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3200 Hopyard Road Redevelopment – Transportation Assessment January 2, 2024 5 Of note, TJKM originally looked at preforming this analysis using the 6th edition of the HCM, however multiple of the study intersections could not be analyzed due to non-standard National Electrical Manufacturers Association (NEMA) configurations. Stop Controlled Intersections: The one-way stop controlled intersection of the project entrance on S. Valley Trails Drive has been analyzed using the HCM 2000 methodology for unsignalized (all-way and one/two-way stop control intersections) described in Chapter 17. Peak hour traffic operational conditions for one/two-stop- controlled intersections are reported as average control delay calculated for each movement, not for the overall intersection. For approaches composed of a single lane, the control delay is computed as the average of all movements in that lane. Table 4 summarizes level of service definitions for stop unsignalized intersections along with the associated delay. Table 3: Level of Service Definitions for Signalized Intersections LOS Definition Control Delay Range (s/veh) A Very low control delay. This level is typically assigned when the v/c ratio is low and either progression is exceptionally favorable or the cycle length is short. Most vehicles arrive during the green phase. Many vehicles do not stop at all. ≤ 10 B The v/c ratio is low. There is good progression, short cycle lengths, or both. More vehicles stop, causing higher levels of delay. ≤ 20 C Higher delays occur in favorable progression or a due to a moderate cycle length, or both. Individual cycle failures (i.e., one or more queued vehicles are not able to depart as a result of insufficient capacity during a given cycle) may begin to appear. The number of vehicles stopping is still considered low-to-moderate, though many vehicles still pass through the intersection without stopping. ≤ 35 D The influence of congestion becomes more apparent. Longer delays may result from some combination of a high v/c ratio, ineffective progression, long cycle length, or high volumes. Many vehicles stop, the proportion of vehicles not stopping declines. Individual cycle failures are noticeable. ≤ 55 E Typically considered the limit of acceptable delay. High delays usually indicate a very high v/c ratio, poor progression, long cycle lengths, and high volumes. Most cycles fail to clear the queue. ≤ 80 F Delays are unacceptable to most drivers. Conditions are considered oversaturated. Arrival flow rates exceed the capacity of the intersection (v/c in excess of 1.0). Many individual cycle failures. Poor progression and long cycle lengths may also be contributing factors to higher delay. > 80 Source: Transportation Research Board’s (TRB) Highway Capacity Manual 2000