits. The 

assumed mitigation for this project would be provided at a minimum 2:1 ratio. A 

breakdown of wetland impacts and compensation can be found in the attached 

Wetland Assessment and Two-part Finding (Appendix J).

b) Other surface waters- Describe any anticipated physical effects or alterations 

to surface water features (lakes, streams, ponds, intermittent channels, 

county/judicial ditches) such as draining, filling, permanent inundation, 

dredging, diking, stream diversion, impoundment, aquatic plant removal and 

riparian alteration. Discuss direct and indirect environmental effects from 

physical modification of water features. Identify measures to avoid, minimize, 

or mitigate environmental effects to surface water features, including in-water 

Best Management Practices that are proposed to avoid or minimize 

turbidity/sedimentation while physically altering the water features. Discuss 

how the project will change the number or type of watercraft on any water 

body, including current and projected watercraft usage.

Hawk Creek

Hawk Creek, also known as County Ditch (CD) 10, is an altered DNR Public Water (M055-145) and is located within the project area (crossings B, C, D, and I; Figure 31). 

The Project would include the following work in Hawk Creek (CD 10):

 Replace the existing bridge 91329 in kind along TH 40 (crossing D).

 Replace and widen the existing box culvert bridge 94149 by 25 feet along 

CSAH 55 (crossing C).

 Install a culvert at the proposed railroad crossing east of CSAH 55 (crossing B). 

A 15-foot round culvert was analyzed to have sufficient capacity to keep the 

floodplain elevation change to less than 0.5 feet. However, the culvert 

dimensions may be modified as the design progresses as long as the 

floodplain elevation criteria are met.

 Replace the existing box culvert bridge 8468 on existing TH 12 with a longer 

box culvert that meets current design requirements (crossing I).

Hawk Creek is an altered natural watercourse and the Minnesota DNR has given 

authority over to the local government (Kandiyohi County). Therefore, impacts to 

Hawk Creek would not require a Minnesota DNR general permit for work within the 
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creek should the recommended alternative be constructed (see correspondence in 

Appendix K). However, Kandiyohi County would require a permit for working in 

and/or altering the ditch. A License to Cross Public Lands and Waters permit may be 

required from the Minnesota DNR. Impacts from this proposed work would be

approximately 0.10 acre. 

Impacts to Hawk Creek from roadway improvements at bridges 91329 and 94149 

were minimized by utilizing the existing crossings. Impacts were also avoided by 

retaining the existing structure in Hawk Creek at bridge 34323 in the northeast 

portion of the Project. Various railway alternatives were considered to avoid 

impacts to aquatic resources as well. The proposed railway alternative would reduce 

the number of railroad crossings with Hawk Creek to one location. Given the 

existing altered state of Hawk Creek, the addition of a culvert at the proposed 

railroad crossing east of CSAH 55 should not have adverse effects to the creek 

habitat.

The Project would not change the number or type of watercraft on any waterbody.

County Ditch Tributaries

County Ditch 46 (crossing F; Figure 31) is also within the project area and would also 

require a permit for working in and/or altering the ditch in advance of project 

construction. County Ditch 46 would require an approximately 15-foot round culvert 

to support the proposed railway crossing at the southern end of the project area. 

Impacts to County Ditch 46 would be approximately 0.10 acre. 

County Ditch 12 is located in the northeast corner of the Project and extends north 

from Hawk Creek (crossing A; Figure 31). On site delineation of this area determined 

that the ditch terminates on the ground surface near the proposed TH 12 alignment. 

An estimated 48-inch culvert would be installed in this location under TH 12 to 

maintain drainage of the area. Impacts from culvert installation at County Ditch 12 

would be approximately 0.02 acre.

Unnamed Tributaries

The proposed TH 12 realignment would cross an unnamed tributary to Hawk Creek 

to the west of CSAH 55. This crossing would include the installation of an estimated

48-inch culvert under TH 12 (crossing E; Figure 31).

A proposed stormwater pond would impact an unnamed tributary to Hawk Creek 

located east of CSAH 55 and south of the proposed TH 12 realignment. This tributary 

extends north from Hawk Creek and terminates outside of the proposed TH 12 

alignment. In this location, an estimated 3-foot by 5-foot box culvert is proposed to 

be installed under TH 12, just north of the delineated unnamed tributary, to 

maintain drainage in this area (crossing G; Figure 31).

A proposed railway crossing located east of CSAH 55 and west of the old airport 

runway would include the installation of an approximately 72-inch round culvert 

within the unnamed tributary to Hawk Creek (crossing B; Figure 31).
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Wet Ditches

Eight wet ditches were delineated throughout the project area (Figure 36). Wet 

ditches are areas, such as constructed roadside ditches, that have formed wetland 

characteristics over time due to the topographic position and the frequency of 

hydrology from runoff. These areas may meet wetland criteria, but were not 

constructed for the purpose of creating a wetland area. Proposed impacts to wet 

ditches would be estimated to be approximately 0.1 acre (Table 15).

The proposed impacts would not substantially alter the surface waters within the 

project area. Best management practices would be used to avoid unnecessary 

impacts to surface waters during construction and would be included in the Project 

SWPPP and dewatering plans. Potential BMPs to be considered would include: 

down-gradient perimeter sediment control such as silt fence, ditch checks, rapid 

stabilization measures, pump inlet/outlet protection from scouring, stabilized 

construction access, etc. 

12. Contamination/Hazardous Materials/Wastes

a. Pre-project site conditions - Describe existing contamination or potential 

environmental hazards on or in close proximity to the project site such as soil 

or ground water contamination, abandoned dumps, closed landfills, existing 

or abandoned storage tanks, and hazardous liquid or gas pipelines. Discuss 

any potential environmental effects from pre-project site conditions that 

would be caused or exacerbated by project construction and operation. 

Identify measures to avoid, minimize or mitigate adverse effects from existing 

contamination or potential environmental hazards. Include development of a 

Contingency Plan or Response Action Plan.

MnDOT’s Office of Environmental Stewardship reviewed the project area for potentially 

contaminated sites and determined that a Phase 1 investigation would not be needed due 

to the majority of the project area being farmed. There would be a low likelihood of 

encountering contaminated materials as a result of construction activities. 

If encountered during construction, the presence of contaminated soil or groundwater could 

result in public health or environmental effects through the releasing and spreading of 

contaminated soil, sediment, or groundwater; altering the flow of or generating 

contaminated groundwater; and creating pathways for contamination to migrate through 

the soil column. Contaminants in airborne particulates could migrate offsite in dust particles 

and could cause an exposure concern. Accidental hazardous materials spills or releases from 

construction activities, equipment, or materials could also occur.

No known contaminated groundwater or soil was identified in the project area. Any 

potentially contaminated materials encountered during construction would be handled and 

treated in accordance with applicable state and federal regulations. It is not anticipated 

that construction work would release contaminated dust particles to the surrounding 

populace; however, minimization measures would avoid, control, and manage these efforts.

It is anticipated that three houses and associated accessory structures located adjacent to 

the TH 40/CSAH 55 intersection (Figure 37) would be demolished and removed as part of 
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the Project. It is likely, given the ages of the buildings, that there would be localized and 

limited regulated waste (such as asbestos, mercury, lead, etc. within structures or surficial 

contamination from fuel tanks associated with heating, etc.). There may also be 

contaminated soil and or groundwater associated with possible fuel oil tanks.

For any properties that would be removed/demolished as part of the Project, MnDOT would

contract with experts in regulated waste to inspect the properties for the presence of 

regulated or contaminated materials. MnDOT would implement standard measures to help 

avoid, control and manage potential effects from contaminated materials, such as preparing 

and implementing a project-specific scope of work, site-specific health and safety plan and 

hazardous material management plan. Any regulated or contaminated materials identified 

would be disposed of in accordance with applicable federal, state and local regulations in 

advance of construction of the Project.

b. Project related generation/storage of solid wastes - Describe solid wastes 

generated/stored during construction and/or operation of the project. 

Indicate method of disposal. Discuss potential environmental effects from 

solid waste handling, storage and disposal. Identify measures to avoid, 

minimize or mitigate adverse effects from the generation/storage of solid 

waste including source reduction and recycling.

Construction of the Project would generate solid waste and construction debris normal to 

construction. Management of this material would be in accordance with state guidelines 

and regulations. All solid wastes generated by construction of the proposed project would 

be disposed of properly in a permitted, licensed solid waste facility. Project demolition of 

concrete, asphalt, and other potentially recyclable construction materials would be directed 

to the appropriate storage, crushing or renovation facility for recycling. 

Following construction, the Project would not generate solid wastes. 

c. Project related use/storage of hazardous materials - Describe 

chemicals/hazardous materials used/stored during construction and/or 

operation of the project including method of storage. Indicate the number, 

location and size of any above or below ground tanks to store petroleum or 

other materials. Discuss potential environmental effects from accidental spill 

or release of hazardous materials. Identify measures to avoid, minimize or 

mitigate adverse effects from the use/storage of chemicals/hazardous 

materials including source reduction and recycling. Include development of a 

spill prevention plan.

Construction

Toxic or hazardous materials, such as fuel for construction equipment, and construction 

materials (sealant, paint, contaminated rags, acids, bases, herbicides, and pesticides) would

likely be used during site preparation and road and rail construction. The potential for 

substantial fuel or other chemical spills during and after road and rail construction activities 

is considered low. Best management practices would be used to minimize the chance of 

such spills. If a spill were to take place during construction, appropriate action to remedy 
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the situation would be taken immediately in accordance with MPCA guidelines and 

regulations. 

Any contaminated spills or leaks that occur during construction would be the responsibility 

of the contractor, who will notify the Duty Officer and work with the MPCA to contain and 

remediate contaminated soil/materials in accordance with state and federal standards

Once the Project has been constructed, there would be no above or below ground 

petroleum storage tanks within the site.

Railroad Operations

To identify and control releases of hazardous materials, regular inspections and 

maintenance and repair activities occur presently on the Morris and Marshall Subdivision, 

and would occur on the proposed connection between the two subdivisions. As a 

precautionary measure, BNSF Railway has prepared a Hazardous Materials Emergency 

Response Plan Summary for First Responders manual to provide and document the 

framework for BNSF and civil first responders to follow, in the event of a hazardous material 

incident. This response plan includes procedures for prompt notification of responders, 

shippers, and the public, as necessary, along with a description of their roles in response, 

post-incident critique, and follow-up.

Hazardous materials, including crude oil, are sometimes transported on the Morris and 

Marshall Subdivisions, and would continue to be transported on them as well as on the 

proposed connection. The Hazardous Materials Transportation Act (HMTA) gives federal 

enforcement authority over hazardous materials (including crude oil) transported by motor 

carriers and rail carriers to the FHWA and the FRA. Under the HMTA, crude oil is limited by 

several special provisions, including specific rules on packaging and limits on transport 

quantity by rail, aircraft, and stowage. BNSF would comply with all applicable regulations. 

Hazardous materials and hazardous shipments are and would continue to be handled by 

trained staff in accordance with all Occupational Safety and Health Administration (OSHA), 

EPA, and USDOT regulations, as well as local and state regulations applicable to BNSF's 

operations including the Project.

d. Project related generation/storage of hazardous wastes - Describe hazardous 

wastes generated/stored during construction and/or operation of the project. 

Indicate method of disposal. Discuss potential environmental effects from 

hazardous waste handling, storage, and disposal. Identify measures to avoid, 

minimize or mitigate adverse effects from the generation/storage of 

hazardous waste including source reduction and recycling.

It is anticipated that building removal would occur as part of the Project. Buildings to be 

removed would be treated as demolition debris. Prior to the demolition of structures, 

assessments for asbestos-containing materials, lead-based paints, and other regulated 

materials/wastes would be performed. The appropriate notifications would be submitted to 

regulatory authorities prior to asbestos abatement, structure demolition or relocation 

activities, regardless of whether regulated waste or asbestos was discovered during the 

assessment. All regulated materials and waste, including hazardous waste, from such 

buildings would be removed and properly disposed of prior to demolition. 
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A certified asbestos abatement contractor would be used to remove any asbestos 

containing materials identified. Any green-treated wood would be documented and 

disposed of in a MPCA approved Mixed Municipal Solid Waste (sanitary) landfill or Industrial 

Waste Landfill. 

Any contaminated soil removed on site will be disposed of in a MPCA approved landfill.

Following completion of the Project, the roadway and the railway would not generate 

hazardous wastes.

13.Fish, Wildlife, Plant Communities, and Sensitive Ecological Resources (Rare 

Features)

a. Describe fish and wildlife resources as well as habitats and vegetation on or in 

near the site.

The majority of the project area has been previously disturbed, drained and is used for 

agriculture or industrial development. Outside of the project area, native prairie remnants 

occur within the railroad right of way within one mile of the project area. These habitats lie 

to the northwest along the Morris Subdivision, and to the southwest along the Marshall 

Subdivision. 

A number of wildlife management areas (WMAs), walk-in areas (WIAs) and waterfowl 

production areas (WPAs) are located outside of the project area and provide wildlife habitat

(Figure 38). The Rau Prairie Pothole WMA, Gopher Ridge WMA and Kandiyohi WIA #15 are 

located northwest of the Project, approximately 500 feet west of the realignment of 45th 

Street north of TH 12, and north of the railway on the western limits of the TH 12 

realignment. The Priam WPA is located approximately 1.5 miles southwest of the project 

area along TH 23 and the Quinn WPA is located approximately 2.5 miles west of the project 

area, south of 7th Avenue SW.

Small tracts of woodlands occur throughout the project area and consist mainly of planted 

windbreaks around farmsteads and along fence lines. Some woodland also occurs within the 

riparian areas along Hawk Creek.

Hawk Creek is an altered natural watercourse and county ditch with steep banks

(approximately 2:1 slopes). Riprap has been placed along the banks of the creek in several 

areas to prevent erosion. Due to erratic flows downstream from the Foot Lake control 

structure and the shallow depths of the creek, any fish habitat in Hawk Creek would be 

considered marginal or poor. 

A total of 43 wetlands were identified within or adjacent to the project area. Most of these 

wetland areas are seasonally flooded basins within agricultural fields, and are drained and 

cultivated during most years. As such, the wetland habitat in the project area and vicinity 

has been fragmented or degraded due to development and farming activities. 

b. Describe rare features such as state-listed (endangered, threatened or special 

concern) species, native plant communities, Minnesota County Biological 
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Survey Sites of Biodiversity Significance, and other sensitive ecological 

resources on or within close proximity to the site. Provide the license 

agreement number (LA-) and/or correspondence number (ERDB) from which 

the data were obtained and attach the Natural Heritage letter from the DNR. 

Indicate if any additional habitat or species survey work has been conducted 

within the site and describe the results. 

MnDOT has a liaison with the DNR who performs the Natural Heritage Information System

(NHIS) review internally, so no LA or ERDB number has been assigned. Correspondence from 

the DNR is included in Appendix K. No additional habitat or species survey work was 

conducted or recommended. 

A search of the NHIS Database was conducted by Minnesota DNR staff to identify rare 

features within the project area. The NHIS database comprises locational records of rare 

plants, animals, and other features including native plant communities, geologic features 

and animal aggregations (such as nesting colonies). In order to ensure future protection of 

these sensitive resources, the location information is not provided in this document. 

Instead, the document generally identifies the sensitive resources in the Project area and 

describes measures to avoid, minimize or mitigate impacts to those resources.

Resources in the NHIS identified included the following rare features:

 The Powesheik Skippering (Oarisma poweshiek) butterfly was sited in 1981 along TH 

23 and the railroad right of way a few hundred yards outside the south end project 

limits. Today this species is listed as “Endangered” on both State and Federal 

Threatened and Endangered Species. The U.S. Fish and Wildlife Service (USFWS)

does not list this area as a critical habitat area. The DNR and USFWS reviewed the 

project area and indicated that it was unlikely that Powesheik Skipperings would be 

present.

 The Regal Fritillary (Speyeria idalia), is listed as a species of Special Concern, and was 

identified in the same area as the Powesheik Skippering. 

 Small White Lady's-slipper (Cypripedium candidum) has also been observed in the 

area to the west of the junction of CSAH 55 and TH 23, just outside the Project

limits. This is listed as a species of Special Concern. [Note – this area is outside of 

the Project limits but was included in early correspondence with the DNR when 

alternatives were being developed and evaluated]. 

 Just outside the north and south ends of the Project limits, there are segments of 

remnant prairie between the railroad right of way and adjacent MnDOT right of 

way. It is possible that the adjacent MnDOT right of way could contain similar 

quality prairie remnants. The 1997 Minnesota State Legislature directed the DNR to 

conduct a field review of active railroad rights of way to identify native prairie. The 

DNR surveyed 3,240 miles of railroad right of way, of which 487 discontinuous miles 

of native prairie were identified. The prairie remnants in the vicinity of the Project 

were considered to be in fair condition. 
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 The northern long-eared bat (Myotis septentrionalis) is federally listed as threatened 

and state listed as special concern. New rules are in place that affect environments 

that the northern long-eared bat have been known to use as habitats. During the 

winter this species hibernates in caves and mines, and during the active seasons 

(approximately April-October) it roosts underneath bark, in cavities, or in crevices of 

both live and dead trees. According to the Minnesota DNR and USFW databases, 

there are no known maternity roost trees and/or hibernacula entrances 

documented for the northern long-eared bat within an approximate one-mile radius 

of the proposed Project. 

MnDOT’s Office of Environmental Stewardship (OES) reviewed the project for 

Section 7 impacts (discussed in Section IV.B.9) and determined that the project may 

affect, but would not cause prohibited incidental take of the bat (Appendix L).

In addition to the NHIS search – it is noted that two wildlife management areas (Rau Prairie 

Pothole WMA and Gopher Ridge WMA – Figure 38) are located along existing TH 12 west of 

the project area. While the Project is not expected to impact these areas – and they are 

areas for potential relocation of the Small White Lady’s Slipper – concerns with working 

adjacent or near these areas is that invasive species not be introduced with any fill or seed 

mixes.

c. Discuss how the identified fish, wildlife, plant communities, rare features and 

ecosystems may be affected by the project. Include a discussion on 

introduction and spread of invasive species from the project construction and 

operation. Separately discuss effects to known threatened and endangered 

species.

The majority of the project area has been previously disturbed, drained and used for 

agriculture. Any wildlife displaced by the Project or during construction of the Project would 

likely relocate to suitable nearby areas, including lands immediately adjacent to the project 

area. 

There would be vegetation impacts as a result of the Project, including herbaceous and tree 

impacts. Segments of right of way between the railroad and adjacent TH 12 contain prairie 

remnants, and the concern along these remnant prairie segments is that soil disturbance, 

incidental herbicide exposure, hydrologic alterations, competition from non-native, sod

forming grasses, or shading by encroaching shrubs can all lead to degradation of the site. 

However, these remnants are located outside of the project area, and therefore impacts to 

these areas would be unlikely. Other herbaceous vegetation that would likely be impacted is 

located primarily on agricultural land and includes species that are common in frequently 

disturbed areas.

Tree impacts would occur as a result of the Project. The areas likely to be impacted would 

include wind breaks adjacent to farmsteads and along fence lines, areas adjacent to Hawk 

Creek and an unnamed tributary to Hawk Creek located west of TH 55.
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d. Identify measures that will be taken to avoid, minimize, or mitigate adverse 

effects to fish, wildlife, plant communities, and sensitive ecological resources. 

The following section identifies measures that would be taken to avoid, minimize or mitigate 

adverse effects to fish, wildlife, plant communities, and sensitive ecological resources should 

the recommended alternative be constructed.

 The Powesheik Skippering (Oarisma poweshiek) butterfly: Both the DNR and 

USFWS noted that re-vegetation of the project area should include native 

vegetation beneficial to their use in the remote chance that they are still in the area 

with construction of the recommended alternatives.

 The Regal Fritillary (Speyeria idalia) butterfly: Although not likely to be established 

within the project area, the DNR noted that re-vegetation of the project area seed 

mix composition should include the Prairie Violet to support this species’ larvae.

 Small White Lady's-slipper (Cypripedium candidum): It is not known if this species is 

in the project area. If the plant is encountered, it should be transplanted to a public 

land. It may be possible to move the plants to the nearby wildlife management 

areas north of the Project (as previously discussed). Guidelines for moving the plant 

are included in Appendix K.

 Remnant Prairie: Although outside the Project limits – some may be located near 

the Project. These areas should be identified as ‘Area of Environmental Sensitivity’ 

on plans for any proposed construction activities. See the attached AES best 

practices guidance based on MnDOT Spec 2572.3 in Appendix K.

In general, the guidance includes protection measures such as:

o Design the project to avoid impacts to any identified Areas of Environmental 

Sensitivity

o Protect and preserve vegetation from damage in accordance with MnDOT 

Spec 2572.3

o Prohibit vehicle and construction activities, including the location of field 

offices, storage of equipment and other supplies at least 25 feet outside the 

Area of Environmental Sensitivity to be preserved, also in accordance with 

MnDOT spec 2572.3

o Redundant sediment/erosion control Best Management Practices (BMP’s) 

may be required for protection of areas of environmental sensitivity.

o Revegetation of disturbed soils should include native mixes in areas that are 

not proposed for mowed turf grass. Please utilize the native 

recommendations developed by BWSR 

(http://www.bwsr.state.mn.us/native_vegetation/ ) or MnDOT' in the 

‘Vegetation Establishment Recommendations’ – dated November 13, 2015 

(http://www.dot.state.mn.us/environment/erosion/seedmixes.html ). This 

should be done in coordination with MnDOT District 8 representatives for 

Erosion Control & Stormwater Management Unit, Roadside Vegetation 
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Management Unit, and maintenance staff to determine appropriate 

permanent revegetation plans.

o The use of erosion control blanket should be limited to ‘bio-netting’ or 

‘natural netting’ types (category 3N or 4N), and specifically not allow plastic 

mesh netting.

 The northern long-eared bat (Myotis septentrionalis): Appropriate measures would

be taken to meet the new final 4(d) rule for the northern long-eared bat. To avoid a 

“take” of this species and impacts on their habitat, the final 4(d) rule states: 

“Incidental take caused by tree removal is prohibited if it: (1) Occurs within a 0.25 

mile (0.4 kilometer) radius of known northern long-eared bat hibernacula; or (2) 

cuts or destroys known occupied maternity roost trees, or any other trees within a 

150-foot (45-meter) radius from the known maternity tree during the pup season 

(June 1 through July 31).” 

Approximately 0.5 acres of tree removal would occur as part of the Project. There 

are no documented maternity roost trees and/or hibernacula within the project 

area. However, the project schedule would perform winter tree removal 

(November 1 to March 31) in order to avoid possible impacts to the species during 

the pup rearing season (June 1 through July 31). 

 Wildlife Management Areas: Areas west of the Project. If there are any soil 

disturbances in the areas adjacent to the WMA, revegetation of disturbed soils 

should be done with native species suitable to the local habitat.

For the remainder of the project area, all revegetation of disturbed soils should be a native 

seed mix in those areas that are not proposed for mowed turf grass. With the new railroad 

connection between the existing Marshall and Morris Subdivisions, there is an opportunity 

to provide a new linear prairie that could improve migration between the existing remnant 

prairies. 

Native seed mix composition should include plant species that will benefit the Poweshiek 

skipperling and Regal Fritillary butterflies, such as prairie violet (Viola palmata var. 

pedatifida), purple coneflower (Echinacea angustifolia), blackeyed susan (Rudbeckia hirta), 

palespike lobelia (Lobelia spicata), and fine-stemmed grasses and sedges such as little 

bluestem (Schizachyrium scoparium) and prairie dropseed (Sporobolus heterolepis).

14. Historic Properties

Describe any historic structures, archeological sites, and/or traditional cultural 

properties on or in close proximity to the site. Include: 1) historic designations, 2) 

known artifact areas, and 3) architectural features. Attach letter received from 

the State Historic Preservation Office (SHPO). Discuss any anticipated effects to 

historic properties during project construction and operation. Identify measures 

that will be taken to avoid, minimize, or mitigate adverse effects to historic 

properties.
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Summary

The project area (the area of potential effect or APE for purposes of Section 106) has been 

reviewed for the presence of culturally-significant archeological and/or architectural 

resources by MnDOT’s Cultural Resource Unit (CRU). Based upon initial staff review, there 

was potential for historic and archaeological resources within the project area. MnDOT 

conducted architectural history and archaeological field studies for further analysis. Copies 

of the study reports are found in Appendix M (historic) and Appendix N (archaeological), 

and the findings are summarized in this section. Please note that initial project scope of the 

studies included an evaluation of an at-grade crossing of the railway at CSAH 55/1st Avenue 

W. The at-grade crossing was rejected as part of the alternatives analysis and is no longer 

included in the Project.

One site (the St. Paul and Pacific Railroad Mainline: St. Anthony to Breckenridge RR Corridor 

Historic District), previously determined to be eligible for listing in the National Register, was 

evaluated by MnDOT CRU for potential impacts due to the proposed project. MnDOT’s CRU 

has issued a letter to the Minnesota State Historic Preservation Office (MnHPO) indicating 

that the Project would not result in an adverse effect to the St. Paul and Pacific Railroad 

Mainline: St. Anthony to Breckenridge RR Corridor Historic District. MnDOT’s CRU 

determination letter and MnHPO’s concurrence letter are included in Appendix O. 

Historic

Phase I architectural history investigation 

Phase I and Phase II architectural history investigations (Appendix M) were completed in the 

project area. The Phase I architectural history investigation identified one property 

previously determined eligible for listing in the National Register: the St. Paul and Pacific 

Railroad Mainline: St. Anthony to Breckenridge RR Corridor Historic District (HE-MPC16387). 

One property, County Ditch No. 10 (KH-DTC-002), was identified as potentially eligible by 

MnDOT CRU prior to the Phase I survey. Beyond County Ditch No. 10, a total of 25 

properties 45 years in age or older were surveyed, 24 of which were recommended as not 

eligible for listing in the National Register. The remaining property, the Willmar and Sioux 

Falls Railway Company main line (XX-RRD-038), was recommended as being potentially 

eligible for listing in the National Register.

 

Phase II architectural history investigation

Phase II evaluations were conducted for the County Ditch No. 10 and the Willmar and Sioux 

Falls Railway Company main line properties to determine their National Register eligibility. 

Based on the Phase II evaluations, County Ditch No. 10 and the Willmar and Sioux Falls 

Railway Company main line were recommended as not eligible for listing in the National 

Register due to a lack of significance. 

CRU Evaluation of St. Paul and Pacific Railroad Mainline: St. Anthony to Breckenridge RR 

Corridor Historic District

The St. Paul and Pacific Railroad Mainline: St. Anthony to Breckenridge RR Corridor Historic 

District (HE-MPC-16387) is an active rail corridor that was previously determined as eligible 

for listing in the National Register. This property is also referred to as the BNSF Morris 

Subdivision throughout this EA-EAW document. 
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MnDOT CRU evaluated potential project impacts to this property. The proposed 

construction of the railroad line that would extend off the existing main line would 

constitute the only direct effect to the historic district. This was determined by MnDOT CRU 

to not alter the existing mainline. The presence of the new railroad line would constitute a 

minor change in visual and historical character for a corridor that is hundreds of miles long 

with highway bridges and spur lines as a common feature. 

MnDOT’s CRU has issued a letter to the Minnesota State Historic Preservation Office 

(MnHPO) indicating that the Project would not result in an adverse effect to the St. Paul and 

Pacific Railroad Mainline: St. Anthony to Breckenridge RR Corridor Historic District. 

MnDOT’s CRU determination letter and MnHPO’s response letter concurring with the 

determination are included in Appendix O. 

Because the railway is also considered a Section 4(f) resource, a review of the resource was 

completed by FHWA and it was determined that Section 4(f) De Minimis documentation 

would be required. See Section IV.B.7 for more details and Appendix Q.

Archaeological

A Phase I archaeological survey (Appendix N) was also completed in the project area. One 

site (21KH157), an abandoned and razed farmstead, was identified. Because the farmstead 

was occupied by multiple households and has been previously disturbed, this site was 

determined by MnDOT CRU to be not eligible for listing in the National Register of Historic 

Places. 

Tribal Coordination

In addition to investigation of the project area, MnDOT’s CRU also sent out a letter 

regarding the proposed project to Tribal Governments. No responses to the letter were 

received within the 30-day comment period. Appendix O includes the tribal coordination 

letter.

15. Visual

Describe any scenic views or vistas on or near the project site. Describe any 

project related visual effects such as vapor plumes or glare from intense lights. 

Discuss the potential visual effects from the project. Identify any measures to 

avoid, minimize, or mitigate visual effects.

The project area landscape consists of level terrain, resulting in views of farmsteads and 

open agricultural fields extending into the horizon in many areas. The Marshall and Morris 

BNSF subdivision railroad lines and TH 12 also provide linear visual references at the north 

and south ends of the project area. 

The Project would alter the visual characteristics of the area for both travelers and residents 

or neighbors, primarily due to the new linear north-south railway connection and two grade 

separations where the new rail connection crosses under a realigned TH 12 and under TH 

40. The railway would introduce a new visual resource to the project area; however, the 

view would be fairly limited to adjacent properties (limited number of residences in the 

project area) and would likely be visible from nearby transportation routes such as realigned 

TH 12, CSAH 55, CSAH 5, TH 40 and 19th Avenue SW. The grade separations would result in 
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bridges that could measure 30 feet in height above current terrain levels. A similar overpass 

exists within the city of Willmar where TH 12 is elevated over the Marshall Subdivision line 

near TH 12 and 11th Street. 

The proposed TH 12 overpass and new rail connection would introduce a 30-foot structure, 

graded road elevations on embankments. The proposed TH 12 overpass would be consistent 

with existing adjacent transportation corridor, agricultural and industrial land uses. Road 

users will experience a change while traveling on realigned TH 12, as the road elevation rises 

to cross over the new rail connection line (which would be visible from the bridge) and 

remain elevated through the intersection with CSAH 55. The nearest home would be 

approximately 600 feet from the new TH 12 and CSAH 55 intersection. 

The proposed TH 40 overpass and new rail connection would also introduce a 30-foot 

structure, graded road elevations on embankments and a rail line for transportation land 

use in a rural and agricultural location with relatively flat terrain. The Project would require 

additional pavement, elevated grades and a structure, removal of three homes and clearing 

of some trees surrounding the homes. If the three residences were not removed, the 

graded embankments would significantly block the views from these homes; however, it is 

anticipated that these homes would be removed and their residents relocated. Road users 

traveling east-west on TH 40 would experience a change, as the road elevation rises to cross 

over the new rail line (which would be visible from the bridge) and remain elevated through 

the intersection with CSAH 55. Although the Project is expected to remove the residences 

from this area and eliminate neighbors that would experience the visual change, others that 

will experience a visual change include the residents and travelers on CSAH 55 and travelers 

on TH 23/CSAH 15. The TH 40 overpass, and in some instances the rail connection would be 

visible from these roads, as well as realigned TH 12. 

Road users travelling TH 12 would experience a change in visuals due to its location on a 

new alignment. However, the new views will be similar to current views of the agricultural 

areas outside of the City of Willmar.

The Project would introduce new light sources due to intersection lighting at the overpasses 

and rail connection. Lights would be placed on the overpass structures and access road 

along the rail connection for safety of travelers and crews changing in this area. With the 

agricultural setting and few residences in the area, the new lighting sources are not 

anticipated to create a major impact. Several industrial businesses along CSAH 55/1st 

Avenue W are currently lit. Due to the distant location of the remaining residences and 

already lighted industrial area on CSAH 55/1st Avenue W, the Project would have minimal 

light and visual impacts. 
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16. Air

a. Stationary source emissions - Describe the type, sources, quantities and 

compositions of any emissions from stationary sources such as boilers or 

exhaust stacks. Include any hazardous air pollutants, criteria pollutants, and 

any greenhouse gases. Discuss effects to air quality including any sensitive 

receptors, human health or applicable regulatory criteria. Include a 

discussion of any methods used assess the project’s effect on air quality and 

the results of that assessment. Identify pollution control equipment and other 

measures that will be taken to avoid, minimize, or mitigate adverse effects 

from stationary source emissions.

This Project would not include permanent stationary sources of air emissions.

b. Vehicle emissions - Describe the effect of the project’s traffic generation on air 

emissions. Discuss the project’s vehicle-related emissions effect on air quality. 

Identify measures (e.g. traffic operational improvements, diesel idling 

minimization plan) that will be taken to minimize or mitigate vehicle-related 

emissions.

Introduction to Transportation Air Quality

Motorized vehicles and train locomotives affect air quality by emitting airborne pollutants. 

Changes in traffic volumes, travel patterns, and roadway locations affect air quality by 

changing the number of vehicles in an area and the congestion levels. The air quality 

impacts from the Project are analyzed by addressing criteria pollutants, a group of common 

air pollutants regulated by the Environmental Protection Agency (EPA) on the basis of 

criteria (information on health and/or environmental effects of pollution). The criteria 

pollutants identified by the EPA are ozone, particulate matter, carbon monoxide, nitrogen 

dioxide, lead, and sulfur dioxide. Potential impacts resulting from these pollutants are 

assessed by comparing projected concentrations to National Ambient Air Quality Standards 

(NAAQS). In addition to the criteria air pollutants, the EPA also regulates air toxics. The 

Federal Highway Administration (FHWA) provides guidance for the assessment of Mobile 

Source Air Toxic (MSAT) effects for transportation projects in the National Environmental 

Policy Act (NEPA) process. A qualitative evaluation of MSATs has been performed for this 

project as documented below. The scope and methods of the analysis performed were 

developed in collaboration with the Minnesota Department of Transportation (MnDOT) and 

Minnesota Pollution Control Agency (MPCA).

NAAQS Criteria Pollutants

Ozone

Ground-level ozone is a primary constituent of smog and is a pollution problem in many 

areas of the United States. Exposures to ozone can cause people to be more susceptible to 

respiratory infection, resulting in lung inflammation, and aggravating respiratory diseases, 

such as asthma. Ozone is not emitted directly from vehicles but is formed when volatile 

organic compounds (VOCs) and nitrogen oxides (NOx) react in the presence of sunlight. 

Transportation sources emit NOx and VOCs and can, therefore, affect ozone concentrations. 
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However, due to the phenomenon of atmospheric formation of ozone from chemical 

precursors, concentrations are not expected to be elevated near a particular roadway. 

The MPCA, in cooperation with various other agencies, industries, and groups, has 

encouraged voluntary control measures for ozone concentrations and has begun developing 

a regional ozone modeling effort. Ozone concentrations in the lower atmosphere are 

influenced by a complex relationship of precursor concentrations, meteorological 

conditions, and regional influences on background concentrations. The MPCA states in the 

document, Air Quality in Minnesota: 2015 Report to the Legislature, that: 

On November 24, 2014, the EPA announced proposed changes to the National 

Ambient Air Quality Standard for ozone. The proposal seeks to strengthen the ozone 

standard by lowering the standard from 75 ppb to a value between 65 ppb and 70 

ppb. The proposal is based on scientific evidence that strongly indicates ozone 

impacts human health at levels below the existing standard of 75 ppb. 

Based on 2013 ozone monitoring results, all areas of Minnesota will meet the revised 

ozone standard if it is set at 70 ppb. If the ozone standard is set at 66 ppb or lower, 

the Twin Cities metropolitan area will not meet the standard. The EPA is expected to 

finalize the revised ozone standard in October 2015. EPA plans to use monitoring 

data from 2014-2016 to determine compliance. The MPCA will closely monitor ozone 

levels over the summer of 2015 and 2016 to assess the likelihood of violating the 

revised ozone standard. 

The Project is located in an area that has been designated as an unclassifiable/attainment 

area for ozone. This means that the project area has been identified as a geographic area 

that meets the national health-based standards for ozone levels, and therefore is exempt 

from performing further ozone analyses.

Particulate Matter

Particulate matter is the term for particles and liquid droplets suspended in air. Particles 

come in a wide variety of sizes and have been historically been measured by the diameter of 

the particle in micrometers. PM2.5, or finer particulate matter, refers to particles that are 2.5 

micrometers or less in diameter. PM10 refers to particulate matter that is 10 micrometers or 

less in diameter. 

 

Motor vehicles (i.e., cars, trucks, and buses) emit direct PM from their tailpipes, as well as 

from normal brake and tire wear. Vehicle dust from paved and unpaved roads may be reentrained, or re-suspended, in the atmosphere. Diesel train engines also emit PM as an 

exhaust byproduct. In addition, PM2.5 can be formed in the atmosphere from gases such as 

sulfur dioxide, nitrogen oxides, and volatile organic compounds. PM2.5 can penetrate the 

human respiratory system's natural defenses and damage the respiratory tract when 

inhaled. Numerous scientific studies have linked particle pollution exposure to a variety of 

problems, including:

 

 Increased respiratory symptoms, such as irritation of the airways, coughing, or 

difficulty breathing; 

 Decreased lung function; 
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 Aggravated asthma; 

 Development of chronic bronchitis; 

 Irregular heartbeat; 

 Nonfatal heart attacks; and

 Premature death in people with heart or lung disease. 

(Source: http://www.epa.gov/air/particlepollution/health.html) 

On December 14, 2012, the EPA issued a final rule revising the annual health NAAQS for fine 

particles (PM2.5). The EPA website states:

With regard to primary (health-based) standards for fine particles (generally 

referring to particles less than or equal to 2.5 micrometers (mm) in diameter, PM2.5), 

the EPA is strengthening the annual PM2.5 standard by lowering the level to 12.0 

micrograms per cubic meter (μg/m3). The existing annual standard, 15.0 μg/m3, 

was set in 1997. The EPA is revising the annual PM2.5 standard to 12.0 μg/m3 so as 

to provide increased protection against health effects associated with long- and 

short-term exposures (including premature mortality, increased hospital admissions 

and emergency department visits, and development of chronic respiratory disease), 

and to retain the 24-hour PM2.5 standard at a level of 35 μg/m3 (the EPA issued the 

24-hour standard in 2006). The EPA is revising the Air Quality Index (AQI) for PM2.5 to 

be consistent with the revised primary PM2.5 standards. (Source: 

http://www.epa.gov/pm/actions.html).

The EPA also retained the existing standards for coarse particle pollution (PM10). The NAAQS 

24-hour standard for PM10 is 150 μg/m3, which is not to be exceeded more than once per 

year, on average, over 3 years. 

The Clean Air Act conformity requirements include the assessment of localized air 

quality impacts of federally-funded or federally-approved transportation projects that 

are located within PM2.5 nonattainment and maintenance areas and deemed to be 

projects of air quality concern. The Project is located in an area that has been designated as 

an unclassifiable/attainment area for PM. This means that the project area has been 

identified as a geographic area that meets the national health- based standards for PM 

levels, and therefore is exempt from performing PM analyses.

Nitrogen Dioxide (Nitrogen Oxides) 

Nitrogen oxides, or NOx, are the generic term for a group of highly reactive gases, all of 

which contain nitrogen and oxygen in varying amounts. Nitrogen oxides form when fuel is 

burned at high temperatures, as in a combustion process. The primary sources of NOx are 

motor vehicles, train engines, electric utilities, and other industrial, commercial, and 

residential sources that burn fuels. 

Nitrogen dioxide (NO2), which is a form of nitrogen oxide (NOx), is regularly 

monitored. Minnesota currently meets federal nitrogen dioxide standards, according to the 

Annual Air Monitoring Network Plan for Minnesota, 2017 (August 2016). A monitoring site 

meets the annual NAAQS for NO2 if the annual average is less than or equal to 53 parts per 

billion (ppb). The 2015 Minnesota NO2 monitoring site averages ranged from 5 ppb to 14

ppb; therefore, Minnesota currently meets the annual NAAQS for NO2. Chart 1 shows the 
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2015 averages at Minnesota sites and compares them to the standard. Chart 2 shows the 

2013-2015 average of the annual 98th percentile daily maximum 1-hour concentrations at 

Minnesota monitoring site, and compares them to the 1-hour standard.

Chart 1 – Annual Average NO2

Chart 2 – Hour NO2 Concentrations Compared to the NAAQs

8

5

8

14

7

0

10

20

30

40

50

60

FHR 420 FHR 423 Lakeville -

Near Road

(480)

Minneapolis -

Near Road

(962)

Blaine (6010)

NO2 Concentration (ppb)

2015

Standard

36

27

46

0

20

40

60

80

100

120

FHR 420 FHR 423 Blaine (6010)

NO2 Concentration (ppb)

2013-2015

Standard
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The EPA's regulatory announcement, EPA420-F-99-051 (December 1999), describes the Tier 

2 standards for tailpipe emissions, and states: 

The new tailpipe standards are set at an average standard of 0.07 grams per mile 

for nitrogen oxides for all classes of passenger vehicles beginning in 2004. This 

includes all light-duty trucks, as well as the largest SUVs. Vehicles weighing less 

than 6000 pounds will be phased-in to this standard between 2004 and 2007. 

As newer, cleaner cars enter the national fleet, the new tailpipe standards will 

significantly reduce emissions of nitrogen oxides from vehicles by about 74 percent 

by 2030. The standards also will reduce emissions by more than 2 million tons per 

year by 2020 and nearly 3 million tons annually by 2030. 

Within the project area, it is unlikely that NO2 standards will be approached or exceeded 

based on the relatively low ambient concentrations of NO2 in Minnesota and on the longterm trend toward reduction of NOx emissions. Because of these factors, a specific analysis 

of NO2 was not conducted for this Project. 

Sulfur Dioxide 

Sulfur dioxide (SO2) and other sulfur oxide gases (SOx) are formed when fuel containing 

sulfur, such as coal, oil, and diesel fuel is burned. Sulfur dioxide is a heavy, pungent, 

colorless gas. Elevated levels can impair breathing, lead to other respiratory symptoms, and 

at very high levels, can aggravate heart disease. People with asthma are most at risk when 

SO2 levels increase. Once emitted into the atmosphere, SO2 can be further oxidized into 

sulfuric acid, a component of acid rain. Emissions of sulfur oxides from transportation 

sources are a small component of overall emissions and continue to decline due to the 

desulphurization of fuels.

MPCA monitoring shows ambient SO2 concentrations ranging from 2 ppb to 11 ppb for the 

2013 to 2015 average 99th percentile daily maximum 1-hour SO2 concentrations; these 

findings are consistently below state and federal standard of 75 ppb (Source: Annual Air 

Monitoring Network Plan for Minnesota, 2017). The MPCA has concluded that long-term 

trends in both ambient air concentrations and total SO2 emissions in Minnesota indicate 

steady improvement.

In the Annual Air Monitoring Network Plan for Minnesota, 2017, it states the following with 

regard to SO2:

On June 2, 2010, the EPA finalized revisions to the primary SO2 NAAQS. EPA 

established a new 1-hour standard which is met if the three-year average of the 

annual 99th percentile daily maximum 1-hour SO2 concentration is less than 75 

ppb. In addition to creating the new 1-hour standard, the EPA revoked the existing 

24-hour and annual standards. Figure 24 [Chart 3] below describes the 2013-2015

average 99th percentile 1-hour SO2 concentration and compares them to the 1-

hour standard. Minnesota averages ranged from 2 ppb at Flint Hills Refinery 443

to 11 ppb at Flint Hills Refinery 420; therefore, all Minnesota sites currently meet 

the 1-hour NAAQS for SO2.
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Because of these factors, an analysis for sulfur dioxide was not conducted for this 

Project. Chart 3 describes the 2013-2015 average 99th percentile 1-hour sulfur dioxide 

concentration and compares them to the 1-hour standard. 

Chart 3 – 1 Hour SO2 Concentration Compared to the NAAQS 

Lead 

Due to the phase out of leaded gasoline, lead is no longer a pollutant associated with 

vehicular emissions. 

Carbon Monoxide 

This Project is not located in an area where conformity requirements apply, and the scope of 

the project does not indicate that air quality impacts would be expected. Therefore, no 

further air quality analysis is necessary.

Improvements in vehicle technology and in motor fuel regulations continue to result in 

reductions in vehicle emission rates. The EPA MOVES 2010b emissions model estimates that 

emission rates will continue to fall from existing rates through year 2030. Consequently, 

year 2030 vehicle-related CO concentrations in the study area are likely to be lower than 

existing concentrations even considering any increase in development-related and 

background traffic.

Mobile Source Air Toxics (MSAT)

Controlling air toxic emissions became a national priority with the passage of the Clean Air 

Act Amendments (CAAA) of 1990, whereby Congress mandated that the EPA regulate 188 

air toxics, also known as hazardous air pollutants. The EPA has assessed this expansive list in 

their latest rule on the Control of Hazardous Air Pollutants from Mobile Sources (Federal 

Register, Vol. 72, No. 37, page 8430, February 26, 2007), and identified a group of 93 

compounds emitted from mobile sources that are listed in their Integrated Risk Information 

System (IRIS).

11

5

10

2

9

0

10

20

30

40

50

60

70

80

FHR 420 FHR 423 Saint Paul

Park

Refinery

(436)

FHR 443 Minneapolis

(954)

SO2 Concentration (ppb)

2013-2015

Standard
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In addition, the EPA identified 7 compounds with significant contributions from mobile 

sources that are among the national- and regional-scale cancer risk drivers from their 1999 

National Air Toxics Assessment (NATA). These are acrolein, benzene, 1,3-butidiene, diesel 

particulate matter plus diesel exhaust organic gases (diesel PM), formaldehyde, 

naphthalene, and polycyclic organic matter (POM). While FHWA considers these the priority 

mobile source air toxics, the list is subject to change and may be adjusted in consideration of 

future EPA rules. The 2007 EPA rule mentioned above requires controls that will 

dramatically decrease MSAT emissions through cleaner fuels and cleaner engines.

Motor Vehicle Emissions Simulator (MOVES) 

EPA’s Motor Vehicle Emissions Simulator (MOVES) is an emissions modeling system that 

estimates mobile source emissions of criteria air pollutants, greenhouse gases, and air 

toxics. According to EPA, MOVES improves upon the previous MOBILE emissions model in 

several key aspects: MOVES is based on a vast amount of in-use vehicle data collected and 

analyzed since the latest release of MOBILE, including millions of emissions measurements 

from light-duty vehicles. Analysis of this data enhanced EPA’s understanding of how 

mobile sources contribute to emissions inventories and the relative effectiveness of 

various control strategies. In addition, MOVES accounts for the significant effects that 

vehicle speed and temperature have on PM emissions estimates, whereas MOBILE did not. 

MOVES2010b includes all air toxic pollutants in NATA that are emitted by mobile sources. 

EPA has incorporated more recent data into MOVES2010b to update and enhance the 

quality of MSAT emission estimates. These data reflect advanced emission control 

technology and modern fuels, plus additional data for older technology vehicles.

Based on an FHWA analysis using EPA's MOVES2010b model, as shown in Chart 4, even if 

vehicle-miles travelled (VMT) increases by 102 percent as assumed from 2010 to 2050, a 

combined reduction of 83 percent in the total annual emissions for the priority MSAT is 

projected for the same time period (Interim Guidance Update on Mobile Source Air Toxic 

Analysis in NEPA, December 2012).
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Chart 4 – National MSAT Emission Trends 1999-2050 for Vehicles Operating on Roadways 

Using EPA’s MOVES2010b Model

Note: Trends for specific locations may be different, depending on locally derived information representing vehicle 

miles travelled, vehicle speeds, vehicle mix, fuels, emission control programs, meteorology, and other factors.

The implications of MOVES on MSAT emissions estimates compared to MOBILE are: lower 

estimates of total MSAT emissions; significantly lower benzene emissions; significantly 

higher diesel PM emissions, especially for lower speeds. Consequently, diesel PM is 

projected to be the dominant component of the emissions total.

It can be expected that improvements in air pollution controls for train locomotives will also 

result in continued reductions of pollutant emissions per mile of locomotive travel if freight 

locomotives utilize newer, higher-tech equipment. Over time, these new technologies and 

locomotive emission standards could contribute to an overall decrease in air pollutant 

emissions. 

System-wide, BNSF Railway has been upgrading its fleet of train engines to improve fuel 

efficiency and reduce air pollution. Approximately 40 percent of the BNSF locomotive fleet 
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has been upgraded with clean lower emission locomotives. The fleet of train engines 

currently in use within the project area is part of BNSF’s upgraded fleet. 

MSAT Research 

Air toxics analysis is a continuing area of research. While much work has been done to 

assess the overall health risk of air toxics, many questions remain unanswered. In particular, 

the tools and techniques for assessing project-specific health outcomes as a result of 

lifetime MSAT exposure remain limited. These limitations impede the ability to evaluate 

how potential public health risks posed by MSAT exposure should be factored into projectlevel decision-making within the context of NEPA.

Nonetheless, air toxics concerns continue to be raised on railway and highway projects 

during the NEPA process. Even as the science emerges, we are duly expected by the public 

and other agencies to address MSAT impacts in our environmental documents. The FHWA, 

EPA, the Health Effects Institute, and others have funded and conducted research studies to 

try to more clearly define potential risks from MSAT emissions associated with highway 

projects. The FHWA will continue to monitor the developing research in this field.

NEPA Context

The NEPA requires, to the fullest extent possible, that the policies, regulations, and laws of 

the Federal Government be interpreted and administered in accordance with its 

environmental protection goals. The NEPA also requires Federal agencies to use an 

interdisciplinary approach in planning and decision-making for any action that adversely 

impacts the environment. The NEPA requires, and FHWA and FRA are committed to, the 

examination and avoidance of potential impacts to the natural and human environment 

when considering approval of proposed transportation projects. In addition to evaluating 

the potential environmental effects, we must also take into account the need for safe and 

efficient transportation in reaching a decision that is in the best overall public interest. The 

FHWA policies and procedures for implementing NEPA are contained in regulation at 23 CFR 

Part 771.

Incomplete or Unavailable Information for Project-Specific MSAT Health Impacts Analysis 

In FHWA's view, information is incomplete or unavailable to credibly predict the projectspecific health impacts due to changes in MSAT emissions associated with a proposed set of 

project alternatives. The outcome of such an assessment, adverse or not, would be 

influenced more by the uncertainty introduced into the process through assumption and 

speculation rather than any genuine insight into the actual health impacts directly 

attributable to MSAT exposure associated with a project. 

The EPA is responsible for protecting the public health and welfare from any known or 

anticipated effect of an air pollutant. They are the lead authority for administering the Clean 

Air Act and its amendments and have specific statutory obligations with respect to 

hazardous air pollutants and MSAT. The EPA is in the continual process of assessing human 

health effects, exposures, and risks posed by air pollutants. They maintain the Integrated 

Risk Information System (IRIS), which is "a compilation of electronic reports on specific 

substances found in the environment and their potential to cause human health effects." 

Each report contains assessments of non-cancerous and cancerous effects for individual 
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compounds and quantitative estimates of risk levels from lifetime oral and inhalation 

exposures, with uncertainty spanning perhaps an order of magnitude. 

Other organizations are also active in the research and analyses of the human health effects 

of MSAT, including the Health Effects Institute (HEI). Two HEI studies are summarized in 

Appendix D of FHWA's Interim Guidance Update on Mobile Source Air Toxic Analysis in NEPA

documents. Among the adverse health effects linked to MSAT compounds at high exposures 

are; cancer in humans in occupational settings; cancer in animals; and irritation to the 

respiratory tract, including the exacerbation of asthma. Less obvious is the adverse human 

health effects of MSAT compounds at current environmental concentrations 

(http://pubs.healtheffects.org/view.php?id=282) or in the future as vehicle emissions 

decrease (http://pubs.healtheffects.org/view.php?id=306). 

The methodologies for forecasting health impacts include emissions modeling; dispersion 

modeling; exposure modeling; and then final determination of health impacts – each step in 

the process building on the model predictions obtained in the previous step. All are 

encumbered by technical shortcomings or uncertain science that prevents a more complete 

differentiation of the MSAT health impacts among a set of project alternatives. These 

difficulties are magnified for lifetime (i.e., 70 year) assessments, particularly because 

unsupportable assumptions would have to be made regarding changes in travel patterns 

and vehicle technology (which affects emissions rates) over that time frame, since such 

information is unavailable. 

It is particularly difficult to reliably forecast 70-year lifetime MSAT concentrations and 

exposure near roadways; to determine the portion of time that people are actually exposed 

at a specific location; and to establish the extent attributable to a proposed action, 

especially given that some of the information needed is unavailable. 

There are considerable uncertainties associated with the existing estimates of toxicity of the 

various MSAT, because of factors such as low-dose extrapolation and translation of 

occupational exposure data to the general population, a concern expressed by HEI 

(http://pubs.healtheffects.org/view.php?id=282). 

As a result, there is no national consensus on air dose-response values assumed to protect 

the public health and welfare for MSAT compounds, and in particular for diesel PM. EPA

(http://www.epa.gov/risk/basicinformation.htm#g) and HEI 

(http://pubs.healtheffects.org/getfile.php?u=395) have not established a basis for 

quantitative risk assessment of diesel PM in ambient settings. 

There is also the lack of a national consensus on an acceptable level of risk. The current 

context is the process used by the EPA as provided by the Clean Air Act to determine 

whether more stringent controls are required in order to provide an ample margin of safety 

to protect public health or to prevent an adverse environmental effect for industrial sources 

subject to the maximum achievable control technology standards, such as benzene 

emissions from refineries. 

The decision framework is a two-step process. The first step requires EPA to determine an 

"acceptable" level of risk due to emissions from a source, which is generally no greater than 

approximately 100 in a million. Additional factors are considered in the second step, the 
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goal of which is to maximize the number of people with risks less than 1 in a million due to 

emissions from a source. The results of this statutory 2-step process do not guarantee that 

cancer risks from exposure to air toxics are less than 1 in a million; in some cases, the 

residual risk determination could result in maximum individual cancer risks that are as high 

as approximately 100 in a million. In a June 2008 decision, the U.S. Court of Appeals for the 

District of Columbia Circuit upheld EPA's approach to addressing risk in its two-step decision 

framework. Information is incomplete or unavailable to establish that even the largest of 

highway projects would result in levels of risk greater than deemed acceptable. 

Because of the limitations in the methodologies for forecasting health impacts described, 

any predicted difference in health impacts between alternatives is likely to be much smaller 

than the uncertainties associated with predicting the impacts. Consequently, the results of 

such assessments would not be useful to decision makers, who would need to weigh this 

information against project benefits, such as reducing traffic congestion, accident rates, and 

fatalities plus improved access for emergency response, that are better suited for 

quantitative analysis.

Qualitative MSAT Analysis

The new railway connection would eliminate the switching operation in the Willmar 

Terminal for trains traveling between the Morris and Marshall Subdivisions. The new 

railway connection would be expected to make this train operation more efficient, which 

could lead to a decrease in the level of emissions released by train engines. Removing the 

current switching operation from the Willmar Terminal would also be expected to reduce 

congestion that occurs within the Willmar Terminal. In addition, removing up to 6 trains per 

day from the Willmar Terminal would reduce delay from vehicles waiting at blocked 

crossings. All of this may lead to an overall reduction in train and vehicle emissions; 

however market demands, system activities, and actual train operations by BNSF would also 

be key factors in emission levels.

No increase in vehicle-related air emissions are anticipated as a result of the Project. No 

“new” traffic will be generated as a result of the Project (train or highway) or any congestion 

anticipated that would cause increases in air emissions. Since minimal change in ADT is 

expected throughout the project area, no changes in MSAT emissions are expected 

compared to the No Build Alternative. There is a potential for lower MSAT emission rates 

due to increased speeds; according to EPA's MOVES2010b model, emissions of all of the 

priority MSAT decrease as speed increases. Also, regardless of the alternative chosen, 

emissions will likely be lower than present levels in the design year as a result of EPA's 

national control programs that are projected to reduce annual MSAT emissions by over 80 

percent between 2010 and 2050.

Construction-Period Strategies

During project implementation, all strategies should be evaluated to determine their 

appropriateness and effectiveness at reducing regional and localized criteria pollutant 

emissions. Strategies that could be considered during construction include: 

 Apply water suppression to active construction areas to minimize dust. 

 Tarp trucks hauling soil, sand, and other loose materials or require trucks to 

maintain at least two feet of freeboard. 
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 Pave, apply water as needed, or apply (non-toxic) soil stabilizers on unpaved access 

roads, parking areas and staging areas at construction sites. 

 Use water sweepers to sweep paved access roads, parking areas and staging areas 

at construction sites. 

 Use water sweepers to sweep streets if visible soil material is carried onto adjacent 

public streets. 

 Hydroseed or apply (non-toxic) soil stabilizers to inactive construction areas 

(previously graded areas inactive for ten days or more). 

 Enclose, cover, water or apply (non-toxic) soil binders to exposed stockpiles (dirt, 

sand, etc.). 

 Limit traffic speeds on unpaved roads to 15 miles per hour. 

 Utilize appropriate erosion control measures to reduce silt runoff to public 

roadways. 

 Replant vegetation as quickly as possible to minimize erosion in disturbed areas. 

 Use alternative fuels for construction equipment when feasible. 

 Minimize equipment idling time. 

 Maintain properly tuned equipment. 

Operational Strategies 

BNSF already utilizes a number of operation strategies to reduce emissions. Additional 

strategies that could be considered by BNSF Railway during railroad operational include: 

 Reduce idling time to reduce DPM and other emissions. 

 Utilize idle-control mechanisms installed on locomotives reduce air emissions and 

fuel consumption by automatically shutting down locomotives that aren't being 

used.

 Require filters for diesel particulate on locomotives. 

 Use a combination of lean-NOx catalyst and diesel particulate filter. 

 Continue replacing its locomotive fleet with clean lower emission locomotives.

c. Dust and odors - Describe sources, characteristics, duration, quantities, and 

intensity of dust and odors generated during project construction and operation. 

(Fugitive dust may be discussed under item 16a). Discuss the effect of dust and 

odors in the vicinity of the project including nearby sensitive receptors and 

quality of life. Identify measures that will be taken to minimize or mitigate the 

effects of dust and odors.

Dust: 

Dust generated during construction would be minimized through standard dust control 

measures such as applying water to exposed soils and limiting the extent and duration of 

exposed soil conditions. Construction contractors would be required to control dust and 

other airborne particulates in accordance with MnDOT specifications in place at the time of 

project construction. 

During construction, particulate emissions would temporarily increase due to the generation 

of fugitive dust associated with activities such as grading and other soil disturbance. The 

following dust control measures would be undertaken as necessary:
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 Minimize the duration and extent of areas being exposed or regraded at any one 

time.

 Spray construction areas and haul roads with water, especially during periods of 

high wind or high levels of construction activity.

 Minimize the use of vehicles on unpaved surfaces when feasible.

 Tarp trucks hauling soil, sand, and other loose materials or require trucks to 

maintain at least two feet of freeboard. 

 Pave, apply water as needed, or apply (non-toxic) soil stabilizers on unpaved access 

roads, parking areas and staging areas at construction sites. 

 Use water sweepers to sweep paved access roads, parking areas and staging areas 

at construction sites. 

 Use water sweepers to sweep streets if visible soil material is carried onto adjacent 

public streets. 

 Hydroseed or apply (non-toxic) soil stabilizers to inactive construction areas 

(previously graded areas inactive for ten days or more). 

 Enclose, cover, water or apply (non-toxic) soil binders to exposed stockpiles (dirt, 

sand, etc.). 

 Limit traffic speeds on unpaved roads to 15 miles per hour. 

 Utilize appropriate erosion control measures to reduce silt runoff to public 

roadways. 

 Replant vegetation as quickly as possible to minimize erosion in disturbed areas. 

 Use alternative fuels for construction equipment when feasible. 

 Minimize equipment idling time. 

 Maintain properly tuned equipment. 

After construction is complete, dust levels would be anticipated to be minimal because all 

soil surfaces exposed during construction would be in permanent cover (i.e., tracked, paved 

or revegetated areas). The BNSF railway connection would also include access roads along 

the mainline for crew access. The access roads would be approximately 13 feet wide and 

would be unpaved. Since the level of traffic and speeds that the vehicles travel on the 

access roads would be minimal, they are not expected to generate high dust levels. BNSF 

would be required to provide dust control measures as needed to reduce dust levels.

Odors: 

Odors could be generated by exhaust from diesel engines engaged in construction activities 

and fuel storage areas. All machinery would be properly equipped to control emissions. 

17. Noise

Describe sources, characteristics, duration, quantities, and intensity of noise 

generated during project construction and operation. Discuss the effect of noise 

in the vicinity of the project including 1) existing noise levels/sources in the area, 

2) nearby sensitive receptors, 3) conformance to state noise standards, and 4) 

quality of life. Identify measures that will be taken to minimize or mitigate the 

effects of noise.

The proposed Project would result in noise impacts during both construction and operation. 

Information on construction is provided below. Information with regard to Project 
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operation is discussed in Section IV.B.6 due to both state and federal impacts and 

evaluations.

Construction

Construction activities associated with implementation of the recommended alternative 

would result in increased noise levels relative to existing conditions. These impacts would 

primarily be associated with construction equipment and pile driving. Table 16 shows peak 

noise levels monitored at 50 feet from various type of construction equipment. This 

equipment is primarily associated with site grading/preparation, which are generally the 

construction phases associated with the greatest noise levels.

Elevated noise levels are, to a degree, unavoidable for this type of project. MnDOT would 

require that construction equipment be properly muffled and in proper working order. 

While MnDOT and its contractors are exempt from local noise ordinances, it is the practice 

to require contractors to comply with applicable local (City of Willmar) noise restrictions and 

ordinances to the extent that is reasonable. Construction of the Project would be expected 

to last three construction seasons. Advanced notice to the City of Willmar would be 

provided of any abnormally loud construction activities such as use of high-impact 

equipment, pile driving, pavement sawing or air hammering.

Table 16 – Typical Construction Equipment Noise Levels at 50 Feet

Equipment Type1 Manufacturers 

Sampled

Total Number of 

Models in Sample

Peak Noise 

Level (dBA) 

Range

Peak Noise 

Level (dBA) 

Average

Backhoes 5 6 74 – 92 83

Front Loaders 5 30 75 – 96 85

Dozers28 41 65 – 95 85

Graders 3 15 72 – 92 84

Scrapers 2 27 76 – 98 87

Pile Drivers NA NA 95 – 105 101

1

Source: Environmental Protection Agency (EPA) and Federal Highway Administration (FHWA)

2

Track laying machine (for railway construction) would be similar to a dozer.

Any associated high-impact equipment noise, such as pile driving, pavement sawing or jack 

hammering, will be unavoidable with construction of the Project. Pile driving noise is 

associated with the bridge construction. High-impact noise construction activities will be 

limited in duration to the greatest extent possible. 

It is not anticipated that nighttime construction would be needed to expedite construction 

or minimize traffic impacts. If needed, noisy work at night would be limited as much as 

possible, but could occur periodically. Construction activities that generally would be 

prohibited between 8:30 pm and 7:00 am include pile driving, concrete pavement 

demolition, pavement sawing, concrete crushing operations and jack-hammering.
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18. Transportation

a. Describe traffic-related aspects of project construction and operation. Include: 

1) existing and proposed additional parking spaces, 2) estimated total average 

daily traffic generated, 3) estimated maximum peak hour traffic generated 

and time of occurrence, 4) indicate source of trip generation rates used in the 

estimates, and 5) availability of transit and/or other alternative 

transportation modes.

Existing and Proposed Additional Parking Spaces

NA – the Project would not construct any parking spaces

Estimated Total Average Daily Traffic Generated

The Willmar Rail Connector & Industrial Access Project would provide a new 2.8-mile railway 

connection between the Marshall and Morris Subdivisions on the BNSF Railway along with a 

new rail spur for access to the Willmar Industrial Park. The new railway connection would 

also require a number of roadway modifications that are included as part of the Project. 

The roadway improvements are described in the Alternatives Analysis (Section III) and 

discussed in this section. The proposed action is a transportation project and would not 

generate additional parking spaces. The Project is not expected to generate additional 

traffic, but rather create a more efficient roadway and railway network in the vicinity of 

Willmar Terminal.

The proposed project would not generate new trips in the same way as a new development, 

because the railway project is not a destination or generation point for trips like a new 

residential neighborhood or school would be. Eventually, the City of Willmar will develop 

the area identified as a future industrial park – that development (industrial park) would 

produce additional trips, but the railway project and associated highway alignments would 

only produce limited trips for vehicles utilizing the railway access roads.

It is anticipated that the Project would result in some diversions of trips from other routes 

onto CSAH 55 since it would have a more direct and better connection with the realigned TH 

12 than it currently does today. Additionally, it is anticipated that there would be some trips 

that would use CSAH 5 rather than use CSAH 55 to access the industrial park located along 

1st Avenue West/CSAH 55 due to the Project not including an at-grade railway crossing on 

1st Avenue West/CSAH 55. See Appendix B for details on the traffic shifts. Given the existing 

traffic volumes on roadways compared to the capacity of these roadways, no problems 

would be anticipated as volumes are within industry standards for two-lane facilities. 

Estimated Maximum Peak Hour Traffic Generated and Time of Occurrence/Source of Trip 

Generation Rates

The proposed project would not be anticipated to generate new vehicular traffic in the area 

with the exception of railway crews that are accessing the mainline to provide periodic track 

maintenance activities or to bring out new crews to operate the train. The number of trips 

generated as a result of constructing the new access roads would be expected to be less 

than 10 trips a day.
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Availability of Transit and/or Other Alternative Transportation Modes

The Project would not impact the availability of transit and/or other alternative 

transportation modes within the project area. Kandiyohi Area Transit provides a variety of 

public transit services for Kandiyohi County and the Willmar Area, including fixed route, 

ADA, and dial-a-ride services. There are no fixed route bus services in the project area. 

The Project would reduce the number of trains per day in downtown Willmar and would 

result in more opportunities for transit vehicles, pedestrians and bicyclists to cross existing 

at-grade intersections near the Willmar Terminal (due to the trains not having to go into the 

Willmar Terminal to switch directions) and along the Morris and Marshall Subdivisions as 

they approach and leave the Willmar Terminal.

b. Discuss the effect on traffic congestion on affected roads and describe any 

traffic improvements necessary. The analysis must discuss the project’s 

impact on the regional transportation system. If the peak hour traffic 

generated exceeds 250 vehicles or the total daily trips exceeds 2,500, a traffic 

impact study must be prepared as part of the EAW. Use the format and 

procedures described in the Minnesota Department of Transportation’s 

Access Management Manual, Chapter 5 (available at: 

http://www.dot.state.mn.us/accessmanagement/resources.html) or a similar 

local guidance.

Construction of the Project would not increase traffic congestion. As noted in the 

alternatives description and evaluation and description of the recommended alternative, 

the Project would construct a new railway connection between the Morris and Marshall 

Subdivisions of the BNSF Railway. Intersecting roadways (realigned TH 12 and TH 40) would 

have grade separations with the railway alignment or would have their crossing with the 

railway removed (CSAH 55/1st Avenue West). Because there would be no at-grade crossings 

with the railway, motorized vehicular traffic would not be slowed or impeded in their travel 

as a result of the Project.

Additionally, the Project would reduce the number of trains that are currently travelling into 

downtown Willmar and are occupying at-grade railway crossings on both the Morris and 

Marshall Subdivisions as they approach and leave the Willmar Terminal. There are 11 atgrade crossings that the trains currently must travel through to enter and leave the Willmar 

Terminal. For every train there are 11 at-grade crossings that get closed and require 

motorized traffic to wait for the train to clear. The proposed Project would eliminate the 

delays and congestion associated with the closing of gates through these intersections.

In terms of impacts to the roadways within the project area – the proposed Project would

not be anticipated to generate new vehicular traffic in the area with the exception of railway 

crews that are accessing the mainline to provide maintenance activities or to bring out new 

crews to operate the train. The number of trips generated as a result of constructing the 

new access roads would be expected to be less than 10 trips a day, which would not alter 

traffic flow on surrounding city, county or state roadways.

As noted, there could be shifting of some agricultural vehicles to CSAH 55 and CSAH 5 as 

result of the Project due to the removal of a portion of CSAH 55/1st Avenue West between 
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the new railway and the existing north-south alignment of CSAH 55. Traffic shifts would be 

anticipated to be less than 500 vehicles and would not result in congestion of the existing 

county facilities, TH 40, or realigned TH 12. Existing traffic volumes on those roadways are 

well within industry standards of two-lane, rural roadways. See Appendix B for information 

on existing and future traffic volumes and potential traffic shifts.

During project construction, traffic congestion would not be anticipated due to the majority 

of construction occurring on new roadway and railway alignments, which would limit the 

need for road closures. Bypasses, lane shifts, and temporary detours would be utilized to 

limit congestion. Alternate routes would also assist in limiting traffic congestion during 

construction.

c. Identify measures that will be taken to minimize or mitigate project related

transportation effects.

One of the purposes of the proposed Project is to mitigate for existing transportation 

problems associated with the Willmar Terminal for railway operations, roadway operations 

and non-motorized users. The proposed Project would improve railway efficiencies within 

the vicinity of the Willmar Terminal, would reduce the amount of delay associated at 11 atgrade intersection crossings on the Morris and Marshall Subdivisions as they enter and leave 

the City of Willmar on the western side of the community, and would reduce occupations of 

at-grade crossings in the downtown area for extended periods of time.

The Project was designed to incorporate grade-separated crossings of the proposed railway 

connection on the two trunk highways (realigned TH 12 and TH 40) it will cross. The grade 

separated crossings would enable the trains to flow freely without slowing down and would 

allow motorized traffic and non-motorized traffic using realigned TH 12 and TH 40 to travel 

without interruptions due to train traffic. 

Additionally, the Project would remove a portion of CSAH 55/1st Avenue to eliminate the 

need for an at-grade rail crossing. This would eliminate delay for vehicles destined for 

industrial/grain elevator locations on the corridor due to train crossings. It would however, 

introduce a slight delay for vehicles due to the fact that they can no longer utilize CSAH 

55/1st Avenue to access the industrial/grain elevator area – vehicles would need to use the 

new connection located on realigned TH 12 just east of CSAH 55. The new route would 

introduce delay, but the delay was determined to be minimal. For more detailed 

information associated with vehicle delay with the new connection between realigned TH 12 

and 1st Avenue, refer to the CSAH 55/1st Avenue memo in Appendix C.

As noted, the Project would likely result in some shifting of traffic between CSAH 55 and 

CSAH 5. The shift in traffic and travel patterns is not anticipated to impact traffic levels on 

the associated roadways enough to warrant construction of additional travel lanes. No 

increase in congestion is expected on the routes. See traffic memo in Appendix B.

During construction, bypass and lane shifting is anticipated to minimize existing roadway 

traffic disruptions. Construction related to roadways new alignments would not require 

closure of current routes. Where tie-ins to existing alignments are required, lane shifts, bypasses, and temporary detours may be utilized. A temporary bypass may be utilized to keep 
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TH 40 open during construction of the proposed TH 40 bridge. Railroad improvements 

would be anticipated to occur upon completion of the roadway improvements.

19.Cumulative Potential Effects

a. Describe the geographic scales and timeframes of the project related 

environmental effects that could combine with other environmental effects 

resulting in cumulative potential effects.

Cumulative effects are defined as “the impact on the environment which result from the 

incremental impact of the action when added to other past, present, and reasonable 

foreseeable future actions regardless of what agency or persons undertakes such actions.” 

The geographic areas considered are those areas directly adjacent to the western edge of 

the City of Willmar and the Willmar Municipal Airport – John L. Rice Field, and the 

timeframe of the next few years.

Project related environmental effects that could combine with other environmental effects 

and the geographic extent of the anticipated impacts are summarized in Table 17 starting 

on the following page.
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Table 17 – Project Related Environmental Effects and Geographical Extent

Reference 

(Section in EA)

Topic/Issue Project-Related 

Environmental Effects

Geographic Extent

Section IV.A.9 

(EAW Item 9)

Land Use Reduction in farmland 

(93 acres)

Throughout project area.

Section IV.A10 

(EAW Item 10)

Geology, Soils and 

Topography

Disturbed 

ground/soils during 

project construction. 

Throughout project area.

Section IV.A.11 

(EAW Item 11)

Water Resources  Increase in 

impervious surface 

(29.5 acres)

 Impacts to all 

aquatic resources 

(11.2 acres)

 Impacts to WCA 

wetlands (10.7 acres)

 Impacts to USACE 

Jurisdictional 

Resources (4.0 acres)

 Water 

appropriation during 

construction

Throughout project area 

(all but last item)

Appropriation at the two 

new railway crossings –

one over Hawk Creek the 

other over County Ditch 

46.

Appropriation for CSAH 55 

shouldering/reconstruction 

over Hawk Creek.

Appropriation for TH 12 

realignment construction 

over unnamed tributary.

Appropriation for TH 40 

culvert replacement over 

Hawk Creek.

Section IV.A.12

(EAW Item 12)

Contamination Regulated waste 

removal from three 

residential properties

Intersection of TH 40 and 

CSAH 55

Section IV.A.13 

(EAW Item 13)

Fish, Wildlife, 

Plant 

Communities and 

Sensitive 

Ecological 

Resources

 Remnant prairie 

and wildlife 

management areas

 Tree removal –

bat habitat

Limited areas just outside 

of project limits near the 

existing railways (prairie 

and wildlife management 

areas)

Tree removal primarily in 

northern half of project 

area
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Table 17 – Project Related Environmental Effects and Geographical Extent (Continued)

Reference 

(Section in EA)

Topic/Issue Project-Related 

Environmental Effects

Geographic Extent

Section IV.A.14 

(EAW Item 14)

Historic  Connection to an 

historic resource –

no adverse effect 

determined

Connection between the 

new railway and the BNSF 

Morris Mainline

Section IV.A.17 

(EAW Item 17) 

and Section 

IV.B.6

Construction 

Noise

 Modeled train 

noise levels result in 

moderate increase in 

sound

 Modeled noise 

levels above state 

standards

Train noise impact at the 

connection with realigned 

45th Street on the north 

side of existing TH 12

Highway noise impacts 

along realigned TH 12

Section IV.A.18 

(EAW Item 18)

Transportation  Improved traffic 

operations and 

safety in downtown 

Willmar 

 Improved 

operations in the 

Willmar Terminal

 Improved travel 

time and reliability

Most benefits to the 

project are in downtown 

Willmar near the Willmar 

Terminal.

Overall travel time and 

reliability will be enhanced 

in the project area and in 

the downtown area.

Section IV.B.5

(EA Item 5)

Right of Way 

Acquisition

 Kandiyohi County 

railway project south 

of this project (see 

next section) would 

require right of way 

acquisition. Property 

owners would be 

compensated for 

land needed to 

construct the 

highway and bridge 

overpass of the 

Marshall Subdivision

South of the project area 

along CSAH 55 and the 

Marshall Subdivision.

Section IV.B.6

(EA Item 6)

Noise  Modeled train 

noise levels result in 

moderate increase in 

sound

 Modeled noise 

levels above state 

standards

Train noise impact at the 

connection with realigned 

45th Street on the north 

side of existing TH 12

Highway noise impacts 

along realigned TH 12

Section IV.B.9

(EA Item 9)

Federal Species  Tree removal –

bat habitat

Tree removal primarily in 

northern half of project 
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b. Describe any reasonably foreseeable future projects (for which a basis of 

expectation has been laid) that may interact with environmental effects of the 

proposed project within the geographic scales and timeframes identified 

above.

The 2016 – 2019 State Transportation Improvement Program (STIP) and the Kandiyohi 

County 5-Year Plan were reviewed to identify present and other reasonably foreseeable 

future transportation projects near the limits of the Project. Information from the City of 

Willmar regarding future developments and city projects was also collected. Table 18 lists 

the present and reasonably foreseeable future projects identified within and near the study 

area.

Table 18 – Present and Reasonably Foreseeable Future Projects in/near the Study Area 

STIP 

Number

Agency Description Location Timeframe

1301 MnDOT TH 23 Mill and overlay from 

Bridge #12012 to 0.45 miles 

east of CSAH 5 (just outside of 

project area)

City of 

Willmar/Willmar 

Township

2017

NA Kandiyohi 

County

Grade separation over the 

BNSF Marshall Line and 

Willmar Wye Connection on 

CSAH 55

Willmar 

Township (see 

Figure 26)

2017

NA Kandiyohi 

County

Reconstruction of CSAH 5 

between TH 40 and CSAH 15

(just outside the project area);

Reconstruction of CSAH 15 

between US 71 and CSAH 55

(just outside the project area)

Willmar and 

Willmar 

Township

2018

NA City of 

Willmar

Development of industrial 

park area west of CSAH 5 

between realigned TH 12 and 

TH 40. Includes potential 

extension of the spur line into 

the industrial park area.

City of Willmar Undetermined 

– anticipated to 

be developed 

by 2040

MnDOT will be completing a mill and overlay of TH 23 just outside of the project area in 

2017. In addition, Kandiyohi County will be constructing a grade separation of the BNSF 

Marshall line just south and west of the Project. Both of these projects will be going through 

their own permitting and environmental review process. In addition, the county will be 

reconstructing portions of CSAH 5 (east of the project area) and CSAH 15 (south and east of 

the project area) in 2018. Like the MnDOT project and the Kandiyohi County bridge project, 

the reconstruction projects will be going through their own permitting and environmental 

review process. 
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Activities that are expected to occur within the Project area include the development of a 

new industrial park between the proposed railway and CSAH 5 from just south of the 

realigned TH 12 to TH 40. Exact timing and site plans have yet to be developed for the area, 

but the City’s Comprehensive Plan and land use maps identify the area as future industrial 

park. It is expected that the park will develop following completion of the Project. The 

analysis in this document took into consideration that the industrial park would be fully 

developed by 2040 for purposes of traffic operations and analyses.

c. Discuss the nature of the cumulative potential effects and summarize any 

other available information relevant to determining whether there is 

potential for significant environmental effects due to these cumulative effects.

Past actions that have occurred in and near the project area over the past 11 years included 

the following:

 New Willmar Municipal Airport (west of project area) – 2005

 New CSAH 5 Highway Alignment (eastern end of project area) – 2007 

 New Wastewater Treatment Facility (west of project area) – 2010 

 Southern Interceptor Sewer (crosses through project area) – 2010

 Western Interceptor Sewer (within project area) – 2013 

 Willmar Avenue (east of project area) – 2014

 Willmar Industrial Park Improvements (roadway and utility work – within general 

project area – not in project limits) – 2015 

Figure 9 shows the projects identified in the list above.

In addition to those projects, in March, 2015 Kandiyohi County received environmental 

clearance for a project that shifted CSAH 5 approximately 800 feet to the east near its 

juncture with TH 23 (just outside the project limits) to grade separate the TH 23 and CSAH 

5/CSAH 15 intersection. With the improvements, CSAH 5 will bridge over TH 23 and create a 

new T-intersection with CSAH 15. The project is intended to improve safety conditions at 

the TH 23 and CSAH 5/CSAH 15 intersection, and in particular the through movement of 

northbound and southbound CSAH 5 traffic across TH 23. Construction will be completed in 

2017. Figure 26 shows this programmed improvement as well as the anticipated grade 

separation of the Marshall Subdivision and Willmar Wye Connection planned for 2017 and 

2018. 

All previous work that occurred in and around the Project was considered as part of existing 

conditions. In terms of future projects identified in Table 18 – the following is noted:

TH 23 Mill and Overlay

The TH 23 mill and overlay project is not expected to result in cumulative impacts within the 

project area due to the nature of the project. Mill and overlay projects are typically limited 

to milling off the top layer of road surface and replacing it with a new layer. Excavation, soil 

disturbance, and other more invasive activities beyond the roadway surface are not 

expected to occur.
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Kandiyohi County Grade Separation

The Kandiyohi County grade separation project (Figure 26) is likely to result in additional 

wetland impacts due to the alignment of the grade separation and connection into CSAH 55. 

Final wetland impacts have not been determined at this time, but it is anticipated that 

approximately 1.5 acres of wetland would be impacted. The County would be required to 

mitigate for impacts based upon local and state requirements during the permitting process. 

Other impacts would include a reduction in approximately 7 acres of farmland.

Kandiyohi County Roadway Reconstruction

Kandiyohi County has preliminarily identified reconstruction of two county roadways near 

the Project for 2018. The roadway projects would include reconstructing CSAH 5 between 

TH 40 and CSAH 15 and reconstructing CSAH 15 between US 71 and CSAH 55. Both 

roadways would be brought up to current design standards, so there would be some 

additional right of way that would likely need to be acquired to accommodate wider 

shoulders, turn lanes and other geometric improvements. It is likely that some of the land 

needed would be in agricultural use. There would also be the potential for impacts to 

wetlands. Preliminary plans have not been completed for the two projects, so exact impacts 

are not known. It would be expected that less than 5 acres of wetlands and less than 10 

acres of agricultural land would be impacted.

Industrial Park

In general, farming practices are expected to continue in the area around the Project. In 

addition, it is anticipated that industrial development will occur within the new Willmar 

Industrial Park (located on the former airport site as shown in Exhibit C), which was in the 

planning and implementation stages prior to this Project. While some development has 

occurred, site specific plans (individual lots size, building footprints, stormwater treatment, 

etc.) have not yet been developed for the majority of the site. The City is waiting for 

interested businesses to approach the community with their needs so that appropriate 

roadway, stormwater treatment, railway access, and other associated development 

improvements can be determined. Since specific impacts to project-area resources are not 

known at this time, information from an EA that was completed by the City of Willmar in 

2010 for release of the former airport site and general planning for a future industrial park is 

referenced in Table 19. While the EA covers property beyond the limits of the project area, 

it is useful in providing general impacts in the vicinity of the Project. A copy of the draft EA

can be found on the web at: https://mn.gov/deed/assets/section-v-4_tcm1045-256763.pdf
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Exhibit C – Willmar Municipal Airport EA Study Area

Source: Willmar Municipal Airport Draft Environmental Assessment, 2010
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Table 19 – Impacts Associated with Development of Former Airport Site

Topic/Issue Environmental Impacts

Historic The main terminal hangar for the former airport was identified as having 

historic significance. Hangar was placed on National Register of Historic Places 

in 2013. Hangar is likely to be removed by current owner (not City property).

Air None anticipated. Any industrial use that generates emissions would have to 

be documented and appropriately mitigated.

Social Impacts Existing public services are adequate to deal with the anticipated increase in 

population and business activity.

Construction 

Impacts

Redevelopment of former airport site required removal and disposal of 

concrete and bituminous runway materials. There was adequate capacity in 

area landfills to handle materials that could not be recycled.

Environmental 

Justice

Increased employment opportunities considered beneficial. Residential 

indirect effects not anticipated.

Economics Economic development would be positive and consistent with City’s longrange plans.

Floodplain No development would be allowed within the designated floodplain, and 100-

foot buffers of native vegetation would be maintained for any buildings and 

other infrastructure constructed

Noise and

Vibration

None anticipated. Any industrial use that generates noise and vibration would 

have to be documented. Due to the location of the new railway, industrial 

uses sensitive to noise and vibration would be encouraged to read this 

environmental document and its attachments related to noise and vibration 

impacts to better understand potential impacts that could influence 

development plans. 

Section 4(f) Section 4(f) resources outside of project area (similar to those for the 

proposed project) would not be affected. 

Land Use Redevelopment of old airport site, resulting in 300-acre reduction in farmland

as part of industrial park expansion consistent with City’s comprehensive 

plan. Farmland to remain as interim use until development occurs.

Water Resources Increased impervious surface; possible loss of up to 27 acres of wetlands

within/near former airport site. Stormwater management implementation 

may improve quantity of site runoff and water quality.

Fish, Wildlife, Plant 

Communities and 

Sensitive Ecological 

Resources

Change from agricultural lands to industrial development would expand 

habitat for species associated with suburban environments. Mammals include 

deer, rodents, shrews, and coyotes. Birds include geese, blackbirds, sparrows, 

and robins.

Visual Change in landscape from rural to urban.

Contamination Building removals and site disturbances may generate contaminated and 

hazardous wastes. At this time most of the buildings have been removed and 

materials have been disposed of off-site. Potential garbage pit/disposal site 

exists on old farm site.

Federal Species None anticipated due to existing land use as farmland and former airport site 

with limited habitat areas. 

Source: Willmar Municipal Airport Draft Environmental Assessment, 2010
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Traffic forecasts for the Project took into consideration full development of the industrial 

park. The forecasts indicate that the roadways in the project area would remain below 

capacity and that future operations would provide adequate levels of service.

Additionally, the exact alignment and length of the rail spur that will serve the industrial 

park will be constructed at an undetermined future date to connect with the new railway 

connection. Any present or future development projects are required to go through local 

development review processes. While the spur line was not specifically discussed in the 

2010 former airport site environmental assessment, spur line development would be 

consistent with the proposed industrial park development and potential environmental 

impacts would be similar to those summarized in Table 19. 

The potential cumulative effect of impacts would have to be mitigated by each future 

project through the permitting or environmental review processes on a case-by-case basis. 

20.Other Potential Environmental Effects 

If the project may cause any additional environmental effects not addressed by items 1 to 

19, describe the effects here, discuss the how the environment will be affected, and 

identify measures that will be taken to minimize and mitigate these effects.

This Project is not believed to cause any anticipated adverse environmental impacts that 

have not been addressed by this EAW or in the accompanying Environmental Assessment 

related to federal issues.

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B. Additional Federal Issues

FHWA Technical Advisory T 6640.8A, Guidance for Preparing Environmental and Section 4(f) 

Documents, effective November 27, 1987 provides guidance in the format, content and processing 

of NEPA and Section 4(f) studies and documents. It includes the following impact categories not 

addressed in the EAW:

 Social Impacts

 Considerations Relating to Pedestrians and Bicyclists

 Environmental Justice

 Economics

 Right of Way and Relocations

 Noise and Vibration

 Section 4(f) – Parks, Recreation Areas, Wildlife and Waterfowl Refuges, and Historic Sites

 Section 6(f) – Land and Water Conservation Act

 Section 7 – Endangered Species Act

 Section 404 – Clean Water Act

 Section 401 – Clean Water Act

 Indirect Effects

1. Social Impacts

The following social impacts were evaluated for the Project:

 Travel patterns and access

 Accessibility

 Community facilities and public services

 Community and neighborhood cohesiveness

 Transportation sensitive populations

 Income equity

 Quality of life

Travel Patterns and Access

Vehicular travel patterns would have the potential to shift slightly as a result of the Project

due to the realignment of TH 12 and closure of CSAH 55/1st Avenue W at the new railroad 

connection. With the relocated access to the existing industrial area around the grain 

elevator from realigned TH 12 and a new local roadway (located east of CSAH 55) versus a

direct connection via CSAH 55, some truck traffic from the south may utilize CSAH 5 to 

access the grain elevator and surrounding businesses. Additionally, the existing access off of 

the current TH 12 alignment would be improved to allow better turning movements for 

larger vehicles to access the area. This is shown in Figure 22. Appendix B discusses potential 

shifts in traffic.

In addition, because TH 12 would be realigned as part of the Project, vehicles utilizing that 

route would follow the new alignment rather than the old, which will be partially removed. 

For some businesses located along existing TH 12, the new alignment would divert traffic 

from the front of their business and would require users to access their sites from a local 

roadway connection rather than TH 12. This was noted as concern by one of the businesses 
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currently located along TH 12. The existing driveways would remain in place as a result of 

the Project, but would not have thru traffic travelling past them.

Another shift in travel would come along 45th Street which would require users of the 

township roadway to travel an additional 2,400 feet to the west in order to access TH 12. 

This is also shown in Figure 22. 45th Street currently is estimated to have less than 100 

vehicles a day using that route. As a result, impacts are expected to be minimal. Also, 7th

Avenue N, which currently connects to TH 12 west of the proposed 45th Street NW

intersection, would be converted into a cul-de-sac to eliminate its connection to TH 12. The 

access to 7th Avenue N would be from 60th Street NW, where a connection to TH 12 would 

remain. 7th Avenue N serves three residential properties. 

Accessibility

Accessibility accommodations for pedestrians and bicyclists would be provided at the 

intersection of realigned TH 12 and CSAH 5. At the signalized intersection pedestrian ramps, 

accessible pedestrian signals and crosswalks would be included in the intersection design. 

There are no other signalized intersections that would result as part of the Project.

Given the largely undeveloped/rural nature of the Project, it is not anticipated that the 

design would include any other accessibility options. There are no other pedestrian or 

bicycle facilities in the area that would be connected as a result of the Project. The Project 

would; however, provide for shoulders on realigned TH 12 and CSAH 55 which could be used 

by pedestrians and/or bicyclists.

Community Facilities and Public Services

The Project would not result in access changes to community facilities such as schools, 

recreation areas, churches or public buildings, as there are none of these facilities within the 

Project limits. 

Emergency responders would have some changes in terms of accessing a limited number of 

businesses located along existing TH 12 due to the realignment. See Figure 22 for existing

and future accessibility. Delays in reaching these locations would be expected to be minimal.

Because the Project would include grade separated crossings of the railway, there would be 

no new delays for emergency responders utilizing realigned TH 12 or TH 40.

Community and Neighborhood Cohesiveness

The project area consists of primarily agricultural lands/farmsteads with the northern area 

including some rural industrial properties. Due to the rural nature of the Project and 

limited number of total acquisitions (see Section IV.B.5), long-term adverse effects to the 

project area’s communities and neighborhoods would not be anticipated.

Transportation Sensitive Populations

Transportation sensitive populations, including transit dependent, elderly, and handicapped 

individuals that rely on public transportation would not be impacted by the Project. The 

Project would not alter the availability of transit within the City of Willmar or Kandiyohi 

County.
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Income Equity

The Project would not place an unequal burden on lower income individuals or 

transportation sensitive populations. The Project would not charge for individuals to utilize 

highway facilities or local roadways. Existing routes would continue to be accessible by 

those with lower incomes or who are transit dependent. There would be no expected 

changes in use of rail facilities by these groups – they are not likely to utilize commercial rail 

service today and would not likely utilize it in the future.

Quality of Life

The Project would be expected to reduce delays in railway traffic experienced due to the 

directional switching that occurs within the Willmar Terminal for train movements between 

the Morris and Marshall subdivisions. The proposed railway connection would allow trains 

destined between the two subdivisions to make a direct connection and bypass the Willmar 

Terminal, which is adjacent to downtown Willmar. Willmar’s downtown and Willmar in 

general is a hub of employment, commerce and education for the region, and is the 

Kandiyohi County seat. Due to the current train operational movement between the Morris 

and Marshall subdivisions, workers destined for jobs, services or school experience 

inconvenient waits without schedule, and cannot anticipate when these blockages will 

occur. Emergency service providers are impeded and local bus services also experience wait 

times. 

The Project would be expected to provide a positive long-term social impact for residents, 

businesses, and the greater Willmar community. By relocating this train movement and 

eliminating the switching operation (that can occur on average six times per day), delays for 

rail traffic would be reduced in the Willmar Terminal and corresponding delays for 

automobile traffic and non-motorized users would be reduced in the adjacent at-grade rail 

crossings. 

Associated quality of life improvements would also result, such as decreased noise, 

vibration, and delay in travel time. Other improvements would include improved air quality 

due to reductions in train and motor vehicle idling, improved emergency response travel 

time reliability and more predictable travel times for motorized and non-motorized users. 

Beyond downtown Willmar, the residential area north of TH 12 near CSAH 5 (just outside of 

the project area) would also experience benefits associated with noise due to the 

realignment of TH 12 approximately 800 feet to the south. Shifting TH 12 away from this 

neighborhood would shift traffic and its associated noise away from the residents in this 

area. This area is home to EJ populations. See Section IV.B.3 and Section IV.B.6 for more 

detailed information on EJ populations and noise.

2. Considerations Relating to Pedestrians and Bicyclists

The Project would not negatively impact any existing non-motorized transportation facility 

or activity on a permanent basis. The project would briefly interrupt pedestrian and bicycle 

flow on the trail paralleling CSAH 5 (eastern end of the project limits) during construction. 

The proposed Project would create a new intersection with realigned TH 12 and CSAH 5, 

which would impact the trail; however the trail would remain open during construction (see 

Section 4(f) impact discussion in Section IV.B.7). Post construction, there would be no 

negative impacts to pedestrian or bicycle movements.
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The project area is located to the west of the urbanized Willmar area and the existing 

conditions in the project area currently have limited pedestrian and bicycle 

accommodations. While TH 12 and CSAH 5 (between TH 40 and TH 12) have paved 

shoulders, the remaining roadways (TH 40, CSAH 55/1st Avenue) have narrow shoulders 

which are not conditions that are conducive to pedestrian and bicycle use. 

The Project would improve pedestrian and bicycle conditions in a number of ways:

1. The Project would remove trains from existing at-grade crossings in downtown Willmar 

and would reduce the amount of time that gates at the existing at-grade would be 

closed. This will facilitate pedestrian and bicycle crossings of the railway and reduce the 

amount of time users have to wait for trains to travel through the crossings and/or 

reduce the distance they would have to travel to utilize a grade separated crossing.

2. The Project would improve American with Disabilities Conditions at the signalized 

intersection of realigned TH 12 and CSAH 5. This intersection would be reconstructed in 

a new location and would include properly located pedestrian ramps, countdown timers 

and other enhancements.

3. The Project would provide adequate shoulders for pedestrian and/or bicycle use on 

realigned TH 12 and on CSAH 55 between TH 40 and realigned TH 12.

Because the project area consists primarily of agricultural and industrial uses outside of the 

urbanized area, it was determined that additional bicycle and pedestrian facilities are not 

appropriate. The City of Willmar Future Land Use Map (Figure 29) identifies portions of the 

project area within the Urban Growth Boundary. Sidewalk and/or trail facilities may be 

installed in the future with development should the area urbanize and there is greater

demand for these facilities. 

3. Environmental Justice

The analyses presented in this subsection were prepared in compliance with the Presidential 

Executive Order 12898, Federal Actions to Address Environmental Justice in Minority 

Populations and Low-Income Populations (February 11, 1994), the U.S. Department of 

Transportation (USDOT) Order to Address Environmental Justice in Minority Populations and 

Low-Income Populations (USDOT Order 5610.2(a), April 15, 1997), and the Federal Highway 

Administration’s (FHWA) Environmental Justice Order 6640.23 (FHWA Order 6640.23, 

December 2, 1998). 

a. Regulatory context

Executive Order 12898 directs Federal agencies to take appropriate and necessary steps to 

identify and address disproportionately high and adverse effects of Federal projects on the 

health or environment of minority and low-income populations to the greatest extent 

practicable and permitted by law. 

USDOT Order 5610.2(a) sets forth the USDOT policy to consider environmental justice (EJ) 

principles in all (USDOT) programs, policies, and activities. It describes how the objectives of 

EJ will be integrated into planning and programming, rulemaking, and policy formulation. 
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The Order sets forth steps to prevent disproportionately high and adverse effects to 

minority or low-income populations through Title VI analyses and EJ analyses conducted as 

part of Federal transportation planning and NEPA provisions. It also describes the specific 

measures to be taken to address instances of disproportionately high and adverse effects 

and sets forth relevant definitions. 

FHWA Order 6640.23 establishes policies and procedures for the Federal Highway 

Administration (FHWA) to use in complying with Executive Order 12898, as described above. 

The Project would receive federal funding and would have federal permit requirements; 

therefore, it is considered a federal project for the purposes of compliance with Executive 

Order 12898, USDOT Order 5610.2(a), and FHWA Order 6640.23.

Executive Order 12898, USDOT Order 5610.2(a), and FHWA Order 6640.23 set forth the 

requirement that proposed actions be reviewed to determine if there are 

“disproportionately high and adverse” impacts on EJ populations. Disproportionate is 

defined in two ways: the impact is predominantly borne by the minority or low income 

population group, or the impact is appreciably more severe than that experienced by nonminority or non-low income populations. 

b. Identification of minority and low-income populations

The first step in the environmental justice determination process is to identify the presence 

of minority and low-income populations within the study area. For the purposes of this 

analysis, the study area is defined as a census block groups or census blocks within or 

partially within the project study area (Figure 3). These are shown in Figures 39 and 40.

For the purposes of EJ, a minority and/or low-income population means any readily 

identifiable group of persons who live in geographic proximity; who will be similarly affected 

by a proposed USDOT program, policy, or activity; and who meet the racial or income 

criteria set forth in USDOT Order 5610.2(a). Data on population characteristics within the

study area were obtained primarily from the 2010 Decennial Census (i.e., for poverty data) 

and from the 2010–2014 American Community Survey (ACS) (for racial and ethnic 

composition data), along with discussions with local staff. 

Minority Populations

According to USDOT Order 5610.2(a), minority populations include persons who are 

American Indian or Alaskan Native, Asian American, Native Hawaiian or Other Pacific 

Islander, African American (not of Hispanic Origin), and Hispanic or Latino. 2010 Census data 

were used to identify minority residents in the study area. This information was validated 

based on conversations with local project staff and outreach activities.

Table 20 summarizes the racial and ethnic composition of Kandiyohi County, Willmar, and 

the census blocks in the study area. Based on the 2010 census, the population of Kandiyohi 

County was approximately 42,240. Of this, about 5,420 (14.9 percent) were minorities. As of 

the 2010 census, the population of Willmar was approximately 19,610. Of this, 6,275 (27.6

percent) were minorities. In aggregate, the census blocks within the study area had a total 

population of 1,800 and a total minority population of 765 (42.4 percent), which is higher 

than Kandiyohi County and the City of Willmar. 
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Table 20 – Census Blocks with Minority Populations

Location Total 

Population

White 

Only 

(number)

White 

Only 

(%)

NonWhite 

Minority 

(number)

NonWhite 

Minority 

(%)

Black

(number)

Black 

(%)

Asian 

(number)

Asian 

(%)

Native 

American

/Alaskan 

(number)

Native 

American

/Alaskan 

(%)

Hispanic 

(number)

Hispanic 

(%)

Kandiyohi 

Co. 42,239 35,964 85.1 6,275 14.9 952 2.3 167 0.4 107 0.3 4,710 11.2

Willmar 19,610 14,192 72.4 5,418 27.6 908 4.6 106 0.5 80 0.4 4,099 20.9

Study 

Area Block 

Total

1,804 1,039 57.6 765 42.4 207 11.5 7 0.4 9 0.5 512 28.4

Block 

2015 722 471 65.2 251 34.8 162 22.4 1 0.1 4 0.6 69 9.6

Block 

2027 529 205 38.8 324 61.2 15 2.8 4 0.8 5 0.9 288 54.4

Block 

2028 77 24 31.2 53 68.8 24 31.2 0 0.0 0 0.0 28 36.4

Block 

2030 46 7 15.2 39 84.8 0 0.0 0 0.0 0 0.0 39 84.8

Block 

2032 48 3 6.3 45 93.8 3 6.3 0 0.0 0 0.0 42 87.5

Block 

2033 89 68 76.4 21 23.6 0 0.0 0 0.0 0 0.0 21 23.6

Block 

2041 14 10 71.4 4 28.6 0 0.0 0 0.0 0 0.0 3 21.4

Block 

2031 32 27 84.4 5 15.6 0 0.0 0 0.0 0 0.0 5 15.6

Note: Numbers in bold and gray represent percentages higher than those for Kandiyohi County, the City of Willmar, or both.

Source: U.S. Census (2010), Summary File 1
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There are a total of 55 census blocks included in the study area. Of these, 31 have a population of 

zero and three have a population of five or less (all of which are located in largely rural/undeveloped 

areas). The remaining 21 study area census blocks were reviewed to identify locations in which 

concentrations of minority populations reside. Of these, eight had a proportion of minority 

populations higher than Kandiyohi County, the City of Willmar, or both (see Table 18). As shown on 

Figure 39, the census blocks with a high concentration of minority populations were generally 

located north of the existing TH 12 alignment in developments both east and west of 30th Street 

(CSAH 5). This includes the three census blocks that contain Parkwood Estates, a manufactured 

home community located north of TH 12 and west of CSAH 5. Census blocks 2027, 2030, and 2032 

encompass Parkwood Estates and some portions of the surrounding neighborhood.

Low-Income Populations

Based on the criteria set forth in USDOT Order 5610.2(a), a low-income person is one whose median 

household income is at or below the Department of Health and Human Services poverty guidelines. 

A low-income population is any readily identifiable group or groups of low-income persons who live 

in geographic proximity, and, if circumstances warrant, geographically dispersed or transient 

persons who will be similarly affected by a proposed USDOT, program, policy, or activity. ACS data 

(2010–2014) were used to identify census block groups within the study area where there are 

residents meeting the Department of Health and Human Services poverty guidelines. This 

information was validated based on conversations with local project staff and based on outreach 

activities within the study area. 

Table 21 summarizes the number of individuals below the poverty level in Kandiyohi County, the 

City of Willmar, and the census block groups included in the study area. Based on ACS data (2010–

2014), the total population of Kandiyohi County was approximately 41,640. Of this, about 5,561

(13.4 percent) were individuals below the poverty level. Based on the ACS, the total population of 

the City of Willmar was approximately 19,050. Of this, 4,088 (21.5 percent) individuals were below 

the poverty level. In aggregate, the census block groups within the study area had a total population 

of 7,044 and a total of 1,110 (15.8 percent) individuals below the poverty level, which is a higher 

proportion of low-income individuals than Kandiyohi County, but lower than the City of Willmar. 

Table 21 – Low-Income Populations within the Study Area

Note: Bold and gray represents percentages higher than those for Kandiyohi County, the City of Willmar, or both.

Source: American Community Survey (2010–2014)

As shown in Table 21, three Census block groups contained a higher proportion of low-income 

individuals than that of Kandiyohi County, the City of Willmar, or both (Block Groups 2 and 3 within 

Location -

Census Tract (Block Group) Population

Individuals Below 

Poverty Level Percent 

Kandiyohi County 41,642 5,561 13.4

City of Willmar 19,051 4,088 21.5

Study Area Block Group Total 7,044 1,110 15.8

7805 (2) 2,295 435 19.0

7805 (3) 1,263 318 25.2

7806 (1) 1,198 83 6.9

7806 (2) 1,277 108 8.5

7807 (1) 1,011 166 16.4
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Census Tract 7805 and Block Group 1 within Census Tract 7807). These census block groups are 

illustrated in Figure 40. Block Group 2 in Tract 7805 is located north of TH 12 and is bordered 

generally by 45th Street to the west, Foot Lake and 1st Street to the east, and Horizon Hills Road to 

the north. This block group includes the Parkwood Estates manufactured home community; 

however, there are other single family and multi-family residential areas located within this block 

group. The median household income of this block group ($44,940) is lower than that of Kandiyohi 

County ($52,043) and there are a higher percentage of low-income individuals in this area (19.0 

percent) than at the countywide level (13.4 percent), but a lower percentage than that of the City of 

Willmar (21.5 percent). 

Block Group 3 in Tract 7805 is bordered by TH 12 on the south, Foot Lake on the west and north, 

and by 7th Street on the east. Block Group 3 constitutes a relatively small geographic area north of 

downtown Willmar. In Block Group 3, the median household income ($37,958) is more than $10,000 

lower than the countywide average, and the proportion of low-income individuals (25.2 percent) is 

nearly double the proportion for Kandiyohi County and slightly higher than the City of Willmar. 

Block Group 1 in Census Tract 7807 comprises a large portion of the study area, and is bounded by 

60th Street in the west; 7th Street in the east; TH 40, the BNSF railroad, and Monongalia Avenue in 

the south, and generally TH 12 in the north. This area includes the western section of downtown 

Willmar, along with a portion of the outlying areas (i.e., rural/agricultural) to the west. In this area, 

the median household income ($49,792) is slightly lower than the countywide median income, and 

the percentage of low-income individuals (16.4 percent) is slightly higher than the proportion of the 

county as a whole, but lower than that of the City of Willmar. 

EJ Population Summary 

In summary, there are concentrations of both minority and low-income populations within the study 

area (see Figures 39 and 40). These EJ populations are generally located in the residential 

subdivisions north of the existing TH 12 alignment, within close proximity to 30th Street (CSAH 5), 

which include the Parkwood Estates manufactured home community. 

c. Engagement of EJ communities

As described in Section V, Public and Agency Involvement, the project team prepared a public 

engagement plan for the Project, recognizing the need to communicate and engage with multiple 

audiences within the study area and the region as a whole, and specifically focusing on EJ 

communities. The project team used several avenues of communication and outreach to engage 

affected minority and low-income communities, as described below. Refer to Section V, Public and 

Agency Involvement, for a complete listing of public and stakeholder engagement activities, which 

include efforts to engage minority/low income communities. 

 Engaged community leaders: Reached out to established neighborhood groups, community 

leaders, and private organizations composed of and connected to minority and low-income 

communities in the study area, including the following:

o AG Church (Latino)

o E-Free/Living Hope Center (Latino)

o Willmar Public Schools

o Islamic Society of Willmar
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 Outreach meetings/presentations: Community outreach meetings were held with groups 

which serve EJ communities (see Section V.B.7. for meeting summaries)

 Public events: Held informal pop-up meetings and events in locations that serve interests of 

EJ communities, including the Willmar Public Library, the Kandiyohi County Farmers Market, 

churches, and mosques (see Section V)

 Translations: Provided project information and meeting materials in alternative languages 

(Spanish and Somali) at public meetings and events.

 Interpreters: Included an offer to provided language interpreters at public events in meeting 

notices and invitations. 

d. Environmental Justice analysis

Executive Order 12898 requires that the proposed action be reviewed to determine if there are 

disproportionately high and adverse impacts on minority or low income populations within the 

project area. A disproportionately high and adverse impact on a minority or low income population 

means the adverse effect is predominantly borne by such population or is appreciably more severe

or greater in magnitude on the minority or low-income population than the adverse effect suffered 

by the non-minority or non-low-income population. 

This EA/EAW documents the range of beneficial and adverse impacts associated with the 

recommended alternative, along with proposed mitigation measures to address adverse effects. All 

environmental categories evaluated in this EA/EAW were reviewed to identify those that will result 

in adverse impacts, based on the analyses described in Section IV – Social, Economic, and 

Environmental Impacts. Environmental categories that have the potential to result in adverse effects 

were evaluated to determine if and to what extent these adverse effects would have the potential 

to be disproportionately high and adverse impacts on EJ populations. The following subject areas 

were considered in the EJ Analysis:

 Water resources

 Air

 Noise and vibration

 Transportation

 Relocation

As previously described, there were concentrations of EJ populations located within the study area. 

However, these populations were generally concentrated north of the existing TH 12 alignment and 

north of the physical improvements associated with the Project. Therefore, the Project is unlikely to 

result in disproportionately high and adverse impacts on these populations. 

Water Resources

As described in Section IV.A.11, the Project would result in impacts to floodplains and wetlands 

within the study area, both of which will be mitigated in accordance with applicable regulations. 

None of these impacts were located in areas identified as containing concentrations of EJ 

populations. Water resource impacts would be experienced by all populations in the study area, 

regardless of race, ethnicity, or socioeconomic status, and, therefore, the Project would not have a 

disproportionately high and adverse impact on EJ populations related to water resources. 
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Air

As described in Section IV.A.16, the Project would not include any stationary sources of air 

emissions, and would be expected to reduce train emissions associated with idling, and would not 

be expected to result in an increase in vehicle-related air emissions. 

The Project would have the potential to generate dust during construction. Dust generated during 

construction would be minimized through standard dust control measures such as applying water to 

exposed soils and limiting the extent and duration of exposed soil conditions. Construction 

contractors would be required to control dust and other airborne particulates in accordance with 

MnDOT specifications. In addition, odors could be generated by exhaust from diesel engines 

engaged in construction activities and fuel storage areas. All machinery would be properly equipped 

to control emissions. 

Construction activities would generally not occur within areas identified as containing 

concentrations of EJ populations and related air quality impacts such as dust and odor would be 

experienced by all populations in the study area, regardless of race, ethnicity, or socioeconomic 

status. Therefore, the Project would not have a disproportionately high and adverse impact on EJ 

populations related to air quality. 

Noise and Vibration

As described in Section IV.B.6, a detailed noise and vibration analysis was conducted. The analysis 

concluded that the Project would likely result in moderate noise impacts related to train horns and 

in increase in highway sound levels along realigned TH 12 and other project area roadways. 

However, the identified impacts are not located in areas identified as containing concentrations of 

EJ populations for the recommended alternative. The analysis concluded that the Project would 

have no vibration impacts. 

There is a residential area north of TH 12 near 30th Street (CSAH 5) which contains EJ populations. 

The Project would shift TH 12 approximately 800 feet to the south at this location, pulling the 

highway and associated highway traffic farther away from these residences. This is anticipated to 

reduce highway traffic noise levels at this residential area, providing a benefit for EJ populations. 

The proposed project would also reduce the number of trains and the amount of trains idling nearby 

some neighborhoods would also potentially reduce noise and vibration. 

Based on a review of the location of project related noise and vibration impacts, and considering the 

beneficial effects on existing EJ populations to the north, the Project would not have a 

disproportionately high and adverse impact on EJ populations related to noise and vibration. 

Transportation

As described in Section IV.A.18, the Project would require roadway improvements to multiple roads 

including regional routes TH 12, TH 40, and CSAH 55 as a result of the proposed railway alignment

The roadway improvements were included as part of the proposed project, and the resulting traffic 

operations would be expected to function as well as or better than current conditions. Measures 

taken to minimize or mitigate roadway modifications required due to the proposed rail 

improvements were addressed in the alternatives analysis and would be incorporated into the 

project design phase. In addition, the Project is anticipated to alleviate road congestion to at-grade 

rail crossings in downtown Willmar that occurs during trains switching between the Morris and 

Marshall Subdivisions in the Willmar Terminal. 
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Relocation

As described in Section IV.B.5, the Project would require acquisition of three residential properties 

(single family homes) and would require residents to relocate. These properties are located at the 

TH 40 and CSAH 55 intersection (refer to Section IV.B.5 for more information). The properties are 

not located within a census block with minority populations as outlined in Figure 39. The properties 

are located within a block group with low-income populations as outlined in Figure 40. Based on 

discussions with city staff, it was determined that the low-income population within this block group 

was concentrated toward the east end of the block group near downtown Willmar, not within the 

project area which is largely agricultural. The Project is not anticipated to result in the displacement 

of any businesses. 

All right of way acquisition and resulting relocations would be done in accordance with the Uniform 

Relocation and Real Property Acquisitions Policies Act of 1970, as amended, (42 U.S.C. 4601 et seq.). 

In accordance with the Uniform Relocation Act (URA), property owners would be paid fair market 

value for their land and buildings and, where applicable, be assisted in finding replacement sites for 

residential dwellings. In addition, any tenant of the property to be acquired would be required to 

receive relocation assistance, if desired.

Since there is no concentration of EJ populations within the project area, the Project would not 

adversely impact any residences occupied by EJ populations or businesses that predominantly serve 

EJ populations, as a result of property acquisitions. All project related acquisitions would comply 

with the URA, which ensures fair treatment during the acquisition process. Therefore, the Project 

would not have a disproportionately high and adverse impact on EJ populations related to 

relocations. 

e. Environmental Justice finding 

While there would be some adverse impacts related to the Project (as described in Section IV), they 

would affect both EJ and non-EJ populations. Considering the proposed mitigation and minimization 

measures described in Section IV, all adverse impacts (on EJ and non-EJ populations alike) would be 

effectively mitigated, minimized, or avoided. Therefore, the Project would not result in 

disproportionately high and adverse effects on EJ populations. 

Both EJ and non-EJ populations in the study area would also benefit from the Project. The Project 

would provide a positive long-term social impact for Willmar residents, businesses, and the greater 

Willmar community. By relocating train movements and eliminating the switching operation, 

corresponding delays in automobile traffic would be anticipated to be reduced in the Willmar 

Terminal and adjacent railroad crossings. Associated quality of life improvements would also result, 

such as decreased noise, vibration, delay time on trips and improved air quality, emergency 

response reliability and traveler accessibility/mobility.

Based on the above discussion and analysis, and taking into account benefits to EJ populations, the 

proposed action would not result in disproportionately high and adverse effects on minority or lowincome populations. 

4. Economics

This section describes the potential effects of the Project on economic activity, including a review of 

potential changes in local tax revenue related to the Project, potential impacts to local businesses 

resulting from changes in roadway access, operational changes to the existing freight rail network, 
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the effect of the Project on economic development within the City of Willmar, and the effect of 

capital investment related to Project construction on employment. 

Property Tax Revenue 

The Project would result in the acquisition of privately-owned property for additional right of way 

for rail and roadway improvements. The economic effect of acquiring privately owned parcels would

be the permanent removal of these parcels from the tax base of the affected county, cities, and 

school district, thus potentially lowering property tax collections. Acquisition of private property for 

the Project is expected to be minimal with three homes being displaced and no businesses being 

acquired. In addition, there would be strip takings from some privately held residential/agricultural 

and a limited number of industrial properties. The property tax revenue associated with these 

acquisitions represents a very small proportion of the overall county, city, and school district tax 

base and overall economic effect of the Project is expected to be minimal. Refer to Section IV.B.5 for 

more information on acquisitions. 

Travel Time Impacts to Local Businesses

As described in Section III.F, the Project would result in the modification of the local roadway 

network. The economic effect of these roadway modifications would be changes in access to local 

businesses (particularly the businesses along CSAH 55/1st Avenue W and TH 12), which could affect 

travel distance and time for customers, employees, and shippers. Under the recommended 

alternative, vehicles arriving from the west on realigned TH 12 would go through the at-grade 

intersection with CSAH 55 and then turn north onto the new local roadway connection to CSAH 

55/1st Avenue W and would be subject to additional intersection delays and travel distance. Travel 

to the one business located on existing TH 12 west of CSAH 55/1st Ave W, would have to go through 

the intersection with CSAH 5 and realigned TH 12 and then continue north on CSAH 5 and then take 

a left and travel west on what would be old TH 12. This would create additional travel time and 

distance for customers, employees and shippers.

In order to compare the travel time, distance and travel costs between the recommended 

alternative and existing conditions (i.e., No Build Alternative) in an equitable way, travel time to a 

point midway along 1st Avenue/CSAH 55 was calculated from the intersection of realigned TH 12 

and 1st Avenue West and from 19th Avenue/CSAH 55 intersection for all three options. Refer to the 

1st Avenue Traffic Analysis Memorandum in Appendix C for more information on the travel time 

and distance methodology. 

As shown in Table 22, the recommended alternative would result in a slight increase in travel 

distance (0.4 miles) for businesses along CSAH 55/1st Avenue W, and an increase in travel time of 

just over one minute. 
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Table 22 – Travel Time and Distance Comparison for Properties Along CSAH 55/1st Avenue W

From/To 1st 

Avenue 

No Build Alternative Recommended 

Alternative

Change (No Build to 

Recommended Alternative)

Distance 

(miles)

Travel Time 

(minutes)

Distance 

(miles)

Travel Time 

(minutes)

Distance 

(miles)

Travel Time 

(minutes)

From/To 19th 

Ave/CSAH 55 

Intersection

2.8 3.6 3.2 5 0.4 1.4

From/To TH 

12/New 45th St 

Intersection

1.2 1.9 2.1 3.5 0.9 1.6

 

Based on a review of the additional travel time and their associated costs (Appendix C), the 

differences were determined to be similar by FHWA and FRA. When taken into context with rail 

safety, the slight increase in costs and travel times were not outweighed by the safety risk of 

allowing an at-grade rail crossing.

Freight Rail

The proposed railway connection would improve local and regional rail system operational 

efficiency, train velocity and fluidity, and rail network optionality and connectivity and therefore 

would not have an adverse economic impact on freight rail operators or shippers. 

City of Willmar Economic Development

As noted in the Purpose and Need section (Section II.C.6), significant infrastructure investments 

have been made to establish an industrial park on the former airport site and support planned 

growth and development in Willmar. The Project’s railway component would allow for a spur line to 

serve the industrial park, making it possible for the industrial park to be served by all three major 

freight modes (air, rail and truck) and allowing it to serve as a regional transshipment hub. This is

expected to bring new business and employment opportunities into Willmar, benefiting the area’s 

economy.

As noted in the Purpose and Need section (Section II), Willmar is a regional trade center for 

Kandiyohi County and west-central Minnesota. The community was originally rooted in agriculture, 

but has been able to provide some diversification of its economy into the medical, educational, and 

retail sectors. Within the region, many rural communities have experienced population and 

employment loss; however, Willmar has been able to maintain and attract both people and 

businesses. 

The city and its partners (Kandiyohi County, the joint economic development commission, the city’s 

airport commission, private entities, and other governmental units, etc.) have been implementing 

the policies and plan elements to help increase economic growth and awareness. Since 2005 there 

have been several major investments through local, regional, state and federal sources for planning 

for and encouraging sound economic development. These activities have included constructing a 

new municipal airport, investing in local, county and state roadway improvements, constructing a 

new wastewater treatment facility, building a new sewer interceptor within the southern part of the 

community and developing an industrial park on the old municipal airport site (some roadways and 

utilities were put into place in 2015). Overall, $118 million dollars have been put in place to support 

planned growth and development that fosters the growth of jobs that offer sufficient wages and 

benefits to support middle class opportunities within the community. 
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One of the key elements that is lacking in the implementation of the city’s plans is enhanced freight 

connectivity for the industrial development on the old municipal airport site. In 2015 the city made 

improvements to this site (basic roadway infrastructure and utilities) and the airport is due west of 

the industrial park with easy access from TH 40. However, there is currently no rail service to the 

site, which was a key component of the industrial park plans. The plans called for a spur line to serve 

the industrial park in order to create a competitive edge in attracting tenants to the area that offer 

higher-paying jobs. With a railway component of the Project, the industrial park would be served by 

all three major freight modes (air, rail and truck), allowing it to serve as a regional transshipment 

hub and providing enhanced economic development opportunities to the region. 

Capital Investment 

In addition to the economic effects described above, construction of the Project would represent a 

substantial capital investment in the regional economy that will increase employment, earnings, and 

economic output during the short-term construction period. 

5. Right of Way Acquisition and Relocation

Right of way refers to a piece of land that is used as a transportation corridor. Property owned by 

MnDOT, Kandiyohi County, the City of Willmar or BNSF is therefore called right of way. Many railway 

and highway projects require purchasing land that the agency or railway does not currently own. If a 

property or a portion of a property is needed in order to construct a project, the act of the agency or 

railway purchasing the needed property is called right of way acquisition. If an entire parcel of 

property is needed, it is considered a total take. If there is a home or a business that is on a parcel 

for which a total take is required, that resident or business would need to be relocated at the 

agency’s or railway’s expense.

Much of the property needed for construction of the Project is currently owned by the City of 

Willmar as a result of the relocation of the Willmar Airport approximately a decade ago. The City of 

Willmar has committed to provide the property that it owns that is needed for railway, highway and 

local roadway right of way as part of its funding commitment for the Project.

Like the City of Willmar, BNSF and MnDOT own property within the project area that they have 

committed to utilize as part of the Project. 

There are; however, properties or portions of properties that would need to be acquired as part of 

the Project that are currently held by private property owners – both residential in nature and 

commercial. The following subsections discuss total acquisitions and partial acquisitions that would 

be required from private property owners to construct the Project.

Total Takes – Full Parcel Acquisition

Based on the proposed design for the Project, there would be seven total parcel acquisitions from 

six different property owners in order to construct the Project. Four of the parcels are located at the 

intersection of TH 40 and CSAH 55 (on three residential properties). Their acquisition would be 

required to raise the roadway grades of both TH 40 and CSAH 55 to accommodate the grade 

separated crossing of TH 40 just to the east of the intersection. The other two parcels are located at 

the southeast corner of the current CSAH 55/1st Avenue curve and at the southern limits of the 

Project. A total of 65.7 acres would be acquired from these seven parcels. See Figure 41 for 

impacted properties. 

Six of the seven properties identified in Figure 41 were acquired by BNSF prior to the Project 

receiving federal funding. Their previous acquisition did not influence the evaluation and selection 
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of a recommended alternative. While BNSF did not specifically utilize the Uniform Relocation and 

Real Property Acquisition procedures, a review of the acquisition process was conducted by FHWA. 

In its review of the acquisition, FHWA determined that the procedures utilized by BNSF were 

consistent and in accordance with the Uniform Relocation and Real Property Acquisition Act of 

1970, as amended by the Surface Transportation Uniform Relocation Assistance Act of 1987 and 49 

CFR, Part 24, effective April 1989. 

Partial Acquisitions

Partial acquisitions can be both permanent and temporary. Permanent acquisition or acquisition of 

permanent easements enable the agency (MnDOT, Kandiyohi County, City of Willmar) or railway 

(BNSF) to have ownership or use of the property in perpetuity. Temporary easements are portions 

of property that are needed in order to construct the Project (access to the parcel, grading, storage 

of equipment or materials, etc.) but remain the property of the property owner.

The Project would result in both permanent and temporary acquisitions as summarized in Table 23. 

Table 24 lists the number of parcels impacted and their associated acreage. Figure 42 shows the 

property that would be needed to construct the Project. Because the Project will be refined further 

as design progresses, it is anticipated that some right of way impacts would be modified through the 

right of way negotiation process and as design is completed. An update on right of way impacts will 

be provided in the EA Update. Estimates of right of way acquisition are included in Tables 23 and 24

and shown on Figure 42.

Table 23 – Right of Way Impacts (Total and Strip Acquisitions)

Type of Acquisition Acres Number of 

Parcels

Number of 

Property Owners

Permanent Right of Way / 

Permanent Easement 293.9 21 20

Temporary Easement 19.1 21 20
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Table 24 – Individual Parcel Impacts

All remaining right of way acquisition would be done in accordance with the Uniform Relocation and 

Real Property Acquisition Act of 1970, as amended by the Surface Transportation Uniform 

Relocation Assistance Act of 1987 and 49 CFR, Part 24, and effective April 1989. MnDOT would be 

responsible for all right of way acquisition related to the proposed roadway improvements. BNSF 

Railway would be responsible for all right of way acquisition related to the proposed railway 

improvements.

Parcel 

Number

Permanent Right of 

Way / Permanent 

Easement

Temporary 

Easement

1 4.8 1.5

2 0.4 0.2

3 1.9 0.5

4 3.8 0.9

5 0.5

6 < 0.1

7 0.2

8 27.1

9 6.1 2.5

10 0.3

11 67.0 5.6

12 20.6 1.3

13 19.6

14 0.3

15 0.5

16 1.7 0.4

17 29.5 2.7

18 7.5 0.8

19 <0.1 0.1

20 0.3 0.3

21 0.1 0.1

22 0.5

23 0.7 0.3

24 65.6

25 12.1

26 21.0

27 1.8

28 2.3

Total 293.9 19.1
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6. Noise and Vibration

Noise was studied for both highways and trains as part of the Project evaluation. In addition, 

vibration associated with train travel was also completed. A full copy of the noise evaluation is found 

in Appendix P. Please note that some of the information with regard to train horns contained in the 

study included an at-grade crossing of the railway at CSAH 55/1st Avenue W (an alternative that was 

rejected). Due to the fact that there will not be an at-grade crossing, information regarding an 

increase in sound associated with train whistle blowing would not occur as part of the Project. 

The following sub-sections discuss noise and vibration impacts associated with operation of the 

Project.

a. Highway traffic noise analysis

Traffic noise was evaluated in accordance with the Federal Highway Administration’s (FHWA) 

Procedures for Abatement of Highway Traffic Noise and Construction Noise (23 CFR 772) and the 

Minnesota Department of Transportation’s (MnDOT) Noise Policy (effective date: June 15, 2015). 

This analysis evaluates the changes to the roadway network and includes modeled traffic noise 

levels for existing (2016) and future (2040) No Build and Build conditions. 

Introduction

Noise is defined as any unwanted sound. 

Sound travels in a wave motion and 

produces a sound pressure level. This 

sound pressure level is commonly 

measured in decibels. Decibels (dB) 

represent the logarithm of the ratio of a 

sound energy relative to a reference 

sound energy. For environmental noise, 

an adjustment, or weighting, of the highand low-pitched sound is often made to 

approximate the way that an average 

person hears sound. The adjusted sound 

levels are stated in units of “A-weighted 

decibels” (dBA). A sound increase of 3 

dBA is barely noticeable by the human 

ear, a 5 dBA increase is clearly noticeable, 

and a 10 dBA increase is perceived as 

twice as loud. The adjacent illustration provides a rough comparison of the noise levels of some 

common noise sources.

In Minnesota, traffic noise is evaluated by measuring and/or modeling the traffic noise levels that 

are expected to be exceeded 10 percent and 50 percent of the time during the hours of the day 

and/or night that have the loudest traffic noise levels. The noise level descriptors used to 

characterize traffic noise are the L10 and L50. The L10 is the noise level that is exceeded for a total of 

10 percent, or 6 minutes, of an hour. The L50 is the noise level that is exceeded for a total of 50 

percent, or 30 minutes, of an hour. 

Chart 5 – Common Sound Levels
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Along with the volume of traffic and other factors (e.g., topography of the area and vehicle speed) 

that contribute to the loudness of traffic noise, the distance of a receptor from a sound’s source is 

also an important factor. Sound level decreases as distance from a source increases. A rule of 

thumb regarding sound level decrease due to increasing distance from a line source (roadway) that 

is commonly used is: beyond approximately 50 feet from the sound source, each doubling of 

distance from the line source over hard ground (such as pavement or water) will reduce the sound 

level by 3 dBA, whereas each doubling of distance over soft ground (such as vegetated or grassy 

ground) results in a sound level decrease of 4.5 dBA. 

The Minnesota Pollution Control Agency (MPCA) established noise standards for daytime and 

nighttime periods. For residential land uses (identified as Noise Area Classification 1 or NAC-1), the 

MPCA standards for L10 are 65 dBA for daytime and 55 dBA for nighttime; the standards for L50 are 

60 dBA for daytime and 50 dBA for nighttime. The MPCA defines daytime as 7:00 AM to 10:00 PM 

and nighttime from 10:00 PM to 7:00 AM. State noise standards are depicted in Table 25. 

Table 25 – Minnesota State Noise Standards 

Land Use Code Daytime 

(7 AM – 10 PM) dBA

Nighttime 

(10 PM – 7 AM) dBA

Residential NAC-1 L10 of 65 L50 of 60 L10 of 55 L50 of 50

Commercial NAC-2 L10 of 70 L50 of 65 L10 of 70 L50 of 65

Industrial NAC-3 L10 of 80 L50 of 75 L10 of 80 L50 of 75

FHWA Procedures for Abatement of Highway Traffic Noise and Construction Noise is presented in 

the Code of Federal Regulations, Title 23 Part 772 (23 CFR 772). This regulation establishes the noise 

abatement criteria (NAC) for various land uses. Noise abatement measures are considered when 

the predicted noise levels approach (within 1 dBA) or exceed values shown for the appropriate 

activity category in Table 26, or when the predicted traffic noise levels substantially exceed the 

existing noise levels. MnDOT has defined an increase over existing noise levels of 5 dBA or greater 

as a substantial noise level increase.
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Table 26 – FHWA Noise Abatement Criteria

Activity 

Category

Activity Criteria 

(

1, 2) L10 dBA

Evaluation 

Location

Activity Description

A 60 Exterior Lands on which serenity and quiet are of extraordinary 

significance and serve an important public need and 

where the preservation of those qualities is essential if the 

area is to continue to serve its intended purpose.

B 70 Exterior Residential

C 70 Exterior Active sport areas, amphitheaters, auditoriums, 

campgrounds, cemeteries, day care centers, hospitals, 

libraries, medical facilities, parks, picnic areas, places of 

worship, playgrounds, public meeting rooms, public or 

nonprofit institutional structures, radio studios, recording 

studios, recreation areas, Section 4(f) sites, schools, 

television studios, trails, and trail crossings

D 55 Interior Auditoriums, day care centers, hospitals, libraries, medical 

facilities, places of worship, public meeting rooms, public 

or nonprofit institutional structures, radio studios, 

recording studios, schools, and television studios

E

3

75 Exterior Hotels, motels, offices, restaurants/bars, and other 

developed lands, properties or activities not included in AD or F

F -- -- Agriculture, airports, bus yards, emergency services, 

industrial logging, maintenance facilities manufacturing, 

mining, rail yards, retail facilities, shipyards, utilities, and 

warehousing

G -- -- Undeveloped lands that are not permitted

1

L10 shall be used for impact assessment 

2

The L10 Activity Criteria values are for impact determination only, and are not design standards for 

noise abatement measures. 

3

Includes undeveloped lands permitted for this activity category.

Traffic Noise Evaluation and Results

Field measurements of existing noise levels were measured at three sites within the project area. 

Field measurements were tested against model results. Each set of predicted and measured data 

was found to be within the acceptable + or - 3 dBA tolerance; therefore, the model and modeler are 

considered to be validated.

Traffic noise modeling was completed using the “MINNOISEV31” model, a version of FHWA’s

STAMINA model adapted by MnDOT for use in Minnesota. Traffic noise levels were modeled for 

existing conditions (2016), the future (2040) No Build Alternative, and the future (2040) Build 

Alternative (recommended alternative). The 4:00 p.m. to 5:00 p.m. period was identified as the 

loudest hour during the daytime, and the 6:00 a.m. to 7:00 a.m. period was identified as the loudest 

hour during the nighttime. Traffic noise levels were modeled at 32 representative receptor locations 

throughout the project corridor. A majority of these receptor locations represented residential land 

uses. 
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Detailed analysis results for each modeled receptor location can be found in the Noise and Vibration 

Assessment Report in Appendix P. The analysis results are summarized below. Figure 43 shows the 

receptor locations and Tables 27 and 28 show existing and future sound levels both with and 

without the Project for daytime and nighttime hours.

 Existing (2016) daytime traffic noise levels range from 47.8/40.9 dBA (L10/L50) to 64.0/56.6 

dBA (L10/L50), whereas nighttime noise levels range from 44.3/34.8 dBA (L10/L50) to 59.3/50.0 

dBA (L10/L50). 

 Future (2040) No Build daytime traffic noise levels range from 48.0/41.1 dBA (L10/L50) to 

65.1/57.4 dBA (L10/L50), whereas nighttime traffic noise levels range from 44.6/35.1 dBA 

(L10/L50) to 60.2/51.1 dBA (L10/L50). 

 Under future Build (2040) Alternative daytime traffic noise levels range from 47.4/43.6 dBA 

(L10/L50) to 66.4/56.3 dBA (L10/L50). Nighttime traffic noise levels range from 44.6/39.1 dBA 

(L10/L50) to 61.5/49.8 dBA (L10/L50). 

 Modeled future Build noise levels (daytime and nighttime) vary -14.1 dBA to 9.1 dBA from 

existing (2016) conditions. Modeled traffic noise levels exceed the MPCA daytime L10

standard at 1 of 32 receptors and the daytime L50 standard at 0 of 32 receptors. Modeled 

traffic noise levels exceed the MPCA nighttime L10 standard at 4 of 32 receptors and the 

nighttime L50 standard at 0 of 32 receptors. 

 Modeled future Build noise levels are predicted to substantially exceed (greater than 5 dBA) 

existing noise levels at 2 of 32 receptors. Modeled traffic noise levels exceed the FHWA 

criteria at 0 of 32 receptors.
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Table 27 – Highway Traffic Sound Levels – Existing and Future Conditions – Daytime

Receptor ID Type NAC 

Class

Modeled Existing 

(2016)

Modeled No Build

(2040)

Difference 

between 

Existing 

and No 

Build

Modeled Build (2040) Difference 

between 

Existing 

and Build

L10 L50 L10 L50 L10 L10 L50 L10

BOLD numbers are above state standards. Underline numbers approach/exceed federal standards for residential and commercial

State Daytime Standards

Residential NAC-1 65 60 65 60 65 60

Commercial NAC-2 70 65 70 65 70 65

Industrial NAC-3 80 75 80 75 80 75

1 Residential NAC-1 56.3 49.7 56.6 50.1 0.3 57.4 50.9 1.1

2 Residential NAC-1 56.7 50.0 56.9 50.4 0.2 57.8 51.4 1.1

3 Residential NAC-1 47.8 42.7 48.0 43.1 0.2 53.9 49.4 6.1

4 Residential NAC-1 53.7 44.6 53.8 44.8 0.1 55.2 45.4 1.5

5 Residential NAC-1 50.9 41.6 51.0 41.8 0.1 58.7 52.8 7.8

6 Residential NAC-1 50.4 40.9 50.5 41.1 0.1 53.9 45.7 3.5

7 Residential NAC-1 61.0 50.4 61.7 51.4 0.7 63.5 53.5 2.5

8 Residential NAC-1 60.0 50.5 61.1 52.0 1.1 62.6 53.7 2.6

9 Residential NAC-1 64.0 53.4 65.1 54.8 1.1 66.4 56.3 2.4

10 Residential NAC-1 62.4 55.4 63.0 56.1 0.6 48.3 44.3 -14.1

11 Residential NAC-1 58.6 52.4 59.1 53.1 0.5 47.4 43.6 -11.2

12 Residential NAC-1 58.8 52.6 59.4 53.4 0.6 48.1 44.1 -10.7

13 Residential NAC-1 58.9 52.7 59.4 53.5 0.5 48.5 44.5 -10.4

14 Residential NAC-1 59.0 52.9 59.6 53.6 0.6 48.7 44.6 -10.3

15 Residential NAC-1 59.7 53.3 60.3 51.1 0.6 49.3 45.1 -10.4

16 Residential NAC-1 59.6 53.3 60.2 54.1 0.6 49.4 45.2 -10.2

17 Residential NAC-1 60.0 53.6 60.6 54.4 0.6 49.6 45.4 -10.4

18 Residential NAC-1 59.9 53.5 60.5 54.3 0.6 49.7 45.4 -10.2

19 Residential NAC-1 59.9 53.5 60.5 54.3 0. 49.7 45.5 -10.2
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Table 27 – Highway Traffic Sound Levels – Existing and Future Conditions – Daytime (Continued)

Receptor ID Type NAC 

Class

Modeled Existing 

(2016)

Modeled No Build

(2040)

Difference 

between 

Existing 

and No 

Build

Modeled Build (2040) Difference 

between 

Existing 

and Build

L10 L50 L10 L50 L10 L10 L50 L10

BOLD numbers are above state standards. Underline numbers approach/exceed federal standards for residential and commercial

State Daytime Standards

Residential NAC-1 65 60 65 60 65 60

Commercial NAC-2 70 65 70 65 70 65

Industrial NAC-3 80 75 80 75 80 75

20 Residential NAC-1 59.8 53.5 60.4 54.3 0.6 49.8 45.5 -10.0

21 Residential NAC-1 58.7 52.6 59.3 53.4 0.6 50.3 45.9 -8.4

22 Residential NAC-1 58.1 52.1 58.7 52.9 0.6 50.1 45.7 -8.0

23 Residential NAC-1 57.4 51.6 58.0 52.4 0.6 49.8 45.5 -7.6

24 Residential NAC-1 57.0 51.3 57.6 52.1 0.6 49.6 45.4 -7.4

25 Residential NAC-1 58.6 52.5 59.1 53.3 0.5 50.3 45.9 -8.3

26 Residential NAC-1 58.0 52.1 59.6 52.9 0.6 50.1 45.8 -7.9

27 Residential NAC-1 57.3 51.5 57.9 52.3 0.6 49.8 45.5 -7.5

28 Residential NAC-1 56.9 51.2 57.5 52.0 0.6 49.7 45.4 -7.2

29 Residential NAC-1 57.4 51.6 58.0 52.4 0.6 50.7 46.2 -6.7

30 Residential NAC-1 56.9 51.2 57.5 52.0 0.6 50.4 46.0 -6.5

31 Residential NAC-1 63.9 56.6 64.6 57.4 0.7 53.5 48.5 -10.4

32 Residential NAC-1 57.6 51.7 58.2 52.5 0.6 58.0 52.2 0.4
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Table 28 – Highway Traffic Sound Levels – Existing and Future Conditions – Nighttime

Receptor ID Type NAC 

Class

Modeled Existing 

(2016)

Modeled No Build

(2040)

Difference 

between 

Existing 

and No 

Build

Modeled Build (2040) Difference 

between 

Existing 

and Build

L10 L50 L10 L50 L10 L10 L50 L10

BOLD numbers are above state standards. Underline numbers approach/exceed federal standards for residential and commercial

State Nighttime Standards

Residential NAC-1 55 50 55 50 55 50

Commercial NAC-2 70 65 70 65 70 65

Industrial NAC-3 80 75 80 75 80 75

1 Residential NAC-1 53.3 45.3 53.7 45.8 0.4 54.5 46.6 1.2

2 Residential NAC-1 53.7 45.6 54.1 46.2 0.4 54.9 47.0 1.2

3 Residential NAC-1 44.3 37.9 44.6 38.3 0.3 51.1 45.0 6.8

4 Residential NAC-1 48.3 38 48.6 38.3 0.3 50.4 39.1 2.1

5 Residential NAC-1 46.4 35.8 46.6 36.0 0.2 55.5 48.0 9.1

6 Residential NAC-1 45.8 34.8 46.0 35.1 0.2 50.2 40.6 4.4

7 Residential NAC-1 55.5 43.3 56.4 44.6 0.9 58.8 47.2 3.3

8 Residential NAC-1 53.7 42.5 55.9 45.1 2.2 57.8 47.2 4.1

9 Residential NAC-1 58.6 46.4 60.0 48.0 1.4 61.5 49.8 2.9

10 Residential NAC-1 58.1 49.2 58.9 50.1 0.8 45.4 39.8 -12.7

11 Residential NAC-1 54.7 46.6 55.3 47.4 0.6 44.6 39.1 -10.1

12 Residential NAC-1 54.7 46.6 55.4 47.5 0.7 45.2 39.5 -9.5

13 Residential NAC-1 54.7 46.6 55.5 47.6 0.8 45.6 39.8 -9.1

14 Residential NAC-1 54.8 46.7 55.6 47.7 0.8 45.7 39.9 -9.1

15 Residential NAC-1 55.4 47.1 56.2 48.1 0.8 46.3 40.4 -9.1

16 Residential NAC-1 55.3 47.0 56.1 48.1 0.8 46.4 40.4 -8.9

17 Residential NAC-1 55.7 47.3 56.5 48.3 0.8 46.6 40.6 -9.1

18 Residential NAC-1 55.6 47.2 56.4 48.3 0.8 46.6 40.6 -9.0

19 Residential NAC-1 55.6 47.2 56.4 48.2 0.8 46.7 40.7 -8.9
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Table 28 – Highway Traffic Sound Levels – Existing and Future Conditions – Nighttime (Continued)

Receptor ID Type NAC 

Class

Modeled Existing 

(2016)

Modeled No Build

(2040)

Difference 

between 

Existing 

and No 

Build

Modeled Build (2040) Difference 

between 

Existing 

and Build

L10 L50 L10 L50 L10 L10 L50 L10

BOLD numbers are above state standards. Underline numbers approach/exceed federal standards for residential and commercial

State Nighttime Standards

Residential NAC-1 55 50 55 50 55 50

Commercial NAC-2 70 65 70 65 70 65

Industrial NAC-3 80 75 80 75 80 75

20 Residential NAC-1 55.5 47.1 56.3 48.2 0.8 46.7 40.7 -8.8

21 Residential NAC-1 54.4 46.3 55.2 47.4 0.8 47.2 41.0 -7.2

22 Residential NAC-1 53.9 45.9 54.7 47.0 0.8 46.9 40.8 -7.0

23 Residential NAC-1 53.3 45.4 54.0 46.5 0.7 46.7 40.6 -6.6

24 Residential NAC-1 52.9 45.1 53.7 46.2 0.8 46.5 40.5 -6.4

25 Residential NAC-1 54.3 46.2 55.1 47.3 0.8 47.2 41.0 -7.1

26 Residential NAC-1 53.8 45.8 54.6 46.9 0.8 47.0 40.8 -6.8

27 Residential NAC-1 53.1 45.3 53.9 46.4 0.8 46.7 40.6 -6.4

28 Residential NAC-1 52.8 45.1 53.6 46.1 0.8 46.5 40.5 -6.3

29 Residential NAC-1 53.2 45.4 54.0 46.5 0.8 47.4 41.2 -5.8

30 Residential NAC-1 52.8 45.0 53.6 46.1 0.8 47.2 41.0 -5.6

31 Residential NAC-1 59.3 50.0 60.2 51.1 0.9 50.4 43.6 -8.9

32 Residential NAC-1 53.4 45.4 54.2 46.5 0.8 54.0 46.2 0.6
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Traffic Noise Abatement Analysis

Noise abatement measures (i.e., noise barriers) were evaluated within the project area at receptor 

locations where modeled noise levels were projected to: 1) exceed state daytime and/or nighttime 

noise standards, 2) approach or exceed Federal NAC, or 3) result in a substantial increase (i.e., 

increase by 5 dBA or greater from existing to future Build Alternative conditions). 

The noise barrier analysis was completed on a total of 4 potential locations along the corridor for 

the recommended alternative. Of the 4 barriers analyzed, none met the feasibility and 

reasonableness criteria and are proposed as part of the Project. A summary description of the 

proposed noise barriers is provided below. Additional details of the noise barrier analysis including 

the evaluated locations are provided in the Noise and Vibration Assessment Report in Appendix P. 

Noise Barrier F

An approximately 4,168-foot long, 20-foot high noise barrier was modeled along the east side of the 

new TH 12 alignment. The modeled barrier provides a reduction of 2.9 dBA to 4.5 dBA, benefiting 

two receptors. The modeled Barrier F does not meet MnDOT’s feasibility criteria (at least one 

impacted receptor per proposed barrier must receive the minimum reduction of 5 dBA to achieve 

acoustic feasibility) and is not proposed as part of the Project. 

Noise Barrier G

An approximately 277-foot long, 20-foot high noise barrier was modeled along the west side of 

CSAH 55 north of TH 40. The modeled barrier provides a reduction of 1.6 dBA, benefiting one 

receptor. The modeled Barrier G does not meet MnDOT’s feasibility criteria (at least one impacted 

receptor per proposed barrier must receive the minimum reduction of 5 dBA to achieve acoustic 

feasibility) and is not proposed as part of the Project. 

Noise Barrier H 

An approximately 399-foot long, 20-foot high noise barrier was modeled along the east side of CSAH 

55 and along the north side of TH 40. The modeled barrier provides a reduction of 5.2 dBA, 

benefiting one receptor. The modeled Barrier H does not meet MnDOT’s 7 dBA noise reduction 

design goal and is not proposed as part of the Project. 

Noise Barrier I

An approximately 247-foot long, 10-foot high noise barrier was modeled along the west side of 

CSAH 55 and along the south side of TH 40. The modeled barrier provides a reduction of 6.3 dBA. 

The modeled Barrier I does not meet MnDOT’s 7 dBA noise reduction design goal and is not 

proposed as part of the Project.

Traffic Noise Conclusions 

In general, construction of the Project will result in increases in traffic noise levels compared to 

existing conditions. Changes in daytime traffic noise levels (L10) for the recommended alternative 

are projected to vary from -14.1 dBA to 9.1 dBA from existing to future (2040) Build conditions. 

The reasonableness of possible noise barriers was evaluated. Noise barriers were not found to be 

feasible and reasonable under the recommended alternative and are not proposed as part of the 

Project. The analysis of possible noise barriers is provided in greater detail in Appendix P.
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b. Train noise and vibration analysis

Appendix P contains information related to train noise. Please note, the analysis was completed 

with an at-grade intersection in place at CSAH 55/1st Ave W in place to provide a worst case 

scenario with a train horn sounding at this location. With the intersection removed as part of the 

recommended alternative, sounds associated with blowing the horn at this location would not 

occur.

It should also be noted that the noise and vibration analyses also took into a worst case scenario 

with the railway where there would be a second southern connection between the new railway and 

the Marshall Subdivision that could serve the industrial park. This design element was determined 

not to be needed, that the industrial park could be fully served from the turnoff near the old airport. 

There are no impacts as a part of removing this design element.

Train noise and vibration were evaluated in accordance with the Federal Transit Administration’s 

(FTA) Transit Noise and Vibration Impact Assessment manual (2006). Chart 6 from the FTA Transit 

Noise and Vibration Impact Assessment manual shows the noise impact criteria, which are based on 

the land use category and the existing noise exposure in the area.

Chart 6 – FTA Noise Impact Criteria for Transit Projects

Source: Federal Transit Administration

Noise-sensitive receptors are divided into one of three land use categories: 

 Category 1: land where quiet is an essential element (e.g. amphitheaters and concert 

pavilions) 
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 Category 2: residences and buildings where people sleep

 Category 3: institutional land uses with primarily daytime and evening use (e.g. schools, 

libraries, and churches)

Category 1 and category 3 receptors are evaluated using the equivalent-average sound level (Leq) 

from the noisiest hour of transit-related activity during hours of noise sensitivity. The Leq represents 

a constant sound that, over the hour, has the same acoustic energy as the time varying signal. 

Category 2 receptors are evaluated using the day-night sound level (Ldn), because category 2 

receptors are sensitive to noise during all hours of the 24-hour day. The Ldn describes a receiver’s 

cumulative noise exposure from all events over a full 24 hours, with events between 10:00 PM and 

7:00 AM increased by 10 decibels to account for greater nighttime sensitivity to noise. 

Modeled project noise levels are compared to the noise impact criteria to evaluate the potential for 

noise impacts as defined by the FTA. No impact indicates project noise levels are unlikely to cause 

annoyance. A moderate impact is a noise level increase that is noticeable to most people, yet 

generally not sufficient enough to cause adverse reactions to the Project. A severe impact is a noise 

level increase that could cause annoyance to a significant percentage of people.

For purposes of identifying the noise and vibration study area, it was determined that the 

anticipated increase (for both build and no build alternatives) from 4 to 6 trains per day for train 

activity between the Marshall and Morris Subdivisions through the rural areas north and south of 

the project area would not likely exceed noise thresholds. And if they did, the sparse receptor 

density would not make mitigation reasonable or feasible. Thus, the affected environment is the 

area near the proposed railroad tracks and a portion of the existing mainline where an existing 

private at-grade crossing at 45th Street would be converted to a public at-grade crossing. This area 

includes residential land uses, which fall under category 2 as defined by FTA. No category 1 or 

category 3 receptors were identified in the affected area. Existing noise levels in the project area 

were monitored in June 2016 at the following locations: 

 Monitoring Location 1 (ML1) was located south of TH 12 off of CSAH 55. ML1 was 

representative of the existing noise exposure in the northern portion of the project area.

 Monitoring Location 2 (ML2) was located near existing tracks and was east of CSAH 55 and 

northwest of CSAH 5 SW. ML2 was representative of the existing noise exposure in the 

southern portion of the project area.

Noise Screening 

Noise screening distances can be determined using guidance in the FTA guidance manual or 

calculated using the FTA spreadsheet model. Using the FTA spreadsheet model results in a 

screening distance based on project-specific conditions; the appropriate screening distance is where 

the project noise reaches 50 dBA. The primary train noise sources throughout the southern portion 

of the project area are the locomotives and railcars. Based on the project data listed above, total 

project noise from the locomotives and railcars would reach 50 dBA at a distance of 485 feet. 

Therefore, a screening distance of 485 feet was applied to the project rail alignment. 

The Project includes the addition of locomotive horns on the existing Morris Subdivision mainline 

where an existing private at-grade crossing near 45th Street would be converted to a public at-grade 

crossing. A second at-grade crossing location was evaluated where a railroad connection could cross 
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CSAH 55/1st Avenue W, but that at-grade crossing was not included as part of the recommended 

alternative. Please note: the impacts associated with that crossing as identified in the full report in 

Appendix P are not applicable due to the fact that the intersection would not exist and there would 

be no horn blown at that location. Figure 44 shows the locations of noise impact near the existing 

at-grade private crossing that will be the new 45th Street NW public crossing.

Based on the project data listed above, total project noise from the locomotives, railcars, and

locomotive horn would reach 50 dBA at a distance of 3,000 feet from the existing mainline. The FRA 

requires the train engineer to begin sounding the horn when the train is within 15 to 20 seconds of 

an at-grade crossing (when speeds are below 60 miles per hour). With a project speed of 30 miles 

per hour, the locomotive horn could be used within 880 feet of the at-grade crossing. Therefore, 

the screening distance of 3,000 feet was applied to the rail alignment that is within 880 feet of the 

existing mainline at-grade crossing. 

General noise assessments were performed at 21 receptors. For receptors located within the 

intersection of the noise screening buffers, locomotive warning horns for at-grade crossings were 

included as noise sources in the FTA general noise assessment. Additional details of the noise 

screening analysis including the evaluated locations are provided in the Noise and Vibration 

Assessment Report in Appendix P. 

Noise Mitigation 

For the recommended alternative, the FTA general noise assessment identified moderate impacts at 

four receptors related to the at-grade crossing of the existing mainline near 45th Street: R13–R16. 

No severe impacts were identified. The dominant noise source at receptors R13–R16 was the 

locomotive warning horn for the mainline at-grade crossing. 

Mitigation measures for the moderate impact at the four receptors were evaluated. Noise barriers 

are a common measure for mitigating noise from surface transportation. However, noise barriers 

are unfeasible for mitigating noise at receptors near at-grade crossings (where locomotive warning 

horns are used) because the roadway creates a large gap in the barriers. This gap greatly diminishes 

the noise reduction of the barriers. In addition to feasibility concerns, noise mitigation measures for 

a small number of receptors are not cost effective. Therefore noise mitigation measures are not 

proposed as part of this Project.

Vibration Screening 

Vibration consists of rapidly fluctuating motions. Ground-borne vibration (GBV) can be a serious 

concern for residents or at facilities that are vibration-sensitive, such as laboratories or recording 

studios. In contrast to airborne noise, ground-borne vibration is not an everyday experience for 

most people. Most perceptible indoor vibration is caused by sources within a building such as the 

operation of mechanical equipment, movement of people, or slamming of doors. Typical outdoor 

sources of perceptible ground-borne vibration are construction equipment, steel-wheeled trains, 

and traffic on rough roads, though in most soils GBV dissipates very rapidly.

Vibration screening distances were determined using information in the FTA Transit Noise and 

Vibration Impact Assessment Guidance Manual. The project includes diesel locomotive trains in an 

area with residential receptors; therefore, a screening distance of 200 feet was identified and 

applied to the Project rail alignment. No vibration-sensitive receptors were identified within the 

vibration screening buffer, so no further vibration assessments were performed. Figure 45 shows 

the area studied for noise and vibration.
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c. Construction noise

Information with regard to construction noise anticipated as part of the Project is discussed in the 

EAW Section IV.A.17.

7. Section 4(f) – Parks, Recreation Areas, Wildlife and Waterfowl Refuges, and 

Historic Sites

a. Background

Section 4(f) refers to the original section within the U.S. Department of Transportation Act of 1966 

that set the requirement for consideration of park and recreational lands, wildlife and waterfowl 

refuges, and historic sites in transportation project development. The law, now codified in two 

places (49 USC 303 and 23 USC 138), is implemented by FHWA through regulations found at 23 CFR 

Part 774. FRA’s Procedures for Considering Environmental Impacts (64 Federal Register 25445, May 

26, 1999) contains the FRA processes and protocols for analyzing the potential use of Section 4(f) 

properties. FRA is not subject to the 23 CFR Part 774 regulations; however FRA uses these 

regulations and associated policy guidance as additional guidance when conducting a Section 4(f) 

analysis. The 23 CFR Part 774 regulations utilized by FHWA are applied for the analysis in this EA.

Section 4(f) applies to all projects that receive funding from or require approval by an agency of the 

U.S. Department of Transportation (USDOT).

FHWA defines a Section 4(f) “use” as either a direct use or constructive use. A direct use occurs 

when land is permanently incorporated into a transportation facility or when there is a temporary 

occupancy of land that is adverse to a resource protection under Section 4(f). Constructive use 

occurs when a project’s proximity impacts are so severe that the protected activities, features or 

attributes that qualify a resource for protection under Section 4(f) are “substantially impaired.” 

Before approving a project that “uses” a Section 4(f) resource, FHWA must find that there is no 

prudent and feasible alternative and that the selected alternative minimizes harm to the resource. If 

there is a prudent and feasible alternative that completely avoids Section 4(f) resources it must be 

selected. If there is no prudent and feasible alternative that avoids Section 4(f) resources, FHWA has 

some discretion in selecting that alternative that causes the least harm to those resources.

In addition, FHWA regulations state that when a Section 4(f) use is anticipated, applicable 

regulations also require consultations with the official having jurisdiction over the resource to verify 

the site’s significance and coordinate conclusions on use of the land, including efforts to avoid or 

mitigate the impacts.

FHWA may allow the selection of an alternative that causes a temporary occupancy (not use) of a 

Section 4(f) resource if all of the following are true:

 Duration is temporary (less than needed for project construction)

 No change in ownership of the land

 Scope of work is minor (i.e., the nature and magnitude of the changes to the resource are 

minimal)

 No anticipated permanent adverse physical impacts

 No interference with the activities or purpose of the resource (either temporary or permanent)

 The land used will be fully restored (to a condition at least as good as before the project)
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 There is documented agreement from the official with jurisdiction over the resource regarding 

the above conditions

b. Project Section 4(f) resources

Figure 46 shows Section 4(f) resources inside and outside the project area. There are two Section 

4(f) resources impacted by the Project. Each resource is discussed on the following pages.

Morris Subdivision (St. Paul and Pacific Railroad Mainline: St. Anthony to Breckenridge Railroad 

Corridor Historic District)

Description of Section 4(f) Property

The St. Paul and Pacific Railroad Mainline: St. Anthony to Breckenridge Railroad Corridor Historic 

District (HE-MPC-16387) is an active rail corridor that has previously been determined eligible for 

listing in the National Register of Historic Places. The rail corridor was once part of the Great 

Northern Railway, and the period of significance for this and other Minnesota railroads was 

between 1862 and 1956. The property is a 203-mile long linear railroad corridor that extends 

between Breckenridge, MN, and Minneapolis, MN. See Section IV.A.14 and Appendix O.

The subject railroad corridor is currently owned and operated by BNSF Railway as part of the Morris 

Subdivision, which extends between Breckenridge and Willmar. Within the city of Willmar, the 

railroad line connects to the Wayzata Subdivision to the east. The subject site is located west of the 

City of Willmar near the existing intersection of TH 12 and 45th Street NW. At this location, the 

railroad line runs adjacent to the north side of the TH 12 roadway.

The active railroad corridor consists of a railroad line (steel tracks, wooden rail ties) and access road 

built upon a railroad embankment. Ditches run along each side of the railroad embankment. The 

railroad corridor runs adjacent to and at a similar elevation to TH 12. One main track exists at 45th 

Street NW, and extends to the west. Approximately 1,000 feet east of the 45th Street NW at-grade 

crossing, a second track ties into the main track. The access road ends prior to the second track, 

where it provides access to track switching mechanical and electrical equipment. Both tracks extend 

east into Willmar. In the subject area, a public at-grade crossing is located at 45th Street NW, and a 

private at-grade crossing is located approximately 2,000 feet to the west.

Probable Use of the Section 4(f) Property

The Project would not alter the existing alignment of the subdivision, but would provide a 

permanent new linkage to it with the construction of the new railway alignment. The proposed 

Project would include tying a new north-south railroad connection between the Morris Subdivision –

the Section 4(f) property – near the current 45th Street NW at-grade crossing location – to the 

Marshall Subdivision, approximately 2.8 miles to the south. Approximately 4,000 feet of existing 

track would be replaced within the Morris Subdivision as part of the new railroad connection to the 

south. In addition, 45th Street NW north of the railroad corridor would be redirected to cross the 

railroad corridor approximately 2,000 feet to the west, eliminating the existing 45th Street NW atgrade crossing and converting an existing private at-grade crossing into a public at-grade crossing. 

The converted public at-grade crossing would be upgraded with an active warning system.

Efforts to Avoid and Minimize Impacts to the Section 4(f) Property

The Section 4(f) resource could not be avoided. In order to avoid an impact, no new linkage or 

connection could be made to the Morris Subdivision between the Twin Cities (St. Anthony) and 
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Breckenridge, Minnesota. This would preclude any railway alternatives that would address the 

Project’s purpose and need.

Since the resource could not be avoided, impacts were minimized to the extent practicable; a single 

connection would be made to the Morris Subdivision that links the mainline to the Marshall 

Subdivision. The proposed connection would not alter the existing Morris mainline either 

horizontally or vertically and would not introduce new stations or other elements that would alter 

the character of the historic district. 

Section 4(f) De Minimis Impact Finding

MnDOT’s Cultural Resource Unit (CRU) reviewed the proposed project and determined that there 

would be “no adverse effects” to the St. Paul and Pacific Railroad Mainline: St. Anthony to 

Breckenridge Railroad Corridor Historic District as currently proposed. According to CRU’s 

determination, the construction of the railroad line that would extend off the main line, which 

would constitute the only direct effect to the historic district, would not alter the existing 

location/alignment, materials, workmanship, design, feeling and association of the main line. While 

the presence of the new railroad line constitutes a minor change in setting, it is one that is in 

keeping with historic character of the main line, from which numerous branch lines, spur tracks, and 

switch tracks extended between 1862 and 1956, the period of significance for Minnesota railroads.

Other project components, including the crossing at TH 40, would be over 1.25 miles distant in a 

fairly level landscape, and therefore would not be visible from the historic district. The realignment 

of TH 12 would result in the road no longer running next to the main line, which would constitute a 

minor visual change in a district that is hundreds of miles long. None of the propose project 

components would create increases in traffic, noise or vibrations, or affect air quality in the vicinity 

of the historic district.

The Minnesota Historic Preservation Office (MnHPO), the official with jurisdiction, has provided a 

letter stating that the proposed railroad connection, including consideration of the mitigation, will 

not adversely affect the activities, features and attributes that are important to the resource. See 

Section 4(f) correspondence in Appendix O.

Because the railway would be impacted by the Project, a Section 4(f) De Minimis impact finding was

completed as part of this review (Appendix P). A Section 4(f) De Minimis is completed when there is 

an impact to a Section 4(f) resource, but the impact has been determined to have “no adverse 

effect.” MnHPO will be informed of FHWA’s intent to make the De Minimis impact finding.

The Section 4(f) De Minimis determination and impact finding will be finalized at the time of the EA 

Update, following public review and comment. A copy of the letter from FHWA to MnHPO regarding 

the De Minimis impact finding and any comments from MnHPO and the public will be included in 

the EA Update.

CSAH 5 Recreational Trail

The second resource within the project area is a recreational trail located along the east side of 

CSAH 5 at the eastern project limits (Figure 46). The trail is owned and operated by Kandiyohi 

County. The trail is approximately 0.9 miles long and is within county right of way. The 10-foot wide 

trail was constructed in 2008 and 2009 as part of a larger CSAH 5 project that established a new 

roadway segment for CSAH 5 between existing TH 12 and TH 40. The trail provides access to other 

trails and residential neighborhoods north of existing TH 12. Because of its recreational nature and 

use, the trail along CSAH 5 is considered a Section 4(f) resource.
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The trail would be subject to a temporary occupancy as a result of the construction of the CSAH 5 

and realigned TH 12 intersection. The Project would construct a new signalized intersection, 

impacting a portion of the trail. To provide a new roadway crossing for the trail, the Project would 

include installing pedestrian ramps, painting crosswalks, and incorporating pedestrian countdown 

timers at the new roadway intersection. While the Project would require temporary occupancy 

during construction due to physical impact of the existing recreational trail, it would not be a 

temporary use. The Project would not be considered a Section 4(f) “use” due to the following:

 Duration is temporary (less than needed for project construction): The trail would stay open 

throughout the anticipated three year project construction. The trail would remain as it 

currently functions until the new intersection construction begins. At the time of intersection 

construction, a temporary connection (bypass/detour) would be provided to enable users to 

traverse the area during construction. Upon completion of the new intersection, the temporary 

bypass would be removed and trail users would utilize the new intersection crossing.

 No change in ownership of the land: The trail would remain in CSAH 55 right of way under the 

jurisdiction of Kandiyohi County.

 Scope of work is minor (i.e., the nature and magnitude of the changes to the resource are 

minimal): The impact to the trail is minimal – a new intersection crossing of TH 12 would be 

provided that would be better than the current crossing of TH 12 (new intersection would meet 

ADA requirements, have countdown timers and would have a striped crosswalk). The impact of 

the 0.9 mile trail is at the new intersection location. The remaining trail would continue to 

function as it exists today. During construction a temporary connection would allow trail users 

to traverse the entire trail length.

 No anticipated permanent adverse physical impacts: No permanent adverse physical impacts 

would be expected to occur. The trail would be back in place following intersection construction 

and would remain 10 feet wide.

 No interference with the activities or purpose of the resource (either temporary or permanent): 

As noted above, the trail would remain open during construction, and pedestrians and bicyclists 

would be able to continue to utilize the trail during most of the Project’s construction. When the 

intersection area where the trail is located is under construction, a temporary connection

(bypass/detour) would be provided to ensure the trail remains open during construction.

 The land used will be fully restored (to a condition at least as good as before the project): At the 

completion of the intersection construction, there would be intersection improvements for the 

new trail crossing that would include pedestrian ramps, pedestrian countdown timers and a 

striped crosswalk. The intersection would be ADA compliant. The trail would remain 10 feet 

wide.

 There is documented agreement from the official with jurisdiction over the resource regarding 

the above conditions: Kandiyohi County, the agency with official jurisdiction of the resource has 

provided a letter documenting agreement with the above conditions (Appendix Q).
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c. Section 4(f) resources outside the project area

As noted under the Section 4(f) background information, a “use” can occur when a project’s 

proximity impacts are so severe that the protected activities, features, or attributes that qualify a 

resource for protection under Section 4(f) are “substantially impaired.” There are three potential 

Section 4(f) resources located outside of the project area that would need to be considered. These 

resources include the Rau Prairie Pothole Wildlife Management Area (WMA), Gopher Ridge WMA 

and Kandiyohi County Walk-In Area (WIA) (Figures 38, 46).

Given the distance of these resources from the Project and the limited impacts anticipated with the 

Project, it is not anticipated that the Project would result in a Section 4(f) “use.” As a preventative 

measure, and in coordination with DNR requests, plans developed for the Project would note these 

areas as environmentally sensitive (if they approach construction area). Additionally, the Project 

would use native seed mixes as noted in Section IV.A.13 to prevent the spread of noxious weeds 

that could affect the WMAs and WIA.

8. Section 6(f) – Land and Water Conservation Act

Section 6(f) of the Land and Water Conservation Fund Act of 1965 (LAWCON) stipulates that any 

land or facility planned, developed, or improved with LAWCON funds cannot be converted to uses 

other than parks, recreation, or open space unless land of at least equal fair market value and 

reasonably equivalent usefulness is provided. Anytime a transportation project (rail or highway) 

would cause such a conversion, regardless of funding sources, replacement land must be provided.

The Minnesota DNR maintains a list of properties that are subject to Section 6(f) requirements. This 

list is available on the DNR’s website. There are no lands or facilities within the Project that have 

been planned, developed, or improved with LAWCON funds. Therefore, there would be no Section 

6(f) impacts.

9. Section 7 – Federal Endangered Species 

a. Background

Section 7 of the Endangered Species Act of 1973, as amended, requires federal agencies to review 

any action that it funds, authorizes, or carries out to determine whether it may affect federally listed 

threatened, endangered or proposed species or listed critical habitat. Federal agencies (or their 

designated representatives) must consult with the U.S. Fish and Wildlife Service (USFWS) if any such 

effects may occur as a result of their actions. Consultation with the USFWS is not necessary if the 

proposed action will not directly or indirectly affect listed species or critical habitat. If a federal 

agency (or its representative) finds that an action will have no effect on listed species or critical 

habitat, it should maintain a written record of that finding that includes supporting rationale.

b. Project area species and effects

MnDOT’s Office of Environmental Stewardship (OES), is FHWA’s designated representative to review 

Section 7 resources within Minnesota for federally funded projects. OES staff reviewed the project 

area for federally listed species. There was one species, the northern long-eared bat (Myotis 

septentrionalis) that was identified within Kandiyohi County.

The northern long-eared bat is a federally-listed threatened species and has the potential to be 

present within Kandiyohi County. The northern long-eared bat hibernates in caves and mines in the 
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winter months and roosts and forages in upland forests during spring and summer. Although no 

critical habitat has been designated for this species, removal of trees can result in a loss of habitat. 

Approximately 0.52 acres of tree removal would occur as part of the Project. 

Staff from OES determined that the Project “may affect, but will not cause prohibited incidental 

take” of the northern long-eared bat. OES staff noted that the Project would occur within the 

northern long-eared bat’s range, but there are no documented maternity roosts and/or hibernacula 

within the project area. No tree removals would occur within 0.25-mile of a known hibernaculum or 

within 150 feet from a maternity roost tree. OES staff shared its determination with representatives 

from the USFWS (Appendix L). USFWS did not object or rebut the conclusion reached by OES staff.

OES staff did recommend that the Project should include minimization measures to prevent effects 

to the bat. The Project should perform winter tree removal (November 1 to March 31) in order to 

avoid possible impacts to the species during the pup rearing season (June 1 through July 31). 

Disturbed areas should be revegetated using native seed mixes per DNR, MnDOT, and USFWS 

guidance. In addition, the Project should utilize bio-netting or natural netting for erosion control, 

which would reduce the risk of bat or other wildlife entrapment. MnDOT has agreed to these 

requests for construction and these measures would be noted in construction documents and 

requests for proposals for construction. 

10. Section 404 – Clean Water Act

a. Background

Section 404 of the Clean Water Act (CWA) establishes a program to regulate the discharge of 

dredged or fill material into the Waters of the United States (wetlands, tributaries, lakes, etc.), 

excluding those wetlands that are hydrologically isolated on the landscape. Section 404 of the CWA 

is under the purview of the United States Army Corps of Engineers (USACE) and requires a permit to 

be issued by the USACE prior to the placement of any dredged or fill material into any Water of the 

United States, including wetlands. The USACE is responsible for administering the Section 404 

permitting program, conducting Approved or Preliminary Jurisdictional Determinations (JD), 

developing policy and guidance, and enforcing all other Section 404 provisions.

Projects with less than 0.5 acre of impact to Waters of the United States are covered by a General 

Permit. Projects with impacts between 0.5 and three acres require a Letter of Permission, and more 

than three acres of impact requires an Individual Permit.

b. Project impacts

Fifty-five water resources were identified within or near the project area. In a letter dated August 

25, 2015 (Appendix S) the USACE issued an approved jurisdictional determination (JD) for 

delineated aquatic resources within the project area. Twenty-seven delineated aquatic resources 

were determined to be non-jurisdictional and five delineated aquatic resources were determined to 

be jurisdictional by the USACE. 

The jurisdiction of the remaining 23 delineated aquatic resources has not yet been determined and 

is currently being reviewed by the USACE concurrently with the most recent wetland delineation 

report dated June 2016, with approvals anticipated in February 2017. Jurisdictional determination of 

these aquatic resources would be determined prior to permitting.
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Of the 23 aquatic resources which have not yet been reviewed for USACE jurisdiction, five wetlands, 

three wet ditches, and two tributaries would be impacted as a result of the recommended 

alternative and compensatory mitigation may be required for these aquatic resources. If 

compensatory mitigation is required for the impacts to aquatic resources that the USACE has 

jurisdiction, or has the potential to claim jurisdiction over, it is anticipated that the Project would 

need a Standard Individual Permit. A Standard Individual Permit is required for projects that impact 

more than 3 acres of aquatic resources for private projects (i.e., railway) and 5 acres of aquatic 

resources for public transportation projects (i.e., roadway). The USACE has indicated that the 

railway and roadway are two separate projects, and will require two permits. 

The total Project would be anticipated to result in approximately 4.0 acres of impacts to USACEregulated aquatic resources (Table 15). Impacts by resource type are shown in Table 29. The railway 

portion of the Project will impact approximately 0.8 acres of USACE-regulated wetlands. The 

roadway portion of the Project will impact approximately 3.2 acres of USACE-regulated wetlands. 

Both the railway portion of the Project and roadway portion of the Project are expected to qualify 

for a Letter of Permission.

Table 29 – Approximate Impacts to USACE Regulated Aquatic Resources 

Aquatic Resource

Approximate 

Impact (acres)

Wetland 3.6

Wet Ditch <0.1

Tributary 0.4

Total Impact 4.0

11. Section 401 – Clean Water Act

a. Background

Section 401 of the Clean Water Act establishes a program under which any applicant for a Federal 

license or permit to conduct an activity that may result in discharge of a pollutant in to a water of 

the United States must provide the licensing or permitting agency with a certificate from the State in 

which the activity is occurring that states that the discharge is in compliance with the Clean Water 

Act. In Minnesota, this program is administered by the MPCA.

b. Project impacts

Any waters that are determined to be under the jurisdiction of the USACE will also require Section 

401 Water Quality Certification. As described in Section 10 above, this will involve approximately 4.0 

acres of USACE-regulated aquatic resources.

In Minnesota, The USACE and the MPCA have a joint application form. Permits from the USACE, 

including General Permits and Letters of Permission, include pre-certification from the MPCA 

demonstrating compliance with Section 401.
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12. Indirect Effects

a. Background

The Council on Environmental Quality’s Regulation for Implementing the Procedural Permissions of 

the National Environmental Policy Act requires that both direct and indirect impacts of a proposed 

action be evaluated. Direct effects are caused by, and coincide in time and place, with the proposed 

action. Indirect effects are caused by the action but are later in time or further removed in the 

distance, but are still reasonably foreseeable. Indirect effects may include growth inducing effects 

related to changes in the pattern of land use, population density, or growth rate and related effects 

on air, water and other natural systems.

b. Project Impacts 

The proposed project is consistent with long-term plans for the City of Willmar and Kandiyohi 

County that are intended to provide orderly growth and development in the western limits in the 

City of Willmar. It is anticipated that construction of the railway would promote growth and 

development of the planned industrial park on the former airport site (located between realigned 

TH 12 and TH 40 and west of CSAH 5). Growth of the industrial park would have the potential to 

impact air, water, and other natural systems. An environmental assessment for the former airport 

site was completed by the City of Willmar in 2010 as part of the FFA land release to the City. The 

Cumulative Potential Effects section (Section IV.A.19) summarizes potential environmental impacts 

associated with the development of the land into an industrial park. 

Possible indirect effects would likely occur in both the No Build Alternative and Recommended 

Alternative due to the public investments already made in the project area as described in the 

Cumulative Potential Effects section (Section IV.A.19). However, the Recommended Alternative and 

its future rail spur may increase the attractiveness of the industrial park, leading to a shortened

build-out timeframe. For future actions, including industrial park development, there would be 

regulations and permits that would have to be followed and obtained as that development occurs, 

minimizing the indirect impacts associated with the Project.
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V. PUBLIC AND AGENCY INVOLVEMENT (AND 

PERMITS/APPROVALS)

The following section describes the public involvement activities, stakeholder and agency coordination and the 

required permits and approvals of the project. 

A. Public Engagement Plan

A Public Engagement Plan was crafted early in the project development process, and public and stakeholder 

engagement activities were implemented throughout the process. The Public Engagement Plan established 

a framework for communication between MnDOT and project stakeholders and has given MnDOT a better 

understanding of the issues and opportunities presented by the proposed project from the perspective of 

the public and partner agencies. This document has also served as a means to inform the public and partner 

agencies about the purpose of the project, as well as the standards, procedures, and constraints that 

MnDOT must take into consideration while developing the project. 

The Public Engagement Plan outlines the goals of the project, its principles and the desired outcomes of the 

public engagement efforts. The plan also describes the key stakeholder groups that the project is seeking to 

engage and includes a detailed description of the methods in which these stakeholders will be reached. The 

key stakeholder groups identified include: 

 Willmar residents and the general public

 Property owners within close vicinity to the project 

 Local businesses

 Kandiyohi County 

 Kandiyohi County & City of Willmar Economic Development Commission

 Freight shippers

 Manufacturers

 City of Willmar

 Local officials

 State and Federal legislators

 BNSF Railway

 MnDOT

The project public engagement process was designed to provide meaningful and interactive outreach 

opportunities for all stakeholders. It is intended to be inclusive and accessible to stakeholders and the public 

regardless of age, ethnicity, language, income or disability.

The overarching goals for public engagement are: to build public support for the project through proactive 

and transparent public outreach; inform and educate stakeholders and the public about the background and 

purpose of the project; and to provide opportunities for interested parties to identify issues, concerns and 

priorities. The following sections describe the Project’s public and agency engagement efforts in more detail. 
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B. Public and Engagement Opportunities

There were a range of both in-person and online public engagement opportunities throughout the 

project development process. The following is a summary of the events held and activities conducted

as well as those that are expected to occur during and following the release of this document to the 

public. Additional detail is included in the Public Engagement Plan and the open house meeting 

summaries, which can be found on the project webpage 

(http://www.dot.state.mn.us/d8/projects/willmarwye/index.html). 

1. Open Houses

A total of three open houses were held to provide an occasion to introduce the project to the local 

and regional community and obtain their input in-person. Open houses were held at accessible 

locations, such as the Willmar Public Library and local MnDOT offices, as a way to engage individuals 

who do not usually participate in the public process and who otherwise would not be reached. The 

dates of the open houses were as follows:

 Open House #1: February 25, 2016 

 Open House #2: August 2, 2016 

 Open House #3: October 18, 2016 

In addition, a public meeting/hearing will be held as part of the public comment period for this 

EA/EAW, as noted in Section V.F. The public meeting will provide a venue for attendees to ask 

questions and formally submit public comments verbally and/or in writing.

In general, the public is supportive of the proposed project. There are a few property owners and 

business owners that have individual concerns with regard to connectivity to their properties and 

individual property impacts such as increased highway and railway noise and traffic congestion. In 

terms of connectivity, comments tended to support maintaining the existing CSAH 55/1st Avenue 

connection and allowing an at-grade intersection with the proposed railway (which is not included 

as part of the recommended alternative). Other comments from one property owner indicated 

support for an alternative that would not realign TH 12 so that thru traffic on TH 12 would continue 

to pass by their business.

Comments from residents/property owners closer to downtown indicated a desire for quiet zones at 

7th and 10th Streets (near the Willmar Terminal).

Summaries of the open house meetings can be found on the project webpage: 

http://www.dot.state.mn.us/d8/projects/willmarwye/index.html 

2. Focus Group Meetings

Focus group meetings were held with individual stakeholder groups to allow small groups to 

dive deeper into common issues, concerns and needs of people in the project area. Focus 

group meetings were held with two groups as described below:

 Freight businesses

o A meeting with Willmar area businesses was held on Tuesday, November 15. 

o The purpose of the meeting was to provide freight haulers and shippers with 

information on the project background, schedule, and next steps; present the 

recommended alternative; and to collect feedback. 
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o The meeting was promoted through direct phone and email contacts with businesses 

who participated in the recently completed MnDOT, District 8 Freight Study 

(Manufacturers’ Perspectives on Minnesota’s Transportation System: A Pilot Study in 

Southwest and West Central Minnesota, February 2014). Invitations were also sent 

via direct mail to businesses within a 30-mile radius of the project area. In total, 

approximately 3,500 contacts were made. 

o A total of 22 people attended the meeting, including residents and businesses; 

representatives from Kandiyohi County and the City of Willmar, and project staff 

(MnDOT and consultant team). 

o Participants expressed general support for the proposed project. 

o There was some concern over the ease of access for trucks traveling to or from 

businesses along 1st Avenue under the recommended alternative. 

o There was some discussion over the proposed traffic control at the new Highway 

12/County Road 55 intersection. 

o There was also discussion on project construction phasing. It was noted that there is 

heavy seasonal traffic during the fall harvest and suggested that construction be 

phased to avoid major disruptions during this period.

 Law enforcement, fire & emergency responders

o A meeting with Willmar area police, fire, and ambulance providers was held on 

Tuesday, November 15. 

o The purpose of the meeting was to provide emergency responders with information 

on the project background, schedule, and next steps; present the recommended 

alternative; and to collect feedback. 

o A total of nine people attended the meeting, including representatives from the 

Minnesota State Patrol, Kandiyohi Sheriff’s Department, Willmar Police, Rice 

Ambulance, and project staff (MnDOT and consultant team). 

o The planned Willmar Industrial Park was discussed and it was noted that the project 

would be designed to provide future roadway access off of the new Highway 12 

alignment to this location. 

o There was discussion over winter maintenance and it was noted that ice on bridges is 

a concern. The pavement on bridges would be “grooved” to provide traction and 

facilitate drainage. MnDOT also pretreats bridges prior to winter storm events. 

o One participant asked if there would be lighting along the proposed new Highway 12 

alignment. Lighting is proposed at intersections, but not continuous lighting. 

o There was discussion on project construction phasing. Participants requested 

advanced notice prior to any temporary closures during construction.

o There was discussion over impacts to residents and landowners, and the right-of-way 

acquisition process.

3. City Council, County Board, Township and Chamber of Commerce Presentations

The project team made presentations to the Willmar City Council, Kandiyohi County Board, 

and Willmar Chamber of Commerce to provide project updates and help foster consent

building. The dates of the presentations are listed below. City Council meetings were also 

broadcasted on the local community access television channel. 

A copy of city council agendas and a video of the city council meetings are available on the 

city’s website at: http://www.willmarmn.gov/government/meetings/4/year. Click on the 

date you are interested in (see dates on the following page).
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A copy of Kandiyohi County Board of Commissioners meeting agendas and minutes are 

available on the county’s website at: 

http://www.co.kandiyohi.mn.us/departments/commissioners/board_information/. Click on 

the date you are interested in (see dates below). 

 Willmar City Council

o August 1, 2016

o October 17, 2016

o December 2016/January 2017 (anticipated – to be updated following meeting)

 Kandiyohi County Board of Commissioners

o August 2, 2016

o September 12, 2016 (Annual Kandiyohi County Township Meeting)

o October 18, 2016

o December 2016/January 2017 (anticipated – to be updated following meeting)

 Willmar Township Board – The Township Board wanted an update on the project status 

and to see what improvements were included in the Township. MnDOT provided an 

overview of the project and highlighted the realignment of 45th Street as an 

improvement within the Township. The Board expressed general support for the project. 

Meeting was held on October 10, 2016.

 Willmar Chamber of Commerce

o September 22, 2016 (Chamber Board) – The Board received an update on the status 

of the project and the timing of construction. The group discussed the alternatives 

under consideration for the at-grade crossing at CSAH 55/1st Avenue.

o October 7, 2016 (Policy Committee) – The policy committee received a general 

overview of the project and its various components. Of particular interest to the 

group was the connection/at-grade crossing with the new railway and CSAH 55/1st 

Avenue. Members of the group indicated that they would like to see the at-grade 

intersection as part of the project. Comments were also received that expressed 

frustration over the fact that local agencies could not make a determination on the 

crossing. 

