highway. Level of Service B Also indicates free flow, although the presence of other vehicles becomes noticeable. Average travel speeds are the same as in LOS A, but drivers have slightly less freedom to maneuver. Level of Service C The influence of traffic density of operations becomes marked. The ability to maneuver within the traffic stream is clearly affected by other vehicles. Level of Service D The ability to maneuver is severely restricted due to traffic congestion. Travel speed is reduced by the increasing volume. Only minor disruptions can be absorbed without extensive queues forming and the service deteriorating. Level of Service E Represents operations at or near capacity, at an unstable level. The densities vary, depending on the FFS. Vehicles are operating with the minimum spacing for maintaining uniform flow. Disruptions cannot be dissipated readily, often causing queues to form and service to deteriorate to LOS F. Level of Service F Represents forced or breakdown flow. It occurs either when vehicles arrive at a rate greater than the rate at which they are discharged or when the forecast demand exceeds the computed capacity of a planned facility. Cities and Counties throughout the region also use national standards published by the American Association of State Highway and Transportation Officials as well as the Local Agency Guidelines established by the Washington State Department of Transportation. These standards cover a wide variety of construction and operational standards. Performance Monitoring Performance monitoring should focus on the accuracy of the regional data and priorities compared to jurisdictional application and the ability of the participants to access alternative funding sources to complete regional priority projects. It is projected that those actions incorporated into the ongoing regional planning process will accurately monitor the implementation of the Regional Transportation Plan and lead to the overall success in addressing the significant transportation needs of the region. The graphs on the following pages were obtained from the County Road Administration Board’s Dashboard website, using 2012 reporting data. They demonstrate how the agencies in our region are making every effort to maintain a high level of performance in their transportation systems. Overview of Ownership, Surface Type, and Traffic Volume As demonstrated in the following data, the rural nature of the three counties in northeast Washington is very evident. All three counties show a majority of their roadways as being unpaved, including Stevens
highway. Level of Service B Also indicates free flow, although the presence of other vehicles becomes noticeable. Average travel speeds are the same as in LOS A, but drivers have slightly less freedom to maneuver. Level of Service C The influence of traffic density of operations becomes marked. The ability to maneuver within the traffic stream is clearly affected by other vehicles. Level of Service D The ability to maneuver is severely restricted due to traffic congestion. Travel speed is reduced by the increasing volume. Only minor disruptions can be absorbed without extensive queues forming and the service deteriorating. Level of Service E Represents operations at or near capacity, at an unstable level. The densities vary, depending on the FFS. Vehicles are operating with the minimum spacing for maintaining uniform flow. Disruptions cannot be dissipated readily, often causing queues to form and service to deteriorate to LOS F. Level of Service F Represents forced or breakdown flow. It occurs either when vehicles arrive at a rate greater than the rate at which they are discharged or when the forecast demand exceeds the computed capacity of a planned facility. Cities and Counties throughout the region also use national standards published by the American Association of State Highway and Transportation Officials as well as the Local Agency Guidelines established by the Washington State Department of Transportation. These standards cover a wide variety of construction and operational standards. Performance Monitoring Performance monitoring should focus on the accuracy of the regional data and priorities compared to jurisdictional application and the ability of the participants to access alternative funding sources to complete regional priority projects. It is projected that those actions incorporated into the ongoing regional planning process will accurately monitor the implementation of the Regional Transportation Plan and lead to the overall success in addressing the significant transportation needs of the region. The graphs on the following pages were obtained from the County Road Administration Board’s Dashboard website, using 2012 reporting data. They demonstrate how the agencies in our region are making every effort to maintain a high level of performance in their transportation systems. Overview of Ownership, Surface Type, and Traffic Volume As demonstrated in the following data, the rural nature of the three counties in northeast Washington is very evident. All three counties show a majority of their roadways as being unpaved, including Stevens
NEW-RTPO-RTP-2015-2019_Revised-Copy.docx