Figure 1 in the attachments shows the location of the study intersections and the general area of study.

Transcription

1 Technical Memorandum To: Jenny Max, City of Nisswa From: Bryant Ficek, PE, PTOE Max Moreland, PE Date: July 16, 218 Re: CSH 77/Nokomis venue rea Traffic Study Existing Conditions Grand View Lodge on Gull Lake in Nisswa, Minnesota is proposing an expansion to include new garden cottages, a hotel, an activities center, spa addition and wedding chapel. long with these expansions comes an expected increase in vehicle traffic to the site. The purpose of this memorandum is to document the existing conditions in the area around CSH 77/Nokomis venue regarding the transportation network. future report will look at the expansion to the site and recommend alternatives for improving the transportation network. Study rea The six study intersections surrounding the site are: i. County State id Highway (CSH) 77 & Nokomis venue ii. CSH 77 & Lower Roy Lake Road iii. CSH 77 & Grand View Lodge (GVL) Maintenance Road iv. Nokomis venue & Forest venue v. Woodward venue & Existing Parking/GVL Maintenance Road vi. Woodward venue & West Linden Boulevard Figure 1 in the attachments shows the location of the study intersections and the general area of study. 1 SE Main Street, #24, Minneapolis, MN

2 Spack Consulting 2 of 11 CSH 77/Nokomis venue rea in Existing Conditions Technical Memorandum Transportation Network Characteristics Table 1 shows the characteristics of the roadways surrounding the site. Table 1 Study Corridor Characteristics Name Designatio n 1 Classification 2 Speed Limit Surface Lanes CSH 77 Crow Wing Major 2 5 mph sphalt CSH 77 Collector undivided Nokomis venue Local Local 3 mph sphalt 2 undivided Forest venue Local Local 3 mph sphalt 2 undivided Woodward 2 Local Local 3 mph sphalt venue undivided Linden Boulevard Local Local 15 mph sphalt 2 undivided Lower Roy Lake 2 Local Local 3 mph sphalt Road undivided GVL Maintenance 2 Private Local 15 mph Gravel Road undivided 1 CSH = County State id Highway. 2 Nisswa Comprehensive Plan 217 Draft. 3 Trail is on one side of road for part way and crosses to other side. 4 On West Linden Boulevard between Woodward venue and bend in road. Fixed- Route Transit None None Peds/ Bicycles None Trail west side None Trail 3 None Trail 3 None None None Trail north side 4 None None s shown in Table 1, there is no fixed route transit in the study area, however a dial-a-ride service exists in the Crow Wing County area. Not shown in Table 1 is that there is a snowmobile track along the south side of CSH 77 in the study area. ll the study intersections are under side street stop control. Existing traffic control and travel lanes for the study intersections are shown in Figure 2 in the attachments. Field Review field review of existing operations was conducted in the study area during the June/July 218 data collection via both on-site and video observations of traffic. Key information from these observations include: The roadways south of CSH 77 are rather narrow. Consistent pedestrian and bicycle traffic. Pedestrian crossings occur at more locations than striped crossings. Generally, pedestrians and bicycles use the designated paths, but use of the vehicle travel lanes is somewhat common as well. Wayfinding signage for Grand View Lodge could be improved to guide vehicles. Sight distance feels restricted on eastbound CSH 77 approaching Nokomis venue. occasionally use the westbound right turn on CSH 77 at Nokomis venue as a bypass lane around westbound left turning vehicles. necdotally, CSH 77/Nokomis venue feels like a challenging intersection for driver maneuverability.

