HomeMy WebLinkAbout20190187 Allen Drive Apts Traffic Comments 5-9-19 ENGINEERS 4i _
PLANNERS May 9, 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 received at
the April 18, 2019 City of Saratoga Springs Planning Board meeting. Below is a summary of the
comments and our responses.
Comment#1:How will the Washington Street/Kirby Road/Pine Street intersection operate if more
traffic than anticipated uses this intersection to access the site?
Response: It will operate well (LOS A/B). An assessment of the Washington Street/Kirby
Road/Pine Road intersection was conducted to determine if this location can accommodate
additional traffic from the proposed residential development. This is a four way intersection
operating under an actuated traffic signal with single lanes provided on each approach for
shared travel movements.Turning movement counts were conducted on Wednesday May 1,
2019 during the morning peak period from 7:00 to 9:00 a.m. and on Tuesday, April 30, 2019
during the afternoon peak period from 4:00 to 6:00 p.m. which coincide with peak operating
conditions of the site and adjacent street traffic. The existing through traffic volumes on
Washington Street were increased by a factor of 1.062 based on seasonal variation factors
provided by the City of Saratoga Springs to estimate June conditions. The adjusted traffic
volumes for the AM and PM peak hours shown on Figure 1-1 provide base year 2019
conditions and form the basis for all traffic forecasts. The raw turning movement count data
is included under Attachment A.The existing traffic volumes were increased similar to the AM
and PM peak hour volumes to reflect future 2023 No-Build conditions (Figure 1-2). The
original traffic assessment assumed a worst-case scenario where the majority of traffic used
Church Street to access the site and that only approximately ten percent of site generated
traffic would travel to and from the southwest toward the Washington Street/Kirby
Road/Pine Road intersection. In order to provide a worst-case assessment, 100 percent of
traffic was assigned to this signalized intersection to determine if adequate capacity would be
provided. Site generated trips were assigned to the study area intersection. The trip
distribution percentages are shown on Figure 1-3 while the trip assignment is shown on Figure
1-4. The peak hour site-generated trips were added to the 2023 No-Build traffic volumes
resulting in the 2023 Build traffic volumes shown on Figure 1-5.The Washington Street/Kirby
Road/Pine Road intersection evaluation summary provided in Table 1 uses Synchro 10
methodologies which is consistent with the original Traffic Assessment. The detailed level of
service analyses are included under Attachment B.
2 Winners Circle
Albany,NY 12205
518.446 0396(p)
518.446.0397 (f)
wrw.cmeIIp.corn
Mr.Donald Fix
May 9,2019
Page 2 of 2
Table 1-Sensitivity Level of Service Summary
AM Peak Hour PM Peak Hour
0
Intersection c 2019 2023 Build 2019 2023 Build
Existing No-Build 2023 Existing No-Build 2023
Washington Street/
Kirby Road/Pine Road
Washington Street EB LTR A(8.9) A(8.9) A(9.1) A(7.5) A(7.6) A(7.8)
Washington Street WB LTR A(6.7) A(6.7) A(6.9) A(8.6) A(8.7) A(9.1)
Pine Road NB LTR B(11.2) B(11.4) B(11.6) B(11.1) B(11.5) B(12.1)
Kirby Road SB LTR B(12.1) B(12.4) B(13.2) B(11.9) B(12.3) B(13.1)
Overall A(9.1) A(9.1) A(9.6) A(8.8) A(8.9) A(9.5)
S=Signalized 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 intersection will operate adequately (LOS B or
better) during the AM and PM peak hours after full build-out of the proposed development even
if all site generated traffic used this intersection to access the site. No mitigation is recommended.
Comment#2: Is there an accident issue on Church Street(NY Route 9N) that would allow the City
of Saratoga Springs to request a reduced speed limit from the New York State Department of
Transportation (NYSDOT)?
Response: Crash data alone is not used to determine speed limits. A review of the accident
data indicates that collisions on Church Street were generally the result of driver
inattention/error with no distinctive pattern or cause other than driver inattention or
following too closely. An accident summary (write-up and TE-213 equivalent) is included
under Attachment C. A request for revised speed control can be submitted to:
Mark Pyskadlo, P.E.
