Traffic Impact Study. Eastern Springs. A Proposed Development in Manorville, NY. April Haas Group Inc Transportation Planners and Engineers

Transcription

1 Traffic Impact Study For Eastern Springs A Proposed Development in Manorville, NY April 2018 Haas Group Inc Transportation Planners and Engineers

2 Table of Contents 1) Executive Summary ) Study Purpose ) Project Description ) Project Location ) Proposed Development... 5 a. Exit Alternative... 5 b. Shuttle Bus Alternative ) Trip Generation ) Trip Assignment ) Roadway Designs ) Operational Analysis...12 a. Mitigations...15 b. Results ) Conclusion

3 1) Executive Summary: The site that Haas Group Inc. studied as part of this traffic impact study is located in Manorville, NY. The town of Manorville is a suburban neighborhood located on Long Island, an island extending east 115 miles off the coast of New York City. Manorville s population sits around 14,000 with around 4,000 households and a median income of almost $87,000. Manorville consists of largely residential districts with some commercial and office districts. Like most of Long Island, the majority of residents in Manorville rely on personal vehicles to get around, reserving public transportation like the Long Island Rail Road to commute to and from work in New York City. The site of the proposed development is located between a variety of major transportation infrastructure serving Long Island. The Long Island Expressway and Sunrise highway are two pieces of infrastructure that span the island, serving as major arteries for travel in the East-West direction. The Long Island Rail Road is also in close proximity, again spanning the length of the island. All three pieces of infrastructure connect all of long island with the New York metropolitan region. An analysis of the existing roadway conditions in the impacted traffic network was completed. This preliminary analysis was used alongside a projected traffic network model to simulate the effects of building a development of this size in the Manorville area. The results were as follows: The existing traffic network will be under substantial strain if the proposed development is built. In order to alleviate the network, Haas Group Inc. recommends the addition of an exit/entry ramp off the Long Island Expressway between exits 68 and 69. A new ramp off the expressway will allow direct access to the development and take as many trips off the existing roads as possible. This report and its recommendations can be used for guidance of development and prioritizing decisions as the plans for Eastern Springs move forward. 2) Study Purpose: This document is to serve as a Traffic Impact Analysis for a proposed development on the southern side of the Long Island Expressway bounded by Weeks Ave, Middle Island Road, and North St in Manorville, NY. This Traffic Impact Analysis outlines the existing site, the proposed development project, land use and zoning changes, the existing transportation network conditions, the proposed transportation network, operational analysis, and alternative project proposals. 3) Project Description: 2

4 The proposed development known as Eastern Springs will be a mixed use project occupying the majority of the existing 660 acre site. The development aims to create jobs and bring life to an unused space while providing multiple land uses to minimize the impact on the existing transportation network. Eastern Springs will feature 6 land-uses including residential, high end retail, hospitality, museum, Cineplex, and public park space. Within the development there will be public bathrooms, public seating/rest areas, landscaped roads/parking lots/sidewalks, a network of biking and walking trails, along with open-air public plazas within the retail and hospitality space. Eastern Springs will be partitioned into 3 distinct regions: the northern development region, the southwestern development region, and the park. All three regions will be served by one large parking lot around the exterior of the development. Four pedestrian crosswalks on each side will exist to allow access from the parking lot to the development. The northern and southwestern development region will be divided by an expansive public pavilion acting as the main entrance for the development. From this pavilion, visitors can choose to explore the northern or southwestern region of the development or continue straight through to the public park. Figure 1: Eastern Springs Concept Plan 3

5 The retail space known as The Outlets at Eastern Springs will be present on both the northern and southwestern development region with parking options at either locations. The Outlets at Eastern Springs will all exist on the ground floor of the public plaza and consist of high end, designer shops. The residential space known as The Residences at Eastern Springs will be located in the southwestern development region on the second floor above the shops. Tenants will have access to a private garden as well as parking options solely for the residences as well as within the main parking space for the development. The hospitality space will exist on the northern development region and consist of a variety of fast food and sit down restaurant options. The museum space will be on the park-side of the northern development region with sweeping views of the state park. The Cineplex will exist at the edge of the northern development region extending from the parking lot to the park. The passive park space known as Eastern Springs State Park will be accessible from the main public plaza or from a variety of separate parking lots around the perimeter. Eastern Springs State Park will feature a main outer walking and biking loops with an inner walking loop surrounding a central lake. The outer walking/biking loop will be emergency vehicle accessible. See Table 1 for land-use sizes. Table 1: Eastern Springs Land Uses Residential Space 300 Dwelling Units Retail Space 1,651,000 ft 2 Hospitality Space 412,750 ft 2 Museum Space 522,439 ft 2 Cineplex Passive Park Space 4,000 Seats 312 Acres 4) Project Location: The proposed development site (see Figure 2) is located in Manorville, NY. A town in Suffolk County on the eastern end of long island about 70 miles outside of New York City. The site is bordered on the western side by a heavily residential region of land. Manorville is a suburban town with a population of about 14,000. Its proximity to the Hamptons and Montauk should be noted considering trips there will most likely pass through Manorville. For this analysis, it was assumed that the majority of trips were coming from the direction of New York City and the rest of Long Island. 4

