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Home My WebLink AboutTraffic Report Hommocks Middle School & Weaver Street 8/21/2000 qm TRAFFIC REPORT 1 1 HOMMOCKS MIDDLE SCHOOL & WEAVER STREET I E Mamaroneck, New York I ALLAN DAVIS ASSOCIATES a division of Tighe & Bond, Inc. ABA ' ALLAN DAVIS ASSOCIATES 488 Main Avenue, Norwalk, Connecticut 06851 Consulting Engineers ' TRAFFIC REPORT HOMMOCKS MIDDLE SCHOOL/WEAVER STREET tMAMARONECK, NEW YORK August 21, 2000 INTRODUCTION ' The Town of Mamaroneck and the Mamaroneck School District requested a study to evaluate traffic operations and pedestrian activity in the vicinity of Hommocks Middle School and Central Elementary School. It was also requested that an analysis of traffic ' operations on Weaver Street (Route 125) between Route 1 and Palmer Avenue be conducted since traffic operations of this roadway are directly related to traffic flow along Hommocks Road at the Middle School. Figure 1 shows the study area. ' The major issues addressed in the report include: ' 1. Traffic management at Hommocks Middle School under current conditions including the relocation of the sixth grade from Chatsworth Elementary School, and changes in traffic patterns at the school campus with the proposed addition ' known as the East Wing. 2. Traffic operations and pedestrian activity at Central Elementary School. ' 3. An analysis of traffic operations along Weaver Street, and recommendations to improve traffic flow through this corridor. ' The report presents an analyses of operations in each of these three areas, and provides recommendations for improvements where applicable. Civil • Environmental •Traffic • Parking •Transportation Tel.: (203) 849-0898 Fax: (203) 849-0355 Email: ada@allandavis.com a division of Tighe & Bond AIRIA HOMMOCKS MIDDLE SCHOOL Hommocks Middle School consists of sixth, seventh and eighth grades and has a current enrollment (1999-2000) of 946 students and 126 teachers and other staff members. Hommocks is the only middle school in the Mamaroneck school district which has four elementary schools. The sixth grades from three elementary schools ' have already been relocated to Hommocks. For the 2000-2001 school year, the last sixth grade transfer will occur from Chatsworth Elementary School. ' Included in the Hommocks complex is an enclosed ice rink and a public swimming pool. The Hommocks parking lot also serves as the drop-off/pick-up area for the Town's ' recreation day camp program. The primary focus of this report, however, is to address the traffic operations and pedestrian activity at the school during the regular school year. Classes start at Hommocks during the typical commuter morning peak hour at 8:15 am and dismissal occurs at 2:35 pm for the seventh and eighth grades and at 2:40 pm for ' the sixth grade. Bus transportation is provided for a number of students. Currently three regular buses ' and three vans are used for Hommocks. In addition, the Westchester County bus, Bee Line, transports approximately forty students per day to and from the school. ' EXISTING CONDITIONS Physical ' Hommocks School is located on Hommocks Road, a two-way local road which extends from Route 1 to a cul-de-sac at Oak Lane. In the vicinity of the school, it is approximately forty feet wide with a posted speed limit of 30 miles per hour. Sidewalks are located on the west side of the road from Route 1 to the end of the Hommocks School frontage. There are parking restrictions on both sides of the road between ' Route 1 and the school's parking lot drive, and across the street from Hommocks along the school frontage. Access to Hommocks School is provided at three locations: the drive for the main parking lot, a circular bus drive located near South Wing, and a ' service drive which provides access to the rear of the building. East of the school's parking lot drive, Hommocks Road intersects Old Hommocks Road ' at an unsignalized T-intersection. Old Hommocks Road is one-way northbound extending between Hommocks Road and Route 1. At its intersection with Route 1, a sign prohibiting left turns is posted. This road has a varying width ranging from 18 to 22 ' feet wide with no parking signs posted on the east side of the street. Limited parking is available on Old Hommocks Road on the west side of the road near Hommocks Road. 2 1ABA Towards Route 1 signs are posted that indicate this parking is private for the adjacent ' stores. There are no sidewalks on this road. Both of these roads are in substandard condition with cracked and patched pavement ' and faded pavement markings. No signage is provided for pedestrians. The crosswalk on Hommocks Road, located immediately east of the main parking lot drive, is narrow and the paint is faded. ' Existing Traffic Conditions Traffic counts were conducted at the three school drives and at the Hommocks Road/Old Hommocks Road intersection in May 2000 during the morning and afternoon school peak periods. These traffic volumes are summarized in Figures 2 and 3. Capacity analyses were conducted at these intersections utilizing the methodology ' described in the 1994 Highway Capacity Manual for unsignalized intersections. The results of these analyses are summarized in Table 1 and indicate that the three drives and the Hommocks Road/Old Hommocks Road intersection operate at excellent levels of service (little delay to side street traffic) during both peak hours. A description of levels of service is included in the Appendix. ' Field observations were also made along Hommocks Road during these time periods. In the morning, parents were observed dropping off students in several locations including the Blockbuster Video parking lot, on Hommocks Road and Old Hommocks ' Road, and in the main parking lot. Few drop-offs occurred at the circular bus drive at the South Wing. Significant congestion was observed at the Hommocks Road/main parking lot drive intersection with vehicles entering and exiting the lot to drop students off. This location is also the main crossing point for student pedestrians walking from Route 1 on ' Hommocks Road. Queues on Hommocks Road were often backed up to Route 1 due to the crossing guard stopping traffic to allow pedestrians to cross the road and vehicles to exit the parking lot. ' In the afternoon, pick-up occurs along Hommocks Road and Old Hommocks Road, in the main parking lot, and in the Blockbuster Video parking lot. Limited pick-up activity occurs at the circular drive except for buses. In the main parking lot, the majority of this activity is organized with two lanes of vehicles queuing along the indoor pool structure. Pick-up activity along North Wing is less organized with vehicles driving around the cones near the Commons area, and others backing into the line of flexible bollards. Queuing for southbound vehicles on Hommocks Road back to Route 1 continues in the afternoon due to the crossing guard stopping traffic for pedestrians and vehicles exiting the parking lot. 3 I ABA Existing Pedestrian Activity ' The pedestrian activity at Hommocks School was observed on several occasions. Peak hour pedestrian counts are shown in Figures 3 and 4 for the morning and afternoon peak hours, respectively. ' These counts indicate a significant number of students walk to and from school. It is understood that there are more pedestrians at the end of the year particularly with warmer weather than at the start of school and during the winter months. They are ' assisted by crossing guards all along Weaver Street from Myrtle Boulevard to Route 1. A crossing guard is also provided at the main parking lot drive on Hommocks Road. ' During both peak periods, the majority of students walk on the east side of Hommocks Road and along both sides of Old Hommocks Road. ' On the east side of Hommocks Road, there is sidewalk adjacent to the store frontage. Once the sidewalk ends, the students walk along a dirt path to the driveway for the commercial parking lot. Students then cross the drive to the crosswalk on Hommocks Road and wait for the crossing guard to stop traffic before proceeding to the school. In the afternoon, crossing on Hommocks Road is less organized in spite of the row of cones along the North Wing directing students towards the crosswalk. Students were observed crossing the road all along the North Wing frontage with little regard for the crosswalk. ' There are a number of students who walk along the sidewalk on the west side of Hommocks Road in the morning peak hour. These students present an additional movement for the crossing guard to manage since these students have to cross the main parking lot drive. ' There are no sidewalks on Old Hommocks Road, therefore students walk either along the side of the road or in the middle of the street. They are unassisted in crossing Hommocks Road to travel to and from Old Hommocks Road. Some of the parents use ' Old Hommocks Road as a pick-up/drop-off location, which creates a vehicle/pedestrian conflict along this road. ' Photos of students walking along Hommocks Road and Old Hommocks Road during the afternoon peak hour are included in the Appendix. INTERIM IMPROVEMENTS During the last few weeks of school, a new traffic pattern was introduced during the ' morning peak period at Hommocks School. All parent drop-offs were directed to the circular drive by the South Wing, and buses were instructed to drop off in the main parking lot. The only other vehicles allowed to enter the main lot during the morning 4 MBA peak hour were teachers and staff parking and leaving their cars. In conjunction with these changes, barriers were placed along the sidewalk in front of the North Wing to encourage students to cross Hommocks Road as a group closer to the crosswalk. Additional staff were assigned to the peak drop-off time in the morning to help enforce the new rules. A site visit was made on June 2, 2000 during the morning peak to observe the results of these changes. In general, traffic operations along Hommocks Road were improved with the southbound queue reduced to only a few vehicles. The congestion previously experienced at the Hommocks Road/main parking lot drive intersection was eliminated primarily due to the fact that no vehicles were exiting the drive. The pedestrian movement across Hommocks Road was better organized due to the fact that a staff person directed those students walking down Old Hommocks Road to use the crosswalk. On June 8, 2000 observations were made at the school during the afternoon peak period. Traffic patterns had not been changed for this time period, therefore most of the previous problems were still evident. The main issue is the southbound queue on PI Hommocks Road extending into the Route 1 intersection, the result of the crossing guard stopping traffic to let vehicles exit the drive and pedestrians cross the street. A I � photo showing this queue is included in the