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HomeMy WebLinkAboutAgenda 07 Beta TIS - Phase 1 2022-01-12 40 IDX Drive Building 100, Suite 200 South Burlington, VT 05403-7771 P 802.497.6100 To: Art Klugo, BETA Date: October 18, 2021 (Original) January 12, 2022 (Revised) Project #: 58568.00 From: David Saladino, PE Karen Sentoff Re: BETA Manufacturing Facility, South Burlington, VT Traffic Impact Study VHB has completed a Traffic Impact Study (TIS) for the proposed BETA manufacturing facility located in the southeast corner of the Burlington International Airport grounds in South Burlington, Vermont. The proposed development program includes the construction of an approximately 285,000 square foot manufacturing facility. The main access and egress to the project site is provided via a proposed new site driveway on US 2 (Williston Road) east of Valley Road, with secondary access for trucks provided via Aviation Avenue. This Traffic Impact Study includes the following elements: • A description of the existing roadway network in the vicinity of the site; • A summary of crash data within the study area; • Identification of any major permitted developments in the project vicinity; • A description of the proposed development program; • A trip generation estimate for the proposed development program; • An evaluation of the allowed trips per the land area of the proposed site; • An evaluation of traffic operations during weekday morning and evening peak hours for 2022 and 2027 at the intersections of US 2 (Williston Road) with the proposed site driveway, US 2 (Williston Road) with Shunpike Road and Valley Road, US 2 (Williston Road) and Aviation Avenue, and US 2 (Williston Road) / Kennedy Drive / Airport Drive; and, • Conclusions and recommendations to support the project. EXISTING CONDITIONS The proposed project site is located on the southeast edge of the Burlington International Airport grounds in South Burlington, Vermont. Primary access to the adjacent roadway network will be provided via a proposed site driveway onto US 2 (Williston Road) directly south of the site and east of Valley Road, with truck access provided via Aviation Avenue. The location of the site in relation to the local roadway network is shown in Figure 1 on the following page. Ref: 58568.00 January 12, 2022 Page 2 \\vhb.com\gbl\proj\SBurlington\58568.00 Industrial Facility\docs\memos\TIS - Proposed BETA Facility - Phase 1 - 2022-01-12.docx Figure 1: Site Location Map Roadway and Intersection Characteristics US 2 (Williston Road) is classified as a major arterial in the project vicinity and carries approximately 13,900 vehicles per day between Airport Drive / Kennedy Drive and the South Burlington/Williston town line.1 The segment of US 2 in the vicinity of the proposed site driveway has a posted speed limit of 40 mph with a two-lane cross-section and striped bicycle lanes in each direction. West of the proposed site driveway near Millham Court, US 2 transitions to a 35-mph speed limit and a three-lane cross-section with one through vehicle travel lane in each direction, a shared two-way left turn lane, and bikes lanes in each direction. US 2 also serves as a primary transit corridor through this area, with existing Green Mountain Transit Red line stops at Shunpike Road / Valley Road and Aviation Avenue in proximity to the project site. 1 2018 AADT based on 2017 count at Site Location ID D036 and accessed via the VTrans Transportation Data Management System. Ref: 58568.00 January 12, 2022 Page 3 \\vhb.com\gbl\proj\SBurlington\58568.00 Industrial Facility\docs\memos\TIS - Proposed BETA Facility - Phase 1 - 2022-01-12.docx US 2 at Shunpike Road and Valley Road (unsignalized): US 2 intersects with Shunpike Road and Valley Road at an unsignalized, two-way stop-controlled intersection located approximately 340 feet west of the proposed site driveway. At this intersection, US 2 has a single through lane in each direction and the two minor legs of the intersection meet US 2 at a slight offset. Shunpike Road connects to Kimball Avenue and provides access to a residential area while Valley Road provides access to a small commercial area. The northbound and southbound approaches to the intersection are single lane and stop-controlled. Bicycle lanes are designated in both the eastbound and westbound directions along US 2. Shunpike Road has a sidewalk on the west side of the road which connects to the sidewalk on the south side of US 2 west of Shunpike Road. US 2 at Aviation Avenue (unsignalized): US 2 intersects with Aviation Avenue at an unsignalized intersection less than ½ of a mile west of the proposed driveway location. At this intersection, US 2 has a posted speed limit of 35 mph and has a single travel lane in each direction and a two-way center left-turn lane (which provides a left turn lane for eastbound US 2 vehicles turning into Aviation Avenue). The Aviation Avenue approach is stop-controlled with approximately 200-foot dedicated right and left turn lanes and a single northbound departure lane separated by a 200 foot long raised median. The posted speed limit on Aviation Avenue is 25 mph. A crosswalk is present across Aviation Avenue approximately 40 feet north of the stop bar. No crosswalks are present across US 2. Sidewalks are present along the west side of Aviation Avenue and the north side of US 2. A section of sidewalk is present along the south side of US 2 in front of the Ace Hardware. The eastbound and westbound bike lanes on US 2 continue through this intersection. Trucks traveling to and from the BETA facility will be directed to use Aviation Avenue and Eagle Drive to access the site. Figure 2 below shows that vehicle turning paths for a WB-67 design vehicle (i.e. articulated tractor- trailer with 53’ trailer) can be accommodated within the existing intersection geometry. Figure 2. Turning Paths for WB-67 Design Vehicle Ref: 58568.00 January 12, 2022 Page 4 \\vhb.com\gbl\proj\SBurlington\58568.00 Industrial Facility\docs\memos\TIS - Proposed BETA Facility - Phase 1 - 2022-01-12.docx US 2 at Kennedy Drive and Airport Drive (signalized): US 2 intersects with Kennedy Drive and Airport Drive at a signalized intersection to the west of the proposed development site. The US 2 legs of the intersection to the east and west have three approach lanes with a dedicated left turn lane, through lane, and through/right lane. There are two departure lanes on each leg that converge to a single lane shortly downstream of the intersection. The south leg of the intersection, Kennedy Drive, is a median-divided facility with three approach lanes (left turn, through, and right turn lanes). The north leg of the intersection, Airport Drive, provides access to Burlington International Airport with three approach lanes (left and right turn lanes and a through lane). The current traffic signal phasing runs with a protected leading left turn phase followed by concurrent phasing for through and right movements with permitted lefts on all approaches. The north, south, and west legs of the intersection have crosswalks and pedestrian pushbuttons to provide access to the sidewalks that flank both sides of US 2, the west side of Airport Drive, and the east side of Kennedy Drive. Kennedy Drive has a shared use path on the west side of the corridor. Crash Data A review of VTrans’ most recent High Crash Location (HCL) Report (2015-2019) revealed that the nearest high crash locations to the study area include the segment of US 2 Williston Road just west of the Kennedy Drive / Airport Drive intersection and Industrial Avenue just east of the US 2 Williston Road intersection.2 The VTrans Public Crash Data Query Tool3 was reviewed to further investigate reported crashes occurring over the most recent 5-year period in the vicinity of the project. Table 1 summarizes the crashes occurring along roadway segments within the project area and at the study area intersections. The most prominent collision types on US 2 both east and west of the proposed site driveway are rear end crashes, likely resulting from turning movements into and out of the numerous curb cuts along this section of Williston Road. At the Kennedy Drive / Airport Drive intersection, there were 35 crashes in the five-year review period with the most common collision types being same-direction sideswipes and rear-end crashes. 2 VTrans, High Crash Location Report 2012-2016. 3 VTrans, Crash Data Query Tool, http://apps.vtrans.vermont.gov/CrashPublicQueryTool/ Ref: 58568.00 January 12, 2022 Page 5 \\vhb.com\gbl\proj\SBurlington\58568.00 Industrial Facility\docs\memos\TIS - Proposed BETA Facility - Phase 1 - 2022-01-12.docx Table 1. Crash Data for Study Area Segments and Intersections PROPOSED DEVELOPMENT PROGRAM The proposed development program includes the construction of a 285,000 square foot aircraft manufacturing facility. The facility is anticipated to include approximately 225,000 square feet of aircraft manufacturing space and 60,000 square feet of office space. Access and egress to the project site will be provided primarily via a new site driveway to the south of the site, connecting with US 2 (Williston Road) east of Valley Road. The preliminary site plan below (Figure 3) shows the proposed site plan in addition to the internal circulation and access from US 2 via the new site driveway. The new three-way intersection where the site driveway intersects with US 2 will be stop-controlled on the southbound approach and free flowing along US 2 with a left turn lane in the eastbound direction. The proposed site driveway approach to Williston Road will have dedicated left and right turn lanes for vehicles exiting the site. This site driveway will provide the primary access and egress to the site. Secondary access and egress to US 2 will be provided via Eagle Drive and Aviation Avenue. This indirect connection to the broader roadway network will accomodate truck deliveries to and from the site. For the purposes of this analysis, anticipated truck trips were assigned to the Aviation Avenue access whereas the new site driveway is anticipated to provide access for all other trips to and from the site. US 2 Williston Road Kennedy Drive to Proposed Site Driveway US 2 Williston Road Proposed Site Driveway to Industrial Avenue US 2 Williston Road at Kennedy Drive / Airport Drive US 2 Williston Road at Shunpike Road / Valley Road type Segment Segment Intersection Number of 5 year mapped crashes (2015-2019)20 8 35 4 Property Damage Only 100%88%77%100% Injury 0%13%23%0% Rear End (45%)Rear End (38%)Same Direction Sideswipe (26%)Rear End (25%) Single Vehicle Crash (10%)Left Turn and Thru, Angle Broadside (13%)Rear End (20%)Left Turn and Thru, Angle Broadside (25%) Left Turn and Thru, Same Direction Sideswipe/Angle Crash (5%) Left Turn and Thru, Same Direction Sideswipe/Angle Crash (13%) Left Turn and Thru, Angle Broadside (14%) Right Turn and Thru, Angle Broadside (25%) Same Direction Sideswipe (5%)Head on (13%)No Turns, Thru moves only, Broadside (9%)Other / Missing / Unknown (25%) Other / Missing / Unknown (35%)Single Vehicle Crash (13%)Left Turn and Thru, Head On (3%) Other / Missing / Unknown (13%)Head on (3%) Other / Missing / Unknown (26%) Dry 50%38%69%75% Wet 15%0%9%25% Snow, Slush, Ice 20%63%3%0% Other/Unknown 15%0%20%0% Study Area Segments Crash Types Surface Condition Collision Types Study Area Intersection Ref: 58568.00 January 12, 2022 Page 6 \\vhb.com\gbl\proj\SBurlington\58568.00 Industrial Facility\docs\memos\TIS - Proposed BETA Facility - Phase 1 - 2022-01-12.docx Figure 3: BETA Facility Site Plan In addition to vehicular access and egress, it is anticipated that many trips to and from the site each day will be made via other modes of transportation, including walking, biking, and public transit. Transportation Demand Management strategies are planned for the anticipated workforce to encourage commuters and visitors to utilize alternative modes of transportation to and from the site. As such, the plans for on-site circulation are intended to facilitate these trips. Pedestrian walks are planned for the building side of each parking bay. Landscaped islands with planted topographic landforms divide the parking bays and discourage short cuts. Collector walks will act to funnel pedestrians laterally across the site to one of three building entries. A large main walk is intended to connect all the collector walks and direct visitors and staff to the central main entrance. Secondary entry walks will lead to either the northwestern employee entrance or the southeastern employee entrance. Both entrances will have indoor bike parking and will be Ref: 58568.00 January 12, 2022 Page 7 \\vhb.com\gbl\proj\SBurlington\58568.00 Industrial Facility\docs\memos\TIS - Proposed BETA Facility - Phase 1 - 2022-01-12.docx graded to be fully accessible. In addition, there will be both a sidewalk and a multi-use recreation path leading from Williston Road to the main building entrance and further into the site to a field for viewing airplanes taking off and potentially connect to future recreation paths. A recreation path is planned that will connect the other BETA facilities and airport facilities in general to this site. Significant bike parking is planned for the building including at the main entrance with short-term spaces and additional long-term covered spaces will be available within the building. A large pedestrian plaza accommodates arrival, gathering, circulation and waiting space directly outside of the main building entrance. The additional on-site sidewalks and paths will support connectivity between the existing Green Mountain Transit (GMT) bus stops located proximate to the Valley Road/Shunpike Road intersection, the proposed GMT shelter adjacent to the new BETA site driveway, and the BETA manufacturing facility. SIGHT DISTANCE Stopping sight distance is the distance required for a vehicle, traveling at the design speed, to stop before reaching a stationary object in its path, such as a stopped vehicle. The provision of adequate stopping sight distance is critical for safe operations. The 2018 Policy on Geometric Design of Highways and Streets (the “Green Book”) states that, “[i]f 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.” 4 Along Williston Road, which has a posted speed limit of 40 mph adjacent to the proposed site drive, the minimum stopping sight distance required per the AASHTO Green Book is 305 feet. VHB measured stopping sight distances in the field along US 2 approaching the proposed site driveway location from the east and west. A vehicle traveling along US 2 at the posted speed of 40 mph approaching from the east has a stopping sight distance of approximately 400’ to the proposed site driveway. A vehicle approaching from the west has a stopping sight distance of 730’. Therefore, the minimum stopping sight distances are met in both directions along US 2 at the proposed site driveway. TRAFFIC NETWORKS The weekday AM and PM commuter peak periods were selected for analysis purposes as they represent the peak conditions for both the site-generated traffic and the adjacent street system. Existing Data A turning movement count was conducted at the existing intersection of Valley Road and Shunpike Road on May 27, 2021 for the PM peak hour of 4:30 to 5:30 PM and on May 28, 2021 for the AM peak hour of 7:30 to 8:30 AM. The turning movement counts indicated that the existing four-way intersection serves 1,264 vehicles in the AM peak hour and 1,542 in the PM peak hour. 4 A Policy on Geometric Design of Highways and Streets, 7th Edition, AASHTO, 2018 Ref: 58568.00 January 12, 2022 Page 8 \\vhb.com\gbl\proj\SBurlington\58568.00 Industrial Facility\docs\memos\TIS - Proposed BETA Facility - Phase 1 - 2022-01-12.docx VHB collected turning movement count data on Wednesday, February 3, 2021 for the intersection of US 2 at Aviation Avenue during the weekday AM peak period 7:00 to 9:00 AM and the weekday PM peak period 4:00 to 6:00 PM. The counts indicated that the AM peak hour occurred from 7:45 to 8:45 AM when 1,144 vehicles entered the intersection and the PM peak hour occurred from 4:00 to 5:00 PM when 1,298 vehicles entered the intersection. Intersection turning movement count data was gathered from the VTrans Transportation Data Management System for the US 2 / Airport Drive / Kennedy Drive intersection. VTrans data, collected on July 2 and 3, 2018, indicated that the weekday AM peak hour occurred from 7:45 to 8:45 AM when 2,124 vehicles entered the intersection and from 4:00 to 5:00 PM when 2,364 vehicles entered the intersection. To account for recent volume fluctuations due to the COVID-19 pandemic, the 2021 traffic volumes collected at the US 2 / Valley Road / Shunpike Road and US 2 / Aviation Avenue intersections were added to the network and adjusted and balanced based on the 2018 traffic volume data from the US 2 / Airport Drive / Kennedy Drive intersection. This adjustment resulted in a 24% and 4% increase in traffic volumes at Shunpike Road / Valley Road and a 31% and 21% increase in traffic volumes at Aviation Avenue to represent a pre-COVID condition during the weekday AM and PM peak hours, respectively. Copies of the traffic volume count data are provided in the Appendix. Adjustments to Existing Data Since it is impractical to design for the highest volume encountered during the year, VTrans Traffic Impact Study guidelines recommend a compromise between capacity and cost. Design Hourly Volume (DHV) criteria allow roads to be designed for the 30th highest hourly volume of the year. Traffic count data at a VTrans short-term traffic count station on US 2 east of Gregory Drive was used to calculate a DHV adjustment factor of 1.00 for the study intersections5. Detailed calculations for the DHV adjustments are provided in the Appendix. Background Traffic Growth To evaluate the impact of the proposed development within the study area, weekday AM and PM peak hour traffic volumes were projected to the design year (2022) and a 5-year forecast horizon year (2027). Background traffic growth is a function of expected land development in the region. To predict a rate at which traffic can be expected to grow during the forecast period, historical traffic growth was examined. The regression analysis chart in the 2020 VTrans Redbook suggests a background adjustment rate of 1.03 to project traffic volumes from 2022 to 2027. Traffic from Other Developments Traffic associated with area projects that have undergone permitting but may not be fully occupied was included in the No Build traffic networks. Based on discussions with South Burlington’s Planning and Zoning Department staff, traffic generated by the following projects was included in the No Build traffic network: 5 Count Station D036, located on US 2 just east of Gregory Drive, had an AADT of 13,921 vpd in 2017. Using the AADT and the 2020 VTrans Redbook DHV Chart, the estimated DHV for the corridor was 1506 vph. Ref: 58568.00 January 12, 2022 Page 9 \\vhb.com\gbl\proj\SBurlington\58568.00 Industrial Facility\docs\memos\TIS - Proposed BETA Facility - Phase 1 - 2022-01-12.docx • O’Brien Farm: The O’Brien Farm project is a multi-phase mixed-use development located between Kimball Avenue, Old Farm Road, and Kennedy Drive in South Burlington. Based on discussions with South Burlington Planning and Zoning staff, trip generation from the following development phases has been included in the background traffic network: o Hillside (Phases 1 & 2): Includes the full Hillside phase of development located along O’Brien Farm Road and Two Brothers Drive. o Eastview (Residential Only): Includes the residential component of the Eastview phase of development (135 single family homes and duplexes), which is located along both sides of Old Farm Road south of Kimball Avenue. Anticipated AM and PM peak hour trips were obtained from the Traffic Impact Studies completed by Lamoureux & Dickinson for each of these developments and distributed through the study area network. • FedEx Ground Distribution Center: The FedEx Ground Distribution Center is currently under construction and located between I-89 and Community Drive in Technology Park in South Burlington. Anticipated AM and PM peak hour trips were obtained from the September 2019 Traffic Impact Study completed by VHB and distributed through the study area network. • Booska Movers Building: The Booska Movers Building is a proposed 25,560 SF commercial building with an anticipated 10 office employees and 25 field employees which is currently under construction at 410 Meadowland Drive. Anticipated AM and PM peak hour trips were estimated using rates in the 10th Edition of the ITE Trip Generation Manual6 for Land Use Code (UC) 150 Warehousing for 35 employees. The site- generated trips were then distributed through the study area network. Trips associated with each project were calculated and distributed to the study area roadways as shown in Figure 4. 6 Trip Generation Manual, 10th Edition, Institute of Transportation Engineers, Washington D.C., 2017. Ref: 58568.00 January 12, 2022 Page 10 \\vhb.com\gbl\proj\SBurlington\58568.00 Industrial Facility\docs\memos\TIS - Proposed BETA Facility - Phase 1 - 2022-01-12.docx Figure 4: Trips Generated by other Developments No Build Traffic Network The 2022 and 2027 No Build traffic volumes were developed by applying the growth factors from the VTrans regression analysis chart to DHV-adjusted peak hour traffic volumes and adding traffic associated with the other developments currently being permitted in the area. The 2022 and 2027 No Build traffic volume networks can be found in Figure 5 and Figure 6 below. Ref: 58568.00 January 12, 2022 Page 11 \\vhb.com\gbl\proj\SBurlington\58568.00 Industrial Facility\docs\memos\TIS - Proposed BETA Facility - Phase 1 - 2022-01-12.docx Figure 5: 2022 No Build Traffic Volumes Ref: 58568.00 January 12, 2022 Page 12 \\vhb.com\gbl\proj\SBurlington\58568.00 Industrial Facility\docs\memos\TIS - Proposed BETA Facility - Phase 1 - 2022-01-12.docx Figure 6: 2027 No Build Traffic Volumes TRIP GENERATION Trip generation estimates for the proposed development were calculated based on rates published by the Institute of Transportation Engineers (ITE) Trip Generation Manual 11th Edition7 for the weekday AM and PM peak hours for specific land use codes (LUC) and are summarized in Table 2 below. ITE Land Use Code 140 (Manufacturing) and Land Use Code 710 (General Office) were applied to estimate the trips per employee. The applicant anticipates that at full occupancy, the facility will house approximately 225 manufacturing employees and 250 office employees during the first and second shifts. Calculations supporting the proposed trip generation estimates for the project are provided in the Appendix. 7 Trip Generation Manual, 11th Edition, Institute of Transportation Engineers, Washington D.C., 2021. Ref: 58568.00 January 12, 2022 Page 13 \\vhb.com\gbl\proj\SBurlington\58568.00 Industrial Facility\docs\memos\TIS - Proposed BETA Facility - Phase 1 - 2022-01-12.docx Table 2: Trip Generation Summary The new site-generated trips were distributed onto the adjacent street network based on existing traffic patterns. The anticipated distribution of the site-generated trips at the proposed site driveway reflects the average observed traffic distribution at the US 2/Aviation Avenue intersection, where approximately 75% of trips travelled to or from the west and 25% were traveling to or from the east. In order to evaluate the impacts associated with new truck trips accessing the site via Aviation Avenue, estimates of site-generated truck trips were developed based on the time-of-day distributions for each of the proposed land uses as noted in the ITE Trip Generation Manual 11th Edition. The truck percentages for entering / exiting trips were 5.9% / 0% for office uses, respectively, and 7.7% / 7.9% for manufacturing uses, respectively, during the AM peak hour. The truck percentages for entering / exiting trips during the PM peak hour were 2.9% / 2.9% for office uses, respectively, and 4.5% / 6.0% for manufacturing uses, respectively. Based on these splits, it was estimated that the BETA facility would generate approximately 15 entering and 7 exiting truck trips during the AM peak hour and 8 entering and 9 exiting trips during the PM peak hour. The 21 AM peak hour and 17 PM peak hour truck trips were distributed to the surrounding transportation network via Aviation Avenue. The distribution of the new site generated trips is shown in Figure 7 below. ITE Trip Generation Manual, 11th Edition LU Code Use Size Units Enter Exit Enter Exit 710 Office 250 employees 143 19 25 120 140 Manufacturing 225 employees 61 22 30 51 Subtotal 203 42 55 171 TOTAL AM Peak Hour PM Peak Hour 245 226 Ref: 58568.00 January 12, 2022 Page 14 \\vhb.com\gbl\proj\SBurlington\58568.00 Industrial Facility\docs\memos\TIS - Proposed BETA Facility - Phase 1 - 2022-01-12.docx Figure 7: Trip Generation Summary Ref: 58568.00 January 12, 2022 Page 15 \\vhb.com\gbl\proj\SBurlington\58568.00 Industrial Facility\docs\memos\TIS - Proposed BETA Facility - Phase 1 - 2022-01-12.docx BUILD TRAFFIC NETWORK Based on the anticipated trip distribution shown above, the new site-generated trips were added to the No Build peak hour traffic volumes to establish the Build traffic networks. The 2027 Build traffic volume network for the study intersections is shown in Figure 8. Figure 8: 2027 Build Peak Hour Traffic Volumes Ref: 58568.00 January 12, 2022 Page 16 \\vhb.com\gbl\proj\SBurlington\58568.00 Industrial Facility\docs\memos\TIS - Proposed BETA Facility - Phase 1 - 2022-01-12.docx TRAFFIC ANALYSES Intersection capacity analyses were performed for the study area intersections. Levels of service (LOS) were calculated based on the criteria published in the Highway Capacity Manual 6th Edition.8 Level of service is the term that defines the conditions that may occur on a given roadway or at an intersection when accommodating various traffic volume loads. Levels of service range from A to F with LOS A representing generally free flowing operating conditions and LOS F representing generally congested conditions as shown in Table 3. Table 3: LOS and Delay Thresholds The South Burlington Land Development Regulations identify minimum standards for overall level of service at signalized intersections at a LOS D during peak hours and level of service D or better for major street through movements at the site driveway. Additionally, the VTrans Level of Service Policy9 states that the Agency of Transportation’s policy is to design facilities to maintain an overall LOS C or better at signalized intersections through the design period. For two-way stop-controlled intersections, VTrans’ policy is to maintain LOS D or better for side street approaches through the design year. Unsignalized Intersection Capacity Analysis Table 4 summarizes the results of the capacity analysis for the unsignalized US 2 / Aviation Avenue, US 2 / Valley Road / Shunpike Road, and US 2 / Site Driveway intersections during the 2022 and 2027 weekday AM and PM peak hours in the No Build and Build condition. 8 Highway Capacity Manual, Sixth Edition: A Guide for Multimodal Mobility Analysis, Transportation Research Board, 2016. 9 Vermont Agency of Transportation Highway Design “Level of Service” Policy, VTrans, 2007 Signalized Intersection Unsignalized Intersection LOS A ≤ 10 0 - 10 B > 10 - 20 > 10 - 15 C > 20 - 35 > 15 - 25 D > 35 - 55 > 25 - 35 E > 55 - 80 > 35 - 50 F > 80 > 50 Delay (sec) Ref: 58568.00 January 12, 2022 Page 17 \\vhb.com\gbl\proj\SBurlington\58568.00 Industrial Facility\docs\memos\TIS - Proposed BETA Facility - Phase 1 - 2022-01-12.docx Table 4: Unsignalized Capacity Summary In the 2027 No Build scenario at the US 2 / Valley Road / Shunpike Road intersection, the stop-controlled minor legs operate at LOS E/F conditions. With the addition of the proposed site driveway and site-generated trips, it is estimated that the average delays on the Shunpike and Valley Road approaches will increase by up to 24 seconds Peak Hour v/c+Delay*LOS**v/c+Delay*LOS**v/c+Delay*LOS**v/c+Delay*LOS** US 2, EB 0.05 9.5 A 0.05 9.6 A 0.05 9.6 A 0.05 9.7 A US 2, WB 0.01 9.3 A 0.01 9.9 A 0.01 9.5 A 0.01 10.1 B Shunpike Rd, NB 0.15 33.5 D 0.20 44.8 E 0.17 36.5 E 0.22 49.7 E Valley Rd, SB 0.22 48.1 E 0.30 68.2 F 0.25 53.2 F 0.34 76.7 F US 2, EB 0.01 9.4 A 0.01 9.9 A 0.01 9.6 A 0.01 10.1 B US 2, WB 0.01 9.4 A 0.01 9.6 A 0.01 9.6 A 0.01 9.7 A Shunpike Rd, NB 0.18 54.8 F 0.25 74.5 F 0.22 63.6 F 0.28 87.2 F Valley Rd, SB 0.24 36.1 E 0.34 50.5 F 0.29 43.7 E 0.38 60.7 F US 2, EBL 0.04 9.6 A 0.06 9.8 A 0.05 9.7 A 0.06 9.9 A Aviation Ave, SBL 0.04 43.4 E 0.12 67.6 F 0.05 47.5 E 0.13 76.2 F Aviation Ave, SBR 0.01 14.3 B 0.02 15.5 C 0.01 14.7 B 0.02 15.9 C US 2, EBL 0.02 9.8 A 0.03 10.4 B 0.02 10.0 B 0.03 10.7 B Aviation Ave, SBL 0.08 45.7 E 0.14 66.6 F 0.10 51.5 F 0.16 76.3 F Aviation Ave, SBR 0.09 16.6 C 0.14 20.4 C 0.10 17.4 C 0.16 21.7 C US 2, EBL 0.18 10.4 B 0.18 10.6 B Site Driveway SBL 0.13 63.9 F 0.14 71.4 F Site Driveway SBR 0.07 14.8 B 0.07 15.3 C US 2, EBL 0.04 9.6 A 0.05 9.8 A Site Driveway SBL 0.41 63.1 F 0.45 73.6 F Site Driveway SBR 0.32 18.5 C 0.33 19.7 C + Volume to Capacity Ratio* Delay (expressed in seconds per vehicle)** Level of Service US 2 Williston Road / Aviation Avenue AM Peak Hour US 2 Williston Road / Site Driveway AM Peak Hour PM Peak Hour PM Peak Hour Intersection 2022 No Build 2022 Build 2027 No Build 2027 Build US 2 Williston Road and Valley Road / Shunpike Road AM Peak Hour PM Peak Hour Ref: 58568.00 January 12, 2022 Page 18 \\vhb.com\gbl\proj\SBurlington\58568.00 Industrial Facility\docs\memos\TIS - Proposed BETA Facility - Phase 1 - 2022-01-12.docx across all scenarios. It is important to note that the volumes on these side street approaches are relatively low, with fewer than 50 combined trips during the AM peak hour and approximately 60 combined trips during the PM peak hour. These low volumes, and the excess capacity on these approaches, are reflected in low volume to capacity ratios of less than or equal to 0.38 across all scenarios. At the US 2 / Aviation Avenue intersection, the Aviation Avenue approach is projected to operate at LOS E/F in the 2027 No Build scenario and LOS F in the 2027 Build scenario. It is important to note that Aviation Avenue is a relatively low volume approach with 14 exiting trips during the morning peak and 46 exiting trips during the evening peak. Furthermore, the Build scenarios are indicative of excess capacity on this approach as the maximum volume to capacity ratio is only 0.16. The stop controlled approach to the new intersection of Williston Road with the Site Driveway is anticipated to operate at a LOS B/C for right-turning vehicles and LOS F for left turning vehicles. Similar to the other unsignalized intersections, low volume to capacity ratios (less than 0.45) indicate excess capacities given the volume demand. Future signalization at this location would alleviate the delays experienced for the minor street and the intersection overall. Signalized Intersection Capacity Analysis In addition to the unsignalized intersections in the study area, the signalized study intersection of US 2 / Kennedy Drive / Airport Drive was analyzed during the 2022 and 2027 peak hours. The results of the signalized intersection capacity analysis are summarized in Table 5. Table 5. Signalized Intersection Capacity Analysis Peak Hour v/c+Delay*LOS**v/c+Delay*LOS**v/c+Delay*LOS**v/c+Delay*LOS** US 2, EB 0.47 24.5 C 0.55 28.7 C 0.51 26.9 C 0.59 31.2 C US 2, WB 0.45 17.3 B 0.52 19.6 B 0.51 18.4 B 0.59 20.6 C Kennedy Drive, NB 0.86 43.4 D 0.89 46.3 D 0.89 51.8 D 0.93 54.0 D Airport Drive, SB 0.62 39.6 D 0.54 38.0 D 0.75 46.3 D 0.64 44.2 D Overall 0.86 29.8 C 0.89 32.3 C 0.89 34.8 C 0.93 36.9 D US 2, EB 0.62 29.0 C 0.65 30.9 C 0.83 43.2 D 0.87 48.2 D US 2, WB 0.56 20.6 C 0.63 22.1 C 0.70 23.4 C 0.76 25.6 C Kennedy Drive, NB 0.77 29.9 C 0.77 31.0 C 0.82 32.5 C 0.83 34.3 C Airport Drive, SB 0.77 32.8 C 0.78 34.0 C 0.81 35.6 D 0.81 36.8 D Overall 0.77 27.0 C 0.78 28.2 C 0.83 32.6 C 0.87 34.9 C AM Peak Hour PM Peak Hour Intersection 2022 2022 No Build Build Signalized US 2 Williston Road and Kennedy Drive/Airport Drive 2027 2027No Build Build Ref: 58568.00 January 12, 2022 Page 19 \\vhb.com\gbl\proj\SBurlington\58568.00 Industrial Facility\docs\memos\TIS - Proposed BETA Facility - Phase 1 - 2022-01-12.docx The US 2 / Kennedy Drive / Airport Drive intersection is expected to operate at overall LOS D in the AM 2027 AM Peak Hour Build condition and overall LOS C conditions in all other scenarios. The addition of site-generated trips to this intersection is expected to increase the overall intersection delay by less than three seconds during both peak periods. The Build scenario results assumed an optimization of signal timing to accommodate the additional traffic introduced from the proposed development. Intersection Signal Warrants The proposed US 2 / Site Driveway intersection was evaluated using the traffic signal warrant methodology outlined in the Manual on Uniform Traffic Control Devices (MUTCD)10 to determine if a signal was warranted at this location. For the new site driveway approach, the hourly distribution of vehicle trips according to ITE for Land Use Code 140 (Manufacturing) and Land Use Code 710 (General Office) were used to estimate the 24-hour distribution of site- generated trips based on the trip generation associated with the respective land uses in addition to background trips from Valley Road. For the Williston Road approaches, the daily distribution was estimated based on the hourly distribution of traffic collected at VTrans traffic count station D036 on Williston Road east of the proposed site driveway. Based on guidance from the MUTCD, the warrant analysis was conducted with the assumptions that the left- and right-turn lanes on the minor street approach be considered a single lane approach and that some portion of the southbound right movements from minor street be subtracted from the minor-street traffic estimates11. For the purposes of the warrant analysis, two-thirds of the expected right-turning traffic volume was removed from the data based on anticipated right-turn on red or eastbound left-turn overlap phase movements. Warrant 1 – Eight-Hour Vehicular Volumes Warrant 1 – Condition A, the minimum vehicular volume, is used for intersections where a large volume of intersecting traffic is present. Warrant 1 – Condition A requires that the total hourly volume for the major street and the higher hourly volume of the minor street satisfies the thresholds of Condition A for any eight-hours of the day. For a condition with single approach lanes on the major street and single approach on the minor street, the hourly volume thresholds are 500 and 150, respectively. Based on the 2022 Build volumes, Warrant 1 – Condition A did not meet any of the required hours for this warrant. Warrant 1 – Condition B, the interruption of continuous traffic, is used for intersections where the major street traffic volumes are so high that the minor street suffers lengthy delays. Warrant 1 – Condition B requires that the total hourly volume for the major street and the higher hourly volume of the minor street satisfy the thresholds of Condition B for any eight hours. For a condition with single approach lanes on the major street and a single lane approach on the minor street, the volume thresholds are 750 and 75 respectively. Based on the 2022 Build traffic volumes, Warrant 1 – Condition B was met for three of the eight hours, not meeting the criteria for the warrant. 