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James Lehnhoff, AICP December 7, 2009 City of Arden Hills Page 3 Current trafiic controls include signalization at the key intersection of County Road F and Lexington Avenue. Each of the other key intersections are unsignalized, with side-street stop control. County Road F is a two-lane roadway from Hamline Avenue to Lexington Avenue, primarily serving motorists from Boston Scientific, Land O'Lakes, and other local businesses. Vehicular turning movement counts were collected on November 10, 2009 at each of the key intersections during the a.m. and p.m. peak hour. It should be noted that the south leg of the County Road F and Boston Scientific West Driveway intersection will provide access to the proposed development, but does not exist today. In addition, traffic counts were not initially collected at this intersection. Data for this location was obtained from the Guidant Corporation Traffic Impact Study dated July 2002 and updated to reflect today's conditions. Existing geometrics, traffic controls and peak hour traffic volumes for the key intersections are shown in Figure 2. An operations analysis was conducted for the a.m. and p.m. peak hours at each of the key intersections to determine how trafiic currently operates in the study area. All signalized intersections were analyzed using the Synchro/SimTraffic software (version 7). Unsignalized intersections were analyzed using a combination of the Highway Capacity Software (HCS) and Synchro/SimTraffic software. Capacity analysis results identify a Level of Service (L4S), which indicates how well an intersection is operating. The LOS results are based on average delay per vehicle. Intersections are given a ranking from LOS A through LOS F. LOS A indicates the best traffic operation and LOS F indicates an intersection where demand exceeds capacity. In the Twin Cities metropolitan area, LOS A through D is generally considered acceptable by drivers. For side-street stop controlled intersections, special emphasis is given to providing an estimate for the level of service of the minor approach. Traffic operations at unsignalized intersections with side-street stop control can be described in two ways. First, consideration is given to the overall intersection level of service. This takes into account the total number of vehicles entering the intersection and the capability of the intersection to support those volumes. Second, it is important to consider the delay on the minor approach. Since the mainline does not have to stop, the majority of delay is attributed to the side-street approaches in most cases. Results of the analysis shown in Table 1 indicate that all but one key intersection currently operate at an overall acceptable LOS D or better during the a.m. and p.m. peak hours, with existing traffic controls and geometric layout. The intersection of County Road F and Hamline Avenue (Northbound) currently operates at an unacceptable LOS F during the p.m. peak hour. The poor operation at this intersection is caused by a lack of capacity on the westbound approach and limited acceptable gaps in Hamline Avenue traffic. This lack of capacity was observed to cause significant queuing in the westbound direction during the p.m. peak hour. The modeled average and 95th percentile queues at this location are approximately 175 feet and 400 feet, respectively. These queues occasionally extend beyond the driveway for the business located in the southeast quadrant of County Road F and Hamline Avenue (Northbound), but not to the County Road F and Boston Scientific West Driveway intersection.