T2 Geometric and Traffic Conditions Summary

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APPENDIX T2,GEOMETRIC AND TRAFFIC CONDITIONS,Introduction. This memorandum summarizes the geometric and traffic conditions within the Rethinking I 94 study. area which is shown in the figure below The information was originally series of one pagers that. were released in December 2016 and summarized both the traffic and asset conditions within the study. area This document presents the traffic related portion of these one pagers describing the corridor s. geometric attributes congestion and origin destination data Unless specified otherwise standards. cited below are from the MnDOT Road Design Manual RDM and applicable Technical Memoranda. Study area,m RETHINKING 1 94,Appendix T2 1,GEOMETRIC ATTRIBUTES. The Rethinking I 94 study area was reviewed in five segments for this summary of geometric attributes. as shown on the figure below,Study area,DESIGN SPEED. Design speed is a selected speed used to determine the various geometric design features of the. roadway For this study historical plan sets indicate that a 50 mph design speed was originally used. Current MnDOT guidance indicate that urban freeways should be designed at 50 mph or higher Higher. design speeds may facilitate better operations or capacity However careful analysis should be. conducted so that the facility is not over designed For the purposes of this assessment geometric. attributes related to speed are assessed against design standards for a 50 mph design speed. HORIZONTAL ALIGNMENT, This I 94 corridor has several sharp curves particularly Horizontal Alignment. within the downtown St Paul commons near TH280 Curve length Curves. over the Mississippi River along I 35W commons and Segment vs length of meeting 50. by the Lowry Hill Tunnel These sharp curves have a corridor mph design. design speed below 50 mph This means that even 1 7 5 0 57. without the presence of heavy traffic volume 2 5 6 8 100. motorists may be forced to slow down due to the 3 2 2 2 100. geometric limitations which may result in a breakdown 4 6 2 8 83. in capacity Sharp curvatures may also result in 5 5 4 1 100. sightline restrictions which may impact both capacity Total 25 21 0 84. and safety,m RETHINKING 1 94,Appendix T2 2,VERTICAL ALIGNMENT.
Vertical alignment also has a corresponding impediment Vertical Alignment. like horizontal curvatures Providing and maintaining a Hwy length of. Seg length 3, flatter profile grade enhances a more uniform traffic flow grade 3. Steeper grades have pronounced impacts especially to 1 4 800 34. trucks and other heavy equipment vehicles A typical 2 3 650 28. maximum grade for a freeway is 3 Highway grades in 3 500 7. this corridor range between 0 and 4 4 with 4 1 800 10. approximately 24 of the corridor exceeding the typical 5 5 250 35. maximum grade,Total 16 000 24,CROSS SECTION, The cross section of a roadway facility describes the allocation of the width of the travelled way for. shoulders median and lanes Allocation of cross sectional space is typically driven by the number of. lanes needed for the corridor design traffic volumes and the provision for left and right shoulders for. general recovery areas maintenance traffic enforcement incident management and transit such as. bus shoulder usage Minimum desired design widths for this facility are 10 shoulders and 12 lanes. Within the study area lane widths generally meet standards however shoulder widths are much more. variable and often don t meet standards see table below. Average Cross Section Widths by Segment,Left Shoulder Travel Lanes Right Shoulder. Seg meets meets meets,standard standard standard,1 8 7 21 12 0 100 9 8 65. 2 4 3 0 11 6 11 5 7 11,3 7 8 0 12 0 100 9 0 0,4 7 4 27 12 0 100 9 8 79.
5 10 2 75 12 0 100 10 0 100,Overall 7 8 28 11 9 84 9 0 58. Number of Lanes,A review of the number lanes available to. accommodate existing traffic volumes 2014 Annual Min of. Seg AADT lanes per, Average Daily Traffic AADT indicated that overall the Lanes. number of lanes was sufficient to meet general capacity. guidelines However actual traffic conditions on a given 1 179 000 8 8 8 2. segment volume by time of day weaving etc also 2 158 000 7 2 7 3. must be considered 3 159 000 7 7 7 3,4 154 000 7 9 7 1. 5 152 000 10 0 7 0,Total 160 107 7 4,m RETHINKING 1 94.
