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Kimley)))Horn <br />TABLE 6: LONG-TERM BACKGROUND (2040) LEVEL OF SERVICE SUMMARY <br />Intersection <br />Fairview Avenue at TH 36 EB <br />Control <br />Signal <br />Weekday P Me& <br />DelayDelay <br />13.4 B <br />Saturday Peak <br />14.5 <br />LOS <br />B <br />Fairview Avenue at TH 36 WB <br />Signal <br />27.2 <br />C <br />29.4 <br />C <br />Fairview Avenue at Rosedale Center Driveway #1 <br />Signal <br />17.4 <br />B <br />28.2 <br />C <br />Fairview Avenue at County Road B2 W <br />Signal <br />25.8 <br />C <br />28.3 <br />C <br />County Road B2 W at Rosedale Center Driveway #2 <br />Signal <br />11.2 <br />B <br />18.9 <br />B <br />County Road B2 W at Rosedale Center Driveway #3 <br />Signal <br />17.5 <br />B <br />27.7 <br />C <br />County Road B2 W at Snelling Avenue SB <br />Signal <br />22.3 <br />C <br />29.5 <br />C <br />County Road B2 W at Snelling Avenue NB <br />Signal <br />6.7 <br />A <br />14.4 <br />B <br />Internal Intersection#1A <br />Stop Control <br />1.9/6.3 <br />A/A <br />4.1/6.9 <br />A/A <br />Internal Intersection#1B <br />Stop Control <br />2.9/5.8 <br />A/A <br />6.7/9.1 <br />A/A <br />Internal Intersection #2 <br />Stop Control <br />5.4 / 9.2 <br />A / A <br />9.1 / 16.6 <br />A / C <br />Internal Intersection #3 <br />Stop Control <br />5.9 / 12.4 <br />A / B <br />8.0 / 17.3 <br />A / C <br />Internal Intersection #4 <br />Stop Control <br />2.7 / 7.7 <br />A / A <br />3.0 / 10.4 <br />A / B <br />Vehicle Queue Deficiencies <br />Vehicle queues were summarized based on the Synch ro/S i mTraff ic analysis, and are provided in the <br />summary table in Appendix D. The analysis compared the anticipated 951h percentile queue to the existing <br />storage provided at the turn lanes. Following provides a list of turn lane deficiencies, where the 95th <br />percentile queue exceeded the provided storage by at least 25 feet (one vehicle length): <br />Fairview Avenue & TH 36 (WB) — The westbound right -turn movement is anticipated to exceed the <br />provided storage, however, it is not anticipated to impact the overall queue of the approach to the point <br />that it impacts operations along TH 36. <br />Fairview Avenue & County Road 132 — The westbound left -turn lane is anticipated to exceed the <br />provided storage: however, the extending the left -turn lane is limited by the eastbound left -turn lane at <br />the intersection of County Road B2 & Mall Entrance #2. <br />County Road 132 & Mall Entrance #2 — The eastbound left -turn and right -turn lanes are anticipated to <br />exceed the provided queue, however, there is no opportunity to provide more storage due to its <br />proximity to Fairview Avenue. <br />County Road 132 & Mall Entrance #3 —The westbound right -turn lane is anticipated to exceed the <br />provided queue, this is due to the westbound through queue spill back beyond the entry into the right - <br />turn lane. <br />County Road 132 & Snelling Avenue NB — The southbound queues are anticipated to spill back to <br />where the left and right turn lanes start, however, it is not anticipated to spill back into the Snelling <br />Avenue travel lanes. <br />LONG-TERM BUILD (2040) OPERATIONS SUMMARY <br />Table 7 provides Long -Term Build (2040) delay and LOS for both the weekday PM and Saturday peak <br />hours. The analysis represents 20-year growth in the background volumes to 2040 and South Campus <br />project traffic and includes the recommended improvements from the Short -Term (2024) analysis. Table K <br />and Table L (included in Appendix C) provides the delay and LOS for each individual movement for the <br />Rosedale Center I Traffic Impact Analysis <br />January 2020 Update <br />