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MaYC Culver March 26, 2014 Cin� of Roseville Page 5 Results of the existing intersection capacit�� analysis shown in Table 2 indicate that the study intersections currently operate at an acceptable overall LOS A during the a.m. and p.m. peak hours. The side-streets at Lovell Avenue and Cope Avenue also opeYate acceptably during the a.m. and p.m. peak hours. However, it should be noted that during the a.m. peak hour, the westbound approach at Lovell Avenue experiences delay and queuing issues for approximately 10 minutes. FuYtheYmoYe, southbound queues from the TH 36 NoYth Ramps/Dale Street inteYSection were observed to occasionally extend (less than five percent of the peak hour) to Cope Avenue during the a.m. and p.m. peak hours, but had minimal impact to the study intersection operations. No other significant side-street delays or queuing issues were observed in the field or traffic simulation. Table 2. Existing Intersection Capacity Analysis A.M. Peak Hour I ntersectio n LOS Delay P.M. Peak Hour LOS Delay Dale Street/Lovell Avenue �1� A/C 21 sec. A/C 20 sec. Dale Street/Cope Avenue �1> A/C 18 sec. A/C 21 sec. (1) Indicates an unsignalized intersection with side-street stop control, where the overall LOS is shown followed by the worst approach LOS. The delay shown represents the worst side-street approach delay. Proposed Development The proposed residential development is located west of Da1e Street between Lovell Avenue and Cope Avenue. The site is currently occupied by a former fire station that is now vacant The cuYrent development proposal consists of 10 single-family homes and 16 townhomes. Access to the development is proposed at the following locations: 1) Multiple residential driveways on Cope Avenue (350 feet west of Dale Street) 2) Alley access to Lovell Avenue and Cope Avenue (80 feet west of Dale Street) 3) Alley access to Lovell Avenue and Cope Avenue (300 feet west of Dale Street) The proposed residential development site plan is shown in FiguYe 3 Traffic Forecasts Background Growth The proposed development is estimated to be completed in the year 2015. Therefore, traffic foYecasts were developed foY year 2016 conditions (i.e. one year afteY construction). An annual gYOwth rate of one-half percent was applied to the e�sting peak hour volumes to develop year 2016 backgYOUnd traffic forecasts. This growth rate is consistent with historical growth in the study area (based on MnDOT annual average daily traffic volumes).