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Traffic reportJuly 15, 2022 Mr. Matthew Huntington, P.E. StudioA 38 High Rock Avenue, Suite 3 P.O. Box 272 Saratoga Springs, NY 12866 RE: Traffic Assessment, Main Street Apartments, Town of Queensbury, Warren County, New York; CM Project 122-179 Dear Mr. Huntington: Creighton Manning Engineering, LLP (CM) has conducted a Traffic Assessment for the proposed Main Street Apartment project located at 70-80 Main Street (CR 28) in the Town of Queensbury. This assessment is based on information provided in the, “Layout & Materials Plan” prepared by StudioA Landscape Architecture & Engineering, DPC, dated January 12, 2022 (see Attachment A). 1.0 Project Description The proposed project includes the construction of 24 one-bedroom apartments with approximately 6,700 square-feet (SF) of office/retail space on the first floor. The building will be located on the south side of Main Street (CR 28) just east of the Pine Street intersection in the Town of Queensbury. Access to the site is proposed via one new unsignalized driveway located on Main Street approximately 150-feet east of Pine Street. The project is expected to be complete and fully occupied by 2024. The site location is shown on Figure 1. 2.0 Existing Conditions Roadways Serving the Site Main Street (CR 28) is classified as an urban principal arterial other with one 13-foot wide travel lane in each direction and an 11-foot wide two-way left-turn lane (TWLTL). Main Street travels in an east-west direction from the I-87 Exit 18 Interchange to the S. Western Avenue/Thomas Street intersection. In the vicinity of the site, the posted speed limit is 35-mph and sidewalks are provided on both sides of the road. Land uses along the roadway generally consist of residential and commercial uses near the project site. Study Area Intersection Main Street (CR 28)/Pine Street is a four-leg intersection operating under actuated traffic signal control. The northbound and southbound Pine Street approaches are slightly offset and provide a single lane for shared travel movements. The eastbound and westbound Main Street approaches provide an exclusive left-turn lane and a shared through/right-turn lane. Marked crosswalks along with pedestrian push buttons, Figure 1 –Project Site N Project Site Main Street (CR 28) Pine StreetRiver Street Mr. Matthew Huntington, P.E. July 15, 2022 Page 2 of 8 countdown timers, and detectable warning ramps are provided on the north and south legs of Pine Street and on the east leg of Main Street. Data Collection Turning movement counts were conducted at the study area intersection on Wednesday, June 22, 2022 during the evening peak period (4:00 to 6:00 p.m.) and on Thursday, June 23, 2022 during the morning peak period (7:00 to 9:00 a.m.). The observed peak hours occurred from 7:30 to 8:30 a.m. and from 4:15 to 5:15 p.m. An automatic traffic recorder (ATR) was installed on Main Street near the project driveway from Tuesday, June 28, 2022 to Thursday, June 30, 2022 to collect volume and speed data near the proposed site. Data collected from the ATR shows that Main Street currently serves approximately 19,150 vehicles per day (vpd). The data indicates that the 85th percentile speed1 on Main Street approximately 200-feet west of Pine Street is approximately 36-mph. Due to altered travel and employment patterns resulting from the COVID-19 pandemic, the ATR installed on Main Street was adjusted to represent Annual Average Traffic Data (AADT) which was then compared to a traffic count conducted in 2018 by NYSDOT at that location. These traffic counts were used to develop a peak hour growth factor which is consistent with the Traffic Data Collection Guidance during Covid-19 Pandemic memo published by NYSDOT in August 2020. The June 2022 turning movement counts were factored to reflect pre-covid conditions based on this methodology. The factored 2022 traffic volumes at the study area intersection during the weekday morning and afternoon peak hours are shown on Figure 2- 1. The raw turning movement count data and ATR data is included under Attachment B. 3.0 Sight Distance A sight distance evaluation was completed at the proposed Site Driveway intersection with Main Street. Available intersection sight distance was measured from the perspective of a passenger car exiting the site onto Main Street. It was also measured for a passenger car traveling westbound along Main Street looking straight ahead to turn left into the Site Driveway. The available intersection sight distance should provide drivers a sufficient view of the intersecting roadway to allow passenger cars 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 on Main Street at the proposed Site Driveway location. 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 object in its path. The diagram illustrates these sight distance measurements. The sight distances measured in the field were compared to the guidelines presented in A Policy on Geometric Design of Highways and Streets, 2018 published by the American Association of State Highway 1 The 85th percentile speed is the speed in which 85 percent of drivers were observed driving at or below. Sight Distance Measurements Mr. Matthew Huntington, P.E. July 15, 2022 Page 3 of 8 Transportation Officials (AASHTO) and NYSDOT design guidance (EB 17-007) for the observed 35-mph travel speed on Main Street. The results of the sight distance analysis are summarized in Table 1. Table 1 – Sight Distance Summary (feet) Intersection Intersection Sight Distance1 Stopping Sight Distance2 Right-Turn from Site Driveway (DL) Left-Turn from Site Driveway Left-Turn from Main Street (DS) SSDEB SSDWBLooking Left (DL) Looking Right (DR) Main Street / Site Driveway Available (>600) (>600) >600 (>600) (>600) >600 Recommended 335 390 390 285 250 250 XXX (XXX) = Available Sight Distance (Available Sight Distance through the Signalized Intersection) 1 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 vehicle. 2 Stopping sight distance measured for a 2 foot object located in the path of eastbound and westbound vehicles on Main Street. Main Street/Site Driveway – The available intersection sight distance for vehicles exiting the Site Driveway looking left and right to take a left or right turn and looking straight to make a left-turn into the site, as well as the stopping sight distance for vehicles traveling eastbound and westbound on Main Street meet AASHTO guidelines for the applicable operating speed. 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 Site Driveway. 4.0 Traffic Assessment Trip Generation Trip generation determines the quantity of traffic expected to travel to/from a given site. The Institute of Transportation Engineers (ITE) Trip Generation, 11th edition, is the industry standard used for estimating trip generation for proposed land uses based on data collected at similar uses. The trip generation for the proposed project was estimated using the following ITE Land Use Codes (LUC): LUC 220 – Multifamily Housing – Low-Rise (Data set modified below 50 units) LUC 712 – Small Office Building LUC 822 – Strip Retail Plaza (Data set modified below 18 KSF) Table 2 summarizes the trip generation estimate during the AM and PM peak hours. Table 2 – Trip Generation Summary Land Use Size LUC AM Peak Hour PM Peak Hour Enter Exit Total Enter Exit Total Multi-Family Apartments 24 Units 220 3 6 9 8 5 13 Office Space 3,350 SF 712 5 1 6 2 5 7 Retail Space 3,350 SF 822 5 3 8 11 12 23 Pass-By Trips – 40% -2 -2 -4 -5 -5 -10 Total Primary Trips 11 8 19 16 17 33 The proposed project will generate 19 new vehicle trips during the AM peak hour and 33 new vehicle trips during the PM peak hour. The magnitude of the new vehicle trips generated at the site is less than the NYSDOT and ITE threshold of 100 site generated vehicles on any one intersection approach for needing 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 indicating that additional detailed intersection analysis is not needed and that the site generated traffic will be accommodated by Mr. Matthew Huntington, P.E. July 15, 2022 Page 4 of 8 the existing roadway network. The Main Street/Pine Street intersection is included in this assessment since it is located adjacent to the proposed site driveway. Future Traffic Volumes To forecast traffic volumes, it is necessary to understand trends in background growth rates, other developments proposed in the area, and the additional traffic generated by the proposed project. The Town of Queensbury was contacted and indicated that there were no other proposed development projects underway near the project site that would impact background traffic. In addition, the proposed project is expected to be fully occupied by 2024. Historical traffic volume data published by NYSDOT indicates that traffic volume growth on Main Street in the vicinity of the site has decreased over the past several years; therefore, a positive growth of ¼ percent per year from 2022 to 2024 was used to conservatively estimate the general background growth in traffic volumes. The 2024 No-Build traffic volumes, representing future traffic volumes in the study area prior to construction of the proposed project, are illustrated on Figure 2-2. Traffic generated by the project was distributed on the adjacent roadways based on the existing turning movement counts conducted at the site intersection during the study periods. The trip distributions and trip assignment for primary and pass-by trips are