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<br />John Stark, Community Development Director <br />City of Roseville <br /> <br />November 17,2006 <br />Page 3 <br /> <br />EXISTING CONDITIONS <br /> <br />Traffic operations were analyzed at the following key intersections: <br /> <br />. Long Lake Road at 1-35W SB Ramps . County Road D at 1-35W NB Ramps <br />. Long Lake Road at County Road C . County Road D at Cleveland Avenue <br />. County Road C at Cleveland Avenue . County Road D at Fairview Avenue <br />. County Road C at Fairview Avenue . Snelling Avenue at County Road C2 <br />. County Road C at Snelling Avenue . Snelling A venue at Lydia Avenue <br />. Cleveland Avenue at 1-35W NB Ramps . Fairview A venue at Terrace Drive <br />. Cleveland Avenue at County Road C2 . Fairview Avenue at Lydia Avenue <br /> <br />Currently, all of the key intersections are signalized with the exception of Cleveland <br />Avenue/County Road C2, County Road D/Fairview Avenue, Fairview Avenue/Lydia Avenue, <br />and Fairview Avenue/Terrace Drive. P.M. peak hour turning movement counts were <br />collected by SRF Consulting Group, Inc. at all key intersections in October 2006, except for the <br />intersections of County Road C/Snelling Avenue, Snelling Avenue/County Road C2, Snelling <br />Avenue/Lydia Avenue and Fairview Avenue/Lydia Avenue. The County Road C/Snelling <br />Avenue intersection was under construction at the time of data collection. Historical data for this <br />location was available and used to determine travel patterns through this area. Based on these <br />travel pattel11s and data from the immediate adjacent intersections, turning movements were <br />developed to represent year 2006 conditions at this location. Turning movement count data was <br />available from a previous study in the area (Northwestern College Master Plan Traffic and <br />Parking Impact Study, conducted by TKDA, August 2006) for the remaining three intersections. <br />This data was collected in May 2006. It should be noted that the p.m. peak turning movement <br />counts were collected on one particular day in the months referenced. These counts serve as an <br />existing conditions sample and are representative of a typical p.m. peak hour. Existing <br />geometrics (used in analysis), traffic controls and p.m. peak hour traffic volumes for the key <br />intersections are shown in Figure 2. <br /> <br />An operations analysis was conducted for the p.m. peak hour at each key intersection to <br />determine how traffic currently operates within the project area. All signalized intersections <br />were analyzed using the Synchro/SimTraffic software (version 6.14) and unsignalized <br />intersections were analyzed using the Highway Capacity Software (and compared with <br />Synchro/SimTraffic). Capacity analysis results identifY a Level of Service (LOS), which <br />indicates the quality of traffic flow through an intersection. Intersections are given a ranking <br />from LOS A through LOS F. The LOS results are based on average delay per vehicle. The <br />delay threshold values are shown in Table I. LOS A indicates the best traffic operation, with <br />vehicles experiencing minimal delays. LOS F indicates an intersection where demand exceeds <br />capacity, or a breakdown of traffic flow. LOS A through D are typically considered acceptable. <br />LOS E indicates that an intersection is operating at, or very near its capacity and that vehicles <br />experience substantial delays. <br />