117228_Traffic Assessment Update_20170927 ENGINEERS Creighton
PLANNERS Manning
SURVEYORS September 14, 2017
Updated September 27, 2017
Mr, Boguslaw Bielecki
282 Glen Street
Glens Falls, NY 12801
RE: Traffic Assessment, Luzerne Road Mixed-Use Development, Luzerne Road,Town of
Queensbury,Warren County, New York; CM Project 117-228
Dear Mr. Bielecki:
Creighton Manning Engineering, LLP(CM)has completed a traffic assessment for the proposed
Luzerne Road Mixed Use development located on the north side of Luzerne Road in the Town
of Queensbury.This evaluation is based on the proposed Site Plan prepared by Environmental
Design Partnership, LLP dated September 8, 2017 (Attachment A). This letter is an update to
the original letter dated September 14,2017 and includes revisions as a response to comments
received from the Town of Queensbury Planning Department.The updated letter includes the
following:
• A discussion regarding the Exit 18 Rezone Study which evaluated the cumulative
impacts of potential development along the Corinth Road/Main Street corridor from
Big Bay Road to Richardson Street.
■ A detailed assessment of the Main Street/Big Boom Road/Media Drive intersection.
The Exit 18 Rezone Study noted that geometric improvements will be necessary at this
intersection to accommodate growth in this area.
1.0 Project Description and Existing Conditions
The proposed project includes the construction of 31,500 square-feet (SF) of office light
manufacturing space and 18,000 SF of warehouse space.Access to the site is proposed via two
full access driveways on Luzerne Road.The east driveway is located opposite the entrance to
West End Park. The project location is shown on Figure 1.
Roadways Serving the Site
Luzerne Road is classified as an urban major collector near the project site and provides east-
west travel from the City of Glens Falls to the Town of Lake Luzerne.Along the project frontage,
Luzerne Road consists of two 12-foot wide travel lanes in each direction with two to three-foot
wide paved shoulders on each side of the road. The posted speed limit on Luzerne is 40-mph
in the vicinity of the site.There are no sidewalks on this segment of Luzerne Road;therefore,
pedestrians and bicycles are accommodated by the existing shoulders.
Traffic Characteristics
An automatic traffic recorder (ATR) was installed by CM on Luzerne Road near the site from
Wednesday, September G,2017 to Friday September 9, 2017.The ATR data indicates that the
85th percentile speed on Luzerne Road is 45-mph in the vicinity of the project site. Traffic
2 Winners Circle volume data shows that Luzerne Road currently serves approximately 7,210 vehicles per day
Albany,NY 12205 (vpd). The two-way traffic volumes on Luzerne Road is approximately 520 vehicles during the
518.446.0396(p)
518.446.0397 (f)
www.crnellp.com
Mr.Boguslaw Bielecki
Updated September 27,2017
Page 2 of 14
AM peak hour and 700 vehicles during the PM peak hour. The existing traffic volume data is
included under Attachment B.
2.0 Sight Distance
Sight distance evaluations were completed at each of the proposed Site Driveways located on
Lucerne Road.Available intersection sight distances were measured from the perspective of a
passenger car and a heavy vehicle exiting the site. In addition, the sight distance for vehicles
(passenger cars and heavy vehicles) traveling eastbound along Luzerne Road looking straight
ahead to turn left into the driveways was measured.The available intersection sight distance
on a side street or driveway should provide drivers a sufficient view of the intersecting highway
to allow vehicles to enter or exit the intersection without excessively slowing vehicles traveling
at or near the operating speed on the intersecting mainline.
Stopping sight distance was also measured at the proposed Site Driveways. Stopping sight
distance is the length of the roadway ahead that is visible to the driver.The available stopping
sight distance on a roadway should be of sufficient length to enable a vehicle traveling at or
near the operating speed to stop before reaching a stationary abject in its path.The following
diagram illustrates these sight distance measurements.
QLOD&IK.STTRAIGH E
y 551= STOWING SICHT DISTANCE .SSD =STOPPING SIGHT DISTANCE
i
i
---.__
14.5'
LINE OF SICHTJ LINE OF SIGHT
D,=SIGH- DISTANCE D,=SIGHT DISTANCE
LOOKING LEFT LOOKING RIGHT
Sight Distance Measurements
As noted above, the travel speed data collected by CM in the vicinity of the proposed Site
Driveways shows that the 8511 percentile travel speed on Luzerne Road is 4S-mph. The sight
distances measured in the field were compared to the guidelines presented in A Policy on
Geometric Design of Highways and Streets, 2011 published by the American Association of
State Highway Transportation Officials(AAS HTO)and NYSDOT design guidance(EB 17-007)far
the 45-mph operating speed.The results of the analysis are summarized in Table 1.
Mr.Bogusiow Bieiecki
Updated September 27,2017
Page 3 of 10
Table 1--Sight Distance Summary(feet)
Intersection Sight Distance' Stopping SightDistance'
Right-Turn Left-Turn from
Intersection Left-Turn from
from Driveway Luzerne Road SSDea SSDwa
Driveway Looking Looking [Dsl
(D,) left(Dt) Right(DR)
Available 425(a780) 425[>780] 515(n800) >800 a800 n780
Luzerne Road/ Recommended for 430 500 500 365 330 330
East 5ite Driveway Passenger Cars
Recommended for 695 76S 765 500 330 330
Heavy Vehicles
Available 100{ 800} 100(n800) 100(a800) X800 a800 X800
Luzerne Road/ Recommended for 430 500 500 365 330 330
West Site Driveway Passenger Cars
Recommended for 695 765 765 Soo 330 330
Heavy Vehicles
' Intersection sight distance is measured at 14.5 feet back from the travel way at an object height of 3.5 feet and an eye height of 3.5
feet for a passenger car and 7.5 feet for heavy vehicles.
Stopping sight distance measured for a 2 foot object located in the path of eastbound and westbound vehicles on Luzerne Road at an
eye height of 3.5 feet.
XX(XX)=Available Sight Distance(Available Sight Distance with clearing of vegetation located along the site)
XX[XX]=Available Sight Distance[Available Sight Distance with clearing of vegetation located in front on the Niagara Mohawk Utility Easement]
■ Luzerne Road East Site Driveway—The available
stopping sight distance for passenger cars and
heavy vehicles traveling eastbound and Cl earVegetatinn
westbound on Luzerne Road and the available
intersection sight distance looking straight to Y ,
make a left turn into the East Site Driveway meet
the guideline for a 45-mph operating speed.The
available intersection sight distance looking left
to make a left or right turn from the site is
limited by vegetation located in front of the
adjacent Niagara Mohawk utility easement. It
appears that this vegetation is located within Photo#1—Vegetation in front of Niagara
the right of way(ROW)as shown on Photograph Mohawk utility Easement
#1. The available intersection sight distance
looking left and right is also limited by existing vegetation located along the site
frontage as shown on Photographs#2 and#3.The sight distance looking left and right
for both passenger cars and heavy vehicles will meet AASHTO guidelines for a 4S-mph
operating speed with clearing of this vegetation.
Mr.Bogusfaw Biefecki
Updated September 27,2017
Poge4of10
4�
Clear Vegetation Clear Vegetation
Photo#2-Sight Distance Looking Left from East Photo#3-Sight Distance Looking Right from
Site Driveway East Site Driveway
• Luzerne Road/West Site Driveway—The available stopping sight distance for vehicles
traveling eastbound and westbound on Luzerne Road and the available intersection
sight distance looking straight to make a left turn into the site meet the guideline for
a 45-mph operating speed. The available sight distance for vehicles looking left and
right from the West Site Driveway to make a left or right turn onto Luzerne Road is
less than the recommended guidelines as shown on Photographs#4 and#5.The sight
distance is limited by existing vegetation located along the site frontage east and west
of the driveway. It is recommended that the vegetation be cleared along the entire
site frontage in order to maximize the available sight lines. The sight distance looking
left and right will meet AASHTD guidelines for a 45 mph operating speed with the
proposed clearing for both passenger cars and heavy vehicles.
Clear Vegetation clear Vegetation
Photo#4-Sight Distance Looking Left from Photo#5-5ight Distance looking Right from
West Site Driveway west Site Driveway
It is recommended that any site signing be placed a minimum of fifteen feet back from the
travel way and that the landscaping plan consider sight lines in order to maintain visibility
at the proposed Site Driveway locations.
Mr.Boguslaw Bielecki
Updated September 27,2017
Page 5 of 14
3.0 Traffic Assessment
Trip Generation
Trip generation determines the quantity of traffic expected to travel to and from a given site.
The Institute of Transportation Engineers(ITE)collects traffic counts from similar land uses and
publishes them in Trip Generation, 9th Edition, which is the industry standard used for
estimating trip generation for a proposed land use.The trip generation was estimated for the
project based on ITE Land Use Code (LUC) 150 for Warehousing and LUC 714 for a General
Office Building.The trip generation for the proposed project is summarized in Table 2.
Table 2—Trip Generation Summary
Land Ilse AM Peak Hour PM Peak Hour
Enter Exit Total Enter Exit Total
Warehousing(18,000 SF) 4 1 5 1 5 6
General Office/Light Manufacturing(31,600 sr) 43 6 49 8 39 47
Tota!New Trips 47 7 54 1 9 44 53
The trip generation summary indicates that the project is expected to generate 54 new vehicle
trips during the AM peak hour(47 entering and 7 exiting) and 53 new vehicle trips during the
PM peak hour(9 entering and 44 exiting).Although the mixed-use site will have a warehousing
component, it is not anticipated that the development will generate a significant number of
trucks.
Based on existing travel patterns and probable travel routes of employees, it is anticipated
that approximately 70 percent of site generated traffic is expected to access the site from the
east while the remaining 30 percent of site generated traffic is expected to access the site from
the west on Luzerne Road.This distribution of traffic results in 16 new vehicle trips to the west
and 38 new vehicle trips to the east of the site during the AM peak hour. The distribution of
traffic also indicates that the site will result in 16 new vehicle trips to the west and 37 new
vehicle trips to the east of the site during the PM peak hour.Of the 70 percent of site generated
trips that will access the site from the east, it is anticipated that approximately 35 percent will
travel north and south on Media Drive in order to access 1-87 via Main Street/Corinth Road.
It is noted that CHA completed the Exit 18 Rezone Study(Rezone Study, February 2016)for the
Adirondack/Glens Falls Transportation Council(A/GFTC).Large scale geometric improvements
identified in the Rezone Study at the Main Street/Big Boom Road/Media Drive intersection are
included under Attachment C; however,it is noted that these improvements assume full build-
out of the study area which includes the distribution of an additional 794 AM peak hour trips
and 1,503 PM peak hour trips in the corridor. The Town of Queensbury recently adopted the
study findings.Although the proposed development is not located within the study area of the
Rezone Study, some traffic generated by the mixed-use site will travel through the Main
Street/Big Boom Road/Media Drive intersection; therefore, existing and future operations at
the Main Street/Big Boom Road/Media Drive intersection were reviewed to determine if the
proposed development will impact the conclusions and findings identified in the Rezone Study.
Existing and Future Traffic Volumes
Existing traffic volumes at the Main Street/Big Boom Road/Media Drive intersection were
Mr.Boguslaw Bielecki
updotedSeptember 27,2417
Page 6 of 10
included in the traffic evaluation for the AM and PM peak hour from the Rezone Study. The
existing peak hour traffic volumes are shown in Figure 2-1.
The relative impact of the proposed project can be determined by comparing the level of
service during No-Build and Build conditions. The 2020 No-Build traffic projections prepared
for the Rezone Study included a general one percent per year background growth rate and
three other known development projects. In addition, traffic volumes associated with the
following other development projects in the study area that were proposed/approved since
the completion of the Rezone Study were included in the future traffic volume projections
based on information provided by the Town of Queensbury:
• Trampoline Facility—22,200 SF recreational use located adjacent to Big Bay Road
• Rock Climbing Facility — 8,404 SF recreational use located in the Carey Road
Industrial Park
• Fastrac Convenience Store—5,700 SF service station located north of Big Bay Road
• Mixed Use Building—6,880 SF building with office and retail uses located west of
Speedway on Main Street
■ Fade Project—13,600 SF mixed use project east of Pine Street on Main Street
• FairField Inn and Suites Hotel—79 room hotel on Big Bay Road
Even though the proposed Luzerne Road Mixed Use development will be constructed prior to
2020, the combined future traffic volumes will be used to represent No-Build conditions for
this analysis. The No-Build traffic volumes are shown on Figure 2-2 and represent traffic
volumes without construction of the proposed project.
As noted above, traffic generated by the proposed project was distributed to the adjacent
roadways based on existing observed travel patterns in the project area and the probable
travel routes for employees of the proposed development.The trip distribution patterns for
the proposed development at the Main Street/Big Boom Road/Media Drive intersection are
shown on Figure 2-3 while the site generated traffic volumes are shown on Figure 2-4.The site
generated trips were added to the No-Build traffic volumes, resulting in the Build traffic
volumes for the weekday AM and PM peak hour as shown on Figure 2-5.
It is noted that the entering and exiting trip generation for the AM and PM peak hours is less
than the NYSDOT and ITE threshold of 100 site generated vehicles on any one approach for
off-site intersection analysis.This guidance was developed as a tool to identify locations where
the magnitude of traffic generated has the potential to impact operations at off site
intersections and screen out locations from requiring detailed analysis that do not reach the
100 vehicle threshold; however, a detailed traffic evaluation was conducted for the Main
Street/Big Boom Road/Media drive intersection as requested by the Town of Queensbury.
Based on the volume thresholds,the study area was not expanded further.
Traffic Operations
Intersection Level of Service [LDS] and capacity analysis relate traffic volumes to the physical
characteristics of an intersection. Intersection evaluations were made using Synchro Software
which automates the procedures contained in the Highway Capacity Manual(2000)consistent
with the Rezone Study. Table 3 summarizes the results of the level of service calculations for
the proposed project.The detailed level of service analyses are included under Attachment D.
Mr.Eoguslaw Brelecki
Updated September 27,2017
Page 7 of I0
It is noted that existing intersection operations provided in the Rezone Study were replicated
to the extent possible.