Regional Traffic Engineer
NYSDOT- Region 1
50 Wolf Road
Albany, New York 12232
The Region should then initiate an investigation including existing speeds and conditions,then
prepare a response.
Please call our office if you have any questions or comments regarding the above analysis.
Respectfully submitted,
Creighton Manning Engineering, LLP
Mark Nadolny
Associate
N:\Projects\2019\119-029 NRP Group-Allen Dr Residential\Working\Traffic\Report\119029response to 20190418 PB comments 20190509.docx
•
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ALLEN DRIVE APARTMENTS
CITY OF SARATOGA SPRINGS, NEW YORK
PROJECT: 119-029 DATE: 5/2019 FIGURE: 1
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Attachment B
HCM 6th Signalized Intersection Summary 5: Pin Road/Kirby Road & Washington Street
119-029, Allen Drive Apartments Existing 2019_AM Peak
..46 _0, "elp te. 411- k. iii\ It is"' \* 4, 4/
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations 4+ 4. 4. 4.
Traffic Volume(veh/h) 17 441 22 14 191 .ili,10 20 30 15 45 102 12
Future Volume(veh/h) 17 441 22 14 191 10 20 30 15 45 102 12
Initial Q(Qb),veh 0 0 0 0 0 N 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 0.98 1.00 1.00
Parking Bus,Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No No
Adj Sat Flow,vehlh/ln 1826 1826 1826 1752 1752 1752 1899 1899 1899 1930 1930 1930
Adj Flow Rate, vehlh 18 479 24 15 208 11 22 33 16 49 111 13
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92
Percent Heavy Veh, % 5 5 5 10 10 10 5 5 5 3 3 3
Cap,vehlh 111 774 38 120 724 37 200 248 93 202 330 33
Arrive On Green 0.46 0.46 0.46 0.46 0.46 0.46 0.25 0.25 0.25 0.25 0.25 0.25
Sat Flow,vehlh 23 1691 83 37 1581 80 298 1003 378 315 1336 134
Grp Volume(v), vehlh 521 0 0 234 0 0 71 0 0 173 0 0
Grp Sat Flow(s),veh/h/In 1797 0 0 1698 0 0 1679 0 0 1786 0 0
0 Serve(g_s),s 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0 0 0.0
Cycle Q Clear(g_c),s 8.2 0.0 0.0 3.1 0.0 0.0 1.1 0.0 0.0 2.8 0.0 0.0
Prop In Lane 0.03 0.05 0.06 0.05 0.31 0.23 0.28 0.08
Lane Grp Cap(c),vehlh 922 0 0 880 0 0 541 0 0 565 0 0
WC Ratio(X) 0.56 0.00 0.00 0.27 0.00 0.00 0.13 0.00 0.00 0.31 0.00 0.00
Avail Cap(c_a), veh/h 2206 0 0 2056 0 0 1216 0 0 1296 0 0
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 0.00 0.00 1.00 0.00 0.00 1.00 0.00 0.00 1.00 0.00 0.00
Uniform Delay(d),slveh 7.7 0.0 0.0 6.3 0.0 0.0 11.0 0.0 0.0 11.6 0.0 0.0
Incr Delay(d2),s/veh 1.2 0.0 0.0 0.3 0.0 0.0 0.2 0.0 0.0 0.5 0.0 0.0
Initial Q Delay(d3),slveh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/In 1.8 0.0 0.0 0.6 0.0 0.0 0.4 0.0 0.0 1.0 0.0 0.0
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 8.9 0.0 0.0 6.7 0.0 0.0 11.2 0.0 0.0 12.1 0.0 0.0
LnGr• LOS A A A A A A B A A B A A
Approach Vol,vehlh 521 234 71 173
