|
Corridors 2020 - Review and Update - June, 1994
Click HERE for graphic. MISSION STATEMENT TRANSLINKS21- Wisconsin's 21st century transportation plan-will outline a comprehensive transportation system that moves people and goods efficiently, strengthens our economy, protects our environment, and supports our quality of life. Working with DOT, the public will identify Wisconsin's transportation needs-and help to make tomorrow's transportation choices. Tommy G. Thompson, Governor Charles H. Thompson Secretary CORRIDORS 2020 Review and Update Wisconsin Department of Transportation Translinks 21 Multimodal Planning Program ACKNOWLEDGEMENTS This publication was prepared by the Wisconsin Department of Transportation, Division of Planning and Budget. The principal authors of this document were Kwame Arhin, Highway Planning Unit, and Dawn Krahn, Highway Planning Unit. Randall Wade, Chief of the Statewide System Planning Section, provided overall project direction. Others providing significant input for this document include: Ron Atkinson, Highway Planning Unit; George Gundersen, Director of the Bureau of System Planning; Doug Dalton, Chief of the Urban System Planning Section; David Cipra, Supervisor of the Highway Planning Unit; Dan Yeh, Multimodal Planning Unit; and Bernard van de Kamp, Highway Planning Unit. Computer graphics for maps in this document were provided by Sandra Anderson, Statewide System Planning; David Beyer, Statewide System Planning; and Kelly Schieldt, Statewide System Planning. Corridors 2020 TABLE OF CONTENTS PREFACE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 THE CORRIDORS 2020 PLAN. . . . . . . . . . . . . . . . . . . . . . . 3 Multilane Backbone System . . . . . . . . . . . . . . . . . . . 3 Connector System. . . . . . . . . . . . . . . . . . . . . . . . 5 HOW WILL OTHER INTERCITY TRANSPORTATION MODES IMPACT CORRIDORS 2020?. . . . . . . . . . . . . . . . . . . . . . . . . . . 6 HOW WERE THE CORRIDORS 2020 ROUTES DETERMINED? . . . . . . . . . . . 8 The Backbone System . . . . . . . . . . . . . . . . . . . . . . 8 The Connector System. . . . . . . . . . . . . . . . . . . . . .13 Endnotes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .16 Corridors 2020 PREFACE This report documents a review and update of the Corridors 2020 Plan for a statewide highway network designed to provide essential links to key centers throughout the state. The purpose of the Corridors 2020 update is to use the latest available data to confirm or make adjustments to the Corridors 2020 system, which was last updated in July, 1990. This update is conducted as an element of the Translinks 21 Multimodal Transportation Plan. Because the Translinks 21 planning process is an ongoing one, the findings that follow may be refined as the Translinks 21 Plan is finalized. In March 1993, the Wisconsin Department of Transportation (WisDOT) initiated Translinks 21. This long-range planning process will shape a comprehensive, integrated, multimodal transportation blueprint to set the framework for our future policies, programs and investments. Translinks 21 will guide the development of our transportation system into the 21st century. It will address the highways, airports, railroads, waterports and urban transportation systems that carry people and goods throughout Wisconsin and to the nation and the rest of the world. As an element of the Translinks 21 Multimodal Transportation Plan, this update of the Corridors 2020 Plan provides the highway linkages for a multimodal system that will - provide safe, dependable access to and from Wisconsin communities and help promote regional and statewide economic development. The Corridors 2020 Plan was introduced by Governor Tommy Thompson on August 3, 1988, as a new long-range highway and economic development plan. It was promptly endorsed by the public at hearings throughout the state and then by the state Legislature. It was subsequently updated by the Department in July, 1990. This plan was designed to enhance Wisconsin's future economic development and to meet our mobility needs into the next century. Since transportation affects nearly every aspect of life in Wisconsin, the plan will have major impacts for our businesses and citizens. The updated Corridors 2020 highway system described herein is based on socioeconomic factors such as the location of urban population concentrations, manufacturing centers, and tourism, agricultural and forestry activity, as well as other highway planning concerns such as capacity needs and existing and forecasted commercial traffic. The underlying criteria and data used to develop this update are even more compelling today than in 1988. The overall traffic volumes