7.1. SR 02-03-2020 - Laserfiche WebLink

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Copart USA Traffic Impact Study Elk River, MN 4. LEVEL OF SERVICE 1/14/2020 Traffic engineers quantify traffic operation and performance of intersections in terms of "Levels of Service" (or LOS). Traffic operations for the peak hour conditions at intersections within the study area were analyzed using the industry -standard Synch ro/SimTraffic Version 10 software package, which uses the data and methodology contained in the Highway Capacity Manual Sixth Edition (2016 HCM), published by the Transportation Research Board. The software model was calibrated to replicate existing conditions as accurately as possible before being used to assess future conditions. A full discussion of the methodology used to assess traffic operation appears in the Appendix of this report. Westwood utilized this software to determine the level of delay of the existing peak hour traffic at the intersection. The primary directional flow along TH 10 is from west to east in the a.m. peak hour, and then from east to west in the p.m. peak hour. Directional flows along Jarvis Street are fairly even northbound and southbound during a.m. and p.m. peak hours. For this analysis, Westwood was asked to assess a.m. peak hour and p.m. peak hour traffic conditions, as well as queuing. The City of Elk River has noted that side street traffic has reported difficulty turning left onto TH 10 due to the heavy traffic and difficulty findings adequate gaps to complete the turn. As a result, signal warrant analysis was requested as part of this analysis. In addition, Westwood looked at the operation and performance of the intersection at Jarvis Street & 161st Avenue. That intersection is currently a side -street stop intersection. Table 1 summarizes the intersection levels of service recorded for the existing intersections within the study area. All study intersections perform acceptably (i.e., LOS-A) in the a.m. and p.m. peak hours. These intersection levels of service provide an idea of the operation and performance of the traffic, but they do not necessarily mean that every movement at the intersection operates acceptably. For example, the northbound through approach on Cleveland Street and the southbound approach of Jarvis Street at TH 10 both operation at LOS-E, indicating delays of at least 35 seconds per vehicle in the p.m. peak hour. This is primarily due to the heavy p.m. peak hour volumes on TH 10 and the difficulty side street traffic has in findings adequate gaps in the traffic to cross. Nevertheless, peak hour queue lengths are 66 feet or shorter, which translates to roughly three vehicles or fewer. These existing turning movements provide a baseline condition of study area traffic operation and performance. These will be compared with the intersection operations under the future No -Build and Build conditions. Full listings of levels of service by movement at each intersection, as well as SimTraffic operations and performance output appear in the Appendix. Westwood