Approach Delay,slveh 8.9 6.7 11.2 12.1
Approach LOS A A B B
Timer-Assigned Phs 2 4 6 8
Phs Duration(G+Y+Rc),s 14.2 23.0 14.2 23.0
Change Period(Y+Rc),s 5.0 6.0 5.0 6.0
Max Green Setting(Gmax),s 25.0 44.0 25.0 44.0
Max 0 Clear Time(g_c+11),s 3.1 10.2 4.8 5.1
Green Ext Time(p_c),s 0.5 6.9 1.4 2.7
Intersection Summary _
HCM 6th Ctrl Delay 9.1
HCM 6th LOS A
Creighton Manning Engineering, LLP Synchro 10 Report
EXam-Kirby.syn Page 1
HCM 6th Signalized Intersection Summary 5: Pin Road/Kirby Road & Washington Street
119-029, Allen Drive Apartments No-Build 2023_AM Peak
..fr _pi. ''.1, c 4- 4... 4\ t i''' \* 4, 4/
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations 4, 4, 4, 4►
Traffic Volume(veh/h) 17 453 22 14 210 10 20 30 15 45 103 12
Future Volume(veh/h) 17 453 22 14 210 10 20 30 15 45 103 12
Initial Q(Qb),veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 0.98 1.00 1.00
Parking Bus,Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No No
Adj Sat Flow, vehlh/In 1826 1826 1826 1752 1752 1752 1899 1899 1899 1930 1930 1930
Adj Flow Rate, veh/h 18 492 24 15 228 11 22 33 16 49 112 13
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92
Percent Heavy Veh, % 5 5 5 10 10 10 5 5 5 3 3 3
Cap,vehlh 109 787 38 117 740 34 198 245 92 199 327 33
Arrive On Green 0.46 0.46 0.46 0.46 0.46 0.46 0.24 0.24 0.24 0.24 0.24 0.24
Sat Flow,veh/h 22 1694 81 34 1594 74 298 1003 378 315 1338 133
Grp Volume(v), veh/h 534 0 0 254 0 0 71 0 0 174 0 0
Grp Sat Flow(s),veh/hlln 1797 0 0 1701 0 0 1679 0 0 1786 0 0
Q Serve(g_s), s 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Cycle Q Clear(g_c),s 8.5 0.0 0.0 3.5 0.0 0.0 1.2 0.0 0.0 2.9 0.0 0.0
Prop In Lane 0.03 0.04 0.06 0.04 0.31 0.23 0.28 0.07
Lane Grp Cap(c),veh/h 933 0 0 891 0 0 535 0 0 559 0 0
WC Ratio(X) 0.57 0.00 0.00 0.29 0.00 0.00 0.13 0.00 0.00 0.31 0.00 0.00
Avail Cap(c_a),veh/h 2174 0 0 2033 0 0 1198 0 0 1277 0 0
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 0.00 0.00 1.00 0.00 0.00 1.00 0.00 0.00 1.00 0.00 0.00
Uniform Delay(d),slveh 7.7 0.0 0.0 6.3 0.0 0.0 11.2 0.0 0.0 11.9 0.0 0.0
lncr Delay 02),slveh 1.2 0.0 0.0 0.4 0.0 0.0 0.2 0.0 0.0 0.5 0.0 0.0
Initial Q Delay(d3),slveh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),vehlln 1.9 0.0 0.0 0.7 0.0 0.0 0.4 0.0 0.0 1.1 0.0 0.0
Unsig. Movement Delay,s/veh
LnGrp Delay(d),slveh 8.9 0.0 0.0 6.7 0.0 0.0 11.4 0.0 0.0 12.4 0.0 0.0
LnGr• LOS A A A A A A B A A B A A
Approach Vol,veh/h 534 254 71 174
Approach Delay,slveh 8.9 6.7 11.4 12.4
Approach LOS A A B B
Timer-Assigned Phs 2 4 6 8
Phs Duration (G+Y+Rc),s 14.2 23.6 14.2 23.6
Change Period(Y+Rc),s 5.0 6.0 5.0 6.0
Max Green Setting(Gmax),s 25.0 44.0 25.0 44.0
Max Q Clear Time(g_c+11),s 3.2 10.5 4.9 5.5
Green Ext Time(p_c),s 0.5 7.1 1.4 3.0
