6.3.- 6.6. SR 02-09-2004 - Laserfiche WebLink

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David Pertl - 4 - December 22, 2003 A traffic operations analysis was conducted for the p.m. peak: hour at each of the key intersections to determine how traffic currently operates within the project area. All signalized intersections were analyzed using the Synchro/SimTraffic software. The unsignalized intersections were analyzed using the Highway Capacity Software. Capacity analysis results identify a Level of Service (LOS) that indicates the quality of traffic flow through an intersection. Intersections are given a ran~ng from LOS A through LOS F. LOS A indicates the best traffic operation, with vehicles experiencing minimal delays. LOS F indicates an intersection where demand exceeds capacity, or a breakdown of traffic flow. LOS A through D are generally considered acceptable by drivers. LOS E indicates that an intersection is operating at, or very near its capacity and that vehicles experience substantial delays. For side:street stop controlled intersections, special emphasis is given to providing an estimate for the level of service of the side-street approach. The traffic operations at an unsignalized intersection with side-street stop control can be described in two ways. First, consideration is given to the overall intersection level of service. This takes into account the total entering volume into the intersection and the capability of the intersection to support these volumes. Second, it is also important to consider the level of service on the side-street approach. Since the mainline does not have to stop at an unsignalized intersection that has side-street stop control, the majority of the intersection delay can be attributed to the side-street approaches. It is typical of intersections with high mainline traffic volumes to experience high levels of delay (poor level of service) on the side-street approaches, but an acceptable overall intersection level of service during peak periods. Results of the analysis shown in Table 1 indicate that all key intersections currently operate at an acceptable overall LOS C or better during the p.m. peak hour, with existing traffic controls and geometric layout. It is important to note that existing signal timing, obtained from Mn/DOT, was used for the analysis. In addition, the LOS C reported for TH 169/193rd Avenue is near the LOS C/D threshold (35-55 seconds, LOS D), with approximately 34 seconds of delay reported. The eastbound left-turn vehicles at the intersection of TH 169/193rd Avenue will occasionally queue outside of the storage capacity for this movement (95th percentile queue). The eastbound queuing at this intersection has a minor effect on the Jackson Street/Holt Street intersection, causing slight delays to southbound left turn vehicles from Holt Street to Jackson Street. Table 1 Existin~t P.M. Peak Hour Capacity Analysis Level of Service Flesults I Level of Service Intersection P.M. Peak TH 169/197th Avenue B TH 169/193rd Avenue C 197th Avenue/Irving Street * A/A Jackson Street/Holt Street~ A/B Indicates an unsignalized intersection. The overall LOS is shown followed by the worst approach LOS.