Agenda - Economic Development Authority - 10/09/2014

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CORRIDOR CONTEXT CORRIDOR CONTEXT Early in the study, MnDOT and its partners conducted a comprehensive review of existing and forecasted con- ditions within the study area. The purpose of this thorough evaluation was to better understand the specific problems within the corridor. A clear understanding of the individual problems was needed to develop and tailor solutions specific to those problems. The Highway 10 corridor and the areas surrounding it were analyzed in terms of the corridor vision, current funding realities, transportation function, pedestrian and bicycle move- ments, land use, and environmental resources within and adjacent to the corridor. Technical memorandums were prepared with detailed analysis of each of these topic areas. Each of these technical memorandums are listed in this report's Table of Contents and are available at MnDOT upon request. Highlighted below are several key findings identified from these analyses along with conclusions that were used to guide the study. Corridor Vision and Funding Realities The current investment in Highway 10 includes a 2006 resurfacing west of Fairoak Ave. and a 2013 resurfacing east of Fairoak Ave. These improvements are expected to last for 15-20 years. At that time, another resurfacing project would likely serve the pavement needs for another 15-20 years. A reconstruction of the study corridor is not anticipated for 30+ years. MnDOT and the Metropolitan Council understand that Anoka County and the Cities of Ramsey and Anoka desire the ultimate vision for Highway 10 as a freeway based on safety, capacity and mobility needs. As shown in Figure 3 the proposed freeway improvement costs exceed $300 million when adjusted for inflation including acquisition of over $100 million of private property. There are no funds programmed in MnDOT's 20-year plan for expansion of this corridor to a freeway. MnDOT has identified $30 billion in projected state highway system needs over the next 20 years with only $18 billion in expected revenue. This leaves a $12 billion funding gap for the Minnesota state highway system. MnDOT must account for many factors when setting investment priorities, including federal and state law, system conditions, and public input. The result is a set of investment priorities that vary over the next 20 years. Figure 4 illustrates MnDOT's priorities for the next 10 years that balance preservation of existing infrastructure with investments in safety, new connections for multiple modes of transportation and other projects that ad- vance economic development and quality of life objectives. However, investments in the second 10 years focus almost exclusively on preserving existing infrastructure. Despite this focus, the number of roads and bridges in poor condition will more than double and perhaps even triple within 20 years. Given the projected $12 billion funding gap, there will be many unfunded priorities within the 20-year horizon. Key Finding: Considering current overall state and federal funding levels, the conversion of Highway 10 to a freeway facility is in neither MnDOT nor the Metropolitan Council's long range plans. HIGHWAY 10 ACCESS PLANNING STUDY 13