CCP 04-28-2003 - Laserfiche WebLink

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e - -- , Mr. Bruce Thompson 1 - J - March 3, 2003 Current traffic controls include signalization at the intersection of CSAH 96/Hamline A venue and side-street stop control at the intersection of CSAH 96/Snelling Avenue. SRF Consulting Group collected a.m. and p.rn. peak hour tuming movement counts in December 2002 at both key intersections. Traffic volumes collected by SRF for thc intersection of CSAH 96/Hamline Avenue were significantly higher then volumcs cOunted for the Guidant Traffic Impact Study performed by Parsons Transportation GrolJp in July 2002, More specifically, the westbound left- turn volumc at the intersection of CSAH 96/Hamline Avenue was approximately 400 vehicles higher. Westbound left-turning vollJmes at this intersection are expected to fluctuate significantly on a daily basis, based on conditions on the adjacent roadways and on l-35W. Based on available data provided by Ramsey County, this higher volume was determined to be a better rcpresentation of existing conditions, and was used for this analysis. It should be noted that this volume is most likely slightly highcr thcn what would occur on a typical day. Existing geometries and peak hour traffic volumes for the key intersections are shown in Figure 2. A traffic opcrations analysis was conducted for the a.m, and p.m. peak hours at each of the key intersections to determine how traffic cUITcntly operates within the project area. AIJ signalizcd interscctions were analyzed using Synchro, with the SimTraffic simulation software. The unsignalized intersections were also analyzed using the Highway Capacity Softwarc. Capacity analysis results identify a Level of Servicc (LOS), which indicates the quality of traffic flow throlJgh an intersection. Intersections are given a ranking from LOS A through LOS F. LOS A indicates the best traffic operation, with vehicles experiencing minimal delays, LOS F indicates an intcrsection where demand exceeds capacity, or a breakdown of traffic flow. LOS A through D are generally considered acceptable by drivers. LOS E indicates that an intersection IS opcrating at, or very near its capacity and that vchicles expetience substantial delays. The traffic opcrations at an unsignalized intersection with side-street stop contrcl can bc described in two ways. First. consideration i.s given to the overall intersection level of service. This takes into account the total cnteling volume into the intersection and the capahiliry of the intersection to support these volumes. Second. it is also important to considcr the leve! of service on the side-strcet approach. Since thc mainline does not have to stop at an L111signalizcd intersection that has side-street stop control, the majority of intersection delay can be atttibuted to the side-street approaches. It is typical of intersections with higher mainline traffic volumes to experience high levels of delay (poor levels of service) on the side-street approaches, but an acceptable overall intersection level of service during the peak hour periods, Results of the analysis shown in Table 1 indicate that both key intersections cun-ently operate at an overall acceptable LOS D or better during thc a.m. and p.m. peak hours, with existing traffic controls and geometric layout.