8.d) Zavoral Traffic Monitoring-Bolton and Menk= BO LTON 8,L M B N K ,
Consulting Engineers & Surveyors
� 12224 Nicollet Avenue • Burnsville, MN 55337
Phone (952) 890-0509 • Fax (952) 890-8065
www.bolton-menk.com
MEMORANDUM
Date: January 14, 2013
To: Kristina Handt
City of Scandia
From: Chris Chromy, P.E., P.T.O.E.
Jeremy Melquist, EIT
NC®
Subject: Trunk Highway 97 & Trunk Highway 95 (Zavoral Mine) Traffic Monitoring Memo
Scandia, MN
At the request of the City of Scandia, the intersection of Trunk Highway (TH) 97 at Trunk Highway (TH)
95 was evaluated to determine existing traffic operations. Based on the analyses, the addition of trucks
entering/exiting the mine doesn't appear to appreciably lower the level of service at the intersection
during the time of this study.
There have been few crashes at intersections along the TH 97 and CR 91 (Lofton Ave) corridors from
2008 to 2013. One intersection that had an above average crash rate was the TH 97 & CR 91 (Lofton
Ave) intersection. Based on the crash rate, intersection skew and lack of turn lanes, improvements may
be needed and are planned at this intersection to accommodate the truck traffic. The improvements
include constructing turn lanes in the summer of 2014.
Existing Conditions
TH 97 runs east/west and is classified as a rural minor arterial. TH 95 runs north/south and is also
classified as a rural minor arterial. The Zavoral Mine entrance is located on the east leg of the
intersection. The intersection has two-way stop control with vehicles on TH 97 and the mine entrance
required to stop. The north and south legs of the intersection are three lane approaches (left, thru, and
right). The west leg of the intersection is a two lane approach (left-thru and right) and the east leg is a
single lane approach. The speed limit on both roadways is 55 MPH.
Turning Movement Counts
A 14 hour turning movement count was taken on December 3`d, 2013 from 6:00 AM to 8:00 PM to
capture traffic conditions while trucks were hauling material from the Zavoral Mine. Normal mining
hours are from 7:00 AM to 5:30 PM. Due to road conditions, hauling was called off at approximately
2:00 p.m. on December 3`d. Therefore, the data obtained from the turning movement counts was adjusted
accordingly. The next section will explain how the trucks during the PM peak hour were accounted for in
the analysis. The turning movement count data is included in the attachments.
The following is taken from the December 3`d turning movement count:
0 Trucks enter/exit the mine at a steady rate from 7:00 AM to 2:00 PM
95% of the trucks leaving the mine headed west on Highway 97
0 97% of the trucks entering the mine entered from the west on Highway 97
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• The hour with the heaviest amount of truck volume entering/existing the mine was 12:30
PM to 1:30 PM (74 trucks)
• AM Peak Hour (7:00 AM to 8:00 AM): 521 cars/trucks used the intersection (29 trucks
entered/exited the mine)
• Mid -Day Peak Hour (12:30 PM to 1:30 PM): 375 cars/trucks used the intersection (74
trucks entered/exited the mine)
• PM Peak Hour (3:30 PM to 4:30 PM): 602 cars/trucks used the intersection (0 trucks
entered/exited the mine)
• The total number of trucks entering/exiting the mine was 297 (7:00 AM to 2:00 PM)
Traffic Operations Analysis
Traffic operations analysis was then completed for the existing two-way stop control for the A.M., Mid -
Day, and P.M. peak hours. Because there was no truck count for the P.M. peak hour due to a stoppage in
hauling, the truck movements from the Mid-day peak hour were used in the P.M. analysis. Based on
information provided by the Tiller Corporation and on the traffic count, the number of trucks assigned to
the haul does not change throughout the day and the trucks are loaded in a consistent manner throughout
the day. Therefore, the Mid-day peak hour truck movements were used because they were the highest
observed during the traffic count. This approach is the most conservative and allows comfort in the
assumption that the number of trucks during the P.M. peak hour will most likely be the same or lower
than the Mid-day peak hour. The analysis was performed using the methodology of the 2010 Highway
Capacity Manual through Synchro, a traffic analysis software program by Trafficware. The Synchro
output files are included in the attachments.
Results of the analysis are displayed as measures of effectiveness. Measures of effectiveness display
quantitative information about the performance of an intersection or network of intersections. The
primary measures that are used in this study are level of service and delay.
The operational analysis results are described as a Level of Service (LOS) ranging from A to F. These
letters serve to describe a range of operating conditions for different types of facilities. Levels of Service
are calculated based on the 2010 Highway Capacity Manual, which defines the level of service, based on
control delay. Control delay is the delay experienced by vehicles slowing down as they are approaching
the intersection, the wait time at the intersection, and the time for the vehicle to speed up through the
intersection and enter into the traffic stream. The average intersection control delay is a volume weighted
average of delay experienced by all motorists entering the intersection on all intersection approaches for
signalized intersections. Level of Service C is considered acceptable for opening year operations and LOS
D is commonly taken as an acceptable long term future year LOS. The level of service and its associated
intersection delay for a signalized and unsignalized intersection is presented below. The delay threshold
for unsignalized intersections is lower for each LOS compared to signalized intersections, which accounts
for the fact that people expect a higher level of service when at a stop -controlled intersections.