10 Manual on Uniform Traffic Control Devices, FHWA, 2012 11 Manual on Uniform Traffic Control Devices Section 4C.01 Guidance 08 and 09 Ref: 58568.00 January 12, 2022 Page 20 \\vhb.com\gbl\proj\SBurlington\58568.00 Industrial Facility\docs\memos\TIS - Proposed BETA Facility - Phase 1 - 2022-01-12.docx Warrant 2 – Four-Hour Vehicular Volumes Warrant 2 requires that the total hourly volume for the major street and the higher hourly volume of the minor street satisfy the thresholds of Warrant 2 for any four-hours. Based on the 2022 Build traffic volumes, Warrant 2 met three out of the total four hours, and did not satisfy the warrant. Warrant 3 – Peak-Hour Warrant 3 requires that the total hourly volume for the major street and the higher hourly volume of the minor street satisfy the thresholds of Warrant 3 during the peak hour. Based on the 2022 build condition, Warrant 3 was not met for any unique hours. It is important to note that this signal warrant applies to cases where a land use like office complexes or manufacturing facilities are likely to attract and discharge traffic over a short period, as is anticipated with this development. Signal Warrant Summary As summarized in Table 6 below, the projected traffic volumes at the US 2 / Site Driveway intersection do not meet the eight-hour, four-hour, or peak-hour traffic signal warrants typically required by VTrans for installation of a traffic signal. Based on these results, we conclude that for this phase of development a traffic signal is not warranted. Given that further development of this site is anticipated, and that the site driveway approach is operating at an LOS F condition under the Phase 1 Build scenario, it is recommended that geometric changes to the intersection including new turn lanes are implemented and any conduit required for a signal is installed at this phase of development and that traffic volumes are monitored at regular intervals to see if signal warrants are met. Preliminary analysis of a signalized intersection at the site driveway under the Phase 1 Build scenario shows the overall intersection operating at LOS A/B conditions during the AM and PM peak hours, respectively. Table 6: Signal Warrant Summary (US 2 / Site Driveway) Assumptions: Single-Lane Minor Street Approach, Remove 2/3 of Southbound Right-Turning Volume Number of Hours Met Warrant Met? Warrant 1: 8-Hour Condition B - 3 hours NO Warrant 2: 4-Hour 3 hours NO Warrant 3: Peak Hour 0 hours NO Traffic Signal Sight Distance Assessment Although a traffic signal was not to be found warranted under Phase 1 of BETA’s development program, future phases of development will likely generate sufficient trips to warrant a traffic signal at the US 2/BETA Site Driveway intersection. As such, sight distances were evaluated at this intersection assuming a traffic signal was in place to identify any potential sight line issues related to the signal heads or back of queue along US 2. Ref: 58568.00 January 12, 2022 Page 21 \\vhb.com\gbl\proj\SBurlington\58568.00 Industrial Facility\docs\memos\TIS - Proposed BETA Facility - Phase 1 - 2022-01-12.docx Stopping sight distances at the site driveway intersection were evaluated based on the vertical profile of US 2 and an identified concern for the crest of the hill along US 2 east of the proposed driveway location. As shown in Figure 9, stopping sight distance standards along Williston Road are met with respect to the back of the anticipated queue. When considering the vertical curvature, the required stopping sight distances vary slightly according to AASHTO depending on location due to changes in grade, as noted in Figure 9. Further, the visibility of the signal heads meets AASHTO standards as depicted in the diagram. Although standards are met despite the vertical curve, a signal ahead sign may be considered in this location. Figure 9: Sight Distance for Vehicle Approach Site Driveway from East Ref: 58568.00 January 12, 2022 Page 22 \\vhb.com\gbl\proj\SBurlington\58568.00 Industrial Facility\docs\memos\TIS - Proposed BETA Facility - Phase 1 - 2022-01-12.docx LAND DEVELOPMENT REGULATIONS – TRAFFIC OVERLAY DISTRICT The City of South Burlington’s Land Development Regulations12 (LDRs) identify the intersection of US 2 with the proposed site driveway as falling with Zone 3 (“access to balanced road segments”) of the City’s Traffic Overlay District. Section 10.02.G of the LDRs allows for a “trip budget” of 45 peak hour trips for every 40,000 square feet of parcel land area within Zone 3. The full planned unit development lot size of 37.6 acres (1,637,856 square feet). Applying the trip rate specified in the LDRs to the total parcel area yields a maximum trip budget of 1,843 PM peak hour trips for the development, which is summarized in Table 7 below. The anticipated peak hour trip generation for the proposed site is 226 trips, which is below the calculated trip generation budget for this site. Table 7: Calculation of Traffic Overlay District Traffic Budget CONCLUSIONS This Traffic Impact Study evaluated the traffic impacts of a proposed aircraft manufacturing facility located in the southeast corner of the Burlington International Airport grounds in South Burlington, Vermont. The proposed development program includes a 285,000 square foot manufacturing facility. The main access and egress to the project site is provided via a proposed new site driveway on US 2 (Williston Road) east of Valley Road, with secondary access for trucks provided via Aviation Avenue. The proposed development program is anticipated to generate 245 new trips during the weekday AM peak hour and 226 new trips during the weekday PM peak hour. With these trips distributed onto the adjacent roadway network, the unsignalized intersections are anticipated to experience delays on stop-controlled minor street movements with levels of service ranging from LOS C through LOS F, and with volume to capacity ratios indicative of excess capacity. In preparation for this and future phase(s) of development on this parcel, geometric changes on Williston Road at the 12 City of South Burlington Land Development Regulations. City of South Burlington, Vermont, adopted May 12, 2003, amended December 28, 2020. Maximum Number of Peak Hour Trip Ends per 40,000 SF of Land Area 45 Approximate Total Parcel Area (acres)37.6 Approximate Total Parcel Area (square feet)1,637,856 Maximum PM Peak Hour Trip Budget 1,843 Anticpated PM Peak Hour Trips 226 Ref: 58568.00 January 12, 2022 Page 23 \\vhb.com\gbl\proj\SBurlington\58568.00 Industrial Facility\docs\memos\TIS - Proposed BETA Facility - Phase 1 - 2022-01-12.docx site driveway should be implemented to accommodate the driveway intersection and turn lanes, and conduit for future signalization should be installed. The estimated site trip generation is below the maximum trip budget allotted by South Burlington’s Land Development Regulations for a project of this size accessing a facility within the City’s designated Traffic Overlay District Zone 3. The following off-site traffic mitigation measure was identified in this study: • US 2 / Site Driveway Intersection: Construct an intersection with a single westbound lane, an eastbound left- turn and through lane, and two southbound approach lanes on the site driveway. Install stop control on the site driveway approach to the intersection and lay conduit in anticipation of signalization at later phases of development. Beyond the off-site traffic mitigation measure outlined above, the applicant is considering the following Transportation Demand Management (TDM) measures to promote alternative modes of commuting and reduce the number of single-occupant vehicle trips generated by the proposed development: • Provision of on-site covered bike parking and locker rooms with showers to encourage bike-commuting. • The parking area will incorporate priority parking spaces for carpool-only use to encourage employees to share rides to and from the facility. • Provision of company-sponsored Green Mountain Transit (GMT) bus passes to employees to encourage commuting via public transit. • Potential provision of a new GMT bus shelter along the property’s Williston Road frontage to supplement the existing sign-only bus stop adjacent to the US 2/Valley Road intersection. • Considering becoming a member of the Chittenden Area Transportation Management Association (CATMA) to help ensure that employees have continued access to TDM resources and opportunities. The above TDM measures are currently under consideration by the Applicant and have been provided for informational purposes. For the traffic analysis included in this Study, no TDM-related reductions were factored into the trip generation estimate at this time. In conclusion, based on the findings of this Traffic Impact Study, and in consideration of the identified traffic mitigation measures, the proposed project is not anticipated to generate unreasonable congestion or unsafe conditions on the adjacent roadway network. \\vhb\gbl\proj\SBurlington\58568.00 Industrial Facility\docs\memos\Appendix\Industrial Development Appendices Cover Sheet.docx Technical Appendix Traffic ➢ Safety Assessment Data o Crash Review Data ➢ Sight Distance Assessment o Intersection Sight Distance Vertical Curve ➢ Traffic Data & Trip Generation o US 2 Williston Road AADT and DHV o Growth Factors and DHV Estimation from VTrans Redbook o AM and PM Peak Hour Intersection Worksheets o Site Specific Development Trip Network o 2022 & 2027 No Build Trip Network o Trip Generation o Trip Generation Trip Network o 2022 & 2027 Build Network o South Burlington Land Development Regulations ➢ Intersection Capacity Analyses o 2022 AM No Build & Build Reports o 2022 PM No Build & Build Reports o 2027 AM No Build & Build Reports o 2027 PM No Build & Build Reports o 2027 Build Queuing Reports ➢ Signal Warrant Analysis o Summary o Warrant 1 Analysis o Warrant 2 Analysis o Warrant 3 Analysis \\vhb\gbl\proj\SBurlington\58568.00 Industrial Facility\docs\memos\Appendix\Industrial Development Appendices Cover Sheet.docx Safety Assessment Data Crash Date City/Town Address AOT Route Crash Type Collision Direction Weather AOT Actual Milepoint Animal Time of Day Intersection With Impairment Involving Surface Condition US 2 Kennedy Drive Intersection October 26, 2015, 12:15 PM South Burlington Williston Road US-2 Injury Rear End Clear 1.85 None/Other Day Kennedy Drive None None Dry August 23, 2016, 10:52 AM South Burlington Williston Rd US-2 Injury No Turns, Thru moves only, Broadside ^<Clear 1.86 None/Other Day Kennedy Dr None None Dry February 15, 2015, 2:17 PM South Burlington 1795 Willston Road US-2 Property Damage Only Unknown 1.87 None/Other Day Kennedy Drive None None March 19, 2015, 4:45 PM South Burlington 1795 Williston Road US-2 Property Damage Only Unknown 1.87 None/Other Day Kennedy Drive None None December 14, 2016, 9:30 AM South Burlington 1795 Williston Road US-2 Property Damage Only Rear End Clear 1.87 None/Other Day Key Bank None None Dry April 8, 2015, 5:17 PM South Burlington Kennedy Drive FAP 121-1 KENNEDY DRIVE Property Damage Only Unknown 1.46 None/Other Day Williston Road None None August 4, 2016, 6:57 AM South Burlington Kennedy Drive FAP 121-1 KENNEDY DRIVE Property Damage Only Same Direction Sideswipe Clear 1.48 None/Other Day Williston Road None None Dry November 3, 2016, 4:24 PM South Burlington Kennedy Drive FAP 121-1 KENNEDY DRIVE Property Damage Only Left Turn and Thru, Angle Broadside -->v--Cloudy 1.48 None/Other Day Williston Road None None Wet March 12, 2015, 9:10 AM South Burlington Williston Rd US-2 Property Damage Only No Turns, Thru moves only, Broadside ^<Cloudy 1.89 None/Other Day Airport Dr None None Dry December 18, 2015, 2:00 PM South Burlington Williston Road US-2 Property Damage Only Same Direction Sideswipe Clear 1.89 None/Other Day Airport Drive None None Dry January 6, 2016, 1:17 PM South Burlington Williston Road US-2 Property Damage Only Same Direction Sideswipe Cloudy 1.89 None/Other Day Kennedy Drive None None Dry May 13, 2016, 6:20 PM South Burlington Williston Road US-2 Property Damage Only Left Turn and Thru, Broadside v<--Cloudy 1.89 None/Other Day Airport Drive None None Dry June 22, 2016, 1:11 PM South Burlington Williston Road US-2 Property Damage Only 1.89 None/Other Day Airport Drive None None August 22, 2016, 2:07 PM South Burlington Williston Road US-2 Property Damage Only Same Direction Sideswipe Clear 1.89 None/Other Day Kenendy Drive None None Dry August 26, 2016, 2:37 PM South Burlington Airport Dr US-2 Injury Same Direction Sideswipe Clear 1.89 None/Other Day Williston Road None None Dry February 8, 2017, 6:07 AM South Burlington Williston Road US-2 Property Damage Only Rear End Cloudy 1.89 None/Other Day Airport Drive None None Wet May 18, 2015, 5:13 PM South Burlington Kennedy Dr FAP 121-1 KENNEDY DRIVE Property Damage Only Left Turn and Thru, Angle Broadside -->v--Unknown 1.5 None/Other Day Williston Rd None None July 25, 2016, 3:04 PM South Burlington Kennedy Dr FAP 121-1 KENNEDY DRIVE Property Damage Only Same Direction Sideswipe Clear 1.5 None/Other Day Williston Rd None None Dry March 9, 2016, 7:41 PM South Burlington Williston Rd US-2 Injury Left Turn and Thru, Angle Broadside -->v--Cloudy 1.9 None/Other Night Kennedy Drive None None Dry January 21, 2015, 10:40 AM South Burlington Williston Road US-2 Property Damage Only Same Direction Sideswipe Clear 1.9 None/Other Day Kenndy Dr None None Dry February 2, 2015, 5:33 AM South Burlington Williston Road US-2 Property Damage Only Freezing Precipitation 1.9 None/Other Night Kennedy Drive None None Snow March 15, 2015, 8:20 PM South Burlington US-2 Williston Rd US-2 Injury Left Turn and Thru, Angle Broadside -->v--Cloudy 1.9 None/Other Night Kennedy Dr None None Dry August 19, 2015, 3:10 PM South Burlington Williston Rd US-2 Injury Other - Explain in Narrative Clear 1.9 None/Other Day Kennedy Dr None None Dry December 24, 2015, 11:04 AM South Burlington Williston Road US-2 Property Damage Only Same Direction Sideswipe Clear 1.9 None/Other Day Airport Drive None None Dry January 26, 2016, 12:42 PM South Burlington Williston Rd US-2 Injury Left Turn and Thru, Head On ^v--Clear 1.9 None/Other Day Airport Drive/Kennedy Drive None None Dry September 9, 2016, 6:15 PM South Burlington Williston Road US-2 Property Damage Only Same Direction Sideswipe Clear 1.9 None/Other Night Kennedy Drive None None Dry December 19, 2016, 9:35 AM South Burlington Williston Rd US-2 Property Damage Only Rear End Clear 1.9 None/Other Day Airport Dr None None Dry February 13, 2015, 1:00 PM South Burlington Williston Rd US-2 Property Damage Only Other - Explain in Narrative Clear 1.91 None/Other Day Kennedy Dr None None Wet October 7, 2015, 4:34 PM South Burlington 1801 Williston Road US-2 Property Damage Only Unknown 1.92 None/Other Day Kennedy Drive None None November 1, 2016, 8:58 AM South Burlington Williston Rd US-2 Injury Head On Clear 1.92 None/Other Day Airport Dr None None Dry September 23, 2016, 5:30 AM South Burlington 1801 Williston Road US-2 Property Damage Only Left Turn and Thru, Angle Broadside -->v--1.93 None/Other Night Kennedy Drive And Williston Road None None November 6, 2015, 3:30 PM South Burlington US-2 Williston Road US-2 Property Damage Only Rear End Clear 1.88 None/Other Day Kennedy Drive None None Dry August 29, 2016, 8:59 AM South Burlington Williston Road US-2 Property Damage Only Rear End Clear 1.88 None/Other Day Airport Drive None None Dry September 27, 2016, 11:58 AM South Burlington Airport Dr US-2 Property Damage Only Rear End Clear 1.99 None/Other Day Williston Rd None None Dry January 10, 2017, 1:25 PM South Burlington 1775 Williston Rd US-2 Property Damage Only No Turns, Thru moves only, Broadside ^<Clear 1.82 None/Other Day Williston Rd None None Dry Williston Road East of Driveway February 6, 2015, 8:43 AM South Burlington US-2 Williston Road US-2 Property Damage Only Rear End Clear 2.6 None/Other Day # 3062 None None Ice February 13, 2017, 4:41 AM South Burlington 4016 Williston Road US-2 Property Damage Only Rear End Freezing Precipitation 2.7 None/Other Night Pete's RV Center None None Snow February 14, 2015, 7:05 AM South Burlington US-2 Williston Rd US-2 Injury Head On Freezing Precipitation 2.82 None/Other Day Gregory Dr None None Snow September 11, 2015, 2:38 PM South Burlington Williston Rd US-2 Property Damage Only Left Turn and Thru, Same Direction Sideswipe/Angle Crash vv--Clear 2.82 None/Other Day Gregory Drive None None Dry April 16, 2016, 2:04 AM South Burlington Williston Rd US-2 Property Damage Only Other - Explain in Narrative 2.82 None/Other Night Gregory Dr Alcohol None Dry February 12, 2017, 5:33 PM South Burlington Williston Rd US-2 Property Damage Only Single Vehicle Crash Freezing Precipitation 2.82 None/Other Day Palmer Ct None None Snow January 19, 2016, 3:56 PM Williston Williston Road US-2 Property Damage Only Rear End Freezing Precipitation 0.09 None/Other Day Adams Drive None None Snow March 12, 2015, 8:11 AM Williston 4604 WILLISTON ROAD US-2 Property Damage Only Left Turn and Thru, Angle Broadside -->v--Clear 0.21 None/Other Day None None Dry Williston Road West of Driveway August 19, 2016, 12:07 PM South Burlington 1877 Williston Rd US-2 Property Damage Only Rear End Clear 2 None/Other Day Vermont Tire And Services None None Dry September 29, 2015, 12:44 PM South Burlington 1891 Williston Road Unknown Property Damage Only Unknown 999.99 None/Other Day Enterprise Rent A Car Parking Lot None None January 25, 2015, 5:51 AM South Burlington 1891 Williston Road US-2 Property Damage Only Single Vehicle Crash Clear 2.07 None/Other Night None None Ice January 16, 2015, 1:15 PM South Burlington 1901 Williston Road US-2 Property Damage Only Rear End Clear 2.11 None/Other Day Barry's Automotive None None Dry June 17, 2015, 4:53 PM South Burlington Williston Rd US-2 Property Damage Only Rear End Clear 2.17 None/Other Day Aviation Ave None None Dry November 21, 2015, 7:01 AM South Burlington US-2 Williston Rd.US-2 Property Damage Only Other - Explain in Narrative Clear 2.17 None/Other Day Aviation Ave.None None Dry December 7, 2016, 6:48 PM South Burlington Williston Road US-2 Property Damage Only Rear End Cloudy 2.17 None/Other Night Aviation Avenue None None Wet February 3, 2015, 12:28 PM South Burlington 1930 Williston Road US-2 Property Damage Only Other - Explain in Narrative Cloudy 2.13 None/Other Day Aviation Avenue None None Snow February 23, 2016, 11:49 AM South Burlington 1930 Williston Rd US-2 Property Damage Only Same Direction Sideswipe Clear 2.13 None/Other Day Kennedy Drive None None Dry August 29, 2015, 12:43 PM South Burlington 1900 Williston Road Unknown Property Damage Only Rear-to-rear Clear 999.99 None/Other Day Parking Lot None None Dry December 27, 2016, 2:11 PM South Burlington Williston Rd US-2 Property Damage Only Rear End Cloudy 2.45 None/Other Day Catikins Ct None None Wet March 21, 2016, 3:10 PM South Burlington Williston Road US-2 Property Damage Only Rear End Clear 2.46 None/Other Day Calkins Court None None Dry May 2, 2015, 10:14 AM South Burlington 2500 Williston Rd US-2 Property Damage Only Rear End Clear 2.48 None/Other Day None None Dry May 29, 2015, 11:50 AM South Burlington US-2(2500 Williston Rd)US-2 Property Damage Only Other - Explain in Narrative Clear 2.48 None/Other Day Calkin Ct None None Dry March 31, 2016, 3:29 PM South Burlington 2500 Williston Road US-2 Property Damage Only 2.48 None/Other Day Shunpike Road None None February 19, 2015, 9:36 AM South Burlington US-2 (2500 Willston Rd)US-2 Property Damage Only Rear End Clear 2.5 None/Other Day Shunpike Road None None Wet February 9, 2015, 8:31 AM South Burlington Williston Road US-2 Property Damage Only Rear End Cloudy 2.51 None/Other Day Calkin Court None None Snow April 15, 2015, 4:19 PM South Burlington Williston Rd.US-2 Property Damage Only Left Turn and Thru, Same Direction Sideswipe/Angle Crash vv--Clear 2.51 None/Other Day Calkins Ct.None None Dry August 5, 2015, 12:59 PM South Burlington Williston Road US-2 Property Damage Only Cloudy 2.51 None/Other Day Calkins Court None None February 3, 2015, 9:50 AM South Burlington 3000 Williston Rd US-2 Property Damage Only Single Vehicle Crash Freezing Precipitation 2.54 None/Other Day Valley Road None None Snow Williston Road Shunpike Intersection December 14, 2015, 1:05 PM South Burlington Williston Road US-2 Property Damage Only Left Turn and Thru, Broadside v<--Clear 2.55 None/Other Day Shunpike Road None None Dry February 26, 2016, 8:51 AM South Burlington Williston Rd US-2 Property Damage Only Right Turn and Thru, Angle Broadside -->^--Clear 2.56 None/Other Day Shunpike Rd None None Wet March 3, 2016, 9:58 AM South Burlington Williston Road US-2 Property Damage Only Left Turn and Thru, Angle Broadside -->v--Clear 2.56 None/Other Day Shunpike Rd None None Dry August 24, 2015, 3:29 PM South Burlington Williston Rd US-2 Property Damage Only Rear End Clear 2.57 None/Other Day Valley Rd None None Dry \\vhb\gbl\proj\SBurlington\58568.00 Industrial Facility\docs\memos\Appendix\Industrial Development Appendices Cover Sheet.docx Sight Distance Assessment 10/7/2021 SOUTH BURLINGTON, VT WILLISTON ROAD, US ROUTE 2 BETA TECHNOLOGIES PROPOSED ACCESS DRIVE INTERSECTION VERTICAL SIGHT DISTANCE 0 SCALE IN FEET TO AIRPORT DRIVE US ROUTE 2 240 260 280 300 320 340 360 380 400 420420 240 260 280 300 320 340 360 380 400 420420 139+00139+50140+00140+50141+00141+50142+00142+50143+00143+50144+00144+50145+00145+50146+00146+50147+00147+50148+00148+50149+00149+50150+00STOP BAR US ROUTE 2 WB EXCEEDS SIGHT DISTANCE REQUIREMENTS EXISTING VERTICAL CURVE -8.1537% 1.0920% FOR THIS CURVE IS 291 FT CALCULATED STOPPING SIGHT DISTANCE UPGRADEPPOINT OF 3% DISTANCE = 305' STOPPING SIGHT TO WILLISTON US ROUTE 2 WESTBOUND APPROACH THAT DO NOT MINIMUM STOPPING SIGHT DISTANCE REQUIREMENTS. 6. USING THE AASHTO CRITERIA THE STOPPING SIGHT DISTANCE AND GRADE ADJUSTED STOPPING SIGHT DISTANCE THERE ARE NO LOCATIONS ON THE 5. HEIGHT OF ONCOMING DRIVER EYE LEVEL USED IS 3.5 FT PER GREEN BOOK 4. INTERSECTION SIGHT DISTANCE OBJECT USED IS 3.5 FT ABOVE GROUND LEVEL PER GREEN BOOK 3. GRADE ADJUSTED STOPPING SIGHT DISTANCE IS 289 FT FOR A 3% UPDGRADE PER TABLE 3.2 OF GREEN BOOK. 2. MINIMUM STOPPING SIGHT DISTANCE USED IS 305 FT PER TABLE 3.1 OF GREEN BOOK 1. INTERSECTION VERTICAL SIGHT DISTANCE ANALYSIS PER AASHTO POLICY ON GEOMETRIC DESIGN OF HIGHWAYS AND STREETS (GREEN BOOK) (2018). CLEARANCE) (ASSUMED MINIMUM 17' SIGNAL LOCATION (NO OBSTRUCTION) 305' STOPPING SIGHT DISTANCE (NO OBSTRUCTION) SIGHT DISTANCE 390' SIGNAL HEAD 289' < 291' (NO OSBRUCTION) SIGHT DISTANCE = 289' GRADE ADJUSTED STOPPING 50 100 \\vhb\gbl\proj\SBurlington\58568.00 Industrial Facility\docs\memos\Appendix\Industrial Development Appendices Cover Sheet.docx Traffic Data & Trip Generation Location ID D036 MPO ID Type SPOT HPMS ID On NHS On HPMS No   LRS ID U002-0417 LRS Loc Pt.0.06  SF Group 3 Route Type AF Group U3 Route US2  GF Group 2 Active Yes Class Dist Grp U23 Category Seas Clss Grp U3  WIM Group QC Group Default Fnct'l Class Other  Principal  Arterial  Milepost Located On Loc On Alias AADT Year AADT DHV-30 K % D % PA BC Src 2020 113,313 10,380  (92%)951 (8%)Grown from  2019 2019 137,683 12,611  (92%)1,157 (8%)Grown from  2018 2018 138,793 11 51 12,554  (90%) 1,324  (10%) Grown from  2017 2017 13,921 1,506 11 51 12,592  (90%) 1,328  (10%) 2016 184,353 Grown from  2015 US2  Williston Rd  To From 2015 2016 2017 2018 2019 To From 2015 2016 2017 2018 2019 2016 1.019 2016 1.014 2017 1.029 1.010 2017 1.013 0.999 2018 1.016 0.997 0.987 2018 1.010 0.996 0.997 2019 1.016 0.997 0.987 1.001 2019 1.002 0.988 0.989 0.992 2020 0.861 0.845 0.837 0.848 0.847 2020 0.825 0.814 0.814 0.817 0.823 To From 2015 2016 2017 2018 2019 To From 2015 2016 2017 2018 2019 2016 1.022 2016 0.929 2017 1.038 1.016 2017 0.996 1.072 2018 1.032 1.010 0.994 2018 1.007 1.084 1.011 2019 1.057 1.034 1.018 1.024 2019 1.010 1.087 1.014 1.003 2020 0.793 0.776 0.763 0.768 0.750 2020 0.876 0.943 0.879 0.870 0.867 Example: Project the 2015 AADT at C004 on I-91 to Year 2020 2015 AADT = 6,272 GF3(2015 → 2020) = 0.793 2020 AADT = 6,272 x 0.793 = 4,974 Growth Factor Group 3: Interstate Growth Factor Group 4: Ski - For locations on I-89, I-91 or I-93 -- For locations on ski access roads - 2015 TO 2020 GROWTH FACTORS The 5-year growth factors shown in the tables below are based on AADTs from VTrans Continuous Traffic Counters (CTC). Each CTC is assigned to a Growth Factor Group and the factors for each group are calculated based on the average ratio of the AADT to the prior year AADT. Due to rounding, the Grown AADTs shown in MS2 may not agree exactly with AADTs calculated using the factors below. Growth Factor Group 1: Rural Growth Factor Group 2: Urban - This is the default group if a location does not fit another group -- For locations within a designated federal aid urban (FAU) area - Page 20 of 39 VTrans 2020 Redbook Table A: Project 2020 AADTs to 2021 AADTs Growth Group Description 2020 to 2021 AADT Growth Factor 1 Rural 1.181 2 Urban 1.215 3 Interstate 1.333 4 Ski 1.153 FUTURE YEAR AADT GROWTH FACTORS The 2020-2021 pandemic has resulted in decreased traffic volumes statewide. The relatively large factors shown in Table A are intended to capture the growth that is anticipated as traffic returns to pre- pandemic levels. The factors in Table A are broken down by growth factor group and may be used to project 2020 AADTs to 2021. The Table B factors combine the 2020 to 2021 growth factors shown in Table A with the 2021 to 2041 growth factor of 1.10. The 20-year growth factor of 10% over 20-years has been the standard for several years and will remain so until traffic growth indicators suggest otherwise. TO FUTURE YEAR 2020 Rural 2020 Urban 2020 Interstate 2020 Ski 2021 All Routes 2022 All Routes 2020 1.000 1.000 1.000 1.000 - - 2021 1.181 1.215 1.333 1.153 1.000 - 2022 1.187 1.221 1.340 1.159 1.005 1.000 2023 1.193 1.227 1.346 1.165 1.010 1.005 2024 1.199 1.233 1.353 1.170 1.015 1.010 2025 1.205 1.239 1.360 1.176 1.020 1.015 2026 1.211 1.245 1.366 1.182 1.025 1.020 2027 1.216 1.251 1.373 1.188 1.030 1.025 2028 1.222 1.258 1.380 1.193 1.035 1.030 2029 1.228 1.264 1.386 1.199 1.040 1.035 2030 1.234 1.270 1.393 1.205 1.045 1.040 2031 1.240 1.276 1.400 1.211 1.050 1.045 2032 1.246 1.282 1.406 1.216 1.055 1.050 2033 1.252 1.288 1.413 1.222 1.060 1.055 2034 1.258 1.294 1.420 1.228 1.065 1.060 2035 1.264 1.300 1.426 1.234 1.070 1.065 2036 1.270 1.306 1.433 1.239 1.075 1.070 2037 1.275 1.312 1.440 1.245 1.080 1.075 2038 1.281 1.318 1.446 1.251 1.085 1.080 2039 1.287 1.324 1.453 1.257 1.090 1.085 2040 1.293 1.330 1.460 1.263 1.095 1.090 2041 1.299 1.337 1.466 1.268 1.100 1.095 2042 1.305 1.343 1.473 1.274 1.105 1.100 2043 1.311 1.349 1.480 1.280 1.110 1.105 2044 1.317 1.355 1.486 1.286 1.115 1.110 2045 1.323 1.361 1.493 1.291 1.120 1.115 2046 1.329 1.367 1.500 1.297 1.125 1.120 2047 1.335 1.373 1.506 1.303 1.130 1.125 Table B: Project 2020, 2021, or 2022 AADTs to a future year For Current Year 2020, the factors vary by growth factor group. For Current Years 2021 and 2022, the factors are applicable on all routes statewide. FROM CURRENT YEAR Page 21 of 39 VTrans 2020 Redbook 2020 Redbook DHV Chart Rural Interstate Rural Non-Interstate Urban Summer Recreational Summer/Winter Recreational Summer/Winter Recreational TH AADT SF1 SF2 SF3 SF4 SF5 SF6 Predicted DHV by Seasonal Factor Group by AADT 11000 1300 1200 1200 1400 11100 1300 1200 1200 1400 11200 1400 1200 1300 1400 11300 1400 1200 1300 1500 11400 1400 1200 1300 1500 11500 1400 1200 1300 1500 11600 1400 1200 1300 1500 11700 1400 1200 1300 1500 11800 1500 1200 1300 1500 11900 1500 1200 1300 1500 12000 1500 1300 1300 1600 12100 1500 1300 1300 1600 12200 1500 1300 1400 12300 1500 1300 1400 12400 1600 1300 1400 12500 1600 1300 1400 12600 1600 1300 1400 12700 1600 1300 1400 12800 1600 1300 1400 12900 1600 1300 1400 13000 1700 1300 1400 13100 1700 1400 1400 13200 1700 1400 1500 13300 1700 1400 1500 13400 1700 1400 1500 13500 1700 1400 1500 13600 1800 1500 13700 1800 1500 13800 1800 1500 13900 1800 1500 14000 1800 1500 14100 1900 1500 14200 1900 1500 14300 1900 1600 14400 1900 1600 14500 1900 1600 14600 2000 1600 14700 2000 1600 14800 2000 1600 14900 2000 1600 15000 2000 1600 15100 2100 1600 Page 28 of 39 VTrans 2020 Redbook ESTIMATING DESIGN HOUR VOLUMES    To determine the Design Hour Volume (DHV), normally the 30th highest hourly volume of the year,  consider using one of the methods described below. No one method fits every location, so it can be  helpful to estimate the DHV using several methods and then compare the results with each other and  with any available raw hourly data to gauge whether the value is likely in the neighborhood of the 30th  highest hour of the year.  1. If the project is located in the vicinity of a VTrans Continuous Traffic Counter (CTC), apply the %K  value from a VTrans Continuous Traffic Counter to the AADT. The %K values are listed on the CTC  Summary page of the Redbook.    2. For projects not located near a CTC site, use the DHV Chart on the following pages to select the  predicted DHV from an AADT based on the seasonal factor group. The seasonal factor groups are  defined at the beginning of the Redbook. For any particular traffic counter, the seasonal factor  group (SF Group) is shown in the VTrans Traffic Data Management System. Refer to the VTrans  Traffic Data webpage for a link to the system and guidance on navigating the system.    