C. iv) Analysis/Results

Transcription

1 The Pettengill Road project is located outside the borders of the model in an external zone. As a result, inserting all Pettengill Road trip generation assumptions into the NRPC model and running a new scenario would not provide an accurate representation of land use and traffic impacts. Instead, the model was used to generate base year and 2025 conditions without the Pettengill Road project. Forecasted peak hour turns at each study area intersection from the 2004 Pettengill Road Traffic Study were then added. Of the four intersections originally determined to be studied for possible impact, only the Charles Bancroft Highway/Corning Road intersection in Litchfield was included in that report. As a result, other methods were used to estimate future conditions for the remaining three locations. Because NRPC does not maintain a peak hour model, forecasted peak hour turning movements were developed utilizing the change (increase or decrease) in 24-hour turns in the model. The change between the No-Build and Build scenarios was then applied to actual peak hour ground counts. This method assumes that all turns change at the same rate. C. iv) Analysis/Results The analysis of the study area corridors was designed to determine the incremental impacts of the development of the Pettengill Road project on traffic operations and roadway capacity. The additional trips generated by the Weekday PM peak hour 2025 Build scenario on operations and capacity were compared with the Weekday PM peak hour 2025 No-Build scenario (i.e. Pettengill Road not constructed) to determine the incremental impacts of the project on the study area intersections and arterial segments. This analysis was completed for the Bedford and Manchester corridors. As described in the previous section, the analysis for the Londonderry corridor compared a 2022 Weekday PM peak hour scenario from the 2010 Supplemental Traffic Study for Pettengill Road with a 2025 Weekday PM peak hour scenario developed with information from the Supplemental Study. Analyses were completed for the Litchfield and Merrimack locations as described in the previous section. The specific analysis of the study area corridors generally consisted of a comparison of operating conditions at the study area intersections and a comparison of two-way arterial traffic volumes for the study area arterial segments. The study area intersections were generally evaluated based on the methodology included in the Highway Capacity Manual (HCM), which describes operating conditions within a traffic stream in terms of Level of Service (LOS). LOS is a quality measure that describes operational conditions within a traffic stream, generally in terms of service measures such as speed and travel time, freedom to maneuver, traffic interruptions and convenience. Six levels of service are defined for each type of facility with analysis procedures available, with letter designations ranging from A to F with LOS A representing the best operating conditions and LOS F the worst. LOS A is generally representative of free-flow conditions while LOS F represents unstable conditions with high vehicle delays. Most roadway design or planning efforts typically use service flow rates at LOS C or D as the upper limits of acceptable operating conditions. The SYNCHRO software program based on the principles of the HCM was used to evaluate operating conditions at the signalized and unsignalized intersections on the Bedford, Londonderry and Manchester study area corridors. The incremental impacts of the development of Pettengill Road and surrounding lands on the study area arterial roadway segments in Bedford, Londonderry and Manchester were also evaluated based on a comparison of the Weekday PM peak hour No Build and Build volume-to-capacity (V/C) ratios. V/C 17

2 ratio is defined as the ratio of demand flow rate to capacity for a traffic facility, with a V/C ratio of 1.0 being defined as one in which the facility is operating approximately at capacity. For the purposes of this project, the capacity of the study area arterial segments evaluated in this manner was defined as 1,800 passenger cars per lane per hour (pc/ln/hr) based on information contained in the HCM. C. iv) a) Bedford The results of the intersection and arterial segment analyses for the Bedford corridor are shown in Figures 9 and 10. The results of the intersection analysis, shown in Figure 9, indicates that, with the additional study area corridor trips generated by the Pettengill Road project, all six study area intersection continue to operate at acceptable LOS (LOS A D) during the 2025 Weekday PM peak hour Build scenario. There was no increase in delay at the South River Road/Technology Drive/Autumn Lane intersection where operations were at LOS C with 25.6 seconds of delay during both the 2025 No- Build and Build scenarios. The largest increase in delay resulting from Pettengill Road occurred at the South River Road/Hawthorne Drive South intersection. At this location, operations increased from LOS C with 32.6 seconds of delay during the 2025 No-Build scenario to LOS D with 43.0 seconds of delay during the Build scenario. The results of the arterial segment analysis, shown in Figure 10, indicated that the largest increase in V/C ratio for the four segments evaluated occurred on South River Road south of Hawthorne Drive North. At this location, V/C increased from 0.34 in the No-Build scenario to 0.37 during the Build scenario. The trips generated by Pettengill Road do not appear to have a significant impact on the capacity of the arterial segments on this corridor evaluated in the study. Based on information received from the Town during the development of the traffic projections for the Bedford corridor, the results described in the previous paragraph assume that South River Road in the study area consists of two through lanes in each direction and a center turning lane. The information received from the Town also indicated that the improved South River Road corridor would also include separate left and right turn lanes on the side streets of the study area intersections. This information was then used to design the initial analysis of the Bedford corridor. In response to comments received from the Town during an October 27, 2010 progress meeting, additional analyses were subsequently completed for the Bedford corridor. These additional analyses evaluated operations for three study area intersections and one arterial segment utilizing the geometric features and traffic control currently in place on the corridor. The results of these additional analyses are presented in Table 2. Table 2 indicates that, assuming the existing corridor geometry, the South River Road/Commerce Drive/Technology Drive intersection will operate at LOS E with delays of 65.3 and 74.1 seconds of delay during the 2025 Weekday PM peak hour No-Build and Build scenarios, respectively. Additionally, assuming these conditions, critical minor intersection leg turning movements at the South River Road at Hawthorne Drive South and South River Road/Technology Drive/Autumn Lane intersections will operate at LOS F during both the 2025 Weekday PM peak hour No-Build and Build scenarios. Assuming the existing geometry on South River Road, the V/C ratio on the section of South River Road south of Technology Drive North increases to 0.61 and 0.65 during the 2025 Weekday PM peak hour No-Build and Build scenarios, respectively. 18

3 South River Rd/Hawthorne Drive N 2025 No-Build LOS Delay (Sec) B 16.1 Intersection South River Rd/Hawthorne Drive S Ü 2025 Build LOS Delay (Sec.) B No-Build LOS Delay (Sec) C 32.6 Intersection 2025 Build LOS Delay (Sec.) D No-Build LOS Delay (Sec) B 16.0 South River Rd/Technology Drive N Intersection South River Rd/Technology Drive S Intersection South River Rd/MAAR WB Ramps Intersection South River Rd/MAAR EB Ramps 2025 Build LOS Delay (Sec.) B No-Build LOS Delay (Sec) C Build LOS Delay (Sec.) C No-Build LOS Delay (Sec) C Build LOS Delay (Sec.) C No-Build LOS Delay (Sec) C Build LOS Delay (Sec.) C 30.3 MAA R Intersection MAAR Figure 9 INTERSECTION ANALYSIS Pettengill Road/ Airport Access Road Transportation- Land Use Study

4 Ü South River Rd S. of Hawthorne Dr. N. Two-Way PM Peak Hour Traffic 2025 No No2025 Build Build Volumes Volumes Build V/C Build V/C 2,483 2, South River Rd S. of Technology Dr. S. Two-Way PM Peak Hour Traffic 2025 No NoBuild Build Build Volumes Volumes Build V/C V/C 2,787 2, MAA R South River Rd S. of Technology Dr. N. Two-Way PM Peak Hour Traffic 2025 No No2025 Build Build Volumes Volumes Build V/C Build V/C 2,209 2, South River Rd S. of West Bound Ramp Two-Way PM Peak Hour Traffic 2025 No NoBuild Build Build Volumes Volumes Build V/C V/C 3,329 3, MAAR Figure 10 ARTERIAL SEGMENT ANALYSIS Pettengill Road/ Airport Access Road Transportation- Land Use Study

5 Table 2 Intersection Analysis Results Bedford Corridor- "Existing Condition" Intersection No-Build Build LOS Delay (Sec) LOS Delay (Sec) Hawthorne Drive N B 16.1 B 17.5 Hawthorne Drive S** F * F * Technology Drive N E 65.3 E 74.1 Technology Drive S** F * F * MAAR WB Ramps C 23.9 C 24.9 MAAR EB Ramps C 29.8 C 30.3 *Results refer to critical movement from minor intersection leg- delays in excess of 120 seconds. **Unsignalized Intersection C. iv) b) Manchester The results of the intersection and arterial segment analyses for the Manchester corridor are shown in Figures 11 and 12. The results of the intersection analysis, shown in Figure 12, indicates that, with the Pettengill Road project, two of the study area intersections will continue to operate at acceptable LOS. LOS at the Brown Avenue/Goffs Falls Road intersection will increase from LOS C with 25.8 seconds of delay during the 2025 Weekday PM peak hour No-Build scenario to LOS C with 34.4 seconds of delay during the Build scenario. At the Brown Avenue/Perimeter Road intersection, the marginally acceptable operations will increase from LOS D with 48.2 seconds of delay during the 2025 Weekday PM peak hour No-Build scenario to LOS D with 49.5 seconds of delay during the Build scenario. Two study area intersections will operate at unacceptable LOS during both the 2025 Weekday PM peak hour No-Build and Build scenarios. Movements from the critical westbound minor leg approach of the unsignalized Brown Avenue/Winston Street intersection will operate at LOS F with delays greater than 120 seconds during the No-Build and Build scenarios. Operations at the signalized Brown Avenue/Raymond Street intersection will increase from LOS F with 89.6 seconds of delay during the 2025 Weekday PM peak hour No-Build scenario to LOS F with greater than 120 seconds of delay during the Build scenario. The results of the arterial segment analysis for the Manchester corridor are shown in Figure 12. Figure 12 indicates that the four study area arterial segments experienced increases in V/C ratio of about seven to eight percent. The largest V/C ratio was experienced on Brown Avenue north of Winston Street, where the trips generated by Pettengill Road resulted in an increase from 0.48 to The lowest V/C ratio was experienced on Brown Avenue north of Goffs Falls Road, where the trips generated by Pettengill Road resulted in an increase from 0.40 to C. iv) c) Londonderry The results of the intersection and arterial segment analyses for the Londonderry corridor are shown in Figures 13 and 14. As noted in an earlier section of this report, analyses for the Pettengill Road/Harvey Road/Page Road Londonderry study area corridor consisted of a comparison of operating conditions for the Weekday PM peak hour 2025 Build scenario and the 2022 Weekday PM peak hour scenario from the 2010 Supplemental Traffic Study for Pettengill Road completed by the Town. The evaluation was 21

6 Intersection Brown Avenue/ W inston Street Intersection Brown Avnue/ Raymond Street B 3A/ NH Intersection Brown Avenue/ Goffs Falls Road 2025 No-Build LOS Delay (Sec) F * 2025 No-Build LOS Delay (Sec) F No-Build LOS Delay (Sec) C Build LOS Delay (Sec.) F * Ü 2025 Build LOS Delay (Sec.) F * 2025 Build LOS Delay (Sec.) C 34.3 row ve na Intersection Brown Avenue/ Perimeter Road 2025 No-Build LOS Delay (Sec) D Build LOS Delay (Sec.) D 49.5 INTERSECTION ANALYSIS Figure 11 *- delays in excess of 120 seconds Pettengill Road/ Airport Access Road Transportation- Land Use Study

7 Ü Brown Ave. N. of Winston St. Two-Way PM Peak Hour Traffic 2025 No NoBuild Build Build 2025 Volumes Volumes V/C Build V/C 3,490 4, Brown Ave. N. of Raymond St. Two-Way PM Peak Hour Traffic 2025 No NoBuild Build Build 2025 Volumes Volumes V/C Build V/C 3,601 4, B 3A/ NH Brown Ave. N. of Goffs Falls Rd. Two-Way PM Peak Hour Traffic 2025 No NoBuild Build Build 2025 Volumes Volumes V/C Build V/C 2,902 3, row ve na Brown Ave. N. of Perimeter Rd. Two-Way PM Peak Hour Traffic 2025 No NoBuild Build Build 2025 Volumes Volumes V/C Build V/C 3,793 4, ARTERIAL SEGMENT ANALYSIS Figure 12 Pettengill Road/ Airport Access Road Transportation- Land Use Study

8 Intersection 2022 PM Peak 2025 PM Peak LOS Delay (Sec) LOS Delay (Sec) MAAR/S. Perimeter Road B 10.8 B 11.8 Intersection 2022 PM Peak 2025 PM Peak LOS Delay (Sec) LOS Delay (Sec) Rockingham Road/Page Road F F * Ü MAAR Grenier Field Rd Intersection 2022 PM Peak 2025 PM Peak LOS Delay (Sec) LOS Delay (Sec) MAAR/Pettengill Road D 54.9 E 58.2 Page Rd Intersection 2022 PM Peak 2025 PM Peak LOS Delay (Sec) LOS Delay (Sec) Pettengill Road/South Loop Road F * F * Pettengill Rd Harvey Rd Intersection 2022 PM Peak 2025 PM Peak LOS Delay (Sec) LOS Delay (Sec) Grenier Field Road/Webster Road F 81.1 F * MAAR Harvey Rd Intersection 2022 PM Peak 2025 PM Peak LOS Delay (Sec) LOS Delay (Sec) Pettengill Road/Harvey Road F * F * Intersection 2022 PM Peak 2025 PM Peak LOS Delay (Sec) LOS Delay (Sec) Pettengill Road/Industrial Drive C 28.9 D 50.1 MAAR Pettengill Road Figure 13 *- delay in excess of 120 seconds INTERSECTION ANALYSIS Pettengill Road/ Airport Access Road Transportation- Land Use Study

9 Ü Page Rd. W. of Rockingham Rd. Two-Way PM Peak Hour Traffic 2025 Build Volumes 2025 Build V/C 1, MAAR Grenier Field Rd Page Rd Harvey Rd Pettengill Rd Pettengill Rd MAAR Pettengill Rd. W. of Industrial Dr. Two- Way PM Peak Hour Traffic 2025 Build Volumes 2025 Build V/C 3, Pettengill Rd. W. of Harvey Rd. Two-Way PM Peak Hour Traffic 2025 Build Volumes 2025 Build V/C 3, Harvey Rd MAAR Pettengill Road Figure 14 ARTERIAL SEGMENT ANALYSIS Pettengill Road/ Airport Access Road Transportation-Land Use Study

