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HomeMy WebLinkAboutTraffic report south windsor technologie SULLIVAN AVENUE 18 12 29 18 777 1 258 ROUTE 5 ♦I I ♦ ROUTE 5 10 I t I♦ 299 415 23 332 206 COMMERCE WAY r4129I 10 - 9 421 54 240 • ♦ 27 ♦ RYE STREET 761 18 t 541 22 67 380 PATRIA ROAD 4 14 t 8 34 523 SITE 31 358 SCHWEIR ROAD 7 I ♦ N 25 � 97 532 NOTE:DRAWING NOT TOO SCALE 6 - 339 WEST ROAD �I 13 I I 23 71 638 335 27 56 ' 96 I♦ ♦ TROY ROAD t 653 43 SULLIVAN AVENUE (ROUTE 194) EXHIBIT 10 2007 COMBINED AM PEAK HOUR TRAFFIC VOLUMES _ 270 Amity Road o V o Q Q I PLANNING Woodbridge,Connecticut 06525 �C Q�F16 \ ( ENGINEERING � WAND DESIGN Telephone: (203)397-3600 6° 4 E 9 Telecopier: (203)397-3642 I ' December 6, 2001 ' Ms. Marcia Banach Director of Planning RECEIVED Town of South Windsor 1540 Sullivan Avenue JAN 2 e 2002 ' South Windsor, CT 06040 SOUTH WINDSOR PLANNING DEPT. ' RE: SITE TRAFFIC EVALUATION STUDY SOUTH WINDSOR TECHNOLOGIES CENTER SULLIVAN AVENUE (ROUTE 194)AT PATRIA ROAD AND SCHWEIR ROAD ' SOUTH WINDSOR, CONNECTICUT Dear Ms. Banach: ' Reference is made to the proposal to develop an industrial park on the 80-acre parcel of land located on the south side of Sullivan Avenue, south of the ' southern termini of Patria Road to the west and Schweir Road to the east, in the Town of South Windsor, Connecticut. Introduction The parcel of land located to the south of the existing termini of Patria Road and ' Schweir Road will be subdivided to allow the development of a series of office, warehousing, and light-industrial buildings within an industrial park setting. It is estimated that the entire development will be phased over a 5-year period, and that groups of lots will be combined to develop a number of buildings and parking areas. In total, it is estimated that the total development will consist of 200,000 square feet of building area and 305 parking spaces. 1 Access and egress for this development will be provided via the extension southerly of two existing roads now ending in cul-de-sacs and serving light- industrial facilities. The west road, known as Patria Road, will be extended southerly down the center of the parcel, ending in a new cul-de-sac near the southwestern corner of the parcel. The east road, known as Schweir Road, will ' be extended southerly to intersect the extended Patria Road at about the middle of the parcel at a new T-intersection. ' Section 13-311 of the Connecticut General Statutes stipulates that all developments that either abut or materially impact a State highway, and that have development parameters that either exceed 100,000 square feet of building area or 200 parking spaces, require the issuance of a Certificate of Operations from the State Traffic Commission (STC). I ' 2 ' Although the subject development does not directly abut a State highway, its site-generated traffic will directly impact Sullivan Avenue, which is Connecticut Route 194, and its development parameters of 200,000 SF of building area and ' 305 parking spaces exceed the STC thresholds, a Certificate Application, with the required supporting data, will be submitted to the State Traffic Commission for its review and approval Plans are to begin construction of this development in 2002 and to have it fully developed and occupied by 2007, or 5 years hence. ' Please re pp refer to Exhibit 1 of the Appendix that locates this site with respect to the ' surrounding roadway network. Background Conditions ' Given the nature of this development and the manner in which it will interface with the surrounding roadway network, the selected study area for the proposed ' development consists of the following intersections in the location map shown as Exhibit 1 of the Appendix: ' • U.S. Route 5 (John Fitch Boulevard) at Route 194 (Sullivan Avenue): This is a 4-way, signalized intersection with Route 5 running north-south, Sullivan Avenue as the west leg, and Route 194 (Sullivan Avenue) as the east leg. The Route 5 northbound approach is four lanes wide, with one left turn lane, two through lanes, and a right turn lane. The Route 5 southbound approach is four lanes wide, with two left turn lanes, a through lane, and a combination through and right turn lane. The Sullivan Avenue eastbound approach is one lane wide. The Route 194 (Sullivan Avenue) westbound approach is three lanes wide, with one left turn lane, one combination left turn and through ' lane, and one right turn lane. The traffic signal is part of an interconnected signal system operating along U.S. Route 5 to provide synchronized signal operation along the corridor. The traffic signal at this intersection provides four vehicular phases. The first phase is a northbound/southbound phase on ' Route 5 to move the left turns onto both legs of Sullivan Avenue.. The second phase moves all the through and right turn movements from the northbound ' and southbound approaches of Route 5. The third phase moves the Route 194 (Sullivan Avenue) westbound approach which has a double left turn movement onto Route 5. The fourth phase moves the Sullivan Avenue ' eastbound approach. All approaches are vehicular-actuated. 3 ' Route 194 (Sullivan Avenue at Commerce Way: This is a 3-way, • unsignalized intersection with Sullivan Avenue.running east-west and Commerce Way as the north leg. The Sullivan Avenue eastbound approach is two lanes wide, with one lane for left turns, and the other lane for through movements. The Sullivan Avenue westbound approach is two lanes wide, ' with one lane for through movements, and the other lane for right turns. The Commerce Way southbound approach is one lane wide and is controlled by a Stop sign. ' Route 194 Sullivan Avenue at Rye Street: This is a 3-way, unsignalized intersection with Sullivan Avenue running east-west and Rye Street intersecting at a skew as the north leg. Both the Sullivan Avenue eastbound and westbound approaches are one lane wide, as is the Rye.Street southbound approach to the intersection. The Rye Street approach is ' controlled by a Stop sign. Route 194 (Sullivan Avenue) at Patria Road: This is a 3-way, unsignalized intersection with Sullivan Avenue running east-west and Patria Road as the south leg. Both the Sullivan Avenue eastbound and westbound approaches are one lane wide, as is the Patria Road northbound approach to the ' intersection. The Patria Road approach is controlled by a Stop sign. • Route 194 (Sullivan Avenue) at Schweir Road: This is a 3-way, unsignalized ' intersection with Sullivan Avenue running east-west and Schweir Road as the south leg. Both the Sullivan Avenue eastbound and westbound approaches are one lane wide, as is the Schweir Road northbound approach to the intersection. The Schweir Road approach is controlled by a Stop sign. Route 194 (Sullivan Avenue) at West Road: This is a 3-way, unsignalized ' intersection with Sullivan Avenue running east-west and West Road as the south leg. Both the Sullivan Avenue eastbound and westbound approaches are one lane wide, as is the West Road northbound approach to the intersection. The West Road approach is controlled by a Stop sign. Route 194 (Sullivan Avenue)at Troy Road: This is a 3-way, signalized intersection with Sullivan Avenue running east-west and Troy Road as the north leg. The Sullivan Avenue eastbound approach is two lanes wide, with ' one left turn lane and one through lane. The Sullivan Avenue westbound approach is one lane wide and serves as a combination through and right turn lane. The Troy Road southbound approach is one lane wide for both left ' turns and right turns. The traffic signal provides three vehicular phases. The first phase is an eastbound advance to allow Sullivan Avenue left-turning ■ 4 ' traffic an opportunity to turn onto Troy Road. The second phase moves all movements eastbound and westbound on Sullivan Avenue. The third phase moves Troy Road southbound approach traffic onto Sullivan Avenue. All ' approaches are vehicular-actuated. Background Traffic Volumes ' A review was made of information provided b the Connecticut Department of p Y p ' Transportation (ConnDOT) to determine the latest recorded traffic volumes on roadways within the defined study area as shown below in Table 1 for 2001. Table 1 ' Summary of Traffic Volumes ConnDOT, 2001 Roadway AM Peak PM Peak Average ' Segment Hour Hour Daily Sullivan Avenue east of Troy Road: 962 1,244 14,000 Sullivan Avenue west of Troy Road: 900 1,124 12,300 Sullivan Avenue east of Rye Street: 795 990 11,100 Sullivan Avenue east of U.S. Route 5: 1,059 1,236 13,800 Sullivan Avenue west of U.S. Route 5: 102 183 1,700 ' U.S. Route 5 north of Sullivan Avenue: 1,783 1,618 17,100 U.S. Route 5 south of Sullivan Avenue: 1,739 1,558 16,100 ' Manual turningmovement counts were recent) taken at all of the study Y intersections in late-August/early-September 2001 for the purpose of developing ' background traffic volume and traffic distribution estimates. The weekday commuter am.peak counts were conducted from 7:00 am to 9:00 ' am, and the weekday pm peak counts were conducted from 4:00 to 6:00 pm, at each location. ' These counts were then balanced to represent the study area taken as a whole, and were then projected to full-build year 2007 for the subject development. A review was made of traffic count data for the defined study area as provided by ' ConnDOT and summarized in Table 2 on the next page to determine appropriate growth factors for expanding existing traffic volumes to the full-build year. Although there was actually no growth in recent years on Sullivan Avenue ' between Rye Street and Troy Road in the vicinity of the subject development, a growth factor of 1.25 percent per year for each of 5 years, or a total of 7.5 percent, was utilized based on a review of the entire study area. TABLE 2 SUMMARY OF VEHICULAR GROWTH U.S. ROUTE 5 AND ROUTE 194 SOUTH WINDSOR TECHNOLOGIES CENTER .SOUTH WINDSOR, CONNECTICUT ROUTE 194 CUM CUM 1996 1996 1998 2001 PERCENT FROM MILES TO MILES ADT ADT ADT ADT CHANGE U.S. ROUTE 5 0 RYE STREET 0.28 11,600 --- 12,600 13,800 2% RYE STREET 0.28 TROY ROAD 1.68 13,800 11,500 11,700 12,300 0W U.S. ROUTE 5 CUM CUM 1996 1996 1998 2001 PERCENT FROM MILES TO MILES ADT ADT ADT ADT CHANGE PLEASANT VALLEY ROAD 39.75 ROUTE 194 42.49 15,300 15,200 15,800 16,100 1% ROUTE 194 42.49 S.WINDSOR/E.WINDSOR TOWN LINE 43.22 16,100 16,000 16,300 17100 1% ***GROWTH FACTOR USED: 1.25% PER YEAR*** Bubaris Traffic Associates December 2001 ' 5 Reference is made to Exhibits 2 and 3 of the Appendix which graphically depict the 2001 Existing AM and PM Peak Hour Traffic Volumes for the subject study area. Reference is also made to Exhibits 4 and 5 of the Appendix which graphically depict the 2007 Background (i.e., no-build) AM and PM Peak Hour Traffic ' Volumes for the subject study area in the year when full development is expected, but without site-generated traffic associated with the subject development. Exhibits 4 and 5 showing 2007 peak traffic volumes were derived ' by expanding Exhibits 2 and 3 showing 2001 peak traffic volumes by a factor of 1.075, or an increase of 7.5 percent. ' Site-Generated Traffic ' It is estimated that the subject development will consist of about 200,000 square feet of building area in an industrial park setting consisting of a combination of office, warehousing, and light-industrial activities. ' For the purpose of estimating the trip generation potential of the proposed development, we utilized the data made available for this purpose in the latest ' edition of Trip Generation Report, 1997, by the Institute of Transportation Engineers (ITE), sixth edition. This data source provides trip generation data for many land uses, including that for industrial parks similar to the proposed development. ITE Land Use Code #130 defines industrial parks as "areas containing a number of industrial or related facilities. They are characterized by a mix of manufacturing, service, and warehouse facilities with a wide variation in ' the proportion of each type of use from one location to another. Many industrial parks contain highly diversified facilities...some with a large number of small businesses and others with one or two dominant industries." Reference is made to Table 3 below that summarizes the trip generation estimates for the subject industrial park development. A trip is defined as a one- way vehicular movement traveling either to or from the site. The actual trip generation calculations based on ITE data are contained in Exhibit 6 of the Appendix. ' Table 3 Summary of Trip Generation Estimates South Windsor Technologies Center ' Average WeekdayAM Peak Hour PM Peak Hour Inbound: 870 158 39 Outbound: 870 34 149 Total: 1,740 192 188 6 r wA review of Table 3 indicates that the proposed industrial park will generate from 188 to 192 trips per hour during the weekday commuter am and pm peaks. For the purpose of estimating the likely distribution of site-generated traffic for ' the subject industrial park,-it has been assumed that employees working in the subject development will follow the same distribution patterns as existing employees working in other South Windsor developments. Information made ' available in Connecticut Town Profiles, by the State of Connecticut Department of Economic and Community Development (ConnDECD), 1998-99, was utilized to estimate the journey-to-work patterns for South Windsor employees. ' Table 4 on the following page of this stud Reference is made to Ta g p g y that summarizes the ConnDECD employment data for the town of South Windsor. A review of Table 4 indicates that if the journey-to-work patterns for employees working in South Windsor as a whole are applied to the subject industrial park development, then site-generated trips would be distributed on the surrounding roadway network as follows: • To and from the east of the site via Sullivan Avenue: 56% • To and from the south of the site via U.S. Route 5: 38% ' • To and from the north of the site via U.S. Route 5: 6% Reference is made to Exhibit 7 of the Appendix that graphically depicts the site- generated traffic distributions associated with the subject industrial park development based on Table 4. ' Reference is made to Exhibits 8 and 9 of the Appendix that graphically summarize the estimated site-generated weekday AM and PM peak site- generated traffic volumes for the subject industrial park development. These were developed by multiplying the site-generated peak hour traffic volumes summarized in Table 3 by the site-generated traffic distributions shown in Exhibit 7. Operations Analysis 2001 Existing AM and PM Peak Hour analyses, representing existing conditions, are based on the peak hour traffic volumes shown as Exhibits 2 and 3 of the Appendix. ' 2007 Background AM and PM Peak Hour analyses, representing the no-build condition in the year when full development is expected to be completed, are based on the peak hour traffic volumes shown as Exhibits 4 and 5 of the Appendix. TABLE 4 JOURNEY TO WORK DATA FROM 1990 CENSUS SOUTH WINDSOR TECHNOLOGIES CENTER SULIVAN AVENUE SOUTH WINDSOR, CONNECTICUT .�?".. n'� .�.� r x'`' .'S > :'� �s�y ,. ,':. * . .', r `,} •, � '.:. W `:(4 4 >. ":'. � ;.,:' ;•.a,�w �*pm -.,.�-:'. .;-.k .,c r,::. 'Y ti,riw v. Y.°y.. y„�,.,h "k „-- , ^''t t .! +r. i �.l,�y.t t h.. rw it >._. v .. �� x;,�#,.-;,. ,+ai •.: r .h., '^,.^;,,: r-sr" : . •�. •,.. ):L".:..i,.. �,: , D,++,.da .4r' � h_..;,„ 'pi?1 ., �'b, ,.. �,.�'{..�.,. a Ye�TO �•T^',.•' .,r'•w, �`� ,��•� ,' � 4 �, ,� ,h r: : ,, X �F." ..J .. �,.��:rr,�,.. .,v.,.•, .. .� � . � /FROM ..,:.. �T4/ ROM .�:.. TO/FROM a: :^'.`^�+"•� .3]" .,w rhn, � s�1 �M x Y d ti¢r .fs r,r � yr� +' ;��,�, r?t #�'•rs• .C" .� r �''� w ,,w fir. s ;� �`�^ .,. k 'ha r� ^�" r'w x,S' '�.a •.a= � :" +. +Mw"��a.,,�,�,„a S"�s. � � ti*wr�-.. �: ' o. :`�,.A :.J �*'^i:.,".r,,.,...,,!,. .?d;dY '1. t"^., ..e #:: 1t 'e+•. ,.p.� .i rr,Fyk. ": ,. N —TH :n,�• �'� ,. � 'm6�,Y �,�',".,�z�a�F;T^"w.- ..a�a,w�u„tu s'd�,e,r'�t,tar zi?� :a'.,,. ::� '� gAt�7 a��"�,�, ,'dm� .�. `�1:�� ,,¢,M.: ' ,_Lh`W,,,�a° y •3i k ';r w'"s`2'��.^t� .�,�4,.�.,,>. rp,�.�-�•,, *• � F". � 4��'� •� >. .g;, '� F. ' N:IJiMBER OF O oV z ��k�..�� a '�;,.��+a�.�;+ '��i �Fws,� ✓r ;wr>, =`,�. ,s �, s" x c,{ �V ,•b' " hh, i f in:� J},2 J,a ��,n+Si�,C '• +.��rt.. ;,"� -n� �.c.�':r .�^t :air. .:ax �*.�,ykKc,'+,�i�. - .'�::��.r;•15. y. ,..�,atna.ma. >:: .�.�a�FROhf7 ,�.���;`,�, .�„� S. NA` 10 �,;�:,��,•� VEFiICE Z ,•� ��atA � ��,�..ROUTEv.194,.4 �R. tE:5 ;��;. SOUTH WINDSOR SOUTH WINDSOR 2281 28.9% 21.9% 7.0% VERNON SOUTH WINDSOR 972 12.3% 12.3% EAST HARTFORD SOUTH WINDSOR 966 12.2% 12.2% MANCHESTER SOUTH WINDSOR 871 11.0% 11.0% HARTFORD SOUTH WINDSOR 639 8 1% 4.1% .4.1% ENFIELD SOUTH WINDSOR 633 8:00/0 '8.0% MASSACHUSETTS SOUTH WINDSOR 546 6.9% 6.9% EAST WINDSOR SOUTH WINDSOR 334 4.2% 4.2% ELLINGTON SOUTH WINDSOR 327 4.1% 2.1% 2.1% TOLLAND` SOUTH WINDSOR 320 4.1% 4.1% vt�+A ��"�n r'F.�, .�'��. .�Mv�'c'.�a... *one. Wa.,"+.,'�.7g •� hr«,y�ly��*.t •�,i+�,„�`•�t "yea ��'1� a p W 1� iS�� 'r�"r fin.i , a",.�. !4+�c^.i,.� ✓m'', ,y'�`j�',y"'u3' .�4' '�'' �J"�; +�, i,•. at * ;:,�yK t;;� fi"i1; .,t�`,,�� ._nay ,M'"',,>��% .'.,���{ :[ ;d� .. 3`�,�•�w?>• y w,,..° 5'>> '�* 3���''� 0'.«. �' .,��� �..:o: "•-f�+ -`tia. ..�b e�st'-��.:' "�' M� �r7889 10 .t�::.,0 5 o 3 .�2 0E'3/.o• ,. •� `���, `� ...a },�k„�' �'"s�c+a'nt• f, ,?4i.�� b�{� s3� .,�aYd�tw�,.- ',•a..y, J 'ram. .h. ^. ,..t.:s :v s '�'"",�1'S"'•Y'I3yJ'y•`r. '4, �+' .�' ra'zR'"ts, .r'.j^w a;.x;'�'•„�* gdr .� .�•�'Yp.. -*.""s >•.�> �.«.::,. '. -J? t o- M,.r.•"�" `�•. � �'�' n��ry��"�k`: iz., ',����....,.,.., �'�a><•,���� el..rb. , .....,,van. ,.1;3a;.s_.,tfS �.:..�"1',..�. .. a,y au.%kx,�„�,,,, �. A ..a�., 'r'�"3' w a.�6.0;:° :« ..L,.... �0.., ,r 'save :.�"I/0 ti,t'�. SOURCE: "CONNECTICUT TOWN PROFILES"BY STATE OF CONNECTICUT DEPARTMENT OF ECONOMIC AND COMMUNITY DEVELOPMENT, 1998-1999 Bubaris Traffic Associates December 2001 7 2007 Combined AM and PM Peak Hour analyses, representing the build condition with the full development in place, are based on the peak hour traffic volumes shown as Exhibits 10 and 11 of the Appendix. Exhibits 10 and 11 were developed by combining the Background Traffic Volumes from;Exhibits 4 and 5 with the Site-Generated Traffic Volumes from Exhibits 8 and 9. ' Intersection capacity analyses were performed for the study intersections utilizing the methodology described in the latest edition of Highway Capacity Manual, Special Report 209, Transportation Research Board, 1985, updated to 2000. ' Application of this methodology was facilitated by use of Highway Capacity Software, developed by the Federal Highway Administration, 1988, updated to 2000. Capacity analyses are utilized to determine a Level of Service (LOS) for a ' given intersection operating under either signalized or unsignalized control. ' In the case of unsignalized intersections, Level of Service (LOS) is defined in terms of the average control delay for the approach or movement evaluated. Control delay involves movements at slower speeds and stops on intersection approaches as vehicles move up in the queue or slow down upstream of an intersection. The delay experienced by a motorist is comprised of factors that relate to control, geometrics, traffic, and incidents. Total delay is the difference between the travel time actually experienced and the reference time that would result during base conditions in the absence of incident, control, traffic, or geometric delay. Control delay includes initial deceleration delay, queue move- up time, stopped delay, and final acceleration delay. At two-way stop-controlled and all-way stop-controlled intersections, control delay is the total elapsed time from a vehicle joining the queue until its departure from the stopped position at the head of the queue. The control delay also includes the time required to ' decelerate to a stop and to accelerate to the free-flow speed. Level of Service ,for a two-way stop-controlled intersection is determined by the computed or measured control delay and is defined for each minor movement. LOS for a two- . ay stop-controlled intersection is not defined for the intersection as a whole. In today's environment, Levels of Service D to F are common and are often experienced on minor street approaches to major streets carrying relatively high traffic volumes. Please refer to Exhibit 12 in the Appendix, which provides details on the definitions of Levels of Service for unsignalized intersections. In the case of signalized intersections, Level of Service (LOS)is defined in terms of control delay, which is a measure of driver discomfort, frustration, increased ' fuel consumption, and lost of travel time. The delay experienced by a motorist is comprised of a number of factors that relate to control, geometric, traffic, and incidents. Total delay is the difference between the travel time actually ' experienced and the reference travel time that would result during base conditions in the absence of traffic control, geometric delay, any incidents, and any other vehicles. Specifically, LOS criteria for traffic signals are stated in terms 8 of the average control delay per vehicle, typically for a 15-minute analysis period. Delay is a complex measure and depends on a number of variables, including the quality of progression, the.cycle length, the green ratio, and the volume-to- capacity (v/c) ratio for the lane group. In the case of signalized intersections, the - Level of Service for each approach is computed, and an overall Level of Service for the entire intersection is determined. In today's environment, Levels of Service C to D are considered acceptable, and Levels of Service A to B are seldomly achieved at signalized intersections. Please refer to Exhibit 13 in the Appendix, which provides details on the definitions of Levels of Service for ' unsignalized intersections. The results of the capacity analyses, which compare 2001 existing, 2007 background (no-build), and 2007 combined (build) conditions, are summarized in Table 5 on the next page of this study. ' The computer-generated worksheets for these capacity analyses are included as Exhibits 14 through 20 of the Appendix as follows: ' • Exhibit 14 —Sullivan Avenue at Troy Road • Exhibit 15—Sullivan Avenue at West Road • Exhibit 16 — Sullivan Avenue at Schweir Road ' Exhibit 17 —Sullivan Avenue at Patria Road • Exhibit 18—Sullivan Avenue at Rye Street • Exhibit 19—Sullivan Avenue at Commerce Way • Exhibit 20 — U.S. Route 5 at Sullivan Avenue/Route 194 A review of Table 5 shows that levels of service in the year 2007 when full development is expected to be completed will remain at the same levels as would otherwise exist without this development. The signalized intersection of Route 5 at Sullivan Avenue/Route 194 will remain at overall levels of service C to D, which are average to fair levels of service, but ' satisfactory given the magnitude of traffic processed by this intersection. The signalized intersection of Sullivan Avenue at Troy Road will remain at overall levels of service B, which are very good levels of service. All but one of the ' unsignalized intersections within the defined study area, including the two which will provide direct access/egress to the surrounding roadway network (i.e., Sullivan Avenue at Patria Road and Sullivan Avenue at Schweir Road), will remain at levels of service ranging from LOS A (considered very good) to LOS C (considered average) for