6 Figure 2: Development Location The proposed site is bordered immediately on the north by the Long Island Expressway. Also close by is the Sunrise highway to the south. Both the Long Island Expressway and the Sunrise Highway are major transportation arteries of east-west travel on Long Island. The proposed development site is also situated nearby the Long Island Railroad Ronkonkoma branch, with two stops relatively close by. The Yaphank stop is 4 miles west of the development, about a 10 minute drive. The Riverhead stop is 15 miles east of the development and would be about an 18 minute drive. The Brookhaven Calabro Airport, a small public airport, is also situated about 1.5 miles south of the proposed development. 5) Proposed Development: Eastern Springs is a proposed multi-use development in Manorville, NY on the eastern end of Long Island. The development site sits on a 660 acre plot of land immediately beneath the Long Island Expressway between Exits 68 and 69. The proposed development has two transit alternatives. Peak period for both alternatives was determined to be Saturday. a. Exit Alternative: The Exit Alternative involves building an exit off the Long Island Expressway between Exits 68 and 69 for direct access to the development and to ease congestion on existing roads. Due to land restrictions, construction can only take place on the southern side of the Long Island Expressway. This results in access strictly to the eastbound lanes of the expressway. 5

7 Figure 3: Proposed LIE Exit into Eastern Springs b. Shuttle Bus Alternative: The Shuttle Bus Alternative involves creating a shuttle bus system with separate routes from the development to the two nearest Long Island Railroad stations (Yaphank and Riverhead). These trips will run at a frequency of 15 trips per hour. Two bus routes will operate within the development, both on a one-way loop system. The Yaphank Route will run from the Yaphank LIRR station onto Middle Island road, turning left onto North Street, right onto Point Road, then left onto Perimeter Road where the shuttle will drive along the development until reaching the Yaphank Route Bus Stop. The bus will then turn left onto Spring Street and left again onto North Street where the bus will exit the development and head back to the Yaphank LIRR Station. The Riverhead Route will run in a similar fashion running from the Riverhead LIRR Station onto South Street, continuing onto North Street, and turning left onto Compass Street and Perimeter Road where the bus will continue along the development until reaching the Riverhead Route Bus Stop. The bus will then turn right onto Spring Street and right again onto North Street where it will head back to the Riverhead LIRR station. 6

8 Riverhead Bus Stop Yaphank Bus Stop Figure 4: Proposed Shuttle Bus Network 6) Trip Generation: The following trip generations (Table 2) for the Eastern Springs development were obtained from the ITE 9th Edition Trip Generation Manual as well as CEQR Table All projected trips are assumed to be 100% auto trips. For the following analyses, Saturday Peak Hour trips will be used. 7

