McAlpin Industries/Your Sports Depot

Transcription

Traffic Impact Study
for the proposed
McAlpin Industries/Your Sports Depot
Town of Walworth
Wayne County, New York
April 2013
Updated January 2016
Project No. 35072
Prepared For:
McAlpin Industries, Inc.
255 Hollenbeck Street
Rochester, New York 14621
Attn: Mr. Mark Lockerby, CFO
Mr. Pat Laber,P.E., Schultz Associates
Prepared By:
3495 Winton Place
Building E, Suite 110
Rochester, New York 14623
Proposed McAlpin Industries/Your Sports Depot
Town of Walworth, NY
TABLE OF CONTENTS
LIST OF TABLES ................................................................................................................................................... ii
LIST OF FIGURES ................................................................................................................................................. ii
LIST OF APPENDICES ........................................................................................................................................ ii
LIST OF REFERENCES ........................................................................................................................................ ii
EXECUTIVE SUMMARY ..................................................................................................................................... iii
I.
INTRODUCTION ................................................................................................................ 1
II.
LOCATION ........................................................................................................................... 1
III.
EXISTING HIGHWAY SYSTEM........................................................................................ 1
IV.
EXISTING TRAFFIC CONDITIONS ............................................................................... 1
A.
Peak Intervals for Analysis ..................................................................................................1
B.
Existing Traffic Volume Data ..............................................................................................2
V.
FUTURE AREA DEVELOPMENT AND LOCAL GROWTH ..................................... 2
VI.
PROPOSED DEVELOPMENT ............................................................................................ 2
A.
Description .............................................................................................................................2
B.
Site Traffic Generation.........................................................................................................2
C.
Site Traffic Distribution .......................................................................................................3
VII.
FULL DEVELOPMENT VOLUMES.................................................................................... 4
VIII.
CAPACITY ANALYSIS ........................................................................................................ 4
IX.
SIGHT DISTANCE ANALYSIS .......................................................................................... 6
X.
LEFT TURN TREATMENT WARRANT INVESTIGATION....................................... 7
XI.
CONCLUSIONS ................................................................................................................... 7
XII.
FIGURES .................................................................................................................................. 8
i
LIST OF TABLES
TABLE I
SITE GENERATED TRIPS ...................................................................................................3
TABLE II
CAPACITY ANALYSIS RESULTS .....................................................................................5
TABLE III
SIGHT DISTANCE REQUIREMENT AND MEASUREMENTS .................................6
LIST OF FIGURES
FIGURE 1
SITE LOCATION & STUDY AREA
FIGURE 2
LANE GEOMETRY & AVERAGE DAILY TRAFFIC
FIGURE 3
PEAK HOUR VOLUMES – 2015 EXISTING BASE CONDITIONS
FIGURE 4
CONCEPT SITE PLAN
FIGURE 5
TRIP DISTRIBUTION
FIGURE 6
SITE GENERATED TRIPS
FIGURE 7
PEAK HOUR VOLUMES – FULL DEVELOPMENT CONDITIONS
LIST OF APPENDICES
A1.
COLLECTED TRAFFIC VOLUME DATA
A2.
MISCELLANEOUS TRAFFIC DATA AND CALCULATIONS
A3.
LOS CRITERIA/DEFINITIONS
A4.
LEVEL OF SERVICE CALCULATIONS – EXISTING CONDITIONS
A5.
LEVEL OF SERVICE CALCULATIONS – FULL BUILD CONDITIONS
LIST OF REFERENCES
1.
HCM 2010 Highway Capacity Manual. Transportation Research Board. The National
Academies, Washington, DC: 2010.
2.
Trip Generation, Ninth Edition. Institute of Transportation Engineers. Washington, DC.
2012.
3.
NCHRP Report 279, Intersection Channelization Design Guide. Transportation
Research Board. 1985.
4.
Manual on Uniform Traffic Control Devices for Street and Highways (MUTCD). Federal
Highway Administration. 2009.
5.
NYSDOT Traffic Data Viewer. 2012. Retrieved from https://www.dot.ny.gov/tdv
6.
A Policy on Geometric Design of Highways and Streets. The American Association of
State Highway Transportation Officials (AASHTO). Washington, DC: 2011
ii
EXECUTIVE SUMMARY
OVERVIEW
The purpose of this updated report is to identify the potential traffic impacts associated with the
proposed McAlpin Industries/Your Sports Depot Development in the Town of Walworth, New
York. A Traffic Impact Study (TIS) was completed in April 2013 for solely Your Sports Depot.
This report updates the original TIS to include McAlpin Industries, a manufacturing facility.
The originally proposed building will be divided, with half of the space leased to McAlpin
Industries, while the remaining portion will be utilized by Your Sports Depot. As well, the
originally proposed athletic fields will remain under this updated development proposal.
Within this report, the operating characteristics of the proposed access point and impacts to
the adjacent roadway network are identified and mitigating measures, if needed, are provided to
minimize any capacity or safety concerns. In an effort to define traffic impact, this analysis
determines the extent of existing traffic conditions and determines the traffic operations that
would result from the proposed development. Future full development traffic volumes and
operating conditions are evaluated.
The proposed development site is located on the south side of NY Route 441 in the Town of
Walworth, Wayne County, New York. The proposed site is bounded by NY Route 441 to the
north, storage buildings to the east, and open space to the south and west. The study area
includes the intersections of NY Route 441 at Walworth Road and Canandaigua Road.
The proposed updated project consists of a total of 122,916 square foot (SF) of development,
including an indoor sports complex (59,677 SF) and light manufacturing facility (63,239 SF), and
two outdoor soccer fields on 23.4 ± acres of land at 856 NY Route 441. This is an update from
the originally proposed 138,000 SF indoor sports facility. Access to the development will be
provided via an existing access driveway servicing the storage buildings, east of the site.
Construction of the proposed development is anticipated to reach full build-out within one year.
Town of Walworth officials were contacted to discuss projects within the study area that are
under construction and/or approved. There are no identified projects within the immediate
study area. Historical traffic growth on NY Route 441 indicates a downward trend. For this
reason, as well as the duration of the time needed to complete construction of the proposed
development, no growth rate was applied to existing base conditions.
CONCLUSIONS & RECOMMENDATIONS
This Traffic Impact Study evaluates the potential traffic impacts resulting from the projected
traffic volumes from the proposed McAlpin Industries/Your Sports Depot Development. The
results of this study determine that the existing transportation network can adequately
accommodate the projected traffic volumes and resulting impacts to study area intersections.
The following sets forth conclusions and recommendations based upon the results of the
analyses:
1. The proposed development is expected to generate approximately 35 entering/22
exiting vehicle trips during the PM peak hour and 44 entering/47 exiting vehicle trips
during the SAT peak hour.
iii
2.
Based on the analysis, it has been determined that the existing site driveway is the
optimum feasible location for maximum visibility. Any brush and foliage along the sight
lines should be removed to ensure maximum visibility.
3. Required stopping sight distances and desirable intersection sight distance to the west of
the proposed site driveway are not met. Therefore, an advanced intersection warning
sign (MUTCD Sign W2-2R) is recommended for eastbound traffic on NY Route 441
approaching the site driveway.
4. The intersection warning sign may also be posted with a Supplemental Warning Plaque,
positioned underneath the intersection warning sign, depicting the word “DRIVEWAY.”
Further, the sign should be installed with a Flashing Warning Beacon. The Flashing
Beacon should operate when truck movements occur, as well as during peak operating
hours of the Your Sports Depot facility.
5. A left turn lane is not warranted for westbound traffic turning left into the proposed site
driveway.
6. The proposed development will not result in any potentially significant adverse traffic
impacts to the study area intersections.
iv
I. INTRODUCTION
The purpose of this updated report is to identify the potential traffic impacts associated with the
proposed McAlpin Industries/Your Sports Depot Development in the Town of Walworth, New
York. A Traffic Impact Study (TIS) was completed in April 2013 for solely Your Sports Depot.
This report updates the original TIS to include McAlpin Industries, a manufacturing facility.
The originally proposed building will be divided, with half of the space leased to McAlpin
Industries, while the remaining portion will be utilized by Your Sports Depot. As well, the
originally proposed athletic fields will remain under this updated development proposal.
Within this report, the operating characteristics of the proposed access point and impacts to
the adjacent roadway network are identified and mitigating measures, if needed, are provided to
minimize any capacity or safety concerns. In an effort to define traffic impact, this analysis
determines the extent of existing traffic conditions and determines the traffic operations that
would result from the proposed development. Future full development traffic volumes and
operating conditions are evaluated.
II. LOCATION
The proposed development site is located on the south side of NY Route 441 in the Town of
Walworth, Wayne County, New York. The proposed site is bounded by NY Route 441 to the
north, storage buildings to the east, and open space to the south and west. The study area
includes the intersections of NY Route 441 at Walworth Road and Canandaigua Road. The site
location and study area are shown in Figure 1 – Site Location and Study Area (all figures are
included at the end of this report).
III. EXISTING HIGHWAY SYSTEM
NY Route 441 is functionally classified as an urban collector roadway under the jurisdiction of
the New York State Department of Transportation (NYSDOT). Within the study area,
motorists travel east and west using one travel lane in each direction. According to the most
recent machine count data recorded by the NYSDOT, NY Route 441 carries an Annual Average
Daily Traffic (AADT) of 4,298 vehicles per day (vpd). The posted speed limit is 55 miles per
hour (MPH) within the immediate area of the proposed site.
Existing traffic data information was obtained from the NYSDOT Traffic Data Viewer, 2012.
Figure 2 illustrates the lane geometry at each of the study intersections and the ADT volumes
on the study roadways.
IV. EXISTING TRAFFIC CONDITIONS
A. Peak Intervals for Analysis
Given the functional characteristics of the land uses proposed for the site (sports facility and
manufacturing facility), the peak hours selected for analysis are the weekday commuter PM
and weekend SAT midday peaks. The combination of site traffic and adjacent through traffic
produces the greatest demand during these time periods.
1
B. Existing Traffic Volume Data
Weekday PM (4:00-6:00PM) and weekend SAT (11:30AM-1:30PM) peak hour volumes were
collected by SRF & Associates at the intersections of NY Route 441 at Walworth Road and
Canandaigua Road.
Data collection was conducted between Tuesday, January 16th 2013 and Saturday, January
19th, 2013. The peak hour traffic periods generally occurred between 4:30-5:30PM and
11:30AM-12:30PM for the study intersections. The 2013 existing volumes were reviewed
and increased to account for changes in traffic growth between 2013 and 2015. The existing
weekday PM and weekend SAT peak hour volumes are shown in Figure 3.