H:\SCND\Zavoral Sand and Gravel Mine\3_Preliminary_Design\C_reports\2014-1-14 Existing Conditions Memo.docx
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Table 1: Level of Service Criteria
Volume to capacity ratio is the proportion of the actual traffic utilizing the facility to the facility's
physical ability to carry a specific maximum volume. This is calculated by dividing the total traffic using
the facility by the capacity of the facility. This can then determine if a facility is sufficient to handle the
traffic that is expected to be traveling on it. A ratio greater than 1.00 predicts that the facility will be
unable to discharge all of the demand arriving on it. Such a situation would result in long queues and
extensive delays, or diversion to alternate routes. While a volume -to -capacity ratio below 1.00 is
acceptable, it is preferable to have volume -to -capacity ratios below 0.85 to account for traffic
fluctuations.
Analysis of the existing conditions (two-way stop control) indicates that the intersection is operating
within acceptable service levels during the peak hours. The analysis also indicates that there is reserve
capacity available at the intersection to handle additional traffic. The peak hour operational analysis of the
existing traffic volumes is summarized below in Table 2.
Table 2: Trac Operations Analysis
Intersection and Traffic Control
Signalize d Inte rs a ction
Uns ignalize d Intersection
LOS
Control Delay per Vehicle (sec.)
Control Delay per Vehicle (sec.)
A
<_ 10
<_ 10
B
>10and<_20
>10and<_ 15
C
>20 and <_ 35
>15 and <_ 25
D
>35 and <_ 55
>25 and <_ 35
E
>55 and <_ 80
>35 and <_ 50
F
>80
>50
Volume to capacity ratio is the proportion of the actual traffic utilizing the facility to the facility's
physical ability to carry a specific maximum volume. This is calculated by dividing the total traffic using
the facility by the capacity of the facility. This can then determine if a facility is sufficient to handle the
traffic that is expected to be traveling on it. A ratio greater than 1.00 predicts that the facility will be
unable to discharge all of the demand arriving on it. Such a situation would result in long queues and
extensive delays, or diversion to alternate routes. While a volume -to -capacity ratio below 1.00 is
acceptable, it is preferable to have volume -to -capacity ratios below 0.85 to account for traffic
fluctuations.
Analysis of the existing conditions (two-way stop control) indicates that the intersection is operating
within acceptable service levels during the peak hours. The analysis also indicates that there is reserve
capacity available at the intersection to handle additional traffic. The peak hour operational analysis of the
existing traffic volumes is summarized below in Table 2.
Table 2: Trac Operations Analysis
Intersection and Traffic Control
Peak Hour
Intersection
Capacity
Utilization
Intersection
*-
Delay LOS
Maximum Delay-
LOS-v/c **
Limiting
Movement
AM
34%
4 A
16 C 0.08
WB
TH 97 at TH 95
Mid -Day
30%
6 A
13 B 0.12
WB
PM****
44%
9 A
18 C 0.54
EB
*Delay in seconds per vehicle * *Maximum delay, LDS, and v/c ratio on any approach and/or movement
***Limiting Movement is the highest delay movement
****Truck Volume adjusted to reflect normal day
Crashes
Crashes were reviewed along TH 97, between CSAH 15 (Manning Trl) and TH 95, and along CR 91
(Lofton Ave), between TH 97 and 228' St, from 2008 to 2013. The crashes from 2008 to 2012 were used
in determining the 5 -year crash rate. The reason for this 5 -year crash rate is to set a base number that
depicts crash occurrences in the study area. Our team will be reviewing crashes in the study area every
six months (for the next 3 th years) and calculate the new crash rate to compare to the base crash rate to
see if crashes are increasing due to the mine opening. 2013 crashes were not included in the 5 -year crash
rate because the database that was used, Minnesota Crash Mapping Analysis Tool, only has crashes up
until November 4, 2013. The crashes in 2013 thru November 0 include 3 at the TH 97 and CSAH 15
(Manning Trl) intersection, 1 on TH 97 between CSAH 15 (Manning Trl) and CR 91 (Lofton Ave), 1 at
the CR 91 (Lofton Ave) and TH 97 intersection, and 1 on TH 97 between Meadowbrook Ave and
H:\SCND\Zavoral Sand and Gravel Mine\3_Preliminary_Design\C_reports\2014-1-14 Existing Conditions Memo.docx
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Newberry Ave. Crashes after November 4'' will be included with our next update. The crash rates and
number of crashes for each segment are included in the attachments. There were two intersections that
had higher than average crash rates. The TH 97 & CR 91 (Lofton Ave) intersection had a crash rate of
0.78 and the TH 97 & CSAH 3 had a crash rate of 0.56. There were 8 crashes in 2008 and a total of 14
from 2008 to 2012 at the TH 97 & CR 91 (Lofton Ave) intersection. Future improvements are planned at
this intersection to accommodate the truck traffic. The improvements include constructing turn lanes in
the summer of 2014.
