2007-10-23_PWETC_AgendaPacket - Laserfiche WebLink

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Mr. Jeffrey Agnes 11 September 12, 2007 TRAFFIC ANALYSES As mentioned at the beginning of this report, the purpose of the traffic analyses is to determine to what extent the proposed changes in uses under the Concept PUD would impact the quality of traffic operations at the three subject intersections. Also, effects regarding potential closure of the existing right turn in and out only access on County Road are addressed under the 2009 build condition. Capacity analyses were performed for the three subject intersections for the three traffic scenarios: existing (2007), 2009 no-build, and 2009 build. The traffic analyses were completed using the Synchro 7.0 software package. Capacity analysis results are presented in terms of level of service (LOS), which ranges from A to F. LOS A represents the best intersection operation. with very little delay for each vehicle using the intersection. LOS F represents the worst intersection operation with excessive delay. Most agencies in Minnesota consider that LOS 0 for the intersection as a whole represents the minimal acceptable LOS for normal peak traffic conditions. Results of the capacity analyses for the weekday p.m. peak hour are presented in Figure 4. Two key findings regarding overall results for the three key intersections are: a) All three intersections operate at acceptable levels of service under all three analysis scenarIos. b) For each intersection, no change occurs in the level of service from the existing conditions to the 2009 no-build scenario to the 2009 build condition. For the two intersections on Snelling A venue, several movements experience level of service E or F. Though this is not ideal, it is not uncommon for several movements to experience greater delay levels than the intersection as a whole. One factor which contributes to this outcome is that these two signals are interconnected, and Mn/DOT has established timing parameters to adequately serve through traffic on Snelling A venue. Further, it is important to note that these level of service conditions exist today and will not get worse with the 2009 no-build or build scenarios. Results of the capacity analyses for the Saturday mid-day peak hour are presented in Figure 5. Similar to the results from Figure 4, two key findings regarding overall results for the three key intersections under this Saturday mid-day peak hour are: a) All three intersections operate at acceptable levels of service under all three analysis scenanos. b) No change occurs in the level of service from existing conditions to the 2009 no-build scenario to the 2009 build condition, except that the level of service at the Snelling A venue/Har Mar access intersection changes from level of service B to C with the 2009 no-build condition.