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Manua112 procedures. Since many of the intersections included in the analysis are currently stop <br />controlled, it is important to distinguish that while signalized and all -way stop controlled <br />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 />MFuture <br />• Intersection <br />Traffic Control at <br />Intersection <br />Existing(a) <br />Base(a) <br />Future w <br />Project(a) <br />Mitigated" <br />AM <br />Peak <br />PM <br />Peak <br />AM <br />Peak <br />PM <br />Peak <br />AM <br />Peak <br />PM <br />Peak <br />AM <br />Peak <br />PM <br />Peak <br />Armstrong Blvd at TH 10 <br />Signalized <br />B <br />A <br />B <br />B <br />F <br />F <br />C <br />C <br />Ramsey Blvd at TH 10 <br />Signalized <br />B <br />A <br />C <br />B <br />F <br />F <br />C <br />D <br />Sunfish Lake Blvd at TH 10 <br />Signalized <br />C <br />F <br />D <br />F <br />F <br />F <br />C <br />E <br />Armstrong Blvd at Industry Ave <br />One way Stop <br />(B) <br />(B) <br />(B) <br />(B) <br />(C) <br />(E) <br />k° <br />k°) <br />Ramsey Blvd at Industry Ave <br />All -way Stop <br />B <br />B <br />C <br />B <br />F <br />F <br />C(°) <br />C(°) <br />Industry Ave at Sunfish Lake Blvd <br />All -way Stop <br />B <br />C <br />C <br />C <br />D <br />F <br />k° <br />B(°) <br />Ramsey Blvd at Sunwood Drive <br />One way Stop <br />(B) <br />(B) <br />(B) <br />(B) <br />(F) <br />(F) <br />C(°) <br />C(°) <br />Sunwood Drive at Industry Ave <br />One way Stop <br />(B) <br />(B) <br />(B) <br />(B) <br />(C) <br />(F) <br />B(°) <br />B(°) <br />Sunwood Drive at Armstrong Blvd <br />One way Stop <br />(F) <br />(F) <br />k° <br />B(°) <br />NS2 Street at Industry Ave <br />One way Stop <br />(B) <br />(C) <br />(B) <br />(C) <br />NS3 Street at Industry Ave <br />One way Stop <br />(C) <br />(F) <br />k° <br />k°) <br />NS5 Street at Industry Ave <br />One way Stop <br />(B) <br />(C) <br />(B) <br />(B) <br />EW1 Parkway at Ramsey Blvd <br />One way Stop <br />(F) <br />(F) <br />(B) <br />(B) <br />EW1 Parkway at Armstrong Blvd <br />One way Stop <br />(B) <br />(F) <br />(A) <br />(B) <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 />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 />12 Highway Capacity Manual, Special Report 209, Transportation Research Board, Washington D.C. <br />21-6 <br />