V. FUTURE AREA DEVELOPMENT AND LOCAL GROWTH
Construction of the proposed development is anticipated to reach full build-out within one year.
Town of Walworth officials were contacted to discuss projects within the study area that are
under construction and/or approved. There are no identified projects within the immediate
study area. Historical traffic growth on NY Route 441 indicates a downward trend. For this
reason, as well as the duration of the time needed to complete construction of the proposed
development, no growth rate was applied to existing base conditions.
VI. PROPOSED DEVELOPMENT
A. Description
The proposed updated development consists of 122,916 square foot (SF) including an
indoor sports complex (59,677 SF) and light manufacturing facility (63,239 SF), and two
outdoor soccer fields on 23.4 ± acres of land at 856 NY Route 441. This is an update from
the originally proposed 138,000 SF indoor sports facility. Access to the development will be
provided via an existing access driveway servicing the storage buildings, east of the site.
Figure 4 illustrates the proposed concept site plan.
B. Site Traffic Generation
The next step in the evaluation is to determine the additional traffic attributable to the
development as defined, vehicle trips entering and exiting the site.
The volume of traffic generated by a site is dependent on the intended land use and size of
the development. Trip generation is an estimate of the number of trips generated by a
specific building or land use. These trips represent the volume of traffic entering and exiting
the development. Trip Generation, 9th Edition is used as a reference for this information.
The trip rate for the peak hour of the generator may or may not coincide in time or volume
with the trip rate for the peak hour of adjacent street traffic. Volumes generated during the
peak hour of adjacent street traffic, in this case the weekday PM and weekend SAT
commuter peaks, represent a more critical volume when analyzing the capacity of the
system; those intervals will provide the basis of this analysis.
ITE suggests that local trip generation data should be utilized, if available. This report uses
the ITE Land Use Code Soccer Complex (ITE #488), as it is most comparable to sports
2
facilities, as determined from data collected by SRF & Associates at other similar sites. Trip
generation for the development was estimated based upon the following:


To estimate the trips generated during the PM peak hour, a trip generation rate was
calculated based on data collected by SRF & Associates at a similar site.
Weekend SAT peak hour trip generation was estimated using the ITE Land Use
Code 488, Soccer Complex.
Trip generation estimates for the proposed McAlpin Industries component were provided
by the applicant. According to McAlpin Industries, their portion of the facility would
generate the following traffic movements:




2 trucks/day with incoming materials between 8:00AM and 1:00PM.
2 trucks/day with outgoing shipments between 3:30 and 4:00PM.
8 to 10 associates arriving between 6:30 and 7:00AM and leaving between 3:00 and
3:30PM.
8 associates arriving between 3:00 and 3:30PM and leaving between 11:30PM and
midnight.
Based on the off-peak time of operations and arrival/departure patterns of the vehicle traffic
associated with McAlpin Industries, and given the primary study peak hours used for this
report (weekday 4:30-5:30PM and weekend 11:30AM-12:30PM) do not coincide with the
industrial operations, this report does not analyze the impact McAlpin Industries will have
on the study intersections during the peak traffic periods.
Table I summarizes the volume of projected trips for the weekday PM and weekend SAT
peak hours. All trip generation calculations are included in Appendix A2 of this report.
TABLE I
SITE GENERATED TRIPS
DESCRIPTION
Indoor Sports Facility
PM PEAK
ENTER EXIT
59,677 SF
35
22
SIZE
SAT PEAK
ENTER EXIT
44
47
The proposed development is expected to generate approximately 35 entering/22 exiting
vehicle trips during the PM peak hour and 44 entering/47 exiting vehicle trips during the
SAT peak hour.
C. Site Traffic Distribution
The cumulative effect of site traffic on the transportation network is dependent on the
origins and destinations of that traffic and the location of the access drives serving the site.
The proposed arrival/departure distribution of traffic to be generated at this site is
considered a function of several parameters, including the following:




Employment centers;
Residential centers;
Existing highway network;
Existing traffic patterns; and
3

Existing traffic conditions and controls
Figure 5 shows the anticipated trip distribution pattern percentages for full build-out of the
proposed McAlpin Industries/Your Sports Depot Development. Figures 6 shows the
resulting total site generated traffic as assigned to the study area intersections for the
weekday PM and weekend SAT peak hour periods under full build-out conditions.
VII. FULL DEVELOPMENT VOLUMES
The projected design hour traffic volumes were developed for the weekday PM and weekend
SAT peak hours by combining the existing traffic conditions (Figure 3), and projected site
generated volumes for full build-out of the proposed development (Figure 6) to yield the total
traffic conditions expected at full development. Figure 7 illustrates the total weekday PM and
weekend SAT peak hour volumes anticipated for the proposed development under full build-out
conditions.
VIII. CAPACITY ANALYSIS
Capacity analysis is a technique used for determining a measure of effectiveness for a section of
roadway and/or intersection based on the number of vehicles during a specific time period. The
measure of effectiveness used for the capacity analysis is referred to as a Level of Service (LOS).
Levels of Service are calculated to provide an indication of the amount of delay that a motorist
experiences while traveling along a roadway or through an intersection. Since the most amount
of delay to motorists usually occurs at intersections, capacity analysis typically focuses on
intersections, as opposed to highway segments.
Six Levels of Service are defined for analysis purposes. They are assigned letter designations,
from "A" to "F", with LOS "A" representing the best conditions and LOS "F" the worst.
Suggested ranges of service capacity and an explanation of Levels of Service are included in the
Appendix.
The standard procedure for capacity analysis of signalized and un-signalized intersections is
outlined in the Highway Capacity Manual (HCM 2010) published by the Transportation Research
Board. Traffic analysis software, Synchro 8, which is based on procedures and methodologies
contained in the HCM 2010, was used to analyze operating conditions at study area
intersections. The procedure yields a Level of Service (LOS) based on the HCM 2010 as an
indicator of how well intersections operate.
Existing operating conditions during the peak study periods are evaluated to determine a basis
for comparison with the projected future conditions. The future traffic conditions generated by
the development were analyzed to assess the operations of the intersections in the study area.
Capacity results for existing and full development conditions are listed in Table II. The
discussion following the table summarizes capacity conditions. All capacity analysis calculations
are included in the Appendix.
4
TABLE II
CAPACI TY ANALY SI S RESU LTS
EXISTING
CONDITIONS
INTERSECTION
NY Route 441/Canandaigua Road
Eastbound – NY Route 441
Westbound – NY Route 441
Northbound – Canandaigua Road
Southbound – Canandaigua Road
NY Route 441/Proposed Site Driveway
Westbound – NY Route 441
Northbound – Proposed Driveway
NY Route 441/Walworth Road
Eastbound – NY Route 441
Southbound – Walworth Road
NY Route 441/Walworth Road
(Southbound Traffic Entering onto NY Route 441)
Southbound – Walworth Road
FULL
DEVELOPMENT
CONDITIONS
PM
SAT
PM
SAT
A(7.6)
A(7.9)
B(13.9)
C(17.0)
A(7.5)
A(7.5)
B(11.0)
B(11.7)
A(7.6)
A(8.0)
B(14.7)
C(17.5)
A(7.6)
A(7.6)
B(11.6)
B(11.9)
A(8.0)
B(11.7)
A(7.6)
B(10.5)
NA
A(7.7)
B(14.0)
A(7.6)
B(10.9)
A(7.7)
B(14.5)
A(7.6)
B(11.4)
A(8.7)
A(8.5)
A(8.7)
A(8.6)
Notes:
B(11.7) = Level of Service(delay in seconds per vehicle)
NA = Approach does not exist and/or was not analyzed during this condition
NY Route 441 / Canandaigua Road
All approaches operate at Level of Service “C” or better during both peak hours under all
conditions. No change in LOS is projected as a result of the proposed development. No
mitigation is warranted or recommended.
NY Route 441 / Proposed Site Driveway
The approaches are expected to operate at a level of service of “B” or better under full
development conditions. Northbound traffic will not experience significant delays exiting the site
during both peak hours. An advanced intersection warning sign is recommended for eastbound
traffic on NY Route 441 approaching the site driveway. A detailed discussion regarding
Intersection Sight Distance and the preceding recommendation can be found in Section IX.
As was stated earlier, the proposed McAlpin Industries component of peak hour trip generation
occurs outside of the peak hour study periods used in this report. However, a Synchro analysis
was undertaken at the NY Route 441/Proposed Site Driveway intersection during the AM and
PM peak hours, as dictated by the peak arrival and departure times of McAlpin Industries. Peak
hour through traffic volumes were determined using 2009 NYSDOT Hourly Traffic Volume
Data. For conservative purposes, the peak hour trip generation volumes from the proposed
Your Sports Depot component were included in the assessment.
The results of the analysis indicate that all approaches operate at LOS “A” during the AM peak
hour and LOS “B” or better during the PM peak hour. Given the volume of site generated trips
during these peak hours, no further analysis is needed at the remaining study area intersections.
5
NY Route 441 / Walworth Road
All approaches operate at Level of Service “B” or better during both peak hours under all
conditions. No change in LOS is projected as a result of the proposed development. No
NY Route 441 / Walworth Road (Southbound Traffic Entering onto NY Route 441)
The southbound approach operates at LOS “A”. No change in level of service is expected as a
result of the proposed development between existing and full development conditions. No
IX. SIGHT DISTANCE ANALYSIS
Sight distances were investigated at the proposed site driveway on NY Route 441. Sight distance
is provided at intersections to allow drivers to perceive the presence of potentially conflicting
vehicles. This should occur in sufficient time for a motorist to stop or adjust their speed, as
appropriate, to avoid a collision at the intersection. Sight distance is also provided at
intersections to allow the drivers of stopped vehicles a sufficient view of the intersecting
highway to anticipate and avoid potential incidents. If the available sight distance for an entering
or crossing vehicle is at least equal to the appropriate stopping sight distance for the major road,
then drivers have sufficient sight distance to anticipate and avoid collisions. To enhance traffic
operations, intersection sight distances that exceed stopping sight distances are desirable along
the major road.
A Policy on Geometric Design of Highways and Streets published by the American Association
of State Highway and Transportation Officials (AASHTO), 2011, was used as a reference to
establish the required stopping sight distance and desirable intersection sight distance for the
proposed site driveway.
Required stopping distances and desirable intersection sight distances are based on the design
speed for a given section of roadway; generally, the design speed is the posted speed limit plus 5
MPH. For example, the posted speed limit along NY Route 441 is 55 MPH in the vicinity of the
site. Hence a design speed of 60 MPH was used. The required stopping distance and desirable
intersection sight distances based on the design speed is shown in Table III.
