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The final analysis of historical (TP-40), current (Atlas 14), and future predicted storm events for three watersheds in Minnesota (Duluth, Minneapolis, Rochester) has shown that current design philosophy is not sufficient to prevent flooding from 10-year and larger design storm events and that flood depth and duration will increase given current climate projections. Several stormwater infrastructure adaptation strategies were assessed for reducing flood depth and duration: Baseline (existing conditions), adding rain gardens (aka, Infiltration Basins), adding new wet ponds, retrofitting existing stormwater ponds to be “Smart Ponds, adding new Smart Ponds while also converting existing ponds into Smart Ponds, or upsizing of stormwater pipes to convey more water. In watersheds that are mixed urban, suburban, and rural like Rochester’s Kings Run or Duluth’s Miller Creek sub-watersheds, the most cost-effective climate change adaptation strategy was to build new stormwater wet ponds (Extra Ponds strategy) to treat the impervious surfaces not currently treated by existing wet ponds and other stormwater BMPs. In the fully developed urban 1NE watershed in Minneapolis, the most cost-effective (excluding land costs) climate change adaptation strategy was building wet ponds (Extra Ponds). Securing property for building new stormwater infrastructure in fully developed urban watersheds like 1NE may be a substantial cost compared to other watersheds. Smart Ponds do not require additional land for implementation and thus represent a relatively low-cost alternative that will be more beneficial in watersheds with numerous existing wet ponds.

Stormwater management practices for treating urban rainwater runoff were evaluated for cost and effectiveness in removing suspended sediments and phosphorus. Construction and annual operating and maintenance cost data was collected and analyzed for dry detention basins, wet basins, sand filters, constructed wetlands, bioretention filters, infiltration trenches, and swales using literature that reported on existing SMP sites across the United States. After statistical analysis on historical values of inflation and bond yields, the annual operating and maintenance costs were converted to a present worth based on a 20-year life and added to the construction cost. The total present cost of each SMP with the 67% confidence interval was reported as a function of the water quality design volume or, in the case of swales as a function of the swale top width, again with a 67% confidence interval. Finally, the mass of total suspended solids and total phosphorus removed over the 20-year life was estimated as a function of the water quality volume. The results can be used by planners and designers to estimate both the total cost of installing a stormwater management practice at a given site and the corresponding total suspended solids and phosphorus removal.

Road salt (NaCl) is used predominantly across the state for winter road anti-icing (as brine) and de-icing (as a solid) operations. Road salt is used because it is inexpensive and effective, but the thousands of tons used annually have resulted in increasing chloride concentrations of surface water bodies throughout Minnesota. In many cases, chloride concentrations are above regulatory limits, which results in the loss of aquatic biota and the water body being labeled as impaired. Thus, there is a need for one or more road salt alternatives (RSAs) that are effective, relatively inexpensive, and environmentally friendly. This report investigates the environmental impacts of potassium acetate (Kac), which is effective at lower temperatures than most other potential RSAs and is also less corrosive to steel than conventional road salt. Field measurements indicate that current applications of KAc do not have a substantial influence on biochemical oxygen demand (BOD) and microbiological water quality in Lake Superior. However, KAc concentrations due to application to 25% of the roads in the Miller Creek watershed are predicted to be above the toxic limit for water fleas. We believe that KAc could be used in the most precarious winter driving safety locations, but not over all watershed roads or for all storms. Acetate could be used as a general organic anti-icer, but in combination with another cation, such as sodium or magnesium.

Road salt and particularly sodium chloride is used for de-icing roadways during winter months in cold climates but can have a negative impact on the environment. This report describes research that investigated the use of permeable pavements that are not treated with road salt as an alternative to impermeable pavement surfaces that are treated with road salt. Various methods were used to quantify the snow and ice cover on impermeable and permeable pavements under near-identical but various environmental conditions. It must be noted; however; that impermeable pavements including the ones in this study are typically managed with road salt while permeable pavements are not. However; the following conclusions can be drawn from previous research and data collected during this project: 1) permeable pavements and the porous subbase beneath them function as thermal insulators; preventing heat transfer from the surface to below and vice versa; 2) permeable pavements that are clogged due to sediment accumulation or collapsed pores provide no benefit compared to impermeable pavement; 3) more sites with impermeable pavement had more friction than sites with permeable pavement; 4) more sites with impermeable pavement had less snow and/or ice cover than sites with permeable pavements; and 5) more sites with impermeable pavement had pooled water than sites with permeable pavements. This demonstrates the primary winter benefit of permeable pavements: meltwater can infiltrate through permeable pavements and prevent refreezing. Refreezing of meltwater on impermeable pavements creates dangerously slippery conditions which can be avoided with functional permeable pavements.

Stormwater treatment practices, often referred to as stormwater best management practices (BMPs), require a substantial commitment to maintenance, including regular inspections and assessments. Existing regulations require governmental units to develop a systematic approach for ongoing inspection and maintenance to ensure that they are achieving their desired treatment goals. A lack of maintenance will lead to a decrease in BMP performance and will often result in expensive rehabilitation or rebuild. In 2009, SRF Consulting produced a maintenance guide for the Local Road Research Board (LRRB) (Marti, et al. 2009). In 2023, the LRRB commissioned the University of Minnesota St. Anthony Falls Laboratory to update this guide to reflect new best practices. The Stormwater BMP Inspection and Maintenance Resource Guide (the Guide) is a supplement to the Minnesota Stormwater Manual (MPCA 2023) and will help the reader plan for recommended long-term maintenance activities through guidance on visual inspection, testing, and monitoring methods for identifying what maintenance is needed, and when it is needed. The Guide describes inspection and maintenance for constructed stormwater ponds (both dry and wet) and wetlands, underground sedimentation practices, infiltration practices, filtration practices, bioretention practices, permeable pavements, and stormwater harvesting. In addition, the Guide includes a section on Meeting Stormwater Management Objectives, which provides information on achieving reductions for sediment, phosphorus, nitrogen, metals, chloride, pathogens, and organic chemicals. The Guide also includes Field Inspections Resources, which contains inspection checklists and maintenance activity recommendations for all of the practices listed