Section 3 I
I
B. EXISTING TRAFFIC VOLUMES
IExisting traffic operating conditions were determined through field reconnaissance, traffic data
collected by others and traffic counts performed along Bay Road, Blind Rock Road and at the
' Bay Road &Blind Rock Road intersection by GPI.
GPI conducted AM and PM peak hour manual turning movement counts at the Bay Road and
' Blind Rock Road intersection on July 12, 2011. Automatic Traffic Recorders (ATR's) were
placed on Bay Road and Blind Rock Road between July 14, 2011 and July 22, 2011 to record
hourly traffic volumes, vehicle classification and vehicle speeds.
IThe traffic count data was compared to traffic volume data reported on the Adirondack/Glens
Falls Transportation Council (A/GFTC) website. After reviewing the available data, it was
' determined that the traffic count data collected by GPI was consistent with the traffic volume
data included on the A/GFTC website.
I As the traffic counts were conducted more than a year ago, historic traffic volume growth trends
within the area were reviewed and used to adjust the counted volumes to approximate the current
2013 existing conditions. A conservative growth rate of 1%per year was selected and confirmed
' with A/GFTC to represent traffic variations within the study area due to regional growth. The
resulting 2013 Existing Peak Hour Traffic Volumes are shown on Figure 3. All traffic volume
data reviewed or collected as part of this study are included in the appendix.
'• C. EXISTING INTERSECTION OPERATIONS
' The study area intersection was analyzed for capacity and Level-of-Service (LOS) following
procedures set forth in the Highway Capacity Manual (HCM2000), published by the
Transportation Research Board (TRB). Intersection operational analyses were conducted
' utilizing the Synchro®transportation analysis software, version 8.0.
Levels of Service (LOS) for signalized and unsignalized intersections are defined in terms of
' average delay per vehicle(in units of seconds per vehicle). LOS ranges from A to F with LOS A
representing unrestricted flow and little or no delay per vehicle, and LOS F representing
congested conditions, long delays and poor traffic operations. The table below presents the LOS
' criteria for both signalized and unsignalized intersections. In general, LOS D represents
acceptable operating conditions.
Table 1
' Level of Service Criteria
LOS Signalized Intersection Unsignalized Intersection
Delay Per Vehicle sec. Delay Per Vehicle sec.
' A < 10.0 < 10.0
B > 10.0 and<20.0 > 10.0 and< 15.0
C >20.0 and<35.0 >15.0 and<25.0
' D >35.0 and<55.0 >25.0 and<35.0
E >55.0 and<80.0 >35.0 and<50.0
Fowler Square
F >80.0 >50.0
'• Traffic impact Study 5 GPI
April 2013
N
CNN L24(51)
4-- 106(105)
BLIND ROCK ROAD ,I 1 f— 32(35) HAVILAND ROAD
52(141)---+
80(121)-► 1 t r
0o a v
`ova
PROPOSED
PROJECT SITE
LEGEND
AM PEAK HOUR
(PM PEAK HOUR)
D. 2013 EXISTING OPERATIONS
A capacity analysis was conducted at the study area intersection to determine current operating
conditions. The results of this analysis indicate that under 2013 Existing Conditions all
approaches and individual movements at the intersection of Bay Road and Blind Rock Road
operate at LOS C or better during the AM peak hour. For the PM Peak hour, the eastbound
approach falls to LOS D, but all other approaches remain at LOS C or better. Overall the
' intersection operates at LOS B during the AM peak hour and LOS C in the PM peak hour. It
should be noted that the traffic signal is currently operating in pre-timed mode which contributes
to additional delay for each of the approaches because of poor allocation of green time.
' The results of capacity analysis are summarized in Table 3 in Section V.0 of this report.
I IV. 2018 NO-BUILD CONDITIONS
To determine the impacts that would be directly attributable to the proposed development, traffic
volumes were projected to the year 2018, the anticipated completion year of the proposed
project. The study area intersections were again analyzed for capacity and level of service under
' the future year 2018 No-Build Conditions. The results of this analysis form the baseline by
which project-induced traffic impacts are evaluated.