9 Table 2: Trip Generation Values PROJECT PROPOSED BUILD TRAFFIC VOLUMES COMPONENTS DESCRIPTION SIZE Total Generated Trips AM Peak PM Peak Saturday Peak (X) AM Peak Hour PM Peak Hour Saturday Peak Hour IN OUT IN OUT IN OUT 1 Apartments 0.51*X 0.67*X 0.60*X 20% 80% 65% 35% 65% 35% Residential Space ITE Land Use: Dwelling Units 2 Factory Outlet Center 0.67*(X/1000) 2.29*(X/1000) 3*(X/1000) 73% 27% 47% 53% 70% 30% Retail Space ITE Land Use: 823 1,651, SF 3 High Turnover/Sit Down Restaurant 10.81*X 9.85*X 10*X 55% 45% 60% 40% 60% 40% Food Restaurant ITE Land Use: Space KSF2 4 Museum Space (0.28/1000)*X (0.18/1000)*X 0.20*(X/1000) 86% 14% 16% 84% 80% 20% Museum ITE Land Use: , SF 5 Multiplex Movie Theater 0.01*X 0.08*X 0.08*X 36% 64% 36% 64% 27% 73% Cineplex ITE Land Use: 445 4, CEQR Table 16-2 Seats 6 Passive Park Space 0.15*X 0.20*X 62*X* % 43% 45% 55% 95% 5% Park Space CEQR Table ITE Land Use: 417 Acres NET VEHICULAR TRIP GENERATION* PEAK HOUR From our resources, it was found that the museum space, retail space, and park space all have Saturday peak hours. Given the large volume of trips being generated by the retail space, Saturday peak hour was used throughout the analysis. All values highlighted in yellow were values assumed based off of other given peak hour values. 7) Trip Assignment: Using the peak hour traffic volumes found above, a trip assignment network was developed for both alternatives with and surrounding the proposed development. The percentage of trips in and out of the development found for the Saturday peak hour were used to determine the modal split of the trips as seen in Table 3. Table 3: Modal Split LIE Exit Alternative Shuttle Bus Alternative Cars Trucks Transit Bike 96% 3.5% 0% 0.5% In Out 69% 3.5% 31% 0.5% In Out 8

10 The Shuttle Bus Alternative has a percentage of transit that the LIE Exit Alternative lacks, relieving the network of a portion of the trips made by cars. The trip assignment networks (Figure 5 through 8) were developed on the basis of existing density immediately surrounding the development as well as the assumption that the majority of the trips are going to be coming from and going to the west (i.e. New York City as well as nearly the entirety of Long Island). Given the layout of the network, it was assumed that the majority of these western originating trips will enter/exit at the LIE Exit for the Exit Alternative and at the intersection of Middle Island Road with Perimeter Road or North Street for the Shuttle Alternative. For both alternatives, the remaining trips will be split up to enter/exit the network at all other access points. Furthermore, bikes will only enter at the southern portion of the network (due to the larger residential land use). Figure 5: External Trip Assignments, Exit Alternative 9

11 Figure 6: Internal Trip Assignments, Exit Alternative Figure 7: External Trip Assignment, Shuttle Alternative 10

12 Figure 8: Internal Trip Assignment, Shuttle Alternative The trip assignments exemplify the critical intersections occurring at the intersection of Spring St and North St in both Shuttle and Exit Alternatives (south-bound through) as well as the intersection of Middle-Island Rd and William Floyd Parkway in the Shuttle Alternative (southbound left). 8) Roadway Designs: Within Eastern Springs, a small road network must be built to service the major development as well as access points for the state park. These roadways (Located in the Appendix) were designed using the software Streetmix with a signalized flow speed of 900 vph per lane. If over 200 vph were assigned to make a left hand turn then a protected left hand turn was implemented. Figures 9 and 10 showcase some differences between alternatives on Perimeter Road. 11

13 Figure 9: Roadway Design, Shuttle Alternative 9) Operational Analysis: Figure 10: Roadway Design: Exit Alternative In order to determine if the traffic network could handle the trips imposed on it due to the development of Eastern Springs, an analysis of its signalized intersections needed to be performed. This analysis was carried out via the software Synchro 10 for both the Shuttle Alternative and Exit Alternative. Due to the use of a Student Version, the maximum amount of intersections to be modeled was limited to 10. The 10 most important intersections in the traffic network were then chosen and modeled. Figures display two critical intersections simulated in Synchro for each alternative before mitigations. 12

14 Figure 11: Middle Island North St (Shuttle Alternative) Figure 12: Middle Island North St (Exit Alternative) 13

15 Figure 13: North Spring St (Shuttle Alternative) Figure 14: North Spring St (Exit Alternative) 14

16 a. Mitigations: Analysis of critical intersections with Synchro 10 determined the level of service (LOS) and volume to capacity (v/c) ratio of each intersection. A LOS of A through E is considered acceptable while LOS F does not provide an adequate level of service. Similarly, a v/c ratio of 1.0 or larger is considered unacceptable. After performing an initial operational analysis, it was clear that the traffic network in both alternatives could not handle the trips generated by the development and mitigations had to be made. For both alternatives, the intersection of Middle Island Road and North Street could not handle the amount of trips entering and exiting the development. To mitigate this, Perimeter Road was extended south to form an additional connector road with Middle Island Road (Figure 12) to allow an alternative entrance to Eastern Springs and alleviate the single intersection. Figure 15: Extension of Perimeter Road While this reduced the amount of trips entering/exiting at a single intersection, many of the intersections in the traffic network still presented a LOS F or v/c over 1.0. The trip assignment network was rebalanced in an attempt to remove many of the trips from the existing roads and place them onto proposed roads to be built, in the Exit Alternative case. The mitigated trip assignment networks are shown in Figure 13 and 14. The proposed roadway off the proposed LIE Exit onto Spring Street must be expanded to accommodate the larger number of trips (Figure 15). 15

