Quote:
Originally Posted by Dengler Avenue
Speaking of highway-to-highway connections, I was just thinking about what to do with the 101/15 junction. People might have asked this many pages back, but is there enough space between the rail track and Highway 15 to fit in 2 loops, one for 15W to 101S and another for 101N to 15W? As for widening 15 east of the city, especially through built-up area, perhaps MIT can widen it to undivided 4-lane like Highway 9 north of the city? While there's definitely no space for a divided highway, there seems to be enough for an undivided 4-lane arterial road.
Back to the interchange:
As for the ramp from 15W to 101N, it will need to start early to gain enough height to fly over the track and join 101N. Then it's a symmetric design for the ramp from 101S to 15W. Overall, the on- and off- ramps on 101 will need to be separated from the main highway.
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Highway 15/dugald will likely be considered a minor roadway at Perimeter, and that interchange could be a folded diamond like Wilkes and Perimeter is currently set up to account for the rail line right there. Free flow perimeter, at-grade intersections in 15.
It's been in Manitoba Infrastructure's long term plan to make a direct highway
(2 or 4 lanes) connection to oakbank, linking it to Gunn rd and Perimeter. This will reduce demand on highway 15, likely well below the need for 4 lanes. That is good because there are many private residences on both side of the roadway which would make twinning realistically unaffordable.
The pros and cons of a direct highway to Oakbank have been debated numerous times on this forum, but it is clear that this is a long term plan, as MI has not taken any remote measure to address this issue. There are much bigger fish to fry in Manitoba