Laserfiche WebLink
<br />. Red Hill Avenue and Dyer /Barranca Parkway <br /> <br />Signalized Intersections <br />Methodology <br /> <br />Highway <br /> <br />Capacity Manual <br /> <br />(HCM) <br /> <br />The following study intersections are Caltrans intersections and <br />will therefore be analyzed using the Highway Capacity Manual <br />(HCM) 2000 methodology for signalized intersections. <br /> <br />. Grand Avenue and SR-55 SB off-ramp <br />. Dyer Avenue and SR-55 SB off/on-ramp/Hotel Terrace Drive <br />. Dyer Avenue and SR-55 NB off/on-ramp <br /> <br />This methodology estimates the average total delay (in average <br />seconds per vehicle) for each of the movements to or from the <br />minor street, and determines the level of service for each <br />movement. Just as with the ICU methodology, the HCM delay <br />forecast translates to a Level of Service designation, ranging <br />from LOS "A" to LOS "F". The descriptions of operating <br />conditions for each Level of Service are very similar to the LOS <br />descriptions for signalized intersections. A summary description <br />of each Level of Service for signalized intersections, and the <br />corresponding delay, expressed in seconds per vehicle, is <br />provided on the following chart: <br /> <br />LEVEL OF SERVICE DESCRIPTIONS <br />SIGNALIZED INTERSECTIONS <br />Level of Delay Description <br />Service (seconds/vehicle) <br />A :S 10.0 Little or no delay <br />B > 10.0 - 20 Short traffic delays <br />C > 20 - 35 Average traffic delays <br />D > 35 - 50 Long traffic delays <br />E > 50 - 80 Very long traffic delays <br />F > 80 Severe congestion <br /> <br />Setting <br /> <br />Existing Roadway and Intersection Conditions <br /> <br />Existing lane configurations at the study intersections are <br />shown on Exhibit T-1. Existing peak hour operations were <br />evaluated and the results are summarized on Table T-1. As shown <br /> <br />30 <br /> <br />7 SAr.i 0 <br />