Intersection Summa
HCM 6th Ctrl Delay 9.1
HCM 6th LOS A
Creighton Manning Engineering, LLP Synchro 10 Report
NBam-Kirby.syn Page 1
HCM 6th Signalized Intersection Summary 5: Pin Road/Kirby Road & Washington Street
119-029, Allen Drive Apartments Build 2023 AM Peak
,A -k.-V jor 4N t /0 1* 4 V
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations + + + +
Traffic Volume(vehlh) 20 453 22 14 210 15 20 41 15 58 135 20
Future Volume(vehlh) 20 453 22 14 210 15 20 41 15 58 135 20
Initial Q(Qb),veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 0.98 1.00 1.00
Parking Bus,Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No No
Adj Sat Flow,vehlh/In 1826 1826 1826 1752 1752 1752 1899 1899 1899 1930 1930 1930
Adj Flow Rate,vehlh 22 492 24 15 228 16 22 45 16 63 147 22
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92
Percent Heavy Veh, % 5 5 5 10 10 10 5 5 5 3 3 3
Cap,vehlh 111 781 37 114 723 49 177 285 82 200 320 42
Arrive On Green 0.46 0.46 0.46 0.46 0.46 0.46 0.25 0.25 0.25 0.25 0.25 0.25
Sat Flow. vehlh 29 1683 80 33 1558 105 237 1139 329 324 1279 168
Grp Volume(v), vehlh 538 0 0 259 0 0 83 0 0 232 0 0
Grp Sat Flow(s),veh/h/In 1793 0 0 1696 0 0 1704 0 0 1772 0 0
Q Serve(g_s),s 0.0 00 0.0 0.0 0.0 0.0 0.0 0.0 0.0 1.2 0.0 0.0
Cycle Q Clear(g_c),s 8.7 0.0 0.0 3.6 0.0 0.0 1.4 0.0 0.0 4.2 0.0 0.0
Prop In Lane 0.04 0.04 0.06 0.06 0.27 0.19 0.27 0.09
Lane Grp Cap(c), veh/h 929 0 0 886 0 0 545 0 0 563 0 0
VIC Ratio(X) 0.58 0.00 0.00 0.29 0.00 0.00 0.15 0.00 0.00 0.41 0.00 0.00
Avail Cap(c_a), vehlh 2125 0 0 1989 0 0 1184 0 0 1246 0 0
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 0.00 0.00 1.00 0.00 0.00 1.00 0.00 0.00 1.00 0.00 0.00
Uniform Delay(d),slveh 7.9 0.0 0.0 6.5 0.0 0.0 11.3 0.0 0.0 12.3 0.0 0.0
Incr Delay(d2),s/veh 1.2 0.0 0.0 0.4 0.0 0.0 0.2 0.0 0.0 0.8 0.0 0.0
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),vehlln 2.0 0.0 0.0 0.8 0.0 0.0 0.5 0.0 0.0 1.5 0.0 0.0
Unsig. Movement Delay,slveh
LnGrp Delay(d),slveh 9.1 0.0 0.0 6.9 0.0 0.0 11.6 0.0 0.0 13.2 0.0 0.0
LnGrp LOS A A A A A A B A A B A A
Approach Vol,vehlh 538 259 83 232
Approach Delay,s/veh 9.1 6.9 11.6 13.2
Approach LOS A A B B
.Timer-Assigned Phs 2 4 6 8
Phs Duration(G+Y+Rc),s 14.7 23.9 14.7 23.9
Change Period(Y+Rc),s 5.0 6.0 5.0 6.0
Max Green Setting(Gmax),s 25.0 44.0 25.0 44.0
Max Q Clear Time(g_c+11),s 3.4 10.7 6.2 5.6
Green Ext Time(p-c),s 0.6 7.2 2.0 3.1
Intersection Summary
HCM 6th Ctrl Delay 9.6
HCM 6th LOS A
Creighton Manning Engineering, LLP Synchro 10 Report
BUam-Kirby.syn Page 1
HCM 6th Signalized Intersection Summary
5: Pin Road/Kirby Road &Washington Street
119-029, Allen Drive Apartments
Existing 2019_PM Peak
'A
-.1,
-%%V
jr
4N
t
W
Movement
EBL
EBT
EBR
WBL
WBT
W6R
NBL
NBT
NBR
SBL
SBT
SBR
