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Fastrac Corinth_Traffic Study_REV2017-05-08 Fastrac Cafe Corinth Road at Big Bay Road Fas Town of Queensbury Warren County, New York TRAFFIC IMPACT STUDY Prepared By: NAP I E KALA CONSULTING PROFESSIONAL ENGINEER RC. SITE • DESIGN • ENGINEERING 110 FAYFTTE STREET MANLIUs,NEw YORK 13104 Telephone: (315) 682-5580 Fax: (315) 682-5544 February 2017 Revised April 14, 2017 Revised May 8, 2017 01 Fastrac Corinth Road Queensbury Traffic Impact Study Traffic Impact Study Executive Summary The Town of Queensbury has requested a traffic impact analysis from Napierala Consulting for the proposed Fastrac Cafe project. 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. 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). A driveway will also be constructed to provide cross-access between Fastrac and the McDonald's to the east. The project will also construct a left-turn lane at the Corinth Road eastbound approach and a left-turn lane at the Private Road southbound approach to the Corinth Road/Big Bay Road/Private Road signalized intersection, 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. Within this corridor, CHA evaluated a 16.6 acre build out called Parcel A which was forecasted to include a 170-room hotel, 60,000 SF office building and 7,000 SF bank with drive thru. This analysis replaces the proposed bank with drive-thru trip generation with the proposed Fastrac (convenience market with gas station) trip generation. Vehicle counts were taken at comparable convenience stores with gasoline fueling in Central New York and used to calculate the average trip rate based on the number of vehicle fueling positions. In addition to a 5,800 SF convenience store, the site includes a fueling canopy with 20 vehicle fueling positions and an exclusive diesel canopy with six diesel fueling positions. The average rate was applied to the 26 vehicle fueling positions to determine the project trip generation during morning and evening peak conditions. With consideration for pass-by trips, the net new trips on the roadway, as compared to the CHA report for a bank with drive-thru, increases to 29 trips during the morning peak hour and decreases by 17 trips during the evening peak hour. The site also includes a drive-thru for the purchase of items inside the convenience store. The drive-thru is an added convenience for Fastrac customers and is not a trip generator. A typical Fastrac store experiences approximately four drive-thru trips per hour. 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 operate at a LOS D or better during both morning and evening peak hours, which is considered generally acceptable by NYSDOT. Although the Private Road southbound approach will experience a LOS E during PM peak conditions, all turning movements out of the Private Road driveways are expected to operate with impacting Private Road. Any queueing or delay will be self-contained on-site. 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. Page 12 Fastrac Corinth Road Queensbury Traffic Impact 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 property referred to as 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 Within Parcel A, 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 Queensbury (see Figure 1). The 2.2 acre site will replace the future forecasted bank with drive- thru. 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 three fueling stations for six diesel-fueling vehicles. The site will have 39 parking s aces. I-87 Parcel A = �± F j Private Road I SITE �. A , Corinth Road 4L t ` J Big Bay Road , a I-87 f Figure 1: Location Map Page 13 0: Fastrac Corinth Road Queensbury Traffic Impact Study The proposed project will provide access/egress to the site via three proposed site driveways: two driveways onto Private Road via an access/egress agreement with SwitchCo,the owner of Private Road, and a driveway onto Corinth Road. The Private Drive driveways will allow full-access for all vehicle 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 parking lot off of Corinth Road. The signalized intersection of Corinth Road/Big Bay Road/Private Road will remain in its current operation. A fourth cross-access driveway will be constructed between the McDonald's property to the east and Fastrac. 