shown on Figure 2-3 through Figure 3-2. The site- generated trips were added to the 2024 No-Build traffic volumes, resulting in the 2024 Build traffic volumes as shown on Figure 3-3. Traffic Operations Intersection Level of Service (LOS) and capacity analysis relate traffic volumes to the physical characteristics of an intersection. Intersection evaluations were made using the Synchro 11 Software, which automates the procedures contained in the Highway Capacity Manual. Table 4 summarizes the results of the level of service calculations for the proposed project. The detailed level of service analyses are included under Attachment C. Table 4 – Level of Service Summary Intersection ControlWeekday AM Peak Hour Weekday PM Peak Hour 2022 Existing 2024 No-Build 2024 Build 2022 Existing 2024 No-Build 2024 Build Main Street/Pine Street S Main Street EB Main Street WB Pine Street NB Pine Street SB L TR L TR LTR LTR B (16.2) B (13.0) B (12.0) B (14.2) D (40.2) C (28.0) B (16.3) B (13.1) B (12.0) B (14.2) D (40.3) C (28.1) B (16.3) B (13.3) B (12.0) B (14.3) D (40.5) C (28.3) B (17.8) B (14.5) B (12.5) B (14.8) C (32.8) C (30.1) B (17.9) B (14.6) B (12.6) B (14.8) C (32.9) C (30.2) B (18.1) B (14.9) B (12.6) B (15.0) C (33.1) C (30.4) Overall B (14.1) B (14.2) B (14.3) B (15.3) B (15.4) B (15.6) Main Street/Site Driveway U Main Street WB Site Driveway NB L LR -- -- -- -- A (9.2) C (15.6) -- -- -- -- A (9.4) C (16.9) S, U = Signal Controlled intersection, Unsignalized 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) = Level of service (Average delay in seconds per vehicle) The impact of the project can be described by comparing the analysis of the No-Build and Build operating conditions. The follow observations are evident from this analysis: Main Street/Pine Street – The level of service summary indicates that the signalized intersection Mr. Matthew Huntington, P.E. July 15, 2022 Page 5 of 8 will operate at an overall LOS B during both peak hours through Build conditions with a maximum delay increase of less than one second on any approach. No mitigation is recommended. Main Street/Site Driveway – The level of service analysis indicates that the westbound left-turn movement will operate at LOS A during both peak hours while the northbound Site Driveway approach will operate at LOS C during both peak hours after full build-out of the development. It is recommended that the northbound Site Driveway approach provide a single lane for shared left and right turn movements that are controlled by a stop-sign. Queuing Evaluation A queuing evaluation was conducted along the site frontage to determine how queuing on Main Street will impact the unsignalized Site Driveway intersection located approximately 125-feet east of Pine Street. The 125-feet of space allows for approximately five vehicles in queue at the signal before operations of the Site Driveway are impacted by vehicles on Main Street. Queuing observations were taken at the study area intersection during the morning and afternoon peak periods noted above. A review of the level of service analysis indicates that traffic from the proposed development will not significantly impact operations of the adjacent traffic signal and that queuing conditions will be similar to existing conditions. Existing observations showed that the average and 95th percentile queue on the westbound Main Street approach of the study intersection was three and six vehicles (75-feet and 150-feet), respectively during the weekday AM peak hour. During the PM peak hour, the average and 95th percentile queue on the westbound Main Street approach was three and seven vehicles (75-feet and 175-feet), respectively. This indicates that the 95th percentile queues on the westbound Main Street approach will extend past the Site Driveway located 125-feet east of Pine Street during the AM and PM Peak hours. A review of the queueing assessment indicates that although the worst-case westbound queues will extend past the Site Driveways during the AM and PM peak hours, these queues typically quickly dissipate during the green phase of the adjacent traffic signal which provides gaps in traffic for use by drivers exiting the site. It is noted that mainline vehicles will often provide courtesy gaps in order to allow vehicles to enter and exit Main Street from the Site Driveway. In addition, vehicles exiting the development will be able to use the existing TWLTL in order to execute a two-stage left-turn movement from the site. The use of courtesy gaps is common during peak travel periods at unsignalized driveways located adjacent to traffic signals in built up corridors. The queueing assessment indicates that development of the Main Street Apartment project will have negligible impacts to the operations of the adjacent traffic signal; therefore, queuing along the site frontage will not noticeably change as a result of the project. Local Street Impact A review of local streets that surround the proposed mixed-use development was also conducted to determine if traffic associated with the site will significantly impact operations of these roadways and intersections. As noted above, access to the proposed site will only be provided via Main Street and will not have access to River Street located to the south or Pine Street to the west. In addition, a review of the level of service assessment indicates that the signalized Pine Street intersection on Main Street will continue to operate at an overall LOS B. The northbound Pine Street approach that provides access to residential homes on Pine Street and River Street will continue to operate at similarly after build-out of the site with an increase in delay less than one second. A review of the traffic distribution and assignment figures indicates that the site will increase traffic through the 2nd Street intersection located east of the site by approximately nine vehicles during the AM peak hour and 15 vehicles during the PM peak hour. The minor increase in traffic will not impact operations of the 2nd Street intersection. Mr. Matthew Huntington, P.E. July 15, 2022 Page 6 of 8 5.0 Conclusions The proposed project includes the construction of 24 one-bedroom apartments with approximately 6,700 SF of office/retail space on the first floor. The building will be located on the south side of Main Street just east of the Pine Street intersection in the Town of Queensbury. Access to the site is proposed via one new unsignalized driveway located on Main Street approximately 150-feet east of Pine Street. The project is expected to be complete and fully occupied by 2024. The following is noted regarding the proposed project: • The proposed project will generate 19 new vehicle trips during the AM peak hour and 33 new vehicle trips during the PM peak hour, based on ITE equations. The magnitude of the new vehicle trips generated at the site is less than the NYSDOT and ITE threshold of 100 site generated vehicles on any one intersection approach for needing off-site intersection analysis. The level of service analysis indicates that the signalized study area intersection will operate adequately during the AM and PM peak hours after full build-out of the site. Mitigation is not recommended at this location. The unsignalized Site Driveway intersection on Main Street will operate adequately after build-out of the site. It is recommended that a single lane be provided for entering and exiting vehicles and that the northbound driveway approach be controlled by a stop-sign. An AM and PM peak hour queuing assessment on the westbound Main Street approach indicates average queues will not block the Site Driveway intersection during both peak hours. It is noted that 95th percentile queues on the approach during the AM and PM peak hours will block the Site Driveway during the red phases of the adjacent traffic signal; however, a review of traffic conditions indicates that westbound queues generally dissipate quickly during the green phase of the traffic signal which provides gaps in traffic for use by drivers exiting the site. The development of the Main Street Apartment project will have minor impacts to the operations of the adjacent traffic signal; therefore, queuing along the site frontage will not noticeably change as a result of the project. Adequate gaps will be provided to access the Site Driveway on Main Street. When blocked during 95th percentile conditions, vehicles exiting the Site Driveway during the peak hours will also be served by courtesy gaps provided by mainline drivers and the TWLTL. The use of courtesy gaps is common during peak travel periods at unsignalized driveways located adjacent to traffic signals in built up corridors. The sight distance assessment indicates that adequate sight lines will be provided for the applicable operating speeds. It is also 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 Site Driveway. 