Corinth_Traffic Study Fastrac Cafe
Corinth Road at Big Bay Road
F
�d
Town of Queensbury
Warren County
TRAFFIC IMPACT
STUDY
Prepared By:
ATPROFESSIONAL
P I E KALA
NSULTING
ENGINEER I?C.
DESIGN • ENGINEERING
110 FAYFTTE STREET
MANLIUs,NEw YORK 13104
Telephone: (315) 682-5580
Fax: (315) 682-5544
February 2017
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Executive Summary
The Town of Queensbury has requested a traffic impact analysis from Napierala Consulting for the
proposed Fastrac Cafe project. The proposed project will construct one driveway on Corinth Road with
exclusive right-in/right-out access and two full-access driveways on a new shared access road to a
development north of the parcel (Private Road). The site is located approximately 0.15 miles west of the
I-87 interchange and is situated at the far west of a commercial corridor as zoned by the Town.
In February 2016, Clough Harbor Associates (CHA) prepared a report for the Adirondack/Glens Falls
Transportation Council(A/GFTC)titled Exit 18 Rezone Study. The study analyzed the Existing 2015,No
Build 2020 and Build 2020 Conditions of planned development along the Corinth Road/Main Street
corridor between Big Bay Road and Richardson Street. In this report, CHA provided existing turning
movement counts, traffic signal data,roadway geometries and extensive analysis of the traffic conditions
along the corridor. This analysis replaces the proposed bank with drive-thru trip generation with the
proposed Fastrac (convenience market with gas station) trip generation. With consideration for pass-by
trips, the net new trips on the roadway increases to 14 trips during the morning peak hour and decreases
by 15 trips during the evening peak hour(see Table 1 below).
Table 1: Project Trip Generation
LUC 912 Bank w/Drive LUC 853 Convenience Net Increase
Thru Market w/Gas Station in Trips
Trip Pass By Primary Pass By Primary Added to
Type Total (65%) (35%) Total (65%) (35%) Roadway
Network
AM Peak Hour
Enter 48 13 35 119 77 42 +7
Exit 37 13 24 119 77 42 +7
Total 85 26 59 238 154 84 +14
PM Peak Hour
Enter 85 25 60 148 96 52 -8
Exit 85 26 59 148 96 52 -7
Total 170 51 119 296 192 104 -15
The overall study area for the project included the Corinth Road/Big Bay Road/Private Road signalized
intersection and the Corinth Road/Site Drive unsignalized intersection. The intersections were analyzed
in accordance with the 2010 Highway Capacity Manual guidelines. The capacity analysis of the
intersections during Build with Convenience Market 2020 conditions were analyzed during the morning
and evening peak hour using Trafficware's Synchro software (version 9) and compared to the Build with
Bank 2020 conditions.
The Corinth Road/Big Bay Road/Private Road intersection will continue to operate at the same level of
service from the Build with Bank condition to the Build with Convenience Market condition during the
morning and evening peak hours. Generally the proposed project will have no affect on vehicle
operations on the Corinth Road corridor as compared to the analysis done in the Exit 18 Rezone Study.
1.0 Introduction
1.1 Background
Clough Harbor Associates (CHA) completed a traffic study in February 2016 for the
Adirondack/Glens Falls Transportation Council. The report is titled Exit 18 Rezone Study Town
of Queensbury and details out the impacts associated with rezoning 65.5 acres along the Corinth
Road/Main Street corridor between Big Bay Road and Big Boom Road. This area is now zoned
as Commercial Intensive Exit 18 District(CI-18). One of the parcels under review in this study is
a 16.6 acre area called Parcel A. The proposed development of Parcel A is comprised of three
land uses: hotel, office and bank with drive-thru. The report analyzes the traffic on Corinth Road
generated by the anticipated land uses.
1.2 Project Description
Fastrac Markets is proposing to construct a new 5,800 square foot (SF) one-story convenience
store at the intersection of Corinth Road/Big Bay Road in the Town of Greece (see Figure 1). In
addition to typical convenience store functions,the site will also offer indoor/outdoor seating,ten
fueling pump stations for twenty vehicles, and a designated dieseling fueling island containing 3
fueling stations. The site will provide 30 parking spaces.
- Private Road I
Corinth Road
w
k
Big Bay Road .
Figure 1: Location Map
The proposed project will provide access/egress to the site via three proposed site driveways: Site
Drive South(Corinth Road), Site Drive West(Private Road)and Site Drive North (Private Road),
for purposes of this study. The Private Drive driveways will allow full-access for all vehicle
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maneuvers to and from the site, and the driveway to Corinth Road will provide right-in/right-out
access only. Sidewalks will be provided through the site driveway on Corinth Road with a
connection to a crosswalk through the site parking lot off of Corinth Road. The signalized
intersection of Corinth Road/Big Bay Road/Private Road will remain in its current operation.
1.3 Study Area
The study area is generally bounded by a hotel to the north, Corinth Road to the south, a drive-
thru fast food restaurant to the east, and Private Road to the west. The study area includes the
following the Corinth Road/Big Bay Road/Private Road signalized intersection with four
approaches. The Corinth Road eastbound and westbound approach both consist of an exclusive
left-turn lane and a shared thru/right-turn lane. The Big Bay Road northbound approach and
Private Road southbound approach both consist of a shared left/thru/right-turn lane. Sidewalks
are provided along the north side of Corinth Road and marked crosswalks with pedestrian push
buttons are provided across the southbound and eastbound approaches to the intersection. Land
use in the vicinity of the intersections consists of the vacant project site, a hotel, a gasoline
station, fast food restaurants with drive-thru and some residential areas. The speed limit of
Corinth Road is 35mph.
The proposed second study area intersection is the unsignalized intersection of Corinth Road/Site
Drive with three approaches. The Corinth Road eastbound approach consists of one thru lane,
and the Corinth Road westbound approach consists of one shared thru/right-turn lane. The Site
Drive southbound approach consists of one exclusive right-turn lane. A sidewalk will cross
through the driveway along the north side of Corinth Road.
1.4 Study Methodology
This transportation study was conducted in accordance with standard engineering methodologies
and the latest NYSDOT approved software and guidelines.
The Exit 18 Rezone Study analyzed the transportation impacts during Existing Conditions 2015,
No Build Conditions 2020 and Build Conditions 2020 in accordance with the Town and
Adirondack-Glens Falls Transportation Council(A/GFTC). The future transportation condition
with Fastrac evaluates expected roadway,parking and pedestrian impacts associated with the
project based on a build year of 2020 as well. The Build with Fastrac(2020)conditions include
project-generated traffic volume estimates added to the traffic volumes developed as part of the
Exit 18 Rezone Study No-Build(2020)conditions scenario.
The Exit 18 Rezone Study analyzed project trip generation for a hotel,office and drive-thru bank.