Lane Configurations
*4
4+
41�
+
Traffic Volume (vehlh)
17
322
13
15
390
55
13
33
8
32
75
23
Future Volume (vehlh)
17
322
13
15
390
55
13
33
8
32
75
23
Initial Q (Qb), veh
0
0
0
0
0
0
0
0
0
0
0
0
Ped-Bike Adj(A_pbT)
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
Parking Bus, Adj
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
Work Zone On Approach
No
No
No
No
Adj Sat Flow, vehlhlln
1826
1826
1826
1841
1841
1841
1914
1914
1914
1930
1930
1930
Adj Flow Rate, vehlh
19
362
15
17
438
62
15
37
9
36
84
26
Peak Hour Factor
0.89
0.89
0.89
0.89
0.89
0.89
0.89
0.89
0.89
0.89
0.89
0.89
Percent Heavy Veh, %
5
5
5
4
4
4
4
4
4
3
3
3
Cap,vehlh
118
773
31
111
713
98
172
312
63
183
290
76
Arrive On Green
0.46
0.46
0.46
0.46
0.46
0.46
0.24
0.24
0.24
0.24
0.24
0.24
Sat Flow. vehlh
32
1680
67
21
1549
214
208
1302
261
252
1210
317
Grp Volume(v), vehlh
396
0
0
517
0
0
61
0
0
146
0
0
Grp Sat Flow(s),vehlhlln
1780
0
0
1784
0
0
1772
0
0
1778
0
0
Q Serve(g_s), s
0.0
0.0
0.0
0.0
00
0.0
0.0
0,0
0.0
0.0
0.0
0.0
Cycle Q Clear(g_c), s
5.5
0.0
0.0
8.0
0.0
0.0
0.9
0.0
0.0
2.4
0.0
0.0
Prop In Lane
0.05
0.04
0.03
0.12
0.25
0.15
0.25
0.18
Lane Grp Cap(c), vehlh
922
0
0
922
0
0
547
0
0
549
0
0
VIC Ratio(X)
0.43
0.00
0.00
0.56
0.00
0.00
0.11
0.00
0.00
0.27
0.00
0.00
Avail Cap(c_a), vehlh
2199
0
0
2221
0
0
1291
0
0
1308
0
0
HCM Platoon Ratio
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
Upstream Filter(I)
1.00
0.00
0.00
1.00
0.00
0.00
1.00
0.00
0.00
1.00
0.00
0.00
Uniform Delay (d), slveh
6.8
0.0
0.0
7.5
0.0
0.0
10.9
0.0
0.0
11.5
0.0
0.0
Incr Delay (d2), slveh
0.7
0.0
0.0
1.1
0.0
0.0
0.2
0.0
0.0
0.4
0.0
0.0
Initial Q Delay(d3),slveh
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
%ile BackOfQ(50%),vehlln
1.1
0.0
0.0
1.7
0.0
0.0
0.3
0.0
0.0
0.8
0.0
0.0
Unsig. Movement Delay, slveh
LnGrp Delay(d),slveh
7.5
0.0
0.0
8.6
0.0
0.0
11.1
0.0
0.0
11.9
0.0
0.0
LnGrp LOS
A
A
A
A
A
A
B
A
A
B
A
A
Approach Vol, vehlh
396
517
61
146
Approach Delay, slveh
7.5
8.6
11.1
11.9
Approach LOS
A
A
B
B
Timer -Assigned Phs
2
4
6
8
Phs Duration (G+Y+Rc), s
13.8
22.9
13.8
tjK=
22.9
Change Period (Y+Rc), s
5.0
6.0
5.0
60
Max Green Setting (Gmax), s
25.0
44.0
25.0
44.0
Max Q Clear Time (g-c+11), s
2.9
7.5
4.4
10.0
Green Ext Time (p-c), s
0.4
5.0
1.2 6.9
Intersection Summar
HCM 6th Ctrl Delay
8.8
HCM 6th LOS
A
Creighton Manning Engineering, LLP
Synchro 10 Report
EXpm-Kirby.syn
Page 1
HCM 5th Signalized Intersection Summary
5: Pin Road/Kirby Road & Washington Street
119-029, Allen Drive Apartments
No-Build 2023 PM Peak
.O
ON
4
t
Movement
EBL
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
Lane Configurations
41�
Traffic Volume (vehlh)
17
345
13
15
407
56
13
33
8
32
76
23
Future Volume (vehlh)
17
345
13
15
407
56
13
33
8
32
76
23
Initial Q (Qb), veh