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 Associate Attachments \\CME-FILE01\Company\Projects\2022\122-179 StudioA - Main Street Apartments\Working\Traffic\Reports\20220715_ltr rpt_122179.docx N N N N 1 PINE ST2 PINE ST3 55% 4 N:\Projects\2022\122-179 StudioA - Main Street Apartments\Working\CADD\dgn\figures\122-179_fig_traf_01.dgnPROJECT: DATE: FIGURE:2 TOWN OF QUEENSBURY, NEW YORK MAIN STREET APARTMENTS 122-179 07/2022 TRAFFIC FORECASTS N EXISTING 2022 TRAFFIC VOLUMES NO-BUILD 2024 TRAFFIC VOLUMES PRIMARY TRIP DISTRIBUTION PRIMARY TRIP ASSIGNMENT20 (25)1 (1)15 (9)5 (14) 584 (627) 1 (4)(8) 3(4) 1(3) 3(55) 20 (762) 701 (3) 2 AM PEAK HOUR (PM PEAK HOUR) LEGEND:20 (25)1 (1)15 (9)5 (14) 587 (630) 1 (4)(8) 3(4) 1(3) 3(55) 20 (766) 705 (3) 2 AM PEAK HOUR (PM PEAK HOUR) LEGEND: (55%) ENTERING (EXITING) LEGEND: 4 (9) (9) 6 AM PEAK HOUR (PM PEAK HOUR) LEGEND: MAIN ST MAIN ST PINE STPINE STPINE ST45% 55% MAIN ST PINE ST (55%)(45%) PINE STMAIN ST PINE ST (9) 4(8) 4 5 (7) (9) 6 DRWYSITEDRWYSITE N N N 1 PINE ST2 3 N:\Projects\2022\122-179 StudioA - Main Street Apartments\Working\CADD\dgn\figures\122-179_fig_traf_01.dgnPROJECT: DATE: FIGURE:3 TOWN OF QUEENSBURY, NEW YORK MAIN STREET APARTMENTS 122-179 07/2022 TRAFFIC FORECASTS N BUILD 2024 TRAFFIC VOLUMES AM PEAK HOUR (PM PEAK HOUR) LEGEND: PASS-BY TRIP DISTRIBUTION -45% +45%+45%+55%-55% +55% MAIN ST PINE STMAIN ST PINE ST20 (25)1 (1)15 (9)5 (14) 591 (639) 1 (4)(8) 3(4) 1(3) 3(55) 20 (775) 711 (3) 2 MAIN ST PASS-BY TRIP ASSIGNMENT +1 (-2) -1 (+2)(+2) +1(+3) +1(-3) -1 (+3) +1 592 (646) 6 (9)(11) 5(11) 5(775) 722 (12) 7 AM PEAK HOUR (PM PEAK HOUR) LEGEND:PINE STPINE STPINE STDRWYSITEDRWYSITEDRWYSITE Attachment A Site Plan Main Street Apartments Town of Queensbury, New York PROPOSEDBUILDINGDRIVEWAYENTRANCE6"DEEPRIVERROCKSTRIPBETWEENEDGEOFPAVEMENTANDFENCEPROPOSED35LFX3'HIGHWOODFENCEPROPOSED6'HIGHPRIVACYWOODFENCEREMAINDEROFPROPERTYLENGTHPROPOSED5'WCONCRETESIDEWALK(2)COMPACTPARKINGSPACESAT18'LX8.5'W(2)ADAACCESSIBLEPARKINGSPACESAT18'LX9'W,TYP.AND(1)ADAACCESSIBLEAISLEAT18'LX9'W,W/PERMANENTLYGROUNDMOUNTEDSIGNSASREQ'DTYPICALPARKINGSPACEAT18'LX9'W5512646INDICATESQUANTITYOFPARKINGSPACESINROW,TYP.PLANTINGBED,TYP.6"DEEPRIVERROCKSTRIPBETWEENEDGEOFPAVEMENTANDFENCE(2)8YRDDUMPSTERBINS6'HPRIVACYFENCEW/GATE6"WCIPCONCRETECURB,TYP.PEDESTRIANWALKWAY,TYP.ADACOMPLIANTSIDEWALKRAMPINDICATESDIRECTIONOFTRAFFICFLOW,TYP.PROPOSED5'WCIPCONC.WALKWAYPROPOSED5'WCIPCONC.WALKWAY,TRANSITIONTO4'WATTURN.40'FRONTYARDSETBACKFROMCENTERLINEOFMAINSTREET10'REARYARDSETBACKC-5.105C-5.1011C-5.105C-5.1012C-5.109COURT-YARDAREAC-1.10APARKINGAREATOBEUSEDFORTEMPORARYSNOWSTORAGEDURINGWINTERMONTHSRELOCATEDTRAFFICSIGN,COORDINATEWITHTOWN.C-5.105'ONEWAY'SIGN,TYP.C-5.1010.2C-5.121PROPOSED24'WASPHALTDRIVEWAYC-5.1046'HPRIVACYFENCE6'HPRIVACYFENCEC-5.107EXPANSIONJOINT,TYP.C-5.106FILLAREAWITHLIGHTDUTYCONC.C-5.105CONTROLJOINT,TYP.2'WX6"DEEPRIVERROCKSTRIPBETWEENEDGEOFPAVEMENTANDBUILDINGFILLAREAWITHLIGHTDUTYCONC.C-5.105C-5.106'DONOTENTER'SIGN,TYP.C-5.1010.4'DONOTENTER'SIGN,TYP.C-5.1010.4PROPERTYLINELEGENDPROPOSEDSITEFENCEPROPERTYLINESETBACKPROPOSEDASPHALTSURFACEPROPOSEDRAINGARDENDIRECTIONOFTRAFFICPROPOSEDCONCRETESURFACEPROPOSEDTRAFFICSIGNEXPANSIONJOINTSAVE DATE:2/18/2022 11:38 AMFILE NAME:Z:\Projects\2021 Projects\21094 - FHB - Main Street Apartments\DWG\03 SHEETS\21094_C-1.10 LAYOUT.dwgPLOTTED BY:KCATELLIERDESIGN BY:DRAWN BY:CHECKED BY:############LAYOUT & MATERIALS PLAN31020400201inch=20feetGRAPHICSCALEDRAWINGNO.PROJECTNO.PROJECTDRAWING TITLEDATE:REVISIONSDATEDESCRIPTIONSTUDIOALANDSCAPEARCHITECTURE+ENGINEERING,DPCMAILING:POBOX272SARATOGASPRINGS,NY12866OFFICELOCATION:38HIGHROCKAVE,SUITE3SARATOGASPRINGS,NY12866(518)450-4030ITISAVIOLATIONOFNEWYORKSTATEEDUCATIONLAWFORANYPERSON,UNLESSTHEYAREACTINGUNDERTHEDIRECTIONOFALICENSEDPROFESSIONALENGINEER,ARCHITECT,LANDSCAPEARCHITECT,ORLANDSURVEYOR,TOALTERANYITEMINANYWAY.IFANITEMBEARINGTHESTAMPOFALICENSEDPROFESSIONALISALTERED,THEALTERINGLICENSEDPROFESSIONALSHALLSTAMPTHEDOCUMENTANDINCLUDETHENOTATION"ALTEREDBY"FOLLOWEDBYTHEIRSIGNATURE,THEDATEOFSUCHALTERNATION,ANDSPECIFICDESCRIPTIONOFTHEALTERATION.01/12/202221094FHB MAIN STREET APARTMENTS78-80 MAIN STREET, QUEENSBURY, NYFOOTHILLS BUILDERS9 MOUNTAINSIDE DRIVEQUEENSBURY, NY 12804DRAWINGSNOTFORCONSTRUCTIONDWGOFPREPARED FORDIGSAFENOTE:THISPLANSETWASDRAFTEDWITHOUTTHEBENEFITOF"DIGSAFE"MARKINGS.UTILITIESSHOWNARENOTWARRANTEDTOBEEXACTORCOMPLETE.THECONTRACTORSHALLCONTACT"DIGSAFE"AT811BEFORECOMMENCINGANYWORKANDSHALLPRESERVEEXISTINGUTILITIESWHICHARENOTSPECIFIEDTOBEREMOVEDINTHISPLANSET.MAPINFORMATION:BASEMAPINFORMATIONOBTAINEDFROM"MAPOFASURVEYMADEFORFOOTHILLSBUILDERS,LLC,TOWNOFQUEENSBURY,COUNTYOFWARREN,STATEOFNEWYORK"PREPAREDBYRUSSELE.HOWARDLICENSEDLANDSURVEYING,DATEDJULY30,2021.01/12/22SITE PLAN REVIEW1.VERIFYLOCATIONOFALLBUILDINGS,WALLS,ROADSANDCURBSAFFECTINGSCOPEOFWORK.2.VERIFYLOCATIONOFALLVAULTS,ELECTRICALDUCTBANKS,MANHOLES,CONDUITANDPIPING,DRAINAGESTRUCTURESANDOTHERUTILITIESWITHTHEAPPROPRIATEENGINEERINGDRAWINGS.NOTIFYENGINEEROFANYCONFLICTSWITHENGINEERSCOPE.3.STARTALLDIMENSIONSFROMBENCHMARKUNLESSOTHERWISENOTED.4.ALLANGLESTOBE90DEGREESANDALLLINESOFPAVINGANDFENCINGTOBEPARALLELUNLESSNOTEDOTHERWISE.MAINTAINHORIZONTALALIGNMENTOFADJACENTELEMENTSASNOTEDONTHEDRAWINGS.5.REFERENCETONORTHREFERSTOPLANNORTH,REFERENCETOSCALEISFORFULL-SIZEDDRAWINGSONLY.DONOTSCALEFROMREDUCEDDRAWINGS.C-1.10LAYOUTNOTES9ACOURTYARDLAYOUTPLANSCALE:1IN.-10FT.ARTIFICALTURF,TYP.2'WX6"DEEPRIVERROCKFROMEDGEOFBUILDING5'WWOODSTAMPEDCONCRETEORPAVERWALKWAYCURVEDWOODBENCH,TYP.ROUNDPICNICTABLEC-5.123C-5.1216"WRIVERROCKEDGEW/STEELLANDSCAPEEDGING,EA.SIDE.C-5.122'U'RACKBIKERACKS,TYPC-5.123ARTIFICALTURF,TYP.PLANTINGS,TYP. Attachment B Traffic Volume Data Main Street Apartments Town of Queensbury, New York 122-179; Main St Apartments AM - TMC122-179; Main St Apartments AM - TMC Thu Jun 23, 2022 Full Length (7 AM-9 AM) All Classes (Lights, Articulated Trucks and Single-Unit Trucks, Buses, Pedestrians, Bicycles on Crosswalk) All Movements ID: 967854, Location: 43.299197, -73.672302, Site Code: 122-179 Provided by: Creighton Manning Engineering, LLP 2 Winners Circle, Albany, NY, 12205, US Leg Main St Main St Pine St Pine St Direction Eastbound Westbound Northbound Southbound Time L T R U RR AppApp Ped*L T R U RR AppApp Ped*L T R U RR AppApp Ped*L T R U RR AppApp Ped*IntInt 2022-06-23 7:00AM 1 106 0 0 0 107107 0 0 116 1 0 0 117117 0 0 0 0 0 0 00 0 4 0 1 0 2 77 0 231231 7:15AM 1 138 0 0 0 139139 0 0 134 2 0 0 136136 0 2 0 0 0 0 22 0 2 0 4 0 2 88 0 285285 7:30AM 2 182 0 0 0 184184 0 0 156 0 0 0 156156 0 1 0 1 0 0 22 0 2 0 2 0 1 55 0 347347 7:45AM 8 188 0 0 0 196196 0 1 137 1 0 0 139139 0 1 1 0 0 0 22 0 2 1 4 0 6 1313 1 350350 Hourly Total 12 614 0 0 0 626626 0 1 543 4 0 0 548548 0 4 1 1 0 0 66 0 10 1 11 0 11 3333 1 12131213 8:00AM 6 165 0 0 0 171171 0 0 141 1 0 0 142142 0 0 0 0 0 1 11 0 6 0 3 0 1 1010 0 324324 8:15AM 4 166 2 0 0 172172 0 0 150 2 0 1 153153 0 1 0 1 0 0 22 0 5 0 2 0 1 88 0 335335 8:30AM 10 173 0 0 0 183183 0 0 111 2 0 0 113113 0 1 0 1 0 0 22 0 2 1 3 0 6 1212 0 310310 8:45AM 4 185 0 0 0 189189 0 0 137 1 0 0 138138 0 0 0 0 0 0 00 0 4 0 3 0 2 99 0 336336 Hourly Total 24 689 2 0 0 715715 0 0 539 6 0 1 546546 0 2 0 2 0 1 55 0 17 1 11 0 10 3939 0 13051305 TotalTotal 36 1303 2 0 0 13411341 0 1 1082 10 0 1 10941094 0 6 1 3 0 1 1111 0 27 2 22 0 21 7272 1 25182518 % Approach% Approach 2.7%97.2%0.1%0%0%---0.1%98.9%0.9%0%0.1%---54.5%9.1%27.3%0%9.1%---37.5%2.8%30.6%0%29.2%---- % Total% Total 1.4%51.7%0.1%0%0%53.3%53.3%-0%43.0%0.4%0%0%43.4%43.4%-0.2%0%0.1%0%0%0.4%0.4%-1.1%0.1%0.9%0%0.8%2.9%2.9%-- LightsLights 34 1252 2 0 0 12881288 -1 1013 10 0 1 10251025 -6 1 3 0 1 1111 -25 2 18 0 21 6666 -2390 % Lights% Lights 94.4%96.1%100%0%0%96.0%96.0%-100%93.6%100%0%100%93.7%93.7%-100%100%100%0%100%100%100%-92.6%100%81.8%0%100%91.7%91.7%-94.9% Articulated Trucks and Single-Unit TrucksArticulated Trucks and Single-Unit Trucks 0 43 0 0 0 4343 -0 68 0 0 0 6868 -0 0 0 0 0 00 -2 0 1 0 0 33 -114 % Articulated Trucks and Single-Unit Trucks% Articulated Trucks and Single-Unit Trucks 0%3.3%0%0%0%3.2%3.2%-0%6.3%0%0%0%6.2%6.2%-0%0%0%0%0%0%0%-7.4%0%4.5%0%0%4.2%4.2%-4.5% BusesBuses 2 8 0 0 0 1010 -0 1 0 0 0 11 -0 0 0 0 0 00 -0 0 3 0 0 33 -14 % Buses% Buses 5.6%0.6%0%0%0%0.7%0.7%-0%0.1%0%0%0%0.1%0.1%-0%0%0%0%0%0%0%-0%0%13.6%0%0%4.2%4.2%-0.6% Pedestrians ------0 ------0 ------0 ------0 % Pedestrians ---------------------------0%- Bicycles on Crosswalk ------0 ------0 ------0 ------1 % Bicycles on Crosswalk ---------------------------100%- *Pedestrians and Bicycles on Crosswalk. L: Left, R: Right, RR: Right on red, T: Thru, U: U-Turn 1 of 4 122-179; Main St Apartments AM - TMC122-179; Main St Apartments AM - TMC Thu Jun 23, 2022 AM Peak (7:30 AM - 8:30 AM) - Overall Peak Hour All Classes (Lights, Articulated Trucks and Single-Unit Trucks, Buses, Pedestrians, Bicycles on Crosswalk) All Movements ID: 967854, Location: 43.299197, -73.672302, Site Code: 122-179 Provided by: Creighton Manning Engineering, LLP 2 Winners Circle, Albany, NY, 12205, US Leg Main St Main St Pine St Pine St Direction Eastbound Westbound Northbound Southbound Time L T R U RR AppApp Ped*L T R U RR AppApp Ped*L T R U RR AppApp Ped*L T R U RR AppApp Ped*IntInt 2022-06-23 7:30AM 2 182 0 0 0 184184 0 0 156 0 0 0 156156 0 1 0 1 0 0 22 0 2 0 2 0 1 55 0 347347 7:45AM 8 188 0 0 0 196196 0 1 137 1 0 0 139139 0 1 1 0 0 0 22 0 2 1 4 0 6 1313 1 350350 8:00AM 6 165 0 0 0 171171 0 0 141 1 0 0 142142 0 0 0 0 0 1 11 0 6 0 3 0 1 1010 0 324324 8:15AM 4 166 2 0 0 172172 0 0 150 2 0 1 153153 0 1 0 1 0 0 22 0 5 0 2 0 1 88 0 335335 TotalTotal 20 701 2 0 0 723723 0 1 584 4 0 1 590590 0 3 1 2 0 1 77 0 15 1 11 0 9 3636 1 13561356 % Approach% Approach 2.8%97.0%0.3%0%0%---0.2%99.0%0.7%0%0.2%---42.9%14.3%28.6%0%14.3%---41.7%2.8%30.6%0%25.0%---- % Total% Total 1.5%51.7%0.1%0%0%53.3%53.3%-0.1%43.1%0.3%0%0.1%43.5%43.5%-0.2%0.1%0.1%0%0.1%0.5%0.5%-1.1%0.1%0.8%0%0.7%2.7%2.7%-- PHFPHF 0.625 0.932 0.250 --0.9220.922 -0.250 0.936 0.500 -0.250 0.9460.946 -0.750 0.250 0.500 -0.250 0.8750.875 -0.625 0.250 0.688 -0.375 0.6920.692 -0.969 LightsLights 19 671 2 0 0 692692 -1 546 4 0 1 552552 -3 1 2 0 1 77 -15 1 8 0 9 3333 -1284 % Lights% Lights 95.0%95.7%100%0%0%95.7%95.7%-100%93.5%100%0%100%93.6%93.6%-100%100%100%0%100%100%100%-100%100%72.7%0%100%91.7%91.7%-94.7% Articulated Trucks and Single-Unit TrucksArticulated Trucks and Single-Unit Trucks 0 25 0 0 0 2525 -0 37 0 0 0 3737 -0 0 0 0 0 00 -0 0 1 0 0 11 -63 % Articulated Trucks and Single-Unit Trucks% Articulated Trucks and Single-Unit Trucks 0%3.6%0%0%0%3.5%3.5%-0%6.3%0%0%0%6.3%6.3%-0%0%0%0%0%0%0%-0%0%9.1%0%0%2.8%2.8%-4.6% BusesBuses 1 5 0 0 0 66 -0 1 0 0 0 11 -0 0 0 0 0 00 -0 0 2 0 0 22 -9 % Buses% Buses 5.0%0.7%0%0%0%0.8%0.8%-0%0.2%0%0%0%0.2%0.2%-0%0%0%0%0%0%0%-0%0%18.2%0%0%5.6%5.6%-0.7% Pedestrians ------0 ------0 ------0 ------0 % Pedestrians ---------------------------0%- Bicycles on Crosswalk ------0 ------0 ------0 ------1 % Bicycles on Crosswalk ---------------------------100%- *Pedestrians and Bicycles on Crosswalk. L: Left, R: Right, RR: Right on red, T: Thru, U: U-Turn 3 of 4 122-179; Main St Apartments AM - TMC122-179; Main St Apartments AM - TMC Thu Jun 23, 2022 AM Peak (7:30 AM - 8:30 AM) - Overall Peak Hour All Classes (Lights, Articulated Trucks and Single-Unit Trucks, Buses, Pedestrians, Bicycles on Crosswalk) All Movements ID: 967854, Location: 43.299197, -73.672302, Site Code: 122-179 Provided by: Creighton Manning Engineering, LLP 2 Winners Circle, Albany, NY, 12205, US [N] Pine St [E] Main St[S] Pine St[W] Main StTotal: 62 Total: 11 Total: 1309Total: 1330Out: 26 Out: 4 Out: 719Out: 607In: 36 In: 7 In: 590In: 723 1 584 1 701 15 20 5 1 3 3 20 2 1 4 of 4 122-179; Main St Apartments PM 122-179; Main St Apartments PM - TMC- TMC Wed Jun 22, 2022 Full Length (4 PM-6 PM) All Classes (Lights, Articulated Trucks and Single-Unit Trucks, Buses, Pedestrians, Bicycles on Crosswalk) All Movements ID: 967853, Location: 43.299197, -73.672302, Site Code: 122-179 Provided by: Creighton Manning Engineering, LLP 2 Winners Circle, Albany, NY, 12205, US Leg Main St Main St Pine St Pine St Direction Eastbound Westbound Northbound Southbound Time L T R U RR AppApp Ped*L T R U RR AppApp Ped*L T R U RR AppApp Ped*L T R U RR AppApp Ped*IntInt 2022-06-22 4:00PM 8 182 0 0 0 190190 0 0 142 3 0 0 145145 0 0 0 0 0 0 00 0 3 0 3 0 1 77 1 342342 4:15PM 13 194 2 0 1 210210 0 1 161 2 0 1 165165 0 1 1 1 0 0 33 1 1 0 3 0 4 88 0 386386 4:30PM 20 206 0 0 0 226226 0 0 144 6 0 0 150150 0 5 0 1 0 0 66 0 3 0 1 0 1 55 0 387387 4:45PM 12 172 0 0 0 184184 0 1 157 1 0 0 159159 0 1 3 0 0 1 55 0 4 0 8 0 2 1414 0 362362 Hourly Total 53 754 2 0 1 810810 0 2 604 12 0 1 619619 0 7 4 2 0 1 1414 1 11 0 15 0 8 3434 1 14771477 5:00PM 10 190 0 0 0 200200 0 2 165 3 0 1 171171 0 1 0 0 0 0 11 1 1 1 4 0 2 88 1 380380 5:15PM 6 157 0 0 0 163163 0 0 162 4 0 3 169169 0 0 0 1 0 0 11 0 4 1 4 0 2 1111 0 344344 5:30PM 2 175 1 0 0 178178 0 0 134 6 0 0 140140 0 0 0 0 0 0 00 0 5 0 4 0 3 1212 0 330330 5:45PM 3 167 0 0 0 170170 0 0 119 0 0 0 119119 0 1 0 0 0 0 11 0 2 0 1 0 3 66 0 296296 Hourly Total 21 689 1 0 0 711711 0 2 580 13 0 4 599599 0 2 0 1 0 0 33 1 12 2 13 0 10 3737 1 13501350 TotalTotal 74 1443 3 0 1 15211521 0 4 1184 25 0 5 12181218 0 9 4 3 0 1 1717 2 23 2 28 0 18 7171 2 28272827 % Approach% Approach 4.9%94.9%0.2%0%0.1%---0.3%97.2%2.1%0%0.4%---52.9%23.5%17.6%0%5.9%---32.4%2.8%39.4%0%25.4%---- % Total% Total 2.6%51.0%0.1%0%0%53.8%53.8%-0.1%41.9%0.9%0%0.2%43.1%43.1%-0.3%0.1%0.1%0%0%0.6%0.6%-0.8%0.1%1.0%0%0.6%2.5%2.5%-- LightsLights 73 1412 2 0 1 14881488 -4 1157 25 0 5 11911191 -9 4 3 0 1 1717 -22 2 28 0 17 6969 -2765 % Lights% Lights 98.6%97.9%66.7%0%100%97.8%97.8%-100%97.7%100%0%100%97.8%97.8%-100%100%100%0%100%100%100%-95.7%100%100%0%94.4%97.2%97.2%-97.8% Articulated Trucks and Single-Unit TrucksArticulated Trucks and Single-Unit Trucks 0 26 1 0 0 2727 -0 23 0 0 0 2323 -0 0 0 0 0 00 -1 0 0 0 1 22 -52 % Articulated Trucks and Single-Unit% Articulated Trucks and Single-Unit TrucksTrucks 0%1.8%33.3%0%0%1.8%1.8%-0%1.9%0%0%0%1.9%1.9%-0%0%0%0%0%0%0%-4.3%0%0%0%5.6%2.8%2.8%-1.8% BusesBuses 1 5 0 0 0 66 -0 4 0 0 0 44 -0 0 0 0 0 00 -0 0 0 0 0 00 -10 % Buses% Buses 1.4%0.3%0%0%0%0.4%0.4%-0%0.3%0%0%0%0.3%0.3%-0%0%0%0%0%0%0%-0%0%0%0%0%0%0%-0.4% Pedestrians ------0 ------0 ------1 ------0 % Pedestrians --------------------50.0%------0%- Bicycles on Crosswalk ------0 ------0 ------1 ------2 % Bicycles on Crosswalk --------------------50.0%------100%- *Pedestrians and Bicycles on Crosswalk. L: Left, R: Right, RR: Right on red, T: Thru, U: U-Turn 1 of 4 122-179; Main St Apartments PM 122-179; Main St Apartments PM - TMC- TMC Wed Jun 22, 2022 PM Peak (4:15 PM - 5:15 PM) - Overall Peak Hour All Classes (Lights, Articulated Trucks and Single-Unit Trucks, Buses, Pedestrians, Bicycles on Crosswalk) All Movements ID: 967853, Location: 43.299197, -73.672302, Site Code: 122-179 Provided by: Creighton Manning Engineering, LLP 2 Winners Circle, Albany, NY, 12205, US Leg Main St Main St Pine St Pine St Direction Eastbound Westbound Northbound Southbound Time L T R U RR AppApp Ped*L T R U RR AppApp Ped*L T R U RR AppApp Ped*L T R U RR AppApp Ped*IntInt 2022-06-22 4:15PM 13 194 2 0 1 210210 0 1 161 2 0 1 165165 0 1 1 1 0 0 33 1 1 0 3 0 4 88 0 386386 4:30PM 20 206 0 0 0 226226 0 0 144 6 0 0 150150 0 5 0 1 0 0 66 0 3 0 1 0 1 55 0 387387 4:45PM 12 172 0 0 0 184184 0 1 157 1 0 0 159159 0 1 3 0 0 1 55 0 4 0 8 0 2 1414 0 362362 5:00PM 10 190 0 0 0 200200 0 2 165 3 0 1 171171 0 1 0 0 0 0 11 1 1 1 4 0 2 88 1 380380 TotalTotal 55 762 2 0 1 820820 0 4 627 12 0 2 645645 0 8 4 2 0 1 1515 2 9 1 16 0 9 3535 1 15151515 % Approach% Approach 6.7%92.9%0.2%0%0.1%---0.6%97.2%1.9%0%0.3%---53.3%26.7%13.3%0%6.7%---25.7%2.9%45.7%0%25.7%---- % Total% Total 3.6%50.3%0.1%0%0.1%54.1%54.1%-0.3%41.4%0.8%0%0.1%42.6%42.6%-0.5%0.3%0.1%0%0.1%1.0%1.0%-0.6%0.1%1.1%0%0.6%2.3%2.3%-- PHFPHF 0.688 0.925 0.250 -0.250 0.9070.907 -0.500 0.950 0.500 -0.500 0.9430.943 -0.400 0.333 0.500 -0.250 0.6250.625 -0.563 0.250 0.500 -0.563 0.6250.625 -0.979 LightsLights 54 748 1 0 1 804804 -4 615 12 0 2 633633 -8 4 2 0 1 1515 -9 1 16 0 8 3434 -1486 % Lights% Lights 98.2%98.2%50.0%0%100%98.0%98.0%-100%98.1%100%0%100%98.1%98.1%-100%100%100%0%100%100%100%-100%100%100%0%88.9%97.1%97.1%-98.1% Articulated Trucks and Single-Unit TrucksArticulated Trucks and Single-Unit Trucks 0 11 1 0 0 1212 -0 9 0 0 0 99 -0 0 0 0 0 00 -0 0 0 0 1 11 -22 % Articulated Trucks and Single-Unit% Articulated Trucks and Single-Unit TrucksTrucks 0%1.4%50.0%0%0%1.5%1.5%-0%1.4%0%0%0%1.4%1.4%-0%0%0%0%0%0%0%-0%0%0%0%11.1%2.9%2.9%-1.5% BusesBuses 1 3 0 0 0 44 -0 3 0 0 0 33 -0 0 0 0 0 00 -0 0 0 0 0 00 -7 % Buses% Buses 1.8%0.4%0%0%0%0.5%0.5%-0%0.5%0%0%0%0.5%0.5%-0%0%0%0%0%0%0%-0%0%0%0%0%0%0%-0.5% Pedestrians ------0 ------0 ------1 ------0 % Pedestrians --------------------50.0%------0%- Bicycles on Crosswalk ------0 ------0 ------1 ------1 % Bicycles on Crosswalk --------------------50.0%------100%- *Pedestrians and Bicycles on Crosswalk. L: Left, R: Right, RR: Right on red, T: Thru, U: U-Turn 3 of 4 122-179; Main St Apartments PM 122-179; Main St Apartments PM - TMC- TMC Wed Jun 22, 2022 PM Peak (4:15 PM - 5:15 PM) - Overall Peak Hour All Classes (Lights, Articulated Trucks and Single-Unit Trucks, Buses, Pedestrians, Bicycles on Crosswalk) All Movements ID: 967853, Location: 43.299197, -73.672302, Site Code: 122-179 Provided by: Creighton Manning Engineering, LLP 2 Winners Circle, Albany, NY, 12205, US [N] Pine St [E] Main St[S] Pine St[W] Main StTotal: 108 Total: 23 Total: 1419Total: 1480Out: 73 Out: 8 Out: 774Out: 660In: 35 In: 15 In: 645In: 820 1 627 4 762 9 25 14 4 3 8 55 3 1 2 4 of 4 MetroCount Traffic Executive Weekly Vehicle Counts (Virtual Week) VirtWeeklyVehicle-235 -- English (ENU) Datasets: Site: [122-179] Main Street - approximately 240' west of 2nd Street Attribute: Main Street Apartments Direction:8 - East bound A>B, West bound B>A. Lane: 1 Survey Duration: 16:22 Tuesday, June 28, 2022 => 9:12 Friday, July 1, 2022, Zone: File:122-179 0 2022-07-01 0912.EC1 (Plus ) Identifier:FJ79ENC0 MC56-L5 [MC55] (c)Microcom 19Oct04 Algorithm:Factory default axle (v5.08) Data type:Axle sensors - Paired (Class/Speed/Count) Profile: Filter time: 19:00 Tuesday, June 28, 2022 => 17:00 Thursday, June 30, 2022 (1.91667) Included classes: 1, 2, 3, 4, 5, 6, 7, 8, 9, 10, 11, 12, 13 Speed range:5 - 100 mph. Direction:North, East, South, West (bound), P = East, Lane = 0-16 Separation:Headway > 0 sec, Span 0 - 300 ft Name:Default Profile Scheme:Vehicle classification (Scheme F3) Units:Non metric (ft, mi, ft/s, mph, lb, ton) In profile:Vehicles = 35906 / 37205 (96.51%) Weekly Vehicle Counts (Virtual Week) VirtWeeklyVehicle-235 Site:122-179.1.2EW Description: Main Street - approximately 240' west of 2nd Street Filter time: 19:00 Tuesday, June 28, 2022 => 17:00 Thursday, June 30, 2022 Scheme:Vehicle classification (Scheme F3) Filter:Cls(1-13) Dir(NESW) Sp(5,100) Headway(>0) Span(0 - 300) Lane(0-16) Mon Tue Wed Thu Fri Sat Sun Averages 1 - 5 1 - 7 Hour | 0000-0100 * * 98.0 111.0 * * * | 104.5 104.5 0100-0200 * * 58.0 64.0 * * * | 61.0 61.0 0200-0300 * * 65.0 77.0 * * * | 71.0 71.0 0300-0400 * * 65.0 97.0 * * * | 81.0 81.0 0400-0500 * * 148.0 132.0 * * * | 140.0 140.0 0500-0600 * * 378.0 377.0 * * * | 377.5 377.5 0600-0700 * * 856.0 845.0 * * * | 850.5 850.5 0700-0800 * * 1139.0 1197.0 * * * | 1168.0 1168.0 0800-0900 * * 1175.0 1210.0 * * * | 1192.5 1192.5 0900-1000 * * 1165.0 1209.0 * * * | 1187.0 1187.0 1000-1100 * * 1315.0 1299.0 * * * | 1307.0 1307.0 1100-1200 * * 1226.0 1274.0 * * * | 1250.0 1250.0 1200-1300 * * 1344.0 1296.0 * * * | 1320.0 1320.0 1300-1400 * * 1172.0 1238.0 * * * | 1205.0 1205.0 