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(Page 44) Directional interchanges or an overpass without ramps were considered. An overpass would probably not be viable since it would serve only approximately 2,000 3,000 ADT. A directional interchange to the south would work in either location, although traffic from north would be higher at the Hammond Road location. It appears that there would be relatively little benefit in phasing a directional interchange initially since there are enough trips using the facility from both north and south. Other options were considered such as the completion of the County Road J interchange to the north. County Road J currently is a half diamond interchange to the south. Due to the travel times and proximity of the land use development patterns, the computer modeling predicts that the propensity will be to use TH-96 over County Road J for trips originating north of the project area. Should approval be obtained from the Federal and State agencies for a new I-35E interchange, the project would most likely receive a very low priority for future funding. The MnIDOT Metro District's Goals for priorities are: 1. Preserve the existing transportation system and enhance safety 2. Manage and protect the existing transportation system 3. Address existing and forecasted system needs for expansion or new alignments of the transportation system. Finally, with the priorities as stated, local funding sources would need to provide most if not all of the resources for construction. A Major -concern> preceeding any new interchange is -thepotential for inducing additional trips; onto the `metropolitan .freeway `system. Very thorough documentation of the routings` oftrips; in the area must`;be:done to‘ -show that there will be an overall positive impact by the new interchange and that: additional trips will not be added to critical segments on the metro highway system.