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I <br />Changes in population trends and projections have brought on modifications in <br />metropolitan facilities affecting emr Orono’s transportation planning. Regio nal <br />re%%’er~facilities capacities have chang ed drastically. Qnginal plans called for <br />sewering all of Orono with capacity for 37.;060 people. But the final Orono-LuUg <br />Lake~Interceptoi vvas leloeated and is in place with a design capacity for less than <br />8.400 Orono residents and a service area limited to the existing urban and <br />lakcshore neighb orhoods. In addition, regional transportation plans have been <br />chang ed as commuters mo\'e in toward the center cit%*. 1 he State ot Minnesota has <br />dropped plans for rclucating and e.x panding llig hwas-12 through -Orono as had <br />been .sho^^n in our 19 74 Comprehensive Guide Plan. Interstate jQ4 may be built <br />between Minneapolis and Interstate* 494. but there are no plans tor additional <br />idinu of State-Hiehwav 12 west of Wayzata. Indeed. -Ilig hw-a}-13 wasttpgr <br />resurfaced-in 1978 after statewide priorities shifted from lIighwayl-2 to Highway <br />212 as the major east»west arterial forccntral Minnesota: As a result of Orono’s <br />low-densitv land use plan, metropolitan sewer facilities capacity allotments for <br />Orono were significantly reduced in the late 1970's. In addition, while as of 1980 <br />MnDOT plans for relocating Hielnvav 12 had been shelved. Interstate 394 became <br />a reality from Minneapolis to 1-494. providinu improved commuter access for the <br />western suburbs. .Although Hiehwav 12 was resurfaced in 1978 after statewide <br />priorities shifted from lliuhwav 12 to Hiiihwav 212 as the major east-west arteial <br />for central Minnesota, in the late IQSO's pressure from outstate intere.sts auain <br />brought focus onto Hiuhwav 12 as a vital transportation corridor. .Additionally, as <br />residential development leap-frogged past Orono to the far western suburbs and <br />into Wright Countv. commuter traffic on Highway 12 through Orono has created <br />high traffic counts and backups that eventually add traffic to parallel corridors such <br />as County Road 6. The increased ‘througir traffic has had significant effects on <br />transportaion plans for Orono and Long Lake. <br />Orono's coninicrcial and economic development have always been centered in <br />the historic town centers. I hc shopping, employment, educational and social <br />needs of Orono residents have been more than amply met by commercial facilities <br />and shopping centers located in Na\arre and in surrounding communities. Rural <br />and urban residents alike utilize these tacilitics and in fact, the commercial <br />stability of the neighboring cities relies in part upon the regional service area that <br />includes all of Orono. Orono's transportation plans there lore As a result, Orono s <br />transportation plans address not onlv the efficient movement of commuter traffic <br />through Orono. hut also the local service needs of our residential neighborhoods <br />and the transportation links between these neighborhoods and the established town <br />center commercial areas. <br />I <br />I <br />I <br />1 <br />I <br />I <br />J <br />CMP 4A - 6 <br />I <br />I <br />1 <br />1