Final TH 13 traffic memo 11-27-20122014 & 2034 No-Build Peak Hour Traffic Operations Analysis and Results A.M. and P.M. peak hour operations analysis was conducted using Synchro/SimTraffic

TECHNICAL MEMORANDUM

TO: Molly McCartney MnDOT Project Manager FROM: Haifeng Xiao, PE Tom Sohrweide, PE, PTOE DATE: November 27, 2012 RE: Trunk Highway 13 Corridor Study Update – Existing and No-Build Conditions

Technical Memo #2B: Traffic Forecasts and Operations Analysis SEH No. 121799 1. Introduction The Trunk Highway 13 (TH 13) study corridor between the County State-Aid Highway 101 (CSAH 101) in the City of Savage and Nicollet Avenue in the City of Burnsville is a four-lane divided roadway with dedicated turn lanes at several at-grade intersections. It generally runs west-east and connects two major freeways respectively US 169 in the west and I-35W in the east in the study area. The TH 13 study corridor is designated as a principal arterial in Metropolitan Council’s functional classification system. The previous TH 13 Corridor Study for the same corridor was completed in 2000. Since then, it has provided great guidance on the projects that were completed in recent years as well as the projects that are currently under construction or to be constructed in the coming years. Because the study was conducted over a decade ago, and economic forecast and growth trends have shifted from what was predicted in the study, a thorough review of the corridor and future needs is now necessary to ensure future investments to gain maximum return in the way of improved safety and mobility for all different travel modes that use the corridor. MnDOT, in cooperation with Scott County, Dakota County, City of Savage and City of Burnsville, has initiated the TH 13 Corridor Study Update (the Study). As one of the tasks for the Study, the existing and future No-Build traffic conditions were reviewed and evaluated. This memorandum summarizes the traffic analysis methodology and results. 2. Traffic Analysis Scope and Methodology It is noted that the TH 13/CSAH 101 Interchange Project was completed in summer 2012 and the TH 13/Quentin Avenue Signal Project was completed in fall 2012. The construction of the TH 13/CSAH 5 Interchange is scheduled to be completed in 2014. Therefore, it was determined that the base analysis year for the Study is 2014 and future analysis year is 2034 and the base No-Build conditions for the years include the completion of all those projects.

2 | P a g e Trunk Highway 13 Corridor Study Update 1 1 / 2 7 / 2 0 1 2 Technical Memo #2B: No Build Traffic Forecasts and Operations Analysis Traffic analysis under 2014 and 2014 No-Build conditions was conducted for all the intersections along TH 13 between CSAH 101 and Nicollet Avenue. Figure 1a illustrates the study corridor and intersections and Figure 1b illustrates the study intersection geometry. These intersections are listed as follows (The intersections with asterisk * are side street stop controls, others are signal controls):

TH 13/CSAH 101 Interchange Ramps Intersection *TH 13/Dakota Avenue *TH 13/Yosemite Avenue *TH 13/Vernon Avenue TH 13/Quentin Avenue TH 13/Lynn Avenue *TH 13/Chowen Avenue TH 13/Washburn Avenue TH 13/CSAH 5 South Ramps Intersection TH 13/CSAH 5 North Ramps Intersection CSAH 5/Williams Drive TH 13/Nicollet Avenue

The 2009 A.M. and P.M. peak hour turning movements were available from MnDOT at all major signal intersections along the corridor. The 2012 peak hour turning movements were collected for the intersections between Quentin Avenue and Washburn Avenue in mid November after the completion of the TH 13/Quentin Avenue Signal Project and TH 13/CSAH 101 Interchange Project. The P.M. peak hour traffic counts show that the turning movement counts in and out of the study area are generally consistent between the two years while the through traffic volumes on TH 13 haven’t recovered to their 2009 levels prior to the construction of the two projects (9% lower for eastbound TH 13 and 19% for westbound TH 13). The Twin Cities Travel Demand Model (TCTD Model) was used to develop traffic forecasts for the study and the model base year is 2009, therefore the 2009 counts were used for the development of turning movement traffic forecasts. The TCTD model was refined to include more detailed roadway network and traffic analysis zones (TAZs) based on the Scott County Model (SC Model) and Dakota County Model (DC Model) to develop a subarea model (Subarea Model). The Subarea Model was used to develop daily traffic forecasts for major roadways in the study area under 2014 and 2034 No-Build conditions. The daily traffic growth factors were applied to 2009 turning movements to develop peak hour turning movement forecasts under 2014 and 2034 No-Build conditions. Synchro/SimTraffic software was used to perform traffic operations analysis. Major measures of effectiveness including delays were collected from the model runs. A Level of Service (LOS, A through F) was identified at approach, movement and intersection levels for all the intersections based on the delays and the thresholds defined in the Highway Capacity Manual (HCM). LOS A indicates the best traffic operation and LOS F indicates the worst. LOS D or better is generally considered acceptable.

3 | P a g e Trunk Highway 13 Corridor Study Update 1 1 / 2 7 / 2 0 1 2 Technical Memo #2B: No Build Traffic Forecasts and Operations Analysis 3. Existing Corridor Daily Traffic Conditions Review Generally speaking, as a four-lane divided arterial with turn lanes, the Average Annual Daily Traffic (AADT) capacity of TH 13 is 40,000 at acceptable LOS D. However, the AADT in 2010 on the TH 13 study corridor major segments varied from 36,000 on east of I-35W, 57,000 on the west of I-35W and 45,000 on the east of CSAH 101. Trucks make up nearly 10 percent of all the vehicles on the study corridor, much higher than the average of 4 percent in the Twin Cities. The corridor experiences serious congestion, safety and local traffic accessibility issues. As a matter of fact, it is one of the four corridors that carry over 40,000 AADT while provide local access with at-grade intersections in the Twin Cities Principal Highway System (shown on Figure 2). Most of the corridors carrying over 40,000 AADT are freeways. Besides TH 13 study corridor, Figure 2 shows the other three corridors serving high level of daily traffic with at-grade intersections are TH 7 west of I-494 (40,000-46,000 in 2010), TH 65 north of US 10 (40,000-58,000 in 2010) and TH 36 east of US 61 (43,000-51,000 in 2010). It is noted that the at-grade intersections on TH 36 corridor east of US 61 will be replaced with an interchange and realigned frontage roads.

