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<br /> • - <br /> 5) Adjust the capacities to account for impedance and the use of <br /> shared lanes. <br /> 6) Estimate average delay and determine level of service for each <br /> movement. <br /> Tables and charts, as well as computer programs, have been developed to <br /> facilitate using this methodology. <br /> INTERSECTION DATA <br /> Key geometric factors include: number and use of lanes, channelization, <br /> percent grade, curb radii and approach angle, and sight distances. One hour <br /> volumes are specified by movement and converted to passenger cars per hour <br /> using the passenger car equivalents in TABLE 10-1. <br /> TABLE lO-1. PASSENGER-CAR EQUIVALENTS FOR <br /> TWSC INTERSECITONS <br /> GRADE (R~) <br /> TYPE OF -rEHICLE -4 -2 0 +2 +4 <br /> Motorcycles 0.3 0.4 0.5 0.6 0.7 <br /> Passenger Cars 0.8 0.9 LO 1.2 1.4 <br /> SU/RVs° 1.0 1.2 1.5 2.0 3.0 <br /> Combinsfion Vehicles° 1.2 1.5 2.0 3.0 6.0 <br /> All Vehicles° 0.9 1.0 1.1 1.4 1.7 <br /> Single-unit trucks and recreuional vehicles. <br /> Includes tmnor-trailer combinations and buses. <br /> ° If vehicle composition is unlmown, these values may be uaM as an appmxi- <br /> mation. <br /> CONFLICTING TRAFFIC <br /> The conflicting movements and turning movement faces is summarized on <br /> Figures 10-3(a) and 10-3(b). The right turn movement from the minor street <br /> faces the least number of conflicting movements, the left turn movement from the <br /> minor street the most. <br /> 2. <br /> <br />