CCP 09-16-2002 - Laserfiche WebLink

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Segments with Excessive Weaving Movements . In addition to volume congestion, a roadway deficiency can be identified where weaving movements are excessive. Traffic conflicts can be created between the traffic entering a freeway and the traffic exiting the freeway at a ramp within close proximity as vehicles "compete" to occupy the same space within the roadway. For the purposes ofthis study, if adjacent entrance and exit ramps are within one mile of each other, and if the sum of the vehicles entering and exiting at those ramps exceeds 2,000 vehicles then the segment between the interchanges is considered to have a weaving problem. Table 3 shows the location of interchanges with problem weaving volumes. Figures 6 though 10 show several of the more prominent weaving areas. Several interchanges currently have weaving volumes sufficiently high to cause problems. The most significant of these is the 1-35WII-694 interchange (Figure 7). The vehicles entering on the loop from eastbound 1-694 and the vehicles exiting to westbound 1-694 must weave in a short auxiliary lane under the 1-694 bridge. Weaving volumes in the p.m. peak hour in the year 2000 was 2,076 vehicles per hour. By 2025 this movement will increase to at least 2,339 vehicles (under the baseline forecast). This geometric deficiency can best be addressed by separating the movements, such as through a directional "flyover ramp from northbound 1-35W to westbound 1-694. A second area of concern is the segment ofI-35W north ofI-694 and (new) TH 10. As the TCAAP site and surrounding areas are developed, additional traffic will use the local interchanges at CSAH 96, County Road H and County Road 1. These increased movements, coupled with the major system interchanges at TH 10, old TH 10 and 1-694 will create a significant number of weaving movements over a potentially high number of lanes. Nearly 50 percent ofthe traffic on this segment ofI-35W currently enters or exits at TH 10; this percentage is expected to increase between now and 2025. In addition, improvements to TH 10 may result from inter-regional corridor studies now under way, thus increasing the potential demand on this segment ofI-35W. The 2025 baseline forecast is that approximately 11,000 vehicles will either enter Of exit this 3.5 mile segment ofI-35W in the a.m. peak hour (excluding 1-694). . A more detailed operations-level analysis (such as CORSIM or VISSIM) is warranted for this segment to mOre fully assess the implications of additional development or highway expansion in this area. . 1-35W/I-694ITH 10ITH 36 Transportation Deficiency Study -15- SRF Consulting Group, Inc. July 2002