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HomeMy WebLinkAbout20190187 Allen Drive Apartments Traffic Response 4-18-19 ENGINEERS 4 Creighton PLANNERS April 18, 2019 'Inv Manning SURVEYORS Mr. Donald Fix The NRP Group, LLC 1228 Euclid Avenue, 4th Floor Cleveland, Ohio 44115 RE: Response to Comments, Allen Drive Apartments, City of Saratoga Springs, Saratoga County, New York; CM Project No. 119-029 Dear Mr. Fix, Creighton Manning Engineering, LLP (CM) has reviewed the traffic related comments from the Chazen Companies in a letter dated April 5, 2019. Below is a summary of the comments and our responses. Comment#1: The trip generation calculations, trip distribution percentages, and trip assignments are acceptable. Response: Comment acknowledged. Comment#2: The sight distance evaluation and its conclusions are acceptable. Response: Comment acknowledged. Comment #3: The figure numbering scheme does not match that of the text. This should be corrected for the record copy. Response: The figure numbering has been updated and included in the revised letter (Attachment A). Comment#4: Table 3 and figures illustrating Phase 2 trips are not representative of Phase 2 but rather a combination of Phase 1 and Phase 2. The table and figures should be corrected for clarity and for the record copy. Response: The table and figures have been updated and included in the revised letter (Attachment A). Comment#5: The first major signalized intersection on Route 9N east of the site is Church Street at West Avenue. This intersection was subject of extensive analysis for developments proposed/ approved in the West Avenue area such that traffic signal timing improvements were necessary to mitigate impacts. The traffic analysis for the Allen Drive Apartment project should evaluate this intersection as well since 70% of its traffic is projected to pass through the intersection. The analysis should determine if the signal timing improvements are sufficient to accommodate traffic from the Apartment project, or if additional improvements are necessary. Response: An assessment of the Church Street/West Avenue/Adirondack Trust Bank Driveway intersection was included in the Transportation Impact Study (TIS) conducted for the Station Park at Saratoga project by SRF Associates. It is noted that the Station Park at Saratoga project was not approved and is not moving forward; therefore, the Existing and future No-Build condition analyses of the Church Street/West Avenue/Adirondack Trust Bank Driveway intersection was recreated in order to determine impacts associated with the 2 Winners Circle proposed development (without Station Park at Saratoga volumes). Figure 1 shows the AM Albany,NY 12205 and PM peak hour traffic volumes through Build conditions at this intersection and the 518.446 0396(p) anticipated trip distribution and trip assignment of site generated traffic. The intersection 518A46.0397 ff) evaluation summary provided in Table 1 uses Synchro 10 methodologies which is consistent www.cmellp.com Mr. Donald Fix April 18,2019 Page 2 of 3 with the TIS prepared for the Station Park at Saratoga project (and included under Attachment B). It is noted that signal timing adjustments were not necessary for the AM peak hour; however,five seconds of green time was reallocated from the protected westbound left turn phase to the northbound phase in order to mitigate vehicular delay at the intersection during the PM peak hour. Table 1-Level of Service Summary AM Peak Hour PM Peak Hour 0 Intersection c Build Build oExisting No-Build (Phase 1&2) Existing No-Buildo (Phase 1&2) Church Street/West Avenue S Church Street EB LT C(24.8) C(25.8) C(26.6) C(27.4) C(29.7) C(29.9) R A(2.0 A(2.7) A(3.0) A(1.8) A(4.0) A(4.3) Church Street WB L A(9.7) B(11.8) B(13.1) B(10.1) C(31.8) C(34.8) TR A(6.1) A(6.4) A(6.5) A(7.4) A(9.8) A(10.0) West Avenue NB LT C(31.3) C(33.2) C(34.6) D(45.7) D(42.1) D(48.7) R A(3.6) A(5.4) A(6.3) A(2.6) A(5.2) A(5.8) Overall B(12.2) B(13.4) B(14.2) B(16.1) C(20.6) C(22.4) S=Traffic Signal controlled intersection EB,WB,NB,SB=Eastbound,Westbound,Northbound,and Southbound intersection approaches L,T,R=Left-turn,Through,and/or Right-turn movements X(Y.Y)=Level of service(Average delay in seconds per vehicle) The level of service analysis indicates that the Church Street/West Avenue/Adirondack Trust Bank Driveway intersection operates at an overall LOS B during the AM and PM peak hours with all movements operating at LOS D or better. Under No-Build conditions, which includes general background growth and other development projects, this intersection will operate at an overall LOS B/C during the AM and PM peak hours with all movements operating at LOS D or better. The No-Build assessment includes the minor signal timing change noted above. After full buildout of the Allen Drive Apartment project, this intersection will continue to operate similar to No-Build conditions with an increase in average overall vehicle delay of less than two seconds. It is noted that comparable operations are provided based on the Highway Capacity Manual 6th Edition procedures, which were used in the original analysis for the Allen Drive Apartment project (also included under Attachment B). Comment #6: There are level of service drops to the D level for the Allen Drive and Sunnyside Garden Driveway approaches;discussions of potential mitigation improvements are not provided. The assessment should indicate if the level of service drops can be mitigated,such as adding a turn lane on the minor street approaches. Response: It is noted that level of service is not a critical design element according to the New York State Department of Transportation (NYSDOT) Highway Design Manual (pg. 2-2). The HDM establishes eleven critical design elements citing level of service as an "other" design element that must be considered when scoping and designing a project; therefore, level of service is not the only variable when considering mitigation at intersections, especially when LOS C/D conditions are considered acceptable operating conditions. The level of service analysis indicates that adequate capacity will be provided at this intersection. Mr.Donald Fix April 18,2019 Page 3 of 3 That beingsaid, theprovision of a separate y i_ ' ' �F p -� � L°k .- turn lane on the southbound Sunnyside - - , ;-. , i -, - ' - ..._. Gardens Driveway approach is not .. • -r � ' _ .lir. recommended based on the sharp turn that Aiiiit ..r -. exists just prior to NY Route 9N.Vehicles are - "1 . •34"10 i. i .-." e not able to intersect the mainline in a .:F'r , "�+ 4 perpendicular manner which would only be , =a. exacerbated by the addition of a turn lane. ,...;:::::1:"1:,:-..,44,. T � ✓��� Careens The driveway cannot be straightened out = Dr-ive due to the location of the residential 1--42:,-, q2C)ellbCiti property located in the northwest quadrant H �. of the intersection and the climbinggrade RN D� ai of NY Route 9N going east. o — .5 ..1.-,---4,1, ,a1,41 ,.._ . , - ., iiliiiiiri, , ii; In addition, a review of traffic volumes on iI ' the northbound Allen Drive approach , a : . .. - , i indicates that there will only be NY Route 9N Allen Drive/Sunnyside Garden Driveway approximately 9 to 11 peak hour left-turns from Allen Drive. This equates to one car every five to seven minutes, a low volume, for a movement that is on the LOS C/D threshold. A level of service assessment indicates that the northbound approach delay will decrease by approximately three seconds during the AM peak hour and 11/2 seconds during the PM peak hour if a separate turn lane is provided (included under Attachment C). It is noted that Allen Drive is only approximately 26-feet wide south of Tait Lane and that additional property not controlled by the Applicant would be required to construct a separate turn lane. It should also be noted that NYSDOT has discouraged the use of unnecessary turn lanes on unsignalized intersection approaches since vehicles waiting to make left turns from the side street can block available sight lines looking left for vehicles making right turns. In addition, a review of existing daily traffic on Allen Drive and the anticipated daily traffic generated by the proposed development would not warrant the installation of a traffic signal at this location. It is recommended that the existing traffic control remain since the delay increases are reasonable and LOS C/D conditions are considered acceptable and likely experienced at other unsignalized intersections along NY Route 9N. Please call our office if you have any questions or comments regarding the above analysis. Respectfully submitted, Creighton Manning Engineering, LLP //1/1Z-‘ ' 7 Mark NadoI riy Associate N:\Projects\2019\119-029 NRP Group-Allen Dr Residential\Working\Traffic\Report\119029response to 20190405 comments 20190418.docx • 0 EXISTING 2 NO-BUILD Y YY Y oIa oa z°° z°° Et ooEt octc <HO <HO ALO(16) +-0(16) 4-249(383) 4-257(402) 9N 9N X268(312) X295(435) (5)0� 1 CHURCH ST (5)0_`4 1 r CHURCH ST (300)343— ::(9)0LS (318)353— (211)309_ ^6^ (273)324 P- Lu w > > Q Q w w AM PEAK HOUR (PM PEAK HOUR) AM PEAK HOUR (PM PEAK HOUR) 3 TRIP DISTRIBUTION 4 TRIP ASSIGNMENT Y Y Y Y oz oa z°° z°° <HO <HO 4-40% 4-7(23) 9N Ha �� 1 � CHURCH ST �� 1 r* CHURCH ST (40%)— o (15)21— CO (30%) M (11) 16— o w w > > < < I— I— CO CO w w -32 ▪ ENTERING (EXITING) AM PEAK HOUR (PM PEAK HOUR) Hti 5 BUILD IY Y Q z Q z ocQ o <HO 0 ALO(16) 4-264(425) 295(435) 0 9N +- (5)0-k 1 1 r* CHURCH ST NO( (333)374 �^�0 1 (284)340—+ ^O o (U w > oc < a H Q L'j 0 z AM PEAK HOUR (PM PEAK HOUR) 0 ▪ CHURCH STREET/WEST AVENUE/BANK DRIVEWAY TRAFFIC VOLUMES reig on N Manning ALLEN DRIVE APARTMENTS CITY OF SARATOGA SPRINGS, NEW YORK z PROJECT: 119-029 DATE: 4/2019 FIGURE: 1 Attachment A ENGINEERS Creighton PLANNERS March 1, 2019 11W Manning SURVEYORSUpdated April 18, 2019 Mr. Donald Fix The NRP Group, LLC 1228 Euclid Avenue,4th Floor Cleveland, Ohio 44115 RE: Traffic Assessment, Allen Drive Apartments, City of Saratoga Springs, Saratoga County, New York; CM Project No. 119-029 Dear Mr. Fix, Creighton Manning Engineering, LLP has completed a traffic assessment for the proposed Allen Drive Apartment project located in the southeast quadrant of the Tait Lane/Allen Drive intersection in the City of Saratoga Springs. This evaluation is based on information provided in the "Sketch Plan," last revised by The LA Group on February 27, 2019 (See Attachment A). A map illustrating the project location is shown on Figure 1.This letter is an update to the original letter dated March 31, 2015 and includes revisions as a response to comments received from the City of Saratoga Springs Planning Department and includes the following: • Updated turning movement at the following intersections: o NY Route 9N/Allen Drive/Sunnyside Garden Driveway o Allen Drive/Tait Lane • Updated automatic traffic recorder count on NY Route 9N. • Updated trip generation estimate based on the revised site plan. • Evaluation of Phase 1 and Phase 2 conditions for updated design years. 1.0 Project Description The proposed project involves the construction of a residential development with 202 total units that will be developed in two phases and includes the following land uses: Phase 1 • Apartments in three story buildings—68 units • Townhouses in two story buildings—22 units Phase 2 (Full Build-Out) • Apartments in three story buildings—112 units Access to the site is proposed via one full access driveway on Allen Drive and one full access driveway on Tait Lane. Phase 1 of the project is anticipated to be constructed and occupied in 2021 while Phase 2 of the project will be constructed and occupied in 2023. 2.0 Existing Conditions Roadways Serving the Site NY Route 9N (Church Street) is primarily a north-south roadway that travels from the City of Saratoga Springs to Warren County and is classified as an urban minor arterial. It is noted that NY Route 9N is an east-west road in the vicinity of the proposed development. In the project 2 Winners Circle vicinity, NY Route 9N provides one 11-foot wide travel lane in each direction with 4 to 5-foot Albany,NY 12205 518,446,0396(p) 518A46.0397 f f) Mr.Donald Fix Updated April 18,2019 Page 2 of 9 wide paved shoulders. Data published by the New York State Department of Transportation (NYSDOT) in the latest version of the Pavement Data Report indicates that the pavement on NY Route 9N is in fair condition near the project site.There are no sidewalks on this section of NY Route 9N and the posted speed limit is 45-mph. Traffic volume recorded by Creighton Manning shows that NY Route 9N currently serves approximately 12,490 vehicles per day(vpd) in the project vicinity while the 85th percentile speed was measured to be 50-mph in the vicinity of Allen Drive. Land uses along NY Route 9N in the project vicinity include a mix of commercial, medical office, residential, or undeveloped land. Allen Drive is a city street that provides access between NY Route 9N (Church Street) to the north and Kirby Road to the west. Allen Drive is approximately 26-feet wide and provides a single travel lane in each direction with on-street parking allowed on both side of the road. There are two small sections of sidewalk along Allen Drive (650-feet on the west side and 350- feet on the east side) in the vicinity of the proposed site driveway connection. Allen Drive has a posted speed limit of 30-mph. Traffic volume recorded by the Creighton Manning in 2015 shows that Allen Drive currently serves approximately 340 vehicles per day(vpd) in the project vicinity while the 85th percentile speed was measured to be 25-mph approximately 750-feet south of NY Route 9N. Land uses along Allen Drive are primarily residential with a mix of multi- family homes and apartment buildings. Tait Lane is a city street extending approximately 800 feet from Allen Drive to a dead end.Tait Lane is a low volume roadway that provides access to three existing residential homes. Tait Lane is approximately 20-feet wide and provides a single travel lane in each direction with on- street parking allowed on both side of the road. No sidewalks are provided and the city speed limit of 30-mph applies to this roadway. Study Area Intersection The NY Route 9N/Allen Drive/Sunnyside :_. 4 ,. N -� -,� Garden Driveway intersection is a four- AF- way intersection operating under stop- -d - � •fieri sign control on the northbound Allen w aA - �., Drive approach and on the southbound ,* : 4 SO Sunnyside Gardens Driveway approach, gor1� �f: �y•-o'r 11111111111110" which are offset by approximately 45 _ � � ' .,,WY .. �oiwva ,; feet. A single lane is provided on each Rod®@ticennwav - - intersection approach for shared travel -r3111.1— movements with no pedestrian 9N , .411.111 accommodations as shown on Aerial #1. 