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2014_0421_CCpacket
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2014_0421_CCpacket
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MaYC Culver March 26, 2014 <br />Cin� of Roseville Page 3 <br />Observations were completed to identify roadway characteristics within the study area (i.e. roadway <br />geometry, posted speed limits, and traffic controls). Currentl�-, Dale Street is a four-lane undivided <br />minor arterial roadway south of Cope Avenue and a two-lane undivided roadway north of <br />Cope Avenue. Lovell Avenue and Cope Avenue are both two-lane undivided local roadways. The <br />posted speed limit on these study area roadways is 30 miles per houY (mph). Both study inteYSections <br />have side-street stop control. Existing geometrics, traffic controls, and volumes within the study area <br />are shown in Figure 2. <br />Intersection CapacityAnalysis <br />An e�sting intersection capacity analysis was completed to establish a baseline condition to which <br />future traffic opeYations could be compared. The e�sting study inteYSections weYe analyzed using a <br />combination of Synchro/SimTraffic software (V8.0) and the Higb���ay Capacity Manual (HCM). <br />Capacity analysis Yesults identify a Level of Service (LOS) which indicates how well an inteYSection is <br />operating. Intersections are ranked from LOS A through LOS F. The LOS results are based on <br />average delay per vehicle, which correspond to the delay threshold values shown in Table 1. LOS A <br />indicates the best traffic operation, while LOS F indicates an intersection where demand exceeds <br />capacity. Overall intersection LOS A though LOS D is generally considered acceptable in the <br />Twin Cities Metropolitan Area. <br />Table 1. Level of Service Criteria for Signalized and Unsignalized Intersections <br />LOS Designation Signalized Intersection <br />Average Delay/Vehicle (seci <br />A <_ 10 <br />B > 10-20 <br />C > 20 - 35 <br />D > 35 - 55 <br />E >55-80 <br />F > 80 <br />Unsignalized Intersection <br />Average Delay/Vehicle (secoi <br /><_ 10 <br />> 10 - 15 <br />>15-25 <br />> 25 - 35 <br />>35-50 <br />> 50 <br />For side-street stop controlled intersections, special emphasis is given to providing an estimate for <br />the level of service of the side-street approach. TYaffic operations at an unsignalized intersection <br />with side-street stop control can be described in two ways. FiYSt, consideration is given to the overall <br />intersection level of service. This takes into account the total number of vehicles entering the <br />intersection and the capabilit�- of the intersection to support these volumes. <br />Second, it is impoYtant to consider the delay on the minor appYOach. Since the mainline does not <br />have to stop, the majority of delay is attributed to the side-street approaches. It is typical of <br />intersections with higher mainline traffic volumes to experience high levels of delay (i.e. poor levels <br />of service) on the side-street approaches, but an acceptable overall intersection level of service <br />during peak hour conditions. <br />
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