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Page 58 <br /> Table D-2 <br /> Level of Service Definitions <br /> Level of Definition Unsignalized Signalized Intersection <br /> Service Intersection Volume-to-Capacity <br /> Average Delay Ratio <br /> (sec./veh.) v/c <br /> A Free flow;minimal to no 0.00-5.0 0.00-0.34 <br /> del <br /> B Stable flow,but speeds are 5.1 - 10.0 0.35 -0.50 <br /> beginning to be restricted <br /> by traffic condition;slight <br /> delays. <br /> C Stable flow,but most 10.1 -20.0 0.51 -0.74 <br /> drivers cannot select their <br /> own speeds and feel <br /> somewhat restricted, <br /> acceptable del s. <br /> D Approaching unstable flow 20.1 -30.0 0.75 -0.89 <br /> and drivers have difficulty <br /> maneuvering,tolerable <br /> delays. <br /> E Unstable flows with stop 30.1 -45.0 0.90- 0.99 <br /> and go intolerable delays. <br /> F Total breakdown; >45.0 1.00 or> <br /> congested conditions with <br /> excessive delays. I 1 0 <br /> Source: 1994 Highway Capacity Manual(HCM) <br /> Traffic counts at the study intersections, collected in August 1998 for the nearby BNSF Project traffic <br /> study were analyzed for the existing condition scenario (Draft Environmental Impact Report, BNSF <br /> Stockton Intermodal Facility Project, April 1999). The analysis was conducted to evaluate the operating <br /> condition of the study intersections under existing traffic levels. For the analysis, turning movement <br /> traffic volumes were adjusted because there is a high percentage of trucks on roadways in the vicinity of <br /> the project site, and operational characteristics of trucks have a greater effect on traffic flow than <br /> passenger cars do. Traffic volumes were converted to passenger-car equivalents (PCE) by equating each <br /> truck to two and one half-passenger cars. This is a conservative adjustment because applicable PCE <br /> adjustment factors in the Highway Capacity Manual are 2.0 PCE per heavy truck, 1.5 PCE per medium <br /> truck, and both medium and heavy trucks operate on the project area roadways. Existing condition traffic <br /> volumes,intersection geometry and control are presented in Figures D-2a and D-2b. <br /> The results of the existing conditions analysis shows that all study intersections currently operate at good <br /> or excellent levels of service (A and B), during both the AM peak hour and PM peak hour. Table D-3 <br /> presents a summary of the existing conditions level of service analysis. The LOS calculations for the <br /> existing condition are provided in Appendix B. <br /> GRAS=ENVIRONMENTAL CONSULTING <br />