4. Pop-Up Meetings

In order to facilitate dialogue with community members who may not attend traditional 

public meetings, the following pop-up meetings were held at popular events within the 

Willmar area: 

 Kandiyohi County Fair: August 11, 2016

 Willmar YMCA: October 1, 2016

Comments from the meetings indicated general support for the project, with one individual 

commenting that the project was too expensive and not a good use of public dollars. Specific 

points of interest noted at the meeting included:

 A number of commenters noted that they would like to keep the at-grade intersection 

with the railway and CSAH 55/1st Avenue. 
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 Of primary concern to attendees were the train horns in downtown Willmar and blocked 

railroad crossings. Lakeland Avenue and 7th and 10th Streets were noted as being 

particularly problematic.

5. Website and News Releases

MnDOT is hosting a project webpage to serve as an information resource that is used to 

provide updates during key milestones in addition to the in-person engagement 

opportunities described above. 

(http://www.dot.state.mn.us/d8/projects/willmarwye/index.html). 

MnDOT also partnered with local media to cover the project at key milestones and released 

periodic project news releases to local media television, radio, and print outlets. 

6. Radio Interviews

MnDOT’s project manager participated in radio interviews as part of the Open Mike 

programming on KWLM. The initial interview was from 10:00 am to 11:00 am on August 26, 

2016. A second interview was held on October 21, 2016 for the same program. Additional 

interviews are likely to be conducted as the project is further refined. Information on 

additional interviews will be included in the EA Update.

7. Additional Meetings with Other Groups

MnDOT also participated in a number of meetings with organizations within the Willmar area that 

wanted a one- or two-time update on the project. Groups that have had a meeting or are scheduled 

to have a presentation include:

 Willmar Township Board – The Township Board wanted an update on the project status 

and to see what improvements were included in the Township. MnDOT provided an 

overview of the project and highlighted the realignment of 45th Street as an 

improvement within the Township. The Board expressed general support for the Project. 

Meeting was held on October 10, 2016.

 City of Willmar and Kandiyohi County Economic Development Commission – On October 

13, 2016 MnDOT presented information about the project to the EDC. The focus of the 

presentation was the background on the efforts that have been underway (including 

facilitating development of the new industrial park) to help quality of life and economic 

development. MnDOT provided an overview on the development of alternatives and the 

recommended alternative that would be presented at a public open house meeting on 

October 18, 2016. Comments from the meeting indicated support for the rail spur. There 

were also questions on the at-grade crossing at CSAH 55/1st Avenue.

 Islamic Society of Willmar – On October 15, 2016 MnDOT hosted a meeting with local 

mosque representatives to discuss the project. Attendees indicated support for the 

project and for improvements that would help reduce trains blocking the railway 

crossings. Current train usage sometimes makes it challenging to the get to the mosque 

during prayer time. MnDOT noted that the project would improve the situation, but that 

it would not eliminate trains from going to downtown Willmar and occupying the railroad 

crossings. 

 Willmar Noon Lions Club – MnDOT staff presented an overview of the project to the 

Willmar Noon Lions Club on November 2, 2016. Approximately 25 members were in 

attendance.
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 Rotary Club – A meeting with the Willmar Rotary Club was held on November 2, 2016. 

MnDOT staff presented an overview of the project to approximately 40 members

consisting of community business leaders.

 City of Willmar Human Rights Commission – On November 15, 2016 MnDOT staff gave a 

presentation to the City’s Human Rights Commission. The presentation provided an 

overview on the alternatives being considered and the project schedule. The meeting 

also included a discussion about possible connections to targeted populations that the 

Commission may be able to provide. Limited immediate feedback was provided, but an 

invitation was extended to provide additional input to MnDOT. The Commission was 

engaged in the presentation and several questions regarding the project. The dialogue 

was overall positive.

 Kiwanis Club – A meeting with the Willmar Rotary Club was held on November 29, 2016. 

MnDOT staff presented an overview of the project to approximately 30 members. 

 Discussion with Somali Community Leaders – A meeting was held on December 1, 2016, 

with MnDOT staff and two leaders of the Somali Community. Both men are active in 

efforts to bridge cultural differences in the community. The meeting was an introductory 

meeting to the project and its public engagement efforts. MnDOT extended invitations 

for future meetings with the Somali community to provide information and receive 

feedback.

 Latino Community – On December 4, 2016 a meeting was held with individuals from the 

Latino community. The meeting was held at the Assembly of God Latino Ministry 

Membership. A presentation was provided to approximately 37 members. The 

presentation included an overview of the Project and the alternatives that are under 

consideration. Information on the timing of the project was also provided. Handouts 

were distributed to those in attendance. Attendees asked a number of questions about 

the Project and expressed general support for what the Project was trying to accomplish.

C. Partner Agency Coordination

In addition to the public engagement opportunities described above, there were multiple means of 

communication with project partners and other public agencies, as described below.

1. Project Management Team (PMT) Meetings

MnDOT met weekly (initially) with internal staff to discuss the Project and different project 

elements. The meetings were used to keep the different functional groups with MnDOT informed 

about the project development and to address technical issues arising from the project. Items 

related to design, environmental documentation, property acquisition, agreements with partner 

agencies, and permitting were discussed. 

Once the draft environmental document was developed and preliminary design elements were 

established, meetings decreased in frequency.
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2. Partner Group Meetings

MnDOT and its partners met weekly (initially) by telephone to discuss issues and items related to 

the project development. Similar to PMT meetings discussed above, the meetings were used to keep 

the partners abreast of the project progression and to address technical and sometimes political 

issues arising from the project. Items related to design, environmental documentation, technical 

analyses, property acquisition, agreements among the partner agencies and permitting were 

discussed.

In addition to meetings by telephone, the project partners occasionally met in person to discuss 

more complex issues that required face-to-face coordination. As the project progressed, meetings 

occurred less frequently. 

Regular meeting attendees included representatives from MnDOT District 8, MnDOT Office of 

Environmental Stewardship, MnDOT Office of Land Management, MnDOT Central Office staff, 

Kandiyohi County, City of Willmar, Kandiyohi County and City of Willmar Economic Development 

Commission, FHWA, FRA, and BNSF. Other attendees included consulting firm representatives for 

the different partners.

3. Advisory Committee Meetings

The purpose of the Advisory Committee was to provide key decision-makers and elected officials 

with regular updates on the Project and to collect their feedback and direction on important project 

decisions. Members included representatives from the Office of the Governor, MnDOT, FHWA, FRA, 

Kandiyohi County, City of Willmar, and BNSF.

4. Master Agreement Team Meetings

The Willmar Rail Connector and Industrial Access Project was funded through a variety of resources, 

including federal money from the U.S. Department of Transportation (USDOT) and money and inkind services from the various project partners, including MnDOT, Kandiyohi County, the City of 

Willmar, the Kandiyohi County and City of Willmar Economic Development Commission and BNSF. 

As part of receiving money from the USDOT, MnDOT and its partners needed to make several 

different commitments in terms of project timeline, other funding sources, project development 

responsibilities, etc. To get the partners in agreement on who was responsible for the various 

elements and to establish firm commitments, a Master Agreement was developed between the 

project partners. The Master Agreement Team met on a regular basis to identify partner 

responsibilities and commitments and to draft an agreement that will be signed by the project 

partners.

5. Right of Way Committee Meetings

MnDOT and FHWA and BNSF met to discuss how to address right of way that had been previously 

acquired by BNSF prior to the Project receiving federal funding. The intent of the meetings was to 

review the processes and procedures followed by BNSF as they relate to the Uniform Relocation Act

(URA) to ensure that the Project was in compliance. The group met as needed. It was determined 

that the process followed by BNSF met the intent of the URA. 

It is anticipated that this group, along with BNSF and the City of Willmar will reconvene during the 

right of way acquisition process to discuss previous and future right of way acquisition activities and 

agreements.
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6. Environmental Working Group Meetings

Staff from MnDOT, FHWA, FRA, BNSF and consultants working for the various agencies had phone 

calls to discuss items pertaining to the development of the EA/EAW. As part of the meetings, 

approaches to developing the Purpose and Need Statement and alternatives analysis process were 

discussed. Coordination with the two primary federal agencies involved in the development of the 

EA/EAW was undertaken to ensure the proper document format was utilized and topics relevant to 

each agency were addressed.

D. Cooperating Agencies

Cooperating Agencies provided input related to their relevant areas of expertise during the project 

development and NEPA document preparation process. Cooperating agencies are federal agencies other 

than the lead agency which have jurisdiction by law or special expertise with respect to any environmental 

impact involved in a proposal or reasonable alternative. The following agencies were invited by FHWA to be 

Cooperating Agencies for this project, and have accepted:

 Federal Railroad Administration (FRA)

 U.S. Army Corps of Engineers (USACE)

E. Permits and Approval Requirements 

See Section IV.A.8

F. Public Comment Period and Public Hearing 

Comments from the public and agencies affected by this project are requested during the public comment 

period described on the transmittal letter distributing this Environmental Assessment. A combined public 

informational meeting/public hearing will be held after this Environmental Assessment has been distributed 

to the public and to the required and interested federal, Native American Tribes, state and local agencies for 

their review.

At the informational meeting/public hearing, preliminary design layouts for the alternatives under 

consideration along with other project documentation will be available for public review. The public will 

also be given the opportunity to express their comments, ideas and concerns about the proposed project. 

These comments will be received at the hearing and during the remainder of the comment period, and will 

become a part of the official hearing record.

G. Report Distribution 

Copies of this document have been sent to agencies, local government units, libraries and others as per 

Minnesota Rule 4410.1500 (Publication and Distribution of an EAW). A copy of the EA is also available at the 

MnDOT District 8 Willmar Office (2505 Transportation Road, Willmar)

Local units of government with copies of the document include the City of Willmar (City Hall – 333 6th Street 

SW) and Kandiyohi County (County Office Building – 400 SW Benson Avenue, Willmar). A copy was also 

provided to the Willmar Library (410 5th Street SW, Willmar).
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H. Process Beyond the Hearing 

Following the comment period, MnDOT and FHWA will make a determination as to the adequacy of the 

environmental documentation. If further documentation is necessary it could be accomplished by preparing 

an Environmental Impact Statement (EIS), by revising the Environmental Assessment, or by clarification in 

the Findings of Fact and Conclusion, whichever is appropriate.

When the environmental documentation is determined adequate, MnDOT will choose a project alternative, 

either the No Build or the alternatives under consideration.

If an EIS is not necessary, as currently anticipated, MnDOT will prepare a "Negative Declaration" for the state 

environmental requirements. MnDOT will also prepare a request for a "Finding of No Significant Impacts" 

(FONSI) that will be submitted to the FHWA. If the FHWA agrees that this finding is appropriate, it will issue 

a FONSI.

Notices of the federal and state decisions and availability of the above documents will be placed in the 

Federal Register and the Minnesota Environmental Quality Boards (EQB) Monitor. MnDOT will also 

distribute the Negative Declaration and FONSI to the Environmental Assessment Worksheet (EAW) 

distribution list and publish notices in local newspapers announcing the environmental and project 

alternative decisions that were made.
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VI. APPENDICES

Appendix A: Project Figures

Appendix B: Traffic Memo

Appendix C: CSAH 55/1st Avenue W At-Grade Intersection Evaluation

Appendix D: Bridges

Appendix E: Benefit Cost Analysis

Appendix F: Floodplain and Risk Assessments

Appendix G: Farmland – NRCS Form AD 1006

Appendix H: Geology Figures

Appendix I: Well Logs

Appendix J: Wetland Assessment and Two-Part Finding

Appendix K: DNR Correspondence

Appendix L: MnDOT Office of Environmental Stewardship Section 7 Correspondence

Appendix M: Phase I & II Architectural History Investigation Report

Appendix N: Phase I Archaeological Survey Report

Appendix O: Historical and Archaeological Review and Coordination Letters

Appendix P: Noise and Vibration Analysis Report

Appendix Q: Section 4(f) Resources Information

Appendix R: Motor Vehicle Crash Data for 7th Street, 10th Street and Lakeland Drive

Appendix S: Wetland Delineation Approvals Documentation
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Appendix A – Project Figures

Figure 1 – Project Location Map 

Figure 2 – USGS Project Location Map 

Figure 3 – Project Study Area Map

Figure 4 – BNSF Willmar Terminal Map

Figure 5 – BNSF Willmar Terminal Close Up Map 

Figure 6 – BNSF Railway Connections Into and Out of Willmar

Figure 7 – Historic Train Volumes

Figure 8 – At Grade & Grade-Separated Crossings in Willmar Terminal Map

Figure 9 – Recent Public Investments 

Figure 10 – Alternative RR-1 

Figure 11 – Alternative RR-2 

Figure 12 – Alternative RR-3

Figure 13 – Alternative TH12-1 

Figure 14 – Alternative TH12-2 

Figure 15 – Sub-Option TH40-1 

Figure 16 – Sub-Option TH40-2 

Figure 17 – Sub-Option TH40-3 

Figure 18 – Alternate Routes to Airport 

Figure 19 – Sub-Option CSAH 55/1st Ave-1 

Figure 20 – Sub-Option CSAH 55/1st Ave-2 

Figure 21 – Sub-Option CSAH 55/1st Ave-3 

Figure 22 – Recommended Alternative 

Figure 23 – Proposed Railway Connection 

Figure 24 – Proposed Railway Typical Sections 

Figure 25 – Roadway Typical Sections 

Figure 26 – Other Nearby Projects 

Figure 27 – City of Willmar Zoning Map 

Figure 28 – Farmland Soils Map 

Figure 29 – City of Willmar Future Land Use Map 

Figure 30 – Willmar Township Zoning Map 

Figure 31 – Proposed Floodplain Impacts and Crossings

Figure 32 – Soil Survey of Kandiyohi County

Figure 33 – Aquatic Resources

Figure 34 – Project Area Wells 

Figure 35 – Stormwater Treatment 

Figure 36 – Wetland Delineation Map 

Figure 37 – Building Removal

Figure 38 – Wildlife Habitat

Figure 39 – Census Blocks with Minority Populations

Figure 40 – Census Block Groups with Low-Income Populations

Figure 41 – Total Parcel Acquisitions 

Figure 42 – Right of Way Impacts 

Figure 43 – Highway Traffic Sound Receptors

Figure 44 – Train Noise 

Figure 45 – Train Vibration

Figure 46 – Section 4(f) Resources 
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S.P. 3403-74

Figure 1: Project Location Map

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S.P. 3403-74

Figure 2: USGS Project Location Map

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Willmar Rail Connector & Industrial Access Project

S.P. 3403-74

Figure 3: Project Study Area Map

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Anthony St SE

Russel St NW

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High Ave NE

CSAH 5

22nd St SW

15th St SE

60th St SW

15th Ave NE

8th Ave NE

30th St NW

Rau Prairie

Pothole WMA

Gopher

Ridge

WMA

Kandiyohi

WIA #261

Document Path: K:\02051-020\GIS\Maps\EnvironmentalAssessment\Figure4_BNSFYardMap.mxd

Willmar Rail Connector & Industrial Access Project

S.P. 3403-74

Figure 4: BNSF Willmar Terminal Map

Willmar, MN

Project Study Area

BNSF Willmar Terminal

City Boundary

Wildlife Management Area

Walk In Access Site

Railroad

0Ü2,500

Feet

BNSF Willmar Terminal

1st St

2nd St NE

Gorton Ave NW

Eastern Ave

Elizabeth Ave SE

Lakeland Dr SE

Russel St NW

Becker Ave SE

High Ave NE

Olaf Ave NW

9th St NW

6th St SE

Trott Ave SE

Ella Ave NW

1st St

2nd St NE
BNSF Willmar Terminal

Business US71

G°WX

)k71

)k71

Porto Rico St NE

5th St SW

11th St SW

Lakeland Dr SE

Litchfield Ave SW

13th St SE

Ferring St SE

1st St NE

Robert St SE

14th St SE

County Hwy 41

Litchfield Ave SE

10th St SW

Ella Ave NW 11th St NW

8th St SW

6th St SE

Dolson St Se

7th St SW

12th St NW

Minnesota Ave SE

Lake Ave NW

Atlantic Ave NW

Cambell Ave NW

9th St SE

6th St SW

1st St

12th St SW

9th St SW

3rd St SE

2nd St SE

Ella Ave NE

Anthony St SE

Eastern Ave SE

2nd St NE

High Ave NE

Gorton Ave NW

Document Path: K:\02051-020\GIS\Maps\EnvironmentalAssessment\Figure5_BNSFYardCloseUpMap.mxd

Willmar Rail Connector & Industrial Access Project

S.P. 3403-74

Figure 5: BNSF Willmar Terminal Close Up Map

Willmar, MN

City Boundary

Railroad

0 Ü1,000

Feet
Willmar Rail Connector & Industrial Access Project

S.P. 3403-74

Figure 6: BNSF Railway Connections Into and Out of Willmar

Willmar, MN

Source: BNSF Twin Cities 

Operating Division Map 2013

Willmar
Willmar Rail Connector & Industrial Access Project

S.P. 3403-74

Figure 7: Historic Train Volumes

Willmar, MN

Source: BNSF

Subdivision 2004 2005 2006 2007 2008 2009 2010 2011 2012 2013 2014 2015 *2016

MARSHALL 10 11 12 11 11 10 10 10 11 13 12 11 10

MOORHEAD 7 8 8 8 7 5 5 6 6 6 3 3 3

MORRIS 8 9 9 10 8 6 7 8 8 9 9 10 9

SIOUX CITY 9 10 11 10 10 9 10 10 12 14 14 12 11

STAPLES-1 55 60 54 45 46 39 54 51 57 62 63 55 47

STAPLES-2 38 41 39 37 38 33 46 44 50 55 55 49 42

STAPLES-3 38 40 39 37 38 31 36 35 39 44 45 40 33

STAPLES-4 43 46 46 45 45 38 43 40 44 48 51 44 35

WAYZATA-1 9 10 11 10 12 12 21 23 21 24 23 23 22

WAYZATA-2 9 11 11 10 12 9 9 11 9 12 11 11 10

Subdivision MIN RANGE MAX *2016

MARSHALL 10 3 13 10

MOORHEAD 3 5 8 3

MORRIS 6 4 10 9

SIOUX CITY 9 5 14 11

STAPLES-1 39 24 63 47

STAPLES-2 33 22 55 42

STAPLES-3 31 14 45 33

STAPLES-4 38 13 51 35

WAYZATA-1 9 15 24 22

WAYZATA-2 9 3 12 10

Trains Per Day by Subdivision

* - Through Q1 2016

Trains Per Day by Subdivision
ÆP ©

") ")

")

)n

)n

Willmar

Lake

Foot

Lake

10th St

7th St

1st St

Overpass

Pedestrian

Overpass

Lakeland Dr

BNSF Willmar Terminal

1,125ft

2,200ft

1,750ft

4,050ft

G°WX

)k71

)k71

Porto R ci o St NE

19th St

10th St NE

Litchfield Ave SW

Willmar Ave SE

13th St SE

Hawaii St NE

Robert St SE

14th St SE

11th St SW

18th St

Lakeland Dr SE

Becker Ave SE

9th St

Trott Ave SE

11th St NW

4th St SW

5th St SW

6th St SW

10th St SW

Benson Ave SW

Walnut Pl SW

Trott Ave SW

4th St SE

Minnesota Ave SE

Lake Ave NW

Gorton Ave NW

Litchfield Ave SE Ella Ave NW

Cambell Ave NW

16th St NE

5th St SE

20th St

Willmar Ave SW

Julii St SE

Charlotte St SE

2nd St SW

12th St SW

3rd St SW

Ann St SE

15th St SW

3rd St SE

16th St SW

Meadow La SW

Litchfield Ave

21st St SE

Manila St NE

Florence La SW

Ella Ave NE

Carolina Ave SW

Benson Ave SE

2nd St SE

23rd St SE

Eastern Ave

High Ave NE

Document Path: K:\02051-020\GIS\Maps\EnvironmentalAssessment\Figure8_BNSFYardCrossingsMap.mxd

Willmar Rail Connector & Industrial Access Project

S.P. 3403-74

Figure 8: At-Grade & Grade-Separated Crossings in Willmar Terminal

Willmar, MN

BNSF Willmar Terminal

© Willmar Fire Station

ÆP Rice Memorial Hospital

Existing Grade-Separated Crossing

Roadway

Pedestrian

Existing At-Grade Crossing

") Roadway

Railroad

0 Ü1,250

Feet
23RD ST.

Circle SE.

View

Pleasant

DR.

Portland

 Ave.

CountryClub Dr.

29TH ST.

6TH Ave. NW.

8TH Ave. NW.

EAGLE R DI GE DR.EAST

R DI GE

22ND ST.

23RD ST.

24TH ST.

7TH Ave.

ST. 6TH

ST. 3RD

DR.

LANE

PAR

Ave.

Litchfield Ave.

Johanna Ave.

Dolson

Bernard

Anthony

Ferring

11TH

11-

Ave.

1/2 Ave.

Roise Ave.

Robert ST.

13TH ST.

14TH ST.

15TH ST.

16TH ST.

Elizabeth Ave.

18TH ST.

19TH ST.SE. 7TH Ave.

4TH Ave.

6TH

5TH

4TH Ave.

6TH Ave.

23RD ST.

24TH ST.

9TH

C.S.A.R. 23

15TH ST. SE.

12TH ST. SE.

9TH ST. SE.

14TH Ave. SE.

Pleasant View DR.SE.

Dana DR.SE. 19TH Ave.

T.H.23-71 By-Pass

5T

17TH H

16TH Ave.

Terrace

 DR.

Service DR.

2ND ST. SE4TH ST.

5TH ST.

5TH ST.

Trott Ave.

Ave.

Ann ST.SE.

ST.

6TH ST.SE. Olena Ave.

Ave. SE.

Irene Ave.

10TH

Ave.

8TH

Ave.

8TH Ave.

13TH

ST. SW .

1ST ST.

2ND ST.

9TH ST. SE.

Johanna Ave.

Augusta Ave.

Bernard

Anthony

Ferring

3RD ST.

11-1/2 Ave.

WillmarAve.

Roise Ave.

Robert ST.

12TH

13TH ST.

14TH ST.

Elizabeth Ave.

Lakeland DR. SE.

Becker Ave. SE.

Oxford DR.

3RD Ave.

4TH Ave.

6TH

5TH

4

5TH Ave.SE TH Ave.

6TH Ave.

23RD

C.S.A.R. 23

30TH ST SE.

11TH ST. SE.

10TH ST. SE.

9TH ST. SE.

7TH ST.

Dana DR.SE. 19TH Ave.

19TH Ave. SE.

5TH

15TH Ave.

17TH

16TH Ave.

Kenwood

9TH ST.

20TH Ave. SE.

37TH Ave.

2ND ST. SE4TH ST.

5TH ST.

5TH ST.

Trott Ave.

Minnesota Ave.

Becker Ave.

Ann ST.SE.

Charlotte ST.

6TH ST.SE. Olena Ave.

Mary Ave. SE.

Irene Ave.

25TH ST.

10TH

8TH

13TH

ST. SW .

17TH ST.

1ST ST.

9TH ST. SE.

Business71

F

C.S.A.R. 24 NE.

airway DR.

1ST ST. NE.

37TH Ave. NE.

38TH Ave. NE

C.R. 90

C.S.A.R. 41

8TH ST.

Transportation RD.

Civic Center DR.

ArenaDR.

19TH Ave. NE.

6TH ST.NE.

23RD Ave.NE.

Country

Club DR.

Civic Center DR.

"D" ST.

"E" ST.

"C" ST.

"D" ST.

"M"

"L" ST.

C.R. 124

16TH ST. NE

11TH Ave.

12TH Ave.

13TH Ave.

14TH Ave.

Ella 

High

Ave.

Benson Ave.SE.

Gay

Porto Rico ST.

Homewood

Ave.

HawaiiST.

Manila

Havana

10TH ST.

High Ave.

Litchfield Ave. SE.

2ND Ave.

Lakeland DR.

25TH ST.

NE.

28TH ST. SE.

15TH Ave. NW.

45TH ST. NW .

7TH Ave. NW.

36TH ST.

35TH ST.

34TH ST.

33RD ST.

30TH ST. NW .

4TH Ave. NW.

1ST Ave. 

31ST ST.

3RD Ave.

2ND 

Ave.

33RD ST.

Vos

Park

DR.

24TH ST.NW .

17TH ST.

Knollwood DR.

17TH ST.

15TH ST. NW .

17TH Ave.

16TH Ave.

15TH Ave.NW.

29TH ST.

28TH ST.

27TH ST.

26TH ST.

14TH Ave.

13 Ave.

12TH Ave.

C.S.A.R.41

Park Ave.

Oak Lane

Olaf Ave.

Olaf Ave.

12TH ST.

9TH ST.

7TH ST.

8TH ST.

Russell

10TH ST.

Park

Ave.

Ella Ave. NW.

Lake Ave.NW.

Woodland

Ave.

Westwood Ct.

NT

WD.

CT.

6TH ST. SW .

7TH ST. SW71/2 ST. SW .

8TH ST. SW .

9TH ST. SW

6TH ST.SW

8

.

TH ST. SW .

9TH ST. SW

10TH ST.

11TH ST.

10TH ST.

7TH ST.

15TH Ave.

14TH Ave.

24TH Ave.

25TH Ave.

26TH Ave.

27TH Ave.

28TH Ave.

Ridgewood PL.

Parkview RD.

Hillcrest DR.

Richland Ave.

15TH Ave.

19TH Ave. SW.

Richland Ave.

15TH ST. SW .

Ramblewood Ave.

20TH Ave.

22ND Ave.

28TH Ave. SW.

20TH Ave.

21ST Ave.

22ND Ave.

20TH ST.

21ST ST.

22ND ST. SW .

24TH ST.

25TH ST.

William s Pkwy.

24TH ST. 18TH ST.

17TH ST.

16TH ST.

Hansen

DR.

13TH Ave.

Grace Ave.

Willmar Ave.

Vista

Lane

Quincy Ave.

15TH Ave.

Hanson

Drive

11TH ST.

13TH

3RD Ave.

4TH Ave.

Trott Ave.

Rice Ave.

Meadow LN.

18TH ST.

17TH ST.

16TH ST.15TH ST.

Grace

Florence

LN.

HillRD.

Walnu

PL

t

.

Carolina

IndustrialDR.

28TH ST.

Airport DR. 

U.S.T.H.No.12

19TH ST.

18TH ST.

20TH ST.

Gorton Ave. NW.

CampbellAve.NW.

Atlantic Ave. NW.

Pacific Ave.

Benson Ave.

Litchfield Ave.

BeckerAve.

TrottAve.

Minnesota Ave.

Monongalia Ave.

Kandiyohi Ave.

4TH ST.

5TH ST.

6TH ST.

7TH ST.

8TH ST.

9TH

10TH

11TH

12TH

13TH ST

H

.

ighland

14TH ST.

Bonham BD.

Rice Ave.

Grace Ave.

RobbinsAve.

Richland

Circle

Fairacre

Drive

14TH

ST.

13TH

Ave.

10TH ST. SW

COLLEGE PARK CIRCLE NW .

C.S.A.R. 5

C.S.A.R. 41

Richland Ave.

ST.

20TH

17TH

ST.

ST.

RD.

16TH ST.

22ND Ave. NW.

CAMBRIDGE

LANE

W EST

EAGLE

Crl.SE.

Pioneer

11TH Ave.

TERRAPLANE DR

Prairie

Ln.

34TH

AVE. 32ND

AVE.

DR.

Julii ST.

18TH Ave.

33RD ST. NW .

23RD ST. NE

VALLEY

VIEW DR.

21ST ST.

23RD Ave.

4TH Ave.

Abbott Dr.

3RD ST.

16TH Ave. 

4TH ST.

45TH Ave.

T.H. No. 71

T.H. 23-71 BY-PASS

28TH Ave.

2ND ST.

U.S.T.H. No. 12

Cotton

wood

DR.

Upper Trent

Crl.

wood

Lower 

Trentwood

Crl.

18TH Ave. 

26TH ST.

18TH Ave.

19TH Ave.

ShadyLn.

24TH Ave. SE.

2ND ST.NE.

40TH Ave.

3RD ST.SW .

60TH ST. SW .

Technology

DR. NE

Bio Tech AVE.

Engineering AVE.

16TH ST.

17TH ST.

18TH

T.H. No. 40

67TH ST. SW .

7TH AVE.

75TH ST. SW .

1ST AVE.

C.S.A.R. 55

U.S.T.H.No.12

13-31 Runway

3-21 Turf Runway

Taxiway A4

Taxiway A3 Taxilane L

Taxilane H

Taxiway A Taxiway A

Taxiway A2

Taxiway A1

Taxiway A

Taxilane K

Taxilane J

Taxiway C2

Taxiway C1

Taxilane E

Taxilane C

Taxilane B

Taxilane D

Taxilane F

Entrance Road

Access Road

FBO Term inal CHDBI

4 CHWAS3

HG-8 HG-7 HG-6 HG-5

HG-1 HG-2

HG-3

HG-4

Olena Ave.

Emerald Crl.

60TH ST. SW .

ST.

26TH Ave.NE.

5TH ST. SE.

30TH ST. SW .

5TH ST.

CITY of WILLMAR

2400'

0 1200' 3600'

N

CO. RD. NO. 116

Willmar Ave.

11TH

16TH ST. SW .

17TH ST. SW .

15TH ST. SW .

Corporate Limits

1ST ST.

Westview Rd

Aagesen Dr.

Carlyn Ln.

T.H.23

C.R.15

Mavis Lane

2ND Ave.

3RD Ave.

CSAR 9

C.S.A.R. 19

41ST Ave. NE

48TH Ave.NE

CSAR 9

40TH Ave. NE

47TH Ave. NE

37TH Ave. NE.

24TH ST.

Lane

Richland

CSAR 9

15TH ST. NE

3RD Ave.

Ind. Dr.Service Rd.

SITE

BRUSH

FACILITY

TREATMENT

WASTEWATER

City of Willmar

Local Infrastructure Projects

Legend

Year

32ND ST. SW .

5TH ST.

1

Project

1. New Willmar Municipal Airport 2006

3

3. New Wastewater Treatment Facility 2010

4

4. Southern Interceptor Sewer 2010

2. New CSAH 5 Alignment and Signals (County Project) 2007

2

5. Western Interceptor Sewer 2013

5

6. Willmar Avenue Alignment 2014

6

7. New Willmar Industrial Park Improvements 2015

7

Project Cost

$62,000,000.00

$23,500,000.00

$3,330,000.00

$20,000,000.00

$3,500,000.00

TOTAL

$1,850,000.00

$4,700,000.00

$118,880,000.00

 Willmar, MN

Figure 9: Recent Public Investments

SP 3403-74

Willmar Rail Connector & Industrial Access Project 
GÁWX

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?1⁄4A@

?1⁄4A@

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W

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h

lm

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a

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r

R

M

ic

u

e

ni

F

c

i

i

e

p

l

a

d

l

?ËA@

City of Willmar

Willmar Township

Foot

Lake

Hawk Creek

Hawk Creek

Z

GdWX

GoWX

GdWX

Trott Ave SW

Gorton Ave NW

45th St NW

25th St

Airport Dr SW

Willmar Ave SW

Ella Ave NW

8th Ave NW

15th Ave

14th St NW

19th Ave SW

18th St SW

23rd St SW

9th Ave NW

33rd St NW

45th Ave SW

15th St SW

3rd Ave SW

16th St SW

17th St SW

1st Ave W

26th St NW

4th Ave SW

20th Ave SW

21st Ave SW

22nd Ave SW

21st Ave

2nd Ave NW

28th St NW

36th

St NW

16th St SW

19th St NW

34th St NW

29th St NW

15th Ave SW

17th St NW

60th St NW 60th St SW

16th Ave NW

24th St NW

17th St SW

4th Ave SW

28th Ave SW

22nd St SW

Hanson Dr

18th St SW

7th Ave NW

W Trott Dr

30th St SW

22nd St SW

7th Ave NW

30th St SW CSAH 5

60th St SW

30th Ave SW

30th St NW

67th St SW

Document Path: K:\02051-020\GIS\Maps\EnvironmentalAssessment\Figure10_RailwayAlt1.mxd

Willmar Rail Connector & Industrial Access Project

S.P. 3403-74

Figure 10: Alternative RR-1

Willmar, MN

MnDOT Right of Way

City Boundary

Townships

Railroad

Ü

Railway Connection

Alternative Using

MnDOT Right of Way

BNSF Marshall Subdivision

BNSF Morris Subdivision

0 2,500

Feet
)n

)w

Willmar

Lake

BNSF Willmar Terminal

BNSF Wayzata Subd.

)k71

)k71

G°WX

6th St SW

5th St SW

Porto Rico St NE

Becker Ave SW

Litchfield Ave SW

Willmar Ave SE

13th Ave NW

Hawaii St NE

Ferring St SE

14th St SE

12th St NW

US Hwy 71

Ella Ave NW

11th St SW

Olena Ave SE

18th St

Elizabeth Ave SE

Becker Ave SE

Trott Ave SE

10th Ave

4th St SW

9th St NW

8th Ave

13th St SW

Havana St NE

Olaf Ave NW

9th Ave

Trott Ave SW

3rd Ave SE

Minnesota Ave SW

4th Ave NE

15th Ave NW

15th St SE

7th Ave SE Johanna Ave SE

Minnesota Ave SE

17th St SE

16th St SE

Litchfield Ave SE

8th St SW

Cambell Ave NW

20th St

Pacific Ave SW

Julii St SE

2nd St SW

7th St SW

9th St SW

12th St SW

3rd St SW

Ann St SE

13th St SE

23rd St SE

County Hwy 9

Lakeland Dr SE

Litchfield Ave

Cambr di ge La

Civic Center Dr NE

12th Ave NE

Manila St NE

7th 1/2 St SW

14th Ave NE

Bernard St SE

Willmar Ave SW

Anthony St SE

24th St

4th Ave SE

Carolina Ave SW

6th Ave SE

Russel St NW

8th Ave SE

13th Ave SW

Benson Ave SE

Irene Ave SE

County Hwy 41

25th St SE

Eastern Ave SE Eastern Ave

15th Ave NE

County Hwy 23

8th Ave NE

High Ave NE

Gorton Ave NW

Civic Center Dr

Document Path: K:\02051-020\GIS\Maps\EnvironmentalAssessment\Figure11_RailwayAlt2.mxd

Willmar Rail Connector & Industrial Access Project

S.P. 3403-74

Figure 11: Alternative RR-2

Willmar, MN

BNSF Willmar Terminal

City Boundary

Townships

Railroad

Ü

Loop Track

Alternative

0 1,650

Feet
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?ËA@

?1⁄4A@

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)n

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Willmar Municipal

John L Rice Field

City of Willmar

Willmar Township

Foot

Lake

Hawk Creek

Hawk Creek

Z

GoWX

BNSF Marshall Subdivision

BNSF Morris Subdivision

GdWX

Gorton Ave NW

15th Ave

Willmar Ave SW

Airport Dr SW

19th Ave SW

8th Ave NW

22nd

St SW

20th St NW

3rd Ave NW

12th Ave NW

33rd St NW

20th Ave SW

25th St SW

18th St SW

23rd St SW

9th Ave NW

33rd St NW

Trott Ave SW

17th St SW

1st Ave W

18th St NW

4th Ave SW

20th Ave SW

21st Ave SW

1st Ave SW

22nd Ave SW

21st Ave

2nd Ave NW

36th

St NW

30th St SW

24th St NW

28th Ave SW

19th St NW

34th St NW

17th St NW

28th

St SW

17th St SW

4th Ave SW

22nd St SW

18th

St SW

45th St NW

7th Ave NW

Industrial Dr SW

30th St SW

7th Ave NW

60th St NW

CSAH 5

60th St SW

30th Ave SW

30th St NW

Document Path: K:\02051-020\GIS\Maps\EnvironmentalAssessment\Figure12_RailwayAlt3.mxd

Willmar Rail Connector & Industrial Access Project

S.P. 3403-74

Figure 12: Alternative RR-3

Willmar, MN

Railway Connection

Existing Railroad Lines

City Boundary

Townships

0

Ü

2,000

Feet
GÁWX

?ËA@

?1⁄4A@

GÁWX

)n

)n

?ËA@

Willmar Municipal

John L Rice Field

City of Willmar

Willmar Township

Foot

Lake

Hawk Creek

Hawk Creek

Z

GoWX

BNSF Marshall Subdivision

BNSF Morris Subdivision

GdWX

25th St

Airport Dr SW

8th Ave NW

15th Ave

20th St NW

33rd St NW

22nd Ave SW

18th St SW

9th Ave NW

Gorton Ave NW

16th St SW

17th St SW

1st Ave W

26th St NW

18th St NW

4th Ave SW

20th Ave SW

21st Ave SW 21st Ave

2nd Ave NW

28th St NW

Willmar Ave SW

39th St NW

36th

St NW

19th St NW

34th St NW

29th St NW

17th

St NW

17th

St SW

4th Ave SW

24th St NW

28th Ave SW

22nd St SW

Hanson Dr

18th St SW

45th St NW

7th Ave NW

Industrial Dr SW

W Trott Dr

30th St SW CSAH 5

60th St SW

30th Ave SW

30th St NW

Document Path: K:\02051-020\GIS\Maps\EnvironmentalAssessment\Figure13_RoadwayAlt1.mxd

Willmar Rail Connector & Industrial Access Project

S.P. 3403-74

Figure 13: Alternative TH12-1

Willmar, MN

Railway Connection

Road Improvement

New Roadway Bridge

Road Removal

Existing Railroad Lines

City Boundary

0

Ü

2,000

Feet
GÁWX

?ËA@

?1⁄4A@

GÁWX

)n

)n

?ËA@

Willmar Municipal

John L Rice Field

City of Willmar

Willmar Township

Foot

Lake

Hawk Creek

Hawk Creek

Z

GoWX

BNSF Marshall Subdivision

BNSF Morris Subdivision

GdWX

See Sub-Option

CSAH 55/1st Ave

Figures 15-17

See Sub-Option

CSAH 55/1st Ave

Figures 19-21

Airport Dr SW

22nd

St SW

15th Ave

20th St NW

20th Ave SW

Trott Ave SW

25th St SW

18th St SW

23rd St SW

9th Ave NW

Gorton Ave NW

16th St SW

Minnesota Ave

17th St SW

1st Ave W

26th St NW

18th St NW

4th Ave SW

20th Ave SW

21st Ave SW 21st Ave

2nd Ave NW

Willmar Ave SW

39th St NW

36th St NW

16th St SW

19th St NW

34th St NW

29th St NW

17th

St NW

4th Ave SW

24th St NW

28th Ave SW

22nd St SW

Hanson Dr

18th St SW

45th St NW

7th Ave NW

Industrial Dr SW

W Trott Dr

30th St SW CSAH 5

60th St SW

30th Ave SW

30th St NW

Document Path: K:\02051-020\GIS\Maps\EnvironmentalAssessment\Figure14_RoadwayAlt2.mxd

Willmar Rail Connector & Industrial Access Project

S.P. 3403-74

Figure 14: Alternative TH12-2

Willmar, MN

Railway Connection

Road Improvement

New Roadway Bridge

Road Removal

Existing Railroad Lines

City Boundary

0

Ü

2,000

Feet
GÁWX

?ËA@

GÁWX

?ËA@

Hawk Creek

BNSF Marshall Subdivision

Document Path: K:\02051-020\GIS\Maps\EnvironmentalAssessment\Figure15_RoadwayAltTH40-1.mxd

Willmar Rail Connector & Industrial Access Project

S.P. 3403-74

Figure 15: Sub-Option TH40-1

Willmar, MN

Railway Connection

Road Improvement

New Roadway Bridge

Creek

0

Ü

750

Feet

Grade-Separation at New

Railroad Connection

Raised TH 40/CSAH 55

Intersection
GÁWX

?ËA@

GÁWX

?ËA@

Hawk Creek

BNSF Marshall Subdivision

Document Path: K:\02051-020\GIS\Maps\EnvironmentalAssessment\Figure16_RoadwayAltTH40-2.mxd

Willmar Rail Connector & Industrial Access Project

S.P. 3403-74

Figure 16: Sub-Option TH40-2

Willmar, MN

Railway Connection

Creek

0

Ü

750

Feet

Install Active At-Grade

Crossing at New

Railroad Connection
GÁWX

?ËA@

GÁWX

?ËA@

Hawk Creek

BNSF Marshall Subdivision

Document Path: K:\02051-020\GIS\Maps\EnvironmentalAssessment\Figure17_RoadwayAltTH40-3.mxd

Willmar Rail Connector & Industrial Access Project

S.P. 3403-74

Figure 17: Sub-Option TH40-3

Willmar, MN

Railway Connection

Road Improvement

Road Removal

Creek

0

Ü

750

Feet

Close TH 40 Segment

No Rail Crossing
ÆP©

?ËA@

?1⁄4A@

)n

Willmar Municipal

John L Rice Field

City of Willmar

Willmar Township

Foot

Lake

Hawk Creek

Hawk Creek

Z

GÁWX

GoWX

GÁWX

GdWX

)k

Becker Ave SW

25th St

19th Ave SW

Olena Ave SE

Robbins Ave SW

28th Ave SW

US Hwy 71

County Hwy 41

11th St SW

8th Ave NW

15th Ave

20th St NW

4th St SW

13th St NW

9th St NW

10th St SW

Trott Ave SW

11th Ave SE

Roise Ave SW

25th St SW

4th St SE

18th St S

2

W

3rd St SW

9th Ave NW

25th Ave SW

Gorton Ave NW

Grace Ave SW

8th St SW

Ella Ave NW

Cambell Ave NW

13 1/2 Ave SW

Pacific Ave SW

15th St SW

2nd St SW

1st St

5th St SE

9th St SW

3rd St SW

3rd St SE

Minnesota Ave SW

Terrace Dr SW

Richland Ave

Litchfield Ave

Ridgewood Pl

1st Ave W

12th Ave NW

20th Ave SW

21st Ave SW

1st Ave SW

21st Ave

2nd Ave NW

Willmar Ave SW

36th St NW

Ella Ave NE

Russel St NW

13th Ave SW

19th St NW

Benson Ave SE

Rice Ave SW

2nd St SE

34th St NW

5th St SW

17th St NW

Oak La NW

Quincy Ave SW

17th St SW

4th Ave SW

7th 1/2 St SW

22nd St SW

10th St NW

Hanson Dr

45th St NW

Industrial Dr SW

15th Ave SW

2nd St NE

W Trott Dr

30th St SW

7th Ave NW

60th St SW

30th Ave SW

30th St NW

67th St SW

Document Path: K:\02051-020\GIS\Maps\EnvironmentalAssessment\Figure18_AltAirportRoutesMap.mxd

Willmar Rail Connector & Industrial Access Project

S.P. 3403-74

Figure 18: Alternate Routes to Airport

Willmar, MN

© Willmar Fire Station

ÆP Rice Memorial Hospital

City Boundary

Townships

Railroad

0

Ü

2,650

Feet

Current Route

Via TH 40 (blue)

Alternate Route Via

CSAH 5/CSAH 15

& CSAH 55

(red)

Alternate Route

via US 12 (green)

(connection to

US 12 can vary)

Proposed

Railway

Connection

Airport

Entrance

BNSF Marshall Subd.

BNSF Morris Subd.

71
GÁWX

?ËA@

?1⁄4A@

GÁWX

)n

)n

?ËA@

Willmar Municipal

John L Rice Field

City of Willmar

Willmar Township

Foot

Lake

Hawk Creek

Hawk Creek

Z

GoWX

BNSF Marshall Subdivision

BNSF Morris Subdivision

GdWX

25th St

Airport Dr SW

8th Ave NW

22nd

St SW

15th Ave

20th St NW

20th Ave SW

20th St SW

Trott Ave SW

18th St SW

23rd St SW

9th Ave NW

Gorton Ave NW

16th St SW

Minnesota Av

17th St SW

1st Ave W

26th St NW

4th Ave SW

20th Ave SW

21st Ave SW 21st Ave

2nd Ave NW

28th St NW

Willmar Ave SW

39th St N

36th

St NW

E gi hteenth St NW

24th St NW

19th St NW

34th St NW

29th St NW

17th St NW

17th St SW

4th Ave SW

28th Ave SW

22nd St SW

18th St SW

45th St NW

7th Ave NW

Industrial Dr SW

W Trott Dr

30th St SW 30th St SW CSAH 5

60th St SW

30th Ave SW

30th St NW

Document Path: K:\02051-020\GIS\Maps\EnvironmentalAssessment\Figure19_RoadwayAlt55-1.mxd

Willmar Rail Connector & Industrial Access Project

S.P. 3403-74

Figure 19: Sub-Option CSAH 55/1st Ave-1

Willmar, MN

Railway Connection

Road Improvement

New Roadway Bridge

Road Removal

Existing Railroad Lines

City Boundary

0

Ü

2,000

Feet

Install Active At-Grade

Crossing at New

Railroad Connection
GÁWX

?ËA@

?1⁄4A@

GÁWX

)n

)n

?ËA@

Willmar Municipal

John L Rice Field

City of Willmar

Willmar Township

Foot

Lake

Hawk Creek

Hawk Creek

Z

GoWX

BNSF Marshall Subdivision

BNSF Morris Subdivision

GdWX

25th St

Airport Dr SW

8th Ave NW

15th Ave

20th St NW

33rd St NW

22nd Ave SW

18th St SW

9th Ave NW

Gorton Ave NW

16th St SW

17th St SW

1st Ave W

26th St NW

18th St NW

4th Ave SW

20th Ave SW

21st Ave SW 21st Ave

2nd Ave NW

28th St NW

Willmar Ave SW

39th St NW

36th

St NW

19th St NW

34th St NW

29th St NW

17th

St NW

17th

St SW

4th Ave SW

24th St NW

28th Ave SW

22nd St SW

Hanson Dr

18th St SW

45th St NW

7th Ave NW

Industrial Dr SW

W Trott Dr

30th St SW CSAH 5

60th St SW

30th Ave SW

30th St NW

Document Path: K:\02051-020\GIS\Maps\EnvironmentalAssessment\Figure20_RoadwayAlt55-2.mxd

Willmar Rail Connector & Industrial Access Project

S.P. 3403-74

Figure 20: Sub-Option CSAH 55/1st Ave-2

Willmar, MN

Railway Connection

Road Improvement

New Roadway Bridge

Road Removal

Existing Railroad Lines

City Boundary

0

Ü

2,000

Feet

Close CSAH 55/1st Ave

Segment - No Rail Crossing

New Access

Road
GÁWX

?ËA@

?1⁄4A@

GÁWX

)n

)n

?ËA@

Willmar Municipal

John L Rice Field

City of Willmar

Willmar Township

Foot

Lake

Hawk Creek

Hawk Creek

Z

GoWX

BNSF Marshall Subdivision

BNSF Morris Subdivision

GdWX

25th St

Airport Dr SW

8th Ave NW

15th Ave

20th St NW

33rd St NW

22nd Ave SW

18th St SW

9th Ave NW

Gorton Ave NW

16th St SW

17th St SW

1st Ave W

26th St NW

18th St NW

4th Ave SW

20th Ave SW

21st Ave SW 21st Ave

2nd Ave NW

28th St NW

Willmar Ave SW

39th St NW

36th

St NW

16th St SW

19th St NW

34th St NW

29th St NW

17th

St NW

17th

St SW

4th Ave SW

24th St NW

28th Ave SW

22nd St SW

Hanson Dr

18th St SW

45th St NW

7th Ave NW

Industrial Dr SW

W Trott Dr

30th St SW 30th St SW CSAH 5

60th St SW

30th Ave SW

30th St NW

Document Path: K:\02051-020\GIS\Maps\EnvironmentalAssessment\Figure21_RoadayAlt55-3.mxd

Willmar Rail Connector & Industrial Access Project

S.P. 3403-74

Figure 21: Sub-Option CSAH 55/1st Ave-3

Willmar, MN

Railway Connection

Road Improvement

New Roadway Bridge

Road Removal

Existing Railroad Lines

City Boundary

0

Ü

2,000

Feet

Close CSAH 55/1st Ave

Segment - No Rail Crossing
SCALE IN FEET

0 1000 2000

FIGURE 22d

SEE FIGURE 22e

SEE 

FIGURE 22f

SEE 

FIGURE 22b

SEE 

FIGURE 22a

SEE 

12

 

40 

 MINNESOTA

12

 

40 

 MINNESOTA

FIGURE 22c

SEE

Willmar, MN

Figure 22 : Recommended Alternative Overview

S.P. 3403-74

Willmar Rail Connector & Industrial Access Project

45TH ST NW

45TH ST

1ST AVE

BNSF MORRIS SUBDIVISION

CSAH 55 / 1ST AVE

COUNTY

 55

COUNTY

 55

COUNTY

 5

COUNTY

 5
BNSF M ARSHALL SUBDIVISION

COUNTY

 55

MAINLINE CONNECTION

FUTURE SIDING

CULVERT

DITCH 46

RAILWAY

DITCH 46

COUNTY

 15

SCALE IN FEET

0 250 500

Willmar, MN

Figure 22a : Recommended Alternative

S.P. 3403-74

Willmar Rail Connector & Industrial Access Project

SEEFIGURE22b

LEGEND

 

ROADWAY

ROADWAY BRIDGE

REMOVE BITUMINOUS PAVEMENT

AGGREGATE ROAD

RAIL INFRASTRUCTURE

RAILWAY FILTRATION PONDS

INFILTRATION BASIN

ROADWAY DRY POND / 

PAVED SHOULDER / DRIVEWAY

AT GRADE RAILROAD INTERSECTION
COUNTY

 55

HAW K

CREEK

INDUSTRIAL SPUR TURNOUT

MAINLINE CONNECTION

FUTURE SIDING

 

40 

 MINNESOTA

40 

 MINNESOTA

REPLACEMENT

BOX CULVERT

CULVERT

LENGTHEN BOX

SCALE IN FEET

0 250 500

Willmar, MN

Figure 22b : Recommended Alternative

S.P. 3403-74

Willmar Rail Connector & Industrial Access Project

SEE FIGURE 22a

SEE FIGURE 22d

COUNTY

 55

LEGEND

 

ROADWAY

ROADWAY BRIDGE

REMOVE BITUMINOUS PAVEMENT

AGGREGATE ROAD

RAIL INFRASTRUCTURE

RAILWAY FILTRATION PONDS

INFILTRATION BASIN

ROADWAY DRY POND / 

PAVED SHOULDER / DRIVEWAY

AT GRADE RAILROAD INTERSECTION
RR CROSSING

AT GRADE 

7TH AVE NW

12

2 EXTENSION

END MORRIS MAIN 

OFF MORRIS MAIN 2

MAIN LINE TURNOUT 

BNSFMORRIS SUBDIVISION

12

45TH ST.NW (TOWNSHIP)

45TH

ST

N

W

1STAVEW

1STAVEW

45TH

S

T

N

W

CULVERT

ROADWAY

CULVERT

ROADWAY

SCALE IN FEET

0 250 500

Willmar, MN

Figure 22c : Recommended Alternative

S.P. 3403-74

Willmar Rail Connector & Industrial Access Project

SEE

FIG

U

RE

22d

COUNTY LEGEND 55

 

ROADWAY

ROADWAY BRIDGE

REMOVE BITUMINOUS PAVEMENT

AGGREGATE ROAD

RAIL INFRASTRUCTURE

RAILWAY FILTRATION PONDS

INFILTRATION BASIN

ROADWAY DRY POND / 

PAVED SHOULDER / DRIVEWAY

AT GRADE RAILROAD INTERSECTION
TH 12(EXISTING)

BNSFMORRIS SUBDIVISION

HAWK CREEK

2 EXTENSION

BEGIN MORRIS MAIN 

OFF MORRIS MAIN 2

MAIN LINE TURNOUT 

MAINLINE CONNECTION

FUTURE SIDING

12 12

45TH

ST

N

W

1STAVEW

CULVERT

ROADWAY

CULVERT

RAILWAY

ROAD

BNSF ACCESS

CULVERT

RAILWAY

AID STANDARDS

UPGRADE TO STATE 

DI

DI

SCALE IN FEET

0 250 500

Willmar, MN

Figure 22d : Recommended Alternative

S.P. 3403-74

Willmar Rail Connector & Industrial Access Project

SEE

FIG

U

RE

22c

SEE

FIG

U

RE

22e

SEE FIGURE 22b

COUNTY

 55

COUNTY

 55

LEGEND

 

ROADWAY

ROADWAY BRIDGE

REMOVE BITUMINOUS PAVEMENT

AGGREGATE ROAD

RAIL INFRASTRUCTURE

RAILWAY FILTRATION PONDS

INFILTRATION BASIN

ROADWAY DRY POND / 

PAVED SHOULDER / DRIVEWAY

AT GRADE RAILROAD INTERSECTION
TH 12(EXISTING)

HAWK CREEK

BNSFMORRIS SUBDIVISION

1STAVEW

HAWK CREEK

2 EXTENSION

BEGIN MORRIS MAIN 

MAINLINE CONNECTION

FUTURE SIDING

12

12

CULVERT

RAILWAY

ROAD

BNSF ACCESS

AID STANDARDS

UPGRADE TO STATE 

DI

DI

SCALE IN FEET

0 250 500

Willmar, MN

Figure 22e : Recommended Alternative

S.P. 3403-74

Willmar Rail Connector & Industrial Access Project

SEE

FIG

U

RE

22d

SEE

FIG

U

RE

22f

COUNTY

 55

LEGEND

 

ROADWAY

ROADWAY BRIDGE

REMOVE BITUMINOUS PAVEMENT

AGGREGATE ROAD

RAIL INFRASTRUCTURE

RAILWAY FILTRATION PONDS

INFILTRATION BASIN

ROADWAY DRY POND / 

PAVED SHOULDER / DRIVEWAY

AT GRADE RAILROAD INTERSECTION
COUNTY

 5

HAWK CREEK

1STAVEW

TH 12(EXISTING)

12

BNSFMORRIS SUBDIVISION

CULVERT

HIGHWAY

TRAFFIC SIGNAL

REMOVE EXISITNG

12

SIGNAL

TRAFFIC

SCALE IN FEET

0 250 500

Willmar, MN

Figure 22f : Recommended Alternative

S.P. 3403-74

Willmar Rail Connector & Industrial Access Project

SEE

FIG

U

RE

22e

LEGEND

 

ROADWAY

ROADWAY BRIDGE

REMOVE BITUMINOUS PAVEMENT

AGGREGATE ROAD

RAIL INFRASTRUCTURE

RAILWAY FILTRATION PONDS

INFILTRATION BASIN

ROADWAY DRY POND / 

PAVED SHOULDER / DRIVEWAY

AT GRADE RAILROAD INTERSECTION
BNSF M ARSHALL SUBDIVISION

19TH

AVE SW

COUNTY

 55

MAINLINE CONNECTION

FUTURE SIDING

FUTURE SIDING

 

40 

 MINNESOTA

 

40 

 MINNESOTA

DITCH 46

CULVERT

RAILWAY

A

A

B B

TYPICAL SECTION

SEE FIGURE 24a FOR 

EXCEPT AT TH 40

TYPICAL SECTION

SEE FIGURE 24a FOR 

TH 40 BRIDGE SECTION

SEE FIGURE 24c FOR 

Willmar, MN

Figure 23a : Proposed Railway Connection

S.P. 3403-74

Willmar Rail Connector & Industrial Access Project

SCALE IN FEET

0 400 800

SEEFIGURE23b

LEGEND

 

RAIL INFRASTRUCTURE

ROADWAY

ROADWAY BRIDGE

RAILWAY FILTRATION PONDS
TH 12(EXISTING)

1STAVEW

12

BNSFMORRIS SUBDIVISION

2 EXTENSION

BEGIN MORRIS MAIN 

2 EXTENSION

END MORRIS MAIN 

INDUSTRIAL SPUR TURNOUT

OFF MORRIS MAIN 2

MAIN LINE TURNOUT 

MAINLINE CONNECTION

FUTURE SIDING

C C

D D

45TH

S

T

N

W

ROAD

BNSF ACCESS

CULVERT

RAILWAY

45TH

ST

N

W

E E

TYPICAL SECTION

SEE FIGURE 24b FOR 

TYPICAL SECTION

SEE FIGURE 24b FOR 

EXCEPT AT TH 12

TYPICAL SECTION

SEE FIGURE 24b FOR 

TH 12 BRIDGE SECTION

SEE FIGURE 24c FOR 

Willmar, MN

Figure 23b : Proposed Railway Connection

S.P. 3403-74

Willmar Rail Connector & Industrial Access Project

SCALE IN FEET

0 400 800

SEEFIGURE22a

COUNTY

 55

COUNTY

 55

LEGEND

 

RAIL INFRASTRUCTURE

ROADWAY

ROADWAY BRIDGE

RAILWAY FILTRATION PONDS
20'

FUTURE SIDING

Willmar, MN

Figure 24a : Proposed Railway Typical Sections

S.P. 3403-74

Willmar Rail Connector & Industrial Access Project

13'

ROAD

ACCESS

14'

SHLD

13'

ROAD

ACCESS

14'

SHLD

MAINLINE CONNECTION AND ACCESS ROAD

SECTION A-A

MAINLINE CONNECTION, SIDING, AND ACCESS ROAD

SECTION B-B

CONNECTION

PROPOSED

CONNECTION

PROPOSED

14'

14'

NOTE: SEE FIGURE 23a FOR SECTION LOCATIONS.
20' 20'

FUTURE SIDING

20'

FUTURE SIDING

13'

ROAD

ACCESS

Willmar, MN

Figure 24b : Proposed Railway Typical Sections

S.P. 3403-74

Willmar Rail Connector & Industrial Access Project

14'

SHLD

MAIN CONNECTION, SIDING, INDUSTRIAL, AND ACCESS ROAD

SECTION C-C

MAIN CONNECTION, SIDING, AND ACCESS ROAD

SECTION D-D

CONNECTION

PROPOSED

TRACK

PROPOSED INDUSTRIAL

CONNECTION

PROPOSED

14'

SHLD

13'

ROAD

ACCESS

11'

13'

ROAD

ACCESS

14'

SHLD

13'

ROAD

ACCESS

14'

SHLD

MAINLINE CONNECTION AND ACCESS ROAD

SECTION E-E

CONNECTION

PROPOSED

14'

NOTE: SEE FIGURE 23b FOR SECTION LOCATIONS.
20'

ROAD

ACCESS

13'

FUTURE SIDING

TH 12 BRIDGE DECK

14'

SHLD 20'

CONNECTION

PROPOSED

SPUR EXTENSION

FUTURE INDUSTRIAL

ROAD

ACCESS

13'

ROAD

ACCESS

14' 13'

SHLD

11'

SHLD

Willmar, MN

Figure 24c : Proposed Railway Typical Sections

S.P. 3403-74

Willmar Rail Connector & Industrial Access Project

20'

ROAD

ACCESS

13'

FUTURE SIDING

14'

SHLD 20'

CONNECTION

PROPOSED

SPUR EXTENSION

FUTURE INDUSTRIAL

ROAD

ACCESS

13'

ROAD

ACCESS

14' 13'

SHLD

11'

SHLD

TH 12 BRIDGE MAINLINE CONNECTION, SIDING, INDUSTRIAL, AND ACCESS ROAD

TH 40 BRIDGE MAINLINE CONNECTION, SIDING, INDUSTRIAL, AND ACCESS ROAD

NOTE: SEE FIGURE 23a AND 23b FOR SECTION LOCATIONS.

TH 40 BRIDGE DECK
SHLD THRU LANE THRU LANE SHLD

SHLD THRU LANE THRU LANE SHLD

SHLD THRU LANE

.02 .04

1:4SLOPE

10' 12'

.02 .04

12' 10'

TH 12

1:4SLOPE

.02 .04

1:4SLOPE

10' 12'

.02 .04

12' 10'

TH 12

1:4SLOPE

.02 .04

1:4SLOPE

10' 12'

.02

13'

TH 12

1:4SLOPE

LEFT TURN LANE

12' 12'

THRU LANE RIGHT TURN LANE

.04 .02

PROPOSED TYPICAL SECTION - TH 12

EXISTING TYPICAL SECTION - TH 12

Willmar, MN

Figure 25a : Roadway Typical Sections (TH 12)

S.P. 3403-74

Willmar Rail Connector & Industrial Access Project

PROPOSED TYPICAL SECTION - TH 12 INTERSECTION
SHLD THRU LANE

SHLD THRU LANE THRU LANE SHLD

THRU LANE SHLD

SHLD THRU LANE

EXISTING TYPICAL SECTION - CSAH 55

PROPOSED TYPICAL SECTION - CSAH 55

.02 .04

1:4SLOPE

12'

.02 .04

1:4SLOPE

6' 12'

.02 .04

1:4SLOPE

12' 6'

CSAH 55

CSAH 55

4'

.02 .04

1:4SLOPE

12' 4'

.02 .04

1:4SLOPE

6' 12'

.02

1:4SLOPE

CSAH 55

RIGHT TURN LANE

12'

THRU LANE

12'

LEFT TURN LANE

13'

.02 .02

Willmar, MN

Figure 25b : Roadway Typical Sections (CSAH 55)

S.P. 3403-74

Willmar Rail Connector & Industrial Access Project

PROPOSED TYPICAL SECTION - CSAH 55 INTERSECTION
SHLD THRU LANE

THRU LANE

SHLD

THRU LANE

SHLD

THRU LANE SHLD

SHLD THRU LANE THRU LANE

.02 .04

1:4SLOPE

8' 12'

.04 .02

2' 12'

1:4SLOPE

.02 .04

12' 2'

1:4SLOPE

.02 .04

1:4SLOPE

12' 8'

.02 .04

1:4SLOPE

6' 12'

.02

1:4SLOPE

13' 12' 12'

.02 .02

LEFT TURN LANE RIGHT TURN LANE

TH 40

TH 40

TH 40

Willmar, MN

Figure 25c : Roadway Typical Sections (TH 40)

S.P. 3403-74

Willmar Rail Connector & Industrial Access Project

PROPOSED TYPICAL SECTION - TH 40

EXISTING TYPICAL SECTION - TH 40

VARIES

MEDIAN

PROPOSED TYPICAL SECTION - TH 40 INTERSECTION
SHLD THRU LANE SHLD

.02 .04

1:4SLOPE

6' 12'

.02 .04

1:4SLOPE

12' 6'

THRU LANE

Willmar, MN

Figure 25d : Roadway Typical Sections (45th Street/ New Access Road)

S.P. 3403-74

Willmar Rail Connector & Industrial Access Project

PROPOSED TYPICAL SECTION - NEW LOCAL ACCESS ROAD TO 1ST AVENUE WEST

THRU LANE THRU LANE

.02

1:4SLOPE

14'

.02

1:4SLOPE

14'

45TH STREET

NOTE: SEE APPENDIX FOR BRIDGE TYPICAL SECTIONS.

THRU LANE THRU LANE

.02

1:4SLOPE

14'

.02

1:4SLOPE

14'

45TH STREET

(GRAVEL)

EXISTING TYPICAL SECTION - 45TH STREET NW

(GRAVEL)

PROPOSED TYPICAL SECTION - 45TH STREET NW
GÁWX

?ËA@

?1⁄4A@

GÁWX

)n

)n

?ËA@

Willmar Municipal Airport

John L Rice Field

City of Willmar

Willmar Township

Foot

Lake

Hawk Creek

Z

GoWX

BNSF Marshall Subdivision

BNSF Morris Subdivision

GdWX Airport Dr SW

Gorton Ave NW

1st Ave W

4th Ave SW

Willmar Ave SW

4th Ave SW

45th St NW

Industrial Dr SW

30th St SW 30th St SW CSAH 5

60th St SW

30th Ave SW

30th St NW

Document Path: K:\02051-020\GIS\Maps\EnvironmentalAssessment\Figure26_OtherNearbyProjects.mxd

2018-2020 Willmar Wye Project

Railway Connection

Road Improvement

New Roadway Bridge

Road Removal

2016-2017 Kandiyohi Co. Project

Road Improvement

New Bridge

Potential Kandiyohi Co. Project

Road Improvement

New Bridge

Existing Railroad Lines

City Boundary

0

Ü

2,500

Feet

Willmar Rail Connector & Industrial Park Access Project

S.P. 3403-74

Figure 26: Other Nearby Projects

Willmar, MN
Willmar Rail Connector & Industrial Access Project Source: City of Willmar

S.P. 3403-74

Figure 27: City of Willmar Zoning Map

Willmar, MN
GÁWX

?1⁄4A@

GÁWX

)n

City of Willmar

Willmar Township

Foot

Lake

Hawk Creek

Hawk Creek

Z

GoWX

BNSF Marshall Subdivision

BNSF Morris Subdivision

GdWX

7th Ave NW

Airport Dr SW

19th Ave SW

Gorton Ave NW

7th Ave NW

1st Ave W

45th St NW

1st Ave SW

28th

St SW

22nd St SW

30th St SW County Hwy 47

30th Ave SW

30th St NW

7th Ave NW

25th St

Airport Dr SW

19th Ave SW

Gorton Ave NW

8th Ave NW

20th St NW

2

22nd Ave SW 5th St SW

23rd St SW

9th Ave NW

33rd St NW

Vos Park Dr

1st Ave W

4th Ave SW

20th Ave SW

21st Ave SW

45th St NW

2nd Ave NW

36th

St NW

34th St NW

Willmar Ave SW

15th Ave

28th St SW

4th Ave SW

22nd St SW

7th Ave NW

Trott Ave SW

30th St SW CSAH 5

30th Ave SW

30th St NW

Document Path: K:\02051-020\GIS\Maps\EnvironmentalAssessment\Figure28_FarmlandMap.mxd

Willmar Rail Connector & Industrial Access Project

S.P. 3403-74

Figure 28: Farmland Soils

Willmar, MN

Farmland Soil Types

All areas are prime farmland

Farmland of statewide importance

Prime farmland if drained

Not prime farmland

City of Willmar

Railway Connection

Road Improvement

New Roadway Bridge

Road Removal

Townships

Railroad

0

Ü

1,750

Feet
Willmar Rail Connector & Industrial Access Project

S.P. 3403-74

Figure 29: City of Willmar Future Land Use Map

Willmar, MN

Source: City of Willmar
Source: Kandiyohi County Willmar Rail Connector & Industrial Access Project

S.P. 3403-74

Figure 30: Willmar Township Zoning Map

Willmar, MN
)n

?ËA@

GÁWX

Legend

Construction Limits

Railway

FEMA Zone A 100-Year Floodplain

0 400 800 1,600

Feet

B

N

S

F

R

ailro

ad

TH 12 (PROPOSED)

Replacement of

Bridge # 8468 (TH12)

12' x 8' Box Culvert

Existing Bridge # 34323

No Project Impacts

Proposed CMP 72" Round Culvert

BNSF Railway

Extension of

Bridge # 94149 (CSAH 55)

12' x 8' Box Culvert

Replacement of

Bridge # 91329 (TH 40)

14' x 10' Box Culvert

Proposed CMP 15' Round Culvert

BNSF Railway

County Ditch 46

Hawk Creek

No Project Impacts

Floodplain Adjacent to Roadway

No Project Impacts

Floodplain Adjacent to Roadway

Proposed 48" Round Culvert

TH 12

Proposed 48" Round Culvert

TH 12

Proposed 48" Round Culvert

Proposed 3'x5' Box Culvert

E

H

G

A

C

D

F

Proposed CMP 15' Round Culvert

BNSF Railway

Unnamed Tributary

County Ditch 12

Willmar Rail Connector & Industrial Access Project

S.P. 3403-74

Figure 31: Proposed Floodplain Impacts and Crossings

Willmar, MN

Ü

X Floodplain Crossing ID

X Non-Floodplain Crossing ID

GdWX

I

B
GÁWX

GÁWX

?ËA@

?1⁄4A@

Foot

Lake

)n

810 981

W

446B 842 954B 94 805B

981

954B

805B 423

423

423

805B

805B

805D 805C 613 805B 1016

805C

954B

35

805C

954B 613

927

809

805C 613

981

954B

446B

954B 446A

613

981

927

336

927

954B

981 413

810 423 114 41A 114

1016

981

446B

954B

805B

999B

1055

842

446B

413

423

817 94 423

981

981 446B 423 809

954B

L13A 1016

981

981 423 41A

114 981 954C 875B

423

999B

L13A

L201A

114

981 1016 981

423

954B

446B

446B

1900

981

954B

1016

954B

1016

927

981

817

423 446B

981 423

112 L163A 423

927

L163A

981

897B 446B

1900

446B

423 446B 423

954B

927

446B

423

446B 113

927 927

981

927

423 423 423

817

954B

423

927

1900 927

423

981

981

446B

897B

981

981 423

112

927

981

336

999B

897B 423

899

897B

423

L163A

1900

423

423

447

L201A 423

1900

1016

423

112 954B

L163A 112 1016

1900

897B

423

897B L163A

981

L201A

897B

446B

897B

981

897B

423

423

423

L201A 1900

897B

954B

447

899 112

L163A

897B 927

927

L163A

423

112 L163A

1900 423 L201A

899

999C

447

112

423

981

981 1016

999B

423

927 899

999B

954C 423

112

999B

899 999C

1900 447 897B L201A

336 981

447

1900 897B

927 899

899

L163A 899

423

447

897B

897B

899

981

423 L163A

423

927 1900 1900 423 981 1900 112 981

Document Path: K:\02051-020\GIS\Maps\EnvironmentalAssessment\Figure32_Soils.mxd

0

Ü

1,850

Feet

Railway Connection

Road Improvement

New Roadway Bridge

Road Removal

Kandiyohi County Soil Survey

Railroad

Willmar Rail Connector & Industrial Access Project

S.P. 3403-74

Figure 32: Soil Survey of Kandiyohi County

Willmar, MN
!

!

!

!

!

!

!

!

!

!

!

!

!

!

!

!

!

! ! ! ! !

!

!

!

! !

!

!

!

!

! !

!

!

!

! ! GÁWX

?1⁄4A@

CountyDitch46

GoWX?ËA@

Hawk Creek (County Ditch 10)

Document Path: K:\02051-020\GIS\Maps\EnvironmentalAssessment\Figure33_AquaticResourcesSouth.mxd Date Saved: 9/22/2016 2:20:12 PM

Legend

DelineatedWetland

DelineatedWetDitch

DelineatedTributary

!!

DNRPublicWatersInventory

ImpairedWaters

NationalWetlandInventory

WillmarRailConnector&IndustrialAccessProject

S.P.3403-74

Figure33a:AquaticResources

Willmar,MN

01,000Fe

et

Ü
!

! ! ! ! !

! !

! ! ! ! !

!

! ! ! ! ! !

! ! ! ! ! ! ! ! ! !

!

!

! ! ! ! ! !

!

!

!

! ! !

! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! !

)n !

Hawk Creek (County Ditch 10)

Unnamed Tributary

County Ditch 12

Unnamed Tributary

GdWX

GÁWX

?ËA@

Foot Lake

Document Path: K:\02051-020\GIS\Maps\EnvironmentalAssessment\Figure33_AquaticResourcesNorth.mxd Date Saved: 9/22/2016 2:17:01 PM

Legend

Delineated Wetland

Delineated Wet Ditch

Delineated Tributary

! ! DNR Public Waters Inventory

Impaired Waters

DNR Public Waters Inventory

Shoreland Zoning District

National Wetland Inventory

Willmar Rail Connector & Industrial Access Project

S.P. 3403-74

Figure 33b: Aquatic Resources

Willmar, MN

0 1,000

Feet

Ü
GÁWX

?ËA@

?1⁄4A@

GÁWX

)n

)n

?ËA@

Willmar Municipal Airport

John L Rice Field

City of Willmar

Willmar Township

Foot

Lake

Hawk Creek

Hawk Creek

Z

GoWX

GdWX

00755798

00664260

00210694

00130237

00137046

00764040

00401827

00778923

00651134

00588831

00511576

00511591

00689886

00505709

00210698

00194601 00424373

00407471

00455090

00194384

00194381 00194383

00489971

00194382

00771198 00752252 00752254

00752253

Rau Prairie

Pothole WMA

Willmar SW

Document Path: K:\02051-020\GIS\Maps\EnvironmentalAssessment\Figure34_ProjectAreaWells.mxd

Willmar Rail Connector & Industrial Access Project

S.P. 3403-74

Figure 34: Project Area Wells

Willmar, MN

Project Area

Well Use

Abandoned

Domestic

Industrial

Wellhead Protection Area

Drinking Water Supply Management Areas

Road Improvement

New Roadway Bridge

Road Removal

Railway Connection

Railroad

City Boundary

Townships

Ü

BNSF Marshall Subdivision

BNSF Morris Subdivision

0 2,500

Feet
BNSF Railroad

T

H 12 P( R

OPO

SED)

TH 12 (PROPOSED)

BMP 5461

BMP 5640

BMP 5700

BMP 5431

BMP 5721

BMP 5955

BMP 5733

)n

?ËA@

GÁWX

BNSF Marshall Subdivision

BNSF Morris Subdivision

BMP 5500

BMP 5413

45th St NW

45th St NW

GdWX

1st Ave W

Legend

Propos ed Dr y Pond

Propos ed F iltration Basin

BNSF Rai lway F iltration Basins

Cons truction Lim its

Rai lway

± Willmar Rail Connector & Industrial Access Project

S.P. 3403-74

Figure 35: Stormwater Treatment

Willmar, MN

0 600 1,200

Feet
0 1,000 Ü

Feet

Document Path: K:\02051-020\GIS\Maps\EnvironmentalAssessment\Figure36overview_WetlandDelineation.mxd Date Saved: 9/23/2016 11:53:34 AM

Willmar Rail Connector & Industrial Access Project

S.P. 3403-74

Figure 36 Overview: Wetland Delineation

Willmar, MN

SEE FIGURE 36a

SEE FIGURE 36b

SEE FIGURE 36c

SEE FIGURE 36d

)n

GÁWX

GdWX

?ËA@
GÁWX GoWX

35 40

50

41

42

42

39

54

50

43

37

Document Path: K:\02051-020\GIS\Maps\EnvironmentalAssessment\Figure36a_WetlandDelineation.mxd Date Saved: 9/23/2016 11:55:43 AM

Tributary

Wet Ditch

Level 2 Wetland Boundary (Pending Approval)

Level 1 Wetland Boundary (Pending Approval)

Approved Wetland Boundary

Road Improvement

New Roadway Bridge

Road Removal

Railway Connection

Willmar Rail Connector & Industrial Access Project

S.P. 3403-74

Figure 36a: Wetland Delineation

Willmar, MN 0 1,000

Feet

Ü

County Ditch 46
?ËA@

GÁWX

29

52

52

27

25

26

38 38

53

52

36

34

28

36

33

52

52 52

43

53 52

30

38

31

37

35

35

53

32

35

Document Path: K:\02051-020\GIS\Maps\EnvironmentalAssessment\Figure36b_WetlandDelineation.mxd Date Saved: 9/22/2016 2:30:25 PM

Tributary

Wet Ditch

Level 2 Wetland Boundary (Pending Approval)

Level 1 Wetland Boundary (Pending Approval)

Approved Wetland Boundary

Road Improvement

New Roadway Bridge

Road Removal

Railway Connection

Willmar Rail Connector & Industrial Access Project

S.P. 3403-74

Figure 36b: Wetland Delineation

Willmar, MN 0 1,000

Feet

Ü

Hawk

Creek

(County

Ditch

10)
GÁWX

)n

53

16

45

46

23

24

17

53

3

47

5

2

22

6

9

10

8

1

3

12

7

21

7

49

15

4

14

48

46

5

51

51

18

51

6

49

13

55

52

19

20

52

3

11

15

16

52

55

52

15

5

Document Path: K:\02051-020\GIS\Maps\EnvironmentalAssessment\Figure36c_WetlandDelineation.mxd Date Saved: 9/23/2016 11:59:56 AM

Tributary

Wet Ditch

Level 2 Wetland Boundary (Pending Approval)

Level 1 Wetland Boundary (Pending Approval)

Approved Wetland Boundary

Road Improvement

New Roadway Bridge

Road Removal

Railway Connection

Willmar Rail Connector & Industrial Access Project

S.P. 3403-74

Figure 36c: Wetland Delineation

Willmar, MN 0 1,000

Feet

Ü

1st Ave

Hawk Creek

(County Ditch 10)
GÁWX

Foot

Lake

)n

GdWX

52

15

29

53

49

27

26

44

52

15

32

20

14

28

18

49

15

52

53

30

31

52

32

15

52

53

Document Path: K:\02051-020\GIS\Maps\EnvironmentalAssessment\Figure36d_WetlandDelineation.mxd Date Saved: 9/23/2016 12:02:06 PM

Level 2 Wetland Boundary (Pending Approval)

Level 1 Wetland Boundary (Pending Approval)

Approved Wetland Boundary

Tributary

Wet Ditch

Road Improvement

New Roadway Bridge

Road Removal

Railway Connection

Willmar Rail Connector & Industrial Access Project

S.P. 3403-74

Figure 36d: Wetland Delineation

Willmar, MN 0 1,000

Feet

Ü

Hawk Creek

(County Ditch 10)

Foot Lake
")

") ")

?ËA@

GÁWX

Document Path: K:\02051-020\GIS\Maps\EnvironmentalAssessment\Figure37_BuildingDemolition.mxd

Willmar Rail Connector & Industrial Access Project

S.P. 3403-74

Figure 37: Building Removal

Willmar, MN

") Building Removal Site

Parcel

Railway Connection

Road Improvement

New Roadway Bridge

Road Removal

0

Ü

300

Feet
GÁWX

?ËA@

?1⁄4A@

?1⁄4A@

GÁWX )n

)n

?ËA@ Willmar Municipal

John L Rice Field

City of Willmar

Willmar Township

Foot

Lake

Hawk Creek

Hawk Creek

Z

GoWX

BNSF Marshall Subdivision

BNSF Morris Subdivision

GdWX

Gopher

Ridge

WMA

Kandiyohi

WIA #261

Priam

WPA

Document Path: K:\02051-020\GIS\Maps\EnvironmentalAssessment\Figure38_WildlifeHabitatMap.mxd

Willmar Rail Connector & Industrial Access Project

S.P. 3403-74

Figure 38: Wildlife Habitats

Willmar, MN

Project Area

Waterfowl

Production Area

Wildlife

Management Area

Walk In Access

Site

City Boundary

Townships

Railroad ROW

Prairie

Road

Improvement

New Roadway

Bridge

Road Removal

Railway

Connection

Railroad

0

Ü

2,500

Feet

Rau

Prairie

Pothole

WMA
GÁWX

?1⁄4A@

GÁWX )n

?ËA@

City of Willmar

Willmar Township

Foot

Lake

Hawk Creek

Hawk Creek

GoWX

Willmar

Lake

1st Ave W

45th St NW

30th St SW 30th St NW

7th St SW

Litchfield Ave

Willmar Ave SW

Mongolia Ave SW

BNSF Morris Subdivision

BNSF Railroad

BNSF Railroad

BNSF Marshall Subdivision

2028

2032

2033

2041

1070

1104

1045

3015

1069

1026

2162

2015

2017

2025

2168

1127

1015

2031

2044

1017

1071 1066 1021

1063

2048

1018

1128

2030

1078

1067

1064

2018

1024

2027

Document Path: K:\02051-020\GIS\Maps\EnvironmentalAssessment\Figure39_EnvironmentalJusticeA.mxd

Willmar Rail Connector & Industrial Access Project

S.P. 3403-74

Figure 39: Census Blocks with Minority Populations

Willmar, MN

Census Blocks in Project Study Area

Census Blocks with Minority Populations

Road Improvement

New Roadway Bridge

Road Removal

Railway Connection

Existing Railroad

0 Ü2,500

Feet
GÁWX

?ËA@

?1⁄4A@

?1⁄4A@

)n

)n

City of Willmar

Willmar Township

GdWX

BNSF Morris Subdivision

BNSF Marshall Subdivision

7806 (2)

7806 (1)

7805 (2)

7805 (3)

7807 (1)

Document Path: K:\02051-020\GIS\Maps\EnvironmentalAssessment\Figure40_EnvironmentalJusticeB.mxd

Willmar Rail Connector & Industrial Access Project

S.P. 3403-74

Figure 40: Census Block Groups with Low-Income Populations

Willmar, MN

Block Groups in Project Study Area

Block Groups with Low-Income Populations

Road Improvement

New Roadway Bridge

Road Removal

Railway Connection

Existing Railroad

0

Ü

9,600

Feet
GÁWX

)n

?ËA@

City of Willmar

Willmar Township

Foot

Lake

Hawk Creek

Z

GoWX

GdWX

BNSF Morris Subdivision

BNSF Marshall Subdivision

")8

")13

")26

")28

Willmar Municipal

John L Rice Field

25th St

Airport Dr SW

8th Ave NW

19th Ave SW

Trott Ave SW

22nd Ave SW 25th St SW

23rd St SW

9th Ave NW

33rd St NW

Vos Park Dr

24th St SW

1st Ave W

4th Ave SW

20th Ave SW

21st Ave SW

1st Ave SW

2nd Ave NW

Willmar Ave SW

36th

St NW

15th Ave

34th St NW

28th St SW

4th Ave SW

22nd St SW

45th St NW

7th Ave NW

7th Ave NW

30th St SW CSAH 5

30th Ave SW

Gorton Ave NW

30th St NW

Document Path: K:\02051-020\GIS\Maps\EnvironmentalAssessment\Figure41_TotalParcelAcquisitionsA.mxd

Willmar Rail Connector & Industrial Access Project

S.P. 3403-74

Figure 41: Total Parcel Acquisitions

Willmar, MN

Parcels - Total Acquisition Anticipated

Preliminary Right of way

Parcels

Railroad

0

Ü

1,700

Feet

See Table 20 in EA for permanent

right of way/permanent easement

acreages associated with each parcel

number
GÁWX

)n

?ËA@

City of Willmar

Willmar Township

Foot

Lake

Hawk Creek

Z

GoWX

GdWX

BNSF Morris Subdivision

BNSF Marshall Subdivision

")1

")2

")3

")12

")4

")5

")6

")8

")8

")7

")9

")9 ")8

")10

")11

")14

")15 ")16

")17

")11

")17

")18

")21

")20

")19

")11

")22

")23

")23

")11

")13

")24

")25

")11

")26

")27

")28

Willmar Municipal

John L Rice Field

25th St

Airport Dr SW

8th Ave NW

19th Ave SW

Trott Ave SW

22nd Ave SW 25th St SW

23rd St SW

9th Ave NW

Vos Park Dr

24th St SW

1st Ave W

4th Ave SW

20th Ave SW

21st Ave SW

1st Ave SW

2nd Ave NW

Willmar Ave SW

36th

St NW

15th Ave

34th St NW

28th St SW

4th Ave SW

22nd St SW

45th St NW

7th Ave NW

7th Ave NW

30th St SW CSAH 5

30th Ave SW

Gorton Ave NW

30th St NW

Document Path: K:\02051-020\GIS\Maps\EnvironmentalAssessment\Figure42_ParcelOwnership.mxd

Willmar Rail Connector & Industrial Access Project

S.P. 3403-74

Figure 42: Right of Way Impacts

Willmar, MN

Parcels

Railroad

0

Ü

1,700

Feet

See Table 20 in EA for permanent

right of way/permanent easement and

temporary easement acreages

associated with each parcel number
!(

!(

!(

!(

!(

!(

!(

!(

!(

!(

!( !( !(!(!(!(!(!(!( !(!(!(!(!(!(!(!(

!(!(

!(

^_ !(

^_

^_

?ËA@

GÁWX

)n

)n

?ËA@

Willmar Municipal

John L Rice Field

City of Willmar

Hawk Creek

eek

Z

GoWX

BNSF Marshall Subdivision

BNSF Morris Subdivision

GdWX

Not Proposed Noise Barrier H

Not Proposed Noise Barrier I

Not Proposed Noise Barrier G

Not Proposed Noise Barrier F

31

32

1

2

3

4

5

6

7

8

9

10

11 12

13

14

15

16

17

18

19 20

21

22

23 24

25 26

27

28

29

30

A

C

B

Document Path: K:\02051-020\GIS\Maps\EnvironmentalAssessment\Figure43_HwyTrafficSoundReceptors.mxd

Willmar Rail Connector & Industrial Access Project

S.P. 3403-74

Figure 43: Highway Traffic Sound Receptors

Willmar, MN

!( Traffic Noise Receptors

^_ Validation Locations

Not Proposed Noise Barrier

Road Improvement

New Roadway Bridge

Road Removal

Existing Railroad Lines

City Boundary

0

Ü

1,500

Feet

!(

!(

!(

!( !(

!( !(

!(!(!(!(

!(

!(

!(

!(

!(

!(

!(

!(

!(

!(

10

11

12 13

14

15 16

17

1819

20 21

22

23

24

25

26 27

28

29

30
")

!.!.!.!.

!.

!.

!.

!.

!. !.

!.

!.

!. !.!.

!.

!.

!. !.

!.

!.

GÁWX

?ËA@

?1⁄4A@

GÁWX

)n

)n

?ËA@

Willmar Municipal

John L Rice Field

City of Willmar

Willmar Township

Foot

Lake

Hawk Creek

Hawk Creek

Z

GoWX

BNSF Marshall Subdivision

BNSF Morris Subdivision

GdWX

R08 R09

R10

R11

R12

R07

R06

R05

R04 R17

R03

R02

R01 R16

R15

R14

R13

R18 R21

R20

R19

Document Path: K:\02051-020\GIS\Maps\EnvironmentalAssessment\Figure44_TrainNoise.mxd

Willmar Rail Connector & Industrial Access Project

S.P. 3403-74

Figure 44: Train Noise

Willmar, MN

!. Receptors

") At-Grade Crossing

Railway Connection

Existing Railroad Lines

Locomotive Horn

Vibration Screening

Noise Screening

City Boundary

0

Ü

2,000

Feet
")

!.!.!.!.

!.

!.

!.

!.

!. !.

!.

!.

!. !.!.

!.

!.

!. !.

!.

!.

")

")

")

")

")

GÁWX

?ËA@

?1⁄4A@

GÁWX

)n

)n

?ËA@

Willmar Municipal

John L Rice Field

City of Willmar

Willmar Township

Foot

Lake

Hawk Creek

Hawk Creek

Z

GoWX

BNSF Marshall Subdivision

BNSF Morris Subdivision

GdWX

R08 R09

R10

R11

R12

R07

R06

R05

R04 R17

R03

R02

R01 R16

R15

R14

R13

R18 R21

R20

R19

Document Path: K:\02051-020\GIS\Maps\EnvironmentalAssessment\Figure45_TrainVibration.mxd

Willmar Rail Connector & Industrial Access Project

S.P. 3403-74

Figure 45: Train Vibration

Willmar, MN

")

Crossovers

!. Receptors

") At-Grade Crossing

Railway Connection

Existing Railroad Lines

Locomotive Horn

Noise Screening

Moderate Impact

Severe Impact

City Boundary

0

Ü

2,000

Feet
GÁWX

?ËA@

?1⁄4A@

GÁWX

)n

)n

?ËA@

Willmar Municipal Airport

John L Rice Field

City of Willmar

Willmar Township

Foot

Lake

Hawk Creek

Hawk Creek

Z

GoWX

GdWX

Airport Dr SW

19th Ave SW

8th Ave NW

Gorton Ave NW

20th St NW

15th Ave NW

33rd St NW

2

22nd Ave SW 5th St SW

23rd St SW

9th Ave NW

33rd St NW

1st Ave W

26th St NW

4th Ave SW

45th St NW

20th Ave SW

21st Ave SW

14th Ave NW

1st Ave SW

2nd Ave NW

28th St NW

39th St NW

36th

St NW

34th St NW

29th St NW

60th St NW

28th

St SW

Willmar Ave SW

15th Ave

Trott Ave SW

4th Ave SW

24th St NW

22nd St SW

7th Ave NW

30th St SW

7th Ave NW

CSAH 5

60th St SW

30th Ave SW

30th St NW

Rau Prairie

Pothole WMA

Gopher

Ridge WMA Kandiyohi

WIA

#261

Document Path: K:\02051-020\GIS\Maps\EnvironmentalAssessment\Figure43_Section4fResources.mxd

Willmar Rail Connector & Industrial Access Project

S.P. 3403-74

Figure 46: Section 4(f) Resources

Willmar, MN

Ü

BNSF Marshall Subdivision

BNSF Morris Subdivision

Section 4(f) Temporary

Occupancy During New

Intersection Construction

0 2,500

Feet

Section 4(f)

DeMinimis

St. Paul and Pacific Railroad (HE-MPC-16387)

CSAH 5 Trail

Wildlife Management Area

Walk In Access Site

Railway Connection

Road Improvement

New Roadway Bridge

Road Removal

Railroad

Section 4(f) Resources Infrastructure
S.P. 3403-74 Appendix B Environmental Assessment/ 

Willmar Rail Connector & Industrial Access Project Environmental Assessment Worksheet

Appendix B – Traffic Memo
 Building a legacy – your legacy. 701 Xenia Avenue South

Suite 300

Minneapolis, MN 55416

Tel: 763-541-4800 

 Fax: 763-541-1700

Equal Opportunity Employer

wsbeng.com 

To: MnDOT

From: Sudheer Dhulipala, PE, PTOE

Cc: Tony Heppelmann, PE, Jack Corkle, AICP

Date: September 23, 2016

Re: Traffic forecasting Assumptions and Methodology

WSB Project No. 02051-020

Introduction

This memo summarizes the assumptions and methodology used in forecasting traffic volumes 

on roadways near Willmar for the Willmar Wye project. The proposed Willmar Wye project is 

located in the western portion of the City of Willmar. The project includes constructing a new 

railway connection between the Morris and Marshall Subdivisions of the BNSF Railway. The 

proposed railway alignment would cross three existing roadways; Trunk Highway (TH) 12, TH 40 

and 1st Avenue/CSAH 55. Because the railway will impact the highway transportation network, 

two primary alternatives were developed to address the impacts associated with the railway on 

TH 12. Alternative 1 (Figure 1) leaves TH 12 on its present alignment but requires TH 12 to be 

placed on walls within a portion of the project area. It also includes a grade separated crossing 

of the railway. Alternative 2 (Figure 2) realigns TH 12 to the south in order to eliminate the 

retaining walls. It too includes a grade separated crossing over the railway for TH 12. Three 

sub-alternatives within Alternative 2 were analyzed. Alternative 2A (Figure 2) provides access to 

1st Avenue from the west through an at-grade crossing and includes a quadrant interchange at 

the intersection of TH 12 and CSAH 55. In Alternative 2B (Figure 3), instead of a grade crossing 

on 1st Avenue, a local access road is constructed from TH 12 to provide west access to 1st

Avenue. In Alternative 2C (Figure 4 ), there is no access from the west to 1st Avenue and 

vehicles would need to find alternative routes to reach their destinations on 1st Avenue. In 

Alternatives 2B and 2C the intersection of TH 12 and CSAH 55 is at grade. It is anticipated that 

the project will include an overpass of the proposed railway on TH 40. Traffic forecasts were 

developed for all alternatives. 

Existing Traffic Volumes

Existing hourly turning movement traffic counts by mode were obtained in second week of 

June, 2016 at the intersections of CSAH 55/45th St NW, CSAH 55/TH 40, 45th St/TH 12, and TH 

12/CSAH 5 for 24 hours. The traffic counts are shown in the appendix. 
Page 2 

Figure 5 shows the existing 2016 ADT from recent traffic counts where available and from 

MnDOT traffic data for locations that were not counted. 

Year 2020 Forecasts

Year 2020 forecasts were estimated using the MnDOT traffic projection factor for Kandiyohi 

County and adjustments for changes in the transportation network. The MnDOT traffic 

projection factor for Kandiyohi County is 1.0 which means that the anticipated growth rate of 

traffic in the area is 0%. (Source: http://www.dot.state.mn.us/stateaid/csah/projectionfactors.pdf). It should be noted that Year 2020 No-Build forecasts are the same as existing 

counts as there is no change that will cause traffic volumes to change and growth rate is 0%. 

As part of this project, the intersections of CSAH 55 and TH 40 and 45th Street with TH 12 will be 

reconstructed. The intersection of CSAH 55 and 19th Avenue is also proposed to be upgraded by 

Kandiyohi County. So, year 2020 traffic volumes are expected to be the same as existing 

volumes in Alternative 1 except for some diversion of traffic to CSAH 55 due to improvements 

being proposed along CSAH 55. WSB estimated how much traffic would divert to CSAH 55 

based on the new alignment of roadways. It was estimated that 10% of the traffic from US 12 

destined to the Southeast part of Willmar and 5% of the traffic from TH 23 to the Northwest 

part of Willmar would redirect to CSAH 55 due to improvements along CSAH 55. Figure 6 shows 

the estimated traffic diversion due to the improvements on CSAH 55. 

The Year 2020 forecast for Alternative 1 shown in Figure 7 was obtained by adding the diverted 

traffic to existing ADTs. The existing 45th Street intersection on TH 12 will be closed and so the 

vehicles that were on 45th Street before are also redistributed based on the new alignment. 

In Alternative 2A, 2B and 2C, the Year 2020 forecasts were obtained by adding the estimated

diverted traffic volumes to the existing counts. In Alternative 2A, there is connection from TH 

12 and the new 45th Street intersection to 1st Avenue and an at-grade rail crossing is provided. It 

is estimated that 400 vehicles a day access the developments on 1st Avenue from the west 

based on existing traffic counts. Half of these vehicles will use the existing alignment of US 12 to 

access 1st Avenue while the other half will arrive from the south via CSAH 55. In Alternative 2B 

there is a local road connection from the new TH 12 to 1st Avenue. Vehicles arriving from the 

west and south use this access to reach their destinations on 1st Avenue. 

Alternative 2C is similar to 2B except that there is no local road connection to 1st Avenue from 

the west. This would cause vehicles going to 1st Avenue from the South and West to choose 

alternate routes to access their destinations on 1st Avenue. The estimated impacts of these 400 

vehicles choosing different routes are shown in the appendix. These are added to the existing 

counts and diversion to CSAH 55 impacts similar to Alternative 2B to obtain the forecasted 2020 

ADT for Alternative 2C. 

The Year 2020 forecasts for Alternatives 2A, 2B and 2C are shown in Figures 8, 9 and 10. 
Page 3 

Year 2040 Forecasts

The 2040 Forecasts assume zero percent growth in background traffic and full build-out of the 

industrial park proposed near CSAH 5 and TH 40. Therefore 2040 Traffic forecasts are the 2020 

forecasts plus the traffic from the proposed Industrial Park. The location of the proposed 

industrial park is shown in Figure 11. The site plan for the proposed industrial park is shown in 

Figure 12. Figure 13 shows the estimated percentage of the site generated trips by approach 

direction. These trips are assigned to the transportation network based on the shortest travel 

time between the origins and destinations. Trip approach direction for the trips shows which 

direction will be the origin or ultimate destination of the trips from the industrial park. The trip 

assignment shows which route the vehicles are likely to choose to come from these origins or 

reach these destinations. 

The estimated trip generation from the industrial park was calculated using ITE Trip Generation 

Manual 9th Edition. The estimated trip generation for the industrial park is shown in the table 

below. 

Table 1: Trip Generation From Industrial Park

Acres

Weekday 

Trips

Peak Hour Trips

AM PM

78.82 4289 506 495

In both AM and PM peak periods, approximately 500 trips are generated. The daily and peak 

hour trips are assigned to the network as shown in Figures 14 and 15. There will be no 

significant difference in the industrial park impacts between the Alternatives 2A, 2B and 2C, so 

one figure is shown for Alternative 2. 

Year 2040 Forecasts for a No-Build alternative were developed by adding the industrial park 

traffic to the existing traffic. The assumptions in this scenario were that there would be no 

diversion of traffic to CSAH 55 from US 12 or TH 23 and that the industrial park would be in 

place and fully built out. The forecasted ADT for this alternative is shown in Figure 16. 

The ADTs for Year 2040 for Alternative 1 are shown in Figure 17 and for Alternatives 2A, 2B and 

2C in Figures 18, 19 and 20 respectively. 
Page 4 

Figure 1 
Page 5 

Figure 2 
Page 6 

Figure 3 
Page 7 

Figure 4 
Page 8 

Figure 5 

Source: Traffic Counts Collected by WSB in 2016 and MnDOT Traffic Data ADT Map
Page 9 

Figure 6 
Page 10

Figure 7 

55. 
Page 11

Figure 8 
Page 12

Figure 9 
Page 13

Figure 10
Page 14

Figure 11
Page 15

Figure 12

 
Page 16

Figure 13
Page 17

Figure 14
Page 18

Figure 15
Page 19

Figure 16
Page 20

Figure 17
Page 21

Figure 18
Page 22

Figure 19
Page 23

Figure 20
Page 24

Hourly Volume Estimates for Noise Analysis

The forecasted trips from the industrial park were allocated to each hour of the day using the 

hourly distribution of traffic found on TH 12 in the vicinity of the study area. The table below 

shows the assumed hourly distribution of the trips from the industrial park. 

Table 2: Hourly Distribution of Industrial Park Traffic

Hour of 

Day Cars

Small 

Trucks

Heavy 

Trucks

1 0% 0% 1%

2 0% 1% 2%

3 0% 0% 2%

4 0% 0% 1%

5 1% 0% 2%

6 2% 1% 4%

7 5% 1% 6%

8 8% 10% 5%

9 5% 12% 6%

10 5% 12% 5%

11 5% 7% 6%

12 6% 10% 7%

13 6% 7% 5%

14 7% 8% 5%

15 7% 9% 7%

16 7% 8% 6%

17 9% 10% 5%

18 9% 1% 5%

19 6% 2% 3%

20 4% 1% 3%

21 3% 0% 4%

22 3% 0% 3%

23 1% 1% 2%

24 1% 0% 2%

Total 100% 100% 100%

The average truck trip percentage for industrial parks from the Trip Generation manual, which 

is 13%, was utilized to estimate truck trips in 2040 forecast. Based on truck percentages 

observed in existing traffic volumes it was estimated that 3% of traffic from the industrial park 

will be small trucks and 10% will be heavy trucks. 

The hourly volumes by mode are calculated for the required locations and are shown in 

separate spreadsheets for the purpose of noise analysis. The locations where forecasts are 

needed were labeled using unique identifiers in each alternative. The counts in the 

spreadsheets correspond to these location identifiers as shown in figures A4 and A5 in the 
Page 25

appendix. It should be noted that Alternative 2 shown in noise forecasts is slightly different 

from the sub alternatives 2A, 2B and 2C as there is an at-grade crossing on 1st Avenue in this 

alternative like Alternative 2A but there is no quadrant interchange at TH 12 and CSAH 55. The 

intersection of TH 12 and CSAH 55 in this alternative is at grade. 
Page 26

Turning Movement Counts

Forecasted turning movement counts at the key intersections are calculated similar to the ADT 

forecasts by adding the estimated traffic that will divert to the new roadways to the existing 

turning movements. 

 

CSAH 55 and TH 40

Existing Counts are shown below. North is up in all figures and numbers in parentheses are 

(PM) volumes while the numbers not in parentheses are AM volumes. 

AM (PM) peak hour volume

Peak Hour forecast 2040 – Calculated as sum of 2020 forecast and industrial park impact 4 (8) 15 (19) 3 (3) 0 (0)

k

40 (74)

8 (5)

f

i r w ] "

60 (64)

s

0 (0)

> = 2 4 8

1 (2)

6 (5) ,

0 (0)

x

0 (0)4 (3)

23 (8)

1 (2)

4 (3)

v

x

0 (0)4 (3)

60 (31)43 (12)

4 (3)

81 (69) v

6 (5) ,

0 (0)

0 (0)

> = 2 4 8

] "

10 (41)

44 (94)

s

f

4 (8)38 (73)3 (3)

i r w

0 (0)

k 8 (5)

CSAH 55

TH 40

CSAH 55

TH 40
Page 27

AM (PM) peak hour volume

CSAH 5 and TH 12

Existing Counts at this intersection are shown below. 

AM (PM) peak hour volume

Forecasted 2040 Turning Movement Counts are shown below. 

AM (PM) peak hour volume 0 (0)

k 44 (132)

38 (36)195 (150)117 (86)

i r w

22 (36)

129 (194)

s

f

0 (0)

0 (0)

> = 2 4 8

] "

x

0 (0)

51 (113)96 (217)

22 (26)

25 (34)

183 (131) v

102 (72) ,

38 (36)216 (155)117 (86)0 (0)

i r w ]

144 (82)

44 (132)

f

k

129 (194)

s 127 (62)

" 0 (0)

0 (0) > = 2 4 8

x

0 (0)

60 (152)

100 (237)

43 (124)

25 (34)

183 (131) v

,

CSAH 5

TH 12

CSAH 5

TH 12
Page 28

CSAH 55 and TH 12

This intersection does not exist in existing conditions and in Alternative 1. 

Forecasted 2040 Turning Movement Counts for Alternative 2 are shown below. 

AM (PM) peak hour volume

19 (22) ,

0 (0)

x

0 (0)

23 (18)

1 (0)

81 (26)

6 (1)

v

s

0 (0)

> = 2 4 8

27 (78)

i r w ] "

425 (169)

1 (5)0 (1)5 (8)0 (0)

k

176 (410)

8 (4)

f

CSAH 55

TH 12
 Building a legacy – your legacy. 701 Xenia Avenue South

Suite 300

Minneapolis, MN 55416

Tel: 763-541-4800 

 Fax: 763-541-1700

Equal Opportunity Employer

wsbeng.com 

Appendix

Contents

New Alignment Impacts

Turning Movement Counts Supporting Information

Noise Analysis Location Identifiers

Existing 24 Hour Counts Collected by WSB
New Alignment Impacts

Impacts of realigning the roadways in Alternatives 2A, 2B and 2C are shown in figures below. 

Figure A1
Figure A2
Alternative 2C is very similar to Alternative 2B except that there is no west access to 1st Avenue 

in 2C. The difference between Alternative 2B and 2C due to absence of western access to 1st

Avenue is shown in the figure below. 

Figure A3
Turning Movement Counts Supporting Information

In the AM and PM peak hours, the inbound and outbound trips from the industrial park will be 

distributed according to the following percentages based on the ITE Trip Generation Manual. 

These distributions are useful in generating intersection turning movement counts.

Table A1: Peak Hour Inbound/Outbound Percentage

AM PM

In Out In Out

83% 17% 21% 79%

CSAH 55 and TH 40

Impact of diversion to CSAH 55 from TH 12 and TH 23 is shown below. The peak hour volumes 

were estimated based on existing peak hour proportions. 

AM (PM) peak hour volume

0 (0)

x

0 (0)

 ()

37 (23)

 ()

 ()

v

s

0 (0)

> = 2 4 8

 ()

 ()

 ()

f

"

 ()23 (54) ()0 (0)

k

i r w ]

 ()

 () ,

CSAH 55

TH 40
Forecasted 2020 Peak Hour Turning Movement Counts – Sum of existing counts and diversion 

impacts. 

AM (PM) peak hour volume

2040 Industrial Park Impacts at this intersection are shown below. These are added to 2020 

counts to get 2040 counts. 

AM (PM) peak hour volume

4 (3)

60 (64) v

6 (5) ,

0 (0)

x

0 (0)4 (3)

60 (31)

1 (2)

0 (0)

> = 2 4

i

1 (2)

40 (74)

8 (5)

0 (0)

]

4 (8)38 (73)3 (3)

r w

 (0) (0) (0)0 (0)

i r w ]

 (0)

 (0)

f

k

4 (20)

s 9 (39)

" 0 (0)

0 (0) > = 2 4 8

x

0 (0)

 (0) (0)

42 (10)

 (0)

21 (5) v

,

CSAH 55

TH 40

CSAH 55

TH 40
CSAH 5 and TH 12

Industrial Park Impacts: The differences between Alternatives 2A, 2B and 2C during peak hour 

are ignored and one estimate is used for all alternatives. 

AM (PM) peak hour volume

 (0)21 (5) (0)

r w

 (0)

f

0 (0)

k

] "

105 (26)

 (0)

s

0 (0)

x

0 (0)

9 (39)4 (20)

21 (98)

0 (0)

> = 2 4 8

i

 (0)

 (0) v

42 (10) ,

CSAH 5

TH 12
Noise Analysis Location Identifiers

Figure A4
Figure A5
File Name : csah 55 & 45th st

Site Code : 00000004

Start Date : 6/7/2016

Page No : 1

TH 40 & CSAH 55

24 hr count

Willmar, MN

sunny

Groups Printed- vehicles - small trucks - heavy trucks

CSAH 55

From North From East

CSAH 55

From South

45th St

From West

Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total

12:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

12:15 AM 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 1

12:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

12:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

Total 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 1

01:00 AM 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1 0 0 1 0 1 2

01:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

01:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

01:45 AM 0 0 0 0 0 0 0 0 0 0 0 2 0 0 2 0 0 0 0 0 2

Total 0 0 0 0 0 0 0 0 0 0 0 3 0 0 3 0 0 1 0 1 4

02:00 AM 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 1

02:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

02:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

02:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

Total 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 1

03:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

03:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

03:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

03:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

Total 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

04:00 AM 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 1

04:15 AM 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 1

04:30 AM 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 1

04:45 AM 0 2 0 0 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2

Total 0 2 0 0 2 0 0 0 0 0 0 3 0 0 3 0 0 0 0 0 5

05:00 AM 0 2 0 0 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2

05:15 AM 1 1 0 0 2 0 0 0 0 0 0 0 0 0 0 0 0 1 0 1 3

05:30 AM 0 1 0 0 1 0 0 0 0 0 0 1 1 0 2 0 0 1 0 1 4

05:45 AM 0 0 0 0 0 0 0 0 0 0 0 1 1 0 2 1 0 1 0 2 4

Total 1 4 0 0 5 0 0 0 0 0 0 2 2 0 4 1 0 3 0 4 13

06:00 AM 1 3 0 0 4 0 0 0 0 0 0 2 1 0 3 1 0 1 0 2 9

06:15 AM 0 4 0 0 4 0 0 0 0 0 0 1 0 0 1 2 0 1 0 3 8

06:30 AM 1 2 0 0 3 0 0 0 0 0 0 6 0 0 6 0 0 0 0 0 9

06:45 AM 1 3 0 0 4 0 0 0 0 0 0 3 2 0 5 2 0 3 0 5 14

Total 3 12 0 0 15 0 0 0 0 0 0 12 3 0 15 5 0 5 0 10 40

07:00 AM 1 2 0 0 3 0 0 0 0 0 0 4 2 0 6 1 0 2 0 3 12

07:15 AM 2 4 0 0 6 0 0 0 0 0 0 5 2 0 7 1 0 1 0 2 15

07:30 AM 0 7 0 0 7 0 0 0 0 0 0 11 2 0 13 2 0 2 0 4 24

07:45 AM 4 3 0 0 7 0 0 0 0 0 0 5 3 0 8 0 0 5 0 5 20

Total 7 16 0 0 23 0 0 0 0 0 0 25 9 0 34 4 0 10 0 14 71

08:00 AM 9 5 0 0 14 0 0 0 0 0 0 3 4 0 7 1 0 0 0 1 22

08:15 AM 3 4 0 0 7 0 0 0 0 0 0 4 0 0 4 4 0 1 0 5 16

08:30 AM 1 3 0 0 4 0 0 0 0 0 0 3 0 0 3 0 0 2 0 2 9

08:45 AM 5 5 0 0 10 0 0 0 0 0 0 1 0 0 1 1 0 0 0 1 12

Total 18 17 0 0 35 0 0 0 0 0 0 11 4 0 15 6 0 3 0 9 59

09:00 AM 1 2 0 0 3 0 0 0 0 0 0 4 0 0 4 6 0 3 0 9 16

09:15 AM 0 6 0 0 6 0 0 0 0 0 0 1 5 0 6 0 0 2 0 2 14

09:30 AM 0 2 0 0 2 0 0 0 0 0 0 2 1 0 3 2 0 1 0 3 8

09:45 AM 2 1 0 0 3 0 0 0 0 0 0 6 1 0 7 4 0 4 0 8 18

Total 3 11 0 0 14 0 0 0 0 0 0 13 7 0 20 12 0 10 0 22 56

WSB & Associates

701 Xenia Ave S

Minneapolis, MN
File Name : csah 55 & 45th st

Site Code : 00000004

Start Date : 6/7/2016

Page No : 2

TH 40 & CSAH 55

24 hr count

Willmar, MN

sunny

Groups Printed- vehicles - small trucks - heavy trucks

CSAH 55

From North From East

CSAH 55

From South

45th St

From West

Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total

10:00 AM 2 2 0 0 4 0 0 0 0 0 0 4 1 0 5 1 0 2 0 3 12

10:15 AM 1 2 0 0 3 0 0 0 0 0 0 2 0 0 2 1 0 1 0 2 7

10:30 AM 0 6 0 0 6 0 0 0 0 0 0 5 1 0 6 4 0 2 0 6 18

10:45 AM 1 7 0 0 8 0 0 0 0 0 0 3 4 0 7 1 0 1 0 2 17

Total 4 17 0 0 21 0 0 0 0 0 0 14 6 0 20 7 0 6 0 13 54

11:00 AM 2 1 0 0 3 0 0 0 0 0 0 4 0 0 4 2 1 4 0 7 14

11:15 AM 4 1 0 0 5 0 0 0 0 0 0 4 2 0 6 0 0 2 0 2 13

11:30 AM 1 5 0 0 6 0 0 0 0 0 0 0 0 0 0 1 0 2 0 3 9

11:45 AM 0 5 0 0 5 0 0 0 0 0 0 3 2 0 5 0 0 2 0 2 12

Total 7 12 0 0 19 0 0 0 0 0 0 11 4 0 15 3 1 10 0 14 48

12:00 PM 1 6 0 0 7 0 0 0 0 0 0 2 3 0 5 2 0 1 0 3 15

12:15 PM 1 2 0 0 3 0 0 0 0 0 0 3 6 0 9 1 0 1 0 2 14

12:30 PM 2 2 0 0 4 0 0 0 0 0 0 2 3 0 5 2 0 0 0 2 11

12:45 PM 0 3 0 0 3 0 0 0 0 0 0 2 1 0 3 2 0 2 0 4 10

Total 4 13 0 0 17 0 0 0 0 0 0 9 13 0 22 7 0 4 0 11 50

01:00 PM 2 5 0 0 7 0 0 0 0 0 0 3 0 0 3 1 0 2 0 3 13

01:15 PM 0 1 0 0 1 0 0 0 0 0 0 1 2 0 3 0 0 1 0 1 5

01:30 PM 2 4 0 0 6 0 0 0 0 0 0 5 5 0 10 1 0 0 0 1 17

01:45 PM 3 4 0 0 7 0 0 0 0 0 0 7 1 0 8 1 0 1 0 2 17

Total 7 14 0 0 21 0 0 0 0 0 0 16 8 0 24 3 0 4 0 7 52

02:00 PM 1 5 0 0 6 0 0 0 0 0 0 8 0 0 8 1 0 0 0 1 15

02:15 PM 1 3 0 0 4 0 0 0 0 0 0 5 1 0 6 0 0 0 0 0 10

02:30 PM 2 5 0 0 7 0 0 0 0 0 0 2 1 0 3 2 0 2 0 4 14

02:45 PM 2 3 0 0 5 0 0 0 0 0 0 0 0 0 0 2 1 3 0 6 11

Total 6 16 0 0 22 0 0 0 0 0 0 15 2 0 17 5 1 5 0 11 50

03:00 PM 1 5 0 0 6 0 0 0 0 0 0 6 1 0 7 2 0 2 0 4 17

03:15 PM 1 4 0 0 5 0 0 0 0 0 0 0 1 0 1 1 0 1 0 2 8

03:30 PM 2 7 0 0 9 0 0 0 0 0 0 3 1 0 4 3 0 1 0 4 17

03:45 PM 0 2 0 0 2 0 0 0 0 0 0 2 2 0 4 4 0 6 0 10 16

Total 4 18 0 0 22 0 0 0 0 0 0 11 5 0 16 10 0 10 0 20 58

04:00 PM 1 6 0 0 7 0 0 0 0 0 0 2 1 0 3 2 0 2 0 4 14

04:15 PM 1 3 0 0 4 0 0 0 0 0 0 2 2 0 4 5 0 2 0 7 15

04:30 PM 1 4 0 0 5 0 0 0 0 0 0 4 3 0 7 5 0 2 0 7 19

04:45 PM 2 5 0 0 7 0 0 0 0 0 0 2 2 0 4 1 0 2 0 3 14

Total 5 18 0 0 23 0 0 0 0 0 0 10 8 0 18 13 0 8 0 21 62

05:00 PM 4 10 0 0 14 0 0 0 0 0 0 3 2 0 5 0 0 1 0 1 20

05:15 PM 2 8 0 0 10 0 0 0 0 0 0 4 4 0 8 2 0 5 0 7 25

05:30 PM 1 6 0 0 7 0 0 0 0 0 0 2 2 0 4 5 0 1 0 6 17

05:45 PM 2 2 0 0 4 0 0 0 0 0 0 1 1 0 2 3 0 0 0 3 9

Total 9 26 0 0 35 0 0 0 0 0 0 10 9 0 19 10 0 7 0 17 71

06:00 PM 1 0 0 0 1 0 0 0 0 0 0 4 1 0 5 0 0 0 0 0 6

06:15 PM 1 4 0 0 5 0 0 0 0 0 0 1 1 0 2 3 0 0 0 3 10

06:30 PM 1 2 0 0 3 0 0 0 0 0 0 2 0 0 2 0 0 0 0 0 5

06:45 PM 2 1 0 0 3 0 0 0 0 0 0 1 1 0 2 0 0 2 0 2 7

Total 5 7 0 0 12 0 0 0 0 0 0 8 3 0 11 3 0 2 0 5 28

07:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 1 0 1 1 0 3 0 4 5

07:15 PM 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1 2 0 1 0 3 4

07:30 PM 1 1 0 0 2 0 0 0 0 0 0 1 2 0 3 2 0 0 0 2 7

07:45 PM 3 3 0 0 6 0 0 0 0 0 0 1 0 0 1 0 0 1 0 1 8

Total 4 4 0 0 8 0 0 0 0 0 0 3 3 0 6 5 0 5 0 10 24

WSB & Associates

701 Xenia Ave S

Minneapolis, MN
File Name : csah 55 & 45th st

Site Code : 00000004

Start Date : 6/7/2016

Page No : 3

TH 40 & CSAH 55

24 hr count

Willmar, MN

sunny

Groups Printed- vehicles - small trucks - heavy trucks

CSAH 55

From North From East

CSAH 55

From South

45th St

From West

Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total

08:00 PM 2 0 0 0 2 0 0 0 0 0 0 0 1 0 1 0 0 2 0 2 5

08:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 1 0 1 2 0 1 0 3 4

08:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 1 0 1 0 0 0 0 0 1

08:45 PM 0 1 0 0 1 0 0 0 0 0 0 0 2 0 2 1 0 0 0 1 4

Total 2 1 0 0 3 0 0 0 0 0 0 0 5 0 5 3 0 3 0 6 14

09:00 PM 0 0 0 0 0 0 0 0 0 0 0 2 0 0 2 0 0 1 0 1 3

09:15 PM 0 1 0 0 1 0 0 0 0 0 0 2 1 0 3 0 0 1 0 1 5

09:30 PM 0 1 0 0 1 0 0 0 0 0 0 0 2 0 2 0 0 0 0 0 3

09:45 PM 0 2 0 0 2 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 3

Total 0 4 0 0 4 0 0 0 0 0 0 5 3 0 8 0 0 2 0 2 14

10:00 PM 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 1

10:15 PM 1 0 0 0 1 0 0 0 0 0 0 0 1 0 1 0 0 0 0 0 2

10:30 PM 0 1 0 0 1 0 0 0 0 0 0 1 0 0 1 0 0 1 0 1 3

10:45 PM 0 1 0 0 1 0 0 0 0 0 0 2 1 0 3 0 0 0 0 0 4

Total 1 2 0 0 3 0 0 0 0 0 0 4 2 0 6 0 0 1 0 1 10

11:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

11:15 PM 0 1 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1

11:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

11:45 PM 0 1 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1

Total 0 2 0 0 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2

12:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

Grand Total 90 216 0 0 306 0 0 0 0 0 0 187 96 0 283 97 2 99 0 198 787

Apprch % 29.4 70.6 0 0 0 0 0 0 0 66.1 33.9 0 49 1 50 0 

Total % 11.4 27.4 0 0 38.9 0 0 0 0 0 0 23.8 12.2 0 36 12.3 0.3 12.6 0 25.2

vehicles 72 161 0 0 233 0 0 0 0 0 0 134 77 0 211 88 1 76 0 165 609

% vehicles 80 74.5 0 0 76.1 0 0 0 0 0 0 71.7 80.2 0 74.6 90.7 50 76.8 0 83.3 77.4

small trucks 8 12 0 0 20 0 0 0 0 0 0 6 8 0 14 5 0 8 0 13 47

% small trucks 8.9 5.6 0 0 6.5 0 0 0 0 0 0 3.2 8.3 0 4.9 5.2 0 8.1 0 6.6 6

heavy trucks 10 43 0 0 53 0 0 0 0 0 0 47 11 0 58 4 1 15 0 20 131

% heavy trucks 11.1 19.9 0 0 17.3 0 0 0 0 0 0 25.1 11.5 0 20.5 4.1 50 15.2 0 10.1 16.6

WSB & Associates

701 Xenia Ave S

Minneapolis, MN
File Name : csah 55 & 45th st

Site Code : 00000004

Start Date : 6/7/2016

Page No : 4

TH 40 & CSAH 55

24 hr count

Willmar, MN

sunny

CSAH 55

From North From East

CSAH 55

From South

45th St

From West

Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total

Peak Hour Analysis From 12:00 AM to 05:45 AM - Peak 1 of 1

Peak Hour for Entire Intersection Begins at 05:00 AM

05:00 AM 0 2 0 0 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2

05:15 AM 1 1 0 0 2 0 0 0 0 0 0 0 0 0 0 0 0 1 0 1 3

05:30 AM 0 1 0 0 1 0 0 0 0 0 0 1 1 0 2 0 0 1 0 1 4

05:45 AM 0 0 0 0 0 0 0 0 0 0 0 1 1 0 2 1 0 1 0 2 4

Total Volume 1 4 0 0 5 0 0 0 0 0 0 2 2 0 4 1 0 3 0 4 13

% App. Total

PHF .250 .500 .000 .000 .625 .000 .000 .000 .000 .000 .000 .500 .500 .000 .500 .250 .000 .750 .000 .500 .813

 CSAH 55 

 45th St 

 CSAH 55 

Right

1 

Thru

4 

Left

0 

Peds

0 

Out In Total

5 5 10 

Right

0 

Thru

0 

Left

0 

Peds

0 

Out Total In

0 0 0 

Left

2 

Thru

2 

Right

0 

Peds

0 

Out In Total

5 4 9 

Left

3 

Thru

0 

Right

1 

Peds

0 

Total Out In

3 4 7 

Peak Hour Begins at 05:00 AM

vehicles

small trucks

heavy trucks

Peak Hour Data

North

WSB & Associates

701 Xenia Ave S

Minneapolis, MN
File Name : csah 55 & 45th st

Site Code : 00000004

Start Date : 6/7/2016

Page No : 5

TH 40 & CSAH 55

24 hr count

Willmar, MN

sunny

CSAH 55

From North From East

CSAH 55

From South

45th St

From West

Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total

Peak Hour Analysis From 06:00 AM to 11:45 AM - Peak 1 of 1

Peak Hour for Entire Intersection Begins at 07:30 AM

07:30 AM 0 7 0 0 7 0 0 0 0 0 0 11 2 0 13 2 0 2 0 4 24

07:45 AM 4 3 0 0 7 0 0 0 0 0 0 5 3 0 8 0 0 5 0 5 20

08:00 AM 9 5 0 0 14 0 0 0 0 0 0 3 4 0 7 1 0 0 0 1 22

08:15 AM 3 4 0 0 7 0 0 0 0 0 0 4 0 0 4 4 0 1 0 5 16

Total Volume 16 19 0 0 35 0 0 0 0 0 0 23 9 0 32 7 0 8 0 15 82

% App. Total

PHF .444 .679 .000 .000 .625 .000 .000 .000 .000 .000 .000 .523 .563 .000 .615 .438 .000 .400 .000 .750 .854

 CSAH 55 

 45th St 

 CSAH 55 

Right

16 

Thru

19 

Left

0 

Peds

0 

Out In Total

31 35 66 

Right

0 

Thru

0 

Left

0 

Peds

0 

Out Total In

0 0 0 

Left

9 

Thru

23 

Right

0 

Peds

0 

Out In Total

26 32 58 

Left

8 

Thru

0 

Right

7 

Peds

0 

Total Out In

25 15 40 

Peak Hour Begins at 07:30 AM

vehicles

small trucks

heavy trucks

Peak Hour Data

North

WSB & Associates

701 Xenia Ave S

Minneapolis, MN
File Name : csah 55 & 45th st

Site Code : 00000004

Start Date : 6/7/2016

Page No : 1

TH 40 & CSAH 55

24 hr count

Willmar, MN

sunny

Groups Printed- heavy trucks

CSAH 55

From North From East

CSAH 55

From South

45th St

From West

Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total

12:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

12:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

12:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

12:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

Total 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

01:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 1 1

01:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

01:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

01:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

Total 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 1 1

02:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

02:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

02:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

02:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

Total 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

03:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

03:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

03:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

03:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

Total 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

04:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

04:15 AM 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 1

04:30 AM 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 1

04:45 AM 0 2 0 0 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2

Total 0 2 0 0 2 0 0 0 0 0 0 2 0 0 2 0 0 0 0 0 4

05:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

05:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

05:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 1 1

05:45 AM 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 1

Total 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1 0 0 1 0 1 2

06:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

06:15 AM 0 1 0 0 1 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 2

06:30 AM 0 1 0 0 1 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 2

06:45 AM 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 1

Total 0 2 0 0 2 0 0 0 0 0 0 3 0 0 3 0 0 0 0 0 5

07:00 AM 0 0 0 0 0 0 0 0 0 0 0 2 0 0 2 0 0 0 0 0 2

07:15 AM 0 1 0 0 1 0 0 0 0 0 0 2 1 0 3 0 0 0 0 0 4

07:30 AM 0 1 0 0 1 0 0 0 0 0 0 3 1 0 4 0 0 0 0 0 5

07:45 AM 1 0 0 0 1 0 0 0 0 0 0 2 0 0 2 0 0 0 0 0 3

Total 1 2 0 0 3 0 0 0 0 0 0 9 2 0 11 0 0 0 0 0 14

08:00 AM 2 4 0 0 6 0 0 0 0 0 0 1 0 0 1 1 0 0 0 1 8

08:15 AM 1 1 0 0 2 0 0 0 0 0 0 3 0 0 3 1 0 0 0 1 6

08:30 AM 0 2 0 0 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2

08:45 AM 0 1 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1

Total 3 8 0 0 11 0 0 0 0 0 0 4 0 0 4 2 0 0 0 2 17

09:00 AM 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1 0 0 1 0 1 2

09:15 AM 0 3 0 0 3 0 0 0 0 0 0 0 2 0 2 0 0 1 0 1 6

09:30 AM 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 1

09:45 AM 1 0 0 0 1 0 0 0 0 0 0 3 0 0 3 1 0 0 0 1 5

Total 1 3 0 0 4 0 0 0 0 0 0 5 2 0 7 1 0 2 0 3 14

WSB & Associates

701 Xenia Ave S

Minneapolis, MN
File Name : csah 55 & 45th st

Site Code : 00000004

Start Date : 6/7/2016

Page No : 2

TH 40 & CSAH 55

24 hr count

Willmar, MN

sunny

Groups Printed- heavy trucks

CSAH 55

From North From East

CSAH 55

From South

45th St

From West

Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total

10:00 AM 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1 0 0 1 0 1 2

10:15 AM 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 1

10:30 AM 0 1 0 0 1 0 0 0 0 0 0 2 1 0 3 0 0 0 0 0 4

10:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 1 0 1 0 0 0 0 0 1

Total 0 1 0 0 1 0 0 0 0 0 0 4 2 0 6 0 0 1 0 1 8

11:00 AM 2 0 0 0 2 0 0 0 0 0 0 3 0 0 3 0 0 1 0 1 6

11:15 AM 1 1 0 0 2 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 3

11:30 AM 0 2 0 0 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2

11:45 AM 0 2 0 0 2 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 3

Total 3 5 0 0 8 0 0 0 0 0 0 5 0 0 5 0 0 1 0 1 14

12:00 PM 0 2 0 0 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2

12:15 PM 0 2 0 0 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2

12:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

12:45 PM 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1 0 0 1 0 1 2

Total 0 4 0 0 4 0 0 0 0 0 0 1 0 0 1 0 0 1 0 1 6

01:00 PM 0 3 0 0 3 0 0 0 0 0 0 2 0 0 2 0 0 0 0 0 5

01:15 PM 0 0 0 0 0 0 0 0 0 0 0 1 1 0 2 0 0 0 0 0 2

01:30 PM 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 1

01:45 PM 1 1 0 0 2 0 0 0 0 0 0 1 1 0 2 0 0 1 0 1 5

Total 1 4 0 0 5 0 0 0 0 0 0 5 2 0 7 0 0 1 0 1 13

02:00 PM 0 3 0 0 3 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 4

02:15 PM 1 0 0 0 1 0 0 0 0 0 0 1 1 0 2 0 0 0 0 0 3

02:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

02:45 PM 0 1 0 0 1 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1 2

Total 1 4 0 0 5 0 0 0 0 0 0 2 1 0 3 0 1 0 0 1 9

03:00 PM 0 2 0 0 2 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 3

03:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

03:30 PM 0 1 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 1 0 1 2

03:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 0 2 2

Total 0 3 0 0 3 0 0 0 0 0 0 1 0 0 1 0 0 3 0 3 7

04:00 PM 0 1 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1

04:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

04:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 1 1

04:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

Total 0 1 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 1 0 1 2

05:00 PM 0 1 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1

05:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 1 0 1 0 0 1 0 1 2

05:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 1 1

05:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

Total 0 1 0 0 1 0 0 0 0 0 0 0 1 0 1 1 0 1 0 2 4

06:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

06:15 PM 0 1 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1

06:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

06:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

Total 0 1 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1

07:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

07:15 PM 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 1

07:30 PM 0 1 0 0 1 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 2

07:45 PM 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 1

Total 0 1 0 0 1 0 0 0 0 0 0 3 0 0 3 0 0 0 0 0 4

WSB & Associates

701 Xenia Ave S

Minneapolis, MN
File Name : csah 55 & 45th st

Site Code : 00000004

Start Date : 6/7/2016

Page No : 3

TH 40 & CSAH 55

24 hr count

Willmar, MN

sunny

Groups Printed- heavy trucks

CSAH 55

From North From East

CSAH 55

From South

45th St

From West

Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total

08:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

08:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

08:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

08:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

Total 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

09:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 1 1

09:15 PM 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1 0 0 1 0 1 2

09:30 PM 0 1 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1

09:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

Total 0 1 0 0 1 0 0 0 0 0 0 1 0 0 1 0 0 2 0 2 4

10:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

10:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 1 0 1 0 0 0 0 0 1

10:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

10:45 PM 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 1

Total 0 0 0 0 0 0 0 0 0 0 0 1 1 0 2 0 0 0 0 0 2

11:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

11:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

11:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

11:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

Total 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

12:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

Grand Total 10 43 0 0 53 0 0 0 0 0 0 47 11 0 58 4 1 15 0 20 131

Apprch % 18.9 81.1 0 0 0 0 0 0 0 81 19 0 20 5 75 0 

Total % 7.6 32.8 0 0 40.5 0 0 0 0 0 0 35.9 8.4 0 44.3 3.1 0.8 11.5 0 15.3

WSB & Associates

701 Xenia Ave S

Minneapolis, MN
File Name : csah 55 & 45th st

Site Code : 00000004

Start Date : 6/7/2016

Page No : 4

TH 40 & CSAH 55

24 hr count

Willmar, MN

sunny

CSAH 55

From North From East

CSAH 55

From South

45th St

From West

Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total

Peak Hour Analysis From 12:00 AM to 05:45 AM - Peak 1 of 1

Peak Hour for Entire Intersection Begins at 04:00 AM

04:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

04:15 AM 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 1

04:30 AM 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 1

04:45 AM 0 2 0 0 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2

Total Volume 0 2 0 0 2 0 0 0 0 0 0 2 0 0 2 0 0 0 0 0 4

% App. Total

PHF .000 .250 .000 .000 .250 .000 .000 .000 .000 .000 .000 .500 .000 .000 .500 .000 .000 .000 .000 .000 .500

 CSAH 55 

 45th St 

 CSAH 55 

Right

0 

Thru

2 

Left

0 

Peds

0 

Out In Total

2 2 4 

Right

0 

Thru

0 

Left

0 

Peds

0 

Out Total In

0 0 0 

Left

0 

Thru

2 

Right

0 

Peds

0 

Out In Total

2 2 4 

Left

0 

Thru

0 

Right

0 

Peds

0 

Total Out In

0 0 0 

Peak Hour Begins at 04:00 AM

heavy trucks

Peak Hour Data

North

WSB & Associates

701 Xenia Ave S

Minneapolis, MN
File Name : csah 55 & 45th st

Site Code : 00000004

Start Date : 6/7/2016

Page No : 5

TH 40 & CSAH 55

24 hr count

Willmar, MN

sunny

CSAH 55

From North From East

CSAH 55

From South

45th St

From West

Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total

Peak Hour Analysis From 06:00 AM to 11:45 AM - Peak 1 of 1

Peak Hour for Entire Intersection Begins at 07:30 AM

07:30 AM 0 1 0 0 1 0 0 0 0 0 0 3 1 0 4 0 0 0 0 0 5

07:45 AM 1 0 0 0 1 0 0 0 0 0 0 2 0 0 2 0 0 0 0 0 3

08:00 AM 2 4 0 0 6 0 0 0 0 0 0 1 0 0 1 1 0 0 0 1 8

08:15 AM 1 1 0 0 2 0 0 0 0 0 0 3 0 0 3 1 0 0 0 1 6

Total Volume 4 6 0 0 10 0 0 0 0 0 0 9 1 0 10 2 0 0 0 2 22

% App. Total

PHF .500 .375 .000 .000 .417 .000 .000 .000 .000 .000 .000 .750 .250 .000 .625 .500 .000 .000 .000 .500 .688

 CSAH 55 

 45th St 

 CSAH 55 

Right

4 

Thru

6 

Left

0 

Peds

0 

Out In Total

9 10 19 

Right

0 

Thru

0 

Left

0 

Peds

0 

Out Total In

0 0 0 

Left

1 

Thru

9 

Right

0 

Peds

0 

Out In Total

8 10 18 

Left

0 

Thru

0 

Right

2 

Peds

0 

Total Out In

5 2 7 

Peak Hour Begins at 07:30 AM

heavy trucks

Peak Hour Data

North

WSB & Associates

701 Xenia Ave S

Minneapolis, MN
File Name : csah 55 & 45th st

Site Code : 00000004

Start Date : 6/7/2016

Page No : 1

TH 40 & CSAH 55

24 hr count

Willmar, MN

sunny

Groups Printed- small trucks

CSAH 55

From North From East

CSAH 55

From South

45th St

From West

Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total

12:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

12:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

12:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

12:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

Total 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

01:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

01:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

01:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

01:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

Total 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

02:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

02:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

02:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

02:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

Total 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

03:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

03:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

03:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

03:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

Total 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

04:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

04:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

04:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

04:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

Total 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

05:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

05:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

05:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

05:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

Total 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

06:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 1 0 1 0 0 0 0 0 1

06:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

06:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

06:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

Total 0 0 0 0 0 0 0 0 0 0 0 0 1 0 1 0 0 0 0 0 1

07:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

07:15 AM 1 1 0 0 2 0 0 0 0 0 0 0 1 0 1 0 0 0 0 0 3

07:30 AM 0 1 0 0 1 0 0 0 0 0 0 0 1 0 1 0 0 0 0 0 2

07:45 AM 1 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 1 0 1 2

Total 2 2 0 0 4 0 0 0 0 0 0 0 2 0 2 0 0 1 0 1 7

08:00 AM 3 0 0 0 3 0 0 0 0 0 0 0 1 0 1 0 0 0 0 0 4

08:15 AM 1 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1

08:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

08:45 AM 1 1 0 0 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2

Total 5 1 0 0 6 0 0 0 0 0 0 0 1 0 1 0 0 0 0 0 7

09:00 AM 0 1 0 0 1 0 0 0 0 0 0 0 0 0 0 2 0 0 0 2 3

09:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

09:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

09:45 AM 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 1

Total 0 1 0 0 1 0 0 0 0 0 0 1 0 0 1 2 0 0 0 2 4

WSB & Associates

701 Xenia Ave S

Minneapolis, MN
File Name : csah 55 & 45th st

Site Code : 00000004

Start Date : 6/7/2016

Page No : 2

TH 40 & CSAH 55

24 hr count

Willmar, MN

sunny

Groups Printed- small trucks

CSAH 55

From North From East

CSAH 55

From South

45th St

From West

Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total

10:00 AM 0 1 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1

10:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

10:30 AM 0 2 0 0 2 0 0 0 0 0 0 1 0 0 1 0 0 1 0 1 4

10:45 AM 0 1 0 0 1 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 2

Total 0 4 0 0 4 0 0 0 0 0 0 2 0 0 2 0 0 1 0 1 7

11:00 AM 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1 0 0 2 0 2 3

11:15 AM 0 0 0 0 0 0 0 0 0 0 0 1 1 0 2 0 0 0 0 0 2

11:30 AM 1 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1

11:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

Total 1 0 0 0 1 0 0 0 0 0 0 2 1 0 3 0 0 2 0 2 6

12:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

12:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 2 0 2 0 0 0 0 0 2

12:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

12:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

Total 0 0 0 0 0 0 0 0 0 0 0 0 2 0 2 0 0 0 0 0 2

01:00 PM 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 1

01:15 PM 0 1 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1

01:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

01:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

Total 0 1 0 0 1 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 2

02:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

02:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

02:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

02:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 1 1

Total 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 1 1

03:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

03:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

03:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 1 1

03:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 1 0 2 2

Total 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 0 1 0 3 3

04:00 PM 0 1 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1

04:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

04:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 1 1

04:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

Total 0 1 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 1 0 1 2

05:00 PM 0 1 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1

05:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 1 0 1 0 0 1 0 1 2

05:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 1 1

05:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

Total 0 1 0 0 1 0 0 0 0 0 0 0 1 0 1 1 0 1 0 2 4

06:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

06:15 PM 0 1 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1

06:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

06:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

Total 0 1 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1

07:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

07:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

07:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

07:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

Total 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

WSB & Associates

701 Xenia Ave S

Minneapolis, MN
File Name : csah 55 & 45th st

Site Code : 00000004

Start Date : 6/7/2016

Page No : 3

TH 40 & CSAH 55

24 hr count

Willmar, MN

sunny

Groups Printed- small trucks

CSAH 55

From North From East

CSAH 55

From South

45th St

From West

Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total

08:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

08:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

08:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

08:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

Total 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

09:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

09:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

09:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

09:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

Total 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

10:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

10:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

10:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

10:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

Total 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

11:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

11:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

11:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

11:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

Total 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

12:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

Grand Total 8 12 0 0 20 0 0 0 0 0 0 6 8 0 14 5 0 8 0 13 47

Apprch % 40 60 0 0 0 0 0 0 0 42.9 57.1 0 38.5 0 61.5 0 

Total % 17 25.5 0 0 42.6 0 0 0 0 0 0 12.8 17 0 29.8 10.6 0 17 0 27.7

WSB & Associates

701 Xenia Ave S

Minneapolis, MN
File Name : csah 55 & 45th st

Site Code : 00000004

Start Date : 6/7/2016

Page No : 4

TH 40 & CSAH 55

24 hr count

Willmar, MN

sunny

CSAH 55

From North From East

CSAH 55

From South

45th St

From West

Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total

Peak Hour Analysis From 12:00 AM to 05:45 AM - Peak 1 of 1

Peak Hour for Entire Intersection Begins at 12:00 AM

12:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

12:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

12:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

12:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

Total Volume 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

% App. Total

PHF .000 .000 .000 .000 .000 .000 .000 .000 .000 .000 .000 .000 .000 .000 .000 .000 .000 .000 .000 .000 .000

 CSAH 55 

 45th St 

 CSAH 55 

Right

0 

Thru

0 

Left

0 

Peds

0 

Out In Total

0 0 0 

Right

0 

Thru

0 

Left

0 

Peds

0 

Out Total In

0 0 0 

Left

0 

Thru

0 

Right

0 

Peds

0 

Out In Total

0 0 0 

Left

0 

Thru

0 

Right

0 

Peds

0 

Total Out In

0 0 0 

Peak Hour Begins at 12:00 AM

small trucks

Peak Hour Data

North

WSB & Associates

701 Xenia Ave S

Minneapolis, MN
File Name : csah 55 & 45th st

Site Code : 00000004

Start Date : 6/7/2016

Page No : 5

TH 40 & CSAH 55

24 hr count

Willmar, MN

sunny

CSAH 55

From North From East

CSAH 55

From South

45th St

From West

Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total

Peak Hour Analysis From 06:00 AM to 11:45 AM - Peak 1 of 1

Peak Hour for Entire Intersection Begins at 07:15 AM

07:15 AM 1 1 0 0 2 0 0 0 0 0 0 0 1 0 1 0 0 0 0 0 3

07:30 AM 0 1 0 0 1 0 0 0 0 0 0 0 1 0 1 0 0 0 0 0 2

07:45 AM 1 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 1 0 1 2

08:00 AM 3 0 0 0 3 0 0 0 0 0 0 0 1 0 1 0 0 0 0 0 4

Total Volume 5 2 0 0 7 0 0 0 0 0 0 0 3 0 3 0 0 1 0 1 11

% App. Total

PHF .417 .500 .000 .000 .583 .000 .000 .000 .000 .000 .000 .000 .750 .000 .750 .000 .000 .250 .000 .250 .688

 CSAH 55 

 45th St 

 CSAH 55 

Right

5 

Thru

2 

Left

0 

Peds

0 

Out In Total

1 7 8 

Right

0 

Thru

0 

Left

0 

Peds

0 

Out Total In

0 0 0 

Left

3 

Thru

0 

Right

0 

Peds

0 

Out In Total

2 3 5 

Left

1 

Thru

0 

Right

0 

Peds

0 

Total Out In

8 1 9 

Peak Hour Begins at 07:15 AM

small trucks

Peak Hour Data

North

WSB & Associates

701 Xenia Ave S

Minneapolis, MN
File Name : csah 55 & 45th st

Site Code : 00000004

Start Date : 6/7/2016

Page No : 1

TH 40 & CSAH 55

24 hr count

Willmar, MN

sunny

Groups Printed- vehicles

CSAH 55

From North From East

CSAH 55

From South

45th St

From West

Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total

12:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

12:15 AM 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 1

12:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

12:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

Total 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 1

01:00 AM 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 1

01:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

01:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

01:45 AM 0 0 0 0 0 0 0 0 0 0 0 2 0 0 2 0 0 0 0 0 2

Total 0 0 0 0 0 0 0 0 0 0 0 3 0 0 3 0 0 0 0 0 3

02:00 AM 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 1

02:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

02:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

02:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

Total 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 1

03:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

03:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

03:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

03:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

Total 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

04:00 AM 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 1

04:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

04:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

04:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

Total 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 1

05:00 AM 0 2 0 0 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2

05:15 AM 1 1 0 0 2 0 0 0 0 0 0 0 0 0 0 0 0 1 0 1 3

05:30 AM 0 1 0 0 1 0 0 0 0 0 0 1 1 0 2 0 0 0 0 0 3

05:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 1 0 1 1 0 1 0 2 3

Total 1 4 0 0 5 0 0 0 0 0 0 1 2 0 3 1 0 2 0 3 11

06:00 AM 1 3 0 0 4 0 0 0 0 0 0 2 0 0 2 1 0 1 0 2 8

06:15 AM 0 3 0 0 3 0 0 0 0 0 0 0 0 0 0 2 0 1 0 3 6

06:30 AM 1 1 0 0 2 0 0 0 0 0 0 5 0 0 5 0 0 0 0 0 7

06:45 AM 1 3 0 0 4 0 0 0 0 0 0 2 2 0 4 2 0 3 0 5 13

Total 3 10 0 0 13 0 0 0 0 0 0 9 2 0 11 5 0 5 0 10 34

07:00 AM 1 2 0 0 3 0 0 0 0 0 0 2 2 0 4 1 0 2 0 3 10

07:15 AM 1 2 0 0 3 0 0 0 0 0 0 3 0 0 3 1 0 1 0 2 8

07:30 AM 0 5 0 0 5 0 0 0 0 0 0 8 0 0 8 2 0 2 0 4 17

07:45 AM 2 3 0 0 5 0 0 0 0 0 0 3 3 0 6 0 0 4 0 4 15

Total 4 12 0 0 16 0 0 0 0 0 0 16 5 0 21 4 0 9 0 13 50

08:00 AM 4 1 0 0 5 0 0 0 0 0 0 2 3 0 5 0 0 0 0 0 10

08:15 AM 1 3 0 0 4 0 0 0 0 0 0 1 0 0 1 3 0 1 0 4 9

08:30 AM 1 1 0 0 2 0 0 0 0 0 0 3 0 0 3 0 0 2 0 2 7

08:45 AM 4 3 0 0 7 0 0 0 0 0 0 1 0 0 1 1 0 0 0 1 9

Total 10 8 0 0 18 0 0 0 0 0 0 7 3 0 10 4 0 3 0 7 35

09:00 AM 1 1 0 0 2 0 0 0 0 0 0 3 0 0 3 4 0 2 0 6 11

09:15 AM 0 3 0 0 3 0 0 0 0 0 0 1 3 0 4 0 0 1 0 1 8

09:30 AM 0 2 0 0 2 0 0 0 0 0 0 1 1 0 2 2 0 1 0 3 7

09:45 AM 1 1 0 0 2 0 0 0 0 0 0 2 1 0 3 3 0 4 0 7 12

Total 2 7 0 0 9 0 0 0 0 0 0 7 5 0 12 9 0 8 0 17 38

WSB & Associates

701 Xenia Ave S

Minneapolis, MN
File Name : csah 55 & 45th st

Site Code : 00000004

Start Date : 6/7/2016

Page No : 2

TH 40 & CSAH 55

24 hr count

Willmar, MN

sunny

Groups Printed- vehicles

CSAH 55

From North From East

CSAH 55

From South

45th St

From West

Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total

10:00 AM 2 1 0 0 3 0 0 0 0 0 0 3 1 0 4 1 0 1 0 2 9

10:15 AM 1 2 0 0 3 0 0 0 0 0 0 1 0 0 1 1 0 1 0 2 6

10:30 AM 0 3 0 0 3 0 0 0 0 0 0 2 0 0 2 4 0 1 0 5 10

10:45 AM 1 6 0 0 7 0 0 0 0 0 0 2 3 0 5 1 0 1 0 2 14

Total 4 12 0 0 16 0 0 0 0 0 0 8 4 0 12 7 0 4 0 11 39

11:00 AM 0 1 0 0 1 0 0 0 0 0 0 0 0 0 0 2 1 1 0 4 5

11:15 AM 3 0 0 0 3 0 0 0 0 0 0 2 1 0 3 0 0 2 0 2 8

11:30 AM 0 3 0 0 3 0 0 0 0 0 0 0 0 0 0 1 0 2 0 3 6

11:45 AM 0 3 0 0 3 0 0 0 0 0 0 2 2 0 4 0 0 2 0 2 9

Total 3 7 0 0 10 0 0 0 0 0 0 4 3 0 7 3 1 7 0 11 28

12:00 PM 1 4 0 0 5 0 0 0 0 0 0 2 3 0 5 2 0 1 0 3 13

12:15 PM 1 0 0 0 1 0 0 0 0 0 0 3 4 0 7 1 0 1 0 2 10

12:30 PM 2 2 0 0 4 0 0 0 0 0 0 2 3 0 5 2 0 0 0 2 11

12:45 PM 0 3 0 0 3 0 0 0 0 0 0 1 1 0 2 2 0 1 0 3 8

Total 4 9 0 0 13 0 0 0 0 0 0 8 11 0 19 7 0 3 0 10 42

01:00 PM 2 2 0 0 4 0 0 0 0 0 0 0 0 0 0 1 0 2 0 3 7

01:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 1 0 1 0 0 1 0 1 2

01:30 PM 2 4 0 0 6 0 0 0 0 0 0 4 5 0 9 1 0 0 0 1 16

01:45 PM 2 3 0 0 5 0 0 0 0 0 0 6 0 0 6 1 0 0 0 1 12

Total 6 9 0 0 15 0 0 0 0 0 0 10 6 0 16 3 0 3 0 6 37

02:00 PM 1 2 0 0 3 0 0 0 0 0 0 7 0 0 7 1 0 0 0 1 11

02:15 PM 0 3 0 0 3 0 0 0 0 0 0 4 0 0 4 0 0 0 0 0 7

02:30 PM 2 5 0 0 7 0 0 0 0 0 0 2 1 0 3 2 0 2 0 4 14

02:45 PM 2 2 0 0 4 0 0 0 0 0 0 0 0 0 0 2 0 2 0 4 8

Total 5 12 0 0 17 0 0 0 0 0 0 13 1 0 14 5 0 4 0 9 40

03:00 PM 1 3 0 0 4 0 0 0 0 0 0 5 1 0 6 2 0 2 0 4 14

03:15 PM 1 4 0 0 5 0 0 0 0 0 0 0 1 0 1 1 0 1 0 2 8

03:30 PM 2 6 0 0 8 0 0 0 0 0 0 3 1 0 4 2 0 0 0 2 14

03:45 PM 0 2 0 0 2 0 0 0 0 0 0 2 2 0 4 3 0 3 0 6 12

Total 4 15 0 0 19 0 0 0 0 0 0 10 5 0 15 8 0 6 0 14 48

04:00 PM 1 4 0 0 5 0 0 0 0 0 0 2 1 0 3 2 0 2 0 4 12

04:15 PM 1 3 0 0 4 0 0 0 0 0 0 2 2 0 4 5 0 2 0 7 15

04:30 PM 1 4 0 0 5 0 0 0 0 0 0 4 3 0 7 5 0 0 0 5 17

04:45 PM 2 5 0 0 7 0 0 0 0 0 0 2 2 0 4 1 0 2 0 3 14

Total 5 16 0 0 21 0 0 0 0 0 0 10 8 0 18 13 0 6 0 19 58

05:00 PM 4 8 0 0 12 0 0 0 0 0 0 3 2 0 5 0 0 1 0 1 18

05:15 PM 2 8 0 0 10 0 0 0 0 0 0 4 2 0 6 2 0 3 0 5 21

05:30 PM 1 6 0 0 7 0 0 0 0 0 0 2 2 0 4 3 0 1 0 4 15

05:45 PM 2 2 0 0 4 0 0 0 0 0 0 1 1 0 2 3 0 0 0 3 9

Total 9 24 0 0 33 0 0 0 0 0 0 10 7 0 17 8 0 5 0 13 63

06:00 PM 1 0 0 0 1 0 0 0 0 0 0 4 1 0 5 0 0 0 0 0 6

06:15 PM 1 2 0 0 3 0 0 0 0 0 0 1 1 0 2 3 0 0 0 3 8

06:30 PM 1 2 0 0 3 0 0 0 0 0 0 2 0 0 2 0 0 0 0 0 5

06:45 PM 2 1 0 0 3 0 0 0 0 0 0 1 1 0 2 0 0 2 0 2 7

Total 5 5 0 0 10 0 0 0 0 0 0 8 3 0 11 3 0 2 0 5 26

07:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 1 0 1 1 0 3 0 4 5

07:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 0 1 0 3 3

07:30 PM 1 0 0 0 1 0 0 0 0 0 0 0 2 0 2 2 0 0 0 2 5

07:45 PM 3 3 0 0 6 0 0 0 0 0 0 0 0 0 0 0 0 1 0 1 7

Total 4 3 0 0 7 0 0 0 0 0 0 0 3 0 3 5 0 5 0 10 20

WSB & Associates

701 Xenia Ave S

Minneapolis, MN
File Name : csah 55 & 45th st

Site Code : 00000004

Start Date : 6/7/2016

Page No : 3

TH 40 & CSAH 55

24 hr count

Willmar, MN

sunny

Groups Printed- vehicles

CSAH 55

From North From East

CSAH 55

From South

45th St

From West

Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total

08:00 PM 2 0 0 0 2 0 0 0 0 0 0 0 1 0 1 0 0 2 0 2 5

08:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 1 0 1 2 0 1 0 3 4

08:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 1 0 1 0 0 0 0 0 1

08:45 PM 0 1 0 0 1 0 0 0 0 0 0 0 2 0 2 1 0 0 0 1 4

Total 2 1 0 0 3 0 0 0 0 0 0 0 5 0 5 3 0 3 0 6 14

09:00 PM 0 0 0 0 0 0 0 0 0 0 0 2 0 0 2 0 0 0 0 0 2

09:15 PM 0 1 0 0 1 0 0 0 0 0 0 1 1 0 2 0 0 0 0 0 3

09:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 2 0 2 0 0 0 0 0 2

09:45 PM 0 2 0 0 2 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 3

Total 0 3 0 0 3 0 0 0 0 0 0 4 3 0 7 0 0 0 0 0 10

10:00 PM 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 1

10:15 PM 1 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1

10:30 PM 0 1 0 0 1 0 0 0 0 0 0 1 0 0 1 0 0 1 0 1 3

10:45 PM 0 1 0 0 1 0 0 0 0 0 0 1 1 0 2 0 0 0 0 0 3

Total 1 2 0 0 3 0 0 0 0 0 0 3 1 0 4 0 0 1 0 1 8

11:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

11:15 PM 0 1 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1

11:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

11:45 PM 0 1 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1

Total 0 2 0 0 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2

12:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

Grand Total 72 161 0 0 233 0 0 0 0 0 0 134 77 0 211 88 1 76 0 165 609

Apprch % 30.9 69.1 0 0 0 0 0 0 0 63.5 36.5 0 53.3 0.6 46.1 0 

Total % 11.8 26.4 0 0 38.3 0 0 0 0 0 0 22 12.6 0 34.6 14.4 0.2 12.5 0 27.1

WSB & Associates

701 Xenia Ave S

Minneapolis, MN
File Name : csah 55 & 45th st

Site Code : 00000004

Start Date : 6/7/2016

Page No : 4

TH 40 & CSAH 55

24 hr count

Willmar, MN

sunny

CSAH 55

From North From East

CSAH 55

From South

45th St

From West

Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total

Peak Hour Analysis From 12:00 AM to 05:45 AM - Peak 1 of 1

Peak Hour for Entire Intersection Begins at 05:00 AM

05:00 AM 0 2 0 0 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2

05:15 AM 1 1 0 0 2 0 0 0 0 0 0 0 0 0 0 0 0 1 0 1 3

05:30 AM 0 1 0 0 1 0 0 0 0 0 0 1 1 0 2 0 0 0 0 0 3

05:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 1 0 1 1 0 1 0 2 3

Total Volume 1 4 0 0 5 0 0 0 0 0 0 1 2 0 3 1 0 2 0 3 11

% App. Total

PHF .250 .500 .000 .000 .625 .000 .000 .000 .000 .000 .000 .250 .500 .000 .375 .250 .000 .500 .000 .375 .917

 CSAH 55 

 45th St 

 CSAH 55 

Right

1 

Thru

4 

Left

0 

Peds

0 

Out In Total

3 5 8 

Right

0 

Thru

0 

Left

0 

Peds

0 

Out Total In

0 0 0 

Left

2 

Thru

1 

Right

0 

Peds

0 

Out In Total

5 3 8 

Left

2 

Thru

0 

Right

1 

Peds

0 

Total Out In

3 3 6 

Peak Hour Begins at 05:00 AM

vehicles

Peak Hour Data

North

WSB & Associates

701 Xenia Ave S

Minneapolis, MN
File Name : csah 55 & 45th st

Site Code : 00000004

Start Date : 6/7/2016

Page No : 5

TH 40 & CSAH 55

24 hr count

Willmar, MN

sunny

CSAH 55

From North From East

CSAH 55

From South

45th St

From West

Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total

Peak Hour Analysis From 06:00 AM to 11:45 AM - Peak 1 of 1

Peak Hour for Entire Intersection Begins at 07:30 AM

07:30 AM 0 5 0 0 5 0 0 0 0 0 0 8 0 0 8 2 0 2 0 4 17

07:45 AM 2 3 0 0 5 0 0 0 0 0 0 3 3 0 6 0 0 4 0 4 15

08:00 AM 4 1 0 0 5 0 0 0 0 0 0 2 3 0 5 0 0 0 0 0 10

08:15 AM 1 3 0 0 4 0 0 0 0 0 0 1 0 0 1 3 0 1 0 4 9

Total Volume 7 12 0 0 19 0 0 0 0 0 0 14 6 0 20 5 0 7 0 12 51

% App. Total

PHF .438 .600 .000 .000 .950 .000 .000 .000 .000 .000 .000 .438 .500 .000 .625 .417 .000 .438 .000 .750 .750

 CSAH 55 

 45th St 

 CSAH 55 

Right

7 

Thru

12 

Left

0 

Peds

0 

Out In Total

21 19 40 

Right

0 

Thru

0 

Left

0 

Peds

0 

Out Total In

0 0 0 

Left

6 

Thru

14 

Right

0 

Peds

0 

Out In Total

17 20 37 

Left

7 

Thru

0 

Right

5 

Peds

0 

Total Out In

13 12 25 

Peak Hour Begins at 07:30 AM

vehicles

Peak Hour Data

North

WSB & Associates

701 Xenia Ave S

Minneapolis, MN
File Name : csah 55 & th 40

Site Code : 00000004

Start Date : 6/7/2016

Page No : 1

TH 40 & CSAH 55

24 hour count

Willmar, MN

sunny

Groups Printed- vehicles - small trucks - heavy trucks

CSAH 55

From North

TH 40

From East

CSAH 55

From South

TH 40

From West

Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total

12:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

12:15 AM 0 0 0 0 0 0 2 0 0 2 0 1 1 0 2 0 1 0 0 1 5

12:30 AM 0 0 0 0 0 0 2 0 0 2 0 0 0 0 0 0 0 0 0 0 2

12:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1 1

Total 0 0 0 0 0 0 4 0 0 4 0 1 1 0 2 0 2 0 0 2 8

01:00 AM 0 0 0 0 0 0 0 0 0 0 0 2 0 0 2 0 2 0 0 2 4

01:15 AM 0 0 0 0 0 0 5 0 0 5 0 0 0 0 0 0 0 0 0 0 5

01:30 AM 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 0 2 0 0 2 3

01:45 AM 0 0 0 0 0 0 2 0 0 2 0 1 0 0 1 0 2 1 0 3 6

Total 0 0 0 0 0 0 8 0 0 8 0 3 0 0 3 0 6 1 0 7 18

02:00 AM 0 0 0 0 0 0 2 0 0 2 0 1 0 0 1 0 0 0 0 0 3

02:15 AM 0 0 0 0 0 0 2 0 0 2 0 0 0 0 0 0 2 0 0 2 4

02:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1 1

02:45 AM 0 0 0 0 0 0 1 0 0 1 0 1 0 0 1 0 0 0 0 0 2

Total 0 0 0 0 0 0 5 0 0 5 0 2 0 0 2 0 3 0 0 3 10

03:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

03:15 AM 1 0 0 0 1 0 2 0 0 2 0 0 0 0 0 0 1 0 0 1 4

03:30 AM 0 0 0 0 0 0 0 0 0 0 1 0 0 0 1 1 0 0 0 1 2

03:45 AM 0 0 0 0 0 0 2 0 0 2 0 0 0 0 0 0 0 0 0 0 2

Total 1 0 0 0 1 0 4 0 0 4 1 0 0 0 1 1 1 0 0 2 8

04:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

04:15 AM 0 1 0 0 1 0 1 0 0 1 2 1 0 0 3 0 0 0 0 0 5

04:30 AM 0 0 0 0 0 0 2 0 0 2 3 4 0 0 7 0 2 0 0 2 11

04:45 AM 0 2 0 0 2 0 0 0 0 0 0 0 0 0 0 0 2 1 0 3 5

Total 0 3 0 0 3 0 3 0 0 3 5 5 0 0 10 0 4 1 0 5 21

05:00 AM 1 1 0 0 2 0 3 0 0 3 0 0 0 0 0 0 0 0 0 0 5

05:15 AM 1 0 0 0 1 0 5 0 0 5 0 0 0 0 0 1 5 0 0 6 12

05:30 AM 1 0 0 0 1 0 13 0 0 13 0 1 0 0 1 1 2 1 0 4 19

05:45 AM 1 3 0 0 4 0 4 0 0 4 0 2 0 0 2 0 7 1 0 8 18

Total 4 4 0 0 8 0 25 0 0 25 0 3 0 0 3 2 14 2 0 18 54

06:00 AM 1 2 0 0 3 0 3 0 0 3 0 2 0 0 2 1 8 1 0 10 18

06:15 AM 2 2 0 0 4 0 2 0 0 2 0 1 0 0 1 1 7 1 0 9 16

06:30 AM 0 3 0 0 3 0 11 0 0 11 0 2 0 0 2 2 11 3 0 16 32

06:45 AM 2 0 2 0 4 2 12 0 0 14 0 4 3 0 7 1 13 0 0 14 39

Total 5 7 2 0 14 2 28 0 0 30 0 9 3 0 12 5 39 5 0 49 105

07:00 AM 2 3 0 0 5 2 15 0 0 17 0 1 0 0 1 3 8 1 0 12 35

07:15 AM 1 3 0 0 4 1 8 0 0 9 0 8 1 0 9 1 18 1 0 20 42

07:30 AM 1 8 1 0 10 0 5 1 0 6 1 11 1 0 13 2 16 0 0 18 47

07:45 AM 0 1 2 0 3 5 12 0 0 17 0 3 2 0 5 0 18 2 0 20 45

Total 4 15 3 0 22 8 40 1 0 49 1 23 4 0 28 6 60 4 0 70 169

08:00 AM 1 2 1 0 4 2 6 0 0 8 0 5 2 0 7 2 11 1 0 14 33

08:15 AM 3 10 0 0 13 0 7 0 0 7 0 4 1 0 5 2 6 0 0 8 33

08:30 AM 1 2 0 0 3 0 5 0 0 5 3 2 2 0 7 0 15 3 0 18 33

08:45 AM 4 5 1 0 10 0 10 0 0 10 0 1 2 0 3 1 10 0 0 11 34

Total 9 19 2 0 30 2 28 0 0 30 3 12 7 0 22 5 42 4 0 51 133

09:00 AM 2 3 2 0 7 2 7 0 0 9 0 2 1 0 3 1 12 1 0 14 33

09:15 AM 1 1 1 0 3 1 4 0 0 5 0 5 2 0 7 3 12 1 0 16 31

09:30 AM 5 2 0 0 7 0 11 0 0 11 0 3 1 0 4 1 10 0 0 11 33

09:45 AM 1 3 0 0 4 0 10 0 0 10 0 3 1 0 4 2 8 2 0 12 30

Total 9 9 3 0 21 3 32 0 0 35 0 13 5 0 18 7 42 4 0 53 127

WSB & Associates

701 Xenia Ave S

Minneapolis, MN
File Name : csah 55 & th 40

Site Code : 00000004

Start Date : 6/7/2016

Page No : 2

TH 40 & CSAH 55

24 hour count

Willmar, MN

sunny

Groups Printed- vehicles - small trucks - heavy trucks

CSAH 55

From North

TH 40

From East

CSAH 55

From South

TH 40

From West

Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total

10:00 AM 1 4 0 0 5 1 7 0 0 8 0 3 1 0 4 1 11 1 0 13 30

10:15 AM 1 2 0 0 3 2 8 0 0 10 1 0 2 0 3 1 8 0 0 9 25

10:30 AM 4 4 0 0 8 0 9 0 0 9 0 5 3 0 8 2 13 2 0 17 42

10:45 AM 6 6 2 0 14 0 5 0 0 5 0 8 3 0 11 1 4 0 0 5 35

Total 12 16 2 0 30 3 29 0 0 32 1 16 9 0 26 5 36 3 0 44 132

11:00 AM 1 1 0 0 2 0 5 0 0 5 3 1 2 0 6 2 12 2 0 16 29

11:15 AM 3 1 1 0 5 0 6 0 0 6 1 7 2 0 10 0 8 0 0 8 29

11:30 AM 0 2 0 0 2 0 10 0 0 10 1 0 0 0 1 3 9 0 0 12 25

11:45 AM 3 4 1 0 8 1 12 4 0 17 2 2 2 0 6 0 11 2 0 13 44

Total 7 8 2 0 17 1 33 4 0 38 7 10 6 0 23 5 40 4 0 49 127

12:00 PM 2 3 1 0 6 2 9 0 0 11 0 3 2 0 5 1 8 0 0 9 31

12:15 PM 1 1 1 0 3 3 9 1 0 13 0 8 0 0 8 3 14 0 0 17 41

12:30 PM 1 4 0 0 5 3 11 0 0 14 0 0 0 0 0 1 5 2 0 8 27

12:45 PM 4 1 0 0 5 1 11 1 0 13 0 2 1 0 3 0 5 0 0 5 26

Total 8 9 2 0 19 9 40 2 0 51 0 13 3 0 16 5 32 2 0 39 125

01:00 PM 2 3 1 0 6 0 9 2 0 11 0 2 1 0 3 2 9 4 0 15 35

01:15 PM 2 1 0 0 3 1 12 0 0 13 2 2 1 0 5 2 17 0 0 19 40

01:30 PM 2 2 0 0 4 1 6 0 0 7 1 6 1 0 8 0 11 0 0 11 30

01:45 PM 2 2 0 0 4 0 17 0 0 17 1 2 1 0 4 0 11 8 0 19 44

Total 8 8 1 0 17 2 44 2 0 48 4 12 4 0 20 4 48 12 0 64 149

02:00 PM 4 3 0 0 7 0 12 0 0 12 1 6 1 0 8 0 13 1 0 14 41

02:15 PM 1 0 2 0 3 1 15 0 0 16 1 3 3 0 7 1 19 4 0 24 50

02:30 PM 2 4 0 0 6 0 16 0 0 16 1 2 2 0 5 2 16 1 0 19 46

02:45 PM 1 4 1 0 6 0 15 2 0 17 0 2 1 0 3 2 8 0 0 10 36

Total 8 11 3 0 22 1 58 2 0 61 3 13 7 0 23 5 56 6 0 67 173

03:00 PM 3 2 1 0 6 2 17 0 0 19 0 4 0 0 4 0 10 0 0 10 39

03:15 PM 2 5 0 0 7 1 15 0 0 16 1 0 2 0 3 2 18 1 0 21 47

03:30 PM 2 6 0 0 8 0 20 2 0 22 0 2 1 0 3 3 23 2 0 28 61

03:45 PM 1 6 2 0 9 2 22 0 0 24 1 2 0 0 3 0 13 0 0 13 49

Total 8 19 3 0 30 5 74 2 0 81 2 8 3 0 13 5 64 3 0 72 196

04:00 PM 2 7 0 0 9 0 9 0 0 9 1 3 1 0 5 2 7 0 0 9 32

04:15 PM 2 4 1 0 7 0 21 0 0 21 5 3 1 0 9 0 9 1 0 10 47

04:30 PM 2 5 4 0 11 2 14 0 0 16 0 3 3 0 6 0 7 2 0 9 42

04:45 PM 2 3 1 0 6 2 19 0 0 21 1 1 3 0 5 0 14 0 0 14 46

Total 8 19 6 0 33 4 63 0 0 67 7 10 8 0 25 2 37 3 0 42 167

05:00 PM 1 6 0 0 7 2 23 0 0 25 0 2 1 0 3 0 10 2 0 12 47

05:15 PM 3 4 0 0 7 0 17 0 0 17 0 5 3 0 8 1 11 1 0 13 45

05:30 PM 2 5 1 0 8 3 11 0 0 14 0 2 1 0 3 0 16 1 0 17 42

05:45 PM 1 8 1 0 10 1 13 0 0 14 0 2 3 0 5 2 21 1 0 24 53

Total 7 23 2 0 32 6 64 0 0 70 0 11 8 0 19 3 58 5 0 66 187

06:00 PM 0 0 0 0 0 1 14 1 0 16 0 1 0 0 1 1 10 1 0 12 29

06:15 PM 3 3 1 0 7 0 12 0 0 12 0 4 2 0 6 1 11 0 0 12 37

06:30 PM 1 1 0 0 2 0 8 0 0 8 0 2 1 0 3 0 7 0 0 7 20

06:45 PM 1 0 0 0 1 1 4 0 0 5 0 0 1 0 1 0 10 1 0 11 18

Total 5 4 1 0 10 2 38 1 0 41 0 7 4 0 11 2 38 2 0 42 104

07:00 PM 1 2 1 0 4 0 9 0 0 9 0 0 1 0 1 0 11 0 0 11 25

07:15 PM 0 0 0 0 0 0 8 0 0 8 0 1 0 0 1 0 8 2 0 10 19

07:30 PM 0 2 0 0 2 0 10 0 0 10 0 2 0 0 2 0 4 0 0 4 18

07:45 PM 0 1 1 0 2 0 5 0 0 5 0 2 0 0 2 1 5 0 0 6 15

Total 1 5 2 0 8 0 32 0 0 32 0 5 1 0 6 1 28 2 0 31 77

WSB & Associates

701 Xenia Ave S

Minneapolis, MN
File Name : csah 55 & th 40

Site Code : 00000004

Start Date : 6/7/2016

Page No : 3

TH 40 & CSAH 55

24 hour count

Willmar, MN

sunny

Groups Printed- vehicles - small trucks - heavy trucks

CSAH 55

From North

TH 40

From East

CSAH 55

From South

TH 40

From West

Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total

08:00 PM 0 2 0 0 2 1 5 0 0 6 0 1 1 0 2 0 5 0 0 5 15

08:15 PM 0 1 0 0 1 0 9 0 0 9 1 2 0 0 3 0 5 1 0 6 19

08:30 PM 0 0 3 0 3 0 5 0 0 5 0 0 0 0 0 1 7 0 0 8 16

08:45 PM 0 1 1 0 2 2 6 0 0 8 0 1 0 0 1 1 9 1 0 11 22

Total 0 4 4 0 8 3 25 0 0 28 1 4 1 0 6 2 26 2 0 30 72

09:00 PM 1 0 0 0 1 0 5 1 0 6 1 0 0 0 1 0 14 0 0 14 22

09:15 PM 0 2 0 0 2 1 11 0 0 12 1 0 0 0 1 0 6 0 0 6 21

09:30 PM 0 1 1 0 2 0 2 0 0 2 0 0 0 0 0 0 8 0 0 8 12

09:45 PM 0 2 1 0 3 1 4 0 0 5 2 1 0 0 3 0 6 0 0 6 17

Total 1 5 2 0 8 2 22 1 0 25 4 1 0 0 5 0 34 0 0 34 72

10:00 PM 0 1 0 0 1 0 2 0 0 2 0 1 1 0 2 1 4 0 0 5 10

10:15 PM 0 0 1 0 1 0 2 0 0 2 0 0 0 0 0 0 3 0 0 3 6

10:30 PM 0 1 0 0 1 0 2 0 0 2 0 0 0 0 0 0 9 0 0 9 12

10:45 PM 0 3 0 0 3 0 2 0 0 2 1 0 0 0 1 0 2 0 0 2 8

Total 0 5 1 0 6 0 8 0 0 8 1 1 1 0 3 1 18 0 0 19 36

11:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 0 0 2 2

11:15 PM 0 1 0 0 1 0 2 0 0 2 0 0 0 0 0 0 6 0 0 6 9

11:30 PM 0 0 0 0 0 0 5 0 0 5 0 0 0 0 0 0 0 0 0 0 5

11:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 3 1 0 4 4

Total 0 1 0 0 1 0 7 0 0 7 0 0 0 0 0 0 11 1 0 12 20

Grand Total 105 194 41 0 340 53 714 15 0 782 40 182 75 0 297 66 739 66 0 871 2290

Apprch % 30.9 57.1 12.1 0 6.8 91.3 1.9 0 13.5 61.3 25.3 0 7.6 84.8 7.6 0 

Total % 4.6 8.5 1.8 0 14.8 2.3 31.2 0.7 0 34.1 1.7 7.9 3.3 0 13 2.9 32.3 2.9 0 38

vehicles 90 137 36 0 263 50 672 11 0 733 30 122 55 0 207 49 708 48 0 805 2008

% vehicles 85.7 70.6 87.8 0 77.4 94.3 94.1 73.3 0 93.7 75 67 73.3 0 69.7 74.2 95.8 72.7 0 92.4 87.7

small trucks 7 13 4 0 24 1 25 4 0 30 8 8 6 0 22 9 20 3 0 32 108

% small trucks 6.7 6.7 9.8 0 7.1 1.9 3.5 26.7 0 3.8 20 4.4 8 0 7.4 13.6 2.7 4.5 0 3.7 4.7

heavy trucks 8 44 1 0 53 2 17 0 0 19 2 52 14 0 68 8 11 15 0 34 174

% heavy trucks 7.6 22.7 2.4 0 15.6 3.8 2.4 0 0 2.4 5 28.6 18.7 0 22.9 12.1 1.5 22.7 0 3.9 7.6

WSB & Associates

701 Xenia Ave S

Minneapolis, MN
File Name : csah 55 & th 40

Site Code : 00000004

Start Date : 6/7/2016

Page No : 4

TH 40 & CSAH 55

24 hour count

Willmar, MN

sunny

CSAH 55

From North

TH 40

From East

CSAH 55

From South

TH 40

From West

Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total

Peak Hour Analysis From 12:00 AM to 05:45 AM - Peak 1 of 1

Peak Hour for Entire Intersection Begins at 05:00 AM

05:00 AM 1 1 0 0 2 0 3 0 0 3 0 0 0 0 0 0 0 0 0 0 5

05:15 AM 1 0 0 0 1 0 5 0 0 5 0 0 0 0 0 1 5 0 0 6 12

05:30 AM 1 0 0 0 1 0 13 0 0 13 0 1 0 0 1 1 2 1 0 4 19

05:45 AM 1 3 0 0 4 0 4 0 0 4 0 2 0 0 2 0 7 1 0 8 18

Total Volume 4 4 0 0 8 0 25 0 0 25 0 3 0 0 3 2 14 2 0 18 54

% App. Total

PHF 1.00 .333 .000 .000 .500 .000 .481 .000 .000 .481 .000 .375 .000 .000 .375 .500 .500 .500 .000 .563 .711

 CSAH 55 

 TH 40 

 TH 40 

 CSAH 55 

Right

4 

Thru

4 

Left

0 

Peds

0 

Out In Total

5 8 13 

Right

0 

Thru

25 

Left

0 

Peds

0 

Out Total In

14 25 39 

Left

0 

Thru

3 

Right

0 

Peds

0 

Out In Total

6 3 9 

Left

2 

Thru

14 

Right

2 

Peds

0 

Total Out In

29 18 47 

Peak Hour Begins at 05:00 AM

vehicles

small trucks

heavy trucks

Peak Hour Data

North

WSB & Associates

701 Xenia Ave S

Minneapolis, MN
File Name : csah 55 & th 40

Site Code : 00000004

Start Date : 6/7/2016

Page No : 5

TH 40 & CSAH 55

24 hour count

Willmar, MN

sunny

CSAH 55

From North

TH 40

From East

CSAH 55

From South

TH 40

From West

Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total

Peak Hour Analysis From 06:00 AM to 11:45 AM - Peak 1 of 1

Peak Hour for Entire Intersection Begins at 07:00 AM

07:00 AM 2 3 0 0 5 2 15 0 0 17 0 1 0 0 1 3 8 1 0 12 35

07:15 AM 1 3 0 0 4 1 8 0 0 9 0 8 1 0 9 1 18 1 0 20 42

07:30 AM 1 8 1 0 10 0 5 1 0 6 1 11 1 0 13 2 16 0 0 18 47

07:45 AM 0 1 2 0 3 5 12 0 0 17 0 3 2 0 5 0 18 2 0 20 45

Total Volume 4 15 3 0 22 8 40 1 0 49 1 23 4 0 28 6 60 4 0 70 169

% App. Total

PHF .500 .469 .375 .000 .550 .400 .667 .250 .000 .721 .250 .523 .500 .000 .538 .500 .833 .500 .000 .875 .899

 CSAH 55 

 TH 40 

 TH 40 

 CSAH 55 

Right

4 

Thru

15 

Left

3 

Peds

0 

Out In Total

35 22 57 

Right

8 

Thru

40 

Left

1 

Peds

0 

Out Total In

64 49 113 

Left

4 

Thru

23 

Right

1 

Peds

0 

Out In Total

22 28 50 

Left

4 

Thru

60 

Right

6 

Peds

0 

Total Out In

48 70 118 

Peak Hour Begins at 07:00 AM

vehicles

small trucks

heavy trucks

Peak Hour Data

North

WSB & Associates

701 Xenia Ave S

Minneapolis, MN
File Name : csah 55 & th 40

Site Code : 00000004

Start Date : 6/7/2016

Page No : 1

TH 40 & CSAH 55

24 hour count

Willmar, MN

sunny

Groups Printed- heavy trucks

CSAH 55

From North

TH 40

From East

CSAH 55

From South

TH 40

From West

Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total

12:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

12:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

12:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

12:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

Total 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

01:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

01:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

01:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

01:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

Total 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

02:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

02:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

02:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

02:45 AM 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 1

Total 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 1

03:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

03:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

03:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

03:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

Total 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

04:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

04:15 AM 0 0 0 0 0 0 0 0 0 0 1 1 0 0 2 0 0 0 0 0 2

04:30 AM 0 0 0 0 0 0 0 0 0 0 0 2 0 0 2 0 0 0 0 0 2

04:45 AM 0 2 0 0 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2

Total 0 2 0 0 2 0 0 0 0 0 1 3 0 0 4 0 0 0 0 0 6

05:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

05:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 1 1

05:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

05:45 AM 0 1 0 0 1 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 2

Total 0 1 0 0 1 0 0 0 0 0 0 1 0 0 1 1 0 0 0 1 3

06:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

06:15 AM 0 1 0 0 1 0 0 0 0 0 0 1 0 0 1 0 0 1 0 1 3

06:30 AM 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 1

06:45 AM 1 0 0 0 1 0 0 0 0 0 0 1 1 0 2 0 1 0 0 1 4

Total 1 1 0 0 2 0 0 0 0 0 0 3 1 0 4 0 1 1 0 2 8

07:00 AM 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1 0 0 1 0 1 2

07:15 AM 1 0 0 0 1 0 0 0 0 0 0 2 1 0 3 1 0 0 0 1 5

07:30 AM 0 1 0 0 1 0 0 0 0 0 0 4 0 0 4 0 0 0 0 0 5

07:45 AM 0 0 0 0 0 0 1 0 0 1 0 1 1 0 2 0 0 0 0 0 3

Total 1 1 0 0 2 0 1 0 0 1 0 8 2 0 10 1 0 1 0 2 15

08:00 AM 0 1 0 0 1 0 0 0 0 0 0 2 1 0 3 0 0 1 0 1 5

08:15 AM 0 5 0 0 5 0 0 0 0 0 0 2 1 0 3 0 0 0 0 0 8

08:30 AM 0 1 0 0 1 0 0 0 0 0 0 0 1 0 1 0 0 1 0 1 3

08:45 AM 1 1 0 0 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2

Total 1 8 0 0 9 0 0 0 0 0 0 4 3 0 7 0 0 2 0 2 18

09:00 AM 0 1 0 0 1 0 1 0 0 1 0 0 0 0 0 0 0 1 0 1 3

09:15 AM 1 1 0 0 2 0 1 0 0 1 0 2 1 0 3 0 1 0 0 1 7

09:30 AM 0 1 0 0 1 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 2

09:45 AM 0 1 0 0 1 0 0 0 0 0 0 2 0 0 2 0 0 0 0 0 3

Total 1 4 0 0 5 0 2 0 0 2 0 5 1 0 6 0 1 1 0 2 15

WSB & Associates

701 Xenia Ave S

Minneapolis, MN
File Name : csah 55 & th 40

Site Code : 00000004

Start Date : 6/7/2016

Page No : 2

TH 40 & CSAH 55

24 hour count

Willmar, MN

sunny

Groups Printed- heavy trucks

CSAH 55

From North

TH 40

From East

CSAH 55

From South

TH 40

From West

Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total

10:00 AM 0 0 0 0 0 0 1 0 0 1 0 1 1 0 2 0 0 0 0 0 3

10:15 AM 0 1 0 0 1 1 0 0 0 1 0 0 0 0 0 0 1 0 0 1 3

10:30 AM 0 1 0 0 1 0 0 0 0 0 0 2 0 0 2 1 0 1 0 2 5

10:45 AM 0 2 0 0 2 0 1 0 0 1 0 2 0 0 2 0 0 0 0 0 5

Total 0 4 0 0 4 1 2 0 0 3 0 5 1 0 6 1 1 1 0 3 16

11:00 AM 0 0 0 0 0 0 0 0 0 0 1 1 0 0 2 1 0 1 0 2 4

11:15 AM 1 0 0 0 1 0 1 0 0 1 0 2 1 0 3 0 1 0 0 1 6

11:30 AM 0 1 0 0 1 0 1 0 0 1 0 0 0 0 0 0 1 0 0 1 3

11:45 AM 0 2 0 0 2 0 0 0 0 0 0 0 0 0 0 0 0 1 0 1 3

Total 1 3 0 0 4 0 2 0 0 2 1 3 1 0 5 1 2 2 0 5 16

12:00 PM 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 0 0 0 0 0 1

12:15 PM 1 1 0 0 2 0 1 0 0 1 0 2 0 0 2 1 0 0 0 1 6

12:30 PM 0 2 0 0 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2

12:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

Total 1 3 0 0 4 0 2 0 0 2 0 2 0 0 2 1 0 0 0 1 9

01:00 PM 0 1 0 0 1 0 0 0 0 0 0 2 0 0 2 0 0 3 0 3 6

01:15 PM 1 0 0 0 1 0 0 0 0 0 0 2 0 0 2 1 0 0 0 1 4

01:30 PM 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 1

01:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 0 2 2

Total 1 1 0 0 2 0 0 0 0 0 0 5 0 0 5 1 0 5 0 6 13

02:00 PM 1 2 0 0 3 0 0 0 0 0 0 1 0 0 1 0 1 0 0 1 5

02:15 PM 0 0 0 0 0 0 1 0 0 1 0 2 1 0 3 0 0 0 0 0 4

02:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1 1

02:45 PM 0 1 0 0 1 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 2

Total 1 3 0 0 4 0 1 0 0 1 0 4 1 0 5 0 2 0 0 2 12

03:00 PM 0 1 0 0 1 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 2

03:15 PM 0 1 0 0 1 0 2 0 0 2 0 0 0 0 0 0 0 0 0 0 3

03:30 PM 0 1 0 0 1 0 0 0 0 0 0 1 1 0 2 0 1 0 0 1 4

03:45 PM 0 1 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1

Total 0 4 0 0 4 0 2 0 0 2 0 2 1 0 3 0 1 0 0 1 10

04:00 PM 0 1 0 0 1 0 0 0 0 0 0 0 0 0 0 1 0 0 0 1 2

04:15 PM 0 1 0 0 1 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 2

04:30 PM 0 1 0 0 1 0 0 0 0 0 0 0 1 0 1 0 0 0 0 0 2

04:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1 1

Total 0 3 0 0 3 0 0 0 0 0 0 1 1 0 2 1 1 0 0 2 7

05:00 PM 0 1 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1

05:15 PM 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 0 0 0 0 0 1

05:30 PM 0 1 0 0 1 1 0 0 0 1 0 1 0 0 1 0 0 0 0 0 3

05:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 1 0 1 0 0 1 0 1 2

Total 0 2 0 0 2 1 1 0 0 2 0 1 1 0 2 0 0 1 0 1 7

06:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

06:15 PM 0 0 0 0 0 0 0 0 0 0 0 1 1 0 2 0 0 0 0 0 2

06:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

06:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

Total 0 0 0 0 0 0 0 0 0 0 0 1 1 0 2 0 0 0 0 0 2

07:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

07:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

07:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

07:45 PM 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 0 0 0 0 0 1

Total 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 0 0 0 0 0 1

WSB & Associates

701 Xenia Ave S

Minneapolis, MN
File Name : csah 55 & th 40

Site Code : 00000004

Start Date : 6/7/2016

Page No : 3

TH 40 & CSAH 55

24 hour count

Willmar, MN

sunny

Groups Printed- heavy trucks

CSAH 55

From North

TH 40

From East

CSAH 55

From South

TH 40

From West

Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total

08:00 PM 0 1 0 0 1 0 0 0 0 0 0 1 0 0 1 0 1 0 0 1 3

08:15 PM 0 1 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1

08:30 PM 0 0 1 0 1 0 0 0 0 0 0 0 0 0 0 1 0 0 0 1 2

08:45 PM 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1 0 1 0 0 1 2

Total 0 2 1 0 3 0 0 0 0 0 0 2 0 0 2 1 2 0 0 3 8

09:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

09:15 PM 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 0 0 0 0 0 1

09:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

09:45 PM 0 1 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1

Total 0 1 0 0 1 0 1 0 0 1 0 0 0 0 0 0 0 0 0 0 2

10:00 PM 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 1

10:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

10:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

10:45 PM 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 0 0 0 0 0 1

Total 0 0 0 0 0 0 1 0 0 1 0 1 0 0 1 0 0 0 0 0 2

11:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

11:15 PM 0 1 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1

11:30 PM 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 0 0 0 0 0 1

11:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 1 1

Total 0 1 0 0 1 0 1 0 0 1 0 0 0 0 0 0 0 1 0 1 3

Grand Total 8 44 1 0 53 2 17 0 0 19 2 52 14 0 68 8 11 15 0 34 174

Apprch % 15.1 83 1.9 0 10.5 89.5 0 0 2.9 76.5 20.6 0 23.5 32.4 44.1 0 

Total % 4.6 25.3 0.6 0 30.5 1.1 9.8 0 0 10.9 1.1 29.9 8 0 39.1 4.6 6.3 8.6 0 19.5