Table 3-Level of Service Summary
Existing Exit I8 Rezone Study Revised Timing with Southbound Lagging
Left Turn Phase on Media Drive and Signal
Intersection o Signal Timings Timing Adjustments
c --
,Q I Existing No-Buiid Build Existing I No-Build I Build
AM Peak Hour
Main Street/Big Boom S
Road/Media Drive
Main St EB L B(18.5) C(25.5) C(26.2) 3(18.0) C(25.4) C(25.6)
T,TR A(9A) B(11.6) B(11.7) A(9.2) B(12.3) B(12.4)
Main 5t WB L B(16.8) B(17.8) 3(18-3) B(15.9) B(18.0) B(18.3)
TR C(26.3) C(29.2) C(30.8) C(23.8) C(32.3) C(33.8)
Big Boom Rd NB LTR D(50.4) F(166.2) F(178.4) D(39.7) D(42.1) D(43.0)
Media Dr SB L C(31.6) D(36.0) D(36.5) C(32.0) C(31.3) C(31.8)
TR C(31.2) C(34.0) C(34.4) C(32.3) C(31.6) C(32.1)
Overall B(18.6) C(25.7) C(26.7) B(17.7) C(22.5) C(23.1)
PM Peak Hour
Main 5treWBig Boom 5
Road/Media Drive
Main St EB L B(19.1) C(31.9) C(32.9) B(17.5) C(28.1) C(28.2)
T,TR B(11.2) B(15.8) B(16.4) B(10.5) B(11.8) B(11.9)
Main St WB L B(13.4) B(16.7) B(17.5) B(12.4) B(17.1) B(17.2)
TR C(23.4) C(33.0) D(35.1) C(21.6) C(34.4) C(34.8)
Big Boom Rd NB LTR F(201.2) F(168.0) F(173.3) D(38.2) D(46.7) D(52.7)
Media or 58 L C(32.5) C(34.3) C(34.0) C(30.4) C(29.7) C(29.8)
TR C(31.1) C(31.6) C(31.4) C(30.9) C(30.3) C(30.3)
Overall C(25.7) C(31.4) C(32.7) B(18.3) C(24.2) C(24.7)
5,u=Traffic Signal or Unsignalized controlled intersection
EB,WB,NB,511=Eastbound,Westbound,Northbound,and Southbound intersection approaches
L,T,R=Left turn,Through,and/or Right turn movements
X(Y.Y)=Level of service(Average delay in seconds per vehicle)
The level of service summary indicates that during No-Build conditions, the Main Street/Big
Boom Road/Media Drive intersection would operate at an overall LOS C with all movements
operating at LOS C or better during the AM and PM peak hours with the exception of the
northbound Big Boom Road approach which will operate at LOS F conditions.This intersection
would continue to operate at similar overall levels of service after build-out of the proposed
mixed-use development with an increase in average overall vehicle delay of less than two
seconds during the peak hours.The Rezone Study assumed that an exclusive lagging protected
left turn phase is provided for the eastbound, westbound, and southbound left turn
movements. Changing the southbound Media Drive lagging left turn phase to a leading left
turn phase and slightly modifying green times on each approach will eliminate the LOS F
experienced on the northbound Big Boom Road approach. This suggests that the analysis
software is highly sensitive to the order of the signal timing phasing.A review of the SimTraffic
Simulation does not show LOS F operating conditions on the northbound approach with a
lagging southbound left turn movement. if the southbound left turn movement is changed to
a leading phase,this intersection wi11 operate at an overall LOS C with all movements operating
at LOS D or better (including the northbound Big Boom Road approach) with an increase in
Mr.Bogusiow Biefecki
Updated September 27,2017
Page S of 10
average overall delay less than one second. The analysis indicates that geometric
improvements are not necessary to accommodate the proposed development.
Full Build-Out and 60%Retail Build-Out Sensitivity Analysis
The Rezone Study evaluated two build-nut scenarios.The first scenario assumed Full Build-Out
of the proposed corridor and includes several large scale intersection improvement projects
to accommodate growth.The second scenario included a "sensitivity" analysis assuming that
only 60% of potential retail land uses would develop on Parcels L and M resulting in smaller
scale improvements in the corridor. The detailed intersection improvements are included
under Attachment C for both scenarios.
Table Q summarizes future 2020 Full Build-Out and 60% Retail Build-Out conditions included
in the Rezone Study. The table also shows changes in levels of service associated with build-
out of the proposed Cuzerne Mixed-Use development if the proposed improvements were
constructed. The 2020 Full Build-Out and 60% Retail Build-Out level of service analysis from
the Exit 18 Rezone Study were duplicated to the extent possible based on data provided by
CHA.
Mr.Soguslow Bielecki
Updated September 27,2017
Page 9 of 10
Table 4--Intersection Capacity Level of Service Summary
Exit 18 Rezone Study Exit 18 Rezone study
Intersection o Full Build-Out 60%Retail Build-Out
Without Mixed- With Mixed Use Without Mixed-Use With Mixed-Use
U Use Development Development Development Development
AM Peak Hour
Main Street/Big Boom S
Road/Media Drive
Main St EB L B(12.1) B(13.2) C(22A) C(26.0)
T,TR C(27.7) C(27.7) B(18.0) B(18-0)
Main St WB L B(14.9) B(14.9) B(13.0) B(13.0)
TR -- -- C(31.9) C(31.9)
T,TR B(19.5) B(19.5) - -
Big Boom Rd NB L -- -- C(33.2) C(33.2)
L,L C(29.0) C(29.0) - -
TR -- -- C(30.4) C(30.4)
T C(21.3) C(21.3) -
R B(17.3) B(17.3) -
Media Dr SB LT -- -- D(47.5) D(47.5)
L F(93.0) F(93.0) -- -
T C(28.6) C(28.6) --
R C(22.6) C(22.6) D(36.7) D(36.8)
Overall C(23.7) C(23.7) C(25.4) C(25.7)
PM Peak Hour
Main Street/Big Boom 5
Road/Media Drive
Main St EB L B(16.0) B(16.0) C(28.4) C(29.6)
T,TR D(38.6) D(38.6) C(25.4) C(25.4)
Main St WB L D(51.4) D(51-3) B(15.9) B(15.9)
TR - D(42.8) D(42.8)
T,TR -- - --
Big Boom Rd NB L C(22.8) C(22.9) D(42.2) D(42.2)
TR E(65.5) E(65,5) C(20.6) C(20.6)
T C(28.2) C(28.2) --
R C(20.2) C(20.2) -
Media Dr SB LT -- -- C(31.3) C(31.3)
L D(50.4) D(50.4) - -
T D(39.1) D(39.1) --
R C(32.3) C(32.6) C(26.7) C(27.0)
Overall D(36.6) D(36.5) C(30.6) C(30.7)
S,U=Traffic Signal or Unsignalized controlled intersection
EB,WB,NB,SB=Eastbound,Westbound,Northbound,and Southbound intersection approaches
L,T,R=Left turn,Through,and/or Right turn movements
X(Y.Y)[YY]=Level of service(Average delay in seconds per vehicle)
The level of service analysis for Full Build-Out and 60% Retail Build-Out conditions associated
with the Rezone Study indicates that the mixed-use development will increase overall delay at
the Main Street/Big Boorn Road/Media Drive intersection less than ane second during the peak
hours;therefore,the proposed development will not impact the conclusions presented in the
Rezone Study. The large scale geometric improvements proposed at this intersection as part
of the Rezone Study would only be necessary to accommodate traffic associated with full build-
out of the corridor.
Mr.Baguslow 8ielecki
Updated September 27,2017
Poge 10 of 10
4.0 Conclusions
The Luzerne Roan Mixed-Use development includes the construction of 31,600 SF of
office/light manufacturing space as well as 18,000 SF of warehousing space.Access to the site
is proposed via two full access driveways located at either end of the parcel on Luzerne Road.
The following is noted regarding the proposed project:
• Construction of the site is expected to generate 54 new vehicle trips during the AM
peak hour and 53 new vehicle trips during the PM peak hour.
• The distribution of travel in and out of the site will result in a maximum increase of
approximately 38 new AM trips and 37 new PM trips on Luzerne Road,east of the site.
This magnitude of traffic does not require detailed evaluation of off-site intersections
based on NYSDOT and ITE guidelines.
■ The sight distance analysis indicates that the available intersection and stopping sight
distances at both Site Driveways on Luzerne Road will meet AASHTO guidelines for
passenger vehicles and heavy vehicles for the applicable 4S-mph operating speed after
vegetation has been cleared along the project frontage and in front of the Niagara
Mohawk utility easement located to the east of the project site.
• Any proposed landscaping and/or signs related to the site should be placed a minimum
of 15-feet back from the travel lane to maintain sight lines after construction of the
project.
• The level of service summary indicates that the Main Street/Big Boom Road/Media
Drive intersection will operate at an overall LOS C with all movements operating at LOS
D or better with an increase in average overall delay less than two seconds if the
southbound left turn.movement is changed to a leading phase and if slight signal
timing modifications are implemented. The analysis indicates that geometric
improvements are not necessary to accommodate the proposed development.
• The level of service analysis for Full Build-Out and 60% Retail Build-Out conditions
associated with the Rezone Study indicates that the mixed-use development will
increase overall delay at the Main Street/Big Boom Road/Media Drive less than one
second during the peals hours. The large scale geometric improvements proposed at
this intersection as part of the Rezone Study would only be necessary to accommodate
traffic associated with full build-out of the corridor.
Please feel free to call our office if you have any questions or comments regarding the above
evaluation.
Respectfully submitted,
Creighton Manning Engineering, LLP
Mark Nadolny
Project Manager
Attachments
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PROJECT: 117-228DATE. 09/2017 FIGURE: 2
Attachment A
Site Plan
Luzerne Road Mixed Use
Town of Queensbury, New York
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Attachmnt 6
Automatic Traffic Recorder Data
Luzerne Road Mixed Use
Town of Queensbury, New York
VirtWeeklyVehicle-34 Page 1
MetroCount Traffic Executive
Weekly Vehicle Counts (Virtual Week)
rtWeekiyVehicle-34-- English (ENU)
Datasets:
Site: [117-228] Located on Luzerne Rd 100'west of Maine Ave
Attribute: Luzerne Mixed Use
Direction: 7- East bound A>B, West bound B>A. Lane: 0
Survey Duration: 14:23 Wednesday, September 06, 2017 => 11:52 Friday, September 08, 2017,
Zone:
File: 117-228 0 2017-09-08 1153.EC0 (Plus )
Identifier: FZ12WDHB MC56-1-5 [MC55] (c)Microcom 19Oct04
Algorithm: Factory default axle (v4.08)
Data type: Axle sensors- Paired (Class/Speed/Count)
Profile:
Filter time: 17:00 Wednesday, September 06, 2017=> 10:00 Friday, September 08, 2017 (1.70833)
Included classes: 1, 2, 3, 4, 5, 6, 7, 8, 9, 10, 11, 12, 13
Speed range: 6- 99 mph.
Direction: North, East, South, West(bound), P = North, Lane = 0-16
Separation: Headway > 0 sec, Span 0- 328.084 ft
Name: Default Profile
Scheme: Vehicle classification (Scheme F3)
Units: Non metric (ft, mi, ft/s, mph, Ib, ton)
In profile: Vehicles= 10743/ 11355 (94.61%)
VirtWeeklyVehicle-34 Page 2
Weekly Vehicle Counts Virtual Week
VirtWeeklyVehicle-34
te: 117-228.0.1 NS
description: Located on Luzerne Rd 100'west of Maine Ave
Filter time: 17:00 Wednesday, September 06, 2017=> 10:00 Friday, September 08, 2017
Scheme: Vehicle classification (Scheme F3)
Filter: Cls(1-13) Dir(NESW) Sp(6,99) Headway(>0) Span(0- 328.084) Lane(0-16)
Mon Tue Wed Thu Fri Sat Sun Averages
1 - 5 1 - 7
Hour I
0000-0100 * * * 22.0 24.0 * * I 23.0 23.0
0100-0200 * * * 13.0 14.0 * * I 13.5 13.5
0200-0300 * * * 19.0 10.0 * * I 14.5 14.5
0300-0400 * * * 17.0 19.0 * * I 18.0 18.0
0400-0500 * * * 39.0 38.0 * * I 38.5 38.5
0500-0600 * * * 87.0 86.0 * * I 86.5 86.5
0600-0700 * * * 221.0 230.0 * * I 225.5 225.5
0700-0800 * * * 521.0 506.0 * * 513.5 513.5
0800-0900 * * * 436.0 392.0 * * 1 414.0 414.0
0900-1000 * * * 336.0 347.0 * * 341.5 341.5
1000-1100 * * * 387.0 * * * 387.0 387.0
1100-1200 * * * 419.0 * * * 419.0 419.0
1200-1300 * * * 500.0 * * * 500.0 500.0
1300-1400 * * * 418.0 * * * 418.0 418.0
1400-1500 * * * 493.0 * * * 493.0 493.0
1500-1600 * * * 614.0 * * * 614.0 614.0
1600-1700 * * * 699.0 * * * 699.0 699.0
1700-1800 * * 614.0 648.0 * * * l 631.0 631.0
1800-1900 455.0 448.0 i 451.5 451.5
-100-2000 * * 298.0 357.0 * * * I 327.5 327.5
00-2100 * * 215.0 232.0 * * * I 223.5 223.5
2100-2200 * * 156.0 152.0 * * * I 154.0 154.0
2200-2300 * * 79.0 72.0 * * * I 75.5 75.5
2300-2400 * * 48.0 62.0 * * * I 55.0 55.0
I
Totals I
I
0700-1900 * * * 5919.0 * * * 5881.5 5881.5
0600-2200 * * * 6881.0 * * * 6812.0 6812.0
0600-0000 * * * 7015.0 * * * 1 6942.5 6942.5
0000-0000 * * * 7212.0 * * * 1 7136.5 7136.5
1
AM Peak * * * 0700
* * * 521.0
I
PM Peak * * * 1600 * * * I
* * * 699.0
* - No data.
VirtWeeklyVehicle-35 Page 1
MetroCount Traffic Executive
Weekly Vehicle Counts Virtual Week
-tWeeklyVehicle-35 -- English (ENU)
Datasets:
Site: [117-228] Located on Luzerne Rd 100'west of Maine Ave
Attribute: Luzerne Mixed Use
Direction: 7- East bound A>B, West bound B>A. Lane: 0
Survey Duration: 14:23 Wednesday, September 06, 2017 => 11:52 Friday, September 08, 2017,
Zone:
File: 117-228 0 2017-09-08 1153.EC0 (Plus )
Identifier: FZ12WDHB MC56-1-5 [MC55] (c)Microcom 19Oct04
Algorithm: Factory default axle (v4.08)
Data type: Axle sensors - Paired (Class/Speed/Count)
Profile:
Filter time: 17:00 Wednesday, September 06, 2017 => 10:00 Friday, September 08, 2017 (1.70833)
Included classes: 1, 2, 3, 4, 5, 6, 7, 8, 9, 10, 11, 12, 13
Speed range: 6 -99 mph.
Direction: Eastbound , Lane = 0-16
Separation: Headway> 0 sec, Span 0 -328.084 ft
Name: Default Profile
Scheme: Vehicle classification (Scheme F3)
Units: Non metric (ft, mi, ft/s, mph, Ib, ton)
In profile: Vehicles= 5132/ 11355 (45.20%)
VirtWeeklyVehicle-35 Page 2
Weekly Vehicle Counts (Virtual Week)
VirtWeeklyVehicle-35
;e: 117-228.0.1 NS
uescription: Located on Luzerne Rd 100'west of Maine Ave
Filter time: 17:00 Wednesday, September 06, 2017 => 10:00 Friday, September 08, 2017
Scheme: Vehicle classification (Scheme F3)
Filter: Cls(1-13) Dir(Eastbound) Sp(6,99) Headway(>0) Span(0 -328.084) Lane(0-16)
Mon Tue Wed Thu Fri Sat Sun Averages
1 - 5 1 -- 7
Hour
0000-0100 * * * 9.0 8.0 * * I 8.5 8.5
0100-0200 * * * 4.0 8.0 * * I 6.0 6.0
0200-0300 * * * 10.0 6.0 * * I 8.0 8.0
0300-0400 * * * 11.0 14.0 * * I 12.5 12.5
0400-0500 * * * 33.0 28.0 * * I 30.5 30.5
0500-0600 * * * 62.0 65.0 * * I 63.5 63.5
0600-0700 * * * 151.0 163.0 * * I 157.0 157.0
0700-0800 * * * 360.0 351.0 * * I 355.5 355.5
0800-0900 * * * 277.0 256.0 * * I 266.5 266.5
0900-1000 * * * 182.0 200.0 * * I 191.0 191.0
1000-1100 * * * 206.0 * * * I 206.0 206.0
1100-1200 * * * 202.0 * * * I 202.0 202.0
1200-1300 * * * 237.0 * * * I 237.0 237.0
1300-1400 * * * 214.0 * * * I 214.0 214.0
1400-1500 * * * 203.0 * * * I 203.0 203.0
1500-1600 * * * 223.0 * * * I 223.0 223.0
1600-1700 * * * 249.0 * * * I 249.0 249.0
1700-1800 * * 221.0 247.0 * * * I 234.0 234.0
1800-1900 * * 182.0 176.0 * * * I 179.0 179.0
'00-2000 * * 110.0 123.0 * * * I 116.5 116.5
00-2100 * * 72.0 77.0 * * * I 74.5 74.5
2100-2200 * * 57.0 53.0 * * * I 55.0 55.0
2200-2300 * * 29.0 23.0 * * * I 26.0 26.0
2300-2400 * * 13.0 17.0 * * * I 15.0 15.0
I
Totals I
I
0700-1900 * * * 2776.0 * * * 12760.0 2760.0
0600-2200 3180.0 * 1 3163.0 3163.0
0600-0000 * * * 3220.0 * * * 13204.0 3204.0
0000-0000 3349.0 13333.0 3333.0
1
AM Peak * * * 0700
* * * 360.0
I
PM Peak * * * 1600 * * * I
* * * 249.0 * * * J
* - No data.
