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Cedar Avenue S/Cedar Connecting Ramp ƒ Northbound: left-turn lane and two thru lanes ƒ Southbound: thru lane and a thru-right lane ƒ Eastbound: dual right-turn lane (restrict right turn on red), left-turn lane (the middle lane could be a shared movement lane) ƒ Phasing: northbound left-turn movement will have a protected/permissive phase, preferably lagging, with an eastbound right-turn overlap ƒ Signal Operation: Pre-timed and coordinated All three critical Cedar Avenue S/3rd Street S intersections operate at ƒ Northbound: thru lane, thru-right lane acceptable levels of service. ƒ Southbound: left-thru lane and a thru lane ƒ Westbound: left-turn lane and a right-turn lane ƒ Phasing: southbound left-turn movement will have a protected/permissive phase ƒ Signal Operation: Pre-timed and coordinated

The traffic operations analysis completed using the 2030 traffic volumes and the proposed lane configurations described above demonstrate that the resulting volume to capacity (v/c) ratio and corresponding Level of Service (LOS) (Table 2) would be at acceptable levels. The results of a queue length analysis are shown in Table 3.

All three critical intersections operate at acceptable levels of service.

Table 2 – West Bank Station Area Year 2030 P.M. Peak V/C Ratio and LOS

Delay Capacity Intersection LOS (s/veh) (v/c) Washington Avenue/Northbound I-35 Off-Ramp/ 35 – 40 D 0.74 Cedar Connecting Ramp Cedar Avenue S/Cedar Connecting Ramp 25 – 30 C 0.70 Cedar Avenue S/3rd Street S 20 – 25 C 0.62

Table 3 – West Bank Station Area Year 2030 P.M. Peak Queue Lengths

Average 95th% Intersection Movement Storage Queue Queue Washington Avenue/NB I-35 Off-Ramp/ Southbound Left 600 ft. 175 ft. 400 ft. Cedar Connecting Ramp Cedar Avenue S/Cedar Connecting Ramp Southbound Thru 300 ft. 200 ft. 325 ft. Cedar Avenue S/Cedar Connecting Ramp Northbound Left 120 ft. 125 ft. 275 ft. Cedar Avenue S/3rd Street S Southbound Thru 300 ft. 200 ft. 325 ft.

DRAFT 05/19/08 Central Corridor LRT Northern Alignment Alternative Feasibility Study 47

The queuing analysis (Table 3) shows that the southbound movements at the Cedar Avenue S/Cedar Avenue S Ramp and Cedar Avenue S/3rd Street S intersection will periodically spill into the adjacent intersections during the pm peak hour under year 2030 volumes. These queues will not significantly increase the delay of the adjacent intersection.

4.3.2 Stadium Village Station A traffic analysis was conducted for the future roadway system in the immediate area of the University of Minnesota (U of M) football stadium (see Figure 21).

The intersections analyzed included:

ƒ LRT Crossing at 25th Avenue SE at the U of M Transitway ƒ LRT Crossing at 23rd Avenue SE at the U of M Transitway ƒ LRT Crossing at 6th Street SE at 23rd Avenue SE

These three intersections/crossings will be controlled by traffic signals based on safety. The traffic analysis demonstrates that the intersections will operate at acceptable levels of service under year 2030 forecast volumes (see Table 4).

Table 4 – Stadium Village Station Area Year 2030 PM Peak LOS

Delay Intersection LOS (s/veh) LRT Crossing at 25th Avenue SE at the Transitway 5-10 A LRT Crossing at 23rd Avenue SE at the Transitway 5-10 A LRT Crossing at 6th Street SE at 23rd Avenue SE 5-10 A

The impacts of a future multi-modal facility and any associated parking were not included in the analysis.

4.3.3 Road Traffic Thus, on the basis of The East Bank/Dinkytown segment of the Northern Alignment has no impacts on vehicular traffic, since the alignment would not cross or require the modification of traffic operations, the any existing roadways. Northern Alignment is a feasible alternative to This traffic analysis demonstrates that in the West Bank Station area and the the Washington Avenue Stadium Village Station area, key intersections in the future roadway system would Alignment. operate at acceptable levels of service with the implementation of the Northern Alignment. Based on this traffic analysis, the Northern Alignment provides reasonable and appropriate roadway circulation in and around the vicinity of the U of M. Thus, on the basis of traffic operations, the Northern Alignment is a feasible alternative to the Washington Avenue Alignment.

DRAFT 05/19/08 Central Corridor LRT Northern Alignment Alternative Feasibility Study 48 Figure 21

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