3 Spack Consulting 3 of 11 CSH 77/Nokomis venue rea in Existing Conditions Technical Memorandum Residential Input Concerns about traffic in the area were collected from residents on East and West Linden Boulevard. Those comments include the following: Concerns about the safety of CSH 77/Nokomis venue intersection and overall safety in the general study area. Grand View Lodge guests treating Linden Boulevard as part of the resort, including a lot of vehicles turning around on Linden Boulevard. Vehicle parking on one or both sides of roads restricts through movements. Concerns about future parking levels. Pedestrians and bicycles using the roadways rather than designated pathways. Forest venue, Woodward venue and Linden Boulevards experiencing over-capacity volumes. Residents against possible extensions of Linden Boulevard. Traffic Volumes video was collected at each study intersection from a Thursday through Sunday in June/July of 218. Using these videos, 96-hour turning movement counts were collected at the study intersections. Based on these counts, two peak hours at each study intersection were found. These times are referred to as the first peak hour and the second peak hour, respectively. To conservatively analyze the study intersections, the two peak hours with the highest vehicle volumes for each intersection were focused on rather than a general peak hour across all intersections since the peak times did not always line up. t the Woodward venue/west Linden Road intersection, only a 33-hour turning movement count was conducted. The peak hours were found based on the data from that count and proportions from the adjacent intersection. Summaries of the peak hour volumes are provided in Figures 3 and 4 in the attachments. Full turning movement counts are in the attachments. Previously collected daily traffic volumes are also available from the MnDOT s Traffic Forecasting and nalysis. These volumes are nnual verage Daily Traffic volumes (DTs) which provide only the total number of vehicles on a road for a segment as opposed to turning movement volumes. The DT vehicle volumes in the study area are only available for CSH 77. Table 2 shows the previously collected daily volumes for CSH 77 alongside the recently collected daily volumes. dditionally, a 96-hour turning movement count from CSH 77/Nokomis venue from June of 214 is shown in Table 2 for comparison. s shown in Table 2, the daily volumes on CSH 77 in the recent 218 counts peak at 167% of the 215 DT. The recent 218 counts also show higher volumes than the counts from 214, though having the recent counts being just days before the 4 th of July holiday may have had an impact in increased volumes.

4 Percent of DT Spack Consulting 4 of 11 CSH 77/Nokomis venue rea in Existing Conditions Technical Memorandum Table 2 verage Daily Traffic Comparisons Roadway 215 DT (veh/day) CSH 77 5,1 214 Collected Data (veh/day) 1 Monday June 23 6,265 Friday June 2 7,724 Saturday June 21 7,599 Sunday June 22 6,357 1 Data from east of the CSH 77/Nokomis venue intersection. 218 Collected Data (veh/day) 1 Thursday June 28 7,832 Friday June 29 8,514 Saturday June 3 8,9 Sunday July 1 7,234 Roadways can experience different volumes of traffic at different times of the year. MnDOT has a number of locations around Minnesota that are gathering continuous count information that can be used to show seasonal variability. Two of these locations are in the general area of the site; one on Highway 371 in Cass County (Station 223) and one on CSH 1 in Crow Wing County (Station 44). Chart 1 shows the average daily traffic per month as compared to the DT for the years 215 and % 14% 12% 1% 8% 6% 4% 2% Chart 1 Seasonal Daily Traffic Volume Variability % Jan Feb Mar pr May Jun Jul ug Sep Oct Nov Dec Station 44 Station 223 s seen in Chart 1, the volumes in June are higher than the average for the rest of the year. Volumes in this area peak in July, as can be expected by summer visitors to the area. Since the seasonal variability is consistent between the two continuous count stations, it can be assumed that the study area sees a similar variability. The traffic counts collected in late June/early July can be assumed to be the peak volumes expected in the area throughout the year. It should

5 Spack Consulting 5 of 11 CSH 77/Nokomis venue rea in Existing Conditions Technical Memorandum therefore be noted that analyses at different times of the year with lower volumes will result in better operations than those analyzed for this report. From Table 2, the 218 counts peak at 167% of the DT from 215. Chart 1 shows the seasonal variation in the area peak at around 14% of DT. dditionally, the 218 volumes are higher than the 214 volumes. Therefore, it can be assumed that volumes on CSH 77 have increased in general in the last few years. Non-Motorized Volumes nother important aspect of the study area is the pedestrian and bicycle activity, particularly that associated with the Grand View Lodge. In addition to recording vehicular volumes, the intersection videos captured both pedestrian and bicycle crossings at intersections over the counting timeframe. Table 3 shows the daily pedestrian and bicycle volumes at each intersection. It should also be noted that these counts reflect the crossings at the intersection only. Many crossings and pedestrian activity occurred in non-intersection areas. CSH 77 & Nokomis ve CSH 77 & Lower Roy Lake Rd CSH 77 & GVL Maintenance Rd Nokomis ve & Forest ve Woodward ve & Parking Woodward ve & W Linden Blvd Table 3 Pedestrian & Bicycle Crossing Volumes Thursday Friday Saturday Sunday June 28, 218 June 28, 218 June 28, 218 June 28, 218 Peds Bikes Peds Bikes Peds Bikes Peds Bikes s seen in Table 3, there are a decent number of bicycles along CSH 77 and pedestrians crossing at Nokomis venue, but there are higher concentrations of pedestrians and bicycles on the City streets within the study area. The Woodward venue intersections see the highest pedestrian and bicycle volumes of the non-csh 77 intersections. Generally speaking, these volumes are spread rather consistently throughout the daylight hours of the day. To put these numbers in some context, the pedestrian and bicycle activity is more than that of a typical suburban intersection, but less than that of a downtown Minneapolis/Saint Paul intersection.

