Switchco Holiday Inn Traffic 15331_rpt lttr_20160217 (2) ENGNEERS
Creighton
PLANNERS
SURVEYORS Morining
February 17,2016
SWITCHCO, LLC
Mr. Gerard Nudi
PO Box 503
Glens Falls, New York 12801
RE: Traffic Assessment,Exit 18 Hotel,Corinth Road,Town of Queensbury,Warren
County, NY;CM Project No. 115-331
Dear Mr. Nudi:
This letter summarizes a traffic assessment completed for the proposed construction of a
hotel located on the north side of Corinth, Road (County Road 28) between Big Bay Road and
the Interstate 87 Exit 18 interchange in the Town of Queensbury, Warren County. This
evaluation is based on information provided in the "Site Plan," prepared by Bohler
Engineering, dated January 15,,2016 (See Attachment A).
1.0 Project Description,
The proposed project includes the construction of a 55,200 square foot (SF) hotel with 100
rooms. Access to the site is proposed via a new access driveway to be constructed opposite
Big Bay Road at the signalized Corinth Road intersection. This new access roadway will be
constructed on the west side of a vacant parcel located in the northeast quadrant of the
Corinth Road/Big Bay Road intersection and will lead!, to the site located behind the existing
McDonald's. An easement from the driveway will be provided to access an adjacent vacant
parcel in order to facilitate future signalized access. The access driveway creating the north
leg to the Corinth Road intersection was anticipated and planned as part of the Corinth
RoadlMoin Street/Broad Street project (PIN 1753.80). The project is expected to be
completed and operational in 2017.The study area is shown on Figure 1.
2.0 Existing Conditions
Roadways Servingthe-Site
Corinth Road (CR 28) is a County road that provides east-west access from the Town of
Luzerne to the Interstate 87 Exit 18 interchange and is classified as an urban minor collector.
In the project vicinity, Corinth Road provides a single westbound travel lane, a center two-
way left-turn lane (TWLTL), and a single eastbound travel lane that widens to two through
travel lanes and a right-turn only lane at the Interstate 87 Exit 18 southbound ramp. A
sidewalk is provided along the, northern side of the road.The recently constructed TWLTL on
Corinth Road provides a refuge area for vehicles turning in and out of driveways along the
roadway. The posted speed limit is 35 mph in the vicinity of the Interstate 87 Exit 18
interchange and transitions to a 45 mph posted speed limit near Big Bay Road heading
westbound toward the Town of Luzerne. Land uses along Corinth Road include a mix of
commercial, residential, undeveloped land,churches,and health care facilities.
2 Wirners Orde
Adbany,NY 12205
518.44&0396
518,446.0397 111
www,crnefl11").com
Mr.Gerardl Nudi
February 17,2016
Page 2 of 6
Study Intersection
The Corinth Road/Big Bay Road intersection is a three-leg intersection controlled by an:
actuated traffic signal.The westbound Corinth Road approach provides an exclusive left turn
lane and a through lane while the eastbound Corinth Road approach provides a through lane
with shared right turn movements. The northbound Big Bay Road approach provides a single
lane for shared'! left and right turn movements. The intersection provides a sidewalk on the
north, side of Corinth Road and includes a marked crosswalk on the west leg of the
intersection with pedestrian push buttons, indicators, countdown timers, and a detectable
warning ramp on the north side of the street. As noted, the addition of the access roadway
creating the north leg of the intersection was planned for as part of the design,of the Corinth
RoodlMain Street/Broad Street project (PIN 175180), A review of the existing traffic signal
system, indicates that there are functioning signal', heads facing the north leg of the
intersection and that a future access road would need to include vehicle detection on the
southbound approach and a marked crosswalk with ADA compliant pedestrian
accommodations to cross the new leg of the intersection.
Transit Service and Pedestrian Accommodations
Transit service, in the study area is provided by Greater Glens Falls Transit (GGFT). GGFT
Route 7 is a one-way loop route travels westbound along Broad Street away from the City of
Glens Falls, turns,right onto Luzerne Road,turns left onto Vand:lusen Road, and,turns left onto
Corinth Road to travel eastbound back toward the City.There is an existing stop on the south
side of Corinth Road in front of the Taco Bell fast food restaurant and in the southwest
quadrant of the Corinth Road/Big Bay Road intersection; however, a rider can flag the bus
driver to stop at a corner or request a stop at any corner along the route. Route 7 provides
weekday service from 7:00 a.m. to 4:40 p.m. and provides Saturday service from 9:00 a.m.to
5:10 p.m.
Data Collection
The New York State Department of Transportation (NYSDOT) recorded daily traffic counts on
Corinth Road west of Big Bay Road in September 2011.The daily traffic count data is included
in Attachment B. A review of the data indicates that traffic on Corinth Road is approximately
10 to 17 percent higher during the AM peak hour (665 vehicles) and PM peak hour (710
vehicles) when compared to the midday Saturday peak hour (605 vehicles). While the
proposed development will generate slightly more traffic during the Saturday peak hour(see
Table 1 below), the AM and PM peak periods were evaluated as part of this analysis since
they correspond to peak commuter times on the adjacent roadway network and the worst-
case combined peak hour condition. Existing turning movement counts collected at the
Corinth Road/Big Bay Road intersection on Wednesday, May 20, 2015 during the morning
peak period from 7:001 to 9:00 a.m. and during the afternoon peak period from;4:00 to 6:00
p.m. were used in this study.The turning movement count is also included under Attachment
B. The existing peak hour traffic volumes are shown in Figure 2-1 and�, form the basis for all
traffic forecasts.