Conclusions
• The TH 97 & TH 95 intersection is operating within acceptable service levels during the peak
hours.
o The maximum delay to minor -street traffic during the peak hours is 18 seconds (PM peak
hour)
■ The limiting movement was the eastbound direction.
o The highest capacity utilization for the peak hours is 44% (PM peak hour)
■ This intersection has reserve capacity to accommodate more vehicles, meaning
that there is very little congestion at this intersection.
o The addition of trucks entering/exiting the mine doesn't appear to have an unacceptable
effect on the level of service at the intersection during the time of this study.
• Future improvements may be needed and are planned at the TH 97 & CSAH 91 (Lofton Ave)
intersection to accommodate for truck turns.
• Crashes will be reviewed in the study area every six months to determine if safety has been
compromised because of the mine opening.
H:\SCND\Zavoral Sand and Gravel Mine\3_Preliminary_Design\C_reports\2014-1-14 Existing Conditions Memo.docx
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401ja M Traffic Data Inc
TRAIN( DATA IKr, PO Box 16296
St. Louis Park, MN 55416
File Name : TH 95 & TH 97 -Mine Entrance, 12-3-13, 6am-8pm
Site Code : 1
TH 95 & TH 97/Mine Access Start Date : 12/3/2013
Scandia, MN Page No : 1
Groups Printed- Cars + - Trucks
TH 95
Mine Entrance
TH 95
TH 97
From
North
From East
From
South
From West
Start Tltlle
UTrn
Left
Thru
Right
Peds
App. Total
UTrn
Left
Thru I Right Peds
App. Total
UTrn
Left
Thru
Right
Peds
App. Total
UTmT
Left
Thru Right
Peds
App. Total
Int. Total
06:00 AM
0
0
35
45
0
80
0
0
0 0
0
0
0
0
4
0
0
4
0
5
0
2
0
7
91
06:15 AM
0
0
37
52
0
89
0
0
0 0
0
0
0
2
7
0
0
9
1
9
4
4
0
18
116
06:30 AM
0
0
36
48
0
84
0
0
0 0
0
0
0
3
12
0
0
15
0
14
2
3
0
19
118
06:45 AM
0
0
21
36
0
57
0
0
1 0
0
1
0
5
6
0
0
11
0
13
3
4
0
20
89
Total
0
0
129
181
0
310
0
0
1 0
0
1
0
10
29
0
0
39
1
41
9
13
0
64
414
07:00 AM
0
0
43
36
0
79
0
0
0 0
0
0
0
3
8
0
0
11
0
13
9
7
0
29
119
07:15 AM
0
0
45
55
0
100
0
0
4 0
0
4
0
0
10
0
0
10
0
22
0
7
0
29
143
07:30 AM
0
0
29
47
0
76
0
0
7 0
0
7
0
5
9
0
0
14
0
19
0
5
0
24
121
07:45 AM
0
0
38
41
0
79
0
0
3 0
0
3
0
8
19
0
0
27
0
15
7
7
0
29
138
Total
0
0
155
179
0
334
1 0
0
14 0
0
14
0
16
46
0
0
62
0
69
16
26
0
111
521
08:00 AM
0
0
28
27
0
55
0
0
6 0
0
6
0
5
4
0
0
9
0
14
2
4
0
20
90
08:15 AM
0
0
13
30
0
43
0
0
3 0
0
3
0
3
7
0
0
10
0
18
5
3
0
26
82
08:30 AM
0
0
24
33
0
57
0
0
5 0
0
5
0
8
11
0
0
19
0
15
6
11
0
32
113
08:45 AM
. 0
0
18
21
0
39
0
0
6 0
0
6
0
4
8
0
0
12
0
12
4
10
0
26
83
Total
0
0
83
111
0
194
0
0
20 0
0
20
0
20
30
0
0
50
0
59
17
28
0
104
368
09:00 AM
0
0
7
18
0
25
0
0
4 0
0
4
0
8
9
0
0
17
0
18
8
6
032
78
09:15 AM
0
0
14
23
0
37