WSB & Associates

701 Xenia Ave S

Minneapolis, MN
File Name : csah 55 & th 40

Site Code : 00000004

Start Date : 6/7/2016

Page No : 4

TH 40 & CSAH 55

24 hour count

Willmar, MN

sunny

CSAH 55

From North

TH 40

From East

CSAH 55

From South

TH 40

From West

Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total

Peak Hour Analysis From 12:00 AM to 05:45 AM - Peak 1 of 1

Peak Hour for Entire Intersection Begins at 04:00 AM

04:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

04:15 AM 0 0 0 0 0 0 0 0 0 0 1 1 0 0 2 0 0 0 0 0 2

04:30 AM 0 0 0 0 0 0 0 0 0 0 0 2 0 0 2 0 0 0 0 0 2

04:45 AM 0 2 0 0 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2

Total Volume 0 2 0 0 2 0 0 0 0 0 1 3 0 0 4 0 0 0 0 0 6

% App. Total

PHF .000 .250 .000 .000 .250 .000 .000 .000 .000 .000 .250 .375 .000 .000 .500 .000 .000 .000 .000 .000 .750

 CSAH 55 

 TH 40 

 TH 40 

 CSAH 55 

Right

0 

Thru

2 

Left

0 

Peds

0 

Out In Total

3 2 5 

Right

0 

Thru

0 

Left

0 

Peds

0 

Out Total In

1 0 1 

Left

0 

Thru

3 

Right

1 

Peds

0 

Out In Total

2 4 6 

Left

0 

Thru

0 

Right

0 

Peds

0 

Total Out In

0 0 0 

Peak Hour Begins at 04:00 AM

heavy trucks

Peak Hour Data

North

WSB & Associates

701 Xenia Ave S

Minneapolis, MN
File Name : csah 55 & th 40

Site Code : 00000004

Start Date : 6/7/2016

Page No : 5

TH 40 & CSAH 55

24 hour count

Willmar, MN

sunny

CSAH 55

From North

TH 40

From East

CSAH 55

From South

TH 40

From West

Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total

Peak Hour Analysis From 06:00 AM to 11:45 AM - Peak 1 of 1

Peak Hour for Entire Intersection Begins at 07:30 AM

07:30 AM 0 1 0 0 1 0 0 0 0 0 0 4 0 0 4 0 0 0 0 0 5

07:45 AM 0 0 0 0 0 0 1 0 0 1 0 1 1 0 2 0 0 0 0 0 3

08:00 AM 0 1 0 0 1 0 0 0 0 0 0 2 1 0 3 0 0 1 0 1 5

08:15 AM 0 5 0 0 5 0 0 0 0 0 0 2 1 0 3 0 0 0 0 0 8

Total Volume 0 7 0 0 7 0 1 0 0 1 0 9 3 0 12 0 0 1 0 1 21

% App. Total

PHF .000 .350 .000 .000 .350 .000 .250 .000 .000 .250 .000 .563 .750 .000 .750 .000 .000 .250 .000 .250 .656

 CSAH 55 

 TH 40 

 TH 40 

 CSAH 55 

Right

0 

Thru

7 

Left

0 

Peds

0 

Out In Total

10 7 17 

Right

0 

Thru

1 

Left

0 

Peds

0 

Out Total In

0 1 1 

Left

3 

Thru

9 

Right

0 

Peds

0 

Out In Total

7 12 19 

Left

1 

Thru

0 

Right

0 

Peds

0 

Total Out In

4 1 5 

Peak Hour Begins at 07:30 AM

heavy trucks

Peak Hour Data

North

WSB & Associates

701 Xenia Ave S

Minneapolis, MN
File Name : csah 55 & th 40

Site Code : 00000004

Start Date : 6/7/2016

Page No : 1

TH 40 & CSAH 55

24 hour count

Willmar, MN

sunny

Groups Printed- small trucks

CSAH 55

From North

TH 40

From East

CSAH 55

From South

TH 40

From West

Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total

12:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

12:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

12:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

12:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

Total 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

01:00 AM 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 1

01:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

01:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

01:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

Total 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 1

02:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

02:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

02:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

02:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

Total 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

03:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

03:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

03:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

03:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

Total 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

04:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

04:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

04:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

04:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

Total 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

05:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

05:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

05:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

05:45 AM 0 1 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1

Total 0 1 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1

06:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

06:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

06:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

06:45 AM 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 0 1 0 0 1 2

Total 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 0 1 0 0 1 2

07:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1 1

07:15 AM 0 0 0 0 0 0 1 0 0 1 0 1 0 0 1 0 2 0 0 2 4

07:30 AM 1 1 0 0 2 0 1 0 0 1 0 0 0 0 0 0 1 0 0 1 4

07:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

Total 1 1 0 0 2 0 2 0 0 2 0 1 0 0 1 0 4 0 0 4 9

08:00 AM 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 0 0 0 0 0 1

08:15 AM 0 1 0 0 1 0 1 0 0 1 0 0 0 0 0 1 0 0 0 1 3

08:30 AM 0 0 0 0 0 0 0 0 0 0 3 0 1 0 4 0 0 0 0 0 4

08:45 AM 1 2 0 0 3 0 1 0 0 1 0 0 0 0 0 0 0 0 0 0 4

Total 1 3 0 0 4 0 3 0 0 3 3 0 1 0 4 1 0 0 0 1 12

09:00 AM 1 0 1 0 2 0 2 0 0 2 0 0 0 0 0 0 0 0 0 0 4

09:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 1 0 1 1 0 1 0 2 3

09:30 AM 0 1 0 0 1 0 1 0 0 1 0 0 1 0 1 0 0 0 0 0 3

09:45 AM 0 1 0 0 1 0 1 0 0 1 0 0 0 0 0 0 0 0 0 0 2

Total 1 2 1 0 4 0 4 0 0 4 0 0 2 0 2 1 0 1 0 2 12

WSB & Associates

701 Xenia Ave S

Minneapolis, MN
File Name : csah 55 & th 40

Site Code : 00000004

Start Date : 6/7/2016

Page No : 2

TH 40 & CSAH 55

24 hour count

Willmar, MN

sunny

Groups Printed- small trucks

CSAH 55

From North

TH 40

From East

CSAH 55

From South

TH 40

From West

Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total

10:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 1 1

10:15 AM 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 0 0 0 0 0 1

10:30 AM 0 0 0 0 0 0 1 0 0 1 0 1 0 0 1 0 0 1 0 1 3

10:45 AM 1 1 1 0 3 0 1 0 0 1 0 0 0 0 0 0 0 0 0 0 4

Total 1 1 1 0 3 0 3 0 0 3 0 1 0 0 1 1 0 1 0 2 9

11:00 AM 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 0 0 0 0 0 1

11:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

11:30 AM 0 0 0 0 0 0 0 0 0 0 1 0 0 0 1 2 0 0 0 2 3

11:45 AM 1 1 0 0 2 0 0 3 0 3 1 0 2 0 3 0 0 0 0 0 8

Total 1 1 0 0 2 0 1 3 0 4 2 0 2 0 4 2 0 0 0 2 12

12:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 1 1

12:15 PM 0 0 0 0 0 0 0 1 0 1 0 2 0 0 2 1 1 0 0 2 5

12:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 0 0 2 2

12:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1 1

Total 0 0 0 0 0 0 0 1 0 1 0 2 0 0 2 2 4 0 0 6 9

01:00 PM 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 0 0 1 0 1 2

01:15 PM 1 0 0 0 1 0 1 0 0 1 1 0 0 0 1 0 0 0 0 0 3

01:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 0 0 2 2

01:45 PM 0 1 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1

Total 1 1 0 0 2 0 2 0 0 2 1 0 0 0 1 0 2 1 0 3 8

02:00 PM 0 0 0 0 0 0 1 0 0 1 0 1 0 0 1 0 1 0 0 1 3

02:15 PM 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 0 0 0 0 0 1

02:30 PM 0 1 0 0 1 0 1 0 0 1 0 0 0 0 0 0 2 0 0 2 4

02:45 PM 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 1 0 0 0 1 2

Total 0 1 0 0 1 0 4 0 0 4 0 1 0 0 1 1 3 0 0 4 10

03:00 PM 0 0 0 0 0 1 0 0 0 1 0 0 0 0 0 0 1 0 0 1 2

03:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1 1

03:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

03:45 PM 0 1 0 0 1 0 1 0 0 1 0 0 0 0 0 0 0 0 0 0 2

Total 0 1 0 0 1 1 1 0 0 2 0 0 0 0 0 0 2 0 0 2 5

04:00 PM 0 0 0 0 0 0 1 0 0 1 1 0 0 0 1 0 2 0 0 2 4

04:15 PM 0 0 0 0 0 0 0 0 0 0 1 0 0 0 1 0 0 0 0 0 1

04:30 PM 0 0 2 0 2 0 1 0 0 1 0 0 0 0 0 0 0 0 0 0 3

04:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 1 0 1 0 0 0 0 0 1

Total 0 0 2 0 2 0 2 0 0 2 2 0 1 0 3 0 2 0 0 2 9

05:00 PM 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 0 0 0 0 0 1

05:15 PM 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 1

05:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

05:45 PM 0 1 0 0 1 0 0 0 0 0 0 1 0 0 1 0 1 0 0 1 3

Total 0 1 0 0 1 0 1 0 0 1 0 2 0 0 2 0 1 0 0 1 5

06:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

06:15 PM 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 0 0 0 0 0 1

06:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1 1

06:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

Total 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 0 1 0 0 1 2

07:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

07:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

07:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

07:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 1 1

Total 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 1 1

WSB & Associates

701 Xenia Ave S

Minneapolis, MN
File Name : csah 55 & th 40

Site Code : 00000004

Start Date : 6/7/2016

Page No : 3

TH 40 & CSAH 55

24 hour count

Willmar, MN

sunny

Groups Printed- small trucks

CSAH 55

From North

TH 40

From East

CSAH 55

From South

TH 40

From West

Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total

08:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

08:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

08:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

08:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

Total 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

09:00 PM 1 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1

09:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

09:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

09:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

Total 1 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1

10:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

10:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

10:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

10:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

Total 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

11:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

11:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

11:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

11:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

Total 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

Grand Total 7 13 4 0 24 1 25 4 0 30 8 8 6 0 22 9 20 3 0 32 108

Apprch % 29.2 54.2 16.7 0 3.3 83.3 13.3 0 36.4 36.4 27.3 0 28.1 62.5 9.4 0 

Total % 6.5 12 3.7 0 22.2 0.9 23.1 3.7 0 27.8 7.4 7.4 5.6 0 20.4 8.3 18.5 2.8 0 29.6

WSB & Associates

701 Xenia Ave S

Minneapolis, MN
File Name : csah 55 & th 40

Site Code : 00000004

Start Date : 6/7/2016

Page No : 4

TH 40 & CSAH 55

24 hour count

Willmar, MN

sunny

CSAH 55

From North

TH 40

From East

CSAH 55

From South

TH 40

From West

Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total

Peak Hour Analysis From 12:00 AM to 05:45 AM - Peak 1 of 1

Peak Hour for Entire Intersection Begins at 12:15 AM

12:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

12:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

12:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

01:00 AM 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 1

Total Volume 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 1

% App. Total

PHF .000 .000 .000 .000 .000 .000 .000 .000 .000 .000 .000 .250 .000 .000 .250 .000 .000 .000 .000 .000 .250

 CSAH 55 

 TH 40 

 TH 40 

 CSAH 55 

Right

0 

Thru

0 

Left

0 

Peds

0 

Out In Total

1 0 1 

Right

0 

Thru

0 

Left

0 

Peds

0 

Out Total In

0 0 0 

Left

0 

Thru

1 

Right

0 

Peds

0 

Out In Total

0 1 1 

Left

0 

Thru

0 

Right

0 

Peds

0 

Total Out In

0 0 0 

Peak Hour Begins at 12:15 AM

small trucks

Peak Hour Data

North

WSB & Associates

701 Xenia Ave S

Minneapolis, MN
File Name : csah 55 & th 40

Site Code : 00000004

Start Date : 6/7/2016

Page No : 5

TH 40 & CSAH 55

24 hour count

Willmar, MN

sunny

CSAH 55

From North

TH 40

From East

CSAH 55

From South

TH 40

From West

Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total

Peak Hour Analysis From 06:00 AM to 11:45 AM - Peak 1 of 1

Peak Hour for Entire Intersection Begins at 08:15 AM

08:15 AM 0 1 0 0 1 0 1 0 0 1 0 0 0 0 0 1 0 0 0 1 3

08:30 AM 0 0 0 0 0 0 0 0 0 0 3 0 1 0 4 0 0 0 0 0 4

08:45 AM 1 2 0 0 3 0 1 0 0 1 0 0 0 0 0 0 0 0 0 0 4

09:00 AM 1 0 1 0 2 0 2 0 0 2 0 0 0 0 0 0 0 0 0 0 4

Total Volume 2 3 1 0 6 0 4 0 0 4 3 0 1 0 4 1 0 0 0 1 15

% App. Total

PHF .500 .375 .250 .000 .500 .000 .500 .000 .000 .500 .250 .000 .250 .000 .250 .250 .000 .000 .000 .250 .938

 CSAH 55 

 TH 40 

 TH 40 

 CSAH 55 

Right

2 

Thru

3 

Left

1 

Peds

0 

Out In Total

0 6 6 

Right

0 

Thru

4 

Left

0 

Peds

0 

Out Total In

4 4 8 

Left

1 

Thru

0 

Right

3 

Peds

0 

Out In Total

4 4 8 

Left

0 

Thru

0 

Right

1 

Peds

0 

Total Out In

7 1 8 

Peak Hour Begins at 08:15 AM

small trucks

Peak Hour Data

North

WSB & Associates

701 Xenia Ave S

Minneapolis, MN
File Name : csah 55 & th 40

Site Code : 00000004

Start Date : 6/7/2016

Page No : 1

TH 40 & CSAH 55

24 hour count

Willmar, MN

sunny

Groups Printed- vehicles

CSAH 55

From North

TH 40

From East

CSAH 55

From South

TH 40

From West

Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total

12:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

12:15 AM 0 0 0 0 0 0 2 0 0 2 0 1 1 0 2 0 1 0 0 1 5

12:30 AM 0 0 0 0 0 0 2 0 0 2 0 0 0 0 0 0 0 0 0 0 2

12:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1 1

Total 0 0 0 0 0 0 4 0 0 4 0 1 1 0 2 0 2 0 0 2 8

01:00 AM 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1 0 2 0 0 2 3

01:15 AM 0 0 0 0 0 0 5 0 0 5 0 0 0 0 0 0 0 0 0 0 5

01:30 AM 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 0 2 0 0 2 3

01:45 AM 0 0 0 0 0 0 2 0 0 2 0 1 0 0 1 0 2 1 0 3 6

Total 0 0 0 0 0 0 8 0 0 8 0 2 0 0 2 0 6 1 0 7 17

02:00 AM 0 0 0 0 0 0 2 0 0 2 0 1 0 0 1 0 0 0 0 0 3

02:15 AM 0 0 0 0 0 0 2 0 0 2 0 0 0 0 0 0 2 0 0 2 4

02:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1 1

02:45 AM 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 0 0 0 0 0 1

Total 0 0 0 0 0 0 5 0 0 5 0 1 0 0 1 0 3 0 0 3 9

03:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

03:15 AM 1 0 0 0 1 0 2 0 0 2 0 0 0 0 0 0 1 0 0 1 4

03:30 AM 0 0 0 0 0 0 0 0 0 0 1 0 0 0 1 1 0 0 0 1 2

03:45 AM 0 0 0 0 0 0 2 0 0 2 0 0 0 0 0 0 0 0 0 0 2

Total 1 0 0 0 1 0 4 0 0 4 1 0 0 0 1 1 1 0 0 2 8

04:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

04:15 AM 0 1 0 0 1 0 1 0 0 1 1 0 0 0 1 0 0 0 0 0 3

04:30 AM 0 0 0 0 0 0 2 0 0 2 3 2 0 0 5 0 2 0 0 2 9

04:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 1 0 3 3

Total 0 1 0 0 1 0 3 0 0 3 4 2 0 0 6 0 4 1 0 5 15

05:00 AM 1 1 0 0 2 0 3 0 0 3 0 0 0 0 0 0 0 0 0 0 5

05:15 AM 1 0 0 0 1 0 5 0 0 5 0 0 0 0 0 0 5 0 0 5 11

05:30 AM 1 0 0 0 1 0 13 0 0 13 0 1 0 0 1 1 2 1 0 4 19

05:45 AM 1 1 0 0 2 0 4 0 0 4 0 1 0 0 1 0 7 1 0 8 15

Total 4 2 0 0 6 0 25 0 0 25 0 2 0 0 2 1 14 2 0 17 50

06:00 AM 1 2 0 0 3 0 3 0 0 3 0 2 0 0 2 1 8 1 0 10 18

06:15 AM 2 1 0 0 3 0 2 0 0 2 0 0 0 0 0 1 7 0 0 8 13

06:30 AM 0 3 0 0 3 0 11 0 0 11 0 1 0 0 1 2 11 3 0 16 31

06:45 AM 1 0 2 0 3 2 11 0 0 13 0 3 2 0 5 1 11 0 0 12 33

Total 4 6 2 0 12 2 27 0 0 29 0 6 2 0 8 5 37 4 0 46 95

07:00 AM 2 3 0 0 5 2 15 0 0 17 0 0 0 0 0 3 7 0 0 10 32

07:15 AM 0 3 0 0 3 1 7 0 0 8 0 5 0 0 5 0 16 1 0 17 33

07:30 AM 0 6 1 0 7 0 4 1 0 5 1 7 1 0 9 2 15 0 0 17 38

07:45 AM 0 1 2 0 3 5 11 0 0 16 0 2 1 0 3 0 18 2 0 20 42

Total 2 13 3 0 18 8 37 1 0 46 1 14 2 0 17 5 56 3 0 64 145

08:00 AM 1 1 1 0 3 2 5 0 0 7 0 3 1 0 4 2 11 0 0 13 27

08:15 AM 3 4 0 0 7 0 6 0 0 6 0 2 0 0 2 1 6 0 0 7 22

08:30 AM 1 1 0 0 2 0 5 0 0 5 0 2 0 0 2 0 15 2 0 17 26

08:45 AM 2 2 1 0 5 0 9 0 0 9 0 1 2 0 3 1 10 0 0 11 28

Total 7 8 2 0 17 2 25 0 0 27 0 8 3 0 11 4 42 2 0 48 103

09:00 AM 1 2 1 0 4 2 4 0 0 6 0 2 1 0 3 1 12 0 0 13 26

09:15 AM 0 0 1 0 1 1 3 0 0 4 0 3 0 0 3 2 11 0 0 13 21

09:30 AM 5 0 0 0 5 0 10 0 0 10 0 2 0 0 2 1 10 0 0 11 28

09:45 AM 1 1 0 0 2 0 9 0 0 9 0 1 1 0 2 2 8 2 0 12 25

Total 7 3 2 0 12 3 26 0 0 29 0 8 2 0 10 6 41 2 0 49 100

WSB & Associates

701 Xenia Ave S

Minneapolis, MN
File Name : csah 55 & th 40

Site Code : 00000004

Start Date : 6/7/2016

Page No : 2

TH 40 & CSAH 55

24 hour count

Willmar, MN

sunny

Groups Printed- vehicles

CSAH 55

From North

TH 40

From East

CSAH 55

From South

TH 40

From West

Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total

10:00 AM 1 4 0 0 5 1 6 0 0 7 0 2 0 0 2 0 11 1 0 12 26

10:15 AM 1 1 0 0 2 1 7 0 0 8 1 0 2 0 3 1 7 0 0 8 21

10:30 AM 4 3 0 0 7 0 8 0 0 8 0 2 3 0 5 1 13 0 0 14 34

10:45 AM 5 3 1 0 9 0 3 0 0 3 0 6 3 0 9 1 4 0 0 5 26

Total 11 11 1 0 23 2 24 0 0 26 1 10 8 0 19 3 35 1 0 39 107

11:00 AM 1 1 0 0 2 0 4 0 0 4 2 0 2 0 4 1 12 1 0 14 24

11:15 AM 2 1 1 0 4 0 5 0 0 5 1 5 1 0 7 0 7 0 0 7 23

11:30 AM 0 1 0 0 1 0 9 0 0 9 0 0 0 0 0 1 8 0 0 9 19

11:45 AM 2 1 1 0 4 1 12 1 0 14 1 2 0 0 3 0 11 1 0 12 33

Total 5 4 2 0 11 1 30 1 0 32 4 7 3 0 14 2 38 2 0 42 99

12:00 PM 2 3 1 0 6 2 8 0 0 10 0 3 2 0 5 0 8 0 0 8 29

12:15 PM 0 0 1 0 1 3 8 0 0 11 0 4 0 0 4 1 13 0 0 14 30

12:30 PM 1 2 0 0 3 3 11 0 0 14 0 0 0 0 0 1 3 2 0 6 23

12:45 PM 4 1 0 0 5 1 11 1 0 13 0 2 1 0 3 0 4 0 0 4 25

Total 7 6 2 0 15 9 38 1 0 48 0 9 3 0 12 2 28 2 0 32 107

01:00 PM 2 2 1 0 5 0 8 2 0 10 0 0 1 0 1 2 9 0 0 11 27

01:15 PM 0 1 0 0 1 1 11 0 0 12 1 0 1 0 2 1 17 0 0 18 33

01:30 PM 2 2 0 0 4 1 6 0 0 7 1 5 1 0 7 0 9 0 0 9 27

01:45 PM 2 1 0 0 3 0 17 0 0 17 1 2 1 0 4 0 11 6 0 17 41

Total 6 6 1 0 13 2 42 2 0 46 3 7 4 0 14 3 46 6 0 55 128

02:00 PM 3 1 0 0 4 0 11 0 0 11 1 4 1 0 6 0 11 1 0 12 33

02:15 PM 1 0 2 0 3 1 13 0 0 14 1 1 2 0 4 1 19 4 0 24 45

02:30 PM 2 3 0 0 5 0 15 0 0 15 1 2 2 0 5 2 13 1 0 16 41

02:45 PM 1 3 1 0 5 0 14 2 0 16 0 1 1 0 2 1 8 0 0 9 32

Total 7 7 3 0 17 1 53 2 0 56 3 8 6 0 17 4 51 6 0 61 151

03:00 PM 3 1 1 0 5 1 17 0 0 18 0 3 0 0 3 0 9 0 0 9 35

03:15 PM 2 4 0 0 6 1 13 0 0 14 1 0 2 0 3 2 17 1 0 20 43

03:30 PM 2 5 0 0 7 0 20 2 0 22 0 1 0 0 1 3 22 2 0 27 57

03:45 PM 1 4 2 0 7 2 21 0 0 23 1 2 0 0 3 0 13 0 0 13 46

Total 8 14 3 0 25 4 71 2 0 77 2 6 2 0 10 5 61 3 0 69 181

04:00 PM 2 6 0 0 8 0 8 0 0 8 0 3 1 0 4 1 5 0 0 6 26

04:15 PM 2 3 1 0 6 0 21 0 0 21 4 2 1 0 7 0 9 1 0 10 44

04:30 PM 2 4 2 0 8 2 13 0 0 15 0 3 2 0 5 0 7 2 0 9 37

04:45 PM 2 3 1 0 6 2 19 0 0 21 1 1 2 0 4 0 13 0 0 13 44

Total 8 16 4 0 28 4 61 0 0 65 5 9 6 0 20 1 34 3 0 38 151

05:00 PM 1 5 0 0 6 2 22 0 0 24 0 2 1 0 3 0 10 2 0 12 45

05:15 PM 3 4 0 0 7 0 16 0 0 16 0 4 3 0 7 1 11 1 0 13 43

05:30 PM 2 4 1 0 7 2 11 0 0 13 0 1 1 0 2 0 16 1 0 17 39

05:45 PM 1 7 1 0 9 1 13 0 0 14 0 1 2 0 3 2 20 0 0 22 48

Total 7 20 2 0 29 5 62 0 0 67 0 8 7 0 15 3 57 4 0 64 175

06:00 PM 0 0 0 0 0 1 14 1 0 16 0 1 0 0 1 1 10 1 0 12 29

06:15 PM 3 3 1 0 7 0 11 0 0 11 0 3 1 0 4 1 11 0 0 12 34

06:30 PM 1 1 0 0 2 0 8 0 0 8 0 2 1 0 3 0 6 0 0 6 19

06:45 PM 1 0 0 0 1 1 4 0 0 5 0 0 1 0 1 0 10 1 0 11 18

Total 5 4 1 0 10 2 37 1 0 40 0 6 3 0 9 2 37 2 0 41 100

07:00 PM 1 2 1 0 4 0 9 0 0 9 0 0 1 0 1 0 11 0 0 11 25

07:15 PM 0 0 0 0 0 0 8 0 0 8 0 1 0 0 1 0 8 2 0 10 19

07:30 PM 0 2 0 0 2 0 10 0 0 10 0 2 0 0 2 0 4 0 0 4 18

07:45 PM 0 1 1 0 2 0 4 0 0 4 0 2 0 0 2 0 5 0 0 5 13

Total 1 5 2 0 8 0 31 0 0 31 0 5 1 0 6 0 28 2 0 30 75

WSB & Associates

701 Xenia Ave S

Minneapolis, MN
File Name : csah 55 & th 40

Site Code : 00000004

Start Date : 6/7/2016

Page No : 3

TH 40 & CSAH 55

24 hour count

Willmar, MN

sunny

Groups Printed- vehicles

CSAH 55

From North

TH 40

From East

CSAH 55

From South

TH 40

From West

Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total

08:00 PM 0 1 0 0 1 1 5 0 0 6 0 0 1 0 1 0 4 0 0 4 12

08:15 PM 0 0 0 0 0 0 9 0 0 9 1 2 0 0 3 0 5 1 0 6 18

08:30 PM 0 0 2 0 2 0 5 0 0 5 0 0 0 0 0 0 7 0 0 7 14

08:45 PM 0 1 1 0 2 2 6 0 0 8 0 0 0 0 0 1 8 1 0 10 20

Total 0 2 3 0 5 3 25 0 0 28 1 2 1 0 4 1 24 2 0 27 64

09:00 PM 0 0 0 0 0 0 5 1 0 6 1 0 0 0 1 0 14 0 0 14 21

09:15 PM 0 2 0 0 2 1 10 0 0 11 1 0 0 0 1 0 6 0 0 6 20

09:30 PM 0 1 1 0 2 0 2 0 0 2 0 0 0 0 0 0 8 0 0 8 12

09:45 PM 0 1 1 0 2 1 4 0 0 5 2 1 0 0 3 0 6 0 0 6 16

Total 0 4 2 0 6 2 21 1 0 24 4 1 0 0 5 0 34 0 0 34 69

10:00 PM 0 1 0 0 1 0 2 0 0 2 0 0 1 0 1 1 4 0 0 5 9

10:15 PM 0 0 1 0 1 0 2 0 0 2 0 0 0 0 0 0 3 0 0 3 6

10:30 PM 0 1 0 0 1 0 2 0 0 2 0 0 0 0 0 0 9 0 0 9 12

10:45 PM 0 3 0 0 3 0 1 0 0 1 1 0 0 0 1 0 2 0 0 2 7

Total 0 5 1 0 6 0 7 0 0 7 1 0 1 0 2 1 18 0 0 19 34

11:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 0 0 2 2

11:15 PM 0 0 0 0 0 0 2 0 0 2 0 0 0 0 0 0 6 0 0 6 8

11:30 PM 0 0 0 0 0 0 4 0 0 4 0 0 0 0 0 0 0 0 0 0 4

11:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 3 0 0 3 3

Total 0 0 0 0 0 0 6 0 0 6 0 0 0 0 0 0 11 0 0 11 17

Grand Total 90 137 36 0 263 50 672 11 0 733 30 122 55 0 207 49 708 48 0 805 2008

Apprch % 34.2 52.1 13.7 0 6.8 91.7 1.5 0 14.5 58.9 26.6 0 6.1 88 6 0 

Total % 4.5 6.8 1.8 0 13.1 2.5 33.5 0.5 0 36.5 1.5 6.1 2.7 0 10.3 2.4 35.3 2.4 0 40.1

WSB & Associates

701 Xenia Ave S

Minneapolis, MN
File Name : csah 55 & th 40

Site Code : 00000004

Start Date : 6/7/2016

Page No : 4

TH 40 & CSAH 55

24 hour count

Willmar, MN

sunny

CSAH 55

From North

TH 40

From East

CSAH 55

From South

TH 40

From West

Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total

Peak Hour Analysis From 12:00 AM to 05:45 AM - Peak 1 of 1

Peak Hour for Entire Intersection Begins at 05:00 AM

05:00 AM 1 1 0 0 2 0 3 0 0 3 0 0 0 0 0 0 0 0 0 0 5

05:15 AM 1 0 0 0 1 0 5 0 0 5 0 0 0 0 0 0 5 0 0 5 11

05:30 AM 1 0 0 0 1 0 13 0 0 13 0 1 0 0 1 1 2 1 0 4 19

05:45 AM 1 1 0 0 2 0 4 0 0 4 0 1 0 0 1 0 7 1 0 8 15

Total Volume 4 2 0 0 6 0 25 0 0 25 0 2 0 0 2 1 14 2 0 17 50

% App. Total

PHF 1.00 .500 .000 .000 .750 .000 .481 .000 .000 .481 .000 .500 .000 .000 .500 .250 .500 .500 .000 .531 .658

 CSAH 55 

 TH 40 

 TH 40 

 CSAH 55 

Right

4 

Thru

2 

Left

0 

Peds

0 

Out In Total

4 6 10 

Right

0 

Thru

25 

Left

0 

Peds

0 

Out Total In

14 25 39 

Left

0 

Thru

2 

Right

0 

Peds

0 

Out In Total

3 2 5 

Left

2 

Thru

14 

Right

1 

Peds

0 

Total Out In

29 17 46 

Peak Hour Begins at 05:00 AM

vehicles

Peak Hour Data

North

WSB & Associates

701 Xenia Ave S

Minneapolis, MN
File Name : csah 55 & th 40

Site Code : 00000004

Start Date : 6/7/2016

Page No : 5

TH 40 & CSAH 55

24 hour count

Willmar, MN

sunny

CSAH 55

From North

TH 40

From East

CSAH 55

From South

TH 40

From West

Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total

Peak Hour Analysis From 06:00 AM to 11:45 AM - Peak 1 of 1

Peak Hour for Entire Intersection Begins at 07:00 AM

07:00 AM 2 3 0 0 5 2 15 0 0 17 0 0 0 0 0 3 7 0 0 10 32

07:15 AM 0 3 0 0 3 1 7 0 0 8 0 5 0 0 5 0 16 1 0 17 33

07:30 AM 0 6 1 0 7 0 4 1 0 5 1 7 1 0 9 2 15 0 0 17 38

07:45 AM 0 1 2 0 3 5 11 0 0 16 0 2 1 0 3 0 18 2 0 20 42

Total Volume 2 13 3 0 18 8 37 1 0 46 1 14 2 0 17 5 56 3 0 64 145

% App. Total

PHF .250 .542 .375 .000 .643 .400 .617 .250 .000 .676 .250 .500 .500 .000 .472 .417 .778 .375 .000 .800 .863

 CSAH 55 

 TH 40 

 TH 40 

 CSAH 55 

Right

2 

Thru

13 

Left

3 

Peds

0 

Out In Total

25 18 43 

Right

8 

Thru

37 

Left

1 

Peds

0 

Out Total In

60 46 106 

Left

2 

Thru

14 

Right

1 

Peds

0 

Out In Total

19 17 36 

Left

3 

Thru

56 

Right

5 

Peds

0 

Total Out In

41 64 105 

Peak Hour Begins at 07:00 AM

vehicles

Peak Hour Data

North

WSB & Associates

701 Xenia Ave S

Minneapolis, MN
File Name : us 12 & 45th st

Site Code : 00000004

Start Date : 6/7/2016

Page No : 1

US 12 & 45th St

24 hour count

Willmar, MN

sunny

Groups Printed- heavy trucks

45th St

From North

US 12

From East

45th St

From South

US 12

From West

Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total

12:00 AM 0 0 0 0 0 0 2 0 0 2 0 0 0 0 0 0 0 0 0 0 2

12:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

12:30 AM 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 0 1 0 0 1 2

12:45 AM 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 0 0 0 0 0 1

Total 0 0 0 0 0 0 4 0 0 4 0 0 0 0 0 0 1 0 0 1 5

01:00 AM 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 0 0 0 0 0 1

01:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1 1

01:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1 1

01:45 AM 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 0 1 0 0 1 2

Total 0 0 0 0 0 0 2 0 0 2 0 0 0 0 0 0 3 0 0 3 5

02:00 AM 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 0 1 0 0 1 2

02:15 AM 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 0 1 0 0 1 2

02:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

02:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 0 0 2 2

Total 0 0 0 0 0 0 2 0 0 2 0 0 0 0 0 0 4 0 0 4 6

03:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

03:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

03:30 AM 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 0 0 0 0 0 1

03:45 AM 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 0 0 0 0 0 1

Total 0 0 0 0 0 0 2 0 0 2 0 0 0 0 0 0 0 0 0 0 2

04:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 0 0 2 2

04:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 3 0 0 3 3

04:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1 1

04:45 AM 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 0 0 0 0 0 1

Total 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 0 6 0 0 6 7

05:00 AM 0 0 0 0 0 0 3 0 0 3 0 0 0 0 0 0 1 0 0 1 4

05:15 AM 0 0 0 0 0 0 2 0 0 2 0 0 0 0 0 0 2 0 0 2 4

05:30 AM 0 0 0 0 0 0 3 0 0 3 0 0 0 0 0 1 1 0 0 2 5

05:45 AM 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 0 1 0 0 1 2

Total 0 0 0 0 0 0 9 0 0 9 0 0 0 0 0 1 5 0 0 6 15

06:00 AM 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 0 1 0 0 1 2

06:15 AM 0 0 0 0 0 0 0 1 0 1 0 0 0 0 0 0 0 0 0 0 1

06:30 AM 0 0 0 0 0 0 2 0 0 2 0 0 0 0 0 0 3 0 0 3 5

06:45 AM 0 0 0 0 0 0 2 0 0 2 0 0 0 0 0 0 2 0 0 2 4

Total 0 0 0 0 0 0 5 1 0 6 0 0 0 0 0 0 6 0 0 6 12

07:00 AM 0 0 0 0 0 0 2 0 0 2 1 0 0 0 1 0 2 0 0 2 5

07:15 AM 0 0 0 0 0 0 3 0 0 3 0 0 1 0 1 0 2 0 0 2 6

07:30 AM 0 0 0 0 0 0 3 0 0 3 0 0 1 0 1 0 2 0 0 2 6

07:45 AM 0 1 0 0 1 0 2 1 0 3 0 0 0 0 0 0 4 0 0 4 8

Total 0 1 0 0 1 0 10 1 0 11 1 0 2 0 3 0 10 0 0 10 25

08:00 AM 0 0 0 0 0 0 3 0 0 3 0 0 0 0 0 1 4 0 0 5 8

08:15 AM 0 0 0 0 0 0 5 0 0 5 0 0 0 0 0 1 1 0 0 2 7

08:30 AM 0 0 0 0 0 0 6 0 0 6 0 0 0 0 0 0 1 0 0 1 7

08:45 AM 0 0 0 0 0 0 3 0 0 3 0 0 0 0 0 0 4 0 0 4 7

Total 0 0 0 0 0 0 17 0 0 17 0 0 0 0 0 2 10 0 0 12 29

09:00 AM 0 1 0 0 1 0 1 0 0 1 0 0 0 0 0 0 2 0 0 2 4

09:15 AM 0 0 0 0 0 0 6 0 0 6 0 0 1 0 1 0 3 0 0 3 10

09:30 AM 0 0 0 0 0 0 7 0 0 7 0 0 0 0 0 0 5 0 0 5 12

09:45 AM 0 0 0 0 0 0 2 0 0 2 0 0 0 0 0 0 4 0 0 4 6

Total 0 1 0 0 1 0 16 0 0 16 0 0 1 0 1 0 14 0 0 14 32

WSB & Associates

701 Xenia Ave S

Minneapolis, MN
File Name : us 12 & 45th st

Site Code : 00000004

Start Date : 6/7/2016

Page No : 2

US 12 & 45th St

24 hour count

Willmar, MN

sunny

Groups Printed- heavy trucks

45th St

From North

US 12

From East

45th St

From South

US 12

From West

Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total

10:00 AM 0 0 0 0 0 0 3 0 0 3 0 0 0 0 0 1 4 0 0 5 8

10:15 AM 0 0 0 0 0 0 3 0 0 3 0 0 0 0 0 0 1 0 0 1 4

10:30 AM 0 0 0 0 0 0 5 0 0 5 0 0 0 0 0 0 2 0 0 2 7

10:45 AM 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 0 2 0 0 2 3

Total 0 0 0 0 0 0 12 0 0 12 0 0 0 0 0 1 9 0 0 10 22

11:00 AM 0 0 0 0 0 0 2 0 0 2 0 0 0 0 0 0 4 0 0 4 6

11:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1 1

11:30 AM 0 0 0 0 0 0 5 0 0 5 0 0 0 0 0 0 2 0 0 2 7

11:45 AM 0 0 0 0 0 0 2 0 0 2 0 0 0 0 0 0 8 0 0 8 10

Total 0 0 0 0 0 0 9 0 0 9 0 0 0 0 0 0 15 0 0 15 24

12:00 PM 0 0 0 0 0 0 2 1 0 3 0 0 0 0 0 0 2 0 0 2 5

12:15 PM 0 0 0 0 0 0 0 4 0 4 0 0 0 0 0 0 3 0 0 3 7

12:30 PM 0 0 0 0 0 0 2 2 0 4 0 0 0 0 0 0 2 0 0 2 6

12:45 PM 0 0 0 0 0 0 3 0 0 3 0 0 0 0 0 1 2 0 0 3 6

Total 0 0 0 0 0 0 7 7 0 14 0 0 0 0 0 1 9 0 0 10 24

01:00 PM 0 0 0 0 0 0 6 0 0 6 0 0 0 0 0 0 4 0 0 4 10

01:15 PM 0 0 0 0 0 0 4 0 0 4 0 0 0 0 0 0 2 0 0 2 6

01:30 PM 0 0 0 0 0 0 3 0 0 3 0 0 0 0 0 0 2 0 0 2 5

01:45 PM 0 0 0 0 0 0 5 0 0 5 1 0 0 0 1 1 6 0 0 7 13

Total 0 0 0 0 0 0 18 0 0 18 1 0 0 0 1 1 14 0 0 15 34

02:00 PM 0 0 0 0 0 0 3 0 0 3 0 0 0 0 0 0 4 0 0 4 7

02:15 PM 0 0 0 0 0 0 5 0 0 5 1 0 2 0 3 0 7 0 0 7 15

02:30 PM 0 0 0 0 0 0 6 0 0 6 0 0 0 0 0 0 4 0 0 4 10

02:45 PM 0 0 0 0 0 0 2 0 0 2 0 0 0 0 0 1 6 0 0 7 9

Total 0 0 0 0 0 0 16 0 0 16 1 0 2 0 3 1 21 0 0 22 41

03:00 PM 0 0 0 0 0 0 5 1 0 6 0 0 0 0 0 0 3 0 0 3 9

03:15 PM 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 0 6 0 0 6 7

03:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 7 0 0 9 9

03:45 PM 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 4 1 0 0 5 6

Total 0 0 0 0 0 0 7 1 0 8 0 0 0 0 0 6 17 0 0 23 31

04:00 PM 0 0 0 0 0 0 4 1 0 5 0 0 0 0 0 0 6 0 0 6 11

04:15 PM 0 0 0 0 0 0 3 0 0 3 0 0 1 0 1 0 3 0 0 3 7

04:30 PM 0 0 0 0 0 0 5 1 0 6 0 0 0 0 0 0 2 0 0 2 8

04:45 PM 0 0 0 0 0 0 2 0 0 2 0 0 1 0 1 0 3 0 0 3 6

Total 0 0 0 0 0 0 14 2 0 16 0 0 2 0 2 0 14 0 0 14 32

05:00 PM 0 0 0 0 0 0 2 0 0 2 0 0 0 0 0 0 9 0 0 9 11

05:15 PM 0 0 0 0 0 0 3 0 0 3 0 0 0 0 0 0 2 0 0 2 5

05:30 PM 0 0 0 0 0 0 1 1 0 2 0 0 0 0 0 0 1 0 0 1 3

05:45 PM 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 0 0 0 0 0 1

Total 0 0 0 0 0 0 7 1 0 8 0 0 0 0 0 0 12 0 0 12 20

06:00 PM 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 0 2 0 0 2 3

06:15 PM 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 0 1 0 0 1 2

06:30 PM 0 0 0 0 0 0 2 0 0 2 2 0 0 0 2 0 2 0 0 2 6

06:45 PM 0 0 0 0 0 0 3 0 0 3 0 0 0 0 0 0 1 0 0 1 4

Total 0 0 0 0 0 0 7 0 0 7 2 0 0 0 2 0 6 0 0 6 15

07:00 PM 0 0 0 0 0 0 4 0 0 4 0 0 0 0 0 2 1 0 0 3 7

07:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 0 0 2 2

07:30 PM 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 0 1 0 0 1 2

07:45 PM 0 0 0 0 0 0 2 0 0 2 0 0 0 0 0 0 0 0 0 0 2

Total 0 0 0 0 0 0 7 0 0 7 0 0 0 0 0 2 4 0 0 6 13

WSB & Associates

701 Xenia Ave S

Minneapolis, MN
File Name : us 12 & 45th st

Site Code : 00000004

Start Date : 6/7/2016

Page No : 3

US 12 & 45th St

24 hour count

Willmar, MN

sunny

Groups Printed- heavy trucks

45th St

From North

US 12

From East

45th St

From South

US 12

From West

Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total

08:00 PM 0 0 0 0 0 0 2 0 0 2 0 0 0 0 0 0 2 0 0 2 4

08:15 PM 0 0 0 0 0 0 4 0 0 4 0 0 0 0 0 0 1 0 0 1 5

08:30 PM 0 0 1 0 1 0 0 0 0 0 0 0 0 0 0 0 2 0 0 2 3

08:45 PM 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 0 3 0 0 3 4

Total 0 0 1 0 1 0 7 0 0 7 0 0 0 0 0 0 8 0 0 8 16

09:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1 1

09:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1 1

09:30 PM 0 0 0 0 0 0 2 0 0 2 0 0 0 0 0 1 3 0 0 4 6

09:45 PM 0 0 0 0 0 0 5 0 0 5 0 0 0 0 0 0 0 0 0 0 5

Total 0 0 0 0 0 0 7 0 0 7 0 0 0 0 0 1 5 0 0 6 13

10:00 PM 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 0 2 0 0 2 3

10:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

10:30 PM 0 0 0 0 0 0 2 0 0 2 0 0 0 0 0 0 2 0 0 2 4

10:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

Total 0 0 0 0 0 0 3 0 0 3 0 0 0 0 0 0 4 0 0 4 7

11:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1 1

11:15 PM 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 0 0 0 0 0 1

11:30 PM 0 0 0 0 0 0 3 0 0 3 0 0 0 0 0 0 1 0 0 1 4

11:45 PM 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 0 1 0 0 1 2

Total 0 0 0 0 0 0 5 0 0 5 0 0 0 0 0 0 3 0 0 3 8

Grand Total 0 2 1 0 3 0 194 13 0 207 5 0 7 0 12 16 200 0 0 216 438

Apprch % 0 66.7 33.3 0 0 93.7 6.3 0 41.7 0 58.3 0 7.4 92.6 0 0 

Total % 0 0.5 0.2 0 0.7 0 44.3 3 0 47.3 1.1 0 1.6 0 2.7 3.7 45.7 0 0 49.3

WSB & Associates

701 Xenia Ave S

Minneapolis, MN
File Name : us 12 & 45th st

Site Code : 00000004

Start Date : 6/7/2016

Page No : 4

US 12 & 45th St

24 hour count

Willmar, MN

sunny

45th St

From North

US 12

From East

45th St

From South

US 12

From West

Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total

Peak Hour Analysis From 12:00 AM to 05:45 AM - Peak 1 of 1

Peak Hour for Entire Intersection Begins at 05:00 AM

05:00 AM 0 0 0 0 0 0 3 0 0 3 0 0 0 0 0 0 1 0 0 1 4

05:15 AM 0 0 0 0 0 0 2 0 0 2 0 0 0 0 0 0 2 0 0 2 4

05:30 AM 0 0 0 0 0 0 3 0 0 3 0 0 0 0 0 1 1 0 0 2 5

05:45 AM 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 0 1 0 0 1 2

Total Volume 0 0 0 0 0 0 9 0 0 9 0 0 0 0 0 1 5 0 0 6 15

% App. Total

PHF .000 .000 .000 .000 .000 .000 .750 .000 .000 .750 .000 .000 .000 .000 .000 .250 .625 .000 .000 .750 .750

 45th St 

 US 12 

 US 12 

 45th St 

Right

0 

Thru

0 

Left

0 

Peds

0 

Out In Total

0 0 0 

Right

0 

Thru

9 

Left

0 

Peds

0 

Out Total In

5 9 14 

Left

0 

Thru

0 

Right

0 

Peds

0 

Out In Total

1 0 1 

Left

0 

Thru

5 

Right

1 

Peds

0 

Total Out In

9 6 15 

Peak Hour Begins at 05:00 AM

heavy trucks

Peak Hour Data

North

WSB & Associates

701 Xenia Ave S

Minneapolis, MN
File Name : us 12 & 45th st

Site Code : 00000004

Start Date : 6/7/2016

Page No : 5

US 12 & 45th St

24 hour count

Willmar, MN

sunny

45th St

From North

US 12

From East

45th St

From South

US 12

From West

Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total

Peak Hour Analysis From 06:00 AM to 11:45 AM - Peak 1 of 1

Peak Hour for Entire Intersection Begins at 09:15 AM

09:15 AM 0 0 0 0 0 0 6 0 0 6 0 0 1 0 1 0 3 0 0 3 10

09:30 AM 0 0 0 0 0 0 7 0 0 7 0 0 0 0 0 0 5 0 0 5 12

09:45 AM 0 0 0 0 0 0 2 0 0 2 0 0 0 0 0 0 4 0 0 4 6

10:00 AM 0 0 0 0 0 0 3 0 0 3 0 0 0 0 0 1 4 0 0 5 8

Total Volume 0 0 0 0 0 0 18 0 0 18 0 0 1 0 1 1 16 0 0 17 36

% App. Total

PHF .000 .000 .000 .000 .000 .000 .643 .000 .000 .643 .000 .000 .250 .000 .250 .250 .800 .000 .000 .850 .750

 45th St 

 US 12 

 US 12 

 45th St 

Right

0 

Thru

0 

Left

0 

Peds

0 

Out In Total

0 0 0 

Right

0 

Thru

18 

Left

0 

Peds

0 

Out Total In

16 18 34 

Left

1 

Thru

0 

Right

0 

Peds

0 

Out In Total

1 1 2 

Left

0 

Thru

16 

Right

1 

Peds

0 

Total Out In

19 17 36 

Peak Hour Begins at 09:15 AM

heavy trucks

Peak Hour Data

North

WSB & Associates

701 Xenia Ave S

Minneapolis, MN
File Name : us 12 & 45th st

Site Code : 00000004

Start Date : 6/7/2016

Page No : 1

US 12 & 45th St

24 hour count

Willmar, MN

sunny

Groups Printed- small trucks

45th St

From North

US 12

From East

45th St

From South

US 12

From West

Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total

12:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

12:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

12:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

12:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

Total 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

01:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

01:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

01:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

01:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

Total 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

02:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

02:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

02:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

02:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

Total 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

03:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

03:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

03:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

03:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

Total 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

04:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

04:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

04:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

04:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

Total 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

05:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

05:15 AM 0 0 0 0 0 0 2 0 0 2 0 0 0 0 0 0 0 0 0 0 2

05:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

05:45 AM 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 0 0 0 0 0 1

Total 0 0 0 0 0 0 3 0 0 3 0 0 0 0 0 0 0 0 0 0 3

06:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

06:15 AM 0 0 0 0 0 0 2 0 0 2 0 0 1 0 1 0 0 0 0 0 3

06:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1 1

06:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1 1

Total 0 0 0 0 0 0 2 0 0 2 0 0 1 0 1 0 2 0 0 2 5

07:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

07:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

07:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1 1

07:45 AM 0 0 0 0 0 0 0 1 0 1 0 0 0 0 0 0 0 0 0 0 1

Total 0 0 0 0 0 0 0 1 0 1 0 0 0 0 0 0 1 0 0 1 2

08:00 AM 0 0 0 0 0 0 3 0 0 3 1 0 0 0 1 0 1 0 0 1 5

08:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 1 0 1 0 0 0 0 0 1

08:30 AM 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 0 0 0 0 0 1

08:45 AM 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 0 0 0 0 0 1

Total 0 0 0 0 0 0 5 0 0 5 1 0 1 0 2 0 1 0 0 1 8

09:00 AM 0 0 0 0 0 0 0 1 0 1 0 0 0 0 0 0 0 0 0 0 1

09:15 AM 0 0 0 0 0 0 1 0 0 1 1 0 0 0 1 1 0 0 0 1 3

09:30 AM 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 0 1 0 0 1 2

09:45 AM 0 0 0 0 0 0 2 0 0 2 0 0 0 0 0 0 1 0 0 1 3

Total 0 0 0 0 0 0 4 1 0 5 1 0 0 0 1 1 2 0 0 3 9

WSB & Associates

701 Xenia Ave S

Minneapolis, MN
File Name : us 12 & 45th st

Site Code : 00000004

Start Date : 6/7/2016

Page No : 2

US 12 & 45th St

24 hour count

Willmar, MN

sunny

Groups Printed- small trucks

45th St

From North

US 12

From East

45th St

From South

US 12

From West

Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total

10:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

10:15 AM 0 0 0 0 0 0 2 0 0 2 0 0 0 0 0 0 0 0 0 0 2

10:30 AM 0 0 0 0 0 1 1 0 0 2 0 0 0 0 0 0 0 0 0 0 2

10:45 AM 0 0 0 0 0 0 0 1 0 1 0 0 0 0 0 1 1 0 0 2 3

Total 0 0 0 0 0 1 3 1 0 5 0 0 0 0 0 1 1 0 0 2 7

11:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1 1

11:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1 1

11:30 AM 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 0 0 0 0 0 1

11:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 1 0 1 0 0 0 0 0 1

Total 0 0 0 0 0 0 1 0 0 1 0 0 1 0 1 0 2 0 0 2 4

12:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

12:15 PM 0 0 0 0 0 0 0 1 0 1 0 0 2 0 2 0 0 0 0 0 3

12:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

12:45 PM 0 0 0 0 0 0 3 0 0 3 0 0 0 0 0 0 0 0 0 0 3

Total 0 0 0 0 0 0 3 1 0 4 0 0 2 0 2 0 0 0 0 0 6

01:00 PM 0 0 0 0 0 0 3 0 0 3 0 0 0 0 0 0 1 0 0 1 4

01:15 PM 0 0 0 0 0 0 2 0 0 2 0 0 0 0 0 0 0 0 0 0 2

01:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

01:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 1 1

Total 0 0 0 0 0 0 5 0 0 5 0 0 0 0 0 1 1 0 0 2 7

02:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

02:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

02:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

02:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1 1

Total 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1 1

03:00 PM 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1 0 1 0 0 1 2

03:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

03:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

03:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

Total 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1 0 1 0 0 1 2

04:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1 1

04:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

04:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1 1

04:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1 1

Total 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 3 0 0 3 3

05:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

05:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

05:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 1 1

05:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 1 1

Total 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 0 0 0 2 2

06:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1 1

06:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

06:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

06:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

Total 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1 1

07:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

07:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

07:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

07:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

Total 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

WSB & Associates

701 Xenia Ave S

Minneapolis, MN
File Name : us 12 & 45th st

Site Code : 00000004

Start Date : 6/7/2016

Page No : 3

US 12 & 45th St

24 hour count

Willmar, MN

sunny

Groups Printed- small trucks

45th St

From North

US 12

From East

45th St

From South

US 12

From West

Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total

08:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1 1

08:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1 1

08:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

08:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

Total 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 0 0 2 2

09:00 PM 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 0 0 0 0 0 1

09:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

09:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

09:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

Total 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 0 0 0 0 0 1

10:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

10:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

10:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

10:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

Total 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

11:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

11:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

11:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

11:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

Total 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

Grand Total 0 0 0 0 0 1 27 4 0 32 2 1 5 0 8 5 18 0 0 23 63

Apprch % 0 0 0 0 3.1 84.4 12.5 0 25 12.5 62.5 0 21.7 78.3 0 0 

Total % 0 0 0 0 0 1.6 42.9 6.3 0 50.8 3.2 1.6 7.9 0 12.7 7.9 28.6 0 0 36.5

WSB & Associates

701 Xenia Ave S

Minneapolis, MN
File Name : us 12 & 45th st

Site Code : 00000004

Start Date : 6/7/2016

Page No : 4

US 12 & 45th St

24 hour count

Willmar, MN

sunny

45th St

From North

US 12

From East

45th St

From South

US 12

From West

Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total

Peak Hour Analysis From 12:00 AM to 05:45 AM - Peak 1 of 1

Peak Hour for Entire Intersection Begins at 05:00 AM

05:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

05:15 AM 0 0 0 0 0 0 2 0 0 2 0 0 0 0 0 0 0 0 0 0 2

05:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

05:45 AM 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 0 0 0 0 0 1

Total Volume 0 0 0 0 0 0 3 0 0 3 0 0 0 0 0 0 0 0 0 0 3

% App. Total

PHF .000 .000 .000 .000 .000 .000 .375 .000 .000 .375 .000 .000 .000 .000 .000 .000 .000 .000 .000 .000 .375

 45th St 

 US 12 

 US 12 

 45th St 

Right

0 

Thru

0 

Left

0 

Peds

0 

Out In Total

0 0 0 

Right

0 

Thru

3 

Left

0 

Peds

0 

Out Total In

0 3 3 

Left

0 

Thru

0 

Right

0 

Peds

0 

Out In Total

0 0 0 

Left

0 

Thru

0 

Right

0 

Peds

0 

Total Out In

3 0 3 

Peak Hour Begins at 05:00 AM

small trucks

Peak Hour Data

North

WSB & Associates

701 Xenia Ave S

Minneapolis, MN
File Name : us 12 & 45th st

Site Code : 00000004

Start Date : 6/7/2016

Page No : 5

US 12 & 45th St

24 hour count

Willmar, MN

sunny

45th St

From North

US 12

From East

45th St

From South

US 12

From West

Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total

Peak Hour Analysis From 06:00 AM to 11:45 AM - Peak 1 of 1

Peak Hour for Entire Intersection Begins at 09:00 AM

09:00 AM 0 0 0 0 0 0 0 1 0 1 0 0 0 0 0 0 0 0 0 0 1

09:15 AM 0 0 0 0 0 0 1 0 0 1 1 0 0 0 1 1 0 0 0 1 3

09:30 AM 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 0 1 0 0 1 2

09:45 AM 0 0 0 0 0 0 2 0 0 2 0 0 0 0 0 0 1 0 0 1 3

Total Volume 0 0 0 0 0 0 4 1 0 5 1 0 0 0 1 1 2 0 0 3 9

% App. Total

PHF .000 .000 .000 .000 .000 .000 .500 .250 .000 .625 .250 .000 .000 .000 .250 .250 .500 .000 .000 .750 .750

 45th St 

 US 12 

 US 12 

 45th St 

Right

0 

Thru

0 

Left

0 

Peds

0 

Out In Total

0 0 0 

Right

0 

Thru

4 

Left

1 

Peds

0 

Out Total In

3 5 8 

Left

0 

Thru

0 

Right

1 

Peds

0 

Out In Total

2 1 3 

Left

0 

Thru

2 

Right

1 

Peds

0 

Total Out In

4 3 7 

Peak Hour Begins at 09:00 AM

small trucks

Peak Hour Data

North

WSB & Associates

701 Xenia Ave S

Minneapolis, MN
File Name : us 12 & 45th st

Site Code : 00000004

Start Date : 6/7/2016

Page No : 1

US 12 & 45th St

24 hour count

Willmar, MN

sunny

Groups Printed- vehicles

45th St

From North

US 12

From East

45th St

From South

US 12

From West

Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total

12:00 AM 0 0 0 0 0 0 4 0 0 4 0 0 0 0 0 0 4 1 0 5 9

12:15 AM 0 0 0 0 0 0 2 0 0 2 0 0 0 0 0 0 1 0 0 1 3

12:30 AM 0 0 0 0 0 0 4 0 0 4 0 0 0 0 0 0 4 0 0 4 8

12:45 AM 0 0 0 0 0 0 5 0 0 5 0 0 0 0 0 0 2 0 0 2 7

Total 0 0 0 0 0 0 15 0 0 15 0 0 0 0 0 0 11 1 0 12 27

01:00 AM 0 0 0 0 0 0 3 0 0 3 0 0 0 0 0 0 0 0 0 0 3

01:15 AM 0 0 0 0 0 0 3 0 0 3 0 0 0 0 0 0 5 0 0 5 8

01:30 AM 0 0 0 0 0 0 3 0 0 3 0 0 0 0 0 0 1 0 0 1 4

01:45 AM 0 0 0 0 0 0 2 1 0 3 0 0 0 0 0 0 0 0 0 0 3

Total 0 0 0 0 0 0 11 1 0 12 0 0 0 0 0 0 6 0 0 6 18

02:00 AM 0 1 0 0 1 0 4 0 0 4 0 0 0 0 0 0 2 0 0 2 7

02:15 AM 0 0 0 0 0 0 3 0 0 3 0 0 1 0 1 0 4 0 0 4 8

02:30 AM 0 0 0 0 0 0 1 0 0 1 0 0 1 0 1 0 2 0 0 2 4

02:45 AM 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 0 0 0 0 0 1

Total 0 1 0 0 1 0 9 0 0 9 0 0 2 0 2 0 8 0 0 8 20

03:00 AM 0 1 1 0 2 0 3 0 0 3 0 0 0 0 0 0 1 0 0 1 6

03:15 AM 1 0 0 0 1 0 1 0 0 1 0 0 0 0 0 0 1 0 0 1 3

03:30 AM 0 0 0 0 0 0 2 0 0 2 0 0 0 0 0 0 1 0 0 1 3

03:45 AM 0 0 0 0 0 0 3 0 0 3 0 0 0 0 0 0 4 0 0 4 7

Total 1 1 1 0 3 0 9 0 0 9 0 0 0 0 0 0 7 0 0 7 19

04:00 AM 0 0 0 0 0 0 4 1 0 5 0 0 0 0 0 0 2 0 0 2 7

04:15 AM 0 0 0 0 0 0 7 0 0 7 1 0 0 0 1 1 4 0 0 5 13

04:30 AM 0 0 0 0 0 0 3 1 0 4 0 0 0 0 0 1 8 0 0 9 13

04:45 AM 0 0 0 0 0 0 5 0 0 5 0 0 0 0 0 0 9 0 0 9 14

Total 0 0 0 0 0 0 19 2 0 21 1 0 0 0 1 2 23 0 0 25 47

05:00 AM 0 0 0 0 0 0 7 1 0 8 0 0 0 0 0 0 17 0 0 17 25

05:15 AM 0 0 0 0 0 0 5 0 0 5 0 0 1 0 1 1 26 0 0 27 33

05:30 AM 0 0 0 0 0 0 6 0 0 6 0 0 0 0 0 0 20 0 0 20 26

05:45 AM 0 0 0 0 0 0 9 0 0 9 0 0 1 0 1 3 36 0 0 39 49

Total 0 0 0 0 0 0 27 1 0 28 0 0 2 0 2 4 99 0 0 103 133

06:00 AM 0 1 0 0 1 0 15 1 0 16 1 0 0 0 1 1 18 0 0 19 37

06:15 AM 0 0 0 0 0 0 25 1 0 26 0 0 0 0 0 1 48 0 0 49 75

06:30 AM 0 0 0 0 0 0 18 0 0 18 0 0 0 0 0 0 57 0 0 57 75

06:45 AM 0 0 0 0 0 1 20 2 0 23 0 0 2 0 2 5 49 0 0 54 79

Total 0 1 0 0 1 1 78 4 0 83 1 0 2 0 3 7 172 0 0 179 266

07:00 AM 0 3 1 0 4 1 19 4 0 24 0 0 0 0 0 2 47 0 0 49 77

07:15 AM 1 0 0 0 1 0 18 2 0 20 1 0 2 0 3 2 65 0 0 67 91

07:30 AM 0 0 0 0 0 0 39 2 0 41 1 0 0 0 1 2 73 0 0 75 117

07:45 AM 0 0 0 0 0 0 44 6 0 50 0 0 3 0 3 1 108 0 0 109 162

Total 1 3 1 0 5 1 120 14 0 135 2 0 5 0 7 7 293 0 0 300 447

08:00 AM 0 0 0 0 0 0 24 3 0 27 0 0 2 0 2 0 59 0 0 59 88

08:15 AM 0 0 1 0 1 0 21 3 0 24 0 0 1 0 1 2 46 0 0 48 74

08:30 AM 0 0 0 0 0 0 22 1 0 23 0 0 1 0 1 3 40 0 0 43 67

08:45 AM 0 0 0 0 0 0 19 0 0 19 1 0 0 0 1 0 49 0 0 49 69

Total 0 0 1 0 1 0 86 7 0 93 1 0 4 0 5 5 194 0 0 199 298

09:00 AM 0 0 1 0 1 0 20 0 0 20 0 0 1 0 1 2 20 0 0 22 44

09:15 AM 0 0 2 0 2 0 33 1 0 34 3 1 2 0 6 1 34 0 0 35 77

09:30 AM 1 0 0 0 1 0 23 0 0 23 0 0 1 0 1 2 33 0 0 35 60

09:45 AM 0 0 0 0 0 0 30 1 0 31 1 1 0 0 2 3 38 0 0 41 74

Total 1 0 3 0 4 0 106 2 0 108 4 2 4 0 10 8 125 0 0 133 255

WSB & Associates

701 Xenia Ave S

Minneapolis, MN
File Name : us 12 & 45th st

Site Code : 00000004

Start Date : 6/7/2016

Page No : 2

US 12 & 45th St

24 hour count

Willmar, MN

sunny

Groups Printed- vehicles

45th St

From North

US 12

From East

45th St

From South

US 12

From West

Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total

10:00 AM 0 0 1 0 1 0 23 3 0 26 1 0 2 0 3 2 35 0 0 37 67

10:15 AM 0 0 0 0 0 1 33 3 0 37 1 0 1 0 2 0 27 0 0 27 66

10:30 AM 1 2 0 0 3 2 29 2 0 33 2 0 0 0 2 1 47 0 0 48 86

10:45 AM 0 0 0 0 0 0 23 1 0 24 2 1 1 0 4 1 29 0 0 30 58

Total 1 2 1 0 4 3 108 9 0 120 6 1 4 0 11 4 138 0 0 142 277

11:00 AM 1 0 1 0 2 0 35 0 0 35 1 0 1 0 2 1 26 0 0 27 66

11:15 AM 0 0 0 0 0 0 34 3 0 37 1 0 3 0 4 2 35 0 0 37 78

11:30 AM 0 0 0 0 0 0 31 3 0 34 4 0 0 0 4 1 47 0 0 48 86

11:45 AM 0 0 0 0 0 0 26 1 0 27 6 0 3 0 9 4 38 0 0 42 78

Total 1 0 1 0 2 0 126 7 0 133 12 0 7 0 19 8 146 0 0 154 308

12:00 PM 0 0 0 0 0 0 49 2 0 51 3 0 1 0 4 1 29 0 0 30 85

12:15 PM 0 0 0 0 0 0 28 2 0 30 2 0 2 0 4 1 32 0 0 33 67

12:30 PM 1 0 0 0 1 0 31 4 0 35 3 0 1 0 4 1 36 0 0 37 77

12:45 PM 0 0 0 0 0 0 36 3 0 39 1 0 0 0 1 1 43 0 0 44 84

Total 1 0 0 0 1 0 144 11 0 155 9 0 4 0 13 4 140 0 0 144 313

01:00 PM 0 0 0 0 0 2 29 4 0 35 1 0 1 0 2 2 37 0 0 39 76

01:15 PM 0 0 0 0 0 0 29 0 0 29 0 0 0 0 0 0 38 0 0 38 67

01:30 PM 0 0 0 0 0 2 30 1 0 33 2 0 4 0 6 1 37 0 0 38 77

01:45 PM 0 0 0 0 0 0 34 1 0 35 1 0 3 0 4 0 38 0 0 38 77

Total 0 0 0 0 0 4 122 6 0 132 4 0 8 0 12 3 150 0 0 153 297

02:00 PM 1 1 1 0 3 0 35 0 0 35 1 0 0 0 1 0 31 0 0 31 70

02:15 PM 0 0 0 0 0 1 28 0 0 29 0 0 0 0 0 0 34 0 0 34 63

02:30 PM 0 0 1 0 1 0 44 1 0 45 1 1 1 0 3 2 37 0 0 39 88

02:45 PM 0 0 0 0 0 4 41 0 0 45 0 0 1 0 1 1 38 0 0 39 85

Total 1 1 2 0 4 5 148 1 0 154 2 1 2 0 5 3 140 0 0 143 306

03:00 PM 0 0 0 0 0 0 53 0 0 53 2 0 0 0 2 3 41 0 0 44 99

03:15 PM 0 0 1 0 1 1 49 1 0 51 1 0 0 0 1 0 47 1 0 48 101

03:30 PM 1 0 1 0 2 2 48 2 0 52 2 0 0 0 2 0 37 0 0 37 93

03:45 PM 0 0 1 0 1 1 47 1 0 49 3 0 0 0 3 3 28 0 0 31 84

Total 1 0 3 0 4 4 197 4 0 205 8 0 0 0 8 6 153 1 0 160 377

04:00 PM 0 0 0 0 0 0 52 0 0 52 1 1 1 0 3 4 46 0 0 50 105

04:15 PM 0 0 0 0 0 1 73 1 0 75 7 1 1 0 9 3 33 0 0 36 120

04:30 PM 0 0 0 0 0 0 86 2 0 88 4 1 3 0 8 2 51 1 0 54 150

04:45 PM 0 0 0 0 0 0 88 3 0 91 7 0 4 0 11 0 45 0 0 45 147

Total 0 0 0 0 0 1 299 6 0 306 19 3 9 0 31 9 175 1 0 185 522

05:00 PM 0 0 0 0 0 0 97 1 0 98 5 1 3 0 9 0 50 0 0 50 157

05:15 PM 0 0 0 0 0 0 89 2 0 91 2 0 2 0 4 3 37 0 0 40 135

05:30 PM 0 0 0 0 0 0 67 0 0 67 1 0 3 0 4 3 45 0 0 48 119

05:45 PM 0 1 0 0 1 0 68 0 0 68 0 0 0 0 0 0 40 0 0 40 109

Total 0 1 0 0 1 0 321 3 0 324 8 1 8 0 17 6 172 0 0 178 520

06:00 PM 0 0 1 0 1 0 54 1 0 55 0 0 1 0 1 0 35 0 0 35 92

06:15 PM 0 0 0 0 0 0 34 2 0 36 2 0 1 0 3 2 39 0 0 41 80

06:30 PM 0 0 0 0 0 0 31 0 0 31 1 0 0 0 1 0 34 0 0 34 66

06:45 PM 0 0 1 0 1 0 29 0 0 29 1 0 0 0 1 0 33 0 0 33 64

Total 0 0 2 0 2 0 148 3 0 151 4 0 2 0 6 2 141 0 0 143 302

07:00 PM 0 0 0 0 0 0 26 0 0 26 1 0 1 0 2 0 27 0 0 27 55

07:15 PM 0 1 1 0 2 0 41 1 0 42 0 0 0 0 0 1 26 0 0 27 71

07:30 PM 0 0 0 0 0 1 40 0 0 41 0 0 2 0 2 2 26 0 0 28 71

07:45 PM 0 0 0 0 0 0 25 0 0 25 0 0 0 0 0 0 16 0 0 16 41

Total 0 1 1 0 2 1 132 1 0 134 1 0 3 0 4 3 95 0 0 98 238

WSB & Associates

701 Xenia Ave S

Minneapolis, MN
File Name : us 12 & 45th st

Site Code : 00000004

Start Date : 6/7/2016

Page No : 3

US 12 & 45th St

24 hour count

Willmar, MN

sunny

Groups Printed- vehicles

45th St

From North

US 12

From East

45th St

From South

US 12

From West

Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total

08:00 PM 0 0 0 0 0 0 30 0 0 30 1 0 0 0 1 0 20 0 0 20 51

08:15 PM 0 0 1 0 1 0 29 0 0 29 0 0 0 0 0 2 15 0 0 17 47

08:30 PM 1 0 0 0 1 0 28 0 0 28 0 0 0 0 0 1 14 0 0 15 44

08:45 PM 0 0 0 0 0 0 27 0 0 27 0 0 1 0 1 0 21 1 0 22 50

Total 1 0 1 0 2 0 114 0 0 114 1 0 1 0 2 3 70 1 0 74 192

09:00 PM 0 0 0 0 0 1 38 0 0 39 0 0 0 0 0 0 17 0 0 17 56

09:15 PM 0 0 0 0 0 0 27 0 0 27 0 0 1 0 1 0 7 0 0 7 35

09:30 PM 0 0 0 0 0 0 25 0 0 25 0 1 0 0 1 1 14 0 0 15 41

09:45 PM 0 0 0 0 0 0 23 0 0 23 0 0 0 0 0 0 14 0 0 14 37

Total 0 0 0 0 0 1 113 0 0 114 0 1 1 0 2 1 52 0 0 53 169

10:00 PM 0 0 0 0 0 0 16 0 0 16 0 0 0 0 0 0 6 0 0 6 22

10:15 PM 0 0 0 0 0 0 19 0 0 19 0 0 0 0 0 0 13 1 0 14 33

10:30 PM 0 0 0 0 0 0 14 0 0 14 0 0 0 0 0 0 5 0 0 5 19

10:45 PM 0 0 0 0 0 1 12 0 0 13 0 0 1 0 1 0 6 0 0 6 20

Total 0 0 0 0 0 1 61 0 0 62 0 0 1 0 1 0 30 1 0 31 94

11:00 PM 0 0 1 0 1 0 9 0 0 9 1 0 0 0 1 0 6 0 0 6 17

11:15 PM 0 0 0 0 0 0 10 0 0 10 0 0 0 0 0 0 3 0 0 3 13

11:30 PM 0 0 2 0 2 0 3 0 0 3 0 0 0 0 0 0 5 0 0 5 10

11:45 PM 0 0 0 0 0 0 4 0 0 4 0 0 0 0 0 0 3 0 0 3 7

Total 0 0 3 0 3 0 26 0 0 26 1 0 0 0 1 0 17 0 0 17 47

Grand Total 9 11 20 0 40 22 2539 82 0 2643 84 9 69 0 162 85 2557 5 0 2647 5492

Apprch % 22.5 27.5 50 0 0.8 96.1 3.1 0 51.9 5.6 42.6 0 3.2 96.6 0.2 0 

Total % 0.2 0.2 0.4 0 0.7 0.4 46.2 1.5 0 48.1 1.5 0.2 1.3 0 2.9 1.5 46.6 0.1 0 48.2

WSB & Associates

701 Xenia Ave S

Minneapolis, MN
File Name : us 12 & 45th st

Site Code : 00000004

Start Date : 6/7/2016

Page No : 4

US 12 & 45th St

24 hour count

Willmar, MN

sunny

45th St

From North

US 12

From East

45th St

From South

US 12

From West

Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total

Peak Hour Analysis From 12:00 AM to 05:45 AM - Peak 1 of 1

Peak Hour for Entire Intersection Begins at 05:00 AM

05:00 AM 0 0 0 0 0 0 7 1 0 8 0 0 0 0 0 0 17 0 0 17 25

05:15 AM 0 0 0 0 0 0 5 0 0 5 0 0 1 0 1 1 26 0 0 27 33

05:30 AM 0 0 0 0 0 0 6 0 0 6 0 0 0 0 0 0 20 0 0 20 26

05:45 AM 0 0 0 0 0 0 9 0 0 9 0 0 1 0 1 3 36 0 0 39 49

Total Volume 0 0 0 0 0 0 27 1 0 28 0 0 2 0 2 4 99 0 0 103 133

% App. Total

PHF .000 .000 .000 .000 .000 .000 .750 .250 .000 .778 .000 .000 .500 .000 .500 .333 .688 .000 .000 .660 .679

 45th St 

 US 12 

 US 12 

 45th St 

Right

0 

Thru

0 

Left

0 

Peds

0 

Out In Total

0 0 0 

Right

0 

Thru

27 

Left

1 

Peds

0 

Out Total In

99 28 127 

Left

2 

Thru

0 

Right

0 

Peds

0 

Out In Total

5 2 7 

Left

0 

Thru

99 

Right

4 

Peds

0 

Total Out In

29 103 132 

Peak Hour Begins at 05:00 AM

vehicles

Peak Hour Data

North

WSB & Associates

701 Xenia Ave S

Minneapolis, MN
File Name : us 12 & 45th st

Site Code : 00000004

Start Date : 6/7/2016

Page No : 5

US 12 & 45th St

24 hour count

Willmar, MN

sunny

45th St

From North

US 12

From East

45th St

From South

US 12

From West

Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total

Peak Hour Analysis From 06:00 AM to 11:45 AM - Peak 1 of 1

Peak Hour for Entire Intersection Begins at 07:15 AM

07:15 AM 1 0 0 0 1 0 18 2 0 20 1 0 2 0 3 2 65 0 0 67 91

07:30 AM 0 0 0 0 0 0 39 2 0 41 1 0 0 0 1 2 73 0 0 75 117

07:45 AM 0 0 0 0 0 0 44 6 0 50 0 0 3 0 3 1 108 0 0 109 162

08:00 AM 0 0 0 0 0 0 24 3 0 27 0 0 2 0 2 0 59 0 0 59 88

Total Volume 1 0 0 0 1 0 125 13 0 138 2 0 7 0 9 5 305 0 0 310 458

% App. Total

PHF .250 .000 .000 .000 .250 .000 .710 .542 .000 .690 .500 .000 .583 .000 .750 .625 .706 .000 .000 .711 .707

 45th St 

 US 12 

 US 12 

 45th St 

Right

1 

Thru

0 

Left

0 

Peds

0 

Out In Total

0 1 1 

Right

0 

Thru

125 

Left

13 

Peds

0 

Out Total In

307 138 445 

Left

7 

Thru

0 

Right

2 

Peds

0 

Out In Total

18 9 27 

Left

0 

Thru

305 

Right

5 

Peds

0 

Total Out In

133 310 443 

Peak Hour Begins at 07:15 AM

vehicles

Peak Hour Data

North

WSB & Associates

701 Xenia Ave S

Minneapolis, MN
File Name : us 12 & csah 5

Site Code : 00000001

Start Date : 6/7/2016

Page No : 1

US 12 & CSAH 5

24 hour count

Willmar, MN

sunny

Groups Printed- heavy trucks

CSAH 5

From North

US 12

From East

CSAH 5

From South

US 12

From West

Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total

12:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

12:15 AM 0 0 0 0 0 0 0 3 0 3 2 0 0 0 2 0 1 0 0 1 6

12:30 AM 0 0 0 0 0 0 2 0 0 2 0 0 0 0 0 0 2 0 0 2 4

12:45 AM 0 0 0 0 0 0 1 1 0 2 0 0 1 0 1 0 0 0 0 0 3

Total 0 0 0 0 0 0 3 4 0 7 2 0 1 0 3 0 3 0 0 3 13

01:00 AM 0 0 0 0 0 0 0 1 0 1 0 0 1 0 1 0 0 0 0 0 2

01:15 AM 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 0 2 0 0 2 3

01:30 AM 0 0 0 0 0 1 0 0 0 1 0 0 0 0 0 1 2 0 0 3 4

01:45 AM 0 0 0 0 0 0 0 1 0 1 0 1 2 0 3 2 1 0 0 3 7

Total 0 0 0 0 0 1 1 2 0 4 0 1 3 0 4 3 5 0 0 8 16

02:00 AM 0 0 0 0 0 0 1 0 0 1 2 0 0 0 2 0 1 0 0 1 4

02:15 AM 0 1 0 0 1 0 0 1 0 1 1 0 2 0 3 1 0 0 0 1 6

02:30 AM 1 0 0 0 1 0 1 0 0 1 0 0 0 0 0 0 0 0 0 0 2

02:45 AM 1 0 0 0 1 0 0 0 0 0 0 0 0 0 0 1 1 0 0 2 3

Total 2 1 0 0 3 0 2 1 0 3 3 0 2 0 5 2 2 0 0 4 15

03:00 AM 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1 1 1 0 0 2 3

03:15 AM 0 0 0 0 0 0 1 1 0 2 2 0 0 0 2 0 0 0 0 0 4

03:30 AM 0 0 0 0 0 0 1 0 0 1 1 1 0 0 2 0 0 0 0 0 3

03:45 AM 1 0 0 0 1 0 0 1 0 1 0 0 1 0 1 1 0 0 0 1 4

Total 1 0 0 0 1 0 2 2 0 4 3 2 1 0 6 2 1 0 0 3 14

04:00 AM 0 0 0 0 0 1 1 0 0 2 1 0 0 0 1 0 2 0 0 2 5

04:15 AM 0 0 0 0 0 0 0 0 0 0 1 0 0 0 1 1 1 0 0 2 3

04:30 AM 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 1 0 0 0 1 2

04:45 AM 0 0 0 0 0 0 1 0 0 1 0 1 0 0 1 0 1 0 0 1 3

Total 0 0 0 0 0 1 3 0 0 4 2 1 0 0 3 2 4 0 0 6 13

05:00 AM 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 2 1 0 0 3 4

05:15 AM 0 1 0 0 1 0 4 0 0 4 0 0 0 0 0 4 2 0 0 6 11

05:30 AM 0 0 0 0 0 0 1 1 0 2 0 1 0 0 1 1 0 0 0 1 4

05:45 AM 0 0 0 0 0 0 2 2 0 4 0 0 0 0 0 0 2 0 0 2 6

Total 0 1 0 0 1 0 8 3 0 11 0 1 0 0 1 7 5 0 0 12 25

06:00 AM 0 1 0 0 1 0 1 3 0 4 0 0 0 0 0 1 1 1 0 3 8

06:15 AM 0 0 0 0 0 0 2 1 0 3 5 0 2 0 7 1 2 0 0 3 13

06:30 AM 1 2 0 0 3 0 4 2 0 6 0 0 1 0 1 1 2 0 0 3 13

06:45 AM 1 0 0 0 1 2 5 1 0 8 2 1 1 0 4 0 4 1 0 5 18

Total 2 3 0 0 5 2 12 7 0 21 7 1 4 0 12 3 9 2 0 14 52

07:00 AM 0 1 0 0 1 0 1 0 0 1 2 1 1 0 4 0 2 0 0 2 8

07:15 AM 1 1 0 0 2 0 2 0 0 2 1 0 2 0 3 1 3 1 0 5 12

07:30 AM 0 0 0 0 0 0 1 1 0 2 1 0 0 0 1 1 1 0 0 2 5

07:45 AM 2 0 1 0 3 1 1 1 0 3 1 2 0 0 3 1 2 2 0 5 14

Total 3 2 1 0 6 1 5 2 0 8 5 3 3 0 11 3 8 3 0 14 39

08:00 AM 1 0 0 0 1 2 3 3 0 8 1 0 1 0 2 4 1 1 0 6 17

08:15 AM 1 0 0 0 1 0 3 0 0 3 1 1 1 0 3 0 0 1 0 1 8

08:30 AM 0 0 0 0 0 0 2 1 0 3 2 0 1 0 3 0 3 0 0 3 9

08:45 AM 0 0 1 0 1 0 3 1 0 4 0 1 1 0 2 0 3 1 0 4 11

Total 2 0 1 0 3 2 11 5 0 18 4 2 4 0 10 4 7 3 0 14 45

09:00 AM 2 1 0 0 3 0 1 0 0 1 2 0 0 0 2 0 1 2 0 3 9

09:15 AM 1 0 0 0 1 1 5 0 0 6 3 3 1 0 7 1 1 0 0 2 16

09:30 AM 1 0 0 0 1 0 3 0 0 3 0 0 0 0 0 0 2 0 0 2 6

09:45 AM 2 0 0 0 2 0 3 0 0 3 0 0 0 0 0 0 1 0 0 1 6

Total 6 1 0 0 7 1 12 0 0 13 5 3 1 0 9 1 5 2 0 8 37

WSB & Associates

701 Xenia Ave S

Minneapolis, MN
File Name : us 12 & csah 5

Site Code : 00000001

Start Date : 6/7/2016

Page No : 2

US 12 & CSAH 5

24 hour count

Willmar, MN

sunny

Groups Printed- heavy trucks

CSAH 5

From North

US 12

From East

CSAH 5

From South

US 12

From West

Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total

10:00 AM 1 0 0 0 1 0 4 1 0 5 1 0 0 0 1 1 3 1 0 5 12

10:15 AM 0 0 0 0 0 0 2 0 0 2 2 0 1 0 3 0 1 1 0 2 7

10:30 AM 2 1 0 0 3 0 4 0 0 4 3 0 0 0 3 0 2 1 0 3 13

10:45 AM 1 0 0 0 1 1 1 2 0 4 0 0 0 0 0 0 2 0 0 2 7

Total 4 1 0 0 5 1 11 3 0 15 6 0 1 0 7 1 8 3 0 12 39

11:00 AM 0 0 1 0 1 0 3 2 0 5 0 0 2 0 2 0 3 2 0 5 13

11:15 AM 1 1 0 0 2 0 1 0 0 1 2 0 0 0 2 1 3 0 0 4 9

11:30 AM 2 0 0 0 2 0 2 1 0 3 0 0 1 0 1 1 1 0 0 2 8

11:45 AM 0 0 0 0 0 1 1 0 0 2 0 0 3 0 3 2 3 1 0 6 11

Total 3 1 1 0 5 1 7 3 0 11 2 0 6 0 8 4 10 3 0 17 41

12:00 PM 0 1 1 0 2 1 1 1 0 3 1 0 0 0 1 0 1 1 0 2 8

12:15 PM 0 0 1 0 1 0 6 0 0 6 2 1 0 0 3 0 0 0 0 0 10

12:30 PM 2 0 0 0 2 0 4 0 0 4 0 0 0 0 0 0 2 1 0 3 9

12:45 PM 1 0 1 0 2 0 3 2 0 5 0 0 1 0 1 0 2 1 0 3 11

Total 3 1 3 0 7 1 14 3 0 18 3 1 1 0 5 0 5 3 0 8 38

01:00 PM 0 2 1 0 3 0 5 1 0 6 0 0 0 0 0 1 1 0 0 2 11

01:15 PM 1 0 0 0 1 0 1 2 0 3 1 0 1 0 2 2 1 0 0 3 9

01:30 PM 2 0 0 0 2 0 2 0 0 2 1 0 2 0 3 0 0 0 0 0 7

01:45 PM 0 0 0 0 0 0 2 0 0 2 1 1 3 0 5 0 3 0 0 3 10

Total 3 2 1 0 6 0 10 3 0 13 3 1 6 0 10 3 5 0 0 8 37

02:00 PM 0 2 0 0 2 0 2 0 0 2 1 0 0 0 1 4 1 0 0 5 10

02:15 PM 0 0 0 0 0 0 4 2 0 6 1 0 2 0 3 1 5 0 0 6 15

02:30 PM 0 0 0 0 0 0 3 1 0 4 0 0 0 0 0 1 1 0 0 2 6

02:45 PM 0 3 1 0 4 0 4 2 0 6 1 0 1 0 2 0 4 3 0 7 19

Total 0 5 1 0 6 0 13 5 0 18 3 0 3 0 6 6 11 3 0 20 50

03:00 PM 0 0 1 0 1 0 3 0 0 3 1 0 1 0 2 0 3 0 0 3 9

03:15 PM 2 1 0 0 3 0 1 1 0 2 1 0 1 0 2 2 5 0 0 7 14

03:30 PM 0 0 0 0 0 0 2 1 0 3 0 0 0 0 0 2 3 0 0 5 8

03:45 PM 1 1 0 0 2 0 2 1 0 3 0 0 0 0 0 1 0 0 0 1 6

Total 3 2 1 0 6 0 8 3 0 11 2 0 2 0 4 5 11 0 0 16 37

04:00 PM 0 2 0 0 2 0 1 2 0 3 0 1 0 0 1 1 3 1 0 5 11

04:15 PM 0 1 0 0 1 0 6 1 0 7 2 0 0 0 2 3 2 0 0 5 15

04:30 PM 1 1 2 0 4 0 2 1 0 3 3 0 0 0 3 1 1 0 0 2 12

04:45 PM 0 0 0 0 0 0 2 1 0 3 2 1 0 0 3 0 2 0 0 2 8

Total 1 4 2 0 7 0 11 5 0 16 7 2 0 0 9 5 8 1 0 14 46

05:00 PM 0 0 0 0 0 0 0 1 0 1 0 3 1 0 4 2 9 0 0 11 16

05:15 PM 1 1 1 0 3 0 4 0 0 4 0 0 0 0 0 0 3 0 0 3 10

05:30 PM 0 0 1 0 1 0 3 0 0 3 0 0 1 0 1 0 1 0 0 1 6

05:45 PM 0 1 0 0 1 0 0 2 0 2 0 0 0 0 0 0 2 0 0 2 5

Total 1 2 2 0 5 0 7 3 0 10 0 3 2 0 5 2 15 0 0 17 37

06:00 PM 0 1 0 0 1 0 0 0 0 0 0 0 1 0 1 0 1 1 0 2 4

06:15 PM 0 1 0 0 1 0 0 1 0 1 0 1 1 0 2 0 1 0 0 1 5

06:30 PM 0 0 0 0 0 0 2 0 0 2 0 1 2 0 3 1 1 1 0 3 8

06:45 PM 0 0 1 0 1 0 2 1 0 3 1 0 1 0 2 0 1 0 0 1 7

Total 0 2 1 0 3 0 4 2 0 6 1 2 5 0 8 1 4 2 0 7 24

07:00 PM 0 0 0 0 0 1 1 0 0 2 1 0 2 0 3 0 0 0 0 0 5

07:15 PM 1 0 0 0 1 0 1 1 0 2 0 1 1 0 2 1 1 0 0 2 7

07:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1 1

07:45 PM 0 0 0 0 0 0 2 0 0 2 1 0 2 0 3 0 0 0 0 0 5

Total 1 0 0 0 1 1 4 1 0 6 2 1 5 0 8 1 2 0 0 3 18

WSB & Associates

701 Xenia Ave S

Minneapolis, MN
File Name : us 12 & csah 5

Site Code : 00000001

Start Date : 6/7/2016

Page No : 3

US 12 & CSAH 5

24 hour count

Willmar, MN

sunny

Groups Printed- heavy trucks

CSAH 5

From North

US 12

From East

CSAH 5

From South

US 12

From West

Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total

08:00 PM 0 0 0 0 0 0 1 1 0 2 0 0 0 0 0 0 3 1 0 4 6

08:15 PM 0 0 0 0 0 0 4 0 0 4 1 0 2 0 3 1 1 0 0 2 9

08:30 PM 1 0 0 0 1 0 0 1 0 1 0 0 0 0 0 1 1 0 0 2 4

08:45 PM 0 0 0 0 0 0 0 1 0 1 0 0 1 0 1 0 4 0 0 4 6

Total 1 0 0 0 1 0 5 3 0 8 1 0 3 0 4 2 9 1 0 12 25

09:00 PM 0 0 0 0 0 0 1 0 0 1 1 1 1 0 3 0 3 0 0 3 7

09:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1 1

09:30 PM 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 1 2 0 0 3 4

09:45 PM 0 0 0 0 0 1 1 0 0 2 0 0 3 0 3 0 1 0 0 1 6

Total 0 0 0 0 0 1 3 0 0 4 1 1 4 0 6 1 7 0 0 8 18

10:00 PM 1 0 0 0 1 0 0 0 0 0 0 1 0 0 1 1 0 0 0 1 3

10:15 PM 0 0 0 0 0 0 0 1 0 1 0 0 0 0 0 1 0 0 0 1 2

10:30 PM 0 0 0 0 0 0 2 0 0 2 0 0 1 0 1 1 2 0 0 3 6

10:45 PM 0 0 0 0 0 0 1 1 0 2 1 1 0 0 2 0 0 0 0 0 4

Total 1 0 0 0 1 0 3 2 0 5 1 2 1 0 4 3 2 0 0 5 15

11:00 PM 0 0 0 0 0 0 0 0 0 0 2 1 1 0 4 2 1 0 0 3 7

11:15 PM 0 0 0 0 0 0 0 0 0 0 1 1 1 0 3 1 0 0 0 1 4

11:30 PM 0 0 0 0 0 0 1 0 0 1 0 0 1 0 1 1 0 0 0 1 3

11:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 1 0 1 0 1 0 0 1 2

Total 0 0 0 0 0 0 1 0 0 1 3 2 4 0 9 4 2 0 0 6 16

Grand Total 37 28 14 0 79 13 160 62 0 235 66 29 62 0 157 65 148 26 0 239 710

Apprch % 46.8 35.4 17.7 0 5.5 68.1 26.4 0 42 18.5 39.5 0 27.2 61.9 10.9 0 

Total % 5.2 3.9 2 0 11.1 1.8 22.5 8.7 0 33.1 9.3 4.1 8.7 0 22.1 9.2 20.8 3.7 0 33.7

WSB & Associates

701 Xenia Ave S

Minneapolis, MN
File Name : us 12 & csah 5

Site Code : 00000001

Start Date : 6/7/2016

Page No : 4

US 12 & CSAH 5

24 hour count

Willmar, MN

sunny

CSAH 5

From North

US 12

From East

CSAH 5

From South

US 12

From West

Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total

Peak Hour Analysis From 12:00 AM to 05:45 AM - Peak 1 of 1

Peak Hour for Entire Intersection Begins at 05:00 AM

05:00 AM 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 2 1 0 0 3 4

05:15 AM 0 1 0 0 1 0 4 0 0 4 0 0 0 0 0 4 2 0 0 6 11

05:30 AM 0 0 0 0 0 0 1 1 0 2 0 1 0 0 1 1 0 0 0 1 4

05:45 AM 0 0 0 0 0 0 2 2 0 4 0 0 0 0 0 0 2 0 0 2 6

Total Volume 0 1 0 0 1 0 8 3 0 11 0 1 0 0 1 7 5 0 0 12 25

% App. Total

PHF .000 .250 .000 .000 .250 .000 .500 .375 .000 .688 .000 .250 .000 .000 .250 .438 .625 .000 .000 .500 .568

 CSAH 5 

 US 12 

 US 12 

 CSAH 5 

Right

0 

Thru

1 

Left

0 

Peds

0 

Out In Total

1 1 2 

Right

0 

Thru

8 

Left

3 

Peds

0 

Out Total In

5 11 16 

Left

0 

Thru

1 

Right

0 

Peds

0 

Out In Total

11 1 12 

Left

0 

Thru

5 

Right

7 

Peds

0 

Total Out In

8 12 20 

Peak Hour Begins at 05:00 AM

heavy trucks

Peak Hour Data

North

WSB & Associates

701 Xenia Ave S

Minneapolis, MN
File Name : us 12 & csah 5

Site Code : 00000001

Start Date : 6/7/2016

Page No : 5

US 12 & CSAH 5

24 hour count

Willmar, MN

sunny

CSAH 5

From North

US 12

From East

CSAH 5

From South

US 12

From West

Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total

Peak Hour Analysis From 06:00 AM to 11:45 AM - Peak 1 of 1

Peak Hour for Entire Intersection Begins at 06:00 AM

06:00 AM 0 1 0 0 1 0 1 3 0 4 0 0 0 0 0 1 1 1 0 3 8

06:15 AM 0 0 0 0 0 0 2 1 0 3 5 0 2 0 7 1 2 0 0 3 13

06:30 AM 1 2 0 0 3 0 4 2 0 6 0 0 1 0 1 1 2 0 0 3 13

06:45 AM 1 0 0 0 1 2 5 1 0 8 2 1 1 0 4 0 4 1 0 5 18

Total Volume 2 3 0 0 5 2 12 7 0 21 7 1 4 0 12 3 9 2 0 14 52

% App. Total

PHF .500 .375 .000 .000 .417 .250 .600 .583 .000 .656 .350 .250 .500 .000 .429 .750 .563 .500 .000 .700 .722

 CSAH 5 

 US 12 

 US 12 

 CSAH 5 

Right

2 

Thru

3 

Left

0 

Peds

0 

Out In Total

5 5 10 

Right

2 

Thru

12 

Left

7 

Peds

0 

Out Total In

16 21 37 

Left

4 

Thru

1 

Right

7 

Peds

0 

Out In Total

13 12 25 

Left

2 

Thru

9 

Right

3 

Peds

0 

Total Out In

18 14 32 

Peak Hour Begins at 06:00 AM

heavy trucks

Peak Hour Data

North

WSB & Associates

701 Xenia Ave S

Minneapolis, MN
File Name : us 12 & csah 5

Site Code : 00000001

Start Date : 6/7/2016

Page No : 1

US 12 & CSAH 5

24 hour count

Willmar, MN

sunny

Groups Printed- small trucks

CSAH 5

From North

US 12

From East

CSAH 5

From South

US 12

From West

Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total

12:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

12:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

12:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

12:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

Total 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

01:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

01:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

01:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

01:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 1 0 1 0 0 0 0 0 1

Total 0 0 0 0 0 0 0 0 0 0 0 0 1 0 1 0 0 0 0 0 1

02:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

02:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

02:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

02:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

Total 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

03:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

03:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

03:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

03:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

Total 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

04:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

04:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

04:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

04:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

Total 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

05:00 AM 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 0 0 0 0 0 1

05:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

05:30 AM 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 1

05:45 AM 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 1

Total 0 0 0 0 0 0 1 0 0 1 0 2 0 0 2 0 0 0 0 0 3

06:00 AM 0 0 1 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1

06:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

06:30 AM 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 1

06:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 1 1

Total 0 0 1 0 1 0 0 0 0 0 0 1 0 0 1 0 0 1 0 1 3

07:00 AM 0 0 0 0 0 0 0 1 0 1 0 0 0 0 0 0 0 0 0 0 1

07:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

07:30 AM 0 0 0 0 0 0 6 0 0 6 1 2 0 0 3 0 2 1 0 3 12

07:45 AM 0 0 0 0 0 4 4 0 0 8 0 2 1 0 3 0 2 0 0 2 13

Total 0 0 0 0 0 4 10 1 0 15 1 4 1 0 6 0 4 1 0 5 26

08:00 AM 1 0 0 0 1 2 2 1 0 5 0 2 0 0 2 0 3 2 0 5 13

08:15 AM 0 2 0 0 2 0 2 0 0 2 0 1 0 0 1 1 1 0 0 2 7

08:30 AM 0 1 0 0 1 0 1 2 0 3 1 0 2 0 3 0 0 1 0 1 8

08:45 AM 2 0 0 0 2 0 1 0 0 1 0 3 0 0 3 0 1 0 0 1 7

Total 3 3 0 0 6 2 6 3 0 11 1 6 2 0 9 1 5 3 0 9 35

09:00 AM 0 1 1 0 2 0 2 2 0 4 0 1 0 0 1 1 4 0 0 5 12

09:15 AM 0 1 0 0 1 0 0 1 0 1 0 1 0 0 1 1 3 0 0 4 7

09:30 AM 0 0 2 0 2 1 2 0 0 3 0 2 0 0 2 0 3 0 0 3 10

09:45 AM 0 0 0 0 0 0 1 0 0 1 0 2 1 0 3 1 0 1 0 2 6

Total 0 2 3 0 5 1 5 3 0 9 0 6 1 0 7 3 10 1 0 14 35

WSB & Associates

701 Xenia Ave S

Minneapolis, MN
File Name : us 12 & csah 5

Site Code : 00000001

Start Date : 6/7/2016

Page No : 2

US 12 & CSAH 5

24 hour count

Willmar, MN

sunny

Groups Printed- small trucks

CSAH 5

From North

US 12

From East

CSAH 5

From South

US 12

From West

Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total

10:00 AM 0 1 2 0 3 0 0 1 0 1 1 0 0 0 1 0 1 1 0 2 7

10:15 AM 1 0 0 0 1 0 2 0 0 2 1 0 0 0 1 0 1 0 0 1 5

10:30 AM 1 2 0 0 3 0 2 2 0 4 1 0 0 0 1 0 0 0 0 0 8

10:45 AM 0 0 0 0 0 1 2 2 0 5 0 1 1 0 2 0 0 0 0 0 7

Total 2 3 2 0 7 1 6 5 0 12 3 1 1 0 5 0 2 1 0 3 27

11:00 AM 0 2 0 0 2 0 0 0 0 0 0 2 0 0 2 1 2 0 0 3 7

11:15 AM 1 2 0 0 3 1 2 2 0 5 0 1 0 0 1 0 3 0 0 3 12

11:30 AM 2 2 0 0 4 0 0 0 0 0 0 0 0 0 0 0 2 1 0 3 7

11:45 AM 1 1 0 0 2 0 0 1 0 1 3 0 0 0 3 1 1 0 0 2 8

Total 4 7 0 0 11 1 2 3 0 6 3 3 0 0 6 2 8 1 0 11 34

12:00 PM 0 1 1 0 2 0 1 0 0 1 0 1 0 0 1 0 1 1 0 2 6

12:15 PM 0 0 1 0 1 2 0 0 0 2 2 1 0 0 3 2 1 0 0 3 9

12:30 PM 0 0 0 0 0 0 1 1 0 2 2 0 0 0 2 0 1 1 0 2 6

12:45 PM 0 0 0 0 0 1 1 1 0 3 1 0 0 0 1 0 2 0 0 2 6

Total 0 1 2 0 3 3 3 2 0 8 5 2 0 0 7 2 5 2 0 9 27

01:00 PM 0 0 1 0 1 1 1 0 0 2 2 1 0 0 3 2 2 0 0 4 10

01:15 PM 1 0 0 0 1 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 2

01:30 PM 1 0 0 0 1 2 1 2 0 5 1 1 0 0 2 0 0 0 0 0 8

01:45 PM 1 0 0 0 1 0 0 2 0 2 0 2 2 0 4 0 2 1 0 3 10

Total 3 0 1 0 4 3 2 4 0 9 3 5 2 0 10 2 4 1 0 7 30

02:00 PM 1 1 2 0 4 0 0 0 0 0 0 1 1 0 2 0 1 0 0 1 7

02:15 PM 1 0 0 0 1 2 1 1 0 4 0 0 0 0 0 0 1 1 0 2 7

02:30 PM 1 1 0 0 2 0 1 0 0 1 0 1 0 0 1 1 1 0 0 2 6

02:45 PM 0 1 0 0 1 1 1 2 0 4 0 1 0 0 1 0 3 0 0 3 9

Total 3 3 2 0 8 3 3 3 0 9 0 3 1 0 4 1 6 1 0 8 29

03:00 PM 0 1 0 0 1 1 1 0 0 2 0 0 0 0 0 1 1 0 0 2 5

03:15 PM 1 1 1 0 3 0 1 0 0 1 0 1 1 0 2 0 1 0 0 1 7

03:30 PM 0 0 1 0 1 1 1 0 0 2 0 0 0 0 0 0 4 0 0 4 7

03:45 PM 0 1 3 0 4 0 0 2 0 2 1 1 0 0 2 0 2 0 0 2 10

Total 1 3 5 0 9 2 3 2 0 7 1 2 1 0 4 1 8 0 0 9 29

04:00 PM 0 0 0 0 0 1 3 1 0 5 0 1 0 0 1 0 3 1 0 4 10

04:15 PM 0 0 0 0 0 0 2 0 0 2 0 0 0 0 0 0 0 0 0 0 2

04:30 PM 1 1 2 0 4 0 2 1 0 3 0 2 0 0 2 0 1 0 0 1 10

04:45 PM 0 0 0 0 0 1 0 0 0 1 0 0 0 0 0 1 3 0 0 4 5

Total 1 1 2 0 4 2 7 2 0 11 0 3 0 0 3 1 7 1 0 9 27

05:00 PM 0 0 1 0 1 0 1 0 0 1 0 0 0 0 0 0 0 0 0 0 2

05:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

05:30 PM 0 0 1 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1

05:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

Total 0 0 2 0 2 0 1 0 0 1 0 0 0 0 0 0 0 0 0 0 3

06:00 PM 0 1 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1

06:15 PM 1 1 0 0 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2

06:30 PM 0 1 0 0 1 0 0 0 0 0 0 0 0 0 0 0 1 1 0 2 3

06:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

Total 1 3 0 0 4 0 0 0 0 0 0 0 0 0 0 0 1 1 0 2 6

07:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

07:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

07:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

07:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 1 1

Total 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 1 1

WSB & Associates

701 Xenia Ave S

Minneapolis, MN
File Name : us 12 & csah 5

Site Code : 00000001

Start Date : 6/7/2016

Page No : 3

US 12 & CSAH 5

24 hour count

Willmar, MN

sunny

Groups Printed- small trucks

CSAH 5

From North

US 12

From East

CSAH 5

From South

US 12

From West

Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total

08:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

08:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

08:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

08:45 PM 0 0 0 0 0 1 0 0 0 1 0 0 0 0 0 0 0 0 0 0 1

Total 0 0 0 0 0 1 0 0 0 1 0 0 0 0 0 0 0 0 0 0 1

09:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

09:15 PM 0 0 0 0 0 0 0 0 0 0 1 0 0 0 1 0 0 0 0 0 1

09:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

09:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

Total 0 0 0 0 0 0 0 0 0 0 1 0 0 0 1 0 0 0 0 0 1

10:00 PM 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 0 0 0 0 0 1

10:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

10:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

10:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

Total 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 0 0 0 0 0 1

11:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

11:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

11:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

11:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

Total 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

Grand Total 18 26 20 0 64 23 50 28 0 101 18 38 10 0 66 14 60 14 0 88 319

Apprch % 28.1 40.6 31.2 0 22.8 49.5 27.7 0 27.3 57.6 15.2 0 15.9 68.2 15.9 0 

Total % 5.6 8.2 6.3 0 20.1 7.2 15.7 8.8 0 31.7 5.6 11.9 3.1 0 20.7 4.4 18.8 4.4 0 27.6

WSB & Associates

701 Xenia Ave S

Minneapolis, MN
File Name : us 12 & csah 5

Site Code : 00000001

Start Date : 6/7/2016

Page No : 4

US 12 & CSAH 5

24 hour count

Willmar, MN

sunny

CSAH 5

From North

US 12

From East

CSAH 5

From South

US 12

From West

Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total

Peak Hour Analysis From 12:00 AM to 05:45 AM - Peak 1 of 1

Peak Hour for Entire Intersection Begins at 05:00 AM

05:00 AM 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 0 0 0 0 0 1

05:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

05:30 AM 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 1

05:45 AM 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 1

Total Volume 0 0 0 0 0 0 1 0 0 1 0 2 0 0 2 0 0 0 0 0 3

% App. Total

PHF .000 .000 .000 .000 .000 .000 .250 .000 .000 .250 .000 .500 .000 .000 .500 .000 .000 .000 .000 .000 .750

 CSAH 5 

 US 12 

 US 12 

 CSAH 5 

Right

0 

Thru

0 

Left

0 

Peds

0 

Out In Total

2 0 2 

Right

0 

Thru

1 

Left

0 

Peds

0 

Out Total In

0 1 1 

Left

0 

Thru

2 

Right

0 

Peds

0 

Out In Total

0 2 2 

Left

0 

Thru

0 

Right

0 

Peds

0 

Total Out In

1 0 1 

Peak Hour Begins at 05:00 AM

small trucks

Peak Hour Data

North

WSB & Associates

701 Xenia Ave S

Minneapolis, MN
File Name : us 12 & csah 5

Site Code : 00000001

Start Date : 6/7/2016

Page No : 5

US 12 & CSAH 5

24 hour count

Willmar, MN

sunny

CSAH 5

From North

US 12

From East

CSAH 5

From South

US 12

From West

Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total

Peak Hour Analysis From 06:00 AM to 11:45 AM - Peak 1 of 1

Peak Hour for Entire Intersection Begins at 07:30 AM

07:30 AM 0 0 0 0 0 0 6 0 0 6 1 2 0 0 3 0 2 1 0 3 12

07:45 AM 0 0 0 0 0 4 4 0 0 8 0 2 1 0 3 0 2 0 0 2 13

08:00 AM 1 0 0 0 1 2 2 1 0 5 0 2 0 0 2 0 3 2 0 5 13

08:15 AM 0 2 0 0 2 0 2 0 0 2 0 1 0 0 1 1 1 0 0 2 7

Total Volume 1 2 0 0 3 6 14 1 0 21 1 7 1 0 9 1 8 3 0 12 45

% App. Total

PHF .250 .250 .000 .000 .375 .375 .583 .250 .000 .656 .250 .875 .250 .000 .750 .250 .667 .375 .000 .600 .865

 CSAH 5 

 US 12 

 US 12 

 CSAH 5 

Right

1 

Thru

2 

Left

0 

Peds

0 

Out In Total

16 3 19 

Right

6 

Thru

14 

Left

1 

Peds

0 

Out Total In

9 21 30 

Left

1 

Thru

7 

Right

1 

Peds

0 

Out In Total

4 9 13 

Left

3 

Thru

8 

Right

1 

Peds

0 

Total Out In

16 12 28 

Peak Hour Begins at 07:30 AM

small trucks

Peak Hour Data

North

WSB & Associates

701 Xenia Ave S

Minneapolis, MN
File Name : us 12 & csah 5

Site Code : 00000001

Start Date : 6/7/2016

Page No : 1

US 12 & CSAH 5

24 hour count

Willmar, MN

sunny

Groups Printed- vehicles

CSAH 5

From North

US 12

From East

CSAH 5

From South

US 12

From West

Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total

12:00 AM 0 3 2 0 5 8 3 2 0 13 3 3 2 0 8 0 3 0 0 3 29

12:15 AM 0 6 5 0 11 6 1 2 0 9 1 5 1 0 7 0 1 0 0 1 28

12:30 AM 0 3 1 0 4 6 1 2 0 9 0 3 2 0 5 2 3 0 0 5 23

12:45 AM 0 2 3 0 5 3 3 2 0 8 0 4 1 0 5 0 1 0 0 1 19

Total 0 14 11 0 25 23 8 8 0 39 4 15 6 0 25 2 8 0 0 10 99

01:00 AM 0 3 3 0 6 2 2 0 0 4 5 14 1 0 20 0 0 0 0 0 30

01:15 AM 0 6 2 0 8 4 2 2 0 8 3 7 1 0 11 1 1 0 0 2 29

01:30 AM 0 1 3 0 4 3 6 1 0 10 1 2 0 0 3 0 2 0 0 2 19

01:45 AM 1 4 2 0 7 2 2 0 0 4 4 6 1 0 11 0 2 0 0 2 24

Total 1 14 10 0 25 11 12 3 0 26 13 29 3 0 45 1 5 0 0 6 102

02:00 AM 0 0 0 0 0 1 3 0 0 4 1 0 1 0 2 0 4 0 0 4 10

02:15 AM 0 0 1 0 1 0 1 1 0 2 0 3 2 0 5 2 5 0 0 7 15

02:30 AM 0 0 0 0 0 4 0 0 0 4 0 4 1 0 5 0 3 1 0 4 13

02:45 AM 0 2 2 0 4 1 1 0 0 2 0 1 0 0 1 0 0 0 0 0 7

Total 0 2 3 0 5 6 5 1 0 12 1 8 4 0 13 2 12 1 0 15 45

03:00 AM 0 0 1 0 1 1 3 0 0 4 5 0 1 0 6 0 2 0 0 2 13

03:15 AM 2 2 0 0 4 1 4 0 0 5 2 1 0 0 3 0 2 0 0 2 14

03:30 AM 0 1 1 0 2 0 2 0 0 2 0 1 0 0 1 0 3 0 0 3 8

03:45 AM 2 3 0 0 5 0 3 1 0 4 0 2 0 0 2 1 1 0 0 2 13

Total 4 6 2 0 12 2 12 1 0 15 7 4 1 0 12 1 8 0 0 9 48

04:00 AM 2 0 2 0 4 2 2 0 0 4 1 2 1 0 4 2 2 0 0 4 16

04:15 AM 2 4 1 0 7 0 4 1 0 5 0 2 3 0 5 2 0 0 0 2 19

04:30 AM 1 4 3 0 8 3 2 1 0 6 1 2 1 0 4 7 4 0 0 11 29

04:45 AM 1 4 6 0 11 0 4 1 0 5 0 3 5 0 8 2 7 2 0 11 35

Total 6 12 12 0 30 5 12 3 0 20 2 9 10 0 21 13 13 2 0 28 99

05:00 AM 0 9 3 0 12 2 11 2 0 15 1 3 1 0 5 3 5 0 0 8 40

05:15 AM 0 17 12 0 29 1 3 7 0 11 0 4 4 0 8 4 23 1 0 28 76

05:30 AM 2 13 7 0 22 2 3 9 0 14 0 3 4 0 7 15 12 1 0 28 71

05:45 AM 4 15 11 0 30 5 6 9 0 20 3 7 5 0 15 15 17 1 0 33 98

Total 6 54 33 0 93 10 23 27 0 60 4 17 14 0 35 37 57 3 0 97 285

06:00 AM 5 18 7 0 30 8 11 6 0 25 6 2 2 0 10 9 7 6 0 22 87

06:15 AM 7 32 6 0 45 6 17 9 0 32 1 8 4 0 13 15 22 3 0 40 130

06:30 AM 2 49 17 0 68 5 18 9 0 32 3 13 10 0 26 25 37 4 0 66 192

06:45 AM 7 52 27 0 86 6 26 5 0 37 6 18 3 0 27 21 29 5 0 55 205

Total 21 151 57 0 229 25 72 29 0 126 16 41 19 0 76 70 95 18 0 183 614

07:00 AM 8 41 21 0 70 5 21 4 0 30 6 13 9 0 28 18 25 6 0 49 177

07:15 AM 12 38 17 0 67 8 25 6 0 39 3 17 8 0 28 23 45 4 0 72 206

07:30 AM 8 62 31 0 101 11 37 5 0 53 4 29 14 0 47 24 41 2 0 67 268

07:45 AM 7 52 47 0 106 15 31 4 0 50 3 30 16 0 49 34 60 9 0 103 308

Total 35 193 116 0 344 39 114 19 0 172 16 89 47 0 152 99 171 21 0 291 959

08:00 AM 6 34 31 0 71 12 26 8 0 46 1 18 6 0 25 21 29 7 0 57 199

08:15 AM 5 18 10 0 33 12 24 5 0 41 1 24 5 0 30 21 29 8 0 58 162

08:30 AM 4 23 14 0 41 14 20 5 0 39 0 26 11 0 37 16 18 8 0 42 159

08:45 AM 3 22 15 0 40 16 15 1 0 32 1 38 4 0 43 21 24 8 0 53 168

Total 18 97 70 0 185 54 85 19 0 158 3 106 26 0 135 79 100 31 0 210 688

09:00 AM 2 18 15 0 35 14 17 7 0 38 3 22 12 0 37 15 26 3 0 44 154

09:15 AM 4 12 12 0 28 14 20 5 0 39 3 26 12 0 41 18 18 5 0 41 149

09:30 AM 5 15 18 0 38 11 15 3 0 29 2 18 15 0 35 15 21 4 0 40 142

09:45 AM 3 29 15 0 47 13 15 3 0 31 1 15 10 0 26 11 18 3 0 32 136

Total 14 74 60 0 148 52 67 18 0 137 9 81 49 0 139 59 83 15 0 157 581

WSB & Associates

701 Xenia Ave S

Minneapolis, MN
File Name : us 12 & csah 5

Site Code : 00000001

Start Date : 6/7/2016

Page No : 2

US 12 & CSAH 5

24 hour count

Willmar, MN

sunny

Groups Printed- vehicles

CSAH 5

From North

US 12

From East

CSAH 5

From South

US 12

From West

Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total

10:00 AM 3 21 11 0 35 11 32 7 0 50 7 12 15 0 34 21 18 1 0 40 159

10:15 AM 2 23 9 0 34 15 16 4 0 35 5 11 9 0 25 18 29 4 0 51 145

10:30 AM 2 16 12 0 30 16 17 3 0 36 7 20 8 0 35 19 20 4 0 43 144

10:45 AM 1 31 10 0 42 8 23 7 0 38 2 18 9 0 29 24 18 4 0 46 155

Total 8 91 42 0 141 50 88 21 0 159 21 61 41 0 123 82 85 13 0 180 603

11:00 AM 2 24 16 0 42 9 15 2 0 26 2 12 24 0 38 15 23 3 0 41 147

11:15 AM 5 26 11 0 42 11 16 2 0 29 3 23 28 0 54 21 31 3 0 55 180

11:30 AM 5 18 20 0 43 15 18 5 0 38 4 17 9 0 30 15 31 4 0 50 161

11:45 AM 7 36 15 0 58 19 25 2 0 46 5 31 11 0 47 15 18 3 0 36 187

Total 19 104 62 0 185 54 74 11 0 139 14 83 72 0 169 66 103 13 0 182 675

12:00 PM 5 39 13 0 57 23 17 3 0 43 5 39 29 0 73 15 18 2 0 35 208

12:15 PM 3 30 18 0 51 10 22 6 0 38 6 15 18 0 39 23 29 1 0 53 181

12:30 PM 5 27 12 0 44 26 21 5 0 52 5 18 20 0 43 15 29 2 0 46 185

12:45 PM 3 29 17 0 49 8 29 5 0 42 6 33 17 0 56 11 38 2 0 51 198

Total 16 125 60 0 201 67 89 19 0 175 22 105 84 0 211 64 114 7 0 185 772

01:00 PM 4 28 18 0 50 24 43 5 0 72 6 21 19 0 46 16 29 6 0 51 219

01:15 PM 18 28 27 0 73 16 15 9 0 40 5 23 28 0 56 15 25 5 0 45 214

01:30 PM 10 27 18 0 55 24 21 2 0 47 4 27 17 0 48 21 29 3 0 53 203

01:45 PM 9 45 27 0 81 20 24 4 0 48 2 18 8 0 28 13 39 5 0 57 214

Total 41 128 90 0 259 84 103 20 0 207 17 89 72 0 178 65 122 19 0 206 850

02:00 PM 10 31 31 0 72 13 25 9 0 47 3 12 25 0 40 23 22 5 0 50 209

02:15 PM 4 29 22 0 55 22 24 3 0 49 2 21 8 0 31 28 25 7 0 60 195

02:30 PM 9 24 23 0 56 12 27 6 0 45 2 33 21 0 56 17 14 3 0 34 191

02:45 PM 7 62 23 0 92 22 35 8 0 65 2 24 24 0 50 11 25 5 0 41 248

Total 30 146 99 0 275 69 111 26 0 206 9 90 78 0 177 79 86 20 0 185 843

03:00 PM 4 32 22 0 58 18 32 6 0 56 4 18 11 0 33 10 22 1 0 33 180

03:15 PM 5 48 30 0 83 23 39 13 0 75 8 35 21 0 64 12 32 9 0 53 275

03:30 PM 5 41 28 0 74 27 39 13 0 79 15 49 26 0 90 16 25 8 0 49 292

03:45 PM 5 32 27 0 64 27 25 12 0 64 14 23 24 0 61 14 25 8 0 47 236

Total 19 153 107 0 279 95 135 44 0 274 41 125 82 0 248 52 104 26 0 182 983

04:00 PM 3 34 15 0 52 30 34 9 0 73 7 50 19 0 76 17 22 8 0 47 248

04:15 PM 8 24 19 0 51 26 48 4 0 78 4 46 30 0 80 15 30 3 0 48 257

04:30 PM 10 50 30 0 90 35 46 9 0 90 5 53 35 0 93 15 33 13 0 61 334

04:45 PM 13 37 18 0 68 39 48 7 0 94 3 63 29 0 95 19 31 8 0 58 315

Total 34 145 82 0 261 130 176 29 0 335 19 212 113 0 344 66 116 32 0 214 1154

05:00 PM 7 31 13 0 51 46 37 7 0 90 3 66 46 0 115 30 41 17 0 88 344

05:15 PM 6 39 21 0 66 29 46 5 0 80 5 55 45 0 105 17 28 9 0 54 305

05:30 PM 3 39 12 0 54 31 29 5 0 65 5 50 39 0 94 13 30 5 0 48 261

05:45 PM 6 37 16 0 59 24 29 6 0 59 4 34 27 0 65 18 24 11 0 53 236

Total 22 146 62 0 230 130 141 23 0 294 17 205 157 0 379 78 123 42 0 243 1146

06:00 PM 5 23 14 0 42 19 25 3 0 47 4 41 31 0 76 20 25 4 0 49 214

06:15 PM 3 24 28 0 55 14 21 4 0 39 2 36 14 0 52 19 22 7 0 48 194

06:30 PM 6 24 13 0 43 11 9 1 0 21 5 37 20 0 62 14 25 4 0 43 169

06:45 PM 2 23 14 0 39 16 19 1 0 36 6 26 11 0 43 20 16 3 0 39 157

Total 16 94 69 0 179 60 74 9 0 143 17 140 76 0 233 73 88 18 0 179 734

07:00 PM 4 27 7 0 38 15 14 2 0 31 2 14 13 0 29 12 14 3 0 29 127

07:15 PM 1 17 12 0 30 25 10 2 0 37 1 35 26 0 62 11 10 5 0 26 155

07:30 PM 1 25 8 0 34 18 19 2 0 39 2 23 23 0 48 13 17 3 0 33 154

07:45 PM 5 17 12 0 34 7 17 3 0 27 1 18 14 0 33 5 6 4 0 15 109

Total 11 86 39 0 136 65 60 9 0 134 6 90 76 0 172 41 47 15 0 103 545

WSB & Associates

701 Xenia Ave S

Minneapolis, MN
File Name : us 12 & csah 5

Site Code : 00000001

Start Date : 6/7/2016

Page No : 3

US 12 & CSAH 5

24 hour count

Willmar, MN

sunny

Groups Printed- vehicles

CSAH 5

From North

US 12

From East

CSAH 5

From South

US 12

From West

Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total

08:00 PM 2 22 15 0 39 13 16 3 0 32 3 26 16 0 45 12 14 3 0 29 145

08:15 PM 2 12 11 0 25 18 14 3 0 35 0 29 10 0 39 9 14 1 0 24 123

08:30 PM 4 24 18 0 46 11 8 4 0 23 2 41 19 0 62 5 8 3 0 16 147

08:45 PM 5 25 8 0 38 17 13 5 0 35 3 29 10 0 42 6 10 4 0 20 135

Total 13 83 52 0 148 59 51 15 0 125 8 125 55 0 188 32 46 11 0 89 550

09:00 PM 2 12 13 0 27 26 25 2 0 53 3 34 14 0 51 4 15 5 0 24 155

09:15 PM 3 18 15 0 36 15 12 5 0 32 4 33 14 0 51 3 5 1 0 9 128

09:30 PM 5 17 12 0 34 10 8 0 0 18 2 30 13 0 45 5 7 1 0 13 110

09:45 PM 1 13 13 0 27 19 12 5 0 36 1 26 10 0 37 4 12 1 0 17 117

Total 11 60 53 0 124 70 57 12 0 139 10 123 51 0 184 16 39 8 0 63 510

10:00 PM 0 14 15 0 29 15 7 4 0 26 1 38 9 0 48 2 4 1 0 7 110

10:15 PM 3 12 13 0 28 12 6 1 0 19 1 17 5 0 23 3 9 1 0 13 83

10:30 PM 0 14 6 0 20 10 9 5 0 24 2 11 4 0 17 0 5 1 0 6 67

10:45 PM 0 6 10 0 16 9 13 3 0 25 1 16 3 0 20 0 6 0 0 6 67

Total 3 46 44 0 93 46 35 13 0 94 5 82 21 0 108 5 24 3 0 32 327

11:00 PM 0 9 2 0 11 12 6 1 0 19 1 4 4 0 9 2 7 0 0 9 48

11:15 PM 2 6 5 0 13 10 6 2 0 18 0 13 2 0 15 1 3 1 0 5 51

11:30 PM 1 5 0 0 6 8 7 1 0 16 1 7 1 0 9 1 2 0 0 3 34

11:45 PM 0 4 0 0 4 9 3 2 0 14 1 7 1 0 9 2 5 0 0 7 34

Total 3 24 7 0 34 39 22 6 0 67 3 31 8 0 42 6 17 1 0 24 167

Grand Total 351 2048 1242 0 3641 1245 1626 385 0 3256 284 1960 1165 0 3409 1088 1666 319 0 3073 13379

Apprch % 9.6 56.2 34.1 0 38.2 49.9 11.8 0 8.3 57.5 34.2 0 35.4 54.2 10.4 0 

Total % 2.6 15.3 9.3 0 27.2 9.3 12.2 2.9 0 24.3 2.1 14.6 8.7 0 25.5 8.1 12.5 2.4 0 23

WSB & Associates

701 Xenia Ave S

Minneapolis, MN
File Name : us 12 & csah 5

Site Code : 00000001

Start Date : 6/7/2016

Page No : 4

US 12 & CSAH 5

24 hour count

Willmar, MN

sunny

CSAH 5

From North

US 12

From East

CSAH 5

From South

US 12

From West

Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total

Peak Hour Analysis From 12:00 AM to 05:45 AM - Peak 1 of 1

Peak Hour for Entire Intersection Begins at 05:00 AM

05:00 AM 0 9 3 0 12 2 11 2 0 15 1 3 1 0 5 3 5 0 0 8 40

05:15 AM 0 17 12 0 29 1 3 7 0 11 0 4 4 0 8 4 23 1 0 28 76

05:30 AM 2 13 7 0 22 2 3 9 0 14 0 3 4 0 7 15 12 1 0 28 71

05:45 AM 4 15 11 0 30 5 6 9 0 20 3 7 5 0 15 15 17 1 0 33 98

Total Volume 6 54 33 0 93 10 23 27 0 60 4 17 14 0 35 37 57 3 0 97 285

% App. Total

PHF .375 .794 .688 .000 .775 .500 .523 .750 .000 .750 .333 .607 .700 .000 .583 .617 .620 .750 .000 .735 .727

 CSAH 5 

 US 12 

 US 12 

 CSAH 5 

Right

6 

Thru

54 

Left

33 

Peds

0 

Out In Total

30 93 123 

Right

10 

Thru

23 

Left

27 

Peds

0 

Out Total In

94 60 154 

Left

14 

Thru

17 

Right

4 

Peds

0 

Out In Total

118 35 153 

Left

3 

Thru

57 

Right

37 

Peds

0 

Total Out In

43 97 140 

Peak Hour Begins at 05:00 AM

vehicles

Peak Hour Data

North

WSB & Associates

701 Xenia Ave S

Minneapolis, MN
File Name : us 12 & csah 5

Site Code : 00000001

Start Date : 6/7/2016

Page No : 5

US 12 & CSAH 5

24 hour count

Willmar, MN

sunny

CSAH 5

From North

US 12

From East

CSAH 5

From South

US 12

From West

Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total

Peak Hour Analysis From 06:00 AM to 11:45 AM - Peak 1 of 1

Peak Hour for Entire Intersection Begins at 07:15 AM

07:15 AM 12 38 17 0 67 8 25 6 0 39 3 17 8 0 28 23 45 4 0 72 206

07:30 AM 8 62 31 0 101 11 37 5 0 53 4 29 14 0 47 24 41 2 0 67 268

07:45 AM 7 52 47 0 106 15 31 4 0 50 3 30 16 0 49 34 60 9 0 103 308

08:00 AM 6 34 31 0 71 12 26 8 0 46 1 18 6 0 25 21 29 7 0 57 199

Total Volume 33 186 126 0 345 46 119 23 0 188 11 94 44 0 149 102 175 22 0 299 981

% App. Total

PHF .688 .750 .670 .000 .814 .767 .804 .719 .000 .887 .688 .783 .688 .000 .760 .750 .729 .611 .000 .726 .796

 CSAH 5 

 US 12 

 US 12 

 CSAH 5 

Right

33 

Thru

186 

Left

126 

Peds

0 

Out In Total

162 345 507 

Right

46 

Thru

119 

Left

23 

Peds

0 

Out Total In

312 188 500 

Left

44 

Thru

94 

Right

11 

Peds

0 

Out In Total

311 149 460 

Left

22 

Thru

175 

Right

102 

Peds

0 

Total Out In

196 299 495 

Peak Hour Begins at 07:15 AM

vehicles

Peak Hour Data

North

WSB & Associates

701 Xenia Ave S

Minneapolis, MN
S.P. 3403-74 Appendix C Environmental Assessment/ 

Willmar Rail Connector & Industrial Access Project Environmental Assessment Worksheet

Appendix C – CSAH 55/1st Avenue W At-Grade Intersection Evaluation
 701 Xenia Avenue South | Suite 300 | Minneapolis, MN 55416 | (763) 541-4800

K:\02051-020\Admin\Docs\1st Avenue\Draft 1st Avenue At Grade Intersection Crossing Evaluation Sept 30.docx 

Memorandum 

To: Paul Rasmussen, P.E. 

From: Jack Corkle, PTP, AICP 

Jon Chiglo, PE 

Date: September 30, 2016 

Re: 1st Avenue 

I. Introduction/Memo Purpose 

This memo is intended to document an evaluation of a proposed railroad crossing on 1st 

Avenue/County State Aid Highway (CSAH) 55 in the City of Willmar as part of the Willmar Wye 

TIGER Project. The Willmar Wye TIGER project includes federal, state, local and private investment 

of a new railway line between the Morris and Marshall Subdivisions of the BNSF Railway (BNSF).

The intent of the project is to prevent having trains that move from one subdivision to the other

travel through downtown Willmar and the Willmar Terminal. A number of alternatives were developed

and analyzed to realign the railway. The analysis included in this memo documents the impacts of an

at-grade crossing and options to avoid an at-grade crossing. 

This analysis is being undertaken because of the unique circumstances of this project. The Federal 

Railroad Administration (FRA), the Federal Highway Administration (FHWA) and the Minnesota 

Department of Transportation (MnDOT) have guidelines and best practices that limit new at-grade 

crossings of railways for safety reasons. These crossings are generally the result of a new roadway 

connection on an existing railway. In the case of the Willmar Wye project, which consists of a new 

railway alignment to bypass downtown Willmar, new rail/roadway intersections are created on 

existing roadways at TH 12, 1st Avenue and TH 40 due to the construction of the railway (see 

Section II – Project Background). The agencies listed above do not have policies regarding new 

crossings that are created as a result of a new railway, nor do they have a set process for 

evaluating crossings at these locations. 

This memo provides an evaluation of the proposed railroad crossing and options to an at-grade 

crossing of 1st Avenue (crossings on TH 12 and TH 40 are proposed as grade separated). Items 

included in the analysis include safety, economic impacts, overall project crossings, roadway 

jurisdiction impacts, and other considerations. 
Mr. Paul Rasmussen 

September 14, 2016 

Page 2 

II. Project Background 

The proposed Willmar Wye project is located in the western portion of the City of Willmar (Figure 

1). The project includes constructing a new railway connection between the Morris and Marshall 

Subdivisions of the BNSF Railway (Figure 2). The proposed railway alignment would cross three 

existing roadways; Trunk Highway (TH) 12, TH 40 and 1st Avenue/CSAH 55. Because the railway 

will impact the highway transportation network, two primary alternatives were developed to 

address the impacts associated with the railway on TH 12. Alternative 1 (Figure 3) leaves TH 12 on 

its present alignment but requires TH 12 to be placed on walls within a portion of the project area. 

It also includes a grade separated crossing of the railway. Alternative 2A (Figure 4) realigns TH 12 

to the south in order to eliminate the retaining walls. It too includes a grade separated crossing 

over the railway. As shown in Figures 3 and 4, it is anticipated that the project will include an 

overpass of the proposed railway on TH 40. 

Under evaluation is whether or not an at-grade intersection is acceptable at 1st Avenue/CSAH 55 

under Alternative 2. There are three sub-options considered: 

 Option 2A – includes an at-grade intersection with the railroad at 1st Avenue/CSAH 55 and 

grade separated intersections with the railway on realigned TH 12 and TH 40. Other 

elements of this option include a grade-separated intersection with TH 12 and CSAH 55 

(Figure 4).

 Option 2B – eliminates the at-grade crossing between 1st Avenue/CSAH 55 with the 

proposed railway and includes grade separated intersections between the railway on 

realigned TH 12 and TH 40. Other elements of this option include an at-grade intersection 

on realigned TH 12 and CSAH 55 and a new local roadway connection to 1st Avenue/CSAH 

55 from realigned TH 12 east of the proposed railway (Figure 5). This option requires 

reconfiguring operations on the Farm Service Elevator site and providing a connection to the 

west to serve two other businesses (Quam Construction and PALS, Inc). 

 Option 2C – eliminates the at-grade crossing between 1st Avenue/CSAH 55 with the 

proposed railway and includes grade separated intersections between the railway on 

realigned TH 12 and TH 40. Other elements of the project include an at-grade intersection 

on realigned TH 12 and CSAH 55. There are no direct connections between realigned TH 12 

and 1st Avenue/CSAH 55 with this option (Figure 6). 

In addition to the three options described above, MnDOT also looked at the feasibility of 

constructing an overpass or an underpass of the proposed railway at 1st Avenue/CSAH 55. An 

underpass was rejected due to the proximity of the water table. 

An overpass is technically feasible, but was estimated to be $1 million in construction costs and 

would likely require the acquisition and relocation of Quam Construction (business located on 1st 

Avenue/CSAH 55). At 2.5 times the assessed value (acquisition and relocation), right of way 

impacts were estimated at $875,000. Additionally, the touchdown point of the roadway to the 

east would mean that driveways and internal circulation/operations of another business (PALS) 

would also have to be modified. Overall, it was anticipated that a grade separation would add 

approximately $2 million to the cost of the project. Maintenance costs associated with bridges and 

retaining walls would further increase long-term costs associated with constructing an overpass. 
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BNSF Morris Subdivision

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19th St

Becker Ave SW

19th Ave SW

48th Ave NE

28th Ave SW

19th Ave SE

US Hwy 71

45th Ave SW

26th Ave SW 9th St SW

17th St SE

11th St NW

10th Ave

24th St

8th Ave

6th St NE

5th Ave SE

75th St SW

11th St SW

17th Ave NW 4th Ave NE 4th St SE 1st St

23rd St SW

67th St SW

Gorton Ave NW

6th Ave SE

US Hwy 71

Julii St SE

1st St

3rd St SW

13th St SE

24th St

20th Ave SE

1st Ave W

40th Ave NE

21st Ave

32nd St NW

39th St NW

16th St SW

15th Ave SW

Benson Ave SE

Rice Ave SW Irene Ave SE 2nd St SE

29th St NW

23rd St NW

5th St SW

45th Ave NE

Oak La NW

25th St SE

Willmar Ave SE

Arena Dr

County Hwy 9

Lakeland Dr SE

9th St SE

60th St NW

21st St NW

7th 1/2 St SW

24th St NW

Eastern Ave

County Hwy 41

45th St NW

28th Ave SW

60th St NW

30th Ave NW

22nd St SW

County Hwy 23

10th St NW

18th St SW

45th St NW

41st Ave NE

7th Ave NW

26th St SE

64th Ave NW

Dana Dr

Fairway Dr

158th St NW

8th St NE

Horizon Hills Rd

W Trott Dr

37th Ave NE

30th Ave NW

7th Ave NW

30th St SW

15th St SW

High Ave NE

Gorton Ave NW

19th Ave NW

State Hwy 294

47th Ave NE

15th St NW

CSAH 5

16th Ave NW

Andrew Dr NW

66th Ave NE

23rd St NE

2nd St NE

30th Ave NE

60th St SW

15th Ave NE

8th Ave NE

County Rd 90

US Hwy 71

County Hwy 25

60th St SW

30th Ave SW

45th Ave NW

30th St SW

2nd St NE

7th St

26th Ave NW

37th St NE

22nd Ave NW

15th Ave NW

37th Ave NW

60th Ave SW

67th St SW

75th St NW

22nd Ave NW

22nd St SW

15th St SE

30th St SW

Document Path: K:\02051-020\GIS\Maps\1st Ave Traffic Analysis Figures\Figure1_ProjectLocation.mxd

1st Avenue At-Grade Analysis

Figure 1: Project Location

Willmar, MN

Project Area

Railroad

City Boundary

Townships

0

Ü

2,500

Feet

^_

Overview Map of SW Minnesota

Kandiyohi 

County

Project 

Location

Willmar

Terminal
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BNSF Morris Subdivision

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27th St NW

Gorton Ave NW

Airport Dr SW

19th Ave SW

Willmar Ave SW

15th Ave

8th Ave NW

22nd St SW

20th St NW

33rd St NW

20th Ave SW

25th St SW

18th St SW

23rd St SW

9th Ave NW

33rd St NW

17th St SW

Trott Ave SW

1st Ave W

18th St NW

4th Ave SW

20th Ave SW

21st Ave SW

1st Ave SW

22nd Ave SW

21st Ave

2nd Ave NW29th St NW

28th St NW

36th St NW

19th St NW

24th St NW

Hanson Dr

30th St SW

28th Ave SW

34th St NW

17th St NW

4th Ave SW

22nd St SW

18th St SW

45th St NW

7th Ave NW

Industrial Dr SW

30th St SW

7th Ave NW

60th St NW

CSAH 5

60th St SW

30th Ave SW

30th St NW

Document Path: K:\02051-020\GIS\Maps\1st Ave Traffic Analysis Figures\Figure2_Proposed Railway Connection.mxd

1st Avenue At-Grade Analysis

Figure 2: Proposed Railway Connection

Willmar, MN

Railway Connection

Existing Railroad Lines

City Boundary

Townships

0 Ü2,500

Feet
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BNSF Morris Subdivision

GdWX

27th St NW

15th Ave

Gorton Ave NW

Airport Dr SW

19th Ave SW

Trott Ave SW

Willmar Ave SW

8th Ave NW

22nd St SW

20th St NW

33rd St NW

20th Ave SW

25th St SW

18th St SW

23rd St SW

9th Ave NW

3rd Ave SW

17th St SW

1st Ave W

18th St NW

4th Ave SW

20th Ave SW

21st Ave SW

22nd Ave SW

21st Ave

2nd Ave NW

28th St NW

36th St NW

29th St NW

19th St NW

30th St SW

24th St NW

Hanson Dr

28th Ave SW

34th St NW

17th St NW

28th St SW

22nd St SW

18th St SW

45th St NW

7th Ave NW

Industrial Dr SW

30th St SW

7th Ave NW

60th St NW

CSAH 5

60th St SW

30th Ave SW

30th St NW

Document Path: K:\02051-020\GIS\Maps\1st Ave Traffic Analysis Figures\Figure3_Alternative 1.mxd

1st Avenue At-Grade Analysis

Figure 3: Alternative 1

Willmar, MN

Railway Connection

Road Improvement

New Bridge

Road Removal

Existing Railroad Lines

City Boundary

0 Ü2,500

Feet
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Gorton Ave NW

Airport Dr SW

19th Ave SW

15th Ave

Willmar Ave SW

8th Ave NW

22nd St SW

20th St NW

12th Ave NW

33rd St NW

20th Ave SW

25th St SW

18th St SW

23rd St SW

9th Ave NW

17th St SW

Trott Ave SW

1st Ave W

18th St NW

4th Ave SW

20th Ave SW

21st Ave SW

22nd Ave SW

21st Ave

2nd Ave NW

36th St NW

24th St NW

Hanson Dr

19th St NW

30th St SW

28th Ave SW

34th St NW

17th St NW

28th St SW 4th Ave SW

22nd St SW

18th St SW

45th St NW

7th Ave NW

Industrial Dr SW

30th St SW

7th Ave NW

60th St NW

CSAH 5

60th St SW

30th Ave SW

30th St NW

Document Path: K:\02051-020\GIS\Maps\1st Ave Traffic Analysis Figures\Figure4_Option 2A.mxd

1st Avenue At-Grade Analysis

Figure 4: Option 2A

Willmar, MN

Railway Connection

Road Improvement

New Bridge

Road Removal

Existing Railroad Lines

City Boundary

0

Ü

2,500

Feet
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27th St NW

15th Ave

Gorton Ave NW

Airport Dr SW

19th Ave SW

Trott Ave SW

Willmar Ave SW

8th Ave NW

22nd St SW

20th St NW

33rd St NW

20th Ave SW

25th St SW

18th St SW

23rd St SW

9th Ave NW

3rd Ave SW

17th St SW

1st Ave W

18th St NW

4th Ave SW

20th Ave SW

21st Ave SW

22nd Ave SW

21st Ave

2nd Ave NW

28th St NW

36th St NW

29th St NW

19th St NW

30th St SW

24th St NW

Hanson Dr

28th Ave SW

34th St NW

17th St NW

28th St SW

22nd St SW

18th St SW

45th St NW

7th Ave NW

Industrial Dr SW

30th St SW

7th Ave NW

60th St NW

CSAH 5

60th St SW

30th Ave SW

30th St NW

Document Path: K:\02051-020\GIS\Maps\1st Ave Traffic Analysis Figures\Figure5_Option 2B.mxd

1st Avenue At-Grade Analysis

Figure 5: Option 2B

Willmar, MN

Railway Connection

Road Improvement

New Bridge

Road Removal

Existing Railroad Lines

City Boundary

0 Ü2,500

Feet
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27th St NW

15th Ave

Gorton Ave NW

Airport Dr SW

19th Ave SW

Trott Ave SW

Willmar Ave SW

8th Ave NW

22nd St SW

20th St NW

33rd St NW

20th Ave SW

25th St SW

18th St SW

23rd St SW

9th Ave NW

3rd Ave SW

17th St SW

1st Ave W

18th St NW

4th Ave SW

20th Ave SW

21st Ave SW

22nd Ave SW

21st Ave

2nd Ave NW

28th St NW

36th St NW

29th St NW

19th St NW

30th St SW

24th St NW

Hanson Dr

28th Ave SW

34th St NW

17th St NW

28th St SW

22nd St SW

18th St SW

45th St NW

7th Ave NW

Industrial Dr SW

30th St SW

7th Ave NW

60th St NW

CSAH 5

60th St SW

30th Ave SW

30th St NW

Document Path: K:\02051-020\GIS\Maps\1st Ave Traffic Analysis Figures\Figure6_Option 2C.mxd

1st Avenue At-Grade Analysis

Figure 6: Option 2C

Willmar, MN

Railway Connection

Road Improvement

New Bridge

Road Removal

Existing Railroad Lines

City Boundary

0 Ü2,500

Feet
Figure 7 shows the businesses that would likely be impacted as a result of an overpass. Due to the 

impacts and costs associated with an underpass or overpass options, they were not pursued or 

investigated in more detail. 

III. Safety 

There were two safety analyses that were conducted. The first analysis focused on the likelihood 

and severity of a railway crash at 1st Avenue/CSAH 55 as compared to the likelihood and 

severity of crashes on the highway network if an at-grade intersection of the railway is 

determined unacceptable. This information is discussed in Section III A. 

The second analysis evaluated the risk factors associated with an at-grade railway intersection at 

1st Avenue/CSAH 55. The risk factors are from a report recently prepared for MnDOT’s Office of 

Freight and Commercial Vehicles Operations – Rail Administration Section. This information is 

discussed in Section III B. 

A. Railway and Highway Crash Probability and Severity 

The first safety analysis addresses the number of crashes, the severity of crashes and the 

potential crash costs of each of the alternatives. The number, severity, and potential crash costs 

were estimated for both the at-grade rail crossing as well as for the at-grade intersections on 

the roadways where traffic volumes and access locations change if there is not an at-grade rail 

crossing. It should be noted that Option 2A provides a grade separated interchange for realigned 

TH 12 and CSAH 55 whereas the other alternatives do not. 

2040 full build out scenario traffic volumes previously developed for ICE reports were used in 

the analysis. The 2040 full build analysis assumed limited background growth in traffic (district 

growth factor is 1) but did assume the future industrial park (located on the old airport site west 

of CSAH 5, north of TH 40 and south of realigned TH 12) would be in place. 

It should be noted that there are a number of truck trips in the project area. Trucks represent 

approximately 8 percent of the traffic on TH 40 and 7 to 10 percent of the traffic on TH 12. 

These trucks are hauling grain, fertilizer and other agricultural products as well as salvage and 

recyclable materials. These vehicles have multiple axles and are slow to stop and start, which 

can have an influence on safety. This is particularly true for vehicles that have to come to a 

complete stop and then cross a major highway or railway. It is also true for vehicles that have to 

move from one highway to the left lane of another when starting from a complete stop. While 

this is challenging to factor into the safety analysis, some of the slower speeds and ability to 

slow down are accounted for in the travel time analyses in Section IVB. 

Based on existing and forecast traffic counts and the existing land uses on 1st Avenue/CSAH 55, 

it was estimated that approximately 400 vehicles per day would use the 1st Avenue/CSAH 55 atgrade rail crossing, with half the vehicles (200) coming from and going to TH 12 locations to the 

west and the other half (200) coming from and going to TH 23 via CSAH 55. 
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45th St NW 45th St NW

1st Ave W

THIERY/JOHN

& DELPHINE

WILLMAR

POULTRY

FARMS INC

BNSF RAILWAY

COMPANY

BNSF

RAILWAY

COMPANY

BNSF RAILWAY

COMPANY

AGRI

TEMPS, INC

EPITOPIX,

LLC H &

M SERVICES,

INC

THORPE/DENNIS

S & JAMES D

KALLEVIG/DANE M

VENOSDEL/CLAY K

& BRIDGETTE R

ARM

DEVELOPMENT

CORPORATION

ARM

DEVELOPMENT

CORPORATION

DOOLEY'S

PETROLEUM,

INC

ARM

DEVELOPMENT

CORPORATION

ARM

DEVELOPMENT

CORPORATION

WOLTJER/CHESTER/SR/&GERALDIN

QUAM/JOHN

& IRENE

VOGEL/BRUCE

& JEANNE

QUAM/JOHN

& IRENE

ARM

DEVELOPMENT

CORPORATION

ARM

DEVELOPMENT

CORPORATION

CITY OF

WILLMAR

FEDERAL

RIGHT

OF WAY RAILROAD

RIGHT

OF WAY

RAILROAD

RIGHT

OF WAY

QUAM/JOHN

& IRENE

QUAM

CONSTRUCTION

CO INC

BNSF

RAILWAY

COMPANY

PALS,

INC

CITY OF

WILLMAR

CITY OF

WILLMAR

FARM

SERVICE

ELEV.CO.

PALS,

INC

PALS,

INC

PALS,

INC

HEIDECKER

BROS.

HEIDECKER

BROS.

CITY OF

WILLMAR

CITY OF

WILLMAR

Document Path: K:\02051-020\GIS\Maps\1st Ave Traffic Analysis Figures\Figure7_Overpass Option at 1st Ave.mxd

1st Avenue At-Grade Analysis

Figure 7: Overpass Option at 1st Avenue

Willmar, MN

Railway Connection

Road Improvement

New Bridge

Road Removal

Existing Railroad Lines

Parcels

0 Ü500

Feet
Traffic coming from and going to TH 40 was expected to have similar patterns to the TH 23 

traffic and were included in the estimated TH 23 traffic. It was assumed that all traffic from the 

west and southwest would use the at-grade crossing on 1st Avenue/CSAH 55 in Option 2A since 

this would be the shortest and fastest route. It was assumed that all traffic from the west and 

southwest would use the new local road access on realigned TH 12 in Option 2B. In Option 2C 

there are three different routes between 19th Avenue/CSAH 55 intersection and the mid-point 

of 1st Avenue/CSAH 55 for the 200 vehicles. The three possible routes and assumed vehicle 

usage of each route: 

 CSAH 55 to US 12 to CSAH 5 and 1st Avenue (20 percent of vehicles or 40 vehicles/day) 

 CSAH 55 to TH 40 to CSAH 5 and 1st Avenue (20 percent of vehicles or 40 vehicles/day) 

 19th Avenue to CSAH 5 and 1st Avenue/CSAH 55 (60 percent of vehicles or 120 

vehicles/day) 

The intersections included in the crash analysis are shown in Figure 8. The routes travelled are 

shown in Figure 9 and are described below. 

Option 2A 

From/To West: The shortest route from TH 12 to the west is to turn at the intersection of 45th 

Street and follow 45th Street to 1st Avenue /CSAH 55 and turn left onto 1st Avenue/CSAH 55. 

Vehicles on this route would go through 3 intersections (2 with minor ADT) and cross the 

railroad at-grade. The reverse route is similar. 

From/To South: The shortest route from the CSAH 55 and 19th Avenue intersection is on CSAH 

55 to 1st Avenue/CSAH 55 and then turn right on 1st Avenue/CSAH 55. Vehicles on this route 

would go through 4 intersections (3 with minor ADT) including the CSAH 55 and 19th Avenue 

intersection and cross the railroad at-grade at 1st Avenue/CSAH 55. The reverse route is 

similar. 

Option 2B 

From/To West: The shortest route from TH 12 to the west is to follow TH 12 to the new business 

access off of the north side of TH 12. Vehicles on this route would go through 4 intersections (1 

with minor ADT) and there would be no at-grade railroad crossing. Three are major 

intersections as they are on TH 12. The reverse route is similar. 

From/To South: The shortest route from the CSAH 55 and 19th Avenue intersection is on CSAH 

55 to TH 12, right on TH 12 to new business access off of the north side of TH 12 to 1st 

Avenue/CSAH 55. Vehicles on this route would go through 5 intersections (1 with minor ADT). 

Vehicles must turn right onto TH 12 and accelerate uphill and then make a left turn at the new 

business access. The reverse route is similar. Vehicles would again have to accelerate uphill 

from the business access and then make a left at CSAH 55. 

Option 2C 

From/To West: The shortest route from TH 12 to the west is to follow TH 12 to CSAH 5, turn left 

on CSAH 5 to the CSAH 5 and old TH 12 intersection and then turn left on old TH 12. Vehicles on 

this route would go through 6 intersections (2 with minor ADT) and there would be no at-grade 

railroad crossing. Three are major intersections on TH 12 one is from CSAH 5 which also has a 

higher ADT. The reverse route is similar. 
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CSAH 5

and Willmar Ave

CSAH 5 and

Trott Ave

US 12 and 

45th St/Old US 12

CSAH 5 and

Future Access

25th St

Airport Dr SW

15th Ave

Trott Ave SW 18th St SW

23rd St SW

9th Ave NW

Gorton Ave NW

14th Ave S

1st Ave W

26th St NW

18th St NW

20th Ave SW

21st Ave SW

22nd Ave SW

21st Ave

2nd Ave NW

Willmar Ave SW

39th St NW

36th St NW

16th St SW

19th St NW

34th St NW

29th St NW

17th St NW

4th Ave SW

24th St NW

28th Ave SW

22nd St SW

Hanson Dr

45th St NW

7th Ave NW

W Trott Dr

30th St SW 30th St SW CSAH 5

60th St SW

30th Ave SW

30th St NW

19th Ave

and CSAH 55

19th Ave

and CSAH 5

CSAH 5

Rail Xing

TH 40 and

CSAH 55

TH 40 and

CSAH 5

CSAH 55/US

12 Access

and CSAH 55

CSAH 55/US

12 Access

and US 12

CSAH

55 and

US 12 US 12 and

CSAH 5

Old US

12 and

CSAH 5

1st Ave

Rail Xing

US 12 and

1st Ave

Local Access

Document Path: K:\02051-020\GIS\Maps\1st Ave Traffic Analysis Figures\Figure8_Evaluated Intersections and RR Crossings.mxd

1st Avenue At-Grade Analysis

Figure 8: Evaluated Intersections and Railroad Crossings

Willmar, MN

GFRailroad Crossing

GFRoadway Intersection

Railway Connection

Option 2 Road Improvements

New Bridge

Road Removal

Option 2A

Option 2B

Existing Railroad Lines

City Boundary

0 Ü2,500

Feet
GF

GF

GF

GÁWX

?ËA@

?1⁄4A@

GÁWX

)n

)n

?ËA@

Willmar MuniJohn L Rice Field

City of Willmar

Willmar Township

Foot 

Lake

Hawk Creek

Hawk Creek

Z

GoWX

BNSF Marshall Subdivision

BNSF Morris Subdivision

GdWX

25th St

Airport Dr SW

15th Ave

Trott Ave SW 18th St SW

23rd St SW

9th Ave NW

Gorton Ave NW

14th Ave S

1st Ave W

26th St NW

18th St NW

20th Ave SW

21st Ave SW

22nd Ave SW

21st Ave

2nd Ave NW

Willmar Ave SW

39th St NW

36th St NW

16th St SW

19th St NW

34th St NW

29th St NW

17th St NW

4th Ave SW

24th St NW

28th Ave SW

22nd St SW

Hanson Dr

45th St NW

7th Ave NW

W Trott Dr

30th St SW 30th St SW CSAH 5

60th St SW

30th Ave SW

30th St NW

Document Path: K:\02051-020\GIS\Maps\1st Ave Traffic Analysis Figures\Figure9_Travel Time Measurement.mxd

1st Avenue At-Grade Analysis

Figure 9: Travel Time Measurement and Routes

Willmar, MN

GFTravel Time Measurement Point

Railway Connection

Option 2 Road Improvements

New Bridge

Road Removal

Option 2A

Option 2B

Existing Railroad Lines

City Boundary

0 Ü2,500

Feet

2B

2C

2A

2C-3

2C-2

2C-1

2B

2A

Routes From/To 

TH 12/New 45th St Intersection

Option 2A

Option 2B

Option 2C

Routes From/To 

19th Ave/CSAH 55 Intersection

Option 2A

Option 2B

Option 2C
From/To South: There are three routes vehicles can choose in this alternative. On all routes, the 

vehicles have common intersections they go through, which are CSAH 55 and 19th Avenue, 

CSAH 5 and TH 12 signal, CSAH 5 and Old TH 12. Between CSAH 55 and 19th Avenue 

intersection and CSAH 5 and TH 12 intersection, there are three choices for the vehicles. 

 The first choice is to go through CSAH 55 and cross TH 40, turn at TH 12, and proceed on 

TH 12 to CSAH 5 and then left onto old TH 12 (5 intersections). 

 The second choice is to go through CSAH 55 and turn at TH 40, turn at TH 40/CSAH 5 

intersection onto CSAH 5 and proceed to CSAH 5/ TH12 intersection and then left onto old 

TH 12 (7 intersections). 

 The third choice is to go through 19th Avenue, turn onto CSAH 5, cross the existing atgrade rail crossing, cross TH 40, and proceed to TH 12/CSAH 5 intersection and then left 

onto old TH 12 (7 intersections). 

The total number of crashes estimated per year in each scenario is calculated as the sum of the 

estimated crashes at the 1st Avenue/CSAH 55 at-grade railroad crossing and the estimated 

crashes at the highway intersections under each option. In Option 2C, the potential increase in 

crashes was estimated for the CSAH 5 at-grade railroad crossing because additional traffic is 

expected to use this route. 

Railway Crashes 

The estimated at-grade rail crossing crashes were calculated using the procedure documented in 

“FHWA Railroad-Highway Grade Crossing Handbook – Revised August 2007” which is the source 

document for the procedure described in “MnDOT Rail Grade Crossing Safety Project Selection –

June 2016”, and “FHWA – Assessment of Crossing Safety and Operation – Chapter 3, August 

2007” referenced by MnDOT. The procedure described in these documents provides a method 

of predicting crashes at existing at-grade rail crossings and ranking them for investigation. There 

is no explicit procedure documented for new crossings with no crash history. For this analysis 

the number of observed collisions was set to statewide averages for the proposed 1st 

Avenue/CSAH 55 at-grade railroad crossing (information is from the Railroad Grade Crossing 

Safety Project Selection, June 2016. Howard Preston, Veronica Richfield and Maureen Jensen). 

There is an existing at-grade rail crossing on CSAH 5 near 19th Avenue that is used by redirected 

vehicles in Option 2C and crashes were estimated at this crossing using the same procedure. The 

FRA inventory data for this crossing was used to determine the characteristics of this this 

crossing. A grade separation was assumed at the existing at-grade rail crossing on CSAH 55 

near 19th Avenue in all options (Kandiyohi County is constructing a grade separated crossing in 

this location in 2017). 
The basic collision prediction formula is expressed as a series of factors that, when multiplied 

together, yield an initial predicted number of collisions per year at a crossing. Each factor in the 

formula represents a characteristic of the crossing described in the national inventory. The 

general expression of the basic formula is shown below: 

a=K x El x MT x DT x HP x MS x HT x HL 

a = initial collision prediction, collisions per year at the crossing 

K = formula constant 

EI = factor for exposure index based on product of highway and train traffic 

MT = factor for number of main tracks 

 DT = factor for number of through trains per day during daylight 

HP = factor for highway paved (yes or no) 

MS = factor for maximum timetable speed 

HT = factor for highway type 

HL = factor for number of highway lanes 

The final collision prediction formula is expressed as follows: 

B = T0 (a) + T 

 T0 + T T0 + T 

Where: 

B = final collision prediction, collisions per year at the crossing 

a = initial collision prediction from basic formula, collisions per year at the crossing 

N/T = collision history prediction, collisions per year, where N is the number of observed 

collisions in T years at the crossing 

T0 = Formula weighting factor, 

T0 = 1.0 

 (0.05 + a) 

The factors for the formulas are provided as reference in Table 1. 

N

T 
Table 1 – Railway Collision Formula Factors 

The proposed crossing is assumed to be an active crossing with gates, bells, lights and medians. 

The existing crossing on CSAH 5 is also active; however it does not have medians. The K value 

for both crossings is 0.001088. 

The variable ‘c’ is the number of vehicles expected to use the crossing per day which is 

estimated to be 400 for the 1st Avenue/CSAH 55 crossing. The ‘c’ value for the CSAH 5 at-grade 

railroad crossing is 6,700 for Options 2A and 2B and is 6,820 in Options 2C due to the redirected 

vehicles. 

The variable ‘t’ is the average total train movements per day which is estimated to be 6 for the 

1st Avenue/CSAH 55 at-grade railroad crossing and 16 for the CSAH 5 crossing (FRA data 

inventory). 

The factor ’mt’ represents the number of main tracks at the crossing. This is 1 for both crossings. 

The final factor affecting gated crossings is the number of highway lanes, which is 2 for 1st 

Avenue/CSAH 55 and 4 for CSAH 5. 

After calculating the initial collision prediction, the final collision prediction is calculated using T 

as 5 years and N as 0 for the 1st Avenue crossing (new crossing - no crash history). FRA crash 

data was reviewed for the existing crossing on CSAH 5 and it was determined that there were no 

crashes at this location in the past five years, so N is 0 for this crossing as well. 

Once the estimated collisions per year B is calculated, the next step is to determine the crash 

severity. The probability of a fatal crash is calculated as: 

P(FA A) = 1 

 1+CF x MS x TT x TS x UR 

Where CF = 695, MS is a factor based on maximum timetable speed, which is 25 miles per hour 

(mph) for the 1st Avenue/CSAH 55 crossing and 49 mph for the CSAH 5 crossing, TT is a factor 

based on number of thru trains per day which is 6 at 1st Avenue/CSAH 55 and 16 at CSAH 5 

crossing, TS is switch train factor which is 1 since the number of switch trains is assumed to be 

zero at both crossings and UR is factor based on whether the crossing is urban or rural, and it is 

rural for both crossings. The injury crashes are predicted using the formula: 

P(LA A) = 1-P(F A A) 

 1+ CI x MS x TK x UR 

Where P(FA|A) is the fatal crash probability calculated above, CI is 4.28, MS is maximum 

timetable speed factor which is same as above, TK is number of tracks factor which is based on 1 
track at both crossings, and UR is urban/rural crossing factor which is based on rural value for 

both crossings. 

It is assumed that the injury collision probability provided above corresponds to severe injury 

crashes. The crash probability of all other types of crashes is not provided in the references, but, 

is calculated as: 

P(Other A) = 1-P(FA|A)-P(IA|A) 

These probabilities were applied to the final crash prediction B to estimate the number of 

crashes per year by crash type. Table 3 (following the discussion on roadway crashes) shows 

estimated crashes at both at-grade crossings. 

Roadway Crashes 

Crashes at existing intersections for the past five years (2011 – 2015) were used to calculate 

crash rates for the various options. For locations with new intersections, crash rates from the 

2015 MnDOT “green sheets” for intersections 

(http://www.dot.state.mn.us/stateaid/trafficsafety.html) were used. The “green sheets” show 

statewide average crash rates for intersections classified by control type, years of crash history, 

location type (urban or rural), roadway volume class (high or low volume), and roadway speed 

class (low or high speed). The calculations for this project were based on the most recent five 

years of crash data. The statewide average rates for Rural Thru/Stop and were used for 

Thru/Stop intersections which will be created or reconfigured as part of this project. For the 

CSAH 5 and realigned TH 12 intersection the rate for Low Volume, High Speed Signal was used 

since the posted speed limit on realigned TH 12 will exceed 45 mph and the expected ADT on 

the highest volume leg is less than 15,000. Table 2 shows a section of the 2015 green sheet for 

intersections that is applicable to this project. 

Table 2 – 2011 to 2015 Green Sheet Intersection Crash Data 

Intersection Type Crash 

Rate

Severity 

Rate

Fatality 

Rate1

Fatal and 

Type A Crash 

Rate1

Signalized Intersection

Low Volume, Low Speed 0.52 0.71 0.09 0.42

Low Volume, High Speed 0.40 0.55 0.06 0.32

High Volume, Low Speed 0.70 0.97 0.12 0.76

High Volume, High Speed 0.45 0.63 0.11 0.48

Non-Signalized Intersection

Urban Thru/Stop 0.18 0.26 0.09 0.33

Rural Thru/Stop 0.25 0.41 0.45 1.05

All Way Stop 0.35 0.50 0.14 0.57

Other 0.16 0.21 0.05 0.17

The average ADT on the major and minor legs of the intersections are used in the calculation of 

vehicles entering the intersections. For 3-leg intersections, this halves the ADT of the minor leg 

being used in the calculations since the other half is zero. 

The severe injury crash rate was estimated by subtracting the FR from FAR value. 
The costs for the crashes are calculated using rates provided in “MnDOT Office of Transportation 

System Management Benefit-Cost Analysis Standard Value Tables - July 2016” 

(http://www.dot.state.mn.us/planning/program/appendix_a.html). The cost of fatal crashes 

according to this source is $10.7 million and Type A injury crash is $570,000. The average crash 

costs for other types of crashes is $87,200 and this is applied to the rest of the crashes. The 

$87,200 is calculated by using an average cost of the other crash types. 

The estimated number of crashes per year, classified by severity and the associated crash costs 

are shown in Table 3 on the following page. 
Mr. Paul Rasmussen 

September 14, 2016 

Page 19 

Table 3 – Railway and Highway Crashes by Intersection1 

OPTION

Option 2A Option 2B Option 2C

Intersection Crash 

Rate2

Fatal 

Crash 

Rate4

Severe 

Crash 

Rate4

Major 

Ent.

Vols.

Minor 

Ent.

Vols.

Total

Ent.

Vols.

Crashes 

Per 

Year

Fatals 

Per 

Year

Severe 

Injury 

Per 

Year

Other 

Crashes 

Per 

Year 

Major 

Ent.

Vols.

Minor 

Ent.

Vols.

Total

Ent.

Vols.

Crashes 

Per 

Year

Fatals 

Per 

Year

Severe 

Injury 

Per 

Year

Other 

Crashes 

Per 

Year 

Major 

Ent.

Vols.

Minor 

Ent.

Vols.

Total

Ent.

Vols.

Crashes 

Per 

Year

Fatals 

Per 

Year

Severe 

Injury 

Per 

Year

Other 

Crashes 

Per 

Year 

1st Ave Rail Xing 0.0100 0.0010 0.0030 0.0060

CSAH 5 Rail Xing 0.0653 0.0072 0.0197 0.0383 0.0653 0.0072 0.0197 0.0383 0.0655 0.0072 0.0198 0.0385

TH 12/CSAH 55 access 

and TH 12

0.25 0.45 0.60 6,525 425 6,950 0.6397 0.0114 0.0153 0.6131

TH 12/CSAH 55 Access 

and CSAH 55

0.25 0.45 0.60 900 425 1,325 0.1220 0.0022 0.0029 0.1169

CSAH 55 and TH 12 0.25 0.45 0.60 6,825 800 7,625 0.7019 0.0125 0.0167 0.6726 6,745 760 7,505 0.6908 0.0123 0.0165 0.6621

TH 12 and New 45th St 0.25 0.45 0.60 6,125 200 6,325 0.5822 0.0103 0.0139 0.5580 6,225 100 6,325 0.5822 0.0103 0.0139 0.5580 6,225 100 6,325 0.5822 0.0103 0.0139 0.5580

TH 12 and 1st Ave Local 

access

0.25 0.45 0.60 7,200 200 7,400 0.6811 0.0121 0.0162 0.6528

CSAH 55 and TH 40 1.18 0.45 0.60 2,125 1,675 3,800 1.6367 0.0062 0.0083 1.6221 2,125 1,675 3,800 1.6367 0.0062 0.0083 1.6221 2,150 1,575 3,725 1.6044 0.0061 0.0082 1.5901

19th Ave and CSAH 55 0.25 0.45 0.60 3,925 925 4,850 0.4464 0.0079 0.0106 0.4278 3,925 925 4,850 0.4464 0.0079 0.0106 0.4278 3,985 865 4,850 0.4464 0.0079 0.0106 0.4278

19th Ave and CSAH 5 1.80 0.45 0.60 5,425 3,400 8,825 5.7980 0.0144 0.0194 5.7642 5,425 3,400 8,825 5.7980 0.0144 0.0194 5.7642 5,485 3,460 8,945 5.8769 0.0146 0.0196 5.8426

CSAH 5 and Willmar Ave 0.25 0.45 0.60 8,000 2,300 10,300 0.9481 0.0168 0.0226 0.9086 8,000 2,300 10,300 0.9481 0.0168 0.0226 0.9086 8,160 2,300 10,460 0.9628 0.0171 0.0230 0.9227

CSAH 5 and Trott Ave 0.25 0.45 0.60 7,000 400 7,400 0.6811 0.0121 0.0162 0.6528 7,000 400 7,400 0.6811 0.0121 0.0162 0.6528 7,160 400 7,560 0.6959 0.0124 0.0166 0.6669

CSAH 5 and 3rd Ave 0.25 0.45 0.60 8,000 425 8,425 0.7755 0.0138 0.0185 0.7432 8,000 425 8,425 0.7755 0.0138 0.0185 0.7432 8,160 425 8,585 0.7902 0.0140 0.0188 0.7573

CSAH 5 and TH 40 1.18 0.45 0.60 7,900 1,750 9,650 4.1563 0.0158 0.0212 4.1193 7,900 1,750 9,650 4.1563 0.0158 0.0212 4.1193 8,040 1,775 9,815 4.2273 0.0160 0.0215 4.1897

TH 12 and CSAH 5 (Signal) 0.40 0.06 0.26 8,400 7450 15,850 2.2991 0.0036 0.0151 2.2805 8,400 7,450 15,850 2.2991 0.0036 0.0151 2.2805 8,680 7,570 16,250 2.3571 0.0037 0.0154 2.3380

CSAH 5 and old TH 12 0.25 0.45 0.60 7,700 200 7,900 0.7272 0.0129 0.0173 0.6969 7,700 200 7,900 0.7272 0.0129 0.0173 0.6969 7,900 400 8,300 0.7640 0.0136 0.0182 0.7322

Total 18.888 0.136 0.204 18.548 19.499 0.146 0.216 19.137 19.064 0.135 0.202 18.726

Cost3$1,450

,872

$116,3

45

$1,617,

368

Cost3$1,558

,214

$123,0

83

$1,668,

769

Cost

3

$1,447

,024

$115,2

94

$1,632,

907

Total Cost – All Types: $3,184, 585 Total Cost – All Types: $3,350, 066 Total Cost – All Types: $3,195, 225

1

 Ent. = entering Vols. = Volumes Fatals = Fatal Crashes 

2

Crashes per 1 million entering vehicles per 2015 MnDOT Green Sheet on new intersections or intersections without crash data. Actual crash rates were used on locations that exist with crash data. 

3

 Based on a per crash cost from MnDOT Office of Transportation System Management: $10.7 million for fatal; $0.57 million for severe injury and $0.0872 million for all other crashes 

4

Crashes per 100 million entering vehicles per 2015 MnDOT Green Sheet. Severe rate is fatal and severe rate 1.05 minus the fatal rate of 0.45. 
Mr. Paul Rasmussen 

September 14, 2016 

Page 20 

The estimated crashes at the at-grade rail crossings per year are relatively low. For the 

proposed 1st Avenue/CSAH 55 at-grade railroad crossing it is estimated that 2.1 crashes would 

occur every 100 years. For the CSAH 5 at-grade rail crossing it is estimate that 6.55 crashes 

would occur every 100 years. 

The difference in overall estimated crashes for each of the options (Option 2A, Option 2B and 

Option 2C) is very small. Option 2A has the lowest number of estimated crashes and the lowest 

crash costs. Option 2B has the highest because it introduces another intersection on realigned 

TH 12. Option 2C has slightly higher crash expectancy and crash costs than Option 2A due to the 

additional exposure of redirected vehicles at various intersections. The crash estimates in Table 

3 do not include the additional vehicle miles of travel on the roadway system that will occur 

with Option 2C and the corresponding exposure to crashes on those roadway segments. 

MnDOT’s Office of Traffic Safety provided crash rates for 4-leg and 3-leg intersections for 

consideration in the analysis. Those rates are summarized in Tables 4 and 5. 

Table 4 - 4 Legged Intersections (41 statewide, 2 lane intersection, Major ADT 5000-7200, 

Minor ADT 500-1500) 

Crash Rate Type Group Average Statewide Average

Crash Rate 0.29 0.26

Fatal and Serious Rate 1.60 1.06

Table 5 - 3 Legged Intersections (24 statewide, 2 lane intersection, Major ADT 5000-7200, 

Minor ADT 500-1500) 

Crash Rate Type Group Average Statewide Average

Crash Rate 0.30 0.26

Fatal and Serious Rate 1.00 1.06

Table 6 shows the results using the above data in place of the statewide averages on the green 

sheets. The crash costs are higher for all options. The crash costs are still lowest on Option 2A 

and highest on Option 2B. 

The data combines fatal and serious crashes. For the purposes of this analysis, fatal and serious 

crashes were based on the proportion of fatal and serious crashes in the statewide average rate 

(Fatal rate: 0.45/1.05 x 1.6 = 0.68; Severe Rate: 1.60-0.68 = 0.92) For the 3-leg intersections, 

the crash rates were estimated at 0.43 for fatal and 0.57 for severe injury based on an FAR rate 

of 1.0 (Fatal rate: 0.45/1.05 x 1.0 = 0.43; Severe Rate: 1.0-0.43 = 0.57). 
Mr. Paul Rasmussen 

September 14, 2016 

Page 21 

Table 6 - Railway and Highway Crashes by Intersection with Using Higher Rates1

OPTION

Option 2A Option 2B Option 2C

Intersection Crash 

Rate2

Fatal 

Crash 

Rate4

Severe 

Crash 

Rate4

Major 

Ent.

Vols.

Minor 

Ent.

Vols.

Total

Ent.

Vols.

Crashes 

Per 

Year

Fatals 

Per 

Year

Severe

Injury 

Per 

Year

Other 

Crashes 

Per 

Year 

Major 

Ent.

Vols.

Minor 

Ent.

Vols.

Total

Ent.

Vols.

Crashes 

Per 

Year

Fatals 

Per 

Year

Severe 

Injury 

Per 

Year

Other 

Crashes 

Per 

Year 

Major 

Ent.

Vols.

Minor 

Ent.

Vols.

Total

Ent.

Vols.

Crashes 

Per 

Year

Fatals 

Per 

Year

Severe 

Injury 

Per 

Year

Other 

Crashes 

Per 

Year 

1st Ave Rail Xing 0.0100 0.0010 0.0030 0.0060

CSAH 5 Rail Xing 0.0653 0.0072 0.0197 0.0383 0.0653 0.0072 0.0197 0.0383 0.0655 0.0072 0.0198 0.0385

TH 12/CSAH 55 access 

and TH 12 0.30 0.43 0.57 6,525 425 6,950 0.7610 0.0108 0.0145 0.7357

TH 12/CSAH 55 Access 

and CSAH 55 0.30 0.43 0.57 900 425 1,325 0.1451 0.0021 0.0028 0.1403

CSAH 55 and TH 12 0.29 0.68 0.92 6,825 800 7,625 0.8071 0.0190 0.0255 0.7626 6,745 760 7,505 0.7944 0.0187 0.0251 0.7506

TH 12 and New 45th St 0.25 0.45 0.60 6,125 200 6325 0.5822 0.0103 0.0139 0.5580 6225 100 6325 0.5822 0.0103 0.0139 0.5580 6,225 100 6,325 0.5822 0.0103 0.0139 0.5580

TH 12 and 1st Ave Local 

access 0.25 0.45 0.60 7,200 200 7,400 0.6811 0.0121 0.0162 0.6528

CSAH 55 and TH 40 1.18 0.45 0.60 2,125 1,675 3,800 1.6367 0.0062 0.0083 1.6221 2,125 1,675 3,800 1.6367 0.0062 0.0083 1.6221 2,150 1,575 3,725 1.6044 0.0061 0.0082 1.5901

19th Ave and CSAH 55 0.25 0.45 0.60 3,925 925 4,850 0.4464 0.0079 0.0106 0.4278 3,925 925 4,850 0.4464 0.0079 0.0106 0.4278 3,985 865 4,850 0.4464 0.0079 0.0106 0.4278

19th Ave and CSAH 5 1.80 0.45 0.60 5,425 3,400 8,825 5.7980 0.0144 0.0194 5.7642 5,425 3,400 8,825 5.7980 0.0144 0.0194 5.7642 5,485 3,460 8,945 5.8769 0.0146 0.0196 5.8426

CSAH 5 and Willmar Ave 0.25 0.45 0.60 8,000 2,300 10,300 0.9481 0.0168 0.0226 0.9086 8,000 2,300 10,300 0.9481 0.0168 0.0226 0.9086 8,160 2,300 10,460 0.9628 0.0171 0.0230 0.9227

CSAH 5 and Trott Ave 0.25 0.45 0.60 7,000 400 7,400 0.6811 0.0121 0.0162 0.6528 7,000 400 7,400 0.6811 0.0121 0.0162 0.6528 7,160 400 7,560 0.6959 0.0124 0.0166 0.6669

CSAH 5 and 3rd Ave 0.25 0.45 0.60 8,000 425 8,425 0.7755 0.0138 0.0185 0.7432 8,000 425 8,425 0.7755 0.0138 0.0185 0.7432 8,160 425 8,585 0.7902 0.0140 0.0188 0.7573

CSAH 5 and TH 40 1.18 0.45 0.60 7,900 1,750 9,650 4.1563 0.0158 0.0212 4.1193 7,900 1,750 9,650 4.1563 0.0158 0.0212 4.1193 8,040 1,775 9,815 4.2273 0.0160 0.0215 4.1897

TH 12 and CSAH 5 (Signal) 0.40 0.06 0.26 8,400 7,450 15,850 2.2991 0.0036 0.0151 2.2805 8,400 7,450 15,850 2.2991 0.0036 0.0151 2.2805 8,680 7,570 16,250 2.3571 0.0037 0.0154 2.3380

CSAH 5 and old TH 12 0.25 0.45 0.60 7,700 200 7,900 0.7272 0.0129 0.0173 0.6969 7,700 200 7,900 0.7272 0.0129 0.0173 0.6969 7,900 400 8,300 0.7640 0.0136 0.0182 0.7322

Total 19.032 0.135 0.203 18.694 19.604 0.152 0.225 19.227 19.167 0.142 0.211 18.815

Cost3$1,444

,073

$115,8

59

$1,630,

092

Cost3$1,628

,197

$128,0

91

$1,676,

611

Cost

3

$1,515

,905

$120,2

24

$1,640,

625

Total Cost – All Types: $3,190,024 Total Cost – All Types: $3,432,899 Total Cost – All Types: $3,276,754

1

 Ent. = entering Vols. = Volumes Fatals = Fatal Crashes 

2

Crashes per 1 million entering vehicles per 2015 MnDOT Green Sheet on new intersections or intersections without crash data. Actual crash rates were used on locations that exist with crash data. 

3

 Based on a per crash cost from MnDOT Office of Transportation System Management: $10.7 million for fatal; $0.57 million for severe injury and $0.0872 million for all other crashes 

4

Crashes per 100 million entering vehicles per 2015 MnDOT Green Sheet. Severe rate is fatal and severe rate 1.05 minus the fatal rate of 0.45. 
B. At-Grade Crossing Risk Factors 

In June, 2016 MnDOT’s Office of Freight and Commercial Vehicles Operations – Railway 

Administration Section published a report, “Rail Grade Crossing Safety Project Selection,” that 

evaluated current railway crash prediction models (FRA Accident Prediction Model and the 

Texas Hazard Index) as they relate to railway/roadway crashes in Minnesota over the past 10 

years.1

 Additionally, the study identified a set of risk factors for both active and passive 

crossings that were over-represented in locations where crashes were present. The intent of 

the report was to help MnDOT prioritize investments for safety improvements at-grade rail 

crossings at most risk for crashes. While the report concludes that closing crossings reduces 

inventory, reduces maintenance costs and eliminates the possibility of vehicle-train collisions; 

it acknowledges that it is challenging to do so. 

The report documents that vehicle/train collisions at at-grade intersections are rare. For data 

in a 10-year period between 2003 and 2014 there were 445 crashes at over 4,000 at-grade 

intersections. Of the 445 crashes, 52 resulted in fatalities and 129 resulted in injuries. This 

equates, as the report documents, to less than 0.06 percent of all crashes and 1 percent of 

fatalities tracked by MnDOT. The report notes; however, that the probability of someone 

being fatally injured in a crash with a train as being 20 times greater than other types of 

traffic-related crashes. Approximately 0.5 percent of all traffic crashes result in a fatality, 

whereas 12 percent of vehicle-train crashes result in a fatality. 

To understand if the FRA and Texas Hazard Index prediction models reliably produce accurate 

results for rail/vehicle crashes in Minnesota, the 10-year crash data was reviewed and 

analyzed. Results of the study indicate that the models were not accurate for data in 

Minnesota over the past decade – that is – focusing on past crash history was not a significant 

indicator that additional crashes were likely to occur. Instead, the study identified a number of 

characteristics or factors that were common in locations where crashes were actually 

occurring. These factors were different depending upon whether the crossing type was active 

or passive. These factors, the report concluded, were promising to use to identify and 

prioritize grade crossings for future safety investments. 

