2025-10-14 WS City Council Agenda
Richfield City Council Agenda
October 14, 2025 -- 5:45 PM
Richfield Municipal Center
Council Chambers
6700 Portland Avenue South
1. Call to Order
2. Item Discussion
a. I-494 Phase 2 - Continued Discussion with MnDOT Staff
3. Adjournment
Auxiliary aids for individuals with disabilities are available upon request. Requests must be made at least 96 hours in advance to the
City Clerk at 612-861-9739.
Includes Materials - Materials relating to these agenda items can be found in the Council Chambers Agenda Packet book located by
the entrance. The complete Council Agenda Packet is available electronically on the City of Richfield website.
Page 1 of 38
City Council Meeting 10/14/2025
Agenda Section: Item Discussion
Agenda Item: 2.a.
Report Prepared By:
Matt Hardegger, Transportation Engineer
Department Director:
Kristin Asher, Public Works Director
Item for Consideration:
I-494 Phase 2 - Continued Discussion with MnDOT Staff
EXECUTIVE SUMMARY
The Minnesota Department of Transportation provided the city with a final layout and
notification of a request for Municipal Consent related to Project 2 of the I-494 Corridor
Vision on Friday, August 29th.
MnDOT will be presenting updated information on project impacts of Project 2, in
advance of the public hearing for municipal consent at the October 28th regular
meeting.
Expected topics include:
• Overview of the municipal consent process
• Air quality and greenhouse gas emission analysis results
• Noise analysis results
• Ongoing discussions about the I-35W interchange ramps at 76th Street
• Updated analysis of Regional Project Framework items
HISTORICAL CONTEXT
Richfield was a part of the Policy Advisory Committee (PAC) which approved the I-494
Corridor Vision and identified 9 project elements to construct on I-494 between Highway
77 and Highway 169.
Phase 1 of the project is expected to be complete in 2027 and has constructed/is
constructing:
• The 35W Interchange Flyover
• E-ZPass lanes between Hwy 100 and I-35W
• Reconstruction of the Nicollet, Portland, and 12th Avenue Bridges plus construction of
the Chicago Avenue Pedestrian Bridge
Phase 2 proposes to complete the remaining project elements beginning in 2027:
• E-ZPass Lanes from Hwy 169 to Hwy 100
• E-ZPass Lanes from I-35W to Hwy 77
• Reconstruction of the Pleasant Avenue railroad bridge over I-494
Page 2 of 38
• 82nd Street interchange and grade raise on I-35W
MnDOT has presented at 3 work sessions in 2025 while developing the preliminary
plans for Project 2.
RECOMMENDED ACTION
Provide MnDOT with continued feedback on Project 2 of the I-494 Corridor Vision.
EQUITABLE OR STRATEGIC CONSIDERATIONS OR IMPACTS
Equitable Considerations: Council should consider whether they find the I-494 Corridor
Vision, including proposed greenhouse gas, air quality, and noise impacts are
equitable.
Strategic Considerations: Council should consider how the I-494 Corridor Vision affects
the city's sustainable infrastructure targets of 1) city infrastructure that meets service
needs and 2) climate resilience as a priority.
POLICIES (RESOLUTIONS, ORDINANCES, REGULATIONS, STATUTES, ETC.)
City staff will provide an analysis of Richfield's Regional Project Evaluation Framework
based on information available, in advance of the public hearing on October 28th.
CRITICAL TIMING ISSUES
• Staff does not anticipate another work session on this project.
• Richfield is required to hold a public hearing about Municipal Consent for Project
2 by the end of October. This hearing is currently scheduled for October 28th;
MnDOT will be present for the public hearing.
• A vote on Municipal Consent must take place within 90 days of the Public
Hearing.
• MnDOT is currently in the process of revising their Hybrid Environmental
Assessment for the project corridor in 2025 and will be writing the Design-Build
contract prior to summer 2026.
• Letting for the Design-Build contract is currently scheduled for Fall 2026.
FINANCIAL IMPACT
The City's base contribution is expected to be around $9,000 to the project. Additional
costs may be incurred by the city for "betterments" above and beyond the base design.
LEGAL CONSIDERATIONS
The municipal consent process is governed by Minnesota Statutes, sections 161.162
through 161.167. Legal notice of the upcoming public hearing was published in the Sun
Current on September 25th, and will also be published October 23rd.
ALTERNATIVE RECOMMENDATION(S)
None at this time.