6 Spack Consulting 6 of 11 CSH 77/Nokomis venue rea in Existing Conditions Technical Memorandum Vehicle Speeds In addition to collecting vehicle volumes, vehicle speeds were also collected on CSH 77 at two locations; one east of CSH 77 and one west of Lower Roy Lake Road. Speeds at these locations were rather consistent throughout the four days that tube counters were deployed. These speeds are shown in Table 4. Table 4 Collected Vehicle Speeds on CSH 77 Location CSH 77 east of Nokomis venue CSH 77 west of Lower Roy Lake Road 1 dvisory speed limit of 35 mph posted a short distance from the speed survey. lthough the CSH 77 posted speed limit in the study area is 5 mph, an advisory speed limit of 35 mph is also posted on the horizontal curves between Lower Roy Lake Road and Nokomis venue. The tube counters that collected the speed data were placed on straight sections of CSH 77 just outside of the 35 mph advisory zone. Based on the speed results shown in Table 4, it seems unlikely drivers can slow to the advisory 35 mph in such a short distance. Considering that result along with westbound vehicles averaging over the speed limit and vehicles speeds are higher than desired in the area. Operational nalysis Posted Speed Limit Westbound 85 verage th Percentile Eastbound 85 verage th Percentile 5 mph 1 51 mph 57 mph 47 mph 52 mph 5 mph 1 51 mph 56 mph 48 mph 52 mph Capacity analyses are performed for the study intersections to quantify traffic operations in terms of delays and vehicle queues. The existing turning movement volumes along with the existing intersection configurations and traffic control were used to develop delays and queues per intersection in each study scenario. The delay calculations were done in accordance with the Highway Capacity Manual, 6 th Edition using the Vistro software package. The full calculations for each study scenario, including Level of Service (LOS) grades and queue lengths, are included in the attachments. Chart 2 shows the 95 th percentile queue lengths on the busiest stop sign controlled approach at intersections with side street stop sign control. verage delays are not shown for intersections with side street stop sign control because the vast majority of vehicles going through the intersection are on the main roadway and have zero delay, which leads to low overall average delays. t side street stop sign controlled approaches to busy roadways, the average delay for all vehicles on the approach often exceeds 6 seconds. This can be the case for a few vehicles waiting at the stop sign, where improvements would not be justified for the low traffic volume. Based on our experience, improvements are not warranted at these types of intersections until the 95 th percentile queue at a stop sign is in the five to ten vehicle range.

7 95th Percentile Queues (vehicles) Spack Consulting 7 of 11 CSH 77/Nokomis venue rea in Existing Conditions Technical Memorandum 6 Chart 2 Peak Hour Queues: Side Street Stop Sign Controlled s 5 Unreasonable 95th Percentile Queue (5 ) Nokomis ve at CSH 77 - NB CSH 77 at Nokimis ve - WBL Lower Roy Lake Rd at CSH 77 - SB CSH 77 at GVL Maint. CSH 77 at Forest ve Parking Lot Lower Roy Rd at CSHGVL Maint. at Nokomis at Lake Rd - EBL 77 - NB Rd - WBL ve - EB Woodward ve - WB Maint. Rd at Woodward ve - EB W Linden Blvd at Woodward ve - EB Existing - 1st Peak Hour Existing - 2nd Peak Hour s shown in Chart 2, all the movements at the study intersections are operating acceptably in the two peak hours. These computer results match the magnitude of vehicle queues observed in the field. There were brief periods of larger queues (around five vehicles in length) on northbound Nokomis venue at CSH 77, but those cleared quickly Signal Warrants Of all the study intersections, the CSH 77/Nokomis venue intersection sees the highest traffic volumes on a daily basis. Being the main access to Grand View Lodge, high volumes at this location are expected. Operations are acceptable from a queueing standpoint at this study intersection under its current side-street stop control as shown in Chart 2. Despite this general acceptability from a technical standpoint, the traffic signal warrants were revaluated to determine if the characteristics of the intersection support different traffic control, like a traffic signal. Traffic signal warrants are thresholds to determine if an intersection would benefit from having traffic signal control. The warrants can also be used to indicate alternative traffic control could be considered, like a roundabout. Signals can provide for the orderly movement of traffic on all approaches, allow for improved operations on side street movements, reduce some severe types of crashes and allow for pedestrians/bicycles to cross. However, not every intersection should be signalized as an unwarranted signal can cause increased delay for vehicles that need to wait for the signal when there is no conflicting traffic. dditionally, signals may increase rear-end type collisions.

