I'd say it's for today for downtown west. It's way, way quicker to get to anything west of 14th using the new exit. It's all right turns and hardly any long stoplights.dbInSouthCity wrote: ↑Jan 11, 2022I generally take the exit before it from Scott but today I took it because I needed to get gas.
The exit isn’t for today or tomorrow or this summer. It’s for next summer and 2024 and on
That exit at 9th and Clark, the light at the junction at the end of the ramp takes forever as it works through like five phases or whatever. You're guaranteed a couple of long waits at lights going that way to downtown west.
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Hahahahahahahahahahahawabash wrote: ↑Jan 11, 2022MoDOT should perform a study to see what can be done to attract more traffic to the new ramp. Maybe more parking in Downtown West?dweebe wrote: ↑Jan 11, 2022Doesn't seem to be a ton of usage of the new ramp from WB 40/64 to Jefferson as you might see one or two cars (tops).
Last night after the Blues game, the traffic on Market was backed up all the way from Jefferson to in front of Stifel. They need to be getting drivers over to Olive or going east towards the 10th street or Broadway ramps.
Having utilized this interchange a handful of times thus far, I still do not really get the point of connecting 22nd street. This whole thing has richmond heights traffic misery result written all over it.
Why do we need exits every 4-6 blocks?
Why do we need exits every 4-6 blocks?
Perhaps I'm missing something but what is the purpose of the straight (non-turn) lane crossing Jefferson? Doesn't it only lead to highway ramp? Why would anyone wait at the light when they could take the west-bound on-ramp between 22nd and Jefferson? Not a big issue, but it would have been nicer for pedestrians and bikes if they could've narrowed the intersection by a lane.
I've also wondered as who is going to sit through that looong light to go straight when there's a direct exit ramp. But MoDOT is always going to pick more lanes/more concrete._nomad_ wrote: ↑Feb 23, 2022Perhaps I'm missing something but what is the purpose of the straight (non-turn) lane crossing Jefferson? Doesn't it only lead to highway ramp? Why would anyone wait at the light when they could take the west-bound on-ramp between 22nd and Jefferson? Not a big issue, but it would have been nicer for pedestrians and bikes if they could've narrowed the intersection by a lane.
My only guess is after soccer games they could cone off two lanes turning from SB 22nd street to 40/64. One lane gets right on the first ramp and another lane has to go up to Jefferson and then proceed through. That way people aren't trying to merge in that short (100 meters or less) space to jump right on the high way.
^ Yes, I get that this was 'built for future NGA traffic', but catering to a couple dozen game days just seems utterly backwards. It's unfortunate. If you can't fathom sitting in traffic for 10 minutes, just stay at home. Not to mention there are numerous other getaway routes north, south, east, west. Watching the highway gulch widen its footprint (scar) of the central corridor has been a bummer.
It's not just the soccer stadium. Don't forget traffic from 50+ Blues games, 30+ other Enterprise events and 40+ Stifel events.bwcrow1s wrote: ↑Feb 23, 2022^ Yes, I get that this was 'built for future NGA traffic', but catering to a couple dozen game days just seems utterly backwards. It's unfortunate. If you can't fathom sitting in traffic for 10 minutes, just stay at home. Not to mention there are numerous other getaway routes north, south, east, west. Watching the highway gulch widen its footprint (scar) of the central corridor has been a bummer.
But on the flip side downtown west also lost all of this concrete/these ramps
-exit ramp from EB 40/64 to 20th & Chestnut
-entry ramp from 20th & Pine to WB 40/64
-Ewing to EB 40/64
-WB 40/64 to Market & Garrison
Look, I'm not a proponent for urban interstates. In my ideal world 40/64 starts at Brentwood and goes west. But in all actuality I'm not bent out of shape with what is being done given the modern realities.
^ Maybe the other silver lining is this also sets up the fact that you could eliminate/undo the whole Market St/Forest Parkway/interchange and instead make Market Street a blvd all the way to a new at grade Forest Parkway & Grand Ave intersection. .West Downtown and event spaces well covered.
This is my hope.dredger wrote: ↑Feb 23, 2022^ Maybe the other silver lining is this also sets up the fact that you could eliminate/undo the whole Market St/Forest Parkway/interchange and instead make Market Street a blvd all the way to a new at grade Forest Parkway & Grand Ave intersection. .West Downtown and event spaces well covered.
It will also be interesting to see how the expanded Jefferson/64 interchange gets utilized here in the next few months as Wells Fargo and Millipore Sigma head back in to the office.
Utterly backwards and unfortunate describes a lot of MoDOT's and the state's transportation decisions. While I think the new layout could've been done better, I am happy to ditch the ramp spaghetti where the practice fields are going so overall I think this project is still a net positive, overly wide ramps and all. I agree with dweebe that we should remove inner core interstates but until then we can only hope to reduce their footprints.
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IE The new 44 Bridge over Jefferson isn't tall enough for the proposed light rail to pass beneath. They knew this when it was being designed but the plan is to just completely rebuild the bridge when the project happens
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possibly the wrong thread and I am not asking for a definitive date but regarding the ongoing lane closures etc when is the intersection of Jefferson at 40 going to be done? Finish it and move on!
^ Get down there and get a shovel then. I’m sure MoDot would love the help.
This information is found easily here:
https://www.modot.org/i-64-jefferson-interchange
This information is found easily here:
https://www.modot.org/i-64-jefferson-interchange
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Has there been any discussion about what can be done with the land previously occupied by ramps? Doesn't seem like much can be done with the exit ramp to Market/Garrison, but the Ewing onramp is decently sized, as are the areas south of 64 at 22nd. Will those be zoned as industrial?
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I assume Arch-Air is going to vacate that parking lot to accommodate the 22nd st interchange connecting to Scott?
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The way it’s built leads me to believe it’ll be vacated but they’ll still have parallels on the east side of the road. Looks like it’ll fit may just be a rather tight condition. Otherwise I don’t know why the road would curve over so far to be right against the building.GoHarvOrGoHome wrote:I assume Arch-Air is going to vacate that parking lot to accommodate the 22nd st interchange connecting to Scott?
Looks like they're getting a new parking lot closer to the MetroLink tracks.GoHarvOrGoHome wrote: ↑Aug 22, 2022I assume Arch-Air is going to vacate that parking lot to accommodate the 22nd st interchange connecting to Scott?
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So the reconnected Clark will run in between practice fields?
Clark's ROW has been unchanged since day one. The third practice pitch was added after the original announcement. Originally it was going to be additional surface parking based on the initial site plan:
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Looks like a ready made development site if they ever want to pull up the field and put in mixed use.dbInSouthCity wrote: ↑Aug 22, 2022So the reconnected Clark will run in between practice fields?
K-Rails came down along the 22nd slip ramp starting on Monday. Looks like they're getting close to finally wrapping this one up.
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