ATTACHMENTS
1. Summary Memo
2. Municipal Consent Overview
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3. Regional Framework Evaluation - Slides
4. Follow Up Items from Previous Work Sessions - Slides
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1
1. Highway Noise Analysis
Traffic noise impact is defined as a future noise level that approaches or exceeds the Federal Highway Administration (FHWA) Noise Abatement Criteria (NAC) or a future noise level that creates a substantial noise increase of 5 dBA or more, over existing noise levels. For this analysis, noise impacts were evaluated for receptors within 500 feet of the proposed roadway Alignment for the I-494 Phase 2 project area. Note that a noise analysis was already completed for the I-494 Phase 1 project area, including five noise barriers that are planned for construction during Phase 1. The updated Phase 2 traffic noise analysis re-analyzed the Phase 1 project area using updated traffic volumes for the Phase 2 Build year and found that the noise model results did not vary from the Phase 1 study results sufficiently to warrant additional analysis or reanalysis of any noise barriers in this area. As such, the traffic noise analysis I-494 Phase 1 area is not further discussed in this report,
except for areas where land use has changed since the previous analysis.
For highway traffic noise, an adjustment, or weighting, of the high- and low-pitched sound is 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.
Noise barrier construction decisions are based on a study of feasibility and reasonableness.
Feasibility – includes both Acoustic Feasibility (Noise Reduction) and Engineering Feasibility
(Constructability)
Reasonableness - There are three reasonableness factors or "tests" that must be met for a noise
abatement measure to be considered reasonable.
1. Noise Reduction Design Goal - receptor is considered "benefited" if it receives a minimum noise
reduction of 5 dBA (see Acoustic Feasibility (Noise Reduction), "reasonableness" criteria requires a
noise reduction design goal of at least 7 dBA for at least one benefited receptor at each proposed noise
wall
2. Cost Effectiveness – Based on maximum barrier height of 20 ft and cost of $78,500 per benefited
receptors. The cost effectiveness threshold of $78,500 per benefited receptor is based on an estimated
noise wall construction cost of $36 per square foot (ft2).
3. Viewpoint of Benefited Residents and Owners – Benefited receptors get to vote for the noisewall.
The owners of the property get two votes, the resident 1 vote for a total of 3 votes per dwelling unit.
Noise Sensitive Areas:
Noise receptors were grouped into Noise Sensitive Areas (NSAs). An NSA is a group of noise
receptors geographically situated in a single, continuous geographic area, without large gaps and which
might reasonably be protected by a single noise barrier.
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2
Note that the noise analysis results summarized below are still being reviewed and should be
considered draft as of October 7, 2025.
Noise Sensitive Area A:
This area is located on the south side of I-494 between Highway 169 and East Bush Lake Road in Bloomington. Land uses in NSA A within the vicinity of Phase 2 improvements include a trail along
Marth Road.
Noise Barrier A: on the south side of Marth Road west of East Bush Lake Road– Cost effective analysis
$96,414 vs the $78,500 threshold. This wall will not be proposed.
Noise Sensitive Area B:
NSA B is located primarily on the south side of I-494 between West Bush Lake Road and East Bush
Lake Road in Bloomington. Land uses in NSA B include residential uses, trails, and business office uses.
Noise Barrier B: east of East Bush Lake Road, along Martha Road, options of constructing a noisewall
on top of an existing retaining wall infront of the trail, and existing noise barrier behind the trail. Cost
effective analysis $189,837 vs the $78,500 threshold. This wall will not be proposed.
Noise Sensitive Area D Is located primarily on the south side of I-494 and west of I-35W. Land uses in NSA D include residential uses, retail facilities, and business office uses. Noise Barrier D: Running on the west side of I-35W between 86th Street and 82nd Street. Cost effective analysis $9,967 vs the $78,500 threshold. This wall will be voted on. Noise Barrier T: Modeled for a trail on the north side of 82nd Street between the I-35W southbound off ramp and Knox Avenue South. Cost effective analysis $549,837 vs the $78,500 per benefited receptor threshold. This wall will not be proposed. Noise Sensitive Area E: NSA E is located on the south side of I-494 west of I-35W in Bloomington. Land uses in NSA E include residential uses, retail facilities, business office uses, and light industrial uses. An new apartment building under construction was identified within NSA E at the intersection of Lyndale Avenue and American Boulevard. However, the analysis showed no impacted receptors at this new apartment. Noise Barrier E, east of I-35W, south of 82nd St. This area has an existing noisewall that will be impacted by construction. The cost-effective analysis of this wall showed $93,492 vs more than the $78,500 per benefited receptor threshold. However, because there’s an existing noisewall. This wall will be replaced in kind.