4. 2014 and 2034 No-Build Traffic Forecasts

The development of traffic forecasts for this study was based largely on the use of the most recent TCTD Model released by the Metropolitan Council in 2011 and the recently updated SC Model and DC Model. The components of those models utilize the four step modeling process which includes trip generation, trip distribution, mode choice, and trip assignment. The refinement of the TCTD Model within the study area was based on the subdivided Traffic Analysis Zones (TAZs) and land development data from the SC Model and DC Model. After the full TCTD model run, the trip tables for the TAZs in the study area were split and then reassigned onto the refined network. The splits for the subdivided TAZs in the Dakota County Model were directly available from its county model and the splits for subdivided TAZs in the Scott County were calculated based on the socio-economic (SE) data splits in its county model. No changes were made to the TCTD model outside of the study area. This subarea model development methodology ensures that the overall trips for each TAZ in the TCTD model remain unchanged while the distributions are consistent with two county models within the study area. The use of the TCTD Model adheres to 2006 MnDOT Memo “Revised Guidelines for Twin City Travel Demand Forecasts Prepared for the Metropolitan District”. The 2014 and 2034 daily and peak hour traffic forecasts were developed using the following steps:

1. The base 2009 TCTD Model was refined to create a subarea model. The Subarea Model includes more subdivided TAZs and more detailed arterial street network within the study area.

2. The daily outputs from the base 2009 subarea model were calibrated and validated based on a screen line analysis in the study area.

3. The 2030 subarea model was created based on the 2030 TCTD model and it incorporated all the refinements in the validation process of the base 2009 model as well as all the improvement projects after 2009 including TH 13/CSAH 101 and TH 13/CSAH 5

4 | P a g e Trunk Highway 13 Corridor Study Update 1 1 / 2 7 / 2 0 1 2 Technical Memo #2B: No Build Traffic Forecasts and Operations Analysis

interchanges in the study area. The 2030 socio-economic (SE) data for the TAZs in the study area were reviewed and the socio-economic data from the county models remained unchanged.

4. The 2014 and 2034 daily outputs for major roadways in the study area were calculated based on the 2030 model outputs assuming the same average annual growth rates from 2009 existing to 2030.

5. The calculated 2014 and 2034 daily outputs were adjusted to develop daily forecasts based on the differences between 2009 actual counts and 2009 base model outputs.

6. The daily growth factors were applied to existing turning movement counts to develop peak hour turning movement forecasts for years 2014 and 2034.

Figure 3a illustrates the subarea model TAZs and corresponding TAZs in the TCTD, SC and DC models. Figure 3b summarizes the 2009 and 2030 SE data for the TAZs in the study area in the TCTD model. The SE data in the TCTD model were used to estimate the trips at its TAZ level and the trips were reallocated to subdivided TAZs in the subarea model based on the county models. Figure 4 summarizes the results from the original TCTD Model and the Subarea Model for the primary roadways across the east-west and south-north screen lines in the study area. The figure shows the total traffic volumes crossing the screen lines in the model were generally in agreement with the actual counts except for the Minnesota River bridges due to the differences in the original TCTD Model. The calibration of the Minnesota River bridge screen requires more thorough investigation on the original TCTD model, thus was not conducted in this study. Nevertheless, the differences for arterials are less than 10% at screen line level. The calibration results show that the Subarea Model can be a good tool for the development of daily forecasts on the arterial corridors for this study. Figure 5 illustrates the existing and forecasted 2014 and 2034 AADTs. Figure 6 illustrates the existing peak hour turning movements from year 2009. Figure 7 illustrates the 2014 No-Build peak hour turning movements. Figure 8 illustrates the 2034 No-Build peak hour turning movements.

5 | P a g e Trunk Highway 13 Corridor Study Update 1 1 / 2 7 / 2 0 1 2 Technical Memo #2B: No Build Traffic Forecasts and Operations Analysis 5. 2014 & 2034 No-Build Peak Hour Traffic Operations Analysis and Results

A.M. and P.M. peak hour operations analysis was conducted using Synchro/SimTraffic for years 2014 and 2034 under No-Build conditions. Table 1 below summarizes the final analysis results at approach and intersection level. The analysis results at movement level are attached in the appendix in Figures 9a & 10b (2014 No-Build AM & PM) and Figures 10a & 10b (2034 No-Build AM & PM). The results show that all study intersections will operate at unacceptable LOS E or worse either at overall intersection level or some approach level except the TH 13/CSAH 101 ramp intersection and intersections on CSAH 5 during A.M. and P.M. peak hours under 2014 & 2034 No-Build conditions. The recently completed TH 13/CSAH 101 interchange and to-be completed TH 13/CSAH 5 interchange increase the capacity and improve the traffic operations at those locations. It is noted that the intersection at TH 13/Nicollet Avenue will operate at overall unacceptable LOS E or F during peak hours for both years. The figures in the appendix (Figures 9a&9b, 10a&10b) show that there are serious operational problems on side streets and left turns from TH 13 at all those at-grade intersections along the TH 13 study corridor. .