17 Figure 16: Mitigated External Assignments Figure 17: Mitigated Internal Assignments 16

18 Figure 18: Mitigated Spring St b. Results: The results in Tables 4 and 5 display the operational status of each intersection before and after mitigation, for both the Exit Alternative and the Shuttle Alternative. Table 4: Operational Analysis Summary for Shuttle Alternative Intersection Middle Island Weeks Avenue William Flloyd Middle Island Road Middle Island Perimeter Road North Point Road Lane Group Non-Mitigated LOS Delay (sec) Lane Group Mitigated LOS Delay (sec) EB B 14.2 EB A 7.5 WB A 9.5 WB C 26.1 NB B 13.3 NB C 31.8 SB A 3 SB A 7.9 EB A 8.7 EB F WB A 9.8 WB F NB A 0.2 NB F SB F 1054 SB D 38.2 EB - - EB F WB - - WB B 11.1 NB - - NB - - SB - - SB F EB - - EB - - WB E 55.1 WB F NB F NB F SB F SB C 31 Weeks South Street EB F EB C

19 WB F WB B 10.7 NB B 11 NB F 98.8 SB B 17.4 SB B 16.7 EB F EB - - Wading River South Street WB - - WB - - NB C 34.1 NB - - SB A 9.1 SB - - EB F 5402 EB F Middle Island North Street WB B 11.3 WB F 600 NB - - NB - - SB F 128 SB F EB B 12.8 EB A 8.1 Compass North Street WB F WB F NB E 58.7 NB B 17.2 SB - - SB - - EB F EB F Spring North Street WB F WB F NB F NB F SB - - SB - - EB E 71.1 EB F Perimeter Spring Street WB A 1.9 WB A 0.5 NB - - NB - - SB F SB B 15.1 Table 5: Operational Analysis Summary for Exit Alternative Intersection Middle Island Weeks Avenue William Flloyd Middle Island Road Lane Group Non-Mitigated LOS Delay (sec) Lane Group Mitigated LOS Delay (sec) EB B 10 EB A 3.2 WB B 10.6 WB C 23.7 NB B 15.3 NB C 30.7 SB A 2.8 SB B 17.9 EB A 9.9 EB B 10.1 WB A 9.8 WB B 10 NB A 3.1 NB A

20 Middle Island Perimeter Road North Point Road Weeks South Street Wading River South Street Middle Island North Street Compass North Street Spring North Street Perimeter Spring Street SB A 9.8 SB A 8.1 EB - - EB E 55 WB - - WB A 1.7 NB - - NB - - SB - - SB A 0.2 EB - - EB - - WB A 6.4 WB C 21.1 NB A 8.7 NB A 3 SB F SB D 38.6 EB F EB B 12.1 WB F WB B 16.5 NB B 10.4 NB B 15.3 SB A 9.6 SB A 6.5 EB A 10 EB - - WB - - WB - - NB E 69 NB - - SB C 23.8 SB - - EB F EB D 50.6 WB B 13.8 WB A 2.6 NB - - NB - - SB A 0.6 SB B 11.5 EB A 4 EB - - WB F 1733 WB C 20.1 NB D 48.5 NB A 0.5 SB - - SB - - EB C 28.3 EB C 24.2 WB - - WB F 91.5 NB F NB C 30.7 SB F SB B 14.7 EB F EB D 37.2 WB A 0.6 WB A 0.6 NB - - NB - - SB F SB C

21 10) Conclusion: Due to the shear amount of trips generated by the Eastern Springs Proposed Development, the existing intersections have to be spared as much as possible since their capacity cannot be altered. The intersections of Weeks Avenue at North Street and Middle Island Road at North Street cannot serve as the development s main access points in their current state. In the Shuttle Alternative, though the number of vehicle trips is reduced due to the higher capacity of buses, the above stated intersections still serve as the sole access points and cannot handle the volume imposed. For these reasons, Haas Group Inc. recommends the LIE Exit alternative to alleviate the existing intersections as much as possible. In this alternative, the main access point for Eastern Springs is the proposed Long Island Expressway Exit onto Spring Street. Given that this is a proposed roadway, it can be constructed to a size that can handle the volume of trips generated by a development of this magnitude. 20