0
0
7 0
0
7
0
2
9
0
0
11
0
16
4
5
0
25
80
09:30 AM
0
0
13
22
0
35
0
0
2 0
0
2
0
4
8
0
0
12
0
8
4
5
0
17
66
09:45 AM
0
0
15
26
0
41
0
0
7 0
0
7
0
3
10
0
0
13
0
12
6
1
0
19
80
Total
0
0
49
89
0
138
0
0
20 0
0
20
0
17
36
0
0
53
0
54
22
17
0
93
304
10:00 AM
0
0
13
11
0
24
0
0
4 0
0
4
0
3
6
0
0
9
0
19
5
9
0
33
70
10:15 AM
0
0
7
19
0
26
0
0
5 0
0
5
0
4
7
0
0
11
0
13
4
8
0
25
67
10:30 AM
0
0
20
18
0
38
0
0
5 0
0
5
0
8
12
0
0
20
0
13
7
5
0
25
88
10:45 AM
0
0
14
15
0
29
0
0
4 0
0
4
0
5
10
0
0
15
0
18
2
0
0
20
68
Total
0
0
54
63
0
117
0
0
18 0
0
18
0
20
35
0
0
55
0
63
18
22
0
103
293
11:00 AM
0
0
21
20
0
41
0
0
6 0
0
6
0
1
12
0
0
13
0
9
8
5
0
22
82
11:15 AM
0
0
14
16
0
30
0
0
4 0
0
4
0
3
11
0
0
14
0
15
3
7
0
25
73
11:30 AM
0
0
10
17
0
27
0
0
6 0
0
6
0
2
12
0
0
14
0
12
7
2
0
21
68
11:45 AM
0
0
15
14
0
29
0
0
4 0
0
4
0
4
10
0
0
14
0
17
3
4
0
24
71
Total
1 0
0
60
67
0
127
0
0
20 0
0
20
0
10
45
0
0
55
0
53
21
18
0
92
294
12:00 PM
0
0
14
14
0
28
0
0
6 0
0
6
0
6
12
0
0
18
0
16
8
7
0
31
83
12:15 PM
0
0
15
12
0
27
0
0
5 0
0
5
0
3
14
0
0
17
0
16
3
4
0
23
72
12:30 PM
0
0
17
24
0
41
0
0
9 0
0
9
0
4
11
0
0
15
0
14
11
5
0
30
95
12:45 PM
0
2
10
23
0
35
0
0
12 3
0
15
0
7
14
0
0
21
0
20
10
7
0
37
108
Total
0
2
56
73
0
131
0
0
32 3
0
35
0
20
51
0
0
71
0
66
32
23
0
121
358
01:00 PM
0
0
18
16
0
34
0
1
7 3
0
11
0
2
6
0
0
8
0
12
10
4
0
26
79
01:15 PM
0
1
14
22
0
37
0
0
7 0
0
7
0
6
15
0
0
21
0
18
5
5
0
28
93
01:30 PM
0
1
25
16
0
42
0
0
5 2
0
7
0
6
13
0
0
19
0
9
7
3
0
19
87
01:45 PM
0
0
20
19
0
39
0
0
3 0
0
3
0
5
18
0
0
23
0
25
1
7
0
33
98
Total
0
2
77
73
0
152
0
1
22 5
0
28
0
19
52
0
0
71
0
64
23
19
0
106
357
401ja M Traffic Data Inc
TRAIN( DATA IKr, PO Box 16296
St. Louis Park, MN 55416
File Name : TH 95 & TH 97 -Mine Entrance, 12-3-13, 6am-8pm
Site Code : 1
TH 95 & TH 97/Mine Access Start Date : 12/3/2013
Scandia, MN Page No :2
Groups Printed- Cars + - Trucks
TH 95
Mine Entrance
TH 95
TH 97
From
North
From East
From
South
From West
Start Tltlle
UTrn
Left
Thru
Right
Peds
App. Total
UTrn
Left
Thru Right Peds
App. Total
UTrn
Left
Thru
Right
Peds
App. Total
UTmT
Left
Thru Right
Peds
App. Total
Int. Total
02:00 PM
0
0
18
13
0
31
0
0
1 0
0
1
0
6
10
0
0
16
0
21
0 4
0
25
73
02:15 PM
0
0
13
23
0
36
0
0
0 0
0
0
0
5
21
0
0
26
0
16
0 7
0
23
85
02:30 PM
0
0
9
24
0
33
0
0
0 0
0
0
0
3
24
0
0
27
0
30
3 4
0
37
97
02:45 PM
0
1
11
18
0
30
0
1
0 0
0
1
0
4
33
0
0
37
0
39
0 10
0
49
117
Total
0
1
51
78
0
130
0
1
1 0
0
2
0
18
88
0
0
106
0
106
3 25
0
134
372
03:00 PM
0
0
4
19
0
23
0
0
1 0
0
1
0
12
29
0
0
41
0
39
0 7
0
46
111
03:15 PM
0
0
7
23
0
30
0
1
1 0
0
2
0
7
46
0
0
53
0
41
0 11
0
52
137
03:30 PM
0
0
12
16
0
28
0
1
0 0
0
1
0
10
40
1
0
51
0
58
0 8
0
66
146
03:45 PM
0
0
11
32
0
43
0
0
0 0
0
0
0
11