are higher today than they were in 1988 and forecast to be even higher in the future. Also, this update recognizes that the Corridors 2020 network is a component of the National Highway System (NHS) and provides linkages to this critical national system. In addition to the economic development benefits realized from Corridors 2020, individual users of the corridors will also benefit from these proposed improvements. The motorist traveling for weekend recreation or personal business will enjoy improved travel time, safer roads and improved connections to other modes. For example, Mrs. Miller can drive from Platteville to Madison on a multilane backbone highway -- Hwy 151 -- to link with a proposed Amtrak terminal in Madison for a train trip to Milwaukee. A freight transporter from Shawano may move materials on Hwy 29 -- a Corridors 2020 route -- to Green Bay intermodal terminals to connect with intermodal freight trains in a seamless process. Corridors 2020 Page 1 Click HERE for graphic. Corridors 2020 Page 2 THE CORRIDORS 2020 PLAN As confirmed by this review and update, the Corridors 2020 Plan is a statewide network of improved and existing facilities comprised of two elements: 1) a 1,550-mile backbone system of multilane divided highways interconnecting all regions and major economic centers in the state and tying them to the national transportation network; and 2) a 2,100-mile system of two and four lane high quality connectors directly linking other significant economic and tourism centers to the backbone system. Together, these two components will create a 3,650- mile network linking Wisconsin communities to the nation's Interstate and multilane highway systems for improved access to national and world markets. Nearly all cities and villages in Wisconsin with a population over 5,000 will be within five miles of either a backbone or connector route. Furthermore, Corridors 2020 will also link the communities with intermodal connections throughout the state. Multilane Backbone System The completed multilane backbone system will consist of 1,550 miles of interconnected freeways and expressways. Today, 1,200 miles are completed and the remaining 350 miles are programmed to be completed by the year 2005. This 1994 Corridors 2020 analysis shows that all of the previously designated backbone routes again meet the criteria for multilane backbone routes. Thus, there are no changes in the highways designated as part of the backbone system. A fundamental core of our completed backbone network is the 640-mile Interstate system. Sufficient funding must be devoted to preserve the utility of this critical core. The most significant of the backbone corridors left to be completed are: Highway 29 providing an east-west link across the center of the state; Highway 10 providing an east-west link serving the Fox Cities; Highway 151 serving the southwestern region of Wisconsin and linking the Fox Valley with growing markets in the southwestern part of the country; Highway 53 linking northwestern Wisconsin to the Interstate system and the central part of the state; Highway 41 serving the northeastern region of Wisconsin; Highway 41 linking Milwaukee to Green Bay and the Fox Cities, converted to freeway. Newly constructed portions of the backbone corridor system will generally be built as high quality four-lane expressways, designed to provide most of the safety and service characteristics of a freeway but at a lower cost, and with fewer environmental impacts. Typically, these highways will provide interchanges at high volume intersecting highways, with most highways intersecting at grade. Turning lanes will be provided at most intersections. Although some direct residential access to the highway may remain, commercial access will be available only through intersecting public roads. Bypasses of communities are planned where necessary to maintain constant highway speeds, but these bypasses will be built as close as possible to existing development. As future traffic needs warrant, some sections of the backbone system may be converted to freeways. Corridors 2020 Page 3 Backbone categories. The backbone routes were separated into two categories under the 1994 update. Backbone routes. These backbone routes are either existing two-lane routes meeting the criteria for multilane backbone construction, or they are current multilane routes without predicted congestion problems to the year 2020. Existing multilane backbone routes with congestion problems projected between now and year 2020, to be evaluated by the Congestion Management System. The federal Intermodal Surface Transportation Efficiency Act of 1991 (ISTEA) requires that each state develop by October 