CCP 09-16-2002 - Laserfiche WebLink

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ALTERNATIVES CONSIDERED . Three future-year geometric alternatives were considered for the North 1-35W Corridor: 1. Baseline (no additional lanes on 1-35W) 2. One new through-lane in each direction on 1-35W 3. Two new through-lanes in each direction on 1-35W As noted above, all alternatives included additional, planned, capacity on TH 36, 1-694 and 1-35W (south on TH 36). In addition to the basic 1-35W alternatives, sub-alternatives were analyzed for the TH 10 "Diagonal" between 1-694 and 1-35W. The sub-alternatives included: 1. Grade-separating the current at-grade intersection ofTH 10 and CSAH 96 with an interchange between TH 10 and the TCAAP area in the vicinity of Prior Avenue. 2. "Down-grading" the TH 10 "Diagonal" to eliminate or minimize the amount of regional through-traffic on that segment. Figures 2 through 5 show the forecast ADT for the basic 1-35W alternatives. A significant increase in traffic is expected between now and 2025 given the growth in development in the study area plus the additional regional traffic from the TH 10/610 corridor and 1-35W north of the study area. Traffic on 1-35W is expected to increase by approximately 60 percent between 2000 and 2025 under the baseline alternative, or about 1.9 percent per year. e As capacity is increased under the additional-Iane-on-I-35W options, the forecast volumes are expected to increase, as expected. The increase is generally 10,000-to l2,000-vehicles per day for the one-lane addition; this would translate into approximately 1,800 to 2,000 vehicles per hour over six hours in the peak direction and a reflection in pent-up demand that can not be accommodated under existing capacity. The two-lane addition alternative increases demand generally by 6,000 to 8,000 per day. . 1-35W/I-694ITH 10ITH 36 Transportation Deficiency Study -7- SRF Consulting Group, Inc. July 2002