In addition to trip generation,this detailed report includes existing traffic counts,no-build project
trips,trip distribution at the study area intersections and Synchro analysis of the Existing,No-
Build and Build conditions. This study will replace the proposed drive-thru bank trip generation
with the proposed Fastrac trip generation roadway trips in order to analyze the signalize
intersection at Corinth Road/Big Bay Road/Private Drive. For all Existing Conditions and No-
Build Conditions data refer to the Exit 18 Rezone Study report and appendices.
2.0 Future Conditions
Upon completion,the proposed project would involve the construction of an approximately 5,800 square-
foot convenience store with six fuel dispensers for 12 vehicles. This section presents a description of the
2020 future conditions with Fastrac and includes a comparison of the Build with Bank 2020 Conditions
and the Build with Convenience Market w/Gas Pumps 2020 Conditions.
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2.1 Site Access and Circulation
Vehicular access and egress will occur via one proposed curb cut on Corinth Road and two
driveways off Private Road, as shown on Figure 2. The driveway on Corinth Road will operate
as exclusive right-in/right-out for access/egress into and out of the site.
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Figure 2: Site Plan
Pedestrian access to the building will be provided via the existing sidewalk along the north side of
Corinth Road. The front entrance to the building will connect to the Corinth Road sidewalk via a
crosswalk through the proposed parking lot. Sidewalks will be provided around the proposed
building. All sidewalks will conform to ADA and NYSDOT standards and specifications.
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2.2 Trip Generation
Data published by the Institute of Transportation Engineers(ITE)in the Trip Generation Manual1
was used to estimate the number of project generated trips generated. ITE provides data to
estimate the total number of vehicular trips associated with the project. The Exit 18 Rezone Study
used ITE Trip Generation data for a 170 room Hotel(Land Use Code (LUC) 310),a 60,000 SF
Office (LUC 710)and a 7,000 SF Bank with Drive-Thru(LUC 912).
A Convenience Market with Gasoline Pumps(LUC 853)was used to determine the number of
vehicular trips associated with the proposed project. LUC 853 is defined as a convenience market
selling gasoline,convenience foods,newspapers,magazines and often beer and wine. This land
use includes convenience markets with gasoline pumps where the primary business is the selling
of convenience items,not the fueling of motor vehicles. The land use of the project is shared
gasoline service and convenience market, so the trips generated to the project represent a more
conservative scenario. The independent variable for this land use and trip calculation is gross
square footage of the building.
The Build conditions project trips were calculated with consideration of a significant number of
pass-by trips to/from the Fastrac store. Pass-by trips are used for a land use that is considered an
intermediate stop,not a destination. These motorists will continue on to their destination
traveling in the same direction before stopping at the site. These trips are not considered new
trips and therefore are only added to or subtracted from the turning movements at the proposed
site driveways. Using ITE trip generation data,a pass-by rate of approximately 65%in the
morning and evening peak hour was used.
The vehicle trips associated with the project under the Build condition are summarized in
Table 1,with the detailed trip generation information provided in Appendix A.
Table 1: Project Trip Generation
LUC 912 Bank w/Drive LUC 853 Convenience Net Increase
Thru Market w/Gas Station in Trips
Trip Pass By Primary Pass By Primary Added to
Type Total (65%) (35%) Total (65%) (35%) Roadway
Network
AM Peak Hour
Enter 48 13 35 119 77 42 +7
Exit 37 13 24 119 77 42 +7
Total 85 26 59 238 154 84 +14
PM Peak Hour
Enter 85 25 60 148 96 52 -8
Exit 85 26 59 148 96 52 -7
Total 170 51 119 296 192 104 -15
As shown in Table 1, the proposed Fastrac is expected to generate approximately 238 vehicles
during the morning peak hour (119 in and 119 out) and 296 vehicles during the evening peak
hour(148 in and 148 out). Since 65% of the trips to the site will come from existing traffic, the
site is actually expected to add approximately 84 vehicles during the morning peak hour (42 in
t Trip Generation Manual,9"'Edition;Institute of Transportation Engineers;Washington,D.C.;2012
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and 42 out)and 104 vehicles during the evening peak hour(52 in and 52 out)to the Corinth Road
roadway network. When compared to the primary trips generated by the Bank, the proposed
project generates only 14 additional trips to/from the site during the morning peak hour, and
generates 15 less trips to/from the site during the evening peak hour.
Although the proposed Fastrac generates a greater number of trips during the peak hour,the 65%
pass-by credit reduces the number of trips added to Corinth Road, resulting in comparable trip
generation from the analysis for a Bank and the analysis for a Convenience Market with Gasoline
Pumps.
2.3 Trip Distribution
The trip distribution identifies the various travel paths for vehicles arriving and leaving the
project site. The trip distribution patterns for the project were based on the Exit 18 Rezone Study
and a review of the adjacent roadway network. The trip distribution patterns for the project
generated and project pass-by trips are illustrated in Figure 3.
The project generated vehicle trips were then assigned to the study area roadway network based
on the trip distribution patterns (Figure 4 and Figure 5 for AM and PM peak hour,respectively).
The resulting Build condition morning and evening peak hour traffic volume networks are shown
in Figure 6 and Figure 7,receptively. The comparison Build Condition for the Bank with Drive-
thru figures are shown in Figure 8 and Figure 9 for the AM and PM peak hours,respectively.
