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47 <br /> US 70 Multimodal Corridor Study <br /> 4.3.5 Traffic Operations and Quality of Service <br /> There are a variety of ways to measure the performance of a transportation facility.Transportation <br /> professionals typically rely on guidance from the Highway Capacity Manual, which describes performance <br /> from the traveler point of view that is designed to be useful to roadway operators, decisions makers, and <br /> member of the community. Individuals may travel along US 70 via personal vehicle, walking, bicycling, or via <br /> transit, each of which can be quantitatively measured using standard criteria such as delay, average speed, <br /> percent time spent following, or other measures.The dominant form of transportation currently along US 70 <br /> is by automobile.As a result, this section covers traffic operations along the corridor on a corridor basis (i.e. <br /> distinguishable segments with common roadway characteristics), as well as by individual intersections. Given <br /> the low volume of pedestrian and bicycle trips, and the lack of dedicated facilities, providing a meaningful <br /> assessment of bicycle level-of-service is difficult; however, deficiencies and opportunities can be identified. <br /> The conventional concept of traffic, level-of-service (LOS) can be summarized—at least <br /> qualitatively—in <br /> Figure 12. More detailed, qualitative tables are presented in subsequent sections. Generally, LOS D is <br /> acceptable in most rural and suburban situations. In some highly urbanized settings, or where there are <br /> unacceptable environmental/community impacts, excessive costs, or other policy or planning objectives, LOS <br /> QUALITY OF TRAFFIC FLOW [DECREASES--r <br /> Considered an acceptable LOS <br /> LOS + LOS B LOS • f • <br /> • Lighttraffwc Slightly - Approaching • Speeds Congestion - Road at <br /> Increased moderate reduced capacity <br /> • Free flaw Irregular <br /> traffic levels congestion <br /> speeds • Lane traffic flaw • Gridlock <br /> • Still free flow levels changes with <br /> speeds • Speeds near restricted frequent <br /> free flow due to traffic stops <br /> E can be appropriate. <br /> Figure 12 Level of Service Illustration <br /> 4.3.5.1 Corridor-Level <br /> A corridor-level capacity analysis was completed using Highway Capacity Software Plus (HCS7). Figure 13 <br /> graphically represents the worst case (AM or PM peak) directional LOS for the corridor under existing <br /> conditions. <br /> Table 8 summarizes the results of HCS capacity analysis by segment and direction for the AM and PM peak <br /> periods. In general, LOS is slightly lower in the AM peak due to a combination of higher volumes and more <br /> pronounced directionality. <br /> Suburban/urban roadways with more frequent traffic signals require arterial analysis to account for <br /> intersection-related delays. An arterial LOS analysis in Synchro using HCM 2000 methodology was completed <br /> for sections in Mebane and Hillsborough due to the number and spacing of signalized intersections through <br /> both municipalities and their transition areas.The LOS for both sections are shown in Table 9. <br /> 38 Existing Conditions and Critical Issues <br />