1, 1996, a Congestion Management System (CMS) that addresses highway congestion problems from a comprehensive perspective. The CMS will consider alternative intercity and urban modes, demand management techniques such as employee trip reduction and new technologies such as Intelligent Vehicle Highway Systems (IVHS), as well as conventional highway improvements. In urbanized areas, the CMS will be developed jointly with designated Metropolitan Planning Organizations (MPOS). Click HERE for graphic. Corridors 2020 Page 4 Connector System The primary purpose of the 2, 100-mile connector system is to link other significant economic and tourism centers to the backbone system, thus better integrating them into the statewide and national transportation systems. The connector system will be designed as high-quality two-lane facilities providing the highest standards of roadway width, passing opportunities, safety and driving comfort, where economically feasible. Additional passing, turning, and hill-climbing lanes will be provided where needed. Bypasses will be built around communities, if needed. To improve community visibility, larger signs will be provided to direct motorists to villages and cities served by each route. Currently, about 40 percent of the connectors are existing or programmed as multilane, or will be evaluated for multilane improvements under the Congestion Management System. Some segments of the connectors may be recommended for expansion to four-lane highways when traffic requires more than two lanes. Connector route changes. There have been three changes to the connector system as the result of the 1994 analysis. Highway 29 from Green Bay to Kewaunee is no longer classified as a connector. In the previous update, this segment was included as a connector as it provided highway access to the carferry service from Kewaunee across Lake Michigan. However, because this ferry service now leaves from Manitowoc, this segment did not qualify as a connector and the designation was removed. Highway 8 -- from Hwy 53 to Hwy 51 and from Hwy 45 to Hwy 141 -- will be classified as a connector. This segment provides an important east- west link across the northern part of the state. These new segments met the following criteria for connectors: service to trade centers, service to recreation-tourism counties and service to forestry counties. Like other Corridors 2020 routes, this route is also part of the designated National Highway System (NHS). Highway 11 from Hwy 151 to Monroe. This corridor was included as it is an important route serving a significant agricultural area in the state. Similarly, this route is also part of the designated NHS. Connector routes no longer under study. There were several routes that were designated as "under study" in the July 1990 update that are no longer considered under study for Corridors 2020. Highway 76 and portions of Highway 110 near Appleton are no longer classified as connectors. Intercity travel will be adequately served by the planned rerouting of Hwy 45 (over Hwy 1 10 and County Hwys D and W). Therefore, the remaining portions of Hwy 110, a portion of Hwy 45 and Hwy 76 near Appleton do not need to be part of the Corridors 2020 system as they would only provide parallel routes in that area. Highway 11 and Highway 81 west of Janesville and Beloit were shown as "under study" in the 1990 update, because at that time the region was being evaluated in the Rock County Regional Transportation Study. The Rock County study -- completed in December of 1991 -recommended a bypass south of Janesville and a bypass south of Beloit (which will Corridors 2020 Page 5 be primarily in Illinois). Therefore, Hwy II (from Monroe to Janesville) and Hwy 81 (from Hwy 11 to Beloit) have been confirmed as connectors on the Corridors 2020 system. Highway 12 from Madison to the Illinois state line has been included as a connector with congestion problems to be addressed by the Congestion Management System. Connector categories. The connector routes were separated into three different categories under the 1994 update. Existing and enumerated multilane connectors. These connectors have already been built to multilane connector specifications or have been approved by the Legislature for multilane construction. Connectors with predicted congestion problems to the year 2020, to be addressed by the Congestion Management System. Other connectors. These connectors typically lack congestion problems for significant lengths of highway. HOW WILL OTHER INTERCITY TRANSPORTATION MODES IMPACT CORRIDORS 2020? The Translinks 21 planning process responds to federal mandates in ISTEA and considers the impacts of the various passenger and