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Roseville Starbucks Traffic Study September 30, 2022 Page 3 The Cleveland Avenue and Twin Lakes Parkway/I-35W intersection is signalized, and the Twins Lake Parkway and Walmart/ALDI access intersection is side-street stop controlled. Additionally, the Twin Lakes Parkway and Mount Ridge Road is a roundabout controlled intersection. Cleveland Avenue is classified as a minor arterial and Twin Lakes Parkway is classified as a local roadway. Existing geometrics, traffic controls, and traffic volumes in the study are shown in Figure 2. Intersection Operations Analysis An intersection capacity analysis was completed for the weekday a.m. and midday peak hours to identify any areas of queuing or congestion concern under existing conditions. Note, the proposed development peaks in the morning and midday, therefore the p.m. peak hour was not analyzed. The study intersections were analyzed using Synchro/SimTraffic (Version 11). Capacity analysis results identify a Level of Service (LOS), which indicates the quality of traffic flow through an intersection. Intersections are given a ranking 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, with vehicles experiencing minimal delays. LOS F indicates an intersection where demand exceeds capacity, or a breakdown of traffic flow. Overall intersection LOS A though LOS D is generally considered acceptable based on MnDOT guidelines. Table 1. Level of Service Criteria for Signalized and Unsignalized Intersections Signalized Intersection Unsignalized Intersection LOS Designation Average Delay/Vehicle (seconds) Average Delay/Vehicle (seconds) A > 10 - 20 > 10 - 15 B > 20 - 35 > 15 - 25 C > 35 - 55 > 25 - 35 D > 55 - 80 > 35 - 50 E > 80 > 50 F For side-street stop-controlled intersections, special emphasis is given to providing an estimate for the level of service of the side-street approach. Traffic operations at an unsignalized intersection with side-street stop control can be described in two ways. First, consideration is given to the overall intersection level of service. This takes into account the total number of vehicles entering the intersection and the capability of the intersection to support these volumes. Second, it is important to consider the delay on the minor approach. 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. Results of the existing operations analysis shown in Table 2 indicate that all study intersections operate at an acceptable LOS B or better during the a.m. and midday peak hours with the existing traffic control and geometric layout. No significant side-street delays or queuing issues were observed at the study intersections.