10 designed to provide the Town of Londonderry with additional information on the traffic impacts of Pettengill Road through the evaluation of a scenario representing a 2025 Weekday PM peak hour Build-Out of the corridor. The analysis, based on information in the 2010 Supplemental Traffic Study for Pettengill Road, assumes that the following intersections are signalized as part of State and local roadway improvement projects (shown in paretheses): 1) Rockingham Road/Page Road (Rockingham Road/Page Road Intersection Improvements Project); 2) MAAR/South Perimeter Road (MAAR Project); 3) Pettengill Road/Harvey Road (Pettengill Road Project); 4) Pettengill Road/Industrial Drive (Pettengill Road Project); 5) MAAR/Pettengill Road (MAAR Project). The results of the intersection analysis, shown in Figure 13, indicates that, with the additional development of lands in the vicinity of the Pettengill Road project, two of the study area intersections will continue to operate at acceptable LOS. Operations at the Pettengill Road/Industrial Drive intersection will increase from LOS C with 28.9 seconds of delay during the 2022 Weekday PM peak hour Build scenario to LOS D with 50.1 seconds of delay during the 2025 Build scenario. At the MAAR/South Perimeter Road intersection, operations will increase from LOS B with 10.8 seconds of delay during the 2025 Weekday PM peak hour 2022 Build scenario to LOS B with 11.8 seconds of delay during the 2025 Build scenario. Four Londonderry study area intersections will operate at unacceptable LOS during both the 2022 and 2025 Weekday PM peak hour Build scenarios. The Pettengill Road/South Loop Road, Pettengill Road/Harvey Road, Grenier Field Road/Webster Road and Rockingham Road/Page Road intersections will operate at LOS F with delays in excess of 120 seconds during the 2025 Build scenario. It should be noted that the LOS F operating conditions at the Pettengill Road/South Loop Road intersection refers to critical turning movements from the minor side street at this location. The results of the arterial segment analysis for the Londonderry corridor are shown in Figure 14. Figure 14 indicates that the V/C ratios for the three study area arterial segments evaluated will vary from 0.35 on Page Road west of Rockingham Road to close to capacity (i.e. 0.96) on Pettengill Road west of Harvey Road. Operations at the study areas intersection and the need for mitigation at selected intersection locations on the Londonderry corridor were discussed in detail in the 2010 Supplemental Traffic Study for Pettengill Road. The analyses completed in this study generally reinforce these findings. The following list of proposed mitigation recommendations are presented in the 2010 Supplemental Traffic Study for Pettengill Road: Rockingham Road/Page Road geometric improvements are recommended by 2022 Pettengill Road/Harvey Road additional geometric improvements are recommended by 2022 Pettengill Road/South Loop Road - intersection is recommended for signalization by 2022 MAAR/Pettengill Road additional geometric improvements recommended by 2022 Grenier Field Road/Webster Road geometric improvements recommended by

11 C. iv) d) Litchfield The results of the intersection analysis for the Charles Bancroft Highway/Corning Road intersection is shown in Table 3. The Charles Bancroft Highway/Corning Road intersection is currently unsignalized and stop controlled only at the Corning Road approach. The Weekday PM peak hour turns equal a level of service C under base year conditions and a level of service C in both the 2025 No-Build and Build scenarios. Delay at this intersection improves from 24.9 seconds during the Base Year to 19.2 seconds during the 2025 No-Build scenario and 16.2 seconds during the 2025 Build scenario. Because Corning Road currently acts as a cut-through route between Litchfield, Southern Manchester and Londonderry, reductions in delay are likely the result primarily of the presence of the MAAR and Pettengill Road that provides an alternative route between these locations. Table 3 Estimated Peak Hour Traffic Changes Charles Bancroft Highway/Corning Road Current Count Model Base Model 2025 NB Percent Change 2025 Projected Pettingill Change 2025 Build CBH Southbound Through % CBH Northbound Through % CBH Southbound to Corning % CBH Northbound to Corning % Corning to NH3A Southbound % Corning to NH3A Northbound % NOTES: Current count = PM peak hour (4:30-5:30) turning movement count conducted June 2010 Model Base and 2025 NB = 24-hour model outputs 2025 Projected = Current Count * Percent Change The results of the intersection analysis for the Charles Bancroft Highway/Albuquerque Avenue intersection are shown in Table 4. This intersection is currently unsignalized and stop controlled only at the Albuquerque Avenue approach. Estimated Weekday PM peak hour turning movements were used to quantify the impact at this intersection. These peak hour turns, outlined in Table 4, equal LOS B conditions under Base Year conditions and LOS C during both the 2025 No-Build and Build scenarios. Delay increases from 14.2 seconds during the Base Year scenario to 20.6 seconds in the 2025 No-Build scenario and 23.1 seconds during the 2025 Build scenario. Unlike Corning Road, Albuquerque Avenue does not act as a cut-through route to the east, and as a result, traffic relief from the presence of the MAAR and Pettengill Road is minimal here. 27

12 Table 4 Estimated Peak Hour Traffic Changes Charles Bancroft Highway/Albuquerque Avenue Current Count Model Base Model 2025 NB Percent Change 2025 Projected Estimated Change 2025 Build CBH Southbound Through % CBH Northbound Through % CBH Southbound to Albuquerque % CBH Northbound to Albuquerque % Albuquerque to NH3A Southbound % Albuquerque to NH3A Northbound % NOTES: Current count = PM peak hour (400-5:00) turning movement count conducted June 2010 Model Base and 2025 NB = 24-hour model outputs 2025 Projected = Current Count * Percent Change Estimated Change = Estimated PM Peak Hour Volume Changes, extrapolated from Traffic Study 2025 Build = Final Peak Hour Forecast C. iv) e) Merrimack Estimating procedures as described in a previous section of this report were used to quantify the impact of Pettengill Road at the Merrimack intersections. NRPC relied on the forecasted volumes to the north of this location, along the South River Road corridor in Bedford. For new traffic coming from the Bedford Road direction, NRPC examined the northbound traffic at the closest study area location of the South River Road/MAAR EB Ramps intersection. Here, Weekday PM Peak Hour northbound through traffic does not change from the 2025 No-Build to the 2025 Build scenario and right turns onto the MAAR increase from 75 to 95. Therefore, the net increase in northbound trips at this location is 20. NRPC assumed a split of these trips, assigning ten to the through movement and ten to the right turn from Bedford Road. For traffic heading to the Bedford Road intersection, southbound traffic at the South River Road/MAAR EB Ramps intersection was considered. Here, southbound through traffic increases from 1432 to 1478 and right turns from the eastbound off-ramp onto US 3 remain at 410 during both scenarios. Therefore, the net increase in southbound trips is 46. Even assuming that each one of those vehicles ends up at the Bedford Road intersection, which is unlikely given the number of smaller intersections in between the two sites, there is a very small impact on overall peak hour operations. A split of these trips was assumed and 23 trips each were assigned to the through and left turn movements on Bedford Road. The estimated peak hour changes in traffic at the Daniel Webster Highway/Bedford Road intersection are presented in Table 5. 28

13 Table 5 Estimated Peak Hour Traffic Changes Daniel Webster Highway/Bedford Road Current Count Model Base Model 2025 NB Percent Change 2025 Projected Estimated Change 2025 Build DWH Southbound Through % DWH Northbound Through % DWH Southbound to Bedford Rd % DWH Northbound to Bedford Rd % Bedford Rd to DWH Southbound % Bedford Rd to DWH Northbound % It should be noted that the commercial driveway serving as the westbound approach of this intersection is not included in the NRPC model and thus could not be included in the analysis. The driveway currently accounts for roughly 45 trips in and 50 trips out during the peak hour. NRPC does not currently perform level of service analysis for actuated signalized intersections. However a 2009 study ( Merrimack Roadway Infrastructure Master Plan ) by Fay, Spofford, and Thorndike lists this intersection as operating at LOS C during the base year and at LOS F during the 2025 No-Build scenario. As the estimated traffic changes from the Pettengill Road project are minimal, NRPC does not project a huge different in delay. No exact delay calculations were available at this time. Finally, NRPC estimated traffic at the intersection of the proposed Bedford Road/F.E. Everett Turnpike Exit 12 On/Off Ramps intersection. Any trips along this path would most likely be northbound left turns (to Pettengill Road) or southbound right turns (from Pettengill Road) at the intersection in question. Utilizing trip generation calculations completed by SNHPC, 110 vehicles traveling northbound on the F. E. Everett Turnpike to Pettengill Road and 183 vehicles traveling southbound from Pettengill Road were estimated. As no estimate in the SNHPC data was included, it was assumed that 50 percent of the traffic (92 trips) traveled south on the Turnpike. It was also assumed that, given the larger population centers that exist further south along the Turnpike, a small percentage of these trips would leave the Turnpike at Exit 12. It was assumed that twenty-five percent of all Turnpike traffic would travel through Exit 12 and the Bedford Road intersection. Table 6 below presents the estimated Weekday PM peak hour changes in traffic at this intersection. Table 6 Estimated Peak Hour Traffic Changes Bedford Road/F.E. Everett Turnpike Exit 12 On/Off Ramps Current Count Model Base Model 2025 NB Percent Change 2025 Projected Estimated Change 2025 Build Bedford Rd Westbound Through % Bedford Rd Eastbound Through % Bedford Rd Westbound to Exit 12 NB On n/a n/a 5710 n/a Bedford Rd Eastbound to Exit 12 NB On n/a n/a 1446 n/a Exit 12 NB Off to Bedford Rd West % Exit 12 NB Off to Bedford Rd East %

14 Because this is an anticipated future intersection, no comparison of current and 2025 conditions can be accurately made without additional assumptions. For this project, it was assumed that the peak hour volumes and turns at the future northbound on-ramp were consistent in terms of direction distribution on the existing legs of the intersection. Because 13.3% of the modeled 24-hour traffic is projected as peak hour traffic, that percent was applied to the 2025 projected volume on the new ramp to arrive at Weekday PM peak hour estimates. Once again, because this is a signalized intersection under current and future conditions, no exact level of service estimates are available. However, assuming the intersection is unsignalized with stop control at Bedford Road results in LOS F operations during the 2025 No-Build and Build scenarios. 30

15 D. Observations/Conclusions The Pettengill Road/Airport Access Road Transportation/Land Use Plan has identified transportation and land-use related impacts of increased access to the study area resulting from the Pettengill Road project. It has also provided information related to the need for additional roadway improvements in the study area resulting from this increased access. The following specific observations/conclusions regarding the study area corridors can be made from the results of the Pettengill Road/Airport Access Road Transportation/Land Use Plan: 1. An upgraded South River Road corridor in Bedford (assuming the completion of the MAAR and South River Road/Hawthrone Drive North intersections and infrastructure improvements included in the Route 3 Corridor Access Management Plan), including improvements at the study area intersections and arterial segments, appears to be capable of accommodating the trips generated by Pettengill Road. Portions of the existing study area corridor (not including the South River Road intersections with the MAAR and the South River Road/Hawthrone Drive North intersection) will experience unacceptable (LOS E F) operations in the future both with and without the trips generated by Pettengill Road. 2. Portions of the Brown Avenue corridor in Manchester will experience unacceptable traffic operations in the future both with and without the trips generated by Pettengill Road. These unacceptable operations will occur in the vicinity of the Brown Avenue intersections with Winston Street and Raymond Street. The Brown Avenue/Perimeter Road intersection will operate at marginally acceptable LOS during the 2025 Weekday PM peak hour No-Build and Build scenarios. 3. Selected intersection locations on the Pettengill Road/Harvey Road/Page Road Londonderry study area corridor in Londonderry will experience unacceptable traffic operations in the future. As described in the 2010 Supplemental Traffic Study for Pettengill Road, the following intersections will require improvements to mitigate the impacts of this traffic: 1) Rockingham Road/Page Road 2) Pettengill Road/Harvey Road 3) Pettengill Road/South Loop Road 4) MAAR/Pettengill Road 5) Grenier Field Road/Webster Road. 4. Trips generated by Pettengill Road do not appear to have a significant impact on operations at the Charles Bancroft Highway (NH 3A)/Corning Road and Charles Bancroft Highway/Albuquerque Avenue intersections in Litchfield. 5. Assuming that it operates as unsignalized, the Bedford Road/F.E. Everett Turnpike Exit 12 On/Off Ramps intersection will operate at LOS F during the 2025 No-Build and Build scenarios. 6. Based on the results of prior work completed for this location, LOS F conditions are projected for the Daniel Webster Highway (US 3)/Bedford Road intersection during the 2025 No-Build scenario. 7. Principals of access management should be incorporated into the design of roadway improvements resulting from the observations and conclusions of this study. 31

16 8. New facilities resulting from the development of land adjacent to the Pettengill Road project should be designed so as to pursue opportunities for transit-oriented development and other practices to encourage transit use. 32

17 APPENDIX A DEVELOPMENT OF STUDY AREA TRAFFIC PROJECTIONS/TRIP DISTRIBUTION METHDOLOGY 33

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23 APPENDIX B SYNCHRO INTERSECTION ANALYSIS RESULTS BEDFORD 34

24 Pettengill Rd. / Airport Access Rd. 12/14/2010 1: Hawthorne Dr. N & US Rt.3 Page 1 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (vph) Ideal Flow (vphpl) Storage Length (ft) Storage Lanes Taper Length (ft) Lane Util. Factor Frt Flt Protected Satd. Flow (prot) Flt Permitted Satd. Flow (perm) Right Turn on Red Yes Yes Yes Yes Satd. Flow (RTOR) Link Speed (mph) Link Distance (ft) Travel Time (s) Peak Hour Factor Adj. Flow (vph) Shared Lane Traffic (%) Lane Group Flow (vph) Enter Blocked Intersection No No No No No No No No No No No No Lane Alignment Left Left Right Left Left Right Left Left Right Left Left Right Median Width(ft) Link Offset(ft) Crosswalk Width(ft) Two way Left Turn Lane Headway Factor Turning Speed (mph) Number of Detectors Detector Template Leading Detector (ft) Trailing Detector (ft) Detector 1 Position(ft) Detector 1 Size(ft) Detector 1 Type Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Detector 1 Channel Detector 1 Extend (s) Detector 1 Queue (s) Detector 1 Delay (s) Turn Type pm+pt Prot pm+pt Prot Prot Protected Phases Permitted Phases 4 8 Detector Phase Switch Phase Minimum Initial (s) Minimum Split (s) Total Split (s) Total Split (%) 16.7% 16.7% 16.7% 16.7% 16.7% 0.0% 16.7% 50.0% 0.0% 16.7% 50.0% 0.0% 2025 Build