Appendix. Pedestrian movement across Hommocks Road was improved, due to the barriers forcing students to cross the street at the crosswalk. RECOMMENDATIONS Two scenarios were considered in addressing recommendations to improve traffic operations and pedestrian safety at the school. The first scenario consists of the relocation of the sixth grade from Chatsworth Elementary School to Hommocks in Fall 2000 with no building addition. Future traffic conditions are then discussed for Hommocks School in conjunction with the construction of the addition known as the East Wing. Existing Conditions The current (1999-2000) enrollment at Hommocks is 946 students. Enrollment is Ike projected to increase to 1063 students with the relocation of the sixth grade from Chatsworth, representing approximately twelve percent increase in the student population. The number of staff is projected to increase from 126 in the 1999-2000 school year to 136 for 2000-2001. Although any increase to the existing congestion at Hommocks is significant, the number of additional students and staff expected in the fall can be accommodated on 5 ABA the campus with better management of both vehicular and pedestrian traffic and limited ' geometric improvements on the roadways near the site. Two alternative plans were prepared to summarize the recommended improvements at ' Hommocks School. Both plans include the following recommendations: ' 1. Restripe Hommocks Road to provide an exclusive southbound right turn lane at the main parking lot drive. This restriping will not affect the northbound exclusive left turn lane on Hommocks Road at Route 1. ' 2. Construct a sidewalk along the north side of Hommocks Road across the street from the North Wing between the drive from the Blockbuster Video parking lot to Old Hommocks Road. 3. Construct a sidewalk or a striped pedestrian path along the east side of Old ' Hommocks Road between Route 1 and Hommocks Road. The roadway varies in width from 18 to 22 feet. Since it is one-way northbound, it would be possible to construct a four to six foot sidewalk in the existing roadway cross section. An ' interim improvement would be to paint a four foot pedestrian path along the road. The east side of the road is preferred over the west side because of the on-street parking and the commercial drive on the west side. ' 4. Provide new pedestrian signage and improved pavement markings including new crosswalks on both Hommocks Road and Old Hommocks Road. 5. Install a permanent fence along the sidewalk adjacent to the North Wing and on the north side of Hommocks Road as shown. ' 6. Install signage providing direction regarding pick-up and drop-off procedures for the morning and afternoon. ' The difference between the plans is shown in the main parking lot. Option A includes constructing a new island and removing the flexible bollards to reopen the area formerly ' designated as the pick-up/drop-off area by the Commons. Discussion with Town staff indicated that this configuration of the parking lot would be a problem for the trucks that access the yard waste storage area exiting the parking area. Option B was developed ' to address this issue, and to provide an expanded pedestrian plaza for students. Copies of both plans are enclosed with the report. ' Restriping Hommocks Road to provide a southbound right turn lane is recommended to reduce the length of the southbound queue which was observed on several occasions backing up to Route 1. When this occurs, additional congestion results at the Route 1/Weaver Street intersection since vehicles cannot access Hommocks Road. Although this improvement should reduce queuing, the situation would also be improved if the 6 ALBA crossing guard was trained to clear the queue as a priority and encourage students to ' wait the extra few seconds that this might take. Continuing the revised traffic pattern in the morning peak hour is also recommended. This appeared to be successful in terms of reducing congestion at the Hommocks Road/main parking lot drive intersection and reducing queuing for southbound Hommocks Road. ' Students should be encouraged to walk on the east side of Hommocks ocks Road to travel to the school. This would help the crossing guard at this location by eliminating the pedestrian movement across the driveway. ' In the afternoon, traffic for pick-ups is not a continuous stream of traffic as exists in the morning. Most parents arrive early and park at a predetermined location to pick students up. Therefore, the concept of closing the main parking lot for pick-ups would ' result in all of the pick-up traffic parking along Hommocks Road, Old Hommocks Road, the circular drive and in the Blockbuster Video parking lot. These pick-up areas are already congested and could not accommodate additional pick-up activity. ' Future Conditions The construction of the East Wing is expected to begin January 2001 and be substantially complete by September 2002. The plans indicate that this addition will consist of an auditorium and new classrooms for music and art. This addition is ' planned to satisfy existing needs at the school, therefore no increase in student population is expected due to the expansion. Since the lobby proposed for the East Wing is planned to be located adjacent to the existing circular drive on Hommocks Road, drop-offs and pick-ups can occur at this existing drive. Therefore no further changes to the traffic patterns on Hommocks Road r are recommended as a result of the addition. CONCLUSIONS ' The recommendations included herein will provide safer and better organized management of pedestrians traveling to and from Hommocks School. In addition, vehicular traffic will be improved with clearer direction regarding pick-up and drop-off activity. An essential component of improved traffic operations at Hommocks School is training the crossing guard to recognize excessive queuing on Hommocks Road and directing students to wait to cross until the queue is cleared. 7 ABA CENTRAL ELEMENTARY SCHOOL Due to the close proximitof Central Elementary School to the intersection of Weaver Street and Palmer Avenue, its school peak operations were also studied. ' Central ElementarySchool consists of kindergarten g through fifth grade. Its enrollment ' for the 1999-2000 school year was 481 students with 75 total teachers and other staff members. Projected enrollment for the 2000-2001 school year is 485 students with no change in total staff. Classes start at Central at 8:40 am and typical dismissal occurs at 3:00 pm except on Wednesdays when classes dismiss at 2:30 pm. EXISTING CONDITIONS ' Physical Central Elementary School is located on Palmer Avenue, a wide two-lane local roadway which extends in a northeasterly direction from Interstate 95 Exit 16 in the City of New Rochelle, through the Village center in Larchmont, to its termination at Mount Pleasant Avenue in Mamaroneck. Throughout its length it parallels Boston Post Road (Route 1). ' Some on-street parking is permitted in the vicinity of the school, and sidewalks are located on both sides of the road. It has a posted speed limit of 30 miles per hour. ' Access to the school is provided at an unsignalized driveway on Palmer Avenue located approximately 540 east of the signalized intersection of Palmer Avenue and Weaver Street. A painted crosswalk is provided on Palmer Avenue and a crossing guard assists parents and students crossing the street at this location. Existing Traffic Conditions ' Traffic counts were conducted at the Palmer Avenue/School Drive intersection in May 2000 during the morning and afternoon school peak periods. These volumes are r summarized in Figures 2 and 3. Existing peak hour pedestrian volumes are shown in i Figures 4 and 5. Capacity analyses were conducted for this intersection with the results summarized in Table 2. These analyses indicate that the drive operates with some delay during both peak hours. In the morning, it operates at Level of Service C and in the afternoon it E operates at Level of Service D. These delays are typical for an unsignalized drive on a major roadway. 8 I 1 1ABA The start times and, for the most part' the dismissal times are staggered from Hommocks Middle School. This helps reduce the overlapping potential of drop-offs and pick-up traffic at the Weaver Street/Palmer Avenue intersection. 1 CONCLUSIONS Vehicular traffic and pedestrian activity in the vicinity of Central Elementary School was observed and analyzed. This analysis indicated that operating conditions are good, and do not conflict with the activity at Hommocks Middle School. 1 1 1 1 1 1 1 1 i 1 1 1 1 9 1 1 ABA WEAVER STREET (STATE ROUTE 125) The majority of traffic traveling to Hommocks Middle School uses either Route 1 or Weaver Street (State Route 125). There is also a significant level of pedestrians traveling down Weaver Street to access Hommocks Middle School. Improving Weaver Street's operation to reduce queuing and delays is an important part of improving overall safety for Hommocks. EXISTING CONDITIONS Physical Weaver Street (State Route 125) is a two lane arterial which begins at Route 1 and then extends in a northwesterly direction through the Town of Mamaroneck. In general, it consists of one lane in each direction with sidewalks on one or both sides of the road. It ' has a posted speed of 30 miles per hour. Traffic signals are provided at its intersections with Route 1 and Palmer Avenue. Approximately 500 feet north of Palmer Avenue, Weaver Street intersects Harmon Road and Myrtle Boulevard at two closely spaced ' signalized intersections. Existing Traffic Conditions ' Traffic counts were conducted for the morning and afternoon school peak periods at the intersections of Weaver Street with Route 1 and Palmer Avenue. Existing peak hour ' volumes are shown in Figures 2 and 3, respectively for the morning and afternoon peak hours. Capacity analyses were conducted to determine the existing level of service at both intersections under existing conditions using the methodology described in the 1994 Highway Capacity Manual for signalized intersections. Copies of the analyses worksheets are included in the Appendix. Analyses at the intersection of Route 1 and Weaver Street indicate that it operates at Level of Service D during both peak hours with delays of 25 to 40 seconds on all 4 approaches of the intersection. These analyses assume that the exclusive pedestrian phase is activated every cycle. ' Although the capacity analyses do not indicate that excessive delays exist on Weaver Street, the daily experience of drivers traveling to Hommocks School indicates otherwise. Queue analyses were performed to determine if adequate queue length is available for the exclusive left turn lanes on Weaver Street and Hommocks Road. Copies of the queue analysis worksheets are included in the Appendix. These analyses show that the required