1400-1500 * * 1281.0 1337.0 * * * | 1309.0 1309.0 1500-1600 * * 1387.0 1387.0 * * * | 1387.0 1387.0 1600-1700 * * 1486.0 1463.0 * * * | 1474.5 1474.5 1700-1800 * * 1375.0 * * * * | 1375.0 1375.0 1800-1900 * * 1018.0 * * * * | 1018.0 1018.0 1900-2000 * 708.0 752.0 * * * * | 730.0 730.0 2000-2100 * 628.0 585.0 * * * * | 606.5 606.5 2100-2200 * 392.0 464.0 * * * * | 428.0 428.0 2200-2300 * 337.0 309.0 * * * * | 323.0 323.0 2300-2400 * 179.0 188.0 * * * * | 183.5 183.5 | Totals _______________________________________________________________|________________ | 0700-1900 * * 15083.0 * * * * |15193.0 15193.0 0600-2200 * * 17740.0 * * * * |17808.0 17808.0 0600-0000 * * 18237.0 * * * * |18314.5 18314.5 0000-0000 * * 19049.0 * * * * |19149.5 19149.5 | AM Peak * * 1000 1000 * * * | * * 1315.0 1299.0 * * * | | PM Peak * * 1600 * * * * | * * 1486.0 * * * * | * - No data. MetroCount Traffic Executive Weekly Vehicle Counts (Virtual Week) VirtWeeklyVehicle-236 -- English (ENU) Datasets: Site: [122-179] Main Street - approximately 240' west of 2nd Street Attribute: Main Street Apartments Direction:8 - East bound A>B, West bound B>A. Lane: 1 Survey Duration: 16:22 Tuesday, June 28, 2022 => 9:12 Friday, July 1, 2022, Zone: File:122-179 0 2022-07-01 0912.EC1 (Plus ) Identifier:FJ79ENC0 MC56-L5 [MC55] (c)Microcom 19Oct04 Algorithm:Factory default axle (v5.08) Data type:Axle sensors - Paired (Class/Speed/Count) Profile: Filter time: 19:00 Tuesday, June 28, 2022 => 17:00 Thursday, June 30, 2022 (1.91667) Included classes: 1, 2, 3, 4, 5, 6, 7, 8, 9, 10, 11, 12, 13 Speed range:5 - 100 mph. Direction:AB , Lane = 0-16 Separation:Headway > 0 sec, Span 0 - 300 ft Name:Default Profile Scheme:Vehicle classification (Scheme F3) Units:Non metric (ft, mi, ft/s, mph, lb, ton) In profile:Vehicles = 19145 / 37205 (51.46%) Weekly Vehicle Counts (Virtual Week) VirtWeeklyVehicle-236 Site:122-179.1.2EW Description: Main Street - approximately 240' west of 2nd Street Filter time: 19:00 Tuesday, June 28, 2022 => 17:00 Thursday, June 30, 2022 Scheme:Vehicle classification (Scheme F3) Filter:Cls(1-13) Dir(EB) Sp(5,100) Headway(>0) Span(0 - 300) Lane(0-16) Mon Tue Wed Thu Fri Sat Sun Averages 1 - 5 1 - 7 Hour | 0000-0100 * * 56.0 66.0 * * * | 61.0 61.0 0100-0200 * * 24.0 38.0 * * * | 31.0 31.0 0200-0300 * * 42.0 52.0 * * * | 47.0 47.0 0300-0400 * * 27.0 46.0 * * * | 36.5 36.5 0400-0500 * * 61.0 52.0 * * * | 56.5 56.5 0500-0600 * * 173.0 177.0 * * * | 175.0 175.0 0600-0700 * * 497.0 466.0 * * * | 481.5 481.5 0700-0800 * * 626.0 694.0 * * * | 660.0 660.0 0800-0900 * * 621.0 649.0 * * * | 635.0 635.0 0900-1000 * * 661.0 654.0 * * * | 657.5 657.5 1000-1100 * * 693.0 668.0 * * * | 680.5 680.5 1100-1200 * * 635.0 634.0 * * * | 634.5 634.5 1200-1300 * * 726.0 708.0 * * * | 717.0 717.0 1300-1400 * * 587.0 652.0 * * * | 619.5 619.5 1400-1500 * * 675.0 733.0 * * * | 704.0 704.0 1500-1600 * * 734.0 738.0 * * * | 736.0 736.0 1600-1700 * * 815.0 802.0 * * * | 808.5 808.5 1700-1800 * * 735.0 * * * * | 735.0 735.0 1800-1900 * * 540.0 * * * * | 540.0 540.0 1900-2000 * 353.0 360.0 * * * * | 356.5 356.5 2000-2100 * 318.0 308.0 * * * * | 313.0 313.0 2100-2200 * 216.0 270.0 * * * * | 243.0 243.0 2200-2300 * 179.0 178.0 * * * * | 178.5 178.5 2300-2400 * 93.0 113.0 * * * * | 103.0 103.0 | Totals _______________________________________________________________|________________ | 0700-1900 * * 8048.0 * * * * | 8127.5 8127.5 0600-2200 * * 9483.0 * * * * | 9521.5 9521.5 0600-0000 * * 9774.0 * * * * | 9803.0 9803.0 0000-0000 * * 10157.0 * * * * |10210.0 10210.0 | AM Peak * * 1000 0700 * * * | * * 693.0 694.0 * * * | | PM Peak * * 1600 * * * * | * * 815.0 * * * * | * - No data. MetroCount Traffic Executive Weekly Vehicle Counts (Virtual Week) VirtWeeklyVehicle-237 -- English (ENU) Datasets: Site: [122-179] Main Street - approximately 240' west of 2nd Street Attribute: Main Street Apartments Direction:8 - East bound A>B, West bound B>A. Lane: 1 Survey Duration: 16:22 Tuesday, June 28, 2022 => 9:12 Friday, July 1, 2022, Zone: File:122-179 0 2022-07-01 0912.EC1 (Plus ) Identifier:FJ79ENC0 MC56-L5 [MC55] (c)Microcom 19Oct04 Algorithm:Factory default axle (v5.08) Data type:Axle sensors - Paired (Class/Speed/Count) Profile: Filter time: 19:00 Tuesday, June 28, 2022 => 17:00 Thursday, June 30, 2022 (1.91667) Included classes: 1, 2, 3, 4, 5, 6, 7, 8, 9, 10, 11, 12, 13 Speed range:5 - 100 mph. Direction:BA , Lane = 0-16 Separation:Headway > 0 sec, Span 0 - 300 ft Name:Default Profile Scheme:Vehicle classification (Scheme F3) Units:Non metric (ft, mi, ft/s, mph, lb, ton) In profile:Vehicles = 16761 / 37205 (45.05%) Weekly Vehicle Counts (Virtual Week) VirtWeeklyVehicle-237 Site:122-179.1.2EW Description: Main Street - approximately 240' west of 2nd Street Filter time: 19:00 Tuesday, June 28, 2022 => 17:00 Thursday, June 30, 2022 Scheme:Vehicle classification (Scheme F3) Filter:Cls(1-13) Dir(WB) Sp(5,100) Headway(>0) Span(0 - 300) Lane(0-16) Mon Tue Wed Thu Fri Sat Sun Averages 1 - 5 1 - 7 Hour | 0000-0100 * * 42.0 45.0 * * * | 43.5 43.5 0100-0200 * * 34.0 26.0 * * * | 30.0 30.0 0200-0300 * * 23.0 25.0 * * * | 24.0 24.0 0300-0400 * * 38.0 51.0 * * * | 44.5 44.5 0400-0500 * * 87.0 80.0 * * * | 83.5 83.5 0500-0600 * * 205.0 200.0 * * * | 202.5 202.5 0600-0700 * * 359.0 379.0 * * * | 369.0 369.0 0700-0800 * * 513.0 503.0 * * * | 508.0 508.0 0800-0900 * * 554.0 561.0 * * * | 557.5 557.5 0900-1000 * * 504.0 555.0 * * * | 529.5 529.5 1000-1100 * * 622.0 631.0 * * * | 626.5 626.5 1100-1200 * * 591.0 640.0 * * * | 615.5 615.5 1200-1300 * * 618.0 588.0 * * * | 603.0 603.0 1300-1400 * * 585.0 586.0 * * * | 585.5 585.5 1400-1500 * * 606.0 604.0 * * * | 605.0 605.0 1500-1600 * * 653.0 649.0 * * * | 651.0 651.0 1600-1700 * * 671.0 661.0 * * * | 666.0 666.0 1700-1800 * * 640.0 * * * * | 640.0 640.0 1800-1900 * * 478.0 * * * * | 478.0 478.0 1900-2000 * 355.0 392.0 * * * * | 373.5 373.5 2000-2100 * 310.0 277.0 * * * * | 293.5 293.5 2100-2200 * 176.0 194.0 * * * * | 185.0 185.0 2200-2300 * 158.0 131.0 * * * * | 144.5 144.5 2300-2400 * 86.0 75.0 * * * * | 80.5 80.5 | Totals _______________________________________________________________|________________ | 0700-1900 * * 7035.0 * * * * | 7065.5 7065.5 0600-2200 * * 8257.0 * * * * | 8286.5 8286.5 0600-0000 * * 8463.0 * * * * | 8511.5 8511.5 0000-0000 * * 8892.0 * * * * | 8939.5 8939.5 | AM Peak * * 1000 1100 * * * | * * 622.0 640.0 * * * | | PM Peak * * 1600 * * * * | * * 671.0 * * * * | * - No data. MetroCount Traffic Executive Speed Statistics SpeedStat-238 -- English (ENU) Datasets: Site: [122-179] Main Street - approximately 240' west of 2nd Street Attribute: Main Street Apartments Direction:8 - East bound A>B, West bound B>A. Lane: 1 Survey Duration: 16:22 Tuesday, June 28, 2022 => 9:12 Friday, July 1, 2022, Zone: File:122-179 0 2022-07-01 0912.EC1 (Plus ) Identifier:FJ79ENC0 MC56-L5 [MC55] (c)Microcom 19Oct04 Algorithm:Factory default axle (v5.08) Data type:Axle sensors - Paired (Class/Speed/Count) Profile: Filter time: 19:00 Tuesday, June 28, 2022 => 17:00 Thursday, June 30, 2022 (1.91667) Included classes: 1, 2, 3, 4, 5, 6, 7, 8, 9, 10, 11, 12, 13 Speed range:5 - 100 mph. Direction:North, East, South, West (bound), P = East, Lane = 0-16 Separation:Headway > 0 sec, Span 0 - 300 ft Name:Default Profile Scheme:Vehicle classification (Scheme F3) Units:Non metric (ft, mi, ft/s, mph, lb, ton) In profile:Vehicles = 35906 / 37205 (96.51%) Speed Statistics SpeedStat-238 Site:122-179.1.2EW Description: Main Street - approximately 240' west of 2nd Street Filter time: 19:00 Tuesday, June 28, 2022 => 17:00 Thursday, June 30, 2022 Scheme:Vehicle classification (Scheme F3) Filter:Cls(1-13) Dir(NESW) Sp(5,100) Headway(>0) Span(0 - 300) Lane(0-16) Vehicles = 35906 Posted speed limit = 35 mph, Exceeding = 7796 (21.71%), Mean Exceeding = 37.94 mph Maximum = 82.0 mph, Minimum = 5.0 mph, Mean = 29.8 mph 85% Speed = 36.24 mph, 95% Speed = 39.37 mph, Median = 30.87 mph 10 mph Pace = 27 - 37, Number in Pace = 21800 (60.71%) Variance = 49.61, Standard Deviation = 7.04 mph Speed Bins (Partial days) Speed | Bin | Below | Above | Energy | vMult | n * vMult 0 - 5 | 0 0.000% | 0 0.000% | 35906 100.0% | 0.00 | 0.00 | 0.00 5 - 10 | 397 1.106% | 397 1.106% | 35509 98.89% | 0.00 | 0.00 | 0.00 10 - 15 | 1312 3.654% | 1709 4.760% | 34197 95.24% | 0.00 | 0.00 | 0.00 15 - 20 | 1954 5.442% | 3663 10.20% | 32243 89.80% | 0.00 | 0.00 | 0.00 20 - 25 | 3654 10.18% | 7317 20.38% | 28589 79.62% | 0.00 | 0.00 | 0.00 25 - 30 | 8595 23.94% | 15912 44.32% | 19994 55.68% | 0.00 | 0.00 | 0.00 30 - 35 | 12198 33.97% | 28110 78.29% | 7796 21.71% | 0.00 | 0.00 | 0.00 35 - 40 | 6416 17.87% | 34526 96.16% | 1380 3.843% | 0.00 | 0.00 | 0.00 40 - 45 | 1204 3.353% | 35730 99.51% | 176 0.490% | 0.00 | 0.00 | 0.00 45 - 50 | 143 0.398% | 35873 99.91% | 33 0.092% | 0.00 | 0.00 | 0.00 50 - 55 | 21 0.058% | 35894 100.0% | 12 0.033% | 0.00 | 0.00 | 0.00 55 - 60 | 2 0.006% | 35896 100.0% | 10 0.028% | 0.00 | 0.00 | 0.00 60 - 65 | 6 0.017% | 35902 100.0% | 4 0.011% | 0.00 | 0.00 | 0.00 65 - 70 | 0 0.000% | 35902 100.0% | 4 0.011% | 0.00 | 0.00 | 0.00 70 - 75 | 1 0.003% | 35903 100.0% | 3 0.008% | 0.00 | 0.00 | 0.00 75 - 80 | 0 0.000% | 35903 100.0% | 3 0.008% | 0.00 | 0.00 | 0.00 80 - 85 | 3 0.008% | 35906 100.0% | 0 0.000% | 0.00 | 0.00 | 0.00 85 - 90 | 0 0.000% | 35906 100.0% | 0 0.000% | 0.00 | 0.00 | 0.00 90 - 95 | 0 0.000% | 35906 100.0% | 0 0.000% | 0.00 | 0.00 | 0.00 95 - 100 | 0 0.000% | 35906 100.0% | 0 0.000% | 0.00 | 0.00 | 0.00 Total Speed Rating = 