6 | P a g e Trunk Highway 13 Corridor Study Update 1 1 / 2 7 / 2 0 1 2 Technical Memo #2B: No Build Traffic Forecasts and Operations Analysis Table 1 No-Build A.M. (P.M.) Peak Hour Traffic Operations Analysis Results Summary (SimTraffic)

Cc: Mark Benson, SEH

AM PM AM PM AM PM AM PMTH13/CSAH 101 Ramp Intersection (Signal) NB B A B B

WB C B B B C C B BTH 13/Dakota Ave EB A A A A

WB A A A A A A B BNB F F F FSB F F F F

TH 13/Yosemite Ave EB A A A AWB A A A B A A A ANB F F F FSB F F F F

TH 13/Vernon Ave EB A A A AWB A A A A A A A ASB E F F F

TH 13/Quentin Ave (Signal) EB A C B CWB A B B C B A C CNB E F F F

TH 13/Lynn Ave (Signal) EB B B C BWB B C C C C B C ENB F F F FSB D F E E

TH 13/Chowen Ave EB A B B BWB A B B B A A B CNB F F F FSB F F F F

TH 13/Washburn Ave (Signal) EB B C C CWB B E B D B B C CNB E E E FSB E F E E

CSAH 5/North Ramp (Signal) EB B A B BNB A B A B A B A BSB B B B B

CSAH 5/South Ramp (Signal) EB B B C BNB A A A B A A A ASB B B B B

CSAH 5/Williams Dr (Signal) EB C C C DWB C D C C C C C CNB C C D CSB B B B B

TH 13/Nicollet Ave (Signal) EB D C F FWB E E E E F F F FNB E E F FSB E E E E

Reference Appendix for detailed MOEs Figures 9a,9b Figures 10a,10b

Intersection Approach

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165: TH 13/Chowen Avenue170: TH 13/Washburn Avenue181: TH 13/CSAH 5 South Ramps Intersection182: TH 13/CSAH 5 North Ramps Intersection190: CSAH 5/Williams Drive 210: TH 13/Nicollet Avenue

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Arterials Carrying Over 40k AADTin Twin Cities Highway System (2010)

Existing Daily Traffic Over 100 K (2010)

Existing Daily Traffic 70-100 K (2010)

Existing Daily Traffic 40-70 K (2010)

Existing Daily Traffic Less Than 40 K (2010)

Note:Generally speaking, the daily trafficcapacity of four-lane divided arterials with turn lanes is 40,000 at acceptable LOS.These arterial corridors include: 1) TH 13 Study Corridor (AADT: 36-57 k) 2) TH 7 West of I-494 (AADT: 40-46 k) 3) TH 65 North of CR 10 (AADT: 40-58 k) 4) TH 36 West of US 61 (AADT: 43-51k,already planned an interchange)and a few other locations in interchange areas.

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(subarea model TAZ)Dakota County Model TAZ

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TAZs for the Twin Cities Regional ModelCounty Models and Subarea Model

TH 13 Corridor Study Update SEH Inc

Figure 3b 2009 and 2030 SE data for the TAZs in the study area in the Twin Cities Travel Demand Model (TCTD Model)

Pop* HH Ret Non‐R Pop HH Ret Non‐R

190 6,642 2,405 228 896 9,166 3,319 280 1,061 2,524 38% 914 38% 52 23% 165 18%

191 3,466 1,229 41 57 3,520 1,248 53 67 54 2% 19 2% 12 29% 10 18%

199 2,877 1,327 353 637 3,824 1,764 421 762 947 33% 437 33% 68 19% 125 20%

202 4,862 2,427 775 1,661 4,926 2,459 921 2,152 64 1% 32 1% 146 19% 491 30%

203 1,957 759 106 710 1,980 768 126 812 23 1% 9 1% 20 19% 102 14%

204 715 318 435 628 931 414 513 738 216 30% 96 30% 78 18% 110 18%

205 0 0 1,085 1,587 0 0 1,600 3,529 0 0% 0 0% 515 47% 1,942 122%

206 243 134 164 2,170 247 136 203 2,544 4 2% 2 1% 39 24% 374 17%

20,762 8,599 3,187 8,346 24,594 10,108 4,117 11,665 3,832 18% 1,509 18% 930 29% 3,319 40%

1073 0 0 0 205 0 0 7 327 0 0% 0 0% 7 0% 122 60%

1074 4,093 1,379 393 1,744 4,650 1,690 779 1,745 557 14% 311 23% 386 98% 1 0%

1075 2,322 827 470 2,044 5,144 2,028 709 2,105 2,822 122% 1,201 145% 239 51% 61 3%

1076 3,733 1,261 270 190 5,941 2,211 485 195 2,208 59% 950 75% 215 80% 5 3%

Changes

County subtotal

Pop HH Ret Non‐RCounty TAZ

2030 SE

Dakota County

Scott County

2009 SE

1082 4,538 1,553 153 103 6,356 2,357 161 111 1,818 40% 804 52% 8 5% 8 8%

14,686 5,020 1,286 4,286 22,091 8,286 2,141 4,483 7,405 50% 3,266 65% 855 66% 197 5%

35,448 13,619 4,473 12,632 46,685 18,394 6,258 16,148 11,237 32% 4,775 35% 1,785 40% 3,516 28%Pop: Population; HH: Household; Ret: Retail Employment Jobs; Non‐R: Non‐retail Employment Jobs;

Note: The SE data in the TCTD Model were used to estimate the total trips at its TAZ level; The trips for each TAZ were then reallocated to subdivided TAZs based on the data from the Count Models.