the critical movements associated with unsignalized traffic control. The unsignalized intersection of Sullivan Avenue at Rye Street will ' experience critical movement levels of service ranging from LOS A (considered very good)to LOS D (considered fair). ' TABLE 5 SUMMARY OF CAPACITY ANALYSES SOUTH WINDSOR TECHNOLOGIES CENTER- SOUTH WINDSOR,CONNECTICUT ROUTE 5 AT SULLIVAN AVENUE AND ROUTE 194 2001 2007 2007 ' EXISTING BACKGROUND,` COMBINED AM PM BM PM AM PM EASTBOUND D D D b D D WESTBOUND C C D C D C ' NORTHBOUND C D C D C D SOUTHBOUND C C C C C C OVERALL C C C D - C D DELAY 30.2 31.7 31.7 35.1 32 35.1 ' PC FILE 1641 1642 1643 1644 1645 1646 SULLIVAN AVENUE AT COMMERCE WAY 2001 2002 2002 EXISTING BACKGROUND COMBINED ' AM PM AM PM AM PM SOUTHBOUND C B C B C B EASTBOUND A A A A A A DELAY 17.3 11.7 17.7 12.2 18.7 12.9 PC FILE 1647 1648 1649 1650 1651 1652 ' SULLIVAN AVENUE AT RYE STREET 2001 2002 2002 ' EXISTING BACKGROUND COMBINED AM PM AM PM AM PM SOUTHBOUND C A D C D C EASTBOUND A C A A A A DELAY 22.3 16.9 28.3 19.2 31.7 22 ' PC FILE 1653 1654 1655 1656 1657 1658 SULLIVAN AVENUE AT PATRIA ROAD 2001 2007 2007 ' EXISTING BACKGROUND COMBINED AM PM AM PM AM PM NORTHBOUND B B B C C C WESTBOUND A A A A A A ' DELAY 12.6 14.6 13.1 15.5 18.6 23.9 PC FILE 1659 1660 1661 1662 1663 1664 SULLIVAN AVENUE AT SCHWEIR ROAD 2001 2007 2007 ' EXISTING BACKGROUND COMBINED AM PM AM PM AM PM NORTHBOUND B C B C B C WESTBOUND A A A A A A ' DELAY 13 15.9 13.2 17.1 14.3 18.9 PC FILE 1665 1666 1667 1668 1669 1670 SULLIVAN AVENUE AT WEST ROAD ' 2001 2007 2007 EXISTING BACKGROUND COMBINED AM PM AM PM BM PM NORTHBOUND B C C C C -C WESTBOUND A A A A A A ' DELAY 14.5 17.9 15.4 20 17 23.2 PC FILE 1671 1672 1673 1674 1675 1676 SULLIVAN AVENUE AT TROY ROAD ' 2001 2007 2007 EXISTING BACKGROUND COMBINED AM PM AM PM AM PM SOUTHBOUND C C D C D C WESTBOUND B B B B B B EASTBOUND A A A A A A OVERALL B B B B B B DELAY 13.9 12.4 14.6 13.2 16 13.8 PC FILE 1677 1678 1679 1680 1681 1682 ' Bubaris Traffic Associates December 2001 ' 9 ' Queuing Analysis Analyses were also conducted to evaluate the queuing characteristics of the two (2) signalized study intersections to determine the storage capacities of - individual turning lanes in 2007 with the proposed industrial park development in place. The methodology employed was the "Ausi-Q" method sanctioned by the Connecticut Department of Transportation Traffic Engineering Division. This methodology computes several queuing parameters including: (1) the back of queue, (2) the maximum back of queue, and (3)the critical queue. ' The results of the queuing analyses are summarized in Table 6 on the next page q g Y p g of this study. The computer-generated queuing analyses are included as Exhibits 21 and 22 of ' the Appendix as follows: • Exhibit 21 — Sullivan Avenue at Troy Road ' • Exhibit 22 — U.S. Route 5 at Sullivan Avenue and Route 194 - A review of Table 6 indicates that the available storage capacities of the various ' turn lanes are adequate to accommodate the maximum computed queue and the theoretical critical queue that will result with the proposed_ industrial park development. Accident Evaluation ' A review was made of the most recent three-year accident experience summary for the subject study area as compiled by the Connecticut Department of Transportation from January.1998 through December 2000 as summarized in ' Exhibit 23 of the Appendix. A review of Exhibit 23 shows that all locations within the defined study area, with ' the possible exception of Route 5 at Route 194, have experienced favorable accident experiences,with no recurring problems requiring correction, or that may be exacerbated by the proposed development. ' There have been no reported accidents on either Patria Road or Schweir Road, and only one accident on the section of Sullivan Avenue between these two ' roads other than one accident at the intersection of Sullivan Avenue at Patria Road. j TABLE 6 SUMMARY OF.QUEUING ANALYSES SOUTH WINDSOR TECHNOLOGIES CENTER ' SOUTH WINDSOR,CONNECTICUT TIME PC DESIGN MAXIMUM CRITICAL INTERSECTION MOVEMENT PERIOD FILE CAPACITY VOLUME LANES GREEN CYCLE QUEUE QUEUE SULLIVAN AVENUE AT SB LT/RT AM Q-SWTC7 328 152 1 15 80 75 150 TROY ROAD PM Q-SWTC2 332 151 1 15 80 75 150 ' WB TH/RT AM Q-SWTC1 774 696 1 45 80 425 526 PM Q-SWTC2 1037 599 1 45 80 225 325 EB LEFT AM Q-SWTC1 30 27 1 37 80 50 100 PM Q-SWTC2 520 77 1 37 80 25 50 EB THRU AM Q-SWTCi 372 335 1 45 80 175 300 PM Q-SWTC2 1330 808 1 45 80 400 450 ' SULLIVAN AVENUE AT EB L/T/R AM Q-SWTC3a 223 59 1 11 80 25 50 ROUTE 5 PM Q-SWTC4a 187 67 1 10 80 25 75 ' WB LEFT AM QSWTC3a 542 219 1 27 80 100 176 PM Q-SWTC4a 501 129 1 25 80 50 100 WB LTJTH AM Q-SWTC3a 570 219 1 27 80 100 176 PM Q-SWTC4a 528 129 1 25 80 50 100 ' WB RIGHT AM Q-SWTC3a 574 266 1 27 80 125 200 PM Q-SWTC4a 538 224 1 25 80 100 175 ' NB LEFT AM Q-SW(C3b 100 10 1 5 80 0 0 PM Q-SWTC4b 100 10 1 5 80 0 0 NB THRU -AM Q-SWTC3b 682 299 2 17 80 75 125 PM Q-SWTC4b 802 662 2 20 80 200 325 ' NB RIGHT AM Q-SWTC3b 861 164 1 17 80 75 150 PM QSWTC4b 879 969 1 20 80 125 225 ' SB LEFT AM Q-SWTC3b 739 258 2 5 80 75 125 PM Q-SWTC4b 739 416 2 5 80 125 225 SB THRU AM Q-SWTC3c 1243 777 2 31 80 175 275 PM Q-SWTC4c 1364 360 2 34 80 75 125 SB RIGHT AM Q-SWTC3c 556 18 1 31 80 0 0 PM O-SWTC4c 610 12 1 34 80 0 0 ' Bubaris Traffic Associates December 2001 ' 10 ' Sight Line Evaluation From information obtained from the Connecticut Department of Transportation ' (ConnDOT), the following traffic speed data have been compiled from radar studies along Sullivan Avenue: ' Sullivan Avenue, Sullivan Avenue, Speed Parameter at Rye Street at West Street ' Average Speed: 45 mph 42 mph 85th Percentile Speed: 50 mph 46 mph Posted Speed: 40 mph 40 mph ' From the foregoing, it is estimated that 85th percentile speeds are within the range of 45 to 50 miles per hour on Sullivan Avenue in the vicinity of Patria Road and Schweir Road. Utilizing the guidelines set forth by the Connecticut Department of Transportation ' for evaluating available sight line distances from side streets or site drives, observations were made from both the Patria Road and Schweir Road approaches to Sullivan Avenue. In each case, available sight lines extend to the ' west as far as U.S. Route 5, a distance over 2,000 feet from Patria Road, and as far east as Troy Road, a distance close to 4,000-feet from Schweir Road. Therefore, available sight lines are excellent and well beyond the minimum recommended for approach speeds over 60 miles per hour (i.e., 835 feet), whereas 85th percentile speeds, from above, are estimated between 45 and 50 miles per hour. Review of Need for By-Pass Area ' An evaluation was made to determine whether a by-pass area will be required on Sullivan Avenue at either the Patria Road or Schweir Road intersections to enable westbound through traffic to travel around vehicles that are either stopped or slowing down to make a left-turn into these streets and/or the proposed development. ' A review of Exhibits 10 and 11 of the Appendix show that the entering left-turn . movements into these two streets will range from 34 to 97 vehicles per hour during the am peak, and from 10 to 19 vehicles per hour during the pm peak. 11 • r A comparison of these entering=left turn volumes versus opposing eastbound through volumes was made-utilizing the guidelines suggested by the Connecticut Department of Transportation (ConnDOT) as summarized in Exhibit 24 of the Appendix, and this exercise suggests that by-pass areas are required at both the ' Sullivan Avenue at Patria Road and the Sullivan Avenue at Schweir Road intersections. Since Sullivan Avenue is a State highway and the subject project will be reviewed as part of the STC Certificate Application process, ConnDOT will review the feasibility of, and need for, the provision of one or two by-pass areas, and if deemed warranted, will condition the Certificate to be issued accordingly. Conclusions It is the professional opinion of Bubaris Traffic Associates that the proposed industrial park development, to be located to the south of Sullivan Avenue with access/egress via Patria Road and Schweir Road, should not adversely impact traffic operations on the surrounding roadway network in the year 2007 when full ' development of the parcel is expected to be completed and occupied. The proposed development will consist of a series of office, warehousing, and light-industrial buildings within an industrial park setting. It is estimated that the entire development will be phased over a 5-year period, and that groups-of lots will be combined to develop a number of buildings and parking areas. In total, it ' is estimated that the total development will consist of 200,000 square feet of building area and 305 parking spaces. ' It is estimated that the proposed development will generate from 188 to 192 trips during the weekday morning and evening commuter peak periods. ' Capacity analyses and queuing analyses indicate that the proposed development will not alter the satisfactory levels of service that would otherwise be in place without introduction of site-generated traffic traveling to and from this ' site. Available sight lines from the two access/egress points on Sullivan Avenue at ' Patria Road and Schweir Road are excellent. The accident experience for the subject study area is satisfactory, with no recurring problems that need to be corrected, or that may be exacerbated by the proposed development. i 1 i _ 12 Improvements in either geometrics or traffic control are not deemed necessary to accommodate the site-generated traffic volumes to be added to the surrounding 1 roadway network by the proposed development, with the exception of the possible construction of by-pass areas on Sullivan Avenue at either Patria Road, Schweir Road, or both, following a review of this project by the State Traffic 1 Commission as part of its Certificate Application approval process. 1 Very truly yours, BUBARIS TRAFFIC ASSOCIATES James G. Bubaris, P.E. Conn. Reg. No. 9203 Principal ' cc: Mr. David A. Caron �®Oak� 312 Deming Street 6. South Windsor, CT 06074 Mr. Peter DeMallie NO* esoa Design Professionals, Inc. ��,� ��a 1 165 South Satellite Road South Windsor, CT 06074 - z W r rr � r r r rr rr rr rr rr rr rr rr rr r rr rr rr ' SITE TRAFFIC EVALUATION STUDY SOUTH WINDSOR TECHNOLOGIES CENTER i ' SOUTH WINDSOR, CONNECTICUT APPENDIX TABLE OF CONTENTS - ' Exhibit 1 — Location Map Exhibit 2 —2001 Existing AM Peak Hour Traffic.Volumes Exhibit 3 —2001 Existing PM Peak Hour Traffic Volumes ' Exhibit 4 —2007 Background AM Peak Hour Traffic Volumes Exhibit 5 —2007 Background PM Peak Hour Traffic Volumes Exhibit 6 — Summary of Trip Generation Calculations Industrial Park - ITE Code# 130 Exhibit 7 —Site-Generated Traffic Distributions ' Exhibit 8 —Site-Generated AM Peak Hour Traffic Volumes Exhibit 9—Site-Generated PM Peak Hour Traffic Volumes Exhibit 10 —2007 Combined AM Peak Hour Traffic Volumes Exhibit 11 —2007 Combined PM Peak Hour Traffic Volumes Exhibit 12 - Definitions of Levels of Service ' Unsignalized Intersections Exhibit 13 — Definitions of Levels of Service Signalized Intersections Exhibit 14 —Capacity Analysis Worksheets ' Sullivan Avenue at Troy Road Exhibit 15 —Capacity Analysis Worksheets Sullivan Avenue at West Road Exhibit 16 —Capacity Analysis Worksheets Sullivan Avenue at Schweir Road -continued- -continued- . r Exhibit 17 —Capacity Analysis Worksheets Sullivan Avenue at Patria Road Exhibit 18 —Capacity Analysis Worksheets Sullivan Avenue at Rye Street Exhibit 19 —Capacity Analysis Worksheets Sullivan Avenue at Commerce.Way Exhibit 20—Capacity Analysis Worksheets U.S. Route 5 at Sullivan Avenue and Route 194 Exhibit 21 — Queuing Analysis Worksheets Sullivan Avenue at Troy Road Exhibit 22 —Queuing Analysis Worksheets U.S. Route 5 at Sullivan Avenue and Route 194 Exhibit 23 —Summary of Accident Experience January 1, 1998 through December 31, 2000 Exhibit 24— Evaluation of Need for B E -Pass Areas By -Pass Avenue at Patria Road ' Sullivan Avenue at Schweir Road P� v ' W jC S East Windsor Hill �ty� Lqy 19 A V a R N �Cty� S .lT AD 94� 2qF �yBERLY � .. 4 H BXWZrAV POtm EXHIBIT 1 LOCATION MAP SOUTH WINDSOR TECHNOLOGIES CENTER SOUTH WINDSOR, CONNECTICUT 1 SULLIVAN AVENUE 1 17 11 27 17 723 232 ROUTE 5 �I ROUTE 5 9 278 -Al" 374 21 307 136 369 27 9 COMMERCE WAY 8 327 50 223 � 25 RYE STREET 694 17 t 489 20 13 339 PATRIA ROAD 4-I 2 ' 5 17 484 SITE 14 330 �I SCHWEIR ROAD ? 8 � 23 480 NOTE:DRAWING NOT TOO SCALE 6 298 WEST ROAD �I 12 1 21 66 512 294 25 52 89 TROY ROAD 526 40 SULLIVAN AVENUE r EXHIBIT 2 2001 EXISTING AM PEAK HOUR TRAFFIC VOLUMES SULLIVAN AVENUE 11 - 0 9 52 — 335 385 ROUTE 5 I ROUTE 5 9 � I � I♦ - 616 157 30 252 291 COMMERCE WAY 678 3 21 7 465 220 83 _ 13 I♦ RYE STREET 419 6 342 59 4 474 PATRIA ROAD �I 10 t 17 6 391 SITE 2 489 SCHWEIR ROAD 14 10 � 1 383 NOTE:DRAWING NOT TOO SCALE 9 670 WEST ROAD 8 I 76 —1 30 431 674 72 34 ' s 106 � TROY ROAD t 416 121 SULLIVAN AVENUE (ROUTE 194) EXHIBIT 3 2001 EXISTING PM PEAK HOUR TRAFFIC VOLUMES SULLIVAN AVENUE i 18 12 29 18 777 249 ROUTE 5 ♦ I ♦ ROUTE 5 _ 10 t ' 299 - 402 23 330 146 -� 397 29 � 10 COMMERCE WAY 9 352 54 240 27 r RYE STREET 746 18 I 526 22 14 364 PATRIA ROAD 2 t SITE 5 18 520 15 355 �I SCHWEIR ROAD 4 I N 9 � 25 516 NOTE:DRAWING NOT TOO SCALE 6 320 WEST ROAD �I 13 I t 23 71 550 316 27 56 96 h TROY ROAD t 565 43 SULLIVAN AVENUE (ROUTE 194) EXHIBIT 4 2007 BACKGROUND AM PEAK HOUR TRAFFIC VOLUMES SULLIVAN AVENUE 12 1 0 9 56 360 1 414 ROUTE 5 �I I ♦ ROUTE 5 10 I I h 662 169 32 271 313 COMMERCE WAY r7: 3 23 j 8 500 237 89 • 14 I♦ RYE STREET I I � 450 6 368 63 4 510 PATRIA ROAD 4- 11 r 18 6 420 SITE 2 525 �I SCHWEIR ROAD 15 11 � 1 412 NOTE:DRAWING NOT TOO SCALE 10 720 WEST ROAD �I 9 t 82 1 29 418 725 77 37 114 I♦ ♦ TROY ROAD t � 447 130 SULLIVAN AVENUE (ROUTE 194) EXHIBIT 5 2007 BACKGROUND PM PEAK HOUR TRAFFIC VOLUMES 12/06/01 INDUSTRIAL PARK (1997) t 1 . - EXHIBIT 6 SUMMARY OF TRIP GENERATION CALCULATIONS SOURCE:TRIP GENERATION REPORT,INSTITUTE OF TRANSPORTATION ENGINEERS,1997 LAND USE:INDUSTRIAL PARK-CODE#130 PROJECT: SOUTH WINDSOR TECHNOLOGIES CENTER SOUTH WINDSOR,CONNECTICUT NUMBER OF 1,000'S SQUARE FEET AREA: 200.0 TOTAL TIME PERIOD ITE TRIP GENERATION EQUATION TRIPS INBOUND OUTBOUND AVERAGE T=4.963(X)+747.746 1,740 870 870 WEEKDAY 50%INBOUND*50%OUTBOUND PEAK HOUR LN(T)=0.822 LN(X)+0.9 192 157 34 7 TO 9 AM 82%INBOUND*18%OUTBOUND PEAK HOUR LN T =0.854 LN X +0.712 188( ) ( ) 39 149 4 TO 6 PM 21 %INBOUND*79%OUTBOUND AM PEAK HOUR T=0.660 X +76.265 208 179 2 O 9 OF GENERATOR 86%INBOUND*14%OUTBOUND PM PEAK HOUR T=0.729(X)+59.621 205 43 162 OF GENERATOR 21 %INBOUND*79%OUTBOUND AVERAGE T_2.253(X)+ 99.262 550 275 275 _ SATURDAY 50%INBOUND*50%OUTBOUND - SATURDAY T=0.35(X) 70 22 48 PEAK HOUR 32%INBOUND*68%OUTBOUND OF GENERATOR AVERAGE T=0.647(X)+36.701 166 83 83 SUNDAY 50%INBOUND*50%OUTBOUND SUNDAY T=0.07(X) 14 6 8 PEAK HOUR 46%INBOUND*54%OUTBOUND OF GENERATOR 1 - SULLIVAN AVENUE t ROUTE 5 �I I ROUTE 5 38% 6% (38%)-� (444%) I-� RYE STREET 44% (34%)(10% PATRIA ROAD *- 34% t 10% 1 (10%) 10% NOTE SITE ♦ XX EQUALS OUTBOUND VEHICLE (YY) EQUALS INBOUND VEHICLES (10%) 100% �I SCHWEIR ROAD 10% 46% - (46%)(10%) NOTE:DRAWING NOT TOO SCALE 56% WEST ROAD �I (56%) 56% 1 TROY ROAD (56%) SULLIVAN AVENUE EXHIBIT 7 SITE GENERATED TRAFFIC DISTRIBUTIONS SULLIVAN AVENUE ROUTE 5 I ♦ ROUTE 5 -� 13 2 (60) (69) RYE STREET I 15 (53) (16) PATRIA ROAD 12 � t 3 (16) 3 NOTE SITE XX EQUALS OUTBOUND VEHICLE (M EQUALS INBOUND VEHICLES (16) 13 �I SCHWEIR ROAD 3 -� I t N 16 (72) (16) NOTE:DRAWING NOT TOO SCALE 19 WEST ROAD ♦I t (88) 19 ♦ - T TROY ROAD (88) SULLIVAN AVENUE (ROUTE 1941 EXHIBIT 8 SITE GENERATED AM PEAK HOUR TRAFFIC VOLUMES SULLIVAN AVENUE 1 (2) �► ROUTE 5 �I I ROUTE 5 -� 57 9 (15) -� (17) • RYE STREET 66 (13) ((44) PATRIA ROAD 4 51 15 (4) 15 NOTE SITE ♦ XX EQUALS OUTBOUND VEHICLE (YY) EQUALS INBOUND VEHICLES (4) 1l5 ' SCHWEIR ROAD 15 N 68 � (18) (4) NOTE:DRAWING NOT TOO SCALE 83 WEST ROAD (22) 83 1 TROY ROAD T I�' (22) SULLIVAN AVENUE (ROUTE 194) EXHIBIT 9 SITE GENERATED PM PEAK HOUR TRAFFIC VOLUMES SULLIVAN AVENUE 12 0 9 56 4- 360 416 ROUTE 5 ♦I I ROUTE 5 10 I � 662 -00- 226 32 280 328 COMMERCE WAY 746 3 23 8 517 237 89 14 -� RYE STREET 516 6 434 63 17 514 PATRIA ROAD 4-I 1 62 _t t SITE 33 - 10 435 6 540 SCHWEIR ROAD 30 79 � 19 416 NOTE:DRAWING NOT TOO SCALE 10 803 WEST ROAD 9 t 82 29 440 r808 77 37 ♦ 114 TROY ROAD 469 130 SULLIVAN AVENUE (ROUTE 1941 EXHIBIT 11 2007 COMBINED PM PEAK HOUR TRAFFIC VOLUMES EXHIBIT 12. LEVEL OF SERVICE CRITERIA UNSIGNALIZED INTERSECTIONS SOURCE: HIGHWAY CAPACITY MANUAL (HCM), 2000 TRANSPORTATION RESEARCH BOARD (1) Level of Service for unsignalized intersections similar to the study intersections is defined in terms of the average control delay for the approach or movement evaluated. Control delay involves movements at slower speeds and stops on intersection approaches as vehicles move up in the queue or slow down upstream of an intersection. The delay experienced by a motorist is comprised of factors that relate to control, geometrics, traffic, and incidents. Total delay is the difference between the travel time actually experienced and the reference time that would result during base conditions in the absence of incident, control, traffic,or geometric delay. Control delay includes initial deceleration delay, queue move-up time, stopped delay, and final acceleration delay. At two-way stop-controlled and all-way stop-controlled intersections, control delay is the total elapsed time from a vehicle joining the queue until its departure from the stopped position at the head of the queue. The control delay also includes the time required to decelerate to a stop and to accelerate to the free-flow speed. Level of Service (LOS)for a two-way stop-controlled intersection is determined by the computed or measured control delay and is defined for each minor movement.. LOS is not defined for the intersection as a whole. �j Level of Service (LOS)for an all-way stop-controlled intersection is determined by the computed or measured control delay and is defined for all movements. A LOS is then defined for the intersection as a whole. Levels of Service (LOS) for unsignalized intersections are defined as follows: LEVEL OF SERVICE AVERAGE CONTROL DELAY CONDITION PER VEHICLE SECONDS LOS A 0 TO 10 LITTLE OR NO DELAY LOS B > 10 TO 15 SHORT DELAY LOS C > 15 TO 25 AVERAGE DELAY LOS D > 25 TO 35 LONG DELAY LOS E > 35 TO 50 VERY LONG DELAY LOS F > 50 EXTREME DELAY In today's environment, Levels of Service D to F are common and are often experienced on minor street approaches to major streets carrying relatively high traffic volumes. (1) HCM, Exhibits 17-2 and 17-22. 1 EXHIBIT 13 LEVEL OF SERVICE CRITERIA SIGNALIZED INTERSECTIONS SOURCE: HIGHWAY CAPACITY MANUAL (HCM), 2000 ' TRANSPORTATION RESEARCH BOARD (1) Level of Service for signalized intersections is defined in terms of control ' delay, which is a measure of driver discomfort, frustration, increased fuel consumption, and lost travel time. The delay experienced by a motorist is comprised of a number of factors that relate to control, geometric, traffic, and incidents. Total delay is the difference between the travel time actually experienced and the reference travel time that would result during base conditions in the absence of traffic control, geometric delay,any incidents, and any other vehicles. Specifically, LOS criteria for traffic signals are stated in terms of the average control delay per vehicle, typically for a 15-minute analysis period. Delay is a complex measure and depends on a number of variables, including ' the quality of progression, the cycle length, the green ratio, and the volume-to- capacity (v/c) ratio for the lane group. In the case of signalized intersections, the Level of Service for each approach is computed, and an overall Level of Service for the entire intersection is determined. ' Levels of Service (LOS) for signalized intersections are defined as follows: ' LEVEL OF SERVICE CONTROL DELAY PER CONDITION VEHICLE SECONDS LOS A < 10 LOW DELAY tLOS B > 10 TO 20 SHORT DELAY LOS C > 20 TO 35 AVERAGE DELAY LOS D > 35 TO 55 CONGESTION ' NOTICEABLE LOS E > 55 TO 80 LIMIT OF ACCEPTABLE DELAY ' LOS F > 80 UNACCEPTABLE ' In today's environment, Levels of Service C to D are considered acceptable, and Levels of Service A to B are seldomly achieved at signalized intersections. ' (1) HCM, Exhibit 16-2. - I ' Exhibit 14 Capacity Analysis Worksheets Sullivan Avenue at Troy Road � , Short Report Page,2 of 2 Unit Extension 3.0 3.0 3.0 3.0 Phasing WB 02 03 04 SB Only NS 07 08 ---..Only Perm G = G = G = G = G = G Timing 15.0 8.0 45.0 G = G Y = Y = Y = Y = Y = 3 Y = 5 Y = Y = Duration of Analysis hrs = 1.00 Cycle Length C - 80.0 Lane Group,Ca acit , Control Delay, and LOS Determination EB WB NB SIB d'. flow rate 157 628 28 327 Lane g rou ca . 328 1059 536 1330 /c ratio 0.48 0.59 0.05 0.25 Green ratio 0. 19 0.56 10.70 0.70 Unif. delay d1 1 29.0 11.5 15.2 4.3 Delay factor k 1 0.50 0.50 0.50 0.50 Increm. delay d2 1 5.0 2.5 0.2 0.4 PF factor 1.000 1.000 1.000 1.000 Control delay 34.0 14.0 5.4 4.8 Lane group LOS C I B A IA Apprch. delay 34.0 14.0 4.8 r1r roach LOS C g A tersec. delay 13.9 Intersection LOS B HCS2000TM Copyright 0 2000 University of Florida,All Rights Reserved Version 4.1a file:HC:\WINDOWS\TEMP\s2k7279.TMP 12/6/01 Short Report Page 1 of 2 SHORT REPORT General Information Site Information Analyst gency or BUBARIS TRAFFIC Intersection Co. ASSOCIATES rea Type All other areas Date 1216101 Jurisdiction SOUTH WINDSOR Performed nalysis 2001 Time Period 2001 EXISTING PM Year PEAK HOUR Volume and Timin In ut EB WB NB SB LT TH RT LT TH RT LT TH RT LT TH RT Num. of Lanes 0 0 0 0 0 0 0 1 0 1 1 0 Lane group LR TR L T Volume v h 106 34 416 121 72 674 % Heavy veh 0 0 0 0 0 0 P H F 10.90 0.90 0.90 0.90 0.90 0.90 Actuated P/A P P P P P P Startup lost time 2.0 2.0 12.0 2.0 Ext. eff. green 2.0 2.0 2.0 2.0 Arrival type 3 3 3 3 Unit Extension 3.0 3.0 3.0 3.0 Ped/Bike/RTOR Volume 0 0 0 0 0 Lane Width 12.0 12.0 12.0 12.0 Parking/Grade/Parking N N N 0 N N 0 N N 0 N Parking/hr Bus sto s/hr 0 0 0 0 file:HC:\WINDOWS\TEMP\s2kF039.TMP 12/6/01 rr r r rr r �r r� r� rr rr r■ rr r r r -r rr Short Report Page 2 of 2 Unit Extension 3.0 3.0 3.0 13.0 Phasing WB 02 03 04 SB Only NS 07 08 Only Perm G = G = G G = G = G = G = G = Timing 15.0 8.0 45.0 Y = Y = Y = Y = Y = 3 Y = 5 Y = Y = Duration of Analysis Cycle Length C = 80.0 hrs 1.00 Y 9 Lane Group Capaci , Control Delay, and LOS Determination EB WB NB SIB d'. flow rate 156 596 80 749 Lane group cap. 332 1036 553 1330 /c ratio 0.47 1 0.58 10.14 0.56 Green ratio 0. 