i
TRIP DISTRIBUTION
q SITE
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a a
q
V V 15% [15%]
(17-/.)[-65%]{329/u] 50-1.[50-1.] 65%
(359.) +j 1 r +_J 15°!0[-50%]
CORINT'II ROAD
CORMTH ROAD 35% I350/.] 4-1 1 r+ (65%)[35%] {-35%) (65%)
35% [-35°0]
XX% PROJECT GENERATED TRIPS-ENTER
Q
¢O ()CX%) PROJECT GENERATED TRIPS-EXIT
Q
[7X%] PRO.IECT GENERATED PASS-BY TRIPS-ENTER
cq
{XX%} PROJECT GENERATED PASS-BY TRIPS-EXIT
Figure 3
Fastrac Cafe-Town of Queensbury,NY Trip Distribution
Traffic Impact Study
A-M TRIP GENERATION
TRIP
GENERATION
All Project
Trills
IN OUT
SITE
0
od
119 119 W
prof gen
trips 42 42 > 5
pass by a
Q
trips 77 77
n L 6[ll]
h N ul
0o c�^y (7)[-50] {25) t 21[39] 27
(15) +j L /--1 H 6[-39]
CORINI'H ROAD
CORINTH ROAD 15[27] 1 F+ (27)[-27]{27] (27)
15 [-27]
XX PROJECT GENERATED'TRIPS-ENTER
A
d (XX) PROJECT GENERATED TRIPS-EXIT
D
PG
d [XX] PROJECT GENERATED PASS-BY TRIPS-ENTER
{XX] PROJECT GENERATED PASS-BY TRIPS-EXIT
Fastrac Cafe-Town of Queensbury,NY Figure 4
Traffic Impact Study Trip Generation,AM Peak Hour
PM IRIP GENERATION
TRIP
GE\ERATION
Pli Proiect
Trios
IN OUT � SITE
O
148 148 h
P-j gen Q
kips 52 52 y :+
pass by Q Q
kips 96 96
_ v L 8[14] rig
M
M M
M (9)[-62] {3 1) t 261481 35
(18) + L 4 8[481 CORIN H ROAD
CORINTII ROAD 18[341 1 r (34)[-3411341 (34)
18 [-341
�] XX PROTECT GENERATED TRTPS-ENTER
Q (XX) PROTECT GENERATED TRIPS-EXIT
[XXI PROJECT GENERATED PASS-BY TRIPS-ENTER
FA
O 1XX1 PROJECT GENERATED PASS-BY TRIPS-EXIT
Fastrac Cafe-Town of Queensbury,NY Figure 5
Traffic Impact Study Trip Generation,PM Peak Hour
'1
Build 2020 with Fash•ac-AVf
q SITE
d
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7 W
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L 149
351 ry t 60 853
442 + L+ ,� 222 793 CORINTH ROAD
COWNTH ROAD
75 � 10;9 1039
870 743 —#
52
XX 'TRIPS-ENTER
(XX) TRIPS-EXIT
d
Fastrac Cafe-Town of Queensbury,NY Figure 6
Traffic Impact Study Build w/Convenience Store with Gas Pumps Conditions(2020)Turning Movement Counts,AM Peak Hour
i
Build 2020 with Fastrac-PVI
SITE
O
C4
W
Q
L 88 C4
r o 5�I o t 74 953
726 L r 191 879 CORINTH ROAD
CORINTH ROAD 63 1 r 1166—+ 1166—+
0
699 —+ 586 ry
50
XX TRIPS-ENTER
A
O
(XX) TRIPS-EXIT
d
W
v
Fastrac Cafe-Town of Queensbury,NY Figure 7
Traffic Impact Study Build w/Convenience Store with Gas Pumps Conditions(2020)Turning Movement Counts,PM Peak Hour
L
Build 2020 with Bank-AM
q SITE
O
wrx
h
7
w
L 154
d Q 365 848
434 *j 1 L 222 848 CORINTH ROAD
CORINTH ROAD 52 + 1 r-+ 1029—+ 1028 —+
O N
867 —+ 763
52
XX TRIPS-ENTER
q
Q ()M TRIPS-EXIT
0
a�
m
Figure 8
Fastrac Cafe-Town of Queensbury,NY Build w/Convenience Store with Bank(2020)Turning Movement Counts,AM Peak Hour
Traffic Impact Study
'1
i
Build 2020 with Bank-PM
q SITE
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a
a
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n 562 958
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729 + L r 191 958 CORINTH ROAD
CORINTH ROAD 42 1 F+ 1170 1170
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702 610 � r•1
50 �.
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Figure 9
Traffic
Fraffic Impact Study Cafe-Town of Queensbury,NY Build w/Convenience Store with Bank(2020)Turning Movement Counts,PM Peak Hour
ip
2.4 Build Traffic Operations
The criterion for evaluating traffic operations is level of service (LOS),which is determined by
assessing average delay incurred by vehicles at intersections and along intersection approaches.
Trafficware's Synchro(version 9.0) software package was used to calculate average delay and
associated LOS at the study area intersections. This software is based on the traffic operational
analysis methodology of the Transportation Research Board's 2010 Highway Capacity Manual
(HCM).
Level of service and delay(in seconds)are based on intersection geometry,traffic data, and
traffic control for each intersection.For the signalized intersections within the study area, traffic
signal timing and phasing plans provided by NYSDOT were used in the analysis.
Table I summarizes the delay and LOS thresholds for signalized and unsignalized intersections,
as defined in the HCM. LOS A defines the most favorable condition,with minimum traffic
delay. LOS F represents the worst condition,with significant traffic delay. The threshold at LOS
E/LOS F indicates that the intersection,or intersection approach,is theoretically at capacity.
LOS D is generally considered acceptable in an urban environment, such as the Project study
area,and below theoretical operating capacity.
Table 1: Intersection Level of Service Criteria
Average Stopped Dela (sec/veh)
Level of Service Signalized Unsignalized
Intersection Intersection
A < 10 < 10
B > 10 and<20 > 10 and< 15
C >20 and<35 > 15 and<25
D >35 and<55 >25 and<35
E >55 and< 80 > 35 and<50
F > 80 >50
The results of the 2020 Build with Bank conditions traffic analysis, as calculated in the
Exit 18 Rezone Study at the study area intersection are presented in Table 2 and Table 3
for the AM and PM peak hours, respectively. The proposed project 2020 Build with
Convenience Market w/Gas Pumps traffic analysis at the study area intersections are
presented in Table 4 and Table 5 for the AM and PM peak hours,respectively.
A comparison of the Level of Service and delay created as a result of the projects during
both of the 2020 Build Conditions is summarized in Table 6 and Table 7 for the AM and
PM peak hours, respectively. The gray shaded cells in the tables indicate a decrease in
LOS from the prior condition and the black shaded cells indicate an improved LOS. The
detailed analysis sheets are provided in Appendix B and Appendix C.
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Table 2 Build Capacity Analysis-Drive-thru Bank,AM Peak Hour
50th 95th
Intersection/Approach LOS Delay(s) VIC Ratio Percentile Percentile
Queue Queue
t) t)
Signal dIntersection
Corinth Road/Big Bay Road/Private Drive C 29.9 0.97 - -
Corinth EB left B 12.3 0.10 11 37
Corinth EB thm/right D 44.5 0.97 302 #700
Corinth WB left C 23.0 0.65 63 #170
Corinth WB thm/right B 16.8 0.59 174 #368
Big Bay NB left/thru/right B 13.5 0.61 19 75
Private SB left/thru/right D 1 44.4 1 0.69 1 28 1 72
#=95th percentile volume exceeds capacity;queue may be longer. Queue shown is maximum after 2 cycles
—=Volume exceeds capacity;queue is theoretically infinite. Queue shown is maximum after 2 cycles.