22 List of Figures Figure 1: Eastern Springs Concept Plan 3 Figure 2: Development Location 5 Figure 3: Proposed LIE Exit into Eastern Springs 6 Figure 4: Proposed Shuttle Bus Network 7 Figure 5: External Trip Assignments, Exit Alternative 9 Figure 6: Internal Trip Assignments, Exit Alternative 10 Figure 7: External Trip Assignment, Shuttle Alternative 10 Figure 8: Internal Trip Assignment, Shuttle Alternative 11 Figure 9: Roadway Design, Shuttle Alternative 12 Figure 10: Roadway Design: Exit Alternative 12 Figure 11: Middle Island North St (Shuttle Alternative) 13 Figure 12: Middle Island North St (Exit Alternative) 13 Figure 13: North Spring St (Shuttle Alternative) 14 Figure 14: North Spring St (Exit Alternative) 14 Figure 15: Extension of Perimeter Road 15 Figure 16: Mitigated External Assignments 16 Figure 17: Mitigated Internal Assignments 16 Figure 18: Mitigated Spring St 17 29

23 List of Tables Table 1: Eastern Springs Land Uses 4 Table 2: Trip Generation Values 8 Table 3: Modal Split 8 Table 4: Operational Analysis Summary for Shuttle Alternative 17 Table 5: Operational Analysis Summary for Exit Alternative 18 30

24 Appendix: Shuttle Bus Alternative Roadway Designs 21

25 22

26 23

27 24

28 Long Island Expressway Exit Alternative Roadway Designs 25

29 26

30 27

31 28

32 Shuttle Alternative - Unmitigated 04/22/2018 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) Future Volume (vph) Ideal Flow (vphpl) 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) Turn Type Perm NA Perm NA Perm NA Perm NA Protected Phases Permitted Phases Minimum Split (s) Total Split (s) Total Split (%) 50.0% 50.0% 50.0% 50.0% 50.0% 50.0% 50.0% 50.0% Maximum Green (s) Yellow Time (s) All-Red Time (s) Lost Time Adjust (s) Total Lost Time (s) Lead/Lag Lead-Lag Optimize? 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 Educational Delay 14.2 Use Only Page 1

33 Shuttle Alternative - Unmitigated 04/22/2018 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR LOS B A B A Approach Delay Approach LOS B A B A Intersection Summary Area Type: Other Cycle Length: 45 Actuated Cycle Length: 45 Offset: 0 (0%), Referenced to phase 2:NBTL and 6:SBTL, Start of Green Natural Cycle: 45 Control Type: Pretimed Maximum v/c Ratio: 0.57 Intersection Signal Delay: 11.9 Intersection LOS: B Intersection Capacity Utilization 64.7% ICU Level of Service C Analysis Period (min) 15 Splits and Phases: 9: Middle Island Rd & Weeks Ave. Educational Use Only Page 2

34 Shuttle Alternative - Unmitigated 04/22/2018 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) Future Volume (vph) Ideal Flow (vphpl) 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) Turn Type Perm NA Perm NA Perm Perm Perm Perm Perm Protected Phases Permitted Phases Minimum Split (s) Total Split (s) Total Split (%) 50.0% 50.0% 50.0% 50.0% 50.0% 50.0% 50.0% 50.0% 50.0% 50.0% 50.0% Maximum Green (s) Yellow Time (s) All-Red Time (s) Lost Time Adjust (s) Total Lost Time (s) Lead/Lag Lead-Lag Optimize? 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 Educational Delay 8.7 Use 11.8Only Page 3

35 Shuttle Alternative - Unmitigated 04/22/2018 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR LOS A B B A A F Approach Delay Approach LOS A A A F Intersection Summary Area Type: Other Cycle Length: 45 Actuated Cycle Length: 45 Offset: 0 (0%), Referenced to phase 2:NBTL and 6:SBTL, Start of Green Natural Cycle: 150 Control Type: Pretimed Maximum v/c Ratio: 3.31 Intersection Signal Delay: Intersection LOS: F Intersection Capacity Utilization 116.3% ICU Level of Service H Analysis Period (min) 15 Splits and Phases: 10: William Floyd Pkwy & Middle Island Rd. Educational Use Only Page 4