'. A. BACKGROUND TRAFFIC GROWTH
To account for background traffic growth within the study area, a growth rate 1.0% per year was
applied to the 2013 Existing Peak Hour Traffic Volumes to develop the 2018 No-Build Peak
Hour Traffic Volumes. The 1% growth rate is conservative with actual growth for the area and
was verified by A/GFTC.
The 2018 No-Build Peak Hour Traffic Volumes are shown in Figure 4.
' B. 2018 NO-BUILD OPERATIONS
The Bay Road and Blind Rock Road intersection was analyzed under the No-Build Conditions.
' The results of this analysis indicate that no change in level of service is expected for any of the
intersection approaches as a result of background traffic growth over the next five years.
Overall, the intersection continues to operate at LOS B in the AM peak hour and LOS C in the
' PM peak hour, and the only approach that falls below LOS C is the eastbound Blind Rock Road
approach during the PM peak hour,which is expected to continue operating at LOS D.
' The results of capacity analysis are summarized in Table 3 in Section V.0 of this report.
I
• Fowler Square
' Traffic Impact Study 7 GPI
April 2013
I
f�
t
Q A
m
as
N N 26(54)
4 112(110)
BLIND ROCK ROAD 1 j—33(36) HAVILAND ROAD
55(1aa)� f
84(128)---►
• 75(63)---jF
N
� M
PROPOSED
PROJECT SITE
LEGEND Q
AM PEAK HOUR
(PM PEAK HOUR)
d
m
• Gr°e°mBR-Pedw n FOWLER'S SQUARE TRAFFIC IMPACT STUDY
CO NSULTING B.NGINF.B.RS
GPI TRAFFIC IMPACT STUDY 2018 NO-BUILD TRAFFIC VOLUMES
NOWolf Road TOWN OF QUEENSBURY
S.im 300 NEW YORK JOB NO. rCALE' °
Al v y,W 12205 2013001.00 NO SCALE r 4/2013 4
1
1
• V. 2018 BUILD CONDITIONS
To determine the nature and extent of impacts directly attributable to site-generated traffic
associated with the proposed development, traffic volumes were analyzed for capacity and level
of service under the future year 2018 Build Conditions. The results of this analysis were
evaluated to determine the impacts to the study area intersection.
' A. VEHICLE TRIP GENERATION
Vehicle trips associated with the proposed development were established using the
' methodologies and data presented in the Trip Generation Manual, 9`I' Edition, (Institute of
Transportation Engineers), which provides trip generation information for various land use types.
The proposed development is expected to consist of 42,180 SF of commercial space, 14,000 SF
' of office space and 142 apartment units. Data for Land Use Codes (LUC) 710 (Office Space),
826 (Specialty Retail), 912 (Drive-In Bank) and 220 (Apartments) were used to estimate the trip
generation for the development.
' Vehicle trips generated by the proposed facility during peak hours of adjacent street traffic is
expected to be 150 vehicle trips during the AM peak hour and 279 vehicle trips during the PM
' peak hour before adjustment. However, the vehicle trips calculated for these proposed uses
represent single-use trips on the study area roadway system. Studies have shown that for
developments of mixed-use or multi-use sites, it is realistic to assume that there will be some
'• multi-use trips within the site itself. Based on information published in the ITE Trip Generation
Handbook, it was estimated that 14 percent of the traffic generated by this multi-use
development represents internal trips during the weekday PM peak hour. Internal multi-use trips
' will also exist in the AM peak hour, but with no data specific to that time period being presented
in the Trip Generation Handbook, a conservative approach was taken and no internal trip credit
was taken for the AM peak hour. The multi-use development trip generation worksheet is
provided in the Appendix. Table 2 summarizes the traffic volumes generated by the proposed
development including multi-use trip credits.All trip generation data is provided in the Appendix
as well
' Table 2
Site Generated Vehicle Trips
' Fowler Square Development
Office Drive-In Specialty Apts. Multi-Use New
Land Use Space Bank Retail Total
(14kSF) (1.8kSF) (40.38kSF) (142 units) Trips Trips
Enter 19 13 16 15 63 63
AM Peak Hour Exit 3 9 17 58 87 87
' Total 22 22 33 73 150 — 150
Enter 4 22 52 62 140 (20) 120
PM Peak Hour Exit 17 22 66 34 139 (19) 120
' Total 21 44 I18 96 279 (39) 240
• Fowler Square
' Traffic impact Study 9 GPI
April 2013
1
1
• The Trip Generation Handbook defines two major categories for trips, pass-by trips and non-
pass-by trips, which are broken down into primary trips and diverted link trips. Pass-by Trips
are those made by a driver enroute to a separate primary destination. They are trips that are
' attracted from existing traffic passing the site on an adjacent roadway and are not diverted from
another roadway. Primary Trips are made for the specific purpose of visiting the generator.
