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Interstate 35 Frontage Road Study- New Braunfels, Texas

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Interstate 35 Frontage Road Study- New Braunfels, Texas INTERSTATE 35 FRONTAGE ROAD STUDY - NEW BRAUNFELS, TEXAS Sponsored by State Department of Highways and Public Transportation District 15 Prepared by J.D. Blaschke, D.E., P.E. Texas Transportation Institute The Texas A&M University System College Station, Texas 77843 October, 1986 EXECUTIVE SUMMARY In December, 1985, the State Department of Highways and Public Transportation requested the Texas Transportation Institute to conduct an operational and planning study of the existing Interstate 35 frontage roads in New Braunfels, Texas. The purpose of the study was to determine immediate and long-range recommendations for traffic flow improvements. The 1 imi ts of the study were Loop 337 {Ruek 1 e Road) on the south and F. M. 306 on the north. Historically, one of the most logical operational improvements to existing two-way frontage roads is conversion to one-way operation. Several advantages and disadvantages of one-way operation have been identified. The advantages include: 1. Increased capacity {up to 50 percent); 2. Decreased number of accidents (normally between 10 and 50 percent); 3. More efficient traffic flow, resulting in reduced travel times; and 4. Generally low implementation costs. The disadvantages include: 1. Increased travel distances; 2. Confusion, particularly if the one-way pattern is irregular; 3. Disruption of transit services; and 4. More circuitous routes by emergency vehicles. It is important to understand that one primary roadway design element is driver expectancy. Roadways operate more efficiently and safely when they are designed to provide what the motorists expect to see. Because urban freeway frontage roads are typically one-way, motorists expect urban freeway frontage roads to be one-way. If two-way frontage roads exist instead, confusion may result. There are no established warrants for converting two-way frontage roads to one-way operation. Generally, conversion becomes feasible when vehicular delay times are long, when development adjacent to the freeway is dense, when accident histories indicate that substantial numbers of accidents or incidents can be reduced with conversion, and when interchange spacings are conducive to one-way operation. Current traffic val umes on the I-35 frontage roads have not reached critical levels; however, vehicular delay is common along the east I-35 frontage road between Walnut Avenue and Seguin Street, as well as at the intersections of the I-35 frontage roads with Walnut Avenue, Seguin Street, and S. H. 46. If recent traffic volume growth rates continue, existing volumes will double by 1995. Roadway improvements are required now to avoid operational problems in the near future. - Current develoJlllent adjacent to Interstate 35 could be classified as dense, although it does not compare with the densities common in major cities. Nevertheless, the development is extensive for a community the size of New Braunfels. i Accidents on the I-35 frontage roads in New Braunfels within the study area have averaged about 100 per year for the last five years. This figure is not excessive, but two accidents every week does warrant concern. A study of 25 accidents that occurred on I-35 frontage roads during the past four-and-one-half years and involved head-on or ramp-related collisions, indicated that a high percentage (72 percent) of the drivers involved were from "out of town." Not all of these "out of town" drivers were responsible for the accidents. However, the high percentage of non-resident involvement indicates that the two-way operation may be causing confusion to visitors and tourists. Interchange spacings along Interstate 35 in New Braunfels are very close to one mile, the recommended interchange spacing for design purposes, and the spacing desirable for one-way operation. Public response to one-way conversions is typically negative, particularly from local businesses. The same reaction would be expected in New Braunfels. However, experiences with one-way conversions have consistently shown that a community receives environmental and economic benefits from one-way conversions. Proof of this contention is the fact that conversion of one-way roadways back to two-way operation is a rare event. One-way operation of Interstate 35 frontage roads in New Braunfels is a logical and effective improvement to the I-35 corridor. Current conditions justify the conversion, and even the disadvantages associated with one-way operation are minimal. Most vehicles already use the frontage roads in the direction of proposed one-way flow. In fact, only 3 out of every 10 vehicles currently using the frontage roads would have to alter their trips. Longer travel distances will result from the one-way