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to raise the level of service to D or above for all the movements, the intersection should <br />be signalized and north and south left turn lanes should be added. <br /> <br />The two other intersections along Armstrong peffo{m very poorly under the BuiM and <br />FNI £uikt scenarios. The intersections with Industry and TH 10 require a large volume <br />of traffic to travel through them. and Mll require major reconstruction, Armstrong at <br />Industry will require sigmalization and the addition of through 1,'roes anti turn lanes. <br />Armstrong at TH I 0 wot, ld either require a six-lane divided highway for TH l 0 with a <br />triple left southbound from Armstrong to eastbound TH 10 or the construction cfa full <br />interchange with access ramps to TI-[ 1 <br /> <br />The traffic control and [maes that are required 'tbr the 2007 scenarios are included .as <br />Figure 9. With the mitigated measures as outlined above, flue resulting measures of <br />effectiveness are outlined in Table 7. <br /> <br />Table 7:2007 Mitigated Operational Analysis <br />Intersection & Tr'.fffic Co'nt~'ol Icenario Peak Hour Intersection Maximmn Delay- <br /> Dday%LOS LOS~v/c** <br /> Build ' <br /> <br />Armstrong Blvd & TH I 0/169 <br /> Signalfzed <br /> <br />Armstrong Blvd & lndustD, Ave NW <br /> <br /> Signafized <br /> <br />At-ms,tong Blw:t & Alpine Drive <br /> <br />Full Build <br /> <br />I Buitd <br /> <br />Alvl <br />PM <br /> <br />AM <br />PM <br /> <br />AM <br />PM <br /> <br />2321 -G <br />23.4-C <br /> <br />34.3-C <br />66. I-E <br /> <br />29.6-C <br />20.4-C <br /> <br />46,6-D-0.89 <br />52.0-D-0,84 <br /> <br />54.4-D-0.92 <br />125,0-F-1.13 <br /> <br />62.6-E-0&2 <br />37.0-D-0.g2 <br /> <br />Full Build AM · 58.5-E 78.5-E~1.08 <br /> PM 61.3~E 96.5-F~I.15 <br />Build AM. 5.9-A 9.8-A-0.34 <br /> PM 6.1-A 9.5-A-0.34 <br />Full Build <br /> <br />IAlpine <br /> <br />th,signalized <br /> <br />Drive NW &'TH 10/169 <br /> <br /> Siw alized <br /> <br />Alpine Drive NW & Nutria Street <br /> <br />Build <br /> <br />Unsignal[zed <br /> <br />*Delay in secoJld$ per vehicle <br /> <br />Full Build <br /> <br />AM <br />PM <br /> <br />AM <br />.PM <br /> <br />.AM <br />PM <br /> <br /> Build AM <br /> PM <br /> Full Build AM <br /> PM <br />**MaxJmmn delay, LOS, and <br /> <br />6.0-A <br />8.1-A <br /> <br />7.4-A <br />9.2-A <br /> <br />7.8-A <br />9.5~A <br /> <br />N/A <br /> <br />N/A <br /> <br />11.7-B-0.44 <br />14.3-B-,0.57. <br />1.6.6-B45.61 <br />23.0-C-0.66 <br />25:1-C4).74 <br />41.0-D-0.8 r <br /> 9.6-A-0.05 <br />. i O,.I-B-O,05 <br />9.5;A-0.07 <br />] O. 1 ~B-0.05 <br /> <br />v/c ratio on any approach and/or movement <br /> <br />With the addition of the Supers,ore and Town Center 1, the intersection of/hdustry and <br />Armstrong f'aiIs under signalization in 2007, even withthe mitigation measures as' <br />designated on Figm'e 9. Without ~l~e Supers,ore and only Town Center 1 added to the <br />Pulte Development traffic, the intersection does not fail. <br /> <br />Pu//e Homes Development EA W <br />D'qffk: hnpact Sludy "" <br />CiO; qf Ram,~'~y, Anoka County, Minnesota <br /> <br /> page 18 of 24 <br />Prepared by: <br />Botton & Men/c, lac <br /> <br /> <br />