0
0
0
0
0
0
0
0
0
0
0
0
Ped-Bike Adj(A_pbT)
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
Parking Bus, Adj
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
Work Zone On Approach
No
No
No
No
Adj Sat Flow, vehthlln
1826
1826
1826
1841
1841
1841
1914
1914
1914
1930
1930
1930
Adj Flow Rate, vehlh
19
388
15
17
457
63
15
37
9
36
85
26
Peak Hour Factor
0.89
0.89
0.89
0.89
0.89
0.89
0.89
0.89
0.89
0.89
0.89
0.89
Percent Heavy Veh, %
5
5
5
4
4
4
4
4
4
3
3
3
Cap, vehlh
114
795
30
109
732
99
169
307
62
179
286
74
Arrive On Green
0.47
0.47
0.47
0.47
0.47
0.47
0.24
0.24
0.24
0.24
0.24
0.24
Sat Flow, vehlh
30
1688
63
20
1555
209
209
1301
261
251
1213
315
Grp Volume(v), vehlh
422
0
0
537
0
0
61
0
0
147
0
0
Grp Sat Flows),vehlhtln
1781
0
0
1785
0
0
1771
0
0
1779
0
0
Q Serve(g-s), s
0.0
00
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Cycle Q Clear(g-c), s
6.0
00
0.0
8.4
0.0
0.0
1.0
0.0
0.0
2.4
0.0
0.0
Prop In Lane
0.05
0.04
0.03
0.12
0.25
0.15
0.24
0.18
Lane Grp Cap(c), vehlh
939
0
0
939
0
0
538
0
0
539
0
0
VIC Ratio(X)
0.45
0.00
0.00
0.57
0.00
0.00
0.11
0.00
0.00
0.27
0.00
0.00
Avail Cap(c-a), vehth
2152
0
0
2171
0
0
1261
0
0
1279
0
0
HCM Platoon Ratio
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
Upstream Filter(l)
1.00
0.00
0.00
1.00
0.00
0.00
1.00
0.00
0.00
1.00
0.00
0.00
Uniform Delay (d), slveh
6.8
0.0
0.0
7.5
0.0
0.0
11.3
0.0
0.0
11.9
0.0
0.0
Incr Delay (d2), slveh
0.7
0.0
0.0
1.2
0.0
0.0
0.2
0.0
0.0
0.5
0.0
0.0
Initial Q Delay(d3),slveh
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
%ile BackOfQ(50%),vehlin
1.3
0.0
0.0
1.8
0.0
0.0
0.3
0.0
0.0
0.9
0.0
0.0
Unsig. Movement Delay, slveh
LnGrp Delay(d),stveh
7.6
0.0
0.0
8.7
0.0
0.0
11.5
0.0
0.0
12.3
0.0
0.0
LnGrp LOS
A
A
A
A
A
A
B
A
A
B
A
A
Approach Vol, vehlh
422
537
61
147
Approach Delay, slveh
7.6
8.7
11.5
12.3
Approach LOS
A
A
B
B
Timer - Assigned Phs
2
4
6
_
8
Phs Duration (G+Y+Rc), s
13.9
23.7
13.9
23.7
Change Period (Y+Rc), s
5.0
6.0
5.0
6.0
Max Green Setting (Gmax), s
25.0
44.0
25.0
44.0
Max Q Clear Time (g-c+11), s
3.0
8.0
4.4
10.4
Green Ext Time (p-c), s
0.4
5.4
1.2
7.2
Intersection Summary
_
HCM 6th Ctrl Delay
8.9
HCM 6th LOS
A
Creighton Manning Engineering, LLP
Synchro 10 Report
NBpm-Kirby.syn
Page 1
HCM 6th Signalized Intersection Summary 5: Pin Road/Kirby Road &Washington Street
119-029, Allen Drive Apartments Build 2023 --PM Peak
t 4
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vehlh)
Future Volume (vehlh)
Initial Q (Qb), veh
Ped -Bike Adj(A-pbT)
Parking Bus, Adj
Work Zone On Approach
Adj Sat Flow, vehthlln
Adj Flow Rate, vehlh
Peak Hour Factor
Percent Heavy Veh, %
Cap, vehlh
Arrive On Green
Sat Flow, veh/h
Grp Volume(v), vehlh
4�
0
0
41�
0
26
345
13
15
407
70
26
345
13
15
407
70
0
0
0
0
0
0
1.00
0
1.00
