Trunk Highway 13 Corridor Study Update Existing and No-Build Conditions Technical Memo #2B: Traffic Forecasts and Operations Analysis SEH No.

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1 TECHNICAL MEMORANDUM TO: FROM: Molly McCartney MnDOT Project Manager Haifeng Xiao, PE Tom Sohrweide, PE, PTOE DATE: November 27, 2012 RE: Trunk Highway 13 Corridor Study Update Existing and No-Build Conditions Technical Memo #2B: Traffic Forecasts and Operations Analysis SEH No Introduction The Trunk Highway 13 () study corridor between the County State-Aid Highway 101 (CSAH 101) in the City of Savage and Nicollet Avenue in the City of Burnsville is a four-lane divided roadway with dedicated turn lanes at several at-grade intersections. It generally runs west-east and connects two major freeways respectively US 169 in the west and I-35W in the east in the study area. The study corridor is designated as a principal arterial in Metropolitan Council s functional classification system. The previous Corridor Study for the same corridor was completed in Since then, it has provided great guidance on the projects that were completed in recent years as well as the projects that are currently under construction or to be constructed in the coming years. Because the study was conducted over a decade ago, and economic forecast and growth trends have shifted from what was predicted in the study, a thorough review of the corridor and future needs is now necessary to ensure future investments to gain maximum return in the way of improved safety and mobility for all different travel modes that use the corridor. MnDOT, in cooperation with Scott County, Dakota County, City of Savage and City of Burnsville, has initiated the TH 13 Corridor Study Update (the Study). As one of the tasks for the Study, the existing and future No-Build traffic conditions were reviewed and evaluated. This memorandum summarizes the traffic analysis methodology and results. 2. Traffic Analysis Scope and Methodology It is noted that the /CSAH 101 Interchange Project was completed in summer 2012 and the /Quentin Avenue Signal Project was completed in fall The construction of the TH 13/CSAH 5 Interchange is scheduled to be completed in Therefore, it was determined that the base analysis year for the Study is 2014 and future analysis year is 2034 and the base No- Build conditions for the years include the completion of all those projects.

2 2 Page Trunk Highway 13 Corridor Study Update 11/27/2012 Technical Memo #2B: No Build Traffic Forecasts and Operations Analysis Traffic analysis under 2014 and 2014 No-Build conditions was conducted for all the intersections along between CSAH 101 and Nicollet Avenue. Figure 1a illustrates the study corridor and intersections and Figure 1b illustrates the study intersection geometry. These intersections are listed as follows (The intersections with asterisk * are side street stop controls, others are signal controls): /CSAH 101 Interchange Ramps Intersection */Dakota Avenue */Yosemite Avenue */Vernon Avenue /Quentin Avenue /Lynn Avenue */Chowen Avenue /Washburn Avenue /CSAH 5 South Ramps Intersection /CSAH 5 North Ramps Intersection CSAH 5/Williams Drive /Nicollet Avenue The 2009 A.M. and P.M. peak hour turning movements were available from MnDOT at all major signal intersections along the corridor. The 2012 peak hour turning movements were collected for the intersections between Quentin Avenue and Washburn Avenue in mid November after the completion of the /Quentin Avenue Signal Project and /CSAH 101 Interchange Project. The P.M. peak hour traffic counts show that the turning movement counts in and out of the study area are generally consistent between the two years while the through traffic volumes on haven t recovered to their 2009 levels prior to the construction of the two projects (9% lower for eastbound and 19% for westbound ). The Twin Cities Travel Demand Model (TCTD Model) was used to develop traffic forecasts for the study and the model base year is 2009, therefore the 2009 counts were used for the development of turning movement traffic forecasts. The TCTD model was refined to include more detailed roadway network and traffic analysis zones (TAZs) based on the Scott County Model (SC Model) and Dakota County Model (DC Model) to develop a subarea model (Subarea Model). The Subarea Model was used to develop daily traffic forecasts for major roadways in the study area under 2014 and 2034 No- Build conditions. The daily traffic growth factors were applied to 2009 turning movements to develop peak hour turning movement forecasts under 2014 and 2034 No-Build conditions. Synchro/SimTraffic software was used to perform traffic operations analysis. Major measures of effectiveness including delays were collected from the model runs. A Level of Service (LOS, A through F) was identified at approach, movement and intersection levels for all the intersections based on the delays and the thresholds defined in the Highway Capacity Manual (HCM). LOS A indicates the best traffic operation and LOS F indicates the worst. LOS D or better is generally considered acceptable.