3. If VTrans has conducted a short‐term count in the project area, consider using the #1 high hour of  the count as the DHV. This is the value that appears in the VTrans Traffic Data Management  System’s DHV‐30 field for count locations not designated as permanent. (This value is only shown  for counts done since 2015.) The highest hour may or may not be a reasonable DHV estimate  depending on when the short‐count was done.    For Locations designated as Permanent (Continuous Traffic Counters), the DHV‐30 value is the 30th  highest hourly volume recorded for the year. This should agree with the DHV listed in the Redbook.  However, if the counter did not run for most of an entire year, the DHV will not be in the Redbook  and the DHV‐30 value may or may not be a good DHV estimate, depending on when the counter  was running.    4. Depending on when the count was done, the peak hour volume from a turning movement count  may be a reasonable DHV estimate.  Page 22 of 39 VTrans 2019 Redbook Computations - AM Peak Hour Vols Total Enter Exit Project: Location: South Burlington, VT Design Year 1: 2022 Site Trips 245 203 42 Calculated by: AND Date:Design Year 2: 2027 Truck Trips 21 15 7 Checked by: KMS Vehicle Trips 224 188 35Build Year Growth Factor: 1.03 * underlined roadway is N/S 1: Site Driveway / US 2 1: Site Driveway / US 2 1: Site Driveway / US 2 1: Site Driveway / US 2 1: Site Driveway / US 2 1: Site Driveway / US 2 1: Site Driveway / US 2 1: Site Driveway / US 2 EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SB1LL0 0 0 0 L 0 0 0 0 L 0 0 0 0 L 141 9 L 141 0 0 9 L 0 0 0 0 L 141 0 0 9Site Driveway / US 2 T 594 606 T 734 749 0 0 T 18 10 0 0 T 752 759 0 0 T 3 4 T 755 763 0 0 T 789 788 0 0 T 792 792 0 0 5/28/2021 R 1200 R 0 0 0 0 1482 R 0 0 0 0 28 R 0 0 0 0 1510 R 47 26 231 R 0 47 0 26 1741 R 0 0 0 0 1576 R 0 47 0 26 1807 7:30-8:30 AM Enter 594 606 0 0 1200 Enter 734 749 0 0 1482 Enter 18 10 0 0 28 Enter 752 759 0 0 1510 Enter 145 51 0 35 231 Enter 896 810 0 35 1741 Enter 789 788 0 0 1576 Enter 933 839 0 35 1807 Exit 594 606 0 0 1200 Exit 734 749 0 0 1482 Exit 18 10 0 0 28 Exit 752 759 0 0 1510 Exit 12 30 188 0 231 Exit 764 789 188 0 1741 Exit 789 788 0 0 1576 Exit 801 818 188 0 1807% Trucks 4% 8% 2% % Trucks % Trucks % Trucks 4% 8% 0% 2% % Trucks % Trucks 4% 8% 0% 2% % Trucks 4% 8% 0% 2% % Trucks 4% 8% 0% 2% Peds PHF Peds PHF Peds PHF Peds 0 0 0 0 PHF Peds PHF Peds 0 0 0 0 PHF Peds 0 0 0 0 PHF Peds 0 0 0 0 PHF Peak Hour Peak Hour Peak Hour Peak Hour Peak Hour Peak Hour Peak Hour Peak Hour 3: Valley Rd / Shunpike Rd / US 2 3: Valley Rd / Shunpike Rd / US 2 3: Valley Rd / Shunpike Rd / US 2 3: Valley Rd / Shunpike Rd / US 2 3: Valley Rd / Shunpike Rd / US 2 3: Valley Rd / Shunpike Rd / US 2 3: Valley Rd / Shunpike Rd / US 2 3: Valley Rd / Shunpike Rd / US 2 EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SB3L35 8 5 9 L 43 10 6 11 L 0 0 0 0 L 43 10 6 11 L L 43 10 6 11 L 44 10 6 11 L 44 10 6 11Valley Rd / Shunpike Rd / US 2 T 575 572 3 5 T 710 707 4 6 T 18 10 0 0 T 728 717 4 6 T 145 30 T 873 747 4 6 T 764 744 4 6 T 909 774 4 6 5/28/2021 R 10 26 10 6 1264 R 12 32 12 7 1561 R 0 0 0 0 28 R 12 32 12 7 1589 R 175 R 12 32 12 7 1764 R 13 33 13 8 1657 R 13 33 13 8 1832 7:30-8:30 AM Enter 620 606 18 20 1264 Enter 766 749 22 25 1561 Enter 18 10 0 0 28 Enter 784 759 22 25 1589 Enter 145 30 0 0 175 Enter 928 789 22 25 1764 Enter 821 788 23 25 1657 Enter 966 818 23 25 1832 Exit 594 583 64 23 1264 Exit 734 720 79 28 1561 Exit 18 10 0 0 28 Exit 752 730 79 28 1589 Exit 145 30 0 0 175 Exit 896 760 79 28 1764 Exit 789 758 81 29 1657 Exit 933 788 81 29 1832% Trucks 4% 8%2%5%% Trucks % Trucks % Trucks 4% 8% 2% 5% % Trucks % Trucks 4% 8% 2% 5% % Trucks 4% 8% 2% 5% % Trucks 4% 8% 2% 5% Peds PHF Peds PHF Peds PHF Peds 0 0 0 0 PHF Peds PHF Peds 0 0 0 0 PHF Peds 0 0 0 0 PHF Peds 0 0 0 0 PHF Peak Hour Peak Hour Peak Hour Peak Hour Peak Hour Peak Hour Peak Hour Peak Hour 4: Aviation Avenue/US 2 4: Aviation Avenue/US 2 4: Aviation Avenue/US 2 4: Aviation Avenue/US 2 4: Aviation Avenue/US 2 4: Aviation Avenue/US 2 4: Aviation Avenue/US 2 4: Aviation Avenue/US 2 EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SB4L25 3 L 33 4 L 0 0 0 0 L 33 0 0 4 0.265 0.5 L 11 3 L 44 0 0 7 L 34 0 0 4 L 45 0 0 7Aviation Avenue/US 2 T 568 536 T 746 704 T 18 10 0 0 T 764 714 0 0 0.735 0.5 T 141 26 T 905 740 0 0 T 801 741 0 0 T 942 767 0 0 2/3/2021 R 9 3 1144 R 12 4 1502 R 0 0 0 0 28 R 0 12 0 4 1530 R 4 3 189 R 0 16 0 7 1719 R 0 12 0 4 1596 R 0 16 0 7 1785 7:45 to 8:45 AM Enter 593 545 0 6 1144 Enter 778 715 0 8 1502 Enter 18 10 0 0 28 Enter 796 725 0 8 1530 Enter 152 30 0 7 189 Enter 949 755 0 14 1719 Enter 834 754 0 8 1596 Enter 987 784 0 15 1785 Exit 571 539 34 0 1144 Exit 750 708 45 0 1502 Exit 18 10 0 0 28 Exit 768 718 45 0 1530 Exit 145 29 15 0 189 Exit 912 747 60 0 1719 Exit 805 745 46 0 1596 Exit 949 775 61 0 1785% Trucks 3% 4% 0%% Trucks 3% 4% 0% 0%% Trucks % Trucks 3% 4% 0% 0% % Trucks 7% 13% 100% % Trucks 4% 4% 0% 45% % Trucks 3% 4% 0% 0% % Trucks 4% 4% 0% 45% Peds 0 0 0 0 PHF Peds 0 0 0 0 PHF Peds 0 0 0 0 PHF Peds 0 0 0 0 PHF Peds 0 0 0 0 PHF Peds 0 0 0 0 PHF Peds 0 0 0 0 PHF Peds 0 0 0 0 PHF Peak Hour Peak Hour Peak Hour Peak Hour Peak Hour Peak Hour Peak Hour Peak Hour 5: Airport Drive/Kennedy Drive/US 2 5: Airport Drive/Kennedy Drive/US 2 5: Airport Drive/Kennedy Drive/US 2 5: Airport Drive/Kennedy Drive/US 2 5: Airport Drive/Kennedy Drive/US 2 5: Airport Drive/Kennedy Drive/US 2 5: Airport Drive/Kennedy Drive/US 2 5: Airport Drive/Kennedy Drive/US 2 EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SB5L 18 173 123 156 L 18 173 123 156 L 0 10 75 0 L 18 183 198 156 0.278 L 8 28 L 18 191 198 184 L 18 198 278 160 L 18 206 278 188Airport Drive/Kennedy Drive/US 2 T 459 378 153 171 T 459 378 153 171 T 0 0 24 13 T 459 378 177 184 0.574 T 82 17 T 541 395 177 184 T 470 387 205 202 T 552 404 205 202 7/3/2018 R 162 98 222 11 2124 R 162 98 222 11 2124 R 41 0 18 0 181 R 203 98 240 11 2305 0.149 R 4 43 182 R 203 102 283 11 2487 R 249 100 264 11 2544 R 249 105 307 11 2725 7:45 to 8:45 AM Enter 639 649 498 338 2124 Enter 639 649 498 338 2124 Enter 41 10 117 13 181 Enter 680 659 615 351 2305 Enter 82 29 43 28 182 Enter 762 688 658 379 2487 Enter 738 685 747 373 2544 Enter 820 715 790 401 2725 Exit 837 512 269 506 2124 Exit 837 512 269 506 2124 Exit 18 75 24 64 181 Exit 855 587 293 570 2305 Exit 152 17 4 8 182 Exit 1007 604 297 578 2487 Exit 894 677 324 648 2544 Exit 1047 693 329 656 2725% Trucks 4% 8% 9% 3% % Trucks 4% 8% 9% 3% % Trucks % Trucks 4% 8% 9% 3% % Trucks 2% 3% 2% 2% % Trucks 4% 8% 9% 3% % Trucks 4% 8% 9% 3% % Trucks 4% 8% 9% 3% Peds PHF Peds PHF Peds PHF Peds 0 0 0 0 PHF Peds PHF Peds 0 0 0 0 PHF Peds 0 0 0 0 PHF Peds 0 0 0 0 PHF Peak Hour Peak Hour Peak Hour Peak Hour Peak Hour Peak Hour Peak Hour Peak Hour 2027 AM Build ## BTV Industrial Development Unadjusted Data 2022 AM No Build Trip Generation 2022 AM Build 2027 AM No BuildBalanced Unadjusted Data Site Specific Computations - PM Peak Hour Vols Total Enter Tr Project: Location: South Burlington, VT Design Year 1: 2022 Site Trips 226 55 171 Calculated by: AND Date:Design Year 2: 2027 Truck Trips 17 8 9 Checked by: KMS Vehicle Trips 209 47 162 Build Year Growth Factor: 1.03 (adjustment for 2022 to 2027) * underlined roadway is N/S 1: Site Driveway / US 2 1: Site Driveway / US 2 1: Site Driveway / US 2 1: Site Driveway / US 2 1: Site Driveway / US 2 1: Site Driveway / US 2 1: Site Driveway / US 2 1: Site Driveway / US 2 EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SB 1 L L 0 0 0 0 L 0 0 0 0 L 0 0 0 0 L 35 41 L 35 0 0 41 L 0 0 0 0 L 35 0 0 41 Site Driveway / US 2 T 750 736 T 781 767 0 0 T 15 23 0 0 T 796 790 0 0 T 2 1 T 798 791 0 0 T 831 832 0 0 T 833 833 0 0 5/27/2021 R 1486 R 0 0 0 0 1548 R 0 0 0 0 38 R 0 0 0 0 1586 R 12 122 212 R 0 12 0 122 1798 R 0 0 0 0 1663 R 0 12 0 122 18754:30-5:30PM Enter 750 736 0 0 1486 Enter 781 767 0 0 1548 Enter 15 23 0 0 38 Enter 796 790 0 0 1586 Enter 37 13 0 162 212 Enter 833 802 0 162 1798 Enter 831 832 0 0 1663 Enter 868 845 0 162 1875Exit 750 736 0 0 1486 Exit 781 767 0 0 1548 Exit 15 23 0 0 38 Exit 796 790 0 0 1586 Exit 42 123 47 0 212 Exit 839 912 47 0 1798 Exit 831 832 0 0 1663 Exit 873 955 47 0 1875 % Trucks 4% 4% 2% % Trucks % Trucks % Trucks 4% 4% 0% 2% % Trucks % Trucks 4% 4% 0% 2% % Trucks 4% 4% 0% 2% % Trucks 4% 4% 0% 2% Peds PHF Peds PHF Peds PHF Peds 0 0 0 0 PHF Peds PHF Peds 0 0 0 0 PHF Peds PHF Peds PHF Peak Hour Peak Hour Peak Hour Peak Hour Peak Hour Peak Hour Peak Hour Peak Hour 3: Valley Rd / Shunpike Rd / US 2 3: Valley Rd / Shunpike Rd / US 2 3: Valley Rd / Shunpike Rd / US 2 3: Valley Rd / Shunpike Rd / US 2 3: Valley Rd / Shunpike Rd / US 2 3: Valley Rd / Shunpike Rd / US 2 3: Valley Rd / Shunpike Rd / US 2 3: Valley Rd / Shunpike Rd / US 2 EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SB 3 L 9 8 7 12 L 9 8 7 12 L 0 0 0 0 L 9 8 7 12 L L 9 8 7 12 L 10 9 7 13 L 10 9 7 13 Valley Rd / Shunpike Rd / US 2 T 738 712 9 3 T 769 742 9 3 T 15 23 0 0 T 784 765 9 3 T 37 123 T 821 887 9 3 T 818 807 10 3 T 855 929 10 3 5/27/2021 R 7 16 0 21 1542 R 7 17 0 22 1606 R 0 0 0 0 38 R 7 17 0 22 1644 R 160 R 7 17 0 22 1804 R 7 17 0 22 1723 R 7 17 0 22 1883 4:30-5:30PM Enter 754 736 16 36 1542 Enter 785 767 17 37 1606 Enter 15 23 0 0 38 Enter 800 790 17 37 1644 Enter 37 123 0 0 160 Enter 837 912 17 37 1804 Enter 835 832 17 38 1723 Enter 872 955 17 38 1883 Exit 750 740 34 18 1542 Exit 781 771 35 19 1606 Exit 15 23 0 0 38 Exit 796 794 35 19 1644 Exit 37 123 0 0 160 Exit 833 916 35 19 1804 Exit 831 837 36 19 1723 Exit 868 959 36 19 1883% Trucks 4% 4%2%5%% Trucks % Trucks % Trucks 4% 4% 2% 5% % Trucks % Trucks 4% 4% 2% 5% % Trucks 4% 4% 2% 5% % Trucks 4% 4% 2% 5%Peds PHF Peds PHF Peds PHF Peds 0 0 0 0 PHF Peds PHF Peds 0 0 0 0 PHF Peds PHF Peds PHF Peak Hour Peak Hour Peak Hour Peak Hour Peak Hour Peak Hour Peak Hour Peak Hour 4: Aviation Avenue / US 2 4: Aviation Avenue / US 2 4: Aviation Avenue / US 2 4: Aviation Avenue / US 2 4: Aviation Avenue / US 2 4: Aviation Avenue / US 2 4: Aviation Avenue / US 2 4: Aviation Avenue / US 2 EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SB 4 L 9 6 L 11 7 L 0 0 0 0 L 11 0 0 7 0.182 0.2 L 6 2 L 17 0 0 9 L 11 0 0 7 L 17 0 0 9Aviation Avenue / US 2 T 604 653 T 729 788 T 15 23 0 0 T 744 811 0 0 0.818 0.8 T 35 122 T 779 932 0 0 T 777 854 0 0 T 812 976 0 0 2/3/2021 R 2 24 1298 R 2 29 1566 R 0 0 0 0 38 R 0 2 0 29 1604 R 1 7 173 R 0 3 0 36 1777 R 0 2 0 30 1682 R 0 3 0 37 1855 Enter 613 655 0 30 1298 Enter 739 790 0 36 1566 Enter 15 23 0 0 38 Enter 754 813 0 36 1604 Enter 41 123 0 9 173 Enter 795 936 0 45 1777 Enter 788 856 0 37 1682 Enter 829 979 0 46 1855 Exit 610 677 11 0 1298 Exit 736 817 13 0 1566 Exit 15 23 0 0 38 Exit 751 840 13 0 1604 Exit 37 129 7 0 173 Exit 788 969 20 0 1777 Exit 785 884 14 0 1682 Exit 821 1013 21 0 1855 % Trucks 3% 1% 0% 3%% Trucks 3% 1% 0% 3%% Trucks % Trucks 3% 1% 0% 3% % Trucks 15% 1% 100% % Trucks 4% 1% 0% 22% % Trucks 3% 1% 0% 3% % Trucks 4% 1% 0% 22% Peds 0 0 0 0 PHF Peds 0 0 0 0 PHF Peds 0 0 0 0 PHF Peds 0 0 0 0 PHF Peds 0 0 0 0 PHF Peds 0 0 0 0 PHF Peds 0 0 0 0 PHF Peds 0 0 0 0 PHF Peak Hour Peak Hour Peak Hour Peak Hour Peak Hour Peak Hour Peak Hour Peak Hour5: Airport Drive / Kennedy Drive / US 2 5: Airport Drive / Kennedy Drive / US 2 5: Airport Drive / Kennedy Drive / US 2 5: Airport Drive / Kennedy Drive / US 2 5: Airport Drive / Kennedy Drive / US 2 5: Airport Drive / Kennedy Drive / US 2 5: Airport Drive / Kennedy Drive / US 2 5: Airport Drive / Kennedy Drive / US 2EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SB5L 28 200 236 167 L 28 200 236 167 L 0 23 54 0 L 28 223 290 167 L 33 9 L 28 256 290 176 L 29 252 351 171 L 29 285 351 181Airport Drive / Kennedy Drive / US 2 T 367 473 261 157 T 367 473 261 157 T 0 0 18 26 T 367 473 279 183 T 21 71 T 388 544 279 183 T 376 485 304 214 T 397 556 304 214 7/2/2018 R 108 163 186 18 2364 R 108 163 186 18 2364 R 82 0 15 0 218 R 190 163 201 18 2582 R 24 11 170 R 190 187 212 18 2752 R 277 167 221 18 2865 R 277 192 232 18 3035 4:00-5:00 PM Enter 503 836 683 342 2364 Enter 503 836 683 342 2364 Enter 82 23 87 26 218 Enter 585 859 770 368 2582 Enter 21 129 11 9 170 Enter 606 988 781 377 2752 Enter 682 903 876 403 2865 Enter 702 1032 887 413 3035 Exit 720 727 452 465 2364 Exit 720 727 452 465 2364 Exit 15 54 18 131 218 Exit 735 781 470 596 2582 Exit 41 71 24 33 170 Exit 776 852 494 629 2752 Exit 768 855 500 742 2865 Exit 809 926 524 775 3035 % Trucks 4% 4% 5% 2% % Trucks 4% 4% 5% 2%% Trucks % Trucks 4% 4% 5% 2% % Trucks 2% 3% 2% 2% % Trucks 4% 4% 5% 2% % Trucks 4% 4% 5% 2% % Trucks 4% 4% 5% 2% Peds PHF Peds PHF Peds PHF Peds 0 0 0 0 PHF Peds PHF Peds 0 0 0 0 PHF Peds 0 0 0 0 PHF Peds 0 0 0 0 PHF Peak Hour Peak Hour Peak Hour Peak Hour Peak Hour Peak Hour Peak Hour Peak Hour 2027 PM Build BTV Industrial Development Trip Generation2022 PM No BuildUnadjusted Data 2022 PM Build 2027 PM No BuildBalanced Unadjusted Data Site Specific # No Build 2022Weekday Peak Hour TripsAM Peak HourLegend(PM Peak Hour)Figure 3 No Build 2027Weekday Peak Hour TripsAM Peak HourLegend(PM Peak Hour)Figure 4 Trip Generation - Project Specific Code Land Use Size Unit % enter % exit # studies Avg Rate Std Dev. Total by Avg r2 total by Eq'n Method Chosen Total Trips Entering Exiting % enter % exit # studies Avg Rate Std Dev. Total by Avg r2 total by Eq'n Method Chosen Total Trips Entering Exiting ITE Trip Generation Manual, 11th Edition 710 Office 250 employees 88%12%153 0.49 0.16 123 0.86 162 regression 162 143 19 17%83%163 0.45 0.18 113 0.82 145 regression 145 25 120 140 Manufacturing 225 employees 73%27%37 0.32 0.18 72 0.83 83 regression 83 61 22 37%63%37 0.31 0.17 70 0.9 81 regression 81 30 51 AM Peak Hour Total Site Trips:245 203 42 PM Peak Hour Total Site Trips:226 55 171 Site Land Uses and Descriptions AM PK HR OF ADJACENT STREET TRAFFIC PM PK HR OF ADJACENT STREET TRAFFIC directional dist.average regression # trips directional dist.average regression # trips Trip GenerationWeekday Peak Hour TripsAM Peak HourLegend(PM Peak Hour)Figure 5 Build 2022Weekday Peak Hour TripsAM Peak HourLegend(PM Peak Hour)Figure 6 Build 2027Weekday Peak Hour TripsAM Peak HourLegend(PM Peak Hour)Figure 7 ARTICLE 10 OVERLAY DISTRICTS South Burlington Land Development Regulations B. Comprehensive Plan. These regulations hereby implement the relevant portions of the City of South Burlington's adopted Comprehensive Plan, and are in accord with the policies set forth therein. C. Permitted Uses. Those uses allowed as permitted uses in any Zoning District within the City may be permitted in the Traffic Overlay District only in accordance with the provisions of this section. D. Conditional Uses. Those uses allowed as conditional uses in any Zoning District within the City may be permitted in the Traffic Overlay District only in accordance with the provisions of this section. E. Establishment of Traffic Overlay Zones. The following zones are established based on their location in relation to the identified critical intersections or roadways on the Overlay District Map. The location and dimensions of major intersections, high-volume roadway segments, and the balance of restricted roadway segments, as described in this section are shown on the Overlay District Map. The location of the access point to a lot is the main determinant ruling on whether a lot is subject to these regulations. In situations where a lot is located in more than one zone, the location of the driveway will determine the zone that applies to the parcel. A lot that does not directly front on a Traffic Overlay zone but has an actively used access to it via an easement is subject to the restrictions for that zone. However, this rule would not apply to an existing lot with an existing access that would be connected to as a result of these access management objectives. If a parcel has one driveway in one zone and another driveway in another zone, the zone which is more restrictive shall apply to the entire property. A lot located in a Traffic Overlay Zone but without access in that zone is not subject to these regulations. Other locations and types of access are not restricted. (1) Traffic Overlay Zone 1. Zone 1 shall consist of all lots within a specified distance from a major intersection as identified on the Overlay District Map. The distances from the intersection are defined as center-line to center-line distances between the closest driveway of the subject lot and the center line of the roadway intersecting the roadway fronting the subject parcel. (2) Traffic Overlay Zone 2. Zone 2 shall consist of all lots with access to a high-volume roadway segment as identified on the Overlay District Map. Zone 2A: Access to a high-volume roadway via a private driveway Zone 2B: Access to a high-volume roadway via a public roadway with an unsignalized intersection Zone 2C: Access to a high-volume roadway via a public roadway or a private driveway with a roundabout or a signalized intersection. (3) Traffic Overlay Zone 3. Zone 3 shall consist of all lots with access to the balance of road segments as identified on the Overlay District Map. Zone 3 regulations only apply to parcels with private driveways or culs-de-sac. F. Calculation Procedures for Traffic Overlay Zones. (1) Maximum Allowable Traffic Generation (Traffic Budget). The size of an allowable use on any lot in a traffic overlay zone shall be such that its traffic generation will not exceed the maximum allowable traffic generation – the Traffic Budget. The traffic budget is calculated by multiplying the size of the lot by the maximum traffic generation rate (i.e. maximum peak hour trip ends per 40,000 SF) applicable to the traffic overlay zone in which the lot is located as shown in Table 10-1 below. In the determination of the allowable maximum size for a use, the definitions and standards in this Section 10.02 shall apply. Specific procedures and examples are contained in Appendix B. If the maximum permitted size for a use or any lot is too small to allow reasonable activity normally associated with that use, then that use shall not be Page 184 ARTICLE 10 OVERLAY DISTRICTS South Burlington Land Development Regulations permitted on the lot. The maximum size of a proposed use must be in compliance with all other zoning regulations of the City of South Burlington. (2) Estimating the traffic generation of the proposed use: Traffic generation estimates for the use under consideration shall be based on the latest TRIP GENERATION manual published by the Institute of Traffic Engineers (the 7th Edition of 2003 and subsequent editions). The Development Review Board or Administrative Officer may approve or may require traffic generation estimates from other sources, including local traffic counts, if the ITE Trip Generation manual does not contain any data for a specified use, or sufficient data for a specified use, or if a use contains unique characteristics that cause it to differ from national traffic estimates. See Appendix B for guidance. (3) Peak Hour for evaluation. The peak hour shall be the PM Peak Hour of Adjacent Street Traffic, one hour between 4 and 6 p.m. This is the highest continuous hour in terms of traffic generation between 4 p.m. and 6 p.m. Traffic generation is defined as the total number of vehicle trip ends at the use in question. (4) Since access management and conflict resolution of turning vehicles are a major objective of this Traffic Overlay Zone, no credits are allowed for “pass-by” or diverted traffic. G. Peak Hour Trip Generation Limits per 40,000 SF of land area: The maximum permitted peak hour volume per 40,000 square feet of land area in any zone shall be as set forth in Table 10-1 below. Table 10-1 Maximum Peak Hour Trip Ends per 40,000 SF Zone Max. number of peak hour trip ends per 40,000 SF of land area 1 15 2A 20 2B 25 2C 30 3 45 The above allowable traffic generation rates assume a mix of right-turn and left-turn movements in and out of the site driveways. If a site is located along an arterial with a raised median thus preventing all left turns, the traffic budget for that site shall be increased by 15%. This Traffic Budget credit of 15% can only be taken when all site access points off the adjacent arterial(s) are for right-turns-in and right-turns-out only. H. Standards for Adjustments to a Project’s Traffic Generation Calculation or to a Site’s Traffic Budget (1) The Development Review Board or, within the Form Based Code District the Administrative Officer, may allow adjustments to the project’s traffic generation or may approve peak hour traffic volumes above the standards set forth in Section 10.02(F) above for a lot in a traffic overlay zone if the Development Review Board, or within the Form Based Code District the Administrative Officer, determines that other site improvements with respect to improved access management, internal circulation, connections between adjacent properties, and improved pedestrian and/or transit access, will produce a net benefit for traffic flow in the immediate vicinity of the project. See Appendix B for guidance on adjustments. (2) In the event that the existing peak hour trip generation of the uses presently authorized and operating on the site exceeds the maximum allowable traffic budget for the site including credits, the existing peak hour trip generation shall be the maximum allowable for the site, and no additional credits shall be provided for site improvements or any other cause. This provision shall not alleviate the responsibility of the applicant to make traffic and other site improvements required by the DRB, or within Page 185 BurlingtonInternational Airport Overlay Districts- Map 2 ¹ Disclaimer:Some areas may be subject to more than one overlay district.The accuracy of information presented is determined by its sources.Errors and omissions may exist. The City of South Burlington is not responsible for these. Questions of on-the-ground location can beresolved by site inspections and/or surveys by registered surveyors.This map is not sufficient for delineation of features on the gound. This map identifies the presence of features, and may indicate relationships between features, but it is not a replacement for surveyed information or engineering studies. Map updated by South Burlington GIS. All data is in Vermont State Plane Coordinate System, NAD 1983. 0 2,000 4,0001,000 Feet Effective August 6, 2018 \\pwserver\GISdata\Planning&Zoning\mapRequests\LDR\OverlayDistricts_Map_2_20180807_1006..mxd South Burlington, Vermont Map Features Roads Tax Parcel Boundaries Traffic Overlay District Major Intersections - Zone 1 High Volume Roadway Segments - Zones 2A, 2B, 2C Balance of Restricted Roads - Zone 3 Transit Overlay District Transit Route Transit Overlay District Airport Approach Corridors Airport Approach Corridors Page 355 \\vhb\gbl\proj\SBurlington\58568.00 Industrial Facility\docs\memos\Appendix\Industrial Development Appendices Cover Sheet.docx Intersection Capacity Analysis Lanes, Volumes, Timings 2: US 2 & Aviation Avenue 01/05/2022 Scenario 1 2022 No Build 02/04/2021 AM Peak Hour Synchro 11 Report VHB Page 1 Lane Group EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Volume (vph) 33 764 714 12 4 4 Future Volume (vph) 33 764 714 12 4 4 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 Storage Length (ft) 50 0 250 250 Storage Lanes 1 0 1 0 Taper Length (ft) 25 25 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 Frt 0.998 0.850 Flt Protected 0.950 0.950 Satd. Flow (prot) 1752 1845 1877 0 1752 1568 Flt Permitted 0.950 0.950 Satd. Flow (perm) 1752 1845 1877 0 1752 1568 Link Speed (mph) 30 30 30 Link Distance (ft) 963 673 785 Travel Time (s) 21.9 15.3 17.8 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 Heavy Vehicles (%) 3% 3% 1% 1% 3% 3% Adj. Flow (vph) 36 830 776 13 4 4 Shared Lane Traffic (%) Lane Group Flow (vph) 36 830 789 0 4 4 Enter Blocked Intersection No No No No No No Lane Alignment Left Left Left Right Left Right Median Width(ft) 12 12 12 Link Offset(ft) 0 0 0 Crosswalk Width(ft) 16 16 16 Two way Left Turn Lane Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 Turning Speed (mph) 15 9 15 9 Sign Control Free Free Stop Intersection Summary Area Type: Other Control Type: Unsignalized Intersection Capacity Utilization 50.2% ICU Level of Service A Analysis Period (min) 15 HCM 6th TWSC 2: US 2 & Aviation Avenue 01/05/2022 Scenario 1 2022 No Build 02/04/2021 AM Peak Hour Synchro 11 Report VHB Page 2 Intersection Int Delay, s/veh 0.4 Movement EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Vol, veh/h 33 764 714 12 4 4 Future Vol, veh/h 33 764 714 12 4 4 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length 50 - - - 250 - Veh in Median Storage, # - 0 0 - 0 - Grade, % - 0 0 - 0 - Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 3 3 1 1 3 3 Mvmt Flow 36 830 776 13 4 4 Major/Minor Major1 Major2 Minor2 Conflicting Flow All 789 0 - 0 1685 783 Stage 1 - - - - 783 - Stage 2 - - - - 902 - Critical Hdwy 4.13 - - - 6.43 6.23 Critical Hdwy Stg 1 - - - - 5.43 - Critical Hdwy Stg 2 - - - - 5.43 - Follow-up Hdwy 2.227 - - - 3.527 3.327 Pot Cap-1 Maneuver 826 - - - 103 392 Stage 1 - - - - 449 - Stage 2 - - - - 394 - Platoon blocked, % - - - Mov Cap-1 Maneuver 826 - - - 98 392 Mov Cap-2 Maneuver - - - - 98 - Stage 1 - - - - 429 - Stage 2 - - - - 394 - Approach EB WB SB HCM Control Delay, s 0.4 0 28.9 HCM LOS D Minor Lane/Major Mvmt EBL EBT WBT WBRSBLn1 SBLn2 Capacity (veh/h) 826 - - - 98 392 HCM Lane V/C Ratio 0.043 - - - 0.044 0.011 HCM Control Delay (s) 9.6 - - - 43.4 14.3 HCM Lane LOS A - - - E B HCM 95th %tile Q(veh) 0.1 - - - 0.1 0 Lanes, Volumes, Timings 3: Kennedy Drive/Airport Drive & US 2 01/05/2022 Scenario 1 2022 No Build 02/04/2021 AM Peak Hour Synchro 11 Report VHB Page 3 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 18 459 203 183 378 98 198 177 240 156 184 11 Future Volume (vph) 18 459 203 183 378 98 198 177 240 156 184 11 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Storage Length (ft) 150 0 250 250 250 0 0 90 Storage Lanes 0 0 1 0 1 1 1 1 Taper Length (ft) 25 25 25 25 Lane Util. Factor 1.00 0.95 0.95 1.00 0.95 0.95 1.00 1.00 1.00 1.00 1.00 1.00 Frt 0.954 0.969 0.850 0.850 Flt Protected 0.950 0.950 0.950 0.950 Satd. Flow (prot) 1736 3311 0 1671 3239 0 1656 1743 1482 1752 1845 1568 Flt Permitted 0.480 0.272 0.360 0.646 Satd. Flow (perm) 877 3311 0 479 3239 0 628 1743 1482 1192 1845 1568 Right Turn on Red Yes Yes Yes Yes Satd. Flow (RTOR) 61 34 240 245 Link Speed (mph) 30 30 30 30 Link Distance (ft) 1037 510 1008 604 Travel Time (s) 23.6 11.6 22.9 13.7 Peak Hour Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Heavy Vehicles (%) 4% 4% 4% 8% 8% 8% 9% 9% 9% 3% 3% 3% Adj. Flow (vph) 18 459 203 183 378 98 198 177 240 156 184 11 Shared Lane Traffic (%) Lane Group Flow (vph) 18 662 0 183 476 0 198 177 240 156 184 11 Enter Blocked Intersection No No No No No No No No No No No No Lane Alignment Left Left Right Left Left Right Left Left Right Left Left Right Median Width(ft) 12 12 12 12 Link Offset(ft) 0 0 0 0 Crosswalk Width(ft) 16 16 16 16 Two way Left Turn Lane Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Turning Speed (mph) 15 9 15 9 15 9 15 9 Number of Detectors 1 2 1 2 1 2 1 1 2 1 Detector Template Left Thru Left Thru Left Thru Right Left Thru Right Leading Detector (ft) 20 100 20 100 20 100 20 20 100 20 Trailing Detector (ft) 0 0 0 0 0 0 0 0 0 0 Detector 1 Position(ft) 0 0 0 0 0 0 0 0 0 0 Detector 1 Size(ft) 20 6 20 6 20 6 20 20 6 20 Detector 1 Type Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Detector 1 Channel Detector 1 Extend (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Detector 1 Queue (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Detector 1 Delay (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Detector 2 Position(ft) 94 94 94 94 Detector 2 Size(ft) 6 6 6 6 Detector 2 Type Cl+Ex Cl+Ex Cl+Ex Cl+Ex Detector 2 Channel Detector 2 Extend (s) 0.0 0.0 0.0 0.0 Turn Type pm+pt NA pm+pt NA pm+pt NA Perm pm+pt NA Perm Protected Phases 5 2 1 6 3 8 7 4 Lanes, Volumes, Timings 3: Kennedy Drive/Airport Drive & US 2 01/05/2022 Scenario 1 2022 No Build 02/04/2021 AM Peak Hour Synchro 11 Report VHB Page 4 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Permitted Phases 2 6 8 8 4 4 Detector Phase 5 2 1 6 3 8 8 7 4 4 Switch Phase Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Minimum Split (s) 10.0 22.0 10.0 22.0 10.0 10.0 10.0 10.0 10.0 10.0 Total Split (s) 10.0 43.0 25.0 58.0 23.0 36.0 36.0 16.0 29.0 29.0 Total Split (%) 8.3% 35.8% 20.8% 48.3% 19.2% 30.0% 30.0% 13.3% 24.2% 24.2% Maximum Green (s) 4.0 37.0 19.0 52.0 17.0 30.0 30.0 10.0 23.0 23.0 Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 All-Red Time (s) 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s) 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0 Lead/Lag Lead Lag Lead Lag Lead Lag Lag Lead Lag Lag Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Recall Mode None Max None Max None None None None None None Act Effct Green (s) 43.2 39.1 56.9 53.3 33.5 19.9 19.9 25.4 15.7 15.7 Actuated g/C Ratio 0.41 0.37 0.54 0.51 0.32 0.19 0.19 0.24 0.15 0.15 v/c Ratio 0.05 0.52 0.47 0.29 0.59 0.53 0.50 0.46 0.67 0.02 Control Delay 14.7 26.3 17.7 16.1 33.5 44.5 8.6 30.9 55.2 0.1 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 14.7 26.3 17.7 16.1 33.5 44.5 8.6 30.9 55.2 0.1 LOS B C B B C D A C E A Approach Delay 26.0 16.5 26.9 42.7 Approach LOS C B C D Intersection Summary Area Type: Other Cycle Length: 120 Actuated Cycle Length: 104.7 Natural Cycle: 60 Control Type: Semi Act-Uncoord Maximum v/c Ratio: 0.67 Intersection Signal Delay: 26.1 Intersection LOS: C Intersection Capacity Utilization 70.0% ICU Level of Service C Analysis Period (min) 15 Splits and Phases: 3: Kennedy Drive/Airport Drive & US 2 HCM 6th Signalized Intersection Summary 3: Kennedy Drive/Airport Drive & US 2 01/05/2022 Scenario 1 2022 No Build 02/04/2021 AM Peak Hour Synchro 11 Report VHB Page 5 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 18 459 203 183 378 98 198 177 240 156 184 11 Future Volume (veh/h) 18 459 203 183 378 98 198 177 240 156 184 11 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1841 1841 1841 1781 1781 1781 1767 1767 1767 1856 1856 1856 Adj Flow Rate, veh/h 18 459 203 183 378 98 198 177 240 156 184 11 Peak Hour Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Percent Heavy Veh, % 4 4 4 8 8 8 9 9 9 3 3 3 Cap, veh/h 453 992 435 407 1290 331 340 331 280 320 298 253 Arrive On Green 0.02 0.42 0.42 0.08 0.48 0.48 0.12 0.19 0.19 0.09 0.16 0.16 Sat Flow, veh/h 1753 2365 1038 1697 2667 684 1682 1767 1497 1767 1856 1572 Grp Volume(v), veh/h 18 338 324 183 238 238 198 177 240 156 184 11 Grp Sat Flow(s),veh/h/ln 1753 1749 1654 1697 1692 1658 1682 1767 1497 1767 1856 1572 Q Serve(g_s), s 0.6 15.0 15.2 6.3 9.1 9.3 10.4 9.7 16.7 7.8 9.9 0.6 Cycle Q Clear(g_c), s 0.6 15.0 15.2 6.3 9.1 9.3 10.4 9.7 16.7 7.8 9.9 0.6 Prop In Lane 1.00 0.63 1.00 0.41 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 453 733 694 407 819 802 340 331 280 320 298 253 V/C Ratio(X) 0.04 0.46 0.47 0.45 0.29 0.30 0.58 0.54 0.86 0.49 0.62 0.04 Avail Cap(c_a), veh/h 491 733 694 572 819 802 410 493 418 324 397 336 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 17.4 22.5 22.5 15.8 16.7 16.7 32.4 39.5 42.3 33.3 42.0 38.1 Incr Delay (d2), s/veh 0.0 2.1 2.2 0.8 0.9 0.9 1.6 1.3 10.9 1.2 2.1 0.1 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 0.3 6.5 6.2 2.4 3.7 3.7 4.3 4.3 7.0 3.4 4.7 0.3 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 17.4 24.6 24.8 16.6 17.6 17.7 33.9 40.8 53.2 34.5 44.1 38.2 LnGrp LOS B C C B B B C D D C D D Approach Vol, veh/h 680 659 615 351 Approach Delay, s/veh 24.5 17.3 43.4 39.6 Approach LOS C B D D Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 14.6 51.1 18.5 23.3 7.7 58.0 15.7 26.1 Change Period (Y+Rc), s 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0 Max Green Setting (Gmax), s 19.0 37.0 17.0 23.0 4.0 52.0 10.0 30.0 Max Q Clear Time (g_c+I1), s 8.3 17.2 12.4 11.9 2.6 11.3 9.8 18.7 Green Ext Time (p_c), s 0.4 4.2 0.2 0.7 0.0 3.2 0.0 1.4 Intersection Summary HCM 6th Ctrl Delay 29.8 HCM 6th LOS C HCM 6th Signalized Intersection Capacity Analysis 3: Kennedy Drive/Airport Drive & US 2 01/05/2022 Scenario 1 2022 No Build 02/04/2021 AM Peak Hour Synchro 11 Report VHB Page 6 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 18 459 203 183 378 98 198 177 240 156 184 11 Future Volume (veh/h) 18 459 203 183 378 98 198 177 240 156 184 11 Number 5 2 12 1 6 16 3 8 18 7 4 14 Initial Q, veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj (A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Lanes Open During Work Zone Adj Sat Flow, veh/h/ln 1841 1841 1841 1781 1781 1781 1767 1767 1767 1856 1856 1856 Adj Flow Rate, veh/h 18 459 203 183 378 98 198 177 240 156 184 11 Peak Hour Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Percent Heavy Veh, % 4 4 4 8 8 8 9 9 9 3 3 3 Opposing Right Turn Influence Yes Yes Yes Yes Cap, veh/h 453 992 435 407 1290 331 340 331 280 320 298 253 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Prop Arrive On Green 0.02 0.42 0.42 0.08 0.48 0.48 0.12 0.19 0.19 0.09 0.16 0.16 Unsig. Movement Delay Ln Grp Delay, s/veh 17.4 24.6 24.8 16.6 17.6 17.7 33.9 40.8 53.2 34.5 44.1 38.2 Ln Grp LOS B C C B B B C D D C D D Approach Vol, veh/h 680 659 615 351 Approach Delay, s/veh 24.5 17.3 43.4 39.6 Approach LOS C B D D Timer: 1 2 3 4 5 6 7 8 Assigned Phs 1 2 3 4 5 6 7 8 Case No 1.1 4.0 1.1 3.0 1.1 4.0 1.1 3.0 Phs Duration (G+Y+Rc), s 14.6 51.1 18.5 23.3 7.7 58.0 15.7 26.1 Change Period (Y+Rc), s 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0 Max Green (Gmax), s 19.0 37.0 17.0 23.0 4.0 52.0 10.0 30.0 Max Allow Headway (MAH), s 3.8 5.4 3.8 5.2 3.8 5.3 3.8 4.6 Max Q Clear (g_c+l1), s 8.3 17.2 12.4 11.9 2.6 11.3 9.8 18.7 Green Ext Time (g_e), s 0.4 4.2 0.2 0.7 0.0 3.2 0.0 1.4 Prob of Phs Call (p_c) 1.00 1.00 1.00 1.00 0.42 1.00 0.99 1.00 Prob of Max Out (p_x) 0.00 0.00 0.54 0.05 1.00 0.00 1.00 0.08 Left-Turn Movement Data Assigned Mvmt 1 3 5 7 Mvmt Sat Flow, veh/h 1697 1682 1753 1767 Through Movement Data Assigned Mvmt 2 4 6 8 Mvmt Sat Flow, veh/h 2365 1856 2667 1767 Right-Turn Movement Data Assigned Mvmt 12 14 16 18 Mvmt Sat Flow, veh/h 1038 1572 684 1497 Left Lane Group Data Assigned Mvmt 1 0 3 0 5 0 7 0 Lane Assignment L (Pr/Pm) L (Pr/Pm) L (Pr/Pm) L (Pr/Pm) HCM 6th Signalized Intersection Capacity Analysis 3: Kennedy Drive/Airport Drive & US 2 01/05/2022 Scenario 1 2022 No Build 02/04/2021 AM Peak Hour Synchro 11 Report VHB Page 7 Lanes in Grp 1 0 1 0 1 0 1 0 Grp Vol (v), veh/h 183 0 198 0 18 0 156 0 Grp Sat Flow (s), veh/h/ln 1697 0 1682 0 1753 0 1767 0 Q Serve Time (g_s), s 6.3 0.0 10.4 0.0 0.6 0.0 7.8 0.0 Cycle Q Clear Time (g_c), s 6.3 0.0 10.4 0.0 0.6 0.0 7.8 0.0 Perm LT Sat Flow (s_l), veh/h/ln 736 0 1122 0 904 0 962 0 Shared LT Sat Flow (s_sh), veh/h/ln 0 0 0 0 0 0 0 0 Perm LT Eff Green (g_p), s 47.1 0.0 17.3 0.0 45.1 0.0 17.3 0.0 Perm LT Serve Time (g_u), s 29.9 0.0 7.3 0.0 42.7 0.0 10.4 0.0 Perm LT Q Serve Time (g_ps), s 5.7 0.0 2.1 0.0 0.0 0.0 1.3 0.0 Time to First Blk (g_f), s 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Serve Time pre Blk (g_fs), s 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Prop LT Inside Lane (P_L) 1.00 0.00 1.00 0.00 1.00 0.00 1.00 0.00 Lane Grp Cap (c), veh/h 407 0 340 0 453 0 320 0 V/C Ratio (X) 0.45 0.00 0.58 0.00 0.04 0.00 0.49 0.00 Avail Cap (c_a), veh/h 572 0 410 0 491 0 324 0 Upstream Filter (I) 1.00 0.00 1.00 0.00 1.00 0.00 1.00 0.00 Uniform Delay (d1), s/veh 15.8 0.0 32.4 0.0 17.4 0.0 33.3 0.0 Incr Delay (d2), s/veh 0.8 0.0 1.6 0.0 0.0 0.0 1.2 0.0 Initial Q Delay (d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Control Delay (d), s/veh 16.6 0.0 33.9 0.0 17.4 0.0 34.5 0.0 1st-Term Q (Q1), veh/ln 2.4 0.0 4.2 0.0 0.3 0.0 3.3 0.0 2nd-Term Q (Q2), veh/ln 0.1 0.0 0.1 0.0 0.0 0.0 0.1 0.0 3rd-Term Q (Q3), veh/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile Back of Q Factor (f_B%) 1.00 0.00 1.00 0.00 1.00 0.00 1.00 0.00 %ile Back of Q (50%), veh/ln 2.4 0.0 4.3 0.0 0.3 0.0 3.4 0.0 %ile Storage Ratio (RQ%) 0.26 0.00 0.46 0.00 0.01 0.00 0.17 0.00 Initial Q (Qb), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Final (Residual) Q (Qe), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Delay (ds), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Q (Qs), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Cap (cs), veh/h 0 0 0 0 0 0 0 0 Initial Q Clear Time (tc), h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Middle Lane Group Data Assigned Mvmt 0 2 0 4 0 6 0 8 Lane Assignment T T T T Lanes in Grp 0 1 0 1 0 1 0 1 Grp Vol (v), veh/h 0 338 0 184 0 238 0 177 Grp Sat Flow (s), veh/h/ln 0 1749 0 1856 0 1692 0 1767 Q Serve Time (g_s), s 0.0 15.0 0.0 9.9 0.0 9.1 0.0 9.7 Cycle Q Clear Time (g_c), s 0.0 15.0 0.0 9.9 0.0 9.1 0.0 9.7 Lane Grp Cap (c), veh/h 0 733 0 298 0 819 0 331 V/C Ratio (X) 0.00 0.46 0.00 0.62 0.00 0.29 0.00 0.54 Avail Cap (c_a), veh/h 0 733 0 397 0 819 0 493 Upstream Filter (I) 0.00 1.00 0.00 1.00 0.00 1.00 0.00 1.00 Uniform Delay (d1), s/veh 0.0 22.5 0.0 42.0 0.0 16.7 0.0 39.5 Incr Delay (d2), s/veh 0.0 2.1 0.0 2.1 0.0 0.9 0.0 1.3 Initial Q Delay (d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Control Delay (d), s/veh 0.0 24.6 0.0 44.1 0.0 17.6 0.0 40.8 1st-Term Q (Q1), veh/ln 0.0 6.1 0.0 4.5 0.0 3.5 0.0 4.2 2nd-Term Q (Q2), veh/ln 0.0 0.4 0.0 0.2 0.0 0.2 0.0 0.1 HCM 6th Signalized Intersection Capacity Analysis 3: Kennedy Drive/Airport Drive & US 2 01/05/2022 Scenario 1 2022 No Build 02/04/2021 AM Peak Hour Synchro 11 Report VHB Page 8 3rd-Term Q (Q3), veh/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile Back of Q Factor (f_B%) 0.00 1.00 0.00 1.00 0.00 1.00 0.00 1.00 %ile Back of Q (50%), veh/ln 0.0 6.5 0.0 4.7 0.0 3.7 0.0 4.3 %ile Storage Ratio (RQ%) 0.00 0.18 0.00 0.23 0.00 0.25 0.00 0.13 Initial Q (Qb), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Final (Residual) Q (Qe), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Delay (ds), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Q (Qs), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Cap (cs), veh/h 0 0 0 0 0 0 0 0 Initial Q Clear Time (tc), h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Right Lane Group Data Assigned Mvmt 0 12 0 14 0 16 0 18 Lane Assignment T+R R T+R R Lanes in Grp 0 1 0 1 0 1 0 1 Grp Vol (v), veh/h 0 324 0 11 0 238 0 240 Grp Sat Flow (s), veh/h/ln 0 1654 0 1572 0 1658 0 1497 Q Serve Time (g_s), s 0.0 15.2 0.0 0.6 0.0 9.3 0.0 16.7 Cycle Q Clear Time (g_c), s 0.0 15.2 0.0 0.6 0.0 9.3 0.0 16.7 Prot RT Sat Flow (s_R), veh/h/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Prot RT Eff Green (g_R), s 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Prop RT Outside Lane (P_R) 0.00 0.63 0.00 1.00 0.00 0.41 0.00 1.00 Lane Grp Cap (c), veh/h 0 694 0 253 0 802 0 280 V/C Ratio (X) 0.00 0.47 0.00 0.04 0.00 0.30 0.00 0.86 Avail Cap (c_a), veh/h 0 694 0 336 0 802 0 418 Upstream Filter (I) 0.00 1.00 0.00 1.00 0.00 1.00 0.00 1.00 Uniform Delay (d1), s/veh 0.0 22.5 0.0 38.1 0.0 16.7 0.0 42.3 Incr Delay (d2), s/veh 0.0 2.2 0.0 0.1 0.0 0.9 0.0 10.9 Initial Q Delay (d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Control Delay (d), s/veh 0.0 24.8 0.0 38.2 0.0 17.7 0.0 53.2 1st-Term Q (Q1), veh/ln 0.0 5.8 0.0 0.2 0.0 3.5 0.0 6.1 2nd-Term Q (Q2), veh/ln 0.0 0.4 0.0 0.0 0.0 0.2 0.0 0.9 3rd-Term Q (Q3), veh/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile Back of Q Factor (f_B%) 0.00 1.00 0.00 1.00 0.00 1.00 0.00 1.00 %ile Back of Q (50%), veh/ln 0.0 6.2 0.0 0.3 0.0 3.7 0.0 7.0 %ile Storage Ratio (RQ%) 0.00 0.17 0.00 0.07 0.00 0.25 0.00 0.20 Initial Q (Qb), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Final (Residual) Q (Qe), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Delay (ds), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Q (Qs), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Cap (cs), veh/h 0 0 0 0 0 0 0 0 Initial Q Clear Time (tc), h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Intersection Summary HCM 6th Ctrl Delay 29.8 HCM 6th LOS C Lanes, Volumes, Timings 8: US 2 & Valley Road 01/05/2022 Scenario 1 2022 No Build 02/04/2021 AM Peak Hour Synchro 11 Report VHB Page 9 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 43 728 12 10 717 32 6 4 12 11 6 7 Future Volume (vph) 43 728 12 10 717 32 6 4 12 11 6 7 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 0.998 0.994 0.926 0.961 Flt Protected 0.997 0.999 0.987 0.978 Satd. Flow (prot) 0 1818 0 0 1747 0 0 1702 0 0 1701 0 Flt Permitted 0.997 0.999 0.987 0.978 Satd. Flow (perm) 0 1818 0 0 1747 0 0 1702 0 0 1701 0 Link Speed (mph) 30 30 30 30 Link Distance (ft) 1323 340 842 1060 Travel Time (s) 30.1 7.7 19.1 24.1 Peak Hour Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Heavy Vehicles (%) 4% 4% 4% 8% 8% 8% 2% 2% 2% 5% 5% 5% Adj. Flow (vph) 43 728 12 10 717 32 6 4 12 11 6 7 Shared Lane Traffic (%) Lane Group Flow (vph) 0 783 0 0 759 0 0 22 0 0 24 0 Enter Blocked Intersection No No No No No No No No No No No No Lane Alignment Left Left Right Left Left Right Left Left Right Left Left Right Median Width(ft) 0 0 0 0 Link Offset(ft) 0 0 0 0 Crosswalk Width(ft) 16 16 16 16 Two way Left Turn Lane Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Turning Speed (mph) 15 9 15 9 15 9 15 9 Sign Control Free Free Stop Stop Intersection Summary Area Type: Other Control Type: Unsignalized Intersection Capacity Utilization 74.7% ICU Level of Service D Analysis Period (min) 15 HCM 6th TWSC 8: US 2 & Valley Road 01/05/2022 Scenario 1 2022 No Build 02/04/2021 AM Peak Hour Synchro 11 Report VHB Page 10 Intersection Int Delay, s/veh 1.5 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 43 728 12 10 717 32 6 4 12 11 6 7 Future Vol, veh/h 43 728 12 10 717 32 6 4 12 11 6 7 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - - None - - None - - None - - None Storage Length - - - - - - - - - - - - Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 100 100 100 100 100 100 100 100 100 100 100 100 Heavy Vehicles, % 4 4 4 8 8 8 2 2 2 5 5 5 Mvmt Flow 43 728 12 10 717 32 6 4 12 11 6 7 Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All 749 0 0 740 0 0 1580 1589 734 1581 1579 733 Stage 1 - - - - - - 820 820 - 753 753 - Stage 2 - - - - - - 760 769 - 828 826 - Critical Hdwy 4.14 - - 4.18 - - 7.12 6.52 6.22 7.15 6.55 6.25 Critical Hdwy Stg 1 - - - - - - 6.12 5.52 - 6.15 5.55 - Critical Hdwy Stg 2 - - - - - - 6.12 5.52 - 6.15 5.55 - Follow-up Hdwy 2.236 - - 2.272 - - 3.518 4.018 3.318 3.545 4.045 3.345 Pot Cap-1 Maneuver 851 - - 840 - - 88 108 420 87 108 416 Stage 1 - - - - - - 369 389 - 397 413 - Stage 2 - - - - - - 398 411 - 361 382 - Platoon blocked, % - - - - Mov Cap-1 Maneuver 851 - - 840 - - 76 97 420 75 97 416 Mov Cap-2 Maneuver - - - - - - 76 97 - 75 97 - Stage 1 - - - - - - 337 356 - 363 404 - Stage 2 - - - - - - 377 402 - 317 349 - Approach EB WB NB SB HCM Control Delay, s 0.5 0.1 33.5 48.1 HCM LOS D E Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBRSBLn1 Capacity (veh/h) 148 851 - - 840 - - 107 HCM Lane V/C Ratio 0.149 0.051 - - 0.012 - - 0.224 HCM Control Delay (s) 33.5 9.5 0 - 9.3 0 - 48.1 HCM Lane LOS D A A - A A - E HCM 95th %tile Q(veh) 0.5 0.2 - - 0 - - 0.8 Lanes, Volumes, Timings 1: Driveway 01/05/2022 Scenario 1 2022 Build 02/04/2021 AM Peak Hour Synchro 11 Report VHB Page 1 Lane Group EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Volume (vph) 141 755 763 47 9 26 Future Volume (vph) 141 755 763 47 9 26 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 Storage Length (ft) 100 0 0 100 Storage Lanes 1 0 1 1 Taper Length (ft) 25 25 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 Frt 0.992 0.850 Flt Protected 0.950 0.950 Satd. Flow (prot) 1736 1827 1745 0 1770 1583 Flt Permitted 0.950 0.950 Satd. Flow (perm) 1736 1827 1745 0 1770 1583 Link Speed (mph) 30 30 30 Link Distance (ft) 340 979 893 Travel Time (s) 7.7 22.3 20.3 Peak Hour Factor 1.00 1.00 1.00 1.00 1.00 1.00 Heavy Vehicles (%) 4% 4% 8% 8% 2% 2% Adj. Flow (vph) 141 755 763 47 9 26 Shared Lane Traffic (%) Lane Group Flow (vph) 141 755 810 0 9 26 Enter Blocked Intersection No No No No No No Lane Alignment Left Left Left Right Left Right Median Width(ft) 12 12 12 Link Offset(ft) 0 0 0 Crosswalk Width(ft) 16 16 16 Two way Left Turn Lane Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 Turning Speed (mph) 15 9 15 9 Sign Control Free Free Stop Intersection Summary Area Type: Other Control Type: Unsignalized Intersection Capacity Utilization 64.2% ICU Level of Service C Analysis Period (min) 15 HCM 6th TWSC 1: Driveway 01/05/2022 Scenario 1 2022 Build 02/04/2021 AM Peak Hour Synchro 11 Report VHB Page 2 Intersection Int Delay, s/veh 1.4 Movement EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Vol, veh/h 141 755 763 47 9 26 Future Vol, veh/h 141 755 763 47 9 26 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length 100 - - - 0 100 Veh in Median Storage, # - 0 0 - 0 - Grade, % - 0 0 - 0 - Peak Hour Factor 100 100 100 100 100 100 Heavy Vehicles, % 4 4 8 8 2 2 Mvmt Flow 141 755 763 47 9 26 Major/Minor Major1 Major2 Minor2 Conflicting Flow All 810 0 - 0 1824 787 Stage 1 - - - - 787 - Stage 2 - - - - 1037 - Critical Hdwy 4.14 - - - 6.42 6.22 Critical Hdwy Stg 1 - - - - 5.42 - Critical Hdwy Stg 2 - - - - 5.42 - Follow-up Hdwy 2.236 - - - 3.518 3.318 Pot Cap-1 Maneuver 807 - - - 85 392 Stage 1 - - - - 449 - Stage 2 - - - - 342 - Platoon blocked, % - - - Mov Cap-1 Maneuver 807 - - - 70 392 Mov Cap-2 Maneuver - - - - 70 - Stage 1 - - - - 370 - Stage 2 - - - - 342 - Approach EB WB SB HCM Control Delay, s 1.6 0 27.4 HCM LOS D Minor Lane/Major Mvmt EBL EBT WBT WBRSBLn1 SBLn2 Capacity (veh/h) 807 - - - 70 392 HCM Lane V/C Ratio 0.175 - - - 0.129 0.066 HCM Control Delay (s) 10.4 - - - 63.9 14.8 HCM Lane LOS B - - - F B HCM 95th %tile Q(veh) 0.6 - - - 0.4 0.2 Lanes, Volumes, Timings 2: US 2 & Aviation Avenue 01/05/2022 Scenario 1 2022 Build 02/04/2021 AM Peak Hour Synchro 11 Report VHB Page 3 Lane Group EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Volume (vph) 44 905 740 16 7 7 Future Volume (vph) 44 905 740 16 7 7 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 Storage Length (ft) 50 0 250 250 Storage Lanes 1 0 1 0 Taper Length (ft) 25 25 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 Frt 0.997 0.850 Flt Protected 0.950 0.950 Satd. Flow (prot) 1752 1845 1821 0 1504 1346 Flt Permitted 0.950 0.950 Satd. Flow (perm) 1752 1845 1821 0 1504 1346 Link Speed (mph) 30 30 30 Link Distance (ft) 963 673 785 Travel Time (s) 21.9 15.3 17.8 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 Heavy Vehicles (%) 3% 3% 4% 4% 20% 20% Adj. Flow (vph) 48 984 804 17 8 8 Shared Lane Traffic (%) Lane Group Flow (vph) 48 984 821 0 8 8 Enter Blocked Intersection No No No No No No Lane Alignment Left Left Left Right Left Right Median Width(ft) 12 12 12 Link Offset(ft) 0 0 0 Crosswalk Width(ft) 16 16 16 Two way Left Turn Lane Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 Turning Speed (mph) 15 9 15 9 Sign Control Free Free Stop Intersection Summary Area Type: Other Control Type: Unsignalized Intersection Capacity Utilization 57.6% ICU Level of Service B Analysis Period (min) 15 HCM 6th TWSC 2: US 2 & Aviation Avenue 01/05/2022 Scenario 1 2022 Build 02/04/2021 AM Peak Hour Synchro 11 Report VHB Page 4 Intersection Int Delay, s/veh 0.6 Movement EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Vol, veh/h 44 905 740 16 7 7 Future Vol, veh/h 44 905 740 16 7 7 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length 50 - - - 250 - Veh in Median Storage, # - 0 0 - 0 - Grade, % - 0 0 - 0 - Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 3 3 4 4 20 20 Mvmt Flow 48 984 804 17 8 8 Major/Minor Major1 Major2 Minor2 Conflicting Flow All 821 0 - 0 1893 813 Stage 1 - - - - 813 - Stage 2 - - - - 1080 - Critical Hdwy 4.13 - - - 6.6 6.4 Critical Hdwy Stg 1 - - - - 5.6 - Critical Hdwy Stg 2 - - - - 5.6 - Follow-up Hdwy 2.227 - - - 3.68 3.48 Pot Cap-1 Maneuver 804 - - - 69 352 Stage 1 - - - - 407 - Stage 2 - - - - 301 - Platoon blocked, % - - - Mov Cap-1 Maneuver 804 - - - 65 352 Mov Cap-2 Maneuver - - - - 65 - Stage 1 - - - - 383 - Stage 2 - - - - 301 - Approach EB WB SB HCM Control Delay, s 0.5 0 41.6 HCM LOS E Minor Lane/Major Mvmt EBL EBT WBT WBRSBLn1 SBLn2 Capacity (veh/h) 804 - - - 65 352 HCM Lane V/C Ratio 0.059 - - - 0.117 0.022 HCM Control Delay (s) 9.8 - - - 67.6 15.5 HCM Lane LOS A - - - F C HCM 95th %tile Q(veh) 0.2 - - - 0.4 0.1 Lanes, Volumes, Timings 3: Kennedy Drive/Airport Drive & US 2 01/05/2022 Scenario 1 2022 Build 02/04/2021 AM Peak Hour Synchro 11 Report VHB Page 5 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 18 541 203 191 395 102 198 177 283 184 184 11 Future Volume (vph) 18 541 203 191 395 102 198 177 283 184 184 11 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Storage Length (ft) 150 0 250 250 250 0 0 90 Storage Lanes 0 0 1 0 1 1 1 1 Taper Length (ft) 25 25 25 25 Lane Util. Factor 1.00 0.95 0.95 1.00 0.95 0.95 1.00 1.00 1.00 1.00 1.00 1.00 Frt 0.959 0.969 0.850 0.850 Flt Protected 0.950 0.950 0.950 0.950 Satd. Flow (prot) 1736 3329 0 1671 3239 0 1656 1743 1482 1752 1845 1568 Flt Permitted 0.470 0.231 0.363 0.646 Satd. Flow (perm) 859 3329 0 406 3239 0 633 1743 1482 1192 1845 1568 Right Turn on Red Yes Yes Yes Yes Satd. Flow (RTOR) 47 34 283 245 Link Speed (mph) 30 30 30 30 Link Distance (ft) 1037 510 1008 604 Travel Time (s) 23.6 11.6 22.9 13.7 Peak Hour Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Heavy Vehicles (%) 4% 4% 4% 8% 8% 8% 9% 9% 9% 3% 3% 3% Adj. Flow (vph) 18 541 203 191 395 102 198 177 283 184 184 11 Shared Lane Traffic (%) Lane Group Flow (vph) 18 744 0 191 497 0 198 177 283 184 184 11 Enter Blocked Intersection No No No No No No No No No No No No Lane Alignment Left Left Right Left Left Right Left Left Right Left Left Right Median Width(ft) 12 12 12 12 Link Offset(ft) 0 0 0 0 Crosswalk Width(ft) 16 16 16 16 Two way Left Turn Lane Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Turning Speed (mph) 15 9 15 9 15 9 15 9 Number of Detectors 1 2 1 2 1 2 1 1 2 1 Detector Template Left Thru Left Thru Left Thru Right Left Thru Right Leading Detector (ft) 20 100 20 100 20 100 20 20 100 20 Trailing Detector (ft) 0 0 0 0 0 0 0 0 0 0 Detector 1 Position(ft) 0 0 0 0 0 0 0 0 0 0 Detector 1 Size(ft) 20 6 20 6 20 6 20 20 6 20 Detector 1 Type Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Detector 1 Channel Detector 1 Extend (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Detector 1 Queue (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Detector 1 Delay (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Detector 2 Position(ft) 94 94 94 94 Detector 2 Size(ft) 6 6 6 6 Detector 2 Type Cl+Ex Cl+Ex Cl+Ex Cl+Ex Detector 2 Channel Detector 2 Extend (s) 0.0 0.0 0.0 0.0 Turn Type pm+pt NA pm+pt NA pm+pt NA Perm pm+pt NA Perm Protected Phases 5 2 1 6 3 8 7 4 Lanes, Volumes, Timings 3: Kennedy Drive/Airport Drive & US 2 01/05/2022 Scenario 1 2022 Build 02/04/2021 AM Peak Hour Synchro 11 Report VHB Page 6 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Permitted Phases 2 6 8 8 4 4 Detector Phase 5 2 1 6 3 8 8 7 4 4 Switch Phase Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Minimum Split (s) 10.0 22.0 10.0 22.0 10.0 10.0 10.0 10.0 10.0 10.0 Total Split (s) 10.0 43.0 25.0 58.0 23.0 36.0 36.0 16.0 29.0 29.0 Total Split (%) 8.3% 35.8% 20.8% 48.3% 19.2% 30.0% 30.0% 13.3% 24.2% 24.2% Maximum Green (s) 4.0 37.0 19.0 52.0 17.0 30.0 30.0 10.0 23.0 23.0 Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 All-Red Time (s) 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s) 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0 Lead/Lag Lead Lag Lead Lag Lead Lag Lag Lead Lag Lag Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Recall Mode None Max None Max None None None None None None Act Effct Green (s) 43.0 38.9 57.0 53.4 33.3 19.7 19.7 25.6 15.7 15.7 Actuated g/C Ratio 0.41 0.37 0.54 0.51 0.32 0.19 0.19 0.24 0.15 0.15 v/c Ratio 0.05 0.59 0.52 0.30 0.59 0.54 0.56 0.54 0.67 0.02 Control Delay 14.8 28.7 19.0 16.3 33.6 44.8 8.8 33.6 55.4 0.1 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 14.8 28.7 19.0 16.3 33.6 44.8 8.8 33.6 55.4 0.1 LOS B C B B C D A C E A Approach Delay 28.3 17.0 25.9 43.2 Approach LOS C B C D Intersection Summary Area Type: Other Cycle Length: 120 Actuated Cycle Length: 104.8 Natural Cycle: 60 Control Type: Semi Act-Uncoord Maximum v/c Ratio: 0.67 Intersection Signal Delay: 26.8 Intersection LOS: C Intersection Capacity Utilization 72.7% ICU Level of Service C Analysis Period (min) 15 Splits and Phases: 3: Kennedy Drive/Airport Drive & US 2 HCM 6th Signalized Intersection Summary 3: Kennedy Drive/Airport Drive & US 2 01/05/2022 Scenario 1 2022 Build 02/04/2021 AM Peak Hour Synchro 11 Report VHB Page 7 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 18 541 203 191 395 102 198 177 283 184 184 11 Future Volume (veh/h) 18 541 203 191 395 102 198 177 283 184 184 11 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1841 1841 1841 1781 1781 1781 1767 1767 1767 1856 1856 1856 Adj Flow Rate, veh/h 18 541 203 191 395 102 198 177 283 184 184 11 Peak Hour Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Percent Heavy Veh, % 4 4 4 8 8 8 9 9 9 3 3 3 Cap, veh/h 422 990 370 365 1246 318 367 376 319 339 352 298 Arrive On Green 0.02 0.40 0.40 0.08 0.47 0.47 0.11 0.21 0.21 0.09 0.19 0.19 Sat Flow, veh/h 1753 2491 931 1697 2669 682 1682 1767 1497 1767 1856 1572 Grp Volume(v), veh/h 18 379 365 191 249 248 198 177 283 184 184 11 Grp Sat Flow(s),veh/h/ln 1753 1749 1673 1697 1692 1659 1682 1767 1497 1767 1856 1572 Q Serve(g_s), s 0.7 18.6 18.7 7.1 10.2 10.4 10.4 9.8 20.4 9.3 9.9 0.6 Cycle Q Clear(g_c), s 0.7 18.6 18.7 7.1 10.2 10.4 10.4 9.8 20.4 9.3 9.9 0.6 Prop In Lane 1.00 0.56 1.00 0.41 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 422 695 665 365 790 774 367 376 319 339 352 298 V/C Ratio(X) 0.04 0.55 0.55 0.52 0.32 0.32 0.54 0.47 0.89 0.54 0.52 0.04 Avail Cap(c_a), veh/h 458 695 665 511 790 774 434 476 403 339 383 325 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 19.4 25.8 25.8 18.4 18.6 18.6 31.3 38.4 42.6 32.6 40.6 36.8 Incr Delay (d2), s/veh 0.0 3.1 3.2 1.2 1.0 1.1 1.2 0.9 17.7 1.8 1.2 0.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 0.3 8.2 8.0 2.8 4.2 4.2 4.3 4.3 9.1 4.1 4.6 0.2 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 19.5 28.9 29.1 19.5 19.6 19.7 32.5 39.3 60.3 34.3 41.8 36.9 LnGrp LOS B C C B B B C D E C D D Approach Vol, veh/h 762 688 658 379 Approach Delay, s/veh 28.7 19.6 46.3 38.0 Approach LOS C B D D Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 15.4 50.3 18.6 27.1 7.7 58.0 16.0 29.7 Change Period (Y+Rc), s 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0 Max Green Setting (Gmax), s 19.0 37.0 17.0 23.0 4.0 52.0 10.0 30.0 Max Q Clear Time (g_c+I1), s 9.1 20.7 12.4 11.9 2.7 12.4 11.3 22.4 Green Ext Time (p_c), s 0.4 4.4 0.2 0.7 0.0 3.4 0.0 1.3 Intersection Summary HCM 6th Ctrl Delay 32.3 HCM 6th LOS C HCM 6th Signalized Intersection Capacity Analysis 3: Kennedy Drive/Airport Drive & US 2 01/05/2022 Scenario 1 2022 Build 02/04/2021 AM Peak Hour Synchro 11 Report VHB Page 8 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 18 541 203 191 395 102 198 177 283 184 184 11 Future Volume (veh/h) 18 541 203 191 395 102 198 177 283 184 184 11 Number 5 2 12 1 6 16 3 8 18 7 4 14 Initial Q, veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj (A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Lanes Open During Work Zone Adj Sat Flow, veh/h/ln 1841 1841 1841 1781 1781 1781 1767 1767 1767 1856 1856 1856 Adj Flow Rate, veh/h 18 541 203 191 395 102 198 177 283 184 184 11 Peak Hour Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Percent Heavy Veh, % 4 4 4 8 8 8 9 9 9 3 3 3 Opposing Right Turn Influence Yes Yes Yes Yes Cap, veh/h 422 990 370 365 1246 318 367 376 319 339 352 298 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Prop Arrive On Green 0.02 0.40 0.40 0.08 0.47 0.47 0.11 0.21 0.21 0.09 0.19 0.19 Unsig. Movement Delay Ln Grp Delay, s/veh 19.5 28.9 29.1 19.5 19.6 19.7 32.5 39.3 60.3 34.3 41.8 36.9 Ln Grp LOS B C C B B B C D E C D D Approach Vol, veh/h 762 688 658 379 Approach Delay, s/veh 28.7 19.6 46.3 38.0 Approach LOS C B D D Timer: 1 2 3 4 5 6 7 8 Assigned Phs 1 2 3 4 5 6 7 8 Case No 1.1 4.0 1.1 3.0 1.1 4.0 1.1 3.0 Phs Duration (G+Y+Rc), s 15.4 50.3 18.6 27.1 7.7 58.0 16.0 29.7 Change Period (Y+Rc), s 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0 Max Green (Gmax), s 19.0 37.0 17.0 23.0 4.0 52.0 10.0 30.0 Max Allow Headway (MAH), s 3.8 5.3 3.8 5.2 3.8 5.3 3.8 4.5 Max Q Clear (g_c+l1), s 9.1 20.7 12.4 11.9 2.7 12.4 11.3 22.4 Green Ext Time (g_e), s 0.4 4.4 0.2 0.7 0.0 3.4 0.0 1.3 Prob of Phs Call (p_c) 1.00 1.00 1.00 1.00 0.43 1.00 1.00 1.00 Prob of Max Out (p_x) 0.01 0.00 0.54 0.05 1.00 0.00 1.00 0.34 Left-Turn Movement Data Assigned Mvmt 1 3 5 7 Mvmt Sat Flow, veh/h 1697 1682 1753 1767 Through Movement Data Assigned Mvmt 2 4 6 8 Mvmt Sat Flow, veh/h 2491 1856 2669 1767 Right-Turn Movement Data Assigned Mvmt 12 14 16 18 Mvmt Sat Flow, veh/h 931 1572 682 1497 Left Lane Group Data Assigned Mvmt 1 0 3 0 5 0 7 0 Lane Assignment L (Pr/Pm) L (Pr/Pm) L (Pr/Pm) L (Pr/Pm) HCM 6th Signalized Intersection Capacity Analysis 3: Kennedy Drive/Airport Drive & US 2 01/05/2022 Scenario 1 2022 Build 02/04/2021 AM Peak Hour Synchro 11 Report VHB Page 9 Lanes in Grp 1 0 1 0 1 0 1 0 Grp Vol (v), veh/h 191 0 198 0 18 0 184 0 Grp Sat Flow (s), veh/h/ln 1697 0 1682 0 1753 0 1767 0 Q Serve Time (g_s), s 7.1 0.0 10.4 0.0 0.7 0.0 9.3 0.0 Cycle Q Clear Time (g_c), s 7.1 0.0 10.4 0.0 0.7 0.0 9.3 0.0 Perm LT Sat Flow (s_l), veh/h/ln 682 0 1122 0 886 0 924 0 Shared LT Sat Flow (s_sh), veh/h/ln 0 0 0 0 0 0 0 0 Perm LT Eff Green (g_p), s 46.3 0.0 21.1 0.0 44.3 0.0 21.1 0.0 Perm LT Serve Time (g_u), s 25.6 0.0 11.2 0.0 41.6 0.0 13.9 0.0 Perm LT Q Serve Time (g_ps), s 8.1 0.0 2.1 0.0 0.1 0.0 1.8 0.0 Time to First Blk (g_f), s 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Serve Time pre Blk (g_fs), s 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Prop LT Inside Lane (P_L) 1.00 0.00 1.00 0.00 1.00 0.00 1.00 0.00 Lane Grp Cap (c), veh/h 365 0 367 0 422 0 339 0 V/C Ratio (X) 0.52 0.00 0.54 0.00 0.04 0.00 0.54 0.00 Avail Cap (c_a), veh/h 511 0 434 0 458 0 339 0 Upstream Filter (I) 1.00 0.00 1.00 0.00 1.00 0.00 1.00 0.00 Uniform Delay (d1), s/veh 18.4 0.0 31.3 0.0 19.4 0.0 32.6 0.0 Incr Delay (d2), s/veh 1.2 0.0 1.2 0.0 0.0 0.0 1.8 0.0 Initial Q Delay (d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Control Delay (d), s/veh 19.5 0.0 32.5 0.0 19.5 0.0 34.3 0.0 1st-Term Q (Q1), veh/ln 2.7 0.0 4.2 0.0 0.3 0.0 4.0 0.0 2nd-Term Q (Q2), veh/ln 0.1 0.0 0.1 0.0 0.0 0.0 0.2 0.0 3rd-Term Q (Q3), veh/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile Back of Q Factor (f_B%) 1.00 0.00 1.00 0.00 1.00 0.00 1.00 0.00 %ile Back of Q (50%), veh/ln 2.8 0.0 4.3 0.0 0.3 0.0 4.1 0.0 %ile Storage Ratio (RQ%) 0.30 0.00 0.46 0.00 0.01 0.00 0.20 0.00 Initial Q (Qb), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Final (Residual) Q (Qe), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Delay (ds), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Q (Qs), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Cap (cs), veh/h 0 0 0 0 0 0 0 0 Initial Q Clear Time (tc), h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Middle Lane Group Data Assigned Mvmt 0 2 0 4 0 6 0 8 Lane Assignment T T T T Lanes in Grp 0 1 0 1 0 1 0 1 Grp Vol (v), veh/h 0 379 0 184 0 249 0 177 Grp Sat Flow (s), veh/h/ln 0 1749 0 1856 0 1692 0 1767 Q Serve Time (g_s), s 0.0 18.6 0.0 9.9 0.0 10.2 0.0 9.8 Cycle Q Clear Time (g_c), s 0.0 18.6 0.0 9.9 0.0 10.2 0.0 9.8 Lane Grp Cap (c), veh/h 0 695 0 352 0 790 0 376 V/C Ratio (X) 0.00 0.55 0.00 0.52 0.00 0.32 0.00 0.47 Avail Cap (c_a), veh/h 0 695 0 383 0 790 0 476 Upstream Filter (I) 0.00 1.00 0.00 1.00 0.00 1.00 0.00 1.00 Uniform Delay (d1), s/veh 0.0 25.8 0.0 40.6 0.0 18.6 0.0 38.4 Incr Delay (d2), s/veh 0.0 3.1 0.0 1.2 0.0 1.0 0.0 0.9 Initial Q Delay (d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Control Delay (d), s/veh 0.0 28.9 0.0 41.8 0.0 19.6 0.0 39.3 1st-Term Q (Q1), veh/ln 0.0 7.6 0.0 4.5 0.0 4.0 0.0 4.2 2nd-Term Q (Q2), veh/ln 0.0 0.6 0.0 0.1 0.0 0.2 0.0 0.1 HCM 6th Signalized Intersection Capacity Analysis 3: Kennedy Drive/Airport Drive & US 2 01/05/2022 Scenario 1 2022 Build 02/04/2021 AM Peak Hour Synchro 11 Report VHB Page 10 3rd-Term Q (Q3), veh/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile Back of Q Factor (f_B%) 0.00 1.00 0.00 1.00 0.00 1.00 0.00 1.00 %ile Back of Q (50%), veh/ln 0.0 8.2 0.0 4.6 0.0 4.2 0.0 4.3 %ile Storage Ratio (RQ%) 0.00 0.22 0.00 0.23 0.00 0.28 0.00 0.13 Initial Q (Qb), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Final (Residual) Q (Qe), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Delay (ds), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Q (Qs), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Cap (cs), veh/h 0 0 0 0 0 0 0 0 Initial Q Clear Time (tc), h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Right Lane Group Data Assigned Mvmt 0 12 0 14 0 16 0 18 Lane Assignment T+R R T+R R Lanes in Grp 0 1 0 1 0 1 0 1 Grp Vol (v), veh/h 0 365 0 11 0 248 0 283 Grp Sat Flow (s), veh/h/ln 0 1673 0 1572 0 1659 0 1497 Q Serve Time (g_s), s 0.0 18.7 0.0 0.6 0.0 10.4 0.0 20.4 Cycle Q Clear Time (g_c), s 0.0 18.7 0.0 0.6 0.0 10.4 0.0 20.4 Prot RT Sat Flow (s_R), veh/h/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Prot RT Eff Green (g_R), s 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Prop RT Outside Lane (P_R) 0.00 0.56 0.00 1.00 0.00 0.41 0.00 1.00 Lane Grp Cap (c), veh/h 0 665 0 298 0 774 0 319 V/C Ratio (X) 0.00 0.55 0.00 0.04 0.00 0.32 0.00 0.89 Avail Cap (c_a), veh/h 0 665 0 325 0 774 0 403 Upstream Filter (I) 0.00 1.00 0.00 1.00 0.00 1.00 0.00 1.00 Uniform Delay (d1), s/veh 0.0 25.8 0.0 36.8 0.0 18.6 0.0 42.6 Incr Delay (d2), s/veh 0.0 3.2 0.0 0.0 0.0 1.1 0.0 17.7 Initial Q Delay (d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Control Delay (d), s/veh 0.0 29.1 0.0 36.9 0.0 19.7 0.0 60.3 1st-Term Q (Q1), veh/ln 0.0 7.4 0.0 0.2 0.0 4.0 0.0 7.5 2nd-Term Q (Q2), veh/ln 0.0 0.6 0.0 0.0 0.0 0.2 0.0 1.6 3rd-Term Q (Q3), veh/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile Back of Q Factor (f_B%) 0.00 1.00 0.00 1.00 0.00 1.00 0.00 1.00 %ile Back of Q (50%), veh/ln 0.0 8.0 0.0 0.2 0.0 4.2 0.0 9.1 %ile Storage Ratio (RQ%) 0.00 0.21 0.00 0.07 0.00 0.29 0.00 0.26 Initial Q (Qb), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Final (Residual) Q (Qe), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Delay (ds), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Q (Qs), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Cap (cs), veh/h 0 0 0 0 0 0 0 0 Initial Q Clear Time (tc), h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Intersection Summary HCM 6th Ctrl Delay 32.3 HCM 6th LOS C Lanes, Volumes, Timings 8: Shunpike & US 2 01/05/2022 Scenario 1 2022 Build 02/04/2021 AM Peak Hour Synchro 11 Report VHB Page 11 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 43 873 12 10 747 32 6 4 12 11 6 7 Future Volume (vph) 43 873 12 10 747 32 6 4 12 11 6 7 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 0.998 0.995 0.926 0.961 Flt Protected 0.998 0.999 0.987 0.978 Satd. Flow (prot) 0 1820 0 0 1749 0 0 1702 0 0 1701 0 Flt Permitted 0.998 0.999 0.987 0.978 Satd. Flow (perm) 0 1820 0 0 1749 0 0 1702 0 0 1701 0 Link Speed (mph) 30 30 30 30 Link Distance (ft) 1323 340 842 295 Travel Time (s) 30.1 7.7 19.1 6.7 Peak Hour Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Heavy Vehicles (%) 4% 4% 4% 8% 8% 8% 2% 2% 2% 5% 5% 5% Adj. Flow (vph) 43 873 12 10 747 32 6 4 12 11 6 7 Shared Lane Traffic (%) Lane Group Flow (vph) 0 928 0 0 789 0 0 22 0 0 24 0 Enter Blocked Intersection No No No No No No No No No No No No Lane Alignment Left Left Right Left Left Right Left Left Right Left Left Right Median Width(ft) 0 0 0 0 Link Offset(ft) 0 0 0 0 Crosswalk Width(ft) 16 16 16 16 Two way Left Turn Lane Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Turning Speed (mph) 15 9 15 9 15 9 15 9 Sign Control Free Free Stop Stop Intersection Summary Area Type: Other Control Type: Unsignalized Intersection Capacity Utilization 82.4% ICU Level of Service E Analysis Period (min) 15 HCM 6th TWSC 8: Shunpike & US 2 01/05/2022 Scenario 1 2022 Build 02/04/2021 AM Peak Hour Synchro 11 Report VHB Page 12 Intersection Int Delay, s/veh 1.7 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 43 873 12 10 747 32 6 4 12 11 6 7 Future Vol, veh/h 43 873 12 10 747 32 6 4 12 11 6 7 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - - None - - None - - None - - None Storage Length - - - - - - - - - - - - Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 100 100 100 100 100 100 100 100 100 100 100 100 Heavy Vehicles, % 4 4 4 8 8 8 2 2 2 5 5 5 Mvmt Flow 43 873 12 10 747 32 6 4 12 11 6 7 Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All 779 0 0 885 0 0 1755 1764 879 1756 1754 763 Stage 1 - - - - - - 965 965 - 783 783 - Stage 2 - - - - - - 790 799 - 973 971 - Critical Hdwy 4.14 - - 4.18 - - 7.12 6.52 6.22 7.15 6.55 6.25 Critical Hdwy Stg 1 - - - - - - 6.12 5.52 - 6.15 5.55 - Critical Hdwy Stg 2 - - - - - - 6.12 5.52 - 6.15 