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STREETS
“LOS A” is the best operating condition, with a free flow, in which there is little or no restriction on speed or maneuverability. At intersections, there is little or no delay. “LOS B” represents a condition of stable traffic flow, but speeds are slower. Short traffic delays occur at intersections. “LOS C” is still a condition of stable flow. However, most drivers are less able to drive at the speeds at which they feel comfortable, and they find it difficult to change lanes or pass other vehicles. Intersections experience average traffic delays. “LOS D” approaches unstable flow. Operating speeds are tolerable to the driver, but are subject to considerable and sudden variation. Freedom to maneuver is limited, and driving comfort is low, as the probability of accidents has increased. Long traffic delays are experienced at intersections. “LOS E” represents a maximum roadway capacity for vehicles. Traffic is unstable, speeds and ease of driving fluctuate, and drivers have little ability to select speed or maneuverability. Driving comfort is low, and accident potential is high. Vehicles are close together, and speeds can fluctuate quickly. Very long traffic delays are experienced at intersections. “LOS F” is the worst operating condition. Speed and rate of traffic flow may drop to zero for short time periods. Extreme delays are experienced at intersections. This may cause severe congestion, affecting other adjacent roadways.
TRAVEL DEMAND MODEL The City of Franklin’s new Travel Demand Model, which was used to create the level of service maps is essentially a more detailed version of the Nashville Area Metropolitan Planning Organization’s (NAMPO’s) regional travel demand model (TDM) within the city limits. The extra detail is attributed to the inclusion of smaller, sub-regional city roads, and the addition of the future projects, not currently identified in NAMPO’s 2040 regional model. Using the NAMPO’s travel demand model as a base for Franklin’s model, allows the City to achieve an improved connection to the regional model. It also provides for streamlined incorporation of city projects into the federally adopted regional travel model. The NAMPO’s 2040 regional model began development in the summer of 2013 and will be one of the tools used to update the NAMPO’s 2040 Regional Transportation Plan. The model will also be used to support many of the NAMPO’s sub-regional studies and other planning initiatives. As is usually the case with model updates, the NAMPO’s model contains a variety of new features when compared to previous versions. Not only does it include a new graphic user interface, the model also includes the following enhancements: • An all-road network • A population synthesizer • A vehicle-ownership model • New trip purposes • An integrated mode-choice model • A destination-choice model for passenger trips • A freight model It should be noted that, at the time the City’s Comprehensive Network Transportation Plan commenced, NAMPO staff was still making final touches to their model. Therefore, the model version used for this
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CONNECT FRANKLIN: A Comprehensive Transportation Network Plan
