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Kimley)))Horn In future scenarios, an intersection with unsatisfactory operations was first addressed through signal timing modifications, or if that was not possible, through implementation of an intersection or roadway improvement. Due to the restrictive nature of the land use surrounding the existing roadway alignments, a limited number of roadway improvements were considered possible. Only those improvements that could be implemented without major reconstruction were implemented as mitigation. In order to determine the impacts of the project on the transportation network, a traffic operations analysis was performed on the roadway network surrounding the site. The analysis process included determining level of service at each of the study intersections for Existing, Short -Term Background (2024), Short -Term Build (2024), Long -Term Background (2040), and Long -Term Build (2040). SimTraffic reports are included in Appendix E. For each scenario, five one -hour simulations were conducted in SimTraffic, and the average of those model runs were reported. In each of the following sections, a description of potentially unsatisfactory operational characteristics is summarized for each scenario modeled. A table summarizing the LOS and delay by intersection is provided for each scenario. For signalized intersections, the overall LOS is reported, and for unsignalized intersections, the overall intersection and worst movement LOS is reported. The SimTraffic reports were reviewed to identify individual movements that experience unsatisfactory level of service and delay. Only in instances where an individual movement experiences an unsatisfactory measure of effectiveness will the movement information be summarized. Supplemental tables are provided in Appendix C that provides individual movement LOS and delay for each intersection. EXISTING (2019) OPERATIONS SUMMARY Table 2 provides Existing (2019) delay and LOS for both the weekday PM and Saturday peak hours. Overall intersection delay and LOS is reported for signalized intersection while overall / worst movement delay and LOS is reported for unsignalized intersections. Table A and Table B (included in Appendix C) provides the delay and LOS for each individual movement for the weekday PM and Saturday peak hours. TABLE 2: EXISTING (2019) LEVEL OF SERVICE SUMMARY Intersection Fairview Avenue at TH 36 EB Control Signal Weekday PM Delay 11.4 Peak LOS B Saturday Peak is Delay 12.9 LOS B Fairview Avenue atTH 36 WB Signal 27.2 C 38.1 D Fairview Avenue at Rosedale Center Driveway #1 Signal 15.9 B 23.6 C Fairview Avenue at County Road B2 W Signal 25.6 C 30.9 C County Road B2 W at Rosedale Center Driveway #2 Signal 10.5 B 15.5 B County Road B2 W at Rosedale Center Driveway #3 Signal 15.6 B 25.5 C County Road B2 W at Snelling Avenue SB Signal 22.0 C 28.1 C County Road B2 W at Snelling Avenue NB Signal 6.1 A 11.6 B Internal Intersection #1A Stop Control 2.0 / 6.3 A / A 3.7 / 7.4 A / A Internal Intersection #113 Stop Control 2.9 / 3.2 A / A 6.3 / 7.8 A / A Internal Intersection #2 Stop Control 6.1 / 9.5 A / A 9.6 / 17.2 A / C Internal Intersection #3 Stop Control 5.9 / 12.2 A / B 8.4 / 17.1 A / C Internal Intersection #4 Stop Control 2.3 / 8.2 A / A 2.9 / 10.3 A / B Rosedale Center I Traffic Impact Analysis January 2020 Update