Noise Sensitive Area H:
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3
NSA H is located on the north side of I-494 between Highway 169 and Highway 100 in Edina and Bloomington. Land uses in NSA H include residential uses, business office uses, industrial uses, and
retail facilities. The impacted receptor is a business office. A noise wall was previously investigated at this location
during the Phase 1 analysis and was found to not meet MnDOT criteria and was not proposed. During the Phase 2 noise analysis, a new apartment building under construction was identified within NSA H along West 78th Street, between East Bush Lake Rd and West Bush Lake Rd. A noise barrier in this location was determined to be feasible and reasonable at 20 ft. This wall will be voted on. Noise Sensitive Area X – City of Richfield. NSA X is located northwest of the I-494 and I-35W interchange, surrounding the intersection of West 76th Street and Knox Avenue. Land uses in NSA X include residential uses and retail facilities. Noise Barrier X-1 was modeled attempting to shield impacted receptors on the east side of
Fountainhead Apartments. Wall didn’t meet the MnDOT noise reduction design goal of at least 7 dBA for at least one benefited receptor. This wall will not be proposed. Noise Barrier X-2 was modeled attempting to shield the impacted receptors on the north side of Fountainhead Apartments. Wall didn’t meet the MnDOT noise reduction design goal of at least 7 dBA for at least one benefited receptor. This wall will not be proposed.
Noise Barrier X-3 was analyzed for three of the impacted homes along the north side of West 76th Street between Logan Avenue and Morgan Avenue. Construction of a noise wall at this location is not feasible due to the need to maintain residential driveway access to West 76th Street. This wall will not be proposed.
2. Air Quality Analysis
Criteria Air Pollutants (CAP)
Motorized vehicles affect air quality by emitting airborne pollutants. Changes in traffic volumes, travel
patterns, and roadway locations affect air quality as the number of vehicles and the congestion levels in
a given area change. The impacts this project could have on air quality have been analyzed by addressing
criteria air pollutants, a group of common air pollutants that are regulated by the U.S. Environmental
Protection Agency (EPA) on the basis of specific criteria that reflect the effects of pollution on public
health and the environment. The criteria air 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 the project’s projected concentrations to National Ambient Air
Quality Standards (NAAQS).
Mobile Source Air Toxics (MSAT)
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The EPA also regulates a category of pollutants known as air toxics, which are generated by emissions
from mobile sources. The Federal Highway Administration (FHWA) provides guidance for the
assessment of Mobile Source Air Toxic (MSAT) effects for transportation projects in the NEPA process.
EPA identified nine compounds with significant contributions from mobile sources that are among the
national and regional-scale cancer risk drivers or contributors and non-cancer hazard contributors from
the 2011 National Air Toxics Assessment (NATA).3 These are 1,3-butadiene, acetaldehyde, acrolein,
benzene, diesel particulate matter (diesel PM), ethylbenzene, formaldehyde, naphthalene, and
polycyclic organic matter. 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.
Methodology
In accordance with EPA and FHWA guidance, an area of influence was developed to analyze the
change in pollutants around the project area. The area of influence was identified based on the
following criteria when comparing the No Build Alternative and the Phase 2 Construction Project:
• ± 5 percent or more in annual average daily traffic (AADT) on congested highway links of level
of service (LOS) D or worse;
• ± 10 percent or more in AADT on uncongested highway links of LOS C or better;
• ± 10 percent or more in travel time
Only roadway links located within Hennepin, Ramsey, Anoka, Scott, Carver and Dakota counties that
meet the screening criteria above are included in the analysis. This quantitative CAP and MSAT
analysis uses the EPA’s Motor Vehicle Emission Simulator version 5 (MOVES5) tool. Furthermore, this
analysis assumes that Phase 1 of the I-494 project has already been constructed and is included in the
No Build conditions.
Air Quality Analysis Results
Note that the air quality analysis results summarized below are still being reviewed and should
be considered draft as of October 7, 2025.