The stop at the generator is the primary reason for the trip and the trips generally go from origin
' to generator then return to the origin. Diverted Link Trips are trips attracted from the existing
traffic volume on roadways within the vicinity of the generator but require diversion from that
roadway to the roadway adjacent to the generator. These trips add traffic to the street adjacent to
' the site, but may not add traffic to other travel routes. For the purposes of this study, it is felt that
diverted link trips would be insignificant and though there may be some pass-by trips, the
enclosed nature of the site would yield lower than typical pass-by percentages. To be
conservative, it was felt that pass-by trips would be minimal and that all trips to the site should
be considered new to the roadway network.
B. VEHICLE TRIP DISTRIBUTION AND ASSIGNMENT
' Based on existing traffic patterns on the major corridors within the study area and the location of
the proposed development, it was estimated that 50% of the site-related traffic would exit and
travel south, 30% would exit and travel west, 10% would exit and travel north and 10% would'•
exit and travel east. 50% would enter from the south, 30% would enter from the west, 10%
would enter from the north and 10%would enter from the east. Based on these distributions 20%
' of the site generated traffic is expected to travel through the Bay Road/Blind Rock Road
intersection.
' Figure 5 illustrates the anticipated site trip distribution for the proposed development.
' Vehicle trips associated with the proposed development were distributed to the roadway network
using the trip distribution percentages described above. These trip assignments are shown on
Figure 6. Based on the estimated trip distribution and trip generation, the Fowler Square project
' is expected to add approximately 48 new trips to the Bay Road/Blind Rock Road intersection in
the PM peak hour, and 30 trips in the AM peak hour.
' The distributed site trips were applied to 2018 No-Build Peak Hour Traffic Volumes to develop
the 2018 Build Peak Hour Traffic Volumes shown in Figure 7. These traffic volumes represent
' the anticipated traffic after construction of the proposed Fowler Square facility.
1
• Fowler Square
' Traffic impact Study 10 GPI
April 2013
N
W
Q
Q7
a e
N W
♦— 8%
BLIND ROCK ROAD f— 1o% f— 2% HAVILAND ROAD
30"/o Al f► 2%--• * f►
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PROPOSED .�
PROJECT SITE
s0^i--V
LEGEND Q
ENTER%
4--EXIT %
• Greemnen-Pedersen FOWLER'$ SQUARE TRAFFIC IMPACT STUDY
MNSULT NG FNGMFF S
GPI TRAFFIC IMPACT STUDY TRIP DISTRIBUTION
TOWN OF QUEENSBURY
80 WOIfR"d
Sufm300 NEW YORK n0 NO. SCALE ATE. FIGUREN .
Albeuy,W 122M 2013001.00 NO SCALE 412013 5
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PROPOSED
PROJECT SITE 9(12)
43(60)
LEGEND
AM PEAK HOUR
(PM PEAK HOUR)
• Greenman-Pedersen FOWLER'S SQUARE TRAFFIC IMPACT STUDY
CONSULTING ENGINEERS
GPI TRAFFIC IMPACT STUDY TRIP ASSIGNMENT
ao
TOWN OF QUEENSBURY
$ai4 Oba 300aa NEW YORK O 08 NO. 11 N .