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 approach consists of a shared left-turn/thru/right-turn lane. The Corinth Road westbound approach consists 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 2020 Build with Fastrac conditions include project-generated traffic volume estimates added to the traffic volumes developed as part of the Exit 18 Rezone Study 2020 No-Build 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 signalized 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. Page 14 IN Fastrac Corinth Road Queensbury Traffic Impact Study 2.0 Future Conditions The CHA Exit 18 Rezone Study includes the future planning analysis of Parcel A Build 2020 Conditions. In the study, Parcel A is comprised of three build-outs: a 170-room hotel, a 60,000 SF office building and a 7,000 SF bank with drive-thru. A detailed trip generation analysis is provided in the report, but a summary is provided in Section 2.2,below. Upon completion,the proposed project would involve the construction of an approximately 5,800 square- foot convenience store with ten petroleum fuel dispensers for 20 vehicles and three diesel fuel dispensers for six heavy vehicles. This section presents a description of the 2020 future conditions with Fastrac and includes a comparison of the Build 2020 Conditions in the rezone study and the Build with Fastrac 2020 Conditions. 2.1 Site Layout 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 into and out of the site. A fourth driveway is proposed at the northeast corner of the property to provide vehicular cross-access between Fastrac and McDonald's to the east of the site. An exclusive left-turn lane will be striped at the Corinth Road eastbound approach and at the Private Road southbound approach to the signalized intersection of Corinth Road/Big Bay Road/Private Drive. LANESCA-E STS AIJULT NG 4Z 'TEAR VARD BUILDING SETBACK - PROPOSED STORM WATER CONVEYANCE AND DUANTITY DNDEACRODND .. MITIGATION EASEMENT BETWEEN FII EL STORAGE'" y SWITCHCC AND FASTRAC MARKETS TANKS Y: FDEL .... DVMPSIER f DISPENSER EN"LCSDNE - 1ISLAND - � FUEL `JIB 5 CANOPY CNOSS ACCESS TO F ry "UNALDS-VERBAL APPROVAL GRANTED, Tb BE FINAL'I'ZED OATH FS' R JOINT AGREEIAENT PROPGSEp ACCESS/EGRE95 EA�g EASEMENT BETWEEN S'MTCHCO r FaslrE� � ANp FASTR0.0 MARKETS L VI. —1—III-ATE OMFANr rz113M -- _— { yYY-..`'t FRONT EN1RV UE NII BEARD TRw — -— - f - 7 R g In EN 5 C 424' t CORINTH ROAD(ROUTE 2 po a Figure 2: Site Plan Page 15 IN Fastrac Corinth Road Queensbury Traffic Impact Study 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. A sidewalk and crosswalk are proposed to provide pedestrian access between Fastrac and McDonald's to the east of the site. All sidewalks will conform to ADA and NYSDOT standards and specifications. 2.2 Trip Generation Data published by the Institute of Transportation Engineers(ITE)in the Trip Generation Manual' was reviewed 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 initially considered 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 where the primary business is the selling of convenience items,not the fueling of motor vehicles. As previously discussed, the CHA Exit 18 Rezone Study includes the future planning analysis of Parcel A which is comprised of three build-outs: a 170-room hotel, a 60,000 SF office building and a 7,000 SF bank with drive-thru. Table 1 summarizes the trip generation to the parcel. Table 1: Exit 18 Rezone Study-Parcel A Trip Generation Summary LUC 310 LUC 710 LUC 912 Bank w/Drive Thru Hotel General Office Trip Total Total Total Pass By Primary Type (30%) (70% AM Peak Hour Enter 53 112 48 13 35 Exit 37 15 37 13 24 Total 90 127 85 26 59 PM Peak Hour Enter 52 25 85 25 60 Exit 50 121 85 26 59 Total 102 146 170 51 119 The project generated trips were then assigned to the study area roadway network based on the trip distribution patterns detailed in the Exit 18 Rezone Study(see Figure 3 for the morning and evening peak hour respectively). t Trip Generation Manual,9"'Edition;Institute of Transportation Engineers;Washington,D.C.;2012 Page 16 M = O � N F. z �~ o U ♦ � L a rn Id HIVAINd ,� i �-► r [SE] (16)s-V 1 r QVox AVB DIH IIz] (00 s w U � LL O x O U Q d O x F� z 0 U L Quo* H I VAIldd 1 �-► r 00 a W � w o P U ~ Z f-I Z w z ip Fastrac Corinth Road Queensbury Traffic Impact Study The ITE land use trip generation was not used for the proposed store because data was readily available at comparable convenience stores with gasoline pumps. The Applicant performed peak hour traffic counts at the following locations: • Fastrac, Oriskany Street West (Route 5A), City of Utica, New York: Fastrac recently