1.00
00
1.00
1,00
1.00
1.00
1.00
1.00
1.00
0.0
No
0.0
Cycle Q Clear(g-c), s
No
0.0
1826
1826
1826
1841
1841
1841
29
388
15
17
457
79
0.89
0.89
0.89
0.89
0.89
0.89
5
5
5
4
4
4
122
782
29
104
715
121
0.48
0.48
0.48
0.48
0.48
0.48
51
1645
61
20
1504
254
Grp Volume(v), vehlh
432
0
0
553
0
13
68
8
41
98
29
13
68
8
41
98
29
0
0
0
0
0
0
1.00
0
1.00
1.00
00
1.00
1.00
1.06
1.06
1.00
1.00
1.00
0.0
No
0.0
Cycle Q Clear(g-c), s
No
0.0
1914
1914
1914
1930
1930
1930
15
76
9
46
110
33
0.89
0.89
0.89
0.89
0.89
0.89
4
4
4
3
3
3
134
377
40
178
291
75
0.24
0.24
0.24
0.24
0.24
0.24
118
1543
164
263
1192
308
Grp Volume(v), vehlh
432
0
0
553
0
0
100
0
0
189
0
0
Grp Sat Flows),vehlhlln
1756
0
0
1777
0
0
1825
0
0
1763
0
0
Q Serve(g-s), s
0.0
00
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Cycle Q Clear(g-c), s
6.4
0.0
0.0
9.2
0.0
0.0
1.7
0.0
0.0
3.3
00
0.0
Prop In Lane
0.07
0.03
0.03
0.14
0.15
0.09
0.24
0.17
Lane Grp Cap(c), vehlh
933
0
0
940
0
0
551
0
0
544
0
0
VIC Ratio(X)
0.46
0.00
0.00
0.59
0.00
0.00
0.18
0.00
0.00
0.35
0.00
0.00
Avail Cap(c_a), vehlh
2022
0
0
2069
0
0
1241
0
0
1213
0
0
HCM Platoon Ratio
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
Upstream Filter(l)
1.00
0.00
0.00
1.00
0.00
0.00
1.00
0.00
0.00
1.00
0.00
0.00
Uniform Delay (d), slveh
7.1
0.0
0.0
7.8
0.0
0.0
11.8
0.0
0.0
12.5
0.0
0.0
Incr Delay (d2), slveh
0.8
0.0
0.0
1.3
0.0
0.0
0.3
0.0
0.0
0.7
0.0
0.0
Initial Q Delay(d3),slveh
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
°Idle BackOfQ(50%),vehlln
1.4
0.0
0.0
2.0
0.0
0.0
0.6
0.0
0.0
1.2
0.0
0.0
Unsig. Movement Delay, slveh
LnGrp Delay(d),slveh
7.8
0.0
0.0
9.1
0.0
0.0
12.1
0.0
0.0
13.1
0.0
0.0
LnGrp LOS
A
A
A
A
A
A
B
A
A
B
A
A
Approach Vol, vehlh
432
553
100
189
Approach Delay, slveh
7.8
9.1
12.1
13.1
Approach LDS
A
A
B
B
Timer - Assigned Phs
2
-}�
4 -__
s�
6
8
Phs Duration (G+Y+Rc), s
14.6
24.6
14.6
24.6
Change Period (Y+Rc), s
5.0
6.0
5.0
6.0
Max Green Setting (Gmax), s
25.0
44.0
25.0
44.0
Max Q Clear Time (g -c+11), s
3.7
8.4
5.3
11.2
Green Ext Time (p -c), s
0.7
5.6
1.6
7.5
Intersection Summary
HCM 6th Ctrl Delay
9.5
HCM 6th LOS
A
Creighton Manning Engineering, LLP Synchro 10 Report
BUpm-Kirby.syn Page 1
Attachment C
Accident Summary
Accident data was requested from NYSDOT to determine accident trends along Church Street (NY
Route 9N). Accident summaries and details were provided by the NYSDOT Safety and Information
Management System for the latest three years of available data from the period between January
11 2016 and December 31, 2018. An accident analysis was performed in accordance with Highway
Design Manual Chapter 5 to quantify the number of accidents and identify any accident patterns
or concentrations. The predominant accident types are summarized in Table C-1.