Albany,NY 12205 2013001.00 NO SCALE 4/2013 6
N
• Q
0]
oa^
a
N N 26(S4)
4 (286) �— 117(120)
BLIND ROCK ROAD f 6(12) 1 j— 34(38) HAVILAND ROAD
214((39j� 1 91(138) 0 1 (�
19 36 9] (138)—�
• ,� 75(63)---+
ta
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^N
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PROPOSED 1
PROJECT SITE 9(12)---+ I 43(en)
LEGEND
AM PEAK HOUR
(PM PEAK HOUR)
• Greenman-Pedersen FOWLER'S SQUARE TRAFFIC IMPACT STUDY
WNSULTING ENGINEERS
GPI TRAFFIC IMPACT STUDY 2018 BUILD TRAFFIC VOLUMES
a N
TOWN OF QUEENSBURY
60 1m Road JOB NO. a a I u NO
ABravYY 12203 NEW YORK 2013001.00 NO SCALE 412013 7
i
i
• C. 2018 BUILD OPERATIONS
' A capacity analysis for the 2018 future build condition was conducted for the study area
intersection of Bay Road & Blind Rock Road and the two site driveways to determine the
Iimpacts of the Fowler Square development. The results of this analysis are described below and
summarized in Table 3.
' • At the intersection of Bay Road and the site driveway, all movements are expected to
operate at LOS B or better during both the AM and PM peak hour under 2018 Build
IConditions.
' • At the intersection of Blind Rock Road and the site driveway, all movements are
expected to operate at LOS B or better during the AM peak hour under 2018 Build
Conditions. In the PM peak hour, the driveway approach is expected to operate at LOS C
' and all other movements are expected to operate at LOS A.
• At the intersection of Bay Road and Blind Rock Road, all approaches and individual
' movements are expected to operate at LOS C or better during the AM and PM peak hour
under 2018 Build Conditions with the exception of the eastbound approach of Blind Rock
• Road which may drop to a LOS E in the PM peak hour if no improvements are made.
The results of capacity analysis are summarized in Table 3.
' Table 3
Level of Service ummary
I 2013 Existing 2018 No-Build 2018 Build
Intersection o Improvements
Approach/Movernent AM Peak PM Peak AM Peak PM Peak AM Peak PM Peak
' Hour Hour Hour Hour Hour Hour
Bay Road and Blind Rock Road
Northbound A(8.8) B(10.4) A(8.9) B(I0.6) A(8.9) B(10.8)
Southbound A(10.0) A(9.5) B(10.2) A(9.7) B(10.3) A(9.8)
' Eastbound C(22.5) D(44.5) C(23.0) D(54.0) C(23.6) E(64.7)
Westbound C(22.0) C(22.6) C(21.3) C(23.2) C(21.5) C(23.9)
Overall B(14.5) C(21.1) B(14.7) C(23.8) B(15.0) C(26.9)
IBay Road and Driveway
Northbound Left-Turn N.A. N.A. N.A. PN.A.
A(8.1) A(8.1)
Eastbound Right-Turn N.A. N.A. N.A. B(10.6) B(10.5)
Eastbound Left-Turn N.A. N.A. N.A. B 11.2) B 13.1)
' Blind Rock Road and Driveway
Northbound RighdLeft-Tum N.A. N.A. N.A. B(12.6) C(15.1)
Westbound Left/Thru N.A. N.A. N.A. A(0.2) A(0.5)
LZ
I X(X.X)=Level of Service(Delay,seconds per vehicle)
N.A.=Not Applicable
• Fowler Square
Traffic Impact Study 14 GPI
April 2013
1
• D. OPERATIONAL IMPROVEMENTS CONSIDERED
' To address existing and forecasted delays on the eastbound Blind Rock Road approach, three
improvement options were considered, as was an alternative to make no improvement other that
' timing adjustments at the existing traffic signal. These options include:
➢ Adjustment of signal timings at existing pre-timed signal.
' ➢ Option 1: Signal Improvements-Upgrade the traffic signal to provide full actuation as a
way to better allocate green time based on real time traffic demand.
Option 2: Construct a left turn on Blind Rock Road-Widen the Blind Rock Road
approach to Bay Road to provide a 2 lane approach-a separate left turn lane and a single
lane for through and right turn movements.
