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HomeMy WebLinkAboutApplication CT Studios, LLC TOWN OF SOUTH WINDSOR PLANNING&ZONING COMMISSION APPLICATION FORM RECEIVED Application No: Official Receipt Date:" i FEB 1'6 ZQ 1 z J' Receipt No: $ SOUTH WIND60R PLAWAWOt` APPLICANT:CT Studios, LLC PROJECT NAME:I-291 Gateway Zone(Portion OD ADDRESS:1300 Division Road Suite 201 West Warwick RI 02893 OWNER OF RECORD ON LAND RECORDS: See Attached ADDRESS: See Attached COMPLETE LOCATION OF PROPERTY: R011A and 245 Chapel Road R008 and R008A John Fitch Boulevard ASSESSOR'S MAP# PARCEL# ZONE 1-291 Corridor District ID# 180OR011A; 18000245;4770R008; 30300240; 303OR008A NAME, ADDRESS, TEL& FAX # OF PERSON TO WHOM INQUIRIES SHOULD BE DIRECTED: Ralph J.Alexander-Willard &Alexander LLC 225 Oakland Road Suite 306 South Windsor. CT 06074 Estimated presentation time: THIS APPLICATION IS FOR: (Check all that apply): ❑ Zone Change to (Public Hearing required and Certificate of Mailing) ❑ Subdivision/Resubdivision ❑ Open Space Subdivision (Public Hearing Required) ❑ Subdivision ❑ Minor ❑ Major ❑ Resubdivision (Public Hearing Required) ❑ Minor ❑ Major ❑ Conditional Approval ❑ Special Exception to Article (Public Hearing, Certificate of Mailing) ❑ Site Plan of Development ® General Plan of Development- State Hearing per Section 14-55 for mixed use development ❑ Earth Filling(Sec. 15) and/or Earth Removal (Sec. 14 - Public Hearing Required) ❑ Regulation Amendment ❑ Zoning ❑ Subdivision - Attach proposed amendment (Public Hearing Required) ❑ Temporary and Conditional Permit for (Public Hearing Required) ❑ In Law apartment/Accessory Apartment (Public Hearing Required) ❑ Major Home Occupation for (Public Hearing Required) ❑ Other(explain in detail) An Application Pending sign is required to be posted on the property for all applications ten (10) days prior to being heard by the Commission. J) Refer to attached property owner consent letters t re of A plicant Signature of Property Owner r Traffic Impact and Access Study r 1 r 1-291 Gateway Zone 1 Proposed Site Development r 1 South Windsor, r Connecticut r Prepared for Connecticut Studios,LLC 1300 Division Road,Suite 201 West Warwick,RI 02893 r Prepared by VIM/Vanasse Hangen Brustlin,Inc. 54 Tuttle Place Middletown,Connecticut 06457 r r r February 2012 r 1 ' VM Vanasse Hangen Brusdin,Inc. Table of Contents ExecutiveSummary...............................................................................................................1 Introduction............................................................................................................................4 ProjectDescription.....................................................................................................................5 StudyMethodology....................................................................................................................6 ExistingConditions...............................................................................................................9 Roadway Geometry 9 ExistingTraffic Volumes..........................................................................................................14 PublicTransportation...............................................................................................................15 AccidentAnalysis.....................................................................................................................17 FutureConditions................................................................................................................19 BackgroundTraffic Growth......................................................................................................19 Site-Generated Traffic.............................................................................................................21 Trip Distribution and Assignment.............................................................................................24 DrivewaySight Distance..........................................................................................................32 Traffic Operations............................................................................................................... 33 Levelof Service Criteria...........................................................................................................33 Phase 1 Signalized Intersection Capacity Analysis.................................................................33 Phase 1 Unsignalized Intersection Capacity Analysis.............................................................35 Phase 2 Signalized Intersection Capacity Analysis.................................................................37 Phase 2 Unsignalized Intersection Capacity Analysis.............................................................39 QueueAnalysis........................................................................................................................40 Summary...............................................................................................................................43 Technical Appendix \\vhb\projAProvidence\72189.10\reports\120811 TIS Report-South Windsor Jan 2012 FINAL.doc 1 Table of Contents 1 VM Vanasse Hangen Brustlin,Inc. List of Tables Table No. Title Page Table 1 Observed Traffic Volumes..................................................................................15 Table 2 Vehicle Accident Summary(January 2006 through December 2008)...........18 Table 3 Trip Generation-Albuquerque Studios..........................................................22 Table 4 Proposed Uses(Phase 1 and Phase 2).................................................................23 Table 5 Trip Generation-Connecticut Studios Site.....................................................24 Table 6 Trip Distribution Summary................................................................................25 Table 7 Signalized Intersection Capacity Analyses(Phase 1).....................................34 Table 8 Unsignalized Intersection Capacity Analyses(Phase 1)................................35 Table 9 Signalized Intersection Capacity Analysis(Phase 2)......................................37 Table 10 Unsignalized Intersection Capacity Analyses(Phase 2)..............................39 Table 11 Vehicle Queue Summary(Phase 1).................................................................41 Table 12 Vehicle Queue Summary(Phase 2).................................................................42 \\vhb\pro)J\Providence\72189.10\reports\120611 TIS Report-South Windsor Jan 2012 FINAL.doc n Table of Contents VM Vanasse Hangen Brustlin,Inc. M List of Figures Figure No. Title Page Figure1 Project Location Map.............................................................................................7 Figure2 Study Process..........................................................................................................8 Figure 3 Study Intersection Lane Configuration...........................................................10 Figure 4 2010 Existing Peak Hour Traffic Volumes.......................................................16 Figure 5 2013 No-Build Peak Hour Traffic Volumes.....................................................20 Figure6 Project Trip Distribution....................................................................................26 Figure 7 Phase 1 Site Generated Peak Hour Traffic Volumes.....................................27 Figure 8 2013 Build Peak Hour Traffic Volumes...........................................................28 Figure 9 2015 No Build Peak Hour Traffic Volumes.....................................................29 Figure 10 Phase 2 Site Generated Peak Hour Traffic Volumes...................................30 Figure 112015 Build Peak Hour Traffic Volumes.........................................................31 Figure 12 Phase 1 and Phase 2 Proposed Improvements..............................................38 ""blprot\Providencel72189.101reports\120611 TIS Report-South Windsor Jan 2012 FINAL.doc Ill Table of Contents VM Vanasse Hangen Brustlin,Inc. Executive Summary 1 This Traffic Impact and Access Study documents the impacts of a state of the art motion picture studio/ post production facility,and complementary mixed uses(the Project) proposed by Connecticut Studios, LLC in the northeast quadrant of the intersection of 1-291 and Route 5 in the town of South Windsor,Connecticut. The full build-out of the proposed Project involves the construction of four production studios totaling 164,800 square feet(so,one 29,375 sf studio mill building, 15,000 sf of open storage area for studio related equipment, a 120-room hotel,16,000 sf of retail space,two 7,000 sf restaurants,and one 8,000 sf restaurant.It is anticipated that the Project would be constructed in the following two development phases: Phase 1:Two motion picture studios and associated post production facilities in two buildings totaling 132,400 sf and a 120-room extended stay hotel with no restaurant. Approximately 272 parking spaces will be constructed for the studios and 151 parking spaces will be constructed for the hotel. Phase 1 is expected to be completed in 2013,and therefore,the year 2013 was chosen as the analysis horizon for the phase. Phase 2 (full build-out):Two additional studios with a total building square footage of 132,400 sf, one 29,375 sf studio mill building, 16,000 sf of retail space, two 7,000 sf restaurants, and one 8,000 sf restaurant. This phase will add approximately 316 parking spaces for the studios and 362 spaces for the remaining uses. Additionally, approximately 15,000 sf of open storage area is provided for equipment such as Star Wagons, etc. Accommodations are also provided for up to 12 tractor-trailer trucks on-site.Phase 2 is expected to be completed in 2015. ' This traffic impact study quantifies both the existing traffic conditions along area roadways surrounding the site and the projected future traffic conditions expected with and without the development of the proposed site. The following study intersections are included in the analysis: ➢ Route 5 (John Fitch Blvd.)at I-291 EB Ramps/Route 30 (Ellington Road) ➢ Route 5 (John Fitch Blvd.)at 1-291 WB Ramps ➢ Route 5 (John Fitch Blvd.)at Chapel Road ➢ Route 30 (Ellington Road)at Chapel Road Access to the development will be provided via one new unsignalized driveway on the north side of Route 30 (Ellington Road) and one new unsignalized driveway on the south side of Chapel Road. Based on the posted speed of 40 mph on Route 30 (Ellington Road), the Intersection Sight Distance (ISD) requirement at the site \\vhb\projAProvidence\72189.10\reports\120611 TIS Report-South Windsor Jan 2012 FINAL.doc 1 Executive Summary VM Vanasse Hangen Brustlin,Inc. driveway is 500 feet in both directions for vehicles exiting the site. Based on the posted speed of 35 mph on Chapel Road,the ISD requirement at the site driveway is 390 feet in both directions for vehicles exiting the site.With minor vegetation clearing at the time of construction of the driveways, the available ISD at the proposed driveways will meet or exceed the requirement. Automatic traffic recorder (ATR) counts conducted between December 17, 2009 to December 19, 2009 for a previous study were used in this study. The data indicates that Route 5 (John Fitch Boulevard) carries a total of 25,460 vehicles per day (both directions); Route 30 (Ellington Road) carries a total of 7,840 vehicles per day (both directions); and Chapel Road carries a total of 4,230 vehicles.per day (both directions). Based on prior discussions with the ConnDOT forecasting unit, an average growth rate of one percent per year was determined to be appropriate for traffic analysis.It is expected that this background traffic growth assumption covers smaller development projects in the area, including the planned CREC School at the intersection of Longhill Road and Chapel Road that was recently approved by the Town. Accident data for the 2006-2008 period for study locations that was included in a previous study were reviewed and summarized in this study.The data was obtained from the ConnDOT Bureau of Planning and Research. The studio component of the Project is a unique land use. It is expected to operate similarly to Albuquerque Studios located in Albuquerque,New Mexico. A review of data available for Albuquerque Studios indicate that such uses are typically characterized by three distinct trip generation scenarios (one each for peak production periods, pre/post production periods, and no production periods). Peak production periods, which correspond to highest traffic volume generation rates for the Site, occur about 20 percent of the year or approximately 10±weeks out of the ' year. During these periods,it is estimates that there will be a maximum of 500 to 700 people on the lot. Based on discussions with the owners/operators of Albuquerque Studios, a majority of the Site traffic (approximately 85 percent) arrives prior to the morning peak and leaves after the evening peak of the adjacent street. Only 5 to 10 percent of the traffic arrives and departs during the peak hour of the adjacent street. However, to provide a conservative analysis, and based on direction from the CormDOT Forecasting unit, it was assumed that 60 percent of the total trips will enter/exit the Site during each of the peak hours of the adjacent roadway (rather than the 5 to 10 percent noted by the owners/operators of the Albuquerque Studios). Additionally, the analysis in this study was based on trip generation rates assuming 100 percent occupancy of the studio space, which will only occur during the peak production periods(about 10+weeks out of the year). To assess the quality of traffic flow, roadway capacity analyses were conducted for existing,No-Build, and Build traffic volume conditions,for each of the development phases. The analysis indicated that the proposed unsignalized site driveways are projected to operate at acceptable levels of service during both study periods under \\vhb\projAProvidence\72189AOtreports\120811TIS Report-South Windsor Jan 2012 F I NAL.doc2 Executive Summary VH Vanasse Hangen Bnxstlin,Inc. Build Conditions for Phase 1 and Phase 2. The analysis also indicated that all study area signalized intersections operate at acceptable levels of service during both study periods with some congestion on certain movements at specific locations. The transportation improvement actions identified for signalized study area intersections under Phase 1 of the development include optimization of the signal timings to address operational issues at study area intersections and widening the Route 30 westbound approach at Route 5 to provide a dedicated right-turn lane.To accommodate Phase 2 traffic volumes, two through lanes are proposed at the Route 291 Eastbound off-ramp. Additional optimization of traffic signal timings is recommended at the time of implementing Phase 2 improvements. Modeling the traffic operations with the implementation of the improvements indicates that the levels of service at the signalized study area intersections are expected to remain acceptable with manageable queues. In addition to the improvements at the signalized intersections, a left-turn lane will be installed on the Route 30 (Ellington Road) eastbound approach to the proposed unsignalized site driveway as part of Phase 1 of the development. Overall, this study demonstrates that with the implementation of the proposed off- site traffic improvement measures, the surrounding roadway network can adequately accommodate the anticipated traffic increases generated by the Project. 1 The site driveways have been designed to safely and adequately serve the Project traffic. 1 ' ""'XprojAProvidence\72189.10treports\120611 TIS Report-South Windsor Jan 2012 PINAL.doc 3 Executive Summary VB Vanasse Hangen Brustlin,Inc. 2 Introduction VHB has been retained by Connecticut Studios,LLC to prepare a traffic impact and ' access study to document the traffic analysis associated with the phased development of a state of the art motion picture studio / post production facility,a hotel, restaurants and retail buildings. Traffic count data and vehicular crash data from a previous traffic study was utilized in the preparation of this study. The development will be located in the northeast quadrant of the intersection of I-291 and Route 5 in the town of South Windsor, Connecticut. The project location is illustrated on Figure 1. The study area established for the traffic assessments include the Interstate 291 ramps intersections, Route 5 (John Fitch Boulevard), Route 30 (Ellington Road) and Chapel Road adjacent to the Site. The study quantifies both the existing traffic conditions along area roadways surrounding the site and the projected future traffic conditions expected with and without the development of the proposed site as well as recommended mitigation measures. This document provides a detailed description of the study methodology, analysis, and key findings relative to the study. t 1 t "V"\prglProvidenceV2189.70Veports%120611 TIS Report-South Windsor Jan 2012 FINALAA Introduction 1 VM Vanasse Hangen Brustlin,Inc. The study area was determined based on a review of the project site in relation to the I street network and the local/regional street network. Based on this review, intersections that are likely to be impacted by the proposed development are identified and the study area includes the following intersections: ➢ Route 5 (John Fitch Blvd.)at I-291 EB Ramps/Route 30 (Ellington Road) ➢ Route 5 (John Fitch Blvd.)at 1-291 WB Ramps ➢ Route 5 (John Fitch Blvd.)at Chapel Road ➢ Route 30 (Ellington Road)at Chapel Road Project Description The Project will be built on an approximately 40-acre parcel of land located in the northeast quadrant of the intersection of 1-291 and Route 5 (John Fitch Boulevard)in the town of South Windsor,Connecticut. The site is bounded by Route 5 (John Fitch Boulevard) to the west, 1-291 to the south, Chapel Road to the north, and Route 30 (Ellington Road)to the east.The Project comprises of the following two development phases: Phase 1:Two motion picture studios and associated post production facilities in two buildings totaling 132,400 square feet(sf)and a 120-room extended stay hotel with no restaurant. Approximately 272 parking spaces will be constructed for the studios and 151 parking spaces will be constructed for the hotel. Phase 1 is expected to be completed in 2013, and therefore, the year 2013 was chosen as the analysis horizon for this phase. ' Phase 2 (full build-out):Two additional studios with a total building square footage of 132,400 sf, one 29,375 sf studio mill building, 16,000 sf of retail space, two 7,000 sf restaurants, and one 8,000 sf restaurant. This phase will add approximately 316 parking spaces for the studios and 362 spaces for the remaining uses. Additionally, approximately 15,000 sf of open storage area is provided for equipment such as Star Wagons, etc. Accommodations are also provided for up to 12 tractor-trailer trucks on-site.Phase 2 is expected to be completed in 2015. 1 1 ' Uv"b prollProvideneek72189.10%reportsH2O611 TIS Report-South Windsor Jan 2012 FINALA-5 Introduction 1 vim Vanasse Hang en Brustlin,Inc. Study Methodology IThe focus of this study is to evaluate the traffic flows and operating conditions on the roadways and intersections likely to be used by motorists to and from the site and ' the potential traffic impacts on these roadways and intersections. The greatest cumulative impact of project-related traffic is likely to occur during the weekday morning and evening peak hour when traffic consists primarily of commuters. Thus, the traffic impact study analyzes traffic operating conditions during these two peak periods. To evaluate the potential traffic impacts of the proposed development,an analysis of traffic conditions for the 2010 Existing(obtained from a previous study),2013 Phase 1 No-Build, 2013 Phase 1 Build, 2015 Phase 2 No-Build and 2015 Phase 2 Build conditions was conducted. ' Also included as part of this study are analyses of the accident history and vehicle queue lengths at the signalized intersections within the study area. The study has been prepared in accordance with State Traffic Commission (STC) guidelines and requirements as illustrated on Figure 2. i \Whh\proj\Pro idence\72189.10\reports\120611 TIS Report-South Windsor Jan 2012 FINALdoc 6 Introduction \\ri—data\projects\72189.10\graphics\figures\trofficwlumes\figt — usgs(7218910).dwg f= r ^ �t fig ' • t +'+�,.:._., y1" F { {� 3t 4 f �� - •m •� ! -z� R t" dY Project Location ° ..� _ �` � � r fj '�_ f�,�` ^— f r�• rEi�14dC Y� � F Y i + 6+ t. s ja 32 '` :fly ,`! a-:` k, L + +r+'""' '•. 1 7-111 3amly r r r. 'car � � •L� � � "�� '�1. 9U p_ t 3 f"� :ram Zi �� o i —` . 5 ■1 s `� ¢E sus �; �' � _ �„a-_ �^.`... Q .ate�= ♦ f_ J Sr4: ��� �- �� ♦ rti P ��,-iHr� i 1133 ! � �i : • �� � '� 11 s 111 ;. _ f Ott z:EF s,s $ � i1 •• � "`.�-- � �i0����i ..c+n' � •. �c4- ': .p z � � ��#lytSC Y' � ��'a Vanasse a , 1c. ; TProject Location Map Figure 1 Proposed Connecticut Studios 0 1000 2000 Feet South Windsor,Connecticut 1 rr 7�A 72 e ��nc e2rod r r ?. Identification and Evaluation for Eng ng P: r Off-Site Tiaff k'lInproveme is _ r ' Evaluation of futureTraffic TrafffcVolume bperationsWithout and 'With" the Project ,s . DevelopmentMR Impact Study Process Esfimatronof Project � 'rafft DevelopmentTrafl"ic �13ata flrstrabution � ,� r Estimation of Project Evaluation,,.ofJExlsting ' Dev mentTraffie .-Roadway Operation and Genera##on Safety Conditions �- rEstimation of BaclEgrountl :`Traffic Flow , I rVanasse Hangen Brustfin,Inc. Study Process Figure 2 Proposed Connecticut Studios South Windsor, Connecticut r 1 ' VB Vanasse Hangen Brustlin,Inc. 3 Existing Conditions ' Evaluation of the traffic impacts associated with the proposed development requires a thorough understanding of the existing roadway system in the vicinity of the site. Existing conditions observed in the study area include an inventory of roadway and ' intersection geometry (including existing traffic control), a collection of daily and peak hour traffic volumes, and an examination of accident history. This information is provided in the following sections. ' Roadway Geometry The description of the roadways and study area intersections includes their physical 1 characteristics,geometric conditions,traffic control,and adjacent land uses. Figure 3 presents the existing intersection lane usage and traffic control at each of the study area intersections. ■ Roadways ' Interstate 291 1-291 Interstate 291 (I-291) is an east-west roadway connecting Interstate 84 to the east and Interstate 91 to the west. Connecticut Department of Transportation (ConnDOT) classified this roadway segment as a principal arterial-interstate. Within the vicinity ' of the site, I-291 provides access to Route 5 Qohn Fitch Boulevard) at Exit 4. 1-291 generally has a cross section consisting of four travel lanes (2 lanes per direction) with a posted speed limit of 65 miles per hour. \\vhblproj\Providence172189.101reportsV20611TIS Report-South Windsor Jan 2012FINAL.doc9 Existing Conditions \\Ri-data\projects\72189.10\graphics\FIGURES\TrafficVolumes\FIG-Traffic Volumes(7218910).dw O$ =Signalized Intersection m U t ' • Chapel Road S S i i Proposed a Site Drive V �, Qo t Site �,c 4 i i Proposed S Site Drive 04 291 �O Z e of � s T Study Intersection Figure 3 Lane Configuration Not To Scale Proposed Connecticut Studios South Windsor,Connecticut V& Vanasse Hangen Brustlin,Inc. ua ' Bing Map Bird's eye View of I-291 Eastbound Ramps at Exit 4 Route 5(John Fitch Boulevard) ' Route 5 (John Fitch Boulevard) is a north-south roadway connecting Route 30 (Ellington Road) and I-291 to the south with Route 194 (Sullivan Avenue) to the ' north. John Fitch Boulevard is a four-lane principal-arterial (2 lanes per direction) with turn lanes provided at major intersections in the vicinity of the site. Existing railroad tracks run parallel on the east side of the roadway with at-grade crossings ' on Ellington Road and Chapel Road. The posted speed limit is 50 miles per hour. Land use along John Fitch Boulevard consists primarily of commercial, industrial, and warehouse development. tr 17 fib 5 3G_ ' Northerly View of John Fitch Boulevard at Ellington Road/I-291 East Ramps ' \\vhb\projAProvidence\72189.10\reports\120011 TIS Report-South Windsor Jan 2012 FINAL.doc 11 Existing Conditions VHg Vanasse Hangen Brustlin,Inc. Route 30 (Ellington Road) ' Route 30 (Ellington Road) is a two-lane northeast-southwest principal-arterial roadway that connects Route 5 aohn Fitch Boulevard) and Route 194.Ellington Road ' provides one travel lane in each direction, with additional turn lanes at some intersections.The at-grade railroad crossing is located approximately 150 feet to the east of the intersection of Route 30 and Route 5.The posted speed limit in the vicinity ' of the project site is 40 miles per hour. Land use along Ellington Road consists primarily of commercial and residential developments. sy t 3 !% Westerly View of Ellington Road at Route 5 ' Chap el Road ' Chapel Road is a two-lane collector roadway that connects Route 5 (John Fitch Boulevard)and Route 30.Chapel Road provides one travel lane in each direction, with additional turn lanes at some intersections.The at-grade railroad crossing is located approximately 85 feet to the east of the intersection of Chapel Road and Route 5.The posted speed limit along Chapel Road is 35 miles per hour.Land use along Chapel Road primarily consists of commercial and industrial developments ' with some residential properties. "v"XprollProvidenceX72189.10treports1120611 TIS Report-South Windsor Jan 2012 FINAL.doc 12 Existing Conditions ' VM Vanasse Hangen Brust in,Inc. r mT x ' Westerly View of Chapel Road at Route 5(John Fitch Boulevard) ■ Intersections 1 Route 5(John Fitch Boulevard)11-291 EB Ramps/Route 30 (Ellington Road) The I-291 eastbound off-ramp approaches John Fitch Boulevard from the west,while ' Ellington Road approaches from the east, to form a four-legged signal-controlled intersection.The John Fitch Boulevard northbound approach consists of an exclusive left-turn lane,two through lanes,and an exclusive right-turn lane. The southbound ' approach consists of an exclusive left-turn lane, two through lanes, and a channelized right-turn lane onto the I-291 eastbound on-ramp which is not controlled by the traffic signal. The 1-291 eastbound approach consists of a single lane off-ramp ' that widens to provide dual left-turn lanes, a through lane, and a channelized right- turn lane which is not controlled by the traffic signal. The Ellington Road westbound approach consists of a long exclusive left-turn lane (approximately 870 ' feet) and an all-purpose lane. Traffic is controlled by an actuated-coordinated traffic signal system along the Route 5 corridor. There is a pre-emption phase for the at- grade railroad crossing located approximately 150 feet east of the intersection. There are no crosswalks or sidewalks provided at this location. Route 5(John Fitch Boulevard)/1-291 WB Ramps ' The I-291 westbound off-ramp approaches John Fitch Boulevard from the west to form a three-legged signal-controlled T-intersection. The John Fitch Boulevard northbound approach consists of an exclusive left-turn lane and two through lanes. The southbound approach consists of two through lanes and a channelized right- turn lane onto 1-291 westbound on-ramp which is not controlled by the traffic signal. The I-291 westbound approach consists of a single lane off-ramp that widens to provide dual left-turn lanes and a right-turn lane. Traffic is controlled by an ' \\vhb\projAPro idence\72189.10\reports\120811 TIS Report-South Windsor An 2012 FINAL.doc 13 Existing Conditions VB Vanasse Hangen Bnxstlin,Inc. actuated-coordinated traffic signal system along the Route 5 corridor. There are no crosswalks or sidewalks provided at this location. Route 5(John Fitch Boulevard)/Chapel Road Chapel Road approaches John Fitch Boulevard from the east and the west to form a four-legged signal-controlled intersection. The John Fitch Boulevard northbound approach consists of an exclusive left-turn lane, two through lanes, and an exclusive ' right-turn lane. The southbound approach consists of an exclusive left-turn lane, a through lane, and a shared through/right-turn lane. The Chapel Road eastbound approach consists of one all purpose lane. The Chapel Road westbound approach consists of an exclusive left-turn lane and a shared through/right-turn lane.Traffic is controlled by an actuated-coordinated traffic signal system along the Route 5 corridor. There is a pre-emption phase for the at-grade railroad crossing located approximately 75 feet east of the intersection. There is only one crosswalk crossing John Fitch Boulevard on the north side of the intersection but there are no pedestrian signal heads provided. Sidewalks are not provided on any of the approaches to the intersection. Route 30 (Ellington Road)/Chapel Road Chapel Road approaches Ellington Road from the east and the west to from a four- legged signal-controlled intersection. The Ellington Road northbound approach consists of an exclusive left-turn lane and a shared through/right-turn lane. The southbound approach consists of a shared left/through lane and an exclusive right- turn lane.The Chapel Road eastbound and westbound approaches each consist of an exclusive left-turn lane and a shared through/right-turn lane. Traffic is controlled by ' an actuated-uncoordinated traffic signal. The signal is on flash between midnight and 5:OOAM and has different Time of Day plans for the morning and evening peak hour periods. Existing Traffic Volumes To assess existing traffic conditions in the vicinity of the site, peak hour turning movement volumes that were previously recorded at study area intersections,as part ' of a previous study, on Thursday, December 3, 2009 from 7:00 AM to 9:00 AM and from 4:00 PM to 6:00 PM, were reviewed. Based on an understanding of the study area, and conversation with the planning staff at the Town, it was determined that since traffic volumes in the area have not changed significantly in the past few years, use of the existing count data from a previous study is acceptable. ' The count durations represent typical weekday peak hours with the greatest traffic demand on the study area roadways and are therefore appropriate for consideration in the analysis of peak hour Project impacts. ' Automatic Traffic Recorder (ATR) counts, conducted on Route 5 (John Fitch Boulevard), Route 30 (Ellington Road), and Chapel Road adjacent to the site from December 17,2009 to December 19,2009,as part of a previous study,were reviewed ' \WhblprojAPrmidenceV2189.10treports1120611 TIS Report-South Windsor Jan 2012 FINALA-14 Existing Conditions VM Vanasse Hangen Brustlin,Inc. as part of this study. The peak hour turning movement and automatic traffic ' recorder counts are included in the Appendix. Despite the CormDOT seasonal adjustment factors for Group 4-Urban (Station 11) ' indicating that counts in December are 0.96 for the weekday,the counts in December are relatively lower than the ConnDOT counts along Route 5 and I-291 Ramps. The ConnDOT Forecasting Unit has provided an adjusted volumes network for the study ' area intersections that is to be used in this study as presented in Figure 4. Table 1 Observed Traffic Volumes Weekday 2010t Location Direction ADT*** AM Peak** PM Peak" Route 5 south of Southbound 11,750 890 915 Chapel Road Northbound 13,710 1,330 11110 Total 25,460 2,220 2,025 Route 30 east of Eastbound 5,040 180 730 Route 5 Westbound 22.800 315 215 Total 7,840 495 945 Chapel Road east of Eastbound 1,490 95 120 Route 5 Westbound 2,740 365 190 Total 4,230 460 310 *' Hourly Traffic expressed in vehicles per hour. Average daily traffic expressed in vehicles per day. $ Data collected by Connecticut Counts Inc.between December 17,2009 and December 19,2009. ' Public Transportation ' Public transportation in the study area includes two bus routes operated by Connecticut Transit (CTTRANSIT) a ConnDOT - owned bus service. These are CTTRANSIT 96 (John Fitch Boulevard) and CTTRANSIT 92 (Tower Avenue Cross ' Town). The two full schedule routes travel via Route 5 (John Fitch Boulevard) and Chapel Road by the site and have a stop at Chapel Hill Condominiums on Chapel Road and a stop at Pleasant Valley Elementary School on Ellington Road. \\vhb\proj\Providence\72189.10\reports\120611 TIS Report-South Windsor Jan 2012 FINAL.doc 15 Existing Conditions \\Ri-data\projects\72189 10\graphics\FIGURES\TrafricVolumes\FIG-Traffic Volumes(7218910).dwg )00(=Moming Peak ' ()009=Evening Peak m NEG=Negligible ,C O$ =Signalized Intersection r rn 0o ti^h`� L70 (8 0) /1ti h t-2o 15 r40o 1(125) Chapel Road r ss €25� g � S 5 (NEG-1 t I 40 (85) ill15-+ �� 50 70- ' 45 �30 N CO o I 30 20 � ow Proposed a ' tO Site Drive Qo CO CO w COC •J 1 Proposed gs Site Drive \ 30 0((903� I \ ,C •r rn LO 291 ' o F 9 wN of �,q t-45 (60 ' r` -35 ((1 j �► �330 (110) S ' 420 (450)� 1 130 375-► 420 490 N C04 Z�Slc wrorn n Note:Adjusted traffic volumes provided by ConnDOT Forecasting Unit. t Adjusted 2010 Existing Figure 4 Peak Hour Traffic Volumes Not To Scale Proposed Connecticut Studios South Windsor,Connecticut VM Vanasse Hangen Brustlin,Inc. Accident Analysis iAs part of the existing condition analysis, traffic accident history at the study roadways and intersections that was included in a prior study was reviewed. ' Accident information for the study intersections on Route 5 and Route 30 were obtained from the Connecticut Department of Transportation Bureau of Planning and Research for the three-year period from January 2006 through December 2008. The ConnDOT Bureau of Planning and Research compiles records of accident data reported by investigating police authorities. It should be noted that only accidents that result in death,injury,or property damage in excess of$1,000 are required to be reported. The results of the analysis are summarized in Table 2 and discussed in the following paragraph. A review of Table 2 indicates that rear-end collisions are the leading type of accidents that occurred at almost all intersections and roadway segments reviewed. A total of 37 (60 percent) of all accidents at the study intersections were rear-end type ' accidents. The second leading type is accidents involving turning vehicles, comprising 12 (19 percent) of all accidents at the study intersections. During the three-year period within the study area, 17 accidents occurred at the intersections of ' Route 5 and the 1-291 EB Ramps and at the 1-291 WB Ramps,respectively. A total of 18 accidents occurred at the intersection of Chapel Road and Route 5 and 10 accidents occurred at the Route 30 and Chapel Road intersection. A total of 4 (40 percent)angle type accidents occurred at the intersection of Route 30 at Chapel Road. Only three accidents occurred along the segment of Route 5 between the 1-291 WB Ramps (opposite the proposed location of the site drive) and Chapel Road during the ' study period. t 1 ' \\vhb\proj'Providence\72189.1Otreports\120811 TIS Report-South Windsor Jan 2012 FINAL.doc17 Existing Conditions VHB Vanasse Hangen Brustlin,Inc. ' Table 2 Vehicle Accident Summary(January 2006 through December 2008) Route 30 Route 5 between Route 5 between between Route Route 5 at 1-291 1.291 EB and WB Route 5 at 1.291 1.291 WB Ramps Route 5 at Route 30 at 5 and Chapel EB Ramps Ramps WB Ramps and Chapel Road Chapel Road Chapel Road Road Year 2006 11 5 6 1 7 4 1 2007 3 0 3 1 5 4 5 2008 3 5 8 1 6 2 4 Total 17 10 17 3 18 10 10 Type Turning—Same Direction 0 1 0 0 0 0 0 Turning--Opposite 1 0 3 0 3 0 0 Direction Turning--Intersecting 0 0 2 0 2 1 2 Paths Sideswipe--Same 1 0 1 0 2 0 0 ' Direction Rear-End 12 9 11 2 9 5 3 Angle 0 0 0 0 0 4 0 Backing 0 0 0 0 0 0 1 Overturn 0 0 0 0 1 0 0 Fixed Obiect 3 0 0 1 1 0 4 Total 17 10 17 3 18 10 10 ' Severity Property Damage Only 13 10 11 2 9 5 8 Personallniury 4 0 6 1 9 5 2 Total 17 10 17 3 18 10 10 Pavement Conditions Dry 11 9 10 2 14 9 8 Wet 4 1 7 1 3 1 2 Ice/Snow/Slush 2 0 0 0 0 0 0 Other 0 0 0 0 1 0 0 Total 17 10 17 3 18 10 10 Time 7:00 To 9:00 AM 1 2 4 1 3 2 1 4:00 To 6:00 PM 3 2 1 0 1 0 1 Other 13 6 12 2 14 8 8 Total 17 10 17 3 18 10 10 Day of Week Monday-Friday 16 9 16 3 15 8 7 Saturday-Sunday 1 1 1 0 3 2 3 Total 17 10 17 3 18 10 10 Source: State of Connecticut Accident Summaries(2006-2008),Connecticut Department of Transportation. r ""'\proj\Pro idence\72189.10\reports\120611 TIS Report-South Windsor Jan 2012 FINALA-10 Existing Conditions VM Vanasse Hangen Brustlin,Inc. 4 Future Conditions As noted earlier, traffic volumes on study area roadways were projected to the design years 2013 (Phase 1 impacts) and 2015 (Phase 2 impacts). Independent of the proposed development, traffic volumes on the roadway network in 2013 under Phase 1 No-Build conditions were assumed to include all existing traffic and new traffic resulting from background traffic growth.Estimated Phase 1 site-generated traffic volumes were added to develop the 2013 Phase 1 Build traffic conditions. For the 2015 Phase 2 No-Build conditions, existing traffic and new traffic resulting from background traffic growth are taken into account as well as the traffic expected to be generated by Phase 1 of the Project. Then,estimated Phase 2 site-generated traffic volumes ' were added to develop the 2015 Phase 2 Build traffic conditions. Background Traffic Growth Traffic growth is typically a function of the expected land development,economic activity 1 and changes in demographics in the region. To estimate a rate at which traffic can be expected to grow during the study period,both historical traffic growth and planned area developments were reviewed and carefully considered. Based on prior discussions with the ConnDOT forecasting unit,a growth rate of 1.0 percent per year was determined to be appropriate for traffic analysis in the area. Conversation with the Town planning staff indicated that recent traffic growth in the area has been negligible. However,to present a conservative analysis,the 1.0 percent annual growth rate suggested by the ConnDOT forecasting unit was used in the analysis. It is expected that the conservative annual background traffic growth rate assumption covers smaller development projects in the area,including the planned CREC School at the 1 intersection of Longhill Road and Chapel Road that was recently approved by the Town. There are no other known planned development projects in the area. The traffic volumes associated with the 2013 Phase 1 No-Build weekday peak hour traffic volume networks are illustrated in Figure 5. t \\vhb\prol'\Providence\72189.10\reports\120611 TIS Report-South Windsor Jan 2012 FINAL.doc 19 Future Conditions \\vhb\prof\Providence\72189 10\graphics\FIGURES\TraMcVolumes\FIG-Traffic Volumes(7218910)dw X)O(=Moming Peak a ()009=Evening Peak m NEG=Negligible Signalized Intersection Q t N 0 ov ry0�h n �—10 8 ) "� -Vv h t20 15 LO ( ) *-90 55 .) 1 �. ;-410 (130) Chapel Road S `55 �25 5 (NE G 1 S� r � 40 �90 S 45 �15 I 50 70)-� 30� N 6 I 30 20-� _ ^rye Proposed Site Drive ova m Q Lo 0000 •� 1 0000 Proposed Site Drive NI �Q5 310 f175 1oo3�S'� t O SO 00 n 291 19 F 9 wN �J a�.Os m o,o k_45 (60 CO �-35 (553 1 4-340 (115) S 435 (465)� t (� 135 385 o 435 505� in LO N Z... moo m� Brustlin,Inc. T 2013 Phase 1 No-Build Figure 5 Peak Hour Traffic Volumes Not To Scale Proposed Connecticut Studios South Windsor,Connecticut VB Vanasse Hangen Brustlin,Inc. Site-Generated Traffic Design year (2013 Phase 1 Build and 2015 Phase 2 Build) traffic volumes for the study area roadways were determined by estimating site-generated traffic volumes for each phase of the proposed development and assigning these volumes to the study area roadways. The following sections describe the procedures used to develop the Build networks. ■ Background for Production Studio Trip Generation Estimates The studio component of the development is a very unique land use. Based on feedback from the Proponent,a similar/comparable facility exists in the Albuquerque,New Mexico. Based on the operation at the Albuquerque Studios, three different trip generation scenarios were identified(peak production periods, pre/post production periods, and no production periods). Peak production periods occur about 20 percent of the year (or approximately 10+weeks per year). During these periods, there will be a maximum of 500 to 700 people at the studios under full build-out of the studios.Typically,more than one person travels in each vehicle, with an average of 1.5 people per vehicle, which results in a trip generation estimate ranging between 335 and 470 vehicles arriving during the morning and exiting during the afternoon. Based on discussions with the owners/operators of the Albuquerque Studios, it was determined that a typical shooting day lasts 12 to 16 hours. A majority of the studio traffic arrives prior to "Call Time' which is typical at 6:00 AM. Peak exiting time occurs after 6 PM.In general,as much as 85 percent of the studio traffic is projected to arrive and depart, respectively, during the peak periods of 5:00 to 6:00 AM and 6:00 to 7:00 PM. The 1 remaining approximately 15 percent of the studio traffic is expected to arrive between 6:00 and 8:00 AM and exit between 3:00 and 6:00 PM which is the peak of the adjacent roads. Based on this operational information,and a review of the existing traffic count data within the study area, it was determined that the peak site generated traffic would occur prior to and after the morning peak and afternoon peak of the area roadways, respectively. It should be noted on certain studio peak days that involve 16 hour work days, exiting I studio peak would occur well past the afternoon peak of the adjacent roadway system,and when roadway traffic volumes are much lower. Pre/post production conditions occur about 80 percent of the year (or approximately 41± weeks out of the year) when the studio is preparing for productions or dismantling after productions. During these periods, it is expected that there will be approximately half the number of people at the studios (i.e., 165 to 350 people) as there are during the peak production periods. Assuming a vehicle occupancy ratio of approximately 1.5 people per vehicle, the resulting pre/post production condition trip generation ranges between 110 and 235 vehicles arriving during the morning peak and exiting during the afternoon peak. During pre and post production periods,40 to 45 percent of the traffic is projected to arrive ""blprollProvidenceX72189.10\reportsV 20611 TIS Report-South Windsor Jan 2012 FINALA-21 Future Conditions VHB Vanasse Hangen Brustlin,Inc. between 5:00 and 6:00 AM; 5 to 10 percent between 6:00 and 7:00 AM; 5 to 10 percent between 7:00 and 8:00; and 40 to 45 percent between 8:00 and 9:00 AM. During the afternoon,it is projected that 40 percent of the traffic will exit between 3:00 and 4:00 PM;20 percent between 4:00 and 5:00 PM and 40 percent during 5:00 and 6:00 PM. The reason for the two distinct peaks in the morning and afternoon is that the workers that are involved in constructing the sets arrive early and leave early,while other studio employees arrive later and leave later. During no production periods (mid December to mid January) it is expected that only approximately 30 people would work at the studios,with minimal trip generation. Table 3 below summarizes peak production and pre/post production periods' related discussion above,based on the operation at Albuquerque Studios. Table 3 Trip Generation—Albuquerque Studios (Full Build-out) Peak Production Periods Normal Operation 20%of the Year(10+Weeks/Year) 80%of the Year(41+Weeks/Year) 700 Employees 350 Employees Percent of Traffic Enter Exit Percent of Traffic Enter Exit Time Periods Entering/Exiting (vph)1 (vph)l Entering/Exiting (vph)l (vph)1 Morning Peak 5:00-6:00AM 85%/5% 395 25 40%-45%/5% 95-105 25 6:00-7:00AM 5%-10%/5% 25-50 25 5%-10%/5% 10-25 25 7:00-8:00AM 5%-10%/5% 25-50 25 5%-10%/5% 10-25 25 8:00-9:00AM 5%/5% 25 25 40%-45%/5% 95-105 25 Afternoon Peak 3:00—4:00 PM 5%/5% 25 25 5%/40% 25 95 4:00—5:00 PM 5%/5%-10% 25 25-50 5%/20% 25 45 5:00-6:00PM 5%/5%-10% 25 25-50 5%/40% 25 95 6:00-7:00PM 5%/75%-85% 25 350-395 Neg Neg Neg Source: Compiled by VHB based on information from Pacifica Ventures,LLC based on existing studio facility in Albuquerque,New Mexico. Expressed in vehicles per hour(vph) Neg Negligible 1 1 %AvhblprollProvidencel72189.10\reports%120611 TIS Report-South Windsor Jan 2012 FINAL doc 22 Future Conditions VM Vanasse Hangen Brustlin,Inc. r Trip Generation In addition to the production studios, the Project includes an extended stay hotel, retail, and restaurant uses. As noted previously, the Project will be developed in two phases. Table 4 illustrates the proposed phasing and build program as well as the reference source used for the trip generation analysis. 1 Table 4 Proposed Uses(Phase 1 and Phase 2) Adjacent Land Use Trip Generation Reference Size 1 Parking Spaces Phase 1 Production Studios Albuquerque,New Mexico data 2 (2)66,200 sf 272 Extended Stay Hotel ITE LUC3 310—Hotel 120 Rooms 151 Production Studios Albuquerque,New Mexico data 2 (2)66,200 sf 316 Mill Building Albuquerque,New Mexico data 2 (1)29,375 sf Phase 2 Retail LUC 815—Free Standing Discount Store(AM) (1)16,000 LUC 814—Specialty Retail Center(PM) 362 Restaurant LUC 932—High Turnover Restaurant (2)7,000 (1)8,000 1 Number in parentheses represents number of buildings;square footage represents size of each building 2 based on trip estimates agreed upon with ConnDOT Forecasting Unit,relying on source data from the Albuquerque site 3 LUC—ITE Land Use Code To estimate the trip-generating characteristics of the typical land uses proposed on the site, traffic projections were derived from trip generation rates published by the Institute of Transportation Engineers(ITE) Trip Generation'. For the retail component of this site which is relatively small, the ITE Land Use codes that best match are 815-Free Standing Discount Store and 814-Specialty Retail Center. Both of these land uses were examined, and the more conservative(higher)trip generation rate was used for each of the peak hours analyzed. For trip generation of the production studio,to provide a conservative analysis and based on conversations/meetings with the ConnDOT Forecasting,Traffic and STC, it is assumed that 60 percent of the total trips will access the site during each of the peak hours of the adjacent roadway (rather than the 5 to 10 percent noted by the owners/operators of the Albuquerque Studios,as shown in Table 3). Trip Generation;Eighth Edition;Institute of Transportation Engineers;Washington,D.C.;2008. 1 \\vhb\protlProvidence\72189.10\reports\720811 TIS Report-South Windsor Jan 2012 FINALdoc 23 Future Conditions vim Vanasse Hangen Brustlin,Inc. ' Table 5 presents the trip generation used for the analysis contained in this report. For traffic impact analysis purposes, the trip generation for all of the production studios and the mill building assumes that the studio is in its peak production period. In reality, this peak production rate will only occur approximately 20% of the time (about 10 weeks a year). Also, as stated previously the peak period of the studio does not coincide with the peak of the adjacent roadways. Table 5 Trip Generation—Connecticut Studios Site Phase 1 Phase 2 Full Build Production Production Studios' Phase 1 Studios' Extended Stay (Two Studios& Restaurants and 1 (Two Studios) Hote12 Phase 1 Total = Mill Building) Retail Space' (Three Total)• Phase 2 Total Phase 2 Enter Exit Enter Exit Enter Exit Enter Exit Enter Exit Enter Exit Enter Exit : Enter Exit Time Periods (vph), (vph) (vph) (vph) (vph) (vph) (vph) (vph) (vph) (vph) (vph) (vph) (vph) (vph) (vph) (vph), Morning Peaks 7:15—8:15 AM 160 30 40 25 200 55 190 35 10 5 130 120 330 160 530 215 ` Afternoon Peaks 4:30—5:30 PM 30 160 40 35 70 195 = 35 190 25 35 145 95 210 320 280 515 1 Source:Compiled by VHB from meeting notes with representatives from ConnDOT Forecasting,Traffic,and STC units on 2/9/2010 2 Source:ITE Land Use Code 810(Hotel) 3 Source:Daily&AM:ITE Land Use Code 815(Free Standing Discount);PM:ITE Land Use Code 814(Specialty Retail) 4 Source:ITE Land Use Code 932(High Turn Over Restaurant) 5 Peak hour of the adjacent roadway 6 Expressed in vehicles per hour(vph) Trip Distribution and Assignment ' The next step in the analysis is the determination of the trip distribution of the project traffic and assignment of these trips to the local roadway network. The directional distribution of site traffic approaching and departing the proposed development is a function of several variables. These include the population densities, competing uses, existing travel patterns,and the efficiency of the roadway leading to the site. Since a majority of site traffic during the peak hours of the adjacent streets is employee traffic,the trip distribution for this project was based on existing travel pattern and existing turning movement percentages at the intersections within the study area. As discussed with the ConnDOT Forecasting unit, the directional distribution of site generated trips to and from the site is summarized in Table 6 and shown graphically in Figure 6. 1 1 l\vhb\projAProvidence\72189.10treports\120611 TIS Report-South Windsor Jan 2012 FINAL.doc 24 Future Conditions VHB Vanasse Hangen Brusthn,Inc. Table 6 Trip Distribution Summary Percent of Site Traffic To/From the Travel Route Assigned to Each Route 1 North Route 5 30 Route 30 15 South Route 5 15 East 1-291 10 Chapel Road 5 West 1-291 25 1 Total All Routes 100 Source: Vanasse Hangen Brusdin,Inc. The new traffic generated by the proposed development was assigned to the area roadways based on the above trip distribution pattern. The Phase 1 site-generated trips are shown in Figure 7, and the 2013 Phase 1 Build peak hour traffic volume networks are illustrated in Figure 8. A growth rate of 1.0 percent per year for two years was applied to the 2013 Phase 1 No- Build traffic volumes and this was added to the Phase 1 site generate traffic volumes to determine the 2015 Phase 2 No-Build traffic volume networks. The traffic volumes associated with the 2015 Phase 2 No-Build weekday peak hour traffic volume networks are illustrated in Figure 9. The Phase 2 site-generated trips are shown in Figure 10,and the 2015 Phase 2 Build peak hour traffic volume networks are illustrated in Figure 11. 1 1 1 1111h1proglProvidence172189.10keports1120611 TIS Report-South Windsor Jan 2012 FINAL.doc 25 Future Conditions 1 \\Ri-data\projects\72189.10\graphics\FIGURES\TrafficVolumes\FIG-Traffic Volumes(7218910).dwg NEG=Negligible a OS =Signalized Intersection m v ZZ -A- 0 L30%' ��`/ t— t— L —NEG .