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VI. Transportation The Twin Lakes area has excellent access to the highway system via Cleveland Avenue onto 1-35W, and Snelling Avenue to Highway 36 or 1-694. County Road C on the south is a major collector roadway, providing access both to the maj or highways at either end of the study area as well to other areas in the City to the east and wes� Faitview Avenue links the study area with the Rosedale area to the south. In the future, transit, perhaps m the form of a bus way, may be available along the south side of County Road C on the current BN Railroad line. Many existing properties are large parcels (5 acres or more) under one ownership, with minimal secondary roadway system serving them. They are more difficult to redeveiop for land uses which require expanded access and visibility. The only dedicated public streets m the Twin Lakes Redevelopment Area are short segments of Mount Ridge, Prior, Iona and Arthur Streets, north of County Road C, Terrace Drive east of Fairview Avenue to Snelling, and Lincoln Drive from County Road C to Lydia. These provide interconnected roadways needed for an efficient and effective transportationsystem in the area with the completion of Twin Lalces Parkway from Terrace Drive- Fairview Avenue west to Cleveland To date, construction has been completed on Lincoln Drive fram Lydia to County Road C(including improvements at Snelling Avenue and County Road C-2), ArtYnar Street, and Terrace Drive, between Snelling Avenue and Fairview Avenue (which wi I I become a portion of the Twin Lakes Parkway in the future). In 1988, an independent traffic study for the area indicated that County Road C would experience increasedretail traffic loads and would e�ibit significant traffic problems at key intersections in the future. An alternate east-west route (Twin Lakes Parkway and Terrace Drive) was recommended within the area in part to carry additional retail development traffic and in part to carry e�sting Business Park traffic directly to the Interstate Highway entrance ramp area. The Interstate ramps were to be moved 800 feet north and expanded. This proposal would reduce the amount of traffic which currently uses residential streets to enter the �u �y at County Road D. Anotherproblem area for traffic congestion, turning movements, safety and capacity is on Cleveland Avenue at the intersectionwitll the 1-35Wramps. Thisintersection is abdut 600 feetnorth ofthe intersectionof"C" and Cleveland. Therefore, the Transportation Plan calledforthedevelopmentofTwinLakesParkway as an east-west collector street connecting I-35W on the west with access to Cleveland Avenue, continuing east to a new "right-in, right out" intersection with Snelling Avenue. In 1997 the City contractedwith the consulting � of BRW to evaluate the design and location of the proposed Twin Lakes Parkway and its connections to I-35W. Witll this new plan, the Parkway was shifted 800 Soutll to align with the existing Interstate ramps. The existing ramp could then be expanded and safety improvements made. BRW also svaivated storm sewer needs and designs for the western portion of the area. The Twin Lakes Parkway corridor was "officially mapped" and approved by ordinance on October 26, 1998. In 2000 the City began its due diligence for the roadway by completing environmental site assessments in the right-of-way area. The Phase I and Phase II assessment work is fur�ded by a US Environmental Protection Agency grant m the amount of $200,000, and will be completed in the fall of 2001. ]