3 3 Page Trunk Highway 13 Corridor Study Update 11/27/2012 Technical Memo #2B: No Build Traffic Forecasts and Operations Analysis 3. Existing Corridor Daily Traffic Conditions Review Generally speaking, as a four-lane divided arterial with turn lanes, the Average Annual Daily Traffic (AADT) capacity of is 40,000 at acceptable LOS D. However, the AADT in 2010 on the study corridor major segments varied from 36,000 on east of I-35W, 57,000 on the west of I-35W and 45,000 on the east of CSAH 101. Trucks make up nearly 10 percent of all the vehicles on the study corridor, much higher than the average of 4 percent in the Twin Cities. The corridor experiences serious congestion, safety and local traffic accessibility issues. As a matter of fact, it is one of the four corridors that carry over 40,000 AADT while provide local access with at-grade intersections in the Twin Cities Principal Highway System (shown on Figure 2). Most of the corridors carrying over 40,000 AADT are freeways. Besides study corridor, Figure 2 shows the other three corridors serving high level of daily traffic with at-grade intersections are TH 7 west of I-494 (40,000-46,000 in 2010), TH 65 north of US 10 (40,000-58,000 in 2010) and TH 36 east of US 61 (43,000-51,000 in 2010). It is noted that the at-grade intersections on TH 36 corridor east of US 61 will be replaced with an interchange and realigned frontage roads and 2034 No-Build Traffic Forecasts The development of traffic forecasts for this study was based largely on the use of the most recent TCTD Model released by the Metropolitan Council in 2011 and the recently updated SC Model and DC Model. The components of those models utilize the four step modeling process which includes trip generation, trip distribution, mode choice, and trip assignment. The refinement of the TCTD Model within the study area was based on the subdivided Traffic Analysis Zones (TAZs) and land development data from the SC Model and DC Model. After the full TCTD model run, the trip tables for the TAZs in the study area were split and then reassigned onto the refined network. The splits for the subdivided TAZs in the Dakota County Model were directly available from its county model and the splits for subdivided TAZs in the Scott County were calculated based on the socio-economic (SE) data splits in its county model. No changes were made to the TCTD model outside of the study area. This subarea model development methodology ensures that the overall trips for each TAZ in the TCTD model remain unchanged while the distributions are consistent with two county models within the study area. The use of the TCTD Model adheres to 2006 MnDOT Memo Revised Guidelines for Twin City Travel Demand Forecasts Prepared for the Metropolitan District. The 2014 and 2034 daily and peak hour traffic forecasts were developed using the following steps: 1. The base 2009 TCTD Model was refined to create a subarea model. The Subarea Model includes more subdivided TAZs and more detailed arterial street network within the study area. 2. The daily outputs from the base 2009 subarea model were calibrated and validated based on a screen line analysis in the study area. 3. The 2030 subarea model was created based on the 2030 TCTD model and it incorporated all the refinements in the validation process of the base 2009 model as well as all the improvement projects after 2009 including /CSAH 101 and /CSAH 5

4 4 Page Trunk Highway 13 Corridor Study Update 11/27/2012 Technical Memo #2B: No Build Traffic Forecasts and Operations Analysis interchanges in the study area. The 2030 socio-economic (SE) data for the TAZs in the study area were reviewed and the socio-economic data from the county models remained unchanged. 4. The 2014 and 2034 daily outputs for major roadways in the study area were calculated based on the 2030 model outputs assuming the same average annual growth rates from 2009 existing to The calculated 2014 and 2034 daily outputs were adjusted to develop daily forecasts based on the differences between 2009 actual counts and 2009 base model outputs. 6. The daily growth factors were applied to existing turning movement counts to develop peak hour turning movement forecasts for years 2014 and Figure 3a illustrates the subarea model TAZs and corresponding TAZs in the TCTD, SC and DC models. Figure 3b summarizes the 2009 and 2030 SE data for the TAZs in the study area in the TCTD model. The SE data in the TCTD model were used to estimate the trips at its TAZ level and the trips were reallocated to subdivided TAZs in the subarea model based on the county models. Figure 4 summarizes the results from the original TCTD Model and the Subarea Model for the primary roadways across the east-west and south-north screen lines in the study area. The figure shows the total traffic volumes crossing the screen lines in the model were generally in agreement with the actual counts except for the Minnesota River bridges due to the differences in the original TCTD Model. The calibration of the Minnesota River bridge screen requires more thorough investigation on the original TCTD model, thus was not conducted in this study. Nevertheless, the differences for arterials are less than 10% at screen line level. The calibration results show that the Subarea Model can be a good tool for the development of daily forecasts on the arterial corridors for this study. Figure 5 illustrates the existing and forecasted 2014 and 2034 AADTs. Figure 6 illustrates the existing peak hour turning movements from year Figure 7 illustrates the 2014 No-Build peak hour turning movements. Figure 8 illustrates the 2034 No-Build peak hour turning movements.

5 5 Page Trunk Highway 13 Corridor Study Update 11/27/2012 Technical Memo #2B: No Build Traffic Forecasts and Operations Analysis & 2034 No-Build Peak Hour Traffic Operations Analysis and Results A.M. and P.M. peak hour operations analysis was conducted using Synchro/SimTraffic for years 2014 and 2034 under No-Build conditions. Table 1 below summarizes the final analysis results at approach and intersection level. The analysis results at movement level are attached in the appendix in Figures 9a & 10b (2014 No-Build AM & PM) and Figures 10a & 10b (2034 No- Build AM & PM). The results show that all study intersections will operate at unacceptable LOS E or worse either at overall intersection level or some approach level except the /CSAH 101 ramp intersection and intersections on CSAH 5 during A.M. and P.M. peak hours under 2014 & 2034 No-Build conditions. The recently completed /CSAH 101 interchange and to-be completed /CSAH 5 interchange increase the capacity and improve the traffic operations at those locations. It is noted that the intersection at /Nicollet Avenue will operate at overall unacceptable LOS E or F during peak hours for both years. The figures in the appendix (Figures 9a&9b, 10a&10b) show that there are serious operational problems on side streets and left turns from at all those at-grade intersections along the study corridor..

