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<br />As shown in Figure 14, the regional role of the TH 10 "Diagonal" were to be reduced <br />traffic would be forced to take the less-direct interchange ramps, causing significant <br />operational issues. The TH 10 "Diagonal" serves as an alternative to the I-694/I-35W <br />interchange for south-to-east and west-to-north movements. Those ramps currently have <br />light use, but demand is expected to grow as the area develops and as the TH 10 <br />Diagonal" becomes increasingly congested. The displacement of traffic back to I-35W <br />and 1-694 and the interchange would cause increased traffic on 1-694 and I-35W. 1-694, <br />even with the planned additional lane, will be approaching capacity in the peak hour; the <br />diverted traffic would cause the roadway to reach or exceed capacity. I-35W, as <br />previously discussed, is forecast to exceed capacity even with additional lanes assumed; <br />the diversion would worsen that problem. <br /> <br />. <br /> <br />A very key impact of reducing the regional role of the TH 10 "Diagonal" would be to <br />cause an above-capacity weaving movement on I-35W between the entering loop from <br />westbound 1-694 and the exiting loop to eastbound 1-694. As previously discussed for <br />northbound I-35W, improvements such as a directional "flyover" would be required to <br />correct this problem. <br /> <br />2,00 <br />LBO <br />1.60 <br />1.40 <br />1.20 <br />1.00 <br />O.BO <br />0.60 <br />0.40 <br />0.20 <br />0,00 <br /> <br /> <br />Figure 15 <br /> <br />Peak vIe Ratios with TH 10 "Diagonal" Options <br />EJExisting <br />.TH 10 Diagonal Baseline <br />m Disconnect from CR 10 <br />. Disconnect from 1-35W <br /> <br />. <br /> <br />1-694 (TH 10 to 1-694) 1-35W {1-694 to CSAH 1-35W (CSAH 9610 Old 58 1-35W Weave <br />96) TH 10) Section (lolfrom 1-694) <br /> <br />. <br /> <br />1-35WII-694ITH 10ITH 36 <br />T ransportaUon Deficiency Study <br /> <br />-29- <br /> <br />SRF Consulting Group, Inc. <br />July 2002 <br />