25 Pettengill Rd. / Airport Access Rd. 12/14/2010 1: Hawthorne Dr. N & US Rt.3 Page 2 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Maximum Green (s) Yellow Time (s) All-Red Time (s) Lost Time Adjust (s) Total Lost Time (s) Lead/Lag Lead Lag Lag Lead Lag Lead Lag Lead Lag Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Vehicle Extension (s) Recall Mode None None None None None None Max None Max Act Effct Green (s) Actuated g/c Ratio v/c Ratio Control Delay Queue Delay Total Delay LOS C B B A C C D B Approach Delay Approach LOS C A C B Intersection Summary Area Type: Other Cycle Length: 60 Actuated Cycle Length: 55 Natural Cycle: 65 Control Type: Actuated-Uncoordinated Maximum v/c Ratio: 0.81 Intersection Signal Delay: 17.5 Intersection Capacity Utilization 66.6% Analysis Period (min) 15 Intersection LOS: B ICU Level of Service C Splits and Phases: 1: Hawthorne Dr. N & US Rt Build

26 Pettengill Rd. / Airport Access Rd. 12/14/2010 1: Hawthorne Dr. N & US Rt.3 Page 1 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (vph) Ideal Flow (vphpl) Storage Length (ft) Storage Lanes Taper Length (ft) Lane Util. Factor Frt Flt Protected Satd. Flow (prot) Flt Permitted Satd. Flow (perm) Right Turn on Red Yes Yes Yes Yes Satd. Flow (RTOR) Link Speed (mph) Link Distance (ft) Travel Time (s) Peak Hour Factor Adj. Flow (vph) Shared Lane Traffic (%) Lane Group Flow (vph) Enter Blocked Intersection No No No No No No No No No No No No Lane Alignment Left Left Right Left Left Right Left Left Right Left Left Right Median Width(ft) Link Offset(ft) Crosswalk Width(ft) Two way Left Turn Lane Headway Factor Turning Speed (mph) Number of Detectors Detector Template Leading Detector (ft) Trailing Detector (ft) Detector 1 Position(ft) Detector 1 Size(ft) Detector 1 Type Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Detector 1 Channel Detector 1 Extend (s) Detector 1 Queue (s) Detector 1 Delay (s) Turn Type pm+pt Prot pm+pt Prot Prot Protected Phases Permitted Phases 4 8 Detector Phase Switch Phase Minimum Initial (s) Minimum Split (s) Total Split (s) Total Split (%) 16.7% 16.7% 16.7% 16.7% 16.7% 0.0% 16.7% 50.0% 0.0% 16.7% 50.0% 0.0% 2025 No-Build

27 Pettengill Rd. / Airport Access Rd. 12/14/2010 1: Hawthorne Dr. N & US Rt.3 Page 2 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Maximum Green (s) Yellow Time (s) All-Red Time (s) Lost Time Adjust (s) Total Lost Time (s) Lead/Lag Lead Lag Lag Lead Lag Lead Lag Lead Lag Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Vehicle Extension (s) Recall Mode None None None None None None Max None Max Act Effct Green (s) Actuated g/c Ratio v/c Ratio Control Delay Queue Delay Total Delay LOS C B B A C B D B Approach Delay Approach LOS C A B B Intersection Summary Area Type: Other Cycle Length: 60 Actuated Cycle Length: 55 Natural Cycle: 60 Control Type: Actuated-Uncoordinated Maximum v/c Ratio: 0.75 Intersection Signal Delay: 16.1 Intersection Capacity Utilization 63.8% Analysis Period (min) 15 Intersection LOS: B ICU Level of Service B Splits and Phases: 1: Hawthorne Dr. N & US Rt No-Build

28 Pettengill Rd. / Airport Access Rd. 12/14/2010 2: Hawthorne Dr. S & US Rt.3 Page 1 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (vph) Ideal Flow (vphpl) Storage Length (ft) Storage Lanes Taper Length (ft) Lane Util. Factor Frt Flt Protected Satd. Flow (prot) 0 *1770 * *1770 *1583 *1770 * *1770 * Flt Permitted Satd. Flow (perm) Right Turn on Red Yes Yes Yes Yes Satd. Flow (RTOR) Link Speed (mph) Link Distance (ft) Travel Time (s) Peak Hour Factor Adj. Flow (vph) Shared Lane Traffic (%) Lane Group Flow (vph) Enter Blocked Intersection No No No No No No No No No No No No Lane Alignment Left Left Right Left Left Right Left Left Right Left Left Right Median Width(ft) Link Offset(ft) Crosswalk Width(ft) Two way Left Turn Lane Headway Factor *1.00 *1.00 *1.00 *1.00 *1.00 *1.00 *1.00 *1.00 *1.00 *1.00 *1.00 *1.00 Turning Speed (mph) Number of Detectors Detector Template Leading Detector (ft) Trailing Detector (ft) Detector 1 Position(ft) Detector 1 Size(ft) Detector 1 Type Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Detector 1 Channel Detector 1 Extend (s) Detector 1 Queue (s) Detector 1 Delay (s) Turn Type pm+pt Prot pm+pt Prot Prot Prot Protected Phases Permitted Phases 4 8 Detector Phase Switch Phase Minimum Initial (s) Minimum Split (s) Total Split (s) Total Split (%) 12.5% 27.5% 27.5% 12.5% 27.5% 27.5% 12.5% 47.5% 0.0% 12.5% 47.5% 0.0% 2025 Build

29 Pettengill Rd. / Airport Access Rd. 12/14/2010 2: Hawthorne Dr. S & US Rt.3 Page 2 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Maximum Green (s) Yellow Time (s) All-Red Time (s) Lost Time Adjust (s) Total Lost Time (s) Lead/Lag Lead Lag Lag Lead Lag Lag Lead Lag Lead Lag Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Vehicle Extension (s) Recall Mode Max Max Max Max Max Max Max Max Max Max Act Effct Green (s) Actuated g/c Ratio v/c Ratio Control Delay Queue Delay Total Delay LOS B A C A D E D C Approach Delay Approach LOS B B E C Intersection Summary Area Type: CBD Cycle Length: 80 Actuated Cycle Length: 80 Natural Cycle: 80 Control Type: Actuated-Uncoordinated Maximum v/c Ratio: 1.05 Intersection Signal Delay: 43.0 Intersection Capacity Utilization 64.1% Analysis Period (min) 15 * User Entered Value Intersection LOS: D ICU Level of Service C Splits and Phases: 2: Hawthorne Dr. S & US Rt Build

30 Pettengill Rd. / Airport Access Rd. 12/14/2010 2: Hawthorne Dr. S & US Rt.3 Page 1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (veh/h) Sign Control Stop Stop Free Free Grade 0% 0% 0% 0% Peak Hour Factor Hourly flow rate (vph) Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft) 1289 px, platoon unblocked vc, conflicting volume vc1, stage 1 conf vol vc2, stage 2 conf vol vcu, unblocked vol tc, single (s) tc, 2 stage (s) tf (s) p0 queue free % cm capacity (veh/h) Direction, Lane # EB 1 WB 1 NB 1 SB 1 Volume Total Volume Left Volume Right csh Volume to Capacity Queue Length 95th (ft) Err Err 8 5 Control Delay (s) Err Err Lane LOS F F C A Approach Delay (s) Err Err Approach LOS F F Intersection Summary Average Delay Intersection Capacity Utilization 112.8% ICU Level of Service H Analysis Period (min) Build (US 3 Existing) HCM Unsignalized Intersection Capacity Analysis

31 Pettengill Rd. / Airport Access Rd. 12/14/2010 2: Hawthorne Dr. S & US Rt.3 Page 1 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (vph) Ideal Flow (vphpl) Storage Length (ft) Storage Lanes Taper Length (ft) Lane Util. Factor Frt Flt Protected Satd. Flow (prot) Flt Permitted Satd. Flow (perm) Right Turn on Red Yes Yes Yes Yes Satd. Flow (RTOR) Link Speed (mph) Link Distance (ft) Travel Time (s) Peak Hour Factor Adj. Flow (vph) Shared Lane Traffic (%) Lane Group Flow (vph) Enter Blocked Intersection No No No No No No No No No No No No Lane Alignment Left Left Right Left Left Right Left Left Right Left Left Right Median Width(ft) Link Offset(ft) Crosswalk Width(ft) Two way Left Turn Lane Headway Factor Turning Speed (mph) Number of Detectors Detector Template Leading Detector (ft) Trailing Detector (ft) Detector 1 Position(ft) Detector 1 Size(ft) Detector 1 Type Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Detector 1 Channel Detector 1 Extend (s) Detector 1 Queue (s) Detector 1 Delay (s) Turn Type pm+pt Prot pm+pt Prot Prot Prot Protected Phases Permitted Phases 4 8 Detector Phase Switch Phase Minimum Initial (s) Minimum Split (s) Total Split (s) Total Split (%) 12.5% 27.5% 27.5% 12.5% 27.5% 27.5% 12.5% 47.5% 0.0% 12.5% 47.5% 0.0% 2025 No-Build

32 Pettengill Rd. / Airport Access Rd. 12/14/2010 2: Hawthorne Dr. S & US Rt.3 Page 2 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Maximum Green (s) Yellow Time (s) All-Red Time (s) Lost Time Adjust (s) Total Lost Time (s) Lead/Lag Lead Lag Lag Lead Lag Lag Lead Lag Lead Lag Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Vehicle Extension (s) Recall Mode Max Max Max Max Max Max Max Max Max Max Act Effct Green (s) Actuated g/c Ratio v/c Ratio Control Delay Queue Delay Total Delay LOS B A C A D D D C Approach Delay Approach LOS B B D C Intersection Summary Area Type: Other Cycle Length: 80 Actuated Cycle Length: 80 Natural Cycle: 80 Control Type: Actuated-Uncoordinated Maximum v/c Ratio: 0.97 Intersection Signal Delay: 32.6 Intersection Capacity Utilization 56.3% Analysis Period (min) 15 Intersection LOS: C ICU Level of Service B Splits and Phases: 2: Hawthorne Dr. S & US Rt No-Build

33 Pettengill Rd. / Airport Access Rd. 12/14/2010 2: Hawthorne Dr. S & US Rt.3 Page 1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (veh/h) Sign Control Stop Stop Free Free Grade 0% 0% 0% 0% Peak Hour Factor Hourly flow rate (vph) Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft) 1289 px, platoon unblocked vc, conflicting volume vc1, stage 1 conf vol vc2, stage 2 conf vol vcu, unblocked vol tc, single (s) tc, 2 stage (s) tf (s) p0 queue free % cm capacity (veh/h) Direction, Lane # EB 1 WB 1 NB 1 SB 1 Volume Total Volume Left Volume Right csh Volume to Capacity Queue Length 95th (ft) Err Err 7 4 Control Delay (s) Err Err Lane LOS F F B A Approach Delay (s) Err Err Approach LOS F F Intersection Summary Average Delay Intersection Capacity Utilization 107.3% ICU Level of Service G Analysis Period (min) No-Build (US 3 Existing) HCM Unsignalized Intersection Capacity Analysis

34 Pettengill Rd. / Airport Access Rd. 12/14/2010 5: Technology Dr. N & US Rt.3 Page 1 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (vph) Ideal Flow (vphpl) Storage Length (ft) Storage Lanes Taper Length (ft) Lane Util. Factor Frt Flt Protected Satd. Flow (prot) Flt Permitted Satd. Flow (perm) Right Turn on Red Yes Yes Yes Yes Satd. Flow (RTOR) Link Speed (mph) Link Distance (ft) Travel Time (s) Peak Hour Factor Adj. Flow (vph) Shared Lane Traffic (%) Lane Group Flow (vph) Enter Blocked Intersection No No No No No No No No No No No No Lane Alignment Left Left Right Left Left Right Left Left Right Left Left Right Median Width(ft) Link Offset(ft) Crosswalk Width(ft) Two way Left Turn Lane Headway Factor Turning Speed (mph) Number of Detectors Detector Template Leading Detector (ft) Trailing Detector (ft) Detector 1 Position(ft) Detector 1 Size(ft) Detector 1 Type Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Detector 1 Channel Detector 1 Extend (s) Detector 1 Queue (s) Detector 1 Delay (s) Turn Type pm+pt Prot pm+pt Prot Prot Prot Protected Phases Permitted Phases 4 8 Detector Phase Switch Phase Minimum Initial (s) Minimum Split (s) Total Split (s) Total Split (%) 15.4% 30.8% 30.8% 15.4% 30.8% 30.8% 15.4% 38.5% 0.0% 15.4% 38.5% 0.0% 2025 Build

35 Pettengill Rd. / Airport Access Rd. 12/14/2010 5: Technology Dr. N & US Rt.3 Page 2 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Maximum Green (s) Yellow Time (s) All-Red Time (s) Lost Time Adjust (s) Total Lost Time (s) Lead/Lag Lead Lag Lag Lead Lag Lag Lead Lag Lead Lag Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Vehicle Extension (s) Recall Mode None None None None None None None Max None Max Act Effct Green (s) Actuated g/c Ratio v/c Ratio Control Delay Queue Delay Total Delay LOS C A B A C C D B Approach Delay Approach LOS B A C B Intersection Summary Area Type: Other Cycle Length: 65 Actuated Cycle Length: 51.3 Natural Cycle: 70 Control Type: Actuated-Uncoordinated Maximum v/c Ratio: 0.81 Intersection Signal Delay: 17.4 Intersection Capacity Utilization 64.1% Analysis Period (min) 15 Intersection LOS: B ICU Level of Service C Splits and Phases: 5: Technology Dr. N & US Rt Build