5.55 - Follow-up Hdwy 2.236 - - 2.272 - - 3.518 4.018 3.318 3.545 4.045 3.345 Pot Cap-1 Maneuver 829 - - 740 - - 67 84 347 65 84 399 Stage 1 - - - - - - 306 333 - 382 400 - Stage 2 - - - - - - 383 398 - 299 327 - Platoon blocked, % - - - - Mov Cap-1 Maneuver 829 - - 740 - - 56 74 347 55 74 399 Mov Cap-2 Maneuver - - - - - - 56 74 - 55 74 - Stage 1 - - - - - - 275 299 - 343 390 - Stage 2 - - - - - - 362 388 - 256 294 - Approach EB WB NB SB HCM Control Delay, s 0.4 0.1 44.8 68.2 HCM LOS E F Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBRSBLn1 Capacity (veh/h) 112 829 - - 740 - - 80 HCM Lane V/C Ratio 0.196 0.052 - - 0.014 - - 0.3 HCM Control Delay (s) 44.8 9.6 0 - 9.9 0 - 68.2 HCM Lane LOS E A A - A A - F HCM 95th %tile Q(veh) 0.7 0.2 - - 0 - - 1.1 Lanes, Volumes, Timings 2: US 2 & Aviation Avenue 01/05/2022 Scenario 1 2022 No Build 02/04/2021 PM Peak Hour Synchro 11 Report VHB Page 1 Lane Group EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Volume (vph) 11 744 811 2 7 29 Future Volume (vph) 11 744 811 2 7 29 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 Storage Length (ft) 50 0 250 250 Storage Lanes 1 0 1 0 Taper Length (ft) 25 25 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 Frt 0.850 Flt Protected 0.950 0.950 Satd. Flow (prot) 1752 1845 1881 0 1752 1568 Flt Permitted 0.950 0.950 Satd. Flow (perm) 1752 1845 1881 0 1752 1568 Link Speed (mph) 30 30 30 Link Distance (ft) 958 673 785 Travel Time (s) 21.8 15.3 17.8 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 Heavy Vehicles (%) 3% 3% 1% 1% 3% 3% Adj. Flow (vph) 12 809 882 2 8 32 Shared Lane Traffic (%) Lane Group Flow (vph) 12 809 884 0 8 32 Enter Blocked Intersection No No No No No No Lane Alignment Left Left Left Right Left Right Median Width(ft) 12 12 12 Link Offset(ft) 0 0 0 Crosswalk Width(ft) 16 16 16 Two way Left Turn Lane Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 Turning Speed (mph) 15 9 15 9 Sign Control Free Free Stop Intersection Summary Area Type: Other Control Type: Unsignalized Intersection Capacity Utilization 52.8% ICU Level of Service A Analysis Period (min) 15 HCM 6th TWSC 2: US 2 & Aviation Avenue 01/05/2022 Scenario 1 2022 No Build 02/04/2021 PM Peak Hour Synchro 11 Report VHB Page 2 Intersection Int Delay, s/veh 0.5 Movement EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Vol, veh/h 11 744 811 2 7 29 Future Vol, veh/h 11 744 811 2 7 29 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length 50 - - - 250 - Veh in Median Storage, # - 0 0 - 0 - Grade, % - 0 0 - 0 - Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 3 3 1 1 3 3 Mvmt Flow 12 809 882 2 8 32 Major/Minor Major1 Major2 Minor2 Conflicting Flow All 884 0 - 0 1716 883 Stage 1 - - - - 883 - Stage 2 - - - - 833 - Critical Hdwy 4.13 - - - 6.43 6.23 Critical Hdwy Stg 1 - - - - 5.43 - Critical Hdwy Stg 2 - - - - 5.43 - Follow-up Hdwy 2.227 - - - 3.527 3.327 Pot Cap-1 Maneuver 761 - - - 98 343 Stage 1 - - - - 403 - Stage 2 - - - - 425 - Platoon blocked, % - - - Mov Cap-1 Maneuver 761 - - - 96 343 Mov Cap-2 Maneuver - - - - 96 - Stage 1 - - - - 397 - Stage 2 - - - - 425 - Approach EB WB SB HCM Control Delay, s 0.1 0 22.3 HCM LOS C Minor Lane/Major Mvmt EBL EBT WBT WBRSBLn1 SBLn2 Capacity (veh/h) 761 - - - 96 343 HCM Lane V/C Ratio 0.016 - - - 0.079 0.092 HCM Control Delay (s) 9.8 - - - 45.7 16.6 HCM Lane LOS A - - - E C HCM 95th %tile Q(veh) 0 - - - 0.3 0.3 Lanes, Volumes, Timings 3: Kennedy Drive/Airport Drive & US 2 01/05/2022 Scenario 1 2022 No Build 02/04/2021 PM Peak Hour Synchro 11 Report VHB Page 3 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 28 367 190 223 473 163 290 279 201 167 183 18 Future Volume (vph) 28 367 190 223 473 163 290 279 201 167 183 18 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Storage Length (ft) 150 0 250 250 250 0 0 90 Storage Lanes 0 0 1 0 1 1 1 1 Taper Length (ft) 25 25 25 25 Lane Util. Factor 1.00 0.95 0.95 1.00 0.95 0.95 1.00 1.00 1.00 1.00 1.00 1.00 Frt 0.949 0.962 0.850 0.850 Flt Protected 0.950 0.950 0.950 0.950 Satd. Flow (prot) 1736 3294 0 1736 3339 0 1719 1810 1538 1770 1863 1583 Flt Permitted 0.410 0.277 0.368 0.564 Satd. Flow (perm) 749 3294 0 506 3339 0 666 1810 1538 1051 1863 1583 Right Turn on Red Yes Yes Yes Yes Satd. Flow (RTOR) 111 63 205 205 Link Speed (mph) 30 30 30 30 Link Distance (ft) 1037 515 1008 604 Travel Time (s) 23.6 11.7 22.9 13.7 Peak Hour Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Heavy Vehicles (%) 4% 4% 4% 4% 4% 4% 5% 5% 5% 2% 2% 2% Adj. Flow (vph) 28 367 190 223 473 163 290 279 201 167 183 18 Shared Lane Traffic (%) Lane Group Flow (vph) 28 557 0 223 636 0 290 279 201 167 183 18 Enter Blocked Intersection No No No No No No No No No No No No Lane Alignment Left Left Right Left Left Right Left Left Right Left Left Right Median Width(ft) 12 12 12 12 Link Offset(ft) 0 0 0 0 Crosswalk Width(ft) 16 16 16 16 Two way Left Turn Lane Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Turning Speed (mph) 15 9 15 9 15 9 15 9 Number of Detectors 1 2 1 2 1 2 1 1 2 1 Detector Template Left Thru Left Thru Left Thru Right Left Thru Right Leading Detector (ft) 20 100 20 100 20 100 20 20 100 20 Trailing Detector (ft) 0 0 0 0 0 0 0 0 0 0 Detector 1 Position(ft) 0 0 0 0 0 0 0 0 0 0 Detector 1 Size(ft) 20 6 20 6 20 6 20 20 6 20 Detector 1 Type Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Detector 1 Channel Detector 1 Extend (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Detector 1 Queue (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Detector 1 Delay (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Detector 2 Position(ft) 94 94 94 94 Detector 2 Size(ft) 6 6 6 6 Detector 2 Type Cl+Ex Cl+Ex Cl+Ex Cl+Ex Detector 2 Channel Detector 2 Extend (s) 0.0 0.0 0.0 0.0 Turn Type pm+pt NA pm+pt NA pm+pt NA Perm pm+pt NA Perm Protected Phases 5 2 1 6 3 8 7 4 Lanes, Volumes, Timings 3: Kennedy Drive/Airport Drive & US 2 01/05/2022 Scenario 1 2022 No Build 02/04/2021 PM Peak Hour Synchro 11 Report VHB Page 4 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Permitted Phases 2 6 8 8 4 4 Detector Phase 5 2 1 6 3 8 8 7 4 4 Switch Phase Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Minimum Split (s) 10.0 22.0 10.0 22.0 10.0 10.0 10.0 10.0 10.0 10.0 Total Split (s) 10.0 26.0 16.0 32.0 19.0 25.0 25.0 13.0 19.0 19.0 Total Split (%) 12.5% 32.5% 20.0% 40.0% 23.8% 31.3% 31.3% 16.3% 23.8% 23.8% Maximum Green (s) 4.0 20.0 10.0 26.0 13.0 19.0 19.0 7.0 13.0 13.0 Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 All-Red Time (s) 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s) 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0 Lead/Lag Lead Lag Lead Lag Lead Lag Lag Lead Lag Lag Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Recall Mode None Max None Max None None None None None None Act Effct Green (s) 24.1 20.1 35.5 31.7 28.9 16.7 16.7 18.5 11.5 11.5 Actuated g/C Ratio 0.31 0.26 0.46 0.41 0.37 0.22 0.22 0.24 0.15 0.15 v/c Ratio 0.10 0.60 0.58 0.45 0.70 0.72 0.41 0.53 0.67 0.04 Control Delay 14.1 23.5 20.3 17.6 27.6 39.2 6.6 24.4 43.9 0.2 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 14.1 23.5 20.3 17.6 27.6 39.2 6.6 24.4 43.9 0.2 LOS B C C B C D A C D A Approach Delay 23.0 18.3 26.3 32.9 Approach LOS C B C C Intersection Summary Area Type: Other Cycle Length: 80 Actuated Cycle Length: 77.3 Natural Cycle: 60 Control Type: Semi Act-Uncoord Maximum v/c Ratio: 0.72 Intersection Signal Delay: 23.8 Intersection LOS: C Intersection Capacity Utilization 74.3% ICU Level of Service D Analysis Period (min) 15 Splits and Phases: 3: Kennedy Drive/Airport Drive & US 2 HCM 6th Signalized Intersection Summary 3: Kennedy Drive/Airport Drive & US 2 01/05/2022 Scenario 1 2022 No Build 02/04/2021 PM Peak Hour Synchro 11 Report VHB Page 5 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 28 367 190 223 473 163 290 279 201 167 183 18 Future Volume (veh/h) 28 367 190 223 473 163 290 279 201 167 183 18 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1841 1841 1841 1841 1841 1841 1826 1826 1826 1870 1870 1870 Adj Flow Rate, veh/h 28 367 190 223 473 163 290 279 201 167 183 18 Peak Hour Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Percent Heavy Veh, % 4 4 4 4 4 4 5 5 5 2 2 2 Cap, veh/h 305 606 309 400 920 315 422 361 306 314 236 200 Arrive On Green 0.02 0.27 0.27 0.11 0.36 0.36 0.17 0.20 0.20 0.09 0.13 0.13 Sat Flow, veh/h 1753 2242 1142 1753 2557 875 1739 1826 1547 1781 1870 1585 Grp Volume(v), veh/h 28 285 272 223 322 314 290 279 201 167 183 18 Grp Sat Flow(s),veh/h/ln 1753 1749 1635 1753 1749 1683 1739 1826 1547 1781 1870 1585 Q Serve(g_s), s 0.8 10.5 10.8 6.4 10.7 10.8 10.2 10.7 8.9 6.0 7.0 0.7 Cycle Q Clear(g_c), s 0.8 10.5 10.8 6.4 10.7 10.8 10.2 10.7 8.9 6.0 7.0 0.7 Prop In Lane 1.00 0.70 1.00 0.52 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 305 473 442 400 629 606 422 361 306 314 236 200 V/C Ratio(X) 0.09 0.60 0.62 0.56 0.51 0.52 0.69 0.77 0.66 0.53 0.77 0.09 Avail Cap(c_a), veh/h 358 473 442 439 629 606 439 469 397 314 329 278 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 18.9 23.5 23.6 16.2 18.6 18.6 21.8 28.1 27.4 25.0 31.3 28.6 Incr Delay (d2), s/veh 0.1 5.6 6.3 1.3 3.0 3.1 4.2 5.9 2.5 1.7 7.4 0.2 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 0.3 4.9 4.7 2.5 4.6 4.5 4.4 5.1 3.4 2.6 3.5 0.3 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 19.0 29.2 29.9 17.5 21.6 21.8 26.0 34.0 29.9 26.7 38.7 28.8 LnGrp LOS B C C B C C C C C C D C Approach Vol, veh/h 585 859 770 368 Approach Delay, s/veh 29.0 20.6 29.9 32.8 Approach LOS C C C C Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 14.4 26.0 18.3 15.4 7.8 32.6 13.0 20.6 Change Period (Y+Rc), s 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0 Max Green Setting (Gmax), s 10.0 20.0 13.0 13.0 4.0 26.0 7.0 19.0 Max Q Clear Time (g_c+I1), s 8.4 12.8 12.2 9.0 2.8 12.8 8.0 12.7 Green Ext Time (p_c), s 0.1 2.0 0.1 0.3 0.0 3.3 0.0 1.3 Intersection Summary HCM 6th Ctrl Delay 27.0 HCM 6th LOS C HCM 6th Signalized Intersection Capacity Analysis 3: Kennedy Drive/Airport Drive & US 2 01/05/2022 Scenario 1 2022 No Build 02/04/2021 PM Peak Hour Synchro 11 Report VHB Page 6 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 28 367 190 223 473 163 290 279 201 167 183 18 Future Volume (veh/h) 28 367 190 223 473 163 290 279 201 167 183 18 Number 5 2 12 1 6 16 3 8 18 7 4 14 Initial Q, veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj (A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Lanes Open During Work Zone Adj Sat Flow, veh/h/ln 1841 1841 1841 1841 1841 1841 1826 1826 1826 1870 1870 1870 Adj Flow Rate, veh/h 28 367 190 223 473 163 290 279 201 167 183 18 Peak Hour Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Percent Heavy Veh, % 4 4 4 4 4 4 5 5 5 2 2 2 Opposing Right Turn Influence Yes Yes Yes Yes Cap, veh/h 305 606 309 400 920 315 422 361 306 314 236 200 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Prop Arrive On Green 0.02 0.27 0.27 0.11 0.36 0.36 0.17 0.20 0.20 0.09 0.13 0.13 Unsig. Movement Delay Ln Grp Delay, s/veh 19.0 29.2 29.9 17.5 21.6 21.8 26.0 34.0 29.9 26.7 38.7 28.8 Ln Grp LOS B C C B C C C C C C D C Approach Vol, veh/h 585 859 770 368 Approach Delay, s/veh 29.0 20.6 29.9 32.8 Approach LOS C C C C Timer: 1 2 3 4 5 6 7 8 Assigned Phs 1 2 3 4 5 6 7 8 Case No 1.1 4.0 1.1 3.0 1.1 4.0 1.1 3.0 Phs Duration (G+Y+Rc), s 14.4 26.0 18.3 15.4 7.8 32.6 13.0 20.6 Change Period (Y+Rc), s 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0 Max Green (Gmax), s 10.0 20.0 13.0 13.0 4.0 26.0 7.0 19.0 Max Allow Headway (MAH), s 3.8 5.4 3.8 5.1 3.8 5.3 3.8 4.8 Max Q Clear (g_c+l1), s 8.4 12.8 12.2 9.0 2.8 12.8 8.0 12.7 Green Ext Time (g_e), s 0.1 2.0 0.1 0.3 0.0 3.3 0.0 1.3 Prob of Phs Call (p_c) 0.99 1.00 1.00 1.00 0.44 1.00 0.97 1.00 Prob of Max Out (p_x) 1.00 0.00 1.00 1.00 1.00 0.00 1.00 0.62 Left-Turn Movement Data Assigned Mvmt 1 3 5 7 Mvmt Sat Flow, veh/h 1753 1739 1753 1781 Through Movement Data Assigned Mvmt 2 4 6 8 Mvmt Sat Flow, veh/h 2242 1870 2557 1826 Right-Turn Movement Data Assigned Mvmt 12 14 16 18 Mvmt Sat Flow, veh/h 1142 1585 875 1547 Left Lane Group Data Assigned Mvmt 1 0 3 0 5 0 7 0 Lane Assignment L (Pr/Pm) L (Pr/Pm) L (Pr/Pm) L (Pr/Pm) HCM 6th Signalized Intersection Capacity Analysis 3: Kennedy Drive/Airport Drive & US 2 01/05/2022 Scenario 1 2022 No Build 02/04/2021 PM Peak Hour Synchro 11 Report VHB Page 7 Lanes in Grp 1 0 1 0 1 0 1 0 Grp Vol (v), veh/h 223 0 290 0 28 0 167 0 Grp Sat Flow (s), veh/h/ln 1753 0 1739 0 1753 0 1781 0 Q Serve Time (g_s), s 6.4 0.0 10.2 0.0 0.8 0.0 6.0 0.0 Cycle Q Clear Time (g_c), s 6.4 0.0 10.2 0.0 0.8 0.0 6.0 0.0 Perm LT Sat Flow (s_l), veh/h/ln 839 0 1153 0 779 0 915 0 Shared LT Sat Flow (s_sh), veh/h/ln 0 0 0 0 0 0 0 0 Perm LT Eff Green (g_p), s 22.0 0.0 10.6 0.0 20.0 0.0 9.4 0.0 Perm LT Serve Time (g_u), s 9.2 0.0 2.3 0.0 15.8 0.0 3.9 0.0 Perm LT Q Serve Time (g_ps), s 4.6 0.0 2.3 0.0 0.2 0.0 1.2 0.0 Time to First Blk (g_f), s 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Serve Time pre Blk (g_fs), s 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Prop LT Inside Lane (P_L) 1.00 0.00 1.00 0.00 1.00 0.00 1.00 0.00 Lane Grp Cap (c), veh/h 400 0 422 0 305 0 314 0 V/C Ratio (X) 0.56 0.00 0.69 0.00 0.09 0.00 0.53 0.00 Avail Cap (c_a), veh/h 439 0 439 0 358 0 314 0 Upstream Filter (I) 1.00 0.00 1.00 0.00 1.00 0.00 1.00 0.00 Uniform Delay (d1), s/veh 16.2 0.0 21.8 0.0 18.9 0.0 25.0 0.0 Incr Delay (d2), s/veh 1.3 0.0 4.2 0.0 0.1 0.0 1.7 0.0 Initial Q Delay (d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Control Delay (d), s/veh 17.5 0.0 26.0 0.0 19.0 0.0 26.7 0.0 1st-Term Q (Q1), veh/ln 2.4 0.0 3.9 0.0 0.3 0.0 2.4 0.0 2nd-Term Q (Q2), veh/ln 0.1 0.0 0.5 0.0 0.0 0.0 0.1 0.0 3rd-Term Q (Q3), veh/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile Back of Q Factor (f_B%) 1.00 0.00 1.00 0.00 1.00 0.00 1.00 0.00 %ile Back of Q (50%), veh/ln 2.5 0.0 4.4 0.0 0.3 0.0 2.6 0.0 %ile Storage Ratio (RQ%) 0.26 0.00 0.46 0.00 0.01 0.00 0.12 0.00 Initial Q (Qb), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Final (Residual) Q (Qe), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Delay (ds), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Q (Qs), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Cap (cs), veh/h 0 0 0 0 0 0 0 0 Initial Q Clear Time (tc), h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Middle Lane Group Data Assigned Mvmt 0 2 0 4 0 6 0 8 Lane Assignment T T T T Lanes in Grp 0 1 0 1 0 1 0 1 Grp Vol (v), veh/h 0 285 0 183 0 322 0 279 Grp Sat Flow (s), veh/h/ln 0 1749 0 1870 0 1749 0 1826 Q Serve Time (g_s), s 0.0 10.5 0.0 7.0 0.0 10.7 0.0 10.7 Cycle Q Clear Time (g_c), s 0.0 10.5 0.0 7.0 0.0 10.7 0.0 10.7 Lane Grp Cap (c), veh/h 0 473 0 236 0 629 0 361 V/C Ratio (X) 0.00 0.60 0.00 0.77 0.00 0.51 0.00 0.77 Avail Cap (c_a), veh/h 0 473 0 329 0 629 0 469 Upstream Filter (I) 0.00 1.00 0.00 1.00 0.00 1.00 0.00 1.00 Uniform Delay (d1), s/veh 0.0 23.5 0.0 31.3 0.0 18.6 0.0 28.1 Incr Delay (d2), s/veh 0.0 5.6 0.0 7.4 0.0 3.0 0.0 5.9 Initial Q Delay (d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Control Delay (d), s/veh 0.0 29.2 0.0 38.7 0.0 21.6 0.0 34.0 1st-Term Q (Q1), veh/ln 0.0 4.1 0.0 3.1 0.0 4.1 0.0 4.5 2nd-Term Q (Q2), veh/ln 0.0 0.7 0.0 0.5 0.0 0.5 0.0 0.6 HCM 6th Signalized Intersection Capacity Analysis 3: Kennedy Drive/Airport Drive & US 2 01/05/2022 Scenario 1 2022 No Build 02/04/2021 PM Peak Hour Synchro 11 Report VHB Page 8 3rd-Term Q (Q3), veh/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile Back of Q Factor (f_B%) 0.00 1.00 0.00 1.00 0.00 1.00 0.00 1.00 %ile Back of Q (50%), veh/ln 0.0 4.9 0.0 3.5 0.0 4.6 0.0 5.1 %ile Storage Ratio (RQ%) 0.00 0.13 0.00 0.17 0.00 0.30 0.00 0.14 Initial Q (Qb), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Final (Residual) Q (Qe), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Delay (ds), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Q (Qs), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Cap (cs), veh/h 0 0 0 0 0 0 0 0 Initial Q Clear Time (tc), h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Right Lane Group Data Assigned Mvmt 0 12 0 14 0 16 0 18 Lane Assignment T+R R T+R R Lanes in Grp 0 1 0 1 0 1 0 1 Grp Vol (v), veh/h 0 272 0 18 0 314 0 201 Grp Sat Flow (s), veh/h/ln 0 1635 0 1585 0 1683 0 1547 Q Serve Time (g_s), s 0.0 10.8 0.0 0.7 0.0 10.8 0.0 8.9 Cycle Q Clear Time (g_c), s 0.0 10.8 0.0 0.7 0.0 10.8 0.0 8.9 Prot RT Sat Flow (s_R), veh/h/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Prot RT Eff Green (g_R), s 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Prop RT Outside Lane (P_R) 0.00 0.70 0.00 1.00 0.00 0.52 0.00 1.00 Lane Grp Cap (c), veh/h 0 442 0 200 0 606 0 306 V/C Ratio (X) 0.00 0.62 0.00 0.09 0.00 0.52 0.00 0.66 Avail Cap (c_a), veh/h 0 442 0 278 0 606 0 397 Upstream Filter (I) 0.00 1.00 0.00 1.00 0.00 1.00 0.00 1.00 Uniform Delay (d1), s/veh 0.0 23.6 0.0 28.6 0.0 18.6 0.0 27.4 Incr Delay (d2), s/veh 0.0 6.3 0.0 0.2 0.0 3.1 0.0 2.5 Initial Q Delay (d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Control Delay (d), s/veh 0.0 29.9 0.0 28.8 0.0 21.8 0.0 29.9 1st-Term Q (Q1), veh/ln 0.0 4.0 0.0 0.3 0.0 4.0 0.0 3.1 2nd-Term Q (Q2), veh/ln 0.0 0.8 0.0 0.0 0.0 0.5 0.0 0.2 3rd-Term Q (Q3), veh/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile Back of Q Factor (f_B%) 0.00 1.00 0.00 1.00 0.00 1.00 0.00 1.00 %ile Back of Q (50%), veh/ln 0.0 4.7 0.0 0.3 0.0 4.5 0.0 3.4 %ile Storage Ratio (RQ%) 0.00 0.13 0.00 0.08 0.00 0.29 0.00 0.09 Initial Q (Qb), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Final (Residual) Q (Qe), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Delay (ds), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Q (Qs), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Cap (cs), veh/h 0 0 0 0 0 0 0 0 Initial Q Clear Time (tc), h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Intersection Summary HCM 6th Ctrl Delay 27.0 HCM 6th LOS C Lanes, Volumes, Timings 8: US 2 & Valley Road 01/05/2022 Scenario 1 2022 No Build 02/04/2021 PM Peak Hour Synchro 11 Report VHB Page 9 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 9 784 7 8 765 17 7 9 0 12 3 22 Future Volume (vph) 9 784 7 8 765 17 7 9 0 12 3 22 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 0.999 0.997 0.920 Flt Protected 0.999 0.999 0.979 0.984 Satd. Flow (prot) 0 1823 0 0 1820 0 0 1824 0 0 1638 0 Flt Permitted 0.999 0.999 0.979 0.984 Satd. Flow (perm) 0 1823 0 0 1820 0 0 1824 0 0 1638 0 Link Speed (mph) 30 30 30 30 Link Distance (ft) 1323 340 842 1060 Travel Time (s) 30.1 7.7 19.1 24.1 Peak Hour Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Heavy Vehicles (%) 4% 4% 4% 4% 4% 4% 2% 2% 2% 5% 5% 5% Adj. Flow (vph) 9 784 7 8 765 17 7 9 0 12 3 22 Shared Lane Traffic (%) Lane Group Flow (vph) 0 800 0 0 790 0 0 16 0 0 37 0 Enter Blocked Intersection No No No No No No No No No No No No Lane Alignment Left Left Right Left Left Right Left Left Right Left Left Right Median Width(ft) 0 0 0 0 Link Offset(ft) 0 0 0 0 Crosswalk Width(ft) 16 16 16 16 Two way Left Turn Lane Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Turning Speed (mph) 15 9 15 9 15 9 15 9 Sign Control Free Free Stop Stop Intersection Summary Area Type: Other Control Type: Unsignalized Intersection Capacity Utilization 57.2% ICU Level of Service B Analysis Period (min) 15 HCM 6th TWSC 8: US 2 & Valley Road 01/05/2022 Scenario 1 2022 No Build 02/04/2021 PM Peak Hour Synchro 11 Report VHB Page 10 Intersection Int Delay, s/veh 1.4 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 9 784 7 8 765 17 7 9 0 12 3 22 Future Vol, veh/h 9 784 7 8 765 17 7 9 0 12 3 22 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - - None - - None - - None - - None Storage Length - - - - - - - - - - - - Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 100 100 100 100 100 100 100 100 100 100 100 100 Heavy Vehicles, % 4 4 4 4 4 4 2 2 2 5 5 5 Mvmt Flow 9 784 7 8 765 17 7 9 0 12 3 22 Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All 782 0 0 791 0 0 1608 1604 788 1600 1599 774 Stage 1 - - - - - - 806 806 - 790 790 - Stage 2 - - - - - - 802 798 - 810 809 - Critical Hdwy 4.14 - - 4.14 - - 7.12 6.52 6.22 7.15 6.55 6.25 Critical Hdwy Stg 1 - - - - - - 6.12 5.52 - 6.15 5.55 - Critical Hdwy Stg 2 - - - - - - 6.12 5.52 - 6.15 5.55 - Follow-up Hdwy 2.236 - - 2.236 - - 3.518 4.018 3.318 3.545 4.045 3.345 Pot Cap-1 Maneuver 827 - - 821 - - 84 105 391 84 105 394 Stage 1 - - - - - - 376 395 - 379 397 - Stage 2 - - - - - - 378 398 - 369 389 - Platoon blocked, % - - - - Mov Cap-1 Maneuver 827 - - 821 - - 75 101 391 76 101 394 Mov Cap-2 Maneuver - - - - - - 75 101 - 76 101 - Stage 1 - - - - - - 369 387 - 372 390 - Stage 2 - - - - - - 348 391 - 354 382 - Approach EB WB NB SB HCM Control Delay, s 0.1 0.1 54.8 36.1 HCM LOS F E Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBRSBLn1 Capacity (veh/h) 88 827 - - 821 - - 152 HCM Lane V/C Ratio 0.182 0.011 - - 0.01 - - 0.243 HCM Control Delay (s) 54.8 9.4 0 - 9.4 0 - 36.1 HCM Lane LOS F A A - A A - E HCM 95th %tile Q(veh) 0.6 0 - - 0 - - 0.9 Lanes, Volumes, Timings 1: Driveway 01/05/2022 Scenario 1 2022 Build 02/04/2021 PM Peak Hour Synchro 11 Report VHB Page 1 Lane Group EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Volume (vph) 35 798 791 12 41 122 Future Volume (vph) 35 798 791 12 41 122 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 Storage Length (ft) 100 0 0 100 Storage Lanes 1 0 1 1 Taper Length (ft) 25 25 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 Frt 0.998 0.850 Flt Protected 0.950 0.950 Satd. Flow (prot) 1736 1827 1823 0 1770 1583 Flt Permitted 0.950 0.950 Satd. Flow (perm) 1736 1827 1823 0 1770 1583 Link Speed (mph) 30 30 30 Link Distance (ft) 340 979 893 Travel Time (s) 7.7 22.3 20.3 Peak Hour Factor 1.00 1.00 1.00 1.00 1.00 1.00 Heavy Vehicles (%) 4% 4% 4% 4% 2% 2% Adj. Flow (vph) 35 798 791 12 41 122 Shared Lane Traffic (%) Lane Group Flow (vph) 35 798 803 0 41 122 Enter Blocked Intersection No No No No No No Lane Alignment Left Left Left Right Left Right Median Width(ft) 12 12 12 Link Offset(ft) 0 0 0 Crosswalk Width(ft) 16 16 16 Two way Left Turn Lane Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 Turning Speed (mph) 15 9 15 9 Sign Control Free Free Stop Intersection Summary Area Type: Other Control Type: Unsignalized Intersection Capacity Utilization 56.6% ICU Level of Service B Analysis Period (min) 15 HCM 6th TWSC 1: Driveway 01/05/2022 Scenario 1 2022 Build 02/04/2021 PM Peak Hour Synchro 11 Report VHB Page 2 Intersection Int Delay, s/veh 2.9 Movement EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Vol, veh/h 35 798 791 12 41 122 Future Vol, veh/h 35 798 791 12 41 122 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length 100 - - - 0 100 Veh in Median Storage, # - 0 0 - 0 - Grade, % - 0 0 - 0 - Peak Hour Factor 100 100 100 100 100 100 Heavy Vehicles, % 4 4 4 4 2 2 Mvmt Flow 35 798 791 12 41 122 Major/Minor Major1 Major2 Minor2 Conflicting Flow All 803 0 - 0 1665 797 Stage 1 - - - - 797 - Stage 2 - - - - 868 - Critical Hdwy 4.14 - - - 6.42 6.22 Critical Hdwy Stg 1 - - - - 5.42 - Critical Hdwy Stg 2 - - - - 5.42 - Follow-up Hdwy 2.236 - - - 3.518 3.318 Pot Cap-1 Maneuver 812 - - - 106 387 Stage 1 - - - - 444 - Stage 2 - - - - 411 - Platoon blocked, % - - - Mov Cap-1 Maneuver 812 - - - 101 387 Mov Cap-2 Maneuver - - - - 101 - Stage 1 - - - - 425 - Stage 2 - - - - 411 - Approach EB WB SB HCM Control Delay, s 0.4 0 29.7 HCM LOS D Minor Lane/Major Mvmt EBL EBT WBT WBRSBLn1 SBLn2 Capacity (veh/h) 812 - - - 101 387 HCM Lane V/C Ratio 0.043 - - - 0.406 0.315 HCM Control Delay (s) 9.6 - - - 63.1 18.5 HCM Lane LOS A - - - F C HCM 95th %tile Q(veh) 0.1 - - - 1.7 1.3 Lanes, Volumes, Timings 2: US 2 & Aviation Avenue 01/05/2022 Scenario 1 2022 Build 02/04/2021 PM Peak Hour Synchro 11 Report VHB Page 3 Lane Group EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Volume (vph) 17 779 932 3 9 36 Future Volume (vph) 17 779 932 3 9 36 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 Storage Length (ft) 50 0 250 250 Storage Lanes 1 0 1 0 Taper Length (ft) 25 25 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 Frt 0.850 Flt Protected 0.950 0.950 Satd. Flow (prot) 1752 1845 1881 0 1570 1404 Flt Permitted 0.950 0.950 Satd. Flow (perm) 1752 1845 1881 0 1570 1404 Link Speed (mph) 30 30 30 Link Distance (ft) 954 673 785 Travel Time (s) 21.7 15.3 17.8 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 Heavy Vehicles (%) 3% 3% 1% 1% 15% 15% Adj. Flow (vph) 18 847 1013 3 10 39 Shared Lane Traffic (%) Lane Group Flow (vph) 18 847 1016 0 10 39 Enter Blocked Intersection No No No No No No Lane Alignment Left Left Left Right Left Right Median Width(ft) 12 12 12 Link Offset(ft) 0 0 0 Crosswalk Width(ft) 16 16 16 Two way Left Turn Lane Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 Turning Speed (mph) 15 9 15 9 Sign Control Free Free Stop Intersection Summary Area Type: Other Control Type: Unsignalized Intersection Capacity Utilization 59.2% ICU Level of Service B Analysis Period (min) 15 HCM 6th TWSC 2: US 2 & Aviation Avenue 01/05/2022 Scenario 1 2022 Build 02/04/2021 PM Peak Hour Synchro 11 Report VHB Page 4 Intersection Int Delay, s/veh 0.8 Movement EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Vol, veh/h 17 779 932 3 9 36 Future Vol, veh/h 17 779 932 3 9 36 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length 50 - - - 250 - Veh in Median Storage, # - 0 0 - 0 - Grade, % - 0 0 - 0 - Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 3 3 1 1 15 15 Mvmt Flow 18 847 1013 3 10 39 Major/Minor Major1 Major2 Minor2 Conflicting Flow All 1016 0 - 0 1898 1015 Stage 1 - - - - 1015 - Stage 2 - - - - 883 - Critical Hdwy 4.13 - - - 6.55 6.35 Critical Hdwy Stg 1 - - - - 5.55 - Critical Hdwy Stg 2 - - - - 5.55 - Follow-up Hdwy 2.227 - - - 3.635 3.435 Pot Cap-1 Maneuver 679 - - - 70 273 Stage 1 - - - - 331 - Stage 2 - - - - 384 - Platoon blocked, % - - - Mov Cap-1 Maneuver 679 - - - 68 273 Mov Cap-2 Maneuver - - - - 68 - Stage 1 - - - - 322 - Stage 2 - - - - 384 - Approach EB WB SB HCM Control Delay, s 0.2 0 29.6 HCM LOS D Minor Lane/Major Mvmt EBL EBT WBT WBRSBLn1 SBLn2 Capacity (veh/h) 679 - - - 68 273 HCM Lane V/C Ratio 0.027 - - - 0.144 0.143 HCM Control Delay (s) 10.4 - - - 66.6 20.4 HCM Lane LOS B - - - F C HCM 95th %tile Q(veh) 0.1 - - - 0.5 0.5 Lanes, Volumes, Timings 3: Kennedy Drive/Airport Drive & US 2 01/05/2022 Scenario 1 2022 Build 02/04/2021 PM Peak Hour Synchro 11 Report VHB Page 5 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 28 388 190 256 544 187 290 279 212 176 183 18 Future Volume (vph) 28 388 190 256 544 187 290 279 212 176 183 18 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Storage Length (ft) 150 0 250 250 250 0 0 90 Storage Lanes 0 0 1 0 1 1 1 1 Taper Length (ft) 25 25 25 25 Lane Util. Factor 1.00 0.95 0.95 1.00 0.95 0.95 1.00 1.00 1.00 1.00 1.00 1.00 Frt 0.951 0.962 0.850 0.850 Flt Protected 0.950 0.950 0.950 0.950 Satd. Flow (prot) 1736 3301 0 1736 3339 0 1719 1810 1538 1770 1863 1583 Flt Permitted 0.374 0.264 0.367 0.561 Satd. Flow (perm) 683 3301 0 482 3339 0 664 1810 1538 1045 1863 1583 Right Turn on Red Yes Yes Yes Yes Satd. Flow (RTOR) 100 63 212 205 Link Speed (mph) 30 30 30 30 Link Distance (ft) 1037 519 1008 604 Travel Time (s) 23.6 11.8 22.9 13.7 Peak Hour Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Heavy Vehicles (%) 4% 4% 4% 4% 4% 4% 5% 5% 5% 2% 2% 2% Adj. Flow (vph) 28 388 190 256 544 187 290 279 212 176 183 18 Shared Lane Traffic (%) Lane Group Flow (vph) 28 578 0 256 731 0 290 279 212 176 183 18 Enter Blocked Intersection No No No No No No No No No No No No Lane Alignment Left Left Right Left Left Right Left Left Right Left Left Right Median Width(ft) 12 12 12 12 Link Offset(ft) 0 0 0 0 Crosswalk Width(ft) 16 16 16 16 Two way Left Turn Lane Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Turning Speed (mph) 15 9 15 9 15 9 15 9 Number of Detectors 1 2 1 2 1 2 1 1 2 1 Detector Template Left Thru Left Thru Left Thru Right Left Thru Right Leading Detector (ft) 20 100 20 100 20 100 20 20 100 20 Trailing Detector (ft) 0 0 0 0 0 0 0 0 0 0 Detector 1 Position(ft) 0 0 0 0 0 0 0 0 0 0 Detector 1 Size(ft) 20 6 20 6 20 6 20 20 6 20 Detector 1 Type Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Detector 1 Channel Detector 1 Extend (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Detector 1 Queue (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Detector 1 Delay (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Detector 2 Position(ft) 94 94 94 94 Detector 2 Size(ft) 6 6 6 6 Detector 2 Type Cl+Ex Cl+Ex Cl+Ex Cl+Ex Detector 2 Channel Detector 2 Extend (s) 0.0 0.0 0.0 0.0 Turn Type pm+pt NA pm+pt NA pm+pt NA Perm pm+pt NA Perm Protected Phases 5 2 1 6 3 8 7 4 Lanes, Volumes, Timings 3: Kennedy Drive/Airport Drive & US 2 01/05/2022 Scenario 1 2022 Build 02/04/2021 PM Peak Hour Synchro 11 Report VHB Page 6 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Permitted Phases 2 6 8 8 4 4 Detector Phase 5 2 1 6 3 8 8 7 4 4 Switch Phase Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Minimum Split (s) 10.0 22.0 10.0 22.0 10.0 10.0 10.0 10.0 10.0 10.0 Total Split (s) 10.0 26.0 16.0 32.0 19.0 25.0 25.0 13.0 19.0 19.0 Total Split (%) 12.5% 32.5% 20.0% 40.0% 23.8% 31.3% 31.3% 16.3% 23.8% 23.8% Maximum Green (s) 4.0 20.0 10.0 26.0 13.0 19.0 19.0 7.0 13.0 13.0 Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 All-Red Time (s) 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s) 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0 Lead/Lag Lead Lag Lead Lag Lead Lag Lag Lead Lag Lag Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Recall Mode None Max None Max None None None None None None Act Effct Green (s) 24.1 20.1 35.8 31.9 29.0 16.8 16.8 18.5 11.5 11.5 Actuated g/C Ratio 0.31 0.26 0.46 0.41 0.37 0.22 0.22 0.24 0.15 0.15 v/c Ratio 0.11 0.62 0.68 0.52 0.70 0.72 0.43 0.56 0.67 0.04 Control Delay 14.2 24.8 24.4 18.7 27.7 39.3 6.9 25.6 43.9 0.2 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 14.2 24.8 24.4 18.7 27.7 39.3 6.9 25.6 43.9 0.2 LOS B C C B C D A C D A Approach Delay 24.3 20.2 26.2 33.3 Approach LOS C C C C Intersection Summary Area Type: Other Cycle Length: 80 Actuated Cycle Length: 77.6 Natural Cycle: 60 Control Type: Actuated-Uncoordinated Maximum v/c Ratio: 0.72 Intersection Signal Delay: 24.6 Intersection LOS: C Intersection Capacity Utilization 76.7% ICU Level of Service D Analysis Period (min) 15 Splits and Phases: 3: Kennedy Drive/Airport Drive & US 2 HCM 6th Signalized Intersection Summary 3: Kennedy Drive/Airport Drive & US 2 01/05/2022 Scenario 1 2022 Build 02/04/2021 PM Peak Hour Synchro 11 Report VHB Page 7 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 28 388 190 256 544 187 290 279 212 176 183 18 Future Volume (veh/h) 28 388 190 256 544 187 290 279 212 176 183 18 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1841 1841 1841 1841 1841 1841 1826 1826 1826 1870 1870 1870 Adj Flow Rate, veh/h 28 388 190 256 544 187 290 279 212 176 183 18 Peak Hour Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Percent Heavy Veh, % 4 4 4 4 4 4 5 5 5 2 2 2 Cap, veh/h 276 606 293 409 940 322 418 361 306 309 235 199 Arrive On Green 0.02 0.27 0.27 0.13 0.37 0.37 0.17 0.20 0.20 0.09 0.13 0.13 Sat Flow, veh/h 1753 2286 1104 1753 2556 876 1739 1826 1547 1781 1870 1585 Grp Volume(v), veh/h 28 296 282 256 372 359 290 279 212 176 183 18 Grp Sat Flow(s),veh/h/ln 1753 1749 1642 1753 1749 1683 1739 1826 1547 1781 1870 1585 Q Serve(g_s), s 0.9 11.3 11.5 7.5 12.9 13.0 10.4 10.9 9.6 6.5 7.2 0.8 Cycle Q Clear(g_c), s 0.9 11.3 11.5 7.5 12.9 13.0 10.4 10.9 9.6 6.5 7.2 0.8 Prop In Lane 1.00 0.67 1.00 0.52 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 276 464 435 409 643 619 418 361 306 309 235 199 V/C Ratio(X) 0.10 0.64 0.65 0.63 0.58 0.58 0.69 0.77 0.69 0.57 0.78 0.09 Avail Cap(c_a), veh/h 328 464 435 420 643 619 431 460 390 309 322 273 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 19.6 24.5 24.6 16.7 19.2 19.2 22.2 28.6 28.1 25.8 32.0 29.2 Incr Delay (d2), s/veh 0.2 6.6 7.3 2.8 3.8 4.0 4.6 6.1 3.7 2.5 8.0 0.2 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 0.4 5.3 5.2 3.1 5.6 5.4 4.5 5.2 3.7 2.8 3.7 0.3 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 19.7 31.1 31.9 19.5 22.9 23.1 26.8 34.7 31.8 28.3 40.0 29.4 LnGrp LOS B C C B C C C C C C D C Approach Vol, veh/h 606 987 781 377 Approach Delay, s/veh 30.9 22.1 31.0 34.0 Approach LOS C C C C Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 15.5 26.0 18.5 15.5 7.8 33.7 13.0 20.9 Change Period (Y+Rc), s 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0 Max Green Setting (Gmax), s 10.0 20.0 13.0 13.0 4.0 26.0 7.0 19.0 Max Q Clear Time (g_c+I1), s 9.5 13.5 12.4 9.2 2.9 15.0 8.5 12.9 Green Ext Time (p_c), s 0.0 1.9 