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2004-TRAFFIC IMPACT REPORT TRAFFIC IMPACT REPORT FOR SPRING VALLEY ESTATES FRIDLEY, MN Prepared by TDI January 2004 dt 1313 5`" Street SE Minneapolis, MN 55414 Data Collection '71:177phone 612.379.3844 Traffic Engineering ', fax 612.379.3845 Transportation Planning www.trafficdatainc.com mspack@trafficdatainc.com January 15, 2004 Mr. John Demello Profit Max 21872 17th Terrace NW New Brighton, MN 55112 Re: Traffic Impact Study for Spring Valley Estates Fridley, MN Dear John, Following is the traffic study we prepared for the Spring Valley Estates project. We are pleased to report that the proposed development will not cause significant traffic impacts. As part of our study, we analyzed the current need for a traffic signal at the intersection of Mississippi Street and Central Avenue. The installation of a signal at this intersection is not warranted now and it will not be warranted after the Spring Valley Estates project is completed. Thank you for the opportunity to prepare this study for you! Sincerely, TRAFFIC DATA INC. 714d1403.5pota-_ Michael P. Spack, P.E. Vice-President Enclosure DBE Certified in Minnesota Table of Contents 1. Project Description 1 2. Existing Conditions 1 3. Traffic Forecasts 3 4. Traffic Operations Analysis 4 5. Traffic Signal Warrant Analysis at Mississippi St/Central Ave 8 6. Conclusions and Recommendations 8 List of Figures Figure 1 - Location Maps 2 Figure 2 - Trip Distributions 5 Figure 3 - A.M. Peak Hour Turning Movement Volumes 6 Figure 4 - P.M. Peak Hour Turning Movement Volumes 7 List of Tables Table 1 - Trip Generation 3 Table 2 - Central Ave/64th Ave Stopped Approaches LOS Results 4 Table 3 - Mississipi St/Central Ave Intersection LOS Results 4 Appendix Proposed Site Plan for Spring Valley Estates Turning Movement Count Data LOS Calculations Traffic Signal Warrant Analysis at Mississippi St/Central Ave Spring Valley Estates i Prepared by TDI Traffic Impact Report January 2004 1.PROJECT DESCRIPTION A 71 unit elderly housing facility and a separate 13,500 square foot retail building is proposed for the southeast corner of Mississippi Street NE (C.S.A.H. 6) and Central Avenue NE (C.S.A.H. 35) in Fridley, MN (see Figure 1). The development is named Spring Valley Estates. There are currently two single-family homes and a small unoccupied industrial building on the site. These buildings will be removed as part of the project. See the Appendix for the proposed site plan. This report addresses the traffic impact of the proposed development on the Mississippi Street/Central Avenue intersection and the Central Avenue/64th Avenue intersection. 2.EXISTING CONDITIONS Traffic operations were analyzed for the a.m. and p.m. peak hours at the intersections of Mississippi Street/Central Avenue and Central Avenue/64th Avenue. Central Avenue is free flow and 64th Avenue is stop controlled at their intersection. The western leg of the intersection is a driveway with one eastbound lane. The north and southbound legs each consist of one shared left/through/right lane with a 35 mph speed limit. The westbound approach consists of one shared left/through/right lane with a 30 mph speed limit. The Mississippi Street/Central Avenue intersection is controlled with an all-way stop. The north and southbound legs each consist of one exclusive right turn lane and one shared through/left lane. The eastbound approach consists of one shared through/right lane and one shared through/left lane. The westbound approach consists of one exclusive right turn lane, one through lane, and one exclusive left turn lane. All approaches have a 35 mph speed limit. TDI staff performed a.m. and p.m. peak hour turning movement counts at the Central Avenue/64th Avenue intersection in January 2004. TDI staff also performed a turning movement count from 6:00 a.m. to 7:00 p.m. at the Mississippi Street/Central Avenue intersection in December 2003. This data was adjusted with a 0.96 seasonal factor to represent average conditions. This factor is based on Mn/DOT data. The factored turning movement data is included in the Appendix. The existing peak hour traffic volumes are shown in Figures 3 and 4. 