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HomeMy WebLinkAboutZONE CHANGE TO DC NOV 9 ' 90 15: 52 FROM TOWN OF SOUTH WINDSOR PAGE . 002 - ioi N se. ,. TOWN OF SOUTH WINDSOR, CONNECTICUT PLANNING AND ZONING COMMISSION APPLICATION FORM tiaso�. o D d I� 3 Application No. : Date Received: 1i- ��- q� NOV1�ion/ ublic Hearing by: � -�3�-9, 1990 A Receipt No. : South ',Windsor APPLICANT: Buckland Hills Development Partnership Planning & Zoning Commission ADDRESS : 200 Central Street, Forestville, CT 0601ELEPHONE: 589-5323 OWNER OF RECORD ON LAND RECORDS: Same ADDRESS: Same COMPLETE LOCATION OF PROPERTY: midst side of 4uQk,1_an Rnarj li north of -the Manchester Town Line ZONE s - 3_0 NAME, ADDRESS, & TELEPHONE NUMBER OF PERSON TO WHOM INQUIRIES SHOULD BE DIRECTED: Pa Musumano Partner Buckland Hills Deve. Part. 200 Central Street Forestville, CT 06010 589-5323 CT 06106 Karl Fleischmann, Esq. 60 Washington St. , Hartford, TELEPHONE: 278-5500 THIS APPLICATION IS FOR : (Check one of the following) Designed-Commercial I . Zone Change to (Public Hearing required) , 2. Subdivision. 3. Open Space Subdivision (Public Hearing required) . 4. Resubdivision (Public Hearing required) . . 5. Special Exception to Article (Public Hearing Required) , b. Site Plan of Development. 7. Earth Filling [Section 101 end/oar Barth Removal [Section 9] (Public Hearing Required) . 8. General Plan of Development . 9. Regulation Amendment: Zoning Subdivision ' . _10. Other (explain in detail) : CONSULT PLANNING DEPARTMENT FOR FEE SCHEDULE. THIS APPLICATION MUST BE SIGNED B HE APPLICANT AND OWNER OF THE PROPE RI;Y AND SUBMITTED IN TRIPLICA H ALL MAPS AND DOCUMENTS REQUIRED ATTACHED CHECKLIST. i ADD11ca! bwn t r` BUCKLAND HILLS DEVELOPMENT PARTNERSHIP 1 . Application for a zone change to a Designed Commercial Zone and for a General Plan of Development for 31.35 acres of land located on the easterly side of Buckland Road, just north of the Manchester town line. 2. The land is currently zoned AA-30 residential which requires lots to be 30,000 sq ft and could realistically support approximately 15 houses. This land does however abut the Buckland mall which opened last year in Manchester. The creation of a Designed Commercial zone would allow for such uses as offices, retail sales and business/personal services. 3. One criteria for the establishment of a DC zone is that the parcel must contain a minimum of 30 acres. There is currently only one other parcel in Town which is zoned for DC, and that is the old Winchester Mall piece, more recently known as the Plaza at Buckland Hills. That parcel is located on the westerly side of Buckland Road, southerly of Smith Street, in fairly close proximity to this subject property. 4 . The future land use map in the Town Plan of Development does not indicate any proposed change for this area from residential. The Economic Development element of the Town Plan does have several goals which could be applicable to this proposal: (1) encourage. . .office development to promote high quality, diversified employment opportunities for South Windsor residents; (2) Plan and implement necessary infrastructure improvements in areas where commercial/industrial uses are particularly appropriate and desirable - in particular Buckland Road; (3) avoid strip commercial development with resultant numerous curb cuts . . .especially along. . .Buckland Road; (4) provide greater retail opportunities through encouragement of mall/design commercial areas. . . . One of the criteria enumerated in the DC regulations for establishment of a DC zone is the general character of the neighborhood. There currently exists a major commercial area just to the south of the townline in Manchester. There is also commercial development planned in Manchester along Pleasant Valley Road, as well as our own Design Commercial zone on the 80-acre Downeast Associates property between Smith and Buckland. 5. Along with the request for the zone change, the applicant has presented a general plan showing a proposal for the development of the site. The general plan consists of the following proposal to be developed in four phases: Village Center 82,500 sq ft approx 11 ac. Office Building Phase 52,500 sq ft approx 7 .25 ac. Country Inn Phase 60,000 sq ft approx 7 .75 ac. Banquet Facility 37,500 sq ft approx 6 .0 ac. The number of parking spaces proposed for these phases is 450 for the village center; 210 for the office buildings; 220 for the country inn; and 375 for the banquet facility. (This meets the parking requirements. ) Two of the parking areas are proposed to be a double level on a parking platform- the area near the offices and the area near the Country Inn. Approximately 10 .4% of the interior of the parking areas are proposed to be c1 landsca a The regulations require that 10% be landscaped. /W 'ee , 19P rS r�.P „�r vas S/Z - vi �CAP � a/- ,k . 7 . G The proposed amount of open space is approximately 17 .5 ac or 54 .7% of the site. The regulations require that 10% of the site be open space. B . The proposed building heights for the buildings range from 23 to 34 .5 ft. - 40 ft is allowed. 9 . There are regulated wetlands on the site. If the general plan is approved, the application will be subject to IWA/CC approval at the time of the site plan. 10. There is existing water in Buckland Road which will service the site. Connecticut Water Company has verified that there is adequate capacity to service the site. The applicant has indicated that it may be necessary for site booster pumps to adequately service the higher elevations of the site. 11 . Fire hydrants will be installed according to the Town's requirements and all of the buildings will have sprinklers . 12. The applicant is proposing to extend the existing sewer line from Smith Street, to the entrance of the site, and then up into the site. WPCA approval will be required for site plan and final sewer design. , applicant �`LS a "conceptual" approval �d di�r '�-� � _.�_� S __ ea _ ld cgs e Towif'Ip f Uture plans" o- imgro- m r v��� �� ary- sew%r-p&t star�i�nca ac' rPheed `a . SG� e ,� 1° . 7=-d -c 14 . Therd will be screened dumpsters on the site for the collection of solid wastes. The applicant states he will have more than one dumpster per building to allow for the separation of recyclable materials. 15 . The Designed Commercial zone requires the establishment of buffers in accordance with Section 5.4 of the Zoning Regulations . The plans show a 100 ft buffer on the north, east, and the part of the south side of the property which abuts the residential zone. A 100 ft buffer is required on the we�Mo of the site, however a ZBA variance application has been reduce the size of the buffer required along the front of the property and along the south side, which will abut an isolated piece of AA-30 zoned property. The plans show a typical cross section for the buffer at five years and at maturity. (16 . The landscaping proposed for the site includes a variety of deciduous trees, evergreen trees, flowering trees, evergreen shrubs and deciduous shrubs. The plan indicates that much of the original vegetation on the perimeter of the site in the buffer areas will be preserved. The plans also calls for enhancement of the wetlands areas. 17 . The Architecture and Design Review Board has reviewed the plans and have made the following comments: Overall, favorable review of the development. There is concern for adequate buffering from Buckland Road; concern for architectural continuity among all phases . The Board also commented that the banquet facility somewhat resembles a barn. The Board will review this development again at the site plan stage, when building plans are further developed. 18. The application will be required to obtain a STC certificate because it is a major traffic generator. All The applicant is trying to gain the right to access the property through the Buckland Hills Drive. Since that has not yet been accomplished, the developer is proposing to provide a signal at the site drive and Buckland Road. The phasing of the project will determine when the light will be necessary. In addition, the applicant is proposing to provide a deceleration lane in the north bound direction for a right hand turn into the site, and in the southbound direction there will be a left turn storage lane. Whether these lanes are will be needed and installed prior to the reconstruction of Buckland Road, will again depend on the phasing of the project. This would be further determilned at the site plan stage. The traffic engineer has indicated that this development would generate peak hour traffic as follows. Buckland Road during the two am peak hours will have an additional 216 vehicles entering from northbound direction and 145 cars turning left into the site from the southbound direction, with 119 cars leaving the site (71 heading southbound and 48 heading northbound. ) During the two pm peak hours, there will be 199 northbound vehicles and 132 southbound vehicles entering the site, and 359 cars leaving the site ( 144 heading northbound and 215 heading southbound. ) With signalization, this intersection will operate at a LOS B. The traffic study aslso acknowledges that the reconstructed 5- corners will operate at LOS E/F during peak hours in the futurre, which is why the Council is currently envolved in an effort to plan for a future means of bypassing 5-corners . This site's additional traffic will not change levels of service at 5-corners but will add 144 vehicles northbound through 5-corners during the p.m. peak hours and 66 vehicles southbound. Staff have requested that an assessment of vehicles using Clark Street and Deming Street as a bypass to 5-corners be conducted, as we are aware that a fairly large number of vehicles do exactly that during peak hours. The Town will be facilitating that by- pass maneuver with the reconstruction of Clark Street to Deming Street and elimination of the three=way stop. The intersection of Clark Street and Deming Street will be improved to a larger radius to provide a through movement between Clark Street and Deming Street. The applicant has indicated if the zone change is approved, a more detailed traffic study will be done using more current numbers for the intersection of Deming Street and Buckland Road. This intersection will operate at a LOS B in the am peak and at level C in the pm peak with the signalization of Buckland and Deming (which is proposed with the reconstruction of Buckland Road) . Without this signalization, the intersection will operate at levels E and F for the more difficult left- turning movements. The assumption in the traffic study is that Smith Street will be terminated with the reconstruction of Buckland Road. However, if Smith Street is not terminated prior to opening of this new facility, , the level of service for northbound left-turning vehicles onto Smith Street will drop from C to D. The level of service for vehicles using Smith Street will remain at their current levels, LOS D for traffic turning right and LOS E for vehicles turning left onto Buckland Road. There is approximately 300 feet between the centerline of Smith Street and the centerline of the new drive to this development. The traffic engineer evaluated the sight distances for the access drive (based on the proposed Buckland Road improvements and site evaluation) . The sight distance to the south will be 550 ft after the existing vegetation is removed, and 410 ft to the north (due to the vertical crest in the road) . The traffic engineer has indicated that these sight distances are adequate for speeds up to 45 mph. , however, the Local Traffic Authority has indicated a concern with sight lines both north and south due to a vertical curve to the north and brush/vegetation to the south. Once Buckland Road is improved, the sight distance will be 510 ft to the north. The Commission will have to consider the very real probability that Buckland Road widening will not be in place at the time of opening of this facility, even though the improvements are programmed to begin as soon as fall/winter 1991. It is our experience that State-funded projects tend to experience delays on a regular basis due to circumstances beyond our local control. You will need to weigh the traffic impacts on an unimproved Buckland Road for a period of time against the benefits which this project would provide, as well. as the existing traffic which development south of our border is generating with or without this subject project. 19 . PZone change criteria which this Commission has listed in the Design Commercial regulations are: (1) Conservation of property values; (2 ) the impact of traffic in the immediate neighborhood; (3) the general character of the neighborhood; (4) the general welfare of the Town; and (5) consistency with the objectives and principles of the Comprehensive Plan of Development. If this application is approved, the planning department requests that the A-2 survey be labelled a zone change map. R EVEDE ! AUG SU KARL FLEISCHMANN, P.C. S.WIABSQR PlAWNG QEM Attornev at Law IN 60 Washington Street Hartford Connecticut 06106 Telephone (203) 276-5500 fax (203) 278-5503 August 28, 1990 Ms. Marcia Banach Director of Planning Town of South Windsor 1540 Sullivan Avenue South Windsor, CT 06074 Dear Ms. Banach: I am writing on behalf of Buckland Hills Development Partnership, which is the owner of a 31.25 acre parcel of land fronting on Buckland Road and running alongside the Buckland Mall. Mr. Musumano has recently spoken to you about the General Plan of Development which he is in preparation for an application to rezone this property to a designed-commercial zone. Can you arrange for an informal meeting between the Planning& Zoning Commission and representatives of the owners of this property? We think it would be useful for all concerned that the General Plan be drawn up with Commission input and a September meeting would help in that effort. Very truly yours, Karl Fleischmann( -/La­e4 KF:kcl cc: Pat Musumano Ray Jefferson Gregory Montana vim a to _-Chief of Police - - = • ._ . .. - E � - E DPolice Services RE _ -- -SEP 25 1990 + September 24 1 0 =• $0:VINDSOR.µ PLANNING DEPT. .: _. - .... - -` - ., {_4_ -�,+.�:�y-•Y••'..L iS.yr-r:�:. _1 :rJ yet_,y:Eyo-tf�a,�••.ai,4�'�7(r`'.�. .. _ -- `- ` <- .._. _ .. - x_ - .. --1 r..r.y.._•__.•�,1�x._,yxw _'t.<_. _ ...-.w•-F,r�o_ Mr. Milton GSaw h - -_ - _ _�� °�-f ,---�. 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'.,4.!- -_'?� R •ter rr-� °:�Wg7a_• s'4..aaJ:r.d.!,;ayefdycr laf�s-iG�" r;4 !k, h' ti s.;.• ►` i°_ _: _ ,-. - , _ -- - _ .- ,. y�y`r..vv �._'�/'� ♦ t•�:.�` r •t. �� n�:i�`.�C4C Wi fS!•oL.a, -+•i'C�^iC - ..,,, s- .- - _. _• .• -� -_..�-� ,. a•rye+••;- 7"+: d'.�, ati4�'4�- }F!.• '��. If you have any contact - ��}� •�, ease "�:�:r�.��.��„�.,_�:,:�...�.: a•:�:•::.,� uestions 1 convenience . Y q � P ct�-me-at •-your� onv ence..��...- •.�•�:.,�:�,�:�.� �� `t.�r . 74 Very .truly yours, Gary K. Tyler -• � = � � -- ;-° _ v_'. -.__.- "_•-_ -,:-___�,�� ��•.��::�•.:_ _-^^��:- ;. •..t�. - .. Chief of Police ' - h: By: mil` ._ • • .;° - . Sergeant Thomas c. Hart #103 - 4 Traffic Services _ � _,,._ .�•.-�< ._ .< „�..:��..^...-�,.�..,F.�;�:..��.:.�:-._ . ... . ,.,,... : _ .. cc: M. Gantick - Director of Public Works M.; pannach ` Director,:,of Planning, file 151 Sand Hill R ad South Windsor, Conn cdcut 06074 (203) 644-2551, , North DEMING STREET September 13, 1990 South Windsor Police Sgt. T. Hart #103 • Traffic Services not to scale '• 0700/0900 - 1600/1800 -'_ am pm BUCKLAND ROO yam 137/ pm 1 - •am!_10/ pm 28 am 180 '17 jam ; am 7 /' pm 42 am 15 / pm 47 am 23 / m 22 jz- DEMING STRE T t • Pam, ( • w• t - a�o so �'� A o.O 1 • NORTH . - - Project /3a- /00 Study. ' Route(s). I Eft/NC SflJ^.�LA�JO �G, ADT• - System- File- - lG o Date- ' ` Run- UT I IL I Tlf F;tEF}OF;tT FOR DESIGNED COMMERCIAL ZONE DESIGNATION APPLICATION PREPARED FOR: E�LICI<LPhM13 H I ILLS BUCKLAND ROAD SOUTH WINDSOR, CT NOVEMBER 13, 1990 PREPARED BY: 1"lEEHf-bM 0=%E;SC3C I TES F}I,- CONSULTING ENGINEERS - SURVEYORS 387 NORTH MAIN STREET MANCHESTER, CT 203-643-2520 INTRODIJCT ION: This report is written in accordance with the requirements of Section 4. 12.5.f. , Proposed General System of Utilities for the Designed Commercial Zone. The purpose of this report is to indicate the proposed service to the site for the following utilities: water, sanitary sewer, storm drainage and fire- protection. In addition the projected impact to the town water supply, fire protection, and sewage treatment facilities will be discussed. WATER SERVICE: Presently a 12 inch ductile iron pipe runs in f ront 'of the property along Buckland Road. This water main was recently installed by the Connecticut Water Company to service future water supply needs in this section of South Windsor. Discussions with the water utility company approximately one year ago and also within the last month have indicated that connection to this water main for the projected uses and resulting water demand is acceptable. A copy of correspondence from the water utility is attached. This water utility has been designated by the Connecticut State Legislature to provide water supply to this part of South Windsor. Both domestic demand and fire flow will be obtained from the 12 inch water main. Adequate flow is anticipated from this main, however, pressure may have to be boosted with on site booster pumps in order to adequately serve the portions of the site at higher elevations. FIRE PROTECTION: Fire hydrants will be installed on site to the requirements of the Town of South Windsor. Sprinklers will be installed in all of the -buildings. STORM DRAINAGE: Storm drainage will be discharged generally in the fashion that the site presently drains. Stormwater presently discharges to the three wetland areas located on site, two of which drain to the north, one of which drains to the south. The western fringe of the property drains overland in a non-concentrated overland fashion to Buckland Road. A small portion of the eastern tip of the property drains overland to private property to the east. Page 1 The proposed development will increase the peak rates of stormwater flow due to the proposed impervious areas, ie. parking, roadway and roof tops. Where possible, such as in the parking area landscaped medians, storm drainage will be directed to allow for soil infiltration. Storm water which is not intercepted by these landscaped medians, will be collected by standard catch basins and piped to concrete stormwater management tanks. These tanks will serve to maintain the peak rate of runoff to at or below the pre-development rates of runoff. These tanks will also serve to mitigate water quality impacts by allowing for the settling of suspended soils through extended detention. These tanks will be located roughly as shown on the Utility/Grading plan. The use of the existing wetlands on site for stormwater management will be investigated during the site plan design phase. If it appears that these wetlands can provide stormwater management without causing their degredation, the number of proposed concrete storage tanks may be reduced. The wetlands may provide both stormwater peak flow reduction and water quality enhancement to a certain degree without reducing their overall health and value. Stormwater management basins would be proposed to receive stormwater discharges before discharging directly to the wetlands. In this fashion a large amount of the sediment load could be removed from the stormwater runoff before entering the wetlands. These basins would be formalized with earth berms and outlet control structures designed to store runoff temporarily and release at a gradual rate. The western fringe of the property which drains to Buckland Road will have drainage conveyed within a storm drainage system proposed within the access road. This system will consist of catch basins and storage tanks ultimately discharging to the proposed storm drainage system in Buckland Road. Buckland Road is under design for reconstruction by the Town which will include the installation of a storm drainage system discharging to a water course on Smith Street. Page 2 SANITARY SEWASE: Sanitary sewage flow will be discharged to the Town Sewage Treatment Plant. The sewage flow will be piped to an existing sanitary sewer main located on Smith Street. Due to the grade changes between the project site and the existing sewer main a pump station and a f orce main will have to be utilized. Attached are the profile of the proposed sewer route, a utility schematic and sewer flow calculations. Approximately 2600 feet of force main is proposed and 2200 feet of gravity sewer in order to connect to the existing 10 inch sewer main on Smith Street. This proposed connection has been discussed with the Town Public Works Department and in general this concept meets with their approval , (see attached correspondence) . Sewage on site will be collected with gravity flow sewers discharging to a pump station to be located on site. The sewage will then be pumped beyond the high point on site, where an air release valve will be installed, and then will flow in the force main to Buckland Road. The force main will be routed south on Buckland Road, and west on Smith Street to a high point. A gravity sewer main will then be routed from this high point west on Smith Street ultimately connecting to the existing 10 inch sanitary sewer main. The size of the force main within Buckland Road and Smith Street will be a minimum of 6 inches in diameter. SOLID WASTE DISPOSAL: Solid Waste will be collected on site within properly sized and properly located and screened dumpsters. These dumpsters will be emptied by a private trash hauling company on an as needed basis. This solid waste will be collected and disposed of in a manner which will be compatible with waste disposal requirements that will soon become law. This means that more than one dumpster per building will be provided in order to allow for source separation of recyclable materials: paper, glass, metals and putrescible waste. This waste will be taken to the appropriate recycling and disposal facility which is established for this area. IMPACT TO TOWN FACILITIES: It is not anticipated that any of the proposed utilities will have a significant impact on Town Facilities. The sewer and water uses have been approved in concept by the Town and the water utility respectively, (see attached correspondence) . Page 3 The storm drainage system will prevent the increase in peak rate of runoff from the proposed land use. The incorporation of infiltration areas where possible, within the landscaped parking medians for instance, will further reduce the peak rate of runoff and the increased volume of runoff from the site. Also the location of stormwater management basins within upland soil areas where possible will assure infiltration to a certain degree, further minimizing the runoff peaks. The fire protection requirements for the site will necessitate the services of the Town Fire Department. As with any development in Town, the Fire Department will be expected to provide services to these buildings if the need arises. The maximum height of these buildings will be less than 40 feet. The town currently allows buildings with a maximum height of 40 feet, therefore these buildings will not pose any fire fighting requirements beyond those which current zoning allows. Waste disposal will be undertaken by a private trash hauler in a manner which is in compliance with the anticipated waste disposal practices in effect at the time. The town will be impacted in as much as they will have to provide recycling facilities for all waste generators located within the community. C[NCLUS I ONS: This proposed land use can be accomodated by the existing utility system in the town of South Windsor and with no adverse future impacts to these systems. The only public improvement which will have to be undertaken for this project will be the installation of a sewer force main within Duckland Road and Smith Streets. This sewer main will be a town owned utility which can in the future provide sewer service to currently unsewered properties along Duckland Road and Smith Street. No capital outlays in the form of special equipment purchase or special services will have to be undertaken by the Town of South Windsor for this proposed land use. The proposed land use therefore appears compatible with the current ability of the Town of South Windsor to supply utility services. Page 4 THE CONNECTICUT WATER COMPANY k NORTHERN DIVISION: 25 NORTH ROAD US EAST WINDSOR, CONNECTICUT 06088-0100 TEL. 203.623.3354 A SUBSIDIARY OF CONNECTICUT WATER SERVICE, INC April 10, 1989 Mr. Philip W. Moreschi, P.E. M ehan Associates 387 North Main Street Manchester, CT 06040 RE: Musumano Property, Buckland Road, South Windsor Dear Mr. Moreschi: Thank you for your letter of March 23, 1989. As we discussed, The Connecticut Water Coml2anX has an engineered 12" water main and a construction contract o Fri5v-11cre trie MR soumn on BUCklana R6Ado 9mith Street. , !� The water main project on Deming Street and Buckland Road is part of Phase II of a water main extension agreement with the Town of South Windsor to provide water service to existing households with contaminated wells and for future area growth. This agreement is subject to the approval of the DPUC. Phase II was scheduled to be completed by June 30, 1989, but was delayed by the DPUC who have concerns regarding The Connecticut Water Company-'s shortfall on its revenue requirement associated with Phase II of this project. The DPUC has requested and we have submitted to them a plan that demonstrates how The Connecticut Water Company will be equitably reimbursed for its investment on this project. The reimbursement plan proposed would re ua an develo er or other party seeking a main extension directly or indirectly from this project to make an erns i tahl e cgotri hut�,, plus appropriate gross up for federal income tax, to The Connecticut Water Company for their share of Connecticut Water Company's cost in this project. Based on the total area that can potentially be served by this project, the contribution was proposed at approximately$710.00 per acre erved. We are awaiting the DPUC's response concerning the proposed reimbursement plan. In the event that the DPUC does not approve the plan or for some other reason does not approve Phase II of our contract with South Windsor, dev to ers requesting water service will be reau1Z9d to may efull cost of any extension required to serve them. A copy oil: 3ur retunaaBle advance main ex ension plan- and agreement form are attached. IV Mr. Philip W. Mor *chi,P.E. - 2 - April 10, 1989 It may be to your advantage to tell us as much as possible about your proposed project so we might report the expected revenues to the DPUC and hopefully show the DPUC that your project will help reduce our revenue shortfall on this project. Please call me, if you have any questions. I will keep you informed on the status of Phase II of the subject project. It would be most helpful if you would come in and show us your preliminary plans. Sincerely, i Robert P. Kulas Division Manager The Cgnnecticut Water Company RPK/sd attachment cc: W. F. Guillaume D. F. Lesnieski S. R. Melanson 4 Jim a44 r 71a O-P Saam ?(&Z� 1540 SULLIVAN AVENUE - SOUTH WINDSOR, CONN. 06074 R-ca� AREA CODE 203/644-2511 July 20 , 1980 Mr . Philip W. Moreschi Meehan Associates 387 North Main Street Manchester, CT 06040 RE: SEWAGE FLOW ESTIMATES - MUSUMANO PROPERTY - BUCKLAND ROAD Dear Mr . Moreschi : In reply to your letter of July 14, 1989 regarding the route for the sewer, both alternatives (north along Buckland or west along Smith Street) are technically feasible; however , each alternative presents a different set of circumstances that will require the engineer' s evaluation. Routing the sewer along Buckland will require a pump station; construction of a sewer down Smith Str t to Clark Street will require that a portion of this gravity sewer be installed cross-country. The engineer must decide which alternative is best for the developer, and then, submit the s 1 cted plan to Town staff for subsequent review and discussion. Ple&se feel free to centact this office if you have any questions. Very truly yours, C. F. Shaw Ass't. Director of Public Works CFS:bmr cc: Michael J. Gantick, Director of Public Works Jerry Iazzetta, Town Engineer MEEEIAN ASSOCIATES JOe 88 Z 7 Z P&o N/C 15 • Consulting Engineers _ Surveyors, P.C. SHEET NO. OF ' 387 North Mein Street CALCULATED BY— Manchester, CT 06040DATE (203) 643.2520 " CHECKED 6Y DATE SCALE • ........ .......... ... ............ ...... 3AN I TAR'Y BEWARE FLOWS ........................... ......... HOTEL: 175 ROOMS @ 2 PELF/ROOM @ 75 G/C/D. . . . . . . . . . .26250 GPD ......... HANQUETs 375 CARS @ 3 PEO/CAR @ 10 G/C/D. . . . . - - - - - . 11250 GPD .-.............. . OFFICES 55000 SF @ 1PER/150 SF @ 15 G/C/D. . . . . . . . . . .5500 GPD __.... VILLAGE CENTER __....... ........ RETAILS 70500 SF @ 0. 1 G/SF/D. . . . . . . . . . . . . . . . . . . . . . 7050 GPD _.. _.... ........ OFFICEm 4500 SF @ 1PER/150 SF @ 15 G/C/D. . . . - - - - - - - -450 GPD RESTAURANT: 200 PEO @ 4 MEALS/PEP @ 10 G/C/D. . . . . . .8000 GPD f ---------- . ..... TOTAL AVERAGE DAILY FLOW (ADF) . . . . . . . . . . . . . . . . . . . . . .58500 GPD 41 GPM _.......�... . PEAK FLOWS ADF X 6. . . . . . . . . . . . . . . . .0.351 MGD 244 GPM _...... .._.._...... ... �. .. ...... ...... ..... ...... ..... _.. j.. F I..... j.. ;.. 1. . .. .. ? j .�. . ... .......{..._. .... ...... .... ..� f. .. ... , j .. . t .... ..j....... .j , . . �..... ... ! I .... j ... . ' I ... ...... +.. .. .... ...�..... i. . ... .......... ................�... ..i . .....t.........� 6 ii � . ...i....... ..... ....... ...... I....... � ..... i...... . ... ...i.........�....... ...... . ...................... ----------------- . . ........ ......... ; ! ..... I I ... . I ..... ' ..... ' ...... + .. ...... ...... .......... i G(iA✓try SEW EA Fvdtlr' MA►AI SEWER . 2O0 - ENTPANCt AIR RCLIFF e POA0 VALVE z PUMP SrArtom. 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MEEHAN ASSOCIATES Joe_ =0.11n, P!? rs lnee SHEET NO. OF %Awl 3e7 North Main Street Manchester. CALCULATED MY DATE CT 06040 (2031643-2520 CHECKED Sr /0 vv r,..k DATE 9D SCALE ........ .. ..... . ...... ....... ...... .......... lb #9;e 4=—W 7& &CAp4AlA1,Ll ..).P .,­q.,'.*..jP........................................ .............. ......... 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P November 13 1990 South Windsor Town Plan and Zoning Commission 1540 Sullivan Avenue South Windsor, CT 06074 Re: General Plan of Development Submitted by Buckland Hills Development Partnership Gentlemen: This letter in intended as an accompanying document to the captioned General Plan of Development. Such accompanying documents are contemplated by Section 4.12.5 of the Zoning Regulations. The maps which constitute the central documents of the General Plan show land uses, buildings and square footage as required by paragraph (c) of Section 4.12.5. In seeking your approval of this General Plan, we wish to propose as an alternative to the development shown on the maps that the following be approved: If the applicant or its successors and assigns are able to obtain the right of access to its property from Buckland Hills Drive, then the applicant shall have the right to interchange the location of the Village Center with the location of the Banquet Facility as shown on the map. In framing the application for zone change to contain this alternative, the applicant is aware that site plan approval will be required in either event and that the Town PLan and Zoning Commi ss ion will have the authority to approve, disapprove or seek modifications in any proposed site plan pursuant to the Regulations. Very truly yours, Buckland Hills elopment Partnership By t� s o STATEMEUT OF ANTICIPATED COSTS AND REVENUES TO THE TOWN OF SOUM WINDSOR Of Buckland Hills Development Partnership Rezoning Sec. 4.12.5(k) Zoning Ordinance Revenues: The anticipated tax revenues to be derived by the Town are based upon the following estimate of the value of the construction which would be permitted on this property in a Designed-Commercial Zone. Description Square Feet Cost PSF 'lbtal Cost Village Center Phase 82,500 $100 $8,250,000 Office Building Phase 52,500 100 51250,000 Country Inn Phase 60,000 125 7,500,000 Banquet Facility Phase 37,500 100 3,750,000 Land 33 acres 200,000/acre 6,600,000 Total $31,350,000 Assessment at 70% $21,945,000 Estimated Mill Rate 38.7 Estimated Anticipated Annual Tax Revenues $849,272 Costs: Since this project will be commercial, there is no educational cost associated with it. The cost of fire and police protection will be either none or the marginal cost of minimum additional manpower and equipment. U B Q R � all Alk I/PLANNING Wilbur Cross Commons VM W Q \ I ENGINEERING 60 Connolly Parkway•Suite 14B AND DESIGN Hamden,Connecticut 06514 Q Cr IE S 1W Telephone:(203)288-4762 November 19, 1990 Mrs. Marsha Banach Director of Planning Town of South Windsor Town Hall South Windsor, CT 06074 RE: PRELIMINARY TRAFFIC ASSESSMENT PROPOSED COUNTRY INN, BANQUET FACILITY, VILLAGE CENTER AND OFFICE BUILDING BUCKLAND ROAD, NORTH OF BUCKLAND HILLS DRIVE DEVELOPER: BUCKLAND HILLS DEVELOPMENT PARTNERSHIP Dear Mrs. Banach: Enclosed please find three (3) copies of the subject traffic study as requested. Please let me know if you have any questions or if you require additional information regarding this matter. Best regards. Very truly yours, 'M" 6-1 1 � James G. Bubaris, P.E. Principal Bubaris Traffic Associates cc: Mr. Patsy Musumano Buckland Hills Development Partnership 200 Central Street Forestville, Connecticut 06010 Mr. Karl Fleischmann Attorney at Law 60 Washington Street Hartford, CT 06106 November 27, 1990 M E M O R A N D U M TO: Marcia A. Banach, Director of Plannin FROM: Jerry C. Iazzetta, Town Engineer RE: Buckland Hill Development Partnership - #90-72P General Plan of Development We have reviewed the drawings dated November 13, 1990 and preliminary traffic assessment dated November 19, 1990 for the proposed Buckland Hill Development Partnership proposal as a General Plan of Development and have the following comments: 1 . Sight distance at intersection of the new road with Buckland Road seems inadequate. 2 . The Preliminary Traffic Assessment makes a major assumption that Buckland Road will be widened and hence Smith Street cul-de-saced before this proposed development is utilized. In view of the unknown timing of Buckland Road improvements, we feel that the "existing street condition" alternative should also be investigated. To ignore existing problems at Smith Street when reviewing this proposal does not seem wise. 3 . The stormwater is shown connecting into a proposed storm system in Buckland Road. This system may not exist when this development is utilized. 4 . Stormwater management structures are shown under pavement areas . These should be placed in graded areas for ease of maintenance and replacement. 5 . Is it possible to provide a secondary access to this site via a connection to Buckland Hills Drive? JCl/jsv cc: Michael J. Gantick, Director of Public Works o � cco U -awn' O-P S-0� ?d&U&Ot 4 �v 1540 SULLIVAN AVENUE - SOUTH WINDSOR, CONN. 06074 f��soR•co�'` AREA CODE 203/644-2511 REGISTERED MAIL NovemebE=;r 29, 1990 Town Clerk Town of Manchester Town Hall 41 Center Street Manchester, CT 06040 re: P. A. 87-307 Dear Sir/Madam: In accordance with the captioned 1987 legislation concerning notification to municipalities regarding Planning & Zoning Commission applications that could affect the abutting town, we hereby notify you of the application of Buckland Hills Development Partnership for a Zone Change and General Plan of Development for a Designed Commercial Zone. This project is located on the easterly side of Buckland Road, northerly of the Manchester town line. The public hearing has been set for 1/08/91 . Interested persons are invited to attend or send written comment. If you have any questions, please feel free to contact the Planning Department at 644-2511 . Thank you. Very truly Yours, Marcia Banach '~`E Director of Planning `d% CP crc09 CAPITOL REGION COUNCIL OF'C� RNMENTS 221 MAIN STREET — HARTFORD, CT 06106 Tel. (203) 522-2217 0 o� EA�►MENTS ZONING EXXECUECU REFERRAL FORM S.HANSON S. DIRECTOR FOR: NOTIFICATION OF REFERRALS BY ZONING COMMISSIONS OF THE CAPITOL REGION FROM: ( ) Zoning Commission (X) Planning and Zoning Commission of Rmith Windgar ( ) City or Town Council (Municipality) (acting as Zoning Commission) TO: Capitol Region Council of Governments 11/29/90 Community Development Department 221 Main Street (date) Hartford,CT 06106 Pursuant to the provisions of Section 8-3(b)*of the General Statutes of Connecticut,as amended,the following proposed zone change is referred to the Capitol Region Council of Governments for comment: NAnjgig OF PROPOSED CHANCE ( X) Adoption of amendment of ZONING ( ) Adoption or amendment of ZONING REGU- MAP for any area within 500 feet LATIONS applying to any zone within 500 of another Capitol Region Munici- - feet of another Capitol Region Municipality. pality. Attach map showing proposed Attach copy of proposed change in regulations. change. THE CHANGE WAS ORIGINALLY REQUESTED: ( ) by municipal agency - (Specify) ( X) by petition PUBLIC HEARING ON SAID CHANGE IS SCHEDULED FOR: MATERIAL SUBMITTED HEREWITH: ( ) Public Notice ( ) Regulation Changes ( ) Other (Specify) ( X) Map of Change ( X) Supporting Statements (FOR USE BY CRCOG) Date postmarked (Authorized Signature) Date received Received by Title ,E i t'�u�tJ,�✓ File Number Address *(The Zoning Commission shall give written notice of its proposal to such Regional Planning Agency not later than thirty-five days before the Public Hearing to be held in relation thereto.) CRCOG 5/89 A VOLUNTARY COUNCIL OF GOVERNMENTS FORMED TO INITIATE AND IMPLEMENT REGIONAL PROGRAMS OF BENEFIT TO THE TOWNS AND THE REGION. �tawM at,`� y E' TWn �s ?d&UJ4J4'0t G V �(d 1540 SULLIVAN AVENUE . SOUTH WINDSOR. CONN. 06074 f�osoA•co�'� AREA CODE 203/644-2511 REGISTERED MAIL Novem ber 29, 1990 Town Clerk Town of Manchester Town Hall 41 Center Street Manchester, CT 06040 re: P. A. 87-307 Dear Sir/Madam: In accordance with the captioned 1987 legislation concerning notification to municipalities regarding Planning & Zoning Commission applications that could affect the abutting town, we hereby notify you of the application of Buckland Hills Development Partnership for a Zone Change and General Plan of Development for a Designed Commercial Zone. This project is located on the easterly side of Buckland Road, northerly of the Manchester town line. The public hearing has been set for 1/08/91 . Interested persons are invited to attend or send written comment. If you have any questions, please feel free to contact the Planning Department at 644-2511 . Thank you. Very truly Yours, Marcia Banach Director of Planning aE7 C r T-OWn 01 �• c � a 1540 SULLIVAN AVENUE • SOUTH WINDSOR. CONN. 06074 '1'OgpR,CpC� AREA CODE 203/644-2511 December 3, 1990 Buckland Hills Development Partnership 200 Central Street Forestville, CT 06010 ATTN: Patsy Musumano Re: Application #90-72P Buckland Hills Development Partnership Dear Mr. Musumano: Attached is a copy of comments from the Planning and Engineering Departments regarding the above-referenced application. Please make the necessary revisions to the plans and submit 7 complete sets to the Planning Department. If you have any questions regarding the comments or the procedure, please contact me. Very truly yours, Marcia A. Banach Director of Planning cc: Jerry Iazzetta, Town Engineer BIICICLAND HILLS DEVSLOPMEN'P PARTNERSHIP PLANNING DEPARTMENT COMMENTS Zone Change Request for zone change should be indicated on the A-2 survey map. General Comments 1 . Required and proposed General Requirements (4.12.4) should be shown in a Zoning Data block (i.e minimum area, required buffer, required open space areas) . 2. Proposed buffer area must be shown on the plot/topo plan and conform to Section 5.4. (a typical cross-section should be shown with the general plan) . 