8 Spack Consulting 8 of 11 CSH 77/Nokomis venue rea in Existing Conditions Technical Memorandum Similarly, roundabouts are tool to control traffic at an intersection. Roundabouts can result in good operations at any time of the day, provide traffic calming by forcing vehicles to slow down and significantly reduce the number of fatal and serious injury crashes. However, roundabouts can result in an increase in property damage crashes, raise concerns about pedestrian/bicycle safety and lead to improper usage over time if volumes are unbalanced. Signal warrants are based on the Minnesota MUTCD (Mn-MUTCD), the guiding document on this topic that provides nine different warrants for evaluation. For this intersection, warrants 1-4 are analyzed. Warrant 1 looks at eight-hour vehicular volumes, warrant 2 looks at four-hour vehicular volumes, warrant 3 looks at peak hour volumes and warrant 4 looks at pedestrian volumes. The speed of the road, lane configuration and volumes all contribute to whether or not an intersection meets signal warrants for any particular hour. Warrants 5-9 were not analyzed as they would either not apply or be met at this intersection. Warrants 5-9 deal with school crossings, coordinated signal systems, high crash frequency, the roadway network and railroad crossings. Using the volumes from each of the four days of data collected in 218 at the CSH 77/Nokomis venue intersection, warrants 1-4 were analyzed. It is noted that the volumes during this period are higher than normal due to seasonal increases in traffic at the intersection. Table 5 shows the results of the warrant analysis with detailed results attached. Data Used Thursday June 28, 218 Friday June 29, 218 Saturday June 3, 218 Sunday July 1, 218 Table 5 Signal Warrant Results Warrant 1 Warrant 2 Warrant 3 Warrant 4 8 Hour Volumes 4 Hour Volumes Peak Hour Volume Pedestrian Volume Not Met Not Met Not Met Not Met Not Met Not Met Not Met Not Met Not Met Not Met Not Met Not Met Not Met Not Met Not Met Not Met s shown in Table 5, the CSH 77/Nokomis venue intersection does not currently meet any of the warrants analyzed for signal control. Sight Distances To gain an understanding of how easy or challenging it is for vehicles to turn onto CSH 77, sight distances were evaluated at the three study intersections on CSH 77. ccording to the merican ssociation of State Highway and Transportation Officials' (SHTO) Policy on Geometric Design of Highways and Streets (commonly referred to as the Green Book), the driver of a vehicle approaching an intersection should have an unobstructed view of the entire intersection, including any traffic-control devices, and sufficient lengths along the intersecting highway to permit the driver to anticipate and avoid potential collisions.

