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Debra Bloom, P.F. January 15, 2008 City of Roseville Page 3 Current traffic controls include signalization at all Ivey intersections with floe exception of Cleveland Avenue/County Raad C2, County Road C/Prior Avenue and Fairview AvenuelTerrace Drive, which are side-street stop controlled. New a.m. peak hour turning movement counts were collected at the intersections of County Road C/Prior Avenue, County Rnad C/Fairview Avenue and Fairview Avenue/Terrace Drive by SRF Consulting Group in December 2007. The remaining intersections had a.tn, and p.m. peak hour turning aovement counts available fratrt previous projects in the area (all collected within the past 14 months). Existing geametrics, traffic Conti°ols and peak hour traffic voltnnes for the key intersections are shown in Figure 2. An operations analysis was conducted for the a.m. and p.m. peak hours at the key intersections to determine how traffic currently operates in the study area. All signalized intersections were analyzed using the Synchro/SimTraffic software. The unsignalized intersection was analyzed using the Highway Capacity Software. Capacity analysis results identify a Level of Service {LOS), which indicates how well an intersection is operating. The LOS results are based on average delay per vehicle, Intersections are given a ranking from LOS A through LOS F. LOS A indicates tl~e best traffic operation and LOS F indicates an intersection where demand exceeds capacity. LOS A through D is generally considered acceptable by drivers. For side-street stop controlled intersections, special emphasis is given to providing an estimate for the level of service of the minor approach. The traffic operations at an unsignalized intersection with side-street stag control can be described in two ways. First, consideration is given to the overall intersection level of service. This takes into account the total number of vehicles entering the intersection and the capability of the intersection to support those volumes. Second, it is important to consider the delay on the minor approach. Since the mainline does not have to stop, the majority of delay is attributed to the side-street approaches. Results of the analysis shown in Table 1 indicate that all key intersections currently operate at an acceptable overall LOS D or better during the a.m. and p.m. peak hours, with existing traffic controls and geometric layout. Table 1 Existing Conditions i_evei of Service Results Intersection Level of Service A.M.. Peak P.M. Peak Cleveland Avenue/County Road D B C Cleveland Avenue/County Raad C2 * A/C Es,/C Cleveland Avenue/I-35W Northbound Ramps B D Cleveland Avenue/County Road C C D County Road C/Prior Avenue * A/D A/E County Road C/Fairview Avenue C D Fairview Avenue/Ten•acc Drive * AIB A/B * Indicates an intersection wiih a side-st~-cet stop. The overall LOS is followed by the worst approach LOS.