TABLE III
S I G HT DI STANCE REQU IREMENT AND MEASU REMENTS
INTERSECTION
NY Route 441 /
Proposed site driveway
Posted
Speed
Limit
(mph)
Design
Speed
(mph)
Desirable
Intersection Sight
Distance (ISD)
for Left Turn
from Stop (ft)
Required
Stopping
Sight
Distance
(SSD) (ft)
55
60
665’
570’
Available Sight
Distance (ft) to the:
Left
Right
444’ SSD
467’ ISD
>800’
The available sight distance to the right is in excess of the desirable intersection sight distances
and required stopping sight distance at the proposed site driveway on NY Route 441. The
available sight distance on NY Route 441 to the left from the proposed site driveway is less than
the desirable intersection sight distance and required stopping sight distance.
6
Based on the analysis, it has been determined that the existing site driveway is the optimum
feasible location for maximum visibility. An advanced intersection warning sign is recommended
for eastbound traffic on NY Route 441 approaching the site driveway. As stated in the Manual of
Uniform Traffic Control Devices (MUTCD), Section 5C.03, Support 02:
“Intersection signs may be used where engineering judgment indicates a need to
inform the road user in advance of an intersection.”
The Side Road Intersection Warning Sign
(MUTCD Sign W2-2R) should be installed
along the south side of NY Route 441 facing
eastbound traffic to notify drivers of the
upcoming driveway. The intersection warning
sign may also be posted with a Supplemental
Warning Plaque, positioned underneath the
intersection warning sign, depicting the word
“DRIVEWAY”. Further, the sign should be
installed with a Flashing Warning Beacon
similar to the image shown to the right. The
Intersection warning sign with flashing
MUTCD states that, “Typical applications of
beacon, NY Route 250, Perinton
Warning Beacons include…as supplemental
emphasis to warning signs.” Guidance for
installation states, “Warning Beacons should be operated only during those periods or times
when the condition or regulation exists.” The benefit of providing the flashing sequence is to
enhance the advanced warning of the site driveway, especially as it relates to tractor trailer
traffic. Therefore, the Flashing Beacon should operate when truck movements occur, as well as
during peak operating hours of the Your Sports Depot facility.
The sign should be located such that is does not conflict with other existing signage and should
be located a minimum of 800 feet west of the proposed driveway. Any brush and foliage along
the sight lines should be maintained to ensure maximum visibility.
X. LEFT TURN TREATMENT WARRANT INVESTIGATION
Volume warrants for a left turn treatment at the site driveway on NY Route 441 were
investigated using the Transportation Research Board's NCHRP Report 279, Intersection
Channelization Design Guide, 1985. Provisions for left turn lane facilities should be established
where traffic volumes are high enough and safety considerations are sufficient to warrant the
additional lane.
The combination of projected volumes (Figure 7) turning left onto the site driveway on NY
Route 441 indicate that a left turn treatment is not warranted for the westbound left-turn
movement entering the site driveway under full development conditions during both peak hours.
All supporting calculations are included in the Appendix of this report.
XI. CONCLUSIONS & RECOMMENDATIONS
This Traffic Impact Study evaluates the potential traffic impacts resulting from the projected
traffic volumes from the proposed McAlpin Industries/Your Sports Depot Development. The
results of this study determine that the existing transportation network can adequately
7
accommodate the projected traffic volumes and resulting impacts to study area intersections.
The following sets forth conclusions and recommendations based upon the results of the
analyses:
1. The proposed development is expected to generate approximately 35 entering/22
exiting vehicle trips during the PM peak hour and 44 entering/47 exiting vehicle trips
during the SAT peak hour.
2.
Based on the analysis, it has been determined that the existing site driveway is the
optimum feasible location for maximum visibility. Any brush and foliage along the sight
lines should be removed to ensure maximum visibility.
3. Required stopping sight distances and desirable intersection sight distance to the west of
the proposed site driveway are not met. Therefore, an advanced intersection warning
sign (MUTCD Sign W2-2R) is recommended for eastbound traffic on NY Route 441
approaching the site driveway.
4. The intersection warning sign may also be posted with a Supplemental Warning Plaque,
positioned underneath the intersection warning sign, depicting the word “DRIVEWAY.”
Further, the sign should be installed with a Flashing Warning Beacon. The Flashing
Beacon should operate when truck movements occur, as well as during peak operating
hours of the Your Sports Depot facility.
5. A left turn lane is not warranted for westbound traffic turning left into the proposed site
driveway.
6. The proposed development will not result in any potentially significant adverse traffic
impacts to the study area intersections.
XII. FIGURES
Figures 1 through 7 are included on the following pages.
8
!
!
th R d
Bay
Ln
berr
y
Wes
t Wa
lwor
Proposed Driveway
Study Intersection
Legend
w
De
rry
be
!
!3
Study Area
Study Site
Ln
Wes
tw
ood
Tr
l
Cir
0
500
1,000
Feet
TOWN OF WALWORTH, NY
2,000
PROPOSED MCALPIN INDUSTRIES/
YOUR SPORTS DEPOT DEVELOPMENT
Woo
dlan
ds
PROP OS ED
MCALP IN INDUS TRIES/
YOUR SP ORT S DE PO T
!
!2
Penfield Rd
·
FIGURE 1 - SITE LOCATION AND STUDY AREA
!
!1
Canandaigua Rd
FIGURE 4 - CONCEPT SITE PLAN
APPENDICES
A1
Collected Traffic Volume Data
1
2
2
0
5
17
12.4
1.5
17
100
0
0
0
0
05:00 PM
05:15 PM
05:30 PM
05:45 PM
Total
Grand Total
Apprch %
Total %
Unshifted
% Unshifted
Bank 1
% Bank 1
Bank 2
% Bank 2
04:00 PM
04:15 PM
04:30 PM
04:45 PM
Total
Start Time
84
61.3
7.3
84
100
0
0
0
0
9
18
9
8
44
36
26.3
3.1
36
100
0
0
0
0
9
5
3
0
17
0
0
0
0
0
0
0
0
0
0
0
0
0
0
CANANDAIGUA RD
Southbound
Right Thru
Left Peds
0
9
2
0
0
8
1
0
9
11
9
0
3
12
7
0
12
40
19
0
24
7.4
2.1
24
100
0
0
0
0
6
3
2
2
13
249
77.1
21.8
249
100
0
0
0
0
20
31
39
33
123
50
15.5
4.4
50
100
0
0
0
0
7
7
7
6
27
0
0
0
0
0
0
0
0
0
0
0
0
0
0
69
44.2
6
69
100
0
0
0
0
10
11
7
6
34
64
41
5.6
64
100
0
0
0
0
9
8
6
8
31
23
14.7
2
23
100
0
0
0
0
3
1
2
2
8
0
0
0
0
0
0
0
0
0
0
0
0
0
0
Groups Printed- Unshifted - Bank 1 - Bank 2
RT 441
CANANDAIGUA RD
Westbound
Northbound
Right Thru
Left Peds Right Thru
Left Peds
3
29
6
0
2
10
5
0
3
25
6
0
3
10
4
0
1
29
6
0
24
6
4
0
4
43
5
0
6
7
2
0
11
126
23
0
35
33
15
0
16
3
1.4
16
100
0
0
0
0
2
2
3
2
9
492
93.4
43
492
100
0
0
0
0
64
66
64
61
255
19
3.6
1.7
19
100
0
0
0
0
2
3
4
1
10
RT 441
Eastbound
Right Thru
Left
4
53
2
1
54
1
0
57
3
2
73
3
7
237
9
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1143
100
0
0
0
0
1143
142
157
148
129
576
Peds Int. Total
0
125
0
116
0
159
0
167
0
567
Bank 1
% Bank 1
Bank 2
% Bank 2
% Unshifted
% App. Total
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
15.8 52.6 31.6
PHF .417 .694 .833 .000
15
50
30
0
Unshifted
0
0
0
0
0
0
0
0
0
0
0
0
9
6
7
0
0
0
0
0
0
0
0
30
0
0
0
0
0
30
0
Left Peds
0
0
0
0
Peak Hour Data
15
50
0
0
0
0
15
50
Right Thru
81
91
172
0
0
0
0
0
0
81
91
172
Out
In
Total
CANANDAIGUA RD
Left
Thru Right Peds
0
10
30
51
0
0
0
0
0
0
0
0
10
30
51
0
Unshifted
Bank 1
Bank 2
4
2
3
1
10
0
0
0
0
0
0
0
0
0
0
0
0
0
56
33
11
0
.779 .531 .833 .625 .000
162
51
30
10
0
8
30
CANANDAIGUA RD
Out
In
Total
55
95
150
0
0
0
0
0
0
55
150
95
0
0
0
0
24
6
10
11
51
33
41
162
52
36
App. Total
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