9 Spack Consulting 9 of 11 CSH 77/Nokomis venue rea in Existing Conditions Technical Memorandum sight distances were sampled at the three locations on CSH 77. sight distance is distance provided at intersections and driveways to allow drivers to perceive the presence of potentially conflicting vehicles and when the appropriate gap in traffic is provided to safely perform their movement. sight distance requirements are provided in terms of both a physical distance and a time gap in the mainline traffic related to the speed of approaching vehicles. For approaching vehicles at any speed, per Table 9-5 of the SHTO Green Book, a passenger car stopped at an intersection requires a minimum time gap of 7.5 seconds in either direction to complete a left turn movement. In other words, an average driver needs to see an approaching vehicle at least 7.5 seconds away to know if they have sufficient time to complete a left turn. To complete a right turn movement, per Table 9-7 of the SHTO Green Book, the time gap is reduced to 6.5 seconds and applicable only to vehicles approaching from the left of the stopped driver. Five vehicle time measurements were made at each location and those times were averaged. Table 6 shows those results compared to the time needed. It is noted that the southbound and northbound approaches on Nokomis venue at CSH 77 looking to the east used the same measurement due to the straight segment of CSH 77 at that location Table 6 Sight Distances Location Direction Measured ISD Looking (seconds) NB Nokomis ve at CSH 77 Looking West 11.2 NB & SB Nokomis ve at CSH 77 Looking East 13.9 SB Nokomis ve at CSH 77 Looking West 9.1 SB Lower Roy Lake Rd at CSH 77 Looking West 18. SB Lower Roy Lake Rd at CSH 77 Looking East 13.7 NB GVL Maintenance Rd at CSH 77 Looking West 12.9 NB GVL Maintenance Rd at CSH 77 Looking East 19.7 s shown in Table 6, all approaches to CSH 77 in the study area have more than 7.5 seconds of sight distance. meaning they have adequate sight distance to find an appropriate gap to turn onto CSH 77. Crash History Crash information for the years (the ten most recent years of available data) was retrieved from MnDOT s Minnesota Crash Mapping nalysis Tool (MnCMT). This data shows seven crashes at the CSH 77/Nokomis venue intersection and one crash at the CSH 77/Lower Roy Lake Road intersection between 26 and 215. dditionally, there were three crashes on CSH 77 in the study area that were not at intersections. Using this crash data as well as the traffic volumes at the study intersections and on CSH 77, crash rates were determined at both intersections.

10 Spack Consulting 1 of 11 CSH 77/Nokomis venue rea in Existing Conditions Technical Memorandum The observed Crash Rate is the number of crashes per million entering vehicles (MEV). This formula uses the total traffic, crashes, and time frame to provide a standard format for comparison between intersections. lthough the study intersections can be compared together, a better measure is against the state averages for similar types of intersections (in traffic control type and volume). nother comparison tool is the Critical Rate, which is a statistically adjusted Crash Rate to account for the random nature of crashes. n observed Crash Rate greater than the Critical Rate indicates that the intersection operates outside the expected, normal range. Table 7 summarizes the historic crash data and calculated rates. The CSH 77/Nokomis venue crash data was looked at for the ten-year range of 26 to 215 as well as the three year range of 213 to 215 to see if any trends can be found. The only crash at the CSH 77/Lower Roy Lake Road intersection is from 26, so only the ten-year range is used. The entering volume at intersections used in Table 2 and the crash rate calculations is the weekday volume collected divided by 1.4 per Chart 1 to estimate an DT. The volume used for the CSH 77 corridor is from the west side of Nokomis venue. Table 7 Crash Data /Corridor & Time Frame Total Crashes Information Entering Vehicle Volume Observed Crash Rate* State verage Crash Rate* Critical Crash Rate* CSH 77/Nokomis ve 26 to , CSH 77/Nokomis ve 213 to , CSH 77/Lower Roy Lake Rd 26 to , CSH 77 between Whitstrom Rd and Nokomis ve 3 4, *Rates are per million entering vehicles for intersections or per million vehicles for corridors. s shown in Table 7, the CSH 77 corridor and CSH 77/Nokomis venue intersection have observed crash rates higher than the state average for similar facilities. However, these areas remain below the Critical Crash Rate. Based on this result, there is a high probability that the higher than average crash rate on CSH 77 and the CSH 77/Nokomis venue intersection is due to the random nature of crashes. It is noted that the one crash at the CSH 77/Lower Roy Lake Road intersection was unfortunately a fatal crash. Because of that, the fatal and serious injury crash rate was calculated at this intersection from 26 to 215 to be The statewide average is 1.14 and the critical rate is While no fatal crashes are acceptable, these results again indicate this intersection operates within the normal range for fatal and serious injury crashes for intersections of this type. The characteristics of this crash, a collision with a tree off the road, could potentially indicate a speed too high for the curve on CSH 77.

11 Spack Consulting 11 of 11 CSH 77/Nokomis venue rea in Existing Conditions Technical Memorandum closer examination of the crash data revealed that four of seven crashes (57%) at the CSH 77/Nokomis venue intersection were rear end crashes. ttachments. Figures 1-4 B. Traffic Counts C. Capacity nalysis Backup D. Signal Warrant Results