19 0.56 0.70 0.70 Unit delay d l 29.0 11.3 5.3 5.9 Delay factor k 0.50 0.50 0.50 0.50 Increm. delay d2 14.8 2.3 10.6 1.7 PF factor 1.000 1.000 11.000 1.000 Control delay 33.7 13.7 5.8 7.7 Lane group LOS C B A A Apprch. delay 33.7 13.7 7.5 Approach LOS C B A Intersec. delay 12.4 Intersection LOS B HCS2000TM Copyright©2000 University of Florida, All Rights Reserved Version 4.1a file://C:\WINDOWS\TEMP\s2kF039.TMP 12/6/01 rr �r rr rr �r rr rr rr rr r r rr r it r� rr r r r Short Report Page 1 of 2 SHORT REPORT General Information Site Information Analyst gency or BUBARIS TRAFFIC Intersection Co. ASSOCIATES Area Type All other areas Performed Date 12/6/01Jurisdiction SOUTH WINDSOR 2007 Analysis 2007 Time BACKGROUND AM Year Period PEAK HOUR Volume and Timing Input EB WB NB SB LT TH RT LT TH RT LT TH RT LT TH RT Num. of Lanes 0 0 0 10 0 0 1 0 1 0 1 1 0 Lane group I LR TR L T Volume v h 96 56 565 43 27 316 % Heavy veh 10 0 0 0 0 0 P H F 10.90 0.90 0.90 0.90 0.90 0.90 Actuated P/A P P P P P P Startup lost time 2.0 12.0 2.0 12.0 Ext. eff. green 2.0 2.0 2.0 2.0 rrival type 3 3 3 3 Unit Extension 3.0 3.0 3.0 3.0 Ped/Bike/RTOR 0 0 0 0 0 Volume Lane Width 1 12.0 12.0 12.0 12.0 Parking/Grade/Parking N N N 0 N N 0 N N 0 N Parking/hr file://C:\WINDOWS\TEMP\s2k607A.TMP 12/6/01 Short Report Page 2 of 2 Bus sto s/hr 1 0 1 F 6 0 0 Unit Extension 13.0 3.0 1 13.0 13.0 Phasing WB 02 03 04 SIB Only NS 07 08 Only Perm G = G = G = = G = G = Timing 15.0 G 8.0 45.0 G = G - Y = Y = Y = Y = Y = 3 Y = 5 Y = Y = Duration of Analysis Cycle Length C - hrs 80.0 1.00 Y 9 - Lane Group Ca aci , Control Delay and LOS Determination EB WB NB SB d'. flow rate 169 676 30 351 Lane group cap. 328 1059 515 1330 /c ratio 0.52 1 0.64 0.06 0.26 Green ratio 0.19 0.56 10.70 0.70 Unif. delay dl 29.2 11.9 15.4 4.4 Delay factor k 0.50 0.50 10.50 0.50 Increm. delay d2 5.8 1 3.0 10.2 0.5 PF factor 1.000 1.000 11.000 1.000 Control delay 35.0+ 14.9 5.6 4.9 Lane group LOS D B A A .Apprch. delay 35.0+ 14.9 5.0 Approach LOS D B A Intersec. delay 14.6 Intersection LOS B HCS2000TM Copyright©2000 University of Florida,All Rights Reserved Version 4.1a file://C:\WINDOWS\TEMP\s2k607A.TMP 12/6/01 rr rr r r r r r r r rr r r r r rr r r r� Short Report Page 1 of 2 SHORT REPORT General Information Site Information nalyst Agency or BUBARIS TRAFFIC Intersection Co. ASSOCIATES Area Type All other areas Date 1216101 Jurisdiction SOUTH WINDSOR Performednalysis ime 2007 2007 BACKGROUND PM ear Period PEAK HOUR Volume and Timing Input EB WB NB SB LT TH RT LT TH RT LT TH RT LT TH RT Num. of Lanes 0 0 0 0 0 0 0 1 0 1 1 0 Lane group LR I TR I L T Volume v h 114 37 447 130 177 725 % Heavy.veh 10 0 0 0 10 0 PHF 10.90 0.90 0.90 0.90 0.90 0.90 Actuated P/A P P P P P P Startup lost time 2.0 2.0 2.0 2.0 Ext. eff. green 2.0 1 2.0 12.0 2.0 rrival type 3 3 3 3 Unit Extension 3.0 3.0 3.0 3.0 Ped/Bike/RTOR 0 0 0 0 0 Volume Lane Width 12.0 12.0 12.0 . 12.0 Parking/Grade/Parking N N N 0 N N 0 N N 0 N Parking/hr file:HC:\WINDOWS\TEMP\s2kA34B.TNW 12/6/01 Short Report Page 2 of 2 Bus sto s/hr 0 0 0 0 Unit Extension 3.0-1, 1 3.0 3.0 3.0 Phasing WB 02 03 04 SB Only NS 07 08 Only Perm G = G = G _ G _ G = G = G = G Timing 15.0 - 8.0 45.0 - Y = Y = Y = Y = Y = 3 Y = 5 Y = Y= Duration of Analysis Cycle Length C - 80.0 hrs 1.00 Lane Group Ca aci , Control Delay, and LOS Determination EB WB NB SB d'. flow rate 168 641 86 806 Lane group cap. 332 1036 531 1330 /c ratio 0.51 0.62 10.16 0.61 Green ratio 0. 19 0.56 10.70 0.70 Unif. delay d1 29.2 11.7 15.5 6.3 Delay factor k 0.50 0.50 10.50 0.50 Increm. delay d2 5.5 12.8 0.7 2.1 PF factor. 1.000 1.000 1.000 1.000 Control delay 34.7 14.6 1 6.1 8.3 Lane group LOS C 8 A I A Apprch. delay 34.7 14.6 8.1 Approach LOS C g A Intersec. delay 13.2 Intersection LOS B _ HCS2000TM Copyright C 2000 University of Florida, All Rights Reserved Version 4.1a file://C:\WINDOWS\TEMP\s2kA34B.TMP 12/6/01 Short Report Page 1 of 2 SHORT REPORT General Information Site Information nalyst gency or BUBARIS TRAFFIC Intersection Co. ASSOCIATES rea Type All other areas Date 1216101 Jurisdiction SOUTH WINDSOR Performed nalysis 2007 Time Period 2007 COMBINED rear AM PEAK HOUR Volume and Timing Input EB WB NB SB IT TH RT LT TH RT LT TH RT LT TH RT Num. of Lanes 0 0 0 0 0 0 0 1 0 1 1 0 Lanegroup_ LR I TR IL T Volume v h 96 56 653 43 27 335 % Heavy veh 0 0 0 0 0 0 P H F 0.90 0.90 0.90 0.90 0.90 0.90 rE ctuated P/A P P P P P P tartu lost time 2.0 2.0 2.0 2.0 xt. eff. green 2.0 2.0 2.0 2.0 Arrival type 3 3 3 3 Unit Extension 3.0 3.0 3.0 - 3.0., , Ped/Bike/RTOR Volume 0 0 0 0 0 Lane Width 12.0 12.0 12.0 12.0 Parking/Grade/Parking N N N 0 N N 0 N N 0 N Parking/hr Bus sto s/hr 0 0 0 1 0 file:HC:\WINDOWS\TEMP\s2k72DA.TNV 12/6/01 Short Report Page 2 of 2 Unit Extension 3.0 3.0 1 13.0 1 3.0 Phasing WB 02 03 04 SIB Only NS 07 08 Onl Perm G = G = G = G = G = G = - Timing 15.0 8.0 45.0 G G = Y = -[-Y = Y = Y = fY = 3 Y = 5 --f-Y = Y = Duration of Analysis Cycle Len th C - hrs 80.0 = 1.00 y g - Lane Group Ca aci , Control Delay, and LOS Determination EB WB NB SIB d*. flow rate 169 774 30 372 Lane group cap. 328 1060 474 1330 /c ratio 0.52 0.73 10.06 0.28 Green ratio 0. 19 0.56 10.70 0.70 Unif. delay d1 29.2 13.0 15.8 4.5 Delay factor k 0.50 0.50 0.50 0.50, Increm. delay d2 5.8 4.6 0.3 0.5 PF factor 1.000 1.000 1.000 1.000 Control delay 35.0+ 17.5 6.0 5.0 Lane group LOS I D I B A I A Apprch. delay 35.0+ 17.5 5.1 Approach LOS D B A Intersec. delay 16.0 Intersection LOS B HCS2000TM Copyright C 2000 University of Florida,All Rights Reserved Version 4.1a file:HC:\WINDOWS\TEMP\s2k72DA.TW 12/6/01 r ar r r Eli r rr r r r r M r Short Report Page 1 of 2 SHORT REPORT General Information Site Information nalyst Agency or BUBARIS TRAFFIC Intersection Co. ASSOCIATES Area Type All other areas Date 1216101 Jurisdiction SOUTH WINDSOR Performed Analysis 2007 Time Period 2007 COMBINED Year PM PEAK HOUR Volume and Timing Input EB WB NB SB LT TH RT LT TH RT LT TH RT LT TH RT Num. of Lanes 0 0 0 0 0 0 0 1 0 1 1 0 Lane group I LR I TR L T Volume v h 114 37 1469 130 77 808 % Heavy veh 0 0 0 0 0 0 PHF 0.90 0.90 0.90 0.90 0.90 0.90 Actuated P/A P P P P P P Startup lost time 2.0 2.0 2.0 2.0 Ext. eff. green 2.0 2.0 2.0 2.0 Arrival type 3 3 13 3 Unit Extension 3.0 3.0 3.0 3.0 Ped/Bike/RTOR Volume 0 0 0 0 Lane Width 12.0 12.0 12.0 12.0 Parking/Grade/Parking N N N 0 N N 0 N N 0 N Parking/hr Bus sto s/hr 0 0 0 0 fi1e:HC:\WIND0WS\TEMP\s2k1 12C.TMP 12/6/01 s M r r r r r r rr r rr r r r r r M M r Short Report Page 2 of 2 Unit Extension 3.0 3.0 3.0 13.0 Phasing WB 02 03 04 SIB Only NS 07 08 Onl Perm G G = G = G = G = G = G = G - iming 15.0 8.0 45.0 - Y = Y = Y = Y = Y = 3 Y = 5 Y = Y = Duration of Analysis Cycle Length C = 80.0 hrs = 1.00 - Lane Group Ca aci , Control Delay and LOS Determination EB WB NB SIB d'. flow rate 168 665 86 898 Lane group cap. 332 1037 520 1330 . /c ratio 0.51 0.64 10.17 6,68 Green ratio 0. 19 0.56 10.70 0.70 Unif. delay d1 29.2 12.0 15.6 6.8 Delay factor k 0.50 0.50 10.50 0.50 Increm. delay d2 5.5 3.1 10.7 2.8 PF factor 1.000 1.000 11.000 1.000 Control delay 34.7 15. 1 6.3 9.6 Lane group LOS C B A IA Apprch. delay 34.7 15.1 9.3 Approach LOS I C B A Intersec. delay 13.8 Intersection LOS B HCS200drm Copyright©2000 University of Florida, All Rights Reserved Version 4.1a flle:HC:\VaNDOWS\TEMP\s2k112C.TMP 12/6/01 Exhibit 15 Capacity Analysis Worksheets Sullivan Avenue at West Road Two-Way Stop Control . Pagel of 2 TWO-WAY STOP CONTROL SUMMARY General Information: Site Information nalyst BUBARIS Intersection gency/Co. TRAFFIC Jurisdiction SOUTH ASSOCIATES WINDSOR, CT Date Performed 1216101 Analysis Year 2001 tAnalysis Time 2001 EXISTING Period AM PEAK HOUR Project Description North/South Street: SULLIVAN EasMest Street: WEST ROAD VENUE Intersection Orientation: North-South Study Period (hrs): 1.00 Vehicle Volumes and Adjustments Major Street Northbound Southbound Movement 1 2 3 4 5 6 L T R L T R Volume 66 512 0 0 298 6 Peak-Hour 0.90 0.90 0.90 0.90 -0.90 0.90 Factor, PHF Hourly Flow 73 568 0 0 331 6 Rate, HFR Percent Heavy 0 -- __ 0 _- Vehicles Median Type Undivided RT Channelized 0 0 Lanes 0 1 0 0 1 0 Configuration LT TR Upstream Signal 0 .0- Minor Street Westbound Eastbound Movement 7 8 9 10 11 12 L T R L T R Volume 0 0 0 12 0 21 Peak-Hour 0.90 0.90 0.90 0.90 0.90 0.90 Factor, PHF Hourly Flow Rate, HFR 0 0 0 13 0 23 file://C:\Vv'MOWS\TEMP\u2k8245.TNU 12/6/01 Two-Way Stop Control Page 2 of 2 I ercent Heavy 00 0 0 0 0 ehicles ercent Grade rRRT 0 0 ared Approach N N orage 0 0 Channelized 0 0 Lanes 0 0 0 0 0 0 Configuration LR Delay, Queue Length, and Level of Service roach NB SB Westbound Eastbound Movement 1 4 7 8 9 10 11 12 ' Lane LT LR Configuration v h 73 36 m vph 1234 416 Ic 0.06 0.09 i 95% queue 0. 19 0.28 length Control Delay 8.1 14.5 LOS A g pproach 14.5 Delay M -- '- roach LOS-t- -- -- 8 HCS2000TM Copyright OO 2000 University of Florida,All Rights Reserved Version 4.1a file:HC:\VaNDOWS\TEMP\u2k8245.TMP 12/6/01 Two-Way Stop Control Pagel of 2 TWO-WAY STOP CONTROL SUMMARY Inalyst eneral Information Site Information BUBARIS Intersection Agency/Co. TRAFFIC SOUTH ASSOCIATES Jurisdiction WINDSOR, CT Date Performed 1216101 Analysis Year 2001 Analysis Time 2001 EXISTING Period PM PEAK HOUR Project Description East/West Street: WEST ROAD North/South Street. SULLIVAN VENUE Intersection Orientation: North- South Study Period (hrs): 1.00 Vehicle Volumes and Adjustments Major Street Northbound Southbound L Movement 1 2 3 4 5 6 L T R L T R Volume 30 431 0 0 670 9 Peak-Hour 0.90 0.90 0.90 0.90 0.90 0.90 Factor, PHF Hourly Flow 33 478 0 0 744 10 Rate, HFR Percent Heavy 0 -- _ 0 Vehicles Median Type Undivided ' RT Channelized 0 0 Lanes 0 1 0 0 1 0 Configuration LT TR Upstream Signal, 0 0 Minor Street Westbound Eastbound ' Movement 7 8 9 10 - 11 12 L T R L T R ' olume 0 0 0 8 0 76 Peak-Hour 0.90 0.90 0.90 0.90 0.90 0.90 Factor, PHF Hourly Flow 0 0 0 8 0 84 Rate,-HFR file://C:\WINDOWS\TEMP\u2k8245.TN P 12/6/01 Two-Way Stop Control Page 2 of 2 1 k ercent Heavy ehicles 0 0 0 0 0 0 ' Percent Grade 0 0 Flared Approach N N ' Storage 0 0 RT Channelized 0 0 Lanes 0 0 0 0 0 0 Configuration LR Delay, Queue Length, and Level of Service Approach NB SB Westbound Eastbound Movement 1 4 7 8 9 10 11 12 Lane LT LR Configuration v h 33 1 92 C m v h 865 370 lc 0.04 0.25 [, 95% queue 0.12 0.99 length ' Control Delay 9.3 17.9 LOS A C Approach Delay -- --E17.9 roach LOS -- -- C HCS200OTM Copyright©2000 University of Florida,All Rights Reserved Version 4.1a r file:HC:\WINDOWS\TEMP\u2k8245.TNW 12/6/01 Two-Way Stop Control Page 1 of 2 ' TWO-WAY STOP CONTROL SUMMARY General Information Site Information Analyst BUBARIS Intersection ' Agency/Co. TRAFFIC SOUTH ASSOCIATES Jurisdiction WINDSOR, CT Date Performed 1216101 nalysis Year 2007 Analysis Time 2007 Period BACKGROUND AM PEAK HOUR Project Description East/West Street: WEST ROAD North/South Street: SULLIVAN VENUE Intersection Orientation: North- Study Period (hrs):' 1.00 South Vehicle Volumes and Adjustments Major Street Northbound Southbound Movement 1 2 3 4 5 6 L T R L T R Volume 71 550 0 0 320 6 Peak-Hour 0.90 0.90 0.90 0.90 0.90 0.90 Factor, PHF - Hourly Flow 78 611 0 0 355 6 Rate, HFR Percent Heavy 0 -- -- 0 -- -- Vehicles Median Type Undivided RT Channelized 0 0 Lanes - 0 1 0 0 1 0 Configuration LT TR Upstream Signal j 0 0 iMinor Street Westbound Eastbound Movement 7 8 9 10 11 12 L T R L T R olume 0 0 0 13 0 23 Peak-Hour 0.90 0.90 0.90 0.90 0.90 0.90 Factor, PHF Hourly Flow 0 0 0 14 0 25 Rate, HFR file://C:\WINDOWS\TEMP\u2k8245.TMP 12/6/01 Two-Way Stop Control Page 2 of 2 k ercent Heavy 00 0 0 0 0 ehicles ercent Grade 0 0 Flared Approach N N Storage 0 0 RT Channelized 0 0 Lanes 0 0 0 0 0 0 Configuration LR Delay, Queue Length, and Level of Service ' Approach NB SB Westbound Eastbound Movement 1 4 7 8 9 10 11 12 ' Lane. LT LR Configuration v h 78 39 C m v h 1209 384 lc 0.06 0.10 ' 95% queue . 0.21 length 0.34 ' Control Delay 8.2 15.4 LOS A C ' Approach -- -_ Delay15.4 Approach LOS -- -- C i HCS2000TM Copyright©2000 University of Florida,All Rights Reserved Version 4.1a file://C:\WINDOWS\TEMP\u2k8245.TMP 12/6/01 Two-Way Stop Control Page 1 of 2. TWO-WAY STOP CONTROL SUMMARY General Information Site Information nalyst BUBARIS Intersection gency/Co. TRAFFIC SOUTH ASSOCIATES Jurisdiction Date Performed 12/6/01 WINDSOR, CT ' 2007 nalysis Year 2007 Analysis Time Period BACKGROUND PM PEAK HOUR Project Description East/West Street: WEST ROAD North/South Street: SULLIVAN ' VENUE Intersection Orientation: North- Study Period (hrs): 1.00 South ehicle Volumes and Adjustments ' South Street Northbound Southbound Movement 1 2 3 4 5 . 6 L T R L T R ' Volume 29 418 0 0 720 10 Peak-Hour 0.90 0.90 0.90 0.90 0.90 0.90 ' Factor, PHF Hourly Flow 32 464 0 0 800 11 Rate, HFR ' Percent Heavy 0 _- -- 0 -- -- Vehicles ' Median Type Undivided RT Channelized 0 0 Lanes - 0 1 0 0. 1 0 ' Configuration LT TR. Upstream Signal Signall 0 0 Minor Street Westbound Eastbound Movement 7 8 9 10 11 12 ' L T R L T R Volume 0 0 0 9 0 82 ' Peak-Hour 0.90 0.90 0.90 0.90 0.90 0.90 Factor, PHF Hourly Flow 0 0 0 10 0 91 ' Rate, HFR file://C:\WINDOWS\TEMP\u2k8245.TMP 12/6/01 Two-Way Stop Control Page 2 of 2 Percent Heavy 0 0 0 0 0 0 ' ehicles Percent'Grade 0 0 /o Flared Approach N N ' Storage 0 0 RT Channelized 0 0 Lanes 0 0 0 0 0 0 ' Configuration LR Delay, Queue Length, and Level of Service rpproach NB SB Westbound Eastbound Movement 1 4 7 8 9 10 11 12 ' Lane LT Configuration LR ' v h 32 101 C m (vph) 824 340 lc 0.04 0.30 ' 95% queue 0. 12 1.25 length ' Control Delay 9.5 20.0 LOS A C pproach 20.0 ' Delay Mroach LOS -- -- C HCS2000TM Copyright©2000 University of Florida,All Rights Reserved Version 4.1a file://C:\WINDOWS\TEMP\u2k8245.TNV 12/6/01 Two-Way Stop Control Page 1 of 2 1 1 t TWO-WAY STOP CONTROL SUMMARY [nalyst eneral Information Site Information ' BUBARIS Intersection ' Agency/Co. TRAFFIC Jurisdiction SOUTH . ASSOCIATES WINDSOR, CT Date Performed 1216101 nalysis Year 2007 ' Analysis Time 2007 COMBINED Period AM PEAK HOUR Project Description ' North/South Street: SULLIVAN East/West Street: WEST ROAD VENUE ' Intersection Orientation: North Study Period (hrs): 1.00 South ' ehicle Volumes and Adjustments Major Street Northbound Southbound ' Movement 1 2 3 4 5 6 L T R L T R Volume 71 638 0 0 339 6 ' Peak-Hour 0.90 0.90 0.90 0.90 0.90 0.90 Factor, PHF ' Hourly Flow 78 708 0 0 376 6 Rate, HFR Percent Heavy 0 -- -- 0 -- ' Vehicles -- Median Type Undivided ' RT Channelized 0 0 Lanes 0 1 0 0 1 0 Configuration LT TR ' Upstream Signal 0 0 Minor Street Westbound Eastbound Movement 7 8 9 - 10 11 12 L T R L T R ' Volume 0 0 0 13 0 23 Peak-Hour 0.90 0.90 0.90 0.90 0.90 0.90 ' Factor, PHF Hourly Flow 0 0 0 14 0 25 Rate, H F R file:HC:\WINDOWS\TEMP\u2k8245.TMP 12/6/01 Two-Way Stop Control Page 2 of 2 Percent Heavy 0 0 0 0 0 0 ehicles Percent Grade Flared Approach N N ' Storage 0 0 RT Channelized 0 0 - Lanes 0 0 0 0 0 -0 ' Configuration LR Delay, Queue Length, and Level of Service iApproach NB SB Westbound Eastbound Movement 1 4 7 8 9 10 11 12 ' Lane LT LR Configuration v h 78 39 C m v h) 1188 340 lc 0.07 0.11 95% queue 0.21 0.39 l ength ' Delay 8.2 17.0 A C 17.0 LOS -- -- C HCS2000TM Copyright©2000 University of Florida,All Rights Reserved Version 4.1a file://C:\V`TINDOWS\TEMP\u2k8245.TMP 12/6/01 Two-Way Stop Control Pagel of 2 TWO-WAY STOP CONTROL SUMMARY [(;nalyst eneral Information- Site Information - ' _ BUBARIS Intersection gency/Co. TRAFFIC SOUTH Jurisdiction ASSOCIATES WINDSOR, CT Date Performed 1216101 nalysis Year 2007 Analysis Time 2007 COMBINED Period PM PEAK HOUR Project Description ' East/West Street: WEST ROAD North/South Street: SULLIVAN VENUE Intersection Orientation: North- Study Period (hrs): 1.00 South ■ Vehicle Volumes and Adjustments ■ Major Street Northbound Southbound Movement 1 2 3 4 5 6 L T R L T R Volume 29 440 0 0 803 10 Peak-Hour 0.90 0.90 0.90 0.90 0.90 0.90 Factor, PHF Hourly Flow 32 488 0 0 892 11 Rate, H F R Percent Heavy 0 -_ -- 0 -- -- ' Vehicles Median Type Undivided ' RT Channelized 0 0 Lanes 0 1 0 D 1 0 Configuration LT TR ' Upstream Signal 0 0 Minor Street Westbound Eastbound ' Movement 7 8 9 10 11 12 L T R L T R ' Volume 0 0 0 9 0 82 Peak-Hour Factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 ' Hourly Flow 0 0 0 10 0 91 Rate, HFR file:HC:\WINDOWS\TEMP\u2k8245.TMP 12/6/01 Two-Way Stop Control Page 2 of 2 r Percent Heavy 0 0 0 0 0 0 r ehicles Percent Grade 0 0 1 Flared Approach N N Storage 0 0 RT Channelized 0 0 Lanes 0 0 0 0 0 0 Configuration LR Delay, Queue Length, and Level of Service rApproach NB SB Westbound Eastbound Movement 1 4 7 8 9 10 11 12 Lane LT LR Configuration vph 32 101 C m v h 761 299 /c 0.04 0.34 ' 95% queue 0.13 1.51 length r Control Delay 9.9 123.2 LOS A C Approach Delay -- -- 23.2 roach LOS -- -- C r HCS2000TM Copyright 0 2000 University of Florida_,All Rights Reserved Version 4.1a 1 r - r r r r file://C:\WINDOWS\TEMP\u2k8245.TMP 12/6/01 i - 1 Exhibit 16 Capacity Analysis Worksheets Sullivan Avenue at Schweir Road Two-Way Stop Control Page 1 of 2 TWO-WAY STOP CONTROL SUMMARY General Information Site Information ' Analyst BUBARIS Intersection 1 gency/Co. TRAFFIC Jurisdiction SOUTH ASSOCIATES WINDSOR, CT Date Performed I V6101 Analysis Year 2001 rAnalysis Time 2001 EXISTING Period AM PEAK HOUR Project Description East/West Street: SCHINEIR ROAD p VENUE Street: SULLIVAN Intersection Orientation: North-South Study Period (hrs): 1.00 Vehicle Volumes and Adjustments Major Street Northbound Southbound Movement 1 2 3 4 5 6 ' L T R L T R Volume 23 480 0 0 330 14 Peak-Hour 0.90 0.90 0.90 0.90 0.90 0.90 Factor, PHF ' Hourly Flow 25 533 0 0 366 15 Rate, HFR Percent Heavy 0 -- -- 1 -- -- ' Vehicles 0 Median Type Undivided ' RT Channelized 0 0 Lanes 0 1 0 0 1 0 Configuration LT TR U stream Si�nal 0 1 0 Minor Street Westbound Eastbound Movement 7 8 9 10 11 12 L T R L T R Volume 0 0 0 4 0 8 Peak-Hour 0.90 0.90 0.90 0.90 0.90 0.90 Factor, PHF Hourly Flow 0 0 0 4 0 8 Rate, HFR file://C:\VnNDOWS\TEMP\u2k82C3.TMP 12/6/01 Two-Way Stop Control Page 2 of 2 Percent Heavy 0 0 0 0 0 0 ehicles Percent Grade ' 0 0 = Flared a ed Approach N N Storage 0 0 RT Channelized 0 0 Lanes 0 0 0 0 0 0 Configuration LR Delay, Queue Length, and Level of Service Approach NB SB Westbound Eastbound Movement 1 4 7 8 9 10 11 12 Lane LT LR Configuration v h 25 12 m v h 1189 462 lc 0.02 0.03 r 95% queue 0.06 length 0.08 Control Delay 8.1 13.0 LOS A g Approach Delay -- -- 13.0 roach LOS -- -- g HCS200OTM Copyright 0 2000 University of Florida,All Rights Reserved Version 4.1a i 1 file://C:\WINDOWS\TEMP\u2k82C3.TMP 12/6/01 Two-Way Stop Control Page 1 of 2 TWO-WAY STOP CONTROL SUMMARY General Information Site Information _ Analyst BUBARIS Intersection Agency/Co. TRAFFIC' Jurisdiction SOUTH ASSOCIATES WINDSOR, CT Date Performed 1216101 Analysis Year 2001 Analysis Time 2001 EXISTING Period PM PEAK HOUR Project Description East/West Street: SCHWEIR ROAD North/South Street: SULLIVAN VENUE Intersection Orientation: North- Study Period (hrs): 1.00 South rehicle Volumes and Adjustments Major Street Northbound Southbound Movement 1 2 3 4 5 6 - L T R L T R Volume 1 383 0 0 489 2 Peak-Hour Factor,Peak-Hour 0.90 0.90 0.90 0.90 0.90 0.90 Hourly Flow 1 425 0 0 543 2 Rate, HFR Percent Heavy 0 -- -- 0 -- -- Vehicles Median Type Undivided RT Channelized 0 0 Lanes 0 1 0 0 1 0 Configuration LT TR Upstream Signal 0 0 Minor Street Westbound Eastbound Movement 7 8 9 10 1.1 12 L T R L T R Volume 0 0 0 14 0 10 Peak-Hour 0.90 0.90 0.90 0.90 0.90 0.90 Factor, PHF Hourly Flow 0 0 - 0 15 0 11 Rate, HFR I - file://C:\WINDOWS\TEMP\u2k82C3.TMP 12/6/01 Two-Way Stop Control Page 2 of 2 Percent Heavy 0 0 0 0 0 0 ehicles Percent Grade ` Flared Approach N N Storage 0 0 RT Channelized 0 0 Lanes 0 0 0 0 0 0 Configuration I I I LR Delay, Queue Length, and Level of Service rApproach NB SB Westbound Eastbound Movement 1 4 7 8 9 10 11 12 Lane LT LR Configuration v h 1 26 C_(m)( v h 1034 355 lc 0.00 0.07 95% queue 0.00 0.24 length Control Delay 8.5 15.9 LOS A C Approach Delay 15.9--t 9roach LOS -- -- C HCS2000TM Copyright 0 2000 University of Florida,All Rights Reserved Version 4.1a file://C:\WINDOWS\TEMP\u2k82C3.TMP 12/6/01 Two-Way Stop Control Page 1 of 2 TWO-WAY STOP CONTROL SUMMARY General Information Site Information - Analyst BUBARIS Intersection Agency/Co. TRAFFIC SOUTH ASSOCIATES Jurisdiction WINDSOR, CT Date Performed 12/M/01 nalysis Year 2007 Analysis Time 2007 Period BACKGROUND AM PEAK HOUR - Project Description East/West Street: SCHWEIR ROAD p VENUE Street: SULLIVAN Intersection Orientation: North-South I Study Period (hrs): 1.00 ehicle Volumes and Adjustments Major Street Northbound Southbound Movement 1 2 3 4 5 6 L T R L T R Volume 25 516 0 0 355 15 Peak-Hour 0.90 0.90 0.90 0.90 0.90 0.90 Factor, PHF - Hourly Flow 27 573 0 0 394 16 Rate, HFR Percent Heavy 6 -- -- 0 -- -- ehicles Median Type Undivided RT Channelized 0 0 Lanes 0 1 0 0 1 0- Configuration LT_ TR Upstream Signal 0L::0- Minor Street Westbound Eastbound Movement 7 8 9 10 11 12 L T R L T R Volume 0 0 0 4 0 9 Peak-Hour 0.90 0.90 0.90 0.90 0.90 0.90 Factor, PHF Hourly Flow 0 0 0 4 0 10 Rate, H F R file://C:\WINDOWS\TEMP\u2k82C3.TMP 12/6/01 Two-Way Stop Control Page 2 of 2 Percent Heavy 0 0 0 0 0 0 ehicles Percent Grade ` 0 0 r Flared Approach N N Storage 0 0 RT Channelized 0 0 Lanes 0 0 0 0 0 0 Configuration I I LR Delay, Queue Length, and Level of Service Approach NB SB Westbound Eastbound Movement 1 4 7 8 9 10 11 12 Lane LT LR Configuration v h 27 14 C m v h 1160 452 lc 0.02 0.03 5% queue 0.07 0.10 length Control Delay 8.2 13.2 LOS A B r pproach 13 2 ela roach LOS -- -- B HCS2000TM Copyright 0 2000 University of Florida,All Rights Reserved Version 4.1a file://C:\WINDOWS\TEMP\u2k82C3.TMP 12/6/01 Two-Way Stop Control Page 1 of 2 . TWO-WAY STOP CONTROL SUMMARY General Information Site Information nalyst BUBARIS Intersection gency/Co. TRAFFIC ASSOCIATES Jurisdiction SOUTH - Date Performed 12/6/01 WINDSOR, CT 2007 nalysis Year 2007 Analysis Time Period BACKGROUND _ PM PEAK HOUR Pro'ect Description East/West Street: SCHWEIR ROAD North/South Street: SULLIVAN VENUE Intersection Orientation: North- South I Study Period (hrs): 1.00 ehicle Volumes and Adjustments Major Street Northbound Southbound Movement 1 2 3 4 5 6 L T R L T R Volume 1 412 0 0 525 2 Peak-Hour 0.90 0.90 0.90 0.90 0.90 0.90 Factor, PHF Hourly Flow 1 457 0 0 583 2 Rate, HFR Percent Heavy 0 -- -- 0 -- -- Vehicles Median Type Undivided RT Channelized 0 0 Lanes 0 1 0 0 1 0 Configuration LT TR Upstream Signal 0 t 0 Minor Street Westbound , Eastbound Movement 7 8 9 10 11 12 L T R L T R olume 0 0 0 15 0 11 [Rate, eak-Hour 0.90 0.90 0.90 0.90 0.90 0.90 actor, PHF ourly Flow 0 0 0 16 0 12 HFR file://C:\WINDOWS\TEMP\u2k82C3.TMP 12/6/01 Two-Way Stop Control Page 2 of 2 F ercent Heavy 0 0 0 0 0 0 ehicles ercent Grade Flared Approach N N Storage 0 0 RT Channelized 0 0 I Lanes 0 0 0 0 0 0 Configuration LR Delay, Queue Len th, and Level of Service Approach NB SB Westbound Eastbound Movement 1 4 7 8 9 10 11 12 Lane LT Configuration LR v h 1 28 m v h 1000 326 lc 0.00 0.09 95% queue 0.00 length 0.28 Control Delay 8.6 17.1 LOS A C pproach Delay -- -' 17.1 roach LOS -- -- C HC,S200OTM Copyright 0 2000 University of Florida,All Rights Reserved Version 4.1a file://C:\WINDOWS\TEMP\u2k82C3.TMP 12/6/01 Two-Way Stop Control Page 1 of 2 1 . TWO-WAY STOP CONTROL -SUMMARY General Information Site Information Analyst BUBARIS Intersection gency/Co. TRAFFIC SOUTH ASSOCIATES Jurisdiction WINDSOR, CT Date Performed 1216101 Analysis Year 2007 Analysis Time 2007 COMBINED Period AM PEAK HOUR Project Description � North/South Street: SULLIVAN East/West Street: SCHWEIR ROAD VENUE Intersection Orientation: North- Study Period hrs : 1.00 South ehicle Volumes and Adjustments Major Street Northbound Southbound Movement 1 2 3 4 5 6 L T R L T R Volume 97 532 0 0 358 31 ' Peak-Hour 0.90 0.90 0.90 0.90 0.90 0.90 Factor, PHF Hourly Flow 107 591 0 0 397 34 Rate, HFR Percent Heavy 0 -- _ 0 -- -- ' Vehicles Median Type Undivided RT Channelized 0 0 Lanes 0 1 0 0 1 0 Configuration LT TR Upstream Signal 0 0 Minor Street Westbound Eastbound Movement 7 8 9 10 11 12 L T R L T R Volume 0 0 0 7 0 25 Peak-Hour 0.90 0.90 0.90 0.90 0.90 0.90 Factor, PHF Hourly Flow Rate, HFR 0 0 0 7 0 27 file://C:\WINDOWS\TEMP\u2k82C3.TMP 12/6/01 Two-Way Stop Control Page 2 of 2 ' Percent Heavy 0 0 0 0 0 0 ehicles Percent Grade 0 0 _ Flared Approach N N Storage 1 -0* 0 RT Channelized 0 0 Lanes 0 0 0 0 0 0 Configuration LR Delay, Queue Length, and Level of Service Approach NB SB Westbound Eastbound Movement 1 4 7 8 9 10 11 12 Lane LT LR Configuration v h 107 34 C m v h 1139 1423 lc 0.09 0.08 95% queue 0.31 0.26 length Control Delay 8.5 14.3 LOS A 8 Approach Delay -- --E14.3 roach LOS -- - 8 HCS2000T M Copyright 0 2000 University of Florida,All Rights Reserved Version 4.1 a file://C:\WINDOWS\TEMP\u2k82C3.TMP 12/6/01 Two-Way Stop Control Page 1 of 2 1 ' TWO-WAY STOP -CONTROL SUMMARY General Information Site Information ' Analyst BUBARIS Intersection ' gency/Co. TRAFFIC Jurisdiction SOUTH ASSOCIATES WINDSOR, CT Date Performed 1216101 Analysis Year 2007 Analysis Time 2007 COMBINED Period PM PEAK HOUR Project Description ' North/South Street: SULLIVAN East West Street: SCHINEIR ROAD VENUE ' Intersection Orientation: North- Stud Period hrs : 1.00 South y ' ehicle Volumes and Adjustments Major Street Northbound Southbound ' Movement 1 2 3 4 5 6 L T R L T R olume 19 416 0 0 540 6 ' Peak-Hour 0.90 0.90 0.90 0.90 0.90 0.90 Factor, PHF ' Hourly Flow 21 462 0 0 600 6 Rate, HFR Percent Heavy 0 -- -- 0 -- -- Vehicles Median Type Undivided RT Channelized 0 0 Lanes 0 1 0 0 1 0 ' Configuration LT TR Upstream Signal 1 0 , 0 Minor Street Westbound Eastbound ' Movement - 7 8 9 10 11 12 L T R L T R ' Volume 0 0 0 30 0 79 Peak-Hour 0.90 0.90 0.90 0.90 0.90 0.90 ' Factor, PHF Hourly Flow 0 0 0 33 0 87 Rate, HFR file://C:\WINDOWS\TEMP\u2k82C3.TMP 12/6/01 Two-Way Stop Control Page 2 of 2 Percent Heavy 0 0 0 0 0 0 ' ehicles Percent Grade 0 0 Flared Approach N N ' Storage 0 0 RT Channelized 0 0 Lanes 0 0 0 0 0 0 Configuration LR Delay, Queue Len th, and Level of Service Approach NB SB Westbound Eastbound Movement 1 4 7 8 9 10 11 12 ' Lane LT LR Configuration ' V NO) 21 120 C m) v h 982 379 lc 0.02 0.32 ' 95% queue 0.07 1.38 length ' Control Delay 8.7 118.9 LOS A C Approach Delay -- -- 18.9 roach LOS -- -- C HCS2000TM Copyright©2000 University of Florida,All Rights Reserved Version 4.1a r file://C:\V4NDOWS\TEMP\u2k82C3.TMP 12/6/01 ' Exhibit 17 Capacity Analysis Worksheets Sullivan Avenue at Patria Road Two-Way Stop Control Pagel of 2 TWO-WAY STOP CONTROL SUMMARY General In_ formation Site Information Analyst BUBARIS Intersection gency/Co. TRAFFIC Jurisdiction SOUTH ASSOCIATES WINDSOR, CT Date Performed 12MM/01 Analysis Year 2001 ' Analysis Time 2001 EXISTING Period AM PEAK HOUR Project Description North/South Street: SULLIVAN East/West Street: PATRIA ROAD VENUE ' Intersection Orientation: North- South Study Period (hrs): 1.00 ' Vehicle Volumes and Adjustments Major Street Northbound Southbound Movement 1 2 3 4 5 6 L T R L T R Volume 17 484 0 0 339 13 ' Peak-Hour 0.90 0.90 0.90 0.90 0.90 0.90 Factor, PHF ' Hourly Flow 18 537 0 0 376 14 Rate, HFR Percent Heavy 0 -- -- 0 -- -- rehicles Median Type Undivided ' RT Channelized 0 0 Lanes 0 1 0 0 1 0 ' Configuration LT TR U stream Si nalE 0 0 Minor Street Westbound Eastbound ' Movement 7 8 9 1-0 11 12 L T R L T R ' olume 0 0 0 2 0 5 Peak-Hour Factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 ' Hourly Flow 0 0 0 2 0 5 Rate, HFR file://C:\WINDOWS\TEMP\u2kl C4.TMP 12/6/01 Two-Way Stop Control Page 2 of 2 F ercent Heavy 0 0 0 0 0 0 ehicles ercent Grade. 