storage length for the northbound exclusive left turn lane on Hommocks Road is 80 feet during the morning peak hour and 120 feet a 10 r 1 ABA during the afternoon peak hour. Since 130 feet is provided, more than adequate ' storage is provided. The southbound left turn lane on Weaver Street is approximately 95 feet. Queue ' analyses indicate storage requirements of 184 feet and 178 feet for the morning and afternoon peak hours respectively. The inadequate storage for this movement certainly contributes to the congestion along this approach of Weaver Street. Analyses of the intersection of Weaver Street and Palmer Avenue indicate that it operates at Level of Service F during both peak hours. Field observations indicated that ' queuing of northbound vehicles on Weaver Street particularly during the afternoon peak hour is excessive extending to Route 1 at times. Furthermore, this congestion is exacerbated in the afternoon peak hour by northbound vehicles queuing at Harmon ' Road. This queue extends along Weaver Street into the Palmer Avenue intersection. Any improvements recommended for Weaver Street at Palmer Avenue would have to address the lack of coordination between Palmer Avenue and Harmon Drive. ' Table 2 summarizes the results of the existing analyses at both intersections. s. ' RECOMMENDED IMPROVEMENTS Route I at Weaver Street In order to ti improve operations at this intersection,p con, it is recommended that the ' southbound left turn lane be lengthened to provide more storage for this movement. It may be possible to accomplish this by reducing the taper on the southbound approach, therefore eliminating the need for roadway widening. Weaver Street at Palmer Avenue Initially, timing and phasing revisions only were examined to determine if these changes could improve the intersection without widening the roadway. However, since this signal was installed in 1972, the controller equipment is outdated and may not be able to accept phasing changes. Analyses were conducted which included a northbound advance and a southbound lag phase for Weaver Street. The results of these analyses show some improvement for Weaver Street, however the overall operation of the intersection continues to be Level of Service F during both peak hours. Figure 6 shows the existing geometry at this intersection. The next set of analyses include restriping Palmer Avenue to consist of one through lane and an exclusive left turn lane in both directions as shown in Figure 7. Phasing and timing changes are also recommended under this scenario. With these improvements in place, the intersection improves to Level of Service D during both peak hours. 11 AlBIM( 1 Exclusive Pedestrian Phasing It should be noted that the above analyses for both Weaver Street intersections assume ' that the pedestrian pushbutton is activated every cycle which calls the exclusive pedestrian phase. This is somewhat conservative since the highest pedestrian activity actually occurs during a thirty minute period in the morning and afternoon school peak ' periods. Analyses were performed which eliminated the exclusive pedestrian phase at both ' intersections. The signals would then be modified to provide concurrent pedestrian phasing at both intersections. With concurrent phasing, the pedestrians cross the main street during the green phase of the side street and vice versa for pedestrians crossing the main street. This would typically improve an intersection's operations by providing more green time for vehicles. ' Analyses prepared for the Route 1/Weaver Street intersection eliminating the exclusive pedestrian phase indicate that operations will improve to Level of Service B during the ' morning peak hour and Level of Service C during the afternoon peak hour. Eliminating the exclusive pedestrian phase at the intersection of Palmer Avenue and Weaver Street improves this intersection's operations to Level of Service C during both peak hours. The results of these analyses are shown in Table 3. Since crossing guards are stationed at both intersections during the school peak hours, this may offer a practical solution to improving traffic operations along the Weaver Street corridor. CONCLUSIONS As described above, any improvements to the Weaver Street corridor will require modifications to the existing traffic signals. Since this is a State roadway, any changes will need to be implemented by the New York State Department of Transportation. It is recommended that the Town continue its efforts to coordinate with NYSDOT utilizing the 1 data and analyses included in this report to develop the best solution for improving traffic operations on Weaver Street. I � tdt teL Susan T. Smichenko, P.E. Senior Project Manager G 700031/Aa minishatioN0031.5 r 12 TABLES I I ABA ITABLE 1 ICAPACITY ANALYSES SUMMARY EXISTING CONDITIONS IHOMMOCKS MIDDLE SCHOOL MAMARONECK, NEW YORK L WEEKDAY WEEKDAY LOCATION APPROACH AM PEAK PM PEAK IHommocks Road at Parking Lot Drive EB B B NB Left A A L Hommocks Road at Old Hommocks Road EB Left A A Z Hommocks Road at Circular Drive Entrance NB Left A A Hommocks Road at i Circular Drive Exit EB A A Hommocks Road at Service Drive EB A A 1 NB Left A A I I I I I G/00037/atlministration/Tablet 1 1 TABLE 2 ' CAPACITY ANALYSES SUMMARY EXISTING CONDITIONS ' CENTRAL ELEMENTARY SCHOOL MAMARONECK, NEW YORK WEEKDAY WEEKDAY LOCATION APPROACH AM PEAK PM PEAK Palmer Avenue at School Drive NB C D WB Left A A 1 1 G J00031/administration?able2 1ar! TABLE 3 CAPACITY ANALYSES SUMMARY ' WEAVER STREET MAMARONECK, NEW YORK LOCATION AM PEAK HOUR PM PEAK HOUR Palmer Avenue at Weaver Street t - Existing Conditions (Figure 6) F F - With phasing and timing revisions F F - Restriping Palmer Avenue (Figure 7) D D I Removing exclusive pedestrian phase only C C Route I at Weaver Street/Hommocks Road - Existing Conditions D D - Removing exclusive pedestrian phase only B C I I G:/00031/ad ministratbn/Ta01e3 I 1 FIGURES / '� 'L� \+\\ Winged Foot Golf r �u " '40 / r�dCub RO ,168::::_•_,-1,..'7 1. apo0K 0 Ot' it' • , S4 g'�,„,. , RIDGE :t.,. e0`. 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Cedar . . ®Company,Ince SITE LOCATION MAP Hommocks School — Weaver Street Mamaroneck, New York FIGURE ' ALLAN DAVIS ASSOCIATES, INC. 1 1 ON licit moo Palmer Avenue i-- 155 X404 140 8:00 281 8:15 41 412 9:00am 1.— 43 482—.-- 9:15am 77 i 54 —s 4.; NrcvN dto o � � o 0 0 V t 3 orn ,ITL , Boston Post Road (Route 1) 69 8: 121 8:00 —567 748 9:00am i— 133 54 EnN 1 FL i I�Oo �oN E �w ec o � 0 � 7 45 25 � 8:45am 7.45 52 8:45am —35 p <4 Q138 — /�1 N� � —,bt .le rO N / x- 59 Hommocks -1t Middle -c..- N" School c-..) k 51 7.45 15- 8:45am N c0 -k NO () Service Drive __j1 ° E ---.- 48 O N 16y 11-4 5 —sNOT TO 1 TI �(C SCALE N EXISTING TRAFFIC VOLUMES MORNING PEAK HOUR Hommocks School - Weaver Street Mamaroneck, New York FIGURE 2 ALLAN DAVIS ASSOCIATES, INC. Lo Jo M to 1. 1 1 PalmerLAvenue L 158 --- 539 117 — 2:30 f 320 2:15 48 354-- 3:30pm 75 514 -- 3:15pm 52 - 48 --s —1 t r' i IQ -i.; rn rn.1-c0 oino 0 U r O Cri 3 cooA ij 1-1_ . Boston Post Road (Route 1) i— 134 156 f 2:30 —646 687 3:30pm 115 84 —t �) ltE( � a�°� O E rn Z2:15 f 66 3:15pm f42:15f70 3:15pm *) Loa)L, )� 127 <�o 'c •r / ---0-- 38 IHommocks L. i t Middle Lo �o School cj 36 2:15 4 —t 3:15pm Cc co coo U Service Drive + ° 0 I 20 2:15 Z 16— 14-4 3:15pm N 2 –i NOT TO l it SCALE ` o EXISTING TRAFFIC VOLUMES AFTERNOON PEAK HOUR I Hommocks School — Weaver Street Mamaroneck, New York FIGURE 3 IALLAN DAVIS ASSOCIATES, INC. i [ Palmer Avenue N N e I ..; 30 O O OL. U O IO U 3 3 1 ■ \ Boston Post Road (Route 1) N (DI tol 6. c 4 e F U U E 0 E o Z Z �0� N '\'----"----"...%0 Qle .'...\.\ "- Ota I L Hommocks Middle �o School li co U Service Drive O E E 0 Z • N NOT TO1 SCALE • EXISTING PEDESTRIAN VOLUMES MORNING PEAK HOUR I Hommocks School — Weaver Street Mamaroneck, New York FIGURE 4 ALLAN DAVIS ASSOCIATES, INC. j I Palmer Avenue • r 7i;) 132 0 o 0 34 IP' ‘ Boston Post Road (Route 1) >> colN h N (J) 13 •)c r 0 o E o E i:.t. o E _ �j� n rn r� N N `t O<\,Z )....'.C Hommocks o T I ` Middle School r 0 I Service Drive 0 E E 0 N NOT TO1 SCALE I EVENING PEDESTRIAN VOLUMES AFTERNOON PEAK HOUR p Hommocks School — Weaver Street Mamaroneck, New York FIGURE 5 ALLAN DAVIS ASSOCIATES, INC. IDrive I m o c Pi '%` Bus Stop Q E 4"= ` I I c I I I a Drive I I II I I 21' —►- I I 1" = 30' (Di • � I _....,,S41 _J _[ I Route 125 I 0 EMI Route 125 I �� ' • , i Weaver Street _ _— ; '►�� 11111 ________ . 0 ■Illr� .\\ I I .il \ 'N IN.II II 1 0.,ye . I 1 . �. . i 1 N. Weak I .\ N. I 1 \\ �� • I 1 `� `� : I I OO $5 SIGN LEGEND: �\�`, 1 I 0 0 0 ead End Road / DO NOT NO TURN STOP i ENTER I ON (.........1„...) / RED >E i a-1 I I ill Weaver Street At Palmer Avenue Existing Conditions 1Hommocks School Mamaroneck, New York Figure 6 g NEM ALLAN DAVIS ASSOCIATES h Drive 4 1 m z c a '� Bus Stop Q 1 %ti .• i i E �- I o I OI • o ( Drive ` I I 13' 11' II I1 I 4110 • 1" = 30' I 4 1 II C � • Modify / / Traffic Signal / I Route 125 MINN NM O )1lb" mi A Route 125 111 ?� mi ' • ' i Weaver Street wpr 10011 IM V 00 Oil 7! ____----- 11111 ■111111,'� ---- 1 1 . --- \\I'Wail rill P 1 ♦ 1 I SIGN LEGEND: \\�\ 41 1 O O O O Only Dead End Road i, / ` NO a) DO NOT TURN c1 STOP 1 ENTER 1 ON 1 SW 1 / RED ONLY 5, I 1 II ® (PROPOSED) a° I. 0 II II II p Weaver Street At Palmer Avenue Proposed Improvements I Hommocks School Mamaroneck, New York Figure 7 I NM ALLAN DAVIS ASSOCIATES XIaN3ddV PHOTOS I I - -p I r , I 7 4. __ ,. -_,_.,,,,,, ,.. ,,-.8„,, I Age-- - , 1 __ -. I Northbound queue on Weaver Street north of Palmer Ave. (Photo taken on June 8, 2000 at 3:15 PM) I . .'r r. ••,.'t- .,. .rte' Alt Y I r t Weaver Street looking south from Stop and Shop Drive (Photo taken on June 8, 2000 at 3:00 PM) I WEAVER STREET I I I I wf It I ' >• {/ a difr- I * • IL i- : u-ti , it I 1er .„.-44.--e- :. c ',:i - rt 4 a ro Southbound queue on Hommocks Road extending between the school parking lot drive to Route 1 I (Photo taken June 8, 2000 at 2:35 PM) I HOMMOCKS ROAD I I I I I I I I I 1 '4 .. . . ii, .. 1 r I Pedestrians traveling north on Old Hommocks Road (Photo taken on June 8, 2000 at 2:45 PM) I a1 ''.4;4h • I • e,+: I.