Ordinance No. 20513 - Laserfiche WebLink

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Eugene Water & Electric Board (EWEB) Master Planned Development October 2012 Existing Conditions LEVEL OF SERVICE DESCRIPTION & OPERATING STANDARDS All level -of- service analyses described in this report were performed in accordance with the procedures stated in the 2000 Highway Capacity Manual. A description of level of service and the criteria by which they are determined is presented in Appendix `B': Appendix "B" also indicates how level of service is measured and what is generally considered the acceptable range of level of service. To ensure that this analysis was based on a reasonable worst -case scenario, the peak 15- minute flow rate during the peak hour analysis periods was used in the evaluation of all intersection levels of service. For this reason, the analysis reflects conditions that are only likely to occur for 15 minutes out of each average peak hour. Traffic conditions during other typical weekday hours and throughout most weekends will likely be better than those described in this report. Level of service analyses in this report for all -way and two -way stop - controlled intersections are based on the intersection's ability to accommodate the most difficult, or critical, approach as overall intersection level of service is not defined by the 2000 Highway Capacity Manual. Level of service analyses for signalized intersections in this report are based on the average control delay per vehicle entering the intersection. Per TransPlan (Reference 2), the City of Eugene bases intersection operations on level of service (LOS). City of Eugene standards require that intersections operate at level of service "E" or better (less than 80 seconds of average per vehicle control delay) within the Central Area Transportation Study Area Boundary (Reference 3), which includes the EWEB site and all study intersections. Elsewhere, the City requires that intersections operate at level of service "D" or better (less than 55 seconds of average per vehicle control delay). [all] N:la►1aIILT /410i]�.9II:NT 1100 Figures 3 and 4 summarize the level -of- service analysis for the study intersections under the weekday a.m. and p.m. peak hour existing traffic conditions. All of the study intersections currently operate acceptably during the weekday a.m. and p.m. peak hours, except 4 Avenue /Coburg Road. During the p.m. peak hour, westbound right -turn movements at this intersection currently operate at level of service "F" and over capacity (volume -to- capacity ratio (v /c) > 1.0). Appendix "C" includes the level -of- service worksheets underyear2011 existing traffic conditions. TRAFFIC SIGNAL WARRANT ANALYSIS A preliminary traffic signal warrant analysis was conducted based on peak hour counts obtained in May 2011. Traffic signal warrants 1, 2, and 3 were reviewed as described in the Manual on Uniform Traffic Control Devices (MUTCD) for the eight -hour vehicular volume, four -hour vehicular volume, and peak I FZ/i Kittelson & Associates, Inc. 20