Table 3 Build Capacity Analysis-Drive-thru Bank,PM Peak Hour
50th 95th
Intersection/Approach LOS Delay(s) VIC Ratio Percentile Percentile
Queue Queue
t) t)
Signalized Intersection
Corinth Road/Big Bay Road/Private Drive D 46.7 >1.00 - -
Corinth EB left B 17.4 0.14 13 32
Corinth EB dim/right D 47.2 0.95 310 #539
Corinth WB left C 25.0 0.65 63 #132
Corinth WB thm/right C 35.0 0.88 —347 #571
Big Bay NB left/thm/right C 24.4 0.77 100 #251
Private SB left/thru/right F 1 >80.0 1 >1.00 1 —149 1 #294
#=95th percentile volume exceeds capacity;queue may be longer. Queue shown is maximum after 2 cycles
=Volume exceeds capacity;queue is theoretically infinite. Queue shown is maximum after 2 cycles.
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Table 4 Build Capacity Analysis-Drive-thru Convenience Market w/Gas Pump,AM Peak Hour
50th 95th
Intersection/Approach LOS Delay(s) VIC Ratio Percentile Percentile
Queue Queue
t) t)
Signal dIntersection
Corinth Road/Big Bay Road/Private Drive C 26.6 0.95 - -
Corinth EB left B 12.5 0.14 15 49
Corinth EB thm/right D 40.1 0.95 275 #685
Corinth WB left C 21.7 0.62 63 #167
Corinth WB thm/right B 16.4 0.57 163 #317
Big Bay NB left/thru/right B 14.7 0.64 18 74
Private SB left/thru/right C 1 21.4 1 0.66 1 6 1 57
Unsignalized Intersection
Corinth Road/Site Drive - - - - -
Corinth EB thru A 0.0 0.66 - 0
Corinth WB thm/right A 0.0 0.55 - 0
Site Drive SB right C 16.8 0.10 - 9
#=95th percentile volume exceeds capacity;queue may be longer. Queue shown is maximum after 2 cycles
-=Volume exceeds capacity;queue is theoretically infinite. Queue shown is maximum after 2 cycles.
Table 5 Build Capacity Analysis-Drive-thru Convenience Market w/Gas Pump,PM Peak Hour
50th 95th
Intersection/Approach LOS Delay(s) VIC Ratio Percentile Percentile
Queue Queue
t t
Signal dIntersection
Corinth Road/Big Bay Road/Private Drive D 37.4 0.94 - -
Corinth EB left B 18.9 0.20 19 43
Corinth EB thru/right D 43.2 0.93 292 #510
Corinth WB left C 24.8 0.64 63 #114
Corinth WB thm/right D 37.8 0.90 298 #525
Big Bay NB left/thru/right C 23.0 0.76 94 #243
Private SB left/thm/riht E 1 56.2 1 0.94 1 83 1 #242
Unsi nalized Intersection
Corinth Road/Site Drive - - - - -
Corinth EB thru A 0.0 0.75 - 0
Corinth WB thm/right A 0.0 0.61 - 0
Site Drive SB right C 19.2 0.14 - 12
#=95th percentile volume exceeds capacity;queue may be longer. Queue shown is maximum after 2 cycles
-=Volume exceeds capacity;queue is theoretically infinite. Queue shown is maximum after 2 cycles.
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Table 6 Build Capacity Analysis Comparison,AM Peak Hour
Build 2020 Build 2020
Intersection/Approach With Bank With Convenience/Gas
LOS Dela s LOS Dela s
Signal dIntersection
Corinth Road/Big Bay Road/Private Drive C 29.9 C 26.6
Corinth EB left B 12.3 B 12.5
Corinth EB thm/right D 44.5 D 40.1
Corinth WB left C 23.0 C 21.7
Corinth WB thm/right B 16.8 B 16.4
Big Bay NB left/thm/right B 13.5 B 14.7
Private SB left/thm/right D 1 44.4 21.4
Unsi nalized Intersection
Corinth Road/Site Drive - - - -
Corinth EB thru - - A 0.0
Corinth WB thm/right - - A 0.0.
Site Drive SB right - - C 16.8
Gra shaded cell indicates a worsening LOS from Build with Bank to Build with Convenience/Gas Conditions.
a
shaded cell indicates an improved LOS from Build with Bank to Build with Convenience/Gas Conditions.
Table 7 Build Capacity Analysis Comparison,PM Peak Hour
Build 2020 Build 2020
Intersection/Approach With Bank With Convenience/Gas
LOS Dela (s) LOS Dela (s)
Signal dIntersection
Corinth Road/Big Bay Road/Private Drive D 46.7 D 37.4
Corinth EB left B 17.4 B 18.9
Corinth EB thm/right D 47.2 D 43.2
Corinth WB left C 25.0 C 24.8
Corinth WB thm/right C 35.0 D 37.8
Big Bay NB left/thm/right C 24.4 C 23.0
Private SB left/thm/right F 1 >80.0 56.2
Unsi nalized Intersection
Corinth Road/Site Drive - - - -
Corinth EB thru - - A 0.0
Corinth WB thm/right - - A 0.0
Site Drive SB right - - C 19.2
Gshaded cell indicates a worsening LOS from Build with Bank to Build with Convenience/Gas Conditions.
a shaded cell indicates an improved LOS from Build with Bank to Build with Convenience/Gas Conditions.
0
As shown in Table 6 and Table 7,the Corinth Road/Big Bay Road/Private Road intersection will continue
to operate at the same level of service from the Build with Bank condition to the Build with Convenience
Market condition during the morning and evening peak hours. The proposed driveway access off of
Private Road and Corinth Road will not have an adverse reaction to the current roadway. The Private
Road southbound approach actually improves from a LOS D to LOS E during the morning peak hour and
improves from a LOS F to LOS E during the evening peak hour. However, during the evening condition,
the Corinth Road westbound thru/right movement worsens from a LOS C to LOS D. This is still an
acceptable level of service and is only a two second increase in delay the vehicle experiences waiting at
the light.
2.5 Internal Circulation,Parking,Deliveries
Vehicular access/egress to the site will occur via three proposed curb cuts: one on Corinth Road
and two on Private Road(off of Corinth Road). The driveways will provide service to 30 parking
spaces and 20 gasoline fueling service spaces. Parking is not expected to reach full capacity and
turnover is typically 5-to 15- minutes. There is no on-street parking on Corinth Road or Private
Road.
Service vehicles will access the northern side of the site to allow for filling the underground fuel
tanks and servicing the dumpster located on-site. Loading and service deliveries will occur via
the front door of the building during off-peak hours as to not interfere with peak customer
operations. Truck loading and service deliveries (i.e. trash removal, fuel trucks, food deliveries)
will be coordinated by Fastrac Markets.