0 0 Flared Approach N N ' Storage 0 0 RT Channelized 0 0 Lanes 0 0 0 0 0 0 Configuration I I I LR Delay, Queue Length, and Level of Service ' Approach NB SB Westbound Eastbound Movement 1 4 7 8 9 10 11 12 ' Lane LT LR Configuration ' V NO) 18 7 m v h 1180 483 lc 0.02 0.01 95% queue 0.05 0.04 length ' Control Delay 8.1 12.6 LOS A 8 Approach Delay -- -- 12.6 Approach LOS -- -- 8 HCS2000rm Copyright©2000 University of Florida,All Rights Reserved Version 4.1a- file:HC:\WINDOWS\TEMP\u2kl C4.TMP 12/6/01 Two-Way Stop Control Page 1 of 2 TWO-WAY STOP CONTROL SUMMARY EGenneral Information Site Information Analyst BUBARIS Intersection gency/Co. TRAFFIC SOUTH ASSOCIATES Jurisdiction WINDSOR, CT Inalysis ate Performed 1216101 Analysis Year 2001 ' Time 2001 EXISTING Period PM PEAK HOUR Project Description East/West Street: PATRIA ROAD North/South Street: SULLIVAN VENUE Intersection Orientation: North- Study Period (hrs): 1.00 South Vehicle Volumes and Adjustments Major Street Northbound Southbound Movement 1 2 3 4 5 6 L T R L T R Volume 6 391 0 0 474 4 Peak-Hour 0.90 0.90 0.90 0.90 0.90 0.90 Factor, PHF Hourly Flow 6 434 0 0 526 4 Rate, HFR Percent Heavy 0 -- -- 0 -- -- ehicles Median Type Undivided RT Channelized 0 0 Lanes 0 1 0 0 1 0 Configuration LT - TR ' Upstream Signal 0 T 0 Minor Street Westbound Eastbound ' Movement 7 8 - 9 10 11 12 L T R L T R ' olume 0 0 0 10 0 17 [Rate, eak-Hour 0.90 0.90 0.90 0.90 0.90 0.90 actor, PHF ourly Flow 0 0 0 11 0 18 HFR file:HC:\WINDOWS\TEMP\u2kl C4.TMP 12/6/01 Two-Way Stop Control Page 2 of 2 Percent Heavy 0 0 0 0 0 0 Vehicles Percent Grade 0 0 Flared Approach N N ' Storage 0 0 RT Channelized 0 0 ' Lanes 0 0 0 0 0 0 Configuration LR Delay, Queue Length, and Level of Service ' Approach NB SB Westbound Eastbound Movement 1 4 7 8 9 10 11 12 ' Lane LT LR Configuration ' v NO) 6 29 C m v h 1048 404 lc 0.01 0.07 ' 95% queue 0.02 0.23 length ' Control Delay 8.5 14.6 LOS A B Approach, ' Delay -- -- 14.6 roach LOS -- -- B HCS2000TM Copyright©2000 University of Florida,All Rights Reserved Version 4.1a file://C:\WINDOWS\TEMP\u2k1 C4.TMP 12/6/01 Two-Way Stop Control Page 1 of 2 1 TWO-WAY STOP CONTROL SUMMARY General Information Site Information ' Analyst BUBARIS Intersection Agency/Co. TRAFFIC SOUTH ASSOCIATES Jurisdiction WINDSOR, CT Date Performed 1216101 nalysis Year 2007 Analysis Time 2007 Period BACKGROUND AM PEAK HOUR Project Description East/West Street: PATRIA ROAD North/South Street: SULLIVAN ji VENUE Intersection Orientation: North- South Study Period (hrs): 1.00 Vehicle Volumes and Adjustments Major Street . Northbound Southbound Movement 1 2 3 4 5 6 L T R L T R ' Volume 18 520 0 0 364 14 Peak-Hour 0.90 0.90 0.90 0.90 0.90 0.90 Factor, PHF Hourly Flow 20 577 0 0 404 15 Rate, HFR Percent Heavy 0 -- -- 0 -- -- Vehicles I L Median Type Undivided RT Channelized 0 0 Lanes 0 1 0 0 1 0 Configuration I LT TR Upstream Signal 0 0 ' Minor Street Westbound Eastbound Movement 7 8 9 10 11 12 L T R L T R Volume 0 0 0 2 0 5 Peak-Hour 0.90 0.90 0.90 0.90 0.90 0.90 Factor, PHF Hourly Flow 0 0 0 2 0 5 ' Rate, H F R file:HC:\WINDOWS\TEMP\u2kl C4.TMP 12/6/01 Two-Way Stop Control Page 2 of 2 Percent Heavy 0 0--j 0 0 0 0 ehicles L L Percent Grade Pp 0 0 Flared Approach N N Storage 0 0 RT Channelized 0 0 - Lanes 0 0 0 0 0 0 Configuration I I LR Delay, Queue Length, and Level of Service ' Approach NB SB Westbound Eastbound Movement 1 4 7, 8 9 10 11 12 Lane LT LR Configuration NO) 20 7 C m v h 1151 449 lc 0.02 0.02 95% queue 0.05 0.05 length Control Delay 8.2 13.1 LOS A B Approach iDela -- -- 13.1 roach LOS -- -- B HCS2000TM Copyright©2000 University of Florida,All Rights Reserved Version 4.1a i file://C:\WINDOWS\TEMP\u2kl C4.TMP 12/6/01 Two-Way Stop Control Page 1 of 2 TWO-WAY STOP CONTROL SUMMARY General Information Site Information . Analyst BUBARIS Intersection Agency/Co. TRAFFIC ASSOCIATES Jurisdiction SOUTH Date Performed 12/6/01 WINDSOR, CT 2007 nalysis Year 2007 nalysis Time BACKGROUND Period PM PEAK HOUR Project Description East/West Street: PATRIA ROAD North/South Street: SULLIVAN VENUE Intersection Orientation: North- Study Period (hrs): 1.00 ' South Vehicle Volumes and Adjustments Major Street Northbound Southbound Movement 1 2 3 4 5 6 L T R L T R Volume 6 420 0 0 510 4 Peak-Hour 0.90 0.90 0.90 0.90 0.90 0.90 Factor, PHF Hourly Flow Rate, HFR 6 466 0 0 566 4 Percent Heavy 0 -- -- 0 -- -- Vehicles Median Type Undivided RT Channelized 0 0 Lanes 0 1 0 0 1 0 Configuration LT TR Upstream Si nal 0 0 Minor Street Westbound Eastbound Movement 7 8 9 10 11 12 L T R L T R Volume 0 0 0 11 0 18 Peak-Hour 0.90 0.90 0.90 0.90 0.90 0.90 Factor, PHF Hourly Flow 0 0 0 12 0 20 Rate, HFR file://C:\VVMOWS\TEMP\u2kl C4.TMP 12/6/01 Two-Way Stop Control Page 2 of 2 Percent Heavy 0 0 0 0 0 0 ehicles Percent Grade 0 Q % Flared Approach N IV Storage 0 0- RT Channelized 0 0 Lanes 0 0 0 0 0 0 Configuration LR Delay, Queue Length, and Level of Service Approach NB SB Westbound Eastbound Movement 1 4 7 8 9 10 11 12 ' Lane LT LR onfi uration 1 v h 6 32 I m v h 1013 374 lc 0.01 0.09 95% queue 0.02 0.28 length ' Control Delay 8.6 15.5 LOS A C pproach Delay -- --E15.5 roach LOS -- -- C HCS2000TM Copyright©2000 University of Florida,All Rights Reserved Version 4.1a file://C:\WINDOWS\TEMP\u2kl C4.TMP 12/6/01 Two-Way Stop Control Page 1 of 2 TWO-WAY STOP CONTROL-.SUMMARY General Information Site Information Analyst BUBARIS Intersection Agency/Co. TRAFFIC Jurisdiction SOUTH ASSOCIATES WINDSOR, CT Date Performed 1216101 Analysis Year 2007 Analysis Time 2007 COMBINED Period AM PEAK HOUR Project Description East/West Street: PATRIA ROAD North/South Street: SULLIVAN VENUE Intersection Orientation: North- Study Period (hrs): 1.00 South vehicle Volumes and Adjustments Major Street Northbound Southbound Movement 1 2 3 4 5 6 L T R L T R Volume 34 523 0 0 380 67 ' Peak-Hour 0.90 0.90 0.90 0.90 0.90 0.90 Factor, PHF Hourly Flow 37 581 0 0 42.2 74 Rate, HFR Percent Heavy 0 -- -- 0 -- -- Vehicles Median Type Undivided ' RT Channelized 0 0 Lanes 0 1 0 0 1 0 Configuration LT TR Upstream Signal 1 0 0 Minor Street Westbound Eastbound r Movement 7 -8 9 10 11 12 L T R L T R Volume 0 0 0 14 0 8 Peak-Hour 0.90 0.90 0.90 0.90 0.90 0.90 ' Factor, PHF Hourly Flow 0 0 0 15 0 8 Rate, HFR file://C:\VVM0WS\TEMP\u2k1 C4.TMP 12/6/01 Two-Way Stop Control Page 2 of 2 [ehicles ercent Heavy 0 0 0 0 0 0 ercent Grade 0 0 Flared Approach N N Storage 0 0 RT Channelized 0 0 Lanes 0 0 0 0 0 0 Configuration L LR Delay, Queue Length, and Level of Service Approach NB SB Westbound Eastbound Movement 1 4 7 8 9 10 11 12 r Lane LT LR Configuration v h 37 23 C m v h 1078 287 /c 0.03 0.08 95% queue 0.11 0.26 length ' Control Delay 8.5 118.6 LOS A C Approach 18.6 Delay Approach LOS -- -- C HCS2000TM Copyright©2000 University of Florida,All Rights Reserved Version 4.1a file:HC:\WINDOWS\TEMP\u2kl C4.TMP 12/6/01 Two-Way Stop Control Page 1 of 2 TWO-WAY STOP CONTROL SUMMARY General Information Site Information nalyst BUBARIS Intersection gency/Co. TRAFFIC Jurisdiction SOUTH ASSOCIATES WINDSOR, CT Date Performed 1216101 nalysis Year 2007 Analysis Time 2007 COMBINED Period PM PEAK HOUR Project Description East/West Street: PATRIA ROAD North/South Street: SULLIVAN VENUE Intersection Orientation: North- Study Period (hrs): 1.00 South Vehicle Volumes and Adjustments Major Street Northbound Southbound Movement 1 2 3 4 5 6 L T R L T R Volume 10 435 0 0 514 17 Peak-Hour 0.90 0.90 0.90 0.90 0.90 0.90 Factor, PHF Hourly Flow 11 483 0 0 571 18 Rate, HFR Percent Heavy 0 __ __ 0 Vehicles Median Type Undivided RT Channelized 0 0 Lanes 0 1 0 0 1 0 Configuration LT TR U stream Si nal 1 0 1 1 1 0 Minor Street Westbound Eastbound Movement 7 8 9 10 11 12 L T R L T R Volume 0 0 0 62 0 33 Peak-Hour 0.90 0.90 0.90 0.90 0.90 0.90 Factor, PHF Hourly Flow 0 0 0 68 0 36 Rate, HFR file://C:\VIINDOWS\TEMP\u2kl C4.TMP 12/6/01 Two-Way Stop Control Page 2 of 2 Percent Heavy 0 0 T0 0 0 0 ehicles Percent Grade 0 0 Flared Approach N N Storage 0 0 RT Channelized 0 0 Lanes 0 0 0 0 0 0 Configuration LR Delay, Queue Len th, and Level of Service Approach NB SB Westbound Eastbound Movement 1 4 7 8 9 10 11 12 Lane LT LR Configuration v h 11 104 C m v h 996 294 lc 0.01 0.35 ' 95%queue 0.03 1.61 length Control Delay 8.7 23.9 LOS A C Approach -- -- Delay E23.9 roach LOS -- -- C HCS2000TM Copyright©2000 University of Florida,All Rights Reserved Version 4.1a file://C:\WINDOWS\TEMP\u2kl C4.TNU 12/6/01 f Exhibit 18 Capacity Analysis Worksheets Sullivan Avenue at Rye Road 1 Two-Way Stop Control Pagel of 2 TWO-WAY STOP CONTROL SUMMARY General Information Site Information Analyst BUBARIS Intersection r gency/Co. TRAFFIC Jurisdiction SOUTH 1 ASSOCIATES WINDSOR Date Performed 12/6/01 Analysis Year 2001 Analysis Time 2001 EXISTING Period AM PEAK HOUR Project Description EasflWest Street: RYE STREET North/South Street: SULLIVAN VENUE Intersection Orientation: North- Study Period hrs : 1.00 South Vehicle Volumes and Adjustments Major Street Northbound' Southbound Movement 1 2 3 4 5 6 L T R L T R Volume 0 489 20 50 327 0 Peak-Hour Factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 Hourly Flow 0 543 22 55 363 0 t Rate, HFR Percent Heavy 0 __ __ 0 Vehicles Median Type Undivided RT Channelized 0 0 Lanes 0 1 0 -0 1 0 Configuration TR LT Upstream Signal, 0 0 Minor Street Westbound Eastbound .I Movement 7 8 9 10 E'T 12 L T R L R ( � olume 25 0 223 0 0 0 � Peak-Hour Factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 Hourly Flow Rate, HFR 27 0 247 0 0 - 0 1 ' file://C:\WINDOWS\TEMP\u2kE063.TMP 12/6/01 Two-Way Stop Control . Pagel of 2 TWOMAY ST(aP CONTROL SUMMARY General Information: Site Information Analyst _ BUBARIS Intersection gency/Co. TRAFFIC Jurisdiction SOUTH ASSOCIATES WINDSOR Date Performed 1216101 Analysis Year 2001 Analysis Time 2001 EXISTING Period PM PEAK HOUR tProject Description East/West Street: RYE STREET North/South Street: SULLIVAN VENUE rIntersection Orientation: North- South I y Stud Period hrs : 1.00 Vehicle Volumes and Adjustments Major Street Northbound Southbound Movement 1 2 3 4 5 6 L T R L T R Volume 0 342 59 220 465 0 Peak-Hour Factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 Hourly Flow Rate, HFR 0 380 65 244 516 0 Percent Heavy 0 "" "" 0 Vehicles Median Type Undivided ' RT Channelized 0 0 Lanes 0 1 0 0 1 0 Configuration TR LT Upstream Signal, 0 0- Minor Street Westbound Eastbound Movement 7 8 9 10 11 12 L T R L T R Volume 13 0 83 0 0 0 Peak-Hour 0.90 . 0.90 0.90 0.90 0.90 0.90 Factor, PHF Hourly Flow 14 0 92 0 - 0 0 Rate, HFR file:HC:\WINDOWS\TEMP\u2kE063.TMP 12/6/01 Two-Way Stop Control Page 2 of 2 1 ' Percent Heavy 0 0 0 0 0 0 ehictes Percent Grade 0 0 Flared Approach N N Storage 0 0 RT Channelized 0 0 Lanes 0 0 1 0 1 0 1 0 1 0 Configuration LR ' Delay, Queue Length, and Level of Service Approach NB SB Westbound Eastbound Movement 1 4 7 8 9 10 11 12 ' Lane LT LR Configuration ' v h 244 106 C m v h 1126 408 /c 0.22 0.26 95% queue 0.83 1.05 length ' Control Delay 9.1 16.9 LOS A C pproach 16.9 Delay Eroach LOS -- -- C HCS2000TM Copyright 0 2000 University of Florida,All Rights Reserved Version 4.1a file://C:\WINDOWS\TEMP\u2kE063.TMP 12/6/01 1 - Two-Way Stop Control Page 1 of 2 1 ■ TWO-WAY STOP CONTROL SUMM ARY General Information Site Information ' nalyst BUBARIS Intersection ' gency/Co.: TRAFFIC ASSOCIATES Jurisdiction SOUTH I Date Performed 12/6/01 W/NDSOR 2007 nalysis Year 2007 Analysis Time BACKGROUND Period' Project Description AM PEAK HOUR EastMlest Street: RYE STREET North/South Street: SULLIVAN ' Intersection Orientation: North- Study South tudy Period (hrs): 1.00 Vehicle Volumes and Adjustments ' Major Street Northbound Southbound Movement 1 2 3 4 5 6 L T R L T R Volume 0 526 22 54 352 0 Peak-Hour Factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 ' Hourly Flow 0 584 24 60 391 0 ' Rate, HFR Percent Heavy 0 -- -- 0 -- -- Vehicles Median Type Undivided RT Channelized 0 0 ' Lanes 0 1 0 0 1 0 Configuration TR LT Upstream Signal Signall 0 1 1 1 0 Minor Street Westbound Eastbound Movement 7 8 9 10 11 12 L T R L T R Volume 27 0 240 0 0 0 ' Peak-Hour 0.90 0.90 0.90 0.90 0.90 0.90 Factor, PHF Hourly Flow 30 0 266 0 0 0 ' Rate, HFR file://C:\WINDOWS\TEMP\u2kE063.TMP 12/6/01 Two-Way Stop Control Page 2 of 2 1 Percent Heavy 0 0 0 0 0 0 ehicles Percent Grade 0 0 /o Flared Approach N N ' Storage 0 0 _ RT Channelized 0 0 Lanes 0 0 0 0 0 0 Configuration LR ' Delay, Queue Length, and Level of Service Approach NB SB Westbound Eastbound Movement 1 4 7 8 9 10 11 12 ' Lane LT LR Configuration v h 60 296 C m v h) 980 448 lc 0.06 0.66 95% queue 0.20 5.45 length ' Control Delay 8.9 28.3 ILOS A D ' pproach -- -- rDelay28.3 roach LOS -- -- D HCS2000TM Copyright 0 2000 University of Florida,All Rights Reserved Version 4.1a file://C:\WINDOWS\TEMP\u2kE063.TMP 12/6/01 Two-Way Stop Control Pagel of 2 1 1 TWO-WAY STOP CO NTROL SUMMARY General Information Site Information Analyst BUBARIS Intersection gency/Co. TRAFFIC SOUTH ASSOCIATES Jurisdiction WINDSOR Date Performed 1216101 nalysis Year 2007 ' Analysis Time 2007 Period BACKGROUND ' PM PEAK HOUR Project Description ' East/West Street: RYE STREET North/South Street: SULLIVAN VENUE Intersection Orientation: North- Study Period (hrs): 1.00 South Vehicle Volumes and Adjustments ' Major Street Northbound Southbound Movement 1 2 3 4 5 6 ' L T R L T R Volume 0 368 .63 237 500 0 Peak-Hour Factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 ' Hourly Flow 0 408 70 263 555 0 ' Rate, HFR Percent Heavy 0 _ -- 0 Vehicles - ' Median Type Undivided RT Channelized 0 0 Lanes - 0 1 0 0 1 0 Configuration TR LT Upstream Si nal 0 1 1 0 Minor Street Westbound Eastbound Movement 7 8 9 10 11 12 ' L T R L T R Volume 14 0 89 0 0 0 ' Peak-Hour 0.90 0.90 0.90 0.90 0.90 0.90 Factor, PHF Hourly Flow 15 0 98 0 0 0 ' Rate, HFR file://C:\WINDOWS\TEMP\u2kE063.TNW 12/6/01 Two-Way Stop Control Page 2 of 2 ' [ehicles ercent Heavy 0 0 0 0 0 0 ercent Grade 0 i ' N0 Flared Approach N N Storage 0 0 RT Channelized 0 0 - Lanes 0 0 0 0 0 0 Configuration LR Delay, Queue Len th, and Level of Service Approach NB SB Westbound Eastbound Movement 1 4 7 8 9 10 11 12 ' Lane LT LR Configuration v h 263 113 C(m)( v h 1095 367 V/c 0.24 0.31 ' 95% queue length 0.95 1.32 ' Control Delay 9.3 19.2 LOS A C 1 Approach -- -- 19.2 Delay roach LOS -- -- C > HCS2000TM Copyright©2000 University of Florida,All Rights Reserved Version 4.1 a file://C:\WINDOWS\TEMP\u2kE063.TMP 12/6/01 Two-Way Stop Control Page 1 of 2 ' TWO-WAY O WAY STOP CONTROL SUMMARY General Information Site-Information Analyst BUBARIS Intersection gency/Co. TRAFFIC Jurisdiction SOUTH ASSOCIATES WINDSOR Date Performed 1216101 nalysis Year 2007 Analysis Time 2007 COMBINED - Period AM PEAK HOUR Project Description_ East%Vl/est Street: RYE STREET North/South Street: SULLIVAN ' VENUE Intersection Orientation: North- Study Period (hrs): 1.00 South ' Vehicle Volumes and Adjustments Major Street Northbound Southbound ' Movement 1 2 3 4 5 6 L T R L I T R Volume 0 541 22 54 421 0 Peak-Hour Factor, PHF 0.90 -0.90 0.90 0.90 0.90 0.90 ' Hourly Flow 0 601 24 60 467 0 Rate, HFR Percent Heavy 0 -- -- -- -- Vehicles 0 Median Type Undivided ' RT Channelized 0 0 Lanes_ 0 1 0 0 1 0 ' Configuration TR LT Upstream Signal 0- 0 ' Minor Street Westbound Eastbound Movement 7 8 9 10 11 12 L T R L T R Volume 27 0 240 0 0 0 Peak-Hour 0.90 0.90 0.90 0.90 0.90 0.90 Factor, PHF Hourly Flow 30 - 0 266 0 0 0 Rate, HFR file:HC:\WINDOWS\TEMP\u2kE063.TMP 12/6/01 wo-Way Stop C;ontro Page 2 of 2 1 Percent Heavy 0 0 0 0 0 0 ehicles Percent Grade 0 0 Flared Approach N N Storage 0 0- RT Channelized 1 0 0 Lanes 0 0 0 0 0 0 Configuration I I LR ' Delay, Queue Len th, and Level of Service roach NB SB Westbound Eastbound Movement 1 4 7 8 9 10 11 12 ' Lane LT LR Conf uration v h 60 296 C m v h 966 428 /c 0.06 0.69 ' 95% queue 0.20 6. 15 length ' Control Delay 9.0 31.7 LOS A D Approach Delay -- -- 31.7 Approach LOS -- -- D HCS2000TM Copyright©2000 University of Florida, All Rights Reserved Version 4.1 a file://C:\WINDOWS\TEMP\u2kE063.TMP 12/6/01 Two-Way Stop Control Page 1 of 2 TWO-WAY STOP CONTROL SUMMARY General Information Site Information Analyst BUBARIS I ntersection Agency/Co. TRAFFIC Jurisdiction SOUTH- ASSOCIATES WINDSOR Date Performed 1216101 Analysis Year 2007 Analysis Time 2007 COMBINED Period PM PEAK HOUR ' Project Description East/V1/est Street: RYE STREET North/South Street: SULLIVAN VENUE Intersection Orientation: North- Study Period (hrs): 1.00 South ' Vehicle Volumes and Adjustments Major Street Northbound Southbound ■ Movement 1 2 3 4 5 6 i L T R L T R Volume 0 434 63 237 517 0 ' Peak-Hour 0.90 0.90 0.90 0.90 0.90 0.90 Factor, PHF Hourly Flow 0 482 70 263 574 0 Rate, HFR ' Percent Heavy 0 -- -- 0 -- - Vehicles Median Type Undivided RT Channelized 0 0 Lanes 0 1 0 0 1 0 ' Confi uration TR LT Upstream Signal 0 1 0 Minor Street Westbound Eastbound ' Movement 7 8 9 10 11 12 L T R L T R ' Volume 14 0 89 0 0 0 Peak-Hour Factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 ' Hourly Flow 15 0 98 0 0 0 Rate, HFR file:HC:\WINDOWS\TEMP\u2kE063.TMP 12/6/01 Two-Way Stop Control Page 2 of 2 ' L__j Percent Heavy 0 0 0 0 0 0 ehicles . _ Percent Grade 0 0 Flared Approach N N Storage 0 0 RT Channelized 0 0 Lanes 0 0 0 0 0 0 Configuration LR ' Delay, Queue Len th, and Level of Service Approach NB SB Westbound Eastbound Movement 1 4 7 8 9 10 11 12 Lane LT LR Configuration v h 263 113 C m v h 1028 324 /c 0.26 0.35 95% queue 1.03 1.58 length Control Delay 9.7 22.0 LOS A C Approach -- -- Delay22.0 Approach LOS -- -- C HCS2000TM Copyright©2000 University of Florida, All Rights Reserved Version 4.1a file://C:\WINDOWS\TEMP\u2kE063.TMP 12/6/01 t Exhibit 19 Capacity Analysis Worksheets ' Sullivan Avenue at Commerce Way Two-Way Stop Control Page 1 of 2 ' TWO-WAY STOP CONTROL SUMMARY ' General Information Site Information nalyst BUBARIS Intersection ' gency/Co. TRAFFIC SOUTH ASSOCIATES Jurisdiction WINDSOR Date Performed 1216101 Analysis Year 2001 nalysis Time 2001 EXISTING Period AM PEAK HOUR ' Project Description East/West Street: COMMERCE North/South Street: SULLIVAN WAY AVENUE Intersection Orientation: North- South Study Period (hrs): 1.00 ' Vehicle Volumes and Adjustments Major Street Northbound Southbound Movement 1 2 3 4 5 6 L T R L T R Volume 0 694 17 27 369 0 Peak-Hour Factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 t Hourly Flow 0 771 18 30 410 0 Rate, HFR 1 Percent Heavy 0 __ __ 0 Vehicles Median Type Undivided RT Channelized 0 0 Lanes 0 2 1 0 2 0 Configuration T R LT T U stream Si nal 0 0 Minor Street Westbound Eastbound Movement 7 8 9 10 11 12 L T R L T R Volume 9 0 8 0 0 0 Peak-Hour 0.90 0.90 0.90 0.90 0.90 0.90 Factor, PHF Hourly Flow 10 0 8 O 0 0 Rate, HFR file://C:\V�MOWS\TEMP\u2k8352.TMP 12/6/01 lwo ay Stop Control Page 2 of 2 IF1 ercent Heavy 00 0 0 0 0 ehiclesercent Grade00�0ared Approach N N Storage 0 0 RT Channelized 0 0 Lanes 0 0 0 0 0 0 Configuration LR Delay, Queue Len th, and Level of Service Approach NB SB Westbound Eastbound Movement 1 4 7 8 9 10 11 12 Lane LT LR Configuration ' v h 30 18 m v h 840 311 /c 0.04 0.06 95% queue 0.11 length 0.18 Control Delay 9.4 17.3 LOS A C Approach ' rela -- -- 17.3 roach LOS -- -- C 1 HCS2000TM Copyright©2000 University of Florida,All Rights Reserved Version 4.1a file://C:\WINDOWS\TEMP\u2k8352.TMP 12/6/01 Two-Way Stop Control Pagel of 2 1 1 TWO-WAY O WAY STOP CONTROL SUMMARY General InformationSite' Information Analyst BUBARIS Intersection Agency/Co. TRAFFIC urisdiction SOUTH ASSOCIATES WINDSOR Date Performed 1216101 Analysis Year 2001 ' Analysis Time 2001 EXISTING Period PM PEAK HOUR ' Project Description EastNVest Street: COMMERCE North/South Street: SULLIVAN WA Y AVENUE ' Intersection Orientation: North- South Study Period (hrs): 1.00 ' vehicle Volumes and Adjustments Major Street Northbound Southbound ' Movement 1 2 3 4 5 6 L T R L T R Volume 0 419 6 3 678 0 Peak-Hour 0.90 0.90 0.90 0.90 0.90 0.90 Factor, PHF ' Hourly Flow 0 465 6 3 753 0 Rate, HFR ' Percent Heavy 0 -- -- 0 -- -- ehicles Median Type Undivided ' RT Channelized 0 0 Lanes 0 2 1 0. 