Study area

County subtotal


Figure 4 2009 Base Subarea Model Screen Line Checks Summary

Cliff Rd TH 13 Williams Dr Highland Dr Bursville Pkwy McAndrews Rd CSAH 42Count 10,900 35,000 17,400 16,500 52,000 131,800

TCTDModel 10,955 42,795 8,630 10,564 65,884 138,828Difference (%) 1% 22% ‐50% ‐36% 27% 5%Sub‐area Model 12,962 41,121 17,097 15,018 54,675 140,873Difference (%) 19% 17% ‐2% ‐9% 5% 7%

Count 44,000 14,400 3,400 9,000 36,000 106,800TCTDModel 39,525 18,879 11,643 49,650 119,697

Difference (%) ‐10% 31% 29% 38% 12%Sub‐area Model 43,900 10,933 5,154 12,874 33,114 105,975Difference (%) 0% ‐24% 52% 43% ‐8% ‐1%

Count 50,000 6,500 22,300 78,800TCTDModel 45,337 10,368 17,634 73,339

Difference (%) ‐9% 60% ‐21% ‐7%Sub‐area Model 54,580 6,103 20,964 81,647Difference (%) 9% ‐6% ‐6% 4%

Nicollet Ave I‐35W Bursville Pkwy CSAH 5 Lynn Ave Quentin Ave Vernon Ave Dakota Ave TH 13 CR 21 US 169Count 99,000 87,000 186,000

TCTDModel 123,996 102,817 226,813Difference (%) 25% 18% 22%Sub‐area Model 123,508 99,878 223,386Difference (%) 25% 15% 20%

Count 15,500 83,000 19,900 4,600 2,950 22,800 24,400 43,000 216,150TCTDModel 17,151 102,569 25,940 11,419 14,142 24,926 51,679 247,826

Difference (%) 11% 24% 30% 148% ‐38% 2% 20% 15%Sub‐area Model 17500 95696 23317 8395 3161 16352 24877 44177 233,475Difference (%) 13% 15% 17% 83% 7% ‐28% 2% 3% 8%

Count 17,200 76,000 13,100 7,300 4,100 9,400 18,400 145,500TCTDModel 11,897 89,064 8,371 12,339 10,800 16,262 148,733

Difference (%) ‐31% 17% ‐36% 69% 15% ‐12% 2%Sub‐area Model 8,268 87,814 14,339 8,395 4,168 8,910 16,352 148,246Difference (%) ‐52% 16% 9% 15% 2% ‐5% ‐11% 2%

2009 Base Subarea Model East‐West Roads Screen Line Check

Screenline LocationMajor East‐West Cross Roads Screen Line

Total

Mn River Bridge

South of TH 13

South of Williams Dr

East of I‐35W

West of CSAH 5

West of TH 13/CSAH 101

2009 Base Subarea Model North‐South Roads Screen Line Check

Screenline LocationMajor North‐South Cross Roads Screen Line

Total

45,000(47,200)--56,200- 47,000(50,900)--59,400-

2,300(3,000)--6,300-

22,80

0(24

,900)-

-30,60

0-

11,500(12,600)--17,600-

36,000(37,600)--42,700-

9,400

(9,80

0)--11

,400-

13,100(13,400)--14,500-

11,200(13,800)--23,000-

10,900

(11,400

)-

-14,400

-

18,20

0(19

,200)-

-23,10

0-

3,300(4,300)--7,200-

17,400(18,900)--21,400-10,300

(10,900)-

-18,300-

57,000(59,700)--70,600-

50,000(52,400)--62,000-

13,500

(15,00

0)--15

,800-

6,500(7,700)--11,700-

4,300

(4,70

0)--6,

300-

14,400(14,800)--19,300-

30,000

(31,200)-

-35,400-

12,600(14,400)--22,900-

9,900

(11,00

0)--12

,500-

11,500(12,100)--19,500-

15,60

0(17

,000)-

-20,30

0-

5,000(6,100)--10,700-

400

(1,40

0)--3,

300-

5,000

(7,00

0)--13

,800-

5,400

(7,90

0)--11

,700-

Nico

llet A

ve

Judicial Rd

Glendale Rd

Williams Dr

Vern

on Av

e

Auto Club Rd

Lynn

Ave

Aldr

ich Av

e

128th St

136th St W

Quen

tin Av

e

Upton

Ave

138th St

Connelly Pkwy

126th St

Highland Dr

130th St E

134th St E

125th St

Xenwood Ave S

Chow

en Av

e

W Hidden Valley Dr

Inglew

ood A

ve S

SCOTT

DAKOTA

HENNEPIN

Savage

Burnsville

Bloomington


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Legendxx,xxx Existing Daily Traffic Counts TH 13 Study Corridor

Existing and Forecasted 2014 & 2034 No-Build Daily Traffic

(xx,xxx) 2014 NoBuild Daily Traffic Forecasts-xx,xxx- 2034 NoBuild Daily Traffic Forecasts

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¡ ¡ ¡ ´¡

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45,00047,000

22,80

010,900

30,000

11,500

18,20

0

9,400

36,000

13,100

11,200

6,500

50,000 3,300

17,40010,300

57,000

13,500

9,900

4,300

14,400

12,600

5,000

15,60

0

3,400

5,400

19,90

0

11,500

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Savage

Bloomington

Apple Valley


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Intersection Peak Hour Turning Movements (2009 Counts)

à á

àä

áä

TH 13

TH 13

CSAH 101

138(14

2)

144(373)

1298(5

66)

360(1003)

1485(1646)

1512(1932)

TH 10

1

à á

àä

áä

TH 13

Quent

in Ave 10(

8)

20(35) 168(24

)

22(155)1786(1961)

1520(2287)

