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highway and to what degree it will promote congestion at those <br /> locations. The T.H. 169/Main Street intersection has potential for <br /> considerable congestion levels, and further improvements will likely <br /> be necessary. Recent improvements at School Street and Jackson <br /> ' Avenue will alleviate problems at these intersections for the <br /> foreseeable future. As suggested in the T.H. 10 discussion, the T.H. <br /> 10/T.H. 169 interchange will probably need upgrading. <br /> ' County Road 13 <br /> County Road 13 is listed as deficient from Main Street to Tyler <br /> Street. Since there are no commercial or industrial zones along this <br /> road, and therefore its internally generated traffic is residentially <br /> ' produced,traffic volumes are expected to dissipate consistently as the <br /> road travels away from the CBD. A capacity deficiency is most <br /> likely to occur near the intersection with Main Street. Channelization <br /> ' improvements and a traffic signal, coordinated with the T.H. <br /> 169/Main Street signal, will probably be needed here. <br /> 1 Upland Avenue and Meadowvale Road <br /> Upland Avenue and Meadowvale Road will provide a legitimate <br /> alternative access to T.H. 10 for traffic that would otherwise desire to <br /> use a very crowded Proctor Avenue. The ultimate travel demand <br /> ' forecast shows these roads also having plenty of their own traffic. <br /> Capacity improvements that might be necessary include roadway <br /> widening and channelization,particularly on the approach to T.H. 10, <br /> ' and reduction of access points. Currently, the east-west portion of <br /> Meadowvale Road has an intersection with a residential street every <br /> block. This proliferation could be reduced with the introduction of <br /> cul-de-sacs. Like Proctor Avenue,Upland Avenue and Meadowvale <br /> Road would receive significant benefit from some of the proposed <br /> ' roadway additions. <br /> Main Street <br /> 1 Main Street is a very important road, connecting the core of the <br /> downtown area with T.H. 10 and T.H. 169. The portion of Main <br /> Street that lies west of T.H. 10 and traverses the central commercial <br /> district definitely has a potential for congestion, even though the <br /> ultimate travel demand forecast only identifies the small segment <br /> 1 between T.H. 10 and the river bridge as being deficient. This type of <br /> area is very difficult to model accurately because streets in the <br /> network come close together and the assignment cannot possibly take <br /> ' into account all the factors that influence a driver's route selection <br /> when several of equal attractiveness are available. It is reasonable to <br /> ' assume that the segment between T.H. 10 and the river bridge could <br /> become a significant problem area, with the forecasted traffic <br /> volumes on T.H. 10 and the rapid growth of Otsego. The river bridge <br /> ' CTP-230.156 -26- 230-156-80 <br />