Frequently Asked Questions
Q: What is the "BRT Study" and how does it fit in this corridor?
A. The 2003 legislature directed Mn/DOT to study the feasibility of implementing a Bus Rapid Transit (BRT) system in the I-35W corridor from downtown Minneapolis to Lakeville. BRT systems provide for significantly faster operating bus speeds, integrated service, greater service reliability, and increased convenience through investments in bus infrastructure, equipment, technology, and operational improvements.
The BRT Study was completed in January 2005 and included an analysis of the benefits and the costs of implementing a bus rapid transit system that includes the following:
- Frequent operation of buses on exclusive or near-exclusive right of way in the I-35W corridor;
- Changes in bus or platform design and fare collection that provide for faster convenient boarding;
- Station locations that are adjacent to, or easily accessible from the exclusive right of way;
- Traffic management improvements and traffic signal preemption on local streets within the corridor;
- Changes to existing transit services to provide for timely connections and transfers.
As part of the development of the I-35W/Hwy 62 interchange, guidance was provided through a technical memorandum on the requirements of a bus rapid transitway as it passes through the interchange. Preliminary recommendations were presented early in 2004 and were incorporated in the design of the I-35W/Hwy 62 Reconstruction project.
Q: Is Mn/DOT creating a potential bottleneck at 46th Street?
A: The design layout includes reconstruction of the I-35W/Hwy 62 interchange up to 42nd Street on I-35W. This project will provide the needed capacity through the interchange and will be designed to accept future expansion projects to the north, south, east and west of the interchange. These expansion projects are currently in Mn/DOT's 20-year plan. In the meantime, traffic operations modeling indicates that the interim transition between five lanes and four lanes can be managed effectively with proper signing and striping of the roadway.
Q: What is covered by the EA/EAW?
A: The EA/EAW addresses a comprehensive range of social, economic and environmental issues, including but not limited to the following:
- Project purpose, description, alternatives, cost and funding source,
- Public involvement and agency coordination,
- Environmental impacts and mitigation related to:
| Land use | Fish and wildlife | Water resources |
| Erosion | Water quality | Air emissions |
| Noise | Cultural resources | Parks |
| Visual quality | Environmental justice | Construction |
| Traffic | Contaminated sites | Vegetation |
| Right of Way |
Q: Where can I obtain a copy of the EA/EAW?
A: For a list of locations, including a link to download a copy online, please see the Environmental Process section.
Q: Will noise walls be installed as part of the project? What will they look like?
A: Noise walls are proposed in all areas where analysis indicates they would be cost-effective. All areas that currently have noise walls will continue to have them. New noise walls are proposed in most residential areas adjacent to the corridor that currently do not have them.
Noise walls will be built to a height that results in the greatest reduction in noise for adjacent residents; exact placement and height will depend on structural feasibility. Typically, noise walls need to be at least 10 feet high to be effective and are usually no higher than 20 feet high. However, if noise walls are placed on top of retaining walls, they may appear to be higher. The design and location of the noise walls and materials used will be reviewed with affected communities during the design process. If a local community prefers that noise walls not be placed in a particular area, Mn/DOT will accommodate their request.
Q: Will the project resolve the flooding problem on I-35W near Diamond Lake Road?
A: One of the intended outcomes of this project is to reduce or eliminate the flooding problems on I-35W near Diamond Lake Road. Flooding in this area has occurred on numerous occasions, including a storm in 2002 where the underpass was closed. Flooding is due to a number of issues, including storm sewer capacity, high water levels in Diamond Lake, and inlet capacity.
A number of options to alleviate the potential for flooding have been incorporated into the project design, including raising the highway elevation in this area, increasing the pipe capacity to Diamond Lake, and rerouting some stormwater flows.
Q: How will all of the additional runoff from the expanded roadways be handled?
A: The design plans include a combination of storm water retention ponds, filtration systems and other means to treat the roadway runoff before it is discharged to area lakes and wetlands. Retention systems will also limit the discharge rate to acceptable levels approved by local and state agencies.
Frequently Asked Questions
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Q: How will freeway access change from the existing condition?
- An access ramp to westbound Hwy 62 will be added at Lyndale Avenue.
- Access at Portland Avenue will be to northbound I-35W only. Drivers at Portland Avenue will no longer be able to access southbound I-35W or westbound Hwy 62.
- Access at 66th Street will be to I-35W only. There will be no access from 66th Street to Hwy 62.
- Access from Hwy 121 (southerly extension of Lyndale Ave.) will use a loop ramp to access westbound Hwy 62; the access ramp west of Hwy 121 will be removed.
Q: How will more lanes on the freeways affect local streets?
A: When highways are congested, drivers may choose to exit and use local streets for a portion, or all, of their journey. This behavior means that local streets carry more traffic, which affects the people who live along these streets and use them for shorter trips. By providing additional highway capacity, regional traffic will be drawn back where it belongs, on I-35W and Hwy 62, and traffic volumes on local streets will decrease. Preliminary estimates indicate that some streets may have as much as 30 percent of their current volumes drawn back onto the regional highways.
Q: Will construction result in significant closures on either freeways or ramps?
A: The 2001 Legislature mandate required the development of feasible alternatives that minimized significant, long term construction closures. The final design plans identify construction staging requirements, including temporary ramp closures and short term freeway lane closures. Every effort will be made to limit the duration of closures affecting major ramps or freeway lanes to no more than eight weeks, as opposed to the two to four years proposed under the earlier project.
Q: How will Mn/DOT deal with structural damage to houses due to construction?
A: Noise and vibration can be nuisances during construction, but actual damage to structures is extremely rare. Mn/DOT will perform pre-construction surveys of selected adjacent buildings so that damage claims can be accurately and fairly assessed.
Q: What will the hours of construction be?
A: Mn/DOT's contractors are subject to local ordinances. Requests for variances to ordinances will be made to allow for night construction in certain areas.
Q: Will there be disruption of emergency services during construction?
A: The maintenance of access for emergency service vehicles will be a priority during construction.
Q: Why is Mn/DOT proposing more pavement rather than improving transit?
A: The I-35W corridor is a very heavily used transit corridor. A High Occupancy Vehicle (HOV) lane will provide additional capacity and improved travel times for transit, as well as high occupancy vehicles. This design will implement the applicable recommendations of the I-35W Bus Rapid Transit (BRT) Study completed in January 2005.
Q: Will there be a transit station built on I-35W at 46th Street as part of this project?
A: Yes. The 46th Street Bridge over I-35W will be constructed to accommodate a transit station by leaving space for stairways and elevators to the station. The design of I-35W will include dedicated access between the HOV/BRT lanes and the station. Metro Transit will be providing the infrastructure design for the station.