CCP 09-16-2002 - Laserfiche WebLink

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SUMMARY OF CONCLUSIONS AND RECOMMENDATIONS . . Traffic forecasts were prepared using year 2025 development assumptions from the North Metro 1-35W Coalition. These assumptions are higher than the current forecasts from the Metropolitan Council, and generate 55 percent more trips than currently exist in the study area. . Capacity deficiencies currently exist along much of the 1-35W corridor during a.m. and/or p.m. peak periods. The deficiencies include lack of capacity for the current demand and excessive weaving movements (interaction between vehicles entering the freeways and those exiting at nearby downstream interchanges). · Volume currently exceeds demand on several segments in the study area. By 2025, however, the amount of highway that is congested will increase significantly in both directions on 1-35W. Even with an assumption of two additional through lanes in each direction on 1-35W, traffic volumes are forecast to exceed capacity by 2025. The daily volumes will approach or exceed 200,000 ADT in places by 2025. . A major system-to-system weaving problem occurs on northbound 1-35W between the entrance from eastbound 1-694 and exit to westbound 1-694 has a very high weaving volume in a very short area, causing effects to spread to the mainline lanes. The current weaving among TH 51, 1-694 and TH 10 are expected to be eliminated when 1-694 is reconstructed. e · Forecasted mainline volumes plus high-volume merges and weaves make the segment ofI-35W north ofI-694 particularly at-risk for operational problems. More detailed operations simulation and analysis such should be considered to assist in determining the required geometric improvements in the corridor. . Approximately 55-60 percent of the traffic on 1-35W area between the Lexington Avenue interchange and TH 36 begins and/or ends within the study area. Adding one or two lanes in each direction would not significantly change that proportion. . The existing and forecast traffic volumes make the intersection between the TH 10 "Diagonal" and CSAH 96 a good candidate for grade separation. Such a separation, combined with an interchange between the TH 10 "Diagonal" and the TCAAP site would provide the best balance between regional and local traffic movements. · The TH 10 "Diagonal supports a critical regional function. 1-35W, 1-694, and the interchange between those two freeways would not have sufficient capacity to absorb the additional demand caused by regional traffic diverted from a "downgraded" TH 10 "Diagonal". . 1-35W//-694/TH 10ffH 36 Transportalion Deficiency Study -3- SRF Consul/ing Group, Inc. July 2002