VirtWeeklyVehicle-36 Page 1
MetroCount Traffic Executive
Weekly Vehicle Counts (Virtual Week)
lWeeklyVehicle-36 --English (ENS
Datasets:
Site: [117-228] Located on Luzerne Rd 100'west of Maine Ave
Attribute: Luzerne Mixed Use
Direction: 7 - East bound A>B, West bound B>A. Lane: 0
Survey Duration: 14:23 Wednesday, September 06, 2017 => 11:52 Friday, September 08, 2017,
Zone:
File: 117-228 0 2017-09-08 1153.ECO (Plus )
Identifier: FZ12WDHB MC56-1-5 [MC55] (c)Microcom 19Oct04
Algorithm: Factory default axle (v4.08)
Data type: Axle sensors - Paired (Class/Speed/Count)
Profile:
Filter time: 17:00 Wednesday, September 06, 2017=> 10:00 Friday, September 08, 2017 (1.70833)
Included classes: 1, 2, 3, 4, 5, 6, 7, 8, 9, 10, 11, 12, 13
Speed range: 6- 99 mph.
Direction: Westbound , Lane= 0-16
Separation: Headway > 0 sec, Span 0-328.084 ft
Name: Default Profile
Scheme: Vehicle classification (Scheme F3)
Units: Non metric (ft, mi, ft/s, mph, Ib, ton)
In profile: Vehicles = 5611 / 11355 (49.41%)
VirtWeeklyVehicle-36 Page 2
Weekly Vehicle Counts (Virtual Week)
VirtWeeklyVehicle-36
;e: 117-228.0.1 NS
Description: Located on Luzerne Rd 100'west of Maine Ave
Filter time: 17:00 Wednesday, September 06, 2017 => 10:00 Friday, September 08, 2017
Scheme: Vehicle classification (Scheme F3)
Filter: Cls(1-13) Dir(Westbound) Sp(6,99) Headway(>0) Span(0 -328.084) Lane(0-16)
Mon Tue Wed Thu Fri Sat Sun Averages
1 - 5 1 - 7
Hour
0000-0100 * * * 13.0 16.0 * * 14.5 14.5
0100-0200 * * * 9.0 6.0 * * 7.5 7.5
0200-0300 * * * 9.0 4.0 * * 6..5 6.5
0300-0400 * * * 6.0 5.0 * * 5.5 5.5
0400-0500 * * * 6.0 10.0 * * 1 8.0 8.0
0500-0600 25.0 21.0 1 23.0 23.0
0600-0700 70.0 67.0 1 68.5 68.5
0700-0800 * * * 161.0 155.0 * * 1 158.0 158.0
0800-0900 * * * 159.0 136.0 * * 1 147.5 147.5
0900-1000 * * * 154.0 147.0 * * 1 150.5 150.5
1000-1100 * * * 181.0 * * * 1 181.0 181.0
1100-1200 * * * 217.0 * * * 1 217.0 217.0
1200-1300 * * * 263.0 * * * 1 263.0 263.0
1300-1400 * * * 204.0 * * * 1 204.0 204.0
1400-1500 290.0 1 290.0 290.0
1500-1600 391.0 1 391.0 391.0
1600-1700 * * * 450.0 * * * 1 450.0 450.0
1700-1800 * * 393.0 401.0 * * * 1 397.0 397.0
1800-1900 * * 273.0 272.0 * * * 1 272.5 272.5
`00-2000 * * 188.0 234.0 * * * 1 211.0 211.0
00-2100 * * 143.0 155.0 * * * 1 149.0 149.0
2100-2200 * * 99.0 99.0 * * * 1 99.0 99.0
2200-2300 * * 50.0 49.0 * * * 1 49.5 49.5
2300-2400 * * 35.0 45.0 * * * 1 40.0 40.0
I
Totals I
I
0700-1900 * * * 3143.0 * * * 1 3121.5 3121.5
0600-2200 3701.0 1 3649.0 3649.0
0600-0000 * * * 3795.0 * * * 3738.5 3738.5
0000-0000 3863.0 1 3803.5 3803.5
I
AM Peak 1100 1
* * * 217.0 * * * 1
I
PM Peak 1600 1
* * * 450.0
* - No data.
SpeedStat-40 Page 1
MetroCount Traffic Executive
Speed Statistics
reedStat-40--En lish ENU
Datasets:
Site: [117-228] Located on Luzerne Rd 1 00'west of Maine Ave
Attribute: Luzerne Mixed Use
Direction: 7 - East bound A>B, West bound B>A. Lane: 0
Survey Duration: 14:23 Wednesday, September 06, 2017 => 11:52 Friday, September 08, 2017,
Zone:
File: 117-228 0 2017-09-08 1153.EC0 (Plus )
Identifier: FZ12WDHB MC56-1-5 [MC55] (c)Microcom 19Oct04
Algorithm: Factory default axle (v4.08)
Data type: Axle sensors- Paired (Class/Speed/Count)
Profile:
Filter time: 17:00 Wednesday, September 06, 2017=> 10:00 Friday, September 08, 2017 (1.70833)
Included classes: 1, 2, 3, 4, 5, 6, 7, 8, 9, 10, 11, 12, 13
Speed range: 6 - 99 mph.
Direction: North, East, South, West(bound), P = North, Lane = 0-16
Separation: Headway > 0 sec, Span 0- 328.084 ft
Name: Default Profile
Scheme: Vehicle classification (Scheme F3)
Units: Non metric(ft, mi, ft/s, mph, Ib, ton)
In profile: Vehicles= 10743/ 11355 (94.61%)
SpeedStat-40 Page 2
Speed Statistics
SpeedStat-40
:e: 117-228.0.1 NS
description: Located on Luzerne Rd 100'west of Maine Ave
Filter time: 17:00 Wednesday, September 06, 2017 => 10:00 Friday, September 08, 2017
Scheme: Vehicle classification (Scheme F3)
Filter: Cls(1-13) Dir(NESW) Sp(6,99) Headway(>0) Span(0 -328.084) Lane(0-16)
Vehicles=10743
Posted speed limit=37 mph, Exceeding=8350(77.73%), Mean Exceeding=42.80 mph
Maximum=70.9 mph, Minimum=9.7 mph, Mean=40.5 mph
85%Speed=45.79 mph,95%Speed=49.08 mph, Median=40.71 mph
12 mph Pace=35-47, Number in Pace=8309(77.34%)
Variance=34.27,Standard Deviation=5.85 mph
Speed Bins (Partial days)
speed I Bin I Below I Above I Energy 1 vMult I n * vMult
0 - 6 f 0 0.0% 1 0 0.0% 1 10743 100.0% J 0.00 1 0.00 1 0.00
6 - 12 9 0.1% 1 9 0.1% 1 10734 99.90 1 0.00 1 0.00 1 0.00
12 - 19 55 0.5% 1 64 0.6% 1 10679 99.4% 1 0.00 1 0.00 1 0.00
19 - 25 1 109 1.0% 1 173 1.60 1 10570 98.4% 1 0.00 1 0.00 1 0.00
25 - 31 1 411 3.8% 1 584 5.4% 1 10159 94.6% 1 0.00 I 0.00 l 0.00
31 - 37 1 1965 18.3% 1 2549 23.7% J 8194 76.3% 1 0.00 I 0.00 I 0.00
37 _ 43 1 5069 47.2% 1 7618 70.9% J 3125 29.1% 1 0.00 1 0.00 0.00
43 - 50 1 2711 25.2% 1 10329 96.1% 1 414 3.9% 1 0.00 1 0.00 1 0.00
50 - 56 ! 371 3.5% 1 10700 99.6% 1 43 0.4% 1 0.00 1 0.00 1; 0.00
56 - 62 i 38 0.4% '1 10738 100.0% 1 5 0.0% 1 0.00 1 0.00 1 0.00
62 - 68 3 0.0% J 10741 100.0% 1 2 0.0% 1 0.00 1 0.00 1 0.00
68 - 75 2 0.0% '1 10743 100.0% 1' 0 0.0% 1 0.00 I 0.00 1 0.00
75 - 81 0 0.0% 1 10743 100.0% 1 0 0.0% 1 0.00 1 0.00 I 0.00
81 - 87 0 0.0% 1 10743 100.0% 1' 0 0.0% J 0.00 1 0.00 1 0.00
'7 - 93 0 0.0% 1 10743 100.0% 1 0 0.0% 1 0.00 1 0.00 I 0.00
3 - 99 0 0.08 1 10743 100.0% 1 0 0.0% J 0.00 1 0.00 1 0.00
99 - 106 0 0.0% 1 10743 100.0% 1 0 0.0% 1 0.00 1 0.00 I 0.00
106 - 112 0 0.08 1 10743 100.0% 1 0 0.0% J 0.00 I 0.00 1 0.00
112 - 118 i 0 0.0% 1 10743 100.0% 1 0 0.0% 1 0.00 1 0.00 1 0.00
118 - 124 I 0 0.0% 1 10743 100.0% 1 0 0.0% 1 0.00 J 0.00 1 0.00
Total Speed Rating =0.00
Total Moving Energy(Estimated)=0.00
Speed limit fields (Partial days)
I Limit I Below 1. Above
0 1 37 (PSL) 1 2393 22.3% 1 8350 77.7%
SpeedStat-41 Page 1
MetroCount Traffic Executive
Speed Statistics
)eedStat41 -- English (ENU)
Datasets:
Site: [117-228] Located on Luzerne Rd 100'west of Maine Ave
Attribute: Luzerne Mixed Use
Direction: 7 - East bound A>B, West bound B>A. Lane: 0
Survey Duration: 14:23 Wednesday, September 06, 2017 => 11:52 Friday, September 08, 2017,
Zone:
File: 117-228 0 2017-09-08 1153.EC0 (Plus )
Identifier: FZ12WDHB MC56-1-5 [MC55] (c)Microcom 19Oct04
Algorithm: Factory default axle (v4.08)
Data type: Axle sensors- Paired (Class/Speed/Count)
Profile:
Filter time: 17:00 Wednesday, September 06, 2017=> 10:00 Friday, September 08, 2017 (1.70833)
Included classes: 1, 2, 3, 4, 5, 6, 7, 8, 9, 10, 11, 12, 13
Speed range: 6-99 mph.
Direction: Eastbound , Lane = 0-16
Separation: Headway > 0 sec, Span 0 -328.084 ft
Name: Default Profile
Scheme: Vehicle classification (Scheme F3)
Units: Non metric (ft, mi, ft/s, mph, Ib, ton)
In profile: Vehicles = 5132/ 11355 (45.20%)
Speed Stat-41 Page 2
Speed Statistics
SpeedStat-41
Ae: 117-228.0.1 NS
description: Located on Luzerne Rd 100'west of Maine Ave
Filter time: 17:00 Wednesday, September 06, 2017 => 10:00 Friday, September 08, 2017
Scheme: Vehicle classification (Scheme F3)
Filter: Cls(1-13) Dir(Eastbound) Sp(6,99) Headway(>0) Span(0 -328.084) Lane(0-16)
Vehicles=5132
Posted speed limit=37 mph, Exceeding=3560(69.37%),Mean Exceeding=41.41 mph
Maximum=59.2 mph, Minimum= 10.9 mph, Mean=38.7 mph
85%Speed=43.40 mph,95%Speed=45.90 mph, Median=39.31 mph
12 mph Pace=33-46, Number in Pace=4172(81.29%)
Variance=28.94,Standard Deviation=5.38 mph
Speed Bins (Partial days)
Speed I airs I selow I Above Energy I vMult I n * vMult
0 - 6 1 0 0.0% 1 0 0.0% j 5132 100.00 [ 0.00 1 0.00 1 0.00
6 - 12 1 3 0.1% I 3 0.1% 1 5129 99.9% J 0.00 1 0.00 1 0.00
12 - 19 1 38 0.7% I 41 0.8% I 5091 99.2% 1. 0.00 1 0.00 1 0.00
19 - 25 1 66 1.3% I 107 2.1% I 5025 97.9% [ 0.00 ,J 0.00 I 0.00
25 - 31 [ 292 5.7% J 399 7.8% I 4733 92.2% 1; 0.00 1 0.00 I 0.00
31 - 37 I 1269 24.7% 1 1668 32.5% I 3464 67.5% 0.00 1 0.00 1 0.00
37 - 43 I 2676 52.1°% 1 4344 84.6% I 788 15.4% I 0.00 1 0.00 1 0.00
43 - 50 1 746 14.5% f 5090 99.2% I 42 0.8% 1 0.00 1 0.00 1 0.00
50 - 56 1 40 0.8% I 5130 100.0% I 2 0.0% 1 0.00 1 0.00 1 0.00
56 - 62 1 2 0.0% j 5132 100.0% I 0 0.0% 1 0.00 1 0.00 1 0.00
62 - 68 1 0 0.0% ( 5132 100.0% I 0 0.0% 1 0.00 1 0.00 1 0.00
68 - 75 0 0.0% j 5132 100.0% 1 0 0.0% 1 0.00 1 0.00 1 0.00
75 - 81 1 0 0.0% 1 5132 100.0% 1 0 0.0% 1 0.00 1 0.00 1 0.00
81 - 87 0 0.0% 1 5132 100.0% 1 0 0.0% 1 0.00 1 0.00 1 0.00
47 - 93 1 0 0.0% 1 5132 100.0% 1 0 0.0% 1 0.00 I 0.00 0.00
3 - 99 1 0 0.0% 1 5132 100.0% 1 0 0.0% 1 0.00 I 0.00 0.00
99 - 106 1 0 0.0% 1 5132 100.0% 1 0 0.0% 1 0.00 1 0.00 1 0.00
106 - 112 1 0 0.0% 1 5132 100.0% 1 0 0.0% I 0.00 J 0.00 0.00
112 - 118 1 0 0.0% 1. 5132 100.0% 1 0 0.0% 0.00 I 0.00 I 0.00
118 - 124 1 0 0.0% I 5132 100.0% 1 0 0.0% 1' 0.00 J 0.00 I 0.00
Total Speed Rating=0.00
Total Moving Energy(Estimated)=0.00
Speed limit fields (Partial days)
Limit I Below I Above
0 1 37 (PSL) 1 1572 30.6% 1 3560 69.4%
SpeedStat-42 Page 1
MetroCount Traffic Executive
Speed Statistics
,)eedStat-42--English (ENU)
Datasets:
Site: [117-228] Located on Luzerne Rd 100'west of Maine Ave
Attribute: Luzerne Mixed Use
Direction: 7- East bound A>B, West bound B>A. Lane: 0
Survey Duration: 14:23 Wednesday, September 06, 2017 => 11:52 Friday, September 08, 2017,
Zone:
File: 117-228 0 2017-09-08 1153.EC0 (Plus )
Identifier: FZ12WDHB MC56-1-5 [MC55] (c)Microcom 19Oct04
Algorithm: Factory default axle (v4.08)
Data type: Axle sensors- Paired (Class/Speed/Count)
Profile:
Filter time: 17:00 Wednesday, September 06, 2017 => 10:00 Friday, September 08, 2017 (1.70833)
Included classes: 1, 2, 3, 4, 5, 6, 7, 8, 9, 10, 11, 12, 13
Speed range: 6- 99 mph.