freight modes on each other, as well as the changing economic, mobility and environmental needs of Wisconsin. Preliminary data from the Translinks 21 multimodal planning process have been analyzed to provide an initial indication of how a multimodal investment strategy could impact the Corridors 2020 designation. Travel on Wisconsin highways is expected to increase 1.5% annually over the next 25 years. Of principal interest is the degree to which the promotion of alternative modes of transportation may reduce congestion by diverting some passenger vehicles and commercial trucks off various Corridors 2020 highways. The highway diversion map on the next page, shows a preliminary analysis of potential passenger travel diversions from highways to other intercity transportation modes. These passenger diversion estimates are based upon analyzing the impact of adding additional intercity bus, conventional and high speed rail service as called for under the most expansive Translinks 21 multimodal plan alternative. These diversion estimates are preliminary and based upon a newly developed intercity multimodal trip model. This data does not reflect the impact of alternative freight modes nor diversions in urban areas resulting from improvements in urban transit, bicycle/pedestrian usage or demand management techniques such as employee trip reduction. The following examples illustrate the use of the diversion analysis for intercity passenger trips. The Translinks 21 multimodal alternative for the Interstate 94 corridor from Milwaukee to Madison features an ambitious array of additional passenger service. This includes the addition of 12 round trips/day of high speed rail (125 mph), and 4 round trips/day of additional bus service. This additional service results in a diversion of approximately 750 auto trips. On a typical rural portion of this corridor, 750 autos represent only a 3.4% diversion of intercity trips. When truck and local trips are accounted for, the diversion represents only 2.7% of all trips. Corridors 2020 Page 6 Other Corridors 2020 routes show similar diversion results. On the Highway 29 corridor west of Shawano, alternative mode improvements considered in the Translinks 21 planning process include the addition of conventional passenger rail service between Green Bay, Stevens Point and the Twin Cities on a so-called "northern route", as well as additional intercity bus service. These alternative passenger mode additions result in the diversion of about 50 auto trips, or about 2.0% of intercity passenger trips or 1.3% of total trips. On the Highway 151 corridor near Platteville, the addition of intercity bus as well as feeder bus service connecting to high speed rail service in Madison, results in a diversion of only 75 auto trips, which is 1.7% of intercity passenger trips or 1. 3 % of total trips. On the Highway 41 corridor near Lomira, the addition of four round trips per day of conventional passenger rail service between Green Bay and Milwaukee along with additional intercity bus frequencies results in the diversion of 150 auto trips, which is 1.3% of intercity passenger trips or 0.8% of total trips. In summary, intercity passenger transportation services -- such as conventional Amtrak trains, high speed rail, or intercity buses -- have only limited potential to divert significant percentages of traffic off most Corridors 2020 routes. Less detailed information is currently available from the Translinks 21 multimodal planning process with regard to freight diversion from truck to rail. On a statewide basis, increased Click HERE for graphic. Corridors 2020 Page 7 intermodal truck/rail activity shows a maximum possible diversion of about 6% of total forecast truck traffic by year 2020. It must be emphasized that this is preliminary data and that actual diversion amounts will be focused on specific high density intercity corridors where the development of additional truck/rail intermodal service is most feasible. In conclusion, there may be some modal diversion resulting from the further development of alternative transportation modes, but it is not likely to have significant impact on future highway capacity needs. It must be cautioned that these are preliminary estimates, and the final Translinks 21 multimodal plan will present a more refined picture of modal diversion. Other analysis of future highway capacity needs -- the most significant being associated with the ISTEA mandated Congestion Management System (CMS)-- will be conducted by WisDOT to provide even more detailed information. The CMS analysis will be conducted by WisDOT in cooperation with Metropolitan Planning Organizations (MPOS) in order to provide the most