1111111 ANIL p It is noted that Tait Lane intersects Allen • Drive just south of NY Route 9N. 1411, '" Sunnyside Gardens Driveway is a low volume road that provides access to the • ' existing garden center and one .; ' ,+ residence. Aerial#1—NY Route 9N/Allen Drive/Sunnyside Garden Driveway The Allen Drive/Tait Lane intersection is a three-way intersection operating under stop-sign control on the westbound Tait Lane approach. A single lane is provided on each intersection approach for shared travel movements with no pedestrian accommodations. Mr.Donald Fix Updated April 18,2019 Page 3 of 9 Transit and Pedestrians The Capital District Transportation Authority (CDTA) does not provide transit service adjacent to the site on NY Route 9N near Allen Drive. The closest CDTA bus route is the Ballston Spa/West Saratoga line (#451) that runs between the Village of Ballston Spa and a residential neighborhood located west of the site near Kirby Road and Buff Road. This route provides service seven days a week on approximately one hour headways during the week.The nearest bus stop associated with this route is located approximately 1/3 of a mile to the west at the Kirby Road/Moore Avenue intersection. No pedestrians or bicyclists were observed during the turning movement count on NY Route 9N. The applicant will coordinate with CDTA to determine the feasibility of extending the bus line to service residents of the proposed site. Data Collection Turning movement counts were conducted at the NY Route 9N/Allen Drive/Sunnyside Garden Driveway intersection on Thursday, February 7, 2019 during the morning peak period from 7:00 to 9:00 a.m. and during the afternoon peak period from 4:00 to 6:00 p.m. which coincides with peak operating conditions of the site and adjacent street traffic. The existing through traffic volumes on NY Route 9N were increased by a 1.143 factor based on seasonal variation factors provided by the City of Saratoga Springs to estimate June conditions. Traffic volumes on the Sunnyside Garden Driveway approach were taken from a turning movement count originally conducted in July in order to provide worst-case peak summer conditions from the greenhouse and garden center land use.The adjusted traffic volumes for the AM and PM peak hours shown on Figure 2-1 provide base year 2019 conditions and form the basis for all traffic forecasts. The raw turning movement count data is included in Attachment B. 3.0 Traffic Assessment Trip Generation Trip generation determines the quantity of traffic expected to travel to and from a given site. The Institute of Transportation Engineers' (ITE) Trip Generation, 10th 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 for Phase 1 and Phase 2 development of the site using land use code (LUC) 220 for Multifamily Housing (Low- Rise) and LUC 221 for Multifamily Housing (Mid-Rise). Table 1 summarizes the trip generation estimate for the AM and PM peak hours. Table 1—Trip Generation Summary Land Use Units LUC AM Peak Hour PM Peak Hour Enter Exit Total Enter Exit Total Phase 1—Apartments 68 221 6 17 23 19 12 31 Phase 1—Townhouses22 220 3 8 11 9 6 15 Phase 1 Total 90 9 25 34 28 18 46 Phase 2—Apartments i 112 i 221 i 10 28 k 3830 19 k 49 Total Phase 1 and Phase 2 202 19 53 72 58 37 95 Table 1 shows that after Phase 1 development, the site will generate 34 new trips during the AM peak hour (9 entering and 25 exiting) and 46 new trips during the PM peak hour (28 entering and 18 exiting). After full build-out of the development, the site will generate a total of 72 new trips during the AM peak hour (19 entering and 53 exiting) and a total of 95 new Mr.Donald Fix Updated April 18,2019 Page 4 of 9 trips during the PM peak hour (58 entering and 37 exiting). It is noted that the distribution of travel in and out of the site will result in a maximum increase of approximately 48 new trips on any one approach to the NY Route 9N/Allen Drive/Sunnyside Garden Driveway intersection. This is less than the NYSDOT and ITE threshold of 100 site generated vehicles on any one approach for off-site intersection analysis. This guidance was developed as a tool to identify locations where the magnitude of traffic generated has the potential to impact operations at off-site intersections and screen out locations that are unlikely to have impacts. Since the NY Route 9N/Allen Drive/Sunnyside Garden Drive serves as the primary access to the site, it was included in the analysis. Additional off-site intersections were not included since the 100 vehicle trip threshold would not be met. Future Traffic Volumes To evaluate the impact of the proposed development, traffic projections were prepared for the Phase 1 (2021) and Phase 2 (2023) the expected years of completion. Historical traffic volume data found in the latest version of the Traffic Data Report, published by NYSDOT, indicates that traffic volume growth in the vicinity of the site has actually decreased over the last several years. To provide a conservative estimate, traffic projections were prepared for the anticipated year of completion by applying a 1/4 percent per year growth rate to the 2019 Existing traffic volumes. In addition to general background traffic growth, vehicle trips associated with other developments in the project area were considered when developing the No-Build traffic volumes.The City of Saratoga Springs Planning Department indicated that the following four developments would contribute to future background traffic volumes adjacent to the project site: • Buff Road Subdivision • The West Apartments • Akew Development • Intrada Development The 2021 and 2023 No-Build traffic volumes are shown on Figure 2-2 and Figure 3-1 and represent the expected traffic volumes in 2021 and 2023 without development of the Allen Drive Apartment project. Traffic generated by the proposed project was distributed to the adjacent roadways based on existing observed travel patterns in the project area and the probable travel routes for patrons and employees of the proposed development. It is expected that approximately 90 percent of the proposed development traffic will travel to and from the north on Allen Drive toward NY Route 9N while 10 percent will travel to and from the south and west on Allen Drive toward Kirby Road. The trip distribution patterns for the proposed development are shown on Figure 3-2 while the associated site-generated traffic volumes are shown on Figure 4-1 and 4-2. The site-generated trips were then added to the 2021 and 2023 No-Build traffic volumes, resulting in the 2021 Build traffic volumes for Phase 1 and the 2023 Build traffic volumes for Phase 2 (Figure 5-1 and Figure 5-2). 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 Synchro version 10 software which automates the procedures contained in the Highway Capacity Manual. Mr.Donald Fix Updated April 18,2019 Page 5 of 9 Table 2 and Table 3 summarize the results of the level of service calculations for the proposed project for Phase 1 and Phase 2 conditions. The detailed level of service analyses are included in Attachment C. Table 2-Level of Service Summary(Phase 1) 0 AM Peak Hour PM Peak Hour Intersection c 2019 2021 2021 2019 2021 2021 0 Existing No-Build Build Existing No-Build Build NY Route 9N/Allen Drive/ U Sunnyside Garden Driveway NY Route 9N EB L A(8.0) A(8.0) A(8.0) A(0.0) A(0.0) A(0.0) NY Route 9N WB L A(9.7) A(9.7) A(9.8) A(8.3) A(8.3) A(8.4) Allen Drive NB LTR C(16.4) C(16.6) C(20.7) B(12.6) B(12.9) C(15.4) Sunnyside Drive SB LTR C(20.8) C(21.7) C(23.6) C(21.7) C(22.5) C(24.1) Allen Drive/Tait Lane U Allen Drive SB L A(0.0) A(0.0) A(7.3) A(7.2) A(7.2) A(7.3) Tait Lane LR A(8.4) A(8.4) A(8.5) A(0.0) A(0.0) A(8.4) Allen Drive/Site Driveway U Allen Drive SB L -- -- A(7.2) -- -- A(7.3) Site Driveway WB LR -- -- A(8.5) -- -- A(8.5) Tait Lane/Site Driveway U Tait Lane EB L -- -- A(0.0) -- -- A(0.0) Site Driveway NB LR -- -- A(8.5) -- -- A(8.5) S,U=Traffic Signal or Unsignalized controlled intersection EB,WB,NB,SB=Eastbound,Westbound,Northbound,and Southbound intersection approaches L,T,R=Left-turn,Through,and/or Right-turn movements X(Y.Y)=Level of service(Average delay in seconds per vehicle) Table 3- Level of Service Summary(Phase 1 &2) 0 AM Peak Hour PM Peak Hour Intersection c 2019 2023 2023 2019 2023 2023 0 Existing No-Build Build Existing No-Build Build NY Route 9N/Allen Drive/ U Sunnyside Garden Driveway NY Route 9N EB L A(8.0) A(8.0) A(8.0) A(0.0) A(0.0) A(0.0) NY Route 9N WB L A(9.7) A(9.8) A(9.9) A(8.3) A(8.3) A(8.5) Allen Drive NB LTR C(16.4) C(16.6) D(25.0) B(12.6) B(12.9) C(19.3) Sunnyside Drive SB LTR C(20.8) C(21.7) D(26.4) C(21.7) C(22.6) D(26.4) Allen Drive/Tait Lane U Allen Drive SB L A(0.0) A(0.0) A(7.3) A(7.2) A(7.2) A(7.3) Tait Lane LR A(8.4) A(8.4) A(8.6) A(0.0) A(0.0) A(8.5) Allen Drive/Site Driveway U Allen Drive SB L -- -- A(7.3) -- -- A(7.3) Site Driveway WB LR -- -- A(8.6) -- -- A(8.6) Tait Lane/Site Driveway U Tait Lane EB L -- -- A(0.0) -- -- A(0.0) Site Driveway NB LR -- -- A(8.6) -- -- A(8.6) S,U=Traffic Signal or Unsignalized controlled intersection EB,WB,NB,SB=Eastbound,Westbound,Northbound,and Southbound intersection approaches L,T,R=Left-turn,Through,and/or Right-turn movements X(Y.Y)=Level of service(Average delay in seconds per vehicle) Mr.Donald Fix Updated April 18,2019 Page 6 of 9 The impact of the project can be described by comparing the analysis of the No-Build and Build operating conditions. The following observations are evident from this analysis: • NY Route 9N/Allen Drive/Sunnyside Garden Driveway — The level of service summary indicates that during No-Build conditions, the northbound Allen Drive approach will operate at LOS C/B during the AM and PM peak hours. After construction of Phase 1, the northbound Allen Drive approach will operate at LOS C during both peak hours and will operate at LOS D/C during the AM and PM peak hours after full build-out of the site with an increase in average vehicle delay less than nine seconds as a result of increased traffic associated with the proposed project. The southbound Sunnyside Garden Driveway approach will operate at LOS C during both peak hours under No-Build conditions and will continue to operate at similar levels of service during Build conditions for Phase 1 development. The southbound approach will operate at LOS D during both peak hours after full build-out of the proposed development with an increase in average vehicle delay less than five seconds during both peak hours. It is noted that the Allen Drive Apartment project will not increase traffic on the southbound intersection approach. A review of the eastbound and westbound left-turn movements on NY Route 9N indicates that good operations (LOS A)will be maintained after full build-out of the proposed development. A queueing evaluation indicates that the Existing and No-Build 95th percentile queue on the northbound approach is one vehicle (25-feet) during both peak hours. The queuing evaluation for the future Build conditions indicates that the 95th percentile queue on the northbound approach will increase to two vehicles (50-feet) after full build-out of the development during the AM peak hour. It is noted that Tait Lane intersects Allen Drive in close proximity to NY Route 9N and that more than one vehicle in queue on the northbound Allen Drive approach could block access to Tait Lane; therefore, LAW based on information provided in the New York State Supplement (NYS STATE DON T Supplement) to the National Manual for Uniform Traffic Control Devices BLOCK (NMUTCD), it is recommended that a "Do Not Block Side Road" sign (as shown) SIDE be installed on Allen Drive south of Tait Lane to ensure that clear access to Tait ROAD Lane is maintained after full build-out of the development. A review of the NYR9-4 SimTraffic simulation indicates that the northbound queue on Allen Drive will not impact southbound vehicles waiting to turn left onto Tait Lane. It is also noted that residents entering the site have the option to utilize the driveway on Allen Drive during busier peak travel times at the NY Route 9N intersection. No additional improvements are recommended at this intersection as a result of the project. • Allen Drive/Tait Lane — The level of service summary indicates that the westbound Tait Lane approach currently operates at LOS A during both peak hours and will continue to operate at similar levels of service through Build conditions for both phases. A review of the southbound left-turn movement on Allen Drive indicates that this movement will continue to operate at LOS A after full build-out of the proposed development. Mitigation at this intersection is not recommended as a result of the project. Allen Drive/Site Driveway and Tait Lane/Site Driveway—At full build-out of the residential development, the westbound Site Driveway approach on Allen Drive and the northbound Site Driveway approach on Tait Lane are expected to operate at LOS A during both peak Mr.Donald Fix Updated April 18,2019 Page 7 of 9 hours for both Build conditions with average vehicle delays of approximately nine seconds or less. It is recommended that the Site Driveways operate as unsignalized intersections with a single lane entering and exiting the site with stop signs on the exiting driveway approach. The level of service analysis also indicates that the southbound Allen Drive and westbound Tait Lane left-turn movements will operate at LOS A during Build conditions during both peak hours for both Build conditions. Transit and Sidewalks The Allen Drive Garden Apartment project will construct sidewalks throughout the development that connect the apartment buildings to Tait Lane and Allen Drive. In addition, the development will include a bus shelter for school children adjacent to the Site Driveway near Allen Drive. In addition to serving the school children in the proposed development, the bus shelter may be used by children in the adjacent neighborhood. 4.0 Sight Distance Evaluation The available intersection sight distance from the Site Driveway intersection on Allen Drive and from the existing northbound Allen Drive approach at the NY Route 9N intersection was measured from the perspective of a vehicle looking in both directions along Allen Drive and NY Route 9N, respectively.The intersection sight distance looking straight ahead for passenger vehicles traveling south on Allen Drive and turning left into the Site driveway and traveling west on NY Route 9N and turning left onto Allen Drive was also measured, as illustrated in Diagram 1. The available intersection sight distance on a side street should provide drivers a sufficient view of the intersecting highway to allow vehicles to enter or exit the intersection without excessively slowing vehicles traveling at or near the operating speed on the intersecting mainline. SIGHT DISTANCE Stopping sight distance (the length of — HT SS© , STOPPING SIGHT LOOKING GD STANCE- 4,SO =STOPPING SIGHT DISTANCE roadway ahead that is visible to the driver) was also measured on Allen Drive at the Site Driveway and on NY Route 9N at the Allen H Drive intersection. The available stopping sight distance on a roadway should be of sufficient length to enable a vehicle traveling LINE OF SIGHT LINE oV SIGHT at or near the operating speed to stop before — reaching a stationary object in its path. The DL=SIGN'DISTANCE D,=SIGHT DISTANCE I OOk1NG P FFT LOOKING RIGHT following diagram illustrates these sight Fy distance measurements. Intersection and Stopping Sight Distance Measurements Speed data collected by Creighton Manning (included under Attachment B) indicates the 85th percentile speed on Allen Drive is 25-mph while the 85th percentile speed on NY Route 9N is 50-mph. The available sight distances were compared to the guidelines presented in AASHTO A Policy on Geometric Design of Highways and Streets, 2011 for a 30-mph operating speed on Allen Drive (city speed limit) and for a 50-mph operating speed on NY Route 9N and are summarized in Table 4. Mr.Donald Fix Updated April 18,2019 Page 8 of 9 Table 4—Sight Distance Summary(Feet) Intersection Sight Intersection Sight Distance' 2 Distance Right-Turn Left-Turn from from Site Driveway or Left-Turn from Site Driveway Allen Drive Allen Drive or SSDNB,EB SSDsB,wB NY Route 9N or Allen Drive Looking Looking (Ds) (DO) Left(DO)* Right(DR)* Allen Drive/ Available 380 380 570 4 380 380 690 Site Driveway Recommended3 290 335 335 245 175 175 NY Route 9N/ Available 1,000+ 1,000+ 800 1,000+ 1,000+ 800+ Allen Drive Recommended3 480 555 555 405 390 390 1=Intersection sight distance is measured at 14.5 feet back from the travel way at an eye height of 3.5-ft and object height of 3.5-ft. 2=Stopping sight distance measured for a 2-foot object located in the path of eastbound and westbound vehicles on NY Route 9N and northbound and southbound vehicles on Allen Drive. 3=Sight distance measurements are compared to AASHTO recommended distances for a 30-mph operating speed on Allen Drive and a 50-mph operating speed on NY Route 9N. 4=Available sight distance measurements after the street parking on Allen Drive is relocated onto the Site Driveway. *Adequate departure sight triangles for left-turns onto NY Route 9N will also provide more than adequate sight distance for vehicles on Allen Drive to cross the road to access the Sunnyside Garden Driveway. The sight distance analysis indicates the following: • The sight distance analysis indicates that the available intersection and stopping sight distances at the proposed Allen Drive/Site Driveway intersection meet AASHTO guidelines for the 30-mph city speed limit with the following improvements: o Relocate the off-street parking on Allen Drive „Y associated with the adjacent apartment building I a ...