5.8. PCS 01-25-2005 - Laserfiche WebLink

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. p.m. peak hour. With the proposed development, the northbound and the southbound left turns ,and the through movements willop~rate at LOS F. This situation is not uncommon, especially for left turns and through movements on a minor street approach with stop sign control at a high-volume roadway. Although traffic signal control could provide better operationsat this intersection, this mitigation was not examined given the dose spacing oUess than 400 feet between Carson Street and TH 169. In addition to the capacity analyses, we simulated traffic conditions for the 2006 build condition using the Simtraffic 6 software package. One of the results that the simulation generates is queues for various movements. Our simulation resulted in queuing at both the subject intersections for the 2006 build condition during both the a.m. and the p.m. peak hours. These results clearly indicate that the p.m. peak hour is the most critical period for queuing. The industry practice is to design for the 95th percentile queues. The p.m. peak hour 95th percentile queue for the eastbound movements at the 1'H 169!Main Street intersection is about 276 feet, which principally is caused by through movements. The 95th percentile queuing for the westbound movements at the Main Street/Carson Street intersection is about 74 feet, which . principally is causedby the left turns. These 95th percentile queues are within the available stacking space of about 320 feet on Main Street between Carson Street and TH 169. . Our overall conclusion from the capacity analyses and simulation is that the proposed . development will have minimal impacts on the TH 169!Main Street intersection and on Main Street at Carson Street. We acknowledge that the proposed access plan is not ideal and results in individual movements operating at ppor levels of service. However, given the location of this property and the access constraints that exist, the proposed access location is the best possible solution. . AIthough.other measures such as channelizing islands can be used to improve existing and future LOS E and F operations at the TH 169!Main Street intersection, we understand that - MnIDOT is not planning -on any changes at this intersection. Instead, discussions are underway regarding upgrading TH 169 to a freeway in the future to accommodate the already hightr<jlffic volumes. Considering findings from our analyses and MnIDOT's plans for the future, we do not recommend any changes to Main Street or TH 169 to accommodate the projected 2006 build traJficas the proposed development would not cause any significant . changes in the 2006 no-build operations. . .-.