Maintaining Main St

Lasting economic 'halo' effects can continue after a road project's interrupting construction phases.  Without timely, coordinated, expected, well-considered transportation project plan funding, shadows of uncertainty can get thrown across historic neighborhoods, through farmlands, a couple of examples of the kinds of areas that make poor choices to put in the way of eminent domain bulldozers.  Could two separate transportation construction plans ever run concurrently, tap the same funding sources at same time?  You bet! The results of openly planned, openly disclosed multi-level-governmental-unit public transportation planning can be stable economic growth as well as community development possibilities that everyone, not just a few, can agree will lead to saving family-friendly neighborhoods for a future people will enjoy living. 

It has always been not where railroads get built but worries over if rail is needed at all, where rail would not be built, and what - or who - gets to influence that, and after that, who can afford to ride what is built. United States has in place massive fiber optic information superhighway capacity that sits barely half lit - for one reason because cable connections have physical structure costs to emplace across terrestrial landed domain, and other than towers, wireless mobile data does not.  As wireless energy does not physically exist, it cannot corrode, be severed or lost to neglect.  Wireless service has proven all too irresistibly, addictively convenient, and lately, nearly unavoidably necessary, and lately required. 

Timely matches have happened in public funding (Federal-State-County-City) for public infrastructure investment but this usually comes laden with caveats, complex contingencies. Even when under cautious political ration (at times code for weaseling a little public with sufficient but obligate private funding) getting enough has resulted in something that everyone enjoyed.  Economic cycles during better, easier times should not mean failure to anticipate needs for maintaining investments through slumps, when there is not any luxury for whether or not to think ahead.  

Transportation by road declines during pandemic but watch where travelers need to get to these days. Empty planes are unprofitable to fly, vehicles not driven can't be taxed. Never has it been harder to pass government hats, even when all hats combine, sometimes not enough can be raised for replacing even one antique 'one-time-funded' traffic light system.

U.S. Highway 52 (US 52) enters Minnesota at Prosper, Iowa, then at downtown St. Paul/Minneapolis becomes unmarked concurrent with Interstate 94 (I-94) and runs on to Fargo/Moorhead in North Dakota. This economically significant “Amish Buggy Byway” (2009 study documenting before-during-after local land value effects of one US 52 road construction project) is a model of long-term civic engineering investment that connects two of the state’s largest urban areas through farmland, joining the capitol city with the campus of one of Minnesota’s several non-profit, educational, research and venture-focused approaches that offer perhaps the most famous versions of advanced-to-scale delivery of medical team healthcare, the Mayo Clinic. 

There is a folded diamond interchange transition to four-lane freeway that becomes concurrent with Interstate 90 (I-90) at Rochester. For more detailed information, refer to Wikipedia, MnDOT 511 Maps.