3.0 Traffic Assessment
Trip Generation
Trip generation determines the quantity of traffic expected to travel to/from a given!site.The
Institute, of Transportation Engineers (ITE) Trip Generation, 91h edition, is the industry
Mr.Gerard Nudii
February 17,20,16
Paige 3 of 6
standard used for estimating trip:generation for proposed land use based on data collected
at similar uses. The trip generation for the proposed project was estimated using land use
code (LUC) 310 for Hotel. Table I summarizes the trip generation estimate for the AM, PM,
and Saturday peak hours for comparison purposes.
Table I—Trip Generation Summary
otel—100 Rooms 31 R22 53 40 "32W72
The development is expected to generate 53 new vehicle trips during the AM peak hour, 60
new vehicle trips during the PM peak hour, and 72 new vehicle trips during the Saturday
peak hour. This is less than the NYSDOT and ITE threshold of 100 site generated vehicles on
any one approach for off-site intersection analysis. This guidance was developed as a tool to
identify locations where the magnitude of traffic generated has the potential to impact
operations at off site intersections and screen out locations from requiring detailed analysis
that do not reach the 100 vehicle threshold;therefore,the analysis of the site focused on the
Corinth Road/Big Bay Road intersection as this intersection will provide access into the site.
The AM and PM peak hour represents worst case conditions at the proposed site since they
coincide with the highest traffic volumes experienced on Corinth Road.
Future Traffic Volumes
To evaluate the impact of the proposed development, traffic projections were prepared for
the expected year of completion. Traffic projections were prepared for the anticipated year
of completion (2017) by applying a two percent per year growth rate to the existing traffic
volumes which is consistent with the Finial Design Report for the Corinth RoadlMain
Street/ road Street project (P,.I.N. 1753,80). In addition, a review of historical PM peak hour
turning movement counts conducted at the Corinth Road/Big Bay Road intersection in 2008,
2011, and 2015 indicate that traffic volumes have increased by approximately two percent
per year over the last several years. In addition to general background traffic growth, vehicle
trips associated with other developments in the project area were considered when
developing the No-Build traffic volumes. The, Town of Queensbury indicated that the
folliowing other developments should be included-
0 Storage Facility—Corinth Road
0' Carey l nd ustria I Park Ware hoiuse (30,000 SF)—Carey Road
0 Big Bay Hotel(89 rooms)—Big Bay Road
The 2017 No-Build traffic volumes are shown on Figure 2-2 and: represent the expected
traffic volumes in 2017 without construction of the proposed hotel. it is noted that a
combination of the general background growth and other development traffic volumes have
conservatively taken, into account all expected growth in the corridor that may occur over
the, next two years prior to the construction of the proposed project. The combined growth
scenario detailed above increased 2015 Existing traffic volumes by approximately 5Y2 percent
during the AM and PM peak hours on Corinth Road.
Mr.Gerard Nudi
February 17,2016
Page 4 of 6
Traffic generated by the proposed project was distributed to the adjacent roadways based on
existing observed travel patterns in the project area and the probable travel routes for
patrons and employees of the proposed development. It is expected that approximately
85percent of the proposed development traffic will travel to and from, the east on Corinth
Road while 15 percent will travel to and from the west on Corinth Roald,The trip distribution
patterns for the proposed development are shown on Figure 2-3 while the associated site
generated traffic volumes are shown on Figure 3-1.The site generated trips were then added
to the 2017 No-Build traffic volumes resulting in the 2017 Build traffic volumes for the
weekday AM and PM peak hours (Figure 3-2).
Traffic Operations
Intersection Level of Service (LOS) and capacity analysis relate traffic volumes,to the physical
characteristics,of an intersection,, Intersection evaluations were made using Synchro version
8 software which automates the procedures contained in the Highway Capacity Monu&
Table 2 summarizes the results of the level of service calculations for the proposed project.
The detailed level of service analyses are included in Attachment C.
Table 2—Level of Service Summary
Corinth
Corinth Road/Big Bay Road/ s PRE
Site Access Road
Corinth Road ES [LITR B(13.5) B(15.2) B(15.7) B(11.2) B.(11,8) 8(112)
Corinth Road WB L A(4.4) A(4.6) A(4.7) A(4,4) A(4.6) A(43)
T[R] A(15) A(3.7) A(3,9) A(19) A(4.1) A(4,4)
Big Bay Road NB, L[TJR C(22-5) C(218) C(2 3.9) B(18.0) 8(190) 8(19.0)
Site Access Road SB [LTR] I C(20,.3) 8(16.5)
overall B(11.2) 1 B(12-3) 8(12,6)
11 A(83) A(9.2) A(9.6)
S,U=Traffic Signal or Unsignahzed controlled intersection
EB,WB,NB,SB=Eastbound,Westbound,Northbound,and Southbound intersection approaches
L,T,R=Left turn,Through,and/or Right turn movements
X(Y-Y)=Level of service(Average delay in seconds per vehiide)
The level of service summary indicates that the Corinth Road/Big Bay Road intersection
currently operates at an overall LOS B/A during the AM and PM peak hours and will continue
to operate at the same overall levels of service during No-Build conditions with an increase in
overall delay of less than two seconds.
