Quaker Traffic Study February 2017 Traffic Impact Study Proposed Fastrac Development—Town of Queensbury
Proposed Fastrac Development
Route 254 @ Dix Avenue, Town of Queensbury, NY
The proposed development is located on the northeast corner of the intersection of
Route 254 with Dix Avenue in the Town of Queensbury, NY. The site is currently
occupied by the Binley Florist & Garden Center, which will be removed. The proposed
development includes a Fastrac convenience store with 8 fuel pumps (16 fueling
positions). Access is planned via one full access driveway to Dix Avenue opposite the
Stewart's Shop driveway and one full access driveways to Route 254 where the existing
Binley driveway is located.
TRAFFIC IMPACT STUDY
Prepared in Accordance With
Chapter 5 of the NYSDOT Highway Design Manual (HDM)
Prepared By:
T Consulting
S 1396 White Bridge Road
Chittenango, NY 13037
February 2017
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Note: It is a violation of law for any person, unless they are acting under the direction of a licensed
professional engineer, architect, landscape architect, or land surveyor, to alter an item in any way. If an
item bearing the stamp of a licensed professional is altered, the altering engineer, architect, landscape
architect, or land surveyor shall stamp the document and include the notation "altered by" followed by
their signature, the date of such alteration, and a specific description of the alteration.
This report is based on the NYSDOT TIS Shell revised on 5/16/2014.
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February 2017 Traffic Impact Study Proposed Fastrac Development—Town of Queensbury
Table of Contents
1.0 SUMMARY OF TRAFFIC IMPACTS.....................................................................................................3
2.0 Operational Data ...................................................................................................................................3
2.1 Travel Speeds ................................................................................................3
2.2 Traffic Gap Data.............................................................................................................................3
2.3 Traffic Queue Data.........................................................................................................................4
2.4 Driveway Sight Distance................................................................................................................4
3.0 CAPACITY ANALYSIS..........................................................................................................................5
3.1 Growth Rates .................................................................................................................................6
3.2 Existing Volumes............................................................................................................................6
3.3 Projected Trip Generation & Distribution .......................................................................................7
3.4 Internal Circulation .........................................................................................................................8
3.5 Traffic Control Device Data............................................................................................................8
3.6 Capacity Analysis for Existing Condition........................................................................................8
3.7 Capacity Analysis for Background Condition.................................................................................8
3.8 Capacity Analysis for Proposed Build Condition............................................................................8
3.9 Mitigation Measures.......................................................................................................................9
4.0 CRASH ANALYSIS ...............................................................................................................................9
4.1 Existing Crash Data .......................................................................................................................9
4.2 Compare Rates to Accepted Values............................................................................................ 10
APPENDICIES............................................................................................................................................ 11
A Site Plan
B AADT &Speed Data
C Gap Data
D Traffic Counts
E Background Growth Rates Calculations
F Traffic Volume Figures 1-7
G Trip Generation Calculations
H Level of Service &Queue Summary
I Accident Analysis
J Capacity Analysis Printouts
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February 2017 Traffic Impact Study Proposed Fastrac Development—Town of Queensbury
1.0 Summary of Traffic Impacts
A. A capacity analysis was performed per the NYSDOT Highway Design Manual Chapter 5.
(Refer to Section 3 of this report):
The analysis indicates that an overall Level of Service C can be maintained from the existing
condition at the signalized intersection of Route 254 with Dix Avenue during both peak hours.
The results do indicate the potential for the westbound left/through movement on Dix Avenue
to have longer delays during the evening peak hour, with a projected drop in Level of Service
from E to F. It is noted that site generated traffic destined for Route 254 southbound has
multiple options to avoid longer delays such as using the Route 254 driveway to exit the site
or using Highland Avenue to the east to travel south toward Route 254.
The unsignalized intersections of the site driveways with Route 254 and Dix Avenue are both
projected to operate at Level of Service C or on the side approaches with minimal delays on
the main roadways.
There are sufficient gaps in traffic on both Route 254 and Dix Avenue to accommodate the
proposed development traffic. While it is noted that traffic queues on Route 254 will
consistently block vehicles from turning left out of the site when the signal is red on Route
254, the occasional left turning vehicle will be able to follow the traffic queue through the
signalized Dix Avenue intersection as the queues clear the driveway. There are excellent
sight lines from each driveway location and no concerns with safety of access.
There are no mitigation measures recommended.
B. A crash analysis was performed per Highway Design Manual Chapter 5 which does identify a
high accident location at the intersection of Route 254 with Dix Avenue. Refer to Section 4 of
this report.
2.0 Operational Data
2.1 Travel Speeds
The posted speed limits in the study area are 40 mph on Route 254 and 35 mph on Dix Avenue. Existing
851h percentile speed data was taken from the NYSDOT Traffic Data Viewer for Route 254. The posted
speed limit and the off-peak 851h percentile speed, determined based on NYSDOT Highway Design
Manual Chapter 5, Section 5.2, are shown in the table below.
Exhibit 1
Speed Data
Street Name Limits posted Speed Actual Operating
(From— To) Speed
Route 254 Route 9L — 40 mph NB—47.5 mph
(900 feet E of Sanford) Dix Avenue SB—48.0 mph
2.2 Traffic Gap Data
Gap data was collected to assess the ability for vehicles to turn in and out of the proposed driveways on
both Route 254 and Dix Avenue. In order for a vehicle to turn right out of a driveway, or left into the
driveway, the vehicle only requires a gap in the northbound direction on Route 254 or the westbound
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February 2017 Traffic Impact Study Proposed Fastrac Development—Town of Queensbury
direction on Dix Avenue. A vehicle requires a gap in traffic in both directions at the same time to turn left
out of the site driveway onto either roadway. These gaps in traffic were observed and timed on Route
254 and Dix Avenue at the site driveway locations during both the morning and evening traffic count
periods. The gaps were then converted to a number of vehicles that could turn left or right out of each
site driveway during each gap and then totaled for the peak hour. For example, one vehicle can turn from
a driveway with a 6-9 second gap in traffic, two can turn with a 10-13 second gap, 3 with a 14-17 second
gap, 4 with an 18-19 second gap, etc.
Based on the gap data collected, there are sufficient gaps in traffic to accommodate approximately 400-
500 or more vehicles turning right onto Dix Avenue during the morning and evening peak hours. There
are sufficient gaps to accommodate approximately 325 vehicles turning right onto Route 254 during both
peak hours. There were sufficient gaps to accommodate 230 or more lefts out of the site driveway on Dix
Avenue during peak periods. While there are enough gaps to accommodate approximately 200 vehicles
turning left onto Route 254 during the morning peak, the existing traffic queues limit the available gaps to
approximately 67 cars during the evening peak hour. While these gaps are primarily limited to the
periods after the queues clear on each cycle of the traffic signal, there are less than 10 vehicles expected
to be turning left onto Route 254 during the evening peak hour. There are no concerns with gaps during
off peak periods.
These gaps in traffic are more than sufficient to accommodate the projected traffic accessing the site.
2.3 Queue Data
Southbound traffic queues on Route 254 and westbound traffic queues on Dix Avenue at the traffic signal
were observed throughout the traffic count periods to identify potential conflicts with blocking the
proposed site driveways. Specifically, the queues on each of the southbound left and shared
through/right approach lanes as well as the westbound shared left/through and right turn lanes were
recorded at the beginning of each green phase in order to identify the average and maximum queues
observed during the peak hours.
In the southbound left turn lane, the average traffic queues were 2.0 vehicles during the morning peak
and 7.1 vehicles during the evening peak hour with maximum queues of 7 vehicles during the morning
peak and 21 vehicles during the evening peak. The southbound through/right lane had similar queues
with averages of 1.5 vehicles in the morning and 5.3 vehicles in the evening, with maximum queues of 7
vehicles in the morning and 18 in the evening. Both the average and maximum traffic queues will block
the Route 254 driveway, particularly during the evening peak hour. The actual volume of traffic projected
to turn left out of this driveway is minor and can be easily accommodated with the observed 67 gaps in
the traffic that primarily occur as queues clear the signal.
The observed traffic queues on Dix Avenue will not impact access to the site. The average queues
observed in the shared left/through lane were 5.3 vehicles in the morning and 4.5 vehicles in the evening
with maximum queues of 9 vehicles in the morning and 8 vehicles in the evening. In the westbound right
turn lane, average queues were 2.2 vehicles in the morning and 1.6 vehicles in the evening with
maximum queues of 9 vehicles in the morning and 4 vehicles in the evening.
2.4 Driveway Sight Distance
Sight lines looking and north/south along Route 254 and east/west along Dix Avenue from the proposed
site driveway locations were collected for comparison to design standards in order to confirm that
adequate sight lines are available for safe ingress and egress from the site.
The following table provides a summary of the recommended sight distances along Route 254 and Dix
Avenue from the AASHTO A Policy on Design of Highways and Streets as well as the available sight
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February 2017 Traffic Impact Study Proposed Fastrac Development—Town of Queensbury
distances based on field measurements. Operating speeds of 45 mph and 40 mph were assumed on
Route 254 and Dix Avenue respectively. Recommended sight distance turning left onto Route 254 were
adjusted for the additional lane that needs to be crossed.
Sight Distance Summary
AASHTO
Operating Recommended Available
Location Speed Direction Sight Distance Sight Distance
Route 254 @ Looking Left 530 feet 700 feet
Site Driveway 45 mph Looking Right 530 feet 800 feet
Turning Left Out
Route 254 @
Site Driveway 45 mph Looking Left 430 feet 700 feet
Turning Right Out
Dix Avenue @ Looking Left 445 feet 600 feet
Site Driveway 40 mph Looking Right 445 feet 500 feet
Turning Left Out
Dix Avenue @
Site Driveway 40 mph Looking Left 385 feet 600 feet
Turning Right Out
There is more than adequate sight distance looking north/south along Route 254 and east/west along Dix
Avenue. Traffic turning right onto Route 254 northbound from Dix Avenue will be traveling at a reduced
speed allowing vehicles to respond to vehicles exiting the site driveway.
3.0 Capacity Analysis
Capacity Analysis Overview
Capacity analyses performed in this report are consistent with the most recent version of the Highway
Capacity Manual (HCM). The software used to perform this analysis is Synchro8.
The HCM quantifies the quality of traffic flow in terms of levels of service (LOS). There are six levels of
service, with LOS A indicating very low levels of delays and LOS F indicating high levels of delays
associated with congestion. These represent a qualitative measure of operational conditions within a
traffic stream, and the perception of conditions by motorists and/or passengers. Levels of service and
capacity for signalized intersections are calculated for each lane group (a lane group may be one or more
movements), each intersection approach, and the intersection as a whole. The intersection level of
service is merely a weighted average of the individual approaches and may not be considered a valid
measure of the quality or acceptability of an intersection design since it can conceal poor operating
conditions on individual approaches.
Levels of service at unsignalized intersections are only calculated for minor movements since the through
movement on the major street is not affected by intersection traffic control. The level of service for
signalized intersections and unsignalized intersections can be compared.
The corresponding level of service represents the congestion of the roadway.
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February 2017 Traffic Impact Study Proposed Fastrac Development—Town of Queensbury
LOS for Signalized Intersection
LOS by Volume-to-Capacity Ratio (v/c)
Control Delay(s/veh) v/c<-1.0 v/c>1.0
<-10 A F
>10-20 B F
>20-35 C F
>35-55 D F
>55-80 E F
>80 F F
HCM 2010, Exhibit 18-4, p. 18-6
LOS for Non-Signalized Intersections
LOS by Volume-to-Capacity Ratio (v/c)a,b
Control Delay(s/veh) v/c<_1.0 v/c>1.0
<_10 A F
>10-15 B F
>15-25 C F
>25-35 D F
>35-50 E F
>50 F F
NOTE:a,b For approaches and intersection-wide assessment, LOS is defined solely by control
delay.
2-way stop control - HCM 2010, Exhibit 19-1, p. 19-2
3.1 Growth Rates
The proposed Fastrac development is expected to be completed by 2018, therefore 2018 was chosen as
the design year for the traffic study. In order to fully understand the impacts of the development on the
adjacent roadway system, analysis of the operations immediately before the project completion must first
be completed. The existing traffic volumes were first adjusted by a growth rate to account for any
unknown development that may occur prior to completion of the project.
Historical traffic volumes along Route 254 between Sanford Street and Lower Warren (Route 911 E)were
taken from the 2014 NYSDOT Traffic Volume Report and reviewed in order to identify an appropriate
background growth rate. Long term growth rates on Route 254 have been negative (-0.7% per year)
between 2004 and 2014. Short term growth rates have been positive (+2.7% per year) between 2012
and 2014. In order to maintain a conservative analysis, a growth rate of+1.0% per year was chosen and
used to grow the 2017 existing traffic volumes to the 2018 background condition.
The Town of Queensbury was contacted and indicated that there were no specific approved
developments that need to be accounted for in the growth projections.
3.2 Existing Volumes
AADT traffic volumes on Route 254 (2015) and Dix Avenue (2014)were obtained from the NYSDOT
Traffic Data Viewer. New traffic turning movement counts were collected at the intersection of Route 254
with Dix Avenue and Dix Avenue with the Stewart's Shop driveway on Wednesday, February 1St (PM
Peak Period) and Thursday, February 2nd (AM Peak Period), 2017.
The traffic counts were collected during the weekday morning (7-9am) and evening (4-6pm) peak travel
periods to ensure that actual peak hours of the adjacent streets were captured. The traffic counts
included separate heavy vehicle counts per direction. There was minimal pedestrian activity during the
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February 2017 Traffic Impact Study Proposed Fastrac Development—Town of Queensbury
traffic count periods. Based on the traffic counts collected, the morning peak hour occurred between
7:15-8:15am and the evening peak hour occurred between 4:30-5:30pm.
Existing volumes on Route 254 and Dix Avenue based on the Traffic Data Viewer and a 1.0% annual
growth rate are shown in the table below.
Existing Traffic Volumes for Study Area (No Build)
EXISTING ETC ETC+20 ETC+30
(2017) (2018) (2038) (2048)
STREET NAME
AADT DHV AADT DHV AADT DHV AADT DHV
Route 254 17,548 9,304 17,723 9,397 21,233 11,258 22,988 12,188
(North of Dix Avenue)
Dix Avenue 14,203 61756 14,345 6,824 17,186 8,175 18,606 8,850
(East of Route 254)
The February 2017 turning movement counts were adjusted by a seasonal adjustment factor of 0.959 for
factor group 30 roadways to account for typical higher hourly traffic volumes than would be expected
compared to February. The 2017 existing February volumes, 2017 Seasonally Adjusted Existing
Volumes and 2018 background traffic volumes are attached as Figures 1-3.
3.3 Projected Trip Generation & Distribution
The proposed Fastrac development includes a convenience market with 16 fueling positions. Trips
generated by the proposed development were estimated using the ITE Trip Generation, 9th Edition, which
is the industry accepted standard for estimating traffic generated by new developments. Land Use 945—
Gasoline/Service Station with Convenience Market was used for the estimate.
A significant portion of the traffic generated by the development will be drawn from traffic already passing
the site on Routes 254 and Dix Avenue, and is referred to as pass-by trips. Pass-by trips are vehicles
that are already traveling through the study area but will now stop at the development on their way to
another destination, such as stopping on their way to or from work. Based on data from the ITE Tri
Generation, the average pass-by trip percentage for a gas station with convenience market is 62% during
the morning peak hour and 56% during the evening peak hour. In order to maintain a conservative
overall analysis, a 55% pass-by trip percentage was used for the development during both peak hours.
The following table summarizes the trip generation estimate for the proposed Fastrac development at the
intersection of Route 254 with Dix Avenue in the Town of Queensbury, NY.
Trip Generation Summary
Morning Peak Evening Peak
Entering Exiting Entering Exiting
Proposed Fastrac— 16 Fueling Positions 82 81 108 108
Existing Site Generated Trips 0 0 -5 -7
Total Additional Trips Generated 82 81 103 101
Pass-by Trips—55% -44 -44 -56 -56
Total New Trips Generated 38 37 47 45
Overall the proposed development is expected to be a moderate traffic generator with approximately 80
total trips entering and exiting during the morning peak hour and 108 total trips entering and exiting during
the evening peak hour. With over half of the traffic generated being drawn from existing traffic already
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February 2017 Traffic Impact Study Proposed Fastrac Development—Town of Queensbury
traveling through the study area, the development is expected to draw fewer than 50 new vehicles
entering and exiting the area during the peak hours. The detailed trip generation estimate is attached.
Based on existing traffic patterns and population centers in the area, 40% of the new trips generated are
expected to travel to/from the north on Route 254, 27% is expected to travel to/from the east on Dix
Avenue, 20% is expected to travel to/from the south on Route 254, and 13% is expected to travel to/from
the west on Dix Avenue. Separate pass-by trip distributions were developed for the morning and evening
peak hours based on the existing split of traffic passing the site on Route 254 and Dix Avenue. The
anticipated arrival/departure distribution for the morning and evening peak hours are shown in Figures 4
and 5. The trips generated during each peak hour are shown in Figure 6 and the resultant full build traffic
volumes expected when the development is complete are shown in Figure 7.
3.4 Internal Circulation, Parking, Deliveries
The site is laid out with ample circulation space around the fueling canopy and the convenience store.
The northern portion of the site provides a separate area for truck fueling to minimize conflicts with
passenger cars. There is no parking allowed on the adjacent streets. The proposed driveways will both
have full access.
3.5 Traffic Control Device Data
There is an existing coordinated traffic signal at the Route 254/Dix Avenue intersection. The signal has
protected/permitted northbound and southbound left turn movements on Route 254 with right turn overlap
phases eastbound and westbound on Dix Avenue, as well as a lagging eastbound left turn phase on Dix
Avenue.
3.6 Capacity Analysis for Existing No-Build Condition
Capacity analysis of the existing traffic operations was completed using Synchro8. The results of the
capacity analysis indicate that the signalized intersection in the study area is operating at a Level of
Service C during both peak hours with all individual movements operating at Level of Service D or better,
with the exception of the westbound left/through movement which operates at an LOS E during the
evening peak hour. The Stewart's Shop driveway is operating at LOS C during both peak hours with
minimal delays on Dix Avenue. There are no existing operational concerns noted.
The detailed Level of Service summary and capacity analysis printouts have been attached.
3.7 Capacity Analysis for Background No-Build Condition
Capacity analysis of the background design year traffic operations was completed using Synchro8. The
results of the capacity analysis show results consistent with the existing conditions with no notable
increases in delay. All Levels of Service are maintained from the existing condition.
The detailed Level of Service summary and capacity analysis printouts have been attached.
3.8 Capacity Analysis for Proposed Build Condition
Capacity analysis of the build traffic operations was completed using Synchro8. The results of the
capacity analysis indicate that all Levels of Service in the study area during the morning peak hour will be
maintained from the background condition with minor increases in delay of 2 seconds or less for any
individual movement. The results do indicate the potential for the westbound left/through movement on
Dix Avenue to have longer delays during the evening peak hour, with a projected drop in Level of Service
from E to F. With the traffic signal maximizing green time for the westbound movements, the analysis
also shows a drop in LOS from A to B for the northbound left turn movement and from B to C for the
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February 2017 Traffic Impact Study Proposed Fastrac Development—Town of Queensbury
southbound through movements. The actual increases in delay for these two movements are 3 seconds
or less.
It is noted that site generated traffic destined for Route 254 southbound has multiple options to avoid
longer delays such as using the Route 254 driveway to exit the site or using Highland Avenue to the east
to travel south toward Route 254. Under the full build condition, there are only 26 vehicles projected to be
turning left from Dix Avenue onto Route 254 during the evening peak hour, with 22 of those being
contributed by the proposed Fastrac development. This traffic volume does not justify widening the
roadway to provide a left turn lane and protected/permitted left turn signal phasing.
The analysis indicates that LOS D or better will be provided exiting both site driveways and the Stewart's
Shop driveway will continue to operate at LOS C during both peak hours.