� 11•S rf5% rNEG Chapel Road S ;-5% NEG—i I 35%--� beo NEG—+ 1 to M Z NEG Proposed a Site Drive oV LO � c � o LO j Proposed Site Drive s%� be 291 e OJ L20% Q r10% j--15% S 25%—► R to Vanasse Hangen Brustlin,Inc. t Project Trip Distribution Figure 6 Proposed Connecticut Studios Not TO Scale South Windsor,Connecticut \\vhb\prof\Providence\72189.10\graphics\FIGURES\TrafficVolumes\FIG-Traffic Volumes(7218910).dwg XXX=Moming Peak O009=Evening Peak m NEG=Negligible v OS =Signalized Intersection �L 1 � t15 (60) NEG (NEG) •— *--NEG (NEG) 1 co r5 (10) r-NEG (NEG) Chapel Road S r10 (5) NEG NEG NEG (NEG) � 70 (25) I NEG (NEG)--► + NEG NEG �� r 0 C)_ �5 c�O N Z to Proposed a Site Drive Qoko � o Site �,c� 0 ' 1 Proposed Sh Site Drive10 CO 10 15'� ! ?S I 0i } o / 41 MI9�fA7E 291 Fe QOJ L10 (40) I *--5 (20) -10 (30) S 50 (20), O 0 M 1 1 t Phase 1 Site-Generated Figure 7 Peak Hour Traffic Volumes Not To Scale Proposed Connecticut Studios South Windsor,Connecticut \\vhb\proj\Providence\72189.10\graphics\FIGURES\TrafficVolumes\FIG-Traffic Volumes(7218910).dw JOCX=Moming Peak ()WQ=Evening Peak NEG=Negligible c O$ =Signalized Intersection I ,C o � .,v ry�o tip. N M 1 -85 �140) L20 15 f-10 15) �--495 (225) �� f-90 ,`415 (140) (--NEG (NEG) Chapel Road r65 �55 30� %5 (NEG S� 1 18 0(125--► 40 90 S 15 15— ► ( �� 50 70 } 45 �30� N N � 30 €20� Dw o •-MOD NW �0� Z Proposed a Site Drive Qore � c � o ' G-L0 e10 00 CO cc `^� 1 Proposed g Site Drive 5 320 190� 1 1 70 185 8953� ,00 2S 6�ro 00 Mn �ry/ �r�tc 291 ' o Fe9� wN �oJ �.OS �o,o �55 100)7�r35 1 �350 ( 45) S 435 (465)� t 185 405 435 505 N ro N,,," OM Ot0�- 2013 Phase 1 Build Figure 8 Peak Hour Traffic Volumes Not To Scale Proposed Connecticut Studios South Windsor,Connecticut \\vhb\proj\Providence\72189.10\graphics\FIGURES\TrafficVolumes\FIG-Traffic Volumes(7218910).dw X)O(=Moming Peak ' ()OOQ=Evening Peak m NEG=Negligible SO =Signalized Intersection -C 7 0 0" ryOryo`V _ V / t_20 �150_ I —90 5)) �--505 (230) +--90 60 r425 (140) rNEG (NEG) Chapel Road S r70 30 ho 185 (180 55115(315— ) 70 (25-- 1 0 S 795 45 0 30 20 ryhj+ O O O C-j Proposed 1 Site Drive �a m Qo hoc inLO WCO Proposed g Site Drive �Q5 25 1051 h) 7 S0 .... 2 g nM �P 291 011 ' o 0 N U) t-60 100) i 00 to —40 (75) ✓ r355 (145) S 1 440 �475 t 185 410—► 440 515�- co m N �D ow:2 I 2015 Phase 2 No-Build Figure 9 Peak Hour Traffic Volumes Not To Scale Proposed Connecticut Studios South Windsor,Connecticut \\vhb\prof\Providence\72189.10\graphics\FIGURES\TrafficVolumes\FIG-Traffic Volumes(7218910).dwg )OOC=Moming Peak ' 13 ()000=Evening Peak % NEG=Negligible O$ =Signalized Intersection o_ L50 (95) h� L ' 4--NEG (NEG) — *--NEG (NEG) 1 �.S r--5 (15) NEG (NEG) Chapel Road S C15 (10) NEG (NEG) I 115 (75)_ -) NEG (NEG) v NEG ((NEG))—+ oZ NEG NEG 2�h LO z 1 Proposed Site Drive 4e6 �oc LO Site �,c 1 Proposed Site S Drive �Q5 15 f;o3' -� 1 291 ' o 0 0 re � o J LO L30 �65�15 3—25 50 S � T � 85 (50)—► ,� v 0 LO r rVanasse Hangen Brustlin,Inc. Phase 2 Site-Generated Figure 10 t ' Peak Hour Traffic Volumes Not To Sc Me Proposed Connecticut Studios South Windsor,Connecticut 1 1 ' \\vhb\proj\Providence\72189.10\graphics\FIGURES\TrafficVolumes\FIG-Traffic Volumes(7218910).dwg XX)(=Moming Peak O009=Evening Peak m NEG=Negligible v O$ =Signalized Intersection t 7 M h� �Io' moo` i �(( � ~NEG(NE) cila R ���� t-20 �16 0 -90 0 S hr Chapel 08d( ) S �85 40 15(15)� 185 �1003-� I 55 (95)� �r ' 45 30 N O M a ov 30 20 h � oo� ^Z ^ox h rn ' Proposed a Site Drive �o56 Site �,c� oLO 00� 1 Proposed g Site Drive C5 340 ((2051 ,t— 1 4S 1 205 115 to 291 f7 t0 IA Wv L90 (165) Got, 4-55 (105) 1 r380 (195) S ' 440 475 1 270 M—+ 440�1515� -�-- --M �� n�a�o T 2015 Phase 2 Build Figure 11 ' Peak Hour Traffic Volumes Not To Scale Proposed Connecticut Studios South Windsor,Connecticut VHB Vanasse Hangen Brustlin,Inc. Driveway Sight Distance Intersection sight distances (ISD) at the site driveway locations were examined to determine if they meet the ConnDOT design requirements. Adequate sight distance ' should be provided at the proposed site driveway such that a vehicle turning from the driveways onto Route 30 (Ellington Road)and Chapel Road will be able to safely enter the traffic stream. According to the state guidelines, the suggested sight distance for vehicles approaching an intersection from a driveway or side street is a function of the design speed on the main road, and is measured at a point 10 feet from the edge of traveled way. The sight distance at each driveway was measured in the field and compared to the state design ' standards with consideration for design speed on the major road. At the proposed unsignalized site driveway on Route 30 (Ellington Road), the ISD requirement is 500 feet looking in each direction (to the right and left). The available ISD at the proposed site driveway on Route 30 (Ellington Road) will meet or exceed this requirement with minor vegetation clearing near the driveway that will be accomplished at the time of constructing the driveway. At the proposed unsignalized site driveway on Chapel Road, the ISD ' requirement is 390 feet looking in each direction (to the right and left). The ISD at the proposed site driveway will meet or exceed this requirement with minor vegetation clearing near the driveway that will be accomplished at the time of constructing the driveway. The concept roadway improvement plans included in the appendix depict the areas where vegetation will be cleared during construction, to improvement the sight lines. ' \\vhbtproj'ProvidenceV2189.104eportsV20611 TIS Report-South Windsor Jan 2012 FINALA-32 Future Conditions ' VM Vanasse Hangen Brustlin,Inc. 5 Traffic Operations To assess the quality of traffic flow, roadway capacity analyses were conducted for ' existing, projected No-Build, and Build traffic volume conditions. Capacity analyses provide an indication of how well the roadway facilities serve the traffic demands placed upon them. The evaluation criteria contained in the 2000 Highway apacity Manual2 (HCM2000)were used to analyze study area intersections. Level of Service Criteria Level of service (LOS)is the term used to describe the different operating conditions which occur on a given roadway segment or intersection under various traffic volume loads. It is a qualitative measure of the effect of a number of factors including roadway geometric, speed, travel delay and freedom to maneuver. Six levels of service are defined for each ' type of facility. Levels of service are given letter designations from A to F, with LOS A representing the best operating conditions and LOS F representing the worst. ' The level of service designation is reported differently for signalized and unsignalized intersections. For signalized intersections,the analysis considers the operation of all traffic entering the intersection and the level-of-service designation is for overall conditions at the ' intersection.For unsignalized intersections,the analysis assumes that through traffic on the main line is not affected by traffic on the side streets.Thus,the level-of-service is calculated for the mainline left-turn and side street approaches. ' Phase 1 Signalized Intersection Capacity Analysis Signal timing plans were obtained from ConnDOT for the intersections within the study area and were used in the analysis. The intersections were analyzed under Existing,Phase 1 and Phase 2 No-Build,and Phase 1 and Phase 2 Build Conditions. The results of the Phase 1 capacity analyses for each of the study area signalized 1 intersections are summarized in Table 7. 2 Highway Capacity manual 2000:Transportation Research Board,National Research Council,Washington,DC(2000). \\vhb%projlProvidencek72189.10treports\120611 TIS Report-South Windsor Jan 2012 FINAL.duc 33 Traffic Operations Vanasse Hang en Brustlin,Inc. Table 7 Signalized Intersection Capacity Analyses (Phase 1) 2013 Build with 2010 Existing 2013 No-Build 2013 Build Mitigation Condition Condition Condition Condition(Phase 1) (Phase 1) Intersections Time Period LOS' VIC2 Delay' LOS VIC Delay LOS VIC Delay LOS VIC Delay Route 5 at 1-291 EB Weekday AM C 0.70 26.3 C 0.72 26.6 C 0.73 27.4 C 0.70 21.8 Ramps/Ellington Road Weekday PM C 0.70 27.4 C 0.71 27.8 C 0.77 30.2 C 0.72 22.0 Route 5 at 1-291 WB Weekday AM B 0.76 18.0 B 0.79 18.8 B 0.80 19.2 B 0.76 18.5 Ramps Weekday PM B 0.68 16.5 B 0.70 16.9 B 0.73 18.2 B 0.73 15.9 Route 5 at Chapel Road Weekday AM C 0.83 25.6 C 0.85 27.3 C 0.87 29.4 C 0.90 31.2 Weekday PM B 0.63 12.1 B 0.65 12.4 B 0.66 13.2 B 0.70 15.4 Ellington Road at Chapel Weekday AM B 0.32 14.7 B 0.34 14.7 B 0.36 14.9 B 0.36 15.0 Road Weekday PM B 0.57 18.6 B 0.59 19.1 B 0.62 19.9 B 0.60 18.2 Source: Vanasse Hangen Brustlin,Inc. 1 Level of Service 2 Volume to Capacity Ratio 3 Delay=Average stopped delay to all vehicles entering the intersection in seconds/vehicle Table 7 also shows analysis results for Phase 1 based on implementing off-site traffic ' improvements that are intended to offset project impacts as well as improve some of the existing deficiencies. In general, the off-site roadway and traffic control signal improvements under Phase 1 at signalized intersections include roadway box-widening to ' provide a dedicated westbound right turn lane at the intersection of Route 30 and Route 5, and minor signal timing optimization at each of the study area intersections. A copy of the STC approved conceptual improvement plans that will be constructed as part of Phase 1 of ' the development are included in the appendix. The analysis indicates that all study area signalized intersections operate at acceptable ' levels of service during both study periods under the Existing, 2013 No-Build and 2013 Build Phase 1 Conditions. \1vhb\prolProi idence\72189.10\reports\120611 TIS Report-South Windsor Jan 2012 FINALA-34 Traffic Operations ' VM Vanasse Hang en Brusthn Inc. Phase 1 Unsignalized Intersection Capacity Analysis ' The two proposed site driveways will be unsignalized. The primary driveway will be located on Ellington Road with a secondary driveway to be located on Chapel Road. The results of the unsignalized intersection capacity analysis for Phase 1 are summarized in Table 8. As stated previously, the analysis results for unsignalized intersections reflect the operation of the mainline left-turn movements and the critical turning movements from the minor street. The analysis assumes that mainline through traffic is unaffected by the side street traffic. ' The analytical methodologies typically used for the analysis of unsignalized intersections use conservative analysis parameters such as high critical gaps. Actual field observations indicate that drivers on minor streets and driveways generally accept smaller gaps in traffic ' than the default values used in the analysis procedures and therefore experience less delay than reported by the analysis software. Also,the analysis methodologies do not fully take into account the beneficial grouping or platooning effects caused by the nearby signalized ' intersections. The net effect of these analysis procedures is the over-estimation of calculated delays at unsignalized intersections in the study area.Cautious judgment should therefore be exercised when interpreting the capacity analysis results at unsignalized ' intersections. Table 8 ' Unsignalized Intersection Capacity Analyses (Phase 1) 2010 Existing 2013 No-Build 2013 Build Condition Condition Condition(Phase 1) ' Location Movement Demand' Dela12 LOSS Demand Delay LOS Demand Delay LOS Ellington Road at Proposed Site Driveway Weekday Morning Peak ' Eastbound Ellington Road LT N/A N/A N/A N/A N/A N/A 90 8.5 A Southbound Proposed Site Driveway LT N/A N/A N/A N/A N/A WA 10 15.5 C Southbound Proposed Site Driveway RT N/A N/A N/A N/A N/A N/A 25 11 B ' Weekday Evening Peak Eastbound Ellington Road LT N/A N/A N/A N/A N/A N/A 35 7.6 A Southbound Proposed Site Driveway LT N/A N/A WA N/A N/A N/A 40 21.9 C Southbound Proposed Site Driveway RT N/A N/A N/A N/A N/A N/A 90 9.6 A Chapel Road at Proposed Site Driveway Weekday Morning Peak Westbound Chapel Road LT N/A N/A N/A N/A N/A N/A 1 0 A Northbound Proposed Site Driveway N/A N/A N/A N/A N/A N/A 21 15.2 C Weekday Evening Peak ' Westbound Ellington Road LT N/A N/A N/A N/A N/A N/A 1 0 A Northbound Proposed Site Driveway N/A N/A N/A N/A N/A N/A 70 12.3 B Source:Vanasse Hangen Brustlin,Inc. ' Demand in Vehicles per Hour. ' 2 Delay=Average control delay in seconds per vehicle. 3 Level of Service for the critical movement. NIA Driveway does not exist. \\vhb\prollProvidence\72189.10\reports\120811 TIS Report-South Windsor Jan 2012 FINALAoc 35 Traffic Operations VM Vanasse Hangen Brustlin,Inc. Phase 1 improvements at the site driveways include roadway box-widening along Route 30 ' (Ellington Road)to provide a left-turn lane into the site and minor vegetation clearing near the driveways which will be accomplished at the time of constructing the driveways. The approved roadway improvement plans included in the appendix depict the proposed ' improvements in Phase 1. Locations of these improvements are also conceptually depicted on Figure 12. The analysis indicates that the proposed unsignalized site driveways are projected to operate at acceptable levels of service during both study periods under Phase 1 Build Conditions. l\vhblprollProvidenee\72189.101reports\120611 TIS Report-South Windsor Jan 2012 FINALA-36 Traffic Operations ' VHB Vanasse Hangen Brustlin,Inc. Phase 2 Signalized Intersection Capacity Analysis ' Table 9 illustrates the Phase 2 capacity analysis results. The additional traffic generated by the full build-out of the project would require additional improvements beyond those ' proposed as part of Phase 1. Specifically, Phase 2 capacity analysis suggests that the following additional mitigation would be required for the full build-out of the project. Locations of these improvements are conceptually depicted on Figure 12 and include the tfollowing: • Box-widen the Route 291 Eastbound off-ramp to provide two through lanes; ' correspondingly box-widen the receiving lanes on Ellington Road. • Modify the traffic signal at Route 5/ Chapel Road to provide a protected advance phase for the westbound approach on Chapel Road. ' • Traffic signal optimization at each of the study intersections. ' With the above roadway and traffic control signal improvements, the signalized study intersections are expected to operate at an overall acceptable LOS C or better under both the weekday morning and evening peak hours in most cases. Route 5 at Chapel Road is ' expected to operate at a LOS D during the morning peak hours in the 2015 conditions. Table 9 Signalized Intersection Capacity Analysis (Phase 2) ' 2015 Build with 2013 Build 2015 No-Build 2015 Build Mitigation Condition Condition(Phase 1) Condition Condition(Phase 2) (Phase 2) ' Intersections Time Period LOSt V/CZ Delay3 LOS V/C Delay LOS V/C Delay LOS V/C Delay Route 5 at 1-291 EB Weekday AM C 0.70 21.8 C 0.72 22.0 C 0.76 24.2 C 0.70 24.3 Ramps/Ellington Road Weekday PM C 0.72 22.0 C 0.73 22.3 C 0.81 26.3 C 0.68 22.2 ' Route 5 at 1-291 WB Weekday AM B 0.76 18.5 B 0.77 18.8 C 0.83 20.3 C 0.83 20.6 Ramps Weekday PM B 0.73 15.9 B 0.75 16.0 B 0.80 18.0 B 0.80 18.1 ' Route 5 at Chapel Road Weekday AM C 0.90 31.2 C 0.92 33.3 D 0.92 41.4 D 0.93 40.9 Weekday PM B 0.70 15.4 B 0.71 15.6 B 0.72 18.7 B 0.71 19.8 Ellington Road at Chapel Weekday AM B 0.36 15.0 B 0.36 15.6 B 0.41 15.9 B 0.41 15.9 Road Weekday PM B 0.60 18.2 B 0.62 18.5 B 0.66 18.6 B 0.66 18.6 ' Source:Vanasse Hangen Brustlin,Inc. 1 Level of Service 2 Volume to Capacity Ratio ' 3 Delay=Average stopped delay to all vehicles entering the intersection in seconds/vehicle ' \\vhb\projAPrmidence\72189.10\reports\120611 TIS Report-South Windsor Jan 2012 FINALA-J/ Traffic Operations Legend f Modify Traffic Signal to Provide a Construct Site Driveway with 1 w, •`,, I' Lead Phase for Chapel Road �. " Improved Sight Lines 1 '+ 'Westbound Left Turns ya V BI ' Optimize Traffic Signal Timings optimize Traffic Signal ®® Timings MTEWATE 291 v t , , • Optimize Traffic Signal Timings t. q4 a =. Construct Site Driveway with Improved Sight Lines , sQ IEi N Widen Ellington Road Eastbound to Provide '•. ;, ;` ,- ,� Dedicated Left Turn Lane into Site ' M. « r � i Vanasse Hangen Brustlin,Inc. ® i; d. Box Widen to Provide - ' /" , Box Widen Ellington Ellin ton Road Westbound q, 44 Two Through Lanes to Provide Dedicated Right Turn Lane : `' Optimize Traffic Signal !/ Box Widen Ellington Road Eastbound i� � t�: , ,• Timings to Provide Two Departure Lanes ` `` VM Vanasse Hangen Brustlin,Inc. Phase 2 Unsignalized Intersection Capacity Analysis The two proposed site driveways remain unsignalized under the Phase 2 conditions.The corresponding capacity results are presented in Table 10. Table 10 Unsignalized Intersection Capacity Analyses (Phase 2) 2013 Build 2015 No-Build 2015 Build �. Condition(Phase 1) Condition Condition(Phase 2) Location Movement Demand' Delay' LOS' Demand Delay LOS Demand Delay LOS Ellington Road at Proposed Site Driveway Weekday Morning Peak Eastbound Ellington Road LT 90 8.5 A 90 8.6 A 240 9.6 A Southbound Proposed Site Driveway LT 10 15.5 C 10 15.7 C 45 33.5 D Southbound Proposed Site Driveway RT 25 11 B 25 11.1 B 95 12.3 B Weekday Evening Peak Eastbound Ellington Road LT 35 7.6 A 35 7.6 A 125 8.0 A Southbound Proposed Site Driveway LT 40 21.9 C 40 22.3 C 105 62.4 F Southbound Proposed Site Driveway RT 90 9.6 A 90 9.6 A 235 11.0 B Chapel Road at Proposed Site Driveway Weekday Morning Peak Westbound Chapel Road LT 1 0.0 A 1 0.0 A 1 0.0 A Northbound Proposed Site Driveway 20 15.2 C 20 15.4 C 75 19.4 C Weekday Evening Peak Westbound Ellington Road LT 1 0.0 A 1 0.0 A 1 0.0 A Northbound Proposed Site Driveway 70 12.3 B 70 12.4 C 195 15.8 C Source: Vanasse Hangen Brustlin,Inc. 1 Demand in Vehicles per Hour. 2 Delay=Average control delay in seconds per vehicle. 3 Level of Service for the critical movement. It should be noted that although the proposed Site driveway on Ellington Road shows a LOS F during the 2015 evening peak. However, a review of the other analysis metrics shown in the analysis worksheets included in the appendix, such as volume-to-capacity ratio for traffic exiting the driveway (0.68) and the 95th percentile queue on the driveway (99 feet,or approximately four vehicles),suggests that there would be adequate capacity at the intersection to process the traffic generated by the Site. As mentioned previously, vehicular traffic turning out of the stop-controlled approach of an unsignalized intersection typically operate with lower delays than the analysis software indicates. It should also be noted that the calculated delays are for vehicles entering and exiting the driveway. Mainline traffic on Ellington Road would not be delayed because of traffic exiting driveway. Additionally, Site traffic has the option to exit the Site via the Chapel Road driveway should drivers find that exit more convenient to access the regional highway system. \\vhb\proj\Providence\72189.10Veports\120611 TIS Report-South Windsor Jan 2012 FINAL.doc 39 Traffic Operations Vj$ Vanasse Hangen Brusdin,Inc. Queue Analysis In addition to the level of service analysis, queue calculations were performed to evaluate adequacy of the existing lane storage at each of the study signalized intersections. The . queue analysis was conducted for critical turning lanes using the HCM2000 methodology. A summary of the queue analysis is contained in Tables 11 and 12.As shown,the proposed traffic improvements in each phase is expected to noticeably improve the vehicle queue conditions on various movements at the study area intersections. \lvhb\prof\Providence\72189.10treports\720611 TIS Report-South Windsor Jan 2012 FINALA-40 Traffic Operations VHB Vanasse Hangen Brustlin,Inc. Table 11 Vehicle Queue Summary(Phase 1) Critical Queue Length(Feet) 2013 Build with Available 2010 Existing 2013 No-Build 2013 Build Mitigation Condition Storage Condition Condition Condition(Phase 1) (Phase 1) Intersections Movements Length AM Peak PM Peak AM Peak PM Peak AM Peak PM Peak AM Peak PM Peak Route 5 at Northbound LT 400 78 #198 78 #206 78 #206 #85 #183 1-291 EB Ramps/ Northbound TH >800 210 312 218 327 219 #334 219 #361 Ellington Road Northbound RT 550 36 53 36 54 41 55 41 56 Southbound LT 125 m26 m25 m23 m24 m29 m28 m52 m30 Southbound TH >800 #343 255 #361 261 m#353 261 #254 146 Southbound RT 550 m0 0 m0 11 m0 41 m0 0 Eastbound LT 300 167 174 173 179 173 179 168 159 Eastbound TH >800 119 #386 123 #401 165 #429 160 326 Eastbound RT 500 0 0 0 0 0 0 0 0 Westbound LT >800 #238 117 #247 117 #267 150 192 123 Westbound LT/TH/RT >800 #227 90 #238 97 #257 138 n/a n/a Westbound LT/TH n/a n/a n/a n/a n/a n/a n/a #206 128 Westbound RT n/a n/a n/a n/a n/a n/a n/a 28 36 Route 5 at Northbound LT 350 306 350 319 371 326 397 233 257 1-291 WB Ramps Northbound TH >800 165 270 175 292 175 284 24 17 Southbound TH >800 m#448 #365 m#485 #400 m#483 #441 m344 366 Southbound RT >800 m216 0 m245 0 m247 0 m268 0 Eastbound LT 250 122 84 125 86 128 88 141 94 Eastbound RT >800 36 36 37 38 37 39 41 41 Route 5at Northbound LT 300 m14 m36 m13 m36 m14 m36 m13 m29 Chapel Road Northbound TH >800 271 100 #288 101 #293 117 #413 238 Northbound RT 300 m10 0 m10 0 mll 3 m17 19 Southbound LT 250 91 57 91 57 #196 74 #174 79 Southbound TH/RT >800 #564 304 #593 319 #591 320 #604 333 Eastbound LTITH/TR >800 24 25 24 25 24 25 24 24 Westbound LT 400 #375 134 #389 #142 #396 #164 #387 145 Westbound TH/RT >800 31 51 31 51 34 62 33 60 Ellington Road at Northbound LT 110 9 18 9 19 9 19 9 16 Chapel Road Northbound TH/RT >800 44 #512 44 #540 48 #591 48 453 Southbound LT/TH >800 173 88 180 92 200 100 200 77 Southbound RT 300 45 26 45 26 45 26 43 22 Eastbound LT 150 33 59 33 62 33 62 38 86 Eastbound TH/TR >800 43 54 43 54 43 54 51 77 ' Westbound LT 150 56 33 56 33 65 37 73 44 Westbound TH/RT >800 86 62 89 63 89 63 102 76 Source: Vanasse Hangen Brustlin,Inc. 1 Critical queue length in feet/approach,based on 951h percentile queue. # 9511,percentile volumes exceeds capacity,queue may be longer m Volume for 95th percentile queue is metered by upstream signal \\vhb\prollProvidence172189.10\reports\120611 TIS Report-South Windsor Jan 2012 FINALA-41 Traffic is Operations 1 VHB Vanasse Hangen Brustlin,Inc. Table 12 Vehicle Queue Summary(Phase 2) Critical Queue Length(Feet) 2015 Build with Available 2013 Build 2015 No-Build 2015 Build Mitigation Condition Storage Condition(Phase 1) Condition Condition(Phase 2) (Phase2) Intersections Movements Length AM Peak PM Peak AM Peak PM Peak AM Peak PM Peak AM Peak PM Peak Route 5 at 1-291 Northbound LT 400 #85 #183 #94 #190 #94 #190 #94 #190 EB Ramps/ Northbound TH >800 219 #361 222 #368 222 #368 215 322 Ellington Road Northbound RT 550 41 56 41 57 48 59 46 56 Southbound LT 125 m52 m30 m50 m30 m60 m40 m63 m40 Southbound TH >800 #254 146 #338 160 #338 160 117 151 Southbound RT 550 m0 0 m0 0 m0 0 m0 0 Eastbound LT 300 168 159 170 163 167 163 184 189 Eastbound TH >800 160 326 160 331 229 #422 115 185 Eastbound RT 500 0 0 0 0 0 0 0 0 Westbound LT >800 192 123 #196 123 #251 #196 206 149 Westbound LT/TH/RT >800 n/a n/a n/a n/a n/a n/a n/a n/a Westbound LT/TH n/a #206 128 #220 128 #267 #204 216 155 Westbound RT n/a 28 36 29 36 41 42 36 49 Route 5 at 1-291 Northbound LT 350 233 257 237 259 #286 #452 #275 #325 WB Ramps Northbound TH >800 24 17 25 18 32 20 19 38 Southbound TH >800 m344 366 m348 374 m347 374 m335 #389 ' Southbound RT >800 m268 0 m281 0 m285 0 m219 0 Eastbound LT 250 141 94 143 96 149 101 149 101 Eastbound RT >800 41 41 41 41 42 42 42 42 Route 5 at Chapel Northbound LT 300 m13 m29 m13 m29 m13 m29 m13 m31 Road Northbound TH >800 #413 238 #427 242 #426 242 #440 276 Northbound RT 300 m17 19 m17 m18 m18 m18 m33 m15 Southbound LT 250 #174 79 #181 84 #342 #187 #298 139 Southbound TH/RT >800 #604 333 #618 347 #618 347 #573 379 Eastbound LT/THfTR >800 24 24 24 24 24 24 39 28 Westbound LT 400 #387 145 #401 145 #409 #169 #374 143 Westbound TH/RT >800 33 60 34 61 40 130 44 126 Ellington Road at Northbound LT 110 9 16 9 16 10 16 10 16 Chapel Road Northbound TH/RT >800 48 453 49 472 64 547 64 547 Southbound LT/TH >800 200 77 204 77 251 93 251 93 Southbound RT 300 43 22 43 22 45 22 45 22 Eastbound LT 150 38 86 38 86 38 90 38 90 Eastbound TH/TR >800 51 77 55 82 55 82 55 82 Westbound LT 150 73 44 76 45 90 55 90 55 Westbound TH/RT >800 102 76 102 81 102 81 102 81 Source: Vanasse Hangen Brustlin,Inc. 1 Critical queue length in feet/approach,based on 95th percentile queue. # 95th percentile volumes exceeds capacity,queue may be longer m Volume for 951h percentile queue is metered by upstream signal \\vhb\protlprovidence\72189.10treports\120611•TIS Report-South Windsor Jan 2012 FINAL.doc YZ Traffic Operations VM Vanasse Hangen Brustlin,Inc. 6 t Summar y ' This Traffic Impact and Access Study evaluates the traffic impacts associated with the construction of four production studios totaling 164,800 sf, one 29,375 sf studio mill building, 15,000 sf of open storage area for studio related equipment, a 120-room hotel, 16,000 sf of retail space, two 7,000 sf restaurants, and one 8,000 sf restaurant in the northeast quadrant of the intersection of 1-291 and Route 5 in the town of South Windsor, Connecticut.It is anticipated that the Project will be constructed in two phases. Traffic count data and vehicle crash data available from a previous study was used in the preparation of this report. The following is a summary of the study findings: • Despite the ConnDOT seasonal adjustment factors for Group 4-Urban (Station 11) indicating that counts in December is 0.96 for the weekday,the counts in December are relatively lower than previous counts performed in the area. The ConnDOT Forecasting unit has provided adjusted volumes for the existing weekday morning and evening networks for the study area intersections that were used in this study. ' • A review of prior crash data revealed no identifiable safety deficiency trends. There were a relatively low number of accidents at each of the study area intersections. • An annual background growth rate of 1.0 percent was used to project traffic volumes for the 2013 (Phase 1) and 2015 (Phase 2) design years.This growth rate is expected to cover any small developments in the area,including a planned school at the intersection of Longhill Road and Chapel Road. • In order to provide a conservative analysis of the study area intersections (i.e., overestimating the amount of traffic generated by the studio component of the development), trip generation rate were based on 100 percent occupancy of the production studios. Also, it was assumed that 60 percent of the total production studio trips will access the site during each of the peak hours of the adjacent roadway even though empirical data suggests that the percentage would only be in the order of 5 to 10 percent. \\vhb\protlProvidence\72189.10treports\120611 TIS Report-South Windsor Jan 2012 FINALA-43 Conclusions and Recommendations VHB Vanasse Hangen Brustlin,Inc. • Trip distribution for this project was based on existing travel pattern and existing ' turning movement percentages at the intersections within the study area. • The transportation improvement actions recommended for the study area intersections under Phase 1 of the Project include optimization of the signal timings to address operational issues at each location. Additionally, Phase 1 improvements include box-widening the Route 30 westbound approach to Route 5 to provide a dedicated right turn lane, constructing a left-turn lane on the eastbound approach to the proposed site driveway on Route 30 (Ellington Road), and clearing of vegetation adjacent to the proposed driveways to improve sight lines. These improvements have already been approved by the STC for construction. • Proposed improvements to accommodate traffic volumes associated with Phase 2 of the project include box-widening the Route 291 eastbound off-ramp to provide two through lanes,changing the traffic signal phasing at the Route 5/Chapel Road intersection and optimizing traffic signal timings at the time of Phase 2 construction. • In addition to the level of service analysis, queue calculations were performed to evaluate adequacy of the existing storage at each of the study signalized intersections. With the proposed traffic improvements, most vehicle queues are expected to be reduced or comparable to the No-Build conditions. • Analysis indicates that the proposed unsignalized site driveways on Chapel Road and Route 30 (Ellington Road) can handle the estimated traffic volume during the peak analysis periods. Overall, it is the finding of this traffic impact and access study that the surrounding roadway network, enhanced with the proposed off-site traffic improvements, can adequately accommodate the anticipated traffic increases generated by the Project. 1 "v,blprojAProvidence\72189.101reports\720611 TIS Report-South Windsor Jan 2012 FINALA-44 Conclusions and Recommendations �d n ro X1 - ta�2�2 l�f'f'sct7�n X+ar i APPENDIX EXISTING TRAFFIC VOLUMES - ➢ Turning Movement Counts . _ ➢ Automatic Traffic Recorders ➢ Adjusted Peak Hour Turning Movements Counts ACCIDENT ANALYSIS ➢ Collision Diagram ➢ ConnDOT State Route Data-Available Upon Request ➢ Town of South Windsor Accident Reports-Available Upon Request ' BUS ROUTES TRIP GENERATION/TRIP DISTRIBUTION INTERSECTION CAPACITY ANALYSIS ➢ Route 5(John Fitch-Blvd)at I-291 Eastbound Ramps/Route 30 ➢ Route 5(John Fitch Blvd)at I-291 Westbound Ramps ➢ Route 5(John Fitch Blvd)at Chapel Road _ ➢ Route 30(Ellington Road)at Chapel Road ➢ Route 30(Ellington Road)at Proposed Site Drive ➢ Chapel Road at Proposed Site Drive PROPOSED MITIGATION FOR PHASE 1 DEVELOPMENT Existing Traffic Volumes ➢ Turning Movement Counts ➢ Automatic Traffic Recorders Adjusted Peak Hour Turning Movements Counts 1 Connecticut Counts Inc. Kensington, Connecticut 06037 ' (860) 828-1693 Route 5 at Route 30/1-291 EB Ramps File Name : 9203 South Windsor, Connecticut Site Code : 9203 Start Date : 12/3/2009 Page No : 1 1 _ _ Groups Printed-Unshifted-Bank 1 -Bank 2 _ Route 5 Route 30 Route 5 1-291 Eastbound Ramps From North From East From South From West Start Time Right Thru Left-1Peds I ,.rav Right I Thru I Lett I Peds n�Tom Right ThN Lett Peds nn.row Right Thnt Left Peds n�rm I;Total 07:00 AM 12 115 5 0 132 9 4 62 0 75 13 110 11 0 134 41 20 58 0 119 460 07:15 AM 28 164 6 0 198 7 15 81 0 103 24 119 14 0 157 43 21 87 0 151 609 07:30 AM 25 198 13 0 236 17 9 98 0 124 12 146 17 0 175 58 16 104 0 178 713 07:45 AM 22 188 14 0 224 10 6 73 0 89 19 130 17 0 166 62 19 87 0 168 647 Total 87 665 38 0 790 �43 34 314 0 391 68 505 59 0 632 204 76 336 0 616 2429 08:00 AM 15 187 13 0 215 9 4 77 0 90 20 134 17 0 171 46 24 88 0 158 634 1 08:15 AM 22 170 3 0 195 9 10 65 0 84 11 107 11 0 129 46 15 79 0 140 548 = 08:30 AM 30 143 14 0 187 11 3 38 0 52 15 138 31 0 184 44 23 78 0 145 568 08:45 AM 31 111 5 0 147 9 7 38 0 54 12 127_ 16 0 155 62 16 76 0 154 510 Total 98 611 35 0 744 38 24 218 0 280 58 506 75 0 639 198 78 321 0 597 2260 ' Grand Total 185 1276 73 0 1534 81 58 532 0 671 126 1o11 134 0 1271 402 154 657 0 1213 4689 Appreh% 12.1 83.2 4.8 0 12.1 8.6 79.3 0 9.9 79.5 10..5 0 33.1 12.7 54.2 0 _ _Total% 3.9 27.2 1.6 0 32.7 1.7 1.2 11.3 0 14.3 2.7 21.6 2.9 0 27.1 8.6 3.3 14 0 25.9 Unshifted 160 1236 ___---- -- ' %Unshifted 86.5 96.9 98.6 0 95.7 -98.8 96.6 99..6 0 99.3 96.8 96.3 91 0 95.8 89.3 97.4 92.2 0 91.9 47.6 _ Bank 1 23- 30 1 0 54 1 2 1 0� 4 4 32 11 0 47 18 3 50 0 71 176 •Bank 1 12.4 2.4 1A 0 3.5 1.2 3.4 0.2 0 0.6 3.2 128.2 0 3..7 4.5 1.9 7.6 0 5.9 1.9 - Bank 2 --2 10 0 -0---12 0 0 -1-- 0- 1 - 0 --5 1-- -U ---6 25----1 1_.._.._0 27 46 1 %Bank 2 1.1 0..8 0 0 0..8 0 0 0.2 0 0.1 0 0.5 0.7 0 0.5 6.2 0.6 0.2 0 2.2 0..5 1 1 1 j 1 Connecticut Counts Inc. Kensington, Connecticut 06037 ' {860) 828-1693 File Name : 9203 Site Code : 9203 Start Date : 12/3/2009 Page No : 2 Route 5 Route 30 Route 5 1-291 Eastbound Ramps ' From North From East From South From West Start Right Thru Left Peds Time g npp.rm Right Thru Left Peas -ron Right Thn, Left Peds aon.rm Right Thru Left Peds ao,Taa mt.Total Peak Hour Analysis From 07:00 AM to 08:45 AM-Peak 1 of 1 Peak Hour for Entire Intersection Begins at 07:15 AM 07:15 AM 28 164 6 0 198 7 15 81 0 103 24 119 14 0 157 43 21 87 0 151 609 07:30 AM 25 198 13 0 236 17 9 98 0 124 12 146 17 0 175 58 16 104 0 178 713 ' 07:45 AM 22 188 14 0 224 10 6 73 0 89 19 130 17 0 166 62 19 87 0 168 647 08:00 AM 15 187 13 0 215 9 4 77 0 90 20 134 17 0 171 46 24 88 0 158 634 Total volume 90 737 46 0 873 43 34 329 0 406 75 529 65 0 669 209 80 366 0 655 2603 %App.Total 10..3 84.4 5.3 0 10.6 8.4 81 0 11.2 79.1 9.7 0 31.9 12.2 55.9 0 PHF .804 .931 .821 .000 .925 1.632 .567 .839 .000 .819 .781 6 .956 .000 956 .843 .833 .880 .000 .920 .913 .90 IRoute Out 1n Total 938 873 1811 901 7371 461 0 Right Thru Left Peds Peak Hour Data Eao J T o (a ^w - ~ 1 f North OD C>, c �i ro H � -2 w o y 0— Peak Hour Begins at 07:15 AM r a S a u m 04 Unshifted a -S T C' Bank 1 a) I Bank 2 m o m a CL No �— ' Left Thru Right Peds 65 529 751 0 1275 1 669 =9�4] 1 Out to Total Route 5 Connecticut Counts Inc. Kensington, Connecticut 06037 ' (860) 828-1693 Route 5 at Route 30/1-291 EB Ramps File Name : 9204 South Windsor, Connecticut Site Code : 9204 Start Date : 12/3/2009 Page No : 1 Groups Printed-Unshifted_-Bank 1-Bank 2 Route 5 _ Route 30 Route 5 1-291 Eastbound Ramps From North From East From South From West Start Time Right Thru Left Pe_ds n�.raa Right That Lett Peds brae, Right Thru left Peds a,o.ras Right Thru Left Peds no,,.raa trd.Total 04:00 PM 48 125 2 0 175 10 8 29 0 47 34 147 29 0 210 41 78 88 0 207 639 04:15 PM 34 114 1 0 149 17 13 40 0 70 63 153 33 0 249 68 66 94 0 228 696 04:30 PM 47 177 4 0 228 6 10 30 0 46 70 197 42 0 309 53 89 114 0-256 839 04:45 PM 25 140 6 0 171 10 22 25 0 57 52 170 38 0 260 67 85 89 0 241 729 Total 1 154 556 13 0 7231 43 53 124 0 220 219 667 142 0 10281 229 318 385 ^0 9321 2903 05:00 PM 35 144 5 0 184 27 15 28 0 70 57 197 41 0 295 68 98 108 0 274 823 05:15 PM 26 134 5 0 165 17 7 27 0 51 70 187 27 0 284 69 102 85 0 256 756 05:30 PM 25 126 8 0 159 14 5 16 0 35 68 177 29 0 274 51 91 87 0 229 697 05:45 PM 27 116 13 0 156 13 9 37 0 59 71 167 17 0 255 52 96 91 0 239 709 Total 113 520 31 0 664 71 36 108 0 215 266 728 114 0 1108 240 387v 371 TO 998 2985 ' Grand Total 267 1o76 44 0 1387 114 89 232 0 435 485 1395 256 0 2136 469 705 756 0 1930 5888 Apprch% 19.3 77.6 3.2 0 26,2 20..5 53.3 0 22..7 65.3 12 0 24.3 36.5 39.2 0 Total% _4.5 18.3 0.7 0 23.6 1.9_ 1.5 3.9 0 7.4 8.2 23.7 4.3_ 0 36.3 8 12 12.8 0 32.8 _ Unshifted 260 1051 1367 ' %Unshifted 97.4 97.7 100 0 97.7 98.2 100 100 .0 99.5 100 98 97.3 0 98.4 93 99.995 0 9.6.3 48.8 Bank1 7 18 0 0 25 2 0 0 _0 2 0 24 5 0 29 12 1 37 0 50 106 %Bank 1 1 2.6 1_.7 0 0 1.8 1.8 0 0 0 0.5 0 1.7 2 0 1.4 2.6 0.1 4.9 _ 0_ 2.6 0.9_ Bank 2 0 7 0 0 7 0 0 0 0 0 0 4 2 0 6 21 0 1 0 22 35 ' %Bank 2 0 0.7 0 0 0.5 0 0 0 0 0 0 0.3 0.8 0 0.3 4.5 0 0.1 0 1.1 0.3 Connecticut Counts Inc. Kensington, Connecticut 06037 , (860) 828-1693 File Name : 9204 Site Code : 9204 ' Start Date : 12/3/2009 Page No : 2 Route 5 Route 30 Route 5 1-291 Eastbound Ramps From North From East From South From West Start Right Thru Left Peds — _— — v Time g nw Tem Right Thru Left Peds noc.Tm� Right Thru Left Peds yp.Tem Right ThrU Left Peds ap raw int.Totai Peak Hour Analysis From 04:00 PM to 05:45 PM-Peak 1 of 1 Peak Hour for Entire Intersection Begins at 04:30 PM 04:30 PM 47 177 4 0 228 6 10 30 0 46 70 197 42 0 309 53 89 114 0 256 839 04:45 PM 25 140 6 0 171 10 22 25 0 57 52 170 38 0 260 67 85 89 0 241 729 05:00 PM 35 144 5 0 184 27 15 28 0 70 57 197 41 0 295 68 98 108 0 274 823 05:15 PM 26 134 5 0 165 17 7 27 0 51 70 187 27 0 284 69 102 85 0 256 756 Tow volume 133 595 20 0 748 60 54 110 0 224 249 751 148 0 1148 257 374 396 0 1027 3147 %App.Total 17.8 79.5 2.7 0 26.8 24.1 49.1 0 21.7 65.4 12.9 0 25 36.4 38.6 0 PHF .707 .840 .833 .000 .820 .556 .614 .917 .000 .800 .889 .953 .881 .000 .929 .931 .917..868 .000 937 . 338 ' Koute Out In Total 1207 748 1955 13315951 201 0 Right Thru Left Peds 4J Peak Hour Data N Co j _ A E�� �o HE° a North 3 ' O ii�� �.. Peak Hour Begins at 04:30 PM `° `�1 Unshi ted I zz p 5 1 Bank 1 v Bank 2 m 0 +1 i r Left Tnru Right Peds 148 751 2491 0 962 1148 2110 Out In Total Route 5 Connecticut Counts Inc. ' Kensington, Connecticut 06037 (860) 828-1693 Route 5 at 1-291 WB Ramps File Name : 9212 South Windsor, Connecticut Site Code : 9212 Start Date : 12/3/2009 Page No : 1 Groups Printed-Unshifted-Bank 1-Bank 2 Route 5 Route 5 1-291 Westbound Ramps ' From North From East From South From West Start Time Right Thru Left Peds ,r„,� Right Thru left Peds .raw Right Tq- Lett Peds .ram Right Thru LBft Pe ds n�.raa iM 7otai 07:00 AM 134 119 0 0 253 0 0 0 0 D 0 91 65 0 156 25 6 47 0 78 487 07:15 AM 197 198 0 0 395 0 0 0 0 0 0 131 70 0 201 29 0 71 0 100 696 07:30 AM 189 230 0 0 419 0 0 0 0 0 0 180 108 0 288 27 0 75 0 102 809 07:45 AM 167 203 0 1 371 0 0 0 0 0 0 127 80 0 207 41 0 90 0 131 709 Total 687 750 0 1 14381 0 0 0 0 0 0 529 323 0 852 122 6 283 0 411 2701 08:00 AM 131 160 0 0 291 0 0 0 0 0 1 114 85 0 200 22 0 65 0 87 578 08:15 AM 115 161 0 0 276 0 0 0 0 0 0 110 81 0 191 21 0 57 0 78 545 08:30 AM 105 134 0 0 239 0 0 0 0 0 0 121 66 0 187 15 0 35 0 50 476 08:45 AM 94 135 0 0 _ 229 0 0 0 0 0 0 107 76 0 183 11 0 32 0 43 455 Total 445 590 0 0 1035 0 0 0 0 0 1 452 308 0 761 69 0 189 0 258 2054 1 Grand Total 1132 1340 0 1 2473 0 0 0 0 0 1 981 631 0 1613 191 6 472 0 669 4755 Apprch% 45.8 54.2 0 0 0 0 0 0 0.1 60..8 39.1 0 28.6 0..9 70.6 0 Total% 23..8 28.2 0 0 52 0 0 0 0 0 0 20.6 13..3 0 33.9 4 0.1 9.9 0 14.1 Unshifted 1021 1188 ---- - -� ---- ' %Unshifted 90.2 88.7 0 100 89.4 0 0 0 0 0 0 86.7 94.8 0 89.8 91.6 100 93.4 0 93 45 Bank 105 147 0 0 252 0 0 0 0 0 0 123 30 0 153 12 0 26 0 38 443 %Bank 1 9.3 11 0 0 10.2 0 0 0 0 0 0 12.5 4_.8 _0 _9.5 6.3 0 5..5 0 5.7 4.7 Bank 2 6 5 0 0 11 0 0 0 0 0 1 7 3 0 11 4 0 5 0 9 31 ' %Bank 2 0..5 0.4 0 0 0.4 0 0 0 0 0 100 0..7 0.5 0 0.7 2.1 0 1.1 0 13 0.3 Connecticut Counts Inc. Kensington, Connecticut 06037 , (860) 828-1693 File Name : 9212 Site Code : 9212 , Start Date : 12/3/2009 Page No : 2 Route 5 Route 5 1-291 Westbound Ramps From North From East From South From West Start Right Thru Left Pads �,.raa Right Thru Leff Peds ' Time n,P r«� Right Thru Left Peds nov,rd� Right Thru Left Peds p�rdy Int Toter Peak Hour Analysis From 07:00 AM to 08:45 AM-Peak 1 of i Peak Hour for Entire Intersection Begins at 07.15 AM 07:15 AM 197 198 0 0 395 0 0 0 0 0 0 131 70 0 201 29 0 71 0 100 696 07:30 AM 189 230 0 0 419 0 0 0 0 0 0 180 108 0 288 27 0 75 0 102 809 07:45 AM 167 203 0 1 371 0 0 0 0 0 0 127 80 0 207 41 0 90 0 131 709 08:00 AM 131 160 0 0 291 0 0 0 0 0 1 114 85 0 200 22 0 65 0 87 578 Total volume 684 791 0 1 1476 0 0 0 0 0 1 552 343 0 896 119 0 301 0 420 2792 %App.Total j 46.3 53.6 0 0.1 1 0 0 0 0 0.1 61.6 38.3 0 28.3 0 71.7 0 PHF 1 .868 .860 .000 .250 .881 1.000 .000 ..000 .000 .000 .250 .767 .794 .000 _778 ..726 .000 .836 .000 .802 .863 ' Houte Out In Total 853 1476 1 2329 684 791 1 Right Thru Peds ' 4j Peak Hour Data a.o� � >_� ors 10 "� Norlh Peak Hour Begins at 07:15 AM m � m o y Unshifted 5 c a Bank 1 c�O� Bank 2 - Left Thru Peds 343 552 0 910 895 IDA661 Out In Total Route 5 Connecticut Counts Inc. ' Kensington, Connecticut 06037 (860) 828-1693 Route 5 at 1-291 WB Ramps File Name : 9213 South Windsor, Connecticut Site Code : 9213 Start Date : 12/3/2009 Page No : 1 r _ Groups Printed-U_nshifted-Bank 1 -Bank 2 Route 5 Route 5 1-291 Westbound Ramps From North From East From South From West Start Time _mghtj Thru LLeftiPeds . Thru Left Peds nq.rgm- Right Thru Left Peds __Right_[_ ---_- - ..._.-.. n,p.roei__Right Thru Lett Peds ,�.rmi InL Total_ 04:00 PM 78 130 0 0 208 0 0 0 0 0 0 198 107 0 305 12 0 32 0 44 557 04:15 PM 80 146 0 0 226 0 0 0 0 0 0 191 64 . 0 255 19 0 51 0 70 551 ' 04:30 PM 90 168 0 0 258 0 0 0 0 0 0 207 109 0 316 13 2 31 0 46 620 04:45 PM 82 176 0 0 258 0 0 0 0 01 0 206 86 0 2921 10 0 45 0 55 605 Total 330 620 0 0 950 1­26­0 0 0 01 0 802 366 0 1168 54 2 159 0 215 2333 05:00 PM 112 177 0 0 289 0 0 0 0 0 0 218 103 0 321 31 2 40 0 73 683 05:15 PM 107 147 0 0 254 0 0 0 0 0 0 200 87 0 287 6 0 62 0 68 609 05:30 PM 93 134 0 0 227 0 0 0 0 0 0 192 58 0 250 19 1 31 0 51 528 05:45 PM 88 98 0 0 186 0 0_ 0_0 0 0 148 85 0 233 12 0 30_ 0 42 461 Total 400 556 0 0 956 0 0 0 0 0 0 758 333 0 1091 68 -3 163 0 234 2281 Grand Total 730 1176 0 0 1906 0 0 0 a 0 0 TSso 699 0 2259 122 5 322 0 449 4614 Apprch% 38.3 61.7 0 0 0 0 0 0 0 69.1 30.9 0 27.2 1.1 71.7 0 _ Total% 15..8 25.5 0 0 41.3 0 0 0 0 0 0 33.8 15.1 0 49 2.6 0.1 7 0 9.7 Unshifted 702 1140�-- - --- --- ---14e4 ------ -- -- ---- ' _%U_nshifted 96.2 96.9 0 0 96.6 0 0 0 0 0 0 9.5.1 9.6.9 0 95.7 90.2 100 90.7 0 90.6 47.8 Bank 1 23 29 0 0 52 0 0 0 0 0 0 73 18 0 91 11 0 30 0 41-. 184 _%_Bank 1 3.2 2.5 0 0 2.7 _0 0 0 0 0 0 4.7 2.6 0 4 9 0 9.3 0 9_.1 2_ Bank 2 5 7 0 0 - 12 0 0 0 0 0 0 3 4 0 7 1 0 0 0 1 20 i %Bank 2 0.7 0.6 0 0 0.6 1 0 0 0 0 0 0 0.2 0..6 0 0,3 0.8 0 0 0 0.2 0.2 r 1 Connecticut Counts Inc. Kensington, Connecticut 06037 ' (860) 828-1693 File Name : 9213 Site Code : 9213 ' Start Date : 12/3/2009 Page No : 2 Route 5 Route 5 1-291 Westbound Ramps From North From East From South From West Start Right Thru Left Peds Time npµ Tam Rignt ThN Left Peds ,,,ray Right Thru Left Peas w„T«„ Right Tnn1 Left Peds A�.r,r� Int Total Peak Hour Analysis From 04:00 PM to 05:45 PM-Peak 1 of 1 Peak Hour for Entire Intersection Begins at 04:30 PM 04:30 PM 90 168 0 0 258 0 0 0 0 0 0 207 109 0 316 13 2 31 0 46 620 04:45 PM 82 176 0 0 258 0 0 0 0 0 0 206 86 0 292 10 0 45 0 55 605 ' 05:00 PM 112 177 0 0 289 0 0 0 0 0 0 218 103 0 321 31 2 40 0 73 683 05:15 PM 107 147 0 0 254 0 0 .0 0 0 0 200 87 0 287 6 0 62 0 68 609 Total volume 391 668 0 0 1059 0 0 0 0 0 0 831 385+ 0 1216 60 4 178 0 242 2517 %App.Total 36.9 63.1 0 0 0 0 0 0 0 68.3 31.7 0 24.8 1.7 73.6 0_ PHF .873 .944 .000 .000 .916 1 .000 _000 .000 .000 —.000 .000 .953 .883.000 .947 .484 .500 .718 .000 Route Out In Total 1009 t059 �068] 3911 668 0 Right Thru Peds ' 4- 1 rs Peak Hour Data N+�� r ! e�T �*� I 1 c6 North _c a CotO m Peak Hour Begins at 04:30 PM Unshifted m n . I Bank 1 O� Lank 2 _ r i E 4- 1 T � Left Thru Peds 385 8311 0 I I1 728�12161944 j Out In Total 1Route 1 ' t r Connecticut Counts Inc. ' Kensington, Connecticut 06037 (860) 828-1693 Route 5 at Chappel Road File Name : 9209 South Windsor, Connecticut Site Code : 9209 Start Date : 12/3/2009 Page No : 1 Groups Printed-Unshifted-Bank 1 -Bank 2 Route 5 Chappel Road Route 5 Chappel Road From North From East From South From West Start Time Right Thru Lett Peds ate- Right Thal Left Peds norm Right Thru Lett Peds ne.rm Right Thru Left Peds a .Tdw lnt.Totat 07:00 AM 1 172 22 0 195 17 0 54 0 71 41 245 11 0 297 7 5 2 0 14 577 07:15 AM 4 238 26 0 268 23 3 94 0 120 19 165 6 0 190 12 3 3 0 18 596 07:30 AM 0 255 19 0 274 11 1 98 2 112 21 178 2 3 204 8 4 2 0 14 604 07:45 AM 0 290 16 0 306 15 2 111_ 0 128 23 226 2 0 251 15 3 2 0 20 705 Total 5 955 83_ 0 10431 66 6 357 2 431 1 104 814� 21 3 9421 42 15 9 0 661 2482 08:00 AM 1 249 14 0 264 23 2 97 0 122 23 198 2 0 223 8 3 0 0 11 620 08:15 AM 1 254 24 0 279 17 1 98 0 116 21 197 1 1 220 15 7 3 0 25 640 08:30 AM 0 259 12 0 271 14 2 73 2 91 24 178 2 1 205 3 5 1 0 9 576 08:45 AM 1 212 30 0 243 7 2 62 _0 71 10 139_ 2 1 152 7 2 2 0 11 477 Total 3 974 80 0 1057 61 7 330 2 400 78 712 7 3 800 33 17 6 0 56 2313 Grand Total 8 1929 163 0 2100 127 13 687 4 831 182 1526 28 6 1742 75 32 15 0 122 4795 Appreh% 0.4 91..9 7.8 0 15.3 1.6 82.7 0..5 10.4 87.6 1.6 0.3 61..5 26..2 12.3 0 = Total% 0.2 40.2 3.4 0 43.8 2.6 0.3 14.3 0.1 17.3 18 31.8 0.6 0.1 36.3 1.6 0.7 0.3 0 2.5 Unshifted 6 1726 '--^! --- 1388- '- ' %Unshifted 75 89.5 92.6 0 89.7 92.1 76.9 98.1 100 96.9 92.9 91 96._4 100 91.3 9_8.7 96.9 93.3 0 97.5 45.8 Bank-1- 1 192 12 0 205 6 0 10 0 16 11 125 1 0 137 1 0 1 0 2 360 •Bank 1 12..5 10 7.4 0 _9.8 4.7 0 1.5 0 1.9 6 8.2 3_.6 0 7.9 1.3 0 6.7 0 1.6 3.8 _• Bank 2 1 11 0 -0 12 4 3 3 0 10 2 13 0 0 15 0- 1 0 0 1 38 ' %Bank 2 12.5 0.6 0 0 0.6 3.1 23.1 0..4 0 1.2 1.1 0.9 0 0 0.9 0 11 0 0 0..8 0..4 1 Connecticut Counts Inc. Kensington, Connecticut 06037 ' (860) 828-1693 File Name : 9209 Site Code : 9209 ' Start Date : 12/3/2009 Page No : 2 Route 5 Chappel Road Route 5 Chappel Road From North From East From South From West Start Rig ht ThN Left Peds ' Tlme 9 AM ruw Right ThN Left Peds Aap-rar Right Thru Left Peds nw,ray Right Thru Left Peds App TaUI Int.Total Peak Hour Analysis From 07:00 AM to 08:45 AM-Peak 1 of 1 Peak Hour for Entire Intersection Begins at 07:30 AM 07:30 AM 0 255 19 0 274 11 1 98 2 112 21 178 2 3 204 8 4 2 0 14 604 ' 07:45 AM 0 290 16 0 306 15 2 111 0 128 23 226 2 0 251 15 3 2 0 20 706 08:00 AM 1 249 14 0 264 23 2 97 0 122 23 198 2 0 223 8 3 0 0 11 620 08:15 AM 1 254 24 0 279 17 1 98 0 116 21 197 1 1 220 15 7 3 0 25 640 Total volume 2 1o48 73 0 1123 66 6 404 2 478 88 799 7 4 898 46 17 7 0 70 2569 %App.Total 1 0.2 93.3 6.5 0 13.8 1.3 84.5 0.4 9.8 89 0.8 0.4 65.7 24.3 10 _0 PHF .500 _903 .760 .000 917 .717 .750 .910 .250 .934 .957 .884 ..875 .333 .894 .767 ..607 .583 .000 .700 911 Route Out In Total 872 11231 1995 21 10481 731 0 Right Thru Left Peds ' L+ Peak Hour Data �� r � ? ' o I O - 3 North °D Q— y Peak Hour Begins at 07:30 AM m �n to r m �m E Unshifted a °m Di Bank 1 — 0 n Bank 2 I ' n. w N rn— � I 1 4-1 T r Left Thru Right Peds 7 799 881 4 1 W FIR 2396 Out In Total Route Connecticut Counts Inc. Kensington, Connecticut 06037 ' (860) 828-1693 Route 5 at Chappel Road File Name : 9210 South Windsor, Connecticut Site Code : 9210 Start Date : 12/312009 Page No : 1 Groups Printed-Unshifted-Bank 1 -Bank 2 Route 5 Chapel Road Route 5 Chapel Road From North From East From South From West ' Start Time Right ThN Left Peds �.rw Right Thru left Peds �.r„, Right Thna t eft Peds nrp.ra� Right Thru Left Peds app-Tom Int Total 04:00 PM 23 211 21 0 255 _12 3 27 0 42 20 188 6 0 214 2 3 0 0 5 516 04:15 PM 2 257 17 0 276 10 4 34 0 48 13 225 6 1 245 11 4 0 1 16 585 ' 04:30 PM 0-224 12 0 236 11 2 34 0 47 37 224- 6 1 268 4 3 0 0 7 558 04:45 PM 3 246 11 0 260 10 5 33 0 48 14 198 0 0 212 15 5 0 0 20 540 Total 28 938 61 0 0027 43 14 128 0 185 84 835 18 2 939 32 15 0 1 48 2199 05.00 PM 1 268 13 0 282 14 3 26 0 43 27 218 7 1 253 9 5 1 0 15 593 05:15 PM 96 258 9 0 363 13 5 34 0 52 33 278 7 0 318 4 2 0 0 6 739 05:30 PM 10 208 5 0 223 9 3 33 0 45 34 179 0 0 213 7 3 1 0 11 492 05:45 PM 2 238 12 0 252 12_ 0 28 0 40 27 208 2 0 237 4 7 0 0 11 540 Total 109 972 39 0 1120 48 11 121 0 180 121 883 16 1 1021 24 17 2 0 43 2364 Grand Total 137 1910 100 0 2147 91 25 249 0 365 205 1718 34 3 1960 56 32 2 1 91 4563 Apprch% 6.4 89 4.7 0 24.9 6..8 682 0 10.5 87.7 1.7 0.2 61..5 35.2 2.2 1.1 = Total% 3 41.9 2.2 _ 0 47.1 2 0..5 5.5 0 8 4.5 37.7 0.7 0.1 43 1.2 0.7 0 0 2 Unshifted 133 1839 1598 ' %Unshifted 97.1 96.3 94 _ 0 96.2 94.5 96 96.8 0 96.2 96.1 93 94.1 66.7 93.3 100 96.9 100 100 98.9 47.5 Bank 1 - 4 60 5 0 69 2 0 6 0 8 6 118 2 -^1_ 127 -0�1 -0 - 0 - 1 205 %Bank 1 2.9 3.1 5 0 12 2..2 0 2.4 0 2.2 2.9 6.9 5.9 33.3 6.5 0 3.1 0 0 _ 1.1 2.2 Bank Z 0 11 1 0 12 3 1 2 0 6 2 2 0 0 4 0 0 0 0 0 22 %Bank 2 0 0.6 1 0 0.6 3.3 4 0.8 0 1..6 1 0.1 0 0 0.2 0 0 0 0 0 0..2 Connecticut Counts Inc. Kensington, Connecticut 06037 , (860) 828-1693 File Name : 9210 Site Code : 9210 Start Date : 12/3/2009 ' Page No : 2 Route 5 Chapel Road Route 5 Chapel Road From North From East From South From West Start Right Thru Left Peds ' Time ron T� Right Thrt7 Left Peds qpp-ram Right Thru Left Peds App-rea Right Thru Left Peds npp Tay (M Total Peak Hour Analysis From 04:00 PM to 05:45 PM-Peak 1 of 1 Peak Hour for Entire Intersection Begins at 04:30 PM 04:30 PM 0 224 12 0 236 11 2 34 0 47 37 224 6 1 268 4 3 0 0 7 558 04:45 PM 3 246 11 0 260 10 5 33 0 48 14 198 0 0 212 15 5 0 0 20 540 ' 05:00 PM 1 268 13 0 282 14 3 26 0 43 27 218 7 1 253 9 5 1 0 15 593 05:15 PM 96 258 9 0 363 13 5 34 0 52 33 278 7 0 318 4 2 0 0 6 739 Totat volume 100 996 45 0 1141 48 15 127 0 190 111 918 20 2 1051 32 15 1 0 48 2430 %App.Total , 8.8 87.3 3.9 0 25.3 7.9 66.8 0 10.6 87.3 1.9 0.2 66.7 31.2 2.1 0 PHF .260 .929 .865 .000 786 -857 .750 .934 .000 .913 .750 .826 .714 .500 .826 .533 .750 .250 .000 .600 .822 Koute Out In Total ' } 967 1141 2108 _MOOt 996L 451 0 - Right Thru Lent Peds ' Peak Hour Data �m North i c v t- a (Peak Hour Begins at 04:30 PM M m ar c r o R .. Unshifted O Bank 1 V o v Bank 2 @ a mo ' 4� T r Left Thru Right Peds 20 918 1111 2 1155 1051 12206 Out In Total Ro 5 Connecticut Counts Inc. Kensington, Connecticut 06037 (860) 828-1693 Ellington Road at Chapel Street File Name : 9206 South Windsor, Connecticut Site Code : 9206 Start Date : 12/3/2009 Page No : 1 Groups Printed-Un_s_hifted-Bank 1 -Bank 2 Route 30 Chapel Street Route 30 Chapel Street From North From East From South From West Est.'--me Right Thru Left Peds a .roy Right Thru Lef Right Thru Left I Peds Inco.Tam Right I Thru I Left I Peds Inoo.rar IM.Total 07:00 AM 37 42 3 0 82 4 16 6 0 26 1 16 1 0 18 6 6 4 0 16 142 07:15 AM 56 59 4 0 119 4 17 15 0 36 1 16 5 0 22 6 9 7 0 22 199 ' 07:30 AM 78 72 4 0 154 6 18 10 0 34 2 22 2 0 26 10 11 7 0 28 242 07:45 AM 65 79 5 0 149 8 22 17 0 47 4 18 1 0 23 6 17 9 0 32 251 Totat 236 252 16 0 504 22 73 48 0 143 8 72 9 0 89 28 43 27 0 98 834 08:00 AM 71 66 3 0 140 3 27 13 0 43 3 26 3 0 32 6 15 15 0 36 251 ' 08:15 AM 61 65 3 0 129 9 22 7 0 38 7 20 5 0 32 4 12 11 0 27 226 08:30 AM 47 69 5 0 121 5 17 11 0 33 5 19 4 0 28 5 12 17 0 34 216 08:45 AM 34 39 3 0 76 2 13 11 0 26 10 27 0 0 37 3 7 11 0 21 160 Total 213 239 14 0 466 19 79 42 0 140 25 92 12 0 129 18 46 64 0 118 853 Grand Totai 449 491 30 0 970 41 152 90 0 283 33 164 21 0 218 46 89 81 0 216 1687 Apprch% 46.3 50.6 3.1 0 14.5 53.7 31,8 0 15.1 75.2 9..6 0 21.3 41.2 37.5 0 = Total% 26.6 29.1 1.8 0 57.5 2.4 9 5.3 0 _16.8 2 9.7 1.2 0 12..9 2.7 _5.3 4.8 _ 0 12.8 Unshifted 440 482 30 0 952 35 147 89 0 271 33 149 18 _ 0 200 45 84 76 0 205 1628 ' %Unshifted_- -- - --_-..- _ Bank 1 3 4 0 0 7 1 3 0 0 4 0 10 2 0 13 1 4 V 2 0 7 31 %Bank 1 0.7 0.8 0 0 0.7 2.4 2 0 0 1_.4 0 6.1 14.3 _0 6 2.2 _4_.5 2.5 0 3_.2 0.9 Bank 2 v6 5 0 0 11 5� 2 1 0 8 0 5 0 0 5 0 1 3 -�0 4 28 %Bank 2 1.3 1 0 0 1.1 12.2 1.3 1-.1 0 2.8 0 3 0 0 2.3 0 1.1 3..7 0 I A 0.8 Connecticut Counts Inc. Kensington, Connecticut 06037 (860) 828-1693 File Name : 9206 Site Code : 9206 ' Start Date : 12/3/2009 Page No : 2 Route 30 Chapel Street Route 30 Chapel Street From North From East From South From West Start Ri ht Thru Left Peds - — _ — ' Time g neo.r<a Right Thru Left Peds a�.rm Right Thru Left Pads rcvraa Right Thru Left Peds I Awraa Int. Peak Hour Analysis From 07:00 AM to 08:45 AM Peak 1 of 1 Peak Hour for Entire Intersection Begins at 07:30 AM 07:30 AM 78 72 4 0 154 6 18 10 0 34 2 22 2 0 26 10 11 7 0 28 242 07:45 AM 65 79 5 0 149 8 22 17 0 47 4 18 1 0 23 6 17 9 0 32 251 , 08:00 AM 71 66 3 0 140 3 27 13 0 43 3 26 3 0 32 6 15 15 0 36 251 08:15 AM 61 65 3 0 129 9 22 7 0 38 7 20 5 0 32 4 12 11 0 27 226 Total volume 275 282 15 0 572 26 89 47 0 162 16 86 11 0 113 26 55 42 0 123 970 %App.Total 48A 49.3 2.6 0 1 16 54.9 29 0 14.2 76.1 9.7 0 21.1 44.7 34.1 0 , PHF .881 :892 .750 .000 929 .722 .824 .691 .000 .862 .571 .827 .550 A00 .883 .650 e809 .700 .000 .854 .96fi Route 30 Out In Total ' 154 572 726 275 282 15 0 Right Thru Left Peds , Peak Hour Data �� &�� �� Tno North C r ~ C C. 'O — Peak Hour Begins at 07:30 AM 5 Q N r N W Unshifted `x Bank 1 O" o 0 Bank 2 a 0, IL o a— ' F► Left Thru Right Peds 111 861 161 0 355 113i I468 Out In Total Roude 30 Connecticut Counts Inc. ' Kensington, Connecticut 06037 (860) 828-1693 Chappel Street at Ellington Road File Name : 9207 ' South Windsor, Connecticut Site Code ; 9207 Start Date : 12/3/2009 Page No : 1 _ Groups Printed-Unsh_ift_ed-Bank 1-Bank 2 Route 30 Chapel Street Route 30 Chapel Street ' From North From East From South From West Start Time Right Thru Left Peds n�.rm Right Thru Left Peds np,rm Right Thru Left Peds 04:00 PM 12 18 4 0 34 5 15 4 0 24 14 77 3 0 94 RIg5 T 16 L17 P�0 38 190 04:15 PM 25 21 8 0 54 4 11 3 0 18 20 97 8 0 125 3 11 17 0 31 228 ' 04:30 PM 15 27 3 0 45 2- 6 6 1 15 20 111 3 1 135 5 13 19 0 -37 232 04:45 PM 15 25 7 0 47 4 24 3 0 31 29 123 7 0 159 5 18 15 0 38 275 Total 67 91 22 0 180 15 56 16 1 88 83 408 31 1 513 18 58 68 0 1441 925 05:00 PM 29 19 3 0 51 5 9 7 0 21 34 108 5 0 147 4 26 19 0 49 268 ' 05:15 PM 15 23 6 0 44 4 18 8 0 30 39 122 10 0 171 5 14 32 0 51 296 05:30 PM 25 21 4 0 50 9 17 7 0 33 26 122 2 0 150 2 11 25 0 38 271 05:45 PM 19 21 0 1 41 8 17 _10 0 35 15 _88 3_ 0 106 1 20 8 0 29 211_ Total 88 84 13 1 186 -26 61 32 ^0 _ 119 114 440 20 0 574 12 71 84 0 167 -1046 ' A Grand rch%i 155 47 5 35 0..3 366 41 117 19 8 56 5 2 48 0..1 207 1 97 848 41 1 1087 30 129 152 0 311 1971 PP 8.1 78 3.8 0..1 9.6 41..5 48.9 0 Total% 7.9 8.9 1.8 0.1 18.6 2.1 5.9 2-4 0.1 10.5 10 43 2.1 0_.1 55.1 1-5 6.5 T7 0 15.8 Unshifted 149 172 33 1 355 40 115 47 1 203 197 841 40 1 1079 28 123 149 -_0 301_ 1938 ' _%Unshifted -- - - --- - - Bank 1 3 3 0 0 6 0 0 0 0 0 0 2 1 0 3 1 6 1 p 8 17 %Bank 1 1.9 1.7 0 0 1.6 0 _ 0 0 0 0 0 0.2 2.4 0 0_.3 3.3 4 ..4__.7 0.7 0_ 2.6 0 Bank 2 3 0 2 D 5 1 2. 