Direction: Westbound , Lane = 0-16
Separation: Headway> 0 sec, Span 0 -328.084 ft
Name: Default Profile
Scheme: Vehicle classification (Scheme F3)
Units: Non metric (ft, mi, ft/s, mph, Ib, ton)
In profile: Vehicles = 5611 / 11355 (49.41%)
SpeedStat-42 Page 2
Speed Statistics
SpeedStat-42
te: 117-228.0.1 NS
Liescription: Located on Luzerne Rd 100'west of Maine Ave
Filter time: 17:00 Wednesday, September 06, 2017=> 10:00 Friday, September 08, 2017
Scheme: Vehicle classification (Scheme F3)
Filter: Cls(1-13) Dir(Westbound) Sp(6,99) Headway(>0) Span(0 - 328.084) Lane(0-16)
Vehicles=5611
Posted speed limit=37 mph, Exceeding=4790(85.37%),Mean Exceeding=43.82 mph
Maximum=70.9 mph, Minimum=9.7 mph, Mean=42.2 mph
85%Speed=47.22 mph, 95%Speed=50.38 mph, Median=42.28 mph
12 mph Pace=37-49, Number in Pace=4374(77.95%)
Variance=33.34,Standard Deviation=5.77 mph
Speed Bins (Partial days)
Speed I Bin I Below I Above I Energy I vMult I n * vMult
0 - 6 1 0 0.0% I 0 0.0% 1 5611 100.0% 1 0.00 1 0.00 1 0.00
6 - 12 1 6 0.1% 1 6 0.1% 1 5605 99.9% 1 0.00 1 0.00 1 0.00
12 - 19 1 17 0.3% 1 23 0.4% ] 5588 99.6% 1 0.00 1. 0.00 ] 0.00
19 - 25 43 0.8% 1 66 1.2% 1 5545 98.8% 1 0.00 1 0.00 1 0.00
25 - 31 1 119 2.1% 1 185 3.3% ] 5426 96.7% 1 0.00 1 0.00 1 0.00
31 - 37 1 696 12.4% 1 881 15.7% ] 4730 84.3% 1 0.00 1 0.00 1 0.00
37 - 43 2393 42.6% 1 3274 58.3% ] 2337 41.7% 1 0.00 1 0.00 ] 0.00
43 50 1965 35.0% 1 5239 93.4% ] 372 6.6% 1 0.00 1 0.00 1 0.00
50 - 56 331 5.9% 1 5570 99.3% ] 41 0.7% { 0.00 1 0.00 ] 0.00
56 :- 62 1 36 0.6% 1 5606 99.9% ] 5 0.1% I 0.00 { 0.00 ] 0.00
62 - 68 1 3 0.1% 1 5609 100.0% 1 2 0.0% [ 0.00 1. 0.00 ] 0.00
68 - 75 2 0.0% 1 5611 100.0% 1 0 0.0% [ 0.00 1 0.00 I 0.00
75 - 81 0 0.0% 1 5611 100.0% 1 0 0.0% [ 0.00 1 0.00 1 0.00
81 - 87 0 0.0% 1 5611 100.0% 1 0 040% i 0.00 0.00 I 0.00
'17 - 93 I 0 0.0% 1 5611 100.0% 1 0 0..0% [ 0.00 1 0.00 I 0.00
3 - 99 1 0 0.0% 1 5611 100.0% 1 0 0.0% I 0.00 1 0.00 I 0.00
99 - 106 0 0.0% 1 5611 100.0% 1 0 0.0% [ 0.00 1 0.00 I 0.00
106 - 112 I 0 0.0% 1 5611 100.0% 1 0 Oto% [ 0.00 1 0.00 I 0.00
112 118 1 0 0.0% 1 5611 100.0% 1 0 0:.0% [ 0.00 1 0.00 I 0.00
118 124 0 0.0% 1 5611 100.0% 1 0 0.:0% i 0.00 1 0.00 I 0.00
Total Speed Rating=0.00
Total Moving Energy(Estimated)=0.00
Speed limit fields (Partial days)
I Limit I Below I Above
0 1 37 (PSL) 1 821 14.6% 1 4790 85.4%
Attachmnt C
Exit 18 Rezone Study Improvements
Luzerne Road Mixed Use
Town of Queensbury, New York
Big Boom Road/Media Drive/Main Street Intersection Improvements
Full Build-Out Trip Generation Scenario:
Big Boom Road northbound approach:
• Provide two left-turn lanes
• Provide a separate right-turn lane +
• Maintain a single through lane y#`
Media Drive southbound approach:
• Provide a median to align lanes with
northbound approach
• Provide a separate right-turn lane
• Maintain a single through lane f +4;`.'Z.-
Main Street westbound approach:
• Provide an additional westbound travel lane
• Extend length of the left-turn lane %w =-
I
The traffic signal equipment at this intersection will
also need to be replaced to accommodate these
geometric changes and the attendant changes to
signal phasing. Other ancillary improvements will -.-,
also be needed to relocate existing sidewalks,
drainage and other roadway features to >
accommodate the widening needed for these
roadway improvements.
f
Reduced Trip Generation Scenario:
Big Boom Road northbound approach: -
• Provide a separate left-turn lane
Media Drive southbound approach: +
• Convert the lane designations
o from separate left-turn lane and shared
through/right-turn lane r 5
o to shared left-turn/through lane and
separate right-turn lane
Main Street eastbound and westbound approaches: -
• No changes from existing
�I
"}Ir -
Attachmnt D
Level of Service Analysis
Luzerne Road Mixed Use
Town of Queensbury, New York
LOS Definitions
The following is an excerpt from the 2000 Highway Capacity Manual (HCM).
Level of Service for Signalized Intersections
Level of service for a signalized intersection is defined in terms of control delay, which is a
measure of driver discomfort, frustration, fuel consumption, and increased travel time. The
delay experienced by a motorist is made up of a number of factors that relate to control,
geometrics, traffic, and incidents. Total delay is the difference between the travel time actually
experienced and the reference travel time that would result during base conditions: in the
absence of traffic control, geometric delay, any incidents, and any other vehicles. Specifically,
LOS criteria for traffic signals are stated in terms of the average control delay per vehicle,
typically for a 15-minute analysis period. Delay is a complex measure and depends on a
number of variables, including the quality of progression, the cycle length, the green ratio, and
the v/c ratio for the lane group. Levels of service are defined to represent reasonable ranges in
control delay.
LOS A describes operations with low control delay, up to 10 s/veh. This LOS occurs
when progression is extremely favorable and most vehicles arrive during the green
phase. Many vehicles do not stop at all. Short cycle lengths may tend to contribute to
low delay.
LOS B describes operations with control delay greater than 10 and up to 20 s/veh. This
level generally occurs with good progression, short cycle lengths, or both. More vehicles
stop than with LOS A, causing higher levels of delay.
LOS C describes operations with control delay greater than 20 and up to 35 s/veh.
These higher delays may result from only fair progression, longer cycle lengths, or both.
Individual cycle failures may begin to appear at this level. Cycle failure occurs when a
given green phase does not serve queued vehicles, and overflows occur. The number
of vehicles stopping is significant at this level, though many still pass through the
intersection without stopping.
LOS D describes operations with control delay greater than 35 and up to 55 s/veh. At
LOS D, the influence of congestion becomes more noticeable. Longer delays may result
from some combination of unfavorable progression, long cycle lengths, and high v/c
ratios. Many vehicles stop, and the proportion of vehicles not stopping declines.
Individual cycle failures are noticeable.
LOS E describes operations with control delay greater than 55 and up to 80 s/veh.
These high delay values generally indicate poor progression, long cycle lengths, and
high v/c ratios. Individual cycle failures are frequent.
LOS F describes operations with control delay in excess of 80 s/veh. This level,
considered unacceptable to most drivers, often occurs with oversaturation, that is, when
arrival flow rates exceed the capacity of lane groups. It may also occur at high v/c ratios
with many individual cycle failures. Poor progression and long cycle lengths may also
be contribute significantly to high delay levels.
Level of Service Criteria for Unsignalized Intersections
Four measures are used to describe the performance of two-way stop controlled intersections:
control delay, delay to major street through vehicles, queue length, and v/c ratio. The primary
measure that is used to provide an estimate of LOS is control delay. This measure can be
estimated for any movement on the minor (i.e., stop-controlled) street. By summing delay
estimates for individual movements, a delay estimate for each minor street movement and
minor street approach can be achieved. The level of service criteria is given in Exhibit 17-2/22.
For all-way stop controlled (AWSC) intersections, the average control delay (in seconds per
vehicle) is used as the primary measure of performance. Control delay is the increased time of
travel for a vehicle approaching and passing through an AWSC intersection, compared with a
free-flow vehicle if it were not required to slow or stop at the intersection.
Exhibit 17-2/22: Level-of-Service Criteria for Stop Controlled Intersections
Level of Service Control Delay (sec/veh)
A < 10.0
B >10.Oand < 15.0
C >15.0 and < 25.0
D >25.0 and < 35.0
E >35.0 and < 50.0
F >50.0
HCM Signalized Intersection Capacity Analysis 1 Big Boom Road/Media Drive & Main Street
Luzerne Road Mixed-Use, 117-228 2016 Exisitng_AM Peak
Movement EEL EBT EBR N,°!BL ;A+BT '.';EF. SBL NET NBF SE-L S°T SLUR
Lane Configurations +T 1� 4# T,
Traffic Volume(vph) 160 905 15 15 600 15 30 5 20 15 5 170
Future Volume(vph) 160 905 15 15 600 15 30 5 20 15 5 170
Ideal Flow(vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Lane Width 11 12 12 12 12 8 8 12 8 12 12 8
Total Lost time(s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0
Lane Util. Factor 1.00 0.95 1.00 1.00 1.00 1.00 1.00
Frt 1.00 1.00 1.00 1.00 0.95 1.00 0.85
Flt Protected 0.95 1.00 0.95 1.00 0.97 0.95 1.00
Satd. Flow(prot) 1678 3490 1612 1772 1484 1805 1578
Flt Permitted 0.21 1.00 0.22 1.00 0.43 0.78 1.00
Satd. Flow(perm) 362 3490 374 1772 652 1486 1578
Peak-hour factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90
Adj.Flow(vph) 178 1006 17 17 667 17 33 6 22 17 6 189
RTOR Reduction(vph) 0 1 0 0 1 0 0 18 0 0 155 0
Lane Group Flow(vph) 178 1022 0 17 683 0 0 43 0 17 40 0
Heavv Vehicles N 4% 3% 14% 12% 7% 0% 25% 0% 14% 0% 0% 3%
Turn Type pm+pt NA pm+pt NA Perm NA pm+pt NA
Protected Phases 6 1 2 5 3 4 7
Permitted Phases 1 5 3 7
Actuated Green, G(s) 63.8 56.6 45.2 43.0 9.6 16.0 16.0
Effective Green,g(s) 63.8 56.6 45.2 43.0 9.6 16.0 16.0
Actuated g/C Ratio 0.71 0.63 0.50 0.48 0.11 0.18 0.18
Clearance Time(s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0
Vehicle Extension (s) 2.0 5.0 2.0 5.0 2.0 2.0 2.0
Lane Grp Cap(vph) 488 2199 218 848 69 269 281
v/s Ratio Prot c0.06 c0.29 0.00 c0.39 0.00 c0.03
v/s Ratio Perm 0.19 0.04 c0.07 0.01
v/c Ratio 0.36 0.46 0.08 0.81 0.63 0.06 0.14
Uniform Delay,d1 18.3 8.7 16.7 19.9 38.4 31.5 31.1
Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Incremental Delay,d2 0.2 0.3 0.1 6.4 12.0 0.0 0.1
Delay(s) 18.5 9.0 16.8 26.3 50.4 31.6 31.2
Level of Service B A B C D C C
Approach Delay(s) 10.4 26.0 50.4 31.2
Approach LOS B C D C
INEENERMF
HCM 2000 Control Delay 18.6 HCM 2000 Level of Service B
HCM 2000 Volume to Capacity ratio 0.69
Actuated Cycle Length(s) 89.8 Sum of lost time(s) 20.0
Intersection Capacity Utilization 72.1% ICU Level of Service C
Analysis Period(min) 15
c Critical Lane Group
Creighton Manning Engineering, LLP Synchro 8 Report
EXam.syn Page 1
HCM Signalized Intersection Capacity Analysis 1: Big Boom Road/Media Drive & Main Street
Luzerne Road Mixed-Use. 117-228 2020 No-Build AM Peak
.'A __. --j" t /0� �► l -V
Movem_!w. rL EBT EER '.1,EL ABT Y:iDR NBL NBT NSR 35L SBT SBR
Lane Configurations
Traffic Volume(vph) 168 1003 36 20 681 16 46 6 23 16 6 181
Future Volume(vph) 168 1003 36 20 681 16 46 6 23 16 6 181
Ideal Flow(vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Lane Width 11 12 12 12 12 8 8 12 8 12 12 8
Total Lost time(s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0
Lane Util. Factor 1.00 0.95 1.00 1.00 1.00 1.00 1.00
Frt 1.00 0.99 1.00 1.00 0.96 1.00 0.86
Flt Protected 0.95 1.00 0.95 1.00 0.97 0.95 1.00
Satd. Flow(prot) 1678 3474 1612 1772 1478 1805 1579
Flt Permitted 0.16 1.00 0.18 1.00 0.37 0.72 1.00
