|
| |
|
Sub-problem 1b - Page 6 of 6 |
ID# C101B06 |
Sub-problem 1b: Analysis of the
Proposed Signalized Intersection
A review of the information contained in
Exhibit
1-11 provides the following insights
on the current operation of this intersection, if it were to be controlled
by a traffic signal:
 |
The intersection as a whole operates at level of
service B. |
|
The eastbound and westbound approaches (formerly the
minor street approaches, Styner Avenue and Lauder Avenue) operate at level
of service C, with control delay varying between 20 and 25 seconds per
vehicle. |
|
The northbound and southbound approaches (on U.S. 95)
both operate at level of service A, with control delay varying between 6
and 7 seconds per vehicle. |
|
No lane group operates at less than level of service
C. |
|
Every lane group has a volume/capacity ratio under
0.50. |
| At 60 seconds, the signal cycle length promotes low
delays and short queue lengths, though it might need to be increased
somewhat to accommodate pedestrian crossing time requirements. |
It is important to consider each of these three levels of
analysis (intersection as a whole, approach, and lane group). Each
level tells the analyst something different, and important, about the
operation of the intersection. Intersection level of service is
important when comparing a number of design alternatives or when comparing a
number of different intersections in a study area. Approach and lane
group level of service is important when identifying operational problems
with specific traffic movements or signal timing allocation among phases. In
problem 4, we will consider various signal operations strategies and
their implications on the measures of effectiveness (MOEs) at the
intersection. [
Back ] [
Continue
] to Sub-Problem 1c |
|
