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Rice Street /CR 13 Park - and -Ride 'Traffic Analysis November 1, 2010 Page 2 intersections evaluated for this analysis included the Rice Street/TH 36 interchange, Rice Street /CR 13, and CR B /Park- and -Ride Access. SimTraffic capacity analysis is a measure of traffic flow. It uses traffic volumes and operating conditions to determine a Level of Service (LOS). The levels of service rage from "A" to "F ", with "A" being free flow, minimal delay conditions, and `F" being forced /stopped flow conditions with significant delay. Typically in the metropolitan area, intersection levels of service "D" and "E" are acceptable during the AM and PM peak hours. The results of the SimTraffic analysis are shown on Table 1. As Table 1 shows, the AM and PM peak hour models perform similarly in the forecast year 2033 with or without the park - and -ride. The park- and -ride models show overall intersection delays of 1 -2 seconds /vehicle greater than the without park - and -ride model. The southbound Rice Street left -turn movement at CR 13 goes from LOS D to LOS E during the PM peak hour with the park -and -ride in- place, but the delay difference is less than 4 seconds/vehicle. The impact of the additional park- and -ride traffic is shown for the 513 Rice Street left- turning movement at CR 13 during the AM peak hour and the westbound CR B right- turning movement at Rice Street during the PM peak hour, where the maximum traffic queue lengths will extend near or slightly past the available storage space. Although the westbound CR B maximum right- turning traffic queue fills the right turn lane, the available storage should be sufficient to accommodate the right turning traffic queues. The proposed park -and -ride access operates at LOS A during the AM peak hour and LOS B during the PM peak hour. The LOS reported for this approach are based off hourly volumes with standard arrival rates for a typical intersection. In reality, there will be periods of longer delays and queuing during the PM peak hour when the busses drop off riders in the lot and those riders leave approximately around the same time. However, minor roadway stop control should be sufficient for the park - and -ride access. The analysis assumed that the park -and -ride exit will be one lane, but two lanes should be considered for optimal traffic operations. The maximum queue length for eastbound CR B left turn lane at the Park - and -Ride Access is 127 feet during the AM peak hour. The eastbound CR 13 left turn lane at the Park - and -Ride Access should be at least 130 feet to accommodate left - turning vehicle queues. MPM Attachment — Rice Street /CR Park & Ride Traffic Study MOE Table c: Greg Finstad - SEH tkspuytxk &nd,Wce -ub pek.aidnide.docv 67