The site is a moderate traffic generator that will generate 1-2 vehicles entering and exiting for each cycle
of the adjacent traffic signal during the morning peak hour and 3-4 vehicles entering and exiting during
each cycle of the signal during the evening peak hour. Although traffic queues on Route 254 will
consistently block the site driveway when the southbound signal is red, the gap analysis does show
sufficient gaps in traffic to accommodate the projected traffic entering and exiting the site during both
peak hours. There are no concerns with access at the Dix Avenue driveway.
The detailed Level of Service summary and capacity analysis printouts have been attached.
3.9 Mitigation Measures
There are no mitigation measures recommended.
4.0 Crash Analysis
The purpose of this crash analysis is to identify safety problems by studying and quantifying accidents
within and immediately adjacent to the driveway, and identifying abnormal patterns and clusters. An
accident cluster is defined as an abnormal occurrence of similar accident types occurring at
approximately the same location or involving the same geometric features. The severity of the accidents
should also be considered. A history of accidents is an indication that further analysis is required to
determine the cause(s) of the accident(s) and to identify what actions, if any, could be taken to mitigate
the accidents.
A crash analysis was performed per Highway Design Manual Chapter 5 which does identify a high
accident location at the intersection of Route 254 with Dix Avenue.
Existing Crash Data
An accident analysis was completed for the study area intersections and road segments using history
reports obtained for a three year period from November 2013 through October 2016. Over the three year
period, there were 57 total accidents in the study area that are assumed to be at or related to the traffic
signal. Given the skew of the intersection, the accident reports note eastbound or westbound traffic may
be partially attributed to the southeast/northwest movements on Route 254.
Of the 57 accidents at the Route 254/Dix Avenue intersection, 45 (79%)were rearend accidents, 4 were
left turn accidents, 3 were overtaking accidents, 2 were right angle accidents, 1 was an overturned
vehicle accident, 1 was a backing accident and 1 was an unknown accident type.
Out of all of the accidents, 45 (79%)were property damage only or non-reportable accidents, 12 involved
injuries and there were no fatalities.
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February 2017 Traffic Impact Study Proposed Fastrac Development—Town of Queensbury
The predominant accident type at the signalized intersection in the area is rearend accidents. There are
no other distinct patterns in the directions of the remaining accidents that indicate a specific problem in
the area.
4.2 Compare Rates to Accepted Values
The following table provides a comparison of the existing accident rates to the statewide average rate for
similar facilities:
Intersection and Link Accident Rates
Calculated Intersection/Link Statewide Accident Rate
Intersection/Link Accident Rate for Similar Facilities
Route 254 @ Dix Avenue 2.15 acc/mev 0.45 acc/mev
Acc/mev=Accidents per million entering vehicles
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February 2017 Traffic Impact Study Proposed Fastrac Development—Town of Queensbury
APPENDIXA.
Site Plan
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16-1535 NAPIERALA773 QUAKER ROAD FASTRAC CAFE
DATE CONSULTING TOWN OF QUEENSBURY WARREN COUNTY, NEW YORK
01/10/2017 PROFESSIONAL ENGINEER P.C. LAYOUT PLAN
SITE • DESIGN • ENGINEERING PREPARED FOR:
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PH:(315) 682-5580 FAX: (315) 682-5544 NO. REVISION/ISSUE DATE EAST SYRACUSE, NY 13057
Februaiy 2017 Traffic Impact Study Proposed Fastrac Development—Town of Queensbury
APPENDIXB,
AADT / Speed Data
STATION: 170002 New York State Department of Transportation Page 1 of 2
Traffic Count Hourly Report
ROUTE#: NY 254 ROAD NAME: QUAKER RD FROM:NY 9L TO: NY 32 JCT COUNTY: Warren
DIRECTION: Eastbound FACTOR GROUP: 30 REC.SERIAL#: FW74 FUNC.CLASS: 14 TOWN: QUEENSBURY
STATE DIR CODE: 6 WK OF YR: 19 PLACEMENT:310 Yds E of E Sanford St NHS:no LION#:
DATE OF COUNT:05/05/2015 @ REF MARKER: JURIS:Village BIN:
NOTES LANE 1:EB travel lane ADDL DATA:Class Speed CC Stn: RR CROSSING:
COUNT TYPE:AXLE PAIRS BATCH ID: DOT-R01 WW19a Clast-IPMS SAMPLE: 3400005
COUNT TAKEN BY: ORG CODE:TST INITIALS: BEK PROCESSED BY: ORG CODE: DOT INITIALS:JLB
12 1 2 3 4 5 6 7 8 9 10 11 12 1 2 3 4 5 6 7 8 9 10 11
TO TO TO TO TO TO TO TO TO TO TO TO TO TO TO TO TO TO TO TO TO TO TO TO DAILY DAILY
1 2 3 4 5 6 7 8 9 10 11 12 1 2 3 4 5 6 7 8 9 10 11 12 DAILY HIGH HIGH
DATE DAY AM PM TOTAL COUNT HOUR
1 F
2 S
3 S
4 M
5 T 554 593 692 734 785 734 756 829 818 535 435 336 252 117 77
6 W 31 21 13 15 28 79 243 399 506 564 615 686 744 805 772 798 851 808 569 467 372 260 114 94 9854 851 16
7 T 59 20 17 16 25 81 233 398 460 498 626 706 720 821 799 813 913 771 593 473 416 297 136 82 9973 913 16
8 F 50 23 18 12 26 68 218 415 564 547
9 S
10 S
11 M
12 T
13 W
14 T
15 F
16 S
17 S
18 M
19 T
20 W
21 T
22 F
23 S
24 S
25 M
26 T
27 W
28 T
29 F
30 S
31 S
AVERAGE WEEKDAY HOURS(Axle Factored,Mon 6AM to Fri Noon) ADT
47 21 16 14 26 76 231 404 510 541 611 695 733 804 768 789 864 799 566 458 375 270 122 84 9824
DAYS HOURS WEEKDAYS WEEKDAY AVERAGE WEEKDAY Axle Adj. Seasonal/Weekday ESTIMATED
Counted Counted Counted Hours High Hour %of day Factor Adjustment Factor
4 73 4 73 864 9% 1.000 1.077 AADT
9122
ROUTE#:NY 254 ROAD NAME: QUAKER RD FROM:NY 9L TO: NY 32 JCT COUNTY: Warren
STATION: 170002 STATE DIR CODE: 6 PLACEMENT: 310 Yds E of E Sanford St DATE OF COUNT: 05/05/2015
STATION: 170002 New York State Department of Transportation Page 2 of 2
Traffic Count Hourly Report
ROUTE#: NY 254 ROAD NAME: QUAKER RD FROM:NY 9L TO: NY 32 JCT COUNTY: Warren
DIRECTION: Westbound FACTOR GROUP: 30 REC.SERIAL#: FW74 FUNC.CLASS: 14 TOWN: QUEENSBURY
STATE DIR CODE: 7 WK OF YR: 19 PLACEMENT:310 Yds E of E Sanford St NHS:no LION#:
DATE OF COUNT:05/05/2015 @ REF MARKER: JURIS:Village BIN:
NOTES LANE 1:WB travel lane ADDL DATA:Class Speed CC Stn: RR CROSSING:
COUNT TYPE:AXLE PAIRS BATCH ID: DOT-R01 WW19a Clast-IPMS SAMPLE: 3400005
COUNT TAKEN BY: ORG CODE:TST INITIALS: BEK PROCESSED BY: ORG CODE: DOT INITIALS:JLB
12 1 2 3 4 5 6 7 8 9 10 11 12 1 2 3 4 5 6 7 8 9 10 11
TO TO TO TO TO TO TO TO TO TO TO TO TO TO TO TO TO TO TO TO TO TO TO TO DAILY DAILY
1 2 3 4 5 6 7 8 9 10 11 12 1 2 3 4 5 6 7 8 9 10 11 12 DAILY HIGH HIGH
DATE DAY AM PM TOTAL COUNT HOUR
1 F
2 S
3 S
4 M
5 T 627 666 630 724 605 677 712 735 676 461 329 229 151 94 47
6 W 28 15 23 21 81 119 273 617 652 655 679 708 731 620 748 736 757 643 489 293 262 170 84 58 9462 757 16
7 T 33 20 23 23 80 116 279 597 604 639 672 721 682 627 720 724 764 708 511 382 293 161 93 45 9517 764 16
8 F 35 22 34 17 67 112 262 706 692 738
9 S
10 S
11 M
12 T
13 W
14 T
15 F
16 S
17 S
18 M
19 T
20 W
21 T
22 F
23 S
24 S
25 M
26 T
27 W
28 T
29 F
30 S
31 S
AVERAGE WEEKDAY HOURS(Axle Factored,Mon 6AM to Fri Noon) ADT
32 19 27 20 76 116 271 640 649 665 672 686 712 617 715 724 752 676 487 335 261 161 90 50 9453
DAYS HOURS WEEKDAYS WEEKDAY AVERAGE WEEKDAY Axle Adj. Seasonal/Weekday ESTIMATED
Counted Counted Counted Hours High Hour %of day Factor Adjustment Factor
4 73 4 73 752 8% 1.000 1.077 AADT
8777
ROUTE#:NY 254 ROAD NAME: QUAKER RD FROM:NY 9L TO: NY 32 JCT COUNTY: Warren
STATION: 170002 STATE DIR CODE: 7 PLACEMENT: 310 Yds E of E Sanford St DATE OF COUNT: 05/05/2015
STATION: 178102
REGION-COUNTY: 1-WARREN
MUNI: Queensbury-Town-0697
6 .73 30 BIN:
115474
10/27/2014 43
PLACEMENT: JURISDICTION: 02-County
Vehicle
TST-BEK DOT-JLB 35
DAILY HIGH HIGH
DATE 00-01 01-02 02-03 03-04 04-05 05-06 06-07 07-08 08-09 09-10 10-11 11-12 12-13 13-14 14-15 15-16 16-17 17-18 18-19 19-20 20-21 21-22 22-23 23-24 TOTAL COUNT HOUR
1113 1025 1082 1162 1152 1048 749 486 323 280 156 112 8688
63 36 29 46 84 211 398 862 908 864 872 1018 1084 1016 1052 1092 1148 1097 811 602 406 285 173 140 14297 1148 16-17
59 37 45 42 100 235 448 887 908 904 903 1002 1075 1056 1094 1147 1191 1093 783 522 389 339 193 118 14570 1191 16-17
65 34 31 54 85 232 461 881 915 864 911 1052 1130 1084 1177 1219 1226 1124 900 640 481 310 189 136 15201 1226 16-17
76 46 56 51 94 208 442 915 960 1031 1121 1097 1318 1204 1284 1239 1224 1063 729 596 473 374 261 174 16036 1318 12-13
84 67 45 49 51 103 200 326 546 796 982 1124 1104 1108 1064 977 910 782 659 459 358 337 235 135 12501 1124 11-12
90 39 30 21 35 28 67 127 256 478 655 863 876 981 891 861 772 726 641 500 363 247 177 114 9838 981 13-14
99 46 34 31 55 92 222 431 886 894 908 1043 1003 1094 1068 1030 1118 1159 967 670 430 298 248 147 13973 1159 17-18
100 48 35 19 54 79 221 456 885 895 2792
( red AWDT
73 40 39 42 83 193 365 739 910 909 943 1042 1081 1055 1095 1130 1167 1104 842 584 406 302 192 131 14468
ESTIMATED
DAYS HOURS WEEKDAYS WEEKDAY Roadway East West AADT
Counted Counted Counted Hours Roadway East West
8 190 5 124 1167 8.1 642 8.8 580 8 13789 6592 6559
FACTOR
Month Seasonal Sun Mon Tue Wed Thu Fri Sat Axl
10 1.06 1.00 1.00 1.00 1.00 1.00 1.00
11 1.02 1.00 1.00 1.00 1.00 1.00
FROM: TO:
STATION: 178102 PLACEMENT: REGION-COUNTY 1-WARREN DV20
STATION: 178102
REGION-COUNTY: 1-WARREN
3 MUNI: Queensbury-Town-0697
6 .73 30 BIN:
115474
10/27/2014 43
PLACEMENT: JURISDICTION: 02-County
Vehicle
TST-BEK DOT-JLB 35
DAILY HIGH HIGH
DATE 00-01 01-02 02-03 03-04 04-05 05-06 06-07 07-08 08-09 09-10 10-11 11-12 12-13 13-14 14-15 15-16 16-17 17-18 18-19 19-20 20-21 21-22 22-23 23-24 TOTAL COUNT HOUR
567 528 561 618 637 591 455 292 210 175 96 71 4801
37 25 10 15 33 70 165 325 334 372 395 496 574 543 508 578 621 658 452 341 259 190 95 85 7181 658 17-18
35 22 26 11 34 85 177 335 335 405 431 503 542 543 550 614 650 634 437 322 237 226 118 75 7347 650 16-17
48 22 14 22 27 92 183 328 335 360 422 499 585 572 578 622 635 658 490 397 313 200 116 82 7600 658 17-18
47 32 25 20 40 82 185 363 341 469 500 528 663 625 644 678 655 613 380 337 273 240 166 99 8005 678 15-16
50 37 30 23 23 44 85 123 190 352 399 496 536 554 573 531 487 417 345 270 222 214 155 90 6246 573 14-15
58 22 15 11 16 12 27 45 105 174 289 374 397 486 464 457 432 388 349 313 226 142 102 60 4964 486 13-14
59 29 19 15 13 29 89 164 317 315 381 468 496 571 583 511 597 669 594 379 271 175 151 79 6974 669 17-18
66 30 18 7 12 27 78 183 318 326 1065
( red AWDT
47 26 19 15 29 71 146 283 330 375 426 499 553 551 556 589 628 642 486 346 258 193 115 78 7260
ESTIMATED
DAYS HOURS WEEKDAYS WEEKDAY Roadway East West AADT
Counted Counted Counted Hours Roadway East West
8 190 5 124 1167 8.1 642 8.8 580 8 13789 6592 6559
FACTOR
Month Seasonal Sun Mon Tue Wed Thu Fri Sat Axl
10 1.06 1.00 1.00 1.00 1.00 1.00 1.00
11 1.02 1.00 1.00 1.00 1.00 1.00
FROM: TO:
STATION: 178102 PLACEMENT: REGION-COUNTY 1-WARREN DV20
STATION: 178102
REGION-COUNTY: 1-WARREN
7 MUNI: Queensbury-Town-0697
6 .73 30 BIN:
115474
10/27/2014 43
PLACEMENT: JURISDICTION: 02-County
Vehicle
TST-BEK DOT-JLB 35
DAILY HIGH HIGH
DATE 00-01 01-02 02-03 03-04 04-05 05-06 06-07 07-08 08-09 09-10 10-11 11-12 12-13 13-14 14-15 15-16 16-17 17-18 18-19 19-20 20-21 21-22 22-23 23-24 TOTAL COUNT HOUR
546 497 521 544 515 457 294 194 113 105 60 41 3887
26 11 19 31 51 141 233 537 574 492 477 522 510 473 544 514 527 439 359 261 147 95 78 55 7116 57408-09
24 15 19 31 66 150 271 552 573 499 472 499 533 513 544 533 541 459 346 200 152 113 75 43 7223 573 08-09
17 12 17 32 58 140 278 553 580 504 489 553 545 512 599 597 591 466 410 243 168 110 73 54 7601 599 14-15
29 14 31 31 54 126 257 552 619 562 621 569 655 579 640 561 569 450 349 259 200 134 95 75 8031 655 12-13
34 30 15 26 28 59 115 203 356 444 583 628 568 554 491 446 423 365 314 189 136 123 80 45 6255 628 11-12
32 17 15 10 19 16 40 82 151 304 366 489 479 495 427 404 340 338 292 187 137 105 75 54 4874 495 13-14
40 17 15 16 42 63 133 267 569 579 527 575 507 523 485 519 521 490 373 291 159 123 97 68 6999 57909-10
34 18 17 12 42 52 143 273 567 569 1727
( red AWDT
26 14 21 27 54 122 219 456 580 534 517 544 528 504 539 541 539 462 356 238 148 109 77 52 7207
ESTIMATED
DAYS HOURS WEEKDAYS WEEKDAY Roadway East West AADT
Counted Counted Counted Hours Roadway East West
8 190 5 124 1167 8.1 642 8.8 580 8 13789 6592 6559
FACTOR
Month Seasonal Sun Mon Tue Wed Thu Fri Sat Axl
10 1.06 1.00 1.00 1.00 1.00 1.00 1.00
11 1.02 1.00 1.00 1.00 1.00 1.00
FROM: TO:
STATION: 178102 PLACEMENT: REGION-COUNTY 1-WARREN DV20
New York State Department of Transportation Page 1 of 2
Speed Count Average Weekday Report Date:05/26/2015
Station: 170002 Start date: Tue 05/05/2015 09:00 Count duration: 74 hours
Route#: NY 254 Road name:QUAKER RD End date: Fri 05/08/2015 10:45 Functional class: 14
From: NY 9L County: Warren Factor group: 30
To: NY 32 JCT Town: QUEENSBURY Batch ID: DOT-R01 WW19a Class
Direction: East Speed limit: 40 Count taken by: Org:TST Init: BEK
LION#: Processed by: Org: DOT Init:JLB
Speeds, mph
0.0- 20.1- 25.1- 30.1- 35.1- 40.1- 45.1- 50.1- 55.1- 60.1- 65.1- 70.1- 75.1- %Exc %Exc %Exc %Exc %Exc
Hour 20.0 25.0 30.0 35.0 40.0 45.0 50.0 55.0 60.0 65.0 70.0 75.0 95.0 45.0 50.0 55.0 60.0 65.0 Avg 50th% 85th% Total
1:00 0 0 0 1 9 22 12 1 1 0 0 0 0 30.4 4.3 2.2 0.0 0.0 42.7 43.0 48.0 46
2:00 0 0 0 0 1 11 5 2 1 0 0 0 0 40.0 15.0 5.0 0.0 0.0 44.8 44.1 50.0 20
3:00 0 0 0 0 2 8 4 1 0 0 0 0 0 33.3 6.7 0.0 0.0 0.0 43.5 43.5 48.5 15
4:00 0 0 0 0 2 8 3 0 1 0 0 0 0 28.6 7.1 7.1 0.0 0.0 43.5 43.2 48.2 14
5:00 0 0 0 0 3 13 8 2 0 0 0 0 0 38.5 7.7 0.0 0.0 0.0 43.9 43.9 48.9 26
6:00 0 0 1 1 3 29 32 8 2 0 0 0 0 55.3 13.2 2.5 0.0 0.0 45.0 45.7 49.8 76
7:00 0 1 0 1 12 74 112 28 3 1 0 0 0 62.1 13.8 1.7 0.4 0.0 45.5 46.3 49.9 232
8:00 2 1 1 2 29 126 171 62 7 2 0 0 0 60.0 17.6 2.2 0.5 0.0 45.0 46.2 50.9 403
9:00 1 1 8 17 62 209 162 40 8 1 0 0 0 41.5 9.6 1.8 0.2 0.0 43.0 44.0 49.2 509
10:00 8 3 9 22 101 239 133 22 3 0 0 0 0 29.3 4.6 0.5 0.0 0.0 40.5 42.7 47.9 540