Factors (for both active and passive crossings) were grouped into four categories – volumes, 

speeds, design and surroundings. These factors were summarized in the report as follows: 

Volumes: 

The risk for rail/train crashes increases when roadway volumes, train volumes, or their 

product (roadway volumes times train volumes) exceed minimum levels. 

For crossings with active devices the minimum level of traffic is 2,500 vehicles a day and 10 

trains per day. The minimum level of their product is 20,000. 

For passive crossings, the minimum level of traffic is 150 vehicles per day and 4 trains per day. 

The minimum level of their product is 750. 

 

 

1

 Railroad Grade Crossing Safety Project Selection, June 2016. Howard Preston, Veronica Richfield and Maureen 

Jensen 
Speeds: 

The risk for rail/train crashes increases when highway roadway speed limits and maximum 

train timetable speeds exceed certain minimums. 

For crossings with active devices the minimum threshold roadway speed is 45 miles per hour 

and a train timetable speed of 31 miles per hour. 

For crossings with passive devices there is no minimum threshold roadway speed and a train 

timetable speed of 36 miles per hour. 

Design: 

There are two characteristics associated with the actual design of the at-grade intersection 

that impact risk. If there are multiple mainline tracks the risk increases (on active crossings –

there was no change in risk associated with passive crossings) and if the intersection is at a 

skew greater than 15 degrees. 

Surroundings: 

There are four characteristics associated with the area surrounding the at-grade intersection 

that influence risk. 

Distance to nearby intersection (roadway) 

For active crossings – having an intersection immediately adjacent to the crossing up to a 

distance of 99 feet increases the risk. For passive crossings, the distance was between 40 and 

160 feet. 

Distance to nearest crossing (at-grade crossing) 

For both active and passive crossings, having another at-grade crossing between half a mile 

and one mile away increases the risk. 

Clearing Sight Distance 

Failing/poor clearing distance in any quadrant (regardless of active/passive) increases risk. 

Approach Sight Distance 

For passive crossings – failing approach sight distance is associated with increased risk. 

These factors are summarized in Table 7. 
Table 7 – Risk Factors by Crossing Type 

Risk Factor Active Crossing Passive Crossing

Minimum Maximum Minimum Maximum

Volumes

Roadway Daily Traffic 2,500 Unlimited 150 Unlimited

Total Trains Per Day 10 Unlimited 4 Unlimited

Volume Product 

(vehicles times trains)

20,000 Unlimited 750 Unlimited

Speeds

Roadway Speed Limit 45 Unlimited NA

Maximum Timetable 

Speed

31 Unlimited 36 Unlimited

Design

Number of Mainline 

Tracks

2 Unlimited NA

Crossing Skew > 15 degrees > 15 degrees

Surroundings

Distance to Nearby 

Intersection

1 foot 99 feet 40 feet 160 feet

Distance to Nearest 

Crossing

0.5 mile 1 mile 0.5 mile 1 mile

Clearing Sight 

Distance

Any Quadrant Fails Any Quadrant Fails

Approaching Sight 

Distance

NA Any Quadrant Fails

The above factors were then applied to the at-grade crossings within the state. The report 

indicates approximately 8 percent of the crossings had seven or more risk factors that 

exceeded the minimum thresholds. Crash density in these locations is between three and six 

times greater than those with fewer risks. The report concludes that the risk factors are a 

useful method for identifying locations that are high risk for crashes. 

As shown in Table 8, if the above factors were considered in the case of 1st Avenue/CSAH 55 

(where the crossing type would be active), the crossing would be identified as very low risk. 

Additionally, the report identifies additional design features that can make active systems 

more effective – these items include installing gates and narrow median islands on the 

approaches to the crossing. 

Table 8 shows the risk factors for 1st Avenue/CSAH 55 against the thresholds. As shown in the 

Table, only Distance to Nearest Crossing is identified as exceeding the minimum thresholds. 
Table 8 – 1st Avenue/CSAH 55 Risk Factors 

Risk Factor Active Crossing 1st Avenue / CSAH 55

Minimum Maximum Factor Exceed Threshold – Yes or No

Volumes

Roadway Daily Traffic 2,500 Unlimited 7301 No

Total Trains Per Day 10 Unlimited 6 No

Volume Product 

(vehicles times trains)

20,000 Unlimited 4,380 No

Speeds

Roadway Speed Limit 45 Unlimited 352 No

Maximum Timetable 

Speed

31 Unlimited 25 No

Design

Number of Mainline 

Tracks

2 Unlimited 1 No

Crossing Skew > 15 degrees < 15 

degrees

No

Surroundings

Distance to Nearby 

Intersection

1 foot 99 feet >99 feet No

Distance to Nearest 

Crossing

0.5 mile 1 mile < 1 mile Yes

Clearing Sight 

Distance

Any Quadrant Fails No

Approaching Sight 

Distance

NA No

1 730 vehicles is a conservative estimate – some traffic is expected to use realigned TH 12 to go to 

Willmar or to the more rural areas of the west. 730 vehicles is the existing ADT on 1st Avenue/CSAH 55. 

2

Kandiyohi County has indicated that they would reduce the speed limit as part of the project. 
IV. Economic Impact – Construction Costs and Travel Times/Distances 

Like safety considerations, there were multiple economic considerations evaluated. The first 

focused on the various construction and right of way costs associated with building Ooptions 2A, 

2B and 2C. This information is discussed in Section IV A. 

The second analysis evaluated the costs associated with additional travel times and distances. 

Costs were applied to calculate additional wear and tear on vehicles and the additional time to 

get to and from the businesses. This information is discussed in Section IV B. 

A. Construction and Right of Way Costs 

Construction and right of way costs were estimated for Options 2A, 2B and 2C. The right of 

way cost estimates do not take into consideration the “cost to cure” – that is the money 

needed to bring internal circulation and operations to functionality similar to preconstruction 

conditions. So there will be additional costs that are not accounted for in the estimates 

presented below for some of the options. 

The following sections describe the costs associated with each of the design options. 

Information regarding construction costs; basic right of way costs for elements beyond the 

realigned TH 12 and existing CSAH 55 alignment are noted; and other factors that may 

influence costs are noted. 

Option 2A 

Option 2A (Figure 4) includes a quadrant interchange at realigned TH 12 and CSAH 55 and atgrade crossing of the proposed railway at 1st Avenue/CSAH 55. Right of way for this option 

would not require additional property acquisition for the quadrant interchange and would 

need minimal amounts of property from one property owner beyond BNSF Railway in order to 

straighten out 1st Avenue/CSAH 55 to cross the railway without any skew. In addition to 

construction and right of way costs, there would be ongoing maintenance costs associated 

with the at-grade rail crossing. 

Roadway Construction Costs are Estimated at: $5.5 million to $7.9 million 

Right of Way Costs are Estimated at: less than $100,000 

Total Costs are Estimated at: $5.6 million to $8 million 

Option 2B 

Option 2B (Figure 5) includes an at-grade intersection at realigned TH 12 and CSAH 55. It also 

includes construction of a new roadway between realigned TH 12 and the grain elevator 

located along 1st Avenue/CSAH 55. Right of way would be needed from two parcels in order 

to construct the new roadway. Additionally, extra costs for modifying the spur line located 

south of 1st Avenue/CSAH 55 would be required in order to maintain propane deliveries and 

storing it on site. This will require realigning approximately 150 to 200 feet of railway. 

Construction Costs are Estimated at: $5.3 million to $8.8 million 

Railway Construction Costs are Estimated at: $400,000 

Right of Way Costs are Estimated at: $180,000 

Total Costs are Estimated at: $5.88 million to $9.38 million 
Option 2C 

Option 2 C (Figure 6) would utilize the at-grade intersection at realigned TH 12 and CSAH 55. 

No right of way would be needed for this alternative that is not already a part of the project. 

Total/Construction Costs are Estimated at: $4.8 million to $7.98 million. (please note, this is 

the cost of Option 2B less the local roadway connection between realigned TH 12 and 1st 

Ave) 

Attachment A has a breakdown of construction costs. 

 

B. Travel Time/Distances 

The travel time and travel distances to the businesses on 1st Avenue/CSAH 55 vary by option 

for traffic that is coming from the west and southwest depending upon where the access to 

1st Avenue/CSAH 55 is provided. In Option 2A, vehicles that need to access properties on 1st 

Avenue from the west and southwest will use the at-grade rail crossing to do so. Travel time 

for these vehicles would include the distance to travel to the site as well as expected delays at 

the rail crossing. 

In Option 2B, there is no at-grade railway crossing. Vehicles arriving from west on realigned 

TH 12 would go through the at-grade intersection with CSAH 55 and then turn onto the new 

local roadway connection to 1st Avenue/CSAH 55. Because there are no railways with this 

option, there would be no rail crossing delays in this alternative, only the intersection delays 

and additional travel distance. 

In Option 2C, there is no at-grade railway crossing and there is no new local roadway 

connection between realigned TH 12 and 1st Avenue/CSAH 55. Vehicles are required to use 

alternate routes to access properties on 1st Avenue/CSAH 55 from CSAH 5 as discussed in the 

safety analysis section. The anticipated travel time for the vehicles in this scenario would also 

include the delays expected at the at-grade railway crossing of the Marshall Subdivision on 

CSAH 5 near 19th Avenue. 

In order to compare the travel time, distance and travel costs between the three options 

equitably, travel time to a point midway along 1st Avenue/CSAH 55 was calculated from the 

intersection of realigned TH 12 and 1st Avenue West and from 19th Avenue/CSAH 55 

intersection for all three options. The travel time measurement points are shown in Figure 9. 

Total travel time and distance is summarized in Table 9 and explained in more detail following 

the table. Travel time is expressed in minutes and travel distance is expressed in miles. 

Table 9 – One way Distance and Travel Time to Midpoint of 1st Avenue/CSAH 55 

From/To 

Midpoint of 1st 

Avenue/CSAH 55

Option 2A Option 2B Option 2 C

Distance 

(miles)

Time 

(minutes)

Distance 

(miles)

Time 

(minutes)

Distance 

(miles)

Time 

(minutes)

19th Ave/CSAH 55 

Intersection

2.7 4.1 3.2 5.0 3.5 6.2

TH 12/ New 45th St 

Intersection

1.2 2.6 2.1 3.5 2.7 4.8

In Option 2A, the route from realigned TH 12/new 45th Street intersection to the mid-point of 

1st Avenue/CSAH 55 would involve travel on the new 45th Street, travel through old 
alignment of TH 12, travel on old alignment of 45th Street, and travel on 1st Avenue/CSAH 55. 

There would be some potential delay at the 1st Avenue/CSAH 55 at-grade rail crossing. 

In Option 2B, the route from TH 12/new 45th Street intersection to the mid-point of 1st 

Avenue/CSAH 55 would involve travel on realigned TH 12, travel on the new local road 

connection from realigned TH 12 to 1st Avenue/CSAH 55 and travel on 1st Avenue/CSAH 55. 

In Option 2C, the route from TH 12/new 45th Street intersection to the mid-point of 1st 

Avenue/CSAH 55 would involve travel on realigned TH 12 to the traffic signal at realigned TH 

12 and CSAH 5, travel on CSAH 5 to old TH 12 and from there travel on to 1st Avenue/CSAH 

55. 

In Option 2C, there are three different routes between 19th Avenue/CSAH 55 intersection and 

the mid-point of 1st Avenue/CSAH 55 and all of them involve going through the signal at CSAH 

5 and TH 12, travel on CSAH 5 and travel on 1st Avenue/CSAH 55. The traffic volume split 

between the different routes is discussed in the safety section of this memo. The travel time 

for this option was calculated as a weighted average of the three routes. 

It is estimated that there will be 0.3 minutes of delay (18 seconds) for vehicles at through-stop 

intersections and 0.5 minutes (30 seconds) of delay at the signal. The rail delays were 

calculated and factored into the totals, as follows: 

It is estimated that the 1st Avenue/CSAH 55 crossing will have six trains per day with three at 

night and three during the day. The CSAH 5 crossing is estimated to have 16 trains per day 

with 8 during day and 8 at night based on the FRA inventory. The average time the crossing is 

closed for each train is estimated to be 6.75 minutes, which is an average of the range of train 

crossing times. Based on this data it is estimated the 1st Avenue/CSAH 55 crossing is closed an 

average of 3 x 6.75 or 20.5 minutes during the day and 20.5 minutes during the night each. 

Similarly, the CSAH 5 crossing is closed an average of 7x 6.75 or 47.25 minutes during the day 

and 47.25 minutes during the night. It is estimated that 70 percent of the vehicle traffic 

crosses the railroad during the day and 30 percent of the traffic crosses during night. The 

number of vehicles impacted at each crossing during the day and night are calculated in 

proportion to the amount of time the crossings are closed and an average delay of 6.75/2 or 

3.375 minutes is applied to each vehicle. The rest of the vehicles are assumed to have zero 

delay at the crossings. The weighted average delay per vehicle expected at each crossing is 

then calculated for all vehicles for the day. This equates to 0.09 minutes per vehicle at the 1st

Avenue/CSAH 55 crossing and 0.25 minutes per vehicle at the CSAH 5 crossing. These delays 

are added to the travel times of the vehicles using the corresponding routes. 

As can be seen form Table 9, Option 2A has the shortest travel distance and lowest travel 

time. Option 2C has the longest distance and highest travel times. Option 2B is in the middle 

of the two other options. 

The costs associated with travel distance and travel time were also calculated for each option 

using “MnDOT Office of Transportation System Management Benefit-Cost Analysis Standard 

Value Tables - July 2016” (http://www.dot.state.mn.us/planning/program/appendix_a.html) 

and are tabulated below. For these calculations, it was estimated that 80 percent of the 

vehicles accessing 1st Avenue/CSAH 55 are trucks. 

The travel times and distances from Table 9 were used to identify vehicle miles travelled 

(VMT) and vehicles hours traveled (VHT). These numbers help understand the costs associated 
with additional time spent on the road and the extra miles travelled. Table 10 shows total 

VMT and VHT with each of the options. 

Table 10 – Vehicle Miles of Travel (VMT) and Vehicle Hours of Travel (VHT) Per Day 

Route Option 2A Option 2B Option 2C

VMT/Day

From/To 19th Avenue/CSAH 55 

Intersection

547.32 640.1 694.9

From/To TH 12/new 45th Street 

Intersection

235.4 426.3 536.9

VHT/Day

From/To 19th Avenue/CSAH 55 

Intersection

13.6 16.7 20.8

From/To TH 12/new 45th Street 

Intersection

8.6 11.8 16.0

Total annual operating and emissions costs for the vehicles in each option are shown in Table 

11. The annual operating costs are based on $0.30 per mile for autos and $1.08 per mile for 

trucks. These costs were applied to 200 vehicles per route with 20 percent of the vehicles 

being autos and 80 percent being trucks. 

Table 11 – Total Operating and Emissions Cost by Option 

Route Units Option 2A Option 2B Option 2C

Auto Truck Auto Truck Auto Truck

From/To 19th 

Avenue/CSAH 55 

Intersection

Cost Per Day $33 $473 $38 $553 $42 $600

From/To TH 12/new 45th 

Street Intersection

Cost Per Day $14 $203 $26 $368 $32 $464

Total for Both Routes Cost Per Day $47 $676 $64 $921 $74 $1,064

Total for Autos and Trucks Cost Per Day $723 $985 $1,138

Annual Estimate (Both 

Routes/Autos and Trucks)

Cost Per Year $263,995 $359,629 $415,456

The estimated differences in travel time costs for each alternative are shown below. The 

travel time costs were based on recommended MnDOT values from its Benefit/Cost Analysis 

guidelines of $16.80 per person per hour for autos and $28.30 per person per hour for trucks. 

This was applied to the 400/2 or 200 vehicles per route with 20 percent being autos and 80

percent being trucks. The results are shown in Table 12. 
Table 12 – Annual Travel Time Costs 

Route Units Option 2A Option 2B Option 2C

Auto Truck Auto Truck Auto Truck

From/To 19th 

Avenue/CSAH 55 

Intersection

Cost Per Day

$46 $307 $56 $378 $70 $471

From/To TH 12/new 45th 

Street Intersection

Cost Per Day $29 $194 $40 $268 $54 $362

Total for Both Routes Cost Per Day $74 $501 $96 $646 $124 $833

Total for Autos and Trucks Cost Per Day $576 $742 $956

Annual Estimate (Both 

Routes/Autos and Trucks)

Cost Per Year $210,092 $270,655 $348,975

As can be seen from Tables 11 and 12, Option 2C has the highest operating and emission costs 

and highest travel time costs. Option 2A has the lowest. 

V. Project Associated Railroad Crossings 

This section of the memo identifies the existing railroad crossings within the project area as well 

as future conditions under the different options. Information discussed includes: locations of 

existing crossings as well as crossings under Options 2A, 2B and 2C; what type of railway is crossed 

– mainline or spur; if the crossing is at-grade or grade separated; warning type; and crashes 

within the past 10 years (under existing conditions). 

Please refer to Figures 10 - 12 to see crossing locations. 

Existing Conditions 

Existing railway crossings are shown on Figure 10 and listed in Table 13. Under existing conditions, 

there are six locations with crossings or a spur line with multiple driveways. All of the crossings are 

at-grade. Three of the crossings are private, with no warning systems in place. There is one passive 

system with a yield condition on the approach. Two of the crossings are considered active, with 

more elements at the location on CSAH 5. 

One of the locations – Crossing Number 3 – 45th Street – has had one crash in the past 10 years. 

This crash occurred in 2015 and was an injury crash. The driver of the vehicle failed to yield the 

right of way. This was the only crash to occur at any of the existing crossings. This location does 

not have active warning devices. This location will be closed as part of the Willmar Wye TIGER 

project regardless of alternative/option selected. 
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25th St

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15th Ave

Trott Ave SW 18th St SW

23rd St SW

9th Ave NW

Gorton Ave NW

14th Ave S

1st Ave W

26th St NW

18th St NW

20th Ave SW

21st Ave SW

22nd Ave SW

21st Ave

2nd Ave NW

Willmar Ave SW

39th St NW

36th St NW

16th St SW

19th St NW

34th St NW

29th St NW

17th St NW

4th Ave SW

24th St NW

28th Ave SW

22nd St SW

Hanson Dr

45th St NW

7th Ave NW

W Trott Dr

30th St SW 30th St SW CSAH 5

60th St SW

30th Ave SW

30th St NW

1

2

3

4

5

6

Document Path: K:\02051-020\GIS\Maps\1st Ave Traffic Analysis Figures\Figure10_Railroad Crossings Existing.mxd

1st Avenue At-Grade Analysis

Figure 10: Railroad Crossings - Existing

Willmar, MN

!( At-Grade Active

#* At-Grade Passive

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Private Spur Line South of 1st Ave

Railway Connection

Existing Railroad Lines

City Boundary

0 Ü2,500

Feet

(multiple driveway crossings)
Table 13 – Existing Railway Crossings 

Number Roadway Location Railway At-Grade Grade 

Separated

Warning Type – Active or Passive Crashes in Past 

10 Years1

1 TH 12 West of CSAH 5 Spur Yes No Active – flashers – no gates 0

2 NA East of 7th Ave –

North side of TH 12

Morris Yes No Nothing – private crossing 0

3 45th St North side of TH 12 Morris Yes No Passive – Yield sign 1 – injury driver 

failed to yield

4 CSAH 5 North of 19th Ave Marshal

l

Yes No Active – everything but median 0

5 1st Ave / CSAH 55 West of TH 12 Spur Yes No Nothing – private crossing 0

6 NA South of 1st Ave –

behind the grain 

elevator

Spur Yes No Nothing – private crossing 0

1

 Data from FRA Crossing reports
Option 2A

Under Alternative 2A, two grade separated crossings would be constructed. The first crossing 

would be on TH 40, just east of CSAH 55. The second crossing would be on a realigned TH 12, just 

east of CSAH 55. Both of these crossings would go over the new Willmar Wye line. The grade 

separation on TH 12 would improve safety for a large number of highway users. Under current 

conditions approximately 6,400 vehicles cross an at-grade crossing on TH 12 for a spur line 

(volumes of trains are low). Under Option 2A, these vehicles would be grade separated and would 

not have that exposure. 

Under Option 2A, a new at-grade crossing would be constructed on 1st Avenue/CSAH 55. 

Presently approximately 750 vehicles use this roadway. It is expected that there would be 

approximately 400 vehicles continuing to use this route (some of the traffic will be accessing TH 12 

rather than continuing on 1st Avenue/CSAH 55), these vehicles would have exposure to 

approximately 6 trains per day. 

Under Option 2A, the crossing at existing 45th Street would be closed. Under Option 2A, the 

private crossing on existing TH 12 would become a public crossing and would be upgraded to an 

active crossing. 

The existing spur crossing on 1st Avenue/CSAH 55 west of existing TH 12 and the spur crossing 

south of 1st Avenue/CSAH 55 would remain in place with no planned modifications. The existing 

at-grade crossing on CSAH 5 would also remain in place with no planned modifications. Figure 11

shows the crossings under Option 2A and Table 14 identifies crossing conditions at each location 

under Option 2A. 

As a whole, conditions under Option 2A are slightly better than present conditions with regard to 

at-grade crossings. One crossing is added, one crossing is closed, one crossing is upgraded to a full 

complement of active devices and two grade separations are created. 

Option 2B

Option 2B has slightly different grade crossings than Option 2A. Under Option 2B a new at-grade 

crossing would not be constructed on 1st Avenue/CSAH 55. This would reduce the risk of exposure 

for 400 cars for 6 trains per day. Instead of crossing on 1st Avenue, vehicles destined for the grain 

elevator would use a new local roadway connection from realigned TH 12 and come in on the back 

side of the elevator. This will require shortening the existing spur line located south of 1st 

Avenue/CSAH 55 that serves the grain elevator. If the railway cannot be shortened, vehicles would 

be required to cross the spur line at-grade. Figure 12 shows the crossings under Option 2B and 2C 

and Table 15 identifies crossing conditions at each location under Option 2B. 

As a whole, conditions under Option 2B are better than present conditions with regard to at-grade 

crossings and slightly better than conditions under Option 2A due to the closure of a crossing and 

the upgrades to the existing crossing located on TH 12 east of 7th Avenue. 
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15th Ave

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23rd St SW

9th Ave NW

Gorton Ave NW

14th Ave S

1st Ave W

26th St NW

18th St NW

20th Ave SW

21st Ave SW

22nd Ave SW

21st Ave

2nd Ave NW

Willmar Ave SW

39th St NW

36th St NW

16th St SW

19th St NW

34th St NW

29th St NW

17th St NW

4th Ave SW

24th St NW

28th Ave SW

22nd St SW

Hanson Dr

45th St NW

7th Ave NW

W Trott Dr

30th St SW 30th St SW CSAH 5

60th St SW

30th Ave SW

30th St NW

1

2

3

4

6 5

7

8

9

Document Path: K:\02051-020\GIS\Maps\1st Ave Traffic Analysis Figures\Figure11_Railroad Crossings Option 2A.mxd

1st Avenue At-Grade Analysis

Figure 11: Railroad Crossings - Option 2A

Willmar, MN

!( At-Grade Active

#* At-Grade Passive

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D Closed

Private Spur Line South of 1st Ave

Railway Connection

Road Improvement

New Bridge

Road Removal

Existing Railroad Lines

City Boundary

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23rd St SW

9th Ave NW

Gorton Ave NW

14th Ave S

1st Ave W

26th St NW

18th St NW

20th Ave SW

21st Ave SW

22nd Ave SW

21st Ave

2nd Ave NW

Willmar Ave SW

39th St NW

36th St NW

16th St SW

19th St NW

34th St NW

29th St NW

17th St NW

4th Ave SW

24th St NW

28th Ave SW

22nd St SW

Hanson Dr

45th St NW

7th Ave NW

W Trott Dr

30th St SW 30th St SW CSAH 5

60th St SW

30th Ave SW

30th St NW

1

2

3

4

5

6

7

8

Document Path: K:\02051-020\GIS\Maps\1st Ave Traffic Analysis Figures\Figure12_Railroad Crossings Option 2B.mxd

1st Avenue At-Grade Analysis

Figure 12: Railroad Crossings - Option 2B

Willmar, MN

!( At-Grade Active

#* At-Grade Passive

") Grade-Separated

D Closed

Private Spur Line South of 1st Ave

Railway Connection

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Table 14 – Option 2A Crossings 

Number Roadway Location Railway AtGradeGrade

Separated

Warning Type – Active or Passive

1 TH 12 West of CSAH 5 Spur Yes No Active – flashers – no gates

2 New 45th St East of 7th Ave Morris Yes No UPGRADED TO ACTIVE – flashers, gates, median

3 45th St North side of TH 12 Morris CLOSED

4 CSAH 5 North of 19th Ave Marshall Yes No Active – everything but median

5 1st Ave / CSAH 55 West of TH 12 Spur Yes No Nothing – private crossing

6 NA South of 1st Ave – behind 

the grain elevator

Spur Yes No Nothing – private crossing

7 TH 12 New alignment Wye No Yes NA

8 TH 40 East of CSAH 55 Wye No Yes NA

9 1st Ave / CSAH 55 East of CSAH 55 Wye Yes -

ADDED

No Active – flashers, gates, median

Table 15 – Alternative 2B Crossings 

Number Roadway Location Railway AtGradeGradeSeparatedWarning Type – Active or Passive

1 TH 12 West of CSAH 5 Spur Yes No Active – flashers – no gates

2 TH 12 East of 7th Ave Morris Yes No UPGRADED TO ACTIVE – flashers, gates, median

3 45th St North side of TH 12 Morris CLOSED

4 CSAH 5 North of 19th Ave Marshall Yes No Active – everything but median

5 1st Ave / CSAH 55 West of TH 12 Spur Yes No Nothing – private crossing

6 NA South of 1st Ave – behind 

the grain elevator

Spur Yes No Nothing – private crossing

7 TH 12 New alignment Wye No Yes NA

8 TH 40 East of CSAH 55 Wye No Yes NA

9 1st Ave East of CSAH 55 Wye NA – DOES NOT EXIST
Option 2C

Option 2C is quite different for roadway traffic patterns than the other options. Under this 

scenario, all of the traffic destined for the grain elevator and surrounding businesses on 1st 

Avenue/CSAH 55 must access 1st Avenue/CSAH 55 off of what will be old TH 12. There is no 

access to 1st Avenue/CSAH 55 from the south or west – everything is funneled to the east. 

This means that all vehicles destined for the businesses on 1st Avenue will cross the spur line 

on old TH 12 west of CSAH 5. 

In addition, it will also increase the amount of traffic through the at-grade crossing on CSAH 5. 

This crossing currently has 5,200 vehicles crossing it a day. Under Option 2C it is expected that 

the volume will increase due to traffic diverting from CSAH 55 to CSAH 5 due to shorter travel 

times/distances. 

No separate table of crossings or a figure was created for Option 2C because the crossing 

types and locations are the same as under Option 2B. The changes come in the number of 

vehicles using the different crossings and the additional travel times/distances for those 

travelling to 1st Avenue. 

It should also be noted that Kandiyohi County will be constructing grade separation of the 

Marshall Subdivision and Willmar Wye in 2017 to eliminate an at-grade crossing that currently 

exists. This project is part of a larger vision by Kandiyohi County to make CSAH 55 and 

realigned TH 12 as a western bypass for the City of Willmar. 

VI. Roadway Jurisdiction 

Another factor under consideration with regard to a railway crossing at 1st Avenue/CSAH 55 is 

ownership of the roadway. Under present conditions, 1st Avenue/CSAH 55 is a county state aid 

highway (CSAH) that is owned and maintained by Kandiyohi County. In Minnesota, these 

roadways receive money from the state for ongoing maintenance and reconstruction. In order 

to receive money from the state, the agency receiving the money has to follow certain design 

standards, connectivity requirements, and follow other requirements established by MnDOT. 

One of the requirements for CSAH status is a direct connection to a state trunk highway or to 

another county state aid highway. 

Under Option 2A (Figure 13), 1st Avenue/CSAH 55 would remain under the jurisdiction of 

Kandiyohi County and would still be a CSAH. Old TH 12 would be turned back to the county and 

would be renumbered as CSAH 55. The route would connect to both TH 12 and to CSAH 5 (at the 

east end of the corridor). 

Under Option 2B (Figure 14), 1st Avenue/CSAH 55 would be turned over to the City of Willmar 

north of realigned TH 12 due to the fact that it would not connect to another trunk highway or 

another CSAH route. Under this scenario old TH 12 would not become a CSAH route because it 

lacks connectivity. The transfer of the roadway to the City of Willmar would mean that the city 

would be responsible for maintaining the roadway. In addition to the receiving 1st Avenue/CSAH 

55, the new roadway connection from the north side of realigned TH 12 to the grain elevator 

site would fall under the jurisdiction of the City of Willmar. 

Under Option 2C (Figure 14), 1st Avenue/CSAH 55 would be turned over to the City of Willmar 

north of realigned TH 12 for the same reasons as Option 2B. 
)n

)n

Willmar MuniJohn L Rice Field

City of Willmar

Foot 

Lake

Hawk Creek

Z

BNSF Morris Subdivision

GdWX

GÁWX

Airport Dr SW

23rd St SW

9th Ave NW

Gorton Ave NW

1st Ave W

26th St N

2nd Ave NW

36th St NW

34th St NW

29th St 

4th Ave SW

24th S

45th St NW

7th Ave NW

30th St NW

Document Path: K:\02051-020\GIS\Maps\1st Ave Traffic Analysis Figures\Figure13_Roadway Jurisdictions.mxd

1st Avenue At-Grade Analysis

Figure 13: Roadway Jurisdiction - Option 2A

Willmar, MN 0 Ü2,500

Feet

GÁWX

)n

)n

Willmar MuniJohn L Rice Field

City of Willmar

Foot 

Lake

Hawk Creek

Z

BNSF Morris Subdivision

GdWX

Airport Dr SW

23rd St SW

9th Ave NW

Gorton Ave NW

1st Ave W

26th St NW

2nd Ave NW

36th St NW

34th St NW

29th St NW

4th Ave SW

24th St NW

45th St NW

7th Ave NW

30th St NW

Existing

Option 2A

Roadway Jurisdiction

State

County

Local

Removal

Railway Connection

1st Ave W

1st Ave W
)n

)n

Willmar MuniJohn L Rice Field

City of Willmar

Foot 

Lake

Hawk Creek

Z

BNSF Morris Subdivision

GdWX

GÁWX

Airport Dr SW

23rd St SW

9th Ave NW

Gorton Ave NW

1st Ave W

26th St N

2nd Ave NW

36th St NW

34th St NW

29th St 

4th Ave SW

24th S

45th St NW

7th Ave NW

30th St NW

Document Path: K:\02051-020\GIS\Maps\1st Ave Traffic Analysis Figures\Figure14_Roadway Jurisdictions.mxd

1st Avenue At-Grade Analysis

Figure 14: Roadway Jurisdiction - Option 2B/2C

Willmar, MN 0 Ü2,500

Feet

GÁWX

)n

)n

Willmar MuniJohn L Rice Field

City of Willmar

Foot 

Lake

Hawk Creek

Z

BNSF Morris Subdivision

GdWX

Airport Dr SW

23rd St SW

9th Ave NW

Gorton Ave NW

1st Ave W

26th St NW

2nd Ave NW

36th St NW

34th St NW

29th St NW

4th Ave SW

24th St NW

45th St NW

7th Ave NW

30th St NW

Existing

Option 2B/2C

Roadway Jurisdiction

State

County

Local

Removal

Railway Connection

1st Ave W

1st Ave W
VII. Other Considerations 

Legal 

1st Avenue/CSAH 55 by the potential roadway/railway crossing serves commercial, industrial and 

agricultural uses. No residential developments are located along it. Not providing an at-grade 

crossing on 1st Avenue/CSAH 55 is not anticipated to result in a legal finding in terms of access for 

businesses located on the roadway. Access would still be provided to the businesses via a 

connection to old TH 12 under Option 2C or via a new local street on the north side of realigned 

TH 12 under Option 2B. 

Property Owner Input 

As part of the public and property owner engagement process, MnDOT staff has met with all of 

the businesses along 1st Avenue/CSAH 55 that would be impacted by a crossing/no crossing 

situation. There are five businesses in this area (some with multiple sites off of 1st Avenue/CSAH 

55). They include: 

 Quam Construction Company – utilities, heavy construction – grading, roadway 

construction, etc. 

 PALS, Inc – farm equipment supplier; propane (multiple sites) 

 Farm Service Elevator – grain elevator; retail for feed (multiple sites) 

 Timber Wholesalers, Inc – pressure treated wood/lumber manufacturer 

 SW Inc – retail – surplus warehouse; salvage/damage recovery material storage (multiple 

sites) 

 Northern Metal and Recycling – recycling 

Although Option 2B was developed with input from the business owners as being the least 

disruptive to their operations and the best location for a new roadway connection from the 

south, businesses have indicated that they do not like the idea of getting rid of their access from 

the west via CSAH 55. They have stated that they would prefer to continue to be able to access 

the area from the west after the railway is constructed. 

VIII. Summary 

This memo provided a lot of information for a number of topics. Table 16 on the following page 

summarizes costs and qualitative information by option for the different topics included in the 

memo. 
Table 16 – Summary of 1st Avenue/CSAH 55 At-Grade Crossing Factors 

Topic Area Option 2A Option 2B Option 2C

Safety

Crash Costs1$3,184,585 $3,350,066 $3,195,225

Risk Factors Very Low None None

Economic

Travel Time Costs $263,995 $359,629 $415,456

Operation and Maintenance Costs $210,092 $270,655 $348,975

Total Annual Costs (crashes, travel 

time and operations/maintenance)

$3,658,672 $3,980,350 $$3,959,656

Construction2

Construction Costs $5.5 million to $7.9 million $5.7 million to $9.2 million $4.8 million to $7.98 million

Right of Way Costs Less than $100,000 $180,000 None

Jurisdiction

Roadway Transfers No transfer 1 mile transferred from county to 

city

1 mile transferred from county to 

city

1

 Crash costs in Table 17 are from Table 3 (lower of the costs). 

2

 Costs for railway realignment south of 1st Ave/CSAH 55 need to be added to Option 2B 
Attachment A – Construction Cost Estimates 
Copy of 20160802 Engineers Estimate - ALT 2A 1 9/14/2016

WSB Project: Willmar Wye

Project Location: MnDOT District 8

WSB Project No: 02051-020

Date: 8/2/2016

Item Estimated Estimated Estimated Estimated Estimated Estimated Estimated Estimated Estimated Estimated Estimated Comments

SHEET Number Quantity Cost Cost Quantity Cost Quantity Cost Quantity Cost Quantity Cost

2016.601 QUALITY MANAGEMENT LUMP SUM 1 $12,000.00 $12,000 $50,700.00 $50,700 0.35 $17,745.00 0.46 $23,322.00 0.07 $3,549.00 0.12 $6,084.00 Assume approx 0.5% of total Direct cost

2016.601 QUALITY MANAGEMENT SPECIAL LUMP SUM 1 $12,000.00 $12,000 $12,000.00 $12,000 0.35 $4,200.00 0.46 $5,520.00 0.07 $840.00 0.12 $1,440.00 Used Engineers price lack of detail

2021.501 MOBILIZATION (2.5%) LUMP SUM 1 $182,878.98 $182,879 $236,471.40 $236,471 0.35 $82,764.99 0.46 $108,776.85 0.07 $16,553.00 0.12 $28,376.57 Use 5% of total Direct cost

2031.501 FIELD OFFICE TYPE D EACH 1 $20,000.00 $20,000 $35,000.00 $35,000 0.35 $12,250.00 0.46 $16,100.00 0.07 $2,450.00 0.12 $4,200.00 Assume $2500/mon X 14 mon (incl utilities/misc)

2031.503 FIELD LABORATORY TYPE D EACH 1 $12,000.00 $12,000 $18,000.00 $18,000 0.35 $6,300.00 0.46 $8,280.00 0.07 $1,260.00 0.12 $2,160.00 Assume $1500/mon X 12 mon

2051.501 MAINT & RESTORATION OF HAUL ROADS LUMP SUM 1 $12,000.00 $12,000 $1.00 $1 0.35 $0.35 0.46 $0.46 0.07 $0.07 0.12 $0.12 Covered in earthwork items

2101.501 CLEARING ACRE 23 $3,000.00 $68,790 $2,000.00 $45,860 8 $16,051.00 11 $21,095.60 2 $3,210.20 3 $5,503.20 Simple clearing not a lot of trees

2101.506 GRUBBING ACRE 23 $3,000.00 $68,790 $2,000.00 $45,860 8 $16,051.00 11 $21,095.60 2 $3,210.20 3 $5,503.20 Simple clearing not a lot of trees

2104.505 REMOVE BITUMINOUS PAVEMENT SQ YD 8,160 $5.27 $43,004 $2.75 $22,441 6,447 $17,728.03 734 $2,019.65 979 $2,692.87

2104.505 REMOVE BITUMINOUS SHOULDER PAVEMENT SQ YD 3,194 $4.00 $12,778 $1.50 $4,792 2,524 $3,785.36 287 $431.24 383 $574.99

2104.513 SAWING BIT PAVEMENT (FULL DEPTH) LIN FT 36 $1.54 $55 $2.00 $72 36 $72.00 Assume $.25/in/ft @ 8" deep

2105.601 DEWATERING LUMP SUM 1 $20,000.00 $20,000 $20,000.00 $20,000 0.35 $7,000.00 0.46 $9,200.00 0.07 $1,400.00 0.12 $2,400.00 Used Engineers price lack of detail

2106.501 EXCAVATION - COMMON CU YD 48,145 $6.90 $332,201 $5.25 $252,761 21,616 $113,484.00 10,311 $54,132.75 3,923 $20,595.75 12,295 $64,548.75 Assume majority of work done with scrapers and close haul

2106.522 SELECT GRANULAR EMBANKMENT (CV) CU YD 23,926 $18.00 $430,668 $12.00 $287,112 15,822 $189,864.00 2,248 $26,976.00 3,187 $38,244.00 2,669 $32,028.00 Assume material borrowed from offsite and truckhauled

2106.523 COMMON EMBANKMENT (CV) CU YD 332,031 $12.00 $3,984,372 $5.25 $1,743,163 323,213 $1,696,868.25 3,193 $16,763.25 2,366 $12,421.50 3,259 $17,109.75 Assume majority of work done with scrapers and close haul incl restoration of borrow site

2118.607 AGGREGATE SURFACING (CV) CLASS 5 CU YD 587 $32.52 $19,089 $35.00 $20,545 292 $10,220.00 169 $5,915.00 59 $2,065.00 67 $2,345.00 Purchased and hauled in appears to be source within 10+/- miles

2211.503 AGGREGATE BASE (CV) CLASS 5 CU YD 10,440 $23.35 $243,774 $22.00 $229,680 6,970 $153,340.00 961 $21,142.00 1,341 $29,502.00 1,168 $25,696.00 Purchased and hauled in appears to be source within 10+/- miles

2232.603 MILLED RUMBLE STRIPS-INTERMITTENT LIN FT 17,795 $0.15 $2,669 $0.15 $2,669 9,609 $1,441.41 8,186 $1,227.86

2232.603 MILLED RUMBLE STRIPS-CENTERLINE LIN FT 8,898 $0.20 $1,780 $0.15 $1,335 4,805 $720.70 4,093 $613.93

2360.501 TYPE SP 12.5 WEARING COURSE MIX (2,B) - SHLD TON 4,166 $54.53 $227,172 $62.00 $258,292 2,491 $154,442.00 885 $54,870.00 425 $26,350.00 365 $22,630.00

2360.501 TYPE SP 12.5 WEARING COURSE MIX (5,H) - MAIN TON 16,527 $54.53 $901,217 $58.00 $958,566 10,779 $625,182.00 1,636 $94,888.00 2,290 $132,820.00 1,822 $105,676.00

BRIDGE A (TH 12 BRIDGE OVER CSAH 55) SQ FT 5,674 $150.00 $851,100 $120.00 $680,880 5,674 $680,880.00 Simple structures with Precast Girders

2406.553 BRIDGE APPROACH PANELS SQ YD 236 $75.00 $17,700 $75.00 $17,700 236 $17,700.00

2406.603 EXPANSION JOINTS, DESIGN E8 SPECIAL LIN FT 88 $250.00 $22,000 $250.00 $22,000 88 $22,000.00 Used Engineers price lack of detail

TOTAL ESTIMATE (W/O MOBILIZATION & TRAFFIC CONTROL) $7,315,159 $4,729,428

TOTAL ESTIMATE $7,498,038 $4,965,899 $3,828,505 $511,433 $296,994 $328,968

to to to to

$5,780,680 $772,215 $448,432 $496,711

1) Yellow highlite in Engineers columns are items/qtys not included in original

2) Brown highlite in columns are items figured as % of total direct cost

3) No items for retaining walls at the structures

4) No items/costs for geotech mitigation at the structure embankments

Willmar Wye - Engineers Estimate ALT 2A - Quadrant Roadway

Engineers Project Total ICE Project Total

Description Unit ICE Unit Price Engineer Unit 

Price

TH 12 CSAH 55 1st SW Ramp
Copy of 20160802 Engineers Estimate - ALT 2B 1 9/14/2016

WSB Project: Willmar Wye

Project Location: MnDOT District 8

WSB Project No: 02051-020

Date: 8/2/2016

Item Estimated Estimated Estimated Estimated Estimated Estimated Estimated Estimated Estimated Estimated Estimated Comments

SHEET Number Quantity Cost Cost Quantity Cost Quantity Cost Quantity Cost Quantity Cost

2016.601 QUALITY MANAGEMENT LUMP SUM 1 $12,000.00 $12,000 $50,700.00 $50,700 0.35 $17,745.00 0.46 $23,322.00 0.07 $3,549.00 0.12 $6,084.00 Assume approx 0.5% of total Direct cost

2016.601 QUALITY MANAGEMENT SPECIAL LUMP SUM 1 $12,000.00 $12,000 $12,000.00 $12,000 0.35 $4,200.00 0.46 $5,520.00 0.07 $840.00 0.12 $1,440.00 Used Engineers price lack of detail

2021.501 MOBILIZATION (2.5%) LUMP SUM 1 $214,014.83 $214,015 $252,961.25 $252,961 0.35 $88,536.44 0.46 $116,362.17 0.07 $17,707.29 0.12 $30,355.35 Use 5% of total Direct cost

2031.501 FIELD OFFICE TYPE D EACH 1 $20,000.00 $20,000 $35,000.00 $35,000 0.35 $12,250.00 0.46 $16,100.00 0.07 $2,450.00 0.12 $4,200.00 Assume $2500/mon X 14 mon (incl utilities/misc)

2031.503 FIELD LABORATORY TYPE D EACH 1 $12,000.00 $12,000 $18,000.00 $18,000 0.35 $6,300.00 0.46 $8,280.00 0.07 $1,260.00 0.12 $2,160.00 Assume $1500/mon X 12 mon

2051.501 MAINT & RESTORATION OF HAUL ROADS LUMP SUM 1 $12,000.00 $12,000 $1.00 $1 0.35 $0.35 0.46 $0.46 0.07 $0.07 0.12 $0.12 Covered in earthwork items

2101.501 CLEARING ACRE 20 $3,000.00 $59,100 $2,000.00 $39,400 6.9 $13,790.00 9.1 $18,124.00 1.4 $2,758.00 2.4 $4,728.00 Simple clearing not a lot of trees

2101.506 GRUBBING ACRE 20 $3,000.00 $59,100 $2,000.00 $39,400 6.9 $13,790.00 9.1 $18,124.00 1.4 $2,758.00 2.4 $4,728.00 Simple clearing not a lot of trees

2104.505 REMOVE BITUMINOUS PAVEMENT SQ YD 8,871 $5.27 $46,749 $2.75 $24,394 6,653 $18,295.82 2,217.68 $6,098.61

2104.505 REMOVE BITUMINOUS SHOULDER PAVEMENT SQ YD 3,456 $4.00 $13,823 $1.50 $5,184 2,592 $3,887.66 863.93 $1,295.89

2104.513 SAWING BIT PAVEMENT (FULL DEPTH) LIN FT 36 $1.54 $55 $2.00 $72 36.00 $72.00 Assume $.25/in/ft @ 8" deep

2105.601 DEWATERING LUMP SUM 1 $20,000.00 $20,000 $20,000.00 $20,000 0.35 $7,000.00 0.46 $9,200.00 0.07 $1,400.00 0.12 $2,400.00 Used Engineers price lack of detail

2106.501 EXCAVATION - COMMON CU YD 54,681 $6.90 $377,297 $5.25 $287,074 27,196 $142,779.00 6,711 $35,232.75 1,818 $9,544.50 18,955 $99,513.75 Assume majority of work done with scrapers and close haul

2106.522 SELECT GRANULAR EMBANKMENT (CV) CU YD 27,438 $18.00 $493,885 $12.00 $329,257 15,124 $181,488.00 7,146 $85,752.00 475 $5,700.00 4,693 $56,316.00 Assume material borrowed from offsite and truckhauled

2106.523 COMMON EMBANKMENT (CV) CU YD 489,359 $12.00 $5,872,313 $5.25 $2,569,137 356,077 $1,869,404.25 131,133 $688,448.25 10 $52.50 2,139 $11,229.75 Assume majority of work done with scrapers and close haul incl restoration of borrow site

2118.607 AGGREGATE SURFACING (CV) CLASS 5 CU YD 512 $32.52 $16,646 $35.00 $17,915 293 $10,255.00 159 $5,565.00 10 $350.00 50 $1,750.00 Purchased and hauled in appears to be source within 10+/- miles

2211.503 AGGREGATE BASE (CV) CLASS 5 CU YD 11,914 $23.35 $278,202 $22.00 $262,118 6,645 $146,190.00 3,000 $66,000.00 215 $4,730.00 2,054 $45,188.00 Purchased and hauled in appears to be source within 10+/- miles

2232.603 MILLED RUMBLE STRIPS-INTERMITTENT LIN FT 18,442 $0.15 $2,766 $0.15 $2,766 8,299 $1,244.86 10,143 $1,521.50

2232.603 MILLED RUMBLE STRIPS-CENTERLINE LIN FT 9,221 $0.20 $1,844 $0.15 $1,383 4,150 $622.43 5,072 $760.75

2360.501 TYPE SP 12.5 WEARING COURSE MIX (2,B) - SHLD TON 3,754 $54.53 $204,712 $62.00 $232,755 2,230 $138,260.00 793 $49,166.00 90 $5,580.00 641 $39,742.00

2360.501 TYPE SP 12.5 WEARING COURSE MIX (5,H) - MAIN TON 19,184 $54.53 $1,046,101 $58.00 $1,112,669 10,287 $596,646.00 5,425 $314,650.00 270 $15,660.00 3,203 $185,774.00

BRIDGE A (TH 12 BRIDGE OVER CSAH 55) SQ FT $150.00 $120.00

2406.553 BRIDGE APPROACH PANELS SQ YD $75.00 $75.00

2406.603 EXPANSION JOINTS, DESIGN E8 SPECIAL LIN FT $250.00 $250.00

TOTAL ESTIMATE (W/O MOBILIZATION & TRAFFIC CONTROL) $8,560,593 $5,059,225

TOTAL ESTIMATE $8,774,608 $5,312,186 $3,250,501 $1,484,312 $81,806 $495,609

to to to to

$5,369,141 $2,451,770 $135,126 $818,641

1) Yellow highlite in Engineers columns are items/qtys not included in original

2) Brown highlite in columns are items figured as % of total direct cost

3) No items for retaining walls at the structures

4) No items/costs for geotech mitigation at the structure embankments

Willmar Wye - Engineers Estimate ALT 2B - At-Grade Intersection

Engineers Project Total ICE Project Total

Description Unit ICE Unit Price Engineer Unit 

Price

TH 12 CSAH 55 1st Industrial Access Rd
S.P. 3403-74 Appendix D Environmental Assessment/

Willmar Rail Connector & Industrial Access Project Environmental Assessment Worksheet

Appendix D - Bridges
EL. 1100

EL. 1110

EL. 1120

EL. 1130

EL. 1140

EL. 1150

1:2 MAX

8'-0" SHLD.

12-0" LANE

12-0" LANE

VARIES MEDIAN

WEST ABUTMENT EAST ABUTMENT

SCALE IN FEET

0 15 30

1:2 MAX

(MIN.)

23'-6"

(MIN.)

23'-6"

(MIN.)

23'-6"

147'-8" OUT TO OUT OF DECK

144'-0" SPAN

(TYPE F, TL-4)

CONCRETE BARRIER

WEST ABUT.

< BRG.

EAST ABUT.

< BRG.

K:\02051-020\Cad\Plan\BR34032\cbr34032_concepual_gpe_144.dgn11/1/2016 1:12:57 PM

CHK:

DES: DR:

CHK:

WSB

INFRASTRUCTURE - ENGINEERS - PLANNERS

& Associates, Inc.

Suite 300

Minneapolis, MN 55416

763-541-4800

FAX 763-541-1700

STATE BRIDGE ENGINEER

APPROVED:

DATE

701 Xenia Avenue

MINNESOTA DEPARTMENT OF TRANSPORTATION

MN PROJECT NO. BR

SHEET NO. OF SHEETS

R. 35W

WILLMAR TOWNSHIP

STATE PROJECT NO. 3403-74

TWP. 119N

KANDIYOHI COUNTY

CONCEPTUAL PLAN

PLAN AND PROFILE

 LEVEL C

AESTHETICS:

SUBSTRUCTURE:

 EPOXY COATED REINFORCEMENT

DECK:

PROPOSED TYPE OF STRUCTURE

 SEPARATE CONCRETE WEARING COURSE

 SINGLE SPAN

Bridge No. 34032

MN54 PRESTRESSED CONCRETE BEAMS

SEC. 20

N.W. WINGWALL

S.W. WINGWALL

S.E. WINGWALL

N.E. WINGWALL

EXISTING GRADE

EAST ABUT.

< BRG.

WEST ABUT.

< BRG.

34032

SWH

CBO

(PTH40)

< PROPOSED T.H.40

425 426 427 424

SPUR TRACK

INDUSTRIAL

FUTURE

 ON PILE SUPPORTED FOUNDATION

 SEMI-INTREGRAL ABUTMENTS SUPPORTED

6-0" SHLD.

2% 2% 4%

60'-4" OUT TO OUT OF DECK

2'-10"

NORTH SIDE SOUTH SIDE

CONCRETE BEAM SPG.

MN54 PRESTRESSED

GENERAL ELEVATION

GENERAL PLAN

(TYPE F, TL-4)

CONCRETE BARRIER

(TYPE F, TL-4)

CONCRETE BARRIER

50'-11"

(T.H. 40)

1 1

7272

TRANSVERSE SECTION THRU DECK

(TYP.)

88°24'37.85"

Y = 180037.466

X = 409122.233

 STA. 72+30.31

< WEST RAIL (C-CONNECTION-01)

< T.H.40 (PTH40) STA. 425+08.05

Y = 180037.921

X = 409142.236

 STA. 72+30.40

< WEST RAIL (C-CONNECTION-99)

< T.H.40 (PTH40) STA. 425+28.06

1.0 MILES SOUTH OF C.R. 55

0.1 MILES EAST OF C.R. 55 AND

PROPOSED BNSF RAILROAD

PROPOSED T.H.40 (PTH4O) OVER

SPUR TRACK

INDUSTRIAL

FUTURE

32'-2" 28'-2"

4% 2%

9'-0" 9'-0"

ROAD

ACCESS

SPAN IDENTIFICATION NO. 501

TYPE F (TL-4 CONC. RAILINGS

54'-9" CLEAR ROADWAY

PRESTRESSES CONCRETE BEAM SPAN

144'-0"

2%

G2 = -3.00%

G1 = +2.70%

EL. 1,164.62

VPI 425+74.83

AZ 88°41'55.78"

STA. 424+54.64

BEGIN BRIDGE

STA. 426+02.31

END BRIDGE

<

BNSF TRACK

< PROPOSED

BNSF TRACK

< PROPOSED

PROPOSED BNSF R/W PROPOSED BNSF R/W

PROPOSED BNSF R/W

PROPOSED BNSF R/W

BNSF TRACK

< PROPOSED

BNSF TRACK

< PROPOSED

EL.1,136.17VPC 415+19.24

1,055.59' V.C.

K = 457

ex = -12.19'

SSD = 632'

EL.1,143.00VPT 432+95.43

720.60' V.C.

K = 213

ex = -12.19'

SSD = 523'

EL. 1122.571

TOP OF RAIL

T.H.40 (PTH40BLUE)

< PROPOSED PROFILE

(PTH40BLUE)

< PROPOSED T.H.40

5'-11"

SHLD.

29'-7"

50'-1"

ROAD

SHLD. ACCESS

16'-2" 13'-0" 14'-0" 20'-0" 14'-0" 13'-0" 33'-11"

3'-6" 5 SPACES @ 5'-4" = 26'-8" 2'-0" 3'-4" 4 SPACES @ 5'-4" = 21'-4" 3'-6"

FASCIA BEAM

BTM. OF MN54

60'-4" OUT TO OUT OF DECK

32'-2" 28'-2"

CONSTRUCTION NOTES

GUIDELINES AND WILL BE PROVIDED IN THE DETAILED CONSTRUCTION PLAN.

MEET THE MINIMUM REQUIREMENTS OF THE UPRR GRADE SEPARATION

TEMPORARY HORIZONTAL AND VERTICAL CONSTRUCTION CLEARANCES SHALL

DIRECT DRAINAGE ONTO THE RAILROAD RIGHT-OF-WAY IS NOT ALLOWED.

ALL PERMANENT CLEARANCES SHALL BE VERIFIED BEFORE PROJECT CLOSING.

CLEARANCES.

FALSE-WORK CLEARANCES SHALL COMPLY WITH MINIMUM CONSTRUCTION

CENTERLINE AND SECURE ALL EQUIPMENT.

PERSONNEL MUST CLEAR THE AREA WITHIN 25 FEET OF THE TRACK

TRACK CENTERLINE WHEN A TRAIN PASSES THE WORK SITE AND ALL

RAILROAD REQUIREMENTS DO NOT ALLOW WORK WITHIN 50 FEET OF THE

TRACK(S) TO REMAIN OPEN TO TRAFFIC PER THE RAILROAD REQUIREMENTS.

CAUSE NO INTERUPTION TO THE RAILROAD'S OPERATION, ENABLING THE

ERECTION OVER THE RAILROAD'S RIGHT-OF-WAY SHALL BE DESIGNED TO

SHALL BE IN COMPLIANCE WITH THE RAILROAD'S DEMOLITON GUIDELINES.

DEMOLITION THAT MAY IMPACT THE RAILROAD'S TRACKS OR OPERATIONS

ALL DEMOLITIONS WITHIN THE RAILROAD'S RIGHT-OF-WAY AND/OR

SHORING.

CONSTRUCTED PER CURRENT RAILROAD GUIDELINES FOR TEMPORARY

OR SUPPORTS THE RAILROAD'S EMBANKMNET SHALL BE DESIGNED AND

ALL SHORING SYSTEMS THAT IMPACT THE RAILROAD'S OPERATIONS AND/

SEDIMENT CONTROL AND HAVE THE METHOD APPROVED BY THE RAILROAD.

THE CONTRACTOR MUST SUBMIT A PROPOSED METHOD OF EROSION AND

CONSTRUCTION.

BE BROUGHT TO THE ATTENTION OF THE RAILROAD PRIOR TO

VERIFIED BEFORE BEGINNING CONSTRUCTION. ALL DISCREPANCIES SHALL

THE ELEVATION OF THE EXISTING TOP-OF-RAIL PROFILE SHALL BE

DITCHES AND/OR DRAINAGE STRUCTURES.

QUANTITY AND/OR CHARACTERISTICS OF THE FLOW IN THE RAILROAD'S

THE PROPOSED GRADE SEPARATION PROJECT SHALL NOT INCREASE THE

SWH

CBO

LEVEL

1'-8"

SHOULDER

8'-0"

LANE

12'-0"

MEDIAN

8'-8‚" THRU 3'-2"

LANE

12'-0" THRU 27'-11‚"

SHOULDER

15'-0..." THRU 5'-3•"

LEVEL

1'-8"
EL. 1100

EL. 1110

EL. 1120

EL. 1130

EL. 1140

EL. 1150

1:2 MAX

8'-0" SHLD.

12-0" LANE

12-0" LANE

VARIES MEDIAN

WEST ABUTMENT EAST ABUTMENT

SCALE IN FEET

0 15 30

1:2 MAX

(MIN.)

23'-6"

(MIN.)

23'-6"

(MIN.)

23'-6"

147'-8" OUT TO OUT OF DECK

144'-0" SPAN

(TYPE F, TL-4)

CONCRETE BARRIER

WEST ABUT.

< BRG. EAST ABUT.

< BRG.

N.W. WINGWALL

S.W. WINGWALL

S.E. WINGWALL

N.E. WINGWALL

EXISTING GRADE

EAST ABUT.

WEST ABUT. < BRG.

< BRG.

(PTH40)

< PROPOSED T.H.40

425 426 427 424

SPUR TRACK

INDUSTRIAL

FUTURE

6-0" SHLD.

GENERAL ELEVATION

GENERAL PLAN

50'-11"

7272

(TYP.)

88°24'37.85"

Y = 180037.467

X = 409122.241

 STA. 72+30.31

< WEST RAIL (C-CONNECTION-01)

< T.H.40 (PTH40) STA. 425+08.06

Y = 180037.921

X = 409142.245

 STA. 72+30.40

< EAST RAIL (C-CONNECTION-99)

< T.H.40 (PTH40) STA. 425+28.07

SPUR TRACK

INDUSTRIAL

FUTURE

9'-0" 9'-0"

ROAD

ACCESS

G2 = -3.00%

G1 = +2.70%

EL. 1,164.62

VPI 425+74.83

AZ 88°41'55.78"

<

BNSF TRACK

< PROPOSED

BNSF TRACK

< PROPOSED

PROPOSED BNSF R/W PROPOSED BNSF R/W

PROPOSED BNSF R/W PROPOSED BNSF R/W

BNSF TRACK

< PROPOSED

BNSF TRACK

< PROPOSED

EL.1,136.17VPC 415+19.24

1,055.59' V.C.

K = 457

ex = -12.19'

SSD = 632'

EL.1,143.00VPT 432+95.43

720.60' V.C.

K = 213

ex = -12.19'

SSD = 523'

EL. 1122.571

TOP OF RAIL

T.H.40 (PTH40BLUE)

< PROPOSED PROFILE

SHLD.

29'-7"

50'-1"

ROAD

SHLD. ACCESS

16'-2" 13'-0" 14'-0" 20'-0" 14'-0" 13'-0" 33'-11"

26'-6" 30'-6"

60'-4" OUT TO OUT OF DECK

8'-0" SHLD.

12-0" LANE

12-0" LANE

12'-0" TURN

13'-0" TURN

1'-8" 1'-8"

1

AND ELEVATION

GENERAL PLAN

EL. 1151.47

STA. 424+54.64

BEGIN BRIDGE

EL. 1152.18

STA. 426+02.31

END BRIDGE

EL. 1152.18

STA. 426+02.31

END BRIDGE

EL. 1151.47

STA. 424+54.64

BEGIN BRIDGE

EL. 1151.49

STA. 424+56.48

W.P. "C"

EL. 1152.18

STA. 426+00.48

W.P. "D"

K:\02051-020\Cad\Plan\BR34032\cbr34032_gpe-144.dgn11/1/2016 1:11:30 PM

Bridge No.

NO DATE BY CHK REVISIONS TITLE:

Sheet of Sheets

DES: DR:

WSB CHK:

& Associates, Inc.

Minneapolis, MN 55416

INFRASTRUCTURE ENGINEERING PLANNING CONSTRUCTION

701 Xenia Avenue South, Suite 300

763-541-4800 - Fax 763-541-1700

www.wsbeng.com

34032

KANDIYOHI COUNTY

STATE PROJECT NO. 3403-74

CHK:

BRIDGE SURVEY - PLAN & PROFILE

BRIDGE SURVEY

BRIDGE LAYOUT

TRANSVERSE SECTION THRU DECK

1 GENERAL PLAN AND ELEVATION

2

3

4

5

6

LIST OF SHEETS

DESIGN DATA

NO. DESCRIPTION

DESIGNED IN ACCORDANCE WITH 2014 AND 

CURRENT INTERIM AASHTO LRFD BRIDGE DESIGN 

SPECIFICATIONS.

HL93 LIVE LOAD

DEAD LOAD INCLUDES 20 PSF ALLOWANCE 

FOR FUTURE WEARING COURSE MODIFICATIONS.

MATERIAL DESIGN PROPERTIES:

 REINFORCED CONCRETE:

 f'c = 4 KSI CONCRETE

 fy = 60 KSI PLAIN AND EPOXY COATED BARS

 n = 8 FOR REINFORCEMENT

DESIGN SPEED:

UNDER = N/A

PRESTRESSED CONCRETE:

 f'c = 9 KSI n = 1

 fpu = 270 KSI LOW RELAXATION STRANDS

 0.75 fpu FOR INITIAL PRESTRESS

AESTHETIC DETAILS 

OVER = XX MPH 

PROJECTED ADT FOR 2034 = XXXXX

WILLMAR WYE BRIDGES

WSB

INFRASTRUCTURE - ENGINEERS - PLANNERS

& Associates, Inc.

Suite 300

Minneapolis, MN 55416

763-541-4800

FAX 763-541-1700

STATE BRIDGE ENGINEER

APPROVED:

DATE

701 Xenia Avenue

MINNESOTA DEPARTMENT OF TRANSPORTATION

R. 35W

WILLMAR TOWNSHIP

TWP. 119N

KANDIYOHI COUNTY

 LEVEL C

AESTHETICS:

SUBSTRUCTURE:

 EPOXY COATED REINFORCEMENT

DECK:

PROPOSED TYPE OF STRUCTURE

 SEPARATE CONCRETE WEARING COURSE

 SINGLE SPAN

Bridge No. 34032

SEC. 20

 ON PILE SUPPORTED FOUNDATION

 SEMI-INTREGRAL ABUTMENTS SUPPORTED

SPAN IDENTIFICATION NO. 501

6

TYPE F (TL-4 CONC. RAILINGS

55'-0" CLEAR ROADWAY

PRESTRESSES CONCRETE BEAM SPAN

144'-0"

PRELIMINARY PLAN

PLAN AND ELEVATION

MN54 PRESTRESSED CONCRETE BEAMS

APPROXIMATE DECK AREA: = 8,614 SQUARE FEET

1.0 MILES SOUTH OF C.R. 55

0.1 MILES EAST OF C.R. 55 AND

PROPOSED BNSF RAILROAD

PROPOSED T.H.40 (PTH4O) OVER

CBO

SWH

CBO

SWH

W.P. "A"

W.P. "E"

W.P. "B"

W.P. "F"
2% 2%

4%

NORTH SIDE SOUTH SIDE

4% 2% 2%

32'-2" 28'-2"

60'-4" OUT TO OUT OF DECK

(TYPE F, TL-4)

CONCRETE BARRIER

2'-10

(TYPE F, TL-4) "

CONCRETE BARRIER

TRANSVERSE SECTION

3'-6" 5 SPACES @ 5'-4" = 26'-8" 2'-0" 3'-4" 4 SPACES @ 5'-4" = 21'-4" 3'-6"

2

CONCRETE BEAM SPG.

MN54 PRESTRESSED

WEARING COURSE

2" CONCRETE

(INCLUDES W.C.)

9" MIN. SLAB

(PTH40)

< PROPOSED T.H.40

8"

2'-10" 8"

CONSTRUCTION NOTES

RAILROAD'S DEMOLITON GUIDELINES.

IMPACT THE RAILROAD'S TRACKS OR OPERATIONS SHALL BE IN COMPLIANCE WITH THE

ALL DEMOLITIONS WITHIN THE RAILROAD'S RIGHT-OF-WAY AND/OR DEMOLITION THAT MAY

GUIDELINES FOR TEMPORARY SHORING.

RAILROAD'S EMBANKMNET SHALL BE DESIGNED AND CONSTRUCTED PER CURRENT RAILROAD

ALL SHORING SYSTEMS THAT IMPACT THE RAILROAD'S OPERATIONS AND/OR SUPPORTS THE

AND HAVE THE METHOD APPROVED BY THE RAILROAD.

THE CONTRACTOR MUST SUBMIT A PROPOSED METHOD OF EROSION AND SEDIMENT CONTROL

THE RAILROAD PRIOR TO CONSTRUCTION.

BEGINNING CONSTRUCTION. ALL DISCREPANCIES SHALL BE BROUGHT TO THE ATTENTION OF

THE ELEVATION OF THE EXISTING TOP-OF-RAIL PROFILE SHALL BE VERIFIED BEFORE

CHARACTERISTICS OF THE FLOW IN THE RAILROAD'S DITCHES AND/OR DRAINAGE STRUCTURES.

THE PROPOSED GRADE SEPARATION PROJECT SHALL NOT INCREASE THE QUANTITY AND/OR

PROVIDED IN THE DETAILED CONSTRUCTION PLAN.

MINIMUM REQUIREMENTS OF THE UPRR GRADE SEPARATION GUIDELINES AND WILL BE

TEMPORARY HORIZONTAL AND VERTICAL CONSTRUCTION CLEARANCES SHALL MEET THE

DIRECT DRAINAGE ONTO THE RAILROAD RIGHT-OF-WAY IS NOT ALLOWED.

ALL PERMANENT CLEARANCES SHALL BE VERIFIED BEFORE PROJECT CLOSING

FALSE-WORK CLEARANCES SHALL COMPLY WITH MINIMUM CONSTRUCTION CLEARANCES.

25 FEET OF THE TRACK CENTERLINE AND SECURE ALL EQUIPMENT.

WHEN A TRAIN PASSES THE WORK SITE AND ALL PERSONNEL MUST CLEAR THE AREA WITHIN

RAILROAD REQUIREMENTS DO NOT ALLOW WORK WITHIN 50 FEET OF THE TRACK CENTERLINE

TRAFFIC PER THE RAILROAD REQUIREMENTS.

INTERUPTION TO THE RAILROAD'S OPERATION, ENABLING THE TRACK(S) TO REMAIN OPEN TO

ERECTION OVER THE RAILROAD'S RIGHT-OF-WAY SHALL BE DESIGNED TO CAUSE NO

TRANSVERSE SECTION THRU DECK

LEVEL

1'-8"

SHOULDER

8'-0"

LANE

12'-0"

MEDIAN

8'-7" THRU 3'-2..."

LANE

12'-0" THRU 27'-10„"

SHOULDER

15'-1" THRU 5'-6‚"

LEVEL

1'-8"

K:\02051-020\Cad\Plan\BR34032\cbr34032_qnt-144.dgn11/1/2016 1:11:30 PM

Bridge No.

NO DATE BY CHK REVISIONS TITLE:

Sheet of Sheets

DES: DR:

WSB CHK:

& Associates, Inc.

Minneapolis, MN 55416

INFRASTRUCTURE ENGINEERING PLANNING CONSTRUCTION

701 Xenia Avenue South, Suite 300

763-541-4800 - Fax 763-541-1700

www.wsbeng.com

34032

KANDIYOHI COUNTY

STATE PROJECT NO. 3403-74

CHK:

WILLMAR WYE BRIDGES

6

CBO

SWH

CBO

SWH
K:\02051-020\Cad\Plan\BR34032\cbr34032_wpl-144.dgn

11/1/2016 1:11:30 PM

Bridge No.

NO DATE BY CHK REVISIONS TITLE:

Sheet of Sheets

DES: DR:

WSB CHK:

& Associates, Inc.

Minneapolis, MN 55416

INFRASTRUCTURE ENGINEERING PLANNING CONSTRUCTION

701 Xenia Avenue South, Suite 300

763-541-4800 - Fax 763-541-1700

www.wsbeng.com

34032

KANDIYOHI COUNTY

STATE PROJECT NO. 3403-74

CHK:

WILLMAR WYE BRIDGES

6

CBO

SWH

CBO

SWH

< PROPOSED TRACK

< PROPOSED TRACK

WEST ABUT.

< BRG.

EAST ABUT.

< BRG.

24'-8" 28'-8"

WORKING POINT LAYOUT

144'-0" SPAN

< NORTH FASCIA BEAM

< SOUTH FASCIA BEAM

4"

4"

TOP OF ROADWAY TO BRIDGE SEAT

DIMENSIONS BETWEEN WORKING POINTS ELEVATIONS

POINT STATION A POINT

A

B C D E F

B

C

D

E

F

A

B

C

D

E

F

X-COORD Y-COORD

DECK

TOP OF

TO BRIDGE SEAT

TOP OF DECK

SEAT

BRIDGE

TOTAL

THICKNESS

SLAB

HEIGHT

STOOL

HEIGHT

BEAM

HEIGHT

BEARING

9"

9"

X

X

X

X

X

X

X

X

X

X

X

X

X

X

X

X

X

X

X

X

X

X

WEST ABUT.

EAST ABUT.

144.00

144.00

144.00

28.68

28.68

24.68

24.68

146.05 152.17

147.61 154.95

145.42

146.77

BRIDGE LAYOUT

WINGWALL

2" COPING

1•" POLYSTYRENE

1'-8"

RAILING

1'-8"

OF ABUTMENT

BACK FACE

< FACIA BEAM

APPROACH PANEL BRIDGE DECK

OF ABUTMENT

FRONT FACE

< BEARING

CORNER DETAIL

S.W. CORNER SHOWN. N.E. CORNER SIMILAR

4'-0"

2'-6" 1'-6"

8"

BRACKET

PAVING

APPROACH PANEL BRIDGE DECK

OF ABUTMENT

FRONT FACE

4'-0"

2'-6" 1'-6"

8"

BRACKET

PAVING

< FACIA BEAM

RAILING

1'-8"

1•" POLYSTYRENE

2" COPING

WINGWALL

W.P.

W.P.

EDGE OF DECK

EDGE OF DECK

1'-8"

CORNER DETAIL

< BEARING

409070.815 180064.972

409214.778 180068.243

409070.671 180036.295

Y = 180036.295

X = 409070.671

CONTROL POINT

W.P. "C"

409214.634 180039.565

409070.547 180011.619

409214.510 180014.889

N.W. CORNER SHOWN. S.E. CORNER SIMILAR

424

425 426

72

72

Y = 180037.467

X = 409122.241

 STA. 72+30.31

< WEST RAIL (C-CONNECTION-01)

< T.H.40 (PTH40) STA. 425+08.06

AZ 88°41'55.78"

Y = 180037.921

X = 409142.245

 STA. 72+30.40

< EAST RAIL (C-CONNECTION-99)

< T.H.40 (PTH40) STA. 425+28.07

424+57.27

426+01.27

424+56.48

426+00.48

424+55.79

425+99.79

3'-6"

3'-6"

1'-6"

1'-6"

3

(TYP.)

88°24'37.85"

& WORKING LINE

(PTH40)

< PROPOSED T.H. 40

54"

54"

W.P. "A"

W.P. "B"

W.P. "D"

W.P. "E" W.P. "F"
ELEVATION

1'-0"

1'-0"

2"

EDGE OF DECK

TO MATCH

DETAIL 1

(TYPE F, TL-4) (TYP.)

CONCRETE BARRIER

1"

EDGE OF DECK

TO MATCH

2"

1

REFERENCE LINE

DEPTH OF RELIEF

ABUTMENT FACE

1'-0"

1'-0"

(TYPE F, TL-4) (TYP.)

CONCRETE BARRIER

8"

2" 1'-0"

1

REFERENCE LINE

DEPTH OF RELIEF

OTHER ABUTMENT TYPES SIMILAR

SEMI-INTEGRAL TYPE ABUTMENT SHOWN

WINGWALL SECTION

2

2

OTHER ABUTMENT TYPES SIMILAR

SEMI-INTEGRAL TYPE ABUTMENT SHOWN

ABUTMENT SECTION

1•" MAX.

WINGWALL

AESTHETIC DETAILS

PANEL

APPROACH

TOP OF

1•" MAX.

ELEVATION VIEW A-A SECTION B-B

C

SECTION C-C

C

SEE DETAIL 1 A

A

B

B

4

K:\02051-020\Cad\Plan\BR34032\cbr34032_aes1-144.dgn11/1/2016 1:11:31PM

Bridge No.

NO DATE BY CHK REVISIONS TITLE:

Sheet of Sheets

DES: DR:

WSB CHK:

& Associates, Inc.

Minneapolis, MN 55416

INFRASTRUCTURE ENGINEERING PLANNING CONSTRUCTION

701 Xenia Avenue South, Suite 300

763-541-4800 - Fax 763-541-1700

www.wsbeng.com

34032

KANDIYOHI COUNTY

STATE PROJECT NO. 3403-74

CHK:

WILLMAR WYE BRIDGES

6

CBO

SWH

CBO

SWH
207 208 209 210 211 212 213 214 215

418 419 420 421 422 423 424 425 426 427 428 429 430

70 75

70 75

K:\02051-020\Cad\Plan\BR34032\cbr34032_sur1-144.dgn11/1/2016 1:11:32 PM

BRIDGE SURVEY

BRIDGE NO.

INDEX MAP

CONTRACTED PROFILE

PLAT

TYPICAL SECTIONS & PERTINENT DATA

R W

SHEET NO. OF SHEETS

0

0

HORIZONTAL VERTICAL

0

SCALE :

SCALE:

5' 10'

( FOUR SECTIONS )

COUNTY:

0

HORIZONTAL VERTICAL

0

SCALE :

5' 10'

50' 100'

50' 100'

35 CITY: 

SEC T R 17 119 35 W

34032

50' 100'

KANDIYOHI

WILLMAR

1.0 MILES SOUTH OF C.R. 5W

0.1 MILES EAST OF C.R. 55 AND

PROPOSED BRIDGE LOCATED ON T.H. 40

PROPOSED BR. NO. 34032

T N 119

STATE PROJECT NO. S.P. 3403-74 5 6

BRIDGE SURVEY SHEETS MADE FROM :

LOCATION ENGINEER'S OBSERVATIONS

AT BRIDGE SITE

1.

2.OTHER BRIDGES OR CULVERTS OVER THE SAME STREAM

3.

4.

OBTAINED FROM:

SCOUR CONFIRMATION RECOMMENDATION

SPECIAL FEATURES:

APPARENT HIGHWATER ELEVATION:

N/A

OTHER DATA:

STREAM OR DITCH DESIGNATION:

DATE:

TOTAL STAGE INCREASE: FT.

LOW MEMBER AT OR ABOVE ELEVATION: FT. 

HEADWATER ELEVATION: FT.

TOTAL STAGE INCREASE: FT.

MEAN VELOCITY THROUGH STRUCTURE: F.P.S.

FLOWLINE ELEVATION: FT. SKEW ANGLE:

(500 YR. FREQ.)

ESTIMATED PRELIMINARY TOTAL SCOUR AT PIER EL. FT.

DATE:

SCOUR CODE: 

TOTAL SCOUR AT PIER EL. (500 YR. FREQ.)

LOCATION: 

HEADWATER ELEVATION: FT.

MAX. FLOOD ON RECORD: C.F.S.

DRAINAGE AREA: SQ. MI.

NONE

MAXIMUM OBSERVED HIGHWATER ELEVATION: 

N/A

N/A

N/A

BENCH MARK ELEVATION ( N.A.V.D. 88 ADJ. )

HYDRAULIC ENGINEERS RECOMMENDATION

NONE

DOWN STREAM:

DESIGN FLOOD (100 YR. FREQ.): C.F.S.

AT RIGHT ANGLES TO CHANNEL

WATERWAY AREA REQUIRED BELOW ELEV. FT. = SQ. FT. 

BASIC FLOOD ( 100 YR. FREQ.): C.F.S.

X

XXX.X XX°

X.X

X.X

XXX.X

XXX

XXX.X XXX

XXX.X

X.X

XXX.X

DESIGN MEAN VELOCITY THROUGH STRUCTURE: X.X F.P.S.

XXX

XXX

 XXX

XX.X

XXXXXXXX

XX/XX/2012

XXXXXXXX

XXXXXXXXX

1123.380

VERTICAL DATUM IS NAVD 88

HORIZONTAL DATUM NAD 83 (2011 ADJ)

WITNESS POST.

REFERENCE MARK 2, 58.2 FEET SOUTH-SOUTHWEST OF

FEET SOUTH OF REFERENCE MARK 1, 43.31 FEET WEST OF

55, 69.3 FEET EAST-SOUTHEAST OF POWER POLE, 50.44

AND COUNTY ROAD 55, 17.7 FEET EAST OF COUNTY ROAD

SOUTHWEST, AT NORTHEAST CORNER OF TRUNK HIGHWAY 40

MILEPOINT 71.70, 49 FEET NORTH ON COUNTY ROAD 55

SOUTHWEST ON TRUNK HIGHWAY 40, AT TRUNK HIGHWAY 40

AND COUNTY ROAD 5 IN WILLMAR, THEN 2.2 MILES WESTTRUNK HIGHWAY 40 FROM JUNCTION OF TRUNK HIGHWAY 40

2.64 MILES SOUTHWEST OF WILLMAR, 0.7 MILE WEST ALONG

B.M. DISK PEHL MNDT

MNDOT SURVEY

7

19

Hawk

40

5

47

40

5

12

24

1-8" & 1-12"

2

AVE. S.W.

2.5

424 425 426 427

2:1

2:1

2:1

2:1

2%

2%

W. ABUT. E. ABUT.

GROUND LINE

INPLACE

68+00 70+00 72+00 74+00 76+00 78+00

(C-CONNECTION-99)

< PROPOSED BNSF RAIL

(C-CONNECTION-01)

< PROPOSED BNSF RAIL

23'-6" MIN.CLEARANCE

PROPOSED R.O.W.

EXISTING R.O.W.

(C-CONNECTION-99)

< PROPOSED BNSF RAIL

(C-CONNECTION-01)

< PROPOSED BNSF RAIL

(PCSAH55)

< CSAH 55

PROPOSED BNSF RAILROAD

VARIABLE

VARIABLE

1:2 MAX

2'-0"

4

PROFILE GRADE

PROPOSED T.H. 40 WEST OF BRIDGE

2'-0"

VARIABLE

VARIABLE

1:2 MAX

2'-0"

4

PROFILE GRADE

PROPOSED T.H. 40 EAST OF BRIDGE

2'-0"

12'-0" 12'-0" 6'-6" 6'-6" 12'-0" 8'-0"

10'-0" 12'-0" 12'-0" 8'-0"

MEDIAN VARIES

PROPOSED BNSF R.O.W. PROPOSED BNSF R.O.W.

PROPOSED BRIDGE NO. 34032

(PTH40)

< PROPOSED T.H. 40

 STA. 72+30.40

< EAST RAIL (C-CONNECTION-99)

< T.H.40 (PTH40) STA. 425+28.07

(PTH40BLUE)

PROPOSED < PROFILE

< T.H. 40 (PTH40)

G2 = -3.00%

G1 = +2.70%

EL. 1,164.29

VPI 425+74.83

< PROPOSED T.H. 40 (PTH40)

< PROPOSED T.H. 40 (PTH40)

EL. 1151.53

STA. 424+62.64

BEGIN BRIDGE

EL. 1152.16

STA. 425+94.31

END BRIDGE

 STA. 72+30.31

< WEST RAIL (C-CONNECTION-01)

< T.H.40 (PTH40) STA. 425+08.06

(PTH40) AT WEST TRACK

< PROPOSED T.H. 40

EL. 1145.56

LOW MEMBER

420+00 422+00 424+00 426+00 428+00 430+00

E.RAIL 1122.571W.RAIL 1122.571

1,123.981,123.221,122.481,121.701,121.041,120.791,120.331,119.651,119.511,119.541,119.431,144.511,146.271,147.801,149.121,150.211,151.091,151.751,152.181,152.211,151.771,150.861,149.481,118.80

1,160

1,150

1,140

1,130

1,120

1,110

1,100 1,100

1,110

1,120

1,130

1,140

1,150

1,160

E.RAIL 1122.571W.RAIL 1122.571E.RAIL 1122.571W.RAIL 1122.571E.RAIL 1122.571W.RAIL 1122.571E.RAIL 1122.571W.RAIL 1122.571E.RAIL 1122.571W.RAIL 1122.571E.RAIL 1122.571W.RAIL 1122.571E.RAIL 1122.571W.RAIL 1122.571E.RAIL 1122.571W.RAIL 1122.571E.RAIL 1122.571W.RAIL 1122.571E.RAIL 1122.571W.RAIL 1122.571
422 423 424 425 426 427 428 429

K:\02051-020\Cad\Plan\BR34032\cbr34032_sur2-144.dgn11/1/2016 1:11:33 PM

BRIDGE NO.

DR: CHK:

BRIDGE SURVEY - PLAN AND PROFILE

STATE PROJECT NO. S.P. XXX-XXX-XXX SHEET NO. OF SHEETS

34032

SWH CBO

424 425 426 427

7

2

7

3

7

2

7

3

2:1

2:1

2:1

2:1

2% 2%

SCALE IN FEET

0

6 6

25 50

ABUTMENT

< BRG. EAST

ABUTMENT

< BRG. WEST

STA. 424+56.48

W.P. "C"

STA. 426+00.48

W.P. "D"

W. ABUT. E. ABUT.

2:1MAX.

2:1MAX.

ABUTMENT

< BRG. WEST

ABUTMENT

< BRG. EAST

BNSF RAIL

< PROPOSED

BNSF RAIL

< PROPOSED

1,055.59' V.C.

K = 457

ex = -12.19'

SSD = 632'

720.60' V.C.

K = 213

ex = -12.19'

SSD = 523'

(C-CONNECTION-01)

< PROPOSED BNSF RAIL

(C-CONNECTION-99)

< PROPOSED BNSF RAIL

EXISTING GRADE

(PTH40)

< PROPOSED T.H. 40

RAIL

< FUTURE

(PTH40BLUE)

PROPOSED < PROFILE

< T.H. 40 (PTH40)

EL.1,135.84VPC 415+19.24

G2 = -3.00%

G1 = +2.70%

EL. 1,164.29

VPI 425+74.83

EL.1,142.67VPT 432+95.43

1,119.54

BNSF R/W < FUTURE RAIL BNSF R/W

423+00 425+00 427+00 429+00

1,122.48

1,121.70

1,121.04

1,120.79

1,120.33

1,119.65

1,119.51

1,149.12

1,150.21

1,151.09

1,151.751,152.18

1,152.21

1,151.77

1,150.86

EL. 1100

EL. 1150

422+00 424+00 426+00 428+00

EL. 1200

EL. 1175

EL. 1125

EL. 1100

EL. 1150

EL. 1200

EL. 1175

EL. 1125
81 82 83

EL. 1100

EL. 1110

EL. 1120

EL. 1130

EL. 1140

EL. 1150

< PROPOSED TRACK < PROPOSED TRACK

< PROPOSED TRACK

< PROPOSED TRACK

1:2 MAX

1:2 MAX

(MIN.)

23'-6"

(MIN.)

23'-6"

PROPOSED R/W

PROPOSED R/W

PROPOSED R/W

PROPOSED R/W

144'-0" SPAN

12-0" LANE

13-0" TURN

WEST ABUT.

< BRG.

EAST ABUT.

< BRG.

EAST ABUT.

< BRG.

WEST ABUT.

< BRG.

88°53'29.28"

(PTH12GRN)

< PROPOSED T.H. 12

WEST ABUTMENT

EAST ABUTMENT

SCALE IN FEET

0 15 30

60'-4" 20'-0" 69'-8"

S.W. WINGWALL

N.W. WINGWALL N.E. WINGWALL

S.E. WINGWALL

110

110

K:\02051-020\Cad\Plan\BR34031\cbr34031_conceptual_gpe.dgn11/1/2016 11:12:19 AM

CHK:

DES: DR:

CHK:

WSB

INFRASTRUCTURE - ENGINEERS - PLANNERS

& Associates, Inc.

Suite 300

Minneapolis, MN 55416

763-541-4800

FAX 763-541-1700

STATE BRIDGE ENGINEER

APPROVED:

DATE

701 Xenia Avenue

MINNESOTA DEPARTMENT OF TRANSPORTATION

MN PROJECT NO. BR

Bridge No. 34031

SEC. 17 R. 35W

WILLMAR TOWNSHIP

STATE PROJECT NO. 3403-74

TWP. 119N

KANDIYOHI COUNTY

CONCEPTUAL PLAN

PLAN AND PROFILE

0.2 MILES SOUTH OF C.R. 5W

0.1 MILES EAST OF C.R. 55 AND

PROPOSED BNSF RAILROAD

PROPOSED T.H.12 (PTH12GRN) OVER

 LEVEL C

AESTHETICS:

SUBSTRUCTURE:

 EPOXY COATED REINFORCEMENT

DECK:

PROPOSED TYPE OF STRUCTURE

 SEPARATE CONCRETE WEARING COURSE

 SINGLE SPAN

34031

SWH

CBO

GENERAL PLAN

GENERAL ELEVATION

TRANSVERSE SECTION THRU DECK

2% 2% 2%

2%

2'-10"

MN54 PRESTRESSED CONCRETE BEAMS

 ON PILE SUPPORTED FOUNDATION

 SEMI-INTEGRAL ABUTMENTS SUPPORTED

(T.H. 12)

CONCRETE BEAM SPG.

MN54 PRESTRESSED

NORTH SIDE

SOUTH SIDE

(TYPE F, TL-4)

CONCRETE BARRIER

(TYPE F, TL-4)

CONCRETE BARRIER

60'-8" 20'-0" 60'-4"

SHEET NO. OF SHEETS 1 1

Y = 183840.044

X = 409141.359

 STA. 110+32.67

< WEST RAIL (C-CONNECTION-01)

< T.H.12 (PTH12GRN) STA. 81+99.42

Y = 183840.331

X = 409161.361

 STA. 110+32.58

< EAST RAIL (C-CONNECTION-99)

< T.H.12 (PTH12GRN) STA. 82+19.42

SPAN IDENTIFICATION NO. 501

9'-0"

(TYPE F, TL-4)

CONCRETE BARRIER

EXISTING GRADE

40'-4"

ROAD

ACCESS

<

STA. 81+35.44

BEGIN BRIDGE

STA. 82+83.11

END BRIDGE

147'-8" - OUT TO OUT OF DECK

(PTH12BLUE)

PROPOSED PROFILE

< T.H. 12

(PTH12BLUE)

PROFILE GRADE

ROAD

ACCESS

<

9'-0"

16'-2" 13'-0" 14'-0" 20'-0" 14'-0" 13'-0" 33'-4"

1:2

1:2

2'-0"

2'-0"

40'-2"

12-0" LANE

12-0" TURN

6'-6" 6'-6"

2'-11"

MN54 PRESTRESSED CONCRETE BEAMS

2'-11" 11 SPACES AT 5'-6" = 60'-6"

VARIES

2%

VARIES VARIES VARIES

66'-4"

TYPE F (TL-4 CONC. RAILINGS

59'-0" CLEAR ROADWAY

PRESTRESSES CONCRETE BEAM SPAN

144'-0"

32'-2" 34'-2"

32'-6" 30'-6" 1'-8" 1'-8"

OUT TO OUT OF DECK

66'-4"

6"MIN.(TYP.)

SLOPE PAVING (TYP.)

STABILIZED AGGREGATE

SWH

CBO

CONSTRUCTION NOTES

GUIDELINES AND WILL BE PROVIDED IN THE DETAILED CONSTRUCTION PLAN.

MEET THE MINIMUM REQUIREMENTS OF THE UPRR GRADE SEPARATION

TEMPORARY HORIZONTAL AND VERTICAL CONSTRUCTION CLEARANCES SHALL

DIRECT DRAINAGE ONTO THE RAILROAD RIGHT-OF-WAY IS NOT ALLOWED.

ALL PERMANENT CLEARANCES SHALL BE VERIFIED BEFORE PROJECT CLOSING.

CLEARANCES.

FALSE-WORK CLEARANCES SHALL COMPLY WITH MINIMUM CONSTRUCTION

CENTERLINE AND SECURE ALL EQUIPMENT.

PERSONNEL MUST CLEAR THE AREA WITHIN 25 FEET OF THE TRACK

TRACK CENTERLINE WHEN A TRAIN PASSES THE WORK SITE AND ALL

RAILROAD REQUIREMENTS DO NOT ALLOW WORK WITHIN 50 FEET OF THE

TRACK(S) TO REMAIN OPEN TO TRAFFIC PER THE RAILROAD REQUIREMENTS.

CAUSE NO INTERUPTION TO THE RAILROAD'S OPERATION, ENABLING THE

ERECTION OVER THE RAILROAD'S RIGHT-OF-WAY SHALL BE DESIGNED TO

SHALL BE IN COMPLIANCE WITH THE RAILROAD'S DEMOLITON GUIDELINES.

DEMOLITION THAT MAY IMPACT THE RAILROAD'S TRACKS OR OPERATIONS

ALL DEMOLITIONS WITHIN THE RAILROAD'S RIGHT-OF-WAY AND/OR

SHORING.

CONSTRUCTED PER CURRENT RAILROAD GUIDELINES FOR TEMPORARY

OR SUPPORTS THE RAILROAD'S EMBANKMNET SHALL BE DESIGNED AND

ALL SHORING SYSTEMS THAT IMPACT THE RAILROAD'S OPERATIONS AND/

SEDIMENT CONTROL AND HAVE THE METHOD APPROVED BY THE RAILROAD.

THE CONTRACTOR MUST SUBMIT A PROPOSED METHOD OF EROSION AND

CONSTRUCTION.

BE BROUGHT TO THE ATTENTION OF THE RAILROAD PRIOR TO

VERIFIED BEFORE BEGINNING CONSTRUCTION. ALL DISCREPANCIES SHALL

THE ELEVATION OF THE EXISTING TOP-OF-RAIL PROFILE SHALL BE

DITCHES AND/OR DRAINAGE STRUCTURES.

QUANTITY AND/OR CHARACTERISTICS OF THE FLOW IN THE RAILROAD'S

THE PROPOSED GRADE SEPARATION PROJECT SHALL NOT INCREASE THE

4%

1'-8"

ACCELERATION LANE SHLD.

12'-0"

LANE

12'-0"

MEDIAN

1'-0" TO 8'-2"

LANE

34'-1" TO 13'-7"

SHOULDER

1'-8" 1'-9" TO 14'-0"

ACC. LANE

12-0"

3'-1"

2'-0" TO

VARIES

SHLD.

2'-0"

EL.1,155.49VPT 82+60.84

EL.1,138.36VPC 71+70.84

1,090.00' V.C.

K = 485

ex = -3.06

SSD = 1023'

G2 = +0.45%

G1 = +2.70%

EL. 1,153.05

VPI 76+15.84

EL.1,147.10VPT 91+20.84

860.00' V.C.

K = 302

ex = -3.06'

SSD = 807'

G2 = -2.40%

G1 = +0.45%

EL. 1,157.42

VPI 86+90.84
K:\02051-020\Cad\Plan\BR34031\cbr34031_gpe.dgn

11/1/2016 11:22:45 AM

Bridge No.

NO DATE BY CHK REVISIONS TITLE:

Sheet of Sheets

DES: DR:

WSB CHK:

& Associates, Inc.

Minneapolis, MN 55416

INFRASTRUCTURE ENGINEERING PLANNING CONSTRUCTION

701 Xenia Avenue South, Suite 300

763-541-4800 - Fax 763-541-1700

www.wsbeng.com

34031

KANDIYOHI COUNTY

STATE PROJECT NO. 3403-74

CHK:

WSB

INFRASTRUCTURE - ENGINEERS - PLANNERS

& Associates, Inc.

Suite 300

Minneapolis, MN 55416

763-541-4800

FAX 763-541-1700

STATE BRIDGE ENGINEER

APPROVED:

DATE

701 Xenia Avenue

MINNESOTA DEPARTMENT OF TRANSPORTATION

Bridge No. 34031

SEC. 17 R. 35W

WILLMAR TOWNSHIP

TWP. 119N

KANDIYOHI COUNTY

PLAN AND PROFILE

0.2 MILES SOUTH OF C.R. 5W

0.1 MILES EAST OF C.R. 55 AND

PROPOSED BNSF RAILROAD

PROPOSED T.H.12 (PTH12GRN) OVER

 LEVEL C

AESTHETICS:

SUBSTRUCTURE:

 EPOXY COATED REINFORCEMENT

DECK:

PROPOSED TYPE OF STRUCTURE

 SEPARATE CONCRETE WEARING COURSE

 SINGLE SPAN

MN54 PRESTRESSED CONCRETE BEAMS

 ON PILE SUPPORTED FOUNDATION

 SEMI-INTEGRAL ABUTMENTS SUPPORTED

SPAN IDENTIFICATION NO. 501

TYPE F (TL-4 CONC. RAILINGS

59'-0" CLEAR ROADWAY

PRESTRESSES CONCRETE BEAM SPAN

144'-0"

PRELIMINARY PLAN

BRIDGE SURVEY - PLAN & PROFILE

BRIDGE SURVEY

BRIDGE LAYOUT

TRANSVERSE SECTION THRU DECK

1 GENERAL PLAN AND ELEVATION

2

3

4

5

6

LIST OF SHEETS

DESIGN DATA

NO. DESCRIPTION

DESIGNED IN ACCORDANCE WITH 2014 AND 

CURRENT INTERIM AASHTO LRFD BRIDGE DESIGN 

SPECIFICATIONS.

HL93 LIVE LOAD

DEAD LOAD INCLUDES 20 PSF ALLOWANCE 

FOR FUTURE WEARING COURSE MODIFICATIONS.

MATERIAL DESIGN PROPERTIES:

 REINFORCED CONCRETE:

 f'c = 4 KSI CONCRETE

 fy = 60 KSI PLAIN AND EPOXY COATED BARS

 n = 8 FOR REINFORCEMENT

DESIGN SPEED:

UNDER = N/A

PRESTRESSED CONCRETE:

 f'c = 9 KSI n = 1

 fpu = 270 KSI LOW RELAXATION STRANDS

 0.75 fpu FOR INITIAL PRESTRESS

AESTHETIC DETAILS 

OVER = XX MPH 

PROJECTED ADT FOR 2034 = XXXXX

6

WILLMAR WYE BRIDGES

APPROXIMATE DECK AREA: = 9,205 SQUARE FEET

CBO

SWH SWH

CBO

81 82 83

EL.1100

EL.1110

EL.1120

EL.1130

EL.1140

EL.1150

1:2 MAX

1:2 MAX

(MIN.)

23'-6"

(MIN.)

23'-6"

WEST ABUT.

< BRG.

EAST ABUT.

< BRG.

EAST ABUT.

< BRG.

WEST ABUT.

< BRG.

88°53'29.28"

(PTH12GRN)

< PROPOSED T.H. 12

WEST ABUTMENT EAST ABUTMENT

SCALE IN FEET

0 15 30

60'-4" 20'-0" 69'-8"

S.W. WINGWALL

N.W. WINGWALL N.E. WINGWALL

S.E. WINGWALL

110

110

GENERAL PLAN

GENERALELEVATION

Y = 183840.044

X = 409141.359

 STA. 110+32.67

< WEST RAIL (C-CONNECTION-01)

< T.H.12 (PTH12GRN) STA. 81+99.42

Y = 183840.331

X = 409161.361

 STA. 110+32.58

< EAST RAIL (C-CONNECTION-99)

< T.H.12 (PTH12GRN) STA. 82+19.42

9'-0"

(TYPE F,TL-4)

CONCRETEBARRIER

EXISTING GRADE

40'-4"

ROAD

ACCESS

<

(PTH12BLUE)

PROPOSED PROFILE

< T.H.12

ROAD

ACCESS

<

9'-0"

16'-2" 13'-0" 14'-0" 20'-0" 14'-0" 13'-0" 33'-4"

1:2

1:2

2'-0" 2'-0"

40'-2"

6'-6" 6'-6"

32'-6" 30'-6" 1'-8" 1'-8"

OUT TO OUT OF DECK

66'-4"

1'-10" 1'-10"

147'-8" - OUT TO OUT OF DECK

EL. 1154.32

STA. 81+35.44

BEGIN BRIDGE

EL. 1154.33

STA. 81+37.27

W.P. "C"

EL. 1155.11

STA. 82+81.27

W.P. "D"

EL. 1155.12

STA. 82+83.11

END BRIDGE

EL.1155.59

STA.82+83.11

END BRIDGE

EL.1154.77

STA.81+35.44

BEGIN BRIDGE

2'-6" (TYP.)

SLOPE PAVING (TYP.)

STABILIZED AGGREGATE

144'-0" - SPAN

PLATE

BRIDGE NAME

B.M. DISK

1

2'-0" (TYP.)

F

E

6"MIN.(TYP.)

9'-0" 9'-0"

CLR. PT. "B"

VERTICAL

CLR. PT. "A"

VERTICAL

PROPOSED BNSF R/W

PROPOSED BNSF R/W

PROPOSED BNSFR/W

PROPOSED BNSFR/W

< PROPOSED BNSFTRACK < PROPOSED BNSFTRACK

< PROPOSED BNSF TRACK

< PROPOSED BNSF TRACK

AND ELEVATION

GENERAL PLAN

AGGREGATE SLOPE PAVING

LIMITS OF STABILIZED

12'-0" LANE

13'-0" TURN

12'-0" LANE

12'-0" TURN

12'-0"ACC.

2'-0"SHLD.

EL.1,155.49

VPT 82+60.84

EL.1,147.10

VPT 91+20.84

EL.1,138.36

VPC 71+70.84

W.P. "A" W.P. "B"

W.P. "E" W.P. "F"

1,090.00'V.C.

K =485

ex =-3.06

SSD =1023'

G2=+0.45%

G1=+2.70%

EL.1,153.05

VPI76+15.84

860.00'V.C.

K =302

ex =-3.06'

SSD =807'

G2=-2.40%

G1=+0.45%

EL.1,157.42

VPI86+90.84
TRANSVERSE SECTION THRU DECK

2% 2%

2%

CONCRETE BEAM SPG.

MN54 PRESTRESSED

NORTH SIDE

SOUTH SIDE

(TYPE F, TL-4)

CONCRETE BARRIER

VARIES

2%

VARIES VARIES

(TYPE F, TL-4)

CONCRETE BARRIER

TRANSVERSE SECTION

2

(INCLUDES W.C.)

9" MIN. SLAB

WEARING COURSE

2" CONCRETE

(PTH12GRN)

PROFILE GRADE

8" 2'-10"

2'-10" 8"

CONSTRUCTION NOTES

RAILROAD'S DEMOLITON GUIDELINES.

IMPACT THE RAILROAD'S TRACKS OR OPERATIONS SHALL BE IN COMPLIANCE WITH THE

ALL DEMOLITIONS WITHIN THE RAILROAD'S RIGHT-OF-WAY AND/OR DEMOLITION THAT MAY

GUIDELINES FOR TEMPORARY SHORING.

RAILROAD'S EMBANKMNET SHALL BE DESIGNED AND CONSTRUCTED PER CURRENT RAILROAD

ALL SHORING SYSTEMS THAT IMPACT THE RAILROAD'S OPERATIONS AND/OR SUPPORTS THE

AND HAVE THE METHOD APPROVED BY THE RAILROAD.

THE CONTRACTOR MUST SUBMIT A PROPOSED METHOD OF EROSION AND SEDIMENT CONTROL

THE RAILROAD PRIOR TO CONSTRUCTION.

BEGINNING CONSTRUCTION. ALL DISCREPANCIES SHALL BE BROUGHT TO THE ATTENTION OF

THE ELEVATION OF THE EXISTING TOP-OF-RAIL PROFILE SHALL BE VERIFIED BEFORE

CHARACTERISTICS OF THE FLOW IN THE RAILROAD'S DITCHES AND/OR DRAINAGE STRUCTURES.

THE PROPOSED GRADE SEPARATION PROJECT SHALL NOT INCREASE THE QUANTITY AND/OR

PROVIDED IN THE DETAILED CONSTRUCTION PLAN.

MINIMUM REQUIREMENTS OF THE UPRR GRADE SEPARATION GUIDELINES AND WILL BE

TEMPORARY HORIZONTAL AND VERTICAL CONSTRUCTION CLEARANCES SHALL MEET THE

DIRECT DRAINAGE ONTO THE RAILROAD RIGHT-OF-WAY IS NOT ALLOWED.

ALL PERMANENT CLEARANCES SHALL BE VERIFIED BEFORE PROJECT CLOSING

FALSE-WORK CLEARANCES SHALL COMPLY WITH MINIMUM CONSTRUCTION CLEARANCES.

25 FEET OF THE TRACK CENTERLINE AND SECURE ALL EQUIPMENT.

WHEN A TRAIN PASSES THE WORK SITE AND ALL PERSONNEL MUST CLEAR THE AREA WITHIN

RAILROAD REQUIREMENTS DO NOT ALLOW WORK WITHIN 50 FEET OF THE TRACK CENTERLINE

TRAFFIC PER THE RAILROAD REQUIREMENTS.

INTERUPTION TO THE RAILROAD'S OPERATION, ENABLING THE TRACK(S) TO REMAIN OPEN TO

ERECTION OVER THE RAILROAD'S RIGHT-OF-WAY SHALL BE DESIGNED TO CAUSE NO

66'-4"

32'-2" 34'-2"

2'-11"

MN54 PRESTRESSED CONCRETE BEAMS

2'-11" 11 SPACES AT 5'-6" = 60'-6"

2% 4%

1'-8"

ACCELERATION LANE SHLD.

12'-0"

LANE

12'-0"

MEDIAN

1'-0" TO 8'-2"

LANE

34'-1" TO 13'-7"

SHOULDER

1'-8" 1'-9" TO 14'-0" 3'-1"

2'-0" TO

VARIES

K:\02051-020\Cad\Plan\BR34031\cbr34031_qnt.dgn11/1/2016 11:22:45 AM

Bridge No.

NO DATE BY CHK REVISIONS TITLE:

Sheet of Sheets

DES: DR:

WSB CHK:

& Associates, Inc.

Minneapolis, MN 55416

INFRASTRUCTURE ENGINEERING PLANNING CONSTRUCTION

701 Xenia Avenue South, Suite 300

763-541-4800 - Fax 763-541-1700

www.wsbeng.com

34031

KANDIYOHI COUNTY

STATE PROJECT NO. 3403-74

CHK:

6

WILLMAR WYE BRIDGES

CBO

SWH SWH

CBO
K:\02051-020\Cad\Plan\BR34031\cbr34031_wpl.dgn

11/1/2016 11:22:46 AM

Bridge No.

NO DATE BY CHK REVISIONS TITLE:

Sheet of Sheets

DES: DR:

WSB CHK:

& Associates, Inc.

Minneapolis, MN 55416

INFRASTRUCTURE ENGINEERING PLANNING CONSTRUCTION

701 Xenia Avenue South, Suite 300

763-541-4800 - Fax 763-541-1700

www.wsbeng.com

34031

KANDIYOHI COUNTY

STATE PROJECT NO. 3403-74

CHK:

6

WILLMAR WYE BRIDGES

CBO

SWH SWH

CBO

81 82 83

< PROPOSED TRACK < PROPOSED TRACK

WEST ABUT.

< BRG.

EAST ABUT.

< BRG.

110

110

Y = 183840.044

X = 409141.359

 STA. 110+32.67

< WEST RAIL (C-CONNECTION-01)

< T.H.12 (PTH12GRN) STA. 81+99.42

Y = 183840.331

X = 409161.361

 STA. 110+32.58

< EAST RAIL (C-CONNECTION-99)

< T.H.12 (PTH12GRN) STA. 82+19.42

31'-3" 29'-3"

3

WORKING POINT LAYOUT

(TYP.)

88°53'29.28"

144'-0" SPAN

< NORTH FASCIA BEAM

< SOUTH FASCIA BEAM

4"

4"

TOP OF ROADWAY TO BRIDGE SEAT

DIMENSIONS BETWEEN WORKING POINTS ELEVATIONS

POINT STATION A POINT

A

B C D E F

B

C

D

E

F

A

B

C

D

E

F

X-COORD Y-COORD

DECK

TOP OF

TO BRIDGE SEAT

TOP OF DECK

SEAT

BRIDGE

TOTAL

THICKNESS

SLAB

HEIGHT

STOOL

HEIGHT

BEAM

HEIGHT

BEARING

9"

9"

X

X

X

X

X

X

X

X

X

X

X

X

X

X

X

X

X

X

X

X

X

X

WEST ABUT.

EAST ABUT.

144.00

144.00

144.00

29.26

29.26

31.26

31.26

146.39 155.11

147.50 157.27

146.76

147.94

BRIDGE LAYOUT

WINGWALL

2" COPING

1•" POLYSTYRENE

1'-6"

1'-8"

2'-11

R

"

AILING

1'-8"

OF ABUTMENT

BACK FACE < FACIA BEAM

APPROACH PANEL BRIDGE DECK

OF ABUTMENT

FRONT FACE

< BEARING

CORNER DETAIL

S.W. CORNER SHOWN. N.E. CORNER SIMILAR

4'-0"

2'-6" 1'-6"

8"

BRACKET

PAVING

APPROACH PANEL BRIDGE DECK

OF ABUTMENT

FRONT FACE

4'-0"

2'-6" 1'-6"

8"

BRACKET

PAVING

R

< FACIA BEAM

AILING

1'-8"

1'-6"

1•" POLYSTYRENE

2" COPING

WINGWALL

W.P.

W.P.

EDGE OF DECK

EDGE OF DECK

1'-8"

2'-11"

CORNER DETAIL

< BEARING

81+37.84 409079.368

82+81.84 409223.353

81+37.27 409079.221 183839.155

Y = 183839.155

X = 409079.221

CONTROL POINT

W.P. "C"

82+81.27 409223.206 183841.216

81+36.67 409079.063 183807.900

82+80.67 409223.049

& WORKING LINE

(PTH12GRN)

< PROPOSED T.H. 12

N.W. CORNER SHOWN. S.E. CORNER SIMILAR

54"

54"

183868.410

183870.471

183809.961

W.P. "A"

W.P. "B"

W.P. "E"

W.P. "F"

W.P. "D"
ELEVATION

1'-0"

1'-0"

2"

EDGE OF DECK

TO MATCH

DETAIL 1

(TYPE F, TL-4) (TYP.)

CONCRETE BARRIER

1"

EDGE OF DECK

TO MATCH

2"

1

REFERENCE LINE

DEPTH OF RELIEF

ABUTMENT FACE

1'-0"

1'-0"

(TYPE F, TL-4) (TYP.)

CONCRETE BARRIER

8"

2" 1'-0"

1

REFERENCE LINE

DEPTH OF RELIEF

OTHER ABUTMENT TYPES SIMILAR

SEMI-INTEGRAL TYPE ABUTMENT SHOWN

WINGWALL SECTION

2

2

OTHER ABUTMENT TYPES SIMILAR

SEMI-INTEGRAL TYPE ABUTMENT SHOWN

ABUTMENT SECTION

1•" MAX.

WINGWALL

AESTHETIC DETAILS

PANEL

APPROACH

TOP OF

1•" MAX.

4

ELEVATION VIEW A-A

A

A

B

B

SECTION B-B

C

SECTION C-C

SEE DETAIL 1

C

K:\02051-020\Cad\Plan\BR34031\cbr34031_aes1.dgn11/1/2016 11:22:46 AM

Bridge No.

NO DATE BY CHK REVISIONS TITLE:

Sheet of Sheets

DES: DR:

WSB CHK:

& Associates, Inc.

Minneapolis, MN 55416

INFRASTRUCTURE ENGINEERING PLANNING CONSTRUCTION

701 Xenia Avenue South, Suite 300

763-541-4800 - Fax 763-541-1700

www.wsbeng.com

34031

KANDIYOHI COUNTY

STATE PROJECT NO. 3403-74

CHK:

6

WILLMAR WYE BRIDGES

CBO

SWH SWH

CBO
245 246 247 248 249 250 251 252 253

105 110

105 110

75 76 77 78 79 80 81 82 83 84 85 86 87

{ CSAH 55 STA 250+31.82

K:\02051-020\Cad\Plan\BR34031\cbr34031_sur1.dgn11/1/2016 11:22:47 AM

BRIDGE SURVEY

BRIDGE NO.

INDEX MAP

CONTRACTED PROFILE

PLAT

TYPICAL SECTIONS & PERTINENT DATA

R W

SHEET NO. OF SHEETS

0

0

HORIZONTAL VERTICAL

0

SCALE :

SCALE:

5' 10'

( FOUR SECTIONS )

BRIDGE SURVEY SHEETS MADE FROM :

LOCATION ENGINEER'S OBSERVATIONS

AT BRIDGE SITE

1.

2.OTHER BRIDGES OR CULVERTS OVER THE SAME STREAM

3.

4.

OBTAINED FROM:

SCOUR CONFIRMATION RECOMMENDATION

SPECIAL FEATURES:

APPARENT HIGHWATER ELEVATION:

N/A

OTHER DATA:

STREAM OR DITCH DESIGNATION:

DATE:

TOTAL STAGE INCREASE: FT.

LOW MEMBER AT OR ABOVE ELEVATION: FT. 

HEADWATER ELEVATION: FT.

TOTAL STAGE INCREASE: FT.

MEAN VELOCITY THROUGH STRUCTURE: F.P.S.

FLOWLINE ELEVATION: FT. SKEW ANGLE:

(500 YR. FREQ.)

ESTIMATED PRELIMINARY TOTAL SCOUR AT PIER EL. FT.

DATE:

SCOUR CODE: 

TOTAL SCOUR AT PIER EL. (500 YR. FREQ.)

LOCATION: 

HEADWATER ELEVATION: FT.

MAX. FLOOD ON RECORD: C.F.S.

DRAINAGE AREA: SQ. MI.

COUNTY:

0

HORIZONTAL VERTICAL

0

SCALE :

5' 10'

NONE

MAXIMUM OBSERVED HIGHWATER ELEVATION: 

N/A

N/A

N/A

50' 100'

50' 100'

CITY: 

HYDRAULIC ENGINEERS RECOMMENDATION

NONE

DOWN STREAM:

DESIGN FLOOD (100 YR. FREQ.): C.F.S.

AT RIGHT ANGLES TO CHANNEL

WATERWAY AREA REQUIRED BELOW ELEV. FT. = SQ. FT. 

BASIC FLOOD ( 100 YR. FREQ.): C.F.S.

35

SEC T R 17 119 35 W

34031

X

XXX.X XX°

X.X

X.X

XXX.X

XXX

XXX.X XXX

XXX.X

X.X

XXX.X

DESIGN MEAN VELOCITY THROUGH STRUCTURE: X.X F.P.S.

XXX

XXX

 XXX

XX.X

XXXXXXXX

XX/XX/2012

XXXXXXXX

XXXXXXXXX

50' 100'

KANDIYOHI

WILLMAR

0.2 MILES SOUTH OF C.R. 5W

0.1 MILES EAST OF C.R. 55 AND

PROPOSED BRIDGE LOCATED ON T.H. 12

PROPOSED BR. NO. 34031

T N 119

STATE PROJECT NO. S.P. 3403-74 6

1116.737

MNDOT SURVEY

BENCH MARK ELEVATION ( N.A.V.D. 88 ADJ. )

VERTICAL DATUM IS NAVD 88

HORIZONTAL DATUM NAD 83 (2011 ADJ)

WITNESS POST.

MARKER AT WEST END OF TAXIWAY, 31.8 FEET NORTH OF

NORTHEAST OF TAXIWAY, 30 FEET NORTHEAST OF END

TRUNK HIGHWAY 40 IN WILLMAR, 54 FEET NORTHCOUNTY ROAD 5 FROM JUNCTION OF COUNTY ROAD 5 AND

NORTHWEST END OF RUNWAY 10, 0.2 MILE NORTH ALONG

2.55 MILES WEST OF WILLMAR, AT OLD AIRPORT, AT WESTB.M. DISK WILLPORT AZ MK

7

19

Hawk

40

5

47

40

5

12

1-8" & 1-12"

2

AVE. S.W.

2.5

(PTH12BLUE)

PROPOSED < PROFILE

< T.H. 12 (PTH12GRN)

W. ABUT.

E. ABUT.

GROUND LINE

INPLACE

106+00 108+00 110+00 112+00 114+00 116+00

(C-CONNECTION-99)

< PROPOSED BNSF RAIL

(C-CONNECTION-01)

< PROPOSED BNSF RAIL

(PTH12GRN)

< PROPOSED T.H. 12

23'-6" MIN.CLEARANCE

PROPOSED BRIDGE NO. 34031

PROPOSED R.O.W.

EXISTING R.O.W.

(C-CONNECTION-99)

< PROPOSED BNSF RAIL

(C-CONNECTION-01)

< PROPOSED BNSF RAIL

(PCSAH55)

< CSAH 55

EL. 1148.60

LOW MEMBER

PROPOSED BNSF RAILROAD

EL. 1154.77

STA. 81+35.44

BEGIN BRIDGE

EL.1155.59

STA. 82+83.11

END BRIDGE

VARIABLE

VARIABLE

1:2 MAX

2'-0"

2

PROFILE GRADE

PROPOSED T.H. 12 WEST OF BRIDGE

(PTH12GRN)

< PROPOSED T.H. 12

< PROPOSED T.H. 12 (PTH12GRN)

2'-0"

VARIABLE

VARIABLE

1:2 MAX

2'-0"

2

PROFILE GRADE

PROPOSED T.H. 12 EAST OF BRIDGE

< PROPOSED T.H. 12 (PTH12GRN)

2'-0"

12'-0" 12'-0" 6'-6" 6'-6" 12'-0" 12'-0"

10'-0" 12'-0" 12'-0" 12'-0"

MEDIAN VARIES

5

 STA. 110+32.67

< WEST RAIL (C-CONNECTION-01)

< T.H.12 (PTH12GRN) STA. 81+99.42

 STA. 110+32.58

< EAST RAIL (C-CONNECTION-99)

< T.H.12 (PTH12GRN) STA. 82+19.42

PROPOSED BNSF R.O.W. PROPOSED BNSF R.O.W.

E

:

L.1,155.49

VPT 82+60.84

76+00 78+00 80+00 82+00 84+00 86+00 88+00

E.RAIL 1125.179W.RAIL 1125.179

W.RAIL 1125.179E.RAIL 1125.179

W.RAIL 1125.179E.RAIL 1125.179W.RAIL 1125.179E.RAIL 1125.179W.RAIL 1125.179E.RAIL 1125.179W.RAIL 1125.179E.RAIL 1125.179W.RAIL 1125.179E.RAIL 1125.179W.RAIL 1125.179E.RAIL 1125.179W.RAIL 1125.179E.RAIL 1125.179W.RAIL 1125.179E.RAIL 1125.179W.RAIL 1125.185E.RAIL 1125.185

1,123.631,125.701,125.751,127.951,126.101,123.581,122.111,120.251,120.201,121.981,122.341,120.46

1,160

1,150

1,140

1,130

1,120

1,110

1,100 1,100

1,110

1,120

1,130

1,140

1,150

1,160

1,148.031,149.741,151.241,152.531,153.621,154.511,155.181,155.641,155.801,155.621,155.111,154.27

EL.1,138.36VPC 71+70.84

1,090.00' V.C.

K = 485

ex = -3.06

SSD = 1023'

G2 = -0.45%

G1 = +2.70%

EL. 1,153.05

VPI 76+15.84

EL.1,147.10VPT 91+20.84

860.00' V.C.

K = 302

ex = -3.06'

SSD = 807'

G2 = -2.40%

G1 = +0.45%

EL. 1,157.42

VPI 86+90.84
1

1

0

1

1

0

79 80 81 82 83 84 85 86

K:\02051-020\Cad\Plan\BR34031\cbr34031_sur2.dgn11/1/2016 11:22:48 AM

BRIDGE NO.

DR: CHK:

BRIDGE SURVEY - PLAN AND PROFILE

STATE PROJECT NO. S.P. XXX-XXX-XXX SHEET NO. OF SHEETS

34031

SWH CBO

(PTH12GRN)

< PROPOSED T.H. 12

SCALE IN FEET

0

6 6

25 50

ABUTMENT

ABUTMENT < BRG. EAST

< BRG. WEST

STA. 81+37.27

W.P. "C"

STA. 82+81.27

W.P. "D"

W. ABUT. E. ABUT.

2:1MAX.

2:1MAX.

ABUTMENT

< BRG. WEST

ABUTMENT

< BRG. EAST

BNSF RAIL

< PROPOSED

BNSF RAIL

< PROPOSED

1,090.00' V.C.

K = 485

ex = -12.25'

SSD = 679'

G2 = -2.40%

G1 = +2.70%

EL. 1,167.28

VPI 82+60.85

860.00' V.C.

K = 302

ex = -12.25'

SSD = 604'

EL.1,137.90VPC 71+70.85

EL.1,146.64VPT 91+20.85

(C-CONNECTION-01)

< PROPOSED BNSF RAIL

(C-CONNECTION-99)

< PROPOSED BNSF RAIL

EXISTING GRADE

(PTH12BLUE)

PROPOSED < PROFILE

< T.H. 12 (PTH12GRN)

BNSF R/W BNSF R/W

80+00 82+00 84+00 86+00

1,125.75

1,127.95

1,126.10

1,123.58

1,122.11

1,120.25

1,120.20

1,152.07

1,153.16

1,154.05

1,154.72

1,155.18

1,155.34

1,155.16

1,154.65

EL. 1100

EL. 1150

79+00 81+00 83+00 85+00

EL. 1200
S.P. 3403-74 Appendix E Environmental Assessment/

Willmar Rail Connector & Industrial Access Project Environmental Assessment Worksheet

Appendix E – Benefit Cost Analysis
 Building a legacy – your legacy. 701 Xenia Avenue South

Suite 300

Minneapolis, MN 55416

Tel: 763-541-4800 

 Fax: 763-541-1700

Equal Opportunity Employer

wsbeng.com 

Technical Memorandum

To: Paul Rasmussen, PE

From: Tony Heppelmann, PE

Adam Smith, AICP

Date: October 31, 2016

Re: Willmar Wye Rail Connector and Industrial Access Project

Benefit-Cost Analysis Memo 

S.P. 3403-74

WSB Project No. 02051-020

Introduction

This memorandum summarizes the assumptions, methodology, and results of the benefit-cost 

analysis of several alternatives evaluated as part of the Environmental Assessment/

Environmental Assessment Worksheet (EA/EAW) for the Willmar rail connector and industrial 

access project. 

The objective of a benefit-cost analysis (BCA) is to translate the effects of an investment into 

monetary terms and to account for the fact that benefits generally accrue over a long period of 

time while capital costs are incurred primarily in the initial years. The primary transportationrelated elements that can be monetized are travel time costs, vehicle operating and inventory 

costs, safety costs, ongoing maintenance costs, and remaining capital value (a combination of 

capital expenditure and salvage value). After monetizing and combining these factors, projects 

are considered cost-effective if the benefit-cost ratio is greater than 1.0 and if the net present 

value is greater than zero.

The project is located in the City of Willmar and Willmar Township, which are located in central 

Kandiyohi County. The BNSF Railway Company (BNSF) owns the Morris and Marshall Rail 

Subdivisions, which meet in the BNSF Willmar Terminal within the City of Willmar’s downtown. 

The Morris Subdivision runs northwest to Morris, MN, and provides connection to Fargo, ND,

Canada, and points west. The Marshall Subdivision runs southwest towards Sioux City and 

provides connection to Kansas City, MO, and points south. At the Willmar Terminal, these 

subdivisions connect with the Wayzata Subdivision, which extends east toward Minneapolis 

and provides connections to Chicago. Within the project area, there are a number of major 

roadways that may require modification to facilitate construction of the proposed rail 
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connector, including Trunk Highway (TH) 12, TH 40, and County State Aid Highway (CSAH) 55. 

TH 12 is an east-west principal arterial which extends from the South Dakota-Minnesota state 

border in the west through the project area to the Minneapolis/St. Paul metropolitan area in 

the east. TH 40 is an east-west minor arterial which extends from the western border of the 

state and terminates in Willmar. CSAH 55 is a north-south collector roadway which extends 

from its junction with CSAH 15 south of the project area to a junction with TH 12. For the 

purposes of the benefit-cost analysis, the study area is bounded by three primary corridors: 

along the Morris/Wayzata Subdivisions and TH 12 from its junction with 7th Avenue through 

downtown Willmar to Lakeland Drive, along the Marshall/Wayzata Subdivisions from CSAH 55 

to Lakeland Drive, and along CSAH 55 from its crossing with the Marshall Subdivision north to 

the Morris Subdivision and TH 12 (see Figure 1). 

Description of Alternatives

Based on input from the Project Partners and Project Management Team, four alternatives 

have been developed and are analyzed in this benefit-cost analysis. Forecasts were developed 

to evaluate the performance of each alternative between the assumed year of opening (2021) 

and the design year (2040).

The No Build Alternative

Analysis of the No Build Alternative assumes that the existing rail and roadway configurations

within the study area would remain in place in the future, including the existing at-grade 

crossing. Trains needing to switch between the Morris and Marshall Subdivisions would 

continue to use the Willmar Terminal, occupying at-grade intersections within the local 

roadway network. It is assumed that overall rail volumes will remain constant throughout the 

analysis period; however, vehicle traffic is projected to increase within the study area, based on 

development of the Willmar Industrial Park. 

Build Alternatives

Three build alternatives were analyzed in the benefit-cost analysis. Each includes construction 

of a rail connector east of CSAH 55 between the Morris and Marshall Subdivisions, along with 

roadway improvements on TH 12, TH 40, CSAH 55/1st Avenue W, and 45th Street NW. Each 

build alternative includes construction of a new north-south railroad connection (along with a 

rail siding) slightly east (approximately 625 feet) of CSAH 55, connecting the Morris and 

Marshall Subdivisions. The rail concept includes a grade separation at TH 40 and at TH 12. In 

addition to allowing trains to bypass Willmar Terminal to switch between the Morris and 

Marshall Subdivisions, the rail connection would also serve the adjacent industrial park and 

allow BNSF to hold trains and change crews without impacting motorized vehicle traffic. 

Railway bridges or culverts would be constructed to cross Hawk Creek (County Ditch 10), an 

unnamed tributary to Hawk Creek and County Ditch 46. The descriptions below focus on the 

roadway modifications associated with each build alternative. As with the no build alternative, 

overall train volumes are assumed to remain constant throughout the analysis period; however, 

up to six trains per day would be diverted to the new rail connector, bypassing the Willmar 
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Terminal. Motor vehicle volumes are anticipated to increase due to traffic associated with the 

development of the Willmar Industrial Park.

Alternative 1 – TH 12 Reconstructed in Place

In addition to the rail improvements, Alternative 1 includes a number of roadway modifications, 

as shown in Figure 2. Starting at the southern limits of the project, the following roadway 

modifications would be made:

 The intersection of TH 40 and CSAH 55 would be raised and reconstructed. The 

reconstruction would extend approximately 3,600 feet on TH 40 and approximately 

1,600 feet on CSAH 55. 

 CSAH 55 would be realigned starting approximately 2,100 feet south of the western leg 

of 1st Avenue West and would curve towards the west and north and reconnect with US 

Highway 12 (TH 12) approximately 2,200 feet west of the intersection of TH 12 and 45th 

Street West, a total realignment of approximately 5,800 feet. 

 The intersection of CSAH 55 and 1st Avenue West would be reconfigured to create a 

single intersection and a straight roadway connection. East of this intersection, there 

would be a new at-grade railroad crossing on 1st Avenue West.

 45th Street Northwest on the south side of TH 12 would be disconnected from TH 12 

and would have a cul-de-sac at its northern limits. The cul-de-sac would be needed to 

serve the existing businesses located along 45th Street Northwest.

 A new driveway connection would be needed off of CSAH 55 to provide access to the 

mini storage site (its access would need to be removed from TH 12).

 45th Street Northwest on the north side of TH 12 would be disconnected from its 

present location and rerouted approximately 2,400 feet to the west and align with the 

new CSAH 55 intersection on the south side of TH 12. This intersection would have an 

at-grade crossing with the railway. It would be located at an existing crossing that 

currently serves two properties. Updates would need to be made at the crossing to 

install gates, lights and bells. 

 TH 12 would be reconstructed from 7th Avenue West to approximately one mile to the 

east. TH 12 would have to be raised on retaining walls in order to accommodate the 

new railway connection within the limited right of way. Approximately 4,000 feet of 

walls would be needed that would start about five feet underground and go up to over 

40 feet in height. The height is needed to provide clearance over the railway connection. 

Due to the curve in the connection of the new railway into the Morris Subdivision, the 

bridge on TH 12 would have to be constructed on a skew which would also require a 

longer span.

This alternative would require crossings of Hawk Creek (County Ditch 10) and would require the 

reconstruction of the existing crossing west of CSAH 55 on TH 40.
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Alternative 2A – TH 12 Realigned with 1st Avenue West At-Grade Crossing

In addition to the rail improvements described above, Alternative 2A includes a number of 

roadway modifications, as shown in Figure 3. At the southern end of the project Alternative 2A

is similar to Alternative 1. The intersection of TH 40 and CSAH 55 would be raised and 

reconstructed. The reconstruction would extend approximately 3,600 feet on TH 40 and 

approximately 1,600 feet on CSAH 55. Further north, Alternative 2A would include the following

components:

 TH 12 would be realigned to the south. This would require approximately 2.5 miles of 

new alignment for TH 12. As shown on Figure 3, the new alignment would begin at 

approximately 7th Avenue NW and shift to the south, where it would cross 1st Avenue 

West. From there the roadway would continue slightly south and to the east where it 

would cross CSAH 55 and the new BNSF railway with two grade separations. A new 

connector roadway would be constructed southwest of the TH 12 bridge over CSAH 55 

to provide access between TH 12 and CSAH 55. East of the new railway section, TH 12 

would continue in an easterly direction and cross CSAH 5 at an at-grade intersection. 

This intersection would be signalized. From CSAH 5 the new TH 12 alignment would 

extend to the east until it connects to the existing TH 12 corridor. Realigning TH 12 

would require the removal of portions of the existing roadway. 

 The intersection of CSAH 55/1st Avenue West/45th Street NW would be reconfigured to 

create a single intersection and a straight roadway connection. The geometrics would 

provide for more of a 90 degree intersection between the roadways. 

 45th Street NW on the south side of existing TH 12 would be curved to the west on the 

existing TH 12 alignment to provide a local connection on 45th Street NW both on the 

north and south sides of existing TH 12. This connection would also provide access to

Willmar Poultry Farms and the fabric and tile warehouse (local businesses).

 45th Street Northwest on the north side of existing TH 12 would be disconnected from 

its present location and rerouted approximately 2,400 feet to the west and connect into 

the new TH 12. The existing connection to TH 12 would have to be eliminated due to the 

crossing of the new railway alignment. This intersection would have an at-grade crossing 

with the railway. It would be located at an existing crossing that currently serves two 

properties. Updates would need to be made at the crossing to install gates, lights and 

bells.

 The existing intersection at 1st Avenue West/CSAH 55 and existing TH 12 would include 

geometric modifications to make it easier for trucks to enter and leave existing TH 12.

Alternative 2B – TH 12 Realigned without 1st Avenue West At-Grade Crossing

Alternative 2B includes the same rail improvements and many of the same roadway 

modifications as described under Alternative 2A, including the new alignment for TH 12 (see 

Figure 4). However, this alternative would vary from Alternative 2A in the following 

components:

 The TH 12 and CSAH 55 intersection would not be grade separated; instead, the 

intersection would be constructed at a raised alignment sufficient for the TH 12 grade 
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separation with the railroad connector to the east. Because access between TH 12 and 

CSAH 55 would be provided, a new connector roadway would not be constructed.

 The intersection of CSAH 55 and 1st Avenue West would be reconfigured to create a 

single intersection and a straight roadway connection. The curving portion of 

CSAH 55/1st Avenue West between CSAH 55 and the proposed railroad connector 

would be removed to avoid the addition of an at-grade railroad crossing.

 East of the railroad connector, a new roadway would be constructed from TH 12 to the 

north, connecting with 1st Avenue West, in order to provide continued access to the 

grain elevator and other properties.

Analysis Methodology and Key Assumptions

Transportation improvement projects generally increase the capacity of existing facilities or 

systems, and/or improve the safety of existing facilities or systems. Analysis of these types of 

projects involves quantifying data related to the cost of construction, cost of maintenance, cost 

to the users (vehicle operating costs and time), external costs (climate and health-related 

emissions), monetary benefit of safety improvements, and remaining capital value at the end of 

the analysis period. The analysis is based on the following components for both the No Build 

and Build Alternatives:

1. Travel times on the roadway network.

2. Operating and inventory costs, including external costs related to emissions.

3. Safety based on number of crashes and severity.

4. Initial capital expenses including construction and right-of-way costs.

5. Track and roadway maintenance costs over the analysis period.

6. Remaining capital value of the constructed track and roadway components at the end of 

the analysis.

Based on traffic forecasts developed for the project, traffic operations under the build 

alternatives were projected and compared to operations under the base No Build Alternative. 

The traffic network analyzed included the following existing and/or proposed roadways: TH 12, 

TH 40, CSAH 55, CSAH 15/19th Avenue SW, CSAH 5, 1st Avenue West, 45th Street, and access 

roads to TH 12 from CSAH 55 and 1st Avenue West. Forecasts also included assumptions to 

account for the development of the Willmar Industrial Park, which is anticipated to reach full 

build-out between 2020 and 2040. Finally, the traffic forecasts include a separate analysis of 

two at-grade crossings in downtown Willmar (10th Avenue Southwest and 7th Avenue 

Southwest) where vehicles currently experience delays associated with trains switching 

between the Morris and Marshall subdivisions.

In terms of train volumes, under each of the build alternatives, it was assumed that up to six 

trains per day would be diverted away from the Willmar Terminal and would use the new rail 

connector. This number was also assumed to be constant throughout the analysis period. Based 

on estimates from the 2015 TIGER Grant Application, each train diverted to the new rail 

connector would save 2.5 hours because trains switching between the Morris and Marshall 

subdivisions would no longer need to switch in the Willmar Terminal.
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Based on an assignment of vehicles to the study area network, estimates of daily Vehicle Miles 

Traveled (VMT) and Vehicle Hours Traveled (VHT) were developed for the No Build Alternative 

and each of the Build Alternatives. VHT and VMT estimates were developed for the years 2016

and 2040 for the No Build and Build Alternatives, and data for each year in between was 

interpolated in order to provide a comparison of the alternatives over the life of the study 

period. Estimates were also developed for 2021 (the assumed first full year of benefit) for each 

of the Build Alternatives. Based on these estimates, projections of annual VMT and VHT were

developed and monetized for the analysis period.

The analysis assumes the construction of the project will be completed in 2020. Therefore, 

2021 would be the first full year of benefit. The analysis timeframe is for 20 years, 2021 to 

2040. The present values of all monetized benefits and costs were calculated with 2016 as the 

current year.

The economic valuation of vehicle costs related to time and operations was calculated using 

values published by the MnDOT Office of Investment Management (Benefit-Cost Analysis 

Standard Value Tables, dated July 2016; see Table 2 in Appendix A). The economic valuation of 

train costs related to time, operations, and inventory was used from a previous benefit-cost 

analysis for the project. A per-train-hour operating cost was developed based on BNSF’s total 

operating expenses and train hours in service. The inventory cost is associated with the 

opportunity costs of holding assets in inventory rather than using them for another purpose. An 

inventory cost was developed based on the value and tonnage of rail freight in Minnesota, 

average per train tonnage, and a commercial discount rate of 4.0 percent. The MnDOT 

published discount rate of 1.6 percent was used for all of the other portions of the analysis.

Vehicle occupancy and vehicle types influence the cost of travel on the roadways. The 

economic valuation is based on a per person analysis assuming a static auto occupancy rate of 

1.31 persons per vehicle and a truck occupancy rate of 1.02 persons per vehicle based on the 

2009 National Household Travel Survey (Minnesota data). The truck percentage used in the 

analysis was 6.1 percent throughout the analysis period, based on the average of vehicle 

classification counts and forecasts for the various scenarios.

For each alternative, safety benefits were estimated through two different analyses. Changes in 

crash frequency and severity for ten at-grade railroad crossings (nine existing crossings and one 

proposed public crossing) were estimated using the methodology associated with FRA’s grade 

crossing model (GradeDec.NET) based on an earlier benefit-cost analysis prepared for the 

project. Where applicable, assumptions related to train operations and the analysis period were 

revised to reflect the current concept. Average crash costs were also modified to reflect 

MnDOT benefit-cost analysis guidance.

Other safety benefits were estimated based on the change in number of entering vehicles by 

intersection type (e.g. low volume/high speed) and the change in VMT by segment type (e.g. 

rural 2-lane with ADT between 0 and 1,499) at the intersections and roadway segments within 
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the study area. Crash rates for the different facility types were obtained from the MnDOT fiveyear crash data (2015) green sheets. In addition to the crash rates, data from the MnDOT Crash 

Data Toolkit was used to provide an estimate of crash distribution by level of severity (i.e. 

fatality, incapacitating injury, non-incapacitating injury, possible or unknown injury, and 

property damage only). This data was used to quantify the crash frequency and severity by 

facility type. For example, a reduction of vehicles using higher-risk facilities through the 

construction of lower-risk facilities would be anticipated to reduce crashes, providing a net 

benefit as a result of the build alternatives.

The capital construction costs for the Build Alternatives were estimated and allocated to the 

anticipated year of expenditure, 2020. The capital costs include the construction of each 

component of the rail connector as well as the roadway modifications and grade separations, 

and are broken into elements such as engineering, right of way, major structures (e.g. bridges 

and retaining walls), roadway grading and drainage, roadway sub-base and base, and roadway 

surface. The construction costs were then discounted back to the year of analysis, 2016. No 

construction costs are anticipated for the No Build condition.

For Alternative 1, right of way costs were based on the estimate developed for the 2015 

benefit-cost analysis. For Alternatives 2A and 2B, preliminary construction limits were used to 

develop an estimate of the area that would be acquired, and an average $1.00 per square foot 

cost was used to estimate total acquisition costs. Note that these average costs are intended to 

provide an estimate of overall right of way acquisition costs—acquisition of individual parcels 

may require lower or higher costs on per-square foot basis.

Constructed infrastructure typically retains some value at the end of the benefit-cost analysis 

period, 20 years after construction. This value is called remaining capital value and is evaluated 

at the end of the analysis period (in the final year of analysis) and discounted to the year of 

analysis. The remaining capital value at the end of the analysis period is estimated by using 

useful life estimates for each roadway construction element published in MnDOT Benefit-Cost 

Analysis Guidance. Useful life estimates for rail elements were based on depreciation rates 

published by the Bureau of Economic Analysis, consistent with the previous benefit-cost 

analysis. 

Maintenance costs were developed on a per lane-mile basis for the No Build and Build 

Alternatives. The per-mile costs associated with roadway maintenance under the No Build 

scenario were assumed to be higher than those for the Build Alternatives due to the cost of 

maintaining older surfaces. For each Build Alternative, an estimate of newly constructed or 

reconstructed lane-miles was generated in order to produce an estimated total maintenance 

cost. An estimate of lane-miles was also generated for the No Build Alternative based on those 

roadway segments where ongoing maintenance would be necessary only if a build alternative

was not constructed. As with the construction costs, annual maintenance costs were 

discounted back to 2016, the year of analysis.
Willmar Wye Rail Connector and Industrial Access Benefit-Cost Analysis Memo

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The benefit-cost analysis summarizes the cost of construction, cost of maintenance, cost to the 

users (travel distance and time), external costs (climate and health-related emissions), 

monetary benefit of safety improvements, and remaining capital value at the end of the 

analysis period. The benefits and costs are discounted back to the year of analysis (2016) and 

compared to provide a ratio for comparison.

Results

The benefit-cost analysis provides a measure of economic desirability for a roadway 

improvement project; the greater the benefit/cost ratio (B/C Ratio) above 1.0 and the greater

the net present value above zero, the more desirable the project. The benefit-cost is calculated 

as a comparison of the build alternatives relative to the no-build alternative. In the case of costs 

the construction and right of way costs are reduced by the salvage value and reduced 

maintenance costs. In the case of benefits the crash reduction savings, vehicle operating cost 

savings and annual travel time cost savings are relative to the no-build alternative. For 

Alternatives 2A and 2B, the annual vehicle operating and travel time costs are higher than the 

no build alternative because the vehicle miles of travel are greater due to a small increase in 

the distance and time traveled for vehicles within the study area. This is also the case for those 

estimated vehicle crashes not associated with the at-grade rail crossings.

Each of the build alternatives resulted in a B/C Ratio higher than 1.0 and a positive net present 

value. The analysis tables are presented in Appendix A, and the results are summarized in 

Tables 1–3. Based on this analysis, each of the alternatives would be desirable from an 

economic perspective. Alternative 1 has the highest present value ($62.8 million) and B/C Ratio

(2.46). Alternatives 2A and 2B have a similar present value ($49.7 million for Alternative 2A and 

$49.3 for Alternative 2B), but Alternative 2B has a somewhat higher B/C Ratio (2.30) than does 

Alternative 2A (2.22).

Table 1. Alternative 1 Benefit-Cost Summary

Present Value Net Present 

Value

B/C 

Cost Benefit Ratio

Construction/Right-of-way $ 63,541,510 

Salvage Value of Construction $ (21,246,722)

Maintenance $ 774,382 

At-Grade Crossing Crash Reduction Savings $ 488,815 

Other Crash Reduction Savings $ 3,149,788 

Auto/Truck Operating Cost Savings $ 33,157 

Auto/Truck Travel Time Cost Savings $ 2,033,146 

Train Operating and Inventory Cost Savings $ 59,611,644 

Train Emissions Cost Savings $ 40,524,546 

Total $ 43,069,170 $ 105,841,097 $62,771,927 2.46

Note: numbers may not sum due to rounding.
Willmar Wye Rail Connector and Industrial Access Benefit-Cost Analysis Memo

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Table 2. Alternative 2A Benefit-Cost Summary

Present Value

Net Present 

Value

B/C 

Cost Benefit Ratio

Construction/Right-of-way $ 58,050,000 

Salvage Value of Construction $ (17,965,229)

Maintenance $ 665,890 

At-Grade Crossing Crash Reduction Savings $ 488,815 

Other Crash Reduction Savings $ (1,737,943)

Auto/Truck Operating Cost Savings $ (5,976,231)

Auto/Truck Travel Time Cost Savings $ (2,428,561)

Train Operating and Inventory Cost Savings $ 59,611,644 

Train Emissions Cost Savings $ 40,524,546 

Total $ 40,750,661 $ 90,482,270 $49,731,609 2.22

Note: numbers may not sum due to rounding.

Table 3. Alternative 2B Benefit-Cost Summary

Present Value

Net Present 

Value

B/C 

Cost Benefit Ratio

Construction/Right-of-way $ 54,750,000 

Salvage Value of Construction $ (17,577,330)

Maintenance $ 665,890 

At-Grade Crossing Crash Reduction Savings $ 1,458,424 

Other Crash Reduction Savings $ (4,247,115)

Auto/Truck Operating Cost Savings $ (6,823,462)

Auto/Truck Travel Time Cost Savings $ (3,344,180)

Train Operating and Inventory Cost Savings $ 59,611,644 

Train Emissions Cost Savings $ 40,524,546 

Total $ 37,838,561 $ 87,179,858 $49,341,297 2.30

Note: numbers may not sum due to rounding.
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Willmar Rail Connector & Industrial Access Project

S.P. 3403-74

Figure 1: Benefit Cost Analysis Study Area

Willmar, MN

Study Area

City Boundary

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22nd Ave SW

18th St SW

9th Ave NW

Gorton Ave NW

16th St SW

17th St SW

1st Ave W

26th St NW

18th St NW

4th Ave SW

20th Ave SW

21st Ave SW 21st Ave

2nd Ave NW

28th St NW

Willmar Ave SW

39th St NW

36th

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16th St SW

19th St NW

34th St NW

29th St NW

17th

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17th

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4th Ave SW

24th St NW

28th Ave SW

22nd St SW

Hanson Dr

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60th St SW

30th Ave SW

30th St NW

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Willmar Rail Connector & Industrial Access Project

S.P. 3403-74

 Figure 2: Alternative 1

Willmar, MN

Railway Connection

Road Improvement

New Bridge

Road Removal

Existing Railroad Lines

City Boundary

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22nd

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15th Ave

20th St NW

20th Ave SW

20th St SW

Trott Ave SW

18th St SW

23rd St SW

9th Ave NW

Gorton Ave NW

Minnesota 

17th St SW

1st Ave W

26th St NW

4th Ave SW

20th Ave SW

21st Ave SW 21st Ave

2nd Ave NW

28th St NW

Willmar Ave SW

39th St 

36th

St NW

E gi hteenth St NW

24th St NW

19th St NW

34th St NW

29th St NW

17th

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17th St SW

4th Ave SW

28th Ave SW

22nd St SW

18th St SW

45th St NW

7th Ave NW

Industrial Dr SW

W Trott Dr

30th St SW CSAH 5

60th St SW

30th Ave SW

30th St NW

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Willmar Rail Connector & Industrial Access Project

S.P. 3403-74

 Figure 3: Alternative 2A

Willmar, MN

Railway Connection

Road Improvement

New Bridge

Road Removal

Existing Railroad Lines

City Boundary

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Install Active At-Grade

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22nd Ave SW

18th St SW

9th Ave NW

Gorton Ave NW

16th St SW

17th St SW

1st Ave W

26th St NW

18th St NW

4th Ave SW

20th Ave SW

21st Ave SW 21st Ave

2nd Ave NW

28th St NW

Willmar Ave SW

39th St NW

36th

St NW

16th St SW

19th St NW

34th St NW

29th St NW

17th

St NW

17th

St SW

4th Ave SW

24th St NW

28th Ave SW

22nd St SW

Hanson Dr

18th St SW

45th St NW

7th Ave NW

Industrial Dr SW

W Trott Dr

30th St SW 30th St SW CSAH 5

60th St SW

30th Ave SW

30th St NW

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Willmar Rail Connector & Industrial Access Project

S.P. 3403-74

 Figure 4: Alternative 2B

Willmar, MN

Railway Connection

Road Improvement

New Bridge

Road Removal

Existing Railroad Lines

City Boundary

0 Ü2,500

Feet

Close 1st Ave/CSAH 55

Segment - No Rail Crossing

New Access

Road
Appendix A: Benefit-Cost Analysis Tables

Willmar Wye Rail Connector and Industrial Access Project

October 31, 2016

Introduction ..................................................................................................................... 1

Alternative 1 Tables......................................................................................................... 6

Alternative 2A Tables .................................................................................................... 13

Alternative 2B Tables .................................................................................................... 20

Railroad-specific Analyses ............................................................................................ 27
1

Introduction

This appendix presents the calculation tables used for the benefit-cost analysis. Each of 

the three build alternatives has been compared to the no-build alternative, and this 

appendix presents the main sets of tables associated with the analysis for each 

alternative. This introductory section provides a brief description of each of these tables, 

including the sources of information, the purpose of the table, and its relationship to 

other portions of the analysis. Each of the tables is identical across alternatives in terms 

of its calculations and assumptions—the only differences are based on variations 

inherent to the alternatives themselves.

Table 1: Daily Network Statistics by Scenario

The general purpose of this group of tables is to provide inputs relating to vehicle miles 

traveled (VMT), vehicle hours traveled (VHT), and the number of vehicles entering 

various types of intersections and roadway segments within the analysis network. 

Changes in VMT are the primary driver for measuring changes in vehicle operating 

costs, while changes in VHT are the primary driver for changes in travel time costs.

Data related to the number of vehicles using different intersection or roadway facility

types are used in the analysis of crash costs.

Most of the data in this table was derived from traffic forecasts. Forecasts were 

developed for four different scenarios: existing conditions, the no build alternative in 

2040, the build alternative in the year of opening (assumed 2021), and the build 

alternative in 2040. For each scenario, daily VMT and VHT forecasts were identified. 

As referenced above, Table 1.5 is used as part of the crash analysis. This table 

identifies estimates of the number of vehicles entering certain roadway and intersection 

types. As described in more detail under Table 3, this is because crash rates differ for 

different types of facilities. Therefore, having an estimate of the number of vehicles 

exposed to the various facility types will provide a basis for comparing the number of 

crashes that may be expected to occur as part of the different scenarios. Note that the 

safety implications of the project for at-grade rail crossings were analyzed separately, 

and are described in further detail below under the discussion of railroad-specific 

analyses. 

Table 2 – Recommended Economic Values Worksheet

This group of tables is intended to provide a number of assumptions to be used in 

monetizing the various costs or benefits associated with the alternatives. This 

information is provided from MnDOT, and can be accessed at the following website: 

http://www.dot.state.mn.us/planning/program/appendix_a.html. Because the data in 

these tables does not vary by alternative, these tables are identical for each alternative.
2

In addition to economic assumptions such as discount rate, Table 2.1 provides 

estimates for value of time (per person-hour) and vehicle operating costs, both 

separated by autos and trucks. In Table 5, these numbers will be multiplied by VHT and 

VMT, respectively, in order to monetize the relative costs (or benefits) associated with 

implementing an alternative. This table also provides assumptions for crash costs 

organized by severity.

Table 2.2 provides recommended remaining capital value factors. These factors provide 

a basis for monetizing the residual value of a capital asset at the end of a 20-year 

analysis period. Consistent with an earlier benefit-cost analysis completed for the 

project, service life estimates specific to rail infrastructure were identified from the 

Bureau of Economic Analysis. 

Table 3 – Crash Worksheet

Based on MnDOT data related to crash severity and facility type (MnDOT green sheets 

and MnDOT Crash Data Toolkit), individual crash rates were identified for several 

severity levels for each of the facility types proposed by one or more of the alternatives 

(Table 3.1). Crash rates for intersections are expressed as the number of crashes per 

million entering vehicles and crash rates for roadway segments are expressed as the 

number of crashes per million VMT. 

Data from Table 1.5 is then multiplied by 365 in order to develop annual figures for 

entering vehicles (for intersections) and VMT (for segments) for each of the four 

scenarios (Table 3.2). In Table 3.3, these annual figures are multiplied by the crash 

rates and by the crash costs from Table 2.1 to develop an annual estimate of crash 

costs for each of the scenarios. These numbers will be used in Table 5 to develop a 

crash cost for each year of the analysis period for both the no-build and the build 

alternative.
3

Table 4 – Construction Costs and Right of Way

The main purpose of the group of tables within Table 4 is to provide an estimate of 

construction and right of way costs associated with the build alternative and to provide 

an estimate of maintenance costs for both the no build and the build alternatives. In 

Table 4.1, an average of two independent construction cost estimates was entered by 

category. As described in the main body of the memo, estimates for right of way 

acquisition requirements were developed and estimated costs were entered in the 

spreadsheet. The capital construction costs for the build alternatives were estimated 

and allocated to the anticipated year of expenditure, 2020.

Tables 4.2 and 4.3 are focused on maintenance costs. Based on previous projects, per 

lane-mile annual maintenance costs were developed to reflect the varying costs of 

maintaining an older facility versus a newer one ($25,000 per lane-mile for the no build 

alternative, and $5,000 per lane-mile for each build alternative). An estimate of the lanemiles of new or reconstructed roadway that would need to be maintained under the 

build alternative was developed, along with a parallel estimate of the lane-miles that 

would need to be maintained under the no build alternative. These estimates were 

multiplied by the annual per lane-mile maintenance cost and applied across the analysis 

period to develop an overall present value for each alternative. The net present value in 

Table 4.2 represents the maintenance cost savings that would accrue as a result of 

implementing the build alternative.

Table 5 – Summary Benefit/Cost for Build Alternative Compared to No-Build

Table 5 combines all of the information developed in the previous tables in order to 

calculate and summarize benefits and costs related to construction expenditures, 

vehicle operating costs, travel time, and crashes. Table 5.1 provides a recap of some 

data that had been developed in the previous tables, along with the percentage of 

trucks in the study area, and general assumptions related to the project timeline and 

analysis period (2021 to 2040). The timing assumptions are used primarily as a way of 

interpolating data to develop flows of costs and benefits for each year within the 

analysis period and to calculate the present value of those costs and benefits. 

In Table 5.2, information about the project costs (developed in Table 4) and 

assumptions regarding salvage value (based on Table 2 assumptions) are combined to 

calculate the present value of the capital cost and remaining capital value.

Relying on data developed in Table 3, Table 5.3 calculates annual crash costs for the 

no build and build alternatives for each year within the analysis timeframe. Annual crash 

costs are assumed to increase on a linear basis between the base year and 2040. Once 

calculated, the costs for the no build alternative are then subtracted from those for the 

build alternative to provide an annual benefit for each year. These benefits are then 
4

discounted back to the year of analysis and summed to provide the present value of 

crash benefits.

Table 5.4 is comprised of a similar framework as used in Table 5.3. For the no build and 

build alternatives, an annual VMT estimate is developed for each year of the analysis 

period based on data developed in Table 1 (and interpolation between the base year 

and 2040). Operating costs for each alternative and each year are then calculated by 

breaking down the VMT into a proportion for cars and a proportion for trucks and 

multiplying these numbers by their respective per-mile vehicle operating costs (from 

Table 2). Again, the no build alternative costs are subtracted from the build alternative 

costs, discounted back to present value, and summed across the analysis period in 

order to provide an overall operating cost associated with the project.

In Table 5.5, similar calculations are applied. Annual VHT is developed for each year 

and each alternative based on data from Table 1 and interpolation. Travel time savings 

are then monetized by multiplying VHT by the cost of time, taking into account the 

different per person-hour costs for autos versus trucks provided in Table 2, along with 

different vehicle occupancy rates (for autos, assumed to be 1.31; for trucks, an

occupancy rate of 1.02 was assumed). As with the previous two tables, benefits are 

calculated for each year, discounted back to present value, and summed across the 

years to provide a present value of travel time benefits. 

Other Supporting Documentation – Railroad-specific Analyses

Due to the nature of the project, several other benefit and cost categories specific to 

changes in railroad operations were also taken into account. A benefit-cost analysis was 

prepared previously for this project (in 2015). Where applicable, revisions have been 

made to the inputs used for rail-related elements based on changes in the project since 

the previous analysis (for example, the number of trains that would be affected by 

construction of the rail connector). Because train operations are not anticipated to vary 

across the build alternatives, there is only one set of tables for these elements.

Estimates of the operational and inventory benefits to the railroad were developed 

based on the expectation that the build alternatives will result in fewer train delays. 

While similar to the vehicle operating cost and travel time cost analyses described 

above, different methodologies and inputs are used specific to operating costs for 

freight rail and the value of time for freight that is in transit. Similarly, as with autos and 

trucks, the social costs of emissions associated with train operations were incorporated 

into the analysis. Reduced delays associated with the build alternatives were translated 

into a reduction in emissions and monetized to measure these benefits. 

Because at-grade roadway/rail crossings carry safety risks independent of typical crash 

rates for roadway facilities, a separate analysis was also prepared to account for the 
5

difference in the number (and value) of crashes estimated to occur at the various atgrade intersections within the study area. The Federal Railroad Administration (FRA)

has developed GradeDec.net, a model used to analyze and support decision-making for 

grade crossings. The GradeDec.net methodology for analyzing safety was applied to 

the grade crossings in the project area to estimate the differential safety risks 

associated with the number of trains and number of motor vehicles anticipated to use 

each crossing over the course of the analysis period. As with the “traditional” safety 

analysis described above, the estimated crashes were categorized by severity and 

monetized using MnDOT’s average crash costs.
Table 1. Alternative 1 Benefit - Cost Summary

Cost Benefit Net Present Value B/C Ratio

Construction/Right-of-way $ 63,541,510Salvage Value of Construction $ (21,246,722)Maintenance $ 774,382At-Grade Crossing Crash Reduction Savings $ 488,815Other Crash Reduction Savings $ 3,149,788Auto/Truck Operating Cost Savings $ 33,157Auto/Truck Travel Time Cost Savings $ 2,033,146Train Operating and Inventory Cost Savings $ 59,611,644Train Emissions Cost Savings $ 40,524,546

Total $ 43,069,170 $ 105,841,097 $62,771,927 2.46

Present Worth

Appendix A: Benefit-Cost Analysis TablesWillmar Wye Rail Connector and Industrial Access Project 
Table 1

Daily Network Statistics by Scenario 

Table 1.1

Vehicle Miles 

Traveled

Vehicle Hours 

Traveled

Existing Based on 2016 Counts 27,364 887No Build Projected 2040 31,327 1,009Build Year of Open Projected 2021 28,488 900Build Alt. 1 Projected 2040 31,304 987Table 1.2Daily Entering Vehicles (for intersections) and VMT (for grade-separated through traffic)

Rural 

Thru/Stop

Low Volume, 

High Speed

Rural 2-lane: 

ADT∈[0,1499]

Rural 2-lane: 

ADT∈[1500,4999]

Rural 2-lane: 

ADT∈[5000,7999]

Rural 4-lan

Divided

Existing Based on 2016 Counts 52,258 14,425 2,075 5,920 9,468 6

 

No Build Projected 2040 71,831 16,050 2,632 6,825 10,157 8

 

Build Year of Open Projected 2021 45,838 14,125 3,681 5,920 8,986 6

 

Build Alt. 1 Projected 2040 64,678 15,850 2,229 9,233 9,668 8

 

Synchro Model Daily Network Statistics by Scenarioa, b

ScenarioScenario

Daily

Appendix A: Benefit-Cost Analysis TablesWillmar Wye Rail Connector and Industrial Access Project 
Table 2

Recommended Economic Values Worksheet(a)

Table 2.1 Recommended standard values for use in B/C analysis in SFY 2017

Discount Rate Percent (b)

Real 1.6%

Value of Time Dollars per person hour (c)

Auto $16.80 

Truck $28.30 

Variable Operating and Emissions Costs Dollars per mile (d, e)

Auto variable vehicle operating costs $0.25

Auto climate and health-related emissions costs $0.05

Auto total operating and emissions costs $0.30

Truck variable vehicle operating costs $0.85

Truck climate and health-related emissions costs $0.23

Truck total operating and emissions costs $1.08

Mn/DOT Crash Values Dollars per crash (f)

Fatal $10,700,000 

Injury Type A only $570,000 

Injury Type B only $170,000 

Injury Type C only $84,000 

Property damage only $7,600 

Table 2.2 Recommended remaining capital value factors for use in benefit-cost analysis

Expected life (years) Factor, 20-year analysis

25 0.23

30 0.39

35 0.50

40 0.58

50 0.69

60 0.76

100 0.9

(d) Variable vehicle operating costs based on updated cost levels from "The Per-Mile 

Costs of Operating Automobiles and Trucks," G. Barnes, 2003. Variable costs include 

fuel, maintenance, tires, repair and depreciation.

(e) Emissions and health costs apply U.S. DOT dollars-per-ton monetization factors to 

average vehicle emission rates modeled by EPA to account for the social cost of carbon 

(at benefit-cost analysis period midpoint) and health damages from criteria pollutants 

including volatile organic compounds (ozone precursor), nitrogen oxides, particulate 

matter (PM2.5), and sulfur dioxide.

(f) Reflects Minnesota's three-year crash history and recommended value of life published 

by the U.S. Department of Transportation, June 17, 2015

(a) Recommended standard values for use in economic analysis in SFY 2017 Minnesota 

Department of Transportation, Office of Investment Management, July 2016.

(b) This is based on the five-year average for real interest rates (market rate less inflation) 

on 30-year Treasury Notes and Bonds.

(c) Adapted from U.S. DOT's "Revised Departmental Guidance on Valuation of Travel 

Time in Economic Analysis" published July 9, 2014, with Minnesota earnings rates.

Appendix A: Benefit-Cost Analysis Tables

Willmar Wye Rail Connector and Industrial Access Project

8
Table 3

Crash WorksheetTable 3.1 Crash Rates by Facility Type and Severity Type

Crashes Crash Rate Crashes Crash Rate Crashes Crash Rate Crashes Crash Rate Crashes Crash Rate Crashes Cra

% MEV % MEV % MVMT % MVMT % MVMT % M

0.016 0.0045 0.008 0.0006 0.026 0.0045 0.022 0.0045 0.017 0.0045 0.006 00.026 0.006 0.008 0.006 0.040 0.006 0.029 0.006 0.028 0.006 0.010 0.137 0.034 0.080 0.032 0.183 0.073 0.139 0.043 0.121 0.038 0.086 0.218 0.055 0.245 0.098 0.198 0.079 0.197 0.061 0.204 0.063 0.179 0.603 0.151 0.660 0.264 0.552 0.221 0.613 0.190 0.630 0.195 0.719 1.000 0.250 1.000 0.400 1.000 0.400 1.000 0.310 1.000 0.310 1.000 

(a) 0.25 0.40 0.40 0.31 0.31 0.30 

Table 3.2 Annual Entering Vehicles (for intersections) and VMT (for grade-separated through traffic) by Facility Type

Rural 

Thru/Stop

Low Volume, 

High Speed

Rural 2-lane: 

ADT∈[0,1499]

Rural 2-lane: 

ADT∈[1500,

4999]

Rural 2-lane: 

ADT∈[5000,

7999]

Rural 4-lane 

Divided

Rural 4-lane 

Undivided

No Build Base Year (2015) Annual ADT 19,074,170 5,265,125 757,375 2,160,800 3,455,820 2,464,115 963,2352040 No Build Annual ADT 26,218,315 5,858,250 960,680 2,491,125 3,707,305 3,030,230 1,241,365Build Base Year (2021) Annual ADT 16,730,870 5,155,625 1,343,565 2,160,800 3,279,890 2,464,115 963,2352040 Build Alt. 1 Annual ADT 23,607,470 5,785,250 813,585 3,370,045 3,528,820 3,030,230 1,241,365Table 3.3 Annual Crashes for Project Sub-Area by Facility Type

Rural 

Thru/Stop

Low Volume, 

High Speed

Rural 2-lane : 

ADT∈[0,1499]

Rural 2-lane: 

ADT∈[1500,

4999]

Rural 2-lane: 

ADT∈[5000,

7999]

Rural 4-lane 

Divided

Rural 4-lane 

Undivided

Annual 

Crashes

Annual 

Crashes

Annual 

Crashes

Annual 

Crashes

Annual 

Crashes

Annual 

Crashes

Annual 

Crashes

Fatal 0.09 0.00 0.00 0.01 0.02 0.01 0.00

A 0.11 0.03 0.00 0.01 0.02 0.01 0.01B 0.65 0.17 0.06 0.09 0.13 0.06 0.02

C 1.04 0.51 0.06 0.13 0.22 0.13 0.05

PDO 2.87 1.39 0.17 0.41 0.67 0.53 0.18

Total 4.77 2.11 0.29 0.66 1.06 0.75 0.25Fatal 0.12 0.00 0.00 0.01 0.02 0.01 0.01

A 0.16 0.04 0.01 0.01 0.02 0.02 0.01B 0.90 0.19 0.07 0.11 0.14 0.08 0.03

C 1.43 0.57 0.08 0.15 0.23 0.16 0.06

PDO 3.95 1.55 0.21 0.47 0.72 0.65 0.23

Total 6.55 2.34 0.37 0.76 1.14 0.93 0.33Fatal 0.08 0.00 0.01 0.01 0.01 0.01 0.00

A 0.10 0.03 0.01 0.01 0.02 0.01 0.01B 0.57 0.16 0.10 0.09 0.12 0.06 0.02

C 0.91 0.50 0.11 0.13 0.21 0.13 0.05

PDO 2.52 1.36 0.30 0.41 0.64 0.53 0.18

Total 4.18 2.06 0.52 0.66 1.01 0.75 0.25Fatal 0.11 0.00 0.00 0.02 0.02 0.01 0.01

A 0.14 0.03 0.00 0.02 0.02 0.02 0.01B 0.81 0.18 0.06 0.15 0.13 0.08 0.03

C 1.29 0.57 0.06 0.21 0.22 0.16 0.06

PDO 3.56 1.53 0.18 0.64 0.69 0.65 0.23

Total 5.90 2.32 0.31 1.03 1.08 0.93 0.33

Notes:

Build Base Year (2021)

$1,330,379

$109,776$193,014

171586.6474

FatalTotal

$225,962

$1,850,410

Crash Type

$255,830

Crash Type Rural 4-lane D

Annual Crash Cost

Rural Thru/Stop Rural 2-lane: ADT∈[1500,4999] Rural 2-lane: ADT∈[5000,7999]

PDO

Crash Rate

$201,040$180,261 No Build Base Year (2015)

2040 No Build

BA

$1,969,527

$116,761

2040

 Build Alternative 1

$1,424,158

$148,795

Rural 2-lane: ADT∈[0,1499]

$215,961

$2,408,895

C

$47,307$56,806

Low Volume/High Speed

(a) MnDOT crash data by roadway facility type, Sources: MnDOT section green sheets (2015 Data; 5-Year Average) and crash history

$59,186

$2,540,183

$45,127

$1,849,882$1,750,873

$141,509$243,747

Appendix A: Benefit-Cost Analysis TablesWillmar Wye Rail Connector and Industrial Access Project 
Table 4

Construction Costs & Right of WayTable 4.1 Construction and Right of Way Costs

Cost Component

2016 $ 2020 $ Roadway Elements 2016 $ Rail Elements 

Env. Rev/Eng/Const. Eng. (25%) 12,177,207 $ 12,975,453 $ Env. Rev/Eng/Const. Eng. (25%) $ 6,518,500 Env. Rev/Eng/Const. E

R/W (Land) $ 2,829,549 2,655,476 $ R/W (Land) $ 1,370,676 R/W (Land) 

R/W (Buildings) $ - $ - R/W (Buildings) $ - R/W (Buildings) Construction $ - $ -

Structures $ 8,636,000 $ 9,202,111 Structures $ 8,636,000 Structures Grading & Drainage $ 6,212,707 $ 6,619,965 Grading & Drainage $ 554,000 Grading & Drainage Subbase & Base $ 8,759,000 $ 9,333,174 Subbase & Base $ 8,759,000 Subbase & Base Surface $ 1,895,000 $ 2,019,222 Surface $ 1,895,000 Surface Other $ 6,230,000 $ 6,638,392 Other $ 6,230,000 Other Track Elements $ 10,638,369 $ 11,335,740 Track Elements $ - Track Elements Rail Systems and Signals $ 6,337,752 $ 6,753,207 Rail Systems and Signals $ - Rail Systems and Signa

SubTotal Construction $ 48,708,827 $ 51,901,810 SubTotal Construction $ 26,074,000 Subtotal Construction 

Total Cost $ 63,541,510 $ 67,706,812 Total Cost $ 33,963,176 T

Source: 2016 Cost Esti

Table 4.2 Summary of Maintenance Costs Per Track Mile Annual M

Maintenance Costs Costs (Present Value) First 10 years: 

Build Present Value $ 3,526,570 After first 10 years: No Build Present Value $ 2,752,187 Project Track Miles: Net Present Value $ 774,382 Source: BNSF

Note: assumes no chan

Table 4.3 Annual Maintenance Costs

No Build No Build Build Build Per Roadway Lane-Mile 

Annual Present Worth Annual Present Worth No Build: 

Year Maintenance Costs Maintenance Costs Maintenance Costs Maintenance Costs Build: 

2021 172,500 $ 159,338 $ 209,204 $ 193,242 $ 

2022 172,500 $ 156,829 $ 209,204 $ 190,199 $ Maintenance Roadway 2023 172,500 $ 154,359 $ 209,204 $ 187,204 $ 2024 172,500 $ 151,929 $ 209,204 $ 184,255 $ No Build: 

2025 172,500 $ 149,536 $ 209,204 $ 181,354 $ Build: 

2026 172,500 $ 147,181 $ 209,204 $ 178,498 $ 

2027 172,500 $ 144,863 $ 209,204 $ 175,687 $ Bridge Annual Maintena2028 172,500 $ 142,582 $ 209,204 $ 172,920 $ TH 12 Steel Bridge 

2029 172,500 $ 140,337 $ 209,204 $ 170,197 $ TH 40 Pres Concrete B

2030 172,500 $ 138,127 $ 209,204 $ 167,517 $ 

2031 172,500 $ 135,951 $ 234,904 $ 185,133 $ 2032 172,500 $ 133,810 $ 234,904 $ 182,218 $ Inflated to 2016 dollars 2033 172,500 $ 131,703 $ 234,904 $ 179,348 $ 2034 172,500 $ 129,629 $ 234,904 $ 176,524 $ 2035 172,500 $ 127,588 $ 234,904 $ 173,744 $ 2036 172,500 $ 125,578 $ 234,904 $ 171,008 $ 2037 172,500 $ 123,601 $ 234,904 $ 168,315 $ 2038 172,500 $ 121,654 $ 234,904 $ 165,664 $ 2039 172,500 $ 119,739 $ 234,904 $ 163,055 $ 2040 172,500 $ 117,853 $ 234,904 $ 160,488 $ 

Build Alternative

Sources: 2016 Preliminary Design Construction Cost Estimate

Source: 2015 Willmar WSpreadsheet "05BCA_2

Appendix A: Benefit-Cost Analysis TablesWillmar Wye Rail Connector and Industrial Access Project
Table 5

Summary Benefit/Cost for Build Alternative Compared to No-Build

Table 5.1 Summary of Analysis Data (From Previous Tables) Table 5.2 Capital Costs of Build Alternative 1 and Salvage Value

No Build Build Alt. Component Salvage Value Remaining

Length (miles) 1 1 Project Cost Service Life 20 Years Capital Value

Base Year VMT (daily) 28,488 28,478 2020 $ (Years) Factor

Base Year VHT (hours/day) 900 890 

2040 VMT (daily) 31,327 31,304 Eng/Const Admin 12,975,452.53 $ 0

2040 VHT (hours/day) 1,009 987 R/W (Land) 2,829,548.96 $ 100 ($2,546,594) 0.90

Base Year Annual Crash Cost $2,106,484 $1,849,882 R/W (Buildings) - $ 0 $0

2040 Annual Crash Cost $2,540,183 $2,408,895 Structures 9,202,110.95 $ 60 ($6,993,604) 0.76

Percent Trucks 6.1% 6.1% Grading & Drainage 6,619,964.95 $ 50 ($4,567,776) 0.69

Base Year 2021 2021 Subbase & Base $ 9,333,173.91 40 ($5,413,241) 0.58

Horizon Year 2040 2040 Surface 2,019,221.89 $ 25 ($464,421) 0.23

Year of Analysis 2016 Other 6,638,391.76 $ 0 $0

Initial Year 2020 Track Elements 11,335,739.92 $ 38 ($6,219,968) 0.55

Days/Year 365 Rail Systems and Signals $ 6,753,206.76 54 ($4,893,002) 0.72

Benefit Period (years) 20 $ 67,706,811.63 ($31,098,606)

$ <- PW Project Costs 63,541,510

$ <- PW Salvage Value (21,246,722)

$ 774,382 <- PW Net Maintenance Costs

$ 43,069,170 <- PW Capital Cost and Remaining Capital Value

Table 5.3 Annual Crash Cost Savings

No Build Build Alt. Crash Present Worth

Year Crash Costs Crash Costs Benefits Crash Benefits

2020 $0 $0

2021 $2,106,484 $1,849,882 $256,603 $237,024

2022 $2,129,311 $1,879,303 $250,007 $227,295

2023 $2,152,137 $1,908,725 $243,412 $217,814

2024 $2,174,963 $1,938,147 $236,816 $208,575

2025 $2,197,789 $1,967,569 $230,221 $199,573

2026 $2,220,616 $1,996,990 $223,625 $190,802

2027 $2,243,442 $2,026,412 $217,030 $182,259

2028 $2,266,268 $2,055,834 $210,434 $173,937

2029 $2,289,094 $2,085,256 $203,839 $165,832

2030 $2,311,921 $2,114,677 $197,243 $157,939

2031 $2,334,747 $2,144,099 $190,648 $150,254

2032 $2,357,573 $2,173,521 $184,052 $142,772

2033 $2,380,399 $2,202,943 $177,457 $135,487

2034 $2,403,226 $2,232,364 $170,861 $128,397

2035 $2,426,052 $2,261,786 $164,266 $121,497

2036 $2,448,878 $2,291,208 $157,670 $114,782

2037 $2,471,704 $2,320,630 $151,075 $108,249

2038 $2,494,530 $2,350,051 $144,479 $101,893

2039 $2,517,357 $2,379,473 $137,884 $95,710

2040 $2,540,183 $2,408,895 $131,288 $89,697

$3,149,788 <- PW Crashes

Source: Crash cost linearly interpolated between base year and 2040.

Appendix A: Benefit-Cost Analysis Tables

Willmar Wye Rail Connector and Industrial Access Project

11
Table 5.4 Annual Vehicle Operating Cost Savings

No Build Build Alt. Annual Present Worth

No Build Operating Build Alt. Operating Operating Operating

Year Annual VMT Costs Annual VMT Costs Benefits Benefits

2020 $0 $0

2021 10,398,120 $3,614,179 10,394,303 $3,612,852 $1,327 $1,226

2022 10,452,659 $3,633,135 10,448,601 $3,631,725 $1,410 $1,282

2023 10,507,197 $3,652,092 10,502,898 $3,650,597 $1,494 $1,337

2024 10,561,736 $3,671,048 10,557,196 $3,669,470 $1,578 $1,390

2025 10,616,275 $3,690,005 10,611,494 $3,688,343 $1,662 $1,441

2026 10,670,813 $3,708,961 10,665,792 $3,707,216 $1,745 $1,489

2027 10,725,352 $3,727,918 10,720,089 $3,726,089 $1,829 $1,536

2028 10,779,891 $3,746,874 10,774,387 $3,744,961 $1,913 $1,581

2029 10,834,429 $3,765,831 10,828,685 $3,763,834 $1,997 $1,624

2030 10,888,968 $3,784,788 10,882,983 $3,782,707 $2,080 $1,666

2031 10,943,507 $3,803,744 10,937,280 $3,801,580 $2,164 $1,706

2032 10,998,046 $3,822,701 10,991,578 $3,820,453 $2,248 $1,744

2033 11,052,584 $3,841,657 11,045,876 $3,839,326 $2,332 $1,780

2034 11,107,123 $3,860,614 11,100,174 $3,858,198 $2,415 $1,815

2035 11,161,662 $3,879,570 11,154,471 $3,877,071 $2,499 $1,849

2036 11,216,200 $3,898,527 11,208,769 $3,895,944 $2,583 $1,880

2037 11,270,739 $3,917,483 11,263,067 $3,914,817 $2,667 $1,911

2038 11,325,278 $3,936,440 11,317,365 $3,933,690 $2,750 $1,940

2039 11,379,816 $3,955,397 11,371,662 $3,952,562 $2,834 $1,967

2040 11,434,355 $3,974,353 11,425,960 $3,971,435 $2,918 $1,994

Source: Annual VMT linearly interpolated between base year and 2040. $33,157 <- PW Operating

 Vehicle operating costs applied to annual VMT to calculate annual operating costs.

Table 5.5 Annual Travel Time Cost Savings

No Build No Build Build Alt. Build Alt.

Annual VHT Time Annual VHT Time Annual Present Worth

Year (hours) Costs (hours) Costs Time Benefits Time Benefits

2020 $0 $0

2021 328,500 $7,367,052 324,919 $7,286,737 $80,315 $74,187

2022 330,594 $7,414,012 326,779 $7,328,446 $85,566 $77,792

2023 332,688 $7,460,971 328,638 $7,370,154 $90,817 $81,266

2024 334,782 $7,507,931 330,498 $7,411,863 $96,068 $84,611

2025 336,876 $7,554,890 332,358 $7,453,572 $101,319 $87,831

2026 338,970 $7,601,850 334,218 $7,495,280 $106,570 $90,928

2027 341,064 $7,648,809 336,078 $7,536,989 $111,821 $93,906

2028 343,158 $7,695,769 337,937 $7,578,697 $117,072 $96,767

2029 345,252 $7,742,729 339,797 $7,620,406 $122,323 $99,515

2030 347,346 $7,789,688 341,657 $7,662,115 $127,574 $102,152

2031 349,439 $7,836,648 343,517 $7,703,823 $132,825 $104,682

2032 351,533 $7,883,607 345,377 $7,745,532 $138,076 $107,107

2033 353,627 $7,930,567 347,236 $7,787,240 $143,327 $109,429

2034 355,721 $7,977,526 349,096 $7,828,949 $148,578 $111,652

2035 357,815 $8,024,486 350,956 $7,870,657 $153,829 $113,778

2036 359,909 $8,071,446 352,816 $7,912,366 $159,080 $115,808

2037 362,003 $8,118,405 354,676 $7,954,075 $164,331 $117,747

2038 364,097 $8,165,365 356,535 $7,995,783 $169,582 $119,596

2039 366,191 $8,212,324 358,395 $8,037,492 $174,833 $121,358

2040 368,285 $8,259,284 360,255 $8,079,200 $180,083 $123,034

Source: Annual VHT linearly interpolated between base year and 2040. $2,033,146 <- PW Time

 Person value of time costs applied to annual VHT to calculate annual travel time costs.

Appendix A: Benefit-Cost Analysis Tables

Willmar Wye Rail Connector and Industrial Access Project

12
Table 1. Alternative 2A Benefit - Cost Summary

Cost Benefit Net Present Value B/C Ratio

Construction/Right-of-way $ 58,050,000Salvage Value of Construction $ (17,965,229)Maintenance $ 665,890At-Grade Crossing Crash Reduction Savings $ 488,815Other Crash Reduction Savings $ (1,737,943)Auto/Truck Operating Cost Savings $ (5,976,231)Auto/Truck Travel Time Cost Savings $ (2,428,561)Train Operating and Inventory Cost Savings $ 59,611,644Train Emissions Cost Savings $ 40,524,546

Total $ 40,750,661 $ 90,482,270 $49,731,609 2.22

Present Worth

Appendix A: Benefit-Cost Analysis TablesWillmar Wye Rail Connector and Industrial Access Project
Table 1

Daily Network Statistics by Scenario 

Table 1.1

Vehicle Miles 

Traveled

Vehicle Hours 

Traveled

Existing Based on 2016 Counts 27,364 887No Build Projected 2040 31,327 1,009Build Year of Open Projected 2021 31,476 929Build Alt. 2A Projected 2040 35,331 1,035Table 1.2Daily Entering Vehicles (for intersections) and VMT (for grade-separated through traffic)

Rural 

Thru/Stop

Low Volume, 

High Speed

Rural 2-lane: 

ADT∈[0,1499]

Rural 2-lane: 

ADT∈[1500,4999]

Rural 2-lane: 

ADT∈[5000,7999]

Rural 4-la

Divided

Existing Based on 2016 Counts 52,258 14,425 2,075 5,920 9,468 6

 

No Build Projected 2040 71,831 16,050 2,632 6,825 10,157 8

 

Build Year of Open Projected 2021 53,633 18,050 3,601 5,920 12,207 6

 

Build Alt. 2A Projected 2040 72,928 23,550 1,749 9,233 13,019 8

 

Synchro Model Daily Network Statistics by Scenarioa, b

ScenarioScenario

Daily

Appendix A: Benefit-Cost Analysis TablesWillmar Wye Rail Connector and Industrial Access Project
Table 2

Recommended Economic Values Worksheet(a)

Table 2.1 Recommended standard values for use in B/C analysis in SFY 2017

Discount Rate Percent (b)

Real 1.6%

Value of Time Dollars per person hour (c)

Auto $16.80 

Truck $28.30 

Variable Operating and Emissions Costs Dollars per mile (d, e)

Auto variable vehicle operating costs $0.25

Auto climate and health-related emissions costs $0.05

Auto total operating and emissions costs $0.30

Truck variable vehicle operating costs $0.85

Truck climate and health-related emissions costs $0.23

Truck total operating and emissions costs $1.08

Mn/DOT Crash Values Dollars per crash (f)

Fatal $10,700,000 

Injury Type A only $570,000 

Injury Type B only $170,000 

Injury Type C only $84,000 

Property damage only $7,600 

Table 2.2 Recommended remaining capital value factors for use in benefit-cost analysis

Expected life (years) Factor, 20-year analysis

25 0.23

30 0.39

35 0.50

40 0.58

50 0.69

60 0.76

100 0.9

(d) Variable vehicle operating costs based on updated cost levels from "The Per-Mile 

Costs of Operating Automobiles and Trucks," G. Barnes, 2003. Variable costs include 

fuel, maintenance, tires, repair and depreciation.

(e) Emissions and health costs apply U.S. DOT dollars-per-ton monetization factors to 

average vehicle emission rates modeled by EPA to account for the social cost of carbon 

(at benefit-cost analysis period midpoint) and health damages from criteria pollutants 

including volatile organic compounds (ozone precursor), nitrogen oxides, particulate 

matter (PM2.5), and sulfur dioxide.

(f) Reflects Minnesota's three-year crash history and recommended value of life published 

by the U.S. Department of Transportation, June 17, 2015

(a) Recommended standard values for use in economic analysis in SFY 2017 Minnesota 

Department of Transportation, Office of Investment Management, July 2016.

(b) This is based on the five-year average for real interest rates (market rate less inflation) 

on 30-year Treasury Notes and Bonds.

(c) Adapted from U.S. DOT's "Revised Departmental Guidance on Valuation of Travel 

Time in Economic Analysis" published July 9, 2014, with Minnesota earnings rates.

