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The Diversion Authority’s Agricultural Policy Subcommittee will continue its discussion on local drainage, the Diversion Project’s Transportation Plan, and other issues at its September 18, 2012 meeting. The following outlines, in some detail, what will be discussed:


A local drainage study is being completed for the portion of the Project between the BNSF Prosper Subdivision railroad line and the outlet. The purpose of the study is to incorporate plans for re-establishing of local drainage, as well as handling drainage during the period of construction activities. The results of this study are being forwarded to the design teams for incorporation into the final design.

Drainage features will include drainage channels constructed parallel to and outside of the Excavated Material Berms (EMBs) for the entire length of the project. The purpose of the drains is to pick up drainage off of the EMBs as well as drainage approaching the project from either side.

The parallel drains will be constructed similar to a typical rural Legal Drain. They will be directed to specific locations in which they will discharge into the diversion channel or other existing drainage feature. There will be no active control (operable gates, etc) of local drainage water entering the diversion channel. Flap gates and weir structures will be used to prohibit water in the diversion channel from backing into local drainage features.

Local Water Resource Districts will continue to be involved in determining locations of new legal drains. Legal drains entering the diversion project will require concurrence by USACE and the Diversion Authority.

Transportation Planning

A transportation plan completed for the portion of the FM Diversion project between the Maple River and the outlet concluded that maintaining crossings at the existing county roads will meet the transportation needs for the area. Based on the current alignment, the spacing between bridges varies from 1.5 to 4.5 miles with the overall average between 2.5 and 3 miles. A transportation plan will be developed to verify the planned crossing locations and provide adequate flow of traffic for the remaining segments of the diversion channel as the final alignment is determined.

Where township roadways are severed by the diversion channel, they will either be terminated near the diversion right-of-way or removed to the nearest section line. The point of termination will be determined during the design phase based on input from property owners and township officials to balance the need for access with the need to maintain the shorter segments of roadway.

These modifications to the township road network required to construct the diversion or re-establish the network connectivity will be completed and funded by the Diversion Authority as part of the project. Following completion of the project, it is anticipated the on-going maintenance of township facilities located outside the limits of diversion channel will be the responsibility of the township.

Access will be maintained to all existing parcels adjacent to the proposed channel. Some improvements or alternative access locations may need to be added.

Some township roadways are recommended to be improved with the project to provide more reliable access to the county roadways.

The Diversion Authority, as the local sponsor, will be responsible for maintenance of the bridges. It is anticipated that the Diversion Authority will seek a maintenance agreement with the County, Railroad, Department of Transportation (DOT), etc., to perform the day to day maintenance of the bridges.

The need for and potential location of emergency routes within the staging and storage areas will be addressed as detailed transportation planning progresses to these segments of the project. It is anticipated that major routes, such as Highway 75 and I-29, will be raised to

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