With the development of the proposed hotel, a north leg will be constructed at this
intersection. It is recommended that a two lane access driveway be constructed with a single
lane entering and exiting,, It is also recommended that eastbound left turns from Corinth
Road be permitted from the existing shared though/right turn lane. This intersection
currently operates, with an exclusive protected westbound left turn phase, an
eastbound/westbound through phase, and a northbound phase for left-andright turn;
movements. The addition of a fourth leg to the intersection will not add any additional
phases to the traffic signal cycle as it is recommended that the southbound approach
operate concurrently with the northbound Big Bay Road approach as a permitted phase.
Mr.Gerard Nudi
February 17,2016
Page 5 of 6
The level of service summary indicates that under Build conditions and after construction the
access driveway opposite Big Bay Road, this intersection will continue to operate at an
overall LOS B/A during,both peak hours with all movements operating at LOS C or better.The
95th percentile queue indicates that there will be approximately one vehicle in queue on the
southbouind approach during peak conditions which will not impact operations of a future
driveway associated with potential future development of the vacant parcel located in the
northeast quadrant of the intersection.
The distribution of travel in and out of the site will result in a maximum increase of
approximately 26 to 29 new AM and PM trips on any one approach at this intersection which
is less than the NYSlDOT and ITE threshold of 1010 site generated vehicles on any one
approach for off-site intersection analysis and less than typical daily traffic fluctuations at
intersections of ±10%. This intersection was included in the evaluation since it provides
access to the site and the development will change the existing geometry. The analysis
results showing minor impacts to the overall intersection operation confirm the, NYSDOT and
ITE volume threshold policies. It is recommended that the functional north leg of the
intersection be completed in order to provide access to the site. The new leg of the
intersection should include vehicle detection and a marked crosswalk with ADA compliant
pedestrian accommodations to cross the southbound intersection approach.
4.0 Conclusions
The proposed project includes the construction of a 55,2010 SF hotel with: 100 rooms located
on the north side of Corinth Road between Big Bay Road and the Interstate 87 Exit 18
interchange in the Town of Queensbury. The proposed project is expected to generate 53
new vehicle trips during the AM peak hour, 60 new vehicle trips during the PM peak hour,
and 72 new vehicle trips during the Saturday peak hour. Access to the site is proposed via a
new access driveway to be constructed opposite Big Bay Road at the signalized Corinth Road
intersection.Thiis,new access roadway will be constructed on the west side of a vacant parcel
located in the northeast quadrant of the Corinth Roadl/Big Bay Road intersection and will
lead to the site located behind the existing MdDonald's. An easement from the driveway will
be provided,to access an adjacent vacant parcel in order to facilitate future signalized access.
The access driveway creating the north leg to the Corinth Road intersection was anticipated
and planned as part of the Corinth RoodlMain Street/Broad Street project (PIN 1753.80).The
project is anticipated to be operational in 2017.The following conclusions are noted:
• With the development of the proposed hotel, a north leg will be constructed at the
Corinth Road/Big Bay Road intersection:. It is recommended that a two lane access
driveway be constructed with a single lane entering and exiting. It is also
recommended that eastbound left turns from Corinth Road be permitted from the
existing shared though/right turn! lane. This intersection currently operates with an
exclusive protected westbound left turn phase, an eastbound/westbound through
phase, and a northbound phase for left-and right turn movements.The addition of a
fourth leg to the intersection will not add any additional phases to the traffic signal]
cycle as it is recommended that the southbound approach operate concurrently with
the northbound Big Bay Road approach as a permitted phase.
• The level of service analysis indicates that the signalized Corinth Road/Big Bay Road
intersection, operates at an overall LOS B/A during the AM and PM peak hours with
all movements operating at LOS C or better through Build conditions, No
M'r,Gerard Nodi
February 17,2016
Page 6 of 6
adjustments to the traffic signal timing are required to accommodate development
of the site; however, vehicle detection will need to be installed on the new north leg
of the intersection, and a markedi crosswalk with ADA compliant pedestrian
accommodations will be required!!to cross the new leg of the intersection.
Please call with any questions and to discuss the next steps.
Respectfully submitted,
Creighton Manning Engineering, LLP
Wendy ,JHlsberger, P.E., PTE Mark Nadolny
Associate Project Engineer
cA Joshua:O'Con nor—Boh le r Engineering
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DATE. 01/2016 FIGURE: 03
Attachment A
Site Plan
Exit 18 Hotel
Town of Queensbury, New York
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Attachment B
Traffic Volume Data
Exit 18 Hotel
Town of Queensbury, New York
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Attachment C
Level of Service Analysis
Exit 18 Hotel
Town of Queensbury, New York
LOS Definitions
The following is an excerpt from the 2010 Highway Capacity Manual (HCM).
Level of Service for Signalized Intersections
Level of Service (LOS) can be characterized for the entire intersection, each intersection
approach, and each lane group. Control delay alone is used to characterize LOS for the
entire intersection or an approach. Control delay and volume-to-capacity (v/c) ratio are
used to characterize LOS for a lane group. Delay quantifies the increase in travel time due
to traffic signal control. It is also a surrogate measure of driver discomfort and fuel
consumption. The v/c ratio quantifies the degree to which a phase's capacity is utilized by
a lane group. The following paragraphs describe each LOS.
LOS A describes operations with a control delay of 10 s/veh or less and a v/c ratio no
greater than 1.0. This level is typically assigned when the v/c ratio is low and either
progression is exceptionally favorable or the cycle length is very short. If it is due to
favorable progression, most vehicles arrive during the green indication and travel through
the intersection without stopping.
