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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 N:\Projects\2017\117-228 Luzerne Road Mixed Use%documents1117228_Traffic Assessment Update_20170925.docx NIAGARA MOHAWK N UTILITY EASEMENT ' Crab Tree Lane (D . v v 03 � 3 0 O PROJECT LOCATION o c Road Luzern E M_ 0 O r O N C O WEST END o PARK Q r* N77 C y m D C.) CD m East Avenue CD Z) Central Avenue N a D x ^, a CSD _ N 0 3 � 3 E N , CD J N i O SITE DRIVEWAYS -- CD o _ PROJECT LOCATION �,�, � Creighton ♦ manning _E LUZERNE MIXED-USE DEVELOPMENT _Ej TOWN OF QUEENSBURY, NEW YORK PROJECT: 117-228 1 DATE: 09/2017 FIGURE: 1 a 2015 EXISTING 2020 NO-BUILD TRAFFIC VOLUMES 0 TRAFFIC VOLUMES o � a a 0 0 Lu O � CV w N.-m co n X600(680 ) 16°D m X681((773) MAIN ST -.1 1 L►�1*5(25) MAIN ST 1 L,X220(30) (125) 160't*1 (133) 168 905 o-o (860 M%N (961) 1003--P, M (10) 15� Lo—0 (30)36 70N O v !�i m v(o O O a m o 2 m m � LEGEND: LEGEND: m AM PEAK HOUR(PM PEAK HOUR) AM PEAK HOUR(PM PEAK HOUR) O3 TRIP DISTRIBUTION ® TRIP ASSIGNMENT 0 0 a a s s Lu w Lo M 4--- N 4--- MAIN ST -.1 1 L► �—* MAIN ST -.1 ►� 1 � * 35%'t*1 F' (3) 16't _1� _1� __mfi __mfi 0 0 O O O O m m 2 (� m m LEGEND: LEGEND: ENTERING(EXITING) AM PEAK HOUR(PM PEAK HOUR) 2020 BUILD O5 TRAFFIC VOLUMES 0 a 0 Lu 1—co M—` L16(11) —co- 4---681 (773) MAIN ST 1 L►X20(30) (136) 184 *1 1 F' (961) 1003 co co M (30)36- m O m CD E LEGEND: 00 AM PEAK HOUR(PM PEAK HOURO TRAFFIC FORECASTSp� Creighton s Manning LUZERNE ROAD MIXED-USE DEVELOPMENT ° TOWN OF QUEENSBURY, NEW YORK PROJECT: 117-228DATE. 09/2017 FIGURE: 2 Attachment A Site Plan Luzerne Road Mixed Use Town of Queensbury, New York g M --01HOWss= RENDE-1 1-1- ............ LUZERNE ROAD ---------------- Px A Bo I�A S I Fu Mf- > > > 0 > m '= PROPOSED COMMERCIAL MIXED USE DEVELOPMENT FORB'0GU'SU—B ELECKI 42Z, C B LAW BIELECKI 12Lo6F5TON PARK NY BOGUS LAW ROAD TOWN OF OUEENSBURY WARREN COUNTY,NEWYORK 00 TAX MAP No.309.9-2Esz N z 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