Satd. Flow(perm) 289 3474 298 1772 566 1364 1579
Peak-hour factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90
Adj. Flow(vph) 187 1114 40 22 757 18 51 7 26 18 7 201
RTOR Reduction (vph) 0 1 0 0 0 0 0 14 0 0 164 0
Lane Group Flow(vph) 187 1153 0 22 775 0 0 70 0 18 44 0
Heavv Vehicles N 4% 3% 14% 12% 7% 0% 25% 0% 14% 0% 0% 3%
Turn Type pm+pt NA pm+pt NA Perm NA pm+pt NA
Protected Phases 6 1 2 5 3 4 7
Permitted Phases 1 5 3 7
Actuated Green, G(s) 70.9 60.9 56.1 51.1 11.9 18.4 18.4
Effective Green,g(s) 70.9 60.9 56.1 51.1 11.9 18.4 18.4
Actuated g/C Ratio 0.71 0.61 0.56 0.51 0.12 0.19 0.19
Clearance Time(s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0
Vehicle Extension(s) 2.0 5.0 2.0 5.0 2.0 2.0 2.0
Lane Grp Cap(vph) 413 2130 234 911 67 259 292
v/s Ratio Prot c0.07 c0.33 0.00 c0.44 0.00 c0.03
v/s Ratio Perm 0.26 0.05 c0.12 0.01
v/c Ratio 0.45 0.54 0.09 0.85 1.04 0.07 0.15
Uniform Delay,d1 25.2 11.1 17.7 20.8 43.7 36.0 33.9
Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Incremental Delay,d2 0.3 0.5 0.1 8.4 122.5 0.0 0.1
Delay(s) 25.5 11.6 17.8 29.2 166.2 36.0 34.0
Level of Service C B B C F D C
Approach Delay(s) 13.5 28.9 166.2 34.2
Approach LOS B C F C
Intersection Summary _
HCM 2000 Control Delay 25.7 HCM 2000 Level of Service C
HCM 2000 Volume to Capacity ratio 0.80
Actuated Cycle Length(s) 99.3 Sum of lost time(s) 20.0
Intersection Capacity Utilization 78.6% ICU Level of Service D
Analysis Period(min) 15
c Critical Lane Group
Creighton Manning Engineering, LLP Synchro 8 Report
BUam.syn Page 1
HCM Signalized Intersection Capacity Analysis 1: Big Boom Road/Media Drive & Main Street
Luzerne Road Mixed-Use, 117-228 2020 Build_AM Peak
F01even'ient EBL EBT EBR. EL 1','ET 0lE.R NK N 5 „BR SEL SPT LSR
Lane Configurations VIi 0 1* 41 14
Traffic Volume(vph) 184 1003 36 20 681 16 46 6 23 16 6 183
Future Volume(vph) 184 1003 36 20 681 16 46 6 23 16 6 183
Ideal Flow(vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Lane Width 11 12 12 12 12 8 8 12 8 12 12 8
Total Lost time(s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0
Lane Util. Factor 1.00 0.95 1.00 1.00 1.00 1.00 1.00
Frt 1.00 0.99 1.00 1.00 0.96 1.00 0.85
Flt Protected 0.95 1.00 0.95 1.00 0.97 0.95 1.00
Satd. Flow(prot) 1678 3474 1612 1772 1478 1805 1579
Flt Permitted 0.16 1.00 0.17 1.00 0.36 0.72 1.00
Satd. Flow(perm) 277 3474 296 1772 548 1362 1579
Peak-hour factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90
Adj. Flow(vph) 204 1114 40 22 757 18 51 7 26 18 7 203
RTOR Reduction(vph) 0 1 0 0 0 0 0 14 0 0 165 0
Lane Group Flow(vph) 204 1153 0 22 775 0 0 70 0 18 45 0
Heavy Vehicles % 4% 3% 14% 12% 7% 0% 25% 0% 14% 0% 0% 3%
Turn Type pm+pt NA pm+pt NA Perm NA pm+pt NA
Protected Phases 6 1 2 5 3 4 7
Permitted Phases 1 5 3 7
Actuated Green, G(s) 71.8 61.6 56.2 51.0 12.0 18.6 18.6
Effective Green,g(s) 71.8 61.6 56.2 51.0 12.0 18.6 18.6
Actuated g/C Ratio 0.72 0.61 0.56 0.51 0.12 0.19 0.19
Clearance Time(s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0
Vehicle Extension(s) 2.0 5.0 2.0 5.0 2.0 2.0 2.0
Lane Grp Cap(vph) 418 2131 233 900 65 259 292
v/s Ratio Prot c0.08 c0.33 0.00 c0.44 0.00 c0.03
v/s Ratio Perm 0.27 0.05 c0.13 0.01
v/c Ratio 0.49 0.54 0.09 0.86 1.08 0.07 0.15
Uniform Delay,d1 25.8 11.2 18.3 21.6 44.2 36.4 34.3
Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Incremental Delay,d2 0.3 0.5 0.1 9.2 134.0 0.0 0.1
Delay(s) 26.2 11.7 18.3 30.8 178.2 36.5 34.4
Level of Service C B B C F D C
Approach Delay(s) 13.9 30.4 178.2 34.5
Approach LOS B C F C
Intwsection Svrnmary
HCM 2000 Control Delay 26.7 HCM 2000 Level of Service C
HCM 2000 Volume to Capacity ratio 0.81
Actuated Cycle Length(s) 100.4 Sum of lost time(s) 20.0
Intersection Capacity Utilization 79.6% ICU Level of Service D
Analysis Period(min) 15
c Critical Lane Group
Creighton Manning Engineering, LLP Synchro 8 Report
MU-BUam.syn Page 1
HCM Signalized Intersection Capacity Analysis 1 : Big Boom Road/Media Drive & Main Street
Luzerne Road Mixed-Use. 117-228 2016 Exisitng(timing imp)-AM Peak
Movei7'11_�11i EEL EET EBR s YK '',+ET ',VER NEL QET N-DR C•gL SK SBR
Lane Configurations tT+ I il� 4 1a
Traffic Volume(vph) 160 905 15 15 600 15 30 5 20 15 5 170
Future Volume(vph) 160 905 15 15 600 15 30 5 20 15 5 170
Ideal Flow(vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Lane Width 11 12 12 12 12 8 8 12 8 12 12 8
Total Lost time(s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0
Lane Util. Factor 1.00 0.95 1.00 1.00 1.00 1.00 1.00
Frt 1.00 1.00 1.00 1.00 0.95 1.00 0.85
Flt Protected 0.95 1.00 0.95 1.00 0.97 0.95 1.00
Satd. Flow(prot) 1678 3490 1612 1772 1484 1805 1578
Flt Permitted 0.22 1.00 0.22 1.00 0.73 0.66 1.00
Satd. Flow(perm) 390 3490 377 1772 1110 1262 1578
Peak-hour factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90
Adj. Flow(vph) 178 1006 17 17 667 17 33 6 22 17 6 189
RTOR Reduction(vph) 0 0 0 0 0 0 0 19 0 0 155 0
Lane Group Flow(vph) 178 1023 0 17 684 0 0 42 0 17 40 0
Heavv Vehicles % 4% 3% 14% 12% 7% 0% 25% 0% 14% 0% 0% 3%
Turn Type pm+pt NA pm+pt NA Perm NA pm+pt NA
Protected Phases 6 1 2 5 3 4 7
Permitted Phases 1 5 3 7
Actuated Green, G(s) 66.4 58.7 49.2 46.5 9.5 16.5 16.5
Effective Green,g(s) 66.4 58.7 49.2 46.5 9.5 16.5 16.5
Actuated g/C Ratio 0.71 0.63 0.53 0.50 0.10 0.18 0.18
Clearance Time(s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0
Vehicle Extensions 2.0 5.0 2.0 5.0 2.0 2.0 2.0
Lane Grp Cap(vph) 485 2205 235 886 113 235 280
v/s Ratio Prot c0.06 c0.29 0.00 c0.39 0.00 c0.03
v/s Ratio Perm 0.20 0.04 c0.04 0.01
v/c Ratio 0.37 0.46 0.07 0.77 0.37 0.07 0.14
Uniform Delay,d1 17.9 8.9 15.9 18.9 38.9 31.9 32.2
Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Incremental Delay,d2 0.2 0.3 0.0 4.9 0.8 0.0 0.1
Delay(s) 18.0 9.2 15.9 23.8 39.7 32.0 32.3
Level of Service B A B C D C C
Approach Delay(s) 10.5 23.6 39.7 32.3
Approach LOS B C D C
intefsectbr Sumrnaw
HCM 2000 Control Delay 17.7 HCM 2000 Level of Service B
HCM 2000 Volume to Capacity ratio 0.64
Actuated Cycle Length(s) 92.9 Sum of lost time(s) 20.0
Intersection Capacity Utilization 72.1% ICU Level of Service C
Analysis Period(min) 15
c Critical Lane Group
Creighton Manning Engineering, LLP Synchro 8 Report
EXami.syn Page 1
HCM Signalized Intersection Capacity Analysis 1: Big Boom Road/Media Drive & Main Street
Luzerne Road Mixed-Use. 117-228 2020 No-Build(timing imp)-AM Peak
Movement EBL EBT EBR WBL VVBT WBR NBL NBT NBR S8L SBT SBR
Lane Configurations +I. 1a 4 1a
Traffic Volume(vph) 168 1003 36 20 681 16 46 6 23 16 6 181
Future Volume(vph) 168 1003 36 20 681 16 46 6 23 16 6 181
Ideal Flow(vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Lane Width 11 12 12 12 12 8 8 12 8 12 12 8
Total Lost time(s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0
Lane Util. Factor 1.00 0.95 1.00 1.00 1.00 1.00 1.00
Frt 1.00 0.99 1.00 1.00 0.96 1.00 0.86
Flt Protected 0.95 1.00 0.95 1.00 0.97 0.95 1.00
Satd. Flow(prot) 1678 3474 1612 1772 1478 1805 1579
Flt Permitted 0.15 1.00 0.17 1.00 0.70 0.66 1.00
Satd. Flow(perm) 265 3474 287 1772 1063 1260 1579
Peak-hour factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90
Adj. Flow(vph) 187 1114 40 22 757 18 51 7 26 18 7 201
RTOR Reduction(vph) 0 1 0 0 1 0 0 15 0 0 162 0
Lane Group Flow(vph) 187 1153 0 22 774 0 0 69 0 18 46 0
Heavv Vehicles N 4% 3% 14% 12% 7% 0% 25% 0% 14% 0% 0% 3%
Turn Type pm+pt NA pm+pt NA Perm NA pm+pt NA
Protected Phases 6 1 2 5 3 4 7
Permitted Phases 1 5 3 7
Actuated Green, G(s) 65.8 55.5 51.8 46.5 11.0 18.0 18.0
Effective Green,g(s) 65.8 55.5 51.8 46.5 11.0 18.0 18.0
Actuated g/C Ratio 0.70 0.59 0.55 0.50 0.12 0.19 0.19
Clearance Time(s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0
Vehicle Extension(s) 2.0 5.0 2.0 5.0 2.0 2.0 2.0
Lane Grp Cap(vph) 401 2055 233 878 124 253 303
v/s Ratio Prot c0.07 c0.33 0.01 c0.44 0.00 c0.03
v/s Ratio Perm 0.26 0.05 c0.06 0.01
v/c Ratio 0.47 0.56 0.09 0.88 0.56 0.07 0.15
Uniform Delay,d1 25.0 11.7 18.0 21.2 39.1 31.3 31.5
Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Incremental Delay,d2 0.3 0.6 0.1 11.1 3.0 0.0 0.1
Delay(s) 25.4 12.3 18.0 32.3 42.1 31.3 31.6
Level of Service C B B C D C C
Approach Delay(s) 14.1 31.9 42.1 31.6
Approach LOS B C D C
Inicirsf:cfinn Siin riwy
HCM 2000 Control Delay 22.5 HCM 2000 Level of Service C
HCM 2000 Volume to Capacity ratio 0.75
Actuated Cycle Length (s) 93.8 Sum of lost time(s) 20.0
Intersection Capacity Utilization 78.6% ICU Level of Service D
Analysis Period(min) 15
c Critical Lane Group
Creighton Manning Engineering, LLP Synchro 8 Report
BUami.syn Page 1
HCM Signalized Intersection Capacity Analysis 1: Big Boom Road/Media Drive & Main Street
Luzerne Road Mixed-Use, 117-228 2020 Build(timing imp)-AM Peak
-'* 4, 4-- h t ti 1
;: Jram_nf EBL EET EER 'r;EL �%JBT Y;BIN51. NIBT N 3 R SEL SST SBR
Lane Configurations ti, 1� 4 T*
Traffic Volume(vph) 184 1003 36 20 681 16 46 6 23 16 6 183
Future Volume(vph) 184 1003 36 20 681 16 46 6 23 16 6 183
Ideal Flow(vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Lane Width 11 12 12 12 12 8 8 12 8 12 12 8
Total Lost time(s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0
Lane Util, Factor 1.00 0.95 1.00 1.00 1.00 1.00 1.00
Frt 1.00 0.99 1.00 1.00 0.96 1.00 0.85
Flt Protected 0.95 1.00 0.95 1.00 0.97 0.95 1.00
Satd. Flow(prot) 1678 3474 1612 1772 1478 1805 1579
Flt Permitted 0.14 1.00 0.17 1.00 0.70 0.66 1.00
Satd. Flow(perm) 256 3474 286 1772 1062 1259 1579
Peak-hour factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90
Adj. Flow(vph) 204 1114 40 22 757 18 51 7 26 18 7 203
RTOR Reduction (vph) 0 1 0 0 1 0 0 15 0 0 164 0
Lane Group Flow(vph) 204 1153 0 22 774 0 0 69 0 18 46 0
Heavy Vehicles %) 4% 3% 14% 12% 7% 0% 25% 0% 14% 0% 0% 3%
Turn Type pm+pt NA pm+pt NA Perm NA pm+pt NA
Protected Phases 6 1 2 5 3 4 7
Permitted Phases 1 5 3 7
Actuated Green, G(s) 66.7 56.1 52.1 46.5 11.0 18.0 18.0
Effective Green,g(s) 66.7 56.1 52.1 46.5 11.0 18.0 18.0
Actuated g/C Ratio 0.70 0.59 0.55 0.49 0.12 0.19 0.19
Clearance Time(s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0
Vehicle Extension(s) 2.0 5.0 2.0 5.0 2.0 2.0 2.0
Lane Grp Cap(vph) 408 2057 235 870 123 250 300
v/s Ratio Prot c0.08 c0.33 0.01 c0.44 0.00 c0.03
v/s Ratio Perm 0.27 0.05 c0.06 0.01
v/c Ratio 0.50 0.56 0.09 0.89 0.56 0.07 0.15
Uniform Delay,d1 25.2 11.8 18.3 21.8 39.6 31.7 32.0
Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Incremental Delay,d2 0.4 0.6 0.1 12.0 3.5 0.0 0.1
Delay(s) 25.6 12.4 18.3 33.8 43.0 31.8 32.1
Level of Service C B B C D C C
Approach Delay(s) 14.3 33.4 43.0 32.0
Approach LOS B C D C
Intersecfion Summary
HCM 2000 Control Delay 23.1 HCM 2000 Level of Service C
HCM 2000 Volume to Capacity ratio 0.75
Actuated Cycle Length(s) 94.7 Sum of lost time(s) 20.0
Intersection Capacity Utilization 79.6% ICU Level of Service D
Analysis Period(min) 15
c Critical Lane Group
Creighton Manning Engineering, LLP Synchro 8 Report
MU-BUami.syn Page 1
HCM Signalized Intersection Capacity Analysis 1: Big Boom Road/Media Drive & Main Street
Luzerne Road Mixed-Use, 117-228 2016 Exisitng_PM Peak
'# z t 14. 1 W
1do-ameni. E L EE T EPR V;F'L V.15T ABR NE' NBT ER SBw S5T SES.