.936
625
.888
277
2.2 93.9
4
0
.669 .750 .890 .917 .000
91
6 260
11
0
159
167
60
142
157
625
73
64
66
260
78
3
3
2
3
11
57
2
Int. Total
68
71
277
15
22
20
91
2
2
6
0
App. Total
0
0
0
0
0
34
Right
RT 441
Eastbound
Thru Left Peds
: RT441.Canadaigua.PM.Peak
: 00000000
: 1/16/2013
:2
App. Total
File Name
Site Code
Start Date
Page No
CANANDAIGUA RD
Northbound
Right Thru Left Peds
North
Peak Hour Begins at 04:30 PM
0
0
0
0
8.6 75.9 15.4
0
.819 .583 .715 .893 .000
95
14 123
25
0
CANANDAIGUA RD
RT 441
Southbound
Westbound
Thru
Left
Peds
Right
Right Thru Left Peds
App. Total
Peak Hour Analysis From 04:00 PM to 05:45 PM - Peak 1 of 1
Peak Hour for Entire Intersection Begins at 04:30 PM
04:30 PM
9
11
9
0
29
1
29
6
0
3
12
7
0
22
4
43
5
0
04:45 PM
05:00 PM
1
9
9
0
19
6
20
7
0
05:15 PM
2
18
5
0
25
3
31
7
0
15
50
30
0
95
14 123
25
0
Total Volume
Start Time
Total
425
0
0
425
In
277
0
0
277
: RT441.Canadaigua.PM.Peak
: 00000000
: 1/16/2013
:1
3495 Winton Place, Building E, Suite 110
Rochester, NY 14623
Rochester, NY 14623
14
123
0
0
0
0
14
123
Right Thru
RT 441
Out
148
0
0
148
11
0
0
11
Left
6
260
0
0
0
0
0
0
0
0
6
260
Peds Right Thru
File Name
Site Code
Start Date
Page No
SRF & Associates
SRF & Associates
RT 441
Out
In
341
162
0
0
0
0
341
162
Total
503
0
0
503
25
0
0
0
0
0
25
0
Left Peds
0
1
2
0
3
2
0
7
9.2
1
7
100
0
0
0
0
12:00 PM
12:15 PM
12:30 PM
12:45 PM
Total
01:00 PM
01:15 PM
Grand Total
Apprch %
Total %
Unshifted
% Unshifted
Bank 1
% Bank 1
Bank 2
% Bank 2
11:30 AM
11:45 AM
Total
Start Time
5
6
56
73.7
7.6
56
100
0
0
0
0
8
5
6
7
26
1
1
13
17.1
1.8
13
100
0
0
0
0
3
1
2
2
8
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
CANANDAIGUA RD
Southbound
Right Thru
Left Peds
1
6
3
0
1
13
0
0
2
19
3
0
0
6
18
6
2.4
18
100
0
0
0
0
3
4
1
0
8
34
34
255
84.7
34.6
255
100
0
0
0
0
35
26
26
34
121
2
3
28
9.3
3.8
28
100
0
0
0
0
1
5
3
7
16
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
9
4
44
44
6
44
100
0
0
0
0
2
6
8
3
19
5
3
36
36
4.9
36
100
0
0
0
0
8
8
1
5
22
3
4
20
20
2.7
20
100
0
0
0
0
2
4
1
1
8
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
RT 441
CANANDAIGUA RD
Westbound
Northbound
Right Thru
Left Peds
3
33
4
0
11
5
3
0
1
33
3
0
1
1
2
0
4
66
7
0
12
6
5
0
3
1
19
7.3
2.6
19
100
0
0
0
0
2
1
2
3
8
29
22
230
88.8
31.2
230
100
0
0
0
0
26
34
28
35
123
2
0
10
3.9
1.4
10
100
0
0
0
0
1
1
2
0
4
RT 441
Eastbound
Right Thru
Left
5
29
1
2
27
3
7
56
4
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
736
100
0
0
0
0
95
84
736
91
96
82
97
366
Peds Int. Total
0
104
0
87
0
191
: RT441.Canadaigua.SAT.Peak
: 00000000
: 1/19/2013
:1
Bank 1
% Bank 1
Bank 2
% Bank 2
% Unshifted
Unshifted
0
0
0
0
3
Right
0
0
0
0
32
0
0
0
0
7
42
0
0
0
0
0
0
0
0
0
0
0
0
0
11
0
0
0
0
0
0
0
0
20
151
22
1
8
0
0
0
0
0
0
0
0
0
0
0
7
0
0
0
0
0
7
0
Left Peds
Peak Hour Data
3
32
0
0
0
0
3
32
Right Thru
0
0
0
0
55
53
108
0
0
0
0
0
0
55
53
108
Out
In
Total
CANANDAIGUA RD
Left Thru Right Peds
11
22
20
0
0
0
0
0
0
0
0
0
11
22
20
0
0
0
0
0
0
0
0
0
0
0
0
0
29
36
132
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
3
1
1
6
4.5
App. Total
0
0
0
0
27
26
34
116
RT 441
Eastbound
Thru Left Peds
.917
132
10
5
2
2
Right
7.6 87.9
.697 .500 .853 .500 .000
53
10 116
6
0
53
19
4
12
App. Total
0
0
0
0
.909
378
91
96
378
104
Int. Total
: RT441.Canadaigua.SAT.Peak
: 00000000
: 1/19/2013
:2
11
127
0
0
0
0
11
127
Right Thru
Unshifted
Bank 1
Bank 2
2
2
4
11
0
37.7 41.5 20.8
.944 .455 .688 .688 .000
151
20
22
11
0
11
1
2
40
37
39
CANANDAIGUA RD
Out
In
Total
39
42
81
0
0
0
0
0
0
39
81
42
0
0
0
0
0
File Name
Site Code
Start Date
Page No
CANANDAIGUA RD
Northbound
Thru Left Peds
Right
App. Total
North
Peak Hour Begins at 11:30 AM
13
127
CANANDAIGUA RD
RT 441
Southbound
Westbound
Thru Left Peds App. Total Right Thru Left Peds
Peak Hour Analysis From 11:30 AM to 01:15 PM - Peak 1 of 1
Peak Hour for Entire Intersection Begins at 11:30 AM
11:30 AM
1
3
1
0
0
1
33
3
0
11:45 AM
13
14
1
0
12:00 PM
0
8
3
0
11
3
35
12:15 PM
1
5
1
0
7
4
5
3
32
7
0
42
11 127
13
0
Total Volume
0
7.3 84.1 8.6
7.1 76.2 16.7
0
% App. Total
.750 .688 .907 .650 .000
PHF .750 .615 .583 .000
Start Time
6
0
0
6
File Name
Site Code
Start Date
Page No
Rochester, NY 14623
SRF & Associates
Total
273
0
0
273
RT 441
Out
In
141
132
0
0
0
0
141
132
Left
10
116
0
0
0
0
0
0
0
0
10
116
Peds Right Thru
SRF & Associates
Rochester, NY 14623
RT 441
Out
In
143
151
0
0
0
0
143
151
Total
294
0
0
294
13
0
0
0
0
0
13
0
Left Peds
10
11
8
3
32
60
75
6.1
60
100
0
0
0
0
05:00 PM
05:15 PM
05:30 PM
05:45 PM
Total
Grand Total
Apprch %
Total %
Unshifted
% Unshifted
Bank 1
% Bank 1
Bank 2
% Bank 2
04:00 PM
04:15 PM
04:30 PM
04:45 PM
Total
Start Time
0
0
0
0
0
0
0
0
0
0
0
0
0
0
20
25
2
20
100
0
0
0
0
7
3
3
0
13
0
0
0
0
0
0
0
0
0
0
0
0
0
0
Walworth Road
Southbound
Right Thru
Left Peds
5
0
2
0
8
0
0
0
10
0
1
0
5
0
4
0
28
0
7
0
32
11.1
3.2
32
100
0
0
0
0
4
5
5
3
17
256
88.9
25.9
256
100
0
0
0
0
23
27
39
32
121
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
RT441
Westbound
Northbound
Right Thru
Left
1
37
0
0
0
0
0
5
22
0
0
0
0
0
2
35
0
0
0
0
0
7
41
0
0
0
0
0
15
135
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
Peds
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
Right
0
0
0
0
0
515
82.9
52.1
515
100
0
0
0
0
59
69
68
60
256
106
17.1
10.7
106
100
0
0
0
0
14
14
14
12
54
RT441
Eastbound
Thru
Left
53
8
61
11
64
18
81
15
259
52
0
0
0
0
0
0
0
0
0
0
0
0
0
0
989
100
0
0
0
0
989
117
129
137
110
493
Peds Int. Total
0
106
0
107
0
130
0
153
0
496
: RT441.Walworth.PM.Peak
: 00330041
: 1/16/2013
:1
Bank 1
% Bank 1
Bank 2
% Bank 2
% Unshifted
% App. Total
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0 29.4
0
70.6
PHF .818 .000 .536 .000
36
0
15
0
Unshifted
Thru
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
15
0
0
0
0
0
15
0
Left Peds
0
0
0
0
Peak Hour Data
36
0
0
0
0
0
36
0
Right Thru
Walworth Road
Out
In
Total
79
51
130
0
0
0
0
0
0
79
130
51
0
0
0
0
0
0
0
0
0
Right
Out
0
0
0
0
0
0
0
0
0
0
0
0
0
In
0
0
0
0
0
0
0
0
Total
Thru Right Peds
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
.864
529
.870
334
0 81.7 18.3
0
.000 .000 .843 .847 .000
0
0 273
61
0
130
153
81
117
129
529
82
Int. Total
96
59
69
273
0
0
0
0
0
App. Total
73
83
334
18
15
14
14
61
64
Right
0
0
0
0
0
0
0
0
0
0
App. Total
Thru
RT441
Eastbound
Left Peds
: RT441.Walworth.PM.Peak
: 00330041
: 1/16/2013
:2
RT441
In
144
0
0
144
Left
Unshifted
Bank 1
Bank 2
0
0
0
0
0
0
0
0
0
.750 .000 .000 .000 .000
144
0
0
0
0
27
32
144
48
37
App. Total
File Name
Site Code
Start Date
Page No
Northbound
Left Peds
Thru
North
Peak Hour Begins at 04:30 PM
0
0
0
0
0
0
12.5 87.5
.750 .643 .768 .000 .000
51
18 126
0
0
Walworth Road
RT441
Southbound
Westbound
Thru
Left
Left Peds
Peds
Right
Right
App. Total
Peak Hour Analysis From 04:30 PM to 05:15 PM - Peak 1 of 1
Peak Hour for Entire Intersection Begins at 04:30 PM
04:30 PM
10
0
1
0
11
2
35
0
0
5
0
4
0
9
7
41
0
0
04:45 PM
05:00 PM
10
0
7
0
17
4
23
0
0
05:15 PM
11
0
3
0
14
5
27
0
0
36
0
15
0
51
18 126
0
0
Total Volume
Start Time
Rochester, NY 14623
Rochester, NY 14623
Total
496
0
0
496
RT441
In
334
0
0
334
File Name
Site Code
Start Date
Page No
SRF & Associates
SRF & Associates
18
126
0
0
0
0
18
126
Right Thru
Out
162
0
0
162
61
0
0
61
Left
0
273
0
0
0
0
0
0
0
0
0
273
Peds Right Thru
Out
288
0
0
288
Total
432
0
0
432
0
0
0
0
0
0
0
0
Left Peds
6
12
6
10
34
3
3
65
67.7
9.6
65
100
0
0
0
0
12:00 PM
12:15 PM
12:30 PM
12:45 PM
Total
01:00 PM
01:15 PM
Grand Total
Apprch %
Total %
Unshifted
% Unshifted
Bank 1
% Bank 1
Bank 2
% Bank 2
11:30 AM
11:45 AM
Total
Start Time
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
3
1
31
32.3
4.6
31
100
0
0
0
0
3
7
4
3
17
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
Walworth Road