1 0 4 0 5 0 0 5 -0 0 2 0 2 16 %Bank 2 1.9 0 5.7 0 1..4 2.4 1-7 210 1.9 0 0-6 0 0 0.5 0 0 1.3 0 0.6 0.4 1 Connecticut Counts Inc. Kensington, Connecticut 06037 (860) 828-1693 File Name : 9207 Site Code : 9207 Start Date : 12/3/2009 Page No : 2 Route 30 Chapel Street Route 30 Chapel Street From North From East From South From West Stan Time Right r Thru I Left I Peds Right Thru Left Peds a .rae� Right Thru Left Peds aoa.raw Righf Thty Left Peds aPp -� .race Int Total Peak Hour Analysis From 04:00 PM to 05:45 PM-Peak 1 of 1 ' Peak Hour for Entire Intersection Begins at 04:45 PM 04:45 PM 15 25 7 0 47 4 24 3 0 31 29 123 7 0 159 5 18 15 0 38 275 05:00 PM 29 19 3 0 51 5 9 7 0 21 34 108 5 0 147 4 26 19 0 49 268 05:15 PM 15 23 6 0 44 4 18 8 0 30 39 122 10 0 171 5 14 32 0 51 296 05:30 PM 25 21 4 0 50 9 17 7 0 33 26 122 2 0 150 2 11 25 0 38 271 Total volume 84 88 20 0 192 22 68 25 0 115 128 475 24 0 627 16 69 91 0 176 1110 %App.Total 418 45.8 10.4 0 19.1 59.1 21.7 0 20A 75.8 3.8 0 9.1 39.2 51.7 0 PHF 1 .724 _880 .714 _000 .941 1 .611 .708 .781 .000 .871 1.821 .965 .600 .000 .91? .800 .663 ..711 .000 .863 _.938_ ' Koute Out In Total 588 192 1 780 ' 841 881 201 0 Right Thru Left Peds *j 1 Peak Hour Data J I �ro m North m m CO v m— Peak Hour Begins at 04:45 PM I S s '. Q t r cn Unshifted x N B OI' I Bank 1 � IluJI �� Bank 2 � N o C o +i T r Left Thru Right Peds II1 24 4751 1281 0 r 129 627 756 Out In Total Route 30 _ r Connecticut Counts LLC. Page 1 Route 5 South of Chapel Road 63 Sugar Maple Lane South Windsor,Connecticut Kensington, Connecticut 06037 (860)828-1693 Site Code:2092 Station ID: Latitude:0'0.000 Undefinec Start 14-Dec-09 Tue Wed Thu Fri Sat Sun Week Average Time Northbo Southbo Northbo Southbo Northbo Southbo Northbo Southbo Northbo Southbo Northbo Southbo Northbo Southbo Northbo Southbo 12:00 AM * 79 135 92 108 76 103 01:00 * * * 55 59 35 71 45 53 * * 82 115 02:00 * * * 50 57 55 59 40 46 * " 45 61 03:00 * 58 54 63 61 32 36 * * 48 54 04:00 " * 158 98 163 161 69 47 * * 51 50 06:00 * * 363 280 315 262 94 99 * * 97 87 07:00 " * 763 596 711 630 190 190 " * 255 214 07:00 * * » " 555 472 890 1330 877 1332:; 220 299 * 662 984'. 415 08:00 * * 794 1146 771 1168 322 299 09:00 * 696 8451 619 849 437 554 * * 629 910 10:00 * * " 570 734 646 753 583 632 * * 584 749 11:00 * " * 664 765 659 769 59B 666 * * 600 706 12:00 * * 639 733 PM * * * * 728 839 866 849 S62 735` 01:00 * * 682 746 735 812 543 617 " * 719 808 02:00 " * 784 876 795 949 532 577 * " 653 725 03:00 * * 704 801 859 1141 854 1118 446 648 * 720 969; 04:00 * 915 1111 866 1037 380 450 05:00 * " * * " 54 866 932: 1053 947 1056 331 408 737 839 07:00 * * 642 589 607 618 236 333 07:00 " 361 358 398 403 164 270 " " 495 513 09:00 * 263 296 221 321 128 199 * 308 2344 72 09:00 " * 228, 129 215 278 211 369 90 175 * * 204 272 10:00 ... * 186 238 * * * * _ 11:00 * » ;174 148 181 163 236 83 196 135 197 108 160 1 131 139 156 195 60 158 * 114 163 Lane 0 0 0 0 481 463 11751 13706 11874 14131 6258 7906 0 0 9978 11870 Day 0 0 944 25457 26005 14164 0 21848 Ann Peak 07:00 07:00 07:00 07:00 11:00 11:00 Vol. 890 1330 877 1322 595 666 07:00 07:00 PM Peak 21:00 22:00 17:00 15:00 16:00 15:00 12:00 12:00 662 984 Vol. 228 174 932 1141 966 1118 562 735 1754 1969 754 969 Comb. Total 0 0 944 25457 26005 14164 0 21848 ADT ADT 21,875 AADT 21,875 ......... Connecticut Counts LLC. Page 1 Route 5 South of Chapel Road 63 Sugar Maple Lane South Windsor,Connecticut Kensington, Connecticut 06037 (860)828-1693 Site Code:2092 Station ID: Latitude:0'0.000 Undefinec Start 16-Dec-09 Combined Time Wed Northbound Southbound Total 12:00 AM 01:00 02:00 03:00 04:00 05:00 06:00 * * * 07:00 08:00 09:00 10:00 11:00 12:00 PM 01:00 02:00 * * * 03:00 04:00 05:00 06:00 07:00 08:00 09:00 228 129 357 10:00 145 174 319 11:00 108 160 26$ --- Total 481 463 944 ----- .-__..^------...— ----- Percent 51.0% 49.0% Connecticut Counts LLC. Page Route 5 South of Chapel Road 63 Sugar Maple Lane South Windsor,Connecticut Kensington, Connecticut 06037 (860)828-1693 Site Code:2092 Station ID: Latitude:0'0.000 Undefinec Start 17-Dec-09 Combined Time Thu Northbound Southbound Total 12:00 AM 79 135 214 01:00 55 59 114 02:00 50 57 107 03:00 58 54 .112 04:00 109 98 207 05:00 363 .280 643 06:00 763 596 1359 07:00 890 1330 2220 08:00 794 1146 1940 09:00 696 845 1541 10:00 570 734 1304 11:00 664 765 1429 12:00 PM 728 839 1567 01:00 682 746 1428 02:00 784 876 1660 03:00 859 1141 2000 04:00 915 1111 2026 05:00 932 1053 1985 06:00 642 589 1231 07:00 361 358 719 08:00 263 296 559 - 09:00 215 278 493 - 10:00 148 181 329 11:00 131 139 270 Total 11751 13706 25457 -- Percent 46.2% 53.8% .. .. .. ....._... .. .. _.., Connecticut Counts LLC. Page Route 5 South of Chapel Road 63 Sugar Maple Lane South Windsor,Connecticut Kensington, Connecticut 06037 (860)828-1693 Site Code:2092 Station ID: Latitude:0'0.000 Undefinec Start 18-Dec-09 Combined Time Fri Northbound Southbound Total 12:00 AM 92 108 200 01:00 35 71 106 02:00 55 59 114 03:00 63 61 124 04:00 112 116 228 05:00 315 ,262 577 �- 06:00 711 630 1341 07:00 877 1322 2199 08:00 771 1168 1939 09:00 619 849 1468 10:00 646 753 1399 11:00 .. 659 769 1428 12:00 PM 866 849 1715 01:00 735 812 1547 02:00 795 949 1744 03:00 854 1118 1972 04:00 966 1037 2003 05:00 947 1056 2003 06:00 607 618 1225 07:00 398 403 801 08:00 221 321 542 09:00 211 369 580 10:00 163 236 399 - 11:00 156 :`195 .351 _ Total 11874 14131 26005 -- -----'-__-- -- Percent 45.7% 54.3% li i r Connecticut Counts LLC. Page Route 5 South of Chapel Road 63 Sugar Maple Lane South Windsor,Connecticut Kensington, Connecticut 06037 (860)828-1693 Site Code:2092' Station ID: Latitude:0'0.000 Undefinec Start 19-Dec-09 Combined Time Sat Northbound Southbound Total 12:00 AM 76 103 179 01:00 45 53 98 02:00 40 46 86 03:00 32 .36 68 04:00 69 47 116 ■ 05:00 94 99 193 06:00 190 190 380 _ 07:00 220 299 _ 519 - 08:00 322 415 737 09:00 437 554 991 10:00 583 632 1215 11:00 . . 595 666 1261 12:00 PM 562 735 1297 01:00 .543 .617 1160 02:00 532 577 1109 03:00 446 648 1094 04:00 380 450 830 05:00 331 408 . . .739 06:00 236 333 569 07:00 164 : 270 .:434 - 08:00 128 199 327 09:00 :90 175 ..265 10:00 83 196 279 11:00 60 158 218 ■ Total 6258 7906 14164 Percent 44.2% 55.8% Grand Total 30364 36206 Percentage 45.6% 54.4% ADT ADT 21,875 AADT 21,875 ............. m........... ............. .. .................... ..................... Connecticut Counts LLC. Page 1 Route 30 East of Route 5 63 Sugar Maple Lane South Windsor,Connecticut Kensington, Connecticut 06037 (860) 828-1693 Site Code:209C Station ID: Latitude:0'0.000 Undefinec Start 14-Dec-09 Tue Wed Thu Fri Sat Sun Week Average Time Eastbou Westbou Eastbou Westbou Eastbou Westbou Eastbou Westbou Eastbou Westbou Eastbou 12:00 Westbou Eastbou Westbou Eastbou Westbou AM 41 26 48 27 73 39 01:00 * * * 14 5 34 4 44 13 * * 54 31 02:00 * * * 6 1 13 4 28 10 * * 31 7 03:00 " " * * 6 4 2 3 14 6 * * 16 5 04:00 * * * 6 8 11 11 5 6 * * 7 4 05:00 * 80 39 94 11 73 23 * * 8 8 06:00 * 180 139 194 138 70 95 * * 82 33 07:00 * * 106 150 181 .>.! 314 183 31A` 77 65 * 147 230 08:00 * * * 189 274 201 241 145 98 * 178 ...... .204 09:00 * 198 130 207 146 268 148 " * * 224 141 10:00 206 134 236 133 331;;' 185 * * 258 151 11:00 * * * * 233 117 ?276;; 134 328 195; 12:00 * 279:. 149 PM * * 254 162 358 175 38 172 01:00 * * 291 164 276 135 325 150 316 159 320 170 02:00 * 260 179 297 129 331 195 301 102; * * 302 152 03:00 * 440 164 442 147 499 . * * 297 171 247 267 135 412 173 04:00 * 571 202 583 ': 21' 587 221 263 138 05:00 * * 730 06:00 241 731,. 216 721;` 220 272 118 * * 501 198 * * 674 199,. * 427 175 417 203 442 214 189 152 07:00 * 245 110 264 106 257 118 117 76 * * 369 186 08:00 * * 170 82 173 77 165 75 85 54 * * 223 102 09:00 * * 147 57 149 77 150 84 92 47 * * 148 72 11:00 * 86 38 105 49 134 73 70 42 * * 199 66 11:00 " * 65 22 56 27 90 41 30 20 " * 99 50 Lane 0 0 0 0 3432 1434 5042 2799 5489 3030 3806 2178 0 0 4869 2680 Day 0 0 4866 7841 8519 5984 AM 0 7549 Peak 07:00 11:00 07:00 10:00 11:00 11:00 07:00 Vol. 233 314 276 310 331 195 279 230 PM Peak 17:00 17:00 17:00 16.00 17:00 15:00 12:00 14:00 17:00 17:00 Vol, 730 241 731 231 721 247 348 182 614 199 Comb. 0 0 4866 7841 8519 5984 Total 0 7549 ADT ADT 7,448 AADT 7,448 ....... Connecticut Counts LLC. Page 1 Route 30 East of Route 5 63 Sugar Maple Lane South Windsor,Connecticut Kensington, Connecticut 06037 (860)828-1693 Site Code:209C Station ID: Latitude:0'0.000 Undefinec Start 16-Dec-09 Combined Time Wed Eastbound Westbound Total 12:00 AM 01:00 02:00 03:00 04:00 05:00 06:00 07:00 08:00 09:00 10:00 11:00 12:00 PM 01:00 291 164 455 02:00 260 179 439 -_� 03:00 440 164 604 04:00 571 202 773 05:00 730 241 971 06:00 427 175 602 07:00 245 .110 355 08:00 170 82 252 09:00 147 57 204 10:00 86 38 124 11:00 65 22 87 Total 3432 1434 4866 -- Percent 70.5% 29.5% . ._.,,. w ..r., . .. .. . Connecticut Counts LLC. Paget Route 30 East of Route 5 63 Sugar Maple Lane South Windsor,Connecticut Kensington, Connecticut 06037 (860)828-1693 Site Code:209C Station ID: Latitude:0'0.000 Undefinec Start 17-Dec-09 Combined Time Thu Eastbound Westbound Total 12:00 AM 41 26 67 01:00 14 5 19 1 02:00 6 1 7 03:00 6 4 10 04:00 8 8 16 05:00 80 39 . 119 06:00 133 188 321 07:00 181 .314 495 08:00 189 274 463 09:00 198 130 328 10:00 206 134 340 11:00 233 117 350 12:00 PM 254' 162 416 —_ 01:00 276 135 :.411 02:00 297 129 426 03:00 442 147 .589 04:00 583 231 814 05:00 731 216 947 06:00 417 203 620 07:00 .,264 106 370 08:00 173 77 250 �- 09:00 149 77 226 10:00 105 49 154 11:00 56 27 $3--- Total � _—.. - -----—5042 2799 7841 Percent 64.3% 35.7% Connecticut Counts LLC. Page3 Route 30 East of Route 5 63 Sugar Maple Lane South Windsor,Connecticut Kensington, Connecticut 06037 (860)828-1693 Site Code:209C Station ID: Latitude:0'0.000 Undefinec Start 18-Dec-09 Combined Time Fri Eastbound Westbound Total 12:00 AM 48 27 75 01:00 34 4 38 02:00 13 4 17 03:00 2 3 5 04:00 11 11 22 05:00 94 38 132 06:00 115 166 281 07:00 183 310 493 08:00 201 241 442 09:00 ..207 146 353 10:00 236 133 369 11:00 . 276 134 410 �- 12:00 PM 358 175 533 01:00 3. 25 150 475 02:00 331 195 526 03:00 499 247 746 04:00 587 221 808 05:00 721 .220 941 06:00 442 214 656 07:00 ..267 118 385 08:00 165 75 240 — 09:00 150 84 234 10:00 134 73 207 — 11:00 90 :41 .131 r Total 5489 3030 8519 - —�- Percent 64.4% 35.6% �I ■Ili s r � � � � w■ � � � � � � � � �■ Connecticut Counts LLC. Page Route 30 East of Route 5 63 Sugar Maple Lane South Windsor,Connecticut Kensington, Connecticut 06037 (860)828.1693 Site Code:209C Station ID: Latitude:0'0.000 Undefinec Start 19-Dec-09 Combined Time Sat Eastbound Westbound Total 12:00 AM 73 39 112 01:00 44 13 57 02:00 28 10 38 03:00 14 6 20 04:00 5 6 11 05:00 73 23 96 06:00 70 95 165 07:00 77 65 142 08:00 145 98 243 - 09:00 268 148 416 10:00 331 185 516 11:00 328 195 .523 12:00 PM 348 172 520 01:00 316 159 475 02:00 301 182 483 ��- 03:00 267 135 402 04:00 263 138 401 05:00 272 118 390 06:00 189 152 341 07:00 117 76 193 08:00 85 54 139 09:00 92 47 139 10:00 70 42 112 _ 11:00 .30 20 50 Total 3806 2178 5984 --- Percent 63.6% 36.4% Grand Total 17769 9441 Percentage 65.3% 34.7% ADT ADT 7,448 AADT 7,448 ...,.:�,. r r r ■� . ........ .. ......... ....... Connecticut Counts LLC. Page 1 Chapel Road East of Route 5 63 Sugar Maple Lane South Windsor,Connecticut Kensington, Connecticut 06037 (860)828-1693 Site Code:2091 Station ID: Latitude:0'0.000 Undefinec Start 14-Dec-09 Tue Wed Thu Fri Sat Sun Week Average Time Eastbou Westbou Eastbou Westbou Eastbou Westbou Eastbou Westbou Eastbou Westbou Eastbou Westbou Eastbou Westbou Eastbou Westbou 12:00 AM * * 2 8 6 6 11 12 01:00 * * " * * 2 8 2 4 6 11 * * 6 9 02:00 * * * 3 8 03:00 * * 4 4 5 5 4 6 * 5 7 04:00 * * * 8 4 6 0 22 0 22 3 8 1 17 05:00 31 49 30 43 11 26 06:00 * * * 68 177 54 155 21 42 * * 24 39 07:00 * « * 48 125 97 363` 104 350 31 57 : 08:00 * * * 77 x57122;. 270 92 219 52 112 09:00 * * * 81 176 92 219 71 112 * « 89 200. 10:00 * * 102 142 101 172 99i 153 * « 81 153 11:00 * * * * 101 156 12:00 95 143 ;110 173 87 170: 97 162 PM « « * * 113 130 127 200 89; 197 01:00 * * * 110 176 94 153 105 169 87 145 * 95 156 02:00 * 90 179 105 177 105 172 64 127 03:00 * * 108 178 113 194 141 200 59 137 « * 91 164 04:00 * " * 116 299 120 190 948; 190 60 110 * « 105 177P 05:00 * * 143j 160 112 140 141 179 61 93 * « 111 172 « « 1,14< 143 0 67 108 105 142 74 131 42 80 077:00:00 * 43 63 49 84 43 88 32 55 * * 72 142 72 08:00 21 56 30 73 27 71 19 38 * "09:00 * * 20 47 24 53 24 62 15 24 60 27 10:00 * 12 181 5 25 17 41 15 28 21 47 11:00 * 11 15 i 10 12 21 40 4 12 * * 12 28 Lane 0 0 0 0 631 1024 1489 2741 1576 2850 12 20 946 17$7 Ann Peak 0 0 1345 2469 Day 0 0 1655 4230 4426 2733 0 3814 Vol. 08:00 07:00 11:00 07:00 10:00 11:00 10:00 07:00 122 363 110 350 99 170 101 257 PM Peak 17:00 1600 16:00 15:00 16:00 12:00 12:00 12:00 15:00 Vol. 143 200 120 194 148 200 89 197 1 17:00 00 100 Comb. 0 0 1655 4230 4426 2733 Total 0 3814 ADT ADT 3,796 AADT 3,796 Connecticut Counts LLC. Page 1 Chapel Road East of Route 5 63 Sugar Maple Lane South Windsor,Connecticut Kensington, Connecticut 06037 (860)828-1693 Site Code:2091 Station ID: Latitude:0'0.000 Undefinec Start 16-Dec-09 Combined Time Wed Eastbound Westbound Total 12:00 AM 01:00 02:00 03:00 04:00 05:00 06:00 07:00 08:00 09:00 10:00 11:00 12:00 PM 01:00 * 02:00 90 179 269 03:00 .108 178 286 04:00 116 200 316 05:00 143 160 303 06:00 67 108 175 07:00 43 63 106 08:00 21 56 77 e 09:00 20 47 ;67 10:00 12 18 30 11:00 11 15 26 Total 631 1024 1655 — --� Percent 38.1% 61.9% MW ,M W M M M M M I'm w = Connecticut Counts LLC. Page,22 Chapel Road East of Route 5 63 Sugar Maple Lane South Windsor,Connecticut Kensington, Connecticut 06037 (860)828-1693 Site Code:2091 Station ID: Latitude:0'0.000 Undefinec Start 17-Dec-09 Combined Time Thu Eastbound Westbound Total 12:00 AM 2 8 10 01:00 2 8 10 02:00 5 6 11 / 03:00 4 4 8 04:00 0 22 22 05:00 31 49 80 - 06:00 68 177 245 07:00 97 363 460 08:00 122 270 392 09:00 81 .176 257 10:00 102 142 244 11:00 95 143 238 12:00 PM 113 130 243 01:00 94 153 247 02:00 105 177 282 03:00 113 194 .307 04:00 120 190 310 05:00 112 140 252 06:00 105 142 247 07:00 49 84 ..133 08:00 30 73 103 - 09:00 24 53 77 10:00 5 25 30 11:00 10 12 22 Total 1489 2741 4230 - Percent 35.2% 64.8% ._.......... Connecticut Counts LLC. page Chapel Road East of Route 5 63 Sugar Maple Lane South Windsor,Connecticut Kensington, Connecticut 06037 (860)828-1693 Site Code:2091 Station ID: Latitude:0'0.000 Undefinec Start 18-Dec-09 Combined Time Fri Eastbound Westbound Total 12:00 AM 6 6 12 01:00 2 4 6 02:00 7 9 16 � 03:00 5 5 10 04:00 0 22 22 ■ 05:00 30 43 73 _ 06:00 54 155 209 ��■� 07:00 .104 350 454 0$:00 92 219 311 09:00 92 149 241 10:00 101 172 273 11:00 110 173 283 12:00 PM 127 200 327 01:00 105 169 274 02:00 105 172 277 03:00 141 200 341 04:00 148 190 338 05:00 141 179 320 06:00 74 131 205 _- 07:00 43 88 131 �■ 08:00 27 71 98 _ 09:00 24 62 86 10:00 17 41 58 _ 11:00 21 40 61 Total 15 %- 2850 4426 -- — ------------ Percent 35.6% 64.4% ..v............... Connecticut Counts LLC. Page Chapel Road East of Route 5 63 Sugar Maple Lane South Windsor,Connecticut Kensington, Connecticut 06037 (860)828-1693 Site Code:2091 Station ID: Latitude:0'0.000 Undefinec Start 19-Dec-09 Combined Time Sat Eastbound Westbound Total 12:00 AM 11 12 23 01:00 6 11 17 02:00 3 6 9 1 03:00 4 8 12 04:00 3 8 11 05:00 11 26 37 06:00 21 42 63 _ 07:00 31 : 57 gg - 08:00 52 112 164 09:00 71 133 204 10:00 99 153 252 11:00 87 170 257 12:00 PM 89 197 286 01:00 87 . 145 232 02:00 64 127 191 -_ 03:00 59 137 196 04:00 60 110 170 05:00 61 93 154 06:00 42 80 122 -� 07:00 32 . :55 87 _ 08:00 19 38 57 09:00 . 15 27 42 10:00 15 28 43 _ 11:00 4 12 16 Total 946 1787 2733 -- -- Percent 34.6% 65.4% Grand Total 4642 8402 Percentage 35.6% 64.4% _._... _,,.... ADT ADT 3,796 AADT 3,796 ,,:...: Vanasse Hanger.Rf tisdiM Ine. Accident Analysis ➢ Collision Diagram ➢ ConnDOT State Route Data Available Upon Request ➢ Town of South Windsor Accident Reports-Available Upon Request t ACCIDENT SUMMARY SHEET ROUTE: Route 30 LOCATION: Route 30 at Chapel Road MUNICIPALITY: South Windsor COUNTY: TIME PERIOD COVERED: 11112006 -1213112008 REFERENCE MARKERS/NODES 0.80 - 0.80 REMARKS: All Accidents DATE: 11812010 TIME OF DAY #ACC % DIRECTION` #ACC % DIRECTION #ACC 6 AM-10 AM 2 20.0% North 6 30.0% Northeast 0 0.0% 10 AM- 4 PM 6 60.0% South 9 45.0% Northwest 0 0.0% 4 PM 7 PM 1 10.0% East 2 10.0% Southeast 0 0.0% 7 PM-12 AM 0 0.0% West 3 15.0% Southwest 0 0.0% 12 AM- 6 AM 1 10.0% Total 20 Unspecified 0 0.0% Unspecified 0 0.0% Total 10 ACCIDENT TYPE #ACC % ACCIDENT TYPE #ACC WEATHER #ACC %, Rear End 5 50.0% Pedestrian 0 0.0% Clear 10 100.0% Overtake 0 0.0% Bicycle 0 0.0% Cloudy 0 0.0% Right Angle 4 40.0% Parked Vehicle 0 0.0% Rain 0 0.0% Left Turn 1 10.0% Backing 0 0.0% Snow 0 0.0% Right Turn 0 0.0% Run Off The Road 0 0.0% Sleet/Hail/Freezing Rain 0 0.0% Fixed Object 0 0.0% Animal 0 0.0% Fog/Smog/Smoke 0 0.0% Head On 0 0.0% Other 0 0.0% Unspecified 0 0.0% Sideswipe 0 0.0% Unspecified 0 0.0% Total 10 Total 10 SURFACE #ACC % ACCIDENT SEVERITY #ACC % Dry 9 90.0% Fatal 0 0.0% Wet 1 10.0% Injury 5 50.0% Mud/Slush 0 0.0% Property Damage 5 50.0% Snow/Ice 0 0.0% Non-Reportable 0 0.0% Unspecified 0 0.0% Total 10 Total 10 TIME OF YEAR #ACC % TYPE OF VEHICLE #ACC % Winter (Dec-Feb) 5 50.0% Passenger Cars 20 100.0% Spring (Mar-May) 0 0.0% Commercial Vehicles 0 0.0% Summer (Jun-Aug) 2 20.0% Total 20 Fall (Sep-Nov) 3 30.0% Total 10 DAY OF WEEK #ACC % LIGHT CONDITION #ACC % Sunday 1 10.0% Daylight 9 90.0% Monday 5 50.0% Dawn/Dusk 0 0.0% Tuesday 0 0.0% Night 1 10.0% Wednesday 0 0.0% . Unspecified 0 0.0% Thursday 2 20.0% Total 10 Friday 1 10.0% Saturday 1 10.0% Total 10 SUMMARY OF ACCIDENT SEVERITY BY YEAR: 2006 2007 2008 Fatal Accidents 0 0 0 Injury Accidents 1 3 1 Property Damage Accidents 3 1 1 Non-Reportable Accidents 0 0 0 Total Accidents 4 4 2 HSA Software 3.0 COLLISION DIAGRAM Key Number = MUNICIPALITY: South Windsor COUNTY: FILE: 30atChapel INTERSECTION: Route 30 at Chapel Road CASE# PERIOD: 3 YEARS 0 MONTHS FROM 11112006 TO 1213112008 BY: DG DATE: 11812010 Northbound Chapel Road Route 30 5 _23 4 i6 10 7__ Route 30 s Chapel Road i1 SYMBOLS MANNER OF COLLISION MOVING VEHICLE P PEDESTRIAN REAR END HEAD ON TURNING VEHICLE B BICYCLIST LEFT TURN RIGHT TURN BACKING VEHICLE A ANIMAL LEFT TURN RIGHT TURN PARKED VEHICLE FIXED OBJECT =JtOVERTAKE RIGHT ANGLE sss RECORD NUMBER Fatal OUT OF CONTROL SIDE SWIPE HSA Software 3.0 ACCIDENT SUMMARY SHEET ROUTE: Route 5 LOCATION: Route 5 at 1-291 EB Ramps MUNICIPALITY: South Windsor COUNTY: TIME PERIOD COVERED: 11112006 -1213112008 REFERENCE MARKERS/NODES 38.63 - 38.64 REMARKS: All Accidents DATE: 11712010 TIME OF DAY #ACC % DIRECTION #ACC % DIRECTION #ACC 6 AM- 10 AM 2 11.8% North 21 67.7% Northeast 0 0.0% 10 AM- 4 PM 6 35.3% South 10 32.3% Northwest 0 0.0% 4 PM- 7 PM 4 23.5% East 0 0.0% Southeast 0 0.0% 7 PM-12 AM 3 17.6% West 0 0.0% Southwest 0 0.0% 12 AM- 6 AM 2 11.8% Total 31 Unspecified 0 0.0% Unspecified 0 0.0% Total 17 ACCIDENT TYPE #ACC % ACCIDENT TYPE #ACC WEATHER #ACC % Rear End 12 70.6% Pedestrian 0 0.0% Clear 13 76.5% Overtake 0 0.0% Bicycle 0 0.0% Cloudy 0 0.0% Right Angle 0 0.0% Parked Vehicle 0 0.0% Rain 3 17.6% Left Turn 1 5.9% Backing 0 0.0% Snow 0 0.0% Right Turn 0 0.0% Run Off The Road 0 0.0% Sleet/Hail/Freezing Rain 0 0.0% Fixed Object 3 17.6% Animal 0 0.0% Fog/Smog/Smoke 0 0.0% Head On 0 0.0% Other 0 0.0% Unspecified 1 5.9% Sideswipe 1 5.9% Unspecified 0 0.0% Total 17 Total 17 SURFACE #ACC % ACCIDENT SEVERITY #ACC % Dry 11 64.7% Fatal 0 0.0% Wet 4 23.5% Injury 4 23.5% Mud/Slush 0 0.0% Property Damage 13 76.5% Snow/Ice 2 11.8% Non-Reportable 0 0.0% Unspecified 0 0.0% Total 17 Total 17 , TIME OF YEAR #ACC % TYPE OF VEHICLE #ACC % Winter (Dec-Feb) 4 23.5% Passenger Cars 29 93.5% Spring (Mar-May) 4 23.5% Commercial Vehicles 2 6.5% Summer (Jun-Aug) 5 29.4% Total 31 Fall (Sep-Nov) 4 23.5% Total 17 DAY OF WEEK #ACC % LIGHT CONDITION #ACC % Sunday 0 0.0% Daylight 12 70.6% Monday 3 17.6% Dawn/Dusk 0 0.0% Tuesday 6 35.3% Night 5 29.4% Wednesday 3 17.6% Unspecified 0 0.0% Thursday 2 11.8% Total 17 Friday 2 11.8% Saturday 1 5.9% Total 17 SUMMARY OF ACCIDENT SEVERITY BY YEAR: 2006 2007 2008 Fatal Accidents 0 0 0 , Injury Accidents 3 1 0 Property Damage Accidents 8 2 3 Non-Reportable Accidents 0 0 .0 Total Accidents 11 3 3 HSA Software 3.0 t COLLISION DIAGRAM Key Number = MUNICIPALITY: South Windsor COUNTY: FILE: 5 at 291 EB INTERSECTION: Route 5.at 1-291 EB Ramps CASE#: PERIOD: 3 YEARS 0 MONTHS FROM 11112006 TO 1213112008 BY: DG DATE: 11712010 - Northbound diiira. 1-291 EB Ramps Route 5 4 i 14151617 1131 10;€ 8 7 6-11 5 11 3 12 11 Route 5 9 , 13 Route 30 SYMBOLS MANNER OF COLLISION MOVING VEHICLE P PEDESTRIAN REAR END HEAD ON TURNING VEHICLE B BICYCLIST LEFT TURN RIGHT TURN BACKING VEHICLE A ANIMAL LEFT TURN RIGHT TURN PARKED VEHICLE FIXED OBJECT OVERTAKE RIGHT ANGLE sss RECORD NUMBER Fatal OUT OF CONTROL SIDE SWIPE HSA Software 3.0 ACCIDENT SUMMARY SHEET ROUTE: Route 5 LOCATION: Route 5 at 1-291 WB MUNICIPALITY: South Windsor COUNTY: TIME PERIOD COVERED: 11112006 -1213112008 REFERENCE MARKERS/NODES 38.91 - 38.92 REMARKS: All Accidents DATE: 11712010 TIME OF DAY #ACC % DIRECTION #ACC % DIRECTION #ACC 6 AM-10 AM 7 41.2% North 22 59.5% Northeast 0 0.0% 10 AM- 4 PM 6 35.3% South 13 35.1% Northwest 0 0.0% 4 PM- 7 PM 1 5.9% East 2 5.4% Southeast 0 0.0% 7 PM-12 AM 2 11.8% West 0 0.0% Southwest 0 0.0% 12 AM- 6 AM 1 5.9% Total 37 Unspecified 0 0.0% Unspecified 0 0.0% Total 17 ACCIDENT TYPE #ACC % ACCIDENT TYPE #ACC WEATHER #ACC % Rear End 11 64.7% Pedestrian 0 0.0% Clear 12 70.6% Overtake 0 0.0% Bicycle 0 0.0% Cloudy 0 0.0% Right Angle 0 0.0% Parked Vehicle 0 0.0% ' Rain 5 29.4% Left Turn 5 29.4% Backing 0 0.0% Snow 0 0.0% Right Turn 0 0.0% Run Off The Road 0 0.0% Sleet/Hail/Freezing Rain 0 0.0% Fixed Object 0 0.0% Animal 0 0.0% Fog/Smog/Smoke 0 0.0% Head On 0 0.0% Other 0 0.0% Unspecified 0 0.0% Sideswipe 1 5.9% Unspecified 0 0.0% Total 17 Total 17 SURFACE #ACC % ACCIDENT SEVERITY #ACC % t Dry 10 58.8% Fatal 0 0.0% Wet 7 41.2% Injury 6 35.3% Mud/Slush 0 0.0% Property Damage 11 64.7% Snow/Ice 0 0.0% Non-Reportable 0 0.0% Unspecified 0 0.0% Total 17 Total 17 TIME OF YEAR #ACC % TYPE OF VEHICLE #ACC % Winter (Dec-Feb) 7 41.2% Passenger Cars 34 91.9% Spring (Mar-May) 5 29.4% Commercial Vehicles 3 8.1% Summer (Jun-Aug) 3 17.6% Total 37 Fall (Sep-Nov) 2 11.8% Total 17 DAY OF WEEK #ACC % LIGHT CONDITION #ACC % Sunday 0 0.0% Daylight 14 82.4% Monday 5 29.4% Dawn/Dusk 0 0.0% Tuesday 2 11.8% Night 3 17.6% Wednesday 2 11.8% Unspecified 0 0.0% Thursday 4 23.5% Total 17 Friday 3 17.6% Saturday 1 5.9% Total 17 SUMMARY OF ACCIDENT SEVERITY BY YEAR: 2006 2007 2008 Fatal Accidents 0 0 0 Injury Accidents 3 0 3 Property Damage Accidents 3 3 5 Non-Reportable Accidents 0 0 0 Total Accidents 6 3 8 HSA Software 3.0 COLLISION DIAGRAM Key Number = MUNICIPALITY: South Windsor COUNTY: FILE: 5 at 291 WB INTERSECTION: Route 5 at 1-291 WB Ramps CASE#: PERIOD: 3 YEARS 0 MONTHS FROM 111/2006 TO 1213112008 BY: DG DATE: 11712010 Northbound ram- 1-291 WB Ramps r t 1 Route 5 I 7 1217 13 14 6 5 4 3 2 1 10 ii 9 tRoute 5 8 11 SYMBOLS MANNER OF COLLISION MOVING VEHICLE P PEDESTRIAN REAR END HEAD ON TURNING VEHICLE B BICYCLIST LEFT TURN RIGHT TURN BACKING VEHICLE A ANIMAL LEFT TURN RIGHT TURN PARKED VEHICLE FIXED OBJECT OVERTAKE RIGHT ANGLE sss; RECORD NUMBER Fatal OUT OF CONTROL SIDE SWIPE HSA Software 3.0 ACCIDENT SUMMARY SHEET ROUTE: Route 5 LOCATION: Route 5 at Chapel Road r MUNICIPALITY: South Windsor COUNTY: TIME PERIOD COVERED: 11112006-1213112008 REFERENCE MARKERS/NODES 39.18 - 39.18 REMARKS: All Accidents DATE: 11812010 TIME OF DAY #ACC % DIRECTION #ACC % DIRECTION #ACC Z AM-10 AM 6 33.3% North 10 27.8% Northeast 0 0.0% 10 AM- 4 PM 6 33.3% South 16 44.4% Northwest 0 0.0% 4 PM- 7 PM 2 11.1% East 3 8.3% Southeast 0 0.0% 7 PM- 12 AM 4 22.2% West 7 19.4% Southwest 0 0.0% 12 AM- 6 AM 0 0.0% Total 36 Unspecified 0 0.0% Unspecified 0 0.0% Total 18 ACCIDENT TYPE #ACC % ACCIDENT TYPE #ACC WEATHER #ACC % Rear End 9 50.0% Pedestrian 0 0.0% Clear 17 94.4% Overtake 0 0.0% Bicycle 0 0.0% Cloudy 0 0.0% Right Angle 0 0.0% Parked Vehicle 0 0.0% Rain 1 5.6% Left Turn 5 27.8% Backing 0 0.0% Snow 0 0.0% Right Turn 0 0.0% Run Off The Road 0 0.0% Sleet/Hail/Freezing Rain 0 0.0% Fixed Object 1 5.6% Animal 0 0.0% Fog/Smog/Smoke 0 0.0% Head On 0 0.0% Other 1 5.6% Unspecified 0 0.0% Sideswipe 2 11.1% Unspecified 0 0.0% Total 18 Total 18 SURFACE #ACC % ACCIDENT SEVERITY #ACC % Dry 15 83.3% Fatal 0 0.0% Wet 3 16.7% Injury 9 50.0% Mud/Slush 0 0.0% Property Damage 9 50.0% Snow/Ice 0 0.0% Non-Reportable 0 0.0% Unspecified 0 0.0% Total 18 Total 18 TIME OF YEAR #ACC % TYPE OF VEHICLE #ACC % Winter (Dec-Feb) 3 16.7% Passenger Cars 33 89.2% Spring (Mar-May) 6 33.3% Commercial Vehicles 4 10.8% Summer (Jun-Aug) 3 16.7% Total 37 Fall (Sep-Nov) 6 33.3% Total 18 DAY OF WEEK #ACC % LIGHT CONDITION #ACC % Sunday 1 5.6% Daylight 14 77.8% Monday 3 16.7% Dawn/Dusk 0 0.0% Tuesday 3 16.7% Night 4 22.2% Wednesday 3 16.7% Unspecified 0 0.0% Thursday 5 27.8% Total 18 Friday 1 5.6% Saturday 2 11.1% Total 18 SUMMARY OF ACCIDENT SEVERITY BY YEAR: 2006 2007 2008 Fatal Accidents 0 0 0 Injury Accidents 4 3 2 Property Damage Accidents 3 2 4 Non-Reportable Accidents 0 0 0 Total Accidents 7 5 6 HSA Software 3.0 t COLLISION DIAGRAM Key Number = MUNICIPALITY: South Windsor COUNTY: FILE: 5 at Chapel INTERSECTION: Route 5 at Chapel Road CASE#: PERIOD: 3 YEARS 0 MONTHS FROM 11112006 TO 1213112008 BY: DG DATE: 11812010 r�r Chapel Road Northbound Route 5 18 4 i 7 ii 11 l 15 9 13 S..._ I 3 i 1 ,2 14 18 Route 5 s Chapel Road 17 _2__...._$......_1o...' SYMBOLS MANNER OF COLLISION MOVING VEHICLE P PEDESTRIAN REAR END HEAD ON 1 TURNING VEHICLE B BICYCLIST LEFT TURN RIGHT TURN BACKING VEHICLE A ANIMAL LEFT TURN RIGHT TURN PARKED VEHICLE 13 FIXED OBJECT OVERTAKE RIGHT ANGLE 999i RECORD NUMBER E3 Fatal OUT OF CONTROL SIDE SWIPE HSA Software 3.0 MM� w an go sm m M. Im M' m • JOHN FITCH BOULEVARD LEGEND Bus Schedule Effective December 4,2011 96 East Windsor Hill via Route 5 or Main Street • TIMEPOINT TRANSFER POINT (to the route indicated) ROUTE TERMINUS (for the route branch indicated) ■ PLACE OF INTEREST © PARK&RIDE LOT AL (free parking) ` assConnIVAN Z z x EllsworthWPLEASANTLEA I aSchool■ Z r GOVERNOR'SHIITONHOTEL WY O.FOX BLDO. HHOLIDAYINN ' N 31,33,37, : CAPITAL COMM.COi LEOE%LCENTEp 32,34,3638ZwE%PRESS NNOMEWOOD b HARTFORD 39,43,47,53, ®40,42,44,46, VCONNsVRES $5,69 52,54,56,58.. ¢ g60,62,64, i a 35,60,62, Pr.tt su..t REMDINCEIFFICEarUofiay g 's . z■Dynamic UNION Control srAnox 66,72,74, 35,60,62,64, 64,66,72, crrRAxsrt 04,85,E:7666,72,74,76® 74,76® wstoMga84,85,mSERYI*EO 86,67, 5A.1 11 1 sAt. L. f68,94, PMo PLEASANT VALLEY 30 r� ®32,34,36 ®4, V m 92 wooxT clrY 38,40 42,44, 96 SOUARE PLACE WELCOME + + + St.ta CHAPEL x S [ENTER OLf)STNTEHOUSE �"- SOUTH F AM 30 P.srl Str- C.ntr.1 Ro PHOENIX WINDSOR AM z QO 30 41,59 30 ATaT 30 N,5�4' 60,62,64, KINGO PM �caaV°�OC��O LE .� 69,63 ®66,72,74,. `cm.e S'SS P\G J.w'I S-t 135,7739 76 0 �C� 55.5�, P BUSHNELLPARK bUSHNELLPARK fiord Street A11.0- .N. 32,34,36, ' BUSHNELL 46,50, TOWERS 44,46,50,52,b 9 ib O54 56,58 WRSWORTN u 31,33,37, MHENEUM R A/ y 3 3%41,43, HARTFORD SHOO IY 47,53,55,59, CITY HALL 61,63,69 ■School Street Square Iv WdIsSW.t Arch Str..t El.Str..e °�1. ■Gateway Condominium Apts LIBRARY- STATE CAPITOL bUSHNELL 94 PARK 2 BULKELEY BURNSIDE EAST BRIDGE 86 88 82 84 HARTFORD MORGAN CONNECT! UT BLVD g3 95 CTTRANSIT a E.RIVER¢ z CHURCH Customer Service N &Sales �QI 2 One z ■ 2 CORNER 73 UCOnn Outlet Constitution o Health Partners Old <.: Plaza FOUNDERS State■ ■ BRIDGE House.... CENTRAL ROW STATE /- DOWNTOWN HARTFORD Free downtown tranfers with all other routes TOWER AVENUE CROSSTOWN Bus Schedule Effective March 7,2010 2 Saemd Heart COpRNDR,s./yt P Park&Ride lot Route 92 service to Bloomfield Center 58D $�' R'R runs on Saturdays only-at all other Federated Strawbddga fire ` v I W{tmonbu Ogistics&iPerati Cold quarters ELLINGTON _ Bloomfield times,transfer to Route 506 at Copaco. p ��• all rY High School 4 B Center \ 30 58 q0� ! M••.PA�R ! e ! W ndsarTown Center! 1 Bloomfield •� ! Stop&Shop! Windsor Town Hall Shoi 74 CDTTAGEGROVE Center1! p1E�SAA'Tlq//` $ Restaurant nt on the R'ver The Village #✓ 32,34,36 Y ra Retirement Home 50A 50 z �42 Home Depot copaco FANEUIL CBR/ 96: Chapel Hill - m Center y Wlson Ore z ^� �. �'F ZTj' Condos ! - Evergreen Target 92 Park&Aida= :. a• 397 School PleamntValley chalntValley Plazaat Walk! BUCKLAND HILLS . Buckland H�Hl$ NAHWM —.in ■� ■ Bowr t, v 2`, South Windsor ,l Wall Mart¢nbs& Northwest 50/52/S4 *^ "^ stC' 1 Marshalls 6 QP Park&Ride tot _ Bucklandc l Boys&Girls Club Pik 76 °6�` '�� \ Park In Ride �Sam'a Club C Shoop,,at Weaver ,._,.,;,_....., F. •`a e� a ism ■CT Works Buckland Hills H'gh School ,.�" g ,,..`a• tls5 v 96 Macy''s Worrie Depot Home Store Pima at! Burr 6 50/§ $_ it Penney a Comers „ ..'74 !� /54 42 Distribution Center .� Hartford r a Norchend 4 32,34,36,42 t Senior Centar'� IComplex BUCKLAND HILLS RETAILAREA r • • TGI Fridays■HALE � Evergreen z Target ■Pavillions at • i Walk ■ Lowe's• ■ Buckland Hills • TIMEPOINT • BUCKLAND HILLS a • —► TRANSFER POINT 03 82,83 • ■ (To route indicated) Best Buy Plaza at ■ Cr Bob's& •�• PART-TIME ROUTE BUCklandHllls 91 d Marshalls ■ Home • ■Wal-Mart , © PARK&RIDE LOT ■Depot The Shoppes at BUS ROUTE TERMINUS Buckland Hills �p Buckland Sam's■ s4 Park&Ride Club • Bus Stops Trip Generation Trip Distribu.tlon - E } . ' I } r i iit 1 1 Transportation Land Development Environmental Services ' HTanacse Nangen Rrustlin, Tnc. ' Meetin Attendees: Mike Connors-CTDOT Date/Time: Tuesday,February 9,2010 9 Richard Jacobson CTDOT 9:00 AM Notes Craig Stevenson-CT EDC ' James Jurczyk-CTDOT-STC Dave Fabry-CTDOT Traffic Steve O'Neill-VHB Soujanya Chalumuri-VHB Project No.: 72189.10 Place: CTDOT Newington Office Re: CT Studios South Windsor,CT Notes taken by: Soujanya Chalumuri,P.E. On February 9,2010,VHB met with representatives from CTDOT Forecasting,Traffic and STC units to discuss the study area network and trip generation procedures for the CT Studios project. The following is a summary of the key items discussed during the meeting: • The team reviewed the site and the access points located along Route 30 and Chapel Road on an aerial map in relation to the surrounding roadway network.. • Mike Connors(CTDOT Forecasting)noted that the 2009 existing traffic volume counts on the I-291 Ramps are slightly lower than the volumes used in the 2007 EIS and the CTDOT ramp volume data. Richard Jacobson(CTDOT Forecasting)provided VHB an adjusted volume ' network for these locations that is acceptable to use in the traffic impact and access study. (Please see attached adjusted volume networks). • Mike Connors and his team agreed that a 1%background growth rate is acceptable for use in this study.Currently,there are no additional STC approved background developments. • Mike Connors noted that he reviewed the trip generation memo and calcualtions prepared by VHB.He asked Steve U Neill(VHB)if there is available empirical data/existing peak hour 1 traffic volume counts from the Albuquerque studios in New Mexico.Steve replied that that there is no available traffic data for the Albuquerque site. • Steve added that in order to perform a conservative analysis,it would be ideal to spread the peak hour trip generation(85%from 5-6AM and 6-7PM)between the hours of 5 to 8 AM and 4 to 7 PM(assume 30%of the total trips will access the site during each of the hours)and the remaining 10%of the traffic will access the site during off-peak hours(8-9 AM and 3-4 PM). Mike reinstated that that existing traffic volume counts/empirical data will still be required ' to validate the trip generation procedures developed by VHB. • Craig Stevenson(CT DEC)noted that the Albuquerque Studios is the only other similar site comparable to CT Studios in the country.He also added that there should be available traffic data for the Albuquerque facility and he will contact the owner of Albuquerque Studios and CT Studios(Hal Katersky,Pacific Ventures,LLC)to obtain traffic data from the existing facility in Albuquerque. 1 2 • Mike Connors inquired about the trip distribution procedures to be used for this study.Steve 1 replied that due to the unique nature of the land use,the trip distribution of this project was based on existing travel patterns and existing turning movement percentages at the intersections within the study area. I • Craig noted that the P&Z submission is due to the Town by the end of this month and that the project is anticipated to be built out within 18 months.. 1 • Finally,it was agreed by the team that VHB will proceed with the conservative approach of adding more trips to the peak hour of the adjacent street(30%of the site generated traffic) and prepare the traffic impact and access study.Upon obtaining the existing traffic data from 1 the Albuquerque site,VHB will prepare a supplemental technical memorandum for submission to DOT to validate the conservative trip generation procedures used for the study. Should the Client be not able to provide the existing traffic data,CTDOT may request VHB to use a higher trip generation rate based on the total parking spaces provided on the 1 site and the occupancy rates or some other method as acceptable to the Department. The meeting was adjourned at 10:00 AM.. 1 1 i 1 1 1 1 1 1 1 i 1 0 O I ^h 'n n f-10 ���'�� L20 400 Ch �85 S apel Road S j-55 5 -� 40 0 o I Ste Drive c co I � o Site c �. Pro ose e S SiteDri 5 300 0 MBlil'A7E 291 j t--45 � �d' ♦-35 1 r330 ) ........ r �. � r � r r � �r r � �■r r � � r � r r PM , 15) "'� ((15) i (125) (55) I S Chapel Road 70 r(35G S-? � 85-?� N o 20�-► Proed a� Sitepos Drive �a Site s� Proposed S Site Drive k �Q5 ((so ! MRi 291 4� �0 �5'53' I p1S R6537.5 40- N rivi ...... Transportation Land Development Environmental ' S e r v i c e s 10 Donance Street,Suite 400 t 11aJ?.aSS2 Ha-n.CX.11 Iirugtfin' Inc Providence,Rhode Island 02903 , 401272-8100 FAX 401273-9694 www..vhb..com Memorandum To: Hal Katersky Date: January 28,2010 Pacifica Ventures,LLC Project No..: 72189.10 ' From: Robert Clinton Re: Connecticut Studios ' Trip Generation Based on phone conversations and emails with Hal Katersky the following is a summary of the trip ' generation information that will be used in developing the Traffic Impact and Access Study: 1.. There are three different trip generation scenarios(peak production periods,normal conditions and no production periods). 2.. Peak production periods occur about 20 percent of the year or approximately 10+weeks out ' of the year..During these periods there is a maximum of 500 to 700 people on the lot during peak production periods.There are typically more than one person per vehicle;with an average o€1..5 people per vehicle resulting in trip generation of between 335 and 470 vehicles arriving during the morning and exiting during the afternoon. There are 520±proposed parking spaces at the CT Studios;therefore,the lot is projected to be at 65 to 90 percent occupancy during peak periods(when there are 500 to 700 people on the lot).Based on the Albuquerque Studios a majority of the site traffic arrives prior to"Call Time"which is typical at 6:00 AM and typical shooting days last 12 to 16 hours.It was also noted that people begin leaving the studio between 3 and 4 PM.During these peak periods 85 percent of the traffic is projected to arrive between 5:00 and 6:00 AM;5 to 10 percent between 6:00 and 7:00 AM;and 5 to 10 percent between 7:00 and 8:00 AM.It is also projected that 5 to 10 percent of the traffic will exit between 3:00 and 4:00 PM;5 percent between 4:00 and 5:00 PM;5 to 10 percent between 5:00 and 6:00 PM and 75 to 85 percent during 6:00 and 7:00 PM.During peak production periods the peak site generated traffic occurs prior to the morning peak of the adjacent road and after the afternoon peak of the adjacent road..This scenario is based on a 12-hour shooting day(a worst case scenario which brings the peak hour of exiting traffic from the proposed site closer to the afternoon peak of the adjacent roadway);however some days will consist of 16 hour long days which would be well past the afternoon peak of the adjacent road when traffic volumes are much lower and impacts to traffic would be much less. 1 Pre and post production conditions(when the studio is preparing for productions or dismantling after productions)occurs about 80 percent of the year or approximately 41± weeks out of the year.During this time period there will be approximately half the amount of people on the lot(165 to 350 people).During pre and post production conditions it is projected that there will be approximately 1.5 people per vehicle resulting in trip generation of between 110 and 235 vehicles arriving during the morning peak and exiting during the afternoon peak..During these pre and post production periods 40 to 45 percent of the traffic is projected to arrive between 5:00 and 6:00 AM;5 to 10 percent between 6:00 and 7:00 AM;5 \\R1 Data\Projects\72189..10\Docs\Memos\012010 Trip Generation Summary..doc to 10 percent between 7:00 and 8:00;and 40 to 45 percent between 8:00 and 9:00 AM.It is also projected that 40 percent of the traffic will exit between 3:00 and 4:00 PM;20 percent between 4:00 and 5:00 PM and 40 percent during 5:00 and 6:00 PM.During pre and post production conditions the peak site generated traffic occurs prior to and after the morning ' and afternoon peak periods of the adjacent road..The reason for the two distinct peak periods is that the workers that are constructing the sets arrive early and leave early and the other people at the studio arrive later and leave later. 4.. During no production periods(mid December to mid January)there are only 30 people at the studio.Traffic generation during these periods will be very light with negligible impacts on traffic. ' In order to evaluate the worst case scenario the peak production periods will be analyzed to determine the impacts on traffic.. VHB has prepared a table that summarizes the projected trip generation.Based on this table and traffic count un data VHB has looked at the total volume of traffic that is r 'e to p of c d to be on the adjacent roadway network during the morning and afternoon peak hours of the site and the morning and ' afternoon peak hours of the adjacent roadway.Based on this assessment,VHB has determined that the morning and afternoon peak hours of the roadway are the critical(higher)peak periods that will be analyzed to assess the traffic impacts the peak periods.Information listed in this memo will be used in the Traffic Impact and Access Study to describe and justify the trip generation for the proposed studio.. ' Table 1 Trip Generation Peak Production Periods Normal Operation 20%of the Year(10+WeekslYear) 80%of the Year(41+Weeks/Year) 700 Employees 350 Employees Percent of Traffic Enter Exit Percent of Traffic Enter Exit Time Periods Entering/Exiting (vph)r (vph) Entering/Exiting (vph) (vph) Morning Peak 5:00—6:00 AM 85%/5% 395 25 40%-45%/5% 95-105 25 6:00-7:00AM 5%-10%/5% 25-50 25 5%-10%/5% 10-25 25 7:00-8:00AM 5%-10%/5% 25-50 25 5%-10%/5% 10-25 25 ' 8:00—9:00 AM 40%-45%/5% 95-105 25 Afternoon Peak ' 3:00-4:00PM 5%/5% 25 25 5%/40% 25 95 4:00—5:00 PM 5%/5%-10% 25 25-50 5%/20% 25 45 5:00—6:00 PM 5%/5%-10% 25 25-50 5%/40% 25 95 6:00—7:00 PM 5%l 75%-85% 25 350.395 Source: Compiled by VHB from information obtained from Pacifica Ventures,LLC based on existing facilities in Albuquerque,New Mexico- Expressed in vehicles per hour(vph) \\RI Data\Projects\72189..10\Docs\Memos\012010 Tiip Generation Summary.doc VHBComputations Project: CI Studios Project# 72189.10 Location: South Windsor,CI Sheet 1 of 2 ' Calculated by: AS Date: 01/26/2010 Checked by: BC Date: 61/26/2010 Iitle: Trip Generation The proposed CT Studios consist of the following development: 1. Four Studio Building (53,000+sq SF GFA)=212,000+SF ' 2. One Mill Building (75,000 SF GFA)w/Post-Production Space on 2nd Story(30,000 SF GFA) 3. 520+Parking Spaces Provided 4. 24 Star Wagons Provided ' 5. 35 Truck Loading Provided The proposed development is a very unique land use.. There is an existing studio in ' Albuquerque, NM. (5650 University Blvd SE,Albuquerque, NM 87106 or hftp://www.pacificaventures.com/) Based on information provided by the client,the proposed CT Studios will operate similar to the existing operation at the Albuquerque Studios. There are three different trip generation scenarios(peak production periods, pre and post production periods ' and no production periods). Peak Production Periods * ° + ' . occur about 20/o of the year or about 10_weeks out of the year * a maximum of 500 to 700 people will be on site * based on 1.5 people per car the site is projected to generate approximately 335 to 470 vehicles entering during the morning and exiting during the afternoon Time Percent of Traffic Enter Exit Morning Peak Entering Exiting (vDhh) v h "Call Time"6:00 AM-Peak of the Site 5-6 AM 85% 5% 400 25 6-7 AM 5% 5% 25 25 Peak of Adjacent Roadway 7-8 AM 5% 5% 25 25 8-9 AM 5% 5% 25 25 Afternoon Peak ' 3-4 PM 5% 5% 25 25 Peak of Adjacent Roadway 4-5 PM 5% 5% 25 25 5-6 PM 5% 5% 25 25 "12 Hrs Shooting Day'- Peak of the Site 6-7 PM 5%- 85% 25 400 Vanasse Hangen Brustlin,Inc. ' YHBComputations Project: CT Studios Project# 72189.10 ' Location: South Windsor,CT Sheet 2 of 2 Calculated by: AS Date: 0l/26/2010 Checked by: BC Date: Ol/26/2010 Title: Trip Generation Pre and Post Production Periods * occur about 80%of the year or about 41+weeks out of the year ' a maximum of 165 to 350 people will be on site * based on 1.5 people per car the site is projected to generate approximately 110 to 235 vehicles ' Time Percent of Traffic Enter Exit Morning Peak Entering Exiting (vph) (vph) 5-6 AM 40% 5% 95 10 ' 6-7 AM 10% 5% 25 10 Peak of Adjacent Roadway 7-8 AM 10% 5% 25 10 879 AM 40% 5% 95 10 Afternoon Peak 3-4 PM 5% 40% 10 95 ' Peak of Adjacent Roadway 4-5 PM 5% 15% 10 35 5-6 PM 5% 40% 10 95 6-7 PM 5% 5% 10 10 No Production Periods " occur between mid December to mid January ' a maximum of 30 people will be on site or about 30 vehicles * Traffic generation during these periods will be very light with negligible impacts VanasseHangenBrusttin,Inc. VHB Computations Project: CT Studios Project# 72189.10 Location: South Windsor,CT Sheet I of I , Calculated by: AS Date: Ol/26/2010 Checked by: BC Date: Ol/26/2010 Title: Trip Distribution Having estimated project generated vehicle trips,the next step is to determine the trip distribution of the project traffic and assign these trips to the local roadway network. The directional distribution of site traffic approaching and departing the development is a function of several variables„ These include , the population densities,competing uses,existing travel patterns, and the efficiency of the roadway leading to the site. As discussed in the trip generation calculation, the proposed CT Studios is a very unique ' land use. Therefore, the trip distribution of this project was based on existing travel patterns and existing turning movement percentages at the intersections within the study area. *30%from Route 5 southbound approach ' *20%from Route 5 northbound approach *20%from 1-291 eastbound approach * 10%from 1-291 westbound approach * 15%from Route 30 southbound approach *5%from Chapel Street westbound approach , Vanasse Hangen Brustlin,Inc. ' Transportation Land Development Environmental S e r v i c e s ' 54 Tuttle Place Middletown,Connecticut 06457 Uzaasse Han€� . i Bt ustlin, Inc" 860632-1500 FAX 860 632-7879 ' Person Contacted: Ms.Marcia Banach VHB Rep: Robert J.Clinton,P.E. Phone Notes Title: Director of Planning VHB Project No: 72189..00 Company: Town of South Windsor,CT Project Name: CT Studios-S..Windsor,CT Telephone No.: (860)644-2511 Type of Call: Outgoing FAX No..: Date and Time: January 2 2 1 1 . J ary 8, 0 0/ 1.30 R.Clinton contacted M.Banach,Director of Planning in the Town of South Windsor to discuss the discuss the background growth rate that should be used in the traffic study that was being prepared ' for the CT Studios project.R.Clinton stated that based on a review of historic traffic data,traffic volumes have remained relatively flat.Based on the 1% growth rate that was used in the traffic study previously prepared for the EIE VHB was going to assume the same growth rate in our traffic study to remain conservative(overestimating the volume of traffic that is expected on the roadways under future conditions).M.Banach agreed with this approach.. R.Clinton asked if there were any projects that were proposed in the area that we should include in ' the traffic study as background growth.M.Banach stated that at this time there are no known projects that would have any significant impact on traffic in the area. J:\72189.10\does\notes\012710 Banaeh.doe i i ITE TRIP GENERATION WORKSHEET i (8th Edition) LANDUSE:310 LANDUSE CODE: Hotel Independent Variable---Number of Rooms ' JOB NAME: ROOMS(#): 120 JOB NUMBER: ' WEEKDAY Directional RATES: Total Trip Ends Independent Variable Range Distribution ' #Studies R A 2 Average Low High Average Low High Enter Exit DAILY 10 0.98 8.17 3.47 9.58 476 100 1,850 50% 50% AM PEAK(ADJACENT ST) 20 0.75 0.56 0.20 1.03 240 100 500 61% 39% PM PEAK(ADJACENT ST) 25 -- 0.59 0.21 1.03 224 80 500 53% 47% TRIPS: BY AVERAGE BY REGRESSION Total Enter Exit Total Enter Exit DAILY 980 490 490 701 350 350 AM PEAK(ADJACENT ST) 67 41 26 51 31 20 PM PEAK(ADJACENT ST) 71 38- 33 NA NA NA ' SATURDAY Directional RATES: Total Trip Ends Independent Variable Range Distribution #Studies RA Average Low High Average Low High Enter Exit DAILY 8 0.93 8.19 6.35 9.79 206 100 355 50% 50% PEAK OF GENERATOR 9 0.80 0.72 0.49 1.23 194 100 355 56% 44% TRIPS: BY AVERAGE BY REGRESSION Total Enter Exit Total Enter Exit DAILY 983 491' 491 860 430 430 PEAK OF GENERATOR 86 48 38 87 49 38 SUNDAY Directional RATES: Total Trip Ends Independent Variable Range Distribution #Studies R A 2 Average Low High Average Low High Enter Exit DAILY 8 0.94 5.95 4.01 8.48 206 100 355 50% 50% PEAK OF GENERATOR 8 0.87 0.56 0.39 0.72 206 100 355 46% 54% TRIPS: BY AVERAGE BY REGRESSION Total Enter Exit Total Enter Exit DAILY 714 357 357 547 274 274 PEAK OF GENERATOR 67 31 36 54 25 29 ' \\vhb\prcj\Providence\72189.I O\tech\Traffic\Trip Generation with reviskb["6 01 and Phase 2.xlsx 1/9/2012 ITE TRIP GENERATION WORKSHEET (7th Edition,Updated January 2004) , LANDUSE:Specialty Retail Center LANDUSE CODE:814 Independent Variable---1,000 Sq.Feet Gross Floor Area JOB NAME: FLOOR AREA(KSF): 16.0 ' JOB NUMBER: WEEKDAY Directional RATES: Total Trip Ends Independent Variable Range Distribution #Studies R A 2 Average Low High Average Low High Enter Exit ' DAILY 4 0.69 44.32 21.30 64.21 25 15 43 50% 50% AM PEAK(ADJACENT ST) -- -- -- -- -- -- -- — -- — PM PEAK(ADJACENT ST) 5 0.98 2.71 2.03 5.16 69 15 220 44% 56% TRIPS: BY AVERAGE BY REGRESSION Total Enter Exit Total Enter Exit DAILY 709 355, 355 722 361 3615 AM PEAK(ADJACENT ST) NA NA r NA NA NA NA PM PEAK(ADJACENT ST) 43 19 24 60 26 34 ' SATURDAY Directional RATES: Total Trip Ends Independent Variable Range Distribution #Studies R A 2 Average Low High Average Low High Enter Exit ' DAILY 3 -- 42.04 22.57 54.47 28 17 43 50% 50% PEAK OF GENERATOR -- -- -- -- -- TRIPS: BY AVERAGE BY REGRESSION ' Total Enter Exit Total Enter Exit DAILY 673 336 336 NA NA NA PEAK OF GENERATOR NA NA NA NA NA NA SUNDAY Directional ' RATES: Total Trip Ends Independent Variable Range Distribution #Studies R A 2 Average Low High Average Low High Enter Exit DAILY 3 20.43 6.96 32.82 28 17 43 50% 50% PEAK OF GENERATOR -- -- -- -- -- -- -- TRIPS: BY AVERAGE BY REGRESSION Total Enter Exit Total Enter Exit DAILY 327 163 163 NA NA NA ' PEAK OF GENERATOR NA NA NA NA` NA NA \\vhb\proj\Providence\72189.I O\tech\Traffic\Trip Generation v80aaial49a6ft38ehtw0ERl4ase 2.xlsx 1/9/2012 ITE TRIP GENERATION WORKSHEET ' (7th Edition,Updated January 2004) LANDUSE: Free-Standing Discount Store LANDUSE CODE:815 Independent Variable---1,000 Sq.Feet Gross Floor Area JOB NAME: FLOOR AREA(KSF): 16.0 JOB NUMBER: ' WEEKDAY Directional RATES: Total Trip Ends Independent Variable Range Distribution #Studies R A 2 Average Low High Average Low High Enter Exit DAILY 23 -- 56.02 25.53 106.88 106 55 140 50% 50% AM PEAK(ADJACENT ST) 6 0.84 0.51 1.34 104 92 116 68% 32% PM PEAK(ADJACENT ST) 47 5.06 2.48 9.23 115 33 157 50% 50% TRIPS: BY AVERAGE BY REGRESSION Total Enter Exit Total Enter Exit DAILY 896 448 448 NA NA NA - AM PEAK(ADJACENT ST) 13 9 4 NA NA NA ' PM PEAK(ADJACENT ST) 81 40 40 NA NA NA SATURDAY Directional RATES: Total Trip Ends Independent Variable Range Distribution #Studies R A 2 Average Low High Average Low High Enter Exit ' DAILY 21 0.61 71.19 45.42 92.59 104 55 126 50% 50% PEAK OF GENERATOR 26 7.58 5.41 10.71 114 92 133 51% 49% ' TRIPS: BY AVERAGE BY REGRESSION Total Enter Exit Total Enter Exit DAILY 1,139 570 570 853 426 426 PEAK OF GENERATOR 121 62 59 NA NA NA ' SUNDAY Directional RATES: Total Trip Ends Independent Variable Range Distribution #Studies R A 2 Average Low High Average Low High Enter Exit DAILY 3 54.90 42.95 64.27 109 96 116 50% 50% PEAK OF GENERATOR 3 7.32 6.01 8.61 109 96 116 52% 48% TRIPS: BY AVERAGE BY REGRESSION Total Enter Exit Total Enter Exit DAILY 878 439 439 NA NA NA PEAK OF GENERATOR 117 61 56 NA NA NA ` \\vhb\prof\Providence\72189.10\tech\Traffic\Trip Generation\WtbErf&faedi ft2!E Av*Mse 2.xlsx 1/9/2012 ITE TRIP GENERATION WORKSHEET (7th Edition,Updated January 2004) ' LANDUSE: High-Turnover(Sit-Down)Restaurant LANDUSE CODE: 932 Independent Variable---1,000 Sq.Feet Gross Floor Area JOB NAME: FLOOR AREA(KSF): 22.0 ' JOB NUMBER: WEEKDAY , Directional RATES: Total Trip Ends Independent Variable Range Distribution #Studies R A 2 Average Low High Average Low High Enter Exit ' DAILY 14 127.15 73.51 246.00 7 5 12 50% 50% AM PEAK(ADJACENT ST) 18 11.52 2.83 25.60 6 3 11 52% 48% PM PEAK(ADJACENT ST) 38 10.92 2.80 62.00 6 3 14 61% 39% TRIPS: BY AVERAGE BY REGRESSION Total Enter Exit Total Enter Exit DAILY 2,797 1,399 1,399 NA NA NA AM PEAK(ADJACENT ST) 253 132 122 NA NA NA ' PM PEAK(ADJACENT ST) 240 147 94 NA NA NA SATURDAY ' Directional RATES: Total Trip Ends Independent Variable Range Distribution #Studies R A 2 Average Low High Average Low High Enter Exit DAILY 2 158.37 144.60 172.71 5 4 5 50% 50% ' PEAK OF GENERATOR 3 20.00 10.80 50.40 4 2 5 63% 37% TRIPS: BY AVERAGE BY REGRESSION Total Enter Exit Total Enter Exit DAILY 3,484 1,742 1,742 NA NA NA PEAK OF GENERATOR 440 277 163 NA NA NA SUNDAY Directional RATES: Total Trip Ends Independent Variable Range Distribution #Studies R A 2 Average Low High Average Low High Enter Exit DAILY 2 131.84 119.38 143.80 5 4 5 50% 50% PEAK OF GENERATOR 3 -- 18.46 9.79 43.20 4 2 5 55% 45% TRIPS: BY AVERAGE BY REGRESSION Total Enter Exit Total Enter Exit DAILY 2,900 1,450 1,450 NA NA NA ' PEAK OF GENERATOR 406 223 183 NA NA NA \\vhb\proj\Providence\72189.10\tech\Traffic\Trip Generation witHig#w§erhftms@dsgrRl3Phase 2.xisx 1/9/2012 J :� SP�'Ianaa�;fr Rrric�� Intersection Capacity Analysis p tY Y ➢ Route 5(John Fitch Blvd)at I-291 Eastbound Ramps/Route 30 ➢ Route 5(John Fitch Blvd)at I-291 Westbound Ramps ➢ Route 5(John Fitch Blvd)at Chapel Road ➢ Route 30(Ellington Road)at'Chapel Road Route 30(Ellington Road)at Proposed Site Drive ➢ Chapel Road atProposed Site Drive Arms Route 5 (John `Fitch Blvd) at I-291 Eastbound Ramps /Route 30 (Ellington Road ' ➢ 2010 Existing Weekday Morning Peak Hour ➢ 2010 Existing Weekday Evening Peak Hour 2013 No-Build Weekday Morning Peak Hour ➢ 2013 No-Build Weekday Evening Peak Hour ➢ 2013 Build Weekday Morning Peak Hour' r ' ➢ 2013 Build Weekday Evening Peak Hour ➢ 2013 Build with Improvements Weekday Morning Peak Hour ➢ 2013 Build with Improvements Weekday Evening Peak Hour ➢ 2015 No-Build Weekday Morning Peak Hour ' 2015 Noy-Build Weekday Evening Peak Hour ➢ 2015 Build Weekday Morning Peak Hour ➢ 2015 Build Weekday Evening Peak Hour ' . ➢ 2015 Build with Improvements Weekday Morning Peak Hour ➢ 2015 Build with Improvements Weekday Evening Peak Hour -1 ' 4: 1-291 EB Ramps& Route 5 Signal Timings and Queues 2010 Existing Weekday AM Peak Hour Lane Configurations t if *j* tt r tt r ' Volume(vph) 420 130 420 330 35 .65 580 95,, 45 780 160 Lane Group Flow(vph) 457 141 457 250 250 68 604 99 48 839 172 Turn Type split Free Split Prot Perm Prot Free Protected Phases" 4 4 7.. 