�I �. (Photograph #1) onto the Site Driveway (as shown on the site plan). Relocating the parking - - "'�` '" 72 spaces will maintain a clear sight triangle for =-� vehicles looking right. It is noted that the observed operating speed on Allen Drive is 25-mph which is lower than the posted 30-mph _ city speed limit. No mitigation is recommended beyond the relocation of the parking spaces. Photograph#1—Sight Distance Looking Right • The sight distance analysis indicates that the available intersection and stopping sight distances for the northbound approach at the existing NY Route 9N/Allen Drive/Sunnyside Garden Driveway intersection meet AASHTO guidelines for the 50-mph operating speed. No sight distance related mitigation is recommended. It is recommended that any proposed vegetation and/or signage related to the site be placed a minimum of 15-feet back from the edge of the travel lane so that adequate sight lines are maintained along the site frontage on Tait Lane and Allen Drive. 5.0 Conclusions The proposed project includes construction of 202 apartment and townhouse units in two phases on an approximate 13.8 acre parcel.The development is expected to generate 72 new vehicle trips during the AM peak hour and 95 new vehicle trips during the PM peak hour after full build-out of the site. Access to the site is proposed via one full access driveway on Allen Mr.Donald Fix Updated April 18,2019 Page 9 of 9 Drive and one full access driveway on Tait Lane. Phase 1 of the project is anticipated to be completed in 2021 while Phase 2 of the project will be completed in 2023. The following is noted regarding the proposed project: • The NY Route 9N/Allen Drive/Sunnyside Garden Driveway intersection will operate at acceptable level of service through Phase 2 Build conditions during both peak periods. No capacity related mitigation is recommended at this intersection as a result of the proposed project; however, it is recommended that a "Do Not Block Side Road" sign be installed on Allen Drive south of Tait Lane to ensure that clear access to Tait Lane is maintained after full build-out of the development. • Acceptable operating conditions will be provided at the Allen Drive and Tait Lane site driveway intersections as an unsignalized intersections with single lanes entering and exiting the site and stop signs on the exiting approaches. • The project will construct sidewalks throughout the development that connect the apartment buildings to Tait Lane and Allen Drive. In addition, the development will include a bus shelter for school children adjacent to the Site Driveway near Allen Drive. In addition to serving the school children in the proposed development,the bus shelter may be used by children in the adjacent neighborhood. • The sight distance analysis indicates that the available intersection and stopping sight distances at the existing NY Route 9N/Allen Drive/Sunnyside Garden Driveway intersection meet AASHTO guidelines for the operating speed. The available intersection and stopping sight distances at the Allen Drive/Site Driveway intersection meet AASHTO guidelines for a 30-mph operating speed with the relocation of off- street parking associated with the adjacent apartment buildings. No additional mitigation is warranted. It is recommended that any proposed vegetation and/or signage related to the site be placed a minimum of 15-feet back from the edge of the travel lane so that adequate sight lines are maintained along the site frontage on Tait Lane and Allen Drive. Please call our office if you have any questions or comments regarding the above analysis. 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L ,Y x ^' x�'.,'; FT- F O ._„.„. .----1.,1-_-• _ en Priv i •E K 7 I r F f r....• y 5*,,Nr • k ,w 555Word i ` }: ; , a- � LT VPI 1777 .,t Y. riopmplot , ir / ' i t ''�z. �� 0." , Y (�� �r` W '_ .? .. .... ,P te- 00:4; I r w , t �" lw ,,i,,,,,,,_. - , 7, Lane 7a ► 1- T;edowa Glen rived �, I _, I " L .4-,,, — ar'',,,F - :, a�1F , . _ �F s. it L,, �... � '` _ 1) lk IL": A - ,.1pill, , il-f , P q , t e' . 1 p. . , .., \ Drive . , - i02 O 100 LOO , ;r R -, :, 06Aa Et + 1 inch = dellit_ e ,,� ___ _ g, , STUDY AREA INTERSECTIONS cs, r `'` , rf-i'L tr'14ri . 2'0, * '.ri-_ , „ ,, , kt .s s v = ,00d '.�_• '* `. •r 0) f2, PROJECT LOCATION U 0_ Manning z ALLEN DRIVE APARTMENTS CITY OF SARATOGA SPRINGS, NEW YORK ra PROJECT: 119-029 DATE: 03/2019 FIGURE: 1 o_ 1 2023 NO -BUILD (PHASE 1 + 2) SUNNYSIDE GARDEN DRWY (D 0ci "�-1 (2) N o N 4---307 (780) a (0) 6 T CHURCH ST (441) 751 -4� o o m O_' r Iq o 1 (0) 1 �0 (0) 4--1 (0) TAIT LANE N � IO � I cn 1 1 SITE DRWY PROJECT SITE o z w J a AM PEAK HOUR (PM PEAK HOUR) 2 TRIP DISTRIBUTION - (PHASE 1 + 2) SUNNYSIDE GARDEN DRWY L a1 � CHURCH ST 0 0 20%-4, 0 0 `. .� 00 00 x(20%) 1 Fo'200/(0--4, � TAIT LANE o0 0 0 I` I co N OC uI 0 �(70%) cn 1 x(10%) 1 F" SITE DRWY o PROJECT T_ SITE 0 z LU J J <1 ENTERING (EXITING) TRAFFICr�i VOLUMES ` / ton Manning ALLEN DRIVE APARTMENTS CITY OF SARATOGA SPRINGS, NEW YORK PROJECT: 119-029 1 DATE: 3/2019 1 FIGURE: 3 L� 0 a 0 TRIP ASSIGNMENT - PHASE 1 SUNNYSIDE GARDEN DRWY L .J 1 �6 (2 0) U-) 00 (5) 2 r N (ON �5 (3) 1 00 r C7 r O N co X18 (13) 1 Lo.2 (2) 1 F" SITE DRWY r 0� co 0 z w J a AM PEAK HOUR (PM PEAK HOUR) TRIP ASSIGNMENT - PHASE 1 + 2 CHURCH ST TAIT LANE 'o co I � I cn I PROJECT SITE SUNNYSIDE GARDEN DRWY L 13(41) a � r � r co C-0 r 1-1 C14 �r cy)`--ter 1;T11 (7) 1 co 1-1 N r X37 (26) 1 ► 5 (4) 1 F" SITE DRWY N 0 z Lu J J a TRAFFIC VOLUMES ALLEN DRIVE APARTMENTS CITY OF SARATOGA SPRINGS, NEW YORK L� CHURCH ST (11) 4TAIT LANE I r OC I �I cn PROJECT SITE AM PEAK HOUR (PM PEAK HOUR) r Creighton Manning PROJECT: 119-029 1 DATE: 3/2019 1 FIGURE: 4 1 2021 BUILD - PHASE 1 SUNNYSIDE GARDEN DRWY (D oti "�-1 (2) N N X305(776) a Io 1 41 Lo. "�-g (30) (0) 6 *11 1*CHURCH ST (439) 748 u-) O O (8) 4� Iq o N N Co .-. �O o N `�-6 (3) 1 (0) 1 �0 (0) 0 (0) 1 1* () 0� TAIT LANE MUn � (5)2--4, o o N c O � I O 18 (13) Lu I U) NT co 1 �2 (2) 1 F" SITE DRWY PROJECT � ^cy, SITE 0 (c) z r w J a AM PEAK HOUR (PM PEAK HOUR) 2 2023 BUILD - PHASE 1 + 2 SUNNYSIDE GARDEN DRWY (o oci "�-1 (2) N o N 4---307 (780) a(0) 6 1 CHURCH ST (441) 751 -4� r o 0 r (14) 6� Lo N 12 (7) 4---1 (0) 1 �0 (0) 0 (0) 1 1* [* TAIT LANE ago (11) 4--4F r O No O �r OC N_ X37 (26) W cn 1 5 (4) 1 F" SITE DRWY NN PROJECT 1-0 SITE 0 z LU J J <1 AM PEAK HOUR (PM PEAK HOUR) TRAFFIC VOLUMES 011* / Crei ton Manning ALLEN DRIVE APARTMENTS CITY OF SARATOGA SPRINGS, NEW YORK PROJECT: 119-029 1 DATE: 3/2019 1 FIGURE: 5 L� Attachment A Site Plan Allen Drive Apartments City of Saratoga Springs, New York L.L ci o 0 o U g x- J��� Baa Y� J O' IL '_ o r o J a o W n/ A Ln Lr)`o_ c N c r - V A a 3 �N i N Z u 4 a S J N m N a--+ - c6 Y -° Qrl C a t _ u 0— G a0 N; 3 of s N w a Q H rn@ Y '� '� D 7 0 Ln z m m m a Q Q � in a o o` o � o' Vi � V !1 � 44 * PROPERTY LINE — — — — — — — — — — — — — 24' REAR SETBACK F-7 i I m I rl i - Z / i W I 9uN q z / z / W a w / of w — I -- i aI ' Z (n J / 3=d—UFFFI IMDZ� SAN ry O I (n 3Sbyd _ W— ° I i / z Y� Www a cn H C7 m / I (Hl) L# JalaU U = (Hl) S# `Jdl9 w � � I I O z DO®O 0 SAN SAN mow _ � z w w _ (Hl) 9# OOl9 ¢ 3 (H1) b # JClB I O w a ` ¢ O zz> 0 I Y O W x W a O a�0 I a NO vi O �z,z O Z Q _ Z Z m Q N a s CD <w W KZ Z W 1 U I H v) m pia m U= m z L) U H W Z K / / ¢ J Z Q ~�O / O cafj3 0 I w z0� m I � i I I zl I [u Y a 3 a Co / ( I i < �1 I' \ z \ a - N 3 can 3 1 I _ - r'i'm z � 4 dOa J O z z b� o z M z w t. O 41 1 ,_ x 0 � / O � W LL � F ( H Z Z U ~ a z (7 � � Z Z Z Q Lo U) OUB � W W w e aM Aw if � Attachment B Turning Movement Counts Allen Drive Apartments City of Saratoga Springs, New York Creighton f onnin Project No.: 119-029 Counted By: DJ K Location: Saratoga Springs, NY Comments: File Name : TM 1 19029A Site Code : 119-029 Start Date : 2/7/2019 Page No : 1 Groups Printed- Passenger Veh - Heavy Veh - School Buses Church Street (NY Route Church Street (NY Route Sunnyside Garden Allen Drive 9N) 9N) Driveway Eastbound Westbound Northbound Southbound Start Time Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Int. Total 07:00 AM 0 106 0 106 0 37 0 37 0 0 1 1 0 0 0 0 144 07:15 AM 0 154 1 155 1 56 0 57 0 0 4 4 0 0 1 1 217 07:30 AM 0 163 0 163 0 70 0 70 0 0 1 1 0 0 1 1 235 07:45 AM 0 209 1 210 0 63 0 63 0 0 4 4 0 0 0 0 277 Total 0 632 2 634 1 226 0 227 0 0 10 10 0 0 2 2 873 08:00 AM 0 120 0 120 1 66 0 67 0 0 2 2 0 0 0 0 189 08:15 AM 1 135 1 137 1 46 1 48 0 0 4 4 0 0 0 0 189 08:30 AM 0 135 0 135 0 56 2 58 0 0 2 2 0 0 0 0 195 08:45 AM 1 165 0 166 3 63 0 66 0 0 4 4 0 0 0 0 236 Total 2 555 1 558 5 231 3 239 0 0 12 12 0 0 0 0 809 Grand Total 2 1187 3 1192 6 457 3 466 0 0 22 22 0 0 2 2 1682 Apprch % 0.2 99.6 0.3 1.3 98.1 0.6 0 0 100 0 0 100 Total % 0.1 70.6 0.2 70.9 0.4 27.2 0.2 27.7 0 0 1.3 1.3 0 0 0.1 0.1 Passenger Veh 2 1150 2 1154 6 417 3 426 0 0 20 20 0 0 2 2 1602 % Passenger Veh 100 96.9 66.7 96.8 100 91.2 100 91.4 0 0 90.9 90.9 0 0 100 100 95.2 Heavy Veh 0 23 0 23 0 32 0 32 0 0 0 0 0 0 0 0 55 % Heavy Veh 0 1.9 0 1.9 0 7 0 6.9 0 0 0 0 0 0 0 0 3.3 School Buses 0 14 1 15 0 8 0 8 0 0 2 2 0 0 0 0 25 % School Buses 0 1.2 33.3 1.3 0 1.8 0 1.7 0 0 9.1 9.1 0 0 0 0 1.5 Creighton f onnin Project No.: 119-029 Counted By: DJ K Location: Saratoga Springs, NY Comments: File Name : TM 1 19029A Site Code : 119-029 Start Date : 2/7/2019 Page No :2 Peak Hour Analysis From 7:00:00 AM to 8:45:00 AM - Peak 1 of 1 Peak Hour for Entire Intersection Beqins at 7:15:00 AM Int. Total 7:15:00 AM Church Street (NY Route Church Street (NY Route 1 Sunnyside Garden 1 56 0 Allen Drive 0 0 9N) 9N) 0 Driveway 1 Eastbound Westbound Northbound Southbound Start Time Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Left LThru Right App. Total Peak Hour Analysis From 7:00:00 AM to 8:45:00 AM - Peak 1 of 1 Peak Hour for Entire Intersection Beqins at 7:15:00 AM Int. Total 7:15:00 AM 0 154 1 155 1 56 0 57 0 0 4 4 0 0 1 1 217 7:30:00 AM 0 163 0 163 0 70 0 70 0 0 1 1 0 0 1 1 235 7:45:00 AM 0 209 1 210 0 63 0 63 0 0 4 4 0 0 0 0 277 8:00:00 AM 0 120 0 120 1 66 0 67 0 0 2 2 0 0 0 0 189 Total Volume 0 646 2 648 2 255 0 257 0 0 11 11 0 0 2 2 918 % App. Total 0 99.7 0.3 0.8 99.2 0 0 0 100 0 0 100 PHF .000 .773 .500 .771 .500 .911 .000 .918 .000 .000 .688 .688 .000 .000 .500 .500 .829 Passenger Veh 0 626 1 627 2 227 0 229 0 0 10 10 0 0 2 2 868 % Passenger Veh 0 96.9 50.0 96.8 100 89.0 0 89.1 0 0 90.9 90.9 0 0 100 100 94.6 Heavy Veh 0 11 0 11 0 24 0 24 0 0 0 0 0 0 0 0 35 % Heavy Veh 0 1.7 0 1.7 0 9.4 0 9.3 0 0 0 0 0 0 0 0 3.8 School Buses 0 9 1 10 0 4 0 4 0 0 1 1 0 0 0 0 15 % School Buses 0 1.4 50.0 1.5 0 1.6 0 1.6 0 0 9.1 9.1 0 0 0 0 1.6 -_(0U-)I-U') Z (BU-)M�O O O (M0) O O O O N � 0 N J 0 r` O CO Z 0 (Doz 0 0 0 1 O U) rn�d-ti "-' N N U) N U O N N r (D Sunnyside Garden Driveway Out In Total 0 2 2 0 0 0 0 0 0 0 2 2 2 0 0 0 0 0 0 0 0 2 0 0 R'7 Ri ht Thru Left Peak Hour Data North Peak Hour Begins at 07:15 AM Passenger Veh Heavy Veh School Buses +-] 7 F+ Left Thru Right 0 0 10 0 0 0 0 0 1 0 0 11 3 10 13 0 0 0 1 1 2 4 11 15 Out In Total O� ' - 0 0 0 0 Cni m 0�rQ rQN� z o r CD NOON (D (0 000 ��WON CO _P�- -Ph. Cn Cn - Z Creighton Monniln Project No.: 119-029 File Name Counted By: A Site Code Location: Saratoga Springs Start Date Comments: Page No Groups Printed- Passenger Veh - Heavy Veh - School Buses : TM 1 19029P : 119-029 : 2/7/2019 :1 Church Street (NY Route Church Street (NY Route Sunnyside Garden Allen Drive 9N) 9N) Driveway Eastbound Westbound Northbound Southbound Start Time Left Thru Right RTOR App. Total Left Thru Right RTOR App. Total Left Thru Right RTOR App. Total Left Thru Right RTOR App. Total Int. Total 04:00 PM 2 100 1 0 103 7 175 0 0 182 2 0 3 0 5 1 0 0 0 1 291 04:15 PM 0 92 1 0 93 4 161 0 0 165 0 0 5 0 5 1 0 3 0 4 267 04:30 PM 0 90 1 0 91 2 167 0 0 169 1 0 4 0 5 0 0 1 0 1 266 04:45 PM 1 87 0 0 88 0 151 2 0 153 0 0 2 0 2 1 0 0 0 1 244 Total 3 369 3 0 375 13 654 2 0 669 3 0 14 0 17 3 0 4 0 7 1068 05:00 PM 0 100 1 0 101 3 188 0 0 191 0 0 2 0 2 0 0 0 0 0 294 05:15 PM 0 75 2 0 77 3 155 0 0 158 0 0 5 0 5 0 0 0 0 0 240 05:30 PM 0 91 0 0 91 5 149 1 0 155 1 0 6 0 7 1 0 0 0 1 254 05:45 PM 0 100 0 0 100 4 149 0 0 153 0 0 5 0 5 1 0 0 0 1 259 Total 0 366 3 0 369 15 641 1 0 657 1 0 18 0 19 2 0 0 0 2 1047 Grand Total 3 735 6 0 744 28 1295 3 0 1326 4 0 32 0 36 5 0 4 0 9 2115 Apprch % 0.4 98.8 0.8 0 2.1 97.7 0.2 0 11.1 0 88.9 0 55.6 0 44.4 0 Total % 0.1 34.8 0.3 0 35.2 1.3 61.2 0.1 0 62.7 0.2 0 1.5 0 1.7 0.2 0 0.2 0 0.4 Passenger Veh 3 718 5 0 726 28 1284 3 0 1315 4 0 32 0 36 5 0 4 0 9 2086 % Passenger Veh 100 97.7 83.3 0 97.6 100 99.2 100 0 99.2 100 0 100 0 100 100 0 100 0 100 98.6 Heavy Veh 0 6 0 0 6 0 6 0 0 6 0 0 0 0 0 0 0 0 0 0 12 % Heavy Veh 0 0.8 0 0 0.8 0 0.5 0 0 0.5 0 0 0 0 0 0 0 0 0 0 0.6 school Buses 0 11 1 0 12 0 5 0 0 5 0 0 0 0 0 0 0 0 0 0 17 gra School Buses 0 1.5 16.7 0 1.6 0 0.4 0 0 0.4 0 0 0 0 0 0 0 0 0 0 0.8 Creighton Monniln Project No.: 119-029 Counted By: A Location: Saratoga Springs Comments: File Name : TM 1 19029P Site Code : 119-029 Start Date : 2/7/2019 Page No :2 Peak Hour Analysis From 4:00:00 PM to 5:45:00 PM - Peak 1 of 1 PAak I-Ini it fnr Fntirim Into= rcinrfinn RArtinc nt A-1 r; -nn PAA Int. Total 4:15:00 PM Church Street (NY Route Church Street (NY Route 1 Sunnyside Garden 93 4 161 Allen Drive 0 165 9N) 9N) 5 Driveway 5 Eastbound Westbound Northbound Southbound Start Time Left Thru Right RTOR App. Total Left Thru Right RTOR App. Total Left Thru Right RTOR App. Total Left Thru Right RTOR App. Total Peak Hour Analysis From 4:00:00 PM to 5:45:00 PM - Peak 1 of 1 PAak I-Ini it fnr Fntirim Into= rcinrfinn RArtinc nt A-1 r; -nn PAA Int. Total 4:15:00 PM 0 92 1 0 93 4 161 0 0 165 0 0 5 0 5 1 0 3 0 4 267 4:30:00 PM 0 90 1 0 91 2 167 0 0 169 1 0 4 0 5 0 0 1 0 1 266 4:45:00 PM 1 87 0 0 88 0 151 2 0 153 0 0 2 0 2 1 0 0 0 1 244 5:00:00 PM 0 100 1 0 101 3 188 0 0 191 0 0 2 0 2 0 0 0 0 0 294 Total Volume 1 369 3 0 373 9 667 2 0 678 1 0 13 0 14 2 0 4 0 6 1071 % App. Total 0.3 98.9 0.8 0 1.3 98.4 0.3 0 7.1 0 92.9 0 33.3 0 66.7 0 PHF .250 .923 .750 .000 .923 .563 .887 .250 .000 .887 .250 .000 .650 .000 .700 .500 .000 .333 .000 .375 .911 Passenger Veh 1 359 3 0 363 9 660 2 0 671 1 0 13 0 14 2 0 4 0 6 1054 % Passenger Veh 100 97.3 100 0 97.3 100 99.0 100 0 99.0 100 0 100 0 100 100 0 100 0 100 98.4 Heavy Veh 0 2 0 0 2 0 5 0 0 5 0 0 0 0 0 0 0 0 0 0 7 % Heavy Veh 0 0.5 0 0 0.5 0 0.7 0 0 0.7 0 0 0 0 0 0 0 0 0 0 0.7 School Buses 0 8 0 0 8 0 2 0 0 2 0 0 0 0 0 0 0 0 0 0 10 % School Buses 0 2.2 0 0 2.1 0 0.3 0 0 0.3 0 0 0 0 0 0 0 0 0 0 0.9 Sunnyside Garden Driveway Out In Total 3 6 9 0 0 0 0 0 0 3 6 9 4 0 2 0 0 0 0 0 0 0 0 0 4 0 2 0 Ri ht Thru Left RTOR Peak Hour Data aor—oLO roomsC) (0N 'ct � =T � 0 w w0� .-� N o o N 0 MNC�OM North �00N� C/) } CO N Cao CO CO CO �� Peak Hour Begins at 04:15 PM CD Z M M �INCJio C3') CJS Passenger Veh r o -o ry cn J z Heavy Veh U)LO U -)N N School Buses CO 0 o CO O CO U �(D Cfl 0000Q��0 (U O 0 Z �j X0000 `- I I Left Thru Ri ht RTOR 1 0 13 0 0 0 0 0 0 0 0 0 1 0 13 0 12 14 26 0 0 0 0 0 0 12 14 26 Out In Total Attachment C Level of Service Analyses Allen Drive Apartments City of Saratoga Springs, New York LOS Definitions The following is an excerpt from the Highway Capacity Manual, 6t" Edition (HCM). 