0.1 0.3 0.0 3.5 0.0 1.3 Intersection Summary HCM 6th Ctrl Delay 28.2 HCM 6th LOS C HCM 6th Signalized Intersection Capacity Analysis 3: Kennedy Drive/Airport Drive & US 2 01/05/2022 Scenario 1 2022 Build 02/04/2021 PM Peak Hour Synchro 11 Report VHB Page 8 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 28 388 190 256 544 187 290 279 212 176 183 18 Future Volume (veh/h) 28 388 190 256 544 187 290 279 212 176 183 18 Number 5 2 12 1 6 16 3 8 18 7 4 14 Initial Q, veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj (A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Lanes Open During Work Zone Adj Sat Flow, veh/h/ln 1841 1841 1841 1841 1841 1841 1826 1826 1826 1870 1870 1870 Adj Flow Rate, veh/h 28 388 190 256 544 187 290 279 212 176 183 18 Peak Hour Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Percent Heavy Veh, % 4 4 4 4 4 4 5 5 5 2 2 2 Opposing Right Turn Influence Yes Yes Yes Yes Cap, veh/h 276 606 293 409 940 322 418 361 306 309 235 199 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Prop Arrive On Green 0.02 0.27 0.27 0.13 0.37 0.37 0.17 0.20 0.20 0.09 0.13 0.13 Unsig. Movement Delay Ln Grp Delay, s/veh 19.7 31.1 31.9 19.5 22.9 23.1 26.8 34.7 31.8 28.3 40.0 29.4 Ln Grp LOS B C C B C C C C C C D C Approach Vol, veh/h 606 987 781 377 Approach Delay, s/veh 30.9 22.1 31.0 34.0 Approach LOS C C C C Timer: 1 2 3 4 5 6 7 8 Assigned Phs 1 2 3 4 5 6 7 8 Case No 1.1 4.0 1.1 3.0 1.1 4.0 1.1 3.0 Phs Duration (G+Y+Rc), s 15.5 26.0 18.5 15.5 7.8 33.7 13.0 20.9 Change Period (Y+Rc), s 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0 Max Green (Gmax), s 10.0 20.0 13.0 13.0 4.0 26.0 7.0 19.0 Max Allow Headway (MAH), s 3.8 5.4 3.8 5.1 3.8 5.3 3.8 4.7 Max Q Clear (g_c+l1), s 9.5 13.5 12.4 9.2 2.9 15.0 8.5 12.9 Green Ext Time (g_e), s 0.0 1.9 0.1 0.3 0.0 3.5 0.0 1.3 Prob of Phs Call (p_c) 1.00 1.00 1.00 1.00 0.44 1.00 0.97 1.00 Prob of Max Out (p_x) 1.00 0.00 1.00 1.00 1.00 0.00 1.00 0.66 Left-Turn Movement Data Assigned Mvmt 1 3 5 7 Mvmt Sat Flow, veh/h 1753 1739 1753 1781 Through Movement Data Assigned Mvmt 2 4 6 8 Mvmt Sat Flow, veh/h 2286 1870 2556 1826 Right-Turn Movement Data Assigned Mvmt 12 14 16 18 Mvmt Sat Flow, veh/h 1104 1585 876 1547 Left Lane Group Data Assigned Mvmt 1 0 3 0 5 0 7 0 Lane Assignment L (Pr/Pm) L (Pr/Pm) L (Pr/Pm) L (Pr/Pm) HCM 6th Signalized Intersection Capacity Analysis 3: Kennedy Drive/Airport Drive & US 2 01/05/2022 Scenario 1 2022 Build 02/04/2021 PM Peak Hour Synchro 11 Report VHB Page 9 Lanes in Grp 1 0 1 0 1 0 1 0 Grp Vol (v), veh/h 256 0 290 0 28 0 176 0 Grp Sat Flow (s), veh/h/ln 1753 0 1739 0 1753 0 1781 0 Q Serve Time (g_s), s 7.5 0.0 10.4 0.0 0.9 0.0 6.5 0.0 Cycle Q Clear Time (g_c), s 7.5 0.0 10.4 0.0 0.9 0.0 6.5 0.0 Perm LT Sat Flow (s_l), veh/h/ln 822 0 1153 0 713 0 906 0 Shared LT Sat Flow (s_sh), veh/h/ln 0 0 0 0 0 0 0 0 Perm LT Eff Green (g_p), s 22.0 0.0 10.9 0.0 20.0 0.0 9.5 0.0 Perm LT Serve Time (g_u), s 8.5 0.0 2.3 0.0 14.8 0.0 4.0 0.0 Perm LT Q Serve Time (g_ps), s 6.1 0.0 2.3 0.0 0.2 0.0 1.3 0.0 Time to First Blk (g_f), s 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Serve Time pre Blk (g_fs), s 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Prop LT Inside Lane (P_L) 1.00 0.00 1.00 0.00 1.00 0.00 1.00 0.00 Lane Grp Cap (c), veh/h 409 0 418 0 276 0 309 0 V/C Ratio (X) 0.63 0.00 0.69 0.00 0.10 0.00 0.57 0.00 Avail Cap (c_a), veh/h 420 0 431 0 328 0 309 0 Upstream Filter (I) 1.00 0.00 1.00 0.00 1.00 0.00 1.00 0.00 Uniform Delay (d1), s/veh 16.7 0.0 22.2 0.0 19.6 0.0 25.8 0.0 Incr Delay (d2), s/veh 2.8 0.0 4.6 0.0 0.2 0.0 2.5 0.0 Initial Q Delay (d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Control Delay (d), s/veh 19.5 0.0 26.8 0.0 19.7 0.0 28.3 0.0 1st-Term Q (Q1), veh/ln 2.8 0.0 4.0 0.0 0.3 0.0 2.6 0.0 2nd-Term Q (Q2), veh/ln 0.3 0.0 0.5 0.0 0.0 0.0 0.2 0.0 3rd-Term Q (Q3), veh/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile Back of Q Factor (f_B%) 1.00 0.00 1.00 0.00 1.00 0.00 1.00 0.00 %ile Back of Q (50%), veh/ln 3.1 0.0 4.5 0.0 0.4 0.0 2.8 0.0 %ile Storage Ratio (RQ%) 0.32 0.00 0.47 0.00 0.01 0.00 0.14 0.00 Initial Q (Qb), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Final (Residual) Q (Qe), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Delay (ds), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Q (Qs), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Cap (cs), veh/h 0 0 0 0 0 0 0 0 Initial Q Clear Time (tc), h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Middle Lane Group Data Assigned Mvmt 0 2 0 4 0 6 0 8 Lane Assignment T T T T Lanes in Grp 0 1 0 1 0 1 0 1 Grp Vol (v), veh/h 0 296 0 183 0 372 0 279 Grp Sat Flow (s), veh/h/ln 0 1749 0 1870 0 1749 0 1826 Q Serve Time (g_s), s 0.0 11.3 0.0 7.2 0.0 12.9 0.0 10.9 Cycle Q Clear Time (g_c), s 0.0 11.3 0.0 7.2 0.0 12.9 0.0 10.9 Lane Grp Cap (c), veh/h 0 464 0 235 0 643 0 361 V/C Ratio (X) 0.00 0.64 0.00 0.78 0.00 0.58 0.00 0.77 Avail Cap (c_a), veh/h 0 464 0 322 0 643 0 460 Upstream Filter (I) 0.00 1.00 0.00 1.00 0.00 1.00 0.00 1.00 Uniform Delay (d1), s/veh 0.0 24.5 0.0 32.0 0.0 19.2 0.0 28.6 Incr Delay (d2), s/veh 0.0 6.6 0.0 8.0 0.0 3.8 0.0 6.1 Initial Q Delay (d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Control Delay (d), s/veh 0.0 31.1 0.0 40.0 0.0 22.9 0.0 34.7 1st-Term Q (Q1), veh/ln 0.0 4.4 0.0 3.1 0.0 4.9 0.0 4.6 2nd-Term Q (Q2), veh/ln 0.0 0.8 0.0 0.5 0.0 0.7 0.0 0.6 HCM 6th Signalized Intersection Capacity Analysis 3: Kennedy Drive/Airport Drive & US 2 01/05/2022 Scenario 1 2022 Build 02/04/2021 PM Peak Hour Synchro 11 Report VHB Page 10 3rd-Term Q (Q3), veh/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile Back of Q Factor (f_B%) 0.00 1.00 0.00 1.00 0.00 1.00 0.00 1.00 %ile Back of Q (50%), veh/ln 0.0 5.3 0.0 3.7 0.0 5.6 0.0 5.2 %ile Storage Ratio (RQ%) 0.00 0.14 0.00 0.18 0.00 0.36 0.00 0.15 Initial Q (Qb), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Final (Residual) Q (Qe), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Delay (ds), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Q (Qs), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Cap (cs), veh/h 0 0 0 0 0 0 0 0 Initial Q Clear Time (tc), h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Right Lane Group Data Assigned Mvmt 0 12 0 14 0 16 0 18 Lane Assignment T+R R T+R R Lanes in Grp 0 1 0 1 0 1 0 1 Grp Vol (v), veh/h 0 282 0 18 0 359 0 212 Grp Sat Flow (s), veh/h/ln 0 1642 0 1585 0 1683 0 1547 Q Serve Time (g_s), s 0.0 11.5 0.0 0.8 0.0 13.0 0.0 9.6 Cycle Q Clear Time (g_c), s 0.0 11.5 0.0 0.8 0.0 13.0 0.0 9.6 Prot RT Sat Flow (s_R), veh/h/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Prot RT Eff Green (g_R), s 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Prop RT Outside Lane (P_R) 0.00 0.67 0.00 1.00 0.00 0.52 0.00 1.00 Lane Grp Cap (c), veh/h 0 435 0 199 0 619 0 306 V/C Ratio (X) 0.00 0.65 0.00 0.09 0.00 0.58 0.00 0.69 Avail Cap (c_a), veh/h 0 435 0 273 0 619 0 390 Upstream Filter (I) 0.00 1.00 0.00 1.00 0.00 1.00 0.00 1.00 Uniform Delay (d1), s/veh 0.0 24.6 0.0 29.2 0.0 19.2 0.0 28.1 Incr Delay (d2), s/veh 0.0 7.3 0.0 0.2 0.0 4.0 0.0 3.7 Initial Q Delay (d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Control Delay (d), s/veh 0.0 31.9 0.0 29.4 0.0 23.1 0.0 31.8 1st-Term Q (Q1), veh/ln 0.0 4.3 0.0 0.3 0.0 4.7 0.0 3.4 2nd-Term Q (Q2), veh/ln 0.0 0.9 0.0 0.0 0.0 0.7 0.0 0.3 3rd-Term Q (Q3), veh/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile Back of Q Factor (f_B%) 0.00 1.00 0.00 1.00 0.00 1.00 0.00 1.00 %ile Back of Q (50%), veh/ln 0.0 5.2 0.0 0.3 0.0 5.4 0.0 3.7 %ile Storage Ratio (RQ%) 0.00 0.14 0.00 0.08 0.00 0.35 0.00 0.11 Initial Q (Qb), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Final (Residual) Q (Qe), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Delay (ds), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Q (Qs), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Cap (cs), veh/h 0 0 0 0 0 0 0 0 Initial Q Clear Time (tc), h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Intersection Summary HCM 6th Ctrl Delay 28.2 HCM 6th LOS C Lanes, Volumes, Timings 8: Shunpike & US 2 01/05/2022 Scenario 1 2022 Build 02/04/2021 PM Peak Hour Synchro 11 Report VHB Page 11 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 9 821 7 8 887 17 7 9 0 12 3 22 Future Volume (vph) 9 821 7 8 887 17 7 9 0 12 3 22 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 0.999 0.997 0.919 Flt Protected 0.999 0.980 0.984 Satd. Flow (prot) 0 1823 0 0 1821 0 0 1825 0 0 1636 0 Flt Permitted 0.999 0.980 0.984 Satd. Flow (perm) 0 1823 0 0 1821 0 0 1825 0 0 1636 0 Link Speed (mph) 30 30 30 30 Link Distance (ft) 1323 340 842 405 Travel Time (s) 30.1 7.7 19.1 9.2 Peak Hour Factor 0.92 1.00 1.00 1.00 1.00 0.92 1.00 0.92 1.00 0.92 0.92 0.92 Heavy Vehicles (%) 4% 4% 4% 4% 4% 4% 2% 2% 2% 5% 5% 5% Adj. Flow (vph) 10 821 7 8 887 18 7 10 0 13 3 24 Shared Lane Traffic (%) Lane Group Flow (vph) 0 838 0 0 913 0 0 17 0 0 40 0 Enter Blocked Intersection No No No No No No No No No No No No Lane Alignment Left Left Right Left Left Right Left Left Right Left Left Right Median Width(ft) 4 10 0 0 Link Offset(ft) 0 0 0 0 Crosswalk Width(ft) 16 16 16 16 Two way Left Turn Lane Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Turning Speed (mph) 15 9 15 9 15 9 15 9 Sign Control Free Free Stop Stop Intersection Summary Area Type: Other Control Type: Unsignalized Intersection Capacity Utilization 62.6% ICU Level of Service B Analysis Period (min) 15 HCM 6th TWSC 8: Shunpike & US 2 01/05/2022 Scenario 1 2022 Build 02/04/2021 PM Peak Hour Synchro 11 Report VHB Page 12 Intersection Int Delay, s/veh 1.9 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 9 821 7 8 887 17 7 9 0 12 3 22 Future Vol, veh/h 9 821 7 8 887 17 7 9 0 12 3 22 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - - None - - None - - None - - None Storage Length - - - - - - - - - - - - Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 92 100 100 100 100 92 100 92 100 92 92 92 Heavy Vehicles, % 4 4 4 4 4 4 2 2 2 5 5 5 Mvmt Flow 10 821 7 8 887 18 7 10 0 13 3 24 Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All 905 0 0 828 0 0 1771 1766 825 1762 1760 896 Stage 1 - - - - - - 845 845 - 912 912 - Stage 2 - - - - - - 926 921 - 850 848 - Critical Hdwy 4.14 - - 4.14 - - 7.12 6.52 6.22 7.15 6.55 6.25 Critical Hdwy Stg 1 - - - - - - 6.12 5.52 - 6.15 5.55 - Critical Hdwy Stg 2 - - - - - - 6.12 5.52 - 6.15 5.55 - Follow-up Hdwy 2.236 - - 2.236 - - 3.518 4.018 3.318 3.545 4.045 3.345 Pot Cap-1 Maneuver 743 - - 795 - - 65 84 372 65 83 335 Stage 1 - - - - - - 357 379 - 324 349 - Stage 2 - - - - - - 322 349 - 351 373 - Platoon blocked, % - - - - Mov Cap-1 Maneuver 743 - - 795 - - 56 80 372 57 79 335 Mov Cap-2 Maneuver - - - - - - 56 80 - 57 79 - Stage 1 - - - - - - 348 370 - 316 342 - Stage 2 - - - - - - 290 342 - 333 364 - Approach EB WB NB SB HCM Control Delay, s 0.1 0.1 74.5 50.5 HCM LOS F F Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBRSBLn1 Capacity (veh/h) 68 743 - - 795 - - 118 HCM Lane V/C Ratio 0.247 0.013 - - 0.01 - - 0.341 HCM Control Delay (s) 74.5 9.9 0 - 9.6 0 - 50.5 HCM Lane LOS F A A - A A - F HCM 95th %tile Q(veh) 0.9 0 - - 0 - - 1.4 Lanes, Volumes, Timings 2: US 2 & Aviation Avenue 01/05/2022 Scenario 1 2027 No Build 02/04/2021 AM Peak Hour Synchro 11 Report VHB Page 1 Lane Group EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Volume (vph) 34 801 741 12 4 4 Future Volume (vph) 34 801 741 12 4 4 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 Storage Length (ft) 50 0 250 250 Storage Lanes 1 0 1 0 Taper Length (ft) 25 25 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 Frt 0.998 0.850 Flt Protected 0.950 0.950 Satd. Flow (prot) 1752 1845 1877 0 1752 1568 Flt Permitted 0.950 0.950 Satd. Flow (perm) 1752 1845 1877 0 1752 1568 Link Speed (mph) 30 30 30 Link Distance (ft) 964 673 785 Travel Time (s) 21.9 15.3 17.8 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 Heavy Vehicles (%) 3% 3% 1% 1% 3% 3% Adj. Flow (vph) 37 871 805 13 4 4 Shared Lane Traffic (%) Lane Group Flow (vph) 37 871 818 0 4 4 Enter Blocked Intersection No No No No No No Lane Alignment Left Left Left Right Left Right Median Width(ft) 12 12 12 Link Offset(ft) 0 0 0 Crosswalk Width(ft) 16 16 16 Two way Left Turn Lane Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 Turning Speed (mph) 15 9 15 9 Sign Control Free Free Stop Intersection Summary Area Type: Other Control Type: Unsignalized Intersection Capacity Utilization 52.2% ICU Level of Service A Analysis Period (min) 15 HCM 6th TWSC 2: US 2 & Aviation Avenue 01/05/2022 Scenario 1 2027 No Build 02/04/2021 AM Peak Hour Synchro 11 Report VHB Page 2 Intersection Int Delay, s/veh 0.4 Movement EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Vol, veh/h 34 801 741 12 4 4 Future Vol, veh/h 34 801 741 12 4 4 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length 50 - - - 250 - Veh in Median Storage, # - 0 0 - 0 - Grade, % - 0 0 - 0 - Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 3 3 1 1 3 3 Mvmt Flow 37 871 805 13 4 4 Major/Minor Major1 Major2 Minor2 Conflicting Flow All 818 0 - 0 1757 812 Stage 1 - - - - 812 - Stage 2 - - - - 945 - Critical Hdwy 4.13 - - - 6.43 6.23 Critical Hdwy Stg 1 - - - - 5.43 - Critical Hdwy Stg 2 - - - - 5.43 - Follow-up Hdwy 2.227 - - - 3.527 3.327 Pot Cap-1 Maneuver 806 - - - 93 377 Stage 1 - - - - 435 - Stage 2 - - - - 376 - Platoon blocked, % - - - Mov Cap-1 Maneuver 806 - - - 89 377 Mov Cap-2 Maneuver - - - - 89 - Stage 1 - - - - 415 - Stage 2 - - - - 376 - Approach EB WB SB HCM Control Delay, s 0.4 0 31.1 HCM LOS D Minor Lane/Major Mvmt EBL EBT WBT WBRSBLn1 SBLn2 Capacity (veh/h) 806 - - - 89 377 HCM Lane V/C Ratio 0.046 - - - 0.049 0.012 HCM Control Delay (s) 9.7 - - - 47.5 14.7 HCM Lane LOS A - - - E B HCM 95th %tile Q(veh) 0.1 - - - 0.2 0 Lanes, Volumes, Timings 3: Kennedy Drive/Airport Drive & US 2 01/05/2022 Scenario 1 2027 No Build 02/04/2021 AM Peak Hour Synchro 11 Report VHB Page 3 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 18 470 249 198 387 100 278 205 264 160 202 11 Future Volume (vph) 18 470 249 198 387 100 278 205 264 160 202 11 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Storage Length (ft) 150 0 250 250 250 0 0 90 Storage Lanes 0 0 1 0 1 1 1 1 Taper Length (ft) 25 25 25 25 Lane Util. Factor 1.00 0.95 0.95 1.00 0.95 0.95 1.00 1.00 1.00 1.00 1.00 1.00 Frt 0.948 0.969 0.850 0.850 Flt Protected 0.950 0.950 0.950 0.950 Satd. Flow (prot) 1736 3291 0 1671 3239 0 1656 1743 1482 1752 1845 1568 Flt Permitted 0.475 0.244 0.291 0.629 Satd. Flow (perm) 868 3291 0 429 3239 0 507 1743 1482 1160 1845 1568 Right Turn on Red Yes Yes Yes Yes Satd. Flow (RTOR) 87 36 264 191 Link Speed (mph) 30 30 30 30 Link Distance (ft) 1037 509 1008 604 Travel Time (s) 23.6 11.6 22.9 13.7 Peak Hour Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Heavy Vehicles (%) 4% 4% 4% 8% 8% 8% 9% 9% 9% 3% 3% 3% Adj. Flow (vph) 18 470 249 198 387 100 278 205 264 160 202 11 Shared Lane Traffic (%) Lane Group Flow (vph) 18 719 0 198 487 0 278 205 264 160 202 11 Enter Blocked Intersection No No No No No No No No No No No No Lane Alignment Left Left Right Left Left Right Left Left Right Left Left Right Median Width(ft) 12 12 12 12 Link Offset(ft) 0 0 0 0 Crosswalk Width(ft) 16 16 16 16 Two way Left Turn Lane Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Turning Speed (mph) 15 9 15 9 15 9 15 9 Number of Detectors 1 2 1 2 1 2 1 1 2 1 Detector Template Left Thru Left Thru Left Thru Right Left Thru Right Leading Detector (ft) 20 100 20 100 20 100 20 20 100 20 Trailing Detector (ft) 0 0 0 0 0 0 0 0 0 0 Detector 1 Position(ft) 0 0 0 0 0 0 0 0 0 0 Detector 1 Size(ft) 20 6 20 6 20 6 20 20 6 20 Detector 1 Type Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Detector 1 Channel Detector 1 Extend (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Detector 1 Queue (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Detector 1 Delay (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Detector 2 Position(ft) 94 94 94 94 Detector 2 Size(ft) 6 6 6 6 Detector 2 Type Cl+Ex Cl+Ex Cl+Ex Cl+Ex Detector 2 Channel Detector 2 Extend (s) 0.0 0.0 0.0 0.0 Turn Type pm+pt NA pm+pt NA pm+pt NA Perm pm+pt NA Perm Protected Phases 5 2 1 6 3 8 7 4 Lanes, Volumes, Timings 3: Kennedy Drive/Airport Drive & US 2 01/05/2022 Scenario 1 2027 No Build 02/04/2021 AM Peak Hour Synchro 11 Report VHB Page 4 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Permitted Phases 2 6 8 8 4 4 Detector Phase 5 2 1 6 3 8 8 7 4 4 Switch Phase Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Minimum Split (s) 10.0 22.0 10.0 22.0 10.0 10.0 10.0 10.0 10.0 10.0 Total Split (s) 10.0 46.0 25.0 61.0 22.0 33.0 33.0 16.0 27.0 27.0 Total Split (%) 8.3% 38.3% 20.8% 50.8% 18.3% 27.5% 27.5% 13.3% 22.5% 22.5% Maximum Green (s) 4.0 40.0 19.0 55.0 16.0 27.0 27.0 10.0 21.0 21.0 Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 All-Red Time (s) 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s) 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0 Lead/Lag Lead Lag Lead Lag Lead Lag Lag Lead Lag Lag Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Recall Mode None Max None Max None None None None None None Act Effct Green (s) 45.6 41.6 60.0 56.4 38.0 22.5 22.5 26.3 16.6 16.6 Actuated g/C Ratio 0.41 0.38 0.54 0.51 0.34 0.20 0.20 0.24 0.15 0.15 v/c Ratio 0.05 0.56 0.53 0.29 0.83 0.58 0.52 0.49 0.73 0.03 Control Delay 14.2 26.5 19.1 16.1 50.9 47.3 8.5 33.2 61.1 0.1 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 14.2 26.5 19.1 16.1 50.9 47.3 8.5 33.2 61.1 0.1 LOS B C B B D D A C E A Approach Delay 26.2 17.0 34.9 47.3 Approach LOS C B C D Intersection Summary Area Type: Other Cycle Length: 120 Actuated Cycle Length: 110.3 Natural Cycle: 60 Control Type: Semi Act-Uncoord Maximum v/c Ratio: 0.83 Intersection Signal Delay: 29.4 Intersection LOS: C Intersection Capacity Utilization 78.0% ICU Level of Service D Analysis Period (min) 15 Splits and Phases: 3: Kennedy Drive/Airport Drive & US 2 HCM 6th Signalized Intersection Summary 3: Kennedy Drive/Airport Drive & US 2 01/05/2022 Scenario 1 2027 No Build 02/04/2021 AM Peak Hour Synchro 11 Report VHB Page 5 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 18 470 249 198 387 100 278 205 264 160 202 11 Future Volume (veh/h) 18 470 249 198 387 100 278 205 264 160 202 11 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1841 1841 1841 1781 1781 1781 1767 1767 1767 1856 1856 1856 Adj Flow Rate, veh/h 18 470 249 198 387 100 278 205 264 160 202 11 Peak Hour Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Percent Heavy Veh, % 4 4 4 8 8 8 9 9 9 3 3 3 Cap, veh/h 446 922 486 387 1296 331 347 351 297 305 270 229 Arrive On Green 0.02 0.42 0.42 0.08 0.49 0.49 0.14 0.20 0.20 0.09 0.15 0.15 Sat Flow, veh/h 1753 2214 1166 1697 2669 682 1682 1767 1497 1767 1856 1572 Grp Volume(v), veh/h 18 371 348 198 244 243 278 205 264 160 202 11 Grp Sat Flow(s),veh/h/ln 1753 1749 1631 1697 1692 1659 1682 1767 1497 1767 1856 1572 Q Serve(g_s), s 0.7 17.8 17.9 7.2 9.8 10.0 15.6 11.9 19.4 8.6 11.8 0.7 Cycle Q Clear(g_c), s 0.7 17.8 17.9 7.2 9.8 10.0 15.6 11.9 19.4 8.6 11.8 0.7 Prop In Lane 1.00 0.71 1.00 0.41 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 446 729 679 387 822 806 347 351 297 305 270 229 V/C Ratio(X) 0.04 0.51 0.51 0.51 0.30 0.30 0.80 0.58 0.89 0.52 0.75 0.05 Avail Cap(c_a), veh/h 481 729 679 529 822 806 347 421 357 305 344 292 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 18.5 24.5 24.5 17.3 17.5 17.5 33.9 41.1 44.1 36.7 46.4 41.6 Incr Delay (d2), s/veh 0.0 2.5 2.8 1.0 0.9 1.0 12.6 1.5 20.2 1.6 6.6 0.1 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 0.3 7.8 7.4 2.9 4.0 4.0 7.5 5.3 8.8 3.9 5.9 0.3 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 18.5 27.0 27.3 18.3 18.4 18.5 46.5 42.7 64.3 38.3 52.9 41.7 LnGrp LOS B C C B B B D D E D D D Approach Vol, veh/h 737 685 747 373 Approach Delay, s/veh 26.9 18.4 51.8 46.3 Approach LOS C B D D Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 15.6 53.2 22.0 22.5 7.7 61.0 16.0 28.5 Change Period (Y+Rc), s 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0 Max Green Setting (Gmax), s 19.0 40.0 16.0 21.0 4.0 55.0 10.0 27.0 Max Q Clear Time (g_c+I1), s 9.2 19.9 17.6 13.8 2.7 12.0 10.6 21.4 Green Ext Time (p_c), s 0.4 4.7 0.0 0.6 0.0 3.3 0.0 1.1 Intersection Summary HCM 6th Ctrl Delay 34.8 HCM 6th LOS C HCM 6th Signalized Intersection Capacity Analysis 3: Kennedy Drive/Airport Drive & US 2 01/05/2022 Scenario 1 2027 No Build 02/04/2021 AM Peak Hour Synchro 11 Report VHB Page 6 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 18 470 249 198 387 100 278 205 264 160 202 11 Future Volume (veh/h) 18 470 249 198 387 100 278 205 264 160 202 11 Number 5 2 12 1 6 16 3 8 18 7 4 14 Initial Q, veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj (A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Lanes Open During Work Zone Adj Sat Flow, veh/h/ln 1841 1841 1841 1781 1781 1781 1767 1767 1767 1856 1856 1856 Adj Flow Rate, veh/h 18 470 249 198 387 100 278 205 264 160 202 11 Peak Hour Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Percent Heavy Veh, % 4 4 4 8 8 8 9 9 9 3 3 3 Opposing Right Turn Influence Yes Yes Yes Yes Cap, veh/h 446 922 486 387 1296 331 347 351 297 305 270 229 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Prop Arrive On Green 0.02 0.42 0.42 0.08 0.49 0.49 0.14 0.20 0.20 0.09 0.15 0.15 Unsig. Movement Delay Ln Grp Delay, s/veh 18.5 27.0 27.3 18.3 18.4 18.5 46.5 42.7 64.3 38.3 52.9 41.7 Ln Grp LOS B C C B B B D D E D D D Approach Vol, veh/h 737 685 747 373 Approach Delay, s/veh 26.9 18.4 51.8 46.3 Approach LOS C B D D Timer: 1 2 3 4 5 6 7 8 Assigned Phs 1 2 3 4 5 6 7 8 Case No 1.1 4.0 1.1 3.0 1.1 4.0 1.1 3.0 Phs Duration (G+Y+Rc), s 15.6 53.2 22.0 22.5 7.7 61.0 16.0 28.5 Change Period (Y+Rc), s 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0 Max Green (Gmax), s 19.0 40.0 16.0 21.0 4.0 55.0 10.0 27.0 Max Allow Headway (MAH), s 3.8 5.4 3.8 5.2 3.8 5.3 3.8 4.6 Max Q Clear (g_c+l1), s 9.2 19.9 17.6 13.8 2.7 12.0 10.6 21.4 Green Ext Time (g_e), s 0.4 4.7 0.0 0.6 0.0 3.3 0.0 1.1 Prob of Phs Call (p_c) 1.00 1.00 1.00 1.00 0.43 1.00 0.99 1.00 Prob of Max Out (p_x) 0.01 0.00 1.00 0.38 1.00 0.00 1.00 0.72 Left-Turn Movement Data Assigned Mvmt 1 3 5 7 Mvmt Sat Flow, veh/h 1697 1682 1753 1767 Through Movement Data Assigned Mvmt 2 4 6 8 Mvmt Sat Flow, veh/h 2214 1856 2669 1767 Right-Turn Movement Data Assigned Mvmt 12 14 16 18 Mvmt Sat Flow, veh/h 1166 1572 682 1497 Left Lane Group Data Assigned Mvmt 1 0 3 0 5 0 7 0 Lane Assignment L (Pr/Pm) L (Pr/Pm) L (Pr/Pm) L (Pr/Pm) HCM 6th Signalized Intersection Capacity Analysis 3: Kennedy Drive/Airport Drive & US 2 01/05/2022 Scenario 1 2027 No Build 02/04/2021 AM Peak Hour Synchro 11 Report VHB Page 7 Lanes in Grp 1 0 1 0 1 0 1 0 Grp Vol (v), veh/h 198 0 278 0 18 0 160 0 Grp Sat Flow (s), veh/h/ln 1697 0 1682 0 1753 0 1767 0 Q Serve Time (g_s), s 7.2 0.0 15.6 0.0 0.7 0.0 8.6 0.0 Cycle Q Clear Time (g_c), s 7.2 0.0 15.6 0.0 0.7 0.0 8.6 0.0 Perm LT Sat Flow (s_l), veh/h/ln 698 0 1104 0 895 0 917 0 Shared LT Sat Flow (s_sh), veh/h/ln 0 0 0 0 0 0 0 0 Perm LT Eff Green (g_p), s 49.2 0.0 18.5 0.0 47.2 0.0 16.5 0.0 Perm LT Serve Time (g_u), s 29.2 0.0 4.7 0.0 45.0 0.0 10.6 0.0 Perm LT Q Serve Time (g_ps), s 7.9 0.0 4.7 0.0 0.0 0.0 1.2 0.0 Time to First Blk (g_f), s 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Serve Time pre Blk (g_fs), s 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Prop LT Inside Lane (P_L) 1.00 0.00 1.00 0.00 1.00 0.00 1.00 0.00 Lane Grp Cap (c), veh/h 387 0 347 0 446 0 305 0 V/C Ratio (X) 0.51 0.00 0.80 0.00 0.04 0.00 0.52 0.00 Avail Cap (c_a), veh/h 529 0 347 0 481 0 305 0 Upstream Filter (I) 1.00 0.00 1.00 0.00 1.00 0.00 1.00 0.00 Uniform Delay (d1), s/veh 17.3 0.0 33.9 0.0 18.5 0.0 36.7 0.0 Incr Delay (d2), s/veh 1.0 0.0 12.6 0.0 0.0 0.0 1.6 0.0 Initial Q Delay (d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Control Delay (d), s/veh 18.3 0.0 46.5 0.0 18.5 0.0 38.3 0.0 1st-Term Q (Q1), veh/ln 2.7 0.0 6.3 0.0 0.3 0.0 3.7 0.0 2nd-Term Q (Q2), veh/ln 0.1 0.0 1.2 0.0 0.0 0.0 0.1 0.0 3rd-Term Q (Q3), veh/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile Back of Q Factor (f_B%) 1.00 0.00 1.00 0.00 1.00 0.00 1.00 0.00 %ile Back of Q (50%), veh/ln 2.9 0.0 7.5 0.0 0.3 0.0 3.9 0.0 %ile Storage Ratio (RQ%) 0.30 0.00 0.81 0.00 0.01 0.00 0.19 0.00 Initial Q (Qb), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Final (Residual) Q (Qe), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Delay (ds), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Q (Qs), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Cap (cs), veh/h 0 0 0 0 0 0 0 0 Initial Q Clear Time (tc), h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Middle Lane Group Data Assigned Mvmt 0 2 0 4 0 6 0 8 Lane Assignment T T T T Lanes in Grp 0 1 0 1 0 1 0 1 Grp Vol (v), veh/h 0 371 0 202 0 244 0 205 Grp Sat Flow (s), veh/h/ln 0 1749 0 1856 0 1692 0 1767 Q Serve Time (g_s), s 0.0 17.8 0.0 11.8 0.0 9.8 0.0 11.9 Cycle Q Clear Time (g_c), s 0.0 17.8 0.0 11.8 0.0 9.8 0.0 11.9 Lane Grp Cap (c), veh/h 0 729 0 270 0 822 0 351 V/C Ratio (X) 0.00 0.51 0.00 0.75 0.00 0.30 0.00 0.58 Avail Cap (c_a), veh/h 0 729 0 344 0 822 0 421 Upstream Filter (I) 0.00 1.00 0.00 1.00 0.00 1.00 0.00 1.00 Uniform Delay (d1), s/veh 0.0 24.5 0.0 46.4 0.0 17.5 0.0 41.1 Incr Delay (d2), s/veh 0.0 2.5 0.0 6.6 0.0 0.9 0.0 1.5 Initial Q Delay (d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Control Delay (d), s/veh 0.0 27.0 0.0 52.9 0.0 18.4 0.0 42.7 1st-Term Q (Q1), veh/ln 0.0 7.3 0.0 5.4 0.0 3.8 0.0 5.2 2nd-Term Q (Q2), veh/ln 0.0 0.5 0.0 0.5 0.0 0.2 0.0 0.2 HCM 6th Signalized Intersection Capacity Analysis 3: Kennedy Drive/Airport Drive & US 2 01/05/2022 Scenario 1 2027 No Build 02/04/2021 AM Peak Hour Synchro 11 Report VHB Page 8 3rd-Term Q (Q3), veh/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile Back of Q Factor (f_B%) 0.00 1.00 0.00 1.00 0.00 1.00 0.00 1.00 %ile Back of Q (50%), veh/ln 0.0 7.8 0.0 5.9 0.0 4.0 0.0 5.3 %ile Storage Ratio (RQ%) 0.00 0.21 0.00 0.29 0.00 0.27 0.00 0.16 Initial Q (Qb), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Final (Residual) Q (Qe), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Delay (ds), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Q (Qs), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Cap (cs), veh/h 0 0 0 0 0 0 0 0 Initial Q Clear Time (tc), h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Right Lane Group Data Assigned Mvmt 0 12 0 14 0 16 0 18 Lane Assignment T+R R T+R R Lanes in Grp 0 1 0 1 0 1 0 1 Grp Vol (v), veh/h 0 348 0 11 0 243 0 264 Grp Sat Flow (s), veh/h/ln 0 1631 0 1572 0 1659 0 1497 Q Serve Time (g_s), s 0.0 17.9 0.0 0.7 0.0 10.0 0.0 19.4 Cycle Q Clear Time (g_c), s 0.0 17.9 0.0 0.7 0.0 10.0 0.0 19.4 Prot RT Sat Flow (s_R), veh/h/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Prot RT Eff Green (g_R), s 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Prop RT Outside Lane (P_R) 0.00 0.71 0.00 1.00 0.00 0.41 0.00 1.00 Lane Grp Cap (c), veh/h 0 679 0 229 0 806 0 297 V/C Ratio (X) 0.00 0.51 0.00 0.05 0.00 0.30 0.00 0.89 Avail Cap (c_a), veh/h 0 679 0 292 0 806 0 357 Upstream Filter (I) 0.00 1.00 0.00 1.00 0.00 1.00 0.00 1.00 Uniform Delay (d1), s/veh 0.0 24.5 0.0 41.6 0.0 17.5 0.0 44.1 Incr Delay (d2), s/veh 0.0 2.8 0.0 0.1 0.0 1.0 0.0 20.2 Initial Q Delay (d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Control Delay (d), s/veh 0.0 27.3 0.0 41.7 0.0 18.5 0.0 64.3 1st-Term Q (Q1), veh/ln 0.0 6.9 0.0 0.3 0.0 3.8 0.0 7.1 2nd-Term Q (Q2), veh/ln 0.0 0.5 0.0 0.0 0.0 0.2 0.0 1.7 3rd-Term Q (Q3), veh/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile Back of Q Factor (f_B%) 0.00 1.00 0.00 1.00 0.00 1.00 0.00 1.00 %ile Back of Q (50%), veh/ln 0.0 7.4 0.0 0.3 0.0 4.0 0.0 8.8 %ile Storage Ratio (RQ%) 0.00 0.20 0.00 0.08 0.00 0.27 0.00 0.26 Initial Q (Qb), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Final (Residual) Q (Qe), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Delay (ds), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Q (Qs), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Cap (cs), veh/h 0 0 0 0 0 0 0 0 Initial Q Clear Time (tc), h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Intersection Summary HCM 6th Ctrl Delay 34.8 HCM 6th LOS C Lanes, Volumes, Timings 8: US 2 & Valley Road 01/05/2022 Scenario 1 2027 No Build 02/04/2021 AM Peak Hour Synchro 11 Report VHB Page 9 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 44 764 13 10 744 33 6 4 13 11 6 8 Future Volume (vph) 44 764 13 10 744 33 6 4 13 11 6 8 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 0.998 0.994 0.924 0.957 Flt Protected 0.997 0.999 0.987 0.978 Satd. Flow (prot) 0 1818 0 0 1747 0 0 1699 0 0 1694 0 Flt Permitted 0.997 0.999 0.987 0.978 Satd. Flow (perm) 0 1818 0 0 1747 0 0 1699 0 0 1694 0 Link Speed (mph) 30 30 30 30 Link Distance (ft) 1323 340 842 1060 Travel Time (s) 30.1 7.7 19.1 24.1 Peak Hour Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Heavy Vehicles (%) 4% 4% 4% 8% 8% 8% 2% 2% 2% 5% 5% 5% Adj. Flow (vph) 44 764 13 10 744 33 6 4 13 11 6 8 Shared Lane Traffic (%) Lane Group Flow (vph) 0 821 0 0 787 0 0 23 0 0 25 0 Enter Blocked Intersection No No No No No No No No No No No No Lane Alignment Left Left Right Left Left Right Left Left Right Left Left Right Median Width(ft) 0 0 0 0 Link Offset(ft) 0 0 0 0 Crosswalk Width(ft) 16 16 16 16 Two way Left Turn Lane Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Turning Speed (mph) 15 9 15 9 15 9 15 9 Sign Control Free Free Stop Stop Intersection Summary Area Type: Other Control Type: Unsignalized Intersection Capacity Utilization 77.5% ICU Level of Service D Analysis Period (min) 15 HCM 6th TWSC 8: US 2 & Valley Road 01/05/2022 Scenario 1 2027 No Build 02/04/2021 AM Peak Hour Synchro 11 Report VHB Page 10 Intersection Int Delay, s/veh 1.6 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 44 764 13 10 744 33 6 4 13 11 6 8 Future Vol, veh/h 44 764 13 10 744 33 6 4 13 11 6 8 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - - None - - None - - None - - None Storage Length - - - - - - - - - - - - Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 100 100 100 100 100 100 100 100 100 100 100 100 Heavy Vehicles, % 4 4 4 8 8 8 2 2 2 5 5 5 Mvmt Flow 44 764 13 10 744 33 6 4 13 11 6 8 Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All 777 0 0 777 0 0 1647 1656 771 1648 1646 761 Stage 1 - - - - - - 859 859 - 781 781 - Stage 2 - - - - - - 788 797 - 867 865 - Critical Hdwy 4.14 - - 4.18 - - 7.12 6.52 6.22 7.15 6.55 6.25 Critical Hdwy Stg 1 - - - - - - 6.12 5.52 - 6.15 5.55 - Critical Hdwy Stg 2 - - - - - - 6.12 5.52 - 6.15 5.55 - Follow-up Hdwy 2.236 - - 2.272 - - 3.518 4.018 3.318 3.545 4.045 3.345 Pot Cap-1 Maneuver 831 - - 813 - - 79 98 400 78 98 401 Stage 1 - - - - - - 351 373 - 383 401 - Stage 2 - - - - - - 384 399 - 343 367 - Platoon blocked, % - - - - Mov Cap-1 Maneuver 831 - - 813 - - 67 87 400 67 87 401 Mov Cap-2 Maneuver - - - - - - 67 87 - 67 87 - Stage 1 - - - - - - 318 338 - 347 392 - Stage 2 - - - - - - 362 390 - 297 333 - Approach EB WB NB SB HCM Control Delay, s 0.5 0.1 36.5 53.2 HCM LOS E F Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBRSBLn1 Capacity (veh/h) 137 831 - - 813 - - 99 HCM Lane V/C Ratio 0.168 0.053 - - 0.012 - - 0.253 HCM Control Delay (s) 36.5 9.6 0 - 9.5 0 - 53.2 HCM Lane LOS E A A - A A - F HCM 95th %tile Q(veh) 0.6 0.2 - - 0 - - 0.9 Lanes, Volumes, Timings 1: Driveway 01/05/2022 Scenario 1 2027 Build 02/04/2021 AM Peak Hour Synchro 11 Report VHB Page 1 Lane Group EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Volume (vph) 141 792 792 47 9 26 Future Volume (vph) 141 792 792 47 9 26 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 Storage Length (ft) 100 0 0 100 Storage Lanes 1 0 1 1 Taper Length (ft) 25 25 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 Frt 0.992 0.850 Flt Protected 0.950 0.950 Satd. Flow (prot) 1736 1827 1745 0 1770 1583 Flt Permitted 0.950 0.950 Satd. Flow (perm) 1736 1827 1745 0 1770 1583 Link Speed (mph) 30 30 30 Link Distance (ft) 340 979 893 Travel Time (s) 7.7 22.3 20.3 Peak Hour Factor 1.00 1.00 1.00 1.00 1.00 1.00 Heavy Vehicles (%) 4% 4% 8% 8% 2% 2% Adj. Flow (vph) 141 792 792 47 9 26 Shared Lane Traffic (%) Lane Group Flow (vph) 141 792 839 0 9 26 Enter Blocked Intersection No No No No No No Lane Alignment Left Left Left Right Left Right Median Width(ft) 12 12 12 Link Offset(ft) 0 0 0 Crosswalk Width(ft) 16 16 16 Two way Left Turn Lane Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 Turning Speed (mph) 15 9 15 9 Sign Control Free Free Stop Intersection Summary Area Type: Other Control Type: Unsignalized Intersection Capacity Utilization 65.7% ICU Level of Service C