7 1 6 5 2 ' Permitted Phases Free 6 Free Detector Phases 4 4 7 7 1 6 6 5 2 Minimum Initial(s)', 9.0 9.0 9.0 9.0 5.0 15.0 15.0 5.0 15.0 Minimum Split(s) 14.0 14.0 14.0 14.0 11.0 21.0 21.0 11.0 21.0 Total Split(s) 26.0 26.0 0:0 20.0 20.0 14.0 30.0 30.0 14.0 30.0 0.0 ' Total Split(%) 28.9% 28.9% 0.0% 22.2% 22.2% 15.6% 33.3% 33.3% 15.6% 33.3% 0.0% Yellow Time(s) 3.0 3.0 3.0 3.0 3.0 5.0 5.0 3.0 5.0 All-Red Time(s) 2.0 2.0 2.0 2.0 1.0 1.0 1.0 1.0 1.0 Lead/Lag Lead Lag Lag Lead Lag Lead-Lag Optimize? Yes Yes Yes Yes Yes Recall Mode None None None None None C-Max C-Max None C-Max We Ratio 0.73 0.41 0.31 0.78 0.76 0.46 0.43 0.15 0.35 0.65 0.11 Control Delay 40.8 34.7 0.5 53.2 49.3 ;48.7 23.3 58 22.7 33.2 0.1 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 40.8 34.7 0.5 53.2 49.3 48.7 23.3 58 22.7 33.2 0.1 Queue Length 50th(ft) 126 71 0 136 128 38 146 0 25 268 0 Queue Length 95th(ft) 167 119 0 #238 #227 78 210 36 m26' #343 m0 Internal Link Dist(ft) 1175 998 1144 1391 Turn Bay',Length(ft) 300 500' 400 550 125' 550 ' Base Capacity(vph) 792 430 1495 331 338 193 1392 682 193 1293 1553 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 Reduced We Ratio 0.58 0.33 0.31 0.76 0.74 0.35 0.43 0.15 0.25 0.65 0.11 I Cycle Length:90 Actuated Cycle Length:90 Offset:0(0%),Referenced to phase 2:SBT and 6:NBT,Start of Green ' Natural Cycle:65 Control Type:Actuated-Coordinated # 95th percentile volume exceeds capacity,queue may be longer. Queue shown is maximum after two cycles. to Volume for 95th percentile queueis metered by upstream signal. Splits and Phases: 4:1-291 EB Ramps&Route 5 01 1 ®2 -4 04 f m7 m5 F m6 ' \\vhb\prof\Providence\72189.10\tech\Traffic\synchro\Revised November 2011\2010 EX-AM.sy7 Synchro 6 Report VHB,Inc. 4: 1-291 EB Ramps&Route 5 and Signal Timings Queues 'g g 2010 Existing Weekday AM Peak Hour -. -v4- +-- *- 4\ t -' r Lane Configurations t r I ►t tt r I 4t r Ideal Flow(vphpl); 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 ' Total Lost time(s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Lane Util.Factor 0.97 1.00 1,00 0.95 0.95 1M 0.95 1,00 1.00 0.95 1.00 Frt 1.00 1.00 0.85 1.00 0.97 1.00 1.00 0.85 1.00 1.00 0.85 Fit Protected 0.95 1.00 1.00 0.95 0.97 0,95 1.00 1.00 0.95 1.00 1.00 r Satd.Flow(prot) 3242 1759 1495 1681 1661 1736 3471 1553 1736 3471 1553 Fit Permitted 0.95 1.00 1 M 0.95 0.97 0.95 1.00 1.00 0.95 1.00 1.00 Satd.Flow(perm) 3242 1759 1495 1681 1661 1736 3471 1553 1736 3471 1553 Volume(vph) 420 130 420 330 35 i 45 65 580 95 45 780 160 Peak-hour factor,PHF 0.92 0.92 0.92 0.82 0.82 0.82 0.96 0.96 0.96 0.93 0.93 0.93 r Adj.Flow(vph) 457 141 457 402 43 55 68 604 99 48 839 172 RTOR Reduction(vph) 0 0 0 0 11 0 0 0 61 0 0 0 Lane Group Flow(vph) 457 141 457 250 239 0 68 604 38 48 839 172 Heavy Vehicles(%) 8% 8% 8% 2% 2% 2% 4% 4% 4% 4% 4% 4% Turn Type Split Free Split Prot Perm Prot Free Protected Phases 4 4 7 7 1 6 5 2 Permitted Phases Free 6 Free Actuated Green,G(s) 16.5 16.5 90.0 16.1 16.1 6.7 32.5 32.5 4.9 30.7 90.0 Effective':Green,g'(s) 17.5 17.5 90.0 17.1 17.1 6.7 34.5 34.5 4.9 32.7 90.0 Actuated g/C Ratio 0.19 0.19 1.00 0.19 0.19 0.07 0.38 0.38 0.05 0.36 1.00 Clearance Time(s) 5.0 5.0 5.0 5.0 4.0 6.0 6.0 4.0 6.0 Vehicle Extension(s) 2.0 2.0 2.0 2.0 2.0 3.0 3.0 2.0 3.0 Lane Grp Cap(vph) 630 342 1495 319 316 129 1331 595 95 1261 1553 v/s Ratio Prot c0.14 0.08 c0.15 0.14 c0.04 0.17 0.03 c0.24 r v/s Ratio Perm c0.31 0,02 0.11 v/c Ratio 0.73 0.41 0.31 0.78 0.76 0.53 0.45 0.06 0.51 0.67 0.11 Uniform Delay,d1 34.0 31.7 0.0 34.7 34.5 40.1 20'.7 17.5 41.4 24.1 0.0 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.46 1.20 1.00 Incremental Delay,d2 3,5 0.3 0,5 11.0 8.8 1.8 1.1 0.2 1.1 2.0 0.1 ' Delay(s) 37.5 32.0 0.5 45.7 43.3 41.9 21.8 17.7 19.9 30.9 0.1 Level of Service D C A D D D C B B C A Approach Delay(s) 20.8 44.5 23.1 25.4 Approach LOS C D C: C r HCM Average Control Delay, 26.3 HCM Level of Service G HCM Volume to Capacity ratio 0.70 Actuated Cycle Length(s) 90.0 Sum of lost time(s) 16,0 r Intersection Capacity Utilization 62.5% ICU Level of Service B Analysis Period(min) 15 c Critical Lane Group r r r r r r \\vhb\prof\Providence\72189.10\tech\Traffic\synchro\Revised November 201 1\201 0 EX-AM.sy7 Synchro 6 Report ' VHB,Inc. r 4: I-291 EB Ramps&Route 5 Signal Timings and Queues 2010 Existing Weekday PM Peak Hour + Lane Configurations T r 4* +} �► +�� r Volume(uph) 450 375 490 110 55 150 820 250 20 570 370 Lane Group Flow(vph) 479 399 521 138 144 161 882 269 24 695 451 Turn Type Split Free Split Prot Perm Prot Free Protected Phases 4 4 7 7 1 6 5 2 Permitted Phases Free 6 Free Detector Phases 4 4 7 7 1 6 6 5 2 Minimum.lnitial(s), 9.0 9.0 9.0 9.0 5.0 15.0 150 5.0 15.0 Minimum Split(s) 14.0 14.0 14.0 14.0 11.0 21.0 21.0 11.0 21.0 Total Split(s) 26.0 26.0 0.0 20.0 20.0 14.0 30.0 30.0 14.0 30,0 0.0 Total Split(%) 28.9% 28.9% 0.0% 22.2% 22.2% 15.6% 33.3% 33.3% 15.6% 33.3% 0.0% ' Yellow Time(s) 3.0 3.0 3.0^ 3.0 3.0 5.0 5.0 3.0 5.0 All-Red Time(s) 2.0 2.0 2.0 2.0 1.0 1.0 1.0 1.0 1.0 Lead/lag Lead Lag Lag Lead Lag Lead-Lag Optimize? Yes Yes Yes Yes Yes Recall Mode None None None None None C-Max C-Max None C-Max v/c Ratio 0.60 0.92 0.34 0.58 0.52 0.74 0.57 0.32 0.21 0.61 0.28 Control Delay 34.0 62.3 0.6 45.9 29.2 60.1 22.7 4.1 32.5 47,2 0.7 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 34.0 62.3 0.6 45.9 29.2 '60.1 22.7 "4.1 32.5` 47.2 0.7 Queue Length 50th(ft) 123 220 0 78 50 87 173 0 14 221 0 Queue Length 95th(ft) 174 #386 0 117 90 #198 312 53 m25 255 0 Internal Link Dist(ft) 1175 998 1144 1391 Turn Bay Length(ft) 300 500 400 550 125' 550 Base Capacity(vph) 823 447 1553 299 334 223 1556 847 197 1138 1583 Starvation Cap Reductn 0 0 0 0 ` 0 0 0 0 0' 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 Storage Gap Reductn 0 0 0' 0 0 0 0 0 0' 0 0 Reduced v/c Ratio 0.58 0.89 0.34 0.46 0.43 0.72 0.57 0.32 0.12 0.61 0.28 Cycle Length:90 Actuated Cycle Length:90 Offset:0(0%),Referenced to phase 2:SBT and 6:NBT,Start of Green ' Natural Cycle.70 Control Type:Actuated-Coordinated # 95th percentile volume exceeds capacity,queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal. Splits and Phases: 4:1-291 EB Ramps&Route 5 e1 m2 4.4 V m7 05 F" 06 \\vhb\prof\Providence\72189.10\tech\Traffic\synchro\Revised November 2011\2010 EX-PM.sy7 Synchro 6 Report VHB,Inc. 4: 1-291 EB Ramps&Route 5 Signal Timings and Queues 2010 Existing Weekday PM Peak Hour 4 t �► 14/ Lane Configurations M t r tt r I T? If Ideal Flow(vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time(s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Lane Util Factor 0-97 1.00 1.00 0.95 0.95 `i 1.00 0.95 3.00 1.00 0.95 1.00 Frt 1.00 1.00 0.85 1.00 0.92 1.00 1.00 0.85 1.00 1.00 0.85 Fit Protected 0.95 1.00 1.00 0.95 1.00 0.95 1.00 1.00 0.95 1.00 1.00 , Satd.Flow(prot) 3367 1827 1553 1681 1631 1770 3539 1583 1770 3539 1583 Fit Permitted 0.95 1.00 1.00 0.95 1.00 0.95 1.00 1.00 0.95 1.00 1.00 Satd.Flow(perm) 3367 1827 1553 1681 1631 1770 3539 1583 1770 3539 1583 Volume(vph) 450 375 490 110 ' 55 60 150 820 250 20 570 370 Peak-hour factor,PHF 0.94 0.94 0.94 0.80 0.80 0.80 0.93 0.93 0.93 0.82 0.82 0.82 Adj.Flow;(vph) 479 399 521 138 69 75 161 882 269 24 695 451 RTOR Reduction(vph) 0 0 0 0 46 0 0 0 158 0 0 0 Lane Group Flow(vph) 479 399 521 138 98 0 161 882 111 24 695 451 Heavy Vehicles(%) 4% 4% 4% 2% 2% 2% 2% 2% 2% 2% 2% 2% Turn Type Split I Free Split Prot Perm Prot Free Protected Phases 4 4 7 7 1 6 5 2 Permitted Phases Free 6 Free Actuated Green,G(s) 20.3 20.3 90.0 11.7 11.7 11.0 35.2 35.2 2.8 27.0 90.0 Effective Green,g Is) 21.3 21.3 90.0 12.7 12.7 11.0 37.2 37.2 2.8 29.0 90.0 Actuated g/C Ratio 0.24 0.24 1.00 0.14 0.14 0.12 0.41 0.41 0.03 0.32 1.00 Clearance Time(s) 5.0 5.0 5.0 5.0 4.0 6.0 6.0' 4.0 6.0 Vehicle Extension(s) 2.0 2.0 2.0 2.0 2.0 3.0 3.0 2.0 3.0 Lane Grp Cap(vph) 797 432 1553, 237 230 216 1463 654 55 1140 1583 v/s Ratio Prot 0.14 c0.22 c0.08 0.06 c0.09 c0.25 0.01 0.20 v/s RatioPerm 0.34 0.07: 0.28 v/c Ratio 0.60 0.92 0.34 0.58 0.43 0.75 0.60 0.17 0.44 0.61 0.28 Uniform Delay,d1 30.6 33.6 0.0 36.2 35.3 38.1 20s6 16.7' 42.8 25.7 0.0 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.74 1.67 1.00 Incremental Delay,ld2 0.6 25.0 0.6 2.3 0.5 11.5 1 8 0.6 1.7' 2.1 0 4 Delay(s) 31.4 58.5 0.6 38.5 35.8 49.7 22.5 17.2 33.3 45.1 0.4 Level of Service C E A' D D D C B` C D A Approach Delay(s) 27.7 37.1 24.7 27.6 Approach LOS C D C C ' NCM Average Control Delay; 27.4 HCM Level of Service CG HCM Volume to Capacity ratio 0.70 Actuated Cycle Length(s) 90.0 Sum of lost time Is) 12.0 ' Intersection Capacity Utilization 67.4% ICU Level of Service C Analysis Period(min) 15' c Critical Lane Group \\vhb\prof\Providence\72189.10\tech\Traffic\synchro\Revised November 2011\2010 EX-PM.sy7 Synchro 6 Report VHB,Inc. 4: 1-291 EB Ramps&Route 5 Queues 2013 No-Build Weekday AM Peak Hour * I Lane Configurations t r 4. tf 4t if Volume(vph) 435 135 435 340 35 65 600 100 45 805 165 Lane Group Flow(vph) 473 147 473 256 257 68 625 104 48 866 177 Turn Type Split Free Split, Prot Perm Prot Free Protected Phases 4 4 7 7 1 6 5 2 Permitted Phases' Free 6 Free Detector Phases 4 4 7 7 1 6 6 5 2 Minimum Initial(s)'. 9.0 9.0 9.0 9.0 5.0 15.0 15.0 5.0 15.0 Minimum Split(s) 14.0 14.0 14.0 14.0 11.0 21.0 21.0 11.0 21.0 Total Split(s) 26.0 26.0 . 0.0 20.0 20.0 14.0 30.0 30.0 14.0 30.0 '; 0.0 Total Split(%) 28.9% 28.9% 0.0% 22.2% 22.2% 15.6% 33.3% 33.3% 15.6% 33.3%n 0.0% Yellow Time(s) 3.0 3.0 3.0 3.0 3.0 5.0 5.0 3.0 5.0 All-Red Time(s) 2.0 2.0 2.0 2.0 1.0 1.0 1.0 1.0 1.0 Lead/Lag Lead Lag Lag Lead Lag Lead-Lag Optimize? Yes Yes Yes Yes Yes ' Recall Mode None None None None None C-Max C-Max None C-Max We Ratio 0.74 0.42 0.32 0.80 0.79 0.46 0.45 0.15 0.35 0.68 0.11 Control Delay 41.0 34.7 0.6 54.7 51.3 48.7 23.7 5`.7 21.7 333 0.1 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 41.0 34:7 0.6 54.7 51.3 48.7 23.7 5!7 21.7 33.3 0.1 Queue Length 50th(ft) 130 74 0 141 134 38 152 0 25 277 0 Queue Length 95th(ft) 173 123 0 #247 #238 78 218 36 m23 #361 m0 Internal Link Dist(ft) 1175 998 1144 1391 Turn Bay Length(ft) 300 500 400 550 125 550 Base Capacity(vph) 792 430 1495 330 336 193 1378 679 193 1279 1553 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 Storage,Gap Reductn 0 0 0 0 0 s 0 0 0 0 0 0 Reduced v/c Ratio 0.60 0.34 0.32 0.78 0.76 0.35 0.45 0.15 0.25 0.68 0.11 Cycle Length:90 Actuated;Cycte Length:90 Offset:0(0%),Referenced to phase 2:SBT and 6:NBT,Start of Green Natural Cycle:70 Control Type:Actuated-Coordinated it 95th percentile volume exceeds capacity,queue maybe longer Queue shown is maximum after two cycles. to Volume for 95th percentile queue is metered by upstream signal ' Splits and Phases: 4:1-291 EB Ramps&Route 5 y 01 1 m2 a4 f m7 m5 F ®6 \\vhb\proj\Providence\72189.10\tech\Traffic\synchro\Revised November 2011\2013 NB-AM.sy7 Synchro 6 Report VHB,Inc. 4: 1-291 EB Ramps&Route 5 p HCM Signalized Intersection Capacity Analysis 2013 No-Build Weekday AM Peak Hour Lane Configurations 1) } r I + I tf t4 r Ideal Flow(vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 .1900 Total Lost time(s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Lane Util.Factor 0.97 1_00 1.00 _0,95.: 0.95 1.00 0.95 1.00 1.00 0.95 1.00 Frt 1.00 1.00 0.85 1.00 0.97 1.00 1.00 0.85 1.00 1.00 0.85 Fit Protected 0.95 1.00 1.00 0.95 0,97 0.95 1.00 1.00 0.95 1.00 1.00 Said.Flow(prot) 3242 1759 1495 1681 1661 1736 3471 1553 1736 3471 1553 Fit Permitted 0.95 1.00 1.00 0.95 ' 0.97 0.95 1.00 1.00 0.95 1.00 1.00 Satd.Flow(perm) 3242 1759 1495 1681 1661 1736 3471 1553 1736 3471 1553 Volume(vph) 435 135 435 340 a 35 < 45 65 600 100 45 805 165 Peak-hour factor,PHF 0.92 0.92 0.92 0.82 0.82 0.82 0.96 0.96 0.96 0.93 0.93 0.93 Adj.Flow(vph) 473 147 473 415 43 55 68 625 104 48 866 177 RTOR Reduction(vph) 0 0 0 0 11 0 0 0 65 0 0 0 Lane Group Flow(vph) 473 147 473 256 + 246 0 68 625 39 48", 866 177 Heavy Vehicles(%) 8% 8% 8% 2% 2% 2% 4% 4% 4% 4% 4% 4% Turn Type Split Free Split Prot Perm Prot Free , Protected Phases 4 4 7 7 1 6 5 2 Permitted Phases Free 6 Free Actuated Green,G(s) 16.8 16.8 90.0 16.2 16.2 6.7 32.1 32.1 4.9 30.3 90.0 Effective Green,g(s) 17.8 17.8 90.0 17.2 17.2 6.7 34.1 34.1 4.9 32.3 90.0 Actuated g/C Ratio 0.20 0.20 1.00 0.19 0.19 0.07 0.38 0.38 0.05 0.36 1.00 Clearance Time(s) 5.0 5.0 5.0 5.0 4.0 6.0 6.0 4.0 6.0 Vehicle Extension(s) 2.0 2.0 2.0 2.0 2.0 3.0 3.0 2.0 3.0 Lane Grp Cap(vph) 641 348 1495 321 317 129 1315 588 95 1246 1553 v/s Ratio Prot c0.15 0.08 c0.15 0.15 c0.04 0.18 0.03 c0.25 , v/s Ratio Perm c0.32 0.03 0.11 v/c Ratio 0.74 0.42 0.32 0.80 0.78 0.53 0.48 0.07 0.51 0.70 0.11 Uniform Delay,d1 33.9 31.6 0.0 34.7 34.6 40.1 21 2 17.8' 41.4 24.6 0.0 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.44 1.18 1.00 Incremental Delay,;d2 3.8 0.`3 0.6 12.1 10.4 1.8 12 0.2I 1.0 2.1 0.1 Delay(s) 37.7 31.9 0.6 46.8 45.0 41.9 22.4 18.0 19.2 31.2 0.1 Level of Service D C A D D D C B B C A Approach Delay(s) 20.9 45.9 23.5 25.6 Approach LOS C D C C , HCM Average Control Delay', 26.6 HCM Level of Service C HCM Volume to Capacity ratio 0.72 Actuated Cycle Length(s) 90.0 Sum of lost time(s) 16.0` , Intersection Capacity Utilization 63.9% ICU Level of Service B Analysis Period(min) 15 c Critical Lane Group \\vhb\proj\Providence\72189.10\tech\Traffic\synchro\Revised November 2011\2013 NB-AM.sy7 Synchro 6 Report , VHB,Inc. I4: 1-291 EB Ramps&Route 5 Signal Timings and Queues 2013 No-Build Weekday PM Peak Hour Lane Configurations r Tt p Volume(vph) 465 385 505 115 55 155 850 260 24 585 ' 390 Lane Group Flow(vph) 495 410 537 137 151 167 914 280 24 713 476 Turn Type „Split Free Split' Prot Perm Prot Free Protected Phases 4 4 7 7 1 6 5 2 Permitted Phases Free 6 Free Detector Phases 4 4 7 7 1 6 6 5 2 Minimum Initial(s) 9.0 9.0 9.0 9.0 5.0 15.0 - 15.0 5.0 15.0 Minimum Split(s) 14.0 14.0 14.0 14.0 11.0 21.0 21.0 11.0 21.0 Total Split(s) 26.0 26.0 0.0 20.0 20.0 14.0 30.0 30.0 14.0 30.0 0.0 Total Split(%) 28.9% 28.9% 0.0% 22.2% 22.2% 15.6% 33.3% 33.3% 15.6% 33.3% 0.0% Yellow Time(s) 3.0 3.0 3.0 3.0 i 3.0 5.0 5.0 3.0 5.0 All-Red Time(s) 2.0 2.0 2.0 2.0 1.0 1.0 1.0 1.0 1.0 Lead/Lag Lead Lag Lag Lead Lag Lead-Lag Optimize? Yes Yes Yes Yes Yes ' Recall Mode None None None None None C-Max C-Max None C-Max We Ratio 0.61 0.93 0.35 0.58 0.56 0.75 0.59 0.33 0.21 0.64 0.30 Control Delay 34.2 64.4 0.6 45.9 32.1 60.6 23.3 4.1 31.9 47.6 1.0 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 34.2 64A 0.6 45.9 32A 60.6 23.3 4,1 31.9 47.6 1.0 Queue Length 50th(ft) 128 228 0 77 57 90 181 0 14 227 0 Queue Length 95th(ft) 179 #401 0 117 97 #206 327 54 m24 261 11 Internal Link Dist(ft) 1175 998 1144 1391 Turn Bay Length(€f) 300 500 400 550 125 550 Base Capacity(vph) 823 447 1553 299 330 226 1546 849 197 1119 1583 Starvation Cap Reductn 0 0 0 0 , 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.60 0.92 0.35 0.46 0.46 0.74 0.59 0.33 0.12 0.64 0.30 Cycle Length:90 Actuated Cycle Length:90 Offset:0(0%),Referenced to phase 2:SBT and 6:NBT,Start of Green Natural Cycle:75 Control Type:Actuated-Coordinated # 95th percentile'volume exceeds capacity,queue maybe longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal. 1 Splits and Phases: 4:1-291 EB Ramps&Route 5 01 1 02 14.4 �m7 ' e5 I 06 1 ` 1 \\vhb\proj\Providence\72189.10\tech\Traffic\synchro\Revised November 2011\2013 NB-PM.sy7 Synchro 6 Report VHB,Inc. 4: 1-2 EB Ramps&Route 5 Signal Timings and Queues 2013 No-Build Weekday PM Peak Hour Lane Configurations 1) f if ► T. ► tt r Ideal Flow(vpbpl) 1900 1900 1900 1900. 1900 1900 1900 1900 1900 1900 11900 1900 Total Lost time(s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Lane'Util.Factor 0.97 1.00 1.00 0.95 0,95 1.00 0.95 1.00 1.00 0.95 1:00 Frt 1.00 1.00 0.85 1.00 0.93 1.00 1.00 0.85 1.00 1.00 0.85 Flt,Protected 0.95, 1.00 1.00 0.95 1.00 0.95 1,00 1.00 0.95 1.00 1.00 Satd.Flow(prot) 3367 1827 1553 1681 1634 1770 3539 1583 1770 3539 1583 Flt Permitted 0.95 1.00, I 0.95 1.00 9.95 1,00 1.00 0.95 1.00 too Satd.Flow(perm) 3367 1827 1553 1681 1634 1770 3539 1583 1770 3539 1583 Volume(vph) 465 385 505 115 55 60 155 850 260 20 585 390 Peak-hour factor,PHF 0.94 0.94 0.94 0.80 0.80 0.80 0.93 0.93 0.93 0.82 0.82 0.82 Adj.Flow(vph) 495 410 537 144 69 75 167 914 280 24 713 476 RTOR Reduction(vph) 0 0 0 0 41 0 0 0 165 0 0 0 Lane Group Flow(vph) 495 410 537 137 3 110 0 167 914 115 24 713 476 Heavy Vehicles 4% 4% 4% 2% 2% 2% 2% 2% 2% 2% 2% 2% Turn Type split Free Split Prot Perm Prot Free Protected Phases 4 4 7 7 1 6 5 2 Permitted Phases Free 6 Free Actuated Green,G(s) 20.6 20.6 90.0 11.6 11.6 11.3 35.0 35.0 2.8 26.5 90.0 Effective Green,g(s) 21.6 21.6 90.0 12.6 12.6 11.3 37,0 37.0 2.8 28.5 90.0 Actuated g/C Ratio 0.24 0.24 1.00 0.14 0.14 0.13 0.41 0.41 0.03 0.32 1.00 Clearance Time(s) 5.0 5.0 5.0 5.0 4.0 6.0 6.0 4.0 6.0 Vehicle Extension(s) 2.0 2.0 2.0 2.0 2.0 3.0 3.0 2.0 3.0 Lane Grp Cap(vph) 808 438 1553 235 229 222 1455 651 55 1121 1583 v/s Ratio Prot 0.15 c0.22 c0.08 0.07 c0.09 c0.26 0.01 0.20 v/s Ratio Perm 0.35 0.07 OM v/c Ratio 0.61 0.94 0.35 0.58 0.48 0.75 0.63 0.18 0.44 0.64 0.30 Uniform Delay,d1 30.5 33.5 0.0 36.2 35.7 38.0 21.0 16,8 42.8 26.3 0.0 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.73 1.65 1.00 Incremental Delay,d2 1,0 27.1 0.6 2.4' 0.6 12.0 2A 0.6 1.7 2.3 0.4 Delay(s) 31.4 60.6 0.6 38.6 36.3 50.0 23.1 17.4 32.8 45.7 0.4 Level of Service C E A D D D C B . C D A Approach Delay(s) 28.3 37.4 25.2 27.7 Approach LbS C D C C HCM Average Control Delay 27.8 HCM Level of Service C HCM Volume to Capacity ratio 0.71 Actuated Cycle Length(s) 90.0 Sum of lost time(s) 12.0 Intersection Capacity Utilization 68.8% ICU Level of Service C Analysis Period(min) 15 c Critical Lane Group X\vhb\proj\Providence\72189.10\tech\Traffic\synchro\Revised November 2011\2013 NB-PM.sy7 Synchro 6 Report VHB,Inc. 4: 1-291 EB Ramps&Route 5 Queues 2013 Build(No Mit)Weekday AM Peak Hour ' ­* --► --* f- *-- 4\ t Lane Configurations �j + r I * t+ ►� �� Volume(vph) 435 185 435 350 40 65 600 , 130 55 805 1-65 's Lane Group Flow(vph) 473 201 473 271 272 68 625 135 59 866 177 Turn Type Split Free Split,; Prot Perm Prot Free Protected Phases 4 4 7 7 1 6 5 2, Permitted Phases Free 6 Free Detector Phases 4 4 7 7 1 6 6 5 2 Minimum initial(s) 9.0 9.0 9.0 9.0 5.0 15.0 15.0 5.0 15.0 Minimum Split(s) 14.0 14.0 14.0 14.0 11.0 21.0 21.0 11.0 21.0 Total Split(s) 26.0 26.0 0.0 20.0 20.0 14.0 30.0 30.0 14.0 30.0 0.0 Total Split(%) 28.9% 28.9% 0.0% 22.2% 22.2% 15.6% 33.3% 33.3% 15.6% 33.3% 0.0% Yellow Time(s) 3.0 3.0 3.0 3.0 ?r 3.0 5.0 5.0 3.0 5.0 All-Red Time(s) 2.0 2.0 2.0 2.0 1.0 1.0 1.0 1.0 1.0 Lead/Lag Lead Lag Lag Lead Lag` Lead-Lag Optimize? Yes Yes Yes Yes Yes Recall Mode None None None None None C-Max C-Max None C-Max We Ratio 0.74 0.58 0.32 0.81 0.79 0.46 0.50 0.21 0.41 0.69 0.11 Control Delay 41.0 39.1 0.6 55.0 51.1 48.7 25.9 5.4 22.3 33.4 0.1 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 41.0 39.1 0:6 55.0` 51.1 48.7 25.9 5A 22:3 33A 0.1 Queue Length 50th(ft) 130 104 0 151 142 38 154 0 31 277 0 Queue Length 95th(ft) 173 165 0 #267 #257 78 219 41 m29 m#353 m0 Internal Link Dist(ft) 1175 998 1144 1391 Turn Bay Length(ft) 300 500 400 550 125 550 Base Capacity(vph) 792 430 1495 337 345 193 1260 650 193 1250 1553 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 ' 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.60 0.47 0.32 0.80 0.79 0.35 0.50 0.21 0.31 0.69 0.11 Cycle Length:90 Actuated;Cycle Length:90 Offset:0(0%),Referenced to phase 2:SBT and 6:NBT,Start of Green Natural Cycle:70 ' Control Type:Actuated-Coordinated # 95th percentile volume exceeds capacity,queue maybe longer. Queue shown is maximum after two cycles. m, Volume for 95th percentile queue is metered by upstream signal. Splits and Phases: 4:1-291 EB Ramps&Route 5 m1 ♦ 02 04 m7 m5 t a6 \\ri-data\PROJECTS\72189.10\tech\Traffic\synchro\Revised November 2011\2013 Build No Mit-AM.sy7 Synchro 6 Report VHB,Inc. 4: I-291 EB Ramps&Route 5 HCM Signalized Intersection Capacity Analysis 2013 Build(No Mit)Weekday AM Peak Hour Lane Configurations ►)►j t r + R ?t r ff r Ideal Flow(vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 , Total Lost time(s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Lane Util.Factor 0.97 1.00 1,00 0.95> 0.95 1.00 _0.95 1.00 1.00 0.95 1.00 Frt 1.00 1.00 0.85 1.00 0.96 1.00 1.00 0.85 1.00 1.00 0.85 Flt Protected 0.95 1.00 1.00 0.95 0.97 0.95 1.00 1.00 0.95 1.00 1.00 Satd.Flow(prot) 3242 1759 1495 1681 1657 1736 3471 1553 1736 3471 1553 Flt Permitted fl 95 1.00 1.00 0.95 0.97 0.95 1.00 1.00 0.95 1.00 1.00 Said.Flow(perm) 3242 1759 1495 1681 1657" 1736 3471 1553 1736 3471 1553 Volume(vph) 435 185 435 350 40 55 65 600 130 55 805 165 Peak-hour factor,PHF 0.92 0.92 0.92 0.82 0.82 0.82 0.96 0.96 0.96 0.93 0.93 0.93 Adj.Flow(vph) 473 201 473 427 49 67 68 625 135 59 866 177 RTOR Reduction(vph) 0 0 0 0 13 0 0 0 87 0 0 0 Lane Group Flow(vph) 473 201 473 271 259 0 68 625 48 59 866 s 177 Heavy Vehicles(%) 8% 8% 8% 2% 2% 2% 4% 4% 4% 4% 4% 4% Turn Type Split Free Split Prot Perm Prot Free Protected Phases 4 4 7 7 1 6 5 2 Permitted Phases Free 6 Free Actuated Green,G(s) 16.8 16.8 90.0 16.9 16.9 6.7 29.9 29.9 6.4 29.6 90.0 Effective'Green,g(s) 17.8 17.8 90.0 17.9 17.9 6.7 31.9 31.9 6A 31.6 90.0 Actuated g/C Ratio 0.20 0.20 1.00 0.20 0.20 0.07 0.35 0.35 0.07 0.35 1.00 Clearance Time(s) 5.0 5.0 5.0 5.0 4.0 6.0 6.0 4.0 6.0 Vehicle Extension(s) 2.0 2.0 2.0 2.0 2.0 3.0 3.0 2.0 3.0 Lane Grp Cap(vph) 641 348 1495 334 330 129 1230 550 123 1219 'r1553 v/s Ratio Prot c0.15 0.11 c0.16 0.16 c0.04 0.18 0.03 c0.25 v/s Ratio Perm c0.32 0.03 0.11 v/c Ratio 0.74 0.58 0.32 0.81 0.79 0.53 0.51 0.09 0.48 0.71 0.11 Uniform Delay,dl 33.9 32.7 0-0 34.4 34.2 40.1 229 19.4`. 402 25.2 0.0 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.44 1.16 1.00 Incremental Delay,d2 3.8 14 0,6 13.2 10.8 1.8 1>5 0.3 0.7 2.2 0.1 Delay(s) 37.7 34.1 0.6 47.6 45.0 41.9 24.4 19.7 18.3 31.5 0.1 Level of Service D C A D 1 D D C B' B C A Approach Delay(s) 21.8 46.3 25.0 25.8 Approach LOS C D C C ' HCM Average Control Delay 27.4 HCM Level of Service C HCM Volume to Capacity ratio 0.73 Actuated Cycle Length(s) 90.0' Sum of lost time(s) 16.0 , Intersection Capacity Utilization 64.6% ICU Level of Service C Analysis Period(min) 15 c Critical Lane Group i f 1 \\ri-data\PROJECTS\72189.10\tech\Traffic\synchro\Revised November 2011\2013 Build No Mit-AM.sy7 Synchro 6 Report VHB,Inc. ' 4: 1-291 EB Ramps&Route 5 Signal Timings and Queues 2013 Build(No Mit)Weekday PM Peak Hour Lane Configurations ' r 4. +t t} r Volume(vph) 465 405 505 145 75 155 850 270 25 585 390 Lane Group Flow(vph) 495 431 537 181 219 167 914 290 30 713 476 Turn Type Split Free Split Prot Perm Prot Free Protected Phases 4 4 7 7 1 6 5 2. Permitted Phases Free 6 Free Detector Phases 4 4 7 7 1 6 6 5 2 Minimum Initial(s) 9.0 9.0 9.0 9.0 5.0 15.0 15.0 5.0 15.0 Minimum Split(s) 14.0 14.0 14.0 14.0 11.0 21.0 21.0 11.0 21.0 Total Split(s) 26.0 26.0 0.0 20.0 ': 20.0 14.0 30.0 30,0 14.0 30.0 0.0 ' Total Split(%) 28.9% 28.9% 0.0% 22.2% 22.2% 15.6% 33.3% 33.3% 15.6% 33.3% 0.0% Yellow Time(s) 3.0 3.0 3.0 3.0 3.0 5.0 5.0 3.0 5.0 All-Red Time(s) 2.0 2.0 2.0 2.0 1.0 1.0 1.0 1.0 1.0 Lead/Lag Lead Lag Lag Lead Lag; Lead-Lag Optimize? Yes Yes Yes Yes Yes Recall Mode None None None None None C-Max C-Max None C-Max v/c Ratio 0.60 0.96 0.35 0.70 0.72 0.81 0.65 0.36 0.25 0.66 0.30 Control Delay 33.7 70.1 0.6 50.7 39.1 r'68.8 26.9. 4 4 32.0 47.6 1.3 _ Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 33.7 70 1 0.6 50.7 39.1 68-8 26.9 4A 32,0 47.6 1.3 Queue Length 50th(ft) 128 243 0 103 87 93 237 0 18 226 0 Queue Length 95th(ft) 179 #429 0 150 138 #206 #334 55 m28 261 41 Internal Link Dist(ft) 1175 998 1144 1391 Turn Bay Length(ft) 300 500 400 550 125 550 Base Capacity(vph) 823 447 1553 299 341 211 1399 801 197 1088 1583 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0' 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 Storage Gap Reductn 0 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.60 0.96 0.35 0.61 0.64 0.79 0.65 0.36 0.15 0.66 0.30 Cycle Length:90 Actuated Cycle Length:90 Offset:0(0%),Referenced to phase 2:SBT and 6:NBT,Start of Green ' Natural Cycle:75 Control Type:Actuated-Coordinated # 95th percentile volume exceeds capacity,queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal. Splits and Phases: 4:1-291 EB Ramps&Route 5 h 01 l az 14.4 'r�07 wk WON:.. H., _:_ f 05 t" 06 ' \\vhb\proj\Providence\72189.10\tecMTraffic\synchro\Revised November 2011\2013 Build No Mit-PM.sy7 Synchro 6 Report VHB,Inc. 4 1-291 E B Ramps&Route 5 Signal Timings and Queues 2013 Build(No Mit)Weekday PM Peak Hour 4" t Lane Configurations 1) t r 41 tt r tt r Ideal Flow(vphpl,) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time(s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Lane Util.Factor 0.97 1.00 1.00 0.95 0,95 1.00 0.95 1.00 1.00 s 0.95 1-00 Frt 1.00 1.00 0.85 1.00 0.91 1.00 1.00 0.85 1.00 1.00 0.85 Fit Protected 0.95 1.00 1,00 0.95 1.00 0.95 1.00 1.00 0.95 1.00 1.00 Said.Flow(prot) 3367 1827 1553 1681 1618 1770 3539 1583 1770 3539 1583 Flt Permitted 0.95 1.00 1.00 0.95 1.00 0.95 1,00 1.00 0.95 1.00 1.00 Satd.Flow(perm) 3367 1827 1553 1681 1618 1770 3539 1583 1770 3539 1583 Volume(vph) 465 405 505 145 75 100 155 850 270 25 585 390 Peak-hour factor,PHF 0.94 0.94 0.94 0.80 0.80 0.80 0.93 0.93 0.93 0.82 0.82 0.82 Adj,Flow(vph) 495 431 537 181 94 125 167 914 290 30 713 476 RTOR Reduction(vph) 0 0 0 0 55 0 0 0 180 0 0 0 Lane Group Flow(vph) 495 431 537 181 164 0 167 914 110 30 713 476 Heavy Vehicles 4% 4% 4% 2% 2% 2% 2% 2% 2% 2% 2% 2% Turn Type Split Free Split Prot Perm Prot Free Protected Phases 4 4 7 7 1 6 5 2 Permitted Phases Free 6 Free Actuated Green,G(s) 21.0 21.0 90.0 12.8 12.8 10.5 32.0 32.0 4.2 25.7 90.0 Effective Green,g(s) 22.0 22.0 90.0 13.8 13.8 10.5 34,0 34.0 4,2 27.7 90.0 Actuated g/C Ratio 0.24 0.24 1.00 0.15 0.15 0.12 0.38 0.38 0.05 0.31 1.00 Clearance Time(s) 5.0 5.0 5.0 5.0 4.0 6.6 6.0 4.0 6.0 Vehicle Extension(s) 2.0 2.0 2.0 2.0 2.0 3.0 3.0 2.0 3.0 Lane Grp Cap(vph) 823 447 1553 258 248 207 1337 598 83 1089 1583 v/s Ratio Prot 0.15 c0.24 C0.1 1 0.10 cO.09 c0.26 0.02 0.20 v/s Ratio Perm 035 0,07 0-30 Wc Ratio 0.60 0.96 0.35 0.70 0.66 0.81 0.68 0.18 0.36 0.65 0.30 Uniform Delay,dl 30.1 33.6 0.0 36.1 35.9 38.8 23.5 18.7 41.6 27.0 0.0 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.72 1.62 1.00 Incremental Delay,d2 0.9 33.0 0.6 6,9 5,0 19"1 2,9 0.7 0.8 2.4 0.4 Delay(s) 31.0 66.6 0.6 43.0 40.9 57.8 26.3 19.4 30.6 46.2 0.4 Level of Service C E A D D E C B C D A Approach Delay(s) 30.3 41.9 28.7 27.9 Approach LOS C D C C HCM Average.Control Delay 30.2 HCM Level of Service C HCM Volume to Capacity ratio 0.77 Actuated Cycle Length(s) 90.0 Sum of lost time(s) 12.0 Intersection Capacity Utilization 71.4% ICU Level of Service C Analysis Period(min) 15 c Critical Lane Group kXvhb\proj\Providence\72189.1 O\tech\TrafFic\synchro\Revised November 201 1\2013 Build No Mit-PM.sy7 Synchro 6 Report VHB,Inc. r 4: 1-291 EB Ramps & Route 5 Queues 2013 Build Phase 1 Weekday AM Peak Hour (with Approved Phase 1 Mitigations) ''� �' �`* i� �- � � fir► ,� Lane Configurations ► ►� ��► Volume(vph) 435 185 435 350 40 55 65 600 130 55 805 ' 165 ' Lane Group Flow(vph) 473 201 473 232 244 67 68 625 135 59 866 177 Turn Type Split Free Split Perm Prot Perm Prot Free Protected Phases 4 4 7 7 1 6 5 2 ' Permitted Phases Free 7 6 Free Detector Phases 4 4 7 7 7 1 6 6 5 2 Minimum Initial (s) 9.0 9.0 9.0 9.0 9.0 5.0 15.0 15.0 5.0 15.0 Minimum Split(s) 14.0 14.0 14.0 14.0 14.0 11.0 21.0 21.0 11.0 21.0 ' Total Split(s) 29.0 29.0 0.0 20.0 20.0 20.0 11.0 30.0 30.0 11.0 30.0 0.0 Total Split(%) 32.2% 32.2% 0.0% 22.2% 22.2% 22.2% 12.2% 33.3% 33.3% 12.2% 33.3% 0.0% Yellow;Time(s) 3.0 3.0 3.0 3.0 3.0 3.0 5.0 5.0 3.0 5.0 All-Red Time (s) 2.0 2.0 2.0 2.0 2.0 1.0 1.0 1.0 1.0 1.0 Lead/Lag Lead Lag Lag Lead Lag Lead-Lag Optimize? Recall Mode None None None None None None C-Max C-Max None C-Max ' v/c Ratio 0.73 0.57 0.32 0.71 0.74 0.19 0.53 0.48 0.20 0.47 0.67 0.11 Control Delay 40.2 38.4 0.6 47.0 48.8 9.3 55.2 25.2 5.4 71.0 11.3 0.1' Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 40.2 38.4 0.6 47.0 48.8 9.3 55.2 25.2 5.4 71.0 11.3 0.1' Queue Length 50th (ft) 131 104 0 126 133 0 37 153 0 34 138 0 Queue Length 95th (ft) 168 160 0 192 #206 28 #85 219 41, m52 #254 m0 Internal Link Dist(ft) 1175 998 1144 1391 Turn Bay Length (ft) 300 500 100 400 550 125 550 Base Capacity(vph) 901 489 1495 339 343 373 138 1306 669 137 1300 1553 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.52 -0.41 0.32 0.68 0.71 0.18 0.49 0.48 0.20 0.43 0.67 0.11 ' Cycle Length: 90 Actuated Cycle Length: 90 Offset: 0(0%), Referenced to phase 2:SBT and 6:NBT, Start of Green Natural Cycle:65 Control Type: Actuated-Coordinated # 95th percentile volume exceeds capacity,queue may be longer. Queue shown is maximum after two cycles. ' m Volume for 95th percentile queue is metered by upstream signal. Splits and Phases: 4: 1-291 EB Ramps& Route 5 1 m1 � m2 1.4o4 m7 o5^ t 06 r \\vhb\proj\Providence\72189.10\tech\Traffic\synchro\Revised November 2011\2013 Build Phase 1 -AM.sy7 rVHB, Inc_ Synchro 6 Report 1 4: 1-291 EB Ramps & Route 5 HCM Signalized Intersection Capacity Analysis 2013 Build Phase 1 Weekday AM Peak Hour(with Approved Phase 1 Mitigations) ' --* --1, i- ■- *-- t Lane Configurations t r *T r I tt r I tt r Ideal Flow(vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time(s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 , Lane Util. Factor 0.97 1.00 1.00 0.95 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 Flt Protected 0.95 100 1.00 0.95 0.96 1.00 0.95 1.00 1.00 0.95 1.00 1.00 Satd. Flow(prot) 3242 1759 1495 1681 1702 1583 1736 3471 1553 1736 3471 1553 ' Flt Permitted 0.95 1.00 1.00 0.95 0.96 1.00 0.95 1.00 1.00 0.95 1.00 1.00 Satd. Flow(perm) 3242 1759 1495 1681 1702 1583 1736 3471 1553 1736 3471 1553 Volume(vph) 435 185 435 350 40 55 65 600 130 55 805 165 ' Peak-hour factor, PHF 0.92 0.92 0.92 0.82 0.82 0.82 0.96 0.96 0.96 0.93 0.93 0.93 Adj. Flow(vph) 473 201 473 427 49 67 68 625 135 59 866 177 RTOR Reduction (vph) 0 0 0 0 0 54 0 0 85 0 0 0 Lane Group Flow(vph) 473 201 473 232 244 13 68 625 50 59 866 177 Heavy Vehicles(%) 8% 8% 8% 2% 2% 2% 4% 4% 4% 4% 4% 4% Turn Type Split Free Split Perm Prot Perm Prot Free Protected Phases 4 4 7 7 1 6 5 2 ' Permitted Phases Free 7 6 Free Actuated Green, G (s) 17.0 17.0 90.0 16.4 16.4 16.4 5.7 31.1 31.1 5.5 30.9 90.0 Effective Green, g(s) 180 18.0 90.0 17.4 17.4 17.4 5.7 33.1 33.1 5.5 32.9 90.0 Actuated g/C Ratio 0.20 0.20 1.00 0.19 0.19 0.19 0.06 0.37 0.37 0.06 0.37 1.00 Clearance Time(s) 5.0 5.0 5.0 5.0 5.0 4.0 6.0 6.0 4.0 6.0 Vehicle Extension (s) 2.0 2.0 2.0 2.0 2.0 2.0 3.0 3.0 2.0 3.0 Lane Grp Cap;(vph) 648 352 1495 325 329 306 110 1277 571 106 1269 1553 , v/s Ratio Prot c0.15 0.11 0.14 c0.14 c0.04 0.18 0.03 c0.25 v/s Ratio Perm c032 0.01 0.03 0.11' v/c Ratio 0.73 0.57 0.32 0.71 0.74 0.04 0.62 0.49 0.09 0.56 0.68 0.11 , Uniform Delay, d1 33.7 32.5 0.0 34.0 34.2 29.5 41.1 21.9 18.6 41.1 24.1 0.0 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.54 0.31 1.00 Incremental Delay, d2 3.5 1.4 0.6 6.1 7.7 0.0 7.1 1.3 0.3 2.6 2.2 0A Delay(s) 37.2 33.9 0.6 40.0 41.8 29.5 48.2 23.3 18.9 66.0 9.7 0.1 , Level of Service . D C A D D C D C B E A A Approach Delay(s) 21.5 39.6 24.6 11.2 Approach LOS C D C B ' HCM Average Control Delay 21.8 HCM Level of Service C HCM Volume to Capacity ratio 0.70 , Actuated Cycle Length (s) 90.0 Sum of lost time(s) 16.0 Intersection Capacity Utilization 62.9% ICU Level of Service B Analysis Period(min) 15 c Critical Lane Group \\vhb\proj\Providence\72189.10\tech\Traffic\synchro\Revised November 2011\2013 Build Phase 1 -AM.sy7 VHB, Inc. Synchro 6 Report 4: I-291 EB Ramps&Route 5 Signal Timings and Queues 2013 Build Phase 1 Weekday PM Peak Hour(with Approved Phase 1 Mitigations) -,* -* 4- w t / y 1 r Lane Configurations 11 t r r tt r" t} r Volume(vph) 465 405 505 145 75 100 155 850 270 25 585 390 Lane Group Flow(vph) 495 431 537 134 141 125 167 914 290 30 713 476 Turn Type Split Free Split Perm Prot Perm Prot Free Protected Phases 4 4 7 7 - 1 6 5 2 ' Permitted Phases Free 7 6 Free Detector Phases 4 4 7 7 7 1 6 6 5 2 Minimum Initial(s); 9.0 9.0 9.0 ; 9.0 9.0 5.0 15.0 15.0 5.0 15.0 Minimum Split(s) 14.0 14.0 14.0 14.0 14.0 11.0 21.0 21.0 11.0 21.0 Total Split(s) 33.0 33.0 0.0 15.0 15.0 15.0 16.0 31`.0 31.0 11.0 26.0 0.0 Total Split(%) 36.7% 36.7% 0.0% 16.7% 16.7% 16.7% 17.8% 34.4% 34.4% 12.2% 28.9% 0.0% Yellow Time(s) 3.0 3.0 3.0 3.0 3.0 3.0 5.0 5.0 3.0 5.0 All-Red Time(s) 2.0 2.0 2.0 2.0 2.0 1.0 1.0 1.0 1.0 1.0 Lead/Lag Lead Lag Lag Lead Lag Lead-Lag Optimize? ' Recall Mode None None None None None None C-Max C-Max None C-Max We Ratio 0.53 0.85 0.35 0.64 0.65 0.41 0.77 0.62 0.35 0.26 0.68 0.30 Control Delay 29.2 47.0 0.6 52.7 52.9 11.5 61.6 25;6 4.4 67.4 15.3 0.4 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 ' Total Delay 29.2 47:0 0.6 527 52.9 11.5 61.6 25,6 4A 67A 15.3 0A Queue Length 50th(ft) 119 226 0 75 80 0 92 205 0 18 129 0 Queue Length 95th(it) 159 326 0 123 128 36 #183 #361 56 m30 146 0 Internal Link Dist(ft) 1175 998 1144 1391 Turn Bay Length(ft) 300 500' 100 400 550 125 550 Base Capacity(vph) 1085 589 1553 213 221 310 238 1476 829 138 1055 1583 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0' 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0` 0 0 0 Reduced We Ratio 0.46 0.73 0.35 0.63 0.64 0.40 0.70 0.62 0.35 0.22 0.68 0.30 Cycle Length:90 Actuated Cycle Length:90 Offset:57(63%),Referenced to phase 2:SBT and 6:NBT,Start of Green Natural Cycle:75 Control Type:Actuated-Coordinated # 95th percentile volume exceeds capacity,queue may be longer. Queue shown is maximum after two cycles m Volume for 95th percentile queue is metered by upstream signal. Splits and Phases: 4:1-291 EB Ramps&Route 5 01 • m2 14.4 m7 ti a5 06 ' \\vhb\prof\Providence\72189.10\tech\Traffic\synchro\Revised November 2011\2013 Build Phase 1-PM.sy7 Synchro 6 Report VHB,Inc. 1 4: 1-291 EB Ramps&Route 5 Signal Timings and Queues 2013 Build Phase 1 Weekday PM Peak Hour(with Approved Phase 1 Mitigations) f Lane Configurations 1) t r ►j 4 1 tt r ?4 r Ideal Flow(vphpl), 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time(s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Lane Util.Factor 0.97 1.00 1.00 0.95` 0.95 t 1.00 1.00 0.95 1.00 1.00 0.95 1.00 Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 Flt Protected 0.95 1.00 1,00 0.95 0.98 1.00 0.95 1.00 1.00 0.95 1.00 1.00 Satd.Flow(prot) 3367 1827 1553 1681 1741 1583 1770 3539 1583 1770 3539 1583 Flt Permitted 0.95 1.00 1.00 0.95 0.98 1.00 0.95 1.00 1.00 0.95 1.00 1.00 Satd.Flow(perm) 3367 1827 1553 1681 1741 1583 1770 3539 1583 1770 3539 1583 Volume(vph) 465 405 505 145 75 100 155 850 270 25 585 ' 390 Peak-hour factor,PHF 0.94 0.94 0.94 0.80 0.80 0.80 0.93 0.93 0.93 0.82 0.82 0.82 Adj.Flow(vph) 495 431 537 181 94 125 167 914 290 30 ' 713 476 RTOR Reduction(vph) 0 0 0 0 0 109 0 0 177 0 0 0 Lane Group Flow(vpti) 495 431 537 134 141 16 167 914 113 30 713 i 476 Heavy Vehicles(%) 4% 4% 4% 2% 2% 2% 2% 2% 2% 2% 2% 2% Tum Type Split Free Split Perm Prot Perm Prot Free Protected Phases 4 4 7 7 1 6 5 2 Permitted Phases Free 7 6 Free Actuated Green,G(s) 23.9 23.9 90.0 10.2 10.2 10.2 11.1 33.1 33.1 2.8 24.8 90.0 Effective Green,g(s) 24.9 24.9 90.0 11.2 11.2 11.2 11.1 35.1 35.1 2.8 26.8 90.0 ' Actuated g/C Ratio 0.28 0.28 1.00 0.12 0.12 0.12 0.12 0.39 0.39 0.03 0.30 1.00 Clearance Time(s) 5.0 5.0 5.0 ; 5.0 5.0 4.0 6.0 6.0 4.0 6.0 Vehicle Extension(s) 2.0 2.0 2.0 2.0 2.0 2.0 3.0 3.0 2.0 3.0 Lane Grp Cap(vph) 932 505 1553 209 217 197 218 1380 617 55 ' 1054 1583 ' v/s Ratio Prot 0.15 c0.24 0.08 c0.08 c0.09 c0.26 0.02 0.20 v/s Ratio Perm 0.35 0.01 0.07 0.30 v/c Ratio 0.53 0.85 0.35 0.64 0.65 0.08 0.77 0.66 0.18 0.55 0.68 0.30 Uniform Delay,d1 27.6 30.8 0.0 37.5 37.5 34.8 38.2 22.6 18.0 410 ': 27.8 0.0 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.58 0.39 1.00 Incremental Delay,d2 0.3 127 0.6 5.0 5.0 0.1 13.4 2.5 0.7 4.8 2.9 0.4 Delay(s) 27.9 43.5 0.6 42.4 42.5 34.9 51.6 25.1 18.7 72.8 13.8 0.4 Level of Service C D A D D C D C B E B A Approach Delay(s) 22.5 40.1 27.0 10.0 Approach;LOS C D 4 C B HCM Average Control Delay;, 22.0 HCM Level of Service C' HCM Volume to Capacity ratio 0.72 Actuated Cycle Length(s) 90.0' Sum of lost time(s) 12,0' Intersection Capacity Utilization 69.8% ICU Level of Service C Analysis Period(min) 15 c Critical Lane Group \\vhb\proj\Providence\72189.10\tecMTraffic\synchro\Revised November 2011\2013 Build Phase 1-PM.sy7 Synchro 6 Report ' VHB,Inc. ' 4: 1-291 EB Ramps&Route 5 Queues 2015 No-Build with Phase 1 Weekday AM Peak Hour Lane Configurations " 11 4 r 1 4 r ++ r TT r Volume(uph) 440 185 440 355 40 60 70 610 130 55 820 170 Lane Group Flow(vph) 478 201 478 235 247 73 73 635 135 59 882 183 Turn Type Split Free Split Perm Prot Perm Prot Free Protected Phases 4 4 7 7 1 6 5 2 Permitted Phases Free 7 6 Free Detector Phases 4 4 7 7 7 1 6 6 5 2 Minimum Initial(s) 9.0 9.0 9.0 9.0 9.0 5.0 15.0 15.0 5.0 15.0 Minimum Split(s) 14.0 14.0 14.0 14.0 14.0 11.0 21.0 21.0 11.0 21.0 Total Split(s) 29.0 29.0 0.0 20.0 20.0 20.0 11.0 30.0 30.0 11.0 30.0 0.0 Total Split(%) 32.2% 32.2% 0.0%° 22.2% 22.2% 22.2% 12.2% 33.3% 33.3% 12.2% 33.3% 0.0% Yellow Time(s) 3.0 3.0 3,0 3.0 3.0 3.0 5.0 5.0 3.0 5.0 All-Red Time(s) 2.0 2.0 2.0 2.0 2.0 1.0 1.0 1.0 1.0 1.0 Lead/Lag Lead Lag Lag Lead Lag Lead-Lag Optimize? _ Recall Mode None None None None None None C-Max C-Max None C-Max v/c Ratio 0.73 0.57 0.32 0.72 0.75 0.20 0.56 0.49 0.20 0.47 0.69 0.12 Control Delay 40.2 38.1 0.6 47.2 49.0 s 9.4 56.6 25.6 5.4 70.7 11.9 0.1 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 40.2 38,1 06 47"2 49,0 9A 56.6 25.6 5A 70.7 11.9 0.1 ' Queue Length 50th(ft) 132 104 0 127 134 0 40 157 0 34 174 0 Queue Length 95th(ft) 170 160 0 #196 #220 29 #94 222 41 m50 i#338 m0 Internal Link Dist(ft) 1175 998 1144 1391 Turn Bay Length(ft) 300 500 100 400 550 125 550 Base Capacity(vph) 901 489 1495 340 344 378 140 1295 664 137 1284 1553 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 `' 0 0 Reduced v/c Ratio 0.53 0.41 0.32 0.69 0.72 0.19 0.52 0.49 0.20 0.43 0.69 0.12 Cycle Length:90 Actuated Cycle Length:90 Offset:0(0%),Referenced to phase 2:SBT and 6:NBT,Start of Green Natural Cycle:70 Control Type:Actuated-Coordinated # 95th percentile volume exceeds capacity,queue maybe longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue;is metered by upstream signal. Splits and Phases: 4:1-291 EB Ramps&Route 5 01 1 m2 14.4 m7 ' a5 t o6 ' \\ri-data\PROJECTS\72189.10\tech\Traffic\synchro\Revised November 2011\2015 No-Build with Phase 1-AM.sy7 VHB,Inc. Synchro 6 Report 4- 1-291 EB Ramps&Route 5 HCM Signalized Intersection Capacity Analysis 2015 No-Build with Phase 1 Weekday AM Peak Hour Lane Configurations Ideal Flow(vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time(s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Lane Util.Factor 0.97 1.00 1.00 0.95 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 Fit Protected 0.95 1.00 1.00 0.95 "0.96 1.00 0.95 1.00 1.00 0.95 1.00 1.00 Satd.Flow(prot) 3242 1759 1495 1681 1701 1583 1736 3471 1553 1736 3471 1553 Fit Permitted 0-95 1.00 1.00 0.95 0.96 1.00 0.95 1.00 1.00 0.95 1.00 IM Said.Flow(perm) 3242 1759 1495 1681 1701 1583 1736 3471 1553 1736 3471 1553 Volume(vph) 440 185 440 355 40 60 70 610 130 55 820 170 Peak-hour factor,PHF 0.92 0.92 0.92 0.82 0.82 0.82 0.96 0.96 0.96 0.93 0.93 0.93 Adj,Flow(vph) 478 201 478 433 49 173 73 635 135 59 882 183 RTOR Reduction(vph) 0 0 0 0 0 58 0 0 86 0 0 0 Lane Group Flow(vph) 478 201 478 235 247 15 73 635 49 59 882 183 Heavy Vehicles 8% 8% 8% 2% 2% 2% 4% 4% 4% 4% 4% 4% Turn Type Split Free Split Perm Prot Perm Prot Free Protected Phases 4 4 7 7 1 6 5 2 Permitted Phases Free 7 6 Free Actuated Green,G(s) 17.2 17.2 90.0 16.5 16.5 16.5 5.8 30.8 30.8 5.5 30.5 90.0 Effective Green,g(s) 18.2 18.2 90.0 17.5 17.5 17.5 5.8 32.8 32.8 5.5 32.5 90.0 Actuated g/C Ratio 0.20 0.20 1.00 0.19 0.19 0.19 0.06 0.36 0.36 0.06 0.36 1.00 Clearance Time(s) 5.0 5.0 5.0 5.0 5.0 4.0 6.0 .,6.0 4,0 6.0 Vehicle Extension(s) 2.0 2.0 2.0 2.0 2.0 2.0 3.0 3.0 2.0 3.0 Lane Grp Cap(vph) 656 356 1495 327 331 308 112 1265 566 106 1253 s1553 v/s Ratio Prot c0.15 0.11 0.14 c0.15 c0.04 0.18 0.03 c0.25 v/s Ratio Perm c0.32 0.01 , 0.03 0.12 v/c Ratio 0.73 0.56 0.32 0.72 0.75 0.05 0.65 0.50 0.09 0.56 0.70 0.12 Uniform Delay,dl 316 32.3 0.0 33.9 34.2 29.5 41.1 222 18.8 41.1 24.6 0.0 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.54 0.32 1.00 Incremental Delay,d2 3.4 1.2 0_6 6.2 T8 0.0 9.9 1A 0.3 2.5 2.3 OA Delay(s) 37.0 33.6 0.6 40.1 41.9 29.5 51.0 23.7 19.1 65.9 10.2 0.1 Level of Service D C A D D C D C B E B A Approach Delay(s) 21.4 39.5 25.3 11.5 Approach LOS C D C B HCM Average Control Delay, 22.0 HCM Level of Service C HCM Volume to Capacity ratio 0.72 Actuated Cycle Length(s) 90.0 Sum of lost time W 16,0 Intersection Capacity Utilization 63.6% ICU Level of Service B Analysis Period(min) 15 c Critical Lane Group \\d-data\PROJ ECTS\72189.1 O\tech\Traffic\synchro\Revised November 2011\2015 No-Build with Phase I-AM.sy7. VHB,Inc. Synchro 6 Report ' 4: 1-291 EB Ramps a ps&Route 5 Signal Timings and Queues 2015 No-Build with Phase 1 Weekday PM Peak Hour Lane Configurations ►�►� �► ►� �► �� ►� �} Volume(vph) 475 410 515 145: 75 100 160 860 275 25 600 395 Lane Group Flow(vph) 505 436 548 134 141 125 172 925 296 30 732 482 Turn Type Split Free Split;; Perm Prot Perm Prot Free Protected Phases 4 4 7 7 1 6 5.: 2 Permitted Phases Free 7 6 Free Detector Phases 4 4 7 7 7 1 6 6 5 2 Minimum Initial(s); 9.0 9.0 9.0 9.0 9.0 5.0 15-0 15.0 5.0 15.0 Minimum Split(s) 14.0 14.0 14.0 14.0 14.0 11.0 21.0 21.0 11.0 21.0 Total Split(s) 33.0 33.0 1 0.0 15.0 15.0 15.0 16.0 31.0 31.0 11.0 26.0 0.0 Total Split(%) 36.7% 36.7% 0.0% 16.7% 16.7% 16.7% 17.8% 34.4% 34.4% 12.2% 28.9% 0.0% ' Yellow Time(s) 3.0 3.0 3.0 3.0 ' 3.0 3.0 5.0 5.0 3.0 5.0 All-Red Time(s) 2.0 2.0 2.0 2.0 2.0 1.0 1.0 1.0 1.0 1.0 Lead/Lag Lead Lag Lag Lead : Lag Lead-Lag Optimize? ' Recall Mode None None None None None None C-Max C-Max None C-Max v/c Ratio 0.54 0.85 0.35 0.64 0.65 0.41 0.79 0.63 0.36 0.26 0.70 0.30 Control Delay 29.2 47.2 0.6 52.7 52.9 11.5 63.9 25.9 4.4 67.3 16.1 0.4 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 29.2 47.2 0:6 52.7 52.9 11.5 63.9 25.9 4A 67.3 16.1 0.4 Queue Length 50th(ft) 121 227 0 75 80 0 95 211 0 18 132 0 Queue Length 95th(ft) 163 331 0 123 128 36 #190 #368 57 m30 160 0 Internal Link Dist(ft) 1175 998 1144 1391 Turn Bay Length(ft) 300 500 100 400 550 125 550 Base Capacity(vph) 1085 589 1553 213 221 310 236 1468 830 138 1047 1583 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.47 0.74 0.35 0.63 0.64 0.40 0.73 0.63 0.36 0.22 0.70 0.30 Cycle Length:90 Actuated Cycle Length:90 Offset:57(63%),Referenced to phase 2:SBT and 6:NBT,Start of Green ' Natural Cycle:75 Control Type:Actuated-Coordinated # 95th percentile volume exceeds capacity,queue maybe longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal., ' Splits and Phases: 4:1-291 EB Ramps&Route 5 02 �►0a 07 05 t'06 \\vhb\proj\Providence\72189.10\tech\Traffic\synchro\Revised November 2011\2015 No-Build with Phase 1-PM.sy7 Synchro 6 Report VHB,Inc. 4: 1-291 EB Ramps&Route 5 Signal Timings and Queues ' 2015 No-Build with Phase 1 Weekday PM Peak Hour Lane Configurations r }t r tt r Ideal Flow{vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time(s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Lane Util Factor ! 0.97 1,.00 1.00 0.95 0.95 ;;1.00 1.00 0.95 1.00 1.00 0.95 1,00 Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 Fit Protected 0.95 1.00 1.00 0.95 0.98 1.00 0.95 1.00 1.00 0.95 1.00 1.00 ' Satd.Flow(prot) 3367 1827 1553 1681 1741 1583 1770 3539 1583 1770 3539 1583 Fit Permitted 0.95 1.00 1.00 0.95 0.98 1.00 0.95 1.00 1.00 0.95 1.00 1.00 Satd.Flow(perm) 3367 1827 1553 1681 1741 1583 1770 3539 1583 1770 3539 1583 Volume(vph) 475 410 515 145 75 100 160 860 275 25 600 395 Peak-hour factor,PHF 0.94 0.94 0.94 0.80 0.80 0.80 0.93 0.93 0.93 0.82 0.82 0.82 , Adj.Flow(vph) 505 436 548 181 94 125 172 925 296 30 732 482 RTOR Reduction(vph) 0 0 0 0 0 109 0 0 181 0 0 0 Lane Group Flow(vph) 505 436 548 134 141 16 172 925 115 30 732 482 Heavy Vehicles(%) 4% 4% 4% 2% 2% 2% 2% 2% 2% 2% 2% 2% Turn Type Split Free Split Perm Prot Perm Prot Free ' Protected Phases 4 4 7 7 1 6 5 2 Permitted Phases Free 7 6 free Actuated Green,G(s) 24.1 24.1 90.0 10.2 10.2 10.2 11.1 32.9 32.9 2.8 24.6 90.0 Effective Green,g Is) 25.1 25.1 90.0 11.2 11.2 11.2 11.1 34.9 34.9 2.8 26.6 90,0 ' Actuated g/C Ratio 0.28 0.28 1.00 0.12 0.12 0.12 0.12 0.39 0.39 0.03 0.30 1.00 Clearance Time(s) 5.0 5.0 5.0 5.0 5.0 4.0 6.0 6.0' 4.0 6.0 Vehicle Extension(s) 2.0 2.0 2.0 2.0 2.0 2.0 3.0 3.0 2.0 3.0 Lane Grp Cap(vph) 939 510 1553 209: 217 197 218 1372 614 55 1046 1583 v/s Ratio Prot 0.15 c0.24 0.08 c0.08 c0.10 c0.26 0.02 0.21 ' v/s Ratio Perm 0.35 0.01 0.07I 0.30 v/c Ratio 0.54 0.85 0.35 0.64 0.65 0.08 0.79 0.67 0.19 0.55 0.70 0.30 Uniform Delay,d1 27.5 30.7 0.0 37.5 37.5 34.8 38.3 22.8 18.2 43.0 28.2 0.0 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.58 0.40 1.00 Incremental Delay,d2 0.3 127 0.6 5.0 5.0 0.1 15.9 2.7 0.7 4.7 3.1 0.4 Delay(s) 27.8 43.4 0.6 42.4 42.5 34.9 54.2 25.5 18.9 72.7 14.4 0.4 Level of Service G D A' D D C D C B' E B A Approach Delay Is) 22.4 40.1 27.6 10.4 Approach LOS C D C B ' HCM Average Control Delay 22.3I HCM Level of Service C HCM Volume to Capacity ratio 0.73 Actuated Cycle Length Is) 90.0 Sum of lost time Is) 12.0 , Intersection Capacity Utilization 70.4% ICU Level of Service C Analysis Period(min) 15' c Critical Lane Group \\vhb\prof\Providence\72189.10\tech\Traffic\synchro\Revised November 2011\2015 No-Build with Phase 1 -PM.sy7 Synchro 6 Report ' VHB,Inc. 4: 1-291 EB Ramps&Route 5 Queues 2015 Build with Phase 2(Full Build)Weekday AM Peak Hour Lane Configurations t r I *T r TT r I +t r Volume(vph) 440 270 440 380 55 90 70 610 180 70 820 170 Lane Group Flow(vph) 478 293 478 258 272 110 73 635 188 75 882 183 Turn Type Split Free Split Perm Prot Perm Prot Free Protected Phases 4 4 7 7 1 6 5 2 Permitted Phases Free 7 6 Free ' Detector Phases 4 4 7 7 7 1 6 6 5 2 Minimum Initial(s); 9,0 9.0 9.0 9.0 9.0 5.0 15.0 15.0 5,0 15.0 Minimum Split(s) 14.0 14.0 14.0 14.0 14.0 11.0 21.0 21.0 11.0 21.0 Total Split(s) 29.0 29.0 0.0 20.0 20.0 20.0 11.0 30.0 30.0 11.0 30.0 0.0 Total Split(%) 32.2% 32.2% 0.09/6 22.2% 22.2% 22.2% 12.2% 33.3% 33.3% 12.2% 33.3% 0.0% ' Yellow Time(s) 3.0 3.0 3.0 3.0 3.0 3.0 5.0 5.0 3.0 ' 5.0 All-Red Time(s) 2.0 2.0 2.0 2.0 2.0 1.0 1.0 1.0 1.0 1.0 Lead/Lag Lead Lag Lag Lead Lag Lead-Lag Optimize? ' Recall Mode None None None None None None C-Max C-Max None C-Max v/c Ratio 0.68 0.77 0.32 0.77 0.80 0.28 0.58 0.52 0.28 0.59 0.72 0.12 Control Delay 36.8 45.9 0.6 51.7 54.1 10.7 58.8 27,0 5.1 74.7 12.3 0.1 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 36.8 45,9 0,6 51.7 54.1 10.7 58,8 27,0 5,1 74,7 12.3 0.1 Queue Length 50th(ft) 128 157 0 140 148 5 41 164 0 44 134 0 Queue Length 95.th(ft) 167 229 0 #251 #267 41 #94 222 48 m60 #338 m0 Internal Link Dist(ft) 1175 998 1144 1391 Turn Bay Length(ft) 300 500 100 400 550 125 550 Base Capacity(vph) 901 489 1495 338 343 396 135 1223 669 135 1224 1553 ' Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.53 0.60 0.32 0.76 0.79 0.28 0.54 0.52 0.28 0.56 0.72 0.12 ' Cycle Length:90 Actuated Cycle Length:90 Offset:0(0%),Referenced to phase 2:SBT and 6:NBT,Start of Green Natural Cycle:75 Control Type:Actuated-Coordinated # 96th percentile'volume exceeds capacity,queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal. ' Splits and Phases: 4:1-291 EB Ramps&Route 5 4\ o1 ♦ o2 14.4 07 IUNA \,�'05 t'06 \\vhb\prof\Providence\72189.10\tech\Traffic\synchro\Revised November 2011\2015 Build with Phase 2(Full Build)-AM.sy7 VHB,Inc. Synchro 6 Report 4: 1-291 EB Ramps&Route 5 'p HCM Signalized Intersection Capacity Analysis 2015 Build with Phase 2(Full Build)Weekday AM Peak Hour Lane Configurations T r Vi 4 r ff r ?f I* Ideal Flow(vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time(s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Lane Utit:Factor , 0,97 1_00 1.00 0.95 0.95 1.00 1-00 - 0.95 1.00 1.00 _0.95 1.00 Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 Fit Protected 0.95 1.00 1.00 0.95 0.96 1.00 0.95 1.00 1.00 0.95 1.00 1.00 ' Satd.Flow(prot) 3242 1759 1495 1681 1705 1583 1736 3471 1553 1736 3471 1553 Flt Permitted 0.95 1.00 1.00 0.95 ' 0.96 1.00 0.95 1.00 1.00 0.95 1.00 1.00 Said.Flow(perm) 3242 1759 1495 1681 1705 1583 1736 3471 1553 1736 3471 1553 Volume(vph) 440 270 440 380 55 90 70 610 180 70 820 170 Peak-hour factor,PHF 0.92 0.92 0.92 0.82 0.82 0.82 0.96 0.96 0.96 0.93 0.93 0.93 , Adj.Flow(vph) 478 293 478 463 : 67 110 73 635 188 75 882 183 RTOR Reduction(vph) 0 0 0 0 0 79 0 0 123 0 0 0 Lane Group Flow(vph) 478 293 478 258 272 31 73 635 65 75 882 183 Heavy Vehicles(%) 8% 8% 8% 2% 2% 2% 4% 4% 4% 4% 4% 4% Turn Type Split Free Split Perm Prot Perm Prot Free , Protected Phases 4 4 7 7 1 6 5 2 Permitted Phases Free 7 6 Free Actuated Green,G(s) 18.6 18.6 90.0 16.9 16.9 16.9 5.6 28.9 28.9 5.6 28.9 90.0 Effective Green,g(s) 19.6 19.6 90.0 17.9 17.9 17.9 5.6 30.9 . 30.9 5.6 30.9 90.0 ' Actuated g/C Ratio 0.22 0.22 1.00 0.20 0.20 0.20 0.06 0.34 0.34 0.06 0.34 1.00 Clearance Time(s) 5.0 5.0 5.0 5.0 5.0 4.0 6.0 6.0 4.0 6.0 Vehicle Extension(s) 2.0 2.0 2.0 2.0 2.0 2.0 3.0 3.0 2.0 3.0 Lane Grp Cap(vph) 706 383 1495 334 339 315 108 1192 533 108 1192 1553 v/s Ratio Prot - 0.15 c0.17 0.15 c0.16 0.04 0.18 c0.04 c0.25 v/s Ratio Perm 0.32 0,02 0.04 0.12 v/c Ratio 0.68 0.77 0.32 0.77 0.80 0.10 0.68 0.53 0.12 0.69 0.74 0.12 Uniform Delay,d1 32.3 33.0 0.0 34.1 34A 29.5 41.3 23.7 20.2 41.4 26.D 0.0 . Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.54 0.31 1.00 Incremental Delay,;d2 2-0 8.0 0-6' 9.7 12.1 0.1 12.4 1.7 0.5 9.6 2.7 0A ' Delay(s) 34.3 41.0 0.6 43.8 46.5 29.5 53.7 25.5 20.7 73.2 10.8 0.1 Level of Service C D A D D C D C C' E B A Approach Delay(s) 23.0 42.5 26.8 13.2 Approach,LOS C D C B HCM Average Control Delay' 24.2 HCM Level of Service C' HCM Volume to Capacity ratio 0.76 Actuated Cycle Length'(s) 90.0 Sum of lost time(s) 16.0 , Intersection Capacity Utilization 66.3% ICU Level of Service C Analysis Period(min) 15 c Critical Lane Group \\vhb\proj\Providence\72189.10\tech\Traffic\synchro\Revised November 2011\2015 Build with Phase 2(Full Build)-AM.sy7 , VHB,Inc. Synchro 6 Report 4: 1-291 EB Ramps&Route 5 Signal Timings and Queues 2015 Build with Phase 2(Full Build)Weekday PM Peak Hour I Lane Configurations M t r 1 4 r 4t r f4 p Volume(vph) 475 460 515 195 105 165 160 860 305 35 600 395 Lane Group Flow(vph) 505 489 548 183 192 206 172 925 328 43 732 482 Turn Type Split Free Split Perm Prot Perms Prot Free Protected Phases 4 4 7 7 1 6 5 2 Permitted Phases Free 7 6 Free Detector Phases 4 4 7 7 7 1 6 6 5 2 Minimum Initial(s); 9.0 9.0 9.0 9.0 9.0 5.0 15.0 15.0 5.0 15.0 Minimum Split(s) 14.0 14.0 14.0 14.0 14.0 11.0 21.0 21.0 11.0 21.0 Total Split(s) 33.0 33.0 0.0 15.0 15.0 15.0 16.0 31.0 31.0 11.0 26.0 0.0 Total Split(%) 36.7% 36.7% 0.0% 16.7% 16.7% 16.7% 17.8% 34.4% 34.4% 12.2% 28.9% 0.0% Yellow Time(s) 3.0 3.0 3.0 3.0 3.0 3.0 5.0 5.0 3.0 5.0 All-Red Time(s) 2.0 2.0 2.0 2.0 2.0 1.0 1.0 1.0 1.0 1.0 Lead/Lag Lead Lag Lag Lead Lag Lead-Lag Optimize? ' Recall Mode None None None None None None C-Max C-Max None C-Max v/c Ratio 0.50 0.90 0.35 0.84 0.85 0.54 0.79 0.71 0.42 0.35 0.76 0.30 Control Delay 27.6 50.7 0.6 71.7 72.1 i 11.2 63.9 3063 4.7 68.8 18.5 0.4 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 27.6 50.7 0.6 71.7 72.1 ,'11.2 63.9 30,3 4.7 68.8 18.5 0A Queue Length 50th(ft) 117 255 0 109 114 0 95 258 0 26 134 0 Queue Length 95th(ft) 163 #422 0 #196 #204 42 #190 #368 59 m40 160 0 Internal Link Dist(ft) 1175 998 1144 1391 Turn Bay Length(ft) 300 500 100 400 550 125 550 Base Capacity(vph) 1085 589 1553 217 226 384 236 1295 788 138 959 1583 ' Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 - 0 0 Reduced v/c Ratio 0.47 0.83 0.35 0.84 0.85 0.54 0.73 0.71 0.42 0.31 0.76 0.30 _Cycllee Length:90 Actuated',Cycle Length:90 Offset:57(63%),Referenced to phase 2:SBT and 6:NBT,Start of Green Natural Cycle:80 Control Type:Actuated-Coordinated # 95th percentile volume exceeds capacity,queue may longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal. ' Splits and Phases: 4:I-291 EB Ramps&Route 5 y m1 4 m2 4 M i m7 lbs. = * 26------ ,5 I m6 ' \\vhb\prof\Providence\72189.10\tech\Traffic\synchro\Revised November 2011\2015 Build with Phase 2(Full Build)-PM.sy7 Synchro 6 Report VHB,Inc. 4: 1-291 EB Ramps&Route 5 Signal Timings and Queues , 2015 Build with Phase 2(Full Build)Weekday PM Peak Hour Lane Configurations r tt r tT r Ideal Flow(vphpl), 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 '1900 ' Total Lost time(s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Lane Utill Factor 0.97 1.00 1.00 0.95 0.95 1.00_ .1.00 0.95 1.00 1.00 0.95 ";1.00 Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 Fit Protected 0.95 1.00 1.00 0.95 0.98 1.00 0.95 1.00 1.00 0.95 1.00 1.00 Satd.Flow(prot) 3367 1827 1553 1681 1742 1583 1770 3539 1583 1770 3539 1583 Fit Permitted 0.95 1.00 1.00 0.95 0.98 1.00 0.95 1.00 1.00 0.95 1.00 1.00 Satd.Flow(perm) 3367 1827 1553 1681 1742 1583 1770 3539 1583 1770 3539 1583 Volume(vph) 475 460 515 195 105 165 160 860 305 35 600 395 Peak-hour factor,PHF 0.94 0.94 0.94 0.80 0.80 0.80 0.93 0.93 0.93 0.82 0.82 0.82 ' Adj.Flow(vph) 505 489 548 244 131 206 172 925 328 43 732 482 RTOR Reduction(vph) 0 0 0 0 0 179 0 0 214 0 0 0 Lane Group Flow(vph) 505 489 548 183 192 27 172 925 114 43 732 482 Heavy Vehicles(%) 4% 4% 4% 2% 2% 2% 2% 2% 2% 2% 2% 2% Turn Type Split Free Split Perm Prat Perm Prot Free Protected Phases 4 4 7 7 1 6 5 2 Permitted Phases Free 7 1 6 Free Actuated Green,G(s) 25.9 25.9 90.0 10.7 10.7 10.7 11.1 29.3 29.3 4.1 22.3 90.0 Effective Green,g(s) 26,9 26.9 90,0; 11.7 11.7 '11.7 11.1 31.3 31.3 4.1 24.3 90.0 ' Actuated g/C Ratio 0.30 0.30 1.00 0.13 0.13 0.13 0.12 0.35 0.35 0.05 0.27 1.00 Clearance Time(s) 5.0 5.6 5.0 5.0 5.0 4.0 6.0 6.0 4.0 6.0 Vehicle Extension(s) 2.0 2.0 2.0 2.0 2.0 2.0 3.0 3.0 2.0 3.0 Lane Grp Cap(vph) 1006 546 1553 219 226 206 218 1231 551 81 956 1583 v/s Ratio Prot 0.15 c0.27 0.11 c0.11 c0.10 c0.26 0.02 0.21 ' v/s Ratio Perm 0.35' i0.02 0.07 0.30 v/c Ratio 0.50 0.90 0.35 0.84 0.85 0.13 0.79 0.75 0.21 0.53 0.77 0.30 Uniform Delay,d1 26.0 30.2 0.0 38.2 38.3 34.6 38.3 25.9 20.6 42.0 30.2 0.0 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.57 0.41 1.00 Incremental Delay,;d2 0.1 16.7 0.6 22.3 23.7 0.1 15.9 4.3 0.9 2.6 4.6 0.4 ' Delay(s) 26.2 46.9 0.6 60.5 62.0 34.8 54.2 30.2 21.5 68.3 17.1 0.4 Level of Service C D A E E C D C C E B A Approach Delay(s) 23.7 51.9 31.1 12.5 Approach LOS C D C B HCM Average Control Delay`. 26.3 HCM Level of Service C HCM Volume to Capacity ratio 0.81 Actuated Cycle Length(s) 90.0 Sum of lost time(s) 12.6 ' Intersection Capacity Utilization 73.6% ICU Level of Service D Analysis Period(min) 15 c Critical Lane Group \\vhb\proj\Providence\72189.10\tech\Traffic\synchro\Revised November 2011\2015 Build with Phase 2(Full Build)-PM.sy7 Synchro 6 Report ' VHB,Inc. ' 4: 1-291 EB Ramps&Route 5 Queues 2015 Build with Phase 2(Full Build)Weekday AM Peak Hour Lane Configurations ++ r *T r I tt r tt r Volume(vph) 440 270 440 380 55 90 70 610 180 70 820 170 Lane Group Flow(vph) 478 293 478 258 272 110 73 635 188 75 882 183 Turn Type Split I Free Split Perm Prot Perm Prot Free Protected Phases 4 4 7 7 1 6 5 2 Permitted Phases: Free 7 6 Free ' Detector Phases 4 4 7 7 7 1 6 6 5 2 Minimum Initial(s) 9.0 9.0 9.0 9.0 9.0 5.0 15.0 15.0 5.0 15.0 Minimum Split(s) 14.0 14.0 14.0 14.0 14.0 11.0 21.0 21.0 11.0 21.0 Total Split(s) 23.0 23.0 0.0 24.0,' 24.0 24.0 11.0 32.0 32.0 11.0:' 32.0 0.0 Total Split(%) 25.6% 25.6% 0.0% 26.7% 26.7% 26.7% 12.2% 35.6% 35.6% 12.2% 35.6% 0.0% Yellow Time(s) 3.0 3.0 3.0 3.0 3.0 3.0 5.0 5.0 3.0 5.0 All-Red Time(s) 2.0 2.0 2.0 2.0 2.0 1.0 1.0 1.0 1.0 1.0 Lead/Lag Lead Lag Lag Lead Lag Lead-Lag Optimize? ' Recall Mode None None None None 'None None C-Max C-Max None C-Max v/c Ratio 0.77 0.46 0.32 0.77 0.81 0.28 0.56 0.48 0.27 0.57 0.67 0.12 Control Delay 43.6 34.4 0.6 50.4 53.0 8.9 57.3 24.8 4.8 69.5 14.3 0.1 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 43.6 34A 0.6 50A 53.0 8.9 57.3 24.8 4:8 69.5 14.3 0.1 Queue Length 50th(ft) 131 76 0 143 151 3 40 158 0 46 60 0 Queue Length 95th(ft) 184 115 0 206 216 36 #94 215 46 m63 117 m0 Internal Link Dist(ft) 1175 998 1144 1391 Turn Bay Length(ft) 300 500 100 400 550 125 550 Base Capacity(vph) 684 706 1495 374 379 433 138 1314 705 138 1315 1553 ' Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 '' 0 0 Reduced v/c Ratio 0.70 0.42 0.32 0.69 0.72 0.25 0.53 .0.48 0.27 0.54 0.67 0.12 ' Cycle Length:90 Actuated Cycle Length:90 Offset:0(0%),Referenced to phase 2:SBT and 6:NBT,Start of Green Natural Cycle.70 - Control Type:Actuated-Coordinated # 95th percentile`volume exceeds capacity,queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal. ' Splits and Phases: 4:1-291 EB Ramps&Route5 e1 1 m2 "► A m7 I F. ., 4. 6 t ms \\vhb\proj\Providence\72189.10\tech\Traffic\synchro\Revised November 2011\2015 Build with Phase 2(Full Build)-AM with additional mitigations-edit.sy7 VHB,Inc. Synchro 6 Report 4: 1-291 EB Ramps&Route 5 HCM Signalized Intersection Capacity Analysis 2015 Build with Phase 2(Full Build)Weekday AM Peak Hour -,* --I. --* 4- ~ 4\ t Lane Configurations M tt r 4 r tt r I tt r Ideal Flow(vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time(s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Lane Utif.Factor 0.97 0.95 1.00 0;95 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1 oo Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 Fit Protected 0.95 1.00 1.00 0.95 0.96 1.00 0.95 1.00 1.00 0.95 1.00 1.00 Said.Flow(prot) 3242 3343 1495 1681 1705 1583 1736 3471 1553 1736 3471 1553 Fit Permitted 0.95 1.00 11,00 0.95 0.96 1.00 0.95 1.00 1.00 0.95 1.00 1.00 Satd.Flow(perm) 3242 3343 1495 1681 1705 1583 1736 3471 1553 1736 3471 1553 Volume(vph) 440 270 440 380 55 90 70 610 180 70 820 170 Peak-hour factor,PHF 0.92 0.92 0.92 0.82 0.82 0.82 0.96 0.96 0.96 0.93 0.93 0.93 Adj.Flow(vph) 478 293 478 463 67 110 73 635 188 75 882 183 RTOR Reduction(vph) 0 0 0 0 0 83 0 0 119 0 0 0 Lane Group Flow(vph) 478 293 478 258 272 27 73 635 69 75 882 183 Heavy Vehicles 8% 8% 8% 2% 2% 2% 4% 4% 4% 4% 4% 4% Turn Type Split Free Split Perm Prot Perm Prot Free Protected Phases 4 4 7 7 1 6 5 2 Permitted Phases , Free 7 6 Free Actuated Green,G(s) 16.2 16.2 90.0 16.8 16.8 16.8 5.7 31.2 31.2 5.8 31.3 90.0 Effective Green,g(s) 17.2 17.2 90.0 17.8 17.8 17.8 5.7 33.2 33.2 5.8 33.3 90.0 Actuated g/C Ratio 0.19 0.19 1.00 0.20 0.20 0.20 0.06 0.37 0.37 0.06 0.37 1.00 Clearance Time(s) 5.0 5.0 5.0 5.0 5.0 4.0 6;0 6.0 4.0 6.0 Vehicle Extension(s) 2.0 2.0 2.0 2.0 2.0 2.0 3.0 3.0 2.0 3.0 Lane Grp Cap(vph) 620 639 1495 332 337 313 110 1280 573 112 1284 1553 v/s Ratio Prot c0.15 0.09 0.15 c0.16 0.04 0.18 c0.04 c0.25 v/s Ratio Penn c0.32 0.02 0.04 0A2 v/c Ratio 0.77 0.46 0.32 0.78 0.81 0.08 0.66 0.50 0.12 0.67 0.69 0.12 Uniform Delay,dl 34,5 32.3 0.0 34.2 34.5 29.5 41,2 21.9 18.8 41.2 23.9 0.0 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.44 0.47 1.00 Incremental Delay,d2 5.4 0.2 0.6 10.0 12.5 0.0 11.1 1.4 0.4 7.3 1.9 0.1 Delay(s) 39.9 32.5 0.6 44.2 47.0 29.5 52.3 23.3 19.2 66.6 13.2 0.1 Level of Service D C A D C D C B E B A Approach Delay(s) 23.1 42.8 24.8 14.6 Approach LOS C D C 8 HCM Average Control Delay, 24.3 HCM Level of Service C HCM Volume to Capacity ratio 0.70 Actuated Cycle Length(s) 90.0 Sum of lost time(s) 12.0` ' Intersection Capacity Utilization 64.7% ICU Level of Service C Analysis Period(min) 15 c Critical Lane Group \\vhb\proj\Providence\72189.10\tech\Traffic\synchro\Revised November 201 1\2015 Build with Phase 2(Full Build)-AM with additional mitigations-edit.sy7 VHB,Inc. Synchro 6 Report 4: 1-291 EB Ramps&Route 5 Signal Timings and Queues 2015 Build with Phase 2(Full Build)Weekday PM Peak Hour with Additional Mitigations Lane Configurations 11 tt r 4 1 tM r tT r Volume(uph) 475 460 515 195 105 165 160 860 305 35 600 395 Lane Group Flow(vph) 505 489 548 183 192 206 172 925 328 43 732 482 Turn Type Split Free Split Perm Prot Perm Prot ` Free 2 Permitted Phased Free 7 6 Free ' Detector Phases 4 4 7 7 7 1 6 6 5 2 Minimum Initial(s)', 9.0 9.0 9.0 9.0 9,0 5.0 15.0 15.0 5.0 15.0 Minimum Split(s) 14.0 14.0 14.0 14.0 14.0 11.0 21.0 21.0 11.0 21.0 Total Split(s) 24.0 24.0 0.0 21.0 21.0 '21.0 16.0 34.0 " 34.0 11.0 29.0 0.0 Total Split(%) 26.7% 26.7% 0.0% 23.3% 23.3% 23.3% 17.8% 37.8% 37.8% 12.2% 32.2% 0.0% Yellow Time(s) 3.0 3.0 3.0 3.0 3.0 3.0 50 5.0 3.0 5.0 All-Red Time(s) 2.0 2.0 2.0 2.0 2.0 1.0 1.0 1.0 1.0 1.0 Lead/Lag Lead Lag Lag Lead Lag Lead-Lag Optimize? Recall Mode None None None None None None C-Max C-Marc None C-Max We Ratio 0.75 0.70 0.35 0.68 0.69 0.51 0.77 0.60 0.38 0.35 0.62 0.30 Control Delay 41.1 39.2 0.6 48.8 48.9 11.5 60.8 24.0 4.0 69,0 12.3 0.6 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 41.1 39.2 0.6 48.8 s 48.9 11.5 60.8 24.0 4.0 69,0 12.3 0.6 Queue Length 50th(ft) 137 134 0 104 109 10 93 233 0 26 117 0 Queue Length 95th(ft) 189 185 0 149 ; 155 49 #190 322 56 m40 151 0 Internal Link Dist(ft) 1175 998 1144 1391 Turn Bay,Length(ft) 300 500 100 400 550 125 550 Base Capacity(vph) 748 771 1553 318 329 449 243 1538 874 138 1188 1583 ' Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 c0 0 0 0 Reduced v/c Ratio 0.68 0.63 0.35 0.58 0.58 0.46 0.71 0.60 0.38 0.31 0.62 0.30 ' Cycle Length:90 Actuated Cycle Length:90 Offset:57(63%),Referenced to phase 2:SBT and 6:NBT,Start of Green Natural Cycle:60 Control Type:Actuated-Coordinated # 95th percentile volume exceeds capacity,queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal. ' Splits and Phases:I 4:1-291 EB Ramps&Route 55 01 ♦ m2 m7 021 m5 I m6 \\vhb\proj\Providence\72189.10\tecMTraffic\synchro\Revised November 2011\2015 Build with Phase 2(Full Build)-PM with additional 8ytotio&j2d�7 VHB,Inc. 1 4: 1-291 EB Ramps&Route 5 Signal Timings and Queues 2015 Build with Phase 2(Full Build)Weekday PM Peak Hour with Additional Mitigations --* --. --* 4- *.- *,- 4\ t /0. \b. 1 ./ I Lane Configurations tt e 1 4 r Vi ft r tt r Ideal Flow(vphpl) 1900 1900 1900 1900 1900 1900 1900 11900 1900 1900 1900 1900 Total Lost time(s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Lane Util,Factor 0.97 0.95 1.00 0.95 0.95 IM 1.00 0.95 1.00 1.00 0.95 1.00 Firt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 Fit Protected 0.95 1.00 1.00 0.95 0.98 1.00 0.95 '1.00 1.00 0.95 1.00 1.00 Said.Flow(prot) 3367 3471 1553 1681 1742 1583 1770 3539 1583 1770 3539 1583 Fit Permitted 0.95 1.00 1.00 0.95 0.98 1.00 0.95 1.00 1.00 0.95 1.00 1.00 Said.Flow(perm) 3367 3471 1553 1681 1742 1583 1770 3539 1583 1770 3539 1583 Volume(vph) 475 460 515 195 105 1,65 160 860 305 35 600 395 Peak-hour factor,PHF 0.94 0.94 0.94 0.80 0.80 0.80 0.93 0.93 0.93 0.82 0.82 0.82 Adj.Flow(vph) 505 489 548 244 131 206 172 925 328 43 732 482 RTOR Reduction(vph) 0 0 0 0 0 156 0 0 191 0 0 0 Lane Group Flow(vph) 505 489 548 183 192 50 172 925 137 43 732 482 Heavy Vehicles(%) 4% 4% 4% 2% 2% 2% 2% 2% 2% 2% 2% 2% Turn Type Split Free Split Perm Prot Perm Prot Free Protected Phases 4 4 7 7 1 6 5 2 Permitted Phases Free 7 6 Free Actuated Green,G(s) 17.0 17.0 90.0 13.3 13.3 13.3 11.4 35.6 35.6 4.1 28.3 90.0 Effective Green,g(s) 18.0 18.0 90.0 14.3 14.3 14.3 11.4 37.6 37.6 4.1 30.3 90.0 Actuated g/C Ratio 0.20 0.20 1.00 0.16 0.16 0.16 0.13 0.42 0.42 0.05 0.34 1.00 Clearance Time(s) 5.0 5.0 5.0 5.0 5.0 4.0 6.0 6.0 4,0 6.0 Vehicle Extension(s) 2.0 2.0 2.0 2.0 2.0 2.0 3.0 3.0 2.0 3.0 Lane Grp Cap(vph) 673 694 1553 267 277 252 224 1479 661 81 1191 1583 v/s Ratio Prot c0.15 0.14 0.11 Co.11 c0.10 c0.26 0.02 0.21 v/s Ratio Perm 0.35 0.03 0,09 . 1 OM v/c Ratio 0.75 0.70 0.35 0.69 0.69 0.20 0.77 0.63 0.21 0.53 0.61 0.30 Uniform Delay,dl 33.9 33.5 0.0 35,7 i 35.8 32.9 38.0 20 6 16.7 410 l 25.0 0,0 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.57 0.39 1.00 Incremental Delay,d2 4.2 2.7 0.6 5.7 5.9 0.1 13.2 2.0 0.7 2.6 1.8 0.4 Delay(s) 38.1 36.2 0.6 41.4 41.7 33.0 51.2 22.7 17.4 68.6 11.5 0.4 Level of Service D D A D D C D C ' B E 8 A Approach Delay(s) 24.2 38.5 24.9 9.2 Approach LOS C D C A Inin I In HCM Average Control Delay 22.2 HCM Level of Service C HCM Volume to Capacity ratio 0.68 Actuated Cycle Length(s) 90.0 Sum of lost time(s) 12.0 Intersection Capacity Utilization 63.0% ICU Level of Service B Analysis Period(min) 15 c Critical Lane Group \\vhb\proj\Providence\72189.1 O\tech\Traffic\synchro\Revised November 201 1\2015 Build with Phase 2(Full Build)-PM with additional 8ytOtiM&'FbZM*7 VHB,Inc. Route 5 (John Fitch Blvd) at Il291 Westbound Ramps p ➢ 2010 Existing Weekday Morning Peak Hour ➢ 2010 Existing Weekday Evening Peak Hour ➢ 2013 No-Build Weekday Morning Peak Hour ➢ 2013 No-Build Weekday Evening Peak Hour 2013 Build Weekday Morning Peak Hour ➢ 2013 Build Weekday Evening Peak Hour ➢ 2013 Build with Improvements Weekday Morning Peak Hour ➢ 2013 Build with Improvements Weekday Evening Peak Hour ➢ 2015 No-Build Weekday Morning Peak Hour - ' ➢ 2015 No-Build Weekday Evening Peak Hour ➢ 2015 Build Weekday Morning Peak Hour ➢ 2015 Build Weekday Evening Peak Hour 2015 Build with Improvements Weekday Morning Peak Hour ➢ 2015 Build with Improvements Weekday Evening Peak Hour 2: 1-291 WB Ramps&Route 5 Signal Timings and Queues ' 2010 Existing Weekday AM Peak Hour Lane Configurations Volume(vph) 00 170 345 700 815 830 Lane Group Flow(vph) 375 212 442 897 926 943 Turn Type Perm Prot Free Protected Phases 4 1 2 2 Permitted Phases; 4 1 Free Detector Phases 4 4 1 2 2 Minimurm Initial(s,) 9.0 9.0 l 15.0 15.0 Minimum Split(s) 15.0 15.0 11.0 21.0 21.0 ' Total Split(s) 33.0 33.0 35.0 22.0 22.0 0.0 Total Split(%) 36.7% 36.7% 38.9% 24.4% 24.4% 0.0% Yellow Time(s) 3.6 3.6 3.0 4.7 4.7 All-Red Time(s) 1.8 1.8 1.0 1.2 1.2 Lead/Lag Lead Lag Lag ' Lead-Lag Optimize? Yes Yes Yes Recall Mode None None None C-MaxC-Max v/c Ratio 0.67 0.49 0.85 0.37 0.75 0.65 Control Delay 40.6 8.6 45.9 6.0 26.6 4.8 Queue Delay 0.0 0.0 0.0 1 0.0 0.0 Total Delay 40.6 8.6 45.9 6.0: 26.6 ! 4.8 Queue Length 50th(ft) 104 0 263 126 131 49 Queue Length 95th(ft) 122 36 306 165 1 m216 Internal Link Dist(ft) 1370 1391 1360 Turn Bay Length(ft) 250 350 875 Base Capacity(vph) 1055 630 596 2428 1232 1455 Starvation Cap Reductn 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 Reduced v/c Ratio 0.36 0.34 0.74 1 0.75 6.65 lion Cycle Length:90 Actuated;Cycle Length:90 Offset:30(33%),Referenced to phase 2:NBSB,Start of Green Natural Cycle:65 Control Type:Actuated-Coordinated 9 95th percentile volume exceeds capacity,queue may,be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue;is metered by upstream signal. Splits and Phases: 2:1-291 WB Ramps&Route 5 141 01 t m2 04 F x ' \\vhb\prof\Providence\72189.10\tech\Traffic\synchro\Revised November 2011\2010 EX-AM.sy7 Synchro 6 Report VHB,Inc. 2: 1-291 WB Ramps&Route 5 Signal Timings and Queues 2010 Existing Weekday AM Peak Hour --* '-* g t Lane Configurations M r tt Ideal Flow(vphpl) 1900 1900 1900 .1900 1900 1900 Total Lost time(s) 4.0 4.0 4.0 4.0 4.0 4.0 Lane Util.Factor ' 0.97 1.00 1.00 0.95 0.95 ,.1.00 Frt 1.00 0.85 1.00 1.00 1.00 0.85 Flt Protected 0,95 1.00 0,95 1,00 < 1,00 1,00 ' Said.Flow(prot) 3273 1509 1641 3282 3252 1455 Flt Permitted 0.95 1.00 0.95 1.00 1.00 1.00 Said.Flow(perm) 3273 1509 1641 3282 3252 1455 Volume(vph) 300 170 345 700 815 830 Peak-hour factor,PHF 0.80 0.80 0.78 0.78 0.88 0.88 Adj.Flow;(vph) 375 212 442 897 926 943 RTOR Reduction(vph) 0 176 0 0 0 0 Lane Group Flow(vph) 375 36 442 897 926 943 Heavy Vehicles(%) 7% 7% 10% 10% 11% 11% Turn Type Perm Prot Free Protected Phases 4 1 2 2 Permitter!Phases 4 1 - Free Actuated Green,G(s) 14.0 14.0 28.5 60.7 32.2 90.0 ' Effective Green,g(s) 15A 15.4 28,5 62.6 34.1 90.0 Actuated g/C Ratio 0.17 0.17 0.32 0.70 0.38 1.00 Clearance Time(s) 5.4 5.4 4.0 5.9 5.9 Vehicle Extension(s) 2.0 2.0 1.5 3.0 3.0 Lane Grp Cap(vph) 560 258 520 2429 1232 1455 ' v/s Ratio Prot 0.11 c0.27 0.14 c0.28 v/s Ratio Perm 0.02 0.13 e0,65 v/c Ratio 0.67 0.14 0.85 0.37 0.75 0.65 Uniform Delay,dl;' 34.9 31.7 28.8 5.6 24.3 0.0 Progression Factor 1.00 1.00 1.13 1.22 0.81 1.00 ' Incremental Delay,;d2 2A 0.1 11.0 0.0 2.8 1.5 Delay(s) 37.3 31.8 43.4 6.9 22.3 1.5 Level of Service D C D A C A Approach Delay(s) 35.3 18.9 11.8 Approach LOS D B B HCM Average Control Delay, 18.0 HCM Level of Service B' HCM Volume to Capacity ratio 0.76 Actuated Cycle Length(s) b0:0 Sum of lost time(s) 8.0 Intersection Capacity Utilization 60.2% ICU Level of Service B Analysis Period(min) 15' c Critical Lane Group \\vhb\proj\Providence\72189.10\tech\Traffic\synchro\Revised November 201 1\201 0 EX-AM.sy7 Synchro 6 Report VHB,Inc. 2: 1-291 WB Ramps&Route 5 Signal Timings and Queues 9 9 2010 Existing Weekday PM Peak Hour --* --v h t l Lane Configurations r tt tt r Volume(vph) 80 90 420 910 870 480 Lane Group Flow(vph) 217 108 442 958 946 522 Turn Type Perm Prot Free Protected Phases 4 1 2 2 Permitted Phases 4 1 Free , Detector Phases 4 4 1 2 2 Minimum Initial(s)', 9.0 9.0 '6.0 15.0 15.0 Minimum Split(s) 15.0 15.0 11.0 21.0 21.0 Total Split(s) 33.0 33.0 35,0 22.0 22.0 0,0 Total Split(%) 36.7% 36.7% 38.9% 24.4% 24.46A 0.0% Yellow Time(s) 3.6 3`.6 3.0 4.7 4.7 All-Red Time(s) 1.8 1.8 1.0 1.2 1.2 Lead/Lag Lead Lag Lag Lead-Lag Optimize? Yes Yes Yes Recall Mode None None None C-Max C-Max We Ratio 0.52 0.38 0.81 0.35 0.64 0.33 Control Delay 40.8 112 30.7 6.3 ' 24.2 0.4 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 40.8 11.2 30.7 6.3 24.2 0.4 Queue Length 50th(ft) 60 0 190 35 141 0 Queue Length 95th(ft) 84 36 350 270 #365 0 Internal Link Dist(ft) 1370 1391 1360 Turn Bay Length-(ft) 250 350 875 Base Capacity(vph) 1035 551 617 2709 1482 1568 ' Starvation Cap Reductn 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 Storage Gap Reductn 0 0 0 0 0 0 Reduced We Ratio 0.21 0.20 0.72 0.35 0.64 0.33 Cycle Length:90 ' Actuated Cycle Length:90 Offset:15(17%),Referenced to phase 2:NBSB,Start of Green Natural Cycle:60 Control Type:Actuated-Coordinated # 95th percentile volume exceeds capacity,queue may be longer. Queue shown is maximum after two cycles. Splits and Phases: 2:1-291 WB Ramps&Route 5 , m1 1t m2 �.._ .I ,i'.. \\vhb\proj\Providence\72189.10\tech\Traffic\synchro\Revised November 2011\2010 EX-PM.sy7 Synchro 6 Report VHB,Inc. 2: 1-291 WB Ramps&Route 5 Signal Timings and Queues 2010 Existing Weekday PM Peak Hour --* --v 4\ t Lane Configurations r f} tt Ideal Flow(vphpl) 1900 1900 1900 1900: 1900 1900 Total Lost time(s) 4.0 4.0 4.0 4.0 4.0 4.0 Lane Util Factor 0.97 1.00 1.00 0.95 0,95 1.00 Frt 1.00 0.85 1.00 1.00 1.00 0.85 Fit Protected 0,95 1,00 0,95 1,00 1,00 1.00 Said.Flow(prot) 3213 1482 1736 3471 3505 1568 Fit Permitted 0.95 1.00 0.93 1,00 1.00 1.00 Said.Flow(perm) 3213 1482 1736 3471 3505 1568 Volume(vph) 180 90 420 910 ' 870 480 Peak-hour factor,PHF 0.83 0.83 0.95 0.95 0.92 0.92 Adj.Flow(vph) 217 108 442 , 958 946 597 RTOR Reduction(vph) 0 94 0 0 0 0 Lane Group Flow(vph) 217 14 442 958 946 522 Heavy Vehicles(%) 99/b 90% 49% 4% 3% 3% Tarn Type Perm Prot Free Protected Phases 4 1 2 2 Permitted Phases 4 1 Free Actuated Green,G(s) 10.4 10.4 28.2 64.3 36.1 90.0 Effective Green,g(s) 11.8 11,8 28.2 66.2 . 38.0 90.0 Actuated g/C Ratio 0.13 0.13 0.31 0.74 0.42 1.00 Clearance Time(s) 5.4 54 4.0 5.9 5.9 Vehicle Extension(s) 2.0 2.0 1.5 3.0 3.0 Lane Grp Cap(vph) 421 194 544 2707 1480 1568 ' v/s Ratio Prot c0.07 c0.25 0.15 c0.27 v/s Ratio Perm 0.01 0.13 0.33 v/c Ratio 0.52 0.07 0.81 0.35 0.64 0.33 Uniform belay,d1 36.4 34.3 28.5 4,3 20.6 0.0 Progression Factor 1.00 1,00 0.72 1.88 0,99 1.00 Incremental Delay,d2 0.4 0.1 7.2 0.0 1.7 6.4 Delay(s) 36.9 34.4 27.7 8.0 22.1 0.4 Level of Service D C C A .! C A Approach Delay(s) 36.0 14.2 14.4 Approach LOS D B B HCM Average Control Delay 16.5 HCM Level of Service B; HCM Volume to Capacity ratio 0.68 Actuated Cycle Length(s) 90.0 Sum of lost',time(s) 12.0 Intersection Capacity Utilization 64.8% ICU Level of Service C Analysis Period(min) 15 c Critical Lane Group \\vhb\prof\Providence\72189.10\tech\Traffic\synchro\Revised November 201 1\201 0 EX-PM.sy7 Synchro 6 Report VHB,Inc. 2: 1-291 WB Ramps&Route 5 Queues 2013 No-Build Weekday AM Peak Hour l 4N T d Lane Configurations r tt tt r Volume(uph) 310 175 360 720 840 855 Lane Group Flow(vph) 388 219 462 923 955 972 Turn Type Perm Prot Free Protected Phases 4 1 2 2 Permitted Phases 4 1 Free Detector Phases 4 4 1 2 2 Minimum'Initial(s)', 9,0 9.0 6.0 15.0 15.0 Minimum Split(s) 15.0 15.0 11.0 21.0 21.0 Total Split(s) 33.0 330 35.0 22.0 22.0 0.0 Total Split(%) 36.7% 36.7% 38.9% 24.4% 24.4% 0.0% Yellow Time(s) 3.6 36 3.0 4.7 4.7 All-Red Time(s) 1.8 1.8 1.0 1.2 1.2 Lead/Lag Lead Lag Lag Lead-Lag Optimize? Yes Yes Yes Recall Mode None None None CWax C-Max v/c Ratio 0.68 0.49 0.85 0.38 0.82 0.67 Control Delay 40.6 8A 45.3 6.3 30.4 5.2 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 40,6 8.4 45.3' 6.3 30.4 5.2 Queue Length 50th(ft) 108 0 275 131 163 53 Queue Length 95th(ft) 125 37 319 175 m#485 rn245 Internal Link Dist(ft) 1370 1391 1360 Turn Bay Length(ft) 250 350 875 Base Capacity(vph) 1055 635 607 2416 1167 1455 ' Starvation Cap Reductn 0 0 0 0 1 0 0 . Spillback Cap Reductn 0 0 0 0 0 0 Storage Gap Reductn 0 0 0` 0 0 0 Reduced v/c Ratio 0.37 0.34 0.76 0.38 0.82 0.67 Cycle Length:90 Actuated Cycle Length:90 Offset:30(33%),Referenced to phase 2:NBSB,Start of Green Natural Cycle:70 Control Type:Actuated-Coordinated # 95th percentile volume exceeds capacity,queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal. Splits and Phases: 2:1-291 WB Ramps&Route 5 01 I m2 't m4 \\vhb\proj\Providence\72189.10\tech\Traffic\synchro\Revised November 2011\2013 NB-AM.sy7 Synchro 6 Report VHB,Inc. i� ' 2: 1-291 WB Ramps&Route 5 HCM Signalized Intersection Capacity Analysis 2013 No-Build Weekday AM Peak Hour ' -A ti t l Lane Configurations M tt tt r Ideal Flow(vphpl), 1900 1900 1900 1900: 1900 1900 Total Lost time(s) 4.0 4.0 4.0 4.0 4.0 4.0 Lane Util.Factor 0.97_ 1.00 1.00 __0.95 0.95 11.00 Frt 1.00 0.85 1.00 1.00 1.00 0.85 Fit Protected 0,95 1`00 0,95 1.00'' 1,00 1,00 Said.Flow(prot) 3273 1509 1641 3282 3252 1455 Flt Permitted 0.95 1.00 0.95 1.00 1,00 1.00 Said.Flow(perm) 3273 1509 1641 3282 3252 1455 Volume(vph) 310 175 360 720 840 855 Peak-hour factor,PHF 0.80 0.80 0.78 0.78 0.88 0.88 Adj.Flow(vph) . 388 219 462 923 955 972 RTOR Reduction(vph) 0 181 0 0 0 0 Lane Group-Flow(vph) 388 38 462 923 955 972 Heavy Vehicles(%) 7% 7% 10% 10% 11% 11% Turn Type Perm Prot Free Protected Phases 4 1 2 2 Permitted Phases 4 1 Free Actuated Green,G(s) 14.4 14.4 .29.9 60.3 30.4 90.0 ' Effective Green,g(s) 15.8 15.8 29.9 62.2 32.3 90.0 Actuated g/C Ratio 0.18 0.18 0.33 0.69 0.36 1.00 Clearance Time(s) 5.4 5A 4.0 5.9 5.9 Vehicle Extension(s) 2.0 2.0 1.5 3.0 3.0 Lane Grp Cap(vph) 575 265 545 2414 1167 1455 v/s Ratio Prot 0.12 c0.28 0.14 c0.29 v/s Ratio Perm 0.03 0.14 c0.67 v/c Ratio 0.67 0.15 0.85 0.38 0.82 0.67 Uniform Delay,dl 34.7 31.4 27.9 5.8 262 0.0 Progression Factor 1.00 1.00 1.18 1.23 0.82 1.00 Incremental Delay,d2 2.5 0.1 10.1 0.0 4.1 1.5 Delay(s) 37.2 31.5 43.0 7.2 25.4 1.5 Level of Service D C D A C A Approach Delay(s) 35.1 19.1 13.4 Approach LOS D B B HCM Average Control Delay 18.8 HCM Level of Service B HCM Volume to Capacity ratio 0.79 ' Actuated„'Cycle Length(s) 90.0 Sum of lost time(s) 8.0 Intersection Capacity Utilization 62.0% ICU Level of Service B Analysis Period(min) 15 c Critical Lane Group ' \\vhb\proj\Providence\72189.10\tech\Traffic\synchro\Revised November 2011\2013 NB-AM.sy7 Synchro 6 Report VHB,Inc. 2: 1-291 WB Ramps&Route 5 Signal Timings and Queues 9 9 2013 No-Build Weekday PM Peak Hour t Lane Configurations tt tt r Volume(vph) 185 100 435 940 895 495 Lane Group Flow(vph) 223 120 458 989 973 538 Turn Type Perm Prot Free Protected Phases 4 1 2 2 Permitted Phases 4 1 Free Detector Phases 4 4 1 2 2 Minimum Initial(s)' 9.0 9.0 6.0 15.0 15.0 Minimum Split(s) 15.0 15.0 11.0 21.0 21.0 Total Split(s) 33.0 33.0 35.0 22.0 22.0 0.0 Total Split(%) 36.7% 36.7% 38.9% 24.4% 24.4% 0.0% Yellow Time(s) 3.6 3.6 3.0 4.7 4.7 All-Red Time(s) 1.8 1.8 1.0 1.2 1.2 Lead/Lag Lead Lag ', Lag Lead-Lag Optimize? Yes Yes Yes Recall Mode None None None C-Max C-Max v/c Ratio 0.52 0.40 0.82 0.37 0.67 0.34 Control Delay 40.8 11.0 30.7 6.5 25.6 0.5 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 40.8 11.0 301 6.5 25.6 0.5 Queue Length 50th(ft) 62 0 195 37 146 0 Queue Length 95th(ft) 86 38 371 292 #400 0 Internal Link Dist(ft) 1370 1391 1360 Turn Bay Length(ft) 250 350 875 Base Capacity(vph) 1035 559 623 2703 1444 1568 Starvation Cap Reductn 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 Reduced v/c Ratio 0.22 0.21 0.74 0.37 0.67 0.34 Cycle Length:90 Actuated,Cycle Length:90 Offset:15(17%),Referenced to phase 2:NBSB,Start of Green Natural Cycle:60 Control Type:Actuated-Coordinated # 95th percentile volume exceeds capacity,queue may longer. Queue shown is maximum after two cycles. Splits and Phases: 2:1-291 WB Ramps&Route 5 01 jt m2 * m4 \\vhb\proj\Providence\72189.10\tech\Traffic\synchro\Revised November 2011\2013 NB-PM.sy7 Synchro 6 Report ' VHB,Inc. 2: 1-291 WB Ramps&Route 5 p Signal Timings and Queues 2013 No-Build Weekday PM Peak Hour ' -'* l 4\ t l Lane Configurations r f+ +fit r Ideal Flow(vphpl) 1900 1900 1900 1900 1900 1900 Total Lost time(s) 4.0 4.0 4.0 4.0 4.0 4.0 Lane Util:Factor 0.97 100 1.00 0.95 0.95 1.00 Frt 1.00 0.85 1.00 1.00 1.00 0.85 Fit Protected 0,95 1.00 0,95 1,00 1,00 1 1,00 Said.Flow(prot) 3213 1482 1736 3471 3505 1568 Fit Permitted 0.95 1.00 0,95 1.00 1.00 1.00 Satd.Flow(perm) 3213 1482 1736 3471 3505 1568 Volume(vph) 185 100 435 940 895 495 Peak-hour factor,PH 0.83 0.83 0.95 0.95 0.92 0.92 Adj.Flow(vph) 223 120 458 989; 973 538 RTOR Reduction(vph) 0 104 0 0 0 0 Lane Group Flow(vph) 223 16 458 989 973 538 Heavy Vehicles(%) 9% 9% 4% 4% 3% 3% Turn Type Perm Prot Free Protected Phases 4 1 2 2 Permitted Phases` 4 1 Free Actuated Green,G(s) 10.5 10.5 29.0 64.2 35.2 90.0 Effective Green,g(s) 11.9 11.9 29.0 66.1 37.1 90.0 Actuated g/C Ratio 0.13 0.13 0.32 0.73 0.41 1.00 Clearance Time(s) 5A 5.4 4.0 5.9 5.9 Vehicle Extension(s) 2.0 2.0 1.5 3.0 3.0 Lane Grp Cap(vph) 425 1`96 559 2704 1445 1568 v/s Ratio Prot c0.07 c0.26 0.15 c0.28 v/s Ratio Perm 0.01 0.13 0,34 v/c Ratio 0.52 0.08 0.82 0.37 0.67 0.34 Uniform Delay,d1 36.4 34.3 28A 4.3 21.5 0.0 Progression Factor 1,00 1,00 0,74 1,89 0,99 1,00 Incremental Delay,',d2 0.5 0.1 7.1 0.0 1,9 0.5 Delay(s) 37.0 34.3 27.8 8.2 23.1 0.5 Level of Service D C C A C A Approach Delay(s) 36.0 14.4 15.1 Approach LOS D B j B HCM Average Control Delay 17.0 HCM Level of Service B' HCM Volume to Capacity ratio 0.70 Actuated Cycle Length(s) 90.0 Sum of lost lime(s} 12-0 Intersection Capacity Utilization 66.3% ICU Level of Service C Analysis Period(min) 15' c Critical Lane Group \\vhb\prof\Providence\72189.10\tech\Traffic\synchro\Revised November 2011\2013 NB-PM.sy7 Synchro 6 Report VHB,Inc. 2: I-291 WB Ramps&Route 5 Queues 2013 Build(No Mit)Weekday AM Peak Hour l t I Lane Configurations t} t} r Volume(vph) 320 185 370 720 840 860 Lane Group Flow(vph) 400 231 474 923 955 977 Turn Type Perm Prot Free Protected Phases 4 1 2 2 Permitted Phases 4 1 Free Detector Phases 4 4 1 2 2 Minimum Initial(s) 9.0 9.0 6.0 15.0 15.0 , Minimum Split(s) 15.0 15.0 11.0 21.0 21.0 Total Split(s) 310 33.0 35.0 22.0: 22.0 0.0 Total Split(%) 36.7% 36.7% 38.9% 24.4% 24.4% 0.0% Yellow Time(s) 3.6 3.6 3.0 4.7; 4.7 All-Red Time(s) 1.8 1.8 1.0 1.2 1.2 Lead/Lag Lead Lag' Lag Lead-Lag Optimize? Yes Yes Yes Recall Mode None None None C-Max C-Max v/c Ratio 0.68 0.50 0.85 0.38 0.85 0.67 Control Delay 40.4 8.3 44.5 6.5; 32.1 5.3 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 40.4 8.3 44.5 6.5 32.1 5.3 Queue Length 50th(ft) 111 0 281 131 181 54 Queue Length 95th(ft) 128 37 326 175 m#483 m247 Internal Link Dist(ft) 1370 1391 1360 Tum Bay Length(ft) 250 350 875 Base Capacity(vph) 1055 643 610 2402 1130 1455 Starvation Cap Reductn 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 ' 0 Reduced v/c Ratio 0.38 0.36 0.78 0.38 0.85 0.67 Cycle Length:90 Actuated,Cycle Length:90 Offset:30(33%),Referenced to phase 2:NBSB Start of Green Natural Cycle:70 Control Type:Actuated-Coordinated # 95th percentile volume exceeds capacity,queue maybe longer, Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal. Splits and Phases: 2:1-291 WB Ramps&Route 5 It 02 -t m4 1 \\vhb\proj\Providence\72189.10\tech\Traffic\synchro\Revised November 2011\2013 Build No Mit-AM.sy7 Synchro 6 Report , VHB,Inc. 2: 1-291 WB Ramps&Route 5 HCM Signalized Intersection Capacity Analysis 2013 Build(No Mit)Weekday AM Peak Hour t Z '\ t Lane Configurations r tt tt r Ideal Flow(vphpi) 1900 1900 1900 1900 •1900 1900 Total Lost time(s) 4.0 4.0 4.0 4.0 4.0 4.0 Lane Util.Factor 0.97 1.00 1.00 0.95 0.95 1.00 Frt 1.00 0.85 1.00 1.00 1.00 0.85 Flt Protected 0.95 100 0.95 1.00 1.00 1.00, Satd.Flow(prot) 3273 1509 1641 3282 3252 1455 Fit Permitted 0.95 1.00 0.95 1.00 1.00 1.00 Said.Flow(perm) 3273 1509 1641 3282 3252 1455 Volume(vph) 320 185 370 720 840 860 Peak-hour factor,PHF 0.80 0.80 0.78 0.78 0.88 0.88 Adj.Flow(vph) 400 231 474 923 955 977 RTOR Reduction(vph) 0 190 0 0 0 0 Lane Group Flow(vph) 400 41 474 923 955 977 Heavy Vehicles(%) 7% 7% 10% 10% 11% 11% Turn Type Perm Prot Free Protected Phases 4 1 2 2 Permitted Phases 4 1 Free Actuated Green,G(s) 14.7 14.7 30.6 60.0 29.4 90.0 Effective Green,g(s) 16.1 16.1 30.6 61.9 31.3 90.0 Actuated g/C Ratio 0.18 0.18 0.34 0.69 0.35 1.00 Clearance Time(s) 5.4 5.4 4.0 5.9 5.9 Vehicle Extension(s) 2.0 2.0 1.5 3.0 3.0 Lane Grp Cap(vph) 586 270 558 2403 1131 1455 v/s Ratio Prot 0.12 c0.29 0.13 c0.29 v/s Ratio Perm 0.03 0.15 c0.67 v/c Ratio 0.68 0.15 0.85 0.38 0.84 0.67 Uniform Delay,d1 34.6 312 27.6 6.0 27.1 0.0 Progression Factor 1.00 1.00 1.16 1.23 0.81 1.00 Incremental Delay,d2 Z6 0.1 9.9 0.0 4.9 1.5 Delay(s) 37.2 31.3 42.0 7.4 27.0 1.5 Level of Service D C D A C A Approach Delay(s) 35.0 19.1 14.1 Approach LOS D B B HCM Average Control Delay 19.2 HCM Level of Service B HCM Volume to Capacity ratio 0.80 Actuated Cycle Length(s) 90.0 Sum of lost time(s) 8,0 Intersection Capacity Utilization 62.8% ICU Level of Service B Analysis Period(min) 15 c Critical Lane Group ' \\vhb\proj\Providence\72189.10\tech\Traffic\synchro\Revised November 2011\2013 Build No Mit-AM.sy7 Synchro 6 Report VHB,Inc. 2: 1-291 WB Ramps&Route 5 Signal Timings and Queues ' 2013 Build(No Mit)Weekday PM Peak Hour in 1=111 Lane Configurations I TT TT �► Volume(vph) 190 105 475 940 895 505 Lane Group Flow(vph) 229 127 500 989 973 549 Turn Type Perna Prot Free Protected Phases 4 1 2 2 Permitted Phases 4 1 Free Detector Phases 4 4 1 2 2 Minimum Initial(s)', 9.0 9.0 6.0 15.0 15.0 Minimum Split(s) 15.0 15.0 11.0 21.0 21.0 Total Split(s) 33.0 33.0 35.0 22.0 22.0 0.0 Total Split(%) 36.7% 36.7% 38.9% 24.4% 24.4% 0.0% Yellow Time(s) 3,6 3.6 3.0 4.7 4.7 All-Red Time(s) 1.8 1.8 1.0 1.2 1.2 Lead/Lag Lead Lag;, Lag Lead-Lag Optimize? Yes Yes Yes Recall Mode None None None C-Max C-Max v/c Ratio 0.54 0.41 0.83 0.37 0.72 0.35 Control Delay 41.0 10.9 30.1 7.7: 28.2 0.5 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 41.0 10.9 30.1 7.7 : 28.2 0.5 Queue Length 50th(ft) 63 0 228 154 150 0 Queue Length 95th(ft) 88 39 397 284 #441 0 Internal Link Dist(ft) 1370 1391 1360 Turn Bay Length(ft) 250 350 875 Base Capacity(vph) 1035 564 648 2700 1355 1568 Starvation Cap Reductn 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 Reduced v/c Ratio 0.22 0.23 0.77 0.37 0.72 0.35 Cycle Length:90 i Actuated±Cycle Length:90 Offset:15(176/6),Referenced to phase 2:NBSB Start of Green Natural Cycle:70 Control Type:Actuated-Coordinated # 95th percentile volume exceeds capacity,queue may longer. Queue shown is maximum after two cycles. Splits and Phases: 2:1-291 WB Ramps&Route 5 m1 i I o2 04 a. . r \\vhb\proj\Providence\72189.10\tech\Traffic\synchro\Revised November 2011\2013 Build No Mit-PM.sy7 Synchro 6 Report VHB,Inc. r 2: 1-291 WB Ramps&Route 5 Signal Timings and Queues 2013 Build(No Mit)Weekday PM Peak Hour r ---* 4\ ri .� Lane Configurations r ++ Ideal Flow(vphpl): 1900 1900 1900 1900 1900 ,190D Total Lost time(s) 4.0 4.0 4.0 4.0 4.0 4.0 Lane'Util.Factor 0.97 _1.00 1.00 0.95 0,95_ 1.00 Frt 1.00 0.85 1.00 1.00 1.00 0.85 Fit Protected 0.95 1,.00 0,95 1.00'' 1.00 1.00 Satd.Flow(prot) 3213 1482 1736 3471 3505 1568 Flt Permitted 0.95 1.00 0.95 1.00 1.00 1.00 Satd.Flow(perm) 3213 1482 1736 3471 3505 1568 Volume(vph) 190 105 475 940 895 505 Peak-hour factor,PHF 0.83 0.83 0.95 0.95 0.92 0.92 Adj.Flow(vph) 229 127 500 989 ; 973 549 RTOR Reduction(vph) 0 110 0 0 0 0 Lane Group Flow(vph) 229 17 500 989 ' 973 549 Heavy Vehicles(%) 9% 9% 4% 4% 3% 3% Turn Type Perm Prot Free Protected Phases 4 1 2 2 Permitted Phases 4 1 '; Free Actuated Green,G(s) 10.6 10.6 31.2 64.1 32.9 90.0 Effecfive Green,g,(s) 12,0 12.0 31.2 66.0 34.8 90.0 Actuated g/C Ratio 0.13 0.13 0.35 0.73 0.39 1.00 Clearance Time(s) 5 A 5.4 4.0 5.9 5.9 Vehicle Extension(s) 2.0 2.0 1.5 3.0 3.0 Lane Grp Cap(vph) 428 198 602 2700 1355 1568 v/s Ratio Prot c0.07 c0.29 0.14 c0.28 v/s Ratio Perm 0.01 0.14 0.35 v/c Ratio 0.54 0.09 0.83 0.37 0.72 0.35 Uniform Delay,d1 36.4 34`.2 27.0 4.4 23.4 0.0 Progression Factor 1.00 1.00 0,77 2.26 0.97 1.00 Incremental Delay,,d2 0.6 01 7.1 0.0 2.5 0.5 Delay(s) 37.0 34.3 27.8 9.9 25.3 0.5 Level of Service D C C A C A Approach Delay(s) 36.0 15.9 16.3 Approach LOS D B B I MINIMUM: HCM Average Control Delay 18.2 HCM Level of Service B HCM Volume to Capacity ratio 0.73 Actuated;Cycle Length(s) 90.0 Sum of lost time(s) 12.0' Intersection Capacity Utilization 68.6% ICU Level of Service C Analysis Period(min) 15 c Critical Lane Group 1 ' \\vhb\proj\Providence\72189.101tech\Traffic\synchro\Revised November 2011\2013 Build No Mit-PM.sy7 Synchro 6 Report VHB,Inc. 1 2: 1-291 WB Ramps&Route 5 Queues 2013 Build Phase 1 Weekday AM Peak Hour(with Approved Phase 1 Mitigations) -.* ­* 4\ t ♦ *J I Lane Configurations 11 r I tt ?t r Volume(vph) 320 185 370 720 840 860 Lane Group Flow(vph) 400 231 474 923 955 977 Turn Type Perm Prot Free Protected Phases 4 1 2 2 Permitted Phases 4 1 Free Detector Phases 4 4 1 2 2 Minimum Initial(s) 9.0 9.0 6.0 15.0 15.0 Minimum Split(s) 15.0 15.0 11.0 21.0 21.0 Total Split(s) 19.0 19.0 35:0 36.0 36.0 0.0 Total Split(%) 21.1% 21.1% 38.9% 40.0% 40.0% 0.0% Yellow Time(s) 3.6 3.6 3.0 4.7 4.7 All-Red Time(s) 1.8 1.8 1.0 1.2 1.2 Lead/Lag Lead Lag Lag Lead-Lag Optimize? Recall Mode None None 'None C-Max'`C-Max v/c Ratio 0.76 0.53 0.93 0.37 0.74 0.67 Control Delay 46.5 9.6 54.0 1.5 24.2 5.4 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 46.5 9.6 54.0 1.5 24.2 ,i 5.4 Queue Length 50th(ft) 112 0 169 13 281 56 Queue Length 95th(ft) 141 41 233 24 m344 m268 Internal Link Dist(ft) 1370 1391 1360 Turn Bay Length(ft) 250 350 875 Base Capacity(vph) 546 444 565 2464 1289 1455 Starvation Cap Reductn 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 Reduced v/c Ratio 0.73 0.52 0.84 0.37 0.74 0.67 Cycle Length:90 Actuated Cycle Length:90 Offset:51 (57%),Referenced to phase 2:NBSB,Start of Green Natural Cycle:70 Control Type:Actuated-Coordinated m Volume for 95th percentile queue is metered by upstream signal Splits and Phases: 2:1-291 WB Ramps&Route 5 ®, 1 1t t o2 �- r, m4 1 \\vhb\prof\Providence\72189.10\tech\Traffic\synchro\Revised November 201 1\2013 Build Phase 1-AM.sy7 VHB,Inc. Synchro 6 Report 1 2: 1-291 WB Ramps&Route 5 HCM Signalized Intersection Capacity Analysis 2013 Build Phase 1 Weekday AM Peak Hour(with Approved Phase 1 Mitigations) t '� 4., f d Lane Configurations )I r ►j t4 tT r Ideal Flow(vphpl)! 1900 1900 1900 1900 1900 '1900 Total Lost time(s) 4.0 4.0 4.0 4.0 4.0 4.0 Lane Util.Factor 0.97 100 1.00 0.95 0.95 1.00 Frt 1.00 0.85 1.00 1.00 1.00 0.85 Fit Protected 0,95 1,00 0,95 1.00 1,00 1,00 Satd.Flow(prot) 3273 1509 1641 3282 3252 1455 Fit Permitted 0.95 100 0,95 1.00 1.00 " 1.00 Satd.Flow(perm) 3273 1509 1641 3282 3252 1455 Volume(vph) 320 185 370 720 840 860 Peak-hour factor,PHF 0.80 0.80 0.78 0.78 0.88 0.88 Adj.Flow(vph) 400 231 474 923 955 977 RTOR Reduction(vph) 0 194 0 0 0 0 Lane Group Flow(vph) 400 37 474 923 fit 955 977 Heavy Vehicles(%o) 7% 7% 10% 10% 11% 11% ' Turn Type Penn Prot Free Protected Phases 4 1 2 2 Permitted Phases . 1 4 1 Free Actuated Green,G(s) 13.0 13.0 27.9 61.7 33.8 60.0 Effective Green,g;(s) 14.4 14.4 27.9 63.6 35.7 90.0 Actuated g/C Ratio 0.16 0.16 0.31 0.71 0.40 1.00 Clearance Time(s) 5.4 5.4 4.0 5.9 5.9 Vehicle Extension(s) 2.0 2.0 1.5 3.0 3.0 Lane Grp Cap(vph) 524 241 509 2465 1290 1455 v/s Ratio Prot 0.12 c0.29 0.15 0.29 v/s Ratio Perm 002 0.13 c0.67 v/c Ratio 0.76 0.15 0.93 0.37 0.74 0.67 Uniform Delay,d1' 36,2 32.6 30.1 5.3 23.2 ` 0.0 Progression Factor 1.00 1.00 0.97 0.27 0.88 1.00 ' Incremental Delay,d2 5.9 0.1 22.0 0.0 2.4 1.5 Delay(s) 42.1 32.7 51.2 1.4 22.7 1.5 Level of Service:'' D C D A l C A Approach Delay(s) 38.6 18.3 12.0 Approach LOS D B B HCM Average Control Delay 18.5 HCM Level of Service B HCM Volume to Capacity ratio 0.76 Actuated Cycle Length(s) 90.0 Sum of lost time(s) 4.0 Intersection Capacity Utilization 62.8% ICU Level of Service B Analysis Period(min) 15 c Critical Lane Group 1 1 \\vhb\prof\Providence\72189.10\tech\Traffic\synchro\Revised November 2011\2013 Build Phase 1-AM.sy7 VHB,Inc. Synchro 6 Report 2: 1-291 WB Ramps&Route 5 Signal Timings and Queues 2013 Build Phase 1 Weekday PM Peak Hour(with Approved Phase 1 Mitigations) t Lane Configurations F '� tt tt r Volume(vph) 190 105 475 940 895 505 , Lane Group Flow(vph) 229 127 500 989 973 549 Turn Type Perm Prot Free Protected Phases 4 1 2 2 Permitted Phases 4 1 Free Detector Phases 4 4 1 2 2 Minimum Initial(s) 8.6 8.6 6.0 15.0 i 15.0 Minimum Split(s) 14.0 14.0 11.0 21.0 21.0 Total Split(s) 14.0 14.0 40.0 36.0 36.0 0.0 Total Split(%) 15.6% 15.6% 44.4% 40.0% 40.0% 0.0% , Yellow Time(s) 3.6 36 3.0 4.7 4.7 All-Red Time(s) 1.8 1.8 1.0 1.2 1.2 Lead/Lag Lead Lag Lag Lead-Lag Optimize? Yes Yes Yes Recall Mode None None None C-Max C-Max , v/c Ratio 0.64 0.46 0.84 0.36 0.67 0.35 Control Delay 47.3 12.9 36.9 0.9 23.3 0.5 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 47.3 12.9 36.9; 0.9 23.3 0.5 , Queue Length 50th(ft) 65 0 139 9 280 0 Queue Length 95th(ft) 94 41 257 17 366 0 Internal Link Dist(ft) 1370 1391 1360 Turn Bay Length(ft) 250 350 875 Base Capacity(vph) 357 278 694 2777 1442 1568 Starvation Cap Reductn 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 Storage Cap Reductn 1 0 0 0! 0 0 0 Reduced v/c Ratio 0.64 0.46 0.72 0.36 0.67 0.35 Cycle Length:90 Actuated Cycle Length:90 Offset:16(18%),Referenced to phase 2:NBSB,Start of Green Natural Cycle:65 , Control Type:Actuated-Coordinated Splits and Phases: 2:1-291 WB Ramps&Route 5 �, 1t 02 1 \\vhb\proj\Providence\72189.10\tech\Traffic\synchro\Revised November 2011\2013 Build Phase 1-PM.sy7 Synchro 6 Report , VHB,Inc. 2: 1-291 WB Ramps&Route 5 Signal Timings and Queues 2013 Build Phase 1 Weekday PM Peak Hour(with Approved Phase 1 Mitigations) l -,* t / Lane Configurations !deal Flow(vphpl), 1900 1900 1900 1900 1900 1900 Total Lost time(s) 4.0 4.0 4.0 4.0 4.0 4.0 Lane Util Factor 0,97 1.00 1,00 0.95 ` 0.95 1.00 Frt _ 1.00 0.85 1.00 1.00 1.00 '0.85 FltProtected 0.95 1,00 0,95 1,00" 1,00 1,00 Satd.Flow(prot) 3213 1482 1736 3471 3505 1568 Flt Permitted 0,95 1.00 0.95 1.00 1.00 1.00 Said.Flow(perm) 3213 1482 1736 3471 3505 1568 Volume(vph) 190 . 105 475 940 895 505 Peak-hour factor,PHF 0.83 0.83 0.95 0.95 0.92 0.92 Adj.Flow(vph) 229 127 500 989 973 " 549 RTOR Reduction(vph) 0 113 0 0 0 0 Lane Group Flow(vph) 229 14 500 989 973 549 Heavy Vehicles(%) 9% 9% 4% 4%: 3% 3% ' Tum Type Perm Prot Free Protected Phases 4 1 2 2 Permitted Phases 4 1 iFree Actuated Green,G(s) 8.6 8.6 31.0 66.1 35.1 90.0 Effective Green,g(s) 10.0 10.0 31.0 68.0 37.0 90.0 Actuated g/C Ratio 0.11 0.11 0.34 0.76 0.41 1.00 Clearance Time(s) 5.4 5`.4 4.0 5.9 5.9 Vehicle Extension(s) 2.0 2.0 1.5 3.0 3.0 Lane Grp Cap(vph) 357 165 598 2777 + 1441 1568 v/s Ratio Prot c0.07 c0.29 0.15 c0.28 v/s Ratio Perm 0.01 0.14 0.35 v/c Ratio 0.64 0.09 0.84 0.36 0.68 0.35 Uniform Delay,d1 38.3 35.9 27.2 3.7'' 21.6 0.0 Progression Factor 1.00 1.00 0.97 0.23 0.92 1.00 Incremental Delay,;d2 2.9 0.1 7-9 0.0 1-9 0.5 Delay(s) 41.2 36.0 34.2 0.9 21.7 0.5 Level of Service D D G A C A Approach Delay(s) 39.4 12.1 14.0 1 Approach LOS D B B HCM Average Control Delay 15.9 HCM Level of Service B HCM Volume to Capacity ratio 0.73 Actuated Cycle Length(s) 90,11 Sum of lost time(s) l 12.0' Intersection Capacity Utilization 68.2% ICU Level of Service C Analysis Period(min) 15; c Critical Lane Group 1 1 1 1 1 \\vhb\proj\Providence\72189.10\tech\Traffic\synchro\Revised November 2011\2013 Build Phase 1-PM.sy7 Synchro 6 Report VHB,Inc. 2: I-291 WB Ramps&Route 5 Queues 2015 No-Build with Phase 1 Weekday AM Peak Hour - l 4% t l Lane Configurations I t} tt r Volume(vph) 325 190 375 735 855 875 Lane Group Flow(vph) 406 238 481 942 972 994 Turn Type Perm Prot Free Protected Phases 4 1 2 2 Permitted Phases i 4 1 Free Detector Phases 4 4 1 2 2 Minimum Initial(s) 9.0 9.0 6.0 15.0 15.0 Minimum Split(s) 15.0 15.0 11.0 21.0 21.0 Total Split(s) 19.0 19.0 35.0 36.0 36.0 0.0 Total Split(%) 21.1% 21.1% 38.9% 40.0% 40.0% 0.0% ' Yellow Time(s) 3.6 3.6 3.0 4.7 4.7 All-Red Time(s) 1.8 1.8 1.0 1.2 1.2 Lead/Lag Lead Lag Lag ; Lead-Lag Optimize? Recall Mode None None None C-Max`C-Max v/c Ratio 0.77 0.54 0.94 0.38 0.76 0.68 Control Delay 47.0 9.7 55.5 1.5 24.6 5.7 , Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 47.0 9.7 55.5 1.5 24.6 5.7 Queue Length 50th(ft) 114 0 170 13 290 58 Queue Length 95th(ft) " 143 41 237 25 m348 m281 Internal Link Dist(ft) 1370 1391 1360 Turn Bay Length(ft) 250 350 875 Base Capacity(vph) 546 450 565 2463 1283 1455 Starvation Cap Reductn' 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0` 0 0 Reduced v/c Ratio 0.74 0.53 0.85 0.38 0.76 0.68 Cycle Length:90 Actuated Cycle Length:90 Offset:51 (57%),Referenced to phase 2:NBSB,Start of Green Natural Cycle:70 Control Type:Actuated-Coordinated m Volume for 95th percentile queue is metered by upstream signal. Splits and Phases: 2:1-291 WB Ramps&Route 5 i 1 1 \\vhb\proj\Providence\72189.10\tech\Traffic\synchro\Revised November 2011\2015 No-Build with Phase 1-AM.sy7 VHB,Inc. Synchro 6 Report 2: 1-291 WB Ramps&Route 5 HCM Signalized Intersection Capacity Analysis 2015 No-Build with Phase 1 Weekday AM Peak Hour ' -,* --t ti t 1 -� Lane Configurations 1) r tt t? r Ideal Flow(vphpl) 1900 1900 1900 1900 1900 '1900 Total Lost time(s) 4.0 4.0 4.0 4.0 4.0 4.0 Lane Ufit.Factor 0.97 1.00 1.00 0.95 0.95 1.00 Frt 1.00 0.85 1.00 1.00 1.00 0.85 Fit Protected 0,95 1 00 0,95 1,00' 1.00 ! 1.00 Satd.Flow(prot) 3273 1509 1641 3282 3252 1455 Fit Permitted 0-95 1.00 0.95 1.00 1.00 1.00 Satd.Flow(perm) 3273 1509 1641 3282 3252 1455 Volume(vph) 325 190 378 735 855 875 Peak-hour factor,PHF 0.80 0.80 0.78 0.78 0.88 0.88 Adj.Flow(vph) 406 238 481 942 972 994 RTOR Reduction(vph) 0 200 0 0 0 0 Lane Group Flow(vph) 406 38 481 942 972 994 Heavy Vehicles(%) 7% 7% 10% 10% 11% 11% ' Turn Type Perm Prot Free Protected Phases 4 1 2 2 Permitted Phases 4 1 Free Actuated Green,G(s) 13.1 13.1 28.0 61.6 33.6 90.0 Effective Green,g(s) 14.5 14.5 28.0 63.5 35.5 90.0 Actuated g/C Ratio 0.16 0.16 0.31 0.71 0.39 1.00 Clearance Time(s) 5.4 5.4 4.0 5.9' 5.9 Vehicle Extension(s) 2.0 2.0 1.5 3.0 3.0 Lane Grp Cap{vph) 527 243 511 2462' 1283 -1455 v/s Ratio Prot 0.12 c0.29 0.15 0.30 v/s Ratio Penn 0.03 0.14 c0.68 v/c Ratio 0.77 0.16 0.94 0.38 0.76 0.68 Uniform Delay,dl 36.2 32.5 30.2 5.3 23.5 0.0 Progression Factor 1.00 1.00 0.97 0.27 0.87 1.00 Incremental Delay,d2 6.3 0.1 23.7 0.0 2.5 1.5 Delay(s) 42.4 32.6 53.2 1.5 23.0 1.5 Level of Service D C D A C A Approach Delay(s) 38.8 18.9 12.2 Approach LOS D B B HCM Average Control Delay 18.8 HCM Level of Service B HCM Volume to Capacity ratio 0.77 Actuated Cycle Length(s) 90.0 Sum of lost time(s) 4.0 Intersection Capacity Utilization 63.7% ICU Level of Service B Analysis Period(min) 15 c Critical Lane Group j 1 1 1 ' \\vhb\proj\Providence\72189.I O\tech\Traffic\synchro\Revised November 2011\2015 No-Build with Phase 1-AM.sy7 VHB,Inc. Synchro 6 Report 2: 1-2 91 WB Ramps&Route 5 Signal Timings and Queues 2015 No-Build with Phase 1 Weekday PM Peak Hour l -,* .4\ t Lane Configurations ►)tt r ►� tt tt r Volume(vph) 195 105 480 955 915 515 ' Lane Group Flow(vph) 235 127 505 1005 995 560 Turn Type Perm Prot Free Protected Phases 4 1 2 2 Permitted Phases 4 1 Free Detector Phases 4 4 1 2 2 Minimum Initial(s)'; 8.6 8.6 6.0 15.0 15.0 Minimum Split(s) 14.0 14.0 11.0 21.0 21.0 Total Split(s) 14.0 14.0 40.0 36.0 36.0 0.0 Total Split(%) 15.6% 15.6% 44.4% 40.0% 40.0% 0.o% Yellow Time(s) 3.6 3.6 3.0 4.7 4.7 All-Red Time(s) 1.8 1.8 1.0 1.2 1.2 Lead/Lag Lead Lag;; Lag Lead-Lag Optimize? Yes Yes Yes Recall Mode None None None C-Max G-Max v/c Ratio 0.66 0.46 0.84 0.36 0.69 0.36 Control Delay 48.0 12.9 37.3 0.9 23.5 0.5 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 48.0 12.9 37,3 0.9 23.5 0.5 Queue Length 50th(ft) 67 0 141 10 289 0 Queue Length 95th(fit) 96 41 259 18 374 0 Internal Link Dist(ft) 1370 1391 1360 Turn Bay Length(ft) 250 350 875 Base Capacity(vph) 357 278 694 2777 1439 1568 Starvation Cap Reductn 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 Reduced v/c Ratio 0.66 0.46 0.73 0.36 0.69 6.36 Cycle Length:90 Actuated Cycle Length:90 Offset:16(18%),Referenced to phase 2:NBSB,Start of Green Natural Cycle:65 Control Type:Actuated-Coordinated Splits and Phases: 2:1-291 WB Ramps&IRoute 5 01 1t m2 " m4 \\vhb\prof\Providence\72189.10\tech\Traffic\synchro\Revised November 2011\2015 No-Build with Phase 1-PM.sy7 Synchro 6 Report ' VHB,Inc. 2: 1-291 WB Ramps&Route 5 Signal Timings and Queues 2015 No-Build with Phase 1 Weekday PM Peak Hour ' _J* l 4% t l Lane Configurations r I ?t tt r ' Ideal Flow(vphp!) 11900 19,00 1900 1900, 1900 1900 Total Lost time(s) 4.0 4.0 4.0 4.0 4.0 4.0 Lane Util.Factor 0.97 1.00 1,00 0.95 0.95 1.00 Frt 1.00 0.85 1.00 1.00 1.00' 0.85 Fit Protected 0,95 1,00 0,95 1,00 1,01) 1.00 ' Satd.Flow(prot) 3213 1482 1736 3471 3505 1568 Flt Permitted 0.95 1.00 0,95 1.00 1.00 1.00 Satd.Flow(perm) 3213 1482 1736 3471 3505 1568 Volume(vph) 195 105 480 955 915 515 Peak-hour factor,PHF 0.83 0.83 0.95 0.95 0.92 0.92 Adj.Flow(vph) 235 127 505 1005` 995 560 RTOR Reduction(vph) 0 113 0 0 0 0 Lane Group Flow(vph) 235 14 505 1005 995 560 Heavy Vehicles(%) 9% 9% 4% 4%° 3% 3% Turn Type Perm Prot Free Protected Phases 4 1 2 2 Permitted Phases' 4 1 Free Actuated Green,G(s) 8.6 8.6 31.0 66.1 35.1 90.0 Effective'Green,g(s) 10.0 10.0 31,0 68.0 37.0 90.0 Actuated g/C Ratio 0.11 0.11 0.34 0.76 0.41 1.00 Clearance Time(s) 5.4 5.4 4.0 5.9 5.9 Vehicle Extension(s) 2.0 2.0 1.5 3.0 3.0 Lane Grp Cap(vph) 357 165 598 2777 1441 1568 v/s Ratio Prot c0.07 c0.29 0.15 c0.28 v/s Ratio Perm 0.01 0.14 0.36 v/c Ratio 0.66 0.09 0.84 0.36 0.69 0.36 Uniform Delay,d1 38A 35.9 27.3 3.7` 21.8 0.0 Progression Factor 1.00 1.00 0.97 0.23 0.91 1.00 Incremental Delay,d2 3,3 0.1 8.5 0.0 2.0 0.5 Delay(s) 41.7 36.0 34.9 0.9 21.8 0.5 Level of Service D D C A C A Approach Delay(s) 39.7 12.2 14.1 Approach LOS D B B HCM Average Control Delay 16.0 HCM Level of Service B' HCM Volume to Capacity ratio 0.75 1 Actuated Cycle Length(s) 90.0 Sum of lost time(s) 12.0. Intersection Capacity Utilization 69.1% ICU Level of Service C Analysis Period(min) 15 c Critical Lane Group 1 j 1 1 r ' \\vhb\proj\Providence\72189.10\tech\Traffic\synchro\Revised November 2011\2015 No-Build with Phase 1-PM.sy7 Synchro 6 Report VHB,Inc. 2: 1-291 WB Ramps&Route 5 Queues 2015 Build with Phase 2(Full Build)Weekday AM Peak Hour l 4\ T l / 1 Lane Configurations 1) r I t4 fit r Volume(vph) 340 205 405 735 855 880 Lane Group Flow(vph) 425 256 519 942 972 1000 Turn Type Perm Prot Free Protected Phases 4 1 2 2 Permitted Phases 4 1 Free Detector Phases 4 4 1 2 2 Minimum Initial(a)! 