➢ Option 3: Provide both the signal improvements and the left turn lanes.
ICapacity Analyses were conducted using the 2018 Build Condition Volumes (see Figure 7) for
each of these options. The results are presented in Table 4.
ITable 4
Com arison of Improvement O tions
I 2018 Build 2018 Build w/ 2018 Build w/ 2018 Build w/
Timing Ad'.Only Option I Op lion 2 Option 3
Intersection AM PM AM PM AM PM AM PM
Approach/Movement Peak Peak Peak Peak Peak Peak Peak Peak
• Hour Hour Hour Hour Hour Hour Hour Hour
Bay Road and Blind
Rock Road
Northbound B(15.4) C(20.0) A(6.9) B(14.7) A(8.9) B(10.8) A(6.6) B(10.3)
Southbound B(18.3) B(17.2) A(7.8) B(12.2) B(10.3) A(9.8) A(7.5) A(9.0)
Eastbound B(12.1) B(17.1) B(15.2) B(14.8) B(19.8) C(23.1) B(12.0) B(10.9)
Westbound B(11.3) B(12.1) B(12.6) B(10.0) C(21.5) C(23.4) B(13.5) B(11.6)
Overall B 14.9 B 17.3 B 10.1) B 13.4 B 14.1 B 15.9 A 9.4 B 10.4
Bay Road and Driveway
Northbound Left-Turn A(8.1) A(8.1) A(8.1) A(8.1) A(8.1) A(8.1) A(8.1) A(8.1)
Eastbound Right-Turn B(10.5) B(10.4) B(10.7) B(10.5) B(10.6) B(10.5) B(10.7) B(10.5)
' Eastbound Left-Turn B 11.2 B 13.1) B(11.2) B(13.1) B 11.2) B 13.1) B 11.2) B 13.1
Blind Rock Road and
Driveway
' Northbound B(12.6) C(15.1) B(12.6) B(15.1) B(12.6) C(15.1) B(12.6) C(15.1)
Westbound Left-Turn A(0.2) A 0.5 A 0.2) A 0.5 A 0.2 A 0.5 A(0.2) A(0.5)
The results indicate that either improvement option 1 (signal) or 2 (turn lane) will improve
' operating conditions so that all approaches, including the eastbound approach, will operate at a
LOS C or better. With option 3 (new signal and turn lane), all approaches will operate at a LOS
B or better indicating significant reserve capacity. When comparing the results for options I and
' 2 it appears that upgrading the traffic signal would provide slightly better operations than
installing the left turn lane.
I
Fowler Square
' Traffic Impact Study 15 GPI
April 2013
1
• E. SIGHT DISTANCE EVALUATION
GPI utilized a radar spot speed study to determine current operating speeds along Bay Road and
Blind Rock Road in the vicinity of the proposed site driveways. The radar spot speed study
' observes vehicles during off-peak periods traveling under free flow conditions (meaning that
motorists are able to choose the speed at which they are comfortable driving and are uninhibited
by other vehicles in front of them or the traffic signal which may influence travel speeds).
IThe speed data collection observed 25 vehicles in each direction along Bay Road and Blind Rock
Road and resulted in an average travel speed of 43.9-mph in the northbound direction and 45.3-
mph in the southbound direction along Bay Road and 40.4-mph in the eastbound direction and
38.5-mph in the westbound direction along Blind Rock Road. The 85`h percentile operating speed
determined from the acquired data was 46-mph for the northbound direction and 48-mph in the
southbound direction along Bay Road and 43-mph in the eastbound direction and 40-mph in the
westbound direction along Blind Rock Road. Therefore, available sight distance at the proposed
driveways was evaluated and compared to that required for a design speed of 50-mph along Bay
' Road and 45-mph along Blind Rock Road although the posted speed limit along Bay Road is 45-
mph and along Blind Rock Road is 40-mph. The speed data collected along Bay Road and Blind
Rock Road is provided in the appendix of this report.
' Field reconnaissance indicated the available sight distance at the proposed Bay Road driveway
exceeded the recommended sight distance of 555 feet for an operating speed of 50-mph per
�• guidelines within A Policy on the Geometric Design of Highways and Streets, (AASHTO,2004).