6 6 Page Trunk Highway 13 Corridor Study Update 11/27/2012 Technical Memo #2B: No Build Traffic Forecasts and Operations Analysis Table 1 No-Build A.M. (P.M.) Peak Hour Traffic Operations Analysis Results Summary (SimTraffic) Intersection Approach Approach Intersection Approach Intersection LOS LOS LOS LOS AM PM AM PM AM PM AM PM TH13/CSAH 101 Ramp Intersection (Signal) NB B A B B WB C B B B C C B B /Dakota Ave EB A A A A WB A A A A A A B B NB F F F F SB F F F F /Yosemite Ave EB A A A A WB A A A B A A A A NB F F F F SB F F F F /Vernon Ave EB A A A A WB A A A A A A A A SB E F F F /Quentin Ave (Signal) EB A C B C WB A B B C B A C C NB E F F F /Lynn Ave (Signal) EB B B C B WB B C C C C B C E NB F F F F SB D F E E /Chowen Ave EB A B B B WB A B B B A A B C NB F F F F SB F F F F /Washburn Ave (Signal) EB B C C C WB B E B D B B C C NB E E E F SB E F E E CSAH 5/North Ramp (Signal) EB B A B B NB A B A B A B A B SB B B B B CSAH 5/South Ramp (Signal) EB B B C B NB A A A B A A A A SB B B B B CSAH 5/Williams Dr (Signal) EB C C C D WB C D C C C C C C NB C C D C SB B B B B /Nicollet Ave (Signal) EB D C F F WB E E E E F F F F NB E E F F SB E E E E Reference Appendix for detailed MOEs Figures 9a,9b Figures 10a,10b Cc: Mark Benson, SEH

7 12 10 HENNEPIN ANOKA 61 WASHINGTON 10 35E RAMSEY 61 Bloomington W 35E HENNEPIN CARVER SCOTT 35 35W DAKOTA Path: C:\Haifeng\SEH projects\ko\mndot\ Corridor Study Upates\traffic forecasts\figure1a Study Locations.mxd «151 Savage Legend SCOTT xxx Intersection ID «³ Signal Control Partial Signal Control Side Street Stop Control Study Corridor DAKOTA Burnsville : /CSAH 101 Interchange Ramps Intersection 154: /Dakota Avenue 155: /Yosemite Avenue 156: /Vernon Avenue 157: /Quentin Avenue : /Chowen Avenue 170: /Washburn Avenue 181: /CSAH 5 South Ramps Intersection 182: /CSAH 5 North Ramps Intersection 190: CSAH 5/Williams Drive 160: /Lynn Avenue 210: /Nicollet Avenue O Corridor Study Update Mn/DOT Traffic Study Intersections (2014&2034 No-Build) Figure 1a

8 Palmer Ave Princeton Ave Ottawa Ave Nicollet Ave Dakota Ave Yosemite Ave Bloomington Vernon Ave Chowen Ave S Frontage Rd Xenwood Ave S OP > = > = OP (70') Xenwood Ave S OP > = > = OP (70') (100') OP = 123rd St > Toledo Ave (200') (70') x3 M N ³ (300') (250') > = > = Lodge Cir (250') M N ³ (70') x3 W Travelers Tr (200') Nicollet Ave (330'x2) (330') (160') > P = > = > = E Travelers Tr (290') >O ³N (240') (290'x2) (110') Path: C:\Haifeng\SEH projects\ko\mndot\ Corridor Study Upates\traffic forecasts\figure1b intersection geometry.mxd 13th Ave Legend «124th St = > > «#1 «#2 ú (600') MMN á (600') Savage TH 1 Signal Control «Partial Signal Control ³ Side Street Stop Control Quentin Ave TH 101 (600') = 123rd St > MMP (280') 126th St (650') (600') (600') (200') Natchez Ave MP > = Burnsville 125th St > = MP 126th St (200') (380') 124th St Lynn Ave (xxx) Storage Length «#3 Washburn Ave (100') x3 (450') (450') MON > = > = Vincent Ave MP (60') x2 (270') (460') Study Corridor (280') x2 ³ ³ ³ N N >N ³ ³ (300') (300') M > P ³ (350') M M (350') >P >P ³ ³N ³ (350') (150') M P (250') ³ Williams Dr SE County Hwy 5 County Hwy 5 County Hwy 5 Apple Valley Note: #1:/CSAH 101 Interchange completed in summer 2012 #2:/Quentin Ave Signal completed in fall 2012 #3:/CSAH 5 Interchange to-be completed in 2014 O Corridor Study Update Mn/DOT Study Intersections Geometry (2014&2034 No-Build) Figure 1b

9 Legend 10?A 65 35W Existing Daily Traffic Over 100 K (2010) 94?A 610?A 47?A 65 «3 35E Existing Daily Traffic K (2010) W 694 Existing Daily Traffic K (2010) 494?A ?A 280?A 36 35E 10 «4?A Existing Daily Traffic Less Than 40 K (2010) Study Corridor Path: C:\Haifeng\SEH projects\ko\mndot\ Corridor Study Upates\traffic forecasts\figure2 ADTOver40k.mxd 212 «2?A ?A 101?A 13?A 100?A «1 35w 35w?A 13 35w?A 77?A 55?A 5 35E Note: Generally speaking, the daily traffic capacity of four-lane divided arterials with turn lanes is 40,000 at acceptable LOS. These arterial corridors include: 1) Study Corridor (AADT: k) 2) TH 7 West of I-494 (AADT: k) 3) TH 65 North of CR 10 (AADT: k) 4) TH 36 West of US 61 (AADT: 43-51k, already planned an interchange) and a few other locations in interchange areas. O Corridor Study Update Mn/DOT Arterials Carrying Over 40k AADT in Twin Cities Highway System (2010) Figure 2