36 Shuttle Alternative - Unmitigated 04/22/2018 Lane Group WBL WBR NBT NBR SBL SBT Lane Configurations Traffic Volume (vph) Future Volume (vph) Ideal Flow (vphpl) Lane Util. Factor Frt Flt Protected Satd. Flow (prot) Flt Permitted Satd. Flow (perm) Right Turn on Red Yes Yes Satd. Flow (RTOR) 121 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) Turn Type Prot Perm NA Perm NA Protected Phases Permitted Phases 8 6 Minimum Split (s) Total Split (s) Total Split (%) 50.0% 50.0% 50.0% 50.0% 50.0% Maximum Green (s) Yellow Time (s) All-Red Time (s) Lost Time Adjust (s) Total Lost Time (s) Lead/Lag Lead-Lag Optimize? 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 Educational Delay 55.1 Use Only Page 5

37 Shuttle Alternative - Unmitigated 04/22/2018 Lane Group WBL WBR NBT NBR SBL SBT LOS E F F Approach Delay Approach LOS E F F Intersection Summary Area Type: Other Cycle Length: 45 Actuated Cycle Length: 45 Offset: 0 (0%), Referenced to phase 2:NBT and 6:SBTL, Start of Green Natural Cycle: 50 Control Type: Pretimed Maximum v/c Ratio: 8.81 Intersection Signal Delay: Intersection LOS: F Intersection Capacity Utilization 303.4% ICU Level of Service H Analysis Period (min) 15 Splits and Phases: 17: North St./North St & Point Rd Educational Use Only Page 6

38 Shuttle Alternative - Unmitigated 04/22/2018 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) Future Volume (vph) Ideal Flow (vphpl) 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) Turn Type Perm NA Perm NA Perm NA Perm NA Protected Phases Permitted Phases Minimum Split (s) Total Split (s) Total Split (%) 50.0% 50.0% 50.0% 50.0% 50.0% 50.0% 50.0% 50.0% Maximum Green (s) Yellow Time (s) All-Red Time (s) Lost Time Adjust (s) Total Lost Time (s) Lead/Lag Lead-Lag Optimize? 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 Educational Delay Use Only Page 7

39 Shuttle Alternative - Unmitigated 04/22/2018 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR LOS F F B B Approach Delay Approach LOS F F B B Intersection Summary Area Type: Other Cycle Length: 45 Actuated Cycle Length: 45 Offset: 0 (0%), Referenced to phase 2:NBTL and 6:SBTL, Start of Green Natural Cycle: 110 Control Type: Pretimed Maximum v/c Ratio: 2.49 Intersection Signal Delay: Intersection LOS: F Intersection Capacity Utilization 131.2% ICU Level of Service H Analysis Period (min) 15 Splits and Phases: 19: Weeks Ave. & South St Educational Use Only Page 8

40 Shuttle Alternative - Unmitigated 04/22/2018 Lane Group EBL EBR NBL NBT SBT SBR Lane Configurations Traffic Volume (vph) Future Volume (vph) Ideal Flow (vphpl) 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) Turn Type Prot Perm NA NA Protected Phases Permitted Phases 2 Minimum Split (s) Total Split (s) Total Split (%) 50.0% 50.0% 50.0% 50.0% Maximum Green (s) Yellow Time (s) All-Red Time (s) Lost Time Adjust (s) Total Lost Time (s) Lead/Lag Lead-Lag Optimize? 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 Educational Delay Use 34.1Only 9.1 Page 9

41 Shuttle Alternative - Unmitigated 04/22/2018 Lane Group EBL EBR NBL NBT SBT SBR LOS F C A Approach Delay Approach LOS F C A Intersection Summary Area Type: Other Cycle Length: 45 Actuated Cycle Length: 45 Offset: 0 (0%), Referenced to phase 2:NBTL and 6:SBT, Start of Green Natural Cycle: 65 Control Type: Pretimed Maximum v/c Ratio: 1.84 Intersection Signal Delay: Intersection LOS: F Intersection Capacity Utilization 152.1% ICU Level of Service H Analysis Period (min) 15 Splits and Phases: 20: Wading River Rd & South St Educational Use Only Page 10

42 Shuttle Alternative - Unmitigated 04/22/2018 Lane Group EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Volume (vph) Future Volume (vph) Ideal Flow (vphpl) 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 Left Left Right Left Right Median Width(ft) Link Offset(ft) Crosswalk Width(ft) Two way Left Turn Lane Headway Factor Turning Speed (mph) Turn Type Perm NA NA Prot Protected Phases Permitted Phases 4 Minimum Split (s) Total Split (s) Total Split (%) 50.0% 50.0% 50.0% 50.0% Maximum Green (s) Yellow Time (s) All-Red Time (s) Lost Time Adjust (s) Total Lost Time (s) Lead/Lag Lead-Lag Optimize? 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 Educational Delay Use 11.3 Only Page 11