- illifv r I .. Pedestrians on Hommocks Road traveling north across I Blockbuster parking lot drive (Photo taken on June 8, 2000 at 2:40 PM) I PEDESTRIAN TRAFFIC (Afternoon Peak At Hommocks School) I I HOMMOCKS MIDDLE SCHOOL CAPACITY ANALYSES EXISTING CONDITIONS '2U HCS: Unsignalized Intersections Release 2.1g HRPLDAE.HCO Page 1 111. Allan Davis Associates 488 Main Avenue NO Norwalk, CT 06851-2083 Ph: (203) 849-0898 IIStreets: (N-S) Hommocks Road (E-W) Parking Lot Drive Major Street DirectionNS C Length of Time Analyzed15 (min) Analyst ADA, Inc. Date of Analysis 6/6/0 Other Information 2000 AM Existing Traffic Volumes ITwo-way Stop-controlled Intersection Northbound Southbound Eastbound Westbound L T R L T R L T R L T R ---- ---- ---- ---- ---- ---- ---- ---- ---- ---- ---- ---- No. Lanes 0 > 1 0 0 1 < 0 0 > 0 < 0 0 0 0 E Stop/Yield N N Volumes 2 35 173 171 139 34 PHF .9 .9 .9 .9 .9 .9 Grade 0 0 0 rMC's (%) SU/RV's (%) CV's (%) r. PCE's 1.10 1.10 1.10 Adjustment Factors E Vehicle Critical Gap (tg) Follow-up Maneuver Time (tf) E Left Turn Major Road 5.00 2.10 Right Turn Minor Road 5.50 2.60 Through Traffic Minor Road 6.00 3.30 Left Turn Minor Road 6.50 3.40 C L. r. • I: I 1 1 Om or HCS: Unsignalized Intersections Release 2.1g HRPLDAE.HCO Page 2 IIWorksheet for TWSC Intersection II Step 1: RT from Minor Street WB EB Conflicting Flows: (vph) 287 I Potential Capacity: (pcph) 991 Movement Capacity: (pcph) 991 Prob. of Queue-Free State: 0.96 II Step 2: LT from Major Street SB NB Conflicting Flows: (vph) 382 E Potential Capacity: (pcph) 1127 Movement Capacity: (pcph) 1127 Prob. of Queue-Free State: 1.00 [ TH Saturation Flow Rate: (pcphpl) 1900 RT Saturation Flow Rate: (pcphpl) Major LT Shared Lane Prob. of Queue-Free State: 1.00 r. Step 4: LT from Minor Street WB EB !! Conflicting Flows: (vph) 328 Potential Capacity: (pcph) 684 Major LT, Minor TH Impedance Factor: 1.00 r. Adjusted Impedance Factor: 1.00 Capacity Adjustment Factor due to Impeding Movements 1.00 1: Movement Capacity: (pcph) 683 , EIntersection Performance Summary Avg. 95% Flow Move Shared Total Queue Approach Rate Cap Cap Delay Length LOS Delay • Movement (pcph) (pcph) (pcph) (sec/veh) (veh) (sec/veh) L EB L 169 683 > 728 7.0 1.3 B 7.0 EB R 42 991 > II NB L 2 1127 3.2 0.0 A 0.2 Intersection Delay = 2.2 sec/veh II2U HCS: Unsignalized Intersections Release 2.1g OHHRAE.HCO Page 1 Allan Davis Associates I 488 Main Avenue Norwalk, CT 06851-2083 Ph: (203) 849-0898 II Streets: (N S) Old Hommocks Road (E-W) Hommocks Road Major Street DirectionEW l Length of Time Analyzed15 (min) 1m Analyst ADA, Inc. Date of Analysis 6/6/0 I Other Information 2000 AM Existing Traffic Volumes Two-way Stop-controlled Intersection Eastbound Westbound Northbound Southbound I: _L_ T R L T R L T R L T R ---- ---- ---- ---- ---- ---- ---- ---- ---- ---- ---- No. Lanes 0 > 1 0 0 1 < 0 0 0 0 0 0 0 E Stop/Yield N N Volumes 69 138 35 52 PHF .9 .9 .9 .9 Grade 0 0 I: MC's (%) SU/RV's (%) CV's (%) I; PCE's 1.10 I: Adjustment Factors I Vehicle Critical Follow-up Maneuver Gap (tg) Time (tf) II Left Turn Major Road 5.00 2.10 Right Turn Minor Road 5.50 2.60 Through Traffic Minor Road 6.00 3.30 Left Turn Minor Road 6.50 3 .40 II I I II II I I ir. HCS: Unsignalized Intersections Release 2.1g OHHRAE.HCO Page 2 _ w am Worksheet for TWSC Intersection - Step 2: LT from Major Street WB EB mm Conflicting Flows: (vph) 97 • or Potential Capacity: (pcph) 1541 Movement Capacity: (pcph) 1541 Prob. of Queue-Free State: 0.94 TH Saturation Flow Rate: (pcphpl) 1900 RT Saturation Flow Rate: (pcphpl) Major LT Shared Lane Prob. of Queue-Free State: 0.94 ' Intersection Performance Summary Avg. 95% Flow Move Shared Total Queue Approach Rate Cap Cap Delay Length LOS Delay Movement (pcph) (pcph) (pcph) (sec/veh) (veh) (sec/veh) EB L 85 1541 2.5 0.0 A 0.8 i; Intersection Delay = 0.6 sec/veh C • 1 2U HCS : Unsignalized Intersections Release 2 . 1g HRCDENAE.HCO Page 1 Allan Davis Associates 488 Main Avenue Norwalk, CT 06851-2083 Ph: (203) 849-0898 Streets : (N-S) Hommocks Road (E-W) Circular Dr Entrance Major Street DirectionNS Length of Time Analyzed15 (min) Analyst ADA, Inc . Date of Analysis 8/21/0 Other Information AM Existing Traffic Volumes 111 Two-way Stop-controlled Intersection Northbound Southbound Eastbound Westbound -L- T R L T R L T R L T R ---- ---- ---- ---- ---- ---- ---- ---- ---- ---- ---- No. Lanes 0 > 1 0 0 1 < 0 0 0 0 0 0 0 P Stop/Yield N N Volumes 26 72 73 33 PHF . 95 . 95 . 95 . 95 Grade 0 0 Ir MC' s (%) SU/RV' s (%) CV' s (%) PCE ' s 1 . 10 6 11 Adjustment Factors 6 Vehicle Critical Follow-up Maneuver Gap (tg) Time (tf) 1111 Left Turn Major Road 5 . 00 2 . 10 Right Turn Minor Road 5 . 50 2 . 60 Through Traffic Minor Road 6 . 00 3 . 30 Left Turn Minor Road 6 . 50 3 .40 I I I I I I HCS : Unsignalized Intersections Release 2 . 1g HRCDENAE.HCO Page 2 Worksheet for TWSC Intersection Step 2 : LT from Major Street SB NB Conflicting Flows : (vph) 112 Potential Capacity: (pcph) 1516 Movement Capacity: (pcph) 1516 ' Prob. of Queue-Free State: 0 . 98 TH Saturation Flow Rate: (pcphpl) 1900 RT Saturation Flow Rate : (pcphpl) Major LT Shared Lane Prob. of Queue-Free State : 0 . 98 ' Intersection Performance Summary Avg. 95% Flow Move Shared Total Queue Approach Rate Cap Cap Delay Length LOS Delay Movement (pcph) (pcph) (pcph) (sec/veh) (veh) (sec/veh) NB L 30 1516 2 .4 0 . 0 A 0 . 6 Intersection Delay = 0 . 3 sec/veh 1 1 1 2U HCS : Unsignalized Intersections Release 2 . 1g HRCDEXAE.HCO Page 1 Allan Davis Associates 488 Main Avenue Norwalk, CT 06851-2083 Ph: (203) 849-0898 Streets : (N-S) Hommocks Road (E-W) Circular Dr Exit Major Street DirectionNS Length of Time Analyzed15 (min) Analyst ADA, Inc. Date of Analysis 8/21/0 Other Information AM Existing Traffic Volumes Two-way Stop-controlled Intersection Northbound Southbound Eastbound Westbound L T R L T R L T R L T R ---- ---- ---- ---- ---- ---- ---- ---- ---- ---- ---- ---- No. Lanes 0 1 0 0 1 0 0 > 0 < 0 0 0 0 Stop/Yield N N 6.. Volumes 47 73 51 15 PHF . 95 . 95 . 95 . 95 Grade 0 0 0 P. MC ' s (%) 6 SU/RV' s (%) CV' s (%) r" PCE ' s 1 . 10 1 . 10 V P Adjustment Factors P Vehicle Critical Follow-up Maneuver Gap (tg) Time (tf) Left Turn Major Road 5 . 00 2 . 10 r Right Turn Minor Road 5 .50 2 . 60 Through Traffic Minor Road 6 . 00 3 . 30 Left Turn Minor Road 6 .50 3 .40 I. I I 1 HCS : Unsignalized Intersections Release 2 . 1g HRCDEXAE.HCO Page 2 Worksheet for TWSC Intersection Step 1 : RT from Minor Street WB EB Conflicting Flows : (vph) 77 Potential Capacity: (pcph) 1266 Movement Capacity: (pcph) 1266 Prob. of Queue-Free State : 0 . 99 Step 4 : LT from Minor Street WB EB Conflicting Flows : (vph) 126 Potential Capacity: (pcph) 895 Major LT, Minor TH Impedance Factor: 1 . 00 Adjusted Impedance Factor: 1 . 00 Capacity Adjustment Factor due to Impeding Movements 1 . 00 Movement Capacity: (pcph) 895 Intersection Performance Summary PP' Avg. 95% Flow Move Shared Total Queue Approach Rate Cap Cap Delay Length LOS Delay Movement (pcph) (pcph) (pcph) (sec/veh) (veh) (sec/veh) EB L 59 895 > 961 4 . 1 0 . 2 A 4 . 1 EB R 18 1266 > Intersection Delay = 1 . 4 sec/veh 1 1 1 i 2U HCS : Unsignalized Intersections Release 2 . 1g HRSDAE.HCO Page 1 Allan Davis Associates 488 Main Avenue Norwalk, CT 06851-2083 Ph: (203) 849-0898 111 i Streets : (N-S) Hommocks Road (E-W) Service Drive Major Street DirectionNS Length of Time Analyzed15 (min) Analyst ADA, Inc . Date of Analysis 8/21/0 Other Information AM Existing Traffic Volumes Two-way Stop-controlled Intersection Northbound Southbound Eastbound Westbound L T R L T R L T R L T R No. Lanes 0 > 1 0 0 1 < 0 0 > 0 < 0 0 0 0 Stop/Yield N N Volumes 26 36 66 22 11 5 PHF . 95 . 95 . 95 . 95 . 95 . 95 Grade 0 0 0 MC' s (%) SU/RV' s (%) CV' s (%) PCE ' s 1 . 10 1 . 10 1 . 10 Adjustment Factors Vehicle Critical Follow-up ManeuverGap (tg) Time (tf) Left Turn Major Road 5 . 00 2 . 10 Right Turn Minor Road 5 . 50 2 . 60 Through Traffic Minor Road 6 . 00 3 . 30 Left Turn Minor Road 6 . 50 3 .40 I I I I I I HCS : Unsignalized Intersections Release 2 . 1g HRSDAE.HCO Page 2 Worksheet for TWSC Intersection EStep 1 : RT from Minor Street WB EB Conflicting Flows : (vph) 80 I Potential Capacity: (pcph) 1261 Movement Capacity: (pcph) 1261 Prob. of Queue-Free State: 1 . 00 Step 2 : LT from Major Street SB NB Conflicting Flows : (vph) 92 I Potential Capacity: (pcph) 1550 Movement Capacity: (pcph) 1550 Prob. of Queue-Free State : 0 . 98 TH Saturation Flow Rate: (pcphpl) 1900 RT Saturation Flow Rate: (pcphpl) Major LT Shared Lane Prob. of Queue-Free State : 0 . 98 r Step 4 : LT from Minor Street WB EB E Conflicting Flows : (vph) 146 Potential Capacity: (pcph) 872 Major LT, Minor TH Impedance Factor: 0 . 98 Adjusted Impedance Factor: 0 . 98 Capacity Adjustment Factor due to Impeding Movements 0 . 98 Movement Capacity: (pcph) 855 IIntersection Performance Summary Avg. 95% Flow Move Shared Total Queue Approach I Rate Cap Cap Delay Length LOS Delay Movement (pcph) (pcph) (pcph) (sec/veh) (veh) (sec/veh) I EB L 13 855 > 952 3 . 9 0 . 0 A 3 . 9 EB R 6 1261 > NB L 30 1550 2 .4 0 . 0 A 1 . 0 Intersection Delay = 0 . 7 sec/veh w -2U HCS: Unsignalized Intersections Release 2.1g HRPLDPE.HCO Page 1 !m Allan Davis Associates _ 488 Main Avenue Norwalk, CT 06851-2083 n. Ph: (203) 849-0898 'r Streets: (N-S) Hommocks Road (E-W) Parking Lot Drive Major Street DirectionNS PP Length of Time Analyzed15 (min) ft Analyst ADA, Inc. Date of Analysis 6/6/0 PI Other Information 2000 PM Existing Traffic Volumes Two-way Stop-controlled Intersection mi Northbound Southbound Eastbound Westbound ISI L T R L T R L T R L T R No. Lanes 0 > 1 0 0 1 < 0 0 > 0 < 0 0 0 0 L Stop/Yield N N Volumes 4 66 146 84 84 26 PHF .9 .9 .9 .9 .9 .9 Grade 0 0 0 MC's (%) SU/RV's (%) CV's (%) I: PCE's 1.10 1.10 1.10 II Adjustment Factors II Vehicle Critical Follow-up Maneuver Gap (tg) Time (tf) II Left Turn Major Road 5.00 2.10 Right Turn Minor Road 5.50 2 .60 Through Traffic Minor Road 6.00 3 .30 IILeft Turn Minor Road 6.50 3.40 II II 1 1 II I Po to HCS: Unsignalized Intersections Release 2.1g HRPLDPE.HCO Page 2 - PP Mi Worksheet for TWSC Intersection MP Step 1: RT from Minor Street WB EB r Conflicting Flows: (vph) 208 PP Potential Capacity: (pcph) 1086 Si Movement Capacity: (pcph) 1086 Prob. of Queue-Free State: 0.97 I Step 2: LT from Major Street SB NB Conflicting Flows: (vph) 255 II Potential Capacity: (pcph) 1296 • Movement Capacity: (pcph) 1296 • Prob. of Queue-Free State: 1.00 E TH Saturation Flow Rate: (pcphpl) 1900 RT Saturation Flow Rate: (pcphpl) Major LT Shared Lane Prob. of Queue-Free State: 1.00 !! Step 4: LT from Minor Street WB EB I; Conflicting Flows: (vph) 286 Potential Capacity: (pcph) 723 Major LT, Minor TH I: Impedance Factor: 1.00 Adjusted Impedance Factor: 1.00 Capacity Adjustment Factor due to Impeding Movements 1.00 II Movement Capacity: (pcph) 721 IIntersection Performance Summary Avg. 95% Flow Move Shared Total Queue Approach IRate Cap Cap Delay Length LOS Delay Movement (pcph) (pcph) (pcph) (sec/veh) (veh) (sec/veh) I EB L 102 721 > 784 5.5 0.7 B 5.5 EB R 32 1086 > IINB L 4 1296 2.8 0.0 A 0.2 Intersection Delay = 1.5 sec/veh II II II i 112U HCS: Unsignalized Intersections Release 2.1g OHHRPE.HCO Page 1 I Allan Davis Associates 488 Main Avenue Norwalk, CT 06851-2083 Ph: (203) 849-0898 11 Streets: (N-S) Old Hommocks Road (E-W) Hommocks Road Major Street DirectionEW Length of Time Analyzed15 (min) Analyst ADA, Inc. to Date of Analysis 6/6/0 Other Information 2000 PMExisting Traffic Volumes 1: Two-way Stop-controlled Int ersectioEn Eastbound Westbound Northbound Southbound II _L_ T R L T R L T R L T R ---- ---- ---- ---- ---- ---- ---- ---- ---- ---- ---- No. Lanes 0 > 1 0 0 1 < 0 0 0 0 0 0 0 I Stop/Yield N N Volumes 45 127 70 47 PHF .9 .9 .9 .9 Grade 0 0 II MC's (%) SU/RV's (%) CV's (%) II PCE's 1.10 II Adjustment Factors II Vehicle Critical Follow-up Maneuver Gap (tg) Time (tf) Left Turn Major Road 5.00 2.10 I: Right Turn Minor Road 5.50 2.60 Through Traffic Minor Road 6.00 3.30 Left Turn Minor Road 6.50 3 .40 I: . II OM I II 1: II i Pm HCS: Unsignalized Intersections Release 2.1g OHHRPE.HCO Page 2 . Pm is Worksheet for TWSC Intersection O ver Step 2: LT from Major Street WB EB Conflicting Flows: (vph) 130 Potential Capacity: (pcph) 1486 Movement Capacity: (pcph) 1486 Mt Prob. of Queue-Free State: 0.96 TH Saturation Flow Rate: (pcphpl) 1900 "r RT Saturation Flow Rate: (pcphpl) Major LT Shared Lane Prob. of Queue-Free State: 0.96 Intersection Performance Summary Avg. 95% Flow Move Shared Total Queue Approach Rate Cap Cap Delay Length LOS Delay Movement (pcph) (pcph) (pcph) (sec/veh) (veh) (sec/veh) EB L 55 1486 2.5 0.0 A 0.7 Intersection Delay = 0.4 sec/veh 1 1 1 1 1 1 1 1 1 112U HCS : Unsignalized Intersections Release 2 . 