2 0 ' Configuration T R LT T Upstream Signal 0 0 . Minor Street Westbound Eastbound Movement 7 8 9 10 11 12 L T R L T R ' Volume 7 0 21 0 0 0 Peak-Hour 0.90 0.90 0.90 0.90 0.90 0.90 Factor, PHF Hourly Flow 7 0 23 0 0 - 0 Rate, HFR file://C:\WINDOWS\TEMP\u2k9334.TMP 12/6/01 Two-Way Stop Control Page 2 of 2 1 ' Percent Heavy 0 0 -0 0 0 0 ehicles Percent Grade 0 0 Flared Approach N N Storage 0 0 RT Channelized 0 0 ' Lanes 0 0 0 0 0 0 Configuration LR Delay, Queue Length, and Level of Service Approach NB SB Westbound Eastbound Movement 1 4 7 8 9 10 11 12 ' Lane LT LR Configuration ' v h 3 30 C (my v h 1101 570 ' lc 0.00 0.05 95% queue 0.01 0.17 length Control Delay 8.3 111.7 LOS A B --I EE ' Approach -- -- 11.7 Delay Approach LOS -- -- B HCS2000TM Copyright 0 2000 University of Florida,All Rights Reserved Version 4.1a file://C:\WINDOWS\TEMP\u2k9334.TMP 12/6/01 Two-Way Stop Control Page 1 of 2 1 ' TWO-WAY STOP CONTROL SUMMARY Igency/Co. eneral Information__ Site Information nalyst BUBARIS Intersection TRAFFIC SOUTH ASSOCIATES Jurisdiction' WINDSOR Date Performed 12/6/01 n Analysis Time 2007 alysis Year 2007 Period BACKGROUND ' AM PEAK HOUR Project Description East/West Street: COMMERCE North/South Street: SULLIVAN WAY AVENUE Intersection Orientation: North- Study Period (hrs): 1.00 ' South Vehicle Volumes and Adjustments Major Street Northbound - Southbound Movement 1 2 3 4 5 6 L T R L T R Volume 0 746 18 29 397 0 Peak-Hour 0.90 0.90 0.90 0.90 0.90 0.90 ' Factor, PHF Hourly Flow 0 828 20 32 441 0 Rate, HFR Percent Heavy 0 -- __ 0 _- Vehicles Median Type Undivided RT Channelized 0 0 Lanes 0 2 1 0 2 0 Configuration T R LT T_ Upstream Signal 0 0 ' Minor Street Westbound Eastbound Movement 7 8 9 10 11 12 ' L T R L T R Volume 9 0 10 0 0 0 ' Peak-Hour 0.90 0.90 0.90 0.90 0.90 0.90 Factor, PHF Hourly Flow 10 0' 11 0 0 0 Rate, HFR file://C:\WINDOWS\TEMP\u2kA244.TMP 12/6/01 Two-Way Stop Control Page 2 of 2 1 ' Percent Heavy 0 0 0 0 E 0 ehicles I-. - I ::] Percent Grade 0 0 /o Flared Approach - N N Storage 0 0 RT Channelized 0 0 ' Lanes 0 0 0 0 0 0 Configuration LR ' Delay, Queue Len th, and Level of Service Approach NB SB Westbound Eastbound Ic ovement 1 4 7 8 9 10 11 12 ' Lane LT LR Configuration ' v h 32 21 C m v h 798 304 ' /c 0.04 0.07 95% queue 0.13 0.22 length ' Control Delay 9.7 17.7 LOS q C pproach __ 17.7 Dela roach LOS -- -- C HCS2000TM Copyright 0 2000 University of Florida,All Rights Reserved Version 4.1a file://C:\WINDOWS\TEMP\u2kA244.TMP 12/6/01 Two-Way Stop Control Page 1 of 2 1 1 TWO-WAY STOP CO NTROL SUMMARY General Information Site Information ' nalyst BUBARIS Intersection gency/Co. TRAFFIC ASSOCIATES urisdiction SOUTH SOUTH R Date Performed 12/6/01 Analysis Time 2007 Analysis Year 2007 Period BACKGROUND ' PM PEAK HOUR Project Description East/West Street: COMMERCE North/South Street: SULLIVAN ' WAY AVENUE Intersection Orientation: North- Study Period (hrs): 1.00 South ehicle Volumes and Adjustments ' Major Street Northbound Southbound Movement 1 2 3 4 5 6 ' L T R L T R Volume 0 450 6 3 729 0 Peak-Hour 0.90 0.90 0.90 0.90 0.90 0.90 Factor, PHF Hourly Flow 0 500 6 3 810 0 ' Rate, HFR Percent Heavy 0 0 Vehicles -- -- Median Type Undivided RT Channelized 0 0 ' Lanes 0 2 1 0 2 0 Configuration T R LT T Upstream Si nal 0 1 0 ' Minor Street Westbound Eastbound Movement 7 8 9 10 11 12 r L T R L T R olume 8 0 23 0 0 0 ' Peak-Hour 0.90 0.90 0.90 0.90 0.90 0.90 Factor, PHF Hourly Flow Rate, HFR 8 0 25 0 0 0 file:HC:\WINDOWS\TEMP\u2kB 170.TMP 12/6/01 wo-way stop Uontro Page 2 of 2 ' Percent Heavy 0 0 0 0 0 0 ehicles Percent Grade ' % 0 0 Flared Approach N N ' Storage 0 . 0 RT Channelized 0 - 0 ' Lanes 0 0 0 0 0 0 Configuration I LR ' Delay, Queue Len th, and Level of Service Approach NB SB Westbound Eastbound Movement 1 4 7 8 9 10 11 12 Lane LT LR Configuration v h 3 33 C m v h 1069 532 /c 0.00 0.06 95% queue 0.01 0.20 length ' Control Delay 8.4 112.2 LOS A B r pproach 12.2 Delay roach LOS -- -- B HCS200OTM Copyright 0 2000 University of Florida,All Rights Reserved Version 4.1 a file:HC:\V4NDOWS\TEMP\u2kB 170.TMP 12/6/01 wo-Way Stop Contro Pagel of 2 TWO-WAY STOP CONTROL. SUMMARY General Information Site Information tAnalyst BUBARIS Intersection gency/Co. TRAFFIC Jurisdiction SOUTH ASSOCIATES WINDSOR Date Performed 1216101 Analysis Year 2007 ' Analysis Time 2007 COMBINED Period AM PEAK HOUR ' Project Description East/West Street: COMMERCE North/South Street: SULLIVAN WAY AVENUE Intersection Orientation: North- Study Period (hrs): 1.00 South Vehicle Volumes and Adjustments Major Street Northbound Southbound Movement 1 2 3 4 5 6 L T R L T R Volume 0 761 18 29 467 0 Peak-Hour 0.90 0.90 0.90 0.90 0.90 0.90 Factor, PHF Hourly Flow 0 845 20 32 518 0 Rate, H F R Percent Heavy 0 -- -- 0 -- -- ' Vehicles Median Type Undivided RT Channelized 0 0 Lanes 0 2 1 0 2 0 Configuration T R LT -T Upstream Signal 0 0 Minor Street Westbound Eastbound Movement 7 8 9 10 11 12 L T R L T R ' Volume 9 0 10 0 0 0 Peak-Hour 0.90 0.90 0.90 0.90 0.90 0.90 Factor, PHF _ Hourly Flow 10 0 11 0 0 0 . Rate, HFR file:HC:\VaNDOWS\TEMP\u2kC044.TMP 12/6/01 wo-Way Stop Uontro Page 2 of 2 Percent Heavy 0 0 0 0 0 0 ehicles Percent Grade 0 0 ' /o Flared Approach N N ' Storage 0 0 RT Channelized 0 0 ' Lanes 0 0 0 0 0 0 Configuration I LR Delay, Queue Length, and Level of Service ' Approach NB SB Westbound Eastbound Movement 1 4 7 8 9 10 11 12 ' Lane LT LR Configuration v h 32 21 C m v h 787 284 lc 0.04 0.07 95% queue 0.13 0.24 length Control Delay 9.8 18.7 LOS A C pproach ' rela -- -- 18.7 roach LOS -- -- C HCS2000TM Copyright©2000 University of Florida,All Rights Reserved Version 4.1a f le://C:\WINDOWS\TEMP\u2kC044.TMP 12/6/01 wo-Way Stop Contro Page 1 of 2 1 TWO-WAY STOP CONTROL SUMMARY [General Information ite Information nalyst BUBARIS Intersection gency/Co. TRAFFIC Jurisdiction SOUTH ASSOCIATES WINDSOR Date Performed 1216101 nalysis Year 2007 ' Analysis Time 2007 COMBINED Period PM PEAK HOUR t Project Description East/West Street: COMMERCE North/South Street: SULLIVAN WA Y VENUE Intersection Orientation: North- Stud Period hrs : 1.00 South y ' ehicle Volumes and Adjustments Major Street Northbound Southbound Movement 1 2 3 4 5 6 L T R L T R Volume 0 516 6 3 746 0 Peak-Hour 0.90 0.90 0.90 0.90 0.9 Factor, PHF 0 0.90 Hourly Flow 0 573 6 3 828 0 Rate, HFR Percent Heavy 0 -- -_ 0 Vehicles -- Median Type Undivided RT Channelized 0 0 Lanes 0 2 1 0 2 0 Configuration T R LT T U stream Si nal 0 0 Minor Street Westbound Eastbound ' Movement 7 8 9 10 11 12 L T R L T R Volume 8 0 23 0 0 0 Peak-Hour 0.90 0.90 0.90 0.90 0.90 0.90 Factor, PHF Hourly Flow 8 . 0 25 0 0 0 Rate, HFR file://C:\V`JINDOWS\TEMP\u2kC293.TMP 12/6/01 wo-way z!o op on ro Page 2 of 2 Percent Heavy 0 0 0 0 0 0 ehicles Percent Grade 0 0 ' N Flared Approach N N Storage 0 0 RT Channelized 0 0 Lanes 0 0 0 0 0 0 Configuration LR Delay, Queue Len th, and Level of Service Approach NB SB Westbound Eastbound Movement 1 4 7 8 9 10 11 12 Lane LT LR Configuration t v h 3 33 m v h 1005 489 )c 0.00 0.07 ' 95% queue 0.01 0.22 length r Control Delay 8.6 12.9 LOS A g ' Approach12.9 -- -- Delay roach LOS -- -- B HCS200OTM Copyright©2000 University of Florida,All Rights Reserved Version 4.1a file://C:\WINDOWS\TEMP\u2kC293.TMP 12/6/01 r - r t r r r r r Exhibit 20 Capacity Analysis Worksheets U.S. Route 5 at Sullivan Avenue and Route 194 r r 1 r r - 1 r - r r Short Report Page 1 otl SHORT REPORT General Information Site Information Analyst gency or BUBAR/S TRAFFIC Intersection Co. ASSOCIATES Area Type All other areas Date Jurisdiction SOUTH W/NDSOR, Performed 1216101 CT 2001 EXISTING AM Analysis 2001 Time Period PEAK HOUR Year Volume and Timing Input EB WB NB SB LT TH RT LT TH RT LT TH RT LT TH RT Num. of Lanes 0 1 0 1 1 1 1 2 1 2 2 1 Lane group LTR L LT R L T R L ' T R Volume v h 17 27 11 374 21 307 9 278 136 232 723 17 - % Heavy veh 0 0 0 0 0 0 0 0 0 0 0 0 P H F 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 Actuated P/A P P P P P P P P P P P P Startup lost time 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 Ext. eff. green 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 Arrival type 3 3 3 3 3 3 3 3 3 3 Unit Extension 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Ped/Bike/RTOR 0 0 0 0 0 0 0 0. Volume Lane Width 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 Parking/Grade/Parking N 0 N N 0 N N 0 N N 0 N Parking/hr Bus sto s/hr 0 0 0 0 0 0 0 0 0 0 file:HC:\WINDOWS\TEMP\s2k92C9.TNW 12/6/01 �.. Short Report -_., P age 2 677 Unit Extension 13.0 3.0 13.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Phasing WB EB Only 03 04 Excl. SB Only Thru & 08 Only Left RT G = G = G _ G = G = G = G = Timing 27.0 11.0 5.0 10.0 17.0 G = Y = Y = 4 Y = Y = Y = 4 Y = 4 Y = 4 Y = Duration of Analysis hrs = 1.00 Cycle Length C = 90.0 Lane Group Capacity, Control-Delay, and LOS Determination EB WB NB SB d'. flow rate 61 416 23 341 10 309 151 258 803 19 Lane rou ca 223 542 570 574 100 682 861 739 1243 556 /c ratio 10.27 0.77 0.04 0.59 0. 10 0.45 0. 18 0.35 0.65 0.03 Green ratio 0.12 0.30 0.30 0.36 0.06 0. 19 0.53 0.21 0.34 0.34 Unif. dela dl 35.9 28.6 122.3 23.7 40.4 32.4 10.8 30.2 24.9 19.6 Delay factor k 0.50 0.50 0.50 0.50 0.50 0.50 0.50 0.50 0.50 0.50 Increm. delayd2 3.0 10.7 0.1 14.6 2.0 12.2 0.4 1.3 2.6 0.1 PF factor 11.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 Control delay38.9 39.3 22.5 28.3 42.4 34.6 11.3 31.5 27.5 19.7 Lane group LOS I D D C C D C 8 C C 8 Apprch. delay 38.9 34.0 27.2 28.3 Approach LOS D C C C Intersec. delay 30.2 Intersection LOS C HCS2000TM Copyright©2000 University of Florida,All Rights Reserved Version 4.1a file:HC:\WINDOWS\TEMP\s2k92C9.TN P 12/6/01 Short Report Page 2 0 Unit Extension 3.0 13.0 3.0 3.0 13.0 13.0 FJ.0 3.0 3.0 3.0 Phasing WB EB Only 03 04 Excl. SIB Only !R:T & 08 OnlyLeft G G - G - G = G = = Timing 25.0 10.0 - Y - G G 10.0 G G G = Y = Y = 4 Y = = Y = 4 Y = 4 Y = 4 Y = Duration of Analysis hrs = 1.00 Cycle Length C = 90.0 Lane Group Capacity, Control Delay, and LOS Determination EB WB NB SB d'. flow rate 157 174 133 224 10 1684 259 428 372 12 Lane group cap. 188 501 528 538 100 802 8 99 739 1364 610 /c ratio 0.30 0.35 0.06 0.42 0. 10 0.85 0.29 10.58 0.27 0.02 Green ratio 0. 11 0.28 0.28 10.33 0.06 0.22 0.54 0.21 0.38 0.38 Unif. delay dl 36.8 26.0 23.9 23.2 40.4 33.6 11.1 31.9 19.4 17.6 Delay factor k 0.50 0.50 0.50 0.50 0.50 0.50 0.50 0.50 0.50 0.50 Increm. delay d2 4.2 1.9 0.2 12.4 2.0 12.4 0.9 13.3 0.5 0.1 PF factor 11.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 Control Bela. 40.9 27.9 24. 1 25.6 42.4 46.0 12.0 35.2 19.9 17.6 Lane groupLOS D C C C D D 8 D 8 8 rch. delay 40.9 26.4 36.7 28.0 roach LOS D C D C Intersec. delay 31.7 Intersection LOS C HCS2000TM Copyright©2000 University of Florida,All Rights Reserved Version 4.1 a file://C:\WIND0WS\TEMP\s2kA0AA.TMP 12/6/0 l Short Report Page 1 of 2 SHORT REPORT General Information Site Information nalyst Agency or BUBARIS TRAFFIC Intersection Co. ASSOCIATES rea Type All other areas Date 1216101 Jurisdiction SOUTH WINDSOR, Performed CT Time 2007 nalysis 2007 Period BACKGROUND AM Year PEAK HOUR Volume and Timing Input EB WB NB SB LT TH RT LT TH RT LT TH RT LT TH RT Num. of Lanes 0 1 0 1 1 1 1 2 1 2 2 1 Lane group LTR L LT R L T R L T R Volume v h 18 29 12 402 123 330 10 1299 146 249 777 18 % Heavy veh 0 0 0 0 0 0 0 0 0 0 0 0 PHF 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 Actuated P/A P P, P I P P P I P P P P P P Startup lost time 2.0 12.0 2.0 2.0 12.0 2.0 2.0 2.0 2.0 2.0 Ext. eff. green 2.0 12.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 Arrival type 3 13 3 3 3 3 3 3 3 3 Unit Extension 3.0 13.0 3.0 3.0 13.0 3.0 3.0 3.0 3.0 3.0 Ped/Bike/RTOR 0 0 0 66 0 30 0 Volume 0 Lane Width 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 Parking/Grade/Parking N 0 N N 0 N N 10 N N 0 N Parking/hr file:HC:\WINDOWS\TEMP\s2kA23B.TMP 12/6/01 Short Report Page 2 of 2 Bus sto s/hr 10 1 10 1 0 1 0 1 0 0 0 0 0 1 0 Unit Extension 13.0 1 13.0 13.0 13.0 13.0 3.0 13.0 13.0 13.0 3.0 Phasing WB EB Only 03 04 Excl. SB Only Thru & 08. Only Left RT G = G G = G = G = G = G = G = Timing 27.0 11.0 1 5.0 10.0 117.0 Y = IY = 4 Y IY = Y= 4 Y = 4 1 Y = 4 Y = Duration of Analysis Cycle Length C = 90.0 hrs = 1.00 71 Lane Group Capacity, Control Delay, and LOS Determination EB WB NB SB d'. flow rate 65 447 26 1293 11 332 129 277 863 20 Lane group cap. 223 542 570 574 100 682 861 1739 1243 556 /c ratio 0.29 0.82 0.05 0.51 0.11 0.49 0.15 10.37 0.69 0.04 Green ratio 0.12 0.30 0.30 0.36 0.06 0.19 0.53 10.21 0.34 0.34 Unif. delay dl 36.0 1 29.3 22.4 122.8 40.4 32.6 10.7 130.4 25.4 19.6 Delay,factor k 0.50 0.50 0.50 10.50 0.50 0.50 0.50 0.50 10.50 0.50 Increm. delay d2 3.3 14.9 0.2 13.3 2.2 2.5 0.4 1.5 13.3 0.1 PF factor 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 Control delay 39.3 44.2 22.5 26.1 42.6 135.1 11.0 31.9 28.7 119.7 Lane group LOS D D I C C D I D B C C B Apprch. delay 39.3 36.5 28.7 29.3 Approach LOS D D C C Intersec. delay 31.7 Intersection LOS C HCS2000TM Copyright C 2000 University of Florida,All Rights Reserved Version 4.1a file://C:\WINDOWS\TEMP\s2kA23B.TMP 12/6/01 Short Report Page 1 of 2 SHORT REPORT General Information Site Information nalyst Agency or. BUBARIS TRAFFIC Intersection Co. ASSOCIATES rea Type All other areas Date 1216101 Jurisdiction SOUTH WINDSOR, Performed CT Time 2007 Analysis Period BACKGROUND PM Year 2007 PEAK HOUR , Volume and Timing Input EB WB NB SB LT TH RT LT TH RT LT TH RT LT TH RT Num. of Lanes 0 1 0 1 1 1 1 2 1 2 2 1 Lane group LTR L LT R L T R L T R Volume v h 0 9 58 169 132 271 10 662 313 414 360 12 % Heavy veh 0 0 0 0 0 0 0 0 0 0 0 0 PHF. 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 Actuated P/A P P P P P P IP P P IP P P Startup lost time 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 Ext. eff. green 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 Arrival type . 3 3 3 3 3 3 3 3 3 3 Unit Extension 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Ped/Bike/RTO R 0 12 0 54 0 62 0 0 Volume Lane Width 12.0 112.0 12.0 12.0 112.0 12.0 12.0 12.0 12.0 12.0 Parking/Grade/Parking N 0 N N 0 N N 0 N N- 0 N Parking/hr file:HC:\WINDOWS\TEMP\s2kB 108.TMP 12/6/01 Short Report Page 2 of Z Bus sto s/hr 01 10 1 0 1 0 1 0 0 1 0 1 0 ,0 0 Unit Extension 1 13.0 1 13.0 13.0 13.0 1 3.0 3.0 13.0 3.0 3.0 :0 Phasing WB EB Only 03 04 Excl. SIB Only Thru & 08 Only Left RT G - G - G = G = G = G = G = G = Timing 25.0 10.0 5.0 10.0 20.0 Y = Y = 4 Y = Y = Y = 4 Y = 4 Y = 4 Y = Duration of Analysis Cycle Length C = 90.0 hrs = 1.00 Lane Group Capacity, Control Delay, and LOS Determination EB WB NB SIB d'. flow rate 61 188 36 241 11 736 1279 460 400 13 Lane group cap. 187 501 528 538 100 802 879 739 1364 610 /c ratio 0.33 0.38 0.07 0.45 0.11 0.92 0.32 0.62 0.29 0.02 Green ratio 10.11 0.28 10.28 0.33 0.06 0.22 0.54 0.21 0.38 0.38 Unif. delay dl 36.9 26.2 23.9 23.5 40.4 34.2 111.3 32.2 19.6 17.6 Delay factor k 0.50 0.50 0.50 0.50 0.50 0.50 0.50 0.50 0.50 0.50 Increm. delay d2 4.6 1 2.2 0.2 12.7 2.2 21.8 1.0 4.0 0.5 0.,1 PF factor 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 Control delay 41.5 28.4 24.2 26.2 42.6 56.0 112.2 36.2 20.1 17.6 Lane group LOS D C 12 C D E B D C B Apprch. delay 41.5 26.9 44.0 28.6 Approach LOS D C D C Intersec. delay 35. 1 Intersection LOS D HCS2000TM Copyright C 2000 University of Florida, All Rights Reserved Version 4.1a file:HC:\VWIN]DOWS\TEMP\s2kB 108.TMP 1.2/6/01 Short Report Page 1 of 2 SHORT REPORT General Information Site Information nalyst Intersection Agency or BUBARIS TRAFFIC Area Type All other areas Co. ASSOCIATES SOUTH WINDSOR, Date 1216101 Jurisdiction CT Performed Analysis Time Period 2007 COMBINED Year 2007 AM PEAK HOUR Volume and Timing Input EB WB NB SB LT TH RT LT TH RT LT TH RT LT TH RT Num. of Lanes 0 1 0 1 1 1 1 2 1 2 2 1 Lane group LTR L LT R L T R L T R Volume v h 18 29 12 1415 23 332 10 299 206 258 777 18 % Heavy veh 0 0 0 0 0 0 0 0 0 0 0 0 PHF 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 Actuated P/A P P P P P P P P P P P P Startup lost time 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 Ext. eff. green 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 Arrival type 3 3 3 3 3 3 3 3 3 3, Unit Extension 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Ped/Bike/RTOR 0 0 0 66 0 42 0 0 Volume Lane Width 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 Parking/Grade/Parking N 0 N N 0 N N 0 N N 0 N Parking/hr Bus sto s/hr 0 0 0 0 0 0 0 0 0 0 file:HC:\V4NDOWS\TEMP\s2k52A7.TNW 12/6/01 r rr r■ r rr rr rr r r rr r r r rr r i■r r� . � r Short Report Page 2 of 2 Unit Extension 1 13.0 1 13.0 13.0 13.0 13.0 13.0 13.0 13.0 13.0 13.0 Phasing WB EB Only 03 04 Excl. SIB Only Thru & 08 OnlyLeft RT G G G = G = G = G = G = G = Timing 27.0 11.0 5.0 10.0 17.0 Y = I Y = 4 Y = Y = Y = 4 Y = 4 Y = 4 Y = Duration of Analysis hrs 1.00 Cycle Length C - 90.0 Lane Group Capacity, Control Delay, and LOS Determination EB WB NB SIB d'. flow rate 65 .461 26 296 11 332 182 287 863 20 Lane group cap. 223 542 570 574 100 682 861 739 1243 556 /c ratio 0.29 0.85 0.05 0.52 0.11 0.49 0.21 10.39 0.69 0.04 Green ratio 0.12 0.30 10.30 0.36 0.06 0. 19 0.53 0.21 0.34 0.34 Unif. delay dl 36.0 29.6 22.4 22.9 40.4 32.6 11.0 30.5 25.4 19.6 Delay factor k 0.50 0.50 0.50 0.50 0.50 0.50 0.50 0.50 0.50 0.50 Increm. dela d2 3.3 1 17.7 0.2 13.3 2.2 2.5 0.6 11.5 3.3 0.1 PF factor 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 Control delay 39.3 47.3 122.5 26.2 42.6 35.1 11.6 32.1 28.7 19.7 Lane group LOS D D I C C D D B C I C 8 Apprch. delay 39.3 38.5 27. 1 29.4 Approach LOS D D C C Intersec. delay 32.0 Intersection LOS C HCS2000TM Copyright©2000 University of Florida,All Rights Reserved Version 4.1a file:HC:\WINDOWS\TEMP\s2k52A7.TW 12/6/01 rr r �r rr rr i■r r r rr rr rr rr rr +r rr rr rr rr Short Report Page 1. of 2 SHORT REPORT General Information Site Information Analyst. Intersection Agency or BUBARIS TRAFFIC Area Type All other areas Co. ASSOCIATES SOUTH WINDSOR, Date 1216101 Jurisdiction CT Performed 2007 COMBINED Analysis 2007 Time Period PM PEAK HOUR Year Volume and Timing Input EB WB NB SB LT TH RT LT TH RT LT TH RT LT TH RT Num. of Lanes 0 1 0 1 1 1 1 2 1 2 2 1 Lane group LTR L LT, R L T R L T R Volume v h 0 9 58 226 32 1280 10 662 1328 416 1360 12 % Heavy veh 0 0 0 0 0 0 0 0 0 0 0 0 PHF 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 Actuated P/A P P P P P P P P P P P P. Startup lost time 2.0 2.0 12.0 2.0 12.0 12.0 2.0 2.0 2.0 2.0 Ext. eff. green 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 Arrival type 3 3 3 3 3 3 3 13 3 3 Unit Extension 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Ped/Bike/RTOR Volume 0 12 0 56 0 66 0 0 Lane Width 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 Parking/Grade/Parking N 0 N N 0 N N 0 N N 0 N Parking/hr Bus sto s/hr 1 10 0 1 0 0 0 0 0 0 0 0 file:HC:\WINDOWS\TEMP\s2k7347.TMP 12/6/0 1 Short Report Page 2 of 2 Unit Extension 1 13.0 1 13.0 13.0 1 3.0 13.0 13.0 13.0 13.0 3.0 13.0 Phasing WB EB Only 03 04 Excl. SB Only Thru & 08 Only Left RT G = G = G = G = G = G = G G = Timing 25.0 10.0 5.0 10.0 20.0 Y = I Y = 4 Y = Y = Y = 4 Y = 4 Y = 4 Y = Duration of Analysis hrs � 1.00 Cycle Length C = 90.0 Lane Group Capacity, Control Delay, and LOS Determination EB WB NB SB d'. flow rate 161 251 136 249 11 736 1291 462 400 13 Lane group cap. 187 501 528 538 100 802 879 739 1364 610 /c ratio 0.33 0.50 0.07 0.46 0.11 0.92 0.33 0.63 0.29 0.02 Green ratio 0.11 0.28 0.28 0.33 0.06 0.22 0.54 0.21 0.38 0.38 Unif. delay d1 36.9 27.3 123.9 23.6 40.4 34.2 111.4 32.3 19.6 17.6 Delay factor k 10.50 0.50 0.50 0.50 0.50 0.50 0.50 0.50 10.50 0.50 Increm. delay d2 4.6 3.6 0.2 2.9 2.2 21.8 1.0 4.0 10.5 0.1 PF factor 1.000 1.000 1.000 . 1.000 1.000 1.000 1.000 1.000 1.000 1.000 Control delay 41.5 1 30.9 124.2 126.5 42.6 156.0 112.4 36.3 20.1 17.6 Lane group LOS I D C I C C D E 8 D C B Apprch. delay 41.5 28.4 43.6 28.6 jApproach LOS D C D C Intersec. delay 35.1 Intersection LOS D HCS2000TM Copyright C 2000 University of Florida,All Rights Reserved Version 4.1a file:HC:\V;INDOWS\TEMP\s2k7347.TNT 12/6/01 1 1 _ 1 1 1 1 ' Exhibit 21 Queuing Analysis Worksheets Sullivan Avenue at Troy Road QUEUE AND STORAGE LENGTH verflow Queue: ach formulae below can be considered to have a uniform and overflow component.Average overflow queue is the average number of vehicles left in the queue at the beginning of the green period.Even if the the arrival rate flow rate is,on average,less than the capacity,(i.e.the degree of Fturation X<1)there are some oversaturated cycles because of random fluctuations in arrival flow rates. The following approximate expression has en derived for predicting average overflow queues in both undersaturated(X<l)and over saturated(X>l)conditions at isolated fixed time signals. 