2007-10-23_PWETC_AgendaPacket - Laserfiche WebLink

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Mr. Jeffrey Agnes 14 September 12.2007 Similar to the results shown in Figure 4, several movements through the two intersections on Snelling Avenue experience level of service E or F. As explained regarding results from Figure 4, this is not an ideal situation, but it is not uncommon and does not represent a problem circumstance. The 2009 build condition causes a reduction in level of service for only one movement through the three subject intersections, namely westbound left turns at the Snelling A venue/County Road B intersection. According to the capacity analyses, the average delay for this movement would increase by 13% from 72.6 seconds under the 2009 no-build scenario to 81.8 seconds under the 2009 build condition. This limited delay increase would not cause a significant change in the quality of operations perceived by motorists. For funher information purposes, Synchro analysis worksheets are presented in the appendix for all intersections and scenarios examined in Figures 4 and 5. Independent of the Har Mar concept PUD application, City staff may use the analyses presented in this repon to approach Mn/DOT staff with a request to reexamine timing parameters for the two traffic signals on Snelling A venue in order to minimize delays for cross-street and turning traffic, while preserving adequate level of service for through movements on Snelling A venue. In addition to the level of service analyses presented in Figures 4 and 5, we also have carefully examined traffic operations at Har Mar's main access on County Road B. This access will be impacted by replacement of the existing Firestone auto service use with the proposed restaurant/retail building. Also, this access would be affected if the existing right turn in and out only access farther to the west on County Road B is closed. The existing conditions and recommended plan for this access are shown in Figure 6. Under existing conditions. two circumstances that detract from the quality of traffic operations are: a) Stop signs are installed on only two of the four approaches to the intersection within the site just south of County Road B - the south and west approaches. This is unusual and creates confusion regarding which motorists have the right-of-way. b) The east leg of this intersection within the site immediately splits into one drive to/from the nonh and another drive to/from the south. This situation creates multiple, awkward movements through the intersection. The recommended plan. which will be implemented in conjunction with construction of the adjacent restaurant/retail building, will resolve the two above issues. Stop sign control will be provided on three of the four approach legs; traffic entering from County Road B will have the right-of-way, so as to avoid any potential for back-up of traffic to County Road B. Each stop sign installation will include a sign panel beneath the stop sign, which will indicate the movement that has the right-of-way. The east leg of the intersection will be reconfigured to provide a single, perpendicular path of travel. Queuing analyses have been performed to determine whether the space between County Road B and this first intersection within the site will be sufficient to accommodate the expected queues for traffic exiting from the site. The clear separation between these two intersections per the plan in Figure 6 is about 110 feet. The queuing analyses have demonstrated that this space will be sufficient to accommodate the 95th percentile queue that will be expected under the 2009 build scenario for both the weekday p.m. peak hour and Saturday mid-day peak hour conditions.