conversion. However, the conversion will also provide more efficient traffic flow (time savings) that should offset the longer trips. Emergency vehicles may have to take more circuitous routes. But, these vehicles will benefit from the more efficient traffic flow conditions. Furthermore, it is difficult for vehicles on a two-lane, two-way frontage road to make room for emergency vehicles. Vehicles on a two-lane, one-way frontage road can move over and provide an unrestricted lane for emergency vehicles. Results of this study include several recommendations for improvements to the I-35 frontage roads. These improvements are divided into short-term (implementation within two to three years) and long-range (after 1995) improvements. Short-term recommendations include: 1. Converting I-35 frontage roads to one-way operation between Loop 337 (Ruekl e Road) and U. S. 81 (north "Y" interchange), and making the necessary lane marking, signing, and signalization changes to accommodate the conversion. 2. Reconstructing the west I-35 frontage road near Spur Street; 3. Maintaining two-way operation of the frontage road turnarounds adjacent to the Guadalupe River; and 4. Making entrance and exit ramp improvements, including redesigning ii existing button hook ramps to slip ramp design, relocating or removing existing ramps, and constructing new ramps at selected sites, including a new ramp roadway for eastbound Seguin Street traffic desiring to travel northbound on I-35. Long-range improvements include: 1. Extending the one-way operation north and south of short-term one­ way termi na 1 s; 2. Reconstructing the west I-35 frontage road near the U. S. 81 interchange (north "Y" interchange) and near the existing intersection of U.S. 81 with the west I-35 frontage road north of the Guadalupe River; 3. Reconstructing, removing, or replacing many of the existing ramps for improved traffic operations; and 4. Extending the I-35 frontage roads across the Guadalupe River and making ramp adjustments. iii This page is blank iv ACKNOWLEDGE lENTS The author of this study wishes to express his appreciation to several employees of the State Department of Highways and Public Transportation, particularly Mr. Bobbie Hasert, Mr. Richard Lockhart, and Mr. Herman Gadeke, Jr., for their cooperation and assistance in completing this study. The author also wishes to thank Mr. Mike Shands and Mrs. Debbie Goodwin of the City of New Braunfels Planning Department for their courtesy and assistance. v DISCLAH£R This report was prepared for the Texas State Department of Highways and Public Transportation by the Texas Transportation Institute, Texas A&M University System. The statements and opinions expressed herein are those of the author and do not necessarily represent those of the State Department of Highways and Public Transportation, the Texas Transportation Institute, the Texas A&M University System, or the City of New Braunfels, Texas. vi TABlE OF CONTENTS EXECUTIVE SUMMARY • i ACKNOWlEDGEMENTS v DISClAIMER • • . vi liST OF FIGURES viii liST OF TABlES. X I. INTRODUCTION 1 II. ONE-WAY CONVERSION CONSIDERATIONS • • • • • 5 Advantages and Disadvantages • • • • • . • • • • • 5 Freeway Frontage Road Aspects • • • • • • • • • 5 Current Texas Transportation Institute Research • • • • 6 Community Impact • • • • • • • • • • • • • • • • • • • • • 7 Previous One-Way Conversion Concerns in New Braunfels • • • • 8 III. DATA COLlECTION •••••••••• 9 Average Daily Traffic (ADT) Counts 9 Turning Movement Counts • 9 Ace ident Data • . • • • 9 Sample Ramp Operation •••••• 22 IV. ANAlYSIS • . • . • . • • • . • . • . • . • 25 Existing Conditions • • • • • • • • • • • • • • • 25 Future Traffic Volumes • • • • • • • • • 25 Accident History • • • • • • • • • • • • • • • • • • 26 Frontage Road Evaluation and Design Considerations • • • • 28 Advantages and Disadvantages of One-Way Operations 30 Traffic Study Committee Comments 32 v. SHORT-TERM CONSIDERATIONS 35 Terminal Locations 35 Geometric and Operational Improvements . 35 Ramp Design ••••••• . 42 VI. LONG-RANGE CONSIDERATIONS 47 Y. CONClUSIONS AND RECOMMENDATIONS 53 Conclusions • • • • • • • • • • • 53 Recommendations •••••...••• 54 REFERENCES • • • 59 vii liST OF FIGURES FIGURE PAGE 1 Vi c in i t y Map • • 2 2 Study Area Map • 3 3 I-35 Main Lane Frontage Road ADT Count Summary 10 4 I-35 Ramp ADT Count Summary 11 5 Example of I-35 Summertime ADT Counts 12 6 Turning Movement Count Summary I-35 Frontage Roads at Loop 337 ..••••••••••••••••• 13 7 Turning Movement Count Summary I-35 Frontage Roads at Walnut Avenue •••••••••••••.•• 14 8 Turning Movement Count Summary I-35 Frontage Roads at Seguin Street •••••••••••••••• 15 9 Turning Movement Count Summary I-35 Frontage Roads at S.H. 46 ••••••••••••••••••• 16 10 Turning Movement Count Summary I-35 Frontage Roads at F.M. 306 ••.••••••••••••••• 17 11 Intersectional
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