1 INTERSECTION: QSWTC1-SULLIVAN AVENUE AT TROY ROAD ANALYSIS PERIOD: 2007 COMBINED AM PEAK HOUR APPROACH: SB LT/RT WB TH/RT EB LT EB TH DATA INPUT: Q=if known capacity 328 774 30 372 n =number of lanes n= 1 1 1 1 S=cruising speed,MPH S= 35 35 35 35 g=effective green g= 15 45 37 45 C=cycle length C= 80 80 80 80 V=Flow rate in Tf(usually in VPH) V= 152 696 27 335 j=average space per vehicle(feet) j= 25 25 25 25 Tf=flow eriod of demand V a.aa hrs. Tf= 1.00 1.00 1.00 1.00 ARY OF of rounded to nearest vehicle): N=The ave.no.of vehs in the queue at the start of green. N= TOT.VEHS 3 9 2 6 Nb--The back of the queue,based on uniform flow. Nb= TOT.VEHS 3 10 2 5 Nm=The maximum back of queue,reached Nm= TOT.VEHS 3 17 2 7 after the start of green. VEH/LANE 3 17 2 7 FT/LANE 75 425 50 175 Nc=The critical queue length or 2(Nb). Nc= TOT.VEHS 6 21 4 12 VEH/LANE 6 21 4 12 FT/LANE 150 526 100 300 OVERFLOW QUEUE:No The ave.overflow queue(total veh.all lanes)can be calculated from: No= 0.00 2.72 1.51 2.60 No=(Q*Tf/4)*(z+(z^2+12(X-Xo)/Q*Tf)^.5)forX>Xo,otherwise No=O VEHICLES VEHICLES VEHICLES VEHICLES where: s=saturation flow veh per second per lane 1620.00 /3600= s= 0.45 0.45 0.45 0.45 Q=capacity in veh.per hr. Q= 328 774 30 372 q=flow rate in vps;V/Tf or V/3600 q= 0.04 0.19 0.01 0.09 QTf=throughput,i.e.the max.number of veh.discharged in period Tf QTf= 328 774 30 372 X =V/Qtf,degree of saturation X= 0.46 0.90 0.90 0.90 z =X-1 (note this has a negative value for X<1:also zQ=q-Q) z= -0.54 -0.10 -0.10 -0.10 Xo =deg.sat below which ave.overflow queue is approx.zero and given Xo= 0.68 0.70 0.70 0.70 by:Xo=0.67+sg/600; where s=sat.flow vps,g=eff.green X-Xo= -0.22 0.20 0.20 0.20 QUEUE LENGTH:N The ave.number of vehicles in the queue at the start of the green period N= 2.74 9.49 1.83 5.86 can be calculated from:N=qr+No VEHICLES VEHICLES VEHICLES VEHICLES where: q=arrival demand rate in vps or veh/cycle q= 0.04 0.19 0.01 0.09 r=C-G=effective red time,qr in veh C= 80 80 80 80 C=cycle time in seconds G= 15 45 37 45 r__ 65 35 43 35 BACK OF THE QUEUE:Nb The back of the queue,in vehicles,can be calculated from Nb= 2.80 10.47 1.84 6.14 Nb=N/(1-0/v)gL) VEHICLES VEHICLES VEHICLES VEHICLES ' where: N=the stop-line queue,in vehicles N= 2.74 9.49 1.83 5.86 qL=lane flow,in vehicles per second(total movement flow divided by qL= 0.04 0.19 0.01 0.09 the number of lanes as a first approximation) j=average queue space per vehicle in feet j= 25 25 25 25 v=normal cruising speed in feet per second(hence j/v=time to travel v= 51.45 51.45 51.45 51.45 one vehicle space at cruising speed). MAXIMUM BACK OF QUEUE:Nm rMaximum back of queue,Nm,reached after the start of green is given by: Nm= 3.03 16.63 1.86 7.39 Nm=N/(1-y) VEHICLES VEHICLES VEHICLES VEHICLES where: N , =qr+No N= 2.74 9.49 1.83 5.86 y =flow ratio q ave.vps/(sat.flow X no.of lanes) y= 0.09 0.43 0.02 0.21 q =arrival vps,VPH/3600 q= 0.04 0.19 0.01 0.09 r =c-g=effective-red - r= 65 35 43 35 No =ave.overflow queue(total veh.all lanes) No= 0.00 2.72 1.51 2.60 CRITICAL QUEUE LENGTH:Nc ' �Nc=2Nb Nc= 5.60 20.94 3.68 12.27 VEHICLES VEHICLES VEHICLES VEHICLES QUEUE AND STORAGE LENGTH verflow Queue: Each formulae below can be considered to have a uniform and overflow component.Average overflow queue is the average number of vehicles left in the queue at the beginning of the green period.Even if the the arrival rate flow rate is,on average,less than the capacity,(i.e.the degree of saturation X<1)there are some oversaturated cycles because of random fluctuations in arrival flow rates. The following approximate expression has been derived for predicting average overflow queues in both undersaturated(X<1)and over saturated(X>l)conditions at isolated fixed time signals. INTERSECTION: Q-SWTC2-SULLIVAN AVENUE AT TR(SY ROAD I ANALYSIS PERIOD: 2007 COMBINED PM PEAK HOUR APPROACH: SB LT/RT WB TH{RT EB LT EB TH DATA INPUT: Q=if known capacity 332 1,037 520 1,330 n =number of lanes n= 1 1 1 1 - S=cruising speed,MPH S= 35 .35 35 35 g effective green g= 15 45 37 45 C=cycle length C= 80 80 80 80 V=Flow rate in Tf(usually in VPH) V= 151 599 77 808 j=average space per vehicle(feet) j= 25 25 25 25 Tf=flow eriod of demand V a.aa hrs. Tf= 1.00 1.00 1.00 1.00 ARY OF ANSWERS rounded to nearest vehicle): N=The ave.no.of vehs in the queue at the start of green. N=1 TOT.VEHS 3 6 1 8 Nb--The back of the queue,based on uniform flow. Nb= TOT.VEHS 3 6 1 9 Nm=The maximum back of queue,reached Nm= TOT.VEHS 3 9 1 16 after the start of green. VEH/LANE 3 9 1 16 FT/LANE 75 225 25 400 Nc=The critical queue length or 2(Nb). Nc= TOT.VEHS 6 13 2 18 VEH/LANE 6 13 2 L 18 FT/LANE 160 326 50 450. OVERFLOW QUEUE:No The ave.overflow queue(total veh.all lanes)can be calculated from: No= 0.00 0.00 0.00 0.00 No=(Q*Tf/4)*(z+(z^2+12(X-Xo)/Q*Tf)^.5)forX>Xo,otherwise No=O VEHICLES VEHICLES VEHICLES VEHICLES where: s=saturation flow veh per second per lane 1620.00 /3600= s= 0.45 0.45 0.45 0.45 Q=capacity in veh.per hr. Q= 332 1037 520 1330 q=flow rate in vps;VITf or V/3600 q= 0.04 0.17 0.02 0.22 iQTf=throughput,i.e.the max.number of veh.discharged in period Tf QTf= 332 1037 520 1330 X =V/Qtf,degree of saturation - X= 0.45 0.58 0.15 0.61 z =X-1 (note this has a negative value for X<1:also zQ=q-Q) z= -0.55 -0.42 -0.85 -0.39 Xo =deg.sat below which ave.overflow queue is approx.zero and given Xo= 0.68 0.70 0.70 0.70 by:Xo=0.67+sg/600; where s=sat.flow vps,g=eff.green X-Xo= -0.23 -0.13 -0.55 -0.10 QUEUE LENGTH:N The ave.number of vehicles in the queue at the start of the green period N= 2.73 5.82 0.92 7.86 can be calculated from:N=qr+No VEHICLES VEHICLES VEHICLES VEHICLES where: q=arrival demand rate in vps or veh/cycle q= 0.04 0.17 0.02 0.22 r=C-G=effective red time,qr in veh C= 80 80 80 80 C=cycle time in seconds G= 15 45 37 45 r= 65 35 43 35 BACK OF THE QUEUE:Nb The back of the queue,in vehicles,can be calculated from Nb= 2.78 6.34 0.93 8.82 Nb=N/(1-6/v)qL) VEHICLES VEHICLES VEHICLES VEHICLES where: N=the stop-line queue,in vehicles . N= 2.73 5.82 0.92 7.86 qL=lane flow,in vehicles per second(total movement flow divided by qL= 0.04 0.17 0.02 0.22 the number of lanes as a first approximation) j=average queue space per vehicle in feet j= 25 25 25 25 v=normal cruising speed in feet per second(hence j/v=time to travel v= 51.45 51.45 51.45 51.45 one vehicle space at cruising speed). MAXIMUM BACK OF QUEUE:Nm Maximum back of queue,Nm,reached after the start of green is given by: Nm= 3.01 9.24 0.97 15.67 Nm=N/(1-y) VEHICLES VEHICLES VEHICLES VEHICLES where: N =qr+No N= 2.73 5.82 0.92 7.86 y =flow ratio q ave.vps/(sat.flow X no.of lanes) y= 0.09 0.37 0.05 0.50 q =arrival vps,VPH/3600 q= 0.04 0.17 0.02 0.22 r =c-g=effective red r= 65 35 43 35 No =ave.overflow queue(total veh.all lanes) No= 0.00 0.00 0.00 0.00 ' CRITICAL QUEUE LENGTH:Nc �Nc=2!Slb Nc= 5.57 12.67 1.86 17.63 VEHICLES VEHICLES VEHICLES VEHICLES i Exhibit 22 Queuing Analysis Worksheets U.S. Route 5 at Sullivan Avenue and Route 194 QUEUE AND STORAGE LENGTH O,Overflow Queue: G:Each formulae below can be considered to have a uniform and overflow component.Average overflow queue is the average number of vehicles left in the queue at the beginning of the green period.Even if the the arrival rate flow rate is,on average,less than the capacity,(i.e.the degree of Is�saturation X<1)there are some oversaturated cycles because of random fluctuations in arrival flow rates. The following approximate expression has ix been derived for predicting average overflow queues in both undersaturated(X<l)and over saturated(X>l)conditions at isolated fixed time signals. INTERSECTION: Q-SWTC3a-SULLIVAN AVENUE AT ROUTE 5 IANALYSIS PERIOD: 2007 COMBINED AM PEAK HOUR DATA INPUT: APPROACH: EB L/T/R WB LEFT WB LT/TR WB RIGHT IIQ=if known capacity _ 223 542 n n =number of lanes 570 574 c S=cruising speed, MPH n 1 1 1 1 g=effective green S= 35 35 35 35 C=cycle length g= 11 27 27 27 V=Flow rate in Tf(usually in VPH) C 80 80 80 80 j=average space per vehicle(feet) V= 59 219 219 266 Tf=flow period of demand V a.aa hrs. 25 25 25 25 l) ARY OF ANSWERS(rounded to nearest vehicle): Tf- 1.00 1.00 1.00 1.00 W The ave.no.of vehs in the queue at the start of green. N= TOT.VEHS 1 NbmThe back of the queue,based on uniform flow. 3 3 4 Nb= TOT.VEWS 1 3 3 4 Nm=The maximum back of queue,reached Nm= TOT.VEHS 1 4 ■I4�after the start of green, VEH/LANE 1 4 4 5 4 5 Nc=The critical queue length or 2(Nb). FT/LANE 25 100 100 125 Nc= TOT.VEHS 2 7 7 g VEH/LANE 2 7 7 8 f OVERFLOW QUEUE:No FT/LANE 50 175 175 200 The ave.overflow queue(total veh.all lanes)can b No=(Q*Tf/4)*(z+(z^2+12(X-Xo)/Q*Tf)^.5)for X>Xo,othelrwiseeNo=O No= 0.00 0.00 0.00 0.00 where: VEHICLES VEHICLES VEHICLES VEHICLES s=saturation flow veh per second per lane 1620.00 /3600= s= 0.45 Q=capacity in veh.per hr. 0.45 0.45 0.45 q=flow rate in vps;VlTf or V/3600 Q= 223 542 570 574q= 0.02 0.06 0.06 QTf=throughput,i.e.the max.number of veh.discharged in period Tf QTf= 0.07 X =V/Qtf,degree of saturation 223 542 570 574 z =X-1 (note this has a negative value for X<1:also zQ=q-Q) z= 0.26 0.40 0.38 0.46 Xo =deg.sat below which ave.overflow queue is approx.zero and given Xo= -0.68 -0.69 -0.62 -0.69 by:Xo=0.67+sg/600; where s=sat.flow vps 0.41 0.29 0.69 0.69 p g=eff.green X-Xo= -0.41 -0.29 -0.31 -0.23 QUEUE LENGTH:N The ave.number of vehicles in the queue at the start of the green period N= 1.13 3.22 can be calculated from:N=qr+No 3•22 3.92 where: VEHICLES VEHICLES VEHICLES VEHICLES q=arrival demand rate in vps or veh/cycle q= 0.02 0.06 0.06 r=C-G=effective red time,qr in veh 0.07 C=cycle time in seconds C- 80 80 80 80 G= 11 27 27 27 BACK OF THE QUEUE:Nb r= 69 53 53 53 The back of the queue,in vehicles can be calcu lated from Nb= 1.14 3.32 Nb N/(1-0/v)qL) 3.32 4.06 where: VEHICLES VEHICLES VEHICLES VEHICLES N=the stop-line queue,in vehicles N= 1.13 3.22 qL=lane flow,in vehicles per second(total movement flow divided by qL 0•02 0.06 0.06 3.06 3.92 = 22 the number of lanes as a first approximation) 0.07 j=average queue space per vehicle in feet j= 25 25 v=normal cruising speed in feet per second(hence j/v=time to travel 25 25 one vehicle space at cruising speed). v= 51.45 51.45 51.45 51.45 MAXIMUM BACK OF QUEUE:Nm Maximum back of queue,Nm,reached after the start of green is given by: Nm= 1.17 3.73 Nm=N/(1-y) 3.73 4.69 where: VEHICLES VEHICLES VEHICLES VEHICLES N =qr+No N= 1.13 3.22 y =flow ratio q ave.vps/(sat.flow X no.of lanes) 3.22 3.92 q =arrival vps,VPH/3600 y= 0•02 0.14 0.14 0.16 r =c-g=effective red r= 0.69 0.53 0.06 0.07 No =ave.overflow queue(total veh.all lanes) r= 69 53 53 53 CRITICAL QUEUE LENGTH:Nc No 0.00 0.00 0.00 0.00 Nc=2Nb Nc= 2.28 6.64 6.64 8.12 VEHICLES VEHICLES VEHICLES VEHICLES QUEUE AND STORAGE LENGTH Overflow Queue: Each formulae below can be considered to have a uniform and overflow component.Average overflow queue is the average number of vehicles left in the queue at the beginning of the green period.Even if the the arrival rate flow rate is,on average,less than the capacity,(i.e.the degree of saturation X<1)there are some oversaturated cycles because of random fluctuations in arrival flow rates. The following approximate expression has been derived for predicting average overflow queues in both undersaturated(X<l)and.over saturated(X>l)conditions at isolated fixed time signals. INTERSECTION: Q-SWTC3c-SULLIVAN AVENUE AT ROUTE 5 ' ANALYSIS PERIOD: 2007 COMBINED AM PEAK HOUR APPROACH: SB THRU SB RIGHT DATA INPUT: 'Q=if known capacity 1,243 556 n =number of lanes n= 2 1 S=cruising speed,MPH S= 35 35 g=effective green g= 31 31 C=cycle length C= 80 80 V=Flow rate in Tf(usually in VPH) V= 777 18 j=average space per vehicle(feet) j= 25 25 Tf=flow period of demand V a.aa hrs.)Tf= 1.00 1.00 ARY OF ANSWERS rounded to nearest vehicle): N=The ave.no.of vehs in the queue at the start of green. N=1 TOT.VEHS 11 0 RR ERR Nb=The back of the queue,based on uniform flow. Nb= TOT.VEHS 11 0 ERR ERR Nm=The maximum back of queue,reached Nm= TOT.VEHS 14 0 ERR ERR after the start of green. VEH/LANE 7 0 ERR ERR FT/LANE 175 0 ERR ERR Nc=The critical queue Iength or 2(Nb). Nc= TOT.VEHS 22 0 ERR ERR VEH/LANE 11 0 ERR ERR FT/LANE 275L 0 ERR ERR OVERFLOW QUEUE:No ' The ave.overflow queue(total veh.all lanes)can be calculated from: No= 0.00 0.00 ERR ERR No=(Q*Tf/4)*(z+(z^2+12(X-Xo)/Q*Tf)^.5)forX>Xo,otherwise No=O VEHICLES VEHICLES VEHICLES VEHICLES where: s=saturation flow veh per second per lane 1620.00 /3600= s= 0.45 0.45 0.45 0.45 Q=capacity in veh.per hr. Q= 1243 556 0 0 q=flow rate in vps;Vfrf or V/3600 q= 0.22 0.01 ERR ERR ' QTf=throughput,i.e.the max.number of veh.discharged in period Tf QTf= 1243 556 0 0 X =V/Qtf,degree of saturation X= 0.63 0.03 ERR ERR z =X-1 (note this has a negative value for X<1:also zQ=q-Q) z= -0.37 -0.97 ERR ERR Xo =deg.sat below which ave.overflow queue is approx.zero and given Xo= 0.69 0.69 0.67 0.67 by:Xo=0.67+sg/600; where s=sat.flow vps,g=eff.green X-Xo= -0.07 -0.66 ERR ERR QUEUE LENGTH:N The ave.number of vehicles in the queue at the start of the green period N= 10.58 0.25 ERR ERR can be calculated from:N=qr+No VEHICLES VEHICLES VEHICLES VEHICLES where: q=arrival demand rate in vps or veh/cycle q= 0.22 0.01 ERR ERR r=C-G=effective red time,qr in veh C= 80 80 C=cycle time in seconds G= 31, 31 ' r= 49 49 0 0 BACK OF THE QUEUE:Nb The back of the queue,in vehicles,can be calculated from Nb= 11.16 0.25 ERR ERR Nb=N/(1-0/v)qL) VEHICLES VEHICLES VEHICLES VEHICLES where: N=the stop-line queue,in vehicles N= 10.58 0.25 ERR ERR qL=lane flow,in vehicles per second(total movement flow divided by qL= 0.11 -0.01 ERR ERR the number of lanes as a first approximation) ' j=average queue space per vehicle in feet j= 25 25 v normal cruising speed in feet per second(hence j/v=time to travel v= 51.45 51.45 0.00 0.00 one vehicle space at cruising speed). MAXIMUM BACK OF QUEUE:Nm Maximum back of queue, Nm,reached after the start of green is given by: Nm= 13.91 0.25 ERR ERR Nm=N/(1-y) VEHICLES VEHICLES VEHICLES VEHICLES where: N =qr+No N= 10.58 0.25 ERR ERR y =flow ratio q ave,vps/(sat.flow X no.of lanes) y= 0.24 0.01 ERR ERR q =arrival vps,VPH/3600 q= 0.22 0.01 0.00 0.00 r =c-g=effective red r= 49 49 0 0 _ No =ave.overflow queue(total veh.all lanes) No= 0.00 0.00 ERR ERR CRITICAL QUEUE LENGTH:Nc Nc=2Nb Nc= 22.32 0.49 ERR ERR VEHICLES VEHICLES VEHICLES VEHICLES QUEUE AND STORAGE LENGTH Overflow Queue: Each formulae below can be considered to have a uniform and overflow-component.Average overflow queue is the average number of vehicles left in the queue at the beginning of the green period.Even if the the arrival rate flow rate is,on average,less than the capacity,(i.e.the degree of saturation X<1)there are some oversaturated cycles because of random fluctuations in arrival flow rates. The following approximate expression has 'been derived for predicting average overflow queues in both undersaturated(X<l)and over saturated(X>1)conditions at isolated fixed time signals. I INTERSECTION: QSWTC4a-SULLIVAN AVENUE AT ROUTE 5 ANALYSIS PERIOD: 2007 COMBINED PM PEAK HOUR APPROACH: EB LIT/R WB LEFT WB LTITR WB RIGHT DATA INPUT: Q=if known capacity 187 501 528 538 n =number of lanes n= 1 1 1 1 S=cruising speed,MPH S= 35 35 35 35 g=effective green g= 10 25 25 25 IC=cycle length C= 80 80 80 80 j V=Flow rate in Tf(usually in VPH) V= 67 129 129 224 =average space per vehicle(feet) j= 25 25 25 25 Tf=flow period of demand V a.aa hrs. Tf= 1.00 1.00 1.00 1.00 ARY OF ANSWERS(rounded to nearest vehicle): N=The ave.no.of vehs in the queue at the start of green. N= TOT.VEHS 1 2 2 3 Nb=The back of the queue,based on uniform flow. Nb= TOT.VEHS 1 2 2 4 Nm=The maximum back of queue,reached Nm= TOT.VEHS 1 2 2 4 after the start of green. VEH/LANE 1 2 2 4 FT/LANE 25 s0 50 100 Nc=The critical queue length or 2(Nb). Nc= TOT VEHS 3 4 4 7 VEH/LANE 3 4 4 7 FT/LANE 75 100 100 175 OVERFLOW QUEUE:No The ave.overflow queue(total veh.all lanes)can be calculated from: No= 0.00 0.00 0.00 0.00 No=(Q*Tf/4)*(z+(z^2+12(X Xo)/Q*Tf)^.5)forX>Xo,otherwise No=O VEHICLES VEHICLES VEHICLES VEHICLES where: s=saturation flow veh per second per lane 1620.00 /3600= s= 0.45 0.45 0.45 0.45 Q=capacity in veh.per hr. Q= 187 501 528 538 q=flow rate in vps;V/Tf or V/3600 q= 0.02 0.04 0.04 0.06 QTf=throughput,i.e.the max.number of veh.discharged in period Tf QTf= 187 501 528 538 X =V/Qtf,degree of saturation X= 0.36 0.26 0.24 0.42 z =X-1 (note this has a negative value for X<l:also zQ=q-Q) z= -0.64 -0.74 -0.76 -0.58 Xo =deg.sat below which ave.overflow queue is approx.zero and given Xo= 0.68 0.69 0.69 0.69 by:Xo=0.67+sg/600; where s=sat.flow vps,g=eff.green X-Xo= -0.32 -0.43 -0.44 -0.27 QUEUE LENGTH:N The ave. number of vehicles in the queue at the start of the green period N= 1.30 1.97 1.97 3.42 can be calculated from:.N=qr+No VEHICLES VEHICLES VEHICLES VEHICLES ' where: q=arrival demand rate in vps or veh/cycle q= 0.02 0.04 0.04 0.06 r=C-G=effective red time,qr in veh C= 80 80 80 80 C=cycle time in seconds G= 10 25 25 25 ' r= 70 55 55 55 BACK OF THE QUEUE:Nb The back of the queue,in vehicles,can be calculated from Nb= 1.31 2.01 2.01 3.53 Nb=N/(1-G/v)qL) VEHICLES VEHICLES VEHICLES VEHICLES ' where: N=the stop-line queue,in vehicles. N= 1.30 1.97 1.97 3.42 qL=lane flow,in vehicles per second(total movement flow_ divided by qL= - 0.02 0.04 0.04 0.06 the number of lanes as a first approximation) ' j=average queue space per vehicle in feet j= 25 25 25 25 v=normal cruising speed in feet per second(hence j/v=time to travel v= 51.45 51.45 51.45 51.45 one vehicle space at cruising speed). MAXIMUM BACK OF QUEUE:Nm Maximum back of queue, Nm,reached after the start of green is given by: Nm= 1.36 2.14 2.14 3.97 Nm=N/(1-y) VEHICLES VEHICLES VEHICLES VEHICLES where: N =qr+No N= 1.30 1.97 1.97 3.42 ' y =flow ratio q ave.vps/(sat.flow X no.of lanes) y= 0.04 0.08 0.08 0.14 q =arrival vps,VPH/3600 q= 0.02 0.04 0.04 0.06 r =c-g=effective red r= 70 55 55 55 No =ave.overflow queue(total veh.all lanes) No= 0.00 0.00 0.00 0.00 CRITICAL QUEUE LENGTH:Nc ' �Nc=2!Slb Nc= 2.63 4.01 4.01 7.06 VEHICLES VEHICLES VEHICLES VEHICLES QUEUE AND STORAGE LENGTH 'Overflow Queue: Each formulae below can be considered to have a uniform and overflow component.-Average overflow queue is the average number of vehicles left in the queue at the beginning of the green period.Even if the the arrival rate flow rate is,on average,less than the capacity,(i.e.the degree of saturation X<1)there are some oversaturated cycles because of random fluctuations in arrival flow rates. The following approximate expression has 'been derived for predicting average overflow queues in both undersaturated(X<1)and over saturated(X>1)conditions at isolated fixed time signals. INTERSECTION: QSWTC4b-SULLIVAN AVENUE AT ROUTE 5 ANALYSIS PERIOD: 2007 COMBINED PM PEAK HOUR ' APPROACH: NB LEFT NB THRU NB RIGHT SB LEFT DATA INPUT: Q=if known capacity 100 802 879 739 n =number of lanes n= 1 2 1 2 - S=cruising speed,MPH S= 35 35 35 35 g=effective green g= 5 20 20 5 C=cycle length C= 80 80 80 80 V=Flow rate in Tf(usually in VPH) V= 10 662 262 416 j=average space per vehicle(feet) j= 25 25 25 25 Tf=flow period of demand V a.aa hrs. Tf= 1.00 1.00 1.00 1.00 ARY OF ANSWERS(rounded to nearest vehicle): ' No:The ave.no.of vehs in the queue at the start of green. N= TOT.VEHS 0 12 4 9 Nb=The back of the queue,based on uniform flow. Nb= TOT.VEHS 0 13 5 9 Nm=The maximum back of queue,reached Nm= TOT.VEHS 0 15 5 10 ' after the start of green. VEH/LANE 0 8 5 5 FT/LANE 0 _ 200 125 125 Nc=The critical queue length or 2(Nb). , Nc= TOT.VEHS 0 26 9 18 VEH/LANE 0 13 9 9 FT/LANEL 0 325 2295 22 OVERFLOW QUEUE:No The ave.overflow queue(total veh.all lanes)can be calculated from: No- 0.00 1.19 0.00 0.00 No=(Q`Tf/4)"(z+(z"2+12(X-Xo)/Q*Tf)^.5)forX>Xo,otherwise No=O VEHICLES VEHICLES VEHICLES VEHICLES ' where: s=saturation flow veh per second per lane 1620.00 /3600- s= 0.45 0.45 0.45 0.45 Q=capacity in veh.per hr. Q= 100 802 879 739 q=flow rate in vps;V/Tf or V/3600 q= 0.00 0.18 0.07 0.12 ' QTf=throughput,i.e.the max.number of veh.discharged in period Tf QTf= 100 802 879 739 X =V/Qtf,degree of saturation X= 0.10 0.83 0.30 0.56 z =X-1 (note this has a negative value for X<1:also zQ=q-Q) z= -0.90 -0.17 -0.70 -0.44 Xo =deg.sat below which ave.overflow queue is approx.zero and given Xo= 0.67 0.69 0.69 0.67 by:Xo=0.67+sg/600; where s=sat.flow vps,g=eff.green X-Xo= -0.57 0.14 -0.39 -0.11 QUEUE LENGTH:N The ave.number of vehicles in the queue at the start of the green period N= 0.21 12.22 4.37 8.67 can be calculated from:N=qr+No VEHICLES VEHICLES VEHICLES VEHICLES ' where: q=arrival demand rate in vps or veh/cycle q= 0.00 0.18 0.07 0.12 r=C-G=effective red time,qr in veh C= 80 80 80 80 C=cycle time in seconds G= 5 20 20 5 - ' r= 75 60 60 75 BACK OF THE QUEUE:Nb The back of the queue,in vehicles,can be calculated from Nb= 0.21 12.79 4.53 8.92 Nb=N/(1-(j/v)gL) VEHICLES VEHICLES VEHICLES VEHICLES ' where: N=the stop-line queue,in vehicles N= 0.21 12.22 4.37 8.67 qL=lane flow,in vehicles per second(total movement flow divided by qL= 0.00 0.09 0.07 0.06 the number of lanes as a first approximation) ' j=average queue space per vehicle in feet j= 25 25 25 25' v=normal cruising speed in feet per second(hence j1v=time to travel v= 51.45 51.45 51.45 51.45 one vehicle space at cruising speed). MAXIMUM BACK OF QUEUE:Nm ' Maximum back of queue,Nm,reached after the start of green is given by: Nm= 0.21 15.36 5.21 9.94 Nm=N/(1-y) VEHICLES VEHICLES VEHICLES VEHICLES where: N =qr+No N= 0.21 12.22 4.37 8.67 ' y =flow ratio q ave.vps/(sat.flow X no.of lanes) y= 0.01 0.20 0.16 0.13 q =arrival vps,VPH/3600 q= 0.00 0.18 0.07 0.12 r =c-g=effective red r= 75 60 60 75 No =ave.overflow queue(total veh.all lanes) No= 0.00 1.19 0.00 0.00 CRITICAL QUEUE LENGTH:Nc Nc=2Nb Nc= 0.42 25.58 9.05 17.83 VEHICLES VEHICLES VEHICLES VEHICLES QUEUE AND STORAGE LENGTH IOverflow Queue: I Each formulae below can be considered to have a uniform and overflow component.Average overflow queue is the average number of vehicles left in the queue at the beginning of the green period.Even if the the arrival rate flow rate is,on average,less than the capacity,(i.e.the degree of saturation X<1)there are some oversaturated cycles because of random fluctuations in arrival flow rates. The following approximate expression has been derived for predicting average overflow queues in both undersaturated(X<1)and over saturated(X>1)conditions at isolated fixed time signals. INTERSECTION: + QSWTC4c-SULLIVAN AVENUE AT ROUTE 5 ANALYSIS PERIOD: 2007 COMBINED PM PEAK HOUR APPROACH: SB THRU SB RIGHT DATA INPUT: Q=if known capacity 1,364 610 n =number of lanes n= 2 1 S=cruising speed,MPH S= 35 35 g=effective green 9= 34 34 IC=cycle length C= 80 80 V=Flow rate in Tf(usually in VPH) V= 360 12 j=average space per vehicle(feet) j= 25 25 Tf=flow period of demand V a.aa hrs.)Tf 1.00 1.00 ARY OF ANSWERS rounded to nearest vehicle): N=The ave.no.of vans in the queue at the start of green. N= TOT.VEHS 5 0 ERR ERR Nb=The beck of the queue,based on uniform flow. Nb= TOT.VEHS 5 0 ERR ERR Nm=The maximum back of queue,reached Nm= TOT.VEHS 5 0 ERR ERR ' after the start of green. VEH/LANE 3 0 ERR ERR FT/LANE 75 0 ERR ERR Nc=The critical queue length or 2(Nb). Nc= TOT.VEHS 9 0 ERR ERR VEH/LANE 5 0 ERR ERR ' FT/LANE 125 0 ERR ERR OVERFLOW QUEUE:No The ave.overflow queue(total veh.all lanes)can be calculated from: No= 0.00 0.00 ERR ERR No=(Q*Tf/4)*(z+(z^2+12(X-Xo)/Q*Tf)^.5)forX>Xo,otherwise No=O VEHICLES VEHICLES VEHICLES VEHICLES where: s=saturation flow veh per second per lane 1620.00 /3600= s= 0.45 0.45 0.45 0.45 Q=capacity in veh.per hr. Q= 1364 610 0 0 q=flow rate in vps;V/Tf or V/3600 q= 0.10 0.00 ERR ERR ' QTf=throughput,i.e.the max.number of veh.discharged in period Tf QTf= 1364 610 0 0 X =V/Qtf,degree of saturation X= 0.26 0.02 ERR ERR z =X-1(note this has a negative value for X<1:also zQ=q-Q) z= -0.74 -0.98 ERR ERR Xo =deg.sat below which ave.overflow queue is approx.zero and given Xo= 0.70 0.70 0.67 0.67 by:Xo=0.67+sg/600; where s=sat.flow vps,g=eff.green X-Xo= -0.43 -0.68 ERR ERR QUEUE LENGTH:N The.ave.number of vehicles in the queue at the start of the green period N= 4.60 0.15 ERR ERR can be calculated from: N=qr+No VEHICLES VEHICLES VEHICLES VEHICLES ' where: q=arrival demand rate in vps or veh/cycle q= 0.10 0.00 ERR ERR r=C-G=effective red time,qr in veh C= 80 80 C=cycle time in seconds G= 34 34 BACK OF THE QUEUE:Nb r__ 46 46 0 0 The back of the queue, in vehicles,can be calculated from Nb= 4.71 0.15 ERR ERR Nb=N/(1-0/v)gL) VEHICLES VEHICLES VEHICLES VEHICLES ' where: N=the stop-line queue, in vehicles N= 4.60 0.15 _ ERR ERR qL=lane flow,in vehicles per second(total movement flow divided by qL= 0.05 0.00 ERR ERR the number of lanes as a first approximation) j=average queue space per vehicle in feet j= 25 25 v=normal cruising speed in feet per second(hence j/v=time to travel v= 51.45 51.45 0.00 0.00 one vehicle space at cruising speed). MAXIMUM BACK OF QUEUE:Nm ' Maximum back of queue, Nm, reached after the start of green is given by: Nm= 5.18 0.15 ERR ERR Nm=N/(1-y) VEHICLES VEHICLES VEHICLES VEHICLES where: N =qr+No N= 4.60 0.15 ERR ERR y =flow ratio q ave.vps/(sat.flow X no.of lanes) y= 0.11 0.01 ERR ERR q =arrival vps,VPH/3600 q= 0.10 0.00 0.00 0.00 r =c-g=effective red r= 46 -46 0 0 No =ave.overflow queue(total veh.all lanes) No= 0.00 0.00 ERR ERR CRITICAL QUEUE LENGTH:Nc Nc=2Nb Nc= 9.43 0.31 ERR ERR VEHICLES VEHICLES VEHICLES VEHICLES EXHIBIT 23 SUMMARY OF ACCIDENT EXPERIENCE SOUTH WINDSOR TECHNOLOGIES CENTER SOUTH WINDSOR,CONNECTICUT JANUARY 1,1998 TO DECEMBER 31,2000 SECTION1 M.P. 42.49 TO 42.51 (INTERSECTION OF ROUTE 5 AND ROUTE 194) SECTION2 M.P. 0 TO 0.02 (INTERSECTION OF ROUTE 194 AND ROUTE 5) SECTION3 M.P. 0.07 TO 0.1 (INTERSECTION OF ROUTE 194 AND COMMERCE WAY) SECTION4 M.P. 0.11 TO 0.26 (ROUTE 194 BETWEEN COMMERCE WAY AND RYE STREET) SECTION5 M.P. 0.27 TO 0.27 (INTERSECTION OF ROUTE 194 AND RYE STREET) SECTION6 M.P. 0.28 TO 0.52 (ROUTE 194 BETWEEN RYE STREET AND PATRIA ROAD) SECTION7 M.P. 0.53 TO 0.53 (INTERSECTION OF ROUTE 194 AND PATRIA ROAD) SECTION8 M.P. TO (INTERSECTION OF ROUTE 194 AND SCHWEIR ROAD) SECTION9 M.P. ' 0.83 TO 1.54 (ROUTE 194 BETWEEN SCHWEIR ROAD AND WEST ROAD) SECTION10 ' M.P. 1.55 TO 1.57 (INTERSECTION OF ROUTE 194 AND WEST ROAD) SECTION11 M.P. 1.65 TO 1.75 (INTERSECTION OF ROUTE 194 AND TROY ROAD) SECTION12 M.P. TO (RYE STREET-ENTIRE LENGTH) SECTION13 M.P. TO (TROY ROAD-ENTIRE LENGTH) SECTION14 M.P. TO (WEST ROAD-ENTIRE LENGTH) SECTION15 M.P. TO (SCHWEIR ROAD-ENTIRE LENGTH) SECTION16 M.P. TO (PATRIA ROAD-ENTIRE LENGTH) S-1 S-2 S-3 S-4 S-5 S-6 S-7 I S-8 I S-9 I S-10 I S-11 S-12 S-13 S-14 S=15 S-16 TOTALS DRIVER UNABLE TO COPE WITH CONDITIONS 1 1 I 1 1 2 5 DRIVER FOLLOWING TOO CLOSELY 8 12 1 N 4 2 1 N 8 2 8 N N N N 46 VEHICLE CHANGED LANES IMPROPERLY 2 0 0 0 0 0 0 2 DRIVER VIOLATED TRAFFIC CONTROL 5 2 1 8 DRIVER FAILED TO GRANT RIGHT OF WAY 6 3 1 A A 2 A A A A 12 IMPROPER PASSING MANEUVER C C 1 1 C C C C 2 UNSAFE RIGHT TURN ON RED 1 C C C C C C 1 DRIVERLESS VEHICLE 1 I I I 1 I 1 1 DRIVER ON WRONG SIDE OF ROAD 1 D D D D D D 1 DRIVER UNDER THE INFLUENCE 1 E E 2 E E E E 3 VEHICLE ILLEGALLY PARKED N N 1 N N N N 1 ABNORMAL ROAD CONDITIONS 1 T T T T T T 1 DRIVERS VIEW OBSTRUCTED S S 1 S S S S 1 DRIVER FELL ASLEEP 1 1 DRIVING TOO FAST FOR CONDITIONS 7 1 1 1 1 11 TOTALS: 29 21 4 0 6 4 1 0 17 3 9 0 0 2 0 0 96 ' c U o QQ � Q PLANNINGE cos W e /I NGINEERING SHEETNO. OF \ Q 8 8 0 6 O AT[E 3 M_I AND DESIGN CALCULATED BY DATE ' CHECKED BY DATE 1 SCALE ! '` .._ _ . 