HWYS 169/494

PHL- Is it true that back in February of 2009, the 494/169 interchange was still under consideration, but the funding would not cover other smaller projects and the larger projects too, so MNDOT opted to use FHA money to do the smaller projects?

MNDOT- In February 2009, MnDOT received approximately $350 million of ARRA money, with $170 million of the money coming to the Metro Area. At that time, MnDOT was still negotiating with FHWA on the performance based design. The estimated cost of the Policy Based (or full build) project was $205-$215 million. In order to move forward at that time, considering we would have needed to come up with funding for the Policy Based project, MnDOT would have spent all the Metro share of the ARRA money along with needing additional money to cover the cost to build the Policy Based Design.

Since this would spend all of the ARRA money in one location and required additional local money, we wanted the decision to be made with our stakeholders through the Met Council process. As you have pointed out, that process ultimately provided direction to deliver the next segment of TH 610 and a number of other much needed projects in the Metro area, thus meeting the intent of the ARRA money.

PHL- The 169/494 project wasn’t fastracked. Can you tell us why?

MNDOT-We have continued the design efforts on TH 169 since taking ownership from Hennepin County back in the mid-90’s. The new river bridge over the Minnesota River, Anderson Lake Parkway and Pioneer Trail interchanges and the interim improvements at I-494 have been done since taking ownership.

The 169/494 interchange design has gone through a number of changes in the past several years but it has always been ready to move quickly into a design build project once funding was identified, which we feel we have at this point.

PHL -Was the 169/494 interchange redesign in the Met Council’s 2030 transportation plan?

MET COUNCIL- The 169/494 interchange is identified in the current 2030 Transportation Policy Plan as an “Expansion Project to be Reassessed” in an attempt to reduce the scope and cost…” (Table 6-37). The project has been on the radar for some time, but costs have been prohibitive. Mn/DOT has since re-scoped the project, identified funds and is prepared to move the project forward.

2030 Transportation Policy Plan http://www.metrocouncil.org/planning/transportation/TPP/2008/index.htm

PHL- The 169/494 interchange project will begin in spring 2011 according to MNDOT. When will it end?

MNDOT- Construction is anticipated to take 2 ½ years to complete. The relocation of utilities has a major influence on the staging and construction schedule.

PHL-Though the reconstruction project was chosen to receive funding in order to accelerate it going back to 2003, it was a no go. The project was designated as a high priority interregional corridor, however the funds were used for other critical projects. Why is that since it was considered one of the most dangerous sections of highway in the state?

MNDOT- TH 169/494 has been a high priority as you have mentioned. Funding and our ability to deliver all the high priorities in our program will continue to be a challenge for us. When MnDOT received the BAP money in the early 2000s, we began work on TH 169 and were able to accomplish a lot of good things south of the interchange with I-494. Unfortunately the remaining money was not enough to do the entire project at the interchange and the remaining money was moved to another high priority project in the Metro area. Since that time we have always kept the interchange project a priority. Although the ARRA money that we received in 2009 did not go directly to the interchange project, it has played a major role in identifying and securing other funding sources in order for us to move forward with the current project in 2010.

PHL- Mn/DOT only assumed jurisdictional responsibility for Highway 169 in the early 1990s. Who had jurisdiction before? In the mid-1990s Mn/DOT replaced the Highway 169 bridges spanning I-494 and reconfigured the diamond interchange to what exists today. Was the potential for a bottleneck scenario that resulted considered initially in the planning stages?

MNDOT- Hennepin County originally had jurisdiction of TH 169. At that time it was designated as CSAH 18. The work at the interchange in the mid 1990’s was an interim step to help with safety issues associated with the interchange. It was never intended to provide a full fix. The interim fix did help alleviate some of the problems. With the projected traffic growth and the operations of the signals, yes, we were aware that there would still be congestion in the corridor until a more comprehensive project could be done.

PHL- The Performance-based design with lesser ramps was an area of contention between the federal government and the state We assume MNDOT went against the FHA recommendation for more ramps. Our understanding is the decision to go with less ramps was not based on the FHA not fully funding the project because they were going for 8 ramps, not six. So, there was a disagreement over how many ramps would be sufficient?