constructed a 5,800 SF convenience store with 12 petroleum fueling locations, a separate diesel canopy for six diesel fueling locations, and 46 parking spaces. This site is located at the signalized intersection of Oriskany Street West (NYS Route 5A) and Platt Street/Jason Street approximately 0.5 miles from the I-790 interchange off of the New York State Thruway. Passenger vehicle and heavy vehicle counts were conducted on Wednesday,April 5,2017 from 7:30 AM to 8:30 AM. • Fastrac, NY State Route 31, Town of Cicero, New York: This site contains a 4,000 SF convenience store with 16 fueling locations and 28 parking spaces. The site is located at the signalized intersection of NYS Route 31 and the I-81 northbound on and off ramps. Passenger vehicle and heavy vehicle counts were combined and conducted on Tuesday,April 11,2017 from 7:15 AM to 8:15 AM. • Nice N Easy, East Taft Road, Town of Dewitt, New York: This site contains a 6,000 SF convenience store with a petroleum fueling canopy, parking, and a separate diesel canopy with six diesel fueling locations. The site is located at the signalized intersection of East Taft Road and Northern Boulevard, approximately 0.5 miles from the I-481. Heavy vehicle counts were conducted on Tuesday, April 11, 2017 from 5:00 PM to 6:00 PM. Heavy vehicles were exclusively counted at this location to capture diesel fueling trucks at a comparable location as that of the Corinth Road project site. NYSDOT provides detailed trip counts at the major roadways listed above. Below, Table 2 summarized the seasonally adjusted AADT of vehicles traveling on the major roadways including the proposed site, as well as the trip counts conducted at each site. See Appendix A for detailed AADT sheets. Table 2: Comparable Site Vehicle Counts Major Nearest Major Nearest Peak Hour Counts Site Roadway Interstate Roadway Interstate AADT AADT Movement PVt HV' Total Total 142 15 157 Fastrac Route 5A I-790 20,097 55,374 Enter 69 5 74 Utica Exit 73 10 83 Total 70 - 70 Fastrac Route 31 I-81 12,612 51,119 Enter 40 - 40 Cicero Exit 30 - 30 Total - 12 12 Nice N Northern I-481 15,529 32,076 Enter - 6 6 Easy Boulevard Exit - 6 6 Proposed Corinth I-87 8,771 45,587 Site Road I -J 1.PV=Passenger Vehicles 2.HV=Heavy Vehicles(includes trucks with boat/camper/trailer) Page 8 0: Fastrac Corinth Road Queensbury Traffic Impact Study Based on the data available in Table 2, a trip generation rate was calculated to determine the proposed project generated trips. The trip rate was calculated by dividing the ratio of total trips by total fueling positions. The entering and exiting distribution was assumed to be 50%/50% respectively based on ITE Trip Generation for Convenience Market with Gasoline Pumps because the actual counted trips did not take into consideration vehicles already parked when the counts began. Table 3 summarizes the trip generation rate as a result of the study projects. Table 3: Average Rate,AM Peak Hour Trip Generation Trip Trip Rate Site Land Use Size Movement Distribution' (vehicle/position) Petroleum 12 Total 11.833 Fueling Canopy positions Enter 50% 5.917 Fastrac Exit 50% 5.917 Utica Total 2.500 Diesel Fueling 6 Enter 50% 1.250 Canopy positions Exit 50% 1.250 Fastrac Petroleum 16 Total 4.375 Cicero Fueling Canopy positions Enter 50% 2.188 Exit 50% 2.188 Nice N Diesel Fueling 6 Total ° 2.000 Easy Canopy positions Enter 500 0 1.000 Exit 50% 1.000 1. The entering and exiting trip distribution is based on the ITE Trip Generation Manual LUC 853. Based on the data available in Table 2 and Table 3, the highest traffic site both on the major/interstate roadways and the counts generated by the site, is the Fastrac in the City of Utica. For purposes of this report,the Fastrac Utica average trip rate for petroleum fueling positions and diesel fueling positions will be used. The vehicle counts and trip rates were based on the morning peak hour at the Fastrac in Utica. The ITE Trip Generation Manual shows an increase of approximately 15% in the average rate from morning to evening peak hour rates. A factor of 15%was applied to the morning trip rate to calculate the evening trip rate. 