5.8. SR 02-22-2005 - Laserfiche WebLink

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TRAFFIC ANALYSES To determine the impacts ofthe proposed development on the subject intersections, capacity analyses were completed for all traffic scenariosdescrihed earlier during both the a.m. and the p.m. peak hours. Our capacity analyses were completed using Synchro and the Highway Capacity Software. . For our capacity analyses, we used existing geometrics and traffic control-at the TH 169/Main Street intersection for all three traffic scenarios, existing, 2006 no~build,and 2006 build. Although this intersection presently is operating as uncoordinated~ MrilDOT would have operated this intersection as coordinated if a suitable signal phasing and timing plan was developed. Mn/DOT is in the process of identifYing a satisfactory plan for this signal to achieve the coordination patterns that were provided to us and implement the plan this summer. Therefore, we used the coordinated signal parameters provided by Mn/DOT staff in our capacity analyses for all traffic scenarios to provide a reasonable comparison of existing and future conditions. At the Main Street/Carson Street intersection, we used existing geometricsand traffic control for existing and 2006 no-build conditions. For the 2006 build conditions, we used stop control on the north and the south approaches, one left turn lane, one through lane, and one right turn lane on the west approach, one left turn lane, one through lane, and one shared through/right turn lane on the east approach, one shared through/left turn lane and one right turn lane on the north and the south approaches. 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 D represents the minimal acceptable LOS for normal peak traffic conditions. Results of our capacity analyses are presented in Figure 4. TH 169/Main Street Intersection. As shown in Figure 3, all movements at the TB 169/Main Street intersection during the a.m. peak hour are presently operating at LOS D . or !;letter and will operate at D or better for the future scenarios, except for the westbound left turns. The westbound left turns presently are operating at LOS E and will continue to operate at E even after the completion of the proposed development. As indicated in Figure 3, the proposed development will not cause any change in LOS at this intersection during the a~m. peak hour. Although four movements at the TH 169/Main Street intersection operate at LOS E or F during the p.m. peak hour, the change in LOS from the 2006 no-build condition to the 2006 build condition is minimal. Therefore, it is our opinion that the proposed development will have minimal impacts on the TH 169/Main Street intersection during both the a.m. and the p.m. peak hours. Main Street/Carson Street. As indicated in Figure 3, all movements at the Main Street/Carson Street intersection are presently operating at LOS D or better and will operate at LOS D or better for 2006 no-build condition during both the a.m. and the p.m. peak hours, except for the southbound left turns, which will operate at LOS E for the 2006 no-build condition during the