11:00 3 4 16 34 161 257 117 16 2 1 0 0 0 22.3 3.1 0.5 0.2 0.0 40.2 41.8 46.9 611
12:00 3 5 12 34 195 312 119 14 1 0 0 0 0 19.3 2.2 0.1 0.0 0.0 40.3 41.6 46.3 695
13:00 4 4 13 51 188 325 130 16 1 0 0 0 0 20.1 2.3 0.1 0.0 0.0 40.1 41.7 46.5 732
14:00 5 5 15 44 211 372 135 14 2 0 0 0 0 18.8 2.0 0.2 0.0 0.0 40.1 41.7 46.2 803
15:00 1 6 11 48 198 350 135 18 2 0 0 0 0 20.2 2.6 0.3 0.0 0.0 40.6 41.8 46.5 769
16:00 4 6 15 42 182 347 167 22 2 0 0 0 0 24.3 3.0 0.3 0.0 0.0 40.6 42.1 47.2 787
17:00 4 6 11 35 210 394 177 26 2 0 0 0 0 23.7 3.2 0.2 0.0 0.0 40.9 42.2 47.2 865
18:00 3 4 10 29 172 366 181 31 3 0 0 0 0 26.9 4.3 0.4 0.0 0.0 41.4 42.5 47.7 799
19:00 2 4 8 8 60 266 171 42 3 1 0 0 0 38.4 8.1 0.7 0.2 0.0 42.8 43.8 48.9 565
20:00 1 0 2 5 57 197 157 32 6 1 0 0 0 42.8 8.5 1.5 0.2 0.0 43.7 44.2 49.1 458
21:00 0 0 2 6 58 183 108 15 2 0 0 0 0 33.4 4.5 0.5 0.0 0.0 43.0 43.4 48.2 374
22:00 0 0 1 1 42 146 62 16 1 0 0 0 0 29.4 6.3 0.4 0.0 0.0 43.0 43.1 48.2 269
23:00 0 0 0 1 15 59 38 8 1 0 0 0 0 38.5 7.4 0.8 0.0 0.0 43.7 43.9 48.8 122
24:00 0 0 0 0 13 39 26 4 1 0 0 0 0 37.3 6.0 1.2 0.0 0.0 43.6 43.7 48.6 83
Avg.Daily Total 41 50 135 382 1986 4352 2365 440 55 7 0 0 0 29.2 5.1 0.5 0.1 0.0 41.5 42.7 48.0 9813
Percent 0.4% 0.5% 1.4% 3.9% 20.2% 44.3% 24.1% 4.5% 0.6% 0.1% 0.0% 0.0% 0.0%
Cum.Percent 0.4% 0.9% 2.3% 6.2% 26.4% 70.8% 94.9% 99.4% 99.9% 100.0% 100.0% 100.0% 100.0%
Average hour 2 2 6 16 83 181 99 18 2 0 0 0 0 409
TRAFFIC FLOW BY DIRECTION
Avg.Speed 50th%Speed 85th%Speed 1D00
East 41.5 42.7 48.0 Ifl
West 41.2 42.3 47.5 d BDD ---East
Uj
? 600 West
Peak Hour Data
Direction Hour Count 2-way Hour Count 400
East 17 865 A.M. 12 1383
West 17 753 P.M. 17 1618 200
0
r, nt xv
ENDM HOUR
New York State Department of Transportation Page 2 of 2
Speed Count Average Weekday Report Date:05/26/2015
Station: 170002 Start date: Tue 05/05/2015 09:00 Count duration: 74 hours
Route#: NY 254 Road name:QUAKER RD End date: Fri 05/08/2015 10:45 Functional class: 14
From: NY 9L County: Warren Factor group: 30
To: NY 32 JCT Town: QUEENSBURY Batch ID: DOT-R01 WW19a Class
Direction: West Speed limit: 40 Count taken by: Org:TST Init: BEK
LION#: Processed by: Org: DOT Init:JLB
Speeds, mph
0.0- 20.1- 25.1- 30.1- 35.1- 40.1- 45.1- 50.1- 55.1- 60.1- 65.1- 70.1- 75.1- %Exc %Exc %Exc %Exc %Exc
Hour 20.0 25.0 30.0 35.0 40.0 45.0 50.0 55.0 60.0 65.0 70.0 75.0 95.0 45.0 50.0 55.0 60.0 65.0 Avg 50th% 85th% Total
1:00 0 0 0 0 6 16 7 1 1 0 0 0 0 29.0 6.5 3.2 0.0 0.0 43.0 43.0 48.2 31
2:00 0 0 1 1 3 8 4 1 1 0 0 0 0 31.6 10.5 5.3 0.0 0.0 41.7 42.9 49.0 19
3:00 0 0 0 1 5 13 6 2 0 0 0 0 0 29.6 7.4 0.0 0.0 0.0 42.6 42.9 48.3 27
4:00 0 0 1 0 3 11 4 1 0 0 0 0 0 25.0 5.0 0.0 0.0 0.0 41.8 42.8 47.6 20
5:00 0 0 0 1 8 36 24 4 1 0 0 0 0 39.2 6.8 1.4 0.0 0.0 43.8 43.9 48.8 74
6:00 0 0 0 1 10 40 48 13 3 0 0 0 0 55.7 13.9 2.5 0.0 0.0 45.1 45.7 49.9 115
7:00 0 0 0 0 17 111 109 28 5 1 0 0 0 52.8 12.5 2.2 0.4 0.0 45.2 45.4 49.7 271
8:00 3 6 14 29 101 287 172 26 2 0 0 0 0 31.3 4.4 0.3 0.0 0.0 41.3 43.0 48.1 640
9:00 1 2 2 16 136 319 150 22 1 0 0 0 0 26.7 3.5 0.2 0.0 0.0 42.0 42.7 47.6 649
10:00 3 8 11 34 180 305 108 13 2 0 0 0 0 18.5 2.3 0.3 0.0 0.0 40.1 41.6 46.1 664
11:00 6 7 8 42 218 294 85 10 2 1 0 0 0 14.6 1.9 0.4 0.1 0.0 39.3 41.0 45.0 673
12:00 2 5 10 51 227 291 90 11 1 0 0 0 0 14.8 1.7 0.1 0.0 0.0 39.7 40.9 45.0 688
13:00 2 6 12 57 224 300 96 14 1 1 0 0 0 15.7 2.2 0.3 0.1 0.0 39.7 41.0 45.3 713
14:00 2 6 11 35 180 284 87 12 2 0 0 0 0 16.3 2.3 0.3 0.0 0.0 40.0 41.4 45.5 619
15:00 4 5 12 41 190 305 141 15 1 0 0 0 0 22.0 2.2 0.1 0.0 0.0 40.3 41.8 46.8 714
16:00 1 2 3 26 173 365 128 23 3 0 0 0 0 21.3 3.6 0.4 0.0 0.0 41.5 42.2 46.8 724
17:00 1 7 17 34 162 358 152 21 1 0 0 0 0 23.1 2.9 0.1 0.0 0.0 40.9 42.2 47.1 753
18:00 1 3 3 21 139 315 164 26 4 0 0 0 0 28.7 4.4 0.6 0.0 0.0 42.0 42.8 47.9 676
19:00 0 0 1 7 67 214 155 38 5 0 0 0 0 40.7 8.8 1.0 0.0 0.0 43.7 44.0 49.1 487
20:00 0 0 0 5 35 150 117 25 3 0 0 0 0 43.3 8.4 0.9 0.0 0.0 44.0 44.3 49.1 335
21:00 0 0 2 5 37 121 78 16 2 0 0 0 0 36.8 6.9 0.8 0.0 0.0 43.2 43.6 48.7 261
22:00 0 0 0 2 27 76 45 9 1 0 1 0 0 34.8 6.8 1.2 0.6 0.6 43.3 43.4 48.6 161
23:00 1 0 0 1 11 45 24 6 2 0 0 0 0 35.6 8.9 2.2 0.0 0.0 42.6 43.6 48.9 90
24:00 0 0 0 2 7 22 14 5 0 0 0 0 0 38.0 10.0 0.0 0.0 0.0 43.3 43.7 49.2 50
Avg.Daily Total 27 57 108 412 2166 4286 2008 342 44 3 1 0 0 25.4 4.1 0.5 0.0 0.0 41.2 42.3 47.5 9454
Percent 0.3% 0.6% 1.1% 4.4% 22.9% 45.3% 21.2% 3.6% 0.5% 0.0% 0.0% 0.0% 0.0%
Cum.Percent 0.3% 0.9% 2.0% 6.4% 29.3% 74.6% 95.9% 99.5% 100.0% 100.0% 100.0% 100.0% 100.0%
Average hour 1 2 4 17 90 179 84 14 2 0 0 0 0 394
TRAFFIC FLOW BY DIRECTION
Avg.Speed 50th%Speed 85th%Speed LDOG
East 41.5 42.7 48.0 Ifl
West 41.2 42.3 47.5 d Bap ---East
5. 600 West
Peak Hour Data
Direction Hour Count 2-way Hour Count 400
East 17 865 A.M. 12 1383
West 17 753 P.M. 17 1618 200
p
r, r xv
ENDM HOUR
February 2017 Traffic Impact Study Proposed Fastrac Development—Town of Queensbury
APPENDIX C
Gap Data
Intersection Gap Study
Ci"
Project: Proposed Fastrac Development-Queensbury T Consulting
Date: 2/1/2017 (PM) &2/2/17 (AM) S
Intersection: Site Driveway @ Dix Avenue
Movement: Left Turns Entering / Right Turns Exiting
6-9 sec 10-13 sec 14-17 sec 18-19 sec 20-23 sec 24-25 sec 26-29 sec >29 sec Interval Hour
Time Interval x 1 x 2 x 3 x 4 x 5 x 6 x 7 x 8 Total Total
Morning Peak
7:15-7:30am #of Gaps 16 11 6 2 4 0 0 5
#of Vehicles 16 22 18 8 20 0 0 40 124
7:30-7:45am #of Gaps 16 10 3 2 2 1 1 4
#of Vehicles 16 20 9 8 10 6 7 32 108
7:45-8:00am #of Gaps 23 12 6 2 0 0 1 2
#of Vehicles 23 24 18 8 0 0 7 16 96
8:00-8:15am #of Gaps 8 8 8 6 4 1 0 0
#of Vehicles 8 16 24 24 20 6 0 0 98 426
Evening Peak
4:30-4:45pm #of Gaps 13 7 3 0 4 0 1 7
#of Vehicles 13 14 9 0 20 0 7 56 119
4:45-5:00pm #of Gaps 14 4 2 1 2 1 2 6
#of Vehicles 14 8 6 4 10 6 14 48 110
5:00-5:15pm #of Gaps 11 5 11 2 4 1 0 4
#of Vehicles 11 10 33 8 20 6 0 32 120
5:15-5:30pm #of Gaps 14 15 6 3 4 1 0 4
#of Vehicles 14 30 18 12 20 6 0 32 132 481
Intersection Gap Study
Ci"
Project: Proposed Fastrac Development-Queensbury T Consulting
Date: 2/1/2017 (PM) &2/2/17 (AM) S
Intersection: Site Driveway @ Dix Avenue
Movement: Left Turns Exiting
6-9 sec 10-13 sec 14-17 sec 18-19 sec 20-23 sec 24-25 sec 26-29 sec >29 sec Interval Hour
Time Interval x 1 x 2 x 3 x 4 x 5 x 6 x 7 x 8 Total Total
Morning Peak
7:15-7:30am #of Gaps 24 10 5 3 2 0 0 1
#of Vehicles 24 20 15 12 10 0 0 8 89
7:30-7:45am #of Gaps 22 8 3 1 2 0 0 1
#of Vehicles 22 16 9 4 10 0 0 8 69
7:45-8:00am #of Gaps 25 5 4 2 0 0 1 0
#of Vehicles 25 10 12 8 0 0 7 0 62
8:00-8:15am #of Gaps 12 9 3 4 2 0 0 0
#of Vehicles 12 18 9 16 10 0 0 0 65 285
Evening Peak
4:30-4:45pm #of Gaps 12 4 6 0 0 0 1 1
#of Vehicles 12 8 18 0 0 0 7 8 53
4:45-5:00pm #of Gaps 17 10 0 0 1 1 1 0
#of Vehicles 17 20 0 0 5 6 7 0 55
5:00-5:15pm #of Gaps 13 7 5 0 1 0 1 1
#of Vehicles 13 14 15 0 5 0 7 8 62
5:15-5:30pm #of Gaps 18 9 4 0 1 0 0 1
#of Vehicles 18 18 12 0 5 0 0 8 61 231
Intersection Gap Study
Ci"
Project: Proposed Fastrac Development-Queensbury T Consulting
Date: 2/1/2017 (PM) &2/2/17 (AM) S
Intersection: Site Driveway @Route 354
Movement: Left Turns Entering / Right Turns Exiting
6-9 sec 10-13 sec 14-17 sec 18-19 sec 20-23 sec 24-25 sec 26-29 sec >29 sec Interval Hour
Time Interval x 1 x 2 x 3 x 4 x 5 x 6 x 7 x 8 Total Total
Morning Peak
7:15-7:30am #of Gaps 14 11 7 1 2 1 0 1
#of Vehicles 14 22 21 4 10 6 0 8 85
7:30-7:45am #of Gaps 13 10 9 1 3 0 0 0
#of Vehicles 13 20 27 4 15 0 0 0 79
7:45-8:00am #of Gaps 17 12 6 3 0 1 1 1
#of Vehicles 17 24 18 12 0 6 7 8 92
8:00-8:15am #of Gaps 15 8 8 2 1 0 0 0
#of Vehicles 15 16 24 8 5 0 0 0 68 324
Evening Peak
4:30-4:45pm #of Gaps 12 8 6 1 2 0 0 1
#of Vehicles 12 16 18 4 10 0 0 8 68
4:45-5:00pm #of Gaps 10 9 2 1 0 2 1 2
#of Vehicles 10 18 6 4 0 12 7 16 73
5:00-5:15pm #of Gaps 15 6 6 1 1 0 1 3
#of Vehicles 15 12 18 4 5 0 7 24 85
5:15-5:30pm #of Gaps 13 9 8 2 3 1 0 2
#of Vehicles 13 18 24 8 15 6 0 16 100 326
Intersection Gap Study
Ci"
Project: Proposed Fastrac Development-Queensbury T Consulting
Date: 2/1/2017 (PM) &2/2/17 (AM) S
Intersection: Site Driveway @ Route 254
Movement: Left Turns Exiting
6-9 sec 10-13 sec 14-17 sec 18-19 sec 20-23 sec 24-25 sec 26-29 sec >29 sec Interval Hour
Time Interval x 1 x 2 x 3 x 4 x 5 x 6 x 7 x 8 Total Total
Morning Peak
7:15-7:30am #of Gaps 25 8 1 0 1 0 0 0
#of Vehicles 25 16 3 0 5 0 0 0 49
7:30-7:45am #of Gaps 24 9 2 1 0 0 0 0
#of Vehicles 24 18 6 4 0 0 0 0 52
7:45-8:00am #of Gaps 21 7 2 1 1 0 0 0
#of Vehicles 21 14 6 4 5 0 0 0 50
8:00-8:15am #of Gaps 17 9 2 1 1 0 0 0
#of Vehicles 17 18 6 4 5 0 0 0 50 201
Evening Peak
4:30-4:45pm #of Gaps 7 3 2 0 0 0 0 0
#of Vehicles 7 6 6 0 0 0 0 0 19
4:45-5:00pm #of Gaps 6 5 0 0 0 0 0 0
#of Vehicles 6 10 0 0 0 0 0 0 16
5:00-5:15pm #of Gaps 6 2 1 0 0 0 0 0
#of Vehicles 6 4 3 0 0 0 0 0 13
5:15-5:30pm #of Gaps 7 3 2 0 0 0 0 0
#of Vehicles 7 6 6 0 0 0 0 0 19 67
February 2017 Traffic Impact Study Proposed Fastrac Development—Town of Queensbury
APPENDIXD,
Traffic Count Data
File Name : 254 - Dix AM
Site Code : 00000000
Start Date : 2/2/2017
Page No : 1
Groups Printed-Unshifted
Route 254 Dix Avenue Route 254 Dix Avenue
Southbound Westbound Northbound Eastbound
Start Time Right Thru Left HV Right Thru Left HV Right Thru Left HV Right Thru Left HV Int.Total
07:00 AM 2 31 27 0 63 35 0 0 1 53 27 2 11 27 5 2 286
07:15 AM 5 40 42 2 76 45 1 2 3 78 25 4 27 24 2 2 378
07:30 AM 5 47 49 3 94 55 1 2 1 105 39 1 12 30 8 5 457
07:45 AM 8 49 61 2 76 91 0 2 2 112 59 4 23 43 6 2 540
Total 20 167 179 7 309 226 2 6 7 348 150 11 73 124 21 11 1661
08:00 AM 7 37 29 4 53 53 1 3 2 62 37 3 18 28 6 3 346
08:15 AM 5 43 47 1 56 36 0 1 7 53 26 1 20 25 8 8 337
08:30 AM 1 41 39 4 92 50 2 2 3 81 26 0 19 30 11 6 407
08:45 AM 7 48 57 2 78 43 3 3 1 84 27 2 22 22 18 4 421
Total 20 169 172 11 279 182 6 9 13 280 116 6 79 105 43 21 1511
Grand Total 40 336 351 18 588 408 8 15 20 628 266 17 152 229 64 32 3172
Apprch% 5.4 45.1 47.1 2.4 57.7 40 0.8 1.5 2.1 67.5 28.6 1.8 31.9 48 13.4 6.7
To % 1.3 10.6 11.1 0.6 18.5 12.9 0.3 0.5 0.6 19.8 8.4 0.5 4.8 7.2 2 1
File Name : 254 - Dix AM
Site Code : 00000000
Start Date : 2/2/2017
Page No : 2
Route 254 Dix Avenue Route 254 Dix Avenue
Southbound Westbound Northbound Eastbound
Start Time Right Thru Left HV App To al Right Thru Left HV App mal Right Thru Left HV App Toal Right Thru Left HV App Toal Int.Total
Peak Hour Analysis From 07:00 AM to 08:45 AM-Peak 1 of 1
Peak Hour for Entire Intersection Begins at 07:15 AM
07:15 AM 5 40 42 2 89 76 45 1 2 124 3 78 25 4 110 27 24 2 2 55 378
07:30 AM 5 47 49 3 104 94 55 1 2 152 1 105 39 1 146 12 30 8 5 55 457
07:45 AM 8 49 61 2 120 76 91 0 2 169 2 112 59 4 177 23 43 6 2 74 540
08:00 AM 7 37 29 4 77 53 53 1 3 110 2 62 37 3 104 18 28 6 3 55 346
Total Volume 25 173 181 11 390 299 244 3 9 555 8 357 160 12 537 80 125 22 12 239 1721
%App.Total 6.4 44.4 46.4 2.8 53.9 44 0.5 1.6 1.5 66.5 29.8 2.2 33.5 52.3 9.2 5
PHF .781 .883 .742 .688 .813 .795 .670 .750 .750 .821 .667 .797 .678 .750 .758 .741 .727 .688 .600 .807 .797
Route 254
Out In Total
678 390 1068
251 1731 181 11
Right Thru Left HV
4' 1 L►
Peak Hour Data
O N r
00 0� o ( O
D
North A
N N
A X
C
N Peak Hour Begins at 07:15 AM Aj—
> <
Q W L r
X
o Unshifted ��w m
OQ �> _ �°
_ <
F+
Left Thru Right HV
160 357 8 12
256 537 793
Out In Total
Route 254
File Name : 254 - Dix AM
Site Code : 00000000
Start Date : 2/2/2017
Page No : 1
Groups Printed-Bank 1
Route 254 Dix Avenue Route 254 Dix Avenue
Southbound Westbound Northbound Eastbound
Start Time Right Thru Left Peds Right Thru Left Peds Right F Thru Left Peds Right Thru Left Peds Int.Total
08:30 AMI 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 1
Total 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 1
Grand Total 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 1
Apprch% 0 0 0 0 0 0 0 100 0 0 0 0 0 0 0 0
Total% 0 0 0 0 0 0 0 100 0 0 0 0 0 0 0 0
File Name : 254 - Dix PM
Site Code : 00000000
Start Date : 2/1/2017
Page No : 1
Groups Printed-Unshifted
Route 254 Dix Avenue Route 254 Dix Avenue
Southbound Westbound Northbound Eastbound
Start Time Right Thru Left HV Right Thru Left HV Right Thru Left HV Right Thru Left HV Int.Total
04:00 PM 21 104 93 1 57 35 1 1 28 95 23 2 29 32 7 0 529
04:15 PM 17 122 77 2 66 44 1 0 1 106 19 3 38 56 27 0 579
04:30 PM 7 101 95 0 91 34 2 1 1 86 22 0 50 58 27 2 577
04:45 PM 14 116 82 2 64 46 0 2 0 85 25 0 52 62 20 4 574
Total 59 443 347 5 278 159 4 4 30 372 89 5 169 208 81 6 2259
05:00 PM 6 102 106 3 55 36 1 0 1 65 40 0 45 44 19 0 523
05:15 PM 5 111 109 1 71 39 1 1 4 87 20 1 53 68 19 0 590
05:30 PM 4 60 75 1 61 38 1 1 0 53 25 1 46 51 9 1 427
05:45 PM 7 84 75 1 54 28 0 2 0 64 12 0 22 50 16 0 415
Total 22 357 365 6 241 141 3 4 5 269 97 2 166 213 63 1 1955
Grand Total 81 800 712 11 519 300 7 8 35 641 186 7 335 421 144 7 4214
Apprch% 5 49.9 44.4 0.7 62.2 36 0.8 1 4 73.8 21.4 0.8 36.9 46.4 15.9 0.8
To % 1.9 19 16.9 0.3 12.3 7.1 0.2 0.2 0.8 15.2 4.4 0.2 7.9 10 3.4 0.2
File Name : 254 - Dix PM
Site Code : 00000000
Start Date : 2/1/2017
Page No : 2
Route 254 Dix Avenue Route 254 Dix Avenue
Southbound Westbound Northbound Eastbound
Start Time Right Thru Left HV 4,To al Right Thru Left HV App mal Right Thru Left HV App mal Right Thru Left HV App Toal Int.Total
Peak Hour Analysis From 04:00 PM to 05:45 PM-Peak 1 of 1
Peak Hour for Entire Intersection Begins at 04:30 PM
04:30 PM 7 101 95 0 203 91 34 2 1 128 1 86 22 0 109 50 58 27 2 137 577
04:45 PM 14 116 82 2 214 64 46 0 2 112 0 85 25 0 110 52 62 20 4 138 574
05:00 PM 6 102 106 3 217 55 36 1 0 92 1 65 40 0 106 45 44 19 0 108 523
05:15 PM 5 111 109 1 226 71 39 1 1 112 4 87 20 1 112 53 68 19 0 140 590
Total Volume 32 430 392 6 860 281 155 4 4 444 6 323 107 1 437 200 232 85 6 523 2264
%App.Total 3.7 50 45.6 0.7 63.3 34.9 0.9 0.9 1.4 73.9 24.5 0.2 38.2 44.4 16.3 1.1
PHF .571 .927 .899 .500 .951 .772 .842 .500 .500 .867 .375 .928 .669 .250 .975 .943 .853 .787 .375 .934 .959
Route 254
Out In Total
689 860 1549
321 4301 392 6
Right Thru Left HV
4' 1 L►
Peak Hour Data
* _�
o co CO I �-co N p
F J 0?