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Site Location: Spring Valley Estates Fridley, MN r�jI r I �/--"4...,//n 68t �GEi, i�-_9a L 3 s,,WceC a*:Triow atri 1,`�. -3 !.1 i Ji....,,,,,..,_, (-'"s73 P—'7,----' 1 (� Z �. =7. *-_—I SII `Pin 'c `� q I r"II m J �)� m ith Avg �, .41._..,,L:„_.,,- I , z - I1�i = ~i,l i_-f i i i 1L, z„..-i i _ in SI i t--�'Ra .:7y1 � St�fl 1. _.I I tAi cib ' tN—roc -" ,!,,,- 1pp�, 'v X14 ��_. ,� �i '� _ , . i§atait .&- �� i I i�z ! f, , tiza��f tit �' -i�: � „4, ;mrd- N— �, sr r—I � p1 rdPark �-�, r-1 '` i i F —1, T � 71'NE —1.366 " " �— i 1.i „ .. .7.!...,_=Ji _ (l I�—i( i _._,.. 1i rridl�r,t '),I_ 1 '�� L .m3 � Park + -' ,. L :.� i1-' r 7 J t - f, � �L_�r43 k iILE1r& II t ,z `n'm� ISIL i +—; ` . , pb ICidI71�`�; ,� �; _ 1-. riN N —rat , : ti,, j� , r z .--- I i !' E y , �F aedom!!Mrk _+ `t _ ¢ 11, di a r -- •-- it i.,:,; [--.5. y _ 'S 1171—/ I Jr: , 1 a I LT-11 I11 Jul . �r '" - �n � a1i BILI i, j;i c?-. ,✓ ".94 -"^ta' 'L. 1 +f i� jf 4 ci— _7 4 nwaG.maeri iw..� :w.r.w.rwu.. ♦. Site Location: Figure 1 - Spring Valley Estates Location Maps Spring Valley Estates Fridley, MN Prepared by TDI January 2004 ' {� i.. • An intersection capacity analysis was conducted for the intersections of Mississippi Street/Central Avenue and Central Avenue/64th Avenue per the 2000 Highway Capacity Manual. Each stop-controlled approach is assigned a "Level of Service" letter grade based on the intersection geometry, traffic volumes, and traffic control. Level of Service A (LOS A) represents light traffic flow (free flow conditions) while Level of Service F (LOS F) represents heavy traffic flow (over capacity conditions). LOS D is considered acceptable in urban conditions. An all-way stop controlled intersection is also given a Level of Service grade for the whole intersection in the same fashion. The westbound 64th Avenue approach to Central Avenue currently operates at LOS C during both the a.m. and p.m. peak hours. The eastbound 64th Avenue approach to Central Avenue currently operates at LOS A in the a.m. peak hour and LOS C in the p.m. peak hour. The Mississippi Street/Central Avenue intersection currently operates at LOS B in the a.m. peak hour and LOS C in the p.m. peak hour. Anoka County collected daily traffic volumes on Mississippi Street and Central Avenue this summer. The Average Annual Daily Traffic (AADT) volume on Mississippi Street west of Central Avenue is 6,500. The AADT on Central Avenue is 9,000 north of Mississippi Street and 8,260 south of Mississippi Street. For general planning purposes, upgrading a two-lane roadway to a four-lane roadway should be considered when the AADT is approximately 10,000 vehicles. An undivided four-lane roadway should be considered for improvement to a divided four-lane roadway when the AADT approaches 18,000 vehicles. These are general planning rules. T.H. 41 operates successfully south of T.H. 5 in Chaska as a two-lane roadway and it carries over 17,000 vehicles per day. The number of access points and the traffic control at the access points generally dictates a corridor's capacity. 3.TRAFFIC FORECASTS A trip generation analysis was performed based on the methods and rates published in the ITE Trip Generation Manual, 7th Edition (published in December, 2003). The trip generation for the proposed Spring Valley Estates is shown in Table 1. Table 1 -Trip Generation ITE Land Daily AM Peak Hour PM Peak Hour Use Description Trips In Out In Out 252 Senior Adult Housing - 247 3 3 5 3 Attached (71 Units) 814 Specialty Retail Center— 598 n/a n/a 16 21 (13,500 sq. ft.) Note: Daily trips combine the entering and exiting trips over the 24 hour period. Spring Valley Estates 3 Prepared by TDI Traffic Impact Report January 2004 Traffic forecasts were developed for the following 2005 scenarios: • No-Build (with traffic forecasted from the Town Center Elderly Housing project approved across the site on Central Avenue). • Build Spring Valley Estates (with traffic forecasted from the Town Center Elderly Housing project approved across the site on Central Avenue). The existing traffic counts were factored with a 2% yearly growth rate to account for growth in background traffic on the area roadways. The directional trip distributions for the uses in Table 1 are shown in Figure 2. The trip distributions for the site are based on existing travel patterns in the area. The combination of background traffic and trips generated by the proposed development are shown in the traffic forecasts on Figures 3 and 4. 