12 Figure 1 Study s 3 GVL Maintenance Rd CSH Forest ve Nokomis ve 4 1 Woodward ve 6 North No Scale

13 Figure 2 Existing Lanes & Traffic Control

14 Figure 3 First Peak Hour Volumes

15 Figure 4 Second Peak Hour Volumes

16 1 - CSH 77 & Nokomis ve Thursday, June 28, 218 Golf ccess CSH 77 Nokomis ve CSH 77 TOTL Time 12: M :15 M :3 M :45 M 2 2 Hourly Total : M :15 M :3 M :45 M Hourly Total : M 1 1 2:15 M :3 M :45 M Hourly Total : M :15 M :3 M :45 M Hourly Total : M 4:15 M 5 5 4:3 M :45 M Hourly Total : M :15 M :3 M :45 M Hourly Total : M :15 M :3 M :45 M Hourly Total : M :15 M :3 M :45 M Hourly Total B1

17 1 - CSH 77 & Nokomis ve Thursday, June 28, 218 Golf ccess CSH 77 Nokomis ve CSH 77 TOTL Time 8: M :15 M :3 M :45 M Hourly Total : M :15 M :3 M :45 M Hourly Total : M :15 M :3 M :45 M Hourly Total : M :15 M :3 M :45 M Hourly Total : PM :15 PM :3 PM :45 PM Hourly Total : PM :15 PM :3 PM :45 PM Hourly Total : PM :15 PM :3 PM :45 PM Hourly Total : PM :15 PM :3 PM :45 PM Hourly Total B2

18 1 - CSH 77 & Nokomis ve Thursday, June 28, 218 Golf ccess CSH 77 Nokomis ve CSH 77 TOTL Time 4: PM :15 PM :3 PM :45 PM Hourly Total : PM :15 PM :3 PM :45 PM Hourly Total : PM :15 PM :3 PM :45 PM Hourly Total : PM :15 PM :3 PM :45 PM Hourly Total : PM :15 PM :3 PM :45 PM Hourly Total : PM :15 PM :3 PM :45 PM Hourly Total : PM :15 PM :3 PM :45 PM Hourly Total : PM :15 PM :3 PM :45 PM Hourly Total DILY TOTL Cars Heavy Heavy Vehicle %.% 1.35% 7.87% 7.55% 16.67%.% 2.39% 6.9% 2.51% 81.25%.% 3.6% 6.97% 1.93% 73.91%.% 1.19% 6.96% 2.59% 1.87% 5.41% B3

19 1 - CSH 77 & Nokomis ve Thursday, June 28, 218 M Peak Hour Time TOTL 11: M :15 M :3 M :45 M Peak Hour Total PHF PM Peak Hour Time TOTL 4:45 PM : PM :15 PM :3 PM Peak Hour Total PHF Total On Leg 131 Entering Exiting Southbound Cars Heavy Total Total on Leg 6239 Entering 3124 Exiting 3115 Eastbound Cars Heavy Total Cars Heavy Total Daily Volumes Westbound Entering 445 Exiting 3787 Total on Leg 7832 Cars Heavy Total Northbound Entering Exiting Total On Leg 2852 B4

20 1 - CSH 77 & Nokomis ve Friday, June 29, 218 Golf ccess CSH 77 Nokomis ve CSH 77 TOTL Time 12: M :15 M :3 M :45 M Hourly Total : M :15 M :3 M :45 M Hourly Total : M :15 M :3 M :45 M Hourly Total : M :15 M 3:3 M :45 M Hourly Total : M 1 1 4:15 M :3 M :45 M Hourly Total : M :15 M :3 M :45 M Hourly Total : M :15 M :3 M :45 M Hourly Total : M :15 M :3 M :45 M Hourly Total B5

21 1 - CSH 77 & Nokomis ve Friday, June 29, 218 Golf ccess CSH 77 Nokomis ve CSH 77 TOTL Time 8: M :15 M :3 M :45 M Hourly Total : M :15 M :3 M :45 M Hourly Total : M :15 M :3 M :45 M Hourly Total : M :15 M :3 M :45 M Hourly Total : PM :15 PM :3 PM :45 PM Hourly Total : PM :15 PM :3 PM :45 PM Hourly Total : PM :15 PM :3 PM :45 PM Hourly Total : PM :15 PM :3 PM :45 PM Hourly Total B6