Lane Configurations
Traffic Volume(vph) 125 860 10 25 680 10 45 5 30 15 10 220
Future Volume(vph) 125 860 10 25 680 10 45 5 30 15 10 220
Ideal Flow(vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Lane Width 11 12 12 12 12 8 8 12 8 12 12 8
Total Lost time(s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0
Lane Util, Factor 1.00 0.95 1.00 1.00 1.00 1.00 1.00
Frt 1.00 1.00 1.00 1.00 0.95 1.00 0.86
Flt Protected 0.95 1.00 0.95 1.00 0.97 0.95 1.00
Satd. Flow(prot) 1728 3488 1671 1824 1583 1805 1592
Flt Permitted 0.20 1.00 0.25 1.00 0.29 0.72 1.00
Satd. Flow(perm) 359 3488 442 1824 470 1377 1592
Peak-hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95
Adj. Flow(vph) 132 905 11 26 716 11 47 5 32 16 11 232
RTOR Reduction (vph) 0 0 0 0 0 0 0 19 0 0 187 0
Lane Group Flow(vph) 132 916 0 26 727 0 0 65 0 16 56 0
Heavy Vehicles(%) 1% 3% 30% 8% 4% 0% 15% 20% 3% 0% 8% 2%
Turn Type pm+pt NA pm+pt NA Perm NA pm+pt NA
Protected Phases 6 1 2 5 3 4 7
Permitted Phases 1 5 3 7
Actuated Green, G(s) 64.1 53.4 52.5 46.8 11.2 17.7 17.7
Effective Green,g(s) 64.1 53.4 52.5 46.8 11.2 17.7 17.7
Actuated g/C Ratio 0.70 0.58 0.57 0.51 0.12 0.19 0.19
Clearance Time(s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0
Vehicle Extension(s) 2.0 5.0 2.0 5.0 2.0 2.0 2.0
Lane Grp Cap(vph) 434 2028 329 929 57 272 306
v/s Ratio Prot c0.04 c0.26 0.00 c0.40 0.00 c0.04
v/s Ratio Perm 0.17 0.04 c0.14 0.01
v/c Ratio 0.30 0.45 0.08 0.78 1.13 0.06 0.18
Uniform Delay,d1 18.9 10.9 13.4 18.3 40.3 32.4 31.0
Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Incremental Delay,d2 0.1 0.3 0.0 5.0 160.9 0.0 0.1
Delay(s) 19.1 11.2 13.4 23.4 201.2 32.5 31.1
Level of Service B B B C F C C
Approach Delay(s) 12.2 23.0 201.2 31.2
Approach LOS B C F C
rt�e�se on' trrrimary
HCM 2000 Control Delay 25.7 HCM 2000 Level of Service C
HCM 2000 Volume to Capacity ratio 0.76
Actuated Cycle Length(s) 91.8 Sum of lost time(s) 20.0
Intersection Capacity Utilization 78.7% ICU Level of Service D
Analysis Period(min) 15
c Critical Lane Group
Creighton Manning Engineering, LLP Synchro 8 Report
EXpm.syn Page 1
HCM Signalized Intersection Capacity Analysis 1: Big Boom Road/Media Drive & Main Street
Luzerne Road Mixed-Use. 117-228 2020 No-Build PM Peak
z 'e, I t ti l 4/
Mover-nent EEL EE" EBR �P!RL UBT i'VE^ NBL NaT N 5 R SBL SBT SBR
Lane Configurations f t� 41� I 1a
Traffic Volume(vph) 133 961 30 30 773 11 65 6 36 16 12 232
Future Volume(vph) 133 961 30 30 773 11 65 6 36 16 12 232
Ideal Flow(vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Lane Width 11 12 12 12 12 8 8 12 8 12 12 8
Total Lost time(s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0
Lane Util. Factor 1.00 0.95 1.00 1.00 1.00 1.00 1.00
Frt 1.00 1.00 1.00 1.00 0.95 1.00 0.86
Flt Protected 0.95 1.00 0.95 1.00 0.97 0.95 1.00
Satd. Flow(prot) 1728 3461 1671 1824 1582 1805 1593
Flt Permitted 0.11 1.00 0.19 1.00 0.34 0.68 1.00
Satd. Flow(perm) 208 3461 339 1824 553 1299 1593
Peak-hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95
Adj. Flow(vph) 140 1012 32 32 814 12 68 6 38 17 13 244
RTOR Reduction(vph) 0 1 0 0 0 0 0 15 0 0 189 0
Lane Group Flow(vph) 140 1043 0 32 826 0 0 97 0 17 68 0
Heavy Vehicles(%) 1% 3% 30% 8% 4% 0% 15% 20% 3% 0% 8% 2%
Turn Type pm+pt NA pm+pt NA Perm NA pm+pt NA
Protected Phases 6 1 2 5 3 4 7
Permitted Phases 1 5 3 7
Actuated Green, G(s) 65.7 54.1 59.7 51.1 16.0 22.5 22.5
Effective Green,g(s) 65.7 54.1 59.7 51.1 16.0 22.5 22.5
Actuated g/C Ratio 0.66 0.54 0.60 0.51 0.16 0.22 0.22
Clearance Time(s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0
Vehicle Extension(s) 2.0 5.0 2.0 5.0 2.0 2.0 2.0
Lane Grp Cap(vph) 312 1868 316 930 88 299 357
v/s Ratio Prot c0.05 0.30 0.01 c0.45 0.00 c0.04
v/s Ratio Perm 0.24 0.05 c0.18 0.01
v/c Ratio 0.45 0.56 0.10 0.89 1.10 0.06 0.19
Uniform Delay,d1 31.6 15.2 16.6 22.0 42.1 34.3 31.5
Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Incremental Delay,d2 0.4 0.6 0.1 11.0 125.9 0.0 0.1
Delay(s) 31.9 15.8 16.7 33.0 168.0 34.3 31.6
Level of Service C B B C F C C
Approach Delay(s) 17.7 32.4 168.0 31.7
Approach LOS B C F C
Intersection Summary
HCM 2000 Control Delay 31.4 HCM 2000 Level of Service C
HCM 2000 Volume to Capacity ratio 0.86
Actuated Cycle Length(s) 100.2 Sum of lost time(s) 20.0
Intersection Capacity Utilization 86.5% ICU Level of Service E
Analysis Period(min) 15
c Critical Lane Group
Creighton Manning Engineering, LLP Synchro 8 Report
BUpm.syn Page 1
HCM Signalized Intersection Capacity Analysis 1: Big Boom Road/Media Drive & Main Street
Luzerne Road Mixed Use Development, 117-228 2020 Build-PM Peak
EBL EBT EBR WBL :;ET "'ESR NK '!ST N9P SEL ET -BR
Lane Configurations T11 1, 4 t'
Traffic Volume(vph) 136 961 30 30 773 11 65 6 36 16 12 247
Future Volume(vph) 136 961 30 30 773 11 65 6 36 16 12 247
Ideal Flow(vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Lane Width 11 12 12 12 12 8 8 12 8 12 12 8
Total Lost time(s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0
Lane Util.Factor 1.00 0.95 1.00 1.00 1.00 1.00 1.00
Frt 1.00 1.00 1.00 1.00 0.95 1.00 0.86
Flt Protected 0.95 1.00 0.95 1.00 0.97 0.95 1.00
Satd. Flow(prot) 1728 3461 1671 1824 1582 1805 1592
Flt Permitted 0.11 1.00 0.19 1.00 0.32 0.68 1.00
Said. Flow(perm) 197 3461 334 1824 518 1300 1592
Peak-hour factor,PHF 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95
Adj. Flow(vph) 143 1012 32 32 814 12 68 6 38 17 13 260
RTOR Reduction(vph) 0 1 0 0 0 0 0 15 0 0 200 0
Lane Group Flow(vph) 143 1043 0 32 826 0 0 97 0 17 73 0
Heavy Vehicles(%) 1% 3% 30% 8% 4% 0% 15% 20% 3% 0% 8% 2%
Turn Type pm+pt NA pm+pt NA Perm NA pm+pt NA
Protected Phases 6 1 2 5 3 4 7
Permitted Phases 1 5 3 7
Actuated Green, G(s) 66.1 54.3 59.7 51.1 17.1 23.6 23.6
Effective Green,g(s) 66.1 54.3 59.7 51.1 17.1 23.6 23.6
Actuated g/C Ratio 0.65 0.53 0.59 0.50 0.17 0.23 0.23
Clearance Time(s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0
Vehicle Extension(s) 2.0 5.0 2.0 5.0 2.0 2.0 2.0
Lane Grp Cap(vph) 306 1851 309 918 87 309 370
v/s Ratio Prot c0.05 0.30 0.01 c0.45 0.00 c0.05
v/s Ratio Perm 0.25 0.05 c0.19 0.01
v/c Ratio 0.47 0.56 0.10 0.90 1.12 0.06 0.20
Uniform Delay,d1 32.5 15.7 17.5 22.9 42.2 34.0 31.3
Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Incremental Delay,d2 0.4 0.7 0.1 12.2 131.1 0.0 0.1
Delay(s) 32.9 16.4 17.5 35.1 173.3 34.0 31.4
Level of Service C B B D F C C
Approach Delay(s) 18.4 34.4 173.3 31.6
Approach LOS B C F C
HCM 2000 Control Delay 32.7 HCM 2000 Level of Service C
HCM 2000 Volume to Capacity ratio 0.87
Actuated Cycle Length(s) 101.5 Sum of lost time(s) 20.0
Intersection Capacity Utilization 87.6% ICU Level of Service E
Analysis Period(min) 15
c Critical Lane Group
Creighton Manning Engineering, LLP Synchro 8 Report
MU-BUpm.syn Page 1
HCM Signalized Intersection Capacity Analysis 1: Big Boom Road/Media Drive & Main Street
Luzerne Road Mixed-Use, 117-228 2020 Build(timing imp)_PM Peak
1:1'yl merit EBL EBT E5R A"O'L 1NiFT V� ER N13L ISLET N 2 R SEL S87 SEAR
Lane Configurations R +T 1, 41� 1,
Traffic Volume(vph) 136 961 30 30 773 11 65 6 36 16 12 247
Future Volume(vph) 136 961 30 30 773 11 65 6 36 16 12 247
Ideal Flow(vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Lane Width 11 12 12 12 12 8 8 12 8 12 12 8
Total Lost time(s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0
Lane Util. Factor 1.00 0.95 1.00 1.00 1.00 1.00 1.00
Frt 1.00 1.00 1.00 1.00 0.95 1.00 0.86
Flt Protected 0.95 1.00 0.95 1.00 0.97 0.95 1.00
Satd. Flow(prot) 1728 3461 1671 1824 1582 1805 1592
Flt Permitted 0.12 1.00 0.20 1.00 0.61 0.65 1.00
Satd. Flow(perm) 210 3461 358 1824 988 1228 1592
Peak-hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95
Adj. Flow(vph) 143 1012 32 32 814 12 68 6 38 17 13 260
RTOR Reduction (vph) 0 1 0 0 1 0 0 16 0 0 205 0
Lane Group Flow(vph) 143 1043 0 32 825 0 0 96 0 17 68 0
Heavy Vehicles(%) 1% 3% 30% 8% 4% 0% 15% 20% 3% 0% 8% 2%
Turn Type pm+pt NA pm+pt NA Perm NA pm+pt NA
Protected Phases 6 1 2 5 3 4 7
Permitted Phases 1 5 3 7
Actuated Green, G(s) 63.3 54.3 50.2 46.2 12.5 19.5 19.5
Effective Green,g(s) 63.3 54.3 50.2 46.2 12.5 19.5 19.5
Actuated g/C Ratio 0.68 0.59 0.54 0.50 0.13 0.21 0.21
Clearance Time(s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0
Vehicle Extension(s) 2.0 5.0 2.0 5.0 2.0 2.0 2.0
Lane Grp Cap(vph) 341 2025 250 908 133 270 334
v/s Ratio Prot c0.05 c0.30 0.01 c0.45 0.00 c0.04
v/s Ratio Perm 0.23 0.06 c0.10 0.01
v/c Ratio 0.42 0.51 0.13 0.91 0.72 0.06 0.20
Uniform Delay,d1 27.9 11.4 17.2 21.4 38.5 29.7 30.2
Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Incremental Delay,d2 0.3 0.4 0.1 13.4 14.3 0.0 0.1
Delay(s) 28.2 11.9 17.2 34.8 52.7 29.8 30.3
Level of Service C B B C D C C
Approach Delay(s) 13.8 34.2 52.7 30.3
Approach LOS B C D C
Iii;�jr4-ac.l! n 'tu nn-ar;,
HCM 2000 Control Delay 24.7 HCM 2000 Level of Service C
HCM 2000 Volume to Capacity ratio 0.79
Actuated Cycle Length(s) 92.8 Sum of lost time(s) 20.0
Intersection Capacity Utilization 87.6% ICU Level of Service E
Analysis Period(min) 15
c Critical Lane Group
Creighton Manning Engineering, LLP Synchro 8 Report
MU-BUpmi.syn Page 1
HCM Signalized Intersection Capacity Analysis 1: Big Boom Road/Media Drive & Main Street
Luzerne Road Mixed-Use. 117-228 2016 Exisitng(timing imp)-PM Peak
-A -'t 4, k .N t /P� `► 1 W
Movement ESL EBT EBR WBL W3T WBR NGL NBT NBR SBL SBT SBR
Lane Configurations +T' Vi il� 4 1a
Traffic Volume(vph) 125 860 10 25 680 10 45 5 30 15 10 220
Future Volume(vph) 125 860 10 25 680 10 45 5 30 15 10 220
Ideal Flow(vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Lane Width 11 12 12 12 12 8 8 12 8 12 12 8
Total Lost time(s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0
Lane Util. Factor 1.00 0.95 1.00 1.00 1.00 1.00 1.00
Frt 1.00 1.00 1.00 1.00 0.95 1.00 0.86
Flt Protected 0.95 1.00 0.95 1.00 0.97 0.95 1.00
Satd. Flow(prot) 1728 3488 1671 1824 1583 1805 1592
Flt Permitted 0.21 1.00 0.26 1.00 0.67 0.64 1.00
Satd. Flow(perm) 376 3488 449 1824 1084 1225 1592
Peak-hour factor,PHF 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95
Adj. Flow(vph) 132 905 11 26 716 11 47 5 32 16 11 232
RTOR Reduction(vph) 0 0 0 0 0 0 0 20 0 0 190 0
Lane Group Flow(vph) 132 916 0 26 727 0 0 64 0 16 53 0
Heavv Vehicles N 1% 3% 30% 8% 4% 0% 15% 20% 3% 0% 8% 2%
Turn Type pm+pt NA pm+pt NA Perm NA pm+pt NA
Protected Phases 6 1 2 5 3 4 7
Permitted Phases 1 5 3 7
Actuated Green,G(s) 62.8 52.5 51.5 46.2 10.3 16.2 16.2
Effective Green,g(s) 62.8 52.5 51.5 46.2 10.3 16.2 16.2
Actuated g/C Ratio 0.71 0.59 0.58 0.52 0.12 0.18 0.18
Clearance Time(s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0
Vehicle Extension(s) 2.0 5.0 2.0 5.0 2.0 2.0 2.0
Lane Grp Cap(vph) 441 2057 332 946 125 228 289
v/s Ratio Prot c0.04 c0.26 0.00 c0.40 0.00 c0.03
v/s Ratio Perm 0.17 0.04 c0.06 0.01
v/c Ratio 0.30 0.45 0.08 0.77 0.51 0.07 0.18
Uniform Delay,d1 17.4 10.1 12.4 17.1 37.0 30.4 30.8
Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Incremental Delay,d2 0.1 0.3 0.0 4.5 1.2 0.0 0.1
Delay(s) 17.5 10.5 12.4 21.6 38.2 30.4 30.9
Level of Service B B B C D C C
Approach Delay(s) 11.4 21.3 38.2 30.9
Approach LOS B C D C
HCM 2000 Control Delay 18.3 HCM 2000 Level of Service B
HCM 2000 Volume to Capacity ratio 0.66
Actuated Cycle Length(s) 89.0 Sum of lost time(s) 20.0
Intersection Capacity Utilization 78.7% ICU Level of Service D
Analysis Period(min) 15
c Critical Lane Group