3. For ease of viewing the site in its entirety, we recommmend that a plan be done at 100 or 200 scale showing very basic proposed layout. General Plan Requirements 1 . Proposed buildings with square footages and parking space requirements should be indicated. 2 . Anticipated phases and acreages of these phases should be shown. 3 . Soil Scientist who located the wetlands in the field should be identified on the plans. 4,:` A map or statement indicating the projected amount and locations of open space within the entire district, and the proposals for maintenance of buffers and open space should be submitted. Traffic Report Exhibits 13 & 14 indicate that site-generated traffic would not use Clark Street/Deming Street to bypass 5-corners; actual experience is that there is a large number of vehicles which do exactly that. Also, enclosed is a copy of recent turning movement counts for the intersection of Buckland Road/Deming Street for the p.m. peak hour (counts conducted by the South Windsor Police Department) . The turning movements appear to be higher currently than those proposed for 1992 background conditions. DOT also conducted a recent count of vehicles on Buckland Road during the p.m. peak; the existing volume appears to be higher than those projected for 1992 p.m. background peak. Copy of DOT count enclosed. e � 7-awn O-P sloa� ?d&U&ot 4 w� 1540 SULLIVAN AVENUE • SOUTH WINDSOR, CONN. 06074 l��soR•co� AREA CODE 203/644-2511 December 5, 1990 Mrs . Louise Evans, Chairman Planning and Zoning Commission Town of South Windsor 1678 Main Street East Windsor Hill, CT 06028 Dear Mrs . Evans : At the November 28, 1990 meeting of the Economic Development Commission, the Commission reviewed the Buckland Hills Development Partnership application for a zone change and general plan of development. Considering the beneficial economic impact this development would have on the Town of South Windsor, the Commission voted unanimously to support the proposed development and requests the Planning and Zoning Commission consider the beneficial effects of this development. Very truly yours, A,, ev a—'4" Glenn Beaulieu, Chairman Economic Development Commission GB: jh PLANNING D$PAR1' IN-HOUSE RBFffitRAL FORK TO: Jean Zurbrigen, Karl Reichle, Mike Gantick, M 1 Stead, Fred Thomas Hart, Fire Marshall /b Lanning FROM: Marcia A. Banac , Director of Planning The Planning & Engineering De rtmen have received plans for the following project:# �L a',' Zone o.�. Acreage 31 . 35 Subdivision Site Plan Residential No. of Lots/units Commercial_ Industrial Location: Project Description: Future Town-owned property involved? Yes No_)(_ c(� (a)new streets (existing frontage also) (b)new open space/recreation area active passive (c)new detention area Planning Department comments Please let me know by !� ��! if you will have comments on this application so that I can follow up with your department when I do a Planning Department report. U 4 r y l.a,- �,; a�s• p•"r :1'�'",•J r 1 rJ•r'6�, „�a,a/i'`�_ �Sy' � t 7 •�(fl..- q ``�� PLANNING DEPART IN-HOUSE REFERRAL FORK TO: Jean Zuzr-i arl Reichle, Mike Gantick, Mel Ste 'fed Sh Thomas Hart, Fire Marshall Lann!;;, im Snow FROM: Marcia A. Banach, Director of Planning The Planning & Engineering Dep.#rtmenr have received plans for the following project:# Ztb' 01 Zone Acreage 31 . 33 Subdivision Site Plan Residential No. of Lots/units Commercial—V Industrial Location: Project Description: -- ��+M- --- Future Town-owned property involved? Yes No _ �, (a)new streets (existing frontage also) (b)new open space/recreation area active passive (c)new detention area Planning Department comments s e w b i f you will have Please let me know y � __ comments on this application so that I can follow- up with your department when I do a Planning Department report. � 10, C.�'. Wi�1 b L��q i��„�'-„�-' 7 t a�, cam•--�•��t e..� _ (I�'"�eJ"'�t�i� �.,t�...� r� d'���"�' • �'�t�i-' ���vt f 1+1.e._ �,i1 '�.'�J '+... c�.�.�..�I.,.-,n..�L-a�. �ms� d�.� Tu�..�,.,�'� �L...�,..�•��.G.��5 �t+ �-�---��•e�-c. �.t.�C�a�,.a�,,'��'.� --., . 'r,.<0L REO1ph 6' • Z crcog CAPITOL REGION COUNCIL OF GOVERNMENTS � 221 MAIN STREET — HARTFORD, RIC E I V E D 0 Tel. (203) 522-2217 O�F��MENTS • DA<��RTV20Q`SOfV�11 R EXECUTIVE DIRECIOA December 18,1990 80. w1ND.S4111 PLANNING DXPT. TOWN PLANNING AND ZONING COMMISSION REPORT ON SUBDIVISION REFERRAL TOWN OF SOUTH WINDSOR #90/183 COMMISSIONERS: Receipt is acknowledged of the above-numbered referral. Notice of this proposal was transmitted to the Planning Division of the Capitol Region Council of Governments under the provisions of Section 8-26(b)of the Connecticut General Statutes,as amended. The referral involves proposed amendment in accordance with the requirements of Section 4.12.5f,Proposed General System of Utilities for the Designed Commercial Zone. If you would like a copy of this amendment, please contact Kelly. Comments: The staff of the Regional Planning Commission of the Capitol Region Council of Governments has reviewed this referral and finds no apparent conflict with regional plans and policies or the concerns of neighboring towns. In addition,the wetlands agency should review this proposal and monitor construction to ensure that the designated wetlands are preserved. Questions concerning this referral should be directed to Carol Szymanski. In accordance with our procedures this letter will constitute final CRCOG action on this referral. The public hearing date is scheduled for 1/3/91. DISTRIBUTION: Respectfully submitted, TPZC: Hartford, Ellington Frank Dzurenda, Chairman Planner: S.Windsor,Windsor,E.W.,Vernon, George Scott, Vice-Chairman Manchester, E. Hartford R gional Planning Commission y Kelly Isharp y Clearinghouse Representative A VOLUNTARY COUNCIL OF GOVERNMENTS FORMED TO INITIATE AND IMPLEMENT REGIONAL PROG6kMS OF BENEFIT TO THE TOWNS AND THE REGION. �1 � r� MEEHAN ASSOCIATES Consulting Engineers—Surveyors, P.C. D cember 20. 1990 ATTN: Ms. Marcia A. Banach, Town Planner Town of South Windsor 1540 Sullivan Ave. South Windsor, CT 06074 RE: Application #90-72P Buckland Hills Development Partnership Dear Ms. Banach: I am writing in response to comments numbered 3. and 4. contained in a memorandum to yourself from Jerry C. Iazzetta Town Engineer, dated November 27, 1990 regarding the above referenced application. Comment No. 3. : The timing of this proposed development in comparison to the timing of potential improvements to Buckland Road is not known. Upon preparation of the detailed site plan for this land use storm drainage will have to be designed for what ever conditions are expected to exist at the time of construction. If it is apparent that the Buckland Road improvements will not coincide with the development of this property then storm drainage improvements will have to be made as required to satisfy the town requirements. Comment No. 4. : The design philosophy for stormwater management on this site will be to provide as much surface storage of runoff as possible. Stormwater runoff would be stored in the propos d pond areas as well as the natural wetland areas to the maximum extent possible. In this fashion the number of auxiliary in-ground storage tanks would be minimized and under optimum conditions eliminated altogether. At this preliminary stage of design we have reflected all of the inground tanks required to store the total stormwater runoff increases expected from this land use. Final design will dictate how many if any inground storage tanks will be required. 387 North Main Street (203) 643-2520 Manchester, CT 06040 Ms. Banach December 20, 1990 Page 2 of 2 That being said, it is desireable to place the in-ground tanks as close to the areas from which they will be receiving drainage. There are graded areas which are in close proximity to these design points and could provide a logical alternative location for these structures. There are however other graded areas which are relatively steep in grade and would pose some difficulty in allowing ready access for maintenance equipment. In addition there are some graded areas which border undisturbed areas meant to remain as buffer areas. The use of these areas for tank location might result in additional disturbance to areas meant to remain undisturbed. When final design is undertaken we will locate whatever in-ground storage tanks which may be required on this site off of the paved areas where it is logical and cost effective to do so. Finally in response to your letter to Pat Musumano, dated December 3, 1990, we have revised our plans to address item number 2. under General Comments and item number 3. under General Plan requirements. The remaining comments will be addressed by other members of the design team. I trust that these responses adequately address your concerns. Sincerely: Meehan , ssociates, .C. Philip W. Moreschi , P.E. CC: Pat Musumano �N •�44 C r T-0 O-PS ?d&U&Iat e � 4 �v 1540 SULLIVAN AVENUE . SOUTH WINDSOR. CONN. 06074 AREA CODE 203/644-2511 December 21, 1990 Mr. Patsy Musumano Partner Buckland Hills Dev. 200 Central Street Forestville, CT 06010 Dear Mr. Musumano: re: Appl. #90-72P, Buckland Hills Development Partnership, Zone Change to Design Commercial and General Plan of Development for 31. 35 acres located on the easterly side of Buckland Road, northerly of the Manchester town line, AA-30 zone. Please be advised that the public hearing in the above matter has been scheduled for Tuesday, January 8, 1991 at 8:00 P.M. in th Council Chambers of the South Windsor Town Hall, 1540 Sullivan Avenue. Signs advertising the hearing must be posted for 10 consecutive days prior to the hearing, and must be clearly visible from the road. Please have them posted by Thursday, December 27, 1990. Signs can be purchased in the Town Hall for $5.00 each. Very truly yours, PLANNING AND ZONING COMMISSION Louise Evans Chairman cc: M. Banach, Dir. of Planning 'T MA B A a 0 a PLANNING Wilbur Cross Commons W Q[F[F 0 \OF I ENGINEERING 60 Connolly Parkway•Suite 14B \ AND DESIGN Hamden,Connecticut 06514 Q O Q Telephone:(203)288-4762 December 31, 1990 Mrs. Marcia A. Banach Director of Planning Town of South Windsor 1540 Sullivan Avenue South Windsor, CT 06074 RE: PRELIMINARY TRAFFIC ASSESSMENT PROPOSED COUNTRY INN, BANQUET FACILITY, VILLAGE CENTER AND OFFICE BUILDING BUCKLAND ROAD, NORTH OF BUCKLAND HILLS DRIVE DEVELOPER: BUCKLAND HILLS DEVELOPMENT PARTNERSHIP Dear Mrs. Banach: Reference is made to the comments developed by the Planning and Engineering Departments, dated December 3, 1990, regarding their review of the application material submitted to date for the subject project. We have reviewed the traffic-related comments therein and offer the following response to these comments: TRAFFIC COUNTS: The background traffic volumes for the subject study area defined in Exhibit 1 of our Preliminary Traffic Assessment, dated November 19, 1990, were obtained from consultation with the State DOT prior to commencing work on this project. Submitted traffic count data for several approved and pending applications for major traffic generators in the Towns of South Windsor and Manchester were reviewed, and 1991 background traffic volumes summarized in Exhibits 7, 8 and 9 of our preliminary study were developed. Traffic count information was also obtained from the State DOT for the intersections of Route 30 at Buckland Road and Route 194, and Buckland Road at Deming Street. Refer to attached Exhibit 1 for the 1994 PM peak hour estimate for Buckland Road at Deming Street, which we utilized in our preliminary study. We have learned today from the State DOT that there have been two new applications submitted to the STC for proposed major traffic generators in Manchester since our meeting with the State DOT in developing the 1991 background traffic volumes we utilized in our preliminary study. Following our zone-change meeting on the subject project, which we hope will be successful, we plan to proceed with preparation of a detailed site traffic evaluation study for the subject project for submission to Town and State officials as part of the Town's site plan approval process, and as part of the State's review process for the subject project's forthcoming Application for Certificate. This detailed site traffic evaluation study will be based on the most up-to-date traffic Page 2 information for the subject study area, will incorporate the site-generated traffic estimates for the two new applications now before the STC for proposed projects in Manchester, and will reflect the results of the extensive traffic counting program recently completed by Fuss & O'Neill for this study area as required by the STC for the on-going review of the Buckland Mall. Therefore, although the September 13, 1990 AM and PM peak hour traffic counts conducted by the South Windsor Police Department do reveal higher usage of Deming Street at Buckland Road than do the data in Exhibits 7 and 8 in our preliminary study, the Town's count does not include corresponding through volumes. Without these through volumes, it is impossible to determine whether there has been a corresponding increase in these through volumes as well, or whether these through volumes have decreased as more motorists utilize Deming Street to by-pass Five Corners. Once we review the new counts developed by Fuss & O'Neill for this area, as well as the new data submitted for the two new applications pending in Manchester, we will be able to make a more definitive conclusion, and reflect same in our forthcoming site traffic evaluation study. However, a review of the South Windsor Police Department counts for Buckland Road at Deming Street, which are included as attached Exhibit 2, indicates that the biggest discrepency between our data and attached Exhibit 2 is with respect to the Buckland Road northbound left-turn movement and the Deming Street eastbound right-turn movement. If we expand on the the capacity analyses summarized in Table IV on Page 9 of our preliminary study by including the higher Police Department data for the eastbound right and northbound left movements, this intersection, operating without a traffic signal, will operate at fair to poor levels of service even without site-generated traffic from the subject development. However, it is our understanding that as part of the Buckland Road improvements proposed for this area between Five Corners and Pleasant Valley Road, this intersection will be signalized. A review of the capacity analyses summarized in Table III on Page 8 of our study for this intersection operating with a signal indicates very good levels of service even with site-generated traffic from the subject development. We estimate that if the higher eastbound right and northbound left-turn movements developed by the Police Department were utilized, this intersection would continue to operate at very good levels of service once signalized. Page 3 SMITH STREET The assumption made in our traffic study is that the Buckland Road improvements will be in place by the time the subject project is open for use. The Buckland Road improvements include construction of a cul-de-sac at the eastern terminus of Smith Street so that it no longer intersects Buckland Road. Therefore, we did not evaluate operations at the intersection of Buckland Road at Smith Street. The only available counts for this intersection are for the weekday PM peak period. An evaluation of unsignalized operations at this intersection during the weekday PM peak period in 1992 without the subject development indicates a LOS E for the Smith Street eastbound left, a LOS D for the Smith Street eastbound right, and a LOS C for the Buckland Road northbound left. With the introduction of site-generated traffic from the subject development, the Smith Street levels of service would remain unchanged, and the Buckland Road northbound left would change from LOS C to LOS D. Although we do not have counts for either the weekday morning peak or the Saturday peak, a review of Exhibits 15, 16 and 17 in our preliminary study showing combined peak conditions with added traffic from the subject development, indicates that the weekday PM peak represents the highest traffic scenario. Therefore, the levels of service for a weekday morning peak and a Saturday peak would be at least the same, if not better, than those summarized above for the weekday PM peak. If this intersection remains in operation once the subject development opens, the levels of service would remain typical to other signalized intersections throughout the State. A LOS D to LOS E for movements out of a side street at an unsignalized intersection are considered acceptable in today's environment. Important to note is that the subject development does not significantly impact this intersection. Termination of this intersection at a cul-de-sac would, however, be the best course to follow as soon as such is possible. SECONDARY ACCESS This developer continues to pursue the possibility of providing a secondary access for the subject development via a connection to Buckland Hills Drive to the south. The Buckland Mall developers have thus far not been agreeable to this option. For this reason, the subject developer proposes to provide a signalized access/egress drive on Buckland Road, with a northbound deceleration right-turn lane and a southbound left-turn storage lane on Buckland Road. Page 4 SITE-GENERATED TRAFFIC DISTRIBUTIONS Exhibits 10 and 11 of our preliminary study indicate that 10 percent of site-generated traffic travelling to and from the subject development will be oriented to and from the west via Route 30. We assumed that this traffic will utilize the Five Corners intersection in travelling between Route 30 and Buckland Road. We believe that this represents a "worst case" scenario since Five Corners carries a heavy amount of traffic. Undoubtedly, some of this traffic will utilize Deming Street and Clark Street as a by-pass to avoid Five Corners. This condition will improve operations at Five Corners, but will hurt operations at the intersection of Buckland Road and Deming Street if the latter is continued as an unsignalized intersection. Until Deming Street at Buckland Road is signalized, the northbound left from Buckland onto Deming will be impeded at times, and motorists may find it more advantageous to continue to Route 30 to make their left-turn. Plans for Buckland Road improvement include signalization of Buckland Road at Deming Street, and the provision of left-turn storage lanes, in addition to the two through lanes, on the Buckland Road approaches. Once implemented, we are of the opinion that the Deming Street-Clark Street route will become a viable by-pass route provided that there are plans to ultimately signalize Route 30 at Clark Street. PROPOSED ROADWAY IMPROVEMENTS Our understanding from the State DOT is that the Buckland Road project should be funded for improvement in July 1991. This project includes widening of Buckland Road from two to four lanes between Five Corners and Pleasant Valley Road, and signalization of the intersection of Buckland Road at Deming Street. Plans are to advertise the project in August 1991. Construction work should begin by winter 1991 and be completed by winter 1992. The improvement of Five Corners is scheduled to be completed by the end of 1991. Improvements include relocation of the Route 74 leg, widening of the remaining four approaches to provide three approach lanes on each, and installation of a traffic responsive signal. These roadway improvement schedules coincide quite favorably with the construction plans for the subject development. As mentioned previously, the State Traffic Commission will need to approve the subject development as a major traffic generator. In reviewing the subject project, the STC will consider the proposed phasing of the subject project and the scheduling of Buckland Road improvements in determining the Page 5 extent of improvements that will be necessary by the subject developer. For example, the proposed traffic signal at the proposed site drive on Buckland Road may not be needed until the latter stages of development, yet the deceleration lane and left-turn storage lane may be needed at once, even if Buckland Road is not yet widened in front of this property once the first stage of the subject development is ready for use. SIGHT DISTANCE We have reviewed available sight distances from the proposed site drive at Buckland Road utilizing the plan and profile prepared for the proposed Buckland Road improvements by the consultant for same, Keyes Associates of Wethersfield, CT. We also reviewed existing conditions in the field. We evaluated sight distances from a point on the proposed site drive, at a distance of 20 feet back of the nearside edge of pavement of Buckland Road (existing and proposed) , at a viewing height of 3.5 feet above the proposed site drive pavement, to an object height 3.5 feet above the Buckland Road pavement (existing and proposed) . Buckland Road is posted at 35 miles per hour. Travel speeds are estimated to be in the 40 to 45 mile per hour range in the vicinity of this site. Under existing conditions, the sight line to the south is limited by vegetation along the east side of the road in front of the property which will be cleared for the subject development. Sight line to the north is limited by the crest of a vertical curve. The new roadway alignment will basically follow the same vertical and horizontal configurations as existing conditions, with some minor modifications. Available sight distance to the south is about 550 feet under existing and proposed conditions once the offending vegetation is removed. Available sight distance to the north is currently about 410 feet, and will be improved to about 510 feet once the new roadway is in place. Suggested minimum sight distances by the State DOT are 365 feet at 40 miles per hour, 455 feet at 45 miles per hour, and 565 feet at 50 miles per hour. Therefore, under proposed conditions with the new road in place, sight distances will be adequate for travel speeds in excess of 45 miles per hour. We understand that Keyes Associates is now reviewing the proposed site drive location to determine if sight distances can be improved to the north, which will require a further lowering of the vertical crest than proposed. A traffic signal is proposed for the subject site drive which will help to overcome any sight line deficiencies in exiting this drive. The State DOT will review these sight lines as part of its review of the forthcoming Application for Certificate. Page 6 We trust that the foregoing satisfactorily responds to your recent comments. Please let me know at your earliest convenience if you have any questions or if you require additional information regarding this matter. Best regards. Very truly yours, James G. Bubaris, P.E. Principal Bubaris Traffic Associates Attachments (2) cc: Mr. Patsy Musumano Buckland Hills Development Partnership 200 Central Street Forestville, Connecticut 06010 I • G I o 0 b � f 0 � JL NORTH • Project —/Do e ' O Study. RM c•^ r •DA"IN64 ST 4 O&KtAAVpis •' U C :::...•• F ._'- Town(s) ADT. -- ., System- File- Date. Run- -- -----------------------1------------- From P07 ;r.r.l+•+w At �•�•w:a �••'. ��irs�M. i•."� 1: • ;t •.. 100 1-4 • FI �: ."�.. vJ •t.. r.. +WAf4 0) ,r11. •. .• pox ap • . ,f %v•'+''�fir, !�'� • CY r }t • .�, .•�',tv v•• r fl'a .�}��r1"►�'I'Rv•7 'JF'.4,r./`•; ,... ,1...7. L':1`•4 .•• . 4• .. ..• a.. 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A. • r'w1.'�.y'[ 4..•.N.�• ..r•• .l'yy�,"` ''i':�'Yd .W'f+}.; 1'j^` • ' pp 'IW"'1 V�•,K4't*t•�',1.�h?• U1,• :* 0 1. , • .. ' 7.e a 441 ,....,•'t 4Y`i',Pl '`y'?,;r '>,+r{�5,.��:.. (�!;•�•;.'•�rt 1 /r•{l�•{s,'.1���',b��,,i`1i�,�• '� •,+J iI,+',�_•,,n- •r� ,JJ}} '' • i i D . ' r :.•1• .. JM'I���+}}• ' • •. ••.••.. , IV•r •. �t '•• r } ••�/v ,j •,1.•.;r•r i•+,.• ti ! ti, H .. .. • •''},• .'!',•1• 4�h'r ! ;M,v:./;�•• ',' Y"�M1',F +i• ,Tf�'b♦� i!>••1'� �i.G•1���M'�i , {��' ��Si•'Tf:� '��• � � ir?••5�,•,�• '•rid{'1.1^ , •, : f. ' „ • '• r• .7�.; i •.. .' 1. ;' � � ..' i•1 � . r P•I � l .J • 1 C01 61r 2 � .. ; souk ��N�so� • o U o A Q a Wilbur Cross Commons \ /PLANNING 60 Connolly Parkway*Suite 14B \ /ENGINEER 1 N G Hamden,Connecticut 06514 A 93 0 C� ZQ 7 IE 8 \ IF AND DESIGN MrTelephone:(203)2884762 HAND-DELIVERED January 2, 1991 Mrs. Marcia A. Banach Director of Planning Town of South Windsor 1540 Sullivan Avenue South Windsor, CT 06074 RE: PRELIMINARY TRAFFIC ASSESSMENT PROPOSED COUNTRY INN, BANQUET FACILITY, VILLAGE CENTER AND OFFICE BUILDING BUCKLAND ROAD, NORTH OF BUCKLAND HILLS DRIVE DEVELOPER: BUCKLAND HILLS DEVELOPMENT PARTNERSHIP Dear Mrs. Banach: Enclosed are seven (7) copies of our response to the recent comments prepared by the Engineering and Planning Departments in reviewing the application material submitted to date for the subject project. We trust that the information transmitted herewith satisfactorily responds to these comments. Please let me know at your earliest convenience if you have any questions or if you require additional information regarding this matter. Best regards. Very truly yours, • 'L fi—41 am" CTI 0 104 James G. Bubaris, P.E. Principal Bubaris Traffic Associates Enclosures (7) cc: Mr. Patsy Musumano Buckland Hills Development Partnership 200 Central Street Forestville, Connecticut 06010 U p &n Q Q a Wilbur Cross Commons b \ I PLANNING 60 Connolly Parkway•Suite]4B 7FO %[F[FOC \ I ENGINEERING Hamden,Connecticut 06514 O Q�� 7 E 9 \ IF DESIGN Telephone:(203)288-4762 EXPRESS-MAIL January 3, 1991 Mrs. Marcia A. Banach Director of Planning Town of South Windsor 1540 Sullivan Avenue South Windsor, CT 06074 RE: PRELIMINARY TRAFFIC ASSESSMENT PROPOSED COUNTRY INN, BANQUET FACILITY, VILLAGE CENTER AND OFFICE BUILDING BUCKLAND ROAD, NORTH OF BUCKLAND HILLS DRIVE DEVELOPER: BUCKLAND HILLS DEVELOPMENT PARTNERSHIP Dear Mrs. Banach: Enclosed are eight (8) additional copies of our November 19, 1990 preliminary traffic assessment, and one (1) additional copy of our December 31, 1990 response to staff comments, as requested. Please let me know at your earliest convenience if you have any questions or if you require additional information regarding this matter. Best regards. Very truly yours, La 04 Cr. James G. Bubaris, P.E. Principal Bubaris Traffic Associates Enclosures (9) cc: Mr. Patsy Musumano Buckland Hills Development Partnership 200 Central Street Forestville, Connecticut 06010 I January 4, 1991 M E M O R A N D U M TO: Marcia A. Banach, Director of Planning FROM: Jerry C. Iazzetta, Town Engineer RE: Buckland Hill Development Partners ip - #9 -72P General Plan of Development We have reviewed the revised drawings and traffic information for the Buckland Hill Development Partnership General Plan of Development, which we received on January 3, 1991, and have the following comments: l� Sight distance at the intersection of the new road with Buckland Road seems inadequate. ("J2 The storm drainage system (as per December 20, 1990 letter from Meehan Associates) will be designed to conditions that will exist when this project is constructed. An in-depth review will be undertaken at that time. 3 . Is it possible to provide a secondary access to this site via a connection to Buckland Hills Drive? 4 . The new traffic information submitted appears to be optimistic as concerns the intersection of Smith Street and Buckland Road. The existing tie ups occurring when northbound traffic attempts to make a left turn onto Smith Street seems to indicate a lower rating than that indicated. Added traffic will only compound the problem. Also the closeness of the proposed road to an existing intersection (Smith Street) needs to be addressed. JCl/jsv cc: Michael J. Gantick, Director of Public Works pow" 8E� r Gory K. Tyler Chief of Police ���OSOR•CO�� Police Services SOUTH WINDSOR POLICE DEPARTMENT t CONSTRUCTION REQUIREMENTS #90-72P Project Title: Buckland Hills Development Date: January 7 , 1991 1. Developer is responsible for the purchase and installation of all street and traffic signs. Any signs on or intersecting with a State Highway must be cleared through the Department of Trans- portation. All signs must be in place before a c.o. is issued. s Q� 2. Developer is responsible for the purchase of all street lighting through Connecticut Light and Power. CUP will install all lighting once they have received payment from the developer and the locations of the lights has been reviewed by the Police Department. All lighting must be in place before a c.o. is issued. 3. Developer will submit three (3) 811 x 11 or 8� by 14 maps of the proposed project to the Police Department for the purpose of identifying and locating all signs. Completed maps will be distributed to the developer, Town Planner and the Police Department. Any changes in road design will require new maps. 4. Temporary street signs must be in place as soon as possible and , maintained throughout the project. 5. Emergency phone numbers for the duration of the construction must be provided to the Police Department on a company letter- head. If the developer occupies or owns the building/s after construction emergency numbers must be provided to the Police Department. 6. All buildings located on property which abutts a public highway must be numbered. Such number/s (address) shall be visible from the street. All numbering shall comply with Town Ordinance 6-800 thru 6-802. Barns, garages and outbuilding which are located on the same premises as a numbered structure are excluded. 7. The department is concerned with the site lines both north and south of the proposed drive.North of drive it should be noted that there is very limited site lin&ibecause of the crest of a vertical curve. South the stie line is limited by brush/plantings/plus the curve of road. The department requests that a new traffic count be undertaken by the developer because of the large discrepancy incountered between Connencticut Department of Transportation and the Departments count at Buckland Road/Deming Street(Sept. ,1990) . The department is concerned about turn lanes/traffic signal/Cul-de-sac of Smith Street(which has not been accomplished) ,If Smith street is not Cul-de-sac as planned its Ins would be (P) _ 151 Sand Hill Rood 9 South Windsor, Conn cdcut 06074 (203) 644-2551 -2- CONSTRUCTION SUGGESTIONS 1 . Keep all shrubbery low around doors and windows so as to allow an unrestricted view. 2 . Locate business name, if applicable, on the building. 3 . Backlight business name and address. ;<4 . Provide lights over all doors . 5 . Provide ample lighting of parking areas . 6 . Advise the new owner / purchaser to provide the Police Department with emergency numbers . (Business , Commercial and Industrial property only) . 7,Con't. The department requests that the access o the project, which would reduce the volume of traffic at The department would require improvement in street lighting et of e drive located on Buckland Road. SIGNATURE Sergeant Thomas C. Hart #103 Traffic Services Unit Approved by: ief Ga K. Tyl t M t' y r T-Own 0ye siauA vj � 4 v R•C 1540 SULLIVAN AVENUE • SOUTH WINDSOR. CONN. 06074 '~�SOO��w AREA CODE 203/644-2511 January 10, 1991 Attorney Richard Rittenband 1734 Ellington Rd. Souttr Windsor, CT 06074 Dear Attorney Rittenband: Re: PZC Application #90-72P, Buckland Hills Development Partnership & Status of Ridge Road The Planning and Zoning Commission has an application pending for development of 30t acres on the east side of Bucklan Road just north of the Manchester town line. d property encompasses the Ridge Road "right-of-way"sshownton our zoning and assessors maps. At the public hearing for the application, a question was raised regarding the legal status o Ridge Road as a Town right-of-way; and, if so, is Town Council f action required to release the R.O.W. ? it The Commission will schedule a work session on this application in mid-to late-February; the deadline for Commissi action is early March. on propertttached is a copy of our zoning map showing the subject Thank you for your assistance in resolving this question. Very truly yours, Marcia A. Banach Director or Planning MAB:gcm Enc. cc: Louise C. Evans, Chairman, PZC Jean E. Zurbrigen, Town Manager fr t SAMSEL PROPERTIES 152 DEMING STREET SOUTH WIN DSO R, CT 06074 (203) 644-1 157 TERRY OFFICE PARK BUCKLAND PROFESSIONAL CENTER January 10, 1991 ik Mrs. Louise Evans, Chairman SOt Planningand Zoning Commission �o�in8 �a�1 • g �?l�10g South Windsor Town Hall 1540 Sullivan Avenue South Windsor, CT 06074 Dear Mrs. Evans, On Tuesday, January 8, 1991, Theresa and I attended a Planning and Zoning hearing at which a developer proposed a project on the East side of Buckland Road next to the Manchester town line. Because of our hasty exit before public participation due to a fire in one of our buildings in Terry Office Park, I did not get an opportunity to express our concerns. We realize public participation on this issue may be closed at this time, however, we submit to you the following for your consideration: 1. It has been to often in recent years that a number of good, clean tax producing projects requiring little or no town participation or expense have been denied at great loss to the town. 2. We support the application as presented. 3. It is our opinion that not only isolated spot zoning occur in that area and other potential developments on Buckland Road, but the Planning and Zoning Commission should at this time consider planning for the future as part of your responsibility and consider re-zoning the remainder of Buckland Road to commercial use such as the proposed application. 4. This would certainly eliminate any potential debate between neighbors such as occurred with a previous application for building on the Priest property. SAMSEL PROPERTIES 152 DEMING STREET SOUTH WIN DSO R, CT 06074 (203) 644-1 157 TERRY OFFICE PARK BUCKLAND PROFESSIONAL CENTER -2- 5. It would allow the few residents to certainly plan for and understand the future of their property. 6. It would also send a clear message to all Boards, Commissioners, and Town Staff of the potential growth so as they may plan the immediate expansion of Buckland Road with all necessary future utilities at accept this growth. 7. It would also send the same message to the State Traffic Commission to make the necessary improvements to the intersection of I-84 and exit and entrances to exit 62. Again, we stand in support of the application as proposed and would like the Commission to act responsibly in it's review of the proposal. Sincerely, C John Samsel, Jr. c-- Theresa G. Samsel 7-awn O-P S-0� 1540 SULLIVAN AVENUE • SOUTH WINDSOR, CONN. 06074 !'►'osoR.CO AREA CODE 203/644-2511 February 28, 1991 CERTIFIED MAIL Mr. Patsy Musumano Buckland Hills Development Partnership 200 Central Street Forestville, CT 06106 Dear Mr. Musumano: Re: Application #90-72P, Zone Change and General Plan of Development We are pleased to advise that the Planning and Zoning Commission voted at its February 26, 1991 meeting to approve the above- referenced application for a zone change to Design Commercial Zone and general plan of development for property located on the easterly side of Buckland Road. This approval is based on plans prepared by Meehan Associates, sheets 1-6 of 6; Raymond E. Jefferson, sheets L-1 through L-5; and Gregory Louis Montana & Associates , and is subject to the following: 1 . Approval is for zone change to Design Commercial and general plan of development for 33 .45 acres . 2 . A site plan of development approved by this Commission, is required in accordance with Section 4 . 12 of the zoning regulations . The site plan of development must be substantially similar to the approved general plan of development; major changes to the development approved on the general plan will require a new zone change and general plan of development application. 3 . Water Pollution Control Authority approval is required. 4 . The storm drainage system must be designed to function under existing conditions in the event that the development occurs prior to Buckland Road reconstruction. 5 . A reduction in size of parking spaces, from 10' X 20' to 9 ' X 18 ' is granted. 6 . Applicant should continue to pursue access rights to the north access road into Buckland Hills Mall in Manchester. Mr. Patsy Musumano February 28, 1991 Page Two 7 . As indicated on the General Plan, phasing may be interchangeable. Actual development within a phase must be established on the site plan of development. A site plan may be submitted for the entire development or for individual phases, as desired. Within 90 days, a black and white mylar zone change map at a scale of 1" = 401 , with a Class A-2 Certification, showing the distance and bearings of all boundary lines and acreage of the property where the zone change was granted, with this approval letter reproduced thereon, must be submitted. Black and white mylars of sheets 1, 4-6 of 6 of the general plan must also be submitted. After the mylars have been endorsed by the Commission, they will be returned to you for filing in the office of the Town Clerk. The zone change will take effect upon filing. Three blueprint copies of the entire set of plans must also be submitted. Very truly yours, PLANNING AND ZONING COMMISSION Louise C . Evans Chairman cc: Inland Wetlands Agency/Conservation Commission 4. Banach, Planning Director J. Collins, Chief Building Official J. Iazzetta, Tow3i, Engineer F. Shaw, Supt. of Pollution Control E. Belleville, Assessor W. Lanning, Fire Marshal 5 i COMP&ft holl 1 OW MIIIMI addhlOflN MW=are deow, ;76 Onmwww he 4. In �17 do thi fNafa� .fib *A wepllVNlt dth for r�fiR_ to wlqa d ma's add s. 2. 0 � DoNv v UD: 4. P 094 595 261 44r. Pat sumano YGM of SwvIft.. &icklan 1is Development 6Rail rad ©Mauntd Partnership - .a 0 COD 200 Cenal St. ❑ ftwM Mall 0 Forestville, CT 06106 o adder.... or aunt and R8,TE RMJVM12 . A; Of '00;:�� !