22 1 - CSH 77 & Nokomis ve Friday, June 29, 218 Golf ccess CSH 77 Nokomis ve CSH 77 TOTL Time 4: PM :15 PM :3 PM :45 PM Hourly Total : PM :15 PM :3 PM :45 PM Hourly Total : PM :15 PM :3 PM :45 PM Hourly Total : PM :15 PM :3 PM :45 PM Hourly Total : PM :15 PM :3 PM :45 PM Hourly Total : PM :15 PM :3 PM :45 PM Hourly Total : PM :15 PM :3 PM :45 PM Hourly Total : PM :15 PM :3 PM :45 PM Hourly Total DILY TOTL Cars Heavy Heavy Vehicle %.% 1.29%.% 4.44% 1.%.%.86% 3.37%.61% 76.47%.% 2.68% 1.4%.61% 83.87%.% 1.96% 4.31% 1.8% 11.11% 2.82% B7

23 1 - CSH 77 & Nokomis ve Friday, June 29, 218 M Peak Hour Time TOTL 11: M :15 M :3 M :45 M Peak Hour Total PHF PM Peak Hour Time TOTL 4:15 PM :3 PM :45 PM : PM Peak Hour Total PHF Total On Leg 782 Entering Exiting Southbound Cars Heavy Total Total on Leg 724 Entering 3342 Exiting 3682 Eastbound Cars Heavy Total Cars Heavy Total Daily Volumes Westbound Entering 447 Exiting 444 Total on Leg 8514 Cars Heavy Total Northbound Entering Exiting Total On Leg 3154 B8

24 1 - CSH 77 & Nokomis ve Saturday, June 3, 218 Golf ccess CSH 77 Nokomis ve CSH 77 TOTL Time 12: M :15 M :3 M :45 M Hourly Total : M :15 M :3 M :45 M Hourly Total : M :15 M :3 M :45 M Hourly Total : M :15 M :3 M :45 M Hourly Total : M :15 M :3 M :45 M Hourly Total : M :15 M :3 M :45 M Hourly Total : M :15 M :3 M :45 M Hourly Total : M :15 M :3 M :45 M Hourly Total B9

25 1 - CSH 77 & Nokomis ve Saturday, June 3, 218 Golf ccess CSH 77 Nokomis ve CSH 77 TOTL Time 8: M :15 M :3 M :45 M Hourly Total : M :15 M :3 M :45 M Hourly Total : M :15 M :3 M :45 M Hourly Total : M :15 M :3 M :45 M Hourly Total : PM :15 PM :3 PM :45 PM Hourly Total : PM :15 PM :3 PM :45 PM Hourly Total : PM :15 PM :3 PM :45 PM Hourly Total : PM :15 PM :3 PM :45 PM Hourly Total B1

26 1 - CSH 77 & Nokomis ve Saturday, June 3, 218 Golf ccess CSH 77 Nokomis ve CSH 77 TOTL Time 4: PM :15 PM :3 PM :45 PM Hourly Total : PM :15 PM :3 PM :45 PM Hourly Total : PM :15 PM :3 PM :45 PM Hourly Total : PM :15 PM :3 PM :45 PM Hourly Total : PM :15 PM :3 PM :45 PM Hourly Total : PM :15 PM :3 PM :45 PM Hourly Total : PM :15 PM :3 PM :45 PM Hourly Total : PM :15 PM :3 PM :45 PM Hourly Total DILY TOTL Cars Heavy Heavy Vehicle %.% 1.75% 3.15% 2.7% 42.11%.% 1.99% 1.26%.73% 74.71%.% 4.73% 3.95% 1.96% 9.91%.% 1.79% 1.62% 5.86% 38.79% 1.97% B11

27 1 - CSH 77 & Nokomis ve Saturday, June 3, 218 M Peak Hour Time TOTL 11: M :15 M :3 M :45 M Peak Hour Total PHF PM Peak Hour Time TOTL 12: PM :15 PM :3 PM :45 PM Peak Hour Total PHF Total On Leg 623 Entering Exiting Southbound Cars Heavy Total Total on Leg 699 Entering 3385 Exiting 365 Eastbound Cars Heavy Total Cars Heavy Total Daily Volumes Westbound Entering 426 Exiting 3884 Total on Leg 89 Cars Heavy Total Northbound Entering Exiting Total On Leg 2985 B12

28 1 - CSH 77 & Nokomis ve Sunday, July 1, 218 Golf ccess CSH 77 Nokomis ve CSH 77 TOTL Time 12: M :15 M :3 M :45 M Hourly Total : M :15 M :3 M :45 M Hourly Total : M :15 M :3 M :45 M Hourly Total : M :15 M :3 M :45 M Hourly Total : M :15 M 1 1 4:3 M :45 M Hourly Total : M :15 M :3 M :45 M Hourly Total : M :15 M :3 M :45 M Hourly Total : M :15 M :3 M :45 M Hourly Total B13

