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MaYC Culver March 26, 2014 Cin� of Roseville Page 3 Observations were completed to identify roadway characteristics within the study area (i.e. roadway geometry, posted speed limits, and traffic controls). Currentl�-, Dale Street is a four-lane undivided minor arterial roadway south of Cope Avenue and a two-lane undivided roadway north of Cope Avenue. Lovell Avenue and Cope Avenue are both two-lane undivided local roadways. The posted speed limit on these study area roadways is 30 miles per houY (mph). Both study inteYSections have side-street stop control. Existing geometrics, traffic controls, and volumes within the study area are shown in Figure 2. Intersection CapacityAnalysis An e�sting intersection capacity analysis was completed to establish a baseline condition to which future traffic opeYations could be compared. The e�sting study inteYSections weYe analyzed using a combination of Synchro/SimTraffic software (V8.0) and the Higb��ay Capacity Manual (HCM). Capacity analysis Yesults identify a Level of Service (LOS) which indicates how well an inteYSection is operating. Intersections are ranked from LOS A through LOS F. The LOS results are based on average delay per vehicle, which correspond to the delay threshold values shown in Table 1. LOS A indicates the best traffic operation, while LOS F indicates an intersection where demand exceeds capacity. Overall intersection LOS A though LOS D is generally considered acceptable in the Twin Cities Metropolitan Area. Table 1. Level of Service Criteria for Signalized and Unsignalized Intersections LOS Designation Signalized Intersection Average Delay/Vehicle (seci A <_ 10 B > 10-20 C > 20 - 35 D > 35 - 55 E >55-80 F > 80 Unsignalized Intersection Average Delay/Vehicle (secoi <_ 10 > 10 - 15 >15-25 > 25 - 35 >35-50 > 50 For side-street stop controlled intersections, special emphasis is given to providing an estimate for the level of service of the side-street approach. TYaffic operations at an unsignalized intersection with side-street stop control can be described in two ways. FiYSt, consideration is given to the overall intersection level of service. This takes into account the total number of vehicles entering the intersection and the capabilit�- of the intersection to support these volumes. Second, it is impoYtant to consider the delay on the minor appYOach. Since the mainline does not have to stop, the majority of delay is attributed to the side-street approaches. It is typical of intersections with higher mainline traffic volumes to experience high levels of delay (i.e. poor levels of service) on the side-street approaches, but an acceptable overall intersection level of service during peak hour conditions.