The I-494 corridor improvements will drive changes in traffic flow; by increasing capacity, this will cause
a reduction in Vehicles hours travelled (less congestion) but an increase in Vehicle Miles Traveled
(more vehicles). Furthermore, with anticipated improvements in fuel and vehicular technology overall
MSAT emissions are anticipated to decline at a rate consistent with national trends.
Results from the air quality analysis bear this out; the pollutants positively impacted by reduction in
congestion or less car idling are toxics from brake wear particulates, exhaust emissions i.e. NOx,
Formaldehyde, Acetaldehyde, etc. The pollutants showing increase correlate with increase in vehicular
volume, such as tire wear, CO, SO2, diesel particulates. Note that overall differences in CAP emissions
are modest, ranging from an increase of 1.3% to a decrease of 2.1% over the entire area of influence.
Differences in MSAT emissions are negligible, with no change greater than 1% when comparing future
No Build to future Build emissions.
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5
In conclusion, the I-494 project's impact on air quality is minimal. Results indicate reductions in certain
pollutant concentrations, slight increases in others; however overall changes are modest and largely
consistent across pollutant categories. The MOVES modeling results also show that the project’s
projected criteria air pollutant concentrations are not anticipated to exceed the National Ambient Air
Quality Standards (NAAQS) under the future Build conditions.
Table 2. MOVES Modeling Emissions Results
Daily Emission Inventory (lb) Change over No
Build (2050)
Category Pollutants Existing
(2018)
Build (2050) No Build
(2050)
Existing
(2018)
Build
(2050)
CAP Carbon Monoxide
(CO)
12,711,922 2,446,336 2,416,652 -81% 1.2%
CAP Oxides of Nitrogen
(NOx)
2,569,176 240,900 241,104 -91% -0.1%
CAP Sulfur Dioxide (SO2) 14,465 4,877 4,816 -67% 1.3%
CAP Volatile Organic
Compounds
2,958,100 1,045,341 1,045,124 -65% 0.0%
CAP Primary Exhaust
PM10 - Total
56,587 2,107 2,081 -96% 1.3%
CAP Primary PM10 -
Brakewear
Particulate
80,310 51,263 52,352 -35% -2.1%
CAP Primary PM10 -
Tirewear Particulate
32,198 43,276 43,006 34% 0.6%
CAP PM10 - Total 169,095 96,645 97,438 -42% -0.8%
CAP Primary Exhaust
PM2.5 - Total
51,615 1,891 1,868 -96% 1.2%
CAP Primary PM2.5 -
Brakewear
Particulate
18,173 19,217 19,620 8% -2.0%
CAP Primary PM2.5 -
Tirewear Particulate
4,830 6,491 6,451 34% 0.6%
CAP PM2.5 - Total 74,618 27,600 27,939 -63% -1.2%
MSAT Benzene 21,823 4,235 4,224 -81% 0.3%
MSAT 1,3-Butadiene 1,203 0 0
MSAT Formaldehyde 11,353 1,494 1,496 -87% -0.2%
MSAT Acetaldehyde 6,752 1,206 1,210 -82% -0.4%
MSAT Acrolein 743 39.764 39.756 -95% 0.0%
MSAT Ethyl Benzene 41,462 17,217 17,213 -58% 0.0%
MSAT Naphthalene 1,300 57.1 56.6 -96% 0.8%
Page 9 of 38
6
MSAT Diesel Particulate
Matter
44,012 786 782 -98% 0.5%
MSAT POM 547.7 22.7 22.5 -96% 1.0%
MSAT Total MSAT 129,195 25,057 25,045 -81% 0.1%
Greenhouse Gas (GHG) Emissions Analysis
Note that the GHG analysis results summarized below are still being reviewed and should be
considered draft as of October 7, 2025.
For this analysis, the Minnesota Infrastructure Carbon Estimator (MICE) tool was used to estimate the
lifecycle energy and GHG emissions from the construction and maintenance activities associated with
the project. The results do not include an assessment of the potential climate effects of those
emissions.
In the case of GHGs and climate change, climate is driven by global cumulative changes of GHG
concentrations in the atmosphere; the changes in emissions from one individual project are simply too
small to justify calculation of resulting changes in temperature, sea level, precipitation, and other
significant cumulative climate effects, however, estimation of emissions is still useful to the public and
decision makers so that they can understand whether projects are contributing to progress in mitigating
climate change.