9.0 9.0 6.0 15.0` 15.0 Minimum Split(s) 15.0 15.0 11.0 21.0 21.0 Total Split(s) 19.0 19.0 35.0 36.0 36.0 0.0 Total Split(%) 21.1% 21.1% 38.9% 40.0% 40.0% 0.0% Yellow Time(a) 3.6 3.6 3.0 4.7 4.7 All-Red Time(s) 1.8 1.8 1.0 1.2 1.2 Lead/Lag Lead Lag Lag Lead-Lag Optimize? Recall Mode None None None C-Max C-Max v/c Ratio 0.80 0.56 0.96 0.38 0.80 0.69 Control Delay 48.9 9.7 57.9 1.7 26.7 5.7 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 48.9 9.7 57.9 1.7 26.7 5.7 ' Queue Length 50th(ft) 120 0 191 16 291 60 Queue Length 95th(ft) 149 42 #286 32 ;m347 m285 Internal Link Dist(ft) 1370 1391 1360 Turn Bay l Length(ft) 250 350 875 Base Capacity(vph) 546 465 565 2458 1218 1455 Starvation Cap Reductn 0 Q 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 Storage Gap Reductn 0 0 0 0 0 0 Reduced v/c Ratio 0.78 0.55 0.92 0.38 0.80 0.69 Cycle Length:90 Actuated Cycle Length:90 Offset:51 (57%),Referenced to phase 2:NBSB,Start of Green Natural Cycle:75 Control Type:Actuated-Coordinated # 95th percentile volume exceeds capacity,queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal Splits and Phases: 2:1-291 WB Ramps&Route 5 e1 i I ®2 * 04 \\vh b\proj\Providence\72189.I 0\tech\Traffic\synchro\Revised November 2011\2015 Build with Phase 2(Full Build)-AM.sy7 , VHB,Inc. Synchro 6 Report 2: 1-291 WB Ramps&Route 5 HCM Signalized Intersection Capacity Analysis 2015 Build with Phase 2(Full Build)Weekday AM Peak Hour ' l --* h t Lane Configurations r tt t} Ideal flow(vphpl) E900 1900 1900 1900' 1900 ,1900 Total Lost time(s) 4.0 4.0 4.0 4.0 4.0 4.0 Lane LIN.Factor 0.97 1.00 1.00 0.95_ 0.95_ 1.00 Frt 1.00 0.85 1.00 1.00 1.00 0.85 Fit Protected 0.95 100 0.95 1.00 1.00 1.00 Said.Flow(prot) 3273 1509 1641 3282 3252 1455 Fit Permitted 0.95 1.00 0.95 1.00 i 1.00 1.00 Said.Flow(perm) 3273 1509 1641 3282 3252 1455 Volume(vph) 340 205 405 735 855 880 Peak-hour factor,PHF 0.80 0.80 0.78 0.78 0.88 0.88 Adj.Flow(vph) 425 256 519 942 972 1000 RTOR Reduction(vph) 0 214 0 0 0 0 Lane Group Flow(vph) 425 42 519 942' 972 1000 Heavy Vehicles(%) 7% 7% 10% 10% 11% 11% Turn Type Perm Prot Free Protected Phases 4 1 2 2 Permitted Phases 4 1 Free Actuated Green,G(s) 13.2 13.2 29.7 61.5 31.8 90.0 ' Effective Green,g(s) 14.6 14.6 29,7 63A 33.7 90.0 Actuated g/C Ratio 0.16 0.16 0.33 0.70 0.37 1.00 Clearance Time(s) 5A 5.4 4.0 5.9 5.9 Vehicle Extension(s) 2.0 2.0 1.5 3.0 3.0 Lane Grp Cap(vph) 531 245 542 2458 1218 1455 ' v/s Ratio Prot 0.13 c0.32 0.14 c0.30 v/s Ratio Perm 0.03 0.14 c0.69 v/c Ratio 0.80 0.17 0.96 0.38 0.80 0.69 Uniform Delay,d1l 36.3 32.5 29.5 5.4 25A 0.0 Progression Factor 1.00 1.00 0.98 0.31 0.88 1.00 incremental Delay,d2 8.0 0.1 26.0 0.0 3.3 1.6 Delay(s) 44.3 32.6 54.8 1.7 25.5 1.6 Level of Service D C D A C A Approach Delay(s) 39.9 20.6 13.4 Approach LOS D C B HCM Average Control Delay 20..3 HCM Level of Service C HCM Volume to Capacity ratio 0.83 Actuated Cycle Length(s) 90:0' Sum of lost time(s) &0 Intersection Capacity Utilization 65.8% ICU Level of Service C Analysis Period(min) 15 c Critical Lane Group 1 \\vhb\prof\Providence\72189.10\tech\Traffic\synchro\Revised November 2011\2015 Build with Phase 2(Full Build)-AM.sy7 VHB,Inc. Synchro 6 Report 2: 1-291 WB Ramps&Route 5 Signal Timings and Queues 9 9 2015 Build with Phase 2(Full Build)Weekday PM Peak Hour t _- - -- - Lane Configurations ►j►� �� } Volume(vph) 205 115 545 955 915 530 ' Lane Group Flow(vph) 247 139 574 1005 995 576 Turn Type Perm Prot Free Protected Phases 4 1 2 2 Permitted Phases 4 1 Free Detector Phases 4 4 1 2 2 Minimum Initial(s)', 8.6 8.6 6.0 15.0 15.0 Minimum Split(s) 14.0 14.0 11.0 21.0 21.0 Total Split(s) 14.0 140 40.0 36.0 '' 36.0 0.0 Total Split(%) 15.6% 15.6% 44.4% 40.0% 40.0% 0.0% , Yellow Time(s) 3.6 3.6 3.0 4.7 4.7 All-Red Time(s) 1.8 1.8 1.0 1.2 1.2 Lead/Lag Lead Lag Lag Lead-Lag Optimize? Yes Yes Yes Recall Mode None None None C-Max C-Max v/c Ratio 0.69 0.48 0.91 0.36 0.72 0.37 Control Delay 49.7 13..0 43.2 0.9 25.0 0.5 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 49.7 13.0 43.2 0.9 25.0 0.5 Queue Length 50th(ft) 71 0 199 14 290 0 Queue Length 95th(ft) 101 42 #452 20 374 0 Internal Link Dist(ft) 1370 1391 1360 Turn Bay Length(ft) 250 350 875 Base Capacity(vph) 357 288 694 2777 1375 1568 ' Starvation Cap Reductn 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 Storage Gap Reductn 0 0 0 0 0 0 Reduced v/c Ratio 0.69 0.48 0.83 0.36 0.72 0.37 Cycle Length:90 t Actuated Cycle Length:90 Offset: 16(18%),Referenced to phase 2:NBSB,Start of Green Natural Cycle:75 , Control Type:Actuated-Coordinated # 95th percentile volume exceeds capacity,queue may be longer. Queue shown is maximum after two cycles. Splits and Phases: 2:1-291 WB Ramps&IRoute 5 , 01 it o2 04 \\vhb\proj\Providence\72189.10\tech\Traffic\synchro\Revised November 2011\2015 Build with Phase 2(Full Build)-PM.sy7 Synchro 6 Report , VHB,Inc. ' 2: 1-291 WB Ramps&Route 5 Signal Timings and Queues 9 9 2015 Build with Phase 2(Full Build)Weekday PM Peak Hour --* -'* -4\ T Lane Configurations ► r }t tt r Ideal Flow(vphpl) 1900 1900 1900 1900 1900 1900 Total Lost time(s) 4.0 4.0 4.0 4.0 4.0 4.0 Lane Util.Factor 0.97 1.00 1.00 0.95 0.95 a 1.00 Frt 1.00 0.85 1.00 1.00 1.00 0.85 Fit Protected 0.95 1.00 0,95 1.00 1.00 1.00 Said.Flow(prot) 3213 1482 1736 3471 3505 1568 Fit Permitted 0.95 1.00 0.95 1.00 1,00 1.00 Said.Flow(perm) 3213 1482 1736 3471 3505 1568 Volume(vph) 205 115 545 955 915 530 Peak-hour factor,PHF 0.83 0.83 0.95 0.95 0.92 0.92 Adj.Flow(vph) 247 139 574 1005 995 576 RTOR Reduction(vph) 0 124 0 0 0 0 Lane Group Flow(vph) 247 15 574 1005 995 576 Heavy Vehicles(%) 9% 9% 4% 4% 3% 3% ' Turn Type Perm Prot Free Protected Phases 4 1 2 2 Permitted Phases 4 1 ; Free Actuated Green,G(s) 8.6 8.6 32.7 66.1 33.4 90.0 Effective Green,g(s) 10.0 10.0 32.7 68.0 35.3 90.0 Actuated g/C Ratio 0.11 0.11 0.36 0.76 0.39 1.00 Clearance Time(s) 5A 5.4 4.0 5.9 5.9 Vehicle Extension(s) 2.0 2.0 1.5 3.0 3.0 Lane Grp Cap(vph) 357 165 631 2777 1375 1568 1 v/s Ratio Prot c0.08 c0.33 0.14 c0.28 Ws Ratio Perm 0.01 0.15 0.37 v/c Ratio 0.69 0.09 0.91 0.36 0.72 0.37 Uniform Delay,d1 3&5 35.9 27.2 3.7 23.2 0.0 Progression Factor 1,00 1,00 0,98 0.23 0,92 1,00 ' Incremental Delay,,d2 4.6 0.1 13.7 0.0 2.5 0.5 Delay(s) 43.1 36.0 40.4 0.9 23.8 0.5 Level of Service D D D A C A Approach Delay(s) 40.6 15.3 15.2 Approach LOS• D B + B HCM Average Control Delay 18.0 HCM Level of Service B HCM Volume to Capacity ratio 0.80 Actuated Cycle Length(s) _ 90.0 Sum of lost time(s) - 12.0 Intersection Capacity Utilization 72.7% ICU Level of Service C Analysis Period{min) 15 c Critical Lane Group ' \\vhb\proj\Providence\72189.IO\tech\Traffic\synchro\Revised November 2011\2015 Build with Phase 2(Full Build)-PM.sy7 Synchro 6 Report VHB,Inc. 2: 1-291 WB Ramps&Route 5 Queues ' 2015 Build with Phase 2(Full Build)Weekday AM Peak Hour -,* -,�? .4\ t / I Lane Configurations r V tt t} r Volume(vph) 340 205 405 735 855 ' 880 ' Lane Group Flow(vph) 425 256 519 942 972 1000 Turn Type Perm Prot Free Protected Phases 4 1 2 2 Permitted Phases 4 1 Free , Detector Phases 4 4 1 2 2 Minimum Initial(s) 9.0 9.0 6.0 15.0 15.0 Minimum Split(s) 15.0 15.0 11.0 21.0 21.0 Total Split(s) 19.0 19.0 36.0 35.0 35.0 0.0 Total Split(%) 21.1% 21.1% 40.0% 38.9% 38.9% 0.0% Yellow Time(s) 3.6 3.6 3.0 4.7 4.7 All-Red Time(s) 1.8 1.8 1.0 1.2 1.2 Lead/Lag Lead Lag Lag Lead-Lag Optimize? Recall Mode None None None C-Max C-Max ' v/c Ratio 0.80 0.56 0.95 0.38 0.80 0.69 Control Delay 48.9 9.7 55.6 1.7 29.1 5.2 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 48.9 9.7 55.6 1.7 29.1 5.2 ' Queue Length 50th(ft) 120 0 173 14 272 53 Queue Length 95th(ft) 149 42 #275 19 m335 m219 Internal Link Dist(ft) 1370 1391 1360 Turn Bay Length(ft) 250 350 875 Base Capacity(vph) 546 465 583 2458 1212 1455 Starvation Cap Reductn 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 Reduced v/c Ratio 0.78 0.55 0.89 0.38 0.86 0.69 Cycle Length:90 Actuated';Cycle Length:90 Offset:60(67%),Referenced to phase 2:NBSB,Start of Green Natural Cycle.75 ' Control Type:Actuated-Coordinated # 95th percentile volume exceeds capacity,queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal. Splits and Phases: 2:I-291 WB Ramps&Route 5 01 �t m2 'r m4 \\vhb\prof\Providence\72189.10\tech\Traffic\synchro\Revised November 2011\2015 Build with Phase 2(Full Build)-AM with additional mitigations-edit.sy7 VHB,Inc. Synchro 6 Report 1 2: 1*291 WB Ramps&Route 5 HCM Signalized Intersection Capacity Analysis 2015 Build with Phase 2(Full Build)Weekday AM Peak Hour ' --* 4% t Lane Configurations r tt tt r Ideal Flow(vphpl)' 1900. 1900. 1900 1900 1900 1900 Total Lost time(s) 4.0 4.0 4.0 4.0 4.0 4.0 Lane Util.Factor 0,97 1_00 1.00 0.95 ! 0.95 1.00 Frt 1.00 0.85 1.00 1.00 1.00 0.85 Fit Protected 0.95 1.00 0.95 1.00 r 1.00 1.00 ' Said.Flow(prot) 3273 1509 1641 3282 3252 1455 Fit Permitted 0.95 1.00 20.95 1.00 1.00 1.00 Satd.Flow(perm) 3273 1509 1641 3282 3252 1455 Volume(vph) 340 205 405 735: 855 880 _ Peak-hour factor,PHF 0.80 0.80 0.78 0.78 0.88 0.88 Adj.Flow(vph) 425 256 519 942 972 1000 RTOR Reduction(vph) 0 214 0 0 0 0 Lane Group Flow(vph) "425 42 519 942 : 972 '1000 Heavy Vehicles(%) 7% 7% 10% 10% 11% 11% Turn Type Perm Prot Free Protected Phases 4 1 2 2 Permitted Phases 4 1 1 Free Actuated Green,G(s) 13.2 13.2 29.9 61.5 31.6 90.0 ' Effective Green,g(s) 14.6 14.6 29.9 63.4 33.5 90.0 Actuated g/C Ratio 0.16 0.16 0.33 0.70 0.37 1.00 Clearance Time(s) 5.4 5.4 4.0 5.9 5.9 Vehicle Extension(s) 2.0 2.0 1.5 3.0 3.0 Lane Grp Cap(vph) 531 245 545 2458 1210 1455 1 v/s Ratio Prot 0.13 c0.32 0.14 c0.30 v/s Ratio Perm 0.03 0.14 e0.69 v/c Ratio 0.80 0.17 0.95 0.38 0.80 0.69 Uniform Delay,d1 36.3 32.5 29.4 5.4 25.3 0.0 Progression Factor 1,00 1.00 0.95 0,31 0.95 1,00 Incremental Delay,d2 8.0 0.1 24.8 0.0 3.6 1.6 Delay(s) 44.3 32.6 52.7 1.7 27.6 1.6 Level of Service D C D A C A Approach Delay(s) 39.9 19.8 14.4 Approach,LOS D B B HCM Average Control Delay 20.6 HCM Level of Service C: HCM Volume to Capacity ratio 0.83 ' Actuated Cycle Length(s) 90.0 Sum of lost time(s) &0 Intersection Capacity Utilization 65.8% ICU Level of Service C Analysis Period(min) 15 c Critical Lane Group \\vhb\proj\Providence\72189.I O\tech\Traffic\synchro\Revised November 2011\2015 Build with Phase 2(Full Build)-AM with additional mitigations-edit.sy7 VHB,Inc. Synchro 6 Report 2: 1-291 WB Ramps&Route 5 Signal Timings and Queues ' 9 9 2015 Build with Phase 2(Full Build)Weekday PM Peak Hour with Additional Mitigations t ♦ ' Lane Configurations tt tt r Volume(vph) 205 115 545 955 915 530 ' Lane Group Flow(vph) 247 139 574 1005 995 576 Turn Type Perm Prof Free Protected Phases 4 1 2 2 Permitted Phases 4 1 Free , Detector Phases 4 4 1 2 2 Minimum Initial(s) 8.6 8.6 6.0 15.0 15.0 Minimum Split(s) 14.0 14.0 11.0 21.0 21.0 Total Spit(s) 14.0 14.0 42.0 34.0. 34.0 0.0 Total Split(%) 15.6% 15.6% 46.7% 37.8% 37.8% 0.0% ' Yellow Time(s) 3.6 3.6 3.0 4.7 4.7 All-Red Time(s) 1.8 1.8 1.0 1.2 1.2 Lead/La' Lead 9 Lag t Lag Lead-Lag Optimize? Yes Yes Yes Recall Mode None None None C-Max C-Max v/c Ratio 0.69 0.48 0.90 0.36 0.73 0.37 Control Delay 49.7 13.0 41.9 1.0 . 26.0 0.5 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 Total.Delay 49.7 13.0 41.9 1.0 26.0 0.5 ' Queue Length 50th(ft) 71 0 184 13 300 0 Queue Length 95th(ft) 101 42 #325 38 #389 0 Internal Link Dist(ft) 1370 1391 1360 Turn Bay Length(ft) 250 350 875 Base Capacity(vph) 357 288 733 2777 1356 1568 Starvation Cap Reductn 0 0 0' 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 Storage Gap Reductn 0 0 0 0' 0 0 Reduced v/c Ratio 0.69 0.48 0.78 0.36 0.73 0.37 Cycle Length:90 Y r Actuated Cycle Length:90 Offset:15(17%),Referenced to phase 2:NBSB,Start of Green Natural Cycle:75 , Control Type:Actuated-Coordinated # 95th percentile volume exceeds capacity,queue may be longer. Queue shown is maximum after two cycles. Splits and Phases: 2:1-291 WB Ramps&Route 5 , s. I 01 1t o2 04 r \\vhb\prof\Providence\72189.10\tech\Traffic\synchro\Revised November 2011\2015 Build with Phase 2(Full Build)-PM with additional 8yt*tiafsFrmjibsty7 , VHB,Inc. Route 5 (John Fitch Blvd) at Chapel Road ➢ . 2010 Existing Weekday Morning Peak Hour ➢ 2010 Existing Weekday Evening Peak Hour ➢ 2013 No-Build Weekday Morning Peak Hour ➢ 2013 No-Build Weekday Evening Peak Hour ➢ 2013 Build Weekday Morning Peak Hour ➢ 2013 Build Weekday Evening Peak Hour ➢ 2013 Build with Improvements Weekday Morning Peak Hour ➢ 2013 Build with Improvements Weekday Evening Peak Hour ➢ 2015 No-Build Weekday Morning Peak Hour ➢ 2015 No-Build'Weekday Evening Peak Hour ➢ 2015 Build Weekday Morning Peak Hour ➢ 2015 Build Weekday Evening Peak Hour ➢ 2015 Build with Improvements Weekday Morning Peak Hour 2015 Build with Improvements Weekday Evening Peak Hour 1 Chapel Rd&Route 5 Signal Timings and Queues 2610 Existing Weekday AM Peak Hour ' Lane Configurations if Volume(vph) 5 15 400 10 10 905 85 75 1200 Lane Group Flow(vph) 0 92 430 86 11 1017 96 82 1309 Turn Type Perm Perm Prot 'i Perm Prot Protected Phases 4 4 5 2 1 6 Permitted Phases; 4 4 2 Detector Phases 4 4 4 4 5 2 2 1 6 Minimum Initial(s); 9,0 9.0 9.0 9.0 6.0 15.0 15.0 6.0 15.0 Minimum Split(s) 20.0 20.0 20.0 20.0 12.0 21.0 21.0 12.0 21.0 Total Split(s) 40.0 40.0 40.0 40.0 13.0 37.0 37.0 13.0 37.0 Total Split(%) 44.4% 44.4% 44.4% 44.4% 14.4% 41.1% 41.1% 14.4% 41.1% Yellow Time(s) 32 3.2 3.2 3.2 3.0 4,7 4.7 3.0 4.7 All-Red Time(s) 2.6 2.6 2.6 2.6 2.5 1.2 1.2 2.5 1.2 Lead/Lag Lead Lag Lag Lead Lag ' Lead-Lag Optimize? Yes Yes Yes Yes Yes Recall Mode None None None None' None C-Max C-Max None Max vie Ratio 0.14 0.88 0.14 0.08 0.71 0.14 0.52 0.77 Control Delay 7.7 476 5.9 46.2 17.9 3.1 50.9 235 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 ' Total Delay 7.7 47.6 5.9 46.2 17.9 3.1 50.9 23.5 Queue Length 50th(ft) 10 212 4 6 218 5 45 302 Queue Length 95th(ft) 24 #375 31 m14 271 m10 91 #564 Internal Link Dist(ft) 959 941 1360 745 Turn Bay Length(ft) 400 300 300 250 Base Capacity(vph) 703 535 686 166 1432 695 164 1707 Starvation Cap'Reductn 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 1 0 0 0 0 Reduced v/c Ratio 0.13 0.80 0.13 0.07 0.71 0.14 0.50 0.77 Cycle Length:90 Actuated',Cycle Length:90 Offset:0(0%),Referenced to phase 2:NBT,Start of Green Natural Cycle:90 Control Type:Actuated-Coordinated # 95th'percentile volume exceeds capacity,queue may be longer. Queue shown is maximum after two cycles. ' m Volume for 95th percentile queue is metered by upstream signal. Splits and Phases: 1:Chapel Rd&Route 5 y m1 t o2 m4 ®5 ' \\vhb\proj\Providence\72189.10\tech\Traffic\synchro\Revised November 2011\2010 EX-AM.sy7 Synchro 6 Report VHB,Inc. 1: Chapel Rd&Route 5 Signal Timings and Queues 2010 Existing Weekday AM Peak Hour Lane Configurations 4 T. I ?t if 1 0 Volume(vph) 5 15 400 10 10 905 85 75 1200 Lane Group Flow(vph) 0 92 430 86 11 1017 96 82 . 1309 Turn Type Perm Perm Prot Perm Prot Protected Phases 4 4 5 2 1 6 Permitted Phases 4 4 2 ' Detector Phases 4 4 4 4 5 2 2 1 6 Minimum Initial(s) 9.0 '9.0 9.0 9.0 6.0 15.0 15.0 6.0 15.0 Minimum Split(s) 20.0 20.0 20.0 20.0 12.0 21.0 21.0 12.0 21.0 Total Split(s) 40.0 40.0 40.0 40.0 13.0 37.0 "37.0 13.0 37.0 Total Split(%) 44.4% 44.4% 44.4% 44.4% 14.4% 41.1% 41.1% 14.4% 41.1% ' Yellow Time(s) 3.2 3.2 3.2 3.2 3.0 4.7 4.7 3.0 4.7 All-Red Time(s) 2.6 2.6 2.6 2.6 2.5 1.2 1.2 2.5 1.2 Lead/Lag Lead Lag Lag Lead Lag Lead-Lag Optimize? Yes Yes Yes Yes Yes ' Recall Mode None None None None None C-Max C-Max None Max v/c Ratio 0.14 0.88 0.14 0.08 0.71 0.14 0.52 0.77 Control Delay 7.7 47.6 5.9 ; 46.2 !17.9 3.1 509 ..23.5 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 7.7 47.6 5.9 46.2 17.9 3.1 509 23.5 Queue Length 50th(ft) 10 212 4 6 218 5 45 302 Queue Length 95th(ft) 24 #375 31 m14 271 m10 91 #564 Internal Link Dist(ft) 959 941 1360 745 Turn Bay Length(ft) 400 300 300 250 Base Capacity(vph) 703 535 686 166 1432 695 164 1707 Starvation Cap Reductn 0 0 0 0 0 0 0 0' Spillback Cap Reductn 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0" 0 :' 0 0 a0 0 Reduced v/c Ratio 0.13 0.80 0.13 0.07 0.71 0.14 0.50 0.77 ' Cycle Length:90 Actuated Cycle Length:910, Offset:0(0%),Referenced to phase 2:NBT,Start of Green Natural Cycle:90 Control Type:Actuated-Coordinated 95th percentile volume exceeds capacity,queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal. Splits and Phases: 1:Chapel Rd&Route 5 01 f o2 #04 m5 ♦ m6 ' \\vhb\proj\Providence\72189.10\tech\Traffic\synchro\Revised November 201 1\201 0 EX-AM.sy7 Synchro 6 Report VHB,Inc. 1: Chapel Rd&Route 5 Signal Timings and Queues ' 2010 Existing Weekday AM Peak Hour + Lane Configurations , �� ►� ��, Ideal Flow(vphpl); 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 ;1900 ' Total Lost time(s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Lane Util.Factor 1.00 1.00 1.00 1:00 0.95 1.00 1.00 0.95 Frt 0.91 1.00 0.87 1.00 1.00 0.85 1.00 1.00 F8 Protected 1.00 0.95 1.00 0.95 1.00 1.00 0.95 1.00 ' Satd.Flow(prot) 1681 1752 1603 1656 3312 1482 1641 3280 Flt Permitted 0.98 0.72 1.00 0.95 1.00 1.00 0.95 1.00 Said.Flow(perm) 1662 1329 1603 1656 3312 1482 1641 3280 Volume(vph) 5 15 45 400< 10 70 10 905 85 75 1200 5 Peak-hour factor,PHF 0.70 0.70 0.70 0.93 0.93 0.93 0.89 0.89 0.89 0.92 0.92 0.92 ' Adj.Plow(vph) 7 21 64 430 11 75 11 1017 96 82 1304 5 RTOR Reduction(vph) 0 41 0 0 48 0 0 0 56 0 0 0 Lane Group Flow(vph) 0 51 0 430 38 0 11 1017 40 82 1309 0 Heavy Vehicles(%) 2% 2% 2% 3% 3% 3% 9% 8% 9% 10% 10% 10% Turn Type Perm Perm Prot Perm Prot ' Protected Phases 4 4 5 2 1 6 Permitted Phases 4 4 2 Actuated Green,G(s) 30.9 30.9 30.9 1.3 36.0 36.0 5.9 40.6 Effective;Green,g(s) 32.7 32.7 32.7 2.8 37.9 37.9 7.4 42.5 , Actuated g/C Ratio 0.36 0.36 0.36 0.03 0.42 0.42 0.08 0.47 Clearance Time(s) 5.8 5.8 5.8 5.5 5.9 5.9 5.5 5.9 Vehicle Extension(s) 3.0 3.0 3.0 2.0 3.0 3.0 2.0 3.0 Lane Grp Cap(vph) 604 483 582 52 1395 624 135 1549 v/s Ratio Prot 0.02 0.01 0.31 c0.05 c0.40 ' v/s Ratio Perm 0.03 c0.32 0.03' v/c Ratio 0.08 0.89 0.07 0.21 0.73 0.06 0.61 0.85 Uniform Delay,d1 18.8 27.0`' 18.7 42.5 21:8 15.5 39.9 20.9 Progression Factor 1.00 1.00 1.00 1.18 0.63 0.62 1.00 1.00 Incremental Delay,'d2 01 18.2 0.0 0.7 31 0.2 5.2 5.8 ' Delay(s) 18.9 45.2 18.7 51.0 16.8 9.8 45.1 26.7 Level of Service B D B D B A D C Approach Delay(s) 18.9 40.8 16.5 27.8 Approach LOS B D B C HCM Average Control Delay, 25.6 HCM•Level of Service C. HCM Volume to Capacity ratio 0.83 Actuated Cycle Length(s) 90.0 Sum of lost time(s) 8.0 ' Intersection Capacity Utilization 77.2% ICU Level of Service D Analysis Period(min) 15 c Critical Lane Group \\vhb\proj\Providence172189.10\tech\Traffic\synchro\Revised November 201 1\201 0 EX-AM.sy7 Synchro 6 Report ' VHB,Inc. 1: Chapel Rd& Route 5 Signal Timings and Queues 2010 Existing Weekday PM Peak Hour Lane Configurations � 1 _ ._.-. IMMUNE ;ttif 0 ' Volume(vph) 1 15 125 15 20 960 110 . 45 1195 Lane Group Flow(vph) 0 77 137 104 24 1157 133 57 1526 Turn Type Perm Perm Prot Perm Prot Protected Phases 4 4 5 2 1 6 Permitted Phases 4 4 2 ' Detector Phases 4 4 4 4 5 2 2 1 6 Minimum Initial(s) 9.0 9.0 9.0 9.0 6.0 15.0 15.0 6.0 15.0 Minimum Split(s) 20.0 20.0 20.0 20.0 12.0 21.0 21.0 12.0 21.0 Total Split(s) 20.0 20.0 20.0 20.0 30.0 40.0 40.0 30.0 40.0 Total Split(%) 22.2% '22.2% 22.2% 22.2% 33.3% 44.4% 44.4% 33.3% 44.4% ' Yellow Time(s) 3.2 3.2 3.2 3.2 ' 3.0 4.7 4.7 3.0 4.7 All-Red Time(s) 2.6 2.6 2.6 2.6 2.5 1.2 1.2 2.5 1.2 Lead/Lag Lead Lag Lag Lead Lag Lead-Lag Optimize? Yes Yes Yes Yes Yes ' Recall Mode None None None None None C-Max C-Max None Max v/c Ratio 0.25 0.65 0.31 0.17 0.52 0.13 0.33 0.63 Control Delay i6`.8 49.7 12.6 50.0 6.0 1.0 42°.4 10.4 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 16.8 49.7 12.6 50.0 6.0 1.0 42.4 10.4 Queue Length 50th(ft) 13 72 8 12 208 9 31 179 Queue Length 95th(fly 25 134 51 m36 100 0 57 304 Internal Link Dist(ft) 959 941 1360 745 ...... . ... . .. ........ ...... .... . Turn Bay Length(ft) 400 300 300 250 Base Capacity(vph) 341 235 359 487 2219 1038 502 2417 Starvation Cap Reductn 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.23 0.58 0.29 0.05 0.52 0.13 0.11 0.63 ' Cycle Length:90 ActuatedCycle Length:90 Offset:0(0%),Referenced to phase 2:NBT,Start of Green ' Natural Cycle:70 Control Type:Actuated-Coordinated m Volume for 95th percentile queue is metered by upstream signal. Splits and Phases: 1:Chapel Rd*&Route 5 m2 "�► m4 h a5 l m6 \\vhb\prof\Providence\72189.10\tech\Traffic\synchro\Revised November 2011\2010 EX-PM.sy7 Synchro 6 Report VHB,Inc. 1: Chapel Rd&Route 5 Signal Timings and Queues 2010 Existing Weekday PM Peak Hour Lane Configurations 4* T. ►)' tt r I +T* Ideal Flow(vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 ' Total Lost time(s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Lane Uffl.Factor 1.00 1.00 1,00 1.00 0.95 1.00 .1.00 0.95 Frt 0.91 1.00 0.87 1.00 1.00 0.85 1.00 1.00 Flt Protected 1.00 0.55 1,00 0.95 1.00 1.00 0.95 1.00 ' Satd.Flow(prot) 1697 1752 1611 1687 3374 1509 1736 3467 Flt Permitted ` 0.99 0.71 1.00 0.95 1.00 1.00 0.95 1.00 Satd.Flow(perm) 1688 1312 1611 1687 3374 1509 1736 3467 Volume(vph) 1 15 30 125 15 80 20 960 110' 45 1195 10 Peak-hour factor,PHF 0.60 0.60 0.60 0.91 0.91 0.91 0.83 0.83 0.83 0.79 0.79 0.79 Adj.Flow(vph) 2 25 50 137 16 88 24 1157 133' 57 1513 13 RTOR Reduction(vph) 0 42 0 0 74 0 0 0 49 0 0 0 Lane Group Flow(vph) 0 35 0 137 30 0 24 1157 84 57 1526 0 Heavy Vehicles(%) 2% 2% 2% 3% 3% 3% 7% 7% 7% 4% 4% 4% Turn Type Perm Perm Prot Perm' Prot Protected Phases 4 4 5 2 1 6 Permitted Phases 4 4 2' Actuated Green,G(s) 12.7 12.7 12.7 2.6 55.0 55.0 5.1 57.5 Effective Green,g(s) 14.5 14.5 14.5 4.1 56.9 56.9 6.6 59.4 Actuated g/C Ratio 0.16 0.16 0.16 0.05 0.63 0.63 0.07 0.66 Clearance Time(s) 5.8 5.8 5.8 5.5 5.9 5.9 5.5 5.9 Vehicle Extension(s) 3.0 3.0 3.0 2.0 3.0 3.0 2.0 3.0 Lane Grp,Cap(vph) 272 211 ' 260 77 2133 954> 127 2288 v/s Ratio Prot 0.02 0.01 0.34 c0.03 c0.44 , v/s Ratio Perm 0,02 00.10 0.06; v/c Ratio 0.13 0.65 0.12 0.31 0.54 0.09 0.45 0.67 Uniform Delay,d1 32`3 35A 32.3 41.6 9.3 6.4' 40.0 9.3 Progression Factor 1.00 1.00 1.00 1.24 0.52 0.45 1.00 1.00 Incremental Delay,';d2." 0..2 6.7 0.2 0.8 1.0 0.2 0.9 1.6 ' Delay(s) 32.6 42.1 32.5 52.5 5.8 3.1 40.9 10.8 Level of Service C D'`: C D A A' D B Approach Delay(s) 32.6 37.9 6.4 11.9 Approach,LOS C D A B , HGM Average Control Delay 12.1' HCM Level:of Service B HCM Volume to Capacity ratio 0.63 Actuated Cycle Length(s) 90.0 Sum of lost time(s) 8.0' , Intersection Capacity Utilization 57.7% ICU Level of Service B Analysis Period(min) c Critical Lane Group \\vhb\proj\Providence\72189.10\tech\Traffic\synchro\Revised November 201 1\201 0 EX-PM.sy7 Synchro 6 Report VHB,Inc. 1: Chapel Rd& Route 5 p Queues 2013 No-Build Weekday AM Peak Hour Lane Configurations I tt r I tT* Volume(vph) 5 15 410 10 10 930 90 75 1240 Lane Group Flow(vph) 0 92 441 86 11 1045 101 82 1353 Turn Type -Perm Perm Prot Perm Prot Protected Phases 4 4 5 2 1 6 Permitted Phases 4 4 2 Detector Phases 4 4 4 4 5 2 2 1 6 Minimum initial(s) 9.0 9.0 9.0 9.0 6.0 15.0 15.0 6.0 15.0 Minimum Split(s) 20.0 20.0 20.0 20.0 12.0 21.0 21.0 12.0 21.0 Total Split(s) 40.0 40.0 40.0 40.0 13.0 37.0 37.0 13.0 37.0 Total Split(%) 44.4% 44.4% 44.4% 44.4% 14.4% 41.1% 41.1% 14.4% 41.1% ' Yellow Time(s) 3.2 3.2 3.2 3.2 : 3.0 4.7 4.7 3-0 4.7 All-Red Time(s) 2.6 2.6 2.6 2.6 2.5 1.2 1.2 2.5 1.2 Lead/Lag Lead Lag Lag Lead Lag Lead-Lag Optimize? Yes Yes Yes Yes Yes Recall Mode Done None None None None C-Max C-Max None Max We Ratio 0.14 0.90 0.14 0.08 0.74 0.15 0.52 0.80 Control Delay 7.6 49.0 5.9 46A 19.0 3.2 50`.9 24.8 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 7.6 49.0 5.9- 46.1 19.0 3.2 50.9 24.8 Queue Length 50th(ft) 10 219 4 6 225 5 45 320 Queue Length 95th(ft) 24 #389 31,'s m13 #288 m10 91 #593 Internal Link Dist(ft) 959 941 1360 745 Turn Bay Length(ft) 400 300 300 250 Base Capacity(vph) 703 535 686 166 1418 692 164 1694 ' Starvation Cap Reductn 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 Storage Gap Reductn 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.13 0.82 0.13 0.07 0.74 0.15 0.50 0.80 NEUMM Cycle Length:90 Actuated Cycle Length:90 Offset:0(0%),Referenced to phase 2:NBT,Start of Green ' Natural Cycle:90 Control Type:Actuated-Coordinated # 95th percentile volume exceeds capacity,queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal. ' Splits and Phases: 1:Chapel Rd&Route 5 m1 t'm2 "�►04 ,. m5 i m6 ' \\vhb\proj\Providence\72189.10\tech\Traffic\synchro\Revised November 2011\2013 NB-AM.sy7 Synchro 6 Report VHB,Inc. 1: Chapel Rd&Route 5 HCM Signalized Intersection Capacity Analysis 2013 No-Build Weekday AM Peak Hour Lane Configurations , tt r 1 0 Ideal Flow(vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 ' Total Lost time(s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Lane Util.Factor 1.00 1.00 1.00 1.00 ,.0.95 1.00 1.00;; 0.95 Frt 0.91 1.00 0.87 1.00 1.00 0.85 1.00 1.00 Flt Protected 1.00 0.95 1.00 0.95 1.00 1.00 - 0.95 1.00 Satd.Flow(prot) 1681 1752 1603 1656 3312 1482 1641 3280 Flt Permitted 0.98 0.72 1.00 0.95 1.00 1.00 .0.95 1.00 Satd.Flow(perm) 1662 1330 1603 1656 3312 1482 1641 3280 Volume(vph) 5 15 45 410, t0 70 110 930 90 75 1240 5 Peak-hour factor,PHF 0.70 0.70 0.70 0.93 0.93 0.93 0.89 0.89 0.89 0.92 0.92 0.92 ' Adj.Flow(vph) 7 21 64 441 11 75 11 1045 101 82 1348 5 RTOR Reduction(vph) 0 40 0 0 47 0 0 0 59 0 0 0 Lane Group Flow(vph) 0 52 0 441 39 0 11 1045 42 82 1353 0 Heavy Vehicles(%) 2% 2% 2% 3% 3% 3% 9% 9% 9% 10% 10% 10% Turn Type Perm Perm Prot Perm Prot , Protected Phases 4 4 5 2 1 6 Permitted Phases 4 4 1 2 Actuated Green,G(s) 31.3 31.3 31.3 1.3 35.6 35.6 5.9 40.2 Effective Green,g(s) 33.1 33.1 33.1 2.8 37.5 37.5 7.4 42.1 Actuated g/C Ratio 0.37 0.37 0.37 0.03 0.42 0.42 0.08 0.47 Clearance Time(s) 5.8 5.8 5.8 5.5 5;9 5.9 5.5 5.9 Vehicle Extension(s) 3.0 3.0 3.0 2.0 3.0 3.0 2.0 3.0 Lane Grp Cap,(vph) 611 489 590 152 1380 618: 135 1534 v/s Ratio Prot 0.02 0.01 0.32 c0.05 c0.41 v/s Ratio Perm 0.03 c0.33 0.03 v/c Ratio 0.08 0.90 0.07 0.21 0.76 0.07 0.61 0.88 Uniform Delay,di 18,6 26.9 18A 42.5 22.4 15.8' 39.9 21.7 Progression Factor 1.00 1.00 1.00 1.18 0.64 0.65 1.00 1.00 Incremental Delay,`d2 0!1 19.7 0,0 0.7 3:5 0.2 5.2 7.7 Delay(s) 18.6 46.6 18.5 50.9 17.9 10.4 45.1 29.4 Level of Service B. D B D B B D C Approach Delay(s) 18.6 42.0 17.6 30.3 Approach LOS' B D B C , HCM Average Control Delay. 27.3 HCM Level'of Service C HCM Volume to Capacity ratio 0.85 Actuated Cycle Length(s) 90.0 Sum of lost time(s) &0 ' Intersection Capacity Utilization 78.8% ICU Level of Service D Analysis Period(miry) 15 c Critical Lane Group \\vhb\proj\Providence\72189.10\tech\Traffic\synchro\Revised November 2011\2013 NB-AM.sy7 Synchro 6 Report ' VHB,Inc. 1: Chapel Rd&Route 5 Signal Timings and Queues 2013 No-Build Weekday PM Peak Hour Lane Configurations , tt r ' Volume(vph) 1 15 130 15 20 990 115 45 1230 Lane Group Flow(vph) 0 77 143 104 24 1193 139 57 1570 Turn Type Perm Perm Prot Perm Prot Protected Phases 4 4 5 2 1 6 Permitted Phases 4 4 2 ' Detector Phases 4 4 4 4 5 2 2 1 6 Minimum initial(s); 9.0 9.0 9.0 9.0 6.0 15.0 15.0 6.0 15.0 Minimum Split(s) 20.0 20.0 20.0 20.0 12.0 21.0 21.0 12.0 21.0 Total Split(s) 20.0 20.0 20.0 20.0 30.0 40.0 40.0 30.0 40.0 Total Split(%) 22.2% 22.2% 22.2% 22.2% 33.3% 44.4% 44.4% 33.3% 44.4% Yellow Time(s) 3.2 3.2 3.2 3.2 3.0 4.7 4.7 3.0 4.7 All-Red Time(s) 2.6 2.6 2.6 2.6 2.5 1.2 1.2 2.5 1.2 Lead/Lag Lead Lag Lag Lead Lag Lead-Lag Optimize? Yes Yes Yes Yes Yes ' Recall Mode None None None None None C-Max C-Max None Max v/c Ratio 0.24 0.67 0.31 0.17 0.54 0.13 0.33 0.65 Control Delay 16.8 51 A 12.6 49.8 ;+ 6.1 1.0 42.4 10.8 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 16.8 51.1 12.6 49.8 6.1 1.0 42.4 10.8 Queue Length 50th(ft) 13 76 8 12 215 9 31 188 Queue Length 95th(ft) 25 #142 51 m36 101 0 57 319 Internal Link Dist(ft) 959 941 1360 745 Turn Bay Length(ft) 400 300 300 250 Base Capacity(vph) 341' 235 359 487 2215 1038 502 2413 Starvation Cap Reductn 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 Storage Gap Reductn 0 0 0 0 0 0 0 0' Reduced v/c Ratio 0.23 0.61 0.29 0.05 0.54 0.13 0.11 0.65 ' Cycle Length:90 Actuated;'Cycle Length:90 Offset:0(0%),Referenced to phase 2:NBT,Start of Green ' Natural Cycle:70 Control Type:Actuated-Coordinated # 95th percentile volume exceeds capacity,queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal. Splits and Phases: 1:Chapel Rd*&Route 5 02 -�►04 ' 05 ♦ m6 ' \\vhb\prof\Providence\72189.10\tech\Traffic\synchro\Revised November 2011\2013 NB-PM.sy7 Synchro 6 Report VHB,Inc. 1: Chapel Rd&Route 5 ' P Signal Timings and Queues 2013 No-Build Weekday PM Peak Hour Lane Configurations ►j ►� �� t) � Ideal Flow(vphpil) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 '1900 ' Total Lost time(s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Lane Util.Factor , 1.00 1.00 1.00 1.00 0.95 1.00 1.00 0.95 Frt 0.91 1.00 0.87 1.00 1.00 0.85 1.00 1.00 Fit Protected 1.00 0.95 1.00 0.95 1.00 1.00 0.95 1.00 ' Said.Flow(prot) 1697 1752 1611 1687 3374 1509 1736 3467 Fit Permitted 0.99 0.71 1.00 0 95 1.00 1.00 0.95 1.00 Said.Flow(perm) 1688 1313 1611 1687 3374 1509 1736 3467 Volume(vph) 1 15 30 130 15 80 20 990 115 45 1230 : 10 Peak-hour factor,PHF 0.60 0.60 0.60 0.91 0.91 0.91 0.83 0.83 0.83 0.79 0.79 0.79 Adj.Flow(vph) 2 25 50 143 16 88 24 1193 139 57 1557 13 RTOR Reduction(vph) 0 42 0 0 74 0 0 0 51 0 0 0 Lane Group Flow(vph) 0 35 0 143 30 0 24 1193 88 57 1570 0 Heavy Vehicles(%) 2% 2% 2% 3% 3% 3% 7% 7% 7% 4% 4% 4% Turn Type Perm Perm Prot Perm Prot' Protected Phases 4 4 5 2 1 6 Permitted Phases 4 4 2 Actuated Green,G(s) 12.8 12.8 12.8 2.6 54.9 54.9 5.1 57.4 Effective:Green,g(s) 14.6 14.6 14.6 4.1 56.8 56.8 6.6'= 59.3 Actuated g/C Ratio 0.16 0.16 0.16 0.05 0.63 0.63 0.07 0.66 Clearance Time(s) 5.8 5.8 5.8 5.5 5.9 5.9 5,5 5.9 Vehicle Extension(s) 3.0 3.0 3.0 2.0 3.0 3.0 2.0 3.0 Lane Grp Cap(vph) 274 213 261 77 2129 952 127 2284 v/s Ratio Prot 0.02 0.01 0.35 c0.03 c0.45 ' v/s Ratio Perm 0.02 c0.11 0.06 v/c Ratio 0.13 0.67 0.12 0.31 0.56 0.09 0.45 0.69 Uniform Delay,d1 32.3 35.4 32,2 41.6 9.5 6.5 40.0 i 9,6 Progression Factor 1.00 1.00 1.00 1.23 0.51 0.45 1.00 1.00 Incremental Delay,d2 0.2 8.1 0.2 0.8 1.0 0.2 0.9 1.7 ' Delay(s) 32.5 43.5 32.4 52.2 5.9 3.1 40.9 11.3 Level of Service C D C D A A D ' B Approach Delay(s) 32.5 38.8 6.4 12.3 Approach LOS C D ! A B ' HCM Average Control Delay 12.4 HCM Level of Service B HCM Volume to Capacity ratio 0.65 Actuated';Cycle Length(s) 90.0 Sum of lost time(s) &0 ' Intersection Capacity Utilization 57.9% ICU Level of Service B Analysis Period(min) 15 c Critical Lane Group \\vhb\prof\Providence\72189.10\tech\Traffic\synchro\Revised November 2011\2013 NB-PM.sy7 Synchro 6 Report ' VHB,Inc. 1: Chapel Rd& Route 5 Queues 2013 Build(No Mit)Weekday AM Peak Hour Lane Configurations 4. T. I ?t r ►j �� Volume(vph) 5 15 415 10 10 930 100 135 1240 Lane Group Flow(vph) 0 92 446 102 11 1045 112 147 1353 Turn Type Perm Perris Prot _' Perm Prot Protected Phases 4 4 5 2 1 6 Permifted Phases': 4 4 2 Detector Phases 4 4 4 4 5 2 2 1 6 Minimum Initial(s) 9.0 9.0 9.0 9.0 6.0 15.0 15.0 6.0 15.0 Minimum Split(s) 20.0 20.0 20.0 20.0 12.0 21.0 21.0 12.0 21.0 Total Split(s) 40,0 40.0 40.0 40.0 13.0 37.0 37.0 13.0 37.0 Total Split(%) 44.4% 44.4% 44.4% 44.4% 14.4% 41.1% 41.1% 14.4% 41.1% Yellow Time(s) 3.2 3.2 3.2 3.2 3.0 4.7 4.7 10 4.7 All-Red Time(s) 2.6 2.6 2.6 2.6 2.5 1.2 1.2 2.5 1.2 Lead/Lag Lead Lag Lag Lead Lag Lead-Lag Optimize? Yes Yes Yes Yes Yes Recall Mode None None None None None C-Max C-Max None Max v/c Ratio 0.14 0.91 0.16 0.08 0.82 0.18 0.79 0.80 Control Delay 7.6 50.4 5.5 46.1 22.4 3.3 70.2 24.8 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 ' Total Delay 7.6 50A 5.5 46.1 22A 3.3 70.2 24.8 Queue Length 50th(ft) 10 223 4 6 226 5 84 320 Queue Length 95th(ft) 24 #396 34 m14 #293 m11 #196 9591' Internal Link Dist(ft) 959 941 1360 745 Turn Bay,Length(ft) 400 300 300 250 Base Capacity(vph) 703 535 693 166 1275 639 186 1693 ' Starvation Cap Reductn 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 Storage Gap Reductn 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.13 0.83 0.15 0.07 0.82 0.18 0.79 0.80 ' Cycle Length:90 Actuated Cycle Length:90 Offset:0(0%),Referenced to phase 2:NBT,Start of Green ' Natural Cycle:90 Control Type:Actuated-Coordinated # 95th percentile volume exceeds capacity,queue maybe longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal.' Splits and Phases: 1:Chapel Rd&Route 5 4 01 t°m2 04 ' m5 m6 ' \\vhb\proj\Providence\72189.10\tech\Traffic\synchro\Revised November 2011\2013 Build No Mit-AM.sy7 Synchro 6 Report VHB,Inc. 1: Chapel Rd&Route 5 HCM Signalized Intersection Capacity Analysis ' 2013 Build(No Mit)Weekday AM Peak Hour Lane Configurations I tt r ►� �� Ideal Flow(vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 ' Total Lost time(s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Lane Util.Factor 1.00 1.00 1.00 1.00 -0.95 1.00 1.00- 0.95 Frt 0.91 1.00 0.87 1.00 1.00 0.85 1.00 1.00 Fit Protected 1.00 0.95 1.00 0.95 1.00 1.00 0.95 1.00 ' Said.Flow(prot) 1681 1752 1598 1656 3312 1482 1641 3280 Fit Permitted 0.98 0.72 1.00 0.95 1.00 1.00 0.95 1.00 Said.Flow(perm) 1661 1330 1598 1656 3312 1482 1641 3280 Volume(vph) 5 15 45 415 10 85 10 930 100 135 1240 5 Peak-hour factor,PHF 0.70 0.70 0.70 0.93 0.93 0.93 0.89 0.89 0.89 0.92 0.92 0.92 Adj.Flow(vpti) 7 21 64 446 11 91 11 1045 112 147 1348 5 RTOR Reduction(vph) 0 40 0 0 58 0 0 0 69 0 0 0 Lane Group Flow(vph) 0 52 0 446" 44 0 11 1045 43 147'+ 1353 0 Heavy Vehicles(%) 2% 2% 2% 3% 3% 3% 9% 9% 9% 10% 10% 10% Turn Type Perm Perm Prot Perm Prot ' Protected Phases 4 4 5 2 1 6 Permitted Phases 4 4 2 Actuated Green,G(s) 31.3 31.3 31.3 1.3 32.8 32.8 8.7 40.2 Effective Green,g(s) 33.1 33.1 33.1 2.8 34.7 34.7 10.2 42.1 , Actuated g/C Ratio 0.37 0.37 0.37 0.03 0.39 0.39 0.11 0.47 Clearance Time(s) 5.8 5.8 5.8 5.5 5,9 5.9 5.5 5.9 Vehicle Extension(s) 3.0 3.0 3.0 2.0 3.0 3.0 2.0 3.0 Lane Grp Cap(vph) 611 489 588 52 1277 571 186 1534 v/s Ratio Prot 0.03 0.01 0.32 c0.09 c0.41 , vis Ratio Perm 0.03 c0.34 0.03 v/c Ratio 0.08 0.91 0.08 0.21 0.82 0.08 0.79 0.88 Uniform Delay,d1 18.6 27.1 18.5 42.5 24.8 17.5 38.9 G 21.7 Progression Factor 1.00 1.00 1.00 1.18 0.64 0.67 1.00 1.00 Incremental Delay,;d2 0.1 21.3 0.1 0.7 5.3 0.2 18.8 7.7 ' Delay(s) 18.6 48.3 18.6 50.8 21.1 11.9 57.7 29.4 Level of Service B D B D C B E C Approach Delay(s) 18.6 42.8 20.5 32.1 Approach LOS B D C C ' HCM Average Control Delay 29.4' HCM Level of Service C HCM Volume to Capacity ratio 0.87 Actuated Cycle Length(s) 90.0 Sum of lost time(s) ! &0 , Intersection Capacity Utilization 79.1% ICU Level of Service D Analysis Period(min) 15 c Critical Lane Group \\vhb\prof\Providence\72189.10\tech\Traffic\synchro\Revised November 2011\2013 Build No Mit-AM.sy7 Synchro 6 Report ' VHB,Inc. 1: Chapel Rd&Route 5 i p Signal Timings and Queues 2013 Build(No Mit)Weekday PM Peak Hour-A -b. j ~ 4N I 4 /p. y' t Lane Configurations 4* T. tt r 0 Volume(vph) 1 15 140 15 20 990 120 65 1230 Lane Group Flow(vph) 0 77 154 170 24 1193 145 82 1570 Turn Type Perm Perin Prot Perm Prot Protected Phases 4 4 5 2 1 6 Permitted Phases 4 4 2 Detector Phases 4 4 4 4 5 2 2 1 6 Minimum Initial(s) 9.0 9.0 9.0 9.0 6.0 15.0 15.0 6.0 15.0 Minimum Split(s) 20.0 20.0 20.0 20.0 12.0 21.0 21.0 12.0 21.0 Total Split(s) 20.0 20.0 20.0 20.0 30.0 40.0 40.0 30.0 40.0 Total Split(%) 22.2% 22.2% 22.2% 22.2% 33.3% 44.4% 44.4% 33.3% 44.4% Yellow Time(s) 3.2 3.2 3,2 3.2 3.0 4.7 4.7 3.0 4.7 All-Red Time(s) 2.6 2.6 2.6 2.6 2.5 1.2 1.2 2.5 1.2 Lead/Lag Lead Lag Lag Lead Lag Lead-Lag Optimize? Yes Yes Yes Yes Yes ' Recall Mode None None None None None C-Max C-Max None Max We Ratio 0.24 0.71 0.44 0.16 0.57 0.15 0.42 0.65 Control Delay 16,.8 54.0 11.1 52.0 6.4 0.8 43.5 10.9 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 16*8 54.0 11.1 52.0 6A 0.8 43.5 10.9 Queue Length 50th(ft) 13 82 8 14 130 0 44 188 Queue Length 95th(ft) 25 #164 62 m36 117 3 74 320 Internal Link Dist(ft) 959 941 1360 745 Turn Bay Length(€t) 400 300 300 250 Base Capacity(vph) 341 235 410 487 2081 987 502 2403 Starvation Cap Reductn 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 Storage Gap Reductn 0 0 0 0 0 0 0 0 Reduced We Ratio 0.23 0.66 0.41 0.05 0.57 0.15 0.16 0.65 ' Cycle Length:90 Actuated Cycle Length:90 Offset:0(0%),Referenced to phase 2:NBT,Start of Green Natural Cycle:70 Control Type:Actuated-Coordinated # 95th percentile volume exceeds capacity,queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is.metered by upstream signal. Splits and Phases: 1:Chapel Rd&Route 5 m2 -►m4 05 i o6 \\vhb\prof\Providence\72189.10\tech\Traffic\synchro\Revised November 2011\2013 Build No Mit-Pll Synchro 6 Report VHB,Inc. 1: Chapel Rd&Route 5 Signal Timings and Queues ' 9 9 2013 Build(No Mit)Weekday PM Peak Hour Lane Configurations 41 ►� ', I f T r ►� �, Ideal Flow(vphpl) 1900 1900 1900 1900 : 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time(s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Lane Util.Factor ' 1.00 1.00_ 1.00 1.00 0,95 1.00 1.00 0.95 Frt 0.91 1.00 0.86 1.00 1.00 0.85 1.00 1.00 Flt Protected 1.00 0.95 1,00 0,95 1.00 1.00 0.95 1.00 Said.Flow(prot) 1697 1752 1594 1687 3374 1509 1736 3467 ' Fit Permitted 0.99 0.71 1.00 0.95 1.00 1.00 0.95 1.00 Satd.Flow(perm) 1685 1314 1594 1687 3374 1509 1736 3467 Volume(vph) 1 15 30 140 15 140 20 99D 120 65 1230 10 Peak-hour factor,PHF 0.60 0.60 0.60 0.91 0.91 0.91 0.83 0.83 0.83 0.79 0.79 0.79 Adj.Flow(vph) 2 25 50 154 1,6 154 24 1193 145 82 1557 13 RTOR Reduction(vph) 0 42 0 0 129 0 0 0 57 0 0 0 Lane Group Flow{vph) 0 35 0 154 41 0 24 1193 88 82 ': 1570 0 Heavy Vehicles(%) 2% 2% 2% 3% 3% 3% 7% 7% 7% 4% 4% 4% Turn Type Perm Perm Prot Perm Prot ' Protected Phases 4 4 5 2 1 6 Permitted Phases 4 4 2 Actuated Green,G(s) 13.0 13.0 13.0 2.7 52.5 52.5 7.3 57.1 Effective Green,g(s) 14.8 14.8 14.8 4.2 54.4 54.4 8.8 59.0 Actuated g/C Ratio 0.16 0.16 0.16 0.05 0.60 0.60 0.10 0.66 Clearance Time(s) 5`8 5.8 5.8 5.5 5 9 5.9' &5 '5.9 Vehicle Extension(s) 3.0 3.0 3.0 2.0 3.0 3.0 2.0 3.0 Lane Grp Cap(vph) 277 216 I 262 79 2039 912 170 2273 v/s Ratio Prot 0.03 0.01 0.35 c0.05 c0.45 v/s Ratio Perm 0.02 c0.12 0.06 v/c Ratio 0.13 0.71 0.16 0.30 0.59 0.10 0.48 0.69 Uniform Delay,d1 ; 321 35.6 + 32.3 41.5' 10 9 7.5 38.4 9.8 Progression Factor 1.00 1.00 1.00 1.30 0.45 0.25 1.00 1.00 Incremental Delay,d2 0.2 10.6 0.3 0.8 1 2 0.2 0.8 1.7 Delay(s) 32.3 46.2 32.5 54.5 6.1 2.1 39.2 11.5 Level of Service C D C D A A' - D.' B Approach Delay(s) 32.3 39.0 6.5 12.9 Approach'LOS C. D A B HCM Average Control Delay', 13-2 HCM Level of Service B HCM Volume to Capacity ratio 0.66 Actuated Cycle Length(s) 90.0 Sum of lost time(s) &0' Intersection Capacity Utilization 63.7% ICU Level of Service B Analysis Period(min) 15', c Critical Lane Group 1 \\vhb\prof\Providence\72189.10\tech\Traffic\synchro\Revised November 2011\2013 Build No Mit-PM.sy7 Synchro 6 Report VHB,Inc. ' 1: Chapel Rd&Route 5 Queues 2013 Build Phase 1 Weekday AM Peak Hour(with Approved Phase 1 Mitigations) ' -A i ti t f �► Lane Configurations 41+ 1 T tt r tt* Volume(vph) 5 15 415 10 10 930 100 135 1240 Lane Group Flow(vph) 0 92 446 102 11 1045 112 147 1353 Turn Type Perm Perm Prot Perm Prot Protected Phases 4 4 5 2 1 6 Permitted Phases 4 4 2 Detector Phases 4 4 4 4 5 2 2 1 6 Minimum Initial(s) 9.0 9.0 9.0 9.0 6.0 15.0 15.0 6.0 . 15.0 Minimum Split(s) 20.0 20.0 20.0 20.0 12.0 21.0 21.0 12.0 21.0 Total Split(s) 41.0 41.0 41.0 41-0 12.0 34.0 34.0 15`.0 37.0 Total Split(%) 45.6% 45.6% 45.6% 45.6% 13.3% 37.8% 37.8% 16.7% 41.1% Yellow Time(s) 3.2 3-2 3.2 3-2 3.0 4.7 4.7 3.0 4.7 All-Red Time(s) 2.6 2.6 2.6 2.6 2.5 1.2 1.2 2.5 1.2 Lead/Lag Lead Lag Lag Lead Lag Lead-Lag Optimize? Recall Mode None None None None None C-Max C-Max None Max v/c Ratio 0.14 0.89 0.16 0.08 0.85 0.18 0.74 0.81 Control Delay 7.4 47.4 5,3 41.0 ;29.4 4.6 61.3 25.7 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 7.4 47.4 5.3 41.0 29.4 4.6 61.3 25.7 Queue Length 50th(ft) 9 219 4 7 245 5 82 328 Queue Length 95th(ft) 24 #387 33 m13 #413 m17 #174 #604 Internal Link Dist(ft) 959 941 1360 745 Turn Bay Length(ft) 400 300 300 250 Base Capacity(vph) 721 550 710 147 1229 621 206 1672 ' Starvation Cap Reductn 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 Storage Gap Reductn 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.13 0.81 0.14 0.07 0.85 0.18 0.71 0.81 Cycle Length:90 Actuated';Cycle Length:90 Offset:10(11%),Referenced to phase 2:NBT,Start of Green Natural Cycle:90 Control Type:Actuated-Coordinated # 95th percentile volume exceeds capacity,queue may be longer. Queue shown is maximum after two cycles. m Volume for 9511 percentile queue is metered by upstream signal. Splits and Phases: 1:Chapel Rd&Route 5 F m1 I+'m2 7*m4 `1 m5 l ms r \\vhb\prof\Providence\72189.10\tech\Traffic\synchro\Revised November 201 1\2013 Build Phase 1-AM.sy7 VHB,Inc. Synchro 6 Report 1: Chapel Rd&Route 5 HCM Signalized Intersection Capacity Analysis , P 9 p tY Y 2013 Build Phase 1 Weekday AM Peak Hour(with Approved Phase 1 Mitigations) t t �► 1 -� Lane Configurations , I tt r 0 Ideal Flow(vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time(s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Lane Util.Factor 1.00 1.00 1.00 1.00 0.95 1.00 1.00 0.95 Frt 0.91 1.00 0.87 1.00 1.00 0.85 1.00 1.00 Fit Protected 1.00 0.95 1A0 0.95 1.00 1.00 0.95 1.00 Satd.Flow(prot) 1681 1752 1598 1656 3312 1482 1641 3280 Fit Permitted 0.98 0.72 1,00 0,95 1.00 1.00 0.95 1.00 Said.Flow(perm) 1661 1331 1598 1656 3312 14.82 1641 3280 Volume(vph) 5 15 45i 415 10 85 10 930 100' 135 1240 5 Peak-hour factor,PHF 0.70 0.70 0.70 0.93 0.93 0.93 0.89 0.89 0.89 0.92 0.92 0.92 Adj.Flow(vph) 7 21 64 446 11 91 11 1045 112 147 1348 5 RTOR Reduction(vph) 0 40 0 0 57 0 0 0 70 0 0 0 Lane Group Flow(vph) 0 52 0 446 45 0 11 1045 42 147 : 1353 0 Heavy Vehicles(%) 2% 2% 2% 3% 3% 3% 9% 9% 9% 10% 10% 10% Turn Type Perm Perm Prot Perm Prot Protected Phases 4 4 5 2 1 6 Permitted Phases 4 4 2 Actuated Green,G(s) 31.9 31.9 31.9 1.3 31.5 31.5 9.4 39.6 Effective Green,g(s) 33.7 33.7 33.7 2.8 33.4 33.4 10.9 41.5 Actuated g/C Ratio 0.37 0.37 0.37 0.03 0.37 0.37 0.12 0.46 Clearance Time(s); 58 5.8 5.8 5.5 5.9 5.9` _ 5.5 5.9 Vehicle Extension(s) 3.0 3.0 3.0 2.0 3.0 3.0 2.0 3.0 Lane Grp'Cap(vph) 622 498 598 52 1229 550 199 1512 ' v/s Ratio Prot 0.03 0.01 0.32 c0.09 c0.41 v/s Ratio Perm 0.03 c0.33 0.03 v/c Ratio 0.08 0.90 0.08 0.21 0.85 0.08 0.74 0.89 Uniform Delay,d1 18.2 26.5 18.1 42.5 2&0 18.3' 38.2 22.2 Progression Factor 1.00 1.00 1.00 1.05 0.78 0.88 1.00 1.00 Incremental Delay,d2 0.1 18.4 0.1 0.7 6,7 0.2 11,6 8.6 Delay(s) 18.2 44.9 18.2 45.2 27.1 16.4 49.8 30.8 Level of Service B D B D C B; D C Approach Delay(s) 18.2 39.9 26.2 32.7 Approach;LOS' B D C C HCM Average Control Delay; 31.2 HCM Level of Service C' HCM Volume to Capacity ratio 0.90 Actuated Cycle Length(s) 90.0 Sum of lost time(s) 12.0 ' Intersection Capacity Utilization 79.1% ICU Level of Service D Analysis Period(min) 15 c Critical Lane Group 1 i \\vhb\proj\Providence\72189.10\tech\Traffic\synchro\Revised November 2011\2013 Build Phase 1-AM.sy7 VHB,Inc. Synchro 6 Report 1: Chapel Rd&Route 5 Signal Timings and Queues 2013 Build Phase 1 Weekday PM Peak Hour(with Approved Phase 1 Mitigations) Lane Configurations 4. 1 T* I t} r TT* Volume(vph) 1 15 140 15 20 990 120 65 1230 Lane Group Flow(vph) 0 77 154 170 24 1193 145 82 1570 Turn Type Perm Perris Prot Perm Prot Protected Phases 4 4 5 2 1 6 Permitted Phases 4 4 2 Detector Phases 4 4 4 4 5 2 2 1 6 Minimum Initial(s) 9.0 9.0 9.0 9.0 6.0 15.0 15.0 6.0 15.0 Minimum Split(s) 20.0 20.0 20.0 20.0 12.0 21.0 21.0 12.0 21.0 Total Split(s) 22.0 22.0 22.0 22.0 12.0 '55.0 55.0 13.0 56.0 Total Split(%) 24.4% 24.4% 24.4% 24.4% 13.3% 61.1% 61.1% 14.4% 62.2% Yellow Time(s) 3.2 3.2 3.2 3.2 3.0 4.7 4.7 3.0 4.7 All-Red Time(s) 2.6 2.6 2.6 2.6 2.5 1.2 1.2 2.5 1.2 Lead/Lag Lead Lag Lag Lead Lag Lead-Lag Optimize? Recall Mode None None None None None C-Max C-Max None Max We Ratio 0.23 0.66 0.42 0.17 0.57 0.15 0.48 0.66 Control Delay 15`.8 48.6 10.3 42.8 12.0 2.2 48.4 11.8 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 15.8 48.6 10.3 42.8 12.0 2.2 48.4 11.8 Queue Length 50th(ft) 13 81 8 12 214 11 44 201 t Queue Length 95th(ft) 24 145 60 m29 238 19 79 333 Internal Link Dist(ft) 959 941 1360 745 Turn Bay Length(ft) 400 300 300 250 Base Capacity(vph) 377 267 442 150 2094 992 177 2372 Starvation Cap Reductn 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 Storage Gap Reductn 0 0 0 0 0 0 0 0 Reduced vic Ratio 0.20 0.58 0.38 0.16 0.57 0.15 0.46 0.66 Cycle Length:90 Actuated Cycle Length:90 Offset:45(50%),Referenced to phase 2:NBT,Start of Green Natural Cycle:70 Control Type:Actuated-Coordinated m Volume for 95th percentile queue is metered by upstream signal. Splits and Phases: 1:Chapel Rd&Route 5 4- m1 t'm2 -"►m4 m5 m6 \\vhb\prof\Providence\72189.10\tech\Traffic\synchro\Revised November 2011\2013 Build Phase 1-PM.sy7 Synchro 6 Report VHB,Inc. 1: Chapel Rd&Route 5 P Signal Timings and Queues 2013 Build Phase 1 Weekday PM Peak Hour(with Approved Phase 1 Mitigations) Lane Configurations �, �� �► �� Ideal Flow(vphpl); 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time(s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Lane Util.Factor- 1.00 1.00 1.00 1.00 0 95 1.00 1.00 0.95 Frt 0.91 1.00 0.86 1.00 1.00 0.85 1.00 1.00 Fft Protected 1.00 0.95': 1.00 0.95 100 1.00 0.95 s 1.00 Satd.Flow(prot) 1697 1752 1594 1687 3374 1509 1736 3467 Flt Permitted 0.99 0.72 1.00 0.95 1.00 1.00 0.95 1.00 Said.Flow(perm) 1686 1320 1594 1687 3374 1509 1736 3467 Volume(vph) 1 15 30 140 15 140 20 990 120 65 11230 10 Peak-hour factor,PHF 0.60 0.60 0.60 0.91 0.91 0.91 0.83 0.83 0.83 0.79 0.79 0.79 Adj.Flow(vph) 2 25 50 154 16 154 24 1193 145 82; 1557 13 RTOR Reduction(vph) 0 41 0 0 127 0 0 0 57 0 1 0 Lane Group Flow(vph) 0 36 0 154 43 0 24 1193 88 82 1569 0 Heavy Vehicles(%) 2% 2% 2% 3% 3% 3% 7% 7% 7% 4% 4% 4% Turn Type Perm Perm Prot Perm Prot Protected Phases 4 4 5 2 1 6 Permitted Phases 4 4` 2 Actuated Green,G(s) 13.9 13.9 13.9 2.6 52.8 52.8 6.1 56.3 Effective Green,g(s) 15.7 15.7 15.7 4.1 54.7 54.7 7,6 58.2 Actuated g/C Ratio 0.17 0.17 0.17 0.05 0.61 0.61 0.08 0.65 Clearance Time(s) 5.8 5.8 5.8 5.5 5,9 5.9 5,5 5.9 Vehicle Extension(s) 3.0 3.0 3.0 2.0 3.0 3.0 2.0 3.0 Lane Gip Cap(vph) 294 230 278 77 2051 917 147 2242 v/s Ratio Prot 0.03 0.01 0.35 c0.05 c0.45 v/s Ratio Perm 0.02 c0.12 0,06 v/c Ratio 0.12 0.67 0.15 0.31 0.58 0.10 0.56 0.70 Uniform Delay,d1"' 31.3 34.7 31.5 41.6 10.7 7.4 39.6 10.3 Progression Factor 1.00 1.00 1.00 1.05 0.95 1.14 1.00 1.00 Incremental Delay,d2 0.2 7.2 0.3 0.8 11 0.2 2.6 1.8 Delay(s) 31.5 41.9 31.8 44.4 11.3 8.6 42.2 12.1 Level of Service C D C D B A D B. Approach Delay(s) 31.5 36.6 11.6 13.6 Approach LOS C D B, B HCM Average Control Delay 15.4 HCM Level of Service B HCM Volume to Capacity ratio 0.70 Actuated Cycle Length(s) 90.0 Sum of lost time(s) 12.0 Intersection Capacity Utilization 63.7% ICU Level of Service B Analysis Period(min) 15 c Critical Lane Group \\vhb\proj\Providence\72189.10\tech\Traffic\synchro\Revised November 2011\2013 Build Phase 1-PM.sy7 Synchro 6 Report VHB,Inc. 1: Chapel Rd&Route 5 Queues 2015 No-Build with Phase 1 Weekday AM Peak Hour t /&. '- 1 Lane Configurations t+ r ►) �� Volume(vph) 5 15 425, 10 10 950 100 140 1260 Lane Group Flow(vph) 0 92 457 108 11 1067 112 152 1375 Turn Type Perm I I Perm Prot Perm Prot Protected Phases 4 4 5' 2 1 6 Permitted Phases' 4 4 2 Detector Phases 4 4 4 4 5 2 2 1 6 Minimum Initial(s)j 9.0 9.0 9.0 9.0 6.0 15.0 15.0 6,0 15.0 Minimum Split(s) 20.0 20.0 20.0 20.0 12.0 21.0 21.0 12.0 21.0 Total Split(s) 41.0 41.0 41;0 41.0 12.0 34.0 34.0 15.0 37.0 Total Split(%) 45.6% 45.6% 45.6% 45.6% 13.3% 37.8% 37.8% 16.7% 41.1% Yellow Time(s) 12 3.2 3.2 3.2- 3.0 4.7 4.7 3.0 4.7 All-Red Time(s) 2.6 2.6 2.6 2.6 2.5 1.2 1.2 2.5 1.2 Lead/Lag Lead Lag Lag Lead Lag Lead-Lag Optimize? Recall Mode None None None None None C-Max C-Max None Max v/c Ratio 0.14 0.90 0.16 0.08 0.88 0.18 0.75 0.83 Control Delay 7.4 48.8 5.1 40.9 32.0 4.6 62.4 26.7 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 7.4 48.8 5.1 40.9 32.0 4.6 62.4 26.7 Queue Length 50th(ft) 9 226 4 7 253 6 85 337 Queue Length 95th(ft) 24 #401 34 m13 #427 m17 #181 #618 Internal Link Dist(ft) 959 941 1360 745 Turn Bay Length(ft) 400 300 300 250 Base Capacity(vph) 721 550 713 147 1209 612 207 1659 Starvation Cap Reductn 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.13 0.83 0.15 0.07 0.88 0.18 0.73 0.83 Cycle Length:90 Actuated;Cycle Length:90 Offset:10(11%),Referenced to phase 2:NBT,Start of Green Natural Cycle:90 Control Type:Actuated-Coordinated # 95th percentile'volume exceeds capacity,queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal. Splits and Phases: 1:Chapel Rd&Route 5 01 t'o2 m4 `1 05 l m6 jam EUTOWP�' \\ri-data\PROJECTS\72189.10\tech\Traffic\synchro\Revised November 2011\2015 No-Build with Phase 1-AM.sy7 VHB,Inc. Synchro 6 Report 1: Chapel Rd&Route 5 HCM Signalized Intersection on Capacity Analysis 2015 No-Build with Phase 1 Weekday AM Peak Hour Lane Configurations + I tt r 1 0 Ideal Flow(vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time(s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Lane Mil.Factor 1.00 1.00;; 1.00 1.00 095 1.00 1.00 0.95 Frt 0.91 1.00 0.87 1.00 1.00 0.85 1.00 1.00 Fit Protected 1.00 0.95. 1.00 0.95 1.00 1.00 0.95 1.00 Satd.Flow(prot) 1681 1752 1596 1656 3312 1482 1641 3280 Fit Permitted 0.98 0.72 1.00 0.95 1.00 1.00 0.95 1.00 Said.Flow(perm) 1661 1332 1596 1656 3312 1482 1641 3280 Volume(vph) 5 15 45 425 10 '+ 90 10 950 100 140 1260 5 Peak-hour factor,PHF 0.70 0.70 0.70 0.93 0.93 0.93 0.89 0.89 0.89 0.92 0.92 0.92 Ad}'.Flow(vph) 7 21 64 457 11 97 11 1067 112 152 1370 5 RTOR Reduction(vph) 0 40 0 0 60 0 0 0 71 0 0 0 Lane Group Flow(vph) 0 52 0 457 48 0 11 1067 41 152 1375 0 Heavy Vehicles(%) 2% 2% 2% 3% 3% 3% 9% 9% 9% 10% 10% 10% Turn Type Perm Perm Prot Perm Prot Protected Phases 4 4 5 2 1 6 Permitted Phases 4 4 2 Actuated Green,G(s) 32.3 32.3 32.3 1.3 30.9 30.9 9.6 39.2 Effective''Green,g(s) 34.1 34.1 34.1 2.8 32.8 32.8 11.1 41.1 Actuated g/C Ratio 0.38 0.38 0.38 0.03 0.36 0.36 0.12 0.46 Clearance Time(s) 5.8 5.8 5.8 5.5 5.9 5.9 5.5 5.9 Vehicle Extension(s) 3.0 3.0 3.0 2.0 3.0 3.0 2.0 3.0 Lane Grp Cap(vph) 629 505 605 52 1207 540 202 '; 1498 v/s Ratio Prot 0.03 0.01 0.32 c0.09 c0.42 v/s Ratio Perm 0.03 c0.34 '. 0.03 v/c Ratio 0.08 0.90 0.08 0.21 0.88 0.08 0.75 0.92 Uniform Delay,d1 17.9 26.4 17.9 42,5 26.8 18.7 38.1 22.9 Progression Factor 1.00 1.00 1.00 1.04 0.79 0.89 1.00 1.00 Incremental Delay,d2 0.1 19.6 0.1 0,7 8.6 0.2 13.1 10.5 Delay(s) 18.0 46.0 18.0 45.1 29.7 16.8 51.2 33.3 Level of Service B D B D C B D C Approach Delay(s) 18.0 40.6 28.6 35.1 Approach LOS B D C D HCM Average Control Delay33.3 HCM Level of Service C HCM Volume to Capacity ratio 0.92 Actuated Cycle Length(s) 90.0 Sum of lost time(s) 12.0 Intersection Capacity Utilization 80.2% ICU Level of Service D Analysis Period(min) 15 c Critical Lane Group \\ri-data\PROJECTS\72189.10\tech\Traffic\synchro\Revised November 201 1\2015 No-Build with Phase 1-AM.sy7 VHB,Inc. Synchro 6 Report 1: Chapel Rd&Route 5 Signal Timings and Queues 2015 No-Build with Phase 1 Weekday PM Peak Hour Lane Configurations 4. 1 T, tt r ►j �� Volume(vph) 1 15 140 15 20 1010 120 70 1260 Lane Group Flow(vph) 0 77 154 175 24 1217 145 89 1608 Turn Type Perm Perm Prot Perm Prot Protected Phases 4 4 5 2 1 6 Permitted Phases 4 4 2 Detector Phases 4 4 4 4 5 2 2 1 6 Minimum Initial(s); 9.0 9.0 9.0 9.0 6.0 15.0 15.0 6.0 15.0 Minimum Split(s) 20.0 20.0 20.0 20.0 12.0 21.0 21.0 12.0 21.0 Total Split(s) 22.0 22.0 22,0 22.0 12.0 55.0 55.0 110 56.0 Total Split(%) 24.4% 24.4% 24.4% 24.4% 13.3% 61.1% 61.1% 14.4% 62.2% Yellow Time(s) 3.2 3.2 3.2 3.2 3.0 43 4.7 3.0 4.7 All-Red Time(s) 2.6 2.6 2.6 2.6 2.5 1.2 1.2 2.5 1.2 Lead/Lag Lead Lag Lag Lead Lag Lead-Lag Optimize? Recall Mode None None None None None C=Max C-Max None Max v/c Ratio 0.23 0.66 0.43 0.17 0.58 0.15 0.52 0.68 Control Delay 15.8 48,6 10.3 42.7 12.1 2.2 50.0 12.1; Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 15.8 48.6 10.3 '; 42.7 12.1 2.2 50.0 12.1; Queue Length 50th(ft) 13 81 8 12 218 11 48 210 Queue Length 95th(ft) 24 145 61 m29 •242 m18 84 347 Internal Link Dist(ft) 959 941 1360 745 Turn Bay,Length(ft) 1 400 300 300 250 Base Capacity(vph) 377 267 446 150 2092 991 177 2372 Starvation Cap Reductn 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 Storage Gap Reductn 0 0 0 0 01 0 0 0' Reduced v/c Ratio 0.20 0.58 0.39 0.16 0.58 0.15 0.50 0.68 Cycle Length:90 Actuated Cycle Length.90 Offset:45(50%),Referenced to phase 2:NBT,Start of Green Natural Cycle:70 Control Type:Actuated-Coordinated m Volume for 95th percentile queue is metered by upstream signal. Splits and Phases: 1 Chapel Rd&Route 5 �.1 t'.2 1.4 3s `_ z , m5 1 06 \\vhb\proj\Providence\72189.10\tech\Traffic\synchro\Revised November 2011\2015 No-Build with Phase 1-PM.sy7 Synchro 6 Report VHB,Inc. 1: Chapel Rd&Route 5 p Signal Timings and Queues 2015 No-Build with Phase 1 Weekday PM Peak Hour--." --► --* 4- *- *-_ 4.