#Danner underpass series

'2002 would have been very early in the project in terms of trying to finalize what the costs would be,' Nansen said. I know $30 million was something MnDOT came up with once they had taken a look at it,' Nansen said.įinally, in 2006, the plans were finished, and estimates and the schedule was actually given to the city with its share. 'When it was finally decided that Highway 10 was going to be re-aligned, there were some real rough numbers that came up. The city's $500,000 would just be surface improvements and signals the extent of sewer and water was not captured in that 2001 estimate, he said. Right-of-way costs were estimated at $5 million, and the city would have to pay $410,000 to relocate the Rudd Street substation.Ĭity Engineer Gary Nansen said those costs increased substantially from 2001 to 2007 because of the design stage and other improvements added to the list. Phase 3 would include moving the railroad tracks and straightening the S-curve. Phase 2 would e $4 million for work at Highway 10 and Highway 59 and Highway 59 and Highway 34 intersections. Those voting opposed cited the financial damage it would do to downtown businesses and the cost to the city.Īccording to the plan then, Phase 1 would begin spring 2003 for $3 million. Voting opposed were Leonard Heltemes, Matt Brenk and Dave Aune. Those in favor included Gene Berg, Bruce Imholte, John Hoeglund, Dixie Johnson and Jim Anderson. In February of 2003, the city council voted 5-3 to approve a three-phase, 10-year project. Some projects were tacked on along the way, such as the Highway 59 bridge and the work and signal system at Highway 34 and Highway 59.īefore the additional projects, the cost was estimated to be $30 million for the state and $500,000 for the city for signal lights and utility expenses. Please let us overcome one challenge at a time.'įrom the beginning, the project included straightening the highway, the Roosevelt Underpass and the frontage road from East Shore Drive. It included, 'We are still working on how Wal-Mart will ultimately affect our business. Many thought that by straightening out the S-curve and taking Highway 10 out of town, motorists would bypass the downtown area and take their business elsewhere.ĭave Carter, Rick Jordahl, Dan Neumeister, Sid Olson, Mike Danner, Dennis Meyer, Michael Norby and Bob Spillman submitted a petition with over 80 signatures on it. The most vocal opposition came from the downtown business community. 16, 2001, Tribune as saying he was in support of the project, but wasn't certain he'd have enough support from the city council to pass a city agreement to go ahead with the project.Īnother supporter was Dick Hecock, speaking in favor of the project because of the benefits to water quality due to new holding ponds, and other improvements. Once the public input was taken, it was estimated that plans and design would take about a year to draw up.Īmong the supporters was then-mayor Larry Buboltz. MnDOT needed to have the state earmarked funds designated by Feb. The project found its support, but it also met plenty of opposition along the way. MnDOT also identified a need for another underpass or overpass within the city and wanted to close off many of the 60-plus access points along the highway.

#Danner underpass series

To add to the mix, Evans (now Central Market) moved to its current location, causing more traffic concerns for MnDOT.Īt the start of 2001, MnDOT began a series of public meetings, asking for input on the design of the highway realignment. The state earmarked funds for the project to bring the corridor up to MnDOT standards. Detroit Lakes was one of the bottlenecks identified. MnDOT had completed a study in 1999, identifying corridors throughout the state that needed attention. The project began in 2000, when the state had a surplus in funds. The total project cost came in at $63.8 million. Other cost portions of the project include $300,000 for building demolitions, $1.2 million for work at the Highway 34 and Highway 59 intersection, $8.5 million for railroad grading, $6 million for right of way and other services with the Burlington Northern Santa Fe Railroad, $14 million for buying up buildings - which included seven houses, nine businesses and one BNSF shed.

We've been hearing nothing by compliments from a lot of the public.'

'We were pretty pleased with the way things turned out,' he said. MnDOT's goal on all projects is to keep that increase under 7 percent. 'If you're looking at it percentage wise, it came in about 4 percent or so above the original contract cost,' he said. The increase in cost wasn't substantial in the grand scheme of the project. 'You can't catch everything in the design phases.'