Southbound
Right Thru
Left Peds
12
0
7
0
13
0
3
0
25
0
10
0
6
4
26
9.1
3.8
26
100
0
0
0
0
6
3
0
1
10
34
34
260
90.9
38.3
260
100
0
0
0
0
32
29
23
35
119
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
RT441
Northbound
Westbound
Right Thru
Left
4
34
0
0
0
0
0
2
39
0
0
0
0
0
6
73
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
Right
0
0
0
31
24
234
78.8
34.5
234
100
0
0
0
0
28
31
29
34
122
4
9
63
21.2
9.3
63
100
0
0
0
0
12
3
7
8
30
RT441
Eastbound
Thru
Left
28
9
29
11
57
20
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
679
100
0
0
0
0
81
75
679
87
85
69
91
332
Peds Int. Total
0
94
0
97
0
191
: RT441.Walworth.SAT.PEak
: 00330042
: 1/19/2013
:1
Peds
0
0
0
File Name
Site Code
Start Date
Page No
Thru
Bank 1
% Bank 1
Bank 2
% Bank 2
% Unshifted
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
PHF .827 .000 .714 .000
43
0
20
0
Unshifted
Right
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
32
149
0
0
0
0
0
0
0
0
0
0
0
0
0
20
0
0
0
0
0
20
0
Left Peds
0
0
0
0
Peak Hour Data
43
0
0
0
0
0
43
0
Right Thru
Walworth Road
Out
In
Total
50
63
113
0
0
0
0
0
0
50
113
63
0
0
0
0
0
0
38
41
Out
0
0
0
0
0
0
0
0
0
In
0
0
0
0
0
0
0
0
Total
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
.944
151
0
0
0
0
34
151
0
31
0 116
0 76.8 23.2
0
.000 .000 .935 .729 .000
0
0 116
35
0
0
0
0
0
9
11
12
3
35
App. Total
37
40
28
29
0
0
RT441
Eastbound
Left Peds
Thru
Right
0
0
0
0
App. Total
0
0
0
0
.936
363
85
363
94
97
Int. Total
: RT441.Walworth.SAT.PEak
: 00330042
: 1/19/2013
:2
RT441
In
149
0
0
149
Left Thru Right Peds
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
Unshifted
Bank 1
Bank 2
0
0
0
0
0
Northbound
Left Peds
Thru
File Name
Site Code
Start Date
Page No
.909 .000 .000 .000 .000
149
0
0
0
0
Right
App. Total
North
Peak Hour Begins at 11:30 AM
0
0
0
0
.829 .625 .859 .000 .000
63
15 134
0
0
Walworth Road
RT441
Southbound
Westbound
Left Peds App. Total Right Thru Left Peds
Peak Hour Analysis From 11:30 AM to 01:15 PM - Peak 1 of 1
Peak Hour for Entire Intersection Begins at 11:30 AM
11:30 AM
12
0
4
34
0
0
7
19
11:45 AM
0
0
13
39
12:00 PM
6
0
3
0
9
6
12:15 PM
12
0
7
0
19
3
29
0
0
43
0
20
0
63
15 134
0
0
Total Volume
0 31.7
0
10.1 89.9
0
0
% App. Total 68.3
Start Time
Rochester, NY 14623
SRF & Associates
Total
328
0
0
328
RT441
In
151
0
0
151
35
0
0
35
Left
0
116
0
0
0
0
0
0
0
0
0
116
Peds Right Thru
SRF & Associates
Rochester, NY 14623
15
134
0
0
0
0
15
134
Right Thru
Out
177
0
0
177
Out
136
0
0
136
Total
285
0
0
285
0
0
0
0
0
0
0
0
Left Peds
A2
Miscellaneous Traffic Data
and Calculations
Project Information
Project Name:
No:
Date:
City:
State/Province:
Zip/Postal Code:
Country:
Client Name:
Analyst's Name:
McAlpin Industries
35072
12/29/2015
Walworth
New York
Edition:
United States
McAlpin
DLK
ITE‐TGM 9th Edition/SRF & Associates
Land Use
Size
9488 ‐ Athletic Complex 59.68 Sq Ft
PM Peak Hour SAT Peak Hour
Entry
Exit
Entry
Exit
35
22
44
47
PROPOSED MCALPIN INDUSTRIES/YOUR SPORTS DEPOT DEVELOPMENT
PM PEAK
LOCATION
INTERSECTION DESCRIPTION
NUMBER
1
2
3
NY Route 441 /
Canandaigua Road
SR
ST
SL
WR
WT
WL
NR
NT
NL
ER
ET
EL
NY Route 441 /
Proposed Driveway
SR
ST
SL
WR
WT
WL
NR
NT
NL
ER
ET
EL
NY Route 441 /
Walworth Road
SR
ST
SL
WR
WT
WL
NR
NT
NL
ER
ET
EL
Num of yrs Num of yrs
2
1
Total
Full
Proposed Your Sports Depot
Bkgd
Bkgd
Existing
Volume
Volume
Enter
Exit
Trips IN Trips OUT Site
Build
Volume
0.25%
0.0%
Dist. %
Dist. %
35
22
Trips Volumes
15
50
30
14
123
25
51
30
10
6
260
11
15
50
30
14
124
25
51
30
10
6
261
11
15
50
30
14
124
25
51
30
10
6
261
11
0
0
0
0
144
0
0
0
0
0
288
0
0
0
0
0
145
0
0
0
0
0
289
0
0
0
0
0
145
0
0
0
0
0
289
0
36
0
15
18
126
0
0
0
0
0
273
61
36
0
15
18
127
0
0
0
0
0
274
61
36
0
15
18
127
0
0
0
0
0
274
61
9%
3
3
25%
9
9
11%
2
6
2
4
2
6
2
18
50
30
14
133
25
51
30
14
8
267
13
10
16
10
145
16
10
4
11%
25%
9%
45%
16
45%
55%
55%
12
19
12
19
12
19
289
36
15%
5
15%
40%
40%
3
9
14
5
3
9
20
21
136
14
288
61
PROPOSED MCALPIN INDUSTRIES/YOUR SPORTS DEPOT DEVELOPMENT
SAT PEAK
LOCATION
INTERSECTION DESCRIPTION
NUMBER
1
2
3
NY Route 441 /
Canandaigua Road
SR
ST
SL
WR
WT
WL
NR
NT
NL
ER
ET
EL
NY Route 441 /
Proposed Driveway
SR
ST
SL
WR
WT
WL
NR
NT
NL
ER
ET
EL
NY Route 441 /
Walworth Road
SR
ST
SL
WR
WT
WL
NR
NT
NL
ER
ET
EL
Num of yrs Num of yrs
2
1
Total
Full
Proposed Your Sports Depot
Bkgd
Bkgd
Existing
Volume
Volume
Enter
Exit
Trips IN Trips OUT Site
Build
Volume
0.25%
0.0%
Dist. %
Dist. %
44
47
Trips Volumes
3
32
7
11
127
13
20
22
11
10
116
6
3
32
7
11
128
13
20
22
11
10
117
6
3
32
7
11
128
13
20
22
11
10
117
6
0
0
0
0
149
0
0
0
0
0
136
0
0
0
0
0
150
0
0
0
0
0
137
0
0
0
0
0
150
0
0
0
0
0
137
0
43
0
20
15
134
0
0
0
0
0
116
35
43
0
20
15
135
0
0
0
0
0
117
35
43
0
20
15
135
0
0
0
0
0
117
35
9%
4
4
25%
11
11
11%
5
12
4
5
5
12
4
7
32
7
11
139
13
20
22
16
15
129
10
21
20
21
150
20
21
5
11%
25%
9%
45%
20
45%
55%
55%
26
24
26
24
26
24
137
43
15%
7
15%
40%
40%
7
19
18
7
7
19
27
22
154
18
135
35
Guideline for determining left-turn Lane at a two-way stop-controlled intersection
TWO LANE ROADWAY
INPUT
Value
Route 441/Driveway - PM Pk Hr
Westbound
60
10%
Variable
Major Approach
Approach
Design Speed Limit - MPH
Percent of left-turns in advancing volume (VA), %:
Advancing volume (VA), veh/h:
161
Opposing volume (VO), veh/h:
308
CALIBRATION CONSTANTS
Variable
Average time for making left-turn, s:
Critical headway, s:
Average time for left-turn vehicle to clear the advancing lane, s:
Opposing Volume (VO), veh/h
PLOT - LINE 1
0
161
308
308
PLOT - LINE 2
161
161
Value
3.0
5.0
1.9
0
308
1000
900
800
700
600
500
400
300
200
100
0
0
100
200
300
400
500
600
700
800
900
Advancing Volume (VA), veh/h
OUTPUT
Value
Variable
Limiting advancing volume (VA), veh/h:
288
Guidance for determining the need for a major-road left-turn bay:
Westbound Left-turn treatment NOT warranted at Route 441/Driveway - PM Pk Hr Intersections
1000
ρ
f =
Wait Time
Service Rate
Arrival Rate
Vo
0.01
0.79
1.240 s
970 veh/h
288 veh/h
Time_tw
Vo
Serv_rate
0
0.0
0
1200
100
0.4
100
1121
200
300
400
500
600
700
800
900
1000
0.8
1.2
1.7
2.2
2.8
3.5
4.2
5.0
5.8
200
300
400
500
600
700
800
900
1000
1046
976
910
848
789
735
683
635
590
% LT veh.
Vo
0
100
200
300
400
500
600
700
800
900
1000
10%
VA
412
364
325
290
261
235
212
192
174
158
143
15%
VA
345
305
272
243
219
197
178
161
146
132
120
20%
VA
308
273
243
217
195
176
159
143
130
118
107
10%
VA
410
363
324
290
260
234
212
191
173
157
143
40%
VA
251
222
198
177
159
143
130
117
106
96
87
Guideline for determining left-turn Lane at a two-way stop-controlled intersection
TWO LANE ROADWAY
INPUT
Value
Route 441/Driveway - SAT Pk Hr
Westbound
60
12%
Variable
Major Approach
Approach
Design Speed Limit - MPH
Percent of left-turns in advancing volume (VA), %:
Advancing volume (VA), veh/h:
170
Opposing volume (VO), veh/h:
161
CALIBRATION CONSTANTS
Variable
Average time for making left-turn, s:
Critical headway, s:
Average time for left-turn vehicle to clear the advancing lane, s:
Opposing Volume (VO), veh/h
PLOT - LINE 1
0
170
161
161
PLOT - LINE 2
170
170
Value
3.0
5.0
1.9
0
161
1000
900
800
700
600
500
400
300
200
100
0
0
100
200
300
400
500
600
700
800
900
1000
Advancing Volume (VA), veh/h
OUTPUT
Value
Variable
Limiting advancing volume (VA), veh/h:
315
Guidance for determining the need for a major-road left-turn bay:
Westbound Left-turn treatment NOT warranted at Route 441/Driveway - SAT Pk Hr Intersections
ρ
f =
Wait Time
Service Rate
Arrival Rate
Vo
0.01
0.79
0.603 s
1075 veh/h
315 veh/h
Time_tw
Vo
Serv_rate
0
0.0
0
1200
100
0.4
100
1121
200
300
400
500
600
700
800
900
1000
0.8
1.2
1.7
2.2
2.8
3.5
4.2
5.0
5.8
200
300
400
500
600
700
800
900
1000
1046
976
910
848
789
735
683
635
590
% LT veh.