10 Boone Ave Vernon Ave Eden Prairie Bloomington Minnesota Bluffs Dr HENNEPIN W 110th St Auto Club Rd Normandale Blvd France Ave S Overlook Dr S Xerxes Ave S W 110th St Overlook Dr 35w 606 (1691) W River Hills Dr Path: C:\Haifeng\SEH projects\ko\mndot\ Corridor Study Upates\traffic forecasts\figure3b subareamodel_studyarea_taz.mxd Stagecoach Rd 13th Ave Shakopee SCOTT Prior Lake Savage 1748 (1701)?A (1702) 128th St (1699) Connelly Pkwy 1747 (1700) Miles?A (1717) 126th St 1781 (1712) 1773 (1698) 1734 (1703) 1739 (1713) (1716) 1749 (1710) Legend 1075 Xenwood Ave S 1750 (1711) 1740 (1708) 1742 (1714) 138th St 1744 (1715)?A (1709) Quentin Ave 123rd St 125th St Lynn Ave GH 16 GH 16 W Hidden Valley Dr W 140th St 1764 (1719) 1765 (1720) 1732 (1697) 1738 (1707) (1704) Natchez Ave Scott County Model TAZ (subarea model TAZ) 1743 (1718) 1736 (1705) 1737 (1706) W 133rd St 1743 (1718) Glendale Rd Glenhurst Ave Chowen Ave 677 (1676) 687 (1635) 618 (1680) (1689) 662 (1674) 692 (1636) 698 (1639) Judicial Rd 708 (1642) 648 (1685) Burnsville 190?A 13 Williams Dr 681 (1634) 694 (1637) 717 (1644) (1646) (1645) DAKOTA 204 Upton Ave 655 (1688) Judicial Rd Dakota County Model TAZ (subarea model TAZ) 698 (1639) 647 (1684) 673 (1675) 680 (1633) 613 (1679) GH 5 Highland Dr 704 (1640) 696 (1638) 709 (1643) 705 (1641) 610 (1677) 644 (1681) 651 (1687) 666 (1690) 676 (1673) Burnsville Pkwy W 136th St W 702 (1652) 724 (1653) (1647)(1648) 645 (1682) (1650) 701 (1651) Burnhaven Dr 611 (1678) 646 (1683) 35w 649 (1686) 674 (1672) (1649) Aldrich Ave Aldrich Ave 640 (1696) 667 (1671) 35w Twin Cities Regional Model TAZ (1654) 685 (1655) (1656) 206 Nicollet Ave 628 (1693) ?A (1695) 13 (1694) 650 (1663) (1665) (1669) 665 (1670) 710 (1657) Portland Ave Burnsville Pkwy E Nicollet Blvd E 614 (1692) 130th St E Plymouth Ave 639 (1660) 657 (1666) th Ave 35E 658 (1667) Parkwood Dr Study Corridor Burnsville Pkwy 134th St E River Hills Dr W (1658) (1659) (1662)(1661) (1664) 659 (1668) Apple Valley Palomino Dr 140th St W O Corridor Study Update Mn/DOT TAZs for the Twin Cities Regional Model County Models and Subarea Model Figure 3a

11 Corridor Study Update SEH Inc Figure 3b 2009 and 2030 SE data for the TAZs in the study area in the Twin Cities Travel Demand Model (TCTD Model) County TAZ 2009 SE Pop* HH Ret Non R Pop HH Ret Non R Changes Pop HH Ret Non R 190 6,642 2, ,166 3, ,061 2,524 38% % 52 23% % 191 3,466 1, ,520 1, % 19 2% 12 29% 10 18% 199 2,877 1, ,824 1, % % 68 19% % Dakota 202 4,862 2, ,661 4,926 2, , % 32 1% % % County 203 1, , % 9 1% 20 19% % % 96 30% 78 18% % ,085 1, ,600 3, % 0 0% % 1, % , , % 2 1% 39 24% % County subtotal 20,762 8,599 3,187 8,346 24,594 10,108 4,117 11,665 3,832 18% 1,509 18% % 3,319 40% % 0 0% 7 0% % ,093 1, ,744 4,650 1, , % % % 1 0% Scott County , ,044 5,144 2, ,105 2, % 1, % % 61 3% ,733 1, ,941 2, ,208 59% % % 5 3% ,538 1, ,356 2, ,818 40% % 8 5% 8 8% County subtotal 14,686 5,020 1,286 4,286 22,091 8,286 2,141 4,483 7,405 50% 3,266 65% % 197 5% Study area 35,448 13,619 4,473 12,632 46,685 18,394 6,258 16,148 11,237 32% 4,775 35% 1,785 40% 3,516 28% Pop: Population; HH: Household; Ret: Retail Employment Jobs; Non R: Non retail Employment Jobs; 2030 SE Note: The SE data in the TCTD Model were used to estimate the total trips at its TAZ level; The trips for each TAZ were then reallocated to subdivided TAZs based on the data from the Count Models.