N 2
North
F- COC
N N
X.
C
LO
> o Peak Hour Begins at 0430 PM A m
X O L r A D
v N Unshifted ��A m
ON co>
_ < N
A A
F+
Left Thru Right HV
107 323 6 1
634 437 1071
Out In Total
Route 254
File Name : Dix - Stewarts - Binley Am
Site Code : 00000000
Start Date : 2/2/2017
Page No - 1
Groups Printed-Unshifted
Binley East Driveway Dix Avenue Stewarts Driveway Dix Avenue
Southbound Westbound Northbound Eastbound
Start Time Right Thru Left HV Right Thru Left HV Right Thru Left HV Right Thru Left HV Int.Total
07:00 AM 0 0 0 0 0 92 7 0 7 0 8 2 1 55 0 0 172
07:15 AM 0 0 0 0 0 114 11 0 4 0 2 0 5 52 0 1 189
07:30 AM 0 0 0 0 0 138 10 2 7 0 6 0 3 77 0 2 245
07:45 AM 0 0 0 0 0 110 12 1 12 0 3 0 4 77 0 0 219
Total 0 0 0 0 0 454 40 3 30 0 19 2 13 261 0 3 825
08:00 AM 0 0 0 0 0 94 15 0 3 0 3 0 1 59 0 0 175
08:15 AM 0 0 0 0 0 79 5 1 6 0 2 0 4 64 1 0 162
08:30 AM 0 0 0 0 0 124 5 1 2 0 3 0 5 71 0 1 212
08:45 AM 0 0 0 0 0 117 9 0 8 0 3 0 5 64 3 0 209
Total 0 0 0 0 0 414 34 2 19 0 11 0 15 258 4 1 758
Grand Total 0 0 0 0 0 868 74 5 49 0 302 28 519 4 4 1583
Apprch% 0 0 0 0 0 91.7 7.8 0.5 60.5 0 37 2.5 5 93.5 0.7 0.7
To % 0 0 0 0 0 54.8 4.7 0.3 3.1 0 1.9 0.1 1.8 32.8 0.3 0.3
File Name : Dix - Stewarts - Binley Am
Site Code : 00000000
Start Date : 2/2/2017
Page No : 2
Binley East Driveway Dix Avenue Stewarts Driveway Dix Avenue
Southbound Westbound Northbound Eastbound
Start Time Right Thru Left HV App To al Right Thru Left HV App To al Right Thru Left HT=A,,,, Right Thru Left HV All Toal Int.Total
Peak Hour Analysis From 07:00 AM to 08:45 AM-Peak 1 of 1
Peak Hour for Entire Intersection Begins at 07:15 AM
07:15 AM 0 0 0 0 0 0 114 11 0 125 4 0 2 0 6 5 52 0 1 58 189
07:30 AM 0 0 0 0 0 0 138 10 2 150 7 0 6 0 13 3 77 0 2 82 245
07:45 AM 0 0 0 0 0 0 110 12 1 123 12 0 3 0 15 4 77 0 0 81 219
08:00 AM 0 0 0 0 0 0 94 15 0 109 3 0 3 0 6 1 59 0 0 60 175
Total Volume 0 0 0 0 0 0 456 48 3 507 26 0 14 0 40 13 265 0 3 281 828
%App.Total 0 0 0 0 0 89.9 9.5 0.6 65 0 35 0 4.6 94.3 0 1.1
PHF .000 .000 .000 .000 .000 .000 .826 .800 .375 .845 .542 .000 .583 .000 .667 .650 .860 .000 .375 .857 .845
Binley East Driveway
Out In Total
0 0 0
0 0 0 0
Right Thru Left HV
4' 1 4
Peak Hour Data
�� o
o
F p jC
North
0
C Nll� ��TC X
C
> N Peak Hour Begins at 07-15A 0) n <
< M L r
X
0 o Unshifted ��a m
Ov h> _ �°
_ < o°
C, a—
F+
Left Thru Right HV
14 0 26 0
61 40 F 101
Out In Total
Stewarts Driveway
File Name : Dix - Stewarts - Binley PM
Site Code : 00000000
Start Date : 2/1/2017
Page No - 1
Groups Printed-Unshifted
Binley East Driveway Dix Avenue Stewarts Driveway Dix Avenue
Southbound Westbound Northbound Eastbound
Start Time Right Thru Left HV Right Thru Left HV Right Thru Left HV Right Thru Left HV Int.Total
04:00 PM 1 0 0 0 1 100 5 0 10 0 5 0 11 98 0 0 231
04:15 PM 0 0 0 0 0 102 2 0 14 0 1 0 9 106 0 0 234
04:30 PM 0 0 0 0 0 84 4 0 12 1 1 0 13 118 0 0 233
04:45 PM 1 0 0 0 0 99 6 0 10 0 2 0 5 120 0 0 243
Total 2 0 0 0 1 385 17 0 46 1 9 0 38 442 0 0 941
05:00 PM 2 0 0 0 0 93 7 0 12 0 1 0 8 143 0 0 266
05:15 PM 1 0 0 0 0 80 11 0 6 0 5 0 4 147 0 0 254
05:30 PM 0 0 0 0 1 75 9 0 10 0 4 0 5 111 0 0 215
05:45 PM 0 0 0 0 0 65 4 0 8 0 5 0 4 95 0 0 181
Total 3 0 0 0 1 313 31 0 36 0 15 0 21 496 0 0 916
Grand Total 5 0 0 0 2 698 48 0 82 1 24 0 59 938 0 0 1857
Apprch% 100 0 0 0 0.3 93.3 6.4 0 76.6 0.9 22.4 0 5.9 94.1 0 0
Total% 0.3 0 0 0 0.1 37.6 2.6 0 4.4 0.1 1.3 0 3.2 50.5 0 0
File Name : Dix - Stewarts - Binley PM
Site Code : 00000000
Start Date : 2/1/2017
Page No : 2
Binley East Driveway Dix Avenue Stewarts Driveway Dix Avenue
Southbound Westbound Northbound Eastbound
Start Time Right Thru Left HV 4,To al Right Thru Left HV App To al Right Thru Left HV App To al Right Thru Left HV All Toal Int.Total
Peak Hour Analysis From 04:00 PM to 05:45 PM-Peak 1 of 1
Peak Hour for Entire Intersection Begins at 04:30 PM
04:30 PM 0 0 0 0 0 0 84 4 0 88 12 1 1 0 14 13 118 0 0 131 233
04:45 PM 1 0 0 0 1 0 99 6 0 105 10 0 2 0 12 5 120 0 0 125 243
05:00 PM 2 0 0 0 2 0 93 7 0 100 12 0 1 0 13 8 143 0 0 151 266
05:15 PM 1 0 0 0 1 0 80 11 0 91 6 0 5 0 11 4 147 0 0 151 254
Total Volume 4 0 0 0 4 0 356 28 0 384 40 1 9 0 50 30 528 0 0 558 996
%App.Total 100 0 0 0 0 92.7 7.3 0 80 2 18 0 5.4 94.6 0 0
PHF .500 .000 .000 .000 .500 .000 .899 .636 .000 .914 .833 .250 .450 .000 .893 .577 .898 .000 .000 .924 .936
Binley East Driveway
Out In Total
0 4 0
4 0 0 0
Right Thru Left HV
4' 1 4
Peak Hour Data
MON O *
o �� o O
J T �O
North
� ` o
CO LO L� 4--?- X'
C
> Peak Hour Begins at 0430 PM o w <
Q O L r A D
X CO
o Unshifted �� m
O h O> _ W
°
<
F+
Left Thru Right HV
9 1 40 0
58 50 F 108
Out In Total
Stewarts Driveway
February 2017 Traffic Impact Study Proposed Fastrac Development—Town of Queensbury
APPENDIX E
Background Growth Rate Calculations
Background Traffic Growth Calculations
Proposed Fastrac Development,
Route 254 @ Dix Avenue, Queensbury, NY
Historical Traffic Counts Taken from the NYSDOT 2014 Traffic Volume Report
Route 254 - Between Sanford Street and Lower Warren - Route 911 E
2014 2012 2007 2004
16,811 veh 15,941 veh 17,921 veh 18,091 veh
+2.7% per year 1 -2.2% per year -0.3% per year
-0.9% per year
-0.7% per year
Short term growth rate is positive, however long term growth is negative
Use +1.0% annual growth for conservative traffic projections
February 2017 Traffic Impact Study Proposed Fastrac Development—Town of Queensbury
APPENDIX F
Traffic Volume Figures 1-7
Route 254
111
� jey
tl
CD � of
`�° 276(260)
3(4)(145)
22(85)
114(221) o o 0(0)
80(200) GP 496(396)
48(28) C7
o f 0(0) y
285(568) 1CD
13(30) o N CD
Morning Peak Hour-7:15-8:15am o
Evening Peak Hour-4:30-5:30pm
Stewart's
Shop
Route 254 Not to Scale
Proposed Fastrac Development - Route 254 @ Dix Avenue, Town of Queensbury, NY N
2017 Existing Traffic Volumes W#
Morning (Evening) Peak Hour Figure 1 GTS Consulting
b
Route 254
tl
CD
CD
��8(271)
3(4)(151)
23(89)
119(230) o o 0(0)
83(209) GP 517(413)
50(29) d
0(0)
297(592) -
14(3 1)
97(592) — CD14(31) CD
Seasonal Adjustment N
Factor Group 30-Work Week
February Adjustment Factor-0.959
Stewart's
Shop
Route 254 Not to Scale
Proposed Fastrac Development - Route 254 @ Dix Avenue, Town of Queensbury, NY N
2017 Seasonally Adjusted Existing Traffic Volumes W#E
Morning (Evening) Peak Hour Figure 2 GTS Consulting
b
Route 254
CD
9j o �p p�11
CD 291(274)
— 243(113,3 43(153)
� (4)
23(90)
120(232) o o 0(0)
84(211) GP 522(418)
51(29) C7
rJJ of 0(0)
300(598) CD
14(3 1) o N CD
Stewart's
Shop
Route 254 Not to Scale
Proposed Fastrac Development - Route 254 @ Dix Avenue, Town of Queensbury, NY N
2018 Background Traffic Volumes -With 1% Growth W#
Morning (Evening) Peak Hour Figure 3 GTS Consulting
b
Route 254
of
Proposed
Fastrac Development
d
q
CD
9° °J
� °J0 �� 5%(12%)
%(-�-g/
1810(+14%)
� o 0
3%(+2%)
N o0
10%(+3%), — 27%(+31%)
(-31%)
o� 12%(+13%)
(-18%) -
CD 1 rCD
CD
Stewart's
Shop
Route 254 Not to Scale
Proposed Fastrac Development - Route 254 @ Dix Avenue, Town of Queensbury, NY N
Arrival/Departure Distribution -Morning Peak Hour W#
New (Passby) Trip Percentage Figure 4 GTS Consulting
b
Route 254
of
6',
J (1 R
o�c?
Proposed
Fastrac Development
�° J
co o S%(-10%)
�� 11%(+S 0 0
18%(+250
/�
3% o
10%(+9% , 27%(+20%)
( (-20,0)
S°
o°� 12%(+21%) f
(-27,0) - 1 rCD
CD
CD
Stewart's
Shop
Route 254 Not to Scale
Proposed Fastrac Development - Route 254 @ Dix Avenue, Town of Queensbury, NY N
Arrival/Departure Distribution - Evening Peak Hour W#
New (Passby) Trip Percentage Figure 5 GTS Consulting
b
Route 254
��61
�f J
J
i,
Proposed
Fastrac Development
d
CD
�J
CD -4�3)
8(8)
13(22)
w
_ Oc
(10) Oc 24(24)
-2(5)
5) -14(-11)
1
o
J �
10(17) c
-8(-15) CD
1 rCD
CD
Stewart's
Shop
Route 254 Not to Scale
Proposed Fastrac Development - Route 254 @ Dix Avenue, Town of Queensbury, NY N
Trips Generated W#E
Morning (Evening) Peak Hour Figure 6 GTS Consulting
b
Route 254
Proposed
Fastrac Development
d
CD
CD
���(271)
� 16(6�1)
25(91 oOc
125(242) 24(24)
82(206) l 508(407)
51(29) C7
JJJ J 10(17)
292(583) -
14(3 1)
92(583) — CD14(31) CD
Stewart's
Shop
Route 254 Not to Scale
Proposed Fastrac Development - Route 254 @ Dix Avenue, Town of Queensbury, NY N
2018 Build Traffic Volumes W#
Morning (Evening) Peak Hour Figure 7 GTS Consulting
b
February 2017 Traffic Impact Study Proposed Fastrac Development—Town of Queensbury
APPENDIX G
Trip Generation Calculations
Proposed Fastrac Development - Dix Avenue & Route 254, Town of Queensbury, NY
Trip Generation Estimate
Proposed Development 16 Fueling Position Gas Station with Convenience Market
ITE Trip Generation - 9th Edition
Land Use 945 - Gasoline/Service Station with Convenience Market
AM Peak Hour 10.16 Trips/Fuel Pos. 50% Enter 50% Exit
PM Peak Hour 13.51 Trips/Fuel Pos. 50% Enter 50% Exit
Average Pass-by Percentages
Land Use 945 - Gasoline/Service Station with Convenience Market - AM - 62%, PM - 56%
Use 55% - Both Time Periods
Trip Generation Summary
Morning Peak Hour Evening Peak Hour
Development Size Total Trips Entering Exiting Total Trips Entering Exiting
Proposed Fastrac 16 Fueling Positions 163 82 81 216 108 108
Existing Site Generated Trips 0 0 0 -12 -5 -7
Total Additional Trips Generated 163 82 81 204 103 101
Pass-by Trips (55%) -88 -44 -44 -112 -56 -56
Additional New Trips Generated 75 38 37 92 47 45
February 2017 Traffic Impact Study Proposed Fastrac Development—Town of Queensbury
APPENDIX H
Level of Service Summary
Proposed Fastrac Development—Town of Queensbury,NY
Intersection Level of Service Summary
Morning Peak Hour
2017 2018 2018
Intersection Existing Background Build
Route 254 @
Dix Avenue C(22) C(22) C(23)
EB Left C(22) C(22) C(22)
EB Through C(26) C(26) C(25)
EB Right A(3) A(3) A(3)
WB Left/Through D(48) D(48) D(50)
WB Right A(6) A(6) A(6)
NB Left B(12) B(12) B(12)
NB Through/Right C(27) C(28) C(29)
SB Left B(15) B(15) B(16)
SB Through/Right C(21) C(21) C(21)
Dix Avenue @
Stewart's Shop/Site Driveway
EB Left/Through/Right a(0) a(0) a(0)
WB Left/Through/Right a(1) a(1) a(1)
NB Left/Through/Right c(17) c(18) c(20)
SB Left/Through/Right a(0) a(0) c(22)
Route 254 @
Site Driveway
WB Left/Right a(0) a(0) c(22)
NB Through/Right a(0) a(0) a(0)
SB Left/Through a(0) a(0) a(2)
A(9)—Signalized Level of Service(Average Delay per Vehicle in Seconds)
a(9)—Unsignalized Level of Service(Average Delay per Vehicle in Seconds)
Evening Peak our
2017 2018 2018
Intersection Existing Background Build
Route 254 @
Dix Avenue C(23) C(23) C(28)
EB Left D(47) D(47) D(43)
EB Through D(48) D(48) D(43)
EB Right A(5) A(5) A(4)
WB Left/Through E(76) E(76) F(110)
WB Right A(4) A(4) A(4)
NB Left A(10) A(10) B(12)
NB Through/Right C(23) C(24) C(28)
SB Left B(12) B(12) B(15)
SB Through/Right B(18) B(18) C(21)
Dix Avenue @
Stewart's Shop/Site Driveway
EB Left/Through/Right a(0) a(0) a(1)
WB Left/Through/Right a(1) a(1) a(1)
NB Left/Through/Right c(18) c(18) c(19)
SB Left/Through/Right b(11) b(11) d(30)
Route 254 @
Site Driveway
WB Left/Right c(18) c(18) c(18)
NB Through/Right a(0) a(0) a(0)
SB Left/Through a(1) a(1) a(2)
A(9)—Signalized Level of Service(Average Delay per Vehicle in Seconds)
a(9)—Unsignalized Level of Service(Average Delay per Vehicle in Seconds)
February 2017 Traffic Impact Study Proposed Fastrac Development—Town of Queensbury
APPENDIX I
Accident Analysis
Proposed Fastrac Development, Town of Queensbury, NY
Accident History Summaries - November 2013 Through October 2016
Route 254 @ Dix Avenue
Accident# Date Type #Cars Severity Direction Conditions Contributing Factors
1 5/21/2014 Rearend 2 PDO EB/ EB Stopped Dry Passenger Distraction
2 6/13/2014 Rearend 2 PDO WB/WB Wet Reaction to Uninvolved Vehicle
3 9/26/2014 Right Angle 3 INJ EB/ NB/WB Stopped Dry Failure to Yield ROW
4 11/18/2014 Rearend 2 PDO WB/WB Dry Following Too Closely
5 12/23/2014 Rearend 2 PDO WB/WB Stopped Wet Following Too Closely
6 1/8/2016 Overtaking 2 PDO EB/ EB Dry Driver Inattention
7 12/4/2013 Rearend 2 INJ WB/WB Stopped Dry Driver Inattention
8 1/2/2014 Rearend 2 PDO EB/ EB Stopped Icy Pavement Slippery
9 1/6/2014 Rearend 2 PDO EB/ EB Stopped Dry Driver Inattention
10 1/12/2014 Rearend 2 PDO EB/ EB Stopped Dry Following Too Closely
11 1/31/2014 Overtaking 2 PDO SB/SB Dry View Obstructed
12 2/10/2014 Rearend 2 PDO SB/SB Stopped Dry Driver Inattention
13 2/12/2014 Rearend 2 INJ EB/ EB Stopped Dry Driver Inattention
14 3/5/2014 Overtaking 2 PDO EB/ EB Dry Unsafe Lane Change
15 6/26/2014 Left Turn 2 PDO EB Left/WB Dry Driver Inattention
16 8/5/2014 Rearend 2 PDO WB/WB Stopped Dry Following Too Closely
17 8/11/2014 Rearend 3 PDO SB/SB Stopped (2) Dry Driver Inattention
18 8/13/2014 Rearend 2 PDO EB/ EB Stopped Wet Following Too Closely
19 8/15/2014 Rearend 2 PDO NB/ NB Stopped Dry Driver Inattention
20 9/19/2014 Rearend 2 INJ EB/ EB Stopped Dry Cell Phone
21 11/6/2014 Rearend 2 PDO EB/ EB Wet Following Too Closely
22 11/17/2014 Rearend 2 PDO SB/SB Wet Following Too Closely
23 11/24/2014 Unknown 2 PDO Unknown / Unknown Stopped Unknown Unknown
24 12/17/2014 Rearend 2 PDO EB/ EB Stopped Wet Following Too Closely
25 1/11/2015 Rearend 2 PDO EB/ EB Stopped Dry Following Too Closely
26 1/27/2015 Rearend 2 INJ EB/ EB Stopped Icy Following Too Closely
27 1/28/2015 Rearend 3 PDO EB/ EB Stopped (2) Dry Following Too Closely
28 2/11/2015 Rearend 2 PDO WB/WB Stopped Dry Driver Inattention
29 2/21/2015 Rearend 2 PDO SB/SB Stopped Icy Pavement Slippery
30 3/3/2015 Rearend 2 PDO EB/ EB Stopped Dry Driver Inattention
31 3/11/2015 Rearend 2 INJ EB/ EB Stopped Dry Following Too Closely
32 6/6/2015 Overturned 1 INJ WB Dry Illness
33 7/11/2015 Rearend 2 PDO EB/ EB Stopped Dry Following Too Closely
34 9/7/2015 Rearend 2 PDO SB/SB Stopped Dry Following Too Closely
35 9/12/2015 Rearend 2 PDO WB/WB Stopped Dry Driver Inattention
36 10/4/2015 Backing 2 PDO EB Backing / EB Dry Backing Unsafely
37 10/31/2015 Rearend 2 PDO SB/SB Stopped Dry Following Too Closely
Accident# Date Type #Cars Severity Direction Conditions Contributing Factors
38 11/3/2015 Rearend 2 PDO SB/SB Dry Driver Inattention
39 12/2/2015 Right Angle 2 INJ SB Left/ EB Wet Failure to Yield ROW
40 1/6/2016 Rearend 2 PDO WB/WB Stopped Dry Driver Inattention
41 1/8/2016 Rearend 2 PDO EB/ EB Stopped Dry Driver Inattention
