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intersections are analyzed for total intersection delay, two-way stop controlled intersections are <br />analyzed only for minor approach delay. Level of Service D is a generally acceptable standard <br />for planning and design of urban transportation facilities. At Level of Service E, poor <br />intersection operations occur as traffic volume approach capacity and LOS F represents <br />extremely congested conditions. <br />Table 21.2 shows the results of the capacity analyses at the study area intersections for existing <br />conditions and for both Future scenarios. <br />Table 21.2: Level of Service Comparison <br />Intersection <br />Armstrong Blvd at TH 10 <br />Ramsey Blvd at TH 10 <br />Sunfish Lake Blvd at TH 10 <br />Armstrong Blvd at Industry Ave <br />Ramsey Blvd at Industry Ave <br />Industry Ave at Sunfish Lake Blvd <br />Ramsey Blvd at Sunwood Drive <br />1/4Sunwood Drive at Industry Ave <br />Sunwood Drive at Armstrong Blvd <br />NS2 Street at Industry Ave <br />NS3 Street at Industry Ave -11-- <br />NS5 Street at Industry Ave <br />EW1 Parkway at Ramsey Blvd <br />EW1 Parkway at Armstrong Blvd <br />Notes: <br />(a) Values in parentheses indicate Minor Approach LOS only <br />(b) Mitigated conditions include lane adjustments and lane additions at intersections as noted in the text. <br />(c) Intersection is signalized in the mitigated condition <br />Traffic Control at <br />Intersection <br />Signalized <br />Signalized <br />Signalized <br />One way Stop <br />All -way Stop <br />All -way Stop <br />One way Stop <br />One way Stop <br />Existing(a) <br />AM PM <br />Peak Peak <br />B A <br />B A <br />C F <br />(B) (B) <br />B B <br />B C <br />(B) (B) <br />(B) (B) <br />One way Stop <br />One way Stop <br />One way Stop <br />One way Stop <br />One way Stop <br />One way Stop <br />AM <br />Peak <br />B <br />C <br />D <br />(B) <br />C <br />C <br />(B) <br />(B) <br />PM AM <br />Peak Peak <br />B F <br />B J F <br />F F <br />(B) r (C) <br />B F <br />C D1 <br />(B) (F) <br />(B) (C) <br />(F) <br />B <br />(C) <br />(B) <br />(F) <br />(B) <br />PM <br />Peak <br />F <br />F <br />F <br />(E) <br />F <br />F <br />(F) <br />(F) <br />(F) <br />cC) <br />(F) <br />(C) <br />(F) <br />(F) <br />AM <br />Peak <br />C <br />C <br />C <br />A(°) <br />C(°) <br />A(°) <br />C(c) <br />B(c) <br />A(c) <br />(B) <br />(B) <br />(B) <br />(A) <br />PM <br />Peak <br />C <br />D <br />E <br />k°) <br />C(0) <br />B(c) <br />C(c) <br />B(c) <br />B(c) <br />(AC� <br />(B) <br />(B) <br />(B) <br />Under existing conditions, the intersection of TH 10 and Sunfish Lake Boulevard is operating in <br />substandard conditions (worse than LOS D) in the PM peak hour. The other intersections are <br />operating in good conditions in both peak hours. However, the analysis of conditions at TH 10 <br />and Ramsey and Armstrong Boulevards indicates that conditions are unstable, particularly in the <br />PM peak hour when the Ramsey and Armstrong approaches are at LOS F and E respectively. <br />Left turns from TH 10 are also at LOS F and E respectively at these intersections. Under these <br />conditions, moderate increases in volumes on either Ramsey or Armstrong Boulevard or left <br />turning from TH 10 would cause conditions to deteriorate similar to what is currently <br />experienced at Sunfish Lake Boulevard and the intersections could quickly move into LOS E and <br />F. <br />The Future Base conditions show that addition of the background growth in traffic will cause the <br />intersection of TH 10 and Sunfish Lake Boulevard to deteriorate to LOS D during the AM peak <br />period. The other intersections in the study area remain in acceptable conditions. Unstable <br />21-6 <br />