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 TWSC 1: Alien Drive/Sunnyside Garden Driveway & NY Route 9N 119-629, Allen Drive Apartments Existing 2019_AM Peak Intersection Int Delay, slveh 0.4 movement EBL EBT EBR WBL WBT WBR NBL NBT NSR SSL SST SSR Lane Configurations *1� fvlajor2 4� Minorl + M &2 *1� Conflicting Flow All Traffic Vol, vehlh 6 738 2 2 291 1 0 0 13 '2 0 2 Future Vol, vehlh 6 738 2 2 291 1 0 0 13 2 0 2 Conflicting Peds, #!hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - None - None - - None - - None Storage Length - - - - - - - - - - - - - Veh in Median Storage, # - 0 - - 0 - - 0 4 - 0 - Grade, % - 0 - - -5 - - 0 - - 0 - Peak Hour Factor 83 83 83 ; 83 83 83 83 83 83 83 83 83 Heavy Vehicles, % 0 3 50 0 11 0 0 0 9 0 0 0 Mvmt Flow 7 889 2 2 351 1 0 0 16 2 0 2 Mayor/Minor Majorl fvlajor2 Minorl M &2 Conflicting Flow All 352 0 0 891 0 0 1261 1260 890 1 268 1261 352 Stage 1 - - - - - 904 904 - 356 356 - Stage 2 - - - - - - 357 356 - 912 905 - 'Critical Hdwy 4.1 - 4.1 - - 7.1 6.5 6,29 7.1 6.5 6.2 Critical Hdwy Stg 1 - - - - - 6.1 5.5 - 6.1 5.5 - Critical Hdwy Stg 2 - - - - 6.1 5.5 - 6.1 5.5 - Follow-up Hdwy 2.2 - - 2.2 - - 3.5 4 3.381 3.5 4 3.3 Pot Cap -1 Maneuver 1218 - - 759 - - 148 172 332 147 172 696 Stage 1 - - - - - - 334 358 - 666 633 Stage 2 - - - - - - 665 633 - 331 358 - Platoon blocked, % - - - Mov Cap -1 Maneuver 1218 - - 769 - - 146 170 332 139 170 696 Mov Cap -2 Maneuver - - - - - - 146 170 - 139 170 - Stage 1 - - - - - - 330 354 - 659 631 - Stage 2 - - - - - 661 631 - 312 354 - Approach ED VAS ND SS HCM Control Delay, s 0.1 0.1 16.4 MI 20.8 HCM LOS C C Manor ,ane/Major Mvmt I SLn 1 ESL EST ESR WBL WBT WBR S_ Capacity (vehlh) 332 1218 - 769 - - 232 HCM Lane V1C Ratio 0.047 0.006 - - 0.003 - - 0.021 HCM Control Delay (s) 15.4 8 0 9.7 0 20.8 HCM Lane LOS C A A - A A C HCM 95th %tile Q(veh) 0.1 0 IN& - 0 - - 0.1 Creighton Manning Engineering, LLP Synchro 10 Report EXam.syn Page 1 HCM 6th TWSC 1: Alien Drive/Sunnyside Garden Driveway & NY Route 9N 119-029, Allen Drive Apartments No -Build 2021 - Phase 1 -AM Peak Intersection Int Delay, slveh 0.4 Movement EBL EBT EBR wBL wBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations 4� Traffic Vol, vehth 6 748 2 2 305 1 0 0 13 2 0 2 Future Vol, veh/h 6 748 2 2 305 1 0 0 13 2 0 2 Conflicting Peds, #!hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - - None - - None - - None - - None Storage Length - - - - - - - - - - - - Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, % - 0 - - -5 - - 0 - - 0 - Peak Hour Factor 83 83 83 83 83 83 83 83 83 83 83 83 Heavy Vehicles, % 0 3 50 0 11 0 0 0 9 0 0 0 Mvmt Flow 7 901 2 2 367 1 .0 0 16 2 0 2 Major/Minor Major1 Major2 Minorl Minor2 Conflicting Flow All 368 0 0 903 0 0 1289 1288 902 1296 1289 368 Stage 1 - - - - - 916 916 - 372 372 - Stage 2 - - - - - 373 372 - 924 917 - Critical Hdwy 4.1 4.1 - - 7.1 6.5 6.29 7.1 6.5 6,2 Critical Hdwy Stg 1 - - - - - - 6.1 5.5 - 6.1 5.5 - Critical Hdwy Stg 2 - y - - - 6.1 5.5 - 6.1 5.5 - Follow-up Hdwy 2.2 - - 2.2 - - 3.5 4 3.381 3.5 4 3.3 Pot Cap -1 Maneuver 1202 - - 761 - 142 165 326 140 165 682 Stage 1 - - - - - - 329 354 - 653 622 Stage 2 - - - - - - 652 622 - 326 354 - Platoon blocked, % - - Mov Cap -1 Maneuver 1202 - 761 - 140 163 326 132 163 682 Mov Cap -2 Maneuver - - - - - - 140 163 - 132 163 - _ Stage 1 - - - - - - 325 350 - 645 620 - Stage 2 - - - - - y 648 620 - 307 350 - Approach EB WB NB SB HCM Control Delay, s 0.1 0.1 16.6 21.7 HCM LOS C C Minor Lane/Major Mvmt NBLn 1 EBL EBT EBR WBL WBT WBR SBLn 1 Capacity (vehlh) 326 1202 - 761 - 221 _ HCM Lane V/C Ratio 0.048 0.006 - - 0.003 - - 0.022 HCM Control Delay (s) 16.6 8 0 - 9.7 0 - 21.7 HCM Lane LOS C A A - A A - C HCM 95th %tile Q(veh) 0.2 0 0 - - 0.1 � Creighton Manning Engineering, LLP Synchro 10 Report NBamPl.syn Page 1 HCM 6th TNSC 1; Allen Drive/Sunnyside Garden Driveway & NY Route 9N 119-0291 Allen Drive Apartments Build 2021- Phase 1 AM Peak ntersection Int Delay, s/veh 0.9 1202 - - 759 - - 198 HCM Lane VIC Ratio 0.156 0.006 - - 0.014 - - 0.024 HCM Control Delay (s) 20.7 8 0 Movement ESL EBT EBR WBL VVBT VVBR NBL NBT N BR SBL SBT SBR Larne Configurations 4 + + Traffic Vol, vehIh 6 748 4 9 305 1 5 0 30 2 0 2 Future Vol, veh/h 6 748 4 9 305 1 5 0 30 2 0 2 Conflicting Peds: /hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - - None - - None - - None - - None Storage Len qth -- Veh in Median Storage, # - 0 - - 0 - 0 - - 0 Grade, % - 0 - - -5 - 0 - - 0 Peak Hour Factor 83 83 83 83 83 83 83 83 83 83 83 83 Heavy Vehicles, % 0 3 50 0 11 0 0 0 9 0 0 0 Mvmt Flow 7 901 5 11 367 1 6 0 36 2 0 2 Ma oriMinor Majorl I a'or2 Minorl Minor2 Conflicting Flow All 368 0 0 906 0 0 1309 1308 904 1326 1310 368 Stage 1 - - - - - - 918 918 - 390 390 - Stage 2 - - - - - - 391 390 - 936 920 - Critical Hdwy 4.1 4.1 - - 7.1 6.5 6.29 7.1 6.5 6.2 Critical Hdwy Stg 1 - - - - - - 6.1 5.5 - 6.1 5.5 - Critical Hdwy Stg 2 - - - - - - 6.1 5.5 - 6.1 5.5 - Follow-up Hdwy 2.2 - - 2.2 - 3.5 4 3.381 3.5 4 3.3 Pot Cap -1 Maneuver 1202 - - 759 - - 138 161 326 134 160 682 Stage 1 - - - - - 328 353 - 638 611 - Stage 2 - - - - - - 637 611 - 321 352 - Platoon blocked, % - - - Mov Cap -1 Maneuver 1202 - 759 - - 134 156 326 116 155 682 Mov Cap -2 Maneuver - - - - - - 134 156 - 116 155 - Stage 1 - - - - - - 324 349 - 630 600 - Stage 2 - - - r - - 523 604 - 282 348 - Approach EB VVB NS SB HCM Control Delay, s 0.1 0.3 20.7 23.6 HCM LOS C C Minor LaneiMaior Mvr nt NBLn1 EBL EBT E BR WBL WBT VVBR SBLn I Capacity (vehm) 271 1202 - - 759 - - 198 HCM Lane VIC Ratio 0.156 0.006 - - 0.014 - - 0.024 HCM Control Delay (s) 20.7 8 0 9.8 0 - 23.6 HCM Lane LOS C A A - A A - C HCM 95th %tile Q(veh) 0.5 0 - - 0 - - 0.1 Creighton Manning Engineering, LLP Synchro 10 Report BUamPl.syn Page 1 HCM 6th TWSC 1: Allen Drive/Sunnyside Garden Driveway & NY Route 9N 119-029, Allen Drive Apartments No -Build 2023 - Phase 2 AM Peak Intersection Int Delay, slveh 0.4 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Maiorl *1� Minorl - 220 HCM Lane V/C Ratio Minor2 0.006 - _ 0.003 - Conflicting Flow All 371 4 0 1296 Traffic Vol, vehlh 6 751 2 2 307 1 0 0 13 2 0 2 Future Vol, vehlh 6 751 2 2 307 1 0 0 13 2 0 2 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Free - Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - - None - - None - - None - - None Storage Length - - - - - - - - - - - - Veh in Median Storage, # - 0 - - 0 _ - 0 - - 0 - Grade, % - 0 - - -5 - - 0 - - 0 - Peak Hour Factor 83 83 83 83 83 83 83 83 83 83 83 83 Heavy Vehicles, % 0 3 50 0 11 0 0 0 9 0 0 0 Mvmt Flow 7 905 2 2 370 1 0 0 16 2 0 2 MaiorlMinor Maiorl Major2 Minorl - 220 HCM Lane V/C Ratio Minor2 0.006 - _ 0.003 - Conflicting Flow All 371 0 0 907 0 0 1296 1295 906 1303 1296 371 Stage 1 - - - - - - 920 920 - 375 375 - Stage 2 - - - - r - 376 375 - 928 921 - Critical Hdwy 4.1 - 4.1 7.1 6.5 6.29 7.1 6.5 6.2 Critical Hdwy Stg 1 - - - - - - 6.1 5.5 - 6.1 5.5 - Critical Hdwy Stg 2 - - - - - - 6.1 5.5 - 6.1 5.5 - Follow-up Hdwy 2.2 - - 2.2 - - 3.5 4 3.381 3.5 4 3.3 Pot Cap -1 Maneuver 1199 - T 759 - - 140 164 325 139 164 679 Stage 1 - - - - 327 352 - 650 621 - Stage 2 - - - - - - 649 621 - 324 352 - Platoon blocked, % - - Mov Cap -1 Maneuver 1199 - - 759 - - 138 162 325 131 162 679 Mov Cap -2 Maneuver - - - - - - 138 162 - 131 162 - Stage 1 - - - - - 323 348 - 642 619 - Stage 2 - - - - - - 645 619 - 305 348 - Approach EB WB NB SB HCM Control Delay, s 0.1 0.1 15.5 21.7 HCM LOS C C Minor LanelMaior Mvmt NBLn1 EBL EBT EBR WBL WBT WBR SBLn1 Capacity (vehlh) 325 1199 - 759 - 220 HCM Lane V/C Ratio 0.048 0.006 - _ 0.003 - 0.022 HCM Control Delay (s) 16.6 8 0 9.8 0 - 21.7 HCM Lane LOS C A A - A A - C HCM 95th %tile Q(veh) 0.2 0 - - 0 - . 0.1 Creighton Manning Engineering, LLP Synchro 10 Report N Bam P2. syn Page 1 HCM 6th TIlSC 2: Allen Drive & Tait Lane 119-629, Allen Drive Apartments Existing 2019_AM Peak Intersection Int Delay, stveh 0.5 Movernenl UvSL WBR r� BT NBR SSL SBT .ane Configurations Y Major1 1� Conflicting Flow All 19 *T Traffic Vol, veh/h 0 1 12 0 0 4 Future Vol, veh/h 0 1 12 0 0 4 CWn sting Peds; Whr 0 0 0 0 0 0 Sign Con trei Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length 0 - - - - - Veh in Median Storage, # 0 - 0 - - 0 Grade, % 0 - 0 - - 0 Peak Hour Factor 83 83 83 83 83 83 Heavy Vehicles, % 0 0 9 0 0 25 Mvmt Flow 0 1 14 0 0 5 Ia0rfli�ori r�or1 Major1 Major2 Conflicting Flow All 19 14 0 0 14 0 Stage 1 14 - - - -. - Stag e 2 5 - _ - - Critical Hdwy 6.4 6.2 - 4.1 s Critical Hdwy Stg 1 5.4 - - - Critical Hdwy Stg 2 5.4 ' - - - - - t Follow-up Hdwy 3.5 3.3 - - 2.2 - Pot Cap -1 Maneuver 1004 1072 - - 1617 AM Stage 1 1014 - - - - - Stage 2 1023 - - - - Platoon blocked, % - - - Mov Cap -1 Maneuver 1004 1072 - - 1617 Mov Cap -2 Maneuver 1004 - - - - Stage 1 1014 - - - - - Stage 2 1023 - - - - - Approach VVB MB SB HCM Control Delay, s 8.4 0 0 HCM LDS A Minor Lane/Major Mvn)t NBT NSRISLn 1 SSL SST Capacity (veh/h) - - 1072 1617 HCM Lane VIC Ratio - - 0.001 - - HCM Control Delay (s) - - 8.4 0 HCM Lane LOS - - A A HCM 95th %tile Q(veh) - - 0 0 Creighton Manning Engineering, LLP Synchro 10 Report EXam.syn Page 2 HCM 6th TWSC 2: Allen Drive & Tait Lane 119-029, Allen Drive Apartments No -Build 2021 - Phase 1.. AM Peak ITItersection Ma'or1 Nllajor2 Conflicting Flow All 19 Int Delay, slveh 0.5 0 0 14 0 _ Stage 1 14 - Movement WK WBR NBT N BR SBS. S T Lane Configurations Y Critical Hdwy 1� 6.2 - - 4.1 4 Traffic Vol, vehlh 0 1 12 0 0 4 Future Vol, vehlh 0 1 12 0 0 4 Conflicting Peds, #!hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channeliied - None - None - None Storage Length 0 - - - - _ Veh in Median Storage, # 0 - 0 - - 0 Grade, % 0 - 0 - - 0 Peak Hour Factor 83 83 83 83 83 83 L ' A =Wr- - Heavy Vehicles, % 0 0 9 0 0 25 _ Mvmt Flow 0 1 14 0 0 5 -- -- Maor/minor l 1inorl Ma'or1 Nllajor2 Conflicting Flow All 19 14 0 0 14 0 _ Stage 1 14 - Stage 2 5 - - - - - Critical Hdwy 6.4 6.2 - - 4.1 Critical Hdwy Stg 1 5.4 - Critical Hdwy Stg 2 5.4 - Follow-up Hdwy 3.5 3.3 - - 2.2 - Pot Cap -1 Maneuver 1004 1072 - - 1617 - Stage 1 1014 - - - - - Stage 2 1023 - y - - •_ _ - Platoon blocked, % - - - Mov Cap -1 Maneuver 1004 1072 - - 1617 - - -' Mov Cap -2 Maneuver 1004 - - - - - Stage 1 1014 - - - Stage 2 1023 - - - - - ApPFOWI WB NB SB � HCM Control Delay, s 8.4 0 v HCM LOS A Minor Lan IMa'or WN N BT N BRWBLn 1 S84 SB i Capacity (vehlh) - - 1072 1617 - HCM Lane VIC Ratio - - 0.001 HCM Control Delay (s) - 8.4 0 HCM Lane LOS - A A HCM 95th %tile Q(veh) - 0 0 Creighton Manning Engineering, LLP Synchro 10 Report NBamP1.syn Page 2 HCM 6th TWSC 2: Allen Drive & Tait Lane 119-029, Allen Drive Apartments Build 2021 - Phase 1 _AM Peak Intorection Int Delay, stveh 1.4 Movement WBL ti, SR NBT IBR SBL SBT Lane Configurations Y 1� Conflicting Flow All 52 36 *T Traffic Vol, veh/h 0 6 30 0 2 10 Future Vol, vehlh 0 6 30 0 2 10 Conflicting Peds, #!hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length 0 - - - - - Veh in Median Storage, # 0 - 0 - - 0 Grade, % 0 - 0 - - 0 Peak Hour Factor 83 83 83 83 83 83 Heavy Vehicles, % 0 0 9 0 0 25 Mvmt Flow 0 7 36 0 2 12 Major/Minor Minorl Majorl Ma;ar2 Conflicting Flow All 52 36 0 0 36 0 Stage 1 36 - - - Stage 2 16 - - - - - Critical Hdwy 6.4 6.2 - - 4.1 - Critical Hdwy Stg 1 5.4 - - - Critical Hdwy Stg 2 5.4 - - - - - Follow-up Hdwy 3.5 3.3 - - 2.2 - Pot Cap -1 Maneuver 962 1042 - - 1588 Stage 1 992 - - - - - Stage 2 1012 - - - - Platoon blocked, Mov Cap -1 Maneuver 961 1042 - - 1588 - Mov Cap -2 Maneuver 961 - - - - Stage 1 992 - - - - - up Stage 2 1011 - - - - - Approach WE N8 SB HCM Control Delay, sl 8.5.. 0 1.2 HCM LOS A Minor Lane/Major Nlvml NBT NSRWBi.nl SBL 58T Capacity (veh/h) - - 1042 1588 - HCM Lane VIC Ratio - - 0.007 0.002 - HCM Control Delay (s) - - 8.5 7.3 0 HCM Lane LOS - - A A A HCM 95th %tile Q(veh) - - 0 0 - Creighton Manning Engineering, LLP Synchro 10 Report BUamP1.syn Page 2 HCM 5th TWSC 2: Allen Drive & Tait Lane 119-029, Allen Drive Apartments No -Build 2023 - Phase 2–AM Peak ntersection Int Delay, slveh 0.5 Movement WK WE R NBT NBR SBL SBT Lane Configurations Y Ma'or 1 1� Conflicting Flow All 19 *T Traffic Vol, veh/h 0 1 12 0 0 4 F UtUI'e Vel, veli/h 0 1 12 0 0 4 Conflicting Peds, Whr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage length 0 - - - _ - Veh in Median Storage, # 0 - 0 Mov Cap -2 Maneuver - 0 Grade, % 0 - 0 - - 0 Peak Hour Factor 83 83 83 83 83 83 Heavy Vehicles, % 0 0 9 0 0 25 Mvmt Flow 0 1 14 0 0 5 M4or/Minor Minor'l Ma'or 1 Major2 — Conflicting Flow All 19 14 0 0 14 0 Stag e 1 14 - - Stage 2 5 - - - Critical Hdwy 6.4 6.2 - - 4.1 Critical Hdwy Stg 1 5.4 - - r Critical Hdwy Stg 2 5.4 - - -bm Follow-up Hdwy 3.5 3.3 - - 2.2 Pot Cap -1 Maneuver 1004 1072 - - 1517 Stage 1 1014 - - - - Stage 2 1023 - - - - Platoon blocked, °I° - - � Mov Cap -1 Maneuver 1004 1072 - - 1617 Mov Cap -2 Maneuver 1004 - - - - - Stage 1 1014 - - Stage 2 1023 Approact) VVB NS SB HCM Control Delay, s 8.4 0 0 HCM LOS A Miner LanelMaier Mvrnt N -BT NBRVVBLnl SBL S.BT Capacity (veh/h) - - 1072 1617 - HCM Lane V/C Ratio - - 0.001 - HCM Control Delay (s) - - 8.4 j 0 - HCM Lane LOS - - A A - HCM 95th %tile Q(veh) - - 0 19 0�- Creighton Manning Engineering, LLP Synchro 10 Report NBamP2.syn Page 2 HCM 6th TWSC 2: Allen Drive &Tait Lane 119-029, Allen Drive A artments Build 2023 -Phase 2—AM Peak intersection NBT fVBRWBLn 1 SBl. S6T Capacity (vehm) - - 1012 1558 - HCM Lane V/C Ratio Int Delay, stveh 1.6 HCM Control Delay (s) 8.6 7.3 0 HCM Lane LOS - - A Movement WDL VVSR NBT NSR SBL SST Lane Configurations Y 1� Traffic Vol, vehm 0 12 49 0 4 17 Future Vol, vehlh 0 12 49 0 4 17 Conflicting Peds, #lhr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length 0 - - - - - Veh in Median Storage, # 0 - 0 - - 0 Grade, % 0 - 0 - - 0 Peak Hour Factor 83 83 83 83 83 83 Heavy Vehicles, % 0 0 9 0 0 25 Mvmt Flow 0 14 59 0 5 20 Major/Minor Minorl Major1 Mor2 Conflicting Flow All 89 59 0 0 59 0 Stage 1 59 - - - - Stage 2 30 - - - - Critical Hdwy 6.4 6.2 - - 4.1 - Critical Hdwy Stg 1 5.4 - - - - - Critical Hdwy Stg 2 5.4 - - - - - Follow-up Hdwy 3.5 3.3 - - 2.2 Pot Cap -1 Maneuver 917 1012 - - 1558 p Stage 1 969 - - a - - Stage 2 998 - - - - - Platoon blocked, % - - - Mov Cap -1 Maneuver 914 1012 - 1558 - Mov Cap -2 Maneuver 914 - - y - - Stage 1 969 - - - - - Stage 2 995 - - - - Approach vv B qmm_i B HCM Control Delay, s 8.6 j= 0 HCM LOS A M. 1.4 Minor Lane/Major Nlvmf NBT fVBRWBLn 1 SBl. S6T Capacity (vehm) - - 1012 1558 - HCM Lane V/C Ratio - - 0.014 0.003 - HCM Control Delay (s) 8.6 7.3 0 HCM Lane LOS - - A A A HCM 95th %tile Q(veh) - - 0 0 - Creighton Manning Engineering, LLP Synchro 10 Report BUam P2, syn Page 2 HCM 6th TWSC 3: Allen Drive & Site Driveway 119-629, Allen Drive Apartments Build 2021 - Phase 1. AM Peak Intersection Int Delay, s/veh 5 Movement VVBL WBR NST N BR SBL SBT Late Configurations Y Major2 1� 15 0 0 15 4 Traffic Vol, vehlh 2 18 12 1 6 4 Future Vol, veh/h 2 18 12 1 6 4 Confr1ct!ng Peds, #Ihr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized: - None - None - None Storage Length 0 - - - - - Veh in Median Storage, # 0 - 0 - - 0 Grade, % 0 - 0 - - 0 Peak Hour Factor 83 83 83 83 83 83 Heavy Vehicles, % 0 0 9 0 0 25 Mvmt Flow 2 22 14 1 7 5 MaiorWiinor Conflicting Flow All Stage 1 Stage 2 Critical Hdwy Critical Hdwy Stg 1 Critical Hdwy Stg 2 Follow-up Hdwy Pot Cap -1 Maneuver Stage 1 Stage 2 Platoon blocked, % Mov Cap -1 Maneuver Mov Cap -2 Maneuver Stage 1 Stage 2 Approach HCM Control Delay, s HCM LOS Minorl MaOr1 Major2 34 15 0 0 15 15 - - - - 19 - - - 6,4 6.2 - - 4.1 5.4 - - - - 5.4 - - - - 3.5 3.3 - - 2.2 984 1070 - - 1616 Unor Lane/Maicr f vmt Capacity (veh/h) HCM Lane VIC Ratio HCM Control Delay (s) HCM Lane LOS HCM 95th %tile Q(veh 1013 1009 980 1070 - - 1616 980 1013 1005 +B NB SB 8.5 0 4.3 A 0 NBT NBR BLnl SBL SBT - - 1060 1616 y - 0.023 0.004 - R - 8.5 7.2 0 - - A A A - 0.1 0 - Creighton Manning Engineering, LLP Synchro 10 Report BUamP1.syn Page 3 HCM 6th TWSC 3: Allen Drive &Site Driveway 119-029, Allen Drive A artments Build 2023 -Phase 2 _AM Peak Intersection Int Delay, slveh 6.2 Movement WBL WSR NSA N BFB SSS. SBT Lane Configurations Y Major2 1� 15 0 0 16 +T Traffic Vol, ire h /h 5 37 12 2 13 4 Future Vol, veh/h 5 37 12 2 13 4 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Con lrol Stop Stop Free Free Free Free RT Chan nelized - None None - None Storage Length 0 - - - - - Veh in Median Storage, # 0 0 - - 0 Grade, % 0 - 0 - - 0 Peak Hour Factor 83 83 83 83 83 83 Heavy Vehicles, % 0 0 9 0 0 25 Mvmt Flow 6 45 14 2 16 5 Malor/Minor Conflicting Flow All Stage 1 Stage 2 Critical Hdwy Critical Hdwy Stg 1 Critical Hdwy Stg 2 Follow-up Hdwy Pot Cap -1 Maneuver Stage 1 Stage 2 Platoon blocked, % Mov Cap -1 Maneuver Mov Cap -2 Maneuver Stage 1 Stage 2 Approach HCM Control Delay, s HCM LOS Ming 1 Major1 Major2 52 15 0 0 16 15 - - _ 37 - - - - 6.4 6.2 - T 4.1 5,4 - - - 5.4 - 3.5 3.3 - 2.2 962 1070 - 1615 Miner Lanellaor Ivrnt Capacity (veh/h) HCM Lane VIC Ratio HCM Control Delay (s) HCM Lane LOS HCM 95th %tile Q(veh; 1013 991 952 1070 - - 1615 952 1013 981 B NB SB 8.6 0 5.5 A 0 NBT N BRfBL.n 1 SBL SBT - a 1054 1615 - - 0.048 0.01 - . 