MnDOT evaluates greenhouse gas (GHG) emissions from projects due to concerns about current and
future impacts of climate change in Minnesota. GHGs from transportation (carbon dioxide, methane
and nitrous oxide) contribute to warming of the atmosphere, which leads to effects in Minnesota that
include increases in heavy precipitation, increased flooding, and more episodes of extreme heat.
The project is expected to improve traffic flow and increase speeds but would also induce VMT growth
as speeds increase. This would result in slightly higher GHG emissions as the VMT would slightly
increase in the Build scenario compared to the No Build scenario.
Assessing GHG emissions from transportation projects is one of several strategies that MnDOT is
pursuing to address the issue of climate change. Other strategies that MnDOT is pursuing include
intermodal transportation, electric vehicle incentives and infrastructure, clean vehicle standards, and
alternative fuels.
In conclusion, the I-494 project's impact on regional GHG is minimal, with a 1.2% difference between
the No Build and the Build scenarios. Note that future Build GHG emissions are still projected to
decrease compared to existing operational emissions.
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Table 1. Operational Analysis Results
Operational Emissions (Base Year and Design Year) CO2e, Metric Tons Per Year
Baseline (2018) 261.5 Million
No Build Alternative (2050) 126.0 Million
Build Alternative (2050) 127.5 Million
Difference Build vs No-Build Alternatives 1.5 Million (1.2% change)
Cumulative Difference over project lifetime (20 years) CO2e, Metric Tons (total)
31.0 Million
3. Benefit Coast Analysis (BCA)
The objective of the benefit-cost analysis (BCA) is to bring all the direct effects of a transportation
investment into a common measure (dollars), and to account for the fact that benefits accrue over an
extended period while costs are incurred primarily in the initial years. The core elements that can be
monetized are travel time, changes in vehicle operating costs, vehicle crashes, environmental impacts,
capital costs and remaining capital value, and operating and maintenance costs. The benefit-cost
analysis can provide an indication of the economic desirability of an alternative, but decision-makers
must weigh the results against other considerations, effects, and impacts of the project.
The benefit-cost analysis provides an indication of the economic desirability of a scenario, but results
must be weighed by decision-makers along with the assessment of other effects and impacts. Projects
are considered cost-effective if the benefit-cost ratio is at least 1.0. The larger the ratio number, the
greater the benefits per unit cost. Results of the benefit-cost analysis are shown in below.
Initial Capital Cost
(2022 Dollars)
Project Benefits
(2022 Dollars)
Benefit-Cost Ratio
(3.1% Discount Rate)
Net Present
Value (2022
Dollars)
No Build vs. Build $353.6 million $603.2 million 1.7 $249.6 million
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8
Page 12 of 38
I-494 Corridor Vision
Municipal Consent Request
Andrew Lutaya, P.E.
Project Manager
mndot.gov
Page 13 of 38
I-494 Corridor Vision
Agenda
1.Request for Municipal Consent
2.I-494 Corridor vision
a)I-494 Phase II – Scope
3.I-494 Phase II – Local cost participation
4.I-494 Phase II – Construction Staging & Management of
Traffic
Page 14 of 38
Municipal Consent
•MN Statutes 161.162 to 161.167
•Altered access
•Increased or reduced traffic capacity
•Required acquisition of permanent right of way
•Opportunity for municipalities to comment and approve of the project layout
(MN Statute 161.164)
•Requested from Richfield because of:
•Increased or reduced traffic capacity – EZ-Pass Lanes
Page 15 of 38
Defined Corridor Vision
E-ZPass from Hwy 169 to 24th Ave
I-494/I-35W interchange
Access changes at Nicollet, Portland and 12th
77th St Underpass
Page 16 of 38
Project Scope
•Construct E-ZPass lanes from Th 169 to Hwy 100 & I-35W to TH 77
•Reconstruct existing mainline lanes on I-494 and on I-35W
•Reconstruct Th 77 bridges over I-494
•Reconstruct 82nd St bridge over I-35W
•Reconstruct CPCK RR bridge over I-494
•Joint repair of the existing 84-inch trunkline from Lyndale Ave to 34th Ave.