APPENDIX A
Project Trip Generation
N A P I R R A L A Fastrac Queensbury - Corinth Road at Big Bay Road NC Project#16-1545
im� CONSULTING Date:February 15,2016
Trip Generation Assessment Completed by: SBC
SITE - DESIGN - FNGINEERING
Trip Rates Pass By Trips Total Project
Land Use Size Category (Trips/ksf or unit) Vehicle Trips (65%)2 Generated
Daily
Convenience Market with
Gasoline Pumps' 5.8 Total 845.6 4,904 3188 1716
GSF In 422.8 2,452 1594 858
Out 422.8 2,452 1594 858
a.m.Peak Hour
Convenience Market with
Gasoline Pumps' 5.8 Total 40.9 238 154 84
GSF In 20.5 119 77 42
Out 20.5 119 77 42
p.m.Peak Hour
Convenience Market with
Gasoline Pumps' 5.8 Total 50.9 296 192 104
GSF In 25.5 148 96 52
Out 25.5 148 96 52
1. ITE Trip Generation Rate,9th Edition,LUC 853 (Convenience Market with Gasoline Pumps)Average rate
2.ITE Trip Generation Manual,9th Edition,LUC 853(Convenience Market with Gasoline Pumps)Pass-By Trips&Diverted Link Trips,Average
APPENDIX B
Build with Bank Conditions - Synchro Analysis
Build 2020 Conditions with Bank AM Peak Hour
1: Big Bay Rd & Corinth Rd (Rte 28) II
--1. .4--- t i
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations 1� 1�
Traffic Volume(vph) 52 757 52 222 361 159 50 2 182 69 1 19
Future Volume(vph) 52 757 52 222 361 159 50 2 182 69 1 19
Ideal Flow(vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Lane Width(ft) 11 12 12 11 12 12 12 12 12 11 11 11
Storage Length(ft) 100 0 247 0 0 0 0 0
Storage Lanes 1 0 1 0 0 0 0 0
Taper Length(ft) 25 25 25 25
Lane Util. 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
Ped Bike Factor 1.00 1.00 0.99 1.00
Frt 0.990 0.954 0.895 0.972
Flt Protected 0.950 0.950 0.989 0.963
Satd. Flow(prot) 1711 1840 0 1678 1716 0 0 1588 0 0 1685 0
Flt Permitted 0.455 0.164 0.923 0.423
Satd. Flow(perm) 819 1840 0 289 1716 0 0 1480 0 0 740 0
Right Turn on Red Yes Yes Yes Yes
Satd. Flow(RTOR) 6 35 196 18
Link Speed(mph) 35 35 30 30
Link Distance(ft) 669 738 506 672
Travel Time(s) 13.0 14.4 11.5 15.3
Confl. Peds.(#/hr) 5 5 5 5
Peak Hour Factor 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93
Heavy Vehicles(%) 2% 2% 3% 4% 6% 2% 2% 2% 7% 2% 2% 2%
Adj. Flow(vph) 56 814 56 239 388 171 54 2 196 74 1 20
Shared Lane Traffic(%)
Lane Group Flow(vph) 56 870 0 239 559 0 0 252 0 0 95 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) 10 11 0 0
Link Offset(ft) 0 0 0 0
Crosswalk Width(ft) 8 0 0 16
Two way Left Turn Lane
Headway Factor 1.04 1.00 1.00 1.04 1.00 1.00 1.00 1.00 1.00 1.04 1.04 1.04
Turning Speed(mph) 15 9 15 9 15 9 15 9
Number of Detectors 1 2 1 2 1 2 1 2
Detector Template Left Thru Left Thru Left Thru Left Thru
Leading Detector(ft) 20 100 20 100 20 100 20 100
Trailing Detector(ft) 0 0 0 0 0 0 0 0
Detector 1 Position(ft) 0 0 0 0 0 0 0 0
Detector 1 Size(ft) 20 6 20 6 20 6 20 6
Detector 1 Type CI+Ex CI+Ex CI+Ex CI+Ex CI+Ex CI+Ex CI+Ex CI+Ex
Detector 1 Channel
Detector 1 Extend (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Detector 1 Queue(s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Detector 1 Delay(s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Detector 2 Position(ft) 94 94 94 94
Detector 2 Size(ft) 6 6 6 6
Detector 2 Type CI+Ex CI+Ex CI+Ex CI+Ex
Detector 2 Channel
Synchro 9 Light Report
Napierala Consulting Page 1
Build 2020 Conditions with Bank AM Peak Hour
1: Big Bay Rd & Corinth Rd (Rte 28) II
--1. .4--- t i
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Detector 2 Extend (s) 0.0 0.0 0.0 0.0
Turn Type pm+pt NA pm+pt NA Perm NA Perm NA
Protected Phases 6 1 2 5 3 7
Permitted Phases 1 5 3 7
Detector Phase 6 1 2 5 3 3 7 7
Switch Phase
Minimum Initial(s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0
Minimum Split(s) 15.0 25.0 15.0 20.0 26.0 26.0 26.0 26.0
Total Split(s) 15.0 34.0 15.0 34.0 26.0 26.0 26.0 26.0
Total Split(%) 20.0% 45.3% 20.0% 45.3% 34.7% 34.7% 34.7% 34.7%
Maximum Green(s) 11.0 30.0 11.0 30.0 22.0 22.0 22.0 22.0
Yellow Time(s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
All-Red Time(s) 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
Total Lost Time(s) 4.0 4.0 4.0 4.0 4.0 4.0
Lead/Lag Lag Lag Lead Lead
Lead-Lag Optimize?