43 Shuttle Alternative - Unmitigated 04/22/2018 Lane Group EBL EBT WBT WBR SBL SBR LOS F B F Approach Delay Approach LOS F B F Intersection Summary Area Type: Other Cycle Length: 45 Actuated Cycle Length: 45 Offset: 0 (0%), Referenced to phase 2: and 6:SBL, Start of Green Natural Cycle: 120 Control Type: Pretimed Maximum v/c Ratio: Intersection Signal Delay: Intersection LOS: F Intersection Capacity Utilization 293.6% ICU Level of Service H Analysis Period (min) 15 Splits and Phases: 24: Middle Island Rd & North St. Educational Use Only Page 12

44 Shuttle Alternative - Unmitigated 04/22/2018 Lane Group EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Volume (vph) Future Volume (vph) Ideal Flow (vphpl) Lane Util. Factor Frt Flt Protected Satd. Flow (prot) Flt Permitted Satd. Flow (perm) Right Turn on Red Yes Yes Satd. Flow (RTOR) 764 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) Turn Type NA Perm NA Prot Protected Phases Permitted Phases 8 Minimum Split (s) Total Split (s) Total Split (%) 50.0% 50.0% 50.0% 50.0% Maximum Green (s) Yellow Time (s) All-Red Time (s) Lost Time Adjust (s) Total Lost Time (s) Lead/Lag Lead-Lag Optimize? 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 Educational Delay 12.8 Use 783.5Only 58.7 Page 13

45 Shuttle Alternative - Unmitigated 04/22/2018 Lane Group EBT EBR WBL WBT NBL NBR LOS B F E Approach Delay Approach LOS B F E Intersection Summary Area Type: Other Cycle Length: 45 Actuated Cycle Length: 45 Offset: 0 (0%), Referenced to phase 2:NBL and 6:, Start of Green Natural Cycle: 150 Control Type: Pretimed Maximum v/c Ratio: 2.70 Intersection Signal Delay: Intersection LOS: F Intersection Capacity Utilization 154.3% ICU Level of Service H Analysis Period (min) 15 Splits and Phases: 30: Compass St. & North St Educational Use Only Page 14

46 Shuttle Alternative - Unmitigated 04/22/2018 Lane Group EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Volume (vph) Future Volume (vph) Ideal Flow (vphpl) 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) Turn Type NA Perm NA Prot Perm Protected Phases Permitted Phases 8 2 Minimum Split (s) Total Split (s) Total Split (%) 50.0% 50.0% 50.0% 50.0% 50.0% Maximum Green (s) Yellow Time (s) All-Red Time (s) Lost Time Adjust (s) Total Lost Time (s) Lead/Lag Lead-Lag Optimize? 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 Educational Delay Use 469.6Only Page 15

47 Shuttle Alternative - Unmitigated 04/22/2018 Lane Group EBT EBR WBL WBT NBL NBR LOS F F F A Approach Delay Approach LOS F F F Intersection Summary Area Type: Other Cycle Length: 45 Actuated Cycle Length: 45 Offset: 0 (0%), Referenced to phase 2:NBL and 6:, Start of Green Natural Cycle: 45 Control Type: Pretimed Maximum v/c Ratio: 2.00 Intersection Signal Delay: Intersection LOS: F Intersection Capacity Utilization 200.2% ICU Level of Service H Analysis Period (min) 15 Splits and Phases: 32: Spring St. & North St. Educational Use Only Page 16

48 Shuttle Alternative - Unmitigated 04/22/2018 Lane Group EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Volume (vph) Future Volume (vph) Ideal Flow (vphpl) 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 Left Left Right Left Right Median Width(ft) Link Offset(ft) Crosswalk Width(ft) Two way Left Turn Lane Headway Factor Turning Speed (mph) Turn Type Perm Perm Prot Perm Protected Phases Permitted Phases Minimum Split (s) Total Split (s) Total Split (%) 50.0% 50.0% 50.0% 50.0% 50.0% 50.0% Maximum Green (s) Yellow Time (s) All-Red Time (s) Lost Time Adjust (s) Total Lost Time (s) Lead/Lag Lead-Lag Optimize? 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 Educational Delay 71.1 Use 1.9Only Page 17