��Mfwmad Mdh"Pd4 —Aunt 7. OT !4 rem 1,Mar. 19U • IJ.L&P.O. 1044- u-44a DQMWM MTiIM11 'f UNITED STATES POSTAL SERVICE l OFFICIAL BUSINESS SENDER INSTRUCTIONS i Print your name,address and ZIP Code ;�y In the space below. • C mplete items 1,2,3,and 4 on they rovers. • Attach to front of article If space permits, otherwise affix to back of article. PENALTY FOR PRIVATE • End roe article "Return Receipt USE, $300 Requested"adjacent to number. RETURN Print Sender's name, address, and ZIP Code in the space b low. TO TOWN OF SOUTH WINDSOR 1540 SULLIVAN AVENUE SOUTH WINDSOR, CT 06074 #90-72P 111���,l1��11���11►�1�l,tl���ll1l,�����II:I�I��IIE�! �4 MN st,<� O � Town, a-P Saum ?d&U&10t u _ 1540 SULLIVAN AVENUE • SOUTH WINDSOR. CONN. 06074 R•c0 AREA CODE 203/644-2511 TO BE PUBLISHED IN THE JOURNAL INQUIRER SATURDAY, MARCH 2, 1991 LEGAL NOTICE TOWN OF SOUTH WINDSOR PLANNING AND ZONING COMMISSION At its February 26, 1991 meeting, the Planning and Zoning Commission voted to take the following action: 1 . Approve, with modifications, Appl. #90-72P, Buckland Hills Development Partnership, Zone Change to Design Commercial and General Plan of Development for 33± acres located on the easterly side of Buckland Road, northerly of the Manchester town line, AA-30 zone. 2. Approve, with modifications, Appl. #90-71P, John Fitch Associates dba Fitch Meadow, for a Zone Change to Design Residence Zone and General Plan of Development, to be known as Fitch Meadow, for 15+_ ac. located on the westerly side of Route 5, northerly of Kimberly Drive, IP Zone. 3. Approve the reduction of certain bonds . PLANNING AND ZONING COMMISSION Louise C. Evans, Chairman Bernard Hart, Secretary r I L 7 S I TE TRAF F=C EVALUAT=ON STUD Y BUCKLAND H=LLS DEVELOPMENT r' BUCKLAND ROAD r NORTH OF BUCKLAND H=LLS DR=VE e l SOUTH W=ND SOR � CONNECT=CUT r" i 1 . l S E PTEMB ER 1 1 1 9 9 1. f r uB Q A 0 a vAdkF PLANNING Q \ I ENGINEERING IF AND DESIGN r- � o Q 3281 Whitney Avenue lr o ^ � (PLANNING Hamden,Connecticut 06518 o (�" \ IF ENGINEERING W Q O I /AND DESIGN Telephone: (203)2884762 Mr Telecopier: (203)281-3204 September 11, 1991 Mr. Patsy Musumano — Buckland Hills Development Partnership 200 Central Street Forestville, Connecticut 06010 RE: SITE TRAFFIC EVALUATION STUDY PROPOSED COUNTRY INN, BANQUET FACILITY, — VILLAGE CENTER AND OFFICE BUILDING BUCKLAND ROAD, NORTH OF BUCKLAND HILLS DRIVE SOUTH WINDSOR, CONNECTICUT — Dear Mr. Musumano: Reference is made to your proposal to develop the parcel of land located on the east side of Buckland Road, north of of Buckland Hills Drive, in the Town of South Windsor, Connecticut, as shown in Exhibit 1, Location Map, in the Appendix of this study. The _ proposal is to develop this parcel to consist of the following uses with one site access/egress drive on Buckland Road: 1. Banquet Facility 40,000 SF 375 parking spac s 2. Country Inn 175 rooms 210 parking spaces — 3. Village Center 70,500 SF retail 71500 SF restaurant > 450 parking spaces 51500 SF office — 4. Office Building 55,000 SF 220 parking spaces Therefore, the proposed devlopment consists of the following total areas, spaces and uses: — A. Office Space: 60,000 SF B. Restaurant: 7,500 SF C. Hotel: 175 Rooms D. Retail Space: 70,500 SF E. Banquet Facility: 40,000 SF F. Parking Spaces: 1,255 Spaces — Due to the size of the proposed development, which renders it a major traffic generator as defined in Section 14-311 of the Connecticut General Statutes, this project will require a — Certificate of Operations from the State Traffic Commission. We understand that the proposed plan of development has been approved by the Town Planning and Zoning Commission, and that site plan approval will be required for each building prior to construction. It is also our understanding that you plan to have this parcel fully develop d by the end of 1992. Page 2 TRIP GENERATION ESTIMATES Utilizing the methodology described in the fourth edition of Trip Generation Report, by the Institute of Transportation _ Engineers, 1987, estimates on the amount of peak hourly and daily traffic volumes to be generated by various proposed land uses can be made. In the case of office space, retail space, and quality restaurants similar to the ones proposed, these trip generation estimates are based on the respective building areas of each of these uses. In the case of inns or hotels similar to the one proposed, these trip generation — estimates are based on the number of rooms in the proposed facility. Refer to Exhibits 2 thru 5 in the Appendix which provide the computations made for these four proposed land uses. In the case of banquet facilities, no ITE data is provided in Trip Generation Report, therefore, we developed our own estimates based on the proposed usage and schedule for this facility. Refer to Exhibit 6 in the Appendix which provides the assumptions and computations made in developing our estimates. The results of our trip generation computations for the proposed development are summarized in Table I on Page 3. The Saturday peak hour estimates represent the respective peak hours for each of these uses, which will not necessarily occur during the same hour, and which may not coincide with the background peak hour on the surrounding streets. — BACKGROUND TRAFFIC VOLUMES The area surrounding the proposed development has undergone major development in recent years, most noteworthy being the Pavilion at Buckland Hills (i.e. , Buckland Mall) located directly to the south of this parcel. Major roadway and traffic control improvements have been implemented as the — result of the recent reconstruction of Route I-84 in this area, and additional improvements have been implemented to accommodate Buckland Mall's site-generated traffic volumes. we have reviewed several approved and pending Applications for Certificates for other major developments in this area to establish the most up-to-date background traffic volumes and conditions that can be expected to be in place by 1992 when full development of the subject parcel is expected. The most up-to-date information for establishing Friday PM peak and Saturday peak traffic volumes has been made available via the recent STC Application for proposed Pioneer Plaza on Hale Road in the Town of Manchester prepared by Fuss & O'Neill, _ dated June 18,1990 and updated August 16, 1990. This data includes all submitted and approved developments in this area to date, including the Plaza at Buckland Hills on Pleasant Valley Road in the Town of Manchester. Page 3 TABLE I TRIP GENERATION POTENTIAL BUCKLAND HILLS DEVELOPMENT BUCKLAND ROAD SOUTH WINDSORl CONNECTICUT OFFICE RETAIL BANQUET SPACE RESTAURANT HOTEL SPACE FACILITY TOTAL -- AVERAGE WEEKDAY: INBOUND: 468 336 741 1488 450 3483 OUTBOUND: 468 336 741 1488 450 3483 --------------------------------------------------------------- TOTAL: 936 672 1482 2976 900 6966 AM PEAK HOUR: INBOUND: 112 7 55 147 40 361 OUTBOUND: 17 1 28 63 10 119 ---------------------------------------- ---------------------- TOTAL: 129 8 83 210 50 480 PM PEAK HOUR: INBOUND: 21 34 52 155 70 332 OUTBOUND: 108 15 44 162 30 359 --------------------------------------------------------------- TOTAL: 129 49 96 317 100 691 AVERAGE SATURDAY: _ INBOUND: 67 315 631 1405 850 3268 OUTBOUND: 67 315 631 1405 850 3268 -------------------- ----------------------------------- TOTAL: 134 630 1262 2810 1700 6536 SATURDAY PEAK HOUR: INBOUND: 11 49 67 153 400 680 OUTBOUND: 10 31 52 147 20 260 --------------------------------------------------------------- TOTAL: 21 80 119 300 420 940 AVERAGE SUNDAY: — INBOUND: 27 260 397 580 225 1489 OUTBOUND: 27 260 397 580 225 1489 ------------------------------ -------------------------------- TOTAL: 54 520 794 1160 450 2978 SUNDAY PEAK HOUR: INBOUND: 6 33 35 75 200 349 OUTBOUND: 5 29 41 75 25 175 --------------------------------------------------------------- TOTAL: 11 62 76 150 225 524 Page 4 The most up-to-date information for establishing weekday AM peak traffic volumes in this area has been made available via the recent STC Applications prepared by Fuss & O'Neill for the following developments: 1. Roadway Package System, Inc. 2. Town Shopping Center 3. Buckland Hills Mixed Use Development 4. Clark's Corner 5. Gerber Scientific 6. Terry Office Park In addition, we also reviewed the recently approved Application for the proposed Red Stone Shopping Center, consisting of 277,000 square feet of retail development, on Red Stone Road in Manchester, Connecticut. The traffic data submitted for that Application was prepared by Allan Davis Associates. Since the Red Stone development, being retail in nature, was evaluated during the Friday PM and Saturday afternoon peaks, we needed to develop site-generated traffic estimates for the weekday AM peak as well for use in our analyses since the subject development includes office uses which need to be evaluated during the weekday AM peak. Refer to Exhibit 7 in the Appendix which summarizes the trip generation computations made for the Red Stone development from data made available in ITE's Trip Generation Report. We met with representatives from the State Department of — Transportation on several occasions, received the projected peak hour traffic estimates for this area as compiled from other studies in this area, expanded this data by five percent per year to account for normal background traffic growth, and developed the 1992 AM Background Peak, 1992 PM Background Peak, and 1992 Saturday Background Peak estimates shown as Exhibits 8, 9 and 10 in the Appendix, which include all of the developments above except for the proposed Red Stone Shopping Center. We then either developed weekday AM site-generated trip estimates, or utilized those developed — for the weekday PM and Saturday peak by Allan Davis Associates, and derived the 1992 AM Background Peak, 1992 PM Background Peak, and 1992 Saturday Background Peak estimates _ with Red Stone added in, as shown in Exhibits 11, 12 and 13 of the Appendix. We believe that these estimates are all-inclusive, may be on the high-side since some of the developments represented in these estimates may never materialize, but realize that the State Department of Transportation, Bureau of Planning, will scrutinize these data, and have us adjust same if necessary, once an Application for Certificate for the subject project is submitted. Page 5 SITE-GENERATED TRAFFIC VOLUMES In reviewing the surrounding roadway network, traffic studies for other proposed or approved developments in this area, and _ the distribution of existing background traffic volumes, estimates on the manner in which site-generated traffic travelling to and from the proposed development were made. We estimate that site-generated traffic will be oriented to and from the subject site by way of the following routes: 1. To and from the west via Route 30: 10 2. To and from the west via Pleasant Valley Road: 10 3. To and from the west via Route I-84: 20 $ 4. To and from the south via Buckland Street: 10 5. To and from the east via Route I-84: 10 $ 6. To and from the east via Buckland Hills Drive: 10 7. To and from the east via Route 30: 10 $ 8. To and from the north via Route 194: 20 — -------------- Total: 100 % Refer to Exhibits 14 and 15 in the Appendix which graphically depict the estimated arrival and departure distributions for site-generated traffic travelling to and from the subject development. Refer to Exhibits 16, 17 and 18 in the Appendix which graphically depict the estimated site-generated peak hour traffic volumes for the subject development developed by multiplying the respective trip generation estimates summarized in Table I by the trip distribution percentages shown in Exhibits 14 and 15. Refer to Exhibits 19, 20 and 21 in the Appendix which graphically depict the estimated 1992 Combined Peak Hour -' traffic volumes for this area developed by combining the projected 1992 background peak hour estimates from Exhibits 11, 12 and 13 with the estimated site-generated peak hour estimates from Exhibits 16, 17 and 18. FUTURE CONDITIONS We understand that that are several roadway and traffic control improvements proposed in this study area as follows: 1. Revision of "Five Corners" intersection to consist of four approaches versus existing five approaches. Plans are to relocate the Route 74 leg to intersect Route 194 at a new signalized, T-intersection about 1,600 feet north of Route 30. 2. Widening of the remaining four approaches at "Five Corners" (i.e. , Route 30 eastbound, Route 30 westbound, Buckland Road northbound, and Route 194 southbound) to provide three approach lanes on each leg. Page 6 3. Installation of a new, traffic-responsive, traffic signal at the new "Five Corners. " 4. Reconstruction of Buckland Road between Route 30 and Pleasant Valley Road to provide four through lanes versus two lanes currently. 5. Signalization of the four-way intersection of Buckland Road at Deming Street located about 2,200 feet south of "Five Corners". 6. Construction of a cul-de-sac at the eastern terminus of Smith Street opposite the subject development so that it no longer intersects Buckland Road. 7. Various geometric and signalization improvements at the intersections of Pleasant Valley Road at Route I-84 Westbound Ramps and Buckland Street at Pleasant Valley Road/Buckland Hills Drive to accommodate the approved Plaza at Buckland Hills on Pleasant Valley Road. S. Signalization of the intersection of Buckland Street at Red Stone Road and Burr Corners, with realignment of Red Stone Road to be directly opposite Burr Corners as part of the Red Stone Shopping Center development. Analyses which follow later include the foregoing improvements since they are all planned to be implemented by the time the subject development is scheduled to open in late 1992 including the reconstruction and widening of Buckland Road from "Five Corners" to north of Pleasant Valley Road. Intersection capacity analyses were performed at all the key intersections within the subject study area as follows: 1. Route 30 at Buckland Road and Route 194. 2. Buckland Road at Deming Street. 3. Buckland Road at Proposed Site Drive. 4. Buckland Street at Pleasant Valley Road and Buckland Hills Drive. 5. Pleasant Valley Road at Route I-84 Westbound Ramps. 6. Buckland Street at Pavilions Drive. 7. Buckland Street at Route I-84 Eastbound Ramps. 8. Buckland Street at Burr Corners and Red Stone Road. 9. Tolland Turnpike at Buckland Street. Page 7 The first three intersections are in the Town of South — Windsor. The last six intersections are in the Town of Manchester. Intersection no. 1 will be reconstructed and resignalized as part of State Project No. 132-102. Intersection no. 2 will be reconstructed as part of State Project No. 132-100. Intersection no. 3 may require signalization as part of the subject development. Intersection no. 8 will be realigned and signalized as part — of the Red Stone development. Intersection capacity analyses were performed utlizing the — methodology described in the Highway Capacity Manaual, Special Report 209, Transportation Research Board, 1985. Application of this methodology was facilitated by the use of Highway Capacity Software, developed by the U. S. Department — of Transportation, Federal Highway Administration, January 1988. Capacity analyses are utilized to determine a Level of Service (LOS) for the intersection operating under either -- signalized or unsignalized control . In the case of signalized intersections, Level of Service is — based on the estimated stopped delay of approaching vehicles, wherein LOS A means virtually no delay, LOS C means average delay, and LOS F means overstauration with very long delays. Additionally, a volume-to-capacity ratio (i.e. , v/c) is computed for each signalized intersection, and as the v/c ratio approaches 1, the intersection nears its practical capacity; and as the v/c ratio becomes greater than 1, some approaching vehicles are unable to proceed through the intersection within one signal cycle and must wait for the next cycle to proceed. Refer to Exhibit 22 in the Appendix — which provides details on the defintions of Levels of Service for signalized intersections. Refer to Table II on Pages 8 and 9 which summarizes the capacity analyses for these 9 intersections operating under signalized control. The actual computer-generated worsksheets are included in the Appendix as Exhibits 23 thru 28 as follows: 1. Exhibit 23 - 1992 Background Weekday AM Peak _ 2. Exhibit 24 - 1992 Background Weekday PM Peak 3. Exhibit 25 - 1992 Background Saturday Peak 4. Exhibit 26 - 1992 Combined Weekday AM Peak 5. Exhibit 27 - 1992 Combined Weekday PM Peak 6. Exhibit 28 - 1992 Combined Saturday Peak — Exhibits 23 thru 28 include site-generated traffic volumes for all approved or pending Applications in this area. Exhibits 26 thru 28 include the full development of the subject proposal. Page 8 TABLE II SUMMARY OF CAPACITY ANALYSES BUCKLAND HILLS DEVELOPMENT _ SOUTH WINDSOR, CONNECTICUT BACKGROUND COMBINED -' 1992 1992 1992 1992 1992 1992 AM PM SAT. AM PM SAT. PEAK PEAK PEAK PEAK PEAK PEAK #1 - ROUTE 30 AT BUCKLAND ROADJROUTE 194: EASTBOUND: LOS C LOS E LOS C LOS C LOS E LOS C WESTBOUND: LOS F LOS F LOS D LOS F LOS F LOS E NORTHBOUND: LOS C LOS F LOS D LOS D LOS F LOS E — SOUTHBOUND: LOS E LOS E LOS D LOS F LOS E LOS E OVERALL: LOS E LOS F LOS D LOS E LOS F LOS E — V/C RATIO: 0.931 1.132 0.786 0.958 1.143 0.861 — #2 - BUCKLAND ROAD AT DEMING STREET: EASTBOUND: LOS C LOS D LOS C LOS D LOS E LOS D WESTBOUND: LOS C LOS C LOS C LOS D LOS D LOS D — NORTHBOUND: LOS B LOS D LOS B LOS A LOS E LOS B SOUTHBOUND: LOS B LOS C LOS B LOS A LOS B LOS A — OVERALL: LOS B LOS D LOS B LOS B LOS D LOS B V/C RATIO: 0.509 0.906 0.595 0.678 1.027 0.715 #3 - BUCKLAND ROAD AT PROPOSED SITE DRIVE: WESTBOUND: - - - LOS D LOS D LOS D — NORTHBOUND: - - - LOS B LOS B LOS C SOUTHBOUND: - - - LOS A LOS B LOS C — OVERALL: - - - LOS B LOS B LOS C V/C RATIO: - - - 0.613 0.805 0.789 #4 - BUCKLAND STREET AT PLEASANT VALLEY ROAD/BUCKLAND HILLS DRIVE: EASTBOUND: LOS D LOS F LOS F LOS E LOS F LOS F WESTBOUND: LOS D LOS F LOS F LOS D LOS F LOS F NORTHBOUND: LOS C LOS F LOS F LOS C LOS F LOS F SOUTHBOUND: LOS F LOS F LOS F LOS E LOS F LOS F OVERALL: LOS D LOS F LOS F LOS D LOS F LOS F V/C RATIO: 0.566 1.171 1.172 0.629 1.174 1.222 Page 9 TABLE II - (CONTINUED SUMMARY OF CAPACITY ANALYSES — BACKGROUND COMBINED 1992 1992 1992 1992 1992 1992 AM PM SAT. AM PM SAT. PEAK PEAK PEAK PEAK PEAK PEAK #5 - PLEASANT VALLEY ROAD AT ROUTE I-84 WESTBOUND RAMPS: EASTBOUND: LOS C LOS D LOS D LOS C LOS E LOS E WESTBOUND: LOS D LOS D LOS D LOS E LOS E LOS E NORTHBOUND: LOS D LOS D LOS E LOS E LOS D LOS D OVERALL: LOS D LOS D LOS D LOS E LOS E LOS E V/C RATIO: 0.874 1.084 1.193 0.897 1.147 1.290 #6 - BUCKLAND STREET AT PAVILIONS DRIVE: — WESTBOUND: LOS C LOS F LOS F LOS C LOS F LOS F NORTHBOUND: LOS C LOS C LOS F LOS D LOS D LOS F SOUTHBOUND: LOS B LOS B LOS C LOS B LOS B LOS C OVERALL: LOS C LOS D LOS E LOS C LOS D LOS F V/C RATIO: 0.814 1.058 1.241 0.853 1.090 1.278 #7 - BUCKLAND STREET AT ROUTE I-84 EASTBOUND RAMPS: — EASTBOUND: LOS E LOS F LOS F LOS F LOS F LOS F NORTHBOUND: LOS E LOS F LOS F LOS F LOS F LOS F SOUTHBOUND: LOS B LOS E LOS E LOS B LOS E LOS E OVERALL: LOS D LOS F LOS F LOS E LOS F LOS F V/C RATIO: 0.960 1.180 1.157 1.008 1.179 1.167 #8 - BUCKLAND ROAD AT BURR CORNERS/RED STONE ROAD: EASTBOUND: LOS D LOS E LOS F LOS D LOS E LOS F WESTBOUND: LOS D LOS F LOS F LOS D LOS F LOS F NORTHBOUND: LOS B LOS F LOS F LOS B LOS F LOS F SOUTHBOUND: LOS B LOS F LOS E LOS B LOS F LOS E OVERALL: LOS B LOS F LOS F LOS B LOS F LOS F V/C RATIO: 0.805 1.085 1.157 0.889 1.098 1.187 #9 - TOLLAND TURNPIKE AT BUCKLAND STREET: EASTBOUND: LOS D LOS E LOS D LOS D LOS E LOS D WESTBOUND: LOS D LOS F LOS E LOS D LOS F LOS E _ NORTHBOUND: LOS E LOS F LOS E LOS E LOS F LOS E SOUTHBOUND: LOS E LOS E LOS E LOS E LOS E LOS E OVERALL: LOS D LOS E LOS E LOS D LOS F LOS E V/C RATIO: 0.791 1.065 0.921 0.796 1.070 0.935 Page 10 ANALYSIS A review of Table II on Pages 8 and 9, which summarizes the 1992 background and combined Levels of Service and volume-to-capacity ratios under signalized control, indicates — that the proposed development will cause some insignificant increases in the v/c ratios over background conditions with all the other approved and pending developments in place. However, the subject study area includes a well-travelled roadway system which may require improvements, particularly in the lengthening of existing turn lanes, to maintain — existing traffic operations. Queuing analyses were conducted of 1992 combined peak hour conditions at several selected intersections which will be most-directly impacted by the subject development. These include the proposed westbound and northbound left-turn lanes at the improved intersection of Route 30 at Buckland Road and Route 194, the eastbound left-turn and southbound right-turn lanes at the intersection of Buckland Street at Pleasant Valley Road and Buckland Hills Drive, the westbound left-turn — and northbound right-turn lanes at the intersection of Pleasant Valley Road and the Route I-84 Westbound Ramps, and the southbound left-turn lane at the intersection of Buckland Street and the Route I-84 Eastbound Ramps. The State Department of Transportation may require that additional queuing analyses be conducted; however, these turn lanes represent the ones that will be most-directly impacted by the — subject proposal. The results of these queuing analyses are summarized in Table III on Page 11. The actual computer-generated queuing analyses are contained in Exhibit 29 of the Appendix. The computed values in this table provide estimates of the expected back of queue (Nb) before the start of the next green interval for each movement, the expected maximum queue (Nm) after the start of green interval for each movement, and the critical queue length (Nc) which is defined as 112 times — Nm" . The computed queue lengths are summarized in terms of feet, where each vehicle was assumed to require 25 feet. Also summarized for each movement is the actual or proposed — length of turn lane. It is our opinion that the State Department of Transportation may require improvements of the southbound right-turn and -- eastbound left-turn lanes at the intersection of Buckland Street at Pleasant Valley Road. The proposed turn lanes at the intersection of Route 30 at Buckland Road will be — adequate. The turn lanes at the Route I-84 Eastbound and Westbound Ramps may be considered remotely located with respect to the subject intersection and impacted by other developments more significantly than the subject development. Page 11 TABLE III QUEUING ANALYSES 1992 COMBINED CONDITIONS BUCKLAND HILLS DEVELOPMENT BUCKLAND ROAD SOUTH WINDSOR, CONNECTICUT INTERSECTION APPROACH LENGTH PEAK VPH Nb Nm Nc ROUTE 30 AT WB LEFT 250 AM 69 53 54 105 BUCKLAND RD. WB LEFT 250 PM 63 49 50 98 & ROUTE 194 WB LEFT 250 SAT 49 38 39 76 NB LEFT 330 AM 51 38 39 77 NB LEFT 330 PM 98 74 78 148 NB LEFT 330 SAT 121 103 109 206 BUCKLAND ST. EB LEFT 150 AM ill 86 90 172 AT PLEASANT EB LEFT 150 PM 267 307 349 615 _ VALLEY ROAD EB LEFT 150 SAT 278 378 432 755 & BUCKLAND HILLS DRIVE SB RIGHT 235 AM 399 413 506 825 SB RIGHT 235 PM 235 169 189 339 SB RIGHT 235 SAT 123 88 93 175 PLEASANT WB LEFT * 780 AM 838 259 507 518 VALLEY ROAD WB LEFT * 780 PM 1493 491 - 983 _ AT ROUTE I-84 WB LEFT * 780 SAT 1493 491 - 983 WESTBOUND RAMPS NB RIGHT 300 AM 36 18 18 35 NB RIGHT 300 PM 276 896 1040 1792 NB RIGHT 300 SAT 441 3199 4134 6398 BUCKLAND ST. SB LEFT * 410 AM 162 57 63 114 AT ROUTE I-84 SB LEFT * 410 PM 796 646 1175 1293 _ EASTBOUND SB LEFT * 410 SAT 468 216 290 432 RAMPS Notes: 1. "*" indicates double lanes for movement. 2. Queue lengths computed utilizing "AUSIQ" method. 3. "VPH" represents 1992 combined vehicles per hour. 4. "Nb" represents back of queue in feet before start of green. 5. "Nm" represents maximum back of queue in feet after -' start of green. 6. "Nc" represents critical back of queue in feet defined as 2 times "Nb" . Page 12 ACCIDENT ANALYSIS The subject study area has undergone a significant change in roadway and traffic control characteristics over recent years — and the available accident data does not provide a sound basis for evaluating the accident experience of this area. However, the proposed improvements of "Five Corners" and Buckland Road, and the completed improvements already in place, are expected to provide enhanced mobility and safety. Furthermore, it is not expected that the site-generated traffic volumes travelling to and from the subject development will produce any unusual or significant accident potential on the surrounding roadway network. SIGHT LINE ANALYSIS We have reviewed available sight distances from the proposed site drive at Buckland Road utilizing the plan and profile prepared for the proposed Buckland Road improvements by the consultant for same, Keyes Associates of Wethersfield, CT. — We also reviewed existing conditions in the field. We evaluated sight distances from a point on the proposed site drive, at a distance of 20 feet back of the nearside edge of — pavement of Buckland Road (existing and proposed) , at a viewing height of 3.5 feet above the proposed site drive pavement, to an object height 3.5 feet above the Buckland Road pavement (existing and proposed) . Buckland Road is posted at 35 miles per hour. Travel speeds are estimated to be in the 40 to 45 mile per hour range in — the vicinity of this site. Under existing conditions, the sight line to the south is limited by vegetation along the east side of the road in front of the property which will be — cleared for the subject development. Sight line to the north is limited by the crest of a vertical curve. The new roadway alignment will basically follow the same vertical and horizontal configurations as existing conditions, with some minor modifications. Available sight distance to the south is about 550 feet under — existing and proposed conditions once the offending vegetation is removed. Available sight distance to the north is currently about 410 feet, and will be improved to about 510 feet once the new roadway is in place. Suggested minimum sight distances by the State Department of Transportation are 365 feet at 40 miles per hour, 455 feet at 45 miles per hour, and 565 feet at 50 miles per hour. Therefore, under proposed conditions with the new road in place, sight distances will be adequate for travel speeds in — excess of 45 miles per hour. We understand that Keyes Associates is now reviewing the proposed site drive location to determine if sight distances can be improved to the north, which will require a further lowering of the vertical crest — than proposed. Page 13 A traffic signal is proposed for the subject site drive which — will help to overcome any sight line deficiencies in exiting this drive. The State Department of Transportation will consider the adequacy of these sight lines as part of its review of the forthcoming Application for Certificate. RECOMMENDATIONS The proposed site drive intersection at Buckland Road may require signalization due to the high levels of background — peak hour traffic volumes that exist on Buckland Road. In addition, once Buckland Road is widened to provide two through lanes in each direction to accommodate these high levels of background traffic volumes, it is suggested that a northbound right-turn deceleration lane and a southbound left-turn storage lane be considered on Buckland Road at the — site drive to safely and efficiently accommodate inbound traffic for the subject development. The analyses undertaken herein evaluated the proposed site drive intersection as — signalized with an advance southbound phase to accommodate left-turns into the site, and with Buckland Road widened to provide two through lanes in each direction with no additional turn lanes. Please contact me at your earliest convenience should you have any questions or if you require additional information regarding this matter. Very truly yours, " Q M S 0 4-4-&M GO NIV • �`'Q�SG-a�e�r�c James G. Bubaris, P.E. �. Principal Bubaris Traffic Associates ' t40. 9203 !� n :GISTS G�c� ,55'0NAA�G o U o 3281 Whitney Avenue — �� ���� �flF PLANN ING Hamden,Connecticut 06518 e 'MIFENGINEER1NG Telephone: (20(3)288-4762 Q Is a OC �Q 7IE 19 \_/AND DESIGN Telecopier: (203)281-3204 JAMES G. BUBARIS EDUCATION B.S. in Civil Engineering, Cornell University — M.E. in Traffic Engineering, Pennsylvania State University PROFESSIONAL REGISTRATION Licensed Professional Engineer, Connecticut and Pennsylvania PROFESSIONAL AFFILIATIONS Fellow, Institute of Transportation Engineers (ITE) Member, American Society of Civil Engineers Immediate Past President, former President, Vice President and Director, New England Section of ITE Former Technical Member, National Committee on Uniform Traffic Control Devices — Past President and Vice President, Connecticut Chapter of ITE Former District 1 Director, Urban Traffic Engineers' Council, ITE Member, ITE Technical Council Committee 6Y-35, Role of Traffic Engineer in Private Development Chairman, former ITE Technical Council Committee 4A-15, Pedestrian Control at Signalized Intersections PROFESSIONAL EXPERIENCE Five years traffic engineering/planning/design experience with Pennsylvania Department of Transportation (1968-1973) _ Three years as Head Traffic Engineer with Keyes Associates, Architects/Engineers/Planners, Wethersfield, Connecticut (1973-1976) -' Eleven years as Traffic and Transportation Manager, Town of West Hartford, Connecticut, responsible for Town's traffic engineering/planning/design/maintenance functions (1976-1987) Principal of Bubaris Traffic Associates (formerly James G. Bubaris, P.E. , P.C. ) a professional corporation providing _ traffic planning, traffic engineering and traffic design consulting s rvices to developers, other design professionals, and municipalities (1987 to present) APP END I X SITE TRAFFIC EVALUATION STUDY BUCKLAND HILLS DEVELOPMENT PARTNERSHIP BUCKLAND ROAD NORTH OF BUCKLAND HILLS DRIVE SOUTH WINDSOR, CONNECTICUT TABLE OF CONTENTS - APPENDIX Exhibit 1 - Location Map Exhibit 2 - Trip Generation Calculations - Office Buildings Exhibit 3 - Trip Generation Calculations - Quality Restaurant Exhibit 4 - Trip Generation Calculations - Hotel Exhibit 5 - Trip Generation Calculations - Retail Exhibit 6 - Trip Generation Calculations - Banquet Facility Exhibit 7 - Trip Generation Calculations - Red Stone Center Exhibit 8 - 1992 Background Weekday AM Peak Hour Exhibit 9 - 1992 Background Weekday PM Peak Hour Exhibit 10 - 1992 Background Saturday Peak Hour Exhibit 11 - 1992 Background Weekday AM Peak Hour With Red Stone Shopping Center Exhibit 12 - 1992 Background Weekday PM Peak Hour With Red Stone Shopping Center Exhibit 13 - 1992 Background Saturday Peak Hour With Red Stone Shopping Center "- Exhibit 14 - Site-Generated Arrival Distributions Exhibit 15 - Site-Generated Departure Distributions Exhibit 16 - Site-Generated Weekday AM Peak Hour Exhibit 17 - Site-Generated Weekday PM Peak Hour Exhibit 18 - Site-Generated Saturday Peak Hour Exhibit 19 - 1992 Combined Weekday AM Peak Hour Exhibit 20 - 1992 Combined Weekday PM Peak Hour Exhibit 21 - 1992 Combined Saturday Peak Hour (continued) -- TABLE OF CONTENTS - APPENDIX (continued) Exhibit 22 - Definitions of Capacity Analyses Signalized Intersections Exhibit 23 - Capacity Analyses 1992 Background Weekday AM Peak Exhibit 24 - Capacity Analyses 1992 Background Weekday PM Peak Exhibit 25 - Capacity Analyses 1992 Background Saturday Peak Exhibit 26 - Capacity Analyses 1992 Combined Weekday AM Peak Exhibit 27 - Capacity Analyses 1992 Combined Weekday PM Peak Exhibit 28 - Capacity Analyses 1992 Combined Saturday Peak Exhibit 29 - Queuing Analyses 1992 Combined Conditions Selected Intersections S�<<i EXHIBIT 1 LOCATION MAP BUCKLAND HILLS m DEVELOPMENT PARTNERSHIP z• RO• 74 �v ELLINGTON 4 30 R0. o� SOU TH W / N D S O R quo 30 � �'' .oF� Rp• '`��� o 'CON 4s4'y2' Al ,QD Y cr W TOWN LINE ~ ran 84 1 A R TFOR D EXIT Y EAST H i 62 NORTH MAIN j 6 �ONR,q/� CON IL' gT. 84 T0�-ti'ANp ~�v — BURN510E F =`� MANCHEsrER 6 MIOpLE EXIT �, TPKE WEST 61 —' 15 84 6 EXIT v� 59 .� o MAP Cflv4TA5q 0A sT `- ' t�l?55 �. Cl Nd 1 LL.,� GENERAL OFFICE BUILDINGS ******************** EXHIBIT 2 SUMMARY OF TRIP GENERATION CALCULATIONS SOURCE: TRIP GENERATION REPORT, INSTITUTE OF TRANSPORTATION ENGINEERS, 1987 LAND USE: GENERAL OFFICE BUILDINGS--CODE V10 PROJECT: BUCKLAND HILLS DEVELOPMENT - OFFICE PORTION ---------------------------------------- BUCKLAND ROAD, SOUTH WIN DSO R, CT ---------------------------------------- GROSS FLOOR AREA IN 10001S SQUARE FEET 60.0 TOTAL TIME PERIOD ITE TRIP GENERATION EQUATION TRIPS INBOUND OUTBOUND AVERAGE LN(T) = 0.75 LN (A) + 3.77 935 468 468 WEEKDAY 50 $ INBOUND * 50 $ OUTBOUND PEAK HOUR LN (T) = 0.86 LN (A) + 1.34 129 112 17 7 TO 9 AN 87 $ INBOUND * 13 $ OUTBOUND PEAK HOUR LN (T) = 0.83 LN (A) + 1.46 129 21 108 4 TO 6 PM 16 $ INBOUND * 84 % OUTBOUND _ AVERAGE LN (T) = 0.90 LN (A) + 1.22 135 67 67 SATURDAY 50 % INBOUND * 50 $ OUTBOUND SATURDAY T = 1 / ((3.17/(A)) - 0.0046) 21 11 10 PEAK HOUR 54 $ INBOUND * 46 $ OUTBOUND AVERAGE LN (T) = 0.98 LN (A) - 0.04 53 27 27 SUNDAY 50 $ INBOUND * 50 % OUTBOUND SUNDAY T = 1 / ((2.84 / (A)) +0.048) 10 6 5 PEAK HOUR 56 1 INBOUND * 44 % OUTBOUND QUALITY RESTAURANT ******************** EXHIBIT 3 ******************** SUMMARY OF TRIP GENERATION CALCULATIONS SOURCE: TRIP GENERATION REPORT, INSTITUTE OF TRANSPORTATION ENGINEERS, 1987 LAND USE: QUALITY RESTAURANT--CODE 1831 PROTECT: BUCKLAND HILLS DEVELOPMENT - RESTAURANT PORTION ---------------------------------------- BUCKLAND ROAD, SOUTH WINDSOR, CT NUMBER OF 1,0001S SQUARE FEET: 7.5 TOTAL TINE PERIOD ITE TRIP GENERATION EQUATION TRIPS INBOUND OUTBOUND AVERAGE T = 1/(0.012/(X) - 0.00011)) 671 336 336 WEEKDAY 50 $ INBOUND * 50 $ OUTBOUND PEAK HOUR T = 0.47 (X) 4.0 8 7 1 7 TO 9 AM 901 INBOUND * 101 OUTBOUND PEAK HOUR LN (T) = 0.95 LN (X) + 1.99 50 34 15 4 TO 6 PM 69% INBOUND * 311 OUTBOUND AM PEAK HOUR T = 18.15 LN (X) + 11.72 54 43 11 OF GENERATOR 801 INBOUND * 201 OUTBOUND PM PEAK HOUR LN (T) = 1.09 LN (X) + 2.07 71 48 23 OF GENERATOR 681 INBOUND * 321 OUTBOUND _ AVERAGE LN (T) = 1.14 LN (X) + 4.15 631 315 315 SATURDAY 50 $ INBOUND * 50 % OUTBOUND SATURDAY T = 12.19 (X) - 11.0 80 49 31 PEAK HOUR 611 INBOUND * 391 OUTBOUND OF GENERATOR AVERAGE LN (T) = 0.86 LN (X) + 4.52 519 260 260 SUNDAY 50 $ INBOUND * 50 $ OUTBOUND _ SUNDAY LN (T) = 0.90 LN (X) + 2.31 62 33 29 PEAK HOUR 531 INBOUND * 471 OUTBOUND OF GENERATOR HOTEL **************** *** EXHIBIT SUMMARY OF TRIP GENERATION CALCULATIONS SOURCE: TRIP GENERATION REPORT, INSTITUTE OF TRANSPORTATION ENGINEERS, 1987 LAND USE: HOTEL--CODE 1310 PROJECT: BUOUM HILLS DEVELOPMENT - HOTEL PORTION ---------------------------------------- BUCKLAND ROAD, SOUTH WINDSOR, CT ------------- ------ NUMBER OF ROOKS: 175 TOTAL TIME PERIOD ITE TRIP GENERATION EQUATION TRIPS INBOUND OUTBOUND AVERAGE T = 8.80 (X) - 59.0 1481 741 741 WEEKDAY 50 $ INBOUND * 50 $ OUTBOUND PEAK HOUR LN (T) = 1.61 LN (X) - 3.90 83 55 28 7 TO 9 AM 66 $ INBOUND * 34 $ OUTBOUND PEAK HOUR LN (T) = 1.30 LN (X) - 2.15 96 52 44 4 TO 6 PH 54 1 INBOUND * 46 1 OUTBOUND AN PEAK HOUR LN (T) = 1.44 LN (X) - 2.76 107 57 51 OF GENERATOR 53$ INBOUND * 47 $ OUTBOUND PK PEAK HOUR LN (T) = 1.17 LN (X) - 1.23 123 78 46 OF GENERATOR 63 $ INBOUND * 37 $ OUTBOUND AVERAGE T = 5.47 (X) + 304.0 1261 631 631 SATURDAY 50 % INBOUND * 50 $ OUTBOUND _ SATURDAY T = 0.28 (X) + 70.0 119 67 52 PEAK HOUR 56 $ INBOUND * 44 1 OUTBOUND OF GENERATOR AVERAGE T = 4.15 (X) + 67.0 793 397 397 SUNDAY 50 $ INBOUND * 50 $ OUTBOUND SUNDAY T = 0.25 (X) + 32.0 76 35 41 PEAK HOUR 46 $ INBOUND * 54 1 OUTBOUND OF GENERATOR RETAIL, GENERAL MERCHANDISING EXHIBIT SUMMARY OF TRIP GENERATION CALCULATIONS SOURCE: TRIP GENERATION REPORT, INSTITUTE OF TRANSPORTATION ENGINEERS, 1987 LAND USE: RETAIL, GENERAL MERCHANDISING (LIMITED DATA) COMPOSITE OF OTHER AVAILABLE DATA USED: LAND USE 1814-SPECIALTY RETAIL CENTER LAND USE 1820-SHOPPING CENTER PROJECT: BUCKLAND HILLS DEVELOPMENT - RETAIL PORTION ---------------------------------------- - BUCKLAND ROAD, SOUTH WINDSOR, CT ---------------------------------------- GROSS FLOOR AREA IN 1000'S SQUARE FEET 70 TOTAL TIME PERIOD ITE TRIP GENERATION EQUATION TRIPS INBOUND OUTBOUND AVERAGE LN (T) = 1.12 LN (A) + 3.24 2976 1488 1488 WEEKDAY 50 $ INBOUND * 50 $ OUTBOUND (FROM LAND USE 1814) PEAK HOUR T = 7.05 % OF AVERAGE WEEKDAY 210 147 63 7 TO 9 AM 70 1 INBOUND * 30 $ OUTBOUND - (FROM LAND USE #820) PEAR HOUR T = 10.65 % OF AVERAGE WEKDAY 317 155 162 _ 4 TO 6 PM 49 $ INBOUND * 51 $ OUTBOUND (FROM LAND USE 1820) AVERAGE LN (T) = 1.05 LN (A) + 3.48 2810 1405 1405 - SATURDAY 50 % INBOUND * 50 $ OUTBOUND (FROM LAND USE 414) - SATURDAY T = 10.7 $ OF AVERAGE SATURDAY 301 153 147 PEAK HOUR 51 $ INBOUND * 49 $ OUTBOUND (FROM LAND USE 1814) AVERAGE LN (T) = 0.95 LN (A) + 3.02 1160 580 580 SUNDAY 50 $ INBOUND * 50 $ OUTBOUND (FROM LAND USE 1820) SUNDAY NO ITE DATA EXHIBIT 6 TRIP GENERATION ESTIMATES PROPOSED BANQUET FACILITY The proposed banquet facility is expected to serve the following wedding reception schedule on Fridays, Saturdays and Sundays: Friday PM: 4 weddings from 7:30 PM to Midnight Saturday: 4 weddings from Noon to 4:00 PM 4 weddings from 5:00 PM to 9:00 PM Sunday: 2 weddings from Noon to 4:00 PM The maximum occupancy with two weddings is 600 people. The maximum occupancy with four weddings is 1200 people. Assuming 3 people per vehicle, will generate 200 inbound and _ 200 outbound trips for the two-wedding schedule on Sundays, and will generate 400 inbound and 400 outbound trips for the four-wedding schedule on Fridays, and for each of the four-wedding schedules on Saturdays. It has also been assumed that there will be 50 employees at the facility at any given time, which will generate 50 inbound and 50 outbound trips over the course of each wedding day. Therefore, the following trip generation assumptions can be made in the absence of trip generation data from the Institute of Transportation Engineers for banquet facilities: Employees an Trip Generation Category Guests Service Total Average Friday: 800 100 900 7:00 AM to 9:00 AM Peak: 0 50 50 4:00 PM to 6:00 PM Peak: 50 50 100 Average Saturday: 1600 100 1700 Saturday Peak: 400 20 420 Average Sunday: 400 50 450 Sunday Peak: 200 25 225 SHOPPING CENTER (OVER 200K SF) ******************** EXHIBIT SUMMARY OF TRIP GENERATION CALCULATIONS SOURCE: TRIP GENERATION REPORT, INSTITUTE OF TRANSPORTATION ENGINEERS, 1987 LAND USE: SHOPPING CENTER OVER 200,000 SF GROSS LEASABLE AREA--CODE 1820 PROJECT: PROPOSED RID STONE SHOPPING CENTER, MANCHESTER, CT ---------------------------------------- NUMBER OF 110001S SQUARE FEET LEASABLE AREA: 277 ------------ - TOTAL TINE PERIOD ITE TRIP GENERATION EQUATION TRIPS INBOUND OUTBOUND AVERAGE T = 6371 + 27.07 (X) 13869 6935 6935 WEEKDAY 50 $ INBOUND * 50 $ OUTBOUND PEAK HOUR LN (T) = 0.60 LN (X) + 2.40 322 225 97 7 TO 9 AN 70 $ INBOUND * 30 % OUTBOUND PEAK HOUR T = 2.58 (X) + 381 1096 515 581 4 TO 6 PM 47 $ INBOUND * 53 % OUTBOUND AVERAGE LN (T) = 0.64 LN (X) + 6.21 18204 9102 9102 SATURDAY 50 % INBOUND * 50 % OUTBOUND SATURDAY LN (T) = 0.62 LN (X) + 3.97 1732 883 849 PEAK HOUR 51 $ INBOUND * 49 % OUTBOUND AVERAGE T = 15.79 (X) + 3988 8362 4181 4181 SUNDAY 50 $ INBOUND * 50 $ OUTBOUND SUNDAY INBOUND = 16.4 $ OF AVG. SUN. 2550 1371 1179 PEAK HOUR OUTBOUND = 14.1 $ OF AVG. SUN. CHRISTMAS XMAS IS 142 $ OF AVERAGE 19695 9847 9847 WEEKDAY CHRISTMAS XMAS IS 142 $ OF AVERAGE 25849 12925 12925 SATURDAY CHRISTMAS XMAS IS 142 $ OF AVERAGE 11874 5937 5937 SUNDAY t EXHIBIT 8 R0�'rE 3 o 1992 BACKGROUND AM PEAK HOUR —IP i I t9l '9E04 1 A)4r 2--1 s-rREE-r' o----�. — 13 7--�, o o �. W �— � 2 d- A— 72 {J -_5-37 803 �`—�3 VAL4,6q ltflAl) o_..._�' '39.._�' 606YL ND HILLS T410E 30q 4fs8 e PAVILIONS "DitluE RvuTe :r-t3+ A W6_6113000:D y N m pF f- �k0vLn IG r � 1 N 900TIE s-$q. EAsraoLw o ,s' pry M O u, NoT To — �-- SCALE 'BvRR cc>o& S RE'D 5ToA14 RDAp 462 _ 1� �24 -**rC)LL AND -r0aNPIKE 292—..* 21,E N J- _ r- r m 29+ 41 39+ EXHIBIT 9 RpN�r 30 2 1992 BACKGROUND PM PEAK HOUR 417 —y tA ?Ain �8, �Ewt I aCr 2$ = STREET I Pd '�_y4p I �---57& -4--902 PL&AsAN-r {J 1351 �►I 09 1130 373—0 e — 3&+---+" N dto"N PAVIL1 orals DAW6 V; R oo-rd yw d 1.3 N m — ov OFF 282Ln p, N � N� ROOTS s-84 N EA-5-r3ooA — E"STD I,g� t,9 f �fo - Ids LCI1 Nor To �i�, -f-- SCA�E B uR R CoQNE,t,S - 20 RE') STONE RDAp 120 aDv 1 r — �flLLAND 'TJIQNKE PI ♦-2�� � 9 9 `77---OL N I%-in 1 � EXHIBIT 10 3GG Rpu-rE 3o `r -� ?rZG 1992 BACKGROUND SAT PEAK HOUR + 0-- $. — 13 —} gr4 4 ,f-- 273 4 lC81 PLL-Amwr oa I VALJ.4 q 40AD 99 5 6 M u+ * ---079 Q 305 FAWLIoNs loRiuE V R voT T- Sq- A WC.S'r13a�n7t,� Ar3 q y�v o I � ti N � oFF V� o R00T6 s-e4 CA-jrooviu _ Al T X.84 � 'S' or1 N ��'�� oF� - Ql ��oapU / SAS a,on -- c4 M NoT -ro $uR R CvQNERs lJ � �N f— 'SC ALd -5-roJV4 ZAP 123 1 r Ln `n�" r 397 -fflLLAN9 -f04A)PlV,4 1� 323 1+3--� I C-4inM EXHIBIT 11 goo 3 o Y 33 1992 BACKGROUND AM PEAK HOUR 21J5��, t Gg WITH RED STONE SHOPPING CENTER r rn TE01 i A)CT ,� 1r �} �—9 2. ::� srREE-r • Q - T enr4O r *!P= n Pt_&A A•rl T 81¢ .4___.393 _ s �-'" � I —� 39 0oeyL4ND HILLS T 410E 31.o 212 —} 160 A . 80 qu tr I r PAW1.1ONS VAit)E P.cuTes z: ON m Nov OF y�0 Ln LA m� goo - N ' 900T6 2-gq. GA-s 400/u 8,4 � 8 pta N a'Na �- F a� 10 SAS cn 40 SCq L6 'BURR Co1QNE�QS �} - 4e) ¢ ---Dc (� RED STon►4 RDAp frflLLAN� ' olIA)PIK4 �► 4 —'-'-701 _ 241 312---.� fi 119 EXHIBIT-" I i RarrE 3 0 � �1► � 1992 BACKGROUND PM PEAK HOUR 07rz —y WITH RED STONE SHOPPING CENTER J`�v 2.8 -� WTI 4.�.. Pa Dloos,.D o- C� s�rE 9RI�E - co --z4o �4 902 VAu q ItflAD ►t G60_i- tf - U% 3�3--F OJGKL4ND HILLS �J 41 of eu PAVit-i ON5 VRIL)E �% i C 11 -c� o,V � N of F 2W POOT6 s•84. CAsr4o�N Its -� pt1 �o�p� — NoT To SCAc.E 5 R61) STON/. RDAV U)J N 455 frOLLAND -rOgAAK4 a9 725 tr — N h� d.O�n EXHIBIT 13 RartE 30 _ 2210•—..� 1992 BACKGROUND SAT PEAK-HOUR 440 --y 0& L � WITH RED STONE SHOPPTNG CENTER �ll I AJGr .t.J 1Y --I I l4 —J- STREE-tir 13 `--10 119 --�, �n � cc Pa oiAos4-D a s'Trs- 'OIoE- +-_273 - PL&AsAwr �--'1441 4—lo¢gl VA"4q ROAD 60GKL4ND HILLS 'DjeioE 1039 505 ----} SZl-� PAVIc.1ONS VRILE Tom'` x _ �1 pY OF 35 ,'1— 8 — N RoOTE s-8q. EAsrao�N �o U pta a o,cc �0o�a - M r� 41 to NOT To 1 I uR R CORNERS �—'-41�A 600 I t aq 3 CIA� NAM 4L - EXHIBIT 14 Rw'fE 3 O L1► �" SITE-GENERATED DISTRIBUTIONS Ic/ ---ir t r (ARRIVALS) �� p %441 AJCT •�J �' _� STREET 100Y. VAL44 q OAD 10% ZO/ O0e KLJlrN D HILLS -D 410 E PAVILIONS VRioE a 0� ot'; fit I ti yov o .� ti m N° V Of R0 O• C- s-8q. E�4sraoviu Eq STq� z.g,� ,�• otk 1 _ NoT -ro '8vR R coQr�ERs � -f— SCq�E RE1) STONA. RDAP I � Q. -flL.LAND -fOgA IKE _ Y -� I t EXHIBIT 15 SITE-GENERATED DISTRIBUTIONS —y t r (DEPARTURES) t N ti oz _ 46- VAL4,6q iqoAD —� � 00eKL4ND HILLS TRUE PAVU-ioN5 -VRIuE o .�ti � Nov off- y.� QovTE T-gq. EA-5r000x) Ifo�a� SC L S A E —� R E'D STo/VA RDA p wLLAN9 TuRNPI �— KE --� I t EXHIBIT 16 (1pV-YLr '.