Vehicle Extension(s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Recall Mode None Min None Min None None None None
Walk Time(s) 7.0 7.0 7.0 7.0 7.0
Flash Dont Walk(s) 14.0 14.0 14.0 14.0 14.0
Pedestrian Calls(#/hr) 5 5 5 5 5
Act Effct Green(s) 30.4 30.4 33.9 33.9 10.6 10.6
Actuated g/C Ratio 0.49 0.49 0.54 0.54 0.17 0.17
v/c Ratio 0.10 0.97 0.65 0.59 0.61 0.68
Control Delay 12.3 44.5 23.0 16.8 13.5 44.4
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 12.3 44.5 23.0 16.8 13.5 44.4
LOS B D C B B D
Approach Delay 42.6 18.7 13.5 44.4
Approach LOS D B B D
Intersection Summary
Area Type: Other
Cycle Length:75
Actuated Cycle Length:62.6
Natural Cycle:90
Control Type:Actuated-Uncoordinated
Maximum v/c Ratio:0.97
Intersection Signal Delay:29.9 Intersection LOS:C
Intersection Capacity Utilization 79.9% ICU Level of Service D
Analysis Period(min) 15
Splits and Phases: 1: Big Bay Rd &Corinth Rd (Rte 28)
42 1 X01 t43
15S E34 s 26S
45 46 07
34 s 1 015S 026S
Synchro 9 Light Report
Napierala Consulting Page 2
Build 2020 Conditions with Bank PM Peak Hour
1: Big Bay Rd & Corinth Rd (Rte 28) II
--1. .4--- t i
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations 1� 1�
Traffic Volume(vph) 42 610 50 191 562 116 100 4 296 187 2 67
Future Volume(vph) 42 610 50 191 562 116 100 4 296 187 2 67
Ideal Flow(vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Lane Width(ft) 11 12 12 11 12 12 12 12 12 11 11 11
Storage Length(ft) 100 0 247 0 0 0 0 0
Storage Lanes 1 0 1 0 0 0 0 0
Taper Length(ft) 25 25 25 25
Lane Util. 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
Ped Bike Factor 1.00 1.00 1.00 1.00
Frt 0.989 0.974 0.900 0.965
Flt Protected 0.950 0.950 0.988 0.965
Satd. Flow(prot) 1711 1837 0 1678 1749 0 0 1598 0 0 1677 0
Flt Permitted 0.233 0.162 0.868 0.424
Satd. Flow(perm) 420 1837 0 286 1749 0 0 1403 0 0 737 0
Right Turn on Red Yes Yes Yes Yes
Satd. Flow(RTOR) 7 17 193 24
Link Speed(mph) 35 35 30 30
Link Distance(ft) 669 738 506 672
Travel Time(s) 13.0 14.4 11.5 15.3
Confl. Peds.(#/hr) 5 5 5 5
Peak Hour Factor 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93
Heavy Vehicles(%) 2% 2% 3% 4% 6% 2% 2% 2% 7% 2% 2% 2%
Adj. Flow(vph) 45 656 54 205 604 125 108 4 318 201 2 72
Shared Lane Traffic(%)
Lane Group Flow(vph) 45 710 0 205 729 0 0 430 0 0 275 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) 10 11 0 0
Link Offset(ft) 0 0 0 0
Crosswalk Width(ft) 8 0 0 16
Two way Left Turn Lane
Headway Factor 1.04 1.00 1.00 1.04 1.00 1.00 1.00 1.00 1.00 1.04 1.04 1.04
Turning Speed(mph) 15 9 15 9 15 9 15 9
Number of Detectors 1 2 1 2 1 2 1 2
Detector Template Left Thru Left Thru Left Thru Left Thru
Leading Detector(ft) 20 100 20 100 20 100 20 100
Trailing Detector(ft) 0 0 0 0 0 0 0 0
Detector 1 Position(ft) 0 0 0 0 0 0 0 0
Detector 1 Size(ft) 20 6 20 6 20 6 20 6
Detector 1 Type CI+Ex CI+Ex CI+Ex CI+Ex CI+Ex CI+Ex CI+Ex CI+Ex
Detector 1 Channel
Detector 1 Extend (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Detector 1 Queue(s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Detector 1 Delay(s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Detector 2 Position(ft) 94 94 94 94
Detector 2 Size(ft) 6 6 6 6
Detector 2 Type CI+Ex CI+Ex CI+Ex CI+Ex
Detector 2 Channel
Synchro 9 Light Report
Napierala Consulting Page 1
Build 2020 Conditions with Bank PM Peak Hour
1: Big Bay Rd & Corinth Rd (Rte 28) II
--1. .4--- t i
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Detector 2 Extend (s) 0.0 0.0 0.0 0.0
Turn Type pm+pt NA pm+pt NA Perm NA Perm NA
Protected Phases 6 1 2 5 3 7
Permitted Phases 1 5 3 7
Detector Phase 6 1 2 5 3 3 7 7
Switch Phase
Minimum Initial(s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0
Minimum Split(s) 15.0 25.0 15.0 20.0 26.0 26.0 26.0 26.0
Total Split(s) 15.0 34.0 15.0 34.0 26.0 26.0 26.0 26.0
Total Split(%) 20.0% 45.3% 20.0% 45.3% 34.7% 34.7% 34.7% 34.7%
Maximum Green(s) 11.0 30.0 11.0 30.0 22.0 22.0 22.0 22.0
Yellow Time(s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
All-Red Time(s) 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
Total Lost Time(s) 4.0 4.0 4.0 4.0 4.0 4.0
Lead/Lag Lag Lag Lead Lead
Lead-Lag Optimize?
Vehicle Extension(s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Recall Mode None Min None Min None None None None
Walk Time(s) 7.0 7.0 7.0 7.0 7.0
Flash Dont Walk(s) 14.0 14.0 14.0 14.0 14.0
Pedestrian Calls(#/hr) 5 5 5 5 5
Act Effct Green(s) 29.7 29.4 34.3 34.3 22.0 22.0
Actuated g/C Ratio 0.41 0.40 0.47 0.47 0.30 0.30
v/c Ratio 0.14 0.95 0.65 0.88 0.77 1.15
Control Delay 17.4 47.2 25.0 35.0 24.4 132.9
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 17.4 47.2 25.0 35.0 24.4 132.9
LOS B D C C C F
Approach Delay 45.4 32.8 24.4 132.9
Approach LOS D C C F
Intersection Summary
Area Type: Other
Cycle Length:75
Actuated Cycle Length:73.1
Natural Cycle:90
Control Type:Actuated-Uncoordinated
Maximum v/c Ratio: 1.15
Intersection Signal Delay:46.7 Intersection LOS: D
Intersection Capacity Utilization 91.6% ICU Level of Service F
Analysis Period(min) 15
Splits and Phases: 1: Big Bay Rd &Corinth Rd (Rte 28)
42 1 X01 t43
15S E34 s 26S
45 46 07
34 s 1 015S 026S
Synchro 9 Light Report
Napierala Consulting Page 2
APPENDIX C
Build with Convenience Market w/Gas Pumps Synchro Analysis
Builld 2020 Conditions with Fastrac AM Peak Hour
1: Big Bay Rd/Private Road & Corinth Rd (Rte 28)/Corinth Road II
--1. .4--- t i
