1994 07-18 CCP - Laserfiche WebLink

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(Page 43) When comparing the two potential locations, it appears that the Hammond Road interchange would havemore benefits than would the County Road H-2 location. This is primarily due to the proximity of the interchanges to the existing and future developments. Also, as the distance of separation between the new interchange and the TH-96 interchange increases, the number of trips using I-35E for local movements increases. Based on the computer modeling, an interchange at County Road H-2 attracts many more ramp to ramp trips frorn TH-96 that properly belong on the local street system. From a straight spacing standpoint, the County Road H-2 would fit better with the overall system since it is more centrally located between the existing interchanges at TH-96 and County Road J. Hammond Road would meet current interchange spacing guidelines at slightly more than I mile from TH-96. There are some drawbacks to introducing a new access. to I-35E: The propensity to travel between adjacent interchanges on I-35E is a drawback of introducing another access to I-35E. Ramp metering adjustments would probably be needed to increase delays for these types of trips to encourage them to use the local street system. Due to the perceived time savings, ramp to ramp movements will. be difficult to eliminate entirely even for the Hammond Road interchange. • A new interchange would not replace the need to improve the. TH-- 96 ramps. and turn lanes on the bridge. * An interchange would most likely induce an accelerated development of adjacent land parcels, possibly at higher intensities than if the additional access to I-35E was not provided. It must be recognized that the "probable" land use around -the new interchange should be continued unless a supplemental study shows that the additional traffic generated can: be absorbed by the proposed road system in the entire area, including the I-35E. and 1-694 interchange area. * The new access would mix traffic from different types of land uses between the North Oaks residential uses and White Bear Township industrial uses. While it appears that this situation would operate satisfactorily, the issue is of a concern to North. Oaks residents. The approval process for a new interchange in the metropolitan area is, both thorough and lengthy. Metropolitan agencies, such as Mn/DOT and Metropolitan Council, require documentation of the need and of the impact on the metropolitan system. Interchange