When the last major I35W Expansion plan was iced in
the early 1990's, the city of Minneapolis came to
agreement with MNDoT that light rail would eventually
be developed in the I-35W corridor instead of
additional lanes.  As noted in the following excerpts
from a recent Star Tribune article, it would seem that
the success MNDoT has had including expansion in the
Access Project has encouraged them to accelerate
adding a plan to add lanes, making I35W a 10-lane
highway.  Here's the quote:

http://www.startribune.com/stories/462/4198539.html
Extending the fifth lane on 35W toward downtown is now
scheduled for 2015 or later, but it's being considered
for potential advancement if new funding is available,
O'Keefe said. 

Even if northbound I-35W is widened to five lanes, the
junction of I-35W and I-94 near downtown Minneapolis
will remain jammed. MnDOT is not even discussing
improvements there, and that means that congestion is
likely to filter back through south Minneapolis from
that constriction.
****
This is the repercussion of having Peter McLaughlin,
RT Rybak and others simply accept the widening that
MNDoT inserted into the orginal plan rather than
continue the fight against widening that Sharon
Sayles-Belton initiated.  Shame on Peter & RT!!

It is, however, untrue that MNDoT is not discussing
improvements at the interchange with I-94; Smith
Parker developed a whole set of "improvements" to this
interchange as part of their Excess Project.

It's very sad to see this continued focus on enabling
and encouraging automobile traffic.  As I've noted
before, Minneapolis seems to be about 20 years behind
the curve on national trends, and transit is no
exception.

David Piehl
Central


 

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