LOS B describes operations with control delay between 10 and 20 s/veh and a v/c ratio no
greater than 1.0. This level is typically assigned when the v/c ratio is low and either
progression is highly favorable or the cycle length is short. More vehicles stop than with
LOS A.
LOS C describes operations with control delay between 20 and 35 s/veh and a v/c ratio no
greater than 1.0. This level is typically assigned when progression is favorable or the cycle
length is moderate. Individual cycle failures (i.e., one or more queued vehicles are not able
to depart as a result of insufficient capacity during the cycle) may begin to appear at this
level. The number of vehicles stopping is significant, although many vehicles still pass
through the intersection without stopping.
LOS D describes operations with control delay between 35 and 55 s/veh and a v/c ratio no
greater than 1.0. This level is typically assigned when the v/c ratio is high and either
progression is ineffective or the cycle length is long. Many vehicles stop and individual
cycle failures are noticeable.
LOS E describes operations with control delay between 55 and 80 s/veh and a v/c ratio no
greater than 1.0. This level is typically assigned when the v/c ratio is high, progression is
unfavorable, and the cycle length is long. Individual cycle failures are frequent.
LOS F describes operations with control delay exceeding 80 s/veh or a v/c ratio greater than
1.0. This level is typically assigned when the v/c ratio is very high, progression is very poor,
and the cycle length is long. Most cycles fail to clear the queue.
A lane group can incur a delay less than 80 s/veh when the v/c ratio exceeds 1.0. This
condition typically occurs when the cycle length is short, the signal progression is favorable,
or both. As a result, both the delay and v/c ratio are considered when lane group LOS is
established. A ratio of 1.0 or more indicates that cycle capacity is fully utilized and
represents failure from a capacity perspective (just as delay in excess of 80 s/veh
represents failure from a delay perspective).
Level of Service Criteria for Unsignalized Intersections
Level of service (LOS) for Two-Way Stop-Controlled (TWSC) intersections is determined by
the computed or measured control delay. For motor vehicles, LOS is determined for each
minor-street movement (or shared movement) as well as major-street left turns by using
criteria given in Exhibit 19-1. LOS is not defined for the intersection as a whole or for
major-street approaches for three primary reasons: (a) major-street through vehicles are
assumed to experience zero delay; (b) the disproportionate number of major-street
through vehicles at a typical TWSC intersection skews the weighted average of all
movements, resulting in a very low overall average delay for all vehicles; and (c) the
resulting low delay can mask important LOS deficiencies for minor movements. LOS F is
assigned to the movement if the volume-to-capacity (v/c) ratio for the movement exceeds
1.0, regardless of the control delay.
The LOS criteria for TWSC intersections are somewhat different from the criteria used in
Chapter 18 for signalized intersections, primarily because user perceptions differ among
transportation facility types. The expectation is that a signalized intersection is designed to
carry higher traffic volumes and will present greater delay than an unsignalized
intersection. Unsignalized intersections are also associated with more uncertainty for
users, as delays are less predictable than they are at signals, which can reduce users' delay
tolerance.