41
0
0
52
0
60
1 11
0
72
167
Total
0
0
34
90
0
124
1 0
2
2 0
0
4
0
40
156
1
0
197
0
198
1 37
0
236
561
04:00 PM
0
0
10
22
0
32
0
0
0 0
0
0
0
4
41
0
0
45
0
59
1 5
0
65
142
04:15 PM
0
0
14
28
0
42
0
0
1 0
0
1
0
6
36
0
0
42
0
52
1 9
0
62
147
04:30 PM
0
0
15
28
0
43
0
0
0 0
0
0
0
6
34
0
0
40
0
53
0 4
0
57
140
04:45 PM
. 0
0
21
29
0
50
0
0
0 0
0
0
0
12
36
0
0
48
0
56
0 5
0
61
159
Total
0
0
60
107
0
167
0
0
1 0
0
1
0
28
147
0
0
175
0
220
2 23
0
245
588
05:00 PM
0
1
14
26
0
41
0
0
5 1
0
6
0
7
40
0
0
47
0
44
0 10
054
148
05:15 PM
0
0
17
24
0
41
0
0
1 0
0
1
0
5
35
0
0
40
1
67
0 5
0
73
155
05:30 PM
0
0
15
20
0
35
0
0
0 0
0
0
0
13
30
0
0
43
0
55
0 5
0
60
138
05:45 PM
0
0
13
24
0
37
0
0
0 0
0
0
0
7
20
0
0
27
0
41
0 5
0
46
110
Total
0
1
59
94
0
154
0
0
6 1
0
7
0
32
125
0
0
157
1
207
0 25
0
233
551
06:00 PM
0
0
16
20
0
36
0
0
0 0
0
0
0
6
31
0
0
37
0
33
0 0
0
33
106
06:15 PM
0
0
18
21
0
39
0
0
0 0
0
0
0
8
22
0
0
30
0
34
0 10
0
44
113
06:30 PM
0
0
5
16
0
21
0
0
0 0
0
0
0
4
17
0
0
21
0
28
0 5
0
33
75
06:45 PM
0
0
8
15
0
23
0
0
0 0
0
0
0
7
10
0
0
17
0
21
0 5
0
26
66
Total
0
0
47
72
0
119
0
0
0 0
0
0
0
25
80
0
0
105
0
116
0 20
0
136
360
07:00 PM
0
0
7
12
0
19
0
0
0 0
0
0
0
2
12
0
0
14
0
23
0 3
0
26
59
07:15 PM
0
0
7
6
0
13
0
0
0 0
0
0
0
4
8
0
0
12
0
19
0 4
0
23
48
07:30 PM
0
0
4
8
0
12
0
0
0 0
0
0
0
3
17
0
0
20
0
20
0 5
0
25
57
07:45 PM
0
0
6
4
0
10
0
0
0 0
0
0
0
5
8
0
0
13
0
14
0 6
0
20
43
Total
1 0
0
24
30
0
54
0
0
0 0
0
0
0
14
45
0
0
59
0
76
0 18
0
94
207
Grand Total
0
6
938
1307
0
2251
0
4
157 9
0
170
0
289
965
1
0
1255
2
1392
164 314
0
1872
5548
Apprch %
0
0.3
41.7
58.1
0
0
2.4
92.4 5.3
0
0
23
76.9
0.1
0
0.1
74.4
8.8 16.8
0
Total %
0
0.1
16.9
23.6
0
40.6
0
0.1
2.8 0.2
0
3.1
0
5.2
17.4
0
0
22.6
0
25.1
3 5.7
0
33.7
Cars+
0
2
916
1222
0
2140
0
4
14 2
0
20
0
278
934
1
0
1213
2
1296
21 302
0
1621
4994
% Cars +
0
33.3
97.7
93.5
0
95.1
0
100
8.9 22.2
0
11.8
0
96.2
96.8
100
0
96.7
100
93.1
12.8 96.2
0
86.6
90
Trucks
0
4
22
85
0
111
0
0
143 7
0
150
0
11
31
0
0
42
0
96
143 12
0
251
554
% Trucks
0
66.7
2.3
6.5
0
4.9
0
0
91.1 77.8
0
88.2
0
3.8
3.2
0
0
3.3
0
6.9
87.2 3.8
0
13.4
10
401ja M Traffic Data Inc
TEAM( DATA IKr, PO Box 16296
St. Louis Park, MN 55416
File Name : TH 95 & TH 97 -Mine Entrance, 12-3-13, 6am-8pm
Site Code : 1
TH 95 & TH 97/Mine Access Start Date : 12/3/2013
Scandia, MN Page No :3
`otia Out THIn 95 Total O
0'p 2232 ;2140 4372 o r134 245
�c O 2366 4617 00 i7
O 0
J� O O
O 1222 916 2 0 0 O Tor
O� 85 22 4 0 0 Odr
13071 9381 61 01 0 00
Right Thru Left UTrn Peds
'� 1 L_'
F
aW Nm <OV N
o v 0
to N
~M Na)"J� North
V W A
� S N N Co m y 12/3/2013 06:00 AM �
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_ _ cO N Co N ;!co L—+ 12/3/2013 07:45 PM 96 :� 8 N � ?