1g HRCDENPE.HCO Page 1 II Allan Davis Associates 488 Main Avenue Norwalk, CT 06851-2083 Ph: (203) 849-0898 11 Streets : (N-S) Hommocks Road (E-W) Circular Dr Entrance Major Street DirectionNS Length of Time Analyzed15 (min) Analyst ADA, Inc . Date of Analysis 8/21/0 Other Information PM Existing Traffic Volumes Two-way Stop-controlled Intersection Northbound Southbound Eastbound Westbound L T R L T R L T R L T R w ---- ---- ---- ---- ---- ---- ---- ---- ---- ---- ---- ---- No. Lanes 0 > 1 0 0 1 < 0 0 0 0 0 0 0 Stop/Yield N N L Volumes 3 100 79 35 PHF . 95 . 95 . 95 . 95 Grade 0 0 I MC ' s (%) SU/RV' s (%) CV' s (%) II PCE ' s 1 . 10 II Adjustment Factors rVehicle Critical Follow-up Maneuver Gap (tg) Time (tf) 116 Left Turn Major Road 5 . 00 2 . 10 Right Turn Minor Road 5 . 50 2 . 60 Through Traffic Minor Road 6 . 00 3 . 30 Left Turn Minor Road 6 . 50 3 .40 1 r I I 1 HCS : Unsignalized Intersections Release 2 . 1g HRCDENPE.HCO Page 2 Worksheet for TWSC Intersection Step 2 : LT from Major Street SB NB Conflicting Flows : (vph) 120 Potential Capacity: (pcph) 1503 Movement Capacity: (pcph) 1503 Prob. of Queue-Free State : 1 . 00 TH Saturation Flow Rate : (pcphpl) 1900 RT Saturation Flow Rate : (pcphpl) Major LT Shared Lane Prob. of Queue-Free State : 1 . 00 Intersection Performance Summary Avg. 95% Flow Move Shared Total Queue Approach Rate Cap Cap Delay Length LOS Delay Movement (pcph) (pcph) (pcph) (sec/veh) (veh) (sec/veh) NB L 3 1503 2 .4 0 . 0 A 0 . 1 Intersection Delay = 0 . 0 sec/veh I 1 i 1 1 I 2U HCS : Unsignalized Intersections Release 2 . 1g HRCDEXPE.HCO Page 1 I Allan Davis Associates 488 Main Avenue Norwalk, CT 06851-2083 Ph: (203) 849-0898 111 Streets : (N-S) Hommocks Road (E-W) Circular Dr Exit Major Street DirectionNS Length of Time Analyzed15 (min) Analyst ADA, Inc . Date of Analysis 8/21/0 Other Information PM Existing Traffic Volumes 6_ Two-way Stop-controlled Intersection Northbound Southbound Eastbound Westbound I -L- T R L T R L T R L T R ---- ---- ---- ---- ---- ---- ---- ---- ---- ---- --- - No. Lanes 0 1 0 0 1 0 0 > 0 < 0 0 0 0 r Stop/Yield N N Volumes 64 79 36 4 PHF . 95 . 95 . 95 . 95 Grade 0 0 0 I MC ' s (%) SU/RV' s (%) CV' s (%) I PCE ' s 1 . 10 1 . 10 IAdjustment Factors I Vehicle Critical Follow-up Maneuver Gap (tg) Time (tf) I Left Turn Major Road 5 . 00 2 . 10 Right Turn Minor Road 5 . 50 2 . 60 Through Traffic Minor Road 6 . 00 3 . 30 Left Turn Minor Road 6 . 50 3 .40 11 II I I I I AMMENNIMMIr A HCS : Unsignalized Intersections Release 2 . 1g HRCDEXPE.HCO Page 2 ' Worksheet for TWSC Intersection Step 1 : RT from Minor Street WB EB Conflicting Flows : (vph) 83 Potential Capacity: (pcph) 1257 Movement Capacity: (pcph) 1257 Prob. of Queue-Free State : 1 . 00 Step 4 : LT from Minor Street WB EB Conflicting Flows : (vph) 150 Potential Capacity: (pcph) 867 Major LT, Minor TH Impedance Factor: 1 . 00 Adjusted Impedance Factor: 1 . 00 Capacity Adjustment Factor due to Impeding Movements 1 . 00 Movement Capacity: (pcph) 867 Intersection Performance Summary Avg. 95% Flow Move Shared Total Queue Approach Rate Cap Cap Delay Length LOS Delay Movement (pcph) (pcph) (pcph) (sec/veh) (veh) (sec/veh) EB L 42 867 > ' EB R 4 1257 > , 891 4 . 3 0 . 0 A 4 . 3 Intersection Delay = 0 . 9 sec/veh 1 I2U HCS : Unsignalized Intersections Release 2 . 1g HRSDPE.HCO Page 1 II Allan Davis Associates 488 Main Avenue Norwalk, CT 06851-2083 Ph: (203) 849-0898 rStreets : (N-S) Hommocks Road (E-W) Service Drive Major Street DirectionNS 4 Length of Time Analyzed15 (min) Analyst ADA, Inc . Date of Analysis 8/21/0 Other Information PM Existing Traffic Volumes Two-way Stop-controlled Intersection Northbound Southbound Eastbound Westbound r L T R L T R L T R L T R i. ---- ---- ---- ---- ---- ---- ---- ---- ---- ---- ---- ---- No. Lanes 0 > 1 0 0 1 < 0 0 > 0 < 0 0 0 0 11 Stop/Yield N N Volumes 2 50 65 18 14 2 PHF . 95 . 95 . 95 . 95 . 95 . 95 Grade 0 0 0 1 MC ' s (%) SU/RV' s (%) CV' s (%) I PCE ' s 1 . 10 1 . 10 1 . 10 Adjustment Factors I Vehicle Critical Follow-up Maneuver Gap (tg) Time (tf) I Left Turn Major Road 5 . 00 2 . 10 Right Turn Minor Road 5 . 50 2 . 60 Through Traffic Minor Road 6 . 00 3 .30 Left Turn Minor Road 6 . 50 3 .40 I I II I II I w N HCS : Unsignalized Intersections Release 2 . 1g HRSDPE.HCO Page 2 NM Mil Worksheet for TWSC Intersection ou Step 1 : RT from Minor Street WB EB me Conflicting Flows : (vph) 78 = Potential Capacity: (pcph) 1264 Movement Capacity: (pcph) 1264 Prob. of Queue-Free State: 1 . 00 irm Step 2 : LT from Major Street SB NB w Conflicting Flows : (vph) 87 L Potential Capacity: (pcph) 1558 Movement Capacity: (pcph) 1558 Prob. of Queue-Free State: 1 . 00 I TH Saturation Flow Rate: (pcphpl) 1900 RT Saturation Flow Rate: (pcphpl) Major LT Shared Lane Prob. of Queue-Free State: 1 . 00 IStep 4 : LT from Minor Street WB EB I Conflicting Flows : (vph) 132 Potential Capacity: (pcph) 888 Major LT, Minor TH Impedance Factor: 1 . 00 Adjusted Impedance Factor: 1 . 00 Capacity Adjustment Factor due to Impeding Movements 1 . 00 [ Movement Capacity: (pcph) 887 L [ Intersection Performance Summary Avg. 95% Flow Move Shared Total Queue Approach E Rate Cap Cap Delay Length LOS Delay pcph) (pcph) (pcph) (sec/veh) (veh) (sec/veh) E EB L 17 887 > 916 4 . 0 0 . 0 A 4 . 0 EB R 2 1264 > NB L 2 1558 2 . 3 -0 . 0 A 0 . 1 Intersection Delay = 0 . 5 sec/veh [ I I I 0 CENTRAL ELEMENTARY SCHOOL CAPACITY ANALYSES EXISTING CONDITIONS ,2U HCS: Unsignalized Intersections Release 2.1g PACSAE.HCO Page 1 I Allan Davis Associates 488 Main Avenue Norwalk, CT 06851-2083 Ph: (203) 849-0898 II Streets: (N-S) Central School Drive (E-W) Palmer Avenue Major Street DirectionEW I Length of Time Analyzed15 (min) Analyst ADA, Inc. Date of Analysis 6/6/0 PR Other Information 2000 AM Existing Traffic Volumes Two-way Stop-controlled Intersection r. Eastbound Westbound Northbound Southbound L T R L T R L T R L T R ---- ---- ---- ---- ---- ---- ---- ---- ---- ---- ---- ---- No. Lanes 0 1 < 0 0 > 1 0 0 > 0 < 0 0 0 0 Stop/Yield N N [ Volumes 482 54 41 404 47 20 PHF .9 .9 .9 .9 .9 .9 Grade 0 0 0 , r: MC's (%) SU/RV's (%) CV's (%) [m. PCE's 1.10 1.10 1.10 Adjustment Factors E Vehicle Critical Follow-up Maneuver Gap (tg) Time (tf) II Left Turn Major Road 5.00 2.10 Right Turn Minor Road 5.50 2.60 Through Traffic Minor Road 6.00 3.30 Left Turn Minor Road 6.50 3.40 1: 1 w>. Mr HCS: Unsignalized Intersections Release 2.1g PACSAE.HCO Page 2mm MI Worksheet for TWSC Intersection m Step 1: RT from Minor Street NB SB i Conflicting Flows: (vph) 566 I Potential Capacity: (pcph) 715 Movement Capacity: (pcph) 715 Prob. of Queue-Free State: 0.97 II Step 2: LT from Major Street WB EB Conflicting Flows: (vph) 596 Potential Capacity: (pcph) 891 1: . Movement Capacity: (pcph) 891 Prob. of Queue-Free State: 0.94 i: TH Saturation Flow Rate: (pcphpl) 1900 RT Saturation Flow Rate: (pcphpl) Major LT Shared Lane Prob. ue-Free State: 0.93 I: Sot:::: LT from Minor Street NB SB E Conflicting Flows: (vph) 1061 Potential Capacity: (pcph) 257 Major LT, Minor TH Impedance Factor: 0.93 Em. Adjusted Impedance Factor: 0.93 Capacity Adjustment Factor due to Impeding Movements 0.93 1: Movement Capacity: (pcph) 238 l: Intersection Performance Summary Avg. 95% Flow Move Shared Total Queue Approach Rate Cap Cap Delay Length LOS Delay Movement (pcph) (pcph) (pcph) (sec/veh) (veh) (sec/veh) NB L 57 238 > I: 297 16.6 1.1 C 16.6 NB R 24 715 > rm WB L 51 891 4.3 0.0 A 0.4 Intersection Delay = 1.2 sec/veh II II 1 I '2U HCS: Unsignalized Intersections Release 2.1g PACSPE.HCO Page 1 i Allan Davis Associates 488 Main Avenue Norwalk, CT 06851-2083 Ph: (203) 849-0898 IStreets: (N-S) Central School Drive (E-W) Palmer Avenue Major Street DirectionEW I Length of Time Analyzed15 (min) Analyst ADA, Inc. Date of Analysis 6/6/0 I: Other Information 2000 PM Existing Traffic Volumes Two-way Stop-controlled Intersection Eastbound Westbound Northbound Southbound I: -L- T R L T R L T R L T R ---- ---- ---- ---- ---- ---- ---- ---- ---- ---- ---- No. Lanes 0 1 < 0 0 > 1 0 0 > 0 < 0 0 0 0 Stop/Yield N N 1 [ Volumes 514 48 48 539 55 59 PHF .9 .9 .9 .9 .9 .9 Grade 0 0 0 MC's (%) SU/RV's (%) CV's (%) I: PCE's 1.10 1.10 1.10 IIAdjustment Factors I Vehicle Critical Follow-up Maneuver Gap (tg) Time (tf) Left Turn Major Road 5.00 2.10 II Right Turn Minor Road 5.50 2.60 Through Traffic Minor Road 6.00 3.30 Left Turn Minor Road 6.50 3.40 1: II I II 1 I II 1 HCS: Unsignalized Intersections Release 2.1g PACSPE.HCO Page 2 II Worksheet for TWSC Intersection II Step 1: RT from Minor Street NB SB Conflicting Flows: (vph) 598 1 I Potential Capacity: (pcph) 689 Movement Capacity: (pcph) 689 Prob. of Queue-Free State: 0.89 I 1111 Step 2: LT from Major Street WB EB Conflicting Flows: (vph) 624 1: Potential Capacity: (pcph) 864 , Movement Capacity: (pcph) 864 Prob. of Queue-Free State: 0.93 i: TH Saturation Flow Rate: (pcphpl) 1900 RT Saturation Flow Rate: (pcphpl) . Major LT Shared Lane Prob. of Queue-Free State: 0.90 1 [ Step 4: LT from Minor Street NB SB rim Conflicting Flows: (vph) 1250 Potential Capacity: (pcph) 200 Major LT, Minor TH IImpedance Factor: 0.90 Adjusted Impedance Factor: 0.90 Capacity Adjustment Factor due to Impeding Movements 0.90 I Movement Capacity: (pcph) 180 , !! Intersection Performance Summary Avg. 95% Flow Move Shared Total Queue Approach 1: Rate Cap Cap Delay Length LOS Delay Movement (pcph) (pcph) (pcph) (sec/veh) (veh) (sec/veh) I NB L 67 180 > 293 23.0 2.4 D 23.0 NB R 73 689 > I! WB L 58 864 4.5 0.1 A 0.4 Intersection Delay = 2.2 sec/veh I II II 1 rri C 1 MIR 1 WEAVER STREET CAPACITY ANALYSES EXISTING CONDITIONS pal 0.1 '2U HCM: SIGNALIZED INTERSECTION SUMMARY Version 2.4g 07-03-2000 Allan Davis Associates IStreets: (E-W) Palmer Avenue (N-S) Weaver Street Analyst: ADA, Inc. File Name: WEPAAE.HC9 Area Type: Other 6-8-0 AM Peak IComment: 2000 Existing Traffic Volumes Eastbound Westbound Northbound Southbound L T R L T R L T R L T R I: . No. Lanes 0 > 2 < 0 0 > 1 < 0 0 > 1 < 0 1 1 0 Volumes 140 412 77 43 281 155 44 332 52 157 290 IIPHF or PK15 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 Lane W (ft) 10.0 15.0 15.0 10.0 10.0 Grade 0 0 0 0 I: % Heavy Veh 2 2 2 2 2 2 2 2 2 2 2 Parking N N N N N N N N Bus Stops 2 2 0 0 Con. Peds 0 0 0 0 Ped Button (Y/N) N (Y/N) N (Y/N) N (Y/N) N Arr Type 3 3 3 3 3 RTOR Vols 0 0 0 0 E Lost Time 4.00 4.00 4.00 4.00 4.00 4.00 4.00 4.00 4.00 4.00 4.00 Prop. Share Prop. Prot. I: Signal Operations Phase Combination 1 2 3 4 5 6 7 8 EB Left * NB Left * Thru * Thru * Right * Right * Peds Peds * I WB Left * SB Left * Thru * Thru * Right * Right I Peds Peds NB Right EB Right SB Right WB Right Green 30.OA Green 30.OA 10.0A II Yellow/AR 5.0 Yellow/AR 5.0 8.0 Cycle Length: 88 secs Phase combination order: #1 #5 #6 I Lane Group: Intersection Performance Summary v/c g/C Approach: Mvmts Cap Flow Ratio Ratio Delay LOS Delay LOS I EB LTR 579 1643 1.270 0.352 * WB LTR 385 1092 . 