Appendix A: Benefit-Cost Analysis Tables

Willmar Wye Rail Connector and Industrial Access Project

15
Table 3

Crash WorksheetTable 3.1 Crash Rates by Facility Type and Severity Type

Crashes Crash Rate Crashes Crash Rate Crashes Crash Rate Crashes Crash Rate Crashes Crash Rate Crashes Cras

% MEV % MEV % MVMT % MVMT % MVMT % M

0.016 0.0045 0.008 0.0006 0.026 0.0045 0.022 0.0045 0.017 0.0045 0.006 0.0.026 0.006 0.008 0.006 0.040 0.006 0.029 0.006 0.028 0.006 0.010 00.137 0.034 0.080 0.032 0.183 0.073 0.139 0.043 0.121 0.038 0.086 00.218 0.055 0.245 0.098 0.198 0.079 0.197 0.061 0.204 0.063 0.179 00.603 0.151 0.660 0.264 0.552 0.221 0.613 0.190 0.630 0.195 0.719 01.000 0.250 1.000 0.400 1.000 0.400 1.000 0.310 1.000 0.310 1.000 0

(a) 0.25 0.40 0.40 0.31 0.31 0.30 

Table 3.2 Annual Entering Vehicles (for intersections) and VMT (for grade-separated through traffic) by Facility Type

Rural 

Thru/Stop

Low Volume, 

High Speed

Rural 2-lane: 

ADT∈[0,1499]

Rural 2-lane: 

ADT∈[1500,

4999]

Rural 2-lane: 

ADT∈[5000,

7999]

Rural 4-lane 

Divided

Rural 4-lane 

Undivided

No Build Base Year (2015) Annual ADT 19,074,170 5,265,125 757,375 2,160,800 3,455,820 2,464,115 963,2352040 No Build Annual ADT 26,218,315 5,858,250 960,680 2,491,125 3,707,305 3,030,230 1,241,365Build Base Year (2021) Annual ADT 19,576,045 6,588,250 1,314,365 2,160,800 4,455,555 2,464,115 963,2352040 Build Alt. 2A Annual ADT 26,618,720 8,595,750 638,385 3,370,045 4,751,935 2,971,830 1,241,365Table 3.3 Annual Crashes for Project Sub-Area by Facility Type

Rural 

Thru/Stop

Low Volume, 

High Speed

Rural 2-lane: 

ADT∈[0,1499]

Rural 2-lane: 

ADT∈[1500,

4999]

Rural 2-lane: 

ADT∈[5000,

7999]

Rural 4-lane 

Divided

Rural 4-lane 

Undivided

Annual 

Crashes

Annual 

Crashes

Annual 

Crashes

Annual 

Crashes

Annual 

Crashes

Annual 

Crashes

Annual 

Crashes

Fatal 0.09 0.00 0.00 0.01 0.02 0.01 0.00

A 0.11 0.03 0.00 0.01 0.02 0.01 0.01B 0.65 0.17 0.06 0.09 0.13 0.06 0.02

C 1.04 0.51 0.06 0.13 0.22 0.13 0.05

PDO 2.87 1.39 0.17 0.41 0.67 0.53 0.18

Total 4.77 2.11 0.29 0.66 1.06 0.75 0.25Fatal 0.12 0.00 0.00 0.01 0.02 0.01 0.01

A 0.16 0.04 0.01 0.01 0.02 0.02 0.01B 0.90 0.19 0.07 0.11 0.14 0.08 0.03

C 1.43 0.57 0.08 0.15 0.23 0.16 0.06

PDO 3.95 1.55 0.21 0.47 0.72 0.65 0.23

Total 6.55 2.34 0.37 0.76 1.14 0.93 0.33Fatal 0.09 0.00 0.01 0.01 0.02 0.01 0.00

A 0.12 0.04 0.01 0.01 0.03 0.01 0.01B 0.67 0.21 0.10 0.09 0.17 0.06 0.02

C 1.07 0.64 0.10 0.13 0.28 0.13 0.05

PDO 2.95 1.74 0.29 0.41 0.87 0.53 0.18

Total 4.89 2.64 0.50 0.66 1.37 0.75 0.25Fatal 0.12 0.01 0.00 0.02 0.02 0.01 0.01

A 0.16 0.05 0.00 0.02 0.03 0.02 0.01B 0.91 0.27 0.05 0.15 0.18 0.08 0.03

C 1.45 0.84 0.05 0.21 0.30 0.16 0.06

PDO 4.01 2.27 0.14 0.64 0.93 0.64 0.23

Total 6.65 3.44 0.25 1.03 1.46 0.91 0.33

Notes:

Rural 4-lane D

Build Base Year (2021)

$1,531,774

$128,326$224,438

202465.2908

FatalTotal

Rural Thru/Stop Rural 2-lane: ADT∈[1500,4999] Rural 2-lane: ADT∈[5000,7999]

PDO

Crash Rate

$225,962

$1,850,410

Crash Type

$255,830

Crash Type

BA

$1,969,527

$116,761

Annual Crash Cost

Low Volume/High Speed

$201,040$180,261 No Build Base Year (2015)

2040 No Build

2040

 Build Alternative 2A

$1,424,158

$148,795

Rural 2-lane: ADT∈[0,1499]

$257,938

$2,733,429

C

$47,307$67,319

(a) MnDOT crash data by roadway facility type, Sources: MnDOT section green sheets (2015 Data; 5-Year Average) and crash history

$59,186

$2,540,183

$52,955

$2,139,959$1,961,553

$164,803$281,815

Appendix A: Benefit-Cost Analysis TablesWillmar Wye Rail Connector and Industrial Access Project
Table 4

Construction Costs & Right of WayTable 4.1 Construction and Right of Way Costs

Cost Component

2016 $ 2020 $ Roadway Elements 2016 $ Rail Elements 

Env. Rev/Eng/Const. Eng. (25%) 11,350,000 $ 12,094,020 $ Env. Rev/Eng/Const. Eng. (25%) $ 5,850,000 Env. Rev/Eng/Const. 

R/W (Land) $ 1,385,218 1,300,000 $ R/W (Land) $ 1,300,000 R/W (Land)

R/W (Buildings) $ - $ - R/W (Buildings) $ - R/W (Buildings)Construction $ - $ -

Structures $ 3,867,653 $ 4,121,188 Structures $ 17% 3,867,653 Structures Grading & Drainage $ 6,185,176 $ 6,590,630 Grading & Drainage $ 3% 685,176 Grading & Drainage Subbase & Base $ 9,678,248 $ 10,312,681 Subbase & Base $ 41% 9,678,248 Subbase & Base Surface $ 2,393,291 $ 2,550,178 Surface $ 10% 2,393,291 Surface Other $ 6,775,631 $ 7,219,790 Other $ 29% 6,775,631 Other Track Elements $ 10,340,000 $ 11,017,812 Track Elements $ - Track Elements Rail Systems and Signals $ 6,160,000 $ 6,563,803 Rail Systems and Signals $ - Rail Systems and Sig

SubTotal Construction $ 45,400,000 $ 48,376,081 SubTotal Construction $ 23,400,000 Subtotal Constructio

Total Cost $ 58,050,000 $ 61,855,320 Total Cost $ 30,550,000 

Table 4.2 Summary of Maintenance Costs Per Track Mile Annua

Maintenance Costs Costs (Present Value) First 10 years: 

Build Present Value $ 3,777,059 After first 10 years: 

No Build Present Value $ 3,111,168 Project Track Miles: 

Net Present Value $ 665,890 Source: BNSF

Note: assumes no ch

Table 4.3 Annual Maintenance Costs

No Build No Build Build Build Per Roadway Lane-M

Annual Present Worth Annual Present Worth No Build: 

Year Maintenance Costs Maintenance Costs Maintenance Costs Maintenance Costs Build: 

2021 195,000 $ 180,122 $ 224,904 $ 207,744 $ 2022 195,000 $ 177,285 $ 224,904 $ 204,473 $ Maintenance Roadwa2023 195,000 $ 174,493 $ 224,904 $ 201,252 $ 

2024 195,000 $ 171,745 $ 224,904 $ 198,083 $ No Build: 

2025 195,000 $ 169,041 $ 224,904 $ 194,964 $ Build: 2026 195,000 $ 166,379 $ 224,904 $ 191,893 $ 2027 195,000 $ 163,758 $ 224,904 $ 188,871 $ Bridge Annual Mainte2028 195,000 $ 161,180 $ 224,904 $ 185,897 $ TH 12 Steel Bridge 2029 195,000 $ 158,641 $ 224,904 $ 182,970 $ TH 40 Pres Concrete 2030 195,000 $ 156,143 $ 224,904 $ 180,088 $ 2031 195,000 $ 153,684 $ 250,604 $ 197,507 $ 2032 195,000 $ 151,264 $ 250,604 $ 194,397 $ Inflated to 2016 dolla2033 195,000 $ 148,882 $ 250,604 $ 191,335 $ 2034 195,000 $ 146,537 $ 250,604 $ 188,322 $ 2035 195,000 $ 144,230 $ 250,604 $ 185,356 $ 2036 195,000 $ 141,958 $ 250,604 $ 182,437 $ 2037 195,000 $ 139,723 $ 250,604 $ 179,564 $ 2038 195,000 $ 137,522 $ 250,604 $ 176,737 $ 2039 195,000 $ 135,357 $ 250,604 $ 173,953 $ 2040 195,000 $ 133,225 $ 250,604 $ 171,214 $ 

Build Alternative

Source: 2015 WillmaSpreadsheet "05BCA

Source: 2016 Preliminary Design Construction Cost Estimate (9/28/16)

Appendix A: Benefit-Cost Analysis TablesWillmar Wye Rail Connector and Industrial Access Project
Table 5

Summary Benefit/Cost for Build Alternative Compared to No-Build

Table 5.1 Summary of Analysis Data (From Previous Tables) Table 5.2 Capital Costs of Build Alternative 2A and Salvage Value

No Build Build Alt. Component Salvage Value Remaining

Length (miles) 1 1 Project Cost Service Life 20 Years Capital Value

Base Year VMT (daily) 31,476 33,488 2020 $ (Years) Factor

Base Year VHT (hours/day) 929 941 

2040 VMT (daily) 31,327 35,331 Eng/Const Admin 12,094,020.30 $ 0

2040 VHT (hours/day) 1,009 1,035 R/W (Land) 1,385,218.18 $ 100 ($1,246,696) 0.90

Base Year Annual Crash Cost $2,106,484 $2,139,959 R/W (Buildings) - $ 0 $0

2040 Annual Crash Cost $2,540,183 $2,733,429 Structures 4,121,187.55 $ 60 ($3,132,103) 0.76

Percent Trucks 6.1% 6.1% Grading & Drainage 6,590,629.64 $ 50 ($4,547,534) 0.69

Base Year 2021 2021 Subbase & Base $ 10,312,680.57 40 ($5,981,355) 0.58

Horizon Year 2040 2040 Surface 2,550,177.60 $ 25 ($586,541) 0.23

Year of Analysis 2016 Other 7,219,790.44 $ 0 $0

Initial Year 2020 Track Elements 11,017,812.33 $ 38 ($6,045,520) 0.55

Days/Year 365 Rail Systems and Signals $ 6,563,803.09 54 ($4,755,771) 0.72

Benefit Period (years) 20 $ 61,855,319.70 ($26,295,520)

$ <- PW Project Costs 58,050,000

$ <- PW Salvage Value (17,965,229)

$ 665,890 <- PW Net Maintenance Costs

$ 40,750,661 <- PW Capital Cost and Remaining Capital Value

Table 5.3 Annual Crash Cost Savings

No Build Build Alt. Crash Present Worth

Year Crash Costs Crash Costs Benefits Crash Benefits

2020 $0 $0

2021 $2,106,484 $2,139,959 ($33,475) ($30,921)

2022 $2,129,311 $2,171,195 ($41,884) ($38,079)

2023 $2,152,137 $2,202,430 ($50,293) ($45,004)

2024 $2,174,963 $2,233,665 ($58,702) ($51,702)

2025 $2,197,789 $2,264,900 ($67,111) ($58,177)

2026 $2,220,616 $2,296,136 ($75,520) ($64,435)

2027 $2,243,442 $2,327,371 ($83,929) ($70,482)

2028 $2,266,268 $2,358,606 ($92,338) ($76,323)

2029 $2,289,094 $2,389,841 ($100,747) ($81,962)

2030 $2,311,921 $2,421,077 ($109,156) ($87,405)

2031 $2,334,747 $2,452,312 ($117,565) ($92,656)

2032 $2,357,573 $2,483,547 ($125,974) ($97,720)

2033 $2,380,399 $2,514,782 ($134,383) ($102,601)

2034 $2,403,226 $2,546,017 ($142,792) ($107,304)

2035 $2,426,052 $2,577,253 ($151,201) ($111,834)

2036 $2,448,878 $2,608,488 ($159,610) ($116,195)

2037 $2,471,704 $2,639,723 ($168,019) ($120,390)

2038 $2,494,530 $2,670,958 ($176,428) ($124,424)

2039 $2,517,357 $2,702,194 ($184,837) ($128,302)

2040 $2,540,183 $2,733,429 ($193,246) ($132,027)

($1,737,943) <- PW Crashes

Source: Crash cost linearly interpolated between base year and 2040.

Appendix A: Benefit-Cost Analysis Tables

Willmar Wye Rail Connector and Industrial Access Project

18
Table 5.4 Annual Vehicle Operating Cost Savings

No Build Build Alt. Annual Present Worth

No Build Operating Build Alt. Operating Operating Operating

Year Annual VMT Costs Annual VMT Costs Benefits Benefits

2020 $0 $0

2021 11,488,740 $3,993,256 12,222,946 $4,248,451 ($255,195) ($235,724)

2022 11,485,878 $3,992,261 12,258,360 $4,260,761 ($268,499) ($244,107)

2023 11,483,015 $3,991,266 12,293,774 $4,273,070 ($281,803) ($252,168)

2024 11,480,153 $3,990,272 12,329,188 $4,285,379 ($295,108) ($259,915)

2025 11,477,291 $3,989,277 12,364,602 $4,297,688 ($308,412) ($267,355)

2026 11,474,428 $3,988,282 12,400,016 $4,309,998 ($321,716) ($274,496)

2027 11,471,566 $3,987,287 12,435,431 $4,322,307 ($335,020) ($281,346)

2028 11,468,703 $3,986,292 12,470,845 $4,334,616 ($348,324) ($287,912)

2029 11,465,841 $3,985,297 12,506,259 $4,346,926 ($361,628) ($294,201)

2030 11,462,979 $3,984,302 12,541,673 $4,359,235 ($374,933) ($300,221)

2031 11,460,116 $3,983,307 12,577,087 $4,371,544 ($388,237) ($305,979)

2032 11,457,254 $3,982,312 12,612,502 $4,383,853 ($401,541) ($311,480)

2033 11,454,392 $3,981,317 12,647,916 $4,396,163 ($414,845) ($316,733)

2034 11,451,529 $3,980,323 12,683,330 $4,408,472 ($428,149) ($321,743)

2035 11,448,667 $3,979,328 12,718,744 $4,420,781 ($441,453) ($326,516)

2036 11,445,804 $3,978,333 12,754,158 $4,433,090 ($454,758) ($331,059)

2037 11,442,942 $3,977,338 12,789,572 $4,445,400 ($468,062) ($335,379)

2038 11,440,080 $3,976,343 12,824,987 $4,457,709 ($481,366) ($339,480)

2039 11,437,217 $3,975,348 12,860,401 $4,470,018 ($494,670) ($343,368)

2040 11,434,355 $3,974,353 12,895,815 $4,482,327 ($507,974) ($347,051)

Source: Annual VMT linearly interpolated between base year and 2040. ($5,976,231) <- PW Operating

 Vehicle operating costs applied to annual VMT to calculate annual operating costs.

Table 5.5 Annual Travel Time Cost Savings

No Build No Build Build Alt. Build Alt.

Annual VHT Time Annual VHT Time Annual Present Worth

Year (hours) Costs (hours) Costs Time Benefits Time Benefits

2020 $0 $0

2021 339,085 $7,604,435 343,454 $7,702,411 ($97,976) ($90,500)

2022 340,622 $7,638,901 345,260 $7,742,921 ($104,021) ($94,571)

2023 342,159 $7,673,366 347,067 $7,783,432 ($110,065) ($98,491)

2024 343,696 $7,707,832 348,873 $7,823,942 ($116,110) ($102,263)

2025 345,232 $7,742,298 350,679 $7,864,453 ($122,155) ($105,893)

2026 346,769 $7,776,764 352,486 $7,904,963 ($128,200) ($109,383)

2027 348,306 $7,811,229 354,292 $7,945,474 ($134,244) ($112,737)

2028 349,843 $7,845,695 356,098 $7,985,984 ($140,289) ($115,958)

2029 351,380 $7,880,161 357,905 $8,026,495 ($146,334) ($119,049)

2030 352,917 $7,914,626 359,711 $8,067,005 ($152,379) ($122,015)

2031 354,453 $7,949,092 361,518 $8,107,516 ($158,423) ($124,857)

2032 355,990 $7,983,558 363,324 $8,148,026 ($164,468) ($127,580)

2033 357,527 $8,018,024 365,130 $8,188,536 ($170,513) ($130,186)

2034 359,064 $8,052,489 366,937 $8,229,047 ($176,558) ($132,678)

2035 360,601 $8,086,955 368,743 $8,269,557 ($182,602) ($135,060)

2036 362,138 $8,121,421 370,549 $8,310,068 ($188,647) ($137,333)

2037 363,674 $8,155,887 372,356 $8,350,578 ($194,692) ($139,502)

2038 365,211 $8,190,352 374,162 $8,391,089 ($200,736) ($141,568)

2039 366,748 $8,224,818 375,969 $8,431,599 ($206,781) ($143,534)

2040 368,285 $8,259,284 377,775 $8,472,110 ($212,826) ($145,404)

Source: Annual VHT linearly interpolated between base year and 2040. ($2,428,561) <- PW Time

 Person value of time costs applied to annual VHT to calculate annual travel time costs.

Appendix A: Benefit-Cost Analysis Tables

Willmar Wye Rail Connector and Industrial Access Project

19
Table 1. Alternative 2B Benefit - Cost Summary

Cost Benefit Net Present Value B/C Ratio

Construction/Right-of-way $ 54,750,000Salvage Value of Construction $ (17,577,330)Maintenance $ 665,890At-Grade Crossing Crash Reduction Savings $ 1,458,424Other Crash Reduction Savings $ (4,247,115)Auto/Truck Operating Cost Savings $ (6,823,462)Auto/Truck Travel Time Cost Savings $ (3,344,180)Train Operating and Inventory Cost Savings $ 59,611,644Train Emissions Cost Savings $ 40,524,546

Total $ 37,838,561 $ 87,179,858 $49,341,297 2.30

Present Worth

Appendix A: Benefit-Cost Analysis TablesWillmar Wye Rail Connector and Industrial Access Project
Table 1

Daily Network Statistics by Scenario 

Table 1.1

Vehicle Miles 

Traveled

Vehicle Hours 

Traveled

Existing Based on 2016 Counts 27,364 887No Build Projected 2040 31,327 1,009Build Year of Open Projected 2021 30,974 914Build Alt. 2B Projected 2040 35,925 1,045Table 1.2Daily Entering Vehicles (for intersections) and VMT (for grade-separated through traffic)

Rural 

Thru/Stop

Low Volume, 

High Speed

Rural 2-lane: 

ADT∈[0,1499]

Rural 2-lane: 

ADT∈[1500,4999]

Rural 2-lane: 

ADT∈[5000,7999]

Rural 4-la

Divided

Existing Based on 2016 Counts 52,258 14,425 2,075 5,920 9,468 6

 

No Build Projected 2040 71,831 16,050 2,632 6,825 10,157 8

 

Build Year of Open Projected 2021 60,133 21,575 3,705 5,920 12,413 6

 

Build Alt. 2B Projected 2040 78,478 23,550 1,289 9,233 13,225 8

 

Synchro Model Daily Network Statistics by Scenarioa, b

ScenarioScenario

Daily

Appendix A: Benefit-Cost Analysis TablesWillmar Wye Rail Connector and Industrial Access Project
Table 2

Recommended Economic Values Worksheet(a)

Table 2.1 Recommended standard values for use in B/C analysis in SFY 2017

Discount Rate Percent (b)

Real 1.6%

Value of Time Dollars per person hour (c)

Auto $16.80 

Truck $28.30 

Variable Operating and Emissions Costs Dollars per mile (d, e)

Auto variable vehicle operating costs $0.25

Auto climate and health-related emissions costs $0.05

Auto total operating and emissions costs $0.30

Truck variable vehicle operating costs $0.85

Truck climate and health-related emissions costs $0.23

Truck total operating and emissions costs $1.08

Mn/DOT Crash Values Dollars per crash (f)

Fatal $10,700,000 

Injury Type A only $570,000 

Injury Type B only $170,000 

Injury Type C only $84,000 

Property damage only $7,600 

Table 2.2 Recommended remaining capital value factors for use in benefit-cost analysis

Expected life (years) Factor, 20-year analysis

25 0.23

30 0.39

35 0.50

40 0.58

50 0.69

60 0.76

100 0.9

(d) Variable vehicle operating costs based on updated cost levels from "The Per-Mile 

Costs of Operating Automobiles and Trucks," G. Barnes, 2003. Variable costs include 

fuel, maintenance, tires, repair and depreciation.

(e) Emissions and health costs apply U.S. DOT dollars-per-ton monetization factors to 

average vehicle emission rates modeled by EPA to account for the social cost of carbon 

(at benefit-cost analysis period midpoint) and health damages from criteria pollutants 

including volatile organic compounds (ozone precursor), nitrogen oxides, particulate 

matter (PM2.5), and sulfur dioxide.

(f) Reflects Minnesota's three-year crash history and recommended value of life published 

by the U.S. Department of Transportation, June 17, 2015

(a) Recommended standard values for use in economic analysis in SFY 2017 Minnesota 

Department of Transportation, Office of Investment Management, July 2016.

(b) This is based on the five-year average for real interest rates (market rate less inflation) 

on 30-year Treasury Notes and Bonds.

(c) Adapted from U.S. DOT's "Revised Departmental Guidance on Valuation of Travel 

Time in Economic Analysis" published July 9, 2014, with Minnesota earnings rates.

Appendix A: Benefit-Cost Analysis Tables

Willmar Wye Rail Connector and Industrial Access Project

22
Table 3

Crash WorksheetTable 3.1 Crash Rates by Facility Type and Severity Type

Crashes Crash Rate Crashes Crash Rate Crashes Crash Rate Crashes Crash Rate Crashes Crash Rate Crashes Crash R

% MEV % MEV % MVMT % MVMT % MVMT % MVMT 

0.016 0.0045 0.008 0.0006 0.026 0.0045 0.022 0.0045 0.017 0.0045 0.006 0.0040.026 0.006 0.008 0.006 0.040 0.006 0.029 0.006 0.028 0.006 0.010 0.006 0.137 0.034 0.080 0.032 0.183 0.073 0.139 0.043 0.121 0.038 0.086 0.026 0.218 0.055 0.245 0.098 0.198 0.079 0.197 0.061 0.204 0.063 0.179 0.054 0.603 0.151 0.660 0.264 0.552 0.221 0.613 0.190 0.630 0.195 0.719 0.216 1.000 0.250 1.000 0.400 1.000 0.400 1.000 0.310 1.000 0.310 1.000 0.300 

(a) 0.25 0.40 0.40 0.31 0.31 0.30 

Table 3.2 Annual Entering Vehicles (for intersections) and VMT (for grade-separated through traffic) by Facility Type

Rural 

Thru/Stop

Low Volume, 

High Speed

Rural 2-lane: 

ADT∈[0,1499]

Rural 2-lane: 

ADT∈[1500,

4999]

Rural 2-lane: 

ADT∈[5000,

7999]

Rural 4-lane 

Divided

Rural 4-lane 

Undivided

No Build Base Year (2015) Annual ADT 19,074,170 5,265,125 757,375 2,160,800 3,455,820 2,464,115 963,2352040 No Build Annual ADT 26,218,315 5,858,250 960,680 2,491,125 3,707,305 3,030,230 1,241,365Build Base Year (2021) Annual ADT 21,948,545 7,874,875 1,352,325 2,160,800 4,530,745 2,464,115 963,2352040 Build Alt. 1 Annual ADT 28,644,470 8,595,750 470,485 3,370,045 4,827,125 2,971,830 1,241,365Table 3.3 Annual Crashes for Project Sub-Area by Facility Type

Rural 

Thru/Stop

Low Volume, 

High Speed

Rural 2-lane: 

ADT∈[0,1499]

Rural 2-lane: 

ADT∈[1500,

4999]

Rural 2-lane: 

ADT∈[5000,

7999]

Rural 4-lane 

Divided

Rural 4-lane 

Undivided

Annual 

Crashes

Annual 

Crashes

Annual 

Crashes

Annual 

Crashes

Annual 

Crashes

Annual 

Crashes

Annual 

Crashes

Fatal 0.09 0.00 0.00 0.01 0.02 0.01 0.00

A 0.11 0.03 0.00 0.01 0.02 0.01 0.01B 0.65 0.17 0.06 0.09 0.13 0.06 0.02

C 1.04 0.51 0.06 0.13 0.22 0.13 0.05

PDO 2.87 1.39 0.17 0.41 0.67 0.53 0.18

Total 4.77 2.11 0.29 0.66 1.06 0.75 0.25Fatal 0.12 0.00 0.00 0.01 0.02 0.01 0.01

A 0.16 0.04 0.01 0.01 0.02 0.02 0.01B 0.90 0.19 0.07 0.11 0.14 0.08 0.03

C 1.43 0.57 0.08 0.15 0.23 0.16 0.06

PDO 3.95 1.55 0.21 0.47 0.72 0.65 0.23

Total 6.55 2.34 0.37 0.76 1.14 0.93 0.33Fatal 0.10 0.00 0.01 0.01 0.02 0.01 0.00

A 0.13 0.05 0.01 0.01 0.03 0.01 0.01B 0.75 0.25 0.10 0.09 0.17 0.06 0.02

C 1.20 0.77 0.11 0.13 0.29 0.13 0.05

PDO 3.31 2.08 0.30 0.41 0.88 0.53 0.18

Total 5.49 3.15 0.52 0.66 1.39 0.75 0.25Fatal 0.13 0.01 0.00 0.02 0.02 0.01 0.01

A 0.17 0.05 0.00 0.02 0.03 0.02 0.01B 0.98 0.27 0.03 0.15 0.18 0.08 0.03

C 1.56 0.84 0.04 0.21 0.31 0.16 0.06

PDO 4.32 2.27 0.10 0.64 0.94 0.64 0.23

Total 7.16 3.44 0.18 1.03 1.48 0.91 0.33

Notes:

Rural 4-lane Divid

Build Base Year (2021)

$1,659,718

$141,228$246,133

224566.4368

FatalTotal

Rural Thru/Stop Rural 2-lane: ADT∈[1500,4999] Rural 2-lane: ADT∈[5000,7999]

PDO

Crash Rate

$225,962

$1,850,410

Crash Type

$255,830

Crash Type

BA

$1,969,527

$116,761

Annual Crash Cost

Low Volume/High Speed

$201,040$180,261 No Build Base Year (2015)

2040 No Build

2040

 Build Alternative 1

$1,424,158

$148,795

Rural 2-lane: ADT∈[0,1499]

$266,507

$2,853,992

C

$47,307$69,469

(a) MnDOT crash data by roadway facility type, Sources: MnDOT section green sheets (2015 Data; 5-Year Average) and crash history

$59,186

$2,540,183

$58,430

$2,330,075$2,054,629

$171,414$291,973

Appendix A: Benefit-Cost Analysis TablesWillmar Wye Rail Connector and Industrial Access Project
Table 4

Construction Costs & Right of WayTable 4.1 Construction and Right of Way Costs

Cost Component

2016 $ 2020 $ Roadway Elements 2016 $ Rail Elements 

Env. Rev/Eng/Const. Eng. (25%) 10,550,000 $ 11,241,578 $ Env. Rev/Eng/Const. Eng. (25%) $ 5,050,000 Env. Rev/Eng/Const. Eng. (25%) 

R/W (Land) $ 2,131,105 2,000,000 $ R/W (Land) $ 2,000,000 R/W (Land)R/W (Buildings) $ - - $ R/W (Buildings) $ - R/W (Buildings)

Construction $ - - $ 

Structures 2,052,073 $ 2,186,592 $ Structures $ 2,052,073 10% Structures 

Grading & Drainage 6,489,887 $ 6,915,315 $ Grading & Drainage $ 989,887 5% Grading & Drainage 

Subbase & Base 10,004,242 $ 10,660,044 $ Subbase & Base $ 10,004,242 50% Subbase & Base 

Surface $ 1,705,509 1,600,586 $ Surface $ 1,600,586 8% Surface 

Other $ 5,917,238 5,553,212 $ Other $ 5,553,212 27% Other 

Track Elements 10,340,000 $ 11,017,812 $ Track Elements $ - Track Elements 

Rail Systems and Signals 6,160,000 $ 6,563,803 $ Rail Systems and Signals $ - Rail Systems and Signals 

SubTotal Construction 42,200,000 $ 44,966,313 $ SubTotal Construction $ 20,200,000 Subtotal Construction 

Total Cost 54,750,000 $ 58,338,997 $ Total Cost $ 27,250,000 Total Cos

Table 4.2 Summary of Maintenance Costs Per Track Mile Annual Maintenan

Maintenance Costs Costs (Present Value) First 10 years: 

Build Present Value $ 3,777,059 After first 10 years: 

No Build Present Value $ 3,111,168 Project Track Miles: 

Net Present Value $ 665,890 Source: BNSF

Note: assumes no change in ma

Table 4.3 Annual Maintenance Costs

No Build No Build Build Build Per Roadway Lane-Mile Annual 

Annual Present Worth Annual Present Worth No Build: 

Year Maintenance Costs Maintenance Costs Maintenance Costs Maintenance Costs Build: 

2021 195,000 $ 180,122 $ 224,904 $ 207,744 $ 

2022 195,000 $ 177,285 $ 224,904 $ 204,473 $ Maintenance Roadway Lane-Mil

2023 195,000 $ 174,493 $ 224,904 $ 201,252 $ 

2024 195,000 $ 171,745 $ 224,904 $ 198,083 $ No Build: 

2025 195,000 $ 169,041 $ 224,904 $ 194,964 $ Build: 

2026 195,000 $ 166,379 $ 224,904 $ 191,893 $ 

2027 195,000 $ 163,758 $ 224,904 $ 188,871 $ Bridge Annual Maintenance Cos

2028 195,000 $ 161,180 $ 224,904 $ 185,897 $ TH 12 Steel Bridge 

2029 195,000 $ 158,641 $ 224,904 $ 182,970 $ TH 40 Pres Concrete Bridge 

2030 195,000 $ 156,143 $ 224,904 $ 180,088 $ 

2031 195,000 $ 153,684 $ 250,604 $ 197,507 $ 

2032 195,000 $ 151,264 $ 250,604 $ 194,397 $ Inflated to 2016 dollars using GD

2033 195,000 $ 148,882 $ 250,604 $ 191,335 $ 

2034 195,000 $ 146,537 $ 250,604 $ 188,322 $ 

2035 195,000 $ 144,230 $ 250,604 $ 185,356 $ 

2036 195,000 $ 141,958 $ 250,604 $ 182,437 $ 

2037 195,000 $ 139,723 $ 250,604 $ 179,564 $ 

2038 195,000 $ 137,522 $ 250,604 $ 176,737 $ 

2039 195,000 $ 135,357 $ 250,604 $ 173,953 $ 

2040 195,000 $ 133,225 $ 250,604 $ 171,214 $ 

Build Alternative

Source: 2015 Willmar Wye BeneSpreadsheet "05BCA_2015.xlsx"

Source: 2016 Preliminary Design Construction Cost Estimate (9/28/16)

Appendix A: Benefit-Cost Analysis TablesWillmar Wye Rail Connector and Industrial Access Project
Table 5

Summary Benefit/Cost for Build Alternative Compared to No-Build

Table 5.1 Summary of Analysis Data (From Previous Tables) Table 5.2 Capital Costs of Build Alternative 2B and Salvage Value

No Build Build Alt. Component Salvage Value Remaining

Length (miles) 1 1 Project Cost Service Life 20 Years Capital Value

Base Year VMT (daily) 30,974 33,247 2020 $ (Years) Factor

Base Year VHT (hours/day) 914 930 

2040 VMT (daily) 31,327 35,925 Eng/Const Admin 11,241,578.34 $ 0

2040 VHT (hours/day) 1,009 1,045 R/W (Land) 2,131,104.90 $ 100 ($1,917,994) 0.90

Base Year Annual Crash Cost $2,106,484 $2,330,075 R/W (Buildings) - $ 0 $0

2040 Annual Crash Cost $2,540,183 $2,853,992 Structures 2,186,591.69 $ 60 ($1,661,810) 0.76

Percent Trucks 6.1% 6.1% Grading & Drainage 6,915,314.90 $ 50 ($4,771,567) 0.69

Base Year 2021 2021 Subbase & Base $ 10,660,044.26 40 ($6,182,826) 0.58

Horizon Year 2040 2040 Surface 1,705,508.73 $ 25 ($392,267) 0.23

Year of Analysis 2016 Other 5,917,238.38 $ 0 $0

Initial Year 2020 Track Elements 11,017,812.33 $ 38 ($6,045,520) 0.55

Days/Year 365 Rail Systems and Signals $ 6,563,803.09 54 ($4,755,771) 0.72

Benefit Period (years) 20 $ 58,338,996.61 ($25,727,755)

$ <- PW Project Costs 54,750,000

$ <- PW Salvage Value (17,577,330)

$ 665,890 <- PW Net Maintenance Costs

$ 37,838,561 <- PW Capital Cost and Remaining Capital Value

Table 5.3 Annual Crash Cost Savings

No Build Build Alt. Crash Present Worth

Year Crash Costs Crash Costs Benefits Crash Benefits

2020 $0 $0

2021 $2,106,484 $2,330,075 ($223,591) ($206,531)

2022 $2,129,311 $2,357,650 ($228,339) ($207,596)

2023 $2,152,137 $2,385,224 ($233,088) ($208,575)

2024 $2,174,963 $2,412,799 ($237,836) ($209,473)

2025 $2,197,789 $2,440,374 ($242,584) ($210,290)

2026 $2,220,616 $2,467,948 ($247,333) ($211,030)

2027 $2,243,442 $2,495,523 ($252,081) ($211,694)

2028 $2,266,268 $2,523,097 ($256,829) ($212,285)

2029 $2,289,094 $2,550,672 ($261,578) ($212,805)

2030 $2,311,921 $2,578,246 ($266,326) ($213,256)

2031 $2,334,747 $2,605,821 ($271,074) ($213,640)

2032 $2,357,573 $2,633,396 ($275,823) ($213,959)

2033 $2,380,399 $2,660,970 ($280,571) ($214,215)

2034 $2,403,226 $2,688,545 ($285,319) ($214,410)

2035 $2,426,052 $2,716,119 ($290,068) ($214,545)

2036 $2,448,878 $2,743,694 ($294,816) ($214,623)

2037 $2,471,704 $2,771,269 ($299,564) ($214,646)

2038 $2,494,530 $2,798,843 ($304,313) ($214,614)

2039 $2,517,357 $2,826,418 ($309,061) ($214,530)

2040 $2,540,183 $2,853,992 ($313,809) ($214,396)

($4,247,115) <- PW Crashes

Source: Crash cost linearly interpolated between base year and 2040.

Appendix A: Benefit-Cost Analysis Tables

Willmar Wye Rail Connector and Industrial Access Project

25
Table 5.4 Annual Vehicle Operating Cost Savings

No Build Build Alt. Annual Present Worth

No Build Operating Build Alt. Operating Operating Operating

Year Annual VMT Costs Annual VMT Costs Benefits Benefits

2020 $0 $0

2021 11,305,510 $3,929,569 12,135,189 $4,217,949 ($288,380) ($266,377)

2022 11,312,291 $3,931,926 12,186,633 $4,235,830 ($303,904) ($276,296)

2023 11,319,073 $3,934,283 12,238,077 $4,253,711 ($319,428) ($285,836)

2024 11,325,854 $3,936,640 12,289,521 $4,271,592 ($334,952) ($295,007)

2025 11,332,635 $3,938,997 12,340,965 $4,289,473 ($350,475) ($303,818)

2026 11,339,417 $3,941,354 12,392,409 $4,307,354 ($365,999) ($312,279)

2027 11,346,198 $3,943,711 12,443,853 $4,325,235 ($381,523) ($320,398)

2028 11,352,979 $3,946,069 12,495,297 $4,343,115 ($397,047) ($328,184)

2029 11,359,761 $3,948,426 12,546,741 $4,360,996 ($412,571) ($335,645)

2030 11,366,542 $3,950,783 12,598,185 $4,378,877 ($428,095) ($342,790)

2031 11,373,323 $3,953,140 12,649,629 $4,396,758 ($443,618) ($349,626)

2032 11,380,104 $3,955,497 12,701,073 $4,414,639 ($459,142) ($356,162)

2033 11,386,886 $3,957,854 12,752,517 $4,432,520 ($474,666) ($362,406)

2034 11,393,667 $3,960,211 12,803,961 $4,450,401 ($490,190) ($368,364)

2035 11,400,448 $3,962,568 12,855,405 $4,468,282 ($505,714) ($374,045)

2036 11,407,230 $3,964,925 12,906,849 $4,486,163 ($521,238) ($379,456)

2037 11,414,011 $3,967,282 12,958,293 $4,504,044 ($536,762) ($384,604)

2038 11,420,792 $3,969,639 13,009,737 $4,521,924 ($552,285) ($389,495)

2039 11,427,574 $3,971,996 13,061,181 $4,539,805 ($567,809) ($394,137)

2040 11,434,355 $3,974,353 13,112,625 $4,557,686 ($583,333) ($398,536)

Source: Annual VMT linearly interpolated between base year and 2040. ($6,823,462) <- PW Operating

 Vehicle operating costs applied to annual VMT to calculate annual operating costs.

Table 5.5 Annual Travel Time Cost Savings

No Build No Build Build Alt. Build Alt.

Annual VHT Time Annual VHT Time Annual Present Worth

Year (hours) Costs (hours) Costs Time Benefits Time Benefits

2020 $0 $0

2021 333,610 $7,481,651 339,561 $7,615,119 ($133,468) ($123,285)

2022 335,435 $7,522,579 341,765 $7,664,532 ($141,953) ($129,058)

2023 337,260 $7,563,507 343,968 $7,713,945 ($150,438) ($134,618)

2024 339,085 $7,604,435 346,171 $7,763,358 ($158,923) ($139,971)

2025 340,910 $7,645,363 348,375 $7,812,771 ($167,408) ($145,122)

2026 342,735 $7,686,291 350,578 $7,862,184 ($175,893) ($150,076)

2027 344,560 $7,727,219 352,781 $7,911,597 ($184,378) ($154,838)

2028 346,385 $7,768,147 354,985 $7,961,010 ($192,863) ($159,413)

2029 348,210 $7,809,075 357,188 $8,010,423 ($201,348) ($163,806)

2030 350,035 $7,850,003 359,392 $8,059,836 ($209,833) ($168,020)

2031 351,860 $7,890,931 361,595 $8,109,249 ($218,318) ($172,061)

2032 353,685 $7,931,859 363,798 $8,158,662 ($226,803) ($175,934)

2033 355,510 $7,972,787 366,002 $8,208,075 ($235,288) ($179,641)

2034 357,335 $8,013,715 368,205 $8,257,488 ($243,773) ($183,188)

2035 359,160 $8,054,644 370,408 $8,306,901 ($252,257) ($186,579)

2036 360,985 $8,095,572 372,612 $8,356,314 ($260,742) ($189,818)

2037 362,810 $8,136,500 374,815 $8,405,727 ($269,227) ($192,908)

2038 364,635 $8,177,428 377,018 $8,455,140 ($277,712) ($195,854)

2039 366,460 $8,218,356 379,222 $8,504,553 ($286,197) ($198,660)

2040 368,285 $8,259,284 381,425 $8,553,966 ($294,682) ($201,328)

Source: Annual VHT linearly interpolated between base year and 2040. ($3,344,180) <- PW Time

 Person value of time costs applied to annual VHT to calculate annual travel time costs.

Appendix A: Benefit-Cost Analysis Tables

Willmar Wye Rail Connector and Industrial Access Project

26
Diversions

Operating Savings Inventory Savings $ 6,192,861,190 Total freight operating expenses, BNSF ($2016) US Class 1 tons per train, 2013 3,488 9,131,190 train hours in road service, BNSF Source: https://www.aar.org/StatisticsAndPublications/Documents/AAR-Stats.pdf, p.2

$ 678.21 operating expense per train hourSource: $ 33,161,517,209 Minnesota value of rail freight

http://bnsf.com/about-bnsf/financial-information/surface-transportation-board-reports/pdf/15R1.pdf 125,148,521 Minnesota rail tonsExpenses: page 49, line 419 "Total Train Operations;" train hours: page 97, line 115 "Train Hours - Road Service" $ 264.98 Minnesota rail value per tonInflated to $2016 using GDP Chained Price Index Source: Freight Analysis Framework, FHWA, escalated to $2015

Shipments Within, From, and To U.S. States - Tonnage by Domestic Mode: 2012

Annualization Factor 365 (trains run 365 days per year) Shipments Within, From, and To U.S. States - Value by Domestic Mode: 2012

Willmar Trains (2013, 2016)

6 trains that are currently going through Willmar will be diverted to new track

2.5 hours saved per train

Source: per TIGER Application

Number of Trains per day

Type of Train

Estimated hours saved per train

Annual Trains Diverted around Willmar

Estimated hourly Operating savings by type of train Total O&M Savings

6.0 2.5 2,190 $ 678.21 $ 3,713,198 Annual savings Up to 6 trains diverted, held constant throughout analysis period

Operating Savings

2021 2022 2023 2024 2025 2026 2027 2028 2029 2030 2031 2032 2033 2034 2035 2036 

Base ScenarioAnnual Operating Savings $ 3,713,198 $ 3,713,198 $ 3,713,198 $ 3,713,198 $ 3,713,198 $3,713,198 $3,713,198 $3,713,198 $3,713,198 $3,713,198 $3,713,198 $3,713,198 $3,713,198 $3,713,198 $3,713,198 $3,713,Operating savings @ 1.6 percent $ 3,429,885 $ 3,375,871 $ 3,322,708 $ 3,270,382 $ 3,218,879 $3,168,188 $3,118,296 $3,069,189 $3,020,855 $2,973,283 $2,926,459 $2,880,373 $2,835,013 $2,790,367 $2,746,424 $2,703,

Note: 6 trains are diverted and held constant throughout the analysis period.

Inventory Savings

4% Commercial Discount Rate

0.00046% Hourly Commercial Discount Rate

2021 2022 2023 2024 2025 2026 2027 2028 2029 2030 2031 2032 2033 2034 2035 2036 

Inventory Savings $ 23,106 $ 23,106 $ 23,106 $ 23,106 $ 23,106 $ 23,106 $ 23,106 $ 23,106 $ 23,106 $ 23,106 $ 23,106 $ 23,106 $ 23,106 $ 23,106 $ 23,106 $ 23,Inventory savings @ 1.6 percent $ 21,343 $ 21,007 $ 20,676 $ 20,351 $ 20,030 $ 19,715 $ 19,404 $ 19,099 $ 18,798 $ 18,502 $ 18,210 $ 17,924 $ 17,641 $ 17,364 $ 17,090 $ 16,

Note: 6 trains are diverted and held constant throughout the analysis period.

Because of the wye, trains that are currently going through Willmar will be able to go around Willmar, saving operating time and inventory costs. Some of these operating cost savings to BNSF are passed on to shippers. In order to avoid double counting, shipper savings are not included.The inventory cost associated with the annual carloads and annual hours of delay is based on the commercial discount rate—the opportunity cost associated with holding assets in inventory rather than using them for another purpose. The analysis uses a commercial discount rate of 4.0%.Assuming 8,760 hours in a year (365 days * 24 hours), this yields an hourly discount rate of 0.00046%. Multiplying this hourly discount rate by value of freight shipped and the hours of delay avoidedyields the annual value of inventory savings. 

Appendix A: Benefit-Cost Analysis TablesWillmar Wye Rail Connector and Industrial Access Project
Reduction in Train Emissions

Removing the bottleneck so trains are moving faster and polluting less.

INPUTS

Time Savings with Project per Train

Diversion

Hours 2.5Source: Per TIGER ApplicationAnnual Train Time Savings with Project (hours)

2021 2022 2023 2024 2025 2026 2027 2028 2029 2030 2031 2032 2033 2034 2035 2036 2037 

Diversions: 6 5475.0 5475.0 5475.0 5475.0 5475.0 5475.0 5475.0 5475.0 5475.0 5475.0 5475.0 5475.0 5475.0 5475.0 5475.0 5475.0 5475Note: Diversions stay constant at up to 6 trains per yearEmission Rates (grams per brake horsepower hour) 

PM10 NOX CO HC

Tier 2 Line-Haul Locomotive 0.18 4.95 1.28 0.26Note: Tier 2 locomotives used to account for locomotives being replaced/re-manufactured throughout the analysis period and adhering to higher emissions standards.Source: US EPA, Office of Transportation and Air Quality, Emissions Factors for Locomotives, EPA-420-F-09-025, April 2009, p.2, http://www.epa.gov/nonroad/locomotv/420f09025.pdf Horsepower of BNSF Locomotives

Low High Use Max

BNSF Line Haul Locomotives 3,800 4,300 4,300 due to the trains traveling through the mountainous terrain in ND/MontanaSource: http://www.4rail.net/reference_nam_bnsf_locos1.phpAnnual Emission Avoided (tons) Diversions: 6

907185 grams per short ton

2021 2022 2023 2024 2025 2026 2027 2028 2029 2030 2031 2032 2033 2034 2035 2036 20

CO 33.22 33.22 33.22 33.22 33.22 33.22 33.22 33.22 33.22 33.22 33.22 33.22 33.22 33.22 33.22 33.22 33.2NOX 128.46 128.46 128.46 128.46 128.46 128.46 128.46 128.46 128.46 128.46 128.46 128.46 128.46 128.46 128.46 128.46 128.4PM10 4.67 4.67 4.67 4.67 4.67 4.67 4.67 4.67 4.67 4.67 4.67 4.67 4.67 4.67 4.67 4.67 4.6HC 6.75 6.75 6.75 6.75 6.75 6.75 6.75 6.75 6.75 6.75 6.75 6.75 6.75 6.75 6.75 6.75 6.7Value of Emissions Reduced

Value of Emissions (2013$) - Adjusted to 2015$ using GDP deflators

Emission Damage Costs 2013$ 2016$ Unit Data Source

Carbon Monoxide $0 $ - $/short ton

VOC $1,813 $ 1,873 $/short ton

Nitrogen Oxides $7,147 $ 7,383 $/short ton

Particulate Matter $326,935 $337,727 $/short ton

Sulfur Dioxide $42,240 $ 43,634 $/short ton

Carbon Dioxide varies varies $/metric ton

Note: Escalated to 2016$ using CPI Calculator www.dot.gov/sites/dot.gov/files/docs/Tiger_Benefit-Cost_Analysis_%28BCA%29_Resource_Guide_1.pdfHydrocarbons $2,071Note: assumes HC is in 2015$, from FRA GradeDec analysis; escalated to 2016$ using CPI Calculator

OUTPUTS

Annual Emissions Benefit (2015$ M)Diversions: 6 2021 2022 2023 2024 2025 2026 2027 2028 2029 2030 2031 2032 2033 2034 2035 2036 20CO $ - $ - $ - $ - $ - $ - $ - $ - $ - $ - $ - $ - $ - $ - $ - $ - $ - NOX $ 0.95 $ 0.95 $ 0.95 $ 0.95 $ 0.95 $ 0.95 $ 0.95 $ 0.95 $ 0.95 $ 0.95 $ 0.95 $ 0.95 $ 0.95 $ 0.95 $ 0.95 $ 0.95 $ 0.9PM10 $ 1.58 $ 1.58 $ 1.58 $ 1.58 $ 1.58 $ 1.58 $ 1.58 $ 1.58 $ 1.58 $ 1.58 $ 1.58 $ 1.58 $ 1.58 $ 1.58 $ 1.58 $ 1.58 $ 1.5HC $ 0.01 $ 0.01 $ 0.01 $ 0.01 $ 0.01 $ 0.01 $ 0.01 $ 0.01 $ 0.01 $ 0.01 $ 0.01 $ 0.01 $ 0.01 $ 0.01 $ 0.01 $ 0.01 $ 0.0Total $ 2.54 $ 2.54 $ 2.54 $ 2.54 $ 2.54 $ 2.54 $ 2.54 $ 2.54 $ 2.54 $ 2.54 $ 2.54 $ 2.54 $ 2.54 $ 2.54 $ 2.54 $ 2.54 $ 2.5

Discounted @ 1.6% $ 2.35 $ 2.31 $ 2.27 $ 2.24 $ 2.20 $ 2.17 $ 2.13 $ 2.10 $ 2.07 $ 2.03 $ 2.00 $ 1.97 $ 1.94 $ 1.91 $ 1.88 $ 1.85 $ 1.8

 Corporate Average Fuel Economy for MY2017-MY2025 Passenger Cars and Light Trucks (August 2012), page 922, Table VIII-16, "Economic Values Used for Benefits Computations (2010 dollars)" 

Appendix A: Benefit-Cost Analysis TablesWillmar Wye Rail Connector and Industrial Access Project
TOTAL NET BENEFITS ASSOCIATED WITH EXISTING CROSSINGS

(2021-2040)

Millions of 2016$

Discounted at 1.6%

Safety $ 1.458

Total Existing Crossing Benefits $ 1.458

TOTAL DISBENEFITS ASSOCIATED WITH NEW CROSSING(2021-2040)

Millions of 2016$

Discounted at 1.6%

Safety $ 0.970

Total New Crossing Disbenefits $ 0.970

TOTAL NET BENEFITS ASSOCIATED WITH THE PROJECT(2021-2040) Millions of 2016$Safety $ 0.489Total $ 0.489

Appendix A: Benefit-Cost Analysis TablesWillmar Wye Rail Connector and Industrial Access Project
000s of 

2016$

$ 10,700.0 Injury = average value of Type A, Type B, Type C

$ 274.7 Source: MNDOT BENEFIT-COST ANALYSIS (BCA) GUIDANCE$ 7.6

Cost of Fatal Accidents (000s of 2016$)

Section County State

# of Grade 

Crossings 2020 2021 2022 2023 2024 2025 2026 2027 2028 2029 2030 2031 2032 2033 2034 2035 2036 2037 2038 2039 2040 204

Connector Kandiyohi County MN 1 $ 53.1 $ 53.1 $ 53.1 $ 53.2 $ 53.2 $ 53.2 $ 53.3 $ 53.3 $ 53.3 $ 53.4 $ 53.4 $ 53.4 $ 53.4 $ 53.5 $ 53.5 $ 53.5 $ 53.6 $ 53.6 $ 53.6 $ 53.7 $ 53.7 $ 53

Total 1 53.1$ 53.1$ 53.1$ 53.2$ 53.2$ 53.2$ 53.3$ 53.3$ 53.3$ 53.4$ 53.4$ 53.4$ 53.4$ 53.5$ 53.5$ 53.5$ 53.6$ 53.6$ 53.6$ 53.7$ 53.7$ 53

$ 

Cost of Injury Accidents (000s of 2016$)

Section County State

# of Grade 

Crossings 2020 2021 2022 2023 2024 2025 2026 2027 2028 2029 2030 2031 2032 2033 2034 2035 2036 2037 2038 2039 2040 204

Connector Kandiyohi County MN 1 $ 7.1 $ 7.1 $ 7.1 $ 7.1 $ 7.1 $ 7.1 $ 7.1 $ 7.1 $ 7.1 $ 7.1 $ 7.1 $ 7.1 $ 7.1 $ 7.1 $ 7.1 $ 7.1 $ 7.1 $ 7.1 $ 7.1 $ 7.2 $ 7.2 $ 7

Total 1 7.1$ 7.1$ 7.1$ 7.1$ 7.1$ 7.1$ 7.1$ 7.1$ 7.1$ 7.1$ 7.1$ 7.1$ 7.1$ 7.1$ 7.1$ 7.1$ 7.1$ 7.1$ 7.1$ 7.2$ 7.2$ 7

$ 

Cost of PDO Accidents (000s of 2016$)

Section County State

# of Grade 

Crossings 2020 2021 2022 2023 2024 2025 2026 2027 2028 2029 2030 2031 2032 2033 2034 2035 2036 2037 2038 2039 2040 204

Connector Kandiyohi County MN 1 $ 0.3 $ 0.3 $ 0.3 $ 0.3 $ 0.3 $ 0.3 $ 0.3 $ 0.3 $ 0.3 $ 0.3 $ 0.3 $ 0.3 $ 0.3 $ 0.3 $ 0.3 $ 0.3 $ 0.3 $ 0.3 $ 0.3 $ 0.3 $ 0.3 $ 0

Total 1 0.3$ 0.3$ 0.3$ 0.3$ 0.3$ 0.3$ 0.3$ 0.3$ 0.3$ 0.3$ 0.3$ 0.3$ 0.3$ 0.3$ 0.3$ 0.3$ 0.3$ 0.3$ 0.3$ 0.3$ 0.3$ 0

$ 

Cost of Fatal Accidents (000s of Discounted 2016$)

Section County State

# of Grade 

Crossings 2020 2021 2022 2023 2024 2025 2026 2027 2028 2029 2030 2031 2032 2033 2034 2035 2036 2037 2038 2039 2040 204

Connector Kandiyohi County MN 1 $ 49.8 $ 49.1 $ 48.3 $ 47.6 $ 46.9 $ 46.1 $ 45.4 $ 44.8 $ 44.1 $ 43.4 $ 42.7 $ 42.1 $ 41.5 $ 40.8 $ 40.2 $ 39.6 $ 39.0 $ 38.4 $ 37.8 $ 37.2 $ 36.7 $ 36

Cost of Injury Accidents (000s of Discounted 2016$)

Section County State

# of Grade 

Crossings 2020 2021 2022 2023 2024 2025 2026 2027 2028 2029 2030 2031 2032 2033 2034 2035 2036 2037 2038 2039 2040 204

Connector Kandiyohi County MN 1 $ 6.6 $ 6.5 $ 6.4 $ 6.3 $ 6.2 $ 6.2 $ 6.1 $ 6.0 $ 5.9 $ 5.8 $ 5.7 $ 5.6 $ 5.5 $ 5.4 $ 5.4 $ 5.3 $ 5.2 $ 5.1 $ 5.0 $ 5.0 $ 4.9 $ 4

Cost of PDO Accidents (000s of Discounted 2016$)

Section County State

# of Grade 

Crossings 2020 2021 2022 2023 2024 2025 2026 2027 2028 2029 2030 2031 2032 2033 2034 2035 2036 2037 2038 2039 2040 204

Connector Kandiyohi County MN 1 $ 0.3 $ 0.3 $ 0.3 $ 0.2 $ 0.2 $ 0.2 $ 0.2 $ 0.2 $ 0.2 $ 0.2 $ 0.2 $ 0.2 $ 0.2 $ 0.2 $ 0.2 $ 0.2 $ 0.2 $ 0.2 $ 0.2 $ 0.2 $ 0.2 $ 0

Cost 

Fatal AccidentInjury AccidentPDO Accident

Appendix A: Benefit-Cost Analysis TablesWillmar Wye Rail Connector and Industrial Access Project
NET SAFETY BENEFITS ASSOCIATED WITH EXISTING CROSSINGS

(in thousands of $2016)

Fatalities

2021 2022 2023 2024 2025 2026 2027 2028 2029 2030 2031 2032 2033 2034 2035 2036 2037 2038 2039 2040 Total

Marshall GDCX1 - Trott $ 11.64 $ 11.64 $ 11.64 $ 11.64 $ 11.64 $ 11.64 $ 11.64 $ 11.63 $ 11.63 $ 11.63 $ 11.63 $ 11.63 $ 11.63 $ 11.63 $ 11.63 $ 11.63 $ 11.63 $ 11.62 $ 11.62 $ 11.62 $ 232.65

Marshall GDCX2 - Willmar $ 10.46 $ 10.46 $ 10.46 $ 10.46 $ 10.46 $ 10.46 $ 10.46 $ 10.46 $ 10.46 $ 10.47 $ 10.47 $ 10.47 $ 10.47 $ 10.47 $ 10.47 $ 10.47 $ 10.47 $ 10.47 $ 10.48 $ 10.48 $ 209.32

Marshall GDCX3 - 30th $ 11.98 $ 11.98 $ 11.98 $ 11.98 $ 11.98 $ 11.98 $ 11.98 $ 11.98 $ 11.98 $ 11.98 $ 11.98 $ 11.98 $ 11.99 $ 11.99 $ 11.99 $ 11.99 $ 11.99 $ 11.99 $ 11.99 $ 11.99 $ 239.66

Wayzata GDCX6 - 7th $ 1.85 $ 1.85 $ 1.85 $ 1.85 $ 1.85 $ 1.85 $ 1.85 $ 1.85 $ 1.85 $ 1.85 $ 1.85 $ 1.85 $ 1.85 $ 1.84 $ 1.84 $ 1.84 $ 1.84 $ 1.84 $ 1.84 $ 1.84 $ 36.93

Wayzata GDCX7 - 10th $ 1.91 $ 1.91 $ 1.91 $ 1.91 $ 1.91 $ 1.91 $ 1.91 $ 1.91 $ 1.91 $ 1.91 $ 1.91 $ 1.91 $ 1.91 $ 1.91 $ 1.91 $ 1.91 $ 1.91 $ 1.91 $ 1.91 $ 1.91 $ 38.13

Morris GDCX8 - 19th $ 9.91 $ 9.91 $ 9.91 $ 9.91 $ 9.92 $ 9.92 $ 9.92 $ 9.92 $ 9.93 $ 9.93 $ 9.93 $ 9.93 $ 9.93 $ 9.94 $ 9.94 $ 9.94 $ 9.94 $ 9.94 $ 9.95 $ 9.95 $ 198.57

Morris GDCX9 - 30th $ 15.43 $ 15.43 $ 15.42 $ 15.42 $ 15.42 $ 15.41 $ 15.41 $ 15.41 $ 15.41 $ 15.41 $ 15.41 $ 15.40 $ 15.40 $ 15.40 $ 15.40 $ 15.40 $ 15.40 $ 15.39 $ 15.39 $ 15.39 $ 308.14

Morris GDCX10 - CR5spur $ 15.90 $ 15.89 $ 15.89 $ 15.89 $ 15.88 $ 15.88 $ 15.88 $ 15.87 $ 15.87 $ 15.87 $ 15.86 $ 15.86 $ 15.86 $ 15.86 $ 15.85 $ 15.85 $ 15.85 $ 15.84 $ 15.84 $ 15.84 $ 317.33

TOTAL $ 79.06 $ 79.06 $ 79.06 $ 79.05 $ 79.05 $ 79.04 $ 79.04 $ 79.04 $ 79.04 $ 79.04 $ 79.03 $ 79.03 $ 79.03 $ 79.03 $ 79.03 $ 79.03 $ 79.02 $ 79.02 $ 79.02 $ 79.01 $ 1,580.72

Discounted at 1.6% $ 73.03 $ 71.88 $ 70.74 $ 69.62 $ 68.52 $ 67.44 $ 66.38 $ 65.33 $ 64.30 $ 63.29 $ 62.29 $ 61.31 $ 60.34 $ 59.39 $ 58.45 $ 57.53 $ 56.62 $ 55.73 $ 54.85 $ 53.98 $ 1,261.02

Injuries

Marshall GDCX1 - Trott $ 1.64 $ 1.64 $ 1.64 $ 1.64 $ 1.64 $ 1.64 $ 1.64 $ 1.64 $ 1.64 $ 1.64 $ 1.64 $ 1.64 $ 1.64 $ 1.64 $ 1.64 $ 1.64 $ 1.64 $ 1.64 $ 1.64 $ 1.64 $ 32.81

Marshall GDCX2 - Willmar $ 1.50 $ 1.50 $ 1.50 $ 1.50 $ 1.50 $ 1.50 $ 1.50 $ 1.50 $ 1.50 $ 1.50 $ 1.50 $ 1.50 $ 1.50 $ 1.50 $ 1.50 $ 1.50 $ 1.50 $ 1.50 $ 1.50 $ 1.50 $ 29.95

Marshall GDCX3 - 30th $ 1.72 $ 1.72 $ 1.72 $ 1.72 $ 1.72 $ 1.72 $ 1.72 $ 1.72 $ 1.72 $ 1.72 $ 1.72 $ 1.72 $ 1.72 $ 1.72 $ 1.72 $ 1.72 $ 1.72 $ 1.72 $ 1.72 $ 1.72 $ 34.48

Wayzata GDCX6 - 7th $ 1.09 $ 1.09 $ 1.09 $ 1.09 $ 1.09 $ 1.09 $ 1.09 $ 1.09 $ 1.09 $ 1.09 $ 1.09 $ 1.09 $ 1.09 $ 1.09 $ 1.09 $ 1.09 $ 1.09 $ 1.09 $ 1.09 $ 1.09 $ 21.76

Wayzata GDCX7 - 10th $ 1.13 $ 1.13 $ 1.13 $ 1.13 $ 1.13 $ 1.13 $ 1.13 $ 1.13 $ 1.13 $ 1.13 $ 1.13 $ 1.13 $ 1.13 $ 1.13 $ 1.13 $ 1.13 $ 1.13 $ 1.13 $ 1.13 $ 1.12 $ 22.52

Morris GDCX8 - 19th $ 1.42 $ 1.42 $ 1.42 $ 1.42 $ 1.42 $ 1.42 $ 1.42 $ 1.42 $ 1.42 $ 1.42 $ 1.42 $ 1.42 $ 1.42 $ 1.42 $ 1.42 $ 1.42 $ 1.42 $ 1.42 $ 1.42 $ 1.43 $ 28.45

Morris GDCX9 - 30th $ 1.71 $ 1.71 $ 1.71 $ 1.71 $ 1.71 $ 1.71 $ 1.71 $ 1.71 $ 1.71 $ 1.71 $ 1.71 $ 1.71 $ 1.71 $ 1.71 $ 1.71 $ 1.71 $ 1.71 $ 1.71 $ 1.71 $ 1.71 $ 34.18

Morris GDCX10 - CR5spur $ 1.77 $ 1.77 $ 1.77 $ 1.77 $ 1.77 $ 1.76 $ 1.76 $ 1.76 $ 1.76 $ 1.76 $ 1.76 $ 1.76 $ 1.76 $ 1.76 $ 1.76 $ 1.76 $ 1.76 $ 1.76 $ 1.76 $ 1.76 $ 35.25

TOTAL $ 11.98 $ 11.98 $ 11.98 $ 11.98 $ 11.98 $ 11.97 $ 11.97 $ 11.97 $ 11.97 $ 11.97 $ 11.97 $ 11.97 $ 11.97 $ 11.97 $ 11.97 $ 11.97 $ 11.96 $ 11.96 $ 11.96 $ 11.96 $ 239.40

Discounted at 1.6% $ 11.07 $ 10.89 $ 10.72 $ 10.55 $ 10.38 $ 10.22 $ 10.05 $ 9.90 $ 9.74 $ 9.58 $ 9.43 $ 9.28 $ 9.14 $ 8.99 $ 8.85 $ 8.71 $ 8.57 $ 8.44 $ 8.30 $ 8.17 $ 190.99

PDO 

Marshall GDCX1 - Trott $ 0.06 $ 0.06 $ 0.06 $ 0.06 $ 0.06 $ 0.06 $ 0.06 $ 0.06 $ 0.06 $ 0.06 $ 0.06 $ 0.06 $ 0.06 $ 0.06 $ 0.06 $ 0.06 $ 0.06 $ 0.06 $ 0.06 $ 0.06 $ 1.11

Marshall GDCX2 - Willmar $ 0.05 $ 0.05 $ 0.05 $ 0.05 $ 0.05 $ 0.05 $ 0.05 $ 0.05 $ 0.05 $ 0.05 $ 0.05 $ 0.05 $ 0.05 $ 0.05 $ 0.05 $ 0.05 $ 0.05 $ 0.05 $ 0.05 $ 0.05 $ 1.07

Marshall GDCX3 - 30th $ 0.06 $ 0.06 $ 0.06 $ 0.06 $ 0.06 $ 0.06 $ 0.06 $ 0.06 $ 0.06 $ 0.06 $ 0.06 $ 0.06 $ 0.06 $ 0.06 $ 0.06 $ 0.06 $ 0.06 $ 0.06 $ 0.06 $ 0.06 $ 1.26

Wayzata GDCX6 - 7th $ 0.05 $ 0.05 $ 0.05 $ 0.05 $ 0.05 $ 0.05 $ 0.05 $ 0.05 $ 0.05 $ 0.05 $ 0.05 $ 0.05 $ 0.05 $ 0.05 $ 0.05 $ 0.05 $ 0.05 $ 0.05 $ 0.05 $ 0.05 $ 0.92

Wayzata GDCX7 - 10th $ 0.05 $ 0.05 $ 0.05 $ 0.05 $ 0.05 $ 0.05 $ 0.05 $ 0.05 $ 0.05 $ 0.05 $ 0.05 $ 0.05 $ 0.05 $ 0.05 $ 0.05 $ 0.05 $ 0.05 $ 0.05 $ 0.05 $ 0.05 $ 0.97

Morris GDCX8 - 19th $ 0.05 $ 0.05 $ 0.05 $ 0.05 $ 0.05 $ 0.05 $ 0.05 $ 0.05 $ 0.05 $ 0.05 $ 0.05 $ 0.05 $ 0.05 $ 0.05 $ 0.05 $ 0.05 $ 0.05 $ 0.05 $ 0.05 $ 0.05 $ 1.02

Morris GDCX9 - 30th $ 0.04 $ 0.04 $ 0.04 $ 0.04 $ 0.04 $ 0.04 $ 0.04 $ 0.04 $ 0.04 $ 0.04 $ 0.04 $ 0.04 $ 0.04 $ 0.04 $ 0.04 $ 0.04 $ 0.04 $ 0.04 $ 0.04 $ 0.04 $ 0.83

Morris GDCX10 - CR5spur $ 0.04 $ 0.04 $ 0.04 $ 0.04 $ 0.04 $ 0.04 $ 0.04 $ 0.04 $ 0.04 $ 0.04 $ 0.04 $ 0.04 $ 0.04 $ 0.04 $ 0.04 $ 0.04 $ 0.04 $ 0.04 $ 0.04 $ 0.04 $ 0.86

TOTAL $ 0.40 $ 0.40 $ 0.40 $ 0.40 $ 0.40 $ 0.40 $ 0.40 $ 0.40 $ 0.40 $ 0.40 $ 0.40 $ 0.40 $ 0.40 $ 0.40 $ 0.40 $ 0.40 $ 0.40 $ 0.40 $ 0.40 $ 0.40 $ 8.04

Discounted at 1.6% $ 0.37 $ 0.37 $ 0.36 $ 0.35 $ 0.35 $ 0.34 $ 0.34 $ 0.33 $ 0.33 $ 0.32 $ 0.32 $ 0.31 $ 0.31 $ 0.30 $ 0.30 $ 0.29 $ 0.29 $ 0.28 $ 0.28 $ 0.27 $ 6.42

31 Appendix A: Benefit-Cost Analysis Tables

Willmar Wye Rail Connector and Industrial Access Project
S.P. 3403-74 Appendix F Environmental Assessment/ 

Willmar Rail Connector & Industrial Access Project Environmental Assessment Worksheet

Appendix F – Floodplain and Risk Assessments
S.P. 3403-74 Page 1 of 3

Floodplain Assessment

September 2016

FLOODPLAIN ASSESSMENT 

FLOODPLAIN ENCROACHMENT

Floodplain Crossing 

ID* Type of Encroachment Length, ft

Hawk Creek: 100-Year B

Transverse

(North RR Crossing) 150/190

Hawk Creek: 100-Year D

Transverse

(TH 40 Existing Bridge 

91329)

175

County Ditch 46: 100-Year F

Transverse

(South RR Crossing) 150

Unnamed Creek: 100-Year A

Transverse (TH12, west of 

30th Avenue NW) 150

Unnamed Creek: 100-Year E

Transverse (TH12, 

between 1st Avenue and 

CSAH 55)

150

Hawk Creek: 100-year C

Transverse

(CSAH 55 Existing Bridge 

94149)

150

Hawk Creek: 100-year I Transverse (Existing TH12) 150

*See figure for location

TRANSVERSE or LONGITUDINAL ENCROACHMENT

1. There is no significant potential for interruption of a transportation facility which 

is needed for emergency vehicles or provides a community's only evacuation 

route.

a. Is the roadway grade above the 100 year flood elevation? YES

Location of Crossing Roadway Elevation 100 year flood elevation

BNSF Railroad North 

sta 104+95

1118.72 1113.9

TH 40 (bridge 91329) 1118.9 1110.28

BNSF Railroad South

Sta 18+54

1118.72 1111.2

Proposed TH12, west of 

30th Avenue NW

1122.0 1115.72

Proposed TH12, between 

1

st Avenue and CSAH 55

1121.5 1114.98

CSAH 55 (bridge 94149) 1120.0 1111.67

TH 12 (bridge 8468) 1124.3 1119.93

NO Frequency of overtopping N/A
S.P. 3403-74 Page 2 of 3

Floodplain Assessment

September 2016

Reason(s) why roadway grade will not be raised: No overtopping for 

the design event

Are there reasonable alternative routes available that are above the 100 

year flood elevations? YES

b. If the 100 year flood elevation is not known, does roadway have a history of 

overtopping?

NO Reference and length of record n/a

YES Discuss correcting deficiency n/a

c. Describe how emergency services will be maintained during construction: 

Emergency vehicles will continue to have access via the existing roadways

2. There is no significant impact on natural and beneficial floodplain values.

a. Impacts:

Beneficial Impacts Adverse Impacts

Fisheries None N

Wetlands N N

Plants N N

Open 

Space/Aesthetics N N

Public Access 

(boat/canoe) N N

Channel Changes N N

Boat Passage N N

Threatened/Endang

ered Species

N N

Water Quality N N

Other N N

b. Minimization/Mitigation Measures: Wetland impacts due to the project will be 

mitigated. Water quality best management practices will be provided for the 

project impervious.

Project will be in compliance with all permit requirements, including NPDES, 

SWPPP, Minnesota DNR, Wetland Conservation Act, and US Army Corps of 

Engineers.

3. There is no significant increased risk of flooding.

a. Does the project result in any headwater or tailwater elevations that would 

endanger life or property? NO

Stage Increase 0.0
S.P. 3403-74 Page 3 of 3

Floodplain Assessment

September 2016

b. Are there any special hydraulic features? What is their purpose? N/A

4. The project will not support and/or result in incompatible floodplain 

development.

Reason(s) why project will not cause incompatible floodplain development:

The project includes modernization of one existing culvert. The two proposed 

culverts are needed for safe access of the railroad. Two new culverts are 

needed under proposed Trunk Highway 12.

COORDINATION

Multiple permits will be required for the project, below is a list of the anticipated 

permits necessary:

 Minnesota Pollution Control Agency Phase II NPDES CSW permit

 Minnesota Pollution Control Agency Section 401 Certification

 Minnesota Department of Natural Resources License to Cross

 Minnesota Department of Natural Resources Construction Dewatering (if 

necessary)

 US Army Corps of Engineers Section 404 Permit (Letter of Permission)

 Wetland Conservation Act Replacement Plan

 Kandiyohi County Ditch Drainage and Hydraulic Capacity Design Approval

CONCLUDING STATEMENT

Based on the above assessment, no significant floodplain impacts are expected.

ATTACHMENTS

Effective FEMA FIRMette for project area (September 30, 2015)

Proposed Floodplain Impacts and Crossings Figure

Hydraulic Analysis and Risk Assessments

)n

?ËA@

GÁWX

Legend

Construction Limits

Railway

FEMA Zone A 100-Year Floodplain

0 400 800 1,600

Feet

BNSF Railroad

TH 12 (PROPOSED)

Replacement of

Bridge # 8468 (TH12)

12' x 8' Box Culvert

Existing Bridge # 34323

No Project Impacts

Proposed CMP 72" Round Culvert

BNSF Railway

Extension of 

Bridge # 94149 (CSAH 55)

12' x 8' Box Culvert

Replacement of

Bridge # 91329 (TH 40)

14' x 10' Box Culvert

Proposed CMP 15' Round Culvert

BNSF Railway

County Ditch 46

Hawk Creek

No Project Impacts

Floodplain Adjacent to Roadway

No Project Impacts

Floodplain Adjacent to Roadway

Proposed 48" Round Culvert

TH 12 

Proposed 48" Round Culvert

TH 12

Proposed 48" Round Culvert

Proposed 3'x5' Box Culvert

E

H

G

A

C

D

F

Proposed CMP 15' Round Culvert

BNSF Railway

Unnamed Tributary

County Ditch 12

Willmar Rail Connector & Industrial Access Project

S.P. 3403-74

 Proposed Floodplain Impacts and Crossings

Willmar, MN

Ü

X Floodplain Crossing ID

X Non-Floodplain Crossing ID

GdWX

I

B
RISK ASSESSMENT FOR ENCROACHMENT DESIGN 

Date: 3/10/2011

District: 8 County: Kandiyohi Vicinity of: Approx. 0.4 miles north of TH40 in Willmar, MN

DATA REQUIREMENTS

1. Location of Crossing: CSAH 55 C.S. M.P.

Sec. 17 T 119N R 35W

2. Name of Stream: Hawk Creek Bridge No. Old: 94149 New:

3. Current ADT: 730 Projected ADT:

4. Practicable detour available

Yes No

If no is checked, please explain:

If there is no practicable detour available, then the use of the road must be analyzed. Considerations such as 

emergency vehicle access, emergency supply and evacuation route, and the need for school bus, milk and mail 

routes should be studied. Factors to consider for this analysis include design frequency, depth, duration, and 

frequency of inundation if appropriate, and available funding. 

5. Hydraulic Data: (Fill in as appropriate) 

Elevation Datum: NAVD88

Q2 = cfs HW2 Elevation ft

Q5 = cfs HW5 Elevation ft

Q10 = cfs HW10 Elevation ft

Q25 = cfs HW25 Elevation ft

Q50 = 496 cfs HW50 Elevation 1111.63 ft

Q100 = 616 cfs HW100 Elevation 1112.63 ft

Q500 = 931 cfs HW500 Elevation 1115.53 ft

Approximate Flowline Elevation: 1105.0 Ft

Design Frequency Event:

100-yr 50-yr 25-yr 10-yr

Reasons for selecting Design Frequency: Minnesota State Statute 6115.0231

6. Magnitude and Frequency of the smaller of "Overtopping" or "500 yr." (Greatest) flood: 500-year

7. Low member elevation: N/A - culvert

8. Minimum roadway overflow elevation if appropriate: 1119.04 @ station 228.20

9. Elevation of high risk property, i.e. residences: N/A

Other buildings

10. Horizontal location of overflow:

At Structure (See 12) Not At Structure:

11. Type of proposed structure:

Bridge (See 12) Culvert(s)
12 If the proposed structure is a bridge with the sag point located on the bridge and there is ice and debris potential, 

strong consideration should be given to using Q50 as design discharge with 3’ of clearance between the 50 year 

tailwater stage and low member.

1. BACKWATER DAMAGE - Major flood damage in this context refers to shopping 

centers, hospitals, chemical plants, power plants, housing developments, etc.

LTEC Design

1a. Is the overtopping flood greater than the 100 yr. flood?

Yes (Go to 1b) No (Go to 1e)

1b. Is the overtopping flood greater than the "greatest" flood (500 yr. Frequency)?

Yes (Go to 1d) No (Go to 1c)

1c. Is there major flood damage potential for the overtopping flood?

No (Go to 1e) Yes (Go to 1e)

1d. Is there major flood damage potential for the greatest flood (500 year frequency)?

No (Go to 1e) Yes (Go to 1e)

1e. Will there be flood damage potential to residence(s) or other buildings during a 

100 yr. flood?

Yes (Go to 1f) No (Go to 2)

1f. Could this flood damage occur even if the roadway crossing wasn't there?

Yes (Go to 1g) No (Go to 1h)

1g. Could this flood damage be significantly increased by the backwater caused by 

the proposed crossing?

Yes (Go to 1h) No (Go to 2)

1h. Could the stream crossing be designed in such a manner so as to minimize this 

potential flood damage?

Yes (Go to 1i) No (Go to 2)

1i. Does the value of the building(s) and/or its contents have sufficient value to justify 

further evaluation of risk and potential flood damage?

No (Go to 2) Yes (Go to 2)

2. TRAFFIC RELATED LOSSES

2a. Is the overtopping flood greater than the "greatest" flood (500 yr. frequency)?

Yes (Go to 3) No (Go to 2b)

2b. Does the ADT exceed 50 vehicles per day?

Yes (Go to 2c) No (Go to 3)

2c. Would the (duration of road closure in days) multiplied by the (length of detour 

minus the length of normal route in miles) exceed 20?

Yes (Go to 2d) No (Go to 3)

2d. Does the annual risk cost for traffic related costs exceed 10% of the annual capital 

costs?

No (Go to 3) (See figures A and B – Appendix A(2) - for Assistance) Yes (Go to 3)
3. ROADWAY AND/OR STRUCTURE REPAIR COSTS 

3a. Is the overtopping flood less than a 100 year frequency flood?

Yes (Go to 3b) No (Go to 3i)

3b. Compare the Tailwater (TW) elevation with the roadway sag point elevation for 

the overtopping flood. Check the appropriate category.

When TW is above the sag point (Go to 4) TW is between 0 and 0.5' below sag point (Go to 3c) TW is between 0.5' and 1.0' below sag point (Go to 3d) When TW is 1.0' and 2.0' below sag point (Go to 3e) When TW is more than 2.0' below sag point (Go to 3g)

3c. Does the embankment have a good erosion resistant vegetative cover?

Yes (Go to 3i) No (Go to 3d)

3d. Is the shoulder constructed from erosion resistant material such as paved, coarse 

gravel, or clay type soil?

Yes (Go to 3i) No (Go to 3e)

3e. Will the duration of overtopping for the 25-year flood exceed 1 hour?

Yes (Go to 3f) No (Go to 3i)

3f. Is the embankment constructed from erosion resistant material such as a clay 

type soil?

Yes (Go to 3i) No (Go to 3g)

3g. Is the overtopping flood less than a 25-year frequency flood?

Yes (Go to 3h) No (Go to 3i)

3h. Will the cost of protecting the roadway and/or embankment from severe damage 

caused by overtopping exceed the cost of providing additional culvert or bridge 

capacity?

No (Go to 3i); Yes (Go to 3i)

3i. Is there damage potential to the structure caused by scour, ice, debris or other 

means during the lesser of the overtopping flood or the 100 year flood?

Yes (Go to 3j) No (Go to 4)

3j. Will the cost of protecting the structure from damage exceed the cost of providing 

additional culvert or bridge water capacity?

No (Go to 4); protecting abutments from scour by riprap. Yes (Go to 4)

4. Will the capital cost of the structure exceed $1,000,000?

No (Go to 5); Yes (Go to 5)

5. In your opinion, are there any other factors that you feel should require further study 

through a risk analysis?

No (Go to 6); Yes (Indicate)
6. If there are no √'s in the LTEC Design column on the right, proceed with the design, 

selecting the lowest acceptable grade line and the smallest waterway opening consistent 

with the constraints imposed on the project. The risk assessment has demonstrated 

that potential flood damage costs, traffic related costs, roadway and/or structure repair 

costs are minor and therefore disregarded for this project. 

One or more √’s in the LTEC Design column indicates further analysis in the category 

checked may be required utilizing the LTEC design process or justification (below) why 

it is not required.

JUSTIFICATION: 

I hereby certify that this plan, specification, or report was prepared by me or under my 

direct supervision and that I am a duly Licensed Professional Engineer under the laws 

of the State of Minnesota:

Signature:

License Number: Date:
 STATE AID FOR LOCAL TRANSPORTATION Feb 2011

 HYDRAULIC FLOOD ANALYSIS Page 1 of 1

Bridge Number _____________ Date______________

* Stream name ____________________

Drainage area ____________________

Flood of record ____________________

Maximum observed highwater elevation ____________________

* Design flood ( - year frequency) ____________________

Road sag point elevation ____________________

Design stage ____________________

Total stage increase ____________________

* Headwater elevation ____________________

Stage increase of the inplace condition ____________________

Min. waterway opening below elevation ____________________

Low member at or above elevation ____________________

Mean velocity through structure ____________________

Main channel velocity ____________________

Overtopping flood or Greatest flood (500 -year

frequency) ____________________

Road sag point elevation ____________________

Stage ____________________

Total stage increase ____________________

* Headwater elevation ____________________

Stage increase of the inplace condition ____________________

Mean velocity through structure ____________________

* Basic flood (100-year frequency) ____________________

Stage

Total stage increase ____________________

* Headwater elevation ____________________

Stage increase of the inplace condition ____________________

Min. overflow area above sag point elev. ____________________

Mean overflow velocity ____________________

Mean velocity through structure ____________________

Approximate flowline elevation ____________________

Estimated pier scour elevation ____________________

Year frequency scour was calculated for ____________________

Skew ____________________

Scour Code ____________________

*Items to be shown on Grading Plan

*Elevation datum NAVD88 [adjusted]
RISK ASSESSMENT FOR ENCROACHMENT DESIGN 

Date: 3/10/2011

District: 8 County: Kandiyohi Vicinity of: Approx. 0.4 miles north of TH40 in Willmar, MN

DATA REQUIREMENTS

1. Location of Crossing: TH 12 C.S. M.P.

Sec. 17 T 119N R 35W

2. Name of Stream: Hawk Creek Bridge No. Old: 8468 New:

3. Current ADT: 730 Projected ADT:

4. Practicable detour available

Yes No

If no is checked, please explain:

If there is no practicable detour available, then the use of the road must be analyzed. Considerations such as 

emergency vehicle access, emergency supply and evacuation route, and the need for school bus, milk and mail 

routes should be studied. Factors to consider for this analysis include design frequency, depth, duration, and 

frequency of inundation if appropriate, and available funding. 

5. Hydraulic Data: (Fill in as appropriate) 

Elevation Datum: NAVD88

Q2 = cfs HW2 Elevation ft

Q5 = cfs HW5 Elevation ft

Q10 = cfs HW10 Elevation ft

Q25 = cfs HW25 Elevation ft

Q50 = 496 cfs HW50 Elevation 1118.98 ft

Q100 = 616 cfs HW100 Elevation 1119.93 ft

Q500 = 931 cfs HW500 Elevation 1124.2 ft

Approximate Flowline Elevation: 1115 Ft

Design Frequency Event:

100-yr 50-yr 25-yr 10-yr

Reasons for selecting Design Frequency: Minnesota State Statute 6115.0231

6. Magnitude and Frequency of the smaller of "Overtopping" or "500 yr." (Greatest) flood: 500-year

7. Low member elevation: N/A - culvert

8. Minimum roadway overflow elevation if appropriate: 1124.3

9. Elevation of high risk property, i.e. residences: N/A

Other buildings

10. Horizontal location of overflow:

At Structure (See 12) Not At Structure:

11. Type of proposed structure:

Bridge (See 12) Culvert(s)
12 If the proposed structure is a bridge with the sag point located on the bridge and there is ice and debris potential, 

strong consideration should be given to using Q50 as design discharge with 3’ of clearance between the 50 year 

tailwater stage and low member.

1. BACKWATER DAMAGE - Major flood damage in this context refers to shopping 

centers, hospitals, chemical plants, power plants, housing developments, etc.

LTEC Design

1a. Is the overtopping flood greater than the 100 yr. flood?

Yes (Go to 1b) No (Go to 1e)

1b. Is the overtopping flood greater than the "greatest" flood (500 yr. Frequency)?

Yes (Go to 1d) No (Go to 1c)

1c. Is there major flood damage potential for the overtopping flood?

No (Go to 1e) Yes (Go to 1e)

1d. Is there major flood damage potential for the greatest flood (500 year frequency)?

No (Go to 1e) Yes (Go to 1e)

1e. Will there be flood damage potential to residence(s) or other buildings during a 

100 yr. flood?

Yes (Go to 1f) No (Go to 2)

1f. Could this flood damage occur even if the roadway crossing wasn't there?

Yes (Go to 1g) No (Go to 1h)

1g. Could this flood damage be significantly increased by the backwater caused by 

the proposed crossing?

Yes (Go to 1h) No (Go to 2)

1h. Could the stream crossing be designed in such a manner so as to minimize this 

potential flood damage?

Yes (Go to 1i) No (Go to 2)

1i. Does the value of the building(s) and/or its contents have sufficient value to justify 

further evaluation of risk and potential flood damage?

No (Go to 2) Yes (Go to 2)

2. TRAFFIC RELATED LOSSES

2a. Is the overtopping flood greater than the "greatest" flood (500 yr. frequency)?

Yes (Go to 3) No (Go to 2b)

2b. Does the ADT exceed 50 vehicles per day?

Yes (Go to 2c) No (Go to 3)

2c. Would the (duration of road closure in days) multiplied by the (length of detour 

minus the length of normal route in miles) exceed 20?

Yes (Go to 2d) No (Go to 3)

2d. Does the annual risk cost for traffic related costs exceed 10% of the annual capital 

costs?

No (Go to 3) (See figures A and B – Appendix A(2) - for Assistance) Yes (Go to 3)
3. ROADWAY AND/OR STRUCTURE REPAIR COSTS 

3a. Is the overtopping flood less than a 100 year frequency flood?

Yes (Go to 3b) No (Go to 3i)

3b. Compare the Tailwater (TW) elevation with the roadway sag point elevation for 

the overtopping flood. Check the appropriate category.

When TW is above the sag point (Go to 4) TW is between 0 and 0.5' below sag point (Go to 3c) TW is between 0.5' and 1.0' below sag point (Go to 3d) When TW is 1.0' and 2.0' below sag point (Go to 3e) When TW is more than 2.0' below sag point (Go to 3g)

3c. Does the embankment have a good erosion resistant vegetative cover?

Yes (Go to 3i) No (Go to 3d)

3d. Is the shoulder constructed from erosion resistant material such as paved, coarse 

gravel, or clay type soil?

Yes (Go to 3i) No (Go to 3e)

3e. Will the duration of overtopping for the 25-year flood exceed 1 hour?

Yes (Go to 3f) No (Go to 3i)

3f. Is the embankment constructed from erosion resistant material such as a clay 

type soil?

Yes (Go to 3i) No (Go to 3g)

3g. Is the overtopping flood less than a 25-year frequency flood?

Yes (Go to 3h) No (Go to 3i)

3h. Will the cost of protecting the roadway and/or embankment from severe damage 

caused by overtopping exceed the cost of providing additional culvert or bridge 

capacity?

No (Go to 3i); Yes (Go to 3i)

3i. Is there damage potential to the structure caused by scour, ice, debris or other 

means during the lesser of the overtopping flood or the 100 year flood?

Yes (Go to 3j) No (Go to 4)

3j. Will the cost of protecting the structure from damage exceed the cost of providing 

additional culvert or bridge water capacity?

No (Go to 4); protecting abutments from scour by riprap. Yes (Go to 4)

4. Will the capital cost of the structure exceed $1,000,000?

No (Go to 5); Yes (Go to 5)

5. In your opinion, are there any other factors that you feel should require further study 

through a risk analysis?

No (Go to 6); Yes (Indicate)
6. If there are no √'s in the LTEC Design column on the right, proceed with the design, 

selecting the lowest acceptable grade line and the smallest waterway opening consistent 

with the constraints imposed on the project. The risk assessment has demonstrated 

that potential flood damage costs, traffic related costs, roadway and/or structure repair 

costs are minor and therefore disregarded for this project. 

One or more √’s in the LTEC Design column indicates further analysis in the category 

checked may be required utilizing the LTEC design process or justification (below) why 

it is not required.

JUSTIFICATION: 

I hereby certify that this plan, specification, or report was prepared by me or under my 

direct supervision and that I am a duly Licensed Professional Engineer under the laws 

of the State of Minnesota:

Signature:

License Number: Date:
 STATE AID FOR LOCAL TRANSPORTATION Feb 2011

 HYDRAULIC FLOOD ANALYSIS Page 1 of 1

Bridge Number _____________ Date______________

* Stream name ____________________

Drainage area ____________________

Flood of record ____________________

Maximum observed highwater elevation ____________________

* Design flood ( - year frequency) ____________________

Road sag point elevation ____________________

Design stage ____________________

Total stage increase ____________________

* Headwater elevation ____________________

Stage increase of the inplace condition ____________________

Min. waterway opening below elevation ____________________

Low member at or above elevation ____________________

Mean velocity through structure ____________________

Main channel velocity ____________________

Overtopping flood or Greatest flood (500 -year

frequency) ____________________

Road sag point elevation ____________________

Stage ____________________

Total stage increase ____________________

* Headwater elevation ____________________

Stage increase of the inplace condition ____________________

Mean velocity through structure ____________________

* Basic flood (100-year frequency) ____________________

Stage

Total stage increase ____________________

* Headwater elevation ____________________

Stage increase of the inplace condition ____________________

Min. overflow area above sag point elev. ____________________

Mean overflow velocity ____________________

Mean velocity through structure ____________________

Approximate flowline elevation ____________________

Estimated pier scour elevation ____________________

Year frequency scour was calculated for ____________________

Skew ____________________

Scour Code ____________________

*Items to be shown on Grading Plan

*Elevation datum NAVD88 [adjusted]
RISK ASSESSMENT FOR ENCROACHMENT DESIGN 

Date: 3/10/2011

District: 8 County: Kandiyohi Vicinity of: Approx. 0.3 miles west of CSAH55 in Willmar, 

MN

DATA REQUIREMENTS

1. Location of Crossing: TH 40 C.S. M.P.

Sec. 17 T 119N R 35W

2. Name of Stream: Hawk Creek Bridge No. Old: 91329 New:

3. Current ADT: 1400 Projected ADT:

4. Practicable detour available

Yes No

If no is checked, please explain:

If there is no practicable detour available, then the use of the road must be analyzed. Considerations such as 

emergency vehicle access, emergency supply and evacuation route, and the need for school bus, milk and mail 

routes should be studied. Factors to consider for this analysis include design frequency, depth, duration, and 

frequency of inundation if appropriate, and available funding. 

5. Hydraulic Data: (Fill in as appropriate) 

Elevation Datum: NAVD88

Q2 = cfs HW2 Elevation ft

Q5 = cfs HW5 Elevation ft

Q10 = cfs HW10 Elevation ft

Q25 = cfs HW25 Elevation ft

Q50 = 496 cfs HW50 Elevation 1109.78 ft

Q100 = 616 cfs HW100 Elevation 1110.62 ft

Q500 = 931 cfs HW500 Elevation 1112.67 ft

Approximate Flowline Elevation: 1103.4 Ft

Design Frequency Event:

100-yr 50-yr 25-yr 10-yr

Reasons for selecting Design Frequency: Minnesota State Statute 6115.0231

6. Magnitude and Frequency of the smaller of "Overtopping" or "500 yr." (Greatest) flood: 500-year

7. Low member elevation: 1113.4

8. Minimum roadway overflow elevation if appropriate: 1118.9 at station 406+00

9. Elevation of high risk property, i.e. residences: N/A

Other buildings

10. Horizontal location of overflow:

At Structure (See 12) Not At Structure:

11. Type of proposed structure:

Bridge (See 12) Culvert(s)
12 If the proposed structure is a bridge with the sag point located on the bridge and there is ice and debris potential, 

strong consideration should be given to using Q50 as design discharge with 3’ of clearance between the 50 year 

tailwater stage and low member.

1. BACKWATER DAMAGE - Major flood damage in this context refers to shopping 

centers, hospitals, chemical plants, power plants, housing developments, etc.

LTEC Design

1a. Is the overtopping flood greater than the 100 yr. flood?

Yes (Go to 1b) No (Go to 1e)

1b. Is the overtopping flood greater than the "greatest" flood (500 yr. Frequency)?

Yes (Go to 1d) No (Go to 1c)

1c. Is there major flood damage potential for the overtopping flood?

No (Go to 1e) Yes (Go to 1e)

1d. Is there major flood damage potential for the greatest flood (500 year frequency)?

No (Go to 1e) Yes (Go to 1e)

1e. Will there be flood damage potential to residence(s) or other buildings during a 

100 yr. flood?

Yes (Go to 1f) No (Go to 2)

1f. Could this flood damage occur even if the roadway crossing wasn't there?

Yes (Go to 1g) No (Go to 1h)

1g. Could this flood damage be significantly increased by the backwater caused by 

the proposed crossing?

Yes (Go to 1h) No (Go to 2)

1h. Could the stream crossing be designed in such a manner so as to minimize this 

potential flood damage?

Yes (Go to 1i) No (Go to 2)

1i. Does the value of the building(s) and/or its contents have sufficient value to justify 

further evaluation of risk and potential flood damage?

No (Go to 2) Yes (Go to 2)

2. TRAFFIC RELATED LOSSES

2a. Is the overtopping flood greater than the "greatest" flood (500 yr. frequency)?

Yes (Go to 3) No (Go to 2b)

2b. Does the ADT exceed 50 vehicles per day?

Yes (Go to 2c) No (Go to 3)

2c. Would the (duration of road closure in days) multiplied by the (length of detour 

minus the length of normal route in miles) exceed 20?

Yes (Go to 2d) No (Go to 3)

2d. Does the annual risk cost for traffic related costs exceed 10% of the annual capital 

costs?

No (Go to 3) (See figures A and B – Appendix A(2) - for Assistance) Yes (Go to 3)
3. ROADWAY AND/OR STRUCTURE REPAIR COSTS 

3a. Is the overtopping flood less than a 100 year frequency flood?

Yes (Go to 3b) No (Go to 3i)

3b. Compare the Tailwater (TW) elevation with the roadway sag point elevation for 

the overtopping flood. Check the appropriate category.

When TW is above the sag point (Go to 4) TW is between 0 and 0.5' below sag point (Go to 3c) TW is between 0.5' and 1.0' below sag point (Go to 3d) When TW is 1.0' and 2.0' below sag point (Go to 3e) When TW is more than 2.0' below sag point (Go to 3g)

3c. Does the embankment have a good erosion resistant vegetative cover?

Yes (Go to 3i) No (Go to 3d)

3d. Is the shoulder constructed from erosion resistant material such as paved, coarse 

gravel, or clay type soil?

Yes (Go to 3i) No (Go to 3e)

3e. Will the duration of overtopping for the 25-year flood exceed 1 hour?

Yes (Go to 3f) No (Go to 3i)

3f. Is the embankment constructed from erosion resistant material such as a clay 

type soil?

Yes (Go to 3i) No (Go to 3g)

3g. Is the overtopping flood less than a 25-year frequency flood?

Yes (Go to 3h) No (Go to 3i)

3h. Will the cost of protecting the roadway and/or embankment from severe damage 

caused by overtopping exceed the cost of providing additional culvert or bridge 

capacity?

No (Go to 3i); Yes (Go to 3i)

3i. Is there damage potential to the structure caused by scour, ice, debris or other 

means during the lesser of the overtopping flood or the 100 year flood?

Yes (Go to 3j) No (Go to 4)

3j. Will the cost of protecting the structure from damage exceed the cost of providing 

additional culvert or bridge water capacity?

No (Go to 4); protecting abutments from scour by riprap. Yes (Go to 4)

4. Will the capital cost of the structure exceed $1,000,000?

No (Go to 5); Yes (Go to 5)

5. In your opinion, are there any other factors that you feel should require further study 

through a risk analysis?

No (Go to 6); Yes (Indicate)
6. If there are no √'s in the LTEC Design column on the right, proceed with the design, 

selecting the lowest acceptable grade line and the smallest waterway opening consistent 

with the constraints imposed on the project. The risk assessment has demonstrated 

that potential flood damage costs, traffic related costs, roadway and/or structure repair 

costs are minor and therefore disregarded for this project. 

One or more √’s in the LTEC Design column indicates further analysis in the category 

checked may be required utilizing the LTEC design process or justification (below) why 

it is not required.

JUSTIFICATION: 

I hereby certify that this plan, specification, or report was prepared by me or under my 

direct supervision and that I am a duly Licensed Professional Engineer under the laws 

of the State of Minnesota:

Signature:

License Number: Date:
 STATE AID FOR LOCAL TRANSPORTATION Feb 2011

 HYDRAULIC FLOOD ANALYSIS Page 1 of 1

Bridge Number _____________ Date______________

* Stream name ____________________

Drainage area ____________________

Flood of record ____________________

Maximum observed highwater elevation ____________________

* Design flood ( - year frequency) ____________________

Road sag point elevation ____________________

Design stage ____________________

Total stage increase ____________________

* Headwater elevation ____________________

Stage increase of the inplace condition ____________________

Min. waterway opening below elevation ____________________

Low member at or above elevation ____________________

Mean velocity through structure ____________________

Main channel velocity ____________________

Overtopping flood or Greatest flood (500 -year

frequency) ____________________

Road sag point elevation ____________________

Stage ____________________

Total stage increase ____________________

* Headwater elevation ____________________

Stage increase of the inplace condition ____________________

Mean velocity through structure ____________________

* Basic flood (100-year frequency) ____________________

Stage

Total stage increase ____________________

* Headwater elevation ____________________

Stage increase of the inplace condition ____________________

Min. overflow area above sag point elev. ____________________

Mean overflow velocity ____________________

Mean velocity through structure ____________________

Approximate flowline elevation ____________________

Estimated pier scour elevation ____________________

Year frequency scour was calculated for ____________________

Skew ____________________

Scour Code ____________________

*Items to be shown on Grading Plan

*Elevation datum NAVD88 [adjusted]
RISK ASSESSMENT FOR ENCROACHMENT DESIGN 

Date: 3/10/2011

District: 8 County: Kandiyohi Vicinity of: Northeast of intersection of CSAH55 and TH40 in 

Willmar MN

DATA REQUIREMENTS

1. Location of Crossing: BNSF RR sta 

104+95

C.S. M.P.

Sec. 17 T 119N R 35W

2. Name of Stream: Hawk Creek Bridge No. Old: N/A New:

3. Current ADT: N/A Projected ADT: N/A

4. Practicable detour available

Yes No

If no is checked, please explain:

If there is no practicable detour available, then the use of the road must be analyzed. Considerations such as 

emergency vehicle access, emergency supply and evacuation route, and the need for school bus, milk and mail 

routes should be studied. Factors to consider for this analysis include design frequency, depth, duration, and 

frequency of inundation if appropriate, and available funding. 

5. Hydraulic Data: (Fill in as appropriate) 

Elevation Datum: NAVD88

Q2 = cfs HW2 Elevation ft

Q5 = cfs HW5 Elevation ft

Q10 = cfs HW10 Elevation ft

Q25 = cfs HW25 Elevation ft

Q50 = 496 cfs HW50 Elevation 1113.38 ft

Q100 = 616 cfs HW100 Elevation 1114.42 ft

Q500 = 931 cfs HW500 Elevation 1117.44 ft

Approximate Flowline Elevation: 1106.5 Ft

Design Frequency Event:

100-yr 50-yr 25-yr 10-yr

Reasons for selecting Design Frequency: Minnesota State Statute 6115.0231 - N/A to Railroad

6. Magnitude and Frequency of the smaller of "Overtopping" or "500 yr." (Greatest) flood: 500-year

7. Low member elevation: 1116.0 (top of culvert)

8. Minimum roadway overflow elevation if appropriate: Railroad sag point elevation is 1118.72 @ station 8+45

9. Elevation of high risk property, i.e. residences: N/A

Other buildings

10. Horizontal location of overflow:

At Structure (See 12) Not At Structure:

11. Type of proposed structure:

Bridge (See 12) Culvert(s)
12 If the proposed structure is a bridge with the sag point located on the bridge and there is ice and debris potential, 

strong consideration should be given to using Q50 as design discharge with 3’ of clearance between the 50 year 

tailwater stage and low member.

1. BACKWATER DAMAGE - Major flood damage in this context refers to shopping 

centers, hospitals, chemical plants, power plants, housing developments, etc.

LTEC Design

1a. Is the overtopping flood greater than the 100 yr. flood?

Yes (Go to 1b) No (Go to 1e)

1b. Is the overtopping flood greater than the "greatest" flood (500 yr. Frequency)?

Yes (Go to 1d) No (Go to 1c)

1c. Is there major flood damage potential for the overtopping flood?

No (Go to 1e) Yes (Go to 1e)

1d. Is there major flood damage potential for the greatest flood (500 year frequency)?

No (Go to 1e) Yes (Go to 1e)

1e. Will there be flood damage potential to residence(s) or other buildings during a 

100 yr. flood?

Yes (Go to 1f) No (Go to 2)

1f. Could this flood damage occur even if the roadway crossing wasn't there?

Yes (Go to 1g) No (Go to 1h)

1g. Could this flood damage be significantly increased by the backwater caused by 

the proposed crossing?

Yes (Go to 1h) No (Go to 2)

1h. Could the stream crossing be designed in such a manner so as to minimize this 

potential flood damage?

Yes (Go to 1i) No (Go to 2)

1i. Does the value of the building(s) and/or its contents have sufficient value to justify 

further evaluation of risk and potential flood damage?

No (Go to 2) Yes (Go to 2)

2. TRAFFIC RELATED LOSSES

2a. Is the overtopping flood greater than the "greatest" flood (500 yr. frequency)?

Yes (Go to 3) No (Go to 2b)

2b. Does the ADT exceed 50 vehicles per day?

Yes (Go to 2c) No (Go to 3)

2c. Would the (duration of road closure in days) multiplied by the (length of detour 

minus the length of normal route in miles) exceed 20?

Yes (Go to 2d) No (Go to 3)

2d. Does the annual risk cost for traffic related costs exceed 10% of the annual capital 

costs?

No (Go to 3) (See figures A and B – Appendix A(2) - for Assistance) Yes (Go to 3)
3. ROADWAY AND/OR STRUCTURE REPAIR COSTS 

3a. Is the overtopping flood less than a 100 year frequency flood?

Yes (Go to 3b) No (Go to 3i)

3b. Compare the Tailwater (TW) elevation with the roadway sag point elevation for 

the overtopping flood. Check the appropriate category.

When TW is above the sag point (Go to 4) TW is between 0 and 0.5' below sag point (Go to 3c) TW is between 0.5' and 1.0' below sag point (Go to 3d) When TW is 1.0' and 2.0' below sag point (Go to 3e) When TW is more than 2.0' below sag point (Go to 3g)

3c. Does the embankment have a good erosion resistant vegetative cover?

Yes (Go to 3i) No (Go to 3d)

3d. Is the shoulder constructed from erosion resistant material such as paved, coarse 

gravel, or clay type soil?

Yes (Go to 3i) No (Go to 3e)

3e. Will the duration of overtopping for the 25-year flood exceed 1 hour?

Yes (Go to 3f) No (Go to 3i)

3f. Is the embankment constructed from erosion resistant material such as a clay 

type soil?

Yes (Go to 3i) No (Go to 3g)

3g. Is the overtopping flood less than a 25-year frequency flood?

Yes (Go to 3h) No (Go to 3i)

3h. Will the cost of protecting the roadway and/or embankment from severe damage 

caused by overtopping exceed the cost of providing additional culvert or bridge 

capacity?

No (Go to 3i); Yes (Go to 3i)

3i. Is there damage potential to the structure caused by scour, ice, debris or other 

means during the lesser of the overtopping flood or the 100 year flood?

Yes (Go to 3j) No (Go to 4)

3j. Will the cost of protecting the structure from damage exceed the cost of providing 

additional culvert or bridge water capacity?

No (Go to 4); protecting abutments from scour by riprap. Yes (Go to 4)

4. Will the capital cost of the structure exceed $1,000,000?

No (Go to 5); Yes (Go to 5)

5. In your opinion, are there any other factors that you feel should require further study 

through a risk analysis?

No (Go to 6); Yes (Indicate)
6. If there are no √'s in the LTEC Design column on the right, proceed with the design, 

selecting the lowest acceptable grade line and the smallest waterway opening consistent 

with the constraints imposed on the project. The risk assessment has demonstrated 

that potential flood damage costs, traffic related costs, roadway and/or structure repair 

costs are minor and therefore disregarded for this project. 

One or more √’s in the LTEC Design column indicates further analysis in the category 

checked may be required utilizing the LTEC design process or justification (below) why 

it is not required.

JUSTIFICATION: 

I hereby certify that this plan, specification, or report was prepared by me or under my 

direct supervision and that I am a duly Licensed Professional Engineer under the laws 

of the State of Minnesota:

Signature:

License Number: Date:
 STATE AID FOR LOCAL TRANSPORTATION Feb 2011

 HYDRAULIC FLOOD ANALYSIS Page 1 of 1

Bridge Number _____________ Date______________

* Stream name ____________________

Drainage area ____________________

Flood of record ____________________

Maximum observed highwater elevation ____________________

* Design flood ( - year frequency) ____________________

Road sag point elevation ____________________

Design stage ____________________

Total stage increase ____________________

* Headwater elevation ____________________

Stage increase of the inplace condition ____________________

Min. waterway opening below elevation ____________________

Low member at or above elevation ____________________

Mean velocity through structure ____________________

Main channel velocity ____________________

Overtopping flood or Greatest flood (500 -year

frequency) ____________________

Road sag point elevation ____________________

Stage ____________________

Total stage increase ____________________

* Headwater elevation ____________________

Stage increase of the inplace condition ____________________

Mean velocity through structure ____________________

* Basic flood (100-year frequency) ____________________

Stage

Total stage increase ____________________

* Headwater elevation ____________________

Stage increase of the inplace condition ____________________

Min. overflow area above sag point elev. ____________________

Mean overflow velocity ____________________

Mean velocity through structure ____________________

Approximate flowline elevation ____________________

Estimated pier scour elevation ____________________

Year frequency scour was calculated for ____________________

Skew ____________________

Scour Code ____________________

*Items to be shown on Grading Plan

*Elevation datum NAVD88 [adjusted]
RISK ASSESSMENT FOR ENCROACHMENT DESIGN 

Date: 3/10/2011

District: 8 County: Kandiyohi Vicinity of: EAst of CSAH 55 in Willmar MN

DATA REQUIREMENTS

1. Location of Crossing: BNSF RR sta 

18+54

C.S. M.P.

Sec. 17 T 119N R 35W

2. Name of Stream: County Ditch 46 Bridge No. Old: N/A New:

3. Current ADT: N/A Projected ADT: N/A

4. Practicable detour available

Yes No

If no is checked, please explain:

If there is no practicable detour available, then the use of the road must be analyzed. Considerations such as 

emergency vehicle access, emergency supply and evacuation route, and the need for school bus, milk and mail 

routes should be studied. Factors to consider for this analysis include design frequency, depth, duration, and 

frequency of inundation if appropriate, and available funding. 

5. Hydraulic Data: (Fill in as appropriate) 

Elevation Datum: NAVD88

Q2 = cfs HW2 Elevation ft

Q5 = cfs HW5 Elevation ft

Q10 = cfs HW10 Elevation ft

Q25 = cfs HW25 Elevation ft

Q50 = 218 cfs HW50 Elevation 1110.53 ft

Q100 = 279 cfs HW100 Elevation 1111.37 ft

Q500 = 446 cfs HW500 Elevation 1113.3 ft

Approximate Flowline Elevation: 1104.3 Ft

Design Frequency Event:

100-yr 50-yr 25-yr 10-yr

Reasons for selecting Design Frequency: Minnesota State Statute 6115.0231 - N/A to Railroad

6. Magnitude and Frequency of the smaller of "Overtopping" or "500 yr." (Greatest) flood: 500-year

7. Low member elevation: 1114.3 (top of culvert)

8. Minimum roadway overflow elevation if appropriate: Railroad sag point is 1118.72 @ station 8+45

9. Elevation of high risk property, i.e. residences: N/A

Other buildings

10. Horizontal location of overflow:

At Structure (See 12) Not At Structure:

11. Type of proposed structure:

Bridge (See 12) Culvert(s)
12 If the proposed structure is a bridge with the sag point located on the bridge and there is ice and debris potential, 

strong consideration should be given to using Q50 as design discharge with 3’ of clearance between the 50 year 

tailwater stage and low member.

1. BACKWATER DAMAGE - Major flood damage in this context refers to shopping 

centers, hospitals, chemical plants, power plants, housing developments, etc.

LTEC Design

1a. Is the overtopping flood greater than the 100 yr. flood?

Yes (Go to 1b) No (Go to 1e)

1b. Is the overtopping flood greater than the "greatest" flood (500 yr. Frequency)?

Yes (Go to 1d) No (Go to 1c)

1c. Is there major flood damage potential for the overtopping flood?

No (Go to 1e) Yes (Go to 1e)

1d. Is there major flood damage potential for the greatest flood (500 year frequency)?

No (Go to 1e) Yes (Go to 1e)

1e. Will there be flood damage potential to residence(s) or other buildings during a 

100 yr. flood?

Yes (Go to 1f) No (Go to 2)

1f. Could this flood damage occur even if the roadway crossing wasn't there?

Yes (Go to 1g) No (Go to 1h)

1g. Could this flood damage be significantly increased by the backwater caused by 

the proposed crossing?

Yes (Go to 1h) No (Go to 2)

1h. Could the stream crossing be designed in such a manner so as to minimize this 

potential flood damage?

Yes (Go to 1i) No (Go to 2)

1i. Does the value of the building(s) and/or its contents have sufficient value to justify 

further evaluation of risk and potential flood damage?

No (Go to 2) Yes (Go to 2)

2. TRAFFIC RELATED LOSSES

2a. Is the overtopping flood greater than the "greatest" flood (500 yr. frequency)?

Yes (Go to 3) No (Go to 2b)

2b. Does the ADT exceed 50 vehicles per day?

Yes (Go to 2c) No (Go to 3)

2c. Would the (duration of road closure in days) multiplied by the (length of detour 

minus the length of normal route in miles) exceed 20?

Yes (Go to 2d) No (Go to 3)

2d. Does the annual risk cost for traffic related costs exceed 10% of the annual capital 

costs?

No (Go to 3) (See figures A and B – Appendix A(2) - for Assistance) Yes (Go to 3)
3. ROADWAY AND/OR STRUCTURE REPAIR COSTS 

3a. Is the overtopping flood less than a 100 year frequency flood?

Yes (Go to 3b) No (Go to 3i)

3b. Compare the Tailwater (TW) elevation with the roadway sag point elevation for 

the overtopping flood. Check the appropriate category.

When TW is above the sag point (Go to 4) TW is between 0 and 0.5' below sag point (Go to 3c) TW is between 0.5' and 1.0' below sag point (Go to 3d) When TW is 1.0' and 2.0' below sag point (Go to 3e) When TW is more than 2.0' below sag point (Go to 3g)

3c. Does the embankment have a good erosion resistant vegetative cover?

Yes (Go to 3i) No (Go to 3d)

3d. Is the shoulder constructed from erosion resistant material such as paved, coarse 

gravel, or clay type soil?

Yes (Go to 3i) No (Go to 3e)

3e. Will the duration of overtopping for the 25-year flood exceed 1 hour?

Yes (Go to 3f) No (Go to 3i)

3f. Is the embankment constructed from erosion resistant material such as a clay 

type soil?

Yes (Go to 3i) No (Go to 3g)

3g. Is the overtopping flood less than a 25-year frequency flood?

Yes (Go to 3h) No (Go to 3i)

3h. Will the cost of protecting the roadway and/or embankment from severe damage 

caused by overtopping exceed the cost of providing additional culvert or bridge 

capacity?

No (Go to 3i); Yes (Go to 3i)

3i. Is there damage potential to the structure caused by scour, ice, debris or other 

means during the lesser of the overtopping flood or the 100 year flood?

Yes (Go to 3j) No (Go to 4)

3j. Will the cost of protecting the structure from damage exceed the cost of providing 

additional culvert or bridge water capacity?

No (Go to 4); protecting abutments from scour by riprap. Yes (Go to 4)

4. Will the capital cost of the structure exceed $1,000,000?

No (Go to 5); Yes (Go to 5)

5. In your opinion, are there any other factors that you feel should require further study 

through a risk analysis?

No (Go to 6); Yes (Indicate)
6. If there are no √'s in the LTEC Design column on the right, proceed with the design, 

selecting the lowest acceptable grade line and the smallest waterway opening consistent 

with the constraints imposed on the project. The risk assessment has demonstrated 

that potential flood damage costs, traffic related costs, roadway and/or structure repair 

costs are minor and therefore disregarded for this project. 

One or more √’s in the LTEC Design column indicates further analysis in the category 

checked may be required utilizing the LTEC design process or justification (below) why 

it is not required.

JUSTIFICATION: 

I hereby certify that this plan, specification, or report was prepared by me or under my 

direct supervision and that I am a duly Licensed Professional Engineer under the laws 

of the State of Minnesota:

Signature:

License Number: Date:
 STATE AID FOR LOCAL TRANSPORTATION Feb 2011

 HYDRAULIC FLOOD ANALYSIS Page 1 of 1

Bridge Number _____________ Date______________

* Stream name ____________________

Drainage area ____________________

Flood of record ____________________

Maximum observed highwater elevation ____________________

* Design flood ( - year frequency) ____________________

Road sag point elevation ____________________

Design stage ____________________

Total stage increase ____________________

* Headwater elevation ____________________

Stage increase of the inplace condition ____________________

Min. waterway opening below elevation ____________________

Low member at or above elevation ____________________

Mean velocity through structure ____________________

Main channel velocity ____________________

Overtopping flood or Greatest flood (500 -year

frequency) ____________________

Road sag point elevation ____________________

Stage ____________________

Total stage increase ____________________

* Headwater elevation ____________________

Stage increase of the inplace condition ____________________

Mean velocity through structure ____________________

* Basic flood (100-year frequency) ____________________

Stage

Total stage increase ____________________

* Headwater elevation ____________________

Stage increase of the inplace condition ____________________

Min. overflow area above sag point elev. ____________________

Mean overflow velocity ____________________

Mean velocity through structure ____________________

Approximate flowline elevation ____________________

Estimated pier scour elevation ____________________

Year frequency scour was calculated for ____________________

Skew ____________________

Scour Code ____________________

*Items to be shown on Grading Plan

*Elevation datum NAVD88 [adjusted]
RISK ASSESSMENT FOR ENCROACHMENT DESIGN 

Date: 3/10/2011

District: 8 County: Kandiyohi Vicinity of: Approx 600' west of 30th Avenue NW in Willmar 

MN11

DATA REQUIREMENTS

1. Location of Crossing: Proposed 

TH12

C.S. M.P.

Sec. 17 T 119N R 35W

2. Name of Stream: Unnamed tributary to Hawk 

Creek

Bridge No. Old: N/A New:

3. Current ADT: N/A Projected ADT: 6400

4. Practicable detour available

Yes No

If no is checked, please explain:

If there is no practicable detour available, then the use of the road must be analyzed. Considerations such as 

emergency vehicle access, emergency supply and evacuation route, and the need for school bus, milk and mail 

routes should be studied. Factors to consider for this analysis include design frequency, depth, duration, and 

frequency of inundation if appropriate, and available funding. 

5. Hydraulic Data: (Fill in as appropriate) 

Elevation Datum: NAVD88

Q2 = cfs HW2 Elevation ft

Q5 = cfs HW5 Elevation ft

Q10 = 25 cfs HW10 Elevation 1115.87 ft

Q25 = cfs HW25 Elevation ft

Q50 = 32 cfs HW50 Elevation 1116.19 ft

Q100 = 52 cfs HW100 Elevation 1116.99 ft

Q500 = cfs HW500 Elevation ft

Approximate Flowline Elevation: 1113.5 Ft

Design Frequency Event:

100-yr 50-yr 25-yr 10-yr

Reasons for selecting Design Frequency: Minnesota State Statute 6115.0231

6. Magnitude and Frequency of the smaller of "Overtopping" or "500 yr." (Greatest) flood: 500-year

7. Low member elevation: 1117.24 (top of culvert)

8. Minimum roadway overflow elevation if appropriate: 1122

9. Elevation of high risk property, i.e. residences: N/A

Other buildings

10. Horizontal location of overflow:

At Structure (See 12) Not At Structure:

11. Type of proposed structure:

Bridge (See 12) Culvert(s)
12 If the proposed structure is a bridge with the sag point located on the bridge and there is ice and debris potential, 

strong consideration should be given to using Q50 as design discharge with 3’ of clearance between the 50 year 

tailwater stage and low member.

1. BACKWATER DAMAGE - Major flood damage in this context refers to shopping 

centers, hospitals, chemical plants, power plants, housing developments, etc.

LTEC Design

1a. Is the overtopping flood greater than the 100 yr. flood?

Yes (Go to 1b) No (Go to 1e)

1b. Is the overtopping flood greater than the "greatest" flood (500 yr. Frequency)?

Yes (Go to 1d) No (Go to 1c)

1c. Is there major flood damage potential for the overtopping flood?

No (Go to 1e) Yes (Go to 1e)

1d. Is there major flood damage potential for the greatest flood (500 year frequency)?

No (Go to 1e) Yes (Go to 1e)

1e. Will there be flood damage potential to residence(s) or other buildings during a 

100 yr. flood?

Yes (Go to 1f) No (Go to 2)

1f. Could this flood damage occur even if the roadway crossing wasn't there?

Yes (Go to 1g) No (Go to 1h)

1g. Could this flood damage be significantly increased by the backwater caused by 

the proposed crossing?

Yes (Go to 1h) No (Go to 2)

1h. Could the stream crossing be designed in such a manner so as to minimize this 

potential flood damage?

Yes (Go to 1i) No (Go to 2)

1i. Does the value of the building(s) and/or its contents have sufficient value to justify 

further evaluation of risk and potential flood damage?

No (Go to 2) Yes (Go to 2)

2. TRAFFIC RELATED LOSSES

2a. Is the overtopping flood greater than the "greatest" flood (500 yr. frequency)?

Yes (Go to 3) No (Go to 2b)

2b. Does the ADT exceed 50 vehicles per day?

Yes (Go to 2c) No (Go to 3)

2c. Would the (duration of road closure in days) multiplied by the (length of detour 

minus the length of normal route in miles) exceed 20?

Yes (Go to 2d) No (Go to 3)

2d. Does the annual risk cost for traffic related costs exceed 10% of the annual capital 

costs?

No (Go to 3) (See figures A and B – Appendix A(2) - for Assistance) Yes (Go to 3)
3. ROADWAY AND/OR STRUCTURE REPAIR COSTS 

3a. Is the overtopping flood less than a 100 year frequency flood?

Yes (Go to 3b) No (Go to 3i)

3b. Compare the Tailwater (TW) elevation with the roadway sag point elevation for 

the overtopping flood. Check the appropriate category.

When TW is above the sag point (Go to 4) TW is between 0 and 0.5' below sag point (Go to 3c) TW is between 0.5' and 1.0' below sag point (Go to 3d) When TW is 1.0' and 2.0' below sag point (Go to 3e) When TW is more than 2.0' below sag point (Go to 3g)

3c. Does the embankment have a good erosion resistant vegetative cover?

Yes (Go to 3i) No (Go to 3d)

3d. Is the shoulder constructed from erosion resistant material such as paved, coarse 

gravel, or clay type soil?

Yes (Go to 3i) No (Go to 3e)

3e. Will the duration of overtopping for the 25-year flood exceed 1 hour?

Yes (Go to 3f) No (Go to 3i)

3f. Is the embankment constructed from erosion resistant material such as a clay 

type soil?

Yes (Go to 3i) No (Go to 3g)

3g. Is the overtopping flood less than a 25-year frequency flood?

Yes (Go to 3h) No (Go to 3i)

3h. Will the cost of protecting the roadway and/or embankment from severe damage 

caused by overtopping exceed the cost of providing additional culvert or bridge 

capacity?

No (Go to 3i); Yes (Go to 3i)

3i. Is there damage potential to the structure caused by scour, ice, debris or other 

means during the lesser of the overtopping flood or the 100 year flood?

Yes (Go to 3j) No (Go to 4)

3j. Will the cost of protecting the structure from damage exceed the cost of providing 

additional culvert or bridge water capacity?

No (Go to 4); protecting abutments from scour by riprap. Yes (Go to 4)

4. Will the capital cost of the structure exceed $1,000,000?

No (Go to 5); Yes (Go to 5)

5. In your opinion, are there any other factors that you feel should require further study 

through a risk analysis?

No (Go to 6); Yes (Indicate)
6. If there are no √'s in the LTEC Design column on the right, proceed with the design, 

selecting the lowest acceptable grade line and the smallest waterway opening consistent 

with the constraints imposed on the project. The risk assessment has demonstrated 

that potential flood damage costs, traffic related costs, roadway and/or structure repair 

costs are minor and therefore disregarded for this project. 

One or more √’s in the LTEC Design column indicates further analysis in the category 

checked may be required utilizing the LTEC design process or justification (below) why 

it is not required.

JUSTIFICATION: 

I hereby certify that this plan, specification, or report was prepared by me or under my 

direct supervision and that I am a duly Licensed Professional Engineer under the laws 

of the State of Minnesota:

Signature:

License Number: Date:
 STATE AID FOR LOCAL TRANSPORTATION Feb 2011

 HYDRAULIC FLOOD ANALYSIS Page 1 of 1

Bridge Number _____________ Date______________

* Stream name ____________________

Drainage area ____________________

Flood of record ____________________

Maximum observed highwater elevation ____________________

* Design flood ( - year frequency) ____________________

Road sag point elevation ____________________

Design stage ____________________

Total stage increase ____________________

* Headwater elevation ____________________

Stage increase of the inplace condition ____________________

Min. waterway opening below elevation ____________________

Low member at or above elevation ____________________

Mean velocity through structure ____________________

Main channel velocity ____________________

Overtopping flood or Greatest flood (500 -year

frequency) ____________________

Road sag point elevation ____________________

Stage ____________________

Total stage increase ____________________

* Headwater elevation ____________________

Stage increase of the inplace condition ____________________

Mean velocity through structure ____________________

* Basic flood (100-year frequency) ____________________

Stage

Total stage increase ____________________

* Headwater elevation ____________________

Stage increase of the inplace condition ____________________

Min. overflow area above sag point elev. ____________________

Mean overflow velocity ____________________

Mean velocity through structure ____________________

Approximate flowline elevation ____________________

Estimated pier scour elevation ____________________

Year frequency scour was calculated for ____________________

Skew ____________________

Scour Code ____________________

*Items to be shown on Grading Plan

*Elevation datum NAVD88 [adjusted]
RISK ASSESSMENT FOR ENCROACHMENT DESIGN 

Date: 3/10/2011

District: 8 County: Kandiyohi Vicinity of: Approx 1000' west of CSAH 55 in WIllmar MN

DATA REQUIREMENTS

1. Location of Crossing: Proposed 

TH12

C.S. M.P.

Sec. 17 T 119N R 35W

2. Name of Stream: Unnamed tributary to HAwk 

Creek

Bridge No. Old: N/A New:

3. Current ADT: N/A Projected ADT: 6400

4. Practicable detour available

Yes No

If no is checked, please explain:

If there is no practicable detour available, then the use of the road must be analyzed. Considerations such as 

emergency vehicle access, emergency supply and evacuation route, and the need for school bus, milk and mail 

routes should be studied. Factors to consider for this analysis include design frequency, depth, duration, and 

frequency of inundation if appropriate, and available funding. 

5. Hydraulic Data: (Fill in as appropriate) 

Elevation Datum: NAVD88

Q2 = cfs HW2 Elevation ft

Q5 = cfs HW5 Elevation ft

Q10 = 39 cfs HW10 Elevation 1115.35 ft

Q25 = cfs HW25 Elevation ft

Q50 = 68 cfs HW50 Elevation 1116.49 ft

Q100 = 89 cfs HW100 Elevation 1117.26 ft

Q500 = cfs HW500 Elevation ft

Approximate Flowline Elevation: 1112.4 Ft

Design Frequency Event:

100-yr 50-yr 25-yr 10-yr

Reasons for selecting Design Frequency: Minnesota State Statute 6115.0231 -

6. Magnitude and Frequency of the smaller of "Overtopping" or "500 yr." (Greatest) flood: 500-year

7. Low member elevation: 1116.38 (top of culvert)

8. Minimum roadway overflow elevation if appropriate: 1121.5

9. Elevation of high risk property, i.e. residences: N/A

Other buildings

10. Horizontal location of overflow:

At Structure (See 12) Not At Structure:

11. Type of proposed structure:

Bridge (See 12) Culvert(s)
12 If the proposed structure is a bridge with the sag point located on the bridge and there is ice and debris potential, 

strong consideration should be given to using Q50 as design discharge with 3’ of clearance between the 50 year 

tailwater stage and low member.

1. BACKWATER DAMAGE - Major flood damage in this context refers to shopping 

centers, hospitals, chemical plants, power plants, housing developments, etc.

LTEC Design

1a. Is the overtopping flood greater than the 100 yr. flood?

Yes (Go to 1b) No (Go to 1e)

1b. Is the overtopping flood greater than the "greatest" flood (500 yr. Frequency)?

Yes (Go to 1d) No (Go to 1c)

1c. Is there major flood damage potential for the overtopping flood?

No (Go to 1e) Yes (Go to 1e)

1d. Is there major flood damage potential for the greatest flood (500 year frequency)?

No (Go to 1e) Yes (Go to 1e)

1e. Will there be flood damage potential to residence(s) or other buildings during a 

100 yr. flood?

Yes (Go to 1f) No (Go to 2)

1f. Could this flood damage occur even if the roadway crossing wasn't there?

Yes (Go to 1g) No (Go to 1h)

1g. Could this flood damage be significantly increased by the backwater caused by 

the proposed crossing?

Yes (Go to 1h) No (Go to 2)

1h. Could the stream crossing be designed in such a manner so as to minimize this 

potential flood damage?

Yes (Go to 1i) No (Go to 2)

1i. Does the value of the building(s) and/or its contents have sufficient value to justify 

further evaluation of risk and potential flood damage?

No (Go to 2) Yes (Go to 2)

2. TRAFFIC RELATED LOSSES

2a. Is the overtopping flood greater than the "greatest" flood (500 yr. frequency)?

Yes (Go to 3) No (Go to 2b)

2b. Does the ADT exceed 50 vehicles per day?

Yes (Go to 2c) No (Go to 3)

2c. Would the (duration of road closure in days) multiplied by the (length of detour 

minus the length of normal route in miles) exceed 20?

Yes (Go to 2d) No (Go to 3)

2d. Does the annual risk cost for traffic related costs exceed 10% of the annual capital 

costs?

No (Go to 3) (See figures A and B – Appendix A(2) - for Assistance) Yes (Go to 3)
3. ROADWAY AND/OR STRUCTURE REPAIR COSTS 

3a. Is the overtopping flood less than a 100 year frequency flood?

Yes (Go to 3b) No (Go to 3i)

3b. Compare the Tailwater (TW) elevation with the roadway sag point elevation for 

the overtopping flood. Check the appropriate category.

When TW is above the sag point (Go to 4) TW is between 0 and 0.5' below sag point (Go to 3c) TW is between 0.5' and 1.0' below sag point (Go to 3d) When TW is 1.0' and 2.0' below sag point (Go to 3e) When TW is more than 2.0' below sag point (Go to 3g)

3c. Does the embankment have a good erosion resistant vegetative cover?

Yes (Go to 3i) No (Go to 3d)

3d. Is the shoulder constructed from erosion resistant material such as paved, coarse 

gravel, or clay type soil?

Yes (Go to 3i) No (Go to 3e)

3e. Will the duration of overtopping for the 25-year flood exceed 1 hour?

Yes (Go to 3f) No (Go to 3i)

3f. Is the embankment constructed from erosion resistant material such as a clay 

type soil?

Yes (Go to 3i) No (Go to 3g)

3g. Is the overtopping flood less than a 25-year frequency flood?

Yes (Go to 3h) No (Go to 3i)

3h. Will the cost of protecting the roadway and/or embankment from severe damage 

caused by overtopping exceed the cost of providing additional culvert or bridge 

capacity?

No (Go to 3i); Yes (Go to 3i)

3i. Is there damage potential to the structure caused by scour, ice, debris or other 

means during the lesser of the overtopping flood or the 100 year flood?

Yes (Go to 3j) No (Go to 4)

3j. Will the cost of protecting the structure from damage exceed the cost of providing 

additional culvert or bridge water capacity?

No (Go to 4); protecting abutments from scour by riprap. Yes (Go to 4)

4. Will the capital cost of the structure exceed $1,000,000?

No (Go to 5); Yes (Go to 5)

5. In your opinion, are there any other factors that you feel should require further study 

through a risk analysis?

No (Go to 6); Yes (Indicate)
6. If there are no √'s in the LTEC Design column on the right, proceed with the design, 

selecting the lowest acceptable grade line and the smallest waterway opening consistent 

with the constraints imposed on the project. The risk assessment has demonstrated 

that potential flood damage costs, traffic related costs, roadway and/or structure repair 

costs are minor and therefore disregarded for this project. 

One or more √’s in the LTEC Design column indicates further analysis in the category 

checked may be required utilizing the LTEC design process or justification (below) why 

it is not required.

JUSTIFICATION: 

I hereby certify that this plan, specification, or report was prepared by me or under my 

direct supervision and that I am a duly Licensed Professional Engineer under the laws 

of the State of Minnesota:

Signature:

License Number: Date:
 STATE AID FOR LOCAL TRANSPORTATION Feb 2011

 HYDRAULIC FLOOD ANALYSIS Page 1 of 1

Bridge Number _____________ Date______________

* Stream name ____________________

Drainage area ____________________

Flood of record ____________________

Maximum observed highwater elevation ____________________

* Design flood ( - year frequency) ____________________

Road sag point elevation ____________________

Design stage ____________________

Total stage increase ____________________

* Headwater elevation ____________________

Stage increase of the inplace condition ____________________

Min. waterway opening below elevation ____________________

Low member at or above elevation ____________________

Mean velocity through structure ____________________

Main channel velocity ____________________

Overtopping flood or Greatest flood (500 -year

frequency) ____________________

Road sag point elevation ____________________

Stage ____________________

Total stage increase ____________________

* Headwater elevation ____________________

Stage increase of the inplace condition ____________________

Mean velocity through structure ____________________

* Basic flood (100-year frequency) ____________________

Stage

Total stage increase ____________________

* Headwater elevation ____________________

Stage increase of the inplace condition ____________________

Min. overflow area above sag point elev. ____________________

Mean overflow velocity ____________________

Mean velocity through structure ____________________

Approximate flowline elevation ____________________

Estimated pier scour elevation ____________________

Year frequency scour was calculated for ____________________

Skew ____________________

Scour Code ____________________

*Items to be shown on Grading Plan

*Elevation datum NAVD88 [adjusted]
S.P. 3403-74 Appendix G Environmental Assessment/ 

Willmar Rail Connector & Industrial Access Project Environmental Assessment Worksheet

Appendix G – Farmland – NRCS Form AD 1006
U.S. Department of Agriculture

FARMLAND CONVERSION IMPACT RATING

PART I (To be completed by Federal Agency) Date Of Land Evaluation Request

Name Of Project Federal Agency Involved

Proposed Land Use County And State

PART II (To be completed by NRCS) Date Request Received By NRCS

Does the site contain prime, unique, statewide or local important farmland?

(If no, the FPPA does not apply -- do not complete additional parts of this form).

Acres Irrigated Average Farm Size

Major Crop(s) Farmable Land In Govt. Jurisdiction Amount Of Farmland As Defined in FPPA

Name Of Land Evaluation System Used Name Of Local Site Assessment System Date Land Evaluation Returned By NRCS

Yes No

Acres: % Acres: %

PART III (To be completed by Federal Agency) Alternative Site Rating

Site A Site B Site C Site D

A. Total Acres To Be Converted Directly

B. Total Acres To Be Converted Indirectly

C. Total Acres In Site

PART IV (To be completed by NRCS) Land Evaluation Information

A. Total Acres Prime And Unique Farmland

B. Total Acres Statewide And Local Important Farmland

C. Percentage Of Farmland In County Or Local Govt. Unit To Be Converted

D. Percentage Of Farmland In Govt. Jurisdiction With Same Or Higher Relative Value

PART V (To be completed by NRCS) Land Evaluation Criterion

 Relative Value Of Farmland To Be Converted (Scale of 0 to 100 Points)

PART VI (To be completed by Federal Agency) 

Site Assessment Criteria (These criteria are explained in 7 CFR 658.5(b)

Maximum

Points

1. Area In Nonurban Use

2. Perimeter In Nonurban Use

3. Percent Of Site Being Farmed

4. Protection Provided By State And Local Government

5. Distance From Urban Builtup Area

6. Distance To Urban Support Services

7. Size Of Present Farm Unit Compared To Average

8. Creation Of Nonfarmable Farmland

9. Availability Of Farm Support Services

10. On-Farm Investments

11. Effects Of Conversion On Farm Support Services

12. Compatibility With Existing Agricultural Use

TOTAL SITE ASSESSMENT POINTS 160

PART VII (To be completed by Federal Agency)

Relative Value Of Farmland (From Part V) 100

Total Site Assessment (From Part VI above or a local

site assessment) 160

TOTAL POINTS (Total of above 2 lines) 260

Site Selected: Date Of Selection

Was A Local Site Assessment Used?

Yes No

Reason For Selection:

(See Instructions on reverse side) Form AD-1006 (10-83)

This form was electronically produced by National Production Services Staff

9/6/16 Willmar Rail Connector & Industrial Access Project Minnesota Dept. of Transportation Highway and Railway Kandiyohi County, City of Willmar, Minnesota 9/6/16 ✔ N/A 317 corn and soybean 461,965 84 435,352 79 crop productivity inex 8/12/16 93.7 93.7 0.0 0.0 0.0 91.0 1.8 0.0 49.0 88 0 0 0

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R35 S33

Trott Ave SW

Gorton

Ave NW

45th St NW

25th St

Airport

Dr SW

Willmar

Ave SW

8th

Ave NW

15th Ave

14th

St NW

19th Ave SW

Minnesota

Ave SW

18th St SW

23rd

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9th

Ave NW

33rd

St NW

45th Ave SW

Vos

Park Dr

15th St SW

17th St SW

24th

St SW

14th

Ave SW

1st Ave W

26th

St NW

4th

Ave SW

21st

Ave SW

21st

Ave

2nd

Ave NW

39th

St NW

36th

St NW

Knollwood

Dr NW

19th

St NW

34th

St NW

29th

St NW

15th Ave SW

17th

St NW

60th St NW

28th

St SW

60th St SW

16th

Ave NW

24th

St NW

17th St SW

4th

Ave SW

28th

Ave SW

22nd St SW

Hanson

Dr

18th St SW

7th

Ave NW

W Trott Dr

30th St SW

22nd St SW

7th Ave NW

30th St SW County Hwy 47

60th St SW

30th Ave SW

67th St SW

60th Ave NW

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Project Location

Kandiyohi County

Kandiyohi County

Willmar Wye Project Location

S.P. 3403-74

Willmar, MN

Project Location

Section Line

City Boundary

Townships

Railroad

0 Ü2,500

Feet
Airport Dr SW

19th Ave SW

8th Ave NW

22nd Ave SW

33rd St NW

25th St

Willmar Ave SW 25th St SW 23rd St SW

9th Ave NW

33rd St NW

20th Ave SW

21st Ave SW

1st Ave W

1st Ave SW

2nd Ave NW

36th St NW

34th St NW

28th St SW

Trott Ave SW

State Hwy 40

4th Ave SW

22nd St SW

45th St NW

7th Ave NW

30th St SW

7th Ave NW

County Hwy 47

US Hwy 12

30th Ave SW

County Hwy 5

Gorton Ave NW

30th St NW

County Hwy 15

Document Path: K:\02051-020\GIS\Maps\Farmland_DFIRM2.mxd

Willmar Wye- Farmland Map

S.P. 3403-74

Willmar, MN 0 2,000

Ü

Feet

Legend

Preliminary Construction Limits

All areas are prime farmland = 34.8

Farmland of statewide importance = 1.8

Not prime farmland = 0.9

Prime farmland if drained = 56.2

Floodplain

Revised Sept. 6, 2016
22nd Ave NW

30th Ave

15th Ave NW

1st Ave W

Horizon Hills Rd

45th Ave NE

30th Ave NE

15th Ave NE

30th Ave SW

4

5

th

S

t

N

W

60th St NW

3

0

th

S

t

N

W

15th St SW

30th St SW

6th St NW

1

5

th

S

t

N

W

1

5

th

S

t

N

W

8th Ave NE

15th Ave SW

45th Ave SW

7

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S

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60th St NW

67th St SW

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Willmar Township

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Lake

Foot Lake

Swan

Lake

Eagle

Lake

Skataas Lake

King

Lake

S Long Lake

Point Lake

882.8

Acres

983.1

Acres

558.7

Acres

529.4

Acres

3146.

Acre

198.2

Acres

3306.8

Acres

362.3

Acres

1179.6

Acres

146.9

Acres

!(A

63.0

Acres

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City of Willmar Comprehensive Plan Ch. 6 Pg. 2

Urban Growth Area Descriptions 

Map 6A shows the location of each Urban Growth Area described below. It is the City’s 

desire to preserve agricultural land for as long as is feasible and to deter sprawl and/or leapfrog development. 

AREAS A The two Urban Growth Areas surrounding the airport should be reserved for airport 

related business and industry. The land should remain in agricultural use pending the 

logical expansion of industrial use through annexation, as the City expands to the 

West and municipal services become available. Areas A contain approximately 1,327 

acres of land all impacted by Airport Zoning. It may also be the site of a future 

railroad bypass. 

AREA B Low density residential development with scattered nodes of neighborhood 

commercial development, including limited retail and service businesses, as 

municipal services are made available (approximately 3,307 acres). 

AREA C Future interchange with expanded highway commercial development when municipal 

services become available. There will also be some mixed density residential 

development (approximately 362 acres) 

AREA D Area D, containing approximately 3,147 acres, will have low density residential 

development with scattered nodes of neighborhood commercial development, 

including limited retail and service businesses. 

AREA E This area will continue with agricultural uses until access and services become 

available. Future conversion of the existing railroad spur line to a trail as a link in the 

current trail system is anticipated. Development will transition from industrial in the 

south (where it currently exists) to residential in the north. Area E contains 

approximately 198 acres. 

AREA F Limited commercial development when municipal services become available 

(approximately 178 acres). 

AREA G Residential development when municipal services become available (approximately 

529 acres). 

AREAS H Agricultural until annexed. Commercial development when municipal services 

become available (approximately 63 acres). 

AREA I Mixed commercial and light industrial development transitioning to mixed residential 

development as municipal services become available (approximately 883 acres). 

AREA J There will be residential development with limited commercial development adjacent 

to the interchange planned at CSAH 15 (approximately 983 acres). 

AREA K Agricultural uses changing to industrial as municipal services become available 

(approximately 559 acres). 

A 

B 

C 

D 

E 

F 

G 

H 

 I 

 J 

K
S.P. 3403-74 Appendix H Environmental Assessment/ 

Willmar Rail Connector & Industrial Access Project Environmental Assessment Worksheet

Appendix H – Geology Figures
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Project Area

Amg - Granitic orthogneiss and migmatite

Ku - Cretaceous Undifferentiated

0 Ü4,000

Feet

FIGURE H-1 Bedrock Geology Map

Willmar Rail Connector & Industrial Access Project

Willmar, MN
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WAS STAGNATION MORAINE

(WADENA LOBE--ALEXANDRIA

MORAINE)

DAG GROUND

MORAINE (DES MOINES

LOBE--ALTAMONT MORAINE)

Document Path: K:\02051-020\GIS\Maps\EnvironmentalAssessment\Fig10-2 Surficial Geology.mxd

FIGURE H-2 Surficial Geology & CWI Map

Willmar Rail Connector & Industrial Access Project

Willmar, MN

Project Area

#S County Well Index

Surficial Geology

dag - Des Moines Lobe-Altamont Moraine

was - Wadena Lobe-Alexandria Moraine

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0 Ü2,000

Feet

FIGURE H-3 Hillshade Map

Willmar Rail Connector & Industrial Access Project

Willmar, MN
Document Path: K:\02051-020\GIS\Maps\Figures\Fig10-4 Aggregate Potential.mxd

Willmar Rail Connector & Industrial Access Project

Willmar, MN 0

Ü

2,000

Feet
MAP LEGEND MAP INFORMATION

Area of Interest (AOI)

Area of Interest (AOI)

Soils

Soil Rating Polygons

Poor

Fair

Good

Not rated or not available

Soil Rating Lines

Poor

Fair

Good

Not rated or not available

Soil Rating Points

Poor

Fair

Good

Not rated or not available

Water Features

Streams and Canals

Transportation

Rails

Interstate Highways

US Routes

Major Roads

Local Roads

Background

Aerial Photography

The soil surveys that comprise your AOI were mapped at 1:20,000.

Please rely on the bar scale on each map sheet for map

measurements.

Source of Map: Natural Resources Conservation Service

Web Soil Survey URL: http://websoilsurvey.nrcs.usda.gov

Coordinate System: Web Mercator (EPSG:3857)

Maps from the Web Soil Survey are based on the Web Mercator

projection, which preserves direction and shape but distorts

distance and area. A projection that preserves area, such as the

Albers equal-area conic projection, should be used if more accurate

calculations of distance or area are required.

This product is generated from the USDA-NRCS certified data as of

the version date(s) listed below.

Soil Survey Area: Kandiyohi County, Minnesota

Survey Area Data: Version 14, Sep 18, 2015

Soil map units are labeled (as space allows) for map scales 1:50,000

or larger.

Date(s) aerial images were photographed: Jul 6, 2011—Aug 17,

2011

The orthophoto or other base map on which the soil lines were

compiled and digitized probably differs from the background

imagery displayed on these maps. As a result, some minor shifting

of map unit boundaries may be evident.

Custom Soil Resource Report

82
Document Path: K:\02051-020\GIS\Maps\EnvironmentalAssessment\Fig10-4 Aggregate Potential South Stages.mxd

FIGURE 10-4c Aggregate Potential South Stages

Willmar Rail Connector & Industrial Access Project

Willmar, MN

0

Ü 120

Feet
MAP LEGEND MAP INFORMATION

Area of Interest (AOI)

Area of Interest (AOI)

Soils

Soil Rating Polygons

Poor

Fair

Good

Not rated or not available

Soil Rating Lines

Poor

Fair

Good

Not rated or not available

Soil Rating Points

Poor

Fair

Good

Not rated or not available

Water Features

Streams and Canals

Transportation

Rails

Interstate Highways

US Routes

Major Roads

Local Roads

Background

Aerial Photography

The soil surveys that comprise your AOI were mapped at 1:20,000.

Please rely on the bar scale on each map sheet for map

measurements.

Source of Map: Natural Resources Conservation Service

Web Soil Survey URL: http://websoilsurvey.nrcs.usda.gov

Coordinate System: Web Mercator (EPSG:3857)

Maps from the Web Soil Survey are based on the Web Mercator

projection, which preserves direction and shape but distorts

distance and area. A projection that preserves area, such as the

Albers equal-area conic projection, should be used if more accurate

calculations of distance or area are required.

This product is generated from the USDA-NRCS certified data as of

the version date(s) listed below.

Soil Survey Area: Kandiyohi County, Minnesota

Survey Area Data: Version 14, Sep 18, 2015

Soil map units are labeled (as space allows) for map scales 1:50,000

or larger.

Date(s) aerial images were photographed: Jul 6, 2011—Aug 17,

2011

The orthophoto or other base map on which the soil lines were

compiled and digitized probably differs from the background

imagery displayed on these maps. As a result, some minor shifting

of map unit boundaries may be evident.

Custom Soil Resource Report

82
Document Path: K:\02051-020\GIS\Maps\Figures\Fig10-5a Soil Map North Stages.mxd

FIGURE 10-5a Soil Map North Stages

Willmar Rail Connector & Industrial Access Project

Willmar, MN 0

Ü

2,000

Feet
MAP LEGEND MAP INFORMATION

Area of Interest (AOI)

Area of Interest (AOI)

Soils

Soil Map Unit Polygons

Soil Map Unit Lines

Soil Map Unit Points

Special Point Features

Blowout

Borrow Pit

Clay Spot

Closed Depression

Gravel Pit

Gravelly Spot

Landfill

Lava Flow

Marsh or swamp

Mine or Quarry

Miscellaneous Water

Perennial Water

Rock Outcrop

Saline Spot

Sandy Spot

Severely Eroded Spot

Sinkhole

Slide or Slip

Sodic Spot

Spoil Area

Stony Spot

Very Stony Spot

Wet Spot

Other

Special Line Features

Water Features

Streams and Canals

Transportation

Rails

Interstate Highways

US Routes

Major Roads

Local Roads

Background

Aerial Photography

The soil surveys that comprise your AOI were mapped at 1:20,000.

Please rely on the bar scale on each map sheet for map

measurements.

Source of Map: Natural Resources Conservation Service

Web Soil Survey URL: http://websoilsurvey.nrcs.usda.gov

Coordinate System: Web Mercator (EPSG:3857)

Maps from the Web Soil Survey are based on the Web Mercator

projection, which preserves direction and shape but distorts

distance and area. A projection that preserves area, such as the

Albers equal-area conic projection, should be used if more accurate

calculations of distance or area are required.

This product is generated from the USDA-NRCS certified data as of

the version date(s) listed below.

Soil Survey Area: Kandiyohi County, Minnesota

Survey Area Data: Version 14, Sep 18, 2015

Soil map units are labeled (as space allows) for map scales 1:50,000

or larger.

Date(s) aerial images were photographed: Jul 6, 2011—Aug 17,

2011

The orthophoto or other base map on which the soil lines were

compiled and digitized probably differs from the background

imagery displayed on these maps. As a result, some minor shifting

of map unit boundaries may be evident.

Custom Soil Resource Report

10

FIGURE 10-5b Soil Map North Stages

Willmar Rail Connector & Industrial Access Project

Willmar, MN
Document Path: K:\02051-020\GIS\Maps\Figures\Fig10-6a Soil Map South Stages.mxd

FIGURE 10-6a Soil Map South Stages

Willmar Rail Connector & Industrial Access Project

Willmar, MN 0

Ü

1,000

Feet
MAP LEGEND MAP INFORMATION

Area of Interest (AOI)

Area of Interest (AOI)

Soils

Soil Map Unit Polygons

Soil Map Unit Lines

Soil Map Unit Points

Special Point Features

Blowout

Borrow Pit

Clay Spot

Closed Depression

Gravel Pit

Gravelly Spot

Landfill

Lava Flow

Marsh or swamp

Mine or Quarry

Miscellaneous Water

Perennial Water

Rock Outcrop

Saline Spot

Sandy Spot

Severely Eroded Spot

Sinkhole

Slide or Slip

Sodic Spot

Spoil Area

Stony Spot

Very Stony Spot

Wet Spot

Other

Special Line Features

Water Features

Streams and Canals

Transportation

Rails

Interstate Highways

US Routes

Major Roads

Local Roads

Background

Aerial Photography

The soil surveys that comprise your AOI were mapped at 1:20,000.

Please rely on the bar scale on each map sheet for map

measurements.

Source of Map: Natural Resources Conservation Service

Web Soil Survey URL: http://websoilsurvey.nrcs.usda.gov

Coordinate System: Web Mercator (EPSG:3857)

Maps from the Web Soil Survey are based on the Web Mercator

projection, which preserves direction and shape but distorts

distance and area. A projection that preserves area, such as the

Albers equal-area conic projection, should be used if more accurate

calculations of distance or area are required.

This product is generated from the USDA-NRCS certified data as of

the version date(s) listed below.

Soil Survey Area: Kandiyohi County, Minnesota

Survey Area Data: Version 14, Sep 18, 2015

Soil map units are labeled (as space allows) for map scales 1:50,000

or larger.

Date(s) aerial images were photographed: Jul 6, 2011—Aug 17,

2011

The orthophoto or other base map on which the soil lines were

compiled and digitized probably differs from the background

imagery displayed on these maps. As a result, some minor shifting

of map unit boundaries may be evident.

Custom Soil Resource Report

9
Document Path: K:\02051-020\GIS\Maps\EnvironmentalAssessment\Fig10-7a Hydric Soils North Stages.mxd

FIGURE 10-7a Hydric Soil Map North Stages

Willmar Rail Connector & Industrial Access Project

Willmar, MN

0

Ü2,000

Feet
MAP LEGEND 

Area of Interest (AOI)

Area of Interest (AOI)

Soils

Soil Rating Polygons

Hydric (100%)

Hydric (66 to 99%)

Hydric (33 to 65%)

Hydric (1 to 32%)

Not Hydric (0%)

Not rated or not available

Soil Rating Lines

Hydric (100%)

Hydric (66 to 99%)

Hydric (33 to 65%)

Hydric (1 to 32%)

Not Hydric (0%)

Not rated or not available

Soil Rating Points

Hydric (100%)

Hydric (66 to 99%)

Hydric (33 to 65%)

Hydric (1 to 32%)

Not Hydric (0%)

Not rated or not available

Water Features

Streams and Canals

Transportation

Rails

Interstate Highways

US Routes

Major Roads

Local Roads

Background

Aerial Photography

The soil surveys that comprise your AOI were mapped at 1:20,000.

Please rely on the bar scale on each map sheet for map

measurements.

Source of Map: Natural Resources Conservation Service

Web Soil Survey URL: http://websoilsurvey.nrcs.usda.gov

Coordinate System: Web Mercator (EPSG:3857)

Maps from the Web Soil Survey are based on the Web Mercator

projection, which preserves direction and shape but distorts

distance and area. A projection that preserves area, such as the

Albers equal-area conic projection, should be used if more accurate

calculations of distance or area are required.

This product is generated from the USDA-NRCS certified data as of

the version date(s) listed below.

Soil Survey Area: Kandiyohi County, Minnesota

Survey Area Data: Version 14, Sep 18, 2015

Soil map units are labeled (as space allows) for map scales 1:50,000

or larger.

Date(s) aerial images were photographed: Jul 6, 2011—Aug 17,

2011

The orthophoto or other base map on which the soil lines were

compiled and digitized probably differs from the background

imagery displayed on these maps. As a result, some minor shifting

of map unit boundaries may be evident.

Custom Soil Resource Report

101

 

Willmar Rail Connector & Industrial Access Project

Willmar, MN
Document Path: K:\02051-020\GIS\Maps\EnvironmentalAssessment\Fig10-7c Hydric Soils South Stages.mxd

FIGURE 10-7c Hydric Soil Map South Stages

Willmar Rail Connector & Industrial Access Project

Willmar, MN

0

Ü120

Feet
MAP LEGEND MAP INFORMATION

Area of Interest (AOI)

Area of Interest (AOI)

Soils

Soil Rating Polygons

Hydric (100%)

Hydric (66 to 99%)

Hydric (33 to 65%)

Hydric (1 to 32%)

Not Hydric (0%)

Not rated or not available

Soil Rating Lines

Hydric (100%)

Hydric (66 to 99%)

Hydric (33 to 65%)

Hydric (1 to 32%)

Not Hydric (0%)

Not rated or not available

Soil Rating Points

Hydric (100%)

Hydric (66 to 99%)

Hydric (33 to 65%)

Hydric (1 to 32%)

Not Hydric (0%)

Not rated or not available

Water Features

Streams and Canals

Transportation

Rails

Interstate Highways

US Routes

Major Roads

Local Roads

Background

Aerial Photography

The soil surveys that comprise your AOI were mapped at 1:20,000.

Please rely on the bar scale on each map sheet for map

measurements.

Source of Map: Natural Resources Conservation Service

Web Soil Survey URL: http://websoilsurvey.nrcs.usda.gov

Coordinate System: Web Mercator (EPSG:3857)

Maps from the Web Soil Survey are based on the Web Mercator

projection, which preserves direction and shape but distorts

distance and area. A projection that preserves area, such as the

Albers equal-area conic projection, should be used if more accurate

calculations of distance or area are required.

This product is generated from the USDA-NRCS certified data as of

the version date(s) listed below.

Soil Survey Area: Kandiyohi County, Minnesota

Survey Area Data: Version 14, Sep 18, 2015

Soil map units are labeled (as space allows) for map scales 1:50,000

or larger.

Date(s) aerial images were photographed: Jul 6, 2011—Aug 17,

2011

The orthophoto or other base map on which the soil lines were

compiled and digitized probably differs from the background

imagery displayed on these maps. As a result, some minor shifting

of map unit boundaries may be evident.

Custom Soil Resource Report

27
Document Path: K:\02051-020\GIS\Maps\EnvironmentalAssessment\Fig10-8a Limitations of Roads.mxd

FIGURE 10-8a Limitations of Roads Map North Stages

Willmar Rail Connector & Industrial Access Project

Willmar, MN 0 Ü2,000

Feet
MAP LEGEND MAP INFORMATION

Area of Interest (AOI)

Area of Interest (AOI)

Soils

Soil Rating Polygons

Very limited

Somewhat limited

Not limited

Not rated or not available

Soil Rating Lines

Very limited

Somewhat limited

Not limited

Not rated or not available

Soil Rating Points

Very limited

Somewhat limited

Not limited

Not rated or not available

Water Features

Streams and Canals

Transportation

Rails

Interstate Highways

US Routes

Major Roads

Local Roads

Background

Aerial Photography

The soil surveys that comprise your AOI were mapped at 1:20,000.

Please rely on the bar scale on each map sheet for map

measurements.

Source of Map: Natural Resources Conservation Service

Web Soil Survey URL: http://websoilsurvey.nrcs.usda.gov

Coordinate System: Web Mercator (EPSG:3857)

Maps from the Web Soil Survey are based on the Web Mercator

projection, which preserves direction and shape but distorts

distance and area. A projection that preserves area, such as the

Albers equal-area conic projection, should be used if more accurate

calculations of distance or area are required.

This product is generated from the USDA-NRCS certified data as of

the version date(s) listed below.

Soil Survey Area: Kandiyohi County, Minnesota

Survey Area Data: Version 14, Sep 18, 2015

Soil map units are labeled (as space allows) for map scales 1:50,000

or larger.

Date(s) aerial images were photographed: Jul 6, 2011—Aug 17,

2011

The orthophoto or other base map on which the soil lines were

compiled and digitized probably differs from the background

imagery displayed on these maps. As a result, some minor shifting

of map unit boundaries may be evident.

Custom Soil Resource Report

56 Willmar Rail Connector & Industrial Access Project

Willmar, MN
Tables—Local Roads and Streets (Willmar Wye S.P.3403-74)

Local Roads and Streets— Summary by Map Unit — Kandiyohi County, Minnesota (MN067)

Map unit symbol Map unit name Rating Component

name (percent)

Rating reasons

(numeric values)

Acres in AOI Percent of AOI

112 Harps clay loam,

0 to 2 percent

slopes

Very limited Harps (85%) Depth to

saturated zone

(1.00)

9.9 1.3%

Frost action

(1.00)

Low strength

(1.00)

Glencoe (10%) Ponding (1.00)

Depth to

saturated zone

(1.00)

Frost action

(1.00)

Low strength

(1.00)

Shrink-swell

(0.02)

Okoboji (3%) Ponding (1.00)

Depth to

saturated zone

(1.00)

Frost action

(1.00)

Low strength

(1.00)

Shrink-swell

(0.96)

Canisteo (2%) Depth to

saturated zone

(1.00)

Frost action

(1.00)

Low strength

(1.00)

114 Glencoe clay

loam, 0 to 1

percent slopes

Very limited Glencoe (80%) Ponding (1.00) 6.4 0.9%

Depth to

saturated zone

(1.00)

Frost action

(1.00)

Low strength

(1.00)

Shrink-swell

(0.02)

Okoboji (10%) Ponding (1.00)

Custom Soil Resource Report

Willmar Rail Connector & Industrial Access Project 57

Willmar, MN
Local Roads and Streets— Summary by Map Unit — Kandiyohi County, Minnesota (MN067)

Map unit symbol Map unit name Rating Component

name (percent)

Rating reasons

(numeric values)

Acres in AOI Percent of AOI

Depth to

saturated zone

(1.00)

Frost action

(1.00)

Low strength

(1.00)

Shrink-swell

(0.96)

Webster (5%) Depth to

saturated zone

(1.00)

Frost action

(1.00)

Low strength

(1.00)

Shrink-swell

(0.26)

Canisteo (5%) Depth to

saturated zone

(1.00)

Frost action

(1.00)

Low strength

(1.00)

399 Biscay clay loam,

depressional, 0

to 1 percent

slopes

Very limited Biscay,

depressional

(85%)

Ponding (1.00) 4.7 0.6%

Depth to

saturated zone

(1.00)

Frost action

(1.00)

Biscay (10%) Depth to

saturated zone

(1.00)

Frost action

(1.00)

Mayer (3%) Depth to

saturated zone

(1.00)

Frost action

(1.00)

Klossner, drained

(2%)

Ponding (1.00)

Depth to

saturated zone

(1.00)

Subsidence

(1.00)

Frost action

(1.00)

Custom Soil Resource Report

Willmar Rail Connector & Industrial Access Project 58

Willmar, MN
Local Roads and Streets— Summary by Map Unit — Kandiyohi County, Minnesota (MN067)

Map unit symbol Map unit name Rating Component

name (percent)

Rating reasons

(numeric values)

Acres in AOI Percent of AOI

Low strength

(1.00)

423 Seaforth loam, 1

to 3 percent

slopes

Somewhat limited Seaforth (80%) Frost action

(0.50)

82.6 11.2%

Low strength

(0.34)

Depth to

saturated zone

(0.02)

446B Normania loam, 2

to 5 percent

slopes

Very limited Normania (90%) Low strength

(1.00)

51.2 7.0%

Frost action

(0.50)

Shrink-swell

(0.50)

805B WadenillSunburg

loams, 2 to 6

percent slopes

Somewhat limited Wadenill (60%) Frost action

(0.50)

1.1 0.1%

Sunburg (25%) Frost action

(0.50)

809 LowleinEstherville

sandy loams

Somewhat limited Lowlein (65%) Frost action

(0.50)

5.4 0.7%

810 Coriff-Fieldon

complex

Very limited Coriff (45%) Depth to

saturated zone

(1.00)

14.5 2.0%

Frost action

(1.00)

Fieldon (45%) Depth to

saturated zone

(1.00)

Frost action

(1.00)

842 Urban landUdorthents

complex

Not rated Urban land (50%) 7.9 1.1%

Webster (5%)

Glencoe (5%)

897B SeaforthSwanlake

loams, 2 to 6

percent slopes

Very limited Seaforth (60%) Frost action

(1.00)

26.2 3.6%

Low strength

(0.99)

927 Harps-GlencoeSeaforth

complex, 0 to 3

percent slopes

Very limited Harps (35%) Depth to

saturated zone

(1.00)

75.6 10.3%

Frost action

(1.00)

Low strength

(1.00)

Glencoe (25%) Ponding (1.00)

Custom Soil Resource Report

59 Willmar Rail Connector & Industrial Access Project

Willmar, MN
Local Roads and Streets— Summary by Map Unit — Kandiyohi County, Minnesota (MN067)

Map unit symbol Map unit name Rating Component

name (percent)

Rating reasons

(numeric values)

Acres in AOI Percent of AOI

Depth to

saturated zone

(1.00)

Frost action

(1.00)

Low strength

(1.00)

Shrink-swell

(0.02)

Amiret (10%) Low strength

(1.00)

Frost action

(0.50)

Canisteo (7%) Depth to

saturated zone

(1.00)

Frost action

(1.00)

Low strength

(1.00)

Webster (3%) Depth to

saturated zone

(1.00)

Frost action

(1.00)

Low strength

(1.00)

Shrink-swell

(0.26)

954C Swanlake-Ves

loams, 6 to 12

percent slopes

Very limited Swanlake (50%) Low strength

(1.00)

5.8 0.8%

Frost action

(0.50)

Shrink-swell

(0.50)

Slope (0.04)

Ves (40%) Low strength

(1.00)

Frost action

(0.50)

Shrink-swell

(0.50)

Slope (0.04)

981 Canisteo-Harps

loams

Very limited Canisteo (45%) Depth to

saturated zone

(1.00)

253.5 34.5%

Frost action

(1.00)

Custom Soil Resource Report

Willmar Rail Connector & Industrial Access Project 60

Willmar, MN
Local Roads and Streets— Summary by Map Unit — Kandiyohi County, Minnesota (MN067)

Map unit symbol Map unit name Rating Component

name (percent)

Rating reasons

(numeric values)

Acres in AOI Percent of AOI

Low strength

(1.00)

Harps (40%) Depth to

saturated zone

(1.00)

Frost action

(1.00)

Low strength

(1.00)

Shrink-swell

(0.03)

999B Ves-SwanlakeHawick

complex, 2 to 6

percent slopes

Very limited Ves (40%) Low strength

(1.00)

6.3 0.9%

Frost action

(0.50)

Shrink-swell

(0.50)

999C Swanlake-VesHawick

complex, 6 to

12 percent

slopes

Very limited Swanlake (40%) Low strength

(1.00)

2.5 0.3%

Frost action

(0.50)

Shrink-swell

(0.50)

Slope (0.04)

Ves (25%) Low strength

(1.00)

Frost action

(0.50)

Shrink-swell

(0.50)

Slope (0.04)

Hawick (20%) Low strength

(1.00)

Slope (0.04)

1016 Udorthents,

loamy

Somewhat limited Udorthents,

loamy (100%)

Frost action

(0.50)

10.1 1.4%

1900 Okoboji-Canisteo

depressional

complex, 0 to 1

percent slopes

Very limited Okoboji (60%) Ponding (1.00) 18.0 2.4%

Depth to

saturated zone

(1.00)

Frost action

(1.00)

Low strength

(1.00)

Shrink-swell

(0.96)

Custom Soil Resource Report

61 Willmar Rail Connector & Industrial Access Project

Willmar, MN
Local Roads and Streets— Summary by Map Unit — Kandiyohi County, Minnesota (MN067)

Map unit symbol Map unit name Rating Component

name (percent)

Rating reasons

(numeric values)

Acres in AOI Percent of AOI

Canisteo,

depressional

(30%)

Ponding (1.00)

Depth to

saturated zone

(1.00)

Frost action

(1.00)

Low strength

(1.00)

Klossner, drained

(5%)

Ponding (1.00)

Depth to

saturated zone

(1.00)

Subsidence

(1.00)

Frost action

(1.00)

Low strength

(1.00)

Harps (5%) Depth to

saturated zone

(1.00)

Frost action

(1.00)

Low strength

(1.00)

L13A Klossner muck, 0

to 1 percent

slopes

Very limited Klossner, drained

(90%)

Ponding (1.00) 15.0 2.0%

Depth to

saturated zone

(1.00)

Subsidence

(1.00)

Frost action

(1.00)

Low strength

(1.00)

Canisteo (5%) Depth to

saturated zone

(1.00)

Frost action

(1.00)

Low strength

(1.00)

Okoboji (5%) Ponding (1.00)

Depth to

saturated zone

(1.00)

Frost action

(1.00)

Custom Soil Resource Report

Willmar Rail Connector & Industrial Access Project 62

Willmar, MN
Local Roads and Streets— Summary by Map Unit — Kandiyohi County, Minnesota (MN067)

Map unit symbol Map unit name Rating Component

name (percent)

Rating reasons

(numeric values)

Acres in AOI Percent of AOI

Low strength

(1.00)

Shrink-swell

(0.96)

L83A Webster clay

loam, 0 to 2

percent slopes

Very limited Webster (85%) Depth to

saturated zone

(1.00)

6.1 0.8%

Frost action

(1.00)

Low strength

(1.00)

Shrink-swell

(0.26)

Nicollet (5%) Low strength

(1.00)

Depth to

saturated zone

(0.78)

Frost action

(0.50)

Shrink-swell

(0.14)

Okoboji (5%) Ponding (1.00)

Depth to

saturated zone

(1.00)

Frost action

(1.00)

Low strength

(1.00)

Shrink-swell

(0.96)

Glencoe (3%) Ponding (1.00)

Depth to

saturated zone

(1.00)

Frost action

(1.00)

Low strength

(1.00)

Shrink-swell

(0.02)

Canisteo (2%) Depth to

saturated zone

(1.00)

Frost action

(1.00)

Low strength

(1.00)

Custom Soil Resource Report

Willmar Rail Connector & Industrial Access Project 63

Willmar, MN
Local Roads and Streets— Summary by Map Unit — Kandiyohi County, Minnesota (MN067)

Map unit symbol Map unit name Rating Component

name (percent)

Rating reasons

(numeric values)

Acres in AOI Percent of AOI

L163A Okoboji silty clay

loam, 0 to 1

percent slopes

Very limited Okoboji (85%) Ponding (1.00) 40.1 5.4%

Depth to

saturated zone

(1.00)

Frost action

(1.00)

Low strength

(1.00)

Shrink-swell

(0.96)

Canisteo (10%) Depth to

saturated zone

(1.00)

Frost action

(1.00)

Low strength

(1.00)

Harps (5%) Depth to

saturated zone

(1.00)

Frost action

(1.00)

Low strength

(1.00)

L201A Normania loam, 1

to 3 percent

slopes

Somewhat limited Normania (85%) Low strength

(0.69)

18.1 2.5%

Frost action

(0.50)

Depth to

saturated zone

(0.02)

Seaforth (3%) Frost action

(0.50)

Low strength

(0.34)

L223B Amiret-Swanlake

loams, 2 to 6

percent slopes

Very limited Amiret (45%) Low strength

(1.00)

74.4 10.1%

Frost action

(0.50)

Webster (5%) Depth to

saturated zone

(1.00)

Frost action

(1.00)

Low strength

(1.00)

Shrink-swell

(0.26)

Glencoe (4%) Ponding (1.00)

Custom Soil Resource Report

Willmar Rail Connector & Industrial Access Project 64

Willmar, MN
Local Roads and Streets— Summary by Map Unit — Kandiyohi County, Minnesota (MN067)

Map unit symbol Map unit name Rating Component

name (percent)

Rating reasons

(numeric values)

Acres in AOI Percent of AOI

Depth to

saturated zone

(1.00)

Frost action

(1.00)

Low strength

(1.00)

Shrink-swell

(0.02)

L505A Delft clay loam, 0

to 2 percent

slopes

Very limited Delft (85%) Depth to

saturated zone

(1.00)

0.2 0.0%

Frost action

(1.00)

Low strength

(1.00)

Shrink-swell

(0.68)

Glencoe (8%) Ponding (1.00)

Depth to

saturated zone

(1.00)

Frost action

(1.00)

Low strength

(1.00)

Shrink-swell

(0.02)

Nicollet (5%) Low strength

(1.00)

Depth to

saturated zone

(0.78)

Frost action

(0.50)

Shrink-swell

(0.14)

Canisteo (2%) Depth to

saturated zone

(1.00)

Frost action

(1.00)

Low strength

(1.00)

Totals for Area of Interest 735.5 100.0%

Custom Soil Resource Report

65 Willmar Rail Connector & Industrial Access Project

Willmar, MN
Local Roads and Streets— Summary by Rating Value

Rating Acres in AOI Percent of AOI

Very limited 610.3 83.0%

Somewhat limited 117.3 15.9%

Null or Not Rated 7.9 1.1%

Totals for Area of Interest 735.5 100.0%

R P.

3

Aggregation Method: Dominant Condition

Component Percent Cutoff: None Specified

Tie-break Rule: Higher

Shallow Excavations (Willmar Wye S.P.3403-74)

Shallow excavations are trenches or holes dug to a maximum depth of 5 or 6 feet for

graves, utility lines, open ditches, or other purposes. The ratings are based on the soil

properties that influence the ease of digging and the resistance to sloughing. Depth

to bedrock or a cemented pan, hardness of bedrock or a cemented pan, the amount

of large stones, and dense layers influence the ease of digging, filling, and compacting.

Depth to the seasonal high water table, flooding, and ponding may restrict the period

when excavations can be made. Slope influences the ease of using machinery. Soil

texture, depth to the water table, and linear extensibility (shrink-swell potential)

influence the resistance to sloughing.

The ratings are both verbal and numerical. Rating class terms indicate the extent to

which the soils are limited by all of the soil features that affect the specified use. "Not

limited" indicates that the soil has features that are very favorable for the specified

use. Good performance and very low maintenance can be expected. "Somewhat

limited" indicates that the soil has features that are moderately favorable for the

specified use. The limitations can be overcome or minimized by special planning,

design, or installation. Fair performance and moderate maintenance can be expected.

"Very limited" indicates that the soil has one or more features that are unfavorable for

the specified use. The limitations generally cannot be overcome without major soil

reclamation, special design, or expensive installation procedures. Poor performance

and high maintenance can be expected.

Numerical ratings indicate the severity of individual limitations. The ratings are shown

as decimal fractions ranging from 0.01 to 1.00. They indicate gradations between the

point at which a soil feature has the greatest negative impact on the use (1.00) and

the point at which the soil feature is not a limitation (0.00).

The map unit components listed for each map unit in the accompanying Summary by

Map Unit table in Web Soil Survey or the Aggregation Report in Soil Data Viewer are

determined by the aggregation method chosen. An aggregated rating class is shown

for each map unit. The components listed for each map unit are only those that have

Custom Soil Resource Report

66 Willmar Rail Connector & Industrial Access Project

Willmar, MN
Document Path: K:\02051-020\GIS\Maps\EnvironmentalAssessment\Fig10-8m Limitations of Roads South Stages.mxd

FIGURE 10-8m Limitations of Roads Map South Stages

Willmar Rail Connector & Industrial Access Project

Willmar, MN

0

Ü 120

Feet
MAP LEGEND MAP INFORMATION

Area of Interest (AOI)

Area of Interest (AOI)

Soils

Soil Rating Polygons

Very limited

Somewhat limited

Not limited

Not rated or not available

Soil Rating Lines

Very limited

Somewhat limited

Not limited

Not rated or not available

Soil Rating Points

Very limited

Somewhat limited

Not limited

Not rated or not available

Water Features

Streams and Canals

Transportation

Rails

Interstate Highways

US Routes

Major Roads

Local Roads

Background

Aerial Photography

The soil surveys that comprise your AOI were mapped at 1:20,000.

Please rely on the bar scale on each map sheet for map

measurements.

Source of Map: Natural Resources Conservation Service

Web Soil Survey URL: http://websoilsurvey.nrcs.usda.gov

Coordinate System: Web Mercator (EPSG:3857)

Maps from the Web Soil Survey are based on the Web Mercator

projection, which preserves direction and shape but distorts

distance and area. A projection that preserves area, such as the

Albers equal-area conic projection, should be used if more accurate

calculations of distance or area are required.

This product is generated from the USDA-NRCS certified data as of

the version date(s) listed below.

Soil Survey Area: Kandiyohi County, Minnesota

Survey Area Data: Version 14, Sep 18, 2015

Soil map units are labeled (as space allows) for map scales 1:50,000

or larger.

Date(s) aerial images were photographed: Jul 6, 2011—Aug 17,

2011

The orthophoto or other base map on which the soil lines were

compiled and digitized probably differs from the background

imagery displayed on these maps. As a result, some minor shifting

of map unit boundaries may be evident.

Custom Soil Resource Report

8
Tables—Local Roads and Streets ((Willmar Wye S.P.3403-74))

Local Roads and Streets— Summary by Map Unit — Kandiyohi County, Minnesota (MN067)

Map unit symbol Map unit name Rating Component

name (percent)

Rating reasons

(numeric values)

Acres in AOI Percent of AOI

112 Harps clay loam,

0 to 2 percent

slopes

Very limited Harps (85%) Depth to

saturated zone

(1.00)

5.0 1.8%

Frost action

(1.00)

Low strength

(1.00)

Glencoe (10%) Ponding (1.00)

Depth to

saturated zone

(1.00)

Frost action

(1.00)

Low strength

(1.00)

Shrink-swell

(0.02)

Okoboji (3%) Ponding (1.00)

Depth to

saturated zone

(1.00)

Frost action

(1.00)

Low strength

(1.00)

Shrink-swell

(0.96)

Canisteo (2%) Depth to

saturated zone

(1.00)

Frost action

(1.00)

Low strength

(1.00)

423 Seaforth loam, 1

to 3 percent

slopes

Somewhat limited Seaforth (80%) Frost action

(0.50)

15.8 5.7%

Low strength

(0.34)

Depth to

saturated zone

(0.02)

446B Normania loam, 2

to 5 percent

slopes

Very limited Normania (90%) Low strength

(1.00)

5.3 1.9%

Frost action

(0.50)

Custom Soil Resource Report

9
Local Roads and Streets— Summary by Map Unit — Kandiyohi County, Minnesota (MN067)

Map unit symbol Map unit name Rating Component

name (percent)

Rating reasons

(numeric values)

Acres in AOI Percent of AOI

Shrink-swell

(0.50)

447 Harpster silty clay

loam

Very limited Harpster (90%) Depth to

saturated zone

(1.00)

3.6 1.3%

Frost action

(1.00)

Low strength

(1.00)

Shrink-swell

(0.50)

897B SeaforthSwanlake

loams, 2 to 6

percent slopes

Very limited Seaforth (60%) Frost action

(1.00)

14.7 5.3%

Low strength

(0.99)

899 Harps-Okoboji

complex, 0 to 2

percent slopes

Very limited Harps (55%) Depth to

saturated zone

(1.00)

69.2 25.1%

Frost action

(1.00)

Low strength

(1.00)

Okoboji (35%) Ponding (1.00)

Depth to

saturated zone

(1.00)

Frost action

(1.00)

Low strength

(1.00)

Shrink-swell

(0.96)

Canisteo (10%) Depth to

saturated zone

(1.00)

Frost action

(1.00)

Low strength

(1.00)

927 Harps-GlencoeSeaforth

complex, 0 to 3

percent slopes

Very limited Harps (35%) Depth to

saturated zone

(1.00)

56.7 20.6%

Frost action

(1.00)

Low strength

(1.00)

Glencoe (25%) Ponding (1.00)

Custom Soil Resource Report

10
Local Roads and Streets— Summary by Map Unit — Kandiyohi County, Minnesota (MN067)

Map unit symbol Map unit name Rating Component

name (percent)

Rating reasons

(numeric values)

Acres in AOI Percent of AOI

Depth to

saturated zone

(1.00)

Frost action

(1.00)

Low strength

(1.00)

Shrink-swell

(0.02)

Amiret (10%) Low strength

(1.00)

Frost action

(0.50)

Canisteo (7%) Depth to

saturated zone

(1.00)

Frost action

(1.00)

Low strength

(1.00)

Webster (3%) Depth to

saturated zone

(1.00)

Frost action

(1.00)

Low strength

(1.00)

Shrink-swell

(0.26)

954C Swanlake-Ves

loams, 6 to 12

percent slopes

Very limited Swanlake (50%) Low strength

(1.00)

0.0 0.0%

Frost action

(0.50)

Shrink-swell

(0.50)

Slope (0.04)

Ves (40%) Low strength

(1.00)

Frost action

(0.50)

Shrink-swell

(0.50)

Slope (0.04)

981 Canisteo-Harps

loams

Very limited Canisteo (45%) Depth to

saturated zone

(1.00)

36.7 13.3%

Frost action

(1.00)

Custom Soil Resource Report

11
Local Roads and Streets— Summary by Map Unit — Kandiyohi County, Minnesota (MN067)

Map unit symbol Map unit name Rating Component

name (percent)

Rating reasons

(numeric values)

Acres in AOI Percent of AOI

Low strength

(1.00)

Harps (40%) Depth to

saturated zone

(1.00)

Frost action

(1.00)

Low strength

(1.00)

Shrink-swell

(0.03)

999C Swanlake-VesHawick

complex, 6 to

12 percent

slopes

Very limited Swanlake (40%) Low strength

(1.00)

4.7 1.7%

Frost action

(0.50)

Shrink-swell

(0.50)

Slope (0.04)

Ves (25%) Low strength

(1.00)

Frost action

(0.50)

Shrink-swell

(0.50)

Slope (0.04)

Hawick (20%) Low strength

(1.00)

Slope (0.04)

1900 Okoboji-Canisteo

depressional

complex, 0 to 1

percent slopes

Very limited Okoboji (60%) Ponding (1.00) 48.5 17.6%

Depth to

saturated zone

(1.00)

Frost action

(1.00)

Low strength

(1.00)

Shrink-swell

(0.96)

Canisteo,

depressional

(30%)

Ponding (1.00)

Depth to

saturated zone

(1.00)

Frost action

(1.00)

Low strength

(1.00)

Klossner, drained

(5%)

Ponding (1.00)

Custom Soil Resource Report

12
Local Roads and Streets— Summary by Map Unit — Kandiyohi County, Minnesota (MN067)

Map unit symbol Map unit name Rating Component

name (percent)

Rating reasons

(numeric values)

Acres in AOI Percent of AOI

Depth to

saturated zone

(1.00)

Subsidence

(1.00)

Frost action

(1.00)

Low strength

(1.00)

Harps (5%) Depth to

saturated zone

(1.00)

Frost action

(1.00)

Low strength

(1.00)

L83A Webster clay

loam, 0 to 2

percent slopes

Very limited Webster (85%) Depth to

saturated zone

(1.00)

0.8 0.3%

Frost action

(1.00)

Low strength

(1.00)

Shrink-swell

(0.26)

Nicollet (5%) Low strength

(1.00)

Depth to

saturated zone

(0.78)

Frost action

(0.50)

Shrink-swell

(0.14)

Okoboji (5%) Ponding (1.00)

Depth to

saturated zone

(1.00)

Frost action

(1.00)

Low strength

(1.00)

Shrink-swell

(0.96)

Glencoe (3%) Ponding (1.00)

Depth to

saturated zone

(1.00)

Custom Soil Resource Report

13
Local Roads and Streets— Summary by Map Unit — Kandiyohi County, Minnesota (MN067)

Map unit symbol Map unit name Rating Component

name (percent)

Rating reasons

(numeric values)

Acres in AOI Percent of AOI

Frost action

(1.00)

Low strength

(1.00)

Shrink-swell

(0.02)

Canisteo (2%) Depth to

saturated zone

(1.00)

Frost action

(1.00)

Low strength

(1.00)

L163A Okoboji silty clay

loam, 0 to 1

percent slopes

Very limited Okoboji (85%) Ponding (1.00) 9.0 3.3%

Depth to

saturated zone

(1.00)

Frost action

(1.00)

Low strength

(1.00)

Shrink-swell

(0.96)

Canisteo (10%) Depth to

saturated zone

(1.00)

Frost action

(1.00)

Low strength

(1.00)

Harps (5%) Depth to

saturated zone

(1.00)

Frost action

(1.00)

Low strength

(1.00)

L201A Normania loam, 1

to 3 percent

slopes

Somewhat limited Normania (85%) Low strength

(0.69)

5.3 1.9%

Frost action

(0.50)

Depth to

saturated zone

(0.02)

Seaforth (3%) Frost action

(0.50)

Low strength

(0.34)

Custom Soil Resource Report

14
Local Roads and Streets— Summary by Map Unit — Kandiyohi County, Minnesota (MN067)

Map unit symbol Map unit name Rating Component

name (percent)

Rating reasons

(numeric values)

Acres in AOI Percent of AOI

L505A Delft clay loam, 0

to 2 percent

slopes

Very limited Delft (85%) Depth to

saturated zone

(1.00)

0.1 0.0%

Frost action

(1.00)

Low strength

(1.00)

Shrink-swell

(0.68)

Glencoe (8%) Ponding (1.00)

Depth to

saturated zone

(1.00)

Frost action

(1.00)

Low strength

(1.00)

Shrink-swell

(0.02)

Nicollet (5%) Low strength

(1.00)

Depth to

saturated zone

(0.78)

Frost action

(0.50)

Shrink-swell

(0.14)

Canisteo (2%) Depth to

saturated zone

(1.00)

Frost action

(1.00)

Low strength

(1.00)

Totals for Area of Interest 275.5 100.0%

Local Roads and Streets— Summary by Rating Value

Rating Acres in AOI Percent of AOI

Very limited 254.4 92.3%

Somewhat limited 21.2 7.7%

Totals for Area of Interest 275.5 100.0%

Custom Soil Resource Report

15
S.P. 3403-74 Appendix I Environmental Assessment/

Willmar Rail Connector & Industrial Access Project Environmental Assessment Worksheet

Appendix I – Well Logs
Minnesota Unique Well Number MINNESOTA DEPARTMENT OF HEALTH

WELL AND BORING REPORT

Minnesota Statutes Chapter 1031 122613

County Kandiyohi Entry Date 04/11/1988

Quad Willmar Update Date 06/24/2016

Quad ID 127D Received Date

Well Name Township Range Dir Section Subsection Well Depth Depth Completed Date Well Completed

PETERSON, 119 35 W 29 CADDBC 78 ft. 78 ft. 06/25/1976

Elevation 1130 Elev. Method 7.5 minute topographic map (+/- 5 feet) Drill Method Cable Tool Drill Fluid

Address Use domestic Status Active

Well Hydrofractured? Yes

No

From To

Threaded

1 ft.

