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<br />conflicts are shown in Table 1. A conflict diagram was completed and <br />is shown in Figure 4. <br /> <br />2.4 Task 4 - Capacity Analysis <br />Turning movement volume counts were completed for the busiest hour <br />in each observation period and a capacity analysis was conducted. <br />Results of the capacity analysis are shown in the table below. <br /> <br />Table 2 <br />levels of Service under Existing Conditions <br />(120 sec cycle) <br /> <br />Snellin Avenue <br />. NB Left <br />I NB Thru <br />I . <br />~ NB _Right <br />I 5B Left <br />i SB Thru <br />iSB Right <br />! Count Road B <br />i EB Left <br />i EB Thrulright <br />! WB Left <br />I . <br />l W~ Thru~nght <br /> <br />Weekda 11-2 <br /> <br />Weekda 4-6 I Weekend1'1:'2'! <br />F <br />D <br />A <br />E <br />C <br />A <br />- ---------- <br />Weekda 4-6 <br /> <br />E <br />C <br />A <br />D <br />C <br />A <br />~-_._-_. -..-----.--- <br />Weekda 11-2 <br />E <br /> <br />t c <br />c <br />[) <br />- ---------"._- <br /> <br />E <br />F <br />F <br />[) <br /> <br />[) <br />A <br />D <br />[) <br />C <br />A <br />Weekend 11-2 <br />C <br />[) <br />C <br />C <br /> <br />I <br /> <br />2.5 Task 5 - Human Factors Analysis <br />Observations of driver behavior and the relationsbip between <br />geometric characteristics and driver perceptions were also noted <br />during the field observations, These included events that were not <br />necessarily conflicts, yet did create or werc a result of operational <br />problems. These observations included noting any significant <br />difference in approach speed relative to the posted speed limits. <br />Results of these observations can be found in Table 1. <br /> <br />3.0 Conflict Analysis Results <br /> <br />Once the observations and connict diagram were completed, <br />relationships bctween the conflicts and collisions werc sought in ordcr <br />to more efficiently develop mcasures to address the intersection's <br />deficiencies. These relationships are outlined below: <br /> <br />. Along the southbound Snelling A venue approach, a number of rear <br />end collisions could be attributed to weaving and rear end contlicts <br />found during the field observations. <br /> <br />. A similar pattern of collisions is found at the northbound approach <br />to the intersection; however, no associated contlicts were observed. <br />The Roseville Police Department has suggested that many of these <br />collisions are occurring at a significant distance south of the <br />intersection, near the signalized intersection of Snelling A venue <br /> <br />Traffic Conflict Study A,ROSEV0001.00 <br />Roseville, Minnesota Page 5 <br />