1Am' ............. S .......... .......... .......... . _ Y�......... ...... ............ _ _ ...... ...... IV - ... 4116 .......... ............ _ . fi i , 54a 1 0 f I Exhibit 20 Capacity Analysis Worksheets - U.S. Route 5 at Sullivan Avenue and Route 194 i k f Short Report Page 1 of 2 SHORT REPORT General Information Site Information Analyst Intersection Agency or BUBARIS TRAFFIC Area Type All other areas Co. ASSOCIATES SOUTH WINDSOR, Date 1216101 Jurisdiction CT Performed Analysis .ime Period 2001 EXISTING AM Year 2001 PEAK HOUR Volume and Timing Input EB WB NB SB LT TH RT LT TH RT LT TH RT LT TH RT Num. of Lanes 0 1 0 1 1 1 1 2 1 2 2� 1 Lane group LTR L LT R L T R L ' T� R olume v h 17 27 11 1374 21 307 9 278 136 232 723 17 -- % Heavy veh 0 0 0 10 0 0 0 0 0 0 0� 0 PHF 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 Actuated P/A P P P P P P P P P P P� P _. Startup lost time 2.0 2.0 2.0 2.0 12.0 2.0 2.0 2.0 2.0 2.0 Ext. eff. green 2.0 2.0 2.0 2.0 2.0 2.0 12.0 2.0 2.6 2.0 Arrival e 3 3 3 3 3 3 3 3 3� 3 Unit Extension 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 310 3.0 Ped/Bike/RTOR 0 0 0 0 0 0 0 0 Volume Lane Width 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 Parking/Grade/Parking N 0 N N 0 N N 0 N N 0; N Parking/hr Bus sto s/hr 10 0 0 1 0 0 1 0 0 0 0 0 file://C:\WINDOWS\TEMP\s2k92C9.TNV 12/6/01 -- - - aze ?I G Short Report - ____ --- age 2 of-2 - - Unit Extension 13.0 1 13.0 1 3.0 13.0 13.0 13.0 1 .0 13.0 1 3�0 Phasing WB EB Only 03 04 Excl. SB Only Thru & 08 Only Left RT G = G - G - G = G = G = G = � - Timing 27.0 11.0 5.0 10.0 17.0 b - Y = Y = 4 Y = Y = Y = 4 Y = 4 Y = 4 1 Y = Duration of Analysis hrs = 1.00 Cycle Length C = 90.0 Lane Group Capacity, Control Delay, and LOS Determination EB WB NB SB d'. flow rate 161 416 123 341 10 309 151 258 803 19 Lane group cap. 223 542 570 574 100 682 861 739 124 556 /c ratio 0.27 0.77 0.04 0.59 0.10 0.45 0.18 0.35 0.6 0.03- Green ratio 0.12 0.30 0.30 0.36 0.06 0.19 0.53 10.21 0.3 0.34 Unif. delay dI 35.9 28.6 122.3 23.7 40.4 32.4 10.8 30.2 24.E 19.6 Delay factor k 0.50 0.50 0.50 10.50 0.50 0.50 0.50 0.50 0.50 0.50 Increm. delay d2 13.0 10.7 0.1 4.6 2.0 2.2 10.4 1.3 2.6 0.1 PF factor 11,000 1.000 1.000 1.000 1.000 1.000 11.000 1.000 1.000 1.000 Control delay 38.9 39.3 225 28.3 42.4 34.6 11.3 31.5 27. 19.7 Lane groupLOS ID D ff�-,-C D C IB C I C IB Apprch. delay 38.9 34.0 27.2 28.3 Aperoach LOS D C C C Intersec. delay 30.2 Intersection LOS C HCS2000Tm Copyright©2000 University of Florida,All Rights Reserved Version 4.1a file://C:1WINDOWSITEMP1s2k92C9.TMP 12/6/01 Short Report age 2 of 2 Unit Extension 1 13.0 1 13.0 13.0 13.0 3.0 13.0 13.0 13.0 13.6 13.0 Phasing WB EB Only 03 04 Excl. SB Only Thru & 08 O n l Left RT G = G = _ G = G = G = Timing 25.0 10.0 G _ G 5.0 10.0 120.0 Y = Y = 4 Y = Y = Y = 4 Y = 4 Y = 4 = Duration of Analysis Cycle Length C = 90.0 hrs = 1,00 Lane Group Capacity, Control Delay, and LOS Determination EB WB NB SB d'. flow rate 157 174 33 224 10 684 259 428 1372 12 Lane group cap. 188 501 528 538 100 802 879 739 1364 610 /c ratio 0.30 0.35 0.06 0.42 0.10 0.85 0.29 0.58 0.27 0.02 Green ratio 0.11 10,28 0.28 0.33 0.06 0.22 0.54 0.21 0.38 0.38 Unif. delay dl 36.8 26.0 23.9 23.2 40.4 33.6 11. 1 31.9 19.4 17.6 Delay factor k 0.50 0,50 0.50 10.50 0.50 0.50 0.50 10.50 0.50 0.50 Increm. delay d2 14.2 1.9 0.2 2.4 2.0 12.4 0.9 13.3 0.5 0. 1 PF factor 11.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.0d 1.000 Control delay 40.9 27.9 124,1 25.6 42.4 46.0 12.0 35.2 19.9 17.6 Lane rou LOS D C C C D D B D B B rch. delay 40.9 26.4 36.7 28.0 Approach LOS D C D C Intersec. delay 31.7 1 Intersection LOS C HCS2006rm Copyright CC 2000 University of Florida,All Rights Reserved Version 4.1a file://C:\WINDOWS\TEMP\s2kAOAA..TN P 12/6/01 Short Report Page 1 of 2 SHORT REPORT General Information Site Information Analyst Agency or BUBARIS TRAFFIC Intersection Co. ASSOCIATES Area Type All other areas Date 1216101 Jurisdiction SOUTH WINDSOR, Performed CT Time 2007 Analysis Period BACKGROUND AM Year 2007 PEAK HOUR Volume and Timing Input EB WB NB S LT TH RT LT TH RT LT TH RT LT TH RT Num. of Lanes 0 1 0 1 1 1 1 2 1 2 2 1 Lane group LTR L LT R L T R L T R Volume v h 18 29 12 1402 123 330 110 299 146 249 1777 18 % Heavy veh 0 0 0 0 0 0 0 0 0 0 0 0 PHF 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 Actuated P/A P P P P P P P P P P R P Startup lost time 2.0 2.0 2.0 12.0 2.0 2.0 2.0 2.0 12.0 12.0 Ext. eff. green 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 Arrival type 3 3 3 3 3 3 3 3 3 Unit Extension 3.0 3.0 13.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Ped/Bike/RTOR 0 0 0 66 0 30 0 0 Volume Lane Width 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 Parking/Grade/Parking N 0 N N 0 N N 0 N N N Parking/hr file://C:\WINDOWS\TEMP\s2kA23B.TNW 12/6/01 Short Report Page 2 of 2 Bus sto s/hr 10 4 1 0 1 0 1 0 1 0 0 0 0 Unit Extension 13.0 1 13.0 13.0 13.0 13.0 13.0 13.0 1 3.0 3.0 3.0 Phasing WB EB Only 03 04 Excl. SIB Only Thru & 08 Only Left RT G = G G ' G = G = G = G = _ Timing 27.0 111.0 5.0 10.0 17.0 Y = Y = 4 Y = Y = Y = 4 Y = 4 Y = 4 Duration of Analysis Cycle Length C = 90.0 hrs = 1.00 Lane Group Capacity,_Control Delay, and LOS Determination EB WB NB SB d'. flow rate 165 447 126 293 11 332 1129 277 863 20 Lane group cap. 223 542 570 574 100 682 1861 739 124$ 556 Ic ratio 10.29 0.82 0.05 0.51 0.11 0.49 10.15 0.37 0.69 0.04 Green ratio 0.12 10.30 0.30 0.36 0.06 0.19 10.53 . 0.21 0.34 0.34 Unif. delay dl 36.0 29.3 22.4 22.8 40.4 32.6 10.7 130.4 25. 19.6 Delay factor k 0.50 0.50 0.50 10..50 0.50 0.50 0.50 0.50 0.50 0.50 Increm. delay d2 13.3 14.9 0.2 3.3 2.2 2.5 0.4 1.5 3.3 0. 1 PF factor 11.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 Control delay 3 9.3 44.2 22.5 26.1 42.6 35.1 11.0 31.9 128.7 19.7 Lane group LOS D D C C D D B C C B AEpmh. delay 39.3 36.5 28.7 29.3 Approach LOS D D C C Intersec. delay 31.7 Intersection LOS C HCS2000TM Copyright OO 2000 University of Florida, All Rights Reserved Version 4.1a file://C:\VaNDOWSITEMP1s2kA23B.TN P 12/6/01 Short Report age 1 of 2 SHORT REPORT General Information Site Information Analyst gency or. BUBARIS TRAFFIC Intersection Co. ASSOCIATES Area Type All other areas Date 1216101 Jurisdiction SOUTH WINDSOR, Performed CT Time 2007 Analysis 2007 Period BACKGROUND PM Year PEAK HOUR Volume and Timing Input EB WB NB S LT TH RT LT TH RT LT TH RT LT T, RT Num. of Lanes 0 1 0 1 1 1 1 2 1 2 2 1 Lane group LTR L LT R L T R L T R Volume v h 0 9 58 1169 32 271 10 662 1313 414 3 0 12 % Hea veh 0 0 0 0 0 0 0 0 0 0 0 0 PHF. 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 Actuated P/A P P P P P P P P P P P Startup lost time 2.0 2.0 2.0 12.0 2.0 2.0 2.0 2.0 2.Q 2.0 Ext. eff. green 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2. 2.0 Arrival type 3 3 3 3 3 3 3 3 3 1 3 Unit Extension 3.0 3.0 13.0 3.0 3.0 3.0 3.0 3.0 �.0 3.0 Ped/Bike/RTOR 0 12 0 54 0 62 0 0 Volume Lane Width 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 Parking/Grade/Parking N 0 N N 0 N N 0 N N - 1 IN Parking/hr file://C:\WINDOWS\TEMP\s2kB 1 O8.TMP 12/6/01 Short Report age 2 of-2 Bus sto s/hr 10 1 10 1 0 1 0 0 1 0 1 0 1 0 0 Unit Extension 13.0 1 J3.0 13.0 13.0 13.0 13.0 1 3.0 13.0 13.0 3.0 Phasing WB EB Only 03 04 Excl. SIB Only Thru & 08 Only Left RT G = G - = G = G = G G G Timing 25.0 10.0 5.0 10.0 20.0 IY = I Y = 4 Y = Y = Y = 4 Y = 4 IY = 4 - Duration of.Analysis Cycle Length C = 90.0 hrs = 1.00 Lane Group Capacity, Control Delay, and LOS Determination EB WB NB SIB d'. flow rate 161 188 36 241 11 736 279 460 400 13 Lane group cap. 187 501 528 538 100 802 879 739 136 610 /c ratio 0.33 0.38 0.07 0.45 0. 11 0.92 0.32 0.62 0.20 0.02 Green ratio 0.11 1 0.28 0.28 0.33 0.06 0.22 0.54 0.21 0.3$ 0.38 Unif. delay d1 36.9 26.2 23.9 23.5 40.4 34.2 11.3 132.2 19.0 17.6 Delay factor k 0.50 0.50 0.50 0.50 0.50 0.50 0.50 0.50 0.50 0.50 Increm. delay d2 14.6 2.2 0.2 2.7 2.2 21.8 1.0 4.0 0.5 0. 1 PF factor 11.000 1.000 1.000 1.000 1.000 1.000 1.000 11.000 1.000 1.000 Control delay 41.5 28.4 24.2 26.2 42.6 56.0 12.2 36.2 20.1 17.6 Lane group LOS I-D C I C I C D I E B D C B rch. delay 41.5 26.9 44.0 28.6 Approach LOS D C D C lntersec. delay 35. 1 Intersection LOS D HCS2000T"'i Copyright©2000 University of Florida,All Rights Reserved Version 4.1a fzle://C:\WINDOWS\TEMP\s2kB 10$.TMP 12/6/01 Short Report age I of 2 SHORT REPORT General Information Site Information nalyst Intersection Agency or BUBARIS TRAFFIC Area Type All other areas lime o. ASSOCIATES SOUTH WINDSOR, ate 1216101 Jurisdiction CT erformed Analysis Period 2007 COMBINED Year 2007 AM PEAK HOUR Volume and Timing Input EB WB NB S LT TH RT LT TH RT LT TH RT LT T11 RT Num. of Lanes 0 1 0 1 1 1 1 2 1 2 2 1 Lane_g_roup LTR L LT R L T R L T R Volume v h 18 29 12 415 123 332 10 1299 206 258 1777 18 % Hea veh 0 0 0 0 0 0 0 0 0 0 0 0 PHF 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0. 0 0.90 Actuated P/A P P P P P P P P P P P� P Startup lost time 2.0 12.0 2.0 2.0 12.0 2.0 2.0 2.0 2. 2.0 Ext. eff. green 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 Arrival type 3 3 3 3 3 3 3 3 3 3, Unit Extension 3.0 3.0 13.0 gNN 3.0 3.0 3.0 3.013,10 3.0 Ped/Bike/RTOR 0 0 0 0 42 0 0 Volume . Lane Width 12.0 12.0 12.0 2.0 12.0 12.0 12.0 1�.0 12.0 Parking/Grade/Parking N 0 N N 0 0 N N 0 N Parking/hrBus sto s/hr 0 0 0 0 0 D 0 0 file://C:\WINDOWS\TEMP\s2k52A7.TMP 12/6/01 Short Report Page 2 of 2 Unit Extension 1 13.0 1 13.0 13.0 13.0 13.0 13.0 13.0 13.0 1 3.�0 3.�? Phasing WB EB Only 03 04 Excl. SB Only Thru & 08 Only Left RT G = G = G - G G = G = G = ` Timing 27.0 11.0 5.0 10.0 17.0 Y = Y = 4 Y = Y = Y = 4 Y = 4 Y = 4 = Duration of Analysis Cycle Length C = 90.0 hrs = 1.00 Lane Group Capacity, Control Delay, and LOS Determination EB WB NB SB Adj. flow rate 65 .461 26 296 11 332 1182 287 863 20 Lane grou2 cap. 223 542 570 574 100 682 861 739 124 556 /c ratio 0.29 0.85 0.05 0.52 0.11 0.49 0.21 10.39 0.6 0.04 Green ratio 10.12 0.30 10.30 0.36 0.06 0.19 0.53 0.21 0.34, 0.34 Unif. delay dl 36.0 29.6 22.4 22.9 40.4 32.6 11.0 30.5 25.4, 19.6 Delay factor k 0.50 0.50 0.50 0.50 0.50 0.50 0.50 10.50 0.50 0.50 Increm. delay d2 3.3 1 17.7 0.2 13.3 2.2 2.5 0.6 1.5 3.3 10.1 PF factor 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.00,0 1.000 Control delay 39.3 47.3 22.5 26.2 42.6 35.1 11.6 32. 1 28.7 19.7 Lane group LOS I D D 1 C C D D 8 C 1 C B Apprch. delay 39.3 38.5 27. 1 29.4 Approach LOS D D C C Intersec. delay 32.0 Intersection LOS C HCS2000TM Copyright©2000 University of Florida,All Rights Reserved Version 4.1a file://C:IWINDOWSITEMP1s2k52A7.TMP 12/6/01 Short Report age l of 2 SHORT REPORT General Information Site Information nalyst Intersection gency or BUBARIS TRAFFIC Area Type All other areas Co. ASSOCIATES SOUTH WINDSOR, Date 1216101 Jurisdiction CT Performed Analysis Time Period 2007 COMBINED Year 2007 PM PEAK HOUR Volume and Timing Input EB WB NB S LT TH RT LT TH RT LT TH RT LT T RT Num. of Lanes 0 1 0 1 1 1 1 2 1 2 2 Lane group LTR L LT R L T R L T R Volume v h 0 9 58 1226 32 280 10 662 328 416 36P 12 % Heavy veh 0 0 0 0 0 0 10 0 0 0 0 0 P H F 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.909 0.90 Actuated PIA P P P P P P P P P P P P Startup lost time 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 Ext. eff. green 2.0 2.0 2.0 2.0 12.0 2.0 2.0 2.0 2.0 2.0 Arrival type 3 3 3 3 3 3 3 3 3 3 Unit Extension 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 13,10 3.0 PedlBike/RTOR 0 12 0 56 0 66 0 0 Volume Lane Width 12.0 112.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 Parking/Grade/Parking N 0 N N 0 N N 0 N N 0 N Parking/hr Bus sto s/hr 1 10 0 0 0 0 0 0 0 0 file://C:\WINDOWS\TEMP\s2k7347.TMP 12/6/O 1 Short Report age 2 of 2 Unit Extension 1 13.0 1 13.0 13.0 1 3.0 3.0 13.0 13.0 13.0 1 3. 3.0 Phasing WB EB Only 03 04 Excl. SB Only Thru & 08 Only Left RT G = G G = G = G = G = G = _ Timing 25.0 10.0 5.0 10.0 20.0 Y = Y = 4 Y = Y = Y = 4 Y = 4 1 Y = 4 Y = Duration of Analysis Cycle Length C = 90.0 hrs = 1.00 Lane Group Capacity, Control Delay, and LOS Determination EB ' WB NB SB d'. flow rate 61 251 36 249 11 736 291 462 400 13 Lane group cap. 187 501 528 538 100 802 879 739 11364610 !c ratio 0.33 0.50 0.07 0.46 0.11 0.92 0.33 0.63 0.29 0.02 Green ratio 0.11 0.28 0.28 0.33 0.06 0.22 0.54 0.21 0.38 0.38 Unif. delay d1 36.9 27.3 23.9 23.6 40.4 34.2 11.4 32.3 19.6 17.6 Delay factor k 10.50 0.50 0.50 0.50 0.50 0.50 0.50 0.50 0.50 0.50 Increm. delay d2 14.6 3.6 10.2 2.9 2.2 21.8 11.0 4.0 0.5 0.1 PF factor 11.000 1.000 1.000 . 1.000 1.000 1.000 1.000 1.000 1.00 1.000 Control delay 41.5 30.9 24.2 26.5 42.6 56.0 12.4 36.3 120.1 17.6 Lane group LOS I D I C C C D E B D I C I B Apprch. delay 41.5 28.4 43.6 28.6 Approach LOS D C D C Intersec. delay__ 35.1 Intersection LOS D HCS200OTM Copyright©2000 University of Florida,All Rights Reserved Version 4.1a file://C:\WINDOWS\TEMP\s2k7347.TNT 12/6/01 . E E •- - 1 E I E Exhibit 21 Queuing Analysis Worksheets Sullivan Avenue at Troy Road E E f _ I E E � - QUEUE AND STORAGE LENGTH overflow Queue: Each formulae below can be considered to have a uniform and overflow component.Average overflow queue is the-average number of vehicles left in the queue at the beginning of the green period.Even if the the arrival rate flow rate is,on average,less than the capacity,(i.e.the degree of lsaturation X<1)there are some oversaturated cycles because of random fluctuations in arrival flow rates. The following approximate expression has iheen derived for predicting average overflow queues in both undersaturated(X<l)and over saturated(X>l)conditions at isolated fixed time signals. } INTERSECTION: QSWTC1-SULLIVAN AVENUE AT TROY ROAD ANALYSIS PERIOD: 2007 COMBINED AM PEAK HOUR fAPPROACH: SB LTIRT WB THIRT EB LT EB TH DA-TA-INPUT Q=if known capacity 328 774 30 372 �n =number of lanes n= 1 1 1 1 I!S=cruising speed,MPH S= 35 35 35 35 (g=effective green g= 15 45 37 45 C=cycle length C= 80 80 80 80 V=Flow rate in Tf(usually in VPH) V= 152 696 27 335 j=average space per vehicle(feet) j= 25 25 25 25 Tf=flow neriod of demand V a.aa hrs. Tf= 1.001 1.001 1.00 1.00 ARY OF ANSWERS(rounded to nearest vehicle): N=The ave.no.of vehs in the queue at the start of green. N= OT.VEHS 3 8 2 S IN -The back of the queue,based on uniform flow. Nb= TOT.VEHS 31, 10 2 6 Nm=The maximum back of queue,reached Nm= TOT.VEHS 3 17 2 7 after the start of green. VEHILANE 3 17 . 2 7 FT/LANE 75 425 50 175 Nc=The critical queue length or 2(Nb). Nc= TOT.VEHS 6 21 4 12 VEH/LANE 6 21 4 12 FTILANE 150 625 100 300 OVERFLOW QUEUE:No The ave.overflow queue(total veh.all lanes)can be calculated from: No= 0.00 2.72 1.51 2.60 No=(Q*Tf/4)*(z+(z^2+12(X Xo)/Q*Tf)".5)forX>Xo,otherwise No=O VEHICLES VEHICLES VEHICLES VEHICLES where: s=saturation flow veh per second per lane 1620.00 /3600= s= 0.45 0.45 0.45 0.45 Q=capacity in veh.per hr. Q= 328 774 30 372 q=flow rate in vps;V/Tf or V/3600 q= 0.04 0.19 0.01 0.09 QTf=throughput,i.e.the max.number of veh.discharged in period Tf QTf= 328 774 30 372 X =V/Qtf,degree of saturation X= 0.46 0.90 0.90 0.90 z =X-1 (note this has a negative value for X<1:also zQ=q-Q) z= -0.54 -0.10 -0.10 -0.10 Xo =deg.sat below which ave.overflow queue is approx.zero and given Xo= 0.68 0.70 0.70 0.70 by:Xo=0.67+sg/600; where s=sat.flow vps,g=eff.green X-Xo= -0.22 0.20 0.20 0.20 QUEUE LENGTH:N The ave.number of vehicles in the queue at the start of the green period N= 2. 9. 1.83 5.86 can be calculated from:N=qr+No VEHICLES VEHICLES VEHICLES VEHICLES E where: q=arrival demand rate in vps or veh/cycle q= 0.04 0.19 0.01 0.09 r=C-G=effective red time,qr in veh C= 80 80 80 . 80 C=cycle time in seconds G= 15 45 37 45 r- 65 35 43 35 SACK OF THE QUEUE:Nb The back of the queue,in vehicles,can be calculated from Nb= 2.80 10.47 1.84 6.14 Nb=N/(1-6/v)qL) VEHICLES VEHICLES VEHICLES VEHICLES where: N=the stop-line queue,in vehicles N= 2.74 9.49 1.83 5.86 qL=lane flow,in vehicles per second(total movement flow divided by qL= 0.04 0.19 0.01 0.09 the number of lanes as a first approximation) j=average queue space per vehicle in feet j= 25 25 25 25 v=normal cruising speed in feet per second(hence j/v=time to travel v= 51.45 51.45 51.45 51.45 one vehicle space at cruising speed). MAXIMUM BACK OF QUEUE:Nm f Maximum back of queue, Nm,reached after the start of green is given by: Nm= 3.ES VEHICLES VEHICLES VEHICLES VEHICLES 1.86 7.39 VEHICLE Nm=N/(1 y) where: N. =qr+No N= 2.74 9.49 1.83 5.86 y =flow ratio q ave.vps/(sat.flow X no.of lanes) y= 0.0 0.1 0.02 0.21 09 q =arrival vps,VPH/3600 q= 0.044 0.1 99 0.01 0.35 r =c-g=effective.red r= 65 35 43 35 No =ave.overflow queue(total veh.all lanes) No= 0.00 2.72 1.51 2.60 CRITICAL QUEUE LENGTH:Nc Nc= 5.60 20.94 3.68 12.27 Nc=2Nb VEHICLES VEHICLES VEHICLES VEHICLES QUEUE AND STORAGE LENGTH 10verflow Queue: iEach formulae below can be considered to have a uniform and overflow component.Average overflow queue is the average number of vehicles left in the queue at the beginning of the green period.Even if the the arrival rate flow rate is,on average,less than the capacity,(i.e.the degree of saturation X<1)there are some oversaturated cycles because of random fluctuations in arrival flow rates. The following approximate expression has been derived for predicting average overflow queues in both undersaturated(X<1)and over saturated(X>1)conditions at isolated fixed time signals. INTERSECTION: QSWTC2-SULLIVAN AVENUE AT TROY ROAD � ANALYSIS PERIOD: 2007 COMBINED PM PEAK HOUR APPROACH: SB LT/RT WB THIRT EB LT EB TH Q=if known DATAiNPUT. capacity 332 1,037 520 11330 n =number of lanes n= 1 .1 1 1 .- S=cruising speed,MPH S= 35 35 35 35 g=effective green g= 15 45 37 45 C=cycle length C= SO 80 80 80 V=Flow rate in Tf(usually in VPH) V= 151 599 77 808 j=average space per vehicle(feet) j= 25 25 25 25 Tf=flow enod of demand V a.--hrs. 7f= 1.00 1.00 1.00 1.00 ARY OF ANSWERS rounded to nearest vehicle N=The ave.no.of vehs in the queue atthe start of green. N= TOT.VEHS 3 61 1 8 Nb--The back of the queue,based on uniform flow. Nb= TOT.VEHS 3 6 1 9 Nm=The maximum back of queue,reached Nm= TOT.VEHS 3 9 1 16 after the start of green VEH/LANE 3 -9 1 16 FTILANE 75 225 25 400 Nc=The critical queue length or 2(Nb), Nc= TOT.VEHS VEHILANE 6 13 2 18 E F(7LANE ISO 326 50 '450 ` OVERFLOW QUEUE:No The ave.overflow queue(total veh.all lanes)can be calculated from: No= 0.00 0.00 0.00 0.00 No=(Q*Tf/4)*(z+(z"2+12(X Xo)/Q*Tf)".5)for X>Xo,otherwise No=O VEHICLES VEHICLES VEHICLES VEHICLES where: s=saturation flow veh per second per lane 1620.00 /3600= s= 0.45 0.45 0.45 0.45 Q=capacity in veh.per hr. Q= 332 1037 520 1330 q=flow rate in vps;V/7f or V/3600 q= 0.04 0.17 0,02 0.22 QTf=throughput,i.e.the max.number of veh.discharged in period Tf QTf= 332 1037 520 1330 X =V/Qtf,degree of saturation . X= 0.45 0.58 0:15 0.61 z =X-1 (note this has a negative value for X<l.also zQ=q-Q) z= -0.55 -0.42 -0.85 -0.39 Xo =deg.sat below which ave.overflow queue is approx.zero and given Xo= 0.68 0.70 0.70 0.70 f by:Xo=0,67+sg/600; where s=sat,flow vps,g=eff.green X-Xo= -0.23 -0.13 -0.55 -0.10 If QUEUE LENGTH:N The ave.number of vehicles in the queue at the start of the green period N= 2.73 5.82 0.92 7.86 can be calculated from:N=qr+No VEHICLES VEHICLES VEHICLES VEHICLES j where: 22 q=arrival demand rate in vps or veh/cycle q= 0.80 0.80 0.80 0.80 r=C-G=effective red time,qr in veh C= 80 80 80 80 C=cycle time in seconds G= 15 45 37 45 r= 65 35 43 35 BACK OF THE QUEUE:Nb The back of the queue,in vehicles,can be calculated from Nb= 2.78 6.34 0.93 8.82 Nb=N/(1-G/v)qL) VEHICLES VEHICLES VEHICLES VEHICLES where: ' i 86 N=the stop-line queue,in vehicles N= 2.73 5.82 0.92 0. qL=lane flow,in vehicles per second(total movement flow divided by qL= 0.04 0.17 0.02 0.2222 the number of lanes as a first approximation) j=average queue space per vehicle in feet j= 25 25 25 25 fv=normal cruising speed in feet per second(hence j/v=time to travel v= 51.45 51.45 51.45 51.45 one vehicle space at cruising speed). MAXIMUM BACK OF QUEUE:Nm Maximum back of queue,Nm,reached after the start of green is given by: Nm= 3.01 9.24 0.97 15.fi7 Nm=N/(1-y) VEHICLES VEHICLES VEHICLES VEHICLES where: N =qr+No N= 2.73 5.82 0.92 7.86 y =flow ratio q ave.vps/(sat.flow X no.of lanes) y= 0.09 0.37 0.05 0.50 q =arrival vps,VPH/3600 q= 0.04 0.17 0.02 0.22 r =c-g=effective red r= 65 35 43 35 No =ave.overflow queue(total veh.all lanes No= 0.00 0.00 0.00 0.00 CRITICAL QUEUE LENGTH:Nc Nc=2Nb Nc= 5.57 12.67 1.86 17.63 VEHICLES VEHICLES VEHICLES VEHICLES I I Exhibit 22 Queuing Analysis Worksheets U.S. Route 5 at Sullivan Avenue and Route 194 I I i QUEUE AND STORAGE LENGTH iOverflow Queue: I Each formulae below can be considered to have a uniform and overflow component.Average overflow queue is the average number of vehicles left in the queue at the beginning of the green period.Even if the the arrival rate flow rate is,on average,less than the capacity,(i.e.the degree of saturation X<1)there are some oversaturated cycles because of random fluctuations in arrival flow rates, The following approximate expression has been derived for predicting average overflow queues in both undersaturated(X<l)and over saturated(X>l)conditions at isolated fixed time signals. 