à áä

àá ä

àá

ä

àá

ä

TH 13Lyn

n Ave

3(2)

2(3)

5(8)

1(12) 9(17)

14(4)

204(78

)

39(177)

39(155) 229(12

7)

1578(2021)

1640(2079)à áä

àá ä

àá

ä

àá

ä

TH 13

Washb

urn Av

e50(

33)28(

31)37(

63)

12(38)

30(67) 64(29)

38(70)

47(84)

35(127

)

46(136)1508(2108)

1891(1899)

à áä

àá ä

àá

ä

àá

ä

Williams Dr

CSAH

5

7(12)

4(13)

33(28) 13(10)

16(20)89(416

)

200(42)

203(27

0)572

(371)

198(54

7)

529(383)

138(292)

à áä

àá ä

àá

ä

àá

ä

TH 13

Nicolle

t Ave 435

(92)

96(161

)

53(318

)60(

271)

21(138

) 162(51)

80(213)

92(265)

499(27

2)

383(138)

1123(1497)

1356(1271)

xx(xxx) Intersection AM(PM) Peak Hour Turning MovementsRoadway Two-way Daily Traffic Volumexx,xxx

´

³

Signal ControlSide Street Stop Control

à áä

àá ä

àá

ä

àá

ä

TH 13

CSAH

5

33(67)

33(21)

53(243

)26(

165) 55(110)

80(188) 292(18

9)262

(116)

560(45

9)

187(560)1283(2017)

1845(1820)

¡¡ ¡ ´ ´

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´

´´´

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47,20050,900

24,90

011,400

31,200

12,600

19,20

0

9,800

37,600

13,400

13,800

7,700

52,400 4,300

18,90010,900

59,700

15,000

4,700

14,800

11,00

014,400

6,100

12,100

17,00

0

3,900

7,000

7,900

Burnsville

Savage

Bloomington

Apple Valley


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Intersection Peak Hour Turning Movements (2014 NoBuild)

à á

àä

áä

TH 13

TH 13

CSAH 101

150(15

5)

160(405)

1390(6

10)

390(1075)

1590(1765)

1620(2070)

TH 10

1

à áä

àá ä

àá

ä

àá

ä

TH 13

Dakot

a Ave

0(0)

0(0)

5(20) 20(5)

10(10)

20(35)

10(10)

35(20)

10(10)

10(10)

1730(2150)

1750(2205)à áä

àáä

àá

ä

àá

ä

TH 13

Yosem

ite Ave 0(0

)

0(0)

5(10)

10(5) 10(30)

10(10)

10(15) 15(10)

30(10)

10(10)

1770(2155)

1755(2245)

àá

áä

àä

TH 13Vernon

Ave5(5

)

5(5) 5(5)

5(5)

1810(2170)

1770(2285)

à á

àä

áä

TH 13

Quent

in Ave 130

(75)

215(90

)

45(230)

60(180)

1685(2100)

1715(2110)

à áä

àá ä

àá

ä

àá

ä

TH 13Lyn

n Ave

5(5)

5(10)

5(15)

10(10) 15(20)

20(10)110

(70)

60(165)

35(140) 230(10

0)

1615(2250)

1875(2050)à áä

àá ä

àá

ä

àá

ä

TH 13

Washb

urn Av

e55(

35)30(

35)40(

70)

15(40)

35(70) 70(30)

40(75)

50(90)

40(130

)

50(140)1550(2275)

2025(1990)áä

àä

àá

TH 13Ramp

CSAH

5

50(30)

35(200

)

90(200) 620(34

5)510

(425)

240(80

0)

à ä

á ä

àá

TH 13Ramp

CSAH

5

50(95)

70(135)

310(20

5)360

(170)

100(48

5)

175(515)

à áä

àá ä

àá

ä

àá

ä

Williams Dr

CSAH

5

5(15)

10(15)

40(30) 15(15)

20(25)

205(45)

205(27

0)555

(345)

100(44

0)190

(530)

560(410)

140(290)

à áä

àá ä

àá

ä

àá

ä

TH 13

Nicolle

t Ave 470

(95)

55(335

)65(

280)

25(145

) 180(55)

90(220)

95(280)

510(28

5)

110(16

5)

385(145)

1150(1540)

1390(1290)à áä

àá äà

áä

àá

ä

TH 13

Chow

en Ave 0(0

)

0(10)

50(10)

60(60)

35(60)

10(15)

10(10)

30(65)

60(30)

10(50)

1605(2365)

2045(2080)


´«³



¡¡ ¡ ´ ´

¡

´

´´´

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56,20059,400

30,60

014,400

35,400

17,600

23,10

0

42,700

14,500

11,40

0

23,000

62,000 7,200

21,400

11,700

18,300

70,600

15,800

6,300

19,300

22,900

12,50

0

19,500

20,30

0

10,700

5,400

13,80

011,70

0

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Savage

Bloomington

Apple Valley


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0 0.5 10.25Miles


Intersection Peak Hour Turning Movements (2034 NoBuild)

à á

àä

áä

TH 13

TH 13

CSAH 101

200(20

0)

205(510)

1670(7

30)

460(1280)

1850(2050)

1885(2410)

TH 10

1

à áä

àá ä

àá

ä

àá

ä

TH 13

Dakot

a Ave

0(0)

0(0)

5(20) 20(5)

10(10)

20(40)

10(10)

40(20)

10(10)

10(10)

2035(2540)

2065(2590)à áä

àáä

àá

ä

àá

ä

TH 13

Yosem

ite Ave 0(0

)

0(0)

5(10)

10(5) 10(30)

10(10)

10(15) 15(10)

30(10)

10(10)

2080(2545)

2070(2635)

