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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 H:\SCND\Zavoral Sand and Gravel Mine\3_Preliminary_Design\C_reports\2014-1-14 Existing Conditions Memo.docx DESIGNING FOR A BETTER TOMORROW Bolton & Menk is an equal opportunity employer F. "4tn FS�Ny' • 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 DESIGNING FOR A BETTER TOMORROW Bolton & Menk is an equal opportunity employer. F. "4tn FS�Ny' 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 DESIGNING FOR A BETTER TOMORROW Bolton & Menk is an equal opportunity employer. F, "4tn FS�Ny' 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 DESIGNING FOR A BETTER TOMORROW Bolton & Menk is an equal opportunity employer. 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 � CD _ _ 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 O O �� 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