12 Corridor Study Update SEH Inc Figure Base Subarea Model Screen Line Checks Summary 2009 Base Subarea Model East West Roads Screen Line Check Screenline Location Major East West Cross Roads Screen Line Cliff Rd Williams Dr Highland Dr Bursville Pkwy McAndrews Rd CSAH 42 Total Count 10,900 35,000 17,400 16,500 52, ,800 TCTDModel 10,955 42,795 8,630 10,564 65, ,828 East of Difference (%) 1% 22% 50% 36% 27% 5% I 35W Sub area Model 12,962 41,121 17,097 15,018 54, ,873 Difference (%) 19% 17% 2% 9% 5% 7% Count 44,000 14,400 3,400 9,000 36, ,800 TCTDModel 39,525 18,879 11,643 49, ,697 West of Difference (%) 10% 31% 29% 38% 12% CSAH 5 Sub area Model 43,900 10,933 5,154 12,874 33, ,975 Difference (%) 0% 24% 52% 43% 8% 1% Count 50,000 6,500 22,300 78,800 TCTDModel 45,337 10,368 17,634 73,339 West of Difference (%) 9% 60% 21% 7% /CSAH 101 Sub area Model 54,580 6,103 20,964 81,647 Difference (%) 9% 6% 6% 4% 2009 Base Subarea Model North South Roads Screen Line Check Screenline Location Major North South Cross Roads Screen Line Nicollet Ave I 35W Bursville Pkwy CSAH 5 Lynn Ave Quentin Ave Vernon Ave Dakota Ave CR 21 US 169 Total Count 99,000 87, ,000 TCTDModel 123, , ,813 Mn River Bridge Difference (%) 25% 18% 22% Sub area Model 123,508 99, ,386 Difference (%) 25% 15% 20% Count 15,500 83,000 19,900 4,600 2,950 22,800 24,400 43, ,150 TCTDModel 17, ,569 25,940 11,419 14,142 24,926 51, ,826 South of Difference (%) 11% 24% 30% 148% 38% 2% 20% 15% Sub area Model ,475 Difference (%) 13% 15% 17% 83% 7% 28% 2% 3% 8% Count 17,200 76,000 13,100 7,300 4,100 9,400 18, ,500 TCTDModel 11,897 89,064 8,371 12,339 10,800 16, ,733 South of Difference (%) 31% 17% 36% 69% 15% 12% 2% Williams Dr Sub area Model 8,268 87,814 14,339 8,395 4,168 8,910 16, ,246 Difference (%) 52% 16% 9% 15% 2% 5% 11% 2%

13 4,300 (4,700)- -6,300- Vernon Ave Upton Ave 15,600 (17,000)- -20,300- Nicollet Ave HENNEPIN Auto Club Rd Bloomington 5,000 (6,100)- -10,700-10,900 (11,400)- -14,400- Path: C:\Haifeng\SEH projects\ko\mndot\ Corridor Study Upates\traffic forecasts\figure5 ADT Forecasts.mxd 50,000 (52,400)- -62, th St SCOTT Savage 6,500 (7,700)- -11,700-22,800 (24,900)- -30,600-18,200 (19,200)- -23, th St Connelly Pkwy 11,500 (12,600)- -17,600-9,400 (9,800)- -11,400- Xenwood Ave S 12,600 (14,400)- -22, th St Legend Miles Quentin Ave 45,000 (47,200)- -56, th St 11,200 (13,800)- -23,000- W Hidden Valley Dr 9,900 (11,000)- -12,500-5,400 (7,900)- -11,700- Lynn Ave Glendale Rd 400 (1,400)- -3,300-11,500 (12,100)- -19,500- Inglewood Ave S xx,xxx Existing Daily Traffic Counts (xx,xxx) 2014 NoBuild Daily Traffic Forecasts -xx,xxx NoBuild Daily Traffic Forecasts Chowen Ave 47,000 (50,900)- -59,400- Burnsville Judicial Rd DAKOTA 2,300 (3,000)- -6,300-10,300 (10,900)- -18,300- Williams Dr 5,000 (7,000)- -13,800-14,400 (14,800)- -19,300- Highland Dr Study Corridor 13,100 (13,400)- -14,500-57,000 (59,700)- -70,600-13,500 (15,000)- -15, th St W Aldrich Ave 36,000 (37,600)- -42,700-17,400 (18,900)- -21,400-3,300 (4,300)- -7,200-30,000 (31,200)- -35, th St E 134th St E O Corridor Study Update Mn/DOT Existing and Forecasted 2014 & 2034 No-Build Daily Traffic Figure 5

14 4,300 Bloomington 10,900 53(318) 60(271) 21(138) 383(138) 1356(1271) 92(265) Nicollet Ave 162(51) 1123(1497) 80(213) à á 499(272) 435(92) 96(161) 5,000 30,000 Path: C:\Haifeng\SEH projects\ko\mndot\ Corridor Study Upates\traffic forecasts\figure6tms_2009_11by17.mxd 50,000 Savage CSAH (1932) 360(1003) 6,500 22,800 à 18,200 á à 1298(566) 1485(1646) 144(373) á 138(142) 11,500 9, (2287) 20(35) á 12,600 à à Quentin Ave 10(8) 45, (1961) 22(155) TH 101 á 168(24) 11,200 9,900 2(3) 5,400 1(12) 5(8) 14(4) 1640(2079) 39(155) 11,500 Lynn Ave 9(17) 1578(2021) 39(177) à á 229(127) 3(2) 204(78) 47,000 Burnsville Legend xx(xxx) Intersection AM(PM) Peak Hour Turning Movements Signal Control Study Corridor Miles xx,xxx Roadway Two-way Daily Traffic Volume ³ Side Street Stop Control 10,300 35(127) 12(38) 30(67) 38(70) 1891(1899) 47(84) Washburn Ave 14,400 3,400 19,900 13,100 à á 50(33) 64(29) 1508(2108) 46(136) 28(31) 37(63) 57,000 13,500 89(416) 198(547) 36, (383) 200(42) 138(292) 17,400 33(28) CSAH 5 3,300 15,600 13(10) 16(20) 4(13) à á 203(270) 572(371) Williams Dr 7(12) 33(67) 53(243) 33(21) 26(165) 1845(1820) 80(188) CSAH 5 à á 292(189) 55(110) 1283(2017) 187(560) 262(116) 560(459) Apple Valley O Corridor Study Update Mn/DOT Intersection Peak Hour Turning Movements (2009 Counts) Figure 6