42 1/16/2016 Left Turn 2 PDO SB Left/ EB Dry Driver Inattention
43 4/1/2016 Rearend 3 INJ NB/ NB Stopped (2) Dry Following Too Closely
44 4/19/2016 Rearend 2 PDO WB/WB Stopped Dry Following Too Closely
45 4/27/2016 Rearend 2 PDO WB/WB Stopped Dry Following Too Closely
46 6/14/2016 Rearend 2 INJ SB/SB Stopped Dry Following Too Closely
47 7/7/2016 Rearend 2 PDO WB/WB Stopped Dry Following Too Closely
48 7/13/2016 Rearend 2 PDO SB/SB Stopped Dry Driver Inattention
49 7/24/2016 Rearend 2 PDO EB/ EB Stopped Dry Driver Inattention
50 7/28/2016 Rearend 2 PDO NB Right/ NB Dry Following Too Closely
51 8/2/2016 Rearend 2 PDO EB/ EB Stopped Wet Following Too Closely
52 8/29/2016 Rearend 2 PDO NB/ NB Stopped Dry Following Too Closely
53 9/9/2016 Left Turn 2 PDO NBL /SB Dry Traffic Control Disregarded
54 9/16/2016 Rearend 2 INJ NB/ NB Stopped Dry Driver Inattention
55 9/27/2016 Left Turn 2 INJ WB Left/ EB Dry Failure to Yield ROW
56 10/13/2016 Rearend 2 PDO SB/SB Stopped Dry Driver Inattention
57 10/22/2016 Rearend 2 PDO EB/ EB Stopped Wet Following Too Closely
Route 254 @ Dix Avenue -57 Accidents
45 - Rearend Accidents 1 - Overturned Accident
4 - Left Turn Accidents 1 - Backing Accident
3 - Overtaking Accidents 1 - Unknown Accident
2 - Right Angle Accidents
Route 254 @ Dix Avenue - Evening Peak Hour-2,184 Vehicles. Assumed PM Peak is 9% of AADT, AADT = 24,267 Vehicles
Intersection Accident Rates
#Accidents X 1,000,000
AADT X#Years X 365 Days
Time Period = 3 years
Route 254 @ Dix Avenue - 57 Accidents
Accident Rate = 2.15 accidents per million entering vehicles
Statewide average for similar facilities = 0.45 accidents per million entering vehicles
Intersection Accident History is over the Statewide Average
Given intersection skew, It is assumed that many of the "EB" accidents are actually SB on Route 254, Some "WB" may be NB on Route 254
February 2017 Traffic Impact Study Proposed Fastrac Development—Town of Queensbury
APPENDIX J
Capacity Analysis Printouts
Lanes, Volumes, Timings
1: Route 254 & Dix Avenue 2/14/2017
1# __* "t or t
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations 'i + if +T if 'i T# 'i T#
Volume(vph) 23 119 83 3 241 288 167 372 8 184 180 26
Ideal Flow(vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Storage Length(ft) 240 260 0 210 310 0 0 0
Storage Lanes 1 1 0 1 1 0 1 0
Taper Length(ft) 75 75 75 75
Satd. Flow(prot) 1719 1810 1538 0 1861 1583 1770 1857 0 1752 1810 0
Flt Permitted 0.351 0.996 0.548 0.288
Satd. Flow(perm) 635 1810 1538 0 1855 1583 1021 1857 0 531 1810 0
Right Turn on Red Yes Yes Yes Yes
Satd. Flow(RTOR) 102 277 1 8
Link Speed (mph) 35 35 40 40
Link Distance(ft) 1047 390 750 144
Travel Time(s) 20.4 7.6 12.8 2.5
Peak Hour Factor 0.81 0.81 0.81 0.82 0.82 0.82 0.76 0.76 0.76 0.81 0.81 0.81
Heavy Vehicles(%) 5% 5% 5% 2% 2% 2% 2% 2% 2% 3% 3% 3%
Shared Lane Traffic(%)
Lane Group Flow(vph) 28 147 102 0 298 351 220 500 0 227 254 0
Enter Blocked Intersection No No No No No No No No No No No No
Lane Alignment Left Left Right Left Left Right Left Left Right Left Left Right
Median Width(ft) 12 12 12 12
Link Offset(ft) 0 0 0 0
Crosswalk Width(ft) 16 16 16 16
Two way Left Turn Lane
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Turning Speed(mph) 15 9 15 9 15 9 15 9
Turn Type pm+pt NA pm+ov Perm NA pm+ov pm+pt NA pm+pt NA
Protected Phases 7 4 5 8 1 5 2 1 6
Permitted Phases 4 4 8 8 2 6
Detector Phase 7 4 5 8 8 1 5 2 1 6
Switch Phase
Minimum Initial(s) 6.0 10.0 6.0 10.0 10.0 6.0 6.0 10.0 6.0 10.0
Minimum Split(s) 11.0 15.0 11.0 15.0 15.0 11.0 11.0 15.0 11.0 15.0
Total Split(s) 11.0 41.0 17.0 30.0 30.0 17.0 17.0 37.0 17.0 37.0
Total Split(%) 11.6% 43.2% 17.9% 31.6% 31.6% 17.9% 17.9% 38.9% 17.9% 38.9%
Maximum Green(s) 6.0 36.0 12.0 25.0 25.0 12.0 12.0 32.0 12.0 32.0
Yellow Time(s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
All-Red Time(s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0
Lost Time Adjust(s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Lost Time(s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0
Lead/Lag Lag Lead Lead Lead Lead Lead Lag Lead Lag
Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes
Vehicle Extension(s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Recall Mode None None None None None None None C-Max None C-Max
Act Effct Green(s) 29.1 26.7 42.3 20.1 33.0 52.9 42.3 53.6 42.7
Actuated g/C Ratio 0.31 0.28 0.45 0.21 0.35 0.56 0.45 0.56 0.45
v/c Ratio 0.11 0.29 0.14 0.76 0.48 0.34 0.60 0.52 0.31
Control Delay 22.0 25.8 2.5 47.7 5.5 11.9 27.4 14.9 20.8
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
2017 Existing Conditions-Morning Peak Hour Synchro 8 Report
GTS Consulting Page 1
Lanes, Volumes, Timings
1: Route 254 & Dix Avenue 2/14/2017
1# __* "t or t
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Total Delay 22.0 25.8 2.5 47.7 5.5 11.9 27.4 14.9 20.8
LOS C C A D A B C B C
Approach Delay 16.9 24.9 22.6 18.0
Approach LOS B C C B
Queue Length 50th(ft) 11 64 0 169 21 62 254 64 103
Queue Length 95th(ft) 25 92 16 218 47 93 311 104 159
Internal Link Dist(ft) 967 310 670 64
Turn Bay Length(ft) 240 260 210 310
Base Capacity(vph) 263 685 767 488 752 684 828 469 817
Starvation Cap Reductn 0 0 0 0 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0 0 0 0 0
Reduced v/c Ratio 0.11 0.21 0.13 0.61 0.47 0.32 0.60 0.48 0.31
Intersection Summary
Area Type: Other
Cycle Length:95
Actuated Cycle Length:95
Offset:56(59%), Referenced to phase 2:NBTL and 6:SBTL,Start of Yellow
Natural Cycle:65
Control Type:Actuated-Coordinated
Maximum v/c Ratio:0.76
Intersection Signal Delay:21.5 Intersection LOS:C
Intersection Capacity Utilization 61.9% ICU Level of Service B
Analysis Period (min) 15
Splits and Phases: 1: Route 254&Dix Avenue
Ilk,l t02 R X04
17s 37Is 41s
t o5 t 06 R X08 07
17s 37s 30 s 111 s
2017 Existing Conditions-Morning Peak Hour Synchro 8 Report
GTS Consulting Page 2
Lanes, Volumes, Timings
2: Stewart's Shop/Site Driveway & Dix Avenue 2/14/2017
1# --* "t *--- t
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations +T# +T# +T# +T#
Volume(vph) 0 297 14 50 517 0 15 0 27 0 0 0
Ideal Flow(vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Satd. Flow(prot) 0 1852 0 0 1855 0 0 1688 0 0 1881 0
Flt Permitted 0.996 0.983
Satd. Flow(perm) 0 1852 0 0 1855 0 0 1688 0 0 1881 0
Link Speed (mph) 35 35 30 30
Link Distance(ft) 390 819 113 122
Travel Time(s) 7.6 16.0 2.6 2.8
Peak Hour Factor 0.86 0.86 0.86 0.85 0.85 0.85 0.67 0.67 0.67 0.90 0.90 0.90
Heavy Vehicles(%) 2% 2% 2% 2% 2% 2% 1% 1% 1% 1% 1% 1%
Shared Lane Traffic(%)
Lane Group Flow(vph) 0 361 0 0 667 0 0 62 0 0 0 0
Enter Blocked Intersection No No No No No No No No No No No No
Lane Alignment Left Left Right Left Left Right Left Left Right Left Left Right
Median Width(ft) 0 0 0 0
Link Offset(ft) 0 0 0 0
Crosswalk Width(ft) 16 16 16 16
Two way Left Turn Lane
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Turning Speed(mph) 15 9 15 9 15 9 15 9
Sign Control Free Free Stop Stop
Intersection Summary
Area Type: Other
Control Type: Unsignalized
Intersection Capacity Utilization 59.8% ICU Level of Service B
Analysis Period(min) 15
2017 Existing Conditions-Morning Peak Hour Synchro 8 Report
GTS Consulting Page 3
HCM Unsignalized Intersection Capacity Analysis
2: Stewart's Shop/Site Driveway & Dix Avenue 2/14/2017
1# --* "t *--- t
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations +T# +T# +T# +T#
Volume(veh/h) 0 297 14 50 517 0 15 0 27 0 0 0
Sign Control Free Free Stop Stop
Grade 0% 0% 0% 0%
Peak Hour Factor 0.86 0.86 0.86 0.85 0.85 0.85 0.67 0.67 0.67 0.90 0.90 0.90
Hourly flow rate(vph) 0 345 16 59 608 0 22 0 40 0 0 0
Pedestrians
Lane Width(ft)
Walking Speed(ft/s)
Percent Blockage
Right turn flare(veh)
Median type None None
Median storage veh)
Upstream signal(ft) 390
pX,platoon unblocked 0.88 0.88 0.88 0.88 0.88 0.88
vC,conflicting volume 608 362 1079 1079 353 1120 1088 608
vC1,stage 1 conf vol
vC2,stage 2 conf vol
vCu,unblocked vol 608 201 1020 1020 191 1066 1029 608
tC,single(s) 4.1 4.1 7.1 6.5 6.2 7.1 6.5 6.2
tC,2 stage(s)
tF(s) 2.2 2.2 3.5 4.0 3.3 3.5 4.0 3.3
p0 queue free% 100 95 88 100 95 100 100 100
cM capacity(veh/h) 970 1202 182 198 747 160 195 497
Direction, Lane# EB 1 WB 1 NB 1 SB 1
Volume Total 362 667 63 0
Volume Left 0 59 22 0
Volume Right 16 0 40 0
cSH 970 1202 354 1700
Volume to Capacity 0.00 0.05 0.18 0.00
Queue Length 95th(ft) 0 4 16 0
Control Delay(s) 0.0 1.3 17.3 0.0
Lane LOS A C A
Approach Delay(s) 0.0 1.3 17.3 0.0
Approach LOS C A
Intersection Summary
Average Delay 1.8
Intersection Capacity Utilization 59.8% ICU Level of Service B
Analysis Period (min) 15
2017 Existing Conditions-Morning Peak Hour Synchro 8 Report
GTS Consulting Page 4
Lanes, Volumes, Timings
7: Route 254 & Site Driveway 2/14/2017
,or t 1
Lane Group WBL WBR NBT NBR SBL SBT
Lane Configurations Y T# 0
Volume(vph) 0 0 683 0 0 390
Ideal Flow(vphpl) 1900 1900 1900 1900 1900 1900
Storage Length(ft) 0 0 0 250
Storage Lanes 1 0 0 1
Taper Length(ft) 75 75
Satd. Flow(prot) 1863 0 1863 0 0 3505
Flt Permitted
Satd. Flow(perm) 1863 0 1863 0 0 3505
Link Speed (mph) 30 40 40
Link Distance(ft) 124 144 904
Travel Time(s) 2.8 2.5 15.4
Peak Hour Factor 0.90 0.90 0.76 0.76 0.81 0.81
Heavy Vehicles(%) 2% 2% 2% 2% 3% 3%
Shared Lane Traffic(%)
Lane Group Flow(vph) 0 0 899 0 0 481
Enter Blocked Intersection No No No No No No
Lane Alignment Left Right Left Right Left Left
Median Width(ft) 12 0 0
Link Offset(ft) 0 0 0
Crosswalk Width(ft) 16 16 16
Two way Left Turn Lane
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00
Turning Speed(mph) 15 9 9 15
Sign Control Stop Free Free
Intersection Summary
Area Type: Other
Control Type: Unsignalized
Intersection Capacity Utilization 39.3% ICU Level of Service A
Analysis Period(min) 15
2017 Existing Conditions-Morning Peak Hour Synchro 8 Report
GTS Consulting Page 5
HCM Unsignalized Intersection Capacity Analysis
7: Route 254 & Site Driveway 2/14/2017
,or t 1
Movement WBL WBR NBT NBR SBL SBT
Lane Configurations Y T# 0
Volume(veh/h) 0 0 683 0 0 390
Sign Control Stop Free Free
Grade 0% 0% 0%
Peak Hour Factor 0.90 0.90 0.76 0.76 0.81 0.81
Hourly flow rate(vph) 0 0 899 0 0 481
Pedestrians
Lane Width(ft)
Walking Speed(ft/s)
Percent Blockage
Right turn flare(veh)
Median type None None
Median storage veh)
Upstream signal(ft) 144
pX,platoon unblocked 0.78 0.78 0.78
vC,conflicting volume 1139 899 899
vC1,stage 1 conf vol
vC2,stage 2 conf vol
vCu,unblocked vol 1040 733 733
tC,single(s) 6.8 6.9 4.2
tC,2 stage(s)
tF(s) 3.5 3.3 2.2
p0 queue free% 100 100 100
cM capacity(veh/h) 177 285 675
Direction, Lane# WB 1 NB 1 SB 1 SB 2
Volume Total 0 899 160 321
Volume Left 0 0 0 0
Volume Right 0 0 0 0
cSH 1700 1700 675 1700
Volume to Capacity 0.00 0.53 0.00 0.19
Queue Length 95th(ft) 0 0 0 0
Control Delay(s) 0.0 0.0 0.0 0.0
Lane LOS A
Approach Delay(s) 0.0 0.0 0.0
Approach LOS A
Intersection Summary
Average Delay 0.0
Intersection Capacity Utilization 39.3% ICU Level of Service A
Analysis Period (min) 15
2017 Existing Conditions-Morning Peak Hour Synchro 8 Report
GTS Consulting Page 6
Lanes, Volumes, Timings
1: Route 254 & Dix Avenue 2/14/2017
1# __* "t or t
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations 'i + if +T if 'i T# 'i T#
Volume(vph) 89 230 209 4 151 271 112 337 6 387 449 33
Ideal Flow(vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Storage Length(ft) 240 260 0 210 310 0 0 0
Storage Lanes 1 1 0 1 1 0 1 0
Taper Length(ft) 75 75 75 75
Satd. Flow(prot) 1787 1881 1599 0 1879 1599 1787 1876 0 1787 1862 0
Flt Permitted 0.446 0.860 0.443 0.427
Satd. Flow(perm) 839 1881 1599 0 1618 1599 833 1876 0 803 1862 0
Right Turn on Red Yes Yes Yes Yes
Satd. Flow(RTOR) 225 311 1 4
Link Speed (mph) 35 35 40 40
Link Distance(ft) 1047 390 750 144
Travel Time(s) 20.4 7.6 12.8 2.5
Peak Hour Factor 0.93 0.93 0.93 0.87 0.87 0.87 0.98 0.98 0.98 0.95 0.95 0.95
Heavy Vehicles(%) 1% 1% 1% 1% 1% 1% 1% 1% 1% 1% 1% 1%
Shared Lane Traffic(%)
Lane Group Flow(vph) 96 247 225 0 179 311 114 350 0 407 508 0
Enter Blocked Intersection No No No No No No No No No No No No
Lane Alignment Left Left Right Left Left Right Left Left Right Left Left Right
Median Width(ft) 12 12 12 12
Link Offset(ft) 0 0 0 0
Crosswalk Width(ft) 16 16 16 16
Two way Left Turn Lane
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Turning Speed(mph) 15 9 15 9 15 9 15 9
Turn Type pm+pt NA pm+ov Perm NA pm+ov pm+pt NA pm+pt NA
Protected Phases 7 4 5 8 1 5 2 1 6
Permitted Phases 4 4 8 8 2 6
Detector Phase 7 4 5 8 8 1 5 2 1 6
Switch Phase
Minimum Initial(s) 6.0 10.0 6.0 10.0 10.0 6.0 6.0 10.0 6.0 10.0
Minimum Split(s) 11.0 15.0 11.0 15.0 15.0 11.0 11.0 15.0 11.0 15.0
Total Split(s) 16.0 46.0 17.0 30.0 30.0 37.0 17.0 42.0 37.0 62.0
Total Split(%) 12.8% 36.8% 13.6% 24.0% 24.0% 29.6% 13.6% 33.6% 29.6% 49.6%
Maximum Green(s) 11.0 41.0 12.0 25.0 25.0 32.0 12.0 37.0 32.0 57.0
Yellow Time(s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
All-Red Time(s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0
Lost Time Adjust(s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Lost Time(s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0
Lead/Lag Lag Lead Lead Lead Lead Lead Lag Lead Lag
Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes
Vehicle Extension(s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Recall Mode None None None None None None None C-Max None C-Max
Act Effct Green(s) 28.4 28.4 41.8 17.4 36.8 70.6 62.2 86.6 73.2
Actuated g/C Ratio 0.23 0.23 0.33 0.14 0.29 0.56 0.50 0.69 0.59
v/c Ratio 0.41 0.58 0.33 0.80 0.45 0.21 0.38 0.57 0.47
Control Delay 46.8 48.1 4.5 76.2 3.9 9.7 23.4 11.7 17.5
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
2017 Existing Conditions-Evening Peak Hour Synchro 8 Report
GTS Consulting Page 1
Lanes, Volumes, Timings
1: Route 254 & Dix Avenue 2/14/2017
1# __* "t or t
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Total Delay 46.8 48.1 4.5 76.2 3.9 9.7 23.4 11.7 17.5
LOS D D A E A A C B B
Approach Delay 30.6 30.3 20.1 14.9
Approach LOS C C C B
Queue Length 50th(ft) 64 179 0 142 0 27 165 119 220
Queue Length 95th(ft) 106 250 49 204 35 56 312 199 361
Internal Link Dist(ft) 967 310 670 64
Turn Bay Length(ft) 240 260 210 310