36 Pettengill Rd. / Airport Access Rd. 12/14/2010 5: Technology Dr. N & US Rt.3 Page 1 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (vph) Ideal Flow (vphpl) Storage Length (ft) Storage Lanes Taper Length (ft) Lane Util. Factor Frt Flt Protected Satd. Flow (prot) Flt Permitted Satd. Flow (perm) Right Turn on Red Yes Yes Yes Yes Satd. Flow (RTOR) Link Speed (mph) Link Distance (ft) Travel Time (s) Peak Hour Factor Adj. Flow (vph) Shared Lane Traffic (%) Lane Group Flow (vph) Enter Blocked Intersection No No No No No No No No No No No No Lane Alignment Left Left Right Left Left Right Left Left Right Left Left Right Median Width(ft) Link Offset(ft) Crosswalk Width(ft) Two way Left Turn Lane Headway Factor Turning Speed (mph) Number of Detectors Detector Template Leading Detector (ft) Trailing Detector (ft) Detector 1 Position(ft) Detector 1 Size(ft) Detector 1 Type Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Detector 1 Channel Detector 1 Extend (s) Detector 1 Queue (s) Detector 1 Delay (s) Turn Type Perm Perm Perm Perm Prot Perm Prot Perm Protected Phases Permitted Phases Detector Phase Switch Phase Minimum Initial (s) Minimum Split (s) Total Split (s) Total Split (%) 13.0% 13.0% 13.0% 13.0% 13.0% 13.0% 8.7% 63.5% 63.5% 10.4% 65.2% 65.2% 2025 Build (US 3 Existing)

37 Pettengill Rd. / Airport Access Rd. 12/14/2010 5: Technology Dr. N & US Rt.3 Page 2 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Maximum Green (s) Yellow Time (s) All-Red Time (s) Lost Time Adjust (s) Total Lost Time (s) Lead/Lag Lead Lag Lag Lead Lag Lag Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Vehicle Extension (s) Recall Mode None None None None None None None Max Max None Max Max Act Effct Green (s) Actuated g/c Ratio v/c Ratio Control Delay Queue Delay Total Delay LOS F B F B E E A F C A Approach Delay Approach LOS F E E D Intersection Summary Area Type: Other Cycle Length: 115 Actuated Cycle Length: 115 Natural Cycle: 120 Control Type: Actuated-Uncoordinated Maximum v/c Ratio: 1.80 Intersection Signal Delay: 74.1 Intersection Capacity Utilization 89.6% Analysis Period (min) 15 Intersection LOS: E ICU Level of Service E Splits and Phases: 5: Technology Dr. N & US Rt Build (US 3 Existing)

38 Pettengill Rd. / Airport Access Rd. 12/14/2010 5: Technology Dr. N & US Rt.3 Page 1 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (vph) Ideal Flow (vphpl) Storage Length (ft) Storage Lanes Taper Length (ft) Lane Util. Factor Frt Flt Protected Satd. Flow (prot) Flt Permitted Satd. Flow (perm) Right Turn on Red Yes Yes Yes Yes Satd. Flow (RTOR) Link Speed (mph) Link Distance (ft) Travel Time (s) Peak Hour Factor Adj. Flow (vph) Shared Lane Traffic (%) Lane Group Flow (vph) Enter Blocked Intersection No No No No No No No No No No No No Lane Alignment Left Left Right Left Left Right Left Left Right Left Left Right Median Width(ft) Link Offset(ft) Crosswalk Width(ft) Two way Left Turn Lane Headway Factor Turning Speed (mph) Number of Detectors Detector Template Leading Detector (ft) Trailing Detector (ft) Detector 1 Position(ft) Detector 1 Size(ft) Detector 1 Type Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Detector 1 Channel Detector 1 Extend (s) Detector 1 Queue (s) Detector 1 Delay (s) Turn Type pm+pt Prot pm+pt Prot Prot Prot Protected Phases Permitted Phases 4 8 Detector Phase Switch Phase Minimum Initial (s) Minimum Split (s) Total Split (s) Total Split (%) 15.4% 30.8% 30.8% 15.4% 30.8% 30.8% 15.4% 38.5% 0.0% 15.4% 38.5% 0.0% 2025 No-Build

39 Pettengill Rd. / Airport Access Rd. 12/14/2010 5: Technology Dr. N & US Rt.3 Page 2 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Maximum Green (s) Yellow Time (s) All-Red Time (s) Lost Time Adjust (s) Total Lost Time (s) Lead/Lag Lead Lag Lag Lead Lag Lag Lead Lag Lead Lag Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Vehicle Extension (s) Recall Mode None None None None None None None Max None Max Act Effct Green (s) Actuated g/c Ratio v/c Ratio Control Delay Queue Delay Total Delay LOS C A B A C B D B Approach Delay Approach LOS B A B B Intersection Summary Area Type: Other Cycle Length: 65 Actuated Cycle Length: 51.3 Natural Cycle: 65 Control Type: Actuated-Uncoordinated Maximum v/c Ratio: 0.73 Intersection Signal Delay: 16.0 Intersection Capacity Utilization 61.4% Analysis Period (min) 15 Intersection LOS: B ICU Level of Service B Splits and Phases: 5: Technology Dr. N & US Rt No-Build

40 Pettengill Rd. / Airport Access Rd. 12/14/2010 5: Technology Dr. N & US Rt NB Page 1 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (vph) Ideal Flow (vphpl) Storage Length (ft) Storage Lanes Taper Length (ft) Lane Util. Factor Frt Flt Protected Satd. Flow (prot) Flt Permitted Satd. Flow (perm) Right Turn on Red Yes Yes Yes Yes Satd. Flow (RTOR) Link Speed (mph) Link Distance (ft) Travel Time (s) Peak Hour Factor Adj. Flow (vph) Shared Lane Traffic (%) Lane Group Flow (vph) Enter Blocked Intersection No No No No No No No No No No No No Lane Alignment Left Left Right Left Left Right Left Left Right Left Left Right Median Width(ft) Link Offset(ft) Crosswalk Width(ft) Two way Left Turn Lane Headway Factor Turning Speed (mph) Number of Detectors Detector Template Leading Detector (ft) Trailing Detector (ft) Detector 1 Position(ft) Detector 1 Size(ft) Detector 1 Type Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Detector 1 Channel Detector 1 Extend (s) Detector 1 Queue (s) Detector 1 Delay (s) Turn Type Perm Perm Perm Perm Prot Perm Prot Perm Protected Phases Permitted Phases Detector Phase Switch Phase Minimum Initial (s) Minimum Split (s) Total Split (s) Total Split (%) 13.0% 13.0% 13.0% 13.0% 13.0% 13.0% 8.7% 63.5% 63.5% 10.4% 65.2% 65.2% 2025 No-Build (US 3 Existing)

41 Pettengill Rd. / Airport Access Rd. 12/14/2010 5: Technology Dr. N & US Rt NB Page 2 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Maximum Green (s) Yellow Time (s) All-Red Time (s) Lost Time Adjust (s) Total Lost Time (s) Lead/Lag Lead Lag Lag Lead Lag Lag Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Vehicle Extension (s) Recall Mode None None None None None None None Max Max None Max Max Act Effct Green (s) Actuated g/c Ratio v/c Ratio Control Delay Queue Delay Total Delay LOS F B F B E D A F C A Approach Delay Approach LOS F E D C Intersection Summary Area Type: Other Cycle Length: 115 Actuated Cycle Length: 115 Natural Cycle: 120 Control Type: Actuated-Uncoordinated Maximum v/c Ratio: 1.80 Intersection Signal Delay: 65.3 Intersection Capacity Utilization 87.1% Analysis Period (min) 15 Intersection LOS: E ICU Level of Service E Splits and Phases: 5: Technology Dr. N & US Rt NB 2025 No-Build (US 3 Existing)

42 Pettengill Rd. / Airport Access Rd. 12/14/2010 7: Technology Dr. S & US Rt.3 Page 1 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (vph) Ideal Flow (vphpl) Storage Length (ft) Storage Lanes Taper Length (ft) Lane Util. Factor Frt Flt Protected Satd. Flow (prot) Flt Permitted Satd. Flow (perm) Right Turn on Red Yes Yes Yes Yes Satd. Flow (RTOR) Link Speed (mph) Link Distance (ft) Travel Time (s) Peak Hour Factor Adj. Flow (vph) Shared Lane Traffic (%) Lane Group Flow (vph) Enter Blocked Intersection No No No No No No No No No No No No Lane Alignment Left Left Right Left Left Right Left Left Right Left Left Right Median Width(ft) Link Offset(ft) Crosswalk Width(ft) Two way Left Turn Lane Headway Factor Turning Speed (mph) Number of Detectors Detector Template Leading Detector (ft) Trailing Detector (ft) Detector 1 Position(ft) Detector 1 Size(ft) Detector 1 Type Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Detector 1 Channel Detector 1 Extend (s) Detector 1 Queue (s) Detector 1 Delay (s) Turn Type pm+pt Prot pm+pt Prot Prot Prot Protected Phases Permitted Phases 4 8 Detector Phase Switch Phase Minimum Initial (s) Minimum Split (s) Total Split (s) Total Split (%) 20.0% 20.0% 20.0% 20.0% 20.0% 20.0% 19.1% 48.2% 0.0% 11.8% 40.9% 0.0% 2025 Build

43 Pettengill Rd. / Airport Access Rd. 12/14/2010 7: Technology Dr. S & US Rt.3 Page 2 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Maximum Green (s) Yellow Time (s) All-Red Time (s) Lost Time Adjust (s) Total Lost Time (s) Lead/Lag Lead Lag Lag Lead Lag Lag Lag Lead Lag Lead Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Vehicle Extension (s) Recall Mode None None None None None None None Min None Min Act Effct Green (s) Actuated g/c Ratio v/c Ratio Control Delay Queue Delay Total Delay LOS D B D A D C C C Approach Delay Approach LOS C C C C Intersection Summary Area Type: Other Cycle Length: 110 Actuated Cycle Length: 85.5 Natural Cycle: 110 Control Type: Actuated-Uncoordinated Maximum v/c Ratio: 0.82 Intersection Signal Delay: 25.6 Intersection Capacity Utilization 72.1% Analysis Period (min) 15 Intersection LOS: C ICU Level of Service C Splits and Phases: 7: Technology Dr. S & US Rt Build

44 Pettengill Rd. / Airport Access Rd. 12/14/2010 7: Technology Dr. S & US Rt.3 Page 1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (veh/h) Sign Control Stop Stop Free Free Grade 0% 0% 0% 0% Peak Hour Factor Hourly flow rate (vph) Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft) px, platoon unblocked vc, conflicting volume vc1, stage 1 conf vol vc2, stage 2 conf vol vcu, unblocked vol tc, single (s) tc, 2 stage (s) tf (s) p0 queue free % cm capacity (veh/h) Direction, Lane # EB 1 EB 2 WB 1 WB 2 NB 1 NB 2 SB 1 SB 2 Volume Total Volume Left Volume Right csh Volume to Capacity Err Queue Length 95th (ft) Err Err Err Control Delay (s) Err Err Err Lane LOS F F F D C B Approach Delay (s) Err Err Approach LOS F F Intersection Summary Average Delay Err Intersection Capacity Utilization 119.7% ICU Level of Service H Analysis Period (min) Build (US 3 Existing) HCM Unsignalized Intersection Capacity Analysis

45 Pettengill Rd. / Airport Access Rd. 12/14/2010 7: Technology Dr. S & US Rt.3 Page 1 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (vph) Ideal Flow (vphpl) Storage Length (ft) Storage Lanes Taper Length (ft) Lane Util. Factor Frt Flt Protected Satd. Flow (prot) Flt Permitted Satd. Flow (perm) Right Turn on Red Yes Yes Yes Yes Satd. Flow (RTOR) Link Speed (mph) Link Distance (ft) Travel Time (s) Peak Hour Factor Adj. Flow (vph) Shared Lane Traffic (%) Lane Group Flow (vph) Enter Blocked Intersection No No No No No No No No No No No No Lane Alignment Left Left Right Left Left Right Left Left Right Left Left Right Median Width(ft) Link Offset(ft) Crosswalk Width(ft) Two way Left Turn Lane Headway Factor Turning Speed (mph) Number of Detectors Detector Template Leading Detector (ft) Trailing Detector (ft) Detector 1 Position(ft) Detector 1 Size(ft) Detector 1 Type Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Detector 1 Channel Detector 1 Extend (s) Detector 1 Queue (s) Detector 1 Delay (s) Turn Type pm+pt Prot pm+pt Prot Prot Prot Protected Phases Permitted Phases 4 8 Detector Phase Switch Phase Minimum Initial (s) Minimum Split (s) Total Split (s) Total Split (%) 20.0% 20.0% 20.0% 20.0% 20.0% 20.0% 19.1% 48.2% 0.0% 11.8% 40.9% 0.0% 2025 No-Build

46 Pettengill Rd. / Airport Access Rd. 12/14/2010 7: Technology Dr. S & US Rt.3 Page 2 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Maximum Green (s) Yellow Time (s) All-Red Time (s) Lost Time Adjust (s) Total Lost Time (s) Lead/Lag Lead Lag Lag Lead Lag Lag Lag Lead Lag Lead Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Vehicle Extension (s) Recall Mode None None None None None None None Min None Min Act Effct Green (s) Actuated g/c Ratio v/c Ratio Control Delay Queue Delay Total Delay LOS D B D A D C C C Approach Delay Approach LOS C C C C Intersection Summary Area Type: Other Cycle Length: 110 Actuated Cycle Length: 85.5 Natural Cycle: 110 Control Type: Actuated-Uncoordinated Maximum v/c Ratio: 0.80 Intersection Signal Delay: 25.6 Intersection Capacity Utilization 70.9% Analysis Period (min) 15 Intersection LOS: C ICU Level of Service C Splits and Phases: 7: Technology Dr. S & US Rt No-Build

47 Pettengill Rd. / Airport Access Rd. 12/14/2010 7: Technology Dr. S & US Rt.3 Page 1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (veh/h) Sign Control Stop Stop Free Free Grade 0% 0% 0% 0% Peak Hour Factor Hourly flow rate (vph) Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft) px, platoon unblocked vc, conflicting volume vc1, stage 1 conf vol vc2, stage 2 conf vol vcu, unblocked vol tc, single (s) tc, 2 stage (s) tf (s) p0 queue free % cm capacity (veh/h) Direction, Lane # EB 1 EB 2 WB 1 WB 2 NB 1 NB 2 SB 1 SB 2 Volume Total Volume Left Volume Right csh Volume to Capacity Err Queue Length 95th (ft) Err 836 Err Control Delay (s) Err Err Lane LOS F F F C C B Approach Delay (s) Err Approach LOS F F Intersection Summary Average Delay Err Intersection Capacity Utilization 117.3% ICU Level of Service H Analysis Period (min) No-Build (US 3 Existing) HCM Unsignalized Intersection Capacity Analysis