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations 1� 1�
Traffic Volume(vph) 75 743 52 222 351 149 50 0 182 98 0 41
Future Volume(vph) 75 743 52 222 351 149 50 0 182 98 0 41
Ideal Flow(vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Lane Width(ft) 11 12 12 11 12 12 12 12 12 11 11 11
Storage Length(ft) 100 0 247 0 0 0 0 0
Storage Lanes 1 0 1 0 0 0 0 0
Taper Length(ft) 25 25 25 25
Lane Util. 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
Ped Bike Factor 1.00 1.00 0.99 1.00
Frt 0.990 0.955 0.894 0.960
Flt Protected 0.950 0.950 0.989 0.966
Satd. Flow(prot) 1711 1839 0 1678 1718 0 0 1586 0 0 1670 0
Flt Permitted 0.464 0.169 0.909 0.426
Satd. Flow(perm) 836 1839 0 298 1718 0 0 1456 0 0 736 0
Right Turn on Red Yes Yes Yes Yes
Satd. Flow(RTOR) 6 34 196 131
Link Speed(mph) 35 35 30 30
Link Distance(ft) 669 283 506 672
Travel Time(s) 13.0 5.5 11.5 15.3
Confl. Peds.(#/hr) 5 5 5 5
Peak Hour Factor 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93
Heavy Vehicles(%) 2% 2% 3% 4% 6% 2% 2% 2% 7% 2% 2% 2%
Adj. Flow(vph) 81 799 56 239 377 160 54 0 196 105 0 44
Shared Lane Traffic(%)
Lane Group Flow(vph) 81 855 0 239 537 0 0 250 0 0 149 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) 10 11 0 0
Link Offset(ft) 0 0 0 0
Crosswalk Width(ft) 8 0 0 16
Two way Left Turn Lane
Headway Factor 1.04 1.00 1.00 1.04 1.00 1.00 1.00 1.00 1.00 1.04 1.04 1.04
Turning Speed(mph) 15 9 15 9 15 9 15 9
Number of Detectors 1 2 1 2 1 2 1 2
Detector Template Left Thru Left Thru Left Thru Left Thru
Leading Detector(ft) 20 100 20 100 20 100 20 100
Trailing Detector(ft) 0 0 0 0 0 0 0 0
Detector 1 Position(ft) 0 0 0 0 0 0 0 0
Detector 1 Size(ft) 20 6 20 6 20 6 20 6
Detector 1 Type CI+Ex CI+Ex CI+Ex CI+Ex CI+Ex CI+Ex CI+Ex CI+Ex
Detector 1 Channel
Detector 1 Extend (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Detector 1 Queue(s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Detector 1 Delay(s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Detector 2 Position(ft) 94 94 94 94
Detector 2 Size(ft) 6 6 6 6
Detector 2 Type CI+Ex CI+Ex CI+Ex CI+Ex
Detector 2 Channel
Synchro 9 Light Report
Napierala Consulting Page 1
Builld 2020 Conditions with Fastrac AM Peak Hour
1: Big Bay Rd/Private Road & Corinth Rd (Rte 28)/Corinth Road II
--1. .4--- t i
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Detector 2 Extend (s) 0.0 0.0 0.0 0.0
Turn Type pm+pt NA pm+pt NA Perm NA Perm NA
Protected Phases 6 1 2 5 3 7
Permitted Phases 1 5 3 7
Detector Phase 6 1 2 5 3 3 7 7
Switch Phase
Minimum Initial(s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0
Minimum Split(s) 15.0 25.0 15.0 20.0 26.0 26.0 26.0 26.0
Total Split(s) 15.0 34.0 15.0 34.0 26.0 26.0 26.0 26.0
Total Split(%) 20.0% 45.3% 20.0% 45.3% 34.7% 34.7% 34.7% 34.7%
Maximum Green(s) 11.0 30.0 11.0 30.0 22.0 22.0 22.0 22.0
Yellow Time(s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
All-Red Time(s) 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
Total Lost Time(s) 4.0 4.0 4.0 4.0 4.0 4.0
Lead/Lag Lag Lag Lead Lead
Lead-Lag Optimize?
Vehicle Extension(s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Recall Mode None Min None Min None None None None
Walk Time(s) 7.0 7.0 7.0 7.0 7.0
Flash Dont Walk(s) 14.0 14.0 14.0 14.0 14.0
Pedestrian Calls(#/hr) 5 5 5 5 5
Act Effct Green(s) 30.3 30.3 33.7 33.7 9.7 9.7
Actuated g/C Ratio 0.49 0.49 0.54 0.54 0.16 0.16
v/c Ratio 0.14 0.95 0.62 0.57 0.64 0.66
Control Delay 12.5 40.1 21.7 16.4 14.7 21.4
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 12.5 40.1 21.7 16.4 14.7 21.4
LOS B D C B B C
Approach Delay 37.7 18.0 14.7 21.4
Approach LOS D B B C
Intersection Summary
Area Type: Other
Cycle Length:75
Actuated Cycle Length:62.2
Natural Cycle:90
Control Type:Actuated-Uncoordinated
Maximum v/c Ratio:0.95
Intersection Signal Delay:26.6 Intersection LOS:C
Intersection Capacity Utilization 85.7% ICU Level of Service E
Analysis Period(min) 15
Splits and Phases: 1: Big Bay Rd/Private Road&Corinth Rd (Rte 28)/Corinth Road
42 1 __40) 1 t43
15S E34 s 26S
45 46 07
34 s 1 015S 026S
Synchro 9 Light Report
Napierala Consulting Page 2
Builld 2020 Conditions with Fastrac AM Peak Hour
2: Corinth Road & Site Drive
Movement EBL EBT WBT WBR SBL SBR
Lane Configurations + r
Traffic Volume(veh/h) 0 1039 793 60 0 32
Future Volume(Veh/h) 0 1039 793 60 0 32
Sign Control Free Free Stop
Grade 0% 0% 0%
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92
Hourly flow rate(vph) 0 1129 862 65 0 35
Pedestrians
Lane Width(ft)
Walking Speed(ft/s)
Percent Blockage
Right turn flare(veh)
Median type None None
Median storage veh)
Upstream signal(ft) 283
pX,platoon unblocked 0.55
vC,conflicting volume 927 2024 894
vC1,stage 1 conf vol
vC2,stage 2 conf vol
vCu,unblocked vol 927 2455 894
tC,single(s) 4.1 6.4 6.2
tC,2 stage(s)
tF(s) 2.2 3.5 3.3
p0 queue free% 100 100 90
cM capacity(veh/h) 737 19 340
Direction, Lane# EB 1 WB 1 SB 1
Volume Total 1129 927 35
Volume Left 0 0 0
Volume Right 0 65 35
cSH 1700 1700 340
Volume to Capacity 0.66 0.55 0.10
Queue Length 95th(ft) 0 0 9
Control Delay(s) 0.0 0.0 16.8
Lane LOS C
Approach Delay(s) 0.0 0.0 16.8
Approach LOS C
Intersection Summary
Average Delay 0.3
Intersection Capacity Utilization 58.0% ICU Level of Service B
Analysis Period(min) 15
Synchro 9 Light Report
Napierala Consulting Page 1
Build Conditions 2020 with Fastrac PM Peak Hour