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 4,with the detailed trip generation information provided in Appendix B. Page 19 io Fastrac Corinth Road Queensbury Traffic Impact Study Table 4: Project Trip Generation Trip Petroleum Fueling Diesel Fueling Total Pass By Primary TotaPass By Primary TotaPass By Primary Type Total 65% 35% l 65% 35% l 650/6350/6 AM Peak Hour Enter 118 77 41 8 5 3 126 82 44 Exit 118 77 41 8 5 3 126 82 44 Total 236 154 82 16 10 6 252 164 88 PM Peak Hour Enter 136 88 48 9 6 3 145 94 51 Exit 136 88 48 9 6 3 145 94 51 Total 272 176 96 18 12 6 290 188 102 As shown in Table 4,the proposed Fastrac is expected to generate approximately 252 trips during the morning peak hour(126 in and 126 out) and 290 trips during the evening peak hour (145 in and 145 out). Since 65%of the trips to the site will come from existing traffic,the site is actually expected to add approximately 88 vehicles during the morning peak hour (44 in and 44 out) and 102 vehicles during the evening peak hour (51 in and 51 out) to the Corinth Road roadway network. Table 5 compares CHA's future forecast trips generated by the Bank with Drive-thru to the calculated trip generation for Fastrac. Table 5: Trip Generation Comparison Bank w/Drive Thru Convenience Market Net Increase w/Gasoline Pumps in Trips Trip Pass By Primary Pass By Primary Added to Type Total (3001.) (70%) Total (65%) (35%) Roadway Network AM Peak Hour Enter 48 13 35 126 82 44 +9 Exit 37 13 24 126 82 44 +20 Total 85 26 59 252 164 88 +29 PM Peak Hour Enter 85 25 60 145 94 51 -9 Exit 85 26 59 145 94 51 -8 Total 170 51 119 290 188 102 -17 When compared to the primary trips generated by the Bank, the proposed Fastrac generates only 29 additional trips to/from the site during the morning peak hour, and generates 17 less trips to/from the site during the evening peak hour. Although the proposed Fastrac generates a greater number of trips, 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 Fastrac. Page 110 IN Fastrac Corinth Road Queensbury Traffic Impact Study Fastrac Markets' building model emphasizes convenience in particular for the purchase of prepared foods. To do this, Fastrac provides additional fueling dispensers, ample parking spaces and separation between parked cars, fueling cars, and diesel fueling. The Applicant anticipates the type of motorists using the diesel canopy to be a typical single unit box delivery trucks and trucks/vehicles towing campers, boats or landscaping equipment on their way to Lake George or the Adirondack Mountains. Fastrac does not expect this to be a truck stop for heavy vehicles driving through I-87. The nature of diesel vehicles is that they have large tanks and require a longer fill time. Fastrac estimates that a customer at a diesel pump is located there on average over 15 minutes. To avoid waiting and lines, Fastrac is proposing six fueling locations at the diesel pumps to avoid and long wait for its customers. Fastrac is in the convenience market business and commits to making infrastructure investments so that its customers don't have to wait and thus enjoy their experience and hopefully return. The same philosophy applies to the petroleum fueling dispensers. The petroleum fueling canopy will be constructed for ten two-side gasoline dispensers, or twenty vehicle fueling positions. As stated, Fastrac emphasizes their prepared foods and convenience market items for sale. The Applicant anticipates motorists fueling their vehicle to leave the car parked at the dispenser to enter the convenience store to shop for food or other items. Having ample dispensers prevents vehicle queuing if motorists are waiting for a dispenser to free up. Fastrac does not anticipate the fuel canopy to be completely utilized at any given time. The store drive-thru is an added convenience for motorists wishing to purchase any item in the store without parking their vehicle. Counts conducted at the Fastrac in Utica on Wednesday, April 5, 2017 show four vehicles using the drive-thru during the morning peak hour. The drive- thru should not be compared to that of a fast-food restaurant or coffee shop, and is not a trip generator. Although the Applicant only anticipates approximately four vehicles to use the drive- thru per hour,there is stacking room for 12 vehicles before impacting the Corinth Road driveway. 