48 Pettengill Rd. / Airport Access Rd. 12/14/2010 9: West Bound Tollgate & US Rt.3 Page 1 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (vph) Ideal Flow (vphpl) Storage Length (ft) Storage Lanes Taper Length (ft) Lane Util. Factor Frt Flt Protected Satd. Flow (prot) Flt Permitted Satd. Flow (perm) Right Turn on Red Yes Yes Yes Yes Satd. Flow (RTOR) Link Speed (mph) Link Distance (ft) Travel Time (s) Peak Hour Factor Adj. Flow (vph) Shared Lane Traffic (%) Lane Group Flow (vph) Enter Blocked Intersection No No No No No No No No No No No No Lane Alignment Left Left Right Left Left Right Left Left Right Left Left Right Median Width(ft) Link Offset(ft) Crosswalk Width(ft) Two way Left Turn Lane Headway Factor Turning Speed (mph) Number of Detectors Detector Template Leading Detector (ft) Trailing Detector (ft) Detector 1 Position(ft) Detector 1 Size(ft) Detector 1 Type Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Detector 1 Channel Detector 1 Extend (s) Detector 1 Queue (s) Detector 1 Delay (s) Turn Type Split pt+ov Split pt+ov Prot pt+ov Prot Protected Phases Permitted Phases Detector Phase Switch Phase Minimum Initial (s) Minimum Split (s) Total Split (s) Total Split (%) 14.7% 14.7% 28.0% 14.7% 14.7% 40.0% 13.3% 45.3% 60.0% 25.3% 57.3% 0.0% 2025 Build

49 Pettengill Rd. / Airport Access Rd. 12/14/2010 9: West Bound Tollgate & US Rt.3 Page 2 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Maximum Green (s) Yellow Time (s) All-Red Time (s) Lost Time Adjust (s) Total Lost Time (s) Lead/Lag Lead Lag Lead Lag Lead-Lag Optimize? Yes Yes Yes Yes Vehicle Extension (s) Recall Mode None None None None None Max None Max Act Effct Green (s) Actuated g/c Ratio v/c Ratio Control Delay Queue Delay Total Delay LOS D A E B C C A D B Approach Delay Approach LOS C C C C Intersection Summary Area Type: Other Cycle Length: 75 Actuated Cycle Length: 72.8 Natural Cycle: 75 Control Type: Semi Act-Uncoord Maximum v/c Ratio: 0.91 Intersection Signal Delay: 24.9 Intersection Capacity Utilization 71.7% Analysis Period (min) 15 Intersection LOS: C ICU Level of Service C Splits and Phases: 9: West Bound Tollgate & US Rt Build

50 Pettengill Rd. / Airport Access Rd. 12/14/2010 9: West Bound Tollgate & US Rt.3 Page 1 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (vph) Ideal Flow (vphpl) Storage Length (ft) Storage Lanes Taper Length (ft) Lane Util. Factor Frt Flt Protected Satd. Flow (prot) Flt Permitted Satd. Flow (perm) Right Turn on Red Yes Yes Yes Yes Satd. Flow (RTOR) Link Speed (mph) Link Distance (ft) Travel Time (s) Peak Hour Factor Adj. Flow (vph) Shared Lane Traffic (%) Lane Group Flow (vph) Enter Blocked Intersection No No No No No No No No No No No No Lane Alignment Left Left Right Left Left Right Left Left Right Left Left Right Median Width(ft) Link Offset(ft) Crosswalk Width(ft) Two way Left Turn Lane Headway Factor Turning Speed (mph) Number of Detectors Detector Template Leading Detector (ft) Trailing Detector (ft) Detector 1 Position(ft) Detector 1 Size(ft) Detector 1 Type Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Detector 1 Channel Detector 1 Extend (s) Detector 1 Queue (s) Detector 1 Delay (s) Turn Type Split pt+ov Split pt+ov Prot pt+ov Prot Protected Phases Permitted Phases Detector Phase Switch Phase Minimum Initial (s) Minimum Split (s) Total Split (s) Total Split (%) 14.7% 14.7% 28.0% 14.7% 14.7% 40.0% 13.3% 45.3% 60.0% 25.3% 57.3% 0.0% 2025 No-Build

51 Pettengill Rd. / Airport Access Rd. 12/14/2010 9: West Bound Tollgate & US Rt.3 Page 2 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Maximum Green (s) Yellow Time (s) All-Red Time (s) Lost Time Adjust (s) Total Lost Time (s) Lead/Lag Lead Lag Lead Lag Lead-Lag Optimize? Yes Yes Yes Yes Vehicle Extension (s) Recall Mode None None None None None Max None Max Act Effct Green (s) Actuated g/c Ratio v/c Ratio Control Delay Queue Delay Total Delay LOS D A D A C C A D B Approach Delay Approach LOS C B C C Intersection Summary Area Type: Other Cycle Length: 75 Actuated Cycle Length: 72.8 Natural Cycle: 75 Control Type: Semi Act-Uncoord Maximum v/c Ratio: 0.91 Intersection Signal Delay: 23.9 Intersection Capacity Utilization 69.2% Analysis Period (min) 15 Intersection LOS: C ICU Level of Service C Splits and Phases: 9: West Bound Tollgate & US Rt No-Build

52 Pettengill Rd. / Airport Access Rd. 12/14/ : East Bound Ramp & US Rt.3 Page 1 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (vph) Ideal Flow (vphpl) Storage Length (ft) Storage Lanes Taper Length (ft) Lane Util. Factor Frt Flt Protected Satd. Flow (prot) Flt Permitted Satd. Flow (perm) Right Turn on Red Yes Yes Yes Yes Satd. Flow (RTOR) 24 Link Speed (mph) Link Distance (ft) Travel Time (s) Peak Hour Factor Adj. Flow (vph) Shared Lane Traffic (%) 50% Lane Group Flow (vph) Enter Blocked Intersection No No No No No No No No No No No No Lane Alignment Left Left Right Left Left Right Left Left Right Left Left Right Median Width(ft) Link Offset(ft) Crosswalk Width(ft) Two way Left Turn Lane Headway Factor Turning Speed (mph) Number of Detectors Detector Template Leading Detector (ft) Trailing Detector (ft) Detector 1 Position(ft) Detector 1 Size(ft) Detector 1 Type Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Detector 1 Channel Detector 1 Extend (s) Detector 1 Queue (s) Detector 1 Delay (s) Turn Type Split Prot Free Prot Protected Phases Permitted Phases Free Detector Phase Switch Phase Minimum Initial (s) Minimum Split (s) Total Split (s) Total Split (%) 35.4% 35.4% 35.4% 0.0% 0.0% 0.0% 0.0% 47.7% 0.0% 16.9% 64.6% 0.0% 2025 Build

53 Pettengill Rd. / Airport Access Rd. 12/14/ : East Bound Ramp & US Rt.3 Page 2 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Maximum Green (s) Yellow Time (s) All-Red Time (s) Lost Time Adjust (s) Total Lost Time (s) Lead/Lag Lag Lead Lead-Lag Optimize? Yes Yes Vehicle Extension (s) Recall Mode None None None Max None Max Walk Time (s) Flash Dont Walk (s) Pedestrian Calls (#/hr) Act Effct Green (s) Actuated g/c Ratio v/c Ratio Control Delay Queue Delay Total Delay LOS C C E D D B Approach Delay Approach LOS D D B Intersection Summary Area Type: Other Cycle Length: 65 Actuated Cycle Length: 65 Natural Cycle: 75 Control Type: Actuated-Uncoordinated Maximum v/c Ratio: 0.99 Intersection Signal Delay: 30.3 Intersection Capacity Utilization 72.9% Analysis Period (min) 15 Intersection LOS: C ICU Level of Service C Splits and Phases: 11: East Bound Ramp & US Rt Build

54 Pettengill Rd. / Airport Access Rd. 12/14/ : East Bound Ramp & US Rt.3 Page 1 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (vph) Ideal Flow (vphpl) Storage Length (ft) Storage Lanes Taper Length (ft) Lane Util. Factor Frt Flt Protected Satd. Flow (prot) Flt Permitted Satd. Flow (perm) Right Turn on Red Yes Yes Yes Yes Satd. Flow (RTOR) 27 Link Speed (mph) Link Distance (ft) Travel Time (s) Peak Hour Factor Adj. Flow (vph) Shared Lane Traffic (%) 50% Lane Group Flow (vph) Enter Blocked Intersection No No No No No No No No No No No No Lane Alignment Left Left Right Left Left Right Left Left Right Left Left Right Median Width(ft) Link Offset(ft) Crosswalk Width(ft) Two way Left Turn Lane Headway Factor Turning Speed (mph) Number of Detectors Detector Template Leading Detector (ft) Trailing Detector (ft) Detector 1 Position(ft) Detector 1 Size(ft) Detector 1 Type Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Detector 1 Channel Detector 1 Extend (s) Detector 1 Queue (s) Detector 1 Delay (s) Turn Type Split Prot Free Prot Protected Phases Permitted Phases Free Detector Phase Switch Phase Minimum Initial (s) Minimum Split (s) Total Split (s) Total Split (%) 35.4% 35.4% 35.4% 0.0% 0.0% 0.0% 0.0% 47.7% 0.0% 16.9% 64.6% 0.0% 2025 No-Build

55 Pettengill Rd. / Airport Access Rd. 12/14/ : East Bound Ramp & US Rt.3 Page 2 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Maximum Green (s) Yellow Time (s) All-Red Time (s) Lost Time Adjust (s) Total Lost Time (s) Lead/Lag Lag Lead Lead-Lag Optimize? Yes Yes Vehicle Extension (s) Recall Mode None None None Max None Max Walk Time (s) Flash Dont Walk (s) Pedestrian Calls (#/hr) Act Effct Green (s) Actuated g/c Ratio v/c Ratio Control Delay Queue Delay Total Delay LOS C C D D C B Approach Delay Approach LOS D D B Intersection Summary Area Type: Other Cycle Length: 65 Actuated Cycle Length: 65 Natural Cycle: 80 Control Type: Actuated-Uncoordinated Maximum v/c Ratio: 0.99 Intersection Signal Delay: 29.8 Intersection Capacity Utilization 71.6% Analysis Period (min) 15 Intersection LOS: C ICU Level of Service C Splits and Phases: 11: East Bound Ramp & US Rt No-Build

56 APPENDIX C SYNCHRO INTERSECTION ANALYSIS RESULTS- MANCHESTER

57 HCM Unsignalized Intersection Capacity Analysis 1: Winston St & Brown Ave NB 3/7/2011 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (veh/h) Sign Control Stop Stop Free Free Grade 0% 0% 0% 0% Peak Hour Factor Hourly flow rate (vph) Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft) 562 px, platoon unblocked vc, conflicting volume vc1, stage 1 conf vol vc2, stage 2 conf vol vcu, unblocked vol tc, single (s) tc, 2 stage (s) tf (s) p0 queue free % cm capacity (veh/h) Direction, Lane # WB 1 NB 1 NB 2 SB 1 SB 2 Volume Total Volume Left Volume Right csh Volume to Capacity Queue Length 95th (ft) Err Control Delay (s) Err Lane LOS F A A Approach Delay (s) Err Approach LOS F Intersection Summary Average Delay 82.3 Intersection Capacity Utilization 82.6% ICU Level of Service E Analysis Period (min) 15 Baseline Synchro 7 - Report Page 1

58 HCM Unsignalized Intersection Capacity Analysis 1: Winston St & Brown Ave 3/7/2011 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (veh/h) Sign Control Stop Stop Free Free Grade 0% 0% 0% 0% Peak Hour Factor Hourly flow rate (vph) Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft) 562 px, platoon unblocked vc, conflicting volume vc1, stage 1 conf vol vc2, stage 2 conf vol vcu, unblocked vol tc, single (s) tc, 2 stage (s) tf (s) p0 queue free % cm capacity (veh/h) Direction, Lane # WB 1 NB 1 NB 2 SB 1 SB 2 Volume Total Volume Left Volume Right csh Volume to Capacity Queue Length 95th (ft) Err Control Delay (s) Err Lane LOS F A A Approach Delay (s) Err Approach LOS F Intersection Summary Average Delay 74.0 Intersection Capacity Utilization 92.0% ICU Level of Service F Analysis Period (min) 15 Baseline Synchro 7 - Report Page 1

59 Lanes, Volumes, Timings 16: Raymond St & Brown Ave NB 3/7/2011 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (vph) Ideal Flow (vphpl) Storage Length (ft) Storage Lanes Taper Length (ft) Lane Util. Factor Frt Flt Protected Satd. Flow (prot) Flt Permitted Satd. Flow (perm) Right Turn on Red Yes Yes Yes Yes Satd. Flow (RTOR) Link Speed (mph) Link Distance (ft) Travel Time (s) Peak Hour Factor Heavy Vehicles (%) 7% 0% 13% 0% 0% 1% 2% 2% 2% 0% 3% 0% Adj. Flow (vph) Shared Lane Traffic (%) Lane Group Flow (vph) Enter Blocked Intersection No No No No No No No No No No No No Lane Alignment Left Left Right Left Left Right Left Left Right Left Left Right Median Width(ft) Link Offset(ft) Crosswalk Width(ft) Two way Left Turn Lane Headway Factor Turning Speed (mph) Number of Detectors Detector Template Leading Detector (ft) Trailing Detector (ft) Detector 1 Position(ft) Detector 1 Size(ft) Detector 1 Type Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Detector 1 Channel Detector 1 Extend (s) Detector 1 Queue (s) Detector 1 Delay (s) Turn Type Perm Perm pm+pt Perm Protected Phases Permitted Phases Detector Phase Switch Phase Minimum Initial (s) Minimum Split (s) Total Split (s) Baseline Synchro 7 - Report Page 1

