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TRAFFIC ANALYSIS APPROACH In order to better understand how each intersection operates from an overall traffic capacity standpoint, a capacity analysis was perfonned for each of the ten intersections using the traffic volumes forecasted for the three development concepts. Capacity analysis results are presented in tenns oflevel of service (LOS), which ranges from A to F. Each letter grade represents a specific range of traffic operation based upon the average delay experienced by a vehicle. Level of service A represents the best intersection operation, with very little delay for each vehicle using the intersection. Level of service F represents the worst intersection operation, with excessive delay and large queue lengths. In general, level of service D or better is considered acceptable in the Twin Cities area. A more detailed description of the levels of service is provided in the appendix of this traffic report. SIGNALIZED INTERSECTION ANALYSES The levels of service for the signalized intersections were estimated using Synchro computer software. The five signalized intersections provide actuated traffic control that responds to changing traffic conditions to minimize delay. Synchro optimizes the traffic signal timing. at each intersection using the signal phasing and range of cycle lengths observed operating the intersections. Using the optimized traffic signal timing, Synchro estimates the level of service for each movement and the overall intersection. The traffic volumes and lanes associated with the free right tums from northbound I-35W to southbound Cleveland Avenue and from southbound Cleveland Avenue to westbound County Road C were excluded from the analyses. These free right turn movements occur via channelized islands and thus are separated from the signal control. Left turn movements from northbound Cleveland Avenue to westbound County Road D and ftom eastbound County Road D to northbound I-35W occur from shared through-left lanes. However, because of the high volume of left turning traffic, these lanes most often operate as dedicated left turn lanes and were analyzed as such. The level of service results for the signalized intersections are summarized in Table 21-4. As table 21-4 presents, no level of service difficulties are expected at any of the five signalized intersections. In addition, all movements at the five intersections are expected to operate at LOS D or better in the 2004 p.m. peak hour under the currently proposed development concept. Only slight differences in level of service occur between the three development concepts. Centre Paiute Business Park -14 - January 15,2001