1 INTERSECTION: Q-SWTC3a-SULLIVAN AVENUE AT ROUTE 5 ANALYSIS PERIOD: 2007 COMBINED AM PEAK HOUR APPROACH: EB Lam I WB LEFT WB LT/TR WB RIGHT DATA-INPU1 - ,Q=if known capacity 223 542 570 574 -In number of lanes n= A 1 1 1 - S=cruising speed,MPH S= 35 35 35 35 g=effective green g= 11 27 27 27 C=cycle length C= 80 80 80 80 V=Flow rate in Tf(usually in VPH) V= 59 219 219 266 I=average space per vehicle(feet) j= 25 25 25 25 Tf=flow period of demand V a.aa hrs. Tf= 1.00 1.00 1.00 1.00 ARY OF ANSWERS (rounded to nearest vehicle): N=The ave.no.of vehs in the queue at the start of green. N= TOT.VEHS 1 3 3 4 NbmThe back of the queue,based on uniform flow. Nb= TOT.VEHS 1 3 3 4 Nm=The maximum back of queue,reached Nm= TOT.VEHS 1 4 4 5 after the start of green, VEHILANE 1 4 4 S FTILANE 25 100 100 126 I Nc=The critical queue length or 2(Nb). Nc- TOT.VEHS 2 7 7 8 VEHILANE 2 7 7 $ FTILANE 50L 175 175 200 OVERFLOW QUEUE:No The ave.overflow queue(total veh.all lanes)can be calculated from: No= 0,00 0.00 0.00 0.00 No=(Q'Tf/4)"(z+(z^2+12(X Xo)/Q-MA.5)for X>Xo,otherwise No=O VEHICLES VEHICLES VEHICLES VEHICLES where: s=saturation flow veh per second per lane 1620.00 /3600= s= 0.45 0.45 0.45 0.45 Q=capacity in veh.per hr. Q= 223 542 570 574 q=flow rate in vps;Vlrf or V/3600 q= 0.02 0.06 0.06 0.07 QTf=throughput,i.e.the max.number of veh.discharged in period Tf QTf= 223 542 570 574 X =V/Qtf,degree of saturation X= 0.26 0.40 0.38 0.46 z =X-1 (note this has a negative value for X<l:also zQ=q-Q) z= -0.74 -0.60 -0.62 -0.54 Xo =deg.sat below which ave.overflow queue is approx.zero and given Xo= 0.68 0.69 0.69 0.69 by:Xo=0.67+sg/600; where s=sat.flow vps,g=eff.green X-Xo= -0.41 -0.29 -0.31 -0.23 4 QUEUE LENGTH:N k The ave.number of vehicles in the queue at the start of the green period N= 1.13 3.22 3.22 3.92 can be calpulated from:N=qr+No VEHICLES VEHICLES VEHICLES VEHICLES where: q=arrival demand rate in vps or veh/cycle q= 0.02 0.06 0.06 0.07 r=C-G=effective red time,qr in veh C= 80 80 80 80 C=cycle time in seconds G= 11 27 27 27 I r-- 69 53 53 53 I BACK OF THE QUEUE:Nb The back of the queue,in vehicles,can be calculated from Nb= 1.14 3.32 3.32 4.06 Nb=N/(1-I0/v)qL) VEHICLES VEHICLES VEHICLES VEHICLES where: N=the stop-line queue,in vehicles N= 1.13 3.22 3.22 3.92 qL=lane flow,in vehicles per second(total movement flow divided by qL= 0.02 0.06 0.06 0,07 the number of lanes as a first approximation) j=average queue space per vehicle in feet j= 25 25 25 25 1 v=normal cruising speed in feet per second(hence j/v=time to travel v= 51.45 51.45 51.45 51.45 one vehicle space at cruising speed). MAXIMUM BACK OF QUEUE:Nm R Maximum back of queue,Nm,reached after the start of green is given by: Nm= 1.17 3.73 3.73 4.69 Nm=N/(1-y) VEHICLES VEHICLES VEHICLES VEHICLES where: N =qr+No N= 1.13 3.22 3.22 3.92 y =flow ratio q ave.vps/(sat.flow X no.of lanes) y= 0.04 0.14 0.14 0.16 q =arrival vps,VPH/3600 q= 0.02 0.06 0.06 0.07 r =c-g=effective red r= 69 53 53 53 No =ave.overflow queue(total veh.all lanes) No= 0.00 0.00 0.00 0,00 CRITICAL QUEUE LENGTH:Nc Nc=2Nb Nc= 2.28 6.64 6.64 8.12 VEHICLES VEHICLES VEHICLES VEHICLES QUEUE AND STORAGE LENt:3 I M Overflow Queue: Each formulae below can be considered to have a uniform and overflow component:Average overflow queue is the average number of vehicles left in the queue at the beginning of the green period.Even if the the arrival rate flow rate is,on average,less than the capacity,(i.e.the degree of saturation X<1).there are some oversaturated cycles because of random fluctuations in arrival flow rates. The following approximate expression has been derived for predicting average overflow queues in both undersaturated(X<l)and over saturated(X>l)conditions at isolated fixed time signals. J INTERSECTION: 04WTC3b-SULIVAN AVENUE AT ROUTE 5 ANALYSIS PERIOD: .2007 COMBINED AM PEAK HOUR APPROACH: NB LEFT NB THRU NB RIGHT SB LEFT DATA-INPUT- Q=if known capacity 100 682 861 739 n =number of lanes n= 1 2 1 2 - S=cruising speed,MPH S= 35 35 35 35 g=effective green g= 5 17 17 5 C=cycle length C= 80 80 80 80 V=Flow rate in Tf(usually in VPH) V= 10 299 164 258 j=average space per vehicle(feet) j= 25 25 25 25 Tf=flow period of demand V a.aa hrs. Tf=1 1.001 1.00 1.00 1.00 ARY OF ANSWERS rounded to nearest vehicle No The ave.no.of vehs in the queue at the start of green. N= TOT.VEHS 0 5 3 5 Nb-The back of the queue,based on uniform flow. Nb= TOT.VEHS 0 5 3 5 Nm=The maximum back of queue,reached Nm= TOT.VEHS 0 6 3 6 after the start of green VEHILANE 0 3 3 3 FT/LANE 0 75 75 75 Nc=The critical queue length or 2(Nb). . Nc= TOT.VEHS D 11 6 11 VEH/LANE 0 5 6 S FT/LANE 0 126L 150 125 OVERFLOW QUEUE:No The ave.overflow queue(total veh.all lanes)can be calculated from: No= 0.00 0.00 0.00 0.00 No=(Q*Tf/4)*(z+(z^2+12(X-Xo)/Q*Tf)".5)for X>Xo,otherwise No=O VEHICLES VEHICLES VEHICLES VEHICLES where: s=saturation flow veh per second per lane 1620.00 /3600= s= 0.45 0.45 0.45 0.45 Q=capacity in veh.per hr. Q= 100 682 861 739 q=flow rate in vps;V/Tf or V/3600 q= 0.00 0.08 0.05 0.07 QTf=throughput,i.e.the max.number of veh.discharged in period Tf QTf= 100 682 861 739 X =V/Qtf,degree of saturation X= 0.10 0A4 0.19 0.35 z =X-1(note this has a negative value for X<1:also zQ=q-Q) z= -0.90 -0.66 -0.81 -0.65 Xo =deg.sat below which ave.overflow queue is approx.zero and given Xo= 0.67 0.68 0.68 0.67 by:Xo=0.67+sg/600; where s=sat.flow vps,g=eff.green X Xo= -0.57 -0.24 -0.49 -0.32 QUEUE LENGTH:N The ave.number of vehicles in the queue at the start of the green period N= 0.21 5.23 2.87 5.38 can be calculated from:N=qr+No VEHICLES VEHICLES VEHICLES VEHICLES where: q=arrival demand rate in vps or veh/cycle q= 0.00 0.08 0.05 0.07 r=C G=effective red time,qr in veh C= 80 80 80 80 C=cycle time in seconds G= 5 17 17 5 . r- 75 63 63 75 BACK OF THE QUEUE:Nb The back of the queue,in vehicles,can be calculated from Nb= 0.21 5.34 2.93 5.47 Nb=N/(1-(j/v)gL) VEHICLES VEHICLES VEHICLES VEHICLES where: N=the stop-line queue,in vehicles N= 0.21 5.23 2.87 5.38 qL=lane flow,in vehicles per second(total movement flow divided by qL= 0.00 0.04 0.06 0.04 the number of lanes as a first approximation) j j=average queue space per vehicle in feet j= 25 25 25 25 I! v=normal cruising speed in feet per second(hence j/v=time to travel v= 51.45 51.45 51.45 51.45 one vehicle space at cruising speed). MAXIMUM BACK OF QUEUE:Nrn Maximum back of queue,Nm,reached after the start of green is given by: Nm= 0.21 5.76 3.19 5.84 Nm=N/(1-y) VEHICLES VEHICLES VEHICLES VEHICLES where: N =qr+No N= 0.21 5.23 2.87 5.38 j y =flow ratio q ave.vps/(sat.flow X no.of lanes) y= 0.01 0.09 0.10 0.08 I` q =arrival vps,VPH/3600 q= 0.00 0.08 0.05 0.07 r =c-g=effective red r= 75 63 63 _ 75 No =ave.overflow queue(total veh.all lanes) No= 0.00 0.00 0.00 0.00 CRITICAL QUEUE LENGTH:Nc Nc=2Nb Nc= 0.42 10.68 5.87 10.94 VEHICLES VEHICLES VEHICLES VEHICLES QUEUE AND STORAGE LENGTH Overflow Queue: Each formulae below can be considered to have a uniform and overflow component.Average overflow queue is the average number of vehicles left in the queue at the beginning of the green period.Even if the the arrival rate flow rate is,on average,less than the capacity,(i.e.the degree of saturation X<1)there are some oversaturated cycles because of random fluctuations in arrival flow rates. The following approximate expression has I been derived for predicting average overflow queues in both undersaturated(X<l)and.over saturated(X>l)conditions at isolated fixed time signals. I I INTERSECTION: Q-SWTC3c-SULLIVAN AVENUE AT ROUTE 5 ANALYSIS PERIOD: 2007 COMBINED AM PEAK HOUR APPROACH: SB THRU SB RIGHT Q=if known capacity 1,243 556 n =number of lanes n= 2 1 S=cruising speed,MPH S= 35 35 g=effective green g= 31 31 C=cycle length C= 80 80 V=Flow rate in Tf(usually in VPH) V= 777 18 j=average space per vehicle(feet) j= 25 25 Tf=.flow period of demand V a.aa hrs. Tf= 1.00 1.00 ARY OF ANSWERS rounded to nearest vehicle): N=The ave.no.of vehs in the queue at the start of green. N= TOT.VEHS 11 0 RR ERR Nb=The back of the queue,based on uniform flow. Nb= TOT.VEHS 11 0 ERR ERR Nm=The maximum back of queue,reached Nm= TOT.VEHS 14 0 ERR ERR i after the start of green. VEHILANE 7 0 ERR ERR I{ FT/LANE 175 0 ERR ERR Nc-The critical queue length or 2(Nb). Nc= TOT.VEHS 22 0 ERR ERR VEHILANE 11 0 ERR ERR FTILANE 275 0 ERR ERR OVERFLOW QUEUE:No The ave.overflow queue(total veh.all lanes)can be calculated from: No= 0.00 0.00 ERR ERR No=(Q"Tf/4)*(z+(z"2+12(X-Xo)/Q'Tf)^.5)for X>Xo,otherwise No=O VEHICLES VEHICLES VEHICLES VEHICLES where: s=saturation flow veh per second per lane 1620.00 /3600= s= 0.45 0.45 0.45 0.45 Q.=capacity in veh.per hr. Q= 1243 556 0 0 q=flow rate in vps;Vrf'f or V/3600 q= 0.22 0,01 ERR ERR QTf=throughput,i.e.the max,number of veh.discharged in period Tf QTf= 1243 556 0 0 X =V/Qtf,degree of saturation X= 0.63 0.03 ERR ERR z =X-1 (note this has a negative value for X<1:also zQ=q-0) z= -0.37 -0.97 ERR ERR Xo =deg.sat below which ave.overflow queue is approx.zero and given Xo= 0.69 0.69 0.67 0.67 by:Xo=0.67+sg/600; where s=sat.flow vps,g=eff.green X Xo= -0.07 -0.66 ERR ERR QUEUE LENGTH:N The ave.number of vehicles in the queue at the start of the green period N= 10.58 0.25 ERR ERR can be calculated from:N=qr+No VEHICLES VEHICLES VEHICLES VEHICLES where: q=arrival demand rate in vps or veh/cycle q= 0.22 0.01 ERR ERR r=C-G=effective red time,qr in veh C= 80 80 C=cycle time in seconds G= 31. 31 r 49 49 0 0 BACK OF THE QUEUE:Nb The back of the queue,in vehicles,can be calculated from Nb= 11.16 0.25 ERR ERR Nb=N/(1-61v)gL) VEHICLES VEHICLES VEHICLES VEHICLES where: N=the stop4ne queue,in vehicles N= 10.58 0.25 ERR ' ERR qL=lane flow,in vehicles per second(total movement flow divided by qL= 0.11 -0.01 ERR ERR the number of lanes as a first approximation) j=average queue space per vehicle in feet j= 25 25 v normal cruising speed in feet per second(hence j/v=time to travel v= 51.45 51.45 0.00 0.00 one vehicle space at cruising speed). MAXIMUM BACK OF QUEUE:Nm Maximum back of queue,Nm,reached after the start of green is given by: Nm= 13.91 0.25 ERR ERR Nm=N/(1-y) VEHICLES VEHICLES VEHICLES VEHICLES where: N =qr+No N= 10.58 0.25 ERR ERR y =flow ratio q ave.vps/(sat.flow X no.of lanes) y= 0.24 0.01 ERR ERR q =arrival vps,VPH/3600 q= 0.22 0.01 0.00 0.00 r =c--g=effective red r= 49 49 . 0 0 - No =ave.overflow queue total veh.all lanes) No= 0.00 0.00 ERR ERR -� CRITICAL QUEUE LENGTH: Nc Nc=2Nb Nc= 22.32 0.49 ERR ERR VEHICLES VEHICLES VEHICLES VEHICLES QUEUE AND STORAGE LENGTH Overflow Queue: Each formulae below can be considered to have a uniform and overflow'component.Average overflow queue is the average number of vehicles left in the queue at the beginning of the green period.Even if the the arrival rate flow rate is,on average,less than the capacity,(i.e.the degree of saturation X<1)there are some oversaturated cycles because of random fluctuations in arrival flow rates. The following approximate expression has been derived for predicting average overflow queues in both undersatOrated(X<1)and over saturated(X>l)conditions at isolated fixed time signals. INTERSECTION: QSWfC4a-SULLIVAN AVENUE AT ROUTE 5 ANALYSIS PERIOD: 2007 COMBINED PM PEAK HOUR APPROACH: FEB LITIR WB LEFT WS LT/TR WB RIGHT DATA 11141PUTa Q=if known capacity 187 501 528 538 n =number of lanes n= 1 1 1 1 S=cruising speed, MPH S= 35 35 35 35 g=effective green g= 10 25 25 25 C=LJT7f==pow cle length C= 80 80 80 80 w rate in Tf(usually in VPH) V= 67 129 129 224 age space per vehicle(feet) j= 25 25 25 2 erioci of demand V a.aa hrs. Tf= 1.00 1.00 1.00 1.00 ARY OF ANSWERS(rounded to nearest vehicle N-The ave,no.of vehs in the gueue at the start of-green. N= TOMMEHS 1 2 2 3 Nb-The back of the queue,based on uniform flow. Nb= TOT.VEHS 1 2 2 4 Nm=The maximum back of queue,reached Nm= TOT.VEHS 1 2 2 4 after the start of green. VEHILANE 1 2 2 4 FTILANE 25 50 50 100 Nc The critical queue length or 2{Nb}. Nc= TOT VEHS 3 4 4 7 VEHILANE 3 4 4 .7 FTILANE 75 100 100 117511 OVERFLOW QUEUE:No The ave.overflow queue(total veh.all lanes)can be calculated from: No= 0.00 0.00 0.00 0.00 No=(Q*Tf/4)*(z+(z^2+12(X Xo)/Q*Tf)".5)for X>Xo,otherwise No=O VEHICLES VEHICLES VEHICLES VEHICLES fwhere: s saturation flow veh per second per lane 1620.00 /3600= s= 0.45 0.45 0.45 0.45 Q=capacity in veh.per hr. Q= 187 501 528 538 q=flow rate in vps;V/Tf or V/3600 q= 0.02 0.04 0.04 0.06 QTf=throughput,i.e.the max.number of veh.discharged in period Tf QTf= 187 501 528 538 X =V/Qtf,degree of saturation X= 0.36 0.26 0.24 0.42 z =X-1 (note this has a negative value for X<1:also zQ=q-Q) z= -0.64 -0.74 -0.76 -0.58 Xo =deg.sat below which ave.overflow queue is approx.zero and given Xo= 0.68 0.69 0.69 0.69 ( by:Xo=0.67+sg/600; where s=sat.flow vps,g=eff.green X-Xo= -0.32 -0.43 -0.44 -0.27 II QUEUE LENGTH:N The ave.number of vehicles in the queue at the start of the green period N= 1.30 1.97 1.97 3.42 can be calculated from:,N=qr+No VEHICLES VEHICLES VEHICLES VEHICLES where: q=arrival demand rate in vps or veh/cycle q= 0.02 0.04 0.04 0.06 r=C-G=effective red time,qr in veh C= 80 80 80 80 C=cycle time in seconds G= 10 -25 25 25 r-- 70 55 55 55 BACK OF THE QUEUE:Nb The back of the queue,in vehicles,can be calculated from Nb= 1.31 2.01 2.01 3.53 Nb=N/(1-(j/v)qL) VEHICLES VEHICLES VEHICLES VEHICLES where: N=the stop-fine queue,in vehicles. N= 1.30 1.97 1.97 3.42 qL=lane flow,in vehicles per second(total movement flow divided by qL= • 0.02 0.04 0.04 0.06 the number of lanes as a first approximation) j=average queue space per vehicle in feet j= 25 25 25 25 v=normal cruising speed in feet per second(hence j/v=time to travel v= 51.45 51.45 51.45' 51.45 one vehicles ace at cruising speed). MAXIMUM BACK OF QUEUE: Nm Maximum back of queue,Nm,reached after the start of green is given by: Nm= 1.36 2.14 2.14 3.97 Nm=NI(1-y) VEHICLES VEHICLES VEHICLES VEHICLES where: N =qr+No N= 1.30 1.97 1.97 3.42 y =flow ratio q ave.vps/(sat.flow X no.of lanes) y= 0.04 0.08 0.08 0.14 q =arrival vps,VPH/3600 q= 0.02 0.04 0.04 0.06 r =c-g=effective red r= 70 55 55 55 No =ave.overflow queue(total veh.all lanes) No= 0.00 0.00 0.00 0.00 -� CRITICAL QUEUE LENGTH:Nc Nc=2Nb Nc= 2.63 4.01 4.01 7.06 _ VEHICLES VEHICLES VEHICLES VEHICLES QUEUE AND STORAGE LENGTH Overflow Queue: Each formulae below can be considered to have a uniform and overflow component.-Average overflow queue is the average number of vehicles left in the queue at the beginning of the green period.Even if the the arrival rate flow rate is,on average,less than the capacity,(i.e.the degree of saturation X<1)there are some oversaturated cycles because of random fluctuations in arrival flow rates. The following approximate expression has been derived for predicting average overflow queues in both undersaturated(X<1)-and over saturated(X>1)conditions at isolated fixed time signals. INTERSECTION: Q-SWTC4b-SULLIVAN AVENUE AT ROUTE 5 ANALYSIS PERIOD: 2007 COMBINED PM PEAK HOUR APPROACH: NB LEFT NB THRU NB RIGHT SB LEFT Q=if known capacity 100 802 879 739 n =number of lanes n= 1 2 1 2 S=cruising speed,MPH S= 35 35 35 35 g=effective green g= 5 20 20 5 C=cycle.length C= 80 80 80 80 V=Flow rate in Tf(usually in VPH) V= 10 662 262 416 j=average space per vehicle(feet) j= 25 25 25 25 Tf=flow period of demand V a.aa hrs. Tf= 1.00 1.00 1.001 1.00 ARY OF ANSWERS rounded to nearest vehicle): N=The ave.no.of vehs in the queue at the start of green. N= OT.VEHS 0 12 4 9 Nb=The back of the queue,based on uniform flow. Nb= TOT VEHS 0 131 5 9 Nm=The maximum back of queue,reached Nm= TOTYEHS 0 is 5 10 after the start of green. VEH/LANE 0 8 5 . FTILANE 0 200 125 125 NC=The critical queue length or 2(Nb). . Na= TOT.VEHS 0 26 9 18 bEH/LANE 0 13 9 9 FTILANE 0 325 2�5 325 l OVERFLOW QUEUE:No I The ave.overflow queue(total veh.all lanes)can be calculated from: No= 0.00 1.19 0.00 0.00 No=(Q*Tf/4)*(z+(z"2+12(X Xo)/Q*Tf)".5)for X>Xo,otherwise No=O VEHICLES VEHICLES VEHICLES VEHICLES where: s=saturation flow veh per second per lane 1620.00 /3600= s= 0.45 0.45 0.45 0.45 Q=capacity in veh.per hr. Q= 100 802 879 739 q=flow rate in vps;V/Tf or V/3600 q= 0.00 0.18 0.07 0.12 QTf=throughput,i.e.the max.number,of veh.discharged in period Tf QTf= 100 802 879 739 X =V/Qtf,degree of saturation X= 0.10 0.83 0.30 0.56 ;z =X-1 (note this has a negative value for X<l:also zQ=q-Q) z= -0.90 -0.17 -0.70 -0.44 Xo =deg.sat below which ave.overflow queue is approx.zero and given Xo= 0.67 0.69 0.69 0.67 i by:Xo=0.67+sg/600; where s=sat.flow vps,g=eff.green X-Xo= -0.57 0.14 -0.39 70.11 I! QUEUE LENGTH:N The ave.number of vehicles in the queue at the start of the green period N= 0.21 12.22 4.37 8.67 can be calculated from:N=qr+No VEHICLES VEHICLES VEHICLES VEHICLES where: q=arrival demand rate in vps or veh/cycle q= 0.0800 0,188 0.0077 0.1 80 80 822 r=C-G=effective red time,qr in veh C=cycle time in seconds G= 5 20 20 5 . r- 75 60 60 75 BACK OF THE QUEUE:Nb The back of the queue,in vehicles,can be calculated from Nb= 0.21 12.79 4.53 8.92 Nb=N/{1-(j/v}qL) VEHICLES VEHICLES VEHICLES VEHICLES where: N= 0.21 12.22 4.37 8.67 N=the stop-line queue,in vehicles qL=lane flow,in vehicles per second(total movement flow divided by qL= 0.0.0 0.09 0.07 -0.06 the number of lanes as a first approximation) j=average queue space per vehicle in feet j= 25 25 25 25 v=normal cruising speed in feet per second(hence j/v=time to travel v= 51.45 51.45 51.45 51.45 one vehicle space at cruising speed). MAXIMUM BACK OF QUEUE:Nm fMaximum back of queue,Nm,reached after the start of green is given by: Nm= 0.21 15.36 5.21 9.94 Nm=N/(1-y) VEHICLES VEHICLES VEHICLES VEHICLES where: N =qr+No N= 0.21 12.22 4.37 8.67 y =flow ratio q ave.vps/(sat.flow X no.of lanes) y= 0.01 0.20 0.16 0.13 q =arrival vps,VPH/3600 q= 0.00 0.18 0.07 0.12 r =c-g=effective red r= 75 60 60 75 No =ave.overflow queue(total veh.all lanes) No= 0.00 1.19 0.00 0.00 -� CRITICAL QUEUE LENGTH:Nc Nc=2Nb Nc= 0.42 25.58 9.05 17.83 VEHICLES VEHICLES VEHICLES VEHICLES QUEUE AND STORAGE LENGTH Overflow Queue: Each formulae below can be considered to have a uniform and overflow component.Average overflow queue is the average number of vehicles left in the queue at the beginning of the green period.Even if the the arrival rate flow rate is,on average,less than the capacity,(i.e.the degree of saturation X<1)there are some oversaturated cycles because of random fluctuations in arrival flow rates. The following approximate expression has I been derived for predicting average overflow queues in both undersaturated(X<1)and over saturated(X>1)conditions at isolated fixed time signals. INTERSECTION: ! Q-SWTC4c-SULLIVAN AVENUE AT ROUTE 5 ANALYSIS PERIOD: 2007 COMBINED PM PEAK HOUR APPROACH: SB THRU SB RIGHT Q=if known capacity 1,364 610 n =number of lanes n= 2 1 S=cruising speed,MPH S= 35 35 g=effective green g= 34 34 C=cycle length C= 80 80 V=Flow rate in Tf(usually in VPH) V= 360 12 _ j=average space per vehicle(feet) j= 25 25 Tf=flow period of demand V a.aa hrs. Tf= I.0 01 1.00 RY OF ANSWERS rounded to nearest vehicle N=The ave.no.of vehs in the queue at the start of green. _Na;j TOT.VEHS 5 OF ERR ERR Nb=The back of the queue,based on uniform flow. Nb- TOT.VEHS 5 01 ERRI ERR Nm=The maximum back of queue,reached Nm= TOT.VEHS 5 0 ERR ERR after the start of green. VEH/LANE 3 0 ERR ERR FT/LANE 75 0 ERR ERR Nc=The critical queue length or 2(Nb). Nc= TOT.VEH5 9 0 ERR ERR VEHlLANE 5 0 ERR ERR FTlLANE 125 0 ERR ERR OVERFLOW QUEUE:No The ave,overflow queue(total veh.all lanes)can be calculated from; No= 0.00 0.00 ERR ERR No=(Q*Tf/4)*(z+(z"2+12(X-Xo)/Q*Tf)".5)for X>Xo,otherwise No=O VEHICLES VEHICLES VEHICLES VEHICLES where: s=saturation flow veh per second per lane 1620.00 /3600= s= 0.45 0.45 0.45 0.45 Q=capacity in veh.per hr. Q= 1364 610 0 0 q=flow rate in vps;Vrff or V/3600 q= 0.10 0.00 ERR ERR QTf=throughput,i.e.the max.number of veh.discharged in period Tf QTf= 1364 610 0 0 X V/Qtf,degree of saturation X= 0.26 0A2 ERR ERR z =X-1(note this has a negative value for X<l:also zQ=q-Q) z= -0.74 -0.98 ERR ERR Xo =deg.sat below which ave.overflow queue is approx.zero and given Xo= 0.70 0.70. 0.67 0.67 by:Xo=0.67+sg/600; where s=sat.flow vps,g=eff.green X Xo= -0.43 -0.68 ERR ERR QUEUE LENGTH:N The.ave.number of vehicles in the queue at the start of the green period N= 4.60 0.15 ERR ERR can be calculated from: N=gr+No VEHICLES VEHICLES VEHICLES VEHICLES where: q=arrival demand rate in vps or veh/cycle q= 0.10 0.00 ERR ERR. r=C-G=effective red time,qr in veh C= 80 80 C=cycle time in seconds G= 34 34 r= 46 46 0 0 BACK OF THE QUEUE:Nb The back of the queue,in vehicles,can be calculated from Nb= 4.71 0.15 ERR ERR Nb=N/(1-0/v)gL) VEHICLES VEHICLES VEHICLES VEHICLES where: N=the stop-line queue,in vehicles N= 4.60 0.15 - ERR ERR qL=lane flow,in vehicles per second(total movement flow divided by qL= 0.05 0.00 ERR ERR the number of lanes as a.first approximation) j=average queue space per vehicle in feet 1= 25 25 v=normal cruising speed in feet per second(hence jlv=time to travel v= 51.45 51.45 0.00 .0,00 one vehicle space at cruising speed). MAXIMUM BACK OF QUEUE:Nm 4 Maximum back of queue,Nm,reached after the start of green is given by: Nm= 5.18 0.15 ERR ERR j Nm=N/(1 y) VEHICLES VEHICLES VEHICLES VEHICLES where: N =qr+No N= 4.60 0.15 ERR ERR y =flow ratio q ave.vps/(sat.flow X no.of lanes) y= 0.11 0.01 ERR ERR q =arrival vps,VPH/3600 q= 0.10 0.00 0.00 0.00 r =c-g=effective red r= 46 .46 0 0 No =ave.overflow queue(total veh.all lanes) No= 0.00 0.00 ERR ERR -� CRITICAL QUEUE LENGTH:Nc Nc=2Nb � Nc= 9.43 0.31 ERR ERR VEHICLESI VEHICLES VEHICLES VEHICLES i 1 1 Kihibit 23 Summary of Accident Experience January 1, 1998 through December;.l1, 20Q0 i - ti i EXHIBIT 23 SUMMARY OF ACCIDENT EXPERIENCE SOUTH WINDSOR TECHNOLOGIES CENTER SOUTH WINDSOR,CONNECTICUT JANUARY 1,1998 TO DECEMBER 31,2000 SECTION' M.P. 42.49 TO 42.51 (INTERSECTION OF ROUTE 5 AND ROUTE 194) SECTION2 M.P. 0 TO 0.02 (INTERSECTION OF ROUTE 194 AND ROUTE 5) SECTION3 M.P.' 0.07 TO 0.1 (INTERSECTION OF ROUTE 194 AND COMMERCE WAY) SECTION4 M.P. 0.11 TO 0.26 (ROUTE 194 BETWEEN COMMERCE WAY AND RYE STREET) SECTION5 M.P. 0.27 TO 0.27 (INTERSECTION OF ROUTE 194 AND RYE STREET) SECTION6 M.P. 0.28 TO 0.52 (ROUTE 194 BETWEEN RYE STREET AND PATRIA ROAD) SECTION7 M.P. 0.53 TO 0.53 (INTERSECTION OF ROUTE 194 AND PATRIA ROAD) SECTION8 M.P. TO (INTERSECTION OF ROUTE 194 AND SCHWEIR ROAD) SECTION9 M.P. 0.83 TO 1.54 (ROUTE 194 BETWEEN SCHWEIR ROAD AND WEST ROAD) SECTION10 M.P. 1.55 TO 1.57 (INTERSECTION OF ROUTE 194 AND WEST ROAD) SECTION11 M.P. 1.65 TO 1.75 (INTERSECTION OF ROUTE 194 AND TROY ROAD) SECTION12 M.P. TO (RYE STREET-ENTIRE LENGTH) SECTION13 M.P. TO (TROY ROAD-ENTIRE LENGTH) SECTION14 M.P. TO (WEST ROAD-ENTIRE LENGTH) SECTION15 M.P. TO (SCHWEIR ROAD-ENTIRE LENGTH) SECTION16 M.P. TO (PATRIA ROAD-ENTIRE LENGTH) S-1 1 S-2 1 S-3 I S-4 S-5 S-6 S-7 S-8 S-9 I S-10 I S-11 I S-12 I S-13 S-14 5=1 5 S-16 TOTALS DRIVER UNABLE TO COPE WITH CONDITIONS 1 1 1 2 5 DRIVER FOLLOWING TOO CLOSELY 8 12 1 N 4 2 ' . 1 N- 8: 2 8 N . N N N 46 VEHICLE CHANGED LANES IMPROPERLY 2 0 O 0 O 0 0 2 DRIVER VIOLATED TRAFFIC CONTROL 5 2 1 8 DRIVER FAILED TO GRANT RIGHT OF WAY 6 3 1 A A 2 A A A A 12 IMPROPER PASSING MANEUVER C C 1 1 C C C C 2 UNSAFE RIGHT TURN ON RED 1 C C C C C C 1 DRIVERLESS VEHICLE DRIVER ON WRONG SIDE OF ROAD 1 D b D D D D 1 DRIVER UNDER THE INFLUENCE 1 E E 2 E E E E 3 VEHICLE ILLEGALLY PARKED N °N 1` N N N N 1 ABNORMAL ROAD CONDITIONS 1 T T, T T T T 1 DRIVERS VIEW OBSTRUCTED S S 1 S S S S 1 DRIVER FELL ASLEEP 1 1 DRIVING TOO FAST FOR CONDITIONS 7 1 1 1 1 11 TOTALS: 29 21 1 4 0 6 4 1 0 17 3 9 0 0 2 0 1 0 96 o u o Q kN O � � JOB ��&[F[FU(a \flIpLANNING SHEET NO. of n \ I ENGINEERING C ��O 9 Q 1% WAND DESIGN CALCULATED By DATE CHECKED BY DATE SCALE 7�N 7 i� - i .e.eeeea:o -x_. j c....._.._.:........_...:... _.'.. ..-.._:......._•.�.:..........—:......_._.. ..................`:.. ...... ...... ..... ..... ..._ _- ._.- ...... ...... ..... ...... .._. _._ ._... a a ....... ... ....i.._ ..._.j.... f i ..... ............... ..... ..... .. ..... ..... ...... a t - , j ....:..... ................. i . ...:... .... : i � i Sul............ � . . ....__...... ... .... ... .___ ........_...,_._....... 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