4.TRAFFIC OPERATIONS ANALYSIS The traffic forecasts shown in Figures 3 and 4 were used with the existing stop control and lane configurations as described in Section 2 to calculate LOS grades for Mississippi Street/Central Avenue and Central Avenue/64th Avenue. The results are shown in Tables 2 and 3. Table 2 — Central Ave/64th Ave Westbound & Eastbound Approach LOS Results .AM Peak Hour PM Peak Hour Scenario Westbound Eastbound Westbound Eastbound 2005 No-Build A B C C 2005 Build A C C C Table 3 — Mississippi St/Central Ave Intersection LOS Results Scenario AM Peak Hour PM Peak Hour 2005 No-Build C D 2005 Build C D All of the Level of Service Calculations are in the Appendix. They include LOS calculations for each intersection approach. Spring Valley Estates 4 Prepared by TDI Traffic Impact Report January 2004 Trip Distributions for Elderly Housing I I : I r � — 5%0 64 .v. �ii g ( y i a__ ` NT � ��— —Cf� m� , ssisp 101Ixarris1I m 1 1 W W4-4**Pak � Ioo � ��—= � /73.....- F m o N 1 I II JL U jl1 7' a ,q, L SII I, 1 I I 0, Al Ll] Li '1 �1 {_J L—__I; v c- �a datkilis 11% I rmeam-' i _- Imo" Cni 1—'of 1C'r' —1 i-- 71 •y- ':r s ':4{ fq1 ii T L' : I k O =fi € £. A'S=.::,,,,..-:_ � 1 lzt xriP II IIl '• . rL zr ,, `, 1 13-17 L.,,...,....,,,,...„ L ,, Trip Distributions tributions for Retail -.,Oleadorvlande P • 5 1si „ II ,- wi 5, l J p�Vp I51 :c _ __ I L�� m 'S0" _ "15*� � �� I rial� i i I L m --, isms! pi- 111,____2;.1,--!-*".. in iiii f r� r�c�y� `�' rris ____ ---I1 �i` "' E NE f , =0 ly o ',6:, I IR ln, , 11/4,1,. ,1 i , Li , c--/ .� nno: e'r —i` e- rEeI F N c:„...... --iL H 4., , ,filCir3 .-'-' 1 FIrt 6:2-711 r r. [i-r 14� II T I IA. 1 , �U�� Y FRS (p 4 I _�,{)JJ�_ q{(3{{.� rAvq 4a.ALi ''`+ , e fir f at _ 7 '// / --- -- tn.s,n,l,m. .:c:.. .. -'" —,moi �.� Figure 2 - Trip Distributions Spring Valley Estates Fridley, MN Prepared by TDI .°' January 2004 0 (1 Existing 2005 No-Build CD i L0c') cv `� 36 ov0in CV X35 ) I67 70 ..--- 58 Mississippi St NE ) i ��60 Mississippi St NE 87-1 lI ( 6090— 1i ( N 56 60 o 65 ti el MN— Z @ Z tc m m� m U Q Nt O cJ Q T" MN ~- 3 Ln MLA 1_ 5 I I I 0 J 0 Driv / t j �— 6 64th Ave NE Driveway / �� 5 64th Ave NE g111 ( 0- 1 ( O� SON 0 Th ONLA 2005 Build Ln 0cra X35 ) 170 .r_60 Mississippi St NE 6900 - ) I ( 70 S8RI co Z 6 m 0 < in Ln Co Ln — 5 0 Driv= /J �-5 64th Ave NE Figure 3 - o--- 1 I ( A.M. Peak Hour Turning 0Th 0 N in Movement Volumes Spring Valley Estates Fridley, MN r. Prepared by TDI January 2004 Existing 2005 No-Build co Lo id" In� r°Oic0o — 53 v- ? 8 X 55 I 87 90 / 1 '�35 Mississippi St NE 1 �� 35 Mississippi St NE 50— ' 106 I I I 50— 110 I I I N 80— 2 M rn 90—, 8 14 0 @ ZZ U Q U Q ve 1 LA it; tl) 5 Driveway ) 1 ---5 64th Ave NE Driv= - ) 1 ik 5 64th Ave NE lif 1if 0 0 2005 Build In CD 'n 55 J 1 _.___ 95 �—35 Mississippi St NE 115 50—� ) i1 95—, m 2 o co , -86 m O Q Lr) 14) u) 5 0 co/ - J I - r—5 64th Ave NE Figure 4 o-- ) 1 1 P.M. Peak Hour Turning o--.. o o Movement Volumes in Spring Valley Estates Fridley, MN 1411116 Prepared by TDI ' n January 2004 5.Traffic Signal Warrant Analysis at Mississippi Street/Central Avenue The Minnesota Manual on Uniform Traffic Control Devices (MnMUTCD) governs the use of traffic control devices per Minnesota State Statute. The MnMUTCD has eight criteria (called warrants) to consider when determining if a traffic signal should be installed or not. These warrants are primarily based on the traffic volumes flowing through the intersection. A warrant analysis was conducted for the Mississippi Street/Central Avenue intersection. The analysis used the 13-hour turning movement data along with the lane configurations as described in Section 2. None of the eight warrants are met under existing conditions, nor will they be met if the elderly housing and retail buildings are constructed on the proposed site. A traffic signal should not be installed at the intersection of Mississippi Street and Central Avenue until at least one of the warrants is met. The warrant analysis report is contained in the Appendix. 