Additionally, the available sight distance at the Blind Rock Road driveway exceeded the
recommended sight distance of 500 feet for an operating speed 45-mph.
' To ensure the safe and efficient flow of traffic to and from the proposed site, it is recommended
that any proposed plantings, vegetation, landscaping, and signing along the site frontage be kept
' low to the ground or set back sufficiently from the edge of the roadways so as not to inhibit the
available sight lines.
' F. COORIDINATION WITH TOWN AND COUNTY HIGHWAY DEPARTMENTS
During the preparation of this Study, GPI staff meet with the Warren County Department of
' Public Works and the Queensbury Town Highway Superintendant to review the traffic analysis
and to solicit any concerns regarding the project. The following meetings were held:
• February 27,2013—Met with Warren County Department of Public Works
• March, 11, 2013 -Met with Queensbury Town Highway Superintendant
• March 15,2013—Met with Queensbury Town Highway Superintendent
' Warren County indicated both Bay and Blind Rock Roads were County Roads and permits
would be required to construct the driveways as shown on the site plan. The County also
' indicated the traffic signal that controls the intersection of Bay and Blind Rock Road is
maintained by the Town of Queensbury. Warren County did not have any objection to the
• project and indicated their intention to issue the necessary driveway permits once Town
Fowler Square
' Traffic Impact Study 16 GPI
April 2013
I
I
I
• approvals are granted.
' The meetings with the Town Highway Department focused on the current operation of the traffic
signal that controls the Bay and Blind Rock Road intersection. At the March 15th meeting at the
' intersection, the timing of the current fixed time operation was modified to allocate the green
time in better balance with the current traffic flows. During this meeting it was confirmed that
the existing microwave vehicle detectors had malfunctioned and this was contributing to the
I delays experienced at the intersection. It was indicated that the funds for installing new
detectors were in the Towns Highway budget and the equipment would be ordered and installed
when delivered.
I
G. FINDINGS AND RECOMMENDATIONS
' Findings
' The results of the traffic analysis have indicated the following:
• Fowler Square will generate approximately 150 new trips in the AM peak hour and 222
trips in the PM peak hour.
• Approximately 20% of the new site generated trips will travel through the Bay
Road/Blind Rock Road intersection
' • • The eastbound Blind Rock Road approach to the Bay Road experienced the longest
delays at the intersection — forecasted to operate at a LOS D by 2018 without Fowler
Square and LOS E with Fowler Square.
' • The additional traffic generated by Fowler Square will have a minimal impact to traffic
operations in the area.
• There is sufficient sight distance provided at each of the two main site driveway
' locations.
• Upgrades to the timing and equipment at the existing traffic signal will mitigate the
additional traffic that the project will add to the Bay Road Blind Rock Road intersection.
' Recommendations
' The analysis shows the construction of the Fowler Square development will not result in any
significant traffic impacts. However, we offer the following recommendations to provide
adequate traffic flow:
I • Provide one lane entering the project site and two lanes exiting at the Bay Road
driveway.
I • Provide one lane entering and one lane exiting at the Blind Rock Road driveway.
• Provide stop sign control on both main driveway approaches to Bay Road and Blind
Rock Road.
• Any proposed plantings, vegetation, landscaping, and signing along the site frontage is
kept low to the ground or set back sufficiently from the edge of the roadways so as not to
' • Fowler Square
Traffic Impact Study 17 GPI
April 2013
I
r
r
• inhibit the available sight lines.
r • Modify the current fixed time operation at the existing traffic signal at the intersection of
Bay Road and Blind Rock Road to provide a better allocation of green time (This was
completed on March 15, 2013).
r • Replace the malfunctioning microwave detectors at the traffic signal to provide a traffic
responsive operation (The Town has this equipment on order).
• Provide sufficient ROW along Blind Rock Road to allow for a future widening by others
rto provide an additional approach lane to the intersection..