Casing Type Single casing

No

Drive Shoe? Yes X Above/Below

Joint

C/W RR WILLMAR MN

Geological Material From To (ft.) Color Hardness

TOPSOIL 0 2 BLACK

CLAY 2 12 YELLOW

CLAY 12 66 BLUE

SAND & GRAVEL 66 78

Stratigraphy Information

Casing Diameter Weight

5 in. To 74 ft. 15 lbs./ft.

Screen? X Type stainless Make JOHNSON

Diameter Slot/Gauze Length Set

5 in. 20 4 ft. 74 ft. 78 ft.

Open Hole From ft. To ft.

Static Water Level

Pumping Level (below land surface)

SAMPLE NO. 602428.

Wellhead Completion

Pump

Nearest Known Source of Contamination

Abandoned

Variance

Well Contractor

Minnesota Well Index Report

122613

HE-01205-15

Printed on 09/22/2016

Pitless adapter manufacturer Model

At-grade (Environmental Wells and Borings ONLY)

Casing Protection X 12 in. above grade

X

Does property have any not in use and not sealed well(s)?

Grouting Information Well Grouted? Yes No Not Specified

No

11 ft. land surface Measure 06/25/1976

15 ft. 3 hrs. Pumping at 35 g.p.m.

75 feet North Direction Septic tank/drain field Type

Well disinfected upon completion? Yes

X Not Installed Date Installed

Manufacturer's name

Model Number HP Volt

Length of drop pipe ft Capacity g.p. Typ

Yes No

Was a variance granted from the MDH for this well? Yes No

Licensee Business Lic. or Reg. No. Name of Driller

Marcus Well Co. 34071 MARCUS, S.

Remarks

Miscellaneous

Last Strat

Aquifer

Depth to Bedrock

Located by

Locate Method

First Bedrock

sand +larger

Minnesota Geological Survey

Quat. buried

Digitized - scale 1:24,000 or larger (Digitizing Table)

System X 335130 Y 4994586

ft

UTM - Mad83, Zone 15, Meters

Unique Number Verification Inpute Date 01/01/1990

Angled Drill Hole
Minnesota Unique Well Number MINNESOTA DEPARTMENT OF HEALTH

WELL AND BORING REPORT

Minnesota Statutes Chapter 1031 130237

County Kandiyohi Entry Date 04/11/1988

Quad Willmar Update Date 06/21/2016

Quad ID 127D Received Date

Well Name Township Range Dir Section Subsection Well Depth Depth Completed Date Well Completed

BOIKE, BILL 119 35 W 19 DAAADB 86 ft. 86 ft. 04/21/1977

Elevation 1117 Elev. Method 7.5 minute topographic map (+/- 5 feet) Drill Method Cable Tool Drill Fluid

Address Use domestic Status Active

Well Hydrofractured? Yes

No

From To

Threaded

1 ft.

Casing Type Single casing

No

Drive Shoe? Yes X Above/Below

Joint

C/W WILLMAR MN

Geological Material From To (ft.) Color Hardness

TOP SOIL 0 2 BLACK

CLAY 2 15 YELLOW

CLAY 15 36 BLUE

MUCKY SAND 36 42

SAND & GRAVEL 42 47

CLAY 47 67 BLUE

SAND 67 78

GRAVEL 78 86

Stratigraphy Information

Casing Diameter Weight

5 in. To 82 ft. 15 lbs./ft.

Screen? X Type stainless Make JOHNSON

Diameter Slot/Gauze Length Set

5 in. 25 4 ft. 82 ft. 86 ft.

Open Hole From ft. To ft.

Static Water Level

Pumping Level (below land surface)

Wellhead Completion

Pump

Nearest Known Source of Contamination

Abandoned

Variance

Well Contractor

Minnesota Well Index Report

130237

HE-01205-15

Printed on 09/01/2016

Pitless adapter manufacturer Model

At-grade (Environmental Wells and Borings ONLY)

Casing Protection 12 in. above grade

Does property have any not in use and not sealed well(s)?

Grouting Information Well Grouted? Yes No Not Specified

No

14 ft. land surface Measure 04/21/1977

16.5 ft. 3 hrs. Pumping at 40 g.p.m.

75 feet Southwes Direction Sewer Type

Well disinfected upon completion? X Yes

Not Installed Date Installed

Manufacturer's name

Model Number HP Volt

Length of drop pipe ft Capacity g.p. Typ

0

Submersible

Yes No

Was a variance granted from the MDH for this well? Yes No

Licensee Business Lic. or Reg. No. Name of Driller

Marcus Well Co. 34071 MARCUS, S.

Remarks

Miscellaneous

Last Strat

Aquifer

Depth to Bedrock

Located by

Locate Method

First Bedrock

gravel (+larger)

Minnesota Geological Survey

Quat. buried

Digitized - scale 1:24,000 or larger (Digitizing Table)

System X 334412 Y 4996482

ft

UTM - Mad83, Zone 15, Meters

Unique Number Verification Inpute Date 01/01/1990

Angled Drill Hole
Minnesota Unique Well Number MINNESOTA DEPARTMENT OF HEALTH

WELL AND BORING REPORT

Minnesota Statutes Chapter 1031 137046

County Kandiyohi Entry Date 04/11/1988

Quad Willmar Update Date 06/21/2016

Quad ID 127D Received Date

Well Name Township Range Dir Section Subsection Well Depth Depth Completed Date Well Completed

CONKLIN, 119 35 W 20 CDBCAB 109 ft. 109 ft. 09/23/1977

Elevation 1133 Elev. Method 7.5 minute topographic map (+/- 5 feet) Drill Method Cable Tool Drill Fluid

Address Use domestic Status Active

Well Hydrofractured? Yes

No

From To

Casing Type Single casing Threaded

No

Drive Shoe? Yes X Above/Below

Joint

C/W RR WILLMAR MN

Geological Material From To (ft.) Color Hardness

TOP SOIL 0 2 BLACK

CLAY 2 26 YELLOW

CLAY 26 55 BLUE

SAND 55 58

CLAY 58 97 BLUE

GRAVEL 97 109

Stratigraphy Information

Casing Diameter Weight

5 in. To 104 ft. 15 lbs./ft.

Hole Diameter

5 in. To 103 ft.

Screen? X Type stainless Make JOHNSON

Diameter Slot/Gauze Length Set

5 in. 25 5 ft. 99 ft. 104 ft.

Open Hole From ft. To ft.

Static Water Level

Pumping Level (below land surface)

Wellhead Completion

Pump

Nearest Known Source of Contamination

Abandoned

Variance

Well Contractor

Minnesota Well Index Report

137046

HE-01205-15

Printed on 09/01/2016

Pitless adapter manufacturer Model

At-grade (Environmental Wells and Borings ONLY)

Casing Protection 12 in. above grade

MYERS

Does property have any not in use and not sealed well(s)?

Grouting Information Well Grouted? Yes No Not Specified

No

34 ft. land surface Measure 09/23/1977

35 ft. 2 hrs. Pumping at 30 g.p.m.

feet Direction Type

Well disinfected upon completion? X Yes

Not Installed Date Installed

Manufacturer's name

Model Number HP Volt

Length of drop pipe ft Capacity g.p. Typ

09/30/1977

0.75 230

50 15 Submersible

Yes No

Was a variance granted from the MDH for this well? Yes No

Licensee Business Lic. or Reg. No. Name of Driller

Marcus Well Co. 34071 MARCUS, S.

Remarks

Miscellaneous

Last Strat

Aquifer

Depth to Bedrock

Located by

Locate Method

First Bedrock

gravel (+larger)

Minnesota Geological Survey

Quat. buried

Digitized - scale 1:24,000 or larger (Digitizing Table)

System X 334923 Y 4996013

ft

UTM - Mad83, Zone 15, Meters

Unique Number Verification Inpute Date 01/01/1990

Angled Drill Hole
Minnesota Unique Well Number MINNESOTA DEPARTMENT OF HEALTH

WELL AND BORING REPORT

Minnesota Statutes Chapter 1031 194381

County Kandiyohi Entry Date 11/11/1992

Quad Willmar Update Date 06/21/2016

Quad ID 127D Received Date

Well Name Township Range Dir Section Subsection Well Depth Depth Completed Date Well Completed

MW-1 119 35 W 17 BAAACD 17 ft. 17 ft. 06/13/1990

Elevation 1127 Elev. Method 7.5 minute topographic map (+/- 5 feet) Drill Method Power Auger Drill Fluid

Address Use monitor well Status Sealed

Well Hydrofractured? Yes

No

From To

Threaded

2.52 ft.

Casing Type Single casing

No

Drive Shoe? Yes X Above/Below

Joint

C/W 369 CR 5 SW HWY 12 W LM MN

Geological Material From To (ft.) Color Hardness

SOIL FILL 0 1 BLACK

SILTY CLAY 1 10 YELLOW

SANDY CLAY 10 17 YELLOW

Stratigraphy Information

Casing Diameter Weight

4 in. To 2 ft. lbs./ft.

Hole Diameter

4.5 in. To 17 ft.

Screen? X Type stainless Make JOHNSON

Diameter Slot/Gauze Length Set

2 in. 10 10 ft. ft. ft.

Open Hole From ft. To ft.

Static Water Level

Pumping Level (below land surface)

WELL SEALED 09-03-1996 BY 75330

ORIGINAL USE MW - MONITOR WELL

WELL TO CHECK THE SPREAD OF GASOLINE IN THE GROUND WATER

Material Amount From To

neat cement ft. ft.

Wellhead Completion

Pump

Nearest Known Source of Contamination

Abandoned

Variance

Well Contractor

Minnesota Well Index Report

194381

HE-01205-15

Printed on 09/22/2016

Pitless adapter manufacturer Model

At-grade (Environmental Wells and Borings ONLY)

Casing Protection X 12 in. above grade

X

Does property have any not in use and not sealed well(s)?

Grouting Information Well Grouted? Yes No Not Specified

No

8.5 ft. land surface Measure 07/10/1990

50 feet East Direction Volatile organic compounds Type

Well disinfected upon completion? Yes X

X Not Installed Date Installed

Manufacturer's name

Model Number HP Volt

Length of drop pipe ft Capacity g.p. Typ

Yes No

Was a variance granted from the MDH for this well? Yes No

Licensee Business Lic. or Reg. No. Name of Driller

Valnes Well Co. 75330 VALNES, T.

Remarks

Miscellaneous

Last Strat

Aquifer

Depth to Bedrock

Located by

Locate Method

First Bedrock

clay+sand-yellow

Minnesota Geological Survey

Quat. Water

Digitization (Screen) - Map (1:24,000)

System X 335272 Y 4998896

ft

UTM - Mad83, Zone 15, Meters

Unique Number Verification Site Plan Inpute Date 06/21/2016

Angled Drill Hole
Minnesota Unique Well Number MINNESOTA DEPARTMENT OF HEALTH

WELL AND BORING REPORT

Minnesota Statutes Chapter 1031 194382

County Kandiyohi Entry Date 11/11/1992

Quad Willmar Update Date 06/21/2016

Quad ID 127D Received Date

Well Name Township Range Dir Section Subsection Well Depth Depth Completed Date Well Completed

MW-2 119 35 W 17 BAADAA 18 ft. 17 ft. 06/14/1990

Elevation 1125 Elev. Method 7.5 minute topographic map (+/- 5 feet) Drill Method Power Auger Drill Fluid

Address Use monitor well Status Sealed

Well Hydrofractured? Yes

No

From To

Threaded

2 ft.

Casing Type Single casing

No

Drive Shoe? Yes X Above/Below

Joint

C/W 369 CR 5 SW HWY 12 W LM WILLMAR MN

Geological Material From To (ft.) Color Hardness

BLACK SOIL 0 1 BLACK

SILTY CLAY 1 10 YELLOW

SILTY CLAY 10 13 YELLOW

SAND - SILT - CLAY 13 18 YELLOW

CLAY 18 18 BLUE

Stratigraphy Information

Casing Diameter Weight

4 in. To 2 ft. lbs./ft.

Hole Diameter

4.5 in. To 17 ft.

Screen? X Type stainless Make JOHNSON

Diameter Slot/Gauze Length Set

2 in. 10 10 ft. 7 ft. 17 ft.

Open Hole From ft. To ft.

Static Water Level

Pumping Level (below land surface)

WELL SEALED 09-03-1996 BY 75330

ORIGINAL USE MW - MONITOR WELL

WELL USED TO CHECK THE SPREAD OF GASOLINE IN THE GROUND WATER

Material Amount From To

bentonite 5 ft. 6 ft.

neat cement ft. 5 ft.

Wellhead Completion

Pump

Nearest Known Source of Contamination

Abandoned

Variance

Well Contractor

Minnesota Well Index Report

194382

HE-01205-15

Printed on 09/22/2016

Pitless adapter manufacturer Model

At-grade (Environmental Wells and Borings ONLY)

Casing Protection X 12 in. above grade

X

Does property have any not in use and not sealed well(s)?

Grouting Information Well Grouted? Yes No Not Specified

No

9.6 ft. land surface Measure 06/14/1990

100 feet Northwes Direction Volatile organic compounds Type

Well disinfected upon completion? Yes X

X Not Installed Date Installed

Manufacturer's name

Model Number HP Volt

Length of drop pipe ft Capacity g.p. Typ

Yes No

Was a variance granted from the MDH for this well? Yes No

Licensee Business Lic. or Reg. No. Name of Driller

Valnes Well Co. 75330 VALNES, T.

Remarks

Miscellaneous

Last Strat

Aquifer

Depth to Bedrock

Located by

Locate Method

First Bedrock

clay-gray

Minnesota Geological Survey

Quat. Water

Digitization (Screen) - Map (1:24,000)

System X 335315 Y 4998860

ft

UTM - Mad83, Zone 15, Meters

Unique Number Verification Site Plan Inpute Date 06/21/2016

Angled Drill Hole
Minnesota Unique Well Number MINNESOTA DEPARTMENT OF HEALTH

WELL AND BORING REPORT

Minnesota Statutes Chapter 1031 194383

County Kandiyohi Entry Date 11/11/1992

Quad Willmar Update Date 06/21/2016

Quad ID 127D Received Date

Well Name Township Range Dir Section Subsection Well Depth Depth Completed Date Well Completed

MW-3 119 35 W 17 BAAAAA 21 ft. 20 ft. 06/14/1990

Elevation 1125 Elev. Method 7.5 minute topographic map (+/- 5 feet) Drill Method Power Auger Drill Fluid

Address Use monitor well Status Sealed

Well Hydrofractured? Yes

No

From To

Threaded

2 ft.

Casing Type Single casing

No

Drive Shoe? Yes X Above/Below

Joint

C/W 369 CR 5 & HWY 12 W LM WILLMAR MN

Geological Material From To (ft.) Color Hardness

SOIL FILL 0 1 BLACK

FILL GRAVEL 1 3 BROWN

CLAY SOIL 3 7 BLACK

SILTY CLAY 7 10 YELLOW

SILTY CLAY 10 15 YELLOW

SAND 15 16

CLAY 16 21 BLUE

Stratigraphy Information

Casing Diameter Weight

4 in. To 2 ft. lbs./ft.

Hole Diameter

4.5 in. To 20 ft.

Screen? X Type stainless Make JOHNSON

Diameter Slot/Gauze Length Set

2 in. 10 10 ft. 10 ft. 20 ft.

Open Hole From ft. To ft.

Static Water Level

Pumping Level (below land surface)

WELL SEALED 09-03-1996 BY 75330

ORIGINAL USE MW - MONITOR WELL

WELL TO CHECK THE SPREAD OF GASOLINE IN THE GROUND WATER

Material Amount From To

bentonite 6 ft. 7 ft.

neat cement ft. 6 ft.

Wellhead Completion

Pump

Nearest Known Source of Contamination

Abandoned

Variance

Well Contractor

Minnesota Well Index Report

194383

HE-01205-15

Printed on 09/22/2016

Pitless adapter manufacturer Model

At-grade (Environmental Wells and Borings ONLY)

Casing Protection X 12 in. above grade

X

Does property have any not in use and not sealed well(s)?

Grouting Information Well Grouted? Yes No Not Specified

No

9.6 ft. land surface Measure 07/10/1990

100 feet South Direction Volatile organic compounds Type

Well disinfected upon completion? Yes X

X Not Installed Date Installed

Manufacturer's name

Model Number HP Volt

Length of drop pipe ft Capacity g.p. Typ

Yes No

Was a variance granted from the MDH for this well? Yes No

Licensee Business Lic. or Reg. No. Name of Driller

Valnes Well Co. 75330 VALNES, T.

Remarks

Miscellaneous

Last Strat

Aquifer

Depth to Bedrock

Located by

Locate Method

First Bedrock

clay-gray

Minnesota Geological Survey

Quat. Water

Digitization (Screen) - Map (1:24,000)

System X 335304 Y 4998963

ft

UTM - Mad83, Zone 15, Meters

Unique Number Verification Site Plan Inpute Date 06/21/2016

Angled Drill Hole
Minnesota Unique Well Number MINNESOTA DEPARTMENT OF HEALTH

WELL AND BORING REPORT

Minnesota Statutes Chapter 1031 194384

County Kandiyohi Entry Date 11/11/1992

Quad Willmar Update Date 06/21/2016

Quad ID 127D Received Date

Well Name Township Range Dir Section Subsection Well Depth Depth Completed Date Well Completed

MW-4 119 35 W 17 BAADBB 21 ft. 20 ft. 06/14/1990

Elevation 1126 Elev. Method 7.5 minute topographic map (+/- 5 feet) Drill Method Power Auger Drill Fluid

Address Use monitor well Status Sealed

Well Hydrofractured? Yes

No

From To

Threaded

2 ft.

Casing Type Single casing

No

Drive Shoe? Yes Above/Below

Joint

C/W 369 CR 5 SW & HWY 12 W LM WILLMAR MN

Geological Material From To (ft.) Color Hardness

SOIL FILL 0 1 BLACK

SILTY CLAY 1 10 YELLOW

SILTY CLAY 10 13 YELLOW

SANDY CLAY 13 17 YELLOW

SAND 17 21 YEL/BRN

BLUE CLAY 21 21 BLUE

Stratigraphy Information

Casing Diameter Weight

4 in. To 2 ft. lbs./ft.

Hole Diameter

4.5 in. To 20 ft.

Screen? X Type stainless Make JOHNSON

Diameter Slot/Gauze Length Set

2 in. 10 10 ft. 10 ft. 20 ft.

Open Hole From ft. To ft.

Static Water Level

Pumping Level (below land surface)

WELL SEALED 09-03-1996 BY 75330

ORIGINAL USE MW - MONITOR WELL

WELL USED FOR MONTORING THE SPREAD OF GASOLINE CONTAMINATION

IN THE GROUND WATER

Material Amount From To

bentonite 7 ft. 8 ft.

neat cement ft. 7 ft.

Wellhead Completion

Pump

Nearest Known Source of Contamination

Abandoned

Variance

Well Contractor

Minnesota Well Index Report

194384

HE-01205-15

Printed on 09/22/2016

Pitless adapter manufacturer Model

At-grade (Environmental Wells and Borings ONLY)

Casing Protection X 12 in. above grade

X

Does property have any not in use and not sealed well(s)?

Grouting Information Well Grouted? Yes No Not Specified

No

14 ft. land surface Measure 07/10/1990

150 feet Northeas Direction Volatile organic compounds Type

Well disinfected upon completion? Yes X

X Not Installed Date Installed

Manufacturer's name

Model Number HP Volt

Length of drop pipe ft Capacity g.p. Typ

Yes No

Was a variance granted from the MDH for this well? Yes No

Licensee Business Lic. or Reg. No. Name of Driller

Valnes Well Co. 75330 VALNES T.

Remarks

Miscellaneous

Last Strat

Aquifer

Depth to Bedrock

Located by

Locate Method

First Bedrock

clay-gray

Minnesota Geological Survey

Quat. Water

Digitization (Screen) - Map (1:24,000)

System X 335232 Y 4998868

ft

UTM - Mad83, Zone 15, Meters

Unique Number Verification Site Plan Inpute Date 06/21/2016

Angled Drill Hole
Minnesota Unique Well Number MINNESOTA DEPARTMENT OF HEALTH

WELL AND BORING REPORT

Minnesota Statutes Chapter 1031 194601

County Kandiyohi Entry Date 04/11/1988

Quad Willmar Update Date 06/21/2016

Quad ID 127D Received Date

Well Name Township Range Dir Section Subsection Well Depth Depth Completed Date Well Completed

HELLENBRAND, 119 35 W 18 DDDDDB 46 ft. 46 ft. 05/26/1983

Elevation 1125 Elev. Method 7.5 minute topographic map (+/- 5 feet) Drill Method Non-specified Rotary Drill Fluid

Address Use domestic Status Active

Well Hydrofractured? Yes

No

From To

Casing Type Single casing

No

Drive Shoe? Yes Above/Below

Joint

Contact WILLMAR MN

Geological Material From To (ft.) Color Hardness

CLAY 0 1 BLACK

CLAY 1 20 YELLOW

CLAY 20 36 BLUE

SAND 36 46 GRAY

MUCK 46 46

Stratigraphy Information

Casing Diameter Weight

5 in. To 41.5 ft. lbs./ft.

Screen? X Type stainless Make JOHNSON

Diameter Slot/Gauze Length Set

5 in. 20 4 ft. 41.5 ft. 45.5 ft.

Open Hole From ft. To ft.

Static Water Level

Pumping Level (below land surface)

Material Amount From To

cuttings ft. ft.

Wellhead Completion

Pump

Nearest Known Source of Contamination

Abandoned

Variance

Well Contractor

Minnesota Well Index Report

194601

HE-01205-15

Printed on 09/22/2016

Pitless adapter manufacturer MONITOR Model

At-grade (Environmental Wells and Borings ONLY)

Casing Protection 12 in. above grade

X

Does property have any not in use and not sealed well(s)?

Grouting Information Well Grouted? Yes No Not Specified

No

19 ft. land surface Measure 05/26/1983

23 ft. hrs. Pumping at 20 g.p.m.

75 feet Direction Septic tank/drain field Type

Well disinfected upon completion? X Yes

X Not Installed Date Installed

Manufacturer's name

Model Number HP Volt

Length of drop pipe ft Capacity g.p. Typ

Yes No

Was a variance granted from the MDH for this well? Yes No

Licensee Business Lic. or Reg. No. Name of Driller

Marcus Well Co. 34071 MARCUS, D.

Remarks

Miscellaneous

Last Strat

Aquifer

Depth to Bedrock

Located by

Locate Method

First Bedrock

clay/sand/silt-no peb.

Minnesota Geological Survey

Quat. buried

Digitization (Screen) - Map (1:24,000)

System X 334435 Y 4997390

ft

UTM - Mad83, Zone 15, Meters

Unique Number Verification Plat Book Inpute Date 06/21/2016

Angled Drill Hole
Minnesota Unique Well Number MINNESOTA DEPARTMENT OF HEALTH

WELL AND BORING REPORT

Minnesota Statutes Chapter 1031 210694

County Kandiyohi Entry Date 04/11/1988

Quad Willmar Update Date 06/21/2016

Quad ID 127D Received Date

Well Name Township Range Dir Section Subsection Well Depth Depth Completed Date Well Completed

HAMAAN, 119 35 W 17 AABBCD 36 ft. 36 ft. 08/00/1966

Elevation 1132 Elev. Method 7.5 minute topographic map (+/- 5 feet) Drill Method Drill Fluid

Address Use domestic Status Active

Well Hydrofractured? Yes

No

From To

Casing Type Single casing

No

Drive Shoe? Yes Above/Below

Joint

C/W W. OF WILLMAR WILLMAR MN

Geological Material From To (ft.) Color Hardness

CLAY 0 20 YELLOW

CLAY 20 26 BLUE

GRAVEL 26 36

Stratigraphy Information

Casing Diameter Weight

5 in. To 30 ft. lbs./ft.

Screen? X Type Make

Diameter Slot/Gauze Length Set

3 in. 10 5 ft. 30 ft. 35 ft.

Open Hole From ft. To ft.

Static Water Level

Pumping Level (below land surface)

Wellhead Completion

Pump

Nearest Known Source of Contamination

Abandoned

Variance

Well Contractor

Minnesota Well Index Report

210694

HE-01205-15

Printed on 09/01/2016

Pitless adapter manufacturer Model

At-grade (Environmental Wells and Borings ONLY)

Casing Protection 12 in. above grade

Does property have any not in use and not sealed well(s)?

Grouting Information Well Grouted? Yes No Not Specified

No

18 ft. land surface Measure 08/00/1966

25 ft. 4 hrs. Pumping at 15 g.p.m.

feet Direction Type

Well disinfected upon completion? Yes

X Not Installed Date Installed

Manufacturer's name

Model Number HP Volt

Length of drop pipe ft Capacity g.p. Typ

0

Yes No

Was a variance granted from the MDH for this well? Yes No

Licensee Business Lic. or Reg. No. Name of Driller

Marcus Well Co. 34071

Remarks

Miscellaneous

Last Strat

Aquifer

Depth to Bedrock

Located by

Locate Method

First Bedrock

gravel (+larger)

Minnesota Geological Survey

Quat. buried

Digitized - scale 1:24,000 or larger (Digitizing Table)

System X 335789 Y 4998849

ft

UTM - Mad83, Zone 15, Meters

Unique Number Verification Inpute Date 01/01/1990

Angled Drill Hole
Minnesota Unique Well Number MINNESOTA DEPARTMENT OF HEALTH

WELL AND BORING REPORT

Minnesota Statutes Chapter 1031 210698

County Kandiyohi Entry Date 04/11/1988

Quad Willmar Update Date 06/21/2016

Quad ID 127D Received Date

Well Name Township Range Dir Section Subsection Well Depth Depth Completed Date Well Completed

HAMAAN, 119 35 W 17 AABBCD 128 ft. 128 ft. 07/00/1966

Elevation 1132 Elev. Method 7.5 minute topographic map (+/- 5 feet) Drill Method Drill Fluid

Address Use domestic Status Active

Well Hydrofractured? Yes

No

From To

Casing Type Single casing

No

Drive Shoe? Yes Above/Below

Joint

C/W W. OF WILLMAR WILLMAR MN

Geological Material From To (ft.) Color Hardness

TOPSOIL 0 2

CLAY 2 25 YELLOW

CLAY 25 89 BLUE

GRAVEL 89 128

Stratigraphy Information

Casing Diameter Weight

5 in. To 128 ft. lbs./ft.

Screen? Type Make

Diameter Slot/Gauze Length Set

0 in. 0 ft. 0 ft. ft.

Open Hole From 128 ft. To 128 ft.

Static Water Level

Pumping Level (below land surface)

Wellhead Completion

Pump

Nearest Known Source of Contamination

Abandoned

Variance

Well Contractor

Minnesota Well Index Report

210698

HE-01205-15

Printed on 09/01/2016

Pitless adapter manufacturer Model

At-grade (Environmental Wells and Borings ONLY)

Casing Protection 12 in. above grade

Does property have any not in use and not sealed well(s)?

Grouting Information Well Grouted? Yes No Not Specified

No

15 ft. land surface Measure 07/00/1966

22 ft. 8 hrs. Pumping at 18 g.p.m.

feet Direction Type

Well disinfected upon completion? Yes

Not Installed Date Installed

Manufacturer's name

Model Number HP Volt

Length of drop pipe ft Capacity g.p. Typ

0.5

Jet

Yes No

Was a variance granted from the MDH for this well? Yes No

Licensee Business Lic. or Reg. No. Name of Driller

Marcus Well Co. 34071

Remarks

Miscellaneous

Last Strat

Aquifer

Depth to Bedrock

Located by

Locate Method

First Bedrock

gravel (+larger)

Minnesota Geological Survey

Quat. buried

Digitized - scale 1:24,000 or larger (Digitizing Table)

System X 335789 Y 4998849

ft

UTM - Mad83, Zone 15, Meters

Unique Number Verification Inpute Date 01/01/1990

Angled Drill Hole
Minnesota Unique Well Number MINNESOTA DEPARTMENT OF HEALTH

WELL AND BORING REPORT

Minnesota Statutes Chapter 1031 210735

County Kandiyohi Entry Date 04/11/1988

Quad Willmar Update Date 06/24/2016

Quad ID 127D Received Date

Well Name Township Range Dir Section Subsection Well Depth Depth Completed Date Well Completed

HOLMGREN 119 35 W 29 CADDBC 121 ft. 121 ft. 06/00/1968

Elevation 1130 Elev. Method 7.5 minute topographic map (+/- 5 feet) Drill Method Drill Fluid

Address Use domestic Status Active

Well Hydrofractured? Yes

No

From To

Casing Type Single casing

No

Drive Shoe? Yes Above/Below

Joint

C/W WILLMAR MN

Geological Material From To (ft.) Color Hardness

SUBSOIL 0 2

CLAY 2 35 YELLOW

CLAY 35 118 BLUE

SAND 118 121

Stratigraphy Information

Casing Diameter Weight

5 in. To 118 ft. lbs./ft.

Screen? X Type Make

Diameter Slot/Gauze Length Set

2 in. 12 3 ft. 118 ft. 121 ft.

Open Hole From ft. To ft.

Static Water Level

Pumping Level (below land surface)

Wellhead Completion

Pump

Nearest Known Source of Contamination

Abandoned

Variance

Well Contractor

Minnesota Well Index Report

210735

HE-01205-15

Printed on 09/22/2016

Pitless adapter manufacturer Model

At-grade (Environmental Wells and Borings ONLY)

Casing Protection 12 in. above grade

Does property have any not in use and not sealed well(s)?

Grouting Information Well Grouted? Yes No Not Specified

No

12 ft. land surface Measure 06/00/1968

64 ft. 3 hrs. Pumping at 9 g.p.m.

feet Direction Type

Well disinfected upon completion? Yes

X Not Installed Date Installed

Manufacturer's name

Model Number HP Volt

Length of drop pipe ft Capacity g.p. Typ

0

Yes No

Was a variance granted from the MDH for this well? Yes No

Licensee Business Lic. or Reg. No. Name of Driller

Marcus Well Co. 34071 MARCUS & CO.

Remarks

Miscellaneous

Last Strat

Aquifer

Depth to Bedrock

Located by

Locate Method

First Bedrock

sand

Minnesota Geological Survey

Quat. buried

Digitized - scale 1:24,000 or larger (Digitizing Table)

System X 335130 Y 4994586

ft

UTM - Mad83, Zone 15, Meters

Unique Number Verification Inpute Date 01/01/1990

Angled Drill Hole
Minnesota Unique Well Number MINNESOTA DEPARTMENT OF HEALTH

WELL AND BORING REPORT

Minnesota Statutes Chapter 1031 401827

County Kandiyohi Entry Date 04/11/1988

Quad Willmar Update Date 06/21/2016

Quad ID 127D Received Date

Well Name Township Range Dir Section Subsection Well Depth Depth Completed Date Well Completed

BOIKE, BILL 119 35 W 19 DAAAAC 89 ft. 89 ft. 07/20/1984

Elevation 1117 Elev. Method LiDAR 1m DEM (MNDNR) Drill Method Non-specified Rotary Drill Fluid

Address Use domestic Status Active

Well Hydrofractured? Yes

No

From To

Casing Type Single casing

No

Drive Shoe? Yes Above/Below

Joint

Contact RR 1 WILLMAR MN

Geological Material From To (ft.) Color Hardness

CLAY 0 1 BLACK

CLAY 1 14 YELLOW

CLAY 14 35 BLUE

SAND 35 40 BLUE

CLAY 40 70 BLUE

CLAY 70 75 BLUE SOFT

SAND AND GRAVEL 75 89 BLUE

Stratigraphy Information

Casing Diameter Weight

5 in. To 85 ft. lbs./ft.

Hole Diameter

5 in. To 89 ft.

Screen? X Type stainless Make JOHNSON

Diameter Slot/Gauze Length Set

5 in. 25 4 ft. 85 ft. 89 ft.

Open Hole From ft. To ft.

Static Water Level

Pumping Level (below land surface)

Material Amount From To

cuttings ft. ft.

Wellhead Completion

Pump

Nearest Known Source of Contamination

Abandoned

Variance

Well Contractor

Minnesota Well Index Report

401827

HE-01205-15

Printed on 09/01/2016

Pitless adapter manufacturer Model

At-grade (Environmental Wells and Borings ONLY)

Casing Protection 12 in. above grade

MEYERS

X

Does property have any not in use and not sealed well(s)?

Grouting Information Well Grouted? Yes No Not Specified

No

10 ft. land surface Measure 07/20/1984

15 ft. 1 hrs. Pumping at 40 g.p.m.

100 feet Direction Septic tank/drain field Type

Well disinfected upon completion? X Yes

Not Installed Date Installed

Manufacturer's name

Model Number HP Volt

Length of drop pipe ft Capacity g.p. Typ

07/20/1984

52J52-J511 0.5 230

28 15 Submersible

Yes No

Was a variance granted from the MDH for this well? Yes No

Licensee Business Lic. or Reg. No. Name of Driller

Marcus Well Co. 34071 MARCUS, D.

Remarks

Miscellaneous

Last Strat

Aquifer

Depth to Bedrock

Located by

Locate Method

First Bedrock

sand +larger-gray

Minnesota Geological Survey

Quat. buried

GPS SA Off (averaged)

System X 334400 Y 4996493

ft

UTM - Mad83, Zone 15, Meters

Unique Number Verification Name on mailbox Inpute Date 09/11/2015

Angled Drill Hole
Minnesota Unique Well Number MINNESOTA DEPARTMENT OF HEALTH

WELL AND BORING REPORT

Minnesota Statutes Chapter 1031 407471

County Kandiyohi Entry Date 04/11/1988

Quad Willmar Update Date 06/21/2016

Quad ID 127D Received Date

Well Name Township Range Dir Section Subsection Well Depth Depth Completed Date Well Completed

VAN BUREN, 119 35 W 19 AAAABD 95 ft. 95 ft. 04/02/1985

Elevation 1119 Elev. Method LiDAR 1m DEM (MNDNR) Drill Method Non-specified Rotary Drill Fluid

Address Use domestic Status Active

Well Hydrofractured? Yes

No

From To

Casing Type Single casing

No

Drive Shoe? Yes Above/Below

Joint

Contact WILLMAR MN

Geological Material From To (ft.) Color Hardness

CLAY 0 1 BLACK

CLAY 1 15 YELLOW

CLAY 15 34 BLUE

GRAVEL 34 49 GRAY

CLAY 49 81 BLUE

SAND AND GRAVEL 81 95

Stratigraphy Information

Casing Diameter Weight

5 in. To 91 ft. lbs./ft.

Screen? X Type stainless Make JOHNSON

Diameter Slot/Gauze Length Set

5 in. 20 4 ft. 91 ft. 95 ft.

Open Hole From ft. To ft.

Static Water Level

Pumping Level (below land surface)

Material Amount From To

cuttings ft. ft.

Wellhead Completion

Pump

Nearest Known Source of Contamination

Abandoned

Variance

Well Contractor

Minnesota Well Index Report

407471

HE-01205-15

Printed on 09/22/2016

Pitless adapter manufacturer Model

At-grade (Environmental Wells and Borings ONLY)

Casing Protection 12 in. above grade

X

Does property have any not in use and not sealed well(s)?

Grouting Information Well Grouted? Yes No Not Specified

No

13 ft. land surface Measure 04/02/1985

17 ft. hrs. Pumping at 35 g.p.m.

75 feet Direction Barnyard Type

Well disinfected upon completion? X Yes

X Not Installed Date Installed

Manufacturer's name

Model Number HP Volt

Length of drop pipe ft Capacity g.p. Typ

Yes No

Was a variance granted from the MDH for this well? Yes No

Licensee Business Lic. or Reg. No. Name of Driller

Marcus Well Co. 34071 MARCUS, D.

Remarks

Miscellaneous

Last Strat

Aquifer

Depth to Bedrock

Located by

Locate Method

First Bedrock

sand +larger

Minnesota Geological Survey

Quat. buried

GPS SA Off (averaged)

System X 334410 Y 4997322

ft

UTM - Mad83, Zone 15, Meters

Unique Number Verification Information from Inpute Date 12/02/2015

Angled Drill Hole
Minnesota Unique Well Number MINNESOTA DEPARTMENT OF HEALTH

WELL AND BORING REPORT

Minnesota Statutes Chapter 1031 424373

County Kandiyohi Entry Date 04/11/1988

Quad Willmar Update Date 06/21/2016

Quad ID 127D Received Date

Well Name Township Range Dir Section Subsection Well Depth Depth Completed Date Well Completed

PEHLING, LYDIA 119 35 W 17 CCCCAB 106 ft. 106 ft. 12/30/1986

Elevation 1125 Elev. Method LiDAR 1m DEM (MNDNR) Drill Method Non-specified Rotary Drill Fluid

Address Use domestic Status Active

Well Hydrofractured? Yes

No

From To

Casing Type Single casing

No

Drive Shoe? Yes Above/Below

Joint

C/W RR 1 BOX 22 WILLMAR MN

Geological Material From To (ft.) Color Hardness

CLAY 0 1 BLACK

CLAY 1 18 YELLOW

CLAY 18 37 BLUE

MUDDY SAND 37 40 GRAY

CLAY 40 43 BLUE

FINE SAND 43 54 GRAY

CLAY 54 91 BLUE

FINE SAND 91 100 GRAY

COARSER SAND 100 106 GRAY

Stratigraphy Information

Casing Diameter Weight

5 in. To 102 ft. lbs./ft.

Screen? X Type stainless Make JOHNSON

Diameter Slot/Gauze Length Set

5 in. 15 4 ft. 102 ft. 106 ft.

Open Hole From ft. To ft.

Static Water Level

Pumping Level (below land surface)

Material Amount From To

cuttings ft. ft.

Wellhead Completion

Pump

Nearest Known Source of Contamination

Abandoned

Variance

Well Contractor

Minnesota Well Index Report

424373

HE-01205-15

Printed on 09/22/2016

Pitless adapter manufacturer Model

At-grade (Environmental Wells and Borings ONLY)

Casing Protection 12 in. above grade

X

Does property have any not in use and not sealed well(s)?

Grouting Information Well Grouted? Yes No Not Specified

No

18 ft. land surface Measure 12/30/1986

23 ft. hrs. Pumping at 40 g.p.m.

75 feet Direction Septic tank/drain field Type

Well disinfected upon completion? Yes

X Not Installed Date Installed

Manufacturer's name

Model Number HP Volt

Length of drop pipe ft Capacity g.p. Typ

Yes No

Was a variance granted from the MDH for this well? Yes No

Licensee Business Lic. or Reg. No. Name of Driller

Marcus Well Co. 34071 MARCUS, D.

Remarks

Miscellaneous

Last Strat

Aquifer

Depth to Bedrock

Located by

Locate Method

First Bedrock

sand-gray

Minnesota Geological Survey

Quat. buried

Digitization (Screen) - Map (1:24,000)

System X 334524 Y 4997436

ft

UTM - Mad83, Zone 15, Meters

Unique Number Verification Plat Book Inpute Date 06/21/2016

Angled Drill Hole
Minnesota Unique Well Number MINNESOTA DEPARTMENT OF HEALTH

WELL AND BORING REPORT

Minnesota Statutes Chapter 1031 455090

County Kandiyohi Entry Date 01/07/1991

Quad Willmar Update Date 06/21/2016

Quad ID 127D Received Date

Well Name Township Range Dir Section Subsection Well Depth Depth Completed Date Well Completed

QUAM, JOHN 119 35 W 18 AADCAB 120 ft. 120 ft. 11/10/1988

Elevation 1122 Elev. Method LiDAR 1m DEM (MNDNR) Drill Method Non-specified Rotary Drill Fluid Bentonite

Address Use domestic Status Active

Well Hydrofractured? Yes

No

From To

1 ft.

Casing Type Single casing

No

Drive Shoe? Yes Above/Below

Joint

Contact 4747 1ST AV W WILLMAR MN 56201

Geological Material From To (ft.) Color Hardness

LOAM 0 2 BLACK SOFT

CLAY 2 16 YELLOW SOFT

CLAY 16 37 BLUE SOFT

SANDY CLAY 37 39 BLUE SOFT

CLAY 39 45 BLUE SOFT

CLAY 45 53 BLUE

ROCK 53 55 BLK/WHT

CLAY 55 80 BLUE SOFT

SAND (SHARP) 80 120 BLUE

Stratigraphy Information

Casing Diameter Weight

5 in. To 115 ft. lbs./ft.

Hole Diameter

9 in. To 120 ft.

Screen? X Type stainless Make HOWARD SMITH

Diameter Slot/Gauze Length Set

4 in. 18 5 ft. 115 ft. 120 ft.

Open Hole From ft. To ft.

Static Water Level

Pumping Level (below land surface)

Material Amount From To

well grouted, type unknown ft. ft.

Wellhead Completion

Pump

Nearest Known Source of Contamination

Abandoned

Variance

Well Contractor

Minnesota Well Index Report

455090

HE-01205-15

Printed on 09/22/2016

Pitless adapter manufacturer Model

At-grade (Environmental Wells and Borings ONLY)

Casing Protection 12 in. above grade

AERMOTOR

X

Does property have any not in use and not sealed well(s)?

Grouting Information Well Grouted? Yes No Not Specified

No

30 ft. land surface Measure 11/10/1988

75 feet North Direction Sewer Type

Well disinfected upon completion? X Yes

Not Installed Date Installed

Manufacturer's name

Model Number HP Volt

Length of drop pipe ft Capacity g.p. Typ

11/14/1988

0.5 230

60 10 Submersible

Yes X No

Was a variance granted from the MDH for this well? Yes No

Licensee Business Lic. or Reg. No. Name of Driller

Steffl M.j. Well Co 34480 STEFFL, M.

Remarks

Miscellaneous

Last Strat

Aquifer

Depth to Bedrock

Located by

Locate Method

First Bedrock

sand-gray

Minnesota Geological Survey

Quat. buried

GPS SA Off (averaged)

System X 334370 Y 4998657

ft

UTM - Mad83, Zone 15, Meters

Unique Number Verification Information from Inpute Date 12/02/2015

Angled Drill Hole
Minnesota Unique Well Number MINNESOTA DEPARTMENT OF HEALTH

WELL AND BORING REPORT

Minnesota Statutes Chapter 1031 489971

County Kandiyohi Entry Date 11/12/1992

Quad Willmar Update Date 06/21/2016

Quad ID 127D Received Date

Well Name Township Range Dir Section Subsection Well Depth Depth Completed Date Well Completed

MW-5 119 35 W 17 ABBCBA 15 ft. 15 ft. 10/21/1991

Elevation 1125 Elev. Method 7.5 minute topographic map (+/- 5 feet) Drill Method Power Auger Drill Fluid

Address Use monitor well Status Sealed

Well Hydrofractured? Yes

No

From To

Threaded

2 ft.

Casing Type Single casing

No

Drive Shoe? Yes X Above/Below

Joint

C/W 369 5 CR SW WILLMAR MN 56201

Geological Material From To (ft.) Color Hardness

SILTY CLAY 0 2 BLACK

SILT W/ SAND 2 5 BROWN

SILTY SAND W/ TRACE 5 10 BROWN

SILTY SAND W/ CLAY 10 13 BROWN

SILTY CLAY W/ SILT 13 15 GRN/GRY

Stratigraphy Information

Hole Diameter

6 in. To 15 ft.

Screen? X Type stainless Make HOWARD SMITH

Diameter Slot/Gauze Length Set

2 in. 10 10 ft. 5 ft. 15 ft.

Open Hole From ft. To ft.

Static Water Level

Pumping Level (below land surface)

WELL SEALED 09-03-1996 BY 75330

ORIGINAL USE MW - MONITOR WELL

Material Amount From To

bentonite 2 ft. 3 ft.

neat cement ft. 2 ft.

Wellhead Completion

Pump

Nearest Known Source of Contamination

Abandoned

Variance

Well Contractor

Minnesota Well Index Report

489971

HE-01205-15

Printed on 09/22/2016

Pitless adapter manufacturer Model

At-grade (Environmental Wells and Borings ONLY)

Casing Protection 12 in. above grade

X

Does property have any not in use and not sealed well(s)?

Grouting Information Well Grouted? Yes No Not Specified

No

7 ft. land surface Measure 10/21/1991

180 feet West Direction Volatile organic compounds Type

Well disinfected upon completion? Yes X

X Not Installed Date Installed

Manufacturer's name

Model Number HP Volt

Length of drop pipe ft Capacity g.p. Typ

Yes X No

Was a variance granted from the MDH for this well? Yes No

Licensee Business Lic. or Reg. No. Name of Driller

Valnes Well Co. 75330 VALNES/EVINK

Remarks

Miscellaneous

Last Strat

Aquifer

Depth to Bedrock

Located by

Locate Method

First Bedrock

silt+clay

Minnesota Geological Survey

Quat. Water

Digitization (Screen) - Map (1:24,000)

System X 335365 Y 4998865

ft

UTM - Mad83, Zone 15, Meters

Unique Number Verification Site Plan Inpute Date 06/21/2016

Angled Drill Hole
Minnesota Unique Well Number MINNESOTA DEPARTMENT OF HEALTH

WELL AND BORING REPORT

Minnesota Statutes Chapter 1031 505709

County Kandiyohi Entry Date 01/07/1991

Quad Willmar Update Date 06/21/2016

Quad ID 127D Received Date

Well Name Township Range Dir Section Subsection Well Depth Depth Completed Date Well Completed

WILLMAR 119 35 W 17 BBADCA 109 ft. 109 ft. 07/05/1989

Elevation 1125 Elev. Method LiDAR 1m DEM (MNDNR) Drill Method Non-specified Rotary Drill Fluid Bentonite

Address Use industrial Status Active

Well Hydrofractured? Yes

No

From To

Casing Type Single casing

No

Drive Shoe? Yes Above/Below

Joint

Contact WILLMAR MN 56201

Geological Material From To (ft.) Color Hardness

CLAY 0 14 YELLOW

CLAY 14 25 BLUE

SAND 25 34 GRAY

CLAY 34 58 BLUE

SAND 58 60 GRAY

CLAY 60 65 BLUE

FINE SAND 65 95 GRAY

COARSE SAND 95 109 GRAY

Stratigraphy Information

Casing Diameter Weight

5 in. To 95 ft. lbs./ft.

Screen? X Type stainless Make JOHNSON

Diameter Slot/Gauze Length Set

5 in. 20 ft. ft. 109 ft.

5 in. 15 14 ft. 95 ft. ft.

Open Hole From ft. To ft.

Static Water Level

Pumping Level (below land surface)

Material Amount From To

neat cement 0 ft. 30 ft.

bentonite 30 ft. 70 ft.

Wellhead Completion

Pump

Nearest Known Source of Contamination

Abandoned

Variance

Well Contractor

Minnesota Well Index Report

505709

HE-01205-15

Printed on 09/22/2016

Pitless adapter manufacturer Model

At-grade (Environmental Wells and Borings ONLY)

Casing Protection 12 in. above grade

X

Does property have any not in use and not sealed well(s)?

Grouting Information Well Grouted? Yes No Not Specified

No

29 ft. land surface Measure 07/05/1989

30 ft. 1 hrs. Pumping at 35 g.p.m.

60 feet North Direction Septic tank/drain field Type

Well disinfected upon completion? Yes

X Not Installed Date Installed

Manufacturer's name

Model Number HP Volt

Length of drop pipe ft Capacity g.p. Typ

Yes X No

Was a variance granted from the MDH for this well? Yes No

Licensee Business Lic. or Reg. No. Name of Driller

Marcus Well Co. 34071 MARCUS, C.

Remarks

Miscellaneous

Last Strat

Aquifer

Depth to Bedrock

Located by

Locate Method

First Bedrock

sand-gray

Minnesota Geological Survey

Quat. buried

GPS SA Off (averaged)

System X 334862 Y 4998816

ft

UTM - Mad83, Zone 15, Meters

Unique Number Verification Information from Inpute Date 12/02/2015

Angled Drill Hole
Minnesota Unique Well Number MINNESOTA DEPARTMENT OF HEALTH

WELL AND BORING REPORT

Minnesota Statutes Chapter 1031 511576

County Kandiyohi Entry Date 01/07/1991

Quad Solomon Update Date 06/16/2016

Quad ID 127A Received Date

Well Name Township Range Dir Section Subsection Well Depth Depth Completed Date Well Completed

SURPLUS 119 35 W 8 DCCDCB 86 ft. 86 ft. 06/08/1990

Elevation 1124 Elev. Method LiDAR 1m DEM (MNDNR) Drill Method Non-specified Rotary Drill Fluid Bentonite

Address Use domestic Status Sealed

Well Hydrofractured? Yes

No

From To

Casing Type Single casing

No

Drive Shoe? Yes Above/Below

Joint

C/W 3701 12 HY W WILLMAR MN 56201

Geological Material From To (ft.) Color Hardness

CLAY 0 2 BLACK

CLAY 2 4 BLUE

SAND 4 9 GRAY

CLAY 9 15 BLUE

MUDDY SAND 15 25 GRAY

CLAY 25 77 BLUE

FINE SAND 77 86 GRAY

Stratigraphy Information

Casing Diameter Weight

5 in. To 81 ft. lbs./ft.

Screen? X Type stainless Make WERES

Diameter Slot/Gauze Length Set

5 in. 10 5 ft. 81 ft. 86 ft.

Open Hole From ft. To ft.

Static Water Level

Pumping Level (below land surface)

WELL SEALED 06-12-1990 BY 34071

ORIGINAL USE DO - DOMESTIC

Material Amount From To

neat cement 6 ft. 30 ft.

bentonite 30 ft. 75 ft.

Wellhead Completion

Pump

Nearest Known Source of Contamination

Abandoned

Variance

Well Contractor

Minnesota Well Index Report

511576

HE-01205-15

Printed on 09/01/2016

Pitless adapter manufacturer Model

At-grade (Environmental Wells and Borings ONLY)

Casing Protection 12 in. above grade

X

Does property have any not in use and not sealed well(s)?

Grouting Information Well Grouted? Yes No Not Specified

No

26 ft. land surface Measure 06/08/1990

63 ft. 1 hrs. Pumping at 20 g.p.m.

85 feet Northwes Direction Septic tank/drain field Type

Well disinfected upon completion? X Yes

X Not Installed Date Installed

Manufacturer's name

Model Number HP Volt

Length of drop pipe ft Capacity g.p. Typ

X Yes No

Was a variance granted from the MDH for this well? Yes No

Licensee Business Lic. or Reg. No. Name of Driller

Marcus Well Co. 34071 MARCUS, C.

Remarks

Miscellaneous

Last Strat

Aquifer

Depth to Bedrock

Located by

Locate Method

First Bedrock

sand-gray

Minnesota Geological Survey

Quat. buried

GPS SA Off (averaged)

System X 335430 Y 4999011

ft

UTM - Mad83, Zone 15, Meters

Unique Number Verification Information from Inpute Date 09/11/2015

Angled Drill Hole
Minnesota Unique Well Number MINNESOTA DEPARTMENT OF HEALTH

WELL AND BORING REPORT

Minnesota Statutes Chapter 1031 511591

County Kandiyohi Entry Date 11/18/1991

Quad Solomon Update Date 06/16/2016

Quad ID 127A Received Date

Well Name Township Range Dir Section Subsection Well Depth Depth Completed Date Well Completed

SURPLUS 119 35 W 8 DCCBDD 51 ft. 51 ft. 06/10/1990

Elevation 1124 Elev. Method LiDAR 1m DEM (MNDNR) Drill Method Non-specified Rotary Drill Fluid Bentonite

Address Use domestic Status Active

Well Hydrofractured? Yes

No

From To

Casing Type Single casing

No

Drive Shoe? Yes Above/Below

Joint

C/W 3701 12 HY W WILLMAR MN 56201

Geological Material From To (ft.) Color Hardness

CLAY 0 1 BLACK

CLAY 1 16 YELLOW

CLAY 16 18 BLUE

SAND 18 29 GRAY

CLAY 29 40 BLUE

SAND 40 51 GRAY

Stratigraphy Information

Casing Diameter Weight

5 in. To 47 ft. lbs./ft.

Screen? X Type stainless Make JOHNSON

Diameter Slot/Gauze Length Set

5 in. 20 4 ft. 47 ft. 51 ft.

Open Hole From ft. To ft.

Static Water Level

Pumping Level (below land surface)

WELL WAS SEALED.

Material Amount From To

neat cement 6 ft. 30 ft.

bentonite 30 ft. 40 ft.

Wellhead Completion

Pump

Nearest Known Source of Contamination

Abandoned

Variance

Well Contractor

Minnesota Well Index Report

511591

HE-01205-15

Printed on 09/01/2016

Pitless adapter manufacturer Model

At-grade (Environmental Wells and Borings ONLY)

Casing Protection 12 in. above grade

X

Does property have any not in use and not sealed well(s)?

Grouting Information Well Grouted? Yes No Not Specified

No

29 ft. land surface Measure 06/10/1990

36 ft. 1 hrs. Pumping at 15 g.p.m.

100 feet West Direction Septic tank/drain field Type

Well disinfected upon completion? X Yes

X Not Installed Date Installed

Manufacturer's name

Model Number HP Volt

Length of drop pipe ft Capacity g.p. Typ

Yes No

Was a variance granted from the MDH for this well? Yes No

Licensee Business Lic. or Reg. No. Name of Driller

Marcus Well Co. 34071 MARCUS, C.

Remarks

Miscellaneous

Last Strat

Aquifer

Depth to Bedrock

Located by

Locate Method

First Bedrock

sand-gray

Minnesota Geological Survey

Quat. buried

GPS SA Off (averaged)

System X 335406 Y 4999086

ft

UTM - Mad83, Zone 15, Meters

Unique Number Verification Information from Inpute Date 09/11/2015

Angled Drill Hole
Minnesota Unique Well Number MINNESOTA DEPARTMENT OF HEALTH

WELL AND BORING REPORT

Minnesota Statutes Chapter 1031 588831

County Kandiyohi Entry Date 03/25/1997

Quad Willmar Update Date 06/21/2016

Quad ID 127D Received Date

Well Name Township Range Dir Section Subsection Well Depth Depth Completed Date Well Completed

AARVIG, DEAN 119 35 W 20 BADCAB 62 ft. 62 ft. 11/25/1996

Elevation 1125 Elev. Method LiDAR 1m DEM (MNDNR) Drill Method Non-specified Rotary Drill Fluid Bentonite

Address Use domestic Status Active

Well Hydrofractured? Yes

No

From To

Casing Type Single casing

No

Drive Shoe? Yes Above/Below

Joint

C/W 3843 15TH AV SW WILLMAR MN

Geological Material From To (ft.) Color Hardness

TOP SOIL 0 2 BLACK SOFT

CLAY 2 23 YELLOW SOFT

CLAY (FIRM) 23 48 BLUE

SAND 48 62 GRAY SOFT

Stratigraphy Information

Casing Diameter Weight

5 in. To 58 ft. 2.9 lbs./ft.

Screen? X Type stainless Make COOK

Diameter Slot/Gauze Length Set

5 in. 10 4 ft. 58 ft. 62 ft.

Open Hole From ft. To ft.

Static Water Level

Pumping Level (below land surface)

Material Amount From To

bentonite 0 ft. 48 ft.

Wellhead Completion

Pump

Nearest Known Source of Contamination

Abandoned

Variance

Well Contractor

Minnesota Well Index Report

588831

HE-01205-15

Printed on 09/01/2016

Pitless adapter manufacturer MONITOR Model BULLDOG

At-grade (Environmental Wells and Borings ONLY)

Casing Protection 12 in. above grade

STA RITE

X

Does property have any not in use and not sealed well(s)?

Grouting Information Well Grouted? Yes No Not Specified

No

23 ft. land surface Measure 11/25/1996

35 ft. 1 hrs. Pumping at 20 g.p.m.

53 feet North Direction Septic tank/drain field Type

Well disinfected upon completion? X Yes

Not Installed Date Installed

Manufacturer's name

Model Number HP Volt

Length of drop pipe ft Capacity g.p. Typ

0.5 220

45 10 Submersible

Yes X No

Was a variance granted from the MDH for this well? Yes X No

Licensee Business Lic. or Reg. No. Name of Driller

Marcus Water Well Co 34644 MARCUS, C.

Remarks

Miscellaneous

Last Strat

Aquifer

Depth to Bedrock

Located by

Locate Method

First Bedrock

sand-gray

Minnesota Geological Survey

Quat. buried

GPS SA Off (averaged)

System X 335136 Y 4997030

ft

UTM - Mad83, Zone 15, Meters

Unique Number Verification Address verification Inpute Date 09/11/2015

Angled Drill Hole
Minnesota Unique Well Number MINNESOTA DEPARTMENT OF HEALTH

WELL AND BORING REPORT

Minnesota Statutes Chapter 1031 651134

County Kandiyohi Entry Date 02/01/2002

Quad Willmar Update Date 06/21/2016

Quad ID 127D Received Date

Well Name Township Range Dir Section Subsection Well Depth Depth Completed Date Well Completed

QUAM, JOHN 119 35 W 18 AABACC 263 ft. 263 ft. 07/11/2001

Elevation 1124 Elev. Method LiDAR 1m DEM (MNDNR) Drill Method Non-specified Rotary Drill Fluid Bentonite

Address Use domestic Status Active

Well Hydrofractured? Yes X

No

From To

Casing Type Single casing Unknown

No

Drive Shoe? Yes X Above/Below

Joint

C/W 4747 1ST AV W WILLMAR MN 56201

Geological Material From To (ft.) Color Hardness

TOP SOIL 0 1 BLACK MEDIUM

CLAY 1 6 YELLOW MEDIUM

SAND 12-20SLT 6 16 YELLOW

CLAY 16 24 BLUE MEDIUM

SAND/GRAVEL 24 48 YELLOW

CLAY 48 71 BLUE MEDIUM

SAND 10SLT 71 73 BLUE

CLAY 73 133 BLUE MEDIUM

SAND 12SLT 133 135 BLUE

CLAY 135 140 BLUE MEDIUM

SAND 140 141 BLUE

CLAY 141 174 GRAY HARD

SAND 18SLT 174 176 BLUE

CLAY 176 208 BLUE HARD

SAND 10SLT 208 212 BLUE

CLAY 212 225 HARD

SAND 12SLT 225 229 RED

CLAY 229 245 BLUE HARD

SAND 12SLT 245 250 RED

SAND 12SLT 250 263 BLUE

Stratigraphy Information

Casing Diameter Weight

5 in. To 253 ft. lbs./ft.

Hole Diameter

8 in. To 263 ft.

Screen? X Type telescoping Make JOHNSON

Diameter Slot/Gauze Length Set

4 in. 12 10 ft. 253 ft. 263 ft.

Open Hole From ft. To ft.

Static Water Level

Pumping Level (below land surface)

Material Amount From To

high solids bentonite 3 Sacks 0 ft. 30 ft.

cuttings 30 ft. 253 ft.

Wellhead Completion

Pump

Nearest Known Source of Contamination

Abandoned

Variance

Well Contractor

Minnesota Well Index Report

651134

HE-01205-15

Printed on 09/01/2016

Pitless adapter manufacturer MERRILL Model

At-grade (Environmental Wells and Borings ONLY)

Casing Protection 12 in. above grade

STARITE

X

Does property have any not in use and not sealed well(s)?

Grouting Information Well Grouted? Yes No Not Specified

No

160 ft. 1 hrs. Pumping at 50 g.p.m.

100 feet North Direction Septic tank/drain field Type

Well disinfected upon completion? X Yes

Not Installed Date Installed

Manufacturer's name

Model Number HP Volt

Length of drop pipe ft Capacity g.p. Typ

07/12/2001

10SP4D025- 0.75 230

140 15 Submersible

Yes No

Was a variance granted from the MDH for this well? Yes No

Licensee Business Lic. or Reg. No. Name of Driller

Steffl M.j. Well Co 34480 GJERDE, M

Remarks

Miscellaneous

Last Strat

Aquifer

Depth to Bedrock

Located by

Locate Method

First Bedrock

sand-gray

Minnesota Geological Survey

Quat. buried

GPS SA Off (averaged)

System X 334238 Y 4998895

ft

UTM - Mad83, Zone 15, Meters

Unique Number Verification Address verification Inpute Date 09/11/2015

Angled Drill Hole
Minnesota Unique Well Number MINNESOTA DEPARTMENT OF HEALTH

WELL AND BORING REPORT

Minnesota Statutes Chapter 1031 664260

County Kandiyohi Entry Date 10/18/2001

Quad Solomon Update Date 06/16/2016

Quad ID 127A Received Date

Well Name Township Range Dir Section Subsection Well Depth Depth Completed Date Well Completed

WILLMAR 119 35 W 7 DDABDB 271 ft. 271 ft. 07/04/2001

Elevation 1136 Elev. Method LiDAR 1m DEM (MNDNR) Drill Method Non-specified Rotary Drill Fluid Bentonite

Address Use domestic Status Active

Well Hydrofractured? Yes X

No

From To

Casing Type Single casing

No

Drive Shoe? Yes Above/Below

Joint

Well 360 45TH ST NW WILLMAR MN

Contact BOX 753 WILLMAR MN 56201

Geological Material From To (ft.) Color Hardness

CLAY 0 13 YELLOW SOFT

CLAY 13 81 BLUE SOFT

CLAY 81 83 GRAY SOFT

CLAY (FIRM) 83 86 BLUE

SAND 86 87 GRAY SOFT

CLAY (FIRM) 87 111 BLUE

MUDDY SAND 111 114 GRAY SOFT

CLAY 114 188 BLUE HARD

SAND 188 192 GRAY SOFT

CLAY 192 220 BLUE HARD

CLAY 220 240 BLACK HARD

SANDY CLAY 240 266 BLUE SOFT

SAND 266 271 GRAY SOFT

Stratigraphy Information

Casing Diameter Weight

5 in. To 251 ft. 2.9 lbs./ft.

Screen? X Type stainless Make JOHNSON

Diameter Slot/Gauze Length Set

5 in. 7 20 ft. 251 ft. 271 ft.

Open Hole From ft. To ft.

Static Water Level

Pumping Level (below land surface)

Material Amount From To

bentonite 0 ft. 200 ft.

Wellhead Completion

Pump

Nearest Known Source of Contamination

Abandoned

Variance

Well Contractor

Minnesota Well Index Report

664260

HE-01205-15

Printed on 09/01/2016

Pitless adapter manufacturer MONITOR Model

At-grade (Environmental Wells and Borings ONLY)

Casing Protection 12 in. above grade

STA RITE

X

Does property have any not in use and not sealed well(s)?

Grouting Information Well Grouted? Yes No Not Specified

No

34 ft. land surface Measure 07/04/2001

50 ft. 2 hrs. Pumping at 80 g.p.m.

150 feet Southeas Direction Septic tank/drain field Type

Well disinfected upon completion? X Yes

Not Installed Date Installed

Manufacturer's name

Model Number HP Volt

Length of drop pipe ft Capacity g.p. Typ

2 220

40 Submersible

Yes X No

Was a variance granted from the MDH for this well? Yes X No

Licensee Business Lic. or Reg. No. Name of Driller

Marcus Water Well Co 34644 MARCUS, C.

Remarks

Miscellaneous

Last Strat

Aquifer

Depth to Bedrock

Located by

Locate Method

First Bedrock

sand-gray

Minnesota Geological Survey

Quat. buried

Digitization (Screen) - Map (1:24,000)

System X 334377 Y 4999324

ft

UTM - Mad83, Zone 15, Meters

Unique Number Verification Info/GPS from data Inpute Date 07/31/2001

Angled Drill Hole
Minnesota Unique Well Number MINNESOTA DEPARTMENT OF HEALTH

WELL AND BORING REPORT

Minnesota Statutes Chapter 1031 689886

County Kandiyohi Entry Date

Quad Solomon Update Date 06/16/2016

Quad ID 127A Received Date 03/26/2004

Well Name Township Range Dir Section Subsection Well Depth Depth Completed Date Well Completed

WILLMAR 119 35 W 7 DADCDC 257 ft. 257 ft. 08/04/2003

Elevation 1139 Elev. Method LiDAR 1m DEM (MNDNR) Drill Method Non-specified Rotary Drill Fluid Bentonite

Address Use domestic Status Active

Well Hydrofractured? Yes X

No

From To

Casing Type Single casing

No

Drive Shoe? Yes Above/Below

Joint

Well CRNR HWY 12 & 45TH ST NW WILLMAR MN 56201

Geological Material From To (ft.) Color Hardness

CLAY 0 30 YELLOW SOFT

CLAY-FIRM 30 142 BLUE

SANDY CLAY 142 144 BLUE SOFT

CLAY-FIRM 144 222 BLUE

SAND 222 224 GRAY SOFT

CLAY 224 250 BLUE HARD

SAND 250 257 GRAY SOFT

Stratigraphy Information

Casing Diameter Weight

5 in. To 252 ft. 2.9 lbs./ft.

Screen? X Type stainless Make JOHNSON

Diameter Slot/Gauze Length Set

5 in. 7 5 ft. 252 ft. 257 ft.

Open Hole From ft. To ft.

Static Water Level

Pumping Level (below land surface)

Material Amount From To

bentonite ft. 100 ft.

Wellhead Completion

Pump

Nearest Known Source of Contamination

Abandoned

Variance

Well Contractor

Minnesota Well Index Report

689886

HE-01205-15

Printed on 09/01/2016

Pitless adapter manufacturer MONITOR Model BULLDOG

At-grade (Environmental Wells and Borings ONLY)

Casing Protection 12 in. above grade

STA RITE

X

Does property have any not in use and not sealed well(s)?

Grouting Information Well Grouted? Yes No Not Specified

No

33 ft. land surface Measure 08/04/2003

50 ft. 1 hrs. Pumping at 30 g.p.m.

70 feet East Direction Septic tank/drain field Type

Well disinfected upon completion? X Yes

Not Installed Date Installed

Manufacturer's name

Model Number HP Volt

Length of drop pipe ft Capacity g.p. Typ

0.75 220

12 Submersible

Yes X No

Was a variance granted from the MDH for this well? Yes X No

Licensee Business Lic. or Reg. No. Name of Driller

Marcus Water Well Co 34644 MARCUS, C.

Remarks

Miscellaneous

Last Strat

Aquifer

Depth to Bedrock

Located by

Locate Method

First Bedrock

sand-gray

Minnesota Geological Survey

Quat. buried

GPS SA Off (averaged)

System X 334388 Y 4999381

ft

UTM - Mad83, Zone 15, Meters

Unique Number Verification Information from Inpute Date 09/11/2015

Angled Drill Hole
Minnesota Unique Well Number MINNESOTA DEPARTMENT OF HEALTH

WELL AND BORING REPORT

Minnesota Statutes Chapter 1031 752252

County Kandiyohi Entry Date 06/25/2008

Quad Solomon Update Date 06/16/2016

Quad ID 127A Received Date 09/13/2007

Well Name Township Range Dir Section Subsection Well Depth Depth Completed Date Well Completed

MW-1 119 35 W 8 DDDDAB 21 ft. 20 ft. 07/12/2007

Elevation 1126 Elev. Method LiDAR 1m DEM (MNDNR) Drill Method Auger (non-specified) Drill Fluid

Address Use monitor well Status Sealed

Well Hydrofractured? Yes X

No

From To

Casing Type Single casing

No

Drive Shoe? Yes X Above/Below

Joint

Well 3001 1ST AV NW WILLMAR MN

Geological Material From To (ft.) Color Hardness

FINE SILTY SAND 0 9 BROWN MEDIUM

SILTY CLAY 9 11 BROWN MEDIUM

SILTY CLAY 11 13 GRY/BRN MEDIUM

CLAY & SAND MED 13 15 GRAY

SAND & SILT 15 17 BROWN MEDIUM

SILT CLAY SAND 17 19 GRY/BRN MEDIUM

FINE SILTY SAND 19 21 GRAY MEDIUM

Stratigraphy Information

Casing Diameter Weight

2 in. To 10 ft. 0.69 lbs./ft.

Hole Diameter

8.2 in. To 21 ft.

Screen? X Type plastic Make TIMCO

Diameter Slot/Gauze Length Set

2 in. 10 10 ft. 10 ft. 20 ft.

Open Hole From ft. To ft.

Static Water Level

Pumping Level (below land surface)

SEALED 11-14-2011 BY 1337; PREVIOUS USE: MW

Material Amount From To

bentonite 1 Sacks 6 ft. 8 ft.

neat cement 2 Sacks ft. 6 ft.

Wellhead Completion

Pump

Nearest Known Source of Contamination

Abandoned

Variance

Well Contractor

Minnesota Well Index Report

752252

HE-01205-15

Printed on 09/22/2016

Pitless adapter manufacturer Model

At-grade (Environmental Wells and Borings ONLY)

X Casing Protection 12 in. above grade

X

Does property have any not in use and not sealed well(s)?

Grouting Information Well Grouted? Yes No Not Specified

No

16 ft. land surface Measure 07/12/2007

feet Direction Type

Well disinfected upon completion? Yes X

X Not Installed Date Installed

Manufacturer's name

Model Number HP Volt

Length of drop pipe ft Capacity g.p. Typ

Yes X No

Was a variance granted from the MDH for this well? Yes X No

Licensee Business Lic. or Reg. No. Name of Driller

Thein Well Co., Inc. 1337 WIEBER, A.

Remarks

Miscellaneous

Last Strat

Aquifer

Depth to Bedrock

Located by

Locate Method

First Bedrock

sand+silt-gray

Minnesota Geological Survey

Quat. Water

Digitization (Screen) - Map (1:24,000)

System X 336103 Y 4999046

ft

UTM - Mad83, Zone 15, Meters

Unique Number Verification Site Plan Inpute Date 06/16/2016

Angled Drill Hole
Minnesota Unique Well Number MINNESOTA DEPARTMENT OF HEALTH

WELL AND BORING REPORT

Minnesota Statutes Chapter 1031 752253

County Kandiyohi Entry Date 06/25/2008

Quad Solomon Update Date 06/16/2016

Quad ID 127A Received Date 09/13/2007

Well Name Township Range Dir Section Subsection Well Depth Depth Completed Date Well Completed

MW-2 119 35 W 8 DDDDBD 21 ft. 21 ft. 07/12/2007

Elevation 1128 Elev. Method LiDAR 1m DEM (MNDNR) Drill Method Auger (non-specified) Drill Fluid

Address Use monitor well Status Sealed

Well Hydrofractured? Yes X

No

From To

Casing Type Single casing

No

Drive Shoe? Yes X Above/Below

Joint

Well 3001 1ST AV NW WILLMAR MN

Geological Material From To (ft.) Color Hardness

SILTY CLAY 0 9 BLK/BRN MEDIUM

SILTY CLAY 9 11 BROWN MEDIUM

FINE SAND 11 15 BROWN HARD

SAND & GRAVEL MED 15 17 BROWN

FINE SAND 17 19 BROWN MEDIUM

FINE SANDY CLAY 19 21 GRY/BRN MEDIUM

Stratigraphy Information

Casing Diameter Weight

2 in. To 10.5 ft. 0.69 lbs./ft.

Hole Diameter

8.2 in. To 21 ft.

Screen? X Type plastic Make TIMCO

Diameter Slot/Gauze Length Set

2 in. 10 10 ft. 10.5 ft. 20.5 ft.

Open Hole From ft. To ft.

Static Water Level

Pumping Level (below land surface)

SEALED 11-14-2011 BY 1337; PREVIOUS USE: MW

Material Amount From To

bentonite 1 Sacks 6 ft. 8.5 ft.

neat cement 2 Sacks ft. 6.5 ft.

Wellhead Completion

Pump

Nearest Known Source of Contamination

Abandoned

Variance

Well Contractor

Minnesota Well Index Report

752253

HE-01205-15

Printed on 09/22/2016

Pitless adapter manufacturer Model

At-grade (Environmental Wells and Borings ONLY)

X Casing Protection 12 in. above grade

X

Does property have any not in use and not sealed well(s)?

Grouting Information Well Grouted? Yes No Not Specified

No

17 ft. land surface Measure 07/12/2007

feet Direction Type

Well disinfected upon completion? Yes X

X Not Installed Date Installed

Manufacturer's name

Model Number HP Volt

Length of drop pipe ft Capacity g.p. Typ

Yes X No

Was a variance granted from the MDH for this well? Yes X No

Licensee Business Lic. or Reg. No. Name of Driller

Thein Well Co., Inc. 1337 WIEBER, A.

Remarks

Miscellaneous

Last Strat

Aquifer

Depth to Bedrock

Located by

Locate Method

First Bedrock

clay+sand

Minnesota Geological Survey

Quat. Water

Digitization (Screen) - Map (1:24,000)

System X 336082 Y 4999017

ft

UTM - Mad83, Zone 15, Meters

Unique Number Verification Site Plan Inpute Date 06/16/2016

Angled Drill Hole
Minnesota Unique Well Number MINNESOTA DEPARTMENT OF HEALTH

WELL AND BORING REPORT

Minnesota Statutes Chapter 1031 752254

County Kandiyohi Entry Date 06/25/2008

Quad Solomon Update Date 06/16/2016

Quad ID 127A Received Date 09/13/2007

Well Name Township Range Dir Section Subsection Well Depth Depth Completed Date Well Completed

MW-3 119 35 W 8 DDDDAC 20 ft. 18 ft. 07/12/2007

Elevation 1130 Elev. Method LiDAR 1m DEM (MNDNR) Drill Method Auger (non-specified) Drill Fluid

Address Use monitor well Status Sealed

Well Hydrofractured? Yes X

No

From To

Casing Type Single casing

No

Drive Shoe? Yes X Above/Below

Joint

Well 3001 1ST AV NW WILLMAR MN

Geological Material From To (ft.) Color Hardness

SAND SILT CLAY 0 8 BROWN MEDIUM

SILTY CLAY 8 10 BROWN MEDIUM

FINE SILTY SAND 10 12 BROWN MEDIUM

SILT & SAND 12 14 BROWN MEDIUM

SILT SAND CLAY 14 16 GRY/BRN MEDIUM

SILT SAND CLAY 16 18 GRY/BRN SOFT

SILTY CLAY 18 20 GRAY SOFT

Stratigraphy Information

Casing Diameter Weight

2 in. To 8 ft. 0.69 lbs./ft.

Hole Diameter

8.2 in. To 20 ft.

Screen? X Type plastic Make TIMCO

Diameter Slot/Gauze Length Set

2 in. 10 10 ft. 8 ft. 18 ft.

Open Hole From ft. To ft.

Static Water Level

Pumping Level (below land surface)

MW-3 SUMMIT

SEALED 11-14-2011 BY 1337; PREVIOUS USE: MW

Material Amount From To

bentonite 1 Sacks 4 ft. 6 ft.

neat cement 2 Sacks ft. 4 ft.

Wellhead Completion

Pump

Nearest Known Source of Contamination

Abandoned

Variance

Well Contractor

Minnesota Well Index Report

752254

HE-01205-15

Printed on 09/22/2016

Pitless adapter manufacturer Model

At-grade (Environmental Wells and Borings ONLY)

X Casing Protection 12 in. above grade

X

Does property have any not in use and not sealed well(s)?

Grouting Information Well Grouted? Yes No Not Specified

No

12 ft. land surface Measure 07/12/2007

feet Direction Type

Well disinfected upon completion? Yes X

X Not Installed Date Installed

Manufacturer's name

Model Number HP Volt

Length of drop pipe ft Capacity g.p. Typ

Yes X No

Was a variance granted from the MDH for this well? Yes X No

Licensee Business Lic. or Reg. No. Name of Driller

Thein Well Co., Inc. 1337 WIEBER, A.

Remarks

Miscellaneous

Last Strat

Aquifer

Depth to Bedrock

Located by

Locate Method

First Bedrock

silt+clay-gray

Minnesota Geological Survey

Quat. Water

Digitization (Screen) - Map (1:24,000)

System X 336114 Y 4999015

ft

UTM - Mad83, Zone 15, Meters

Unique Number Verification Site Plan Inpute Date 06/16/2016

Angled Drill Hole
Minnesota Unique Well Number MINNESOTA DEPARTMENT OF HEALTH

WELL AND BORING REPORT

Minnesota Statutes Chapter 1031 755798

County Kandiyohi Entry Date 10/23/2008

Quad Willmar Update Date 06/21/2016

Quad ID 127D Received Date 09/02/2008

Well Name Township Range Dir Section Subsection Well Depth Depth Completed Date Well Completed

FUSSY, JASON 119 35 W 18 DAACCD 250 ft. 250 ft. 04/23/2008

Elevation 1121 Elev. Method 7.5 minute topographic map (+/- 5 feet) Drill Method Non-specified Rotary Drill Fluid Bentonite

Address Use domestic Status Active

Well Hydrofractured? Yes X

No

From To

Casing Type Single casing

No

Drive Shoe? Yes Above/Below

Joint

Well 980 5 CR SW WILLMAR MN 56201

Geological Material From To (ft.) Color Hardness

CLAY 0 15 YELLOW SOFT

CLAY FIRM 15 45 BLUE

SAND 45 50 GRAY SOFT

CLAY FIRM 50 230 BLUE

CLAY 230 235 BLACK HARD

SAND & GRAVEL 235 250 GRAY SOFT

Stratigraphy Information

Casing Diameter Weight

5 in. To 245 ft. 2.9 lbs./ft.

Screen? X Type stainless Make JOHNSON

Diameter Slot/Gauze Length Set

5 in. 15 5 ft. 245 ft. 250 ft.

Open Hole From ft. To ft.

Static Water Level

Pumping Level (below land surface)

FITTINGS 6'- 2'

Material Amount From To

bentonite ft. 100 ft.

Wellhead Completion

Pump

Nearest Known Source of Contamination

Abandoned

Variance

Well Contractor

Minnesota Well Index Report

755798

HE-01205-15

Printed on 09/01/2016

Pitless adapter manufacturer MONITOR Model BULLDOG

At-grade (Environmental Wells and Borings ONLY)

Casing Protection 12 in. above grade

SCHAEFER

X

Does property have any not in use and not sealed well(s)?

Grouting Information Well Grouted? Yes No Not Specified

No

21 ft. land surface Measure 04/23/2008

35 ft. 1 hrs. Pumping at 50 g.p.m.

100 feet South Direction Septic tank/drain field Type

Well disinfected upon completion? X Yes

Not Installed Date Installed

Manufacturer's name

Model Number HP Volt

Length of drop pipe ft Capacity g.p. Typ

0.5 220

12 Submersible

Yes X No

Was a variance granted from the MDH for this well? Yes X No

Licensee Business Lic. or Reg. No. Name of Driller

Marcus Water Well Co., Inc. 1437 MARCUS, C.

Remarks

Miscellaneous

Last Strat

Aquifer

Depth to Bedrock

Located by

Locate Method

First Bedrock

sand +larger-gray

Minnesota Department of Health

Quat. buried

Digitization (Screen) - Map (1:24,000)

System X 334328 Y 4997969

ft

UTM - Mad83, Zone 15, Meters

Unique Number Verification Info/GPS from data Inpute Date 09/16/2008

Angled Drill Hole
Minnesota Unique Well Number MINNESOTA DEPARTMENT OF HEALTH

WELL AND BORING REPORT

Minnesota Statutes Chapter 1031 764040

County Kandiyohi Entry Date 10/23/2008

Quad Solomon Update Date 06/16/2016

Quad ID 127A Received Date 10/23/2008

Well Name Township Range Dir Section Subsection Well Depth Depth Completed Date Well Completed

PHILLIPS 119 35 W 8 CDDDDB 89 ft. 89 ft. 08/07/2008

Elevation 1120 Elev. Method 7.5 minute topographic map (+/- 5 feet) Drill Method Non-specified Rotary Drill Fluid Bentonite

Address Use industrial Status Active

Well Hydrofractured? Yes

No

From To

Casing Type Single casing

No

Drive Shoe? Yes Above/Below

Joint

Well 400 5 CR SW WILLMAR MN 56201

Geological Material From To (ft.) Color Hardness

CLAY 0 15 YELLOW MEDIUM

CLAY 15 28 BLUE MEDIUM

GRAVEL, COARSE 28 32 BROWN

CLAY 32 82 BLUE MEDIUM

GRAVEL, COARSE 82 89 WHITE

Stratigraphy Information

Casing Diameter Weight

4 in. To 82 ft. lbs./ft.

Hole Diameter

8 in. To 89 ft.

0 in. To ft.

Screen? X Type plastic Make EAGLE

Diameter Slot/Gauze Length Set

4 in. 16 7 ft. 82 ft. 89 ft.

Open Hole From ft. To ft.

Static Water Level

Pumping Level (below land surface)

Material Amount From To

bentonite ft. 50 ft.

Wellhead Completion

Pump

Nearest Known Source of Contamination

Abandoned

Variance

Well Contractor

Minnesota Well Index Report

764040

HE-01205-15

Printed on 09/01/2016

Pitless adapter manufacturer MERRIL Model SPK

At-grade (Environmental Wells and Borings ONLY)

Casing Protection 12 in. above grade

GRUNDFOS

X

Does property have any not in use and not sealed well(s)?

Grouting Information Well Grouted? Yes No Not Specified

No

20 ft. land surface Measure 08/07/2008

75 ft. 2 hrs. Pumping at 17.5 g.p.m.

22 feet West Direction Sewer Type

Well disinfected upon completion? X Yes

Not Installed Date Installed

Manufacturer's name

Model Number HP Volt

Length of drop pipe ft Capacity g.p. Typ

10/10/2008

0.5 230

60 Submersible

Yes X No

Was a variance granted from the MDH for this well? Yes X No

Licensee Business Lic. or Reg. No. Name of Driller

Dons Pump and Well Service 1451 MEULEBROECK,

Remarks

Miscellaneous

Last Strat

Aquifer

Depth to Bedrock

Located by

Locate Method

First Bedrock

gravel (+larger)-white

Minnesota Department of Health

Quat. buried

GPS SA Off (averaged)

System X 335293 Y 4999023

ft

UTM - Mad83, Zone 15, Meters

Unique Number Verification Info/GPS from data Inpute Date 09/16/2008

Angled Drill Hole
Minnesota Unique Well Number MINNESOTA DEPARTMENT OF HEALTH

WELL AND BORING REPORT

Minnesota Statutes Chapter 1031 771198

County Kandiyohi Entry Date 12/27/2013

Quad Solomon Update Date 06/16/2016

Quad ID 127A Received Date 04/21/2010

Well Name Township Range Dir Section Subsection Well Depth Depth Completed Date Well Completed

MW-4 CITY OF 119 35 W 8 DDDACC 18 ft. 14.5 ft. 04/02/2010

Elevation 1123 Elev. Method LiDAR 1m DEM (MNDNR) Drill Method Auger (non-specified) Drill Fluid

Address Use monitor well Status Sealed

Well Hydrofractured? Yes X

No

From To

Casing Type Single casing

No

Drive Shoe? Yes X Above/Below

Joint

Well 1ST AV NW WILLMAR MN 56201

Geological Material From To (ft.) Color Hardness

TOP SOIL 0 2 BLACK MEDIUM

TOPSOIL CLAY 2 4 BLACK MEDIUM

CLAY & SILT 4 6 BLK/BRN SOFT

CLAY SILT FINE SAND 6 8 BROWN SOFT

WET FINE SANDY CLAY 8 10 BRN/GRY SOFT

WET SAND SILT 10 16 GRAY SOFT

SAND & SILT 16 18 GRAY SOFT

Stratigraphy Information

Casing Diameter Weight

2 in. To 4.5 ft. 0.69 lbs./ft.

Hole Diameter

8.2 in. To 14.5 ft.

Screen? X Type plastic Make TIMCO

Diameter Slot/Gauze Length Set

2 in. 10 10 ft. 4.5 ft. 14.5 ft.

Open Hole From ft. To ft.

Static Water Level

Pumping Level (below land surface)

CASING PROTECTION: PROTOP W/ POSTS

SEALED 11-14-2011 BY 1337; PREVIOUS USE: MW

Material Amount From To

bentonite 0.5 Sacks 3 ft. 3.5 ft.

neat cement 1 Sacks ft. 3 ft.

Wellhead Completion

Pump

Nearest Known Source of Contamination

Abandoned

Variance

Well Contractor

Minnesota Well Index Report

771198

HE-01205-15

Printed on 09/22/2016

Pitless adapter manufacturer Model

At-grade (Environmental Wells and Borings ONLY)

X Casing Protection 12 in. above grade

X

Does property have any not in use and not sealed well(s)?

Grouting Information Well Grouted? Yes No Not Specified

No

5 ft. land surface Measure 04/02/2010

ft. hrs. Pumping at g.p.m.

feet Direction Type

Well disinfected upon completion? Yes X

X Not Installed Date Installed

Manufacturer's name

Model Number HP Volt

Length of drop pipe ft Capacity g.p. Typ

Yes X No

Was a variance granted from the MDH for this well? Yes X No

Licensee Business Lic. or Reg. No. Name of Driller

Thein Well Co., Inc. 1337 HILBRANDS, B.

Remarks

Miscellaneous

Last Strat

Aquifer

Depth to Bedrock

Located by

Locate Method

First Bedrock

sand+silt-gray

Minnesota Geological Survey

Quat. Water

Digitization (Screen) - Map (1:24,000)

System X 336046 Y 4999071

ft

UTM - Mad83, Zone 15, Meters

Unique Number Verification Site Plan Inpute Date 06/16/2016

Angled Drill Hole
Minnesota Unique Well Number MINNESOTA DEPARTMENT OF HEALTH

WELL AND BORING REPORT

Minnesota Statutes Chapter 1031 778923

County Kandiyohi Entry Date 06/06/2011

Quad Solomon Update Date 06/16/2016

Quad ID 127A Received Date 12/27/2010

Well Name Township Range Dir Section Subsection Well Depth Depth Completed Date Well Completed

QUAM, DAVID 119 35 W 7 DDDDCA 260 ft. 260 ft. 09/30/2010

Elevation 1126 Elev. Method LiDAR 1m DEM (MNDNR) Drill Method Non-specified Rotary Drill Fluid Bentonite

Address Use domestic Status Active

Well Hydrofractured? Yes X

No

From To

Casing Type Single casing

No

Drive Shoe? Yes Above/Below

Joint

Well 4578 1ST AV W WILLMAR MN 56201

Geological Material From To (ft.) Color Hardness

CLAY 0 12 YELLOW SOFT

CLAY 12 206 BLUE SOFT

CLAY 206 240 BLACK HARD

SAND 240 260 GRAY SOFT

Stratigraphy Information

Casing Diameter Weight

5 in. To 255 ft. 2.9 lbs./ft.

Screen? X Type stainless Make JOHNSON

Diameter Slot/Gauze Length Set

5 in. 10 5 ft. 255 ft. 260 ft.

Open Hole From ft. To ft.

Static Water Level

Pumping Level (below land surface)

Material Amount From To

bentonite 0 ft. 100 ft.

Wellhead Completion

Pump

Nearest Known Source of Contamination

Abandoned

Variance

Well Contractor

Minnesota Well Index Report

778923

HE-01205-15

Printed on 09/01/2016

Pitless adapter manufacturer MONITOR Model BULLDOG

At-grade (Environmental Wells and Borings ONLY)

Casing Protection 12 in. above grade

SCHAEFER

X

Does property have any not in use and not sealed well(s)?

Grouting Information Well Grouted? Yes No Not Specified

No

15 ft. land surface Measure 09/30/2010

40 ft. 1 hrs. Pumping at 50 g.p.m.

90 feet Northeas Direction Septic tank/drain field Type

Well disinfected upon completion? X Yes

Not Installed Date Installed

Manufacturer's name

Model Number HP Volt

Length of drop pipe ft Capacity g.p. Typ

0.5 115

10 Submersible

Yes X No

Was a variance granted from the MDH for this well? Yes X No

Licensee Business Lic. or Reg. No. Name of Driller

Marcus Water Well Co., Inc. 1437 MARCUS, C.

Remarks

Miscellaneous

Last Strat

Aquifer

Depth to Bedrock

Located by

Locate Method

First Bedrock

sand-gray

Minnesota Geological Survey

Quat. buried

GPS SA Off (averaged)

System X 334465 Y 4999028

ft

UTM - Mad83, Zone 15, Meters

Unique Number Verification Address verification Inpute Date 09/11/2015

Angled Drill Hole
S.P. 3403-74 Appendix J Environmental Assessment/

Willmar Rail Connector & Industrial Access Project Environmental Assessment Worksheet

Appendix J – Wetland Assessment and Two-Part Finding
SP 3403-74 Page 1 of 9

Wetland Assessment

November 2016

WETLAND ASSESSMENT & TWO PART FINDING

County: Kandiyohi

Watershed: Minnesota River - Granite Falls (No. 25)

WETLAND ASSESSMENT

The Wetland Assessment is attached (Table 1).

AVOIDANCE ALTERNATIVES 

Several alternatives, including the No Build, were analyzed for the BNSF railway and 

the TH 12 realignment. These alternatives had varying levels of wetland impacts, 

which are summarized in the attached Table 2. Due to the size of the various project 

alternative locations, a wetland delineation was not conducted for each one. The 

National Wetlands Inventory was used to assist in estimating wetland impacts where 

field delineation data were not available. Each alternative that was reviewed is 

summarized below. Detailed descriptions of each alternative are available in Section 

III of the main document.

No Build Alternative:

Under the No Build Alternative, the proposed Willmar rail connection and industrial 

access connection would not be constructed and there would be no modifications to 

the local, regional and state transportation network. Instead, BNSF would continue to 

switch trains between the Morris and Marshall Subdivisions within the downtown 

Willmar Terminal. This would continue to perpetuate delays in regional and local 

railway service and limit opportunities to park trains for longer durations. Trains 

switching between the subdivisions would continue to occupy existing at-grade 

railway crossings within and approaching the Willmar Terminal resulting in continued 

delay and detouring of travel routes for motorized and non-motorized users, including 

emergency responders and school buses, which have time-sensitive travel. 

Unpredictability of train delays (not knowing if it is a switching train or a through 

train) would also be perpetuated.

Quality of life beyond transportation delays would continue to decrease within 

downtown Willmar. Due to the idling of trains and motorized vehicles, emissions 

would continue and likely increase in the future when train traffic increases. 

Additionally, opportunities to serve the new industrial park with rail service which is a 

key component of the city’s planned economic development would be impractical and 

cost prohibitive.

Other Alternatives

Alternative 1 (RR1): Connection West of CSAH 55 on Existing MnDOT Right of Way

Alternative 1 involved the use of some MnDOT Right of Way that was no longer needed 

by MnDOT to construct the new BNSF rail line. This alternative would have kept 

switching trains out of the Willmar Terminal and would reduce the number of trains at 

at-grade crossings. The total amount of wetland impact that would have resulted 
SP 3403-74 Page 2 of 9

Wetland Assessment

November 2016

from this alternative was approximately 13.77 acres. In addition to the amount of 

wetland impact, the disadvantage of this alternative was that its proximity to the 

industrial park was not ideal and would have resulted in the need for additional 

railway service to that area. In addition, the transportation network between key 

local and regional destinations would be broken. For these reasons, Alternative 1 was 

rejected.

Alternative 2 (RR2): Loop Track East of Willmar Terminal

Alternative 2 created a loop track east of the Willmar Terminal. It would have been 

created on agricultural land west of US Highway 71 and north of the Wayzata 

Subdivision. This alternative would have resulted in 0.47 acre of wetland impact. The 

disadvantages of this alternative were that it would not provide access to the 

industrial park and would not reduce the train trips into downtown Willmar that 

ultimately delay traffic. Because Alternative 2 did not address all of the defined 

project needs, it was rejected.

Alternative 3 (TH12-1, RR3): Bridge on Existing TH 12 alignment, Railroad Connection 

East of CSAH 55

The Alternative 3 roadway alignment would have involved reconstruction of the 

existing TH 12 to accommodate a railway grade separation and would have included

the following elements: 

 reconstruction of TH 12 from 7th Ave West to approximately 1 mile to the east,

 raising TH 12 in the reconstructed area up on retaining walls to accommodate 

the new railway connection (maximum wall height would be 40 feet),

 construction of a skewed steel bridge on TH 12 over the new railway line,

 raising and reconstructing the TH 40 and CSAH 55 intersection to provide a 

grade-separated crossing for TH 40 over the proposed railway,

 realignment of CSAH 55 from south of the western leg of 1st Ave West to US 12,

 reconfiguration of the CSAH 55 and 1st Ave West intersection,

 disconnection of 45th Street NW south of TH 12 and construction of a cul-desac,

 construction of a new driveway off of CSAH 55 to the mini storage site,

 disconnection of 45th Street NW north of TH 12 and realigned with the new 

CSAH 55 intersection south of TH 12, and

 crossing of Hawk Creek (County Ditch 10).

Alternative 3 would have resulted in 10.72 acres of wetland impacts. Alternative 3 

was rejected for various reasons, which are summarized below:

 wetland impacts associated with Alternative 3 were higher than other potential 

alternatives,

 the height of the raised TH 12 alignment and bridge raised safety concerns, 

particularly during winter when strong winds could cause visibility and ice 

issues, and

 the skewed bridge and retaining walls would increase maintenance and 

operations costs.
SP 3403-74 Page 3 of 9

Wetland Assessment

November 2016

Alternative 4 (TH12-2, RR-3, CSAH 55/1st Ave-1): 1st Avenue At-Grade Railroad 

Crossing and TH 12/CSAH 55 Quadrant Interchange

Alternative 4 was very similar in design to the preferred alternative, but included an 

at-grade crossing of 1st Avenue at the proposed railway, raised TH 12 over CSAH 55, 

and created a quadrant interchange at TH12 and CSAH 55. This alternative would 

have resulted in 9.40 acres of wetland impact. The disadvantages of this alternative 

were that it would have involved an at-grade crossing of the proposed railroad at 1st

Avenue. Because of the safety concerns related to at-grade railroad crossings, this 

alternative was rejected.

Alternative 5 (TH12-2, RR-3, CSAH 55/1st Ave-2) – 1

st Avenue At-Grade Railroad 

Crossing and TH 12/CSAH 55 At-Grade Intersection

Alternative 5 was very similar in design to the preferred alternative, but included an 

at-grade crossing of the proposed railroad at 1st Avenue and an at-grade crossing at 

the intersection of TH 12 and CSAH 55. This alternative would have resulted in 10.34

acres of wetland impact. The disadvantages of this alternative were that it would 

have involved an at-grade crossing of the proposed railroad at 1st Avenue. Because of 

the safety concerns related to at-grade railroad crossings, this alternative was 

rejected.

Various sub-options were evaluated for each alternative (e.g., crossing alternatives 

and industrial park access routes), but none would have significantly affected the 

overall wetland impacts, so are not discussed in detail here. 

MINIMIZATION MEASURES

In order to minimize impacts to wetlands, the northwest portion of the preferred TH 

12 roadway realignment was shifted to the east approximately 1,000 feet in order to 

avoid crossing the largest spans of wetland in that area. This shift in alignment 

reduced the wetland impacts from the preferred alternative by approximately 3

acres. In addition to this alignment shift, the BNSF rail line cross sections include 2:1 

side slopes in order to minimize impacts to wetlands.

WETLAND IMPACTS

The preferred alternative includes a new BNSF rail line east of CSAH 55 and the 

realignment of TH 12 from approximately the intersection of TH 12 with 7th Avenue 

West south to a new intersection with CSAH 55 about 1,400 feet south of 1st Avenue 

West and reconnecting with the existing TH 12 at Airport Drive West. The existing 1st

Avenue West and CSAH 55 intersection will be closed and 1st Avenue West will be 

removed between CSAH 55 and the new railway. A new roadway located east of the 

proposed railway will provide access into the industrial park from 1st Avenue West. 

Grade-separated crossings will be constructed over the new BNSF rail line at TH 12 

and TH 40. A full description of the preferred alternative is available in the main 

document, in Section III.B.2. 

Various project elements contribute to the wetland impacts that result from this 

alternative, which are shown on the attached Table 3. These project elements are 
SP 3403-74 Page 4 of 9

Wetland Assessment

November 2016

caused by construction associated with MnDOT, BNSF, and Kandiyohi County projects. 

Wetland impacts caused by the preferred alternative total 10.67 acres.

COMPENSATION (REPLACEMENT/ENHANCEMENTS)

It is anticipated that wetland impacts resulting from this project will be replaced at a 

2:1 ratio, for a total of approximately 21.34 acres of replacement. This replacement 

will be achieved through the use of the MnDOT Road Bank for impacts that are 

associated with the TH 12 realignment and improvements along TH 40, and through 

the purchase of wetland credits from a US Army Corps-Approved wetland bank for 

impacts resulting from both the BNSF rail line.

The specific siting of the wetland banks will be determined during permitting, but will 

be required to follow the Wetland Conservation Act siting requirements. These 

requirements call for wetland replacement to be provided in the following priority 

order:

(1) onsite, or within the same minor watershed as the impacted wetlands;

(2) in the same watershed as the impacted wetlands;

(3) in the same county or wetland bank service area (BSA) as the impacted 

wetland; and 

(4) in another wetland bank service area.

Based on current bank data from the Board of Water and Soil Resources, there are no 

banks available within the same minor or major watershed as the project. There is 

one bank available within Kandiyohi County, but it has minimal credits available. 

Several banks are available within the same bank service area as the project (BSA 9). 

Therefore, it is anticipated that mitigation will come from banks that meet siting 

criteria (3). If at the time the permit application is submitted no banks are available 

that meet siting criteria (3) and a bank in another service area must be used, the 

replacement ratio will increase to 2.5:1.

The proposed wetland replacement options are described below. 

WETLAND REPLACEMENT OPTIONS

All 

Wetlands

Location TBD

onsite, offsite Offsite

Classification TBD

Approx. Size, acres 21.34

Topographic setting TBD

Method of construction N/A

Timetable Inadvance
SP 3403-74 Page 5 of 9

Wetland Assessment

November 2016

CONCLUSION

Based upon the above factors and considerations, it is determined that there is no 

practicable alternative to the proposed construction in the identified wetlands, and 

the proposed action includes all practicable measures to minimize harm to the 

wetlands.

ATTACHMENTS

Table 1a – Preferred Alternative Wetland Assessment

Table 1b –Preferred Alternative Wetland Assessment

Table 2 – Wetland Avoidance Alternatives

Table 3 – Preferred Alternative Wetland Impacts

Figure A-E – Preferred Alternative Impact Figures
SP 3403-74 Page 6 of 9

Wetland Assessment

November 2016

Table 1a: Willmar Preferred Alternative Wetland Assessment

WETLAND ASSESSMENT

ID # 3 ID # 4 ID # 5 ID # 6 ID # 7 ID # 9 ID # 10 ID # 15 ID # 16 ID # 18 ID # 19

Classification (Type of 

wetland)

Type 3 Type 

3

Type 3 Type 3 Type 2 Type 1 Type 1 Type 

1/2/6

Type 2 Type 2 Type 1

Approx. Basin Size, acres 1.80 0.49 31.70 0.38 0.52 0.39 0.35 26.43 4.80 0.66 2.13

Anticipated Encroachment 

Size, acres

1.235 0.003 2.089 0.099 0.058 0.275 0.010 1.128 0.250 0.033 0.837

Type of Impact: fill, 

excavation, drain

Fill Fill Fill Fill Fill Cut Fill Fill, 

Cut

Fill Fill Fill

% Encroachment to Basin 

Size

68.61 0.61 6.59 26.05 11.15 70.51 2.86 4.27 5.21 5.00 3.93

Protected wetland? Y/N N N N N N N N N N N N

Connection to other 

wetlands? Y/N

N N Y Y Y Y Y N N N N

Impacts to public water 

supply? Y/N

N N N N N N N N N N N

Water Quality impacts?

----recharge/discharge

----water pollution

----flooding

----sedimentation

----erosion

N N N N N N N N N N N

Impacts to fish/wildlife & 

habitat?

N N N N N N N N N N N

Impacts to recreational, 

cultural, or scientific uses?

N N N N N N N N N N N
SP 3403-74 Page 7 of 9

Wetland Assessment

November 2016

Table 1b: Willmar Preferred Alternative Wetland Assessment

WETLAND ASSESSMENT – Preferred Alternative

ID # 20 ID # 21 ID # 22 ID # 24 ID # 32 ID # 33 ID # 34 ID # 35 ID # 36 ID # 38 ID # 39

Classification (Type of 

wetland)

Type 1 Type 2 Type 

1/6

Type 1 Type 1 Type 1 Type 1 Type 1 Type 1 Type 1 Type 2

Approx. Basin Size, acres 3.10 0.37 0.36 0.07 7.60 1.13 0.38 17.15 0.90 0.48 0.52

Anticipated Encroachment Size, 

acres

0.370 0.364 0.251 0.023 1.099 0.018 0.189 1.951 0.008 0.356 0.030

Type of Impact: fill, excavation, 

drain

Fill Fill, 

Cut

Cut Fill Fill Fill Fill Fill Fill Fill Fill

% Encroachment to Basin Size 11.94 98.38 69.72 32.86 14.46 1.59 49.74 11.38 0.89 74.17 5.77

Protected wetland? Y/N N N N N N N N N N N N

Connection to other wetlands? 

Y/N

N N N N N N N N N N N

Impacts to public water supply? 

Y/N

N N N N N N N N N N N

Water Quality impacts?

----recharge/discharge

----water pollution

----flooding

----sedimentation

----erosion

N N N N N N N N N N N

Impacts to fish/wildlife & 

habitat?

N N N N N N N N N N N

Impacts to recreational, 

cultural, or scientific uses?

N N N N N N N N N N N
SP 3403-74 Page 8 of 9

Wetland Assessment

November 2016

Table 2: Willmar Wetland Avoidance Alternatives

AVOIDANCE ALTERNATIVES – Anticipated Encroachment per Alternative, acres

No Build Alternative Alternative #1 Alternative #2 Alternative #3 Alternative #4 Alternative #5

Wetland ID # 1 0 0 0 0 0 0

Wetland ID # 3 0 0 0 0.644 1.240 1.240

Wetland ID # 4 0 0 0 0 0.003 0.003

Wetland ID # 5 0 6.086 0 1.703 2.012 2.078

Wetland ID # 6 0 0.109 0 0 0.099 0.099

Wetland ID # 7 0 0.056 0 0 0.059 0.066

Wetland ID # 9 0 0 0 0.097 0.275 0.275

Wetland ID # 10 0 0 0 0.034 0.066 0.010

Wetland ID # 15 0 0 0 1.498 1.129 1.162

Wetland ID # 16 0 0 0 1.325 0.082 0.087

Wetland ID # 19 0 0 0 0.105 0.422 0.731

Wetland ID # 20 0 0 0 0.911 0.006 0.293

Wetland ID # 21 0 0 0 0.102 0.083 0.381

Wetland ID # 22 0 0 0 0 0.250 0.252

Wetland ID # 24 0 0 0 0 0 0.023

Wetland ID # 32 0 0 0 1.057 1.102 1.099

Wetland ID # 33 0 0 0 0 0.018 0.018

Wetland ID # 34 0 0 0 0.387 0.212 0.189

Wetland ID # 35 0 0 0 1.853 1.961 1.950

Wetland ID # 36 0 0 0 0.001 0.004 0.006

Wetland ID # 38 0 0 0 0.278 0.343 0.346

Wetland ID # 39 0 0 0 0.030 0.030 0.030

Wetland ID # 40 0 0.087 0 0 0 0

Wetland ID # 41 0 0.145 0 0 0 0

NWI Wetland # 1 0 5.043 0 0 0 0

NWI Wetland # 2 0 1.480 0 0 0 0

NWI Wetland # 3 0 0.398 0 0 0 0

NWI Wetland # 4 0 0.362 0 0 0 0

NWI Wetland # 5 0 0 0.473 0 0 0

Total, acres 0 13.770 0.473 10.718 9.395 10.34
SP 3403-74 Page 9 of 9

Wetland Assessment

November 2016

Table 3: Willmar Preferred Alternative Wetland Impacts

WETLAND IMPACTS - Preferred Alternative

Anticipated Encroachment per Type of Wetland, acres Total

1 1L 2 3 4 5 6 7 8

Wetland ID # 3 1.235 1.235

Wetland ID # 4 0.003 0.003

Wetland ID # 5 2.089 2.089

Wetland ID # 6 0.099 0.099

Wetland ID # 7 0.058 0.058

Wetland ID # 9 0.275 0.275

Wetland ID # 10 0.010 0.010

Wetland ID # 15 1.128 1.128

Wetland ID # 16 0.250 0.250

Wetland ID # 18 0.033 0.033

Wetland ID # 19 0.837 0.837

Wetland ID # 20 0.370 0.370

Wetland ID # 21 0.364 0.364

Wetland ID # 22 0.251 0.251

Wetland ID # 24 0.023 0.023

Wetland ID # 32 1.099 1.099

Wetland ID # 33 0.018 0.018

Wetland ID # 34 0.189 0.189

Wetland ID # 35 1.951 1.951

Wetland ID # 36 0.008 0.008

Wetland ID # 38 0.356 0.356

Wetland ID # 39 0.030 0.030

Total 5.323 0.000 2.739 1.235 0.000 0.000 1.379 0.000 0.000 10.674
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Project Limits

Willmar Rail Connector & Industrial Access Project

S.P. 3403-74

Figure A-E Overview: Aquatic Resource Impacts

Willmar, MN

SEE FIGURE A

SEE FIGURE B

SEE FIGURE C

SEE FIGURE D

SEE FIGURE E
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5

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Project Limits

Aquatic Resource Impacts

Delineated Aquatic Resource

Willmar Rail Connector & Industrial Access Project

S.P. 3403-74

Figure A: Aquatic Resource Impacts

Willmar, MN 0 500

Feet

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ProjectLimits

AquaticResourceImpacts

DelineatedAquaticResource

WillmarRailConnector&IndustrialAccessProject

S.P.3403-74

FigureB:AquaticResourceImpacts

Willmar,MN

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ProjectLimits

AquaticResourceImpacts

DelineatedAquaticResource

WillmarRailConnector&IndustrialAccessProject

S.P.3403-74

FigureC:AquaticResourceImpacts

Willmar,MN

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ProjectLimits

AquaticResourceImpacts

DelineatedAquaticResource

WillmarRailConnector&IndustrialAccessProject

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FigureD:AquaticResourceImpacts

Willmar,MN

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ProjectLimits

AquaticResourceImpacts

DelineatedAquaticResource

WillmarRailConnector&IndustrialAccessProject

S.P.3403-74

FigureE:AquaticResourceImpacts

Willmar,MN

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S.P. 3403-74 Appendix K Environmental Assessment/ 

Willmar Rail Connector & Industrial Access Project Environmental Assessment Worksheet

Appendix K – DNR Correspondence
1

Andy Hingeveld

From: Jack Corkle

Sent: Monday, April 25, 2016 3:02 PM

To: Andy Hingeveld

Subject: FW: DNR Comments on MnDOT Early Notification Memo, TH12 to TH23 'Willmar Wye' 

project (SP3403-74) Kandiyohi Co

Attachments: Original BNSF Concept Layout.pdf; Project Location Map.pdf; Early Notification 

Memo_Original BNSF Concept.doc; VE Alternative Layout.pdf; Early Notification 

Memo_VE Alternative.doc; April 2014 NHIS review.pdf; posk 

FactSheet(USFWSOct2014).pdf; AES.pdf; DNRbasemap.pdf; Transplanting (from Chapter 

1).pdf

Follow Up Flag: Follow up

Flag Status: Flagged

 

Jack 

763-231-4871 

 

 

From: Leete, Peter (DOT) [mailto:peter.leete@state.mn.us] 

Sent: Monday, April 25, 2016 12:36 PM 

To: Rasmussen, Paul (DOT) 

Cc: Smith, Christopher E (DOT); Graeve, Kenneth M (DOT); Joyal, Lisa (DNR); Mixon, Kevin (DNR); Gelvin-Innvaer, Lisa 

A (DNR); Sarah.E.wingert@usace.army.mil; Straumanis, Sarma (DOT); Moynihan, Debra (DOT); Jenzen, Ethan (DNR); 

Coahran, Dave A (DNR); Jack Corkle; Pederson, Nathan A (DOT); Netland, Cory (DNR) 

Subject: DNR Comments on MnDOT Early Notification Memo, TH12 to TH23 'Willmar Wye' project (SP3403-74) 

Kandiyohi Co 

Paul,

This email is the DNR response for your project records. The following comments are based on information provided in 

the submitted documents regarding the proposed reconstruction of the connection between TH12 and TH23 on the 

west side of the City of Willmar. The project was also reviewed separately as a BNSF railroad connection project and is 

known as the ‘Willmar Wye Project’. Previous comments on the railroad portion of the project are still valid (see 

April 2004 NHIS review), though are expanded here to include the associated highway work. Please consider the 

following comments as final designs and special provisions are developed: 

1. The project crosses Hawk Creek. This stream is an altered natural watercourse that appears on Public Waters 

maps, though is also under the jurisdiction of the local ditch authority. This is identified as a dashed line on 

Public Waters Inventory maps and on the attached DNRbasemap.pdf. The local ditch authority is the primary 

regulatory authority for design requirements. However the DNR does keep an eye on these crossings and may 

have design suggestions since full authority would revert to the DNR should the ditch authority abandon the 

watercourse. If changes to the course current or cross-section of the river are proposed, please let me know. 

2. Please remind contractors that a separate water use permit is required for withdrawal of more than 10,000 

gallons of water per day or 1 million gallons per year from surface water or ground water. GP1997-0005 

(temporary water appropriations) covers a variety of activities associated with road construction and should be 

applied of if applicable. An individual appropriations permit may be required for projects lasting longer than 
2

one year or exceeding 50 million gallons. Information is located at: 

http://www.dnr.state.mn.us/waters/watermgmt_section/appropriations/permits.html

3. The Minnesota Natural Heritage Information System (NHIS) has been queried to determine if any rare plant or 

animal species, native plant communities, or other significant natural features are known to occur within an 

approximate one-mile radius of the project area. There were seven rare features identified in this query. In 

order to prevent the inadvertent release of the location of specific listed or rare species contained in the NHIS, I 

have not identified the species or their location on the attached ‘DNRbasemap.pdf’. If these details are needed 

for documentation, please contact me. Please note that the following rare features were identified in the query 

and may be impacted by the proposed project. Suggested avoidance and/or protection measures are also 

identified: 

a. The butterfly Powesheik Skippering (Oarisma poweshiek) was sighted in 1981 between TH23 and the 

railroad a few hundred yards near the south end of project limits. Today this species is listed as 

‘Endangered’ on both State and Federal Threatened and Endangered Species. USFWS does not list this area 

as a critical habitat area. However, re-vegetation of the project area should include native vegetation 

beneficial to their use (in the remote chance they are still in the area). 

From the attached USFWS infosheet: Adult butterflies feed on nectar from prairie flowers such as 

purple coneflower (Echinacea angustifolia), blackeyed susan (Rudbeckia hirta) and palespike lobelia 

(Lobelia spicata). Because limited research has been done on the Poweshiek skipperling, we are not 

certain which plant species are necessary for the larvae to develop, although we know they select 

native, fine-stemmed grasses and sedges such as little bluestem (Schizachyrium scoparium) and prairie 

dropseeed (Sporobolus heterolepis). 

More info is in the DNR Rare Speices guide: 

http://www.dnr.state.mn.us/rsg/profile.html?action=elementDetail&selectedElement=IILEP57010

b. Another rare butterfly was identified as being in the same area as the Powesheik Skippering. The Regal 

Fritillary (Speyeria idalia), is listed as a species of Special Concern. What little is known about the life cycle 

of this species is located on the DNR rare species 

guide; http://www.dnr.state.mn.us/rsg/profile.html?action=elementDetail&selectedElement=IILEPJ6040. 

Though it is known that Larvae feed only on violets (Viola spp.). Seeds mix composition should include 

Prairie Violet (Viola palmata var.pedatifida). 

c. Small White Lady's-slipper (Cypripedium candidum) has also been observed in area to the west of the 

junction of CR55 and TH23. This is listed as a species of Special Concern. It is not known if any populations 

are in the project area. Though as part of any vegetative review, this species should be noted if 

present. When known orchid populations are in areas to be disturbed, we encourage they be transplanted 

to other public lands. It may be possible to move any known plant to the nearby Wildlife Management 

Areas at the north end of the project. Guidelines for this are attached. 

d. At the north and south ends of the project area, there are segments of remnant native prairie in the railroad 

right of way. This is adjacent to MnDOT right of way. The quality of this area is considered to be ‘Fair’ (see 

attached DNRbasemap.pdf). It is possible that the adjacent MnDOT right of way also contains similar quality 

prairie remnants. The concern along these segments is that soil disturbance, incidental herbicide exposure, 

hydrologic alterations, competition from non-native, sod forming grasses, or shading by encroaching shrubs 

can all lead to degradation of the site. These areas should be identified as ‘Area of Environmental 

Sensitivity’ on plans. See the attached AES best practices guidance. The concern along this segment is that 

soil disturbance, incidental herbicide exposure, hydrologic alterations, tree disturbance, competition from 

non-native, sod-forming grasses, introduction of weed seeds, or shading by encroaching shrubs can all lead 
3

to degradation of these sites. The attached guidance is based on your spec 2572.3, and includes protection 

measures of areas such as these. 

• Design the project to avoid impacts to any identified Area of Environmental Sensitivity. 

• Protect and preserve vegetation from damage in accordance with MnDOT Spec 2572.3 

• Prohibit vehicle and construction activities, including the location of field offices, storage of 

equipment and other supplies at least 25 feet outside the Area of Environmental Sensitivity to 

be preserved, also in accordance with MnDOT spec 2572.3 

• Redundant sediment/erosion control Best Management Practices (BMP’s) may be required for 

protection of areas of environmental sensitivity. 

• Revegetation of disturbed soils should include native mixes in areas that are not proposed for 

mowed turf grass. Please utilize the native recommendations developed by BWSR 

(http://www.bwsr.state.mn.us/native_vegetation/ ) or MnDOT' in the 

‘Vegetation Establishment Recommendations’ – dated November 13, 2015 

(http://www.dot.state.mn.us/environment/erosion/seedmixes.html ). Please contact your 

Districts representatives for the Erosion Control & Stormwater Management Unit, Roadside 

Vegetation Management Unit, and the Districts Maintenance staff to help determine 

appropriate permanent revegetation plans. 

• Additionally, the use of erosion control blanket should be limited to ‘bio-netting’ or 

‘naturalnetting’ types (category 3N or 4N), and specifically not allow plastic mesh netting. 

e. The northern long-eared bat (Myotis septentrionalis), federally listed as threatened and state-listed as 

special concern, can be found throughout Minnesota. During the winter this species hibernates in caves and 

mines, and during the active season (approximately April-October) it roosts underneath bark, in cavities, or 

in crevices of both live and dead trees. Pup rearing is during June and July. Activities that may impact this 

species include, but are not limited to, any disturbance to hibernacula and destruction/degradation of 

habitat (including tree removal). 

The U.S. Fish and Wildlife Service (USFWS) has published a final 4(d) rule that identifies prohibited take. To 

determine whether you need to contact the USFWS, please refer to the USFWS Key to the Northern LongEared Bat 4(d) Rule (see links below). Please note that the NHIS does not contain any known occurrences of 

northern long-eared bat roosts or hibernacula within an approximate one-mile radius of the proposed 

project. 

Links: USFWS Key to the Northern Long-Eared Bat 4(d) Rule for Non-Federal Activities 

 http://www.fws.gov/midwest/endangered/mammals/nleb/KeyFinal4dNLEB.html

 USFWS Key to the Northern Long-Eared Bat 4(d) Rule for Federal Actions 

 http://www.fws.gov/midwest/endangered/mammals/nleb/KeyFinal4dNLEBFedProjects.html

 USFWS Northern Long-eared Bat Website 

 http://www.fws.gov/midwest/endangered/mammals/nleb/index.html

 USFWS Northern Long-eared Bat Fact Sheet 

 http://www.fws.gov/midwest/endangered/mammals/nleb/nlebFactSheet.html

The NHIS is not an exhaustive inventory and thus does not represent all of the occurrences of rare features 

within the state. If information becomes available indicating additional listed species or other rare features, 

further review may be necessary. 

4. Two wildlife management areas (Rau Prairie Pothole WMA and Gopher Ridge WMA) are located along TH12 (see 

the attached DNRbasemap for locations). Typically the concern when working adjacent to these areas is that 

invasive species not be introduced with any fill or seed mixes. If there is soil disturbance in areas adjacent to the 

WMA, revegetate disturbed soils with native species suitable to the local habitat. For recommended seed mixes 

see the MnDOT vegetation establishment recommendations for native mixes dated November 13, 
4

2015. http://www.dot.state.mn.us/environment/erosion/pdf/d4seed.pdf. For folks not familiar with these 

mixes, they are the same as the BWSR mixes :

http://www.bwsr.state.mn.us/native_vegetation/state_seed_mixes.pdf

5. Due to the vegetation concerns listed in #3 and #4 above, we recommend the entire project include native seed 

mix in order to connect the north and south railroad right of way prairie remnants for the reasons stated 

above. 

Please include a copy of this email in any DNR license or permit application. 

Contact me if you have questions 

Peter Leete 

Transportation Hydrologist (DNR-MnDOT Liaison) 

DNR Ecological & Water Resources 

Ph: 651-366-3634 
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R36 S12

T119

R35 S7

T119

R35 S8 T119

R35 S9

T119

R36 S13

T119

R35 S18

T119

R35 S17

T119

R35 S16

T119

R36 S24

T119

R35 S20

T119

R35

S21 T119

R35 S19

T119

R36 S25

T119

R35 S30

T119

R35 S29

T119

R35 S28

T119

R36 S36 T119

R35 S31

T119

R35 S32

T119

R35 S33

Trott Ave SW

Gorton

Ave NW

45th St NW

25th St

Airport

Dr SW

Willmar

Ave SW

8th

Ave NW

15th Ave

14th

St NW

19th Ave SW

Minnesota

Ave SW

18th St SW

23rd

St SW

9th

Ave NW

33rd

St NW

45th Ave SW

Vos

Park Dr

15th St SW

17th St SW

24th

St SW

14th

Ave SW

1st Ave W

26th

St NW

4th

Ave SW

21st

Ave SW

21st

Ave

2nd

Ave NW

39th

St NW

36th

St NW

Knollwood

Dr NW

19th

St NW

34th

St NW

29th

St NW

15th Ave SW

17th

St NW

60th St NW

28th

St SW

60th St SW

16th

Ave NW

24th

St NW

17th St SW

4th

Ave SW

28th

Ave SW

22nd St SW

Hanson

Dr

18th St SW

7th

Ave NW

W Trott Dr

30th St SW

22nd St SW

7th Ave NW

30th St SW County Hwy 47

60th St SW

30th Ave SW

67th St SW

60th Ave NW

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Project Location

Kandiyohi County

Kandiyohi County

Willmar Wye Project Location

S.P. 3403-74

Willmar, MN

Project Location

Section Line

City Boundary

Townships

Railroad

0 Ü2,500

Feet
WILLMAR CONNECTION

BNSF RAILWAY

0

S C A L E I N F E E T - HORIZONTAL

500 500 1000

MARSHALLSUBDIVISIONTRACK

CR15

30TH

STREET

NW

CR55

CR55

COUNTYDITCH46

HAWKCREEK(COUNTYDITCH10)

TH40

TH40

CR

5

1STAVENUE

45TH

ST. NW 45TH

ST. NW

1ST AVE / CR 55

HAWKCREEK

COUNTYDITCH10

(DECOMMISSIONED AIRPORT)

WILLMAR INDUSTRIAL PARK

AIRPORT

MUNICIPAL 

WILLMAR

MORRISSUBDIVISIONTRACK

US12

FIGURE 4A

FIGURE 4B

FIGURE 4C

FIGURE 4D

FOR TIGER APPLICATION - 2015

CATEGORICAL EXCLUSION WORKSHEET

KEY MAP

FIGURE 4

LEGEND

DITCH FLOW DIRECTION 

REROUTED PUBLIC ACCESS ROAD

REROUTED PRIVATE ACCESS

NEW RAILROAD TRACK

RAILROAD ACCESS ROAD

RAILROAD INDISTRIAL SPUR

WILLMAR MUNICIPAL AIRPORT RPZ

CONSTRUCTION LIMITS

PARCEL LINES

EASEMENT

CITY OF WILLMAR UTILITIES 

ROAD OVERPASS

OF WILLMAR)

MUNICIPAL BOUNDARY (CITY

PROPOSED RIGHT OF WAY

www.mndnr.gov 

AN EQUAL OPPORTUNITY EMPLOYER 

 

 

 

April 4, 2014 Correspondence # ERDB 20140246 

Ms. Carole Peter 

AECOM Technical Services 

161 Cheshire Lane N, Ste. 500 

Minneapolis, MN 55441 

RE: Natural Heritage Review of the proposed BNSF Willmar Wye Connector, Kandiyohi County 

 

Dear Ms. Peter, 

As requested, the Minnesota Natural Heritage Information System has been queried to determine 

if any rare species or other significant natural features are known to occur within an approximate one-mile 

radius of the proposed project. Based on this query, rare features have been documented within the 

search area (for details, see the enclosed database reports; please visit the Rare Species Guide at 

http://www.dnr.state.mn.us/rsg/index.html for more information on the biology, habitat use, and 

conservation measures of these rare species). Please note that the following rare features may be 

adversely affected by the proposed project: 

 The Minnesota Biological Survey (MBS) has identified native prairie remnants in the railroad 

right-of-way in T119N R36W Section 12 and in T119N R35W Section 30 (please see the 

enclosed map). The 1997 Minnesota State Legislature directed the DNR to conduct a field 

review of active railroad rights-of-way (ROW) to identify native prairie. The DNR surveyed 

3240 miles of railroad ROW, of which 487 discontinuous miles of native prairie were 

identified. The prairie fragments were ranked very good, good, or fair based on the coverage 

of native prairie plant species, abundance of woody shrubs, and level of disturbance (such as 

herbicide use or equipment storage). Although the prairie remnants in the vicinity of the 

project area were only considered to be in fair condition, state-listed species have been 

documented within these remnants. Given that more than 99% of the prairie that was present 

in the state before settlement has been destroyed, and more than one-third of Minnesota's 

endangered, threatened, and special concern species are now dependent on the remaining 

small fragments of Minnesota's prairie ecosystem, we feel that all prairie remnants merit 

protection. Recognizing that the prairie remnants are outside of the proposed project area, we 

offer the following recommendations: 

 Avoid ground disturbance within the native prairie remnants, 

 Do not park equipment or stockpile supplies within the native prairie remnants, 

 Divert runoff away from the native prairie remnants 

 Revegetate disturbed soil with native prairie species immediately following 

construction, and 

 Use only weed-free mulches, topsoils, and seed mixes. 

 Please include a copy of this letter in any DNR license or permit application. 

Township (N) Range (W) Section(s) 

119 35 7,8,17-20,29,30 

119 36 12,13 

Minnesota Department of Natural Resources 

Division of Ecological and Water Resources, Box 25 

500 Lafayette Road 

St. Paul, Minnesota 55155-4025

Phone: (651) 259-5109 E-mail: lisa.joyal@state.mn.us
The Natural Heritage Information System (NHIS), a collection of databases that contains 

information about Minnesota’s rare natural features, is maintained by the Division of Ecological and 

Water Resources, Department of Natural Resources. The NHIS is continually updated as new 

information becomes available, and is the most complete source of data on Minnesota's rare or otherwise 

significant species, native plant communities, and other natural features. However, the NHIS is not an 

exhaustive inventory and thus does not represent all of the occurrences of rare features within the state. 

Therefore, ecologically significant features for which we have no records may exist within the project 

area. If additional information becomes available regarding rare features in the vicinity of the 

project, further review may be necessary.

The enclosed results include an Index Report and a Detailed Report of records in the Rare 

Features Database, the main database of the NHIS. To control the release of specific location 

information, which might result in the destruction of a rare feature, both reports are copyrighted. 

The Index Report provides rare feature locations only to the nearest section, and may be 

reprinted, unaltered, in an environmental review document (e.g., EAW or EIS), municipal natural 

resource plan, or report compiled by your company for the project listed above. If you wish to reproduce 

the index report for any other purpose, please contact me to request written permission. The Detailed 

Report is for your personal use only as it may include specific location information that is 

considered nonpublic data under Minnesota Statutes, section 84.0872, subd. 2. If you wish to 

reprint or publish the Detailed Report for any purpose, please contact me to request written 

permission. 

For environmental review purposes, the Natural Heritage letter and database reports are valid for 

one year; they are only valid for the project location (noted above) and the project description provided on 

the NHIS Data Request Form. Please contact me if project details change or for an updated review if 

construction has not occurred within one year. 

The Natural Heritage Review does not constitute review or approval by the Department of 

Natural Resources as a whole. Instead, it identifies issues regarding known occurrences of rare features 

and potential effects to these rare features. To determine whether there are other natural resource 

concerns associated with the proposed project, please contact your DNR Regional Environmental 

Assessment Ecologist (contact information available at 

http://www.dnr.state.mn.us/eco/ereview/erp_regioncontacts.html). Please be aware that additional site 

assessments or review may be required. 

Thank you for consulting us on this matter, and for your interest in preserving Minnesota's rare 

natural resources. An invoice will be mailed to you under separate cover. 

 Sincerely, 

 Lisa Joyal 

 Endangered Species Review Coordinator 

enc. Rare Features Database: Index Report 

 Rare Features Database: Detailed Report 

 Rare Features Database Reports: An Explanation of Fields 

 Map 

cc: Kevin Mixon 
070

072

141

069

071

070

071 072

142

073

143

MN40

MN23

US12

Fair

Fair

FootPWI#34018100

UnnamedPWI#34018200

UnnamedPWI#34044900

Ramblewood MarshPWI#34044800

Hawk Creek

Cross Country Trail Blazers

Gopher Ridge WMA

Rau Prairie Pothole WMA

TH12 to TH23 Willmar Wye project 

(SP3403-74)

RefPosts

DNR Public Water - Watercourse

DNR Public Water - Public Ditch/Altered Natural Watercourse

DNR Public Water Lake (P)

DNR Public Water Wetland (W)

Railroad Right-of-Way Native Prairie Remnant (Fair)

DNR Wildlife Management Area 

local Snowmobile Trail

3

0 0.5 1 2 Miles

Date: 4/25/2016

Peter Leete, Transportation Hydrologist 

(MnDNR-MnDOT Liaison)
U.S. Fish & Wildlife Service

Poweshiek Skipperling

Oarisma poweshiek

The future of the Poweshiek skipperling may depend on captive propagation 

combined with reintroductions. This skipperling was reared at the 

Minnesota zoo.

Photo Courtesy of the Minnesota Zoo/Erik Runquist

The Poweshiek skipperling is listed as 

endangered under the Endangered 

Species Act. Endangered species are 

animals and plants that are in danger 

of becoming extinct. Identifying, 

protecting and restoring endangered 

species is a primary objective of 

the U.S. Fish and Wildlife Service’s 

endangered species program.

What is the Poweshiek 

skipperling?

Appearance: The Poweshiek 

skipperling is a small butterfly with a 

wing-span of about 1 inch. It is dark 

brown above with some light orange 

along the wing margins and a lighter 

orange head. The underside of the 

wings, which can be seen when it’s 

at rest, are dark to light brown with 

very prominent white veins that may 

make the wing look striped.

Habitat: Poweshiek skipperlings 

live in high quality tallgrass prairie in 

both upland, dry areas as well as low, 

moist areas. In Michigan they are 

found mainly in prairie fens, a type of 

wet prairie. 

Reproduction: Poweshiek 

skipperling larvae (caterpillars) 

hibernate on the ground during 

winter; they resume activity in 

spring and continue developing 

until they pupate and emerge as 

adult butterflies between midJune and mid-July. Adults have 

a short lifespan of only one to two 

weeks and during this time they 

mate and lay eggs. Larvae hatch 

during late summer; they feed and 

develop through early fall and then 

overwinter to continue development 

the following spring. 

Feeding Habits: Adult butterflies 

feed on nectar from prairie flowers 

such as purple coneflower (Echinacea 

angustifolia), blackeyed susan 

(Rudbeckia hirta) and palespike 

lobelia (Lobelia spicata). Because 

limited research has been done 

on the Poweshiek skipperling, we 

are not certain which plant species 

are necessary for the larvae to 

develop, although we know they 

select native, fine-stemmed grasses 

and sedges such as little bluestem 

(Schizachyrium scoparium) and 

prairie dropseeed (Sporobolus 

heterolepis).

Range: Historically, Poweshiek 

skipperlings were found in 

tallgrass prairie and prairie fens 

from Manitoba to Iowa, with 

populations also found in Michigan 

and Wisconsin. Unfortunately, the 

range is now much less and has 

been declining for some time. The 

Poweshiek skipperling may have 

been extirpated from the Dakotas, 

Minnesota and Iowa within the 

last 10 years – an area that, until 

recently, contained the vast majority 

of the surviving populations. It is 

now known only from Wisconsin, 

Michigan and Manitoba. During 

surveys in 2014, the species could be 

found only at a few sites in a single 

Michigan county, in very limited 

numbers at one site in Wisconsin, and 

in Canada at the single Manitoba site.

Why is the Poweshiek 

skipperling an endangered 

species?

Habitat Loss and Fragmentation: 

Only about 4 percent of the original 

tallgrass native prairie in the United 

States remains. Much of what is 

left is in small, isolated sites, so the 

butterfly generally cannot move 

from site to site. If the Poweshiek 

skipperling is lost at a site, there 

are often no nearby populations to 

recolonize.
www.fws.gov/midwest/endangered

October 2014

Habitat Management: In 

addition to the loss of large blocks 

of contiguous prairie, the native 

grasslands that remain are often not 

managed in ways that can support 

Poweshiek skipperlings. Historically, 

wildfire helped maintain the treeless 

nature of prairies. Today, grazing, 

haying and prescribed burns may 

replicate that effect. However, 

grazing or burning that is too intense, 

too frequent or conducted during 

the wrong time of the year may not 

create conditions suitable for the 

Poweshiek or may kill too many of the 

butterflies to sustain the population. 

What is being done to conserve 

the Poweshiek skipperling?

Listing: Listing the Poweshiek 

skipperling as endangered under 

the Endangered Species Act will 

help focus attention and funds on the 

butterfly and the habitat that it needs 

to survive.

Research: We have limited 

information on the Poweshiek 

skipperling’s life history and exact 

habitat requirements. Research 

is needed to determine land 

management regimes that will help 

this butterfly survive and provide 

information that may allow us to 

reintroduce it into formerly occupied 

habitats. A study is ongoing to 

understand the genetic diversity 

of surviving populations. This 

information will help us determine 

if management is needed to increase 

diversity of remaining populations 

and will help ensure any captive 

propagation will result in genetically 

robust populations. In addition, 

researchers are looking into potential 

causes for the sharp and widespread 

decline of the species that has 

occurred during the past 10 to 20 

years. 

Habitat Protection and 

Management: Where possible, 

high quality prairie and prairie 

fens need to be protected and 

appropriately managed. These may 

be publicly owned lands or they may 

be protected through easements 

and financial incentives on private 

lands. In light of the species’ highly 

endangered status, its conservation 

in the wild may only be secured by 

placing a high priority on conserving 

remaining populations. Attempts are 

being made to develop methods to 

propagate the species in captivity, but 

it will be unusually difficult to keep in 

captivity. Therefore, conservation of 

the few remaining wild populations 

is extremely important. The Service 

will cooperate with conservation 

partners to control and remove 

invasive species, such as glossy 

buckthorn (Frangula alnus), and 

to undertake other actions that 

will alleviate threats to remaining 

populations and improve their 

viability.

What can I do to help prevent 

extinction of the species?

Spread the Word: Learn more 

about the Poweshiek skipperling 

and other rare and declining species. 

Understand how the destruction of 

habitat leads to loss our nation’s plant 

and animal diversity. Tell others what 

you have learned.

Join: Join a conservation group; 

many have local chapters, or 

volunteer at a local nature center, zoo 

or National Wildlife Refuge.

Native plants: Provide habitat 

for butterflies by planting native 

vegetation in your yard. Avoid using 

invasive non-native plants like purple 

loosestrife and dame’s rocket and 

remove invasive non-natives, like 

buckthorn and honeysuckle if they 

invade your yard. 

Minimize: Use as little herbicide, 

insecticide and fertilizer as possible 

or avoid pesticides and insecticides 

entirely. Pesticides may harm 

butterflies and other pollinators and, 

along with fertilizers, can harm water 

quality.
________________________________________________________________________________________________________________________________________________ 

(http://www.dnr.state.mn.us/waters/watermgmt_section/pwpermits/gp_2004_0001_manual.html) 

Best Practices for Meeting DNR GP 2004-0001 (version 4, October 2014) Chapter 1, Page 12 

Transplanting Wildflowers and Other Plants 

(Plants Protected by Minnesota Statutes 2003, Chapter 18H.18)

(Prepared by Janet Boe, DNR NW Regional Plant Ecologist; Larry Puchalski and Bob Jacobson, DOT Botanists; and 

Mark Schreiber, MDA Nursery Inspection & Export Certification Unit Supervisor 5/30/2001. Updated 16 April 2004 by 

Mark Schreiber, Bob Jacobson, and Janet Boe) 

Staff of the Minnesota Department of Agriculture, the Minnesota Department of Transportation, and the Minnesota 

Department of Natural Resources receive numerous calls each summer requesting information about transplanting 

orchids from locations threatened by construction or road-building. This information sheet was prepared to answer some 

of the frequently asked questions and direct inquiries to the appropriate agency. 

Collection and sale of native orchids, trilliums, gentians, lilies, lotus (Nelumbo lutea), coneflowers, bloodroot, mayapple, 

and trailing arbutus are regulated by Minnesota Statutes 2003, Chapter 18H.18, Conservation of certain wildflowers. 

Although this section of Chapter 18H covers other species, most transplant requests and inquiries concern orchids, most 

commonly the showy lady’s-slipper, Minnesota’s state flower. 

Minnesota Department of Agriculture 

The Minnesota Department of Agriculture (MDA) has responsibility for administering the statutes and granting permits for 

the sale of wildflower species listed in Chapter 18H.18. 

Wildflower collection by individuals for personal use (that is, transplanted to their own property and not offered for sale) is 

an issue between the property owner (whether public or private property) and the individual wishing to collect plants from 

that property. The collector needs the written permission of the landowner to enter the property and collect the plant 

species listed in the statute. The MDA requires a permit only if the plants are sold. Landowners may transplant species 

protected by Chapter 18H.18 within their own property without an MDA permit. 

Wildflowers listed in 18H.18 cannot be collected or dug and immediately sold unless the plants are sold specifically for 

scientific or herbarium purposes. The individual selling the plants must own the land on which the plants are growing or 

have written permission of the landowner, and have a permit from the MDA. As part of the permit application, the MDA 

requires 1) written documentation that plants offered for sale grew naturally on the applicant’s property or that the 

applicant had permission to collect them from property of another, and 2) the name and address of the organization 

receiving the plants. 

If wildflowers are to be sold for purposes other than scientific and herbarium use, they must have been either A) growing 

naturally on the collectors property, then collected and cultivated by the collector on the collector’s property, or B) 

collected with written permission from the property of another, then transplanted to the private property of the collector 

and cultivated on the collector’s property. In either case, one or more permits and inspection by MDA are required prior to 

sale of the plants. Inspections must take place after the plant emerges from dormancy under cultivation and can be 

identified to species. As part of the permit application, MDA requires 1) written documentation that plants offered for sale 

grew naturally on the applicant’s property or that the applicant had permission to collect them from the property of another, 

2) a record of the dates they were collected and transplanted, 3) the cultivation techniques used by the applicant, and 4) 

the intended date of sale. Persons considering sale of these species collected from the wild should contact MDA staff 

listed below for further information. 

Mark Schreiber (mark.schreiber@state.mn.us; 651-296-8388) and Steven Shimek (steven.shimek@state.mn.us; 651-296-

8619), of the Agronomy and Plant Protection Division of the MDA, are the persons to contact for more information about 

MDA nursery certification requirements and to apply for permits. Their mailing address is Minnesota Department of 

Agriculture, Agronomy and Plant Protection Division, 90 West Plato Boulevard, St. Paul, MN 55107. They can also be 

reached by fax at 651-296-7386. 

Minnesota Department of Transportation 

The Minnesota Department of Transportation (MnDOT) is the landowner with jurisdiction over all state highways, 

interstates, and their rights-of-way. Collectors should contact the MnDOT District Permits Office serving their area to 

discuss collection of statute-listed plants from MnDOT-managed land. For plants adjacent to County State Aid Highways, 

the county engineer in the county in question is the contact person. Other roads may be under the jurisdiction of 

townships or cities, and township supervisors or city administrators would be the initial contacts for these ownerships. 
________________________________________________________________________________________________________________________________________________ 

(http://www.dnr.state.mn.us/waters/watermgmt_section/pwpermits/gp_2004_0001_manual.html) 

Best Practices for Meeting DNR GP 2004-0001 (version 4, October 2014) Chapter 1, Page 13 

MnDOT considers lady’s-slippers a state asset and makes an effort to transplant those that are likely to be damaged by 

roadwork. They prefer to use their own crews, because of the dangerous nature of the activity, and to transplant them 

onto public land. Showy lady’s-slippers are given first priority, followed by the two varieties of yellow lady’s-slipper. If the 

road project allows, MnDOT prefers to mark the plants ahead of time, then dig them in the fall after they’ve faded and are 

dormant. Crews replant them the same day or the next day, keeping the plants wet in boxes or packed in the back of a 

pick-up truck until they can be placed in the ground. 

Removal of orchids by private citizens from MnDOT rights-of-way in which they are threatened by roadwork may be 

possible but requires a permit from the local MnDOT District Office. MnDOT may require that the plants be transplanted to 

public land rather than to private property. Interested persons should contact either the MnDOT District Environmental 

Coordinator in their area directly (see the MnDOT website at www.dot.state.mn.us for contact information for the district 

offices), or they may contact the MnDOT Botanist in the MnDOT Office of Environmental Stewardship in St Paul. 

Transplanting orchids and then offering them for sale requires both permission of the landowner (in this case, MnDOT) 

and one or more permits from the Minnesota Department of Agriculture.

For more information about MnDOT’s wildflower program and policies, see the MnDOT Office of Environmental 

Stewardship website at: www.dot.state.mn.us/environment

Minnesota Department of Natural Resources 

If a citizen becomes aware that lady’s-slipper orchids or other statute-listed plants are threatened by construction on 

public lands, the concerned citizen should contact the agency managing the land. In the case of the Minnesota 

Department of Natural Resources (DNR), lands are usually managed by either the Division of Forestry or the Division of 

Fish and Wildlife. Contact your local DNR forester or DNR wildlife manager with questions about orchids or other plants 

threatened by road construction on these lands. However, neither MnDOT nor DNR has a list of volunteer orchid rescuers. 

Showy lady’s-slippers and yellow lady’s-slippers are not listed as rare species in Minnesota. However, some plants listed 

in Chapter 18H.18 are also covered by Minnesota’s Endangered Species Act (Minnesota Statute 84.0895), including 

several species of lady’s-slipper and other orchids. These plants are protected from collection or harvest by the state 

Endangered Species Act. Copies of Statute 84.0895 and associated rules can be found on the Minnesota legislature’s 

web site at https://www.revisor.mn.gov/pubs/. The current state list of endangered, threatened, and special concern plants 

and animals is available from the DNR Natural Heritage and Nongame Research Program, 500 Lafayette Road, Box 25, 

St. Paul, MN 55155, or from the DNR’s web site at http://www.dnr.state.mn.us/rsg/index.html

Most Minnesota orchids are also included in Appendix II of CITES (the Convention on International Trade in Endangered 

Species of Wild Fauna and Flora). Species in Appendix II are not under immediate threat of extinction but require control 

of trade in order to avoid a level of use incompatible with their survival. An export permit from the U.S. Fish and Wildlife 

Service is required to export from the U.S. species that are listed under Appendix II. See the CITES website 

(http://www.cites.org/) for more information. 

Persons interested in learning more about orchids should consult Orchids of Minnesota, a book written by Welby Smith, 

DNR Botanist, and published by the University of Minnesota Press. This book contains line drawings, color photographs, 

and descriptions of orchid species that are found in Minnesota. 

 
________________________________________________________________________________________________________________________________________________ 

(http://www.dnr.state.mn.us/waters/watermgmt_section/pwpermits/gp_2004_0001_manual.html) 

Best Practices for Meeting DNR GP 2004-0001 (version 4, October 2014) Chapter 1, Page 10 

Protection Measures for 

Areas of Environmental Sensitivity (AES)

An Area of Environmental Sensitivity (AES) is a generic term to be utilized on plans to identify an area as containing 

unique characteristics that needs specific protection during construction. These areas may be any area that is identified 

for added protection due to habitat, wildlife, cultural resources/properties, ecological significance, geological features, 

visual quality, or its sensitivity to disturbance. 

Areas identified on plans as an AES shall not be disturbed during construction. Commonly the actual area to be protected 

is adjacent to the right of way corridor and the AES identifier is utilized as a buffer. The concern is that soil disturbance, 

incidental herbicide exposure, hydrologic alterations, tree disturbance, competition from non-native, sod-forming grasses, 

introduction of weed seeds, or shading by encroaching shrubs can all lead to degradation of these sites. 

MnDOT projects must adhere to processes and application of measures consistent with, but limited to, the MnDOT 

Highway Project Development Process Handbook (HPDP), 2014 Standard Specifications For Construction; Section 2572 

(Protection and Restoration of Vegetation), and Section 2101 (Clearing and Grubbing), of which key aspects are listed 

below: 

Examples of an Area of Environmental Sensitivity:

Not all Areas of Environmental Sensitivity (AES) are equal. Many may have stringent levels of regulatory protection on 

their own, such as Threatened and Endangered Species. However, identifying a site as an AES is to be considered as a 

generic “stay out of this area” for construction purposes and does not have to reveal the reason for the designation. 

Typical examples are: 

 Wetlands that are not permitted for construction activities. 

 Open Water (such as DNR Public Waters, and other perennial streams and waterbodies) 

 Trout Lakes and Streams along with their source springs. 

 Calcareous Fens. These are identified in ‘native plant communities’ though due to their unique relationship with 

groundwater. Impacts to groundwater may also require separate analysis and protection. 

 Impaired waters, Special Waters, and/or Outstanding Resource Value Waters (ORVW) as designated by the 

MPCA. http://pca-gis02.pca.state.mn.us/CSW/index.html. 

 Wooded areas with Specimen Trees, or other permanent vegetation designated for preservation. 

 Prairie remnants, including but not limited to areas adjacent to Railroad Rights-of-way Prairies. 

 ‘Sites of Biodiversity Significance’ areas designated by the DNR Biological Survey. These sites contain varying 

levels of native biodiversity such as high quality ‘Native Plant Communities’, rare plants, rare animals, and/or 

animal aggregations. http://www.dnr.state.mn.us/eco/mcbs/biodiversity_guidelines.html. 

 ‘Native Plant Community’ areas designated by the DNR Biological Survey. Native plant communities are classified 

and described by considering vegetation, hydrology, landforms, soils, and natural disturbance regimes. 

http://www.dnr.state.mn.us/npc/index.html. 

 Federal or State listed species, and their habitat. 

 Historical sites 

 Any natural scenic elements, such as geological features not to be disturbed as designated by project planners, 

project managers, or project inspectors 

Best Practices: 

1. Design the project to avoid impacts to identified Area of Environmental Sensitivity. 

2. Design and construction should incorporate protection and/or enhancement of adjacent AES features. 

3. Label identified Areas of Environmental Sensitivity on all plans. 

4. Drainage into Areas of Environmental Sensitivity may also have limitations on impacts. 

In situations where work in or adjacent to an AES is authorized: 

1. Prior to in-water work in an AES, check to see if a Mussel Survey is required. 

2. Protect and preserve vegetation from damage in accordance with MnDOT Spec 2572.3 

3. Prohibit vehicle and construction activities, including the location of field offices, storage of equipment and other 

supplies at least 25 feet outside the dripline of trees or other identified Area of Environmental Sensitivity to be 

preserved, also in accordance with MnDOT spec 2572.3 

4. In areas where there are large or numerous separate of areas to protect, it may be preferred to identify those 

areas that are OK to be utilized, and have all other areas designated off limits for parking, staging, and/or 

stockpiling of materials. 
________________________________________________________________________________________________________________________________________________ 

(http://www.dnr.state.mn.us/waters/watermgmt_section/pwpermits/gp_2004_0001_manual.html) 

Best Practices for Meeting DNR GP 2004-0001 (version 4, October 2014) Chapter 1, Page 11 

5. Walk the perimeter of a sensitive area with the grading foreman so that all personnel understand and agree on 

the hard edge of the sensitive area. 

6. Redundant sediment/erosion control Best Management Practices (BMP’s) may be required for protection of areas 

of environmental sensitivity. 

7. Revegetate disturbed soils with native species suitable to the local habitat. Revegetation plans may include 

woody vegetation (trees and shrubs) in addition to grasses and/or forbs. 

8. Coordinate with MnDOT Office of Environmental Stewardship and/or the DNR if an Area of Environmental 

sensitivity is accidentally disturbed or damaged. 

9. Relocate plants if harm is unavoidable (see Information on Transplanting Wildflowers and Other Plants). 

For more information: 

MnDOT Highway Project Development Process (HPDP): http://www.dot.state.mn.us/planning/hpdp/environment.html

MnDOT 2014 Standard specifications: http://www.dot.state.mn.us/pre-letting/spec/

DNR Sites of Biodiversity Significance: http://www.dnr.state.mn.us/eco/mcbs/biodiversity_guidelines.html

DNR Rare Species Guide: http://www.dnr.state.mn.us/rsg/index.html
1

Andy Hingeveld

From: Jack Corkle

Sent: Tuesday, March 22, 2016 4:25 PM

To: Andy Hingeveld

Subject: FW: DRAFT language for DNR comments on MnDOT 'Winona [Willmar] Wye' project 

(SP3403-74)

More information on species... 

 

Jack 

763-231-4871 

 

 

From: Gelvin-Innvaer, Lisa A (DNR) [mailto:lisa.gelvin-innvaer@state.mn.us] 

Sent: Tuesday, March 22, 2016 3:23 PM 

To: Leete, Peter (DOT) 

Cc: Moynihan, Debra (DOT); Jack Corkle; Rasmussen, Paul (DOT); Baker, Richard (DNR); Jenzen, Ethan (DNR); Smith, 

Christopher E (DOT); Benage, Megan (DNR); Worland, Michael (DNR); Graeve, Kenneth M (DOT); Joyal, Lisa (DNR); 

Mixon, Kevin (DNR) 

Subject: RE: DRAFT language for DNR comments on MnDOT 'Winona [Willmar] Wye' project (SP3403-74) 

[The email subject line below has a typo--- the attachments indicate this is in Kandiyohi Co--- should be Willmar Wye]

Peter, 

It wasn’t clear to me whether EWR R4 was submitting coordinated, compiled comments or if we should submit them 

separately to you, Peter. I inquired but hadn’t heard back 

I’m including both Mike Worland & Megan Benage in the loop. I defer to Megan &/or Kevin Mixon re: rare 

plants. Mike Worland is our other Nongame Specialist in DNR Southern Region and is stationed out of Hutchinson. 

*A couple comments 

 -re: Poweshiek Skipperling/Regal Fritillary occurrences- the 2013 aerial photo indicates that the area is in 

cropland (unless there is a little remaining prairie along MN23? Although that didn’t show up in NHIS rare features 

or NPC Native Prairie layers). It is not part of the federally designated Critical Habitat. 

 -re: Northern grasshopper mouse-- the last observation was from 1963. From the aerial photo, the habitat 

appears largely converted to cropland 

If we lack updated information re: the current condition these sites (i.e. if remnant habitat does remain; if the species 

still occur there), then I defer to what Lisa Joyal recommended. 

Lisa 

..................................................................... 

Lisa Gelvin-Innvaer 

Reg. Nongame Wildlife Specialist, CWB ® 

MN DNR Southern Region (R4) 

Div. of Ecological & Water Resources 

21371 State Hwy 15 

New Ulm MN 56073-5228 

phone: (507) 359-6033 

 fax: (507) 359-6018 

e-mail: lisa.gelvin-innvaer@state.mn.us 
2

From: Smith, Christopher E (DOT) 

Sent: Monday, March 21, 2016 2:40 PM 

To: Leete, Peter (DOT); Graeve, Kenneth M (DOT); Joyal, Lisa (DNR); Mixon, Kevin (DNR); Gelvin-Innvaer, Lisa A (DNR)

Cc: Moynihan, Debra (DOT); Jack Corkle; Rasmussen, Paul (DOT); Baker, Richard (DNR); Jenzen, Ethan (DNR) 

Subject: RE: DRAFT language for DNR comments on MnDOT 'Winona Wye' project (SP3403-74) 

Hi Peter, 

For 1. B, change violet common name to Prairie Violet (Viola palmata var.pedatifida). Prairie Birds-foot Violet (Viola 

pedata) is restricted to SE MN, and should not be planted at this site (but is used by Regals). I doubt Regals use V. 

nephrophylla (it is a wide-leaf violet). 

-Chris 

-- 

Christopher E. Smith, M.Sc., AWB® 

Wildlife Ecologist | Office of Environmental Stewardship 

Minnesota Department of Transportation 

395 John Ireland Blvd., MS 620 

Saint Paul, MN 55155 

E-mail: Christopher.E.Smith@state.mn.us 

Phone: 651-366-3605 

From: Leete, Peter (DOT) 

Sent: Saturday, March 19, 2016 3:27 PM 

To: Smith, Christopher E (DOT); Graeve, Kenneth M (DOT); Joyal, Lisa (DNR); Mixon, Kevin (DNR); Gelvin-Innvaer, Lisa 

A (DNR) 

Cc: Moynihan, Debra (DOT); Jack Corkle; Rasmussen, Paul (DOT); Baker, Richard (DNR); Jenzen, Ethan (DNR) 

Subject: DRAFT language for DNR comments on MnDOT 'Winona Wye' project (SP3403-74) 

Hi folks... 

This project is/was primarily a railroad project creating a bypass of the two mainlines entering the City of 

Winona. Review for that project occurred a couple years ago. An NHIS review was conducted at that time (April 

1014). Since that time,two things have occurred. 

• MnDOT has developed alternatives for re-alignment of TH12, TH40 & TH23 for the construction of bridges to 

allow unimpeded train and vehicle flow.. It’s this MnDOT connection that brings me in to the review process. 

• The Poweshiek skipperling was federally listed as endangered in Oct 2014. Its on the state list as endangered 

too (as of August 2013). Regardless, the NHIS has a record of its presence along the TH23 railroad right of way 

just outside the project boundaries. Though this area is not in the USFWS critical habitat areas. 

For these reasons, I want to be sure my comments are not in conflict what has been said in prior review, plus not be in 

conflict with USFWS concerns for the poweshiek skipperling. Ideally all our reviews would be woven of the same 

cloth. What I am proposing below was said previously by me at a meeting a couple weeks ago with MnDOT folks 

regarding identifying preliminary concerns. It builds on what has been said already. You will quickly see that I think it 

is important that the project incorporate native seed mixes to aid in expansion of habitat by connecting the two 

remnants. However, in order for this to succeed, there will need to be a local management plan to ensure the success 

of new plantings.... Below is a formal version: 
3

1. The Minnesota Natural Heritage Information System (NHIS) has been queried to determine if any rare plant or 

animal species, native plant communities, or other significant natural features are known to occur within an 

approximate one-mile radius of the project area. There were seven rare features identified in this query. In 

order to prevent the inadvertent release of the location of specific listed or rare species contained in the NHIS, I 

have not identified the species or their location on the attached ‘DNRbasemap.pdf’. If these details are needed 

for documentation, please contact me. Please note that the following rare features were identified in the query 

and may be impacted by the proposed project. Suggested avoidance and/or protection measures are also 

identified: 

A. The butterfly Powesheik Skippering (Oarisma poweshiek) was sited in 1981 between TH23 and the railroad 

a few hundred yards outside the project limits. Today this species is listed as ‘Endangered’ on both State 

and Federal Threatened and Endangered Species. It is unknown a small colony of this butterfly 

remains. However, re-vegetation of the project areas should include native vegetation beneficial to their 

use. 

From attached USFWS infosheet: Adult butterflies feed on nectar from prairie flowers such as purple 

coneflower (Echinacea angustifolia), blackeyed susan (Rudbeckia hirta) and palespike lobelia (Lobelia 

spicata). Because limited research has been done on the Poweshiek skipperling, we are not certain which 

plant species are necessary for the larvae to develop, although we know they select native, fine-stemmed 

grasses and sedges such as little bluestem (Schizachyrium scoparium) and prairie dropseeed (Sporobolus 

heterolepis). 

More info is in the DNR Rare Speices guide: 

http://www.dnr.state.mn.us/rsg/profile.html?action=elementDetail&selectedElement=IILEP57010

B. Another rare butterfly was identified as being in the same area as the Powesheik Skippering. The Regal 

Fritillary (Speyeria idalia), is listed as a species of Special Concern. What little is known about the life cycle 

of this species is located on the DNR rare species 

guide; http://www.dnr.state.mn.us/rsg/profile.html?action=elementDetail&selectedElement=IILEPJ6040. 

Though it is known that Larvae feed only on violets (Viola spp.). Seeds mix composition should include 

native violet species such as prairie bird's-foot violet (Viola palmata var. pedatifida), bird's-foot violet (V. 

pedata), and stemless blue violets (primarily V. nephrophylla). 

C. Small White Lady's-slipper (Cypripedium candidum) has also been observed in area to the west of the 

junction of CR55 and TH23. This is listed as a species of Special Concern. It is not known if any populations 

are in the project area. Though as part of any vegetative review, this species should be noted if 

present. When known orchid populations are in areas to be disturbed, we encourage they be transplanted 

to other public lands. It may be possible to move any known plant to the nearby Wildlife Mangement 

Areas at the north end of the project. Guidelines for this are attached. 

D. Just outside the north and south ends of the project areas at, there are segments of remnant prairie in the 

railroad right of way, which is adjacent to MnDOT right of way. The quality of this area is considered to be 

‘Good’ (see attached DNRbasemap.pdf). It is possible that the adjacent MnDOT right of way also contains 

similar quality prairie remnants. The concern along these segments is that soil disturbance, incidental 

herbicide exposure, hydrologic alterations, competition from non-native, sod forming grasses, or shading by 

encroaching shrubs can all lead to degradation of the site. The area should be labeled as an Area of 

Environmental Sensitivity (AES). A copy of AES protection guidance is attached (From the Collection of Best 

Practices for Meeting DNR Public Waters Permit GP2004-0001). The entire collection of best practices may 

be found 

at: http://www.dnr.state.mn.us/waters/watermgmt_section/pwpermits/gp_2004_0001_manual.html. 
4

The NHIS is not an exhaustive inventory and thus does not represent all of the occurrences of rare features within 

the state. If information becomes available indicating additional listed species or other rare features, further review 

may be necessary. 

2. TH23 through the region is designated as a national ‘Prairie Passage Route’. Along this route, all revegetation of 

disturbed soils should be a native mix in those areas that are not proposed for mowed turf grass. Typically I’ve 

recommended use of the native recommendations in the ‘Vegetation Establishment Recommendations – 

November 13, 2015’ for your district as found on the MnDOT 

website: http://www.dot.state.mn.us/environment/erosion/seedmixes.html. However the recommended mix 

should be evaluated for composition beneficial for the butterflies listed in 1.A and 1. B. 

In fact, we recommend the entire project include native seed mix in order to connect the north and south railroad 

right of way prairie remnants. This would benefit the rare species that are known to reside there. I realize getting 

the seed in the ground would only be the first step, as long term vegetation management plans would also need to 

be developed and followed for such an endeavor to be successful. That said, not putting native mixes in now, 

would make such an endeavor in the future virtually impossible. 

How’s that? Any suggestions? I intend to send the full formal email later this week. So pease provide any comments or 

concerns by Thursday. I will be out of the office until Wednesday (23rd). though I will be checking emails periodically 

and am available by phone if you want to discuss this (651-442-9890) 

Peter Leete 

Transportation Hydrologist (DNR-MnDOT Liaison) 

DNR Ecological & Water Resources 

Ph: 651-366-3634 
S.P. 3403-74 Appendix L Environmental Assessment/ 

Willmar Rail Connector & Industrial Access Project Environmental Assessment Worksheet

Appendix L – MnDOT Office of Environmental Stewardship Section 7 

Correspondence
_______________________________________________________________________________________________________ 

State Project 3403-74

ESA (Section 7) Notice of Determination 

July 20, 2016

Minnesota Department of Transportation

395 John Ireland Boulevard 

Saint Paul, MN 55155 

July 20, 2016 

Andrew Horton 

Fish and Wildlife Biologist 

U.S. Fish and Wildlife Service 

Twin Cities ES Field Office 

4101 American Blvd East 

Bloomington, MN 55425-1665

Notice of Determination – May affect, but will not cause prohibited incidental take – Northern Long-eared Bat (NLEB; 

Myotis septentrionalis) 

S.P. 3403-74, Trunk Highway 12 

Willmar, Kandiyohi County, Minnesota 

Project Description 

This project includes the construction of a new railroad connection by BNSF Railway between two of its main tracks 

on the western end of the City of Willmar. The new rail line will be constructed from its existing location near the 

intersection of TH 12 and 45th Street to the south, running parallel to CSAH 55 and connecting to the existing railroad 

that runs along CSAH 15, forming a new wye (two legs in a “Y"-shaped configuration). Several new railroad crossing 

will be constructed. Project crosses Hawk Creek. 

TH 12 will be realigned as part of this project. Two alignment scenarios (Base Alternative and VE Alternative) have 

been proposed for TH 12. Both alignments are considered in this review. Both alignments include tree removal, with 

the Base Alternative removing up to 5 acres and the VE Alternative removing up to 10 acres. 

A portion of TH 55 will also be realigned to remove a skewed intersection and provide a new intersection with TH 55, 

and other road segments will be constructed to maintain property access to TH 12. The TH 40/CSAH 55 intersection 

will be raised to meet the TH 40 overpass grade as it descends westward. 

It is expected that three residential structures will be removed as part of the TH 40 and CSAH 55 intersection 

modifications. Additional acquisition of temporary easements and permanent right of way will also be required to 

accommodate the new rail line, roadway, and bridge locations. The project crosses natural gas lines. Utility services 

will be relocated or accommodated in order to construct the project without disrupting utility functions. 

As an optional element Kandiyohi County is interested in pursuing a grade separation of the southern railroad 

connection. This would include a slight realignment of CSAH 55 and would relocate the existing intersection of TH 23 

and CSAH 5. Please see the Value Engineering Concept for this option. It should be included in both the Value 

Engineering Concept and this Concept. 

The project is a joint Federal Railroad Administration (FRA) and Federal Highway Administration (FHWA) 

undertaking, with FHWA taking the lead on environmental documentation. FRA is the overall project lead. 

Maps attached below. 

Conservation Measures

 Winter tree removal – November 1 to March 31, inclusive. 

 Revegetation using native seed mixes per MNDNR, MnDOT, and USFWS guidance. 

 Use of bio-netting or natural netting for erosion control per MNDNR guidance. 
_______________________________________________________________________________________________________ 

State Project 3403-74

ESA (Section 7) Notice of Determination 

July 20, 2016

Species List for the Project County 

According to the official County Distribution of Minnesota Federally-Listed Threatened, Endangered, Proposed, and 

Candidate Species list (revised in April 2016), maintained by the Service, the project county is within the distribution 

range of the following: 

Revised April 2016

County Species Status Habitat

Kandiyohi Northern long-eared bat

Myotis septentrionalis

Threatened Hibernates in caves and mines -

swarming in surrounding wooded areas in 

autumn. Roosts and forages in upland 

forests during spring and summer.

Information to Determine NLEB 4(d) Rule Compliance: YES NO

1. Does the project occur wholly outside of the WNS Zone? ☐ ☒

2. Have you contacted the appropriate agency to determine if your project is near known 

hibernacula or maternity roost trees?

☒ ☐

3. Could the project disturb hibernating NLEBs in a known hibernaculum? ☐ ☒

4. Could the project alter the entrance or interior environment of a known hibernaculum? ☐ ☒

5. Does the project remove any trees within 0.25 miles of a known hibernaculum at any time of 

year?

☐ ☒

6. Would the project cut or destroy known occupied maternity roost trees, or any other trees 

within a 150-foot radius from the maternity roost tree from June 1 through July 31. 

☐ ☒

You are eligible to use this form if you have answered yes to question #1 or yes to question #2 and no to questions 3, 4, 5 and 6. 

The remainder of the form will be used by the USFWS to track our assumptions in the Biological Opinion. 

Streamlined NLEB Consultation Table - General Project Information YES NO

Does the project occur within 0.25 miles of a known hibernaculum? ☐ ☒

Does the project occur within 150 feet of a known maternity roost tree? ☐ ☒

Does the project include forest conversion1? (if yes, report acreage below) ☒ ☐

Estimated total acres of forest conversion (including winter) 10

If known, estimated acres2of forest conversion from April 1 to October 31 0

If known, estimated acres of forest conversion from June 1 to July 3130

Does the project include timber harvest? (if yes, report acreage below) ☐ ☒

Estimated total acres of timber harvest

If known, estimated acres of timber harvest from April 1 to October 31

If known, estimated acres of timber harvest from June 1 to July 31

Does the project include prescribed fire? (if yes, report acreage below) ☐ ☒

Estimated total acres of prescribed fire

If known, estimated acres of prescribed fire from April 1 to October 31

If known, estimated acres of prescribed fire from June 1 to July 31

Does the project install new wind turbines? (if yes, report capacity in MW below) ☐ ☒

Estimated wind capacity (MW)

1

 Any activity that temporarily or permanently removes suitable forested habitat, including, but not limited to, tree removal from 

development, energy production and transmission, mining, agriculture, etc. (see page 48 of the Biological Opinion).

2

 If the project removes less than 10 trees and the acreage is unknown, report the acreage as less than 0.1 acre. 

3

 If the activity includes tree clearing in June and July, also include that acreage in April to October.

Notice of Determination 

Northern Long-eared Bat— May affect, but will not cause prohibited incidental take. 

According to the information provided, this project will include bridge work and tree removal. There are no known 

locations of NLEB roost trees or hibernacula in the vicinity of this project (MNDNR 2016). By signing this form, 

MnDOT on behalf of the FHWA, determines that this project may affect the NLEB, but that any resulting incidental 

take of the NLEB is not prohibited by the final 4(d) rule. 
_______________________________________________________________________________________________________ 

State Project 3403-74

ESA (Section 7) Notice of Determination 

July 20, 2016

If the USFWS does not respond within 30 days from submittal of this form, MnDOT may presume that its 

determination is informed by the best available information and that its project responsibilities under 7(a)(2) 

with respect to the NLEB are fulfilled through the USFWS January 5, 2016, Programmatic Biological Opinion. 

MnDOT will update this determination annually for multi-year activities. 

MnDOT, on behalf of the FHWA, understands that the USFWS presumes that all activities are implemented as 

described herein. The action agency will promptly report any departures from the described activities to the 

appropriate USFWS Field Office. MnDOT will provide the appropriate USFWS Field Office with the results of any 

surveys conducted for the NLEB. Involved parties will promptly notify the appropriate USFWS Field Office, and 

MnDOT Office of Environmental Stewardship, upon finding a dead, injured, or sick NLEB.

Please contact me if there are any questions or concerns. 

Christopher E. Smith, M.Sc., AWB®

Wildlife Ecologist | Office of Environmental Stewardship

Minnesota Department of Transportation 

395 John Ireland Blvd., MS 620 

Saint Paul, MN 55155 

E-mail: Christopher.E.Smith@state.mn.us

Phone: 651-366-3605
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Trott Ave SW

Gorton

Ave NW

45th St NW

25th St

Airport

Dr SW

Willmar

Ave SW

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Ave NW

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St NW

19th Ave SW

Minnesota

Ave SW

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23rd

St SW

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Ave NW

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Vos

Park Dr

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Ave SW

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Ave NW

39th

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Knollwood

Dr NW

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Ave NW

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Hanson

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Ave NW

W Trott Dr

30th St SW

22nd St SW

7th Ave NW

30th St SW County Hwy 47

60th St SW

30th Ave SW

67th St SW

60th Ave NW

Document Path: K:\02051-020\GIS\Maps\Early Notification Memo\Figure1_ProjectLocation.mxd

Project Location

Kandiyohi County

Kandiyohi County

Willmar Wye Project Location

S.P. 3403-74

Willmar, MN

Project Location

Section Line

City Boundary

Townships

Railroad

0 Ü2,500

Feet


S.P. 3403-74 Appendix M Environmental Assessment/ 

Willmar Rail Connector & Industrial Access Project Environmental Assessment Worksheet

Appendix M – Phase I & II Architectural History Investigation Report
Cultural Services LLC

Phase I and II Architectural History Investigations for the

Willmar Connection and Industrial Access Project,

City of Willmar and Willmar Township, 

Kandiyohi County, Minnesota

Submitted to:

Minnesota Department of Transportation

395 John Ireland Boulevard

St. Paul, MN 55155

Prepared by:

Report Author:

Andrea C. Pizza, Ph.D.

July 2016

207 4th Avenue North

South St. Paul, MN 55075
Phase I and II Architectural History Page i 

Willlmar Connection and Industrial Access

Willmar and Willmar Township, Kandiyohi County 

MANAGEMENT SUMMARY 

A public-private partnership including the city of Willmar, Kandiyohi County, the Kandiyohi County and City 

of Willmar Development Commission, the Minnesota Department of Transportation (MnDOT), and the BNSF 

Railway Company is proposing a new rail connection between two existing railroad main lines in Willmar, 

Kandiyohi County, Minnesota, which will require the construction of new crossings at County Road 55, Trunk 

Highway 12, and Trunk Highway 40. The crossings at the trunk highways will involve vertical and/or 

horizontal road realignment. This project, the Willmar Connection and Industrial Access Project (Willmar 

Wye Project), is receiving Department of Transportation funds through the Transportation Investment 

Generating Economic Recovery (TIGER) competitive grant program, and is therefore subject to review under 

Section 106 of the National Historic Preservation Act of 1966, as amended. The Federal Railroad Authority 

(FRA) is the lead federal agency for delivery of physical construction, and the Federal Highway 

Administration (FHWA) is the lead federal agency for completing the project environmental document, 

including Section 106 review. FHWA delegates authority for compliance with Section 106 to the MnDOT 

Cultural Resources Unit (CRU). To assist with their review, the MnDOT CRU contracted with Deco Cultural 

Services LLC (Deco) to conduct Phase I and II architectural history investigations of the project area of 

potential effects (APE). The APE was determined by the MnDOT CRU Project Manager, and it comprises 

approximately 2,712 acres located in Sections 7, 8, 16-20, 29, and 30 of T119N, R35W. The objective of the 

Phase I investigation, which included literature review and field survey components, was to identify known 

historic properties and any properties that are potentially eligible for listing in the National Register of 

Historic Places (National Register) within the APE. 

The Phase I architectural history investigation was performed in January to March of 2016, and it identified 

one property previously determined eligible for listing in the National Register: the St. Paul and Pacific 

Railroad Mainline: St. Anthony to Breckenridge RR Corridor Historic District (HE-MPC-16387). One 

property, County Ditch No. 10 (KH-DTC-002), was identified as potentially eligible by the MnDOT CRU 

Project Manager prior to the Phase I survey. Beyond County Ditch No. 10, a total of 25 properties 45 years 

in age or older were surveyed, 24 of which were recommended as not eligible for listing in the National 

Register. The remaining property, the Willmar and Sioux Falls Railway Company main line (XX-RRD-038),

was recommended as being potentially eligible for listing in the National Register. Deco therefore 

conducted Phase II evaluations of County Ditch No. 10 and the Willmar and Sioux Falls Railway Company 

main line to determine their National Register eligibility. The Phase II evaluations were completed in the 

spring of 2016. Andrea Pizza served as Principal Investigator for both phases. 

Based on the Phase II evaluations, County Ditch No. 10 and the Willmar and Sioux Falls Railway Company 

main line are recommended as not eligible for listing in the National Register due to a lack of significance; 

therefore, with the exception of the St. Paul and Pacific Railroad Mainline: St. Anthony to Breckenridge RR 

Corridor Historic District, no further architectural history work is recommended prior to or during 

construction for the Willmar Wye project. The St. Paul and Pacific Railroad Mainline: St. Anthony to 

Breckenridge RR Corridor Historic District is eligible for listing in the National Register; therefore any further 

work is pending MnDOT’s determination of the effects of the project, if any, on this property.
Phase I and II Architectural History Page ii 

Willlmar Connection and Industrial Access

Willmar and Willmar Township, Kandiyohi County 

CONTENTS 

MANAGEMENT SUMMARY ............................................................................................................................................................... i

INTRODUCTION .................................................................................................................................................................................... 1

1.1 PROJECT DESCRIPTION ................................................................................................................................................. 1

1.2 AREA OF POTENTIAL EFFECTS .................................................................................................................................... 3

1.3 STRUCTURE OF THE REPORT ...................................................................................................................................... 3

METHODS ................................................................................................................................................................................................ 4

2.1 LITERATURE REVIEW ....................................................................................................................................................... 4

2.2 FIELD SURVEY .................................................................................................................................................................... 5

PHASE I LITERATURE REVIEW RESULTS ....................................................................................................................................... 6

3.1 PREVIOUSLY INVENTORIED PROPERTIES ............................................................................................................... 6

3.2 PREVIOUS SURVEYS ........................................................................................................................................................ 6

3.3 HISTORIC CONTEXTS ...................................................................................................................................................... 6

PHASE I FIELD SURVEY RESULTS .................................................................................................................................................... 9

4.1 HE-MPC-16387 .............................................................................................................................................................. 11

4.2 KH-WLC-072 ................................................................................................................................................................... 12

4.3 KH-WLT-001 .................................................................................................................................................................... 13

4.4 KH-WLT-002 .................................................................................................................................................................... 24

4.5 KH-WLT-003 .................................................................................................................................................................... 28

4.6 KH-WLT-004 .................................................................................................................................................................... 37

4.7 KH-WLT-005 .................................................................................................................................................................... 39

4.8 KH-WLT-006 .................................................................................................................................................................... 41

4.9 KH-WLT-007 .................................................................................................................................................................... 43

4.10 KH-WLT-008 .................................................................................................................................................................... 47

4.1 1 KH-WLT-009 .................................................................................................................................................................... 49

4.12 KH-WLT-010 .................................................................................................................................................................... 53

4.13 KH-WLT-011 .................................................................................................................................................................... 61

4.14 KH-WLT-012 .................................................................................................................................................................... 64

4.15 KH-WLT-013 .................................................................................................................................................................... 71

4.16 KH-WLT-014 .................................................................................................................................................................... 72
Phase I and II Architectural History Page iii 

Willlmar Connection and Industrial Access

Willmar and Willmar Township, Kandiyohi County 

4.17 KH-WLT-015 .................................................................................................................................................................... 73

4.18 KH-WLT-016 .................................................................................................................................................................... 78

4.19 KH-WLT-017 .................................................................................................................................................................... 81

4.20 KH-WLC-135 ................................................................................................................................................................... 84

4.21 KH-WLC-136 ................................................................................................................................................................... 85

4.22 KH-WLC-137 ................................................................................................................................................................... 86

4.23 KH-WLC-138 ................................................................................................................................................................... 88

4.24 KH-WLC-139 ................................................................................................................................................................... 89

4.25 KH-DTC-001 .................................................................................................................................................................... 91

4.26 KH-DTC-002 .................................................................................................................................................................... 93

4.27 XX-RRD-038 .................................................................................................................................................................... 93

PHASE II RESULTS – KANDIYOHI COUNTY DITCH NO. 10 (KH-DTC-002) .................................................................. 94

5.1 THE DEVELOPMENT OF ARTIFICIAL DRAINAGE IN MINNESOTA, 1860-1920 ...................................... 94

5.2 COUNTY DITCH CONSTRUCTION IN KANDIYOHI COUNTY ....................................................................... 97

5.3 KANDIYOHI COUNTY DITCH NO. 10..................................................................................................................... 97

PHASE II RESULTS – WILLMAR AND SIOUX FALLS RAILWAY COMPANY MAIN LINE (XX-RRD-038) ............ 101

6.1 THE WILLMAR AND SIOUX FALLS RAILWAY .................................................................................................... 101

SUMMARY OF RECOMMENDATIONS ..................................................................................................................................... 104

7.1 PROJECT RECOMMENDATIONS............................................................................................................................ 104

REFERENCES CITED ......................................................................................................................................................................... 105
Phase I and II Architectural History Page iv 

Willlmar Connection and Industrial Access

Willmar and Willmar Township, Kandiyohi County 

FIGURES 

Figure 1. Project Location and APE .............................................................................................................................................. 2

Figure 2. Phase I survey results ................................................................................................................................................... 10

Figure 3. St Paul and Pacific Railroad Mainline at 45th Street NW, looking se ........................................................ 11

Figure 4. Willmar Brick Yard smokestack, looking se ......................................................................................................... 12

Figure 5. 5090 Highway 12 NW, modern house, looking ne .......................................................................................... 14

Figure 6. 5090 Highway 12 NW, circa-1935 house, looking ne ..................................................................................... 14

Figure 7. 5090 Highway 12 NW, garage, looking nw ......................................................................................................... 15

Figure 8. 5090 Highway 12 NW, granary, looking nw ....................................................................................................... 15

Figure 9. 5090 Highway 12 NW, chicken coop, looking nw ............................................................................................ 16

Figure 10. 5090 Highway 12 NW, Quonset, looking nw ................................................................................................... 17

Figure 11. 5090 Highway 12 NW, machine shed, looking nw ........................................................................................ 17

Figure 12. 5090 Highway 12 NW, granary with portable elevator, looking nw ....................................................... 18

Figure 13. 5090 Highway 12 NW, outbuilding, looking s-se .......................................................................................... 19

Figure 14. 5090 Highway 12 NW, barn, looking ne ............................................................................................................ 19

Figure 15. 5090 Highway 12 NW, loafing shed, looking nw ........................................................................................... 20

Figure 16. 5090 Highway 12 NW, silo, looking se ............................................................................................................... 20

Figure 17. 5090 Highway 12 NW, outbuilding, looking nw ............................................................................................. 21

Figure 18. 5090 Highway 12 NW, grain bins, looking n ................................................................................................... 22

Figure 19. 5090 Highway 12 NW, livestock building, looking se .................................................................................. 22

Figure 20. 5090 Highway 12 NW, livestock building, looking sw ................................................................................. 23

Figure 21. 5090 Highway 12 NW, Livestock building, looking se ................................................................................. 23

Figure 22. 790 45th Street NW, house, looking ne ............................................................................................................. 25

Figure 23. 790 45th Street NW, storage building, looking nw ....................................................................................... 25

Figure 24. 790 45th Street NW, barn with addition in forefront, looking ne ........................................................... 26

Figure 25. 790 45th Street NW, silo, looking se ................................................................................................................... 26

Figure 26. 790 45th Street NW, Quonset, looking sw........................................................................................................ 27

Figure 27. 790 45th Street NW, outbuilding, looking se .................................................................................................. 27

Figure 28. 699 45th Street NW, house, looking n-nw ......................................................................................................... 29

Figure 29. 699 45th Street NW, house, looking sw .............................................................................................................. 29

Figure 30. 699 45th Street NW, barn, looking n .................................................................................................................... 30

Figure 31. 699 45th Street NW, east wing of barn, looking n .......................................................................................... 30

Figure 32. 699 45th Street NW, west wing of barn, looking nw .................................................................................... 31

Figure 33. 699 45th Street NW, original barn, looking n .................................................................................................. 32

Figure 34. 699 45th Street NW, silo, looking s-sw .............................................................................................................. 33

Figure 35. 699 45th Street NW, possible milk house, looking e .................................................................................... 33

Figure 36. 699 45th Street NW, collapsed outbuilding, looking sw ............................................................................. 34

Figure 37. 699 45th Street NW, possible earlier granary, looking ne .......................................................................... 34

Figure 38. 699 45th Street NW, granary, looking se .......................................................................................................... 35

Figure 39. 699 45th Street NW, machine shed, looking n ............................................................................................... 35
Phase I and II Architectural History Page v 

Willlmar Connection and Industrial Access

Willmar and Willmar Township, Kandiyohi County 

Figure 40. 699 45th Street NW, privy, looking s .................................................................................................................. 36

Figure 41. 5840 7th Avenue NW, house, looking nw .......................................................................................................... 37

Figure 42. 5840 7th Avenue NW, apparent second house, looking ne........................................................................ 38

Figure 43. 5840 7th Avenue NW, barn, looking ne ............................................................................................................... 39

Figure 44. 5812 7th Avenue NW, modern house, looking ne .......................................................................................... 40

Figure 45. 5812 7th Avenue NW, barn, looking ne .............................................................................................................. 40

Figure 46. 5591 7th Avenue NW, modern metal building, looking s ............................................................................ 42

Figure 47. 5591 7th Avenue NW, house, looking se ............................................................................................................ 42

Figure 48. 5591 7th Avenue NW, machine shed, looking se ............................................................................................ 43

Figure 49. Diamond farm, Quonset building 1, looking nw ............................................................................................ 44

Figure 50. Diamond Farm, Quonset building 2, looking nw ........................................................................................... 44

Figure 51. Diamond farm, large facility, looking sw ........................................................................................................... 45

Figure 52. Diamond farm, office, looking w-nw ................................................................................................................... 45

Figure 53. Diamond farm, house, looking w ......................................................................................................................... 46

Figure 54. Diamond farm, garage, looking se ...................................................................................................................... 46

Figure 55. 5550 1st Avenue W, house, looking n ................................................................................................................. 48

Figure 56. 5550 1st Avenue W, silo, looking e-se ................................................................................................................. 48

Figure 57. 5550 1st Avenue W, granary, looking nw ........................................................................................................... 49

Figure 58. 4747 1st Avenue W, modern house, looking sw ............................................................................................. 50

Figure 59. 4746 1st Avenue W, machine shed, looking nw .............................................................................................. 51

Figure 60. 4746 1st Avenue W, root cellar, looking w ........................................................................................................ 51

Figure 61. 4746 1st Avenue W, barn, looking ne .................................................................................................................. 52

Figure 62. 4746 1st Avenue W, barn and milk house, looking sw ................................................................................. 52

Figure 63. 1399 45th Street SW, modern garage, looking se .......................................................................................... 54

Figure 64. 1399 45th Street SW, chicken coops, looking ne ............................................................................................ 54

Figure 65. 1399 45th Street SW, modern metal outbuilding, looking nw .................................................................. 55

Figure 66. 1399 45th Street SW, house, looking ne ............................................................................................................. 55

Figure 67. 1399 45th Street SW, house, looking s ................................................................................................................ 56

Figure 68. 1399 45th Street SW, house, looking w-nw ....................................................................................................... 56

Figure 69. 1399 45th Street SW, outbuilding, looking se .................................................................................................. 58

Figure 70. 1399 45th Street SW, garage-like building 1, looking sw ............................................................................ 58

Figure 71. 1399 45th Street SW, garage-like building 2, looking nw ........................................................................... 59

Figure 72. 1399 45th Street SW, garage-like building 3, looking nw ........................................................................... 59

Figure 73. 1399 45th Street SW, garage-like building 4, looking ne ............................................................................ 60

Figure 74. 1399 45th Street SW, granary, looking sw ......................................................................................................... 60

Figure 75. 1560 45th Street SW, modern metal building, looking sw .......................................................................... 61

Figure 76. 1560 45th Street SW, house, looking ne ............................................................................................................. 62

Figure 77. 1560 45th Street SW, barn, looking sw................................................................................................................ 63

Figure 78. 1560 45th Street SW, poultry house, looking w ................................................................................................ 63

Figure 79. 2280 45th Street SW, grain bins, looking nw .................................................................................................... 65

Figure 80. 2280 45th Street SW, modern metal building 1, looking sw ...................................................................... 65
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Willmar and Willmar Township, Kandiyohi County 

Figure 81. 2280 45th Street SW, modern metal building 2, looking nw ...................................................................... 66

Figure 82. 2280 45th Street SW, modern metal building 3, looking sw ...................................................................... 66

Figure 83. 2280 45th Street SW, modern metal building 4, looking ne....................................................................... 67

Figure 84. 2280 45th Street SW, modern metal building 5, looking se ....................................................................... 67

Figure 85. 2280 45th Street SW, house, looking nw ............................................................................................................ 68

Figure 86. 2280 45th Street SW, “playhouse,” looking ne ................................................................................................. 68

Figure 87. 2280 45th Street SW, granary, looking ne .......................................................................................................... 69

Figure 88. 2280 45th Street SW, small barn, looking ne .................................................................................................... 70

Figure 89. 2280 45th Street SW, Quonset, looking nw ....................................................................................................... 70

Figure 90. 2460 45th Street SW, house, looking sw............................................................................................................. 71

Figure 91. barn, 45th Street SW, looking nw .......................................................................................................................... 72

Figure 92. Barn 45th Street SW, looking sw ............................................................................................................................ 73

Figure 93. 3830 County Road 15 SW, house, looking e .................................................................................................... 74

Figure 94. 3830 County Road 15 SW, garage-like building, looking se ..................................................................... 75

Figure 95. 3830 County Road 15 SW, metal outbuilding, looking sw ......................................................................... 75

Figure 96. 3830 County Road 15 SW, machine shed, looking n .................................................................................... 76

Figure 97. 3830 County Road 15 SW, loafing shed, looking se ..................................................................................... 77

Figure 98. 3830 County Road 15 SW, outbuilding, looking e ........................................................................................ 77

Figure 99. 3843 15th Avenue SW, recent birds’ eye view (left) and 2016 aerial (right) ......................................... 78

Figure 100. 3843 15th Avenue SW, house, looking sw ....................................................................................................... 79

Figure 101. 3843 15th Avenue SW, greenhouse, looking sw ........................................................................................... 79

Figure 102. 3843 15th Avenue SW, silo, looking se ............................................................................................................. 80

Figure 103. 3843 15th Avenue SW, machine shed, looking sw ....................................................................................... 80

Figure 104. 3637 15th Avenue SW, house, looking sw ....................................................................................................... 82

Figure 105. 3637 15th Avenue SW, maintenance building, looking sw ....................................................................... 82

Figure 106. 3631 15th Avenue SW, house, looking nw ...................................................................................................... 83

Figure 107. 3631 15th Avenue SW, garage, looking w ....................................................................................................... 83

Figure 108. 3055 Highway 12 W, house, looking sw.......................................................................................................... 84

Figure 109. 101 33rd Street NW, house, looking sw ........................................................................................................... 85

Figure 110. 101 33rd Street NW, garage, looking sw.......................................................................................................... 86

Figure 111. 103 33rd Street NW, house, looking nw ........................................................................................................... 87

Figure 112. 103 33rd Street NW, garage, looking w............................................................................................................ 87

Figure 113. 105 33rd Street NW, house, looking nw ........................................................................................................... 88

Figure 114. 105 33rd Street NW, garage, looking ne .......................................................................................................... 89

Figure 115. 107 33rd Street NW, house, looking sw ........................................................................................................... 90

Figure 116. 105 33rd Street NW, garage, looking nw ......................................................................................................... 90

Figure 117. County Ditch No. 46 at 19th Avenue SW, looking se ................................................................................ 91

Figure 118. County Ditch No. 46 at 19th Avenue SW, looking nw ................................................................................ 92

Figure 119. County Ditch No. 46 at County Road 55, looking se ................................................................................. 92

Figure 120. County Ditch No. 10 at County Road 55, looking w .................................................................................. 98

Figure 121. County Ditch No. 10 at 30th Street NW, looking e-se .............................................................................. 99
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Figure 122. County Ditch No. 10 at County Road 55, looking e-se ............................................................................. 99

Figure 123. County Ditch No. 10 at County Road 40, looking s-sw ........................................................................... 100

Figure 124. Willmar and Sioux Falls Railway at County Road 55, looking sw ........................................................ 102

 

TABLES 

Table 1. Legal locations of the APE .............................................................................................................................................. 3

Table 2. Summary of Phase I Results ........................................................................................................................................... 9

 
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Willlmar Connection and Industrial Access

Willmar and Willmar Township, Kandiyohi County 

INTRODUCTION 

A public-private partnership including the city of Willmar, Kandiyohi County, the Kandiyohi County and City 

of Willmar Development Commission, the Minnesota Department of Transportation (MnDOT), and the BNSF 

Railway Company is proposing a new rail connection between two existing railroad main lines in Willmar, 

Kandiyohi County, Minnesota, which will require the construction of new crossings at County Road 55, Trunk 

Highway 12, and Trunk Highway 40. The crossings at the trunk highways will involve vertical and/or 

horizontal road realignment. This project, the Willmar Connection and Industrial Access Project (Willmar 

Wye Project), is receiving Department of Transportation funds through the Transportation Investment 

Generating Economic Recovery (TIGER) competitive grant program, and is therefore subject to review under 

Section 106 of the National Historic Preservation Act of 1966, as amended. The Federal Railroad Authority 

(FRA) is the lead federal agency for delivery of physical construction, and the Federal Highway 

Administration (FHWA) is the lead federal agency for completing the project environmental document, 

including Section 106 review. FHWA delegates authority for compliance with Section 106 to the MnDOT 

Cultural Resources Unit (CRU). To assist with their review, the MnDOT CRU contracted with Deco Cultural 

Services LLC (Deco) to conduct Phase I and II architectural history investigations of the project area of 

potential effects (APE). 