6.Conclusions and Recommendations A 71 unit elderly housing facility and a separate 13,500 square foot retail building is proposed for the southeast corner of Mississippi Street NE (C.S.A.H. 6) and Central Avenue NE (C.S.A.H. 35) in Fridley, MN. The development is named Spring Valley Estates. There are currently two single-family homes and a small unoccupied industrial building. These buildings will be removed as part of the project. The stop controlled approaches at the Central Avenue/64th Avenue intersection operate at LOS C or better under all scenarios with the existing lane configurations and traffic control. The intersection of Mississippi Street and Central Avenue will operate at LOS D or better under all scenarios with the existing lane configurations and traffic control. A traffic signal is not currently warranted at the intersection and a traffic signal will not be warranted at the intersection after the proposed development is completed. No improvements to the area roadway network are necessary to accommodate the traffic from the proposed Spring Valley Estates project. 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O (o co cu in. 0 a 0 Existing AM Peak Hour 6: 64th Ave NE & Central Ave 1/15/2004 f ---0 -t C '- k- • t P 1 .f BL �EBT.. -`E[ R.` �(ikr8N 3T, 1/UBR L.< ,. 1\11:3T F:NB#t $13tz SSS ...,BFB'. t�lvverrient ;.., .�. � Lane Configurations 4 4 4 4 Sign Control Stop Stop Free Free Grade 0% 0% 0% 0% Volume (veh/h) 0 0 0 6 0 3 0 403 2 2 324 1 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Hourly flow rate (veh/h) 0 0 0 7 0 3 0 438 2 2 352 1 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft) pX, platoon unblocked vC, conflicting volume 799 797 353 796 797 439 353 440 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 799 797 353 796 797 439 353 440 tC, single (s) 7.1 6.5 6.2 7.1 6.5 6.2 4.1 4.1 tC, 2 stage (s) tF (s) 3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2 p0 queue free % 100 100 100 98 100 99 100 100 cM capacity(veh/h) 301 319 691 304 319 618 1205 1120 D%rectlort Lane#. ED 1 1. NB 5B"(`r,- ..";"7 -Z17X471,40.1-Tiff°,020WATZianTA Volume Total 0 10 440 355 Volume Left 0 7 0 2 Volume Right 0 3 2 1 cSH 1700 366 1205 1120 Volume to Capacity 0.00 0.03 0.00 0.00 Queue Length (ft) 0 2 0 0 Control Delay(s) 0.0 15.1 0.0 0.1 Lane LOS A C A Approach Delay(s) 0.0 15.1 0.0 0.1 Approach LOS A C lnfectIQnS -A,,, f E N w xI : iTifi i` Pik l`��p-; Average Delay 0.2 Intersection Capacity Utilization 33.2% ICU Level of Service A Traffic Data Inc. (TDI) Synchro 5 Report 612.379.3844 Page 2 TDICONMIN1-ST51 ExistingAM Peak Hour 3: Mississippi St & Central Ave 1/15/2004 Movowin3 § ; C�� EMO ��, „'k n..� g> ........�... ..... ,..s..... p:. .... ,.Felfgo ,. Lane Configurations 4' vi 1+ 4 r 4 r Sign Control Stop Stop Stop Stop Volume (veh/h) 87 56 60 58 67 36 65 315 20 12 236 50 Peak Hour Factor 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 Hourly flow rate (veh/h) 91 58 62 60 70 38 68 328 21 12 246 52 Volume Total (vph) 120 92 60 107 396 21 258 52 Volume Left(vph) 91 0 60 0 68 0 13 0 Volume Right(vph) 0 63 0 38 0 21 0 52 Hadj (s) 0.2 -0.4 0.2 -0.2 0.1 -0.6 0.0 -0.6 Departure Headway (s) 7.0 6.4 7.1 6.7 6.2 5.5 6.3 5.7 Degree Utilization, x 0.23 0.16 0.12 0.20 0.68 0.03 0.45 0.08 Capacity (veh/h) 476 514 462 491 563 618 545 595 Control Delay(s) 10.9 9.5 9.9 10.2 20.0 7.5 13.2 8.0 Approach Delay(s) 10.3 10.1 19.4 12.3 Approach LOS B B C B O;fp�'+.�&�{M.+`�?4y'd`.r a AKOWIR, °6j;4 PSH.... L, iA't... Mg g VI w 'w 44 Delay 14.3 HCM Level of Service B Intersection Capacity Utilization 60.2% ICU Level of Service B Traffic Data Inc. (TDI) Synchro 5 Report 612.379.3844 Page 1 TDICONMINI-ST51 2005 No-Build AM Peak Hour 6: 64th Ave NE & Central Ave 1I1/15/2004 _....„ ,- z a, r EBC ::EBT,},` E XAMOIS a ', PREINOC ,A ik�.I°:� ;MSBE.MSLITWSBR, Lane Configurations 4. 