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 4. The project generated vehicle trips were then assigned to the study area roadway network based on the trip distribution patterns(Figure 5 and Figure 6 for AM and PM peak hour,respectively). Page 111 Q � o 1 � � o x z W Q" z �. W z 0 o Q Q Q Q o z z z z w w w w c7 c7 c7 c7 HAINQ alIS 1 W W W W (%Z0 (%Lt) O O O o 0 M 0 0 N M 0 0 0 o GVo-d H.VAI-dd 1 �► r {%SO (%S9) civou AVE 19 moo M M Z M z vi a d ■ C � eco ZU � . J z IL C/I w o � � N H z �C z W W 0 z x a a � Q Q Q Q u W C7 C7 C7 C7 HAI-H(l Ills {9ZI (L) Z 1 N x x x x N M N � u IoW HLVAIdd 1 �-► r 16ZI (66 —f Qvou AVE JIg 37 u u � Z {LZI (a) �. vi Jaz w � a y U IL 0 � 'ti� M z M W W a 1 cnc z x a a � Q Q Q Q u N � W W W W C7 C7 C7 C7 HAI-HQ LCIS {o£} (6) Z 1 M M u F-� M O M 7 IoW HLVAI'Jd 1 r f��} (a) avox AVE Jig M M 00 u M u �y ar s. Z aj a� vi vi U V' 00 z a 00 H U IL 0 � 'ti� im Fastrac Corinth Road Queensbury Traffic Impact Study 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 6 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 6: Intersection Level of Service Criteria Average Stopped Dela (sec/veh) Level of Service Signalized Unsignalized Intersection Intersection A < 10 < 10 B > 10and<20 > 10and< 15 C >20 and<35 > 15 and<25 D >35and<55 >25and<35 E >55 and< 80 > 35 and<50 F > 80 >50 The resulting Build condition morning and evening peak hour traffic volume networks are shown in Figure 7 and Figure 8, respectively. 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. 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 7 and Table 8 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 9 and Table 10 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 11 and Table 12 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 C and D for the bank and Fastrac respectively. Page 115 � x w ai � ♦ d zCD -y N 1 F� CD c� o� aAIdQ ITIS 4 1 t£ Z 1 W L Z8i (IVO-d H.I.VAI-dd +.J 1 �-► r oF* CVO-d AV9 019s z W � w a zr fpr o ZU � w oza-1 cis G� � Z U W 1 IL 00 x w ai � ♦ w IU � H Z N 1 � CD aAIdQ ITIS 1 6£ Z 1 W L 96Z (WON EUVARid 1 r 001 ZOZ ♦ ♦ C 02I AFS 9 019 z W � w a zr fpro y ZU � w v Z IL 1 °JD 00 x N a 00 z 1 0 � 0 N N 'C 1 1 N W Z81 Z -� M N z � uz 1 61 a z vi d ■ C � eco �? 1 � � Z U G W p 00 U ciw . z � � l � I woo a � o z0 �-y N 1 fz 1 1 0 00 W L 96z t Q6 02I alVAI-dd '--I 1 r 001 L8 i ♦ ♦ QFC 02I AFS 9 019 J N h o z L9 � W � w a zr fpro y ZU � w o Z W 1 IL Fastrac Corinth Road Queensbury Traffic Impact Study Table 7 Build Capacity Analysis-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/thm/right B 13.5 0.61 19 75 Private SB left/thru/riht 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 8 Build Capacity Analysis-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 thm/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/thm/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. Page 120 Fastrac Corinth Road Queensbury Traffic Impact Study Table 9 Build Capacity Analysis-Fastrac,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 29.7 0.98 - - Corinth EB left B 12.7 0.15 15 50 Corinth EB thm/right D 47.3 0.98 282 #696 Corinth WB left C 21.7 0.62 63 #167 Corinth WB thm/right B 16.3 0.57 163 #316 Big Bay NB left/thm/right B 14.7 0.64 18 74 Private SB left/thru/riht C 1 24.6 1 0.70 1 8 1 63 Unsi nalized Intersection Corinth Road/Site Drive - - - - - Corinth EB thm A 0.0 0.67 - 0 Corinth WB thm/right A 0.0 0.55 - 0 Site Drive SB right C 17.1 0.11 - 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 10 Build Capacity Analysis-Fastrac,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 37.2 0.94 - - Corinth EB left B 18.7 0.19 19 43 Corinth EB thm/right D 43.0 0.93 293 #511 Corinth WB left C 24.7 0.64 63 #114 Corinth WB thm/right D 37.4 0.89 298 #525 Big Bay NB left/thm/right C 23.2 0.76 94 #243 Private SB left/thm/right E 1 56.4 1 0.94 1 82 1 #242 Unsi nalized Intersection Corinth Road/Site Drive - - - - - Corinth EB thru A 0.0 0.74 - 0 Corinth WB thm/right A 0.0 0.61 - 0 Site Drive SB right C 19.1 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. Page 121 01 Fastrac Corinth Road Queensbury Traffic Impact Study As shown in Table 9 and Table 10,the Corinth Road/Big Bay Road/Private Road intersection will operate at a level of service D or better during both the morning and evening peak hours. During both peak hours, all intersection approaches operate at a LOS D or better with the exception of the Private Road southbound approach. A LOS D is generally considered acceptable by NYSDOT in this type of environment. The Private Road southbound approach operates at a LOS E during evening peak hour,just surpassing the LOS D delay ratio. The 50th percentile queue is approximately 80 feet or 4 car lengths and the 95th percentile queue is approximately 240 feet or 12 car lengths. The Highway Capacity Manual defines the 50th percentile queue as the queue under average traffic conditions during the peak