60 Lanes, Volumes, Timings 16: Raymond St & Brown Ave NB 3/7/2011 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Total Split (%) 29.2% 29.2% 0.0% 29.2% 29.2% 0.0% 8.3% 70.8% 0.0% 62.5% 62.5% 0.0% Maximum Green (s) Yellow Time (s) All-Red Time (s) Lost Time Adjust (s) Total Lost Time (s) Lead/Lag Lead Lag Lag Lead-Lag Optimize? Yes Yes Yes Vehicle Extension (s) Recall Mode None None None None None Max Max Max Act Effct Green (s) Actuated g/c Ratio v/c Ratio dl Control Delay Queue Delay Total Delay LOS F B D C F Approach Delay Approach LOS F D C F Intersection Summary Area Type: Other Cycle Length: 120 Actuated Cycle Length: 120 Natural Cycle: 120 Control Type: Actuated-Uncoordinated Maximum v/c Ratio: 1.40 Intersection Signal Delay: 89.6 Intersection LOS: F Intersection Capacity Utilization 121.9% ICU Level of Service H Analysis Period (min) 15 dl Defacto Left Lane. Recode with 1 though lane as a left lane. Splits and Phases: 16: Raymond St & Brown Ave NB Baseline Synchro 7 - Report Page 2

61 Lanes, Volumes, Timings 16: Raymond St & Brown Ave 3/7/2011 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (vph) Ideal Flow (vphpl) Storage Length (ft) Storage Lanes Taper Length (ft) Lane Util. Factor Frt Flt Protected Satd. Flow (prot) Flt Permitted Satd. Flow (perm) Right Turn on Red Yes Yes Yes Yes Satd. Flow (RTOR) Link Speed (mph) Link Distance (ft) Travel Time (s) Peak Hour Factor Heavy Vehicles (%) 7% 0% 13% 0% 0% 1% 2% 2% 2% 0% 3% 0% Adj. Flow (vph) Shared Lane Traffic (%) Lane Group Flow (vph) Enter Blocked Intersection No No No No No No No No No No No No Lane Alignment Left Left Right Left Left Right Left Left Right Left Left Right Median Width(ft) Link Offset(ft) Crosswalk Width(ft) Two way Left Turn Lane Headway Factor Turning Speed (mph) Number of Detectors Detector Template Leading Detector (ft) Trailing Detector (ft) Detector 1 Position(ft) Detector 1 Size(ft) Detector 1 Type Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Detector 1 Channel Detector 1 Extend (s) Detector 1 Queue (s) Detector 1 Delay (s) Turn Type Perm Perm pm+pt Perm Protected Phases Permitted Phases Detector Phase Switch Phase Minimum Initial (s) Minimum Split (s) Total Split (s) Baseline Synchro 7 - Report Page 1

62 Lanes, Volumes, Timings 16: Raymond St & Brown Ave 3/7/2011 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Total Split (%) 27.5% 27.5% 0.0% 27.5% 27.5% 0.0% 8.3% 72.5% 0.0% 64.2% 64.2% 0.0% Maximum Green (s) Yellow Time (s) All-Red Time (s) Lost Time Adjust (s) Total Lost Time (s) Lead/Lag Lead Lag Lag Lead-Lag Optimize? Yes Yes Yes Vehicle Extension (s) Recall Mode None None None None None Max Max Max Act Effct Green (s) Actuated g/c Ratio v/c Ratio Control Delay Queue Delay Total Delay LOS F B D D F Approach Delay Approach LOS F D D F Intersection Summary Area Type: Other Cycle Length: 120 Actuated Cycle Length: 120 Natural Cycle: 120 Control Type: Actuated-Uncoordinated Maximum v/c Ratio: 1.51 Intersection Signal Delay: Intersection Capacity Utilization 135.2% Analysis Period (min) 15 Intersection LOS: F ICU Level of Service H Splits and Phases: 16: Raymond St & Brown Ave Baseline Synchro 7 - Report Page 2

63 Lanes, Volumes, Timings 18: Goffs Falls RD & Brown Ave NB 3/7/2011 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (vph) Ideal Flow (vphpl) Storage Length (ft) Storage Lanes Taper Length (ft) Lane Util. Factor Frt Flt Protected Satd. Flow (prot) Flt Permitted Satd. Flow (perm) Right Turn on Red Yes Yes Yes Yes Satd. Flow (RTOR) Link Speed (mph) Link Distance (ft) Travel Time (s) Peak Hour Factor Adj. Flow (vph) Shared Lane Traffic (%) Lane Group Flow (vph) Enter Blocked Intersection No No No No No No No No No No No No Lane Alignment Left Left Right Left Left Right Left Left Right Left Left Right Median Width(ft) Link Offset(ft) Crosswalk Width(ft) Two way Left Turn Lane Headway Factor Turning Speed (mph) Number of Detectors Detector Template Leading Detector (ft) Trailing Detector (ft) Detector 1 Position(ft) Detector 1 Size(ft) Detector 1 Type Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Detector 1 Channel Detector 1 Extend (s) Detector 1 Queue (s) Detector 1 Delay (s) Turn Type Perm Perm Perm Perm Prot Protected Phases Permitted Phases Detector Phase Switch Phase Minimum Initial (s) Minimum Split (s) Total Split (s) Total Split (%) 28.9% 28.9% 0.0% 28.9% 28.9% 28.9% 52.2% 52.2% 0.0% 18.9% 71.1% 0.0% Baseline Synchro 7 - Report Page 1

64 Lanes, Volumes, Timings 18: Goffs Falls RD & Brown Ave NB 3/7/2011 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Maximum Green (s) Yellow Time (s) All-Red Time (s) Lost Time Adjust (s) Total Lost Time (s) Lead/Lag Lag Lag Lead Lead-Lag Optimize? Yes Yes Yes Vehicle Extension (s) Recall Mode None None None None None None None Max Max Act Effct Green (s) Actuated g/c Ratio v/c Ratio Control Delay Queue Delay Total Delay LOS C E A B C E A Approach Delay Approach LOS C D C B Intersection Summary Area Type: Other Cycle Length: 90 Actuated Cycle Length: 89.3 Natural Cycle: 70 Control Type: Semi Act-Uncoord Maximum v/c Ratio: 0.90 Intersection Signal Delay: 25.8 Intersection Capacity Utilization 81.9% Analysis Period (min) 15 Intersection LOS: C ICU Level of Service D Splits and Phases: 18: Goffs Falls RD & Brown Ave NB Baseline Synchro 7 - Report Page 2

65 Lanes, Volumes, Timings 18: Goffs Falls RD & Brown Ave 3!7J20~ ~..I' f - "- "'\ t I" '. ~..; Lfi~;tttale::q1};'\~:~~"J:l";t;:~~ S0::~~:~::~:,Eat:'.,;EB:r:.'~';EBR. 'WBtt:,,;ziINBl', '~".wari i~8c; ;:':!liar,:}; J\ISR:;:,:; ;se!c';; :,sat :;csbr LaneConfiguraoons 4- +t r lj +.. lj +.. Volume (vph) Ideal Flow (vphpl) Storage Length (ft) a Storage Lanes a 1 0 Taper Length (ft) Lane Utii Faclor , Fa FH P:o:ected Satd. Flow (prot) Fit Permitted Satd. Flow (perm) Rgh! Tern on Red Yes Yes Yes Yes Satd. Flow (RTOR) link Speed (mph) lick Distance (ft) Trave, Time (s) Peak Hour Factor Adj. Flow (vph) Shared Lane Traffic (%) Lane Group Flow (vph) L, e." 1535 a Enter Blocked Intersection No No No No No No No No No No No No Lane Alignment Left left Right Left left Right Left Left Right Left Left Right Median Width(ft) Link Oftset(ft) 0 0 a 0 Crosswalk Width(Jt) Two way Left Turn Lane Headway Factor too Turning Speed (mph) Number of Detectors Jetector Template Leading Detector (ft] Trailing Jetector (I:) a 0 a 0 0 Detector 1 Position(ft) Jetector 1 Size(ft) Detector 1 Type Cf+Ex CI+Ex CI+Ex CI+Ex CI+Ex Cf+Ex CI+b C+Ex CI+Ex Detector 1 Channel Detector 1 Extend (s) Jetector 1 Queue (s) Detector 1 Delay (s) Turn Type Perm Perm Perm Perrn Prot Protected Phases Perrmtied Phases Detector Phase Switch Phase Minimum Initial (s) Minimum Split (s) Total Split (s) Total Sp'r. ('I.) 24.2% 24.2% 0.0% 24.2% 24.2% 24.2% 59.2% 59.2% 0.0% 16.7% 75,8% Q,oc/" Baselne Synchro 7 - Report Page 1

66 Lanes, Volumes, Timings 18: Goffs Falls RD & Brown Ave - - t Yellow Time (s) 4D Ali-Red Time (s) 2.0 2,0 2, ,0 2,0 2,0 2,0 2,0 Lost Time Ad)Js! (s) ,0-2,0-2.0,2-2, ,0,2,0 Total Lost Time (s) 4.0 4,0 4,0 4, ,0 4,0 4, ,0 4,0 Lead/Lag Lag Lag Lead.ead-Lag Optimize? Yes Yes Yes Vehicle Extension (s) ,0 3,0 3, ,0 3,0 Recall Mode None None None None None None None Max Max Act Eifel Green (5) ,0 870 Actuated glc Ratio ,21 0,56 0,56 0, vic Ratio o ,54 0, , Control Delay O,' 19,2 12, ,2 Queue Delay 0,0 0, Total Delay , , LOS 0 F 3 B 0 F A Approach Delay 39, , Approach LOS D E 0 C Area Type: Other Cycle Length: 120 Actuated Cycle Length: 120 Natural Cycle: 100 Conlrol Type: Semi Act-Uncoord Maximum vic Ratio: 0,97 Intersection Signal Delay: 34.4 Intersection Capacity Utilization 91.4% Analysis Period (min) 15 Intersection LOS C ICU Level of Service F Baseline Synchro 7, Report Page 2

67 Lanes, Volumes, Timings 13: Brown Ave NB & Perimeter Rd 3/7/2011 Lane Group SEL SET SER NWL NWT NWR NEL NET NER SWL SWT SWR Lane Configurations Volume (vph) Ideal Flow (vphpl) Storage Length (ft) Storage Lanes Taper Length (ft) Lane Util. Factor Frt Flt Protected Satd. Flow (prot) Flt Permitted Satd. Flow (perm) Right Turn on Red Yes Yes Yes Yes Satd. Flow (RTOR) Link Speed (mph) Link Distance (ft) Travel Time (s) Peak Hour Factor Adj. Flow (vph) Shared Lane Traffic (%) Lane Group Flow (vph) Enter Blocked Intersection No No No No No No No No No No No No Lane Alignment Left Left Right Left Left Right Left Left Right Left Left Right Median Width(ft) Link Offset(ft) Crosswalk Width(ft) Two way Left Turn Lane Headway Factor Turning Speed (mph) Number of Detectors Detector Template Leading Detector (ft) Trailing Detector (ft) Detector 1 Position(ft) Detector 1 Size(ft) Detector 1 Type Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Detector 1 Channel Detector 1 Extend (s) Detector 1 Queue (s) Detector 1 Delay (s) Turn Type Prot Perm Prot Perm Prot Prot Perm Protected Phases Permitted Phases Detector Phase Switch Phase Minimum Initial (s) Minimum Split (s) Total Split (s) Total Split (%) 10.0% 53.3% 53.3% 8.9% 52.2% 52.2% 23.3% 24.4% 0.0% 13.3% 14.4% 14.4% Baseline Synchro 7 - Report Page 1

68 Lanes, Volumes, Timings 13: Brown Ave NB & Perimeter Rd 3/7/2011 Lane Group SEL SET SER NWL NWT NWR NEL NET NER SWL SWT SWR Maximum Green (s) Yellow Time (s) All-Red Time (s) Lost Time Adjust (s) Total Lost Time (s) Lead/Lag Lead Lag Lag Lead Lag Lag Lead Lag Lead Lag Lag Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Vehicle Extension (s) Recall Mode None C-Max C-Max None C-Max C-Max None None None None None Act Effct Green (s) Actuated g/c Ratio v/c Ratio Control Delay Queue Delay Total Delay LOS E B E F C A F C D D E Approach Delay Approach LOS D C F E Intersection Summary Area Type: Other Cycle Length: 90 Actuated Cycle Length: 90 Offset: 0 (0%), Referenced to phase 2:NWT and 6:SET, Start of Green Natural Cycle: 120 Control Type: Actuated-Coordinated Maximum v/c Ratio: 1.10 Intersection Signal Delay: 48.2 Intersection LOS: D Intersection Capacity Utilization 89.2% ICU Level of Service E Analysis Period (min) 15 Splits and Phases: 13: Brown Ave NB & Perimeter Rd Baseline Synchro 7 - Report Page 2

69 Lanes, Volumes, Timings 13: Brown Ave & Perimeter Rd 3/7/2011 Lane Group SEL SET SER NWL NWT NWR NEL NET NER SWL SWT SWR Lane Configurations Volume (vph) Ideal Flow (vphpl) Storage Length (ft) Storage Lanes Taper Length (ft) Lane Util. Factor Frt Flt Protected Satd. Flow (prot) Flt Permitted Satd. Flow (perm) Right Turn on Red Yes Yes Yes Yes Satd. Flow (RTOR) Link Speed (mph) Link Distance (ft) Travel Time (s) Peak Hour Factor Adj. Flow (vph) Shared Lane Traffic (%) Lane Group Flow (vph) Enter Blocked Intersection No No No No No No No No No No No No Lane Alignment Left Left Right Left Left Right Left Left Right Left Left Right Median Width(ft) Link Offset(ft) Crosswalk Width(ft) Two way Left Turn Lane Headway Factor Turning Speed (mph) Number of Detectors Detector Template Leading Detector (ft) Trailing Detector (ft) Detector 1 Position(ft) Detector 1 Size(ft) Detector 1 Type Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Detector 1 Channel Detector 1 Extend (s) Detector 1 Queue (s) Detector 1 Delay (s) Turn Type Prot Perm Prot Perm Prot Prot Perm Protected Phases Permitted Phases Detector Phase Switch Phase Minimum Initial (s) Minimum Split (s) Total Split (s) Total Split (%) 8.9% 53.3% 53.3% 8.9% 53.3% 53.3% 23.3% 24.4% 0.0% 13.3% 14.4% 14.4% Baseline Synchro 7 - Report Page 1