15 4,700 0(0) 5(20) 1750(2205) Dakota Ave 20(5) 1730(2150) 35(20) à á 0(0) 20(35) 0(0) 10(15) 1755(2245) 10(5) Yosemite Ave 15(10) 1770(2155) 30(10) à á 5(10) 0(0) 10(30) 5(5) Bloomington 5(5) 5(5) 1770(2285) à á Vernon Ave 5(5) 1810(2170) 35(60) 0(10) 10(15) 60(30) 2045(2080) 10(50) Chowen Ave 1605(2365) 30(65) à á 50(10) 0(0) 60(60) 11,400 55(335) 65(280) 25(145) 385(145) 1390(1290) 95(280) Nicollet Ave 180(55) 1150(1540) 90(220) à á 510(285) 470(95) 110(165) 6,100 31,200 Path: C:\Haifeng\SEH projects\ko\mndot\ Corridor Study Upates\traffic forecasts\figure7tms_2014_11by17.mxd 52,400 Savage CSAH (2070) 390(1075) 7,700 24,900 à 19,200 á «à 1390(610) 1590(1765) 160(405) á 150(155) 12,600 9, (2110) 60(180) á 14,400 à à Quentin Ave 130(75) 47, (2100) 45(230) TH 101 á 215(90) 13,800 11,000 5(10) 7,900 5(15) 20(10) 1875(2050) 35(140) 12,100 Lynn Ave 15(20) 1615(2250) 60(165) à á 110(70) 5(5) 230(100) 50,900 Burnsville Legend xx(xxx) Intersection AM(PM) Peak Hour Turning Movements Signal Control Study Corridor Miles xx,xxx Roadway Two-way Daily Traffic Volume «Partial Signal Control ³ Side Street Stop Control 10,900 40(130) 15(40) 35(70) 40(75) 2025(1990) 50(90) Washburn Ave 7,000 14,800 3,900 13,400 à á 55(35) 70(30) 1550(2275) 50(140) 30(35) 40(70) 59,700 15, (440) 190(530) 37, (410) 205(45) 140(290) 18,900 40(30) CSAH 5 4,300 17,000 15(15) 20(25) 5(15) à á 205(270) 555(345) Williams Dr 10(15) Ramp 240(800) à 50(30) 90(200) 50(95) á 35(200) 100(485) 70(135) 175(515) CSAH 5 CSAH 5 á Ramp Apple Valley 620(345) à 310(205) 510(425) 360(170) O Corridor Study Update Mn/DOT Intersection Peak Hour Turning Movements (2014 NoBuild) Figure 7

16 6,300 0(0) 5(20) 2065(2590) Dakota Ave 20(5) 2035(2540) 40(20) à á 0(0) 20(40) 0(0) 10(15) 2070(2635) 10(5) Yosemite Ave 15(10) 2080(2545) 30(10) à á 5(10) 0(0) 10(30) 5(5) Bloomington 5(5) 5(5) 2085(2675) à á Vernon Ave 5(5) 2120(2560) 35(60) 0(10) 10(15) 60(35) 2400(2430) 10(50) Chowen Ave 1870(2775) 30(65) à á 50(10) 0(0) 60(60) 14,400 60(340) 75(285) 30(145) 405(145) 1480(1715) 100(285) Nicollet Ave 190(55) 1440(1750) 95(225) à á 535(325) 520(105) 120(190) 10,700 35,400 Path: C:\Haifeng\SEH projects\ko\mndot\ Corridor Study Upates\traffic forecasts\figure8tms_2034_11by17.mxd 62,000 Savage CSAH (2410) 460(1280) 11,700 á 30,600 à 23,100 «à 1670(730) 1850(2050) 205(510) á 200(200) 17,600 11, (2490) 65(190) á 22,900 à à Quentin Ave 135(80) 56, (2485) 45(245) TH 101 á 225(95) 23,000 12,500 5(10) 11,700 5(20) 25(10) 2170(2375) 55(200) 19,500 Lynn Ave 15(20) 1865(2620) 75(205) à á 165(100) 5(5) 290(130) 59,400 Burnsville Legend xx(xxx) Intersection AM(PM) Peak Hour Turning Movements Signal Control Study Corridor Miles xx,xxx Roadway Two-way Daily Traffic Volume «Partial Signal Control ³ Side Street Stop Control 18,300 40(140) 15(40) 35(75) 45(80) 2375(2335) 50(90) Washburn Ave 13,800 19,300 5,400 14,500 à á 55(40) 70(35) 1815(2670) 50(145) 30(35) 40(70) 70,600 15, (560) 215(520) 42, (510) 235(55) 140(295) 21,400 45(40) CSAH 5 7,200 20,300 20(15) 25(30) 5(15) à á 225(295) 580(410) Williams Dr 10(15) Ramp 295(935) 60(410) à 110(60) 95(200) 105(185) 180(885) á 135(270) 175(460) CSAH 5 CSAH 5 á Ramp Apple Valley 835(485) à 300(220) 435(450) 645(325) O Corridor Study Update Mn/DOT Intersection Peak Hour Turning Movements (2034 NoBuild) Figure 8