1: Big Bay Rd/Private Road & Corinth Rd (Rte 28)/Corinth Road II
--1. .4--- t i
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations 1� 1�
Traffic Volume(vph) 63 586 50 191 550 88 100 0 296 203 0 76
Future Volume(vph) 63 586 50 191 550 88 100 0 296 203 0 76
Ideal Flow(vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Lane Width(ft) 11 12 12 11 12 12 12 12 12 11 11 11
Storage Length(ft) 100 0 247 0 0 0 0 0
Storage Lanes 1 0 1 0 0 0 0 0
Taper Length(ft) 25 25 25 25
Lane Util. 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
Ped Bike Factor 1.00 1.00 1.00 1.00
Frt 0.988 0.979 0.899 0.963
Flt Protected 0.950 0.950 0.987 0.965
Satd. Flow(prot) 1711 1835 0 1678 1758 0 0 1594 0 0 1673 0
Flt Permitted 0.250 0.185 0.864 0.434
Satd. Flow(perm) 450 1835 0 326 1758 0 0 1394 0 0 753 0
Right Turn on Red Yes Yes Yes Yes
Satd. Flow(RTOR) 7 13 200 131
Link Speed(mph) 35 35 30 30
Link Distance(ft) 669 283 506 672
Travel Time(s) 13.0 5.5 11.5 15.3
Confl. Peds.(#/hr) 5 5 5 5
Peak Hour Factor 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93
Heavy Vehicles(%) 2% 2% 3% 4% 6% 2% 2% 2% 7% 2% 2% 2%
Adj. Flow(vph) 68 630 54 205 591 95 108 0 318 218 0 82
Shared Lane Traffic(%)
Lane Group Flow(vph) 68 684 0 205 686 0 0 426 0 0 300 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) 10 11 0 0
Link Offset(ft) 0 0 0 0
Crosswalk Width(ft) 8 0 0 16
Two way Left Turn Lane
Headway Factor 1.04 1.00 1.00 1.04 1.00 1.00 1.00 1.00 1.00 1.04 1.04 1.04
Turning Speed(mph) 15 9 15 9 15 9 15 9
Number of Detectors 1 2 1 2 1 2 1 2
Detector Template Left Thru Left Thru Left Thru Left Thru
Leading Detector(ft) 20 100 20 100 20 100 20 100
Trailing Detector(ft) 0 0 0 0 0 0 0 0
Detector 1 Position(ft) 0 0 0 0 0 0 0 0
Detector 1 Size(ft) 20 6 20 6 20 6 20 6
Detector 1 Type CI+Ex CI+Ex CI+Ex CI+Ex CI+Ex CI+Ex CI+Ex CI+Ex
Detector 1 Channel
Detector 1 Extend (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Detector 1 Queue(s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Detector 1 Delay(s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Detector 2 Position(ft) 94 94 94 94
Detector 2 Size(ft) 6 6 6 6
Detector 2 Type CI+Ex CI+Ex CI+Ex CI+Ex
Detector 2 Channel
Synchro 9 Light Report
Napierala Consulting Page 1
Build Conditions 2020 with Fastrac PM Peak Hour
1: Big Bay Rd/Private Road & Corinth Rd (Rte 28)/Corinth Road II
--1. .4--- t i
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Detector 2 Extend (s) 0.0 0.0 0.0 0.0
Turn Type pm+pt NA pm+pt NA Perm NA Perm NA
Protected Phases 6 1 2 5 3 7
Permitted Phases 1 5 3 7
Detector Phase 6 1 2 5 3 3 7 7
Switch Phase
Minimum Initial(s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0
Minimum Split(s) 15.0 25.0 15.0 20.0 26.0 26.0 26.0 26.0
Total Split(s) 15.0 34.0 15.0 34.0 26.0 26.0 26.0 26.0
Total Split(%) 20.0% 45.3% 20.0% 45.3% 34.7% 34.7% 34.7% 34.7%
Maximum Green(s) 11.0 30.0 11.0 30.0 22.0 22.0 22.0 22.0
Yellow Time(s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
All-Red Time(s) 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
Total Lost Time(s) 4.0 4.0 4.0 4.0 4.0 4.0
Lead/Lag Lag Lag Lead Lead
Lead-Lag Optimize?
Vehicle Extension(s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Recall Mode None Min None Min None None None None
Walk Time(s) 7.0 7.0 7.0 7.0 7.0
Flash Dont Walk(s) 14.0 14.0 14.0 14.0 14.0
Pedestrian Calls(#/hr) 5 5 5 5 5
Act Effct Green(s) 28.8 28.8 31.2 31.2 21.9 21.9
Actuated g/C Ratio 0.40 0.40 0.43 0.43 0.30 0.30
v/c Ratio 0.20 0.93 0.64 0.90 0.76 0.94
Control Delay 18.9 43.2 24.8 37.8 23.0 56.2
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 18.9 43.2 24.8 37.8 23.0 56.2
LOS B D C D C E
Approach Delay 41.0 34.8 23.0 56.2
Approach LOS D C C E
Intersection Summary
Area Type: Other
Cycle Length:75
Actuated Cycle Length:72.3
Natural Cycle:90
Control Type:Actuated-Uncoordinated
Maximum v/c Ratio:0.94
Intersection Signal Delay:37.4 Intersection LOS: D
Intersection Capacity Utilization 93.2% ICU Level of Service F
Analysis Period(min) 15
Splits and Phases: 1: Big Bay Rd/Private Road&Corinth Rd (Rte 28)/Corinth Road
42 1 __40) 1 t43
15S E34 s 26S
45 46 07
34 s 1 015S 026S
Synchro 9 Light Report
Napierala Consulting Page 2
Build Conditions 2020 with Fastrac PM Peak Hour
2: Corinth Road & Site Drive
Movement EBL EBT WBT WBR SBL SBR
Lane Configurations + r
Traffic Volume(veh/h) 0 1166 879 74 0 40
Future Volume(Veh/h) 0 1166 879 74 0 40
Sign Control Free Free Stop
Grade 0% 0% 0%
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92
Hourly flow rate(vph) 0 1267 955 80 0 43
Pedestrians
Lane Width(ft)
Walking Speed(ft/s)
Percent Blockage
Right turn flare(veh)
Median type None None
Median storage veh)
Upstream signal(ft) 283
pX,platoon unblocked 0.64
vC,conflicting volume 1035 2262 995
vC1,stage 1 conf vol
vC2,stage 2 conf vol
vCu,unblocked vol 1035 2686 995
tC,single(s) 4.1 6.4 6.2
tC,2 stage(s)
tF(s) 2.2 3.5 3.3
p0 queue free% 100 100 86
cM capacity(veh/h) 672 15 297
Direction, Lane# EB 1 WB 1 SB 1
Volume Total 1267 1035 43
Volume Left 0 0 0
Volume Right 0 80 43
cSH 1700 1700 297
Volume to Capacity 0.75 0.61 0.14
Queue Length 95th(ft) 0 0 12
Control Delay(s) 0.0 0.0 19.2
Lane LOS C
Approach Delay(s) 0.0 0.0 19.2
Approach LOS C
Intersection Summary
Average Delay 0.4
Intersection Capacity Utilization 64.7% ICU Level of Service C
Analysis Period(min) 15
Synchro 9 Light Report
Napierala Consulting Page 1