àá

áä

àä

TH 13Vernon

Ave5(5

)

5(5) 5(5)

5(5)

2120(2560)

2085(2675)

à á

àä

áä

TH 13

Quent

in Ave 135

(80)

225(95

)

45(245)

65(190)

1990(2485)

2025(2490)

à áä

àá ä

àá

ä

àá

ä

TH 13Lyn

n Ave

5(5)

5(10)

5(20)

10(10) 15(20)

25(10)

75(205)

55(200) 165(10

0)

290(13

0)

1865(2620)

2170(2375)à áä

àá ä

àá

ä

àá

ä

TH 13

Washb

urn Av

e55(

40)30(

35)40(

70)

15(40)

35(75) 70(35)

45(80)

50(90)

40(140

)

50(145)1815(2670)

2375(2335)áä

àä

àá

TH 13Ramp

CSAH

560(

410)

110(60)

835(48

5)435

(450)

295(93

5)

105(185)

à ä

á ä

àá

TH 13Ramp

CSAH

5

95(200

)

300(22

0)645

(325)

180(88

5)

135(270)

175(460)

à áä

àá ä

àá

ä

àá

ä

Williams Dr

CSAH

5

5(15)

10(15)

45(40) 20(15)

25(30)

235(55)

225(29

5)580

(410)

140(56

0)215

(520)

670(510)

140(295)

à áä

àá ä

àá

ä

àá

ä

TH 13

Nicolle

t Ave

60(340

)75(

285)

30(145

) 190(55)

95(225)

535(32

5)520

(105)

120(19

0)

405(145)

100(285)

1440(1750)

1480(1715)à áä

àá äà

áä

àá

ä

TH 13

Chow

en Ave 0(0

)

0(10)

50(10)

60(60)

35(60)

10(15)

10(10)

30(65)

60(35)

10(50)

1870(2775)

2400(2430)


´«³




(2014 No-Build AM Peak Hour)

L T R Total L LOS T LOS R LOSDelay

(S/Veh)LOS

Delay(S/Veh)

LOS

TH13/CSAH 101 Ramp Intersection (Signal) NB 1390 0 0 1,390 12.0 B 0.0 A 0.0 A 12.0 B

WB 160 0 0 160 29.7 C 0.0 A 0.0 A 29.7 C 14.0 B

TH 13/Dakota Ave EB 10 1750 10 1,770 68 F 5 A 4 A 5 A

WB 35 1730 20 1,785 56 F 2 A 2 A 3 A 7 A

NB 10 0 20 30 999 F 0 A 57 F 239 F

SB 5 0 10 15 511 F 0 A 47 E 225 F

TH 13/Yosemite Ave EB 10 1755 10 1,775 27 D 2 A 4 A 3 A

WB 30 1770 15 1,815 41 E 1 A 0 A 2 A 4 A

NB 5 0 10 15 379 F 0 A 27 D 162 F

SB 10 0 10 20 337 F 0 A 52 F 238 F

TH 13/Vernon Ave EB 5 1770 0 1,775 50 E 1 A 0 A 1 A

WB 0 1810 5 1,815 0 A 2 A 2 A 2 A 2 A

SB 5 0 5 10 60 F 0 A 28 D 44 E

TH 13/Quentin Ave (Signal) EB 0 1715 60 1,775 0 A 9 A 4 A 9 A

WB 45 1685 0 1,730 64 E 7 A 0 A 9 A 13 B

NB 130 0 215 345 73 E 0 A 56 E 63 E

TH 13/Lynn Ave (Signal) EB 20 1875 35 1,930 91 F 16 B 4 A 17 B

WB 60 1615 15 1,690 102 F 17 B 7 A 20 B 25 C

NB 110 5 230 345 92 F 93 F 78 E 83 F

SB 10 5 5 20 55 D 66 E 21 C 49 D

TH 13/Chowen Ave EB 60 2045 10 2,115 49 E 8 A 9 A 9 A

WB 30 1605 10 1,645 103 F 4 A 4 A 6 A 12 B

NB 50 0 60 110 999 F 0 A 143 F 524 F

SB 10 0 35 45 789 F 0 A 39 E 146 F

TH 13/Washburn Ave (Signal) EB 40 2025 50 2,115 77 E 15 B 7 A 16 B

WB 50 1550 70 1,670 86 F 10 A 5 A 11 B 17 B

NB 55 30 40 125 84 F 103 F 33 C 73 E

SB 35 15 40 90 79 E 82 F 37 D 62 E

CSAH 5/North Ramp (Signal) EB 70 0 175 245 34 C 0 A 2 A 11 B

NB 310 360 0 670 9 A 1 A 0 A 5 A 8 A

SB 0 100 50 150 0 A 19 B 8 A 15 B

CSAH 5/South Ramp (Signal) EB 50 0 90 140 39 D 0 A 3 A 15 B

NB 0 620 510 1,130 0 A 3 A 5 A 4 A 6 A

SB 35 240 0 275 42 D 6 A 0 A 11 B

CSAH 5/Williams Dr (Signal) EB 560 205 140 905 32 C 18 B 3 A 25 C

WB 5 20 15 40 58 E 40 D 12 B 32 C 25 C

NB 205 555 10 770 41 D 23 C 19 B 27 C

SB 40 190 100 330 46 D 23 C 2 A 18 B

TH 13/Nicollet Ave (Signal) EB 385 1390 95 1,870 103 F 35 C 7 A 47 D

WB 90 1150 180 1,420 122 F 78 E 34 C 75 E 63 E

NB 510 470 110 1,090 79 E 74 E 51 D 74 E

SB 25 65 55 145 96 F 92 F 30 C 67 E

Figure 9a Peak Hour Traffic Operations Analysis Results Summary


Demand Volumes Delay (s/veh)LOS By

ApproachLOS By

Intersection


(2014 No-Build PM Peak Hour)


