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Rice Street/CR 13 Park- and -Ride Additional Traffic Analysis May 10, 2011 Page 2 access. The intersection was assumed to have minor roadway stop control, and the park - and -ride and Cub Foods approaches were assumed to have single shared left and right turn lanes. The Rice Street/TH 36 interchange and Rice Street/CR 13 intersections were evaluated as part of the October 2010 analysis, and those results will not be affected by the model changes made for this analysis. Therefore, only the CR B /Park - and -Ride Access was evaluated for this analysis. SilnTraffic 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 ", with no individual movement at LOS "F ", are acceptable during the AM and PM peak hours. The results of the SiinTraffic analysis are shown on Table 1. The October 2010 analysis showed that the proposed park- and -ride intersection operates at LOS A during the AM and PM peak hours, with all movements operating at LOS A in the AM peak hour and LOS 13 or better in the PM peak hour. As Table 1 shows, the proposed park-and-ride/Cub Foods access intersection operates at LOS A during the AM and PM peak hours with the Cub Foods full access traffic included at this intersection. All individual movements operate at LOS B or better during the AM peak hour, and all individual movements operate at LOS D or better during the PM peak hour. As with the October 2010 analysis, the delays and queues repotted for the proposed park - and -ride approach are based off hourly volumes with standard arrival rates. 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 tune. however, stop control should be sufficient for the park - and -ride access. The October 2010 analysis showed a maximum queue length for eastbound CR 13 left turn lane at the Park - and -Ride Access as 127 feet during the AM peak hour_ The additional analysis performed with the Cub Foods full access shows a maximum queue length of 100 feet during the AM peak hour. This decrease in eastbound maximun left turn queue length appears to be due to the decrease in westbound through vehicles which were redistributed to the northbound Cub Foods access left - turning movement. The eastbound CR 13 left turn lane at the Park- and -Ride Access should be at least 100 feet to accommodate left- turning vehicle queues. October 2010 analysis showed a westbound left-turn maximum queue length of 159 feet at the Rice St/CR 13 intersection in the PM peak hour. Therefore, the westbound CR B left turn lane should be at least 160 feet at the Rice Street intersection to accommodate left- turning vehicle queues. The analysis also shows a westbound CR 13 maximum through queue length of 400 feet in the AM peak hour and 293 feet in the PM peak hour at the Rice Street intersection, and it is recommended that the westbound CR 13 left turn lane length remain at 330 feet so that left - turning vehicles don't get caught in the through queue during the peak hours. MPM Attachment — Rice Street/CR 13 Park & Ride Additional'frafiic Study MOE Table c: Greg Finstad - SEH r.Wocwr"n"xd scnings4anxcwdykdarkwpV ark&rMNxdi,i"wl pkr anoly,*iu -orb park- Mmdadocx 70