1.382 0.352 * * ** ** NB LTR 520 1475 0.916 0.352 32.7 D 32.7 D I: SB L 113 320 1.542 0.352 * * * * T 612 1739 0.526 0.352 15.3 C Intersection Delay = * (sec/veh) Intersection LOS = * II (g/C) * (V/c) is greater than one. Calculation of D1 is infeasible. I 1 2U HCM: SIGNALIZED INTERSECTION SUMMARY Version 2 .4g 08-21-2000 Allan Davis Associates Streets : (E-W) Palmer Avenue (N-S) Weaver Street Analyst : ADA, Inc . File Name : WEPAAEI .HC9 Area Type : Other 6-8-0 AM Peak Comment : 2000 Existing Traffic Volumes w/NB advance & SB lag phase Eastbound Westbound Northbound Southbound L T R L T R L T R L T .R ---- ---- ---- ---- ---- ---- ---- ---- ---- ---- ---- ---- No. Lanes 0 > 2 < 0 0 > 1 < 0 0 > 1 < 0 1 1 0 Volumes 140 412 77 43 281 155 44 332 52 157 290 PHF or PK15 0 . 90 0 . 90 0 . 90 0 . 90 0 . 90 0 . 90 0 . 90 0 . 90 0 . 90 0 . 90 0 . 90 Lane W (ft) 10 . 0 15 . 0 15 . 0 10 . 0 10 . 0 Grade 0 0 0 0 % Heavy Veh 2 2 2 2 2 2 2 2 2 2 2 Parking N N N N N N N N Bus Stops 2 2 0 0 r Con. Peds 0 0 0 0 Ped Button (Y/N) N (Y/N) N (Y/N) N (Y/N) N Arr Type 3 3 3 3 3 RTOR Vols 0 0 0 0 I Lost Time 4 . 00 4 . 00 4 . 00 4 . 00 4 . 00 4 . 00 4 . 00 4 . 00 4 . 00 4 . 00 4 . 00 Prop. Share Prop. Prot . FSignal Operations Phase Combination 1 2 3 4 5 6 7 8 EB Left * NB Left * * Thru * Thru * * Right * Right * * Peds Peds * WB Left * SB Left * * t Thru * Thru * * Right * Right * * Peds Peds * I NB Right EB Right I. SB Right WB Right Green 30 . OA Green 5 . OA 18 . OA 5 . OA 10 . OA r Yellow/AR 5 . 0 Yellow/AR 3 . 0 5 . 0 3 . 0 8 . 0 6. Cycle Length: 92 secs Phase combination order: #1 #5 #6 #7 #8 I Lane Group: j SaIAdntersection Performance Summary t v/c g/C Approach: Mvmts Cap Flow Ratio Ratio Delay LOS Delay LOS I EB LTR 549 1630 1 . 339 0 . 337 * WB LTR 351 1042 1 . 516 0 . 337 * * ** ** NB LTR 513 1748 0 . 928 0 . 293 37 . 2 D 37 . 2 D IN SB L 221 1652 0 . 787 0 .293 35 . 9 D 25 . 6 D .. T 510 1739 0 . 631 0 . 293 20 . 0 C Intersection Delay = * (sec/veh) Intersection LOS = * I (g/C) * (V/c) is greater than one . Calculation of Dl is infeasible. I 2U HCM: SIGNALIZED INTERSECTION SUMMARY Version 2 .4g 08-21-2000 Allan Davis Associates Streets : (E-W) Palmer Avenue (N-S) Weaver Street Analyst : ADA, Inc . File Name : WEPAEII .HC9 Area Type : Other 6-6-0 AM Peak Comment : 2000 Existing Traffic Volumes w/strip'g imp. & NB advance/SB lag Eastbound Westbound Northbound Southbound L T R L T R L T R L T .R ---- ---- ---- ---- ---- ---- ---- ---- ---- ---- ---- -- -- No. Lanes 1 1 < 0 1 1 < 0 0 > 1 < 0 1 1 0 Volumes 140 412 77 43 281 155 44 332 52 157 290 PHF or PK15 0 . 90 0 . 90 0 . 90 0 . 90 0 . 90 0 . 90 0 . 90 0 . 90 0 . 90 0 . 90 0 . 90 Lane W (ft) 11 . 0 13 . 0 11 . 0 13 . 0 15 . 0 10 . 0 10 . 0 Grade 0 0 0 0 I % Heavy Veh 2 2 2 2 2 N 2 2 2 2 2 2 Parking N N N N N N N Bus Stops 2 2 0 0 r Con. Peds 0 0 0 0 Ped Button (Y/N) N (Y/N) N (Y/N) N (Y/N) N Arr Type 3 3 3 3 3 3 3 RTOR Vols 0 0 0 0 I Lost Time 4 . 00 4 . 00 4 . 00 4 . 00 4 . 00 4 . 00 4 . 00 4 . 00 4 . 00 4 . 00 4 . 00 Prop. Share Prop. Prot . II Signal Operations Phase Combination 1 2 3 4 5 6 7 8 EB Left * * NB Left * * Thru * * Thru * * Right * * Right * * Peds Peds * WB Left * SB Left * * Thru * Thru * * Right * Right * * Peds Peds * NB Right EB Right SB Right WB Right Green 10 . OA 35 . OA Green 5 . OA 25 . OA 8 . OA 10 . OA Yellow/AR 3 . 0 5 . 0 Yellow/AR 3 . 0 5 . 0 3 . 0 8 . 0 1111 Cycle Length: 120 secs Phase combination order: #1 #2 #5 #6 #7 #8 r Intersection Performance Summary Lane Group: Adj Sat v/c g/C Approach: Mvmts Cap Flow Ratio Ratio Delay LOS Delay LOS in EB L 188 1711 0 . 830 0 .408 35 . 4 D 24 . 5 C TR 761 1864 0 . 715 0 .408 21 .4 C WB L 60 200 0 . 800 0 . 300 58 . 5 E 39 . 8 D TR 542 1808 0 . 893 0 . 300 37 . 9 D I NB LTR 495 1748 0 . 961 0 . 283 50 . 0 E 50 . 0 E SB L 220 1652 0 . 791 0 . 308 43 . 8 E 31 . 0 D I T 536 1739 0 . 601 0 . 308 24 . 1 C Intersection Delay = 35 . 2 sec/veh Intersection LOS = D Lost Time/Cycle, L = 12 . 0 sec Critical v/c (x) = 0 . 755 1 2U HCM: SIGNALIZED INTERSECTION SUMMARY Version 2 .4g 08-21-2000 Allan Davis Associates IStreets : (E-W) Palmer Avenue (N-S) Weaver Street Analyst : ADA, Inc. File Name : WEPAAE2 .HC9 Area Type : Other 6-8-0 AM Peak IIComment : 2000 Existing Traffic Volumes w/o exclusive pedestrian phase Eastbound Westbound Northbound Southbound I L T R L T R L T R L T R No. Lanes 0 > 2 < 0 0 > 1 < 0 0 > 1 < 0 1 1 0 r Volumes 140 412 77 43 281 155 44 332 52 157 290 PHF or PK15 0 . 90 0 . 90 0 . 90 0 . 90 0 . 90 0 . 90 0 . 90 0 . 90 0 . 90 0 . 90 0 . 90 Lane W (ft) 10 . 0 15 . 0 15 . 0 10 . 0 10 . 0 Grade 0 0 0 0 % Heavy Veh 2 2 2 2 2 2 2 2 2 2 2 4- Parking N N N N N N N N Bus Stops 2 2 0 0 Con. Peds 0 0 0 0 Ped Button (Y/N) N (Y/N) N (Y/N) N (Y/N) N Arr Type 3 3 3 3 3 RTOR Vols 0 0 0 0 Lost Time 4 . 00 4 . 00 4 . 00 4 . 00 4 . 00 4 . 00 4 . 00 4 . 00 4 . 00 4 . 00 4 . 00 Prop. Share Prop. Prot . lSignal Operations Phase Combination 1 2 3 4 5 6 7 8 EB Left * NB Left * Thru * Thru Right * Right * Peds Peds I WB Left Thru * SB Left * Thru ** Right * Right Peds Peds NB Right EB Right SB Right WB Right Green 30 . OA Green 30 . OA Yellow/AR 5 . 0 Yellow/AR 5 . 0 Cycle Length: 70 secs Phase combination order: #1 #5 Intersection Performance Summary In Lane Group: Adj Sat v/c g/C Approach: Mvmts Cap Flow Ratio Ratio Delay LOS Delay LOS EB LTR 801 1809 0 . 918 0 .443 22 . 9 C 22 . 9 C WB LTR 621 1403 0 . 856 0 .443 19 . 3 C 19 . 3 C NB LTR 713 1610 0 . 667 0 .443 11 . 6 B 11 . 6 B I SB L 212 478 0 . 822 0 .443 26 . 0 D 14 . 9 B T 770 1739 0 .418 0 .443 8 . 8 B Intersection Delay = 17 . 9 sec/veh Intersection LOS = C ili Lost Time/Cycle, L = 8 . 0 sec Critical v/c (x) = 0 . 870 ,2U HCM: SIGNALIZED INTERSECTION SUMMARY Version 2.4g 07-03-2000 Allan Davis Associates I Streets: (E-W) Palmer Avenue (N-S) Weaver Street Analyst: ADA, Inc. File Name: WEPAPE.HC9 Area Type: Other 6-8-0 PM Peak IComment: 2000 Existing Traffic Volumes Eastbound Westbound Northbound Southbound IL T R L T R L T R L T R ---- ---- ---- ---- ---- ---- ---- ---- ---- ---- ---- ---- No. Lanes 0 > 2 < 0 0 > 1 < 0 0 > 1 < 0 1 1 0 Volumes 117 354 52 75 320 158 44 339 69 135 336 II PHF or PK15 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 Lane W (ft) 10.0 15.0 15.0 10.0 10.0 Grade 0 0 0 0 I % Heavy Veh 2 2 N 2 2 2 2 2 2 2 2 2 Parking N N N N N N N Bus Stops 2 2 0 0 [.. Con. Peds 0000 Ped Button (Y/N) N (Y/N) N (Y/N) N (Y/N) N Arr Type 3 3 3 3 3 RTOR Vols 0 0 0 0 1: Lost Time 4.00 4.00 4.00 4.00 4.00 4.00 4.00 4.00 4.00 4.00 4.00 Prop. Share Prop. Prot. ESignal Operations Phase Combination 1 2 3 4 5 6 7 8 EB Left * NB Left * re Thru * Thru * Right * Right * Peds Peds * I WB Left * SB Left * Thru * Thru * Right * Right lPeds PedsEBRight Right SB Right WB Right Green 30.OA Green 30.OA 10.OA I: Yellow/AR 5.0 Yellow/AR 5.0 8.0 Length: 88 secs Phase combination order: #1 #5 #6 I Intersection Performance Summary Lane Group: Adj Sat v/c g/C Approach: Mvmts Cap Flow Ratio Ratio Delay LOS Delay LOS II EB LTR 566 1607 1.078 0.352 72.4 F 72.4 :- Cycle LTR 378 1073 1.627 0.352 * * *NB LTR 466 1324 1.078 0.352 75.9 F 75.9 II SB L 104 294 1.449 0.352 T 612 1739 0.609 0.352 16.5 C Intersection Delay = * (sec/veh) Intersection LOS = II (g/C) * (V/c) is greater than one. Calculation of D1 is infeasible. II i 2U HCM: SIGNALIZED INTERSECTION SUMMARY Version 2 .4g 08-21-2000 Allan Davis Associates IStreets : (E-W) Palmer Avenue (N-S) Weaver Street Analyst : ADA, Inc. File Name : WEPAPEI .HC9 Area Type : Other 6-8-0 PM Peak I Comment : 2000 Existing Traffic Volumes w/NB advance & SB lag phase Eastbound Westbound Northbound Southbound ' IL T R L T R L T R L T .R ---- ---- ---- ---- ---- ---- ---- ---- ---- ---- ---- ---- No. Lanes 0 > 2 < 0 0 > 1 < 0 0 > 1 < 0 1 1 0 III Volumes 117 354 52 75 320 158 44 339 69 135 336 PHF or PK15 0 . 90 0 . 90 0 . 90 0 . 90 0 . 90 0 . 90 0 . 90 0 . 90 0 . 90 0 . 90 0 . 90 Lane W (ft) 10 . 0 15 . 0 15 . 0 10 . 0 10 . 0 Grade 0 0 0 0 % Heavy Veh 2 2 2 2 2 2 2 2 2 2 2 Parking N N N N N N N N Bus Stops 2 2 0 0 Con. Peds 0 0 0 0 Ped Button (Y/N) N (Y/N) N (Y/N) N (Y/N) N Arr Type 3 3 3 3 3 RTOR Vols 0 0 0 0 Lost Time 4 . 00 4 . 00 4 . 00 4 . 00 4 . 00 4 . 00 4 . 00 4 . 00 4 . 00 4 . 00 4 . 00 Prop. Share Prop. Prot . Signal Operations Phase Combination 1 2 3 4 5 6 7 8 EB Left * NB Left * * Thru * Thru * * Right * Right * * Peds Peds * r WB Left * SB Left * * L Thru * Thru * * Right * Right * * L NB Peds Peds * Right EB Right SB Right WB Right Green 30 . OA Green 5 . OA 18 . OA 5 . OA 10 . OA Yellow/AR 5 . 0 Yellow/AR 3 . 0 5 . 0 3 . 0 8 . 0 Cycle Length: 92 secs Phase combination order: #1 #5 #6 #7 #8 rIAdntersection Performance Summary Lane Group : j Sat v/c g/C Approach: Mvmts Cap Flow Ratio Ratio Delay LOS Delay LOS EB DfL 91 270 1 .427 0 . 337 * * * * TR 570 1691 0 . 791 0 . 337 23 . 0 C WB LTR 231 687 2 .658 0 . 337 * * * * NB LTR 510 1736 0 . 987 0 . 293 48 . 5 E 48 . 5 E SB L 219 1652 0 . 685 0 . 293 29 . 9 D 24 . 7 C T 510 1739 0 . 731 0 .293 22 . 6 C Intersection Delay = * (sec/veh) Intersection LOS = * (g/C) * (V/c) is greater than one . Calculation of Dl is infeasible. i I 112U HCM: SIGNALIZED INTERSECTION SUMMARY Version 2 .4g 08-21-2000 Allan Davis Associates 1111 Streets : (E-W) Palmer Avenue (N-S) Weaver Street 11. Analyst : ADA, Inc. y File Name : WEPPEIl .HC9 Area Type : Other 6-8-0 PM Peak I Comment : 2000 Existing Traffic Volumes w/strip 'g imp. & NB advance/SB lag Eastbound Westbound Northbound Southbound L T R L T R L T R L T R ---- ---- ---- ---- ---- ---- ---- ---- ---- ---- ---- ---- No. Lanes 1 1 < 0 1 1 < 0 0 > 1 < 0 1 1 0 Volumes 117 354 52 75 320 158 44 339 69 135 336 PHF or PK15 0 . 90 0 . 90 0 . 90 0 . 90 0 . 90 0 . 90 0 . 90 0 . 90 0 . 90 0 . 90 0 . 90 Lane W (ft) 11 . 0 13 . 0 11 . 0 13 . 0 15 . 0 10 . 