St. Charles County Transportation Plan 2030 - East-West Gateway ...

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B-5. Operational Conditions on Major Roads Operational conditions on the major roads were determined by using the methods prescribed in the <strong>Transportation</strong> Research Boards’s Highway Capacity Manual (HCM) 2000. This latest update of the HCM provides state-of-the-art techniques for estimating the capacity and measuring the level of service (LOS) of travel on these roads. The material in HCM 2000 has been used from a planning perspective to assess existing operational conditions based on traffic volumes, speeds and delays, and field observations. The HCM has also been used to assess future travel conditions using forecasted traffic volumes. They are discussed later in this report. The capacity of a road is the maximum number of vehicles that can pass a point in a given time under prevailing road, traffic, and traffic control conditions. It is expressed in number of passenger cars, per hour, per lane, (pcphpl) for each road classification. The number of trucks of various sizes, buses, and other slower moving vehicles are converted into passenger car equivalents. Other factors such as a road’s geometrics, adjacent land use, number of intersections, traffic control devices, and pedestrian activity play a major role in determining a road’s capacity. The LOS on a road segment are a measure of how well traffic is operating for a specified period of time, usually one hour. LOS takes into account the road’s functional classification, speed, density (freedom to maneuver), and traffic interruptions and delays. It compares a road segment’s capacity to the volume of traffic that desires to use it. This is referred to as the volume to capacity (v/c) ratio. Six LOS are defined for each road segment using letters A to F. LOS A represents the best operating condition and LOS F the worst. The maximum capacity of a road segment is LOS E and a complete breakdown in traffic flow is LOS F. LOS were developed for all major roads based on their ADTs and speeds and delays, if available. They were then factored to determine the morning and afternoon peak hour volumes using values applicable for each road. Traffic volumes, speeds, and delays, and the characteristics of various road segments were reviewed to determine the LOS. Field observations were made by Council staff to verify these designations. Roads with LOS E and F are shown in Figure 6. B-5.1. Interstates and Freeways Operating conditions on Interstates and Freeways are considerably different from other roads. The interaction is only among those vehicles traveling in the same direction since the road is divided by some type of barrier. The density of vehicles, their speed, and the volume of traffic are the major factors in determining the road segment’s LOS since access is only provided at on and off ramps. Speed can remain the same as volumes increase until they reach the road’s capacity. However, as volumes and density increase the LOS of vehicles decline. When capacity (LOS E) is reached, speeds decline noticeably and delays begin to occur. Lighting, weather conditions, and traffic incidents, also cause lower speeds and increase delays. LOS values of density, speed, v/c, and maximum hourly volumes are shown in Table 10 which was developed from the HCM 2000 Exhibit 23-2. Speeds of 70, 65, and 60 mph were used since they VPare the speed limits of Interstates and Freeways in the <strong>County</strong>. Morning and afternoon peak hour 36
Criteria Table 10 Level of Service Criteria For Freeway Segments 37 LOS A B C D E Free Flow Speed = 70 miles per hour Maximum density (pc/mi/ln) 11 18 26 35 45 Minimum speed (mi/h) 70 70 70 70 70 Maximum v/c 0.32 0.53 0.74 0.9 1 Maximum hourly volume (pcphpl) 770 1260 1770 2150 2400 Free Flow Speed = 65 miles per hour Maximum density (pc/mi/ln) 11 18 26 35 45 Minimum speed (mi/h) 65 65 64.8 59.7 52.2 Maximum v/c 0.3 0.5 0.71 0.89 1 Maximum hourly volume (pcphpl) 710 1170 1680 2090 2350 Free Flow Speed = 60 miles per hour Maximum density (pc/mi/ln) 11 18 26 35 45 Minimum speed (mi/h) 60 60 60 57.6 51.1 Maximum v/c 0.29 0.47 0.68 0.88 1 Maximum hourly volume (pcphpl) 660 1080 1560 2020 2300 NOTE: The exact mathematical relationship between density and v/c has not always been maintained at LOS boundaries because of the use of rounded values. Density is the primary determinant of LOS. The speed criterion is the speed at maximum density for a given LOS. volumes were determined by applying a factor to the ADTs on Table 4 and by reviewing some of the volume count data from MoDOT. Conversion factors were applied to these numbers to take into account road widths, truck percent, terrain, and traffic fluctuations during the peak hours to get pcphpl as prescribed in the HCM 2000. From these adjusted peak hour volumes, the LOS for each direction of travel were calculated.