70 Lanes, Volumes, Timings 13: Brown Ave & Perimeter Rd 3/7/2011 Lane Group SEL SET SER NWL NWT NWR NEL NET NER SWL SWT SWR Maximum Green (s) Yellow Time (s) All-Red Time (s) Lost Time Adjust (s) Total Lost Time (s) Lead/Lag Lead Lag Lag Lead Lag Lag Lead Lag Lead Lag Lag Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Vehicle Extension (s) Recall Mode None C-Max C-Max None C-Max C-Max None None None None None Act Effct Green (s) Actuated g/c Ratio v/c Ratio Control Delay Queue Delay Total Delay LOS F B E F C A F C D D F Approach Delay Approach LOS D C F E Intersection Summary Area Type: Other Cycle Length: 90 Actuated Cycle Length: 90 Offset: 0 (0%), Referenced to phase 2:NWT and 6:SET, Start of Green Natural Cycle: 120 Control Type: Actuated-Coordinated Maximum v/c Ratio: 1.10 Intersection Signal Delay: 49.5 Intersection LOS: D Intersection Capacity Utilization 89.2% ICU Level of Service E Analysis Period (min) 15 Splits and Phases: 13: Brown Ave & Perimeter Rd Baseline Synchro 7 - Report Page 2

71 APPENDIX D SYNCHRO INTERSECTION ANALYSIS RESULTS- LONDONDERRY

72 Pettengill Rd. / Airport Access Rd. 12/14/2010 1: S. Perimeter Rd & Airport Access Road Page 1 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (vph) Ideal Flow (vphpl) Storage Length (ft) Storage Lanes Taper Length (ft) Lane Util. Factor Frt Flt Protected Satd. Flow (prot) Flt Permitted Satd. Flow (perm) Right Turn on Red Yes Yes Yes Yes Satd. Flow (RTOR) Link Speed (mph) Link Distance (ft) Travel Time (s) Peak Hour Factor Adj. Flow (vph) Shared Lane Traffic (%) Lane Group Flow (vph) Enter Blocked Intersection No No No No No No No No No No No No Lane Alignment Left Left Right Left Left Right Left Left Right Left Left Right Median Width(ft) Link Offset(ft) Crosswalk Width(ft) Two way Left Turn Lane Headway Factor Turning Speed (mph) Number of Detectors Detector Template Leading Detector (ft) Trailing Detector (ft) Detector 1 Position(ft) Detector 1 Size(ft) Detector 1 Type Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Detector 1 Channel Detector 1 Extend (s) Detector 1 Queue (s) Detector 1 Delay (s) Turn Type Perm Free pm+pt Prot Free Prot Protected Phases Permitted Phases 4 Free 8 Free Detector Phase Switch Phase Minimum Initial (s) Minimum Split (s) Total Split (s) Total Split (%) 20.0% 20.0% 0.0% 20.0% 40.0% 0.0% 20.0% 40.0% 0.0% 20.0% 40.0% 0.0% 2025 Build

73 Pettengill Rd. / Airport Access Rd. 12/14/2010 1: S. Perimeter Rd & Airport Access Road Page 2 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Maximum Green (s) Yellow Time (s) All-Red Time (s) Lost Time Adjust (s) Total Lost Time (s) Lead/Lag Lag Lag Lead Lead Lag Lead Lag Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Vehicle Extension (s) Recall Mode None None None None None Min None Min Act Effct Green (s) Actuated g/c Ratio v/c Ratio Control Delay Queue Delay Total Delay LOS B A C A B B A B A Approach Delay Approach LOS B B B A Intersection Summary Area Type: Other Cycle Length: 55 Actuated Cycle Length: 38.2 Natural Cycle: 55 Control Type: Actuated-Uncoordinated Maximum v/c Ratio: 0.71 Intersection Signal Delay: 11.8 Intersection Capacity Utilization 57.9% Analysis Period (min) 15 Intersection LOS: B ICU Level of Service B Splits and Phases: 1: S. Perimeter Rd & Airport Access Road 2025 Build

74 Pettengill Rd. / Airport Access Rd. 12/14/2010 6: Pettengill Rd EXT & Airport Access Road Page 1 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (vph) Ideal Flow (vphpl) Storage Length (ft) Storage Lanes Taper Length (ft) Lane Util. Factor Frt Flt Protected Satd. Flow (prot) Flt Permitted Satd. Flow (perm) Right Turn on Red Yes Yes Yes Yes Satd. Flow (RTOR) Link Speed (mph) Link Distance (ft) Travel Time (s) Peak Hour Factor Adj. Flow (vph) Shared Lane Traffic (%) Lane Group Flow (vph) Enter Blocked Intersection No No No No No No No No No No No No Lane Alignment Left Left Right Left Left Right Left Left Right Left Left Right Median Width(ft) Link Offset(ft) Crosswalk Width(ft) Two way Left Turn Lane Headway Factor Turning Speed (mph) Number of Detectors Detector Template Leading Detector (ft) Trailing Detector (ft) Detector 1 Position(ft) Detector 1 Size(ft) Detector 1 Type Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Detector 1 Channel Detector 1 Extend (s) Detector 1 Queue (s) Detector 1 Delay (s) Turn Type pm+pt Free pm+pt Free pm+pt Free pm+pt Free Protected Phases Permitted Phases 4 Free 8 Free 2 Free 6 Free Detector Phase Switch Phase Minimum Initial (s) Minimum Split (s) Total Split (s) Total Split (%) 6.7% 10.7% 0.0% 46.0% 50.0% 0.0% 22.0% 34.7% 0.0% 8.7% 21.3% 0.0% 2025 Build

75 Pettengill Rd. / Airport Access Rd. 12/14/2010 6: Pettengill Rd EXT & Airport Access Road Page 2 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Maximum Green (s) Yellow Time (s) All-Red Time (s) Lost Time Adjust (s) Total Lost Time (s) Lead/Lag Lead Lag Lead Lag Lead Lag Lead Lag Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Vehicle Extension (s) Recall Mode None None None None None Min None Min Act Effct Green (s) Actuated g/c Ratio v/c Ratio Control Delay Queue Delay Total Delay LOS C F A F C A F D A D F A Approach Delay Approach LOS C E D E Intersection Summary Area Type: Other Cycle Length: 150 Actuated Cycle Length: 150 Natural Cycle: 150 Control Type: Actuated-Uncoordinated Maximum v/c Ratio: 1.15 Intersection Signal Delay: 58.2 Intersection Capacity Utilization 106.0% Analysis Period (min) 15 Intersection LOS: E ICU Level of Service G Splits and Phases: 6: Pettengill Rd EXT & Airport Access Road 2025 Build

76 Pettengill Rd. / Airport Access Rd. 12/14/2010 7: Pettengill Rd & North Cul-De-Sac Rd Page 1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (veh/h) Sign Control Free Free Stop Stop Grade 0% 0% 0% 0% Peak Hour Factor Hourly flow rate (vph) Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft) px, platoon unblocked vc, conflicting volume vc1, stage 1 conf vol vc2, stage 2 conf vol vcu, unblocked vol tc, single (s) tc, 2 stage (s) tf (s) p0 queue free % cm capacity (veh/h) Direction, Lane # EB 1 EB 2 EB 3 EB 4 WB 1 WB 2 WB 3 NB 1 NB 2 NB 3 SB 1 SB 2 Volume Total Volume Left Volume Right csh Volume to Capacity Err Err Err Err Err Queue Length 95th (ft) Err Err Err Err Err Control Delay (s) Err Err Err Err Err Lane LOS B F F F F F F Approach Delay (s) Err Err Approach LOS F F Intersection Summary Average Delay Err Intersection Capacity Utilization 100.6% ICU Level of Service G Analysis Period (min) Build HCM Unsignalized Intersection Capacity Analysis

77 Pettengill Rd. / Airport Access Rd. 12/14/2010 8: Pettengill Rd & Industrial Drive Page 1 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (vph) Ideal Flow (vphpl) Storage Length (ft) Storage Lanes Taper Length (ft) Lane Util. Factor Frt Flt Protected Satd. Flow (prot) Flt Permitted Satd. Flow (perm) Right Turn on Red Yes Yes Yes Yes Satd. Flow (RTOR) Link Speed (mph) Link Distance (ft) Travel Time (s) Peak Hour Factor Adj. Flow (vph) Shared Lane Traffic (%) Lane Group Flow (vph) Enter Blocked Intersection No No No No No No No No No No No No Lane Alignment Left Left Right Left Left Right Left Left Right Left Left Right Median Width(ft) Link Offset(ft) Crosswalk Width(ft) Two way Left Turn Lane Headway Factor Turning Speed (mph) Number of Detectors Detector Template Leading Detector (ft) Trailing Detector (ft) Detector 1 Position(ft) Detector 1 Size(ft) Detector 1 Type Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Detector 1 Channel Detector 1 Extend (s) Detector 1 Queue (s) Detector 1 Delay (s) Turn Type Prot Prot custom Perm custom Prot custom Protected Phases Permitted Phases Detector Phase Switch Phase Minimum Initial (s) Minimum Split (s) Total Split (s) Total Split (%) 10.0% 51.0% 0.0% 10.0% 51.0% 68.0% 22.0% 22.0% 32.0% 17.0% 39.0% 49.0% 2025 Build

78 Pettengill Rd. / Airport Access Rd. 12/14/2010 8: Pettengill Rd & Industrial Drive Page 2 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Maximum Green (s) Yellow Time (s) All-Red Time (s) Lost Time Adjust (s) Total Lost Time (s) Lead/Lag Lead Lag Lead Lag Lag Lag Lead Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Vehicle Extension (s) Recall Mode None None None None Min Min None Max Act Effct Green (s) Actuated g/c Ratio v/c Ratio Control Delay Queue Delay Total Delay LOS E E E C A C F F C B Approach Delay Approach LOS E C F E Intersection Summary Area Type: Other Cycle Length: 100 Actuated Cycle Length: 100 Natural Cycle: 100 Control Type: Actuated-Uncoordinated Maximum v/c Ratio: 1.04 Intersection Signal Delay: 50.1 Intersection Capacity Utilization 93.0% Analysis Period (min) 15 Intersection LOS: D ICU Level of Service F Splits and Phases: 8: Pettengill Rd & Industrial Drive 2025 Build

79 Pettengill Rd. / Airport Access Rd. 12/14/ : Pettengill Rd & Harvey Rd Page 1 Lane Group EBT EBR WBL WBT NWL NWR Lane Configurations Volume (vph) Ideal Flow (vphpl) Storage Length (ft) Storage Lanes Taper Length (ft) Lane Util. Factor Frt Flt Protected Satd. Flow (prot) Flt Permitted Satd. Flow (perm) Right Turn on Red Yes Yes Satd. Flow (RTOR) Link Speed (mph) Link Distance (ft) Travel Time (s) Peak Hour Factor Adj. Flow (vph) Shared Lane Traffic (%) Lane Group Flow (vph) Enter Blocked Intersection No No No No No No Lane Alignment Left Right Left Left Left Right Median Width(ft) Link Offset(ft) Crosswalk Width(ft) Two way Left Turn Lane Headway Factor Turning Speed (mph) Number of Detectors Detector Template Leading Detector (ft) Trailing Detector (ft) Detector 1 Position(ft) Detector 1 Size(ft) Detector 1 Type Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Detector 1 Channel Detector 1 Extend (s) Detector 1 Queue (s) Detector 1 Delay (s) Turn Type Prot Perm Protected Phases Permitted Phases Detector Phase Switch Phase Minimum Initial (s) Minimum Split (s) Total Split (s) Total Split (%) 74.3% 0.0% 8.6% 82.9% 17.1% 17.1% 2025 Build

80 Pettengill Rd. / Airport Access Rd. 12/14/ : Pettengill Rd & Harvey Rd Page 2 Lane Group EBT EBR WBL WBT NWL NWR Maximum Green (s) Yellow Time (s) All-Red Time (s) Lost Time Adjust (s) Total Lost Time (s) Lead/Lag Lag Lead Lead-Lag Optimize? Yes Yes Vehicle Extension (s) Recall Mode None None None None None Act Effct Green (s) Actuated g/c Ratio v/c Ratio Control Delay Queue Delay Total Delay LOS F F E F D Approach Delay Approach LOS F E F Intersection Summary Area Type: Other Cycle Length: 140 Actuated Cycle Length: 140 Natural Cycle: 140 Control Type: Actuated-Uncoordinated Maximum v/c Ratio: 1.95 Intersection Signal Delay: Intersection Capacity Utilization 147.0% Analysis Period (min) 15 Intersection LOS: F ICU Level of Service H Splits and Phases: 13: Pettengill Rd & Harvey Rd 2025 Build

81 Pettengill Rd. / Airport Access Rd. 12/14/ : Webster Road & Grenier field Rd Page 1 Lane Group EBL EBR SET SER NWL NWT Lane Configurations Volume (vph) Ideal Flow (vphpl) Storage Length (ft) Storage Lanes Taper Length (ft) Lane Util. Factor Frt Flt Protected Satd. Flow (prot) Flt Permitted Satd. Flow (perm) Right Turn on Red Yes Yes Satd. Flow (RTOR) 34 Link Speed (mph) Link Distance (ft) Travel Time (s) Peak Hour Factor Adj. Flow (vph) Shared Lane Traffic (%) Lane Group Flow (vph) Enter Blocked Intersection No No No No No No Lane Alignment Left Right Left Right Left Left Median Width(ft) Link Offset(ft) Crosswalk Width(ft) Two way Left Turn Lane Headway Factor Turning Speed (mph) Number of Detectors Detector Template Leading Detector (ft) Trailing Detector (ft) Detector 1 Position(ft) Detector 1 Size(ft) Detector 1 Type Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Detector 1 Channel Detector 1 Extend (s) Detector 1 Queue (s) Detector 1 Delay (s) Turn Type custom pm+pt Protected Phases Permitted Phases Detector Phase Switch Phase Minimum Initial (s) Minimum Split (s) Total Split (s) Total Split (%) 52.9% 90.0% 10.0% 0.0% 37.1% 47.1% 2025 Build