•Multi-model i.e. Bike, Ped & ADA improvements
I-494 - Phase II
Frontage Roads E of 12th Ave
EZ-PASS expansion & mainline reconstruct
82nd St bridge braid
Hwy 77 bridge reconstruct
82nd St bridge reconstruct
I-35W Mainline reconstruct
France Ave Signal Replacement
Xerxes Ave Bridge rehab
E Bush Lake Rd Bridge rehabW Bush Lake Rd Bridge Rehab
Lyndale Ave Bridge rehab
EZ-Pass ExpansionCenter median
I-494 over Th 100 Bridge rehab
Page 17 of 38
I-494 - Phase II
City of Richfield Local cost participation
•Street lighting along N Frontage Rd - $7k
•Contingency & engineering - $2K
•Total estimate local share for project 2 is $9K
Page 18 of 38
I-494 - Phase II
Proposed MOT & Staging
•4-year construction
•Maintain 3 lanes in each direction on both I-35W & I-494
•2027 – Focus on utility relocations & temporary widening
•2028 & 2030 – Major mainline impacts
Page 19 of 38
I-494 - Phase II
Traffic Management Plan
The following areas that were
not in the Phase 1 area, to be
included for Phase II monitoring
•South Loop District
•MSP Airport
•I-35W and 94th and 98th
Interchanges
•98th Street/EOSR Corridor
•Diagonal Blvd (Lyndale to TH 77)
Page 20 of 38
Thank you again!
Andrew Lutaya
Andrew.Lutaya@state.mn.us
651-234-7563
Page 21 of 38
I-494 Corridor Vision
City of Richfield Council Work Session
Amber Andrew Lutaya, P.E.
Project Manager
City of Richfield Council Workshop
October 14, 2025 mndot.gov
Page 22 of 38
Agenda
•Review Action Items – July 22, 2025 Council Workshop
•Noisewalls
•Air Quality,
•Greenhouse Gas Emissions
•Benefit-Cost Analysis
•Municipal Consent Public Hearing preview
•Update on other City/MnDOT coordination items
•73rd Ave ped bridge
•I-35W/76th St interchange area
mndot.gov Page 23 of 38
Review Action Items – July 22, 2025 Council Workshop
10/13/2025 mndot.gov 3
Follow-up action items:
•Noise update
o Updating to 2050 traffic volumes for entire vision, not revisiting work in Project 1
o Mitigation implementation will be per typical process:
Evaluate feasibility and cost effectiveness
Property owners/residents who experience 5-decibel reduction can vote
Page 24 of 38
Review Action Items – July 22, 2025 Council Workshop
10/13/2025 mndot.gov 4
•Noise study areas (NSA)
Page 25 of 38
Review Action Items – July 22, 2025 Council Workshop
10/13/2025 mndot.gov 5
•Richfield studies areas:
o No noisewalls proposed
•Other Areas along I-494
o Noisewalls proposed at
I-35W/*82nd St.
Page 26 of 38
Review Action Items – July 22, 2025 Council Workshop
10/13/2025 mndot.gov 6
Follow-up action items:
•Air quality analysis results (Mobile Source Air Toxics (MSAT)
o The No Build condition, however, includes project 1 being completed
o Overall improvements to air quality compared to existing conditions mostly by fuel &
technology advancements
o No comparable difference between 2050 No build(NB) vs 2050 build (BD-project 1&2)
Daily Emission Inventory (lb, MT for CO2e)Comparison
Category VMT/Pollutants 2019 (EX) Conditions BD - Project 1 & 2 NB - Project 1 EX vs BD NB vs BD
MSAT Benzene 21,823 4,235 4,224 -81%0.3%
MSAT 1,3-Butadiene 1,203 0 0
MSAT Formaldehyde 11,353 1,494 1,496 -87%-0.2%
MSAT Acetaldehyde 6,752 1,206 1,210 -82%-0.4%
MSAT Acrolein 743 39.764 39.756 -95%0.0%
MSAT Ethyl Benzene 41,462 17,217 17,213 -58%0.0%
MSAT Naphthalene 1,300 57.1 56.6 -96%0.8%
MSAT Diesel Particulate Matter 44,012 786 782 -98%0.5%
MSAT POM 547.7 22.7 22.5 -96%1.0%
MSAT Total MSAT 129,195 25,057 25,045 -81%0.1%
Page 27 of 38
Review Action Items – June 22, 2025 Council Workshop
Follow-up action items:
•GHG emissions analysis
o The No Build condition, however, includes project 1 being completed
o Overall improvements to air quality compared to existing conditions mostly by fuel & technology advancements
o No comparable difference between 2050 No build(NB – project 1) vs 2050 build (BD-project 1&2)
10/13/2025 mndot.gov 7
Operational Emissions (Base
Year and Design Year)
CO2e, Metric
Tons Per Year
Baseline (2018)261.5 Million
No Build Alternative (2050)126.0 Million
Build Alternative (2050) 127.5 Million
Difference Build vs No-Build
Alternatives
1.5 Million (1.2%
change)
Cumulative Difference over
project lifetime (20 years)
CO2e, Metric
Tons (total)
31.Million
Operational Analysis Results
Page 28 of 38
Review Action Items – June 22, 2025 Council Workshop
10/13/2025 mndot.gov 8
Follow-up action items: - waiting on results
•Benefit Cost Analysis
o The core elements that can be monetized are travel time, changes in vehicle operating costs, vehicle crashes, environmental impacts, capital costs and remaining capital value, and operating and maintenance costs.
