2024-05-07 P & Z Packet - Laserfiche WebLink

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LaLonde Development Traffic Study May 1, 2024 Page 4 Intersection Capacity Intersection capacity was evaluated using Synchro/SimTraffic Software (version 11), which uses methods outlined in the Highway Capacity Manual, 6th Edition. The software is used to develop calibrated models that simulate observed traffic operations, account for peaking characteristics, and identify key metrics such as intersection Level of Service (LOS) and queues. These models incorporate collected traffic, pedestrian, and bicyclist volumes, traffic controls, heavy commercial vehicle activity (i.e., buses and trucks), and driver behavior factors. Level of Service (LOS) quantifies how an intersection is operating. Intersections Average Delay / Vehicles are graded from LOS A to LOS F, Level of Stop, Yield, and Signalized which corresponds to the average Service Roundabout Intersections delay per vehicle values shown. An A < 10 seconds < 10 seconds overall intersection LOS A though B 10 to 15 seconds 10 to 20 seconds LOS D is generally considered C 15 to 25 seconds 20 to 35 seconds acceptable in the study area. LOS A D 25 to 35 seconds 35 to 55 seconds indicates the best traffic operation, E 35 to 50 seconds 55 to 80 seconds while LOS F indicates an intersection F > 50 seconds > 80 seconds where demand exceeds capacity. For side-street stop-controlled intersections, special emphasis is given to providing an estimate for the level of service of the side-street approach. 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, which takes into account the total number of vehicles entering the intersection and the capability of the intersection to support the volumes. Second, it is important to consider the delay on the minor approach. Since the mainline does not have to stop, most delay is attributed to the side-street approaches. It is typical of intersections with higher mainline traffic volumes to experience high-levels of delay (i.e., poor levels of service) on the side-street approaches, but an acceptable overall intersection level of service during peak hour conditions. The existing intersection capacity analysis results, summarized in Table 1, indicate that all study intersections and approaches currently operate at an acceptable LOS C or better during the typical weekday a.m. and p.m. peak hours. This includes the peak 15-minute pick-up / drop-off periods associated with the adjacent Centerville Elementary School. Existing queues are generally maintained within the current turn lanes provided within the study area. However, westbound through lane queues along Main Street (CR 14) extend beyond the adjacent left- turn lane at Centerville Road approximately 20 percent of the p.m. peak hour and also were observed extending to Progress Road approximately five (5) percent of the p.m. peak hour. Note that southbound queues along Centerville Road can extend up to approximately 175 during the peak a.m. 15-minute period, but recover quickly after school begins. Table 1 Existing Intersection Capacity Level of Service (Delay) Traffic Main Street (CR 14) Intersection AM Peak Hour PM Peak Hour Control Peak 15-min Overall Hour Peak 15-min Overall Hour Centerville Road (CR 21) AWSC B (14) B (10) C (18) B (13) Progress Road / East School Access SSS A / B (12) A / B (10) A / C (15) A / B (11) AWSC All-Way Stop Control SSS Side-Street-Stop