82 Pettengill Rd. / Airport Access Rd. 12/14/ : Webster Road & Grenier field Rd Page 2 Lane Group EBL EBR SET SER NWL NWT Maximum Green (s) Yellow Time (s) All-Red Time (s) Lost Time Adjust (s) Total Lost Time (s) Lead/Lag Lag Lead Lead-Lag Optimize? Yes Yes Vehicle Extension (s) Recall Mode None C-Max None C-Max Act Effct Green (s) Actuated g/c Ratio v/c Ratio Control Delay Queue Delay Total Delay LOS F F F F C Approach Delay Approach LOS F F F Intersection Summary Area Type: Other Cycle Length: 140 Actuated Cycle Length: 140 Offset: 0 (0%), Referenced to phase 2:NWTL and 6:SET, Start of Green Natural Cycle: 140 Control Type: Actuated-Coordinated Maximum v/c Ratio: 2.57 Intersection Signal Delay: Intersection LOS: F Intersection Capacity Utilization 115.0% ICU Level of Service H Analysis Period (min) 15 Splits and Phases: 17: Webster Road & Grenier field Rd 2025 Build

83 Pettengill Rd. / Airport Access Rd. 12/14/ : Page Rd & Rockingham Rd Page 1 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (vph) Ideal Flow (vphpl) Storage Length (ft) Storage Lanes Taper Length (ft) Lane Util. Factor Frt Flt Protected Satd. Flow (prot) Flt Permitted Satd. Flow (perm) Right Turn on Red Yes Yes Yes Yes Satd. Flow (RTOR) Link Speed (mph) Link Distance (ft) Travel Time (s) Peak Hour Factor Adj. Flow (vph) Shared Lane Traffic (%) Lane Group Flow (vph) Enter Blocked Intersection No No No No No No No No No No No No Lane Alignment Left Left Right Left Left Right Left Left Right Left Left Right Median Width(ft) Link Offset(ft) Crosswalk Width(ft) Two way Left Turn Lane Headway Factor Turning Speed (mph) Number of Detectors Detector Template Leading Detector (ft) Trailing Detector (ft) Detector 1 Position(ft) Detector 1 Size(ft) Detector 1 Type Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Detector 1 Channel Detector 1 Extend (s) Detector 1 Queue (s) Detector 1 Delay (s) Turn Type Perm custom Perm Prot Perm Prot Perm Protected Phases Permitted Phases Detector Phase Switch Phase Minimum Initial (s) Minimum Split (s) Total Split (s) Total Split (%) 24.7% 24.7% 60.0% 24.7% 24.7% 0.0% 35.3% 66.7% 66.7% 8.7% 40.0% 40.0% 2025 Build

84 Pettengill Rd. / Airport Access Rd. 12/14/ : Page Rd & Rockingham Rd Page 2 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Maximum Green (s) Yellow Time (s) All-Red Time (s) Lost Time Adjust (s) Total Lost Time (s) Lead/Lag Lead Lag Lag Lead Lag Lag Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Vehicle Extension (s) Recall Mode None None None None None Min Min None Min Min Act Effct Green (s) Actuated g/c Ratio v/c Ratio Control Delay Queue Delay Total Delay LOS F F F F B A E F A Approach Delay Approach LOS F F F F Intersection Summary Area Type: Other Cycle Length: 150 Actuated Cycle Length: 150 Natural Cycle: 150 Control Type: Actuated-Uncoordinated Maximum v/c Ratio: 1.72 Intersection Signal Delay: Intersection Capacity Utilization 151.4% Analysis Period (min) 15 Intersection LOS: F ICU Level of Service H Splits and Phases: 20: Page Rd & Rockingham Rd 2025 Build

85 APPENDIX E MEETING MATERIALS 37

86 ATTENDEES: Pam Goucher Manchester Walter Warren Merrimack Nancy Larson Merrimack Rick Sawyer Bedford Tim Roache - NRPC David Preece SNHPC Tim White- SNHPC Jack Munn - SNHPC Minutes Pettingill Road/Airport Access Road Land Use/Transportation Plan July 7, Dubuque Street Manchester, New Hampshire Tim White reviewed the draft scope, noting that the first task will essential for developing the extent of the study area and giving the communities an opportunity to ensure that the work is suited to each community. He added that those present will form the core of the Study Area Advisory Committee that will monitor work progress. Coordination between the NRPC and SNHPC will also be important for developing the extent of the study area, the division of responsibilities as well as for the data collection task. Rick Sawyer noted that the focus of the study for Bedford will be the U.S. 3 corridor from the new malls to the Merrimack town line and it was noted that a significant portion of work has already been done in this area. Pam Goucher added that the focus for Manchester will likely be the southern portion of the city near the Airport with a focus on Brown Avenue. Walter Warren and Tim Roache noted that the NRPC and the Town of Merrimack have already developed a great deal of information including land use projections, a build-out scenario and traffic modeling for the U.S. 3 corridor in the town. The discussion of the draft scope continued, with Tim White noting that during Task 3 the nobuild and build traffic volumes for the study area will be developed and reviewed by the Study Advisory Committee. The later portions of the study will include quantifying the impact of trips to and from the study area communities and the Pettingill Road/Manchester Airport Access Road area and documenting the results of the study. It was noted that, because of the scope of the study, references to Pettingill Road and the Airport Access Road could be considered to be somewhat misleading and a discussion tool place about a more suitable name for the project. The following next steps were agreed upon: 1. It was noted by Jack Munn that the land use inventory has been completed through the CTAP. 1. Jack Munn noted that the current CTAP Build-Out analysis will have to be customized for use in this project and that it would need to be fine tuned with input from each community, including scenario development. 1

87 2. Communities will submit information on the extent of the study area (i.e. corridors, intersection, etc.) to be included as well as any other relevant information such as buildout scenarios, traffic impact studies or development proposals. This information will be submitted to the SNHPC/NRPC by July 21 st. The information on the study area will be developed into a summary map by the SNHPC. 3. Tim White will contact the Manchester Highway Department and the NHDOT for the names of representatives to serve on the study Advisory Committee. 2

88 CTAP - Pettengill Road/Airport Access Road Transportation/Land Use Study Southern New Hampshire Planning Commission SNHPC Meeting February 23, 2010 CTAP Pettengill Road/Airport Access Road Transportation/Land Use Study Project Purpose 1) identify the transportation and land-use related impacts of increased access 2) additional planned/proposed development - traffic in excess of the anticipated capacity of selected principal elements of the study area roadway network. Project Methodology 1) land use inventory 2) build-out analysis and 3) traffic evaluation. Londonderry, Manchester, Bedford and Litchfield, Merrimack Pettengill Road/AAR Land Use/Transportation Study Land Development/Trip Generation Assumptions Sector Daily Trips AM Trips PM Trips Western Gross Total 40,470 3,184 4,005 Internal Total 10, Net Total 30,054 3,162 3,337 Eastern Gross Total 23,102 2,684 2,368 Internal Total Net Total 22,195 2,682 2,304 Central Gross Total 1, Internal Total Net Total 1, Grand Totals Gross Total 64,842 6,027 6,508 Internal Total 11, Net Total 53,519 6,003 5,776 Western Sector - approximately 700 acres including hotel/convention center, educational, retail, office and light industrial developments Eastern Sector - including educational, office, and mixed-use developments Central Sector - light industrial development 1

89 CTAP Pettengill Road/Airport Access Road Transportation/Land Use Study Analysis Methodology: Development of Study Area Volumes Analysis Corridors Pettengill Road Study (Trip Distribution Based on Pettengill Road Study and Airport Access Road Design) NHDOT data Local Data 2025 No Build/Build (Bedford, Litchfield?, Merrimack?, Manchester Londonderry 2022 Build/2025 Build) CTAP Pettengill Road/Airport Access Road Transportation/Land Use Study Analysis Methodology: Traffic Analysis Intersection LOS SYNCHRO Signalized/Unsignalized No Build/Build Impact of Pettengill Road/Trips Arterial Analysis V/C Ratio Comparison HCM Impact of Pettengill Road/Trips NRPC? CTAP Pettengill Road/Airport Access Road Transportation/Land Use Study Analysis Methodology - Bedford: US 3 (South River Road) Hawthorne Drive North to Airport Access Road Interchange - 6 intersection locations and 4 arterial segments NHDOT Airport Access Road Design Bedford US 3 Corridor Study Future Assumptions Traffic Impact Studies Adjustments to Side Street Traffic Based on Changes Resulting from Airport Access Road 2025 No Build/Build Impacts of Approximately 150 Additional PM Peak Hour Trips Traveling through the US 3 Corridor CTAP Pettengill Road/Airport Access Road Transportation/Land Use Study Analysis Methodology - Manchester: Brown Avenue I-293 to Manchester Boston Regional Airport - 4 intersection locations (3 signalized and 1 unsignalized) and 4 arterial segments Input from City Planning Department and Traffic Impact Studies 2025 No Build/Build Impacts of Approximately 500 Additional PM Peak Hour Trips Traveling through the Brown Avenue Corridor 2

90 CTAP Pettengill Road/Airport Access Road Transportation/Land Use Study Analysis Methodology - Londonderry: Pettengill Road/Harvey Road/Grenier Field Road/Page Road 7 intersection locations (6 signalized and 1 unsignalized) and 3 arterial segments Input from Town Planning Department and Pettengill Road Study 2022 No Build (Pettengill Road Study)/2025 Build Impacts of Approximately 1,840 PM Peak Hour Trips Traveling through the Pettengill Road Corridor (approx. 970 greater than 2022 PM Peak Hour Pettengill Road Study) CTAP Pettengill Road/Airport Access Road Transportation/Land Use Study Analysis Methodology - Merrimack: Development of Study Area Volumes CTAP Pettengill Road/Airport Access Road Transportation/Land Use Study CTAP Pettengill Road/Airport Access Road Transportation/Land Use Study Analysis Methodology - Litchfield: Development of Study Area Volumes Observations/Conclusions/: Documentation of findings 3

91 CTAP Pettengill Road/Airport Access Road Transportation/Land Use Study Questions/Comments 4

92 ATTENDEES: Bruce Thomas Manchester Walter Warren Merrimack Nick Alexander NHDOT John Butler - NHDOT Rick Sawyer Bedford Ryan Friedman - NRPC Matt Caron SNHPC Tim White- SNHPC Mike Izbicki Bedford Skip Ashooh Manchester Jack Dowd - Derry Minutes Pettingill Road/Airport Access Road Land Use/Transportation Plan January 27, Dubuque Street Manchester, New Hampshire Following introductions, Tim White noted that, in response to the request of the Study Advisory Committee from the last meeting, NHDOT and Manchester Highway Department had been added to the Committee and were in attendance at the meeting. He then proceeded to review the purpose of the CTAP Collaborative Grant process and this specific study, noting the development of the study communities, the study area map created in response to a request from the last meeting and the study area corridors and analysis locations. Tim added that the final study methodology was still being developed through discussions with the communities. He added that because Londonderry and their consultant are currently finalizing an update to the Pettengill Road study, the methodology for that community will be determined through a review of that work. Tim then reviewed the study area corridors for each community and the specific analysis locations which will consist of intersections and adjacent arterial segments. A discussion then took place on specific matters relating to the study area communities and the analyses. Rick Sawyer noted that it was the town s intent to have the intersections at both ends of Hawthorne Drive included in the analyses. In response to a question from Rick Sawyer on the projection of no-build traffic, Tim noted that the methodology for the development of volumes for each corridor will vary according to the data that is available and added that these projections are currently being developed through the assistance of the NHDOT and the towns. Tim then presented a table from the Pettengill Road Study showing an estimate of the trips that will be generated by the construction of the roadway and approximately 1,000 acres of land that will be developed as a result of improved access resulting from the roadway. In response to a question from Walter Warren about incorporating traffic from the Airport Access Road (AAR), Tim responded that this would be accomplished through the use of the NRPC and SNHPC travel demand models, the Pettengill Road study and additional data received from the NHDOT. He added that the NRPC and SNHPC had already met to compare output from their respective 1

93 models. For the purposes of the study, it was noted that the future no-build case would include the traffic from the AAR and the build case would add the specific trips generated by Pettengill Road and adjacent development. John Butler added that estimates for trips generated by land adjacent to Pettengill Road had been included in the AAR EIS. In response to a comment from John Butler on potential additional study area locations on South River Road and Brown Avenue in the vicinity of the AAR in Bedford and Manchester, Tim outlined the process that had been completed to select the analysis locations for the study. John added that he would look into the possibility of the NHDOT being able to provide additional data from the AAR EIS as inputs for the study. In response to a question from Rick Sawyer regarding subsequent work, Tim noted that this would involve completion of the future no-build projections for the study area intersections and arterial segments. It was agreed that it would be appropriate to have the next Study Advisory Committee meeting to review that data. Walter Warren reminded the committee that it was considering a revision to the name of the study at the last meeting and suggested Airport Access Road (Pettengill Road) Land Use/Transportation Plan as an alternative. In response to a question from Rick Sawyer, it was noted that the deadline for completion of all CTAP Year Two projects including this work, was June 30,

94 CTAP - Pettengill Road/Airport Access Road Transportation/Land Use Study Southern New Hampshire Planning Commission Progress Meeting - SNHPC October 27, 2010 CTAP Pettengill Road/Airport Access Road Transportation/Land Use Study Project Purpose 1) identify the transportation and land-use related impacts of increased access 2) additional planned/proposed development - traffic in excess of the anticipated capacity of selected principal elements of the study area roadway network. Project Methodology 1) land use inventory 2) build-out analysis and 3) traffic evaluation. Londonderry, Manchester, Bedford, Litchfield, Merrimack Pettengill Road/AAR Land Use/Transportation Study Land Development/Trip Generation Assumptions Sector Daily Trips AM Trips PM Trips Western Gross Total 40,470 3,184 4,005 Internal Total 10, Net Total 30,054 3,162 3,337 Eastern Gross Total 23,102 2,684 2,368 Internal Total Net Total 22,195 2,682 2,304 Central Gross Total 1, Internal Total Net Total 1, Grand Totals Gross Total 64,842 6,027 6,508 Internal Total 11, Net Total 53,519 6,003 5,776 Western Sector - approximately 700 acres including hotel/convention center, educational, retail, office and light industrial developments Eastern Sector - including educational, office, and mixed-use developments Central Sector - light industrial development 1