1.1 PROJECT DESCRIPTION

The proposed project is to construct a rail connection between two existing BNSF main track subdivisions, 

the Morris Subdivision, which parallels Trunk Highway (TH) 12, and the Marshall Subdivision, which parallels 

County Road (CR) 55/County State Aid Highway (CSAH) 15 (Figure 1). The rail connection will consist of 

approximately 2.7 miles of new main track, and its configuration will include a single leg on the north, a 

north-south connection track, and a wye on the south. It is anticipated that the east leg of the wye will 

provide rail access to the city’s industrial park once it is further developed.

A rail siding consisting of approximately 10,000 linear feet of new track will be constructed parallel to the 

proposed connection on the west to allow trains to pass one another, and an approximately 14-foot-wide 

access road paralleling and west of the siding will be built to allow BNSF crews to perform train inspections 

on the connection, to provide access for track and signal maintenance, and to accommodate replacing train 

crews. 

The connection will result in new road crossings at 1st Avenue West/CR 55, TH 40, and TH 12. The road 

crossing at 1st Avenue West will be an at-grade crossing with active warning devices for crossing protection. 

The crossing at TH 40 will be a bridge over the new track, and the TH 40/CR 55 intersection located west of 

the rail line will be raised to meet the TH 40 overpass grade as it descends westward; three properties at 

this intersection may need to be acquired to allow for the bridge and grade raise. Two alternatives are 

currently under consideration for the TH 12 crossing, each of which will involve constructing a bridge over 

the rail line. The first is to follow the current alignment. The second involves re-routing TH 12 to the south 
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Willlmar Connection and Industrial Access

Willmar and Willmar Township, Kandiyohi County 

FIGURE 1. PROJECT LOCATION AND AREA OF POTENTIAL EFFECTS (APE) 

(Portions of Pennock, Raymond, Solomon Lake, and Willmar 7.5’ USGS Quadrangles, 

obtained through MnGeo’s Geospatial Image Service) 

ft

0 2000 4000 6000

Project Location

 Area of Potential Effects (APE)

TH 40

1st AVE W
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Willmar and Willmar Township, Kandiyohi County 

to circumnavigate the northern rail-connection point. In addition to road crossings, railway bridges or 

culverts will be constructed to cross Hawk Creek/County Ditch No. 10, an unnamed tributary to Hawk Creek, 

and County Ditch No. 46.

1.2 AREA OF POTENTIAL EFFECTS

The APE for architectural history was determined by the MnDOT CRU Project Manager to be an irregularly 

shaped area which accommodates potential effects for either project alternative (see Figure 1). Legal 

locations are provided in Table 1. The UTM (NAD 83, Zone 15) coordinates are northernmost point: E 

333243 N 5000271, westernmost point: E 332979 N 5000107, easternmost point: E 336640 N 4998689, and 

southernmost point: E 334183 N 4994493. Coordinates were generated electronically using ACME Mapper 

2.1 (http://mapper.acme. com).

1.3 STRUCTURE OF THE REPORT

The next chapter describes the methods used in the investigation and is followed by two chapters detailing 

the results of the Phase I literature review and the field survey. The subsequent two chapters are devoted 

to the Phase II investigations. The final chapter summarizes the cultural resources management 

recommendations for the project.

TABLE 1. LEGAL LOCATIONS OF THE APE

Township Range Section Quarter Sections

119 35 7

8 

16

17

18

19

20

29

30

E-NW-NW, S-NE-NW, S-NW, S-NE, SW, SE

S-SW-NW, SW, NW-NW-SE, S-NW-SE, SW-NE-SE, SW-SE, W-SE-SE

NW-NW, N-SW-NW, SW-SW-NW

NW, NE, SW, W-W-SE, E-NW-SE, N-NE-SE

N-NW, NE, E-SW, SE

NE, SE

NW, W-W-NE, SW, W-W-SE

N-NW, SW-NW, N-SE-NW, SW-SE-NW, W-NW-NE, N-NW-SW, SW-NW-SW

N-NE, N-SW-NE, SE-SW-NW, SE-NE, NE-NW-SE, NE-SE, N-SE-SE
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Willmar and Willmar Township, Kandiyohi County 

METHODS 

The objective of the Phase I architectural history investigation was to identify known historic properties and 

any properties that are potentially eligible for listing in the National Register of Historic Places (National 

Register) within the APE. The objective of the Phase II investigation was to determine whether County Ditch 

No. 10 (KH-DTC-002) and the Willmar and Sioux Falls Railway Company main line (XX-RRD-038) are eligible 

for listing in the National Register. National Register eligibility is based on the significance criteria outlined 

below: 

 Criterion A – association with events that have made a significant contribution in our past; 

 Criterion B – association with the lives of persons significant in our past; 

 Criterion C – embodiment of the distinctive characteristics of a type, period, or method of 

construction; or representation of the work of a master; possession of high artistic values; or 

representation of a significant and distinguishable entity whose components may lack 

individual distinction; and 

 Criterion D – potential to yield information important to prehistory or history (National Park 

Service 2002)

In the cases of farm-related properties and railroad-related properties, the application of these criteria was 

guided, respectively, by the requirements established in Historic Context of Minnesota Farms, 1820-1960 

(Farms Context) (Granger and Kelly 2005) and the National Register Multiple Property Documentation Form

titled “Railroads in Minnesota, 1862-1956” (Railroads MPDF) (Schmidt et al. 2007).

 

All work was conducted per MnDOT's Cultural Resources Unit Project Requirements (MnDOT 2011), 

Guidelines for History/Architecture Projects in Minnesota, (Minnesota State Historic Preservation Office 

[SHPO] 2010), and The Secretary of the Interior's Standards and Guidelines for Archeology and Historic 

Preservation (National Park Service 1983). 

2.1 LITERATURE REVIEW

2.1.1 Phase I

A database query request was submitted to the SHPO on January 4, 2016. Once the results were received, 

relevant files held at the SHPO were reviewed to obtain information on architectural history properties 

previously inventoried and architectural history surveys previously conducted within the APE. Subsequently, 

historical fire insurance maps, plat maps, and aerial photographs were consulted to obtain baseline data on 

construction dates for properties within the APE as available. All of these resources were reviewed to obtain 

historic contextual information that could be used to frame the potential significance of properties identified 

during the field survey. 
Phase I and II Architectural History Page 5 

Willlmar Connection and Industrial Access

Willmar and Willmar Township, Kandiyohi County 

Additional historic contextual information was obtained from other sources held at the Minnesota Historical 

Society (MNHS) library, the University of Minnesota libraries, and online, primarily histories of Kandiyohi 

County and the city of Willmar.

2.1.2 Phase II

Following the identification of County Ditch No. 10 and the Willmar and Sioux Falls Railway Company main 

line as potentially eligible for listing in the National Register, an intensive literature search was conducted 

to obtain in-depth property histories and information used to develop detailed, relevant historic contexts 

specific to County Ditch No. 10; such contexts pertaining to the Willmar and Sioux Falls Railway Company 

main line are contained in the Railroads MPDF. To these ends, Deco reviewed sources such as The Illustrated 

History of Kandiyohi County (Lawson 1905), The Centennial History of Kandiyohi County (Kandiyohi County 

Historical Society [KCHS] 1970), issues of The Willmar Tribune, the county and judicial ditch files of the 

Minnesota Division of Waters, records of the Minnesota State Drainage Commission, The Great Northern in 

Minnesota (Luecke 1997), and the corporate records of the Willmar and Sioux Falls Railway Company. Using 

the information obtained during the literature review, the Principal Investigator evaluated whether each 

property met one or more of the four National Register significance criteria.

2.2 FIELD SURVEY

2.2.1 Phase I

A Phase I architectural history survey was performed on March 8-10, 2016. Andrea Pizza served as Principal 

Investigator and conducted the fieldwork. During the field survey, the Principal Investigator documented 

all properties 45 years in age or older through field notes and digital photography. Construction dates were 

estimated based on the literature review and the professional judgment of the Principal Investigator. The 

potential National Register eligibility of all properties surveyed was assessed under the framework of 

relevant historic contexts with reference to National Register criteria for significance and integrity.

2.2.2 Phase II

County Ditch No. 10 and the Willmar and Sioux Falls Railroad Company main line were sufficiently examined 

and documented during the Phase I survey for the purposes of evaluating their National Register eligibility. 

No additional fieldwork was therefore conducted as part of the Phase II investigation. 
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Willlmar Connection and Industrial Access

Willmar and Willmar Township, Kandiyohi County 

PHASE I LITERATURE REVIEW RESULTS 

3.1 PREVIOUSLY INVENTORIED PROPERTIES

Two previously inventoried architectural history properties are located partially or entirely within the APE: 

the St. Paul and Pacific Railroad Mainline: St. Anthony to Breckenridge RR Corridor Historic District (HEMPC-16387), which has been determined eligible for listing in the National Register, and the Willmar Brick 

Yard (KH-WLC-072), which has not been evaluated for its National Register eligibility. As recorded in 1985,

the Willmar Brick Yard included two kilns, smokestacks, a farmhouse, and outbuildings, all constructed of 

brick (Minnesota Historic Properties Inventory Form, KH-WLC-072).

3.2 PREVIOUS SURVEYS

No architectural history surveys have been conducted previously within the APE.

3.3 HISTORIC CONTEXTS

The brief historic context that follows is included based on the property types surveyed during the Phase I 

investigation and provides a framework for the assessment of their potential historical significance. This 

context is associated with the SHPO statewide historic contexts Railroads and Agricultural Development, 

1870-1940, and Railroad Development in Minnesota, 1862-1956 (SHPO 1993; Schmidt et al. 2007). Detailed 

historic contexts developed to assist in the evaluation of properties during the Phase II investigations are 

presented with the results of those investigations in subsequent chapters. 

3.3.1 Railroads and Agricultural Development of Willmar, 1869-1960s

Although the first Euroamerican settlers arrived in the Willmar area during the late 1850s, any notions they 

had of permanent habitation were disrupted by the U.S.-Dakota War of 1862; those who survived fled, and 

the next attempt at putting down roots was not made until the fall of 1866, with the arrival of a Norwegian 

immigrant named Erick Nelson. Others followed over the course of the next two years, but it was with the 

platting of the townsite of Willmar by the St. Paul and Pacific Railroad and the quickly ensuing construction 

of their main line into it in 1869 that a nascent city began to form. The first store was built in that year, and 

soon other commercial buildings and houses were locating on the blocks proximate to the rail line. In 1871, 

Willmar was designated as the Kandiyohi County seat, by which time it boasted among its businesses a 

wide variety of stores and services, a billiard parlor, and three hotels. In 1874, with approximately 1,000 

residents to its name, Willmar was incorporated as a village (KCHS 1970:211, 214).

With a St. Paul and Pacific grain elevator constructed there in the summer of 1870, constituting the only 

one in the vicinity for several years, Willmar became a regional hub for wheat marketing (Lawson 1905:392). 

After the railroad’s monopoly in this regard was ended in the mid 1870s, private interests immediately built 

more of these structures along the line in Willmar, just as wheat monoculture was shifting from southeastern 

to western Minnesota, and new flour milling technologies were catalyzing the state’s flour manufacturing 

industry, particularly in Minneapolis, creating a massive demand for the grain (Lawson 1905:401; Granger 

and Kelly 2005:3.17, 3.19). An 1880 article in Willmar’s Republican Gazette noted:
Phase I and II Architectural History Page 7 

Willlmar Connection and Industrial Access

Willmar and Willmar Township, Kandiyohi County 

We have four elevators and one mil, viz., the Elevator Company’s building, capacity 100,000 

bushels, J. Lamoine inspector; West End Elevator, E. Locke proprietor, capacity 80,000 

bushels; Central Elevator, R. Korthe proprietor, capacity 35,000 bushels; Scandinavian 

Elevator Company, Bunker & Jacobson, capacity 45,000 bushels. The Meridian Mill, 

established in 1876, the only one in the immediate vicinity, is 24x42 feet, three stories high, 

has four rows of burrs, and does a large business. The shipment of wheat from Willmar 

during the season of 1879 up to [January 29, 1880] was over 400,000 bushels” [quoted in 

Lawson 1905:401].

With demand for wheat came farmers looking to profit from it, settling on the lands of Willmar and other 

surrounding townships. Of the 77 heads of household in Willmar Township recorded in the 1880 U.S. 

Census, 75 were listed as farmers (United States Department of Commerce, Bureau of the Census 1880). 

Businesses serving both these farmers when they made runs to town and the residents of Willmar 

proliferated, and the buildings housing them began to be of masonry construction, with a commercial core 

forming along Pacific and Benson avenues, south of the railroad track (Sanborn-Perris Map Company 1893).

Although a shift from wheat monoculture began to occur circa 1885, wheat remained a major focus of 

Minnesota farmers, particularly in the western part of the state, and therefore cause for competition among 

railroads. By this time, the St. Paul Minneapolis and Manitoba Railway Company (Manitoba), under the 

management of James J. Hill, had purchased the St. Paul and Pacific. Willmar, with a railroad yard and grain 

processing facilities already in place, became a logical location through which the Manitoba would run as 

Hill looked to win this competition in southwestern Minnesota. It came to pass, therefore, that in 1885-

1886, the Manitoba-backed St. Cloud Mankato and Austin Railroad Company constructed a line from St. 

Cloud to Willmar, and then in 1887, construction began in Willmar on the Manitoba-backed Willmar and 

Sioux Falls Railway Company line. The combination not only provided access to southwestern wheat, but 

at nearly the time that the Willmar and Sioux Falls line reached Sioux Falls in November of 1888, a throughroute was created from Sioux Falls, South Dakota, to Lake Superior, via a line of the Eastern Railway 

Company of Minnesota, another Hill road, which was completed in the same month (Luecke 1997:72, 116-

117, 120, 129). Willmar had the enviable position of being a division point for the Manitoba and later, the 

Great Northern Railway Company (Great Northern), with direct connections to Lake Superior, the Twin Cities, 

the Red River Valley, Sioux Falls, and intervening agricultural lands. Perhaps not coincidentally, the first 

three of Kandiyohi County’s ditches were established in Willmar Township in 1885 and 1886, as farmers 

sought to improve the productivity of their lands (Lawson 1905:387-388).

The railroads would support a wide variety of industrial endeavors in Willmar, not all of which were related

to agriculture. The first brickyard was established just a few blocks south of the railroad in 1888, and the 

company, under the ownership of John Dehlbom and others, would locate along the Manitoba/Great 

Northern main line three years later. Best known as the Willmar Brick Company, this company would 

successfully operate in Willmar until 1950. Non-agricultural industries in Willmar between 1905 and 1940

included a gasoline works, cuspidor plant, a foundry, boiler companies, a strawboard manufacturer, a glove 

factory, a wheel and tire company, cigar factories, bottling works, cement-related industries, sand and gravel 
Phase I and II Architectural History Page 8 

Willlmar Connection and Industrial Access

Willmar and Willmar Township, Kandiyohi County 

companies, sash and door companies, a paint factory, a mattress works, and a wood working operation

(KCHS 1970:285). On the agricultural side were operations such as the grist mill built in 1896 by William 

Peterson, and in the next few decades, those of companies such as the Willmar Creamery Company, Willmar 

Tractor Manufacturing Company, Minnesota Spreader Company, Central Dairy Products Company, 

International Milling Company, and Allstate Hatchery (KCHS 1970:285, 268-269). Allstate, who introduced 

turkeys into their operations in 1930, was the forerunner in what would become the most important 

component of Willmar’s post-World War II agricultural economy, the turkey industry, including both 

breeding and processing (KCHS 1970:268).

Two major interests engaged in the turkey industry emerged in the post-war era: the Willmar Poultry 

Company and the Farmers Produce Company. The Willmar Poultry Company was formed by H. I. Nelson, 

Albert Huisinga, Fred and Albin Norling, and Charles Bischoff in 1945, the latter exiting the venture the 

following year. Initially engaged only in turkey processing, the company added hatchery operations within 

just a few years, and then in 1953 eliminated processing to focus on the hatcheries. The company 

subsequently established additional hatcheries in Redwood Falls (1954), Litchfield (1960), and other 

locations in Minnesota. Beginning in the late 1950s, the company established farms to handle overages in 

the poult population stemming from order cancellations at the hatcheries. Thirteen such farms existed by 

1970, by which time the Willmar Poultry Company was the “largest turkey hatchery in the world” (KCHS 

1970:268), having an egg capacity of 1.75 million per month. As such, it contributed to Kandiyohi County’s 

status as the top turkey producer in the nation.

On the processing end, beginning in 1949, was the Farmers Produce Company. What started in that year 

under the ownership of Earl B. Olson as a single turkey processing plant with 60 employees became within 

two decades a large-scale enterprise with more than 1,000 employees processing five million turkeys a year 

in Willmar, Litchfield, and Melrose. In Willmar, operations were augmented between 1963 and 1969 with 

“twenty farms raising over two million head of turkey; three feed mills, a research farm, and a feather 

processing plant” (KCHS 1970:267). The Farmers Produce Company supplied an international market for 

the bird and was the corporation behind the brands Jennie-O, named after Olson’s daughter, and Festive. 

Its Further Processing Division “developed . . . fourteen major products, such as turkey pan roasts, oven 

roasted breasts, [and] cooked turkey rolls . . . sold to over-the-counter trade and to institutional operations” 

(KCHS 1970:267).

The turkey industry remains a significant part of the Willmar economy, with both Jennie-O, now known as 

Jennie-O Turkey Store and owned by Hormel Foods Corporation, and the Willmar Poultry Company, now 

“the key division of a privately held turkey industry empire in Willmar called Life-Science Innovations” 

(Hughlett 2015), maintaining headquarters and large-scale operations there (Jennie-O Turkey Store 2016). 

The transportation needs of these and other industries continue to be serviced in no small part by the 

railroads that run through the city, which are now part of the BNSF system.

 
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Willlmar Connection and Industrial Access

Willmar and Willmar Township, Kandiyohi County 

PHASE I FIELD SURVEY RESULTS 

The Phase I architectural history investigation for the Willmar Wye Project identified 27 architectural history 

properties within the APE. Of these, one property, the St. Paul and Pacific Railroad Mainline: St. Anthony 

to Breckenridge RR Corridor Historic District (HE-MPC-16387), previously was determined eligible for listing 

in the National Register (Table 1). The properties surveyed include 15 current or former farmsteads, 6 

houses, 2 current or former industrial facilities, 2 county ditches, and 1 railroad, (Figure 2), two of which are 

potentially eligible for listing in the National Register: County Ditch No. 10 (KH-DTC-002) and the Willmar 

and Sioux Falls Railway Company main line (XX-RRD-038). 

TABLE 2. SUMMARY OF PHASE I RESULTS

Inventory No. Property Name Property Address Recommendation

HE-MPC-16387 St. Paul and Pacific Railroad Mainline: 

St. Anthony to Breckenridge RR 

Corridor Historic District

Previously found eligible

KH-WLC-072 Willmar Brick Yard South of Highway 12, west of 30th

Street NW

Not eligible

KH-WLT-001 Farmstead 5090 Highway 12 NW Not eligible

KH-WLT-002 Farmstead 790 45th Street NW Not eligible

KH-WLT-003 Farmstead 699 45th Street NW Not eligible

KH-WLT-004 Farmstead 5840 7th Avenue NW Not eligible

KH-WLT-005 Farmstead 5812 7th Avenue NW Not eligible

KH-WLT-006 Farmstead 5591 7th Avenue NW Not eligible

KH-WLT-007 Diamond Farm 4611 Highway 12 NW Not eligible

KH-WLT-008 Farmstead 5550 1st Avenue W Not eligible

KH-WLT-009 Farmstead 4746/4747 1st Avenue W Not eligible

KH-WLT-010 Farmstead 1399 45th Street SW Not eligible

KH-WLT-011 Farmstead 1560 45th Street SW Not eligible

KH-WLT-012 Farmstead 2280 45th Street SW Not eligible

KH-WLT-013 House 2460 45th Street SW Not eligible

KH-WLT-014 Barn 45th Street SW, north of BNSF line Not eligible

KH-WLT-015 Farmstead 3830 County Road 15 SW Not eligible

KH-WLT-016 Farmstead 3843 15th Avenue SW Not eligible

KH-WLT-017 3631/3637 15th Avenue SW Not eligible

KH-WLC-135 House 3055 Highway 12 W Not eligible

KH-WLC-136 House 101 33rd Street NW Not eligible

KH-WLC-137 House 103 33rd Street NW Not eligible

KH-WLC-138 House 105 33rd Street NW Not eligible

KH-WLC-139 House 107 33rd Street NW Not eligible

KH-DTC-001 County Ditch No. 46 Not eligible

KH-DTC-002 County Ditch No. 10 Potentially eligible

XX-RRD-038 Willmar and Sioux Falls Railway 

Company main line

Potentially eligible
Phase I and II Architectural History Page 10 

Willlmar Connection and Industrial Access

Willmar and Willmar Township, Kandiyohi County 

FIGURE 2. PHASE I SURVEY RESULTS

 Area of Potential Effects (APE)

 Recommended not eligible 

 Recommended potentially eligible

 Previously determined eligible

ft

0 1000 2000 3000

KH-WLT-001 KH-WLT-002

KH-WLT-003 KH-WLT-004 KH-WLT-005

KH-WLT-006

KH-WLT-007

KH-WLT-008

KH-WLT-009

KH-WLT-010

KH-WLT-011

KH-WLT-012

KH-WLT-013

KH-WLT-014

KH-WLT-015

KH-WLT-016

KH-WLT-017

KH-WLC-072

KH-WLC-135

KH-WLC-136

KH-WLC-137

KH-WLC-138

KH-WLC-139

KH-DTC-001 (APE portion only)

KH-DTC-002 (APE portion only)
Phase I and II Architectural History Page 11 

Willlmar Connection and Industrial Access

Willmar and Willmar Township, Kandiyohi County 

The property histories provided for the farmsteads in the following sections are based on available plat 

maps, which date to 1886 (North West Publishing Company), 1915 (Webb Publishing Company), 1925 (W. 

W. Hixson & Company), 1932 (Webb Publishing Company), 1954 (Thomas O. Nelson Company), 1957 

(Farm Plat Book Publishing Company), and 1961 (Thomas O. Nelson Company), as well as aerial 

photographs dating to 1938, 1955, 1963, 1970, and the modern era. 

4.1 HE-MPC-16387

St. Paul and Pacific Railroad Mainline: St. Anthony to Breckenridge RR Corridor Historic District

Adjacent/Parallel to TH 12 

This railroad was constructed in 1862 and 1867 to 1871 by the St. Paul and Pacific Railroad as its main line 

from St. Paul to Breckenridge, reaching Willmar in 1869. The St. Paul and Pacific Railroad was purchased by 

the St. Paul Minneapolis and Manitoba Railway Company in 1879, whose properties were in turn leased and 

then acquired in 1890 and 1907, respectively, by the Great Northern. Under the auspices of the Great 

Northern, the main line reached Seattle in 1893, becoming the country’s fifth and northernmost

transcontinental railroad line.

In the project APE, the railroad corridor consists of a railroad roadway, which begins on the east as a double 

track incorporating wood ties and steel rails supported by a slightly raised rail bed before merging into a 

single track of the same materials approximately 0.2 mile east of 45th Street NW (Figure 3). The railroad line 

remains active as part of the BNSF system.

FIGURE 3. ST. PAUL AND PACIFIC RAILROAD MAINLINE AT 45TH STREET NW, LOOKING SE
Phase I and II Architectural History Page 12 

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Willmar and Willmar Township, Kandiyohi County 

4.1.1 Recommendations

This railroad corridor historic district was previously determined to be eligible for listing in the National 

Register.

4.2 KH-WLC-072

Willmar Brick Yard

South of TH 12, west of 30th Street NW

In 1892, the Willmar Brick Company began operations in the area south of TH 12 and west of 30th Street 

NW as Dehlbom, Johnson & Co., who had moved there after exhausting their supply of clay in another 

Willmar location. Dehlbom, Johnson & Co. was renamed the Willmar Brick Company in 1899 after Nels 

Flykt bought out the shares of part-owner John Dehlbom (Lawson 1905:388). Bricks, along with the later 

addition of clay tile, were manufactured at the site under various company names under Nels Flykt and then 

his son, Clarence, until 1950 (KCHS 1970:285). 

When the Willmar Brick Yard was inventoried in 1985, two kilns, brick smokestacks, a brick farmhouse, and 

other outbuildings associated with the operations of the Willmar Brick Company were present on the site

(Minnesota Historic Properties Inventory Form, KH-WLC-072, on file at the SHPO). Since that time, nearly 

all of the structures and buildings associated with the Willmar Brick Company have been removed, leaving 

a single brick smokestack (Figure 4). 

FIGURE 4. WILLMAR BRICK YARD SMOKESTACK, LOOKING SE
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4.2.1 Recommendations

As an appurtenance to a former kiln, the smokestack does not meet the definition of and therefore would 

not be evaluated as a masonry ruin under the National Register Multiple Property Documentation Form

titled “Minnesota’s Nineteenth-Century Masonry Ruins” (Pizza 2015:F2). Although the Willmar Brick Yard 

may hold significance under Criterion A within the context of Railroads and Agricultural Development in

Willmar, 1869-1960s, it does not have the integrity to convey any potential significance in this regard, due 

to the loss of the all but one of its buildings and structures. No evidence could be located to suggest that 

any of the owners of the Willmar Brick Company were historically important in the brickmaking industry, 

but if they were, the smokestack alone would not be sufficient to convey the significance of any of these 

individuals under Criterion B. The smokestack, which is basic in its construction and does not incorporate 

any innovation in its design, does not embody the distinctive characteristics of a type, period, or method of 

construction; represent the work of a master; possess high artistic values; or represent a significant and 

distinguishable entity whose components may lack individual distinction. It therefore does not individually 

meet Criterion C. The Willmar Brick Yard is therefore recommended as not eligible for listing in the National 

Register.

4.3 KH-WLT-001

Farmstead 

5090 Highway 12 NW

Based on plat maps and historical aerial photographs, this farmstead was established sometime between 

1932 and 1938. A plat map dating to the former year lists the owner as Frank R. Zwemke. In 1954, the 

property was owned by Wallace and Beryl Zwemke, who retained it through at least 1957. 

The farmstead includes two houses, a garage, two granaries, a chicken coop, a barn, a silo, a machine shed, 

a Quonset building, several grain bins, and five additional outbuildings. One of the houses is a large, 

modern house (Figure 5). The second is a circa-1935, one-story, side-gabled house with a concrete-block 

foundation. It has been altered with a flat-roofed addition on the north end, fiberboard siding, and 

replacement windows and doors (Figure 6). Three other buildings and structures along the north edge of

the farmstead appear to have been constructed around the same time as this earlier house: a garage, a 

granary, and a chicken coop (Figures 7 to 9). The single-bay garage has a gabled roof, covered in asphalt 

shingles, with exposed rafter tails. The walls are wood drop siding, and an original four-light fixed-sash 

window is located on the rear of the building. The superstructure is raised on wood supports, which either 

were placed as a measure against deterioration or may indicate that this building was moved from another 

location. 

The granary is elevated on concrete skids. It has a gabled roof clad in wood shakes, and a four-light, fixedsash window is located in the west gable end. Shed wings are located on the east end and the north side, 

both of which are accessed by sliding doors, the door to the north shed wing located on the west side of 

the building, and the door to the east shed wing located on the south side of the building. To the west of 
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Willmar and Willmar Township, Kandiyohi County 

FIGURE 5. 5090 HIGHWAY 12 NW, MODERN HOUSE, LOOKING NE

FIGURE 6. 5090 HIGHWAY 12 NW, CIRCA-1935 HOUSE, LOOKING NE
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FIGURE 7. 5090 HIGHWAY 12 NW, GARAGE, LOOKING NW

FIGURE 8. 5090 HIGHWAY 12 NW, GRANARY, LOOKING NW
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Willmar and Willmar Township, Kandiyohi County 

FIGURE 9. 5090 HIGHWAY 12 NW, CHICKEN COOP, LOOKING NW

the latter sliding door is a pedestrian door that provides entry to the main portion of the granary, and to 

the west of the pedestrian door is a small hatch door. The entirety of the building is clad in wood drop 

siding. The chicken coop, which is west of the granary, has a shed roof with exposed rafter tails, and the 

roof is covered in corrugated metal. The walls are wood lap siding. Four window openings are located on 

the south side, all of which have been infilled with plywood. A pedestrian door is on the east end.

Later additions to the farmstead are interspersed with these buildings along the north edge of the 

farmstead. To the east of the garage is a circa-1950 Quonset building on a concrete-block foundation

(Figure 10). Its original wood drop siding is evident on the south (front) and north ends of the building, but 

the arched portion has been covered with roll roofing. Fenestration includes both original four-light, fixedsash windows and replacement windows in the north and south walls. Rough cuts indicate these walls have 

been altered to create larger openings for non-original doors that allow for drive-through capacity.

On the west side of the garage is a machine shed covered in corrugated metal sheeting (Figure 11). Aerial 

photos show a building was placed in this location circa 1960, but any original details of the machine shed 

are obscured by its cladding. The obscuring of details similarly applies to a later granary with portable 

elevator located west of the chicken coop (Figure 12). This gable-roofed building is almost entirely covered 

in sheet metal panels, but original wood drop siding is visible on the north (rear) gable. Exposed rafter tails 

are visible on both ends of the building. One original six-light, fixed-sash window is present in the south 

gable, but a second window opening in the same gable is infilled with sheet metal. These visible similarities 
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Willmar and Willmar Township, Kandiyohi County 

FIGURE 10. 5090 HIGHWAY 12 NW, QUONSET BUILDING, LOOKING NW

FIGURE 11. 5090 HIGHWAY 12 NW, MACHINE SHED, LOOKING NW
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FIGURE 12. 5090 HIGHWAY 12 NW, GRANARY WITH PORTABLE ELEVATOR, LOOKING NW

to the circa-1935 buildings suggest that this building may have been constructed around the same time, 

but if so, a 1938 aerial photograph indicates that it was moved to this location at a later date. The granary 

is raised on concrete skids, and it features a sliding door of vertical wood planking on both ends.

West of the granary are two heavily altered outbuildings that were put into place sometime between 1938 

and 1955. The first incorporates original concrete-block walls or portions thereof (Figure 13). A gable 

evident over the concrete-block portion appears to constitute a later superstructure, and still later was an 

expansion of the building to the east, nearly doubling its size. The expanded portion and the gables above 

the concrete-block portion have been covered with wood drop siding, into which cuts were made to create 

or re-create loft doors. Original fenestration appears to be limited to the six-light fixed sash in the concreteblock portion. The roof has been covered with corrugated metal. The second outbuilding, a barn, has had 

vertical wood planking added to the north and south ends, which was roughly cut to create doorways

(Figure 14). The west side and the roof have been clad in corrugated metal, and the east side has a slatted 

ventilating wall of horizontal wood planks. A pulley extends from an opening in the mow. To the northwest 

of the barn is a simple post and beam loafing shed (Figure 15), and to the south is a cement-stave silo 

(Figure 16). A third outbuilding put up during the period between 1938 and 1955 is located south of the 

chicken coop (Figure 17). Beyond a small exposure of horizontal wood plank siding, no original architectural 

details are visible on this gable-roofed building because it has been clad entirely in corrugated metal, except 

where openings exhibit replacement or added window and doors. 
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FIGURE 13. 5090 HIGHWAY 12 NW, OUTBUILDING, LOOKING S-SE

FIGURE 14. 5090 HIGHWAY 12 NW, BARN, LOOKING NE
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FIGURE 15. 5090 HIGHWAY 12 NW, LOAFING SHED, LOOKING NW

FIGURE 16. 5090 HIGHWAY 12 NW, SILO, LOOKING SE
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Willmar and Willmar Township, Kandiyohi County 

FIGURE 17. 5090 HIGHWAY 12 NW, OUTBUILDING, LOOKING NW

Aerial photographs indicate that additional outbuildings and structures present on the farmstead post-date 

the period of significance for Minnesota farmsteads. These include several steel grain bins (Figure 18) and 

a large livestock building (Figure 19) put up on the property during the mid to late 1960s, and two other 

livestock buildings constructed after 1970 (Figures 20 to 21). The grain bins are located to the north of the 

circa-1935 house, while the livestock buildings are concentrated in the southeast portion of the farmstead.

4.3.1 Recommendations

Based on the extensive, and in some cases severe, alterations to the buildings and structures on this 

property, combined with the conspicuous presence of the modern house, this farmstead would not have 

the integrity to convey any potential historical significance under National Register Criterion A, B, or C. 

None of the individual elements of the farmstead are especially distinctive examples of architecture or 

design as required by the Farms Context for significance under Criterion C (Granger and Kelly 2005:7.20). 

This property is therefore recommended as not eligible for listing in the National Register.
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Willmar and Willmar Township, Kandiyohi County 

FIGURE 18. 5090 HIGHWAY 12 NW, GRAIN BINS, LOOKING N

FIGURE 19. 5090 HIGHWAY 12 NW, LIVESTOCK BUILDING, LOOKING SE
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FIGURE 20. 5090 HIGHWAY 12 NW, LIVESTOCK BUILDING, LOOKING SW

FIGURE 21. 5090 HIGHWAY 12 NW, LIVESTOCK BUILDING, LOOKING SE
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4.4 KH-WLT-002

Farmstead 

790 45th Street NW

A farmstead was established at this location sometime prior to 1886, at which time it was owned by Ole 

Thorson. The property remained in the Thorson family until at least 1957, during which year it was owned 

by Oscar Thorson. 

This farmstead includes a house, a barn, a silo, and four additional outbuildings/structures. The house, 

which appears to have been built as a one-and-a-half-story house with gabled roof has been extensively 

modified through several additions, including an attached garage and adjoining extension of the house on 

the south, addition on the east with added bay window, and a sunporch inset in the resultant ell; the 

installation of vinyl siding and soffits; and the replacement of windows and doors, such that a construction 

date cannot be discerned (Figure 22). 

Set somewhat behind the house to the west-southwest is a small, one-story storage building having a lowpitched roof, with walls and roof clad in corrugated metal (Figure 23). Its foundation is not visible. 

Fenestration appears original, with paired 1/1 double-hung sash windows on the east and two nine-light, 

fixed-sash windows on the west. What appears to be original wood framing with crown molding surrounds 

the windows, as well as the single-panel wood pedestrian door on the south end.

To the south of the storage building and house is a driveway that divides them from the remaining 

outbuildings and structures. The barn, or former barn, is banked on the north, where an original concretefaced, mortared fieldstone foundation incorporated into the current building is evident (Figure 24). Beyond 

this exposure on the north edge, what is assuredly a replacement superstructure is clad in corrugated metal, 

as is the roof. A larger, post-1963 addition to the building extends in a perpendicular fashion from its south 

side. Sliding doors are present on the east and west sides of this extension, and a pedestrian door is located 

on the east side of the extension as well. No windows are present on the building. North of and adjacent 

to the banked edge is a remnant cement-stave silo (Figure 25).

A circa-1960 corrugated metal-clad Quonset building with sliding doors is located northwest of the barn 

(Figure 26), and a circa-1965 outbuilding, which was subsequently expanded, is to its west (Figure 27). The 

latter outbuilding also is clad in corrugated metal, with cuts made to accommodate an overhead door and 

a pedestrian door on the north side, which additionally features a sliding door. A second sliding door is 

located on the south side.
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Willmar and Willmar Township, Kandiyohi County 

FIGURE 22. 790 45TH STREET NW, HOUSE, LOOKING NE

FIGURE 23. 790 45TH STREET NW, STORAGE BUILDING, LOOKING NW
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Willmar and Willmar Township, Kandiyohi County 

FIGURE 24. 790 45TH STREET NW, BARN WITH ADDITION IN FOREFRONT, LOOKING NE

FIGURE 25. 790 45TH STREET NW, SILO, LOOKING SE
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FIGURE 26. 790 45TH STREET NW, QUONSET BUILDING, LOOKING SW

FIGURE 27. 790 45TH STREET NW, OUTBUILDING, LOOKING SE
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4.4.1 Recommendations

Based on the extensive alterations to nearly all of the buildings and structures on this property, this 

farmstead would not have the integrity to convey any potential historical significance under National

Register Criterion A, B, or C. None of the individual elements of the farmstead are especially distinctive 

examples of architecture or design as required by the Farms Context for significance under Criterion C 

(Granger and Kelly 2005:7.20). This property is therefore recommended as not eligible for listing in the 

National Register.

4.5 KH-WLT-003

Farmstead 

699 45th Street SW

A farmstead was established on this property sometime prior to 1886, in which year it was owned by John 

Rasmusson. The Rasmusson family retained the property through at least 1932, when it was owned by 

Benhardt Rasmusson. A property owner is not noted for 1954, but from 1957 through at least 1961, the 

farmstead was owned by Harry and Thelma Solberg.

This former farmstead includes a house, barn, remnant silo, possible milk house, machine shed, granary, 

privy, and one other outbuilding. The circa-1880, one-and-a-half-story, front-gable-and-wing house has a 

poured-concrete foundation (Figure 28). With the exception of a small shed-roofed addition, the walls are 

clad in wood lap siding. All gables contain a decorative sunray motif underlined by the crown molding that 

is over the upper windows. Extending down the corners of the house from the ends of each gable are wood 

pilasters that mimic columns (Figure 29). A deck-roof enclosed porch is in the ell on the north side of the 

house; from its west side extends the previously mentioned small shed-roofed addition, which is clad in 

vertical wood-plank siding and contains a newer door on the west. The deck-roofed enclosed porch either 

is contemporaneous with the house or was enclosed not too long after its construction and represents a 

conscientious effort to create consistency in its appearance. It features the same wood lap siding, pilasters, 

and window style. Windows on the main house and the porch are largely original 1/1 double-hung sash 

with newer storm windows surrounded by wood frames with crown molding. The window, however, on the 

lower story of the west end of the house has been altered and contains a 1/1 fixed sash over an inset row 

of five glass blocks. It exhibits a simple, narrow wood frame with no crown molding. An original wood door 

is located on the south side of the wing. The roof is covered in asphalt shingles, and original wood soffits 

and fascia remain intact. An interior brick chimney projects above the peak of the wing.

The barn is located on the south edge of the farmstead just above a field edge. It is a circa-1920, gothicarch, bank barn flanked on both sides by attached wings (Figure 30). The east wing was constructed circa 

1965 and has a concrete-block foundation that supports a side-gabled superstructure clad in wood drop 

siding on the south and in horizontal wood planking on the south and east (Figure 31). Within the 

foundation on the south side is a central machine-door opening, to the west of which is a wood pedestrian 

door. These are flanked on both sides by a single glass-block window. In the upper level are regularly 

 
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Willmar and Willmar Township, Kandiyohi County 

FIGURE 28. 699 45TH STREET NW, HOUSE, LOOKING N-NW

FIGURE 29. 699 45TH STREET NW, HOUSE, LOOKING SW
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FIGURE 30. 699 45TH STREET NW, BARN, LOOKING N

FIGURE 31. 699 45TH STREET NW, EAST WING OF BARN, LOOKING N
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Willmar and Willmar Township, Kandiyohi County 

spaced 1/1, fixed-sash windows. A pedestrian door opening is present on the east end, while the north side 

contains two window similar to those on the south. The roof is clad in asphalt shingles. The west wing was 

constructed at an unknown date (Figure 32). Although a west wing appears on a 1938 aerial photograph 

of the property, the current truncation of a stone wall near the junction of the barn and wing by a pouredconcrete foundation and a superstructure of horizontal wood-plank siding suggest the construction 

currently present dates to a later period. This wing, which has a flat roof, features regularly spaced openings 

for four-light, fixed-sash windows, some of which are missing, and a vertical wood-plank pedestrian door 

on the south side. The rear of this wing is built into the hillside.

The original, main portion of the barn is clad in wood drop siding (Figure 33). The south end faces out 

toward agricultural fields and features a hay hood over the mow door. The mow door is flanked on each 

side by a small window opening, beneath which are larger window openings, none of which contain 

windows. These openings are mirrored on the north side of the barn, where the larger window openings 

contain paired six-light fixed-sash windows. Beneath the larger window openings on the south side at 

ground level are two sliding doors, the eastern one of which has deteriorated. Between these doors are 

three window openings, one of which no longer contains a window, and the other two of which hold original 

four-light, fixed-sash windows. On the east side of the main barn, a pedestrian door is located at the level 

of the bank. The barn roof is covered in asphalt shingles.

FIGURE 32. 699 45TH STREET NW, WEST WING OF BARN, LOOKING NW
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Willmar and Willmar Township, Kandiyohi County 

FIGURE 33. 699 45TH STREET NW, ORIGINAL BARN, LOOKING N

Near the northeast end of the gothic-arch portion of the barn is the base of a cement-stave silo (Figure 34). 

The small area between the barn and silo was not accessible and was therefore not visible as it is enclosed 

on the east side by a horizontal wood-plank wall containing a vertical wood-plank pedestrian door and on 

the west side by a small, concrete-block structure built into the hillside and having a pedestrian door on the 

north side, possibly a milk house (Figure 35). Lying on the east side of the silo is the overturned 

superstructure of a small, frame outbuilding with wood drop siding (Figure 36).

To the east-northeast of the barn is an outbuilding, possibly an earlier granary, in a highly deteriorated state 

(Figure 37). It is a gabled with a shed wing and sided with horizontal wood planking. Only the west wall

was observable during the survey; a door opening and one window opening are located in this wall, but the 

door and window are no longer present. The roof is covered with asphalt shingles. Just northwest of this 

outbuilding is a gable-roofed granary, which is raised on concrete skids and blocks (Figure 38). The walls 

are clad in wood drop siding, and it retains original four-light, fixed-sash windows in the west gable and 

under the eave on the south side. A deteriorated, vertical wood-plank pedestrian door is located on the 

north side. The roof is covered in asphalt shingles.

North-northwest of the barn on the north side of the driveway is a side-gabled machine shed with three 

south-facing bays, each of which holds an overhead door of vertical wood planking (Figure 39). Although 

this building appears to date to the 1920s or 1930s, aerial photographs indicate that it was not in its current

location until sometime after 1963, so it was likely moved from elsewhere on the farmstead. A pedestrian
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FIGURE 34. 699 45TH STREET NW, SILO, LOOKING S-SW

FIGURE 35. 699 45TH STREET NW, POSSIBLE MILK HOUSE, LOOKING E
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FIGURE 36. 699 45TH STREET NW, COLLAPSED OUTBUILDING, LOOKING SW

FIGURE 37. 699 45TH STREET NW, POSSIBLE EARLIER GRANARY, LOOKING NE
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FIGURE 38. 699 45TH STREET NW, GRANARY, LOOKING SE

FIGURE 39. 699 45TH STREET NW, MACHINE SHED, LOOKING N
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Willmar and Willmar Township, Kandiyohi County 

door is located on the south end of the east end of the building. Centered on the east end is a bank of 

three four-light, fixed-sash windows underneath a loft door, suggesting that this building has been 

repurposed. Two of the same type of window are on the west end of the building. The machine shed has 

a poured-concrete foundation, and the walls of the building are clad in wood drop siding. The roof is 

covered in asphalt shingles. A gable-roofed privy superstructure clad in wood drop siding is located next 

to the northwest corner of the machine shed (Figure 40). It has been moved and is used for storing 

equipment.

4.5.1 Recommendations

No evidence could be found to suggest that this farmstead was importantly associated with an event or 

pattern important to the development of Minnesota farming or agriculture in general and therefore it does 

not meet National Register Criterion A. No information was found to indicate that anyone in the 

Rasumusson family was historically significant with regard to agriculture, Willmar Township, or otherwise. 

The farmstead does not clearly illustrate the pattern of features common to a specific type or period of 

farming; responses to natural, economic, political, or social forces; or any of the other potential means by 

which a farmstead would possess the distinctive characteristics of a type, period, or method of construction. 

It does not represent the work of a master, possess high artistic value, or represent a significant and 

distinguishable entity whose components may lack individual distinction. It therefore does not meet 

Criterion C. None of the individual elements are especially distinctive examples of architecture or design as 

required by the Farms Context for significance under Criterion C (Granger and Kelly 2005:7.20). This 

property is therefore recommended as not eligible for listing in the National Register.

FIGURE 40. 699 45TH STREET NW, PRIVY, LOOKING S
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4.6 KH-WLT-004

Farmstead 

5840 7th Avenue NW

This property, along with the one to the east at 5812 7th Avenue NW, used to constitute a single farmstead, 

established sometime between 1886 and 1915. In the latter year, it was owned by Christian J. Hanson, who 

held the property through at least 1932. In 1954, the property was owned by Johnathan Johnson, who 

retained it until at least 1961. The current property owner at 5812 7th Avenue NW stated that the original 

parcel was split the last time it was sold. Buildings located on this parcel include two houses and a barn.

The main house was built circa 1890 (Figure 41). It is one and a half stories in height with a cross-gable 

roof, and it exhibits a T-plan. What appears to be original wood lap siding is evident, in part, in the north 

and south gables. Large additions have been made on the north and west sides, the latter a two-bay 

attached garage, and the front (south) porch has been enclosed. Replacement siding occurs variably as 

fiberboard, vinyl, and a sheeting that resembles vertical wood planks in the south gable. The roof is covered 

in asphalt shingles and exhibits vinyl fascia and soffits. All windows and doors are replacement or have 

been added. 

What appears to be a second house, with attached garage, is a side-gabled, converted outbuilding (Figure 

42). A sliding machinery door is evident on the east end, where the wall is clad in wood lap siding and a 

FIGURE 41. 5840 7TH AVENUE NW, HOUSE, LOOKING NW
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FIGURE 42. 5840 7TH AVENUE NW, APPARENT SECOND HOUSE, LOOKING NE

concrete-block foundation is visible, as it is on the west. The front (south) of the house has been covered 

with board and batten siding and a decorative stone treatment between the garage and front door, the 

latter of which is flanked by added sliding windows. A second pedestrian door is located on the west side 

of the garage, while a shed-roofed addition is located on the rear of the garage. The roof is clad in asphalt 

shingles and exhibits vinyl fascia and soffits, which are falling off.

The circa-1945, gothic-arch barn has a poured-concrete foundation (Figure 43). Its lower walls are structural 

tile, and the walls in the arches are wood siding, the south arch containing drop siding, which is original and 

deteriorating, and the north arch containing replacement lap siding, which is intact. The roof is covered in 

wood shakes and features a hay hood over the mow door. Fenestration, where intact, consists largely of 

original four-light and six-light fixed sash. Some of the windows are no longer present in the south arch, 

although the openings remain. Dutch doors are located on the east and west sides of the barn, and a 

pedestrian door is located in the center of the south end. Another pedestrian door opening at the east end 

of the south end has been infilled with plywood. A sliding door of vertical wood planking is present on the 

rear of the building.

4.6.1 Recommendations

Extensive alterations have been made to the house and an outbuilding on this property and to the Quonset 

barn on the neighboring property, and a modern house has been constructed on the neighboring property

(see next section). The combination of these occurrences has resulted in a substantial loss of integrity to 
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Willmar and Willmar Township, Kandiyohi County 

FIGURE 43. 5840 7TH AVENUE NW, BARN, LOOKING NE

the farmstead that once comprised both properties, such that it would not be able to convey any potential 

significance under Criterion A, B, or C. None of the individual elements of the farmstead are especially 

distinctive examples of architecture or design as required by the Farms Context for significance under 

Criterion C (Granger and Kelly 2005:7.20). This property is therefore recommended as not eligible for listing 

in the National Register.

4.7 KH-WLT-005

Farmstead 

5812 7th Avenue NW

This property, along with the one to the west at 5840 7th Avenue NW, used to constitute a single farmstead, 

the history of which is provided in Section 4.6. The current property owner at 5812 7th Avenue NW indicated 

that the original parcel was split the last time it was sold. Buildings located on this parcel include a modern 

house (Figure 44) and a Quonset barn. 

The circa-1945 Quonset building is clad in corrugated metal and has a concrete-block foundation (Figure 

45). Fenestration largely consists of original six-light, fixed sash. Skylights on the west and east sides of the 

building have been covered with corrugated metal. A wood, apparently original, pedestrian door is located 

on the rear (north) end of the barn, as is a central overhead door. This door replaces a sliding door, for 

which the rail support is still present. A sliding door sheathed in corrugated metal is present on the front 

of the barn, underneath a hinged, vertical wood-plank mow door.
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FIGURE 44. 5812 7TH AVENUE NW, MODERN HOUSE, LOOKING NE

FIGURE 45. 5812 7TH AVENUE NW, BARN, LOOKING NE
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Willmar and Willmar Township, Kandiyohi County 

4.7.1 Recommendations

A modern house has been constructed on this property, which was formerly one with that at 5840 7th Avenue 

NW. Alterations have been made to the Quonset barn on this property and to the house and an outbuilding 

on the neighboring property (see previous section). The combination of these occurrences has resulted in 

a substantial loss of integrity to the farmstead that once comprised both properties, such that it would not 

be able to convey any potential significance under Criterion A, B, or C. The Quonset barn is not an especially 

distinctive example of architecture or design as required by the Farms Context for significance under 

Criterion C (Granger and Kelly 2005:7.20). This property is therefore recommended as not eligible for listing 

in the National Register.

4.8 KH-WLT-006

Farmstead 

5591 7th Avenue NW

Aerial photographs and plat maps indicate that a farmstead was established on this property between 1938 

and 1954. Plat maps dating to the latter year and 1957 indicate that it was located on 112 acres owned by 

George F. Dunlavy, upon which were also located the farmstead described in section 4.10, below.

This former farmstead contains a house, machine shed, and a large modern metal building, which replaces 

the original barn (Figure 46). The circa-1945, one-and-a-half-story, Minimal Traditional house with attached 

garage has a concrete-block foundation and is clad in masonite siding (Figure 47). Poured-concrete stairs 

lead up to an original wood door, sheltered by a metal awning with decorative iron brackets. The crossgabled roof is covered in asphalt shingles, and a brick interior chimney projects from its south side. 

Fenestration includes both original and replacement 1/1 double-hung sash windows. The attached singlebay garage has the original wood overhead door and adjacent wood pedestrian door.

The machine shed is a gable-roofed, wood lap-sided building with a poured-concrete foundation (Figure 

48). What was once a sliding door of vertical wood planking on the front (north) of the building is now 

detached from the rail and is propped up by metal poles, as is the pedestrian door on the west side of the 

building. Fenestration consists of original four-light, fixed sash on the west and east sides of the building. 

The roof features exposed rafter tails and is covered in asphalt shingles.

4.8.1 Recommendations

The removal of the original barn and its replacement with a large modern metal building leaves only the 

house and machine shed from the period of significance for Minnesota farms. Although these buildings 

are generally intact, without other elements of the farmstead they would be unable to convey any potential 

significance of the farmstead under Criterion A, B, or C, and neither is an especially distinctive example of 

architecture or design as required by the Farms Context for significance under Criterion C (Granger and 

Kelly 2005:7.20). This property is therefore recommended as not eligible for listing in the National Register.
Phase I and II Architectural History Page 42 

Willlmar Connection and Industrial Access

Willmar and Willmar Township, Kandiyohi County 

FIGURE 46. 5591 7TH AVENUE NW, MODERN METAL BUILDING, LOOKING S

FIGURE 47. 5591 7TH AVENUE NW, HOUSE, LOOKING SE
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Willmar and Willmar Township, Kandiyohi County 

FIGURE 48. 5591 7TH AVENUE NW, MACHINE SHED, LOOKING SE

4.9 KH-WLT-007

Diamond Farm

4611 Highway 12 NW

Access to this property was not permitted by the landowner, requiring the survey to be conducted from 

publicly accessible points. The property is primarily occupied by a poultry processing facility of the Willmar 

Poultry Company known as the Diamond Farm, the functions for which are housed in two Quonset 

buildings, a large rectangular-plan, gable-roofed building, and a small, gable-roofed office building, all of 

which are located inside a chain-link fence, and all of which have are clad in corrugated metal (Figures 49 

to 52). Additionally located on the property, outside of the fence, are a house and a garage.

A 1955 aerial photograph shows the property as having been recently graded and a Quonset building 

present. By 1963, two much longer Quonset buildings flanked it, one each on the east and west, and the 

house and garage had been built. Sometime between 1970 and 1991, the two longer Quonset buildings 

were replaced by one of similar size to the first on the east, and the large gable-roofed building on the 

west. Because the two existing Quonset buildings are identical, it is likely that the circa-1955 Quonset 

building was replaced with one of similar size, or at least re-clad during the 1970-1991 period. The oneand-a-half-story, L-plan house and gable-roofed, single-bay garage both appear to have recently received 

replacement siding, windows, and doors, and asphalt-shingle roof with vinyl soffits and fascia (Figures 53 

to 54).
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Willmar and Willmar Township, Kandiyohi County 

FIGURE 49. DIAMOND FARM, QUONSET BUILDING 1, LOOKING NW

FIGURE 50. DIAMOND FARM, QUONSET BUILDING 2, LOOKING NW
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FIGURE 51. DIAMOND FARM, LARGE FACILITY, LOOKING SW

FIGURE 52. DIAMOND FARM, OFFICE, LOOKING W-NW
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FIGURE 53. DIAMOND FARM, HOUSE, LOOKING W

FIGURE 54. DIAMOND FARM, GARAGE, LOOKING SE
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4.9.1 Recommendations

It is possible that this facility is the outgrowth of an earlier one of the farms established by the Willmar 

Poultry Company beginning during the late 1950s to handle overages in the poult population (see p. 8). 

No information, however, could be found to substantiate an association between the owner of the property 

during the late 1950s and early 1960s, Harold Ditmarson, and the Willmar Poultry Company. Even if such a 

connection could be made, however, only one of the industrial buildings remaining on this property may 

date prior to 1970, and if it does, it was likely re-clad after that year. The exterior of the house and the 

garage have been substantially updated in cladding, fenestration, and roofing. For these reasons, the 

Diamond Farm would not have the integrity to convey any potential significance under Criterion A, B, or C. 

This property is therefore recommended as not eligible for listing in the National Register.

4.10 KH-WLT-008

Farmstead 

5550 1st Avenue W 

A farmstead was established on this property sometime prior to 1886, in which year it was owned by Austin 

Corbin. By 1915, the property had been transferred to John Anderson, who continued to own the property 

through at least 1925. In 1932, it was owned by Nels Njus, and in 1954, by Geo. F. Dunlavy, who retained it 

through at least 1961. 

The former farmstead comprises a house, silo, and former granary. The original, circa-1880, T-plan house 

with cross-gabled roof is two stories in height, but it has been substantially modified through enclosure of 

the front porch and one-story additions to the east and west ends, the additions on the latter end consisting 

of an enclosed breezeway and an attached garage (Figure 55). The original construction visible above the 

additions is clad in wood lap siding, while the newer construction is covered in vinyl siding. Windows are 

in a multitude of styles and configurations, including a picture window with side casements on the façade; 

replacement, 1/1 double-hung sash; a bay window on the east end of the east addition; a nine-light fixedsash window in the breezeway; and a fixed octagonal window in the garage. A newer door is within the 

front entry. The roof is entirely clad in asphalt shingles, but varying color and condition indicates that 

portions have been redone more recently than others.

A cement-stave silo is present to the southeast of the house, but the associated barn has been razed (Figure 

56). To the southwest of the house is a gable-roofed former granary with shed wing, which is raised on 

boulders (Figure 57). The gable-roofed portion is clad in wood lap siding on the south and east, and wood 

drop siding on the north. The shed wing is covered in corrugated metal, as is the roof of the gable-roofed 

portion. All openings have been infilled with wood planks, except for a 6/6 double-hung sash window on 

the rear of the building, which appears to have been added, and the pedestrian door on the east side. A 

dog door has been added to the east side, and this building currently serves as a doghouse. Sliding doors 

are located on both ends of the shed wing.
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Willlmar Connection and Industrial Access

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FIGURE 55. 5550 1ST AVENUE W, HOUSE, LOOKING N

FIGURE 56. 5550 1ST AVENUE W, SILO, LOOKING E-SE
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Willmar and Willmar Township, Kandiyohi County 

FIGURE 57. 5550 1ST AVENUE W, GRANARY, LOOKING NW

4.10.1 Recommendations

Based on the alterations to the house and granary, combined with the removal of the barn and any other 

historically present outbuildings, this farmstead would not have the integrity to convey any potential 

historical significance under National Register Criterion A, B, or C. None of the individual elements of the 

farmstead are especially distinctive examples of architecture or design as required by the Farms Context for 

significance under Criterion C (Granger and Kelly 2005:7.20). This property is therefore recommended as 

not eligible for listing in the National Register.

4.1 1 KH-WLT-009

Farmstead 

4746/4747 1st Avenue W 

The ownership of this property on both sides of 1st Avenue West by a single owner began sometime 

between 1886 and 1915. In the latter year, it was owned by the Anderson Land Company, perhaps affiliated 

with John Anderson, who owned the property to the west (see Section 4.10). The Anderson Land Company 

held the property through at least 1925. Between that year and 1932, a house was built on the south side 

of 1st Avenue West, but in 1932, the property was owned by the State Bank of New London. By 1954, the 

property, still incorporating both sides of the road, was owned by Harold and Elsie Ditmarson, as was the 

case through at least 1961. 
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Willlmar Connection and Industrial Access

Willmar and Willmar Township, Kandiyohi County 

This former farmstead includes a modern house located on the south side of 1st Avenue W (Figure 58), and 

a barn, root cellar, and post-1970 machine shed (Figure 59) on the north side of the road. The root cellar, 

of unknown date, is constructed of poured concrete built into an artificially created hill (Figure 60). A 

deteriorating plywood pedestrian door provides access to it.

The circa-1930, gothic-arch barn has a concrete-block foundation and lower walls, while the upper walls 

within the arch are clad in wood drop siding (Figure 61). It incorporates an attached, concrete-block milk 

house on the north end (Figure 62). Fenestration consists primarily of replacement four-light, fixed-sash 

windows, two symmetrically placed in each of the north and south arches; regularly spaced along the lower 

walls on the east and west sides; and one in the north lower wall. One single-light, fixed-sash window has 

been added to each the lower wall of the south end and the west side of the milk house. A glass-block 

window is present in the north end of the milk house. The front (south) end of the barn has a pent roof, 

underneath of which is a central replacement overhead door and a new pedestrian door to its west. A 

second pedestrian door is located in the east side of the milk house. A larger livestock/machinery door 

opening on the north end of the barn has been sealed off. The barn roof is clad in asphalt shingles, and a 

shed-roof dormer that once contained the hay-loft door projects from the west side, the opening now 

infilled.

FIGURE 58. 4747 1ST AVENUE W, MODERN HOUSE, LOOKING SW
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FIGURE 59. 4746 1ST AVENUE W, MACHINE SHED, LOOKING NW

FIGURE 60. 4746 1ST AVENUE W, ROOT CELLAR, LOOKING W
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FIGURE 61. 4746 1ST AVENUE W, BARN, LOOKING NE

FIGURE 62. 4746 1ST AVENUE W, BARN AND MILK HOUSE, LOOKING SW
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4.11.1 Recommendations

Only the barn, which has been altered, and possibly the root cellar remain standing from the period of 

significance for Minnesota farms; without any other elements of the farmstead present, they would be

unable to convey any potential significance of the farmstead under Criterion A, B, or C. Neither is an 

especially distinctive example of architecture or design as required by the Farms Context for significance 

under Criterion C (Granger and Kelly 2005:7.20). This property is therefore recommended as not eligible for 

listing in the National Register.

4.12 KH-WLT-010

Farmstead 

1399 45th Street SW

A farmstead was established in this location sometime prior to 1886, as indicated by the house pictured on 

the plat map of that year, but the 40 acres within which the house was located, along with the adjacent 120 

acres to its northeast, were by that time owned by the St. Paul Minneapolis and Manitoba Railway Company. 

Between 1886 and 1915, the parcels were reconfigured, and in the latter year, the house and its 40 acres, 

along with the adjacent 40 acres on the north and east, were owned by Minnie Weber et al., which continued 

to be the case through at least 1925. In 1932, the 120 acres were owned by the Universalist General 

Convention, a religious organization, although map symbology indicates that at least the house was owned 

by the property owner who held the 160 acres to the south, Berthal K. Arvig. As of 1954, the 120 acres and 

house were owned by Herman and Lydia Pehling, who remained the property owners through at least 1961. 

This farmstead property includes a house, garage, two chicken coops, and seven outbuildings. Aerial 

photographs indicate that the garage, chicken coops, and one of the outbuildings, a modern metal building, 

were all constructed after 1991, during which period a barn with silo in the vicinity of the metal building 

was torn down (Figures 63 to 65).

The cross-gabled house is a variable one and a half stories in height, as the gable on the west section of 

the house does not extend to the height of the others (Figure 66). The upper levels of the higher-gabled 

sections are incongruous, but original wood window trim around the windows under and near the northside gable suggests this exterior wall is of the original configuration; the remainder of the upper north wall 

and the upper walls on the south and east sides either lack fenestration or have newer windows and trim, 

which along with the incongruity suggests that the upper levels were built up and out from the original 

configuration on these sides (Figures 67 and 68). The windows on the lower level also have been replaced, 

with the exception of a stained-glass window located on the east side of the house, which remains above a 

newer picture window surrounded by the original wood trim. Similarly, the replacement door to its north 

is within the original wood door frame. This side of the house features an open porch, the roof supported 

by spindlework posts and situated under a newer balcony. A deck has been built to extend off of the porch. 

An open porch with similar posts and also extended by a deck is located on the south side of the west 
Phase I and II Architectural History Page 54 

Willlmar Connection and Industrial Access

Willmar and Willmar Township, Kandiyohi County 

FIGURE 63. 1399 45TH STREET SW, MODERN GARAGE, LOOKING SE

FIGURE 64. 1399 45TH STREET SW, CHICKEN COOPS, LOOKING NE
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Willlmar Connection and Industrial Access

Willmar and Willmar Township, Kandiyohi County 

FIGURE 65. 1399 45TH STREET SW, MODERN METAL OUTBUILDING, LOOKING NW

FIGURE 66. 1399 45TH STREET SW, HOUSE, LOOKING NE
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Willlmar Connection and Industrial Access

Willmar and Willmar Township, Kandiyohi County 

FIGURE 67. 1399 45TH STREET SW, HOUSE, LOOKING S

FIGURE 68. 1399 45TH STREET SW, HOUSE, LOOKING W-NW
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Willmar and Willmar Township, Kandiyohi County 

section, and the wall here contains a replacement window and door. Replacement windows are located on 

the remaining walls of this section, although those on the north side are surrounded by original wood trim. 

The walls of the house are wood lap siding and are supported on a stone foundation. The roof is covered 

in asphalt shingles, and an interior brick chimney projects from its peak above the west section.

Approximately 150 feet northeast of the house is a front-gabled outbuilding on a concrete foundation 

(Figure 69). It is clad in a variety of materials due to any number of alterations. Wood drop siding is present 

on the west wall, which also features sliding, vertical wood-plank doors. The north wall and the roof are 

covered in corrugated metal, while the south side features board-and-batten siding. This side contains the 

only window opening, which is framed for a fixed four-light window, but the glass has broken out and the 

opening covered over from the interior.

To the west of the house is a semicircle of four outbuildings, all of which have had overhead doors added 

to them and now resemble garages. From south to north, the first of these outbuildings is a front-gabled, 

two-bay garage clad in board-and-batten siding (Figure 70). It has no foundation but is raised on wood 

blocks. The roof is covered in asphalt shingles and has plywood soffits. Two single-light, fixed windows on 

the south wall constitute the only fenestration on this building. The next, front-gabled outbuilding is one 

and a half stories high, features a poured-concrete foundation, and appears to be a former poultry house 

(Figure 71). Fenestration consists of six six-light, fixed-sash windows on the south side and one of the same 

type on the west end. On the east end, a loft door is situated over the added metal overhead door. A 

vertical wood-plank pedestrian door is present on the north side. This building is clad in wood lap siding 

and has an asphalt-shingle roof. The third in this group of outbuildings is also front gabled (Figure 72). It 

is raised on boulders. Original wood lap siding is evident on the north end; the remainder has been clad in 

vinyl siding. The roof is covered in corrugated metal. This building has no windows, but a wood, singlepanel pedestrian door containing a six-light window is located on the south side. The final building in this 

group features a substantial poured-concrete foundation, which appears would have supported a 

superstructure more substantial than the front-gabled, half-story one clad in wood drop siding which is 

currently present (Figure 73). Two windows are present on the building, a four-light, fixed-sash window on 

the south end, and a single-light replacement window on the west side. The edge of a pedestrian door is 

visible on the east side, but its details were obscured by a tall fence. The roof features exposed rafter ends

and is clad in asphalt shingles.

Nearly adjacent to and north of the modern metal building is a granary, which aerial photographs indicate 

was moved to its current location after 1991 (Figure 74). The circa-1920, gable-roofed granary is raised on 

wood skids and clad in wood drop siding. A single window opening is present in the south gable, but the 

window is no longer present. A pedestrian door has been fashioned by making cuts in the siding on the 

east side. The roof is clad in asphalt shingles and features exposed rafter tails.
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FIGURE 69. 1399 45TH STREET SW, OUTBUILDING, LOOKING SE

FIGURE 70. 1399 45TH STREET SW, GARAGE-LIKE BUILDING 1, LOOKING SW
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FIGURE 71. 1399 45TH STREET SW, GARAGE-LIKE BUILDING 2, LOOKING NW

FIGURE 72. 1399 45TH STREET SW, GARAGE-LIKE BUILDING 3, LOOKING NW
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FIGURE 73. 1399 45TH STREET SW, GARAGE-LIKE BUILDING 4, LOOKING NE

FIGURE 74. 1399 45TH STREET SW, GRANARY, LOOKING SW
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4.12.1 Recommendations

Extensive alterations have been made to the house and the majority of the outbuildings on this farmstead. 

Due to these alterations, the loss of the barn and silo, and the addition of the modern metal building and 

garage, this farmstead would not have the integrity to convey any potential significance under Criterion A, 

B, or C. None of the individual elements of the farmstead are especially distinctive examples of architecture 

or design as required by the Farms Context for significance under Criterion C (Granger and Kelly 2005:7.20). 

This property is therefore recommended as not eligible for listing in the National Register.

4.13 KH-WLT-011

Farmstead 

1560 45th Street SW

Historical plat maps and aerial photographs indicate that a farmstead was established in this location 

between 1932 and 1938. The property owner as of 1954 was Thomas Erickson, and he remained so through 

at least 1961.

The former farmstead is now a tree service yard, but a house, barn, and poultry house are present on the 

property, along with a modern metal building that serves as the office for the tree service company (Figure 

75). Whatever the original appearance of the house, it is now obscured by vinyl siding, new windows and 

doors, a new asphalt shingle-covered roof with vinyl soffits, and expansion horizontally and perhaps 

vertically as well (Figure 76).

FIGURE 75. 1560 45TH STREET SW, MODERN METAL BUILDING, LOOKING SW
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Willmar and Willmar Township, Kandiyohi County 

FIGURE 76. 1560 45TH STREET SW, HOUSE, LOOKING NE

The barn has not been maintained and is in a state of deterioration (Figure 77). It features a pouredconcrete foundation and wood drop siding. The gambrel roof is clad in wood shakes and exhibits exposed 

rafter tails. On the north end, a hay hood extends over the mow door, which is flanked by window openings 

containing broken six-light, fixed-sash windows. Similarly placed windows have broken out of the south 

end. What remains of the windows, either broken or infilled, on the lower level of the building indicates

that these were also six-light fixed sash. A sliding door at the west end of the north end of the barn has 

come off the rails and is propped against the wall. At the east end of the north end is a Dutch door. 

Pedestrian door openings are at both ends of the south wall, the western one of which contains a vertical 

wood-plank door, and the eastern one of which is empty. A central pedestrian opening is empty and 

blocked by debris. The remnant of an attached gable and discoloration indicates that this central opening

provided a connection between the main barn and a small, gable-roofed extension on its south end. 

Aerial photographs demonstrate that the poultry house, although likely original to the farmstead, was 

moved to its current location sometime between 1970 and 1991 (Figure 78). The gabled roof is covered in 

asphalt shingles and features exposed rafter tails. The building has a poured-concrete foundation and is 

clad in wood drop siding. Regularly spaced, original six-light, fixed-sash windows are present on the east 

side of the building, and a single four-light, fixed-sash window is located on the south end. No window 

openings are present on the north or west side. A sliding door, sheathed in corrugated metal, is located on 

the north end of the building and a narrow pedestrian door of vertical wood planking is on the east side.

 
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FIGURE 77. 1560 45TH STREET SW, BARN, LOOKING SW

FIGURE 78. 1560 45TH STREET SW, POULTRY HOUSE, LOOKING W
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The south end features a Dutch door, also of vertical wood planking. Loft doors are present in the north 

and south gables.

4.13.1 Recommendations

Extensive alterations have been made to the house on this property, and the poultry house was moved after 

the period of significance for Minnesota farms. These occurrences, combined with the removal of other 

outbuildings and the conversion of the property to a tree service yard have resulted in a substantial loss of 

integrity to the farmstead, such that it would not be able to convey any potential significance under Criterion 

A, B, or C. Although the barn and poultry house are generally intact, neither constitutes an especially 

distinctive example of architecture or design as required by the Farms Context for significance under 

Criterion C (Granger and Kelly 2005:7.20). This property is therefore recommended as not eligible for listing 

in the National Register.

4.14 KH-WLT-012

Farmstead 

2280 45th Street SW

Historical plat maps and aerial photographs indicate that this farmstead was established between 1925 and 

1932, and in the latter year, it was owned by Rose Herman. By 1954, ownership had transferred to J. W. and 

Seina Boog, who retained the property until at least 1961.

The farmstead includes a complement of buildings, about half of which are modern, and several corrugatedmetal grain bins (Figure 79). The modern buildings, some of which date to the twenty-first century, are all 

large metal buildings (Figures 80 to 84). The remaining buildings are the house, a likely milk house, a 

granary, a small barn, and a Quonset outbuilding. Although the current property owner indicated a 

construction date of circa 1945 for the one-and-a-half-story, gable-roofed house, a circa-1930 date is 

supported by a 1932 plat map and 1938 aerial photograph. In either case, it has been substantially altered 

through the addition of an enclosed front porch, the construction of one-story additions on the south side 

and rear (west) end, the cladding of its entirety in vinyl siding, the installation of replacement windows and 

doors, and the installation of vinyl soffits and fascia (Figure 85). The foundation of the house is concrete 

block, and the roof is covered with asphalt shingles. Shed dormers project from each side of the roof, and 

a brick interior chimney rises above the peak.

An outbuilding that the current owner’s children used as a playhouse, perhaps originally a milk house, is 

located near the eastern end of the farmstead (Figure 86). It has a low-pitched, gabled roof, wood lap 

siding, and a single pedestrian door of vertical wood planks. The roof is covered in asphalt shingles.

Beyond the modern metal buildings to the west of the possible milk house is a granary, which similarly has 

a gabled roof, wood lap siding, and a roof covered in asphalt shingles (Figure 87). The roof, however, has 

a higher pitch and features exposed rafter tails. A sliding door of vertical wood planks is located on the 

south side of the building, and the superstructure rests on concrete skids.
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FIGURE 79. 2280 45TH STREET SW, GRAIN BINS, LOOKING NW

FIGURE 80. 2280 45TH STREET SW, MODERN METAL BUILDING 1, LOOKING SW
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FIGURE 81. 2280 45TH STREET SW, MODERN METAL BUILDING 2, LOOKING NW

FIGURE 82. 2280 45TH STREET SW, MODERN METAL BUILDING 3, LOOKING SW
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FIGURE 83. 2280 45TH STREET SW, MODERN METAL BUILDING 4, LOOKING NE

FIGURE 84. 2280 45TH STREET SW, MODERN METAL BUILDING 5, LOOKING SE
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FIGURE 85. 2280 45TH STREET SW, HOUSE, LOOKING NW

FIGURE 86. 2280 45TH STREET SW, “PLAYHOUSE,” LOOKING NE
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FIGURE 87. 2280 45TH STREET SW, GRANARY, LOOKING NE

A bit farther west is the small barn, which has a poured-concrete foundation (Figure 88). Its gable roof is 

clad in asphalt shingles and has exposed rafter tails, and the walls are clad in wood drop siding. Original 

four-light, fixed-sash windows are present on the sides and in the south gable, though some of the panes 

have been broken out. The window in the gable is centered over a loft door, which in turn is over a Dutch 

door, both doors made of vertical wood planks. Crude openings have been cut into the base of the 

superstructure on the east side, at least one of which is boarded in.

The Quonset building, which dates to circa 1960, has a poured-concrete foundation and corrugated-metal 

siding (Figure 89). Sliding doors are located on the south end, above which are two original four-light, 

fixed-sash windows.

4.14.1 Recommendations

Extensive alterations have been made to the house, and several massive, modern outbuildings have been 

constructed on and dominate the visual aspect of this property. The farmstead would therefore be unable 

to convey any potential significance under Criterion A, B, or C. None of the individual elements of the 

farmstead are especially distinctive examples of architecture or design as required by the Farms Context for 

significance under Criterion C (Granger and Kelly 2005:7.20). This property is therefore recommended as 

not eligible for listing in the National Register.
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FIGURE 88. 2280 45TH STREET SW, SMALL BARN, LOOKING NE

FIGURE 89. 2280 45TH STREET SW, QUONSET, LOOKING NW
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4.15 KH-WLT-013

House

2460 45th Street SW

This one-story, Ranch-style house with concrete-block foundation and attached two-bay garage was built 

circa 1965 (Figure 90). The walls are clad in masonite siding and the side-gabled roof in asphalt shingles; 

the roofing is newer, and the soffits and fascia are vinyl. A brick interior chimney extends above the roof. 

At the front of the house, poured-concrete steps lead up to a centrally placed door. Fenestration consists 

primarily of original casement windows, quadrupled to create a picture window on the façade and paired 

otherwise. Single-pane, fixed-sash windows are located in the garage and at the basement level on the 

north and west sides of the house. The garage has two replacement overhead doors, next to which on the 

north is a pedestrian door.

4.15.1 Recommendations

This house has no important associations with historically significant events, patterns, or persons, and it 

therefore does not meet National Register Criterion A or B. It is a modest, fairly non-descript house that

alludes to but does not exhibit any notable architectural hallmarks of the Ranch style; therefore it does not 

meet Criterion C. This property is therefore recommended as not eligible for listing in the National Register.

FIGURE 90. 2460 45TH STREET SW, HOUSE, LOOKING SW
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4.16 KH-WLT-014

Barn

45th Street SW, north of BNSF line

A farmstead was established in this location between 1886 and 1915 and was owned by Andrew Larson in 

the latter year through at least 1925, according to historical plat maps. In 1932, the property was owned 

by Clara Tallman, and then in 1954 by Horace and Alice Hartjen. By 1957, ownership had transferred to E. 

T. Krumweide. 

Access to this property was not permitted by the landowner, requiring the survey to be conducted from 

45th Street SW. This former farmstead has been reduced by the removal of all other buildings to a single, 

abandoned barn (Figure 91), which aerial photographs indicate was built in this location sometime between 

1938 and 1955. The barn, gable-roofed with a shed wing, has a poured-concrete foundation (Figure 92). 

The walls are clad in wood lap siding. Window openings have all been infilled, except in two cases on the 

south side, in which the infill has been broken out. A pedestrian doorway on the east side of the barn also 

has been infilled. A partially intact Dutch door and a pedestrian door are present on the north side of the 

building, while a sliding door is located on the south. Two loft doors are located on each end of the barn

in positions that mirror each other, near the junction of the main massing and the shed wing, although one 

on the north end is broken out. The roof of the barn is clad in wood shakes, and it features exposed rafter 

tails and a hay hood over the mow doors on the south.

FIGURE 91. BARN, 45TH STREET SW, LOOKING NW
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FIGURE 92. BARN 45TH STREET SW, LOOKING SW

4.16.1 Recommendations

With only a barn present, this property would not have the integrity to convey any potential significance of 

the former farmstead under Criterion A, B, or C. The barn is not an especially distinctive example of 

architecture or design as required by the Farms Context for significance under Criterion C (Granger and 

Kelly 2005:7.20). This property is therefore recommended as not eligible for listing in the National Register.

4.17 KH-WLT-015

Farmstead 

3830 County Road 15 SW

Although a house undoubtedly associated with a farmstead was present on the 80 acres within which this 

property is located in 1886, maps dating to 1915 and 1925 do not show a house here. The property owner 

in 1915 and 1925 was Harold B. Handy, as was the case in 1932, the next year in which a plat map shows a 

house at this location. In 1954, the farmstead was owned by Gilbert and Bertha Marzuardt, and then in 

1957 by E. and E. Levik.

This former farmstead comprises a house, garage, a machine shed, a loafing shed, and two outbuildings. 

The one-and-a-half-story house with attached garage, if not constructed in the modern era, has been 

substantially expanded and updated such that any original construction is completely obscured (Figure 93).

 
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FIGURE 93. 3830 COUNTY ROAD 15 SW, HOUSE, LOOKING E

It has a side-gabled roof with four front-facing and one rear-facing gabled dormers, an open front porch in 

front of a recessed front entry, and a small perpendicular wing off the back (northeast) side of the house, 

at the end of which is a wide, brick exterior chimney. It is clad in vinyl siding, has newer windows and doors 

throughout, and has vinyl soffits and fascia. The foundation is concrete block.

A gable-roofed building with overhead door that appears as a detached garage is located to the east of the 

house; however, no driveway leads to it, suggesting that it currently serves some other function (Figure 94). 

The walls are wood lap siding, except in the gable, which may constitute an addition to the original building. 

The gable contains replacement siding underlined by wood shakes, which angle down and out from the 

base of the gable to the edges of the eaves, which have vinyl soffits. Within the gable is a nine-light 

casement window. The gabled roof has vinyl fascia and soffits, and is clad in asphalt shingles. 

Across the driveway from the house to the southwest is a large, gable-roofed outbuilding clad in metal 

siding (Figure 95). It features a large central overhead door, flanked on either side by newer pedestrian 

doors and beyond those, new windows. Historical aerial photographs show a large barn in this location, 

but it is oriented on the opposite axis. This building therefore either represents a post-1963 reconfiguration 

or post-1963 construction.
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FIGURE 94. 3830 COUNTY ROAD 15 SW, GARAGE-LIKE BUILDING, LOOKING SE

FIGURE 95. 3830 COUNTY ROAD 15 SW, METAL OUTBUILDING, LOOKING SW
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The remaining outbuildings and structures are to the northwest: a circa-1945, side-arched Quonset 

machine shed clad in corrugated metal with a poured-concrete foundation (Figure 96); a shed-roofed 

loafing shed clad in corrugated metal (Figure 97); and a side-gabled outbuilding with wood drop siding and 

a poured-concrete foundation (Figure 98). The latter may contain original four-light windows in the 

southeast end, but several other windows and the loft door have been infilled with plywood. Two doors 

are located on the southwest side of the building, a pedestrian door of vertical wood planking and a wider 

hinged door of the same. A small, informal shade has been made by extending a corrugated-metal sheet 

in a shed-roofed fashion from the northwest end of the southwest face of the building to connect to wooden 

fencing a few feet to its southwest.

4.17.1 Recommendations

Based on the extensive alterations to or replacement of the house and the main barn, alterations to the 

side-gabled outbuilding, and the loss of other outbuildings that are evident in historical aerial photographs, 

this property would not have the integrity to convey any potential significance of the former farmstead 

under Criterion A, B, or C. None of the individual elements of the farmstead are especially distinctive 

examples of architecture or design as required by the Farms Context for significance under Criterion C 

(Granger and Kelly 2005:7.20). This property is therefore recommended as not eligible for listing in the 

National Register.

FIGURE 96. 3830 COUNTY ROAD 15 SW, MACHINE SHED, LOOKING N
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FIGURE 97. 3830 COUNTY ROAD 15 SW, LOAFING SHED, LOOKING SE

FIGURE 98. 3830 COUNTY ROAD 15 SW, OUTBUILDING, LOOKING E
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4.18 KH-WLT-016

Farmstead 

3843 15th Avenue SW

The 1886 plat map depicting this property shows a house in the same location as on plat maps dating to 

1932 and later, although no house is shown on maps dating to 1915 and 1925. The property owner in 1886 

was Christen Arneson. In the year 1915 through at least 1932, it was Berthal K. Arvig. The property remained 

in the Arvig family through at least 1961, with Jesse and Isabel Arvig indicated as the owners on maps dating 

between 1954 and 1961. 

Access restrictions were placed on the survey of this former farmstead, preventing the obtainment of details 

on each of the buildings and structures. Comparison, however, of recent aerial photography shows that the 

house currently present is of very recent construction (Figures 99 and 100), as is a greenhouse to its 

southwest (Figure 101), all but one outbuilding has been removed, and nearly all trees have been cleared. 

The only remnants of the farmstead are a partial cement-stave silo (Figure 102) and a corrugated-metal 

machine shed (Figure 103).

4.18.1 Recommendations

Based on the extensive alterations to this property, it would not have the integrity to convey any potential 

significance of the former farmstead under Criterion A, B, or C. Neither the silo nor the machine shed is an 

especially distinctive example of architecture or design as required by the Farms Context for significance 

under Criterion C (Granger and Kelly 2005:7.20). This property is therefore recommended as not eligible for 

listing in the National Register.

FIGURE 99. 3843 15TH AVENUE SW, RECENT BIRDS’ EYE VIEW (LEFT) AND 2016 AERIAL (RIGHT) (NORTH IS TO THE 

RIGHT) 

Greenhouse

New house

Machine shed Machine shed

Former house

Former outbuildings

Barn location

Silo

Silo
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FIGURE 100. 3843 15TH AVENUE SW, HOUSE, LOOKING SW

FIGURE 101. 3843 15TH AVENUE SW, GREENHOUSE, LOOKING SW
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FIGURE 102. 3843 15TH AVENUE SW, SILO, LOOKING SE

FIGURE 103. 3843 15TH AVENUE SW, MACHINE SHED, LOOKING SW
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4.19 KH-WLT-017

3631/3637 15th Avenue SW

No buildings are shown at this location on plat maps dating through 1932. A house and single outbuilding 

can be seen on the 1938 aerial photograph of the property, and what appears to be a farmstead is visible 

in this location on a 1955 aerial photograph. In 1954, the earliest plat map to show a house at this location, 

it was within a five-acre parcel owned by Theda Klosterboer, with the remainder of the quarter-section 

owned by Harvey and Della Wibbels, which was also the case in 1961.

A response regarding access to this property was not provided by the landowner. For this reason, and for 

safety reasons given the condition of and materials on this property, the survey was conducted from the 

driveway. This former farmstead currently includes two houses, a garage, and an outbuilding, and it 

currently functions as a junkyard. The house farthest from the road is nearer to the outbuilding, and was 

likely built circa 1938, as only the house and outbuilding appear on the aerial photograph of that year 

(Figure 104). This side-gabled, one-and-a-half-story house, which has a concrete-block foundation, has 

been covered with vinyl siding and has replacement windows and doors. The roof, which features a shed 

dormer on each side, is clad in asphalt shingles and has vinyl fascia and soffits. 

The front-gabled outbuilding is constructed of concrete block, and the gable is clad in replacement siding, 

likely metal (Figure 105). The gable contains metal-sheathed loft doors, which are the only indicator that 

this building may once have served an agricultural function. It now appears to be a storage/office building, 

with a newer garage door on the east end and a newer pedestrian door on the north side. The window 

openings on this north side have been infilled. An addition off the west end of the building was put on 

sometime between 1970 and 1991.

A second one-and-a-half-story house, this one cross-gabled, is located nearer to the road, and aerial 

photographs show it was put in place circa 1960 (Figure 106). Based, however, on its appearance, which 

does not reflect architecture of that era, it was moved from another location. This house similarly is on a 

concrete-block foundation, has been clad in vinyl siding, and has replacement doors and windows; an 

asphalt-shingle roof, and vinyl fascia and soffits. The detached two-bay garage off of its southwest corner 

was built sometime after 1991 (Figure 107).

4.19.1 Recommendations

Given the extensive alterations to this property, both to the buildings and as a whole, it would not have the 

integrity to convey any potential significance of the former farmstead under Criterion A, B, or C. None of 

the individual elements are especially distinctive examples of architecture or design as required by the Farms 

Context for significance under Criterion C (Granger and Kelly 2005:7.20). This property is therefore 

recommended as not eligible for listing in the National Register.
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FIGURE 104. 3637 15TH AVENUE SW, HOUSE, LOOKING SW

FIGURE 105. 3637 15TH AVENUE SW, MAINTENANCE BUILDING, LOOKING SW
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FIGURE 106. 3631 15TH AVENUE SW, HOUSE, LOOKING NW

FIGURE 107. 3631 15TH AVENUE SW, GARAGE, LOOKING W
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4.20 KH-WLC-135

House

3055 Highway 12 W

Based on a conversation with its current owner, this house was constructed for his parents in 1965. It is a 

one-story, L-plan house with an attached three-bay garage, and it has a concrete-block foundation (Figure 

108). The property owner indicated that upon his parents’ passing, the third, easternmost bay of the garage 

was added on, the entirety of the house and garage was clad in vinyl siding, and the vinyl soffits were added. 

The house retains several original 1/1 double-hung sash windows and Chicago-style picture windows, the 

latter located on the back (north) side of the house. Windows on the front (north) of the east ell of the 

house appear to be added or replacement sliding windows. Insets containing a row of five glass blocks are 

located in the basement level on the north end of the house, while fixed, single-light windows are in the 

same level on the west side. The cross-gabled roof is clad in asphalt shingles, and an interior brick chimney 

extends above the peak of the ell.

4.20.1 Recommendations

This house has no important associations with historically significant events, patterns, or persons, and it 

therefore does not meet National Register Criterion A or B. It is a modest, fairly non-descript, and modified

house that does not exemplify a specific architectural style; therefore it does not meet Criterion C. This 

property is therefore recommended as not eligible for listing in the National Register.

FIGURE 108. 3055 HIGHWAY 12 W, HOUSE, LOOKING SW
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4.21 KH-WLC-136

House

101 33rd Street NW

This one-and-a-half-story, side-gabled house with concrete-block foundation was built in 1957 (Figure 109). 

The house has been altered with the addition of a shed-wing, open front porch; vinyl siding, soffits, and 

fascia; and replacement doors and windows. The middle section of the house, which connects to the garage, 

extends in an incongruous fashion off the rear of the house, suggesting it was expanded or added between 

the original house and garage prior to the re-siding. The roof is covered in asphalt shingles, and an interior 

brick chimney rises above the peak. A modern, detached garage/workshop is located to the southeast of 

the house (Figure 110).

4.21.1 Recommendations

This house has no important associations with historically significant events, patterns, or persons, and it 

therefore does not meet National Register Criterion A or B. It is a modest, fairly non-descript, and modified 

house that does not exemplify a specific architectural style; therefore it does not meet Criterion C. This 

property is therefore recommended as not eligible for listing in the National Register.

FIGURE 109. 101 33RD STREET NW, HOUSE, LOOKING SW
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FIGURE 110. 101 33RD STREET NW, GARAGE, LOOKING SW

4.22 KH-WLC-137

House

103 33rd Street NW

This circa-1965 house with concrete-block foundation appears to have been converted to a two-story house 

through a dormer addition on the south side of a gable-roofed house (Figure 111). In all likelihood, it was 

a side-gabled house that was, like its two neighbors to the north, not oriented toward the road. It has been 

additionally altered through the installation of vinyl siding, soffits, and fascia, replacement windows and 

doors, and decks on the east and west ends. A new, side-gabled entrance has been constructed below the 

dormer addition. Just to its south is a detached garage (Figure 112).

4.22.1 Recommendations

This house has no important associations with historically significant events, patterns, or persons, and it 

therefore does not meet National Register Criterion A or B. It is a modest, fairly non-descript, and modified 

house that does not exemplify a specific architectural style; therefore it does not meet Criterion C. This 

property is therefore recommended as not eligible for listing in the National Register.
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FIGURE 111. 103 33RD STREET NW, HOUSE, LOOKING NW

FIGURE 112. 103 33RD STREET NW, GARAGE, LOOKING W
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4.23 KH-WLC-138

House

105 33rd Street NW

This circa-1960, one-and-half-story, side-gabled house has a concrete-block foundation. It is not oriented 

toward the road (Figure 113). It has been clad in vinyl replacement siding, and also has vinyl soffits and 

fascia. A deck has been added at the front of the house. Fenestration includes a Chicago-style picture 

window, 1/1 double-hung sash windows, and a newer basement egress window on the west end of the 

house. Opposite the egress window on the east end of the house is an inset containing a row of four glass 

blocks. The roof is clad in asphalt shingles. A large, modern garage is located east of the house (Figure 

114).

4.23.1 Recommendations

This house has no important associations with historically significant events, patterns, or persons, and it 

therefore does not meet National Register Criterion A or B. It is a modest, fairly non-descript, and modified 

house that does not exemplify a specific architectural style; therefore it does not meet Criterion C. This 

property is therefore recommended as not eligible for listing in the National Register.

FIGURE 113. 105 33RD STREET NW, HOUSE, LOOKING NW
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FIGURE 114. 105 33RD STREET NW, GARAGE, LOOKING NE

4.24 KH-WLC-139

House

107 33rd Street NW

This circa-1930, front-gabled bungalow with concrete-block foundation is all that remains of a farmstead 

formerly at this location (Figure 115). It is not oriented toward the road. The house has been altered by 

the enclosure of the front porch, the addition of shed dormers on both sides of the roof, a shed-roof 

addition to the back of the house, and the installation of vinyl siding and soffits, replacement windows and 

doors, and a deck off the west side. A later, vinyl-sided, two-car garage is located north of the house (Figure 

116).

4.24.1 Recommendations

This house has no important associations with historically significant events, patterns, or persons, and it 

therefore does not meet National Register Criterion A or B. It is a modest, fairly non-descript, and modified 

house that does not exemplify a specific architectural style; therefore it does not meet Criterion C. This 

property is therefore recommended as not eligible for listing in the National Register.
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FIGURE 115. 107 33RD STREET NW, HOUSE, LOOKING SW

FIGURE 116. 105 33RD STREET NW, GARAGE, LOOKING NW
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4.25 KH-DTC-001

County Ditch No. 46

The petition for County Ditch No. 46 was submitted by Andrew Larson and others on February 13, 1919, 

and an order established by the Kandiyohi County Board on March 13, 1919, for an engineer to conduct a 

preliminary survey of potentially affected lands (The Willmar Tribune 1919a). Following the completion of 

the remaining procedures required by Minnesota law (see Section 5.1, below), an order establishing the 

ditch was made on August 29, 1919 (The Willmar Tribune 1919b). Bids for construction were received on 

July 15, 1920, and construction of the ditch was completed circa 1922 (The Willmar Tribune 1920, 1921).

County Ditch No. 46 is an open ditch constructed to be eight feet deep with a one-to-one slope (“General 

Specifications for the Construction of County Ditch Number 46. Kandiyohi County, Minnesota,” Minnesota 

Division of Waters, County and Judicial Ditch Files, held at the Minnesota Historical Society, St. Paul) (Figure 

117). It begins approximately 1⁄2 mile east of 30th Street SW, adjacent to the north side of 30th Avenue SW, 

on the southern edge of Section 21 of T119N, R35W, then extends west for approximately 2-1/4 miles, 

where it meets County Ditch No. 10 in Section 19 of T119N, R35W, placing approximately one mile of the 

ditch within the APE. Concrete box culverts carry 19th Avenue SW and CR 55 over the ditch within the APE 

(Figures 118 to 119).

FIGURE 117. COUNTY DITCH NO. 46 AT 19TH AVENUE SW, LOOKING SE
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FIGURE 118. COUNTY DITCH NO. 46 AT 19TH AVENUE SW, LOOKING NW

FIGURE 119. COUNTY DITCH NO. 46 AT COUNTY ROAD 55, LOOKING SE
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4.25.1 Recommendations

County Ditch No. 46, while associated with the pattern of artificial drainage that expanded farming and 

opened up previously unviable areas for Euroamerican settlement in Minnesota, is not associated with this 

pattern in an important way. It was not one of the earliest, did not have an important impact on the 

development of farming in Kandiyohi County or the Willmar area, and did not open up any new areas of 

the state for settlement. It therefore does not meet Criterion A. It is not strongly associated with any 

particular individual and therefore could not meet Criterion B. As a standard, open ditch, it does not 

incorporate outstanding design or engineering or exhibit any distinctive characteristics, and it therefore 

does not meet Criterion C. County Ditch No. 46 is therefore recommended as not eligible for listing in the 

National Register. 

4.26 KH-DTC-002

County Ditch No. 10

This property was determined to be potentially eligible for listing in the National Register by MnDOT prior 

to the Phase I survey, and it is addressed in the following chapter.

4.27 XX-RRD-038

Willmar and Sioux Falls Railway Main Line

The Willmar and Sioux Falls Railway main line was built between 1887 and late 1888 and has not previously 

been evaluated. It is recommended as potentially eligible for listing in the National Register because it is a 

railroad corridor built between 1862 and 1956, a property type defined in and subject to the registration 

requirements provided by the Railroads MPDF. It is further addressed in the chapter following the one on 

County Ditch No. 10.
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PHASE II RESULTS – KANDIYOHI COUNTY DITCH NO. 10 (KH-DTC-002) 

Kandiyohi County Ditch No. 10 was evaluated for its National Register eligibility. Based on the evaluation, 

it is recommended as not eligible for listing in the National Register. The property was evaluated with 

reference to the historic contexts provided below. 

5.1 THE DEVELOPMENT OF ARTIFICIAL DRAINAGE IN MINNESOTA, 

1860-1920

When, in his 1861 address to the legislature, Governor Alexander Ramsey (1861:20) estimated 5,000,000 

acres of “swamp lands” that could be easily reclaimed in Minnesota, these state-owned acres constituted 

less than half of the total “unfit for cultivation” (Palmer 1915:88) at that time due to water content, occupying 

approximately 20 percent of the land area in the state (Marsden 1922:539). In 1860, as had occurred with

other states admitted to the union, Minnesota was legally conveyed the acreage to which Ramsey referred 

by the federal government under an extension of the Swamp Land Act, with the express condition that 

proceeds garnered from their sale or direct appropriation in kind would be applied to constructing levees 

and drainages to reclaim them, “as far as necessary” (Palmer 1915:18, 88). 

The necessity of artificial drainage was, in the main, the creation of viable agricultural land or the 

improvement of existing agricultural land. A 1916 bulletin published by the United States Department of 

Agriculture summarized the improvements that could be achieved, which were likely to result in increased 

yields and, by extension, profits (Smith 1916:23-24). These included the formation of more granulated, 

porous, and friable soil, which improved growing conditions and decreased erosion and flooding; warming 

of the soil, which extended the growing season, lessened the potential for frost damage in the spring and 

fall, and promoted germination; and the facilitation of cultivation: “Land can be plowed earlier in the spring 

and is better pulverized. Crops can be cultivated sooner after a rain, and by closing small ditches with tile 

drains more improved machinery can be used and the cost of cultivation decreased.”

Although creating and improving agricultural land was the expressed intention for constructing artificial 

drainages, couched within it was the need to accommodate the growing numbers of arrivals to Minnesota 

from the east and overseas by supplying some with the means of a livelihood and supplying others with 

sustenance via that livelihood. Further, when drainage allowed for more prospective farmers to settle in the 

state, particularly the western part, it had the effects of proliferating markets, creating railroad traffic, and 

increasing the tax base, promoting the state’s economic well-being (Prince 1997:242). Artificial drainages 

additionally provided health benefits by decreasing mosquito habitats, resulting in significant reduction in 

incidences of malaria (Palmer 1915:2-3; McCorvie and Lant 1993:25-26). From a practical perspective, public 

drainage construction facilitated road building, providing land for and subsequently preventing flooding of 

roads; further, the spoils from ditch construction were used for road-building material (Beauchamp 1987:17; 

State Drainage Commission 1909:27). 

Prior to 1860, the only legislative action pertaining to artificial drainage in Minnesota was the 1858 passage 

of a state law allowing for the formation of corporations to drain presumably non-federally owned lands
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and establishing the conditions under which they would be permitted to construct ditches (Palmer 1915:59). 

As people began to settle into workaday life following the Civil War, however, many of whom turned to 

agriculture, and as railroads began to extend to the western, wetter part of the state, encouraging new 

settlement there, a series of laws were enacted to address artificial drainage. These became increasingly

broader over time with regard to jurisdictional responsibility and spatial extents involved, so that the first 

law, enacted in 1866, allowed for a justice of the peace to hear cases in which a property owner was refused 

permission by another property owner to ditch their lands as he found necessary to drain his own; laws 

enacted in the 1870s shifted this responsibility from the justice of the peace to town supervisors (1877), 

allowed the latter to open ditches to drain public highways (1874), and established the procedures they 

should follow when proposed ditches or drains were to cross town boundaries (1879); and a law enacted in 

1883 removed the responsibility of oversight of proposed ditches or drains over town boundaries from the 

town supervisors to the county commissioners (Palmer 1915:62). In all cases, the burden of payment for 

the construction of the ditches was borne by those private landowners whose lands were determined to 

benefit from said construction, through subsequently levied taxes or assessments. 

The 1883 legislation largely set the procedures by which drainage construction was to be proposed and 

approved for at least the next four decades. Interested landowners were required to create, sign, and file 

with the county auditor a petition for construction of a ditch, which would describe its proposed general 

route. Three uninterested viewers would then be appointed to survey a specific route with a civil engineer, 

estimate construction costs, identify landowners who were to benefit from the ditch and determine the 

division of responsibility among them for the cost of construction, develop a general plan for its 

construction, assess whether the ditch would be of public good, assess property damage that might result 

from construction, and file a report with the county auditor. If the viewers reported that the ditch would be 

of public good, after a period of public notification and, if applicable, addressing any filed protests, the 

commission would hold a public hearing to make an official determination that the ditch would be “of 

public utility or conducive to public health, or of public benefit or convenience” (General Laws of Minnesota 

for 1883, Chapter 108, Section 10) and order construction, subject to a 30-day period for appeals (Palmer 

1915:62). 

At the time this law was passed, Minnesota had long since granted roughly two million acres of its swamp 

lands to railroads, and legislated that the proceeds of whatever swamp lands that were or would be owned 

by the state would be used to help finance state institutions and the common school fund, with no regard 

for the federal directive to use those proceeds for reclamation (Palmer 1915:94). The resultant absence of 

revenue for reclamation efforts is a major reason that “up to 1893 no public drainage work of any magnitude 

had been done in the state” (State Drainage Commission 1909:26). A lack of any other designated funding, 

organized effort for ditch construction, or dedicated authority to direct and oversee such an effort kept 

drainage construction at a minimum through the end of the nineteenth century (Palmer 1915:95).

The first notable attempt at remedying these problems came in 1886 through conventions in the Red River 

Valley instigated by the St. Paul Minneapolis and Manitoba Railway Company and attended by 

representatives and residents of Marshall, Polk, Norman, Clay, and Wilkin counties. These resulted in a 
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valley-wide topographic survey to determine drainage needs and the locations that would meet them; the 

drafting of a comprehensive general drainage law, which among other elements allowed for the 

“organization of drainage districts as municipal corporations” (Crookston Times 1886) and the creation of a 

“state drainage commission . . . to approve and supervise . . . the work of the districts”; and a resolution 

calling on the governor to advise the legislature of the need for state funding to construct drainages in the 

Red River Valley. Although such funding did not gain approval in 1887, important revisions were made to 

general drainage laws that year, including allowance for any county to be organized as a drainage district 

with a permanent board of drainage commissioners having oversight of all drainage-related activities 

(Palmer 1915:68).

More progress was made in 1893, when the legislature made its first appropriation for drainage 

construction, $100,000 divided equally over four years to be used in constructing drainages in the Red River 

Valley, and established a precursor to the State Drainage Commission to oversee the work. This precursor, 

the Red River Board of Audit, included the governor, the secretary of state, the Great Northern’s chief 

engineer, and a representative of the counties. The Board of Audit continued to supervise construction and 

financial matters for another seven years, but the supervision of annual inspections, repairs, and the like 

was taken over in 1897 by an entity called the Board of State Drainage Commissioners, although at that 

time it was concerned only with the Red River Valley (Palmer 1915:69). 

The first decade of the twentieth century marks the beginning of the first systematic activity in public 

drainage, bolstered by a multitude of legislative actions that effected the much-needed authority, effort, 

and funding necessary to developing a full-scale drainage system. In 1901, for example, the Minnesota 

State Drainage Commission was established to identify, locate, and construct drainages in state-owned 

wetlands throughout the state, with an initial appropriation of $25,000 a year in 1901 and 1902 (General 

Laws of Minnesota for 1901, Chapter 90). The year 1905 witnessed the consolidation and revision of all 

existing laws pertaining to the procedures for constructing county and judicial ditches to create a 

comprehensive drainage law for the state (Palmer 1915:70-71). Between 1907 and 1911, over $500,000 was 

allocated to the State Drainage Commission, and another $686,350 was obtained by them through 

assessments against private lands, allowing for drainage construction, various surveys, and improvements 

to existing drainages (Palmer 1915:96-97). The Volstead Act of 1908 provided for government-owned lands 

to be assessed in the same way as those privately owned, providing additional funds for reclamation and 

creating less resistance to drainage construction by private property owners who, as a result of the act, 

would be less financially burdened by it. In 1909, the State Drainage Commission reported that the work 

done throughout the state in 1907 and 1908 in creating drainage systems equaled all of the work completed 

in the 50 years prior (State Drainage Commission 1909:26-27).

By 1915, it was reported that over seven million of Minnesota’s original ten million acres of swamp lands 

had been reclaimed by county, judicial, and state ditches (Palmer 1915:98). Between 1915 and 1920, another 

approximately two million acres were added to the total by the same (Marsden 1922:543). Of the 9,232,709 

acres in Minnesota for which public ditches had been completed or were under construction, according to 

the U.S. Census of 1920, 66,279 were located in Kandiyohi County (Marsden 1922:551).
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5.2 COUNTY DITCH CONSTRUCTION IN KANDIYOHI COUNTY

In September of 1898, The Willmar Tribune reported “The people of the county seem now to be thoroughly 

aroused to the importance of draining the rich lands which heretofore have been useless on account of 

surplus water. Never before have so many petitions for public drains been filed with the county auditor. 

The county board is loaded down with ditch business . . . “ (The Willmar Tribune 1898a).

The “ditch business,” as it were, of Kandiyohi County began with the July 29, 1885, order to establish a ditch

in Willmar and Kandiyohi townships, which would be designated County Ditch No. 1 (Lawson 1905:387). 

After the establishment of two additional ditches in 1886, County Ditch No. 2 in Willmar and County Ditch 

No. 3, which augmented County Ditch No. 1, public drainage activity was slow and sporadic, with County 

Ditch Nos. 4 through 7 established, respectively, in the townships of Whitefield and Falun, Irving, Whitefield, 

and St. Johns between 1888 and 1895. Following, the most intensive period of county drainage activity led 

to the establishment of an additional 43 county ditches between 1898 and 1921. The County and Judicial 

Ditch files of the Minnesota Division of Waters do not contain a file for County Ditch No. 51. The remaining 

14 Kandiyohi County ditches were constructed between the late 1940s and 1986 (Minnesota Division of 

Waters, County and Judicial Ditch Files, held at the Minnesota Historical Society, St. Paul; Kandiyohi County 

2016).

5.3 KANDIYOHI COUNTY DITCH NO. 10

The petition for County Ditch No. 10 was filed by L. O. Thorpe and others in April of 1898 (Lawson 1905:388; 

Chamberlain 1977). It was presented at a meeting of the board of county commissioners on May 16, 1898, 

where it was determined that the ditch would be of public benefit and the petition was accepted. The 

appointed viewers were H. B. Eddy of Whitefield Township, S. A. Syverson of Arctander Township, and John 

G. Flann of Lake Lillian Township (The Willmar Tribune 1898b). The viewers’ report was accepted by the 

board and the ditch designated as Public Ditch No. 10 by the same in September of 1898 (The Willmar 

Tribune 1898c). The sale of ditching jobs for County Ditch No. 10 was held on November 12, 1898, and it 

was constructed between 1898 and 1901 (The Willmar Tribune 1898d; Chamberlain 1977). Once completed, 

County Ditch No. 10 consisted of 9.9 linear miles of open ditch beginning at Foot Lake in the northwest 

quarter of Section 16, Willmar Township and ending at Hawk Creek in Section 10 of Edwards Township 

(Lawson 1905:388).

In 1915, a petition was filed to repair the ditch by making 9.8 miles of the ditch wider and deeper, which 

was approved in 1916 and carried out in 1917 and 1918 (Chamberlain 1977). In 1974, a petition was made 

to improve the ditch through re-sloping several sections and removing a number of trees, citing that “the 

ditch as now constructed does not afford proper adequate drainage of the lands adjacent thereto” (Petition 

to Kandiyohi County Board of Commissioners, May 1, 1974, contained in Minnesota Division of Waters, 

County and Judicial Ditch Files, held at the Minnesota Historical Society, St. Paul). These improvements 

were carried out sometime between 1979 and 1983 (“Plans, Improvement C, County Ditch No. 10, Kandiyohi 

County, Minnesota,” available online at http://www.co.kandiyohi.mn.us/departments/drainage/ 

ditch_construction_plans_and_maps.php).
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5.3.1 Description

County Ditch No. 10 is an open ditch. Based on the most recent improvement plans, it ranges from 8 to 12 

feet deep at the bottom and has a two-to-one slope (“Plans, Improvement C, County Ditch No. 10, Kandiyohi 

County, Minnesota,” available online at http://www.co.kandiyohi.mn.us/departments/drainage/ 

ditch_construction_plans_and_maps.php) (Figure 120). It begins at Foot Lake, then runs west and south, 

ending at Judicial Ditch 7 in Edwards Township. Comparison of aerial photographs indicates that the ditch 

follows its originally constructed route, with the exception of a small alteration in Section 17, T119N, R35W, 

where it was rerouted to accommodate a runway for the first Willmar Airport. Within the APE, concrete box 

culverts carry TH 12, CSAH 5 (30th Street NW), and CR 55 over the ditch, and the ditch runs under CR 40 

(15th Avenue SW) via a corrugated metal pipe culvert (Figures 121 to 123).

5.3.2 Significance

County Ditch No. 10 was established in 1898, 13 years after the first county ditch was established in 

Kandiyohi County; therefore it was not among the earliest ditches constructed. By that time, west-central 

Minnesota had long been open to Euroamerican settlement and farming, so the ditch did not open any 

new areas of the state for such. County Ditch No. 10 was one of many constructed in succession to improve 

farmlands, and its establishment came easily through the standard legal process without any marked public 

involvement or political complications that might impact Minnesota drainage law. While it certainly would

FIGURE 120. COUNTY DITCH NO. 10 AT COUNTY ROAD 55, LOOKING W
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FIGURE 121. COUNTY DITCH NO. 10 AT 30TH STREET NW, LOOKING E-SE

FIGURE 122. COUNTY DITCH NO. 10 AT COUNTY ROAD 55, LOOKING E-SE
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FIGURE 123. COUNTY DITCH NO. 10 AT COUNTY ROAD 40, LOOKING S-SW

have improved surrounding farmland as had intended, no evidence suggests that its impact had a 

significant effect on the agricultural economy of Willmar. For these reasons, County Ditch No. 10 does not 

meet Criterion A. The individuals involved in petitioning for County Ditch No. 10 were not significant with 

regard to agriculture or public drainage history; therefore, the ditch does not meet Criterion B. The ditch, 

as a basic, open ditch does not employ innovative design, construction, or engineering, and it therefore 

does not meet Criterion C. 

5.3.3 Recommendations

Because it does not meet National Register significance criteria, County Ditch No. 10 is recommended as 

not eligible for listing in the National Register.

 

 
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PHASE II RESULTS – WILLMAR AND SIOUX FALLS RAILWAY COMPANY 

MAIN LINE (XX-RRD-038) 

The Willmar and Sioux Falls Railway Company main line was evaluated for its National Register eligibility. 

Based on the evaluation, it is recommended as not eligible for listing in the National Register. The property 

was evaluated with reference to the historic contexts and registration requirements provided in the 

Railroads MPDF. 

6.1 THE WILLMAR AND SIOUX FALLS RAILWAY

The history of the Willmar and Sioux Falls Railway is provided in the Railroads MPDF (Schmidt et al. 2007:E97) as follows:

In 1886, the Willmar and Sioux Falls Railway Company was formed by James J. Hill "to build 

and operate a railroad and telegraph line from Willmar through Granite Falls, Marshall, and 

Pipestone to Sioux Falls by a feasible route" (Prosser 1966:169). The formation of the 

company was prompted by the movements of the Minneapolis and Pacific [Railway 

Company], which sought to tap into the [St. Paul Minneapolis and] Manitoba's wheat 

market west of Minneapolis, "thereby securing ample raw materials and reasonable rates 

for the growing flour milling industry at Minneapolis" (Luecke 1997:116).

When it became clear that the Minneapolis and Pacific would become more than a paper 

road, a line was built in 1885 from St. Cloud to Willmar by the Manitoba-backed St. Cloud 

Mankato and Austin [Railroad Company] (see above). Subsequently, between 1887 and 

1888, the recently formed Willmar and Sioux Falls built a line from Willmar to Sioux Falls, 

running in Minnesota from Willmar to Jasper and then extending southwest to Sherman, 

South Dakota, on its way to Sioux Falls. The line, completed in late 1888, provided a 

connection between Sioux Falls and Lake Superior via the Willmar to St. Cloud line of the 

former St. Cloud Mankato and Austin, the Manitoba line from St. Cloud to Hinckley, and

the soon-to-be-completed Eastern [Railway Company] line from Hinckley to Superior. The 

Willmar and Sioux Falls, along with the rest of these connections, was subsumed by the 

Great Northern in 1907 (Hidy et al. 1988:63; Luecke 1997:115-131).

6.1.1 Description

Within the project APE, the railroad line consists of a single track incorporating wood ties and steel rails 

supported by a slightly raised rail bed (Figure 124). The railroad line remains active as part of the BNSF 

system.

6.1.2 Significance

The Willmar and Sioux Falls Railway line was built beginning in 1887, well after the southern half of western 

Minnesota had been opened to Euroamerican settlement by the previous construction of other railroad 
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FIGURE 124. WILLMAR AND SIOUX FALLS RAILWAY AT COUNTY ROAD 55, LOOKING SW

lines, including the St. Paul Minneapolis and Manitoba main line, which ran through Willmar. Although the 

Willmar and Sioux Falls ultimately allowed for transportation between Lake Superior and both western 

Minnesota wheat and Sioux Falls, South Dakota, it did so via the previously built East St. Cloud to Hinckley 

(1882) and East St. Cloud to Willmar (1885-1886) lines and the concurrently/subsequently built Eastern 

Railway Company line from Hinckley to Lake Superior (1888-1889), thus it did not on its own connect wheat 

or Sioux Falls to Lake Superior. The Willmar and Sioux Falls Railway line was not influential within the state’s 

railroad network in any regard, and as a line built from Willmar west beginning in 1887, it did not make 

important early connections within the network. It additionally did not provide a critical link or junction

between important corridors, because at the time that the Willmar and Sioux Falls line was built, Sioux Falls 

was the western terminus, i.e., no Manitoba-associated corridors with which to link were present at the west 

end (Hufstetler and Bedeau 2007:97). For these reasons, the Willmar and Sioux Falls Railway main line does 

not meet registration requirements for significance under Criterion A.

The registration requirements dictate that railroad corridors will not be eligible under Criterion B or C, and 

are unlikely to be eligible under Criterion D. With regard to the latter criterion, no evidence is present to 

suggest that “further analysis of the [Willmar and Sioux Falls Railway] corridor [would] be likely to yield 

important information about significant aspects of the evolution or development of railroad corridor design, 

operations, or the inter-relationships between railroads and the industrial and commercial operations they 

served” (Schmidt et al. 2007:197), as would be necessary for the corridor to be eligible. 
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6.1.3 Recommendations

Because the Willmar and Sioux Falls Railway main line does not meet the registration requirements for 

significance established by the Railroads MPDF, it is recommended as not eligible for listing in the National 

Register.

 
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SUMMARY OF RECOMMENDATIONS 

In addition to identifying one property that previously was determined eligible for listing in the National 

Register, the Phase I architectural history survey for the Willmar Wye Project identified 26 architectural 

history properties within the APE. Of these, 24 properties were recommended as not eligible for listing in 

the National Register. The remaining two properties, County Ditch No. 10 (KH-DTC-002) and the Willmar 

and Sioux Falls Railway main line (XX-RRD-038) were subject to a Phase II evaluation. Both were found to 

be not eligible due to a lack of significance.

7.1 PROJECT RECOMMENDATIONS

No further architectural history work is recommended in relation to the surveyed properties prior to or 

during construction for the Willmar Wye project. The St. Paul and Pacific Railroad Mainline: St. Anthony to 

Breckenridge RR Corridor Historic District is eligible for listing in the National Register; therefore any further 

work is pending MnDOT’s determination of the effects of the project, if any, on this property.
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REFERENCES CITED 

Beauchamp, Keith H.

1987 A History of Drainage and Drainage Methods. In Farm Drainage in the United States: History, 

Status, and Prospects, edited by George A. Pavelis, pp. 13-29. Economic Research Service, U.S. 

Department of Agriculture, Miscellaneous Publication 1455. Government Printing Office, 

Washington, DC.

Chamberlain, Ted L.

1977 Engineer’s Final Report: Improvement C of County Ditch No. 10 in Kandiyohi County Minnesota. 

Unpublished manuscript in Minnesota Division of Waters, County and Judicial Ditch Files, held at 

the Minnesota Historical Society, St. Paul.

Crookston Times

1886 Drainage Convention. 11 December.

Farm Plat Book Publishing Company

1957 Official County Plat Book and Rural Directory of Kandiyohi County, Minnesota. Farm Plat Book 

Publishing Company, Mankato, MN.

Granger, Susan and Scott Kelly

2005 Historic Context Study of Minnesota Farms, 1820-1960. Gemini Research. Prepared for the 

Minnesota Department of Transportation.

Hidy, Ralph W.

1988 The Great Northern Railway: A History. Harvard Business School Press, Boston, MA.

Hufstetler, Mark and Michael Bedeau

2007 South Dakota’s Railroads: An Historic Context. Renewable Technologies, Inc. Submitted to South 

Dakota State Historic Preservation Office.

Hughlett, Mike

2015 Bird flu still affecting Minnesota turkey production. Star Tribune. 12 August.

Jennie-O Turkey Store

2016 Our History. Available online at http://www.jennieo.com/content/our_history. 

Kandiyohi County Historical Society

1970 The Centennial History of Kandiyohi County, 1870-1970. Color Press, Willmar, MN.
Phase I and II Architectural History Page 106 

Willlmar Connection and Industrial Access

Willmar and Willmar Township, Kandiyohi County 

Lawson, Victor E.

1905 Illustrated History and Descriptive and Biographical Review of Kandiyohi County, Minnesota. Victor 

E. Lawson and J. Emil Nelson, Willmar, MN.

Luecke, John C.

1997 The Great Northern in Minnesota: The Foundations of an Empire. Grenadier Publications, St. Paul, 

MN.

McCorvie, Mary R. and Christopher L. Lant

1993 Drainage District Formation and the Loss of Midwestern Wetlands, 1859-1930. Agricultural 

History 67(4):13-39.

Marsden, Roger

1922 Drainage: Minnesota. In Fourteenth Census of the United States Taken in the Year 1920, Volume 

VII: Irrigation and Drainage, pp. 539-556. Government Printing Office, Washington, DC.

Minnesota Department of Transportation

2011 MnDOT’s Cultural Resources Unit (CRU) Project and Report Requirements. Available online at 

http://www.dot.state.mn.us/culturalresources/consultants/CRU%20Consultant%20Guidelines%202

011.pdf. 

Minnesota State Drainage Commission

1909 Report of the State Drainage Commission on State Drainage Work in Minnesota, January 1, 1907 

to January 1, 1909. Louis F. Dow Co., St. Paul, MN.

Minnesota State Historic Preservation Office (SHPO)

1993 Tier 1: Broad Statewide Contexts, Post Contact Period Contexts. On file at the State Historic 

Preservation Office, St. Paul, MN.

2010 Guidelines for History/Architecture Projects in Minnesota. On file at the State Historic 

Preservation Office, St. Paul, MN.

National Park Service

1983 Secretary of the Interior’s Standards and Guidelines for Archeology and Historic Preservation. 

Available online at http://www.nps.gov/history/local-law/arch_stnds_0.htm. 

2002 How to Apply the National Register Criteria for Evaluation. Available online at http://

www.nps.gov/nr/publications/bulletins/nrb15.

North West Publishing Company

1886 Plat Book of Kandiyohi County, Minnesota. North West Publishing Company, Minneapolis, MN.
Phase I and II Architectural History Page 107 

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Willmar and Willmar Township, Kandiyohi County 

Palmer, Benjamin W.

1915 Swamp Land Drainage with Special Reference to Minnesota. Bulletin of the University of 

Minnesota: Studies in the Social Sciences Volume 5. The University of Minnesota, Minneapolis.

Pizza, Andrea C.

2015 National Register of Historic Place Multiple Property Documentation Form: Minnesota’s 

Nineteenth-Century Masonry Ruins. Available online at 

http://www.nps.gov/nr/feature/places/64501254.htm. 

Prince, Hugh

1997 Wetlands of the American Midwest: A Historical Geography of Changing Attitudes. The University 

of Chicago Press, Chicago, IL.

Prosser, Richard

1966 Rails to the North Star. Dillon Press, Minneapolis, MN.

Ramsey, Alexander

1861 Annual Message of Governor Ramsey to the Senate and House of Representatives of the State of 

Minnesota. William R. Marshall, St. Paul, MN.

Sanborn-Perris Map Company

1893 Willmar, Kandiyohi Co. Sanborn-Perris Map Company, New York, NY.

Schmidt, Andrew J., Andrea C. Vermeer, Betsy H. Bradley, and Daniel R. Pratt

2007 National Register of Historic Places Multiple Property Documentation Form: Railroads in 

Minnesota, 1862-1956. Available online at http://www.dot.state.mn.us/culturalresources/ 

railroads.html. 

Smith, A. G.

1916 Tile Drainage on the Farm. United States Department of Agriculture Farmers Bulletin 524. 

Government Printing Office, Washington, DC. 

Thomas O. Nelson Company

1954 Atlas of Kandiyohi County, Minnesota. Thomas O. Nelson Company, Fergus Falls, MN.

1961 Atlas of Kandiyohi County, Minnesota. Thomas O. Nelson Company, Fergus Falls, MN. 

United States Department of Commerce, Bureau of the Census

1880 Population Schedules of the Tenth Census of the United States, 1880, Minnesota. National 

Archives Microfilm Publications, Washington, D.C.
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W. W. Hixson & Company

1925 Plat Book of Minnesota. W. W. Hixson & Company, Rockford, IL.

Webb Publishing Company

1915 Atlas and Farm Directory with Complete Survey in Township Plats, Kandiyohi County, Minnesota. 

Webb Publishing Company, St. Paul, MN.

1932 Atlas and Farmers’ Directory of Kandiyohi County, Minnesota. Webb Publishing Company, St. Paul, 

MN.

The Willmar Tribune

1898a Notes and Comment. 7 September.

1898b Commissioners Proceedings. 24 May.

1898c The County Board. 28 September.

1898d Sale of Ditching Jobs. 2 November.

1919a Special Meeting of County Board. 26 March.

1919b Commissioners’ Proceedings. 1 October.

1920 Notice of Sale of Ditching Jobs on County Ditch No. 46. 23 June.

1921 Commissioners’ Proceedings. 21 December.
S.P. 3403-74 Appendix N Environmental Assessment/ 

Willmar Rail Connector & Industrial Access Project Environmental Assessment Worksheet

Appendix N – Phase I Archaeological Survey Report
Phase I Archaeological Resources Survey for the 

Value Engineering Roadway Alternative 2

Willmar Wye Project

Kandiyohi County, Minnesota

Township 119 North, Range 35 West, Sections 7, 16, 17, 18, 19 and 20

State Project Number (SP): 3403-74

Federal Project Number: SPR CR16(001)

OSA License Number: 16-032

MnDOT Contract No. 1002991

AUTHORIZED AND SPONSORED BY: 

Minnesota Department of Transportation 

and the Federal Highway Administration

PREPARED BY:

HDR Engineering, Inc.

701 Xenia Avenue South, Suite 600

Minneapolis, Minnesota 55416

PRINCIPLE INVESTIGATOR:

Michael Justin, MS

REPORT AUTHORS:

Dylan Eigenberger, MA

Michael Justin, MS

July 2016
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Management Summary

A public-private partnership including the city of Willmar, Kandiyohi County, the Kandiyohi County 

and City of Willmar Development Commission, the Minnesota Department of Transportation 

(MnDOT), and the BNSF Railway Company is proposing a new rail connection between two existing 

railroad main lines in Willmar, Kandiyohi County, Minnesota, which will require the construction of 

new crossings at County Road 55, Trunk Highway 12, and Trunk Highway 40. The crossings at the 

trunk highways will involve vertical and/or horizontal road realignment. This project, the Willmar 

Connection and Industrial Access Project (Willmar Wye Project), is receiving Federal Railroad 

Administration (FRA) funds and is therefore subject to review under Section 106 of the National 

Historic Preservation Act of 1966, as amended. After discussions between the FRA and the Federal 

Highway Administration (FHWA), with consideration given to project delivery schedule and staffing 

availability, the decision was made that the FRA would be the lead federal agency for delivery of 

physical construction, while the FHWA would be the lead federal agency for completing the project 

environmental document, including Section 106 review. The FHWA delegates authority for 

compliance with Section 106 to the MnDOT Cultural Resources Unit (CRU). To assist with their 

review, the MnDOT CRU contracted with HDR Engineering, Inc. (HDR) to conduct Phase I and II 

archaeological investigations of the project area of potential effects (APE). 

The roadway modifications are part of the Value Engineering Roadway Alternative (Alternative 2) of 

the Willmar Wye railway project (Project) near the city of Willmar in Kandiyohi County, Minnesota in 

sections 7, 16, 17, 18, 19 and 20 of Township 119N, Range 35W. Alternative 2 is needed to address 

roadway impacts associated with the Project’s proposed new railroad connection to the south and 

west of the city of Willmar. Alternative 2 includes a proposed Trunk Highway (TH) 12 realignment 

consisting of an approximately 2.5-mile long, 200-foot-wide corridor located south of the current TH 

12 route, as well as proposed modifications to several roadway components along TH 12, County 

State Aid Highway (CSAH) 55, TH 40, 1st Avenue West and 45th Street Northwest. 

In April 2016, HDR Engineering, Inc. (HDR) conducted an archaeological resources survey for

Alternative 2 and to document previous archaeological work completed for the Project’s Original 

Roadway Alternative (Alternative 1) by AECOM in December 2015. The Willmar Wye project is 

located in the Prairie Lakes North (2n) Archaeological Sub-Region of Minnesota. The Alternative 2

Area of Potential Effects (APE) includes a 200-foot-wide corridor along the proposed 2.5-mile TH 12 

realignment where grading or other surface disturbances will occur, as well as proposed 

modifications to several roadway components along TH 12, CSAH 55, TH 40, 1st Avenue West and 

45th Street Northwest. The Alternative 2 APE encompasses approximately 130 acres. The 

Alternative 1 project area surveyed by AECOM encompassed approximately 374 acres in sections 7, 

8, 17, 18, 19, 20, 29 and 30 of Township 119N, Range 35W.

Phase I investigations were carried out in May 2016 under the direction of Michael Justin, Principal 

Investigator for the Project, under an Annual Archaeological Reconnaissance Survey License (No. 

16-032) issued by the Office of the State Archaeologist (OSA). The Phase I investigations conducted 

by HDR included an assessment of the previous archaeological investigations conducted by 

AECOM in the portions of the Alternative 2 APE that overlap with the Alternative 1 project area, 

background research for the Alternative 2 APE, and archaeological field survey of the TH 12 

realignment segment of the Alternative 2 APE. At the request of MnDOT, HDR also documented all 

previous archaeological work completed in the Alternative 1 project area by AECOM. 
Phase I Archaeological Resources Survey for the Value Engineering Roadway Alternative 2

Willmar Wye Project

ii | July 2016

The Phase I survey identified one new Post-Contact Period archaeological site. Site 21KH0157 is an 

abandoned and razed farmstead traversed by the APE. HDR recommends this site as not eligible for 

listing on the National Register of Historic Places (NRHP). HDR reviewed field maps and survey 

forms produced for the AECOM investigations of the Alternative 1 project area and recommend that 

the survey methodology employed by AECOM is adequate and complete. As such, HDR 

recommends no further work for the Alternative 1 project area. 

HDR recommends that a no historic properties finding be made for the purposes of Section 106 

compliance for Alternatives 1 and 2 of the Willmar Wye Project. 
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Contents 

Management Summary.................................................................................................................................. i

1 Introduction.......................................................................................................................................... 1

2 Methods and Research Design........................................................................................................... 5

2.1 Objectives.................................................................................................................................. 5

2.2 Methods..................................................................................................................................... 5

2.2.1 File Review................................................................................................................... 5

2.2.2 Field Review................................................................................................................. 5

2.2.3 Artifact Processing ....................................................................................................... 6

3 Literature Search................................................................................................................................. 7

3.1 Environmental Context.............................................................................................................. 7

3.2 Cultural Context......................................................................................................................... 7

3.2.1 Paleoindian Tradition (9500–6000 BC)........................................................................ 7

3.2.2 Archaic Tradition (6000–500 BC)................................................................................. 8

3.2.3 Woodland Tradition (500 BC–AD 1650)....................................................................... 8

3.2.4 Mississippian/Plains Village Tradition (AD 1000–1500)............................................... 9

3.2.5 Fur Trade/Contact (1630s–1858)................................................................................. 9

3.2.6 Early Minnesota Military Activity (1800–1890)........................................................... 10

3.2.7 Early Agriculture and River Settlement (1840–1870)................................................. 10

3.2.8 Railroads and Agricultural Development (1870–1940) .............................................. 10

3.3 Background Research............................................................................................................. 11

3.3.1 Previous Archaeological Surveys within One Mile of the TH 12 Realignment 

Segment of the APE................................................................................................... 11

3.3.2 Previously Recorded Archaeological Sites within One Mile of the TH 12 

Realignment Segment of the APE ............................................................................. 11

3.3.3 Historic Maps and Aerial Photograph Review............................................................ 13

3.4 2015 AECOM Investigations ................................................................................................... 21

4 Results............................................................................................................................................... 24

4.1 Section 7, Township119N, Range 35W .................................................................................. 26

4.2 Section 16, Township119N, Range 35W ................................................................................ 27

4.3 Section 17, Township119N, Range 35W ................................................................................ 29

4.4 Section 18, Township119N, Range 35W ................................................................................ 31

4.4.1 Site 21KH0157 ........................................................................................................... 32

5 Summary and Recommendations..................................................................................................... 45

6 References ........................................................................................................................................ 47

Tables 

Table 3-1. Previous archaeological surveys within one mile of the TH 12 Realignment Segment of 

the APE.......................................................................................................................................... 11
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Figures 

Figure 1-1: Project Location.......................................................................................................................... 3

Figure 1-2. AECOM Alternative 1 Project Area in Relation to Alternative 2 APE......................................... 4

Figure 3-1: Previously Identified Cultural Resources within One Mile of the TH 12 Realignment 

Segment of the APE....................................................................................................................... 12

Figure 3-2: 1905 Plat Map of Willmar Township showing APE (Lawson and Nelson 1905) ...................... 15

Figure 3-3. 1915 Plat Map of Willmar Township Showing APE (Webb Publishing Co. 1915) ................... 16

Figure 3-4. 1932 Plat Map of Willmar Township showing APE (Webb Publishing Co. 1932) .................... 17

Figure 3-5. 1938 Aerial Photograph showing APE ..................................................................................... 18

Figure 3-6. 1958 Plat Map of Willmar Township showing APE (Farm Plat Book Publishing Co. 

1958) .............................................................................................................................................. 19

Figure 3-7. 1963 Aerial Photograph showing APE ..................................................................................... 20

Figure 3-8. AECOM Survey Coverage of Alternative 1 Project Area (North Half)...................................... 22

Figure 3-9. AECOM Survey Coverage of Alternative 1 Project Area (South Half) ..................................... 23

Figure 4-1. TH 12 Realignment Segment of the APE Overview................................................................. 25

Figure 4-2. TH 12 Realignment from Intersection of 7th Avenue NW and TH 12. View to 

Southeast ....................................................................................................................................... 26

Figure 4-3. Typical Field Conditions within TH 12 Realignment in Section 7, View to South..................... 27

Figure 4-4. Typical Field Conditions within TH 12 Realignment in Section 16, View to Northeast ............ 28

Figure 4-5. TH 12 Realignment in Section 16 at Intersection with TH 12, View to Northeast .................... 28

Figure 4-6. TH 12 Realignment at intersection with 30th Street NW and Bicycle Path, View to 

West ............................................................................................................................................... 29

Figure 4-7. TH 12 Realignment in Section 17 from CSAH 55, View to East .............................................. 30

Figure 4-8. Typical Field Conditions within TH 12 Realignment in Section 17, View to East..................... 30

Figure 4-9. Grass and Tree-Covered Parcel along TH 12 Realignment in Section 18, View to 

Northwest ....................................................................................................................................... 31

Figure 4-10. TH 12 Realignment in Section 18 from 1st Avenue West, View to Southeast....................... 32

Figure 4-12. 1938 and 1963 Aerial Photographs Showing Farmstead with Results of Current 

Investigation ................................................................................................................................... 35

Figure 4-13. 1991 and 2015 Aerial Photographs Showing Farmstead with Results of Current 

Investigation ................................................................................................................................... 36

Figure 4-14. Site 21KH0157 Overview, View to East ................................................................................. 37

Figure 4-15. Site 21KH0157, Feature 1 Overview, View to Southeast....................................................... 37

Figure 4-16. Site 21KH0157, Feature 1, North Wall, View to East............................................................. 38

Figure 4-17. Site 21KH0157, Feature 1, East Wall, View to South ............................................................ 38

Figure 4-18. Site 21KH0157, Feature 1 Interior, View to West................................................................... 39

Figure 4-19. Site 21KH0157, Feature 1, Silo Foundation, View to Southwest........................................... 39

Figure 4-20. Site 21KH0157, Feature 2 Overview, View to Northwest....................................................... 40

Figure 4-21. Site 21KH0157, Feature 2, South Wall, View to East ............................................................ 40

Figure 4-22. Site 21KH0157, Debris in Vicinity of Feature 2, View to Southeast....................................... 41

Figure 4-23. Site 21KH0157 Debris in Vicinity of Feature 2, View to Northeast......................................... 41

Figure 4-24. Site 21KH0157, Shovel Test Transect from Shovel Test 3, View to East.............................. 42
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Appendices

Appendix A. AECOM Alternative 1 Project Area Survey Forms................................................................A-1

Appendix B. 2016 OSA Annual Archaeological Reconnaissance Survey License....................................B-1
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1 Introduction

A public-private partnership including the city of Willmar, Kandiyohi County, the Kandiyohi County 

and City of Willmar Development Commission, MnDOT, and the BNSF Railway Company is 

proposing a new rail connection between two existing railroad main lines in Willmar, Kandiyohi 

County, Minnesota, which will require the construction of new crossings at County Road 55, Trunk 

Highway 12, and Trunk Highway 40. The crossings at the trunk highways will involve vertical and/or 

horizontal road realignment. This project, the Willmar Connection and Industrial Access Project 

(Willmar Wye Project), is receiving Department of Transportation funds through the Transportation 

Investment Generating Economic Recovery (TIGER) competitive grant program, and is therefore 

subject to review under Section 106 of the National Historic Preservation Act of 1966, as amended. 

FRA is the lead federal agency for delivery of physical construction, and FHWA is the lead federal 

agency for completing the project environmental document, including Section 106 review. FHWA 

delegates authority for compliance with Section 106 to the MnDOT CRU. To assist with their review, 

the MnDOT CRU contracted with HDR to conduct a Phase I and II archaeological investigations of 

the project APE. The Project will grade and/or construct a new mainline railway connection, siding, 

spur line, access roads and mainline extension between the Morris and Marshall subdivisions within 

Kandiyohi County in the western limits of the city of Willmar. The connection on the southern end 

(Marshall subdivision) would be in a “wye” configuration with western and eastern tie-in to the 

mainline. MnDOT proposes roadway modifications as part of the Value Engineering Roadway 

Alternative (Alternative 2) of the Willmar Wye railway project (Project) near the city of Willmar in 

Kandiyohi County, Minnesota in sections 7, 16, 17, 18, 19 and 20 of Township 119N, Range 35W. 

Alternative 2 is needed to address roadway impacts associated with the Project’s proposed new 

railroad connection to the south and west of the city of Willmar. Alternative 2 includes a proposed 

Trunk Highway (TH) 12 realignment as well as proposed modifications to related roadway 

components. The Area of Potential Effects (APE) for Alternative 2 has been identified by the MnDOT 

Cultural Resources Unit (CRU) as encompassing a 200-foot-wide corridor along the proposed 2.5-

mile TH 12 realignment where grading or other surface disturbances will occur, as well as proposed 

modifications to several roadway components along TH 12, County State Aid Highway (CSAH) 55, 

TH 40, 1st Avenue West and 45th Street Northwest (Figure 1-1). The Alternative 2 APE 

encompasses approximately 130 acres based on review of shapefiles provided by WSB & 

Associates, Inc. 

In order to comply with applicable regulations pertaining to cultural resources, MnDOT contracted 

HDR to complete a Phase I archaeological resources survey of the proposed Alternative 2 APE and 

to document previous archaeological work completed for the Project’s Original Roadway Alternative 

(Alternative 1) by AECOM in December 2015 as AECOM did not produce a report of their 

investigations. The Alternative 1 project area surveyed by AECOM encompassed approximately 374 

acres in sections 7, 8, 17, 18, 19, 20, 29 and 30 of Township 119N, Range 35W, and overlaps with 

much of the Alternative 2 APE, with the exception of the majority of the TH 12 realignment (Figure 1-

2). HDR reviewed the results of the previous archaeological investigations completed within the 

components of the Alternative 2 APE that overlap with the Alternative 1 project area and found them 

to be adequate and complete. As such, HDR focused the Phase I survey on the TH 12 realignment 

segment of Alternative 2. After obtaining background information on previously surveyed areas and

previously recorded archaeological sites within a one-mile radius of the TH 12 realignment, HDR 
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conducted Phase I archaeological field work May 24-25, 2016, using a combination of pedestrian 

reconnaissance and subsurface shovel testing. Michael Justin acted as Principal Investigator for the 

project under Office of the State Archaeologist (OSA) License 16-032 (Appendix B).The UTM 

coordinates for the Alternative 2 APE are not given due to the irregular size and discontinuous 

nature of the APE. . 

In addition to the Phase I survey of the Alternative 2 APE, HDR reviewed field maps and survey 

forms produced for the AECOM investigations of the Alternative 1 project area to determine if the 

survey methodology employed by AECOM was adequate. A summary of the results of the AECOM 

investigations is provided in this report.

The environmental and historic contexts, background research, objectives, methods, fieldwork 

results, and management recommendations for the Phase I archaeological resources survey 

completed for this Project are presented in the following sections. 
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Figure 1-1: Project Location
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Figure 1-2. AECOM Alternative 1 Project Area in Relation to Alternative 2 APE
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2 Methods and Research Design

2.1 Objectives 

The Phase I archaeological survey was performed to identify any new or previously recorded 

archaeological resources that may be present within the APE. HDR’s work complies with the 

Secretary of the Interior's Standards and Guidelines for Archeology and Historic Preservation (48 

Federal Register [FR] 44716 44740) (National Park Service 1983) and the Minnesota’s State Historic 

Preservation Office (SHPO) Manual for Archaeological Projects in Minnesota (Anfinson 2005).

2.2 Methods 

The Phase I archaeological resources survey began with a cultural resources file review of the APE. 

Fieldwork conducted for the Project concentrated on the proposed TH 12 realignment of the APE, an 

approximately 2.5-mile-long, 200-foot-wide corridor where grading or other subsurface disturbances 

will occur. The following sections provide a detailed overview of the methods used for the Phase I 

cultural resources investigation for the Project. 

2.2.1 File Review

Background research was conducted for the Project prior to field survey to understand the types of 

historic properties that may be present in the APE. HDR sent a request to SHPO in April 2016 for 

information on identified archaeological sites and previously conducted archaeological surveys 

within one mile of the TH 12 realignment portion of the APE. In April 2016, HDR archaeologist 

Andrew Kurth conducted background research at SHPO and the OSA. HDR also reviewed Official 

General Land Office (GLO) records, historic aerial photographs, and historic plat maps relevant to 

the APE to identify areas with potential for containing historic era cultural resources. The results of 

the background research for the Project are presented in Section 3.3 of this report. HDR also 

reviewed the field maps and field survey forms provided by AECOM to assess the adequacy of the 

previous archaeological investigations conducted in the Alternative 1 project area. The results of the 

AECOM investigations are presented in Section 3.4 of this report. 

2.2.2 Field Review

The fieldwork conducted for this project concentrated on the TH 12 realignment portion of the APE. 

The archaeological survey began with a visual inspection of the TH 12 realignment portion of the 

APE via a walkover survey. Areas of the TH 12 realignment that exhibited obvious disturbance by 

earth-moving or development (for example, road/highway rights-of-way (ROWs), landscaped 

residential yards, modern residential or industrial developments) were documented with 

photographs. Previous investigations completed in components of the Alternative 2 APE that overlap 

with the Alternative 1 project area were found to be adequate and complete so no survey was 

conducted in those areas.

Systematic pedestrian survey was conducted within the TH 12 realignment portion of the APE along 

transects spaced at 15-meter intervals in areas that exhibited a minimum of 25 percent ground 

surface visibility (GSV) and did not exhibit obvious disturbance. Shovel tests were excavated in 

areas where disturbance was not immediately obvious and that exhibited less than 25 percent GSV. 
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Shovel tests were spaced at 15-meter intervals or judgmentally based on the Principal Investigator’s 

assessment of the area’s archaeological potential. Shovel tests were 30 to 40 centimeters (cm) in 

diameter and excavated to a depth of 1 meter (m) or until cultural sterile or disturbed soils were 

sufficiently documented. All excavated soils were screened through a 0.25-inch hardware cloth 

mesh. Shovel test data was recorded on standard forms and in the field notebook, which included 

the survey area locations, shovel test locations, shovel test depth, soil profile, soil texture and 

inclusions, and Munsell color. A Trimble® Global Positioning System (GPS) unit was used to record 

each shovel test location. A digital camera was used to photo-document each survey area. 

Aboveground historic resources at site 21KH0157 were documented with photographs, their 

dimensions noted, and their locations recorded with a Trimble® GPS unit with sub-meter accuracy.

2.2.3 Artifact Processing

Laboratory analysis and artifact curation were not required as no cultural materials were recovered 

during the Phase I survey. 
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3 Literature Search

This section presents a discussion of the regional physiography along with the current conditions of 

the area. A brief overview of past cultural patterns in the region is also presented. 

3.1 Environmental Context

The Willmar Wye project is located in the Prairie Lakes Archaeological Region of Minnesota. The 

following environmental history of this region is summarized from information contained in 

Minnesota’s Environment and Native American Culture History by Gibbon, Johnson, and Hobbs 

(2002).

The topography of the Prairie Lakes archaeological region consists mainly of undulating ground 

moraines. Lake basins are numerous in the region and vary greatly in size. The major topographic 

feature of the area is the Minnesota River trench. Soil types in this region consist of medium- to finetextured prairie soils. Average annual precipitation ranges from 22 to 28 inches. The average 

January high temperature is 24 degrees Fahrenheit and the average July high temperature is 85 

degrees Fahrenheit. The frost-free season lasts from 140 to 160 days. Lakes freeze over by early 

December, and the ice is off the lakes by early April. At the time of Euro-American settlement, the 

vegetation in the region consisted of tall grass prairie, with narrow forests located along river 

bottoms and small wooded groves located in fire-protected areas at major lakes. A principal source 

of wood in the eastern part of the region that developed around the time of Euro-American contact 

was the Big Woods vegetation zone, represented by oak, elm, maple and basswood trees. 

Subsistence resources at the time of Euro-American contact would have included bison, white-tailed 

deer, and elk, with plentiful aquatic mammals, waterfowl, and fish in the many shallow lakes. The 

lakes also provided an assemblage of edible plants, including cattails and water lilies. The uplands 

provided edible plants, including acorns in the oak woods, the ground plum, and the prairie turnip. 

3.2 Cultural Context

The following summaries of cultural contexts relevant to the Willmar Wye project are based partially 

on information contained in a series of statewide historic contexts developed by the Minnesota 

SHPO (Dobbs 1990a; Dobbs 1990b; SHPO 1993), and an overview entitled Minnesota’s 

Environment and Native American Culture History by Gibbon, Johnson, and Hobbs (2002).

3.2.1 Paleoindian Tradition (9500–6000 BC)

The earliest human inhabitants of Minnesota entered the area about 11,000 years ago as the glacial 

front receded from northern Minnesota. These peoples, comprising the Paleoindian Tradition, were 

migratory groups of mobile hunter-gatherers who followed herds of large game animals such as 

bison, woodland caribou, and mastodon into the tundra and open pine and oak forests that 

characterized Minnesota as the glaciers retreated. There is little archaeological evidence of 

Paleoindian inhabitants in Minnesota because they did not generate large artifact deposits. Cultural 

materials left by these people are often deeply buried underneath more recent sediment. 

Archaeological finds from this period consist mainly of isolated discoveries of large and distinct 

projectile points that are characteristic of this tradition. These points are divided into the Fluted Point 

Pattern (Clovis and Folsom points) and the non-fluted Lanceolate Point Pattern (Plano points). Other 
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tool types associated with the Paleoindian Tradition include bifacially flaked knives, simple choppers, 

and large scrapers for processing kills.

3.2.2 Archaic Tradition (6000–500 BC)

As Minnesota became warmer and drier, expanses of prairie began to displace the previously 

forested land. The melting ice exposed new land surfaces with extensive lakes and large, swift rivers 

quite unlike any in present-day Minnesota. The landscape was interspersed with large lakes and 

swiftly flowing rivers fed by the glacial runoff. 

The Pleistocene megafauna died out, and the human inhabitants had to adapt to the altered 

landscape. As a result, new tool types and means of subsistence associated with the Archaic 

Tradition were developed. The Archaic Tradition is distinguished from the Paleoindian Tradition by 

an increased diversity in tool types, a broader range of raw materials from which they were made, 

and increased exploitation of a larger variety of animal and plant communities. This diversity has 

been attributed to the adaptation of Archaic Tradition peoples to local resources and a relative 

abundance of animal and plant resources. The archaeological record of the Archaic Tradition 

displays evidence of the beginnings of cultural variation. Notched and stemmed projectile points, 

along with groundstone tools and chipped-stone scrapers, knives, punches, and drills, are found in 

the Archaic Tradition toolkit. Copper implements appear in archaeological assemblages from about 

7,000 years ago and continued until about 3,500 years ago. 

Four distinct Archaic Tradition contexts have been identified in Minnesota: the Shield Archaic, LakeForest Archaic, Prairie Archaic, and Eastern Archaic. Site locations during this period are generally 

tied to locations near water. These sites appear to have been occupied for longer periods and 

produce larger amounts of artifacts than small encampments, which can be found scattered 

throughout the environment. Small encampments often represent specific resource extraction or use 

of a location that takes advantage of a seasonal event, such as a bison kill site, a floral resource 

gathering site, or a waterfowl breeding site. Artifact deposition at these locations is generally very 

minimal.

3.2.3 Woodland Tradition (500 BC–AD 1650)

Beginning about 3,000 years ago, Minnesota’s climate began to stabilize and resembled the climate 

that exists today. Expanses of prairie were found in the western portion of the state. A swath of oak 

savanna, stretching from the northwest to the southeast, separated the prairie from the pine forests 

of the arrowhead region. 

Woodland Tradition cultures exhibit evidence of an increasingly more sedentary lifestyle. 

Domestication of plants, ceramic technology, long-term recurring occupation of seasonal village 

sites, and mound construction emerged in the Woodland Tradition. These innovations were not 

adopted in all areas of the state at the same time or necessarily together. Because they are not as 

deeply buried, Woodland Tradition sites are encountered more often than Paleoindian Tradition or 

Archaic Tradition sites. Woodland Tradition sites can also be more definitively attributed to a tradition 

based on ceramics and distinct tool types. Known ceramic traditions resulted in division of the 

Woodland Tradition into an Early, Middle, and Late chronological framework. In Minnesota, the 

Woodland Tradition is also divided into an earlier Initial Woodland period (including the Early and 

Middle periods, ca. 500 BC–AD 500) and a later Terminal Woodland period (including the Late 

period, ca. AD 500–1650). 
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Regional differences in the Woodland Tradition resulted in the identification of distinct regional 

complexes, including the Fox Lake phase and Lake Benton phase. The Prairie Lakes region is 

associated with pottery types such as Havanoid, St. Croix, Onamia, Kathio, and Sandy Lake. In 

southern Minnesota, contact with Europeans centered on the Minnesota River because this 

represented the major transportation corridor of the area during contact.

3.2.4 Mississippian/Plains Village Tradition (AD 1000–1500)

About 1,000 years ago, a new tradition developed in southern Minnesota. In the western part of the 

state, this tradition is known as the Plains Village Tradition. In the eastern part of the state, it is 

known as the Mississippian Tradition. These traditions are distinguished from Woodland traditions by 

an intensification of agriculture, including cultivation of corn, and larger, more complex societies. 

These influences spread into southwestern Minnesota from the Missouri River and into southeastern 

Minnesota from the Mississippi River and have possible ties to cultures of the southern U.S. and 

possibly Mexico. Mississippian/Plains Village Tradition sites are distinguished by distinct ceramic 

styles, large village complexes, a greater density of artifacts, and community vegetable storage pits. 

Effigy mounds in the shape of animals such as birds and snakes, as well as flat-topped mounds and 

villages encircled by protective palisades, were constructed during this period.

3.2.5 Fur Trade/Contact (1630s–1858)

By the 1620s, the first European goods may have reached the Upper Midwest through trade with the 

Ottawa and Huron. The first fur trade contact in this area occurred between 1659 and 1660, when 

two French explorers named Sieur des Groseilliers and Sieur de Radisson entered present-day 

Minnesota in search of natural resources, including furs. Increasing numbers of explorers and fur 

tradesmen would reach the area in the years following first contact. This time period is recognized by 

the establishment, operation, and adaptation of gathering fur-bearing mammal hides in exchange for 

other goods and materials. This exchange linked the Northern Plains to a worldwide economic and 

political system. By the late 1670s, a trade agreement had been established between the Dakota 

and merchants in Quebec and Montreal. This relationship initiated the French period of exploration 

and occupation in Minnesota, which lasted into the early 1760s. During this period of French 

influence, much of the state and the surrounding region were occupied with an extensive network of 

forts and fur trading posts.

The 1760s (after the Treaty of Paris) brought a half-century of British activity in Minnesota. This time 

period brought further development of the fur trade industry, with more trading posts and 

consequently major changes in the distribution of Native American people in the region. By 1800, the 

Ojibwa took control of the lakes and forests of northern Minnesota, and the Dakota moved south 

along the Minnesota River Valley. 

After a peace treaty with the British in 1763, the U.S. gained legal possession of the state. The U.S. 

exerted control of Minnesota after Zebulon Pike’s 1805 to 1807 expedition as well as later with the 

establishment of Fort Snelling at the junction of the Minnesota and Mississippi rivers in 1819. The 

changes in Native American life brought about by the French and British presence in Minnesota 

included migrations of Native American populations from the east, depopulation of native peoples in 

certain areas because of introduced diseases and warfare, and gradual movement of the Ojibwa into 

northern Minnesota and of the Dakota into southern Minnesota. The Native American populations in 

Minnesota also began to switch from hunting for subsistence to hunting for trade, and Native 

American manufacturing materials began to be replaced by European materials. 
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Travel and settlement of the state were mostly restricted to corridors along larger bodies of water. In 

1837, the Dakota, Winnebago, and Ojibwa signed treaties that opened up east-central Minnesota to 

logging and settlement, and by 1849 Minnesota had become organized as a Territory. When 

Minnesota gained statehood in 1858, Euro-American settlement increased, bringing a wave of new 

towns, cities, and non-fur trade-related enterprises.

3.2.6 Early Minnesota Military Activity (1800–1890)

Beginning in the mid-nineteenth century, Minnesota Territory representatives appealed to the U.S. 

Congress to appropriate funds to build and maintain a series of five military roads in the state. The 

territorial representatives of the state argued that these roads were justified on the grounds of 

frontier defense and would also aid in territorial settlement and commercial development. In July 

1850, the territorial representatives secured funding for the development of these roads. Over the 

next decade, territorial representatives and the War Department’s United States Army Corps of 

Topographical Engineers would oversee the creation of the five original roads and two additional 

roads. Not all of the roads were completed, but the segments that were completed were used 

heavily by the local population.

Around 1862, growing tension between the Dakota and the U.S. government escalated into violence. 

The U.S. government’s failure to keep its promise of annuities, along with poor dealings with fur 

traders and crop failure, led the Dakota to violence in southern Minnesota. Over a 6-week period, 

many lives were lost on both sides, and the violent action prompted a large-scale evacuation of 

settlement areas in southern Minnesota. Eventually, hostilities ceased, but on December 26, 1862, 

the government rescinded all treaties signed with the Dakota of Minnesota and forcibly removed 

them from the state. 

The eruption of violence in Minnesota in 1862 led to major military expeditions by the U.S. 

government in 1863, 1864, and 1865 within the region. Battles within the state of Minnesota and in 

nearby North Dakota and South Dakota diminished Dakota resistance in the region. While hostilities 

between the U.S. government and the Dakota trailed off over the next decade, a strained 

relationship between the two existed well into the 1890s and, to some extent, still exists today.

3.2.7 Early Agriculture and River Settlement (1840–1870)

Some of the earliest agricultural farming practices in the state occurred in southern Minnesota. 

Treaties with the Ojibwa and Dakota in the early and mid-nineteenth century allowed for European 

settlement in certain areas west of the Mississippi River. Acts passed in the state in the midnineteenth century fostered an influx of settlers from the eastern states and Europe. These initial 

settlers came by steamboat and followed the major rivers and tributaries into the interior of the state. 

Town sites focused on rivers as a source of transportation and power. Town sites often developed 

according to resource need, company/industry need, or via social/ethnic boundaries. Many towns 

developed into agricultural processing and distribution centers. Industries such as milling and 

brewing became widespread throughout southern Minnesota. The initial farming practice of the time 

was subsistence, but farmers in the state were at the cusp of large-scale farming, and began to grow 

wheat as a cash crop.

3.2.8 Railroads and Agricultural Development (1870–1940)

After 1870, railroads were the single most important factor in the rapid growth of agriculture in 

southern Minnesota because their expansion onto the Great Plains expanded the market for cash 
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crops. New railroads in Minnesota opened tillable land to farmers, reduced dependence on risky 

water transportation, and allowed for the transportation of goods and services away from major river 

transportation corridors. Railroads had become the primary mover of crops by the late nineteenth

century. After 1870, an agricultural land boom began as railroads, chambers of commerce, land 

colonization companies, real estate companies, the State Bureau of Immigration, and other private 

and public agencies encouraged settlement of the large expanses of land in southern Minnesota. 

Good soil, a favorable climate, and the low cost of cultivating land made farming profitable. This 

solidified agriculture as the dominant industry in southern Minnesota. Two of the most important 

industrial centers for this time became the milling district in St. Anthony Falls and the meat packing 

operation in South St. Paul. Railroads were paramount in supplying unrefined resources from 

southern Minnesota to these locations.

3.3 Background Research

In April 2016, HDR staff conducted background research at the SHPO and the OSA. Background 

research for the Project focused on previously identified archaeological sites and archaeological 

surveys within the APE and within a one-mile radius of the TH 12 realignment segment of the APE. 

HDR staff also reviewed historical plat maps and aerial photographs using online sources including 

the University of Minnesota John R. Borchert Map Library, Historic Map Works, the State of 

Minnesota GLO Historic Plat Map Retrieval System, and the State of Minnesota Aerial Photography 

database.

3.3.1 Previous Archaeological Surveys within One Mile of the TH 12 

Realignment Segment of the APE

Background research for the Project revealed that no previous archaeological surveys have been 

recorded and documented at SHPO within the APE; however, one previous archaeological survey 

has been conducted within a one-mile radius of the APE (Table 3-1; Figure 3-1). This survey was a 

cultural resources assessment completed for the release of the Willmar Municipal Airport (John Rice 

Memorial Field) property from airport activities. Information on a survey of Alternative 1, which has 

overlapping boundaries with the current project, was provided by MnDOT CRU. Details are provided 

in Section 3.4, below.

Table 3-1. Previous archaeological surveys within one mile of the TH 12 Realignment 

Segment of the APE

SHPO Number Title Author(s) Year

KH-07-04 Survey of Cultural Resources, Section 106 Review, Land 

Release Request, Willmar Municipal Airport, Willmar, 

Minnesota, Kandiyohi County. BMI Project Number 

T41.22255

Maul, Dale E. 2007

None Untitled notes and field maps AECOM 2015

3.3.2 Previously Recorded Archaeological Sites within One Mile of the 

TH 12 Realignment Segment of the APE

Background research revealed no previously identified archaeological sites within the TH 12 

realignment segment of the APE or within a one-mile radius.
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Figure 3-1: Previously Identified Cultural Resources within One Mile of the TH 12 

Realignment Segment of the APE
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3.3.3 Historic Maps and Aerial Photograph Review

GLO maps, historic plat maps and historic aerial photographs were examined to identify areas with 

potential for containing historic era cultural resources located within the TH 12 realignment segment 

of the APE. Archaeological sites may be present in locations where historic resources have been 

documented on historic maps. 

A review of a GLO map dating to 1857 revealed no features related to Euro-American settlement 

within or near the TH 12 realignment (United States Surveyor General 1857). The 1874 Andreas 

Atlas shows the village of Willmar approximately 1 mile to the east of the TH 12 realignment in 

Section 15, Township 119N, Range 35W. The 1874 atlas also shows the St. Paul and Pacific 

Railroad and a parallel unnamed road just to the north of the TH 12 realignment in Section 7 as they 

run southeast to northwest from Willmar to St. John. The 1874 atlas also reveals an unnamed road 

running north to south through the TH 12 realignment along what is now CSAH 55; however, no 

other features are located within the TH 12 realignment (Andreas 1874).

By 1886 Willmar had expanded to include all of Section 15, Township 119N, Range 35W, as well as 

portions of neighboring sections. The railroad and roads in the vicinity of the TH 12 realignment as 

seen on the 1874 plat remain relatively unchanged. Numerous farmstead are present throughout the 

area; however, none are located within the TH 12 realignment (North West Publishing Co. 1886). A 

1905 plat map shows Willmar expanding to the further to the west into Section 16, Township 119N, 

Range 35W. The railroad and roads in the vicinity of the TH 12 realignment as seen on the 1886 plat 

remain relatively unchanged. Numerous farmsteads are still present throughout the area, and a 

structure associated with property owner Ole Rasmussen is present in the TH 12 realignment in the 

NE 1⁄4 of the SE 1⁄4 of the NE 1⁄4 of Section 18, Township 119N, Range 35W. No other farmsteads are 

located within the TH 12 realignment on the 1905 map (Lawson and Nelson 1905) (Figure 3-2). A 

1915 plat map shows the vicinity of the TH 12 realignment remaining much the same as it was in

1905, however the structure in the NE 1⁄4 of the SE 1⁄4 of the NE 1⁄4 of Section 18, Township 119N, 

Range 35W that was attributed to Ole Rasmussen is now associated with A.C. Skoog. In addition, a 

stream that runs roughly southwest to northeast through Section 17, Township 119N, Range 35W

has been channelized and named County Ditch No. 10. Also, the St. Paul and Pacific Railroad is 

now referred to as the Great Northern Railway (Webb Publishing Co. 1915) (Figure 3-3). A plat map 

from 1932 shows the vicinity of the APE remaining much the same as it was in 1905, however the 

structure in the NE 1⁄4 of the SE 1⁄4 of the NE 1⁄4 of Section 18, Township 119N, Range 35W that was 

associated with A.C. Skoog is now associated with Jens Anderson (Webb Publishing Co. 1932) 

(Figure 3-4). 

An aerial photograph from 1938 shows the APE consisting mainly of agricultural fields. The 

farmstead in the NE 1⁄4 of the SE 1⁄4 of the NE 1⁄4 of Section 18, Township 119N, Range 35W is 

present and several buildings are visible. The APE also crosses the southern edge of a farmstead in 

the SE 1⁄4 of the NE 1⁄4, of the NW 1⁄4 of Section 17, Township 119N, Range 35W (Figure 3-5). A 1958 

plat mat shows that the farmstead in the NE 1⁄4 of the SE 1⁄4 of the NE 1⁄4 of Section 18, Township 

119N, Range 35W is still associated with property owner Jens Anderson. This map also reveals a 

new alignment of TH 12 as it runs just south of and parallels the Great Northern Railway (Farm Plat 

Book Publishing Co. 1958) (Figure 3-6). A 1963 aerial photograph shows conditions in the APE 

remaining much the same as they were in the 1938 aerial, with the exception of TH 12 now being 

present south of and parallel to the Great Northern Railway. Modifications to the number and 

arrangement of outbuildings can also be seen at the two farmsteads located within or near the APE

(Figure 3-7). An aerial photograph from 1991 shows the conditions in the APE similar to what they 

were in the 1963 aerial, with the main exception being that the structures associated with the 
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farmstead in the NE 1⁄4 of the SE 1⁄4 of the NE 1⁄4 of Section 18, Township 119N, Range 35W have all 

been removed. Section 4.4.1 of this report discusses the changes to the farmstead in more detail.

Current land use in the APE remains agricultural, as it has been throughout the twentieth and early

twenty-first centuries. The only major change since the 1991 aerial photograph is the presence of 

30th Street SW, and the adjacent bike path, which run north to south along the section line between 

Sections 16 and 17, Township 119N, Range 35W. 
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Figure 3-2: 1905 Plat Map of Willmar Township showing APE (Lawson and Nelson 1905)
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Figure 3-3. 1915 Plat Map of Willmar Township Showing APE (Webb Publishing Co. 1915)
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Figure 3-4. 1932 Plat Map of Willmar Township showing APE (Webb Publishing Co. 1932)
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Figure 3-5. 1938 Aerial Photograph showing APE
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Figure 3-6. 1958 Plat Map of Willmar Township showing APE (Farm Plat Book Publishing 

Co. 1958)
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Figure 3-7. 1963 Aerial Photograph showing APE
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3.4 2015 AECOM Investigations

AECOM performed an archaeological investigation of the Alternative 1 project area of the Willmar 

Wye Project from December 9–13 and December 19, 2015. The Alternative 1 project area consists 

of an approximately 374-acre irregularly-shaped area that extends south from TH 12 near the 

intersection with 45th Street NW, includes the intersection of CSAH 55 and 15th Avenue SW, and 

ends near the intersection of CSAH 55 with CSAH 15 (Figure 1-2). 

Information from the AECOM investigation was limited to field maps and field survey forms that were 

provided to HDR by MnDOT CRU. AECOM divided the Alternative 1 project area into 45 individual 

survey segments labeled numerically and alphabetically. Figures 3-8 and 3-9 present the ground 

surface conditions and survey methodology employed by AECOM in the Alternative 1 project area at 

the time of the 2015 survey. Details regarding the survey methodology, which included pedestrian 

survey and subsurface testing, and results in the 45 survey segments can be found on AECOM’s 

field survey forms, included as Appendix A. There were no archaeological sites recorded in the 

AECOM forms or notes, although two historic barns were noted. HDR reviewed the AECOM field 

maps and survey forms and recommends that the survey methodology employed by AECOM is 

adequate and complete. As such, HDR recommends no further work for the Alternative 1 APE. 
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Figure 3-8. AECOM Survey Coverage of Alternative 1 Project Area (North Half)
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Figure 3-9. AECOM Survey Coverage of Alternative 1 Project Area (South Half)
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4 Results

From May 24–25, 2016, HDR performed a Phase I archaeological resources survey for the Project. 

The archaeological survey focused on the TH 12 realignment segment of the APE (Figure 4-1). HDR 

archaeologist Michael Justin served as the Principle Investigator and conducted the survey with 

HDR archaeologist Dylan Eigenberger. Both Justin and Eigenberger meet the Secretary of the 

Interior’s Professional Qualification Standards for Archaeology as published in 36 CFR 61. For 

documentation purposes the APE where survey was performed (TH 12 realignment) is separated by 

township, range, and section. 

Areas of the APE that overlap with the Alignment 1 project area surveyed by AECOM were not 

surveyed as part of this effort with the exception of an approximately 0.5-mile stretch of the TH 12 

realignment just south of TH 12 in Section 7, Township 119N, Range 35W, and where the TH 12 

realignment crosses CSAH 55. 

Three components of the APE that were not previously surveyed were located in areas of obvious 

disturbance and not considered for survey. These areas include a proposed cul-de-sac on 1st 

Avenue West to the west of CSAH 55 on the grounds of an operating farm complex in the SE 1⁄4 of 

Section 7, Township 119N, Range 35W, improvements to the intersection of 1st Avenue West/CSAH 

55 and TH 12, and shoulder widening along CSAH 55 south of the proposed TH 12 realignment

(Figure 1-1 and 1-2). 

Subsequent to the field survey, the APE was revised to include a new connecting roadway that 

branches off from the TH 12 realignment in the SE 1⁄4 of the NE 1⁄4 of Section 18, Township 119N, 

Range 35 and runs north to south then east to west around a former farmstead area until it reaches 

CSAH 55 (Figure 1-1 and 1-2). The new roadway component traverses an agricultural field, a portion 

of which was examined during survey of the TH 12 realignment just west of the former farmstead 

area. At the time of the TH 12 realignment survey, the field where the connecting roadway is located 

was planted in corn. Based on the negative results of the previous archaeological surveys conducted 

in adjacent agricultural fields, the new roadway component was considered to have low potential for 

containing significant archaeological resources and no survey was conducted. 
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Figure 4-1. TH 12 Realignment Segment of the APE Overview
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4.1 Section 7, Township119N, Range 35W

The TH 12 realignment runs roughly north to south through the SE 1⁄4 of the section over generally 

flat terrain from the intersection of TH 12 and 7th Avenue NW to 1st Avenue W (see Figure 4-1). At 

the time of survey, from north to south the APE traversed the ditched and disturbed ROW of the 

intersection of TH 12 and 7th Avenue NW intersection, a planted corn field with 90 percent GSV, a 

planted soybean field with 90 percent GSV, a ditched stream, and another planted soybean field with 

90 percent GSV (see Figures 4-2 and 4-3). Pedestrian survey of the APE in this section revealed no 

cultural material. No further work is recommended for this portion of the APE. 

Figure 4-2. TH 12 Realignment from Intersection of 7th Avenue NW and TH 12. View to 

Southeast
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Figure 4-3. Typical Field Conditions within TH 12 Realignment in Section 7, View to South

4.2 Section 16, Township119N, Range 35W

The TH 12 realignment runs roughly east to west through the NW 1⁄4 of the section over flat to gently 

rolling terrain from TH 12 to 30th Street SW (see Figure 4-1). At the time of survey, from east to 

west, the APE traversed the ditched and disturbed ROW of TH 12, a planted corn field with 90 

percent GSV, and the ditched and disturbed ROW of 30th Street SW, which includes a paved bike 

path that runs north to south along the east side of the street (see Figures 4-4, 4-5 and 4-6). 

Pedestrian survey of the APE in this section revealed no cultural material. No further work is 

recommended for this portion of the APE.
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Figure 4-4. Typical Field Conditions within TH 12 Realignment in Section 16, View to 

Northeast

Figure 4-5. TH 12 Realignment in Section 16 at Intersection with TH 12, View to Northeast
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Figure 4-6. TH 12 Realignment at intersection with 30th Street NW and Bicycle Path, View 

to West

4.3 Section 17, Township119N, Range 35W

The TH 12 realignment runs roughly east to west through the N 1⁄2 of the section over flat to gently 

rolling terrain from 30th Street SW to CSAH 55 (see Figure 4-1). At the time of survey, from east to 

west the APE traversed the ditched and disturbed ROW of 30th Street SW, a planted soybean field 

with 80 percent GSV, a ditched stream, a planted soybean field with 80 percent GSV, a planted corn 

field with 90 percent GSV, and the ditched and disturbed ROW of CSAH 55 (see Figures 4-7 and 4-

8). Pedestrian survey of the APE in this section revealed no cultural material. No further work is 

recommended for this portion of the APE.
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Figure 4-7. TH 12 Realignment in Section 17 from CSAH 55, View to East

Figure 4-8. Typical Field Conditions within TH 12 Realignment in Section 17, View to East
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4.4 Section 18, Township119N, Range 35W

The TH 12 realignment runs east to west then curves and runs north to south through the NE 1⁄4 of 

section over flat to gently rolling terrain from CSAH 55 to 1st Avenue W (see Figure 4-1). At the time 

of survey, from east to west, the APE traversed a former farmstead area covered with a mix of tall

grass and heavily wooded areas. This former farmstead area was recorded as site 21KH0157 and is 

described in more detail in Section 4.4.1 below. West of the former farmstead area the APE 

traversed a planted corn field with 90 percent GSV then curved to the northwest and traversed an 

area covered by tall grass and scattered trees that was bordered to the northwest and east by 

stands of mature trees (see Figure 4-9). A channelized stream that runs southwest to northeast was 

located within the northwest stand of trees. A review of historic plat maps and aerial photographs 

revealed that no buildings or farmsteads had been located in this area, and it had been cultivated as 

recently as recently as 1963 (see Figures 3-2 through 3-7). The presence of an unnaturally 

undulating ground surface and an old push-pile further indicate prior disturbance in this area. 

Pedestrian survey of this area revealed no features or cultural materials. Northwest of this grassy 

area, the APE traversed another planted corn field with 90 percent GSV (see Figure 4-10). 

Pedestrian survey of the portion of the APE that contains the two cornfields and grassy area 

northwest of the former farmstead area revealed no cultural material. No further work is 

recommended for these portions of the APE. 

Figure 4-9. Grass and Tree-Covered Parcel along TH 12 Realignment in Section 18, View 

to Northwest
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Figure 4-10. TH 12 Realignment in Section 18 from 1st Avenue West, View to Southeast

4.4.1 Site 21KH0157

Site 21KH0157 is an abandoned farmstead located in the NE 1⁄4 of the SE 1⁄4 of the NE 1⁄4 of Section 

18, Township 119N, Range 35W in Kandiyohi County, Minnesota (see Figure 4-1). The site was 

defined based on the farmstead area as represented on historical aerial photographs (see Figures 3-

5, 3-7, and 4-12). The farmstead area consists of a mix of tall grass and heavily wooded areas. 

Grassy openings with scattered groves of young trees are located throughout the southern portion of 

the farmstead area while the northern portion of the farmstead is a heavily wooded overgrown 

shelterbelt. The north half of the APE traverses the heavily wooded area and the south half of the 

APE traverses the grassy openings with scattered trees (see Figure 4-14). 

Historic Map/Aerial Photograph Review

Historical maps reveal the presence of a structure belonging to Ole Rasmussen at this location as 

early as 1905 (Lawson and Nelson 1905) (see Figure 3-2). A 1915 plat map shows a structure in the 

same location with the property now owned by A.C. Skoog (Webb Publishing Co. 1915) (see Figure 

3-3). A farmstead is first visible at this location on an aerial photograph from 1938, which shows a 

residence, a barn, two smaller outbuildings, and an irregular-shaped, indistinguishable feature west 

of the barn that may be an animal enclosure or pen (see Figure 4-11). Plat maps from 1932 (Webb 

Publishing Co. 1932) and 1958 (Farm Plat Book Publishing Co. 1958) reveal the property was

owned by Jens Anderson (see Figures 3-4 and 3-6). By 1961 the property had changed hands and 

was now owned by Art Sordahl (Directory Service Co. 1961). 

An aerial photograph from 1963 reveals that the farmstead had undergone extensive modifications 

since 1938 (see Figure 4-12). Based on the 1963 aerial photograph, the barn appears to have been 

altered as is seems shorter along its north-south axis, and a silo is clearly visible along the east wall

that was not present in 1938. The small outbuilding just to the east of the house in the 1938 aerial 
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has been removed, and the irregular-shaped, indistinguishable feature west of the barn is no longer 

present. A new outbuilding is present to the southeast of the barn where in the 1938 aerial there 

appeared to be a patch of removed soil, possibly a borrow area. The driveway has also been 

modified. The 1938 aerial shows the driveway running southwest from the near northeast corner of 

the farmstead and curving around south of the residence, whereas the 1963 aerial shows the 

driveway running almost due west south of the residence. Overall, the farmstead area appears more 

orderly and better kept than it appeared in 1938. Property ownership was not available from plat 

maps subsequent to 1961, and by 1982 the entire S 1⁄2 of the NE 1⁄4 of Section 18, including the 

farmstead, was annexed by the city of Willmar. The property is currently owned by the city of 

Willmar. Aerial photographs reveal that the buildings within the farmstead had been razed by 1991

(see Figure 4-13). 

Survey Results

Pedestrian survey of the APE within the former farmstead revealed the presence of two sets of 

foundations, one along the southern edge of the APE (Feature 1) and one along the northern edge 

of the APE (Feature 2). 

