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I I I I I I I I I I I I I I I I I I I The p.m. peak hour traffic volumes for the three scenarios were used to perform capacity analyses at the ten critical intersections. The level of service for the signalized intersections was estimated using Synchro computer software. The unsignalized intersection level of service was estimated using the unsignalized intersection module of the Highway Capacity Software. Table 22-2 summarizes the level of service for the signalized intersections. Level of service 0 is generally considered acceptable operating conditions. As table 21- 2 presents, no level of service difficulties are expected at any of the five signalized intersections. In addition, all movements at the five intersections are expected to operate at LOS D or better in the 2004 p.m. peak hour under the currently proposed development concept. Table 22-2 Signalized Intersection Level of Service Results 2004 Level of Service by Development Scenario - PM Peak Hour With Development With Development With Currently Intersection Approved in 1997 Approved in Proposed February 2000 Development Cleveland Ave / D D D Co. Rd. C Cleveland Ave / B B C NB 1-35 Ramps Cleveland Ave / C C C Co. Rd. 0 NB 1-35 Ramps / C C C Co. Rd. D SB 1-35 Ramps / A A A Co. Rd. D Level of service results for the unsignalized intersections are presented in Table 22-3. Unsignalized intersection results refer to the lowest side street approach level of service experienced. AU intersections are expected to provide level of service D or better operations under all 2004 scenarios, with the exception of the North Centre Pointe Drive intersection with Cleveland A venue. The high volume of left turns expected from North Centre Pointe Drive to northbound Cleveland A venue will likely cause the west approach of the intersection to operate at level of service F in the 2004 p.m. peak hour under the current proposed development concept. Page 23