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� � Mr. Jeffrey Agnes 11 November 2, 2007 TRAFFIC ANALYSES Analvses for Subiect Intersections As mentioned at the beginning of this report, the purpose of the traffic analyses is to determine to what extent the proposed changes in uses under the Concept PUD would impact the quality of traffic operations at the three subject intersections. Also, effects regarding potential closure of the existing right turn in and out only access on County Road are addressed under the 2009 build condition. Capacity analyses were performed for the three subject intersections for the following four traffic scenarios: existing (2007), existing with full occupancy, 2009 no-build, and 2009 build. The traffic analyses were completed using the Synchro/SimTraffic 7.0 software package. For the two existing scenarios, we used existing geometrics described earlier in this report. For the 2009 no-build and build scenarios, we used existing geometrics for the County Road B/Har Mar access intersection and used Mn/DOT's planned future changes for the intersections on Snelling Avenue. Capacity analysis results are presented in terms of level of service (LOS), which ranges from A to F. LOS A represents the best intersection operation, with very little delay for each vehicle using the intersection. LOS F represents the warst intersection operation with excessive delay. Most agencies in Minnesota consider that LOS D for the intersection as a whole represents the minimal acceptable LOS for normal peak traffic conditions. Results of the capacity analyses for the weekday p.m. peak hour are presented in Figure 4. Two key findings regarding overall results for the three key intersections are: a) All three intersections operate at acceptable levels of service under all four analysis scenarios. The SimTraffic simulation indicates satisfactory operations with respect to queuing at all three intersections upon completion of the proposed redevelopment. b) For each intersection, no change occurs in the level of service from the 2009 no-build scenario to the 2009 build condition. For the two intersections on Snelling Avenue, some movements experience level of service E or F. Though this is not ideal, it is not uncommon for some movements to experience greater delay levels than the intersection as a whole. One factor which contributes to this outcome is that these two signals are interconnected, and Mn/DOT has established timing parameters to adequately serve through traffic on Snelling Avenue. Further, it is important to note that these level of service conditions exist today and will not get worse with the 2009 no-build-or build scenarios. As indicated in Figure 4, the LOS for some movements at the Snelling Avenue/County Road B intersection actually improve for the 2009 conditions compared to the existing conditions due to Mn/DOT's proposed improvements. Results of the capacity analyses for the Saturday mid-day peak hour are presented in Figure 5. Similar to the results from Figure 4, two key findings regarding overall results for the three key intersections under this Saturday mid-day peak hour are: a) All three intersections operate at acceptable levels of service under all four analysis scenarios. The SimTraffic simulation indicates satisfactory operations with respect to queuing at all three intersections upon completion of the proposed redevelopment. b) No change occurs in the level of service from the 2009 no-build scenario to the 2009 build condition.