balanced multimodal approach for further addressing future highway needs in Wisconsin. HOW WERE THE CORRIDORS 2020 ROUTES DETERMINED? Corridors 2020 is a strategic investment plan that was developed to assess individual highway segments and place them in the broad perspective of a state highway network. Objective criteria were applied to each highway under consideration using a combination of several operational and economic factors. Meeting one Corridors criterion is not sufficient for a highway segment to become part of the system; instead, the Corridors 2020 network is based on a composite of all factors studied. The Backbone System Seven criteria were used to determine the backbone system. Each of the maps below identifies the candidate highway segments or counties meeting those criteria. Multilane capacity needs. Included as candidates for the backbone system were current multilane highways and existing two-lane highways with projected traffic volumes sufficient to require additional lanes by 2020, as determined by a capacity analysis process. Only larger segments that require capacity improvements over most of their length, or current multilane segments are shown on the map. Refer to the Corridors 2020 system map, as shown on page 2, for current and emerging congestion problems on existing multilane backbone routes which will be evaluated under the Congestion Management System. TWO LANE HIGHWAYS WITH CAPACITY NEEDS AND EXISTING MULTI]LANE HIGHWAYS Click HERE for graphic. Corridors 2020 Page 8 Service to trade centers. The 1994 Wisconsin Place Classification for Transportation Planning1 was crucial in determining the trade center classification for Wisconsin communities. This document is useful for the Corridors 2020 plan update because it establishes a ranking system for trade, employment, economic diversity, and population. By establishing 10 primary activity centers throughout the state, a more efficient system of trade and interaction could be defined. After determining the influence of -the largest cities upon their surrounding regions, local trade activity and its linkages to the national and international economy could be established. Trade center classification was determined using the following factors: Population Employment Diversity of employment types Property valuation Service receipts Retail trade Wholesale trade Those highways interconnecting the most significant trade centers (metropolitan, urban, and regional) became backbone candidates. When comparing 1988 to 1994 trade center criteria the following changes occurred: 1) Communities no longer considered urban centers are: Fond du Lac and Manitowoc/Two Rivers; 2) Communities now classified as regional centers: Fond du Lac, Manitowoc/Two Rivers, Ladysmith, Shawano, Portage, Baraboo, Burlington, Lake Geneva, Oconomowoc, Watertown, West Bend, Sturgeon Bay, Marinette/Menominee, Winona (MN), Red Wing (MN) and Hudson; 3) Communities no longer classified as regional centers: Sparta and Tomah. SERVICE TO TRADE CENTERS Click HERE for graphic. Service to manufacturing centers. "In many respects, manufacturing represents the most important sector in the Wisconsin economy." The value of Wisconsin's industrial manufacturing output is $94.44 billion (in 1992 dollars), which is more than 40% of Wisconsin's Gross State Product. Wisconsin has retained a significant proportion of its manufacturing activity, despite a national shift toward a service- based economy. This is desirable, because a diverse economy is better able to weather economic fluctuations than a specialized or non- diverse one. However, while the state houses an active manufacturing base, the nature of these industries is rapidly changing, as evident in the emergence of "just in time" production. Manufacturing today is more dependent upon a reliable surface infrastructure, as interstate truck travel is essential to both importing and exporting goods and services. Corridors 2020 Page 9 Manufacturing centers were designated through a county by county assessment of the following considerations: Manufacturing employment Value added by manufacturing in dollars Number of manufacturing firms Highways considered as candidates for the backbone system were those connecting the most important manufacturing counties (Tier 1) to their major market areas. When comparing the 1994 to the 1990 analysis, there were no changes in Tier I county classifications. SERVICE TO MANUFACTURING CENTERS Click HERE for graphic. Service to agricultural centers. Agricultural activity is very important to Wisconsin's economy and culture. The state's agricultural community produces more products than the state consumes, thereby acting as an export