�o SITE-GENERATED AM PEAK HOUR --1► I �Ewl 1 A)4r '�--48 —' 'L Ila 3G 4 PLC-AtAN-r 24- �i VAI.4,6q 40AD .�' 72. ___�' OOGKLr4Nv HILLS Uwe � --�. -t Pr4VILlONS vitioE R ouTd X• Sq- � WC.S't•�Ja�n�� lei ti m d of NAO ROJTE 2-84. CA-5T,400iu EI� OUP _ N S Q-9c lat 0t1 Nor -ro -�- -- SCAc.E '8 VR R --� R E1) STON4 RSA p froLLAND 'TJRNPIKA I, �- Y ' _ 7 -} it � EXHIBIT 17 R WTE 3 0 4, 3 S SITE—GENERATED- PM PEAK HOUR —y 33 r)f C-4 '9E wt 1 AJLT ,ro" —" _JI. sT.4 -r N 7 +,- -144- '45q Q _ 25 pa opo5,6 D a 1511A- 9jei0E 332 A AN-r 72 �► VAU�6 q OAD 33 " 6 UCKL4N D HILLS T iQ i 0 E SN PAVILIONS VRiu E n y�v I 1 O N Nov of r ROOTS s-ea. &A-5il400A �DU E�STD X-N 0IA N (0 NoT o �vR R CoQNERs � f� SCALd RE!) SToN4 RDAV — M L-13 —� 1 t M EXHIBIT _ SITE-GENERATEn SAT PEAK - '�i------ TEwt I iJCT ,�-- --� sT'REEr ----� r N cw ,I IDS' Y 0 054 -4 0 PL&AtAwr ---52 VAU,6 q R flAD ._�. 13� 1' OOCKLq-ND HILLS Ti2ivE PAVtc-IONS VAluE R DOT6 T- 04 = WC.STi3c�n)� m Y of POOTE s-84. EAsrao�N �fopJIJ� � I SAS _ � 1 N Nair -ro Scgc.E $uRR CoRNERS --_;O� RE') 5TON,z RDA� . I 27 -rflLLAND -rO4A)PIK4 -} I t _ N M ®`� '�_402 EXHIBIT 19 RW?E 3 O 1992 COMBINED AM PEAK HOUR t 1O5 r . _ $d) % +_23 T 6M I A)4r 2 o —� 0 Go '�._4. g r, -4---552L �c►cc L� J14 -4--343 P as -r -F—•83e j ��. VAL4,6 q R DAD o 35G —may. 111 •-� (�0cKc.A�N D HILLS T R 1 0 E 1►2 153 N\9 50(b p ►50 .��80 -- PAVJl-i oN5 J)Rit)E ti m Y10v OF R0OTC- s-eq. C*C-A-vr000 mv goo N ��a k9 F 111 oo= NoT To 12 E (� RE'J SToAlx pA1� n�CL frflLLAND 'rOgAAK4 •ice �' 701 • 3�9 —� C o EXHIBIT 20 Rpv-rE 30 Y 39 4t3 —� 1992 COMBINED PM PEAK HOUR 647 --)o `S = �Ewt i A)Gr 28 --f' STREET ,20 --10 fi c`l ICK `� I '�--144 .4.3�`� At oIOo54 D sires 9,Qi�E 332 LAW `cQsg _214 609 . Pt_F SA'N'r ---1�93 -q 902 Lip -750 1IPj9 --� (�OGKL"q HILLS 9jejOE 313�3 ---r ►` 58(o (� eAvil-IONS IDRiuE R vuTe T- 8q. Ln i WCSTi�avn�� yoV ON I �J a� NOV OF� 282 _.._. ' — � h ROOT16 s-gq. KE,4sraovro vo EqSTq�5,8� 4.:�: ,5.6 0 13a0 �► EA Nolr -ro mUN ' R CoR�ERS - SC q c.E bog � 285 20 I15 1 R SDSTo�vf RvA7� in Ul%�� L--�8 �flLLAND 'fJRNP►K4 JT l 4 32io _ y 9 l 2932 ..—� UPI 10 t'r — 433 —"�, � N� 25& 1J (N•EXHIBIT 23 -Rp�-rE 3 0 �" Y� � 43+ — 1992 COMBINED SAT PEAK HOUR I+ __.y 13 1+ :--� STREET 13 1I 0,1_4 MJ� 1I104 (7 qr - i ly 15& a ,�- pa 01005A D 43l0 �%Q�1 <F.� '�_ 3+1 PUEAsAiq-r 493 I '�'_'1 e-7 VAu.,4 q R aA1) _� 27 7+ 1107---�' 5O5 _-'6 0 0GKL4N q HILLS T 41 v E r p b ra.. l-$�� eAV1L-1ON5 vAluE We OD � NAO OF� RoO-r15 T-gq, Cq �DU _ ry a'Na F Norr -ro 40 SCALE *BvRR aoQx)ERs 41 RED STavf RDAY IrOLLAND TuRA)PIKA 323 —" 537 --,4 293 ---- 1 tr �.10h _ EXHIBIT 22 LEVEL OF SERVICE CRITERIA SIGNALIZED INTERSECTIONS SOURCE: "HIGHWAY CAPACITY MANUAL", 1985 Level of Service for signalized intersections similar to the study intersections is based on the computed average stopped delay of all vehicles on a given approach. Delay is a measure of driver discomfort, frustration, increased fuel consumption, and lost travel time. In the case of signalized intersections, the Level of Service for each approach is computed, and an overall Level of Service for the entire intersection is determined. Levels of Service (LOS) for signalized intersections are — defined as follows: _ LEVEL OF STOPPED DELAY CONDITION SERVICE PER VEHICLE (SECONDS) LOS A < 5.0 Very low delay. LOS B 5.1 to 15.0 Short delay. LOS C 15.1 to 25.0 Average delay. LOS D 25.1 to 40.0 Congestion noticeable. — LOS E 40.1 to 60.0 Limit of acceptable delay. < 60.0 Oversaturation. _ In today's environment, Levels of Service C to D are considered acceptable, and Levels of Service A to B are seldomly achieved at signalized intersections. EXHIBIT 23 CAPACITY ANALYSES 1992 BACKGROUND WEEKDAY AM PEAK HOUR 1985 HCM: SIGNALIZED INTERSECTIONS _ SUMMARY REPORT INTERSECTION. .ROUTE 30/RTE 194/BUCKLAND RD. AREA TYPE. . . . .OTHER ANALYST. . . . . . .J G BUBARIS DATE. . . . . . . . . .8-9-1991 TIME. . . . . . . . . .1992 AM BACKGROUND COMMENT. . . . . . .BUCKLAND HILLS DEVELOPMENT, SOUTH WINDSOR, CT -------------------------------------------------------------------------- VOLUMES GEOMETRY _ EB WB NB SB : EB WB NB SB LT 107 33 39 228 : L 11.0 L 11.0 L 11.0 L 10.0 TH 205 604 428 805 : T 11.0 T 11.0 T 11.0 T 12.0 RT 68 402 14 336 : TR 11.0 R 11.0 TR 11.0 TR 12.0 -' RR 0 0 0 0 : 14.0 11.0 12.0 14.0 12.0 12.0 14.0 12.0 12.0 12.0 12.0 12.0 - -------------------------------------------------------------------------- ADJUSTMENT FACTORS GRADE HV ADJ PKG BUSES PHF PEDS PED. BUT. ARR. TYPE ($) ($) Y/N Nm Nb Y/N min T EB 0.00 2.00 N 0 0 0.90 0 N 19.4 3 WB 0.00 2.00 N 0 0 0.90 0 N 19.4 3 NB 0.00 2.00 N 0 0 0.90 0 N 19.1 3 -' SB 0.00 2.00 N 0 0 0.90 0 N 19.1 3 -------------------------------------------------------------------------- SIGNAL SETTINGS CYCLE LENGTH = 120.0 PH-1 PH-2 PH-3 PH-4 PH-1 PH-2 PH-3 PH-4 EB LT X X NB LT X X TH X TH X RT X RT X PD PD WB LT X X SB LT X X X TH X TH X X -' RT X RT X X PD PD GREEN 10.0 0.0 41.0 0.0 GREEN 10.0 10.0 34.0 0.0 YELLOW 2.0 0.0 5.0 0.0 YELLOW 3 .0 0.0 5.0 0.0 -------------------------------------------------------------------------- LEVEL OF SERVICE _ LANE GRP. V/C G/C DELAY LOS APP. DELAY APP. LOS EB L 0.615 0.400 29.3 D 21.5 C TR 0.280 0.342 18.6 C WB L 0.000 0.400 45.6 E 70.4 F T 1.136 0.342 95.5 F R 0.890 0. 342 34.7 D NB L 0.000 0.350 9.7 B 22.7 C TR 0.529 0.283 23.8 C SB L 0.327 0.475 15.1 C 51.9 E TR 1.066 0. 367 58.9 E -------------------------------------------------------------------------- INTERSECTION: Delay = 49.7 (sec/veh) V/C = 0.931 LOS = E r 1985 HCM: SIGNALIZED INTERSECTIONS SUMMARY REPORT INTERSECTION. .DEMING STREET/BUCKLAND ROAD _ AREA TYPE. . . . .OTHER ANALYST. . . . . . .J G BUBARIS DATE. . . . . . . . . .8-9-1991 TIME. . . . . . . . . .1992 AM BACKGROUND COMMENT. . . . . . .BUCKLAND HILLS DEVELOPMENT, SOUTH WINDSOR, CT -------------------------------------------------------------------------- VOLUMES GEOMETRY EB WB NB SB : EB WB NB SB LT 2 29 131 8 : LTR 15.0 LTR 15.0 LT 12.0 LT 12.0 TH 1 41 456 897 : 12.0 13.0 TR 14.0 TR 14.0 RT 139 23 10 1 : 12.0 11.0 14.0 12.0 RR 0 0 0 0 : 14.0 11.0 12.0 14.0 12.0 12.0 14.0 12.0 12.0 12.0 12.0 12.0 - -------------------------------------------------------------------------- ADJUSTMENT FACTORS GRADE HV ADJ PKG BUSES PHF PEDS PED. BUT. ARR. TYPE - (-%) ($) Y/N Nm Nb Y/N min T EB 0.00 2.00 N 0 0 0.90 0 N 15. 3 3 WB 0.00 2.00 N 0 0 0.90 0 N 15.3 3 NB 0.00 2.00 N 0 0 0.90 0 N 9.6 3 SB 0.00 2.00 N 0 0 0.90 0 N 9.6 3 -------------------------------------------------------------------------- SIGNAL SETTINGS CYCLE LENGTH = 120.0 PH-1 PH-2 PH-3 PH-4 PH-1 PH-2 PH-3 PH-4 EB LT X NB LT X TH X TH X RT X RT X PD PD, WB LT X SB LT X TH X TH X RT X RT X PD PD GREEN 30.0 0.0 0.0 0.0 GREEN 80.0 0.0 0.0 0.0 YELLOW 5.0 0.0 0.0 0.0 YELLOW 5.0 0.0 0.0 0.0 -------------------------------------------------------------------------- LEVEL OF SERVICE _ LANE GRP. V/C G/C DELAY LOS APP. DELAY APP. LOS EB LTR 0.419 0.250 24.7 C 24.7 C WB LTR 0.292 0.250 23.6 C 23.6 C NB L 0.543 0.667 9.7 B 6.8 B TR 0.409 0.667 6.0 B SB LTR 0.436 0.667 6.1 B 6.1 B -------------------------------------------------------------------------- INTERSECTION: Delay = 8.8 (sec/veh) V/C = 0.509 LOS = B 1985 HCM: SIGNALIZED INTERSECTIONS SUMMARY REPORT INTERSECTION. .PLEASANT VALLEY RD./BUCKLAND STREET AREA TYPE. . . . .OTHER ANALYST. . . . . . .J G BUBARIS DATE. . . . . . . . . .8-9-1991 TIME. . . . . . . . . .1992 AM BACKGROUND - COMMENT. . . . . . .BUCKLAND HILLS DEVELOPMENT, SOUTH WINDSOR, CT -------------------------------------------------------------------------- VOLUMES GEOMETRY _ EB WB NB SB : EB WB NB SB LT 39 184 552 170 : L 14.0 L 13 .0 L 14.0 L 14.0 TH 212 343 487 432 : T 12.0 L 11.0 L 12.0 T 12.0 RT 506 72 887 463 : T 12.0 T 11.0 T 12.0 T 12.0 RR 0 0 200 0 : R 14.0 T 11.0 T 12.0 R 14.0 12.0 R 13.0 R 14.0 12.0 12.0 12.0 12.0 12.0 - -------------------------------------------------------------------------- ADJUSTMENT FACTORS GRADE HV ADJ PKG BUSES PHF PEDS PED. BUT. ARR. TYPE _ ($) M Y/N Nm Nb Y/N min T EB 0.00 2.00 N 0 0 0.90 0 N 31. 3 3 WB 0.00 2.00 N 0 0 0.90 0 N 31.3 3 NB 0.00 2.00 N 0 0 0.90 0 N 27.1 4 - SB 0.00 2.00 N 0 0 0.90 0 N 27.1 3 -------------------------------------------------------------------------- SIGNAL SETTINGS CYCLE LENGTH = 120.0 PH-1 PH-2 PH-3 PH-4 PH-1 PH-2 PH-3 PH-4 EB LT X NB LT X X TH X TH X X RT X RT X X PD PD WB LT X X SB LT X TH X X TH X RT X X RT X PD PD GREEN 10.0 12.0 13.0 0.0 GREEN 22.0 18.0 27.0 0.0 - YELLOW 2.0 3.0 4.0 0.0 YELLOW 2.0 3.0 4.0 0.0 -------------------------------------------------------------------------- LEVEL OF SERVICE _ LANE GRP. V/C G/C DELAY LOS APP. DELAY APP. LOS EB L 0.410 0.058 42.9 E 28.1 D T 0.694 0.100 37.1 D R 0.801 0.433 23.0 C - WB L 0.357 0.183 32.7 D 28.3 D T 0.514 0.225 26.7 D R 0.228 0.225 24.6 C NB L 0.572 0.333 25.6 D 17.9 C T 0.407 0.392 12.5 B R 0.819 0.575 15.4 C SB L 0.659 0.158 39.8 D 65.2 F T 0.653 0.217 28.9 D R 1.154 0.275 110.1 F -------------------------------------------------------------------------- - INTERSECTION: Delay = 33. 3 (sec/veh) V/C = 0.566 LOS = D 1985 HCM: SIGNALIZED INTERSECTIONS SUMMARY REPORT INTERSECTION. .PLEASANT VALLEY RD./I-84 WB RAMPS AREA TYPE. . . . .OTHER ANALYST. . . . . . .J G BUBARIS DATE. . . . . . . . . .8-9-1991 TIME. . . . . . . . . .1992 AM BACKGROUND COMMENT. . . . . . .BUCKLAND HILLS DEVELOPMENT, SOUTH WINDSOR, CT -------------------------------------------------------------------------- VOLUMES GEOMETRY EB WB NB SB : EB WB NB SB LT 10 814 553 0 : L 14.0 L 14.0 L 14.0 L 14.0 TH 320 540 2 0 : T 12.0 L 12.0 T 12.0 T 12.0 RT 153 4 437 0 : T 12.0 T 12.0 R 14.0 T 14.0 RR 0 0 0 0 : R 14.0 R 14.0 12.0 14.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 - -------------------------------------------------------------------------- ADJUSTMENT FACTORS GRADE HV ADJ PKG BUSES PHF PEDS PED. BUT. ARR. TYPE (-%) (-%) Y/N Nm Nb Y/N min T EB 0.00 2.00 N 0 0 0.90 0 N 12.3 3 WB 0.00 2.00 N 0 0 0.90 0 N 12.3 4 NB 0.00 2.00 N 0 0 0.90 0 N 28.3 3 SB 0.00 2.00 N 0 0 0.90 0 N 28.3 3 -------------------------------------------------------------------------- SIGNAL SETTINGS CYCLE LENGTH = 120.0 PH-1 PH-2 PH-3 PH-4 PH-1 PH-2 PH-3 PH-4 EB LT X NB LT X TH X TH X RT X RT X PD PD WB LT X X SB LT TH X X TH -" RT X X RT PD PD GREEN 10.0 19.0 25.0 0.0 GREEN 45.0 0.0 0.0 0.0 YELLOW 4.0 6.0 6.0 0.0 YELLOW 5.0 0.0 0.0 0.0 -------------------------------------------------------------------------- LEVEL OF SERVICE _ LANE GRP. V/C G/C DELAY LOS APP. DELAY APP. LOS EB L 0.082 0.075 39.3 D 21.1 C T 0.483 0.217 26.9 D R 0.177 0.592 7.2 B WB L 0.992 0.283 53.3 E 39.9 D T 0.792 0.425 19.0 C R 0.006 0.425 9.4 B NB L 1.011 0.375 59.5 E 36.2 D T 0.003 0.375 15.2 C R 0.455 0.658 6.6 B -------------------------------------------------------------------------- INTERSECTION: Delay = 35.4 (sec/veh) V/C = 0.874 LOS = D 1985 HCM: SIGNALIZED INTERSECTIONS SUMMARY REPORT INTERSECTION. .PAVILIONS DRIVE/BUCKLAND STREET AREA TYPE. . . . .OTHER ANALYST. . . . . . .J G BUBARIS DATE. . . . . . . . . .7-9-1991 TIME. . . . . . . . . .1992 AM BACKGROUND - COMMENT. . . . . . .BUCKLAND HILLS DEVELOPMENT, SOUTH WINDSOR, CT -------------------------------------------------------------------------- VOLUMES GEOMETRY _ EB WB NB SB : EB WB NB SB LT 0 80 0 134 : L 14.0 L 11.0 T 14.0 L 14.0 TH 0 0 1776 1007 : LT 12.0 R 11.0 T 12.0 T 12.0 RT 0 150 547 0 : R 14.0 R 13 .0 R 14.0 T 14.0 RR 0 0 0 0 : 12.0 12.0 12.0 14.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 -------------------------------------------------------------------------- ADJUSTMENT FACTORS GRADE HV ADJ PKG BUSES PHF PEDS PED. BUT. ARR. TYPE _ (-%) (-%) Y/N NM Nb Y/N min T EB 10.00 2.00 N 0 0 0.90 0 N 22. 3 3 WB 0.00 2.00 N 0 0 0.90 0 N 22.3 3 NB 0.00 2.00 N 0 0 0.90 0 N 11.1 4 SB 0.00 2.00 N 0 0 0.90 0 N 11.1 4 -------------------------------------------------------------------------- SIGNAL SETTINGS CYCLE LENGTH = 120.0 - PH-1 PH-2 PH-3 PH-4 PH-1 PH-2 PH-3 PH-4 EB LT NB LT TH TH X RT RT X X - PD PD WB LT X SB LT X TH X TH X X RT X RT PD PD GREEN 22.0 0.0 0.0 0.0 GREEN 17.0 69.0 0.0 0.0 YELLOW 4.0 0.0 0.0 0.0 YELLOW 4.0 4.0 0.0 0.0 -------------------------------------------------------------------------- LEVEL OF SERVICE LANE GRP. V/C G/C DELAY LOS APP. DELAY APP. LOS WB L 0.346 0.175 33.4 D 24.4 C R 0.212 0.308 19.9 C NB T 0.996 0.567 26.5 D 20.6 C R 0.409 0.917 0.4 A SB L 0.616 0.133 40.6 E 7.1 B T 0.432 0.742 2.8 A _ -------------------------------------------------------------------------- INTERSECTION: Delay = 16.6 (sec/veh) V/C = 0.814 LOS = C 1985 HCM: SIGNALIZED INTERSECTIONS SUMMARY REPORT INTERSECTION. .I-84 EB RAMPS/BUCKLAND STREET _ AREA TYPE. . . . .OTHER ANALYST. . . . . . .J G BUBARIS DATE. . . . . . . . . .7-9-1991 TIME. . . . . . . . . .1992 AM BACKGROUND COMMENT. . . . . . .BUCKLAND HILLS DEVELOPMENT, SOUTH WINDSOR, CT --------------------------------------------------- --------------------- VOLUMES GEOMETRY EB WB NB SB : EB WB NB SB LT 1041 0 0 150 : L 14.0 12.0 T 14.0 L 14.0 TH 1 0 1279 788 : LT 12.0 12.0 T 12.0 L 12.0 _ RT 226 0 178 0 : R 14.0 12.0 R 14.0 T 12.0 RR 0 0 0 0 : 12.0 12.0 12.0 T 14.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 - -------------------------------------------------------------------------- ADJUSTMENT FACTORS GRADE HV ADJ PKG BUSES PHF PEDS PED. BUT. ARR. TYPE ($) M Y/N Nm Nb Y/N min T EB 0.00 2.00 N 0 0 0.90 0 N 25. 3 3 WB 0.00 2.00 N 0 0 0.90 0 N 25.3 3 _ NB 0.00 2.00 N 0 0 0.90 0 N 12.3 4 SB 0.00 2.00 N 0 0 0.90 0 N 12.3 4 -------------------------------------------------------------------------- SIGNAL SETTINGS CYCLE LENGTH = 120.0 PH-1 PH-2 PH-3 PH-4 PH-1 PH-2 PH-3 PH-4 EB LT X NB LT TH X TH X RT X RT X PD PD WB LT SB LT X _ TH TH X X RT RT PD PD GREEN 46.0 0.0 0.0 0.0 GREEN 16.0 46.0 0.0 0.0 YELLOW 4.0 0.0 0.0 0.0 YELLOW 4.0 4.0 0.0 0.0 ------------------------------- ------------------------------------------ LEVEL OF SERVICE LANE GRP. V/C G/C DELAY LOS APP. DELAY APP. LOS EB L 0.952 0. 375 46.2 E 44.2 E LT 1.019 0.375 53.4 E _ R 0.413 0.375 18.1 C NB T 1.084 0.375 58.9 E 53.5 E R 0. 325 0.375 12.7 B SB L 0.415 0.125 37.2 D 12.7 B T 0.462 0.542 8.0 B -------------------------------------------------------�------------------ INTERSECTION: Delay = 39.7 (sec/veh) V/C = 0.960 LOS = D t 1985 HCM: SIGNALIZED INTERSECTIONS _ SUMMARY REPORT ************************************************************************** INTERSECTION. .BURR/RED STONE ROAD/BUCKLAND STREET AREA TYPE. . . . .OTHER ANALYST. . . . . . .J G BUBARIS DATE. . . . . . . . . .8-9-1991 TIME. . . . . . . . . .1992 AM BACKGROUND COMMENT. . . . . . .BUCKLAND HILLS DEVELOPMENT, SOUTH WINDSOR, CT -------------------------------------------------------------------------- VOLUMES GEOMETRY _ EB WB NB SB : EB WB NB SB LT 5 48 10 111 : LTR 15.0 L 11.0 L 14.0 L 14.0 TH 4 2 1404 893 : 11.0 LT 11.0 T 12.0 T 12.0 RT 5 48 ill 10 : 11.0 R 13 .0 T 12.0 TR 14.0 RR 0 0 0 0 : 14.0 11.0 R 14.0 14.0 12.0 12.0 14.0 12.0 12.0 12.0 12.0 12.0 -------------------------------------------------------------------------- ADJUSTMENT FACTORS GRADE HV ADJ PKG BUSES PHF PEDS PED. BUT. ARR. TYPE ($) ($) YIN Nm Nb YIN min T EB 0.00 2.00 N 0 0 0.90 0 N 25.3 3 WB 0.00 2.00 N 0 0 0.90 0 N 25. 3 3 NB 0.00 2.00 N 0 0 0.90 0 N 14.9 3 SB 0.00 2.00. N 0 0 0.90 0 N 14.9 3 -------------------------------------------------------------------------- SIGNAL SETTINGS CYCLE LENGTH = 120.0 PH-1 PH-2 PH-3 PH-4 PH-1 PH-2 PH-3 PH-4 EB LT X NB LT X TH X TH X _ RT X RT X PD PD WB LT X SB LT X X TH X TH X X RT X RT X X PD PD GREEN 11.0 11.0 0.0 0.0 GREEN 6.0 7.0 69.0 0.0 YELLOW 4.0 4.0 0.0 0.0 YELLOW 3 .0 0.0 5.0 0.0 -------------------------------------------------------------------------- LEVEL OF SERVICE _ LANE GRP. V/C G/C DELAY LOS APP. DELAY APP. LOS EB LTR 0.114 0.083 32.9 D 32.9 D WB L 0.203 0.083 39.1 D 35.5 D LT 0.202 0.083 33.2 D R 0.410 0.083 34.7 D NB L 0.184 0.033 43 .0 E 14.1 B T 0.799 0.575 14.4 B R 0.132 0.575 7.6 B SB L 0.743 0.092 51.2 E 12.0 B TR 0.454 0.633 7.4 B --------------------------------------------------- ---------------------- INTERSECTION: Delay = 14.1 (sec/veh) V/C = 1.091 LOS = B 1985 HCM: SIGNALIZED INTERSECTIONS SUMMARY REPORT INTERSECTION. .TOLLAND TURNPIKE/BUCKLAND STREET AREA TYPE. . . . .OTHER ANALYST. . . . . . .J G BUBARIS DATE. . . . . . . . . .8-9-1991 TIME. . . . . . . . . .1992 AM BACKGROUND COMMENT. . . . . . .BUCKLAND HILLS DEVELOPMENT, SOUTH WINDSOR, CT -------------------------------------------------------------------------- VOLUMES GEOMETRY EB WB NB SB : EB WB NB SB LT 312 241 266 225 : L 14.0 L 14.0 L 14.0 L 14.0 TH 217 701 698 486 : L 12.0 T 12.0 T 12.0 L 12.0 RT 0 0 0 0 : T 12.0 T 12.0 T 12.0 T 12.0 - RR 0 0 0 0 : T 12.0 11.0 14.0 T 12.0 12.0 12.0 14.0 12.0 12.0 12.0 12.0 12.0 -------------------------------------------------------------------------- ADJUSTMENT FACTORS GRADE HV ADJ PKG BUSES PHF PEDS PED. BUT. ARR. TYPE ($) ($) Y/N Nm Nb Y/N min T EB 0.00 2.00 N 0 0 0.90 0 N 24.5 3 WB 0.00 2.00 N 0 0 0.90 0 N 24.5 3 NB 0.00 2.00 N 0 0 0.90 0 N 24.5 3 SB 0.00 2.00 N 0 0 0.90 0 N 24.5 3 -------------------------------------- ----------------------------------- SIGNAL SETTINGS CYCLE LENGTH = 120.0 PH-1 PH-2 PH-3 PH-4 PH-1 PH-2 PH-3 PH-4 EB LT X NB LT X X TH X TH X X RT RT PD PD WB LT X X SB LT X TH X X TH X RT RT PD PD GREEN 18.0 8.0 30.0 0.0 GREEN 12.0 8.0 30.0 0.0 YELLOW 3 .0 0.0 4.0 0.0 YELLOW 3.0 0.0 4.0 0.0 -------------------------------------------------------------------------- LEVEL OF SERVICE _ LANE GRP. V/C G/C DELAY LOS APP. DELAY APP. LOS EB L 0.808 0.133 45.6 E 36.8 D T 0.294 0.242 24.0 C WB L 0.739 0.200 39.6 D 29.1 D T 0.744 0.308 25.7 D NB L 1.088 0.150 112.2 F 48.7 E T 0.741 0.308 25.7 D SB L 0.933 0.083 67.5 F 40.2 E T 0.658 0.242 27.6 D -------------------------------------------------------------------------- INTERSECTION: Delay = 38.9 (sec/veh) V/C = 0.791 LOS = D 1985 HCM: SIGNALIZED INTERSECTIONS _ SUMMARY REPORT INTERSECTION. .ROUTE 30/RTE 194/BUCKLAND RD. AREA TYPE. . . . .OTHER ANALYST. . . . . . .J G BUBARIS DATE. . . . . . . . . .8-9-1991 TIME. . . . . . . . . .1992 PM BACKGROUND COMMENT. . . . . . .BUCKLAND HILLS DEVELOPMENT, SOUTH WINDSOR, CT -------------------------------------------------------------------------- VOLUMES GEOMETRY _ EB WB NB SB : EB WB NB SB LT 443 30 62 380 : L 11.0 L 11.0 L 11.0 L 10.0 TH 697 394 1043 758 : T 11.0 T 11.0 T 11.0 T 12.0 RT 117 294 68 141 : TR 11.0 R 11.0 TR 11.0 TR 12.0 - RR 0 100 0 0 : 14.0 11.0 12.0 14.0 12.0 12.0 14.0 12.0 12.0 12.0 12.0 12.0 - --------------------------- ---------------------------------------------- ADJUSTMENT FACTORS GRADE HV ADJ PKG BUSES PHF PEDS PED. BUT. ARR. TYPE ($) (-%) Y/N Nm Nb Y/N min T EB 0.00 2.00 N 0 0 0.90 0 N 19.4 3 WB 0.00 2.00 N 0 0 0.90 0 N 19.4 3 NB 0.00 2.00 N 0 0 0.90 0 N 19.1 3 -' SB 0.00 2.00 N 0 0 0.90 0 N 19.1 3 -------------------------------------------------------------------------- SIGNAL SETTINGS CYCLE LENGTH = 120.0 PH-1 PH-2 PH-3 PH-4 PH-1 PH-2 PH-3 PH-4 EB LT X X X NB LT X X TH X X TH X RT X X RT X PD PD WB LT X X SB LT X X X TH X TH X X -" RT X RT X X PD PD GREEN 7.0 15.0 27.0 0.0 GREEN 7.0 12.0 36.0 0.0 - YELLOW 3 .0 0.0 5.0 0.0 YELLOW 3 .0 0.0 5.0 0.0 -------------------------------------------------------------------------- LEVEL OF SERVICE _ LANE GRP. V/C G/C DELAY LOS APP. DELAY APP. LOS EB L 1.137 0.433 117. 3 F 56.6 E TR '0.802 0.350 25.2 D WB L 0.000 0. 267 25.4 D 75.0 F -' T 1.126 0.225 101.0 F R 0.652 0.225 30.0 D NB L 0.130 0. 342 20.7 C 86.0 F TR 1.135 0. 300 89.5 F SB L 1.129 0.483 115.0 F 48.3 E TR 0.753 0.400 21.4 C _ -------------------------------------------------------------------------- INTERSECTION: Delay = 64.8 (sec/veh) V/C = 1.132 LOS = F 1985 HCM: SIGNALIZED INTERSECTIONS _ SUMMARY REPORT ************************************************************************** INTERSECTION. .DEMING STREET/BUCKLAND ROAD AREA TYPE. . . . .OTHER - ANALYST. . . . . . .J G BUBARIS DATE. . . . . . . . . .8-9-1991 TIME. . . . . . . . . .1992 PM BACKGROUND COMMENT. . . . . . .BUCKLAND HILLS DEVELOPMENT, SOUTH WINDSOR, CT -------------------------------------------------------------------------- VOLUMES GEOMETRY EB WB NB SB : EB WB NB SB LT 28 28 143 53 : LTR 15.0 LTR 15.0 LT 12.0 LT 12.0 TH 28 34 1110 824 : 12.0 13.0 TR 14.0 TR 14.0 RT 136 34 48 28 : 12.0 11.0 14.0 12.0 RR 0 0 0 0 : 14.0 11.0 12.0 14.0 12.0 12.0 14.0 12.0 12.0 12.0 12.0 12.0 - -------------------------------------------------------------------------- ADJUSTMENT FACTORS GRADE HV ADJ PKG BUSES PHF PEDS PED. BUT. ARR. TYPE ($) M Y/N Nm Nb Y/N min T EB 0.00 2.00 N 0 0 0.90 0 N 15. 3 3 WB 0.00 2.00 N 0 0 0.90 0 N 15. 3 3 NB 0.00 2.00 N 0 0 0.90 0 N 9.6 3 SB 0.00 2.00 N 0 0 0.90 0 N 9.6 3 -------------------------------------------------------------------------- SIGNAL SETTINGS CYCLE LENGTH = 120.0 -- PH-1 PH-2 PH-3 PH-4 PH-1 PH-2 PH-3 PH-4 EB LT X NB LT X TH X TH X _ RT X RT X PD PD WB LT X SB LT X TH X TH X RT X RT X PD PD GREEN 30.0 0.0 0.0 0.0 GREEN 80.0 0.0 0.0 0.0 YELLOW 5.0 0.0 0.0 0.0 YELLOW 5.0 0.0 0.0 0.0 -------------------------------------------------------------------------- LEVEL OF SERVICE LANE GRP. V/C G/C DELAY LOS APP. DELAY APP. LOS EB LTR 0.541 0.250 26.2 D 26.2 D WB LTR 0.325 0.250 23.9 C 23.9 C NB LTR 1.043 0.667 39.5 D 39.5 D SB L 0.986 0.667 99.0 F 15.3 C TR 0.748 0.667 10.1 B -------------------------------------------------------------------------- INTERSECTION: Delay = 29.4 (sec/veh) V/C = 0.906 LOS = D t 1985 HCM: SIGNALIZED INTERSECTIONS SUMMARY REPORT INTERSECTION. .PLEASANT VALLEY RD./BUCKLAND STREET AREA TYPE. . . . .OTHER ANALYST. . . . . . .J G BUBARIS DATE. . . . . . . . . .8-9-1991 TIME. . . . . . . . . . 1992 PM BACKGROUND COMMENT. . . . . . .BUCKLAND HILLS DEVELOPMENT, SOUTH WINDSOR, CT -------------------------------------------------------------------------- VOLUMES GEOMETRY _ EB WB NB SB : EB WB NB SB LT 201 750 1191 265 : L 14.0 L 13.0 L 14.0 L 14.0 TH 373 902 860 596 : T 12.0 L 11.0 L 12.0 T 12.0 RT 924 240 808 127 : T 12.0 T 11.0 T 12.0 T 12.0 -- RR 100 0 150 0 : R 14.0 T 11.0 T 12.0 R 14.0 12.0 R 13.0 R 14.0 12.0 12.0 12.0 12.0 12.0 _ -------------------------------------------------------------------------- ADJUSTMENT FACTORS GRADE HV ADJ PKG BUSES PHF PEDS PED. BUT. ARR. TYPE M M Y/N Nm Nb Y/N min T EB 0.00 2.00 N 0 0 0.90 0 N 31.3 3 WB 0.00 2.00 N 0 0 0.90 0 N 31.3 3 NB 0.00 2.00 N 0 0 0.90 0 N 27.1 4 SB 0.00 2.00 N 0 0 0.90 0 N 27.1 3 -------------------------------------------------------------------------- SIGNAL SETTINGS CYCLE LENGTH = 120.0 PH-1 PH-2 PH-3 PH-4 PH-1 PH-2 PH-3 PH-4 EB LT X NB LT X X TH X TH X X RT X RT X X PD PD WB LT X X SB LT X TH X X TH X RT X X RT X PD PD GREEN 16.0 15.0 17.0 0.0 GREEN 23.0 16.0 21.0 0.0 YELLOW 2.0 0.0 4.0 0.0 YELLOW 2.0 0.0 4.0 0.0 -------------------------------------------------------------------------- LEVEL OF SERVICE _ LANE GRP. V/C G/C DELAY LOS APP. DELAY APP. LOS EB L 1.138 0. 108 147.2 F 96.4 F T 0.916 0.133 46.8 E R 1.173 0.433 107.5 F WB L 1.144 0.233 116.8 F 104.7 F T 1.178 0.258 114.0 F R 0.662 0.258 28.1 D NB L 1.176 0. 300 128.1 F 71.8 F T 0.938 0.300 32.8 D R 0.845 0.533 18.4 C SB L 0.975 0.167 71.4 F 93.6 F T 1.171 0.167 117.4 F R 0.317 0.275 22.4 C -------------------------------------------------------- ----------------- INTERSECTION: Delay = 88.7 (sec/veh) V/C = 1.171 LOS = F 1985 HCM: SIGNALIZED INTERSECTIONS SUMMARY REPORT INTERSECTION. .PLEASANT VALLEY RD./I-84 WB RAMPS AREA TYPE. . . . .OTHER ANALYST. . . . . . .J G BUBARIS DATE. . . . . . . . . .8-9-1991 TIME. . . . . . . . . .1992 PM BACKGROUND COMMENT. . . . . . .BUCKLAND HILLS DEVELOPMENT, SOUTH WINDSOR, CT -------------------------------------------------------------------------- VOLUMES GEOMETRY _ EB WB NB SB : EB WB NB SB LT 62 1421 120 0 : L 14.0 L 14.0 L 14.0 L 14.0 TH 1156 593 98 0 : T 12.0 L 12.0 T 12.0 T 12.0 RT 364 268 303 0 : T 12.0 T 12.0 R 14.0 T 14.0 - RR 60 60 60 0 : R 14.0 R 14.0 12.0 14.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 -------------------------------------------------------------------------- ADJUSTMENT FACTORS GRADE HV ADJ PKG BUSES PHF PEDS PED. BUT. ARR. TYPE (-%) (-%) YIN NM Nb YIN min T EB 0.00 2.00 N 0 0 0.90 0 N 12. 3 3 WB 0.00 2.00 N 0 0 0.90 0 N 12. 3 4 NB 0.00 2.00 N 0 0 0.90 0 N 28.3 3 -' SB 0.00 2.00 N 0 0 0.90 0 N 28.3 3 -------------------------------------------------------------------------- SIGNAL SETTINGS CYCLE LENGTH = 120.0 PH-1 PH-2 PH-3 PH-4 PH-1 PH-2 PH-3 PH-4 EB LT X NB LT X TH X TH X _ RT X RT X PD PD WB LT X X SB LT TH X X TH - RT X X RT PD PD GREEN 10.0 43.0 40.0 0.0 GREEN 12.0 0.0 0.0 0.0 - YELLOW 4.0 0.0 6.0 0.0 YELLOW 5.0 0.0 0.0 0.0 ------------------------------------- ------------------------------------ LEVEL OF SERVICE _ LANE GRP. V/C G/C DELAY LOS APP. DELAY APP. LOS EB L 0.507 0.075 43.1 E 36.1 D T 0.997 0.342 40.9 E R 0.471 0.442 15.6 C WB L 1.020 0.433 48.1 E 32.7 D T 0.528 0.700 4. 3 A R 0. 203 0.700 3 .0 A NB L 0.823 0.100 58.8 E 28.6 D T 0.611 0.100 37.0 D R 0.312 0.533 10.2 B -------------------------------------------------------------------------- INTERSECTION: Delay = 33 .5 (sec/veh) V/C = 1.084 LOS = D 1985 HCM: SIGNALIZED INTERSECTIONS SUMMARY REPORT INTERSECTION. .PAVILIONS DRIVE/BUCKLAND STREET AREA TYPE. . . . .OTHER ANALYST. . . . . . .J G BUBARIS DATE. . . . . . . . . .8-9-1991 TIME. . . . . . . . . .1992 PM BACKGROUND COMMENT. . . . . . .BUCKLAND HILLS DEVELOPMENT, SOUTH WINDSOR, CT -------------------------------------------------------------------------- VOLUMES GEOMETRY _ EB WB NB SB : EB WB NB SB LT 0 249 0 175 : L 14.0 L 11.0 T 14.0 L 14.0 TH 0 0 2391 2095 : LT 12.0 R 11.0 T 12.0 T 12.0 RT 0 586 562 0 : R 14.0 R 13.0 R 14.0 T 14.0 RR 0 100 0 0 : 12.0 12.0 12.0 14.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 -------------------------------------------------------------------------- ADJUSTMENT FACTORS GRADE HV ADJ PKG BUSES PHF PEDS PED. BUT. ARR. TYPE _ M (-%) Y/N Nm Nb Y/N min T EB 0.00 2.00 N 0 0 0.90 0 N 22. 3 3 WB 0.00 2.00 N 0 0 0.90 0 N 22. 3 3 NB 0.00 2.00 N 0 0 0.90 0 N 11.1 4 SB 0.00 2.00 N 0 0 0.90 0 N 11.1 4 --------------- ---------------------------------------------------------- SIGNAL SETTINGS CYCLE LENGTH = 120.0 PH-1 PH-2 PH-3 PH-4 PH-1 PH-2 PH-3 PH-4 EB LT NB LT TH TH X _ RT RT X X PD PD WB LT X SB LT X X TH TH X X RT X RT PD PD GREEN 20.0 0.0 0.0 0.0 GREEN 8.0 81.0 0.0 0.0 YELLOW 4.0 0.0 0.0 0.0 YELLOW 3 .0 4.0 0.0 0.0 -------------------------------------------------------------------------- LEVEL OF SERVICE _ LANE GRP. V/C G/C DELAY LOS APP. DELAY APP. LOS WB L 1.189 0.158 170.0 F 96.0 F R 1.018 0.208 59.9 E NB T 1.026 0.667 27.8 D 22.8 C R 0.420 0.917 0.4 A SB L 0.810 0.758 23 .6 C 6.8 B T 0.790 0.758 5.4 B _ -------------------------------------------------------------------------- INTERSECTION: Delay = 25.6 (sec/veh) V/C = 1.058 LOS = D 1985 HCM: SIGNALIZED INTERSECTIONS SUMMARY REPORT INTERSECTION. .I-84 EB RAMPS/BUCKLAND STREET AREA TYPE. . . . .OTHER - ANALYST. . . . . . .J G BUBARIS DATE. . . . . . . . . .8-9-1991 TIME. . . . . . . . . .1992 PM BACKGROUND COMMENT. . . . . . .BUCKLAND HILLS DEVELOPMENT, SOUTH WINDSOR, CT -------------------------------------------------------------------------- VOLUMES GEOMETRY _ EB WB NB SB : EB WB NB SB LT 1314 0 0 760 : L 14.0 12.0 T 14.0 L 14.0 TH 1 0 1405 1434 : LT 12.0 12.0 T 12.0 L 12.0 RT 317 0 655 0 : R 14.0 12.0 R 14.0 T 12.0 RR 0 0 350 0 : 12.0 12.0 12.0 T 14.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 _ -------------------------------------------------------------------------- ADJUSTMENT FACTORS GRADE HV ADJ PKG BUSES PHF PEDS PED. BUT. ARR. TYPE ($) (-%) Y/N Nm Nb Y/N min T EB 0.00 2.00 N 0 0 0.90 0 N 25.3 3 WB 0.00 2.00 N 0 0 0.90 0 N 25.3 3 NB 0.00 2.00 N 0 0 0.90 0 N 12.3 4 SB 0.00 2.00 N 0 0 0.90 0 N 12.3 4 -------------------------------------------------------------------------- SIGNAL SETTINGS CYCLE LENGTH = 120.0 PH-1 PH-2 PH-3 PH-4 PH-1 PH-2 PH-3 PH-4 EB LT X NB LT TH X TH X RT X RT X PD PD WB LT SB LT X TH TH X X RT RT PD PD GREEN 43.0 0.01 0.0 0.0 GREEN 26.0 40.0 0.0 0.0 YELLOW 4.0 0.0 0.0 0.0 YELLOW 3 .0 4.0 0.0 0.0 -------------------------------------------------------------------------- LEVEL OF SERVICE _ LANE GRP. V/C G/C DELAY LOS APP. DELAY APP. LOS EB L 1.104 0. 350 94.1 F 89.2 F LT 1.181 0. 350 116.6 F R 0.621 0. 350 22.2 C NB T 1.178 0.325 99.2 F 85.7 F R 0.643 0.325 20.0 C SB L 1.181 0.200 140.2 F 55.4 E T 0.689 0.567 10.4 B -------------------------------------------------------------------------- INTERSECTION: Delay = 74.5 (sec/veh) V/C = 1.180 LOS = F 1985 HCM: SIGNALIZED INTERSECTIONS SUMMARY REPORT INTERSECTION. .BURR/RED STONE ROAD/BUCKLAND STREET AREA TYPE. . . . .OTHER ANALYST. . . . . . .J G BUBARIS DATE. . . . . . . . . . 8-9-1991 TIME. . . . . . . . . .1992 PM BACKGROUND COMMENT. . . . . . .BUCKLAND HILLS DEVELOPMENT, SOUTH WINDSOR, CT -------------------------------------------------------------------------- VOLUMES GEOMETRY EB WB NB SB : EB WB NB SB LT 205 285 55 134 : LTR 15.0 L 11.0 L 14.0 L 14.0 TH 11 11 1622 1778 : 11.0 LT 11.0 T 12.0 T 12.0 RT 120 285 252 167 : 11.0 R 13.0 T 12.0 TR 14.0 RR 60 100 0 0 : 14.0 11.0 R 14.0 14.0 12.0 12.0 14.0 12.0 12.0 12.0 12.0 12.0 - -------------------------------------------------------------------------- ADJUSTMENT FACTORS GRADE HV ADJ PKG BUSES PHF PEDS PED. BUT. ARR. TYPE ($) ($) Y/N NM Nb Y/N min T EB 0.00 2.00 N 0 0 0.90 0 N 25. 3 3 WB 0.00 2.00 N 0 0 0.90 0 N 25.3 3 NB 0.00 2.00 N 0 0 0.90 0 N 14.9 3 SB 0.00 2.00 N 0 0 0.90 0 N 14.9 4 -------------------------------------------------------------------------- SIGNAL SETTINGS CYCLE LENGTH = 120.0 - PH-1 PH-2 PH-3 PH-4 PH-1 PH-2 PH-3 PH-4 EB LT X NB LT X TH X TH X RT X RT X PD PD WB LT X SB LT X X TH X TH X X RT X RT X X PD PD GREEN 15.0 26.0 0.0 0.0 GREEN 6.0 5.0 53.0 0.0 YELLOW 4.0 4.0 0.0 0.0 YELLOW 3 .0 0.0 4.0 0.0 -------------------------------------------------------------------------- LEVEL OF SERVICE LANE GRP. V/C G/C DELAY LOS APP. DELAY APP. LOS EB LTR 0.893 0.208 44.4 E 44.4 E WB L 0.857 0.117 59.9 E 81.4 F LT 0.855 0.117 50.6 E R 1.130 0.117 123.2 F NB L 1.012 0.033 138.0 F 63 .3 F T 1.103 0.433 68.0 F R 0.399 0.433 15.2 C SB L 1.096 0.075 139.7 F 100.6 F TR 1.187 0.475 98.1 F _ -------------------------------------------------------------------------- INTERSECTION: Delay = 80.4 (sec/veh) V/C = 1.485 LOS = F 1985 HCM: SIGNALIZED INTERSECTIONS SUMMARY REPORT INTERSECTION. .TOLLAND TURNPIKE/BUCKLAND STREET AREA TYPE. . . . .OTHER ANALYST. . . . . . .J G BUBARIS DATE. . . . . . . . . .8-9-1991 TIME. . . . . . . . . .1992 PM BACKGROUND COMMENT. . . . . . .BUCKLAND HILLS DEVELOPMENT, SOUTH WINDSOR, CT -------------------------------------------------------------------------- VOLUMES GEOMETRY EB WB NB SB : EB WB NB SB LT 725 299 227 719 : L 14.0 L 14.0 L 14.0 L 14.0 TH 669 326 799 875 : L 12.0 T 12.0 T 12.0 L 12.0 RT 0 0 0 0 : T 12.0 T 12.0 T 12.0 T 12.0 -- RR 0 0 0 0 : T 12.0 11.0 14.0 T 12.0 12.0 12.0 14.0 12.0 12.0 12.0 12.0 12.0 _ -------------------------------------------------------------------------- ADJUSTMENT FACTORS GRADE HV ADJ PKG BUSES PHF PEDS PED. BUT. ARR. TYPE M ($) YIN Nm Nb YIN min T EB 0.00 2.00 N 0 0 0.90 0 N 24.5 3 WB 0.00 2.00 N 0 0 0.90 0 N 24.5 3 NB 0.00 2.00 N 0 0 0.90 0 N 24.5 3 - SB 0.00 2.00 N 0 0 0.90 0 N 24.5 3 ------------------=------------------------------------------------------- SIGNAL SETTINGS CYCLE LENGTH = 120.0 PH-1 PH-2 PH-3 PH-4 PH-1 PH-2 PH-3 PH-4 EB LT X X NB LT X TH X X TH X RT RT PD PD WB LT X SB LT X X TH X TH X X - RT RT PD PD GREEN 22.0 11.0 15.0 0.0 GREEN 20.0 8.0 30.0 0.0 YELLOW 3 .0 0.0 4.0 0.0 YELLOW 3.0 0.0 4.0 0.0 -------------------------------------------------------------------------- LEVEL OF SERVICE LANE GRP. V/C G/C DELAY LOS APP. DELAY APP. LOS EB L 0.873 0.258 38.7 D 51.4 E T 1.051 0.208 65.2 F WB L 1.100 0.167 114.6 F 79.4 F -- T 0.915 0.117 48.7 E NB L 0.928 0.150 64.0 F 70.8 F T 1.082 0.242 72.6 F _ SB L 1.032 0. 217 68.8 F 49.8 E T 0.929 0.308 34.3 D -------------------------------------------------------------------------- INTERSECTION: Delay = 58.8 (sec/veh) V/C = 1.065 LOS = E EXHIBIT 25 CAPACITY ANALYSES 1992 BACKGROUND SATURDAY PEAK HOUR 1985 HCM: SIGNALIZED INTERSECTIONS SUMMARY REPORT INTERSECTION. .ROUTE 30/RTE 194/BUCKLAND RD. AREA TYPE. . . . .OTHER ANALYST. . . . . . .J G BUBARIS DATE. . . . . . . .•. . 8-9-1991 TIME. . . . . . . . . .1992 SAT BACKGROUND COMMENT. . . . . . .BUCKLAND HILLS DEVELOPMENT, SOUTH WINDSOR, CT -------------------------------------------------------------------------- VOLUMES GEOMETRY _ EB WB NB SB : EB WB NB SB LT 226 49 95 275 : L 11.0 L 11.0 L 11.0 L 10.0 TH 440 366 725 670 : T 11.0 T 11.0 T 11.0 T 12.0 RT 86 256 58 174 : TR 11.0 R 11.0 TR 11.0 TR 12.0 RR 0 100 0 0 : 14.0 11.0 12.0 14.0 12.0 12.0 14.0 12.0 12.0 12.0 12.0 12.0 -------------------------------------------------------------------------- - ADJUSTMENT FACTORS GRADE HV ADJ PKG BUSES PHF PEDS PED. BUT. ARR. TYPE ($) M Y/N Nm Nb Y/N min T EB 0.00 2.00 N 0 0 0.90 0 N 19.4 3 WB 0.00 2.00 N 0 0 0.90 0 N 19.4 3 NB 0.00 2 .00 N 0 0 0.90 0 N 19.1 3 SB 0.00 2.00 N 0 0 0.90 0 N 19.1 3 -------------------------------------------------------------------------- SIGNAL SETTINGS CYCLE LENGTH = 120.0 _ PH-1 PH-2 PH-3 PH-4 PH-1 PH-2 PH-3 PH-4 EB LT X X X NB LT X X TH X X TH X RT X X RT X PD PD WB LT X X SB LT X X X TH X TH X X RT X RT X X PD PD GREEN 7.0 15.0 31.0 0.0 GREEN 7.0 10.0 34.0 0.0 YELLOW 3 .0 0.0 5.0 0.0 YELLOW 3 .0 0.0 5.0 0.0 -------------------------------------------------------------------------- LEVEL OF SERVICE LANE GRP. V/C G/C DELAY LOS APP. DELAY APP. LOS - EB L 0.503 0.467 17.9 C 18.1 C TR 0.475 0. 383 18.2 C WB L 0.000 0. 300 25.4 D 35.6 D T 0.911 0.258 41.6 E R 0.457 0.258 24.7 C NB L 0.666 0. 325 40.5 E 31.2 D _ TR 0.849 0. 283 30.1 D SB L 0.842 0.450 35.6 D 26.5 D TR 0.778 0.367 23.6 C -------------------------------------------------------------------------- INTERSECTION: Delay = 27.4 (sec/veh) V/C = 0.786 LOS = D 1985 HCM: SIGNALIZED INTERSECTIONS SUMMARY REPORT INTERSECTION. .DEMING STREET/BUCKLAND ROAD AREA TYPE. . . . .OTHER ANALYST. . . . . . .J G BUBARIS DATE. . . . . . . . . .8-9-1991 TIME. . . . . . . . . .1992 SAT BACKGROUND COMMENT. . . . . . .BUCKLAND HILLS DEVELOPMENT, SOUTH WINDSOR, CT _ -------------------------------------------------------------------------- VOLUMES GEOMETRY EB WB NB SB : EB WB NB SB _ LT 14 11 113 25 : LTR 15.0 LTR 15.0 LT 12.0 LT 12.0 TH 13 11 857 774 : 12.0 13.0 TR 14.0 TR 14.0 RT 119 8 12 5 : 12.0 11.0 14.0 12.0 RR 0 0 0 0 : 14.0 11.0 12.0 14.0 12.0 12.0 14.0 12.0 12.0 12.0 12.0 12.0 -------------------------------------------------------------------------- ADJUSTMENT FACTORS GRADE HV ADJ PKG BUSES PHF PEDS PED. BUT. ARR. TYPE ($) (-%) Y/N Nm Nb Y/N min T EB 0.00 2.00 N 0 0 0.90 0 N 15. 3 3 WB 0.00 2.00 N 0 0 0.90 0 N 15.3 3 NB 0.00 2.00 N 0 0 0.90 0 N 9.6 3 SB 0.00 2.00 N 0 0 0.90 0 N 9.6 3 - -------------------------------------------------------------------------- SIGNAL SETTINGS CYCLE LENGTH = 120.0 PH-1 PH-2 PH-3 PH-4 PH-1 PH-2 PH-3 PH-4 EB LT X NB LT X TH X TH X RT X RT X PD PD WB LT X SB LT X TH X TH X RT X RT X PD PD GREEN 30.0 0.0 0.0 0.0 GREEN 80.0 0.0 0.0 0.0 YELLOW 5.0 0.0 0.0 0.0 YELLOW 5.0 0.0 0.0 0.0 _ -------------------------------------------------------------------------- LEVEL OF SERVICE LANE GRP. V/C G/C DELAY LOS APP. DELAY APP. LOS EB LTR 0.419 0.250 24.7 C 24.7 C WB LTR 0.097 0.250 22.3 C 22. 3 C NB LTR 0.660 0.667 8. 3 B 8. 3 B SB LTR 0.521 0.667 6.8 B 6.8 B - -------------------------------------------------------------------------- INTERSECTION: Delay = 9.0 (sec/veh) V/C = 0.595 LOS = B 1985 HCM: SIGNALIZED INTERSECTIONS _ SUMMARY REPORT ************************************************************************** INTERSECTION. .PLEASANT VALLEY RD./BUCKLAND STREET AREA TYPE. . . . .OTHER -' ANALYST. . . . . . .J G BUBARIS DATE. . . . . . . . . .8-9-1991 TIME. . . . . . . . . .1992 SAT BACKGROUND COMMENT. . . . . . .BUCKLAND HILLS DEVELOPMENT, SOUTH WINDSOR, CT -------------------------------------------------------------------------- VOLUMES GEOMETRY EB WB NB SB : EB WB NB SB LT 142 774 1516 366 : L 14.0 L 13 .0 L 14.0 L 14.0 TH 505 1087 567 453 : T 12.0 L 11.0 L 12.0 T 12.0 RT 824 273 968 85 : T 12.0 T 11.0 T 12.0 T 12.0 RR 200 75 200 40 : R 14.0 T 11.0 T 12.0 R 14.0 12.0 R 13.0 R 14.0 12.0 12.0 12.0 12.0 12.0 - -------------------------------------------------------------------------- ADJUSTMENT FACTORS GRADE HV ADJ PKG BUSES PHF PEDS PED. BUT. ARR. TYPE - ($) ($) Y/N Nm Nb Y/N min T EB 0.00 2.00 N 0 0 0.92 0 N 31.3 3 WB 0.00 2.00 N 0 0 0.92 0 N 31. 3 3 NB 0.00 2.00 N 0 0 0.92 0 N 30.1 4 - SB 0.00 2.00 N 0 0 0.92 0 N 30.1 3 -------------------------------------------------------------------------- SIGNAL SETTINGS CYCLE LENGTH = 120.0 PH-1 PH-2 PH-3 PH-4 PH-1 PH-2 PH-3 PH-4 EB LT X NB LT X X TH X TH X X _ RT X RT X X PD PD WB LT X X SB LT X TH X X TH X RT X X RT X PD PD GREEN 12.0 17.0 16.0 0.0 GREEN 23.0 24.0 16.0 0.0 - YELLOW 2.0 0.0 4.0 0.0 YELLOW 2.0 0.0 4.0 0.0 -------------------------------------------------------------------------- LEVEL OF SERVICE LANE GRP. V/C G/C DELAY LOS APP. DELAY APP. LOS EB L 1.136 0.075 160.2 F 63.9 F T 1.109 0.125 92.9 F R 0.730 0.492 17.4 C WB L 1.066 0.217 80.3 F 85.5 F T 1.153 0.267 99.6 F R 0.516 0.267 25.0 C NB L 1.198 0. 367 138.4 F 84.7 F T 0.559 0.325 16.0 C R 0.951 0.542 26.6 D SB L 1.129 0.167 125.2 F 116.2 F T 1.161 0.125 117.9 F R 0.152 0.200 25.6 D -------------------------------------------------------------------------- '- INTERSECTION: Delay = 85.1 (sec/veh) V/C = 1.172 LOS = F 1985 HCM: SIGNALIZED INTERSECTIONS SUMMARY REPORT INTERSECTION. .PLEASANT VALLEY RD./I-84 WB RAMPS AREA TYPE. . . . .OTHER ANALYST. . . . . . .J G BUBARIS DATE. . . . . . . . . .8-9-1991 TIME. . . . . . . . . .1992 SAT BACKGROUND COMMENT. . . . . . .BUCKLAND HILLS DEVELOPMENT, SOUTH WINDSOR, CT -------------------------------------------------------------------------- VOLUMES GEOMETRY EB WB NB SB : EB WB NB SB LT 68 1441 103 0 : L 14.0 L 14.0 L 14.0 L 14.0 TH 1039 666 171 0 : T 12.0 L 12.0 T 12.0 T 12.0 RT 410 436 433 0 : T 12.0 T 12.0 R 14.0 T 14.0 RR 60 60 60 0 : R . 14.0 R 14.0 12.0 14.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 _ -------------------------------------------------------------------------- ADJUSTMENT FACTORS GRADE HV ADJ PKG BUSES PHF PEDS PED. BUT. ARR. TYPE ($) ($) Y/N Nm Nb Y/N min T -' EB 0.00 2.00 N 0 0 0.90 0 N 12. 3 3 WB 0.00 2.00 N 0 0 0.90 0 N 12. 3 4 NB 0.00 2.00 N 0 0 0.90 0 N 28. 3 3 SB 0.00 2.00 N 0 0 0.90 0 N 28.3 3 -------------------------------------------------------------------------- SIGNAL SETTINGS CYCLE LENGTH = 120.0 _ PH-1 PH-2 PH-3 PH-4 PH-1 PH-2 PH-3 PH-4 EB LT X NB LT X TH X TH X RT X RT X PD PD WB LT X X SB LT TH X X TH RT X X RT PD PD GREEN 10.0 43 .0 40.0 0.0 GREEN 12.0 0.0 0.0 0.0 _ YELLOW 4.0 0.0 6.0 0.0 YELLOW 5.0 0.0 0.0 0.0 -------------------------------------------------------------------------- LEVEL OF SERVICE LANE GRP. V/C G/C DELAY LOS APP. DELAY APP. LOS EB L 0.556 0.075 44.4 E 35.8 D T 0.995 0. 342 41.5 E R 0.543 0.442 16.5 C WB L 1.034 0.433 52.5 E 32.8 D T 0.593 0.700 4.7 A R 0.368 0.700 3 .5 A _ NB L 0.706 0.100 48.5 E 40.6 E T 1.066 0.100 99.1 F R 0.479 0.533 11.6 B -------------------------------------------------------------------------- INTERSECTION: Delay = 34.8 (sec/veh) V/C = 1.193 LOS = D 1985 HCM: SIGNALIZED INTERSECTIONS _ SUMMARY REPORT INTERSECTION. .PAVILIONS DRIVE/BUCKLAND STREET AREA TYPE. . . . .OTHER - ANALYST. . . . . . .J G BUBARIS DATE. . . . . . . . . .8-9-1991 TIME. . . . . . . . . .1992 SAT BACKGROUND - COMMENT. . . . . . .BUCKLAND HILLS DEVELOPMENT, SOUTH WINDSOR, CT -------------------------------------------------------------------------- VOLUMES GEOMETRY _ EB WB NB SB : EB WB NB SB LT 0 349 0 267 : L 14.0 L 11.0 T 14.0 L 14.0 TH 0 0 2448 1803 : LT 12.0 R 11.0 T 12.0 T 12.0 RT 0 879 832 0 : R 14.0 R 13.0 R 14.0 T 14.0 RR 0 100 0 0 : 12.0 12.0 12.0 14.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 -------------------------------------------------------------------------- ADJUSTMENT FACTORS GRADE HV ADJ PKG BUSES PHF PEDS PED. BUT. ARR. TYPE ($) ($) Y/N Nm Nb Y/N min T EB 0.00 2.00 N 0 0 0.90 0 N 22. 