Appendix T2 3,INTERCHANGE SPACING, Roadway functional classification reflects the function and Existing Access Spacing. strategic importance of a roadway I 94 is a classified as a. Less than 1 mile 16, Principal Arterial and is on the National Highway System NHS. The minimum interchange spacing for this urban area of I 94 is Greater than 1 mile 5. Average Spacing 0 7 mi,OVERALL FINDINGS, The graph below summarizes the percentage of geometric elements in the study corridor meeting. geometric standards,Percentage of Geometric Elements. Meeting Minimum Standards,70 Interchange Spacing 76.
Left Shoulder,Horizontal Curves,Roadway Grade,Right Shoulder. Lane Width,All Segments,m RETHINKING 1 94,Appendix T2 4. Congestion, Congestion on I 94 is one of the top transportation challenges in the I 94 corridor The corridor has daily. traffic levels over 160 000 vehicles at its busiest locations making it the second most used highway in. Minnesota behind I 35W Located in the central part of the Twin Cities connecting to major job and. entertainment centers as well as shopping and homes for hundreds of thousands of people this. segment of I 94 experiences congestion severe enough to impact where people work when they travel. and how much time they need to budget for trips, The congestion on I 94 is substantially worse than overall congestion levels in the Twin Cities MnDOT. has been tracking congestion as a key performance measure for over a decade The measure looks at. each segment of freeway and determines if the segment experiences reoccurring congestion. Congestion is defined as when traffic speeds drop below 45 MPH. The graph below compares the percentage of congested miles in the Metro Area against the I 94 study. area over a 10 year period 2006 2015 for the combined AM and PM peak periods. Percent of Miles of Freeway System Congested,Peak Periods.
88 88 I 94 Eastbound,Percentage of Congested Miles. 60 67 65 67,50 58 I 94 Westbound 58,Metro Area,21 21 21 22 20 21. 2006 2007 2008 2009 2010 2011 2012 2013 2014 2015, Overall the percentage of congested miles in the Metro area has been steady with an average of 21. There was a minor dip in overall congestion in the 2008 2009 that mirrors national recession trends. however congestion has since risen to pre recession levels. In contrast to the Metro Area the percentage of congested miles along I 94 over the past 10 years. averages 79 in the eastbound direction and 67 in the westbound direction. m RETHINKING 1 94,Appendix T2 5,HOURS AND DISTRIBUTION OF CONGESTION ALONG I 94. The distribution of congestion along I 94 and the durations of the congestion were reviewed based on. available speed data for the 10 year period from 2006 to 2015 Congestion was assumed to be. occurring when average highway speeds were below 45 mph The AM peak period in this analysis is. between 5am and 10am and the PM peak period is between 2pm and 7pm. Hours of Congestion Westbound I 94,Hours of congestion.
John Ireland,Plymouth Ave,Kellogg Blvd,Lexington Ave. Hamline Ave,LaSalle Ave,Seymour Ave,Broadway Ave,Kittson St. Johnson Pkwy,Mounds Blvd,Hiawatha Ave,Riverside Ave. Victoria St,Vandalia St,N of Tunnel,S of Tunnel, The primary location of congestion in both directions is upstream of the Lowry Tunnel and spills back as. far as Snelling Avenue to approximately 6 miles to the east with the PM peak period experiencing. more than twice the congestion than the AM period at this location. Hours of Congestion Eastbound I 94,Hours of congestion.