Vo
0
100
200
300
400
500
600
700
800
900
1000
12%
VA
382
338
301
270
242
218
197
178
161
146
133
15%
VA
345
305
272
243
219
197
178
161
146
132
120
20%
VA
308
273
243
217
195
176
159
143
130
118
107
10%
VA
410
363
324
290
260
234
212
191
173
157
143
40%
VA
251
222
198
177
159
143
130
117
106
96
87
A3
Level of Service:
Criteria and Definitions
Level of Service Criteria
Highway Capacity Manual 2010
SIGNALIZED INTERSECTIONS
Level of Service is a qualitative measure describing operational conditions within a traffic
stream, based on service measures such as speed and travel time, freedom to maneuver, traffic
interruptions, comfort, and convenience. Level of Service for signalized intersections is defined
in terms of delay specifically, average total delay per vehicle for a 15 minute analysis period. The
ranges are as follows:
Level
of
Service
A
B
C
D
E
F
Control Delay
per vehicle
(seconds)
< 10
10 – 20
20 – 35
35 – 55
55 – 80
>80
UNSIGNALIZED INTERSECTIONS
Level of Service for unsignalized intersections is also defined in terms of delay. However, the
delay criteria are different from a signalized intersection. The primary reason for this is driver
expectation that a signalized intersection is designed to carry higher volumes than an
unsignalized intersection. The total delay threshold for any given Level of Service is less for an
unsignalized intersection than for a signalized intersection. The ranges are as follows:
Level
of
Service
A
B
C
D
E
F
Control Delay
per vehicle
(seconds)
< 10
10 – 15
15 – 25
25 – 35
35 - 50
>50
A4
Level of Service Calculations:
Existing Conditions
1: Canandaigua Road & NY Route 441
Intersection
Int Delay, s/veh
Movement
Vol, veh/h
Conflicting Peds, #/hr
Sign Control
RT Channelized
Storage Length
Veh in Median Storage, #
Grade, %
Peak Hour Factor
Heavy Vehicles, %
Mvmt Flow
EBL EBT EBR
11 261
6
0
0
0
Free Free Free
- None
0
0
89
89
89
2
2
2
12 293
7
Major1
177
4.12
2.218
1399
-
Approach
HCM Control Delay, s
HCM LOS
EB
0.3
Baseline
SRF & Associates
12/30/2015
5.4
Major/Minor
Conflicting Flow All
Stage 1
Stage 2
Critical Hdwy
Critical Hdwy Stg 1
Critical Hdwy Stg 2
Follow-up Hdwy
Pot Cap-1 Maneuver
Stage 1
Stage 2
Platoon blocked, %
Mov Cap-1 Maneuver
Mov Cap-2 Maneuver
Stage 1
Stage 2
Minor Lane/Major Mvmt
Capacity (veh/h)
HCM Lane V/C Ratio
HCM Control Delay (s)
HCM Lane LOS
HCM 95th %tile Q(veh)
Existing Conditions - PM Peak Hour
1399
-
0
-
NBLn1 EBL
540 1399
0.252 0.009
13.9
7.6
B
A
1
0
0
-
WBL WBT WBR
25 124
14
0
0
0
Free Free Free
- None
0
0
78
78
78
2
2
2
32 159
18
Major2
300
4.12
2.218
1261
1261
-
0
-
0
-
WB
1.2
NBL NBT NBR
10
30
51
0
0
0
Stop Stop Stop
- None
0
0
67
67
67
2
2
2
15
45
76
SBL SBT SBR
30
50
15
0
0
0
Stop Stop Stop
- None
0
0
82
82
82
2
2
2
37
61
18
Minor1
593 562 297
321 321
272 241
7.12 6.52 6.22
6.12 5.52
6.12 5.52
3.518 4.018 3.318
417 436 742
691 652
734 706
-
Minor2
614 557 168
232 232
382 325
7.12 6.52 6.22
6.12 5.52
6.12 5.52
3.518 4.018 3.318
404 439 876
771 713
640 649
-
353
353
684
637
NB
13.9
B
420
420
645
686
742
-
324
324
763
529
422
422
693
643
876
-
SB
17
C
EBT EBR WBL WBT WBR SBLn1
- 1261
- 416
- 0.025
- 0.278
0
7.9
0
17
A
A
A
C
0.1
1.1
Synchro 8 - Report
Page 1
3: NY Route 441 & Walworth Road
Intersection
Int Delay, s/veh
Movement
Vol, veh/h
Sign Control
RT Channelized
Storage Length
Grade, %
Peak Hour Factor
Heavy Vehicles, %
Mvmt Flow
EBL EBT
61 274
0
0
Free Free
- None
0
0
87
87
2
2
70 315
Major1
169
4.12
2.218
1409
-
Approach
HCM LOS
EB
1.4
Baseline
SRF & Associates
12/30/2015
1.4
Major/Minor
Stage 1
Stage 2
Critical Hdwy
Critical Hdwy Stg 1
Critical Hdwy Stg 2
Follow-up Hdwy
Pot Cap-1 Maneuver
Stage 1
Stage 2
Platoon blocked, %
Mov Cap-1 Maneuver
Mov Cap-2 Maneuver
Stage 1
Stage 2
Capacity (veh/h)
HCM Lane V/C Ratio
HCM Lane LOS
1409
-
EBL
1409
0.05
7.7
A
0.2
0
-
WBT WBR
127
0
0
0
Free Free
- None
0
0
75
75
2
2
169
0
Major2
WB
0
0
-
SBL
15
0
Stop
0
0
0
75
2
20
SBR
0
0
Stop
None
75
2
0
Minor2
624
169
455
6.42
5.42
5.42
3.518
449
861
639
169
6.22
3.318
875
-
422
422
861
601
875
-
SB
14
B
EBT WBT WBR SBLn1
- 422
- 0.047
0
14
A
B
0.1
Synchro 8 - Report
Page 2
12/30/2015
4: Walworth Road Off & Walworth Road & Walworth Road On
Intersection
Int Delay, s/veh
Movement
Vol, veh/h
Sign Control
RT Channelized
Storage Length
Grade, %
Peak Hour Factor
Heavy Vehicles, %
Mvmt Flow
1.3
WBL
0
0
Stop
0
0
0
75
2
0
WBR
18
0
Stop
None
75
2
24
NBL NBT NBR
0
61
0
0
0
0
Free Free Free
- None
0
0
92
92
92
2
2
2
0
66
0
Major/Minor
Stage 1
Stage 2
Critical Hdwy
Critical Hdwy Stg 1
Critical Hdwy Stg 2
Follow-up Hdwy
Pot Cap-1 Maneuver
Stage 1
Stage 2
Platoon blocked, %
Mov Cap-1 Maneuver
Mov Cap-2 Maneuver
Stage 1
Stage 2
Minor1
66
66
0
6.42
5.42
3.518
939
957
-
66
6.22
3.318
998
-
Major1
20
-
939
939
957
-
998
-
-
Approach
HCM LOS
WB
8.7
A
NB
0
Capacity (veh/h)
HCM Lane V/C Ratio
HCM Lane LOS
NBL
0
A
-
NBT NBRWBLn1 SBL
- 998 1536
- 0.024
8.7
0
A
A
0.1
0
Baseline
SRF & Associates
0
-
0
-
SBL SBT SBR
0
15
36
0
0
0
Free Free Free
- None
0
0
0
75
75
75
2
2
2
0
20
48
Major2
66
4.12
2.218
1536
1536
-
0
-
NEL
0
0
Free
0
0
92
2
0
NER
0
0
Free
92
2
0
0
-
SB
0
SBT SBR
-
Synchro 8 - Report
Page 3
Proposed McAlpin Industries/ Your Sports Depot
Intersection
Int Delay, s/veh
Movement
Vol, veh/h
Sign Control
RT Channelized
Storage Length
Grade, %
Peak Hour Factor
Heavy Vehicles, %
Mvmt Flow
EBL EBT EBR
6 117
10
0
0
0
Free Free Free
- None
0
0
92
92
92
2
2
2
7 127
11
Major1
148
4.12
2.218
1434
-
Approach
HCM LOS
EB
0.3
Baseline
SRF & Associates
12/30/2015
3.7
Major/Minor
Stage 1
Stage 2
Critical Hdwy
Critical Hdwy Stg 1
Critical Hdwy Stg 2
Follow-up Hdwy
Pot Cap-1 Maneuver
Stage 1
Stage 2
Platoon blocked, %
Mov Cap-1 Maneuver
Mov Cap-2 Maneuver
Stage 1
Stage 2
Capacity (veh/h)
HCM Lane V/C Ratio
HCM Lane LOS
Existing Conditions - SAT Peak Hour
1434
-
0
-
NBLn1 EBL
674 1434
0.112 0.005
11
7.5
B
A
0.4
0
0
-
WBL WBT WBR
13 128
11
0
0
0
Free Free Free
- None
0
0
94
94
94
2
2
2
14 136
12
Major2
138
4.12
2.218
1446
1446
-
0
-
0
-
WB
0.6
NBL NBT NBR
11
22
20
0
0
0
Stop Stop Stop
- None
0
0
70
70
70
2
2
2
16
31
29
SBL SBT SBR
7
32
3
0
0
0
Stop Stop Stop
- None
0
0
75
75
75
2
2
2
9
43
4
Minor1
339 322 133
146 146
193 176
7.12 6.52 6.22
6.12 5.52
6.12 5.52
3.518 4.018 3.318
615 595 916
857 776
809 753
-
Minor2
346 321 142
170 170
176 151
7.12 6.52 6.22
6.12 5.52
6.12 5.52
3.518 4.018 3.318
608 596 906
832 758
826 772