Analysis Period (min) 15 HCM 6th TWSC 1: Driveway 01/05/2022 Scenario 1 2027 Build 02/04/2021 AM Peak Hour Synchro 11 Report VHB Page 2 Intersection Int Delay, s/veh 1.4 Movement EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Vol, veh/h 141 792 792 47 9 26 Future Vol, veh/h 141 792 792 47 9 26 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length 100 - - - 0 100 Veh in Median Storage, # - 0 0 - 0 - Grade, % - 0 0 - 0 - Peak Hour Factor 100 100 100 100 100 100 Heavy Vehicles, % 4 4 8 8 2 2 Mvmt Flow 141 792 792 47 9 26 Major/Minor Major1 Major2 Minor2 Conflicting Flow All 839 0 - 0 1890 816 Stage 1 - - - - 816 - Stage 2 - - - - 1074 - Critical Hdwy 4.14 - - - 6.42 6.22 Critical Hdwy Stg 1 - - - - 5.42 - Critical Hdwy Stg 2 - - - - 5.42 - Follow-up Hdwy 2.236 - - - 3.518 3.318 Pot Cap-1 Maneuver 787 - - - 77 377 Stage 1 - - - - 435 - Stage 2 - - - - 328 - Platoon blocked, % - - - Mov Cap-1 Maneuver 787 - - - 63 377 Mov Cap-2 Maneuver - - - - 63 - Stage 1 - - - - 357 - Stage 2 - - - - 328 - Approach EB WB SB HCM Control Delay, s 1.6 0 29.7 HCM LOS D Minor Lane/Major Mvmt EBL EBT WBT WBRSBLn1 SBLn2 Capacity (veh/h) 787 - - - 63 377 HCM Lane V/C Ratio 0.179 - - - 0.143 0.069 HCM Control Delay (s) 10.6 - - - 71.4 15.3 HCM Lane LOS B - - - F C HCM 95th %tile Q(veh) 0.7 - - - 0.5 0.2 Lanes, Volumes, Timings 2: US 2 & Aviation Avenue 01/05/2022 Scenario 1 2027 Build 02/04/2021 AM Peak Hour Synchro 11 Report VHB Page 3 Lane Group EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Volume (vph) 45 942 767 16 7 7 Future Volume (vph) 45 942 767 16 7 7 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 Storage Length (ft) 50 0 250 250 Storage Lanes 1 0 1 0 Taper Length (ft) 25 25 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 Frt 0.997 0.850 Flt Protected 0.950 0.950 Satd. Flow (prot) 1752 1845 1821 0 1517 1357 Flt Permitted 0.950 0.950 Satd. Flow (perm) 1752 1845 1821 0 1517 1357 Link Speed (mph) 30 30 30 Link Distance (ft) 959 673 785 Travel Time (s) 21.8 15.3 17.8 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 Heavy Vehicles (%) 3% 3% 4% 4% 19% 19% Adj. Flow (vph) 49 1024 834 17 8 8 Shared Lane Traffic (%) Lane Group Flow (vph) 49 1024 851 0 8 8 Enter Blocked Intersection No No No No No No Lane Alignment Left Left Left Right Left Right Median Width(ft) 12 12 12 Link Offset(ft) 0 0 0 Crosswalk Width(ft) 16 16 16 Two way Left Turn Lane Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 Turning Speed (mph) 15 9 15 9 Sign Control Free Free Stop Intersection Summary Area Type: Other Control Type: Unsignalized Intersection Capacity Utilization 59.6% ICU Level of Service B Analysis Period (min) 15 HCM 6th TWSC 2: US 2 & Aviation Avenue 01/05/2022 Scenario 1 2027 Build 02/04/2021 AM Peak Hour Synchro 11 Report VHB Page 4 Intersection Int Delay, s/veh 0.6 Movement EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Vol, veh/h 45 942 767 16 7 7 Future Vol, veh/h 45 942 767 16 7 7 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length 50 - - - 250 - Veh in Median Storage, # - 0 0 - 0 - Grade, % - 0 0 - 0 - Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 3 3 4 4 19 19 Mvmt Flow 49 1024 834 17 8 8 Major/Minor Major1 Major2 Minor2 Conflicting Flow All 851 0 - 0 1965 843 Stage 1 - - - - 843 - Stage 2 - - - - 1122 - Critical Hdwy 4.13 - - - 6.59 6.39 Critical Hdwy Stg 1 - - - - 5.59 - Critical Hdwy Stg 2 - - - - 5.59 - Follow-up Hdwy 2.227 - - - 3.671 3.471 Pot Cap-1 Maneuver 783 - - - 62 339 Stage 1 - - - - 395 - Stage 2 - - - - 288 - Platoon blocked, % - - - Mov Cap-1 Maneuver 783 - - - 58 339 Mov Cap-2 Maneuver - - - - 58 - Stage 1 - - - - 370 - Stage 2 - - - - 288 - Approach EB WB SB HCM Control Delay, s 0.5 0 46.1 HCM LOS E Minor Lane/Major Mvmt EBL EBT WBT WBRSBLn1 SBLn2 Capacity (veh/h) 783 - - - 58 339 HCM Lane V/C Ratio 0.062 - - - 0.131 0.022 HCM Control Delay (s) 9.9 - - - 76.2 15.9 HCM Lane LOS A - - - F C HCM 95th %tile Q(veh) 0.2 - - - 0.4 0.1 Lanes, Volumes, Timings 3: Kennedy Drive/Airport Drive & US 2 01/05/2022 Scenario 1 2027 Build 02/04/2021 AM Peak Hour Synchro 11 Report VHB Page 5 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 18 552 249 206 404 105 278 205 307 188 202 11 Future Volume (vph) 18 552 249 206 404 105 278 205 307 188 202 11 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Storage Length (ft) 150 0 250 250 250 0 0 90 Storage Lanes 0 0 1 0 1 1 1 1 Taper Length (ft) 25 25 25 25 Lane Util. Factor 1.00 0.95 0.95 1.00 0.95 0.95 1.00 1.00 1.00 1.00 1.00 1.00 Frt 0.953 0.969 0.850 0.850 Flt Protected 0.950 0.950 0.950 0.950 Satd. Flow (prot) 1736 3308 0 1671 3239 0 1656 1743 1482 1752 1845 1568 Flt Permitted 0.465 0.205 0.294 0.621 Satd. Flow (perm) 850 3308 0 361 3239 0 512 1743 1482 1146 1845 1568 Right Turn on Red Yes Yes Yes Yes Satd. Flow (RTOR) 65 36 307 191 Link Speed (mph) 30 30 30 30 Link Distance (ft) 1037 515 1008 604 Travel Time (s) 23.6 11.7 22.9 13.7 Peak Hour Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Heavy Vehicles (%) 4% 4% 4% 8% 8% 8% 9% 9% 9% 3% 3% 3% Adj. Flow (vph) 18 552 249 206 404 105 278 205 307 188 202 11 Shared Lane Traffic (%) Lane Group Flow (vph) 18 801 0 206 509 0 278 205 307 188 202 11 Enter Blocked Intersection No No No No No No No No No No No No Lane Alignment Left Left Right Left Left Right Left Left Right Left Left Right Median Width(ft) 12 12 12 12 Link Offset(ft) 0 0 0 0 Crosswalk Width(ft) 16 16 16 16 Two way Left Turn Lane Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Turning Speed (mph) 15 9 15 9 15 9 15 9 Number of Detectors 1 2 1 2 1 2 1 1 2 1 Detector Template Left Thru Left Thru Left Thru Right Left Thru Right Leading Detector (ft) 20 100 20 100 20 100 20 20 100 20 Trailing Detector (ft) 0 0 0 0 0 0 0 0 0 0 Detector 1 Position(ft) 0 0 0 0 0 0 0 0 0 0 Detector 1 Size(ft) 20 6 20 6 20 6 20 20 6 20 Detector 1 Type Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Detector 1 Channel Detector 1 Extend (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Detector 1 Queue (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Detector 1 Delay (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Detector 2 Position(ft) 94 94 94 94 Detector 2 Size(ft) 6 6 6 6 Detector 2 Type Cl+Ex Cl+Ex Cl+Ex Cl+Ex Detector 2 Channel Detector 2 Extend (s) 0.0 0.0 0.0 0.0 Turn Type pm+pt NA pm+pt NA pm+pt NA Perm pm+pt NA Perm Protected Phases 5 2 1 6 3 8 7 4 Lanes, Volumes, Timings 3: Kennedy Drive/Airport Drive & US 2 01/05/2022 Scenario 1 2027 Build 02/04/2021 AM Peak Hour Synchro 11 Report VHB Page 6 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Permitted Phases 2 6 8 8 4 4 Detector Phase 5 2 1 6 3 8 8 7 4 4 Switch Phase Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Minimum Split (s) 10.0 22.0 10.0 22.0 10.0 10.0 10.0 10.0 10.0 10.0 Total Split (s) 10.0 46.0 25.0 61.0 22.0 33.0 33.0 16.0 27.0 27.0 Total Split (%) 8.3% 38.3% 20.8% 50.8% 18.3% 27.5% 27.5% 13.3% 22.5% 22.5% Maximum Green (s) 4.0 40.0 19.0 55.0 16.0 27.0 27.0 10.0 21.0 21.0 Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 All-Red Time (s) 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s) 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0 Lead/Lag Lead Lag Lead Lag Lead Lag Lag Lead Lag Lag Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Recall Mode None Max None Max None None None None None None Act Effct Green (s) 45.3 41.2 60.1 56.5 37.8 22.3 22.3 26.5 16.6 16.6 Actuated g/C Ratio 0.41 0.37 0.54 0.51 0.34 0.20 0.20 0.24 0.15 0.15 v/c Ratio 0.05 0.63 0.59 0.30 0.83 0.58 0.57 0.57 0.73 0.03 Control Delay 14.3 29.6 21.0 16.3 50.9 47.6 8.7 36.4 61.2 0.1 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 14.3 29.6 21.0 16.3 50.9 47.6 8.7 36.4 61.2 0.1 LOS B C C B D D A D E A Approach Delay 29.3 17.6 33.7 47.9 Approach LOS C B C D Intersection Summary Area Type: Other Cycle Length: 120 Actuated Cycle Length: 110.4 Natural Cycle: 60 Control Type: Actuated-Uncoordinated Maximum v/c Ratio: 0.83 Intersection Signal Delay: 30.2 Intersection LOS: C Intersection Capacity Utilization 80.7% ICU Level of Service D Analysis Period (min) 15 Splits and Phases: 3: Kennedy Drive/Airport Drive & US 2 HCM 6th Signalized Intersection Summary 3: Kennedy Drive/Airport Drive & US 2 01/05/2022 Scenario 1 2027 Build 02/04/2021 AM Peak Hour Synchro 11 Report VHB Page 7 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 18 552 249 206 404 105 278 205 307 188 202 11 Future Volume (veh/h) 18 552 249 206 404 105 278 205 307 188 202 11 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1841 1841 1841 1781 1781 1781 1767 1767 1767 1856 1856 1856 Adj Flow Rate, veh/h 18 552 249 206 404 105 278 205 307 188 202 11 Peak Hour Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Percent Heavy Veh, % 4 4 4 8 8 8 9 9 9 3 3 3 Cap, veh/h 418 933 420 350 1257 323 368 391 332 318 316 267 Arrive On Green 0.02 0.40 0.40 0.09 0.47 0.47 0.14 0.22 0.22 0.09 0.17 0.17 Sat Flow, veh/h 1753 2344 1055 1697 2665 686 1682 1767 1497 1767 1856 1572 Grp Volume(v), veh/h 18 411 390 206 255 254 278 205 307 188 202 11 Grp Sat Flow(s),veh/h/ln 1753 1749 1651 1697 1692 1658 1682 1767 1497 1767 1856 1572 Q Serve(g_s), s 0.7 21.6 21.7 8.0 10.9 11.1 15.6 11.9 23.4 10.0 11.8 0.7 Cycle Q Clear(g_c), s 0.7 21.6 21.7 8.0 10.9 11.1 15.6 11.9 23.4 10.0 11.8 0.7 Prop In Lane 1.00 0.64 1.00 0.41 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 418 696 657 350 798 782 368 391 332 318 316 267 V/C Ratio(X) 0.04 0.59 0.59 0.59 0.32 0.32 0.75 0.52 0.93 0.59 0.64 0.04 Avail Cap(c_a), veh/h 452 696 657 475 798 782 368 409 347 318 334 283 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 20.3 27.6 27.6 19.9 19.2 19.2 33.0 40.0 44.4 36.5 45.1 40.4 Incr Delay (d2), s/veh 0.0 3.7 3.9 1.6 1.1 1.1 8.6 1.1 29.5 2.9 3.8 0.1 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 0.3 9.6 9.2 3.2 4.5 4.5 7.2 5.3 11.3 4.7 5.8 0.3 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 20.4 31.3 31.6 21.4 20.2 20.3 41.5 41.1 73.9 39.4 48.8 40.5 LnGrp LOS C C C C C C D D E D D D Approach Vol, veh/h 819 715 790 401 Approach Delay, s/veh 31.2 20.6 54.0 44.2 Approach LOS C C D D Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 16.4 52.4 22.0 25.8 7.8 61.0 16.0 31.8 Change Period (Y+Rc), s 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0 Max Green Setting (Gmax), s 19.0 40.0 16.0 21.0 4.0 55.0 10.0 27.0 Max Q Clear Time (g_c+I1), s 10.0 23.7 17.6 13.8 2.7 13.1 12.0 25.4 Green Ext Time (p_c), s 0.4 4.8 0.0 0.6 0.0 3.5 0.0 0.4 Intersection Summary HCM 6th Ctrl Delay 36.9 HCM 6th LOS D HCM 6th Signalized Intersection Capacity Analysis 3: Kennedy Drive/Airport Drive & US 2 01/05/2022 Scenario 1 2027 Build 02/04/2021 AM Peak Hour Synchro 11 Report VHB Page 8 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 18 552 249 206 404 105 278 205 307 188 202 11 Future Volume (veh/h) 18 552 249 206 404 105 278 205 307 188 202 11 Number 5 2 12 1 6 16 3 8 18 7 4 14 Initial Q, veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj (A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Lanes Open During Work Zone Adj Sat Flow, veh/h/ln 1841 1841 1841 1781 1781 1781 1767 1767 1767 1856 1856 1856 Adj Flow Rate, veh/h 18 552 249 206 404 105 278 205 307 188 202 11 Peak Hour Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Percent Heavy Veh, % 4 4 4 8 8 8 9 9 9 3 3 3 Opposing Right Turn Influence Yes Yes Yes Yes Cap, veh/h 418 933 420 350 1257 323 368 391 332 318 316 267 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Prop Arrive On Green 0.02 0.40 0.40 0.09 0.47 0.47 0.14 0.22 0.22 0.09 0.17 0.17 Unsig. Movement Delay Ln Grp Delay, s/veh 20.4 31.3 31.6 21.4 20.2 20.3 41.5 41.1 73.9 39.4 48.8 40.5 Ln Grp LOS C C C C C C D D E D D D Approach Vol, veh/h 819 715 790 401 Approach Delay, s/veh 31.2 20.6 54.0 44.2 Approach LOS C C D D Timer: 1 2 3 4 5 6 7 8 Assigned Phs 1 2 3 4 5 6 7 8 Case No 1.1 4.0 1.1 3.0 1.1 4.0 1.1 3.0 Phs Duration (G+Y+Rc), s 16.4 52.4 22.0 25.8 7.8 61.0 16.0 31.8 Change Period (Y+Rc), s 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0 Max Green (Gmax), s 19.0 40.0 16.0 21.0 4.0 55.0 10.0 27.0 Max Allow Headway (MAH), s 3.8 5.4 3.8 5.2 3.8 5.3 3.8 4.5 Max Q Clear (g_c+l1), s 10.0 23.7 17.6 13.8 2.7 13.1 12.0 25.4 Green Ext Time (g_e), s 0.4 4.8 0.0 0.6 0.0 3.5 0.0 0.4 Prob of Phs Call (p_c) 1.00 1.00 1.00 1.00 0.44 1.00 1.00 1.00 Prob of Max Out (p_x) 0.02 0.00 1.00 0.38 1.00 0.00 1.00 1.00 Left-Turn Movement Data Assigned Mvmt 1 3 5 7 Mvmt Sat Flow, veh/h 1697 1682 1753 1767 Through Movement Data Assigned Mvmt 2 4 6 8 Mvmt Sat Flow, veh/h 2344 1856 2665 1767 Right-Turn Movement Data Assigned Mvmt 12 14 16 18 Mvmt Sat Flow, veh/h 1055 1572 686 1497 Left Lane Group Data Assigned Mvmt 1 0 3 0 5 0 7 0 Lane Assignment L (Pr/Pm) L (Pr/Pm) L (Pr/Pm) L (Pr/Pm) HCM 6th Signalized Intersection Capacity Analysis 3: Kennedy Drive/Airport Drive & US 2 01/05/2022 Scenario 1 2027 Build 02/04/2021 AM Peak Hour Synchro 11 Report VHB Page 9 Lanes in Grp 1 0 1 0 1 0 1 0 Grp Vol (v), veh/h 206 0 278 0 18 0 188 0 Grp Sat Flow (s), veh/h/ln 1697 0 1682 0 1753 0 1767 0 Q Serve Time (g_s), s 8.0 0.0 15.6 0.0 0.7 0.0 10.0 0.0 Cycle Q Clear Time (g_c), s 8.0 0.0 15.6 0.0 0.7 0.0 10.0 0.0 Perm LT Sat Flow (s_l), veh/h/ln 647 0 1104 0 877 0 881 0 Shared LT Sat Flow (s_sh), veh/h/ln 0 0 0 0 0 0 0 0 Perm LT Eff Green (g_p), s 48.4 0.0 21.8 0.0 46.4 0.0 19.8 0.0 Perm LT Serve Time (g_u), s 24.7 0.0 8.0 0.0 43.9 0.0 13.9 0.0 Perm LT Q Serve Time (g_ps), s 11.1 0.0 4.7 0.0 0.1 0.0 2.4 0.0 Time to First Blk (g_f), s 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Serve Time pre Blk (g_fs), s 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Prop LT Inside Lane (P_L) 1.00 0.00 1.00 0.00 1.00 0.00 1.00 0.00 Lane Grp Cap (c), veh/h 350 0 368 0 418 0 318 0 V/C Ratio (X) 0.59 0.00 0.75 0.00 0.04 0.00 0.59 0.00 Avail Cap (c_a), veh/h 475 0 368 0 452 0 318 0 Upstream Filter (I) 1.00 0.00 1.00 0.00 1.00 0.00 1.00 0.00 Uniform Delay (d1), s/veh 19.9 0.0 33.0 0.0 20.3 0.0 36.5 0.0 Incr Delay (d2), s/veh 1.6 0.0 8.6 0.0 0.0 0.0 2.9 0.0 Initial Q Delay (d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Control Delay (d), s/veh 21.4 0.0 41.5 0.0 20.4 0.0 39.4 0.0 1st-Term Q (Q1), veh/ln 3.1 0.0 6.3 0.0 0.3 0.0 4.4 0.0 2nd-Term Q (Q2), veh/ln 0.2 0.0 0.9 0.0 0.0 0.0 0.3 0.0 3rd-Term Q (Q3), veh/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile Back of Q Factor (f_B%) 1.00 0.00 1.00 0.00 1.00 0.00 1.00 0.00 %ile Back of Q (50%), veh/ln 3.2 0.0 7.2 0.0 0.3 0.0 4.7 0.0 %ile Storage Ratio (RQ%) 0.34 0.00 0.77 0.00 0.01 0.00 0.23 0.00 Initial Q (Qb), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Final (Residual) Q (Qe), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Delay (ds), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Q (Qs), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Cap (cs), veh/h 0 0 0 0 0 0 0 0 Initial Q Clear Time (tc), h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Middle Lane Group Data Assigned Mvmt 0 2 0 4 0 6 0 8 Lane Assignment T T T T Lanes in Grp 0 1 0 1 0 1 0 1 Grp Vol (v), veh/h 0 411 0 202 0 255 0 205 Grp Sat Flow (s), veh/h/ln 0 1749 0 1856 0 1692 0 1767 Q Serve Time (g_s), s 0.0 21.6 0.0 11.8 0.0 10.9 0.0 11.9 Cycle Q Clear Time (g_c), s 0.0 21.6 0.0 11.8 0.0 10.9 0.0 11.9 Lane Grp Cap (c), veh/h 0 696 0 316 0 798 0 391 V/C Ratio (X) 0.00 0.59 0.00 0.64 0.00 0.32 0.00 0.52 Avail Cap (c_a), veh/h 0 696 0 334 0 798 0 409 Upstream Filter (I) 0.00 1.00 0.00 1.00 0.00 1.00 0.00 1.00 Uniform Delay (d1), s/veh 0.0 27.6 0.0 45.1 0.0 19.2 0.0 40.0 Incr Delay (d2), s/veh 0.0 3.7 0.0 3.8 0.0 1.1 0.0 1.1 Initial Q Delay (d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Control Delay (d), s/veh 0.0 31.3 0.0 48.8 0.0 20.2 0.0 41.1 1st-Term Q (Q1), veh/ln 0.0 8.9 0.0 5.4 0.0 4.3 0.0 5.2 2nd-Term Q (Q2), veh/ln 0.0 0.7 0.0 0.3 0.0 0.2 0.0 0.1 HCM 6th Signalized Intersection Capacity Analysis 3: Kennedy Drive/Airport Drive & US 2 01/05/2022 Scenario 1 2027 Build 02/04/2021 AM Peak Hour Synchro 11 Report VHB Page 10 3rd-Term Q (Q3), veh/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile Back of Q Factor (f_B%) 0.00 1.00 0.00 1.00 0.00 1.00 0.00 1.00 %ile Back of Q (50%), veh/ln 0.0 9.6 0.0 5.8 0.0 4.5 0.0 5.3 %ile Storage Ratio (RQ%) 0.00 0.26 0.00 0.28 0.00 0.30 0.00 0.15 Initial Q (Qb), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Final (Residual) Q (Qe), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Delay (ds), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Q (Qs), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Cap (cs), veh/h 0 0 0 0 0 0 0 0 Initial Q Clear Time (tc), h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Right Lane Group Data Assigned Mvmt 0 12 0 14 0 16 0 18 Lane Assignment T+R R T+R R Lanes in Grp 0 1 0 1 0 1 0 1 Grp Vol (v), veh/h 0 390 0 11 0 254 0 307 Grp Sat Flow (s), veh/h/ln 0 1651 0 1572 0 1658 0 1497 Q Serve Time (g_s), s 0.0 21.7 0.0 0.7 0.0 11.1 0.0 23.4 Cycle Q Clear Time (g_c), s 0.0 21.7 0.0 0.7 0.0 11.1 0.0 23.4 Prot RT Sat Flow (s_R), veh/h/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Prot RT Eff Green (g_R), s 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Prop RT Outside Lane (P_R) 0.00 0.64 0.00 1.00 0.00 0.41 0.00 1.00 Lane Grp Cap (c), veh/h 0 657 0 267 0 782 0 332 V/C Ratio (X) 0.00 0.59 0.00 0.04 0.00 0.32 0.00 0.93 Avail Cap (c_a), veh/h 0 657 0 283 0 782 0 347 Upstream Filter (I) 0.00 1.00 0.00 1.00 0.00 1.00 0.00 1.00 Uniform Delay (d1), s/veh 0.0 27.6 0.0 40.4 0.0 19.2 0.0 44.4 Incr Delay (d2), s/veh 0.0 3.9 0.0 0.1 0.0 1.1 0.0 29.5 Initial Q Delay (d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Control Delay (d), s/veh 0.0 31.6 0.0 40.5 0.0 20.3 0.0 73.9 1st-Term Q (Q1), veh/ln 0.0 8.5 0.0 0.3 0.0 4.3 0.0 8.6 2nd-Term Q (Q2), veh/ln 0.0 0.7 0.0 0.0 0.0 0.2 0.0 2.7 3rd-Term Q (Q3), veh/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile Back of Q Factor (f_B%) 0.00 1.00 0.00 1.00 0.00 1.00 0.00 1.00 %ile Back of Q (50%), veh/ln 0.0 9.2 0.0 0.3 0.0 4.5 0.0 11.3 %ile Storage Ratio (RQ%) 0.00 0.25 0.00 0.08 0.00 0.30 0.00 0.33 Initial Q (Qb), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Final (Residual) Q (Qe), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Delay (ds), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Q (Qs), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Cap (cs), veh/h 0 0 0 0 0 0 0 0 Initial Q Clear Time (tc), h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Intersection Summary HCM 6th Ctrl Delay 36.9 HCM 6th LOS D Lanes, Volumes, Timings 8: Shunpike & US 2 01/05/2022 Scenario 1 2027 Build 02/04/2021 AM Peak Hour Synchro 11 Report VHB Page 11 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 44 909 13 10 774 33 6 4 13 11 6 8 Future Volume (vph) 44 909 13 10 774 33 6 4 13 11 6 8 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 0.998 0.995 0.924 0.957 Flt Protected 0.998 0.999 0.987 0.978 Satd. Flow (prot) 0 1820 0 0 1749 0 0 1699 0 0 1694 0 Flt Permitted 0.998 0.999 0.987 0.978 Satd. Flow (perm) 0 1820 0 0 1749 0 0 1699 0 0 1694 0 Link Speed (mph) 30 30 30 30 Link Distance (ft) 1323 340 842 372 Travel Time (s) 30.1 7.7 19.1 8.5 Peak Hour Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Heavy Vehicles (%) 4% 4% 4% 8% 8% 8% 2% 2% 2% 5% 5% 5% Adj. Flow (vph) 44 909 13 10 774 33 6 4 13 11 6 8 Shared Lane Traffic (%) Lane Group Flow (vph) 0 966 0 0 817 0 0 23 0 0 25 0 Enter Blocked Intersection No No No No No No No No No No No No Lane Alignment Left Left Right Left Left Right Left Left Right Left Left Right Median Width(ft) 0 0 0 0 Link Offset(ft) 0 0 0 0 Crosswalk Width(ft) 16 16 16 16 Two way Left Turn Lane Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Turning Speed (mph) 15 9 15 9 15 9 15 9 Sign Control Free Free Stop Stop Intersection Summary Area Type: Other Control Type: Unsignalized Intersection Capacity Utilization 85.2% ICU Level of Service E Analysis Period (min) 15 HCM 6th TWSC 8: Shunpike & US 2 01/05/2022 Scenario 1 2027 Build 02/04/2021 AM Peak Hour Synchro 11 Report VHB Page 12 Intersection Int Delay, s/veh 1.9 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 44 909 13 10 774 33 6 4 13 11 6 8 Future Vol, veh/h 44 909 13 10 774 33 6 4 13 11 6 8 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - - None - - None - - None - - None Storage Length - - - - - - - - - - - - Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 100 100 100 100 100 100 100 100 100 100 100 100 Heavy Vehicles, % 4 4 4 8 8 8 2 2 2 5 5 5 Mvmt Flow 44 909 13 10 774 33 6 4 13 11 6 8 Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All 807 0 0 922 0 0 1822 1831 916 1823 1821 791 Stage 1 - - - - - - 1004 1004 - 811 811 - Stage 2 - - - - - - 818 827 - 1012 1010 - Critical Hdwy 4.14 - - 4.18 - - 7.12 6.52 6.22 7.15 6.55 6.25 Critical Hdwy Stg 1 - - - - - - 6.12 5.52 - 6.15 5.55 - Critical Hdwy Stg 2 - - - - - - 6.12 5.52 - 6.15 5.55 - Follow-up Hdwy 2.236 - - 2.272 - - 3.518 4.018 3.318 3.545 4.045 3.345 Pot Cap-1 Maneuver 809 - - 716 - - 60 76 330 59 76 385 Stage 1 - - - - - - 291 320 - 369 388 - Stage 2 - - - - - - 370 386 - 285 314 - Platoon blocked, % - - - - Mov Cap-1 Maneuver 809 - - 716 - - 49 66 330 49 66 385 Mov Cap-2 Maneuver - - - - - - 49 66 - 49 66 - Stage 1 - - - - - - 258 284 - 328 378 - Stage 2 - - - - - - 348 376 - 240 279 - Approach EB WB NB SB HCM Control Delay, s 0.4 0.1 49.7 76.7 HCM LOS E F Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBRSBLn1 Capacity (veh/h) 103 809 - - 716 - - 74 HCM Lane V/C Ratio 0.223 0.054 - - 0.014 - - 0.338 HCM Control Delay (s) 49.7 9.7 0 - 10.1 0 - 76.7 HCM Lane LOS E A A - B A - F HCM 95th %tile Q(veh) 0.8 0.2 - - 0 - - 1.3 Lanes, Volumes, Timings 2: US 2 & Aviation Avenue 01/05/2022 Scenario 1 2027 No Build 02/04/2021 PM Peak Hour Synchro 11 Report VHB Page 1 Lane Group EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Volume (vph) 11 777 854 2 8 30 Future Volume (vph) 11 777 854 2 8 30 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 Storage Length (ft) 50 0 250 250 Storage Lanes 1 0 1 0 Taper Length (ft) 25 25 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 Frt 0.850 Flt Protected 0.950 0.950 Satd. Flow (prot) 1752 1845 1881 0 1752 1568 Flt Permitted 0.950 0.950 Satd. Flow (perm) 1752 1845 1881 0 1752 1568 Link Speed (mph) 30 30 30 Link Distance (ft) 965 673 785 Travel Time (s) 21.9 15.3 17.8 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 Heavy Vehicles (%) 3% 3% 1% 1% 3% 3% Adj. Flow (vph) 12 845 928 2 9 33 Shared Lane Traffic (%) Lane Group Flow (vph) 12 845 930 0 9 33 Enter Blocked Intersection No No No No No No Lane Alignment Left Left Left Right Left Right Median Width(ft) 12 12 12 Link Offset(ft) 0 0 0 Crosswalk Width(ft) 16 16 16 Two way Left Turn Lane Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 Turning Speed (mph) 15 9 15 9 Sign Control Free Free Stop Intersection Summary Area Type: Other Control Type: Unsignalized Intersection Capacity Utilization 55.1% ICU Level of Service B Analysis Period (min) 15 HCM 6th TWSC 2: US 2 & Aviation Avenue 01/05/2022 Scenario 1 2027 No Build 02/04/2021 PM Peak Hour Synchro 11 Report VHB Page 2 Intersection Int Delay, s/veh 0.6 Movement EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Vol, veh/h 11 777 854 2 8 30 Future Vol, veh/h 11 777 854 2 8 30 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length 50 - - - 250 - Veh in Median Storage, # - 0 0 - 0 - Grade, % - 0 0 - 0 - Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 3 3 1 1 3 3 Mvmt Flow 12 845 928 2 9 33 Major/Minor Major1 Major2 Minor2 Conflicting Flow All 930 0 - 0 1798 929 Stage 1 - - - - 929 - Stage 2 - - - - 869 - Critical Hdwy 4.13 - - - 6.43 6.23 Critical Hdwy Stg 1 - - - - 5.43 - Critical Hdwy Stg 2 - - - - 5.43 - Follow-up Hdwy 2.227 - - - 3.527 3.327 Pot Cap-1 Maneuver 731 - - - 87 323 Stage 1 - - - - 383 - Stage 2 - - - - 409 - Platoon blocked, % - - - Mov Cap-1 Maneuver 731 - - - 86 323 Mov Cap-2 Maneuver - - - - 86 - Stage 1 - - - - 377 - Stage 2 - - - - 409 - Approach EB WB SB HCM Control Delay, s 0.1 0 24.6 HCM LOS C Minor Lane/Major Mvmt EBL EBT WBT WBRSBLn1 SBLn2 Capacity (veh/h) 731 - - - 86 323 HCM Lane V/C Ratio 0.016 - - - 0.101 0.101 HCM Control Delay (s) 10 - - - 51.5 17.4 HCM Lane LOS B - - - F C HCM 95th %tile Q(veh) 0.1 - - - 0.3 0.3 Lanes, Volumes, Timings 3: Kennedy Drive/Airport Drive & US 2 01/05/2022 Scenario 1 2027 No Build 02/04/2021 PM Peak Hour Synchro 11 Report VHB Page 3 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 29 376 277 252 485 167 351 304 221 171 214 18 Future Volume (vph) 29 376 277 252 485 167 351 304 221 171 214 18 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Storage Length (ft) 150 0 250 250 250 0 0 90 Storage Lanes 0 0 1 0 1 1 1 1 Taper Length (ft) 25 25 25 25 Lane Util. Factor 1.00 0.95 0.95 1.00 0.95 0.95 1.00 1.00 1.00 1.00 1.00 1.00 Frt 0.936 0.962 0.850 0.850 Flt Protected 0.950 0.950 0.950 0.950 Satd. Flow (prot) 1736 3249 0 1736 3339 0 1719 1810 1538 1770 1863 1583 Flt Permitted 0.404 0.197 0.301 0.523 Satd. Flow (perm) 738 3249 0 360 3339 0 545 1810 1538 974 1863 1583 Right Turn on Red Yes Yes Yes Yes Satd. Flow (RTOR) 214 63 286 286 Link Speed (mph) 30 30 30 30 Link Distance (ft) 1037 508 1008 604 Travel Time (s) 23.6 11.5 22.9 13.7 Peak Hour Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Heavy Vehicles (%) 4% 4% 4% 4% 4% 4% 5% 5% 5% 2% 2% 2% Adj. Flow (vph) 29 376 277 252 485 167 351 304 221 171 214 18 Shared Lane Traffic (%) Lane Group Flow (vph) 29 653 0 252 652 0 351 304 221 171 214 18 Enter Blocked Intersection No No No No No No No No No No No No Lane Alignment Left Left Right Left Left Right Left Left Right Left Left Right Median Width(ft) 12 12 12 12 Link Offset(ft) 0 0 0 0 Crosswalk Width(ft) 16 16 16 16 Two way Left Turn Lane Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Turning Speed (mph) 15 9 15 9 15 9 15 9 Number of Detectors 1 2 1 2 1 2 1 1 2 1 Detector Template Left Thru Left Thru Left Thru Right Left Thru Right Leading Detector (ft) 20 100 20 100 20 100 20 20 100 20 Trailing Detector (ft) 0 0 0 0 0 0 0 0 0 0 Detector 1 Position(ft) 0 0 0 0 0 0 0 0 0 0 Detector 1 Size(ft) 20 6 20 6 20 6 20 20 6 20 Detector 1 Type Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Detector 1 Channel Detector 1 Extend (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Detector 1 Queue (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Detector 1 Delay (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Detector 2 Position(ft) 94 94 94 94 Detector 2 Size(ft) 6 6 6 6 Detector 2 Type Cl+Ex Cl+Ex Cl+Ex Cl+Ex Detector 2 Channel Detector 2 Extend (s) 0.0 0.0 0.0 0.0 Turn Type pm+pt NA pm+pt NA pm+pt NA Perm pm+pt NA Perm Protected Phases 5 2 1 6 3 8 7 4 Lanes, Volumes, Timings 3: Kennedy Drive/Airport Drive & US 2 01/05/2022 Scenario 1 2027 No Build 02/04/2021 PM Peak Hour Synchro 11 Report VHB Page 4 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Permitted Phases 2 6 8 8 4 4 Detector Phase 5 2 1 6 3 8 8 7 4 4 Switch Phase Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 1.0 1.0 4.0 4.0 4.0 Minimum Split (s) 10.0 22.0 10.0 22.0 10.0 10.0 10.0 10.0 10.0 10.0 Total Split (s) 10.0 24.0 18.0 32.0 19.0 25.0 25.0 13.0 19.0 19.0 Total Split (%) 12.5% 30.0% 22.5% 40.0% 23.8% 31.3% 31.3% 16.3% 23.8% 23.8% Maximum Green (s) 4.0 18.0 12.0 26.0 13.0 19.0 19.0 7.0 13.0 13.0 Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 All-Red Time (s) 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s) 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0 Lead/Lag Lead Lag Lead Lag Lead Lag Lag Lead Lag Lag Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Recall Mode None Max None Max None None None None None None Act Effct Green (s) 22.0 18.0 35.2 31.3 31.0 18.0 18.0 19.1 12.1 12.1 Actuated g/C Ratio 0.28 0.23 0.45 0.40 0.40 0.23 0.23 0.24 0.15 0.15 v/c Ratio 0.11 0.72 0.70 0.47 0.86 0.73 0.39 0.55 0.75 0.04 Control Delay 14.7 23.8 26.2 18.2 41.3 39.8 3.4 25.3 49.1 0.2 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 14.7 23.8 26.2 18.2 41.3 39.8 3.4 25.3 49.1 0.2 LOS B C C B D D A C D A Approach Delay 23.4 20.4 31.2 36.8 Approach LOS C C C D Intersection Summary Area Type: Other Cycle Length: 80 Actuated Cycle Length: 78.3 Natural Cycle: 65 Control Type: Semi Act-Uncoord Maximum v/c Ratio: 0.86 Intersection Signal Delay: 26.7 Intersection LOS: C Intersection Capacity Utilization 83.9% ICU Level of Service E Analysis Period (min) 15 Splits and Phases: 3: Kennedy Drive/Airport Drive & US 2 HCM 6th Signalized Intersection Summary 3: Kennedy Drive/Airport Drive & US 2 01/05/2022 Scenario 1 2027 No Build 02/04/2021 PM Peak Hour Synchro 11 Report VHB Page 5 Min green cannot be less than 2 seconds, (Phase 8). HCM 6th Signalized Intersection Capacity Analysis 3: Kennedy Drive/Airport Drive & US 2 01/05/2022 Scenario 1 2027 No Build 02/04/2021 PM Peak Hour Synchro 11 Report VHB Page 6 Min green cannot be less than 2 seconds, (Phase 8). Lanes, Volumes, Timings 8: Shunpike/Valley Road & US 2 01/05/2022 Scenario 1 2027 No Build 02/04/2021 PM Peak Hour Synchro 11 Report VHB Page 7 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 10 818 7 9 807 17 7 10 0 13 3 22 Future Volume (vph) 10 818 7 9 807 17 7 10 0 13 3 22 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 0.999 0.997 0.922 Flt Protected 0.999 0.999 0.980 0.983 Satd. Flow (prot) 0 1823 0 0 1820 0 0 1825 0 0 1640 0 Flt Permitted 0.999 0.999 0.980 0.983 Satd. Flow (perm) 0 1823 0 0 1820 0 0 1825 0 0 1640 0 Link Speed (mph) 30 30 30 30 Link Distance (ft) 1323 340 842 1060 Travel Time (s) 30.1 7.7 19.1 24.1 Peak Hour Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Heavy Vehicles (%) 4% 4% 4% 4% 4% 4% 2% 2% 2% 5% 5% 5% Adj. Flow (vph) 10 818 7 9 807 17 7 10 0 13 3 22 Shared Lane Traffic (%) Lane Group Flow (vph) 0 835 0 0 833 0 0 17 0 0 38 0 Enter Blocked Intersection No No No No No No No No No No No No Lane Alignment Left Left Right Left Left Right Left Left Right Left Left Right Median Width(ft) 0 0 0 0 Link Offset(ft) 0 0 0 0 Crosswalk Width(ft) 16 16 16 16 Two way Left Turn Lane Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Turning Speed (mph) 15 9 15 9 15 9 15 9 Sign Control Free Free Stop Stop Intersection Summary Area Type: Other Control Type: Unsignalized Intersection Capacity Utilization 59.5% ICU Level of Service B Analysis Period (min) 15 HCM 6th TWSC 8: Shunpike/Valley Road & US 2 01/05/2022 Scenario 1 2027 No Build 02/04/2021 PM Peak Hour Synchro 11 Report VHB Page 8 Intersection Int Delay, s/veh 1.7 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 10 818 7 9 807 17 7 10 0 13 3 22 Future Vol, veh/h 10 818 7 9 807 17 7 10 0 13 3 22 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - - None - - None - - None - - None Storage Length - - - - - - - - - - - - Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 100 100 100 100 100 100 100 100 100 100 100 100 Heavy Vehicles, % 4 4 4 4 4 4 2 2 2 5 5 5 Mvmt Flow 10 818 7 9 807 17 7 10 0 13 3 22 Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All 824 0 0 825 0 0 1688 1684 822 1681 1679 816 Stage 1 - - - - - - 842 842 - 834 834 - Stage 2 - - - - - - 846 842 - 847 845 - Critical Hdwy 4.14 - - 4.14 - - 7.12 6.52 6.22 7.15 6.55 6.25 Critical Hdwy Stg 1 - - - - - - 6.12 5.52 - 6.15 5.55 - Critical Hdwy Stg 2 - - - - - - 6.12 5.52 - 6.15 5.55 - Follow-up Hdwy 2.236 - - 2.236 - - 3.518 4.018 3.318 3.545 4.045 3.345 Pot Cap-1 Maneuver 797 - - 797 - - 74 94 374 74 93 372 Stage 1 - - - - - - 359 380 - 358 379 - Stage 2 - - - - - - 357 380 - 352 375 - Platoon blocked, % - - - - Mov Cap-1 Maneuver 797 - - 797 - - 66 90 374 65 89 372 Mov Cap-2 Maneuver - - - - - - 66 90 - 65 89 - Stage 1 - - - - - - 351 371 - 350 371 - Stage 2 - - - - - - 326 372 - 335 366 - Approach EB WB NB SB HCM Control Delay, s 0.1 0.1 63.6 43.7 HCM LOS F E Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBRSBLn1 Capacity (veh/h) 78 797 - - 797 - - 130 HCM Lane V/C Ratio 0.218 0.013 - - 0.011 - - 0.292 HCM Control Delay (s) 63.6 9.6 0 - 9.6 0 - 43.7 HCM Lane LOS F A A - A A - E HCM 95th %tile Q(veh) 0.8 0 - - 0 - - 1.1 Lanes, Volumes, Timings 1: Driveway 01/05/2022 Scenario 1 2027 Build 02/04/2021 PM Peak Hour Synchro 11 Report VHB Page 1 Lane Group EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Volume (vph) 35 833 833 12 41 122 Future Volume (vph) 35 833 833 12 41 122 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 Storage Length (ft) 100 0 0 100 Storage Lanes 1 0 1 1 Taper Length (ft) 25 25 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 Frt 0.998 0.850 Flt Protected 0.950 0.950 Satd. Flow (prot) 1736 1827 1823 0 1770 1583 Flt Permitted 0.950 0.950 Satd. Flow (perm) 1736 1827 1823 0 1770 1583 Link Speed (mph) 30 30 30 Link Distance (ft) 340 979 893 Travel Time (s) 7.7 22.3 20.3 Peak Hour Factor 1.00 