3 3 WB 0.00 2.00 N 0 0 0.90 0 N 22.3 3 NB 0.00 2.00 N 0 0 0.90 0 N 11.1 4 SB 0.00 2.00 N 0 0 0.90 0 N 11.1 4 -------------------------------------------------------------------------- SIGNAL SETTINGS CYCLE LENGTH = 120.0 PH-1 PH-2 PH-3 PH-4 PH-1 PH-2 PH-3 PH-4 EB LT NB LT TH TH X _ RT RT X X PD PD WB LT X SB LT X X TH TH X X RT X RT PD PD GREEN 28.0 0.0 0.0 0.0 GREEN 12.0 69.0 0.0 0.0 YELLOW 4.0 0.0 0.0 0.0 YELLOW 3 .0 4.0 0.0 0.0 -------------------------------------------------------------------------- LEVEL OF SERVICE LANE GRP. V/C G/C DELAY LOS APP. DELAY APP. LOS WB L 1.173 0. 225 148.5 F 99.4 F R 1.103 0.308 78.5 F NB T 1.177 0.567 90.0 F 68.2 F R 0.622 0.917 0.9 A SB L 1.045 0.692 76.3 F 15.5 C T 0.746 0.692 6.9 B -------------------------------------------------------------------------- INTERSECTION: Delay = 56.7 (sec/veh) V/C = 1.241 LOS = E 1985 HCM: SIGNALIZED INTERSECTIONS SUMMARY REPORT INTERSECTION. .I-84 EB RAMPS/BUCKLAND STREET AREA TYPE. . . . .OTHER -- ANALYST. . . . . . .J G BUBARIS DATE. . . . . . . . . .8-9-1991 TIME. . . . . . . . . .1992 SAT BACKGROUND COMMENT. . . . . . .BUCKLAND HILLS DEVELOPMENT, SOUTH WINDSOR, CT -------------------------------------------------------------------------- VOLUMES GEOMETRY _ EB WB NB SB : EB WB NB SB LT 1406 0 0 442 : L 14.0 12.0 T 14.0 L 14.0 TH 1 0 1589 1580 : LT 12.0 12.0 T 12.0 L 12.0 RT 408 0 382 0 : R 14.0 12.0 R 14.0 T 12.0 RR 0 0 100 0 : 12.0 12.0 12.0 T 14.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 -------------------------------------------------------------------------- ADJUSTMENT FACTORS GRADE HV ADJ PKG BUSES PHF PEDS PED. BUT. ARR. TYPE ($) ($) Y/N Nm Nb Y/N min T EB 0.00 2.00 N 0 0 0.90 0 N 25. 3 3 WB 0.00 2 .00 N 0 0 0.90 0 N 25.3 3 NB 0.00 2.00 N 0 0 0.90 0 N 12. 3 4 SB 0.00 2.00 N 0 0 0.90 0 N 12.3 4 -------------------------------------------------------------------------- SIGNAL SETTINGS CYCLE LENGTH = 120.0 PH-1 PH-2 PH-3 PH-4 PH-1 PH-2 PH-3 PH-4 EB LT X NB LT TH X TH X _ RT X RT X PD PD WB LT SB LT X TH TH X X RT RT PD PD GREEN 47.0 0.0 0.0 0.0 GREEN 16.0 46.0 0.0 0.0 YELLOW 4.0 0.0 0.0 0.0 YELLOW 3 .0 4.0 0.0 0.0 -------------------------------------------------------------------------- LEVEL OF SERVICE _ LANE GRP. V/C G/C DELAY LOS APP. DELAY APP. LOS EB L 1.078 0. 383 80.1 F 75.2 F LT 1.154 0.383 100.6 F R 0.730 0. 383 23.0 C NB T 1.154 0.375 86.0 F 75.6 F R 0.516 0. 375 14.1 B SB L 1.178 0.117 149.5 F 44.3 E T 0.807 0.533 14.8 B -------------------------------------------------------------------------- INTERSECTION: Delay = 64.2 (sec/veh) V/C = 1.157 LOS = F 1985 HCM: SIGNALIZED INTERSECTIONS SUMMARY REPORT INTERSECTION. .BURR/RED STONE ROAD/BUCKLAND STREET AREA TYPE. . . . .OTHER ANALYST. . . . . . .J G BUBARIS DATE. . . . . . . . . . 8-9-1991 TIME. . . . . . . . . .1992 SAT BACKGROUND - COMMENT. . . . . . .BUCKLAND HILLS DEVELOPMENT, SOUTH WINDSOR, CT -------------------------------------------------------------------------- VOLUMES GEOMETRY _ EB WB NB SB : EB WB NB SB LT 121 416 75 433 : LTR 15.0 L 11.0 L 14.0 L 14.0 TH 18 17 1388 1367 : 11.0 LT 11.0 T 12.0 T 12.0 RT 123 416 433 193 : 11.0 R 13.0 T 12.0 TR 14.0 RR 60 200 0 0 : 14.0 11.0 R 14.0 14.0 12.0 12.0 14.0 12.0 12.0 12.0 12.0 12.0 _ -------------------------------------------------------------------------- ADJUSTMENT FACTORS GRADE HV ADJ PKG BUSES PHF PEDS PED. BUT. ARR. TYPE M M Y/N Nm Nb Y/N min T EB 0.00 2.00 N 0 0 0.90 0 N 25. 3 3 WB 0.00 2.00 N 0 0 0.90 0 N 25. 3 3 NB 0.00 2.00 N 0 0 0.90 0 N 14.9 3 - SB 0.00 2.00 N 0 0 0.90 0 N 14.9 4 -------------------------------------------------------------------------- SIGNAL SETTINGS CYCLE LENGTH = 120.0 - PH-1 PH-2 PH-3 PH-4 PH-1 PH-2 PH-3 PH-4 EB LT X NB LT X TH X TH X RT X RT X - PD PD WB LT X SB LT X X TH X TH X X RT X RT X X PD PD GREEN 18.0 16.0 0.0 0.0 GREEN 9.0 17.0 45.0 0.0 - YELLOW 4.0 4 .0 0.0 0.0 YELLOW 3 .0 0.0 4.0 0.0 -------------------------------------------------------------------------- LEVEL OF SERVICE LANE GRP. V/C G/C DELAY LOS APP. DELAY APP. LOS - EB LTR 1 .098 0.125 106.6 F 106.6 F WB L 0.929 0.142 65.4 F 73.4 F LT 0.927 0.142 55.2 E R 1.087 0.142 99.9 F NB L 0.789 0.058 63. 2 F 65.2 F T 1.115 0. 367 76.6 F - R 0.810 0. 367 27.0 D SB L 1.195 0.200 158.9 F 48.2 E TR 0.894 0.508 18.9 C -------------------------------------------------------------------------- - INTERSECTION: Delay = 60.8 (sec/veh) V/C = 1.157 LOS = F 1985 HCM: SIGNALIZED INTERSECTIONS _ SUMMARY REPORT INTERSECTION. .TOLLAND TURNPIKE/BUCKLAND STREET AREA TYPE. . . . .OTHER ANALYST. . . . . . .J G BUBARIS DATE. . . . . . . . . . 8-9-1991 TIME. . . . . . . . . .1992 SAT BACKGROUND COMMENT. . . . . . .BUCKLAND HILLS DEVELOPMENT, SOUTH WINDSOR, CT -------------------------------------------------------------------------- VOLUMES GEOMETRY EB WB NB SB : EB WB NB SB LT 523 323 222 599 : L 14.0 L 14.0 L 14.0 L 14.0 TH 447 415 723 713 : L 12.0 T 12.0 T 12.0 L 12.0 RT 0 0 0 0 : T 12.0 T 12.0 T 12.0 T 12.0 RR 0 0 0 0 : T 12.0 11.0 14.0 T 12.0 12.0 12.0 14.0 12.0 12.0 12.0 12.0 12.0 -------------------------------------------------------------------------- ADJUSTMENT FACTORS GRADE HV ADJ PKG BUSES PHF PEDS PED. BUT. ARR. TYPE _ (%) ($) Y/N Nm Nb Y/N min T EB 0.00 2.00 N 0 0 0.90 0 N 24.5 3 WB 0.00 2.00 N 0 0 0.90 0 N 24.5 3 NB 0.00 2.00 N 0 0 0.90 0 N 24.5 3 SB 0.00 2.00 N 0 0 0.90 0 N 24.5 3 -------------------------------------------------------------------------- SIGNAL SETTINGS CYCLE LENGTH = 120.0 PH-1 PH-2 PH-3 PH-4 PH-1 PH-2 PH-3 PH-4 EB LT X X NB LT X TH X X TH X RT RT PD PD WB LT X SB LT X X TH X TH X X -' RT RT PD PD GREEN 28.0 5.0 18.0 0.0 GREEN 22.0 4.0 29.0 0.0 - YELLOW 3 .0 0.0 4.0 0.0 YELLOW 3 .0 0.0 4.0 0.0 -------------------------------------------------------------------------- LEVEL OF SERVICE _ LANE GRP. V/C G/C DELAY LOS APP. DELAY APP. LOS EB L 0.629 0.258 30.9 D 32.5 D T 0.798 0.183 34.4 D WB L 0.914 0.217 53.1 E 52.3 E T 0.959 0.142 51.7 E NB L 0.817 0.167 47.5 E 52.0 E T 1.014 0.233 53. 3 E SB L 0.931 0. 200 49.1 E 40.2 E T 0.875 0.267 32.7 D --------------------------------------------- ---------------------------- INTERSECTION: Delay = 43 .3 (sec/veh) V/C = 0.921 LOS = E EXHIBIT 26 CAPACITY ANALYSES 1992 COMBINED WEEKDAY AM PEAK HOUR 1985 HCM: SIGNALIZED INTERSECTIONS SUMMARY REPORT INTERSECTION. .ROUTE 30/RTE 194/BUCKLAND RD. AREA TYPE. . . . .OTHER -' ANALYST. . . . . . .J G BUBARIS DATE. . . . . . . . . .8-9-1991 TIME. . . . . . . . . .1992 AM COMBINED - COMMENT. . . . . . .BUCKLAND HILLS DEVELOPMENT, SOUTH WINDSOR, CT -------------------------------------------------------------------------- VOLUMES GEOMETRY EB WB NB SB : EB WB NB SB LT 107 69 51 228 : L 11.0 L 11.0 L 11.0 L 10.0 TH 205 604 452 877 : T 11.0 T 11.0 T 11.0 T 12.0 RT 105 402 26 336 : TR 11.0 R 11.0 TR 11.0 TR 12.0 -' RR 0 0 0 0 : 14.0 11.0 12.0 14.0 12.0 12.0 14.0 12.0 12.0 12.0 12.0 12.0 - ---------------------------------- ---------------------------------------- ADJUSTMENT FACTORS GRADE HV ADJ PKG BUSES PHF PEDS PED. BUT. ARR. TYPE M M Y/N Nm Nb Y/N min T EB 0.00 2.00 N 0 0 0.90 0 N 19.4 3 WB 0.00 2.00 N 0 0 0.90 0 N 19.4 3 NB 0.00 2.00 N 0 0 0.90 0 N 19.1 3 SB 0.00 2.00 N 0 0 0.90 0 N 19.1 3 -------------------------------------------------------------------------- SIGNAL SETTINGS CYCLE LENGTH = 120.0 -- PH-1 PH-2 PH-3 PH-4 PH-1 PH-2 PH-3 PH-4 EB LT X X NB LT X X TH X TH X _ RT X RT X PD PD WB LT X X SB LT X X X TH X TH X X - RT X RT X X PD PD GREEN 10.0 0.0 41.0 0.0 GREEN 10.0 10.0 34.0 0.0 YELLOW 2.0 0.0 5.0 0.0 YELLOW 3.0 0.0 5.0 0.0 w----------------------------------------------------------------.*-------- LEVEL OF SERVICE LANE GRP. V/C G/C DELAY LOS APP. DELAY APP. LOS EB L 0.615 0.400 29.3 D 21.5 C TR 0.323 0.342 18.9 C WB L 0.000 0.400 0.0 A 66.7 F T 1.136 0.342 95.5 F R 0.890 0.342 34.7 D NB L 0.000 0.350 35.6 D 25.3 D TR 0.574 0.283 24.3 C SB L 0.381 0.475 15.7 C 73.8 F TR 1.130 0.367 84.1 F INTERSECTION: Delay = 57.8 (sec/veh) V/C = 0.958 LOS = E 1985 HCM: SIGNALIZED INTERSECTIONS SUMMARY REPORT INTERSECTION. .DEMING STREET/BUCKLAND ROAD AREA TYPE. . . . .OTHER ANALYST. . . . . . .J G BUBARIS DATE. . . . . . . . . .08-12-91' TIME. . . . . . . . . .1992 AM COMBINED COMMENT. . . . . . .BUCKLAND HILLS DEVELOPMENT, SOUTH WINDSOR, CT -------------------------------------------------------------------------- VOLUMES GEOMETRY _ EB WB NB SB : EB WB NB SB LT 2 29 131 8 : LTR 15.0 LTR 15.0 LT 12.0 LT 12.0 TH 1 41 504 1042 : 12.0 13 .0 TR 14.0 TR 14.0 RT 139 23 10 1 : 12.0 11.0 14.0 12.0 RR 0 0 0 0 : 14.0 11.0 12.0 14.0 12.0 12.0 14.0 12.0 12.0 12.0 12.0 12.0 -------------------------------------------------------------------------- ADJUSTMENT FACTORS GRADE HV ADJ PKG BUSES PHF PEDS PED. BUT. ARR. TYPE _ (-%) (-%) Y/N Nm Nb Y/N min T EB 0.00 4.00 N 0 0 0.90 0 Y 15. 3 3 WB 0.00 4.00 N 0 0 0.90 0 Y 15. 3 3 NB 0.00 4.00 N 0 0 0.90 0 Y 9.6 3 SB 0.00 4.00 N 0 0 0.90 0 Y 9.6 3 -------------------------------------------------------------------------- SIGNAL SETTINGS CYCLE LENGTH = 120.0 PH-1 PH-2 PH-3 PH-4 PH-1 PH-2 PH-3 PH-4 EB LT X NB LT X TH X TH X RT X RT X -' PD PD WB LT X SB LT X TH X TH X RT X RT X PD PD GREEN 20.0 0.0 0.0 0.0 GREEN 90.0 0.0 0.0 0.0 YELLOW 5.0 0.0 0.0 0.0 YELLOW 5.0 0.0 0.0 0.0 -------------------------------------------------------------------------- LEVEL OF SERVICE _ LANE GRP. V/C G/C DELAY LOS APP. DELAY APP. LOS EB LTR 0.578 0.183 30.8 D 30.8 D WB LTR 0.424 0.183 28.7 D 28.7 D NB L 0.702 0.767 12.2 B 5.0 A TR 0.396 0.767 3. 1 A SB LTR 0.443 0.767 3. 3 A 3.3 A -------------------------------------------------------------------------- INTERSECTION: Delay = 7.0 (sec/veh) V/C = 0.678 LOS = B 1985 HCM: SIGNALIZED INTERSECTIONS SUMMARY REPORT INTERSECTION. .PROPOSED SITE DRIVE/BUCKLAND ROAD AREA TYPE. . . . .OTHER ANALYST. . . . . . .J G BUBARIS DATE. . . . . . . . . .08-12-91 TIME. . . . . . . . . .1992 AM COMBINED - COMMENT. . . . . . .BUCKLAND HILLS DEVELOPMENT, SOUTH WINDSOR, CT -------------------------------------------------------------------------- VOLUMES GEOMETRY EB WB NB SB : EB WB NB SB LT 0 71 0 145 : L 14.0 L 11.0 T 12.0 LT 12.0 TH 0 0 597 1065 : T 12.0 R 13 .0 TR 14.0 T 14.0 RT 0 48 216 0 : T 12.0 11.0 14.0 14.0 RR 0 0 0 0 : R 14.0 11.0 12.0 14.0 12.0 12.0 14.0 12.0 12.0 12.0 12.0 12.0 - -------------------------------------------------------------------------- ADJUSTMENT FACTORS GRADE HV ADJ PKG BUSES PHF PEDS PED. BUT. ARR. TYPE ($) (-%) Y/N Nm Nb Y/N min T EB 0.00 2.00 N 0 0 0.90 0 N 15. 3 3 WB 0.00 2.00 N 0 0 0.90 0 N 15.3 3 NB 0.00 2.00 N 0 0 0.90 0 N 8.4 3 SB 0.00 2.00 N 0 0 0.90 0 N 8.4 3 -------------------------------------------------------------------------- SIGNAL SETTINGS CYCLE LENGTH = 120.0 PH-1 PH-2 PH-3 PH-4 PH-1 PH-2. PH-3 PH-4 EB LT NB LT TH TH X RT RT X PD PD WB LT X SB LT X X _ TH TH X X RT X RT PD PD GREEN 20.0 0.0 0.0 0.0 GREEN 10.0 77.0 0.0 0.0 YELLOW 5.0 0.0 0.0 0.0 YELLOW 3 .0 5.0 0.0 0.0 ---------------------------------- --------------------------------------- LEVEL OF SERVICE LANE GRP. V/C G/C DELAY LOS APP. DELAY APP. LOS WB L 0.322 0. 167 33.7 D 31.4 D R 0.205 0.167 27.9 D _ NB TR 0.419 0.642 6.9 B 6.9 B SB LT 0.590 0.750 4.6 A 4.6 A -------------------------------------------------------------------------- INTERSECTION: Delay = 6.9 (sec/veh) V/C = 0.613 LOS = B 1985 HCM: SIGNALIZED INTERSECTIONS _ SUMMARY REPORT INTERSECTION. .PLEASANT VALLEY RD./BUCKLAND STREET AREA TYPE. . . . .OTHER ANALYST. . . . . . .J G BUBARIS DATE. . . . . . . . . . 8-9-1991 TIME. . . . . . . . . . 1992 AM COMBINED COMMENT. . . . . . .BUCKLAND HILLS DEVELOPMENT, SOUTH WINDSOR, CT -------------------------------------------------------------------------- VOLUMES GEOMETRY _ EB WB NB SB : EB WB NB SB LT 111 184 552 10 : L 14.0 L 13 .0 L 14.0 L 14.0 TH 212 343 595 456 : T 12.0 L 11.0 L 12.0 T 12.0 RT 506 72 887 499 : T 12.0 T 11.0 T 12.0 T 12.0 -' RR 0 0 200 100 : R 14.0 T 11.0 T 12.0 R 14.0 12.0 R 13.0 R 14.0 12.0 12.0 12.0 12.0 12.0 -------------------------------------------------------------------------- ADJUSTMENT FACTORS GRADE HV ADJ PKG BUSES PHF PEDS PED. BUT. ARR. TYPE _ M (-%) YIN Nm Nb YIN min T EB 0.00 2.00 N 0 0 0.90 0 N 31. 3 3 WB 0.00 2.00 N 0 0 0.90 0 N 31.3 3 NB 0.00 2.00 N 0 0 0.90 0 N 27.1 4 -' SB 0.00 2.00 N 0 0 0.90 0 N 27.1 3 --------------------- ---------------------------------------------------- SIGNAL SETTINGS CYCLE LENGTH = 120.0 PH-1 PH-2 PH-3 PH-4 PH-1 PH-2 PH-3 PH-4 EB LT X NB LT X X TH X TH X X RT X RT X X PD PD WB LT X X SB LT X TH X X TH X -- RT X X RT X PD PD GREEN 10.0 12.0 13.0 0.0 GREEN 22.0 18.0 27.0 0.0 YELLOW 2.0 3.0 4.0 0.0 YELLOW 2.0 3 .0 4.0 0.0 -------------------------------------------------------------------------- LEVEL OF SERVICE _ LANE GRP. V/C G/C DELAY LOS APP. DELAY APP. LOS EB L 1.167 0.058 189.4 F 48.7 E T 0.694 0.100 37.1 D R 0.801 0.433 23.0 C WB L 0.357 0.183 32.7 D 28. 3 D T 0.514 0. 225 26.7 D R 0.228 0.225 24.6 C NB L 0.572 0.333 25.6 D 17.8 C T 0.497 0.392 13 .1 B R 0.819 0.575 15.4 C _ SB L 0.039 0.158 32.5 D 40.9 E T 0.689 0.217 29.5 D R 0.995 0.275 54.8 E -------------------------------------------------------------------------- INTERSECTION: Delay = 30.3 (sec/veh) V/C = 0.629 LOS = D 1985 HCM: SIGNALIZED INTERSECTIONS SUMMARY REPORT INTERSECTION. .PLEASANT VALLEY RD./I-84 WB RAMPS AREA TYPE. . . . .OTHER ANALYST. . . . . . .J G BUBARIS DATE. . . . . . . . . .8-9-1991 TIME. . . . . . . . . .192 AM COMBINED COMMENT. . . . . . .BUCKLAND HILLS DEVELOPMENT, SOUTH WINDSOR, CT -------------------------------------------------------------------------- VOLUMES GEOMETRY EB WB NB SB : EB WB NB SB LT 10 838 553 0 : L 14.0 L 14.0 L 14.0 L 14.0 TH 356 552 2 0 : T 12.0 L 12.0 T 12.0 T 12.0 RT 153 4 36 0 : T 12.0 T 12.0 R 14.0 T 14.0 RR 0 0 0 0 : R 14.0 R 14.0 12.0 14.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 - -------------------------------------------------------------------------- ADJUSTMENT FACTORS GRADE HV ADJ PKG BUSES PHF PEDS PED. BUT. ARR. TYPE (-%) (-%) YIN Nm Nb YIN min T EB 0.00 2.00 N 0 0 0.90 0 N 12.3 3 WB 0.00 2.00 N 0 0 0.90 0 N 12.3 4 NB 0.00 2.00 N 0 0 0.90 0 N 28. 3 3 SB 0.00 2.00 N 0 0 0.90 0 N 28.3 3 -------------------------------------------------------------------------- SIGNAL SETTINGS CYCLE LENGTH = 120.0 PH-1 PH-2 PH-3 PH-4 PH-1 PH-2 PH-3 PH-4 EB LT X NB LT X TH X TH X _ RT X RT X PD PD WB LT X X SB LT TH X X TH RT X X RT PD PD GREEN 10.0 19.0 25.0 0.0 GREEN 45.0 0.0 0.0 0.0 YELLOW 4.0 6.0 6.0 0.0 YELLOW 5.0 0.0 0.0 0.0 -------------------------------------------------------------------------- LEVEL OF SERVICE LANE GRP. V/C G/C DELAY LOS APP. DELAY APP. LOS EB L 0.082 0.075 39.3 D 21.9 C T 0.538 0.217 27.4 D R 0.177 0.592 7.2 B WB L 1.022 0.283 60.8 F 45.6 E T 0.810 0.425 21.5 C R 0.006 0.425 9.4 B NB L 1.011 0. 375 59.5 E 56.0 E T 0.003 0.375 15.2 C R 0.037 0.658 4.6 A ----------------------------------------p----------------------------------- "- INTERSECTION: Delay = 43.0 (sec/veh) V/C = 0.897 LOS = E 1985 HCM: SIGNALIZED INTERSECTIONS SUMMARY REPORT INTERSECTION. .PAVILIONS DRIVE/BUCKLAND STREET AREA TYPE. . . . .OTHER -- ANALYST. . . . . . .J G BUBARIS DATE. . . . . . . . . .7-9-1991 TIME. . . . . . . . . .1992 AM COMBINED COMMENT. . . . . . .BUCKLAND HILLS DEVELOPMENT, SOUTH WINDSOR, CT -------------------------------------------------------------------------- VOLUMES GEOMETRY EB WB NB SB : EB WB NB SB LT 0 80 0 134 : L 14 .0 L 11.0 T 14.0 L 14.0 TH 0 0 1884 1031 : LT 12.0 R 11.0 T 12.0 T 12.0 RT 0 150 544 0 : R 14.0 R 13.0 R 14.0 T 14.0 RR 0 0 0 0 : 12.0 12.0 12.0 14.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 _ -------------------------------------------------------------------------- ADJUSTMENT FACTORS GRADE HV ADJ PKG BUSES PHF PEDS PED. BUT. ARR. TYPE ($) M YIN Nm Nb YIN min T EB 0.00 2.00 N 0 0 0.90 0 N 22 .3 3 WB 0.00 2.00 N 0 0 0.90 0 N 22.3 3 NB 0.00 2.00 N 0 0 0.90 0 N 11.1 4 SB 0.00 2.00 N 0 0 0.90 0 N 11.1 4 -------------------------------------------------------------------------- SIGNAL SETTINGS CYCLE LENGTH = 120.0 _ PH-1 PH-2 PH-3 PH-4 PH-1 PH-2 PH-3 PH-4 EB LT NB LT TH TH X RT RT X X PD PD WB LT X SB LT X TH X TH X X RT X RT PD PD GREEN 22.0 0.0 0.0 0.0 GREEN 17.0 69.0 0.0 0.0 YELLOW 4.0 0.0 0.0 0.0 YELLOW 4.0 4.0 0.0 0.0 -------------------------------------------------------------------------- LEVEL OF SERVICE LANE GRP. V/C G/C DELAY LOS APP. DELAY APP. LOS WB L 0.346 0.175 33 .4 D 24 .4 C R 0.212 0. 308 19.9 C NB T 1.057 0.567 41.2 E 32.4 D R 0.407 0.917 0.4 A SB L 0.616 0.133 40.6 E 7.0 B T 0.442 0.742 2.9 A -------------------------------------------------------------------------- INTERSECTION: Delay = 24.2 (sec/veh) V/C = 0.853 LOS = C 1985 HCM: SIGNALIZED INTERSECTIONS SUMMARY REPORT INTERSECTION. .I-84 EB RAMPS/BUCKLAND STREET AREA TYPE. . . . .OTHER ANALYST. . . . . . .J G BUBARIS DATE. . . . . . . . . .7-9-1991 TIME. . . . . . . . . .1992 AM COMBINED COMMENT. . . . . . .BUCKLAND HILLS DEVELOPMENT, SOUTH WINDSOR, CT -------------------------------------------------------------------------- VOLUMES GEOMETRY EB WB NB SB : EB WB NB SB LT 1113 0 0 162 : L 14.0 12.0 T 14.0 L 14.0 TH 1 0 1315 800 : LT 12.0 12.0 T 12.0 L 12.0 RT 226 0 178 0 : R 14.0 12.0 R 14.0 T 12.0 RR 0 0 0 0 : 12.0 12.0 12.0 T 14.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 _ -------------------------------------------------------------------------- ADJUSTMENT FACTORS GRADE HV ADJ PKG BUSES PHF PEDS PED. BUT. ARR. TYPE M ($) Y/N NM Nb Y/N min T EB 0.00 2.00 N 0 0 0.90 0 N 25.3 3 WB 0.00 2.00 N 0 0 0.90 0 N 25.3 3 NB 0.00 2.00 N 0 0 0.90 0 N 12.3 4 SB 0.00 2.00 N 0 0 0.90 0 N 12.3 4 -------------------------------------------------------------------------- SIGNAL SETTINGS CYCLE LENGTH = 120.0 _ PH-1 PH-2 PH-3 PH-4 PH-1 PH-2 PH-3 PH-4 EB LT X NB LT TH X TH X RT X RT X PD PD WB LT SB LT X TH TH X X - RT RT PD PD GREEN 46.0 0.0 0.0 0.0 GREEN 16.0 46.0 0.0 0.0 YELLOW 4.0 0.0 0.0 0.0 YELLOW 4.0 4.0 0.0 0.0 -------------------------------------------------------------------------- LEVEL OF SERVICE LANE GRP. V/C G/C DELAY LOS APP. DELAY APP. LOS EB L 1.018 0. 375 61.6 F 60.1 F LT 1.089 0. 375 75.5 F R 0.413 0.375 18.1 C NB T 1.114 0.375 70.1 F 63.5 F R 0. 325 0.375 12.7 B SB L 0.448 0.125 37.5 D 13.0 B T 0.469 0.542 8.0 B -------------------------------------------------------------------------- INTERSECTION: Delay = 49. 3 (sec/veh) V/C = 1.008 LOS = E 1985 HCM: SIGNALIZED INTERSECTIONS SUMMARY REPORT INTERSECTION. .BURR/RED STONE ROAD/BUCKLAND STREET _ AREA TYPE. . . . .OTHER ANALYST. . . . . . .J G BUBARIS DATE. . . . . . . . . .8-9-1991 TIME. . . . . . . . . .1992 AM COMBINED COMMENT. . . . . . .BUCKLAND HILLS DEVELOPMENT, SOUTH WINDSOR, CT -------------------------------------------------------------------------- VOLUMES GEOMETRY EB WB NB SB : EB WB NB SB LT 5 48 10 111 : LTR 15.0 L 11.0 L 14.0 L 14.0 TH 4 2 1440 905 : 11.0 LT 11.0 T 12.0 T 12.0 _ RT 5 48 111 10 : 11.0 R 13 .0 T 12.0 TR 14.0 RR 0 0 0 0 : 14.0 11.0 R 14.0 14.0 12.0 12.0 14.0 12.0 12.0 12.0 12.0 12.0 -------------------------------------------------------------------------- ADJUSTMENT FACTORS GRADE HV ADJ PKG BUSES PHF PEDS PED. BUT. ARR. TYPE ($) ($) Y/N Nm Nb Y/N min T EB 0.00 2.00 N 0 0 0.90 0 N 25.3 3 WB 0.00 2.00 N 0 0 0.90 0 N 25.3 3 _ NB 0.00 2.00 N 0 0 0.90 0 N 14.9 3 SB 0.00 2.00 N 0 0 0.90 0 N 14.9 3 -------------------------------------------------------------------------- SIGNAL SETTINGS CYCLE LENGTH = 120.0 PH-1 PH-2 PH-3 PH-4 PH-1 PH-2 PH-3 PH-4 EB LT X NB LT X TH X TH X RT X RT X PD PD WB LT X SB LT X X TH X TH X X RT X RT X X PD PD GREEN 11.0 11.0 0.0 0.0 GREEN 6.0 7.0 69.0 0.0 - YELLOW 4.0 4.0 0.0 0.0 YELLOW 3 .0 0.0 5.0 0.0 -------------------------------------------------------------------------- LEVEL OF SERVICE LANE GRP. V/C G/C DELAY LOS APP. DELAY APP. LOS EB LTR 0.114 0.083 32.9 D 32.9 D WB L 0.203 0.083 39.1 D 35.5 D LT 0. 202 0.083 33.2 D R 0.410 0.083 34.7 D NB L 0. 184 0.033 43 .0 E 14.6 B T 0.820 0.575 14.9 B R 0.132 0.575 7.6 B SB L 0.743 0.092 51.2 E 12.0 B TR 0.460 0.633 7.4 B -------------------------------------------------------------------------- INTERSECTION: Delay = 14.4 (sec/veh) V/C = 0.889 LOS = B 1985 HCM: SIGNALIZED INTERSECTIONS SUMMARY REPORT INTERSECTION. .TOLLAND TURNPIKE/BUCKLAND STREET AREA TYPE. . . . .OTHER ANALYST. . . . . . .J G BUBARIS DATE. . . . . . . . . .8-9-1991 TIME. . . . . . . . . .1992 AM COMBINED COMMENT. . . . . . .BUCKLAND HILLS DEVELOPMENT, SOUTH WINDSOR, CT -------------------------------------------------------------------------- VOLUMES GEOMETRY _ EB WB NB SB : EB WB NB SB LT 319 241 266 230 : L 14.0 L 14.0 L 14.0 L 14.0 TH 217 701 712 491 : L 12.0 T 12.0 T 12.0 L 12.0 RT 0 0 0 0 : T 12.0 T 12.0 T 12.0 T 12.0 RR 0 0 0 0 : T 12.0 11.0 14.0 T -2.0 12.0 12.0 14.0 12.0 12.0 12.0 12.0 12.0 - -------------------------------------------------------------------------- ADJUSTMENT FACTORS GRADE HV ADJ PKG BUSES PHF PEDS PED. BUT. ARR. TYPE ($) ($) Y/N NM Nb Y/N min T EB 0.00 2.00 N 0 0 0.90 0 N 24.5 3 WB 0.00 2.00 N 0 0 0.90 0 N 24.5 3 NB 0.00 2.00 N 0 0 0.90 0 N 24.5 3 SB 0.00 2.00 N 0 0 0.90 0 N 24.5 3 -------------------------------------------------------------------------- SIGNAL SETTINGS CYCLE LENGTH = 120.0 PH-1 PH-2 PH-3 PH-4 PH-1 PH-2 PH-3 PH-4 EB LT X NB LT X X TH X TH X X _ RT RT PD PD WB LT X X SB LT X TH X X TH X RT RT PD PD GREEN 18.0 8.0 30.0 0.0 GREEN 12.0 8.0 30.0 0.0 YELLOW 3.0 0.0 4.0 0.0 YELLOW 3.0 0.0 4.0 0.0 -------------------------------------------------------------------------- LEVEL OF SERVICE _ LANE GRP. V/C G/C DELAY LOS APP. DELAY APP. LOS EB L 0.826 0.133 46.8 E 37.6 D T 0.294 0.242 24.0 C WB L 0.739 0.200 39.6 D 29.1 D r" T 0.744 0.308 25.7 D NB L 1.088 0.150 112.2 F 48.6 E T 0.756 0.308 26.0 D SB L 0.953 0.083 71.6 F 41.7 E T 0.665 0.242 27.7 D -------------------------------------------------------------------------- INTERSECTION: Delay = 39.4 (sec/veh) V/C = 0.796 LOS = D EXHIBIT 27 CAPACITY ANALYSES 1992 COMBINED WEEKDAY PM PEAK HOUR 1985 HCM: SIGNALIZED INTERSECTIONS - SUMMARY REPORT INTERSECTION. .ROUTE 30/RTE 194/BUCKLAND RD. AREA TYPE. . . . .OTHER ANALYST. . . . . . .J G BUBARIS DATE. . . . . . . . . .8-9-1991 TIME. . . . . . . . . . 1992 PM COMBINED - COMMENT. . . . . . .BUCKLAND HILLS DEVELOPMENT, SOUTH WINDSOR, CT -------------------------------------------------------------------------- VOLUMES GEOMETRY - EB WB NB SB : EB WB NB SB LT 443 63 98 380 : L 11.0 L 11.0 L 11.0 L 10.0 TH 697 394 1115 824 : T 11.0 T 11.0 T 11.0 T 12.0 RT 150 294 104 141 : TR 11.0 R 11.0 TR 11.0 TR 12.0 - RR 0 100 0 0 : 14.0 11.0 12.0 14.0 12.0 12.0 14.0 12.0 12.0 12.0 12.0 12.0 - -------------------------------------------------------------------------- ADJUSTMENT FACTORS GRADE HV ADJ PKG BUSES PHF PEDS PED. BUT. ARR. TYPE M ($) YIN Nm Nb YIN min T EB 0.00 2.00 N 0 0 0.92 0 N 19.4 3 WB 0.00 2.00 N 0 0 0.92 0 N 19.4 3 NB 0.00 2.00 N 0 0 0.92 0 N 19.1 3 SB 0.00 2.00 N 0 0 0.92 0 N 19.1 3 -------------------------------------------------------------------------- SIGNAL SETTINGS CYCLE LENGTH = 120.0 PH-1 PH-2 PH-3 PH-4 PH-1 PH-2 PH-3 PH-4 EB LT X X X NB LT X X TH X X TH X RT X X RT X PD PD WB LT X X SB LT X X X _ TH X TH X X RT X RT X X PD PD GREEN 7.0 15.0 27.0 0.0 GREEN 10.0 8.0 37.0 0.0 - YELLOW 3 .0 0.0 5.0 0.0 YELLOW 3 .0 0.0 5.0 0.0 -------------------------------------------------------------------------- LEVEL OF SERVICE LANE GRP. V/C G/C DELAY LOS APP. DELAY APP. LOS EB L 1.109 0.433 102.8 F 51.4 E TR 0.821 0. 350 25.8 D WB L 0.124 0.267 25.4 D 66.4 F T 1.101 0.225 91.0 F R 0.637 0.225 29.6 D NB L 0.425 0.375 22.8 C 109.8 F TR 1.190 0.308 116.5 F SB L 1.153 0.483 129.3 F 53.6 E TR 0.843 0.375 25. 3 D _ -------------------------------------------------------------------------- INTERSECTION: Delay = 71.0 (sec/veh) V/C = 1.143 LOS = F 1985 HCM: SIGNALIZED INTERSECTIONS SUMMARY REPORT ************************************************************************** INTERSECTION. .DEMING STREET/BUCKLAND ROAD AREA TYPE. . . . .OTHER ANALYST. . . . . . .J G BUBARIS DATE. . . . . . . . . .08-12-91 TIME. . . . . . . . . .1992 PM COMBINED COMMENT. . . . . . .BUCKLAND HILLS DEVELOPMENT, SOUTH WINDSOR, CT -------------------------------------------------------------------------- VOLUMES GEOMETRY EB WB NB SB : EB WB NB SB _ LT 28 28 143 53 : LTR 15.0 LTR 15.0 LT 12.0 LT 12.0 TH 28 34 1254 956 : 12.0 13.0 TR 14.0 TR 14.0 RT 136 34 48 28 : 12.0 11.0 14.0 12.0 RR 0 0 0 0 : 14.0 11.0 12.0 14.0 12.0 12.0 14.0 12.0 12.0 12.0 12.0 12.0 -------------------------------------------------------------------------- ADJUSTMENT FACTORS GRADE HV ADJ PKG BUSES PHF PEDS PED. BUT. ARR. TYPE M ($) Y/N NM Nb Y/N min T _ EB 0.00 2.00 N 0 0 0.90 0 N 15.3 3 WB 0.00 2.00 N 0 0 0.90 0 N 15.3 3 NB 0.00 2.00 N 0 0 0.90 0 N 9.6 3 SB 0.00 2.00 N 0 0 0.90 0 N 9.6 3 - -------------------------------------------------------------------------- SIGNAL SETTINGS CYCLE LENGTH = 120.0 PH-1 PH-2 PH-3 PH-4 PH-1 PH-2 PH-3 PH-4 EB LT X NB LT X TH X TH X RT X RT X _ PD PD WB LT X SB LT X TH X TH X RT X RT X PD PD GREEN 20.0 0.0 0.0 0.0 GREEN 90.0 0.0 0.0 0.0 YELLOW 5.0 0.0 0.0 0.0 YELLOW 5.0 0.0 0.0 0.0 -------------------------------------------------------------------------- LEVEL OF SERVICE LANE GRP. V/C G/C DELAY LOS APP. DELAY APP. LOS _ EB LTR 0.812 0.167 41.1 E 41.1 E WB LTR 0.551 0.167 31.8 D 31.8 D NB LTR 1.075' 0.750 47.0 E 47.0 E SB L 0.985 0.750 94.5 F 11.7 B - TR 0.768 0.750 7. 3 B -------------------------------------------------------------------------- INTERSECTION: Delay = 33 .2 (sec/veh) V/C = 1.027 LOS = D 1985 HCM: SIGNALIZED INTERSECTIONS _ SUMMARY REPORT INTERSECTION. .PROPOSED SITE DRIVE/BUCKLAND ROAD AREA TYPE. . . . .OTHER - ANALYST. . . . . . .J G BUBARIS DATE. . . . . . . . . .08-12-91 TIME. . . . . . . . . .1992 PM COMBINED - COMMENT. . . . . . .BUCKLAND HILLS DEVELOPMENT, SOUTH WINDSOR, CT -------------------------------------------------------------------------- VOLUMES GEOMETRY EB WB NB SB : EB WB NB SB LT 0 215 0 132 : L 14.0 L 11.0 T 12.0 LT 12.0 TH 0 0 1301 988 : T 12.0 R 13.0 TR 14.0 T 14.0 RT 0 144 199 0 : T 12.0 11.0 14.0 14.0 - RR 0 0 0 0 : R 14.0 11.0 12.0 14.0 12.0 12.0 14.0 12.0 12.0 12.0 12.0 12.0 - ------------------------------- ------------------------------------------ ADJUSTMENT FACTORS GRADE HV ADJ PKG BUSES PHF PEDS PED. BUT. ARR. TYPE ($) (-%) Y/N Nm Nb Y/N min T EB 0.00 2.00 N 0 0 0.90 0 N 15. 3 3 WB 0.00 2.00 N 0 0 0.90 0 N 15.3 3 NB 0.00 2.00 N 0 0 0.90 0 N 8.4 3 - SB 0.00 2.00 N 0 0 0.90 0 N 8.4 3 ----------------------------------------------------- -------------------- SIGNAL SETTINGS CYCLE LENGTH = 120.0 - PH-1 PH-2 PH-3 PH-4 PH-1 PH-2 PH-3 PH-4 EB LT NB LT TH TH X - RT RT X PD PD WB LT X SB LT X X _ TH TH X X RT X RT PD PD GREEN 25.0 0.0 0.0 0.0 GREEN 10.0 72.0 0.0 0.0 - YELLOW 5.0 0.0 0.0 0.0 YELLOW 3.0 5.0 0.0 0.0 -------------------------------------------------------------------------- LEVEL OF SERVICE - LANE GRP. V/C G/C DELAY LOS APP. DELAY APP. LOS WB L 0.780 0.208 42.4 E 36.6 D R 0.492 0.208 27.9 D NB TR 0.811 0.600 13.5 B 13.5 B - SB L 0.473 0.708 7.3 B 9.8 B T 0.813 0.708 10.1 B -------------------------------------------------------------------------- INTERSECTION: Delay = 14.9 (sec/veh) V/C = 0.805 LOS = B 1985 HCM: SIGNALIZED INTERSECTIONS SUMMARY REPORT INTERSECTION. .PLEASANT VALLEY RD./BUCKLAND STREET AREA TYPE. . . . .OTHER ANALYST. . . . . . .J G BUBARIS DATE. . . . . . . . . .8-9-1991 TIME. . . . . . . . . .1992 PM COMBINED - COMMENT. . . . . . .BUCKLAND HILLS DEVELOPMENT, SOUTH WINDSOR, CT -------------------------------------------------------------------------- VOLUMES GEOMETRY EB WB NB SB : EB WB NB SB LT 267 750 1191 301 : L 14.0 L 13.0 L 14.0 L 14.0 TH 373 902 960 668 : T 12.0 L 11.0 L 12.0 T 12.0 RT 924 273 808 235 : T 12.0 T 11.0 T 12.0 T 12.0 - RR 200 0 200 0 : R 14.0 T 11.0 T 12.0 R 14.0 12.0 R 13.0 R 14.0 12.0 12.0 12.0 12.0 12.0 - -------------------------------------------------------------------------- ADJUSTMENT FACTORS GRADE HV ADJ PKG BUSES PHF PEDS PED. BUT. ARR. TYPE _ ($) M Y/N Nm Nb Y/N min T EB 0.00 2.00 N 0 0 0.90 0 N 31.3 3 WB 0.00 2.00 N 0 0 0.90 0 N 31.3 3 NB 0.00 2.00 N 0 0 0.90 0 N 30.1 4 - SB 0.00 2.00 N 0 0 0.90 0 N 30.1 3 -------------------------------------------------------------------------- SIGNAL SETTINGS CYCLE LENGTH = 120.0 PH-1 PH-2 PH-3 PH-4 PH-1 PH-2 PH-3 PH-4 EB LT X NB LT X X TH X TH X X _ RT X RT X X PD PD WB LT X X SB LT X TH X X TH X RT X X RT X PD PD GREEN 19.0 16.0 15.0 0.0 GREEN 22.0 16.0 20.0 0.0 YELLOW 2.0 0.0 4.0 0.0 YELLOW 2.0 0.0 4.0 0.0 -------------------------------------------------------------------------- LEVEL OF SERVICE - LANE GRP. V/C G/C DELAY LOS APP. DELAY APP. LOS EB L 1.156 0.142 148.1 F 67.4 F T 0.977 0.125 57.0 E R 1.001 0.425 43.3 E WB L 0.970 0.275 49.8 E 77.5 F T 1.178 0.258 114.0 F R 0.753 0.258 31.0 D NB L 1.176 0.300 128.1 F 68.5 F T 0.898 0.300 28.9 D R 0.725 0.575 11.4 B _ SB L 1.108 0.167 118.0 F 101.8 F T 1.181 0.167 121.4 F R 0.523 0.308 22.8 C -------------------------- ----------------------------------------------- INTERSECTION: Delay = 76.2 (sec/veh) V/C = 1.174 LOS = F 1985 HCM: SIGNALIZED INTERSECTIONS - SUMMARY REPORT INTERSECTION. .PLEASANT VALLEY RD./I-84 WB RAMPS AREA TYPE. . . . .OTHER -' ANALYST. . . . . . .J G BUBARIS DATE. . . . . . . . . .8-9-1991 TIME. . . . . . . . . .1992 PM COMBINED - COMMENT. . . . . . .BUCKLAND HILLS DEVELOPMENT, SOUTH WINDSOR, CT -------------------------------------------------------------------------- VOLUMES GEOMETRY - EB WB NB SB : EB WB NB SB LT 62 1493 120 0 : L 14.0 L 14.0 L 14.0 L 14.0 TH 1189 609 98 0 : T 12.0 L 12.0 T 12.0 T 12.0 RT 364 268 336 0 : T 12.0 T 12.0 R 14.0 T 14.0 RR 60 60 60 0 : R 14.0 R 14.0 12.0 14.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 - -------------------------------------------------------------------------- ADJUSTMENT FACTORS GRADE HV ADJ PKG BUSES PHF PEDS PED. BUT. ARR. TYPE - ($) ($) Y/N Nm Nb Y/N min T EB 0.00 2.00 N 0 0 0.90 0 N 12.3 3 WB 0.00 2.00 N 0 0 0.90 0 N 12.3 4 NB 0.00 2.00 N 0 0 0.90 0 N 28.3 3 SB 0.00 2.00 N 0 0 0.90 0 N 28.3 3 ------------------------------------------------------------ ------------- SIGNAL SETTINGS CYCLE LENGTH = 120.0 - PH-1 PH-2 PH-3 PH-4 PH-1 PH-2 PH-3 PH-4 EB LT X NB LT X TH X TH X _ RT X RT X PD PD WB LT X X SB LT TH X X TH - RT X X RT PD PD GREEN 10.0 43.0 40.0 0.0 GREEN 12.0 0.0 0.0 0.0 YELLOW 4.0 0.0 6.0 0.0 YELLOW 5.0 0.0 0.0 0.0 -------------------------------------------------------------------------- LEVEL OF SERVICE - LANE GRP. V/C G/C DELAY LOS APP. DELAY APP. LOS EB L 0.507 0.075 43.1 E 41.1 E T 1.025 0.342 47.2 E R 0.471 0.442 15.6 C - WB L 1.071 0.433 66.3 F 44.9 E T 0.542 0.700 4. 3 A R 0.203 0.700 3.0 A - NB L 0.823 0.100 58.8 E 27.5 D T 0.611 0.100 37.0 D R 0.354 0.533 10.5 B _ -------------------------------------------------------------------------- INTERSECTION: Delay = 41.6 (sec/veh) V/C = 1.147 LOS = E 1985 HCM: SIGNALIZED INTERSECTIONS SUMMARY REPORT INTERSECTION. .PAVILIONS DRIVE/BUCKLAND STREET AREA TYPE. . . . .OTHER ANALYST. . . . . . .J G BUBARIS DATE. . . . . . . . . .8-9-1991 TIME. . . . . . . . . .1992 PM COMBINED _ COMMENT. . . . . . .BUCKLAND HILLS DEVELOPMENT, SOUTH WINDSOR, CT -------------------------------------------------------------------------- VOLUMES GEOMETRY EB WB NB SB : EB WB NB SB LT 0 249 0 175 : L 14.0 L 11.0 T 14.0 L 14.0 TH 0 0 2491 2167 : LT 12.0 R 11.0 T 12.0 T 12.0 RT 0 586 562 0 : R 14.0 R 13 .0 R 14.0 T 14.0 -- RR 0 100 0 0 : 12.0 12.0 12.0 14.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 _ -------------------------------------------------------------------------- ADJUSTMENT FACTORS GRADE HV ADJ PKG BUSES PHF PEDS PED. BUT. ARR. TYPE M M Y/N Nm Nb Y/N min T -' EB 0.00 2.00 N 0 0 0.90 0 N 22.3 3 WB 0.00 2.00 N 0 0 0.90 0 N 22.3 3 NB 0.00 2.00 N 0 0 0.90 0 N 11.1 4 SB 0.00 2.00 N 0 0 0.90 0 N 11.1 4 -------------------------------------------------------------------------- SIGNAL SETTINGS CYCLE LENGTH = 120.0 _ PH-1 PH-2 PH-3 PH-4 PH-1 PH-2 PH-3 PH-4 EB LT NB LT TH TH X RT RT X X - PD PD WB LT X SB LT X X TH TH X X RT X RT PD PD GREEN 20.0 0.0 0.0 0.0 GREEN 8.0 81.0 0.0 0.0 YELLOW 4.0 0.0 0.0 0.0 YELLOW 3 .0 4.0 0.0 0.0 -------------------------------------------------------------------------- LEVEL OF SERVICE LANE GRP. V/C G/C DELAY LOS APP. DELAY APP. LOS WB L 1.189 0. 158 170.0 F 96.0 F R 1.018 0.208 59.9 E NB T 1.069 0.667 40.5 E 33.4 D R 0.420 0.917 0.4 A SB L 0.810 0.758 23.6 C 7.7 B T 0.817 0.758 6.5 B _ -------------------------------------------------------------------------- INTERSECTION: Delay = 31.0 (sec/veh) V/C = 1.090 LOS = D 1985 HCM: SIGNALIZED INTERSECTIONS SUMIARY REPORT INTERSECTION. .I-84 EB RAMPS/BUCKLAND STREET AREA TYPE. . . . .OTHER ANALYST. . . . . . .J G BUBARIS DATE. . . . . . . . . .8-9-1991 TIME. . . . . . . . . .1992 PM COMBINED COMMENT. . . . . . .BUCKLAND HILLS DEVELOPMENT, SOUTH WINDSOR, CT -------------------------------------------------------------------------- VOLUMES GEOMETRY EB WB NB SB : EB WB NB SB -' LT 1380 0 0 796 : L 14.0 12.0 T 14.0 L 14.0 TH 1 0 1438 1470 : LT 12.0 12.0 T 12.0 L 12.0 RT 317 0 655 0 : R 14.0 12.0 R 14.0 T 12.0 RR 0 0 350 0 : 12.0 12.0 12.0 T 14.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 _ ------------------------------------------------ ------------- ADJUSTMENT FACTORS GRADE HV ADJ PKG BUSES PHF PEDS PED. BUT. ARR. TYPE ($) (-%) Y/N Nm Nb Y/N min T EB 0.00 2.00 N 0 0 0.90 0 N 25. 3 3 WB 0.00 2.00 N 0 0 0.90 0 N 25.3 3 NB 0.00 2.00 N 0 0 0.90 0 N 12.3 4 SB 0.00 2.00 N 0 0 0.90 0 N 12.3 4 -------------------------------------------------------------------------- SIGNAL SETTINGS CYCLE LENGTH = 120.0 _ PH-1 PH-2 PH-3 PH-4 PH-1 PH-2 PH-3 PH-4 EB LT X NB LT TH X TH X RT X RT X - PD PD WB LT SB LT X TH TH X X - RT RT PD PD GREEN 44.0 0.0 0.0 0.0 GREEN 26.0 40.0 0.0 0.0 - YELLOW 4.0 0.0 0.0 0.0 YELLOW 2.0 4.0 0.0 0.0 -------------------------------------------------------------------------- LEVEL OF SERVICE LANE GRP. V/C G/C DELAY LOS APP. DELAY APP. LOS EB L 1.107 0.367 94.0 F 89.7 F LT 1.184 0.367 117.1 F R 0.593 0.367 20.9 C - NB T 1.175 0.333 97.7 F 84.5 F R 0.627 0.333 19.4 C SB L 1.178 0.200 137.8 F 55.3 E T 0.707 0.567 10.6 B -------------------------------------------------------------------------- INTERSECTION: Delay = 74.2 (sec/veh) V/C = 1.179 LOS = F 1985 HCM: SIGNALIZED INTERSECTIONS _ SUMMARY REPORT ************************************************************************** INTERSECTION. .BURR/RED STONE ROAD/BUCKLAND STREET AREA TYPE. . . . .OTHER -" ANALYST. . . . . . .J G BUBARIS DATE. . . . . . . . . .8-9-1991 TIME. . . . . . . . . .1992 PM COMBINED COMMENT. . . . . . .BUCKLAND HILLS DEVELOPMENT, SOUTH WINDSOR, CT -------------------------------------------------------------------------- VOLUMES GEOMETRY _ EB WB NB SB : EB WB NB SB LT 205 285 55 134 : LTR 15.0 L 11.0 L 14.0 L 14.0 TH 11 11 1655 1778 : 11.0 LT 11.0 T 12.0 T 12.0 RT 120 285 252 167 : 11.0 R 13 .0 T 12.0 TR 14.0 RR 60 100 0 0 : 14.0 11.0 R 14.0 14.0 12.0 12.0 14.0 12.0 12.0 12.0 12.0 12.0 - -------------------------------------------------------------------------- ADJUSTMENT FACTORS GRADE HV ADJ PKG BUSES PHF PEDS PED. BUT. ARR. TYPE _ ($) ($) Y/N NM Nb Y/N min T EB 0.00 2.00 N 0 0 0.90 0 N 25. 3 3 WB 0.00 2.00 N 0 0 0.90 0 N 25.3 3 NB 0.00 2.00 N 0 0 0.90 0 N 14.9 3 SB 0.00 2.00 N 0 0 0.90 0 N 14.9 4 -------------------------------------------------------------------------- SIGNAL SETTINGS CYCLE LENGTH = 120.0 - PH-1 PH-2 PH-3 PH-4 PH-1 PH-2. PH-3 PH-4 •EB LT X NB LT X TH X TH X _ RT X RT X PD PD WB LT X SB LT X X TH X TH X X - RT X RT X X PD PD GREEN 15.0 26.0 0.0 0.0 GREEN 6.0 5.0 53.0 0.0 YELLOW 4.0 4.0 0.0 0.0 YELLOW 3 .0 0.0 4.0 0.0 -------------------------------------------------------------------------- LEVEL OF SERVICE LANE GRP. V/C G/C DELAY LOS APP. DELAY APP. LOS EB LTR 0.893 0.208 44.4 E 44.4 E WB L 0.857 0.117 59.9 E 81.4 F LT 0.855 0.117 50.6 E -' R 1.130 0.117 123.2 F NB L 1.012 0.033 138.0 F 71.6 F T 1.125 0.433 77.7 F - R 0. 399 0.433 15.2 C SB L 1.096 0.075 139.7 F 100.6 F TR 1.187 0.475 98.1 F _ -------------------------------------------------------------------------- INTERSECTION: Delay = 83.7 (sec/veh) V/C = 1.098 LOS = F 1985 HCM: SIGNALIZED INTERSECTIONS SUMMARY REPORT INTERSECTION. .TOLLAND TURNPIKE/BUCKLAND STREET AREA TYPE. . . . .OTHER ANALYST. . . . . . .J G BUBARIS DATE. . . 9 . . . . . .8-9-1991 TIME. . . . . . . . . .1992 PM COMBINED COMMENT. . . . . . .BUCKLAND HILLS DEVELOPMENT, SOUTH WINDSOR, CT -------------------------------------------------------------------------- VOLUMES GEOMETRY EB WB NB SB : EB WB NB SB LT 732 299 227 719 : L 14.0 L 14.0 L 14.0 L 14.0 TH 669 326 812 875 : L 12.0 T 12.0 T 12.0 L 12.0 RT 0 0 0 0 : T 12.0 T 12.0 T 12.0 T 12.0 RR 0 0 0 0 : T 12.0 11.0 14.0 T 12.0 12.0 12.0 14.0 12.0 12.0 12.0 12.0 12.0 -------------------------------------------------------------------------- ADJUSTMENT FACTORS GRADE HV ADJ PKG BUSES PHF PEDS PED. BUT. ARR. TYPE ($) M YIN Nm Nb YIN min T EB 0.00 2.00 N 0 0 0.90 0 N 24.5 3 WB 0.00 2.00 N 0 0 0.90 0 N 24.5 3 NB 0.00 2.00 N 0 0 0.90 0 N 24.5 3 SB 0.00 2.00 N 0 0 0.90 0 N 24.5 3 -------------------------------------------------------------------------- SIGNAL SETTINGS CYCLE LENGTH = 120.0 PH-1 PH-2 PH-3 PH-4 PH-1 PH-2 PH-3 PH-4 EB LT X X NB LT X TH X X TH X RT RT PD PD WB LT X SB LT X X TH X TH X X RT RT PD PD GREEN 22.0 11.0 15.0 0.0 GREEN 20.0 8.0 30.0 0.0 - YELLOW 3 .0 0.0 4.0 0.0 YELLOW 3.0 0.0 4.0 0.0 -------------------------------------------------------------------------- LEVEL OF SERVICE _ LANE GRP. V/C G/C DELAY LOS APP. DELAY APP. LOS EB L 0.881 0. 258 39.2 D 51.7 E T 1.051 0.208 65.2 F WB L 1.100 0.167 114.6 F 79.4 F - T 0.915 0.117 48.7 E NB L 0.928 0.150 64.0 F 76.0 F T 1.100 0.242 79.2 F SB L 1.032 0.217 68.8 F 49.8 E T 0.929 0.308 34.3 D -------------------------------------------------------------------------- INTERSECTION: Delay = 60.1 (sec/veh) V/C = 1.070 LOS = F 1985 HCM: SIGNALIZED INTERSECTIONS SUMMARY REPORT INTERSECTION. .ROUTE 30/RTE 194/BUCKLAND RD. AREA TYPE. . . . .OTHER ANALYST. . . . . . .J G BUBARIS DATE. . . . . . . . . .8-9-1991 TIME. . . . . . . . . . 1992 SAT COMBINED COMMENT. . . . . . .BUCKLAND HILLS DEVELOPMENT, SOUTH WINDSOR, CT -------------------------------------------------------------------------- VOLUMES GEOMETRY EB WB NB SB : EB WB NB SB LT 226 49 121 275 : L 11.0 L 11.0 L 11.0 L 10.0 TH 440 434 777 806 : T 11.0 T 11.0 T 11.0 T 12.0 RT 154 256 84 174 : TR 11.0 R 11.0 TR 11.0 TR 12.0 RR 0 100 0 0 : 14.0 11.0 12.0 14.0 12.0 12.0 14.0 12.0 12.0 12.0 12.0 12.0 _ -------------------------------------------------------------------------- ADJUSTMENT FACTORS GRADE HV ADJ PKG BUSES PHF PEDS PED. BUT. ARR. TYPE ($) ($) Y/N Nm Nb Y/N min T EB 0.00 2.00 N 0 0 0.90 0 N 19.4 3 WB 0.00 2.00 N 0 0 0.90 0 N 19.4 3 NB 0.00 2.00 N 0 0 0.90 0 N 19.1 3 SB 0.00 2.00 N 0 0 0.90 0 N 19.1 3 -------------------------------------------------------------------------- SIGNAL SETTINGS CYCLE LENGTH = 120.0 _ PH-1 PH-2 PH-3 PH-4 PH-1 PH-2 PH-3 PH-4 EB LT X X X NB LT X X TH X X TH X RT X X RT X PD PD WB LT X X SB LT X X X TH X TH X X - RT X RT X X PD PD GREEN 7.0 15.0 34.0 0.0 GREEN 9.0 8.0 31.0 0.0 YELLOW 3.0 0.0 5.0 0.0 YELLOW 3.0 0.0 5.0 0.0 -------------------------------------------------------------------------- LEVEL OF SERVICE LANE GRP. V/C G/C DELAY LOS APP. DELAY APP. LOS EB L 0.503 0.492 16.6 C 17.2 C TR 0.511 0.408 17.4 C WB L 0.000 0.325 25.4 D 42.2 E - T 0.985 0.283 51.1 E R 0.417 0.283 22.9 C NB L 0.777 0.317 49.2 E 53. 