The LOS criteria for All-Way Stop-Controlled (AWSC) intersections are given in Exhibit 20-2.
LOS F is assigned if the v/c ratio of a lane exceeds 1.0, regardless of the control delay. For
assessment of LOS at the approach and intersection levels, LOS is based solely on control
delay.
Exhibits 19-1/20-2:
Level-of-Service Criteria for Stop Controlled Intersections
Control Delay(s/veh) LOS by Volume-to-Capacity Ratio
v/c<1.0 v/c>1.0
10.0 A F
>10.0 and<15.0 B F
>15.0 and<25.0 C F
>25.0 and<35.0 D F
>35.0 and<50.0 E F
>50.0 F F
HCM 2010 Signalized Intersection Summary 1: Big Bay Road & Corinth Road
115-331 Exit 18 Hotel 2015 Existing AM Peak
Lane Configurations � � '� �' `�'
Volume(veh/h) 1 666 f6 124 309 0 38 0 148 0' 0' 0
Number 5 2 12 1 6 16 3 8 18 7 4 14
Initial Q(Qb),veh 0+ 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus,Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Adj Sat Flow,veh/h/In 1900 1843 1900 1810 1792 1900 1900 1769 1900 1900 1863 1900
Adj Flow Rate,veh/h 1 709 16 132 329 0 40 0 110 ' 0 0' 0
Adj No.of Lanes 0 1 0 1 1 0 0 1 0 0 1 0
Peak Hour Factor 0,94 0.94 0.94 0.94 0.94 0.94 ' 0.94 0.94 0.94 0,94-- 0.94' 0.94
Percent Heavy Veh,% 3 3 3 5 6 6 2 2 2 2 2 2
Cap,veh/h 72' 842 19 533' 1200 -- 0 129 14 143' 0 245 0
Arrive On Green 0.47 0.47 0.47 0.10 0.67 0.00 0.13 0.00 0.13 0.00 0.00 0.00
Sat Flow,veh/h 0: 1795 40 1723 1792 0 292 _ 104 1088 0 1863' 0
Grp Volume(v),veh/h 726 0 0 132 329 0 150 0 0 0 0 0
Grp Sat Flow(s),veh/h/In 1836 0' 0 1723 1792 0 1484 0 0 0 1863 0
Q Serve(g_s),s 0.0 0,0 0.0 1.6 3.7 0.0 3.2 0.0 0.0 0.0 0.0 0.0
Cycle Q Clear(g_c),s 17.4 0,0 0.0 1.6 3.7 0.0 ' 4.9 0.0 0.0 0.0 0.0 0.0
Prop In Lane 0.00 0.02 1.00 0.00 0.27 0.73 0.00 0.00
Lane Grp Cap(c),veh/h 933 _ 0 0 533 1200 _ 0 286 0 0 0 245 0
V/C Ratio(X) 0.78 0.00 0.00 0.25 0.27 0.00 0.52 0.00 0.00 0.00 0.00 0.00
Avail Cap(c_a),veh/h 1352 0 0 875 1964 0 820 0 0 0 928 0
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
UpstreamFilter(I) 1.00' 0.00 0.00 1:00 1.00 0.00 1.00 0.00 0.00'_ 0.00 ' 0.00 0.00
Uniform Delay(d),s/veh 11.7 0.0 0.0 4.1 3.4 0.0 21.0 0.0 0.0 0.0 0.0 0.0
Incr Delay(Q),s/veh 1.8 0.0 0.0 0.2 ` 0.1 0.0 1.5 0.0 0.0 0.0 0.0 0.0
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%vile BackOfQ(50%),veh/In 9.1 0.0 0.0 0.8 1.9 0.0 2.1 0.0 0.0 0.0 0.0 00
LnGrp Delay(d),s/veh 13.5 0.0 0.0 4.4 3.5 0.0 22.5 0.0 0.0 0.0 0.0 0.0
LnGr2 LOS B A A C
Approach Vol,veh/h 726 461 150 0
Approach Delay,s/veh 13..:5 3.7 22.5 0,0
Approach LOS B A C
Assigned Phs 1 2 4 6 8
Phs Duration(G+Y+Rc),s 10.0 28.5 11.6 38.6 11.6
Change Period(Y+Rc),s 5.0 5.0 5.0 5.0 5.0
Max Green Setting(Gmax),s 15.0 35.0 25.0 55.0 25.0
Max Q Clear Time(g_c+I1),s 3.6 19.4 0.0 5.7 6.9
Green Ext Time(p-c),s 0.3 4.1 0.0 5.0 0.7
HCM 2010 Ctrl Delay 11.2
HCM 2010 LOS B
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HCM 2010 Signalized Intersection Summary 1: Big Bay Road/Site Dwy & Corinth Road
115-331 Exit 18 Hotel 2017 No-Build AM Peak
t +� T �+ d
Lane Configurations � � �' �' '�'
Volume(vehlh) 1 697 20 133 329 0_ 42 0 157 0 0 0
Number 5 2 12 1 6 16 3 8 18 7 4 14
Initial Q(Qb),veh -0 0 0 0- 0 0 0 0' 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus,Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00` 1.00
Adj Sat Flow,veh/h/In 1900 1843 1900 1810 1792 1900 1900 1770 1900 1900 1900 1900
Adj Flow Rate,veh/h 1. 741 20 141 350 0 45 0 118 0 0 0
Adj No.of Lanes 0 1 0 1 1 0 0 1 0 0 1 0
Peak Hour Factor 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0,94 0.94
Percent Heavy Veh,% 3 3 3 5 6 6 2 2 2 0 0 0
Cap,veh/h 67 860 23 501 1205 0 128 15 152 0 270 0
Arrive On Green 0.48 0.48 0.48 0.10 0.67 0.00 0.14 0.00 0.14 0.00 0.00 0.00