Base Capacity(vph) 307 616 724 323 820 585 933 808 1091
Starvation Cap Reductn 0 0 0 0 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0 0 0 0 0
Reduced v/c Ratio 0.31 0.40 0.31 0.55 0.38 0.19 0.38 0.50 0.47
Intersection Summary
Area Type: Other
Cycle Length: 125
Actuated Cycle Length: 125
Offset:56(45%), Referenced to phase 2:NBTL and 6:SBTL,Start of Yellow
Natural Cycle:60
Control Type:Actuated-Coordinated
Maximum v/c Ratio:0.80
Intersection Signal Delay:22.6 Intersection LOS:C
Intersection Capacity Utilization 76.6% ICU Level of Service D
Analysis Period (min) 15
Splits and Phases: 1: Route 254&Dix Avenue
Ilk, *
1 I p2 R X04
37s 1 142 s 46 s
t o5 t 06 R 08 07
17s 62s T 130s 116s
2017 Existing Conditions-Evening Peak Hour Synchro 8 Report
GTS Consulting Page 2
Lanes, Volumes, Timings
2: Stewart's Shop/Site Driveway & Dix Avenue 2/14/2017
1# --* "t *--- t
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations +T# +T# +T# +T#
Volume(vph) 0 592 31 29 413 0 9 1 42 0 0 4
Ideal Flow(vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Satd. Flow(prot) 0 1870 0 0 1876 0 0 1661 0 0 1627 0
Flt Permitted 0.997 0.991
Satd. Flow(perm) 0 1870 0 0 1876 0 0 1661 0 0 1627 0
Link Speed (mph) 35 35 30 30
Link Distance(ft) 390 819 113 122
Travel Time(s) 7.6 16.0 2.6 2.8
Peak Hour Factor 0.92 0.92 1.00 0.91 0.91 0.91 0.89 0.89 0.89 0.90 0.90 0.90
Heavy Vehicles(%) 1% 1% 1% 1% 1% 1% 1% 1% 1% 1% 1% 1%
Shared Lane Traffic(%)
Lane Group Flow(vph) 0 674 0 0 486 0 0 58 0 0 4 0
Enter Blocked Intersection No No No No No No No No No No No No
Lane Alignment Left Left Right Left Left Right Left Left Right Left Left Right
Median Width(ft) 0 0 0 0
Link Offset(ft) 0 0 0 0
Crosswalk Width(ft) 16 16 16 16
Two way Left Turn Lane
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Turning Speed(mph) 15 9 15 9 15 9 15 9
Sign Control Free Free Stop Stop
Intersection Summary
Area Type: Other
Control Type: Unsignalized
Intersection Capacity Utilization 62.0% ICU Level of Service B
Analysis Period(min) 15
2017 Existing Conditions-Evening Peak Hour Synchro 8 Report
GTS Consulting Page 3
HCM Unsignalized Intersection Capacity Analysis
2: Stewart's Shop/Site Driveway & Dix Avenue 2/14/2017
1# --* "t *--- t
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations +T# +T# +T# +T#
Volume(veh/h) 0 592 31 29 413 0 9 1 42 0 0 4
Sign Control Free Free Stop Stop
Grade 0% 0% 0% 0%
Peak Hour Factor 0.92 0.92 1.00 0.91 0.91 0.91 0.89 0.89 0.89 0.90 0.90 0.90
Hourly flow rate(vph) 0 643 31 32 454 0 10 1 47 0 0 4
Pedestrians
Lane Width(ft)
Walking Speed(ft/s)
Percent Blockage
Right turn flare(veh)
Median type None None
Median storage veh)
Upstream signal(ft) 390
pX,platoon unblocked 0.76 0.76 0.76 0.76 0.76 0.76
vC,conflicting volume 454 674 1181 1177 659 1224 1192 454
vC1,stage 1 conf vol
vC2,stage 2 conf vol
vCu,unblocked vol 454 414 1080 1075 394 1137 1095 454
tC,single(s) 4.1 4.1 7.1 6.5 6.2 7.1 6.5 6.2
tC,2 stage(s)
tF(s) 2.2 2.2 3.5 4.0 3.3 3.5 4.0 3.3
p0 queue free% 100 96 93 99 91 100 100 99
cM capacity(veh/h) 1112 874 144 162 500 120 157 608
Direction, Lane# EB 1 WB 1 NB 1 SB 1
Volume Total 674 486 58 4
Volume Left 0 32 10 0
Volume Right 31 0 47 4
cSH 1112 874 341 608
Volume to Capacity 0.00 0.04 0.17 0.01
Queue Length 95th(ft) 0 3 15 1
Control Delay(s) 0.0 1.0 17.7 11.0
Lane LOS A C B
Approach Delay(s) 0.0 1.0 17.7 11.0
Approach LOS C B
Intersection Summary
Average Delay 1.3
Intersection Capacity Utilization 62.0% ICU Level of Service B
Analysis Period (min) 15
2017 Existing Conditions-Evening Peak Hour Synchro 8 Report
GTS Consulting Page 4
Lanes, Volumes, Timings
7: Route 254 & Site Driveway 2/14/2017
,or t 1
Lane Group WBL WBR NBT NBR SBL SBT
Lane Configurations Y T# 0
Volume(vph) 1 2 694 3 2 868
Ideal Flow(vphpl) 1900 1900 1900 1900 1900 1900
Storage Length(ft) 0 0 0 250
Storage Lanes 1 0 0 1
Taper Length(ft) 75 75
Satd. Flow(prot) 1684 0 1879 0 0 3574
Flt Permitted 0.984
Satd. Flow(perm) 1684 0 1879 0 0 3574
Link Speed (mph) 30 40 40
Link Distance(ft) 124 144 904
Travel Time(s) 2.8 2.5 15.4
Peak Hour Factor 0.90 0.90 0.98 0.98 0.95 0.95
Heavy Vehicles(%) 1% 1% 1% 1% 1% 1%
Shared Lane Traffic(%)
Lane Group Flow(vph) 3 0 711 0 0 916
Enter Blocked Intersection No No No No No No
Lane Alignment Left Right Left Right Left Left
Median Width(ft) 12 0 0
Link Offset(ft) 0 0 0
Crosswalk Width(ft) 16 16 16
Two way Left Turn Lane
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00
Turning Speed(mph) 15 9 9 15
Sign Control Stop Free Free
Intersection Summary
Area Type: Other
Control Type: Unsignalized
Intersection Capacity Utilization 46.7% ICU Level of Service A
Analysis Period(min) 15
2017 Existing Conditions-Evening Peak Hour Synchro 8 Report
GTS Consulting Page 5
HCM Unsignalized Intersection Capacity Analysis
7: Route 254 & Site Driveway 2/14/2017
,or t 1
Movement WBL WBR NBT NBR SBL SBT
Lane Configurations Y T# 0
Volume(veh/h) 1 2 694 3 2 868
Sign Control Stop Free Free
Grade 0% 0% 0%
Peak Hour Factor 0.90 0.90 0.98 0.98 0.95 0.95
Hourly flow rate(vph) 1 2 708 3 2 914
Pedestrians
Lane Width(ft)
Walking Speed(ft/s)
Percent Blockage
Right turn flare(veh)
Median type None None
Median storage veh)
Upstream signal(ft) 144
pX,platoon unblocked 0.84 0.84 0.84
vC,conflicting volume 1171 710 711
vC1,stage 1 conf vol
vC2,stage 2 conf vol
vCu,unblocked vol 1110 564 566
tC,single(s) 6.8 6.9 4.1
tC,2 stage(s)
tF(s) 3.5 3.3 2.2
p0 queue free% 99 99 100
cM capacity(veh/h) 173 398 852
Direction, Lane# WB 1 NB 1 SB 1 SB 2
Volume Total 3 711 307 609
Volume Left 1 0 2 0
Volume Right 2 3 0 0
cSH 277 1700 852 1700
Volume to Capacity 0.01 0.42 0.00 0.36
Queue Length 95th(ft) 1 0 0 0
Control Delay(s) 18.1 0.0 0.1 0.0
Lane LOS C A
Approach Delay(s) 18.1 0.0 0.0
Approach LOS C
Intersection Summary
Average Delay 0.1
Intersection Capacity Utilization 46.7% ICU Level of Service A
Analysis Period (min) 15
2017 Existing Conditions-Evening Peak Hour Synchro 8 Report
GTS Consulting Page 6
Lanes, Volumes, Timings
1: Route 254 & Dix Avenue 2/14/2017
1# __* "t or t
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations 'i + if +T if 'i T# 'i T#
Volume(vph) 23 120 84 3 243 291 169 376 8 186 182 26
Ideal Flow(vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Storage Length(ft) 240 260 0 210 310 0 0 0
Storage Lanes 1 1 0 1 1 0 1 0
Taper Length(ft) 75 75 75 75
Satd. Flow(prot) 1719 1810 1538 0 1861 1583 1770 1857 0 1752 1810 0
Flt Permitted 0.349 0.996 0.546 0.280
Satd. Flow(perm) 632 1810 1538 0 1855 1583 1017 1857 0 517 1810 0
Right Turn on Red Yes Yes Yes Yes
Satd. Flow(RTOR) 104 274 1 8
Link Speed (mph) 35 35 40 40
Link Distance(ft) 1047 390 750 144
Travel Time(s) 20.4 7.6 12.8 2.5
Peak Hour Factor 0.81 0.81 0.81 0.82 0.82 0.82 0.76 0.76 0.76 0.81 0.81 0.81
Heavy Vehicles(%) 5% 5% 5% 2% 2% 2% 2% 2% 2% 3% 3% 3%
Shared Lane Traffic(%)
Lane Group Flow(vph) 28 148 104 0 300 355 222 506 0 230 257 0
Enter Blocked Intersection No No No No No No No No No No No No
Lane Alignment Left Left Right Left Left Right Left Left Right Left Left Right
Median Width(ft) 12 12 12 12
Link Offset(ft) 0 0 0 0
Crosswalk Width(ft) 16 16 16 16
Two way Left Turn Lane
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Turning Speed(mph) 15 9 15 9 15 9 15 9
Turn Type pm+pt NA pm+ov Perm NA pm+ov pm+pt NA pm+pt NA
Protected Phases 7 4 5 8 1 5 2 1 6
Permitted Phases 4 4 8 8 2 6
Detector Phase 7 4 5 8 8 1 5 2 1 6
Switch Phase
Minimum Initial(s) 6.0 10.0 6.0 10.0 10.0 6.0 6.0 10.0 6.0 10.0
Minimum Split(s) 11.0 15.0 11.0 15.0 15.0 11.0 11.0 15.0 11.0 15.0
Total Split(s) 11.0 41.0 17.0 30.0 30.0 17.0 17.0 37.0 17.0 37.0
Total Split(%) 11.6% 43.2% 17.9% 31.6% 31.6% 17.9% 17.9% 38.9% 17.9% 38.9%
Maximum Green(s) 6.0 36.0 12.0 25.0 25.0 12.0 12.0 32.0 12.0 32.0
Yellow Time(s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
All-Red Time(s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0
Lost Time Adjust(s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Lost Time(s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0
Lead/Lag Lag Lead Lead Lead Lead Lead Lag Lead Lag
Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes
Vehicle Extension(s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Recall Mode None None None None None None None C-Max None C-Max
Act Effct Green(s) 29.2 26.8 42.4 20.2 33.2 52.8 42.2 53.7 42.6
Actuated g/C Ratio 0.31 0.28 0.45 0.21 0.35 0.56 0.44 0.57 0.45
v/c Ratio 0.11 0.29 0.14 0.76 0.49 0.34 0.61 0.53 0.31
Control Delay 21.9 25.8 2.5 47.8 5.8 12.0 27.8 15.2 20.9
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
2018 Background Conditions-Morning Peak Hour Synchro 8 Report
GTS Consulting Page 1
Lanes, Volumes, Timings
1: Route 254 & Dix Avenue 2/14/2017
1# __* "t or t
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Total Delay 21.9 25.8 2.5 47.8 5.8 12.0 27.8 15.2 20.9
LOS C C A D A B C B C
Approach Delay 16.8 25.0 23.0 18.2
Approach LOS B C C B
Queue Length 50th(ft) 11 64 0 170 23 63 260 66 105
Queue Length 95th(ft) 25 92 17 220 49 94 315 105 161
Internal Link Dist(ft) 967 310 670 64
Turn Bay Length(ft) 240 260 210 310
Base Capacity(vph) 263 685 769 488 752 680 825 463 816
Starvation Cap Reductn 0 0 0 0 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0 0 0 0 0
Reduced v/c Ratio 0.11 0.22 0.14 0.61 0.47 0.33 0.61 0.50 0.31
Intersection Summary
Area Type: Other
Cycle Length:95
Actuated Cycle Length:95
Offset:56(59%), Referenced to phase 2:NBTL and 6:SBTL,Start of Yellow
Natural Cycle:65
Control Type:Actuated-Coordinated
Maximum v/c Ratio:0.76
Intersection Signal Delay:21.7 Intersection LOS:C
Intersection Capacity Utilization 62.2% ICU Level of Service B
Analysis Period (min) 15
Splits and Phases: 1: Route 254&Dix Avenue
Ilk,l t02 R X04
17s 37Is 41s
t o5 t 06 R X08 07
17s 37s 30 s 111 s
2018 Background Conditions-Morning Peak Hour Synchro 8 Report
GTS Consulting Page 2
Lanes, Volumes, Timings
2: Stewart's Shop/Site Driveway & Dix Avenue 2/14/2017
1# --* "t *--- t
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations +T# +T# +T# +T#
Volume(vph) 0 300 14 51 522 0 15 0 27 0 0 0
Ideal Flow(vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Satd. Flow(prot) 0 1852 0 0 1855 0 0 1688 0 0 1881 0
Flt Permitted 0.996 0.983
Satd. Flow(perm) 0 1852 0 0 1855 0 0 1688 0 0 1881 0
Link Speed (mph) 35 35 30 30
Link Distance(ft) 390 819 113 122
Travel Time(s) 7.6 16.0 2.6 2.8
Peak Hour Factor 0.86 0.86 0.86 0.85 0.85 0.85 0.67 0.67 0.67 0.90 0.90 0.90
Heavy Vehicles(%) 2% 2% 2% 2% 2% 2% 1% 1% 1% 1% 1% 1%
Shared Lane Traffic(%)
Lane Group Flow(vph) 0 365 0 0 674 0 0 62 0 0 0 0
Enter Blocked Intersection No No No No No No No No No No No No
Lane Alignment Left Left Right Left Left Right Left Left Right Left Left Right
Median Width(ft) 0 0 0 0
Link Offset(ft) 0 0 0 0
Crosswalk Width(ft) 16 16 16 16
Two way Left Turn Lane
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Turning Speed(mph) 15 9 15 9 15 9 15 9
Sign Control Free Free Stop Stop
Intersection Summary
Area Type: Other
Control Type: Unsignalized
Intersection Capacity Utilization 60.3% ICU Level of Service B
Analysis Period(min) 15
2018 Background Conditions-Morning Peak Hour Synchro 8 Report
GTS Consulting Page 3
HCM Unsignalized Intersection Capacity Analysis
2: Stewart's Shop/Site Driveway & Dix Avenue 2/14/2017
1# --* "t *--- t
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations +T# +T# +T# +T#
Volume(veh/h) 0 300 14 51 522 0 15 0 27 0 0 0
Sign Control Free Free Stop Stop
Grade 0% 0% 0% 0%
Peak Hour Factor 0.86 0.86 0.86 0.85 0.85 0.85 0.67 0.67 0.67 0.90 0.90 0.90
Hourly flow rate(vph) 0 349 16 60 614 0 22 0 40 0 0 0
Pedestrians
Lane Width(ft)
Walking Speed(ft/s)
Percent Blockage
Right turn flare(veh)
Median type None None
Median storage veh)
Upstream signal(ft) 390
pX,platoon unblocked 0.87 0.87 0.87 0.87 0.87 0.87
vC,conflicting volume 614 365 1091 1091 357 1131 1099 614
vC1,stage 1 conf vol
vC2,stage 2 conf vol
vCu,unblocked vol 614 201 1032 1032 192 1078 1041 614
tC,single(s) 4.1 4.1 7.1 6.5 6.2 7.1 6.5 6.2
tC,2 stage(s)
tF(s) 2.2 2.2 3.5 4.0 3.3 3.5 4.0 3.3
p0 queue free% 100 95 87 100 95 100 100 100
cM capacity(veh/h) 965 1198 178 194 745 157 192 494
Direction, Lane# EB 1 WB 1 NB 1 SB 1
Volume Total 365 674 63 0
Volume Left 0 60 22 0
Volume Right 16 0 40 0
cSH 965 1198 349 1700
Volume to Capacity 0.00 0.05 0.18 0.00
Queue Length 95th(ft) 0 4 16 0
Control Delay(s) 0.0 1.3 17.6 0.0
Lane LOS A C A
Approach Delay(s) 0.0 1.3 17.6 0.0
Approach LOS C A
Intersection Summary
Average Delay 1.8
Intersection Capacity Utilization 60.3% ICU Level of Service B
Analysis Period (min) 15
2018 Background Conditions-Morning Peak Hour Synchro 8 Report
GTS Consulting Page 4
Lanes, Volumes, Timings
7: Route 254 & Site Driveway 2/14/2017
,or t 1
Lane Group WBL WBR NBT NBR SBL SBT
Lane Configurations Y T# 0
Volume(vph) 0 0 690 0 0 394
Ideal Flow(vphpl) 1900 1900 1900 1900 1900 1900
Storage Length(ft) 0 0 0 250
Storage Lanes 1 0 0 1
Taper Length(ft) 75 75
Satd. Flow(prot) 1863 0 1863 0 0 3505
Flt Permitted
Satd. Flow(perm) 1863 0 1863 0 0 3505
Link Speed (mph) 30 40 40
Link Distance(ft) 124 144 904
Travel Time(s) 2.8 2.5 15.4
Peak Hour Factor 0.90 0.90 0.76 0.76 0.81 0.81
Heavy Vehicles(%) 2% 2% 2% 2% 3% 3%
Shared Lane Traffic(%)
Lane Group Flow(vph) 0 0 908 0 0 486
Enter Blocked Intersection No No No No No No
Lane Alignment Left Right Left Right Left Left
Median Width(ft) 12 0 0
Link Offset(ft) 0 0 0
Crosswalk Width(ft) 16 16 16
Two way Left Turn Lane
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00
Turning Speed(mph) 15 9 9 15
Sign Control Stop Free Free
Intersection Summary
Area Type: Other
Control Type: Unsignalized
Intersection Capacity Utilization 39.6% ICU Level of Service A
Analysis Period(min) 15
2018 Background Conditions-Morning Peak Hour Synchro 8 Report
GTS Consulting Page 5
HCM Unsignalized Intersection Capacity Analysis
7: Route 254 & Site Driveway 2/14/2017
,or t 1
Movement WBL WBR NBT NBR SBL SBT
Lane Configurations Y T# 0
Volume(veh/h) 0 0 690 0 0 394
Sign Control Stop Free Free
Grade 0% 0% 0%
Peak Hour Factor 0.90 0.90 0.76 0.76 0.81 0.81
Hourly flow rate(vph) 0 0 908 0 0 486
Pedestrians
Lane Width(ft)