29 1 - CSH 77 & Nokomis ve Sunday, July 1, 218 Golf ccess CSH 77 Nokomis ve CSH 77 TOTL Time 8: M :15 M :3 M :45 M Hourly Total : M :15 M :3 M :45 M Hourly Total : M :15 M :3 M :45 M Hourly Total : M :15 M :3 M :45 M Hourly Total : PM :15 PM :3 PM :45 PM Hourly Total : PM :15 PM :3 PM :45 PM Hourly Total : PM :15 PM :3 PM :45 PM Hourly Total : PM :15 PM :3 PM :45 PM Hourly Total B14

30 1 - CSH 77 & Nokomis ve Sunday, July 1, 218 Golf ccess CSH 77 Nokomis ve CSH 77 TOTL Time 4: PM :15 PM :3 PM :45 PM Hourly Total : PM :15 PM :3 PM :45 PM Hourly Total : PM :15 PM :3 PM :45 PM Hourly Total : PM :15 PM :3 PM :45 PM Hourly Total : PM :15 PM :3 PM :45 PM Hourly Total : PM :15 PM :3 PM :45 PM Hourly Total : PM :15 PM :3 PM :45 PM Hourly Total : PM :15 PM :3 PM :45 PM Hourly Total DILY TOTL Cars Heavy Heavy Vehicle %.%.%.81% 3.13% 83.33%.%.49%.71%.% 1.%.%.56%.%.46% 88.24%.% 5.26%.5%.27% 4.79%.57% B15

31 1 - CSH 77 & Nokomis ve Sunday, July 1, 218 M Peak Hour Time TOTL 11: M :15 M :3 M :45 M Peak Hour Total PHF PM Peak Hour Time TOTL 12:15 PM :3 PM :45 PM : PM Peak Hour Total PHF Total On Leg 563 Entering Exiting Southbound Cars Heavy Total Total on Leg 6114 Entering 3178 Exiting 2936 Eastbound Cars Heavy Total Cars Heavy Total Daily Volumes Westbound Entering 3483 Exiting 3751 Total on Leg 7234 Cars Heavy Total Northbound Entering Exiting Total On Leg 2673 B16

32 2 - CSH 77 & Lower Roy Lake Rd Thursday, June 28, 218 Lower Roy Lake Rd CSH CSH 77 TOTL Time 12: M :15 M :3 M :45 M Hourly Total : M :15 M :3 M :45 M Hourly Total : M 1 1 2:15 M 2:3 M :45 M Hourly Total : M :15 M :3 M :45 M Hourly Total : M 1 1 4:15 M 4 4 4:3 M :45 M 3 3 Hourly Total : M :15 M :3 M :45 M Hourly Total : M :15 M :3 M :45 M Hourly Total : M :15 M :3 M :45 M Hourly Total B17

33 2 - CSH 77 & Lower Roy Lake Rd Thursday, June 28, 218 Lower Roy Lake Rd CSH CSH 77 TOTL Time 8: M :15 M :3 M :45 M Hourly Total : M :15 M :3 M :45 M Hourly Total : M :15 M :3 M :45 M Hourly Total : M :15 M :3 M :45 M Hourly Total : PM :15 PM :3 PM :45 PM Hourly Total : PM :15 PM :3 PM :45 PM Hourly Total : PM :15 PM :3 PM :45 PM Hourly Total : PM :15 PM :3 PM :45 PM Hourly Total B18

34 2 - CSH 77 & Lower Roy Lake Rd Thursday, June 28, 218 Lower Roy Lake Rd CSH CSH 77 TOTL Time 4: PM :15 PM :3 PM :45 PM Hourly Total : PM :15 PM :3 PM :45 PM Hourly Total : PM :15 PM :3 PM :45 PM Hourly Total : PM :15 PM :3 PM :45 PM Hourly Total : PM :15 PM :3 PM :45 PM Hourly Total : PM :15 PM :3 PM :45 PM Hourly Total : PM :15 PM :3 PM :45 PM Hourly Total : PM :15 PM :3 PM :45 PM Hourly Total DILY TOTL Cars Heavy Heavy Vehicle %.% 1.27%.% 1.26% 88.46% 12.5%.% 6.71%.65%.%.%.%.%.% 1.%.% 2.55% 6.98%.% 1.% 5.84% B19