Sat Flow,veh/h 0 1786 48 1723 1792 0 301 108 1074 0 1900 0
Grp Volume(v),veh/h 762 0 0 141 350 0 163 0 0 0 0 0
Grp Sat Flow(s),veh/h/In, 1834 0 0 1723 1792 0 1484 0 0 0 1900 0
Q Serve(g_s),s 0.0 0.0 0.0 1.8 4.3 0.0 3.8 0,0 0.0 0.0 0.0 0.0
Cycle Q Clear(g_c),s 19.8 0.0 0.0 1.8 4.3 0.0 5.7 00 0.0 0.0 0.0 0.0
Prop In Lane 0.00 0.03 1.00 0.00 0.28 0.72 0.00 0.00
Lane Grp Cap(c),veh/h 951 0 0 501 1205 0 296 0 0 0 270' 0
V/C Ratio(X) 0.80 0.00 0.00 0.28 0.29 0.00 0.55 0.00 0.00 0.00 0.00 0.00
Avail Cap(c_a),veh/h 1258 0 0 812 1830 0 765 0 0 0 882 0
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 0.00 0.00 1.00 1.00 0.00 1.00 0.00 0.00 0.00 0.00 0.00
Uniform Delay(d),s/veh 12.4 0.0 0.0 4.3 3.6 0.0 22.2 0.0 0.0 0.0 0.0 0.0
Incr Delay(Q),s/veh 2.8 0.0 0.0 0.3 0.1 0.0 1.6 0.0 0.0 0.0 0.0 0.0
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
We BackOfQ(50%o),veh/In 10.7 00 0.0 0.9 2.1 0.0 2.4 0.0 0.0 0.0 0.0 0.0
LnGrp Delay(d),s/veh 15.2 0.0 0.0 4.6 3.7 0.0 23.8 0.0 0.0 0.0 0.0 0.0
LnGr LOS B A A C
Approach Vol,veh/h 762 491 163 0
Approach Delay,s/veh 15.2 _ 4.0 _ 23.8 00
Approach LOS B A C
Assigned Phs 1 2 4 6 8
Phs Duration(G+Y+Rc),s 10.3 31.0 12.6 41.2 12.6'
Change Period(Y+Rc),s 5.0 5.0 5.0 5.0 5.0
Max Green Setting((Gmax),s 15.0 35:0 25.0 55.0 25.0`
Max Q Clear Time(g_c+l l),s 3.8 21.8 0.0 6.3 7.7
Green Ext Time(p-c),s 0.3 4.1 0.0 5.4 ` 0.7
HCM 2010 0,trl'Delay 12.3
HCM 2010 LOS D
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HCM 2010 Signalized Intersection Summary 1: Big Bay Road/Site Dwy & Corinth Road
115-331 Exit 18 Hotel 2017 Build AM Peak
Lane Configurations 4+
Volume(veh/h) b: 697 20 133 329 26 42'' 0 157 19, 0 3
Number 5 2 12 1 6 16 3 8 18 7 4 14
Initial Q(Qb),veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus,Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00_ 1.00
Adj Sat Flow,veh/h/In 1900 1843 1900 1810 1797 1900 1900 1770 1900 1900 1900 1900
Adj Flow Rate,veh/h 5 741 20 141' 350 26 45 0 119 20 0° 3
Adj No.of Lanes 0 1 0 1 1 0 0 1 0 0 1 0
Peak Hour:Factor 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94` 0.94 0.94 0.94 0.94
Percent Heavy Veh, % 3 3 3 5 6 6 2 2 2 0 0 0
Cap,veh/h 67 861 23 494 1108 82 127 17 159 293 9 27
Arrive On Green 0.48 0.48 0.48 0.10 0.67 0.67 0.15 0.00 0.15 0.15 0.00 0.15
Sat Flow,veh/h 3 1782 48 1723 1653 123 295 112 1077` 1157 60 182
Grp Volume(v),veh/h 766 0 0 141 0 376 164 0 0 23 0 0
Grp Sat Flow(s),veh/h/In 1832 0 0 1723 0 1776 1484 0 0 1399 0 0
Q Serve(g_s),s 0.0 0.0 0.0 1.9 0.0 4.9 3.6 0.0 0.0 0.0 0.0 0.0
Cycle Q Clear(g_c),s 20.4 0.0 0.0 1.9 OA 4.9 5.8 0.0 0.0 0.7 0.0' 0.0
Prop In Lane 0.01 0.03 1.00 0.07 0.27 0.73 0.87 0.13
Lane Grp Cap(c),veh/h 951' 0` 0 494 0- 1190 303 0 0 329 0 0
V/C Ratio(X) 0.81 0.00 0.00 0.29 0.00 0.32 0.54 0.00 0.00 0.07 0.00 0.00
Avail Cap(c_a),veh/h 1231' 0 0 798 0 1776 749 0 0 736 0 0
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(l)' 1.00 0.00 0.00 1.00 0.00` 1.00 1.00 0.00 0.00 1.00 0`00 0.00
Uniform Delay(d),s/veh 12.6 0.0 0.0 4.4 0.0 3.8 22.4 0.0 0.0 20.2 0.0 0.0
Incr Delay(Q),s/veh 3.1 0.0 0.0 0.3 0.0' 0.2 1.5 0.0 0.0 0.1 0.0 0.0
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%o),veh/In 11.0 0.0 0.0 0.9 0.0 2.3 2.5 0.0 _ 0.0 0.3 r 0.0 0.0
LnGrp Delay(d),s/veh 15.7 0.0 0.0 4.7 0.0 3.9 23.9 0.0 0.0 20.3 0.0 0.0
LnGr LOS B A A C C
Approach Vol,veh/h 766 517 164 23
Approach Delay,"s/veh 15.7 4.2 23.9 20.3
Approach LOS B A C C
Assigned Phs 1 2 4 6 8
Phs Duration(G+Y+Rc),s 10.3 31.6 13.1 41.9 13.1,
Change Period(Y+Rc),s 5.0 5.0 5.0 5.0 5.0
Max Green Setting(Gmax),;s 15`.0 35.0 25.0 55.0 25.0
Max Q Clear Time(g_c+ll),s 3.9 22.4 2.7 6.9 7.8