(S/Veh)LOS

Delay(S/Veh)

LOS

TH13/CSAH 101 Ramp Intersection (Signal) NB 610 0 0 610 8.0 A 0.0 A 0.0 A 8.0 A

WB 405 0 0 405 17.5 B 0.0 A 0.0 A 17.5 B 11.5 B


WB 20 2150 5 2,175 551 F 3 A 3 A 7 A 10 A

NB 10 0 35 45 999 F 0 A 999 F 999 F

SB 20 0 10 30 999 F 0 A 999 F 999 F

TH 13/Yosemite Ave EB 10 2245 5 2,260 27 D 3 A 4 A 4 A

WB 10 2155 10 2,175 211 F 1 A 0 A 2 A 12 B

NB 10 0 30 40 999 F 0 A 986 F 987 F

SB 15 0 10 25 999 F 0 A 687 F 785 F

TH 13/Vernon Ave EB 5 2285 0 2,290 67 F 2 A 0 A 2 A

WB 0 2170 5 2,175 0 A 3 A 2 A 3 A 4 A

SB 5 0 5 10 781 F 0 A 40 E 439 F

TH 13/Quentin Ave (Signal) EB 0 2110 180 2,290 0 A 31 C 16 B 30 C

WB 230 2100 0 2,330 90 F 10 A 0 A 18 B 26 C

NB 75 0 90 165 124 F 0 A 61 E 88 F

TH 13/Lynn Ave (Signal) EB 10 2050 140 2,200 68 E 14 B 13 B 14 B

WB 165 2250 20 2,435 109 F 19 B 15 B 24 C 22 C

NB 70 5 100 175 118 F 80 E 62 E 84 F

SB 10 15 10 35 127 F 74 E 91 F 93 F

TH 13/Chowen Ave EB 30 2080 50 2,160 108 F 9 A 11 B 10 B

WB 65 2365 10 2,440 92 F 8 A 6 A 11 B 15 B

NB 10 0 60 70 189 F 0 A 76 F 88 F

SB 15 10 60 85 367 F 127 F 110 F 171 F

TH 13/Washburn Ave (Signal) EB 75 1990 90 2,155 97 F 28 C 14 B 30 C

WB 140 2275 30 2,445 416 F 44 D 38 D 64 E 50 D

NB 35 35 70 140 123 F 114 F 39 D 79 E

SB 70 40 130 240 105 F 114 F 67 E 85 F

CSAH 5/North Ramp (Signal) EB 135 0 515 650 36 D 0 A 2 A 9 A

NB 205 170 0 375 17 B 2 A 0 A 11 B 11 B

SB 0 485 95 580 0 A 14 B 9 A 13 B

CSAH 5/South Ramp (Signal) EB 30 0 200 230 42 D 0 A 12 B 15 B

NB 0 345 425 770 0 A 6 A 5 A 5 A 11 B

SB 200 800 0 1,000 42 D 7 A 0 A 14 B

CSAH 5/Williams Dr (Signal) EB 410 45 290 745 33 C 22 C 8 A 22 C

WB 15 25 15 55 49 D 37 D 17 B 39 D 22 C

NB 270 345 15 630 42 D 19 B 8 A 29 C

SB 30 530 440 1,000 39 D 23 C 6 A 15 B

TH 13/Nicollet Ave (Signal) EB 145 1290 280 1,715 88 F 34 C 5 A 34 C

WB 220 1540 55 1,815 156 F 54 D 29 C 66 E 56 E

NB 285 95 165 545 74 E 69 E 29 C 59 E

SB 145 280 335 760 80 E 85 F 66 E 75 E

Figure 9b Peak Hour Traffic Operations Analysis Results Summary



ApproachLOS By

Intersection


(2034 No-Build AM Peak Hour)


(S/Veh)LOS

Delay(S/Veh)

LOS

TH13/CSAH 101 Ramp Intersection (Signal) NB 1670 0 0 1,670 11.6 B 0.0 A 0.0 A 11.6 B