4, 44 Sign Control Stop Stop Free Free Grade 0% 0% 0% 0% Volume (veh/h) 0 0 0 5 0 5 0 420 5 5 360 5 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Hourly flow rate (veh/h) 0 0 0 5 0 5 0 457 5 5 391 5 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft) pX, platoon unblocked vC, conflicting volume 870 867 394 864 867 459 397 462 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 870 867 394 864 867 459 397 462 tC, single (s) 7.1 6.5 6.2 7.1 6.5 6.2 4.1 4.1 tC, 2 stage (s) tF (s) 3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2 p0 queue free % 100 100 100 98 100 99 100 100 cM capacity(veh/h) 269 289 655 273 289 602 1162 1099 tWO- do 3f. Rl,titgin..ret;45071?. OKMVAX , Val+f,t3.( ,'Fr,-A• E ." . :riax..z`d W"AT.TR.;. Volume Total 0 11 462 402 Volume Left 0 5 0 5 Volume Right 0 5 5 5 cSH 1700 376 1162 1099 Volume to Capacity 0.00 0.03 0.00 0.00 Queue Length (ft) 0 2 0 0 Control Delay(s) 0.0 14.9 0.0 0.2 Lane LOS A B A Approach Delay(s) 0.0 14.9 0.0 0.2 Approach LOS A B t b Z � yzz s„ 111 : fCtf£1"��^Pra1f,$�7m�t1.�',-.wh.. '�`, t<. ,Z' ,.'x��. �._�,.<.�.I�. ,,,, ��:k�' .2.� ,��.,l�<��. `�'., �"7,�`M.,.��. Average Delay 0.3 Intersection Capacity Utilization 34.4% ICU Level of Service A Traffic Data Inc. (TDI) Synchro 5 Report 612.379.3844 Page 1 TDICONMINI-ST51 2005 No-Build AM Peak Hour 3: Mississippi St & Central Ave 1/15/2004 f (- .- k- 4\ IA P \. viv .1 Lane Configurations 4T. 1 T 4 r 4 r Sign Control Stop Stop Stop Stop Volume (veh/h) 90 60 65 60 70 35 75 330 20 10 245 50 Peak Hour Factor 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 Hourly flow rate (veh/h) 94 62 68 62 73 36 78 344 21 10 255 52 Volume Total (vph) 125 99 63 109 422 21 266 52 Volume Left(vph) 94 0 63 0 78 0 10' 0 Volume Right(vph) 0 68 0 36 0 21 0 52 Hadj (s) 0.2 -0.4 0.2 -0.2 0.1 -0.6 0.0 -0.6 Departure Headway(s) 7.1 6.6 7.3 6.9 6.3 5.6 6.4 5.8 Degree Utilization, x 0.25 0.18 0.13 0.21 0.73 0.03 0.47 0.08 Capacity(veh/h) 467 504 452 479 557 609 535 581 Control Delay (s) 11.3 9.8 10.1 10.5 23.5 7.6 13.9 8.2 Approach Delay (s) 10.6 10.4 22.7 13.0 Approach LOS B B C B ric eM* v.. m»: .,ro Delay 15.9 HCM Level of Service C Intersection Capacity Utilization 62.4% ICU Level of Service ` B Traffic Data Inc. (TDI) Synchro 5 Report 612.379.3844 Page 1 TDICONMINI-ST51 2005 Build AM Peak Hour . 6: 64th Ave NE & Central Ave 1/15/2004 M:00.6.043§11018.6g$UMapiTMORIONBONEMZEWM5YOWISKIEMPRIMEMMISO4 Lane Configurations 4. 4 4 4 Sign Control Stop Stop Free Free Grade 0% 0% 0% 0% Volume (veh/h) 0 0 0 5 0 5 0 425 5 5 365 5 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Hourly flow rate (veh/h) 0 0 , 0 5 0 5 0 462 5 5 397 5 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft) pX, platoon unblocked vC, conflicting volume 880 878 399 875 878 465 402 467 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 880 878 399 875 878 465 402 467 tC, single (s) 7.1 6.5 6.2 7.1 6.5 6.2 4.1 4.1 tC, 2 stage (s) tF (s) 3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2 p0 queue free % 100 100 100 98 100 99 100 100 cM capacity (veh/h) 264 285 650 269 285 598 1156 1094 DErectia6, Line#.11111MIFW8MIVtZWI. , rrLd ' _ Mi ,tea:, Volume Total 0 11 467 408 Volume Left 0 5 0 5 Volume Right 0 5 5 5 cSH 1700 371 1156 1094 Volume to Capacity 0.00 0.03 0.00 0.00 Queue Length (ft) 0 2 0 0 Control Delay(s) 0.0 15.0 0.0 0.2 Lane LOS A C A Approach Delay(s) 0.0 15.0 0.0 0.2 Approach LOS A C Average Delay 0.3 Intersection Capacity Utilization 34.6% ICU Level of Service A Traffic Data Inc. (TDI) Synchro 5 Report 612.379.3844 Page 1 TDICONMINI-ST51 2005 Build AM Peak Hour . 