Agenda - Environmental Policy Board - 08/21/2023

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The proposed site plan is included in Appendix C. The primary site trips were assigned to the study intersections as shown in Exhibit 6. The total site-generated trips are depicted in Exhibit 7. CAPACITY ANALYSIS A capacity analysis was performed to quantify the delay and level of service at the study intersections during the weekday AM and PM peak hours. The capacity analysis was performed using Synch ro/SimTraffic. Existing signal timings used in the analysis were used in the 2020 Center Village Traffic Study. The capacity of an intersection quantifies its ability to accommodate traffic volumes and is measured in average delay per vehicle. It is expressed in terms of level of service (LOS)which ranges from A to F, with LOS A as the highest (best traffic flow and least delay), LOS E as saturated or at-capacity conditions, and LOS F as the lowest (oversaturated conditions). The LOS grades shown below, which are provided in the Transportation Research Board's Highway Capacity Manual (HCM), quantify and categorize the driver's discomfort, frustration, fuel consumption, and travel times experienced as a result of intersection control and the resulting traffic queuing. A detailed description of each LOS rating can be found in Table 2. The range of control delay for each rating (as detailed in the HCM) is also shown in Table 2. Because signalized intersections are expected to carry a larger volume of vehicles and stopping is required during red time, higher delays are tolerated for the corresponding LOS ratings. Table 2-Level of Service Information Level of Average Control Delay Service (seconds/vehicle) Description A 0-10(Unsignalized);0- Minimal control delay;traffic operates at primarily free-flow conditions; 10(Signalized) unimpeded movement within traffic stream. >10-15(Unsignalized); Minor control delay at signalized intersections;traffic operates at a fairly B >10-20(Signalized) unimpeded level with slightly restricted movement within traffic stream. >15-25(Unsignalized); Moderate control delay;movement within traffic stream more restricted than at >20-35(Signalized) LOS B;formation of queues contributes to lower average travel speeds. >25-35(Unsignalized); Considerable control delay that may be substantially increased by small increases D >35-55(Signalized) in flow;average travel speeds continue to decrease. >35-50(Unsignalized); High control delay;average travel speed no more than 33 percent of free flow E >55-80(Signalized) speed. F >50(Unsignalized); Extremely high control delay;extensive queuing and high volumes create >80(Signalized) exceedingly restricted traffic flow. Traffic models for each scenario were developed using Synch ro/SimTraffic, and the delay and queueing were evaluated for each scenario. The scenarios that were analyzed are as follows: • Existing Year(2023) • Opening Year(2027) No-Build • Opening Year(2027) Build • Design Year(2040) No-Build • Design Year(2040) Build Haviland Fields-Ramsey, MN Traffic Impact Analysis I July 2023