hour and the 95th percentile queue as the queue length that has only a 5-percent probability of being exceeded during the analysis time period. The 95th percentile queue is typically used in design to identify the appropriate length of turn pockets, but it is not typical of what an average drive would experience. Driver experiences would be better characterized by the average queue length. The 240-foot queue at the Private Road southbound approach is the worst-case scenario queue experienced to motorists during PM peak hour with the full build out of a 170-room hotel, a 60,000 SF office building and the proposed Fastrac. The future forecasted office will generate approximately 40-45% of the traffic traveling southbound on Private Road during the PM peak hour. As with typical office use, a "rush hour" will occur at the end of business around 5:00 PM and last 10-15 minutes. Therefore,the 240-foor queue length may occur during 15-minutes of the entire weekday. During the PM peak hour, Fastrac is anticipated to generate approximately 106 vehicles per hour leaving the site via Private Road. The Corinth Road/Big Bay Road/Private Drive intersection cycle length is 75 seconds,which equates to approximately 48 cycles per hour. Therefore, there are approximately two to three vehicles leaving the site via Private Road per signal cycle. A left-turn out of the site from either driveway onto Private Road is not expected to impact the Private Road southbound traffic conditions. The site layout allows for motorists to make full turning movements at both driveways along Private Road. Both driveways include a stop bar and stop sign for vehicles exiting the site onto Private Road. The distance from the Private Road stop bar to the striped center line of the southern driveway is approximately 70 feet and 250 feet to the northern driveway. The worst- case scenario for a vehicle wishing to make a left out of the southern driveway onto Private Road is that a vehicle would have a delay of 10 seconds. If a vehicle is unable to fmd a gap in the southbound lane, the motorist will be stopped on the Fastrac property and any queue would be self-contained on-site. In addition, the motorists have the option to use the northern driveway should a delay occur. Pae 122 01 Fastrac Corinth Road Queensbury Traffic Impact Study Table 11 Build Capacity Analysis Comparison,AM Peak Hour Build 2020 Build 2020 Intersection/Approach With Bank With Fastrac LOS Dela s LOS Dela s Signal dIntersection Corinth Road/Big Bay Road/Private Drive C 29.9 C 29.7 Corinth EB left B 12.3 B 12.7 Corinth EB thru/right D 44.5 D 47.3 Corinth WB left C 23.0 C 21.7 Corinth WB thm/right B 16.8 B 16.3 Big Bay NB left/thm/right B 13.5 B 14.7 Private SB left/thm/right D 1 44.4 24.6 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 17.1 � lGra shaded cell indicates a worsening LOS from Build with Bank to Build with Fastrac Conditions. a shaded cell indicates an improved LOS from Build with Bank to Build with Fastrac Conditions. Table 12 Build Capacity Analysis Comparison,PM Peak Hour Build 2020 Build 2020 Intersection/Approach With Bank With Fastrac LOS Dela (s) LOS Dela (s) Signal dIntersection Corinth Road/Big Bay Road/Private Drive D 46.7 D 37.2 Corinth EB left B 17.4 B 18.7 Corinth EB thm/right D 47.2 D 43.0 Corinth WB left C 25.0 C 24.7 Corinth WB thm/right C 35.0 D 37.4 Big Bay NB left/thm/right C 24.4 C 23.2 Private SB left/thm/right F 1 >80.0 56.4 Unsignalized Intersection Corinth Road/Site Drive - - - - Corinth EB thm - - A 0.0 Corinth WB thm/right - - A 0.0 Site Drive SB right - - C 19.1 iGshaded cell indicates a worsening LOS from Build with Bank to Build with Fastrac Conditions. a shaded cell indicates an improved LOS from Build with Bank to Build with Fastrac Conditions. Page 23 ip Fastrac Corinth Road Queensbury Traffic Impact Study As shown in Table 11 and Table 12, 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 39 parking spaces, 20 gasoline fueling spaces and six diesel fueling 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. Fastrac is currently coordinating with McDonald's to install a driveway and pedestrian crossing to connect the two properties along Fastrac's eastern property edge. The driveway is located to the north of the proposed building to keep vehicular cross-access away from Corinth Road. The proposed sidewalk and crosswalk will connect directly to the front door of the proposed Convenience store. 