Page 1 and 2: THE ST. CHARLES COUNTY TRANSPORTATI
Page 4 and 5: Table of Contents (Continued) Chapt
Page 6 and 7: Table of Contents (Continued) Chapt
Page 8 and 9: List of Figures Figure Page 1. Coun
Page 10 and 11: List of Acronyms/Terms AASHTO Ameri
Page 12 and 13: investment scenarios. Also, more ac
Page 14 and 15: doubled, going from 46,354 to 101,7
Page 16 and 17: C. Present Land Use Basic inputs in
Page 19 and 20: Mueller Rd., Elm Point Rd., and Lit
Page 21: land is available for additional de
Page 24 and 25: Interstate highways serve traffic w
Page 27 and 28: other uses as well. They generally
Page 29 and 30: Table 4 Average Daily Traffic Volum
Page 31: U.S. 67 is a four-lane expressway t
Page 35: Figure 4 Year 2004 Average Daily Tr
Page 39 and 40: Rt. N has two major parts which are
Page 41 and 42: Table 6 Missouri River Crossings Ch
Page 43 and 44: Table 7 Average Daily Traffic Volum
Page 45: adds to the amount of VMT that is f
Page 49 and 50: I-64 From the Missouri River to wes
Page 51 and 52: I-70 west of U.S. 40/61 to Pearce B
Page 53 and 54: Criteria Table 11 Level of Service
Page 55 and 56: speed of 50 placing it at LOS C. Th
Page 57 and 58: Jungermann Rd. This road runs from
Page 59 and 60: B-5.5. Major Collectors Major Colle
Page 61 and 62: U.S. 67 experienced no delays and t
Page 63 and 64: Road Beginning End Table 14 Travel
Page 65 and 66: southbound from I-70 to Rt. 94 was
Page 67 and 68: • The consultant sent out questio
Page 69 and 70: F. Aviation St. Charles County has
Page 71: B-1.1 MoDOT Roads Number of Crashes
Page 74 and 75: Table 16 Missouri Department of Tra
Page 76 and 77: Crash Rates The crash rate is the b
Page 78 and 79: Table 19 Missouri Department of Tra
Page 80 and 81: B-1.2. Comparison of MoDOT Roads to
Page 82 and 83: Road Table 22 St. Charles County Ma
Page 84 and 85: Table 24 St. Charles County Major R
Page 86 and 87: B-1.4 MoDOT and County Crash Rate C
Page 88 and 89: No. Road Segment Crashes From To Mi
Page 90 and 91: The Council’s long range plan dis
Page 92 and 93: A. Background V. Present Transporta
Page 94 and 95: St. Louis. The next or “Second Ti
Page 96 and 97:
County Preservation Table 28 Transp
Page 98 and 99:
D-1. Mode of Travel to Work For 200
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to I-64, and Winghaven Blvd./Bryan
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When a new interchange is built eas
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taking into account future improvem
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Figure 8 Year 2030 Forcasted Travel
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100
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I-64 Summary Traffic volumes on I-6
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With an additional lane eastbound (
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By 2030 volumes are expected to rea
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passes through the signal of the no
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Rt. A This five-lane road runs from
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of future travel conditions. Some m
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Winghaven Blvd. Rt. N to I-64. Wing
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severity, and the crash rate (crash
Page 128 and 129:
118
Page 130 and 131:
B-1. MoDOT Roads The following part
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122
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study should be low, however, impro
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public decisions, and does not mean
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APPENDICES
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APPENDIX B 2030 TRAFFIC VOLUME FORE
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Appendix B (Continued) Route/ Exist
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