0 10 . 0 Grade 0 0 0 0 a % Heavy Veh 2 2 2 2 2 2 2 2 2 2 2 c Parking N N N N N N N N Bus Stops 2 2 0 0 Con. Peds 0 0 0 0 Ped Button (Y/N) N (Y/N) N (Y/N) N (Y/N) N Arr Type 3 3 3 3 3 3 3 RTOR Vols 0 0 0 0 • Lost Time 4 . 00 4 . 00 4 . 00 4 . 00 4 . 00 4 . 00 4 . 00 4 . 00 4 . 00 4 . 00 4 . 00 Prop. Share Prop. Prot . Signal Operations IL, Phase Combination 1 2 3 4 5 6 7 8 EB Left * * NB Left * * Thru * Thru * * Right * Right * * Peds Peds * I WB Left Thru * * SB Left * * Thru * * * Right * Right * * I Peds Peds NB Right EB Right SB Right WB Right Green 7 . OA 34 . OA Green 5 . OA 27 . OA 5 . OA 10 . OP li Yellow/AR 3 . 0 5 . 0 Yellow/AR 3 . 0 5 . 0 3 . 0 8 . 0 Cycle Length: 115 secs Phase combination order: #1 #2 #5 #6 #7 #8 I Lane Group: Intersection Performance Summary t v/c g/C Approach: Mvmts Cap Flow Ratio Ratio Delay LOS Delay LOS I EB L 152 1711 0 . 855 0 . 391 42 . 2 E 31 . 8 D TR 570 1873 0 . 791 0 . 304 28 . 9 D WB L 152 1711 0 . 546 0 . 391 19 . 9 C 43 . 3 E TR 552 1815 0 . 963 0 . 304 47 . 0 E NB LTR 544 1736 0 . 925 0 . 313 40 . 5 E 40 . 5 E SB L 189 1652 0 . 794 0 . 313 44 . 5 E 30 .4 D I T 544 1739 0 . 685 0 . 313 24 . 8 C Intersection Delay = 36 . 6 sec/veh Intersection LOS = D Lost Time/Cycle, L = 12 . 0 sec Critical v/c (x) = 0 . 760 liss2U HCM: SIGNALIZED INTERSECTION SUMMARY Version 2.4g 07-11-2000 Allan Davis Associates gm Streets: (E-W) Palmer Avenue (N-S) Weaver Street ma Analyst: ADA, Inc. File Name: WEPAPE2.HC9 Area Type: Other 6-8-0 PM Peak OM Comment: 2000 Existing Traffic Volumes w/o exclusive ped phase lim Eastbound Westbound Northbound Southbound so L T R L T R L T R L T R ---- ---- ---- ---- ---- ---- ---- ---- ---- ---- ---- ---- om No. Lanes 0 > 2 < 0 0 > 1 < 0 0 > 1 < 0 1 1 0 Volumes 117 354 52 75 320 158 44 339 69 135 336 1 PHF or PK15 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 Lane W (ft) 10.0 15.0 15.0 10.0 10.0 Grade 0 0 0 0 1 % Heavy Veh 2 2 2 2 2 N 2 2 2 2 2 2 Parking N N N N N N N Bus Stops 2 2 0 0 Con. Peds 0 0 0 0 EN Ped Button (Y/N) N (Y/N) N (Y/N) N (Y/N) N Arr Type 3 3 3 3 3 RTOR Vols 0 0 0 0 1 Lost Time 4.00 4.00 4.00 4.00 4.00 4.00 4.00 4.00 4.00 4.00 4.00 Prop. Share Prop. Prot. ISignal Operations Phase Combination 1 2 3 4 5 6 7 8 EB Left * NB Left * 1: Thru * Thru * Right * Right * Peds Peds WB Left * SB Left * Thru * Thru * Right * Right Peds Peds rig NB Right EB Right SB Right WB Right Green 30.OA Green 30.OA E Yellow/AR 5.0 Yellow/AR 5.0 Cycle Length: 70 secs Phase combination order: #1 #5 Intersection Performance Summary I Lane Group: Adj Sat v/c g/C Approach: Mvmts Cap Flow Ratio Ratio Delay LOS Delay LOS I EB LTR 789 1781 0.773 0.443 14.0 B 14.0 B WB LTR 603 1362 1.019 0.443 45.8 E 45.8 E NB LTR 701 1583 0.718 0.443 12.8 B 12.8 B II SB L 196 443 0.765 0.443 21.5 C 12.8 B T 770 1739 0.484 0.443 9.3 B Intersection Delay = 22.2 sec/veh Intersection LOS = C Lost Time/Cycle, L = 8.0 sec Critical v/c(x) = 0.892 1: 1 II AA so 2U HCM: SIGNALIZED INTERSECTION SUMMARY Version 2.4g 07-03-2000 Allan Davis Associates jStreets: (E-W) Route 1 (N-S) Hommocks/Weaver St. Analyst: ADA, Inc. File Name: R1HRAE.HC9 Area Type: Other 6-5-0 AM Peak Comment: 2000 Existing Traffic Volumes I! Eastbound Westbound Northbound Southbound EL T R L T R L T R L T R No. Lanes 1 2 < 0 1 2 < 0 1 1 < 0 1 1 < 0 Volumes 121 748 54 133 567 69 61 102 28 139 150 87 Pm PHF or PK15 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 rim Lane W (ft) 10.0 11.0 10.0 11.0 10.0 11.0 11.0 12.0 Grade 0 0 0 0 I % Heavy Veh 2 2 2 2 2 2 2 2 2 2 2 2 Parking N N N N N N N N Bus Stops 0 0 0 0 I: Con. Peds 0 0 0 0 Ped Button (Y/N) N (Y/N) N (Y/N) N (Y/N) N Arr Type 3 4 3 4 3 3 3 3 RTOR Vols 0 0 0 0 I Lost Time 4.00 4.00 4.00 4.00 4.00 4.00 4.00 4.00 4.00 4.00 4.00 4.00 Prop. Share Prop. Prot. ISignal Operations Phase Combination 1 2 3 4 5 6 7 8 EB Left * * NB Left * 1: Thru * Thru * Right * Right * Peds Peds * II WB Left Thru * * SB Left * Thru ** Right * Right * • Peds Peds * E NB Right EB Right SB Right WB Right Green 45.OP 10.OA Green 30.OA 17.OA I Yellow/AR 5.0 5.0 Yellow/AR 5.0 6.0 Cycle Length: 123 secs Phase combination order: #1 #2 #5 #6 I Intersection Performance Summary Lane Group: Adj Sat v/c g/C Approach: Mvmts Cap Flow Ratio Ratio Delay LOS Delay LOS I EB L 289 1652 0.464 0.496 29.1 D 24.4 C TR 1333 3565 0.702 0.374 23.8 C WB L 260 1652 0.569 0.496 35.7 D 24.0 C I TR 1325 3542 0.560 0.374 0.572 0.252 21.7 C NB L 119 472 35.2 D 30.8 D TR 439 1743 0.328 0.252 28.7 D I SB L 249 986 0.619 0.252 34.3 D 33.0 D TR 444 1760 0.595 0.252 32.3 D Intersection Delay = 26.2 sec/veh Intersection LOS = D Lost Time/Cycle, L = 8.0 sec Critical v/c(x) = 0.643 II 1 II2U HCM: SIGNALIZED INTERSECTION SUMMARY Version 2.4g 07-11-2000 Allan Davis Associates I Streets: (E-W) Route 1 (N-S) Hommocks/Weaver St. Analyst: ADA, Inc. File Name: R1HRAE2.HC9 Area Type: Other 6-5-0 AM Peak I Comment: 2000 Existing Traffic Volumes w/o exclusive ped phase Eastbound Westbound Northbound Southbound IL T R L T R L T R L T R No. Lanes 1 2 < 0 1 2 < 0 1 1 < 0 1 1 < 0 Volumes 121 748 54 133 567 69 61 102 28 139 150 87 II PHF or PK15 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 Lane W (ft) 10.0 11.0 10.0 11.0 10.0 11.0 11.0 12.0 Grade 0 0 0 0 I: % Heavy Veh 2 2 2 2 2 2 2 2 2 2 2 2 Parking N N N N N N N N Bus Stops 0 0 0 0 Con. Peds 0 0 0 0 Er Ped Button (Y/N) N (Y/N) N (Y/N) N (Y/N) N Arr Type 3 4 3 4 3 3 3 3 RTOR Vols 0 0 0 0 I Lost Time 4.00 4.00 4.00 4.00 4.00 4.00 4.00 4.00 4.00 4 .00 4.00 4.00 Prop. Share Prop. Prot. IISignal Operations Phase Combination 1 2 3 4 5 6 7 8 EB Left * * NB Left * re Thru * Thru * Right * Right * Peds Peds 1 WB Left Thru * * SB Left * Thru ** Right * Right * Peds Peds I: NB Right EB Right SB Right WB Right Green 45.OP 10.0A Green 30.OA I Yellow/AR 5.0 5.0 Yellow/AR 5.0 Cycle Length: 100 secs Phase combination order: #1 #2 #5 I: Intersection Performance Summary Lane Group: Adj Sat v/c g/C Approach: Mvmts Cap Flow Ratio Ratio Delay LOS Delay LOS I EB L 378 1652 0.354 0.610 13.7 B 12 .8 B TR 1640 3565 0.571 0.460 12.6 B WB L 328 1652 0.451 0.610 21.4 C 13.3 B I TR 1629 3542 0.455 0.460 11.7 21.3 B NB L 176 569 0.386 0.310 C 20.3 C TR 540 1743 0.267 0.310 19.8 C SB L 328 1059 0.469 0.310 22.0 C 21.9 C 11111 TR 546 1760 0.484 0.310 21.8 C Intersection Delay = 15.0 sec/veh Intersection LOS = B Lost Time/Cycle, L = 8.0 sec Critical v/c(x) = 0.709 '2U HCM: SIGNALIZED INTERSECTION SUMMARY Version 2.4g 07-03-2000 Allan Davis Associates I! Streets: (E-W) Route 1 (N-S) Hommocks/Weaver St. Analyst: ADA, Inc. File Name: R1HRPE.HC9 Area Type: Other 6-5-0 PM Peak IIComment: 2000 Existing Traffic Volumes Eastbound Westbound Northbound Southbound I: L T R L T R L T R L T R ---- ---- ---- ---- ---- ---- ---- ---- ---- ---- ---- ---- No. Lanes 1 2 < 0 1 2 < 0 1 1 < 0 1 1 < 0 Volumes 156 687 84 115 646 134 91 94 38 135 107 98 IPHF or PK15 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 Lane W (ft) 10.0 11.0 10.0 11.0 10.0 11.0 11.0 12.0 1 Grade 0 0 0 0 % Heavy Veh 2 2 2 2 2 2 2 2 2 2 2 2 C Parking N N N N N N N N Bus Stops 0 0 0 0 Con. Peds 0 0 0 0 1 L: Ped Button (Y/N) N (Y/N) N (Y/N) N (Y/N) N Arr Type 3 4 3 4 3 3 3 3 RTOR Vols 0 0 0 0 Lost Time 4 .00 4.00 4.00 4 .00 4.00 4.00 4.00 4.00 4.00 4.00 4.00 4.00 Prop. Share Prop. Prot. ESignal Operations Phase Combination 1 2 3 4 5 6 7 8 EB Left * * NB Left * Thru * Thru * Right * Right * Peds Peds * r WB Left Thru * * SB Left * Thru ** Right * Right * Peds Peds * I: NB Right EB Right SB Right WB Right Green 45.OP 10.0A Green 30.OA 17.OA I Yellow/AR 5.0 5.0 Yellow/AR 5.0 6.0 Cycle Length: 123 secs Phase combination order: #1 #2 #5 #6 I Lane Group: Adj Sat Intersection Performance Summary v/c g/C Approach: Mvmts Cap Flow Ratio Ratio Delay LOS Delay LOS I EB L 260 1652 0 .665 0 .496 38.7 D 25.8 D TR 1325 3543 0.679 0.374 23.4 C WB L 260 1652 0.492 0.496 33 .5 D 24 .8 C II TR 1312 3508 0.694 0.374 23 .6 C NB L 152 604 0.663 0.252 38.3 D 32 .7 D TR 434 1723 0.336 0.252 28.8 D I SB L 246 977 0.609 0.252 33.9 D 32 .2 D TR 436 1729 0.523 0.252 31.1 D Intersection Delay = 27.0 sec/veh Intersection LOS = D Lost Time/Cycle, L = 8.0 sec Critical v/c(x) = 0.670 ,2U HCM: SIGNALIZED INTERSECTION SUMMARY Version 2.4g 07-11-2000 Allan Davis Associates IIStreets: (E-W) Route 1 (N-S) Hommocks/Weaver St. Analyst: ADA, Inc. File Name: R1HRPE2.HC9 Area Type: Other 6-5-0 PM Peak IIComment: 2000 Existing Traffic Volumes w/o ped phase Eastbound Westbound Northbound Southbound IL- T R L T R L T R L T R No. Lanes 1 2 < 0 1 2 < 0 1 1 < 0 1 1 < 0 Volumes 156 687 84 115 646 134 91 94 38 135 107 98 I: PHF or PK15 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 Lane W (ft) 10.0 11.0 10.0 11.0 10.0 11.0 11.0 12.0 Grade 0 0 0 0 II % Heavy Veh 2 2 2 2 2 2 2 2 2 2 2 2 Parking N N N N N N N N Bus Stops 0 0 0 0 C Con. Peds 0 0 0 0 Ped Button (Y/N) N (Y/N) N (Y/N) N (Y/N) N Arr Type 3 4 3 4 3 3 3 3 RTOR Vols 0 0 0 0 I: Lost Time 4.00 4.00 4.00 4.00 4.00 4.00 4.00 4.00 4.00 4.00 4.00 4.00 Prop. Share Prop. Prot. IISignal Operations Phase Combination 1 2 3 4 5 6 7 8 EB Left * * NB Left * II Thru * Thru * Right * Right * Peds Peds I WB Left Thru * * SB Left * Thru ** Right * Right * II Peds Peds NB Right EB Right SB Right WB Right Green 45.OP 10.0A Green 30.OA I: Yellow/AR 5.0 5.0 Yellow/AR 5.0 Cycle Length: 100 secs Phase combination order: #1 #2 #5 I: Intersection Performance Summary Lane Group: Adj Sat v/c g/C Approach: Mvmts Cap Flow Ratio Ratio Delay LOS Delay LOS IIEB L 333 1652 0.520 0.610 22.6 C 14.1 B TR 1630 3543 0.552 0.460 12.5 B WB L 336 1652 0.381 0.610 18.6 C 13.3 B I: TR 1614 3508 0.564 0.460 12.6 B NB L 216 697 0.467 0.310 22.3 C 20.9 C TR 534 1723 0.273 0.310 19.8 C I SB L 326 1051 0.460 0.310 21.9 C 21.4 C TR 536 1729 0.425 0.310 21.2 C Intersection Delay = 15.4 sec/veh Intersection LOS = C Lost Time/Cycle, L = 8.0 sec Critical v/c(x) = 0.717 II 1 s WEAVER STREET QUEUE LENGTH CALCULATIONS Allan Davis Associates, Inc. . Queue and Storage Length Calculation Location: Weaver Street and Route 1 Time: AM Existing Lane(s): NB Left Overflow Queue: Each formulae below can be considered to have a uniform and overflow component.Average overflow queue is the average number of vehicles Ift in the queue at the beginning of the green period.Even if the arrival flow rate is,on average,less than the capacity,(i.e.the degree of saturation X<1)there are some over saturated cycles because of the random fluctuations in arrival flow rates.The following approximate expression has been derived for predicting average overflow queues in both undersaturated(X<1)and oversaturated(X>1)conditions at isolated fixed time signals: OVERFLOW OOEUE:No :A K•F THE QUEUE Nb=N/1-(j/v)qL No =Q*Tf/4(z+(z2+12(X-Xo)/Q*Tf)) for X>Xo,otherwise No=0 capacity 119 WHERE 6 n =number of lanes n 1 Nb =back of the queue,in vehicles S=cruising speed,MPH S 30 N =the stop-line queue,in vehicles N • 1.58 g=effective green g 30 qL lane