3: Mississippi St & Central Ave 1/15/2004 f fir N* Ir. 4--- I} P ` r '/ Lane Configurations 4T '1 to 4 r 4 r Sign Control Stop Stop Stop Stop Volume (veh/h) 90 60 70 60 70 35 80 330 20 10 245 50 Peak Hour Factor 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 Hourly flow rate (veh/h) 94 62 73 62 73 36 83 344 21 10 255 52 Volume Total (vph) 125 104 63 109 427 21 266 52 Volume Left(vph) 94 0 63 0 83 0 10 0 Volume Right(vph) 0 73 0 36 0 21 0 52 Hadj (s) 0.2 -0.4 0.2 -0.2 0.1 -0.6 0.0 -0.6 Departure Headway (s) 7.2 6.6 7.3 6.9 6.3 5.7 6.5 5.9 Degree Utilization, x 0.25 0.19 0.13 0.21 0.75 0.03 0.48 0.08 Capacity (veh/h) 466 503 450 476 556 607 533 578 Control Delay(s) 11.3 9.9 10.2 10.5 24.3 7.6 14.0 8.2 Approach Delay(s) 10.7 10.4 23.6 13.0 Approach LOS B B C B N tt Delay 16.2 HCM Level of Service C Intersection Capacity Utilization 62.9% ICU Level of Service B Traffic Data Inc. (TDI) Synchro 5 Report 612.379.3844 Page 1 TDICONMIN1-ST51 Existing PM Peak Hour 6: 64th Ave NE & Central Ave 1/15/2004 Movemenr! ;47,..:19:47EB12:,'-‘,EBTP';ERRiANst5VBVINTOriel*K-frgaldItinal'igtN-47$0,11F S8F Lane Configurations 4 4. 4 4 Sign Control Stop Stop Free Free Grade 0% 0% 0% 0% Volume (veh/h) 2 0 0 5 0 1 0 442 5 4 462 1 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Hourly flow rate (veh/h) 2 0 0 5 0 1 0 465 5 4 486 1 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft) pX, platoon unblocked vC, conflicting volume 964 966 487 963 964 468 487 471 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 964 966 487 963 964 468 487 471 tC, single (s) 7.1 6.5 6.2 7.1 6.5 6.2 4.1 4.1 tC, 2 stage (s) tF (s) 3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2 p0 queue free % 99 100 100 98 100 100 100 100 cM capacity(veh/h) 234 254 581 234 254 595 1076 1091 Direct©1 ne f,e8 WB N8 ,CWi a :' :411;r i-F °�.. :4.4,7,;;; SINTEM Volume Total 2 6 471 492 Volume Left 2 5 0 4 Volume Right 0 1 5 1 cSH 234 261 1076 1091 Volume to Capacity 0.01 0.02 0.00 0.00 Queue Length (ft) 1 2 0 0 Control Delay (s) 20.6 19.2 0.0 0.1 Lane LOS C C A Approach Delay(s) 20.6 19.2 0.0 0.1 Approach LOS C C ltersecortSti riAIIMb. !xw4` AT . vigifE ?- , £ Average Delay 0.2 Intersection Capacity Utilization 37.6% ICU Level of Service A Traffic Data Inc. (TDI) Synchro 5 Report 612.379.3844 Page 2 TDICONMINI-ST51 Existing PM Peak Hour 3: Mississippi St & Central Ave 1/15/2004 EBT `�rE R� 1 Btt?IW �8ALM .. ' � I T' ` Mouer�en� „ . ., � z. ,.. , ._:EBS.r, �, � � B ' '��._. z 5IMSEM Lane Configurations 41+ 'VI 1+ 4 fl r Sign Control Stop Stop Stop Stop Volume (veh/h) 50 106 80 35 87 53 53 330 98 63 385 148 Peak Hour Factor 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 Hourly flow rate (veh/h) 52 109 82 36 90 55 55 340 101 65 397 153 ;� ,,, � ,�<� � � � fay Dtrectto Lane:# „.E&1 EB:2 V( a:WB•2 B , B. ° I 1 5$ ,,. Volume Total (vph) 106 137 36 144 395 101 462 153 Volume Left(vph) 52 0 36 0 55 0 65 0 Volume Right(vph) 0 82 0 55 0 101 0 153 Hadj (s) 0.1 -0.3 0.2 -0.2 0.1 -0.6 0.1 -0.6 Departure Headway (s) 7.9 7.5 8.2 7.7 7.0 6.4 6.9 6.2 • Degree Utilization, x 0.23 0.28 0.08 0.31 0.77 0.18 0.88 0.26 Capacity (veh/h) 426 452 409 434 502 542 512 560 Control Delay (s) 12.1 12.2 10.7 13.0 28.3 9.6 40.2 10.2 Approach Delay(s) 12.2 12.5 24.5 32.7 Approach LOS B B C D Delay 24.4 HCM Level of Service C Intersection Capacity Utilization 65.3% ICU Level of Service B Traffic Data Inc. (TDI) Synchro 5 Report 612.379.3844 Page 1 TDICONMIN1-ST51 2005 No-Build PM Peak Hour 6: 64th Ave NE & Central Ave 1/15/2004 * N4overriertt ; a :k EBL r EBT, ,E$R ./t/8L IBT_`WBR , 18 l iBr 4 Bf °°Cs . `BT .. s8 Lane Configurations 4+ 4+ 4+ 4 Sign Control Stop Stop Free Free Grade 0% 0% 0% 0% Volume (veh/h) 5 0 0 5 0 5 0 500 5 5 515 5 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Hourly flow rate (veh/h) 5 0 0 5 0 5 0 526 5 5 542 5 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare(veh) Median type None None Median storage veh) Upstream signal (ft) pX, platoon unblocked vC, conflicting volume 1089 1087 545 1084 1087 529 547 532 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 1089 1087 545 1084 1087 529 547 532 tC, single (s) 7.1 6.5 6.2 7.1 6.5 6.2 4.1 4.1 tC, 2 stage (s) tF (s) 3.5 4.0 3.3 3.5 4.0 3.3 ' ' 2.2 2.2 p0 queue free % 97 100 100 97 100 99 100 99 cM capacity(veh/h) 190 215 538 194 215 550 1022 1036 owearoiii‘thie'Clin',0'CINEM,Pfl*IVISOliiViTETZEZ,ANWEIMPT Volume Total 5 11 532 553 Volume Left 5 5 0 5 Volume Right 0 5 5 5 cSH 190 286 1022 1036 Volume to Capacity 0.03 0.04 0.00 0.01 Queue Length (ft) 2 3 0 0 Control Delay(s) 24.5 18.0 0.0 0.1 Lane LOS C C A Approach Delay (s) 24.5 18.0 0.0 0.1 Approach LOS C C 11iersec ko:n 8L? aVrr .. t r . .., 2;'-.T.474, % I Average Delay 0.4 Intersection Capacity Utilization 41.6% ICU Level of Service A Traffic Data Inc. (TDI) Synchro 5 Report 612.379.3844 Page 2 TDICONMIN1-ST51 2005 No-Build PM Peak Hour 3: Mississippi St & Central Ave 1/15/2004 f --► , .