industry. Furthermore, Wisconsin is the top producer in the nation of many agricultural commodities, and among the top for several others. Wisconsin's cash receipts from agriculture products was $6.2 billion (in 1992 dollars), which ranks 8th in the nation.' For these reasons, particular attention to the transportation needs of the agricultural community is important. Agricultural counties were ranked with respect to their productivity, which was measured through the use of the following statistics: vegetables, grain, milk, cattle, hogs, sheep and poultry. SERVICE TO AGRICULTURAL CENTERS Click HERE for graphic. Corridors 2020 Page 10 Agricultural activity and production is concentrated in the central and southern portions of the state, as shown by the map. Highways considered as candidates for the backbone system were those connecting the most important agricultural counties (Tier 1) to the markets. When comparing the 1990 analysis to the 1994 analysis, the following counties were changed from Tier 2 to Tier 1 (now included for backbone and connector agricultural criteria): Pierce, Kewaunee and Columbia. Also, the following counties changed from Tier I to Tier 2 (included for connector agricultural criteria rather than backbone): Polk, Waupaca, Calumet, Monroe, Richland and Washington. Service to forestry counties. Forestry-related industries and activity in Wisconsin have been growing in recent years.' Moreover, the majority of the forestry growth and activity takes place in the northern half of the state, although there is also significant processing along the Mississippi River. Because this economic sector is growing at a steady rate, and shows continued promise in the future, a first-class surface transportation infrastructure is crucial to move freight products to the marketplace. The forestry counties were ranked using the following indicators: Pulpwood Number of pulp mills Saw timber Number of sawmills Wood consumption Included as backbone candidates were highways connecting the most important forestry (Tier 1) counties. When comparing the 1990 to the 1994 forestry criteria the following counties changed from Tier 2 to Tier 1: Oconto and Wood. Also, the following counties changed from Tier 1 to Tier 2: Douglas, Ashland, Iron, Florence, Menominee, Washburn, Rusk and Taylor. SERVICE TO FORESTRY COMPOSITE Click HERE for graphic. Service to recreation and tourism centers. Recreation and tourism have been major components of Wisconsin's economy for decades and continue to grow. "A major sector of Wisconsin's service industry exports is the Hospitality, Recreation, and Tourism (HRT) industry. With over 10,000 lakes, 2,000 streams, 49,000 campsites, and almost 5 million acres of hunting land, Wisconsin is a recreational haven for residents and visitors alike. Business-related activities (including business trips, conferences, and conventions) also attract thousands of visitors to the state annually."' The tourism industry, in short, is important to the state's aggregate economy. Recreation and tourism are highly dependent upon highway transportation for safe and convenient travel to recreational attractions and vacation areas. Therefore, service to the state's most significant concentrations of recreation/tourism is an important factor in determining the Corridors Corridors 2020 Page 11 2020 system. Using the standardized ranking method, the following 15 factors were used to determine the routes most critical to the recreation/tourism industry: Number of recreation/tourism related firms Number of recreation/tourism related employees Number of seasonal restaurants Number of lodging firms Number of Lodging rooms Number of campgrounds Number of campsites Number of seasonal dwellings Number of marina berths and harbors Number of state parks and state forests State park and state forest visits Number of downhill ski runs Miles of cross county ski trails Miles of snowmobile trails Cities with sport teams of statewide significance SERVICE TO RECREATION/TOURISM CENTERS Click HERE for graphic. Included as backbone candidates are highways connecting the most important recreation/tourism (Tier 1) counties to the greatest source of visitors (cities with populations greater than 100,000). When comparing the 1988 analysis to the 1994 analysis the following counties changed from Tier 1 to Tier 2: Marinette, Winnebago and Columbia. Waukesha County changed from Tier 2 to Tier 1. Truck volume. Truck traffic is a measure of the extent to which a highway serves regional industrial and agricultural needs. Included as candidates for the backbone system are highway segments with current or predicted average daily truck volumes greater than 1,250 in 1994 