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. Trucks are expected to travel in a counter-clockwise movement by entering the Corinth Road driveway or the southern driveway on Private road, circulating along the eastern edge of the property via the drive-thru/by-pass aisle, and exiting via the northern driveway on Private Road. Truck turns are included in the site plans. 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Ca W W O A U o w Ca z un un h Q w w w w h 00 0� N c� N Vn 04 un New York State Department of Transportation 2015 Annual MADT,AADT,AADW Summaries Site Names: 1130453,1780-1 Seasonal Factor Groul 40 County: WARREN Daily Factor Group: 40 Location: I87 MONTHLY PERCENT MADT %of Percent of AADT by AADT 140 Month JANUARY 34,810 76.0 FEBRUARY 34,941 77.0 zo MARCH 37,936 83.0 100 APRIL, 39,913 88.0 MAY 47,210 104.0 $° JUNE 51,011 112.0 60 JULY 61,442 135.0 ao AUGUST 61,657 135.0 SEPTEMBER 51,372 113.0 20 OCTOBER 47,484 104.0 0 NOVEMBER 40,084 88.0 JANUARY MARCH MAY .JULYSEPTEMBER NOVEMBER FEBRUARY APRIL JUNE AUGUST OCTOBER DECEMBER DECEMBER 39,191 86.0 HISTORICAL RECORD AADT ° °° Historical AADT's by Year Previous sox Year 4sK 2015 45,588 103.7 L V111 40x 2014 43,978 101.6 3sK 2013 43,295 102.4 30K 2012 42,267 94.1 2011 44,922 104.7 25K 0K 2008 40,971 95.3 1 2007 42,977 100.2 10K 2006 42,900 100.2 oK sx ON 2015 2014 2013 z°lz 2011 zoos zoo? 2006 DAY OF WEEK Percent of AADT by Day-Week Day-Weekend Day AADW %of 120 AADT MON 43,969 96.0 TUE 41,635 91.0 WED 43,366 95.0 80 THU 45,398 100.0 FRI 53,643 118.0 60 SAT 45,510 100.0 40 SUN 45,592 100.0 AADT 45,588 20 AAWDT 43,931 96.0 AAWET 47,290 104.0 ° MON T[lE WED THU PRI SAT SUN AADW AAWET PERCENT DESIGH HOUR VOLUME(DHV)IS OF ANNUAL AVERAGE PERCENT HIGH DIRECTION IS OF DHV DESIGN HOUR IS DEFINED AS THE 30TH HIGHEST HOUR Created 09/15/2016 11:17:53AM AV 11:Page 1 of 1 APPENDIX B Project Trip Generation kr) U o C/5 ,� cy 4t N 00 It 't � 00 00 .o Q ¢, a 00 7 't M M xI�t 't ON 7 7 M M O kn kn 5- N y u kn tr) V1 V1 ONO ONO w w 0000 C� C cl n v H � a 110 00 00 N 110 110 O v1 V1 N 00 t- t- o 0 0 00 �n w 00 a ooo, o, �n cv cy o0 00 00 � � � a O cl cl o 1 �, c coo coo 00 � H � d � y z y P4 It �+ LJ :I] � U � N N U � N N � •i. ► �" O O u Q u P-i U Q U APPENDIX C Build with Bank Conditions - Synchro Analysis Build 2020 Conditions with Bank AM Peak Hour 1: Big Bay Rd & Corinth Rd (Rte 28) II -11 --1. .4--- t t Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Vii 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 -11 --1. .4--- t t 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 15 s 34 s 26S 45 46 47 34 s1 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 -11 --1. .4--- t t Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Vii 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 -11 --1. .4--- t t 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 15 s 34 s 26S 45 46 47 34 s1 015S 026S Synchro 9 Light Report Napierala Consulting Page 2 APPENDIX D 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 -11 --1. .4--- t t Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Vii Traffic Volume(vph) 77 741 52 222 349 151 50 0 182 101 0 43 Future Volume(vph) 77 741 52 222 349 151 50 0 182 101 0 43 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) 60 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) 1646 1774 0 1678 1718 0 0 1586 0 0 1607 0 Flt Permitted 0.464 0.169 0.908 0.427 Satd. Flow(perm) 804 1774 0 298 1718 0 0 1454 0 0 710 0 Right Turn on Red Yes Yes Yes Yes Satd. Flow(RTOR) 6 35 196 131 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(%) 6% 6% 3% 4% 6% 2% 2% 2% 7% 6% 2% 6% Adj. Flow(vph) 83 797 56 239 375 162 54 0 196 109 0 46 Shared Lane Traffic(%) Lane Group Flow(vph) 83 853 0 239 537 0 0 250 0 0 155 0 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 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 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 -11 --1. .4--- t t Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR 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 0.15 0.98 0.62 0.57 0.64 0.70 Control Delay 12.7 47.3 21.7 16.3 14.7 24.6 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 12.7 47.3 21.7 16.3 14.7 24.6 LOS B D C B B C Approach Delay 44.2 18.0 14.7 24.6 Approach LOS D B B C Queue Length 50th(ft) 15 282 63 163 18 8 Queue Length 95th(ft) 50 #696 #167 #316 74 63 Internal Link Dist(ft) 589 203 426 592 Turn Bay Length(ft) 60 247 Base Capacity(vph) 572 868 407 1006 645 338 Starvation Cap Reductn 