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Sub-problem 3c: Operational Analysis of the South Section of Krome Avenue (Class I Signalized Arterial)

To fully assess the operation of an arterial route, each signalized intersection must be examined to ensure that it is free of operating problems. The individual segment results are presented in the table below. The volume to capacity (v/c) ratios are all well below 1.00, indicating that none of the approaches was oversaturated. The average speeds are all within the 30-40 mph range, and the segment LOS values are all within the B-C range. 

Exhibit 3-23. Summary of HCM Arterial Analysis Results (Northbound)
  Segment Length (mi) Travel Time (sec) Cycle Length (sec) g/c ratio v/c ratio Delay (sec) Average Speed (mph) LOS
Biscayne Dr 0.51 45 76 0.54 0.66 14 31.1 C
Bauer Dr 1.52 122 79 0.52 0.71 16 39.7 B
Coconut Palm Dr 1.01 81 81 0.57 0.58 12 39.3 B
Silver Palm Dr 1.02 82 91 0.56 0.64 15 38.1 B
Hainlin Mill Dr 1.01 81 81 0.57 0.63 13 38.8 B
Quail Roost Dr 1.00 80 81 0.57 0.61 12 38.9 B
Eureka Dr 1.01 81 106 0.48 0.81 28 33.4 C

Exhibit 3-23 covers the peak direction on the arterial route. As an additional check on the operation, each intersection should be examined to determine whether or not any of the other movements experienced congestion. A check of all movements indicated that two movements within this facility were operating with oversaturated conditions.

  • Eastbound at Quail Roost Drive: The single lane on this approach is not able to accommodate the left, through, and right turning movements. The problem may be solved easily by the addition of one lane to this approach. The HCM analysis is very straightforward and does not merit further discussion as a separate problem in this case study.

  • Westbound at Biscayne Drive: Again, the problem is caused by a single lane that must accommodate all movements. In this case, there are some alternatives that arise with respect to lane utilization. These alternatives will be considered in Problem 6.

Apart from these two trouble spots, the arterial operation is very simple. Most of the intersections are operating satisfactorily without protected left turns on the cross street. There are much more complex arterial facilities covered in other case studies in this guide.

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