-
571
571
853
751
NB
11
B
586
586
772
745
916
-
558
558
828
764
586
586
750
768
906
-
SB
11.7
B
- 1446
- 596
- 0.01
- 0.094
0
7.5
0
- 11.7
A
A
A
B
0
0.3
Synchro 8 - Report
Page 1
Intersection
Int Delay, s/veh
Movement
Vol, veh/h
Sign Control
RT Channelized
Storage Length
Grade, %
Peak Hour Factor
Heavy Vehicles, %
Mvmt Flow
EBL EBT
35 117
0
0
Free Free
- None
0
0
94
94
2
2
37 124
Major1
148
4.12
2.218
1434
-
Approach
HCM LOS
EB
1.7
Baseline
SRF & Associates
12/30/2015
1.6
Major/Minor
Stage 1
Stage 2
Critical Hdwy
Critical Hdwy Stg 1
Critical Hdwy Stg 2
Follow-up Hdwy
Pot Cap-1 Maneuver
Stage 1
Stage 2
Platoon blocked, %
Mov Cap-1 Maneuver
Mov Cap-2 Maneuver
Stage 1
Stage 2
Capacity (veh/h)
HCM Lane V/C Ratio
HCM Lane LOS
1434
-
EBL
1434
0.026
7.6
A
0.1
0
-
WBT WBR
135
0
0
0
Free Free
- None
0
0
91
91
2
2
148
0
Major2
WB
0
0
-
SBL
20
0
Stop
0
0
0
83
2
24
SBR
0
0
Stop
None
83
2
0
Minor2
347
148
199
6.42
5.42
5.42
3.518
650
880
835
148
6.22
3.318
899
-
632
632
880
812
899
-
SB
10.9
B
EBT WBT WBR SBLn1
- 632
- 0.038
0
- 10.9
A
B
0.1
Synchro 8 - Report
Page 2
12/30/2015
Intersection
Int Delay, s/veh
Movement
Vol, veh/h
Sign Control
RT Channelized
Storage Length
Grade, %
Peak Hour Factor
Heavy Vehicles, %
Mvmt Flow
1.1
WBL
0
0
Stop
0
0
0
91
2
0
WBR
15
0
Stop
None
91
2
16
NBL NBT NBR
0
35
0
0
0
0
Free Free Free
- None
0
0
92
92
92
2
2
2
0
38
0
Major/Minor
Stage 1
Stage 2
Critical Hdwy
Critical Hdwy Stg 1
Critical Hdwy Stg 2
Follow-up Hdwy
Pot Cap-1 Maneuver
Stage 1
Stage 2
Platoon blocked, %
Mov Cap-1 Maneuver
Mov Cap-2 Maneuver
Stage 1
Stage 2
Minor1
38
38
0
6.42
5.42
3.518
974
984
-
38
6.22
3.318
1034
-
Major1
24
-
974
974
984
-
1034
-
-
Approach
HCM LOS
WB
8.5
A
NB
0
Capacity (veh/h)
HCM Lane V/C Ratio
HCM Lane LOS
NBL
0
A
-
NBT NBRWBLn1 SBL
- 1034 1572
- 0.016
8.5
0
A
A
0
0
Baseline
SRF & Associates
0
-
0
-
SBL SBT SBR
0
20
43
0
0
0
Free Free Free
- None
0
0
0
83
83
83
2
2
2
0
24
52
Major2
38
4.12
2.218
1572
1572
-
0
-
NEL
0
0
Free
0
0
92
2
0
NER
0
0
Free
92
2
0
0
-
SB
0
SBT SBR
-
Synchro 8 - Report
Page 3
A5
Level of Service Calculations:
Full Development Conditions
Proposed McAlpin Inudustries/Your Sports DepotFull Development Conditions - PM Peak Hour
12/30/2015
Intersection
Int Delay, s/veh
Movement
Vol, veh/h
Sign Control
RT Channelized
Storage Length
Grade, %
Peak Hour Factor
Heavy Vehicles, %
Mvmt Flow
5.6
EBL EBT EBR
13 267
8
0
0
0
Free Free Free
- None
0
0
89
89
89
2
2
2
15 300
9
Major/Minor
Stage 1
Stage 2
Critical Hdwy
Critical Hdwy Stg 1
Critical Hdwy Stg 2
Follow-up Hdwy
Pot Cap-1 Maneuver
Stage 1
Stage 2
Platoon blocked, %
Mov Cap-1 Maneuver
Mov Cap-2 Maneuver
Stage 1
Stage 2
Major1
188
4.12
2.218
1386
-
Approach
HCM LOS
EB
0.3
Capacity (veh/h)
HCM Lane V/C Ratio
HCM Lane LOS
Baseline
SRF & Associates
1386
-
0
-
NBLn1 EBL
513 1386
0.276 0.011
14.7
7.6
B
A
1.1
0
0
-
WBL WBT WBR
25 133
14
0
0
0
Free Free Free
- None
0
0
78
78
78
2
2
2
32 171
18
Major2
309
4.12
2.218
1252
1252
-
0
-
0
-
WB
1.2
NBL NBT NBR
14
30
51
0
0
0
Stop Stop Stop
- None
0
0
67
67
67
2
2
2
21
45
76
SBL SBT SBR
30
50
18
0
0
0
Stop Stop Stop
- None
0
0
82
82
82
2
2
2
37
61
22
Minor1
619 587 304
334 334
285 253
7.12 6.52 6.22
6.12 5.52
6.12 5.52
3.518 4.018 3.318
401 422 736
680 643
722 698
-
Minor2
638 582 179
244 244
394 338
7.12 6.52 6.22
6.12 5.52
6.12 5.52
3.518 4.018 3.318
389 425 864
760 704
631 641
-
335
335
671
622
NB
14.7
B
404
404
635
678
736
-
309
309
750
519
407
407
684
633
864
-
SB
17.5
C
- 1252
- 407
- 0.026
- 0.294
0
8
0
- 17.5
A
A
A
C
0.1
1.2
Synchro 8 - Report
Page 1
12/30/2015
2: Proposed Driveway & NY Route 441
Intersection
Int Delay, s/veh
0.8
Movement
Vol, veh/h
Sign Control
RT Channelized
Storage Length
Grade, %
Peak Hour Factor
Heavy Vehicles, %
Mvmt Flow
EBT EBR
289
19
0
0
Free Free
- None
0
0
89
89
2
2
325
21
Major/Minor
Stage 1
Stage 2
Critical Hdwy
Critical Hdwy Stg 1
Critical Hdwy Stg 2
Follow-up Hdwy
Pot Cap-1 Maneuver
Stage 1
Stage 2
Platoon blocked, %
Mov Cap-1 Maneuver
Mov Cap-2 Maneuver
Stage 1
Stage 2
Major1
0
-
Approach
HCM LOS
EB
0
Capacity (veh/h)
HCM Lane V/C Ratio
HCM Lane LOS
Baseline
SRF & Associates
NBLn1
561
0.049
11.7
B
0.2
0
-
WBL WBT
16 145
0
0
Free Free
- None
0
0
78
78
2
2
21 186
Major2
346
4.12
2.218
1213
1213
WB
0.8
0
-
NBL
12
0
Stop
0
0
0
80
2
15
NBR
10
0
Stop
None
80
2
12
Minor1
562
335
227
6.42
5.42
5.42
3.518
488
725
811
335
6.22
3.318
707
-
479
479
725
796
707
-
NB
11.7
B
EBT EBR WBL WBT
- 1213
- 0.017
8
0
A
A
0.1
-
Synchro 8 - Report
Page 2
12/30/2015
Intersection
Int Delay, s/veh
Movement
Vol, veh/h
Sign Control
RT Channelized
Storage Length
Grade, %
Peak Hour Factor
Heavy Vehicles, %
Mvmt Flow
1.5
EBL EBT
61 288
0
0
Free Free
- None
0
0
87
87
2
2
70 331
Major/Minor
Stage 1
Stage 2
Critical Hdwy
Critical Hdwy Stg 1
Critical Hdwy Stg 2
Follow-up Hdwy
Pot Cap-1 Maneuver
Stage 1
Stage 2
Platoon blocked, %
Mov Cap-1 Maneuver
Mov Cap-2 Maneuver
Stage 1
Stage 2
Major1
181
4.12
2.218
1394
-
Approach
HCM LOS
EB
1.3
Capacity (veh/h)
HCM Lane V/C Ratio
HCM Lane LOS
Baseline
SRF & Associates
1394
-
EBL
1394
0.05
7.7
A
0.2
0
-
WBT WBR
136
0
0
0
Free Free
- None
0
0
75
75
2
2
181
0
Major2
WB
0
0
-
SBL
20
0
Stop
0
0
0
75
2
27
SBR
0
0
Stop
None
75
2
0
Minor2
652
181
471
6.42
5.42
5.42
3.518
433
850
628
181
6.22
3.318
862
-
406
406
850
589
862
-
SB
14.5
B
EBT WBT WBR SBLn1
- 406
- 0.066
0
- 14.5
A
B
0.2
Synchro 8 - Report
Page 3
12/30/2015
Intersection
Int Delay, s/veh
Movement
Vol, veh/h
Sign Control
RT Channelized
Storage Length
Grade, %
Peak Hour Factor
Heavy Vehicles, %
Mvmt Flow
1.4
WBL
0
0
Stop
0
0
0
75
2
0
WBR
21
0
Stop
None
75
2
28
NBL NBT NBR
0
61
0
0
0
0
Free Free Free
- None
0
0
92
92
92
2
2
2
0
66
0
Major/Minor
Stage 1
Stage 2
Critical Hdwy
Critical Hdwy Stg 1
Critical Hdwy Stg 2
Follow-up Hdwy
Pot Cap-1 Maneuver
Stage 1
Stage 2
Platoon blocked, %
Mov Cap-1 Maneuver
Mov Cap-2 Maneuver
Stage 1
Stage 2
Minor1
66
66
0
6.42
5.42
3.518
939
957
-
66
6.22
3.318
998
-
Major1
27
-
939
939
957
-
998
-
-
Approach
HCM LOS
WB
8.7
A
NB
0
Capacity (veh/h)
HCM Lane V/C Ratio
HCM Lane LOS
NBL
0
A
-
NBT NBRWBLn1 SBL
- 998 1536
- 0.028
8.7
0
A
A
0.1
0
Baseline
SRF & Associates
0
-
0
-
SBL SBT SBR
0
20
36
0
0
0
Free Free Free
- None
0
0
0
75
75
75
2
2
2
0
27
48
Major2
66
4.12
2.218
1536
1536
-
0
-
NEL
0
0
Free
0
0
92
2
0
NER
0
0
Free
92
2
0
0
-
SB
0
SBT SBR
-
Synchro 8 - Report
Page 4
