7.1. SR 02-03-2020 - Laserfiche WebLink

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Copart USA Traffic Impact Study 1/14/2020 Elk River, MN Appendix 1 - Level of Service Methodology Traffic operations for the peak hour conditions within the study area were analyzed using the industry -standard Synchro/Sim Traffic Version 10 software package, which uses the data and methodology contained in the Highway Capacity Manual, Sixth Edition published by the Transportation Research Board. The software model was calibrated to replicate existing conditions as accurately as possible before being used to assess future conditions. The operating conditions of transportation facilities, such as traffic signals, stop -controlled intersections and roundabouts, are evaluated based on the relationship of the theoretical capacity of a facility to the actual traffic volumes on that facility. Various factors affect capacity, including travel speed, roadway geometry, grade, number and width of travel lanes, and intersection control. The current standards for evaluating capacity and operating conditions are contained in the Highway Capacity Manual, Sixth Edition (HCM). The procedures describe operating conditions in terms of a Level of Service (LOS). Facilities are given letter designations from A, representing the best operating conditions, to F, representing the worst. Generally, Level of Service D (LOS-D) represents the threshold for acceptable overall intersection operating conditions during a peak hour. At intersections, Levels of Service are assigned differently for signalized or unsignalized intersections (which include Two -Way Stop Control [TWSC], All -way Stop Control [AWSC] and roundabouts). For signalized intersections, Level of Service is calculated by taking the total Intersection Delay and converting it to a letter grade as shown in the right side of Table A-1. For an unsignalized intersection, Level of Service is calculated by taking the Intersection Delay and converting it to a letter grade, as shown in the left side of Table A-1. While similar, the signalized control delay totals are higher than that of unsignalized intersections. In any condition, when the LOS by Volume to Capacity Ratio exceeds 1.0, the LOS is always F. Under the HCM, common movements are included into lane groups. Control Delay is then determined for each lane group and Levels of Service are based on this Control Delay. For each lane group, Control Delay is quantified by number of seconds. Control Delay is defined as the difference between the travel time that would have occurred in the absence of the intersection control, and the travel time that results because of the presence of the intersection control. Levels of Service are then based on the control delay per vehicle. Westwood