17 Corridor Study Update SEH Inc Figure 9a Peak Hour Traffic Operations Analysis Results Summary (2014 No-Build AM Peak Hour) Intersection Approach Demand Volumes Delay (s/veh) LOS By Approach L T R Total L LOS T LOS R LOS Delay (S/Veh) LOS LOS By Intersection Delay (S/Veh) LOS TH13/CSAH 101 Ramp Intersection (Signal) NB , B 0.0 A 0.0 A 12.0 B WB C 0.0 A 0.0 A 29.7 C 14.0 B /Dakota Ave EB , F 5 A 4 A 5 A WB , F 2 A 2 A 3 A 7 A NB F 0 A 57 F 239 F SB F 0 A 47 E 225 F /Yosemite Ave EB , D 2 A 4 A 3 A WB , E 1 A 0 A 2 A 4 A NB F 0 A 27 D 162 F SB F 0 A 52 F 238 F /Vernon Ave EB , E 1 A 0 A 1 A WB ,815 0 A 2 A 2 A 2 A 2 A SB F 0 A 28 D 44 E /Quentin Ave (Signal) EB ,775 0 A 9 A 4 A 9 A WB , E 7 A 0 A 9 A 13 B NB E 0 A 56 E 63 E /Lynn Ave (Signal) EB , F 16 B 4 A 17 B WB , F 17 B 7 A 20 B 25 C NB F 93 F 78 E 83 F SB D 66 E 21 C 49 D /Chowen Ave EB , E 8 A 9 A 9 A WB , F 4 A 4 A 6 A 12 B NB F 0 A 143 F 524 F SB F 0 A 39 E 146 F /Washburn Ave (Signal) EB , E 15 B 7 A 16 B WB , F 10 A 5 A 11 B 17 B NB F 103 F 33 C 73 E SB E 82 F 37 D 62 E CSAH 5/North Ramp (Signal) EB C 0 A 2 A 11 B NB A 1 A 0 A 5 A 8 A SB A 19 B 8 A 15 B CSAH 5/South Ramp (Signal) EB D 0 A 3 A 15 B NB ,130 0 A 3 A 5 A 4 A 6 A SB D 6 A 0 A 11 B CSAH 5/Williams Dr (Signal) EB C 18 B 3 A 25 C WB E 40 D 12 B 32 C 25 C NB D 23 C 19 B 27 C SB D 23 C 2 A 18 B /Nicollet Ave (Signal) EB , F 35 C 7 A 47 D WB , F 78 E 34 C 75 E 63 E NB , E 74 E 51 D 74 E SB F 92 F 30 C 67 E

18 Corridor Study Update SEH Inc Figure 9b Peak Hour Traffic Operations Analysis Results Summary (2014 No-Build PM Peak Hour) Intersection Approach Demand Volumes Delay (s/veh) LOS By Approach L T R Total L LOS T LOS R LOS Delay (S/Veh) LOS LOS By Intersection Delay (S/Veh) LOS TH13/CSAH 101 Ramp Intersection (Signal) NB A 0.0 A 0.0 A 8.0 A WB B 0.0 A 0.0 A 17.5 B 11.5 B /Dakota Ave EB , F 6 A 7 A 7 A WB , F 3 A 3 A 7 A 10 A NB F 0 A 999 F 999 F SB F 0 A 999 F 999 F /Yosemite Ave EB , D 3 A 4 A 4 A WB , F 1 A 0 A 2 A 12 B NB F 0 A 986 F 987 F SB F 0 A 687 F 785 F /Vernon Ave EB , F 2 A 0 A 2 A WB ,175 0 A 3 A 2 A 3 A 4 A SB F 0 A 40 E 439 F /Quentin Ave (Signal) EB ,290 0 A 31 C 16 B 30 C WB , F 10 A 0 A 18 B 26 C NB F 0 A 61 E 88 F /Lynn Ave (Signal) EB , E 14 B 13 B 14 B WB , F 19 B 15 B 24 C 22 C NB F 80 E 62 E 84 F SB F 74 E 91 F 93 F /Chowen Ave EB , F 9 A 11 B 10 B WB , F 8 A 6 A 11 B 15 B NB F 0 A 76 F 88 F SB F 127 F 110 F 171 F /Washburn Ave (Signal) EB , F 28 C 14 B 30 C WB , F 44 D 38 D 64 E 50 D NB F 114 F 39 D 79 E SB F 114 F 67 E 85 F CSAH 5/North Ramp (Signal) EB D 0 A 2 A 9 A NB B 2 A 0 A 11 B 11 B SB A 14 B 9 A 13 B CSAH 5/South Ramp (Signal) EB D 0 A 12 B 15 B NB A 6 A 5 A 5 A 11 B SB , D 7 A 0 A 14 B CSAH 5/Williams Dr (Signal) EB C 22 C 8 A 22 C WB D 37 D 17 B 39 D 22 C NB D 19 B 8 A 29 C SB , D 23 C 6 A 15 B /Nicollet Ave (Signal) EB , F 34 C 5 A 34 C WB , F 54 D 29 C 66 E 56 E NB E 69 E 29 C 59 E SB E 85 F 66 E 75 E