Proposed McAlpin Industries/Your Sports Depot Full Development Conditions - SAT Peak Hour
12/30/2015
Intersection
Int Delay, s/veh
Movement
Vol, veh/h
Sign Control
RT Channelized
Storage Length
Grade, %
Peak Hour Factor
Heavy Vehicles, %
Mvmt Flow
3.9
EBL EBT EBR
10 129
15
0
0
0
Free Free Free
- None
0
0
92
92
92
2
2
2
11 140
16
Major/Minor
Stage 1
Stage 2
Critical Hdwy
Critical Hdwy Stg 1
Critical Hdwy Stg 2
Follow-up Hdwy
Pot Cap-1 Maneuver
Stage 1
Stage 2
Platoon blocked, %
Mov Cap-1 Maneuver
Mov Cap-2 Maneuver
Stage 1
Stage 2
Major1
160
4.12
2.218
1419
-
Approach
HCM LOS
EB
0.5
Capacity (veh/h)
HCM Lane V/C Ratio
HCM Lane LOS
Baseline
SRF & Associates
1419
-
0
-
NBLn1 EBL
632 1419
0.131 0.008
11.6
7.6
B
A
0.5
0
0
-
WBL WBT WBR
13 139
11
0
0
0
Free Free Free
- None
0
0
94
94
94
2
2
2
14 148
12
Major2
157
4.12
2.218
1423
1423
-
0
-
0
-
WB
0.6
NBL NBT NBR
16
22
20
0
0
0
Stop Stop Stop
- None
0
0
70
70
70
2
2
2
23
31
29
SBL SBT SBR
7
32
7
0
0
0
Stop Stop Stop
- None
0
0
75
75
75
2
2
2
9
43
9
Minor1
377 357 148
170 170
207 187
7.12 6.52 6.22
6.12 5.52
6.12 5.52
3.518 4.018 3.318
580 569 899
832 758
795 745
-
Minor2
381 359 154
181 181
200 178
7.12 6.52 6.22
6.12 5.52
6.12 5.52
3.518 4.018 3.318
577 568 892
821 750
802 752
-
532
532
825
733
NB
11.6
B
558
558
751
737
899
-
527
527
814
737
557
557
742
745
892
-
SB
11.9
B
- 1423
- 585
- 0.01
- 0.105
0
7.6
0
- 11.9
A
A
A
B
0
0.4
Synchro 8 - Report
Page 1
12/30/2015
2: Proposed Driveway & NY Route 441
Intersection
Int Delay, s/veh
1.9
Movement
Vol, veh/h
Sign Control
RT Channelized
Storage Length
Grade, %
Peak Hour Factor
Heavy Vehicles, %
Mvmt Flow
EBT EBR
137
24
0
0
Free Free
- None
0
0
92
92
2
2
149
26
Major/Minor
Stage 1
Stage 2
Critical Hdwy
Critical Hdwy Stg 1
Critical Hdwy Stg 2
Follow-up Hdwy
Pot Cap-1 Maneuver
Stage 1
Stage 2
Platoon blocked, %
Mov Cap-1 Maneuver
Mov Cap-2 Maneuver
Stage 1
Stage 2
Major1
0
-
Approach
HCM LOS
EB
0
Capacity (veh/h)
HCM Lane V/C Ratio
HCM Lane LOS
Baseline
SRF & Associates
NBLn1
719
0.082
10.5
B
0.3
0
-
WBL WBT
20 150
0
0
Free Free
- None
0
0
94
94
2
2
21 160
Major2
175
4.12
2.218
1401
1401
WB
0.9
0
-
NBL
26
0
Stop
0
0
0
80
2
32
NBR
21
0
Stop
None
80
2
26
Minor1
364
162
202
6.42
5.42
5.42
3.518
635
867
832
162
6.22
3.318
883
-
625
625
867
819
883
-
NB
10.5
B
EBT EBR WBL WBT
- 1401
- 0.015
7.6
0
A
A
0
-
Synchro 8 - Report
Page 2
12/30/2015
Intersection
Int Delay, s/veh
Movement
Vol, veh/h
Sign Control
RT Channelized
Storage Length
Grade, %
Peak Hour Factor
Heavy Vehicles, %
Mvmt Flow
1.7
EBL EBT
35 135
0
0
Free Free
- None
0
0
94
94
2
2
37 144
Major/Minor
Stage 1
Stage 2
Critical Hdwy
Critical Hdwy Stg 1
Critical Hdwy Stg 2
Follow-up Hdwy
Pot Cap-1 Maneuver
Stage 1
Stage 2
Platoon blocked, %
Mov Cap-1 Maneuver
Mov Cap-2 Maneuver
Stage 1
Stage 2
Major1
169
4.12
2.218
1409
-
Approach
HCM LOS
EB
1.6
Capacity (veh/h)
HCM Lane V/C Ratio
HCM Lane LOS
Baseline
SRF & Associates
1409
-
EBL
1409
0.026
7.6
A
0.1
0
-
WBT WBR
154
0
0
0
Free Free
- None
0
0
91
91
2
2
169
0
Major2
WB
0
0
-
SBL
27
0
Stop
0
0
0
83
2
33
SBR
0
0
Stop
None
83
2
0
Minor2
387
169
218
6.42
5.42
5.42
3.518
616
861
818
169
6.22
3.318
875
-
598
598
861
794
875
-
SB
11.4
B
EBT WBT WBR SBLn1
- 598
- 0.054
0
- 11.4
A
B
0.2
Synchro 8 - Report
Page 3
12/30/2015
Intersection
Int Delay, s/veh
Movement
Vol, veh/h
Sign Control
RT Channelized
Storage Length
Grade, %
Peak Hour Factor
Heavy Vehicles, %
Mvmt Flow
1.4
WBL
0
0
Stop
0
0
0
91
2
0
WBR
22
0
Stop
None
91
2
24
NBL NBT NBR
0
35
0
0
0
0
Free Free Free
- None
0
0
92
92
92
2
2
2
0
38
0
Major/Minor
Stage 1
Stage 2
Critical Hdwy
Critical Hdwy Stg 1
Critical Hdwy Stg 2
Follow-up Hdwy
Pot Cap-1 Maneuver
Stage 1
Stage 2
Platoon blocked, %
Mov Cap-1 Maneuver
Mov Cap-2 Maneuver
Stage 1
Stage 2
Minor1
38
38
0
6.42
5.42
3.518
974
984
-
38
6.22
3.318
1034
-
Major1
33
-
974
974
984
-
1034
-
-
Approach
HCM LOS
WB
8.6
A
NB
0
Capacity (veh/h)
HCM Lane V/C Ratio
HCM Lane LOS
NBL
0
A
-
NBT NBRWBLn1 SBL
- 1034 1572
- 0.023
8.6
0
A
A
0.1
0
Baseline
SRF & Associates
0
-
0
-
SBL SBT SBR
0
27
43
0
0
0
Free Free Free
- None
0
0
0
83
83
83
2
2
2
0
33
52
Major2
38
4.12
2.218
1572
1572
-
0
-
NEL
0
0
Free
0
0
92
2
0
NER
0
0
Free
92
2
0
0
-
SB
0
SBT SBR
-
Synchro 8 - Report
Page 4
Proposed McAlpin Industries/Your Sports Depot Full Development Conditions - AM Peak Hour
1/21/2016
3: Proposed Driveway & NY 441
Intersection
Int Delay, s/veh
0.3
Movement
Vol, veh/h
Sign Control
RT Channelized
Storage Length
Grade, %
Peak Hour Factor
Heavy Vehicles, %
Mvmt Flow
EBT EBR
50
13
0
0
Free Free
- None
0
0
78
78
0
4
64
17
Major/Minor
Stage 1
Stage 2
Critical Hdwy
Critical Hdwy Stg 1
Critical Hdwy Stg 2
Follow-up Hdwy
Pot Cap-1 Maneuver
Stage 1
Stage 2
Platoon blocked, %
Mov Cap-1 Maneuver
Mov Cap-2 Maneuver
Stage 1
Stage 2
Major1
0
-
Approach
HCM LOS
EB
0
Capacity (veh/h)
HCM Lane V/C Ratio
HCM Lane LOS
HCM 2010 TWSC
SRF & Associates
NBLn1
754
0.009
9.8
A
0
0
-
WBL WBT
8 276
0
0
Free Free
- None
0
0
89
89
2
2
9 310
Major2
81
4.12
2.218
1517
1517
WB
0.2
0
-
NBL
3
0
Stop
0
0
0
92
0
3
NBR
3
0
Stop
None
92
0
3
Minor1
400
72
328
6.4
5.4
5.4
3.5
610
956
734
72
6.2
3.3
996
-
606
606
956
729
996
-
NB
9.8
A
EBT EBR WBL WBT
- 1517
- 0.006
7.4
0
A
A
0
-
Synchro 8 - Report (With McAlpin Industries Component)
Page 1
Proposed McAlpin Industries/Your Sports Depot Full Development Conditions - PM Peak Hour
1/21/2016
3: Proposed Driveway & NY 441
Intersection
Int Delay, s/veh
1.3
Movement
Vol, veh/h
Sign Control
RT Channelized
Storage Length
Grade, %
Peak Hour Factor
Heavy Vehicles, %
Mvmt Flow
EBT EBR
221
24
0
0
Free Free
- None
0
0
89
89
0
0
248
27
Major/Minor
Stage 1
Stage 2
Critical Hdwy
Critical Hdwy Stg 1
Critical Hdwy Stg 2
Follow-up Hdwy
Pot Cap-1 Maneuver
Stage 1
Stage 2
Platoon blocked, %
Mov Cap-1 Maneuver
Mov Cap-2 Maneuver
Stage 1
Stage 2
Major1
0
-
Approach
HCM LOS
EB
0
Capacity (veh/h)
HCM Lane V/C Ratio
HCM Lane LOS
HCM 2010 TWSC
SRF & Associates
NBLn1
594
0.072
11.5
B
0.2
0
-
WBL WBT
19 144
0
0
Free Free
- None
0
0
78
78
0
0
24 185
Major2
275
4.1
2.2
1300
1300
WB
0.9
0
-
NBL
20
0
Stop
0
0
0
80
10
25
NBR
14
0
Stop
None
80
0
18
Minor1
495
262
233
6.5
5.5
5.5
3.59
520
764
787
262
6.2
3.3
782
-
509
509
764
770
782
-
NB
11.5
B
EBT EBR WBL WBT
- 1300
- 0.019
7.8
0
A
A
0.1
-
Synchro 8 - Report (With McAlpin Industries Component)
Page 1

McAlpin Industries/Your Sports Depot

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