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Chris Seigle November 30, 1988 Page 4 It should be not ed that all of the traffic generation analysis was connductedolor the month of September, which is the peak month of enrollment at the p is Busin ess College. This was done in order to provide a worst -case traffic analy- sis. Exhibit 4 shows the month by month enrollment at the college. OFF -SITE TRAFFIC IMPACTS The traffic impacts of the project were considered at the following intersec- tions: o Lexington Avenue/Project Access Driveway o Lexington Avenue/TH 36 Westbound Ramps o Lexington Avenue/TH 36 Eastbound Ramps The critical period for the evaluation of traffic conditions is the P peak hour, yp t ically occurring from 4:30 PM to 5:30 PM. Existing traffic ions listed above unts (October 1988) were conducted by BRWaimeach oofttheiproject were evaluated by ntersec during the PM peak hour. The traffic pacts adding existing traffic to traffic which would be generated at the project site. The determination of project traffic impacts included an assumption that traffic generated at the project site would be oriented as follow 0 10 percent to/from Lexington Avenueom TH 36 east of northof Grandview o �3 percent o 37 percent to/fi m TH 36 west of Lexington 0 10 percent to/from Lexington south of TH 36 This direction orientation was based on the existint travel origins summaryiof�thisresi- dence locations) of Minneapolis Busin ess College students information, which was provided by the Minneapolis Business College, is shown in Exhibit. 5. The operations of the signalized intersections at Lexington Avenue ena dof theinterTH 6 ramps were evaluated using toe planning method for Thentabl a bet ow summarize_; v��e sections from the 1985 Highway Manua. ntersections: impact of the project's traffic on these two i % of Capacity Utilized (4:30 to 5:30 PM) Intersection Existing Existing Plus Proie� ct Lexington/TH 36 WB 63% 73% Lexington/TH 36 EB 71% 73x 1