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Chart 1— Study Corridor Volume to Capacity <br />1 <br />0 <br />cc 0.8 <br />fB <br />0 <br />v 0.6 <br />0 <br />a� <br />0.4 <br />0 <br />0.2 <br />0 <br />Congested: volume/capacity of 1.0 <br />N:111 <br />HWY 10 E of HWY 10 W of Bowers Drive Llama Street Riverdale Dr <br />Bowers Dr Bowers Dr btwn Llama St <br />&HWY10S <br />Ramps <br />Armstrong Blvd Armstrong Blvd <br />SofHWY10N NofHWY10N <br />Ramps Ramps <br />Existing 2022 No -Build 2022 Build 2040 No -Build • 2040 Build <br />b. Intersection Vehicular Analysis <br />Individual intersections can perform poorly during peak periods while the overall <br />roadway corridor is operating with an uncongested daily volume to capacity ratio <br />lower than 1.0. Therefore, capacity analyses are performed for the study <br />intersections to determine if they need improvements such as turn lanes or an <br />upgrade in traffic control. <br />The existing and forecasted turning movement volumes along with the existing <br />intersection configurations and traffic control were used to develop the average <br />delay per intersection in each study scenario. The delay calculations were done in <br />accordance with the Highway Capacity Manual, 6th Edition using the Vistro software <br />package. The full calculations for each study scenario, including Level of Service <br />(LOS) grades and queue lengths, are included in the Appendix. Also included in the <br />Appendix is a guide explaining the Level of Service grade concept. <br />Chart 2 (a.m. peak hour) and Chart 3 (p.m. peak hour) show the average peak hour <br />delay per traffic signal -controlled intersection for each study scenario. The LOS DIE <br />boundary of 55 seconds of delay per vehicle is considered the threshold between <br />acceptable and unacceptable traffic signal operation in Minnesota. <br />The initial signal timing for the existing conditions was provided by Anoka County. <br />Traffic Impact Study 9 <br />Riverstone South Development <br />48Spack <br />