MNDOT- MnDOT and FHWA although in disagreement originally, have been working together to meet everyone’s expectations and a recognition that we need to start doing things differently with funding becoming less and less. The importance of building things based on performance and making decisions that provide a high benefit at a reasonable cost is how we will be making our decisions in the future.

The TH 169/I-494 project will deliver 95%+ of the needs that people are expecting from the interchange while saving approximately $40 million. At some point in time based on performance, the other system moves may be needed, MnDOT has committed to providing them at such time We feel that this is the right solution in these economic times where money is tight.

This philosophy is being applied to our entire program. Current projects are being reassessed and re-scoped to determine what is the right solution at this time.

PHL- We understand from MNDOT’s web site that the Performance-based design is the process based on needs within the context of the specific area. It may differ from policy-based design which follows guidelines set by the Federal Highway Administration. Designing based on performance can save resources. In this case Mn/DOT is saving approximately $30 $40 million in construction costs by building six ramps instead of eight. The saving can be used on other projects in the area. It also removes stoplights, which will reduce congestion and improve safety. Will this new interchange allow traffic to mover faster through the Eden Prairie to Edina corridor, which still only has four lanes each way and does not handle rush hour traffic due to so few lanes. Was this considered in the grand scheme of the new interchange?

MNDOT- By removing the 3 signalized intersections, traffic will flow much smoother through this area. There are significant traffic advantages by converting this last remaining segment of Highway 169 to a freeway. Advantages as far south as Mankato all the way up to Champlin will be realized. Highway 169 is designated as an inter-regional corridor serving much of the southwest portion of the State of Minnesota. The port of Savage located on the Minnesota River will also benefit from the removal of the signal, allowing better freight movements from western Minnesota to the port.

As it relates to improvements north of the interchange, this segment of TH 169 is not scheduled to have any major capacity increases in the near future. MnDOT will continue to look creatively at ways to help increase people through-put in these types of corridors using technology, education, telecommuting and transit.

PHL- How will traffic be averted during construction? Since this is a major traffic area where will all these cars have to travel to get to other main highways?

MNDOT- During construction, as part of the maintenance of traffic, the contractor will be expected to keep 2 lanes open in each direction on Highway 169, and keep all the lanes open on I-494. There will be some closures of these roadways on weekends and nights to facilitate work over the roadways. This is done for safety reasons. The local street system will have some closures. There should be sufficient ways for people to get from point A to point B without going too far out of the way. As construction gets underway, we will be monitoring traffic movements and make adjustments at that time. .

10. What was the Met Council’s role in 494/169 interchange remodel?

Met Council- 169/494 Interchange Facts-

The contract will be awarded around mid Nov. 2010 Design work will begin immediately with construction starting in the Spring of 2011

Location:

Bloomington, Edina, Eden Prairie

Description:

Eliminating signals

Interchange reconstruction

Read the project summary

Cost:

Approximate cost of $172 million (includes construction, right of way, utility relocations, design costs, construction over-site, and stipends for the performance based design)

Hwy 169/I-494 Interchange Reconstruction

Project Description: Improve safety and mobility by converting this expressway to a freeway. This work includes

Reconstructing the interchange with six system moves

Removal of 3 traffic signals

Connecting the north and south frontage roads under Hwy 169

Building noise walls

Constructing drainage and water quality facilities

Mn/DOT carried forward two of the many options for this interchange

The standard policy based design with eight ramps; and the,

A performance based design that constructs only the six most needed ramps.

Contacts:

MNDOT

Bre Magee
Metro Public Affairs
651-234-7502

http://www.dot.state.mn.us/metro/projects/169/

Connie Kozlak – Metropolitan Council System Planning and Programming Manager, 651-602-1720

Highway Planning- The Met Council participates with Mn/DOT and the counties in highway planning activities to ensure implementation of the policy direction established by the Council in the Regional Development Framework and the Transportation Policy Plan. This includes participation in several interagency corridor studies and administration of the Right-of-Way Acquisition Loan Fund (RALF), which gives communities no-interest loans to purchase right-of-way for principal arterials and other trunk highways in advance of the time that Mn/DOT would be in a position to make the purchase.

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