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City of Lino Lakes Legacy at Woods Edge Traffic Operations Analysis February 11, 2004 Page 3 exit ramp showed LOS F at the exit ramp approach. Based on Mn/DOT design manuals the exit ramp must have sufficient deceleration distance for vehicles to exit the freeway safely and come to a complete stop. The queue for this approach extends into the deceleration area exceeding the available storage. The Town Center Parkway approach to Lake Drive also operates at LOS F with two -way stop control at the intersection and existing geometry. 2005 Build This analysis assumes the proposed interim geometric improvements and traffic signals with coordinated timings at each of the three intersections. The Northbound I -35W entrance ramp was realigned to oppose the exit ramp. The LOS for the approaches at each of the intersections is LOS D or better as shown in Table 1. The maximum queues from Table 2 show that some approaches did exceed proposed storage. It is important to note that the table shows the maximum queues experienced over the analysis hour, not the average queues. It is important to note the maximum queues to provide an accurate account of what may occur at some point during the peak hour on the system, however they are not always an indicator of how the system will operate throughout the entire analysis hour. This is why review of the animation should accompany a summary of queues. The average queues reported by the simulation are also helpful in understanding traffic operations. The 2005 Build traffic operations at each of the intersections are summarized below. • Lake Drive and the Southbound I -35W ramps: The northbound left -turn lane had a maximum queue that exceeded the proposed 150 -foot storage lane. Review of the animation showed this will not interfere with system operations during the analysis hour. It should be noted that the average queue reported by the simulation program at this location is 40 feet. • Lake Drive and Northbound I -35W ramps: Analysis showed that the southbound left turn lane had a maximum queue that exceeded the proposed 150 -foot storage lane. Review of the animation showed this will not interfere with system operations during the analysis hour. It should also be noted that the reported average queue at this location is 61 feet. The table also shows that the maximum queue for the northbound through lane exceeds the proposed storage between Town Center Parkway and the northbound ramps. The animation showed that this queue was not a "standing" queue that blocked the intersection of Town Center Parkway. Instead the queues cleared quickly and did not block the intersection. The reported average queue at this location was 267 feet, which is less than the proposed storage. A review of the volume to capacity ratios and critical lane volumes also showed acceptable operation. Lake Drive and Town Center Parkway: The analysis showed that the southbound dual left turn lanes had maximum queues of 203 and 215 feet, respectively. These queues exceed the proposed 180 -foot storage lanes. The reported average queues for these lanes were less than 150 feet, which is less than the proposed storage. Review of the simulation showed that the queue did not interfere with system operations over the analysis hour. Table 2 also shows that the westbound left and right -turn lanes exiting the development have maximum queues that exceed the 275 feet of proposed storage between Lake Drive and Village