Many of these recommendations have already been incorporated on the preliminary site plan(see
r Figure 2). With the implementation of these recommendations the traffic impacts of Fowler
Square will be mitigated, the adjacent roadway network will continue to operate safely and
efficiently and the calculated traffic operations under the 2018 Build Conditions will be better
rthan the 2013 Existing Conditions.
r
r
r •
r
r
r
r
I
r
r
r • Fowler Square
Traffic Impact Study 18 GPI
April 2013
r
I
1
APPENDIX
' • TRAFE'TC VOLUME DATA
TRIP-GENERATION CALCULATIONS
' CAPACITY ANALYSIS WORKSHEETS
SPEED DATA
I •
I
1
I
I •
I
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1 '
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1
'• Thomas Melander
Traffic Engineering Technician
1346 Lawn Avenue
Schenectady,New York
Telephone-515-466-0741
' DATE: July 25,20i 1
SUBJECT: BAY ROAD,SOUTH OF BLIND ROCK ROAD,TRAFFIC STATISTICS
Traffic statistics for Bay Road, 600 feet south of Blind Rock Road, Queensbury,New York
from July 14 through July 22,2011,using traffic counter MC-5 are tabulated below:
Bay Road
600 feet south of Blind Rock Road
Posted Speed Limit- Speed Limit 45
Average Speed-42
' 85th Percentile Speed-47
10 mph Speed Range-38 to 48 mph
Percentage within 10 mph Speed Range-74%
Total Vehicles Counted-61,231 Vehicles
Average Daily Traffic Volume=7,698 Vehicles per day
Average Weekday Traffic Volume-8,174 Vehicles per day
Vehicle Type Quantity Percentage
Cars 47,926 78%
' Motorcycles 761 1%
Pickups1Vans/SUV 11,949 20%
Buses 95 M/u
' Trucks 275 0%
Tractor-trailers 225 00/0
1
1
1
1
1 •
I
1
' • Bay Road
600 feet south of Blind Rock Road
July 14-July 21,2011
' AVERAGE
TRAFFIC
VOLUME SUN MON TUE WED THU FRI SAT
12 AM 1 AM 38 43 34 25 35 34 37 59
' 1 AM 2 AM 21 30 14 16 18 24 23 21
2 AM 3 AM 14 14 10 16 11 12 24 14
3 AM 4 AM 13 10 13 8 9 10 23 16
4 AM - 5 AM 21 14 21 19 24 25 29 13
' 5 AM - 6 AM 57 29 65 82 67 68 56 35
6 AM 7 AM 137 76 165 157 167 162 160 71
7 AM - ' 8 AM 292 126 327 360 352 359 336 187
8 AM 9 AM 421 262 443 479 476 504 502 283
9 AM - '10 AM 484 369 491 539 508 513 510 455
10 AM - '11 AM 544 437 539 534 599 564 573 563
11 AM - '12 PM 579 504 553 577 560 592 657 613
' 12 PM 1 PM 601 490 622 615 575 647 685 574
1 PM - ' 2 PM 576 489 669 570 553 627 620 506
2 PM - ' 3 PM 548 428 587 565 559 611 645 444
3 PM 4 PM 596 440 698 621 661 615 628 506
' Y 4 PM 5 PM 607 450 665 653 640 649 727 465
5 PM - ' 6 PM 552 440 535 589 579 646 612 461
6 PM 7 PM 466 466 441 423 466 515 498 456
' 7 PM - ` 8 PM 383 350 387 407 355 392 442 349
8 PM 9 PM 323 288 320 349 315 332 329 326
9 PM - '10 PM 224 206 193 196 245 214 278 233
10 PM - '11 PM 124 90 108 106 96 151 148 169
' 11 PM - '12 AM 76 63 61 81 54 88 103 84