Creighton Manning Engineering, LLP Synchro 8 Report
EXpmi.syn Page 1
HCM Signalized Intersection Capacity Analysis 1, Big Boom Road/Media Drive & Main Street
Luzerne Road Mixed-Use, 117-228 2020 No-Build(timing imp)-PM Peak
lvia:en^,eni EDI_ EE-r EPR "FL :BT 'r;+DR NEL NST NER SEL CBT X21
Lane Configurations +1a "i 1* 4* Vi 1�
Traffic Volume(vph) 133 961 30 30 773 11 65 6 36 16 12 232
Future Volume(vph) 133 961 30 30 773 11 65 6 36 16 12 232
Ideal Flow(vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Lane Width 11 12 12 12 12 8 8 12 8 12 12 8
Total Lost time(s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0
Lane Util, Factor 1.00 0.95 1.00 1.00 1.00 1.00 1.00
Frt 1.00 1.00 1.00 1.00 0.95 1.00 0.86
At Protected 0.95 1.00 0.95 1.00 0.97 0.95 1.00
Satd. Flow(prot) 1728 3461 1671 1824 1582 1805 1593
Flt Permitted 0.12 1.00 0.20 1.00 0.66 0.65 1.00
Satd. Flow(perm) 212 3461 359 1824 1080 1228 1593
Peak-hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95
Adj. Flow(vph) 140 1012 32 32 814 12 68 6 38 17 13 244
RTOR Reduction(vph) 0 1 0 0 1 0 0 16 0 0 193 0
Lane Group Flow(vph) 140 1043 0 32 825 0 0 96 0 17 64 0
Heavy Vehicles % 1% 3% 30% 8% 4% 0% 15% 20% 3% 0% 8% 2%
Turn Type pm+pt NA pm+pt NA Perm NA pm+pt NA
Protected Phases 6 1 2 5 3 4 7
Permitted Phases 1 5 3 7
Actuated Green, G(s) 63.2 54.2 50.2 46.2 12.4 19.4 19.4
Effective Green,g(s) 63.2 54.2 50.2 46.2 12.4 19.4 19.4
Actuated g/C Ratio 0.68 0.59 0.54 0.50 0.13 0.21 0.21
Clearance Time(s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0
Vehicle Extension(s) 2.0 5.0 2.0 5.0 2.0 2.0 2.0
Lane Grp Cap(vph) 341 2025 251 910 144 269 333
v/s Ratio Prot c0.05 c0.30 0.01 c0.45 0.00 c0.04
v/s Ratio Perm 0.23 0.06 c0.09 0.01
v/c Ratio 0.41 0.51 0.13 0.91 0.66 0.06 0.19
Uniform Delay,d1 27.8 11.4 17.0 21.2 38.1 29.7 30.1
Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Incremental Delay,d2 0.3 0.4 0.1 13.2 8.6 0.0 0.1
Delay(s) 28.1 11.8 17.1 34.4 46.7 29.7 30.3
Level of Service C B B C D C C
Approach Delay(s) 13.8 33.8 46.7 30.2
Approach LOS B C D C
HCM 2000 Control Delay 24.2 HCM 2000 Level of Service C
HCM 2000 Volume to Capacity ratio 0.78
Actuated Cycle Length(s) 92.6 Sum of lost time(s) 20.0
Intersection Capacity Utilization 86.5% ICU Level of Service E
Analysis Period(min) 15
c Critical Lane Group
Creighton Manning Engineering, LLP Synchro 8 Report
BUpmi.syn Page 1
HCM Signalized Intersection Capacity Analysis 1: Big Boom Road/Media Drive & Main Street
Big Boom Hotel, 116-146 2020 Build(REZONE)_AM Peak
I',1o:erncn[ EEL HT EEE ;%15L ":YF t d6R NEL NET '13F c EL S6 SBR
Lane Configurations 'S +1a 0 + r
Traffic Volume(vph) 167 932 161 107 665 16 149 36 99 16 55 197
Future Volume(vph) 167 932 161 107 665 16 149 36 99 16 55 197
Ideal Flow(vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Lane Width 11 12 12 12 12 8 11 11 11 12 12 11
Total Lost time(s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0
Lane Util. Factor 1.00 0.95 1.00 0.95 0.97 1.00 1.00 1.00 1.00 1.00
Frt 1.00 0.98 1.00 1.00 1.00 1.00 0.85 1.00 1.00 0.85
Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 1.00 0.95 1.00 1.00
Satd. Flow(prot) 1678 3427 1752 3367 3193 1801 1501 1805 1863 1516
Flt Permitted 0.24 1.00 0.15 1.00 0.95 1.00 1.00 0.95 1.00 1.00
Satd. Flow(perm) 421 3427 284 3367 3193 1801 1501 1805 1863 1516
Peak-hour factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90
Adj. Flow(vph) 186 1036 179 119 739 18 166 40 110 18 61 219
RTOR Reduction(vph) 0 13 0 0 1 0 0 0 76 0 0 125
Lane Group Flow(vph) 186 1202 0 119 756 0 166 40 34 18 61 94
Heavy Vehicles N 4% 3% 3% 3% 7% 0% 6% 2% 4% 0% 2% 3%
Turn Type pm+pt NA pm+pt NA Prot NA pm+ov Prot NA pm+ov
Protected Phases 6 1 2 5 8 3 2 4 7 6
Permitted Phases 1 5 3 7
Actuated Green, G(s) 35.2 28.0 31.2 26.0 9.1 16.5 21.7 1.0 8.4 15.6
Effective Green,g(s) 35.2 28.0 31.2 26.0 9.1 16.5 21.7 1.0 8.4 15.6
Actuated g/C Ratio 0.50 0.40 0.44 0.37 0.13 0.23 0.31 0.01 0.12 0.22
Clearance Time(s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0
Vehicle Extension{s) 2.0 5.0 2.0 5.0 3.0 2.0 2.0 2.0 2.0 2.0
Lane Grp Cap(vph) 337 1357 233 1238 410 420 566 25 221 441
v/s Ratio Prot c0.06 c0.35 0.04 0.22 c0.05 0.02 0.00 0.01 c0.03 0.02
v/s Ratio Perm 0.22 0.19 0.02 0.04
v/c Ratio 0.55 0.89 0.51 0.61 0.40 0.10 0.06 0.72 0.28 0.21
Uniform Delay,dl 11.0 19.9 14.1 18.2 28.3 21.2 17.3 34.7 28.4 22.5
Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Incremental Delay,d2 1.1 7.8 0.8 1.3 0.7 0.0 0.0 58.2 0.2 0.1
Delay(s) 12.1 27.7 14.9 19.5 29.0 21.3 17.3 93.0 28.6 22.6
Level of Service B C B B C C B F C C
Approach Delay(s) 25.6 18.9 23.9 28.1
Approach LOS C B C C
Int�rser•Lrrz Eurnm�ry
HCM 2000 Control Delay 23.7 HCM 2000 Level of Service C
HCM 2000 Volume to Capacity ratio 0.69
Actuated Cycle Length(s) 70.7 Sum of lost time(s) 20.0
Intersection Capacity Utilization 60.2% ICU Level of Service B
Analysis Period(min) 15
c Critical Lane Group
Creighton Manning Engineering, LLP Synchro 8 Report
BUam-REZONE.syn Page 1
HCM Signalized Intersection Capacity Analysis 1 : Big Boom Road/Media Drive & Main Street
Luzerne Road Mixed-Use, 117-228 2020 Build(REZONE)with Mixed Use-AM Peak
Moveirfera ABT -BR
Lane Configurations '� T?; ��► `�'� T P
Traffic Volume(vph) 183 932 161 107 665 16 149 36 99 16 55 199
Future Volume(vph) 183 932 161 107 665 16 149 36 99 16 55 199
Ideal Flow(vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Lane Width 11 12 12 12 12 8 11 11 11 12 12 11
Total Lost time(s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0
Lane Util. Factor 1.00 0.95 1.00 0.95 0.97 1.00 1.00 1.00 1.00 1.00
Frt 1.00 0.98 1.00 1.00 1.00 1.00 0.85 1.00 1.00 0.85
Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 1.00 0.95 1.00 1.00
Satd. Flow(prot) 1678 3427 1752 3367 3193 1801 1501 1805 1863 1516
Flt Permitted 0.24 1.00 0.15 1.00 0.95 1.00 1.00 0.95 1.00 1.00
Satd. Flow(perm) 421 3427 284 3367 3193 1801 1501 1805 1863 1516
Peak-hour factor,PHF 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90
Adj. Flow(vph) 203 1036 179 119 739 18 166 40 110 18 61 221
RTOR Reduction(vph) 0 13 0 0 1 0 0 0 76 0 0 125
Lane Group Flow(vph) 203 1202 0 119 756 0 166 40 34 18 61 96
Heavy Vehicles(%) 4% 3% 3% 3% 7% 0% 6% 2% 4% 0% 2% 3%
Turn Type pm+pt NA pm+pt NA Prot NA pm+ov Prot NA pm+ov
Protected Phases 6 1 2 5 8 3 2 4 7 6
Permitted Phases 1 5 3 7
Actuated Green,G(s) 35.2 28.0 31.2 26.0 9.1 16.5 21.7 1.0 8.4 15.6
Effective Green,g(s) 35.2 28.0 31.2 26.0 9.1 16.5 21.7 1.0 8.4 15.6
Actuated g/C Ratio 0.50 0.40 0.44 0.37 0.13 0.23 0.31 0.01 0.12 0.22
Clearance Time(s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0
Vehicle Extension(s) 2.0 5.0 2.0 5.0 3.0 2.0 2.0 2.0 2.0 2.0
Lane Grp Cap(vph) 337 1357 233 1238 410 420 566 25 221 441
v/s Ratio Prot c0.06 c0.35 0.04 0.22 c0.05 0.02 0.00 0.01 0.03 c0.02
v/s Ratio Perm 0.24 0.19 0.02 0.04
v/c Ratio 0.60 0.89 0.51 0.61 0.40 0.10 0.06 0.72 0.28 0.22
Uniform Delay,dl 11.1 19.9 14.1 18.2 28.3 21.2 17.3 34.7 28.4 22.5
Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Incremental Delay,d2 2.1 7.8 0.8 1.3 0.7 0.0 0.0 58.2 0.2 0.1
Delay(s) 13.2 27.7 14.9 19.5 29.0 21.3 17.3 93.0 28.6 22.6
Level of Service B C B B C C B F C C
Approach Delay(s) 25.6 18.9 23.9 28.1
Approach LOS C B C C
HCM 2000 Control Delay 23.7 HCM 2000 Level of Service C
HCM 2000 Volume to Capacity ratio 0.69
Actuated Cycle Length(s) 70.7 Sum of lost time(s) 20.0
Intersection Capacity Utilization 60.2% ICU Level of Service B
Analysis Period(min) 15
c Critical Lane Group
Creighton Manning Engineering, LLP Synchro 8 Report
BUam-REZONEwMU.syn Page 1
HCM Signalized Intersection Capacity Analysis 1: Big Boom Road/Media Drive & Main Street
Big Boom Hotel, 116-146 2020 Build(REZONE 60%)_AM Peak
-A -. --V 4' k -N t /P. 1.. 4 -V
Move-mem WBL EBT EBF i L ':'/B' Vv+ R NEL N8T NOR SEL SET SBR
Lane Configurations +T. 1� 1* 4 r
Traffic Volume(vph) 169 942 134 87 672 16 127 29 83 16 42 199
Future Volume(vph) 169 942 134 87 672 16 127 29 83 16 42 199
Ideal Flow(vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Lane Width 11 12 12 12 12 8 11 11 11 12 12 11
Total Lost time(s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0
Lane Util. Factor 1.00 0.95 1.00 1.00 1.00 1.00 1.00 1.00
Frt 1.00 0.98 1.00 1.00 1.00 0.89 1.00 0.85
Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 0.99 1.00
Satd. Flow(prot) 1678 3439 1752 1772 1646 1577 1847 1516
Flt Permitted 0.13 1.00 0.16 1.00 0.46 1.00 0.87 1.00
Satd. Flow(perm) 226 3439 297 1772 802 1577 1622 1516
Peak-hour factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90
Adj. Flow(vph) 188 1047 149 97 747 18 141 32 92 18 47 221
RTOR Reduction(vph) 0 7 0 0 0 0 0 68 0 0 0 178
Lane Group Flow(vph) 188 1189 0 97 765 0 141 56 0 0 65 43
Heavv Vehicles N 4% 3% 3% 3% 7% 0% 6% 2% 4% 0% 2% 3%
Turn Type pm+pt NA pm+pt NA pm+pt NA Perm NA pm+ov
Protected Phases 6 1 2 5 8 3 7 6
Permitted Phases 1 5 3 7 7
Actuated Green, G(s) 68.4 58.2 60.0 54.0 27.8 27.8 9.2 19.4
Effective Green,g(s) 68.4 58.2 60.0 54.0 27.8 27.8 9.2 19.4
Actuated g/C Ratio 0.64 0.54 0.56 0.50 0.26 0.26 0.09 0.18
Clearance Time(s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0
Vehicle Extensions 2.0 5.0 2.0 5.0 3.0 2.0 2.0 2.0
Lane Grp Cap(vph) 282 1870 248 894 315 409 139 345
v/s Ratio Prot c0.06 0.35 0.02 c0.43 c0.06 0.04 0.01
v/s Ratio Perm 0.36 0.20 c0.06 0.04 0.02
v/c Ratio 0.67 0.64 0.39 0.86 0.45 0.14 0.47 0.12
Uniform Delay,d1 17.4 17.0 12.7 23.1 32.2 30.4 46.6 36.7
Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Incremental Delay,d2 4.6 1.0 0.4 8.8 1.0 0.1 0.9 0.1
Delay(s) 22.0 18.0 13.0 31.9 33.2 30.4 47.5 36.7
Level of Service C B B C C C D D
Approach Delay(s) 18.6 29.8 31.9 39.2
Approach LOS B C C D
Intersection Summary
HCM 2000 Control Delay 25.4 HCM 2000 Level of Service C
HCM 2000 Volume to Capacity ratio 0.75
Actuated Cycle Length(s) 107.0 Sum of lost time(s) 20.0
Intersection Capacity Utilization 71.9% ICU Level of Service C
Analysis Period(min) 15
c Critical Lane Group
Creighton Manning Engineering, LLP Synchro 8 Report
BUam-REZONE60.syn Page 1
HCM Signalized Intersection Capacity Analysis 1 : Big Boom Road/Media Drive & Main Street
Luzerne Road Mixed-Use, 117-228 2020 Build(REZONE 60%)with Mixed-Use-AM Peak
Move lent E"_:JL EE'r E 5 R A,PL A?BT ,NBR ',JEL NIB T NER "LL SET SSR
Lane Configurations I +T+ T* 1� 4 r
Traffic Volume(vph) 185 942 134 87 672 16 127 29 83 16 42 201
Future Volume(vph) 185 942 134 87 672 16 127 29 83 16 42 201
Ideal Flow(vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Lane Width 11 12 12 12 12 8 11 11 11 12 12 11
Total Lost time(s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0
Lane Util. Factor 1.00 0.95 1.00 1.00 1.00 1.00 1.00 1.00
Frt 1.00 0.98 1.00 1.00 1.00 0.89 1.00 0.85
Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 0.99 1.00
Satd. Flow(prot) 1678 3439 1752 1772 1646 1577 1847 1516
Flt Permitted 0.13 1.00 0.16 1.00 0.46 1.00 0.87 1.00
Satd. Flow(perm) 226 3439 297 1772 802 1577 1622 1516
Peak-hour factor, PHF 090 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90
Adj. Flow(vph) 206 1047 149 97 747 18 141 32 92 18 47 223
RTOR Reduction (vph) 0 7 0 0 0 0 0 68 0 0 0 178
Lane Group Flow(vph) 206 1189 0 97 765 0 141 56 0 0 65 45
Heavy Vehicles N 4% 3% 3% 3% 7% 0% 6% 2% 4% 0% 2% 3%
Turn Type pm+pt NA pm+pt NA pm+pt NA Perm NA pm+ov
Protected Phases 6 1 2 5 8 3 7 6
Permitted Phases 1 5 3 7 7
