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Attachment 4 approaches, since the mainline does not have to stop. It is common for intersections with higher mainline traffic volumes to experience increased levels of delay and poor level of service on the side streets. A final fundamental component of operational analyses is a study of vehicular queuing, or the line of vehicles waiting to pass through an intersection. An intersection can operate with an acceptable Level of Service, but if queues from the intersection extend back to block entrances to turn lanes or accesses to adjacent land uses, unsafe operating conditions could result. In this report, the Industry Design Standard thth 95 percentile queue length is used. The 95 Percentile Queue Length refers to that length of vehicle queue that has only a five-percent probability of occurring during an analysis hour. th This study has utilized the industry current Synchro/SimTraffic software package (11Edition) to analyze the 2025 No-Build and Build conditions for the AM, PM, and Saturday Midday Peak hours. It is noted, the reported results are from the aggregate of 10 SimTraffic simulations which use a random number generator to seed the network with vehicles. These results reflect dynamic conditions and are more accurate than the results of the static analysis reported by Synchro. Due to the random number generator results can sometimes show slightly better operations on minor movements under higher traffic conditions when the intersections are operating well. This can be seen when delays and queues noted in the Build Scenario are slightly less than the No-Build or Existing Scenarios. Analysis Results Tables 3 summarizes the results of the operational analysis. Note the 2025 No-Build and Build operations reflect the additional traffic associated with the annual growth rate applied to existing traffic volumes. Additionally, the Build operations include the net new traffic forecast for the Proposed Project. Table 3. Operational Analysis 2025 No-Build and Build Measure of Effectiveness (Delay in Sec and Queue in Ft) Intersection2025 No-Build2025 Build Criteria AM Pk HrPM Pk HrSat Pk HrAM Pk HrPM Pk HrSat Pk Hr Overall LOS & Delay A1.1A1.6A1.0A2.0A2.2A1.7 Larpenteur Ave W & Kent St (Side Worst Mvmt. LOS & Delay B13.4 (SBL)C17.6 (SBL)A5.6 (SBL)B12.7 (SBL)B11.9 (SBL)A8.5 (SBL) Stop Controlled) 95th Percentile Queue SB - 22'SB - 37'SB - 22'SB - 52'SB - 60'SB - 62' Overall LOS & Delay A0.1A1.7A0.1A1.9A1.7A1.7 Kent Street & South Site Access Worst Mvmt. LOS & Delay A0.2 (NB)A3.9 (WBL)A0.1 (NB)A4.3 (WBL)A4.4 (WBL)A4.6 (WBL) (Side Stop Controlled) 95th Percentile Queue NONEWB - 32'NONEWB - 44'WB - 48'WB - 48' Overall LOS & Delay A0.1A0.1A0.1A0.1A0.1A0.1 Kent St & Middle Site Access Worst Mvmt. LOS & Delay A0.1 (SBT)A0.1 (SBT)A0.1 (SBT)A0.6 (NBT)A0.4 (SBT)A0.3 (NBT) (Side Stop Controlled) 95th Percentile Queue NONENONENONENONENONENONE Overall LOS & Delay A1.1A 0.5A 0.1A1.1A 1.0A0.6 Kent Street & North Site Access Worst Mvmt. LOS & Delay A3.9 (WBL)A 3.8 (WBL)A 0.1 (WB)A3.8 (WBL)A 3.4 (WBL)A3.7 (WBL) (Side Stop Controlled) 95th Percentile Queue WB - 10'WB - 14'NONEWB - 14'WB - 17'WB - 14' The results shown in Table 3 indicate the 2025 No-Build operations of the study area intersections are acceptable with LOS A for overall operations and LOS C or better for individual travel lane operations, with manageable vehicle queuing. Further, the results in Table 3 indicate the 2025 Build overall operations and travel lane operations of the study area intersections and site access are the same with acceptable LOS A for overall operations and LOS B or better for travel lane operations, with manageable vehicle queuing. The addition of site-generated traffic slightly increases delay and queuing but not above unacceptable levels as the existing roadway network has available capacity. 4 | Page Ramsey County Environmental Service Center, Roseville, MN