3 E _ TR 1.027 0.258 53.8 E SB L 0.842 0.425 36.8 D 44.7 E TR 1.014 0.325 46.7 E -------------------------------------------------------------------------- INTERSECTION: Delay = 40.4 (sec/v h) V/C = 0.861 LOS = E 1985 HCM: SIGNALIZED INTERSECTIONS SUMMARY REPORT INTERSECTION. .DEMING STREET/BUCKLAND ROAD AREA TYPE. . . . .OTHER - ANALYST. . . . . . .J G BUBARIS DATE. . . . . . . . . .08-12-91 TIME. . . . . . . . . .1992 SAT COMBINED COMMENT. . . . . . .BUCKLAND HILLS DEVELOPMENT, SOUTH WINDSOR, CT -------------------------------------------------------------------------- VOLUMES GEOMETRY _ EB WB NB SB : EB WB NB SB LT 14 11 113 25 : LTR 15.0 LTR 15.0 LT 12.0 LT 12.0 TH 13 11 961 1046 : 12.0 13.0 TR 14.0 TR 14.0 RT 119 8 12 5 : 12.0 11.0 14.0 12.0 RR 0 0 0 0 : 14.0 11.0 12.0 14.0 12.0 12.0 14.0 12.0 12.0 12.0 12.0 12.0 _ -------------------------------------------------------------------------- ADJUSTMENT FACTORS GRADE HV ADJ PKG BUSES PHF PEDS PED. BUT. ARR. TYPE ($) ($) Y/N Nm Nb Y/N min T EB 0.00 4.00 N 0 0 0.90 0 Y 15.3 3 WB 0.00 4.00 N 0 0 0.90 0 Y 15.3 3 NB 0.00 4.00 N 0 0 0.90 0 Y 9.6 3 SB 0.00 4.00 N 0 0 0.90 0 Y 9.6 3 ---------------- ------------------------------------------------------ SIGNAL SETTINGS CYCLE LENGTH = 120.0 PH-1 PH-2 PH-3 PH-4 PH-1 PH-2 PH-3 PH-4 EB LT X NB LT X TH X TH X _ RT X RT X PD PD WB LT X SB LT X TH X TH X RT X RT X PD PD GREEN 20.0 0.0 0.0 0.0 GREEN 90.0 0.0 0.0 0.0 YELLOW 5.0 0.0 0.0 0.0 YELLOW 5.0 0.0 0.0 0.0 -------------------------------------------------------------------------- LEVEL OF SERVICE _ LANE GRP. V/C G/C DELAY LOS APP. DELAY APP. LOS EB LTR 0.577 0.183 30.7 D 30.7 D WB LTR 0.141 0.183 26.6 D 26.6 D NB L 0.678 0.767 11.6 B 6.8 B TR 0.748 0.767 6.3 B SB LTR 0.630 0.767 4.5 A 4.5 A -------------------------------------------------------------------------- INTERSECTION: Delay = 7.4 (sec/veh) V/C = 0.715 LOS = B 1985 HCM: SIGNALIZED INTERSECTIONS - SUMMARY REPORT INTERSECTION. .PROPOSED SITE DRIVE/BUCKLAND ROAD AREA TYPE. . . . .OTHER ANALYST. . . . . . .J G BUBARIS DATE. . . . . . . . . .08-12-91 TIME. . . . . . . . . .1992 SAT COMBINED COMMENT. . . . . . .BUCKLAND HILLS DEVELOPMENT, SOUTH WINDSOR, CT -------------------------------------------------------------------------- VOLUMES GEOMETRY - EB WB NB SB : EB WB NB SB LT 0 156 0 272 : L 14.0 L 11.0 T 12.0 LT 12.0 TH 0 0 982 904 : T 12.0 R 13.0 TR 14.0 T 14.0 RT 0 104 408 0 : T 12.0 11.0 14.0 14.0 RR 0 0 0 0 : R 14.0 11.0 12.0 14.0 12.0 12.0 14.0 12.0 12.0 12.0 12.0 12.0 - -------------------------------------------------------------------------- ADJUSTMENT FACTORS GRADE HV ADJ PKG BUSES PHF PEDS PED. BUT. ARR. TYPE (-%) M Y/N NM Nb Y/N min T EB 0.00 2.00 N 0 0 0.90 0 N 15.3 3 WB 0.00 2.00 N 0 0 0.90 0 N 15.3 3 NB 0.00 2.00 N 0 0 0.90 0 N 8.4 3 SB 0.00 2.00 N 0 0 0.90 0 N 8.4 3 -------------------------------------------------------------------------- SIGNAL SETTINGS CYCLE LENGTH = 120.0 PH-1 PH-2 PH-3 PH-4 PH-1 PH-2. PH-3 PH-4 EB LT NB LT TH TH X _ RT RT X PD PD WB LT X SB LT X X TH TH X X RT X RT PD PD GREEN 25.0 0.0 0.0 0.0 GREEN 15.0 67.0 0.0 0.0 YELLOW 5.0 0.0 0.0 0.0 YELLOW 3.0 5.0 0.0 0.0 -------------------------------------------------------------------------- LEVEL OF SERVICE LANE GRP. V/C G/C DELAY LOS APP. DELAY APP. LOS WB L 0.566 0.208 34.2 D 31.1 D R 0.356 0.208 26.5 D NB TR 0.828 0.558 15.9 C 15.9 C - SB L 0.954 0.708 44.0 E 16.6 C T 0.744 0.708 8.3 B -------------------------------------------------------------------------- - INTERSECTION: Delay = 17.6 (sec/veh) V/C = 0.789 LOS = C 1985 HCM: SIGNALIZED INTERSECTIONS SUMMARY REPORT INTERSECTION. .PLEASANT VALLEY RD./BUCKLAND STREET AREA TYPE. . . . .OTHER ANALYST. . . . . . .J G BUBARIS DATE. . . . . . . . . .8-9-1991 TIME. . . . . . . . . .1992 SAT COMBINED COMMENT. . . . . . .BUCKLAND HILLS DEVELOPMENT, SOUTH WINDSOR, CT -------------------------------------------------------------------------- VOLUMES GEOMETRY _ EB WB NB SB : EB WB NB SB LT 278 774 1516 392 : L 14.0 L 13 .0 L 14.0 L 14.0 TH 505 1087 771 505 : T 12.0 L 11.0 L 12.0 T 12.0 RT 824 341 968 163 : T 12.0 T 11.0 T 12.0 T 12.0 RR 200 75 250 40 : R 14.0 T 11.0 T 12.0 R 14.0 12.0 R 13 .0 R 14.0 12.0 12.0 12.0 12.0 12.0 -------------------------------------------------------------------------- ADJUSTMENT FACTORS GRADE HV ADJ PKG BUSES PHF PEDS PED. BUT. ARR. TYPE _ ($) (%*) Y/N Nm Nb Y/N min T EB 0.00 2.00 N 0 0 0.92 0 N 31. 3 3 WB 0.00 2.00 N 0 0 0.92 0 N 31.3 3 NB 0.00 2.00 N 0 0 0.92 0 N 30.1 4 SB 0.00 2.00 N 0 0 0.92 0 N 30.1 3 -------------------------------------------------------------------------- SIGNAL SETTINGS CYCLE LENGTH = 120.0 PH-1 PH-2 PH-3 PH-4 PH-1 PH-2 PH-3 PH-4 EB LT X NB LT X X TH X TH X X RT X RT X X PD PD WB LT X X SB LT X TH X X TH X RT X X RT X PD PD GREEN 12.0 17.0 16.0 0.0 GREEN 23.0 24.0 16.0 0.0 YELLOW 2.0 0.0 4.0 0.0 YELLOW 2.0 0.0 4.0 0.0 -------------------------------------------------------------------------- LEVEL OF SERVICE _ LANE GRP. V/C G/C DELAY LOS APP. DELAY APP. LOS EB L 2.002 0.083 T 1.040 0.133 68. 3 F R 0.706 0.508 16.0 C WB L 1.026 0.225 66.0 F 70.2 F T 1.119 0.275 83.2 F R 0.673 0.275 27.4 D - NB L 1.171 0. 375 120.9 F 71.2 F T 0.741 0.333 20.4 C R 0.862 0.558 18.1 C _ SB L 1.152 0.175 135.8 F 97.5 F T 1.092 0.133 85.8 F R 0.382 0.217 26.2 D -------------------------------------------------------------------------- - INTERSECTION: Delay = * (sec/veh) V/C = 1.222 LOS = * 1985 HCM: SIGNALIZED INTERSECTIONS SUMMARY REPORT ************************************************************************** INTERSECTION. .PLEASANT VALLEY RD./I-84 WB RAMPS _ AREA TYPE. . . . .OTHER ANALYST. . . . . . .J G BUBARIS DATE. . . . . . . . . .8-9-1991 TIME. . . . . . . . . .1992 SAT COMBINED - COMMENT. . . . . . .BUCKLAND HILLS DEVELOPMENT, SOUTH WINDSOR, CT ---------- --------------------------------------------------------------- VOLUMES GEOMETRY - EB WB NB SB : EB WB NB SB LT 68 1493 103 0 : L 14.0 L 14.0 L 14.0 L 14.0 TH 1107 692 171 0 : T 12.0 L 12.0 T 12.0 T 12.0 _ RT 410 436 501 0 : T 12.0 T 12.0 R 14.0 T 14.0 RR 60 60 60 0 : R 14.0 R 14.0 12.0 14.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 - -------------------------------------------------------------------------- ADJUSTMENT FACTORS GRADE HV ADJ PKG BUSES PHF PEDS PED. BUT. ARR. TYPE .- ($) (-%) Y/N Nm Nb Y/N min T EB 0.00 2.00 N 0 0 0.90 0 N 12. 3 3 WB 0.00 2.00 N 0 0 0.90 0 N 12.3 4 _ NB 0.00 2.00 N 0 0 0.90 0 N 28.3 3 SB 0.00 2.00 N 0 0 0.90 0 N 28.3 3 -------------------------------------------------------------------------- SIGNAL SETTINGS CYCLE LENGTH = 120.0 -' PH-1 PH-2 PH-3 PH-4 PH-1 PH-2 PH-3 PH-4 EB LT X NB LT X TH X TH X RT X RT X PD PD WB LT X X SB LT _ TH X X TH RT X X RT PD PD GREEN 10.0 43.0 40.0 0.0 GREEN 12.0 0.0 0.0 0.0 -' YELLOW 4.0 0.0 6.0 0.0 YELLOW 5.0 0.0 0.0 0.0 -------------------------------------------------------------------------- LEVEL OF SERVICE - LANE GRP. V/C G/C DELAY LOS APP. DELAY APP. LOS EB L 0.556 0.075 44.4 E 48.5 E T 1.061 0.342 58.3 E R 0.543 0.442 16.5 C WB L 1.071 0.433 66.3 F 41.4 E T 0.616 0.700 5.6 B R 0.368 0.700 3 .5 A NB L 0.706 0.100 48.5 E 38.5 D T 1.066 0.100 99.1 F R 0.566 0.533 12.7 B -------------------------------------------------------------------------- INTERSECTION: Delay = 43.2 (sec/veh) V/C = 1.290 LOS = E 1985 HCM: SIGNALIZED INTERSECTIONS SUMMARY REPORT ************************************************************************** INTERSECTION. .PAVILIONS DRIVE/BUCKLAND STREET AREA TYPE. . . . .OTHER ANALYST. . . . . . .J G BUBARIS DATE. . . . . . . . . .8-9-1991 TIME. . . . . . . . . . 1992 SAT COMBINED COMMENT. . . . . . .BUCKLAND HILLS DEVELOPMENT, SOUTH WINDSOR, CT -------------------------------------------------------------------------- VOLUMES GEOMETRY EB WB NB SB : EB WB NB SB LT 0 349 0 267 : L 14.0 L 11.0 T 14.0 L 14.0 TH 0 0 2652 1855 : LT 12.0 R 11.0 T 12.0 T 12.0 RT 0 879 832 0 : R 14.0 R 13.0 R 14.0 T 14.0 -' RR 0 100 0 0 : 12.0 12.0 12.0 14.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 - --------- ----------------------------------------------------------------- ADJUSTMENT FACTORS GRADE HV ADJ PKG BUSES PHF PEDS PED. BUT. ARR. TYPE (-%) M Y/N Nm Nb Y/N min T EB 0.00 2.00 N 0 0 0.90 0 N 22.3 3 WB 0.00 2.00 N 0 0 0.90 0 N 22.3 3 NB 0.00 2.00 N 0 0 0.90 0 N 11.1 4 - SB 0.00 2.00 N 0 0 0.90 0 N 11.1 4 -------------------------------------------------------------------------- SIGNAL SETTINGS CYCLE LENGTH = 120.0 PH-1 PH-2 PH-3 PH-4 PH-1 PH-2 PH-3 PH-4 EB LT NB LT TH TH X RT RT X X PD PD WB LT X SB LT X X TH TH X X RT X RT PD PD GREEN 25.0 0.0 0.0 0.0 GREEN 11.0 73.0 0.0 0.0 YELLOW 4.0 0.0 0.0 0.0 YELLOW 3 .0 4.0 0.0 0.0 -------------------------------------------------------------------------- LEVEL OF SERVICE _ LANE GRP. V/C G/C DELAY LOS APP. DELAY APP. LOS WB L 1.267 0.208 R 1.166 0.292 108.0 F NB T 1.188 0.608 94.6 F 73.0 F R 0.611 0.933 0.7 A SB L 1.120 0.725 112.7 F 18.2 C T 0.697 0.725 5.3 B -------------------------------------------------------------------------- INTERSECTION: Delay = * (sec/veh) V/C = 1.278 LOS = 1985 HCM: SIGNALIZED INTERSECTIONS - SUMMARY REPORT INTERSECTION. .I-84 EB RAMPS/BUCKLAND STREET AREA TYPE. . . . .OTHER - ANALYST. . . . . . .J G BUBARIS DATE. . . . . . . . . .8-9-1991 TIME. . . . . . . . . .1992 SAT COMBINED - COMMENT. . . . . . .BUCKLAND HILLS DEVELOPMENT, SOUTH WINDSOR, CT -------------------------------------------------------------------------- VOLUMES GEOMETRY - EB WB NB SB : EB WB NB SB LT 1442 0 0 468 : L 14.0 12.0 T 14.0 L 14.0 TH 1 0 1657 1606 : LT 12.0 12.0 T 12.0 L 12.0 _ RT 408 0 382 0 : R 14.0 12.0 R 14.0 T 12.0 RR 0 0 100 0 : 12.0 12.0 12.0 T 14.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 - -------------------------------------------------------------------------- ADJUSTMENT FACTORS GRADE HV ADJ PKG BUSES PHF PEDS PED. BUT. ARR. TYPE M M Y/N Nm Nb Y/N min T EB 0.00 2.00 N 0 0 0.90 0 N 25. 3 3 WB 0.00 2.00 N 0 0 0.90 0 N 25. 3 3 NB 0.00 2.00 N 0 0 0.90 0 N 12.3 4 SB 0.00 2.00 N 0 0 0.90 0 N 12.3 4 -------------------------------------------------------------------------- SIGNAL SETTINGS CYCLE LENGTH = 120.0 PH-1 PH-2 PH-3 PH-4 PH-1 PH-2 PH-3 PH-4 EB LT X NB LT TH X TH X - RT X RT X PD PD WB LT SB LT X _ TH TH X X RT RT PD PD GREEN 47.0 0.0 0.0 0.0 GREEN 16.0 46.0 0.0 0.0 - YELLOW 4.0 0.0 0.0 0.0 YELLOW 3 .0 4.0 0.0 0.0 -------------------------------------------------------------------------- LEVEL OF SERVICE - LANE GRP. V/C G/C DELAY LOS APP. DELAY APP. LOS EB L 1.082 0. 392 81.2 F 76.4 F LT 1.158 0. 392 102.3 F R 0.714 0.392 22. 2 C - NB T 1.178 0.383 96.7 F 85.1 F R 0.505 0. 383 13.7 B SB L 1.164 0.125 139.8 F 42.8 E - T 0.808 0.542 14.5 B -------------------------------------------------------------------------- INTERSECTION: Delay = 67.2 (sec/veh) V/C = 1.167 LOS = F 1985 HCM: SIGNALIZED INTERSECTIONS SUMMARY REPORT INTERSECTION. .BURR/RED STONE ROAD/BUCKLAND STREET _ AREA TYPE. . . . .OTHER ANALYST. . . . . . .J G BUBARIS DATE. . . . . . . . . .8-9-1991 TIME. . . . . . . . . .1992 SAT COMBINED COMMENT. . . . . . .BUCKLAND HILLS DEVELOPMENT, SOUTH WINDSOR, CT -------------------------------------------------------------------------- VOLUMES GEOMETRY EB WB NB SB : EB WB NB SB LT 121 416 75 433 : LTR 15.0 L 11.0 L 14.0 L 14.0 TH 18 17 1456 1393 : 11.0 LT 11.0 T 12.0 T 12.0 _ RT 123 416 433 193 : 11.0 R 13.0 T 12.0 TR 14.0 RR 60 200 0 0 : 14.0 11.0 R 14.0 14.0 12.0 12.0 14.0 12.0 12.0 12.0 12.0 12.0 - -------------------------------------------------------------------------- ADJUSTMENT FACTORS GRADE HV ADJ PKG BUSES PHF PEDS PED. BUT. ARR. TYPE - M ($) Y/N NM Nb Y/N min T EB 0.00 2.00 N 0 0 0.90 0 N 25.3 3 WB 0.00 2.00 N 0 0 0.90 0 N 25.3 3 _ NB 0.00 2.00 N 0 0 0.90 0 N 14.9 3 SB 0.00 2.00 N 0 0 0.90 0 N 14.9 4 -------------------------------------------------------------------------- SIGNAL SETTINGS CYCLE LENGTH = 120.0 - PH-1 PH-2 PH-3 PH-4 PH-1 PH-2 PH-3 PH-4 EB LT X NB LT X TH X TH X - RT X RT X PD PD WB LT X SB LT X X _ TH X TH X X RT X RT X X PD PD GREEN 18.0 16.0 0.0 0.0 GREEN 9.0 17.0 45.0 0.0 YELLOW 4.0 4.0 0.0 0.0 YELLOW 3.0 0.0 4.0 0.0 -------------------------------------------------------------------------- LEVEL OF SERVICE - LANE GRP. V/C G/C DELAY LOS APP. DELAY APP. LOS EB LTR 1.098 0.125 106.6 F 106.6 F WB L 0.929 0.142 65.4 F 73.4 F LT 0.927 0.142 55.2 E R 1.087 0.142 99.9 F NB L 0.789 0.058 63.2 F 85.0 F T 1.170• 0.367 102.5 F -- R 0.810 0.367 27.0 D SB L 1.195 0.200 158.9 F 48.4 E TR 0.909 0.508 19.7 C _ -------------------------------------------------------------------------- INTERSECTION: Delay = 69.0 (sec/veh) V/C = 1.187 LOS = F 1985 HCM: SIGNALIZED INTERSECTIONS - SUMMARY REPORT INTERSECTION. .TOLLAND TURNPIKE/BUCKLAND STREET AREA TYPE. . . . .OTHER ANALYST. . . . . . .J G BUBARIS DATE. . . . . . . . . .8-9-1991 TIME. . . . . . . . . .1992 SAT COMBINED COMMENT. . . . . . .BUCKLAND HILLS DEVELOPMENT, SOUTH WINDSOR, CT -------------------------------------------------------------------------- VOLUMES GEOMETRY EB WB NB SB : EB WB NB SB LT 537 323 222 609 : L 14.0 L 14.0 L 14.0 L 14.0 TH 447 415 750 723 : L 12.0 T 12.0 T 12.0 L 12.0 RT 0 0 0 0 : T 12.0 T 12.0 T 12.0 T 12.0 RR 0 0 0 0 : T 12.0 11.0 14.0 T 12.0 12.0 12.0 14.0 12.0 12.0 12.0 12.0 12.0 - -------------------------------------------------------------------------- ADJUSTMENT FACTORS GRADE HV ADJ PKG BUSES PHF PEDS PED. BUT. ARR. TYPE ($) M YIN NM Nb YIN min T EB 0.00 2.00 N 0 0 0.90 0 N 24.5 3 WB 0.00 2.00 N 0 0 0.90 0 N 24.5 3 NB 0.00 2.00 N 0 0 0.90 0 N 24.5 3 SB 0.00 2.00 N 0 0 0.90 0 N 24.5 3 --------------------------------------------------------- ---------------- SIGNAL SETTINGS CYCLE LENGTH = 120.0 PH-1 PH-2 PH-3 PH-4 PH-1 PH-2 PH-3 PH-4 EB LT X X NB LT X TH X X TH X RT RT PD PD WB LT X SB LT X X TH X TH X X RT RT PD PD GREEN 28.0 5.0 18.0 0.0 GREEN 22.0 4.0 29.0 0.0 YELLOW 3 .0 0.0 4.0 0.0 YELLOW 3.0 0.0 4.0 0.0 -------------------------------------------------------------------------- LEVEL OF SERVICE LANE GRP. V/C G/C DELAY LOS APP. DELAY APP. LOS EB L 0.646 0.258 31.2 D 32.6 D T 0.798 0.183 34.4 D WB L 0.914 0.217 53.1 E 52.3 E T 0.959 0.142 51.7 E NB L 0.817 0.167 47.5 E 59.9 E T 1.052 0.233 63.4 F SB L 0.947 0.200 51.3 E 41.6 E T 0.888 0.267 33.5 D --------------------------------------------- ------------------------ INTERSECTION: Delay = 45.7 (sec/veh) V/C = 0.935 LOS = E -- EXHIBIT 29 QUEUING ANALYSES 1992 COMBINED CONDITIONS SELECTED INTERSECTIONS QUEUE AND STORAGE LENGTH Overflow Queue: Each formulae below can be considered to have a uniform and overflow component. Average overflow queue is the average number of vehicles left in the queue at the beginning of the green period. Even if the arrival rate flow rate is, on average, less than the capacity,(i.e.the degree of saturation X<1) there are some oversaturated cycles because of the random fluctuations in arrival flow rates. The following approximate expression has been derived for predicting average overflow queues in both undersaturated (X<1) and over saturated (W) conditions at isolated fixed timed signals: TO START , "ALT" A _ ----------------------------------------------------------;summary OVERFLOW QUEUE: No I of ROUTE 30 AT BUCICM ROAD ,answers WESTBOUND LEFT - AM PEAK "- No = if known :capacity 0.00 �N== 2.07 N== The ave. number of vehicles in the queue n = number of lanes n= 1.00 VEHICLES at the start of the green period . S = cruising speed, MPH S= 25.00 - g = effective green g= 12.00 Nb == 2.10 BACK OF THE QUEUE C = cycle length C= 120.00 VEHICLES s = saturation flow vps. s= 0.45 Q = capacity in veh. per hr. Q== 162.00 ; 162.00 Q=s(g/C)*D18 V = Flow rate in Tf (usually in VPH) V= 69.00 Tf = flow period of demand V (a.aa hrs.) Tf= 1.00 ! q = flow rate in vps; V/Tf or V/3600 q== 0.02 �Nc == 4.19 CRITICAL QUEUE LENGTH "- QTf = throughput, i.e. the max. number of: QTf== 162.00 VEHICLES Nc = 2Nb veh. discharged in period Tf X = V/Qtf, degree of saturation X== 0.43 Na == 2.16 Maximum back of queue, z = X-1 (note this has a negative z== -0.57 VEHICLES reached after value for X<1; also zQ= q-Q the start of green . Xo = deg. sat below which ave. overflow: Xo== 0.68 queue is approx. zero, and given by TOTAL DISTANCE IH FEET FOR Nc Xo = 0.67 + sg/600 , *** 104.87 *** where s=sat. flow vps, g=eff. green X-Xo== -0.25 j = average queue space per vehicle (ft): j= 25.00 No = ave. overflow queue (total veh. : all lanes ) No== 0.00 -0.67 0.56 (Q*Tf/4)*(z+(z^2+ 12(X-Xo)/Q*Tf)A.5) VEHICLESI for Wo ,otherwise No=O : I ----------------------------------------------------------� QUEUE LENGTH: : 1 The ave. number of vehicles in the queue : + at the start of the green period can be : I calculated from: ! N =qr+No where, q=arrival demand rate in vps or veh/cycle: q== 0.02 r = C - G = effective red time, qr in veh: C= 120.00 C = cycle time in seconds G-- 12.00 r== 108.00 N== 2.07 • VEHICLESI - ----------------------------------------------------------- ----------------------------------------------------------- BACK OF THE QUEUE Nb = N/(1-(j/v)qL) WHERE Nb = back of the queue, in vehicles N = the stop-line queue, in vehicles : N == 2.07 qL =lane flow, in vehicles per second: qL == 0.02 (total movement flow divided by the number of lanes as a first — approximation), j = average queue space per j = 25.00 vehicle in feet, and — v = normal cruising speed in feet v = 36.75 I per second (hence j/v = time to I travel one vehicle space at I — cruising speed). Nb == 2.10 VEHICLES i ----------------------------------------------------------- Xaximum back of queue, Nm, reached after the start of green is given by: — N' = N/(1-y) Ns == 2.16 • VEHICLES WHERE _ Nu = maximum back of queue I N = qr + No N == 2.07 , y = flow ratio q ave. vps / sat. flow: y == 0.04 q = arrival vps, VPH/3600 q == 0.02 r = c - g = effective red r = 108.00 : VPH == 69.00 No = ave. overflow queue (total veh. : No == 0.00 all lanes ) VEHICLES ----------------------------------------------------------� — CRITICAL QUEUE LENGTH Nc = 2Nb Nc == 4.19 • VEHICLES REQUIRED STORAGE is jNc/n 104.87 • FEET QUEUE AND STORAGE LENGTH Overflow Queue: Each formulae below can be considered to have a uniform and overflow component. Average overflow queue is the average number of vehicles left in the queue at the beginning of the green period. Even if the arrival rate flow rate is, on average, less than the capacity,(i.e.the degree of saturation X<1) there are some oversaturated cycles because of the random fluctuations in arrival flow rates. The following approximate expression has been derived for predicting average overflow queues in both undersaturated (X<1) and over saturated (M) conditions at isolated fixed timed signals: TO START , "ALT" A ----------------------------------------------------------summary OVERFLOW QUEUE: No ; of ROUTE 30 AT BUCKLAND ROAD +answers _ WESTBOUND LEFT - PK PEAK No = if known :capacity 0.00 IN== 1.93 N== The ave. number of vehicles in the queue n = number of lanes n= 1.00 I VEHICLES at the start of the green period . S = cruising speed, MPH S= 25.00 g = effective green g= 10.00 Nb == 1.95 BACK OF THE QUEUE C = cycle length C= 120.00 ; VEHICLES s = saturation flow vps. s= 0.45 , Q = capacity in veh. per hr. Q== 135.00 135.00 Q=s(g/C)*D18 V = Flow rate in Tf (usually in VPH) V= 63.00 I Tf = flow period of demand V (a.aa hrs.) : Tf= 1.00 q = flow rate in vps; V/Tf or V/3600 q== 0.02 INc == 3.90 CRITICAL QUEUE LENGTH QTf = throughput, i.e. the max. number of: QTf== 135.00 + VEHICLES Nc = 2Nb veh. discharged in period Tf I X = V/Qtf, degree of saturation X== 0.47 Ift == 2.00 Maximum back of queue, z = X-1 (note this has a negative z== -0.53 I VEHICLES reached after value for X<1; also zQ= q-Q I the start of green . Xo = deg. sat below which ave. overflow: Xo== 0.68 I - queue is approx. zero, and given by TOTAL DISTANCE IN FEET FOR Nc Xo = 0.67 + sg/600 *** 97.41 *** where s=sat. flow vps, g=eff. green X-Xo== -0.21 j = average queue space per vehicle (ft): j= 25.00 I No = ave. overflow queue (total veh. : I all lanes ) No== 0.00 -0.60 0.52 (Q*Tf/4)*(z+(z^2+ 12(X-Xo)/Q*Tf)A.5) VEHICLES1 for Mo ,otherwise No=O ------------------------------------------------------•-I QUEUE LENGTH: 1 The ave. number of vehicles in the queue : I at the start of the green period can be : calculated from: I N =qr+No I I where, q=arrival demand rate in vps or veh/cycle: q== 0.02 r = C - G = effective red time, qr in veh: C= 120.00 I C = cycle time in seconds G-- 10.00 r== 110.00 I I N== 1.93 VEHICLES ----------------------------------------------------------- BACK OF THE QUEUE Nb = N/(1-(j/v)qL) WHERE Nb = back of the queue, in vehicles N = the stop-line queue, in vehicles : N == 1.93 qL =lane flow, in vehicles per second: qL == 0.02 (total movement flow divided by the number of lanes as a first + approximation), 3 = average queue space per j = 25.00 vehicle in feet, and v = normal cruising speed in feet v = 36.75 , per second (hence j/v = time to I travel one vehicle space at , cruising speed). Nb == 1.95 • VEHICLESI 1 ----------------------------------------------- _------=- Maximum back of queue, Nm, reached after the start of green is given by: Nil = N/(1-y) Nm == 2.00 VEHICLES WHERE � Nm = maximum back of queue N = qr + No N == 1.93 y = flow ratio q ave. vps / sat. flow: y == 0.04 q = arrival vps, VPH/3600 q == 0.02 r = c - g = effective red r = 110.00 f : VPH == 63.00 No = ave. overflow queue (total veh. : No == 0.00 all lanes ) VEHICLES+ ----------------------------------------------------------, CRITICAL QUEUE LENGTH Nc = 2Nb Nc == 3.90 1 • VEHICLESI REQUIRED STORAGE is jNc/n 97.41 + • FEET i — ----------------------------------------------------------- QUEUE AND STORAGE LENGTH - Overflow Queue: Each formulae below can be considered to have a uniform and overflow component. Average overflow queue is the average number of vehicles left in the queue at the beginning of the green period. Even if the arrival rate flow rate is, on average, less than the capacity,(i.e.the degree of saturation X<l) there are some oversaturated cycles because of the random fluctuations in arrival flow rates. The following approximate expression has been derived for predicting average overflow queues in both undersaturated (X<1) and over saturated (X>1) conditions at isolated fixed timed signals: TO START , "ALT" A _ ---------------------------------------------------------- summary OVERFLOW QUEUE: No of ROUTE 30 AT BUCKLAND ROAD {answers WESTBOUND LEFT - SAT PEAK No = if known :capacity 0.00 �N== 1.50 N== The ave. number of vehicles in the queue n = number of lanes n= 1.00 { VEHICLES at the start of the green period . S = cruising speed, MPH S-- 25.00 g = effective green g= 10.00 Nb == 1.51 BACK OF THE QUEUE C = cycle length C= 120.00 VEHICLES s = saturation flow vps. s= 0.45 { _. Q = capacity in veh. per hr. Q== 135.00 + 135.00 Q=s(g/C)*D18 V = Flow rate in Tf (usually in VPH) V= 49.00 { Tf = flow period of demand V (a.aa hrs.) : Tf= 1.00 q = flow rate in vps; V/Tf or V/3600 q== 0.01 {Nc == 3.02 CRITICAL QUEUE LENGTH - QTf = throughput, i.e. the max. number of: QTf== 135.00 VEHICLES NC = 2Nb veh. discharged in period Tf { X = V/Qtf., degree of saturation X== 0.36 INN == 1.54 Maximum back of queue, z = X-1 (note this has a negative z== -0.64'{ VEHICLES reached after value for X<1; also * q-Q the start of green . Xo = deg. sat below which ave. overflow: Xo== 0.68 { - queue is approx. zero, and given by TOTAL DISTANCE IN FEET FOR Nc Xo = 0.67 + sq/600 { *** 75.56 *** where s=sat. flow vps, g=eff. green : X-Xo== -0.31 { - j = average queue space per vehicle (ft): j= 25.00 No = ave. overflow queue (total veh. : all lanes ) No== 0.00 { -0.75 0.61 (Q*Tf/4)*(z+(z^2+ 12(X-Xo)/Q*Tf)A.5) VEHICLES{ for X>Xo ,otherwise No= ----------------------------------------------------------{ QUEUE LENGTH: { _ 1 { The ave. number of vehicles in the queue : + at the start of the green period can be : { calculated from: N =qr+No where, I - q=arrival demand rate in vps or veh/cycle: q== 0.01 + r = C - G = effective red time, qr in veh: C= 120.00 { C = cycle time in seconds G-- 10.00 r== 110.00 N== 1.50 • VEHICLES - ----------------------------------------------------------- -------------------- ------------- BACK OF THE QUEUE Nb = N/(1-(j/v)qL) WHERE f Nb = back of the queue, in vehicles N = the stop-line queue, in vehicles : N == 1.50 qL =lane flow, in vehicles per second: qL == 0.01 (total movement flow divided by the number of lanes as a first — approximation), j = average queue space per j = 25.00 vehicle in feet, and v = normal cruising speed in feet v = 36.75 , per second (hence j/v = time to travel one vehicle space at cruising speed). Nb == 1.51 • VEHICLES ----------------------------------------------------------- maximum back of queue, Na, reached after the start of green is given by: _ NI = N/(1-y) Nm = 1.54 VEHICLES WHERE Na = maximum back of queue "— N = qr + No N == 1.50 y = flow ratio q ave. vps / sat. flow: y == 0.03 q = arrival vps, VPH/3600 q == 0.01 r = c - g = effective red r = 110.00 , : VPH == 49.00 No = ave, overflow queue (total veh. : No == 0.00 all lanes ) VEHICLES, -------------------------------------------------------- -� CRITICAL QUEUE LENGTH Nc = 2Nb • Nc == 3.02 • VEHICLES REQUIRED STORAGE is jNc/n 75.56 FEET i ----------------------------------------------------------- QUEUE AND STORAGE LENGTH Overflow Queue: Each formulae below can be considered to have a uniform and overflow component. Average overflow queue is the average number of vehicles - left in the queue at the beginning of the green period. Even if the arrival rate flow rate is, on average, less than the capacity,(i.e.the degree of saturation X<l) there are some oversaturated cycles because of the random fluctuations in arrival flow rates. The following approximate expression has been derived for predicting average overflow queues in both undersaturated (X<1) and over saturated (X>1) conditions at isolated fixed timed signals: TO START , "ALT" A - --------- --------------------------=---------------------±summary OVERFLOW QUEUE: No of ROUTE 30 AT BUCKLAND ROAD answers NORTHBOUND LEFT - AN PEAK No = if known :capacity 0.00 �N== 1.52 N== The ave. number of vehicles in the queue n = number of lanes n= 1.00 VEHICLES at the start of the green period . _ S = cruising speed, MR S= 25.00 g = effective green g= 13.00 Nb == 1.53 BACK OF THE QUEUE C = cycle length C= 120.00 VEHICLES s = saturation flow vps. s= 0.45 - Q = capacity in veh. per hr. Q== 175.50 ' 175.50 Q=s(g/C)*D18 V = Flow rate in Tf (usually in VPH) V= 51.00 Tf = flow period of demand V (a.aa hrs.) Tf= 1.00 - q = flow rate in vps, V/Tf or V/3600 q== 0.01 �Nc == 3.06 CRITICAL QUEUE LENGTH QTf = throughput, i.e. the max. number of: QTf== 175.50 ' VEHICLES Nc = 2Nb veh. discharged in period Tf X = V/Qtf, degree of saturation X== 0.29 �Nz _= 1.57 Maximum back of queue, z = X-1 (note this has a negative z== -0.71 VEHICLES reached after value for X<1; also zQ= q-Q the start of green . Xo = deg. sat below which ave. overflow: Xo== 0.68 y - queue is approx. zero, and given byTOTAL DISTANCE IN FEET FOR Nc Xo = 0.67 + sq/600 *** 76.53 *** where s=sat. flow vps, g=eff. green : X-Xo== -0.39 + j = average queue space per vehicle (ft): j= 25.00 No = ave. overflow queue (total veh. : all lanes ) : No== 0.00 -0.83 0.69 (Q*Tf/4)*(z+(z^2+ 12(X-Xo)/Q*Tf)A.5) VEHICLESI for X>Xo ,otherwise No=O ----------------------------------------------------------, QUEUE LENGTH: : The ave. number of vehicles in the queue : at the start of the green period can be : calculated from: N =qr+No : where, q=arrival demand rate in vps or veh/cycle: q== 0.01 r = C - G = effective red time, qr in veh: C= 120.00 C = cycle time in seconds G= 13.00 r== 107.00 N== 1.52 - VEHICLES ------------------ ----------------------- BACK OF THE QUEUE Nb = N/(1-(J/v)gL) 1 WHERE I Nb = back of the queue, in vehicles _ N = the stop-line queue, in vehicles : N == 1.52 qL =lane flow, in vehicles per second: qL == 0.01 (total movement flow divided by the number of lanes as a first approximation), j = average queue space per j = 25.00 vehicle in feet, and v = normal cruising speed in feet v = 36.75 per second (hence j/v = time to travel one vehicle space at + _ cruising speed). Nb == 1.53 VEHICLES I i ---------------- ------------------ Kaximum back of queue, Ne, reached after the start of green is given by: NN = N/(1-y) NN == 1.57 VEHICLESI I WHERE I _ Na = maximum back of queue N = qr + No N == 1.52 y = flow ratio q ave. vps / sat. flow: y == 0.03 q = arrival vps, VPH/3600 q == 0.01 r = c - g = effective red r = 107.00 : VPH == 51.00 No = ave. overflow queue (total veh. No == 0.00 all lanes ) VEHICLES ----------------------------------------------------------� — CRITICAL QUEUE LENGTH � Nc = 2Nb Nc == 3.06 VEHICLES I REQUIRED STORAGE is jNc/n 76.53 FEET QUEUE AND STORAGE LENGTH Overflow Queue: Each formulae below can be considered to have a uniform and overflow component. Average overflow queue is the average number of vehicles left in the queue at the beginning of the green period. Even if the arrival rate flow rate is, on average, less than the capacity,(i.e.the degree of saturation X<l) there are some oversaturated cycles because of the random fluctuations in arrival flow rates. The following approximate expression has been derived for predicting average overflow queues in both undersaturated (X<1) and over saturated (X>1) conditions at isolated fixed timed signals: TO START , "ALT" A — ---------------------------------------------------------- summary OVERFLOW QUEUE: No of ROUTE 30 AT BUCKLAND ROAD answers _ NORTHBOUND LEFT - PR PEAK No = if known :capacity 0.00 �N== 2.91 N== The ave. number of vehicles in the queue n = number of lanes n= 1.00 VEHICLES at the start of the green period . S = cruising speed, NPH S= 25.00 "— g = effective green g= 13.00 Nb == 2.97 BACK OF THE QUEUE C = cycle length C= 120.00 VEHICLES s = saturation flow vps. s= 0.45 Q = capacity in veh. per hr. Q== 175.50 l 175.50 Q=s(g/C)*D18 V = Flow rate in Tf (usually in VPH) V= 98.00 Tf = flow period of demand V (a.aa hrs.) Tf= 1.00 q = flow rate in vps; V/Tf or V/3600 q== 003 Nc == 5.94 CRITICAL QUEUE LENGTH QTf = throughput, i.e. the max. number of: QTf== 175:50 VEHICLES Nc = 2Nb veh. discharged in period Tf X = V/Qtf, degree of saturation X== 0.56 No == 3.10 Maximum back of queue, z = X-1 (note this has a negative z== -0.44 + VEHICLES reached after value for X<1; also zQ= q-Q the start of green . Xo = deg. sat below which ave. overflow: Xo== 0.68 , queue is approx. zero, and given by +TOTAL DISTANCE IN FEET FOR Nc Xo = 0.67 + sq/600 *** 148.39 *** where s=sat. flow vps, g=eff. green X-Xo== -0.12 j = average queue space per vehicle (ft): j= 25.00 No = ave. overflow queue (total veh. : all lanes ) No== 0.00 f -0.42 0.43 (Q*Tf/4)*(z+(z^2+ 12(X-Xo)/Q*Tf)A.5) VEHICLESl for X>Xo ,otherwise No=O ---------------------------------------------------------- QUEUE LENGTH: 1 The ave. number of vehicles in the queue : at the start of the green period can be : , calculated from: N =qr+No • i where, : q=arrival demand rate in vps or veh/cycle: q== 0.03 r = C - G = effective red time, qr in veh: C= 120.00 C = cycle time in seconds G= 13.00 r== 107.00 H== 2.91 VEHICLES, ----------------------------------------------------------- -•-•---------------------------- ------------•-------------- J BACK OF THE QUEUE Nb = N/(1-(j/v)qL) WHERE Nb = back of the queue, in vehicles N = the stop-line queue, in vehicles : N == 2.91 { qL =lane flow, in vehicles per second: qL == 0.03 (total movement flow divided by { the number of lanes as a first + '— approximation), { j = average queue space per j = 25.00 { vehicle in feet, and v = normal cruising speed in feet v = 36.75 per second (hence j/v = time to { travel one vehicle space at cruising speed). { Nb == 2.97 + • VEHICLES{ ---------------------------------------------------------- maximum back of queue, Nm, reached after the start of green is given by: Na = NM-y) Ns == 3.10 • VEHICLES{ WHERE I Nm = maximum back of queue N = qr + No N == 2.91 { y = flow ratio q ave. vps / sat. flow: y == 0.06 q = arrival vps, VPH/3600 q == 0.03 { —' r = c - g = effective red r = 107.00 : VPH == 98.00 { No = ave. overflow queue (total veh. : No == 0.00 { all lanes ) VEHICLES CRITICAL QUEUE LENGTH Nc = 2Nb Nc == 5.94 { VEHICLES, REQUIRED STORAGE is jNc/n 148.39 • FEET QUEUE AND STORAGE LENGTH _ Overflow Queue: Each formulae below can be considered to have a uniform and overflow component. Average overflow queue is the average number of vehicles left in the queue at the beginning of the green period. Even if the arrival rate flow rate is, on average, less than the capacity,(i.e.the degree of saturation X<l) there are some oversaturated cycles because of the random fluctuations in arrival flow rates. The following approximate expression has been derived for predicting average overflow queues in both undersaturated (X<l) and over saturated (X>1) conditions at isolated fixed timed signals: TO START , "ALT" A _ ----------------------------------------------------------'summary OVERFLOW QUEUE: No of ROUTE 30 AT BUCKLAND ROAD (answers NORTHBOUND LEFT - SAT PEAK + No = if known :capacity 0.00 �N== 4.02 N== The ave. number of vehicles in the queue n = number of lanes n= 1.00 4 VEHICLES at the start of the green period . S = cruising speed, MPH S= 25.00 q = effective green g= 12.00 Nb == 4.12 BACK OF THE QUEUE C = cycle length C-- 120.00 VEHICLES s = saturation flog vps. s= 0.45 Q = capacity in veh. per hr. Q== 162.00 162.00 Q=s(g/C)*D18 V = Flow rate in Tf (usually in VPH) V= 121.00 Tf = flow period of demand V (a.aa hrs.) Tf= 1.00 f q = flow rate in vps; V/Tf or V/3600 q== 0.03 fNc == 8.24 CRITICAL QUEUE LENGTH QTf = throughput, i.e. the max. number of: QTf== 162.00 VEHICLES Nc = 2Nb veh. discharged in period Tf , X = V/Qtf, degree of saturation X== 0.75 +Nm == 4.35 Maximum back of queue, z = X-1 (note this has a negative z== -0.25 VEHICLES reached after value for X<1; also zQ= q-Q 1 the start of green . Xo = deg. sat below which ave. overflow: Xo== 0.68 queue is approx. zero, and given by TOTAL DISTANCE IN FEET FOR Nc Xo = 0.67 + sq/600 *** 205.95 * * where s=sat. flow vps, g=eff. green X-Xo== 0.07 j = average queue space per vehicle (ft): j= 25.00 No = ave. overflow queue (total veh. : all lanes ) No== 0.39 0.39 0.26 (Q*Tf/4)*(z+(z^2+ 12(X-Xo)/Q*Tf)^.5) VEHICLES _. for X>Xo ,otherwise No=O ----------------------------------------------------------� QUEUE LENGTH: - The ave. number of vehicles in the queue : at the start of the green period can be : calculated from: I N =qr+No : f where, : q=arrival demand rate in vps or veh/cycle: q== 0.03 + r = C - G = effective red time, qr in veh: C= 120.00 C = cycle time in seconds G= 12.00 r== 108.00 N== 4.02 VEHICLES, - ----------------------------------------------------------- ------------------------------------------------ ------ BACK OF THE QUEUE Nb = N/(1-(j/v)qL) + WHERE Nb = back of the queue, in vehicles _ N = the stop-line-queue, in vehicles : N == 4602 qL =lane flow, in vehicles per second: qL == 0003 y (total movement flow divided by the number of lanes as a first , approximation), j = average queue space per j = 25.00 vehicle in feet, and v = normal cruising speed in feet v = 36.75 I per second (hence j/v = time to travel one vehicle space at I _ cruising speed). Nb == 4.12 VEHICLES Maxim a back of queue, Nv, reached after the start of green is given by: N' = N/(1-y) No _= 4.35 • VEHICLES WHERE Ns = maximum back of queue � N = qr + No N == 4.02 y = flow ratio q ave. vps / sat. flow: y == 0.07 q = arrival vps, VPH/3600 q == 0.03 r = c - g = effective red r = 108.00 : VPH == 121.00 No = ave. overflow queue (total veh. : No == 0.39 all lanes ) VEHICLES ----------------------------------------------------------I CRITICAL QUEUE LENGTH I Nc = 2Nb Nc == 8.24 • VEHICLES ' I REQUIRED STORAGE is jNc/n 205.95 FEET QUEUE AND STORAGE LENGTH Overflow Queue: Each formulae below can be considered to have a uniform and overflow component. Average overflow queue is the average number of vehicles left in the queue at the beginning of the green period. Even if the arrival rate flow rate is, on average, less than the capacity,(i.e.the degree of saturation X<l) there are some oversaturated cycles because of the random fluctuations in arrival flow rates. The following approximate expression has been derived for predicting average overflow queues in both undersaturated (X<l) and over saturated (W) conditions at isolated fixed timed signals: TO START , "ALT" A ----------------------------------------------------------+summary OVERFLOW QUEUE: No of BUCKLAND STREET AT PLEASANT VALLEY ROAD ±answers _ EASTBOUND LEFT - AN PEAR No = if known :capacity 0.00 �N== 3.36 N== The ave. number of vehicles in the queue n = number of lanes n= 1.00 VEHICLES at the start of the green period . S = cruising speed, MPH S= 25.00 g = effective green g= 12.00 Nb == 3.43 BACK OF THE QUEUE C = cycle length C= 120.00 ; VEHICLES s = saturation flow vps. s= 0.45 Q = capacity in veh. per hr. Q== 162.00 162.00 Q=s(g/C)*D18 V = Flow rate in Tf (usually in VPH) V= 111.00 Tf = flow period of demand V (a.aa hrs.) Tf= 1.00 + _ q = flow rate in vps; V/Tf or V/3600 q== 0.03 �Nc == 6.96 CRITICAL QUEUE LENGTH QTf = throughput, i.e. the max. number of: QTf== 162.00 1 VEHICLES Nc = 2Nb veh. discharged in period Tf X = V/Qtf, degree of saturation X== 0.69 �Ne == 3.61 Maximum back of queue, z = X-1 (note this has a negative z== -0.31 VEHICLES reached after value for X<1; also zQ= q-Q + the start of green . Xo = deg. sat below which ave. overflow: Xo== 0.68 queue is approx. zero, and given by TOTAL DISTANCE IN FEET FOR Nc Xo = 0.67 + sg/600 *** 171.57 *** where s=sat. flow vps, g=eff. green X-Xo== 0.01 _ j = average queue space per vehicle (ft): j= 25.00 No = ave. overflow queue (total veh. : + all lanes ) No== 0.03 ( 0.03 0.32 (Q*Tf/4)*(z+(z^2+ 12(X-Xo)/Q*Tf)A.5) VEHICLES, for Wo ,otherwise No=O - ---------------------------------------------------------- 1 QUEUE LENGTH: The ave. number of vehicles in the queue : I at the start of the green period can be : , calculated from: N =qr+No I where, q=arrival demand rate in vps or veh/cycle: q== 0.03 r = C - G = effective red time, qr in veh: C= 120.00 C = cycle time in seconds G= 12.00 r== 108.00 { • N== 3.36 1 VEHICLES, - ----------------------------------------------------------- -------------- ---------------------------- BACK OF THE QUEUE Nb = N/(1-(j/v)qL) I WHERE I Nb = back of the queue, in vehicles N = the stop-line queue, in vehicles : N == 3.36 — qL =lane flow, in vehicles per second: qL == 0.03 (total movement flow divided by + the number of lanes as a first { — approximation), j = average queue space per j = 25.00 vehicle in feet, and { — v = normal cruising speed in feet v = 36.75 { per second (hence j/v = time to I travel one vehicle space at { cruising speed). — Nb == 3.43 • VEHICLES± -- ----------------------------------------------------------i Maximum back of queue, Nm, reached after : y the start of green is given by: — NE = N/(1-y) Nm == 3.61 + • VEHICLES{ WHERE . I Nm = maximum back of queue I { — N = qr + No N == 3.36 I y = flow ratio q ave. vps / sat. flow: y == 0.07 q = arrival vps, VPH/3600 q == 0.03 { — r = c - g = effective red r = 108.00 , : VPH == 111.00 { No = ave. overflow queue (total veh. : No == 0.03 — all lanes ) VEHICLES' ----------------------------------------------------------{ { CRITICAL QUEUE LENGTH I '— Nc = 2Nb ' Nc == 6.86 • VEHICLES { REQUIRED STORAGE is jNc/n 171.57 I FEET i ----------------------------------------------------------- QUEUE AND STORAGE LENGTH Overflow Queue: Each formulae below can be considered to have a uniform and overflow component. Average overflow queue is the average number of vehicles _ left in the queue at the beginning of the green period. Even if the arrival rate flow rate is, on average, less than the capacity,(i.e.the degree of saturation X<1) there are some oversaturated cycles because of the random fluctuations in arrival flow rates. The following approximate expression has been derived for predicting average overflow queues in both undersaturated (X<1) and over saturated (M) conditions at isolated fixed timed signals: TO START , "ALT" A _ ----------------------------------------------------------±summary OVERFLOW QUEUE: No of BUCKLAND STREET AT PLEASANT VALLEY ROAD answers _ EASTBOUND LEFT - PN PEAK + No = if known :capacity 0.00 �N== 11.67 N== The ave. number of vehicles in the queue n = number of lanes n= 1.00 VEHICLES at the start of the green period . S = cruising speed, NPN S-- 25.00 g = effective green g= 21.00 Nb == 12.29 BACK OF THE QUEUE C = cycle length C= 120.00 VEHICLES s = saturation flow vps. s= 0.45 f Q = capacity in veh. per hr. Q== 283.50 283.50 Q=s(g/C)*D18 V = Flow rate in Tf (usually in VPH) V= 267.00 Tf = flow period of demand V (a.aa hrs.) Tf= 1.00 + q = flow rate in vps; V/Tf or V/3600 q== 0.07 �Nc == 24.58 CRITICAL QUEUE LENGTH QTf = throughput, i.e. the max. number of: QTf== 283.50 VEHICLES Nc = 2Nb veh. discharged in period Tf X = V/Qtf,. degree of saturation X== 0.94 ;Nil == 13.97 Naximum back of queue, z = X-1 (note this has a negative z== -0.06 VEHICLES reached after value for X<1; also zQ= q-Q the start of green . Xo = deg. sat below which ave. overflow: Xo== 0.69 - queue is approx. zero, and given by TOTAL DISTANCE IN FEET FOR Nc Xo = 0.67 + sg/600 *** 614.55 *** where s=sat. flow vps, g=eff. green