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Responsibility for any new. bridge oapacity needs to be Ihared among leveral unitl of government. Affected agencies must agree on an equitible way to Ihare study costs, th1s il also l1kely to be true of improvement costa. Short Range Actions: (W1thin the next 10 years) ADoka and Hn/DOT need to reach agreement on improvements to intersections and Ferry street or to traffic operations to handle short range demand. The long t1me period for design and approval of additional capacUy in a new or widened bridge makes a short range solution critical. It would be desirable to have sufficient capacity to carry about 2400 vehicles per hour in each direction. The next step in an acceptable bridge development process usable by the state and USDOT ill a detailed environmental impact analys1s of alternatives in the priority corridor to tie down more accurate cost implications. The alternatives analysis should further test the finding that Ferry st. is the critical link. Long Range Actions: (Beyond 1996-97) Action is needed to provide more bridge and approach road capacity in the priority corridor. Due to its location, the TH 169 crossing will experience demand in excess of its capacity even with the avail1bility of new river crossing capac1ty at TH 610 to the south. Providing for such an imProvement will require a long term inter-governmental approach to planning, design and fUnding. The second priority corridor segment would include bridge locations 8 through 12. This segment is that part of the corridor which runs from 109th Ave-Hanson Blvd. north of the new TH 610 crossing south to 1-694. This segment is between Brooklyn Park and Brooklyn Center on the wst of the river and Coon Rapids imd Fridley on the east. The long term increase in traffic demand across the second priority segment ill greater than the other two segments and current congestion on 1-694 ill and has been of concern to travelers and officialS. The technical committee has made the following findings regarding the second priority segment and identified short and long range actions appropriate to the findings. Findings: The analysis of future development shows a long tel'lll increase in east west travel demand in this corridor. The largest increase in the study area will be generated in Brooklyn Park. AlSO, total travel demand on 1-694 is and will continue to be the greatest ot all crossings in the study area. Provision of an additional crossing in this corridor would probably raise demand further, especially if the crossing wre near to 1-694. The year 2000 de:Bl1d (185,000 trips) will exceed the combined capacity of TH 610 _ 1-694. In the short run there is a capacity restraint on TH 610 at the west end <;erDlinus w1th TH252. This constraint is based on the assumption in the study that TH 610 will not be constructed west of this point before 2000. If 610 were complete then the bridge would be at 35 52