~ AOA 000 p,
v rn m C' N N V
3 CD
X N Cars + c �� M M . Trucks �
0
A(DAN
A—
p
N _
7/
0 `1 4-1 F p
0 Th UTrn Left TRi ht Peds O
O
00r0 0 278 934 1 0 O �otia
O 0 11 31 0 0 O
0 1 01 289 9651 1 L 0 O
/7 O
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11!22 F1213] [ 2435
Tor�00 1256 1255 2511 00J
O
Out In Total
=f
�l y�
TFAFW DATA INf.
TH 95 & TH 97/Mine Access
Scandia, MN
Traffic Data Inc
PO Box 16296
St. Louis Park, MN 55416
File Name
Site Code
Start Date
Page No
TH 95 & TH 97 -Mine Entrance, 12-3-13, 6am-8pm
12/3/2013
4
Peak Hour Analysis From 06:00 AM to 09:45 AM - Peak 1 of 1
Peak Hour for Entire Intersection Begins at 07:00 AM
Int. Total
07:00 AM
TH 95
From North
Mine Entrance
From East
TH 95
From South
TH 97
From West
Start Time
UTrn I Left Thru Right I Peds I App. Total
UTrn Left Thru I Right I Peds App. Total
UTrn F Left Thru Ri ht Peds App. Total
UTrn Left I Thru I Right Peds App. Total
Peak Hour Analysis From 06:00 AM to 09:45 AM - Peak 1 of 1
Peak Hour for Entire Intersection Begins at 07:00 AM
Int. Total
07:00 AM
0
0
43
36
0
79
0
0
0
0
0
0
0
3
8
0
0
11
0
13
9
7
0
29
119
07:15 AM
0
0
45
55
0
100
0
0
4
0
0
4
0
0
10
0
0
10
0
22
0
7
0
29
143
07:30 AM
0
0
29
47
0
76
0
0
7
0
0
7
0
5
9
0
0
14
0
19
0
5
0
24
121
07:45 AM
0
0
38
41
0
79
0
0
3
0
0
3
0
8
19
0
0
27
0
15
7
7
0
29
138
Total Volume
0
0
155
179
0
334
0
0
14
0
0
14
0
16
46
0
0
62
0
69
16
26
0
111
521
% App. Total
0
0
46.4
53.6
0
0
0
100
0
0
0
25.8
74.2
0
0
0
62.2
14.4
23.4
0
PHF
.000
.000
.861
.814
.000
.835
.000
.000
.500
.000
.000
.500
.000
.500
.605
.000
.000
.574
.000
.784
.444
.929
.000
.957
.911
Peak Hour Analysis From 10:00 AM to 01:45 PM - Peak 1 of 1
Peak Hour for Entire Intersection Beqins at 12:30 PM
12:30 PM
0
0
17
24
0
41
0
0
9
0
0
9
0
4
11
0
0
15
0
14
11
5
0
30
95
12:45 PM
0
2
10
23
0
35
0
0
12
3
0
15
0
7
14
0
0
21
0
20
10
7
0
37
108
01:00 PM
0
0
18
16
0
34
0
1
7
3
0
11
0
2
6
0
0
8
0
12
10
4
0
26
79
01:15 PM
0
1
14
22
0
37
0
0
7
0
0
7
0
6
15
0
0
21
0
18
5
5
0
28
93
Total Volume
0
3
59
85
0
147
0
1
35
6
0
42
0
19
46
0
0
65
0
64
36
21
0
121
375
% App. Total
0
2
40.1
57.8
0
0
2.4
83.3
14.3
0
0
29.2
70.8
0
0
0
52.9
29.8
17.4
0
PHF
.000
.375
.819
.885
.000
.896
.000
.250
.729
.500
.000
.700
.000
.679
.767
.000
.000
.774
.000
.800
.818
.750
.000
.818
.868
Peak Hour Analysis From 02:00 PM to 07:45 PM - Peak 1 of 1
Peak Hour for Entire Intersection Beqins at 03:30 PM
03:30 PM
0
0
12
16
0
28
0
1
0
0
0
1
0
10
40
1
0
51
0
58
0
8
0
66
146
03:45 PM
0
0
11
32
0
43
0
0
0
0
0
0
0
11
41
0
0
52
0
60
1
11
0
72
167
04:00 PM
0
0
10
22
0
32
0
0
0
0
0
0
0
4
41
0
0
45
0
59
1
5
0
65
142
04:15 PM
0
0
14
28
0
42
0
0
1
0
0
1
0
6
36
0
0
42
0
52
1
9
0
62
147
Total Volume
0
0
47
98
0
145
0
1
1
0
0
2
0
31
158
1
0
190
0
229
3
33
0
265
602
% App. Total
0
0
32.4
67.6
0
0
50
50
0
0
0
16.3
83.2
0.5
0
0
86.4
1.1
12.5
0
PHF
1 .000
.000
.839
.766
.000
.843
1 .000
.250
.250
.000
.000
.500
.000
.705
.963
.250
.000
.913
.000
.954
.750
.750
.000
920
.901
1: TH 97 & TH 95 ZAVORAL MINE