8.6 7.3 0 - - A A A 0.2 0 - Creighton Manning Engineering, LLP Synchro 10 Report BUamP2.syn Page 3 HCM 6th TWSC 4: Site Driveway &Tait Lane 119-029, Allen Drive Apartments Build 2021 -Phase 1—AM Peak Intersection Int delay, slveh 5.3 Movement EST EBR VVBL WBT IBL NB.R Lane Configurations 1� HCM Lane LOS A - *T Y 0 - Traffic Vol, veh/h 0 2 0 1 5 0 Future Vol, veh/h 0 2 0 1 5 0 Confli ting 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 83 83 83 83 83 83 Heavy Vehicles, % 0 0 0 0 0 0 Mvmt Flow 0 2 0 1 6 0 Mal-or/Minion Major l Nraj r2 Minorl Conflicting Flow All 0 0 2 0 2 1 Stage 1 - - - - 1 - Stage 2 s - - - 1 - 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 - - 1634 - 1026 1090 Stage 1 - - - - 1028 - Stage 2 - - - - 1028 - Platoon blocked, % - - - Mov Cap -1 Maneuver - - 1634 - 1025 1090 Mov Cap -2 Maneuver - - - - 1026 - Stage 1 - - - - 1028 - Stage 2 - - - - 1028 - Approach EB VVB NB HCM Control Delay, s 0 0 8,5 HCM LOS A Minor LaneWaior Mvrnt NSLn 1 EBT ESR . VVBL WBT .Capacity (veh1h) 1026 - - 1634 - HCM Lane VIC Ratio 0.006 - - - HCM Control Delay (s) 8.5 - - 0 HCM Lane LOS A - - A HCM 95th %tile Q(veh) 0 - - 0 - Creighton Manning Engineering, LLP Synchro 10 Report BUamP1.syn Page 4 HCM 6th TWSC 4: Site Driveway &Tait Lane 119-029, Allen Drive Apartments Build 2023 -Phase 2—AM Peak Intersection Int Delay, stveh 5.9 Movement EBT ESR Wl3L wST NBL NBR Laine Config-urations Major2 Ninon HCM Lane VIC Ratio ' 0 5 0 4 Traffic Vol, ve h /h 0 4 0 1 11 0 Future Vol, veh/h 0 4 0 1 11 0 Conflicting Pads, #/h r 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Leng I h - a - - 0 - Veh in Median Storage, # 0 - - 0 0 - 1023 Grade, % 0 - - 0 0 - - Peak Hour Factor 83 83 83 83 83 83 Heavy Vehicles, % 0 0 0 0 0 0 M vmt Flow 0 5 0 1 13 0 Majorl%nor Major! Major2 Ninon HCM Lane VIC Ratio Conflicting Flow All 0 0 5 0 4 3 Stage 1 - - - 3 - Stage 2 - - - - 1 - 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 - - 1630 - 1023 1087 Stage 1 - - 1025 - Stage 2 - - - 1028 - Platoon blocked, % - - Mov Cap -1 Maneuver - - 1630 - 1023 1087 Mov Cap -2 Maneuver - - - - 1023 - Stage 1 - 1025 - Stage 2 - - - - 1028 _ Approach EB VVB NB HCM Control Delay, s 0 0 8.6 HCM LOS A Minor .ane/ aior MVMt N SLn l EST EBR WBL VVBT Capacity (veh/h) 1023 - - 1630 - HCM Lane VIC Ratio 0.013 - - - - HCM Control Delay (s) 8.6 - - 0 HCM Lane LOS A - - A - HCM 95th %tile Q(veli) 0 - - 0 - Creighton Manning Engineering, LLP Synchro 10 Report BUamP2.syn Page 4 HCM 6th TWSC 1: Allen Drive/Sunnyside Garden Driveway & NY Route 9N 119-629, Allen Drive A artments Existing 2019_PM Peak Intersection Int Delay, slveh 0.4 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Maior1 4� Minorl - 225 41� Minor2 4� - 0.01 - Conflicting Flow All +1� 0 0 467 Traffic Vol, veh/h 0 422 3 10 762 2 1 0 15 3 0 6 Future Vol, veh/h 0 422 3 10 762 2 1 0 15 3 0 6 Conflicting Peds, #Ihr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Free 5.5 Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - - None - - None - - None - - None Storage Length - - 1105 - - - - - - - - - - Veh in Median Storage, # - 0 - a 0 - - 0 - - 0 - Grade, % - 0 - - -5 - - 0 - - 0 Peak Hour Factor 91 91 91 91 91 91 91 91 91 91 91 91 Heavy Vehicles, % 0 3 0 0 1 0 0 0 10 0 0 0 Mvmt Flow AEL 0 464 3 11 837 2 1 0 16 3 0 7 MaiorlMinor Maior1 Major2 Minorl - 225 HCM Lane VIC Ratio Minor2 - - - 0.01 - Conflicting Flow All 839 0 0 467 0 0 1330 1327 466 1334 1 327 838 Stage 1 - - - - - - 466 466 - 860 860 Stage 2 - - - A - 864 861 - 474 467 - Critical Hdwy 4.1 - 4.1 7.1 6.5 6.2 7.1 6.5 6.2 Critical Hdwy Stg 1 - - - - - 6.1 5.5 - 6.1 5.5 - Critical Hdwy Stg 2 - - - - - 6.1 5.5 - 6.1 5.5 Follow-up Hdwy 2.2 - - 2.2 - - 3.5 4 3.3 3.5 4 3.3 Pot Cap -1 Maneuver 804 - 1105 - - 133 157 601 132 157 369 Stage 1 - - r - - 581 566 - 353 376 - Stage 2 - - - - Y - 352 375 - 575 565 - Platoon blocked, % - - - - Mov Cap -1 Maneuver 804 - - 1105 - - 129 154 601 126 154 369 Mov Cap -2 Maneuver - - - - - - 129 154 - 126 154 - Stage 1 - - 581 566 - 353 369 - Stage 2 - - - - - - 339 368 - 559 565 - Approach EB WB NB SB HCM Control Delay, s 0 0.1 12.5 21.7 HCM LOS B C Minor LanelMaior Mvmt NBLn1 EBL EBT EBR WBL WBT WBR SBLn1 Capacity (vehlh) 489 804 - - 1105 - - 225 HCM Lane VIC Ratio 0.036 - - - 0.01 - - 0.044 HCM Control Delay (s) 12.6 0 - - 8.3 0 - 21.7 HCM Lane LOS B A - - A A - C HCM 95th %tile Q(veh) 0.1 0 - - 0 - - 0.1 Creighton Manning Engineering, LLP Synchro 10 Report EXpm.syn Page 1 HCM 6th TWSC 1: Allen Drive/Sunnyside Garden Driveway & NY Route 9N 119-029, Allen Drive Apartments No -Build 2021 - Phase 1 -PM Peak Intersection Int Delay, slveh 0.4 147 587 120 147 361 Mov Cap -2 Maneuver - - - - - - 122 147 - 120 147 - Stage 1 - - - - - - 568 555 346 362 - Stage 2 - - - - - - 332 362 - 546 555 - AELW, Approach EB WB Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations 4+ + + + Traffic Vol, vehlh 0 439 3 10 776 2 1 0 15 3 0 6 Future Vol, veh/h 0 439 3 10 776 2 1 0 15 3 0 6 Conflicting Peds, #1hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - - None - - None - - None - None Storage Length- Veh in Median Storage, # - 0 - - 0 - - 0 0 - Grade, % - 0 - - -5 - - 0 - y 0 - Peak Hour Factor 91 91 91 91 91 91 91 91 91 91 91 91 Heavy Vehicles, % 0 3 0 0 1 0 0 0 0 0 0 0 Mvmt Flow 0 482 3 11 853 2 1 0 16 3 0 7 Major/Minor Maior1 Maior2 Minor1 Minor2 Conflicting Flow All 855 0 0 485 0 0 1364 1361 484 1 368 1361 854 Stage 1 - - - - - 484 484 - 876 876 - Stage 2 - - - - - - 880 877 - 492 485 - Critical Hdwy 4.1 - _ 4.1 - - 7.1 6.5 6.2 7.1 6.5 6.2 Critical Hdwy Stg 1 - - - - - - 6.1 5.5 - 6.1 5.5 - Critical Hdwy Stg 2 - - - - - - 6.1 5.5 - 6.1 5.5 - Follow-up Hdwy 2.2 - - 2.2 - 3.5 4 3.3 3.5 4 3.3 Pot Cap -1 Maneuver 793 - - 1088 - - 126 150 587 125 150 361 Stage 1 - - - - - - 568 555 - 346 369 - Stage 2 - - - - - - 345 369 - 562 555 - Platoon blocked, % Mov Cap -1 Maneuver 793 - - 1088 - - 122 147 587 120 147 361 Mov Cap -2 Maneuver - - - - - - 122 147 - 120 147 - Stage 1 - - - - - - 568 555 346 362 - Stage 2 - - - - - - 332 362 - 546 555 - AELW, Approach EB WB NB +SSB HCM Control Delay, s 0 0.1 12.9 22.5 HCM LOS B C Minor Lane/Maior Mvmt NBLn1 EBL EBT EBR WBL WBT WBR SB1Ln1 Capacity (vehlh) 474 793 - - 1088 - - 216 HCM Lane VIC Ratio 0.037 - - - 0.01 - - 0.046 HCM Control Delay (s) 12.9 0 - - 8.3 0 - 22.5 HCM Lane LOS B A - - A A C HCM 95th %tile Q(veh) 0.1 0 - - 0 - - 0.1 Creighton Manning Engineering, LLP Synchro 10 Report NBpmP1.syn Page 1 HCM 5th TWSC 1: Allen Drive/Sunnyside Garden Driveway & NY Route 9N 119-029, Alien Drive Apartments Build 2021 - Phase 1 PM Peak Intersection Int Delay, slveh 0.7 Movement EBL EBT EBR WBL WIIBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Ma orl +T+ Minorl - 198 4+ Minor2 - - 4+ Conflicting Flow All 855 *T+ 0 1411 Traffic Vol, vehlh 0 439 8 30 776 2 4 0 28 3 0 6 Future Vol, vehlh 0 439 8 30 776 2 4 0 28 3 0 6 Conflicting Peds, #!hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Free - Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - - None - - None - - None - - None Storage Length - - Stage 1 - - - 566 - - - - - - Veh in Median Storage, # - 0 - - 0 - - 0 - 0 - Grade, % - 0 - - -5 - - 0 - - 0 - Peak Hour Factor 91 91 91 91 91 91 91 91 91 91 91 91 Heavy Vehicles, % 0 3 0 0 1 0 0 0 0 0 0 0 Mvmt Flow 0 482 9 33 853 2 4 0 31 3 0 7 Major/Minor Ma orl Ma or2 Minorl - 198 HCM Lane VIC Ratio Minor2 - - _ Conflicting Flow All 855 0 0 491 0 0 1411 1408 487 1422 1411 854 Stage 1 - - - - - - 487 487 - 920 920 - Stage 2 - - - - - - 924 921 - 502 491 - Critical Hdwy 4.1 - - 4.1 - - 7.1 6.5 6.2 7.1 6.5 6.2 Critical Hdwy Stg 1 - - - - - - 6.1 5.5 - 6.1 5.5 - Critical Hdwy Stg 2 - - - - - 6.1 5.5 - 6.1 5.5 - Follow-up Hdwy 2.2 - - 2.2 - - 3.5 4 3.3 3.5 4 3.3 Pot Cap -1 Maneuver 793 - - 1083 - - 117 140 585 115 140 361 Stage 1 - - - - - 566 554 - 327 352 - Stage 2 - - - - - - 326 352 - 555 552 - Platoon blocked, % - - - - Mov Cap -1 Maneuver 793 - - 1083 - - 110 132 585 104 132 361 Mov Cap -2 Maneuver - - - - - 110 132 - 104 132 - Stage 1 - - - - - 566 554 - 327 332 - Stage 2 v - - - - - 301 332 - 526 552 - Approach EB WB NB SB HCM Control Delay, s 0 0.3 15.4 24.1 HCM LOS C C Minor LanelMaior Mvmt NBLn1 EBL EBT EBR wBL WBT WBR SBLn1 Capacity (vehlh) 380 793 - - 1083 - - 198 HCM Lane VIC Ratio 0.093 - - - 0.03 - - 0.05 HCM Control Delay (s) 15.4 0 - - 8.4 0 - 24.1 HCM Lane LOS C A - - A A - C HCM 95th %tile Q(veh) 0.3 0 - - 0.1 - - 0.2 Creighton Manning Engineering, LLP Synchro 10 Report BUpmP1.syn Page 1 HCM 5th TWSC 1: Allen Drive/Sunnyside Garden Driveway & NY Route 9N 119-929, Allen Drive Apartments No -Build 2023 - Phase 2_PM Peak Intersection Int Delay, slveh 0.4 791 - - 1086 - - 215 HCM Lane VIC Ratio 0.037 - - - 0.01 - - 0.046 HCM Control Delay (s) 12.9 0 - Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations 4� 4� 4+ 4� Traffic Vol, veh/h 0 441 3 10 780 2 1 0 15 3 0 6 Future Vol, vehlh 0 441 3 10 780 2 1 0 15 3 0 6 Conflicting Peds, #lhr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - - None - - None - - None - - None Storage Length - - - - - - - - - - Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, % - 0 - - -5 - - 0 - - 0 .. Peak Hour Factor 91 91 91 91 91 91 91 91 91 91 91 91 Heavy Vehicles, % 0 3 0 0 1 0 0 0 0 0 0 Mvmt Flow 0 485 3 11 857 2 1 0 16 3 0 7 Major/Minor Ma'orl Ma'or2 Minorl Minor2 Conflicting Flow All 859 0 0 488 0 0 1371 1368 487 1375 1368 858 Stage 1 - - - - - 487 487 - 880 880 - Stage 2 - - - - - 884 881 - 495 488 - Critical Hdwy 4.1 - 4.1 - - 7.1 6.5 6.2 7.1 6.5 6.2 Critical Hdwy Stg 1 - - - - - 6.1 5.5 - 6.1 5.5 - Critical Hdwy Stg 2 - - - - - - 6.1 5.5 - 6.1 5.5 - Follow-up Hdwy 2.2 - - 2.2 T - 3.5 4 3.3 3.5 4 3.3 Pot Cap -1 Maneuver 791 - 1086 - 125 148 585 124 148 359 Stage 1 - - - - - - 566 554 - 345 368 - Stage 2 - - - - - - 343 367 - 560 553 - Platoon blocked, % - - - Mov Cap -1 Maneuver 791 _ - 1086 - 121 145 585 119 145 359 Mov Cap -2 Maneuver - - - - - - 121 145 - 119 145 - Stage 1 - - - - - 566 554 - 345 361 - Stage 2 - - - - 330 360 - 544 553 - Approach EB WB NB SB HCM Control Delay, s 0 0.1 12.9 22.6 HCM LOS B C Minor LanelMaior Mvmt NBLn 1 EBL EBT EBR WBL WBT WBR SBLn 1 Capacity (veh/h) 472 791 - - 1086 - - 215 HCM Lane VIC Ratio 0.037 - - - 0.01 - - 0.046 HCM Control Delay (s) 12.9 0 - - 8.3 0 - 22.6 HCM Lane LOS B A - - A A - C HCM 95th %tile Q(veh) 0.1 0 - - 0 - - 0.1 Creighton Manning Engineering, LLP Synchro 10 Report NBpmP2.syn Page 1 HCM 6th TWSC 1: Allen Drive/Sunnyside Garden Driveway & NY Route 9N 119-029, Allen Drive Apartments Build 2023 -Phase 2 PM Peak Intersection Int Delay, s/veh 1.2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Maior2 Minorl Minor2 Conflicting Flow All 859 0 0 500 0 0 1467 Traffic Vol, veh/h 0 441 14 51 780 2 9 0 41 3 0 6 Future Vol, vehlh 0 441 14 51 780 2 9 0 41 3 0 6 Conflicting Peds, #Ihr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - - None - - None - - None - - None Storage Length - - - - - - - - - - - - Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, % - 0 - - -5 - - 0 - - 0 - Peak Hour Factor 91 91 91 91 91 91 91 91 91 91 91 91 Heavy Vehicles, % 0 3 0 0 1 0 0 0 0 0 0 0 Mvmt Flow 0 485 15 56 857 2 10 0 45 3 0 7 Major/Minor Majorl Maior2 Minorl Minor2 Conflicting Flow All 859 0 0 500 0 0 1467 1464 493 1485 1470 858 Stage 1 - - - - - 493 493 - 970 970 - Stage 2 - - - z - - 974 971 - 515 500 - Critical Hdwy 4.1 - 4.1 - - 7.1 6.5 6.2 7.1 6.5 6.2 Critical Hdwy Stg 1 - - - - - 6.1 5.5 - 6.1 5.5 - Critical Hdwy Stg 2 1 - - - - - 6.1 5.5 - 6.1 5.5 - Follow-up Hdwy 2.2 - 2.2 - - 3.5 4 3.3 3.5 4 3.3 Pot Cap -I Maneuver 791 - - 1075 - - 107 130 580 104 129 359 Stage 1 - - - - - 562 550 - 307 334 - Stage 2 - - - - y - 305 334 - 546 546 - Platoon blocked, % - - - - Mov Cap -1 Maneuver 791 - - 1075 - - 97 117 580 89 116 359 Mov Cap -2 Maneuver - - - - - - 97 117 - 89 916 - Stage 1 - - - - - - 562 550 - 307 301 - Stage 2 - - - - 269 301 - 504 546 - Ap roach EBS WB NB SB HCM Control Delay, s 9 0JK L 0.5 19.3 26.4 HCM LOS C D Minor Lane/Major Mvmt NBLnI EBL EBT EBR WBL WBT wBR SBLn1 Capacity (veh/h) 306 791 - - 1075 - - 178 HCM Lane VIC Ratio 0.18 - - - 0.052 - - 0.056 HCM Control Delay (s) 19.3 0 - - 8.5 0 - 26.4 HCM Lane LOS C A - - A A D HCM 95th %tile Q(veh) 0.6 0 - - 0.2 - - 0.2 Creighton Manning Engineering, LLP Synchro 10 Report BUpmP2.syn Page 1 HCM 5th TWSC 2: Allen Drive & Tait Lane 119-529, Allen Drive Apartments Existing 2019_PM Peak Intersection Int Delay, slveh 0.3 Movement 'Di_ VVBR NBT NBR SEL ST Lane Configurations Minorl Ma'orl Major2 Conflicting Flow All 33 Traffic Vol, veh/h 0 0 16 0 1 12 Future Vol, veh/h 0 0 18 0 1 12 Conflicting Peds, #Ihr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free IST Channelized ; -Nome 986 None - -None Storage Length 0 - - - - - Veh in Median Storage, # 0 - _ - 0 - 0 Grade, % 0 - 0 - - 0 Peak Hour Factor 91 9.1. 91 91 91 91 Heavy Vehicles, % 0 0 0 0 0 0 Mvmt Flow 0 0 18 4 1 13 Maar/Minor Minorl Ma'orl Major2 Conflicting Flow All 33 18 0 0 18 0 Stage 1 18 - - T _ - Stage 2 15 - - - - - 'Critical Hdwy. 8,4 6.2 - 4.1 - Critical Hdwy Stg 1 5.4 - - - - ,Critical Hdwy Stg 2 5.4 - - - - Follow-up Hdwy 3.5 3.3 - _ 2.2 - Pot Cap -1 Maneuver 986 1086 - - 1612 - Stage 1 1010 - - _ - - Stage 2 1013 - - _ - Platoon blocked, % - - Mov Cap -1 Maneuver 985 1000 - 1012 - Mov Cap -2 Maneuver 985 - _ - - _ Ztage 1 1010 Stage 2 1012 r - - - Approach ""W_ W NB HCM Control Delay. s 0mmr D HCM LOS A F E� E n. MIP, Minor LanelMaiar Mvmt __ NBA NBRWBLn1 SBL SBT Capacity (vehlh) - - 1612 HCM Lane VIC Ratio - - - 0.001 - HCM, ConVoll?elay;(s) Q 7.2 0 � HCM Lane LOS - - A A A 'H -'0,M` -'9 -5th °totile Q(veh) 0 - Creighton Manning Engineering, LLP Synchro 10 Report EXpm.syn Page 2 HCM 5th TWSC 2: Allen Drive & Tait Lane 119-029, Allen Drive Apartments No -Build 2021 - Phase 1_PM Peak Intersection Int Delay, slveh 0.3 Movement WBL. VVBR NST NBR SBL SBT Lane ConfigUrations Y T+ 4 Traffic Vol, vehlh 0 0 16 0 1 12 Future Vol, vehih 0 0 16 0 1 12 Conk#ing Peds, #Ihr 0 0 0 0 0 4 Sign Control Stop Stop Free Free Free Free RT Channelized -None - Nene - Node Storage Length 0 - - - - - Veh in Median Storage, # 0 - 0 - 0 Grade, % 0 - 0 - - 0 Peak Hour Factor 91 91 91 01 91 91 Rom Heavy Vehicles, % 0 0 0 0 0 0 Mvmt Flow 0 0 18 0 1 13 01% ---------Ma or/ it or Minorl Majorl Ma ort Conflicting Flow All 33 18 0 0 18 0 Stage 1 Stage 2 - Critical Hdwy 6-4 6.2 - - 4.1 - Critical Hdwy Stg 1 5.4 - - - - - Critical Hdwy Stg 2 5.4 - - - - - Follow-up Hdwy 3.5 3,3 a - 2.2 Y Pot Cap -1 Maneuver 986 1065 - - 1612 - Stage 1 1010 - - - - _ — - Stage 2 1013 - - - - - Platoon blocked, % - - Mov Cap -1 Maneuver 985 1066 - - 1612 - Mov Cap -2 Maneuver 985 - - Stage 1 1010 - - - - Stage 2 1012 - - Approach WS NNS HCM Control Delay, s 0 HCM LOS A Minor Lane/Maor Mvmt Capacity (uehlh) HCM Lane V/C Ratio HCM Control Delay (s) HCM Lane LOS HCM 95th, %tile Q(veh) 0.6 "�m NBT NBRW8Ln1 SBL 1012 0 7.2 A a 0 3BT - 0 A Creighton Manning Engineering, LLP Synchro 10 Report NBpmP1.syn Page 2 HCM 6th TWSC 2: Allen Drive &Tait Lane 119-029, Allen Drive A artments No -Build 2023 -Phase 2 PM Peak Intersection Int Delay, slveh 0.3 Movement WBL WBR NBT NBR SBL SBT Lane Configurations 18 0 18 - - 15 ` Traffic Vol, vehlh 0 0 16 0 1 12 Future Vol, vehlh 0 0 16 0 1 12 Conflicting Peds, #!hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length 0 - - - - Veh in Median Storage, # 0 - 0 - - 0 Grade, % 0 - 0 - - 0 Peak Hour Factor 91 91 91 91 91 91 Heavy Vehicles, % 0 0 0 0 0 0 Mvmt Flow 0 0 18 0 1 13 Maior/Minor Conflicting Flow All Stage 1 Stage 2 Critical Hdwy Critical