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eastbound approach resulting from the left turns, allowing right turning traffic <br />to pass through would lower overall approach delay and queues. A <br />southbound left turn lane could also be included where there is currently a <br />wide median, preventing through vehicles from waiting behind a left turning <br />vehicle. A single -lane roundabout could be considered a safety device that <br />would slow traffic and physically prevent right angle crashes. <br />The forecasted turning movement volumes for the different alternative <br />scenarios were used to re -analyze the Twin Lakes Road/Line Avenue <br />intersection in the p.m. peak hour with these two different alternatives. As <br />before, the LOS calculations were done in accordance with the 2010 Highway <br />Capacity Manual using VISTROTM software. <br />A summary of the LOS results for the alternative Line Avenue layouts for <br />each peak hour is shown in Table 4. The complete LOS calculations, which <br />include queue lengths and grades for all individual movements, are included <br />in the Appendix. <br />Table 4 — Line Avenue/Twin Lakes Road Mitigated Level of Service' <br />(in parentheses) is the Level of Service for the worst operating movement. <br />As shown in Table 4, the LOS results improve from the previous results, <br />especially with the conversion of the intersection to a roundabout. The overall <br />intersection operates acceptably with the added lanes in all scenarios, but the <br />eastbound approach, in particular the left turn/through lane, is still at <br />operating at LOS F in Alternatives B & C. <br />d. Travel Time Changes <br />In addition to operations at the study intersections, the alternatives were <br />evaluated through the impacts to travel times. The change in travel times <br />were estimated using the average delay results from the capacity analyses <br />and estimating the travel time between intersections based on the speed limit <br />and distance. <br />The study area was divided into zones and existing routes between zones <br />determined. Figure 3 in the Appendix shows these different zones in the study <br />network. Travel times were calculated between each of these zones for each <br />alternative scenario. The travel times were then grouped into routes that <br />represent a "cut -through" movement on Line Avenue and other movements <br />that have origins or destinations within the study network. The total travel <br />Traffic Operations Study 7 Line Avenue in Elk River <br />