HCM Unsignalized Intersection Capacity Analysis EXISTING AM (PEAK HOUR
-11 --1. 4--- t t
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
4
r
+
r
+
r
Volume (veh/h)
69
16
26
0
14
0
16
46
0
0
155
179
Sign Control
Stop
Stop
Free
Free
Grade
0%
0%
0%
0%
Peak Hour Factor
0.78
0.44
0.93
0.92
0.50
0.92
0.50
1.00
0.92
0.86
0.86
0.81
Hourly flow rate (vph)
88
36
28
0
28
0
32
46
0
0
180
221
Pedestrians
Lane Width (ft)
Walking Speed (ft/s)
Percent Blockage
Right turn flare (veh)
12
Median type
None
None
Median storage veh)
Upstream signal (ft)
pX, platoon unblocked
vC, conflicting volume
304
290
180
322
511
46
401
46
vC1, stage 1 conf vol
vC2, stage 2 conf vol
vCu, unblocked vol
304
290
180
322
511
46
401
46
tC, single (s)
7.2
7.5
6.2
7.1
7.4
6.2
4.1
4.1
tC, 2 stage (s)
tF (s)
3.6
4.9
3.3
3.5
4.8
3.3
2.2
2.2
p0 queue free %
85
92
97
100
92
100
97
100
cM capacity (veh/h)
589
473
868
562
348
1023
1168
1562
Direction, Lane #
EB 1
WB 1
NB 1
NB 2
NB 3
SB 1
SB 2
SB 3
Volume Total
153
28
32
46
0
0
180
221
Volume Left
88
0
32
0
0
0
0
0
Volume Right
28
0
0
0
0
0
0
221
cSH
679
348
1168
1700
1700
1700
1700
1700
Volume to Capacity
0.23
0.08
0.03
0.03
0.00
0.00
0.11
0.13
Queue Length 95th (ft)
21
7
2
0
0
0
0
0
Control Delay (s)
12.6
16.2
8.2
0.0
0.0
0.0
0.0
0.0
Lane LOS
B
C
A
Approach Delay (s)
12.6
16.2
3.4
0.0
Approach LOS
B
C
Intersection Summary
Average Delay
4.0
Intersection Capacity Utilization
34.0%
ICU Level of Service
A
Analysis Period (min)
15
H:ISCND1Zavoral Sand and Gravel Mine\Traffic Software\Operations\Synchro\AM PEAK HOUR.syn Synchro 7 - Report
BOLTON & MENK 12/27/2013
1: TH 97 & TH 95 ZAVORAL MINE
HCM Unsignalized Intersection Capacity Analysis EXISTING MIDDAY (PEAK HOUR
-11 --1. 4--- t t
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
4
r
+
r
+
r
Volume (veh/h)
64
36
21
1
35
6
19
46
0
3
59
85
Sign Control
Stop
Stop
Free
Free
Grade
0%
0%
0%
0%
Peak Hour Factor
0.80
0.82
0.75
0.25
0.73
0.50
0.68
0.77
1.00
0.38
0.82
0.89
Hourly flow rate (vph)
80
44
28
4
48
12
28
60
0
8
72
96
Pedestrians
Lane Width (ft)
Walking Speed (ft/s)
Percent Blockage
Right turn flare (veh)
12
Median type
None
None
Median storage veh)
Upstream signal (ft)
pX, platoon unblocked
vC, conflicting volume
239
203
72
239
299
60
167
60
vC1, stage 1 conf vol
vC2, stage 2 conf vol
vCu, unblocked vol
239
203
72
239
299
60
167
60
tC, single (s)
7.2
7.4
6.2
7.1
7.4
7.0
4.1
5.1
tC, 2 stage (s)
tF (s)
3.6
4.8
3.3
3.5
4.8
4.0
2.2
3.1
p0 queue free %
87
92
97
99
90
99
98
99
cM capacity (veh/h)
625
545
996
642
473
818
1392
1095
Direction, Lane #
EB 1
WB 1
NB 1
NB 2
NB 3
SB 1
SB 2
SB 3
Volume Total
152
64
28
60
0
8
72
96
Volume Left
80
4
28
0
0
8
0
0
Volume Right
28
12
0
0
0
0
0
96
cSH
732
523
1392
1700
1700
1095
1700
1700
Volume to Capacity
0.21
0.12
0.02
0.04
0.00
0.01
0.04
0.06
Queue Length 95th (ft)
19
10
2
0
0
1
0
0
Control Delay (s)
11.9
12.8
7.6
0.0
0.0
8.3
0.0
0.0
Lane LOS
B
B
A
A
Approach Delay (s)
11.9
12.8
2.4
0.4
Approach LOS
B
B
Intersection Summary
Average Delay
6.1
