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4) 2030 Baseline for Maximum Development Scenario Same infrastructure improvements as in Minimum development scenario 5) 2030 Minimum Development Scenario with Mitigation Figure T7 The geometry for this scenario is shown in.The analysis for this 2030 Minimum scenario incorporated the 2030 minimum baseline elements plus the following recommended mitigation measures: TH 96 westbound auxiliary lane from west of the project boundary to TH 10. Re-introduction of CR H southbound loop access to I-35W (removed as part of the baseline scenarios), which remains barrier separated from I-35W southbound exit ramp to TH 10 southbound, and enters I-35W after joining the TH 10 southbound access ramp to I-35W southbound. At the I-35W/CR 96 west ramp intersection, an additional southbound left turn lane is recommended At the I-35W/CR 96 east ramp intersection, an additional northbound lane is recommended in order to provide one exclusive left turn lane, one shared left, through, right lane, and an exclusive right turn lane. At the intersection of Round Lake Road W at CR 96, the lane use of the center lane is recommended to be modified from an existing shared left/through lane to a shared left/through/right lane. At the intersection of CR H at TH 10, an additional eastbound left turn lane is recommended. 6) 2030 Maximum Development Scenario with Mitigation Figure T8 The geometry for this scenario is shown in. The analysis for this 2030 Maximum scenario incorporated the 2030 minimum scenario mitigation elements plus recommended mitigation measures as follows: The addition of a new northbound I-35W exit to CR H, with a single lane approach to the roundabout on CR H. An additional southbound left turn lane at the southbound exit from I-35W to CR H. b. Traffic Study Area The roadway network that would be expected to have potential traffic impacts is generally bounded by TH 10, I-35W on the west, County Road I on the north, the eastern project boundary on the east, and County Road 96 on the southshows the 14 intersections that were analyzed. . Figure T4 c. Local Roadway System Traffic Operations Analysis Methodology The traffic operations analysis for the local roadway system was completed in Synchro/SimTraffic, a software program that applies the methodologies of the Highway Capacity Manual. This tool was used to evaluate intersection volume/capacity ratio, delay, and level of service, and queuing. Capacity analysis results identify a Level of Service (LOS) which indicates how well an intersection operates. Intersections are given a ranking from LOS A through LOS F. LOS A indicates the best traffic operation and LOS F indicates an intersection that is operating over capacity. LOS A through D is generally considered acceptable for peak hour conditions in an urban area. The traffic operations were analyzed for the AM and PM peak hours to properly identify potential impacts and recommended mitigation measures. TCAAP Traffic Analysis Technical Memorandum7March 2014