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Debra Bloom,, P.E. <br />City of Roseville <br />T'abl�e 3 <br />Year 2011 , Peak Hour Capacity Anal�ys,iis, Comparison <br />Legal Level of Service Res,ul�ts, <br />July 13, 2011 <br />Page 16 <br />Intersection <br />P.M. Peak Hour Level of Service <br />Without C2 Connection <br />With C2 Connection <br />Lexington Avenue North and. County Road. C2 <br />A/B <br />A/Di <br />Lexington Avenue North and. Josephine Road. <br />A/C <br />A/B <br />Josephine Road. and. Fern-wood. Street <br />A/A <br />A/A <br />Josephine Road. and. Hamline Avenue North <br />A/B <br />A/B <br />Hamline Avenue North and. County Road. C2 <br />A/B <br />A/C <br />Hamline Avenue North and. Lydia Avenue * <br />A/B <br />A/B <br />Indicates an unsignalized intersection with side-street stop control. The overall LOS is shown <br />followed by the worst approach LOS. <br />UTTWIZI]KIIJI Mm 167MWITIM <br />To determine how the existing and potential (with the County Road C2 connection) roadway <br />network will operate under year 2030 conditions, p.m. peak hour and daily traffic forecasts were <br />developed. The traffic forecasts were developed using a combination of historical area growth, <br />the Regional Travel Demand Model and traffic volumes from the City of Roseville <br />Transportation Plan. Based on this information, an annual growth rate of one and one-half <br />percent was applied to the year 2011 peak hour volumes (with and without the County Road C2 <br />connection) to develop year 2030 traffic forecasts. It should be noted that the Josephine Woods <br />residential development is accounted for as part of this year 2030 forecast. <br />During the year 2030 forecast development and comparison with historical information a <br />relatively significant difference was identified with respect to the traffic forecast on Josephine <br />Road. The Regional Travel Demand Model evaluated as part of this current study forecast the <br />average daily traffic on Josephine Road to be approximately 4,100 vehicles per day. This is <br />different than the value of 6,500 presented in the Year 2030 Comprehensive Plan. The <br />difference was reconciled understanding that the Year 2030 Comprehensive Plan values were <br />developed using an earlier data set for the base assumptions. The Regional Travel Demand <br />Model evaluated as part of this current study used a base network of year 2010, whereas the <br />previous Year 2030 Comprehensive Plan Regional Travel Demand Model evaluation would have <br />used a base network of year 2005. <br />Figure I I shows the p.m. peak hour turning movement volumes under year 2030 conditions with <br />and without the potential County Road C2 connection. Figure 12 shows the year 2030 average <br />daily traffic volumes with and without the potential County Road C2 connection. <br />