7,698 - AVERAGE DAILY TRAFFIC VOLUME
1
1
2
I
1
Bay Road
' All Traffic
30000 26750
' 25000 —
a
� 20000
ti 15000 14268 14362
' 0 10000
5000 I 2809- 26719
25 70 57 337 ; 316 50
11-15 16-20 21-25 26-30 31-35 36AO 41A5 46-50 51-55 56-60 61-65
' Vehicle Speeds
I
' • Bay Road
Traffic Speeds
90 - - -
80 _------ - - - - - --- - - —
70 - - --- — -- - - - - -
I60 - - - - -- - — - --
50
' 40
30 - - -
AMIAMIAMIAMIAMIAMIAMIAM AM AM AMIAM PM,PMIPM PM•PM PM IPMIPMIPMIPM PM PM
j12 1 1 2 3 14 5 1 6 7 8 9 10 11 12 11 2 3 1 4 15 6 7 8 9 10 11
--- Average Speed 85th Speed - -•Maximum Speed
1
1
1 •
3
1
1
'• Bay Road,Northbound Traffic
600 feet south of Band Rock Road
' Posted Speed Limit-Speed Limit 45
Average Speed-42
85th Percentile Speed -46
10 mph Speed Range-36 to 46 mph
' Percentage within 10 mph Speed Range-73%
Total Vehicles Counted—30,838 Vehicles
Average Daily Traffic Volume=3,870 Vehicles per day
Average Weekday Traffic Volume-4,143 Vehicles per day
Vehicle Type Quantity Percentage
' Cars 24,186 78%
Motorcycles 338 1%
Pickups/Vans/SUV 6,220 20%
Buses 41 0%
' Trucks 146 0%
Tractor-trailers 108 0%
' Bay Road
600 feet south of Blind Rock Road
Northbound Traffic
'• July 14-July 21,2011
AVERAGE
TRAFFIC
VOLUME SUN MON TUE WED THU FRI SAT
12 AM 1 AM 20 23 14 16 21 20 18 31
1 AM -' 2 AM 12 19 7 9 12 17 10 13
` 2 AM - ' 3 AM 8 8 3 6 5 8 17 8
' 3AM -` 4AM 4 3 3 3 3 2 8 8
4AM 5AM 6 8 5 2 4 7 12 5
5 AM - ` 6 AM 18 11 22 29 20 17 15 15
' 6 AM - 7 AM 51 42 69 49 59 59 60 30
7 AM - ' 8 AM 100 51 99 ill 113 120 119 90
8 AM - 9 AM 173 132 172 188 184 193 204 140
9 AM - '10 AM 223 194 215 256 228 244 226 201
' 10 AM -'11 AM 258 203 241 240 297 270 277 275
11 AM - '12 PM 289 238 258 308 286 317 335 284
12 PM 1 PM 314 243 295 334 317 327 375 304
' 1 PM - ` 2 PM 297 253 338 289 285 326 322 270
2 PM - ` 3 PM 284 204 277 297 316 338 340 219
3 PM - ' 4 PM 320 219 360 360 383 318 343 257
4 PM - ' S PM 335 203 393 369 359 375 386 263
' S PM - ' 6 PM 306 188 325 347 359 363 338 224
6 PM - ` 7 PM 242 194 258 218 264 262 264 236
7 PM - ' 8 PM 209 164 227 233 195 234 236 176
8 PM -' 9 PM 173 137 162 199 155 195 197 163
' 9 PM - 'to PM 120 96 121 108 132 113 143 125
10 PM - '11 PM 60 39 60 54 54 57 76 83
• 11 PM - '12 AM 44 34 35 51 26 53 60 47
' 3,870 AVERAGE DALY TRAFFIC VOLUME
4
I
1
I
I •
' Bay Road
Northbound Traffic
14000 13034
I 12000
c
10000 8693
Cr 8000 - —
a 6000 5621
4000
2155
m _
I > 2000 5 857
21 37 289 — 104 15
0 _
11-15 16-20 21-25 26-30 31-35 3640 4145 46-50 51-55 56-60 61-65
IVehicle Speeds
Bay Road
• Northbound Traffic Speeds
sa
80
70
60 - - — - - - — - ' -�
50 --._.-
�.
40 +�
30 IAMAMI AM AM AM AM'AMIAM AM AMAM AMIP7PM M IpMIPM PM PM PM PM PM pM
12 1 2 3 4 5 6 7 8 9 10 11 1 3 4 5 6 7 8 9 10 11
Average Speed - 851h Speed Maximum Speed
I
I
I
I �
5
I