0.00 Total Moving Energy (Estimated) = 0.00 Speed limit fields (Partial days) | Limit | Below | Above 0 | 35 (PSL) | 28110 78.3% | 7796 21.7% MetroCount Traffic Executive Speed Statistics SpeedStat-239 -- English (ENU) Datasets: Site: [122-179] Main Street - approximately 240' west of 2nd Street Attribute: Main Street Apartments Direction:8 - East bound A>B, West bound B>A. Lane: 1 Survey Duration: 16:22 Tuesday, June 28, 2022 => 9:12 Friday, July 1, 2022, Zone: File:122-179 0 2022-07-01 0912.EC1 (Plus ) Identifier:FJ79ENC0 MC56-L5 [MC55] (c)Microcom 19Oct04 Algorithm:Factory default axle (v5.08) Data type:Axle sensors - Paired (Class/Speed/Count) Profile: Filter time: 19:00 Tuesday, June 28, 2022 => 17:00 Thursday, June 30, 2022 (1.91667) Included classes: 1, 2, 3, 4, 5, 6, 7, 8, 9, 10, 11, 12, 13 Speed range:5 - 100 mph. Direction:AB , Lane = 0-16 Separation:Headway > 0 sec, Span 0 - 300 ft Name:Default Profile Scheme:Vehicle classification (Scheme F3) Units:Non metric (ft, mi, ft/s, mph, lb, ton) In profile:Vehicles = 19145 / 37205 (51.46%) Speed Statistics SpeedStat-239 Site:122-179.1.2EW Description: Main Street - approximately 240' west of 2nd Street Filter time: 19:00 Tuesday, June 28, 2022 => 17:00 Thursday, June 30, 2022 Scheme:Vehicle classification (Scheme F3) Filter:Cls(1-13) Dir(EB) Sp(5,100) Headway(>0) Span(0 - 300) Lane(0-16) Vehicles = 19145 Posted speed limit = 35 mph, Exceeding = 4871 (25.44%), Mean Exceeding = 38.07 mph Maximum = 82.0 mph, Minimum = 5.0 mph, Mean = 30.6 mph 85% Speed = 36.80 mph, 95% Speed = 39.93 mph, Median = 31.43 mph 10 mph Pace = 27 - 37, Number in Pace = 12007 (62.72%) Variance = 46.53, Standard Deviation = 6.82 mph Speed Bins (Partial days) Speed | Bin | Below | Above | Energy | vMult | n * vMult 0 - 5 | 0 0.000% | 0 0.000% | 19145 100.0% | 0.00 | 0.00 | 0.00 5 - 10 | 201 1.050% | 201 1.050% | 18944 98.95% | 0.00 | 0.00 | 0.00 10 - 15 | 580 3.030% | 781 4.079% | 18364 95.92% | 0.00 | 0.00 | 0.00 15 - 20 | 649 3.390% | 1430 7.469% | 17715 92.53% | 0.00 | 0.00 | 0.00 20 - 25 | 1644 8.587% | 3074 16.06% | 16071 83.94% | 0.00 | 0.00 | 0.00 25 - 30 | 4596 24.01% | 7670 40.06% | 11475 59.94% | 0.00 | 0.00 | 0.00 30 - 35 | 6604 34.49% | 14274 74.56% | 4871 25.44% | 0.00 | 0.00 | 0.00 35 - 40 | 3952 20.64% | 18226 95.20% | 919 4.800% | 0.00 | 0.00 | 0.00 40 - 45 | 795 4.153% | 19021 99.35% | 124 0.648% | 0.00 | 0.00 | 0.00 45 - 50 | 102 0.533% | 19123 99.89% | 22 0.115% | 0.00 | 0.00 | 0.00 50 - 55 | 14 0.073% | 19137 100.0% | 8 0.042% | 0.00 | 0.00 | 0.00 55 - 60 | 1 0.005% | 19138 100.0% | 7 0.037% | 0.00 | 0.00 | 0.00 60 - 65 | 4 0.021% | 19142 100.0% | 3 0.016% | 0.00 | 0.00 | 0.00 65 - 70 | 0 0.000% | 19142 100.0% | 3 0.016% | 0.00 | 0.00 | 0.00 70 - 75 | 0 0.000% | 19142 100.0% | 3 0.016% | 0.00 | 0.00 | 0.00 75 - 80 | 0 0.000% | 19142 100.0% | 3 0.016% | 0.00 | 0.00 | 0.00 80 - 85 | 3 0.016% | 19145 100.0% | 0 0.000% | 0.00 | 0.00 | 0.00 85 - 90 | 0 0.000% | 19145 100.0% | 0 0.000% | 0.00 | 0.00 | 0.00 90 - 95 | 0 0.000% | 19145 100.0% | 0 0.000% | 0.00 | 0.00 | 0.00 95 - 100 | 0 0.000% | 19145 100.0% | 0 0.000% | 0.00 | 0.00 | 0.00 Total Speed Rating = 0.00 Total Moving Energy (Estimated) = 0.00 Speed limit fields (Partial days) | Limit | Below | Above 0 | 35 (PSL) | 14274 74.6% | 4871 25.4% MetroCount Traffic Executive Speed Statistics SpeedStat-240 -- English (ENU) Datasets: Site: [122-179] Main Street - approximately 240' west of 2nd Street Attribute: Main Street Apartments Direction:8 - East bound A>B, West bound B>A. Lane: 1 Survey Duration: 16:22 Tuesday, June 28, 2022 => 9:12 Friday, July 1, 2022, Zone: File:122-179 0 2022-07-01 0912.EC1 (Plus ) Identifier:FJ79ENC0 MC56-L5 [MC55] (c)Microcom 19Oct04 Algorithm:Factory default axle (v5.08) Data type:Axle sensors - Paired (Class/Speed/Count) Profile: Filter time: 19:00 Tuesday, June 28, 2022 => 17:00 Thursday, June 30, 2022 (1.91667) Included classes: 1, 2, 3, 4, 5, 6, 7, 8, 9, 10, 11, 12, 13 Speed range:5 - 100 mph. Direction:BA , Lane = 0-16 Separation:Headway > 0 sec, Span 0 - 300 ft Name:Default Profile Scheme:Vehicle classification (Scheme F3) Units:Non metric (ft, mi, ft/s, mph, lb, ton) In profile:Vehicles = 16761 / 37205 (45.05%) Speed Statistics SpeedStat-240 Site:122-179.1.2EW Description: Main Street - approximately 240' west of 2nd Street Filter time: 19:00 Tuesday, June 28, 2022 => 17:00 Thursday, June 30, 2022 Scheme:Vehicle classification (Scheme F3) Filter:Cls(1-13) Dir(WB) Sp(5,100) Headway(>0) Span(0 - 300) Lane(0-16) Vehicles = 16761 Posted speed limit = 35 mph, Exceeding = 2925 (17.45%), Mean Exceeding = 37.74 mph Maximum = 74.6 mph, Minimum = 5.0 mph, Mean = 28.8 mph 85% Speed = 35.46 mph, 95% Speed = 38.48 mph, Median = 30.09 mph 10 mph Pace = 27 - 37, Number in Pace = 9827 (58.63%) Variance = 51.45, Standard Deviation = 7.17 mph Speed Bins (Partial days) Speed | Bin | Below | Above | Energy | vMult | n * vMult 0 - 5 | 0 0.000% | 0 0.000% | 16761 100.0% | 0.00 | 0.00 | 0.00 5 - 10 | 196 1.169% | 196 1.169% | 16565 98.83% | 0.00 | 0.00 | 0.00 10 - 15 | 732 4.367% | 928 5.537% | 15833 94.46% | 0.00 | 0.00 | 0.00 15 - 20 | 1305 7.786% | 2233 13.32% | 14528 86.68% | 0.00 | 0.00 | 0.00 20 - 25 | 2010 11.99% | 4243 25.31% | 12518 74.69% | 0.00 | 0.00 | 0.00 25 - 30 | 3999 23.86% | 8242 49.17% | 8519 50.83% | 0.00 | 0.00 | 0.00 30 - 35 | 5594 33.38% | 13836 82.55% | 2925 17.45% | 0.00 | 0.00 | 0.00 35 - 40 | 2464 14.70% | 16300 97.25% | 461 2.750% | 0.00 | 0.00 | 0.00 40 - 45 | 409 2.440% | 16709 99.69% | 52 0.310% | 0.00 | 0.00 | 0.00 45 - 50 | 41 0.245% | 16750 99.93% | 11 0.066% | 0.00 | 0.00 | 0.00 50 - 55 | 7 0.042% | 16757 100.0% | 4 0.024% | 0.00 | 0.00 | 0.00 55 - 60 | 1 0.006% | 16758 100.0% | 3 0.018% | 0.00 | 0.00 | 0.00 60 - 65 | 2 0.012% | 16760 100.0% | 1 0.006% | 0.00 | 0.00 | 0.00 65 - 70 | 0 0.000% | 16760 100.0% | 1 0.006% | 0.00 | 0.00 | 0.00 70 - 75 | 1 0.006% | 16761 100.0% | 0 0.000% | 0.00 | 0.00 | 0.00 75 - 80 | 0 0.000% | 16761 100.0% | 0 0.000% | 0.00 | 0.00 | 0.00 80 - 85 | 0 0.000% | 16761 100.0% | 0 0.000% | 0.00 | 0.00 | 0.00 85 - 90 | 0 0.000% | 16761 100.0% | 0 0.000% | 0.00 | 0.00 | 0.00 90 - 95 | 0 0.000% | 16761 100.0% | 0 0.000% | 0.00 | 0.00 | 0.00 95 - 100 | 0 0.000% | 16761 100.0% | 0 0.000% | 0.00 | 0.00 | 0.00 Total Speed Rating = 0.00 Total Moving Energy (Estimated) = 0.00 Speed limit fields (Partial days) | Limit | Below | Above 0 | 35 (PSL) | 13836 82.5% | 2925 17.5% Attachment C Level of Service Analysis Main Street Apartments Town of Queensbury, New York LOS Definitions The following is an excerpt from the Highway Capacity Manual, 6th Edition (HCM). Level of Service for Signalized Intersections Level of Service (LOS) can be characterized for the entire intersection, each intersection approach, and each lane group. Control delay alone is used to characterize LOS for the entire intersection or an approach. Control delay and volume-to-capacity (v/c) ratio are used to characterize LOS for a lane group. Delay quantifies the increase in travel time due to traffic signal control. It is also a surrogate measure of driver discomfort and fuel consumption. The v/c ratio quantifies the degree to which a phase's capacity is utilized by a lane group. The following paragraphs describe each LOS. LOS A describes operations with a control delay of 10 s/veh or less and a v/c ratio no greater than 1.0. This level is typically assigned when the v/c ratio is low and either progression is exceptionally favorable or the cycle length is very short. If it is due to favorable progression, most vehicles arrive during the green indication and travel through the intersection without stopping. LOS B describes operations with control delay between 10 and 20 s/veh and a v/c ratio no greater than 1.0. This level is typically assigned when the v/c ratio is low and either progression is highly favorable or the cycle length is short. More vehicles stop than with LOS A. LOS C describes operations with control delay between 20 and 35 s/veh and a v/c ratio no greater than 1.0. This level is typically assigned when progression is favorable or the cycle length is moderate. Individual cycle failures (i.e., one or more queued vehicles are not able to depart as a result of insufficient capacity during the cycle) may begin to appear at this level. The number of vehicles stopping is significant, although many vehicles still pass through the intersection without stopping. LOS D describes operations with control delay between 35 and 55 s/veh and a v/c ratio no greater than 1.0. This level is typically assigned when the v/c ratio is high and either progression is ineffective or the cycle length is long. Many vehicles stop and individual cycle failures are noticeable. LOS E describes operations with control delay between 55 and 80 s/veh and a v/c ratio no greater than 1.0. This level is typically assigned when the v/c ratio is high, progression is unfavorable, and the cycle length is long. Individual cycle failures are frequent. LOS F describes operations with control delay exceeding 80 s/veh or a v/c ratio greater than 1.0. This level is typically assigned when the v/c ratio is very high, progression is very poor, and the cycle length is long. Most cycles fail to clear the queue. A lane group can incur a delay less than 80 s/veh when the v/c ratio exceeds 1.0. This condition typically occurs when the cycle length is short, the signal progression is favorable, or both. As a result, both the delay and v/c ratio are considered when lane group