49 Shuttle Alternative - Unmitigated 04/22/2018 Lane Group EBL EBT WBT WBR SBL SBR LOS E A F A Approach Delay Approach LOS E A F Intersection Summary Area Type: Other Cycle Length: 45 Actuated Cycle Length: 45 Offset: 0 (0%), Referenced to phase 2: and 6:SBL, Start of Green Natural Cycle: 100 Control Type: Pretimed Maximum v/c Ratio: 1.49 Intersection Signal Delay: Intersection LOS: F Intersection Capacity Utilization 93.2% ICU Level of Service F Analysis Period (min) 15 Splits and Phases: 33: Perimeter Rd & Spring St. Educational Use Only Page 18

50 Shuttle Alternative Mitigated 04/22/2018 Lane Group EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Volume (vph) Future Volume (vph) Ideal Flow (vphpl) 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 Left Left Right Left Right Median Width(ft) Link Offset(ft) Crosswalk Width(ft) Two way Left Turn Lane Headway Factor Turning Speed (mph) Turn Type Perm NA NA Prot Protected Phases Permitted Phases 4 Minimum Split (s) Total Split (s) Total Split (%) 81.3% 81.3% 81.3% 18.7% Maximum Green (s) Yellow Time (s) All-Red Time (s) Lost Time Adjust (s) Total Lost Time (s) Lead/Lag Lead-Lag Optimize? 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 Educational Delay Use 11.1 Only Page 1

51 Shuttle Alternative Mitigated 04/22/2018 Lane Group EBL EBT WBT WBR SBL SBR LOS F B F Approach Delay Approach LOS F B F Intersection Summary Area Type: Other Cycle Length: 150 Actuated Cycle Length: 150 Offset: 0 (0%), Referenced to phase 2: and 6:SBL, Start of Green Natural Cycle: 45 Control Type: Pretimed Maximum v/c Ratio: 4.20 Intersection Signal Delay: Intersection LOS: F Intersection Capacity Utilization 170.1% ICU Level of Service H Analysis Period (min) 15 Splits and Phases: 3: Middle Island Rd & Perimeter Rd Educational Use Only Page 2

52 Shuttle Alternative Mitigated 04/22/2018 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) Future Volume (vph) Ideal Flow (vphpl) 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) Turn Type Perm NA Perm NA Perm NA Perm NA Protected Phases Permitted Phases Minimum Split (s) Total Split (s) Total Split (%) 54.5% 54.5% 54.5% 54.5% 45.5% 45.5% 45.5% 45.5% Maximum Green (s) Yellow Time (s) All-Red Time (s) Lost Time Adjust (s) Total Lost Time (s) Lead/Lag Lead-Lag Optimize? 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 Educational Delay 7.5 Use Only Page 3

53 Shuttle Alternative Mitigated 04/22/2018 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR LOS A C C A Approach Delay Approach LOS A C C A Intersection Summary Area Type: Other Cycle Length: 55 Actuated Cycle Length: 55 Offset: 0 (0%), Referenced to phase 2:NBTL and 6:SBTL, Start of Green Natural Cycle: 55 Control Type: Pretimed Maximum v/c Ratio: 0.86 Intersection Signal Delay: 24.5 Intersection LOS: C Intersection Capacity Utilization 77.2% ICU Level of Service D Analysis Period (min) 15 Splits and Phases: 9: Middle Island Rd & Weeks Ave. Educational Use Only Page 4

54 Shuttle Alternative Mitigated 04/22/2018 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) Future Volume (vph) Ideal Flow (vphpl) 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 (%) 2% 4% 2% 2% 4% 2% 2% 2% 2% 2% 2% 2% 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) Turn Type Perm NA Perm NA Perm Perm Perm Perm Perm Protected Phases Permitted Phases Minimum Split (s) Total Split (s) Total Split (%) 58.7% 58.7% 58.7% 58.7% 58.7% 41.3% 41.3% 41.3% 41.3% 41.3% 41.3% Maximum Green (s) Yellow Time (s) All-Red Time (s) Lost Time Adjust (s) Total Lost Time (s) Lead/Lag Lead-Lag Optimize? Walk Time (s) Flash Dont Walk (s) Pedestrian Calls (#/hr) Act Effct Green (s) Actuated g/c Ratio v/c Ratio Control Delay Queue Educational Delay 0.0 Use 0.0Only Page 5