\ I 4 /P. t Lane Configurations + R A tt r I ?i Ideal Flow(vphpl) 1900 1900, 1900 1900 1900 1900 1900 1900 1900 1900 ` 1900 1900 Total Lost time(s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Lane Util.Factor 1.00 1.00 1.00 1.00 0.95 1.00 1.00 0.95 Frt 0.91 1.00 0.86 1.00 1.00 0.85 1.00 1.00 Flt Protected 1.00 0.95 1.00 0,95 1.00 1.00 0.95 1.00 Satd.Flow(prot) 1697 1752 1593 1687 3374 1509 1736 3467 Flt Permitted 0.99 0.72 1.00 0.95 IM 1.00 0.95 1.00 Satd. (perm)Flow1686 132 0 1593 1687 3374 1509 1736 3467 (p Volume(vph) 1 15 30 140 15 145 20 1010 120 70 1260 10 Peak-hour factor,PHF 0.60 0.60 0.60 0.91 0.91 0.91 0.83 0.83 0.83 0.79 0.79 0.79 Adj.Flow(vph) 2 25 50 154 ` 16 159 24 1217 145 89 1595 13 RTOR Reduction(vph) 0 41 0 0 131 0 0 0 57 0 0 0 Lane Group Flow(vph) 0 36 0 154 44 0 24 1217 88 89`' 1608 0 Heavy Vehicles(%) 2% 2% 2% 3% 3% 3% 7% 7% 7% 4% 4% 4% Turn Type Perm Perm Prot Perm Prot Protected Phases 4 4 5 2 1 6 Permitted Phases 4 4 2 Actuated Green,G(s) 13.9 13.9 13.9 2.6 52.8 52.8 6.1 56.3 Effective Green,g(s) 15.7 15.7 15.7 4.1 54.7 54.7 7.6 58.2 Actuated g/C Ratio 0.17 0.17 0.17 0.05 0.61 0.61 0.08 0.65 Clearance Time(s) 5.8 5.8 5.8 5.5 5.9 5.9 5,5 5.9 Vehicle Extension(s) 3.0 3.0 3.0 2.0 3.0 3.0 2.0 3.0 Lane Grp Cap(vph) 294 230 278 77 2051 917 147 2242 v/s Ratio Prot 0.03 0.01 0.36 c0.05 c0.46 v/s Ratio Perm 0.02 - c0,12 0.06 v/c Ratio 0.12 0.67 0.16 0.31 0.59 0.10 0.61 0.72 Uniform Delay,d1 313 34.7 31.5 41.6 108 7.4 39.8 '+ 10.5 ' Progression Factor 1.00 1.00 1.00 1.05 0.94 1.11 1.00 1.00 Incremental Delay,d2 0.2 7,2 0.3 0.8 1.2 0.2 4,8 2.0 Delay(s) 31.5 41.9 31.8 44.4 11.3 8.4 44.5 12.5 Level of Service C D C D B A D B Approach Delay(s) 31.5 36.5 11.6 14.2 Approach LOS C D B B HCM Average Control,Delay:Dela : 15.6' HCM Level of Service B, HCM Volume to Capacity ratio 0.71 Actuated Cycle Length(s) 90.0 Sum of lost time(s) 12.0 Intersection Capacity Utilization 64.6% ICU Level of Service C Analysis Period(min) 15' c Critical Lane Group \\vhb\proj\Providence\72189.10\tech\Traffic\synchro\Revised November 2011\2015 No-Build with Phase 1-PM.sy7 Synchro 6 Report VHB,Inc. 1 1: Chapel Rd& Route 5 Queues 2015 Build with Phase 2(Full Build)Weekday AM Peak Hour I Lane Configurations ►� f, �� � Volume(vph) 5 15 430 , 10 10 =950 115 240 1260 Lane Group Flow(vph) 0 92 462 162 11 1067 129 261 1375 Turn Type Perm Perin Prot Perm Prot Protected Phases 4 4 5 2 1 6 Permitted Phases 4 4 2 Detector Phases 4 4 4 4 5 2 2 1 6 Minimum Initial(s) 9.0 9.0 9.0 9.0 6.0 15.0 15.0 6i0 15.0 Minimum Split(s) 20.0 20.0 20.0 20.0 12.0 21.0 21.0 12.0 21.0 Total Split(s) 41.0 41.0 41.0 41.0 12.0 34.0 34.0 15.0 37.0 Total Split(%) 45.6% 45.6% 45.6% 45.6% 13.3% 37.8% 37.8% 16.7% 41.1% Yellow Time(s) 3.2 3.2 3.2 3.2 3.0 4.7 4.7 3.0 4.7 All-Red Time(s) 2.6 2.6 2.6 2.6 2.5 1.2 1.2 2.5 1.2 Lead/Lag Lead Lag Lag Lead Lag Lead-Lag Optimize? Recall Mode None None None None None C-Max C-Max None Max v/c Ratio 0.14 0.91 0.23 0.08 0.97 0.22 1.03 0.83 Control Delay 7.4 50.0 4.4 40.5 43.6 4.8 1072 26.8' Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 7..4 50.0 4.4 40.5 43.6 4.8 1072 26.8 Queue Length 50th(ft) 9 231 4 6 253 6 -192 337 Queue Length 95th(ft) 24 #409' 40 m13 #426 m18 #342 #618' Internal Link Dist(ft) 959 941 1360 745 Turn Bay Length(ft) 400 300 300 250 Base Capacity(vph) 719 550 741 147 1104 580 253 1656 Starvation CapReductn 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0' 0 0 0 0 0 0' Reduced v/c Ratio 0.13 0.84 0.22 0.07 0.97 0.22 1.03 0.83 Cycle Length:90 Actuated Cycle Length:90 Offset:10(11%),Referenced to phase 2:NBT,Start of Green Natural Cycle:90 Control Type:Actuated-Coordinated Volume exceeds capacity,queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity,queue may be longer. Queue shown is maximum after two cycles. in Volume for 95th percentile queue is metered by upstream signal. Splits and Phases: 1:Chapel Rd&Route 5 t f- y m1 t m2 M m5 ♦ m6 _NRJ& Rik \\ri-data\PROJECTS\72189.10\tech\Traffic\synchro\Revised November 2011\2015 Build with Phase 2(Full Build)-AM.sy7 VHB,Inc. Synchro 6 Report 1: Chapel Rd&Route 5 HCM Signalized Intersection Capacity Analysis ' 2015 Build with Phase 2(Full Build)Weekday AM Peak Hour Lane Configurations Ideal Flow(vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1"900 1900 1900 Total Lost time(s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Lane Util Factor - 1.00 1.00 ". 1.00 1.00 0.95 1.00 1.00 0.95 Frt 0.91 1.00 0.86 1.00 1.00 0.85 1.00 1.00 Fit Protected 1.00 0.95 ' 1.00 0.95 1.00 1.00 0.95 1.00 Satd.Flow(prot) 1681 1752 1587 1656 3312 1482 1641 3280 Fit Permitted 0.98 0.72 : 1.00 0,95 1.00 1.00 0.95 1.00 Said.Flow(perm) 1656 1332 1587 1656 3312 1482 1641 3280 Volume(vph) 5 15 45 430 10 140 10 950 115 240 1260 5 Peak-hour factor,PH 0.70 0.70 0.70 0.93 0.93 0.93 0.89 0.89 0.89 0.92 0.92 0.92 Adj.Flow(vph) 7 21 64 462 11 151 11 1067 129 261 1370 5 RTOR Reduction(vph) 0 40 0 0 94 0 0 0 86 0 0 0 Lane Group Flow(vph) 0 52 0 462 68 0 11 1067 43 261 1375 0 Heavy Vehicles(%) 2% 2% 2% 3% 3% 3% 9% 9% 9% 10% 10% 10% Turn Type Perm Perm Prot Perris Prot Protected Phases 4 4 5 2 1 6 Permitted Phases 4 4 2 Actuated Green,G(s) 32.3 32.3 32.3 1.3 28.1 28.1 12.4 39.2 Effective Green,g(s) 34.1 34A 34.1 2.8 30,0 30.0 13.9 41.1 Actuated g/C Ratio 0.38 0.38 0.38 0.03 0.33 0.33 0.15 0.46 Clearance Time(s) 5.8 5.8 5.8 5.5 5.9 5.9 5.5 5.9 " Vehicle Extension(s) 3.0 3.0 3.0 2.0 3.0 3.0 2.0 3.0 Lane Grp Cap(vph) 627 505 601 52 1104 494 253 1498 v/s Ratio Prot 0.04 0.01 6.32 c0.16 c0.42 v/s Ratio Perm, 0.03 c0.35 OM v/c Ratio 0.08 0.91 0.11 0.21 0.97 0.09 1.03 0.92 Uniform Delay,d1 1T9 26.6 18.1 42.5 295 20.6 38.1 22.9 Progression Factor 1.00 1.00 1.00 1.04 0.80 0.93 1.00 1.00 Incremental Delay,d2 0.1 21.1 0.1 0.6 18.4 0.3 65.0 10.5 Delay(s) 18.0 47.7 18.2 44.7 42.0 19.5 103.1 33.3 Level of Service B D B D D B' F C Approach Delay(s) 18.0 40.0 39.6 44.5 Approach,LOS B D D D . HCM Average Control Delay; 41.4r HCM Level of Service D HCM Volume to Capacity ratio 0.92 Actuated Cycle Length(s) 90.0 Sum of lost time(s) &0 Intersection Capacity Utilization 80.5% ICU Level of Service D Analysis Period(min) 15 c Critical Lane Group r r \\ri-data\PROJECTS\72189.10\tech\Traffic\synchro\Revised November 2011\2015 Build with Phase 2(Full Build)-AM.sy7 VHB,Inc. Synchro 6 Report 1: Chapel Rd& Route 5 Signal Timings and Queues 2015 Build with Phase 2(Full Build)Weekday PM Peak Hour 4 Lane Configurations 4. r +T. Volume(vph) 1 15 155 15 20 1010 130 135 1260 Lane Group Flow(vph) 0 77 170 280 24 1217 157 171 1608 Turn Type Perm Perm Prot Perm Prot Protected Phases 4 4 5 2 1 6 Permitted Phases 4 4 2 Detector Phases 4 4 4 4 5 2 2 1 6 Minimum Initial(s); 9.0 9.0 9.0 9.0 6.0 15.0 15.0 6.0 15.0 Minimum Split(s) 20.0 20.0 20.0 20.0 12.0 21.0 21.0 12.0 21.0 Total Split(s) 22.0 22.0 22.0 22.0 12.0 55.0 55.0 130 56.0 Total Split(%) 24.4% 24.4% 24.4% 24.4% 13.3% 61.1% 61.1% 14.4% 62.2% Yellow Time(s) 3.2 3.2 3.2 3.2 3.0 4.7 4.7 3.0 4.7 All-Red Time(s) 2.6 2.6 2.6 2.6 2.5 1.2 1.2 2.5 1.2 Lead/Lag Lead Lag Lag Lead Lag Lead-Lag Optimize? Recall Mode None None None None None G-Max C-Max None Max v/c Ratio 0.22 0.71 0.65 0.17 0.63 0.17 0.84 0.68 Control Delay 15.7 51.3 19.7 43.4 13.3 1.9 742 12.4: Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 15.7 51.3 19.7 43.4 13.3 1.9 74.2 12.4 Queue Length 50th(ft) 13 89 48 12 220 10 99 219 Queue Length 95th(ft) 24 #169 130 m29 242 m18 #187 347' Internal Link Dist(ft) 959 941 1360 745 Turn Bay Length(ft) 400 300 300 250 Base Capacity(vph) 377 267 463 150 1922 927 204 2352 Starvation Cap Reductn 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0` Reduced v/c Ratio 0.20 0.64 0.60 0.16 0.63 0.17 0.84 0.68 ICycle Length:90 Actuated Cycle Length:90 Offset:45(50%),Referenced to phase 2:NBT,Start of Green Natural Cycle:70 Control Type:Actuated-Coordinated # 95th percentile volume exceeds capacity,queue maybe longer; Queue shown is maximum after two cycles. m Volume for 95th percentile queue its metered by upstream signal. Splits and Phases: 1:Chapel Rd&Route 5 01 F"112 -�►m4 ' }. 4\ ®5 i m6 \\vhb\proj\Providence\72189.10\tech\Traffic\synchro\Revised November 2011\2015 Build with Phase 2(Full Build)-PM.sy7 Synchro 6 Report VHB,Inc. 1: Chapel Rd&Route 5 Signal Timings and Queues P 9 9 2015 Build with Phase 2(Full Build)Weekday PM Peak Hour Lane Configurations * T. ►'j t4 r ►tj tT. Ideal Flow(vphpl) 1900 1900 1900 1900 1900 1900 1900. 1900 1900 1900 1900 1900 Total Lost time(s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Lane Utii Factor ' 1.00 1.00 1,00 1.00 0.95 1.00 1.00 0.95 Frt 0.91 1.00 0.86 1.00 1.00 0.85 1.00 1.00 Flt'Protected 1.00 0.95 1.00 0.95 1.00 1.00 0.95 1.00 Satd.Flow(prot) 1697 1752 1584 1687 3374 1509 1736 3467 Fft Permitted 0.93 0.72 1.00 0.95 1.00 1.00 0.95 1.00 Satd.Flow(perm) 1584 1324 1584 1687 3374 1509 1736 3467 Volume(vph) 1 15 30 155 15 240 20 1010 130 135 1260 10 Peak-hour factor,PHF 0.60 0.60 0.60 0.91 0.91 0.91 0.83 0.83 0.83 0.79 0.79 0.79 Adj.Flow(vph) 2 25 50' 170 16 264 24 1217 157 171 1595 13 RTOR Reduction(vph) 0 41 0 0 149 0 0 0 68 0 0 0 Lane Group Flow(vph) 0 36 0 170 131 0 24 1217 89 171 1608 0 Heavy Vehicles(%) 2% 2% 2% 3% 3% 3% 7% 7% 7% 4% 4% 4% Turn Type Perm Perm Prot Perm Prot Protected Phases 4 4 5 2 1 6 Permitted Phases 4 4 ` 2 Actuated Green,G(s) 14.4 14.4 14.4 2.6 49.3 49.3 9.1 55.8 Effective Green,g(s) 16.2 16.2 16.2 4.1 51 2 51.2 10.6 57.7 ' Actuated g/C Ratio 0.18 0.18 0.18 0.05 0.57 0.57 0.12 0.64 Clearance Time(s) 5.8 5.8 5.8 5.5 5.9 5.9' &5 5.9 Vehicle Extension(s) 3.0 3.0 3.0 2.0 3.0 3.0 2.0 3.0 Lane Grp Cap(vph) 285 238 285 77 1919 858 204- 2223 v/s Ratio Prot 0.08 0.01 0.36 c0.10 c0.46 v/s Ratio Penn 0.022 c0.13 1 0.06 We Ratio 0.13 0.71 0.46 0.31 0.63 0.10 0.84 0.72 Uniform Delay,d1 31,0 34.7 33.0 41.6 113,11 8.9 38.9 10.8 Progression Factor 1.00 1.00 1.00 1.07 0.88 0.94 1.00 1.00 Incremental Delay,d2 02 9.7 1.2 0.8 15 0.2' 23.9 2.1 Delay(s) 31.2 44.5 34.2 45.2 13.1 8.6 62.8 12.9 Level of Service C D C D B A" E B Approach Delay(s) 31.2 38.0 13.1 17.7 Approach',LOS C D B B HCM Average Control Delay; 18.7 HCM Level of Service B' HCM Volume to Capacity ratio 0.72 Actuated Cycle Length(s) 90.0 Sum of lost time(s) 8.0 , Intersection Capacity Utilization 65.8% ICU Level of Service C Analysis Period(min) 15 c Critical Lane Group \\vhb\prof\Providence\72189.10\tech\Traffic\synchro\Revised November 2011\2015 Build with Phase 2(Full Build)-PM.sy7 Synchro 6 Report VHB,Inc. 1: Chapel Rd&Route 5 p Queues 2015 Build with Phase 2(Full Build)Weekday AM Peak Hour Lane Configurations 4. . ►`j + t r I +T* Volume(vph) 5 15 430 10 10 950 115 240 1260 Lane Group Flow(vph) 0 92 462 162 11 1067 129 261 1375 Turn Type Perm pm+pt Prot Perm Prot Protected Phases 8 7 4 5 2 1 6 Permitted Phases 8 4 2 Detector Phases 8 8 7 4 5 2 2 1 6 Minimum Initial(s) 6.0 6.0 4.0 9.0 6.0 15.0 15.0 6,0 15.0 Minimum Split(s) 12.0 12.0 8.0 20.0 12.0 21.0 21.0 12.0 21.0 Total Split(s) 12.0 12.0 25.0 37.0 12.0 ',34.0 34.0 19:0 41.0 Total Split(%) 13.3% 13.3% 27.8% 41.1% 13.3% 37.8% 37.8% 21.1% 45.6% Yellow Time(s) 3.2 3.2 3.5 3.2 3.0 4.7 4.7 3.0 4.7 All-Red Time(s) 2.6 2.6 0.5 2.6 2.5 1.2 1.2 2.5 1.2 Lead/Lag Lag Lag Lead Lead Lag Lag Lead Lag Lead-Lag Optimize? Yes Yes Yes Recall Mode None None None None ` None C=Max C-Max None Max v/c Ratio 0.46 0.95 0.25 0.08 0.91 0.21 0.92 0.77 Control Delay 24.0 58.3 5.2 36.3 46.1 8.9 75.7 22.1i Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 24.0 58.3 5.2 36.3 46.1 8.9 757 22.1 Queue Length 50th(ft) 15 223 4 6 327 7 149 303 Queue Length 95th(ft) 39 #374 44 m13 #440 m33 #298 #573 Internal Link Dist(ft) 959 941 1360 745 Turn Bay Length(ft) 400 300 300 250 Base Capacity(vph) 202 486 677 147 1174 609 284 1787 Starvation Cap Reductn 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 Storage Gap Reductn 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.46 0.95 0.24 0.07 0.91 0.21 0.92 0.77 Cycle Length:90 Actuated Cycle Length:90 Offset:10(110/6),Referenced to phase 2:NBT,Start of Green Natural Cycle:90 Control Type:Actuated-Coordinated # 95th percentile volume exceeds capacity,queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal. Splits and Phases: 1:Chapel Rd&Route 5 01 m2 04 4\ 05 • 06 1'07 08 \\vhb\prof\Providence\72189.10\tech\Traffic\synchro\Revised November 2011\2015 Build with Phase 2(Full Build)-AM with additional mitigations-edit.sy7 VHB,Inc. Synchro 6 Report 1: Chapel Rd&Route 5 HCM Signalized Intersection Capacity Analysis 2015 Build with Phase 2(Full Build)Weekday AM Peak Hour Lane Configurations .j, �, �} �► ►� ��, Ideal Flow(vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time(s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Lane Util,Factor 1.00 1.00 1.00 1.00 0.95 1.00 1.00 0.95 Frt 0.91 1.00 0.86 1.00 1.00 0.85 1.00 1.00 Fit Protected 1.00 0.95 1.00 095 1.00 1.00' 0.95 1.00 Said.Flow(prot) 1681 1752 1587 1656 3312 1482 1641 3280 Fit Permitted 0.95 0.37 1.00 095 1.00 1.00 0.95 1.00 Satd.Flow(perm) 1610 690 1587 1656 3312 1482 1641 3280 Volume(vph) 5 15 45` 430 10 140 10 950 115 240 1260 5 Peak-hour factor,PHF 0.70 0.70 0.70 0.93 0.93 0.93 0.89 0.89 0.89 0.92 0.92 0.92 Adj.Flow(vph) 7 21 64 462 11 151 11 1067 129' 261 1370 5 RTOR Reduction(vph) 0 59 0 0 98 0 0 0 85 0 0 0 Lane Group Flow(vph) 0 33 10' 462 64 0 11 1067 44 261 1375 0 Heavy Vehicles(%) 2% 2% 2% 3% 3% 3% 9% 9% 9% 10%0 1 o% to% Turn Type Perm pm+pt Prot Perm Prot ' Protected Phases 8 7 4 5 2 1 6 Permitted Phases 8 4 24 Actuated Green,G(s) 4.9 29.9 29.9 1.3 28.9 28.9 14.0 41.6 Effective Green,g(s) 6.7 31.7 31.7 2.8 30.8 30:8 15.5 43.5 Actuated g/C Ratio 0.07 0.35 0.35 0.03 0.34 0.34 0.17 0.48 Clearance Time(s) 5.8 4.0 5.8 5.5 5.9 5.9 5.5 5.9 Vehicle Extension(s) 3.0 3.0 3.0 2.0 3.0 3.0 2.0 3.0 Lane Grp Cap(vph) 120 491 559 52 1133 507 283 1585 v/s Ratio Prot c0.22 0.04 0.01 c0.32 c0.16 0.42 v/s Ratio Perm 0.02 c0.11 0.03 v/c Ratio 0.27 0.94 0.11 0.21 0.94 0.09 0.92 0.87 Uniform Delay,dl 39.3 26.1 ': 19.7 42.5 28.7 20,1; 36.7 20.7 Progression Factor 1.00 1.00 1.00 0.93 1.23 1.92 1.00 1.00 Incremental Delay,d2 12 26.5 0.1 0.6 14.4 0.3' 33.2 6.7 Delay(s) 40.6 52.6 19.8 40.0 49.7 38.8 69.8 27.4 Level of Service © D B D D D'i E C Approach Delay(s) 40.6 44.1 48.4 34.1 Approach LOS D D D C HCM Average Control Delay'; 40.9> HCM Level of Service D' HCM Volume to Capacity ratio 0.93 Actuated Cycle Length(s) 90.0 Sum of lost time(s) 12.0 Intersection Capacity Utilization 80.5% ICU Level of Service D Analysis Period(min) 15 c Critical Lane Group \\vhb\proj\Providence\72189.10\tech\Traffic\synchro\Revised November 2011\2015 Build with Phase 2(Full Build)-AM with additional mitigations-edit.sy7 VHB,Inc. Synchro 6 Report 1: Chapel Rd&Route 5 Signal Timings and Queues 2015 Build with Phase 2(Full Build)Weekday PM Peak Hour with Additional Mitigations Lane Configurations ►� �� ►� �� Volume(vph) 1 15 155 15 20 1010 130 135 1260 Lane Group Flow(vph) 0 77 170 280 24 1217 157 171 1608 Turn Type Perm pm+pt Prot Perm Prot Protected Phases 8 7 4 5 2 1 6 Permitted Phases 8 4 2 Detector Phases 8 8 7 4 5 2 2 1 6 Minimum Initial(s); 6.0 6.0 4.0 9.0 6.0 15.0 15.0 6.0 15.0 Minimum Split(s) 12.0 12.0 8.0 20.0 12.0 21.0 21.0 12.0 21.0 Total Split(s) 12.0 12.0 13.0 25.0 '- 1 Z0 !48.0 48.0 17.0 53.0 Total Split(%) 13.3% 13.3% 14.4% 27.8% 13.3% 53.36/6 53.3% 18.9% 58.9% Yellow Time(s) 3.2 3.2 3.5 3.2 3.0 4.7 4.7 3.0 4.7 All-Red Time(s) 2.6 2.6 0.5 2.6 2.5 1.2 1.2 2.5 1.2 Lead/Lag Lag Lag Lead Lead ? Lag Lag Lead Lag Lead-Lag Optimize? Yes Yes Yes Recall Mode None None None None None C-Max C-Max None Max v/c Ratio 0.40 0.63 0.59 0.17 0.69 0.18 0.72 0.72 Control Delay 24.5 41.6 17.0 45.8 15.4 2.1 55A 14.9 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 24.5 41.6 17.0 45.8 15.4 2.1 55.4 14.9 Queue Length 50th(ft) 15 82 47 12 222 12 94 252 Queue Length 95th.(ft) 28 143 126 m31 276 m15 139 379 Internal Link Dist(ft) 959 941 1360 745 Turn Bay,Length(ft) 400 300 300 250 Base Capacity(vph) 194 270 507 150 1756 860 251 2246 Starvation Cap Reductn 0 0 0 0 0 0 0 0: Spillback Cap Reductn 0 0 0 0 0 0 0 0 Storage jCap Reductn 0 0 0 0 0 " 0 0 0' Reduced v/c Ratio 0.40 0.63 0.55 0.16 0.69 0.18 0.68 0.72 tCycle Length:90 Actuated Cycle Length:90 Offset:45(50%),Referenced to phase 2:NBT,Start of Green Natural Cycle:75 Control Type:Actuated-Coordinated m Volume for 95th percentile queue is metered by upstream signal. Splits and Phases: 1:Chapel Rd&Route 5 * a1 I ®2 04 m5 ♦ 06 m7 "►08 124M <g ; ushalom 11nom \\vhb\proj\Providence\72189.10\tech\Traffic\synchro\Revised November 2011\2015 Build with Phase 2(Full Build)-PM with additional 8ytiglatio Jb*7 VHB,Inc. 1: Chapel Rd&Route 5 Signal Timings and Queues , 2015 Build with Phase 2(Full Build)Weekday PM Peak Hour with Additional Mitigations Lane Configurations 414 1 T. I t} r Ideal Flow(vphpi) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time(s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Lane Util.Factor _` 1_00 1.00 1.00 1.00 0.95 1.00 1.00 0.95 Frt 0.91 1.00 0.86 1.00 1.00 0.85 1.00 1.00 Fit Protected 1.00 0.95 1.00 0.95 1.00 1.00 0.95 1.00 Satd. Flow(prot) 1697 1752 1584 1687 3374 1509 1736 3467 Fit Permitted 0.98 0.41 1.00 0.95 1.00 1.00 0.95 1.00 Said.Flow(perm) 1665 747 1584 1687 3374 1509 1736 3467 Volume(vph) 1 15 30 155 15 240 20 1010 130 135 1260 10 Peak-hour factor,PHF 0.60 0.60 0.60 0.91 0.91 0.91 0.83 0.83 0.83 0.79 0.79 0.79 , Adj.Flow,(vph) 2 25 50 170 16 264 24 1217 157 171 1595 13 RTOR Reduction(vph) 0 46 0 0 139 0 0 0 77 0 0 0 Lane Group Flow(vph) 0 31 0 170 141 0 24 1217 80 171 ' 1608 0 Heavy Vehicles(%) 2% 2% 2% 3% 3% 3% 7% 7% 7% '4% 4% 4% Turn Type Perm pm+pt Prot Perm Prot Protected Phases 8 7 4 5 2 1 6 Permitted Phases 6 4 ' 2 Actuated Green,G(s) 4.9 18.3 18.3 2.6 43.7 43.7 10.8 51.9 Effective Green,g(s) 6.7 20.1 20.1 4.1 45.6 45.6 12.3 53.8 Actuated g/C Ratio 0.07 0.22 0.22 0.05 0.51 0.51 0.14 0.60 Clearance Time(s) 5.8 4.0 5.8 5.5 5.9 5.9 5.5 5.9 Vehicle Extension(s) 3.0 3.0 3.0 2.0 3.0 3.0 2.0 3.0 Lane Grp Cap(vph) 124 272 354 77 1709 765 237 2072 v/s Ratio Prot c0.07 0.09 0.01 0.36 c0.10 c0.46 , v/s Ratio"Perm 0.02 c0.07 0.05 v/c Ratio 0.25 0.62 0.40 0.31 0.71 0.10 0.72 0.78 Uniform Delay,d1 39.3 30.4 29.8 41.6 17.1 11.6 37.2 13.6 Progression Factor 1.00 1.00 1.00 1.13 0.76 0.72 1.00 1.00 Incremental Delay,sd2 1.0 4.4 0.7 0.8 24 0.3 8.8 2.9 Delay(s) 40.3 34.8 30.5 47.7 15.4 8.5 46.0 16.5 Level of Service D C C D B A' D B Approach Delay(s) 40.3 32.2 15.2 19.3 Approach'LOS D C B B HCM Average Control Delay) 19.8 HCM Level of Service B` HCM Volume to Capacity ratio 0.71 Actuated Cycle Length(s) 90.0 Sum of lost time(s) 8.0 Intersection Capacity Utilization 65.8% ICU Level of Service C Analysis Period(min) 15 c Critical Lane Group \\vhb\prof\Providence\72189.10\tech\Traffic\synchro\Revised November 2011\2015 Build with Phase 2(Full Build)-PM with additional 8yti0ti0fis 7 VHB,Inc. Yur�cra H me t�� Route 30 (Ellington Road) at Chapel Road ➢ 2010 Existing Weekday Morning Peak Hour ➢ 2010 Existing Weekday Evening Peak Hour ➢ 2013 No-Build Weekday Morning Peak Hour ➢ 2013 No-Build Weekday Evening Peak Hour ➢ 2013 Build Weekday Morning Peak Hour ➢ 2013 Build Weekday Evening Peak Hour ➢ 2013 Build with Improvements Weekday Morning Peak Hour ➢ 2013 Build with Improvements Weekday Evening Peak Hour ➢ 2015 No-Build Weekday Morning Peak Hour ➢ 2015 No-Build Weekday Evening Peak Hour ➢ 2015 Build Weekday Morning Peak Hour ➢ 2015 Build Weekday Evening Peak Hour ➢ 2015 Build with Improvements Weekday Morning Peak Hour ➢ 2015 Build with Improvements Weekday Evening Peak Hour 6: Chapel Rd&Route 30 Signal Timings and Queues 2010 Existing Weekday AM Peak Hour ' Lane Configurations T* T* Volume;(vph) 40 50 55 85 10 80 15 275 270 Lane Group Flow(vph) 47 94 64 122 11 102 0 312 290 Turn Type pm+pt Perm pm+pt Perm Perm Protected Phases 3 4 4 1 2 2 Permitted Phases; 4 3 4 2 1 2 2 Detector Phases 3 4 4 4 1 2 2 2 2 Minimum Initial(s) 5.0 15.0 15 0 15.0 5.0 18.0 18.6 18.0 18 0 Minimum Split(s) 10.0 20.0 20.0 20.0 9.0 22.0 22.0 22.0 22.0 ' Total Split(s) 25.0 30.0 30.0 30.0 11.0 34.0 34.0 34.0 34.0 Total Split(%) 25.0% 30.0% 30.0% 30.0% 11.0% 34.0% 34.0% 34.0% 34.0% Yellow Time(s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 All-Red Time(s) 2.0. 2.0 2.0 2.0 1.0 1.0 1.0 1.0 1.0 Lead/Lag Lead Lag Lag Lag' Lead Lag Lag Lag Lag Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Recall Mode None None None None None Min Min Min Min v!c Ratio 0.13 0.16 0.19 0.26 0.03 0.11 0.33 0.30 Control Delay 14.0 8.6 19.9 17.6 11.1 8,6 12.4 29 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 14.0 8.6 19.9 17,6 11.1 8.6 12.4 2.9 Queue Length 50th(ft) 7 9 10 17 1 13 47 0 Queue Length 95th(ft) 33 43 56 86 9 :i 44 173 45 Internal Link Dist A 1869 1186 2685 1220 ' Turn Bay Length(ft) 150 150 110 300 Base Capacity(vph) 466 728 453 639 397 1027 1053 1026 Starvation Cap Reductn 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0` 0 0 0 0 Reduced v!c Ratio 0.10 0.13 0.14 0.19 0.03 0.10 0.30 0.28 Cycle Length: 100 Actuated',Cycle Length:68.2 Natural Cycle:65 Control Type:Actuated-Uncoordinated Splits and Phases: 6:Chapel Rd&Route 30 m1 m2 m3 -��'o4 ITE =_ f ' \\vhb\proj\Providence\72189.10\tech\Traffic\synchro\Revised November 201 1\201 0 EX-AM.sy7 Synchro 6 Report VHB,Inc. 6: Chapel Rd&Route 30 Signal Timings and Queues 2010 Existing Weekday AM Peak Hour /* Lane Configurations Ideal Flow(vphpi) 1900 1900 1900 1900 1900 1900 1900 1900 11900 1900 1900 11900 Lane Width 11 11 12 11 11 12 11 11 12 12 11 11 Total Lost time(s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Lane Util.Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt , 1,00 0*94 1,00 0,97 1,00 0,911 1,0,0 0-115 Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 1.00 1.00 Satd.Flow(prot) 1662 1652 1678 1716 1601 1658 1796 1531 Fit Permitted 0.67 1.00 0.70 1.00 0.51 1.00 0.99 1.00 Said.Flow(perm) 1178, 1652 1229 1716 859 1658 1779 1531 Volume(vph) 40 50 30 55 85 20 10 80 10 15 275 270 Peak-hour factor,PHF 0.85 0.85 0.85 0.86 0.86 0.86 0.88 0.88 OM 0.93 0.93 0,93 Adj.Flow(vph) 47 59 35 64 99 23 11 91 11 16 296 290 RTOR Reduction(vph) 0 25 0 0 8 0 0 3 0 0 0 148 Lane Group Flow(vph) 47 69 0 64 114 0 11 99 0 0 312 142 Heavy Vehicles 5% 5% 5% 4% 4% 4% 9% 9% 9% 2% 2% 2% Turn Type pm+pt Perm pm+pt Perm Perm Protected Phases 3 4 4 1 2 2 Permitted Phases 4 3 4 2 1 2 2 Actuated Green,G(s) W5 18.5 15.8 15.8 37.1 37.1 36.1 36,11 Effective Green,g(s) 20.5 20.5 16.8 16.8 37.1 37.1 36.1 36.1 Actuated g/C Ratio 0,28 0.28 0.23 0.23 Mo 0.50 0.49 0.49 Clearance Time(s) 5.0 5.0 5.0 5.0 4.0 4.0 4.0 4.0 Vehicle Extension(s) 2,0 3.0 3.0 3.0 2.0 6.0 .6,0 6.0 Lane Grp Cap(vph) 352 550 281 392 443 926 873 751 v/s Ratio Prot 0.01 c0.03 c0.07 0.00 C0.05 v/s Ratio Perm 0.03 0.01 0.05 0.01 0.01 cO.18 0.09 v/c Ratio 0.13 0.12 0.23 0.29 OM 0.11 0.36 0.19 Uniform Delay,11 19,7 19,8 23,1 23*5 9,2 9,6 11,6 10,5 Progression Factor 1.00 1.00 1.00 IM 1.00 1.00 1.00 1.00 Incremental Delay,d2 0.1 0.1 0.4 0.4 0.0 0.1 0.7 0.3 Delay(s) M8 19.9 23.5 23.9 9.2 9.7 12.3 10.9 Level of-Service B B C C A A B B Approach Delay(s) 19.9 23.8, 9.7 11.6 Approach LOS B C A B HCM Average Control Delay 14.7 HCM Level of Service B HCM Volume to Capacity ratio 0.32 Actuated Cycle Length(s) 73.6 Sum of lost time(s) 16.0 Intersection Capacity Utilization 54.2% IGU Level of Service A Analysis Period(min) 15 c Critical Lane Group \\vhb\proj\Providence\72189.10\tech\Traffic\synchro\Revised November 201 1\2010 EX-AM.sy7 Synchro 6 Report VHB,Inc. 6: Chapel Rd&Route 30 , P Signal Timings and Queues 2010 Existing Weekday PM Peak Hour -- Lane Configurations ►� �, �, �r Volume(vph) 85 70 25 55 25 560 20 95 75 Lane Group Flow(vph) 99 104 29 80 27 739 0 122 80 Turn Type pm+pt Perm pm+pt Perm Perris Protected Phases 3 4 4 1 2 2 Permitted Phases 4 3 4 2 1 2 2 Detector Phases 3 4 4 4 1 2 2 2 2 Minimum Initial(s) &0 15.0 15.0 15.0 ' 5.0 18.0 . 18.0 18.0 18.0 Minimum Split(s) 10.0 20.0 20.0 20.0 9.0 22.0 22.0 22.0 22.0 Total Split(s) 25.0 30.0 30;0 30.0 11.0 ::34.0 34.0 34.0 34.0 Total Split(%) 25.0% 30.0% 30.0% 30.0% 11.0% 34.0% 34.0% 34.0% 34.0% Yellow Time(s) 3.0 3.0 3.0 3.0' 3.0 3.0 3.0 3.0 3.0 All-Red Time(s) 2.0 2.0 2.0 2.0 1.0 1.0 1.0 1.0 1.0 Lead/Lag Lead Lag Lag Lag Lead Lag Lag Lag Lag Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Recall Mode None None None None None Min Min Min Min We Ratio 0.24 0.17 0.12 0.22 0.04 0.71 0.25 0.09 Control Delay 16.3 12.4 25,6 22.0 10.9 :19.6 16.3 4.4 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 16.3 12.4 25.6 22.0 : 10.9 19.6 16.3 4.4 Queue Length 50th(ft) 23 19 9 21 6 259 29 0 Queue Length 95th(ft) 59 54 33 62 18 #512 88 26 Internal Link Dist(ft) 1869 1186 2685 1220 Turn Bay Length(ft) 150 150 110 300 Base Capacity(vph) 483 730 361 515 657 1035 487 851 ' Starvation Cap Reductn 0 0 0 0 0 0 0 0' Spillback Cap Reductn 0 0 0 0 0 0 0 0 Storage Gap Reductn 0 0 0 0 0 1 0 0 0' Reduced We Ratio 0.20 0.14 0.08 0.16 0.04 0.71 0.25 0.09 Cycle Length:100 , Actuated Cycle Length:81.5 Natural Cycle:65 Control Type:Actuated-uncoordinated # 95th percentile volume exceeds capacity,queue may be longer. Queue shown is maximum after two cycles. r' Splits and Phases: 6 Chapel Rd&Route 30 }-m1 �m2 -it 03 "'►m4 \\vhb\proj\Providence\72189.10\tech\Traffic\synchro\Revised November 2011\2010 EX-PM.sy7 Synchro 6 Report , VHB,Inc. 6: Chapel Rd& Route 30 Signal Timings and Queues 2010 Existing Weekday PM Peak Hour Lane Configurations ►� c� Ideal Flow(vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Lane Width 11 11 12 11 11 12 11 11 12 12 11 11 Total Lost time(s) 4.0 4.0 4.0 ; 4.0 4.0 4.0 4.0 4.0 Lane Util.Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 0.97 1.00 i 0.97 1,00 0.97 1.00 0.85 Fit Protected 0.95 1.00 0.95 1.00 0.95 1.00 0.99 1.00 Satd.Flow(prot) 1694 1724 1711 1743 1711 1753 1768 1516 Fit Permitted 0.70 1.00 0.69 1.00 0.68 1.00 0.87 1.00 Satd.Flow(perm) 1257 1724 1242 1743 1222 1753 1556 '1516 Volume(vph) 85 70 20 25 55 15 25 560 120 20 95 75 Peak-hour factor,PHF 0.86 0.86 0.86 0.87 0.87 0.87 0.92 0.92 0.92 0.94 0.94 0,94 Adj.Flow(vph) 99 81 23 29 63 17 27 609 130 21 101 80 RTOR Reduction(vph) 0 15 0 0 11 0 0 6 0 0 0 39 Lane Group Flow(vph) 99 89 0 29 69 0 27 733 0 0 122 41 Heavy Vehicles(%) 3% 3% 3% 2% 2% 2% 2% 2% 2% 3% 3% 3% Turn Type pm+pt Perm pm+pt Perm Perm Protected Phases 3 4 4 1 2 2 Permitted Phases 4 3 4 2 1 2 2 Actuated Green,G(s) 20.8 20.8 13.7 13.7 45.6 45.6 43.2 43.2 Effective Green,g(s) 22.8 22.8 14.7 14.7 45.6 45.6 43.2 43.2 Actuated g/C Ratio 0.27 0.27 0.17 0.17 0.54 0.54 0.51 0.51 Clearance Time(s) 5.0 5.0 5.0 5.0 4.0 4.0 4.0 4.0 Vehicle Extension(s) 2.0 3.0 3.0 3.0 2.0 6.0 6.0 6.0 Lane Grp Cap(vph) 382 547 216 304 674 1030 796 776 v/s Ratio Prot c0.02 0.03 0.04 0.00 c0.36 v/s Ratio Perm c0.05 0.02 0.02 0.02 0.05 0.08 0.03 v/c Ratio P 0.26 0.16 0.13 0.23 0.04 0.71 0.15 0.05 Uniform Delay,d1 23.9 23.5 29.5 30.0 9.1 14.5 10.9 10.3 ' Progression Factor 1.00 1.00 1.00 1.00 1 00 1.00 1.60 ;too Incremental Delay,d2 0.1 0.1 0.3 0.4 0.0 3.4 0.3 0.1 Delay(s); 24A 23`.6 29.8 ! 30.4 9.1 179 11.2 10.4 Level of Service C C C C A B B B ' Approach Delay(s) 23.8 30.2 17.6 10.9 Approach LOS C C B B HCM Average Control Delay 18.6 HCM Level of Service B HCM Volume to Capacity ratio 0.57 Actuated Cycle Length(s) 84.4 Sum of lost time(s) 12.0 Intersection Capacity Utilization 74.3% ICU Level of Service' D Analysis Period(min) 15 c Critical Lane Group \\vhb\proj\Providence\72189.10\tech\Traffic\synchro\Revised November 201 1\201 0 EX-PM.sy7 Synchro 6 Report VHB,Inc. 6: Chapel Rd& Route 30 Queues ' 2013 No-Build Weekday AM Peak Hour *- I x / */ Lane Configurations I T* 1 T + r Volume(vph) 40 50 55 90 10 80 15 285 280 Lane Group Flow(vph) 47 94 64 128 11 102 0 322 301 Turn Type pm+pt Perm :pm+pt Perm Perm Protected Phases 3 4 4, 1 2 2 Permitted Phases 4 3 4 2 1 2 2 Detector Phases 3 4 4 4 1 2 2 2 2 Minimum Initial(s) 5.0 15.0 15.0 15.0 5.0 18.0 18.0 18.0 18.0 Minimum Split(s) 10.0 20.0 20.0 20.0 9.0 22.0 22.0 22.0 22.0 Total Split(s) 25.0 30.0 30.0 30.0 11.0 34.0 34.0 34.0 34.0 Total Split(%) 25.0% 30.0% 30.0% 30.0% 11.0% 34.0% 34.0% 34.0% 34.0% Yellow Time(s) 3.0 3.0 3.0 3.0 ` 3.0 3.0 3.0 3.0 3.0' All-Red Time(s) 2.0 2.0 2.0 2.0 1.0 1.0 1.0 1.0 1.0 Lead/Lag i Lead Lag Lag Lag Lead Lag `•Lag Lag Lag Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Recall Mode None None None' None None Min Min Min Min v/c Ratio 0.13 0.16 0.19 0.27 0.03 0.11 0.34 0.31 Control Delay 14.1 8.7 %9 17.9 11.1 8.6 12.5 2.9' Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 14.1 8.7 19.9 17.9 11.1 8.6 12.5 2.9 ' Queue Length 50th(ft) 7 9 10 18 1 13 49 0 Queue Length 95th(ft) 33 43 56 89 9 44 180 45 Internal Link Dist(ft) 1869 1186 2685 1220 Turn Bay Length(ft) 150 150 110 300' Base Capacity(vph) 465 727 452 638 388 1027 1053 1031 Starvation Cap Reductn O 0 0: 0 0 0 0 0' Spillback Cap Reductn 0 0 0 0 0 0 0 0 Storage Cap Reductn " 0 - 0 0' 0 0 0 0 04 Reduced v/c Ratio 0.10 0.13 0.14 0.20 0.03 0.10 0.31 0.29 Cycle Length:100 t Actuated Cycle Length:68.3 Natural Cycle:65 Control Type:Actuated-Uncoordinated ' Splits and Phases: 6:Chapel Rd&Route 30 01 02 03 u 04 as . _. _ \\vhb\proj\Providence\72189.10\tech\Traffic\synchro\Revised November 2011\2013 NB-AM.sy7 Synchro 6 Report ' VHB,Inc. ' 6: Chapel Rd&Route 30 HCM Signalized Intersection Capacity Analysis p 9 P tY Y 2013 No-Build Weekday AM Peak Hour Lane Configurations Ideal Flow(vphpl) 1900 1900 1900 1900 _ 1900 1900 1900 1900 1900 1900 1900 1900 Lane Width 11 11 12 11 11 12 11 11 12 12 11 11 Total Lost time(s), 4.0 4.0 4.0 4.0 4.0 4 0 4.0 4,0 Lane Util.Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 ' Frt „ 100 0.94 1.00 0.97 100 0,98 1,00 0,85 Fit Protected 0.95 1.00 0.95 1.00 0.95 1.00 1.00 1.00 Satd.Flow(prot) 1662 1652 1678 1718 1601 1658 1796 1531 Fit Permitted 0.66 1.00 0.70 1.00 0.50 1.00 0.99 1.00 Said.Flow(perm) 1156 1652 1229 1718 843 1658 1779 1531 Volume(vph) 40 50 30 55 90 20 10 80 10 15 285 280 Peak-hour factor,PHF 0.85 0.85, 0.85 0.86 r 0.86 0.86 0.88 0.88 0.88 0.93 0.93 0,93 Adj.Flow(vph) 47 59 35 64 105 23 11 91 11 16 306 301 RTOR Reduction(vph) 0 25 0 0 1 8 0 0 3 0 0 0 153 Lane Group Flow(vph) 47 69 0 64 120 0 11 99 0 0 322 148 Heavy Vehicles(%) 5% 5% 5% 4% 4% 4% 9% 9% 9%; 2% 2% 2% Turn Type pm+pt Perm pm+pt Perm Perm Protected Phases 3 4 4 1 2 2 Permitted Phases - 4 3 4 2 1 2 2 Actuated Green,G(s) 18.5 185 15.8 15.8 37.2 37.2 36.2 36,2 Effective Green,g(s) 20.5 20.5 16.8 16.8 37.2 37.2 36.2 36.2 Actuated 91C Ratio 0.28 0.28 0.23 0.23 0.50 0.50 0.49 0,49 Clearance Time(s) 5.0 5.0 5.0 5.0 4.0 4.0 4.0 4.0 Vehicle Extension(s) 2.0 3.0 3.0 3.0 2.0 6.0 6.0 6.0 ' Lane Grp Cap(vph) 347 549 280 392 436 927 874 752 v/s Ratio Prot 0.01 c0:03 c0.07 0.60 c0.05 v/s Ratio Perm 0.03 0.01 0.05 0.01 0.01 c0.18 0.10 u/c Ratio 0.14 0.13 0.23 0.30 0.03 0,11 0.37 0.20 Uniform Delay,d1 19.8 19.9 23.2 23.6 9.2 9.6 11.6 10.6 1 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay,d2 0.1 0.1 0.4 0.4 0.0 0.1 0.7 0.4 Delay(s). 19.8 20,0 23.6 24.0 9.2 9.7 12.4 10.9 Level of Service B B C C A A B B ' Approach Delay(s) 199 23.9 9 6 11.7 Approach LOS B C A B HCM Average Control Delay 14.7 HCM Level of Service B HCM Volume to Capacity ratio 0.34' Actuated Cycle Length(s) 73.7 Sum of lost time(s) 16.0 Intersection Capacity Utilization 54.8% ICU Level of Service' A' Analysis Period(min) 15 c Critical Lane Group ' \\vhb\proj\Providencek72189.10\tech\Traffic\synchro\Revised November 2011\2013 NB-AM.sy7 Synchro 6 Report VHB,Inc. 6: Chapel Rd&Route 30 Signal Timings and Queues 2013 No-Build Weekday PM Peak Hour Lane Configurations �, ►� Volume(vph) 90 70 25 55 25 575 20 100 75 Lane Group Flow(vph) 105 104 29 80 27 761 0 127 80 Turn Type pm+pt Perm pm+pt Perm Perm Protected Phases 3 4 4 1 2 2 Permitted Phases 4 3 4 2 1 2 2 t Detector Phases 3 4 4 4 1 2 2 2 2 Minimum Initial(s) 5.0 15.0 15,0 15.0 5.0 18.0 18.0 180 18.0 Minimum Split(s) 10.0 20.0 20.0 20.0 9.0 22.0 22.0 22.0 22.0 Total Split(s) 25.0 30.0 30.0 30:0 11.0 34.0 34.0 34.0 34.0 Total Split(%) 25.0% 30.0% 30.0% 30.0% 11.0% 34.0% 34.0% 34.0% 34.0% ' Yellow Time(s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0' All-Red Time(s) 2.0 2.0 2.0 2.0 1.0 1.0 1.0 1.0 1.0 Lead/Lag, Lead Lag Lag Lag Lead Lag Lag Lag Lag Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes {recall Mode None None None None None Min Min Min Min , v/c Ratio 0.26 0.17 0.12 0.22 0.04 0.74 0.26 0.09 Control Delay 16.4 123 25.7: 22.1 11,0 20.7 165 4.4 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay - 16.4 12.3 25.7 22.1 11.0 20.7 16.5 4.4 Queue Length 50th(ft) 25 19 9 21 6 275 31 0 ' Queue Length 95th(ft) 62 54 33' 63 19 #540 92 26 Internal Link Dist(ft) 1869 1186 2685 1220 Turn Bay Length(ft) 150 150 110 300 Base Capacity(vph) 486 731 360 515 650 1032 487 850 ' Starvation Cap Reductn 0 0 0 6 : 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 Storage Gap Reductn 0 0 0 0 0 0 0 0! Reduced v/c Ratio 0.22 0.14 0.08 0.16 0.04 0.74 0.26 0.09 Cycle Length: 100 , Actuated Cycle Length:81.6 Natural Cycle:65 Control Type:Actuated-Uncoordinated ' # 95th percentile volume exceeds capacity,queue may be longer. Queue;shown is maximum after two cycles. Splits and Phases: 6:Chapel Rd&Route 30 m1 � 4''m2 `m3 �'m4 r \\vhb\proj\Providence\72189.10\tech\Traffic\synchro\Revised November 2011\2013 NB-PM.sy7 Synchro 6 Report VHB,Inc. ' 6: Chapel Rd&Route 30 Signal Timings and Queues 2013 No-Build Weekday PM Peak Hour Lane Configurations 'l� ►j Ideal Flow(vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Lane Width 11 11 12 11 11 12 11 11 12 12 11 11 Total Lost time(s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Lane Util.Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 0.97 1.00 0,97 1,00 0.97 1.00 0.85 ' Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 0.99 1.00 Satd.Flow(prot) 1694 1724 1711 1743 1711 1752 1769 1516 Flt Permitted 0.70 1.00 6.69 1.00 0.68 1.00 0.87 1.00 Satd.Flow(perm) 1257 1724 1242 1743 121,6 1752 1557 1516 ' Volume(vph) 90 70 20 25 55 15 25 575 125 20 100 75 Peak-hour factor,PHF 0,86 0.86 0.86 0.87 0.87 9.87 0,92 0.92 0.92 0.94 ' 0.94 0.94 Adj.Flow(vph) 105 81 23 29 63 17 27 625 136 21 106 80 RTOR Reduction(vph) 0 15 0 0 11 0 0 6 0 0, 0 39 Lane Group Flow(vph) 105 89 0 29 69 0 27 755 0 0 127 41 Heavy Vehicles(%) 3% 3% 3% 2% 2% 2% 2% 2% 2% 3% 3% 3% Turn Type pm+pt Perm pm+pt Perm Perm Protected Phases" 3 4 4 1 2 2 Permitted Phases 4 3 4, 2 1 2 2 ' Actuated Green,G(s) 21.0 21.0 13.7 ' 13.7 45.6 45.6 43.2 43.2 Effective Green,g(s) 23.0 23.0 14.7 14.7 45.6 45.6 43.2 43.2 Actuated g/C Ratio 0.27 0.27 0.17 0,17 0,54 0.54 0.51 0.51 Clearance Time(s) 5.0 5.0 5.0 5.0 4.0 4.0 4.0 4.0 Vehicle Extension(s) 2.0 3.0 3.0 3.0 2.0 6.0 6.0 6.0 Lane Grp Cap(vph) 385 550 216 303 669 1027 795 774 v/s Ratio Prot c0.03 0.03 0,04 0.00 c0.38 v/s Ratio Perm c0.05 0.02 0.02 0.02 0.06 0.08 0.03 v/c Ratio 0.27 0.16 0.13 0.23 0.04 0.74 0,16 0.05 Uniform Delay,dl 23.9 23.5 29.6 30.1 9.1 14.9 11.0 10A ' Progression Factor 1.00 1.00 1.00 1.00 1.60 1.00 1.00 i m Incremental Delay,d2 0.1 0.1 0.3 0.4 0.0 3.8 0.3 0.1 Delay(s)', 24.0 23.6 29.9 30.5 9.1 18.7 11.3 10,5 Level of Service C C _ C C _ A B B_ B Approach Delay(s) 23.8 30,3 184 11.0 Approach LOS C C B B HCM Average Control Delay 19.1 HCM Level of Service B HCM Volume to Capacity ratio 0.59 Actuated Cycle Length(s) 84.6 Sum of lost time(s) 12.0 Intersection Capacity Utilization 75.4% ICU Level of Service' D' Analysis Period(min) 15 c Critical Lane Group ' \\vhb\prof\Providence\72189.10\tech\Traffic\synchro\Revised November 2011\2013 NB-PM.sy7 Synchro 6 Report VHB,Inc. 6: Chapel Rd&Route 30 ' Queues 2013 Build(No Mit)Weekday AM Peak Hour Lane Configurations j, ►� �, Volume(vph) 40 50 65 90 10 90 15 315 280 Lane Group Flow(vph) 47 94 76 128 11 113 0 355 301 Turn Type _pm+pt Perm pm+pt Perm Perm Protected Phases 3 4 4 1 2 2 Permitted Phases 4 3 4 2 1 2 2 Detector Phases 3 4 4 4 1 2 2 2 2 Minimum Initial(s) 5.0 15.0 15,0 15.0 5.0 18.0 18.0 18.0 18.0 Minimum Split(s) 10.0 20.0 20.0 20.0 9.0 22.0 22.0 22.0 22.0 Total Split(s) 25.0 30.0 30.0 30.0 11.0 34.0 34.0 340 34.0 Total Split(%) 25.0% 30.0% 30.0% 30.0% 11.0% 34.0% 34.0% 34.0% 34.0% Yellow Time(s) 3.0 3.0 3.0 3.0' 3.0 3.0, 3.0 3.0 3.0 All-Red Time(s) 2.0 2.0 2.0 2.0 1.0 1.0 1.0 1.0 1.0 Lead/Lag Lead tag Lag Lag Lead Lag Lag Lag Lag Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Recall Mode None None None None None Min Min Min Min ' v/c Ratio 0.13 0.16 0.23 0.28 0.03 0.12 0.37 0.31 Control Delay 14.6 90 20.7 18.4 10.9 8.5 12.7 2.9 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay, 14.6 9.0 20.7 18A 10.9 8.5 12.7 2.9 ' Queue Length 50th(ft) 7 9 12 19 1 14 55 0 Queue Length 95th(it) 33 43 65 89 9 48 200 45 Internal Link Dist(ft) 1869 1186 2685 1220 Turn Bay Length(ft) 150 150, 110 300; Base Capacity(vph) 459 716 445 629 361 1028 1054 1031 ' Starvation Cap Reductn 0 0 0 0 0 0 0 Oi Spillback Cap Reductn 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0' Reduced v/c Ratio 0.10 0.13 0.17 0.20 0.03 0.11 0.34 0.29 Cycle Length: 100 , Actuated Cycle Length:69.1 Natural Cycle:65 Control Type:Actuated-Uncoordinated, , Splits and Phases: 6:Chapel Rd&Route 30 4- __*03 -►m4 \\vhb\proj\Providence\72189.10\tech\Traffic\synchro\Revised November 2011\2013 Build No Mit-AM.sy7 Synchro 6 Report ' VHB,Inc. ' 6: Chapel Rd&Route 30 HCM Signalized Intersection Capacity Analysis P 9 P tY Y 2013 Build(No Mit)Weekday AM Peak Hour Lane Configurations Ideal Flow(vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Lane Width 11 11 12 11 11 12 11 11 12 12 11 11 Total Lost time(s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Lane Util.Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 0.94 1.00 s 0.97 1,00 0.99 1.00 0.85 Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 1.00 1.00 Satd.Flow(Prot) 1662 1652 1678 1718 1601 1660 1797 1531 Flt Permitted 0.66 1.00 0.70 1.00 0.47 1.00 0.99 1.00 Satd.Flow(perm)''' 1150 1652 1229 1718 796 1660 1781 1531 Volume(vph) 40 50 30 65 90 20 10 90 10 15 315 280 Peak-hour factor,PHF 0.85 0.85 0,85 0.86 0.86 0.86 0.88 0.88 0.88 0.93 0.93 0.93 Adj.Flow(vph) 47 59 35 76 105 23 11 102 11 16 339 301 RTOR Reduction(vph) 0 25 0 0 9 0 0 3 0 0 0 151 Lane Group Flow(vph) 47 69 0 76 119 0 11 110 0 0 355 150 ' Heavy Vehicles(%) 5% 5% 5% 4% 4% 4% 9% 9% 9% 2% 2% 2% Turn Type pm+pt Perm pm+pt Perm Perm Protected Phases 3 4 4 7 1 2 2 Permitted Phases 4 3 4 . 2 1 2 2 Actuated Green,G(s) 18.3 18.3 15.6 15.6 38.2 38.2 37.2 37.2 Effective Green,g(s) 20.3 20.3 16.6 16.6 38.2 38.2 37.2 37.2 Actuated g/C Ratio 0.27 0.27 0.22 0.22 0:51 0.51 0.50 0.50 Clearance Time(s) 5.0 5.0 5.0 5.0 4.0 4.0 4.0 4.0 Vehicle Extension(s) 2.0 3.0 3.0 3.0` ` 2.0 6.0 6.0 " 6.0 Lane Grp Cap(vph) 339 539 274 383 419 940 889 764 v/s Ratio Prot 0.01 c0.03 c0.07 0.00 c0.06 v/s Ratio Perm 0.03 0.01 0.06 0.01 0.01 c0.20 0.10 v/c Ratio 0.14 0.13 0.28 0.31 0.03� 0.12 0.40 0.20 Uniform Delay,d1 20.3 20A 24.0 24.2 9.1 9A 11.7 10A ' Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 3.00 Incremental Delay,d2 0.1 0.1 0.6 0.5 0.0 0.2 0.8 0.4 Delay(s) 20.4 20.5 24.5 24.6 9.1 96 . 12.5 10,7 Level of Service C C C C A A B B Approach Delay(s) 205 24.6 95 11.7 Approach LOS C C A B HCM Average Control Delay 14.9 HCM Level of Service B HCM Volume to Capacity ratio 0.36 Actuated Cycle Length(s) 74.5 Sum of lost time(s) 16.0 Intersection Capacity Utilization 54.8% ICU Level of Service A' Analysis Period(min) 15 c Critical Lane Group r ' \\vhb\proj\Providence\72189.10\tech\Traffic\synchro\Revised November 2011\2013 Build No Mit-AM.sy7 Synchro 6 Report VHB,Inc. 6: Chapel Rd&Route 30 Signal Timings and Queues 2013 Build(No Mit)Weekday PM Peak Hour Lane Configurations ►� �, ►) Volume(vph) "90 70 30 ' 55 25 605 " 20 110 75 Lane Group Flow(vph) 105 104 34 80 27 805 0 138 80 Turn Type pm+pt Perm pm+pt Perm Perm Protected Phases 3 4 4 1 2 2 Permitted Phases 4 3 4 2 1 2 2 , Detector Phases 3 4 4 4 1 2 2 2 2 Minimum Initial(s) 5.0 15.0 15,0 15.0 5.0 18.0 18.0 18.0 18.0 Minimum Split(s) 10.0 20.0 20.0 20.0 9.0 22.0 22.0 22.0 22.0 Total Split(s) 25.0 30.0 30.0 30.0 11.0 34.0 34.0 34.0 340 Total Split(%) 25.0% 30.0% 30.0% 30.0% 11.0% 34.0% 34.0% 34.0% 34.0% ' Yellow Time(s) 3,0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 All-Red Time(s) 2.0 2.0 2.0 2.0 1.0 1.0 1.0 1.0 1.0 Lead/Lag Lead Lag Lag Lag " Lead Lag Lag Lag Lag Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Recall Mode None None None None None Min Min Min Min ' We Ratio 0.26 0.17 0.14 0.22 0.04 0.78 0.28 0.09 Control Delay 16.4 12.3 25.9 22.1 11.0 22.1 16.8 4.4 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 16,4 123 25.9 22.1 11.0 22.7 16.8 4.4 Queue Length 50th(ft) 25 19 11 21 6 -305 34 0 Queue Length 95th(ft) 62 54 37 63 19 #591 100 26' Internal Link Dist(ft) 1869 1186 2685 1220 Turn Bay Length(ft) 150 150 110 300' Base Capacity(vph) 486 731 360 515 636 1033 487 850 Starvation Cap Reductn 0 0 0 0 0 0 0 0' Spillback Cap Reductn 0 0 0 0 0 0 0 0 Storage Gap Reductn 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.22 0.14 0.09 0.16 0.04 0.78 0.28 0.09 Cycle Length: 100 ' Actuated Cycle Length.81.6 Natural Cycle:70 Control Type.Actuated-Uncoordinated ' - Volume exceeds capacity,queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity,queue may be longer. Queue shown is maximum after two cycles. Splits and Phases: 6:Chapel Rd&Route 30 ' 11,101 OV m2 m3 --f►m4 r \\ri-data\PROJECTS\72189.10\tech\Traffic\synchro\Revised November 2011\2013 Build No Mit-PM.sy7 Synchro 6 Report ' VHB,Inc. ' 6: Chapel Rd&Route 30 Signal Timings and Queues P 9 9 2013 Build(No Mit)Weekday PM Peak Hour Lane Configurations Ideal Flow(vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 11900 1900 Lane Width 11 11 12 11 11 12 11 11 12 12 11 11 Total Lost time(s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Lane Util.Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1,00 0,97 1,00 0,97 i 1.00 0,97 1,00 0.85 ' Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 0.99 1.00 Satd.Flow(prot) 1694 1724 1711 1743 1711 1751 1770 1516 Flt Permitted 0.70 1.00 0.69 1.00 0.67 1.00 0.87 1.00 Satd.Flow(perm) 1257 1724 1242 1743 1204 1751 1552 1516 Volume(vph) 90 70 20 30 55 15 25 605 135 20 110 75 ' Peak-hour factor,PHF 0.86 0.86 0.86 0.87 0.87 0.87 0.92 0.92 0.92 0.94 0.94 0,94 Adj.Flow(vph) 105 81 23 34 63 17 27 658 147 21 117 80 RTOR Reduction(vph) 0 15 0 0 11 0 0 6 0 0 0 39 Lane Group Flow(vph) 105 89 0 34 69 0 27 799 0 0 138 41 ' Heavy Vehicles(%) 3% 3% 3% 2% 2% 2% 2% 2% 2% 3% 3% 3% Turn Type pm+pt Perm pm+pt Perm Perm Protected Phases> 3 4 4 1 2 2 Permitted Phases 4 3 4 2 1 2 2 ' Actuated Green,G,(s) 21.0 21.0 13.7 13.7 45.6 45,6 43.2 43.2 Effective Green g(s) 23.0 23.0 14.7 14.7 45.6 45.6 43.2 43.2 Actuated g/C Ratio 0.27 0.27 0.17 0.17 0,54 0.54 0.51 0.51 Clearance Time(s) 5.0 5.0 5.0 5.0 4.0 4.0 4.0 4.0 Vehicle'Extension'(s) 2.0 3.0 3.0 ' 3.0 2.0 6.0 6.0 6.0 Lane Grp Cap(vph) 385 550 216 303 663 1027 793 774 v/s Ratio Prot c0.03 0.03 0.04 0.00 c0.40 v/s Ratio Perm c0.05 0.02 0.03 0.02 0.06 0.09 0.03 v/c Ratio 0.27 0.16 0.16 0.23 0.04 0,78 0.17 0.05 Uniform belay,d1 23.9 23.5 29.7 30.1 9.1 15.5 11.1 10.4 Progression Factor 1.00 1.00 1.00 1.00 1,00 1.00 1.00 1.00 Incremental Delay,d2 0.1 0.1 0.3 0.4 0.0 4.8 0.3 0.1 Delay(s)', 24.0 236 30.0 30.5 9.1 20.2 11.4 10.5 Level of Service C C C C A C B B ' Approach Delay(s). 23.8 30.3 19.9 11.1 Approach LOS C C B B HCM Average Control Delay 19.9 HCM Level of Service B 1 HCM Volume to Capacity ratio 0,62 Actuated Cycle Length(s) 84.6 Sum of lost time(s) 12.0 Intersection Capacity Utilization 77.5% ICU Level of Service D Analysis Period(min) 15 c Critical Lane Group \\ri-data\PROJECTS\72189.10\tech\Traffic\synchro\Revised November 2011\2013 Build No Mit-PM.sy7 Synchro 6 Report VHB,Inc. 6: Chapel Rd&Route 30 ' P Queues 2013 Build Phase 1 Weekday AM Peak Hour(with Approved Phase 1 Mitigations) Lane Configurations '� '� �. ►� �, Volume(vph) 40 50 65 90 10 90 15 315 280 , Lane Group Flow(vph) 47 94 76 128 11 113 0 355 301 Turn Type pm+pt Perm pm+pt Perm Perm Protected Phases' 3 4 4 1 2 2 Permitted Phases 4 3 4 2 1 2 2 , Detector Phases 3 4 4 4 1 2 2 2 2 Minimum Initial(s) 5.0 15.0 18.0 15.0 5.0 18.0 18.0 18.0 18.0 Minimum Split(s) 10.0 20.0 20.0 20.0 9.0 22.0 22.0 22.0 22.0 Total Split(s) 16.0 26.0 26.0 26.0 15.0 43.0 43.0 43.0 43.0 Total Split(%) 16.0% 26.0% 26.0% 26.0% 15.0% 43.0% 43.0% 43.0% 43.0% ' Yellow Time(s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 All-Red Time(s) 2.0 2.0 2.0 2.0 1.0 1.0 1.0 1.0 1.0 Lead/Lag Lead Lag Lag Lag. Lead Lag Lag Lag Lag Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Recall Mode None None None None None Min Min Min Min ' v/c Ratio 0.14 0.17 0.24 0.28 0.03 0.12 0.36 0.31 Control Delay 16.3 10.2 22.5 20.0 10.6 8.2 12.1 2.7 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 16.3 10.2 22.5 20.0 10.6 8.2 12.1 2.7 ' Queue Length 50th(ft) 7 10 12 20 1 14 55 0 Queue Length 95th(ft) 38 51 73 102 9 48 200 43 Internal Link Dist(ft) 1869 1186 2685 1220 Turn Bay Length(ft) 150 150 110 300 Base Capacity(vph) 385 651 394 558 454 1106 1144 1092 , Starvation Cap Reductn 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 Storage Cap Reductn " 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.12 0.14 0.19 0.23 0.02 0.10 0.31 0.28 Cycle Length:100 ' Actuated Cycle Length:71.2i Natural Cycle:65 Control Type:Actuated-Uncoordinated ' Splits and Phases: 6:Chapel Rd&Route 30 ` 01 10 02 m3 m4 029 \\vhb\proj\Providence\72189.10\tech\Traffic\synchro\Revised November 2011\2 013 Build Phase 1-AM.sy7 ' VHB,Inc. Synchro 6 Report 6: Chapel Rd& Route 30 HCM Signalized Intersection Capacity Analysis 2013 Build Phase 1 Weekday AM Peak Hour(with Approved Phase 1 Mitigations) Lane Configurations I T. T. A Ideal Flow(vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Lane Width 11 11 12 11 11 12 11 11 12 12 11 11 Total Lost time(s) 4.0 4.0 4.0 4.0 4.0 4;.0 4.0 4.0 Lane Util.Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 0,94 1,00 ': 0,97 1,00 0 99 1.00 0,85 ' Fit Protected 0.95 1.00 0.95 1.00 0.95 1.00 1.00 1.00 Satd.Flow(prot) 1662 1652 1678 1718 1601 11660 1797 1531 Fit Permitted 0.65 1.00 0.70 1.00 0.48 1.00 0.99 1.00 Satd.Flow(perm) 1140 1652 1229 1718 802 1660 1781 1531 Volume(vph) 40 50 30 65 90 20 10 90 10 15 315 280 ' Peak-hour factor,PHF 0.85 0.85 0.85 0.86 0.86 0.86 0.88 0,88 0.88 0.93 0.93 0,93 Adj.Flow(vph) 47 59 35 76 105 23 11 102 11 16 339 301 RTOR Reduction(vph) 0 25 0 0 1 8 0 0 4 0 0 ' 0 147 Lane Group Flow(vph) 47 69 0 76 120 0 11 109 0 0 355 154 Heavy Vehicles(%) 5% 5% 5% 4% 4% 4% 9% 9% 9%'' 2% 2% 2% Turn Type pm+pt Perm pm+pt Perm Perm Protected Phases 3 4 4 1 2 2 Permitted Phases 4 3 4 2 1 2 2 Actuated Green,G(s) 18.6 18.6 15.9 15.9 40.1 401 39.2 39.2 Effective Green,g(s) 20.6 20.6 16.9 16.9 40.1 40.1 39.2 39.2 Actuated g/C Ratio 0.27 0.27 0.22 0.22 0,52 0.52 0.51 0.51 Clearance Time(s) 5.0 5.0 5.0 5.0 4.0 4.0 4.0 4.0 Vehicle iExtension(s) 2.0 3.0 3.0 3.0 2.0 6.0 6.0 6.0 Lane Grp Cap(vph) 331 530 271 379 429 954 910 782 v/s Ratio Prot 0.01 c0.03 c0.07 0.00 c0.06 v/s Ratio Perm 0.03 0.01 0.06 0.01 0.01 c0.20 0.10 v/c Ratio 0.14 0.13 0.28 0.32 0.03 0.11 0.39 0.20 Uniform Delay,d1 21.1 21.3 24.8 25.1 9.0 9.3 11.5 10.2 ' Progression Factor 1.00 1.00 1,00 1.00 1.00 1.00 1.00 1.00 Incremental Delay,d2 0.1 0.1 0.6 0.5 0.0 0.2 0.8 0.3 Delay(s) 212. 21.4 25.4 25.5 9.0 94 12.2 10.5 Level of Service C C C C A A B B Approach Delay(s) 21.3 25.5 9.4 11:5 Approach LOS C C A B HCM Average Control Delay 15.0 HCM Level of Service B HCM Volume to Capacity ratio 0.36 Actuated Cycle Length(s) 76.7 Sum of lost time(s) 16.0 Intersection Capacity Utilization 54.8%' ICU Level of Service. A Analysis Period(min) 15 c Critical Lane Group \\vhb\proj\Providence\72189.10\tech\Traffic\synchro\Revised November 2011\2013 Build Phase 1-AM.sy7 VHB,Inc. Synchro 6 Report 1 6: Chapel Rd&Route 30 Signal Timings and Queues 2013 Build Phase 1 Weekday PM Peak Hour(with Approved Phase 1 Mitigations) Lane Configurations ►� �, Volume(vph) 90 70 30 55 25 605 20 110 75 ' Lane Group Flow(vph) 105 104 34 80 27 805 0 138 80 Turn Type PM,+pt Perm pm+pt Perm Perm Protected Phases 3 4 4 1 2 2 Permitted Phases 4 3 4 2 1 2 2 ' Detector Phases 3 4 4 4 1 2 2 2 2 Minimum Initial(s) 5.0 15.0 - 15.0 15.0 4.0 18.0 18.0 18:0 18.0 Minimum Split(s) 10.0 20.0 20.0 20.0 8.0 22.0 22.0 22.0 22.0 Total Split(s) 12.0 20.0 20.0 20.0 12.0 153.0 53.0 53.0 53.0 Total Split(%) 12.4% 20.6% 20.6% 20.6% 12.4% 54.6% 54.6% 54.6% 54.6% ' Yellow Time(s) 3.0 3.0 3.0 3.0 ` 3.5 3.0 3.0 30 3.0 All-Red Time(s) 2.0 2.0 2.0 2.0 0.5 1.0 1.0 1.0 1.0 Lead/Lag Lead tag Lag Lag Lead Lag Lag Lag Lag Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Recall Mode None None None None None Min Min Min Min v/c Ratio 0.32 0.21 0.16 0.26 0.04 0.68 0.14 0.08 Control Delay 25.8 20.7 34.7 29.7 8.2 15.2 10.9 3.1', Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total'Delay 25.8 20.7 34.7 29.7 8.2 15.2 10.9 3.1 Queue Length 50th(ft) 40 33 15 31 6 301 32 0 Queue Length 95th(ft) 86 77 44 76 16 453 77 22 Internal Link Dist(ft) 1869 1186 2685 1220 Turn Bay Length(ft) 150 150 110 300 Base Capacity(vph) 331 494 212 308 765 1200 988 994 Starvation Cap Reductn 0 0 0 0 0 0 0 0' Spillback Cap Reductn 0 0 0 0 0 0 0 0 Storage Gap Reductn 0 0 0 0 0 0 0 0' Reduced We Ratio 0.32 0.21 0.16 0.26 0.04 0.67 0.14 0.08 Cycle Length:97 Actuated Cycle Length:93.3' Natural Cycle:70 . Control Type:Actuated-Uncoordinated Splits and Phases: 6:Chapel Rd&Route 30 11�' mt m2 _m3 #04 RUM \\vhb\prof\Providence\72189.10\tech\Traffic\synchro\Revised November 2011\2013 Build Phase 1-PM.sy7 Synchro 6 Report ' VHB,Inc. 6: Chapel Rd&Route 30 Si nal Timings and Queues P 9 9 2013 Build Phase 1 Weekday PM Peak Hour(with Approved Phase 1 Mitigations) Lane Configurations I T T* A 4 Ideal Flow(vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 : 1900 1900 Lane Width 11 11 12 11 11 12 11 11 12 12 11 11 Total Lost time(s); -4.0 4.0 4.0, 4.0 4.0 4.0 4.0 4.0 Lane Util.Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 ' Frt 1.00 0.97 1.00 0.97 1.00 0.97 1.00 0.85 Fit Protected 0.95 1.00 0.95 1.00 0.95 1.00 0.99 1.00 Said Flow(prot) 1694 1724 1711 1743 1711 1751 1770 1516 Fit Permitted 0.70 1.00 0.69 1.00 0.67 1.00 0.87 1.00 Satd.Flow(perm) 1257 1724 1242 1743 1204 1751 1558 1516 ' Volume(vph) 90 70 20 30 55 15 25 605 135 20 110 75 Peak-hour factor,PHF 0.86 0.86 0.86 0.87 0.87 0.87 0,92 0.92 0.92 0.94 0.94 0.94 Adj.Flow(vph) 105 81 23 34 63 17 27 658 147 21 117 80 RTOR Reduction(vph) 0 12 0 0 10 0 0 8 0 0 0 32 Lane Group Flow(vph) 105 92 0 34 70 0 27 797 0 0 138 48 Heavy Vehicles(%) 3% 3% 3% 2% 2°% 2% 2% 2% 2% 3% 3% 3% Turn Type pm+pt Perm pm+pt Perm Perm Protected Phases 3 4 4 1 2 2 Permitted Phases 4 3 4 2 1 2 2 Actuated Green,G(s) 18.8 18.8 12.9 12.9 60.3 60.3 57.7 57.7 Effective Green,g(s) 20.8 20.8 13.9 13.9 60.3 60.3 57.7 57.7 Actuated;g/C Ratio 0.21 0.21 0.14 ' 0.14 0.62 0.62 0.59 0.59 Clearance Time(s) 5.0 5.0 5.0 5.0 4.0 4.0 4.0 4.0 Vehicle Extension(s) 2.0 3`.0 3.0 3.0 "3.0 6.0 6.0 6.0 ' Lane Grp Cap(vph) 300 440 178 250 761 1160 926 901 v/s Ratio Prot cO.02 0.03 0.04 MO cO.41 v/s Ratio Perm cO.05 0.02 0.03 0.02 0.05 0.09 0.03 v/c Ratio` 0,35 0.21 0.19 0.28 0.04 0.69 0.15 0.05 Uniform Delay,d1 32.0 31A 36.6 37.1 7.1 12.2 8.8 8.3 ' Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1,00 Incremental Delay,d2 0.3 0.2 0.5 0.6 0.0 2.6 0.2 0.1 Delay(s) 32.2 31.6 37.2 37.7 7.1 14.8 9.0 8.3 Level of Service C C D D A B A A Approach Delay(s) 3159 37.6 14.5 8.7 - Approach LOS C D B A HCM Average Control Delay 18.2 HCM Level of Service B ' HCM Volume to Capacity ratio 0.60 Actuated Cycle Length(s) 97.1 Sum of lost time(s) 12.0 Intersection Capacity Utilization 77.5% ICU Level of Service D Analysis Period(min) 15 c -Critical Lane Group ' \\vhb\proj\Providence\72189.10\tech\Traffic\synchro\Revised November 2011\2013 Build Phase 1-PM.sy7 Synchro 6 Report VHB,Inc. 1 6: Chapel Rd& Route 30 Queues 2015 No-Build with Phase 1 Weekday AM Peak Hour Lane Configurations '� �, ►� - ►j Volume(vph) 40 55 70 90 10 90 15 320 285 Lane Group Flow(vph) 47 100 81 128 11 113 0 360 306 Turn Type pm+pt Perm pm+pt Perm Perm Protected Phases 3 4 4.. 1 2 2 Permitted Phases 4 3 4 2 1 2 2 , Detector Phases 3 4 4 4 1 2 2 2 2 Minimum Initial(s)i 5,0 15.0 15.0 15.0 5.0 18.0 18.0 1&0 18.0 Minimum Split(s) 10.0 20.0 20.0 20.0 9.0 22.0 22.0 22.0 22.0 Total Split(s) 16.0 26.0 '26.0 26.0'' 15.0 43.0 43.0 43.0 43.0 Total Split(%) 16.0% 26.0% 26.0% 26.0% 15.0% 43.0% 43.0% 43.0% 43.0% , Yellow Time(s) 3,0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 All-Red Time(s) 2.0 2.0 2.0 2.0 1.0 1.0 1.0 1.0 1.0 Lead/Lag Lead Lag Lag Lag Lead Lag Lag Lag Lag Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Recall Mode None None None None None Min Min Min Min v/c Ratio 0.13 0.17 0.27 0.30 0.03 0.12 0.37 0.31 Control Delay 15.3 10.7 24.3 21.5 ' 11.2 8.9 13.2 2.7 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 15.3 10.7 24.3 21.5 11.2 8.9 13.2 2.7 Queue Length 50th(ft) 8 12 21 31 2 22 89 0 Queue Length 95th(ft) 38 55 76 102 9 49 204 43' Internal Link Dist(ft) 1869 1186 2685 1220 Turn Bay Length(ft) 150 150 110 300 Base Capacity(vph) 415 673 369 525 442 1077 1112 1072 ' Starvation Cap Reductn 0 0 0 0 0 0 0 0. Spillback Cap Reductn 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.11 0.15 0.22 0.24 0.02 0.10 0.32 0.29 Cycle Length: 100 Actuated Cycle Length:74.1' Natural Cycle:65 Control Type:Actuated-Uncoordinated ' Splits and Phases: 6:Chapel Rd&Route 30 0 1 m2 m3 m4 \\vhb\proj\Providence\72189.10\tech\Traffic\synchro\Revised November 201 1\2015 No-Build with Phase 1-AM.sy7 VHB,Inc. Synchro 6 Report 6: Chapel Rd& Route 30 HCM Signalized Intersection Capacity Analysis 2015 No-Build with Phase 1 Weekday AM Peak Hour Lane Configurations '4 Vi T. ' Ideal Flow(vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Lane Width 11 11 12 11 11 12 11 11 12 12 11 11 Total Lost time(s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Lane Util.Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 0.95 1.00 0.97 1,00 0.99 1.00 0.85 ' Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 1.00 1.00 Satd.Flow(prot) 1662 1657 1678 1718 1601 1660 1797 1531 Flt Permitted 0.64 1.00 0.69 1.00 0.47 1.00 0.99 1.00 Satd.Flow(perm) 1126 1657 1223 1718 791 1660 1781 ,1531 Volume(vph) 40 55 30 70 90 20 10 90 10 15 320 285 Peak-hour.factor,PHF 0.85 0.85 0.85 0.86 0.86 0.86 0.88 0.88 0.88 0.93 0.93 0.93 Adj.Flow(vph) 47 65 35 81 105 23 11 102 11 16 344 306 RTOR Reduction(vph) 0 22 0 0 8 0 0 4 © 0 0 150 Lane Group Flow(vph) 47 78 0 81 120 0 11 109 0 0 360 156 Heavy Vehicles(%) 5% 5% 5% 4% ' 4% 4% 9% 9% 9% 2% ': 2% 2% Turn Type pm+pt Perm pm+pt Perm Perm Protected Phases 3 4 4 1 2 2 Permitted Phases 4 3 4 2 1 2 2 Actuated Green,G(s) 19.6 19.6 15.4 15.4 40.9 40.9 40.0 40.0 Effective Green,g(s) 21.6 21.6 16.4 16.4 40.9 40.9 40.0 40.0 Actuated g/C Ratio 0.28 0.28 0.21 0.21 0.52 0.52, 0.51 0.51 Clearance Time(s) 5.0 5.0 5.0 5.0 4.0 4.0 4.0 4.0 Vehicle'Extension(s) 2.0 3.0 3.0 3.0 2.0 6.0 6.0 6.0 Lane Grp Cap(vph) 345 540 256 359 421 949 908 780 v/s Ratio Prot 0.01 c0.03 c0.07 0.00 c0.06 v/s Ratio Perm 0.03 0.02 0.07 0.01 0.01 c0.20 0.10 v/c Ratio 0.14 0.14 0.32 0.33 0.03 0.12 0.40 0.20 Uniform Delay,dl 21,2 21.5 26.3 26A 9.3 9.6 11.8 10.5 ' Progression Factor 1A0 1.00 1,00 1.00 `1`.00 1.00 1.00 1.00 Incremental Delay,d2 0.1 0.1 0.7 0.6 0.0 0.2 0.8 0.4 Delay(s) 21,3 21.6 27.0 27.0 9.3 9.7 12.6 10.9 Level of Service C C C C A A B B Approach Delay(s) 215 27.0 97 11.8 Approach LOS C C A B _... HCM Average Control Delay 15.6 HCM Level of Service B ' HCM Volume to Capacity ratio 0.36 Actuated Cycle Length(s) 78.5 Sum of lost time(s) 16.0 Intersection Capacity Utilization 55.1% ICU Level of Service B' Analysis Period(min) 15 c Critical Lane Group \\vhb\prof\Providence\72189.10\tech\Traffic\synchro\Revised November 2011\2015 No-Build with Phase 1-AM.sy7 VHB,Inc. Synchro 6 Report 6: Chapel Rd& Route 30 Signal Timings and Queues 2015 No-Build with Phase 1 Weekday PM Peak Hour Lane Configurations Volume(vph) - 90 75 30 60 25 620 20 110 80 ' Lane Group Flow(vph) 105 110 34 86 27 821 0 138 85 Turn Type pm+pt Perm pm+pt Perm Perm Protected Phases 3 4 4 1 2 2 Permitted Phases 4 3 4 2 1 2 2 , Detector Phases 3 4 4 4 1 2 2 2 2 Minimum Initial(s) 5.0 15.0 15.0 15.0 4.0 18.0 18.0 18.0 18.0 Minimum Split(s) 10.0 20.0 20.0 20.0 8.0 22.0 22.0 22.0 22.0 Total Split(s) 12.0 20.0 20.0 20.0 12.0 53.0 53.0 530 53.0 Total Split(%) 12.4% 20.6% 20.6% 20.6% 12.4% 54.6% 54.6% 54.6% 54.6% ' Yellow Time(s) 3.0 3.0 3.0 3.0 3.5 -3.0 3.0 3.0 3.0 All-Red Time(s) 2.0 2.0 2.0 2.0 0.5 1.0 1.0 1.0 1.0 Lead/Lag Lead Lag Lag Lag Lead Lag Lag Lag Lag Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Recall Mode None None None None None Min Min Min Min We Ratio 0.33 0.22 0.16 0.28 0.04 0.69 0,14 0.09 Control Delay 26.0 21.2 34.8 30.6 8.2 15.6 10.9 3.0 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 26.0 21.2 34.8 30.6 8.2 15.6 10`.9 3.0 Queue Length 50th(ft) 40 36 15 34 6 312 32 0 Queue Length 951tt(ft) 86 82 45 81 16 472 77 22' Internal Link Dist(ft) 1869 1186 2685 1220 Turn Bay',Length(ft) 150 150 110 300 Base Capacity(vph) 327 491 210 306 768 1200 986 995 ' Starvation Cap Reductn 0 0 0' 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 Storage Gap Reductn 0 0 0 0 u 0 0 0 0' Reduced We Ratio 0.32 0.22 0.16 0.28 0.04 0.68 0.14 0.09 Cycle Length:97 Actuated Cycle Length-.93.8 Natural Cycle:70 , Control Type:Actuated-Uncoordinated ' Splits and Phases: 6:Chapel Rd&Route 30 01 m2 03 "�1►04 \\ri-data\PROJECTS\72189.10\tech\Traffic\synchro\Revised November 2011\2015 No-Build with Phase 1-PM.sy7 Synchro 6 Report VHB,Inc. 6: Chapel Rd&Route 30 Signal Timings and Queues 2015 No-Build with Phase 1 Weekday PM Peak Hour Lane Configurations w" ' ideal Flow(vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 19D0 Lane Width 11 11 12 11 11 12 11 11 12 12 11 11 Total Lost time(s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Lane Util.Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frl 1.00 0.97 1,00 0.97 1.00 0.97 1.00 0.85 Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 0.99 1.00 Satd.Flow(prot) 1694 1727 1711 1747 1711 1752 1770 "1516 Flt Permitted 0.69 1.00 0.69 1.00 0.67 1.00 0.87 1.00 Satd.Flow(perm) 1232 1727 1235 1747 1204 1752 1554 1516 ' Volume(vph) 90 75 20 30 60 15 25 620 135 20 110 80 Peak-hour factor,PH 0.86 0.86 0.86 0.87 0.87 0.87 0.92 0.92 0.92` 0.94 0.94 0.94 Adj.Flow(vph) 105 87 23 34 69 17 27 674 147 21 117 85 RTOR Reduction(vph) 0 11 0 0 9 0 0 8 0 0 0 34 Lane Group Flow(vph) 105 99 0 34 77 0 27 813 0 0 138 51 Heavy Vehicles(°lo) 3% 3% 3% 2% 2% 2% 2% 2% 2% 3% 3% 3% Turn Type pm+pt Perm pm+pt Perm Perm Protected Phases 3 4 4 1 2' 2 Permitted Phases 4 3 4 2 1 2 2 ' Actuated Green,G(s) 18.8 18.8 12.9 12.9 60.8 M8 58.2 58.2 Effective Green,g(s) 20.8 20.8 13.9 13.9 60.8 60.8 58.2 58.2 Actuated g/C Ratio 0.21 0.21 0.14 0.14 0.62 0.62 0.60 0,60 Clearance Time(s) 5.0 5.0 5.0 5.0 4.0 4.0 4.0 4.0 Vehicle Extension(s) 2.0 3.0 3.0 3.0 3.0 6.0 6.0 6.0 Lane Grp Cap(vph) 295 439 176 249 764 1163 927 904 v/s Ratio Prot c0,03 0.03 0.04 0.00 c0.42 v/s Ratio Perm c0.05 0.03 0.03 0.02 0.05 0.09 0.03 v/c Ratio 0,36 0,23 0.19 0.31 0.04 0.70 0.15 0.06 Uniform Delay,d1 32.2 31.7 36.9 37.5 7.0 12.3 8.7 8.2 ' Progression Factor 1,00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay,d2 0.3 0.3 0.5 0.7 0.0 2.8 0.2 0.1 Delay(s) 32.5 32.0 37.4 38.2 7.1 15.1 8.9 8.3 Level of Service C C D D A B A A Approach'Delay(s) 32.2 38.0 14.8 8.7 Approach LOS C D B A HCM Average Control Delay 18.5 HCM Level of Service B HCM Volume to Capacity ratio 0.62 Actuated Cycle Length(s) 97.6 Sum of lost time(s) 12.0 Intersection Capacity Utilization 78.3% ICU Level of Service' D'+ Analysis Period(min) 15 .c Critical Lane Group \\ri-data\PROJECTS\72189.10\tech\Traffic\synchro\Revised November 2011\2015 No-Build with Phase 1-PM.sy7 Synchro 6 Report VHB,Inc. 6: Chapel Rd&Route 30 Queues 2015 Build with Phase 2(Full Build)Weekday AM Peak Hour __0 --.* Lane Configurations ►� �, ►� ►� f, �► Volume(vph) 40 55 85 90 10 115 , 15 370 285 , Lane Group Flow(vph) 47 100 99 128 11 148 0 414 306 Turn Type pm+pt Perm pm+pt Perm Perm Protected Phases 3 4 4 1 2 2 Permitted Phases 4 3 4 2 1 2 2 Detector Phases 3 4 4 4 1 2 2 2 2 Minimum Initial(s) 5.0 15.0 15.0 15.0 5.0 18.0 18.0 18.0 18.0 Minimum Split(s) 10.0 20.0 20.0 20.0 9.0 22.0 22.0 22.0 22.0 Total Split(s) 16.0 26.0 26.0 26.0 15.0 ,:43.0 43.0 43.0 43.0 Total Split(%) 16.0% 26.0% 26.0% 26.0% 15.0% 43.0% 43.0% 43.0% 43.0% ' Yellow Time(s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 10 3.0 All-Red Time(s) 2.0 2.0 2.0 2.0 1.0 1.0 1.0 1.0 1.0 Lead/Lag Lead Lag Lag Lag; Lead Lag Lag Lag Lag Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Recall Mode None None None None None Min Min Min Min v/c Ratio 0.13 0.17 0.34 0.30 0.03 0.15 0.42 0.31 Control Delay 16.0 11.2 25.9 22.3> 11.3 9.0 13,8 2.7 Queue-Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 16.0 11.2 25.9 22.3 11.3 9.0 13.8 ' 2.7 ' Queue Length 50th(ft) 10 14 29 34 2 30 107 0 Queue Length 95th(ft) 38 55 90 102 ' 10 64 251 45 Internal Link Dist(ft) 1869 1186 2685 1220 Turn Bay Length(ft) 150 150 110 300 Base Capacity(vph) 407 656 359 512 411 1070 1108 1069 ' Starvation Cap Reductn, 0 0 0 0 ' 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.12 0.15 0.28 0.25 0.03 0.14 0.37 0.29 Cycle Length:100 ' Actuated Cycle Length:76.3+ Natural Cycle:65 Control Type:Actuated-Uncoordinated ' Splits and Phases: 6:Chapel Rd&Route 30 m1 o2 03 m4 .. r t \\vhb\proj\Providence\72189.10\tech\Traffic\synchro\Revised November 2011\2015 Build with Phase 2(Full Build)-AM.sy7 ' VHB, Inc. Synchro 6 Report ' HCM Signalized Intersection Capacity Analysis 6: Chapel Rd&Route 30 g p ty y 2015 Build with Phase 2(Full Build)Weekday AM Peak Hour Lane Configurations ►� �, �. ' Ideal Flow(vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Lane Width 11 11 12 11 11 12 11 11 12 12 11 11 Total Lost time(s)! 4.0 4.0 4.0 4.0 4.0 4..0 4.0 4:0 Lane Util.Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1,00 0.95 1,00 0.97 1,.00 0.98 1.00 0.85 FIt Protected 0.95 1.00 0.95 1.00 0.95 1.00 1.00 1.00 Said Flow(prot) 1662 1657 1678 1718 1601 1656 1797 1531 Flt Permitted 0.64 1.00 0.69 1.00 0.43 1.00 0.99 1.00 Satd.Flow(perm)` 1116 1657 1223 1718 719 1656 1782 '1531 ' Volume(vph) 40 55 30 85 90 20' 10 115 15 15 370 285 Peak-hour factor,PHF 0.85 0.85 0.85 0.86 0.86 0.86 0.88 0.88 0.88 0.93 0.93 0.93 Adj.Flow(vph) 47 65 35 99 105 23 11 131 17 16 398 306 RTOR Reduction(vph) 0 23 0 0 8 0 0 5 0 0 0 147 Lane Group Flow(vph) 47 77 0 99 120 0 11 143 0 0 414 159 Heavy Vehicles(%) 5% 5% 5% 4% 4% 4% 9% 9% 9% 2% 2% 2% Turn Type pm+pt Perm pm+pt Perm Perm Protected Phases 3 4 4 1 2 2 Permitted Phases 4 3 4 2 1 2 2 Actuated Green,G(s) 19.8 19.8 15.6 15.6' 43.0 43.0 42.1 42.1 ' Effective Green,g(s) 21.8 21.8 16.6 16.6 43.0 43.0 42.1 42.1 Actuated g/C Ratio 0.27 0.27 0.21 0.21 0.53 0,53 0.52 0,52 Clearance Time(s) 5.0 5.0 5.0 5.0 4.0 4.0 4.0 4.0 Vehicle Extension(s) 2.0 3.0 3.0 3.0 2.0 6.0 6.0 6.0 Lane Grp Cap(vph) 336 529 251 353 392 963 928 798 v/s Ratio Prot 0.01 c0.03 0.07 0.00 c0:08 v/s Ratio Perm 0.03 0.02 c0.08 0.01 0.01 c0.23 0.10 v/cRatio 0,14 0.15 0.39 0.34 0':03 0.15 0.45 0.20 Uniform Delay,d1 22.2 22.4 27.8 27.4 8.3 9.6 12.1 10.3 ' Progression Factor- 1,00 1.00 1.00 1 M 1.00 1.00 1.00 1.00 Incremental Delay,d2 0.1 0.1 1.0 0.6 0.0 0.2 1.0 0.3 Delay(s) 22.2 22.6 28.8 28.0 9.3 9.8 13.0 10.7 Level of Service C C C C A A B B Approach Delay(s) 22.5 28.3 9.8 12.0 Approach LOS C C A B HCM Average Control Delay 15.9 HCM Level of Service B HCM Volume to Capacity ratio 0.41 Actuated Cycle Length(s) 80.8 Sum of lost time(s) 16.0 Intersection Capacity Utilization 55A% ICU Level of Service B Analysis Period(min) 15 c Critical Lane Group ' \\vhb\proj\Providence\72189.10\tech\Trafric\synchro\Revised November 2011\2015 Build with Phase 2(Full Build)-AM.sy7 VHB,Inc. Synchro 6 Report 6: Chapel 'ape Rd&Route 30 Signal Timings and Queues 2015 Build with Phase 2(Full Build)Weekday PM Peak Hour - - Lane Configurations ►� '� �, �, Volume(vph) 95 75 40 60 25 670 20 140 80 Lane Group Flow(vph) 110 110 46 86 27 880 0 170 85 Turn Type pm+pt Perm pm+pt Perm Perm Protected Phases 3 4 4 1 2 2 Permitted Phases 4 3 4 2 1 2 2 Detector Phases 3 4 4 4 1 2 2 2 2 Minimum Initial(s) 5.0 15.0 1&0 15.0 ' 4.0 18.0 18.0 18.0 18.0 Minimum Split(s) 10.0 20.0 20.0 20.0 8.0 22.0 22.0 22.0 22.0 Total Split(s) 12.0 20.0 20.0 20.0 12.0 `53.0 53.0 53.0 53.0 Total Split(%) 12.4% 20.6% 20.6% 20.6% 12.4% 54.6% 54.6% 54.6% 54.6% ' Yellow Time(s) 3,0 3.0 3.0 3.0` 3.5 3.0 3.0 3`.0 3.0 All-Red Time(s) 2.0 2.0 2.0 2.0 0.5 1.0 1.0 1.0 1.0 Lead/Lag Lead Lag Lag Lag Lead Lag Lag Lag Lag Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Recall Mode None None None None None Min Min Min Min v/c Ratio 0.34 0.22 0.21 0.27 0.04 0.74 0.17 0.09 Control Delay 26.6 21.6 35.7 31.2 8.2 17.4 11.2 3.1 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 26.6 21.6 35.7 31.2 8.2 17.4 11.2 3.1 ' Queue Length 50th(ft) 42 36 21 34 6 357 40 0 Queue Length 95th(ft) 90 82 55 81 16 547 93 22' Internal Link Dist(ft) 1869 1186 2685 1220 Turn Bay Length(ft) 150 150 110 300 Base Capacity(vph) 332 502 219 319 732 1200 999 995 Starvation Cap Reductn 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 Storage;Cap Reductn 0 0 0 0 i' 0 0 0 0' Reduced v/c Ratio 0.33 0.22 0.21 0.27 0.04 0.73 0.17 0.09 Cycle Length:97 Actuated Cycle Length:86.41 Natural Cycle:75 Control Type:Actuated-Uncoordinated Splits and Phases: 6:Chapel Rd&Route 30 J" ml � m2 0 U m4 \\vhb\prof\Providence\72189.10\tech\Traffic\synchro\Revised November 2011\2015 Build with Phase 2(Full Build)-PM.sy7 Synchro 6 Report ' VHB,Inc. 6: Chapel Rd&Route 30 Signal Timings and Queues 2015 Build with Phase 2(Full Build)Weekday PM Peak Hour Lane Configurations ca Ideal Flow(vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Lane Width 11 11 12 11 11 12 11 11 12 12 11 11 Total Lost time(s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Lane Util.Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1,00 0,97 1.00 0,97 1.00 0,97 1,00 0,85 Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 0.99 1.00 Sattl Flow(prot) 1694 1727 1711 1747 1711 1754 1772 1516 Flt Permitted 0.70 1.00 0.69 1.00 0.65 1.00 0.89 1.00 Satd.Flow(perm)' 1250 1727 1235 1747 1170 1754 1579 1516 Volume(vph) 95 75 20 40 60 15 25 670 140 20 140 80 Peak-hour factor,PHF 0.86 0.86- 0.86 0.87 0.87 0.87 0.92 0.92 0.92 0.94 0.94 0.94 Adj.Flow(vph) 110 87 23 46 69 17 27 728 152 21 149 85 RTOR Reduction(vph) 0 11 0 0 9 0 0 8 0 0 0 35 Lane Group Flow(vph) 110 99 0 46 77 0 27 872 0 0 170 50 Heavy Vehicles(°10) 3% 3% 3% 2% 2% 2% 2% 2% 2% 3% 3% 3% Turn Type pm+pt Perm pm+pt Perm Perm Protected Phases 3 4 4 1 2 2 Permitted Phases 4 . 3 4 2 1 2 2 Actuated Green,G(s) 17.0 17.0 11.6 11.6 56.2 56.2 53.8 53.8 Effective Green,g(s) 19.0 19.0 12.6 12.6 56.2 56.2 53.8 53.8 Actuated g/C Ratio 0.21 0.21 0.14 0 14 0.62 0.62 0.59 0.59 Clearance Time(s) 5.0 5.0 5.0 5.0 4.0 4.0 4.0 4.0 Vehicle Extension(s) 2.0 3.0 3.0 3.0 3.0 6.0 6.0 6.0 ' Lane Grp Cap(vph) 292 436 171 241 735 1158 931 894 v/s Ratio Prot c0.03 0.03 0.04 0.00 c0.44 v/s Ratio Perm c0.05 0.03 0.04 0.02 0.05 0.11 0.03 v/c Ratio 0.38 0.23 0.27 0.32 M4 0,75 0.18' 0.06 Uniform Delay,d1 30.6 30.0 35.2 35.4 6.8 12.5 8.6 7.9 ' Progression Factor 1 M 1.00 1.00 1.00 1.00 1.00 1.00 ,`1.00 Incremental Delay,d2 0.3 0.3 0.9 0.8 0.0 3.7 0.3 0.1 Delay(s)', 30.9 30.3 36.0 ; 36.2 6.8 16.2 8.9 8,0 Level of Service C C D D A B A A Approach Delay(s) 30.6 36.1 16.0 8.6 Approach LOS C D B A HCM Average Control Delay 18.6 HCM Level of Service B ' HCM Volume to Capacity ratio 0.66 Actuated Cycle Length(s) 91.2 Sum of lost time(s) 12.0 Intersection Capacity Utilization 81.3% ICU Level of Service Di Analysis Period(min) 15 c Critical Lane Group ' \\vhb\proj\Providence\72189.10\tech\Traffic\synchro\Revised November 2011\2015 Build with Phase 2(Full Build)-PM.sy7 Synchro 6 Report VHB,Inc. 6: Chapel Rd&Route 30 Queues. 2015 Build with Phase 2(Full Build)Weekday AM Peak Hour __W ~ r Lane Configurations 1 1$ Volume(vph) 40 55 85 90 10 115 15 370 285 ' Lane Group Flow(vph) 47 100 99 128 11 148 0 414 306 Turn Type pm+pt Perm pm+pt Perm Perm " Protected Phases 3 4 4 1 2 2 Permitted Phases 4 3 4 2 1 2 2 Detector Phases 3 4 4 4 1 2 2 2 2 Minimum Initial(s) 5.0 15.0 15.0 15.0 5.0 18.0 18.0 18.0 18.0 Minimum Split(s) 10.0 20.0 20.0 20.0 9.0 22.0 22.0 22.0 22.0 Total Split(s) 16.0 26.0 26.0 26.0` 15.0 43.0 43.0 43.0 43.0 Total Split(%) 16.0% 26.0% 26.0% 26.0% 15.0% 43.0% 43.0% 43.0% 43.0% , Yellow Time(s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 All-Red Time(s) 2.0 2.0 2.0 2.0 1.0 1.0 1.0 1.0 1.0 Lead/Lag Lead Lag Lag Lag Lead Lag Lag Lag Lag Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Recall Mode None None None None None Min Min Min Min v/c Ratio 0.13 0.17 0.34 0.30 6.03 0.15 0.42 0.31 Control Delay 16.0 11.2 25.9 22.3 11.3 9.0 13.8 2.7 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 16.0 11.2 25.9 22.3 11.3 9.0 18.8 2.7 Queue Length 50th(11) 10 14 29 34 2 30 107 0 Queue Length 95th(ft) 38 55 90 102 10 64 251 45 Internal Link Dist(11) 1869 1186 2685 1220 Turn Bay Length(tt) 150 150 110 : 300 Base Capacity(vph) 407 656 359 512 411 1070 1108 1069 , Starvation Cap Reductn 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 Storage Gap Reductn 0 0 0 0 0, 0 0 0 Reduced We Ratio 0.12 0.15 0.28 0.25 0.03 0.14 0.37 0.29 Cycle Length:100 Actuated,Cycle Length:76.3," Natural Cycle:65 Control Type:Actuated-Uncoordinated Splits and Phases: 6:Chapel Rd&Route 30 m1 7' m2 m3 {' A rE \\vhb\prof\Providence\72189.10\tech\Traffic\synchro\Revised November 2011\2015 Build with Phase 2(Full Build)-AM with additional mitigations-edit.sy7 VHB,Inc. Synchro 6 Report ' 6: Chapel Rd&Route 30 HCM Signalized Intersection Capacity Analysis 2015 Build with Phase 2(Full Build)Weekday AM Peak Hour Lane Configurations ►j �, ►� �, Ideal Flow(vphpl) 11900 1900 1900 1900 1900 ;1900 1900 1900 1900 1900 1900 1900 Lane Width 11 11 12 11 11 12 11 11 12 12 11 11 Total Lost time(s); 4.0 4.0 4.0 4.0 4.0 4`.0 4.0 4.0 Lane Util.Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 0.95 1.00 0.97 1.00 098 1.00 0.85 Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 1.00 1.00 Said.Flow(prot) 1662 1657 1678 1718 1601 1656 1797 1531 Flt Permitted 0.64 1.00 0.69 1.00 0.43 1.00 0.99 1.00 Said.Flow(perm) 1116 1657 1223 1718 719 1656 1782 1531 Volume(vph) 40 55 30 85 90 20 10 115 15 15 370 285 Peak-hour factor,PHF 0.85 0.85 0.85 0.86 0.86 0.86 0.88 0.88 0.88 0.93 0.93 0,93 Adj.Flow(vph) 47 65 35 99 105 23 11 131 17 16 398 306 RTOR Reduction(vph) 0 23 0 0" 8 0 0 5 0 0 0 147 Lane Group Flow(vph) 47 77 0 99 120 0 11 143 0 0 414 159 Heavy Vehicles(%) 5% 5% 5% 4% 4% 4% 9% 9% 9% 2% 2% 2% Turn Type pm+pt Perm pm+pt Perm Perm Protected Phases< 3 4 4 1 2 2 Permitted Phases 4 3 4 2 1 2 2 Actuated Green,G(s) 19.8 19.8 15.6 15.6 43.0 430 42.1 42.1 Effective Green,g(s) 21.8 21.8 16.6 16.6 43.0 43.0 42.1 42.1 Actuated g/C Ratio 0.27 0.27 0.21 0.21 0.53 0.53 0.52 0.52 Clearance Time(s) 5.0 5.0 5.0 5.0 4.0 4.0 4.0 4.0 Vehicle Extension(s) 2.0 3.0 3.0- 3.0 2.0 6.0 6.0 6.0 Lane Grp Cap(vph) 336 529 251 353 392 963 928 798 v/s Ratio Prot 0,01 c0.03 0.07 0-00 c0 08 v/s Ratio Perm 0.03 0.02 c0.08 0.01 0.01 c0.23 0.10 v/c Ratio 0.14 0.15 0.39 0.34 0.03 0.15 0.45 ! 0-20 Uniform belay,dl 22.2 22A 27.8 27A 9.3 9.6 12.1 10.3 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay,d2 0.1 0.1 1.0 0.6 0.0 0.2 1.0 0.3 Delay(s): 22.2 22.6 28.8 ' 28.0 9.3 9.8 13.0 10.7 Level of Service C C C C A A B B Approach Delay(s) 22.5 28.3 9.8 12.0 Approach LOS C C A B HCM Average Control Delay 15.9 HCM Level of Service B HCM Volume'to Capacity ratio 0.41 Actuated Cycle Length(s) 80.8 Sum of lost time(s) 16.0 Intersection Capacity Utilization 55.1% ICU Level of Service B Analysis Period(min) 15 c Critical Lane Group ' \\vhb\proj\Providence\72189.10\tech\Traffic\synchro\Revised November 2011\2015 Build with Phase 2(Full Build)-AM with additional mitigations-edit.sy7 VHB,Inc. Synchro 6 Report 6: Chapel Rd& Route 30 Signal Timings and Queues 2015 Build with Phase 2(Full Build)Weekday PM Peak Hour with Additional Mitigations Lane Configurations Volume(vph) 95 75 40 60 25 670 20 140 80 Lane Group Flow(vph) 110 110 46 86 27 880 0 170 85 Turn,Type pm+pt Perm pm+pt Perm Perm' Protected Phases 3 4 4. 1 2 2 Permitted Phases 4 3 4 2 1 2 2 Detector Phases 3 4 4 4 1 2 2 2 2 Minimum Initial(s) 5.0 15.0 15.0 15.0 4.0 18.0 18.0 18.0 18.0 Minimum Split(s) 10.0 20.0 20.0 20.0 8.0 22.0 22.0 22.0 22.0 Total Split(s) 12.0 20.0 20.0 20.0 12.0 53.0 53.0 53.6 53.0 Total Split(%) 12.4% 20.6% 20.6% 20.6% 12.4% 54.6% 54.6% 54.6% 54.6% Yellow Time(s) 3.0 3.0 3.0', &0 3.5 3.0 3.0 3.0 3.0; All-Red Time(s) 2.0 2.0 2.0 2.0 0.5 1.0 1.0 1.0 1.0 Lead/Lag; Lead Lag Lag Lag Lead Lag Lag Lag Lag' Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Recall Mode None None None None None Min Min Min Min ' v/c Ratio 0.34 0.22 0.21 0.27 0.04 0.74 0.17 0.09 Control Delay 26.6 21.6 35.7: 31.2 + 8.2 17.4 112 3.1' Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 26.6 21.6 35.7 31.2 8.2 17.4 11.2 3.1 Queue Length 50th(ft) 42 36 21 34 6 357 40 0 Queue Length 95th(ft) 90 82 55 81 16 547 93 22 Internal Link Dist(ft) 1869 1186 2685 1220 Turn Bay Length(ft) 150 150 110 300 Base Capacity(vph) 332 502 219 319 732 1200 999 995 Starvation Cap Reductn 0 0 0 0 0 0 0 0' Spillback Cap Reductn 0 0 0 0 0 0 0 0 Storage Gap Reductn 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.33 0.22 0.21 0.27 0.04 0.73 0.17 0.09 Cycle Length:97 Actuated Cycle Length:86.4 Natural Cycle:75 Control Type:Actuated-Uncoordinated Splits and Phases: 6:Chapel Rd&Route 30 4- m2 'm3 r'm4 \\vhb\prof\Providence\72189.10\tech\Traffic\synchro\Revised November 2011\2015 Build with Phase 2(Full Build)-PM with additional 8yt0tiIDfisRK0b0y7 VHB,Inc. 6: Chapel Rd&Route 30 Signal Timings and Queues 2015 Build with Phase 2(Full Build)Weekday PM Peak Hour with Additional Mitigations Lane Configurations Ideal Flow(vphpi) 1900 1900, 1900 1900 19001900 1900 19 0 1900 1900 1900 ;19 0 Lane Width 11 11 12 11 11 12 11 11 12 12 11 11 Total Lost time(s)', 4.0 4.0 4.0 4.0 4.0 4,0 4.0 4.0 Lane Util.Factor 1.00 1.00 1.00 1.00 1.00 1.0o 1,00 1.o0 Frt 1.00 0.97 1.00 0.97 1,00 0,97 1.00 0,85 Fit Protected 0.95 1.00 0.95 1.00 0.95 1.00 0.99 1.00 Satd.Flow(prot) ! 1694 1727 1711 1747 1711 1754 1772 1516 Fit Permitted 0.70 1.00 0.69 1.00 0.65 1.00 0.89 1.00 Satd.Flow(perm)', 1250 1727 1235 1747 1170 1754 1579 ,1516 Volume(vph) 95 75 20 40 60 15 25 670 140 20 140 80 Peak hour factor,PHF 0.86 0.86 0M 0.87 0.87 :0.87 0,92 0.92 0.92 0.94 0.94 0,94 Adj.Flow(vph) 110 87 23 46 69 17 27 728 152 21 149 85 RTOR Reduction{vph) 0 11 0 0 9 0 0 8 0 0 0 35 Lane Group Flow(vph) 110 99 0 46 77 0 27 872 0 0 170 50 Heavy Vehicles(°!o} 3% 3% 3% 2% 2% 2% 2% 2% 2% 3% ' 3% 3% Turn Type pm+pt Perm pm+pt Perm Perm Protected Phases' 3 4 4 1 2 2 - Permitted Phases 4 3 4 2 1 2 2 Actuated Green,G(s) 17,0 17.0 11.6 11.6 56.2 56.2 53.8 53.8 Effective Green,g(s) 19.0 19.0 12.6 12.6 56.2 56.2 53.8 53.8 Actuated';g/C Ratio 0.21 021 0.14 0,14 0.62 0.62 0.59 i 0,59 Clearance Time(s) 5.0 5.0 5.0 5.0 4.0 4.0 4.0 4.0 Vehicle Extension(s) 2,0 3.0 3.0 3.0 3.0 6,0 6.0 6.0 Lane Grp Cap(vph) 292 436 171 241 735 1158 931 894 v/s Ratio Prot c0.03 6,03 0.04 0.00 c0.44 v/s Ratio Perm c0.05 0.03 0.04 0.02 0.05 0.11 0.03 v/c Ratio 0.38 0,23 0.27 0.32 0,04 0,75 0.18 0,06 Uniform Delay,dl 30.6 30.0 35.2 35.4 6.8 12.5 8.6 7.9 Progression Factor 1.06 1,00 1.00 1.00 1,00 1,00 1.00 1,00 Incremental Delay,d2 0.3 0.3 0.9 0.8 0.0 3.7 0.3 0.1 Delay(s) 30.9 30.3 36.0 36.2 6.8 M2 - 8.9 8.0 Level of Service C C D D A B A A Approach Delay(s) 30.6 36.1 MO 8.6 Approach LOS C D B A HCM Average Control Delay 18.6 HCM Level of Service B HCM Volume to Capacity ratio 0.66 Actuated Cycle Length(s) 91.2 Sum of lost time(s) 12.0 Intersection Capacity Utilization 81.3% ICU Level of Service D' Analysis Period(min) 15 c Critical Lane Group \\vhb\proj\Providence\72189.10\tech\Traffic\synchro\Revised November 2011\2015 Build with Phase 2(Full Build)-PM with additional 8yt times y7 VHB,Inc. Route 30 (Ellington Road) �. at Proposed site Drive ' ➢ 2013 Build Weekday Morning Peak Hour ➢ 2013 Build Weekday Evening Peak Hour ➢ 2015 Build Weekday Morning Peak Hour ➢ 2015 Build.Weekday Evening Peak Hour 15: Route 30 & Site Driveway HCM Unsignalized Intersection Capacity Analysis ' 2013 Build Phase 1 Weekday AM Peak Hour (with Approved Phase 1 Mitigations) Lane Configurations , Sign Control Free Free Stop Grade 0% 0% 0% Volume(veh/h) 90 105 370 40 10 25 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 Hourly flow rate(vph) 98 114 402 43 11 27 Pedestrians Lane Width (ft) Walking Speed (ft/s)' ' Percent Blockage Right turn flare(veh) Median type None Median storage veh) Upstream signal(ft) pX, platoon unblocked vC, conflicting volume 446 734 424 vC1, stage 1 conf vol uC2, stage 2 conf vol vCu, unblocked vol 446 734 424 tC, single(s) 4.1 6.4 6.2 tC, 2 stage(s) tF(s) 2.2 3.5 3.3 p0 queue free% 91 97 96 cM capacity(visWh) 1115 353 630 Volume Total ;, 98 114 446 11 27 1 Volume Left 98 0 0 11 0 Volume Right 0 0 43 0 27 cSH 1115 1700 1700 353 630 Volume to Capacity 0.09 0.07 0.26 0.03 004 Queue Length 95th (ft) 7 0 0 2 3 Control Delay(s) 8.5 0.0 0.0 15.5 11.0 Lane LOS A _ C B Approach Delay(s) 39 0.0 12.3 Approach LOS B Average Delay tf r 1.9 Intersection Capacity Utilization 40.2% ICU Level of Service A Analysis Period (min) 15 r \\vhb\proj\Providence\72189.10\tech\Traffic\synchro\Revised November 2011\2013 Build Phase 1 -AM.sy7 ' VHB, Inc. Synchro 6 Report 15: Route 30&Site Driveway 9 9 Signal Timings and Queues 2013 Build Phase 1 Weekday PM Peak Hour(with Approved Phase 1 Mitigations) a Lane Configurations Sign Control Free Free Stop Grade 0% 0% 0% Volume(veh/h) 35 725 145 15 40 90 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 Hourly flow rate(vph) 38 788 158 16 43 98 Pedestrians Lane Width(ft) Walking Speed(ft/s) Percent Blockage Right turn flare(veh) Median type None Median storage veh) Upstream signal(ft) pX,platoon unblocked vC,conflicting volume 174 1030 166 vC1,stage 1 conf vol uC2,stage 2 conf vol vCu,unblocked vol 174 1030 166 tC,single(s) 4.1 6.4 6.2 tC,2 stage(s) IF(s) 2.2 3.5 3.3 p0 queue free% 97 83 89 cM capacity(veh/h) 1403 252 879 Volume Total 38 788 174 43 ' 98 Volume Left 38 0 0 43 0 Volume Right 0 0 16 0 98 cSH 1403 1700 1700 252 879 Volume to Capacity 0!03 0.46 0.10' 0.17 0.11 Queue Length 95th(ft) 2 0 0 15 9 Control Delay(s) 7.6' 00 0.0 22.3 9.6 Lane LOS A C A Approach Delay(s); 0.4 0.0' 13.5 Approach LOS B Average Delay 1.9 Intersection Capacity Utilization 48.2% ICU Level of'Service A' Analysis Period(min) 15 \\vhb\proj\Providence\72189.10\tech\Traffic\synchro\Revised November 2011\2013 Build Phase 1 -PM.sy7 Synchro 6 Report VHB,Inc. i 15: Route 30&Site Driveway Signal Timings and Queues 2015 Build with Phase 2(Full Build)Weekday PM Peak Hour Lane Configurations ►� Sign Control Free Free Stop Grade 0% 0% 0% Volume(veh/h) 125 740 145 55 105 235 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 ' Hourly flow rate(vph) 336 804 158 60 114 255 Pedestrians Lane Width(ft) Walking Speed(f 1s) Percent Blockage Right turn flare(veh) Median type None Median storage veh) Upstream signal(ft) pX,platoon unblocked vC,conflicting volume 217 1264 188 vC1,stage 1 conf vol vC2,stage 2 conf vol vCu,unblocked vol 217 1264 188 tC,single(s) 4.1 6.4 6.2 tC,2 stage(s) tF(s) 2.2 3.5 3.3 p0 queue free% 90 32 70 cM capacity(veh/h) 1352 168 855 Iffiglagiffiffim Volume Total 136 804 217 114 255 Volume Left 136 0 0 114 0 Volume Right 0 0 60 0 255 cSH 1352 1700 1700 168 855 Volume to Capacity 110.10 0.47 0.13 0.68 0,30 Queue Length 95th(ft) 8 0 0 99 31 Control Delay(s) 8.0 0.0 0.0 62.4 11.0 Lane LOS A F.. B ' Approach Delay(s) 1.2 0.0 26.9 Approach LOS D Average Delay 7.2 Intersection Capacity Utilization 51.4% ICU Level of Service A Analysis Period(min) 15 1 ' \\vhb\prof\Providence\72189.10\tech\Traffic\synchro\Revised November 2011\2015 Build with Phase 2(Full Build)-PM.sy7 Synchro 6 Report VHB,Inc. - 15: Route 30&Site Driveway HCM Unsignalized Intersection Capacity Analysis 2015 Build with Phase 2(Full Build)Weekday AM Peak Hour Lane Configurations I t �, ►) Sign Control Free Free Stop ' Grade 0% 0% 0% Volume(veh/h) 240 105 380 105 : 45 95 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 Hourly flow rate(vph) 261 114 413 114 49 103 Pedestrians Lane Width(ft) Walking Speed(ft/s) Percent Blockage Right turn flare(veh) ' Median type None Median storage veh) Upstream signal(ft) pX,platoon unblocked vC,conflicting volume 527 1106 470 vC1,stage 1 conf Vol vC2,stage 2 conf vol vCu,unblocked vol 527 1106 470 tC,single(s) 4.1 6.4 6.2 tC,2 stage(s) tF(s) 2.2 3.5 3.3 p0 queue free% 75 72 83 cM capacity(veh/h) 1040 174 593 Volume Total 261 114 527: 49 '103 Volume Left 261 0 0 49 0 Volume Right 0 0 114 Q 103 cSH 1040 1700 1700 114 593 Volume to Capacity 0.25 0.07 0.31 028 0.17 Queue Length 95th(ft) 25 0 0 27 16 Control Delay(s) 9.6 00 0.0 33.5 12.3 Lane LOS A D B Approach Delay(s) 6.7 0.0 19.1 Approach LOS C Average Delay 5.1 Intersection Capacity Utilization 53.0% " ICU Level of Service'` A , Analysis Period(min) 15 \\ri-data\PROJECTS\72189.10\tech\Traffic\synchro\Revised November 2011\2015 Build with Phase 2(Full Build)-AM with additional mitigations.sy7 VHB,Inc. Synchro 6 Report Chapel Road at Proposed Site Drive ➢ 2013 Build Weekday Morning Peak Hour ➢ 2013 Build Weekday Evening Peak Hour ➢ 2015 Build Weekday Morning Peak Hour 2015 Build Weekday Evening.Peak Hour r ' 11: Chapel Rd & Site Driveway HCM Unsignalized Intersection Capacity Analysis 2013 Build Phase 1 Weekday AM Peak Hour (with Approved Phase 1 Mitigations) Lane Configurations , Sign Control Free Free Stop Grade Volume(veh/h) 180 70 1 495 20 1 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 Hourly flow rate(Vph) 196 76 1 538 22 1 Pedestrians Lane Width (ft) ' Walking Speed (ft/s) Percent Blockage Right turn flare(veh) Median type None Median storage veh) Upstream signal(ft) 1021 px, platoon unblocked vC,conflicting volume 272 774 234 vC1, stage 1 conf Vol vC-2, stage 2 conf Vol vCu, unblocked Vol 272 774 234 ' tC, single(s) 4.1 6.4 6.2 tC, 2 stage(s) tF(s) 2.2 3.5 3.3 ' p0 queue free% 100 94 100 cM capacity(veh/h) 1292 367 805 ' Volume Total 272 539 23 Volume Left 0 1 22 Volume.Right 76 0 1 cSH _ 1700 1292 376 Volume to Capacity 0.16 0:00 0.06 Queue Length 95th (ft) 0 0 5 Control Delay(s) 0.0 0.0 15.2 Lane LOS A C Approach Delay(s) 0.0 0.0 15.2 Approach LOS C ' Average Delay 0.4 Intersection Capacity_Utilization 36.8% ICU Level of Service A Analysis Period (min) 15 \\vhb\proj\Providence\72189.10\tech\Traffic\synchro\Revised November 2011\2013 Build Phase 1 -AM.sy7 VHB, Inc. Synchro 6 Report 11: Chapel Rd&Site Driveway Signal Timings and Queues 2013 Build Phase 1 Weekday PM Peak Hour(with Approved Phase 1 Mitigations) Lane Configurations �. ►�► ' Sign Control Free, Free Stop Grade 0% 0% 0% Volume(veh/h) 175 25 1 225 : 70 1 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 Hourly flow rate(vph) 190 27 1 245 76 1 ' Pedestrians Lane Width(ft) Walking Speed(ft/s) Percent Blockage Right turn flare(veh) Median type None Median storage veh) Upstream signal(1t) 1021 pX,platoon unblocked ' vC,conflicting volume 217 451 204 vC1,stage 1 conf vol vC2,stage 2 conf vol vCu,unblocked vol 217 451 204 tC,single(s) 4.1 6.4 6.2 tC,2 stage(s) IF(s) 2.2 3.5 3.3 p0 queue free% 100 87 100 cM capacity(veh/h) 1352 566 ':837 ' Volume Total 217 246 77i Volume Left 0 1 76 Volume Right 27 0 1' cSH 1700 1352 569 ' Volume to Capacity 0.13 0.00 0.14' Queue Length 95th(ft) 0 0 12 Control Delay(s) 0.0 0.0 12.3 Lane LOS _ ,A B ' Approach Delay(s) 0.0 0?0' 12.3' Approach LOS B Average Delay 1.8 1 Intersection Capacity Utilization 23.2% ICU Level of Service Analysis Period(min) 15 r \\vhb\prof\Providence\72189.10\tech\Traffic\synchro\Revised November 2011\2013 Build Phase 1-PM.sy7 Synchro 6 Report VHB,Inc. 11: Chapel Rd&Site Driveway HCM Unsignalized Intersection Capacity Analysis ' P Y 2015 Build with Phase 2(Full Build)Weekday AM Peak Hour Lane Configurations Sign Control Free Free Stop ' Grade 0% 0% 0% Volume(vehfh) 185 185 1 505 75 1 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 Hourly flow rate(vph) 201 201 1 549 82 1 , Pedestrians Lane Width(ft) Walking Speed(f/s) Percent Blockage Right turn flare(veh) Median type None Median storage veh) Upstream signal(ft) 1021 pX,Platoon unblocked vC,conflicting volume 402 853 302 ' vC1,stage 1 confvol vC2,stage 2 conf vol vCu,unblocked vol 402 853 302 tC,single(s) 4.1 6.4 6.2 tC,2 stage(s) tF(s) 2.2 3.5 3.3 p0 queue free% 100 75 100 cM capacity(veh/h) 1156 329 738 Volume Total 402 550 83 t Volume Left 0 1 82 Volume Right 201 0 1 cSH 1700 1156 332 ' Volume to Capacity 0.24 0.00 0.25 Queue Length 95th(ft) 0 0 24 Control Delay(s) 0.0 0.0 19.4 Lane LOS A C Approach Delay(s) 0.0 0.0 19.4 , Approach LOS C Average Delay 1.6 intersection Capacity Utilization 38.3% ICU Level of Service A ' Analysis Period(min) 15 \\ri-data\PROJECTS\72189.10\tech\Traffic\synchro\Revised November 2011\2015 Build with Phase 2(Full Build)-AM with additional mitigations.sy7 ' VHB,Inc. Synchro 6 Report 11: Chapel Rd&Site Driveway Signal Timings and Queues 2015 Build with Phase 2(Full Build)Weekday PM Peak Hour Lane Configurations 4 Y Sign Control Free Free Stop Grade 0% 0% 0% Volume(veh/h) 180 100 1 230- 180 [ 15 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 Hourly flow rate(vph) 196 109 1 250 196 16 Pedestrians Lane Width(ft) Walking Speed(ft/s) ' Percent Blockage Right turn flare(veh) Median type None Median storage veh) Upstream signal(ft) 1021 pX,platoon unblocked vC,conflicting volume 304 502 250 vC1,stage 1 conf Vol vC2,stage 2 conf vol vCu,unblocked vol 304 502 250 ' tC,single(s) 4.1 6.4 6.2 tC,2 stage(s) tF(a) 2.2 3.5- 3.3 p0 queue free% 100 63 98 cM capacity(veh/h) 1256 528 789 Volume Total 304 251 212 Volume Left 0 1 196 ' Volume Right 109 0 16 cSH 1700 1256 542 Volume to Capacity 0.18 0.00 0.39 Queue Length 95th(ft) 0 0 46 Control Delay(s) 0:0 0.0 15.8 ' Lane LOS A C Approach Delay(s) 0.0 0.0 15.8 Approach LOS C ' Average Delay 4.4 Intersection Capacity Utilization 33.1% ICU Level of Service A Analysis Period(min) 15 \\vhb\proj\Providence\72189.10\tech\Traffic\synchro\Revised November 2011\2015 Build with Phase 2(Full Build)-PM.sy7 Synchro 6 Report VHB,Inc. r ■ Proposed Mitigation for p g Phase 1 Development i w = t r< - x Y' kR ' Inc. ; � Yancrsse tlrsragen Brusstdite,Xn I r7 'V f i z E , " �t 'S`. 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LP�tC7VE 31-1542} �-_g rx � Connecticut Studios ' <• � ¥ ROM EXISTING END a A , OF PASSING ZONE �n� �, �.F N RELOC m x ! tE 4 %�'�, b. - ,��,. •`'+ #-� �';., Ellington[toad a'r: e South t4in:isar>tvrtiu iicKtt �STC T{GC'SE:K'" •,x_ t "' j t Nfit Apptrsved fm Constrxetion > k, u Interseetions Im rovemen(s ,, - :"--: •: :'. ¢ -. :>:.: `;-3 ., .,^ ;t<n a2 #"`�, 5It4 LJ.2Ivss 6:r1 i F Ellington Il I I�I R� e .. x .^ <.3 T. _ x •"f. ;+•Z:. 1 �: f. - ����1,��� oCrc1 c Y*" RECEWED T 2 A 1 � 3 � a� J }` 404 q17�"or�deyrwmzuh � 1 AL'G 1 w w , At , - Yanaasse Heap ere Br"Uin Inc- ,, .. :: s' .F. _t a;• '_ -.;=� ..'-�'- � •�. t,au;l Ih.c[,spnxnl a ^��^ /r _-:: :•.,. .; ` r. �> '..,�.� o.ir,,onxltt.I`3rrates .mow w;,'' � 'e�cn.k �- ;3�� � � §,� •T F p• ,r �> � z 4 � -tom, '� Ap�i,.ao,_ _ e a off' _ "� ��:,,•, .,,_ 'c• $ i A 3 t zzz -7 < i 3 cz � � II J1 Y � 7I Y?� „ •- 'r #- Via; �q - ,sue {s $ a 0' - „. m Mf -,_... IN a m- % ., m ! ~— 5 � 3 ... 9 , r i ( xi yam. .,tea; „< _== ',_ • 1 i t� _y A mhqu Hs .:40�`5... :.;,r E4'JIti F'ON T1✓V zn. - s... nIOVo T3 ArcoMOon INSTALL ,s-c� ------ SIGHT € l€NES FOR VEHICLES V Connecticut Studios $> B ;,: ;,� •. .e. -- �ri 3, ���a Soute 4Vlirl".r,C<El',c'{E.uxt ASM Not. :;nxi tof t:+e.;tsUctiot; � dt Intersections Improvements T . Site Drive;a.2 f 1 Road Chapel c cl E t�u s- ; zawv to rs RECEIVED FF���`p�ppq�gg++g�^xy gg��tl: ^l.::t Y LV ti i ,ate N 3 � ss � .- � .• .,, ;--"- ::_ -: = 204 ,- „ 3t 1404 UNIT r 2 mi 01 y W� a+ t" s E =r<aerr,wv t :f z urs i e _ y £ ; Transportation Land Development Environmental S e r v i c e s 54 Tuttle Place 111i1a se H a lzr'wn- Brfaf tlin, Inc. Middletown,Connecticut 06457 Telephone 860632-1500 FAX 860 632-7879 www.vhb.com Memorandum To: Town of South Windsor,Connecticut Date: November 11,2011 Project No.: 72189.10 From Greg Avenia,PE Re: Projected Utility Impact Statement Proposed I-291 Gateway General Plan of Development This memorandum addresses the projected impacts of the proposed 1-291 Gateway General Plan of Development(see plan titled"Overall Site Plan,'C4). This project includes the construction of Connecticut Studios,a proposed 120-room hotel,three restaurants(22,000±square feet total),and 16,000±square feet of retail space. As required by the Town of South Windsor Zoning Requirements, Section 8.6.3,item B-6,VHB has provided the approximate full-built condition utility demands of this project below. Sewer: VHB reviewed the proposed uses on the development parcel and estimated an average daily sewer flow of approximately 271 GPM(390,200 GPD). Using a peaking factor of 4 occurring over 12 hours, the total future peak flow is estimated at 1,084 GPM. Domestic Water- Domestic water demand is projected to be approximately 10%more than the expected sewer flows. This approximates to an average daily demand of 298 GPM(429,300 GPD)and a peak demand of 1,192 GPM. Drainage: The entire development site is designed to meet the requirements of the Connecticut Soormwater Quality Manual to ensure that there is no increase in peak discharge rates between the pre-and post- development conditions for the 2-,10-,25-,and 100-year storm events. Where possible,the proposed design maintains existing grading,drainage,and infiltration patterns.The stormwater management system has been designed to protect the surrounding natural resources from potential stormwater runoff impacts. \\RIDATA\projects\72189.00\dots\memos\2011-1141 UtilitylmpactStatementdoc 1�Qeeenre - D+♦r pIW i�I \- ,III►0 s `� `'Y'���fl oo Yii(ii'iii�a r',%♦•.�a ••ir•�.�.p♦�� ♦♦♦♦♦d+D+♦„`imuiil�I�. I, II II f�uuiiiiiiii^O e] = goalJ lye•- _ -' -'•;r•';•,,": ♦ j_I �, ♦ ,���� �� � fit, oI ,����`w ` \ ,'ao♦+ -�'•linn.ri � . �i /��+lsuW----_ 111ll1� � I ♦ 1\ ♦►� �aril//.♦ e_ w � 1 so Mr \ �\ ,�• ,,�,►_J \�a -Wnnn_ :- /� ��.iein ulq+�'Ir,��,♦y/dllii�''"�a V �i eWa1 3� ,i•+�. ��, e / / ,1�►� ����,�� sm.� �1,,'�`,eI+}`s�� r r" t J/ .• r, 4 ` `. �� '•I • $� If � �. - � - � ,i1�•11♦♦*4/Ip, YY+YY♦q f•� '.��. . •. ,r � ', rl�p•J .,•Yp, rrnYYo. -__ ..�iil�is -� iy♦Irlbl! •9YYVYY Yip rbY Yri �w \�• Irr l•YI� _ _..._.... ..._.._. 1 . � � \, p......o,,.YYYI-•Yr Y•Y,�.�♦.;;;�� ��,�� _.tl/rrUq�/ri♦\��////// �C��� '�� �1 a•.e�•♦i ♦ :• �rr�r r�Yiiii♦ �C �„°�� �// ��,iYiN riiii ♦�///i� � � � �/ x sum., J` �: ME,Y q I"� .\►,"�,�r �� \.:.._ 1 rye` I/�p�- ��11I�` t r•,• r°�ofrira,,, V��,aff\IIY„ Q AJY° / , �� ``•����•�- YYY 1 e / • t PLANNING DEPARMENT IN-HOUSE REFERRAL FORM DATE: 2/14/12 TO: Matt Galligan, Fred Shaw, Michael Gantick, Rich Bond, Walter Summers, Jeff Doolittle Ray Favreau, Karl Reichle, Mark Owens, Chris Dougan, Sherry McGann, Ron Asselin, John Caldwell, Dennis Sheridan FROM: Michele Lipe, AICP, Town Planner The Planning&Engineering Departments have received plans for the following projects: Appl 12-05P, CT Studios General Plan Location: northerly side of Ellginton Road, southerly side of Chapel Road, easterly of Rte 5, ❑ Site Plan ❑ Subdivision No. Acres 40+ Zone I-291 CD ❑ Industrial ® Commercial ❑ Residential No. Lots/Units Water: N Public ❑ Private Well Sewerage: N Public ❑ Septic System Project Description: General Plan—showing phasing of the project Future Town-owned property involved? ❑ Yes N No ❑ new street(s) ❑ new detention area ❑ new open space/recreation area ❑ active [-]passive Planning Department notes: mixed use development to include a hotel,retail use, free standing restaurants,motion picture and television studio, production and post production facility Please comment by 3/2/12 and return to the Planning Department. PERMITS/INSP PAYMENT RECPT#: 20549028 TOWN OF SOUTH WINDSOR 1540 SULLIVAN AVENUE SOUTH WINDSOR CT 06074 DATE: 02/15/12 TIME: 11:43 CLERK: mariadace DEPT: CUSTOMER#: 0 PARCEL: CHG: DEP DEP FEE 370.00 AMOUNT PAID: 370.00 PAID BY: CT STUDIOS LLC PAYMENT METH: CHECK 2421 REFERENCE: AMT TENDERED: 370.00 AMT APPLIED: 370.00 CHANGE: .00 PLANNING DEPARMENT IN-HOUSE REFERRAL FORM DATE: 2/14/12 TO: Matt Galligan, Fred Shaw, Michael Gantick, Rich Bond,Walter Summers, Jeff Doolittle Ray Favreau,Karl Reichle, Mark Owens, Chris Dougan, Sherry McGann, Ron Asselin, John Caldwell, Dennis Sheridan FROM: Michele Lipe,AICP, Town Planner The Planning&Engineering Departments have received plans for the following projects: Appl 12-05P, CT Studios General Plan Location: northerly side of Ellginton Road, southerly side of Chapel Road, easterly of Rte 5, ❑ Site Plan ❑ Subdivision No. Acres 40+ Zone I-291 CD ❑ Industrial N Commercial ❑ Residential No. Lots/Units Water: N Public ❑ Private Well Sewerage: N Public ❑ Septic System Project Description: General Plan—showing phasing of the project Future Town-owned property involved? ❑ Yes N No ❑ new street(s) ❑ new detention area ❑ new open space/recreation area ❑ active ❑passive Planning Department notes: mixed use development to include a hotel,retail use, free standing restaurants, motion picture and television studio,production and post production facility Please comment by 3/2/12 and return to the Planning Department. feakth Department will require the following: Hotel and restaurants must be compliant with Public H661th CodeRegulations. Transportation Land Development Environmental • Services • ■ ■ imagination innovat*10n energy Creating results for our clients and benefits for our communities March 5,2012 Vanasse Hangen BrustUn., Inc. Ref: 72189.00 Michele R.Lipe,AICP Town Planner South Windsor Planning Department 1540 Sullivan Avenue South Windsor,Connecticut 06074 Re: General Plan of Development I-291 Gateway Zone(Portion of) Proposed Site Development Parcel Identification Numbers:4770R008,30300240, 18000245,3030R008A&180OR011A Town of South Windsor, General Plan of Development—Supplemental Information Dear Ms.Lipe: On behalf of CT Studios,LLC,Vanasse Hangen Brustlin,Inc. (VHB)is enclosing the following supplemental information in support of our General Plan of Development submission for the above referenced project. Included are the following items: • Six(6)sets of General Plan of Development Plans,Sheets C-1 through C-7,Revised 03/05/12; • Six(6)sets of proposed hotel elevations,Sheets 1-2,03/05/12; • One(1)copy of the Traffic Impact and Access Study(TIAS),dated February 2012;and • Ten(10)copies of the Executive Summary from the TIAS,as dated February 2012 Should you have any questions or require additional information,please do not hesitate to contact me at(860)632-1500. Very truly yours, V SS HAN EN BR TLIN,INC. Robert Smedberg,PE Senior Project Manager Enclosures cc: R.Palumbo,DiGennaro&Palumbo,LLP R.Alexander,Willard&Alexander,LLC A.Capone,DCK 10 Dorrance Street,Suite 400 Providence, Rhode Island 02903 401.272.8100■FAX 401.273.9694 \\ridata\projects\72189.00\docs\letters\120305General Plan of Development,Supplement.doc email:info@vhb.com www.vhb.com MEMORANDUM To: Michele Lipe,Town Planner From: Jeffrey Doolittle,Town Engineer Date: 3/12/12 RE: Application 12-05P—1-291 Gateway Proposed Development, General Plan I have reviewed the General plan for the above application and have the following comments: 1. What is the name and applicant for this general plan? It includes the previously approved Connecticut Studios Plan. 2. The General Utility Plan should show water lines, storm drainage, gas, and other utilities. 3. The Phase I site plan must show details on how the unfinished spaces for Studio Bids 3, 4 and the Mill Bid will be be stabilized and left prior to Phase 11. 4. The Phase I site plan must clearly show the utilities to be installed in that phase. 5. The Phase II site plan must show how the utilities that were installed in Phase I are protected for Phase 11 construction. 6. A complete stormwater analysis and design is needed with both Phase I and II site plans. This should include pipe sizing, hydraulic grade line calculations, gutter flow calculations, infiltration and any discharge points. 7. The driveways to the proposed hotel from the main access road and the driveway to the south toward Phase II need to be more closely examined as part of the Phase I site plan to be sure they are located to function as best they can and do not disrupt traffic on the main access drive or on Ellington Road. Please contact me if you have any questions. Appl #12-05P, CT Studios General Plan March 13, 2012 Planning Department Report 1. Request for approval of a General Plan of Development for CT Studios in accordance with Section 8.6.3 for a mixed use development to include a hotel, retail use, free standing restaurants, motion picture and television studio, production and post production facility, on a 40+ acre property, located at RO11A and 245 Chapel Road, R008 and R008A John Fitch Boulevard, I-291 Corridor Development zone. 2. An approved General Plan is valid for up to five years. Prior to any actual building or site construction, a full site plan of development that is in conformance with the approved general plan must be submitted and approved by the Commission. The site plan will include all of the engineering details as well as final building design and site layout. 3. This project previously received site plan approval for the studio buildings and mill building. The applicant has now submitted a general plan for the entire property along with a phasing plan. The project is now shown in two phases: two of the studio buildings and hotel as Phase I; the remaining studios and mill building as well as restaurants and retail uses in Phase II. 4. Impervious coverage for the entire site is 70%, maximum impervious coverage allowed is 65% plus a 5% impervious coverage bonus for 25 acres planned and developed as an integral site, for a total of 70% allowed. Lot size is 40 acres. The overall general plan conforms to the frontage and setback requirements. 5. There are two entrances proposed, one on Ellington Road and one on Chapel Road. Access to the actually studios will be controlled with a guard booth at each entrance. The entire studio site will be fenced for security and will be screened. 6. The fencing around the site will consist of 8-foot high ornamental wrought-iron style in the more visible areas such as the entrance from Ellington Road; and 8' chain-link fencing with privacy slats around the remainder of the site. We have asked the applicant to add some plantings between the chain link fence and the sidewalk. This landscaping must be shown at the time of the site plan. 7. There are no parking requirements established for this studio use. The applicant has a similar studio in Albuquerque, NM, so that facility was used as the basis for determining the needs at CT Studios. The applicant is proposing 272 standard parking spaces plus parking spaces for about RVs used during filming, plus equipment and "star" wagon storage areas for the studios in phase 1 and 121 parking spaces for the hotel. i 8. All of the overhead doors on the sound stages face the interior of the site. The configuration of the site, combined with existing buildings along Chapel Road and the site screening, should result in the interior site area not being visible from any street. 9. The architecture for the studios was a part of the previously approved site plan. The architecture for the mill building and the buildings in phase II have not yet been determined. At the time of the site plan applications, the applicant will have to submit such elevations and they would be reviewed by the ADRC. 10. Site lighting will consist of pole-mounted and building lights. The pole-mounted lights must be full cutoff fixtures as required; maximum pole height is 24 feet. 11.Pedestrian access has been provided throughout the site along the main access drive, however there is no interconnection made to the hotel or phase II commercial development. We also want to ensure that there is a strong pedestrian connection between the studios and the hotel and retail center is created. 12. A general landscape plan has been provided for the site. Parking lot landscaping requirements for the 1-291 Corridor zone are somewhat different from other industrial & commercial zones. The I-291 zone allows up to one acre of uninterrupted non-landscaped parking area. The 10% interior landscaping requirement still applies. No buffer is required as this site is surrounded by industrial and commercial property 13. Signage has not been designed as yet. The applicant has named the road Studio Boulevard. This name should be put on the plans and the applicant should coordinate the street numbering of the buildings with the Assessor. 14. There are no regulated wetlands on site but there is a pond just off-site and a portion of the subject site is contained with the 80' upland review area. IWA/CC approval will be required at the time of site plans. 15. South Windsor Police Department and Fire Marshal have been involved in site planning and review and is satisfied with the site layout. 16.There is a substantial amount of traffic associated with any development of this magnitude. 17. Public water and sewer are available. The Water Pollution Control Authority is required at the time of site plan applications. 18. This site is not within 500 feet of an adjoining town, and there are no anticipated impacts on surrounding towns, so notifications were not required. 19. If this application is approved, the Planning Dept has no additional modification to request. 2 SpurN Se C� S � • we 1540 SULLIVAN AVENUE • SOUTH WINDSOR, CT 06074 r�OSOR•co TELEPHONE (860) 644-2511 CERTIFIED MAIL 7008 1300 0001 4578 4501 March 15, 2012 Ralph J. Alexander Willard&Alexander, LLC 225 Oakland Road, Suite 306 South Windsor CT 06074 Dear Mr. Alexander: Re: Appl. 12-05P,Connecticut Studios General Plan We are pleased to advise you that the above mentioned application for a General Plan of Development was approved with modifications. This approval is of the General Plan is in accordance with Section 8.6.3 for a mixed use development to include a hotel,retail use, free standing restaurants,motion picture and television studio,production and post production facility,on a 40+acre property,located at R011A and 245 Chapel Road,R008 and R008A John Fitch Boulevard, I-291 Corridor Development zone, as shown on plans prepared by VHB, Inc.,dated 2/8/12, as revised. This approval is subject to the following modifications: 1. The Commission notes that this approval is for a General Plan of Development,which does not address all engineering and site design details. The applicant must submit an application for a site plan of development approval,at which time the Commission will review all specific details of the project,including but not limited to the following concerns raised during the General Plan application process: • Pedestrian interconnections must be incorporated. • Landscaping treatment between the chain link fence and sidewalk must be incorporated • Driveway locations for the hotel should be more closely examined to be sure they are located to function to not disrupt traffic on the main access drive or on Ellington Road. 2. The general utility plan must show water lines, storm drainage, gas and other utilities 3. The name of the project and street name must be shown on the plans. Black and white transparent mylars of Sheet # Cl and C2 with the above modifications, together with three blueprint copies of the entire set of plans must be submitted to this Commission to be stamped and signed. The letter of approval must be reproduced on the mylars. 1 After the mylars have been signed by the Commission,they will be returned to you for filing in the Office of the Town Clerk. After filing these plans, a copy of the receipt must be submitted to the Planning Department. Sincerely, 1"4, Patrick Kennedy, Chkir. l Planning and Zoning Commission PK/ma cc: Town Engineer Chief Building Official Assessor Superintendent of Pollution Control Fire Marshal A rZI of Ll7 For delivery rOFFICIAL USE L n Postage $ Certified Fee M ReturnReceipt Fee Postmark p (Endorsement Required) Here 0 Restricted Delivery Fee O (Endorsement Required) E3 m Total Postage&Fees s a Sent ToCO I \ �{-� -- - t 9✓i�O rG�_ $treat dp£'(Vo.;.. _ Iw orPOBoxNo. ZZ cC 1�� �(� Spit 3QW ._..._...-- -------------- -....e._.....--'--- c;� sarai ld SCJ CT G o - -J �.