10/12/2005 Env Bd Packet - Laserfiche WebLink

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l -35E Corridor Final AUAR September 26, 2005 the operation of the primary roadways and their intersections during the p.m. peak period, which is typically the time when the most severe traffic congestion is incurred. The traffic analysis was expanded to include a noise impact analysis (see Item 21, Traffic), a 2020 no -build traffic analysis (see Appendix E), and a 2030 a.m. peak analysis (see Appendix F) to address comments received on the Draft AUAR. Evaluating the development scenarios involved the complex process of developing and distributing background and development scenario related traffic through the areas roadway network. The network includes a system of frontage roadways that will assist in the circulation of traffic through the area. This roadway system, which was presented to the City and Anoka County early in the AUAR process, was used as a guideline in determining where to put the various developments. The key guidelines included: • Limit access to CSAH 14 and 80th Street between CSAH 21 and Elmcrest Avenue North • Limit access and preserve mobility on CSAH 14, CSAH 21, and 80th Street (assuming future interchange) • Signalized (primary) intersections at 'A mile spacing • Collector (secondary) intersections at '/ mile spacing • Enhance existing street network to serve local trips (e.g., upgrade Elmcrest Avenue North) • Develop frontage/backage road system to provide property access • Consolidate existing access as opportunities arise • Consider I -35E park and ride location • Provide bicycle /pedestrian trail connectivity In general, the overall development scenarios resulted in significant increases in traffic to /from the AUAR area. The major problems with the intersection were southbound left -turns and westbound left -turns. The lane geometry that was assumed was single left -turns on all approaches. The results indicate that given the expected development in the AUAR area that several of the approaches would require dual left-turn lanes to adequately accommodate study area traffic. The redesigned interchange at CSAH 14 and I -35E overall functioned satisfactory during the p.m. peak hour for the 2030 land use scenarios. The northern section of the AUAR area, along 801 Street and the bypass, also showed high traffic volumes and intersections projected to operate over - capacity under the assumed lane geometry. Table 21 -5 displays the overall Level of Service (LOS) for all of the analyzed intersections for the development scenarios for 2030 build -out and post 2030 build -out conditions. Table 21 -6 displays the LOS for each of the turning movements for the 2030 build -out conditions. The intersection traffic volumes for the full development of the scenarios (post 2030) resulted in severe congestion for virtually all turning movements and therefore are not shown in the table. The proposed developments will increase traffic on roadways within, and adjacent to the AUAR area. Mitigation will include adding traffic signals and turn lanes and widening roads as necessary during the various stages of development (see Figures 25 -8 through Figure 25 -12). In general, Scenario One had the least impact on traffic congestion with two intersections performing at LOS F, without mitigation. Scenario Two had four intersections and Scenario Three had six intersections operating at LOS F, respectively. With reasonable mitigation measures all the intersections in Scenarios One and Two were able to operate at LOS E or better. Even with reasonable mitigation measures, Scenario Three, which has a residential emphasis, still had intersections performing at LOS F. These include the east ramps at the proposed Northerly Bypass/I -35W interchange, and the intersection of CSAH 14 and Otter Lake Road. xi