Walking Speed(ft/s)
Percent Blockage
Right turn flare(veh)
Median type None None
Median storage veh)
Upstream signal(ft) 144
pX,platoon unblocked 0.78 0.78 0.78
vC,conflicting volume 1151 908 908
vC1,stage 1 conf vol
vC2,stage 2 conf vol
vCu,unblocked vol 1052 740 740
tC,single(s) 6.8 6.9 4.2
tC,2 stage(s)
tF(s) 3.5 3.3 2.2
p0 queue free% 100 100 100
cM capacity(veh/h) 173 280 667
Direction, Lane# WB 1 NB 1 SB 1 SB 2
Volume Total 0 908 162 324
Volume Left 0 0 0 0
Volume Right 0 0 0 0
cSH 1700 1700 667 1700
Volume to Capacity 0.00 0.53 0.00 0.19
Queue Length 95th(ft) 0 0 0 0
Control Delay(s) 0.0 0.0 0.0 0.0
Lane LOS A
Approach Delay(s) 0.0 0.0 0.0
Approach LOS A
Intersection Summary
Average Delay 0.0
Intersection Capacity Utilization 39.6% ICU Level of Service A
Analysis Period (min) 15
2018 Background Conditions-Morning Peak Hour Synchro 8 Report
GTS Consulting Page 6
Lanes, Volumes, Timings
1: Route 254 & Dix Avenue 2/14/2017
1# __* "t or t
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations 'i + if +T if 'i T# 'i T#
Volume(vph) 90 232 211 4 153 274 113 340 6 391 453 33
Ideal Flow(vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Storage Length(ft) 240 260 0 210 310 0 0 0
Storage Lanes 1 1 0 1 1 0 1 0
Taper Length(ft) 75 75 75 75
Satd. Flow(prot) 1787 1881 1599 0 1879 1599 1787 1876 0 1787 1862 0
Flt Permitted 0.444 0.863 0.442 0.422
Satd. Flow(perm) 835 1881 1599 0 1623 1599 831 1876 0 794 1862 0
Right Turn on Red Yes Yes Yes Yes
Satd. Flow(RTOR) 227 315 1 4
Link Speed (mph) 35 35 40 40
Link Distance(ft) 1047 390 750 144
Travel Time(s) 20.4 7.6 12.8 2.5
Peak Hour Factor 0.93 0.93 0.93 0.87 0.87 0.87 0.98 0.98 0.98 0.95 0.95 0.95
Heavy Vehicles(%) 1% 1% 1% 1% 1% 1% 1% 1% 1% 1% 1% 1%
Shared Lane Traffic(%)
Lane Group Flow(vph) 97 249 227 0 181 315 115 353 0 412 512 0
Enter Blocked Intersection No No No No No No No No No No No No
Lane Alignment Left Left Right Left Left Right Left Left Right Left Left Right
Median Width(ft) 12 12 12 12
Link Offset(ft) 0 0 0 0
Crosswalk Width(ft) 16 16 16 16
Two way Left Turn Lane
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Turning Speed(mph) 15 9 15 9 15 9 15 9
Turn Type pm+pt NA pm+ov Perm NA pm+ov pm+pt NA pm+pt NA
Protected Phases 7 4 5 8 1 5 2 1 6
Permitted Phases 4 4 8 8 2 6
Detector Phase 7 4 5 8 8 1 5 2 1 6
Switch Phase
Minimum Initial(s) 6.0 10.0 6.0 10.0 10.0 6.0 6.0 10.0 6.0 10.0
Minimum Split(s) 11.0 15.0 11.0 15.0 15.0 11.0 11.0 15.0 11.0 15.0
Total Split(s) 16.0 46.0 17.0 30.0 30.0 37.0 17.0 42.0 37.0 62.0
Total Split(%) 12.8% 36.8% 13.6% 24.0% 24.0% 29.6% 13.6% 33.6% 29.6% 49.6%
Maximum Green(s) 11.0 41.0 12.0 25.0 25.0 32.0 12.0 37.0 32.0 57.0
Yellow Time(s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
All-Red Time(s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0
Lost Time Adjust(s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Lost Time(s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0
Lead/Lag Lag Lead Lead Lead Lead Lead Lag Lead Lag
Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes
Vehicle Extension(s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Recall Mode None None None None None None None C-Max None C-Max
Act Effct Green(s) 28.6 28.6 42.0 17.6 37.4 70.0 61.6 86.4 73.0
Actuated g/C Ratio 0.23 0.23 0.34 0.14 0.30 0.56 0.49 0.69 0.58
v/c Ratio 0.41 0.58 0.33 0.79 0.45 0.22 0.38 0.58 0.47
Control Delay 46.8 48.0 4.5 75.6 3.8 9.9 24.0 12.0 17.7
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
2018 Background Conditions-Evening Peak Hour Synchro 8 Report
GTS Consulting Page 1
Lanes, Volumes, Timings
1: Route 254 & Dix Avenue 2/14/2017
1# __* "t or t
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Total Delay 46.8 48.0 4.5 75.6 3.8 9.9 24.0 12.0 17.7
LOS D D A E A A C B B
Approach Delay 30.5 30.0 20.5 15.2
Approach LOS C C C B
Queue Length 50th(ft) 64 180 0 144 0 28 169 121 223
Queue Length 95th(ft) 107 251 49 206 35 57 319 203 368
Internal Link Dist(ft) 967 310 670 64
Turn Bay Length(ft) 240 260 210 310
Base Capacity(vph) 307 616 727 324 824 580 924 803 1088
Starvation Cap Reductn 0 0 0 0 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0 0 0 0 0
Reduced v/c Ratio 0.32 0.40 0.31 0.56 0.38 0.20 0.38 0.51 0.47
Intersection Summary
Area Type: Other
Cycle Length: 125
Actuated Cycle Length: 125
Offset:56(45%), Referenced to phase 2:NBTL and 6:SBTL,Start of Yellow
Natural Cycle:60
Control Type:Actuated-Coordinated
Maximum v/c Ratio:0.79
Intersection Signal Delay:22.8 Intersection LOS:C
Intersection Capacity Utilization 77.1% ICU Level of Service D
Analysis Period (min) 15
Splits and Phases: 1: Route 254&Dix Avenue
Ilk, *
1 I p2 R X04
37s 1 142 s 46 s
t o5 t 06 R 08 07
17s 62s T 130s 116s
2018 Background Conditions-Evening Peak Hour Synchro 8 Report
GTS Consulting Page 2
Lanes, Volumes, Timings
2: Stewart's Shop/Site Driveway & Dix Avenue 2/14/2017
1# --* "t *--- t
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations +T# +T# +T# +T#
Volume(vph) 0 598 31 29 418 0 9 1 42 0 0 4
Ideal Flow(vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Satd. Flow(prot) 0 1870 0 0 1876 0 0 1661 0 0 1627 0
Flt Permitted 0.997 0.991
Satd. Flow(perm) 0 1870 0 0 1876 0 0 1661 0 0 1627 0
Link Speed (mph) 35 35 30 30
Link Distance(ft) 390 819 113 122
Travel Time(s) 7.6 16.0 2.6 2.8
Peak Hour Factor 0.92 0.92 1.00 0.91 0.91 0.91 0.89 0.89 0.89 0.90 0.90 0.90
Heavy Vehicles(%) 1% 1% 1% 1% 1% 1% 1% 1% 1% 1% 1% 1%
Shared Lane Traffic(%)
Lane Group Flow(vph) 0 681 0 0 491 0 0 58 0 0 4 0
Enter Blocked Intersection No No No No No No No No No No No No
Lane Alignment Left Left Right Left Left Right Left Left Right Left Left Right
Median Width(ft) 0 0 0 0
Link Offset(ft) 0 0 0 0
Crosswalk Width(ft) 16 16 16 16
Two way Left Turn Lane
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Turning Speed(mph) 15 9 15 9 15 9 15 9
Sign Control Free Free Stop Stop
Intersection Summary
Area Type: Other
Control Type: Unsignalized
Intersection Capacity Utilization 62.3% ICU Level of Service B
Analysis Period(min) 15
2018 Background Conditions-Evening Peak Hour Synchro 8 Report
GTS Consulting Page 3
HCM Unsignalized Intersection Capacity Analysis
2: Stewart's Shop/Site Driveway & Dix Avenue 2/14/2017
1# --* "t *--- t
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations +T# +T# +T# +T#
Volume(veh/h) 0 598 31 29 418 0 9 1 42 0 0 4
Sign Control Free Free Stop Stop
Grade 0% 0% 0% 0%
Peak Hour Factor 0.92 0.92 1.00 0.91 0.91 0.91 0.89 0.89 0.89 0.90 0.90 0.90
Hourly flow rate(vph) 0 650 31 32 459 0 10 1 47 0 0 4
Pedestrians
Lane Width(ft)
Walking Speed(ft/s)
Percent Blockage
Right turn flare(veh)
Median type None None
Median storage veh)
Upstream signal(ft) 390
pX,platoon unblocked 0.76 0.76 0.76 0.76 0.76 0.76
vC,conflicting volume 459 681 1193 1189 666 1236 1204 459
vC1,stage 1 conf vol
vC2,stage 2 conf vol
vCu,unblocked vol 459 418 1094 1088 397 1152 1109 459
tC,single(s) 4.1 4.1 7.1 6.5 6.2 7.1 6.5 6.2
tC,2 stage(s)
tF(s) 2.2 2.2 3.5 4.0 3.3 3.5 4.0 3.3
p0 queue free% 100 96 93 99 90 100 100 99
cM capacity(veh/h) 1107 868 140 158 495 116 153 604
Direction, Lane# EB 1 WB 1 NB 1 SB 1
Volume Total 681 491 58 4
Volume Left 0 32 10 0
Volume Right 31 0 47 4
cSH 1107 868 335 604
Volume to Capacity 0.00 0.04 0.17 0.01
Queue Length 95th(ft) 0 3 16 1
Control Delay(s) 0.0 1.0 18.0 11.0
Lane LOS A C B
Approach Delay(s) 0.0 1.0 18.0 11.0
Approach LOS C B
Intersection Summary
Average Delay 1.3
Intersection Capacity Utilization 62.3% ICU Level of Service B
Analysis Period (min) 15
2018 Background Conditions-Evening Peak Hour Synchro 8 Report
GTS Consulting Page 4
Lanes, Volumes, Timings
7: Route 254 & Site Driveway 2/14/2017
,or t 1
Lane Group WBL WBR NBT NBR SBL SBT
Lane Configurations Y T# 0
Volume(vph) 1 2 701 3 2 876
Ideal Flow(vphpl) 1900 1900 1900 1900 1900 1900
Storage Length(ft) 0 0 0 250
Storage Lanes 1 0 0 1
Taper Length(ft) 75 75
Satd. Flow(prot) 1684 0 1879 0 0 3574
Flt Permitted 0.984
Satd. Flow(perm) 1684 0 1879 0 0 3574
Link Speed (mph) 30 40 40
Link Distance(ft) 124 144 904
Travel Time(s) 2.8 2.5 15.4
Peak Hour Factor 0.90 0.90 0.98 0.98 0.95 0.95
Heavy Vehicles(%) 1% 1% 1% 1% 1% 1%
Shared Lane Traffic(%)
Lane Group Flow(vph) 3 0 718 0 0 924
Enter Blocked Intersection No No No No No No
Lane Alignment Left Right Left Right Left Left
Median Width(ft) 12 0 0
Link Offset(ft) 0 0 0
Crosswalk Width(ft) 16 16 16
Two way Left Turn Lane
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00
Turning Speed(mph) 15 9 9 15
Sign Control Stop Free Free
Intersection Summary
Area Type: Other
Control Type: Unsignalized
Intersection Capacity Utilization 47.1% ICU Level of Service A
Analysis Period(min) 15
2018 Background Conditions-Evening Peak Hour Synchro 8 Report
GTS Consulting Page 5
HCM Unsignalized Intersection Capacity Analysis
7: Route 254 & Site Driveway 2/14/2017
,or t 1
Movement WBL WBR NBT NBR SBL SBT
Lane Configurations Y T# 0
Volume(veh/h) 1 2 701 3 2 876
Sign Control Stop Free Free
Grade 0% 0% 0%
Peak Hour Factor 0.90 0.90 0.98 0.98 0.95 0.95
Hourly flow rate(vph) 1 2 715 3 2 922
Pedestrians
Lane Width(ft)
Walking Speed(ft/s)
Percent Blockage
Right turn flare(veh)
Median type None None
Median storage veh)
Upstream signal(ft) 144
pX,platoon unblocked 0.84 0.84 0.84
vC,conflicting volume 1182 717 718
vC1,stage 1 conf vol
vC2,stage 2 conf vol
vCu,unblocked vol 1122 570 571
tC,single(s) 6.8 6.9 4.1
tC,2 stage(s)
tF(s) 3.5 3.3 2.2
p0 queue free% 99 99 100
cM capacity(veh/h) 169 393 845
Direction, Lane# WB 1 NB 1 SB 1 SB 2
Volume Total 3 718 309 615
Volume Left 1 0 2 0
Volume Right 2 3 0 0
cSH 273 1700 845 1700
Volume to Capacity 0.01 0.42 0.00 0.36
Queue Length 95th(ft) 1 0 0 0
Control Delay(s) 18.4 0.0 0.1 0.0
Lane LOS C A
Approach Delay(s) 18.4 0.0 0.0
Approach LOS C
Intersection Summary
Average Delay 0.1
Intersection Capacity Utilization 47.1% ICU Level of Service A
Analysis Period (min) 15
2018 Background Conditions-Evening Peak Hour Synchro 8 Report
GTS Consulting Page 6
Lanes, Volumes, Timings
1: Route 254 & Dix Avenue 2/14/2017
1# __* "t or t
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations 'i + if +T if 'i T# 'i T#
Volume(vph) 25 125 82 16 251 287 165 376 10 181 179 27
Ideal Flow(vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Storage Length(ft) 240 260 0 210 310 0 0 0
Storage Lanes 1 1 0 1 1 0 1 0
Taper Length(ft) 75 75 75 75
Satd. Flow(prot) 1719 1810 1538 0 1857 1583 1770 1855 0 1752 1810 0
Flt Permitted 0.321 0.975 0.546 0.270
Satd. Flow(perm) 581 1810 1538 0 1816 1583 1017 1855 0 498 1810 0
Right Turn on Red Yes Yes Yes Yes
Satd. Flow(RTOR) 101 269 2 9
Link Speed (mph) 35 35 40 40
Link Distance(ft) 1047 390 750 144
Travel Time(s) 20.4 7.6 12.8 2.5
Peak Hour Factor 0.81 0.81 0.81 0.82 0.82 0.82 0.76 0.76 0.76 0.81 0.81 0.81
Heavy Vehicles(%) 5% 5% 5% 2% 2% 2% 2% 2% 2% 3% 3% 3%
Shared Lane Traffic(%)
Lane Group Flow(vph) 31 154 101 0 326 350 217 508 0 223 254 0
Enter Blocked Intersection No No No No No No No No No No No No
Lane Alignment Left Left Right Left Left Right Left Left Right Left Left Right
Median Width(ft) 12 12 12 12
Link Offset(ft) 0 0 0 0
Crosswalk Width(ft) 16 16 16 16
Two way Left Turn Lane
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Turning Speed(mph) 15 9 15 9 15 9 15 9
Turn Type pm+pt NA pm+ov Perm NA pm+ov pm+pt NA pm+pt NA
Protected Phases 7 4 5 8 1 5 2 1 6
Permitted Phases 4 4 8 8 2 6
Detector Phase 7 4 5 8 8 1 5 2 1 6
Switch Phase
Minimum Initial(s) 6.0 10.0 6.0 10.0 10.0 6.0 6.0 10.0 6.0 10.0
Minimum Split(s) 11.0 15.0 11.0 15.0 15.0 11.0 11.0 15.0 11.0 15.0
Total Split(s) 11.0 41.0 17.0 30.0 30.0 17.0 17.0 37.0 17.0 37.0
Total Split(%) 11.6% 43.2% 17.9% 31.6% 31.6% 17.9% 17.9% 38.9% 17.9% 38.9%
Maximum Green(s) 6.0 36.0 12.0 25.0 25.0 12.0 12.0 32.0 12.0 32.0
Yellow Time(s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
All-Red Time(s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0
Lost Time Adjust(s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Lost Time(s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0
Lead/Lag Lag Lead Lead Lead Lead Lead Lag Lead Lag
Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes
Vehicle Extension(s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Recall Mode None None None None None None None C-Max None C-Max
Act Effct Green(s) 30.3 27.9 43.2 21.3 34.0 51.7 41.4 52.5 41.8
Actuated g/C Ratio 0.32 0.29 0.45 0.22 0.36 0.54 0.44 0.55 0.44
v/c Ratio 0.12 0.29 0.13 0.80 0.47 0.34 0.63 0.54 0.32
Control Delay 21.8 25.2 2.5 49.8 5.6 12.4 28.5 16.0 21.2
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
2018 Build Conditions-Morning Peak Hour Synchro 8 Report
GTS Consulting Page 1
Lanes, Volumes, Timings
1: Route 254 & Dix Avenue 2/14/2017
1# __* "t or t
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Total Delay 21.8 25.2 2.5 49.8 5.6 12.4 28.5 16.0 21.2
LOS C C A D A B C B C
Approach Delay 16.8 26.9 23.7 18.7
Approach LOS B C C B
Queue Length 50th(ft) 12 65 0 184 22 64 268 66 106
Queue Length 95th(ft) 27 95 16 241 49 92 315 102 159
Internal Link Dist(ft) 967 310 670 64
Turn Bay Length(ft) 240 260 210 310
Base Capacity(vph) 257 685 780 477 760 666 809 444 800
Starvation Cap Reductn 0 0 0 0 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0 0 0 0 0
Reduced v/c Ratio 0.12 0.22 0.13 0.68 0.46 0.33 0.63 0.50 0.32
Intersection Summary
Area Type: Other
Cycle Length:95
Actuated Cycle Length:95
Offset:56(59%), Referenced to phase 2:NBTL and 6:SBTL,Start of Yellow
Natural Cycle:70
Control Type:Actuated-Coordinated
Maximum v/c Ratio:0.80
Intersection Signal Delay:22.7 Intersection LOS:C
Intersection Capacity Utilization 69.2% ICU Level of Service C
Analysis Period (min) 15
Splits and Phases: 1: Route 254&Dix Avenue
Ilk,l t02 R X04
17s 37Is 41s
t o5 t 06 R X08 07
17s 37s 30 s 111 s
2018 Build Conditions-Morning Peak Hour Synchro 8 Report
GTS Consulting Page 2
Lanes, Volumes, Timings
2: Stewart's Shop/Site Driveway & Dix Avenue 2/14/2017
1# --* "t *--- t
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations +T# +T# +T# +T#
Volume(vph) 10 292 14 51 508 24 15 0 27 18 0 31
Ideal Flow(vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Satd. Flow(prot) 0 1848 0 0 1844 0 0 1688 0 0 1690 0