John Ireland,Seymour Ave,Jackson St,N of I 394,S of I 394. Johnson Pkwy,Cretin Ave,Snelling Ave,Hamline Ave,Lexington Ave. Kellogg Blvd,Mounds Blvd,Riverside Ave,Hiawatha Ave. Broadway Ave,LaSalle Ave,Plymouth Ave,Victoria St,N of Tunnel. S of Tunnel,m RETHINKING 1 94,Appendix T2 6, In the eastbound direction the PM peak period experiences twice the amount of congestion than the.
AM peak period on average over the length of the corridor The Lowry tunnel is also a source of. congestion for both periods but that s where the similarity ends In the PM period congestion also. spikes around Snelling Avenue and in the downtown St Paul area associated with the back to back 35E. system interchanges and US Route 52 Lafayette Freeway. m RETHINKING 1 94,Appendix T2 7,Origin Destination Data. INRIX is a software data company that provides historical and real time traffic information traffic. forecasts travel times and traffic counts The origin destination OD data provided by INRIX indicate. real world traffic patterns along the I 94 corridor. The time range of INRIX data used in this study is from September 2015 to November 2015 and covers. the seven county area surrounding Minneapolis The trip dataset includes a total of 6 1 million records. and the trip path dataset has over 513 million GPS location records The data includes individual trip. information such as providers types of vehicle trip origins trip destinations etc In addition the. detailed trip path was provided in the format of XY coordinates and time The time intervals were. usually from 5 seconds to 3 minutes giving detailed accounts of trip destinations and travel times INRIX. OD data is collected through their network of worldwide anonymized GPS data with coverage of over. 250 million vehicle and devices probes,INITIAL RESULTS. People Living and Working near I 94 Use I 94, The following graphic identifies the percent of total trips from each neighborhood that use I 94. Approximately 40 to 50 percent of all vehicle trips generated by the neighborhoods and precincts along. I 94 between downtown Minneapolis and downtown Saint Paul use I 94. m RETHINKING 1 94,Appendix T2 8,I 94 Users Not Just Passing Through. The following two graphics aggregate the neighborhood and precinct data into larger zones to better. understand the general travel patterns along the corridor The first graphic identifies daily traffic. patterns on westbound I 94 and the second graphic identifies eastbound I 94 travel patterns Overall. approximately 80 percent of all trips occur within a single zone or travel to the adjacent zone Only. about one percent of all study area trips pass from Broadway Avenue to Highway 61 along I 94. m RETHINKING 1 94,Appendix T2 9,Westbound 1 94 Zone Analysis.
Percent of Total Trips between Highway 61 and Broadway Avenue. Eastbound 1 94 Zone Analysis, Percent of Total Trips between Broadway Avenue and Highway 61. m RETHINKING 1 94,Appendix T2 10,I 694 is Used as a Regional Connection. The following graphic identifies that approximately 95 percent of all regional trips that travel on I 94. through Brooklyn Center and I 94 in Woodbury use I 694 instead of I 94 Freight and passenger vehicles. show similar travel patterns,Trips on I 94 are Shorter than Beltway Trips. Trip length on I 94 are significantly shorter when compared to I 494 and I 694 The data presented in the. graphic below supports this data,0 5 10 15 20 25 30 35. 40 45 50 55 60 65 70 75,Trip Length mile,1 94 1 694 1 494.
Not e Tr ip Length within the 7 County Mod el Coverage area. m RETHINKING 1 94,Appendix T2 11, I 94 Connects the Downtowns but it s not a Common Trip. There are approximately 4 500 daily trips between downtown Minneapolis and downtown Saint Paul. This value represents about 3 of total trips on I 94 near Snelling Avenue Based on recent transit. ridership surveys similar amounts of trips are being made 4 500 on the Green Line and bus route 94. Total Daily Trips 4 570,Prepared by WSP Community Design Group and MnDOT. design speeds may facilitate better operations or capacity However careful analysis should be conducted so that the facility is not over designed For the purposes of this assessment geometric attributes related to speed are assessed against design standards for a 50 mph design speed

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