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 Reduced v/c Ratio 0.15 0.98 0.59 0.53 0.39 0.46 Intersection Summary Area Type: Other Cycle Length:75 Actuated Cycle Length:62.2 Natural Cycle:90 Control Type:Actuated-Uncoordinated Maximum v/c Ratio:0.98 Intersection Signal Delay:29.7 Intersection LOS:C Intersection Capacity Utilization 86.3% ICU Level of Service E Analysis Period(min) 15 # 95th percentile volume exceeds capacity,queue may be longer. Queue shown is maximum after two cycles. Splits and Phases: 1: Big Bay Rd/Private Road&Corinth Rd (Rte 28)/Corinth Road 42 1 00 1 t43 15S 34 s 26 s 45 46 47 34s Eas Builld 2020 Conditions with Fastrac AM Peak Hour 2: Corinth Road & Site Drive Movement EBL EBT WBT WBR SBL SBR Lane Configurations t r Traffic Volume(veh/h) 0 1041 791 63 0 34 Future Volume(Veh/h) 0 1041 791 63 0 34 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 1132 860 68 0 37 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 0.53 vC,conflicting volume 928 2026 894 vC1,stage 1 conf vol vC2,stage 2 conf vol vCu,unblocked vol 928 2502 894 tC,single(s) 4.1 6.4 6.3 tC,2 stage(s) tF(s) 2.2 3.5 3.4 p0 queue free% 100 100 89 cM capacity(veh/h) 737 17 334 Direction, Lane# EB 1 WB 1 SB 1 Volume Total 1132 928 37 Volume Left 0 0 0 Volume Right 0 68 37 cSH 1700 1700 334 Volume to Capacity 0.67 0.55 0.11 Queue Length 95th(ft) 0 0 9 Control Delay(s) 0.0 0.0 17.1 Lane LOS C Approach Delay(s) 0.0 0.0 17.1 Approach LOS C Intersection Summary Average Delay 0.3 Intersection Capacity Utilization 58.1% 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 -11 --1. .4--- t t Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Vii Traffic Volume(vph) 62 587 50 191 550 88 100 0 296 202 0 75 Future Volume(vph) 62 587 50 191 550 88 100 0 296 202 0 75 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) 60 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 0.254 0.185 0.865 0.432 Satd. Flow(perm) 457 1835 0 326 1758 0 0 1396 0 0 749 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) 67 631 54 205 591 95 108 0 318 217 0 81 Shared Lane Traffic(%) Lane Group Flow(vph) 67 685 0 205 686 0 0 426 0 0 298 0 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 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 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 -11 --1. .4--- t t Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR 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) 28.7 28.7 31.2 31.2 21.6 21.6 Actuated g/C Ratio 0.40 0.40 0.43 0.43 0.30 0.30 v/c Ratio 0.19 0.93 0.64 0.89 0.76 0.94 Control Delay 18.7 43.0 24.7 37.4 23.2 56.4 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 18.7 43.0 24.7 37.4 23.2 56.4 LOS B D C D C E Approach Delay 40.9 34.5 23.2 56.4 Approach LOS D C C E Queue Length 50th(ft) 19 293 63 298 94 82 Queue Length 95th(ft) 43 #511 #114 #525 #243 #242 Internal Link Dist(ft) 589 203 426 592 Turn Bay Length(ft) 60 247 Base Capacity(vph) 383 773 349 769 567 321 Starvation Cap Reductn 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 Reduced v/c Ratio 0.17 0.89 0.59 0.89 0.75 0.93 Intersection Summary Area Type: Other Cycle Length:75 Actuated Cycle Length:71.9 Natural Cycle:90 Control Type:Actuated-Uncoordinated Maximum v/c Ratio:0.94 Intersection Signal Delay:37.2 Intersection LOS: D Intersection Capacity Utilization 93.1% ICU Level of Service F Analysis Period(min) 15 # 95th percentile volume exceeds capacity,queue may be longer. Queue shown is maximum after two cycles. Splits and Phases: 1: Big Bay Rd/Private Road&Corinth Rd (Rte 28)/Corinth Road 42 1 00 1 t43 15S 34 s 26 s 45 46 47 34s Eas Build Conditions 2020 with Fastrac PM Peak Hour 2: Corinth Road & Site Drive Movement EBL EBT WBT WBR SBL SBR Lane Configurations t r Traffic Volume(veh/h) 0 1165 879 73 0 39 Future Volume(Veh/h) 0 1165 879 73 0 39 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 1266 955 79 0 42 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 1034 2260 994 vC1,stage 1 conf vol vC2,stage 2 conf vol vCu,unblocked vol 1034 2684 994 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 1266 1034 42 Volume Left 0 0 0 Volume Right 0 79 42 cSH 1700 1700 297 Volume to Capacity 0.74 0.61 0.14 Queue Length 95th(ft) 0 0 12 Control Delay(s) 0.0 0.0 19.1 Lane LOS C Approach Delay(s) 0.0 0.0 19.1 Approach LOS C Intersection Summary Average Delay 0.3 Intersection Capacity Utilization 64.6% ICU Level of Service C Analysis Period(min) 15 Synchro 9 Light Report Napierala Consulting Page 1