Agenda - 03-05-1990 - Laserfiche WebLink

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• R-5 20 Table 2 shows that eight lanes will provide a more acceptable level-of-service during the early stages of the planning period. Although not reflected in Table 2, eight lanes will also provide level-of-service D and E operating conditions rather than level- of-service F operating conditions along more of the project during the later stages of the planning period. For these reasons, eight-lane rather than six-lane widening is recommended. 2. Widening West of the I-85/US 29 Interchange The FONSI calls for six-lane widening beginning just east of the I-85/US 29 interchange in Greensboro. It is now recommended that a third, eastbound lane be added to I-85 for a distance of approxi- mately 0.4 mile from US 421 to US 29. Currently I-85 narrows from three to two lanes in the eastbound direction just west of the I-85/US 421 interchange. Capacity analyses were performed to compare the levels-of- service at which I-85 would operate assuming both two and three eastbound lanes between US 421 and US 29. In the year 1990, two eastbound lanes would operate at level-of-service F, while three lanes. would operate at level-of-service D. In the year 2010, either two or three eastbound lanes would operate at level-of-service F, although three lanes would provide a lower volume/capacity ratio (1.03 versus 1.54) . The proposed three-lane widening will also provide a minimum of six lanes along I-85 throughout Greensboro. For these reasons, it is recommended that constructing a third eastbound lane between US 421 and US 29 be included in the project. 3. I-85/US 70 Connector and I-85/SR 1120 Interchanges The FONSI calls for eliminating the flyover at the I-85/US 70 Connector junction and realigning the US 70 Connector to tie into SR 1120 just north of 1-85. It is now recommended that diamond interchanges be provided at both the I-85/US 70 Connector and I-85/SR 1120 junctions (See Figure 2) . Collector-distributor roads . are to be constructed between the two interchanges due to their proximity (0.6 mile). Capacity analyses were performed to compare operational characteristics of the former and current designs. These analyses are based on the assumption that the SR 1120/US 70 Connector inter- section under the old design and all ramp terminals under both designs would be signalized. Under the old design, the SR 1120/US 70 Connector intersection would operate at level-of-service B in 1990 and at level-of-service C in 2010. The 2010 analysis is based on dual right-turn lanes for northbound SR 1120 vehicles and dual left-turn lanes for westbound US 70 Connector vehicles. The north ramp terminal of the I-85/ SR 1120 interchange would operate at level-of-service B in the year 1990 and at level-of-service D in the year 2010. The 2010 analysis is based on dual turn lanes for four of the six movements at the intersection.