- 4\ t r' \* d mehin lent . . „;..; tats„ ,. EBT, Eaki30B1 , X.B " > SAIa ,i,iNB < . rq0 .r, s 3L $` .,3�` � 88.1 Lane Configurations 41. " l 4 r 4 r Sign Control Stop Stop Stop Stop Volume (veh/h) 50 110 90 35 90 55 60 345 100 65 405 155 Peak Hour Factor 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 Hourly flow rate (veh/h) 52 113 93 36 93 57 62 356 103 67 418 160 Directioittane#Yw.4 EB,.<a'x fEB 2 WB 1 ,IIV,a A' B : ai '7 ELIMC, .- JUSW5Gie=C Volume Total (vph) 108 149 36 149 418 103 485 160 Volume Left(vph) 52 0 36 0 62 0 67 0 Volume Right (vph) 0 93 0 57 0 103 0 160 Hadj (s) 0.1 -0.3 0.2 -0.2 0.1 -0.6 0.1 -0.6 Departure Headway (s) 8.1 7.7 8.4 8.0 7.2 6.5 7.0 6.4 Degree Utilization, x 0.24 0.32 0.08 0.33 0.83 0.19 0.94 0.28 Capacity(veh/h) 421 447 403 428 493 530 485 545 Control Delay(s) 12.5 13.0 11.0 13.6 35.4 9.9 52.4 10.7 Approach Delay(s) 12.8 13.1 30.3 42.0 Approach LOS B B D E i p t .�v �Y a �''� � �'��°^xE r �, C �� in 4�i:'�, i � ';�� �$ t� 7 �� �,ll��' '�` h�. Inter a trop S,6',«',mta ,� ,r. i ,. .r fJMTi.. . , fi` l z� Delay 30.2 HCM Level of Service D Intersection Capacity Utilization 68.5% ICU Level of Service B Traffic Data Inc. (TDI) Synchro 5 Report 612.379.3844 Page 1 TDICONMIN1-ST51 2005 Build PM Peak Hour , 6: 64th Ave NE & Central Ave 1I1/15/2004 Moyem`ent :„. .EBL EBT.nE0:1 I . :W$ ,..fi E 34R tla8 ` Ist " `t.. B .SBT`' 513th Lane Configurations 4. 4 4. 4 Sign Control Stop Stop Free Free Grade 0% 0% 0% 0% Volume (veh/h) 5 0 0 5 0 5 0 505 5 5 520 5 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Hourly flow rate (veh/h) 5 0 0 5 0 5 0 532 5 5 547 5 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft) pX, platoon unblocked vC, conflicting volume 1100 1097 550 1095 1097 534 553 537 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 1100 1097 550 1095 1097 534 553 537 tC, single (s) 7.1 6.5 6.2 7.1 6.5 6.2 4.1 4.1 tC, 2 stage (s) tF (s) 3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2 p0 queue free % 97 100 100 97 100 99 100 99 cM capacity (veh/h) 187 212 535 190 212 546 1017 1031 .< � �..,,., '� � � � �� q;sin, °�"�:; ���`� ,p% � �.ha "�3'. E� �w''"'�„in DireetEon. Lane:# . kB''1 UVB 1MWj ,.S„ itfZ�,.� �•... 1` .. 16 r n,. . Volume Total 5 11 537 558 Volume Left 5 5 0 5 Volume Right 0 5 5 5 cSH 187 282 1017 1031 Volume to Capacity 0.03 0.04 0.00 0.01 Queue Length (ft) 2 3 0 0 Control Delay(s) 24.8 18.2 0.0 0.1 Lane LOS C C A Approach Delay(s) 24.8 18.2 0.0 0.1 Approach LOS C C to ersec0n Sum„W.%; , r' art r ' . . ,dR" ? a e k a4 ,r . 7r. `j*� ' Zvi '„2�• g,� .,m. `amu'.._.. a. ' .;.x�c�, 7�a�;� Average Delay 0.4 Intersection Capacity Utilization 41.9% ICU Level of Service A Traffic Data Inc. (TDI) Synchro 5 Report 612.379.3844 Page 2 TDICONMIN1-ST51 2005 Build PM Peak Hour , 3: Mississippi St & Central Ave 1I1/15/2004 Mover antelKi E$L.... ,..EBT .: B>,R .. l Be ,.: B ., R t FOO 'i $R $f.. SATA . B Lane Configurations 4l4 1 I., 4 r r Sign Control Stop Stop Stop Stop Volume (veh/h) 50 115 95 35 95 55 65 350 100 65 410 155 Peak Hour Factor 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 Hourly flow rate (veh/h) 52 119 98 36 98 57 67 361 103 67 423 160 Direction:, Lane O... "„E8 AEB 2 :1'(�4c WF 2 t, ' .N 2 ' B �.3. . T MEIN . N Volume Total (vph) 111 157 36 155 428 103 490 160 Volume Left(vph) 52 0 36 0 67 0 67 0 Volume Right (vph) 0 98 0 57 0 103 0 160 Hadj (s) 0.1 -0.3 0.2 -0.2 0.1 -0.6 0.1 -0.6 Departure Headway (s) 8.2 7.7 8.5 8.1 7.3 6.6 7.1 6.5 Degree Utilization, x 0.25 0.34 0.09 0.35 0.86 0.19 0.97 0.29 Capacity(veh/h) 419 444 401 424 488 524 498 539 Control Delay(s) 12.8 13.4 11.1 14.1 39.9 10.0 58.0 10.9 Approach Delay (s) 13.2 13.5 34.1 46.4 Approach LOS B B D E Delay 33.2 HCM Level of Service D Intersection Capacity Utilization 69.9% ICU Level of Service B Traffic Data Inc. (TDI) Synchro 5 Report 612.379.3844 Page 1 TDICONMIN1-ST51 