19 Corridor Study Update SEH Inc Figure 10a Peak Hour Traffic Operations Analysis Results Summary (2034 No-Build AM Peak Hour) Intersection Approach Demand Volumes Delay (s/veh) LOS By Approach L T R Total L LOS T LOS R LOS Delay (S/Veh) LOS LOS By Intersection Delay (S/Veh) LOS TH13/CSAH 101 Ramp Intersection (Signal) NB , B 0.0 A 0.0 A 11.6 B WB C 0.0 A 0.0 A 28.2 C 13.8 B /Dakota Ave EB , F 6 A 5 A 6 A WB , F 3 A 3 A 6 A 10 B NB F 0 A 999 F 999 F SB F 0 A 660 F 660 F /Yosemite Ave EB , F 3 A 4 A 3 A WB , F 1 A 0 A 3 A 7 A NB F 0 A 125 F 458 F SB F 0 A 416 F 590 F /Vernon Ave EB , F 2 A 0 A 2 A WB ,125 0 A 3 A 4 A 3 A 3 A SB F 0 A 64 F 83 F /Quentin Ave (Signal) EB ,090 0 A 14 B 5 A 14 B WB , F 10 A 0 A 12 B 27 C NB F 0 A 234 F 183 F /Lynn Ave (Signal) EB , F 24 C 10 B 24 C WB , F 29 C 13 B 34 C 34 C NB F 155 F 77 E 84 F SB E 102 F 53 D 63 E /Chowen Ave EB , F 13 B 16 C 14 B WB , F 5 A 6 A 7 A 13 B NB F 0 A 207 F 405 F SB F 0 A 56 F 110 F /Washburn Ave (Signal) EB , F 29 C 20 B 30 C WB , F 11 B 7 A 14 B 26 C NB F 114 F 48 D 78 E SB E 81 F 63 E 72 E CSAH 5/North Ramp (Signal) EB C 0 A 2 A 16 B NB A 1 A 0 A 4 A 8 A SB A 19 B 10 B 16 B CSAH 5/South Ramp (Signal) EB D 0 A 3 A 23 C NB ,270 0 A 3 A 5 A 4 A 7 A SB D 5 A 0 A 12 B CSAH 5/Williams Dr (Signal) EB , D 18 B 3 A 28 C WB B 28 C 23 C 25 C 30 C NB E 26 C 31 C 37 D SB D 26 C 3 A 20 B /Nicollet Ave (Signal) EB , F 54 D 19 B 93 F WB , F 452 F 405 F 447 F 243 F NB , F 241 F 180 F 237 F SB F 77 E 34 C 63 E

20 Corridor Study Update SEH Inc Figure 10b Peak Hour Traffic Operations Analysis Results Summary (2034 No-Build PM Peak Hour) Intersection Approach Demand Volumes Delay (s/veh) LOS By Approach L T R Total L LOS T LOS R LOS Delay (S/Veh) LOS LOS By Intersection Delay (S/Veh) LOS TH13/CSAH 101 Ramp Intersection (Signal) NB B 0.0 A 0.0 A 13.3 B WB C 0.0 A 0.0 A 22.6 C 14.7 B /Dakota Ave EB , F 6 A 4 A 6 A WB , F 3 A 1 A 7 A 12 B NB F 0 A 927 F 935 F SB F 0 A 408 F 526 F /Yosemite Ave EB , F 3 A 3 A 3 A WB , F 1 A 0 A 2 A 5 A NB F 0 A 66 F 303 F SB F 0 A 383 F 409 F /Vernon Ave EB , C 2 A 0 A 2 A WB ,565 0 A 3 A 3 A 3 A 3 A SB F 0 A 26 D 71 F /Quentin Ave (Signal) EB ,680 0 A 24 C 9 A 23 C WB , E 7 A 0 A 8 A 33 C NB F 0 A 119 F 210 F /Lynn Ave (Signal) EB , F 17 B 11 B 18 B WB , F 17 B 7 A 20 B 57 E NB F 513 F 418 F 433 F SB F 78 E 28 C 70 E /Chowen Ave EB , F 12 B 14 B 13 B WB , F 5 A 5 A 9 A 16 C NB F 0 A 137 F 413 F SB F 0 A 72 F 230 F /Washburn Ave (Signal) EB , F 21 C 13 B 22 C WB , F 11 B 6 A 15 B 22 C NB F 190 F 59 E 119 F SB F 97 F 47 D 78 E CSAH 5/North Ramp (Signal) EB D 0 A 2 A 17 B NB C 4 A 0 A 14 B 14 B SB ,085 0 A 13 B 11 B 12 B CSAH 5/South Ramp (Signal) EB D 0 A 3 A 18 B NB A 4 A 5 A 4 A 7 A SB , D 6 A 0 A 13 B CSAH 5/Williams Dr (Signal) EB D 24 C 4 A 36 D WB D 37 D 15 B 27 C 29 C NB D 23 C 13 B 28 C SB , D 21 C 2 A 15 B /Nicollet Ave (Signal) EB , F 57 E 21 C 93 F WB , F 277 F 224 F 274 F 163 F NB F 139 F 90 F 139 F SB F 81 F 38 D 67 E