flow,in vehicles per second qL 0.02 I C=cycle length s=sat.flow vps. C 123 0.53 (total movement flow divided by s the number of lanes as a first Q=capacity in veh.per hr. Q 119approximation), V =hourly flow V 61 J =average queue space per j 25.00 Tf = flow period in hrs when demand Tf 1 vehicle in feet,and j , flow rate q exists v =normal cruising speed in feet v 44.10 q =flow rate in vps;V/3600 or V/Tf q 0.017 per second(hence j/v=time to QTf=throughput,i.e.the max.number of Qtf 341.7 travel one vehicle space at I veh.discharged in period Tf cruising speed). X =V/Q,degree of saturation X 0.513 Nb 1.59 z =X-1 (note'this has a negative z -0.487 Vehicles value for X<1;'also zQ=q-Q Xc =deg.sat below which ave.overflow Xo 0.696 queue is approx.zero,and given by !ii Xo=0.67+sg/600 Maximum back of queue,Nm,reached after i where s=sat.flow vps,g=effective X-Xo -0.184 the start of green is given by: green in sec. Nm=N/(1-y) Nm 1.63 r No =ave.overflow queue(total veh. all lanes) No 0.00i� WHERE Vehicles Nm =maximum back of queue N =qr+No N 1.58 I QUEUE LENGTH: ^'I y =flow ratio q ave.vps/sat.flow y 0.032 q =arrival vps,VPH/3600 q 0.017 The ave.number of vehicles in the queue r =c-g=effective red r 93 at the start of the green period can be VPH 61 calculated from: No =ave.overflow queue(total veh. No 0.00 I N=qr+=No (, all lanes) Vehicles where, I CRITICAL QUEUE LENGTH q=arrival flow rate in vps q 0.017 Nc=2Nb r=C G=effective red time,gr in veh C 123 Nc 3.18 G 30� Vehicles r 93 I N Veh ces,1 REQUIRED STORAGE is jNc/n 79.56 — Feet 1 Allan Davis Associates, Inc. Queue and Storage Length Calculation I Location: Time: Weaver Street and Route 1 AM Existing Lane(s): SB Left I Overflow Queue: — - Each formulae below can be considered to have a uniform and overflow component.Average overflow queue is the average number of vehicles Ift in the queue at the beginning of the green period.Even if the arrival flow rate is,on average,less than the capacity,(i.e.the degree of saturation X<1)there are some over saturated cycles because of the random fluctuations in arrival flow rates.The following approximate expression has been derived for predicting average overflow queues in both undersaturated(X<1)and oversaturated(X>1)conditions at isolated fixed time signals: OVERFLOW QUEUE:No BACK OF THE QUEUE Nb=N/1-(l/v)qL No =Q'Tf/4(z+(z2+12(X-Xo)/Q*Tf)) i for X>Xo,otherwise No=0 capacity 249 WHERE n =number of lanes n 1 Nb =back of the queue,in vehicles S=cruising speed,MPH S 30 N =the stop-line queue,in vehicles N 3.59 g=effective green g 30 qL lane flow,in vehicles per second qL 0.04 C=cycle length C 123 (total movement flow divided by s=sat.flow vps. s 0.53 the number of lanes as a first i- Q=capacity in veh.per hr. Q 249 approximation), V =hourly flow V 139 j =average queue space per j 25.00 Tf = flow period in hrs when demand Tf 1 vehicle in feet,and flow rate q exists v =normal cruising speed in feet v 44.10 q =flow rate in vps;V/3600 or V/Tf q 0.039' per second(hence j/v=time to QTf=throughput,i.e.the max.number of Qtf 341.7 travel one vehicle space at veh.discharged in period Tf cruising speed). I X =V/Q,degree of saturation X 0.5581 Nb 3.67 z =X-1 (note'this has a negative z -0.4421 Vehicles value for X<1;'also zQ=q-Q Xo =deg.sat below which ave.overflow Xo 0.696 queue is approx.zero,and given by Xo=0.67+sg/600 Maximum back of queue,Nm,reached after where s=sat.flow vps,g=effective X-Xo -0.138 the start of green is given by: green in sec. i Nm=N/(1-y) Nm 3.87 No =ave.overflow queue(total veh. 1 all lanes) No 0.00' WHERE Vehicles Nm =maximum back of queue N =qr+No N 3.59 QUEUE LENGTH: y =flow ratio q ave.vps/sat.flow y 0.073 q =arrival vps,VPH/3600 q 0.039 t The ave.number of vehicles in the queue r =c-g=effective red r 93 at the start of the green period can be VPH 139 calculated from: No =ave.overflow queue(total veh. No 0.00 ' N=qr+=No _ all lanes) Vehicles N. where, CRITICAL QUEUE LENGTH q=arrival flow rate in vps q 0.039 Nc=2Nb • iii r=C-G=effective red time,gr in veh C 123 1 Nc 7.34 G 30� II Vehicles r 93 I N 3.5911 REQUIRED STORAGE is jNc/n 183.56 Vehicles Feet 1 I I I I Allan Davis Associates, Inc. Queue and Storage Length Calculation ii Location: Weaver Street and Route 1 Time: PM Existing Lane(s): NB Left I Overflow Queue: - Each formulae below can be considered to have a uniform and overflow component.Average overflow queue is the average number of vehicles Ift in the queue at the beginning of the green period.Even if the arrival flow rate is,on average,less than the capacity,(i.e.the degree of saturation X<1)there are some over saturated cycles because of the random fluctuations in arrival flow rates.The following approximate expression has been derived for predicting average overflow queues in both undersaturated(X<1)and oversaturated(X>1)conditions at isolated fixed time signals: OVERFLOW QUEUE:No :A K OF THE QUEUE -- Nb=N/1-(j/v)qL I No =Q'Tf/4(z+(z2+12(X-Xo)/Q'Tf)) for X>Xo,otherwise No=0 capacity 152 WHERE n =number of lanes n 1 Nb =back of the queue,in vehicles S=cruising speed,MPH S 30 N =the stop-line queue,in vehicles N 2.35 g=effective green g 30 qL lane flow,in vehicles per second qL 0.03 C=cycle length C 123 (total movement flow divided by s=sat.flow vps. s 0.531 the number of lanes as a first Q=capacity in veh.per hr. Q 152; approximation), V =hourly flow V 91 I j =average queue space per j 25.00 Tf = flow period in hrs when demand Tf 1 vehicle in feet,and flow rate q exists v =normal cruising speed in feet v 44.10 q =flow rate in vps;V/3600 or V/Tf q 0.025 per second(hence j/v=time to QTf=throughput,i.e.the max.number of Qtf 341.7 travel one vehicle space at r veh.discharged in period Tf cruising speed). X =V/Q,degree of saturation X 0.599 Nb 2.39 L z =X-1 (note'this has a negative z � -0.4011 Vehicles value for <1;'also zQ=q-Q Xo =deg.sat below which ave.overflow Xo 0.6961 queue is approx.zero,and given by Xo=0.67+sg/600 j Maximum back of queue,Nm,reached after where s=sat.flow vps,g=effective X-Xo -0.0981 the start of green is given by: green in sec. Nm=N/(1-y) Nm 2.47 r No =ave.overflow queue(total veh. L all lanes) No 0.00 WHERE Vehicles1j Nm =maximum back of queue N =qr+No N 2.35 QUEUE LENGTH: I i y =flow ratio q ave.vps/sat.flow y 0.048 rq =arrival vps,VPH/3600 q 0.025 The ave.number of vehicles in the queue r =c-g=effective red r 93 at the start of the green period can be VPH 97 calculated from: No =ave.overflow queue(total veh. No 0.00 N=qr+=No all lanes) Vehicles where, CRITICAL QUEUE LENGTH I q=arrival flow rate in vps q 0.025 Nc=2Nb r=C-G=effective red time,gr in veh C 123 Nc 4.77 G 30' Vehicles r 93 I N REQUIRED STORAGE isjNGn 119.25 Vehicles2.35i! Feet I I I IAllan Davis Associates, Inc. Queue and Storage Length Calculation I Location: Time: Weaver Street and Route 1 PM Existing Lane(s): SB Left Overflow Queue: I - — Each formulae below can be considered to have a uniform and overflow component.Average overflow queue is the average number of vehicles Ift in the queue at the beginning of the green period.Even if the arrival flow rate is,on average,less than the capacity,(i.e.the degree of saturation X<1)there are some over saturated cycles because of the random fluctuations in arrival flow rates.The following approximate expression has been derived for predicting average overflow queues in both undersaturated(X<1)and oversaturated(X>1)conditions at isolated fixed time signals: 1 Z�VERFLOW QUEUE:No BA K OF THE*U UE I Nb=N/1-(j/v)qL No =Q'Tf/4(z+(z2+12(X-Xo)/Q*Tf)) for X>Xo,otherwise No=0 capacity 246 WHERE 6 n =number of lanes n 1 Nb =back of the queue,in vehicles S=cruising speed,MPH S 30 N =the stop-line queue,in vehicles N 3.49 g=effective green g 30 qL lane flow,in vehicles per second qL 0.04 IF C=cycle length C 123 (total movement flow divided by s=sat.flow vps. s 0.53 the number of lanes as a first I Q=capacity in veh.per hr. Q 246 approximation), V =hourly flow V 135 j =average queue space per j 25.00 r Tf = flow period in hrs when demand Tf 1 vehicle in feet,and flow rate q exists v =normal cruising speed in feet v 44.10 q =flow rate in vps;V/3600 or V/Tf q 0.038 per second(hence j/v=time to QTf=throughput,i.e.the max.number of Qtf 341.7 travel one vehicle space at veh.discharged in period Tf cruising speed). lin X =V/Q,degree of saturation X 0.549 i Nb 3.56 z =X-1 (note'this has a negative z -0.451 1 Vehicles value for X<1;'also zQ=q-Q Xo =deg.sat below which ave.overflow Xo 0.696 queue is approx.zero,and given by • Xo=0.67+sg/600 9 Maximum back of queue,Nm,reached after where s=sat.flow vps,g=effective X-Xo -0.148 the start of green is given by: green in sec. Nm=N/(1-y) Nm 3.75 r No =ave.overflow queue(total veh. all lanes) No 0.00 WHERE i Vehicles Nm =maximum back of queue N =qr+No N 3.49 I QUEUE LENGTH: y =flow ratio q ave.vps/sat.flow q =arrival vps,VPH/3600 y 0.071 The ave.number of vehicles in the queue r =c- q 0.038 g=effective red r 93 at the start of the green period can be I 11 VPH 135 calculated from: j ! No =ave.overflow queue(total veh. No 0.00 IN=qr+_No j all lanes) Vehicles wh CRITICAL QUEUE LENGTH q=arrival flow rate in vps q 0.038 Nc=2Nb II r=C-G=effective red time,gr in veh C 123' Nc 7.13 G 30 Vehicles r 93 I N Veh c e9 !REQUIRED STORAGE is jNc/n 178 16 Fee* I I I I I 4 ❑ I CHAIN AND LOG FENCE Q O V i o I 0 0 O f I 9 o I O U W I 0 0 GV 0 0 z I U Fr I �._.- --� '�.. �-�" �i _.___ � ��► .rte yob y.A Lf�. n�o�ks .�_. 0oa „j, � � I u o,4x a 16'DAK I 10 PIN d CNAJV p - ACApfM vim. CSC. C[�Rg {'C"4, Q EDGE OF MAC. O M �yh y CURB F P O �A�D9y v--vlxFGUY �pC 20'MGUY EDC (` j� GUY`Lti,' ft'TR£E CK" 9"1R MACADAM U -POLE 14"TREE 21 "TRE£ GUY S O �gfiCE SINK NN 4 8"TREE I7"TRfE „j, � � I u o,4x a MACADAM DRIVEWAY P� Pd G u=�acFauY b f Hammocks Road ” h, �� 11,11111 MACADAM DRIVEWAY Install New Fence 'Construct New Sidewalk - good GV L , c DQ� *4'9tf Install Full Depth Roadway Pavement lo Meet Existing Painted Pedestrian Zone Consider For Future Curb And Sidewalk Sign Legend a M 0 MORNING DROP—OFF X AFTERNOON PICK—UP MORNING DROP—OFF 16'DAK I 10 PIN d 1R OAK Iek'lk TR`OAK Ia {'C"4, Q 16"PINE ? 1ROAK WUND 16"P1Nf MACADAM DRIVEWAY P� Pd G u=�acFauY b f Hammocks Road ” h, �� 11,11111 MACADAM DRIVEWAY Install New Fence 'Construct New Sidewalk - good GV L , c DQ� *4'9tf Install Full Depth Roadway Pavement lo Meet Existing Painted Pedestrian Zone Consider For Future Curb And Sidewalk Sign Legend a M 0 MORNING DROP—OFF X AFTERNOON PICK—UP MORNING DROP—OFF r _ ; �1S OAK a) 0 101PIN 18'OAK 0 18"OAK 16 PINE 1810AK 'LR3' 141LJ,VG�t' �LR.s' 16i'1N£ 8?JNE 161OAK O A Rood e 16'WL Hommocks �— rn V Construct New Sidewalk MACADAM DRIVEWAY lo deet Existing MACADAM DRIVEWAY P� G U G/U�Y V Install New Fence '--Construct New Sidewalk R l qAM Install Full Depth Roadway Pavement Painted Pedestrian Zone Consider For Future Curb And Sidewalk Sign Legend: 0 MORNING DROP—OFF 0 AFTERNOON PICK—UP MORNING DROF—OFF