Table C-1- Accident Summary
There were four total unsignalized intersection accidents at the Church Street/Allen
Drive/Sunnyside Gardens Driveway intersection. The accident rate for this location is 0.29
accidents per million entering vehicle (ACC/MEV). This rate is consistent with the statewide
accident rate for similar facilities, which is 0.29 ACC/MEV. No fatalities were reported in the last
three years at this location.
• The three accidents reported on Church Street between Care Lane and Allen Drive included a
collision with a deer (property damage), a collision with the guiderail (property damage), and
an injury accident with a fixed object due to a driver reacting to an uninvolved vehicle.
• All of the accidents reported in the past three years at the Church Street/Allen
Drive/Sunnyside Garden Driveway intersection were property damage only collisions. Two of
the four accidents reported involved rear -end collisions that occurred on the westbound
approach and on the northbound approach due to driver inattention and following too
closely. There was one collision with a deer and also a right-angle accident that did not have
any detailed information provided.
• The only property damage accident reported at the Church Street/Jaipur Lane intersection
was the result of a vehicle backing into a parking car near the intersection.
• The only property damage accident reported on the Church Street segment between Jaipur
Lane and Kirby Road was a collision with a utility pole during inclement weather when an
eastbound vehicle reacted to avoid an object in the road.
Collision
Collision Type
Severity
a,
Intersections and Segments on Church Street
B
a,
a,
°i0
E •�
O
W
0
E •-
U
a
O
~
a
�
oc
a m
tXO
o
.X
z
Church Street from Care Lane to Allen Drive
0
2 1
0
0
2
1 0
0
3
Church Street/Allen Drive/Sunnyside Garden Drwy
0
4 0
0
2
0
1 0
1
4
Allen Drive to Jaipur Lane
0
0 0
0
0
0
0 0
0
0
Church Street/Jaipur Lane
0
1 0
0
0
0
0 1
0
1
Church Street from Jaipur Lane to Kirby Road
0
1 0
0
0
1
0 0
0
1
Church Street/Kirby Road
0
2 1
0
2
0
0 0
1
3
Total
0 1 10 1 2 0
4 3 2 1 2
12
There were four total unsignalized intersection accidents at the Church Street/Allen
Drive/Sunnyside Gardens Driveway intersection. The accident rate for this location is 0.29
accidents per million entering vehicle (ACC/MEV). This rate is consistent with the statewide
accident rate for similar facilities, which is 0.29 ACC/MEV. No fatalities were reported in the last
three years at this location.
• The three accidents reported on Church Street between Care Lane and Allen Drive included a
collision with a deer (property damage), a collision with the guiderail (property damage), and
an injury accident with a fixed object due to a driver reacting to an uninvolved vehicle.
• All of the accidents reported in the past three years at the Church Street/Allen
Drive/Sunnyside Garden Driveway intersection were property damage only collisions. Two of
the four accidents reported involved rear -end collisions that occurred on the westbound
approach and on the northbound approach due to driver inattention and following too
closely. There was one collision with a deer and also a right-angle accident that did not have
any detailed information provided.
• The only property damage accident reported at the Church Street/Jaipur Lane intersection
was the result of a vehicle backing into a parking car near the intersection.
• The only property damage accident reported on the Church Street segment between Jaipur
Lane and Kirby Road was a collision with a utility pole during inclement weather when an
eastbound vehicle reacted to avoid an object in the road.
• All of the accidents reported in the past three years at the Church Street/Kirby Road
intersection were property damage only collisions. Two of the three accidents reported
involved rear -end collisions that occurred on the westbound approach due to following too
closely. There was one right-angle accident that occurred when a vehicle traveling westbound
attempted to make a left turn in front of an eastbound vehicle and failed to yield the right-of-
way.
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