or segments that will have volumes greater than 2, 100 by 2020. The 1994 truck volumes thresholds are based on those used in 1988, adjusted to reflect changes in forecasted truck volumes. TRUCK VOLUME Click HERE for graphic. Corridors 2020 Page 12 The Connector System The connector system is intended to tie the next level of economic and tourism centers to the backbone system. Therefore, similar criteria are used in the evaluation of candidates for connector routes. These include: service to trade centers, truck volume, service to manufacturing centers, service to recreation /tourism, centers service to agriculture, and service to forestry counties. Service to trade centers. Connectors were chosen in order to serve district centers as well as any metropolitan, urban or regional centers not served by the backbone corridor system. When comparing the 1988 and 1994. trade centers the following additional communities were included as district centers: Platteville, Mondovi, Stoughton and Whitewater. Also, the following communities are no longer included as district centers: Lancaster, Spooner, Ladysmith, Barron, Portage, River Falls and Hudson. SERVICE TO TRADE CENTERS Click HERE for graphic. Truck volume. Included as connector candidates were highway segments with current or predicted average daily truck volumes of greater than 625 in 1994 or greater than 1,050 by 2020. TRUCK VOLUME Click HERE for graphic. Corridors 2020 Page 13 Service to manufacturing centers. The connector routes are intended to provide direct service to the second tier of manufacturing counties, both in the state and in nearby counties of adjacent states, as well as any Tier 1 counties not served by the multilane backbone system. When comparing the 1988 and 1994 manufacturing criteria, Chippewa County changed from Tier 3 to Tier 2. Waupaca County changed from Tier 2 to Tier 3. SERVICE TO MANUFACTURING CENTERS Click HERE for graphic. Service to recreation and tourism centers. Connector candidates provide direct service to Tier 2 counties (in Wisconsin and in nearby counties in neighboring states) as well as any Tier I counties not served by the backbone routes. When comparing 1988 to 1994 criteria Burnett, Washburn, Iron, Rock, Racine, Kenosha and Waushara counties changed from Tier 2 to Tier 3. SERVICE TO RECREATION/TOURISM CENTERS Click HERE for graphic. Corridors 2020 Page 14 Service to agricultural centers. Connector routes were chosen to include connections connecting the Tier 2 counties in addition to any counties not served by the backbone routes. When comparing the 1990 and 1994 analysis Rusk, Adams and Ozaukee counties changed from Tier 2 to Tier 3. Also, Taylor, Oconto, Buffalo, and La Crosse counties changed from Tier 3 to Tier 2. SERVICE TO AGRICULTURAL CENTERS Click HERE for graphic. Service to forestry counties. Connectors were also chosen to serve Tier 2 forestry counties as well as the Tier I counties not served by the backbone routes. When comparing the 1990 and 1994 analysis, the following counties changed from Tier 2 to Tier 3: Polk, St. Croix, Eau Claire and Brown. The following counties changed from Tier 3 to Tier 2: Barron, Dunn, Trempealeau, Monroe, Juneau, Portage, Waushara, Outagamie, Vernon, Crawford and Richland. SERVICE TO FORESTRY COMPOSITE Click HERE for graphic. Corridors 2020 Page 15 1. Wisconsin Department of Transportation. 1994 Wisconsin Place Classification. (WisDOT, Division of Planning and Budget. May, 1994) 2. Wisconsin Department of Development. An Economic Analysis of Wisconsin Regions. (WisDOT, Division of Policy, Research and Information Services, Office of Science and Technology. May, 1993). p.25. 3. Regional Economic Models, Inc. (REMI), Amherst, Massachusetts. 4. Wisconsin Department of Agriculture, Trade, and Consumer Protection and National Agricultural Statistics Service, USDA. Wisconsin Agricultural Statistics, 1993. (DATCP, June, 1993). p.5. 5. Wisconsin Blue Book 1991-1992. How Wisconsin Ranks among the States in Agriculture, 1989, p. 568. 6. United States Department of Agriculture. Wisconsin Timber Industry--An Assessment of Timber Product Output and Use, 1990. (North Central Forest Experiment Station, 1993). et. al. 7. Wisconsin Department of Development.. An Economic Analysis of Wisconsin Regions. (WisDOT: Division of Policy, Research, and Information Services, Office of Science and Technology. May, 1993). p. 30. Corridors 2020 Page 16 WISCONSIN TRANSLINKS21 FOR MORE INFORMATION ON THIS TOPIC, CONTACT: RANDALL WADE CHIEF, STATEWIDE SYSTEMS PLANNING SECTION WISCONSIN DEPARTMENT OF TRANSPORTATION P.O. BOX 7913 MADISON, WI 53707-7913 608/266-2972 FOR ADDITIONAL COPIES, CALL: OFFICE OF PUBLIC AFFAIRS 608/266-3581