LOS is established. A ratio of 1.0 or more indicates that cycle capacity is fully utilized and represents failure from a capacity perspective (just as delay in excess of 80 s/veh represents failure from a delay perspective). Average control delay and queue length at roundabout controlled intersections are calculated using SIDRA Intersection. The physical geometry such as entry lane width and approach flare, and traffic volume at the roundabout are factors that influence the intersection’s performance. The average delay reported using SIDRA Intersection is based on the signalized HCM Method of Delay for Level-of-Service. Level of Service Criteria for Unsignalized Intersections Level of service (LOS) for Two-Way Stop-Controlled (TWSC) intersections is determined by the computed or measured control delay. For motor vehicles, LOS is determined for each minor-street movement (or shared movement) as well as major-street left turns by using criteria given in Exhibit 20-2. LOS is not defined for the intersection as a whole or for major-street approaches for three primary reasons: (a) major-street through vehicles are assumed to experience zero delay; (b) the disproportionate number of major-street through vehicles at a typical TWSC intersection skews the weighted average of all movements, resulting in a very low overall average delay for all vehicles; and (c) the resulting low delay can mask important LOS deficiencies for minor movements. LOS F is assigned to the movement if the volume-to-capacity (v/c) ratio for the movement exceeds 1.0, regardless of the control delay. The LOS criteria for TWSC intersections are somewhat different from the criteria used in Chapter 18 for signalized intersections, primarily because user perceptions differ among transportation facility types. The expectation is that a signalized intersection is designed to carry higher traffic volumes and will present greater delay than an unsignalized intersection. Unsignalized intersections are also associated with more uncertainty for users, as delays are less predictable than they are at signals, which can reduce users' delay tolerance. The LOS criteria for All-Way Stop-Controlled (AWSC) intersections are given in Exhibit 21-8. LOS F is assigned if the v/c ratio of a lane exceeds 1.0, regardless of the control delay. For assessment of LOS at the approach and intersection levels, LOS is based solely on control delay. Exhibits 20-2/21-8: Level-of-Service Criteria for Stop Controlled Intersections Control Delay (s/veh) LOS by Volume-to-Capacity Ratio v/c < 1.0 v/c > 1.0 10.0 A F >10.0 and < 15.0 B F >15.0 and < 25.0 C F >25.0 and < 35.0 D F >35.0 and < 50.0 E F >50.0 F F HCM 6th Signalized Intersection Summary 1: Pine Street & Main Street 122-179; Main Street Apartments Existing 2022_AM Peak Creighton Manning Engineering, LLP Synchro 11 Report Existing-No-Build Models.syn Page 1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h)20 701 2 1 584 5 3 1 3 15 1 20 Future Volume (veh/h)20 701 2 1 584 5 3 1 3 15 1 20 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT)1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1826 1841 1900 1900 1796 1900 1900 1900 1900 1900 1900 1678 Adj Flow Rate, veh/h 21 723 2 1 602 5 3 1 3 15 1 21 Peak Hour Factor 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 Percent Heavy Veh, %5 4 0 0 7 0 0 0 0 0 0 15 Cap, veh/h 391 869 2 235 738 6 7 2 7 28 2 39 Arrive On Green 0.10 0.47 0.47 0.04 0.41 0.41 0.01 0.01 0.01 0.04 0.04 0.04 Sat Flow, veh/h 1739 1835 5 1810 1779 15 741 247 741 686 46 961 Grp Volume(v), veh/h 21 0 725 1 0 607 7 0 0 37 0 0 Grp Sat Flow(s),veh/h/ln 1739 0 1840 1810 0 1794 1730 0 0 1693 0 0 Q Serve(g_s), s 0.0 0.0 15.8 0.0 0.0 13.8 0.2 0.0 0.0 1.0 0.0 0.0 Cycle Q Clear(g_c), s 0.0 0.0 15.8 0.0 0.0 13.8 0.2 0.0 0.0 1.0 0.0 0.0 Prop In Lane 1.00 0.00 1.00 0.01 0.43 0.43 0.41 0.57 Lane Grp Cap(c), veh/h 391 0 872 235 0 744 16 0 0 69 0 0 V/C Ratio(X)0.05 0.00 0.83 0.00 0.00 0.82 0.44 0.00 0.00 0.53 0.00 0.00 Avail Cap(c_a), veh/h 476 0 1392 430 0 1357 823 0 0 805 0 0 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I)1.00 0.00 1.00 1.00 0.00 1.00 1.00 0.00 0.00 1.00 0.00 0.00 Uniform Delay (d), s/veh 16.2 0.0 10.6 11.9 0.0 12.0 22.8 0.0 0.0 21.7 0.0 0.0 Incr Delay (d2), s/veh 0.1 0.0 2.5 0.0 0.0 2.3 17.4 0.0 0.0 6.3 0.0 0.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 0.2 0.0 5.0 0.0 0.0 4.5 0.1 0.0 0.0 0.5 0.0 0.0 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 16.2 0.0 13.0 12.0 0.0 14.2 40.2 0.0 0.0 28.0 0.0 0.0 LnGrp LOS B A B B A B D A A C A A Approach Vol, veh/h 746 608 7 37 Approach Delay, s/veh 13.1 14.2 40.2 28.0 Approach LOS B B D C Timer - Assigned Phs 1 2 4 5 6 8 Phs Duration (G+Y+Rc), s 7.0 26.9 6.9 9.7 24.2 5.4 Change Period (Y+Rc), s 5.0 5.0 5.0 5.0 5.0 5.0 Max Green Setting (Gmax), s 7.0 35.0 22.0 7.0 35.0 22.0 Max Q Clear Time (g_c+I1), s 2.0 17.8 3.0 2.0 15.8 2.2 Green Ext Time (p_c), s 0.0 4.1 0.1 0.0 3.3 0.0 Intersection Summary HCM 6th Ctrl Delay 14.1 HCM 6th LOS B HCM 6th Signalized Intersection Summary 1: Pine Street & Main Street 122-179; Main Street Apartments Existing 2022_PM Peak Creighton Manning Engineering, LLP Synchro 11 Report Existing-No-Build Models.syn Page 1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h)55 762 3 4 627 14 8 4 3 9 1 25 Future Volume (veh/h)55 762 3 4 627 14 8 4 3 9 1 25 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT)1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1870 1870 1411 1900 1870 1900 1900 1900 1900 1900 1900 1841 Adj Flow Rate, veh/h 56 778 3 4 640 14 8 4 3 9 1 26 Peak Hour Factor 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 Percent Heavy Veh, %2 2 33 0 2 0 0 0 0 0 0 4 Cap, veh/h 399 917 4 223 775 17 18 9 7 16 2 47 Arrive On Green 0.11 0.49 0.49 0.04 0.42 0.42 0.02 0.02 0.02 0.04 0.04 0.04 Sat Flow, veh/h 1781 1862 7 1810 1823 40 954 477 358 416 46 1201 Grp Volume(v), veh/h 56 0 781 4 0 654 15 0 0 36 0 0 Grp Sat Flow(s),veh/h/ln 1781 0 1869 1810 0 1863 1788 0 0 1663 0 0 Q Serve(g_s), s 0.0 0.0 17.9 0.1 0.0 15.3 0.4 0.0 0.0 1.0 0.0 0.0 Cycle Q Clear(g_c), s 0.0 0.0 17.9 0.1 0.0 15.3 0.4 0.0 0.0 1.0 0.0 0.0 Prop In Lane 1.00 0.00 1.00 0.02 0.53 0.20 0.25 0.72 Lane Grp Cap(c), veh/h 399 0 920 223 0 791 34 0 0 66 0 0 V/C Ratio(X)0.14 0.00 0.85 0.02 0.00 0.83 0.45 0.00 0.00 0.55 0.00 0.00 Avail Cap(c_a), veh/h 457 0 1332 404 0 1328 801 0 0 745 0 0 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I)1.00 0.00 1.00 1.00 0.00 1.00 1.00 0.00 0.00 1.00 0.00 0.00 Uniform Delay (d), s/veh 17.7 0.0 10.9 12.5 0.0 12.5 23.8 0.0 0.0 23.2 0.0 0.0 Incr Delay (d2), s/veh 0.2 0.0 3.7 0.0 0.0 2.3 8.9 0.0 0.0 6.9 0.0 0.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 0.5 0.0 6.1 0.0 0.0 5.3 0.2 0.0 0.0 0.5 0.0 0.0 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 17.8 0.0 14.5 12.5 0.0 14.8 32.8 0.0 0.0 30.1 0.0 0.0 LnGrp LOS B A B B A B C A A C A A Approach Vol, veh/h 837 658 15 36 Approach Delay, s/veh 14.8 14.8 32.8 30.1 Approach LOS B B C C Timer - Assigned Phs 1 2 4 5 6 8 Phs Duration (G+Y+Rc), s 7.1 29.2 6.9 10.4 25.9 5.9 Change Period (Y+Rc), s 5.0 5.0 5.0 5.0 5.0 5.0 Max Green Setting (Gmax), s 7.0 35.0 22.0 7.0 35.0 22.0 Max Q Clear Time (g_c+I1), s 2.1 19.9 3.0 2.0 17.3 2.4 Green Ext Time (p_c), s 0.0 4.3 0.1 0.0 3.6 0.0 Intersection Summary HCM 6th Ctrl Delay 15.3 HCM 6th LOS B HCM 6th Signalized Intersection Summary 1: Pine Street & Main Street 122-179; Main Street Apartments No-Build 2024_AM Peak Creighton Manning Engineering, LLP Synchro 11 Report Existing-No-Build Models.syn Page 1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h)20 705 2 1 587 5 3 1 3 15 1 20 Future Volume (veh/h)20 705 2 1 587 5 3 1 3 15 1 20 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT)1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1826 1841 1900 1900 1796 1900 1900 1900 1900 1900 1900 1678 Adj Flow Rate, veh/h 21 727 2 1 605 5 3 1 3 15 1 21 Peak Hour Factor 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 Percent Heavy Veh, %5 4 0 0 7 0 0 0 0 0 0 15 Cap, veh/h 391 873 2 234 741 6 7 2 7 28 2 39 Arrive On Green 0.10 0.48 0.48 0.04 0.42 0.42 0.01 0.01 0.01 0.04 0.04 0.04 Sat Flow, veh/h 1739 1835 5 1810 1779 15 741 247 741 686 46 961 Grp Volume(v), veh/h 21 0 729 1 0 610 7 0 0 37 0 0 Grp Sat Flow(s),veh/h/ln 1739 0 1840 1810 0 1794 1730 0 0 1693 0 0 Q Serve(g_s), s 0.0 0.0 16.0 0.0 0.0 14.0 0.2 0.0 0.0 1.0 0.0 0.0 Cycle Q Clear(g_c), s 0.0 0.0 16.0 0.0 0.0 14.0 0.2 0.0 0.0 1.0 0.0 0.0 Prop In Lane 1.00 0.00 1.00 0.01 0.43 0.43 0.41 0.57 Lane Grp Cap(c), veh/h 391 0 875 234 0 747 16 0 0 69 0 0 V/C Ratio(X)0.05 0.00 0.83 0.00 0.00 0.82 0.44 0.00 0.00 0.53 0.00 0.00 Avail Cap(c_a), veh/h 475 0 1387 428 0 1352 820 0 0 802 0 0 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I)1.00 0.00 1.00 1.00 0.00 1.00 1.00 0.00 0.00 1.00 0.00 0.00 Uniform Delay (d), s/veh 16.2 0.0 10.6 12.0 0.0 12.0 22.9 0.0 0.0 21.8 0.0 0.0 Incr Delay (d2), s/veh 0.1 0.0 2.5 0.0 0.0 2.3 17.5 0.0 0.0 6.3 0.0 0.