Intersection Capacity Utilization
30.7%
ICU Level of Service
A
Analysis Period (min)
15
H:\SCND\Zavoral Sand and Gravel Mine\Traffic Software\Operations\Synchro\MIDDAY PEAK HOUR (HIGHEST TRUCI6yfW(FE). Report
BOLTON & MENK, INC. 12/27/2013
1: TH 97 & TH 95 ZAVORAL MINE
HCM Unsignalized Intersection Capacity Analysis EXISTING PM (PEAK HOUR
-11 --1. 4--- t t
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
4
r
+
r
+
r
Volume (veh/h)
224
36
33
1
34
5
31
159
1
3
51
97
Sign Control
Stop
Stop
Free
Free
Grade
0%
0%
0%
0%
Peak Hour Factor
0.95
0.82
0.75
0.25
0.73
0.92
0.70
0.96
0.25
0.86
0.84
0.77
Hourly flow rate (vph)
236
44
44
4
47
5
44
166
4
3
61
126
Pedestrians
Lane Width (ft)
Walking Speed (ft/s)
Percent Blockage
Right turn flare (veh)
12
Median type
None
None
Median storage veh)
Upstream signal (ft)
pX, platoon unblocked
vC, conflicting volume
351
326
61
366
448
166
187
170
vC1, stage 1 conf vol
vC2, stage 2 conf vol
vCu, unblocked vol
351
326
61
366
448
166
187
170
tC, single (s)
7.1
7.4
6.2
7.1
7.5
7.2
4.1
5.1
tC, 2 stage (s)
tF (s)
3.5
4.8
3.3
3.5
4.9
4.2
2.2
3.1
p0 queue free %
55
90
96
99
88
99
97
100
cM capacity (veh/h)
528
454
1010
512
375
677
1382
982
Direction, Lane #
EB 1
WB 1
NB 1
NB 2
NB 3
SB 1
SB 2
SB 3
Volume Total
324
56
44
166
4
3
61
126
Volume Left
236
4
44
0
0
3
0
0
Volume Right
44
5
0
0
4
0
0
126
cSH
597
400
1382
1700
1700
982
1700
1700
Volume to Capacity
0.54
0.14
0.03
0.10
0.00
0.00
0.04
0.07
Queue Length 95th (ft)
81
12
2
0
0
0
0
0
Control Delay (s)
18.4
15.5
7.7
0.0
0.0
8.7
0.0
0.0
Lane LOS
C
C
A
A
Approach Delay (s)
18.4
15.5
1.6
0.2
Approach LOS
C
C
Intersection Summary
Average Delay
9.2
Intersection Capacity Utilization
44.4%
ICU Level of Service
A
Analysis Period (min)
15
H:ISCND1Zavoral Sand and Gravel Mine\Traffic Software\Operations\Synchro\PM PEAK HOUR.syn Synchro 7 - Report
BOLTON & MENK 12/27/2013
(1) Averages were taken from the Minnesota Department of Transportation for roadway segments
Intersection Crash Rate (2008-2012)
Five Year
Crash Log
East
West
North
South
2013
3 0.14 0.42
9600
9200
2100
3350
(2008 - 2012)
(2008 - 2012)
2008 2009
2010
2011
2012
Crashes 5 Year Total
3 0.21 0.26
Intersection
7000
780
780
Segment
Average
Crashes Crashes
Crashes
Crashes
Crashes
(Until Nov. (2008- 2012)
6 0.32 0.26
4600
4600
7600
3900
Crash Rate
Crash Rate (1)
4, 2013)
TH 97 (CSAH 15 to TH 95) 14 12
9
9
10
6 54 0.72
0.62
CR 91 (TH 97 to 228th St N) 8 1
4
1
2
1 16 3.21
0.56
(1) Averages were taken from the Minnesota Department of Transportation for roadway segments
Intersection Crash Rate (2008-2012)
Intersections along
TH 97
5 Year Crash Average
Total Crash Rate Crash
Rate (1)
East
West
North
South
CSAH 15
3 0.14 0.42
9600
9200
2100
3350
CR 91 (Lofton Ave)
14 0.78 0.26
7000
9600
1550
1550
Hwy 52 (Oakhill Rd)
3 0.21 0.26
7000
7000
780
780
CSAH 3
9 0.56 0.42
4600
7000
3100
2850
TH 95
6 0.32 0.26
4600
4600
7600
3900
(1) Averages were taken from the Minnesota Department of Transportation for similar intersections