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<br />Local and Regional Roadway System Connections <br />The transportation network analysis for the surrounding system has been analyzed for the following <br />conditions: <br />Existing <br />The existing roadway geometry is shown on Figure T4 (Appendix D). This scenario considers existing <br />traffic and existing roadway geometry including the recently completed construction of the TH 10/CR 96 <br />interchange completed in 2013. <br />2030 No Build <br />The 2030 No Build roadway geometry is shown on Figure T5 (Appendix D). This scenario considers 2030 <br />background traffic and 2030 roadway geometry that include programmed improvements. The only difference <br />between existing and 2030 is the addition of Highway Safety Improvement Program (HSIP) funded <br />improvements at the intersection of TH10 at County Road H. <br />2030 Baseline for the Minimum Development Scenario <br />The 2030 Baseline geometry is shown on Figure T6 (Appendix D). This scenario considers infrastructure <br />improvements at the CR 96 and I-35W interchange, Old Highway 8 at CR 96 intersection, CR H and I35W <br />interchange, and CR 10 and CR H intersection <br />2030 Baseline for Maximum Development Scenario <br />The infrastructure improvements for this scenario are the same as in Minimum development scenario. <br />Traffic Study Area <br />Figure T4(Appendix D)shows the 14 intersections that were analyzed. <br />Local Roadway System Traffic Operations Analysis Methodology <br />The traffic operations analysis for the local roadway system was completed in Synchro/SimTraffic, a <br />software program that applies the methodologies of the Highway Capacity Manual. This tool was used to <br />evaluate intersection volume/capacity ratio, delay, and level of service, and queuing. Capacity analysis <br />results identify a Level of Service (LOS) which indicates how well an intersection operates. Intersections are <br />given a ranking from LOS A through LOS F. LOS A indicates the best traffic operation and LOS F indicates <br />an intersection that is operating over capacity. LOS A through D is generally considered acceptable for peak <br />hour conditions in an urban area. The traffic operations were analyzed for the AM and PM peak hours to <br />properly identify potential impacts and recommended mitigation measures. <br />This study used the LOS D/E boundary as an indicator of satisfactory traffic operations. The exhibit below <br />displays the LOS thresholds for signalized and unsignalized intersections. <br /> <br /> <br />July 2014 Final AUAR 25 <br />