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 0.2 0.0 5.0 0.0 0.0 4.5 0.1 0.0 0.0 0.5 0.0 0.0 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 16.3 0.0 13.1 12.0 0.0 14.2 40.3 0.0 0.0 28.1 0.0 0.0 LnGrp LOS B A B B A B D A A C A A Approach Vol, veh/h 750 611 7 37 Approach Delay, s/veh 13.2 14.2 40.3 28.1 Approach LOS B B D C Timer - Assigned Phs 1 2 4 5 6 8 Phs Duration (G+Y+Rc), s 7.0 27.1 6.9 9.8 24.3 5.4 Change Period (Y+Rc), s 5.0 5.0 5.0 5.0 5.0 5.0 Max Green Setting (Gmax), s 7.0 35.0 22.0 7.0 35.0 22.0 Max Q Clear Time (g_c+I1), s 2.0 18.0 3.0 2.0 16.0 2.2 Green Ext Time (p_c), s 0.0 4.1 0.1 0.0 3.4 0.0 Intersection Summary HCM 6th Ctrl Delay 14.2 HCM 6th LOS B HCM 6th Signalized Intersection Summary 1: Pine Street & Main Street 122-179; Main Street Apartments No-Build 2024_PM Peak Creighton Manning Engineering, LLP Synchro 11 Report Existing-No-Build Models.syn Page 1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h)55 766 3 4 630 14 8 4 3 9 1 25 Future Volume (veh/h)55 766 3 4 630 14 8 4 3 9 1 25 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT)1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1870 1870 1411 1900 1870 1900 1900 1900 1900 1900 1900 1841 Adj Flow Rate, veh/h 56 782 3 4 643 14 8 4 3 9 1 26 Peak Hour Factor 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 Percent Heavy Veh, %2 2 33 0 2 0 0 0 0 0 0 4 Cap, veh/h 398 920 4 222 777 17 18 9 7 16 2 47 Arrive On Green 0.11 0.49 0.49 0.04 0.43 0.43 0.02 0.02 0.02 0.04 0.04 0.04 Sat Flow, veh/h 1781 1862 7 1810 1823 40 954 477 358 416 46 1201 Grp Volume(v), veh/h 56 0 785 4 0 657 15 0 0 36 0 0 Grp Sat Flow(s),veh/h/ln 1781 0 1869 1810 0 1863 1788 0 0 1663 0 0 Q Serve(g_s), s 0.0 0.0 18.1 0.1 0.0 15.4 0.4 0.0 0.0 1.0 0.0 0.0 Cycle Q Clear(g_c), s 0.0 0.0 18.1 0.1 0.0 15.4 0.4 0.0 0.0 1.0 0.0 0.0 Prop In Lane 1.00 0.00 1.00 0.02 0.53 0.20 0.25 0.72 Lane Grp Cap(c), veh/h 398 0 923 222 0 794 34 0 0 66 0 0 V/C Ratio(X)0.14 0.00 0.85 0.02 0.00 0.83 0.45 0.00 0.00 0.55 0.00 0.00 Avail Cap(c_a), veh/h 456 0 1327 403 0 1323 798 0 0 742 0 0 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I)1.00 0.00 1.00 1.00 0.00 1.00 1.00 0.00 0.00 1.00 0.00 0.00 Uniform Delay (d), s/veh 17.7 0.0 10.9 12.5 0.0 12.5 23.9 0.0 0.0 23.2 0.0 0.0 Incr Delay (d2), s/veh 0.2 0.0 3.8 0.0 0.0 2.3 9.0 0.0 0.0 7.0 0.0 0.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 0.5 0.0 6.1 0.0 0.0 5.3 0.2 0.0 0.0 0.5 0.0 0.0 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 17.9 0.0 14.6 12.6 0.0 14.8 32.9 0.0 0.0 30.2 0.0 0.0 LnGrp LOS B A B B A B C A A C A A Approach Vol, veh/h 841 661 15 36 Approach Delay, s/veh 14.9 14.8 32.9 30.2 Approach LOS B B C C Timer - Assigned Phs 1 2 4 5 6 8 Phs Duration (G+Y+Rc), s 7.1 29.4 6.9 10.4 26.0 5.9 Change Period (Y+Rc), s 5.0 5.0 5.0 5.0 5.0 5.0 Max Green Setting (Gmax), s 7.0 35.0 22.0 7.0 35.0 22.0 Max Q Clear Time (g_c+I1), s 2.1 20.1 3.0 2.0 17.4 2.4 Green Ext Time (p_c), s 0.0 4.3 0.1 0.0 3.6 0.0 Intersection Summary HCM 6th Ctrl Delay 15.4 HCM 6th LOS B HCM 6th Signalized Intersection Summary 1: Pine Street & Main Street 122-179; Main Street Apartments Build 2024_AM Peak Creighton Manning Engineering, LLP Synchro 11 Report Build Model.syn Page 1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h)20 711 2 1 591 5 3 1 3 15 1 20 Future Volume (veh/h)20 711 2 1 591 5 3 1 3 15 1 20 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT)1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1826 1841 1900 1900 1796 1900 1900 1900 1900 1900 1900 1678 Adj Flow Rate, veh/h 21 733 2 1 609 5 3 1 3 15 1 21 Peak Hour Factor 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 Percent Heavy Veh, %5 4 0 0 7 0 0 0 0 0 0 15 Cap, veh/h 391 878 2 232 744 6 7 2 7 28 2 39 Arrive On Green 0.10 0.48 0.48 0.04 0.42 0.42 0.01 0.01 0.01 0.04 0.04 0.04 Sat Flow, veh/h 1739 1835 5 1810 1779 15 741 247 741 686 46 961 Grp Volume(v), veh/h 21 0 735 1 0 614 7 0 0 37 0 0 Grp Sat Flow(s),veh/h/ln 1739 0 1840 1810 0 1794 1730 0 0 1693 0 0 Q Serve(g_s), s 0.0 0.0 16.2 0.0 0.0 14.1 0.2 0.0 0.0 1.0 0.0 0.0 Cycle Q Clear(g_c), s 0.0 0.0 16.2 0.0 0.0 14.1 0.2 0.0 0.0 1.0 0.0 0.0 Prop In Lane 1.00 0.00 1.00 0.01 0.43 0.43 0.41 0.57 Lane Grp Cap(c), veh/h 391 0 880 232 0 750 16 0 0 69 0 0 V/C Ratio(X)0.05 0.00 0.84 0.00 0.00 0.82 0.44 0.00 0.00 0.54 0.00 0.00 Avail Cap(c_a), veh/h 472 0 1379 426 0 1345 815 0 0 798 0 0 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I)1.00 0.00 1.00 1.00 0.00 1.00 1.00 0.00 0.00 1.00 0.00 0.00 Uniform Delay (d), s/veh 16.3 0.0 10.6 12.0 0.0 12.0 23.0 0.0 0.0 22.0 0.0 0.0 Incr Delay (d2), s/veh 0.1 0.0 2.7 0.0 0.0 2.3 17.5 0.0 0.0 6.3 0.0 0.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 0.2 0.0 5.1 0.0 0.0 4.6 0.1 0.0 0.0 0.5 0.0 0.0 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 16.3 0.0 13.3 12.0 0.0 14.3 40.5 0.0 0.0 28.3 0.0 0.0 LnGrp LOS B A B B A B D A A C A A Approach Vol, veh/h 756 615 7 37 Approach Delay, s/veh 13.3 14.3 40.5 28.3 Approach LOS B B D C Timer - Assigned Phs 1 2 4 5 6 8 Phs Duration (G+Y+Rc), s 7.0 27.3 6.9 9.8 24.5 5.4 Change Period (Y+Rc), s 5.0 5.0 5.0 5.0 5.0 5.0 Max Green Setting (Gmax), s 7.0 35.0 22.0 7.0 35.0 22.0 Max Q Clear Time (g_c+I1), s 2.0 18.2 3.0 2.0 16.1 2.2 Green Ext Time (p_c), s 0.0 4.1 0.1 0.0 3.4 0.0 Intersection Summary HCM 6th Ctrl Delay 14.3 HCM 6th LOS B HCM 6th Signalized Intersection Summary 1: Pine Street & Main Street 122-179; Main Street Apartments Build 2024_PM Peak Creighton Manning Engineering, LLP Synchro 11 Report Build Model.syn Page 1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h)55 775 3 4 639 14 8 4 3 9 1 25 Future Volume (veh/h)55 775 3 4 639 14 8 4 3 9 1 25 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT)1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1870 1870 1411 1900 1870 1900 1900 1900 1900 1900 1900 1841 Adj Flow Rate, veh/h 56 791 3 4 652 14 8 4 3 9 1 26 Peak Hour Factor 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 Percent Heavy Veh, %2 2 33 0 2 0 0 0 0 0 0 4 Cap, veh/h 396 927 4 220 785 17 18 9 7 16 2 47 Arrive On Green 0.11 0.50 0.50 0.04 0.43 0.43 0.02 0.02 0.02 0.04 0.04 0.04 Sat Flow, veh/h 1781 1862 7 1810 1824 39 954 477 358 416 46 1201 Grp Volume(v), veh/h 56 0 794 4 0 666 15 0 0 36 0 0 Grp Sat Flow(s),veh/h/ln 1781 0 1869 1810 0 1863 1788 0 0 1663 0 0 Q Serve(g_s), s 0.0 0.0 18.4 0.1 0.0 15.8 0.4 0.0 0.0 1.1 0.0 0.0 Cycle Q Clear(g_c), s 0.0 0.0 18.4 0.1 0.0 15.8 0.4 0.0 0.0 1.1 0.0 0.0 Prop In Lane 1.00 0.00 1.00 0.02 0.53 0.20 0.25 0.72 Lane Grp Cap(c), veh/h 396 0 930 220 0 802 34 0 0 66 0 0 V/C Ratio(X)0.14 0.00 0.85 0.02 0.00 0.83 0.45 0.00 0.00 0.55 0.00 0.00 Avail Cap(c_a), veh/h 452 0 1316 400 0 1312 791 0 0 736 0 0 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I)1.00 0.00 1.00 1.00 0.00 1.00 1.00 0.00 0.00 1.00 0.00 0.00 Uniform Delay (d), s/veh 17.9 0.0 10.9 12.6 0.0 12.6 24.1 0.0 0.0 23.4 0.0 0.0 Incr Delay (d2), s/veh 0.2 0.0 4.0 0.0 0.0 2.4 9.0 0.0 0.0 7.0 0.0 0.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 0.5 0.0 6.3 0.0 0.0 5.5 0.2 0.0 0.0 0.5 0.0 0.0 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 18.1 0.0 14.9 12.6 0.0 15.0 33.1 0.0 0.0 30.4 0.0 0.0 LnGrp LOS B A B B A B C A A C A A Approach Vol, veh/h 850 670 15 36 Approach Delay, s/veh 15.1 15.0 33.1 30.4 Approach LOS B B C C Timer - Assigned Phs 1 2 4 5 6 8 Phs Duration (G+Y+Rc), s 7.1 29.7 7.0 10.4 26.4 5.9 Change Period (Y+Rc), s 5.0 5.0 5.0 5.0 5.0 5.0 Max Green Setting (Gmax), s 7.0 35.0 22.0 7.0 35.0 22.0 Max Q Clear Time (g_c+I1), s 2.1 20.4 3.1 2.0 17.8 2.4 Green Ext Time (p_c), s 0.0 4.3 0.1 0.0 3.6 0.0 Intersection Summary HCM 6th Ctrl Delay 15.6 HCM 6th LOS B HCM 6th TWSC 2: Site Driveway & Main Street 122-179; Main Street Apartments Build 2024_AM Peak Creighton Manning Engineering, LLP Synchro 11 Report Build Model.syn Page 1 Intersection Int Delay, s/veh 0.2 Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Vol, veh/h 722 7 6 592 5 5 Future Vol, veh/h 722 7 6 592 5 5 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length ----0 - Veh in Median Storage, # 0 --0 0 - Grade, %0 --0 0 - Peak Hour Factor 97 97 97 97 97 97 Heavy Vehicles, %4 0 0 7 0 0 Mvmt Flow 744 7 6 610 5 5 Major/Minor Major1 Major2 Minor1 Conflicting Flow All 0 0 751 0 1370 748 Stage 1 ---- 748 - Stage 2 ---- 622 - Critical Hdwy -- 4.1 - 6.4 6.2 Critical Hdwy Stg 1 ---- 5.4 - Critical Hdwy Stg 2 ---- 5.4 - Follow-up Hdwy -- 2.2 - 3.5 3.3 Pot Cap-1 Maneuver -- 868 - 163 416 Stage 1 ---- 471 - Stage 2 ---- 539 - Platoon blocked, %--- Mov Cap-1 Maneuver -- 868 - 161 416 Mov Cap-2 Maneuver ---- 301 - Stage 1 ---- 471 - Stage 2 ---- 534 - Approach EB WB NB HCM Control Delay, s 0 0.1 15.6 HCM LOS C Minor Lane/Major Mvmt NBLn1 EBT EBR WBL WBT Capacity (veh/h)349 -- 868 - HCM Lane V/C Ratio 0.03 -- 0.007 - HCM Control Delay (s)15.6 -- 9.2 0 HCM Lane LOS C --A A HCM 95th %tile Q(veh)0.1 --0 - HCM 6th TWSC 2: Site Driveway & Main Street 122-179; Main Street Apartments Build 2024_PM Peak Creighton Manning Engineering, LLP Synchro 11 Report Build Model.syn Page 1 Intersection Int Delay, s/veh 0.3 Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Vol, veh/h 775 12 9 646 11 11 Future Vol, veh/h 775 12 9 646 11 11 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length ----0 - Veh in Median Storage, # 0 --0 0 - Grade, %0 --0 0 - Peak Hour Factor 98 98 98 98 98 98 Heavy Vehicles, %2 0 0 2 0 0 Mvmt Flow 791 12 9 659 11 11 Major/Minor Major1 Major2 Minor1 Conflicting Flow All 0 0 803 0 1474 797 Stage 1 ---- 797 - Stage 2 ---- 677 - Critical Hdwy -- 4.1 - 6.4 6.2 Critical Hdwy Stg 1 ---- 5.4 - Critical Hdwy Stg 2 ---- 5.4 - Follow-up Hdwy -- 2.2 - 3.5 3.3 Pot Cap-1 Maneuver -- 830 - 141 390 Stage 1 ---- 447 - Stage 2 ---- 509 - Platoon blocked, %--- Mov Cap-1 Maneuver -- 830 - 139 390 Mov Cap-2 Maneuver ---- 279 - Stage 1 ---- 447 - Stage 2 ---- 500 - Approach EB WB NB HCM Control Delay, s 0 0.1 16.9 HCM LOS C Minor Lane/Major Mvmt NBLn1 EBT EBR WBL WBT Capacity (veh/h)325 -- 830 - HCM Lane V/C Ratio 0.069 -- 0.011 - HCM Control Delay (s)16.9 -- 9.4 0 HCM Lane LOS C --A A HCM 95th %tile Q(veh)0.2 --0 -