Hdwy Stg 1 Critical Hdwy Stg 2 Follow-up Hdwy Pot Cap -1 Maneuver Stage 1 Stage 2 Platoon blocked, % Mov Cap -1 Maneuver Mov Cap -2 Maneuver Stage 1 Stage 2 Minorl Maiorl 33 18 0 18 - - 15 - _ 6.4 6.2 = 5.4 - 5.4 - 3.5 3.3 - 986 1066 - 1010 - 1013 - - 985 1066 - 985 - - 1010 - - 1012 - - Approach WB ,s HCM Control Delay, s 0 HCM LOS A Minor Lane/Maior Mvmt Capacity (vehlh) HCM Lane V/C Ratio HCM Control Delay (s) HCM Lane LOS HCM 95th %tile Q(veh NB 0 Maior2 0 18 4.1 - 2.2 1612 1612 SB 0.6 0 NBT NBR`JVBLn1 SBL SBT - - 1612 - - - 0.001 - - 0 7.2 0 - - A A A 0 _ Creighton Manning Engineering, LLP Synchro 10 Report NBpmP2.syn Page 2 HCM 6th TWSC 2: Allen Drive & Tait Lane 119-629, Allen Drive A artments Build 2023 - Phase 2_PM Peak ntersection Int Delay, slveh 1.3 Movement SBL VV8R NBT NBP SBL SBT Lane Configurations Y Ma`or2 1� 46 0 0 46 4 Traffic Vol, veh/h 0 -7 42 0 12 53 Future Vol, vehih 0 7 42 0 12 53 Conflicting Peds, #Ihr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - Non6 - None Storage Length 0 - - - - Veh in Median Storage, # 0 - 0 - - 0 Grade, % 0 - 0 - - 0 Peak Hour Factor 91 91 91 91 91 91 Heavy Vehicles, % 0 0 0 0 0 0 Mvmt Flow 0 8 46 0 13 58 MaicO i ncr Conflicting Flow All Stag e 1 Stage 2 Critical Hdwy Critical Hdwy Stg 1 Critical Hdwy Stg 2 Follow-up Hdwy Pot Cap -1 Maneuver Stage 1 Stage 2 Platoon blocked, % Mov Cap -1 Maneuver Mov Cap -2 Maneuver Stage 1 Stage 2 Approach HCM Control Delay, s HCM LOS 1inxl Ma'orl Ma`or2 130 46 0 0 46 46 - - - - 84 - - - - 6,4 6.2 - 4.1 5.4 - - - 5.4 - - t - 3.5 3.3 - 2.2 869 1029 - - 1575 982 - - - - 944 Nli nor LanelMaicr Mvmt Capseity (veh1h) HCM Lane V/C Ratio HCM Control Delay (s) HCM Lane LOS HCM 95th %tile Q(veh; 861 1029 - 1575 0 NBT NBRBLnl SBL SST - - 1029 15/5 - - - 0.007 98 - - 8.5 93GO A A B NB SB 8.5 0 1.3 A 0 NBT NBRBLnl SBL SST - - 1029 15/5 - - - 0.007 0.008 - - - 8.5 73 0 A A A Creighton Manning Engineering, LLP Synchro 10 Report BUpmP2.syn Page 2 HCM 6th TWSC 3: Allen Drive & Site Driveway 119-029, Allen Drive Apartments Build 2021- Phase 1 PM Peak Intersection Int Delay, slveh 4.1 Movement VVBL IBR NIBT NBR SBL SBT Lane Configurations Y 20 1� 57 - - *T Traffic Vol, veh/h 2 13 16 3 20 12 Future Vol, veh 2 13 16 3 20 12 Conflicting Peds #Ihr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length 0 - - - - - Veh in Median Storage, # 0 0 - 0 Grade, % 0 - 0 - - 0 Peak Hour Factor_ 91 91 91 91 91 91 Heavy Vehicles, % 0 0 0 0 0 0 Mvmt Flow 2 14 18- 3 22 13 1aiorlMi n o r Conflicting Flow All Stage 1 Stage 2 'Critical H.dWY Critical Hdwy Stg 1 Critical, Hdwy Stg 2 Follow-up Hdwy Pot Cap -1 Maneuver Stage 1 Stage 2 Platoon blocked, % Mov COO Maneuver Mov Cap -2 Maneuver Stage 1 Stage 2 Approach Minorl Maiorl 77 20 0 20 - - 57 - - 6.4 6.2 - 5.4 - 5.4 - - 3.5 3.3 .. 931 1064 1008 - 971 - - 918 1664 - 918 - - 1008 - - 957 - - WB HCM Control Delay, s 8.5 HCM LOS Minor lane/Maior Mvmt Capacity (veh1h ) HCM Lane V1C Ratio HCM Control : Delay (s) HCM Lane LOS HCM 95th %tile Q(veh) Major2 0 21 4.1 - 2.2 - 1608 1608 i� f 0 NBT N BR PLn l SBL SBT - 1042 1608 - - - 0.016 0.01 - - - 8.5 73 0 - A A A - 0 0 - Creighton Manning Engineering, LLP Synchro 10 Report BUpmP1.syn Page 3 HCM 6th TWSC 3: Allen Drive & Site Driveway 119-029, Allen Drive Apartments Build 2023 - Phase 2- PM Peak Intersection � Int Delay, slveh 5.3 Movement WSL WB -R NBT NSR SSL ,SST Lane Configurations Y Maj'or2 1� 22 0 0 25 *T Traffic Vol, vehlh 4 26 16 6 41 12 Future Vol, vehlh 4 26 16 6 41 12 Conflicting -Peds, #1hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length 0 - - - - - Veh in Median Storage, # 0 - 0 - - 0 Grade, % 0 - 0 - - 0 Peak Hour Factor 91 91 91 91 91 91 Heavy Vehicles, % 0 0 0 0 0 0 Mvmt Flow 4 29 18 7 45 13 Ma-IoWincr Conflicting Flow All Stage 1 Stage 2 Critical Hdwy Critical Hdwy Stg 1 Critical Hdwy Stg 2 Follow-up Hdwy Pot Cap -1 Maneuver Stage 1 Stage 2 Platoon blocked, % Mov Cap -1 Maneuver Mov Cap -2 Maneuver Stage 1 Stage 2 Minorl Major1 Maj'or2 125 22 0 0 25 22 - - - - 103 - - R - 6.4 6.2 - - 4.1 5.4 - - - - 5.4 - - - - 3.5 3.3 - 2.2 875 1061 - - 1603 1006 926 851 1061 - - 1603 851 1006 ann 0 id A& � Approach V+1B NB SB HCM Control Delay, s 8.6 0 5.7 HCM LOS A Nllnar Lane/Major Mvmf NBT N6RWBLn1 SEL SBT Capacity (veh/h) - - 1027 1603 - HCM Lane VIC Ratio - - 0.032 0.028 - HCM Control Delay (s) - - 8.6 7.3 0 HCM Lane LOS - - A A A HCM 95th %tile Q(veh) - - 0.1 0.1 -j9U Creighton Manning Engineering, LLP Synchro 10 Report BUpmP2.syn Page 3 HCM 5th TWSC 4: Site Driveway & Tait Lane 119-529, Allen Drive Apartments Build 2021- Phase 1_PM Peak I ntersection Int Delay, slveh 2.6 Movement EBT ED.R WBL B'T IBL NBR Lane Configurations 1� Mincrl HCM Lane VIC Ratio 4 Y 0 5 traffic Vol, vehlh 1 5 0 0 3 0 Future Vol, vehlh 1 5 0 0 3 0 Conflicting -Peds, #Ihr 0 0 0 9 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - 14 ne - None Storage Length - - - - 0 - Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 91 91 91 91 91 91 Heavy Vehicles, % 0 0 0 0 0 0 Mvmt Flow 1 5 0 0 3 0 Major/Minor ma cr1 Ma-or2 Mincrl HCM Lane VIC Ratio Conflicting Flow All 0 0 6 0 5 4 Stage 1 - - - - 4 - Stage 2 - s - - 1 - 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 - 1628 - 1022 1085 Stage 1 - - - - 1024 - Stage 2 - y - - 1 028 - Platoon blocked, % - - - Mov Cap -1 Maneuver T - 1628 - 10.22 1685 Mov Cap -2 Maneuver - - - - 1022 - Stage I - - - 1024 - Stage 2 - - Y - 1028 - Approach ES VVB NB HCM Control Delay, s 0 0 8.5 HCM LOS Minor Laneftaior Mvmt NBLnl EBT ESR VVBL VVBT ;Capacity. (veh./h) 1022 - - 1628 - HCM Lane VIC Ratio 0.0(]3 - - - HCM Control Delay, (s) 8.5 - - 0 HCM Lane LOS A - - A - HCM 95th %tile Q(veh) 0 - - Q - Creighton Manning Engineering, LLP Synchro 10 Report BUpmP1.syn Page 4 HCM 6th TWSC 4: Site Driveway & Tait Lane 119-029, Alien Drive Apartments Build 2023 - Phase 2_.PM Peak I n terse cto ll Int Delay, s/veh Movement 3 EBS' EBR WBL WBT NBL NBIZ Lane Configurations 1� - - 7 4 "if - _ - - Traffic Vol, veh/h 1 11 0 0 7 0 Future Vol, veh/h 1 11 0 0 7 0 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 - VehLin Median Storage, # d - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 91 91 91 91 91 91 Heavy Vehicles, % 0 0 0 0 0 0 Mvmt Flow 1 12 0 0 8 0 M ajor/Minor maix f a-or2 Minor l HCM Lane VIC Ratio Conflicting Flow All 0 0 13 0 8 7 Stage 1 - - 7 - Stage 2 - _ - - - 1 - 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 - - 1619 - 1018 1081 Stage 1 - - - - 1021 - Stage 2 - - - - 1028 - Platoon blocked, % - - - Mov Cap -1 Maneuver z - 1619 - 1018 1081 Mov Cap -2 Maneuver - J - - 1018 - Stage 1 - - - 1021 - Stage 2 - - - - 1028 - Ap,proach EB VV8 N8 HCI Control Delay, s 0 0 8.6 HCM LOS A Minor Lane/Maior Mvmt NBLn 1 EBT EBP `SSL WST Capacity (veh/h) 1018 - - 1619 - HCM Lane VIC Ratio 0.008 - - - - HCM Control Delay (s) 8.6 - - 0 - HCM Lane LOS A - - A - HCM 95th %tile Q(veh) 0 - - 0 Creighton Manning Engineering, LLP Synchro 10 Report BUpmP2.syn Page 1 Attachment B Lanes, Volumes, Timings 13: West Avenue/Adirondack Trust Bank Drwy & Church Street 119-029, Allen Drive Apartments Existing 2019_AM Peak Creighton Manning Engineering, LLP Synchro 10 Report EXam-Church.syn Page 1 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations *T r '� r Trac Volume (vph) 0 343 309 268 249 0 155 0 250 0 0 0 Future Volume (vph) 0 343 309 268 249 0 155 0 250 0 0 0 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Storage Length (ft) 0 135 0 215 155 0 0 0 Storage Lanes 0 1 1 1 1 1 0 0 Taper Length (ft) 25 25 105 25 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Ped Bike Factor 1.00 0.98 Frt 0.850 0.850 Flt Protected 0.950 0.950 Satd. Flow (prot) 0 1810 1553 1671 1776 0 1687 0 1482 0 0 0 Flt Permitted 0.281 0.950 Satd. Flow (perm) 0 1810 1553 494 1776 0 1683 0 1450 0 0 0 Right Turn on Red Yes Yes Yes Yes Satd. Flow (RTOR) 307 297 Link Speed (mph) 45 45 30 30 Link Distance (ft) 1253 962 882 129 Travel Time (s) 19.0 14.6 20.0 2.9 Confl. Peds. (#/hr) 1 1 Peak Hour Factor 0.83 0.83 0.83 0.87 0.87 0.87 0.80 0.80 0.80 0.92 0.92 0.90 Heavy Vehicles (%) 0% 5% 4% 8% 7% 0% 7% 0% 9% 0% 0% 0% Adj. Flow (vph) 0 413 372 308 286 0 194 0 313 0 0 0 Shared Lane Traffic (%) Lane Group Flow (vph) 0 413 372 308 286 0 194 0 313 0 0 0 Enter Blocked Intersection No No No No No No No No No No No No Lane Alignment Left Left Right Left Left Right Left Left Right Left Left Right Median Width(ft) 12 12 12 12 Link Offset(ft) 0 0 0 -35 Crosswalk Width(ft) 16 16 16 16 Two way Left Turn Lane Yes Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Turning Speed (mph) 15 9 15 9 15 9 15 9 Number of Detectors 1 2 1 1 2 1 1 Detector Template Left Thru Right Left Thru Left Right Leading Detector (ft) 20 100 20 20 100 20 20 Trailing Detector (ft) 0 0 0 0 0 0 0 Detector 1 Position(ft) 0 0 0 0 0 0 0 Detector 1 Size(ft) 20 6 20 20 6 20 20 Detector 1 Type CI+Ex CI+Ex CI+Ex CI+Ex CI+Ex CI+Ex CI+Ex Detector 1 Channel Detector 1 Extend (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Detector 1 Queue (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Detector 1 Delay (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Detector 2 Position(ft) 94 94 Detector 2 Size(ft) 6 6 Detector 2 Type CI+Ex C]+Ex Detector 2 Channel Detector 2 Extend (s) 0.0 0 0 Creighton Manning Engineering, LLP Synchro 10 Report EXam-Church.syn Page 1 Lanes, Volumes, Timings 13: West Avenue/Adirondack Trust Bank Drwy & Church Street 119-029, Allen Drive Apartments Existing 201 9_AM Peak ...'A Lane Group EBL __10. EBT O'MV EBR fol'o WBL 4-% WBT WBR 4% NBL t NBT 140. NBR _SBL SBT SBR Turn Type NA pm+ov pm+pt NA Prot pm+ov Protected Phases 8 1 7 4 1 7 Permitted Phases 8 8 4 1 Detector Phase 8 8 1 7 4 1 7 Switch Phase Minimum Initial (s) 15.0 15.0 5.0 2.0 15.0 5.0 2.0 Minimum Split (s) 36.0 36.0 10.0 7.0 20.0 10.0 7.0 Total Split (s) 40.0 40.0 25.0 20.0 60.0 25.0 20.0 Total Split (%) 47.1% 47.1% 29.4% 23.5% 70.6% 29.4% 23.5% Maximum Green (s) 35.0 35.0 20.0 15.0 55.0 20.0 15.0 Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 All -Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s) 5.0 5.0 5.0 5.0 5.0 5.0 Lead/Lag Lag Lag Lead Lead Lead -Lag Optimize? Yes Yes Yes Yes Vehicle Extension (s) 4.0 4.0 3.0 2.0 4 0 3.0 2.0 Recall Mode Min Min None None Min None None Walk Time (s) 7.0 7.0 Flash Dont Walk (s) 24.0 24.0 Pedestrian Calls (#/hr) 0 0 Act Effct Green (s) 20.8 38.4 38.7 38.7 12.4 25.1 Actuated gIC Ratio 0.34 0.62 0.63 0.63 0.20 0.41 vlc Ratio 0.68 0.34 0.56 0.26 0.57 0.40 Control Delay 24.8 2.0 9.7 6.1 31.3 3.6 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 24.8 2.0 9.7 6.1 31.3 3.6 LOS C A A A C A Approach Delay 14.0 8.0 14.2 Approach LOS B A B Intersection Summary Area Type: Other Cycle Length: 85 Actuated Cycle Length: 61.6 Natural Cycle: 60 Control Type: Actuated -Uncoordinated Maximum vlc Ratio: 0.68 Intersection Signal Delay: 12.2 Intersection LOS: B Intersection Capacity Utilization 53.3% ICU Level of Service A Analysis Period (min)15 Splits and Phases: 13: West Avenue/Adirondack Trust Bank Drwy &Church Street Creighton Manning Engineering, LLP Synchro 10 Report EXam-Church.syn Page 2 Lanes, Volumes, Timings 13: West Avenue/Adirondack Trust Bank Drwy & Church Street 119-029, Allen Drive Apartments No -Build 2023 AM Peak M411V t /0 1* 4/ Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL 5BT SBR Lane Configurations *T `i 'l� r Traffic Volume (vph) 0 353 324 295 257 0 176 0 296 0 0 0 Future Volume (vph) 0 353 324 295 257 0 176 0 296 0 0 0 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Storage Length (ft) 0 135 0 215 155 0 0 0 Storage Lanes 0 1 1 1 1 1 0 0 Taper Length (ft) 25 25 105 25 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Ped Bike Factor 1.00 0.98 Frt 0.850 0.850 Flt Protected 0.950 0.950 Satd. Flow (prot) 0 1810 1553 1671 1776 0 1687 0 1482 0 0 0 Flt Permitted 0.269 0.950 Satd. Flow (perm) 0 1810 1553 473 1776 0 1683 0 1450 0 0 0 Right Turn on Red Yes Yes Yes Yes Satd. Flow (RTOR) 262 285 Link Speed (mph) 45 45 30 30 Link Distance (ft) 1253 962 882 129 Travel Time (s) 19.0 14.6 20.0 2.9 Confl. Peds. (#/hr) 1 1 Peak Hour Factor 0.83 0.83 0.83 0.87 0.87 0.87 0.80 0.80 0.80 0.92 0.92 0.90 Heavy Vehicles (%) 0% 5% 4% 8% 7% 0% 7% 0% 9% 0% 0% 0% Adj. Flow (vph) 0 425 390 339 295 0 220 0 370 0 0 0 Shared Lane Traffic (%) Lane Group Flow (vph) 0 425 390 339 295 0 220 0 370 0 0 0 Enter Blocked Intersection No No No No No No No No No No No No Lane Alignment Left Left Right Left Left Right Left Left Right Left Left Right Median Width(ft) 12 12 12 12 Link Offset(ft) 0 0 0 -35 Crosswalk Width(ft) 16 16 16 16 Two way Left Turn Lane Yes Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Turning Speed (mph) 15 9 15 9 15 9 15 9 Number of Detectors 1 2 1 1 2 1 1 Detector Template Left Thru Right Left Thru Left Right Leading Detector (ft) 20 100 20 20 100 20 20 Trailing Detector (ft) 0 0 0 0 0 0 0 Detector 1 Position(ft) 0 0 0 0 0 0 0 Detector 1 Size(ft) 20 6 20 20 6 20 20 Detector 1 Type CI+Ex CI+Ex CI+Ex CI+Ex CI+Ex CI+Ex CI+Ex Detector 1 Channel Detector 1 Extend (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Detector 1 Queue (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Detector 1 Delay (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Detector 2 Position(ft) 94 94 Detector 2 Size(ft) 6 6 Detector 2 Type CI+Ex CI+Ex Detector 2 Channel Detector 2 Extend (s) 0.0 0.0 Creighton Manning Engineering, LLP Synchro 10 Report NBam-Church.syn Page 1 Lanes, Volumes, Timings 13: West Avenue/Adirondack Trust Bank Drwy & Church Street 119-029, Allen Drive Apartments No -Build 2023 AM Peak 4"0' 4, t \*P 4 4/ Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Turn Type NA pm+ov pm+pt NA Prot pm+ov Protected Phases 8 1 7 4 1 7 Permitted Phases 8 8 4 1 Detector Phase 8 $ 1 7 4 1 7 Switch Phase Minimum Initial (s) 15.0 15.0 5.0 2.0 15.0 5.0 2.0 Minimum Split (s) 36.0 36.0 10.0 7.0 20.0 10.0 7.0 Total Split (s) 40.0 40.0 25.0 20.0 60.0 25.0 20.0 Total Split (%) 47.1% 47.1% 29.4% 23.5% 70.6% 29.4% 23.5% Maximum Green (s) 35.0 35.0 20.0 15.0 55.0 20.0 15.0 Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 All -Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s) 5.0 5.0 5.0 5.0 5.0 5.0 Lead/Lag Lag Lag Lead Lead Lead -Lag Optimize? Yes Yes Yes Yes Vehicle Extension (s) 4.0 4.0 3 0 2.0 4.0 3.0 2.0 Recall Mode Min Min None None Min None None Walk Time (s) 7.0 7.0 Flash Dont Walk (s) 24.0 24.0 Pedestrian Calls (#/hr) 0 0 Act Effct Green (s) 21.8 40.5 40.3 40.3 13.5 26.7 Actuated gIC Ratio 0.34 0.63 0.63 0.63 0.21 0.42 vlc Ratio 0.69 0.36 0.62 0.26 0.62 0.48 Control Delay 25.8 2.7 11.8 6.4 33.2 5.4 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 25.8 2.7 11.8 6.4 33.2 5.4 LOS C A B A C A Approach Delay 14.8 9.3 15.8 Approach LOS B A B Intersection Summary Area Type: Other Cycle Length: 85 Actuated Cycle Length: 64.2 Natural Cycle: 60 Control Type: Actuated -Uncoordinated Maximum v/c Ratio: 0.69 Intersection Signal Delay: 13.4 Intersection LOS: B Intersection Capacity Utilization 56.5% ICU Level of Service B Analysis Period (min) 15 s., „. . � & a i w 1 w 1• 1 1 Y I P`L 1 I"% n ^I- __-_-I- I11-- _ 1 Creighton Manning Engineering, LLP Synchro 10 Report NBam-Church,syn Page 2 Lanes, Volumes, Timings 13: West Avenue/Adirondack Trust Bank Drwy & Church Street 119-029, Allen Drive Apartments Build 2023_AM Peak - -4/ .