Feature 1 consists of poured concrete foundations measuring approximately 50 feet north to south 

by 26 feet east to west, as well as a poured concrete silo foundation with an approximately 10-foot 

diameter along the east foundation wall (see Figure 4-12 and Figures 4-15 through 4-19). Large 

metal anchor bolts are spaced evenly along the foundation walls. Two interior wall foundations, 

oriented east to west, created separate bays within the structure. A concrete slab floor was present 

within the foundations. A poured-concrete ramp measuring approximately 4 feet north to south by 8 

feet east to west was found along the west foundation wall. The entire structure was overgrown with 

trees and scrub brush. A mix of mid-twentieth-century and modern household and architectural 

debris, including miscellaneous pieces of metal, a variety of glass food and beverage vessels, and a 

tire, were scattered throughout the foundations. 

Feature 2 consists of poured concrete foundation measuring approximately 16.5 feet north to south 

by 24 feet east to west (see Figures 4-12 and Figures 4-20 through 4-23). Large metal anchor bolts 

are spaced evenly along the foundation walls. A concrete slab floor was present within the 

foundations, and a concrete slab measuring approximately 8 feet north to south by 6.5 feet east to 

west found off of the southeast corner of the foundations. The entire structure was overgrown with 

trees and scrub brush. A scatter of mostly modern debris was found within and around the 

foundations. This debris scatter included metal ductwork, metal buckets, metal fuel barrels, wire 

mesh, asphalt shingles, pieces of Styrofoam, miscellaneous glass food vessels, 1960s to 1970s era 

pop-top aluminum cans, an enamel wash basin, an upholstered reclining chair, a 1980s era Huffy 

bicycle, and a metal rabbit hutch. No structures are evident in the vicinity of Feature 2 on the 1938 or 

1963 aerial photographs; however, the 1963 aerial shows what appears to be a square patch of 

cleared earth at that location. 

In addition to the debris scattered within and near features 1 and 2, a mix of modern and midtwentieth-century household and architectural debris was observed scattered throughout the grassy 

and wooded areas within the site. This debris included multiple metal fuel containers, miscellaneous 

pieces of sheet metal, metal can fragments, wire, galvanized metal ductwork, a 1970s–1980s era 

television set, and a box-spring mattress. 

Four shovel tests were excavated along the centerline of the APE in the vicinity of the residence, 

and two outbuildings west of the residence, as portrayed on the 1938 aerial photograph (see Figure 

4-24). Shovel tests 1 and 2 were excavated in the vicinity of the residence. This area exhibited an 
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unnaturally undulating ground surface that appeared to be disturbed. Shovel test 1 was placed in the 

vicinity of the southeast corner of the former residence just to the east of the disturbed ground 

surface and exhibited an intact profile consisting of 15 cm of very dark brown (10YR 2/2) silt loam 

over very dark grayish brown (10YR 3/2) silt loam with some gravel that continued to a depth of 55 

centimeters below surface (cmbs) before transitioning to a mottled very dark grayish brown (10YR 

3/2) and dark grayish brown (10YR 4/2) silt loam with some gravel. A grayish brown (10YR 5/2) silt 

loam with some gravel subsoil was reached at 70 cmbs and the shovel test was terminated at 85 

cmbs. No artifacts were recovered from this test. Shovel test 2 was placed 15 m north/northwest of 

shovel test 1 in vicinity of the west elevation of the former residence. Shovel test 2 revealed a 

disturbed profile consisting of 15 cm of very dark brown (10YR 2/2) silt loam topsoil over brown 

(10YR 5/3) sand and gravel fill. This fill layer contained numerous pieces of architectural debris of

indeterminate age including pieces of miscellaneous metal and metal wire, and fragments of

concrete, red brick, ceramic drain pipe, and marble slab. At 40 cmbs the test transitioned to very 

dark brown (10YR 2/2) silt loam mixed with the sand and gravel fill material. Small fragments of 

charcoal and slag, and numerous pieces of burned and melted linoleum were found throughout this 

layer along with charred pieces of concrete, wire nails, and miscellaneous pieces of metal. This 

stratum was interpreted as a burn layer and continued until an obstruction impeded further 

excavation of the shovel test at 62 cmbs. The presence of fill mixed with architectural debris 

overlying a burn layer as seen in shovel test 2, which was placed within an area of disturbed ground 

surface in the vicinity of the former residence, indicate that the residence was razed, the structural 

debris burned (at least partially), and the entire area buried over with soil.

Shovel test 3 was placed 15 m west/southwest of shovel test 2 in the vicinity of an outbuilding west 

of the residence that was portrayed on the 1938 aerial photograph. The 1963 aerial photograph 

revealed that this outbuilding had been removed in the intervening years and a portion of the 

driveway now occupying that location. Shovel test 3 revealed 15 cm of very dark grayish brown 

(10YR 3/2) silt loam topsoil over a pale brown (10YR 6/3) sandy silt fill layer that was present to 25 

cmbs. This fill layer contained mostly architectural debris of indeterminate age consisting of less than 

ten window glass fragments, less than 10 red brick fragments, and less than 5 fragments of colorless 

container glass. At 25 cmbs a stratum consisting of very dark brown (10YR 2/2) silt loam with some 

gravel was encountered and continued to a depth of 75 cmbs. No artifacts were recovered from this 

stratum. At 75 cmbs gray (10YR 5/1) silt loam subsoil was reached and was present until excavation 

ceased at 100 cmbs. 

Shovel test 4 was placed 15 west of shovel test 3 in the vicinity of the small, westernmost outbuilding 

that was portrayed on the 1938 aerial photograph. The 1963 aerial photograph revealed that this 

outbuilding had been removed in the intervening years and also shows a larger outbuilding having 

been constructed to the west of the old outbuilding. Shovel test 4 revealed 65 cm of black (10YR 

2/1) silty clay loam over gray silty clay loam subsoil that was present until excavation ceased at 80 

cmbs. The upper stratum contained mostly architectural debris of indeterminate age consisting of 

less than 10 fragments of window glass, a square-cut nail. A terra cotta pot rim sherd, a triangularshaped metal plate, and a metal window latch. A single wire nail was recovered from the subsoil. 
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Figure 4-11. 1938 and 1963 Aerial Photographs Showing Farmstead with Results of Current Investigation
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Figure 4-12. 1991 and 2015 Aerial Photographs Showing Farmstead with Results of Current Investigation
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Figure 4-13. Site 21KH0157 Overview, View to East

Figure 4-14. Site 21KH0157, Feature 1 Overview, View to Southeast
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Figure 4-15. Site 21KH0157, Feature 1, North Wall, View to East

Figure 4-16. Site 21KH0157, Feature 1, East Wall, View to South
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Figure 4-17. Site 21KH0157, Feature 1 Interior, View to West

Figure 4-18. Site 21KH0157, Feature 1, Silo Foundation, View to Southwest
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Figure 4-19. Site 21KH0157, Feature 2 Overview, View to Northwest

Figure 4-20. Site 21KH0157, Feature 2, South Wall, View to East
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Figure 4-21. Site 21KH0157, Debris in Vicinity of Feature 2, View to Southeast

Figure 4-22. Site 21KH0157 Debris in Vicinity of Feature 2, View to Northeast
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Figure 4-23. Site 21KH0157, Shovel Test Transect from Shovel Test 3, View to East

Summary

Minnesota historic farmsteads are primarily eligible to the National Register under Criterion D, 

although on rare occasions they could be considered under Criteria A, B, or C (Terrell 2006). Site 

21KH0157 is an historic farmstead dating to at least 1905 and was present until at least 1963. 

According to the Historic Context Study of Minnesota Farms, 1820-1960 (Granger and Kelly 2005), 

site 21KH0157 is located in the West Central Livestock and Cash Grain farming region. Based on 

the results of the Phase I investigations at this site, and its apparent dates of occupation, this 

farmstead may be associated with four farming developmental periods as identified in the Historic 

Context Study of Minnesota Farms, 1820-1960 (Granger and Kelly 2005) and Historical Archaeology 

of Minnesota Farmsteads (Terrell 2006): 

• Period 4: Industrialization and Prosperity, 1900-1920 

• Period 6: Development of Livestock Industries, 1900-1940 

• Period 7: Depression and Interwar Period, 1920-1940

• Period 8: World War II and the Postwar Period, 1940-1960

However, historic plat maps reveal that the farmstead has been occupied by at least three different 

family households over the years, making site evaluation under Criterion D problematic. As Terrell 

(2006) states, farmsteads that were occupied by multiple successive households present particular 

difficulty in identifying archaeological patterns that could be attributed to a specific household, and 

therefore are poor candidates for research into behavior of individual households. They could be 

used to answer questions regarding regional trends, but changes to the composition of farmstead 

features by successive owners will have a tendency to blur distinctions between contexts. Historic 
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aerial photographs revealed significant alterations to multiple farmstead buildings between 1938 and 

1963, and that all buildings in the farmstead were razed by 1991. Substantial regrading through the 

center of the farmstead for the repositioned driveway caused significant disturbance through central 

“courtyard” of the farmstead compromising integrity. 

Two sets of poured-concrete foundations, associated with a barn and outbuilding, were the only 

structural remains present at the site, and these lie mostly outside the APE. Subsurface testing in 

the vicinity of the former residence indicated that the residence was demolished, burned (at least 

partially), and buried. Subsurface testing in the vicinity of two former outbuildings west of the 

residence also revealed disturbed soil profiles. A low quantity of artifacts were recovered from 

disturbed contexts in the subsurface tests and consisted mainly of undiagnostic architectural debris. 

A mix of modern with some mid twentieth-century architectural and household debris was found 

scattered on the surface throughout the farmstead area. 

Recommendations

While HDR did not complete a formal NRHP evaluation for site 21KH0157, we found that it is, as 

indicated above, a poor candidate for additional research and does not retain integrity because of

alterations to the farmstead complex by multiple unrelated occupants between 1938 and 1963, the 

deliberate razing of the buildings by 1991, and the disturbed context of the artifacts recovered from 

subsurface testing within the APE. HDR also recommends that the low density and lack of diagnostic 

artifacts recovered from subsurface tests, along with the mostly modern nature of the surficial debris 

scatter, suggests that the archaeological features in the site are not present in sufficient quantity and 

quality to answer important research questions related to the farming developmental periods that 

may be associated with this site, or with the farming region where this site is located. As such, HDR 

recommends site 21KH0157 as not eligible for listing on the NRHP. No further work is recommended 

for this location. 
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5 Summary and Recommendations

In May 2016, HDR completed a Phase I Archaeological Resources Survey for the Willmar Wye 

Project’s Value Engineering Roadway Alternative 2. Alternative 2 is needed to address roadway 

impacts associated with the Project’s proposed new railroad connection to the south and west of the 

city of Willmar in Kandiyohi County, Minnesota. Alternative 2 encompasses a proposed TH 12 

realignment, as well as proposed modifications to several roadway components along TH 12, CSAH 

55, TH 40, 1st Avenue West and 45th Street NW in sections 7, 16, 17, 18, 19 and 20 of Township 

119N, Range 35W. The Alternative 2 APE encompasses approximately 130 acres. In addition to the 

Phase I survey of Alternative 2, HDR documented previous archaeological work completed for the 

Project’s Original Roadway Alternative (Alternative 1) by AECOM in December 2015. The Alternative 

1 project area surveyed by AECOM encompasses approximately 374 acres in sections 7, 8, 17, 18, 

19, 20, 29, and 30 of Township 119N, Range 35W.

The survey of Alternative 1 conducted by AECOM included pedestrian survey and subsurface 

testing and resulted in no historic properties recorded. The Phase I archaeological survey conducted 

by HDR of Alternative 2 consisted of pedestrian reconnaissance and subsurface testing. The survey 

identified one new Post-Contact Period archaeological site. Site 21KH0157 is an abandoned and 

razed farmstead traversed by the APE.

Site 21KH0157 lacks research potential and is recommended as not eligible for listing on the NRHP

since the farmstead has been occupied by multiple unrelated households over its years of 

occupation. Changes to the composition of farmstead features, such as the removal and addition of 

structures and the relocation of the driveway, have substantially compromised the integrity of the 

farmstead. 

HDR reviewed field maps and survey forms produced for the AECOM investigations of the 

Alternative 1 project area and recommend that the survey methodology employed by AECOM is 

adequate and complete. As such, HDR recommends no further work for the Alternative 1 project 

area. 

HDR recommends that a no historic properties finding be made for the purposes of Section 106 

compliance for Alternatives 1 and 2 of the Willmar Wye Project.
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6 References

Andreas, A.T.

1874 Illustrated Historical Atlas of the State of Minnesota. A.T. Andreas, Chicago, Illinois

Anfinson S.

2005 SHPO Manual for Archaeological Projects in Minnesota. State Historic Preservation 

Office, St. Paul, Minnesota.

Directory Service Company

1961 Kandiyohi County, Minnesota, Farm Directory 1961. Published by Directory Service 

Company. Provided by Farm and Home Publishers. 

Dobbs, C. A

1990a Outline of Historic Contexts for the Prehistoric Period (ca. 12,000–A.D. 1700). In 

Minnesota History in Sites and Structures: A Comprehensive Planning Series. Institute 

for Minnesota Archaeology Reports of Investigations, Number 37. On file at the State 

Historic Preservation Office, St. Paul, Minnesota.

1990b Historic Context Outlines: The Contact Period Contexts (ca. 1630 A.D.–1820 A.D.). In 

Minnesota History in Sites and Structures: A Comprehensive Planning Series. Institute 

for Minnesota Archaeology Reports of Investigations, Number 39. On file at the State 

Historic Preservation Office, St. Paul, Minnesota.

Farm Plat Book Publishing Co.

1958 Official County Plat Book and Rural Directory of Kandiyohi County Minnesota. Farm Plat 

Book Publishing Co., Mankato, Minnesota.

Gibbon, G. E., C. M. Johnson, and E. Hobbs

2002 Minnesota’s Environment and Native American Culture History. In A Predictive Model of 

Precontact Archaeological Site Location of the State of Minnesota. Edited by G. J. 

Hudak, E. Hobbs, A. Brooks, C. A. Sersland, and C. Phillips. Minnesota Department of 

Transportation, St. Paul.

Granger, S. and S. Kelly

2005 Historic Context Study of Minnesota Farmsteads, 1820-1960. Volumes 1-3. Prepared for 

the Minnesota Department of Transportation, St. Paul, Minnesota. 

Lawson, V.E. and J.E. Nelson

1905 Illustrated History and Descriptive and Biological Review of Kandiyohi County, 

Minnesota. The Pioneer Press Manufacturing Departments, St. Paul, Minnesota. 

National Park Service

1983 Secretary of the Interior’s Standards and Guidelines for Archaeology and Historic 

Preservation. Current version available online at http://www.nps.gov/history/locallaw/arch_stnds_0.htm. National Park Service, Department of the Interior, Washington 

D.C.

North West Publishing Co.

1886 Plat Book of Kandiyohi County Minnesota. Northwest Publishing Co. 
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State Historic Preservation Office (SHPO)

1993 Preserving Minnesota: A Comprehensive Planning Process. Tier II: Post Contact Period 

Contexts (1837–1945). St. Paul, Minnesota. On file at the Minnesota State Historic 

Preservation Office, St. Paul.

Terrell, M.

2006 Historical Archaeology of Minnesota Farmsteads, Historic Context Study of Minnesota 

Farmsteads, 1820-1960. Volume 4. Prepared for the Minnesota Department of 

Transportation, St. Paul, Minnesota.

United States Surveyor General

1857 General Land Office Survey Map of Township 119N, Range 35W. Electronic document, 

ftp://ftp.gisdata.mn.gov/pub/data/basemaps/glo/Kandiyohi/LowResolution/t119r35w5fi01.

pdf. Accessed June 29, 2016. 

Webb Publishing Co.

1915 Atlas and Farm Directory With Complete Survey in Township Plats, Kandiyohi County, 

Minnesota. Webb Publishing Co., St. Paul, Minnesota. 

1932 Atlas and Farmers’ Directory of Kandiyohi County Minnesota. Webb Publishing Co., St. 

Paul, Minnesota.

United States Surveyor General

1857 General Land Office Survey Map of Township 119N, Range 35W. Electronic document, 

ftp://ftp.gisdata.mn.gov/pub/data/basemaps/glo/Kandiyohi/LowResolution/t119r35w5fi01.

pdf. Accessed June 29, 2016. 
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Appendix A. AECOM Alternative 1 Project Area 

Survey Forms
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Appendix B. 2016 OSA Annual Archaeological 

Reconnaissance Survey License
S.P. 3403-74 Appendix O Environmental Assessment/ 

Willmar Rail Connector & Industrial Access Project Environmental Assessment Worksheet

Appendix O – Historical and Archaeological Review and Coordination 

Letters







S.P. 3403-74 Appendix P Environmental Assessment/ 

Willmar Rail Connector & Industrial Access Project Environmental Assessment Worksheet

Appendix P – Noise and Vibration Analysis Report
Noise and Vibration Assessment Report 

Willmar Rail Connector and Industrial Access Project 

(State Project Number: 3403-74) 

September 2016 

Prepared for: 

Minnesota Department of Transportation District 8 

Prepared By: 

HDR Engineering, Inc. 

Minneapolis 
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Contents 

Executive Summary ......................................................................................................................... 4

Project Introduction ........................................................................................................................ 5

Traffic Noise Analysis ...................................................................................................................... 7

Introduction ...................................................................................................................... 7

Methodology ................................................................................................................... 10

Affected Environment ........................................................................................................... 10

Noise Monitoring .................................................................................................................. 10

Noise Modeling ..................................................................................................................... 11

Noise Model Results ............................................................................................................. 12

Traffic Noise Abatement Analysis ..................................................................................... 14

Noise Barrier Evaluation ....................................................................................................... 14

Noise Barrier Analysis Results ............................................................................................... 15

Construction Noise .......................................................................................................... 20

Conclusions ..................................................................................................................... 21

Train Noise and Vibration Analysis ............................................................................................... 22

Introduction .................................................................................................................... 22

Methodology ................................................................................................................... 23

Affected Environment ........................................................................................................... 23

Existing Noise Exposure Monitoring ..................................................................................... 23

Train Noise and Vibration Analysis ................................................................................... 24

Noise Screening ..................................................................................................................... 24

General Noise Assessment.................................................................................................... 25

Noise Mitigation .................................................................................................................... 27

Vibration Screening ............................................................................................................... 27

Construction Noise .......................................................................................................... 28

Conclusions ..................................................................................................................... 29

Appendix A – Figures .................................................................................................................... 30

Appendix B – Traffic Noise Modeling Results ............................................................................... 31
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Appendix C – Noise Barrier Cost Effectiveness Results ................................................................ 40
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Executive Summary 

This noise and vibration assessment evaluated the effect of the proposed State Project 3403-74 

Willmar Rail Connector and Industrial Access Project on traffic-generated noise levels and traingenerated noise and vibration levels. 

Traffic noise was evaluated in accordance with the Federal Highway Administration’s (FHWA) 

Procedures for Abatement of Highway Traffic Noise and Construction Noise (23 CFR 772) and 

the Minnesota Department of Transportation’s (MnDOT) Noise Policy (effective date: June 15, 

2015). Under both Build Alternative 1 and Build Alternative 2, Minnesota Pollution Control 

Agency (MPCA) noise standards are exceeded at modeled receptor locations in the project 

area; therefore, noise abatement in the form of a noise barrier must be considered. Cost 

effectiveness of noise barriers was calculated and one barrier was found to be feasible and 

reasonable and is recommended under Alternative 1. Noise barriers were not found to be 

feasible and reasonable under Alternative 2 and are not proposed as part of the project. 

Train noise and vibration were evaluated in accordance with the Federal Transit 

Administration’s (FTA) Transit Noise and Vibration Impact Assessment manual (2006). Five 

moderate noise impacts were identified at residential receptors due to their proximity to atgrade crossings where locomotive horns would be used. No severe noise impacts were 

identified. No vibration-sensitive receptors were identified through the vibration screening 

process, so no further vibration assessments were performed. 

Construction of the proposed project would result in a temporary increase in noise levels 

relative to existing conditions. Elevated noise levels are, to a degree, unavoidable for this type 

of project. However, construction should be limited to daytime hours as much as possible. If 

needed, construction noise may be further mitigated with mindful scheduling and placement of 

construction equipment. 
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Project Introduction 

The purpose of this noise and vibration assessment is to evaluate and document the effect of 

the proposed State Project 3403-74 Willmar Rail Connector and Industrial Access Project on 

traffic-generated noise levels and train-generated noise and vibration levels. The Willmar Rail 

Connector and Industrial Access Project will provide a direct connection between the Marshall 

and Morris Subdivisions of the BNSF rail network. Providing this direct connection will decrease 

the number of trains that need to pull into the rail yard in downtown Willmar. The project also 

includes a rail spur that will provide access to the city of Willmar’s industrial park as well as 

roadway improvements and realignments to accommodate the proposed rail changes. 

Noise is defined as any unwanted sound. Sound travels in a wave motion and produces a sound 

pressure level. This sound pressure level is commonly measured in decibels. Decibels (dB) 

represent the logarithm of the ratio of a sound energy relative to a reference sound energy. 

For environmental noise, an adjustment, or weighting, of the high- and low-pitched sound is 

often made to approximate the way that an average person hears sound. The adjusted sound 

levels are stated in units of “A-weighted decibels” (dBA). A sound increase of 3 dBA is barely 

noticeable by the human ear, a 5 dBA increase is clearly noticeable, and a 10 dBA increase is 

perceived as twice as loud. Table 1, below, provides a rough comparison of the noise levels of 

some common noise sources. 
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TABLE 1 – DECIBEL LEVELS OF COMMON NOISE SOURCES 

Source: Minnesota Pollution Control Agency, http://www.pca.state.mn.us/index.php/air/air-monitoring-and-reporting/airemissions-modeling-and-monitoring/noise-program.html 

Vibration consists of rapidly fluctuating motions. Ground-borne vibration (GBV) can be a 

serious concern for residents or at facilities that are vibration-sensitive, such as laboratories or 

recording studios. In contrast to airborne noise, ground-borne vibration is not an everyday 

experience for most people. Most perceptible indoor vibration is caused by sources within a 

building such as the operation of mechanical equipment, movement of people, or slamming of 

doors. Typical outdoor sources of perceptible ground-borne vibration are construction 

equipment, steel-wheeled trains, and traffic on rough roads, though in most soils GBV 

dissipates very rapidly. 
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Traffic Noise Analysis 

Introduction 

This analysis evaluates the changes to the roadway network and includes modeled traffic noise 

levels for existing (2016) and future (2040) No Build and Build conditions. 

In Minnesota, traffic noise is evaluated by measuring and/or modeling the traffic noise levels 

that are expected to be exceeded 10 percent and 50 percent of the time during the hours of the 

day and/or night that have the loudest traffic noise levels. The noise level descriptors used to 

characterize traffic noise are the L10 and L50. The L10 is the noise level that is exceeded for a 

total of 10 percent, or 6 minutes, of an hour. The L50 is the noise level that is exceeded for a 

total of 50 percent, or 30 minutes, of an hour. 

Along with the volume of traffic and other factors (e.g. topography of the area and vehicle 

speed) that contribute to the loudness of traffic noise, the distance of a receptor from a sound’s 

source is also an important factor. Sound level decreases as distance from a source increases. 

A rule of thumb regarding sound level decrease due to increasing distance from a line source 

(roadway) that is commonly used is: beyond approximately 50 feet from the sound source, each 

doubling of distance from the line source over hard ground (such as pavement or water) will 

reduce the sound level by 3 dBA, whereas each doubling of distance over soft ground (such as 

vegetated or grassy ground) results in a sound level decrease of 4.5 dBA. 

The Minnesota Pollution Control Agency (MPCA) established noise standards for daytime and 

nighttime periods. For residential land uses (identified as Noise Area Classification 1 or NAC-1), 

the MPCA standards for L10 are 65 dBA for daytime and 55 dBA for nighttime; the standards for 

L50 are 60 dBA for daytime and 50 dBA for nighttime. The MPCA defines daytime as 7:00 AM to 

10:00 PM and nighttime from 10:00 PM to 7:00 AM. State noise standards are depicted in 

Table 2. 

TABLE 2 – MINNESOTA STATE NOISE STANDARDS 

MPCA State Noise Standards 

Land Use Code Daytime (7 AM – 10 PM) 

dBA 

Nighttime (10 PM – 7:00 AM) 

dBA 

Residential NAC-1 L10 of 65 L50 of 60 L10 of 55 L50 of 50

Commercial NAC-2 L10 of 70 L50 of 65 L10 of 70 L50 of 65

Industrial NAC-3 L10 of 80 L50 of 75 L10 of 80 L50 of 75

The State noise standards apply to the project section of the Willmar Rail Connector and 

Industrial Access Project with the proposed roadways changes (see Figures 1 and 2 in Appendix 

A). Exemptions to State noise standards are found in Minnesota Statutes 2000, Section 116.07 
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subd. (2a). Minnesota Statutes 2000, Section 116.07 subd. (2a) identifies the conditions and 

roadway types that are exempt from the State noise standards. 

The Federal Highway Administration’s (FHWA) Procedures for Abatement of Highway Traffic 

Noise and Construction Noise is presented in the Code of Federal Regulations, Title 23 Part 772 

(23 CFR 772). This regulation establishes the noise abatement criteria (NAC) for various land 

uses. Noise abatement measures will be considered when the predicted noise levels approach 

(within 1 dBA) or exceed those values shown for the appropriate activity category in Table 3, or 

when the predicted traffic noise levels substantially exceed the existing noise levels. MnDOT 

has defined an increase over existing noise levels of 5 dBA or greater as a substantial noise level 

increase. 
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TABLE 3 – FHWA NOISE ABATEMENT CRITERIA 

FHWA Noise Abatement Criteria

Activity

Category

Activity 

Criteria (1,2)

L10 dBA

Evaluation

Location Activity Description

A 60 Exterior

Lands on which serenity and quiet are of extraordinary 

significance and serve an important public need and where the 

preservation of those qualities is essential if the area is to 

continue to serve its intended purpose.

B 70 Exterior Residential

C 70 Exterior

Active sport areas, amphitheaters, auditoriums, campgrounds, 

cemeteries, day care centers, hospitals, libraries, medical 

facilities, parks, picnic areas, places of worship, playgrounds, 

public meeting rooms, public or nonprofit institutional structures, 

radio studios, recording studios, recreation areas, Section 4(f) 

sites, schools, television studios, trails, and trail crossings

D 55 Interior

Auditoriums, day care centers, hospitals, libraries, medical 

facilities, places of worship, public meeting rooms, public or 

nonprofit institutional structures, radio studios, recording studios, 

schools, and television studios

E(3) 75 Exterior Hotels, motels, offices, restaurants/bars, and other developed 

lands, properties or activities not included in A-D or F

F -- --

Agriculture, airports, bus yards, emergency services, industrial, 

logging, maintenance facilities, manufacturing, mining, rail yards, 

retail facilities, shipyards, utilities (water resources water 

treatment, electrical), and warehousing

G -- -- Undeveloped lands that are not permitted

1

 L10 shall be used for impact assessment 

2

 The L10 Activity Criteria values are for impact determination only, and are not design standards for noise 

abatement measures. 

3

 Includes undeveloped lands permitted for this activity category.
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Methodology 

Affected Environment 

The purpose of this noise analysis is to determine the impacts of the proposed project’s trafficgenerated noise levels on noise-sensitive receptors (residences, businesses, etc.) with frequent 

outdoor human activity in the vicinity of the proposed project. It is also important to note that 

the proposed project setting includes other noise sources in the area that may have some 

effect on ambient noise levels (e.g. trains). 

Noise Monitoring 

Existing traffic noise levels were measured in the field and then compared against computer 

modeling results to evaluate the accuracy of the computer model and modeler. If the modeled 

and measured levels are within + or - 3 dBA of one another, this is an indication that the model 

and modeler are within the accepted level of accuracy. 

Existing noise levels were monitored at three sites within the project area to validate the noise 

model. Noise monitoring locations are described below and depicted on Figures 1 and 2 in 

Appendix A. 

 Monitoring site A is located along the south side of US 12 just west of CSAH 5 (see Figures 

1 and 2 in Appendix A). 

 Monitoring site B is located along the north side of TH 40 east of CSAH 55 (see Figures 1 

and 2 in Appendix A). 

 Monitoring site C is located along the south side of TH 40 east of CSAH 55 (see Figures 1 

and 2 in Appendix A). 

Noise levels were monitored on June 24, 2016. Traffic noise measurements were conducted in 

accordance with FHWA-PD-96-046 Measurement of Highway Related Noise (May 1996) and 

MPCA guidelines. 

The measured and modeled noise levels for each of the monitoring sites selected along the 

project corridor are presented in Table 4. Each set of predicted and measured data was found 

to be within the acceptable + or - 3 dBA tolerance; therefore, the model and modeler are 

considered to be validated. 
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TABLE 4 – MODEL VALIDATION RESULTS 

Hourly A-Weighted Sound Level (dBA)

Existing Monitored Results Existing Modeled Results Difference

Monitoring Location L10 Monitoring Location L10 L10

A 67.7 A 70.1 2.3

Monitoring Location L10 Monitoring Location L10 L10

B 61.4 B 62.3 0.9

Monitoring Location L10 Monitoring Location L10 L10

C 58.8 C 59.5 0.7

Noise Modeling 

Traffic noise impacts were assessed by modeling noise levels at receptor sites likely to be 

affected by construction of the proposed project. Traffic noise levels were modeled at 32 

representative receptor locations throughout the project corridor. A majority of these receptor 

locations represented residential land uses. The locations of the modeled receptor sites are 

illustrated in Figures 1 and 2 in Appendix A. Land uses (residential, commercial, etc.) are listed 

with each modeled receptor location in Tables 12-15 in Appendix B. 

Noise modeling was done using the noise prediction program “MINNOISEV31,” a version of the 

FHWA “STAMINA” model adapted by MnDOT. This model uses traffic volumes, speed, class of 

vehicle, and the typical characteristics of the roadway being analyzed (e.g. roadway horizontal 

and vertical alignment). Noise model input files were developed based on the following 

assumption: 

 Traffic data input into the MINNOISEV31 noise model included existing (year 2016) and 

future (year 2040) No Build and Build traffic volumes. Year 2040 was identified as the 

future year for analysis. 

In general, higher traffic volumes, vehicles speeds, and numbers of heavy trucks increases the 

loudness of highway traffic noise. The worst hourly traffic noise impact typically occurs when 

traffic is flowing more freely and when heavy truck volumes are the greatest. For determining 

the worst-case traffic noise hour, traffic noise levels for the entire day were modeled at five 

representative receptor locations along the project corridor under existing conditions, taking 

into account the appropriate vehicle mix (i.e. cars, medium trucks, heavy trucks), seasonal 

traffic variations where appropriate, and directional split in traffic volume (i.e. northbound 

versus southbound). 

The daytime L10 levels for each of the modeled time periods are summarized in Table 5. Based 

on this analysis, it was determined that the time period from 4:00 PM to 5:00 PM represents 
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the worst-case daytime traffic noise hour, and the time period from 6:00 AM to 7:00 AM 

represents the worst-case nighttime traffic noise hour. 

TABLE 5 – LOUDEST NOISE HOUR MODELING RESULTS 

Daytime L10 (dBA) 

Begin 

Hour REC 10 REC 15 REC 21 REC 31 

7:00 AM 60.8 58.9 58.0 63.3 

8:00 AM 60.7 58.8 57.9 63.1 

9:00 AM 60.1 58.3 57.4 62.6 

10:00 AM 60.6 58.7 57.8 63.0 

11:00 AM 60.1 58.2 57.4 62.6 

12:00 PM 60.9 59.0 58.1 63.4 

1:00 PM 60.5 58.6 57.7 63.0 

2:00 PM 61.2 59.2 58.4 63.6 

3:00 PM 61.3 59.3 58.4 63.8 

4:00 PM 61.9 59.8 59.0 64.3 

5:00 PM 60.5 58.5 57.6 63.0 

6:00 PM 57.6 55.8 55.0 60.2 

7:00 PM 56.3 54.5 53.7 58.7 

8:00 PM 57.7 55.9 55.1 60.2 

9:00 PM 56.9 55.1 54.3 59.4 

Nighttime L10 (dBA) 

10:00 PM 55.1 53.4 52.6 57.5 

11:00 PM 52.7 51.1 50.3 55.2 

12:00 AM 54.1 52.5 51.7 56.5 

1:00 AM 52.8 51.2 50.5 55.4 

2:00 AM 51.5 50.0 49.3 54.2 

3:00 AM 51.7 50.2 49.4 54.2 

4:00 AM 53.0 51.4 50.7 55.6 

5:00 AM 56.6 54.9 54.1 59.1 

6:00 AM 60.2 58.3 57.5 62.7 

Noise Model Results 

Results of the noise modeling analysis are tabulated in Tables 12-15 in Appendix B. The 

following describes the results of the traffic noise analysis for existing (2016), future (2040) No 

Build conditions, and future (2040) Build conditions. 

Existing (2016) daytime traffic noise levels range from 47.8/40.9 dBA (L10/L50) to 64.0/56.6 

dBA (L10/L50), whereas nighttime noise levels range from 44.3/34.8 dBA (L10/L50) to 

59.3/50.0 dBA (L10/L50). Modeled traffic noise levels exceed the MPCA daytime L10 standard 
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at 0 of 32 receptors and the daytime L50 standard at 0 of 32 receptors. Modeled noise 

levels exceed the MPCA nighttime L10 standard at 10 of 32 receptors and the nighttime L50

standard at 0 of 32 receptors. Modeled traffic noise levels exceed the FHWA criteria at 0 of 

32 receptors. 

Future (2040) No Build daytime traffic noise levels range from 48.0/41.1 dBA (L10/L50) to 

65.1/57.4 dBA (L10/L50), whereas nighttime traffic noise levels range from 44.6/35.1 dBA 

(L10/L50) to 60.2/51.1 dBA (L10/L50). Under the No Build alternative, modeled traffic noise levels 

(daytime and nighttime) vary 0.1 dBA to 2.2 dBA over existing conditions. Modeled traffic 

noise levels exceed the MPCA daytime L10 standards at 1 of 32 receptors and the daytime L50

standard at 0 of 32 receptors. Modeled traffic noise levels exceed the MPCA nighttime L10

standards at 17 of 32 receptors and the nighttime L50 standard at 2 of 32 receptors. Modeled 

traffic noise levels exceed the FHWA criteria at 0 of 32 receptors. 

Alternative 1 

Under future Build (2040) Alternative 1 daytime traffic noise levels range from 49.0/43.6 dBA 

(L10/L50) to 65.8/57.2 dBA (L10/L50). Nighttime traffic noise levels range from 45.6/38.4 dBA 

(L10/L50) to 61.1/51.0 dBA (L10/L50) with future (2040) Build conditions. Modeled noise levels 

(daytime and nighttime) vary 0.3 dBA to 3.4 dBA from existing (2016) conditions. Modeled 

traffic noise levels exceed the MPCA daytime L10 standard at 1 of 32 receptors and the daytime 

L50 standard at 0 of 32 receptors. Modeled traffic noise levels exceed the MPCA nighttime L10

standard at 17 of 32 receptors and the nighttime L50 standard at 1 of 32 receptors. Noise 

levels are predicted to substantially exceed (greater than 5 dBA) existing noise levels at 0 of 32 

receptors. Modeled traffic noise levels exceed the FHWA criteria at 0 of 32 receptors. 

Alternative 2 

Under future Build (2040) Alternative 2 daytime traffic noise levels range from 47.4/43.6 dBA 

(L10/L50) to 66.4/56.3 dBA (L10/L50). Nighttime traffic noise levels range from 44.6/39.1 dBA 

(L10/L50) to 61.5/49.8 dBA (L10/L50) with future (2040) Build conditions. Modeled noise levels 

(daytime and nighttime) vary -14.1 dBA to 9.1 dBA from existing (2016) conditions. Modeled 

traffic noise levels exceed the MPCA daytime L10 standard at 1 of 32 receptors and the daytime 

L50 standard at 0 of 32 receptors. Modeled traffic noise levels exceed the MPCA nighttime L10

standard at 4 of 32 receptors and the nighttime L50 standard at 0 of 32 receptors. Noise levels 

are predicted to substantially exceed (greater than 5 dBA) existing noise levels at 2 of 32 

receptors. Modeled traffic noise levels exceed the FHWA criteria at 0 of 32 receptors. 
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Some modeled receptor locations are projected to experience a decrease in traffic noise levels 

with Alternative 2. These decreases were generally observed at locations where the new 

alignment will shift traffic volumes to different routes. Table 6 provides of summary of the 

traffic noise impacts. 

TABLE 6 – SUMMARY OF NOISE IMPACTS 

ALTERNATIVE 

DAYTIME (dBA) NIGHTTIME (dBA)

L10 L50 >5 increase L10 L50 >5 increase

Existing 0 0 0 10 0 0

No-Build 1 0 0 17 2 0

Alternative 1 1 0 0 17 1 0

Alternative 2 1 0 2 4 0 2

Traffic Noise Abatement Analysis 

Under both Build Alternative 1 and Build Alternative 2, MPCA noise standards are exceeded at 

modeled receptor locations in the project area; therefore, noise abatement in the form of a 

noise barrier must be considered. However, any of the noise abatement measures listed below 

shall be considered if a noise barrier is determined not feasible or not reasonable: 

 Traffic management measures including, but not limited to, traffic control devices and 

signing for prohibition of certain vehicle types, time-use restrictions for certain vehicle 

types, modified speed limits, and exclusive lane designations. (This option may not be 

practical for most state interstate highways.) 

 Alteration of horizontal and vertical alignments (usually considered in the evaluation 

and comparison of noise impacts of various project build alternatives). 

 Acquisition of real property or interests therein (predominately unimproved property) 

to serve as a buffer zone to preempt development which would be adversely impacted 

by traffic noise. This measure may be included in Type I projects only. 

 Noise insulation of Activity Category D land use facilities listed in Table 3. Postinstallation maintenance and operational costs for noise insulation are not eligible for 

Federal-aid funding. 

Noise Barrier Evaluation 

Noise barrier construction decisions are based on a study of feasibility and reasonableness. 

Engineering feasibility is determined by physical and /or engineering constraints (i.e. whether a 

noise barrier could feasibly be constructed on the site) and acoustical feasibility is based on at 

least one impacted receptor (per proposed barrier) receiving a reduction of 5 dBA or more. 

There are three reasonableness factors that must be met for a noise abatement measure to be 

considered reasonable. 
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1. A noise reduction design goal of at least 7 dBA must be achieved at a minimum of one 

benefited receptor for each proposed noise abatement measure to be considered 

reasonable. 

2. A cost effectiveness threshold of $43,500 per individual benefited receptor has been 

established, based on an estimated construction cost of $20/ft2 for noise walls 

(additional costs of some items such as guard rail, rub rail, purchased right-of-way, etc.., 

shall be added to the baseline unit costs cited above for the purpose of cost estimation). 

3. The viewpoints of the property owners and residents of all benefited receptors shall be 

solicited and considered in reaching a decision on the abatement measures to be 

provided. Please see Section 5.3.3 of the MnDOT Noise Policy (effective date: June 15, 

2015) for a detailed explanation of the voting system. If 50% or greater of all possible 

voting points from benefited receptors for a barrier are received on the first solicitation 

(typically by mail and/or ballot received at a public meeting), then a simple majority of 

voting points cast will be used to determine if the proposed barrier will be constructed 

or not. If less than 50% of all possible points for a barrier are received on the first 

solicitation, a second solicitation (typically by mail) will be sent to benefited receptors 

who did not respond to the first solicitation. If after the second solicitation 25% or 

greater of all possible points for a barrier are received, a simple majority of voting points 

cast will be used to determine whether the barrier will be constructed or not. However, 

if fewer than 25% of total possible points for a noise barrier are received after the 

second solicitation, then the barrier will not be constructed. In the case of a tie (equal 

number of points for and against a barrier) the barrier will be constructed. 

There are several steps to assessing the cost-effectiveness of noise barriers. First, the costeffective noise barrier height is determined for each segment of the project area. For this 

study, three heights of potential noise barriers were analyzed: 20 feet (MnDOT’s maximum 

height), 15 feet (if necessary), and 10 feet (if necessary). If a 20-foot tall noise barrier meets the 

reasonableness criteria and is feasible, it would be proposed for construction. If the 20-foot tall 

barrier does not meet the criteria, a 15-foot high barrier is evaluated. Likewise, if a 15-foot tall 

barrier does not meet the criteria, a 10-foot high barrier is studied. If a 10-foot tall noise barrier 

meets the reasonableness criteria and is feasible, it would then be proposed for construction. 

All barriers evaluated must meet MnDOT’s 7 dBA noise reduction design goal. If a barrier is 

unable to achieve the 7 dBA noise reduction design goal, further evaluation of shorter barrier 

heights will not completed. 

Noise Barrier Analysis Results 

Noise barriers were evaluated at all modeled residential receptor locations where State 

daytime and/or nighttime noise standards are exceeded with future (2040) Build conditions. 

The locations with modeled noise barriers are shown in Figures 1 and 2 in Appendix A. 
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Noise barrier cost-effectiveness results are tabulated in Appendix C. The discussion of noise 

barrier modeling results presented below includes only daytime results. For reference, 

nighttime noise barrier cost-effectiveness results are also tabulated and presented at the end of 

this report along with the daytime noise barrier cost-effectiveness results. 

Alternative 1 – Impacted Receptor 7 

A single impacted residential receptor is located northwest of the intersection of CSAH 55 with 

TH 40. 

Noise Barrier A 

Receptor 7 (see Figure 1)

An approximately 277-foot long, 20-foot high noise barrier was modeled along the west side of 

CSAH 55 north of TH 40. The approximately 277-foot long, 20-foot high barrier provides a 

reduction of 1.5 dBA. 

The approximately 277-foot long, 20-foot high modeled Barrier A does not meet MnDOT’s 

feasibility criteria (at least one impacted receptor per proposed barrier must receive the 

minimum reduction of 5 dBA to achieve acoustic feasibility) and is not proposed as part of the 

project. 

Alternative 1 – Impacted Receptor 8 

A single impacted residential receptor is located northeast of the intersection of CSAH 55 with 

TH 40. 

Noise Barrier B 

Receptor 8 (see Figure 1)

An approximately 399-foot long, 20-foot high noise barrier was modeled along the east side of 

CSAH 55 and along the north side of TH 40. The approximately 399-foot long, 20-foot high 

barrier provides a reduction of 5.4 dBA. 

The approximately 399-foot long, 20-foot high modeled Barrier B does not meet MnDOT’s 7 

dBA noise reduction design goal and is not proposed as part of the project. 

Alternative 1 – Impacted Receptor 9 

A single impacted residential receptor is located southwest of the intersection of CSAH 55 with 

TH 40. 

Noise Barrier C 

Receptor 9 (see Figure 1)

An approximately 247-foot long, 20-foot high noise barrier was modeled along the west side of 

CSAH 55 and along the south side of TH 40. The approximately 247-foot long, 20-foot high 
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barrier provides a reduction of 8.9 dBA. The cost-effectiveness of the barrier is $98,800 per 

benefited receptor. 

The approximately 247-foot long, 20-foot high modeled Barrier C does not meet MnDOT’s costeffectiveness criteria and is not proposed as part of the project. 

An approximately 247-foot long, 15-foot high noise barrier was modeled along the west side of 

CSAH 55 and along the south side of TH 40. The approximately 247-foot long, 15-foot high 

barrier provides a reduction of 8.3 dBA. The cost-effectiveness of the barrier is $74,100 per 

benefited receptor. 

The approximately 247-foot long, 15-foot high modeled Barrier C does not meet MnDOT’s costeffectiveness criteria and is not proposed as part of the project. 

An approximately 247-foot long, 10-foot high noise barrier was modeled along the west side of 

CSAH 55 and along the south side of TH 40. The approximately 247-foot long, 10-foot high 

barrier provides a reduction of 6.3 dBA. 

The approximately 247-foot long, 10-foot high modeled Barrier C does not meet MnDOT’s 7 

dBA noise reduction design goal and is not proposed as part of the project. 

Alternative 1 – Impacted Receptors 10-21, 25 

Noise impacts are predicted at Receptors 10-21 and Receptor 25 north of Highway 12 and west 

of 30th Street NW. 

Noise Barrier D 

Receptors 10-21, 25 (see Figure 1)

An approximately 2,232-foot long, 20-foot high noise barrier was modeled along the north side 

of Highway 12 west of 30th Street NW. The approximately 2,232-foot long, 20-foot high barrier 

provides a reduction of 6.1 dBA to 10.7 dBA. The cost-effectiveness of the barrier is $42,514 

per benefited receptor. 

The approximately 2,232-foot long, 20-foot high modeled Barrier D meets both MnDOT’s 7 dBA 

noise reduction design goal as well as MnDOT’s cost-effectiveness criteria and is proposed as 

part of the project. 
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Alternative 1 – Impacted Receptor 31 

A single impacted residential receptor is located south of Highway 12 west of 30th Street NW. 

Noise Barrier E 

Receptor 31 (see Figure 1)

An approximately 633-foot long, 20-foot high noise barrier was modeled along the south side of 

Highway 12, west of 30th Street NW. The approximately 633-foot long, 20-foot high barrier 

provides a reduction of 3.4 dBA. 

The approximately 633-foot long, 20-foot high modeled Barrier E does not meet MnDOT’s 

feasibility criteria (at least one impacted receptor per proposed barrier must receive the 

minimum reduction of 5 dBA to achieve acoustic feasibility) and is not proposed as part of the 

project. 

Alternative 2 – Impacted Receptors 3 & 5 

Noise impacts are predicted at Receptor 3 and Receptor 5 east of Highway 12/Alternative 2. 

Noise Barrier F 

Receptors 3 & 5 (see Figure 2)

An approximately 4,168-foot long, 20-foot high noise barrier was modeled along the east side 

of Highway 12/Alternative 2. The approximately 4,168-foot long, 20-foot high barrier provides 

a reduction of 2.9 dBA to 4.5 dBA. 

The approximately 4,168-foot long, 20-foot high modeled Barrier F does not meet MnDOT’s 

feasibility criteria (at least one impacted receptor per proposed barrier must receive the 

minimum reduction of 5 dBA to achieve acoustic feasibility) and is not proposed as part of the 

project. 

Alternative 2 – Impacted Receptor 7 

A single impacted residential receptor is located northwest of the intersection of CSAH 55 with 

TH 40. 

Noise Barrier G 

Receptor 7 (see Figure 2) 

An approximately 277-foot long, 20-foot high noise barrier was modeled along the west side of 

CSAH 55 north of TH 40. The approximately 277-foot long, 20-foot high barrier provides a 

reduction of 1.6 dBA. 

The approximately 277-foot long, 20-foot high modeled Barrier G does not meet MnDOT’s 

feasibility criteria (at least one impacted receptor per proposed barrier must receive the 
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minimum reduction of 5 dBA to achieve acoustic feasibility) and is not proposed as part of the 

project. 

Alternative 2 – Impacted Receptor 8 

A single impacted residential receptor is located northeast of the intersection of CSAH 55 with 

TH 40. 

Noise Barrier H 

Receptor 8 (see Figure 2)

An approximately 399-foot long, 20-foot high noise barrier was modeled along the east side of 

CSAH 55 and along the north side of TH 40. The approximately 399-foot long, 20-foot high 

barrier provides a reduction of 5.2 dBA. 

The approximately 399-foot long, 20-foot high modeled Barrier H does not meet MnDOT’s 7 

dBA noise reduction design goal and is not proposed as part of the project. 

Alternative 2 – Impacted Receptor 9 

A single impacted residential receptor is located southwest of the intersection of CSAH 55 with 

TH 40. 

Noise Barrier I 

Receptor 9 (see Figure 2)

An approximately 247-foot long, 20-foot high noise barrier was modeled along the west side of 

CSAH 55 and along the south side of TH 40. The approximately 247-foot long, 20-foot high 

barrier provides a reduction of 8.7 dBA. The cost-effectiveness of the barrier is $98,800 per 

benefited receptor. 

The approximately 247-foot long, 20-foot high modeled Barrier I does not meet MnDOT’s costeffectiveness criteria and is not proposed as part of the project. 

An approximately 247-foot long, 15-foot high noise barrier was modeled along the west side of 

CSAH 55 and along the south side of TH 40. The approximately 247-foot long, 15-foot high 

barrier provides a reduction of 8.1 dBA. The cost-effectiveness of the barrier is $74,100 per 

benefited receptor. 

The approximately 247-foot long, 15-foot high modeled Barrier I does not meet MnDOT’s costeffectiveness criteria and is not proposed as part of the project. 

An approximately 247-foot long, 10-foot high noise barrier was modeled along the west side of 

CSAH 55 and along the south side of TH 40. The approximately 247-foot long, 10-foot high 

barrier provides a reduction of 6.3 dBA. 
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The approximately 247-foot long, 10-foot high modeled Barrier I does not meet MnDOT’s 7 dBA 

noise reduction design goal and is not proposed as part of the project. 

Construction Noise 

The construction activities associated with implementation of the proposed project will result in 

increased noise levels relative to existing conditions. These impacts will primarily be associated 

with construction equipment and pile driving. 

The following table (Table 7) shows peak noise levels monitored at 50 feet from various types 

of construction equipment. This equipment is primarily associated with site grading/site 

preparation, which is generally the roadway construction phase associated with the greatest 

noise levels. 

TABLE 7 – TYPICAL CONSTRUCTION EQUIPMENT NOISE LEVELS AT 50 FEET 

Equipment Type 

Manufacturers 

Sampled 

Total Number of 

Models in Sample 

Peak Noise Level (dBA)

Range Average

Backhoes 5 6 74-92 83

Front Loaders 5 30 75-96 85

Dozers 8 41 65-95 85

Graders 3 15 72-92 84

Scrapers 2 27 76-98 87

Pile Drivers N/A N/A 95-105 101

Source: United States Environmental Protection Agency and Federal Highway Administration 

Elevated noise levels are, to a degree, unavoidable for this type of project construction. 

MnDOT will require that construction equipment be properly muffled and in proper working 

order. While MnDOT and its contractor(s) are exempt from local noise ordinances, it is the 

practice to require contractor(s) to comply with applicable local noise restrictions and 

ordinances to the extent that is reasonable. Advanced notice will be provided to affected 

communities of any planned abnormally loud construction activities. It is anticipated that night 

construction may sometimes be required to minimize traffic impacts and to improve safety. 

However, construction will be limited to daytime hours as much as possible. If necessary, a 

detailed nighttime construction mitigation plan will be developed during the project final 

design stage. 

Any associated high-impact equipment noise, such as pile driving, pavement sawing, or jack 

hammering, will be unavoidable with construction of the proposed project. Pile-driving noise is 

associated with any bridge construction, and sheet piling is necessary for retaining wall 

construction. While pile-driving equipment results in the highest peak noise level, as shown in 

Table 7, it is limited in duration to the activities noted above (i.e. bridge construction). The use 
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of pile drivers, jack hammers, and pavement sawing equipment will be prohibited during 

nighttime hours to the extent possible.

Conclusions 

In general, construction of the project will result in increases in traffic noise levels compared to 

existing conditions. Changes in daytime traffic noise levels (L10) for Alternative 1 are projected 

to vary from 0.3 dBA to 3.4 dBA from existing to future (2040) Build conditions. Changes in 

daytime traffic noise levels (L10) for Alternative 2 are projected to vary from -14.1 dBA to 9.1 

dBA from existing to future (2040) Build conditions. 

Cost effectiveness of noise barriers was calculated and one barrier (Table 8) was found to be 

feasible and reasonable and is recommended under Alternative 1. Noise barriers were not 

found to be feasible and reasonable under Alternative 2 and are not proposed as part of the 

project. 

Final mitigation decisions will be subject to input from affected property owners and final 

design considerations. 

TABLE 8 – PROPOSED FEASIBLE AND REASONABLE NOISE BARRIERS 

Alternative Noise Barrier 

Length 

(feet) 

Height 

(feet) 

Cost/ 

Benefited Receptor 

1 D 2,232 20 $42,514 
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Train Noise and Vibration Analysis 

Introduction 

This analysis evaluates the effect of the proposed project on train-generated noise and 

vibration levels in the area. The train noise and vibration analysis was performed in accordance 

with the Federal Transit Administration’s (FTA) Transit Noise and Vibration Impact Assessment 

manual. FTA screening methods were used to evaluate the need for general assessments. FTA 

general assessments were performed as appropriate. 

Chart 1 from the FTA Transit Noise and Vibration Impact Assessment manual shows the noise 

impact criteria, which are based on the land use category and the existing noise exposure in the 

area. 

CHART 1 – FTA NOISE IMPACT CRITERIA FOR TRANSIT PROJECTS 

Source: Federal Transit Administration, https://www.transit.dot.gov/regulations-and-guidance/environmental-programs/ftanoise-and-vibration-impact-assessment 

Noise-sensitive receptors are divided into one of three land use categories: 

 Category 1: land where quiet is an essential element (e.g. amphitheaters and concert 

pavilions) 

 Category 2: residences and buildings where people sleep 

 Category 3: institutional land uses with primarily daytime and evening use (e.g. schools, 

libraries, and churches) 
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Category 1 and category 3 receptors are evaluated using the equivalent-average sound level 

(Leq) from the noisiest hour of project-related activity during hours of noise sensitivity. The Leq

represents a constant sound that, over the hour, has the same acoustic energy as the timevarying signal. Category 2 receptors are evaluated using the day-night sound level (Ldn), 

because category 2 receptors are sensitive to noise during all hours of the 24-hour day. The Ldn

describes a receiver’s cumulative noise exposure from all events over a full 24 hours, with 

events between 10:00 PM and 7:00 AM increased by 10 decibels to account for greater 

nighttime sensitivity to noise. Modeled project noise levels are compared to the noise impact 

criteria to evaluate the potential for noise impacts as defined by the FTA. No impact indicates 

project noise levels are unlikely to cause annoyance. A moderate impact is a noise level 

increase that is noticeable to most people, yet generally not sufficient enough to cause adverse 

reactions to the project. A severe impact is a noise level increase that could cause annoyance 

to a significant percentage of people. 

Methodology 

Affected Environment 

The affected environment is the area near the proposed railroad tracks and a portion of the 

existing mainline where an existing private at-grade crossing would be converted to a public atgrade crossing (see Figure 3 in Appendix A). This area includes residential land uses, which fall 

under category 2 as defined by FTA. No category 1 or category 3 receptors were identified in 

the affected area. 

Existing Noise Exposure Monitoring 

HDR measured existing noise levels in the project area from June 22 to 24, 2016. Figure 3 in 

Appendix A shows the monitoring locations. 

 Monitoring Location 1 (ML1) was located south of US 12 off of CSAH 55. ML1 was 

representative of the existing noise exposure in the northern portion of the project 

area. 

 Monitoring Location 2 (ML2) was located near existing tracks and was east of CSAH 55 

and northwest of CR 5 SW. ML2 was representative of the existing noise exposure in 

the southern portion of the project area. 

Twenty-four-hour existing noise measurements were performed at ML1 and ML2; the 

measured existing Ldn were used in the train noise analysis. HDR measured noise levels in 

accordance with guidelines from FTA. 

HDR used digital sound level meters and a handheld calibrator that meet Class 1/Type 1 

precision requirements of American National Standards Institute and International 

Electrotechnical Commission standards. All instrumentation used by HDR to measure noise 
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levels on this project is calibrated on a regular basis by an independent accredited calibration 

laboratory using standards traceable to the National Institute of Standards and Technology. 

Calibration checks were performed in the field prior to and upon completion of each series of 

measurements. 

Table 9 shows the measured equivalent day, night, and day-night average noise levels. 

TABLE 9 – TRAIN ANALYSIS NOISE MEASUREMENT RESULTS 

Monitoring Location LeqD (dBA) LeqN (dBA) Ldn (dBA)

ML1 51.9 50.6 57.3

ML2 51.0 48.3 55.2

Similar noise levels were measured at each location. Measured noise levels at ML1 were 

slightly louder than at ML2 because ML1 was closer to US 12. 

Train Noise and Vibration Analysis 

HDR performed noise and vibration analyses in accordance with the FTA Transit Noise and 

Vibration Impact Assessment manual. The assessments began by determining noise and 

vibration screening distances. If sensitive receptors were identified within the screening 

distance, a general assessment was performed. 

HDR used the following project data in the noise and vibration analyses. 

 6 trains per day on the project rail alignment (evenly distributed throughout the 24-hour 

day) 

 10 trains per day on the existing mainline (evenly distributed throughout the 24-hour 

day) 

 2.5 diesel locomotives per train 

 78.7 rail cars per train (estimated from train length of 5,900 linear feet) 

 30 miles per hour 

 Continuously welded rail 

These served as the primary inputs for the analyses. 

Noise Screening 

Noise screening distances can be determined using guidance in the FTA guidance manual or 

calculated using the FTA spreadsheet model. Using the FTA spreadsheet model results in a 

screening distance based on project-specific conditions; the appropriate screening distance is 

where the project noise reaches 50 dBA. 
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The primary train noise sources throughout the southern portion of the project area are the 

locomotives and railcars. Based on the project data listed above, total project noise from the 

locomotives and railcars would reach 50 dBA at a distance of 485 feet. Therefore, a screening 

distance of 485 feet was applied to the project rail alignment. 

The project includes one public at-grade crossing where the locomotive horn would be used on 

the new rail alignment. The project also includes the addition of locomotive horns on the 

existing mainline where an existing private at-grade crossing would be converted to a public atgrade crossing. Based on the project data listed above, total project noise from the 

locomotives, railcars, and locomotive horn would reach 50 dBA at a distance of 2,300 feet from 

the new track and 3,000 feet from the existing mainline. The FRA requires the train engineer to 

begin sounding the horn when the train is within 15 to 20 seconds of an at-grade crossing 

(when speeds are below 60 miles per hour). With a project speed of 30 miles per hour, the 

locomotive horn could be used within 880 feet of the at-grade crossing. Therefore, the 

screening distances of 2,300 feet and 3,000 feet were applied to the rail alignment that is 

within 880 feet of the new and existing mainline at-grade crossings, respectively. 

Figure 4 in Appendix A illustrates the noise screening buffers. There are 21 noise-sensitive 

receptors within the noise screening buffers; therefore, HDR performed general noise 

assessments at those 21 receptors. For receptors located within the intersection of the noisescreening buffers, locomotive warning horns for both at-grade crossings were included as noise 

sources in the FTA general noise assessment. 

General Noise Assessment 

HDR used the FTA spreadsheet model to evaluate the 21 identified noise-sensitive receptors 

individually. The FTA spreadsheet model inputs included the following. 

 Land Use Category: The land use category for all of the receptors within the screening 

area is category 2 – residential. 

 Existing Noise: The existing noise level parameter was taken from the measured daynight average sound levels (Ldn) from either ML1 or ML2. The monitoring location used 

to represent the existing conditions at each receptor was chosen depending on the 

proximity of each receptor to the monitoring locations. The measured Ldn from ML1 

was used for receptors R01 – R06 and R13 – R21, and the measured Ldn from ML2 was 

used for receptors R07 – R12. Receptor R07 is located in the middle of the project area; 

using the existing noise level from ML2 was conservative because the measured existing 

noise level from ML2 was quieter, which results in a more stringent impact assessment. 

 Noise Sources: The following noise sources were modeled, as appropriate for each 

receptor. 
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o Diesel electric locomotive 

o Rail cars 

o Locomotive warning horn 

o Crossing signal 

o Crossover 

 Distance from source to receiver: Distances were determined using GIS software and 

reflect the nearest distance between the receptor and each individual noise source. 

 Adjustments: No adjustments were made for shielding from rows of buildings or noise 

barriers because of the rural project area. 

Table 10 presents the results of the FTA general noise assessment. 

TABLE 10 – FTA GENERAL NOISE ASSESSMENT SUMMARY Receptor Land Use Category Distance from Tracks, feet Distance from New-Build Rail Horn, feet Distance from Mainline Rail Horn, feet Distance from Crossing Signals, feet Distance from Cross-over, feet Ldn (dBA) 

Impact? Existing Level Total Project Level Moderate Impact Thresholds Severe Impact Thresholds 

R01 2 1325 2300 1500 3159 1325 57 53 57-62 >62 None 

R02 2 1364 1795 2175 2648 1614 57 53 57-62 >62 None 

R03 2 2221 2221 NA 2526 2634 57 51 57-62 >62 None 

R04 2 790 790 2248 797 843 57 58 57-62 >62 Moderate 

R05 2 1496 1496 2333 1512 1496 57 54 57-62 >62 None 

R06 2 1000 1024 NA 1501 1368 57 55 57-62 >62 None 

R07 2 449 NA NA NA NA 55 51 56-61 >61 None 

R08 2 282 NA NA NA 475 55 54 56-61 >61 None 

R09 2 321 NA NA NA 419 55 53 56-61 >61 None 

R10 2 328 NA NA NA 354 55 53 56-61 >61 None 

R11 2 430 NA NA NA 439 55 51 56-61 >61 None 

R12 2 277 NA NA NA 277 55 54 56-61 >61 None 

R13 2 NA NA 797 NA NA 57 59 57-62 >62 Moderate 

R14 2 NA NA 663 NA NA 57 60 57-62 >62 Moderate 

R15 2 NA NA 656 NA NA 57 60 57-62 >62 Moderate 

R16 2 NA NA 690 NA NA 57 60 57-62 >62 Moderate 

R17 2 NA NA 2660 NA NA 57 51 57-62 >62 None 

R18 2 NA NA 2064 NA NA 57 53 57-62 >62 None 

R19 2 NA NA 2531 NA NA 57 51 57-62 >62 None 

R20 2 NA NA 2629 NA NA 57 51 57-62 >62 None 

R21 2 NA NA 1657 NA NA 57 54 57-62 >62 None 

Note: “NA” indicates the noise source was not modeled at that particular receptor. For example, locomotive horns were not 

modeled at receptors R07 through R12 because they are located far from the project public at-grade crossings. 

Based on the FTA general noise assessment, the project-related noise level (Ldn) at receptor R04 
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is expected to be approximately 58 dBA; this is a moderate noise impact. R04 is the nearest 

receptor to the new track at-grade crossing where the locomotive horn would be used. 

Analysis results indicate that project-related noise levels (Ldn) are expected to be 59 dBA at 

receptor R13 and 60 dBA at receptors R14 – R16 due to the horn noise from the mainline atgrade crossing; these are moderate noise impacts. Noise impacts are not projected to occur at 

the other 16 receptor locations (R01 – R03, R05 – R12, and R17 – R21). 

HDR also prepared noise contours to illustrate the distance to the noise impact thresholds, to 

assist local governments with noise-compatible land use planning. The FTA spreadsheet model 

and the two loudest noise source types were used to calculate moderate and severe impact 

contour distances. While there are more than two types of project noise sources, the two 

loudest noise sources dominated the total project noise levels. For example, the locomotives 

and locomotive warning horns dominated the total project Ldn at receptor R04; the addition of 

noise contributions from the rail cars, crossing signals, and crossovers had minimal effect on the 

overall calculated Ldn. The noise impact contour distances for the mainline at-grade crossing 

were determined solely based on the added locomotive warning horns at the mainline at-grade 

crossing, as existing noise sources (i.e. wheel-rail noise) are not assessed in determining the 

project effects. Figure 5 in Appendix A presents the modeled train noise impact contours. 

Noise Mitigation 

The FTA general noise assessment identified moderate impacts at five receptors: R04 and R13 – 

R16. According to the FTA manual, a moderate impact warrants consideration and adoption of 

mitigation measures when it is considered feasible. The dominant noise source at receptor R04 

was found to be the locomotive warning horn associated with the new track at-grade crossing, 

while the dominate noise source at receptors R13 – R16 was the locomotive warning horn for 

the mainline at-grade crossing. 

Noise barriers are a common measure for mitigating noise from surface transportation. 

However, noise barriers are infeasible for mitigating noise at receptors near at-grade crossings 

(where locomotive warning horns are used) because the roadway creates a large gap in the 

barriers. This gap greatly diminishes the noise reduction of the barriers. In addition to 

feasibility concerns, noise mitigation measures for a small number of receptors are not cost 

effective. Therefore noise mitigation measures are not recommended for this project. 

Vibration Screening 

Vibration screening distances were determined using information in the FTA guidance manual. 

The project includes diesel locomotive trains in an area with residential receptors; therefore, a 

screening distance of 200 feet was identified and applied to the project rail alignment. Figure 4 

in Appendix A illustrates the vibration screening buffer. No vibration-sensitive receptors were 
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identified within the vibration screening buffer, so no further vibration assessments were 

performed. 

Construction Noise 

Construction of the proposed rail alignment would likely result in a temporary increase in noise 

levels. Table 11 presents typical equipment used for track construction with typical noise 

levels, quantities, and utilizations for each. 

TABLE 11 – ESTIMATED CONSTRUCTION EQUIPMENT NOISE LEVELS 

Equipment Number Hours per day Utilization Horsepower KW SWL/unit Total SWL (dBA) Leq(h) in dBA at distance (feet)

100 200 500 1000 

Air Compressors 1 6 50% 78 58 117 114 76 70 62 56 

Cranes 1 7 58% 226 169 121 119 81 75 67 61 

Forklifts 3 8 67% 89 66 117 120 83 77 69 63 

Generator Sets 1 8 67% 84 63 117 115 78 72 64 58 

Track Laying Machine 1 8 67% 1500 1119 129 128 90 84 76 70 

Track Tamper 1 8 67% 200 149 121 119 81 75 67 61 

Track Stabilizer 1 8 67% 700 522 126 124 87 81 73 67 

Tractors/Loaders/Backhoes 2 8 67% 97 72 118 119 81 75 67 61 

Welders 1 8 67% 46 34 114 113 75 69 61 55 

TOTAL COMBINED NOISE 93 87 79 73 

Given the nature of typical railroad projects, construction equipment is generally spread 

linearly along the construction site rather than concentrated within a small area. Additionally, 

it is unlikely that all construction equipment identified will be used simultaneously throughout 

construction. Thus, the given total combined noise levels are conservative approximations that 

are not likely to be exceeded in actual construction phases of the project. 

The FTA does not have standardized criteria for construction, but suggests reasonable criteria 

that can be used for assessment purposes. The criteria for residential land uses are 1-hour Leq‘s 

of 90 dBA during the day and 80 dBA during the night. The distance between the tracks and the 

nearest residence is 277 feet, so daytime construction impacts are not projected to occur. 

However, any nighttime construction could exceed the reasonable criteria of 80 dBA at the 

nearest residence. Therefore, HDR recommends limiting construction to daytime hours 

whenever feasible. 
Noise and Vibration Assessment Report 

S.P. 3403-74 

Willmar Rail Connector and Industrial Access Project -29- August 2016 

Conclusions 

Based on assessments performed in accordance with FTA guidelines, moderate noise impacts 

are projected to occur at receptors R04 and R13 – R16. No vibration-sensitive receptors were 

identified through the FTA screening process, so no further vibration assessments were 

performed. Construction noise levels are expected to temporarily increase ambient noise levels 

in the surrounding area. Analysis results indicate that construction noise levels are unlikely to 

cause noise impacts during the daytime. HDR recommends limiting construction to daytime 

hours whenever feasible, particularly when construction occurs near residences. 
Noise and Vibration Assessment Report 

S.P. 3403-74 

Willmar Rail Connector and Industrial Access Project -30- August 2016 

Appendix A – Figures 
A

B

C

1

2

3

4

5

6

7 8

9

10

11

12

13

14

15

16

17

18

1920

21

22

23

24

26 25

27 28

29

30

31 32

Source: Esri, DigitalGlobe, GeoEye, Earthstar Geographics, CNES/Airbus DS, USDA, USGS, AEX, Getmapping, Aerogrid, IGN, IGP, swisstopo, and the GIS User

Community, Esri, HERE, DeLorme, MapmyIndia, © OpenStreetMap contributors, and the GIS user community

0 500 1,000 Feet

Figure 1 - ALTERNATIVE 1

Traffic Noise Analysis

Willmar Rail Connector and Industrial Access Project

Legend

Traffic Noise Study Limits

Traffic Noise Receptors

Validation Locations

Proposed Alternative 1

Proposed Noise Barrier Alternative 1

Not Proposed Noise Barriers Alternative 1

Not Proposed Noise Barrier A

Not Proposed Noise Barrier B

Not Proposed Noise Barrier C

Proposed Noise Barrier D

Not Proposed Noise Barrier E

30

29

28

27

26

25

24

19 20

18 17

16

15

14 13

12

11

10

23

22

21

Source: Esri, DigitalGlobe, GeoEye, Earthstar

Geographics, CNES/Airbus DS, USDA, USGS,

AEX, Getmapping, Aerogrid, IGN, IGP,

swisstopo, and the GIS User Community
A

B

C

1

2

3

4

5

6

7 8

9

10

11

12

13

14

15

16

17

18

1920

21

22

23

24

26 25

27 28

29

30

31 32

Source: Esri, DigitalGlobe, GeoEye, Earthstar Geographics, CNES/Airbus DS, USDA, USGS, AEX, Getmapping, Aerogrid, IGN, IGP, swisstopo, and the GIS User

Community, Esri, HERE, DeLorme, MapmyIndia, © OpenStreetMap contributors, and the GIS user community

0 500 1,000 Feet

Figure 2 - ALTERNATIVE 2

Traffic Noise Analysis

Willmar Rail Connector and Industrial Access Project

Legend

Traffic Noise Study Limits

Traffic Noise Receptors

Validation Locations

Proposed Alternative 2

Not Proposed Noise Barriers Alternative 2

Not Proposed Noise Barrier F

Not Proposed Noise Barrier G Not Proposed Noise Barrier H

Not Proposed Noise Barrier I

10

11

12 13

14

15

16

17

18 19

20

21

22

23

24

25

26

27

28

29

30

Source: Esri, DigitalGlobe, GeoEye, Earthstar

Geographics, CNES/Airbus DS, USDA, USGS,

AEX, Getmapping, Aerogrid, IGN, IGP, swisstopo,

and the GIS User Community
")

")

ML1

ML2

Source: Esri, DigitalGlobe, GeoEye, Earthstar Geographics, CNES/Airbus

DS, USDA, USGS, AEX, Getmapping, Aerogrid, IGN, IGP, swisstopo, and

the GIS User Community

PATH: X:\MNDOT\283840_WILLMAR_WYE_NOISE\7.2_WORK_IN_PROGRESS\MAP_DOCS\DRAFT\2016.08.19_FIG3_FTA_MONITORING.MXD - USER: ABUCK - DATE: 8/19/2016

FIGURE 3 - NOISE MONITORING LOCATIONS

WILLMAR RAIL CONNECTOR AND INDUSTRIAL ACCESS PROJECT

TRAIN NOISE AND VIBRATION ANALYSIS

0 Feet 2,000

O

LEGEND

Rail Alignment

") At-Grade Crossing

Monitoring Locations
")

")

!.

!.

!.

!.

!.!.!.!.

!.

!.

!.

!. !.!.

!.

!.

!.

!.

!.!.

!.

R04

R05

R06

R07

R08

R10 R11

R12

R17

R02

R01

R15 R16

R14

R13

R03

R18

R19 R20

R21

Source: Esri, DigitalGlobe, GeoEye, Earthstar Geographics, CNES/Airbus

DS, USDA, USGS, AEX, Getmapping, Aerogrid, IGN, IGP, swisstopo, and

the GIS User Community

PATH: X:\MNDOT\283840_WILLMAR_WYE_NOISE\7.2_WORK_IN_PROGRESS\MAP_DOCS\DRAFT\2016.08.19_FIG4_FTA_SCREENING.MXD - USER: ABUCK - DATE: 8/19/2016

FIGURE 4 - SCREENING DISTANCES

WILLMAR RAIL CONNECTOR AND INDUSTRIAL ACCESS PROJECT

TRAIN NOISE AND VIBRATION ANALYSIS

0 Feet 2,000

O

(DISCLAIMER)

LEGEND

Rail Alignment

Locomotive Horn

") At-Grade Crossing

Noise Screening

Vibration Screening

!. Receptors
")

")

!.

!.

!.

!.

!.!.!.!.

!.

!.

!.

!. !.!.

!.

!.

!.

!.

!.!.

!.

R04

R05

R06

R07

R08

R10 R11

R12

R17

R02

R01 R15 R16

R14

R13

R03

R18

R19 R20

R21

Source: Esri, DigitalGlobe, GeoEye, Earthstar Geographics, CNES/Airbus

DS, USDA, USGS, AEX, Getmapping, Aerogrid, IGN, IGP, swisstopo, and

the GIS User Community

PATH: \\CLIENT\G$\MNDOT\283840_WILLMAR_WYE_NOISE\7.2_WORK_IN_PROGRESS\MAP_DOCS\DRAFT\WILLMARWYE_CONTOURS_08.18.16.MXD - USER: MDAVIDSON - DATE: 8/19/2016

FIGURE 5 - NOISE IMPACT CONTOURS

WILLMAR RAIL CONNECTOR AND INDUSTRIAL ACCESS PROJECT

TRAIN NOISE AND VIBRATION ANALYSIS

0 Feet 2,000

O

LEGEND

Rail Alignment

Locomotive Horn

") At-Grade Crossing

Crossovers

Noise Screening

Moderate Impact

Severe Impact

!. Receptors
Noise and Vibration Assessment Report 

S.P. 3403-74 

Willmar Rail Connector and Industrial Access Project -31- August 2016 

Appendix B – Traffic Noise Modeling Results 
Noise and Vibration Assessment Report 

Table continued on next page 

-32- August 2016 

TABLE 12 ALTERNATIVE 1 WILLMAR RAIL CONNECTOR AND INDUSTRIAL ACCESS PROJECT NOISE MODEL RESULTS: DAYTIME

Receptor 

ID Type 

NAC: 

Noise 

Area 

Classification

Modeled 

Existing 

(2016) 

Modeled 

No Build 

(2040) 

Difference

between 

Existing (2016) 

and 

No Build (2040) 

Modeled 

Build 

(2040) 

Difference

between 

Existing (2016) 

and 

Build (2040) 

L10 L50 L10 L50 L10 L10 L50 L10

BOLD numbers are above state standards. Underline refers to L10 values approaching/exceeding Federal noise abatement criteria of 70 dBA for residential receptors and 75 dBA for commercial receptors. 

State Daytime Noise Standards 

Residential NAC-1 65 60 65 60 -- 65 60 -- 

Commercial NAC-2 70 65 70 65 -- 70 65 -- 

Industrial NAC-3 80 75 80 75 -- 80 75 -- 

1 residential NAC-1 56.3 49.7 56.6 50.1 0.3 56.6 50.1 0.3 

2 residential NAC-1 56.7 50.0 56.9 50.4 0.2 57.0 50.5 0.3 

3 residential NAC-1 47.8 42.7 48.0 43.1 0.2 49.0 44.2 1.2 

4 residential NAC-1 53.7 44.6 53.8 44.8 0.1 54.6 46.5 0.9 

5 residential NAC-1 50.9 41.6 51.0 41.8 0.1 51.9 43.6 1.0 

6 residential NAC-1 50.4 40.9 50.5 41.1 0.1 52.3 43.6 1.9 

7 residential NAC-1 61.0 50.4 61.7 51.4 0.7 62.8 52.9 1.8 

8 residential NAC-1 60.0 50.5 61.1 52.0 1.1 61.9 53.0 1.9 

9 residential NAC-1 64.0 53.4 65.1 54.8 1.1 65.8 55.8 1.8 

10 residential NAC-1 62.4 55.4 63.0 56.1 0.6 62.8 55.9 0.4 

11 residential NAC-1 58.6 52.4 59.1 53.1 0.5 58.9 52.8 0.3 

12 residential NAC-1 58.8 52.6 59.4 53.4 0.6 59.2 53.2 0.4 

13 residential NAC-1 58.9 52.7 59.4 53.5 0.5 59.3 53.3 0.4 

14 residential NAC-1 59.0 52.9 59.6 53.6 0.6 59.5 53.4 0.5 

15 residential NAC-1 59.7 53.3 60.3 54.1 0.6 60.1 53.9 0.4 

16 residential NAC-1 59.6 53.3 60.2 54.1 0.6 60.0 53.9 0.4 
Noise and Vibration Assessment Report 

Table continued on next page 

-33- August 2016 

TABLE 12 ALTERNATIVE 1 WILLMAR RAIL CONNECTOR AND INDUSTRIAL ACCESS PROJECT NOISE MODEL RESULTS: DAYTIME

Receptor 

ID Type 

NAC: 

Noise 

Area 

Classification

Modeled 

Existing 

(2016) 

Modeled 

No Build 

(2040) 

Difference

between 

Existing (2016) 

and 

No Build (2040) 

Modeled 

Build 

(2040) 

Difference

between 

Existing (2016) 

and 

Build (2040) 

L10 L50 L10 L50 L10 L10 L50 L10

BOLD numbers are above state standards. Underline refers to L10 values approaching/exceeding Federal noise abatement criteria of 70 dBA for residential receptors and 75 dBA for commercial receptors. 

State Daytime Noise Standards 

Residential NAC-1 65 60 65 60 -- 65 60 -- 

Commercial NAC-2 70 65 70 65 -- 70 65 -- 

Industrial NAC-3 80 75 80 75 -- 80 75 -- 

17 residential NAC-1 60.0 53.6 60.6 54.4 0.6 60.5 54.2 0.5 

18 residential NAC-1 59.9 53.5 60.5 54.3 0.6 60.4 54.1 0.5 

19 residential NAC-1 59.9 53.5 60.5 54.3 0.6 60.4 54.1 0.5 

20 residential NAC-1 59.8 53.5 60.4 54.3 0.6 60.2 54.0 0.4 

21 residential NAC-1 58.7 52.6 59.3 53.4 0.6 59.1 53.2 0.4 

22 residential NAC-1 58.1 52.1 58.7 52.9 0.6 58.5 52.7 0.4 

23 residential NAC-1 57.4 51.6 58.0 52.4 0.6 57.8 52.2 0.4 

24 residential NAC-1 57.0 51.3 57.6 52.1 0.6 57.4 51.9 0.4 

25 residential NAC-1 58.6 52.5 59.1 53.3 0.5 59.0 53.1 0.4 

26 residential NAC-1 58.0 52.1 58.6 52.9 0.6 58.4 52.7 0.4 

27 residential NAC-1 57.3 51.5 57.9 52.3 0.6 57.7 52.1 0.4 

28 residential NAC-1 56.9 51.2 57.5 52.0 0.6 57.3 51.8 0.4 

29 residential NAC-1 57.4 51.6 58.0 52.4 0.6 57.8 52.2 0.4 

30 residential NAC-1 56.9 51.2 57.5 52.0 0.6 57.3 51.8 0.4 

31 residential NAC-1 63.9 56.6 64.6 57.4 0.7 64.4 57.2 0.5 

32 residential NAC-1 57.6 51.7 58.2 52.5 0.6 58.1 52.3 0.5 
Noise and Vibration Assessment Report 

Table continued on next page 

-34- August 2016 

TABLE 13 ALTERNATIVE 1 WILLMAR RAIL CONNECTOR AND INDUSTRIAL ACCESS PROJECT NOISE MODEL RESULTS: NIGHTTIME

Receptor 

ID Type 

NAC: 

Noise 

Area 

Classification

Modeled 

Existing 

(2016) 

Modeled 

No Build 

(2040) 

Difference

between 

Existing (2016) 

and 

No Build (2040) 

Modeled 

Build 

(2040) 

Difference

between 

Existing (2016) 

and 

Build (2040) 

L10 L50 L10 L50 L10 L10 L50 L10

BOLD numbers are above state standards. Underline refers to L10 values approaching/exceeding Federal noise abatement criteria of 70 dBA for residential receptors and 75 dBA for commercial receptors. 

State Nighttime Noise Standards 

Residential NAC-1 55 50 55 50 -- 55 50 -- 

Commercial NAC-2 70 65 70 65 -- 70 65 -- 

Industrial NAC-3 80 75 80 75 -- 80 75 -- 

1 residential NAC-1 53.3 45.3 53.7 45.8 0.4 53.7 45.9 0.4 

2 residential NAC-1 53.7 45.6 54.1 46.2 0.4 54.1 46.2 0.4 

3 residential NAC-1 44.3 37.9 44.6 38.3 0.3 45.6 39.4 1.3 

4 residential NAC-1 48.3 38.0 48.6 38.3 0.3 50.1 40.7 1.8 

5 residential NAC-1 46.4 35.8 46.6 36.0 0.2 48.2 38.5 1.8 

6 residential NAC-1 45.8 34.8 46.0 35.1 0.2 48.5 38.4 2.7 

7 residential NAC-1 55.5 43.3 56.4 44.6 0.9 58.2 46.8 2.7 

8 residential NAC-1 53.7 42.5 55.9 45.1 2.2 57.1 46.6 3.4 

9 residential NAC-1 58.6 46.4 60.0 48.0 1.4 61.1 49.5 2.5 

10 residential NAC-1 58.1 49.2 58.9 50.1 0.8 58.8 50.0 0.7 

11 residential NAC-1 54.7 46.6 55.3 47.4 0.6 55.3 47.3 0.6 

12 residential NAC-1 54.7 46.6 55.4 47.5 0.7 55.4 47.4 0.7 

13 residential NAC-1 54.7 46.6 55.5 47.6 0.8 55.4 47.5 0.7 

14 residential NAC-1 54.8 46.7 55.6 47.7 0.8 55.5 47.6 0.7 

15 residential NAC-1 55.4 47.1 56.2 48.1 0.8 56.1 48.0 0.7 

16 residential NAC-1 55.3 47.0 56.1 48.1 0.8 56.1 48.0 0.8 
Noise and Vibration Assessment Report 

Table continued on next page 

-35- August 2016 

TABLE 13 ALTERNATIVE 1 WILLMAR RAIL CONNECTOR AND INDUSTRIAL ACCESS PROJECT NOISE MODEL RESULTS: NIGHTTIME

Receptor 

ID Type 

NAC: 

Noise 

Area 

Classification

Modeled 

Existing 

(2016) 

Modeled 

No Build 

(2040) 

Difference

between 

Existing (2016) 

and 

No Build (2040) 

Modeled 

Build 

(2040) 

Difference

between 

Existing (2016) 

and 

Build (2040) 

L10 L50 L10 L50 L10 L10 L50 L10

BOLD numbers are above state standards. Underline refers to L10 values approaching/exceeding Federal noise abatement criteria of 70 dBA for residential receptors and 75 dBA for commercial receptors. 

State Nighttime Noise Standards 

Residential NAC-1 55 50 55 50 -- 55 50 -- 

Commercial NAC-2 70 65 70 65 -- 70 65 -- 

Industrial NAC-3 80 75 80 75 -- 80 75 -- 

17 residential NAC-1 55.7 47.3 56.5 48.3 0.8 56.4 48.2 0.7 

18 residential NAC-1 55.6 47.2 56.4 48.3 0.8 56.4 48.2 0.8 

19 residential NAC-1 55.6 47.2 56.4 48.3 0.8 56.3 48.2 0.7 

20 residential NAC-1 55.5 47.1 56.3 48.2 0.8 56.2 48.1 0.7 

21 residential NAC-1 54.4 46.3 55.2 47.4 0.8 55.2 47.3 0.8 

22 residential NAC-1 53.9 45.9 54.7 47.0 0.8 54.6 46.8 0.7 

23 residential NAC-1 53.3 45.4 54.0 46.5 0.7 54.0 46.4 0.7 

24 residential NAC-1 52.9 45.1 53.7 46.2 0.8 53.6 46.1 0.7 

25 residential NAC-1 54.3 46.2 55.1 47.3 0.8 55.1 47.2 0.8 

26 residential NAC-1 53.8 45.8 54.6 46.9 0.8 54.6 46.8 0.8 

27 residential NAC-1 53.1 45.3 53.9 46.4 0.8 53.9 46.3 0.8 

28 residential NAC-1 52.8 45.1 53.6 46.1 0.8 53.5 46.0 0.7 

29 residential NAC-1 53.2 45.4 54.0 46.5 0.8 54.0 46.3 0.8 

30 residential NAC-1 52.8 45.0 53.6 46.1 0.8 53.5 46.0 0.7 

31 residential NAC-1 59.3 50.0 60.2 51.1 0.9 60.1 51.0 0.8 

32 residential NAC-1 53.4 45.4 54.2 46.5 0.8 54.2 46.4 0.8 
Noise and Vibration Assessment Report 

Table continued on next page 

-36- August 2016 

TABLE 14 ALTERNATIVE 2 WILLMAR RAIL CONNECTOR AND INDUSTRIAL ACCESS PROJECT NOISE MODEL RESULTS: DAYTIME

Receptor 

ID Type 

NAC: 

Noise 

Area 

Classification

Modeled 

Existing 

(2016) 

Modeled 

No Build 

(2040) 

Difference

between 

Existing (2016) 

and 

No Build (2040) 

Modeled 

Build 

(2040) 

Difference

between 

Existing (2016) 

and 

Build (2040) 

L10 L50 L10 L50 L10 L10 L50 L10

BOLD numbers are above state standards. Underline refers to L10 values approaching/exceeding Federal noise abatement criteria of 70 dBA for residential receptors and 75 dBA for commercial receptors. 

State Daytime Noise Standards 

Residential NAC-1 65 60 65 60 -- 65 60 -- 

Commercial NAC-2 70 65 70 65 -- 70 65 -- 

Industrial NAC-3 80 75 80 75 -- 80 75 -- 

1 residential NAC-1 56.3 49.7 56.6 50.1 0.3 57.4 50.9 1.1 

2 residential NAC-1 56.7 50.0 56.9 50.4 0.2 57.8 51.4 1.1 

3 residential NAC-1 47.8 42.7 48.0 43.1 0.2 53.9 49.4 6.1 

4 residential NAC-1 53.7 44.6 53.8 44.8 0.1 55.2 45.1 1.5 

5 residential NAC-1 50.9 41.6 51.0 41.8 0.1 58.7 52.8 7.8 

6 residential NAC-1 50.4 40.9 50.5 41.1 0.1 53.9 45.7 3.5 

7 residential NAC-1 61.0 50.4 61.7 51.4 0.7 63.5 53.5 2.5 

8 residential NAC-1 60.0 50.5 61.1 52.0 1.1 62.6 53.7 2.6 

9 residential NAC-1 64.0 53.4 65.1 54.8 1.1 66.4 56.3 2.4 

10 residential NAC-1 62.4 55.4 63.0 56.1 0.6 48.3 44.3 -14.1 

11 residential NAC-1 58.6 52.4 59.1 53.1 0.5 47.4 43.6 -11.2 

12 residential NAC-1 58.8 52.6 59.4 53.4 0.6 48.1 44.1 -10.7 

13 residential NAC-1 58.9 52.7 59.4 53.5 0.5 48.5 44.5 -10.4 

14 residential NAC-1 59.0 52.9 59.6 53.6 0.6 48.7 44.6 -10.3 

15 residential NAC-1 59.7 53.3 60.3 54.1 0.6 49.3 45.1 -10.4 

16 residential NAC-1 59.6 53.3 60.2 54.1 0.6 49.4 45.2 -10.2 

17 residential NAC-1 60.0 53.6 60.6 54.4 0.6 49.6 45.4 -10.4 
Noise and Vibration Assessment Report 

Table continued on next page 

-37- August 2016 

TABLE 14 ALTERNATIVE 2 WILLMAR RAIL CONNECTOR AND INDUSTRIAL ACCESS PROJECT NOISE MODEL RESULTS: DAYTIME

Receptor 

ID Type 

NAC: 

Noise 

Area 

Classification

Modeled 

Existing 

(2016) 

Modeled 

No Build 

(2040) 

Difference

between 

Existing (2016) 

and 

No Build (2040) 

Modeled 

Build 

(2040) 

Difference

between 

Existing (2016) 

and 

Build (2040) 

L10 L50 L10 L50 L10 L10 L50 L10

BOLD numbers are above state standards. Underline refers to L10 values approaching/exceeding Federal noise abatement criteria of 70 dBA for residential receptors and 75 dBA for commercial receptors. 

State Daytime Noise Standards 

Residential NAC-1 65 60 65 60 -- 65 60 -- 

Commercial NAC-2 70 65 70 65 -- 70 65 -- 

Industrial NAC-3 80 75 80 75 -- 80 75 -- 

18 residential NAC-1 59.9 53.5 60.5 54.3 0.6 49.7 45.4 -10.2 

19 residential NAC-1 59.9 53.5 60.5 54.3 0.6 49.7 45.5 -10.2 

20 residential NAC-1 59.8 53.5 60.4 54.3 0.6 49.8 45.5 -10.0 

21 residential NAC-1 58.7 52.6 59.3 53.4 0.6 50.3 45.9 -8.4 

22 residential NAC-1 58.1 52.1 58.7 52.9 0.6 50.1 45.7 -8.0 

23 residential NAC-1 57.4 51.6 58.0 52.4 0.6 49.8 45.5 -7.6 

24 residential NAC-1 57.0 51.3 57.6 52.1 0.6 49.6 45.4 -7.4 

25 residential NAC-1 58.6 52.5 59.1 53.3 0.5 50.3 45.9 -8.3 

26 residential NAC-1 58.0 52.1 58.6 52.9 0.6 50.1 45.8 -7.9 

27 residential NAC-1 57.3 51.5 57.9 52.3 0.6 49.8 45.5 -7.5 

28 residential NAC-1 56.9 51.2 57.5 52.0 0.6 49.7 45.4 -7.2 

29 residential NAC-1 57.4 51.6 58.0 52.4 0.6 50.7 46.2 -6.7 

30 residential NAC-1 56.9 51.2 57.5 52.0 0.6 50.4 46.0 -6.5 

31 residential NAC-1 63.9 56.6 64.6 57.4 0.7 53.5 48.5 -10.4 

32 residential NAC-1 57.6 51.7 58.2 52.5 0.6 58.0 52.2 0.4 
Noise and Vibration Assessment Report 

Table continued on next page 

-38- August 2016 

TABLE 15 ALTERNATIVE 2 WILLMAR RAIL CONNECTOR AND INDUSTRIAL ACCESS PROJECT NOISE MODEL RESULTS: NIGHTTIME

Receptor 

ID Type 

NAC: 

Noise 

Area 

Classification

Modeled 

Existing 

(2016) 

Modeled 

No Build 

(2040) 

Difference

between 

Existing (2016) 

and 

No Build (2040) 

Modeled 

Build 

(2040) 

Difference

between 

Existing (2016) 

and 

Build (2040) 

L10 L50 L10 L50 L10 L10 L50 L10

BOLD numbers are above state standards. Underline refers to L10 values approaching/exceeding Federal noise abatement criteria of 70 dBA for residential receptors and 75 dBA for commercial receptors. 

State Nighttime Noise Standards 

Residential NAC-1 55 50 55 50 -- 55 50 -- 

Commercial NAC-2 70 65 70 65 -- 70 65 -- 

Industrial NAC-3 80 75 80 75 -- 80 75 -- 

1 residential NAC-1 53.3 45.3 53.7 45.8 0.4 54.5 46.6 1.2 

2 residential NAC-1 53.7 45.6 54.1 46.2 0.4 54.9 47.0 1.2 

3 residential NAC-1 44.3 37.9 44.6 38.3 0.3 51.1 45.0 6.8 

4 residential NAC-1 48.3 38.0 48.6 38.3 0.3 50.4 39.1 2.1 

5 residential NAC-1 46.4 35.8 46.6 36.0 0.2 55.5 48.0 9.1 

6 residential NAC-1 45.8 34.8 46.0 35.1 0.2 50.2 40.6 4.4 

7 residential NAC-1 55.5 43.3 56.4 44.6 0.9 58.8 47.2 3.3 

8 residential NAC-1 53.7 42.5 55.9 45.1 2.2 57.8 47.2 4.1 

9 residential NAC-1 58.6 46.4 60.0 48.0 1.4 61.5 49.8 2.9 

10 residential NAC-1 58.1 49.2 58.9 50.1 0.8 45.4 39.8 -12.7 

11 residential NAC-1 54.7 46.6 55.3 47.4 0.6 44.6 39.1 -10.1 

12 residential NAC-1 54.7 46.6 55.4 47.5 0.7 45.2 39.5 -9.5 

13 residential NAC-1 54.7 46.6 55.5 47.6 0.8 45.6 39.8 -9.1 

14 residential NAC-1 54.8 46.7 55.6 47.7 0.8 45.7 39.9 -9.1 

15 residential NAC-1 55.4 47.1 56.2 48.1 0.8 46.3 40.4 -9.1 

16 residential NAC-1 55.3 47.0 56.1 48.1 0.8 46.4 40.4 -8.9 
Noise and Vibration Assessment Report 

Table continued on next page 

-39- August 2016 

TABLE 15 ALTERNATIVE 2 WILLMAR RAIL CONNECTOR AND INDUSTRIAL ACCESS PROJECT NOISE MODEL RESULTS: NIGHTTIME

Receptor 

ID Type 

NAC: 

Noise 

Area 

Classification

Modeled 

Existing 

(2016) 

Modeled 

No Build 

(2040) 

Difference

between 

Existing (2016) 

and 

No Build (2040) 

Modeled 

Build 

(2040) 

Difference

between 

Existing (2016) 

and 

Build (2040) 

L10 L50 L10 L50 L10 L10 L50 L10

BOLD numbers are above state standards. Underline refers to L10 values approaching/exceeding Federal noise abatement criteria of 70 dBA for residential receptors and 75 dBA for commercial receptors. 

State Nighttime Noise Standards 

Residential NAC-1 55 50 55 50 -- 55 50 -- 

Commercial NAC-2 70 65 70 65 -- 70 65 -- 

Industrial NAC-3 80 75 80 75 -- 80 75 -- 

17 residential NAC-1 55.7 47.3 56.5 48.3 0.8 46.6 40.6 -9.1 

18 residential NAC-1 55.6 47.2 56.4 48.3 0.8 46.6 40.6 -9.0 

19 residential NAC-1 55.6 47.2 56.4 48.3 0.8 46.7 40.7 -8.9 

20 residential NAC-1 55.5 47.1 56.3 48.2 0.8 46.7 40.7 -8.8 

21 residential NAC-1 54.4 46.3 55.2 47.4 0.8 47.2 41.0 -7.2 

22 residential NAC-1 53.9 45.9 54.7 47.0 0.8 46.9 40.8 -7.0 

23 residential NAC-1 53.3 45.4 54.0 46.5 0.7 46.7 40.6 -6.6 

24 residential NAC-1 52.9 45.1 53.7 46.2 0.8 46.5 40.5 -6.4 

25 residential NAC-1 54.3 46.2 55.1 47.3 0.8 47.2 41.0 -7.1 

26 residential NAC-1 53.8 45.8 54.6 46.9 0.8 47.0 40.8 -6.8 

27 residential NAC-1 53.1 45.3 53.9 46.4 0.8 46.7 40.6 -6.4 

28 residential NAC-1 52.8 45.1 53.6 46.1 0.8 46.5 40.5 -6.3 

29 residential NAC-1 53.2 45.4 54.0 46.5 0.8 47.4 41.2 -5.8 

30 residential NAC-1 52.8 45.0 53.6 46.1 0.8 47.2 41.0 -5.6 

31 residential NAC-1 59.3 50.0 60.2 51.1 0.9 50.4 43.6 -8.9 

32 residential NAC-1 53.4 45.4 54.2 46.5 0.8 54.0 46.2 0.6 
Noise and Vibration Assessment Report 

Table continued on next page 

-40- August 2016 

Appendix C – Noise Barrier Cost Effectiveness Results 
Noise and Vibration Assessment Report 

S.P. 9734-33 

Willmar Rail Connector and Industrial Access Project -41- August 2016 

NOISE BARRIER COST-EFFECTIVENESS RESULTS 

LIST OF TABLES 

TABLE 16 NOISE MITIGATION COST EFFECTIVENESS RESULTS (DAYTIME) MODELED BARRIER A (20-FOOT) ...................... 42

TABLE 17 NOISE MITIGATION COST EFFECTIVENESS RESULTS (NIGHTTIME) MODELED BARRIER A (20-FOOT) .................... 43

TABLE 18 NOISE MITIGATION COST EFFECTIVENESS RESULTS (DAYTIME) MODELED BARRIER B (20-FOOT) ....................... 44

TABLE 19 NOISE MITIGATION COST EFFECTIVENESS RESULTS (NIGHTTIME) MODELED BARRIER B (20-FOOT) ..................... 45

TABLE 20 NOISE MITIGATION COST EFFECTIVENESS RESULTS (DAYTIME) MODELED BARRIER C (20-FOOT) ........................ 46

TABLE 21 NOISE MITIGATION COST EFFECTIVENESS RESULTS (NIGHTTIME) MODELED BARRIER C (20-FOOT) ..................... 47

TABLE 22 NOISE MITIGATION COST EFFECTIVENESS RESULTS (DAYTIME) MODELED BARRIER C (15-FOOT) ........................ 48

TABLE 23 NOISE MITIGATION COST EFFECTIVENESS RESULTS (NIGHTTIME) MODELED BARRIER C (15-FOOT) ..................... 49

TABLE 24 NOISE MITIGATION COST EFFECTIVENESS RESULTS (DAYTIME) MODELED BARRIER C (10-FOOT) ........................ 50

TABLE 25 NOISE MITIGATION COST EFFECTIVENESS RESULTS (NIGHTTIME) MODELED BARRIER C (10-FOOT) ..................... 51

TABLE 26 NOISE MITIGATION COST EFFECTIVENESS RESULTS (DAYTIME) MODELED BARRIER D (20-FOOT) ........................ 52

TABLE 27 NOISE MITIGATION COST EFFECTIVENESS RESULTS (NIGHTTIME) MODELED BARRIER D (20-FOOT) ..................... 54

TABLE 28 NOISE MITIGATION COST EFFECTIVENESS RESULTS (DAYTIME) MODELED BARRIER E (20-FOOT) ........................ 55

TABLE 29 NOISE MITIGATION COST EFFECTIVENESS RESULTS (NIGHTTIME) MODELED BARRIER E (20-FOOT) ..................... 56

TABLE 30 NOISE MITIGATION COST EFFECTIVENESS RESULTS (DAYTIME) MODELED BARRIER F (20-FOOT) ........................ 57

TABLE 31 NOISE MITIGATION COST EFFECTIVENESS RESULTS (NIGHTTIME) MODELED BARRIER F (20-FOOT) ..................... 58

TABLE 32 NOISE MITIGATION COST EFFECTIVENESS RESULTS (DAYTIME) MODELED BARRIER G (20-FOOT) ....................... 59

TABLE 33 NOISE MITIGATION COST EFFECTIVENESS RESULTS (NIGHTTIME) MODELED BARRIER G (20-FOOT) .................... 60

TABLE 34 NOISE MITIGATION COST EFFECTIVENESS RESULTS (DAYTIME) MODELED BARRIER H (20-FOOT) ....................... 61

TABLE 35 NOISE MITIGATION COST EFFECTIVENESS RESULTS (NIGHTTIME) MODELED BARRIER H (20-FOOT) ..................... 62

TABLE 36 NOISE MITIGATION COST EFFECTIVENESS RESULTS (DAYTIME) MODELED BARRIER I (20-FOOT) ......................... 63

TABLE 37 NOISE MITIGATION COST EFFECTIVENESS RESULTS (NIGHTTIME) MODELED BARRIER I (20-FOOT) ...................... 64

TABLE 38 NOISE MITIGATION COST EFFECTIVENESS RESULTS (DAYTIME) MODELED BARRIER I (15-FOOT) ......................... 65

TABLE 39 NOISE MITIGATION COST EFFECTIVENESS RESULTS (NIGHTTIME) MODELED BARRIER I (15-FOOT) ...................... 66

TABLE 40 NOISE MITIGATION COST EFFECTIVENESS RESULTS (DAYTIME) MODELED BARRIER I (10-FOOT) ......................... 67

TABLE 41 NOISE MITIGATION COST EFFECTIVENESS RESULTS (NIGHTTIME) MODELED BARRIER I (10-FOOT) ...................... 68
Noise and Vibration Assessment Report 

S.P. 9734-33 

Willmar Rail Connector and Industrial Access Project -42- August 2016 

TABLE 16 NOISE MITIGATION COST EFFECTIVENESS RESULTS (DAYTIME) MODELED BARRIER A (20-FOOT) 

Receptors Type 

NAC: 

Noise 

Area 

Classification 

Daytime L10 Noise 

(dBA) 

Reduction

(in dBA) 

with 

Noise 

Barrier 

Number 

of 

Receptors 

Number 

of 

Benefited

Receptors 

Length 

of 

Barrier 

(feet) 

Barrier 

Area 

(ft2) 

Total 

Cost 

of Barrier

$20/ft2

Cost/ 

Benefited 

Receptor 

Build 

year 2040 

(no barrier) 

Build 

year 2040 

(with 

barrier) 

20-foot tall modeled barrier A 

7 Residential NAC-1 62.8 61.3 1.5 1 0 277 5540 $110,800 N/A 

BOLD numbers are above state daytime standards (L10) 

Underline refers to L10 values approaching/exceeding Federal noise abatement criteria 
Noise and Vibration Assessment Report 

S.P. 9734-33 

Willmar Rail Connector and Industrial Access Project -43- August 2016 

TABLE 17 NOISE MITIGATION COST EFFECTIVENESS RESULTS (NIGHTTIME) MODELED BARRIER A (20-FOOT) 

Receptors Type 

NAC: 

Noise 

Area 

Classification 

Nighttime L10 Noise 

(dBA) 

Reduction

(in dBA) 

with 

Noise 

Barrier 

Number 

of 

Receptors 

Number 

of 

Benefited

Receptors 

Length 

of 

Barrier 

(feet) 

Barrier 

Area 

(ft2) 

Total 

Cost 

of Barrier

$20/ft2

Cost/ 

Benefited 

Receptor 

Build 

year 2040 

(no barrier) 

Build 

year 2040 

(with 

barrier) 

20-foot tall modeled barrier A 

7 Residential NAC-1 58.2 56.4 1.8 1 0 277 5540 $110,800 N/A 

BOLD numbers are above state nighttime standards (L10) 

Underline refers to L10 values approaching/exceeding Federal noise abatement criteria 
Noise and Vibration Assessment Report 

S.P. 9734-33 

Willmar Rail Connector and Industrial Access Project -44- August 2016 

TABLE 18 NOISE MITIGATION COST EFFECTIVENESS RESULTS (DAYTIME) MODELED BARRIER B (20-FOOT) 

Receptors Type 

NAC: 

Noise 

Area 

Classification 

Daytime L10 Noise 

(dBA) 

Reduction

(in dBA) 

with 

Noise 

Barrier 

Number 

of 

Receptors 

Number 

of 

Benefited

Receptors 

Length 

of 

Barrier 

(feet) 

Barrier 

Area 

(ft2) 

Total 

Cost 

of Barrier

$20/ft2

Cost/ 

Benefited 

Receptor 

Build 

year 2040 

(no barrier) 

Build 

year 2040 

(with 

barrier) 

20-foot tall modeled barrier B 

8 Residential NAC-1 61.9 56.5 5.4 1 1 399 7980 $159,600 $159,600 

BOLD numbers are above state daytime standards (L10) 

Underline refers to L10 values approaching/exceeding Federal noise abatement criteria 
Noise and Vibration Assessment Report 

S.P. 9734-33 

Willmar Rail Connector and Industrial Access Project -45- August 2016 

TABLE 19 NOISE MITIGATION COST EFFECTIVENESS RESULTS (NIGHTTIME) MODELED BARRIER B (20-FOOT) 

Receptors Type 

NAC: 

Noise 

Area 

Classification 

Nighttime L10 Noise 

(dBA) 

Reduction

(in dBA) 

with 

Noise 

Barrier 

Number 

of 

Receptors 

Number 

of 

Benefited

Receptors 

Length 

of 

Barrier 

(feet) 

Barrier 

Area 

(ft2) 

Total 

Cost 

of Barrier

$20/ft2

Cost/ 

Benefited 

Receptor 

Build 

year 2040 

(no barrier) 

Build 

year 2040 

(with 

barrier) 

20-foot tall modeled barrier B 

8 Residential NAC-1 57.1 51.7 5.4 1 1 399 7980 $159,600 $159,600 

BOLD numbers are above state nighttime standards (L10) 

Underline refers to L10 values approaching/exceeding Federal noise abatement criteria 
Noise and Vibration Assessment Report 

S.P. 9734-33 

Willmar Rail Connector and Industrial Access Project -46- August 2016 

TABLE 20 NOISE MITIGATION COST EFFECTIVENESS RESULTS (DAYTIME) MODELED BARRIER C (20-FOOT) 

Receptors Type 

NAC: 

Noise 

Area 

Classification 

Daytime L10 Noise 

(dBA) 

Reduction

(in dBA) 

with 

Noise 

Barrier 

Number 

of 

Receptors 

Number 

of 

Benefited

Receptors 

Length 

of 

Barrier 

(feet) 

Barrier 

Area 

(ft2) 

Total 

Cost 

of Barrier

$20/ft2

Cost/ 

Benefited 

Receptor 

Build 

year 2040 

(no barrier) 

Build 

year 2040 

(with 

barrier) 

20-foot tall modeled barrier C 

9 Residential NAC-1 65.8 56.9 8.9 1 1 247 4940 $98,800 $98,800 

BOLD numbers are above state daytime standards (L10) 

Underline refers to L10 values approaching/exceeding Federal noise abatement criteria 
Noise and Vibration Assessment Report 

S.P. 9734-33 

Willmar Rail Connector and Industrial Access Project -47- August 2016 

TABLE 21 NOISE MITIGATION COST EFFECTIVENESS RESULTS (NIGHTTIME) MODELED BARRIER C (20-FOOT) 

Receptors Type 

NAC: 

Noise 

Area 

Classification 

Nighttime L10 Noise 

(dBA) 

Reduction

(in dBA) 

with 

Noise 

Barrier 

Number 

of 

Receptors 

Number 

of 

Benefited

Receptors 

Length 

of 

Barrier 

(feet) 

Barrier 

Area 

(ft2) 

Total 

Cost 

of Barrier

$20/ft2

Cost/ 

Benefited 

Receptor 

Build 

year 2040 

(no barrier) 

Build 

year 2040 

(with 

barrier) 

20-foot tall modeled barrier C 

9 Residential NAC-1 61.1 52.5 8.6 1 1 247 4940 $98,800 $98,800 

BOLD numbers are above state nighttime standards (L10) 

Underline refers to L10 values approaching/exceeding Federal noise abatement criteria 
Noise and Vibration Assessment Report 

S.P. 9734-33 

Willmar Rail Connector and Industrial Access Project -48- August 2016 

TABLE 22 NOISE MITIGATION COST EFFECTIVENESS RESULTS (DAYTIME) MODELED BARRIER C (15-FOOT) 

Receptors Type 

NAC: 

Noise 

Area 

Classification 

Daytime L10 Noise 

(dBA) Reduction

(in dBA) 

with 

Noise 

Barrier 

Number 

of 

Receptors 

Number 

of 

Benefited

Receptors 

Length 

of 

Barrier 

(feet) 

Barrier 

Area 

(ft2) 

Total 

Cost 

of Barrier

$20/ft2

Cost/ 

Benefited 

Receptor 

Build 

year 2040 

(no barrier) 

Build 

year 2040 

(with 

barrier) 

15-foot tall modeled barrier C 

9 Residential NAC-1 65.8 57.5 8.3 1 1 247 3705 $74,100 $74,100 

BOLD numbers are above state daytime standards (L10) 

Underline refers to L10 values approaching/exceeding Federal noise abatement criteria 
Noise and Vibration Assessment Report 

S.P. 9734-33 

Willmar Rail Connector and Industrial Access Project -49- August 2016 

TABLE 23 NOISE MITIGATION COST EFFECTIVENESS RESULTS (NIGHTTIME) MODELED BARRIER C (15-FOOT) 

Receptors Type 

NAC: 

Noise 

Area 

Classification 

Nighttime L10 Noise 

(dBA) Reduction

(in dBA) 

with 

Noise 

Barrier 

Number 

of 

Receptors 

Number 

of 

Benefited

Receptors 

Length 

of 

Barrier 

(feet) 

Barrier 

Area 

(ft2) 

Total 

Cost 

of Barrier

$20/ft2

Cost/ 

Benefited 

Receptor 

Build 

year 2040 

(no barrier) 

Build 

year 2040 

(with 

barrier) 

15-foot tall modeled barrier C 

9 Residential NAC-1 61.1 53.1 8.0 1 1 247 3705 $74,100 $74,100 

BOLD numbers are above state nighttime standards (L10) 

Underline refers to L10 values approaching/exceeding Federal noise abatement criteria 
Noise and Vibration Assessment Report 

S.P. 9734-33 

Willmar Rail Connector and Industrial Access Project -50- August 2016 

TABLE 24 NOISE MITIGATION COST EFFECTIVENESS RESULTS (DAYTIME) MODELED BARRIER C (10-FOOT) 

Receptors Type 

NAC: 

Noise 

Area 

Classification 

Daytime L10 Noise 

(dBA) Reduction

(in dBA) 

with 

Noise 

Barrier 

Number 

of 

Receptors 

Number 

of 

Benefited

Receptors 

Length 

of 

Barrier 

(feet) 

Barrier 

Area 

(ft2) 

Total 

Cost 

of Barrier

$20/ft2

Cost/ 

Benefited 

Receptor 

Build 

year 2040 

(no barrier) 

Build 

year 2040 

(with 

barrier) 

10-foot tall modeled barrier C 

9 Residential NAC-1 65.8 59.5 6.3 1 1 247 2470 $49,400 $49,400 

BOLD numbers are above state daytime standards (L10) 

Underline refers to L10 values approaching/exceeding Federal noise abatement criteria 
Noise and Vibration Assessment Report 

S.P. 9734-33 

Willmar Rail Connector and Industrial Access Project -51- August 2016 

TABLE 25 NOISE MITIGATION COST EFFECTIVENESS RESULTS (NIGHTTIME) MODELED BARRIER C (10-FOOT) 

Receptors Type 

NAC: 

Noise 

Area 

Classification 

Nighttime L10 Noise 

(dBA) Reduction

(in dBA) 

with 

Noise 

Barrier 

Number 

of 

Receptors 

Number 

of 

Benefited

Receptors 

Length 

of 

Barrier 

(feet) 

Barrier 

Area 

(ft2) 

Total 

Cost 

of Barrier

$20/ft2

Cost/ 

Benefited 

Receptor 

Build 

year 2040 

(no barrier) 

Build 

year 2040 

(with 

barrier) 

10-foot tall modeled barrier C 

9 Residential NAC-1 61.1 55.1 6.0 1 1 247 2470 $49,400 $49,400 

BOLD numbers are above state nighttime standards (L10) 

Underline refers to L10 values approaching/exceeding Federal noise abatement criteria 
Noise and Vibration Assessment Report 

S.P. 9734-33 

Willmar Rail Connector and Industrial Access Project -52- August 2016 

TABLE 26 NOISE MITIGATION COST EFFECTIVENESS RESULTS (DAYTIME) MODELED BARRIER D (20-FOOT) 

Receptors Type 

NAC: 

Noise 

Area 

Classification 

Daytime L10 Noise 

(dBA) 

Reduction

(in dBA) 

with 

Noise 

Barrier 

Number 

of 

Receptors 

Number 

of 

Benefited

Receptors 

Length 

of 

Barrier 

(feet) 

Barrier 

Area 

(ft2) 

Total 

Cost 

of Barrier

$20/ft2

Cost/ 

Benefited 

Receptor 

Build 

year 2040 

(no barrier) 

Build 

year 2040 

(with 

barrier) 

20-foot tall modeled barrier D 

10 Residential NAC-1 62.8 52.1 10.7 1 1 

2,232 44,640 $892,800 $42,514 

11 Residential NAC-1 58.9 50.5 8.4 1 1 

12 Residential NAC-1 59.2 49.8 9.4 1 1 

13 Residential NAC-1 59.3 49.6 9.7 1 1 

14 Residential NAC-1 59.5 49.7 9.8 1 1 

15 Residential NAC-1 60.1 50.0 10.1 1 1 

16 Residential NAC-1 60.0 50.0 10.0 1 1 

17 Residential NAC-1 60.5 50.3 10.2 1 1 

18 Residential NAC-1 60.4 50.3 10.1 1 1 

19 Residential NAC-1 60.4 50.4 10.0 1 1 

20 Residential NAC-1 60.2 50.4 9.8 1 1 

21 Residential NAC-1 59.1 50.8 8.3 1 1 

22 Residential NAC-1 58.5 50.4 8.1 1 1 

23 Residential NAC-1 57.8 50.0 7.8 1 1 

24 Residential NAC-1 57.4 49.7 7.7 1 1 

25 Residential NAC-1 59.0 50.8 8.2 1 1 

26 Residential NAC-1 58.4 50.5 7.9 1 1 

27 Residential NAC-1 57.7 50.0 7.7 1 1 

28 Residential NAC-1 57.3 49.8 7.5 1 1 

29 Residential NAC-1 57.8 51.7 6.1 1 1 

30 Residential NAC-1 57.3 51.2 6.1 1 1 
Noise and Vibration Assessment Report 

S.P. 9734-33 

Willmar Rail Connector and Industrial Access Project -53- August 2016 

BOLD numbers are above state daytime standards (L10) 

Underline refers to L10 values approaching/exceeding Federal noise abatement criteria 
Noise and Vibration Assessment Report 

S.P. 9734-33 

Willmar Rail Connector and Industrial Access Project -54- August 2016 

TABLE 27 NOISE MITIGATION COST EFFECTIVENESS RESULTS (NIGHTTIME) MODELED BARRIER D (20-FOOT) 

Receptors Type 

NAC: 

Noise 

Area 

Classification 

Nighttime L10 Noise 

(dBA) 

Reduction

(in dBA) 

with 

Noise 

Barrier 

Number 

of 

Receptors 

Number 

of 

Benefited

Receptors 

Length 

of 

Barrier 

(feet) 

Barrier 

Area 

(ft2) 

Total 

Cost 

of Barrier

$20/ft2

Cost/ 

Benefited 

Receptor 

Build 

year 2040 

(no barrier) 

Build 

year 2040 

(with 

barrier) 

20-foot tall modeled barrier D 

10 Residential NAC-1 58.8 49.1 9.7 1 1 

2,232 44,640 $892,800 $42,514 

11 Residential NAC-1 55.3 47.7 7.6 1 1 

12 Residential NAC-1 55.4 47.0 8.4 1 1 

13 Residential NAC-1 55.4 46.8 8.6 1 1 

14 Residential NAC-1 55.5 46.8 8.7 1 1 

15 Residential NAC-1 56.1 47.0 9.1 1 1 

16 Residential NAC-1 56.1 47.0 9.1 1 1 

17 Residential NAC-1 56.4 47.3 9.1 1 1 

18 Residential NAC-1 56.4 47.3 9.1 1 1 

19 Residential NAC-1 56.3 47.3 9.0 1 1 

20 Residential NAC-1 56.2 47.3 8.9 1 1 

21 Residential NAC-1 55.2 47.4 7.8 1 1 

22 Residential NAC-1 54.6 47.0 7.6 1 1 

23 Residential NAC-1 54.0 46.6 7.4 1 1 

24 Residential NAC-1 53.6 46.3 7.3 1 1 

25 Residential NAC-1 55.1 47.4 7.7 1 1 

26 Residential NAC-1 54.6 47.0 7.6 1 1 

27 Residential NAC-1 53.9 46.6 7.3 1 1 

28 Residential NAC-1 53.5 46.3 7.2 1 1 

29 Residential NAC-1 54.0 47.8 6.2 1 1 

30 Residential NAC-1 53.5 47.4 6.1 1 1 

BOLD numbers are above state nighttime standards (L10) 

Underline refers to L10 values approaching/exceeding Federal noise abatement criteria 
Noise and Vibration Assessment Report 

S.P. 9734-33 

Willmar Rail Connector and Industrial Access Project -55- August 2016 

TABLE 28 NOISE MITIGATION COST EFFECTIVENESS RESULTS (DAYTIME) MODELED BARRIER E (20-FOOT) 

Receptors Type 

NAC: 

Noise 

Area 

Classification 

Daytime L10 Noise 

(dBA) 

Reduction

(in dBA) 

with 

Noise 

Barrier 

Number 

of 

Receptors 

Number 

of 

Benefited

Receptors 

Length 

of 

Barrier 

(feet) 

Barrier 

Area 

(ft2) 

Total 

Cost 

of Barrier

$20/ft2

Cost/ 

Benefited 

Receptor 

Build 

year 2040 

(no barrier) 

Build 

year 2040 

(with 

barrier) 

20-foot tall modeled barrier E 

31 Residential NAC-1 64.4 61.0 3.4 1 0 633 12,660 $253,200 N/A 

BOLD numbers are above state daytime standards (L10) 

Underline refers to L10 values approaching/exceeding Federal noise abatement criteria 
Noise and Vibration Assessment Report 

S.P. 9734-33 

Willmar Rail Connector and Industrial Access Project -56- August 2016 

TABLE 29 NOISE MITIGATION COST EFFECTIVENESS RESULTS (NIGHTTIME) MODELED BARRIER E (20-FOOT) 

Receptors Type 

NAC: 

Noise 

Area 

Classification 

Nighttime L10 Noise 

(dBA) 

Reduction

(in dBA) 

with 

Noise 

Barrier 

Number 

of 

Receptors 

Number 

of 

Benefited

Receptors 

Length 

of 

Barrier 

(feet) 

Barrier 

Area 

(ft2) 

Total 

Cost 

of Barrier

$20/ft2

Cost/ 

Benefited 

Receptor 

Build 

year 2040 

(no barrier) 

Build 

year 2040 

(with 

barrier) 

20-foot tall modeled barrier E 

31 Residential NAC-1 60.1 56.5 3.6 1 0 633 12660 $253,200 N/A 

BOLD numbers are above state nighttime standards (L10) 

Underline refers to L10 values approaching/exceeding Federal noise abatement criteria 
Noise and Vibration Assessment Report 

S.P. 9734-33 

Willmar Rail Connector and Industrial Access Project -57- August 2016 

TABLE 30 NOISE MITIGATION COST EFFECTIVENESS RESULTS (DAYTIME) MODELED BARRIER F (20-FOOT) 

Receptors Type 

NAC: 

Noise 

Area 

Classification 

Daytime L10 Noise 

(dBA) 

Reduction

(in dBA) 

with 

Noise 

Barrier 

Number 

of 

Receptors 

Number 

of 

Benefited

Receptors 

Length 

of 

Barrier 

(feet) 

Barrier 

Area 

(ft2) 

Total Cost

of Barrier

$20/ft2

Cost/ 

Benefited 

Receptor 

Build 

year 2040 

(no barrier) 

Build 

year 2040

(with 

barrier) 

20-foot tall modeled barrier F 

3 Residential NAC-1 53.9 51.0 2.9 1 0 4,168 83,360 $1,667,200 N/A 

5 Residential NAC-1 58.7 54.2 4.5 1 0 

BOLD numbers are above state daytime standards (L10) 

Underline refers to L10 values approaching/exceeding Federal noise abatement criteria 
Noise and Vibration Assessment Report 

S.P. 9734-33 

Willmar Rail Connector and Industrial Access Project -58- August 2016 

TABLE 31 NOISE MITIGATION COST EFFECTIVENESS RESULTS (NIGHTTIME) MODELED BARRIER F (20-FOOT) 

Receptors Type 

NAC: 

Noise 

Area 

Classification 

Nighttime L10 Noise 

(dBA) 

Reduction

(in dBA) 

with 

Noise 

Barrier 

Number 

of 

Receptors 

Number 

of 

Benefited

Receptors 

Length 

of 

Barrier 

(feet) 

Barrier 

Area 

(ft2) 

Total Cost

of Barrier

$20/ft2

Cost/ 

Benefited 

Receptor 

Build 

year 2040 

(no barrier) 

Build 

year 2040

(with 

barrier) 

20-foot tall modeled barrier F 

3 Residential NAC-1 51.1 48.2 2.9 1 0 4,168 83,360 $1,667,200 N/A 

5 Residential NAC-1 55.5 51.2 4.3 1 0 

BOLD numbers are above state nighttime standards (L10) 

Underline refers to L10 values approaching/exceeding Federal noise abatement criteria 
Noise and Vibration Assessment Report 

S.P. 9734-33 

Willmar Rail Connector and Industrial Access Project -59- August 2016 

TABLE 32 NOISE MITIGATION COST EFFECTIVENESS RESULTS (DAYTIME) MODELED BARRIER G (20-FOOT) 

Receptors Type 

NAC: 

Noise 

Area 

Classification 

Daytime L10 Noise 

(dBA) 

Reduction

(in dBA) 

with 

Noise 

Barrier 

Number 

of 

Receptors 

Number 

of 

Benefited

Receptors 

Length 

of 

Barrier 

(feet) 

Barrier 

Area 

(ft2) 

Total 

Cost 

of Barrier

$20/ft2

Cost/ 

Benefited 

Receptor 

Build 

year 2040 

(no barrier) 

Build 

year 2040 

(with 

barrier) 

20-foot tall modeled barrier G 

7 Residential NAC-1 63.5 61.9 1.6 1 0 277 5540 $110,800 N/A 

BOLD numbers are above state daytime standards (L10) 

Underline refers to L10 values approaching/exceeding Federal noise abatement criteria 
Noise and Vibration Assessment Report 

S.P. 9734-33 

Willmar Rail Connector and Industrial Access Project -60- August 2016 

TABLE 33 NOISE MITIGATION COST EFFECTIVENESS RESULTS (NIGHTTIME) MODELED BARRIER G (20-FOOT) 

Receptors Type 

NAC: 

Noise 

Area 

Classification 

Nighttime L10 Noise 

(dBA) 

Reduction

(in dBA) 

with 

Noise 

Barrier 

Number 

of 

Receptors 

Number 

of 

Benefited

Receptors 

Length 

of 

Barrier 

(feet) 

Barrier 

Area 

(ft2) 

Total 

Cost 

of Barrier

$20/ft2

Cost/ 

Benefited 

Receptor 

Build 

year 2040 

(no barrier) 

Build 

year 2040 

(with 

barrier) 

20-foot tall modeled barrier G 

7 Residential NAC-1 58.8 56.9 1.9 1 0 277 5540 $110,800 N/A 

BOLD numbers are above state nighttime standards (L10) 

Underline refers to L10 values approaching/exceeding Federal noise abatement criteria 
Noise and Vibration Assessment Report 

S.P. 9734-33 

Willmar Rail Connector and Industrial Access Project -61- August 2016 

TABLE 34 NOISE MITIGATION COST EFFECTIVENESS RESULTS (DAYTIME) MODELED BARRIER H (20-FOOT) 

Receptors Type 

NAC: 

Noise 

Area 

Classification 

Daytime L10 Noise 

(dBA) 

Reduction

(in dBA) 

with 

Noise 

Barrier 

Number 

of 

Receptors 

Number 

of 

Benefited

Receptors 

Length 

of 

Barrier 

(feet) 

Barrier 

Area 

(ft2) 

Total 

Cost 

of Barrier

$20/ft2

Cost/ 

Benefited 

Receptor 

Build 

year 2040 

(no barrier) 

Build 

year 2040 

(with 

barrier) 

20-foot tall modeled barrier H 

8 Residential NAC-1 62.6 57.4 5.2 1 1 399 7980 $159,600 $159,600 

BOLD numbers are above state daytime standards (L10) 

Underline refers to L10 values approaching/exceeding Federal noise abatement criteria 
Noise and Vibration Assessment Report 

S.P. 9734-33 

Willmar Rail Connector and Industrial Access Project -62- August 2016 

TABLE 35 NOISE MITIGATION COST EFFECTIVENESS RESULTS (NIGHTTIME) MODELED BARRIER H (20-FOOT) 

Receptors Type 

NAC: 

Noise 

Area 

Classification 

Nighttime L10 Noise 

(dBA) 

Reduction

(in dBA) 

with 

Noise 

Barrier 

Number 

of 

Receptors 

Number 

of 

Benefited

Receptors 

Length 

of 

Barrier 

(feet) 

Barrier 

Area 

(ft2) 

Total 

Cost 

of Barrier

$20/ft2

Cost/ 

Benefited 

Receptor 

Build 

year 2040 

(no barrier) 

Build 

year 2040 

(with 

barrier) 

20-foot tall modeled barrier H 

8 Residential NAC-1 57.8 52.5 5.3 1 1 399 7980 $159,600 $159,600 

BOLD numbers are above state nighttime standards (L10) 

Underline refers to L10 values approaching/exceeding Federal noise abatement criteria 
Noise and Vibration Assessment Report 

S.P. 9734-33 

Willmar Rail Connector and Industrial Access Project -63- August 2016 

TABLE 36 NOISE MITIGATION COST EFFECTIVENESS RESULTS (DAYTIME) MODELED BARRIER I (20-FOOT) 

Receptors Type 

NAC: 

Noise 

Area 

Classification 

Daytime L10 Noise 

(dBA) 

Reduction

(in dBA) 

with 

Noise 

Barrier 

Number 

of 

Receptors 

Number 

of 

Benefited

Receptors 

Length 

of 

Barrier 

(feet) 

Barrier 

Area 

(ft2) 

Total 

Cost 

of Barrier

$20/ft2

Cost/ 

Benefited 

Receptor 

Build 

year 2040 

(no barrier) 

Build 

year 2040 

(with 

barrier) 

20-foot tall modeled barrier I 

9 Residential NAC-1 66.4 57.7 8.7 1 1 247 4940 $98,800 $98,800 

BOLD numbers are above state daytime standards (L10) 

Underline refers to L10 values approaching/exceeding Federal noise abatement criteria 
Noise and Vibration Assessment Report 

S.P. 9734-33 

Willmar Rail Connector and Industrial Access Project -64- August 2016 

TABLE 37 NOISE MITIGATION COST EFFECTIVENESS RESULTS (NIGHTTIME) MODELED BARRIER I (20-FOOT) 

Receptors Type 

NAC: 

Noise 

Area 

Classification 

Nighttime L10 Noise 

(dBA) 

Reduction

(in dBA) 

with 

Noise 

Barrier 

Number 

of 

Receptors 

Number 

of 

Benefited

Receptors 

Length 

of 

Barrier 

(feet) 

Barrier 

Area 

(ft2) 

Total 

Cost 

of Barrier

$20/ft2

Cost/ 

Benefited 

Receptor 

Build 

year 2040 

(no barrier) 

Build 

year 2040 

(with 

barrier) 

20-foot tall modeled barrier I 

9 Residential NAC-1 61.5 53.1 8.4 1 1 247 4940 $98,800 $98,800 

BOLD numbers are above state nighttime standards (L10) 

Underline refers to L10 values approaching/exceeding Federal noise abatement criteria 
Noise and Vibration Assessment Report 

S.P. 9734-33 

Willmar Rail Connector and Industrial Access Project -65- August 2016 

TABLE 38 NOISE MITIGATION COST EFFECTIVENESS RESULTS (DAYTIME) MODELED BARRIER I (15-FOOT) 

Receptors Type 

NAC: 

Noise 

Area 

Classification 

Daytime L10 Noise 

(dBA) Reduction

(in dBA) 

with 

Noise 

Barrier 

Number 

of 

Receptors 

Number 

of 

Benefited

Receptors 

Length 

of 

Barrier 

(feet) 

Barrier 

Area 

(ft2) 

Total 

Cost 

of Barrier

$20/ft2

Cost/ 

Benefited 

Receptor 

Build 

year 2040 

(no barrier) 

Build 

year 2040 

(with 

barrier) 

15-foot tall modeled barrier I 

9 Residential NAC-1 66.4 58.3 8.1 1 1 247 3705 $74,100 $74,100 

BOLD numbers are above state daytime standards (L10) 

Underline refers to L10 values approaching/exceeding Federal noise abatement criteria 
Noise and Vibration Assessment Report 

S.P. 9734-33 

Willmar Rail Connector and Industrial Access Project -66- August 2016 

TABLE 39 NOISE MITIGATION COST EFFECTIVENESS RESULTS (NIGHTTIME) MODELED BARRIER I (15-FOOT) 

Receptors Type 

NAC: 

Noise 

Area 

Classification 

Nighttime L10 Noise 

(dBA) Reduction

(in dBA) 

with 

Noise 

Barrier 

Number 

of 

Receptors 

Number 

of 

Benefited

Receptors 

Length 

of 

Barrier 

(feet) 

Barrier 

Area 

(ft2) 

Total 

Cost 

of Barrier

$20/ft2

Cost/ 

Benefited 

Receptor 

Build 

year 2040 

(no barrier) 

Build 

year 2040 

(with 

barrier) 

15-foot tall modeled barrier I 

9 Residential NAC-1 61.5 53.7 7.8 1 1 247 3705 $74,100 $74,100 

BOLD numbers are above state nighttime standards (L10) 

Underline refers to L10 values approaching/exceeding Federal noise abatement criteria 
Noise and Vibration Assessment Report 

S.P. 9734-33 

Willmar Rail Connector and Industrial Access Project -67- August 2016 

TABLE 40 NOISE MITIGATION COST EFFECTIVENESS RESULTS (DAYTIME) MODELED BARRIER I (10-FOOT) 

Receptors Type 

NAC: 

Noise 

Area 

Classification 

Daytime L10 Noise 

(dBA) Reduction

(in dBA) 

with 

Noise 

Barrier 

Number 

of 

Receptors 

Number 

of 

Benefited

Receptors 

Length 

of 

Barrier 

(feet) 

Barrier 

Area 

(ft2) 

Total 

Cost 

of Barrier

$20/ft2

Cost/ 

Benefited 

Receptor 

Build 

year 2040 

(no barrier) 

Build 

year 2040 

(with 

barrier) 

10-foot tall modeled barrier I 

9 Residential NAC-1 66.4 60.1 6.3 1 1 247 2470 $49,400 $49,400 

BOLD numbers are above state daytime standards (L10) 

Underline refers to L10 values approaching/exceeding Federal noise abatement criteria 
Noise and Vibration Assessment Report 

S.P. 9734-33 

Willmar Rail Connector and Industrial Access Project -68- August 2016 

TABLE 41 NOISE MITIGATION COST EFFECTIVENESS RESULTS (NIGHTTIME) MODELED BARRIER I (10-FOOT) 

Receptors Type 

NAC: 

Noise 

Area 

Classification 

Nighttime L10 Noise 

(dBA) Reduction

(in dBA) 

with 

Noise 

Barrier 

Number 

of 

Receptors 

Number 

of 

Benefited

Receptors 

Length 

of 

Barrier 

(feet) 

Barrier 

Area 

(ft2) 

Total 

Cost 

of Barrier

$20/ft2

Cost/ 

Benefited 

Receptor 

Build 

year 2040 

(no barrier) 

Build 

year 2040 

(with 

barrier) 

10-foot tall modeled barrier I 

9 Residential NAC-1 61.5 55.7 5.8 1 1 247 2470 $49,400 $49,400 

BOLD numbers are above state nighttime standards (L10) 

Underline refers to L10 values approaching/exceeding Federal noise abatement criteria 
S.P. 3403-74 Appendix Q Environmental Assessment/

Willmar Rail Connector & Industrial Access Project Environmental Assessment Worksheet

Appendix Q – Section 4(f) Resources Information



Document Path: K:\02051-020\GIS\Maps\EnvironmentalAssessment\Section4fResources-RR.mxd

Willmar Rail Connector & Industrial Access Project

S.P. 3403-74

Section 4(f) Resource: Historic Site

Willmar, MN

Ü

Sources: Esri, HERE, DeLorme, USGS, Intermap, increment P Corp., NRCAN,

Esri Japan, METI, Esri China (Hong Kong), Esri (Thailand), MapmyIndia, ©

OpenStreetMap contributors, and the GIS User Community

GÁWX

)n City of GdWX

Willmar

BNSF Morris Subdivision

45th St NW

1st Ave W 1st Ave W

Willmar

Breckenridge

Minneapolis

_^

Project

Area

Legend

Subject Section 4(f) Resource

Proposed Railway Connection

Proposed Road Improvement

Proposed New Roadway Bridge

Proposed Road Removal

Railroad

City Boundary

St. Paul and Pacific Railroad Mainline:

St. Anthony to Breckenridge Railroad

Corridor Historic District

(HE-MPC-16387)

Minnesota

Marshall

Existing Public

At-Grade Crossing

Existing Private

At-Grade Crossing Project Area





S.P. 3403-74 Appendix R Environmental Assessment/

Willmar Rail Connector & Industrial Access Project Environmental Assessment Worksheet

Appendix R – Motor Vehicle Crash Data for 7th Street, 10th Street and 

Lakeland Drive
Crash Detail Report

7th Street - Crashes 2006-2015

Report Version 1.0 March 2010

WILLMAR

05/03/2006

County: City:

Severity:

Road Type: Crash Type: Surf Cond:

Light Cond:

Weather 1:

Weather 2: # of Vehicles:

First Event:

To Junction: Traffic Device: Speed Limit:

Diagram:

Reliability:

Officer:

Trav Dir: Veh Act: Veh Type: Age:

Gender:

Cond:

Cont Fact 1

Cont Fact 2

Unit 1 Unit 2 Unit 3

Sys:

Route:

04-CSAH

34000041 001+00.420

Crash ID: Date: Time: Road Char:

PROPERTY DAMAGE

NOT SPECIFIED

NOT SPECIFIED

OTHER

DRY

DARK - STREET LIGHTS ON

CLEAR

NOT SPECIFIED

NOT SPECIFIED

NOT SPECIFIED

RR XING - GATES

30

REAR END

CONFIDENT

2.00

061630108

KANDIYOHI

2037

N

STRAIGHT AHEAD

PASSENGER CAR

33

F

NOT SPECIFIED

NOT SPECIFIED

NOT SPECIFIED

N

STRAIGHT AHEAD

PASSENGER CAR

18

F

NOT SPECIFIED

NOT SPECIFIED

NOT SPECIFIED

WILLMAR

02/23/2007

County: City:

Severity:

Road Type: Crash Type: Surf Cond:

Light Cond:

Weather 1:

Weather 2: # of Vehicles:

First Event:

To Junction: Traffic Device: Speed Limit:

Diagram:

Reliability:

Officer:

Trav Dir: Veh Act: Veh Type: Age:

Gender:

Cond:

Cont Fact 1

Cont Fact 2

Unit 1 Unit 2 Unit 3

Sys:

Route:

04-CSAH

34000041 001+00.360

Crash ID: Date: Time: Road Char:

POSSIBLE INJURY

2 LANES UNDIV 2_WAY

STRAIGHT AND LEVEL

COLL W/MV IN TRANSPORT

WET

DARK - STREET LIGHTS ON

RAIN

NOT SPECIFIED

ON ROADWAY

INTERSECTION-RELATED

RR XING - GATES

30

REAR END

CONFIDENT

2.00

070550018

KANDIYOHI

2308

N

SLOWING TRAFFIC

PASSENGER CAR

54

F

NORMAL

NO IMPROPER DRIVING

NOT SPECIFIED

N

00

PICKUP TRUCK

895

NULL

NOT SPECIFIED

NOT SPECIFIED

NOT SPECIFIED

10/31/2016 MnCMAT 1.0.0 Page 1 of 9
WILLMAR

02/07/2009

County: City:

Severity:

Road Type: Crash Type: Surf Cond:

Light Cond:

Weather 1:

Weather 2: # of Vehicles:

First Event:

To Junction: Traffic Device: Speed Limit:

Diagram:

Reliability:

Officer:

Trav Dir: Veh Act: Veh Type: Age:

Gender:

Cond:

Cont Fact 1

Cont Fact 2

Unit 1 Unit 2 Unit 3

Sys:

Route:

04-CSAH

34000041 001+00.360

Crash ID: Date: Time: Road Char:

INCAPACITATING INJURY

2 LANES UNDIV 2_WAY

STRAIGHT AND LEVEL

COLL W/MV IN TRANSPORT

DRY

DARK - STREET LIGHTS ON

CLOUDY

NOT SPECIFIED

ON ROADWAY

RAILROAD CROSSING

RR XING - OVHD AND GATES

30

REAR END

LESS CONFIDENT

2.00

090390077

KANDIYOHI

2102

N

STRAIGHT AHEAD

PICKUP TRUCK

21

M

NORMAL

DISTRACTION

ILLEGAL SPEED

N

SLOWING TRAFFIC

VAN OR MINIVAN

37

M

NORMAL

NO IMPROPER DRIVING

NO IMPROPER DRIVING

WILLMAR

09/30/2010

County: City:

Severity:

Road Type: Crash Type: Surf Cond:

Light Cond:

Weather 1:

Weather 2: # of Vehicles:

First Event:

To Junction: Traffic Device: Speed Limit:

Diagram:

Reliability:

Officer:

Trav Dir: Veh Act: Veh Type: Age:

Gender:

Cond:

Cont Fact 1

Cont Fact 2

Unit 1 Unit 2 Unit 3

Sys:

Route:

04-CSAH

34000041 001+00.274

Crash ID: Date: Time: Road Char:

NON-INCAPACITATING INJURY

NOT SPECIFIED

NOT SPECIFIED

COLL W/MV IN TRANSPORT

DRY

DAYLIGHT

CLEAR

NOT SPECIFIED

NOT SPECIFIED

NOT SPECIFIED

NOT APPLICABLE

30

RIGHT ANGLE

CONFIDENT

2.00

103060183

KANDIYOHI

9998

S

STRAIGHT AHEAD

MOTORCYCLE

30

M

NOT SPECIFIED

NOT SPECIFIED

NOT SPECIFIED

NE

LEFT TURN

VAN OR MINIVAN

34

F

NOT SPECIFIED

NOT SPECIFIED

NOT SPECIFIED

10/31/2016 MnCMAT 1.0.0 Page 2 of 9
WILLMAR

11/14/2011

County: City:

Severity:

Road Type: Crash Type: Surf Cond:

Light Cond:

Weather 1:

Weather 2: # of Vehicles:

First Event:

To Junction: Traffic Device: Speed Limit:

Diagram:

Reliability:

Officer:

Trav Dir: Veh Act: Veh Type: Age:

Gender:

Cond:

Cont Fact 1

Cont Fact 2

Unit 1 Unit 2 Unit 3

Sys:

Route:

04-CSAH

34000041 001+00.280

Crash ID: Date: Time: Road Char:

PROPERTY DAMAGE

2 LANES UNDIV 2_WAY

STRAIGHT AND LEVEL

COLL W/MV IN TRANSPORT

DRY

DARK - STREET LIGHTS ON

CLOUDY

NOT SPECIFIED

ON ROADWAY

INTERSECTION-RELATED

STOP SIGN OTHER

30

RIGHT ANGLE

CONFIDENT

2.00

113190010

KANDIYOHI

2051

N

STRAIGHT AHEAD

PASSENGER CAR

41

F

NORMAL

NOT SPECIFIED

NOT SPECIFIED

W

PED. FAIL TO YIELD R/W TO TR

PICKUP TRUCK

16

M

NORMAL

NOT SPECIFIED

NOT SPECIFIED

WILLMAR

06/21/2012

County: City:

Severity:

Road Type: Crash Type: Surf Cond:

Light Cond:

Weather 1:

Weather 2: # of Vehicles:

First Event:

To Junction: Traffic Device: Speed Limit:

Diagram:

Reliability:

Officer:

Trav Dir: Veh Act: Veh Type: Age:

Gender:

Cond:

Cont Fact 1

Cont Fact 2

Unit 1 Unit 2 Unit 3

Sys:

Route:

04-CSAH

34000041 001+00.320

Crash ID: Date: Time: Road Char:

PROPERTY DAMAGE

2 LANES UNDIV 2_WAY

STRAIGHT AND LEVEL

COLL W/MV IN TRANSPORT

DRY

DAYLIGHT

CLEAR

NOT SPECIFIED

ON ROADWAY

4-LEGGED INTERSECTION

NOT APPLICABLE

30

REAR END

CONFIDENT

2.00

121730142

KANDIYOHI

2008

S

STRAIGHT AHEAD

PASSENGER CAR

19

M

NORMAL

DISTRACTION

NOT SPECIFIED

S

STRAIGHT AHEAD

PASSENGER CAR

46

F

NORMAL

NO IMPROPER DRIVING

NOT SPECIFIED

10/31/2016 MnCMAT 1.0.0 Page 3 of 9
WILLMAR

07/10/2012

County: City:

Severity:

Road Type: Crash Type: Surf Cond:

Light Cond:

Weather 1:

Weather 2: # of Vehicles:

First Event:

To Junction: Traffic Device: Speed Limit:

Diagram:

Reliability:

Officer:

Trav Dir: Veh Act: Veh Type: Age:

Gender:

Cond:

Cont Fact 1

Cont Fact 2

Unit 1 Unit 2 Unit 3

Sys:

Route:

04-CSAH

34000041 001+00.277

Crash ID: Date: Time: Road Char:

NON-INCAPACITATING INJURY

2 LANES UNDIV 2_WAY

STRAIGHT AND LEVEL

COLL W/PEDALCYCLE

DRY

DAYLIGHT

CLEAR

NOT SPECIFIED

ON ROADWAY

NON-JUNCTION

NOT APPLICABLE

30

OTHER

CONFIDENT

1.00

121930024

KANDIYOHI

1439

S

STRAIGHT AHEAD

PASSENGER CAR

26

M

NORMAL

NO IMPROPER DRIVING

NOT SPECIFIED

MC

LEFT TURN

BICYCLE

23

M

NORMAL

PEDESTRIAN ERROR

NOT SPECIFIED

WILLMAR

12/07/2012

County: City:

Severity:

Road Type: Crash Type: Surf Cond:

Light Cond:

Weather 1:

Weather 2: # of Vehicles:

First Event:

To Junction: Traffic Device: Speed Limit:

Diagram:

Reliability:

Officer:

Trav Dir: Veh Act: Veh Type: Age:

Gender:

Cond:

Cont Fact 1

Cont Fact 2

Unit 1 Unit 2 Unit 3

Sys:

Route:

04-CSAH

34000041 001+00.280

Crash ID: Date: Time: Road Char:

PROPERTY DAMAGE

2 LANES UNDIV 2_WAY

STRAIGHT AND LEVEL

COLL W/MV IN TRANSPORT

ICE/PACKED SNOW

DARK - STREET LIGHTS ON

SNOW

SLEET/HAIL/FREEZE-RAIN

ON ROADWAY

NON-JUNCTION

NOT APPLICABLE

30

REAR END

CONFIDENT

2.00

123430104

KANDIYOHI

1711

S

LEFT TURN

PASSENGER CAR

31

M

NORMAL

NO IMPROPER DRIVING

NOT SPECIFIED

S

STRAIGHT AHEAD

SPORT UNTILITY VEHICLE

28

F

NORMAL

WEATHER

NOT SPECIFIED

10/31/2016 MnCMAT 1.0.0 Page 4 of 9
WILLMAR

01/05/2013

County: City:

Severity:

Road Type: Crash Type: Surf Cond:

Light Cond:

Weather 1:

Weather 2: # of Vehicles:

First Event:

To Junction: Traffic Device: Speed Limit:

Diagram:

Reliability:

Officer:

Trav Dir: Veh Act: Veh Type: Age:

Gender:

Cond:

Cont Fact 1

Cont Fact 2

Unit 1 Unit 2 Unit 3

Sys:

Route:

04-CSAH

34000041 001+00.320

Crash ID: Date: Time: Road Char:

PROPERTY DAMAGE

2 LANES UNDIV 2_WAY

STRAIGHT AND LEVEL

COLL W/MV IN TRANSPORT

DRY

SUNSET

CLEAR

NOT SPECIFIED

ON ROADWAY

4-LEGGED INTERSECTION

NOT APPLICABLE

30

REAR END

CONFIDENT

2.00

130050105

KANDIYOHI

1655

MC

BIKE SLOWING/STOPPING/START

SPORT UNTILITY VEHICLE

32

M

NORMAL

NO IMPROPER DRIVING

NOT SPECIFIED

MC

BIKE SLOWING/STOPPING/STARTI

PASSENGER CAR

25

F

NORMAL

NO IMPROPER DRIVING

NOT SPECIFIED

WILLMAR

07/25/2013

County: City:

Severity:

Road Type: Crash Type: Surf Cond:

Light Cond:

Weather 1:

Weather 2: # of Vehicles:

First Event:

To Junction: Traffic Device: Speed Limit:

Diagram:

Reliability:

Officer:

Trav Dir: Veh Act: Veh Type: Age:

Gender:

Cond:

Cont Fact 1

Cont Fact 2

Unit 1 Unit 2 Unit 3

Sys:

Route:

04-CSAH

34000041 001+00.324

Crash ID: Date: Time: Road Char:

PROPERTY DAMAGE

2 LANES UNDIV 2_WAY

STRAIGHT AND LEVEL

COLL W/MV IN TRANSPORT

DRY

DAYLIGHT

CLEAR

CLEAR

ON ROADWAY

RAILROAD CROSSING

RR XING - OVHD AND GATES

30

REAR END

LESS CONFIDENT

2.00

132060078

KANDIYOHI

0959

S

STOPPED TRAFFIC

SPORT UNTILITY VEHICLE

23

F

NORMAL

NO IMPROPER DRIVING

NO IMPROPER DRIVING

S

STRAIGHT AHEAD

PASSENGER CAR

18

M

NORMAL

FOLLOWING TOO CLOSELY

FAIL TO YIELD ROW

10/31/2016 MnCMAT 1.0.0 Page 5 of 9
WILLMAR

10/15/2013

County: City:

Severity:

Road Type: Crash Type: Surf Cond:

Light Cond:

Weather 1:

Weather 2: # of Vehicles:

First Event:

To Junction: Traffic Device: Speed Limit:

Diagram:

Reliability:

Officer:

Trav Dir: Veh Act: Veh Type: Age:

Gender:

Cond:

Cont Fact 1

Cont Fact 2

Unit 1 Unit 2 Unit 3

Sys:

Route:

04-CSAH

34000041 001+00.320

Crash ID: Date: Time: Road Char:

PROPERTY DAMAGE

2 LANES UNDIV 2_WAY

STRAIGHT AND LEVEL

COLL W/MV IN TRANSPORT

WET

DAYLIGHT

RAIN

NOT SPECIFIED

ON ROADWAY

NON-JUNCTION

NOT APPLICABLE

30

REAR END

CONFIDENT

2.00

132880208

KANDIYOHI

1649

N

STRAIGHT AHEAD

PICKUP TRUCK

51

M

NORMAL

NO IMPROPER DRIVING

NOT SPECIFIED

N

STRAIGHT AHEAD

PASSENGER CAR

56

F

NORMAL

FOLLOWING TOO CLOSELY

NOT SPECIFIED

WILLMAR

07/07/2014

County: City:

Severity:

Road Type: Crash Type: Surf Cond:

Light Cond:

Weather 1:

Weather 2: # of Vehicles:

First Event:

To Junction: Traffic Device: Speed Limit:

Diagram:

Reliability:

Officer:

Trav Dir: Veh Act: Veh Type: Age:

Gender:

Cond:

Cont Fact 1

Cont Fact 2

Unit 1 Unit 2 Unit 3

Sys:

Route:

04-CSAH

34000041 001+00.420

Crash ID: Date: Time: Road Char:

PROPERTY DAMAGE

2 LANES UNDIV 2_WAY

STRAIGHT AND LEVEL

COLL W/LIGHT POLE

DRY

DARK - STREET LIGHTS ON

CLEAR

NOT SPECIFIED

OFF ROADWAY ON ROADSIDE

T-INTERSECTION

STOP SIGN OTHER

30

UNKNOWN

CONFIDENT

0.00

141880022

KANDIYOHI

0303

MC

00

99

902

NULL

NOT APPLICABLE

NOT SPECIFIED

NOT SPECIFIED

10/31/2016 MnCMAT 1.0.0 Page 6 of 9
WILLMAR

09/05/2014

County: City:

Severity:

Road Type: Crash Type: Surf Cond:

Light Cond:

Weather 1:

Weather 2: # of Vehicles:

First Event:

To Junction: Traffic Device: Speed Limit:

Diagram:

Reliability:

Officer:

Trav Dir: Veh Act: Veh Type: Age:

Gender:

Cond:

Cont Fact 1

Cont Fact 2

Unit 1 Unit 2 Unit 3

Sys:

Route:

04-CSAH

34000041 001+00.324

Crash ID: Date: Time: Road Char:

PROPERTY DAMAGE

2 LANES UNDIV 2_WAY

STRAIGHT AND LEVEL

COLL W/MV IN TRANSPORT

DRY

DAYLIGHT

CLEAR

NOT SPECIFIED

ON ROADWAY

OTHER

RR XING - GATES

30

OTHER

CONFIDENT

2.00

142480138

KANDIYOHI

1748

S

BACKING

VAN OR MINIVAN

25

F

NORMAL

UNSAFE BACKING

NOT SPECIFIED

N

STOPPED TRAFFIC

PASSENGER CAR

31

F

NORMAL

NO IMPROPER DRIVING

NOT SPECIFIED

WILLMAR

09/27/2014

County: City:

Severity:

Road Type: Crash Type: Surf Cond:

Light Cond:

Weather 1:

Weather 2: # of Vehicles:

First Event:

To Junction: Traffic Device: Speed Limit:

Diagram:

Reliability:

Officer:

Trav Dir: Veh Act: Veh Type: Age:

Gender:

Cond:

Cont Fact 1

Cont Fact 2

Unit 1 Unit 2 Unit 3

Sys:

Route:

04-CSAH

34000041 001+00.280

Crash ID: Date: Time: Road Char:

PROPERTY DAMAGE

2 LANES UNDIV 2_WAY

STRAIGHT AND LEVEL

COLL W/MV IN TRANSPORT

DRY

DARK - STREET LIGHTS ON

CLEAR

NOT SPECIFIED

ON ROADWAY

NON-JUNCTION

STOP SIGN OTHER

30

RIGHT ANGLE

CONFIDENT

2.00

142700130

KANDIYOHI

1923

W

PED. DARTING INTO TRAFFIC

PASSENGER CAR

47

M

NORMAL

FAIL TO YIELD ROW

NOT SPECIFIED

S

STRAIGHT AHEAD

VAN OR MINIVAN

58

M

NORMAL

NO IMPROPER DRIVING

NOT SPECIFIED

10/31/2016 MnCMAT 1.0.0 Page 7 of 9
WILLMAR

05/19/2015

County: City:

Severity:

Road Type: Crash Type: Surf Cond:

Light Cond:

Weather 1:

Weather 2: # of Vehicles:

First Event:

To Junction: Traffic Device: Speed Limit:

Diagram:

Reliability:

Officer:

Trav Dir: Veh Act: Veh Type: Age:

Gender:

Cond:

Cont Fact 1

Cont Fact 2

Unit 1 Unit 2 Unit 3

Sys:

Route:

04-CSAH

34000041 001+00.355

Crash ID: Date: Time: Road Char:

PROPERTY DAMAGE

2 LANES UNDIV 2_WAY

STRAIGHT AND LEVEL

COLL W/MV IN TRANSPORT

DRY

DAYLIGHT

CLEAR

NOT SPECIFIED

ON ROADWAY

ALLEY-DRIVEWAY ACCESS

RR XING - GATES

30

SIDESWIPE PASSING

CONFIDENT

2.00

151400023

KANDIYOHI

1920

SE

LEFT TURN

PASSENGER CAR

42

M

NORMAL

NO IMPROPER DRIVING

NOT SPECIFIED

S

OVERTAKING/PASSING

PASSENGER CAR

903

NULL

UNKNOWN

IMPROPER PASSING

OTHER HUMAN FACTOR

WILLMAR

08/15/2015

County: City:

Severity:

Road Type: Crash Type: Surf Cond:

Light Cond:

Weather 1:

Weather 2: # of Vehicles:

First Event:

To Junction: Traffic Device: Speed Limit:

Diagram:

Reliability:

Officer:

Trav Dir: Veh Act: Veh Type: Age:

Gender:

Cond:

Cont Fact 1

Cont Fact 2

Unit 1 Unit 2 Unit 3

Sys:

Route:

04-CSAH

34000041 001+00.280

Crash ID: Date: Time: Road Char:

PROPERTY DAMAGE

2 LANES UNDIV 2_WAY

STRAIGHT AND LEVEL

COLL W/MV IN TRANSPORT

DRY

DARK - STREET LIGHTS ON

CLEAR

NOT SPECIFIED

ON ROADWAY

4-LEGGED INTERSECTION

STOP SIGN OTHER

30

RIGHT ANGLE

CONFIDENT

2.00

152270141

KANDIYOHI

2115

W

STRAIGHT AHEAD

PASSENGER CAR

68

M

NORMAL

FAIL TO YIELD ROW

NOT SPECIFIED

S

STRAIGHT AHEAD

PASSENGER CAR

27

M

NORMAL

NO IMPROPER DRIVING

NOT SPECIFIED

10/31/2016 MnCMAT 1.0.0 Page 8 of 9
WILLMAR

11/13/2015

County: City:

Severity:

Road Type: Crash Type: Surf Cond:

Light Cond:

Weather 1:

Weather 2: # of Vehicles:

First Event:

To Junction: Traffic Device: Speed Limit:

Diagram:

Reliability:

Officer:

Trav Dir: Veh Act: Veh Type: Age:

Gender:

Cond:

Cont Fact 1

Cont Fact 2

Unit 1 Unit 2 Unit 3

Sys:

Route:

04-CSAH

34000041 001+00.279

Crash ID: Date: Time: Road Char:

PROPERTY DAMAGE

2 LANES UNDIV 2_WAY

STRAIGHT AND LEVEL

COLL W/MV IN TRANSPORT

DRY

DAYLIGHT

CLEAR

NOT SPECIFIED

ON ROADWAY

4-LEGGED INTERSECTION

STOP SIGN OTHER

30

RIGHT ANGLE

CONFIDENT

2.00

153170154

KANDIYOHI

1502

EAST

STRAIGHT AHEAD

PASSENGER CAR

24

M

NORMAL

FAIL TO YIELD ROW

NOT SPECIFIED

N

STRAIGHT AHEAD

PICKUP TRUCK

51

M

NORMAL

NO IMPROPER DRIVING

NOT SPECIFIED

WORK AREA: COUNTY_CODE('34') - FILTER: CRASH_YEAR('2006','2007','2008','2009','2010','2011','2012','2013','2014','2015') - SPATIAL FILTER 

APPLIED

Selection Filter:

Analyst: Notes:

Andy Hingeveld

10/31/2016 MnCMAT 1.0.0 Page 9 of 9
Crash Detail Report

10th Street - Crashes 2006-2015

Report Version 1.0 March 2010

WILLMAR

08/16/2007

County: City:

Severity:

Road Type: Crash Type: Surf Cond:

Light Cond:

Weather 1:

Weather 2: # of Vehicles:

First Event:

To Junction: Traffic Device: Speed Limit:

Diagram:

Reliability:

Officer:

Trav Dir: Veh Act: Veh Type: Age:

Gender:

Cond:

Cont Fact 1

Cont Fact 2

Unit 1 Unit 2 Unit 3

Sys:

Route:

05-MSAS

41100113 000+00.120

Crash ID: Date: Time: Road Char:

PROPERTY DAMAGE

2 LANES UNDIV 2_WAY

STRAIGHT AND GRADE

COLL W/MV IN TRANSPORT

DRY

DAYLIGHT

CLEAR

NOT SPECIFIED

ON ROADWAY

RAILROAD CROSSING

RR XING - GATES

30

REAR END

CONFIDENT

2.00

072280216

KANDIYOHI

1623

S

STOPPED TRAFFIC

PASSENGER CAR

24

F

NORMAL

NO IMPROPER DRIVING

NOT SPECIFIED

S

BACKING

PICKUP TRUCK

16

F

NORMAL

UNSAFE BACKING

DISTRACTION

WILLMAR

04/29/2008

County: City:

Severity:

Road Type: Crash Type: Surf Cond:

Light Cond:

Weather 1:

Weather 2: # of Vehicles:

First Event:

To Junction: Traffic Device: Speed Limit:

Diagram:

Reliability:

Officer:

Trav Dir: Veh Act: Veh Type: Age:

Gender:

Cond:

Cont Fact 1

Cont Fact 2

Unit 1 Unit 2 Unit 3

Sys:

Route:

05-MSAS

41100113 000+00.070

Crash ID: Date: Time: Road Char:

PROPERTY DAMAGE

2 LANES UNDIV 2_WAY

STRAIGHT AND LEVEL

COLL W/MV IN TRANSPORT

DRY

DAYLIGHT

CLEAR

NOT SPECIFIED

ON ROADWAY

4-LEGGED INTERSECTION

STOP SIGN OTHER

30

RIGHT ANGLE

CONFIDENT

2.00

081200099

KANDIYOHI

0957

SW

LEFT TURN

PICKUP TRUCK

50

M

NORMAL

DISTRACTION

NOT SPECIFIED

E

STRAIGHT AHEAD

PICKUP TRUCK

32

M

NORMAL

NO IMPROPER DRIVING

NOT SPECIFIED

10/31/2016 MnCMAT 1.0.0 Page 1 of 3
WILLMAR

02/09/2010

County: City:

Severity:

Road Type: Crash Type: Surf Cond:

Light Cond:

Weather 1:

Weather 2: # of Vehicles:

First Event:

To Junction: Traffic Device: Speed Limit:

Diagram:

Reliability:

Officer:

Trav Dir: Veh Act: Veh Type: Age:

Gender:

Cond:

Cont Fact 1

Cont Fact 2

Unit 1 Unit 2 Unit 3

Sys:

Route:

05-MSAS

41100113 000+00.130

Crash ID: Date: Time: Road Char:

PROPERTY DAMAGE

2 LANES UNDIV 2_WAY

STRAIGHT AND LEVEL

COLL W/PARKED MV

ICE/PACKED SNOW

DAYLIGHT

SNOW

NOT SPECIFIED

ON ROADWAY

NON-JUNCTION

NOT APPLICABLE

30

UNKNOWN

CONFIDENT

2.00

100410029

KANDIYOHI

1641

WILLMAR

04/03/2010

County: City:

Severity:

Road Type: Crash Type: Surf Cond:

Light Cond:

Weather 1:

Weather 2: # of Vehicles:

First Event:

To Junction: Traffic Device: Speed Limit:

Diagram:

Reliability:

Officer:

Trav Dir: Veh Act: Veh Type: Age:

Gender:

Cond:

Cont Fact 1

Cont Fact 2

Unit 1 Unit 2 Unit 3

Sys:

Route:

05-MSAS

41100113 000+00.070

Crash ID: Date: Time: Road Char:

PROPERTY DAMAGE

NOT SPECIFIED

NOT SPECIFIED

COLL W/MV IN TRANSPORT

NOT SPECIFIED

NOT SPECIFIED

NOT SPECIFIED

NOT SPECIFIED

NOT SPECIFIED

NOT SPECIFIED

NOT SPECIFIED

NOT CODED

CONFIDENT

2.00

101250077

KANDIYOHI

0610

MC

BACKING

PICKUP TRUCK

63

M

NOT SPECIFIED

NOT SPECIFIED

NOT SPECIFIED

MC

STRAIGHT AHEAD

PASSENGER CAR

19

F

NOT SPECIFIED

NOT SPECIFIED

NOT SPECIFIED

10/31/2016 MnCMAT 1.0.0 Page 2 of 3
WORK AREA: COUNTY_CODE('34') - FILTER: CRASH_YEAR('2006','2007','2008','2009','2010','2011','2012','2013','2014','2015') - SPATIAL FILTER 

APPLIED

Selection Filter:

Analyst: Notes:

Andy Hingeveld

10/31/2016 MnCMAT 1.0.0 Page 3 of 3
Crash Detail Report

Lakeland Drive - Crashes 2006-2015

Report Version 1.0 March 2010

WILLMAR

01/03/2006

County: City:

Severity:

Road Type: Crash Type: Surf Cond:

Light Cond:

Weather 1:

Weather 2: # of Vehicles:

First Event:

To Junction: Traffic Device: Speed Limit:

Diagram:

Reliability:

Officer:

Trav Dir: Veh Act: Veh Type: Age:

Gender:

Cond:

Cont Fact 1

Cont Fact 2

Unit 1 Unit 2 Unit 3

Sys:

Route:

05-MSAS

41100152 001+00.140

Crash ID: Date: Time: Road Char:

PROPERTY DAMAGE

2 LANES UNDIV 2_WAY

STRAIGHT AND LEVEL

COLL W/PARKED MV

ICE/PACKED SNOW

DAYLIGHT

CLOUDY

NOT SPECIFIED

ON ROADWAY

RAILROAD CROSSING

RR XING - OVHD AND GATES

30

RIGHT ANGLE

CONFIDENT

2.00

060040020

KANDIYOHI

1607

S

STOPPED TRAFFIC

PASSENGER CAR

39

F

NORMAL

NO IMPROPER DRIVING

NOT SPECIFIED

W

PEDESTRIAN NO CROSSWALK

SNOWMOBILE

20

M

NORMAL

DISTRACTION

INEXPERIENCE

WILLMAR

02/10/2007

County: City:

Severity:

Road Type: Crash Type: Surf Cond:

Light Cond:

Weather 1:

Weather 2: # of Vehicles:

First Event:

To Junction: Traffic Device: Speed Limit:

Diagram:

Reliability:

Officer:

Trav Dir: Veh Act: Veh Type: Age:

Gender:

Cond:

Cont Fact 1

Cont Fact 2

Unit 1 Unit 2 Unit 3

Sys:

Route:

05-MSAS

41100152 001+00.196

Crash ID: Date: Time: Road Char:

PROPERTY DAMAGE

OTHER

STRAIGHT AND LEVEL

COLL W/PARKED MV

DRY

DARK - STREET LIGHTS ON

CLOUDY

NOT SPECIFIED

PARKING LOT

NON-JUNCTION

NOT APPLICABLE

< 30

UNKNOWN

CONFIDENT

1.00

070410013

KANDIYOHI

0014

MC

UNKNOWN

99

895

NULL

UNKNOWN

UNKNOWN

NOT SPECIFIED

10/31/2016 MnCMAT 1.0.0 Page 1 of 8
WILLMAR

07/27/2007

County: City:

Severity:

Road Type: Crash Type: Surf Cond:

Light Cond:

Weather 1:

Weather 2: # of Vehicles:

First Event:

To Junction: Traffic Device: Speed Limit:

Diagram:

Reliability:

Officer:

Trav Dir: Veh Act: Veh Type: Age:

Gender:

Cond:

Cont Fact 1

Cont Fact 2

Unit 1 Unit 2 Unit 3

Sys:

Route:

05-MSAS

41100152 000+00.990

Crash ID: Date: Time: Road Char:

PROPERTY DAMAGE

OTHER

STRAIGHT AND LEVEL

OTHER

DRY

DARK - STREET LIGHTS ON

CLEAR

NOT SPECIFIED

OTHER

OTHER

NOT APPLICABLE

30

OTHER

CONFIDENT

3.00

072090088

KANDIYOHI

2336

W

STOPPED TRAFFIC

SPORT UNTILITY VEHICLE

38

F

NORMAL

NO IMPROPER DRIVING

NOT SPECIFIED

MC

UNKNOWN

PASSENGER CAR

19

M

OTHER

CHEMICAL IMPAIRMENT

ILLEGAL SPEED

WILLMAR

11/14/2007

County: City:

Severity:

Road Type: Crash Type: Surf Cond:

Light Cond:

Weather 1:

Weather 2: # of Vehicles:

First Event:

To Junction: Traffic Device: Speed Limit:

Diagram:

Reliability:

Officer:

Trav Dir: Veh Act: Veh Type: Age:

Gender:

Cond:

Cont Fact 1

Cont Fact 2

Unit 1 Unit 2 Unit 3

Sys:

Route:

05-MSAS

41100134 000+00.528

Crash ID: Date: Time: Road Char:

PROPERTY DAMAGE

OTHER

STRAIGHT AND GRADE

COLL W/NONFIXED UNKNOWN

DRY

DAYLIGHT

CLOUDY

NOT SPECIFIED

PRIVATE PROPERTY

NON-JUNCTION

NOT APPLICABLE

< 30

NOT APPLICABLE

CONFIDENT

1.00

073180207

KANDIYOHI

1213

EAST

RIGHT TURN

TRUCK W/ SEMI TRAILER

68

M

NORMAL

OTHER

NOT SPECIFIED

10/31/2016 MnCMAT 1.0.0 Page 2 of 8
WILLMAR

11/28/2007

County: City:

Severity:

Road Type: Crash Type: Surf Cond:

Light Cond:

Weather 1:

Weather 2: # of Vehicles:

First Event:

To Junction: Traffic Device: Speed Limit:

Diagram:

Reliability:

Officer:

Trav Dir: Veh Act: Veh Type: Age:

Gender:

Cond:

Cont Fact 1

Cont Fact 2

Unit 1 Unit 2 Unit 3

Sys:

Route:

05-MSAS

41100152 001+00.143

Crash ID: Date: Time: Road Char:

PROPERTY DAMAGE

2 LANES UNDIV 2_WAY

STRAIGHT AND LEVEL

COLL W/MV IN TRANSPORT

DRY

DARK - STREET LIGHTS ON

CLEAR

CLEAR

ON ROADWAY

NON-JUNCTION

RR XING - OVHD AND GATES

30

REAR END

LESS CONFIDENT

2.00

073320206

KANDIYOHI

1826

N

BIKE U TURN

PASSENGER CAR

24

M

NORMAL

NO IMPROPER DRIVING

NOT SPECIFIED

N

BACKING

PICKUP TRUCK

21

M

NORMAL

UNSAFE BACKING

NOT SPECIFIED

WILLMAR

06/28/2008

County: City:

Severity:

Road Type: Crash Type: Surf Cond:

Light Cond:

Weather 1:

Weather 2: # of Vehicles:

First Event:

To Junction: Traffic Device: Speed Limit:

Diagram:

Reliability:

Officer:

Trav Dir: Veh Act: Veh Type: Age:

Gender:

Cond:

Cont Fact 1

Cont Fact 2

Unit 1 Unit 2 Unit 3

Sys:

Route:

05-MSAS

41100152 000+00.971

Crash ID: Date: Time: Road Char:

PROPERTY DAMAGE

2 LANES UNDIV 2_WAY

STRAIGHT AND LEVEL

COLL W/MV IN TRANSPORT

WET

DAYLIGHT

CLOUDY

RAIN

ON ROADWAY

ALLEY-DRIVEWAY ACCESS

NOT APPLICABLE

30

SIDESWIPE PASSING

CONFIDENT

2.00

081800072

KANDIYOHI

1426

S

RIGHT TURN

PASSENGER CAR

53

M

NORMAL

IMPROPER TURN

NOT SPECIFIED

S

STRAIGHT AHEAD

PASSENGER CAR

63

M

NORMAL

IMPROPER PASSING

NOT SPECIFIED

10/31/2016 MnCMAT 1.0.0 Page 3 of 8
WILLMAR

04/01/2009

County: City:

Severity:

Road Type: Crash Type: Surf Cond:

Light Cond:

Weather 1:

Weather 2: # of Vehicles:

First Event:

To Junction: Traffic Device: Speed Limit:

Diagram:

Reliability:

Officer:

Trav Dir: Veh Act: Veh Type: Age:

Gender:

Cond:

Cont Fact 1

Cont Fact 2

Unit 1 Unit 2 Unit 3

Sys:

Route:

05-MSAS

41100152 001+00.111

Crash ID: Date: Time: Road Char:

PROPERTY DAMAGE

2 LANES UNDIV 2_WAY

CURVE AND LEVEL

COLL W/OTHER FIXED OBJECT

SNOW

DARK - UNKNOWN LIGHTING

CLOUDY

NOT SPECIFIED

OFF ROADWAY ON ROADSIDE

NON-JUNCTION

NOT APPLICABLE

40

RAN OFF ROAD - LEFT SIDE

BEST GUESS

1.00

090910131

KANDIYOHI

0520

N

STRAIGHT AHEAD

SPORT UNTILITY VEHICLE

66

M

NORMAL

OVER-CORRECTING

NOT SPECIFIED

WILLMAR

12/15/2009

County: City:

Severity:

Road Type: Crash Type: Surf Cond:

Light Cond:

Weather 1:

Weather 2: # of Vehicles:

First Event:

To Junction: Traffic Device: Speed Limit:

Diagram:

Reliability:

Officer:

Trav Dir: Veh Act: Veh Type: Age:

Gender:

Cond:

Cont Fact 1

Cont Fact 2

Unit 1 Unit 2 Unit 3

Sys:

Route:

05-MSAS

41100152 001+00.126

Crash ID: Date: Time: Road Char:

PROPERTY DAMAGE

2 LANES UNDIV 2_WAY

STRAIGHT AND GRADE

COLL W/MV IN TRANSPORT

ICE/PACKED SNOW

DAYLIGHT

CLEAR

NOT SPECIFIED

ON ROADWAY

NON-JUNCTION

RR XING - OVHD AND GATES

45

REAR END

LESS CONFIDENT

2.00

093490234

KANDIYOHI

1503

S

SLOWING TRAFFIC

PASSENGER CAR

18

M

NORMAL

FOLLOWING TOO CLOSELY

NOT SPECIFIED

S

SLOWING TRAFFIC

SPORT UNTILITY VEHICLE

17

F

NORMAL

NO IMPROPER DRIVING

NOT SPECIFIED

10/31/2016 MnCMAT 1.0.0 Page 4 of 8
WILLMAR

11/04/2011

County: City:

Severity:

Road Type: Crash Type: Surf Cond:

Light Cond:

Weather 1:

Weather 2: # of Vehicles:

First Event:

To Junction: Traffic Device: Speed Limit:

Diagram:

Reliability:

Officer:

Trav Dir: Veh Act: Veh Type: Age:

Gender:

Cond:

Cont Fact 1

Cont Fact 2

Unit 1 Unit 2 Unit 3

Sys:

Route:

05-MSAS

41100152 001+00.100

Crash ID: Date: Time: Road Char:

PROPERTY DAMAGE

2 LANES UNDIV 2_WAY

STRAIGHT AND LEVEL

COLL W/MV IN TRANSPORT

DRY

DAYLIGHT

CLEAR

NOT SPECIFIED

ON ROADWAY

RAILROAD CROSSING

NOT APPLICABLE

30

REAR END

CONFIDENT

2.00

113080115

KANDIYOHI

1258

N

SLOWING TRAFFIC

PICKUP TRUCK

16

M

NORMAL

NO IMPROPER DRIVING

NOT SPECIFIED

N

STRAIGHT AHEAD

PASSENGER CAR

17

F

NORMAL

IMPROPERLY PARKED

FAIL TO YIELD ROW

WILLMAR

04/29/2012

County: City:

Severity:

Road Type: Crash Type: Surf Cond:

Light Cond:

Weather 1:

Weather 2: # of Vehicles:

First Event:

To Junction: Traffic Device: Speed Limit:

Diagram:

Reliability:

Officer:

Trav Dir: Veh Act: Veh Type: Age:

Gender:

Cond:

Cont Fact 1

Cont Fact 2

Unit 1 Unit 2 Unit 3

Sys:

Route:

05-MSAS

41100152 001+00.200

Crash ID: Date: Time: Road Char:

NON-INCAPACITATING INJURY

ALLEY OR DRIVEWAY

STRAIGHT AND LEVEL

COLL W/PARKED MV

DRY

DARK - STREET LIGHTS ON

CLOUDY

NOT SPECIFIED

PRIVATE PROPERTY

NON-JUNCTION

NOT APPLICABLE

40

RAN OFF ROAD - LEFT SIDE

CONFIDENT

3.00

121200014

KANDIYOHI

0103

N

STRAIGHT AHEAD

PASSENGER CAR

43

M

USING DRUGS

CHEMICAL IMPAIRMENT

NOT SPECIFIED

10/31/2016 MnCMAT 1.0.0 Page 5 of 8
WILLMAR

09/18/2012

County: City:

Severity:

Road Type: Crash Type: Surf Cond:

Light Cond:

Weather 1:

Weather 2: # of Vehicles:

First Event:

To Junction: Traffic Device: Speed Limit:

Diagram:

Reliability:

Officer:

Trav Dir: Veh Act: Veh Type: Age:

Gender:

Cond:

Cont Fact 1

Cont Fact 2

Unit 1 Unit 2 Unit 3

Sys:

Route:

05-MSAS

41100152 001+00.200

Crash ID: Date: Time: Road Char:

PROPERTY DAMAGE

2 LANES UNDIV 2_WAY

STRAIGHT AND LEVEL

COLL W/MV IN TRANSPORT

DRY

DAYLIGHT

CLEAR

NOT SPECIFIED

ON ROADWAY

RAILROAD CROSSING

RR XING - OVHD AND GATES

40

REAR END

CONFIDENT

3.00

122620099

KANDIYOHI

1131

N

STRAIGHT AHEAD

PASSENGER CAR

26

F

NORMAL

FOLLOWING TOO CLOSELY

NOT SPECIFIED

N

STRAIGHT AHEAD

PASSENGER CAR

65

F

NORMAL

NO IMPROPER DRIVING

NOT SPECIFIED

N

STRAIGHT AHEAD

SPORT UNTILITY VEHICLE

65

F

NORMAL

NO IMPROPER DRIVING

NOT SPECIFIED

WILLMAR

10/05/2012

County: City:

Severity:

Road Type: Crash Type: Surf Cond:

Light Cond:

Weather 1:

Weather 2: # of Vehicles:

First Event:

To Junction: Traffic Device: Speed Limit:

Diagram:

Reliability:

Officer:

Trav Dir: Veh Act: Veh Type: Age:

Gender:

Cond:

Cont Fact 1

Cont Fact 2

Unit 1 Unit 2 Unit 3

Sys:

Route:

05-MSAS

41100152 001+00.140

Crash ID: Date: Time: Road Char:

PROPERTY DAMAGE

2 LANES UNDIV 2_WAY

STRAIGHT AND LEVEL

COLL W/RR CROSSING DEVICE

DRY

DAYLIGHT

CLEAR

NOT SPECIFIED

ON ROADWAY

NON-JUNCTION

RR XING - OVHD AND GATES

30

OTHER

CONFIDENT

1.00

122790067

KANDIYOHI

0826

S

STRAIGHT AHEAD

PICKUP TRUCK

87

M

NORMAL

DISTRACTION

NOT SPECIFIED

10/31/2016 MnCMAT 1.0.0 Page 6 of 8
WILLMAR

12/31/2012

County: City:

Severity:

Road Type: Crash Type: Surf Cond:

Light Cond:

Weather 1:

Weather 2: # of Vehicles:

First Event:

To Junction: Traffic Device: Speed Limit:

Diagram:

Reliability:

Officer:

Trav Dir: Veh Act: Veh Type: Age:

Gender:

Cond:

Cont Fact 1

Cont Fact 2

Unit 1 Unit 2 Unit 3

Sys:

Route:

05-MSAS

41100152 001+00.200

Crash ID: Date: Time: Road Char:

POSSIBLE INJURY

4_6 LANES UNDIV 2_WAY

STRAIGHT AND LEVEL

COLL W/MV IN TRANSPORT

WET

DARK - STREET LIGHTS ON

CLOUDY

CLOUDY

ON ROADWAY

INTERSECTION-RELATED

NOT APPLICABLE

30

REAR END

CONFIDENT

2.00

123660166

KANDIYOHI

1753

N

LEFT TURN

PASSENGER CAR

39

M

NORMAL

NO IMPROPER DRIVING

NO IMPROPER DRIVING

N

STRAIGHT AHEAD

VAN OR MINIVAN

54

F

NORMAL

DISTRACTION

DISTRACTION

WILLMAR

08/28/2013

County: City:

Severity:

Road Type: Crash Type: Surf Cond:

Light Cond:

Weather 1:

Weather 2: # of Vehicles:

First Event:

To Junction: Traffic Device: Speed Limit:

Diagram:

Reliability:

Officer:

Trav Dir: Veh Act: Veh Type: Age:

Gender:

Cond:

Cont Fact 1

Cont Fact 2

Unit 1 Unit 2 Unit 3

Sys:

Route:

05-MSAS

41100152 000+00.990

Crash ID: Date: Time: Road Char:

PROPERTY DAMAGE

2 LANES UNDIV 2_WAY

STRAIGHT AND LEVEL

COLL W/MV IN TRANSPORT

DRY

DAYLIGHT

CLOUDY

NOT SPECIFIED

ON ROADWAY

4-LEGGED INTERSECTION

STOP SIGN OTHER

30

RIGHT ANGLE

CONFIDENT

2.00

132400108

KANDIYOHI

1140

W

STRAIGHT AHEAD

PASSENGER CAR

79

M

NORMAL

FAIL TO YIELD ROW

NOT SPECIFIED

S

STRAIGHT AHEAD

PASSENGER CAR

25

F

NORMAL

NO IMPROPER DRIVING

NOT SPECIFIED

10/31/2016 MnCMAT 1.0.0 Page 7 of 8
WILLMAR

05/22/2015

County: City:

Severity:

Road Type: Crash Type: Surf Cond:

Light Cond:

Weather 1:

Weather 2: # of Vehicles:

First Event:

To Junction: Traffic Device: Speed Limit:

Diagram:

Reliability:

Officer:

Trav Dir: Veh Act: Veh Type: Age:

Gender:

Cond:

Cont Fact 1

Cont Fact 2

Unit 1 Unit 2 Unit 3

Sys:

Route:

05-MSAS

41100152 000+00.990

Crash ID: Date: Time: Road Char:

PROPERTY DAMAGE

2 LANES UNDIV 2_WAY

STRAIGHT AND LEVEL

COLL W/MV IN TRANSPORT

DRY

DAYLIGHT

CLEAR

NOT SPECIFIED

ON ROADWAY

4-LEGGED INTERSECTION

STOP SIGN OTHER

30

RIGHT ANGLE

CONFIDENT

2.00

151420040

KANDIYOHI

0759

W

STRAIGHT AHEAD

VAN OR MINIVAN

32

F

NORMAL

NO IMPROPER DRIVING

NOT SPECIFIED

N

STRAIGHT AHEAD

VAN OR MINIVAN

40

M

NORMAL

NO IMPROPER DRIVING

NOT SPECIFIED

WORK AREA: COUNTY_CODE('34') - FILTER: CRASH_YEAR('2006','2007','2008','2009','2010','2011','2012','2013','2014','2015') - SPATIAL FILTER 

APPLIED

Selection Filter:

Analyst: Notes:

Andy Hingeveld Lakeland Drive - Crashes 2006-2015

10/31/2016 MnCMAT 1.0.0 Page 8 of 8
S.P. 3403-74 Appendix S Environmental Assessment/

Willmar Rail Connector & Industrial Access Project Environmental Assessment Worksheet

Appendix S – Wetland Delineation Approvals Documentation






	



 

 

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