o Results below are from the 2024 IIJA grant award for the corridor vision
o Projects are considered cost-effective if the benefit-cost ratio is at least 1.0
o BCA for the project vision was calculated at 1.7
Page 29 of 38
Regional Framework - Revisited
10/13/2025 mndot.gov 9Page 30 of 38
Regional Framework - Revisited
Consideration Factor Description Vision Outcomes
Air Quality Improvements Improved for residents in close proximity •Minimal differences between No
Build and Build condition.
Cost-effective (low cost/high
benefit)
Cost-effective solution providing safety,
congestion, mobility benefits
•BCA reported at 1.7, confirming
it to be cost effective
Fills a Gap or Need As documented in (1) local and (2)
regional planning documents
•Local: ped access, trail gaps,
street lighting
Funding Aligns with known opportunities and
adjusts as need
•Federal: $198M
•State bonds: $329M
•Richfield Project 1 : $3M
*Project 2: $9k
10/13/2025 mndot.gov 10Page 31 of 38
Regional Framework - Revisited
Consideration Factor Description Vision Outcomes
Local Congestion/Mobility
Improvements
Provides congestion relief to local system •I-494 imprvts. attract vehicles
from local system and improve
freight mobility
•Signal removals, reconstructions,
or modifications on Nicollet,
Portland & 12th Aves
•Portland re-designed
Local Safety Benefits Mitigates safety issues and conflicts
between users on local system
•New and improved ped/bike
infrastructure including ped
bridge, sidewalk, and trails
•Reduce local system crash rates
•Improved safety on Nicollet and
12 via access consolidation
10/13/2025 mndot.gov 11Page 32 of 38
Regional Framework - Revisited
Consideration Factor Description Vision Outcomes
Ownership and Major
Maintenance
City will not take on for regional
infrastructure components
•MnDOT to own
Project Support Received community support (e.g.,
Municipal Consent) and/or approval
from relevant agencies
•PAC Support for corridor vision
from Edina, Bloomington,
Richfield, Hennepin County, Met
Council, FHWA
Promotes Multimodal
Transportation Options
Enhances multimodal transportation
options
•E-ZPass provides carpool and
future transit advantage
•New and improved bike and ped
facilities
•Accommodates D-line and adds
new/reconstructed bus shelters
10/13/2025 mndot.gov 12Page 33 of 38
Regional Framework - Revisited
Consideration Factor Description Vision Outcomes
Reduces Inequities Improves quality of life for
underrepresented populations
•New and improved access in
areas of low income
•Reduce in hours of congestion
on highway and local streets
•Noise mitigation with proposed
noise walls
Reduction Greenhouse Gas
Emissions
Provides net decrease •Minimal differences between
No Build and Build.
Property Impacts Use flexible design to eliminate (ideally)
or minimize, including public parks
•Project 1: acquisitions along
Portland Ave
•Project 2: temporary easements
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Next Steps
•Municipal consent - Public Hearings – October – November 2025.
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Thank you again!
Andrew Lutaya, P.E.
Andrew.Lutaya@state.mn.us
651-234-7563
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MnDOT/City coordination items
10/7/2025 mndot.gov 1
Follow-up action items:
•73rd Ave Pedestrian Bridge
o Scoping for this bridge replacement has started
o Funding year for this project is FY30.
o $5M budget for the project
MnDOT Concept City Concept
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MnDOT/City coordination items
10/7/2025 mndot.gov 2
Follow-up action items:
•I-35W/76th St Interchange
o MnDOT metro to continue studying
area for possible safety improvements
o Influence of proposed safety
improvements from the 76th St/ Knox
Ave RAB project at to the interchange
area
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