Flt Permitted 0.998 0.996 0.983 0.982
Satd. Flow(perm) 0 1848 0 0 1844 0 0 1688 0 0 1690 0
Link Speed (mph) 35 35 30 30
Link Distance(ft) 390 819 113 122
Travel Time(s) 7.6 16.0 2.6 2.8
Peak Hour Factor 0.86 0.86 0.86 0.85 0.85 0.85 0.67 0.67 0.67 0.90 0.90 0.90
Heavy Vehicles(%) 2% 2% 2% 2% 2% 2% 1% 1% 1% 1% 1% 1%
Shared Lane Traffic(%)
Lane Group Flow(vph) 0 368 0 0 686 0 0 62 0 0 54 0
Enter Blocked Intersection No No No No No No No No No No No No
Lane Alignment Left Left Right Left Left Right Left Left Right Left Left Right
Median Width(ft) 0 0 0 0
Link Offset(ft) 0 0 0 0
Crosswalk Width(ft) 16 16 16 16
Two way Left Turn Lane
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Turning Speed(mph) 15 9 15 9 15 9 15 9
Sign Control Free Free Stop Stop
Intersection Summary
Area Type: Other
Control Type: Unsignalized
Intersection Capacity Utilization 61.5% ICU Level of Service B
Analysis Period(min) 15
2018 Build Conditions-Morning Peak Hour Synchro 8 Report
GTS Consulting Page 3
HCM Unsignalized Intersection Capacity Analysis
2: Stewart's Shop/Site Driveway & Dix Avenue 2/14/2017
1# --* "t *--- t
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations +T# +T# +T# +T#
Volume(veh/h) 10 292 14 51 508 24 15 0 27 18 0 31
Sign Control Free Free Stop Stop
Grade 0% 0% 0% 0%
Peak Hour Factor 0.86 0.86 0.86 0.85 0.85 0.85 0.67 0.67 0.67 0.90 0.90 0.90
Hourly flow rate(vph) 12 340 16 60 598 28 22 0 40 20 0 34
Pedestrians
Lane Width(ft)
Walking Speed(ft/s)
Percent Blockage
Right turn flare(veh)
Median type None None
Median storage veh)
Upstream signal(ft) 390
pX,platoon unblocked 0.87 0.87 0.87 0.87 0.87 0.87
vC,conflicting volume 626 356 1137 1117 348 1143 1111 612
vC1,stage 1 conf vol
vC2,stage 2 conf vol
vCu,unblocked vol 626 189 1084 1061 180 1091 1054 612
tC,single(s) 4.1 4.1 7.1 6.5 6.2 7.1 6.5 6.2
tC,2 stage(s)
tF(s) 2.2 2.2 3.5 4.0 3.3 3.5 4.0 3.3
p0 queue free% 99 95 85 100 95 87 100 93
cM capacity(veh/h) 956 1209 151 184 755 152 186 495
Direction, Lane# EB 1 WB 1 NB 1 SB 1
Volume Total 367 686 63 54
Volume Left 12 60 22 20
Volume Right 16 28 40 34
cSH 956 1209 311 271
Volume to Capacity 0.01 0.05 0.20 0.20
Queue Length 95th(ft) 1 4 18 18
Control Delay(s) 0.4 1.3 19.5 21.6
Lane LOS A A C C
Approach Delay(s) 0.4 1.3 19.5 21.6
Approach LOS C C
Intersection Summary
Average Delay 2.9
Intersection Capacity Utilization 61.5% ICU Level of Service B
Analysis Period (min) 15
2018 Build Conditions-Morning Peak Hour Synchro 8 Report
GTS Consulting Page 4
Lanes, Volumes, Timings
7: Route 254 & Site Driveway 2/14/2017
,or t 1
Lane Group WBL WBR NBT NBR SBL SBT
Lane Configurations Y T# 0
Volume(vph) 4 28 676 22 26 383
Ideal Flow(vphpl) 1900 1900 1900 1900 1900 1900
Storage Length(ft) 0 0 0 250
Storage Lanes 1 0 0 1
Taper Length(ft) 75 75
Satd. Flow(prot) 1629 0 1855 0 0 3494
Flt Permitted 0.994 0.997
Satd. Flow(perm) 1629 0 1855 0 0 3494
Link Speed (mph) 30 40 40
Link Distance(ft) 124 144 904
Travel Time(s) 2.8 2.5 15.4
Peak Hour Factor 0.90 0.90 0.76 0.76 0.81 0.81
Heavy Vehicles(%) 2% 2% 2% 2% 3% 3%
Shared Lane Traffic(%)
Lane Group Flow(vph) 35 0 918 0 0 505
Enter Blocked Intersection No No No No No No
Lane Alignment Left Right Left Right Left Left
Median Width(ft) 12 0 0
Link Offset(ft) 0 0 0
Crosswalk Width(ft) 16 16 16
Two way Left Turn Lane
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00
Turning Speed(mph) 15 9 9 15
Sign Control Stop Free Free
Intersection Summary
Area Type: Other
Control Type: Unsignalized
Intersection Capacity Utilization 46.9% ICU Level of Service A
Analysis Period(min) 15
2018 Build Conditions-Morning Peak Hour Synchro 8 Report
GTS Consulting Page 5
HCM Unsignalized Intersection Capacity Analysis
7: Route 254 & Site Driveway 2/14/2017
,or t 1
Movement WBL WBR NBT NBR SBL SBT
Lane Configurations Y T# 0
Volume(veh/h) 4 28 676 22 26 383
Sign Control Stop Free Free
Grade 0% 0% 0%
Peak Hour Factor 0.90 0.90 0.76 0.76 0.81 0.81
Hourly flow rate(vph) 4 31 889 29 32 473
Pedestrians
Lane Width(ft)
Walking Speed(ft/s)
Percent Blockage
Right turn flare(veh)
Median type None None
Median storage veh)
Upstream signal(ft) 144
pX,platoon unblocked 0.77 0.77 0.77
vC,conflicting volume 1205 904 918
vC1,stage 1 conf vol
vC2,stage 2 conf vol
vCu,unblocked vol 1118 729 748
tC,single(s) 6.8 6.9 4.2
tC,2 stage(s)
tF(s) 3.5 3.3 2.2
p0 queue free% 97 89 95
cM capacity(veh/h) 148 282 657
Direction, Lane# WB 1 NB 1 SB 1 SB 2
Volume Total 36 918 190 315
Volume Left 4 0 32 0
Volume Right 31 29 0 0
cSH 254 1700 657 1700
Volume to Capacity 0.14 0.54 0.05 0.19
Queue Length 95th(ft) 12 0 4 0
Control Delay(s) 21.5 0.0 2.3 0.0
Lane LOS C A
Approach Delay(s) 21.5 0.0 0.9
Approach LOS C
Intersection Summary
Average Delay 0.8
Intersection Capacity Utilization 46.9% ICU Level of Service A
Analysis Period (min) 15
2018 Build Conditions-Morning Peak Hour Synchro 8 Report
GTS Consulting Page 6
Lanes, Volumes, Timings
1: Route 254 & Dix Avenue 2/14/2017
1# __* "t or t
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations 'i + if +T if 'i T# 'i T#
Volume(vph) 91 242 206 26 161 271 110 350 8 381 445 34
Ideal Flow(vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Storage Length(ft) 240 260 0 210 310 0 0 0
Storage Lanes 1 1 0 1 1 0 1 0
Taper Length(ft) 75 75 75 75
Satd. Flow(prot) 1787 1881 1599 0 1868 1599 1787 1876 0 1787 1860 0
Flt Permitted 0.416 0.656 0.434 0.389
Satd. Flow(perm) 783 1881 1599 0 1234 1599 816 1876 0 732 1860 0
Right Turn on Red Yes Yes Yes Yes
Satd. Flow(RTOR) 222 304 1 4
Link Speed (mph) 35 35 40 40
Link Distance(ft) 1047 390 750 144
Travel Time(s) 20.4 7.6 12.8 2.5
Peak Hour Factor 0.93 0.93 0.93 0.87 0.87 0.87 0.98 0.98 0.98 0.95 0.95 0.95
Heavy Vehicles(%) 1% 1% 1% 1% 1% 1% 1% 1% 1% 1% 1% 1%
Shared Lane Traffic(%)
Lane Group Flow(vph) 98 260 222 0 215 311 112 365 0 401 504 0
Enter Blocked Intersection No No No No No No No No No No No No
Lane Alignment Left Left Right Left Left Right Left Left Right Left Left Right
Median Width(ft) 12 12 12 12
Link Offset(ft) 0 0 0 0
Crosswalk Width(ft) 16 16 16 16
Two way Left Turn Lane
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Turning Speed(mph) 15 9 15 9 15 9 15 9
Turn Type pm+pt NA pm+ov Perm NA pm+ov pm+pt NA pm+pt NA
Protected Phases 7 4 5 8 1 5 2 1 6
Permitted Phases 4 4 8 8 2 6
Detector Phase 7 4 5 8 8 1 5 2 1 6
Switch Phase
Minimum Initial(s) 6.0 10.0 6.0 10.0 10.0 6.0 6.0 10.0 6.0 10.0
Minimum Split(s) 11.0 15.0 11.0 15.0 15.0 11.0 11.0 15.0 11.0 15.0
Total Split(s) 16.0 46.0 17.0 30.0 30.0 37.0 17.0 42.0 37.0 62.0
Total Split(%) 12.8% 36.8% 13.6% 24.0% 24.0% 29.6% 13.6% 33.6% 29.6% 49.6%
Maximum Green(s) 11.0 41.0 12.0 25.0 25.0 32.0 12.0 37.0 32.0 57.0
Yellow Time(s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
All-Red Time(s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0
Lost Time Adjust(s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Lost Time(s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0
Lead/Lag Lag Lead Lead Lead Lead Lead Lag Lead Lag
Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes
Vehicle Extension(s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Recall Mode None None None None None None None C-Max None C-Max
Act Effct Green(s) 33.1 33.1 46.8 22.0 42.6 65.1 56.4 81.9 68.2
Actuated g/C Ratio 0.26 0.26 0.37 0.18 0.34 0.52 0.45 0.66 0.55
v/c Ratio 0.38 0.52 0.30 0.99 0.42 0.23 0.43 0.61 0.50
Control Delay 42.9 42.8 4.0 110.0 3.5 11.6 27.8 14.5 20.6
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
2018 Build Conditions-Evening Peak Hour Synchro 8 Report
GTS Consulting Page 1
Lanes, Volumes, Timings
1: Route 254 & Dix Avenue 2/14/2017
1# __* "t or t
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Total Delay 42.9 42.8 4.0 110.0 3.5 11.6 27.8 14.5 20.6
LOS D D A F A B C B C
Approach Delay 28.0 47.1 24.0 17.9
Approach LOS C D C B
Queue Length 50th(ft) 61 176 0 172 3 32 200 140 251
Queue Length 95th(ft) 106 259 48 #295 36 57 341 204 370
Internal Link Dist(ft) 967 310 670 64
Turn Bay Length(ft) 240 260 210 310
Base Capacity(vph) 326 616 773 246 863 539 846 749 1016
Starvation Cap Reductn 0 0 0 0 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0 0 0 0 0
Reduced v/c Ratio 0.30 0.42 0.29 0.87 0.36 0.21 0.43 0.54 0.50
Intersection Summary
Area Type: Other
Cycle Length: 125
Actuated Cycle Length: 125
Offset:56(45%), Referenced to phase 2:NBTL and 6:SBTL,Start of Yellow
Natural Cycle:65
Control Type:Actuated-Coordinated
Maximum v/c Ratio:0.99
Intersection Signal Delay:27.6 Intersection LOS:C
Intersection Capacity Utilization 79.3% ICU Level of Service D
Analysis Period (min) 15
# 95th percentile volume exceeds capacity,queue may be longer.
Queue shown is maximum after two cycles.
Splits and Phases: 1: Route 254&Dix Avenue
�P1 IO2 R p4
37s 142 s 46 s
t 05 06 R p8 07
17s 1 162s T 130s 1 116s
2018 Build Conditions-Evening Peak Hour Synchro 8 Report
GTS Consulting Page 2
Lanes, Volumes, Timings
2: Stewart's Shop/Site Driveway & Dix Avenue 2/14/2017
1# --* "t *--- t
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations +T# +T# +T# +T#
Volume(vph) 17 583 31 29 407 24 9 1 42 27 0 42
Ideal Flow(vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Satd. Flow(prot) 0 1868 0 0 1862 0 0 1661 0 0 1694 0
Flt Permitted 0.999 0.997 0.991 0.981
Satd. Flow(perm) 0 1868 0 0 1862 0 0 1661 0 0 1694 0
Link Speed (mph) 35 35 30 30
Link Distance(ft) 390 819 113 122
Travel Time(s) 7.6 16.0 2.6 2.8
Peak Hour Factor 0.92 0.92 1.00 0.91 0.91 0.91 0.89 0.89 0.89 0.90 0.90 0.90
Heavy Vehicles(%) 1% 1% 1% 1% 1% 1% 1% 1% 1% 1% 1% 1%
Shared Lane Traffic(%)
Lane Group Flow(vph) 0 683 0 0 505 0 0 58 0 0 77 0
Enter Blocked Intersection No No No No No No No No No No No No
Lane Alignment Left Left Right Left Left Right Left Left Right Left Left Right
Median Width(ft) 0 0 0 0
Link Offset(ft) 0 0 0 0
Crosswalk Width(ft) 16 16 16 16
Two way Left Turn Lane
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Turning Speed(mph) 15 9 15 9 15 9 15 9
Sign Control Free Free Stop Stop
Intersection Summary
Area Type: Other
Control Type: Unsignalized
Intersection Capacity Utilization 52.2% ICU Level of Service A
Analysis Period(min) 15
2018 Build Conditions-Evening Peak Hour Synchro 8 Report
GTS Consulting Page 3
HCM Unsignalized Intersection Capacity Analysis
2: Stewart's Shop/Site Driveway & Dix Avenue 2/14/2017
1# --* "t *--- t
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations +T# +T# +T# +T#
Volume(veh/h) 17 583 31 29 407 24 9 1 42 27 0 42
Sign Control Free Free Stop Stop
Grade 0% 0% 0% 0%
Peak Hour Factor 0.92 0.92 1.00 0.91 0.91 0.91 0.89 0.89 0.89 0.90 0.90 0.90
Hourly flow rate(vph) 18 634 31 32 447 26 10 1 47 30 0 47
Pedestrians
Lane Width(ft)
Walking Speed(ft/s)
Percent Blockage
Right turn flare(veh)
Median type None None
Median storage veh)
Upstream signal(ft) 390
pX,platoon unblocked 0.75 0.75 0.75 0.75 0.75 0.75
vC,conflicting volume 474 665 1257 1224 649 1258 1226 460
vC1,stage 1 conf vol
vC2,stage 2 conf vol
vCu,unblocked vol 474 386 1176 1131 365 1177 1134 460
tC,single(s) 4.1 4.1 7.1 6.5 6.2 7.1 6.5 6.2
tC,2 stage(s)
tF(s) 2.2 2.2 3.5 4.0 3.3 3.5 4.0 3.3
p0 queue free% 98 96 91 99 91 73 100 92
cM capacity(veh/h) 1094 883 112 145 511 110 144 603
Direction, Lane# EB 1 WB 1 NB 1 SB 1
Volume Total 683 505 58 77
Volume Left 18 32 10 30
Volume Right 31 26 47 47
cSH 1094 883 307 218
Volume to Capacity 0.02 0.04 0.19 0.35
Queue Length 95th(ft) 1 3 17 37
Control Delay(s) 0.5 1.0 19.4 30.2
Lane LOS A A C D
Approach Delay(s) 0.5 1.0 19.4 30.2
Approach LOS C D
Intersection Summary
Average Delay 3.2
Intersection Capacity Utilization 52.2% ICU Level of Service A
Analysis Period (min) 15
2018 Build Conditions-Evening Peak Hour Synchro 8 Report
GTS Consulting Page 4
Lanes, Volumes, Timings
7: Route 254 & Site Driveway 2/14/2017
,or t 1
Lane Group WBL WBR NBT NBR SBL SBT
Lane Configurations Y T# 0
Volume(vph) 5 34 687 25 42 855
Ideal Flow(vphpl) 1900 1900 1900 1900 1900 1900
Storage Length(ft) 0 0 0 250
Storage Lanes 1 0 0 1
Taper Length(ft) 75 75
Satd. Flow(prot) 1649 0 1872 0 0 3567
Flt Permitted 0.993 0.998
Satd. Flow(perm) 1649 0 1872 0 0 3567
Link Speed (mph) 30 40 40
Link Distance(ft) 124 144 904
Travel Time(s) 2.8 2.5 15.4
Peak Hour Factor 0.90 0.90 0.98 0.98 0.95 0.95
Heavy Vehicles(%) 1% 1% 1% 1% 1% 1%
Shared Lane Traffic(%)
Lane Group Flow(vph) 44 0 727 0 0 944
Enter Blocked Intersection No No No No No No
Lane Alignment Left Right Left Right Left Left
Median Width(ft) 12 0 0
Link Offset(ft) 0 0 0
Crosswalk Width(ft) 16 16 16
Two way Left Turn Lane
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00
Turning Speed(mph) 15 9 9 15
Sign Control Stop Free Free
Intersection Summary
Area Type: Other
Control Type: Unsignalized
Intersection Capacity Utilization 64.7% ICU Level of Service C
Analysis Period(min) 15
2018 Build Conditions-Evening Peak Hour Synchro 8 Report
GTS Consulting Page 5
HCM Unsignalized Intersection Capacity Analysis
7: Route 254 & Site Driveway 2/14/2017
,or t 1
Movement WBL WBR NBT NBR SBL SBT
Lane Configurations Y T# 0
Volume(veh/h) 5 34 687 25 42 855
Sign Control Stop Free Free
Grade 0% 0% 0%
Peak Hour Factor 0.90 0.90 0.98 0.98 0.95 0.95
Hourly flow rate(vph) 6 38 701 26 44 900
Pedestrians
Lane Width(ft)
Walking Speed(ft/s)
Percent Blockage
Right turn flare(veh)
Median type None None
Median storage veh)
Upstream signal(ft) 144
pX,platoon unblocked 0.83 0.83 0.83
vC,conflicting volume 1252 714 727
vC1,stage 1 conf vol
vC2,stage 2 conf vol
vCu,unblocked vol 1201 551 566
tC,single(s) 6.8 6.9 4.1
tC,2 stage(s)
tF(s) 3.5 3.3 2.2
p0 queue free% 96 91 95
cM capacity(veh/h) 140 398 836
Direction, Lane# WB 1 NB 1 SB 1 SB 2
Volume Total 43 727 344 600
Volume Left 6 0 44 0
Volume Right 38 26 0 0
cSH 322 1700 836 1700
Volume to Capacity 0.13 0.43 0.05 0.35
Queue Length 95th(ft) 11 0 4 0
Control Delay(s) 17.9 0.0 1.8 0.0
Lane LOS C A
Approach Delay(s) 17.9 0.0 0.6
Approach LOS C
Intersection Summary
Average Delay 0.8
Intersection Capacity Utilization 64.7% ICU Level of Service C
Analysis Period (min) 15
2018 Build Conditions-Evening Peak Hour Synchro 8 Report
GTS Consulting Page 6