-e* M*"v t /,N. 1* Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations *T r '� I r Traffic Volume (vph) 0 374 340 295 264 0 182 0 296 0 0 0 Future Volume (vph) 0 374 340 295 264 0 182 0 296 0 0 0 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Storage Length (ft) 0 135 0 215 155 0 0 0 Storage Lanes 0 1 1 1 1 1 0 0 Taper Length (ft) 25 25 105 25 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Ped Bike Factor 1.00 0.98 Frt 0.850 0.850 Flt Protected 0.950 0.950 Satd. Flow (prot) 0 1810 1553 1671 1776 0 1687 0 1482 0 0 0 Flt Permitted 0.250 0.950 Satd. Flow (perm) 0 1810 1553 440 1776 0 1683 0 1450 0 0 0 Right Turn on Red Yes Yes Yes Yes Satd. Flow (RTOR) 250 262 Link Speed (mph) 45 45 30 30 Link Distance (ft) 1253 962 882 129 Travel Time (s) 19.0 14.6 20.0 2.9 Confl. Peds. (#/hr) 1 1 Peak Hour Factor 0.83 0.83 0.83 0.87 0.87 0.87 0.80 0.80 0.80 0.92 0.92 0.90 Heavy Vehicles (%) 0% 5% 4% 8% 7% 0% 7% 0% 9% 0% 0% 0% Adj. Flow (vph) 0 451 410 339 303 0 228 0 370 0 0 0 Shared Lane Traffic (%) Lane Group Flow (vph) 0 451 410 339 303 0 228 0 370 0 0 0 Enter Blocked Intersection No No No No No No No No No No No No Lane Alignment Left Left Right Left Left Right Left Left Right Left Left Right Median Width(ft) 12 12 12 12 Link Offset(ft) 0 0 0 -35 Crosswalk Width(ft) 16 16 16 16 Two way Left Turn Lane Yes Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Turning Speed (mph) 15 9 15 9 15 9 15 9 Number of Detectors 1 2 1 1 2 1 1 Detector Template Left Thru Right Left Thru Left Right Leading Detector (ft) 20 100 20 20 100 20 20 Trailing Detector (ft) 0 0 0 0 0 0 0 Detector 1 Position(ft) 0 0 0 0 0 0 0 Detector 1 Size(ft) 20 6 20 20 6 20 20 Detector 1 Type CI+Ex CI+Ex CI+Ex CI+Ex CI+Ex CI+Ex CI+Ex Detector 1 Channel Detector 1 Extend (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Detector 1 Queue (s) 0.0 0.0 0.0 0.0 0.0 0.0 0 0 Detector 1 Delay (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Detector 2 Position(ft) 94 94 Detector 2 Size(ft) 6 6 Detector 2 Type CI+Ex CI+Ex Detector 2 Channel Detector 2 Extend (s) 0.0 0.0 Creighton Manning Engineering, LLP Synchro 10 Report BUam-Church.syn Page 1 Lanes, Volumes, Timings 13: Vilest Avenue/Adirondack Trust Bank Drwy & Church Street 119-029, Allen Drive Apartments 15.0 5.0 2.0 Build 2023_AM Peak ,A -.-v 2.0 Minimum Split (s) 36.0 t Isp A/ Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Turn Type NA pm+ov pm+pt NA Prot pm+ov 25.0 Protected Phases 8 1 7 4 1 7 23.5% Permitted Phases 8 8 4 23.5% 1 35.0 Detector Phase 8 8 1 7 4 i 7 15.0 Switch Phase Minimum Initial (s) 15.0 15.0 5.0 2.0 15.0 5.0 2.0 Minimum Split (s) 36.0 36.0 10.0 7.0 20.0 10.0 7.0 Total Split (s) 40.0 40.0 25.0 20.0 60.0 25.0 20.0 Total Split (%) 47.1% 47.1% 29.4% 23.5% 70.6% 29.4% 23.5% Maximum Green (s) 35.0 35.0 20.0 15.0 55.0 20.0 15.0 Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 All -Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s) 5.0 5.0 5.0 5.0 5.0 5.0 Lead/Lag Lag Lag Lead Lead Lead -Lag Optimize? Yes Yes Yes Yes Vehicle Extension (s) 4.0 4.0 3.0 2.0 4.0 3.0 2.0 Recall Mode Min Min None None Min None None Walk Time (s) 7.0 7.0 Flash Dont Walk (s) 24.0 24.0 Pedestrian Calls (#/hr) 0 0 Act Effct Green (s) 22.9 41.9 41.5 41.5 13.9 27.2 Actuated gtC Ratio 0.35 0.64 0.63 0.63 0.21 0.41 vlc Ratio 0.72 0.38 0.64 0.27 0.64 0.49 Control Delay 26.6 3.0 13.1 6.5 34.6 6.3 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 26.6 3.0 13.1 6.5 34.6 6.3 LOS C A B A C A Approach Delay 15.4 10.0 17.1 Approach LOS B A B Intersection Summary Area Type: Other Cycle Length: 85 Actuated Cycle Length: 65.8 Natural Cycle: 60 Control Type: Actuated -Uncoordinated Maximum vlc Ratio: 0.72 Intersection Signal Delay: 14.2 Intersection LOS: B Intersection Capacity Utilization 57.9% ICU Level of Service B Analysis Period (min) 15 Creighton Manning Engineering, LLP Synchro 10 Report BUam-Church.syn Page 2 Lanes, Volumes, Timings 13: West Avenue/Adirondack Trust Bank Drwy & Church Street 119-029, Allen Drive Apartments Existing 2019 PM Peak Creighton Manning Engineering, LLP Synchro 10 Report EXpm-Church.syn Page 1 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations *T '� r Traffic Volume (vph) 5 300 211 312 383 16 331 0 357 0 0 0 Future Volume (vph) 5 300 211 312 383 16 331 0 357 0 0 0 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Storage Length (ft) 0 135 0 215 155 0 0 0 Storage Lanes 0 1 1 1 1 1 0 0 Taper Length (ft) 25 25 105 25 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Ped Bike Factor 1.00 0.98 Frt 0.850 0.994 0.850 Flt Protected 0.999 0.950 0.950 Satd. Flow (prot) 0 1880 1538 1736 1819 0 1770 0 1568 0 0 0 Flt Permitted 0.991 0.285 0.950 Satd. Flow (perm) 0 1865 1505 521 1819 0 1770 0 1568 0 0 0 Right Turn on Red Yes Yes Yes Yes Satd. Flow (RTOR) 248 6 358 Link Speed (mph) 45 45 30 30 Link Distance (ft) 1253 962 882 129 Travel Time (s) 19.0 14.6 20.0 2.9 Confl. Peds. (#/hr) 1 1 Peak Hour Factor 0.85 0.85 0.85 0.92 0.92 0.92 0.93 0.93 0.93 0.92 0.92 0.92 Heavy Vehicles (%) 0% 1% 5% 4% 4% 0% 2% 0% 3% 0% 0% 0% Adj. Flow (vph) 6 353 248 339 416 17 356 0 384 0 0 0 Shared Lane Traffic (%) Lane Group Flow (vph) 0 359 248 339 433 0 356 0 384 0 0 0 Enter Blocked Intersection No No No No No No No No No No No No Lane Alignment Left Left Right Left Left Right Left Left Right Left Left Right Median Width(ft) 12 12 12 12 Link Offset(ft) 0 0 0 -35 Crosswalk Width(ft) 16 16 16 16 Two way Left Turn Lane Yes Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Turning Speed (mph) 15 9 15 9 15 9 15 9 Number of Detectors 1 2 1 1 2 1 1 Detector Template Left Thru Right Left Thru Left Right Leading Detector (ft) 20 100 20 20 100 20 20 Trailing Detector (ft) 0 0 0 0 0 0 0 Detector 1 Position(ft) 0 0 0 0 0 0 0 Detector 1 Size(ft) 20 6 20 20 6 20 20 Detector 1 Type CI+Ex CI+Ex CI+Ex CI+Ex CI+Ex CI+Ex CI+Ex Detector 1 Channel Detector 1 Extend (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Detector 1 Queue (s) 0.0 0.0 0.0 0.0 0.0 0.0 00 Detector 1 Delay (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Detector 2 Position(ft) 94 94 Detector 2 Size(ft) 6 6 Detector 2 Type CI+Ex CI+Ex Detector 2 Channel Detector 2 Extend (s) 0.0 0.0 Creighton Manning Engineering, LLP Synchro 10 Report EXpm-Church.syn Page 1 Lanes, Volumes, Timings 13: West Avenue/Adirondack Trust Bank Drwy & Church Street 119-029, Allen Drive Apartments 15.0 15.0 5.0 Existing 2019_PM Peak 15.0 --V 41,00 4, 4� t /0. 36.0 Lane Group EBL _EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Turn Type Perm NA pm+ov pm+pt NA Prot pm+ov 20,0 Protected Phases 8 1 7 4 1 7 29.4% Permitted Phases 8 8 4 Maximum Green (s) 1 35.0 Detector Phase 8 8 1 7 4 1 7 Yellow Time (s) Switch Phase Minimum Initial (s) 15.0 15.0 5.0 2.0 15.0 5.0 2.0 Minimum Split (s) 36.0 36.0 10.0 7.0 20.0 10.0 7.0 Total Split (s) 40.0 40.0 20.0 25.0 65.0 20,0 25.0 Total Split (%) 47.1% 47.1% 23.5% 29.4% 76.5% 23.5% 29.4% Maximum Green (s) 35.0 35.0 15.0 20.0 60.0 15.0 20.0 Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 All -Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s) 5.0 5.0 5.0 5.0 5.0 5.0 Lead/Lag Lag Lag Lead Lead Lead -Lag Optimize? Yes Yes Yes Yes Vehicle Extension (s) 4.0 4.0 3.0 2.0 4.0 3.0 2.0 Recall Mode Min Min None None Min None None Walk Time (s) 7.0 7.0 Flash Dont Walk (s) 24.0 24.0 Pedestrian Calls (#/hr) 0 0 Act Effct Green (s) 18.2 33.4 37.9 37.9 15.2 34.9 Actuated g/C Ratio 0.29 0.53 0.60 0.60 0.24 0.55 vlc Ratio 0.67 0.27 0.57 0.40 0.84 0.37 Control Delay 27.4 1.8 10.1 7.4 45.7 2.6 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 27.4 1.8 10.1 7.4 45.7 2.6 LOS C A B A D A Approach Delay 16.9 8.6 23.3 Approach LOS B A C Intersection Summary Area Type: Other Cycle Length: 85 Actuated Cycle Length: 63.3 Natural Cycle: 65 Control Type: Actuated -Uncoordinated Maximum We Ratio: 0.84 Intersection Signal Delay: 16.1 Intersection LOS: B Intersection Capacity Utilization 67.5% ICU Level of Service C Analysis Period (min) 15 Sr)lits and Phases: 13: vilest Avenue/Adirondack Trust Bank Dryer & Church Street Creighton Manning Engineering, LLP Synchro 10 Report EXpm-Church.syn Page 2 Lanes, Volumes, Timings 13: West Avenue/Adirondack Trust Bank Drwy & Church Street 119-029, Allen Drive Apartments No -Buil 2023 with Timing Improvements -PM Peak --V iop t /00 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations *T r '� I i' Traffic Volume (vph) 5 318 273 435 402 16 391 0 466 d 0 0 Future Volume (vph) 5 318 273 435 402 16 391 0 466 0 0 0 Ideal Flow(vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Storage Length (ft) 0 135 0 215 155 0 0 0 Storage Lanes 0 1 1 1 1 1 0 0 Taper Length (ft) 25 25 105 25 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1 00 1.00 1.00 Ped Bike Factor 1.00 0.98 Frt 0.850 0.994 0.850 Flt Protected 0.999 0.950 0.950 Satd. Flow (prot) 0 1880 1538 1736 1819 0 1770 0 1568 0 0 0 Flt Permitted 0.992 0.256 0.950 Satd. Flow (perm) 0 1866 1505 468 1819 0 1770 0 1568 0 0 0 Right Turn on Red Yes Yes Yes Yes Satd. Flow (RTOR) 139 5 334 Link Speed (mph) 45 45 30 30 Link Distance (ft) 1253 962 882 129 Travel Time (s) 19.0 14.6 20.0 2.9 Confl. Peds. (#/hr) 1 1 Peak Hour Factor 0.85 0.85 0.85 0.92 0.92 0.92 0.93 0.93 0.93 0.92 0.92 0.92 Heavy Vehicles (%) 0% 1% 5% 4% 4% 0% 2% 0% 3% 0% 0% 0% Adj. Flow (vph) 6 374 321 473 437 17 420 0 501 0 0 0 Shared Lane Traffic (%) Lane Group Flow (vph) 0 380 321 473 454 0 420 0 501 0 0 0 Enter Blocked Intersection No No No No No No No No No No No No Lane Alignment Left Left Right Left Left Right Left Left Right Left Left Right Median Width(ft) 12 12 12 12 Link Offset(ft) 0 0 0 -35 Crosswalk Width(ft) 16 16 16 16 Two way Left Turn Lane Yes Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Turning Speed (mph) 15 9 15 9 15 9 15 9 Number of Detectors 1 2 1 1 2 1 1 Detector Template Left Thru Right Left Thru Left Raght Leading Detector (ft) 20 100 20 20 100 20 20 Trailing Detector (ft) 0 0 0 0 0 0 0 Detector 1 Position(ft) 0 0 0 0 0 0 0 Detector 1 Size(ft) 20 6 20 20 6 20 20 Detector 1 Type CI+Ex CI+Ex CI+Ex CI+Ex CI+Ex CI+Ex CI+Ex Detector 1 Channel Detector 1 Extend (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Detector 1 Queue (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Detector 1 Delay (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Detector 2 Position(ft) 94 94 Detector 2 Size(ft) 6 6 Detector 2 Type CI+Ex CI+Ex Detector 2 Channel Detector 2 Extend (s) 0.0 0.0 Creighton Manning Engineering, LLP Synchro 10 Report NBpm-Church-with mitigation.syn Page 1 Lanes, Volumes, Timings 13: West Avenue/Adirondack Trust Bank Drwy & Church Street 119-029, Allen Drive Apartments Build 2023 with Timing Improvements -PM Peak Creighton Manning Engineering, LLP Synchro 10 Report BUpm-Church-with mitigation.syn Page 1 .A %-V 4e k 4\ t /10 \0. 4 -V Lane Group -M EBL EBT EBR - { WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations 4 e I '� r Traffic Volume (vph) 5 333 284 435 425 16 409 0 466 0 0 0 Future Volume (vph) 5 333 284 435 425 16 409 0 466 0 0 0 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Storage Length (ft) 0 135 0 215 155 0 0 0 Storage Lanes 0 1 1 1 1 1 0 0 Taper Length (ft) 25 25 105 25 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Ped Bike Factor 1.00 0.98 Frt 0.850 0.995 0.850 Flt Protected 0.999 0.950 0.950 Satd. Flow (prot) 0 1880 1538 1736 1820 0 1770 0 1568 0 0 0 Flt Permitted 0.992 0.243 0.950 Satd. Flow (perm) 0 1866 1505 444 1820 0 1770 0 1568 0 0 0 Right Turn on Red Yes Yes Yes Yes Satd. Flow (RTOR) 133 4 316 Link Speed (mph) 45 45 30 30 Link Distance (ft) 1253 962 882 129 Travel Time (s) 19.0 14.6 20.0 2.9 Confl. Peds. (#/hr) 1 1 Peak Hour Factor 0.85 0.85 0.85 0.92 0.92 0.92 0.93 0.93 0.93 0.92 0.92 0.92 Heavy Vehicles (%) 0% 1 % 5% 4% 4% 0% 2% 0% 3% 0% 0% 0% Adj. Flow (vph) 6 392 334 473 462 17 440 0 501 0 0 0 Shared Lane Traffic (%) Lane Group Flow (vph) 0 398 334 473 479 0 440 0 501 0 0 0 Enter Blocked Intersection No No No No No No No No No No No No Lane Alignment Left Left Right Left Left Right Left Left Right Left Left Right Median Width(ft) 12 12 12 12 Link Offset(ft) 0 0 0 -35 Crosswalk Width(ft) 16 16 16 16 Two way Left Turn Lane Yes Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Turning Speed (mph) 15 9 15 3 15 9 15 9 Number of Detectors 1 2 1 1 2 1 1 Detector Template Left Thru Right Left Thru Left Right Leading Detector (ft) 20 100 20 20 100 20 20 Trailing Detector (ft) 0 0 0 0 0 0 0 Detector 1 Position(ft) 0 0 0 0 0 0 0 Detector 1 Size(ft) 20 6 20 20 6 20 20 Detector 1 Type CI+Ex CI+Ex CI+Ex CI+Ex CI+Ex CI+Ex CI+Ex Detector 1 Channel Detector 1 Extend (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Detector 1 Queue (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Detector 1 Delay (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Detector 2 Position(ft) 94 94 Detector 2 Size(ft) 6 6 Detector 2 Type CI+Ex CI+Ex Detector 2 Channel Detector 2 Extend (s) 0.0 0.0 Creighton Manning Engineering, LLP Synchro 10 Report BUpm-Church-with mitigation.syn Page 1 Lanes, Volumes, Timings 13: West Avenue/Adirondack Trust Bank Drwy & Church Street 119-029, Allen Drive Apartments 15.0 15.0 5.0 Build 2023 with Timing Improvements -PM Peak ...J* -%V 2.0 Minimum Split (s) -ON t 140. 4 41 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Turn Type Perm NA pm+ov pm+pt NA Prot pm+ov Protected Phases 8 1 7 4 1 7 Permitted Phases 8 8 4 23.5% 1 Detector Phase 8 8 1 7 4 t 7 Switch Phase Minimum Initial (s) 15.0 15.0 5.0 2.0 15.0 5.0 2.0 Minimum Split (s) 36.0 36.0 10.0 7.0 20.0 10.0 7.0 Total Split (s) 40.0 40.0 25.0 20.0 60.0 25.0 20.0 Total Split (%) 47.1% 47.1% 29.4% 23.5% 70.6% 29.4% 23.5% Maximum Green (s) 35.0 35.0 20.0 15.0 55.0 20.0 15.0 Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 All -Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s) 5.0 5.0 5.0 5.0 5.0 5.0 Lead/Lag Lag Lag Lead Lead Lead -Lag Optimize? Yes Yes Yes Yes Vehicle Extension (s) 4.0 4.0 3.0 2.0 40 3.0 2.0 Recall Mode Min Min None None Min None None Walk Time (s) 7.0 7.0 Flash Dont Walk (s) 24.0 24.0 Pedestrian Calls (#/hr) 0 0 Act Effct Green (s) 21.4 41.5 41.4 41.4 20.1 40.1 Actuated g/C Ratio 0.30 0.58 0.58 0.58 0.28 0.56 vlc Ratio 0.71 0.36 0.90 0.45 0.89 0.49 Control Delay 29.9 4.3 34.8 10.0 48.7 5.8 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 29.9 4.3 34.8 10.0 48.7 5.8 LOS C A C A D A Approach Delay 18.2 22.3 25.9 Approach LOS B C C Intersection Summary Area Type: Other Cycle Length: 85 Actuated Cycle Length: 71.6 Natural Cycle: 80 Control Type: Actuated -Uncoordinated Maximum vlc Ratio: 0.90 Intersection Signal Delay: 22.4 Intersection LOS: C Intersection Capacity Utilization 76.5% ICU Level of Service D Analysis Period (min) 15 Splits and Phases: 13: vilest Avenue/Adirondack Trust Bank Drwy & Church Street Creighton Manning Engineering, LLP Synchro 10 Report BUpm-Church-with mitigation.syn Page 2 HCM 6th Signalized Intersectior9 &Wemh4venue/Adirondack Trust Bank Drwy &Church Street 119-029, Allen Drive Apartments Existing 2019_AM Peak Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations *T i' T+ r Traffic Volume (veh/h) 0 343 309 268 249 0 155 0 250 0 0 0 Future Volume (veh/h) 0 343 309 268 249 0 155 0 250 0 0 0 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 Ped-BikeAdj(A_pbT) 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 Work Zone On Approach No No No Adj Sat Flow, vehlhlln 1826 1826 1841 1781 1796 1796 1796 0 1767 Adj Flow Rate, vehlh 0 413 372 308 286 0 194 0 312 Peak Hour Factor 0.83 0.83 0.83 0.87 0.87 0.87 0.80 0.80 0.80 Percent Heavy Veh, % 5 5 4 8 7 7 7 0 9 Cap,veh/h 0 618 882 483 1045 0 388 0 560 Arrive On Green 0.00 0.34 0.34 0.15 0.58 0.00 0.23 0.00 0.23 Sat Flow, vehlh 0 1826 1560 1697 1796 0 1711 0 1497 Grp Volume(v), vehlh 0 413 372 308 286 0 194 0 312 Grp Sat Flow(s),vehlhlln 0 1826 1560 1697 1796 0 1711 0 1497 Q Serve(g_s), s 0.0 10.1 7.1 5.5 4.1 0.0 5.2 0.0 8.6 Cycle Q Clear(g_c), s 0.0 10.1 7.1 5.5 4.1 0.0 5.2 0.0 8.6 Prop In Lane 0.00 1.00 1.00 0.00 1.00 1.00 Lane Grp Cap(c), vehlh 0 618 882 483 1045 0 388 0 560 VIC Ratio(X) 0.00 0.67 0.42 0.64 0.27 0.00 0.50 0.00 0.56 Avail Cap(c_a), veh/h 0 1222 1398 720 1890 0 654 0 793 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 0.00 1.00 1.00 1.00 1.00 0.00 1.00 0.00 1.00 Uniform Delay (d), s/veh 0.0 14.8 6.5 9.8 5.4 0.0 17.6 0.0 12.9 Incr Delay (d2), slveh 0.0 1.8 0.5 0.5 0.2 0.0 1.0 0.0 0.9 Initial Q Delay(d3),slveh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/In 0.0 3.5 1.5 1.3 0.9 0.0 1.9 0.0 2.3 Unsig. Movement Delay, slveh LnGrp Delay(d),slveh 0.0 16.6 6.9 10.3 5.6 0.0 18.6 0.0 13.8 LnGrp LOS A B A B A A B A B Approach Vol, veh/h 785 594 506 Approach Delay, slveh 12.0 8.0 15.6 Approach LOS B A B Timer -Assigned Phs 4 _ 6 7 8 Phs Duration (G+Y+Rc), s 35.4 16.9 12.7 22.7 Change Period (Y+Rc), s 5.0 5.0 5.0 5.0 Max Green Setting (Gmax), s 55.0 20.0 