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Table , ,,. IL,evell Ir Service Ire it Signalize ir r UirnsiigirnalliiieIntersections <br />Signalized Intersection <br />LOS Designation <br />A <br />113 <br />c <br />ID <br />If <br />Unsignalized Intersections <br />Average Delay/Vehicle (seconds) Average Delay/Vehicle (seconds) <br />• 1..0 20 <br />• 20 35 <br />> 35 55 <br />> 55 80 <br />80 <br />50 <br />:> 50 <br />For side -street stop -controlled intersections, special emphasis is given to providing an estimate for the <br />level of service of the side -street approach. Traffic operations at an unsignalized intersection with side - <br />street stop control can be described in two ways. First, consideration is given to the overall intersection <br />LOS. This takes into account the total number of vehicles entering the intersection and the capability <br />of the intersection to support these volumes. Second, it is important to consider the delay of the minor <br />approach. Since the mainline does not have to stop, the majority of delay is attributed to the side - <br />street approaches. It is typical of intersections with higher mainline traffic volumes to experience high <br />levels of delay (poor levels of service) on the side -street approaches, but have an acceptable overall <br />intersection level of service during peak hour conditions. <br />Results of the existing intersection capacity analysis, shown in Table 2, indicate that all study <br />intersections currently operate at an acceptable overall LOS C or better during the weekday peak <br />hours. <br />6 <br />