Green Ext Time(p-c),s 0.3 42 1.0 5.6 0.9
HCM 2010 Ctrl Delay 12.6
HCM 2010 LOS B
Creighton Manning Engineering, LLP Synchro 8- Report
NETWORKbuam.syn Page 1
HCM 2010 Signalized Intersection Summary 1: Big Bay Road & Corinth Road
115-331 Exit 18 Hotel 2015 Existing PM Peak
Lane Configurations 4*
Volume(veh/h) 1 499 20 109 439 0 45 0 142 0 0 0
Number 5 2 12 1 6 16 3 8 18 7 4 14
Initial Q(Qb),veh 0 0 0 0 0 0 0 0 0 0 0; 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus,Adj 1.00 1.00 1.00 1.00 1.00 1.00 "'1.00 1.00" 1.00 1.00 1.00 1.00
Adj Sat Flow,veh/h/In 1900 1833 1900 1810 1881 1900 1900 1844 1900 1900 1863 1900
Adj Flow Rate,veh/h 1 509 19 111 448 0 46 0 97 0 0 0
Adj No.of Lanes 0 1 0 1 1 0 0 1 0 0 1 0
Peak Hour Factor 0.98 0.98 0.98 0.98 0.98 0,98 0.98 0.98 0.98 0.98 0.98 0.98
Percent Heavy Veh,% 3 3 3 5 1 1 2 2 2 2 2 2
Cap,veh/h 90` 696 26 651 1180 0 169 11 129 0 231 0
Arrive On Green 0.40 0.40 0.40 0.11 0.63 0.00 0.12 0.00 0.12 0.00 0.00 0.00
Sat Flow,veh/h 1 1755 65 1723 1881 0 405 88 1039 0- 1863 0
Grp Volume(v),veh/h 529 0 0 111 448 0 143 0 0 0 0 0
Grp Sat Flow(s),veh/h/In 1821 0 0 1723 11881 0 1531 0, 0' 0 1863 0
Q Serve(g_s),s 0.0 0.0 0.0 1.2 4.7 0.0 2.8 0.0 0.0 0.0 0.0 0.0
Cycle Q Clear(g_c),s 9.9 0;,0 0.0 1.2 4.7 0.0 3.6 0.0 0.0 0.0 0.0` 0.0
Prop In Lane 0.00 0.04 1.00 0.00 0.32 0.68 0.00 0.00
Lane Grp Cap(c),veh/h 812 0 0 651 1.180 -0 308 0 0 0., 231 0
V/C Ratio(X) 0.65 0.00 0.00 0.17 0.38 0.00 0.46 0.00 0.00 0.00 0.00 0.00
Avail Cap(c_a),veh/h 1677 0 0 1112 2578 0 1061 0 0" 0' 1207 0
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 0.00 0.00 1.00` 1.00 0.00 1.00 0.00 0.00 0.00 0.00 0.00
Uniform Delay(d),s/veh 10.3 0.0 0.0 4.3 3.7 0.0 17.0 0.0 0.0 0.0 0.0 0.0
Incr Delay(d2),s/veh 0.9 0.0 0.0 0.1 0.2 0.0 1;1 0.0 0.0 0.0 0.0 0.0
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/In 5.1 0.0 0.0 0.6 2.4 0.0 1.6 0.0 0.0 0.0 0.0 0.0
LnGrp Delay(d),s/veh 11.2 0.0 0.0 4.4 3.9 0.0 18.0 0.0 0.0 0.0 0.0 0.0
LnGrp LOS' B A A B
Approach Vol,veh/h 529 559 143 0
Approach Delay,s/veh 11`:2 4.0 18:0 0.0
Approach LOS B A B
Assigned Phs 1 2 4 6 8
Phs Duration(G+Y+Rc),s 9.3 20.9 10.0 30.2 10.0
Change Period(Y+Rc),s 5.0 5.0 "5 5.0 5.0
Max Green Setting!(Gmax)„s 15.0 35.0 26 55.0 25.0
Max Q Clear Time(g_c+I1),s 3.2 11.9 0.0 6.7 5.6
Green Ext Time(p-c),s 0.2 40 0.0 4.2 0.6
HCM 2010 Ctrl Delay 8.7
HCM 2010 LOS A
*HCM 2010 computational engine requires equal clearance times for the phases crossing the barrier,
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HCM 2010 Signalized Intersection Summary 1 : Big Bay Road/Site Dwy & Corinth Road
115-331 Exit 18 Hotel 2017 No-Build PM Peak
Lane Configurations ► .�►
Volume(veh/h) 1 528 24 117 461 0 50 0 152 0 0 0
Number 5 2 12 1 6 16 3 8 18 7 4 14
Initial Q(Qb),veh 0 0 0 0 0 0 0 0 0'_ 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus,Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00` 1.00 1.00; 1.00 1.00
Adj Sat Flow,veh/h/In 1900 1832 1900 1810 1881 1900 1900 1844 1900 1900 1900 1900
Adj Flow Rate,veh/h 1 539 22 119 470 0 51 0 105' 0" 0 0
Adj No.of Lanes 0 1 0 1 1 0 0 1 0 0 1 0
Peak Hour Factor 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98' 0.98 0.98
Percent Heavy Veh,% 3 3 3 5 1 1 0 0 0 0 0 0
Cap,veh/h 84 715 29 622 1189 0 165' 14 140 0 257 0
Arrive On Green 0.41 0.41 0.41 0.11 0.63 0.00 0.14 0.00 0.14 0.00 0.00 0.00
Sat Flow,veh/h 1 1747 71 1723 ' 1881 0' 400 101: 1033 0. 1900 0
Grp Volume(v),veh/h 562 0 0 119 470 0 156 0 0 0 0 0
Grp Sat Flow(s),veh/h/In 1819 0 0 1723 1881 0 1534 0 0 0. 1900 0
Q Serve(g_s),s 0.0 0.0 0.0 1.4 5.3 0.0 3.1 0„0 0.0 0.0 0.0 0.0
