HomeMy WebLinkAboutI-95 Corridor StudyFinal Engineering Report
I-95 Corridor Study
Dade County, Florida
Prepared For
Florida Department of Transportation
By
H.W. Lochner, Inc.
FINAL ENGINEERING REPORT
I-95 CORRIDOR STUDY
DADE COUNTY, FLORIDA
STATE PROJECT NUMBERS 87270-1469 AND 1481
FEDERAL AID PROJECT NUMBERS I-95-1(234)5 & FI-95--1(234)5
Prepared For
FLORIDA DEPARTMENT OF TRANSPORTATION
By
H.W. LOCHNER, INC.
May, 1985
Screening: While these improvements would appear advantageous, particularly in
terms of relieving the present congestion on eastbound SR 836,
their implementation would only tend to increase operational prob-
lems on 1-95 itself as more traffic could be allowed to enter (refer
to discussion concerning mainline and other interchanges from here
north to Golden Glades). Physically limiting capacity by not widening
these ramps will aid in achieving. the best operating conditions for
1-95. Leaving the ramps basically as they are will serve to meter
traffic (by capacity restraint) from SR 836 eastbound and I-395 west-
bound to 1-95 northbound, thus aiding traffic operations on 1-95 by
controlling the input at this location.
Conclusion: These alternates are not viable. The current congestion and safety
problems on SR 836 eastbound and those projected for 1-395 westbound,
with considerable increases in traffic, need to be addressed, but are,
beyond the scope of this study. A traffic operations study similar
to this one should be undertaken for SR 836 and 1-395, as well as
other expressways connecting to 1-95 in Dade County, for the purpose
of developing a complete plan aimed at achieving the best operating
conditions for the entire expressway system.
New Entrance Ramp at N.W. 20th Street
Providing a new ramp to northbound 1-95 at this location would re-
lieve some congestion on SR 836 east of NW 12th Avenue and on the
existing ramp to 1-95 northbound from SR 836. This alternate, how-
ever, was found to be infeasible from an operational standpoint. The
mainline segment of northbound 1-95 between the SR 836/1.395 and
SR 112/1-195 interchanges is one of the most critical weave sections
on 1-95. To resolve this problem, the grade separating (braiding) of
144
r
1
1
•
•
r
A
I
northbound 1-95 traffic exiting to SR 112/1-195 has been recommended
(refer to earlier discussion in this section). A new entrance .ramp
at NW 20th Street would only worsen the existing weave problem, or
reduce the advantages of the recommended braiding on 1-93 considera-
bly.
Conclusion: This alternate is not viable.
1-195/SR 112
No.
Lanes
Peak Hour Traffic
V/C
1979
1985
1990
2005
1979
2005
,AM
PM
AM
PM
AM
PM
AM
PM
Exit to 1-195
Eastbound
1
1,116
829
1,180
916
1,266
982
1,560
1,210
_
0.62
(AM)
0.87
(PM)
Exit to SR 112
Westbound
1
504
938
728
1,414
782
1,517
963
1,869
0.52
_(PM}
0.92
(PM)
1,04
(PM)
0.99
(PM)
Enter from
1-195 WE
1
607
1,650
517
1,346
554
1,444
683
1,779
Eater from
SR 112 EB,
2
980
1,543
721
946
773
1,015
953
1,251
0.51
(PM)
0.42
(PM)
Enter from
SR112 H0V Con.
1
--
---
470
982
504
1,054
621
1,298
- -
0.72
(PM).
While all of the ramps in this interchange' which presently serve northbound
1-95 carry high volumes of traffic, none in themselves experience any major
problems. Future traffic demands on all of these ramps, except the entrance
from SR 112, are expected to increase, some appreciably, by year 2005.
The construction of the proposed H0V connector from SR 112 is expected to reduce
the volume on the existing SR 112 entrance ramp.
Improvement alternates are discussed below for the exit to SR 112 westbound and
the entrances from SR 1.12 eastbound and 1--195 westbound. The existing exit to
1-195 eastbound and the proposed HOV connector are adequate to handle future
traffic projections to year 2005.
145