06-22-1992 Council Packet - Laserfiche WebLink

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I mfe-.s-v '-. ]5 .■:‘iW\‘- |y;K .,v 4,f ■r ■ •• ■’ 'i \ > ; ■■ ■ -iS •4y-;^ ■ f¥;: li.:-? 'viv IISi - '2? >*• VH- ^*V:r. .;.. 'XiiV J'r a'r. The Council influences metropoiiian high^vay development in a variety of was?. The Minnesota Department of Transportation (Mn;DOT) constructs and maintains most of the roads in the metropolitan system, and the ultimate authority for highway programming dec:sions rests with the state commissioner of transportation. However. MjvDOT seriously considers the Council’s highway policymaking and project planning in virtu-a’ly ail mefopoiitan area highway priorities. The Council approves construction on controlled-access highways and develops guidelines for setting highway prionties as well as guidelines for approval of interchange improvements. The Council is also responsible for endorsing Federal Aid Urban and Interstate Substitution funding priorities, which are set by local elected officials acting through the Council’s Transportation Advisory Board. Highway planning is very important because the ability of people to take advantage of the opportunities the area offers and acquiring essential goods and services depend on having a good highvmy system and on keeping it operating weU. This means roads on the existing system must be able to provide the type and level of service designated in the Council’s transportation policy plan. Traffic management strategies or new construction will be necessary when traffic solumes approach design capacities, when road conditions p(»e hazards and slowdowns, and when new developments arc proposed that differ substantially from assumptions made in the regional transportation plan. Implementing traffic management strategies for metropolitan highways is a state or regional responsibility that frequently has direct or indirect implications for local sv-stems Local governments will have primary responsibility for carrying out traffic management strategics on local systems. New sources may share the responsibility for funding new construction with the traditional county, state and federal sources. New sources may include the region, local governments and the private sector. With the potential for funding and operational limitations, denying access to the regional system may also be necessary for unantkripat^ new developments. Highway planning should also address air pollution caused by heavy concentrations of auto, and bus traffic. Although this problem has traditionally been associated with the two metro centeis, it is a growing problem in the regional business concentrations where highways are reaching capacity. The relatkmship between metropolitan highways and outstatc Minnesota is another consideration in highwqr plaiming. The Council recognizes the importance of outstatc connections, particularly fi>r economic development.] nnactiona aa it will t» tha mtropoliton highway synawii ilitan highwava in the rural area will be planned to support a level of development coBSiitent with the Oouncirs rural density policies. The Council will not plan for a level of ^tvice that would support or encourace development greater than the policy except where an eateption has been approved according to the guidelines of the Metropolitan Development and InveatmentFi.! f». t f I • i4’ f planning must also consider the rural-to-urban transition areas, and how rights-of-wav for the svitcm of orindpai and minor arterials that will be needed in the future should be protected from incompatible develoomenL 12