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<br />Capacity analysis identifies a Level of Service (LOS) which indicates the quality of traffic flow <br />through an intersection. Intersections are given a ranking from LOS A through LOS F. Level of <br />Service A indicates the best traffic operation, with vehicles el\periencing minimal delays. Level <br />of Service F indicates an intersection that is over capacity, or breakdown of traffic flow. Levels <br />of Service A through D are generally considered acceptable by drivers. Level of Service E <br />indicates that the intersection is operating at, or very near its capacity and that vehicles <br />el\perience substantial delays. A description of each intersection level of service is shown <br />below: <br /> <br />Intersection Level of Service Descriptions (thresholds used bv SYNCHRO 5.0) <br /> <br />A Traffic operation characterized by low delay (less than IO seconds per vehicle). <br />Most Vehicles do not stop at all. <br /> <br />B Traffic operations characterized by low delay (10 to 20 seconds per vehicle). <br />More vehicles are required to stop. <br /> <br />C Traffic operations characterized by moderate delay (20 to 35 seconds per vehicle). <br />Many vehicles are required to stop. Individual cycle failures begin to occur (i.e. - <br />waiting through more than one light). <br /> <br />D Traffic operation characterized by moderate delay (35 to 55 seconds per vehicle). <br />Many vehicles are required to stop. Individual cycle failures become noticeable. <br /> <br />E Traffic operation characterized by significant delay (55 to 80 seconds per vehicle). <br />Most vehicles are required to stop. Individual cycle failures are frequent. <br /> <br />F Traffic operation characterized by significant delay (over 80 seconds per vehicle). <br />Most to all vehicles are required to stop. Much congestion and many individual cycle <br />failures. Considered unacceptable by most drivers. <br /> <br />Level of Service was analyzed at ten intersections. <br /> <br />As shown in Table 9, nearly all of the intersections would operate at acceptable levels of service <br />(LOS "D" or better) in the p.m. peak hour with modifications to geometries. The presence of the <br />future Twin Lakes Parkway, including its planned alignment with the I-35W interchange, are <br />critical to the ability of traffic to access the redevelopment area with minimal effect on County <br />Road C and Cleveland A venue. However, even with the assumed construction of Twin Lakes <br />Parkway, several intersections will require modification to maintain adequate Levels of Service. <br />Figure 5 shows the concept for the I-35W ramp reconfiguration. <br /> <br />Twin Lakes AUAR <br />Traffic, Air and Noise Analysis <br /> <br />-19- <br /> <br />SRF Consulting Group, Inc. <br />May 3, 2001 <br />