X-Xo== 0.26 j = average queue space per vehicle (ft): j= 25.00 No = ave. overflow queue (total veh. : all lanes ) No== 4.33 4.33 0.12 (Q*Tf/4)*(z+(z^2+ 12(X-Xo)/Q*Tf)^.5) VEHICLES+ for Mo ,otherwise No=O ----------------------------------------------------------1 QUEUE LENGTH: The ave. number of vehicles in the queue at the start of the green period can be I calculated from: N =qr+No where, q=arrival demand rate in vps or veh/cycle: q== 0.07 r = C - G = effective red time, qr in veh: C= 120.00 C = cycle time in seconds G-- 21.00 -- r== 99.00 N== 11.67 - VEHICLES11 ----------------------------------------------------------- ----------------------------------------------------------- BACK OF THE QUEUE Nb = N/(1-(j/v)qL) WHERE Nb = back of the queue, in vehicles N = the stop-line queue, in vehicles : N == 11.67 qL =lane flow, in vehicles per second: qL == 0.07 (total movement flow divided by the number of lanes as a first + -- approximation), j = average queue space per j = 25.00 vehicle in feet, and v = normal cruising speed in feet v = 36.75 , per second (hence j/v = time to travel one vehicle space at I cruising speed). Nb == 12.29 , • VEHICLES — ----------------------------------------------------------- Maximum back of queue, Nm, reached after the start of green is given by: — Nit = N/(1-y) Nm == 13.97 • VEHICLES WHERE J Nz = maximum back of queue N = qr + No N == 11.67 y = flow ratio q ave. vps / sat. flow: y == 0.16 q = arrival vps, VPH/3600 q == 0.07 — r = c - g = effective red r = 99.00 : VPH == 267.00 No = ave. overflow queue (total veh. : No == 4.33 — all lanes ) VEHICLES ----------------------------------------------------------y CRITICAL QUEUE LENGTH Nc = 2Nb Nc == 24.58 VEHICLES REQUIRED STORAGE is jNc/n 614.55 FEET i ---------------------------------------------------------- QUEUE AND STORAGE LENGTH Overflow Queue: Each formulae below can be considered to have a uniform and overflow component. Average overflow queue is the average number of vehicles left in the queue at the beginning of the green period. - Even if the arrival rate flow rate is, on average, less than the capacity,(i.e.the degree of saturation X<1) there are some oversaturated cycles because of the random fluctuations in arrival flow rates. The - following approximate expression has been derived for predicting average overflow queues in both undersaturated (X<1) and over saturated (M) conditions at isolated fixed timed signals: TO START , "ALT" A ----------------------------------------------------------±summary OVERFLOW QUEUE: No of BUCKLAND STREET AT PLEASANT VALLEY ROAD answers EASTBOUND LEFT - SAT PEAK No = if known :capacity 0.00 �N= 14.31 N== The aye. number of vehicles in the queue n = number of lanes n= 1.00 VEHICLES at the start of the green period . S = cruising speed, MPH S= 25.00 - g = effective green g= 21.00 Nb == 15.10 BACK OF THE QUEUE C = cycle length C= 120.00 VEHICLES s = saturation flow vps. s= 0.45 Q = capacity in veh. per hr. Q== 283.50 283.50 Q=s(g/C)*D18 V = Flow rate in Tf (usually in VPH) V= 278.00 Tf = flow period of demand V (a.aa hrs.) Tf= 1.00 q = flow rate in vps; V/Tf or V/3600 q== 0.08 �Mc == 30.20 CRITICAL QUEUE LENGTH QTf = throughput, i.e. the max. number of: QTf== 283.50 1 VEHICLES Nc = 2Nb veh. discharged in period Tf X = V/Qtf, degree of saturation X== 0.98 No == 17.27 Maximum back of queue, z = X-1 (note this has a negative z== -0.02 VEHICLES reached after value for X<l; also zQ= q-Q the start of green . Xo = deg. sat below which ave. overflow: Xo== 0.69 queue is approx. zero, and given by TOTAL DISTANCE IN FEET FOR Nc Xo = 0.67 + sq/600 *** 754.98 where s=sat. flow vps, g=eff. green : X-Xo== 0.29 j = average queue space per vehicle (ft): j= 25.00 No = ave. overflow queue (total veh. : all lanes ) No== 6.66 6.66 0.11 (Q*Tf/4)*(z+(z^2+ 12(X-Xo)/Q*Tf)^.5) VEHICLES, for Mo ,otherwise No=O ----------------------------------------------------------� QUEUE LENGTH: The ave. number of vehicles in the queue : ' at the start of the green period can be : , calculated from: - N =qr+No where, q=arrival demand rate in vps or veh/cycle: q== 0.08 r = C - G = effective red tine, qr in veh: C= 120.00 C = cycle time in seconds G= 21.00 r== 99.00 N== 14.31 VEHICLES, - ----------------------------------------------------------- ----------------------------------------------------------- BACK OF THE QUEUE Nb = N/(1-(j/v)qL) I WHERE Nb = back of the queue, in vehicles ' I N = the stop-line queue, in vehicles : N == 14.31 — qL =lane flog, in vehicles per second: qL == 0.08 (total movement flow divided by the number of lanes as a first , approximation), j = average queue space per j = 25.00 I vehicle in feet, and — v = normal cruising speed in feet v = 36.75 + per second (hence j/v = time to y travel one vehicle space at I cruising speed). Nb == 15.10 I VEHICLES i — ----------------------------------------------------------- Maxim a back of queue, Ni, reached after the start of green is given by: — Na = N/(1-y) Na = 17.27 I VEHICLES I WHERE I Na = maximum back of queue — N = qr + No N == 14.31 y = flow ratio q ave. vps / sat. flow: y == 0.17 I q = arrival vps, VPH/3600 q == 0.08 — r = c - g = effective red r = 99.00 : VPH == 278.00 No = ave. overflow queue (total veh. : No == 6.66 all lanes ) VEHICLESI ----------------------------------------------------------� I CRITICAL QUEUE LENGTH I — Nc = 2Nb Nc == 30.20 VEHICLES REQUIRED STORAGE is jNc/n 754.98 FEET QUEUE AND STORAGE LENGTH Overflow Queue: Each formulae below can be considered to have a uniform and overflow component. Average overflow queue is the average number of vehicles left in the queue at the beginning of the green period. -' Even if the arrival rate flow rate is, on average, less than the capacity,(i.e.the degree of saturation X<l) there are some oversaturated cycles because of the random fluctuations in arrival flow rates. The following approximate expression has been derived for predicting average overflow queues in both undersaturated (X<1) and over saturated (X>1) conditions at isolated fixed timed signals: TO START , "ALT" A ----------------------------------------------------------+summary OVERFLOW QUEUE: No , of BUCKLAND STREET AT PLEASANT VALLEY ROAD 'answers SOOTHBOUND RIGHT - AM PEAK No = if known :capacity 0.00 �N== 15.26 N== The ave. number of vehicles in the queue n = number of lanes n= 1.00 VEHICLES at the start of the green period . S = cruising speed, MR S= 25.00 g = effective green g= 31.00 Nb == 16.50 BACK OF THE QUEUE C = cycle length C= 120.00 VEHICLES s = saturation flow vps. s= 0.45 - Q = capacity in veh. per hr. Q== 418.50 418.50 Q=s(g/C)*D18 V = Flow rate in Tf (usually in VPH) V= 399.00 Tf = flow period of demand V (a.aa hrs.) : Tf= 1.00 q = flow rate in vps; V/Tf or V/3600 q== 0.11 �Nc == 33.00 CRITICAL QUEUE LENGTH QTf = throughput, i.e. the max. number of: QTf= 418.50 1 VEHICLES Nc = 2Nb veh. discharged in period Tf X = V/Qtf, degree of saturation X== 0.95 +N1 == 20.24 Maximum back of queue, z = X-1 (note this has a negative z== -0.05 VEHICLES reached after value for X<1; also * q-Q + the start of green . Xo = deg. sat below which ave. overflow: Xo== 0.69 - queue is approx. zero, and given by TOTAL DISTANCE IN FEET FOR Nc Xo = 0.67 + sg/600 *** 825.04 *** where s=sat. flow vps, g=eff. green X-Xo== 0.26 j = average queue space per vehicle (ft): j= 25.00 No = ave. overflow queue (total veh. : all lanes ) No== 5.39 5.39 0.10 (Q*Tf/4)*(z+(z^2+ 12(X-Xo)/Q*Tf)A.5) VEHICLESI - for X>Xo ,otherwise No=O QUEUE LENGTH: : _ f The ave. number of vehicles in the queue : I at the start of the green period can be f calculated from: N =gr+No where, q=arrival demand rate in vps or veh/cycle: q== 0.11 1 r = C - G = effective red time, qr in veh: C= 120.00 C = cycle time in seconds G= 31.00 - r== 89.00 N== 15.26 VEHICLES, - ----------------------------------------------------------- ------------------- ------ BACK OF THE QUEUE Nb = N/(1-(j/v)qL) WHERE 1 Nb = back of the queue, in vehicles N = the stop-line queue, in vehicles : N == 15.26 qL =lane flow, in vehicles per second: qL == 0.11 (total movement flow divided by the number of lanes as a first approximation), j = average queue space per j = 25.00 vehicle in feet, and v = normal cruising speed in feet v = 36.75 I per second (hence j/v = time to travel one vehicle space at I cruising speed). Nb == 16.50 VEHICLES i ----------------------------------------------------------- Maximum back of queue, Nm, reached after the start of green is given by: Nil = N/(1-y) NA == 20.24 • VEHICLES, WHERE Na = maximum back of queue N = qr + No N == 15.26 y = flow ratio q ave. vps / sat. flow: y == 0.25 q = arrival vps, VPH/3600 q == 0.11 r = c - g = effective red r = 89.00 1 : VPH == 399.00 No = ave. overflow queue (total veh. : No == 5.39 _ all lanes ) VEHICLES ----------------------------------------------------------f CRITICAL QUEUE LENGTH + Nc = 2Nb Nc == 33.00 VEHICLES REQUIRED STORAGE is jNc/n 825.04 , FEET i ----------------------------------------------------------- QUEUE AND STORAGE LENGTH _ Overflow Queue: Each formulae below can be considered to have a uniform and overflow component. Average overflow queue is the average number of vehicles left in the queue at the beginning of the green period. Even if the arrival rate flow rate is, on average, less than the capacity,(i.e.the degree of saturation X<1) there are some oversaturated cycles because of the random fluctuations in arrival flow rates. The following approximate expression has been derived for predicting average overflow queues in both undersaturated (X<1) and over saturated (M) conditions at isolated fixed timed signals: TO START , "ALT" A _ ---------------------------------------------------------- summary OVERFLOW QUEUE: No + of BUCKLAND STREET AT PLEASANT VALLEY ROAD (answers SOUTHB= RIGHT - PM PEAK + —' No = if known :capacity 0.00 �N== 6.47 N== The ave. number of vehicles in the queue n = number of lanes n= 1.00 VEHICLES at the start of the green period . S = cruising speed, KPH S= 25.00 � -- g = effective green g= 24.00 Nb == 6.77 BACK OF THE QUEUE C = cycle length C= 120.00 i VEHICLES s = saturation flow vps. s= 0.45 Q = capacity in veh. per hr. Q== 324.00 + 324.00 Q=s(g/C)*D18 V = Flow rate in Tf (usually in VPH) V= 235.00 Tf = flow period of demand V (a.aa hrs.) Tf= 1.00 q = flow rate in vps; V/Tf or V/3600 q== 0.07 �Nc == 13.54 CRITICAL QUEUE LENGTH QTf = throughput, i.e. the max. number of: QTf== 324.00 VEHICLES Nc = 2Nb veh. discharged in period Tf X = V/Qtf, degree of saturation X== 0.73 'Nil _= 7.57 Kaximum back of queue, -- z = X-1 (note this has a negative z== -0.27 VEHICLES reached after value for X<1; also zQ= q-Q + the start of green . Xo = deg. sat below which ave. overflow: Xo== 0.69 queue is approx. zero, and given by TOTAL DISTANCE IN FEET FOR Nc Xo = 0.67 + sg/600 *** 338.51 *** where s=sat. flow vps, g=eff. green : X-Xo== 0.04 j = average queue space per vehicle (ft): j= 25.00 No = ave. overflow queue (total veh. : all lanes ) No== 0020 0.20 0.28 (Q*Tf/4)*(z+(z^2+ 12(X-Xo)/Q*Tf)A.5) VEHICLES1 for Wo ,otherwise No=O ---------------------------------------------------------- QUEUE LENGTH: The ave. number of vehicles in the queue : at the start of the green period can be : I calculated from: N =qr+No where, q=arrival demand rate in vps or veh/cycle: q== 0.07 1 r = C - G = effective red time, qr in veh: C= 120.00 C = cycle time in seconds G= 24000 , r== 96.00 N== 6.47 VEHICLES ----------------------------------------------------------- BACK OF THE QUEUE Nb = N/(1-(j/v)qL) WHERE Nb = back of the queue, in vehicles _ N = the stop-line queue, in vehicles : N == 6.47 qL =lane flow, in vehicles per second: qL == 0.07 (total movement flow divided by the number of lanes as a first approximation), j = average queue space per j = 25.00 vehicle in feet, and v = normal cruising speed in feet v = 36.75 , per second (hence j/v = time to travel one vehicle space at , cruising speed). Nb == 6.77 VEHICLESI i ----------------------------------------------------------- Maximum back of queue, NA, reached after : f the start of green is given by: Nil = N/(1-y) N, _= 7.57 • VEHICLESI WHERE I _ Nm = maximum back of queue N = qr + No N == 6.47 y = flow ratio q ave. vps / sat. flow: y == 0.15 I q = arrival vps, VPH/3600 q == 0.07 r = c - g = effective red r = 96.00 I : VPH == 235.00 No = ave. overflow queue (total veh. : No == 0.20 — all lanes ) VEHICLES ----------------------------------------------------------I CRITICAL QUEUE LENGTH - I Nc = 2Nb • NC == 13.54 VEHICLESI REQUIRED STORAGE is jNc/n 338.51 FEET ----------------------------------------------------------- QUEUE AND STORAGE LENGTH _ Overflow Queue: Each formulae below can be considered to have a uniform and overflow component. Average overflow queue is the average number of vehicles left in the queue at the beginning of the green period. Even if the arrival rate flow rate is, on average, less than the capacity,(i.e.the degree of saturation X<l) there are some oversaturated cycles because of the random fluctuations in arrival flow rates. The following approximate expression has been derived for predicting average overflow queues in both undersaturated (X<1) and over saturated (M) conditions at isolated fixed timed signals: TO START , "ALT" A - ---------------------------------------------------------- summary OVERFLOW QUEUE: No I of BUCKIM STREET AT PLEASANT VALLEY ROAD answers SOUTHBOUND RIGHT - SAT PEAR "- No = if known :capacity 0.00 �N== 3.42 N== The ave. number of vehicles in the queue n = number of lanes n= 1.00 VEHICLES at the start of the green period . S = cruising speed, MPH S= 25.00 ? - g = effective green g= 20.00 Nb == 3.50 BACK OF THE QUEUE C = cycle length C= 120.00 ; VEHICLES s = saturation flow vps. s= 0.45 Q = capacity in veh. per hr. Q== 270.00 + 270.00 Q=s(g/C)*D18 V = Flow rate in Tf (usually in VPH) V= 123.00 Tf = flow period of demand V (a.aa hrs.) Tf= 1.00 q = flow rate in vps; V/Tf or V/3600 q== 0.03 �NC == 7.00 CRITICAL QUEUE LENGTH '- QTf = throughput, i.e. the max. number of: QTf== 270.00 VEHICLES Nc = 2Nb veh. discharged in period Tf X = V/Qtf, degree of saturation X== 0.46 �NN _= 3.70 Maximum back of queue, z = X-1 (note this has a negative z== -0.54 VEHICLES reached after value for X<1; also zQ= q-Q I the start of green . Xo = deg. sat below which ave. overflow: Xo== 0.69 queue is approx. zero, and given by +TOTAL DISTANCE IN FEET FOR Nc Xo = 0.67 + sg/600 *** 174.90 *** where s=sat. flow vps, g=eff. green X-Xo== -0.23 j = average queue space per vehicle (ft): j= 25.00 -" No = ave. overflow queue (total veh. : all lanes ) No== 0.00 ( -0.64 0.53 (Q*Tf/4)*(z+(z^2+ 12(X-Xo)/Q*Tf)A.5) VEHICLESI for Mo ,otherwise No=O I ----------------------------------------------------------+ QUEUE LENGTH: The ave. number of vehicles in the queue : at the start of the green period can be : , calculated from: : N =qr+No where, : q=arrival demand rate in vps or veh/cycle: q== 0.03 r = C - G = effective red time, qr in veh: C= 120.00 C = cycle time in seconds G= 20.00 r== 100.00 N== 3.42 • VEHICLES, -------------------- ----------- BACK OF THE QUEUE Nb = N/(1-(j/v)qL) I - WARE Nb = back of the queue, in vehicles N = the stop-line queue, in vehicles : N == 3.42 qL =lane flow, in vehicles per second: qL == 0.03 (total movement flow divided by the number of lanes as a first — approximation), j = average queue space per j = 25.00 I vehicle in feet, and v = normal cruising speed in feet v = 36.75 I per second (hence j/v = time to I travel one vehicle space at I cruising speed). Nb == 3.50 VEHICLESI i ----------------------------------------------------------- Maximum back of queue, Nm, reached after the start of green is given by: Nm = N/(1-y) Nm == 3.70 VEHICLESI WHERE I Nm = maximum back of queue N = qr + No N 3.42 y = flow ratio q ave. vps / sat. flow: y -- 0.08 q = arrival vps, VPH/3600 q == 0.03 I r = c - g = effective red r = 100.00 : VPH == 123.00 I No = ave. overflow queue (total veh. : No == 0.00 all lanes ) VEHICLES+ CRITICAL QUEUE LENGTH I Nc = 2Nb Nc == 7.00 • VEHICLESI — � I REQUIRED STORAGE is jNc/n 174.90 FEET QUEUE AND STORAGE LENGTH Overflow Queue: Each formulae below can be considered to have a uniform and overflow component. Average overflow queue is the average number of vehicles _ left in the queue at the beginning of the green period. Even if the arrival rate flow rate is, on average, less than the capacity,(i.e.the degree of saturation X<1) there are some oversaturated cycles because of the random fluctuations in arrival flow rates. The following approximate expression has been derived for predicting average overflow queues in both undersaturated (X<l) and over saturated (X>1) conditions at isolated fixed timed signals: TO START , "ALT" A ----------------------------------------------------------'summary OVERFLOW QUEUE: No of PLEASANT VALLEY ROAD AT I-84 WB RAMPS answers _ WESTBOUND LEFT - AN PEAK No = if known :capacity 0.00 �N== 19.56 N== The ave. number of vehicles in the queue n = number of lanes n= 2.00 VEHICLES at the start of the green period . S = cruising speed, MPH S= 35.00 g = effective green g= 39.00 Nb == 20.73 BACK OF THE QUEUE C = cycle length C= 120.00 i VEHICLES s = saturation flow vps. s= 0.45 Q = capacity in veh. per hr. Q== 1053.00 1053.00 Q=s(g/C)'D18 V = Flow rate in Tf (usually in VPH) V= 838.00 Tf = flow period of demand V (a.aa hrs.) : Tf= 1.00 q = flow rate in vps; V/Tf or V/3600 q== 0.23 �Nc == 41.46 CRITICAL QUEUE LENGTH QTf = throughput, i.e. the max. number of: QTf== 1053.00 VEHICLES Nc = 2Nb veh. discharged in period Tf X = V/Qtf, degree of saturation X== 0.80 �Nm _= 40.52 Maximum back of queue, z = X-1 (note this has a negative z== -0.20'1 VEHICLES reached after value for X<1; also zQ= q-Q I the start of green . Xo = deg. sat below which ave. overflow: Xo== 0.70 queue is approx. zero, and given by TOTAL DISTANCE IN FEET FOR Nc Xo = 0.67 + sg/600 *** 518.31 *** where s=sat. flow vps, g=eff. green X-Xo== 0.10 j = average queue space per vehicle (ft): j= 25.00 No = ave. overflow queue (total veh. : all lanes ) No== 0.70 0.70 0.21 (Q*Tf/4)*(z+(z^2+ 12(X-Xo)/Q*Tf)A.5) : VEHICLES for X>Xo ,otherwise No=O --------------------------------------------------------- QUEUE LENGTH: The ave. number of vehicles in the queue : at the start of the green period can be : , calculated from: N =qr+No 1 where, q=arrival demand rate in vps or veh/cycle: q== 0.23 r = C - G = effective red time, qr in veh: C= 120.00 C = cycle time in seconds G= 39.00 r== 81.00 N== 19.56 VEHICLES ----------------------------------------------------------- BACK OF THE QUEUE Nb = N/(1-(j/v)qL) WHERE Nb = back of the queue, in vehicles _ N = the stop-line queue, in vehicles N == 19.56 qL =lane flow, in vehicles per second: qL == 0.12 (total movement flow divided by the number of lanes as a first — approximation), j = average queue space per j = 25.00 , vehicle in feet, and v = normal cruising speed in feet v = 51.45 per second (hence j/v = time to travel one vehicle space at _ cruising speed). Nb == 20.73 • VEHICLES — ----------------------------------------------------------- Maximum back of queue, Nm, reached after the start of green is given by: Na = N/(1-y) Nm == 40.52 + VEHICLESI WHERE + _ Nm = maximum back of queue N = qr + No N == 19.56 y = flow ratio q ave. vps / sat. flow: y == 0.52 q = arrival vps, VPH/3600 q == 0.23 r = c - g = effective red r = 81.00 : VPH == 838.00 No = ave. overflow queue (total veh. : No == 0.70 all lanes ) VEHICLES ----------------------------------------------------------� — CRITICAL QUEUE LENGTH Nc = 2Nb NC == 41.46 VEHICLES REQUIRED STORAGE is jNc/n 518.31 FEET QUEUE AND STORAGE LENGTH Overflow Queue: Each formulae below can be considered to have a uniform and overflow component. Average overflow queue is the average number of vehicles _ left in the queue at the beginning of the green period. Even if the arrival rate flow rate is, on average, less than the capacity,(i.e.the degree of saturation X<1) there are some oversaturated cycles because of the random fluctuations in arrival flow rates. The following approximate expression has been derived for predicting average overflow queues in both undersaturated (X<1) and over saturated (X>1) conditions at isolated fixed timed signals: TO START , "ALT" A ----------------------------------------------------------'summary OVERFLOW QUEUE: No + of PLEASANT VALLEY ROAD AT I-84 WB RAXPS answers WESTBOUND LEFT - PM PEAR No = if known :capacity 0.00 �N== 35.35 N== The ave. number of vehicles in the queue n = number of lanes n= 2.00 I VEHICLES at the start of the green period . S = cruising speed, NPH S= 35.00 g = effective green g= 57.00 Nb == 39.31 BACK OF THE QUEUE C = cycle length C= 120.00 i VEHICLES s = saturation flow vps. s= 0.45 Q = capacity in veh. per hr. Q== 1539.00 + 1539.00 Q=s(g/C)*Dl8 V = Flow rate in Tf (usually in VPH) V= 1493.00 Tf = flow period of demand V (a.aa hrs.) Tf= 1.00 q = flow rate in vps; V/Tf or V/3600 q== 0.41 �Nc == 78.62 CRITICAL QUEUE LENGTH QTf = throughput, i.e. the max. number of: QTf== 1539.00 + VEHICLES Nc = 2Nb veh. discharged in period Tf X = V/Qtf, degree of saturation X== 0.97 Na == 450.89 Maximum back of queue, z = X-1 (note this has a negative z== -0.03 VEHICLES reached after value for X<1; also zQ= q-Q the start of green . Xo = deg. sat below which ave. overflow: Xo== 0.71 �- queue is approx. zero, and given by TOTAL DISTANCE IN FEET FOR Nc Xo = 0.67 + sg/600 *** 982.70 *** where s=sat. flow vps, g=eff. green : X-Xo== 0.26 j = average queue space per vehicle (ft): j= 25.00 No = ave. overflow queue (total veh. : all lanes ) No== 9.22 9.22 0.05 (Q*Tf/4)*(z+(z^2+ 12(X-Xo)/Q*Tf)A.5) VEHICLES; for X>Xo ,otherwise No-0 ----------------------------------------------------------I QUEUE LENGTH: I _ I The ave. number of vehicles in the queue : at the start of the green period can be : _ calculated from: N =qr+No : where, q=arrival demand rate in vps or veh/cycle: q== 0.41 + r = C - G = effective red time, qr in veh: C= 120.00 C = cycle time in seconds G-- 57.00 r== 63.00 N== 35.35 • VEHICLES, - ----------------------------------------------------------- ----------------------------------------------------------- BACK OF THE QUEUE Nb = N/(1-(j/v)qL) WHERE Nb = back of the queue, in vehicles N = the stop-line queue, in vehicles N == 35.35 qL =lane flog, in vehicles per second: qL == 0.21 (total movement flow divided by the number of lanes as a first I approximation), j = average queue space per j = 25.00 vehicle in feet, and v = normal cruising speed in feet v = 51.45 , per second (hence j/v = time to travel one vehicle space at , cruising speed). Nb == 39.31 VEHICLESI i -- ----------------------------------------------------------- Xaximun back of queue, Ns, reached after the start of green is given by: Nm = N/(1-y) Nm == 450.89 • VEHICLES WHERE + _ Nz = maximum back of queue N = qr + No N == 35.35 y = flow ratio q ave. vps / sat. flow: y == 0.92 q = arrival vps, VPH/3600 q == 0.41 r = c - g = effective red r = 63.00 : VPH == 1493.00 No = ave. overflow queue (total veh. : No == 9.22 all lanes ) VEHICLES' ----------------------------------------------------------� 1 CRITICAL QUEUE LENGTH Nc = 2Nb Nc == 78.62 • VEHICLES REQUIRED STORAGE is jNc/n 982.70 • FEET f ----------------------------------------------------------- QUEUE AND STORAGE LENGTH Overflow Queue: Each formulae below can be considered to have a uniform and overflow component. Average overflow queue is the average number of vehicles left in the queue at the beginning of the green period. Even if the arrival rate flow rate is, on average, less than the capacity,(i.e.the degree of saturation X<1) there are some oversaturated cycles because of the random fluctuations in arrival flow rates. The following approximate expression has been derived for predicting average overflow queues in both undersaturated (X<l) and over saturated (X>1) conditions at isolated fixed timed signals: TO START , "ALT" A ----------------------------------------------------------'summary OVERFLOW QUEUE: No , of PLEASANT VALLEY ROAD AT I-84 WB RAMPS ,answers WESTBOUND LEFT - SAT PEAK No = if known :capacity 0.00 iN== 35.35 N== The ave. number of vehicles in the queue n = number of lanes n= 2.00 , VEHICLES at the start of the green period . S = cruising speed, MPH S= 35.00 g = effective green g= 57.00 Nb == 39.31 BACK OF THE QUEUE C = cycle length C= 120.00 VEHICLES s = saturation flow vps. s= 0.45 Q = capacity in veh. per hr. Q== 1539.00 j 1539.00 Q=s(g/C)*D18 V = Flow rate in Tf (usually in VPH) V= 1493.00 Tf = flow period of demand V (a.aa hrs.) Tf= 1.00 q = flow rate in vps; V/Tf or V/3600 q== 0.41 yNc == 78.62 CRITICAL QUEUE LENGTH QTf = throughput, i.e. the max. number of: QTf== 1539.00 + VEHICLES Nc = 2Nb veh. discharged in period Tf f X ='V/Qtf, degree of saturation X== 0.97 +Nm == 450.89 Maximum back of queue, z = X-1 (note this has a negative z== -0.03 VEHICLES reached after value for X<1; also zQ= q-Q the start of green . Xo = deg. sat below which ave. overflow: Xo== 0.71 queue is approx. zero, and given by TOTAL DISTANCE IN FEET FOR Nc Xo = 0.67 + sg/600 *** 982.70 *** where s=sat. flow vps, g=eff. green : X-Xo== 0.26 + j = average queue space per vehicle (ft): j= 25.00 No = ave. overflow queue (total veh. : all lanes ) No== 9.22 y 9.22 0.05 (Q*Tf/4)*(z+(z^2+ 12(X-Xo)/Q*Tf)A.5) VEHICLESI for X>Xo ,otherwise No=O : ---------------------------------------------------------- QUEUE LENGTH: I The ave. number of vehicles in the queue : f at the start of the green period can be : calculated from: : N =qr+No where, : q=arrival demand rate in vps or veh/cycle: q== 0.41 r = C - G = effective red time, qr in veh: C= 120.00 C = cycle time in seconds G= 57.00 _ r== 63.00 N== 35.35 • VEHICLES, - ----------------------------------------------------------- ----------------------------------------------------------- BACK OF THE QUEUE Nb = N/(1-(j/v)qL) WHERE Nb = back of the queue, in vehicles — N = the stop-line queue, in vehicles : N == 35.35 qL =lane flow, in vehicles per second: qL == 0.21 (total movement flow divided by the number of lanes as a first I — approximation), j = average queue space per j = 25.00 vehicle in feet, and — v = normal cruising speed in feet v = 51.45 , per second (hence j/v = time to travel one vehicle space at , cruising speed). Nb == 39.31 VEHICLES+ - ---------------------------------------------------------- Maximum back of queue, Nm, reached after the start of green is given by: NI = N/(1-y) N' _= 450.89 VEHICLES WHERE Na = maximum back of queue N = qr + No N == 35.35 y = flow ratio q ave. vps / sat. flow: y == 0.92 q = arrival vps, VPK/3600 q == 0.41 r = c - g = effective red r = 63.00 + : VPH == 1493.00 f No = ave. overflow queue (total veh. : No == 9.22 all lanes ) VEHICLES' ----------------------------------------------------------� f — CRITICAL QUEUE LENGTH I Nc = 2Nb Nc == 78.62 ` VEHICLES, REQUIRED STORAGE is jNc/n 982.70 � FEET — ----------------------------------------------------------- QUEUE AND STORAGE LENGTH Overflow Queue: Each formulae below can be considered to have a uniform and overflow component. Average overflow queue is the average number of vehicles _ left in the queue at the beginning of the green period. Even if the arrival rate flow rate is, on average, less than the capacity,(i.e.the degree of saturation X<1) there are some oversaturated cycles because of the random fluctuations in arrival flow rates. The -- following approximate expression has been derived for predicting average overflow queues in both undersaturated (X<1) and over saturated (X>1) conditions at isolated fixed timed signals: TO START , "ALT" A ---------------------------------------------------------- summary OVERFLOW QUEUE: No ; of PLEASANT VALLEY ROAD AT I-84 WB RAMPS {answers _ NORTHBOUND RIGHT - AN PEAK No = if )[sown :capacity 0.00 ;N== 0.70 N== The ave. number of vehicles in the queue n = number of lanes n= 1.00 ! VEHICLES at the start of the green period . S = cruising speed, RE S= 35.00 g = effective green g= 50.00 Nb == 0.70 BACK OF THE QUEUE C = cycle length C= 120.00 VEHICLES s = saturation flow vps. s= 0.45 Q = capacity in veh. per hr. Q== 675.00 675.00 Q=s(g/C)*D18 V = Flow rate in Tf (usually in VPH) V= 36.00 { Tf = flow period of demand V (a.aa hrs.) Tf= 1.00 _ q = flow rate in vps; V/Tf or V/3600 q== 0.01 `Nc == 1.41 CRITICAL QUEUE LENGTH QTf = throughput, i.e. the max. number of: QTf== 675.00 VEHICLES Nc = 2Nb veh. discharged in period Tf { X = V/Qtf, degree of saturation X== 0.05 +Nit == 0.72 Maximum back of queue, z = X-1 (note this has a negative z== -0.95 { VEHICLES reached after value for X<1; also zQ= q-Q the start of green . Xo = deg. sat below which ave. overflow: Xo== 0.71 { queue is approx. zero, and given by TOTAL DISTANCE IN FEET FOR Nc Xo = 0.67 + sg/600 *** 35.17 *** where s=sat. flow vps, g=eff. green X-Xo -0.65 j - average queue space per vehicle (ft): j= 25.00 No = ave. overflow queue (total veh. : all lanes ) No== 0.00 { -1.04 0.94 (Q*Tf/4)*(z+(z^2+ 12(X-Xo)/Q*Tf)^.5) VEHICLES for X>Xo ,otherwise No=O : { ----------------------------------------------------------{ QUEUE LENGTH: { { The ave. number of vehicles in the queue : at the start of the green period can be : { calculated from: + N =qr+No where, q=arrival demand rate in vps or veh/cycle: q== 0.01 r = C - G = effective red time, qr in veh: C= 120.00 { C = cycle time in seconds G= 50.00 r== 70.00 { { N== 0.70 VEHICLES, - ----------------------------------------------------------- ----------------------------------------------------------- BACK OF THE QUEUE Nb = N/(1-(j/v)qL) WHERE Nb = back of the queue, in vehicles N = the stop-line queue, in vehicles : N == 0.70 qL =lane flow, in vehicles per second: qL == 0.01 (total movement flow divided by the number of lanes as a first approximation), j = average queue space per j = 25.00 , vehicle in feet, and — v = normal cruising speed in feet v = 51.45 per second (hence j/v = time to travel one vehicle space at , — cruising speed). Nb == 0.70 + VEHICLESI ----------------------------------------------------------- Maximum back of queue, Nm, reached after the start of green is given by: — N> = N/(1-y) Nt _= 0.72 VEHICLES WHERE + — Nit = maximum back of queue N = qr + No N == 0.70 , y = flow ratio q ave. vps / sat. flow: y == 0.02 q = arrival vps, VPH/3600 q == 0.01 — r = c - g = effective red r = 70.00 : VPH == 36.00 No = ave. overflow queue (total veh. : No == 0.00 all lanes ) VEHICLES ----------------------------------------------------------� — CRITICAL QUEUE LENGTH I Nc = 2Nb ' Nc == 1.41 VEHICLES REQUIRED STORAGE is jNc/n 35.17 • FEBT — ----------------------------------------------------------- QUEUE AND STORAGE LENGTH - Overflow Queue: Each formulae below can be considered to have a uniform and overflow component. Average overflow queue is the average number of vehicles left in the queue at the beginning of the green period. - Even if the arrival rate flow rate is, on average, less than the capacity,(i.e.the degree of saturation X<1) there are some oversaturated cycles because of the random fluctuations in arrival flow rates. The following approximate expression has been derived for predicting average overflow queues in both undersaturated (X<1) and over saturated (W) conditions at isolated fixed timed signals: TO START , "ALT" A _ ---------------------------------------------------------- summary OVERFLOW QUEUE: No ; of PLEASANT VALLEY ROAD AT I-84 WB R W S +answers NORTHBOUND RIGHT - PK PEAK - No = if known :capacity 0.00 �N== 34.51 N== The ave. number of vehicles in the queue n = number of lanes n= 1.00 , VEHICLES at the start of the green period . S = cruising speed, NPH S= 35.00 g = effective green g= 17.00 Nb == 35.84 BACK OF THE QUEUE C = cycle length C= 120.00 ; VEHICLES s = saturation flow vps. s= 0.45 - Q = capacity in veh. per hr. Q== 229.50 ' 229.50 Q--s(g/C)*D18 V = Flow rate in Tf (usually in VPH) V= 276.00 Tf = flow period of demand V (a.aa hrs.) Tf= 1.00 q = flow rate in vps; V/Tf or V/3600 q== 0.08 �Nc == 71.69 CRITICAL QUEUE LENGTH - QTf = throughput, i.e. the max. number of: QTf== 229.50 ' VEHICLES Nc = 2Nb veh. discharged in period Tf X = V/Qtf, degree of saturation X== 1.20 +Nm == 41.60 Naximum back of queue, z = X-1 (note this has a negative z== 0.20 VEHICLES reached after value for X<1; also zQ= q-Q the start of green . Xo = deg. sat below which ave. overflow: Xo== 0.68 queue is approx. zero, and given by 'TOTAL DISTANCE IN FEET FOR Nc Xo = 0.67 + sq/600 *** 1792.22 *** where s=sat. flow vps, q=eff. green X-Xo== 0.52 j = average queue space per vehicle (ft): j= 25.00 - No = ave. overflow queue (total veh. : all lanes ) No== 26.61 26.61 0.26 (Q*Tf/4)*(z+(z^2+ 12(X-Xo)/Q*Tf)^.5) VEHICLES - for Wo ,otherwise No=O ----------------------------------------------------------� QUEUE LENGTH: The ave. number of vehicles in the queue : + at the start of the green period can be : I - calculated from: N =qr+No where, q=arrival demand rate in vps or veh/cycle: q== 0.08 r = C - G = effective red time, qr in veh: C= 120.00 C = cycle time in seconds G= 17.00 r== 103.00 N== 34.51 VEHICLESi - ----------------------------------------------------------- ----------------------------------------------------------- BACK OF THE QUEUE Nb = N/(l-(j/v)qL) _ 1 WHERE Nb = back of the queue, in vehicles N = the stop-line queue, in vehicles : N == 34.51 qL =lane flow, in vehicles per second: qL == 0.08 (total movement flow divided by + the number of lanes as a first —' approximation), j = average queue space per j = 25.00 vehicle in feet, and v = normal cruising speed in feet v = 51.45 per second (hence j/v = time to I travel one vehicle space at I _ cruising speed). Nb == 35.84 VEHICLES i — ----------------------------------------------------------= Maximum back of queue, Na, reached after the start of green is given by: 4 — Na = N/(1-y) Nv _= 41.60 • VEHICLES I WHERE Nm = maximum back of queue l N = qr + No N == 34.51 I y = flow ratio q ave. vps / sat. flow: y == 0.17 q = arrival vps, VPH/3600 q == 0.08 r = c - g = effective red r = 103.00 : VPH == 276.00 No = ave. overflow queue (total veh. No == 26.61 all lanes ) VEHICLES; CRITICAL QUEUE LENGTH Nc = 2Nb Nc == 71.69 VEHICLES+ I REQUIRED STORAGE is jNc/n 17921.22 FEET ----------------------------------------------------------- QUEUE AND STORAGE LENGTH - Overflow Queue: Each formulae below can be considered to have a uniform and overflow component. Average overflow queue is the average number of vehicles left in the queue at the beginning of the green period. Even if the arrival rate flow rate is, on average, less than the capacity,(i.e.the degree of saturation X<l) there are some oversaturated cycles because of the random fluctuations in arrival flow rates. The following approximate expression has been derived for predicting average overflow queues in both undersaturated (X<l) and over saturated (X>1) conditions at isolated fixed timed signals: TO START , "ALT* A - --------------:-------------------------------------------;summary OVERFLOW QUEUE. No I of PLEASANT VALLEY ROAD AT I-84 WB RAMPS +answers _ NORTHBOUND RIGHT - SAT PEAK No = if known :capacity 0.00 �N== 120.35 N== The ave. number of vehicles in the queue n = number of lanes n= 1.00 VEHICLES at the start of the green period . S = cruising speed, MPH S= 35.00 -' g = effective green g= 17.00 Mb == 127.96 BACK OF THE QUEUE C = cycle length C= 120.00 ; VEHICLES s = saturation flow vps. s= 0.45 Q = capacity in veh. per hr. Q== 229.50 229.50 Q=s(g/C)*D18 V = Flow rate in Tf (usually in VPH) V= 441.00 Tf = flow period of demand V (a.as hrs.) Tf= 1.00 1 q = flow rate in vps; V/Tf or V/3600 q== 0.12 �Nc == 255.93 CRITICAL QUEUE LENGTH QTf = throughput, i.e. the max. number of: QTf== 229.50 VEHICLES Nc = 2Nb veh. discharged in period Tf X = V/Qtf; degree of saturation X== 1.92 �No _= 165.36 Maximum back of queue, z = X-1 (note this has a negative z== 0.92* 1 VEHICLES reached after value for X<l; also zQ= q-Q the start of green . Xo = deg. sat below which ave. overflow: Xo== 0.68 - queue is approx. zero, and given by +TOTAL DISTAMCE IN FEET FOR Nc Xo = 0.67 + sg/600 *** 6398.19 *** where s=sat. flow vps, g=eff. green : X-Xo== 1.24 j = average queue space per vehicle (ft): j= 25.00 No = ave. overflow queue (total veh. : all lanes ) No== 107.73 107.73 0.96 (Q*Tf/4)*(z+(z"2+ 12(X-Xo)/Q*Tf)^.5) VEHICLES; for X>Xo ,otherwise No=O ----------------------------------------------------------� QUEUE LENGTH: The ave. number of vehicles in the queue : at the start of the green period can be : ` calculated from: N =gr+No where, - q=arrival demand rate in vps or veh/cycle: q== 0.12 + r = C - G = effective red time, qr in veh: C= 120.00 C = cycle time in seconds G= 17.00 r== 103.00 N== 120.35 y - VEHICLBSi ----------------------------------------------------------- ----------------------------------------------------------- BACK OF THE QUEUE Nb = N/(l-(j/v)qL) WHERE Nb = back of the queue, in vehicles N = the stop-line queue, in vehicles : N == 120.35 qL =lane flow, in vehicles per second: qL == 0.12 (total movement flow divided by I the number of lanes as a first , approximation), j = average queue space per j = 25.00 vehicle in feet, and v = normal cruising speed in feet v = 51.45 per second (hence j/v = time to travel one vehicle space at , _ cruising speed). Nb == 127.96 VEHICLES i -- --------- ------------------------------------------------- maximum back of queue, Nm, reached after the start of green is given by: Nit = NM-y) Nz _= 165.36 • VEHICLES WHERE Na = maximum back of queue N = qr + No N == 120.35 y = flow ratio q ave. vps / sat. flow: y == 0.27 + q = arrival vps, VPH/3600 q == 0.12 '— r = c - g = effective red r = 103.00 : VPH == 441.00 No = ave. overflow queue (total veh. : No == 107.73 all lanes ) VEHICLES CRITICAL QUEUE LENGTH Nc = 2Nb Nc == 255.93 • VEHICLES+ I REQUIRED STORAGE is jNc/n 6391119 • FEET QUEUE AND STORAGE LENGTH - Overflow Queue: Each formulae below can be considered to have a uniform and overflow component. Average overflow queue is the average number of vehicles left in the queue at the beginning of the green period. Even if the arrival rate flow rate is, on average, less than the capacity,(i.e.the degree of saturation X<1) there are some oversaturated cycles because of the random fluctuations in arrival flow rates. The following approximate expression has been derived for predicting average overflow queues in both undersaturated (X<1) and over saturated (X>1) conditions at isolated fixed timed signals: TO START , "ALTO A - ---------------------------------------------------------- summary OVERFLOW QUEUE: No of BUCKIM STREET AT I-84 EB RAMPS answers _ SOUTHBOUND LEFT - AN PEAL( No = if known :capacity 0.00 �N== 4.50 N== The ave. number of vehicles in the queue n = number of lanes n= 2.00 VEHICLES at the start of the green period . S = cruising speed, PH S= 25.00 g = effective green g= 20.00 Nb == 4.57 BACK OF THE QUEUE C = cycle length C= 120.00 ; VESICLES s = saturation flow vps. s= 0.45 Q = capacity in veh. per hr. Q== 540.00 540.00 Q=s(g/C)*D18 V = Flow rate in Tf (usually in VPH) V= 162.00 Tf = flow period of demand V (a.aa.hrs.) : Tf= 1.00 _ q = flow rate in vps; V/Tf or V/3600 q== 0.05 �Nc == 9.14 CRITICAL QUEUE LENGTH QTf = throughput, i.e. the max. number of: QTf== 540.00 f VEHICLES NO = 2Nb veh. discharged in period Tf X = V/Qtf, degree of saturation X== 0.30 ;NN == 5.00 Naximum back of queue, z = X-1 (note this has a negative z== -0.70 VEHICLES reached after value for X<1; also zQ= q-Q the start of green . Xo = deg. sat below which ave. overflow: Xo== 0.69 - queue is appr- zero, and given by TOTAL DISTANCE IN FEET FOR Nc Xo = 0.67 + 00 : *** 114.25 *** where s=sat. flow vps, g=eff. green X-Xo== -0.39 1 - j = average queue space per vehicle (ft): j= 25.00 No = ave. overflow queue (total veh. : all lanes ) No== 0.00 -0.83 0.69 (Q*Tf/4)*(z+(z^2+ 12(X-Xo)/Q*Tf)A.5) VEHICLES1 for X>Xo ,otherwise #o=0 --------------------------------------------------------� QUEUE LENGTH: : The ave. number of vehicles in the queue : at the start of the green period can be : I - calculated from: : I N =qr+No where, : - q=arrival demand rate in vps or veh/cycle: q== 0.05 r = C - G = effective red time, qr in veh: C= 120.00 C = cycle tine in seconds G- 20.00 f r== 100.00 N== 4.50 VEHICLES ----------------------------------------------------------- ---------------------------------------- ------------------ UCK OF THE QUEUE Nb = N/(1-(j/v)qL) + { WHERE ' Nb = back of the queue, in vehicles _ N = the stop-line queue, in vehicles : N == 4.50 qL =lane flow, in vehicles per second: qL == 0.02 (total movement flow divided by the number of lanes as a first approximation), j = average queue space per j = 25.00 vehicle in feet, and y — v = normal cruising speed in feet v = 36.75 , per second (hence j/v = time to travel one vehicle space at , cruising speed). — Nb == 4.57 • VEHICLES i — ----------------------------------------------------------- maximum back of queue, Ns, reached after the start of green is given by: — Na = N/(1-y) Nm == 5.00 , • VEHICLES WHERE Na = maximum back of queue N = qr + No N == 4.50 y = flow ratio q ave. vps / sat. flow: y == 0.10 q = arrival vps, VPH/3600 q == 0.05 r = c - g = effective red r = 100.00 : VPH == 162.00 No = ave. overflow queue (total veh. : No == 0.00 all lanes ) VEHICLES' ----------------------------------------------------------I CRITICAL QUEUE LENGTH Nc = 2Nb Nc == 9.14 VEHICLES REQUIRED STORAGE is jNc/n 114.25 • FEET QUEUE AND STORAGE LENGTH _. Overflow Queue: Each formulae below can be considered to have a uniform and overflow component. Average overflow queue is the average number of vehicles _ left in the queue at the beginning of the green period. Even if the arrival rate flow rate is, on average, less than the capacity,(i.e.the degree of saturation X<l) there are sole oversaturated cycles because of the random fluctuations in arrival flow rates. The -- following approximate expression has been derived for predicting average overflow queues in both undersaturated (X<l) and over saturated (X>1) conditions at isolated fixed timed signals: TO START , "ALT" A ---------------------------------------------------------- summary OVERFLOW QUEUE: No � of BUCKLAND STREET AT I-84 EB RAMPS 'answers _ SOUTSBOOND LEFT - PX PEAK No = if known :capacity 0.00 �N== 47.81 N== The ave. number of vehicles in the queue n = number of lanes n= 2.00 VEHICLES at the start of the green period . S = cruising speed, MPH S= 25.00 g = effective green g= 28.00 Nb == 51.70 BACK OF THE QUEUE C = cycle length C= 120.00 VEHICLES s = saturation flow vps. s= 0.45 Q = capacity in veh. per hr. Q-= 756.00 + 756.00 Q--s(g/C)*D18 V = Flow rate in Tf (usually in VPH) V= 796.00 Tf = flow period of demand V (a.aa hrs.) : Tf= 1.00 q = flow rate in vps; V/Tf or V/3600 q== 0.22 �Nc == 103.40 CRITICAL QUEUE LENGTH QTf = throughput, i.e. the max. number of: QTf== 756.00 ' VESICLES Nc = 2Nb veh. discharged in period Tf X = V/Qtf., degree of saturation X== 1.05 �Nm _= 94.00 Maximum back of queue, z = X-1 (note this has a negative z== 0.05 VEHICLES reached after value for X<1; also zQ= q-Q ' the start of green . Xo = deg. sat below which ave. overflow: Xo== 0.69 .