My WebLink
|
Help
|
About
|
Sign Out
Home
Browse
Search
04-22-24-WS
ArdenHills
>
Administration
>
City Council
>
City Council Packets
>
2020-2029
>
2024
>
04-22-24-WS
Metadata
Thumbnails
Annotations
Entry Properties
Last modified
4/19/2024 10:28:54 AM
Creation date
4/19/2024 10:25:55 AM
Metadata
Fields
Template:
General
There are no annotations on this page.
Document management portal powered by Laserfiche WebLink 9 © 1998-2015
Laserfiche.
All rights reserved.
/
123
PDF
Print
Pages to print
Enter page numbers and/or page ranges separated by commas. For example, 1,3,5-12.
After downloading, print the document using a PDF reader (e.g. Adobe Reader).
View images
View plain text
5.2 LEVEL OF SERVICE OVERVIEW <br />An intersection capacity analysis was performed at the study intersections for the five (5) scenarios listed <br />in Table 9. The capacity analysis was performed for the weekday AM and PM peak hours, and traffic <br />modeling software was used to determine intersection delay and level of service (LOS). <br />LOS is a quantitative measure used by traffic engineers to describe the operations of an intersection or <br />along a roadway segment. It ranges from A to F, with A being the best and F being the worst level of <br />operation. LOS A conditions are characterized by minimal vehicle delay and free -flow conditions, while <br />LOS F is characterized by long vehicle delay — usually when demand exceeds available roadway capacity. <br />Although LOS E is defined as at -capacity, LOS D is generally the minimum acceptable level of operation at <br />an intersection in the Twin Cities Metro area. Each study signalized and stop -controlled intersection was <br />analyzed based on the Highway Capacity Manual using Synchro 11/SimTraffic software. For unsignalized <br />intersections, LOS was reported for the worst approach and the overall intersection. This was done to <br />ensure that the mainline LOS did not hide any potential issues on the minor street. The overall intersection <br />LOS was reported for signalized intersections. Roundabout intersections were analyzed using roundabout <br />analysis software Rodel, with results reported at 50% confidence levels. <br />Table 10 provides the LOS grading criteria for unsignalized and signalized intersections. For the purposes <br />of this traffic analysis, it was assumed that acceptable level of service for the overall intersection is LOS D <br />or better and the acceptable level of service for an individual movement is LOS E or better. <br />TABLE 10: LEVEL OF SERVICE GRADING CRITERIA <br />Level of Service <br />Average Control Delay (seconds/vehicle) at: <br />Unsignalized Intersections <br />Signalized Intersections <br />A <br />0-10 <br />0-10 <br />B <br />>10-15 <br />>10-20 <br />C <br />>15-25 <br />>20-35 <br />D <br />>25-35 <br />>35-55 <br />E <br />>35-50 <br />>55-80 <br />F <br />>50 <br />>80 <br />5.3 EXISTING (2024) CONDITIONS LEVEL OF SERVICE ANALYSIS <br />A capacity analysis was performed for 2024 Existing traffic conditions at the study intersections to <br />determine existing operating conditions. The analysis was performed for weekday AM and PM peak hours <br />and is based on the traffic volumes provided in Exhibit 3. Existing intersection control and geometry was <br />assumed for this analysis, as shown in Exhibit 2. <br />Table 11 provides a summary of the capacity analysis at the study intersections. Based on the analysis, all <br />movements operate at an acceptable LOS except for the northbound left turns at Northern Heights which <br />operates at LOS E during the PM peak hour due to the high number of through trips along CSAH 96. This <br />movement sees a volume of less than 10 vehicles during the PM peak hour. At Mounds View Boulevard & <br />TCAAP AUAR Update I Traffic Analysis <br />April 2024 <br />
The URL can be used to link to this page
Your browser does not support the video tag.