Traffic Data Inc. (TDI) Michael P. Spack, P.E. 612-379-3844 Study Name : 12734warrant Study Date : 01/15/04 Signal Warrants - Summary Page No. : 1 Major Street Approaches Minor Street Approaches Northbound: Eastbound: Number of Lanes: 2 Number of Lanes: 2 Approach Speed: 0 Total Approach Volume: 3,883 Total Approach Volume: 2,150 Southbound: Central Ave Westbound: Mississippi St Number of Lanes: 2 Number of Lanes: 2 Approach Speed: 35 Total Approach Volume: 3,908 Total Approach Volume: 1,745 Warrant Summary (Urban values apply.) Warrant 1 - Eight Hour Vehicular Volumes Not Satisfied Warrant 1A-Minimum Vehicular Volume Not Satisfied Required volumes reached for 4 hours,8 are needed Warrant 1B-Interruption of Continuous Traffic Not Satisfied Required volumes reached for 2 hours,8 are needed Warrant 1 A&B-Combination of Warrants Not Satisfied Required volumes reached for 3 hours,8 are needed Warrant 2 - Four Hour Volumes Not Satisfied Number of hours (1) volumes exceed minimum < minimum required (4). Warrant 3 - Peak Hour Not Satisfied Warrant 3A-Peak Hour Volumes Not Satisfied Volumes do not exceed minimums for any hour. Warrant 3B-Peak Hour Delay Not Satisfied Total approach volumes and delays on minor street do not exceed minimums for any hour. Warrant 4 - Pedestrian Volumes Not Satisfied Required 4 Hr pedestrian volume reached for 0 hour(s) and the single hour volume for 0 hour(s) Warrant 5 -School Crossing Not Satisfied Number of gaps> .0 seconds (0) exceeds the number of minutes in the crossing period (0). Warrant 6 - Coordinated Signal System Not Satisfied No adjacent coordinated signals are present Warrant 7 - Crash Experience Not Satisfied Number of accidents (-1) is less than minimum (5). Volume minimums are not met. Warrant 8 - Roadway Network Not Satisfied Major Route conditions not met. One or more volume requirement met. Traffic Data Inc. (TDI) • Michael P. Spack, P.E. 612-379-3844 Study Name : 12734warrant Study Date : 01/15/04 Signal Warrants - Summary Page No. : 2 700 Warrant Curves 600 Peak Hour Warrant i Four Hour Warrant co [Urban, 2+major lanes and 2+minor lanes curves used] ° 500 i — a a 3 400 0 300 ----------. —.__--- 2 18 8 dii 200 ; 7 1 e "' 9Tt] 12 t8 11 i� "``�• ° 100 ' I 200 400 600 800 1000 1200 1400 1600 1800 Major Street-Total of Both Directions (VPH) Analysis of 8-Hour Volume Warrants: Hour Major Higher Minor War-1A War-1B War-1A&B Begin Total Vol Dir Major Crit Minor Crit Meets? Major Crit Minor Crit Meets? Major Crit Minor Crit Meets? 00:00 0 0 EB 600-No 200-No — 900-No 100-Nb — 720-No 160-No — 01:00 0 0 EB 600-No 200-Nb — 900-Nb 100-Nb — 720-Nb 160-Nb — 02 00 0 0 EB 600-No 200-No — 900-No 100-No — 720-No 160-No — 03:00 0 0 EB 600-No 200-Nb — 900-No 100-Nb — 720-Nb 160-Nb — 04:00 0 0 EB 600-Nb 200-No — 900-No 100-Nb — 720-Nb 160-No — 05:00 0 0 EB 600-No 200-No — 900-No 100-No — 720-No 160-No — 06:00 320 103 V16 600-Nb 200-Nb — 900-Nb 100-Yes Mnor 720-Nb 160-Nb — 07:00 674 204 EB 600-Yes 200-Yes Both 900-Nb 100-Yes Ni nor 720-Nb 160-Yes M nor 08:00 590 206 EB 600-Nb 200-Yes Mnor 900-Nb 100-Yes Mnor 720-Nb 160-Yes Mnor 09:00 378 150 EB 600-No 200-Nb — 900-No 100-Yes Mnor 720-No 160-No — 10:00 396 127 EB 600-Nb 200-Nb — 900-No 100-Yes M nor 720-No 160-Nb — 11:00 592 173 EB 600-No 200-No — 900-No 100-Yes M nor 720-Nb 160-Yes M nor 12:00 570 140 EB 600-Nb 200-Nb — 900-Nb 100-Yes Mnor 720-Nb 160-Nb — 13:00 379 89 EB 600-No 200-No — 900-No 100-No — 720-Nb 160-No — 14:00 662 153 V1E3 600-Yes 200-Nb Major 900-Nb 100-Yes Mnor 720-No 160-No — 15:00 764 208 EB 600-Yes 200-Yes Both 900-No 100-Yes Mnor 720-Yes 160-Yes Both 16:00 935 248 EB 600-Yes 200-Yes Both 900-Yes 100-Yes Both 720-Yes 160-Yes Both 17:00 920 221 EB 600-Yes 200-Yes Both 900-Yes 100-Yes Both 720-Yes 160-Yes Both 18:00 611 146 V1B 600-Yes 200-No Major 900-No 100-Yes Mnor 720-No 160-Nb — 19:00 0 0 EB 600-No 200-Nb — 900-Nb 100-No — 720-No 160-Nb — 20:00 0 0 EB 600-No 200-Nb — 900-No 100-No — 720-Nb 160-No — 21:00 0 0 EB 600-Nb 200-Nb — 900-No 100-No — 720-No 160-No — 22:00 0 0 EB 600-No 200-No — 900-No 100-No — 720-No 160-Nb — 23:00 0 0 EB 600-No 200-No — 900-No 100-No — 720-No 160-Nb —