5.3. SR 11-16-1998 - Laserfiche WebLink

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the two metro area highway and transit networks. During certain periods of the year, there is an increase in the typical use of TH 10 and 1-94 because of heavy recreational traffic generated by tourism destinations in central and northern Minnesota. The Mississippi River is a natural barrier and river crossings are limited in number. Both intra- and interstate rail traffic use the BNSF line, a mainline and the second most heavily used in the entire BNSF system. This facility links the Pacific rim port of Seattle with the Chicago rail hub. Amtrak's "Empire Builder" provides daily intercity passenger rail service on this line between Chicago and Seattle. With the exception of intemity bus service (Greyhound), no other transit opportunities for commuters are provided between the two metro areas. S.3 PROBLEM STATEMENT Over the past several years, the two metro areas and the rural communities along the corridor have experienced economic prosperity and corresponding population growth. As a result, both the amount and the patterns of travel within the Northstar Corridor are rapidly changing, reflecting the growth at both ends and changing land uses in the currently rural center. The rural areas are fast becoming "Bedroom Communities". No longer are the Twin Cities and St. Cloud completely separate regions, but they are increasingly linked by the daily travel of people who live in one area but work in another. The corridor has the highest inter-regional growth rate in Minnesota, supported in part by increasing employment opportunities, rising Twin Cities area housing costs, and larger numbers of two-income families. Transportation-related land use strategies must respond to the challenge posed by the diversity of urban, suburban and rural/exurban community types found within the corridor. Growth in peak period vehicle miles traveled (VMT) over the last decade, particularly in the Twin Cities area, has strained the ability of existing facilities to accommodate the demand. Both metropolitan areas recognize the need to provide efficient transportation facilities to accommodate the expected growth in a sustainable manner, while preserving the mobility which makes such growth possible. However, both metropolitan areas are increasingly constrained in their financial ability to provide new transportation facilities for people and goods. The Minnesota Department of Transportation and the two metropolitan planning organizations (the Metropolitan Council in the Twin Cities and the St. Cloud Area Planning Organization) have consequently focused on preserving and managing existing facilities, with limited added capacity projects. As a result, the roads, bridges and railroads in the Northstar Corridor are all affected by increasing congestion and declining safety. Coordinated transit service between the two metropolitan areas is not available to offer an alternative or relieve pressure on the roadway network. In the northwest segments of Hennepin and Wright Counties, where 1-94 parallels TH 10, 1-94 is at or expected to be at capacity by 2015 and will not be able to relieve congestion on TH 10. Without increasing revenues, it is anticipated that future investments in the principal and arterial highway systems serving the corridor will not be sufficient to adequately support the increased commuting travel demands of forecasted growth in the corridor. Congestion will continue to increase during peak travel times, resulting in longer traffic delays, increased cost to commuters, and greater vehicle emissions. State and regional transportation studies prepared for the southern portions of the corridor have concluded that a strategy to soley build additional highway capacity is not a financially feasible solution to congestion. Northstar Corridor Major Investment Study Section 1 - Summary 10-28-98 S-3