Cycle Q Clear(g_c),s 11.3 0.0 0.0 1.4 5.3 0.0 4.2 0„0 0.0 0.0 0.0 0`.0
Prop In Lane 0.00 0.04 1.00 0.00 0.33 0.67 0.00 0.00
Lane Grp;Cap(c),veh/h 829 0 0 622 1189 _ 0 319 0 0 0 257 ,0
V/C Ratio(X) 0.68 0.00 0.00 0.19 0.40 0.00 0.49 0.00 0.00 0.00 0.00 0.00
Avail Cap(c_a),veh/h 1566 0 0 1042 2411 0 993 0 0 0' 1107 0
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 0.00 0.00 1.00 1.00 0.00 1.00 _ 0.00' 0.00 0.00 0.00 0.00
Uniform Delay(d),s/veh 10.8 0.0 0.0 4.4 3.9 0.0 17.8 0.0 0.0 0.0 0.0 0.0
Incr Delay(Q),s/veh 1.0 0.0 0.0 0.1 0.2 0.0 1.2 0.0 0.0 0.0 00 00
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%vile BackOfQ(50%),veh/In 5.8 0.0 0.0 0.7 2.7 0.0 1.9 0.0 0.0 0.0; 0.0 0.0
LnGrp Delay(d),s/veh 11.8 0.0 0.0 4.6 4.1 0.0 19.0 0.0 0.0 0.0 0.0 0.0
LnGrp LOS B A A B
Approach Vol,veh/h 562 589 156 0
Approach Delay,s/veh 11.8 4.2 19.0 - 0,0
Approach LOS B A B
Assigned Phs 1 2 4 6 8
Phs Duration(G+Y+Rc),s 9.5 22.6 10.8 32.1 10.8
Change Period(Y+Rc),s 5.0 5.0 5.0 5.0 5.0
Max Green Setting`(Gmax),,s 15.0 35.0 25.0 55.0 25.0
Max Q Clear Time(g_c+I i),s 3.4 13.3 0.0 7.3 6.2
Green Ext Time(p-c),s 02 4.2 0.0 4.6 0.7
HCM 2010 Ctrl Delay 9.2
HCM 2010 LOS A
Creighton Manning Engineering,LLP Synchro 8- Report
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HCM 2010 Signalized Intersection Summary 1: Big Bay Road/Site Dwy & Corinth Road
115-331 Exit 18 Hotel 2017 Build PM Peak
Lane Configurations 4 14 +
Volume(veh/h) 5 528 24 117 461 26 50 0 152 25' 0 4
Number 5 2 12 1 6 16 3 8 18 7 4 14
Initial Q(Qb),veh 0 0 0 0 0 0 0 0 0, 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus,Adj 1.00 1.00 1.00 1.00 1,00 1.00 1.00' 1.00 1.00 1.00 1.00 1.00
Adj Sat Flow,veh/h/In 1900 1832 1900 1810 1882 1900 1900 1844 1900 1900 1900 1900
Adj Flow Rate,veh/h' 5 539 23 119 470, 25' 51 0 107 26 0 4
Adj No.of Lanes 0 1 0 1 1 0 0 1 0 0 1 0
Peak Hour Factor- 0,98 0.98 0.98' 0.98 0.98 0.98 0.98 0.98 0.98. 0.98 0.98 0.98
Percent Heavy Veh,% 3 3 3 5 1 1 0 0 0 0 0 0
Cap,veh/h 84 715 30 610_ 1113 59 163 17 152' 347 11 32
Arrive On Green 0.41 0.41 0.41 0.10 0.63 0.63 0.15 0.00 0.15 0.15 0.00 0.15
Sat Flow,veh/h 4 1738 74 1723 1771 94 381 115 1041 1336 76 217
Grp Volume(v),veh/h 567 0 0 119 0 495 158 0 0 30 0 0
Grp Sat Flow(s),veh/h/In 1815 0 0 1723; 0 1866 1537 0, 0 1630_ 0 0
Q Serve(g_s),s 0.0 0.,.0 0.0 1.4 0.0 5.9 2.9 0.0 0.0 0.0 0.0 0.0
Cycle Q Clear(g_c),s 11.8 0„0_ 0.0 ;1.4 0.0 5.9 4.3 0.0 0.0 06 0.0 0`0
Prop In Lane 0.01 0.04 1.00 0.05 0.32 0.68 0.87 0.13
Lane Grp Cap(c),veh/h 829 0' 0 610 0 1172_ 332 0. 0 390 0 0
V/C Ratio(X) 0.68 0.00 0.00 0.20 0.00 0.42 0.48 0.00 0.00 0.08 0.00 0.00
Avail Cap(c_a),veh/h 1511 0 0 1014 0 2316 962 0. 0 951 0 0
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 0.00 0.00 1.00 0.00 1.00 1.00 0.00 0.00 1.00 0.00 0.00
Uniform Delay(d),s/veh 11.2 0.0 0.0 4.6 0.0 4.2 17.9 0.0 0.0 16.4 0.0 0.0
Incr Delay(d2),s/veh 1.0 0.0 0.0 0.2 0.0 0.2 1.1 0.0 0.0 0.1 0.0 0.0
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%o),veh/In 6.1 0.0 0.0 0.7 0.0 3.1_ 1.9 0.0 0.0 0.3 0.0 0.0
LnGrp Delay(d),s/veh 12.2 0.0 0.0 4.7 0.0 4.4 19.0 0.0 0.0 16.5 0.0 0.0
LnGrp LOS B A A B B>
Approach Vol,veh/h 567 614 158 30
Approach Delay,s/veh 12..2 „4.5 19.0 16.5
Approach LOS B A B B
Assigned Phs 1 2 4 6 8
Phs Duration(G+Y+Rc),s 9.6 23.2 11.5' 32.8 11.5
Change Period(Y+Rc),s 5.0 5.0 5.0 5.0 5.0
Max Green Setting;(Gmax),`s 15.0 35'.0 25.0 55.0 25.0
Max Q Clear Time(g_c+I1),s 3.4 13.8 2.6 7.9 6.3
Green Ext Time(p-c),s 0.2 4.4 1.0 4.8 0.9
HCM 2010 Ctrl Delay 9.6
HCM 2010 LOS A
Creighton Manning Engineering, LLP Synchro 8- Report
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