WB 205 0 0 205 28.2 C 0.0 A 0.0 A 28.2 C 13.8 B


WB 40 2035 20 2,095 183 F 3 A 3 A 6 A 10 B

NB 10 0 20 30 999 F 0 A 999 F 999 F

SB 5 0 10 15 999 F 0 A 660 F 660 F

TH 13/Yosemite Ave EB 10 2070 10 2,090 56 F 3 A 4 A 3 A

WB 30 2080 15 2,125 81 F 1 A 0 A 3 A 7 A

NB 5 0 10 15 791 F 0 A 125 F 458 F

SB 10 0 10 20 937 F 0 A 416 F 590 F

TH 13/Vernon Ave EB 5 2085 0 2,090 53 F 2 A 0 A 2 A

WB 0 2120 5 2,125 0 A 3 A 4 A 3 A 3 A

SB 5 0 5 10 101 F 0 A 64 F 83 F

TH 13/Quentin Ave (Signal) EB 0 2025 65 2,090 0 A 14 B 5 A 14 B

WB 45 1990 0 2,035 80 F 10 A 0 A 12 B 27 C

NB 135 0 225 360 83 F 0 A 234 F 183 F

TH 13/Lynn Ave (Signal) EB 25 2170 55 2,250 82 F 24 C 10 B 24 C

WB 75 1865 15 1,955 147 F 29 C 13 B 34 C 34 C

NB 165 5 290 460 95 F 155 F 77 E 84 F

SB 10 5 5 20 57 E 102 F 53 D 63 E

TH 13/Chowen Ave EB 60 2400 10 2,470 61 F 13 B 16 C 14 B

WB 30 1870 10 1,910 127 F 5 A 6 A 7 A 13 B

NB 50 0 60 110 999 F 0 A 207 F 405 F

SB 10 0 35 45 922 F 0 A 56 F 110 F


WB 50 1815 70 1,935 142 F 11 B 7 A 14 B 26 C

NB 55 30 40 125 95 F 114 F 48 D 78 E

SB 35 15 40 90 77 E 81 F 63 E 72 E

CSAH 5/North Ramp (Signal) EB 135 0 175 310 34 C 0 A 2 A 16 B

NB 300 645 0 945 10 A 1 A 0 A 4 A 8 A

SB 0 180 95 275 0 A 19 B 10 B 16 B

CSAH 5/South Ramp (Signal) EB 110 0 105 215 43 D 0 A 3 A 23 C

NB 0 835 435 1,270 0 A 3 A 5 A 4 A 7 A

SB 60 295 0 355 43 D 5 A 0 A 12 B

CSAH 5/Williams Dr (Signal) EB 670 235 140 1,045 36 D 18 B 3 A 28 C

WB 5 25 20 50 14 B 28 C 23 C 25 C 30 C

NB 225 580 10 815 64 E 26 C 31 C 37 D

SB 45 215 140 400 40 D 26 C 3 A 20 B

TH 13/Nicollet Ave (Signal) EB 405 1480 100 1,985 263 F 54 D 19 B 93 F

WB 95 1440 190 1,725 472 F 452 F 405 F 447 F 243 F

NB 535 520 120 1,175 245 F 241 F 180 F 237 F

SB 30 75 60 165 92 F 77 E 34 C 63 E



ApproachLOS By

Intersection

Figure 10aPeak Hour Traffic Operations Analysis Results Summary


(2034 No-Build PM Peak Hour)


(S/Veh)LOS

Delay(S/Veh)

LOS

TH13/CSAH 101 Ramp Intersection (Signal) NB 730 0 0 730 13.3 B 0.0 A 0.0 A 13.3 B

WB 510 0 0 510 22.6 C 0.0 A 0.0 A 22.6 C 14.7 B


WB 20 2540 5 2,565 195 F 3 A 1 A 7 A 12 B

NB 10 0 40 50 999 F 0 A 927 F 935 F

SB 20 0 10 30 999 F 0 A 408 F 526 F

TH 13/Yosemite Ave EB 10 2635 5 2,650 56 F 3 A 3 A 3 A

WB 10 2545 10 2,565 69 F 1 A 0 A 2 A 5 A

NB 10 0 30 40 895 F 0 A 66 F 303 F

SB 15 0 10 25 449 F 0 A 383 F 409 F

TH 13/Vernon Ave EB 5 2675 0 2,680 23 C 2 A 0 A 2 A

WB 0 2560 5 2,565 0 A 3 A 3 A 3 A 3 A

SB 5 0 5 10 108 F 0 A 26 D 71 F

TH 13/Quentin Ave (Signal) EB 0 2490 190 2,680 0 A 24 C 9 A 23 C

WB 245 2485 0 2,730 57 E 7 A 0 A 8 A 33 C

NB 80 0 95 175 378 F 0 A 119 F 210 F

TH 13/Lynn Ave (Signal) EB 10 2375 200 2,585 120 F 17 B 11 B 18 B

WB 205 2620 20 2,845 107 F 17 B 7 A 20 B 57 E

NB 100 5 130 235 457 F 513 F 418 F 433 F

SB 10 20 10 40 104 F 78 E 28 C 70 E

TH 13/Chowen Ave EB 35 2430 50 2,515 64 F 12 B 14 B 13 B

WB 65 2775 10 2,850 259 F 5 A 5 A 9 A 16 C

NB 10 0 60 70 999 F 0 A 137 F 413 F

SB 15 10 60 85 999 F 0 A 72 F 230 F


WB 145 2670 35 2,850 152 F 11 B 6 A 15 B 22 C

NB 40 35 70 145 136 F 190 F 59 E 119 F

SB 75 40 140 255 101 F 97 F 47 D 78 E

CSAH 5/North Ramp (Signal) EB 270 0 460 730 36 D 0 A 2 A 17 B

NB 220 325 0 545 33 C 4 A 0 A 14 B 14 B

SB 0 885 200 1,085 0 A 13 B 11 B 12 B

CSAH 5/South Ramp (Signal) EB 60 0 185 245 37 D 0 A 3 A 18 B

NB 0 485 450 935 0 A 4 A 5 A 4 A 7 A

SB 410 935 0 1,345 50 D 6 A 0 A 13 B

CSAH 5/Williams Dr (Signal) EB 510 55 295 860 45 D 24 C 4 A 36 D

WB 15 30 15 60 46 D 37 D 15 B 27 C 29 C

NB 295 410 15 720 40 D 23 C 13 B 28 C

SB 40 520 560 1,120 37 D 21 C 2 A 15 B

TH 13/Nicollet Ave (Signal) EB 145 1715 285 2,145 250 F 57 E 21 C 93 F

WB 225 1750 55 2,030 322 F 277 F 224 F 274 F 163 F

NB 325 105 190 620 151 F 139 F 90 F 139 F

SB 145 285 340 770 83 F 81 F 38 D 67 E



ApproachLOS By

Intersection

Figure 10b Peak Hour Traffic Operations Analysis Results Summary

Documents

Final TH 13 traffic memo 11-27-20122014 & 2034 No-Build Peak Hour Traffic Operations Analysis and Results A.M. and P.M. peak hour operations analysis was conducted using Synchro/SimTraffic