15.0 35.0 Max Q Clear Time (g -c+11), s 6.1 10.6 7.5 12.1 Green Ext Time (p -c), s 2.5 1.3 0.3 5.6 Intersection Summary HCM 6th Ctrl Delay 11.7 HCM 6th LOS B Creighton Manning Engineering, LLP Synchro 10 Report EXam-Church.syn Page 1 HCM 6th Signalized Intersectior9 SLWe!B;tn9cvenue/Adirondac1k Trust Bank Drwy &Church Street 119-029, Allen Drive Apartments No -Build 2023�AM Peak t Movement - EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations 4 Traffic Volume (vehlh) 0 353 324 295 257 0 176 0 296 0 0 0 Future Volume (vehlh) 0 353 324 295 257 0 176 0 296 0 0 0 Initial Q (Qb), veh 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 Parking Bus, Adj 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 Adj Sat Flow, vehlhlln 1826 1826 1841 1781 1796 1796 1796 0 1767 Adj Flow Rate, vehlh 0 425 390 339 295 0 220 0 370 Peak Hour Factor 0.83 0.83 0.83 0.87 0.87 0.87 0.80 0.80 0.80 Percent Heavy Veh, % 5 5 4 8 7 7 7 0 9 Cap, vehlh 0 611 912 475 1037 0 429 0 610 Arrive On Green 0.00 0.33 0.33 0.16 0.58 0.00 0.25 0.00 0.25 Sat Flow, vehlh 0 1826 1560 1697 1796 0 1711 0 1497 Grp Volume(v), vehlh 0 425 390 339 295 0 220 0 370 Grp Sat Flows),vehlhlln 0 1826 1560 1697 1796 0 1711 0 1497 Q Serve(g_s), s 0.0 11.7 8.0 6.9 4.8 0.0 6.4 0.0 11.3 Cycle Q Clear(g_c), s 0.0 11.7 8.0 6.9 4.8 0.0 6.4 0.0 11.3 Prop to Lane 0.00 1.00 1.00 0.00 1.00 1.00 Lane Grp Cap(c), vehlh 0 611 912 475 1037 0 429 0 610 V/C Ratio(X) 0.00 0.70 0.43 0.71 0.28 0.00 0.51 0.00 0.61 Avail Cap(c_a), vehlh 0 1099 1330 646 1699 0 589 0 750 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(l) 0.00 1.00 1.00 1.00 1.00 0.00 1.00 0.00 1.00 Uniform Delay (d), slveh 0.0 16.8 6.7 11.2 6.2 0.0 18.7 0.0 13.6 Incr Delay (d2), slveh 0.0 2.0 0.5 1.2 0.2 0.0 1.0 0.0 1.0 Initial Q Delay(d3),slveh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 °toile BackOfQ(50%),vehlln 0.0 4.3 1.7 1.9 1.2 0.0 2.4 0.0 3.1 Unsig. Movement Delay, slveh LnGrp Delay(d),slveh 0.0 18.8 7.1 12.3 6.4 00 19.7 0.0 14.5 LnGrp LOS A B A B A A B A B Approach Vol, vehlh 815 634 590 Approach Delay, slveh 13.2 9.6 16.5 Approach LOS B A B Timer- Assigned Phs 4 6 7 8 Phs Duration (G+Y+Rc), s 38.6 19.6 14.1 24.4 Change Period (Y+Rc), s 5.0 5.0 5.0 5.0 Max Green Setting (Gmax), s 55.0 20.0 150 35.0 Max Q Clear Time (g_c+11), s 6.8 13.3 89 13.7 Green Ext Time (p -c), s 2.5 1.3 03 5.7 Intersection Summary HCM 6th Ctrl Delay 13.0 HCM 6th LOS B Creighton Manning Engineering, LLP Synchro 10 Report NBam-Church.syn Page 1 HCM 6th Signalized Intersectior9 SM *venue/Adirondack Trust Bank Drwy &Church Street 119-029, Allen Drive Apartments _ Build 2023_AM Peak ,A --v 4� t /00 \ep 4/ Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations 0 #T r 1697 1 0 1711 0 r Traffic Volume (vehlh) 0 374 340 295 264 0 182 0 296 0 0 0 Future Volume (vehlh) 0 374 340 295 264 0 182 0 296 0 0 0 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 Ped -Bike Adj(A_pbT) 1.00 634 1.00 1.00 1049 1.00 1.00 0 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1..00 1.00 1.00 1.00 Work Zone On Approach 0 No 1298 625 No 0 570 No 729 Adj Sat Flow, vehlhlln 1826 1826 1841 1781 1796 1796 1796 0 1767 Adj Flow Rate, vehlh 0 451 410 339 303 0 228 0 370 Peak Hour Factor 0.83 0.83 0.83 0.87 0.87 0.87 0.80 0.80 0.80 Percent Heavy Veh, % 5 5 4 8 7 7 7 0 9 Cap, vehlh 0 634 931 462 1049 0 427 0 604 Arrive On Green 0.00 0.35 0.35 0.15 0.58 0.00 0.25 0.00 0.25 Sat Flow. vehlh 0 1826 1560 1697 1796 0 1711 0 1497 Grp Volume(v), vehlh 0 451 410 339 303 0 228 0 370 Grp Sat Flow(s),vehlh/In 0 1826 1560 1697 1796 0 1711 0 1497 Q Serve(g_s), s 0.0 12.9 8.6 7.0 5.1 0.0 6.9 0.0 11.8 Cycle Q Clear(g_c), s 0.0 12.9 8.6 7.0 5.1 0.0 6.9 0.0 11.8 Prop In Lane 0.00 1.00 1.00 0.00 1.00 1.00 Lane Grp Cap(c), vehlh 0 634 931 462 1049 0 427 0 604 VIC Ratio(X) 0.00 0.71 0.44 0.73 0.29 0.00 0.53 0.00 0.61 Avail Cap(c_a), vehlh 0 1064 1298 625 1645 0 570 0 729 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 0.00 1.00 1.00 1.00 1.00 0.00 1.00 0.00 1.00 Uniform Delay (d), slveh 0.0 17.0 6.6 11.5 6.3 0.0 19.5 0.0 14.2 Incr Delay (d2), slveh 0.0 2.1 0.5 1.7 0.2 0.0 1.0 0.0 1.1 Initial Q Delay(d3),slveh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),vehlln 0.0 4.8 1.9 2.0 1.3 0.0 2.7 0.0 3.3 Unsig. Movement Delay, slveh LnGrp Delay(d),slveh 0.0 19.1 7.1 13.2 6.5 0.0 20.6 0.0 15.3 LnGrp LOS A B A B A A C A B Approach Vol, vehlh 861 642 598 Approach Delay, slveh 13.4 10.0 17.3 Approach LOS B B B Timer - Assigned Phs 4 6 7 8 Phs Duration (G+Y+Rc), s 40.1 20.0 14.2 25.8 Change Period (Y+Rc), s 5.0 5.0 5.0 5.0 Max Green Setting (Gmax), s 55.0 20.0 15.0 35.0 Max Q Clear Time (g_c+11 ), s 7.1 13.8 9.0 14.9 Green Ext Time (p -c), s 2.6 1.2 0.3 6.0 Intersection Summary HCM 6th Ctrl Delay 13.5 HCM 6th LOS B Creighton Manning Engineering, LLP Synchro 10 Report Beam-Church.syn Page 1 HCM 6th Signalized Intersectior9SLWesta9cvenue/Adirondack Trust Bank Drwy &Church Street 119-029, Allen Drive Apartments Existing 2019_PM Peak -- 4--- t .4/ Movement EBL EBT EBR �IlBL WBT WBR NBL NBT NB R SBL SBT SBR Lane Configurations 4 r 1 r Traffic Volume (vehlh) 5 300 211 312 383 16 331 0 357 0 0 0 Future Volume (vehlh) 5 300 211 312 383 16 331 0 357 0 0 0 Initial Q (Qb), veh 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 Parking Bus, Adj 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 Adj Sat Flog, veh/h/ln 1885 1885 1826 1841 1841 1841 1870 0 1856 Adj Flow Rate, veh/h 6 353 248 339 416 17 356 0 384 Peak Hour Factor 0.85 0.85 0.85 0.92 0.92 0.92 0.93 0.93 0.93 Percent Heavy Veh, % 1 1 5 4 4 4 2 0 3 Cap, vehlh 74 551 838 534 979 40 441 0 649 Arrive On Green 0.29 0.29 0.29 0.17 0.56 0.56 0.25 0.00 0.25 Sat Flow, vehlh 8 1869 1545 1753 1756 72 1781 0 1572 Grp Volume(v), veh/h 359 0 248 339 0 433 356 0 384 Grp Sat Flow(s),vehlh/ln 1877 0 1545 1753 0 1828 1781 0 1572 Q Serve(g_s), s 0.0 0.0 4.5 6.2 0.0 7.0 9.6 0.0 9.7 Cycle Q Clear(g_c), s 8.5 0.0 4.5 6.2 0.0 7.0 9.6 0.0 9.7 Prop In Lane 0.02 1.00 1.00 0.04 1.00 1.00 Lane Grp Cap(c), veh/h 625 0 838 534 0 1019 441 0 649 VIC Ratio(X) 0.57 0.00 0.30 0.64 0.00 0.42 0.81 0.00 0.59 Avail Cap(c_a), vehlh 1344 0 1437 928 0 2139 521 0 720 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(l) 1.00 0.00 1.00 1.00 0.00 1.00 1.00 0.00 1.00 Uniform Delay (d), slveh 15.8 0.0 6.4 9.8 0.0 6.6 18.1 0.0 11.7 Incr Delay (d2), s/veh 1.2 0.0 0.3 0.5 0.0 0.4 7.9 0.0 1.1 Initial Q Delay(d3),slveh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),vehlln 3.1 0.0 0.9 1.6 0.0 1.7 4.4 0.0 2.6 Unsig. Movement Delay, slveh LnGrp Delay(d),slveh 16.9 0.0 6.7 10.3 0.0 7.0 26.1 0.0 12.8 LnGrp LOS B A A B A A C A B Approach Vol, vehth 607 772 740 Approach Delay, s/veh 12.7 8.4 19.2 Approach LOS B A B Timer - Assigned Phs 4 6 7 8 Phs Duration (G+Y+Rc), s 33.6 17.7 13.5 20.1 Change Period (Y+Rc), s 5.0 5.0 5.0 5.0 Max Green Setting (Gmax), s 60.0 15.0 20.0 35.0 Max Q Clear Time (g_c+11), s 9.0 11.7 8.2 10.5 Green Ext Time (p -c), s 4.1 1.0 0.4 4.3 Intersection Summary HCM 6th Ctrl Delay 13.4 HCM 6th LOS B Creighton Manning Engineering, LLP Synchro 10 Report EXpm-Church.syn Page 1 HCM 6th Signalized Intersectior9 SL1Jbfesin9cvenue/Adirondack Trust Bank Drwy &Church Street 119-029, Allen Drive Apartments No -Buil 2023 with Timing Improvements -PM Peak .,A -*V 'r 4--- 4,'. 4� /00 \0. -V Movement'10111W.... EBL EBT EBR wBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations 1877 4 r 1753 1 1828 1781 0 r Traffic Volume (veh/h) 5 318 273 435 402 16 391 0 466 0 0 0 Future Volume (vehlh) 5 318 273 435 402 16 391 0 466 0 0 0 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 Ped -Bike Adj(A_pbT) 1.00 0 1.00 1.00 0 1.00 1.00 0 1.00 Parking Bus, Adj 1.04 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach 1038 No 1249 580 No 1512 536 No 801 Adj Sat Flow, vehlhlln 1885 1885 1826 1841 1841 1841 1870 0 1856 Adj Flow Rate, vehlh 6 374 321 473 437 17 420 0 501 Peak Hour Factor 0.85 0.85 0.85 0.92 0.92 0.92 0.93 0.93 0.93 Percent Heavy Veh, % 1 1 5 4 4 4 2 0 3 Cap, vehlh 57 532 875 550 1000 39 502 0 770 Arrive On Green 0.28 0.28 0.28 0.21 0.57 0.57 0.28 0.00 0.28 Sat Flow, vehlh 8 1869 1545 1753 1760 68 1781 0 1572 Grp Volume(v), vehlh 380 0 321 473 0 454 420 0 501 Grp Sat Flows),vehlhlln 1877 0 1545 1753 0 1828 1781 0 1572 Q Serve(g_s), s 0.0 0.0 7.6 11.7 0.0 9.5 14.7 0.0 15.9 Cycle Q Clear(g_c), s 12.0 0.0 7.6 11.7 0.0 9.5 14.7 0.0 15.9 Prop In Lane 0.02 1.00 1.00 0.04 1.00 1.00 Lane Grp Cap(c), vehlh 589 0 875 550 0 1039 502 0 770 V1C Ratio(X) 0.65 0.00 0.37 0.86 0.00 0.44 0.84 0.00 0.65 Avail Cap(c_a), vehlh 1038 0 1249 580 0 1512 536 0 801 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(l) 1.00 0.00 1.00 1.00 0.00 1.00 1.00 0.00 1.00 Uniform Delay (d), slveh 21.3 0.0 7.9 13.1 0.0 8.3 22.5 0.0 12.7 Incr Delay (d2), slveh 1.7 0.0 0.4 11.2 0.0 0.4 10.7 0.0 1.8 Initial Q Delay(d3),slveh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%), vehll n 4.9 0.0 1.9 5.1 0.0 2.8 7.2 0.0 4.7 Unsig. Movement Delay, slveh LnGrp Delay(d),slveh 23.0 0.0 8.3 24.3 0.0 8.7 33.1 0.0 14.5 LnGrp LOS C A A C A A C_ A B Approach Vol, vehlh 701 927 921 Approach Delay, slveh 16.3 16.7 23.0 Approach LOS B B C Timer -Assigned Phs 4 6 7 8 Phs Duration (G+Y+Rc), s 42.8 23.7 18.9 23.9 Change Period (Y+Rc), s 5.0 5.0 5.0 5.0 Max Green Setting (Gmax), s 55.0 20.0 15.0 35.0 Max Q Clear Time (g_c+11 ), s 11.5 17.9 13.7 14.0 Green Ext Time (p -c), s 4.3 0.9 0.1 4.8 Intersection Summa HCM 6th Ctrl Delay 18.8 HCM 6th LOS B Creighton Manning Engineering, LLP Synchro 10 Report NBpm-Church-with mitigation.syn Page 1 HCM 6th Signalized Intersectior9 SMesl4venue/Adirondack Trust Bank Drwy &Church Street 119-029, Allen Drive Apartments No -Build 2023 with Timing Improvements -PM Peak '# --V 'r 4--- 4'... 4,\ IAp 4/ Movement EBL a EBT1 EBR WBL wBT WBR Jj NBLM NBT NBR SBL SBT SBR Lane Configurations 1877 4 r 1753 1 1829 1781 0 r Traffic Volume (vehlh) 5 333 284 435 425 16 409 0 466 0 0 0 Future Volume (vehlh) 5 333 284 435 425 16 409 0 466 0 0 0 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 Ped -Bike Adj(A_pbT) 1.00 0 1.00 1.40 0 1.00 1.00 0 1.00 Parking Bus, Adj 1.00 1.00 1.40 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach 1016 No 1230 568 No 1481 524 No 786 Adj Sat Flow, vehlhlln 1885 1885 1826 1841 1841 1841 1870 0 1856 Adj Flow Rate, vehlh 6 392 334 473 462 17 440 0 501 Peak Hour Factor 0.85 0.85 0.85 0.92 0.92 0.92 0.93 0.93 0.93 Percent Heavy Veh, % 1 1 5 4 4 4 2 0 3 Cap, vehlh 56 549 887 541 1010 37 499 0 764 Arrive On Green 0.29 0.29 0.29 0.21 0.57 0.57 0.28 0.00 0.28 Sat Flow, vehlh 8 1870 1545 1753 1764 65 1781 0 1572 Grp Volume(v), veh/h 398 0 334 473 0 479 440 0 501 Grp Sat Flow(s),vehlhlln 1877 0 1545 1753 0 1829 1781 0 1572 Q Serve(g_s), s 0.0 00 8.0 11.8 0.0 10.3 16.0 0.0 16.3 Cycle Q Clear(g_c), s 12.8 0.0 8.0 11.8 0.0 10.3 16.0 0.0 16.3 Prop In Lane 0.02 1.00 1.00 0.04 1.00 1.00 Lane Grp Cap(c), vehlh 605 0 887 541 0 1047 499 0 764 VIC Ratio(X) 0.66 0.00 0.38 0.87 0.00 0.46 0.88 0.00 0.66 Avail Cap(c_a), vehlh 1016 0 1230 568 0 1481 524 0 786 HCM Platoon Ratio 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 1.00 Uniform Delay (d), s/veh 21.5 0.0 7.9 13.3 0.0 8.4 23.4 0.0 13.2 Incr Delay (d2), slveh 1.7 0.0 0.4 13.0 0.0 0.4 15.5 0.0 1.9 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 °/vile BackOfQ(50%),veh/In 5.2 0.0 2.0 5.4 0.0 3.0 8.4 0.0 4.9 Unsig. Movement Delay, s/veh LnGrp Delay(d),slveh 23.2 0.0 8.3 26.4 0.0 8.9 38.9 0.0 15.1 LnGrp LOS C A A C A A D A B Approach Vol, veh/h 732 952 941 Approach Delay, s/veh 16.4 17.6 26.2 Approach LOS B B C Timer -Assigned Phs 4 6 7 8 Phs Duration (G+Y+Rc), s 43.9 24.0 19.0 24.9 Change Period (Y+Rc), s 5.0 5.0 5.0 5.0 Max Green Setting (Gmax), s 55.0 20.0 15.0 35.0 Max Q Clear Time (g -c+11), s 12.3 18.3 13.8 14.8 Green Ext Time (p -c), s 4.6 0.7 0.1 5.0 Intersection Summary HCM 6th Ctrl Delay 20.3 HCM 6th LOS C Creighton Manning Engineering, LLP Synchro 10 Report BUpm-Church-with mitigation -syn Page 1 Attachment C HCM 6th TWSC 1: Allen Drive/Sunnyside Garden Driveway & NY Route 9N 119-029, Allen Drive Apartments Build 2023 - Phase 2 - 2 NB Lanes -AM Peak Intersection Int Delay, slveh 1.5 Major2 Minorl - 173 HCM Lane VIC Ratio 0.104 Minor2 0.006 - - 0.026 - Conflicting Flow All 371 0 0 912 0 0 1333 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Stage 2 - - - - - - 410 409 - 953 1� - Critical Hdwy 4.1 - Traffic Vol, vehlh 6 751 6 16 307 1 11 0 50 2 0 2 Future Vol, vehlh 6 751 6 16 307 1 11 0 50 2 0 2 Conflicting Peds, #lhr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - - None - - None - - None - - None Storage Length - - - - _ 0 - - - - - Veh in Median Storage, # 0 - - 0 99 - 0 - - 0 - Grade, % - 0 - - -5 - - 0 - - 0 - Peak Hour Factor 83 83 83 83 83 83 83 83 83 83 83 83 Heavy Vehicles, % 0 3 50 0 11 0 0 0 9 0 0 0 Mvmt Flow 7 905 7 19 370 1 13 0 60 2 0 2 Major/Minor Majorl Major2 Minorl - 173 HCM Lane VIC Ratio 0.104 Minor2 0.006 - - 0.026 - Conflicting Flow All 371 0 0 912 0 0 1333 1332 909 1362 1335 371 Stage 1 - - - - - - 923 923 - 409 409 - Stage 2 - - - - - - 410 409 - 953 926 - Critical Hdwy 4.1 - - 4.1 - - 7.1 6.5 6.29 7.1 6.5 6.2 Critical Hdwy Stg 1 - - - - - - 6.1 5.5 - 6.1 5.5 - Critical Hdwy Stg 2 - - - - - - 6.1 5.5 - 6.1 5.5 - Follow-up Hdwy 2.2 - - 2.2 - 3.5 4 3.381 3.5 4 3.3 Pot Cap -1 Maneuver 1199 - - 755 - - 132 156 323 126 155 679 Stage 1 - - - - 326 351 - 623 600 - Stage 2 - - - - - - 623 600 - 314 350 - Platoon blocked, % - - - - Mov Cap -1 Maneuver 1199 - - 755 - - 127 149 323 99 148 679 Mov Cap -2 Maneuver - - - - 127 149 - 99 148 - Stage 1 - - - - 322 347 - 616 581 - Stage 2 - 601 581 - 252 346 - JIL AMC _j Approach EB WB NB SB HCM Control Delay, s 0.1 0.5 21.9 26.4 HCM LOS C D Minor LanelMaior Mvmt NBLn1 NBLn2 EBL EBT EBR WBL WBT WBR SBLn1 Capacity (vehlh) 127 323 1199 - - 755 - - 173 HCM Lane VIC Ratio 0.104 0.187 0.006 - - 0.026 - - 0.028 HCM Control Delay (s) 36.6 18.7 8 0 - 9.9 0 - 26.4 HCM Lane LOS E C A A - A A - D HCM 95th %tile Q(veh) 0.3 0.7 0 - - 0.1 - - 0.1 Creighton Manning Engineering, LLP Synchro 10 Report BUamP2 - 2 NB Lanes.syn Page 1 HCM 5th TWSC 1: Allen Drive/Sunnyside Garden Driveway & NY Route 9N 119-029, Allen Drive Apartments Build 2023 - Phase 2 - 2 NB Lanes PM Peak Intersection Int Delay, slveh 1.2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Majorl Major2 Minorl - 178 *T+ Minor2 0.078 - - T Conflicting Flow All 859 0 0 500 0 0 1467 Traffic Vol, vehlh 0 441 14 51 780 2 9 0 41 3 0 6 Future Vol, vehlh 0 441 14 51 780 2 9 0 41 3 0 6 Conflicting Peds, #lhr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - - None - - None - - None - - None Storage Length - - - - - - 0 - - - - - Veh in Median Storage, # - 0 - - 0 - - 0 Platoon blocked, % - 0 - Grade, % - 0 - - -5 - - 0 - - 0 - Peak Hour Factor 91 91 91 91 91 91 91 91 91 91 91 91 Heavy Vehicles, % 0 3 0 0 1 0 0 0 0 0 0 0 Mvmt Flow 0 485 15 56 857 2 10 0 45 3 0 7 MajorlMinor Majorl Major2 Minorl - 178 HCM Lane VIC Ratio Minor2 0.078 - - - 0.052 - Conflicting Flow All 859 0 0 500 0 0 1467 11464 493 1485 1470 858 Stage 1 - - - - - 493 493 - 970 970 - Stage 2 - - - - - - 974 971 - 515 500 - Critical Hdwy 4.1 - 4.1 - - 7.1 6.5 6.2 7.1 6.5 6.2 Critical Hdwy Stg 1 - - - - - - 6.1 5.5 - 6.1 5.5 - Critical Hdwy Stg 2 - - - - 6.1 5.5 - 6.1 5.5 - Follow-up Hdwy 2.2 - - 2.2 - - 3.5 4 3.3 3.5 4 3.3 Pot Cap -1 Maneuver 791 - - 1075 - - 107 130 580 104 129 359 Stage 1 - - - - - - 562 550 - 307 334 - Stage 2 - - - - - - 305 334 - 546 546 - Platoon blocked, % - - - - Mov Cap -1 Maneuver 791 - - 1075 - - 97 117 580 89 116 359 Mov Cap -2 Maneuver - - - - - 97 117 - 89 116 - Stage 1 - - - - 562 550 - 307 301 - Stage 2 - - - - - - 269 301 - 504 546 - Approach EB WB NB SB HCM Control Delay, s 0 0.5 17.9 26.4 HCM LOS C D Minor Lane/Maior Mvmt NBLn1 NBLn2 EBL EBT EBR WBL wBT wBR SBLn1 Capacity (vehlh) 97 580 791 - - 1075 - - 178 HCM Lane VIC Ratio 0.102 0.078 - - - 0.052 - - 0.056 HCM Control Delay (s) 46.3 11.7 0 - - 8.5 0 - 26.4 HCM Lane LOS E B A - - A A - D HCM 95th %tile Q(veh) 0.3 0.3 0 - - 0.2 - - 0.2 Creighton Manning Engineering, LLP Synchro 10 Report BUpmP2 - 2 NB Lanes -syn Page 1