CCP 09-16-2002 - Laserfiche WebLink

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. CONCLUSIONS Traffic forecasts were prepared using year 2025 development assumptions from the North Metro I-35W Coalition, resulting in a higher level ofland development and traffic than would be predicted using the Metropolitan Council's growth assumptions. For example, the Coalition estimate for 2025 households in the study area was 88,300 households and 159,200 employment, compared to 78,000 and 125,500, respectively, using Metropolitan Council data. Consequently, the study area is forecast to generate approximately 20 percent more traffic under these assumptions. The scenario generates 55 percent more trips than currently exists in the study area. Two types of capacity deficiencies were identified in the analysis: volume-based capacity deficiencies and weaving (interaction between vehicles entering the freeways and those exiting at nearby downstream interchanges) capacity deficiencies. Capacity deficiencies currently exist along much ofthe I-35W corridor during a.m. and/or p.m. peak periods. . As shown in Table 2 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 I-35W. Even with an assumption of two additional through lanes in each direction on I-35W, traffic volumes are forecast to exceed capacity by 2025. Analysis of traffic diverting to I-35W as a result of the additional capacity indicates that the traffic is from both minor arterials in the study area (e.g. - Lexington Avenue and Long Lake Road) and from other regional facilities such as TH 65 and I-35E. The daily volumes on I-35W will approach or exceed 200,000 ADT in places by 2025. A major system-to-system weaving problem occurs on northbound I-35W between the entrance from eastbound 1-694 and exit to westbound 1-694. The volume of traffic entering I-35W from 1-694 plus the volume exiting I-35W to 1-694 exceeds 2000 vehicles per hour. This high weaving volume results in traffic queues spilling over into the mainline lanes resulting in additional congestion. A second significant existing weaving problem occurs in the TH 51/ I-694/TH 10 interchange area. However, this weaving movement is expected to be eliminated when 1- 694 is reconstructed. The segment ofI-35W north ofI-694 is particularly at-risk for operational problems. High-volume system movements occur at the TH 10 entrances and exits. These movements, in combination with the I-35W mainline movements to subsequent exits, creates a very high-volume weaving area. More detailed operations simulation and analysis such should be considered to assist in determining the required geometric improvements in this portion of the corridor corridor. . 1-35WII-694ITH 10ITH 36 Transportation Deficiency Study -30- SRF Consulting Group, Inc. July 2002