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<br /> I <br /> ~ REGIONAL TRAFFIC MODEL <br /> Forecast Conditions <br /> I In order to develop traffic forecasts for the study area, it was assumed that the TCAAP site and <br /> the Highway 10/96 Triangle would be redeveloped. Input from City staff and a review of the <br /> traffic study completed for the TCAAP site by Short Elliot and Hendrickson, Inc. was considered <br /> I in developing anticipated trip generation for the TCAAP and Highway 96/10 sites. The model <br /> assumes a total of 102,000 trips would be generated from the sites daily. During the PM peak <br /> hour, approximately 11,000 trips would be generated from the sites, These trips were distributed <br /> I and assigned to the surrounding road network based on the distribution from the Twin Cities <br /> Regional Travel Model. The site-generated traffic was added to the existing ADT counts to <br /> develop the traffic forecasts. Forecasts were developed for three scenarios with each scenario <br /> I having different road network access assumptions. The three scenarios are described below. <br /> Future Road Network Overview <br /> I In order to adequately model the key intersections in the study area, BRW developed a concept <br /> arterial roadway network which is assumed to be in place at the time of full redevelopment of the <br /> I TCAAP site and the Highway 10/96 Triangle. The concept roadway network includes the <br /> "TeAAP Road" within the TCAAP site beginning at Hamline A venue and running west parallel <br /> to Highway 96 and curving north to parallel Highway 10 and Interstate 35W and terminating at <br /> II County Road 1. TCAAP Road includes major intersections with Hamline Avenue, Snelling <br /> Avenue (extended to north), County Road H2 (extended to east) and Gateway Boulevard. The <br /> model assumes that Gateway Boulevard would be extended across Highway 96 at the time of <br /> I redevelopment of the Highway 10/96 Triangle and would gradually curve northeastward <br /> crossing Highway 10 and intersecting with TCAAP Road. <br /> I The Average Daily Traffic on arterial road segments in the study area was calculated for three <br /> future scenarios of varying access. In addition, the function of three main intersections in the <br /> study area was analyzed. The tluee intersections included are the Highway lO/Gateway <br /> I Boulevard intersection, Highway 96/Highway 10 intersection, and the Highway 96/Gateway <br /> Boulevard intersection. For the purposes of the study, all intersections were modeled as at-grade <br /> I intersections to determine whether or not they could function in that capacity (unless no access is <br /> assumed). Separated grade interchanges can be assumed to perform more efficiently than the at- <br /> grade intersections. Exhibit 3 illustrates the geometry of the future road network utilized in the <br /> I traffic model and provides summaries of ADT volumes anticipated on various segments in the <br /> study area, Tables I and 2 summarize turning movements and intersection function for the three <br /> intersections studied in scenarios 1,2 and 3. <br /> I Existing Condition: The 1996 average daily traffic (ADT) for existing arterial roadways in the <br /> study area was input into the model to create a baseline condition. PM Peak Hour turning <br /> I movements were also input for three key intersections, The level of service at the three existing <br /> r 5 <br /> I <br />