- queue is approx. zero, and given by TOTAL DISTANCE IN FEET FOR Nc Xo = 0.67 + sg/600 *** 1292.51 *** where s=sat. flow vps, g=eff. green : X-Xo== 0.36 j = average queue space per vehicle (ft): j= 25.00 No = ave. overflow queue (total veh. : + all lanes ) No== 27.47 27.47 0.09 (Q*Tf/4)*(z+(z^2+ 12(X-Xo)/Q*Tf)A.5) VESICLES, for X>Xo ,otherwise No=O ---------------------------------------------------------� QUEUE LENGTH: The ave. number of vehicles in the queue : I at the start of the green period can be : , calculated from: N =qr+No where, q=arrival demand rate in vps or veh/cycle: q== 0.22 r = C - G = effective red time, qr in veh: C= 120.00 C = cycle time in seconds G= 28.00 .- r== 92.00 N== 47.81 VEHICLES, ----------------------------------------------------------- ----------------------------------------------------------- BACK OF THE QUEUE Nb = N/(1-(j/v)qL) _ f WHERE Nb = back of the queue, in vehicles N = the stop-line queue, in vehicles : N =_ _ 47.81 qL =lane flow, in vehicles per second: qL == 0.11 (total movement flow divided by the number of lanes as a first approximation), j = average queue space per j = 25.00 vehicle in feet, and v = normal cruising speed in feet v = 36.75 , per second (hence j/v = time to travel one vehicle space at , cruising speed). • Nb == 51.70 VEHICLES, _ ----------- ----------- Maxima back of queue, Nm, reached after the start of green is given by: Nm = N/(1-y) Nit _= 94.00 • VEHICLES WHERE Nv = maximum back of queue N = qr + No N == 47.81 y = flow ratio q ave. vps / sat. flow: y == 0.49 q = arrival vps, VPH/3600 q == 0.22 ^' r = c - g = effective red r = 92.00 : VPH == 796.00'� No = ave. overflow queue (total veh. : No == 27.47 — all lanes ) VEHICLES -----------------------------------------:----------------I CRITICAL QUEUE LENGTH Nc = 2Nb Nc == 103.40 VEHICLES REQUIRED STORAGE is jNc/n 1292.51 FEET — ----------------------------------------------------------- QUEUE AND STORAGE LENGTH overflow Queue: Each formulae below can be considered to have a uniform and overflow component. Average overflow queue is the average number of vehicles left in the queue at the beginning of the green period. Even if the arrival rate flow rate is, on average, less than the capacity,(i.e.the degree of saturation X<1) there are some oversaturated cycles because of the random fluctuations in arrival flow rates. The following approximate expression has been derived for predicting average overflow queues in both undersaturated (X<1) and over saturated (W) conditions at isolated fixed timed signals: TO START , "ALT" A ---------------------------------------------------------- summary OVERFLOW QUEUE: No , of NDS BUCKLAND STREET AT I-84 EB RA answers SOUTBBOUND LEFT - SAT PEAK No = if known :capacity 0.00 ;N== 16.52 N== The ave. number of vehicles in the queue n = number of lanes n= 2.00 VEHICLES at the start of the green period . S = cruising speed, MR S= 25.00 g = effective green g= 19.00 Nb == 17.28 BACK OF THE QUEUE C = cycle length C= 120.00 VEHICLES s = saturation flow vps. s= 0.45 _ Q = capacity in veh. per hr. Q== 513.00 513.00 Q=s(g/C)*D18 V = Flow rate in Tf (usually in VPH) V= 469.00 Tf = flow period of demand V (a.aa hrs.) Tf= 1.00 q = flow rate in vps; V/Tf or V/3600 q== 0.13 iNc == 34.57 CRITICAL QUEUE LENGTH QTf = throughput, i.e. the max. number of: QTf== 513.00 + VEHICLES Nc = 2Nb veh. discharged in period Tf X = V/Qtf, degree of saturation X== 0.91 +Nm == 23.23 Maximum back of queue, z = X-1 (note this has a negative z== -0.09 VEHICLES reached after value for X<1; also zQ= q-Q + the start of green . Xo = deg. sat below which ave. overflow: Xo== 0.68 queue is approx. zero, and given by TOTAL DISTANCE IN FEET FOR Nc Xo = 0.67 + sq/600 *** 432.08 *** where s=sat. flow vps, g=eff. green : X-Xo== 0.23 j = average queue space per vehicle (ft): j= 25.00 No = ave. overflow queue (total veh. : all lanes ) No== 3.39 3.39 0.11 (Q*Tf/4)*(z+(z^2+ 12(X-Xo)/Q*Tf)^.5) VEHICLES' for Wo ,otherwise No=O ----------------------------------------------------------� QUEUE LENGTH: I The ave. number of vehicles in the queue : + at the start of the green period can be : I calculated from: N =qr+No where, : - q=arrival demand rate in vps or veh/cycle: q== 0.13 r = C - G = effective red time, qr in veh: C= 120.00 C = cycle time in seconds G= 19.00 r== 101.00 r N== 16.52 ' VEHICLBS� - ----------------------------------------------------------- ----------------------------------------------------------- BACK OF THE QUEUE Nb = N/(1-(7/v)qL) I WHERE I Nb = back of the queue, in vehicles N = the stop-line queue, in vehicles : N == 16.52 y qL =lane flow, in vehicles per second: qL == 0.07 (total movement flow divided by I the number of lanes as a first , approximation), j = average queue space per j = 25.00 vehicle in feet, and ._ v = normal cruising speed in feet v = 36.75 , per second (hence j/v = time to + travel one vehicle space at I cruising speed). Nb == 17.28 VEHICLES i — --------------------------------------------------------- - Naxim a back of queue, Nm, reached after the start of green is given by: NA = N/(1-y) Nz _= 23.23 • VEHICLES WHERE � _ Ni = maximum back of queue N = qr + No N == 16.52 y = flow ratio q ave. vps / sat. flow: y == 0.29 q = arrival vps, VPH/3600 q == 0.13 -- r = c - g = effective red r = 101.00 , : VPH == 468.00 No = ave. overflow queue (total veh. : No == 3.39 all lanes ) VEHICLES1 ----------------------------------------------------------� f — CRITICAL QUEUE LENGTH � Nc = 2Nb Nc == 34.57 • VEHICLBS� REQUIRED STORAGE is jNc/n 432.08 FEET ----------------------------------------------------------- �� Am*1111hh, "Allm A& MEEHAN ASSOCIATES Consulting Engineers—Surveyors, P.C. September 16, 1991 Mr. Jim Bubaris Bubaris Traffic Associates 3281 Whitney Avenue Hamden, CT 06518 RE: Drainage Impact to State Systems Buckland Hills Development Partnership Buckland Road, South Windsor, CT Dear Mr. Bubaris: Regarding the potential impacts to State drainage systems from the proposed development, it appears that only a small portion of the southwest corner of the site drains to a State drainage system. All other portions of the site drain to private lands or the Town of South Windsor drainage system. There is a catch basin proposed as part of the- Buckland Road reconstruction project (by others ) that will accept runoff from the southwest corner of the site. This catchbasin drains to the south and appears to eventually connect to a State drainage system. Attached are pertinent portions of our drainage report for this project relative to this catchbasin. We have labeled this catchbasin as "Design Point D" (DP-D) . As can be seen from the Existing Condition and Proposed Condition drainage calculations, there is no increase in runoff to this catchbasin from the proposed development. As required by the Town of South Windsor, there is no increase in peak rates of runoff from this development at any of the design points analyzed. If you have any questions regarding this matter, please contact me accordingly. Sincerely, MEEHAN ASSOCIATES, PC E. Russell Johnston III , PE ERJ/mth ( 88-272) encl. 387 North Main Street (203) 643-2520 Manchester, CT 06040 Q� J r' oil �V ----won lip MEEHAN ASSOCIATES Consulting Engineers—Surveyors,P.C. PLAN PREPARED FOR BUCKLAND HILLS DEVELOPMENT PARTNERSHIP ■ '� '' '/'I'll I�'�i� Illlii i II 84S�N l r 1 r 1 •` O r i % -1 _ TO BAST N B DA-C ? 10 DP—C lot . TREET 1 1 1'I l I DA-DD -E � ' !I III ►,, Q � ' 1�11 1 III, it • DP ,5e.2 X _ 242.9 t i ' MEEHAN ww ASSOCIATES 239.8 Consulting Engineers —Surveyors,P.C. � � 1 :�' \,rth ♦1ei�Stli ; • \1�n.ii .:.' 1 I u i.i. • � \\\\\\\\\� N �` PLAN PREPARED FOR BUCKLAND HILLS DEVELOPMENT PARTNERSHIP ' � LEGENlD / l PROPERTY LINE J BUCKLAND ROAD SOUTH WINDSOR CONN. 220- - — CONTOURS 1 DP-A DESIGN POINT DESIGNATION PROPOSED CONDITIONS DRAINAGE AREAS DA-C DRAINAGE AREA DESIGNATION LIMIT OF DRAINAGE AREA SCALE I 1 00' DESIGN ERJ FILE NO SHEET NO MP HIGH POINT DRYWELL WATERSHED AREA DATE 8-20-1991 DRAFT MTH 8 8 272 9 OF 9 -_ 21-15 k .1111111116 MEEHAN ASSOCIATES - Consulting Engineers—&IT" o:s.P.C. ._.__ 210 , 3x- %orth %tiro Street • Slanchrstzr.CT 06040 ' � _ _ 1 ` __ LAN PREPAREDFOR — ""loom BUCKLAND HILLS DEVELOPMENT PARTNERSHIP - — SUCKLAND ROAD SOUTH WINDSOR CONN — ` SITE PLAN ' 1 SCALE 1"s 40' DESIGN E R J I FILE NO SHEET NO ' — 200 1 DATE 6-20-1991 DRAFT MTH as 272 4 OF 9 2I-1S 56 — PRO TAKING • LINE BY BUCKLAND 190 ROAD PROJECT 1 180 k. + I ca 170 S ysre" 160 . WATER MAI � s6 55 �► D � o �jUGft LI9Nd /eC/�1 d CB cn EXTEND SEWER TO PROPOSED EDGE OF ROAD EXIST. SEWER = HYD Y ROAD PROJECT � o v�A TTIQQT•... - ' MERRAN ASSOCIATES Joe J3t/c ILL A/Vv HIUS FHB.0 72 Consulting ?njoneers ry Sueyors, P.C. SHEET NO. OF (AA% 387 North Main Street Co—1-7-9/ Manchester, CT OWN CALCULATED MY DATE (2031 643-2520 CHECKED Sr DATE SCALE ..... .... ... ........ ........I..................... ............................................ .. ........... 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I................ .........I......... ............. .... ........ ..I.......... ................ .......... .............. T ...... �......... ........... ...... ... .... At********************************* ********************************** It RATIONAL FORMULA HYDROGRAPHS * - * RATIONAL FORMULA HYDROGRAPHS At ********************************** ********************************** ********************************** ************************All********* Buckland Hills - Drainage Design Buckland Hills - Drainage Design Existing Conditions - Drainage Area D Proposed Conditions - Drainage Area D 88-272 6/17/91 ( file=8272hedl ) 88-272 6/17/91 ( file=8272hpol) ********************************** ********************************** SUBAREA AREA (AC) 'C' VALUE SUBAREA AREA ( AC) 'Cl VALUE --- 1.0 1.22 0.270 1 .0 1 .08 0.301 ---------------------------------- ---------------------------------- TOTALS 1 .22 0.270 TOTALS 1 .08 0.301 TIME OF CONCENTRATION. . 28 MIN. TIME OF CONCENTRATION. . 28 MIN. RAINFALL DURATION. . . . . . 44 MIN. RAINFALL DURATION. . . . . . 44 MIN. FREQUENCY*INTENSITY*PEAK DISCHARGE FREQUENCY*INTENSITY*PEAK DISCHARGE ( YEARS) ( IN/HR) (CFS) ( YEARS) ( IN/HR) (CFS) 2 1 .30 0.4 2 1.30 0.4 10 2. 10 0.7 10 2. 10 0.7 25 2.50 0.8 25 2.50 0.8 100 3.25 1 . 1 100 3.25 1 . 1 .c STATE OF C 0 N N E C T I C UT TRAFFIC COMMISSION C hwr S.in. Department of Transportation r 24 Walcatt Hill Read • P.O. Drawer A Wcthtnr:c4 Corut=G= 06109 (It-:-C EIVE r NOV " 41991 Date October 14, 1991 State !ratfiC APPLICATION FOR CMIFICATS In accordance with Sedtion 14-311 of the General Stitutes of Connecticut, as revised,, cad State Trstiic Cosaissioa reg-zlitioas, a Certilicate is hereby requested for: Name of ?aeility: BUCKL AND HILLS DEVELOPMENT PARTNERSHIP Location: Buckland Road , north of Buckland Hills Drive Town and Zap Numb or: South Windsor , CT 06074 Square Feet of Gross Floor Area: (see below)- N=ber of P=kl" Spzces: 1 , 255 spaces Start of Construction (Date - 7 December 1991 Openi" Date: :Summer 1992 - Owner's 42me: Buckland Hills Development Partnership Owner's Addrmm: 200 Central Street Towng State & Zip Numbex Forestville. CT 06010 Authorized Representative, to be contacted durime review of a�plicstioa.' Acme: James G. _Bubaris . P. E . . Bubaris Traffic A Go ia _es Address: 3281 Whitney Avenue , Hamden , CT 06518 Town, 3 tat e is Zip Number:' ,. hone: (203) 258-4762 Enclosed are eight (8) sets of the proposed development showizZ the iztor=tion 'required. (See attached) SITE PLAN REQUIRE ENTS checklist to be included with application. Office space : 60, 000 SF - Restaurant : 79500 SF Hotel : 175 Rooms Retail Space : 70, 000 SF 'T Banquet facility : 40, 000 SF owner-La i�itaLttTe Patsy Musumano , Partner Buckland Hills Develpment Partnership C MAJOR TRAFFIC GENMATOR "- T SUBMISSION GIADEL?NES A A completed check list should accompany the application form and other P materials submitted to the Commission. Items which are not submitted P should be identified along with an explanation w*y they are not applicable. F L F I At the time of application eight sets of the information deemed C appropriate to the development should be submitted to the Commission, with I I ,g an additional set of the information being forwarded by the developer to T T L the involved mzmicipality(s) Legal Traffic Authority(s). E E E Review of a proposed development may not begin until all of the applicable information is received. ❑ 9 ❑ i. 1" - 40' Scale Roadway Plan (nominally 2' X 3') show-ing developmenc frontage plus 500' in each direction and all roadways where improvements are proposed showing: (Note: Plante show-Lng improvements should indicate sufficient distance of approach roadway in order that the proposed improvement can be evaluated in regard to the overall roadway. F-I 2 ❑ A. Property lines on both sides of roadway. ❑ ❑ B. Right-of-way lines - existing and proposed. F-I ❑ C. Curb lines - existing and proposed. ❑ ❑ J D. Sidewalks - existing and proposed. ❑ I_J E. Driveways. --❑ El F. Intersecting roads (with street lines). ❑ ❑ G. Significant trees and shrubs. F-I 9 R H. Drainage Structures - existing and-proposed (catch basins, culverts, etc. ) U XT FI I. Utilities - poles by number, water gates, fire hydrants, etc. ❑❑ J. Typical and critical sections of roadway ir,�provements (include surface yP cross slopes, treatment to existing ground, and metal beam railing location where required). ❑ F-1 . ® K. Slope limits for improvements. F-I 9 1:1 L. Intersectional sight lines in accordance with Department of Transportation criteria for existing drives, proposed drives, any intersection that has proposed improvements as a result of the development, and any existing drives and/or roadways where traffic is being shifted closer to the existing curb line. A profile of the final ground surface along the sight line may be needed.for verification. ❑ lam( El M. Signs - existing (and proposed if no signs and markings plan) . M ✓: =r �fTG-2- E , ❑ ❑ N. Guide rail and fencing - existing and proposed. 0 o P Po J. Pavement mar"nss - existing (and proposed if a signsand markings plan is not submitted) . !J ❑ ❑ P. Illumination appurtenances ❑ L.J ❑ II. 1" = 40' Horizontal, 1" = 4' Vertical Scale Profil e of all Drives w-htch are in excess o percent within of the e&o2 of ro_a_cr%_,;ay_-7=r7276r have approach grades in excess of 8-percent at any point. ❑ ❑III. 1" = 40' Scale Pavement Miarkin and SigninS Plan (Nomtnall 21 X 3 ) or proposed roadway_ it existing Y toh way alterations are significan snowing. : ❑ ❑ A. Edge of Road - proposed. F-1 9 ❑ B. R.O.W. Lines - ro p posed. ❑ ❑ C. Drives —proposed. U El D. A. tersec-i roads (with R.O.W. lines) U LJ ICI E Signal movement diagram and interconnection r o proposal �f not adequately described in the submitted capacity analysis. (Detailed layout and design is not required at time of application unless unusual conditions exist). F-1 2 ❑ F. Utility poles by number. U F-1 G. Drainage structures ❑ j� O LJ 1H. Fire Hydrants ❑ ® ❑ I. Traffic -signs proposed (dimensioned � Po ) (-1 o U ❑ J. Pavement -maekin s proposed (dimeri 'si g p gned) ElIV. Site Plan showing: F-1 A. Contours - existing and finished ❑ B. Existing and proposed drainage for roadways and site ❑ C. Parcing spaces - number provide d, number required by town, (show layout and indicate any designated for handicapped, internal signing, pavement markings, etc. ). '�J ❑ D. Driveways and existing roads. ElV. Site Location Plan showingState hi hwa s g y and major intersecting roads in the vicinity or the site. -trM-3- V 1 I ❑ VI. Traf f is 'Information ❑ A. Site generated traffic should reflect a successful day for the eve opment. Values less than those suggested by the ITE Trip Generation Report (current edition) should be substantiated.. ❑ 1. horning peak hour of the roadway providing access to the site. 2. Afternoon peak hour of the roadway providing access to the site. ❑ 3. Morning and afternoon peak hour of the generator if different than the morning and afternoon peak hour of the adjacent highway. 4. Other peak hours of the generator (weekday, midday, evening, weekend) . ❑ 5. Identify the hours of day, day of week and the reason the hours and days used in Items VI-A.1 through 4 were chosen. 19 -LD 6. Percent distribution of generated traffic, by direction, for each major road leading to the area and at the access points, for the same peak hours as in Items VI-A.1 through 4. ❑ 7. Flow diagrams for Items VI A.1 through 4 and VI-A.6. � g �. WILE: For shopping centers, projected traffic volumes as described in Items N VI=A.1 tharu 7 should have two submittals - one for Fridays and the other for O Saturdays - and should reflect a successful Friday and Saturday shopping day T outside t.'L Thanksgiving and Christmas shopping days; the gross floor area S should be broken down by major tenants, and the mall area should be provided U A (if applicable) . If a restaurant is proposed, provide size and location and B p indicate whether it is a fast-food or sit-down restaurant. If a bank is M p proposed,.provide size and location and indicate absence or presence of a I L drive-in facility. . T I T C For apartments, condominiums, hotels and motels, the number of 1, 2 and E A 3 bedroom units, and the square foot area of each type of unit. should be D B noted. L For other types of major traffic generators, contact the Bureau of E Planning - Office of Trans rtation Forecasting and Inventory (566--5719) for Po g the appropriate traffic volume data to be submitted. ❑ B. Existing Traffic ❑ 1. Flow diagrams showing existing traffic for the same peak hours as in VI-A.1 through 4, above. ❑ C. Background Traffic (should be seasonally adjusted to reflect the background trafEic for the month that carries the heaviest ADT on the subject roadway when the development will be occupied - should not reflect an average annual daily traffic). Inquiries regarding seasonal adjustments factors may be directed to the Planning Inventory and Data Section (666-2309). i ❑ 1. Background traffic for the same peak hours as in VI-A.1 through 4 above, in the year the development is scheduled to be fully occupied. L 2. Identify the other developments whose traffic is included in back ground traffic. ❑ 3. Identify the seasonal and annual growth factors applied to existing traffic and justify their selection. ❑ _ 4. Flow diagrams for VI-C.1 above. ❑ D. Combined Traffic (Background plus site generated) ❑ 1. Combined traffic for the same peak hours as in VI-A.1 through 4, above. ❑ 2. Flow diagrams for VI-D.1 above. F-1 E. Capacity Analysis, including all input data, supportive computation sheets and/or charts. When analysis indicates improvements are necessary, recommended improvement plans in accordance with Items I, II and III should be submitted. Analysis should be provided for intersections, interchanges, or expressways that'are significantly a"ected by the generated traffic for the following time periods and traffic conditions: ❑ 1. Background Traffic ® ❑ a. Morning peak hour of the adjacent highway. ❑ b. Afternoon peak hour of the adjacent highway. ❑ c. Morning and afternoon peak hour of the generator, if different than the morning and afternoon peak hour of the adjacent highway. 2. Combined Traffic ® �(❑ a. Morning peak hour of the adjacent highway. ❑ b. Afternoon peak hour of the adjacent highway. ❑ c. Morning and afternoon peak hour of the generator, if different than the morning and afternoon peak hour of the adjacent highway. The format for the submitted analysis should be in accordance with Transportation Research Board Special Report 209 (1985 Highway Capacity Manual) . Inquiries about the format of the analysis may be directed to the a� Division of Traffic (566-5113). f F. Storage/Queue Analysis The submission of a Storage and/or Queue analysis supporting the background and combined traffic capacity analysis provided uncle: Sections VI-E.1 and V1-E.2 is usually necessary under the following conditions: ❑ 1. When exclusive turnip r (�( g lanes exist or are proposed. �1 ❑ 2. When there is a potential ..p �ential for vehicular backups between adjacen.-_ intersections and/or major drives. 3. VThen limited stopping pp ng sight 'distance will exist on a signalized approach. ❑ 4. Off-ramp approaches roaches t r o .signalized intersections. Other conditions may be identified by the engineer or the Division of Traffic in which a Storage/Queue analysis is necessary, ❑ G. Accident Anal sis Accident problem areas (if any) in the vicinity of the site or off site impacted locations, should be identified. ❑ VII Drainage utations Drainage computations rmst be submitted Vhdch indica-ze that no flooding N or damage to the State highway facilities will be caused by a storm 0 having a 10-year frequency for surface run-off and a 50-year frequency S T for watercourses, except for those watercourses located within flood U plains, delineated on the flood insurance maps issued by the Federal B A Emergency Management Agency. For those flood plain watercourses, the M P design shall be for a 100-year period. Detention basins are to be I P designed for a 50-year frequency and analyzed for a 100-year frequency. T L T I Development sites that slope away from the State highways and will not E C affect the State highway drainage system will require a verification of D A B such in lieu of submitting drainage calculations for the site. L Inquiries about data required for drainage items may be directed to the E District Office involved. y Rr 1:1 VI!I Planni. and _ ng Zoning Approval A statement indicating whether the proposed facility and/or expansion required local Planning and Zoning approval should be supplied. If such approval has been granted, the date(s) which the approval(s) has been obtained should be indicated. If approval is required and has not been granted, a statement indicating the anticipated schedule for obtaining Planning and Zoning approval should be supplied. IX Supplemental Data During the course of the certificate review process, certain matters may come to the attention of the reviewer that will necessitate additional data be submitted by the developer at a later date for still fur-then review. Revised June, 1983 BOB 0 0 3281 Whitneyvenue Q y V IF P L A N N I N G Hamden,Connecticut 06518 Q '4 / ENGINEERING Q O Q r \ /A N D DESIGN Telephone: (203)288-4762 Telecopier. (203)281-3204 3204 October 31, 1991 Mr. William W. Stoeckert Executive Director State Traffic Commission 24 Wolcott Hill Road Wethersfield, CT 06109 RE: APPLICATION FOR CERTIFICATE PROPOSED BUCKLAND HILLS DEVELOPMENT BUCKLAND ROAD, NORTH OF BUCKLAND HILLS DRIVE TOWN OF SOUTH WINDSOR Dear Mr. Stoeckert: The Buckland Hills Development Partnership is proposing the subject mixed-use development on the parcel of land located on the east side of Buckland Road, north of Buckland Hills Drive, to consist of the following uses and parking spaces: A. Office Space: 60,000 SF B. Restaurant: 7,500 SF C. Hotel: 175 Rooms D. Retail Space: 70,000 SF E. Banquet Facility: 40,000 SF F. Parking Spaces: 11255 Spaces Town approval of this project is anticipated before year's end. Construction is anticipated to begin by December 1991, and opening for use is expected by summer 1992. Enclosed for your review and approval are eight (8) copies each of the following items: 1. Application for Certificate dated October 14, 1991. 2. Site Traffic Evaluation Study dated September 11, 1991. 3 . Traffic Control and Site Line Plan dated October 21, 1991. 4. Site Plan, sheets 2, 3 and 4 of 9, dated August 20, 1991. 5. Hydraulic Impact Statement dated September 16, 1991. We are also transmitting copies of these items to the Town's Legal Traffic Authority and the Town's Director of Planning. Please let us know at your earliest convenience whether you have any questions or if you require additional information regarding this matter. Very truly yours, 13ECEIVED James G. Bubaris, P.E. NOV 0 4 1991 Principal cc: (see following page) ..- sta#a Traffic Commiss;c-r� Page 2 of 2 cc: Chief Gary K. Tyler Police Department 151 Sand Hill Road South Windsor, CT 06074 Mrs. Marsha Banach Director of Planning 1540 Sullivan Avenue South Windsor, CT 06074 Mr. Patsy Musumano Buckland Hills Development Partnership 200 Central Street Forestville, Connecticut 06010 Mr. Philip Moreschi Meehan Associates 387 North Main Street Manchester, CT 06040 f If, a-P Sou� V 1540 SULLIVAN AVENUE • SOUTH WINDSOR, CONN. 06074 Solt. 0 AREA CODE 203/644-2511 November 5, 1991 Pat Musumano Buckland Hills Development Partnership 200 Central Street Forestville, CT 06010 Dear Mr. Musumano: Re: Application #91-33P, Buckland Hills At the November 4, 1991 special meeting, the Inland Wetlands Agency/Conservation Commission approved with conditions Application #91-33P - IWA/CC permit to construct a stormwater system and wetland mitigation for future banquet facility, country inn, office buildings, and retail complex on property located on the easterly side of Buckland Road; DC zone as shown on plans prepared by Meehan Associates, File' No. 88272, dated August 20, 1991, revised September 25, 1991 . This approval is subject to the following conditions : 1 . Two blueprint copies of the entire set of final plans and this letter reproduced thereon, must be submitted to this Commission . This must be completed within 65 days of approval prior to any construction activity on the site. 2 . Construction activities shall be subject to the approval of the Town Engineer. 3 . The applicant shall indemnify and hold harmless the Town of South Windsor against any liability which might result from the proposed operation or use. 4 . The permit is valid for three years and shall expire on November 4, 1994 . 5 . All approvals required must be obtained and submitted prior to any activity on the site. 6 . A contact person shall be identified directly on the final plans . 7 . We recommend a bond in the amount of $25,000 .00 to be submitted to the Planning & Zoning Commission to ensure compliance with the Erosion and Sedimentation Control Measures . Pat Musumano Page Two November 4, 1991 Application #91-33P 8 . The "Construction Sequence" narrative, which details the phases of construction, shall be reproduced as part of the final plans . 9 . "General Environmental Specification" , as found in Appendix 3 of the "Site Specific Aspects of Wetland Creation and Management" (November 4, 1991 ) by Robert S. .DeSanto, PhD, shall be reproduced as part of the final plans . 10 . A professional with experience in wetland creation, specifically a professional biologist, shall be directly involved in supervising the construction as it relates to the proposed wetland mitigation areas . This person shall ensure that the construction results in the wetland enhancement shown on the plans . 11 . Additional groundwater information, especially in the areas of the proposed detention basins, shall be submitted to Town Staff for review prior to construction of the basins . 12 . The detailed site plans, or site development by phases, shall be forwarded to the Agency to ensure they comply with the approval as granted, prior to any regulated activity on the site. 13 . The "Stormwater Quality Management Plan" (August 20, 1991 ) shall be included on the final plans . This shall be included on the plot plan to ensure it gets filed with the Town Clerk. The long term maintenance requirements specified shall be accomplished on the site. Very truly yours, Elizabeth A. Warren, Chairman, IWA/CC EAW/pmm cc: Town Engineer Director of Planning Planning & Zoning Commission STATE OF CONNECTICUT MEMBERS i Commissioner of Transportation TRAFFIC COMMISSION Commissioner of Public Safety �t � 5 << Department of Transportation Commissioner of Motor Vehicles rRAMSrytTu 24 Wolcott Hill Road•P.O. Drawer A Wethersfield, Connecticut 06109-0801 Phone: 566-5228 November 6, 1991 Mr. James G. Bubaris Bubaris Traffic Associates 3281 Whitney Avenue Hamden CT 06518 RE: STC# 132-9111-01 Dear Mr. Bubaris: Subject: Buckland Hills Development Town of South Windsor The Application for Certificate and supporting data submitted pursuant to Section 14-311 of the General Statutes of Connecticut, as revised, will be reviewed by the Department of Transportation. You will be advised by this office if additional information is required. Upon completion of the review, a report will be prepared for presentation to the State Traffic Commission. The owner, town officials and you will be advised of the subsequent action of the Commission. Very trul yours, - William W. Stoeckert Executive Director cc: Chief Gary K. TyleY Mr. Thomas D'Auria Buckland Hills Development Partnership Capitol Region Council of Governments An Equal Opportunity Employer Printed on ree_scled ar recovered paper STATE OF CONNECTICUT MEMBERS ii Commissioner of Transportation TRAFFIC COMMISSION Commissioner of Public Safety ���, Department of Transportation Commissioner of Motor Vehicles ow rq-c�'r�s 24 Wolcott Hill Road • P.O. Drawer A Wethersfield, Connecticut 06 1 09-080 1 Phone: 566-5228 January 17, 1992 Mr. James G. Bubaris Bubaris Traffic Associates, Inc. 3281 Whitney Avenue Hamden, CT 06518 Re: STC# 132-9111-01 Dear Mr. Bubaris: Subject: Buckland Hills Development Partnership Town of South Windsor As a result of the review of the Application for Certificate, the enclosed comments detail the additional data required in order for the review to be continued. Seven copies of the data should be forwarded to this office. Should the data not be received within 120 days of the receipt of this request, it will be assumed that the project is not going forward. As a result, the review of the application will be cancelled at that time. Should you have any questions with regard to the requested data, you may contact Mr. William A. Peace (Telephone: 566-5120) . Very truly yours, I .,,, zilliam W. Stoeckert Executive Director cc: Chief Gary K. Tyi/* Mr. John Collins Ms. Patsy Musumano An Equal OppurtunitY Entployer Printed wt rt c tit led(,r ret of ered Paper NA7OR TRAFFIC GENERAMOR REVIEW OF PrIED DATA BUCKLAND HILLS DEVELOPMENT BUCKUM ROAD - TOM OF SOUPS WIN DSOR STC # 132-9111-01 The Office of Traffic Engineering has reviewed the plans and data submitted for the subject development and has the following comments and recam-ndations: 1. A left turn lane for southbound Buckland Road, at the site access drive, is warranted. Therefore a left turn lane of sufficient length, with appropriate tapers, is rec- -anded. 2. A 50 foot long landing area, with a grade of 2% or less, should be provided for the site access drives to Buckland Road. A drive profile should be included with the next submission. 3. It is recommended that the parking area access drive, currently located 120 feet east of Buckland Road, be relocated. In its present position a vehicle entering the site and attenpting to turn left into this drive may cause operational and safety concerns on Buckland Road. If parking area access is to be provided from the main site drive, a mi n� mn distance of 300 feet east of Buckland Road is suggested. The ability to bypass a vehicle turning left into the access drive is also receded. 4. The State has recently acquired property and slope rights, along the development's frontage on Buckland Road, for the construction of State Project 132-100. This information should be shown on the submitted plans. It should be noted that additional right-of-way may required for the construction of the left turn lane recommended in item No. 1. 5. The plans submitted for this development do not incorporate the widening of Buckland Road under State Project 132-100. It is anticipated that this work will be complete prior to the opening of this development. The proposed changes to Buckland Road should be shown on the submitted plans. 6. The sight plan shows two wall type structures located on the corners of the site drive - Bucklandd Road intersection. Due to the grade of the drive and the slopes leading away from Buckland Road these , structures may obstruct the sight line from the site drive. The sight line should be plotted on the sight plan to ensure that no conflict exists. 1 N A JOR TRAFFIC MRAMR PACE 2 PEVIEW OF SUBMITMD DATA BUCKLAND ATC T S DEVELOPMENT STC NO. 132-9111-01 7. As shown on the general plan of develognent that was suhmitted to the Town of South Windsor, the provision of an additional site access drive onto Buckland Hills Drive is highly rec .nded0 Without this additional drive a large volume of traffic fram the development will have to utilize the Buckland Street / Buckland Hills Drive / Pleasant Valley Road intersection. 8. The develcgnent's traffic will have a significant itpact on the Buckland Street / Buckland Hills Drive / Pleasant Valley Road intersection. Of particular concern is the southbound Buckland Street approach. Due to limited right-of-way the widening of Buckland Street, to provide additional capacity, is not possible at this time- As mentioned above, the provision of an additional site drive onto Buckland Hills Drive may reduce or carpletely mitigate the development's traffic impact on this intersection. r O C V 1540 SULLIVAN AVENUE SOUTH WINDSOR, CONN. 06074 ~�son.co� AREA CODE 203/644-2511 June 8, 1992 Mr. Patsy Musumano Buckland Hills Development Partnership 200 Central Street Forestville, CT 06010 Dear Pat: As we have discussed many times, this letter will confirm that the Town of South Windsor requires that you continue to pursue access rights onto the north access road at Buckland Hills . The Planning and Zoning Commission approval letter for your Cornerstone Village development reflects this requirement as condition #6 . The Planning and Zoning Commission and Town Staff agree that developments on both sides of the Town line would benefit from shared access to the development; and customers on either side of the Town line should not be required to return to the congested external street network to travel between sites . If I may be of further assistance, please contact me. Very truly yours, Marcia A. Banach Director of Planning MAB/pmm 3281 Whitney Avenue \ / PLANNING Hamden,Connecticut 06518 lJ W U \ F E N G I N E E R I N G Telephone: (203)288�762 &° O'S L C � Q'T[E a \_I A N D DESIGN Telecopier: (203)281-3204 December 14, 1993 Mr. Richard J. Howard, P.E. , Executive Director State Traffic Commission Connecticut Department of Transportation 2800 Berlin Turnpike, Room 3119 P. O. Box 317546 Newington, CT 06131-7546 RE: APPLICATION FOR CERTIFICATE STC # 132-9111-01 BUCKLAND HILLS DEVELOPMENT PARTNERSHIP BUCKLAND ROAD, NORTH OF BUCKLAND HILLS DRIVE TOWN OF SOUTH WINDSOR Dear Mr. Howard: This application is still pending due to several comments transmitted to us on January 17, 1992 requesting that additional information be provided. Although we have requested and have been granted three time extensions since receiving those comments, we now find it necessary to request an additional time extension. Accordingly, we request an additional time extension of 180 days to give the subject developer the opportunity to complete his negotiations on several items regarding abutting property owners which will be necessary in order for a second access and possibly a third access, both to Buckland Hills Drive, to be obtained. Please contact me should you have any questions or if you require additional information regarding this matter. Thank you for your continued cooperation in this matter. Very truly yours, RECEIVED J&444/A C77- DEC 161993 James G. Bubari s, P.E. Principal SI ATE TRAFf IC UMMISSION cc: Mr. Patsy Musumano Buckland Hills Development Partnership 325 Brewster Road Bristol, CT 06010 Mr. Richard Meehan Mr. Gary Constant Meehan Associates Attorney at Law 387 North Main Street 301 West Street Manchester, CT 06040 Bristol, CT 06010 STATE 0 ! �(� STATE TRAFFIC COMMISSION Commissioner of Transportation DEPARTMENT OF TRANSPORTATION Commissioner of Public Safety 1Iy hJ' " 2800 BERLIN TURNPIKE P.O. BOX 317546 'r � Commissioner of Motor Vehicles NEWINGTON, CT 06131-7546 Photie(203) 594-3020 January 14,' 1994 Mr. James G. Bubaris, P.E. Principal Bubaris Traffic Associates 3281 Whitney Avenue Hamden, CT 06518 • STC# 132-9111-01 Dear Mr. Bubaris: Subject: Town of South Windsor Buckland Hills Development Certificate Application This is in response to your December 14, 1993 letter requesting a 180-day extension of the time allowed to provide additional information for the Certificate Application filed for the Buckland Hills Mixed Use Development filed with this office on November 4 , 1991. Since the time the origianl application was filed several large developments in the area have been completed and occupied. Also, many roadway improvements including the Buckland Road project, have been or are nearing completion. These changes have rendered previously submitted volume data and analysis invalid. In view of these substantial differences, granting a further extension to respond to the January 17 , 1992 request for information is not in the best interest of the State Traffic Commission or the developer. An Equal Opportunity Ernplover Panted on recvc(ed or recovered pace, Mr. James G. Bubaris - 2 - January 14, 1994 The certificate application is therefore canceled at this time. When the developer is in a position to proceed with the project, a new Application for Certificate, which incorporates current volume data and roadway geometry can be resubmitted to this office. Very truly yours, Richard J. oward, P.E. Executive Director cc: Chief Gary K. Tyler Mr. John Collins Mr. Patsy Musumano