1.00 1.00 1.00 1.00 1.00 Heavy Vehicles (%) 4% 4% 4% 4% 2% 2% Adj. Flow (vph) 35 833 833 12 41 122 Shared Lane Traffic (%) Lane Group Flow (vph) 35 833 845 0 41 122 Enter Blocked Intersection No No No No No No Lane Alignment Left Left Left Right Left Right Median Width(ft) 12 12 12 Link Offset(ft) 0 0 0 Crosswalk Width(ft) 16 16 16 Two way Left Turn Lane Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 Turning Speed (mph) 15 9 15 9 Sign Control Free Free Stop Intersection Summary Area Type: Other Control Type: Unsignalized Intersection Capacity Utilization 58.8% ICU Level of Service B Analysis Period (min) 15 HCM 6th TWSC 1: Driveway 01/05/2022 Scenario 1 2027 Build 02/04/2021 PM Peak Hour Synchro 11 Report VHB Page 2 Intersection Int Delay, s/veh 3.1 Movement EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Vol, veh/h 35 833 833 12 41 122 Future Vol, veh/h 35 833 833 12 41 122 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length 100 - - - 0 100 Veh in Median Storage, # - 0 0 - 0 - Grade, % - 0 0 - 0 - Peak Hour Factor 100 100 100 100 100 100 Heavy Vehicles, % 4 4 4 4 2 2 Mvmt Flow 35 833 833 12 41 122 Major/Minor Major1 Major2 Minor2 Conflicting Flow All 845 0 - 0 1742 839 Stage 1 - - - - 839 - Stage 2 - - - - 903 - Critical Hdwy 4.14 - - - 6.42 6.22 Critical Hdwy Stg 1 - - - - 5.42 - Critical Hdwy Stg 2 - - - - 5.42 - Follow-up Hdwy 2.236 - - - 3.518 3.318 Pot Cap-1 Maneuver 783 - - - 95 366 Stage 1 - - - - 424 - Stage 2 - - - - 396 - Platoon blocked, % - - - Mov Cap-1 Maneuver 783 - - - 91 366 Mov Cap-2 Maneuver - - - - 91 - Stage 1 - - - - 405 - Stage 2 - - - - 396 - Approach EB WB SB HCM Control Delay, s 0.4 0 33.3 HCM LOS D Minor Lane/Major Mvmt EBL EBT WBT WBRSBLn1 SBLn2 Capacity (veh/h) 783 - - - 91 366 HCM Lane V/C Ratio 0.045 - - - 0.451 0.333 HCM Control Delay (s) 9.8 - - - 73.6 19.7 HCM Lane LOS A - - - F C HCM 95th %tile Q(veh) 0.1 - - - 1.9 1.4 Lanes, Volumes, Timings 2: US 2 & Aviation Avenue 01/05/2022 Scenario 1 2027 Build 02/04/2021 PM Peak Hour Synchro 11 Report VHB Page 3 Lane Group EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Volume (vph) 17 812 976 3 9 37 Future Volume (vph) 17 812 976 3 9 37 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 Storage Length (ft) 50 0 250 250 Storage Lanes 1 0 1 0 Taper Length (ft) 25 25 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 Frt 0.850 Flt Protected 0.950 0.950 Satd. Flow (prot) 1752 1845 1881 0 1570 1404 Flt Permitted 0.950 0.950 Satd. Flow (perm) 1752 1845 1881 0 1570 1404 Link Speed (mph) 30 30 30 Link Distance (ft) 954 673 785 Travel Time (s) 21.7 15.3 17.8 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 Heavy Vehicles (%) 3% 3% 1% 1% 15% 15% Adj. Flow (vph) 18 883 1061 3 10 40 Shared Lane Traffic (%) Lane Group Flow (vph) 18 883 1064 0 10 40 Enter Blocked Intersection No No No No No No Lane Alignment Left Left Left Right Left Right Median Width(ft) 12 12 12 Link Offset(ft) 0 0 0 Crosswalk Width(ft) 16 16 16 Two way Left Turn Lane Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 Turning Speed (mph) 15 9 15 9 Sign Control Free Free Stop Intersection Summary Area Type: Other Control Type: Unsignalized Intersection Capacity Utilization 61.6% ICU Level of Service B Analysis Period (min) 15 HCM 6th TWSC 2: US 2 & Aviation Avenue 01/05/2022 Scenario 1 2027 Build 02/04/2021 PM Peak Hour Synchro 11 Report VHB Page 4 Intersection Int Delay, s/veh 0.9 Movement EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Vol, veh/h 17 812 976 3 9 37 Future Vol, veh/h 17 812 976 3 9 37 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length 50 - - - 250 - Veh in Median Storage, # - 0 0 - 0 - Grade, % - 0 0 - 0 - Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 3 3 1 1 15 15 Mvmt Flow 18 883 1061 3 10 40 Major/Minor Major1 Major2 Minor2 Conflicting Flow All 1064 0 - 0 1982 1063 Stage 1 - - - - 1063 - Stage 2 - - - - 919 - Critical Hdwy 4.13 - - - 6.55 6.35 Critical Hdwy Stg 1 - - - - 5.55 - Critical Hdwy Stg 2 - - - - 5.55 - Follow-up Hdwy 2.227 - - - 3.635 3.435 Pot Cap-1 Maneuver 651 - - - 62 256 Stage 1 - - - - 314 - Stage 2 - - - - 369 - Platoon blocked, % - - - Mov Cap-1 Maneuver 651 - - - 60 256 Mov Cap-2 Maneuver - - - - 60 - Stage 1 - - - - 305 - Stage 2 - - - - 369 - Approach EB WB SB HCM Control Delay, s 0.2 0 32.4 HCM LOS D Minor Lane/Major Mvmt EBL EBT WBT WBRSBLn1 SBLn2 Capacity (veh/h) 651 - - - 60 256 HCM Lane V/C Ratio 0.028 - - - 0.163 0.157 HCM Control Delay (s) 10.7 - - - 76.3 21.7 HCM Lane LOS B - - - F C HCM 95th %tile Q(veh) 0.1 - - - 0.5 0.5 Lanes, Volumes, Timings 3: Kennedy Drive/Airport Drive & US 2 01/05/2022 Scenario 1 2027 Build 02/04/2021 PM Peak Hour Synchro 11 Report VHB Page 5 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 29 397 277 285 556 192 351 304 232 181 214 18 Future Volume (vph) 29 397 277 285 556 192 351 304 232 181 214 18 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Storage Length (ft) 150 0 250 250 250 0 0 90 Storage Lanes 0 0 1 0 1 1 1 1 Taper Length (ft) 25 25 25 25 Lane Util. Factor 1.00 0.95 0.95 1.00 0.95 0.95 1.00 1.00 1.00 1.00 1.00 1.00 Frt 0.938 0.961 0.850 0.850 Flt Protected 0.950 0.950 0.950 0.950 Satd. Flow (prot) 1736 3256 0 1736 3336 0 1719 1810 1538 1770 1863 1583 Flt Permitted 0.368 0.183 0.297 0.524 Satd. Flow (perm) 672 3256 0 334 3336 0 537 1810 1538 976 1863 1583 Right Turn on Red Yes Yes Yes Yes Satd. Flow (RTOR) 204 63 286 286 Link Speed (mph) 30 30 30 30 Link Distance (ft) 1037 519 1008 604 Travel Time (s) 23.6 11.8 22.9 13.7 Peak Hour Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Heavy Vehicles (%) 4% 4% 4% 4% 4% 4% 5% 5% 5% 2% 2% 2% Adj. Flow (vph) 29 397 277 285 556 192 351 304 232 181 214 18 Shared Lane Traffic (%) Lane Group Flow (vph) 29 674 0 285 748 0 351 304 232 181 214 18 Enter Blocked Intersection No No No No No No No No No No No No Lane Alignment Left Left Right Left Left Right Left Left Right Left Left Right Median Width(ft) 12 12 12 12 Link Offset(ft) 0 0 0 0 Crosswalk Width(ft) 16 16 16 16 Two way Left Turn Lane Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Turning Speed (mph) 15 9 15 9 15 9 15 9 Number of Detectors 1 2 1 2 1 2 1 1 2 1 Detector Template Left Thru Left Thru Left Thru Right Left Thru Right Leading Detector (ft) 20 100 20 100 20 100 20 20 100 20 Trailing Detector (ft) 0 0 0 0 0 0 0 0 0 0 Detector 1 Position(ft) 0 0 0 0 0 0 0 0 0 0 Detector 1 Size(ft) 20 6 20 6 20 6 20 20 6 20 Detector 1 Type Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Detector 1 Channel Detector 1 Extend (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Detector 1 Queue (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Detector 1 Delay (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Detector 2 Position(ft) 94 94 94 94 Detector 2 Size(ft) 6 6 6 6 Detector 2 Type Cl+Ex Cl+Ex Cl+Ex Cl+Ex Detector 2 Channel Detector 2 Extend (s) 0.0 0.0 0.0 0.0 Turn Type pm+pt NA pm+pt NA pm+pt NA Perm pm+pt NA Perm Protected Phases 5 2 1 6 3 8 7 4 Lanes, Volumes, Timings 3: Kennedy Drive/Airport Drive & US 2 01/05/2022 Scenario 1 2027 Build 02/04/2021 PM Peak Hour Synchro 11 Report VHB Page 6 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Permitted Phases 2 6 8 8 4 4 Detector Phase 5 2 1 6 3 8 8 7 4 4 Switch Phase Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Minimum Split (s) 10.0 22.0 10.0 22.0 10.0 10.0 10.0 10.0 10.0 10.0 Total Split (s) 10.0 24.0 18.0 32.0 19.0 25.0 25.0 13.0 19.0 19.0 Total Split (%) 12.5% 30.0% 22.5% 40.0% 23.8% 31.3% 31.3% 16.3% 23.8% 23.8% Maximum Green (s) 4.0 18.0 12.0 26.0 13.0 19.0 19.0 7.0 13.0 13.0 Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 All-Red Time (s) 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s) 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0 Lead/Lag Lead Lag Lead Lag Lead Lag Lag Lead Lag Lag Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Recall Mode None Max None Max None None None None None None Act Effct Green (s) 22.0 18.0 35.6 31.7 31.0 18.1 18.1 19.1 12.1 12.1 Actuated g/C Ratio 0.28 0.23 0.45 0.40 0.39 0.23 0.23 0.24 0.15 0.15 v/c Ratio 0.12 0.75 0.80 0.54 0.86 0.73 0.40 0.59 0.75 0.04 Control Delay 14.8 25.6 33.9 19.4 42.3 40.0 3.8 26.7 49.6 0.2 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 14.8 25.6 33.9 19.4 42.3 40.0 3.8 26.7 49.6 0.2 LOS B C C B D D A C D A Approach Delay 25.2 23.4 31.4 37.4 Approach LOS C C C D Intersection Summary Area Type: Other Cycle Length: 80 Actuated Cycle Length: 78.7 Natural Cycle: 70 Control Type: Actuated-Uncoordinated Maximum v/c Ratio: 0.86 Intersection Signal Delay: 28.1 Intersection LOS: C Intersection Capacity Utilization 86.4% ICU Level of Service E Analysis Period (min) 15 Splits and Phases: 3: Kennedy Drive/Airport Drive & US 2 HCM 6th Signalized Intersection Summary 3: Kennedy Drive/Airport Drive & US 2 01/05/2022 Scenario 1 2027 Build 02/04/2021 PM Peak Hour Synchro 11 Report VHB Page 7 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 29 397 277 285 556 192 351 304 232 181 214 18 Future Volume (veh/h) 29 397 277 285 556 192 351 304 232 181 214 18 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1841 1841 1841 1841 1841 1841 1826 1826 1826 1870 1870 1870 Adj Flow Rate, veh/h 29 397 277 285 556 192 351 304 232 181 214 18 Peak Hour Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Percent Heavy Veh, % 4 4 4 4 4 4 5 5 5 2 2 2 Cap, veh/h 257 464 320 374 902 310 421 400 339 311 263 223 Arrive On Green 0.02 0.23 0.23 0.14 0.35 0.35 0.17 0.22 0.22 0.09 0.14 0.14 Sat Flow, veh/h 1753 1979 1365 1753 2553 879 1739 1826 1547 1781 1870 1585 Grp Volume(v), veh/h 29 350 324 285 380 368 351 304 232 181 214 18 Grp Sat Flow(s),veh/h/ln 1753 1749 1595 1753 1749 1683 1739 1826 1547 1781 1870 1585 Q Serve(g_s), s 1.0 14.7 15.0 8.9 13.8 13.9 12.9 12.0 10.6 6.7 8.5 0.8 Cycle Q Clear(g_c), s 1.0 14.7 15.0 8.9 13.8 13.9 12.9 12.0 10.6 6.7 8.5 0.8 Prop In Lane 1.00 0.86 1.00 0.52 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 257 410 374 374 618 595 421 400 339 311 263 223 V/C Ratio(X) 0.11 0.85 0.87 0.76 0.62 0.62 0.83 0.76 0.69 0.58 0.81 0.08 Avail Cap(c_a), veh/h 306 410 374 398 618 595 421 452 383 311 317 268 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 21.6 28.1 28.2 18.8 20.5 20.5 22.2 28.1 27.6 25.5 32.0 28.7 Incr Delay (d2), s/veh 0.2 19.8 22.6 8.0 4.5 4.8 13.3 6.6 4.3 2.8 12.7 0.2 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 0.4 8.1 7.8 4.2 6.1 5.9 6.5 5.8 4.2 2.9 4.7 0.3 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 21.8 47.9 50.8 26.7 25.1 25.3 35.5 34.7 31.8 28.3 44.7 28.8 LnGrp LOS C D D C C C D C C C D C Approach Vol, veh/h 703 1033 887 413 Approach Delay, s/veh 48.2 25.6 34.3 36.8 Approach LOS D C C D Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 17.0 24.0 19.0 16.8 7.8 33.1 13.0 22.8 Change Period (Y+Rc), s 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0 Max Green Setting (Gmax), s 12.0 18.0 13.0 13.0 4.0 26.0 7.0 19.0 Max Q Clear Time (g_c+I1), s 10.9 17.0 14.9 10.5 3.0 15.9 8.7 14.0 Green Ext Time (p_c), s 0.1 0.5 0.0 0.3 0.0 3.4 0.0 1.2 Intersection Summary HCM 6th Ctrl Delay 34.9 HCM 6th LOS C HCM 6th Signalized Intersection Capacity Analysis 3: Kennedy Drive/Airport Drive & US 2 01/05/2022 Scenario 1 2027 Build 02/04/2021 PM Peak Hour Synchro 11 Report VHB Page 8 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 29 397 277 285 556 192 351 304 232 181 214 18 Future Volume (veh/h) 29 397 277 285 556 192 351 304 232 181 214 18 Number 5 2 12 1 6 16 3 8 18 7 4 14 Initial Q, veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj (A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Lanes Open During Work Zone Adj Sat Flow, veh/h/ln 1841 1841 1841 1841 1841 1841 1826 1826 1826 1870 1870 1870 Adj Flow Rate, veh/h 29 397 277 285 556 192 351 304 232 181 214 18 Peak Hour Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Percent Heavy Veh, % 4 4 4 4 4 4 5 5 5 2 2 2 Opposing Right Turn Influence Yes Yes Yes Yes Cap, veh/h 257 464 320 374 902 310 421 400 339 311 263 223 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Prop Arrive On Green 0.02 0.23 0.23 0.14 0.35 0.35 0.17 0.22 0.22 0.09 0.14 0.14 Unsig. Movement Delay Ln Grp Delay, s/veh 21.8 47.9 50.8 26.7 25.1 25.3 35.5 34.7 31.8 28.3 44.7 28.8 Ln Grp LOS C D D C C C D C C C D C Approach Vol, veh/h 703 1033 887 413 Approach Delay, s/veh 48.2 25.6 34.3 36.8 Approach LOS D C C D Timer: 1 2 3 4 5 6 7 8 Assigned Phs 1 2 3 4 5 6 7 8 Case No 1.1 4.0 1.1 3.0 1.1 4.0 1.1 3.0 Phs Duration (G+Y+Rc), s 17.0 24.0 19.0 16.8 7.8 33.1 13.0 22.8 Change Period (Y+Rc), s 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0 Max Green (Gmax), s 12.0 18.0 13.0 13.0 4.0 26.0 7.0 19.0 Max Allow Headway (MAH), s 3.8 5.4 3.8 5.2 3.8 5.3 3.8 4.7 Max Q Clear (g_c+l1), s 10.9 17.0 14.9 10.5 3.0 15.9 8.7 14.0 Green Ext Time (g_e), s 0.1 0.5 0.0 0.3 0.0 3.4 0.0 1.2 Prob of Phs Call (p_c) 1.00 1.00 1.00 1.00 0.46 1.00 0.98 1.00 Prob of Max Out (p_x) 1.00 0.00 1.00 1.00 1.00 0.00 1.00 0.92 Left-Turn Movement Data Assigned Mvmt 1 3 5 7 Mvmt Sat Flow, veh/h 1753 1739 1753 1781 Through Movement Data Assigned Mvmt 2 4 6 8 Mvmt Sat Flow, veh/h 1979 1870 2553 1826 Right-Turn Movement Data Assigned Mvmt 12 14 16 18 Mvmt Sat Flow, veh/h 1365 1585 879 1547 Left Lane Group Data Assigned Mvmt 1 0 3 0 5 0 7 0 Lane Assignment L (Pr/Pm) L (Pr/Pm) L (Pr/Pm) L (Pr/Pm) HCM 6th Signalized Intersection Capacity Analysis 3: Kennedy Drive/Airport Drive & US 2 01/05/2022 Scenario 1 2027 Build 02/04/2021 PM Peak Hour Synchro 11 Report VHB Page 9 Lanes in Grp 1 0 1 0 1 0 1 0 Grp Vol (v), veh/h 285 0 351 0 29 0 181 0 Grp Sat Flow (s), veh/h/ln 1753 0 1739 0 1753 0 1781 0 Q Serve Time (g_s), s 8.9 0.0 12.9 0.0 1.0 0.0 6.7 0.0 Cycle Q Clear Time (g_c), s 8.9 0.0 12.9 0.0 1.0 0.0 6.7 0.0 Perm LT Sat Flow (s_l), veh/h/ln 752 0 1121 0 702 0 869 0 Shared LT Sat Flow (s_sh), veh/h/ln 0 0 0 0 0 0 0 0 Perm LT Eff Green (g_p), s 20.0 0.0 12.8 0.0 18.0 0.0 10.8 0.0 Perm LT Serve Time (g_u), s 3.0 0.0 2.3 0.0 13.2 0.0 4.8 0.0 Perm LT Q Serve Time (g_ps), s 3.0 0.0 2.3 0.0 0.2 0.0 1.6 0.0 Time to First Blk (g_f), s 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Serve Time pre Blk (g_fs), s 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Prop LT Inside Lane (P_L) 1.00 0.00 1.00 0.00 1.00 0.00 1.00 0.00 Lane Grp Cap (c), veh/h 374 0 421 0 257 0 311 0 V/C Ratio (X) 0.76 0.00 0.83 0.00 0.11 0.00 0.58 0.00 Avail Cap (c_a), veh/h 398 0 421 0 306 0 311 0 Upstream Filter (I) 1.00 0.00 1.00 0.00 1.00 0.00 1.00 0.00 Uniform Delay (d1), s/veh 18.8 0.0 22.2 0.0 21.6 0.0 25.5 0.0 Incr Delay (d2), s/veh 8.0 0.0 13.3 0.0 0.2 0.0 2.8 0.0 Initial Q Delay (d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Control Delay (d), s/veh 26.7 0.0 35.5 0.0 21.8 0.0 28.3 0.0 1st-Term Q (Q1), veh/ln 3.3 0.0 4.9 0.0 0.4 0.0 2.7 0.0 2nd-Term Q (Q2), veh/ln 0.8 0.0 1.6 0.0 0.0 0.0 0.2 0.0 3rd-Term Q (Q3), veh/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile Back of Q Factor (f_B%) 1.00 0.00 1.00 0.00 1.00 0.00 1.00 0.00 %ile Back of Q (50%), veh/ln 4.2 0.0 6.5 0.0 0.4 0.0 2.9 0.0 %ile Storage Ratio (RQ%) 0.43 0.00 0.68 0.00 0.01 0.00 0.14 0.00 Initial Q (Qb), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Final (Residual) Q (Qe), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Delay (ds), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Q (Qs), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Cap (cs), veh/h 0 0 0 0 0 0 0 0 Initial Q Clear Time (tc), h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Middle Lane Group Data Assigned Mvmt 0 2 0 4 0 6 0 8 Lane Assignment T T T T Lanes in Grp 0 1 0 1 0 1 0 1 Grp Vol (v), veh/h 0 350 0 214 0 380 0 304 Grp Sat Flow (s), veh/h/ln 0 1749 0 1870 0 1749 0 1826 Q Serve Time (g_s), s 0.0 14.7 0.0 8.5 0.0 13.8 0.0 12.0 Cycle Q Clear Time (g_c), s 0.0 14.7 0.0 8.5 0.0 13.8 0.0 12.0 Lane Grp Cap (c), veh/h 0 410 0 263 0 618 0 400 V/C Ratio (X) 0.00 0.85 0.00 0.81 0.00 0.62 0.00 0.76 Avail Cap (c_a), veh/h 0 410 0 317 0 618 0 452 Upstream Filter (I) 0.00 1.00 0.00 1.00 0.00 1.00 0.00 1.00 Uniform Delay (d1), s/veh 0.0 28.1 0.0 32.0 0.0 20.5 0.0 28.1 Incr Delay (d2), s/veh 0.0 19.8 0.0 12.7 0.0 4.5 0.0 6.6 Initial Q Delay (d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Control Delay (d), s/veh 0.0 47.9 0.0 44.7 0.0 25.1 0.0 34.7 1st-Term Q (Q1), veh/ln 0.0 5.9 0.0 3.7 0.0 5.3 0.0 5.0 2nd-Term Q (Q2), veh/ln 0.0 2.3 0.0 0.9 0.0 0.8 0.0 0.7 HCM 6th Signalized Intersection Capacity Analysis 3: Kennedy Drive/Airport Drive & US 2 01/05/2022 Scenario 1 2027 Build 02/04/2021 PM Peak Hour Synchro 11 Report VHB Page 10 3rd-Term Q (Q3), veh/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile Back of Q Factor (f_B%) 0.00 1.00 0.00 1.00 0.00 1.00 0.00 1.00 %ile Back of Q (50%), veh/ln 0.0 8.1 0.0 4.7 0.0 6.1 0.0 5.8 %ile Storage Ratio (RQ%) 0.00 0.22 0.00 0.23 0.00 0.39 0.00 0.16 Initial Q (Qb), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Final (Residual) Q (Qe), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Delay (ds), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Q (Qs), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Cap (cs), veh/h 0 0 0 0 0 0 0 0 Initial Q Clear Time (tc), h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Right Lane Group Data Assigned Mvmt 0 12 0 14 0 16 0 18 Lane Assignment T+R R T+R R Lanes in Grp 0 1 0 1 0 1 0 1 Grp Vol (v), veh/h 0 324 0 18 0 368 0 232 Grp Sat Flow (s), veh/h/ln 0 1595 0 1585 0 1683 0 1547 Q Serve Time (g_s), s 0.0 15.0 0.0 0.8 0.0 13.9 0.0 10.6 Cycle Q Clear Time (g_c), s 0.0 15.0 0.0 0.8 0.0 13.9 0.0 10.6 Prot RT Sat Flow (s_R), veh/h/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Prot RT Eff Green (g_R), s 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Prop RT Outside Lane (P_R) 0.00 0.86 0.00 1.00 0.00 0.52 0.00 1.00 Lane Grp Cap (c), veh/h 0 374 0 223 0 595 0 339 V/C Ratio (X) 0.00 0.87 0.00 0.08 0.00 0.62 0.00 0.69 Avail Cap (c_a), veh/h 0 374 0 268 0 595 0 383 Upstream Filter (I) 0.00 1.00 0.00 1.00 0.00 1.00 0.00 1.00 Uniform Delay (d1), s/veh 0.0 28.2 0.0 28.7 0.0 20.5 0.0 27.6 Incr Delay (d2), s/veh 0.0 22.6 0.0 0.2 0.0 4.8 0.0 4.3 Initial Q Delay (d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Control Delay (d), s/veh 0.0 50.8 0.0 28.8 0.0 25.3 0.0 31.8 1st-Term Q (Q1), veh/ln 0.0 5.5 0.0 0.3 0.0 5.1 0.0 3.8 2nd-Term Q (Q2), veh/ln 0.0 2.3 0.0 0.0 0.0 0.8 0.0 0.4 3rd-Term Q (Q3), veh/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile Back of Q Factor (f_B%) 0.00 1.00 0.00 1.00 0.00 1.00 0.00 1.00 %ile Back of Q (50%), veh/ln 0.0 7.8 0.0 0.3 0.0 5.9 0.0 4.2 %ile Storage Ratio (RQ%) 0.00 0.21 0.00 0.08 0.00 0.38 0.00 0.12 Initial Q (Qb), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Final (Residual) Q (Qe), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Delay (ds), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Q (Qs), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Cap (cs), veh/h 0 0 0 0 0 0 0 0 Initial Q Clear Time (tc), h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Intersection Summary HCM 6th Ctrl Delay 34.9 HCM 6th LOS C Lanes, Volumes, Timings 8: Shunpike & US 2 01/05/2022 Scenario 1 2027 Build 02/04/2021 PM Peak Hour Synchro 11 Report VHB Page 11 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 10 855 7 9 929 17 7 10 0 13 3 22 Future Volume (vph) 10 855 7 9 929 17 7 10 0 13 3 22 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 0.999 0.998 0.922 Flt Protected 0.999 0.980 0.983 Satd. Flow (prot) 0 1823 0 0 1823 0 0 1825 0 0 1640 0 Flt Permitted 0.999 0.980 0.983 Satd. Flow (perm) 0 1823 0 0 1823 0 0 1825 0 0 1640 0 Link Speed (mph) 30 30 30 30 Link Distance (ft) 1323 340 842 334 Travel Time (s) 30.1 7.7 19.1 7.6 Peak Hour Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Heavy Vehicles (%) 4% 4% 4% 4% 4% 4% 2% 2% 2% 5% 5% 5% Adj. Flow (vph) 10 855 7 9 929 17 7 10 0 13 3 22 Shared Lane Traffic (%) Lane Group Flow (vph) 0 872 0 0 955 0 0 17 0 0 38 0 Enter Blocked Intersection No No No No No No No No No No No No Lane Alignment Left Left Right Left Left Right Left Left Right Left Left Right Median Width(ft) 0 0 0 0 Link Offset(ft) 0 0 0 0 Crosswalk Width(ft) 16 16 16 16 Two way Left Turn Lane Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Turning Speed (mph) 15 9 15 9 15 9 15 9 Sign Control Free Free Stop Stop Intersection Summary Area Type: Other Control Type: Unsignalized Intersection Capacity Utilization 65.3% ICU Level of Service C Analysis Period (min) 15 HCM 6th TWSC 8: Shunpike & US 2 01/05/2022 Scenario 1 2027 Build 02/04/2021 PM Peak Hour Synchro 11 Report VHB Page 12 Intersection Int Delay, s/veh 2.1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 10 855 7 9 929 17 7 10 0 13 3 22 Future Vol, veh/h 10 855 7 9 929 17 7 10 0 13 3 22 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - - None - - None - - None - - None Storage Length - - - - - - - - - - - - Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 100 100 100 100 100 100 100 100 100 100 100 100 Heavy Vehicles, % 4 4 4 4 4 4 2 2 2 5 5 5 Mvmt Flow 10 855 7 9 929 17 7 10 0 13 3 22 Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All 946 0 0 862 0 0 1847 1843 859 1840 1838 938 Stage 1 - - - - - - 879 879 - 956 956 - Stage 2 - - - - - - 968 964 - 884 882 - Critical Hdwy 4.14 - - 4.14 - - 7.12 6.52 6.22 7.15 6.55 6.25 Critical Hdwy Stg 1 - - - - - - 6.12 5.52 - 6.15 5.55 - Critical Hdwy Stg 2 - - - - - - 6.12 5.52 - 6.15 5.55 - Follow-up Hdwy 2.236 - - 2.236 - - 3.518 4.018 3.318 3.545 4.045 3.345 Pot Cap-1 Maneuver 717 - - 772 - - 57 75 356 57 74 316 Stage 1 - - - - - - 342 365 - 306 333 - Stage 2 - - - - - - 305 334 - 336 360 - Platoon blocked, % - - - - Mov Cap-1 Maneuver 717 - - 772 - - 49 71 356 49 70 316 Mov Cap-2 Maneuver - - - - - - 49 71 - 49 70 - Stage 1 - - - - - - 333 355 - 298 325 - Stage 2 - - - - - - 274 326 - 318 350 - Approach EB WB NB SB HCM Control Delay, s 0.1 0.1 87.2 60.7 HCM LOS F F Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBRSBLn1 Capacity (veh/h) 60 717 - - 772 - - 101 HCM Lane V/C Ratio 0.283 0.014 - - 0.012 - - 0.376 HCM Control Delay (s) 87.2 10.1 0 - 9.7 0 - 60.7 HCM Lane LOS F B A - A A - F HCM 95th %tile Q(veh) 1 0 - - 0 - - 1.5 \\vhb\gbl\proj\SBurlington\58568.00 Industrial Facility\docs\memos\Appendix\Industrial Development Appendices Cover Sheet.docx Signal Warrant Analysis Traffic Signal Warrant Analysis Workbook 12/27/2021 Municipality:South Burlington Analysis Date:4/30/2021 County:Cumberland County Conducted By:KMS PennDOT Engineering District:Agency/Company Name: Data Collection Date:7/25/2012 Day of the Week:Monday No Major Street Name and Route Number: Major Street Approach #1 Direction:E-Bound Major Street Approach #2 Direction:W-Bound 1 LANE(S) 40 MPH Minor Street Name and Route Number: Minor Street Approach #1 Direction:S-Bound Minor Street Approach #2 Direction:N/A 1 LANE(S) Applicable? Warrant Met? Yes No Yes No Yes No No N/A No N/A No N/A No N/A No N/A No N/A No N/A No N/A Warrant PA-1, ADT Volume Warrant Warrant PA-2, Midblock and Trail Crossings Warrant 5, School Crossing Warrant 6, Coordinated Signal System Warrant 7, Crash Experience Warrant 8, Roadway Network Warrant 9, Intersection Near a Grade Crossing TRAFFIC SIGNAL WARRANT ANALYSIS FINDINGS Warrant 1, Eight-Hour Vehicular Volume Warrant 2, Four-Hour Vehicular Volume Warrant 3, Peak Hour Warrant 4, Pedestrian Volume Number of Lanes for Moving Traffic on Each Minor Street Approach: Is the intersection in a built-up area of an isolated community of <10,000 population? STUDY AND ANALYSIS INFORMATION Williston Road Site Driveway Speed Limit or 85th Percentile Speed on the Major Street: Major Street Information Analysis Information Minor Street Information Number of Lanes for Moving Traffic on Each Major Street Approach: Traffic Signal Warrant Analysis - Williston Rd - Site Driveway - 2022 BUILD - SBR - Single Lane Minor Street Scenario 3 - One-Lane MinorStreet Approach with 2/3Right-Turning Traffic Removed MUTCD Warrant 1 Sheet 1 of 1 Major Street:1 Lane Minor Street:1 Lane No Major Street Minor Street 100% 80% 70% 56% 100% 80% 70% 56% 1 1 500 400 350 280 150 120 105 84 2 or More 1 600 480 420 336 150 120 105 84 2 or More 2 or More 600 480 420 336 200 160 140 112 1 2 or More 500 400 350 280 200 160 140 112 Major Street Minor Street 100% 80% 70% 56% 100% 80% 70% 56% 1 1 750 600 525 420 75 60 53 42 2 or More 1 900 720 630 504 75 60 53 42 2 or More 2 or More 900 720 630 504 100 80 70 56 1 2 or More 750 600 525 420 100 80 70 56 0 No 3 No N/A N/A N/A MUTCD WARRANT 1, EIGHT-HOUR VEHICULAR VOLUME Condition A Satisfied? Condition A - Minimum Vehicular Volume Number of lanes for moving traffic on each approach Vehicles per hour on major street (total of both approaches)Vehicles per hour on higher-volume minor street approach (one direction only) Number of Lanes for Moving Traffic on Each Approach No Condition B - Interruption of Continuous Traffic Number of lanes for moving traffic on each approach Vehicles per hour on major street (total of both approaches)Vehicles per hour on higher-volume minor street approach (one direction only) Number of Unique Hours Met: Built-up Isolated Community With Less Than 10,000 Population or Above 40 MPH on Major Street? Combination of Condition A and Condition B Evaluation *Only applicable for Warrant 1 if after an adequate trial of other alternatives that could cause less delay and inconvenience to traffic has failed to solve the traffic problems. See Section 4C.02 of the 2009 MUTCD for application. Condition A Evaluation Condition B Satisfied? Combination of Condition A and Condition B Satisfied? Number of Unique Hours Met for Condition B: Number of Unique Hours Met for Condition A: Number of Unique Hours Met: Condition B Evaluation Combination of Conditions A and B Necessary?*: 12/27/2021Traffic Signal Warrant Analysis - Williston Rd - Site Driveway - 2022 BUILD - SBR - Single Lane Minor Street Scenario 3 - One-Lane MinorStreet Approach with 2/3Right-Turning Traffic Removed MUTCD Warrant 2 Page 1 of 3 Total Number of Unique Hours Met On Figure 4C-1 Major Street:1 Lane 3 Minor Street:1 Lane Hour Interval Major Street Combined Highest Minor Street Approach Beginning At Vehicles Per Hour (VPH) Vehicles Per Hour (VPH) 12:00 AM 112 8 12:15 AM 87 8 12:30 AM 44 8 12:45 AM 32 8 1:00 AM 21 8 1:15 AM 23 7 1:30 AM 21 6 1:45 AM 17 5 2:00 AM 22 4 2:15 AM 22 4 2:30 AM 26 4 2:45 AM 27 4 3:00 AM 28 4 3:15 AM 40 3 3:30 AM 56 2 3:45 AM 96 1 4:00 AM 155 0 4:15 AM 197 0 4:30 AM 254 0 4:45 AM 317 0 5:00 AM 362 0 5:15 AM 475 3 5:30 AM 556 6 5:45 AM 686 9 6:00 AM 884 12 6:15 AM 1008 14 6:30 AM 1187 16 6:45 AM 1333 18 7:00 AM 1471 20 7:15 AM 1592 20 7:30 AM 1705 20 7:45 AM 1689 20 8:00 AM 1708 20 8:15 AM 1662 21 8:30 AM 1567 22 8:45 AM 1556 23 9:00 AM 1431 24 9:15 AM 1475 25 9:30 AM 1428 26 9:45 AM 1440 27 10:00 AM 1463 28 10:15 AM 1365 33 10:30 AM 1291 38 10:45 AM 1250 43 11:00 AM 1362 48 11:15 AM 1323 50 11:30 AM 1326 52 11:45 AM 1287 54 MUTCD WARRANT 2, FOUR-HOUR VEHICULAR VOLUME No Hourly Vehicular Volume Hour Met? Number of Lanes for Moving Traffic on Each Approach Built-up Isolated Community With Less Than 10,000 Population or Above 40 MPH on Major Street? 12/27/2021Traffic Signal Warrant Analysis - Williston Rd - Site Driveway - 2022 BUILD - SBR - Single Lane Minor Street Scenario 3 - One-Lane MinorStreet Approach with 2/3Right-Turning Traffic Removed MUTCD Warrant 2 Page 2 of 3 Hour Interval Major Street Combined Highest Minor Street Approach Beginning At Vehicles Per Hour (VPH) Vehicles Per Hour (VPH) Hourly Vehicular Volume Hour Met? 12:00 PM 1171 56 12:15 PM 1283 52 12:30 PM 1358 48 12:45 PM 1321 44 1:00 PM 1207 40 1:15 PM 1089 40 1:30 PM 1130 40 1:45 PM 1201 40 2:00 PM 1235 40 2:15 PM 1308 50 2:30 PM 1287 60 2:45 PM 1318 70 3:00 PM 1438 80 Met 3:15 PM 1511 81 Met 3:30 PM 1616 82 Met 3:45 PM 1682 83 Met 4:00 PM 1686 84 Met 4:15 PM 1668 84 Met 4:30 PM 1702 84 Met 4:45 PM 1675 84 Met 5:00 PM 1626 84 Met 5:15 PM 1523 67 5:30 PM 1334 50 5:45 PM 1186 33 6:00 PM 1021 16 6:15 PM 896 15 6:30 PM 775 14 6:45 PM 685 13 7:00 PM 621 12 7:15 PM 574 11 7:30 PM 548 10 7:45 PM 475 9 8:00 PM 455 8 8:15 PM 394 9 8:30 PM 332 10 8:45 PM 322 11 9:00 PM 263 12 9:15 PM 242 12 9:30 PM 211 12 9:45 PM 193 12 10:00 PM 188 12 10:15 PM 181 11 10:30 PM 168 10 10:45 PM 135 9 11:00 PM 118 8 12/27/2021Traffic Signal Warrant Analysis - Williston Rd - Site Driveway - 2022 BUILD - SBR - Single Lane Minor Street Scenario 3 - One-Lane MinorStreet Approach with 2/3Right-Turning Traffic Removed MUTCD Warrant 2Page 3 of 30100200300400500300 400 500 600 700 800 900 1000 1100 1200 1300 1400Minor Street Higher-Volume Approach - VPHMajor Street - Total of Both Approaches - Vehicles Per Hour (VPH)MUTCD Figure 4C-1. Warrant 2, Four-Hour Vehicular VolumeScenario 3 - One-Lane MinorStreet Approach with 2/3Right-Turning Traffic Removed MUTCD Warrant 3 Page 1 of 3 Major Street:1 Lane Minor Street:1 Lane Yes No Yes Yes Total Number of Unique Hours Met On Figure 4C-3 0 Hour Interval Major Street Combined Highest Minor Street Approach Beginning At Vehicles Per Hour (VPH) Vehicles Per Hour (VPH) 12:00 AM 112 8 12:15 AM 87 8 12:30 AM 44 8 12:45 AM 32 8 1:00 AM 21 8 1:15 AM 23 7 1:30 AM 21 6 1:45 AM 17 5 2:00 AM 22 4 2:15 AM 22 4 2:30 AM 26 4 2:45 AM 27 4 3:00 AM 28 4 3:15 AM 40 3 3:30 AM 56 2 3:45 AM 96 1 4:00 AM 155 0 4:15 AM 197 0 4:30 AM 254 0 4:45 AM 317 0 5:00 AM 362 0 5:15 AM 475 3 5:30 AM 556 6 5:45 AM 686 9 6:00 AM 884 12 6:15 AM 1008 14 6:30 AM 1187 16 6:45 AM 1333 18 7:00 AM 1471 20 7:15 AM 1592 20 7:30 AM 1705 20 7:45 AM 1689 20 8:00 AM 1708 20 8:15 AM 1662 21 Hour Met? Does the total entering volume serviced during the hour equal or exceed 650 vehicles per hour for intersection with three approaches or 800 vehicles per hour for intersections with four or more approaches? Indicate whether all three of the following conditions for the same 1 hour (any four consecutive 15- minute periods) of an average day are present* *If applicable, attach all supporting calculations and documentation. Is this signal warrant being applied for an unusual case, such as office complexes, manufacturing plants, industrial complexes, or high-occupancy vehicle facilities that attract or discharge large numbers of vehicles over a short time? Built-up Isolated Community With Less Than 10,000 Population or Above 40 MPH on Major Street? MUTCD WARRANT 3, PEAK HOUR Number of Lanes for Moving Traffic on Each Approach No Hourly Vehicular Volume Does the total stopped time delay experienced by the traffic on one minor-street approach (one direction only) controlled by a STOP sign equal or exceed 4 vehicle-hours for a one-lane approach or 5 vehicle-hours for a two-lane approach? Does the volume on the same minor-street approach (one direction only) equal or exceed 100 vehicles per hour for one moving lane of traffic or 150 vehicles per hour for two moving lanes? 12/27/2021Traffic Signal Warrant Analysis - Williston Rd - Site Driveway - 2022 BUILD - SBR - Single Lane Minor Street Scenario 3 - One-Lane MinorStreet Approach with 2/3Right-Turning Traffic Removed MUTCD Warrant 3 Page 2 of 3 Hour Interval Major Street Combined Highest Minor Street Approach Beginning At Vehicles Per Hour (VPH) Vehicles Per Hour (VPH) Hour Met? Hourly Vehicular Volume 8:30 AM 1567 22 8:45 AM 1556 23 9:00 AM 1431 24 9:15 AM 1475 25 9:30 AM 1428 26 9:45 AM 1440 27 10:00 AM 1463 28 10:15 AM 1365 33 10:30 AM 1291 38 10:45 AM 1250 43 11:00 AM 1362 48 11:15 AM 1323 50 11:30 AM 1326 52 11:45 AM 1287 54 12:00 PM 1171 56 12:15 PM 1283 52 12:30 PM 1358 48 12:45 PM 1321 44 1:00 PM 1207 40 1:15 PM 1089 40 1:30 PM 1130 40 1:45 PM 1201 40 2:00 PM 1235 40 2:15 PM 1308 50 2:30 PM 1287 60 2:45 PM 1318 70 3:00 PM 1438 80 3:15 PM 1511 81 3:30 PM 1616 82 3:45 PM 1682 83 4:00 PM 1686 84 4:15 PM 1668 84 4:30 PM 1702 84 4:45 PM 1675 84 5:00 PM 1626 84 5:15 PM 1523 67 5:30 PM 1334 50 5:45 PM 1186 33 6:00 PM 1021 16 6:15 PM 896 15 6:30 PM 775 14 6:45 PM 685 13 7:00 PM 621 12 7:15 PM 574 11 7:30 PM 548 10 7:45 PM 475 9 8:00 PM 455 8 8:15 PM 394 9 8:30 PM 332 10 8:45 PM 322 11 9:00 PM 263 12 9:15 PM 242 12 9:30 PM 211 12 9:45 PM 193 12 10:00 PM 188 12 10:15 PM 181 11 10:30 PM 168 10 10:45 PM 135 9 11:00 PM 118 8 12/27/2021Traffic Signal Warrant Analysis - Williston Rd - Site Driveway - 2022 BUILD - SBR - Single Lane Minor Street Scenario 3 - One-Lane MinorStreet Approach with 2/3Right-Turning Traffic Removed MUTCD Warrant 3Page 3 of 30100200300400500600400 500 600 700 800 900 1000 1100 1200 1300 1400 1500 1600 1700 1800Minor Street Higher-Volume Approach - VPHMajor Street - Total of Both Approaches - Vehicles Per Hour (VPH)MUTCD Figure 4C-3. Warrant 3, Peak HourScenario 3 - One-Lane MinorStreet Approach with 2/3Right-Turning Traffic Removed