Agenda - 03-05-1990 - Laserfiche WebLink

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• R-6 • 21. Under the new design, traffic demand at the I-85/SR 1120 interchange is expected to be lower due to the proposed I-85/US 70 Connector interchange. The southern I-85/SR 1120 interchange ramp terminal is expected to operate at level-of-service B in both 1990 and 2010 without dual turn lanes for any movement. The northern ramp terminal , which is expected to have lower traffic volumes than the southern terminal , will operate at an equal or higher level- of-service. Therefore, the I-85/SR 1120 interchange is expected to operate at a higher level-of-service under the new design. In addition, potential operational problems related to the proximity of the northern I-85/SR 1120 interchange ramp terminal and the SR 1120/US 70 Connector intersection will be avoided under the new design. As noted above, collector-distributor roads are recommended on both sides of 1-85 between the two interchanges to accommodate weaving traffic. Both collector-distibutors are expected to operate at level-of-service B in 1990 and at level-of-service D in 2010. Mainline (nonweaving) I-85 traffic between the interchanges is expected to operate at levels-of-service B and F in 1990 and 2010, respectively. An alternative treatment of the weaving area is to construct a fifth auxiliary lane between the two interchanges. Although this alternative would be less expensive than the proposed treatment, it would result in poorer operating conditions. For the year 1990, this design would operate at level-of-service E for weaving traffic and at level-of-service C for nonweaving traffic. For the year 2010, it would operate at level-of-service F for both weaving and nonweaving traffic. Therefore, to provide more de- sirable operating conditions for both weaving and nonweaving traf- fic, collector-distributor roads are recommended. III. ENVIRONMENTAL IMPACTS A. Right of Way and Relocatees The FONSI calls for acquiring sufficient right of way for a six-lane freeway with a 46-foot median. That report states that the project is to be constructed primarily within the existing right of way and that for the most part, additional right of way will be required only at inter changes and grade separations due to the need for bridge relocations, • ramp and Y-line reconstruction, and removal of ramp-service road connec- tions. It is stated in the FONSI that only small amounts of additional right of way will be acquired between interchanges to accommodate the proposed six-lane widening. The FONSI indicates approximately twelve ' residences and nine businesses will be relocated as a result of Projects • 1-303 and I-304. The 46-foot median proposed in the FONSI is sufficient to contain an additional travel lane and a 10-foot breakdown lane in each direction. Therefore, the proposed eight-lane widening now recommended will not require additional right of way beyond that proposed in the FONSI , and no