Actuated Green, G(s) 68.4 58.2 60.0 54.0 27.8 27.8 9.2 19.4
Effective Green,g(s) 68.4 58.2 60.0 54.0 27.8 27.8 9.2 19.4
Actuated g/C Ratio 0.64 0.54 0.56 0.50 0.26 0.26 0.09 0.18
Clearance Time(s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0
Vehicle Extension(s) 2.0 5.0 2.0 5.0 3.0 2.0 2.0 2.0
Lane Grp Cap(vph) 282 1870 248 894 315 409 139 345
v/s Ratio Prot c0.07 0.35 0.02 c0.43 c0.06 0.04 0.01
v/s Ratio Perm 0.40 0.20 c0.06 0.04 0.02
v/c Ratio 0.73 0.64 0.39 0.86 0.45 0.14 0.47 0.13
Uniform Delay,d1 17.9 17.0 12.7 23.1 32.2 30.4 46.6 36.7
Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Incremental Delay,d2 8.1 1.0 0.4 8.8 1.0 0.1 0.9 0.1
Delay(s) 26.0 18.0 13.0 31.9 33.2 30.4 47.5 36.8
Level of Service C B B C C C D D
Approach Delay(s) 19.2 29.8 31.9 39.2
Approach LOS B C C D
Intersectio
HCM 2000 Control Delay 25.7 HCM 2000 Level of Service C
HCM 2000 Volume to Capacity ratio 0.75
Actuated Cycle Length (s) 107.0 Sum of lost time(s) 20.0
Intersection Capacity Utilization 72.8% ICU Level of Service C
Analysis Period(min) 15
c Critical Lane Group
Creighton Manning Engineering, LLP Synchro 8 Report
BUam-REZONE60wMU.syn Page 1
HCM Signalized Intersection Capacity Analysis 1: Big Boom Road/Media Drive & Main Street
Big Boom Hotel, 116-146 2020 Build(REZONE)-PM Peak
t0ovement E?L EBT EER ","j E.L :rE1,7 '.',.'BR N_ f IB71 hl°R SPL `.,E
Lane Configurations tl> T1a 'ti T r
Traffic Volume(vph) 148 880 275 220 678 11 432 112 261 16 118 222
Future Volume(vph) 148 880 275 220 678 11 432 112 261 16 118 222
Ideal Flow(vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Lane Width 11 12 12 12 12 8 11 11 11 12 12 11
Total Lost time(s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0
Lane Util. Factor 1.00 0.95 1.00 0.95 0.97 1.00 1.00 1.00 1.00 1.00
Frt 1.00 0.96 1.00 1.00 1.00 1.00 0.85 1.00 1.00 0.85
Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 1.00 0.95 1.00 1.00
Satd. Flow(prot) 1728 3380 1752 3465 3286 1783 1531 1805 1845 1531
Flt Permitted 0.29 1.00 0.10 1.00 0.95 1.00 1.00 0.95 1.00 1.00
Satd. Flow(perm) 528 3380 179 3465 3286 1783 1531 1805 1845 1531
Peak-hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95
Adj. Flow(vph) 156 926 289 232 714 12 455 118 275 17 124 234
RTOR Reduction(vph) 0 26 0 0 1 0 0 0 168 0 0 52
Lane Group Flow(vph) 156 1189 0 232 725 0 455 118 107 17 124 182
Heavy Vehicles(%) 1% 3% 3% 3% 4% 0% 3% 3% 2% 0% 3% 2%
Turn Type pm+pt NA pm+pt NA Prot NA pm+ov Prot NA pm+ov
Protected Phases 6 1 2 5 8 3 2 4 7 6
Permitted Phases 1 5 3 7
Actuated Green, G(s) 48.1 39.2 52.3 41.3 15.1 28.1 39.1 2.5 15.5 24.4
Effective Green,g(s) 48.1 39.2 52.3 41.3 15.1 28.1 39.1 2.5 15.5 24.4
Actuated g/C Ratio 0.48 0.39 0.52 0.41 0.15 0.28 0.39 0.02 0.15 0.24
Clearance Time(s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0
Vehicle Extension (s) 2.0 5.0 2.0 5.0 3.0 2.0 2.0 2.0 2.0 2.0
Lane Grp Cap(vph) 357 1314 264 1419 492 497 669 44 283 446
v/s Ratio Prot 0.04 0.35 c0.10 0.21 c0.14 0.07 0.02 001 0.07 c0.04
v/s Ratio Perm 0.17 c0.36 0.05 0.08
v/c Ratio 0.44 0.91 0.88 0.51 0.92 0.24 0.16 0.39 0.44 0.41
Uniform Delay,d1 15.7 29.0 25.6 22.2 42.3 28.1 20.1 48.4 38.7 32.1
Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Incremental Delay,d2 0.3 9.6 25.7 0.6 23.3 0.1 0.0 2.0 0.4 0.2
Delay(s) 16.0 38.6 51.4 22.8 65.5 28.2 20.2 50.4 39.1 32.3
Level of Service B D D C E C C D D C
Approach Delay(s) 36.1 29.7 45.6 35.4
Approach LOS D C D D
#ntei�sF ionSummar
HCM 2000 Control Delay 36.6 HCM 2000 Level of Service D
HCM 2000 Volume to Capacity ratio 0.83
Actuated Cycle Length(s) 100.8 Sum of lost time(s) 20.0
Intersection Capacity Utilization 76.8% ICU Level of Service D
Analysis Period(min) 15
c Critical Lane Group
Creighton Manning Engineering, LLP Synchro 8 Report
BUpm-REZONE.syn Page 1
HCM Signalized Intersection Capacity Analysis 1 Big Boom Road/Media Drive & Main Street
Luzerne Road Mixed-Use, 117-228 2020 Build(REZONE)with Mixed-Use-PM Peak
Movement EEL EBT EBF? WK 'r`s+ET r'i6+' NEL PJB- IS r, :EL 88.7 _BR
Lane Configurations +T. ft + r + r
Traffic Volume(vph) 151 880 275 220 678 11 432 112 261 16 118 237
Future Volume(vph) 151 880 275 220 678 11 432 112 261 16 118 237
Ideal Flow(vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Lane Width 11 12 12 12 12 8 11 11 11 12 12 11
Total Lost time(s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0
Lane Util. Factor 1.00 0.95 1.00 0.95 0.97 1.00 1.00 1.00 1.00 1.00
Frt 1.00 0.96 1.00 1.00 1.00 1.00 0.85 1.00 1.00 0.85
Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 1.00 0.95 1.00 1.00
Satd. Flow(prot) 1728 3380 1752 3465 3286 1783 1531 1805 1845 1531
Flt Permitted 0.29 1.00 0.10 1.00 0.95 1.00 1.00 0.95 1.00 1.00
Satd. Flow(perm) 525 3380 179 3465 3286 1783 1531 1805 1845 1531
Peak-hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95
Adj.Flow(vph) 159 926 289 232 714 12 455 118 275 17 124 249
RTOR Reduction(vph) 0 26 0 0 1 0 0 0 168 0 0 52
Lane Group Flow(vph) 159 1189 0 232 725 0 455 118 107 17 124 197
Heavy Vehicles(%) 1% 3% 3% 3% 4% 0% 3% 3% 2% 0% 3% 2%
Turn Type pm+pt NA pm+pt NA Prot NA pm+ov Prot NA pm+ov
Protected Phases 6 1 2 5 8 3 2 4 7 6
Permitted Phases 1 5 3 7
Actuated Green,G(s) 48.2 39.2 52.2 41.2 15.1 28.1 39.1 2.5 15.5 24.5
Effective Green,g(s) 48.2 39.2 52.2 41.2 15.1 28.1 39.1 2.5 15.5 24.5
Actuated g/C Ratio 0.48 0.39 0.52 0.41 0.15 0.28 0.39 0.02 0.15 0.24
Clearance Time(s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0
Vehicle Extension(s) 2.0 5.0 2.0 5.0 3.0 2.0 2.0 2.0 2.0 2.0
Lane Grp Cap(vph) 358 1314 264 1416 492 497 669 44 283 448
v/s Ratio Prot 0.04 0.35 c0.10 0.21 c0.14 0.07 0.02 0.01 0.07 c0.04
v/s Ratio Perm 0.17 c0.36 0.05 0.09
v/c Ratio 0.44 0.91 0.88 0.51 0.92 0.24 0.16 0.39 0.44 0.44
Uniform Delay,d1 15.6 29.0 25.6 22.3 42.3 28.1 20.1 48.4 38.7 32.3
Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Incremental Delay,d2 0.3 9.6 25.7 0.6 23.3 0.1 0.0 2.0 0.4 0.3
Delay(s) 16.0 38.6 51.3 22.9 65.5 28.2 20.2 50.4 39.1 32.6
Level of Service B D D C E C C D D C
Approach Delay(s) 36.0 29.8 45.6 35.4
Approach LOS D C D D
HCM 2000 Control Delay 36.6 HCM 2000 Level of Service D
HCM 2000 Volume to Capacity ratio 0.84
Actuated Cycle Length(s) 100.8 Sum of lost time(s) 20.0
Intersection Capacity Utilization 76.8% ICU Level of Service D
Analysis Period(min) 15
c Critical Lane Group
Creighton Manning Engineering, LLP Synchro 8 Report
BUpm-REZONEwMU.syn Page 1
HCM Signalized Intersection Capacity Analysis 1: Big Boom Road/Media Drive & Main Street
Big Boom Hotel, 116-146 2020 Build(REZONE 60%)_PM Peak
.fro rnert EEL 1 E` EBR VVEL ,;'tIET /Ew NIEL H 3 T `!BR r EBT SSR
Lane Configurations 'S Ti T* T, 4 r
Traffic Volume(vph) 153 916 194 159 706 11 273 76 188 16 81 231
Future Volume(vph) 153 916 194 159 706 11 273 76 188 16 81 231
Ideal Flow(vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Lane Width 11 12 12 12 12 8 11 11 11 12 12 11
Total Lost time(s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0
Lane Util. Factor 1.00 0.95 1.00 1.00 1.00 1.00 1.00 1.00
Frt 1.00 0.97 1.00 1.00 1.00 0.89 1.00 0.85
Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 0.99 1.00
Satd. Flow(prot) 1728 3413 1752 1824 1694 1604 1838 1531
Flt Permitted 0.13 1.00 0.12 1.00 0.45 1.00 0.89 1.00
Satd. Flow(perm) 241 3413 227 1824 804 1604 1650 1531
Peak-hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95
Adj.Flow(vph) 161 964 204 167 743 12 287 80 198 17 85 243
RTOR Reduction(vph) 0 17 0 0 1 0 0 120 0 0 0 84
Lane Group Flow(vph) 161 1151 0 167 754 0 287 158 0 0 102 159
Heavy Vehicles{ '} 1% 3% 3% 3% 4% 0% 3% 3% 2% _ 0% 3% 2%
Turn Type pm+pt NA pm+pt NA pm+pt NA Perm NA pm+ov
Protected Phases 6 1 2 5 8 3 7 6
Permitted Phases 1 5 3 7 7
Actuated Green,G(s) 35.3 30.2 39.9 32.5 22.5 22.5 9.4 14.5
Effective Green,g(s) 35.3 30.2 39.9 32.5 22.5 22.5 9.4 14.5
Actuated g/C Ratio 0.47 0.40 0.53 0.43 0.30 0.30 0.13 0.19
Clearance Time(s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0
Vehicle Extension(s) 2.0 5.0 2.0 5.0 3.0 2.0 2.0 2.0
Lane Grp Cap(vph) 214 1372 270 789 336 480 206 397
v/s Ratio Prot 0.05 0.34 c0.06 c0.41 c0.09 0.10 0.03
v/s Ratio Perm 0.30 0.27 c0.16 0.06 0.08
v/c Ratio 0.75 0.84 0.62 0.96 0.85 0.33 0.50 0.40
Uniform Delay,d1 15.9 20.3 13.0 20.6 23.6 20.4 30.6 26.5
Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Incremental Delay,d2 12.4 5.2 3.0 22.2 18.6 0.1 0.7 0.2
Delay(s) 28.4 25.4 15.9 42.8 42.2 20.6 31.3 26.7
Level of Service C C B D D C C C
Approach Delay(s) 25.8 38.0 31.6 28.1
Approach LOS C D C C
Intersection Summary
HCM 2000 Control Delay 30.6 HCM 2000 Level of Service C
HCM 2000 Volume to Capacity ratio 0.97
Actuated Cycle Length(s) 75.1 Sum of lost time(s) 20.0
Intersection Capacity Utilization 80.6% ICU Level of Service D
Analysis Period(min) 15
c Critical Lane Group
Creighton Manning Engineering, LLP Synchro 8 Report
BUpm-REZONE60.syn Page 1
HCM Signalized Intersection Capacity Analysis 1: Big Boom Road/Media Drive & Main Street
Luzerne Road Mixed-Use; 117-228 2020 Build(REZONE 60%)with Mixed-Use-PM Peak
,A --v 4, k t ti 1 -V
Movement EEL E---.T ESR +B" ",'ET iE:; [,JE._ HET EiR 3BL SFT S8R
Lane Configurations 'i T14 13 'i 11� *T r
Traffic Volume(vph) 156 916 194 159 706 11 273 76 188 16 81 246
Future Volume(vph) 156 916 194 159 706 11 273 76 188 16 81 246
Ideal Flow(vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Lane Width 11 12 12 12 12 8 11 11 11 12 12 11
Total Lost time(s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0
Lane Util. Factor 1.00 0.95 1.00 1.00 1.00 1.00 1.00 1.00
Frt 1.00 0.97 1.00 1.00 1.00 0.89 1.00 0.85
Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 0.99 1.00
Satd. Flow(prot) 1728 3413 1752 1824 1694 1604 1838 1531
Flt Permitted 0.13 1.00 0.12 1.00 0.45 1.00 0.89 1.00
Satd. Flow(perm) 241 3413 227 1824 804 1604 1650 1531
Peak-hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95
Adj. Flow(vph) 164 964 204 167 743 12 287 80 198 17 85 259
RTOR Reduction(vph) 0 17 0 0 1 0 0 120 0 0 0 84
Lane Group Flow(vph) 164 1151 0 167 754 0 287 158 0 0 102 175
Heavy-Vehicles(%) 1% 3% 3% 3% 4% 0% 3% 3% 2% 0% 3% 2%
Turn Type pm+pt NA pm+pt NA pm+pt NA Perm NA pm+ov
Protected Phases 6 1 2 5 8 3 7 6
Permitted Phases 1 5 3 7 7
Actuated Green, G(s) 35.3 30.2 39.9 32.5 22.5 22.5 9.4 14.5
Effective Green,g(s) 35.3 30.2 39.9 32.5 22.5 22.5 9.4 14.5
Actuated g/C Ratio 0.47 0.40 0.53 0.43 0.30 0.30 0.13 0.19
Clearance Time(s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0
Vehicle Extension(s) 2.0 5.0 2.0 5.0 3.0 2.0 2.0 2.0
Lane Grp Cap(vph) 214 1372 270 789 336 480 206 397
v/s Ratio Prot 0.05 0.34 c0.06 c0.41 c0.09 0.10 0.03
v/s Ratio Perm 0.31 0.27 c0.16 0.06 0.08
v/c Ratio 0.77 0.84 0.62 0.96 0.85 0.33 0.50 0.44
Uniform Delay,d1 16.0 20.3 13.0 20.6 23.6 20.4 30.6 26.7
Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Incremental Delay,d2 13.7 5.2 3.0 22.2 18.6 0.1 0.7 0.3
Delay(s) 29.6 25.4 15.9 42.8 42.2 20.6 31.3 27.0
Level of Service C C B D D C C C
Approach Delay(s) 26.0 38.0 31.6 28.2
Approach LOS C D C C
ke-rin- eflon 9irmmar
HCM 2000 Control Delay 30.7 HCM 2000 Level of Service C
HCM 2000 Volume to Capacity ratio 0.97
Actuated Cycle Length(s) 75.1 Sum of lost time(s) 20.0
Intersection Capacity Utilization 81.1% ICU Level of Service D
Analysis Period(min) 15
c Critical Lane Group
Creighton Manning Engineering, LLP Synchro 8 Report
BUpm-REZONE60wMU.syn Page 1