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Miscellaneous - 1503 OSGOOD STREET 10/1/2005
i TRAFFIC IMPACT AND ACCESS STUDY i PROPOSED GASOLINE STATION/ CONVENIENCE- TORE WITH DRIVE'-THROUGH NORTH ANDOVER,: MASSACHUSETTS -pi i I l 1 PIT BROOK ROAD, SUITE 1110 ASHUA, NEW HAMPSHIRE 3060 (603) 891'42131 PREPARED FOR: co l ANGER DEVELOPMENT CORP.L RIDG�VIEW CIRCLE ' W TYNCSE®R®UGH, MASSACHUSETTS,US T °S 011 20®5 OcTOER Q) TECHNICAL MEMORANDUM REF: NEX-2005501 DATE: October 28, 2005 TO: Mr. David Murray 1503 Osgood Street,LLC c/o Ranger Development Corp. 2 Bridgeview Circle Tyngsborough, Massachusetts 01879 FROM: Mr. Eric B. Eby, P.E.,Project Manager Ms. Kerin Smith, Traffic Engineer RE: Traffic Impact and Access Study Proposed Gas Station/Convenience Store with Drive-through Route 125 (Osgood Street),North Andover, Massachusetts INTRODUCTION Greenman-Pedersen, Inc. (GPI) has conducted this Traffic Impact and Access Study(TIAS) for a proposed gasoline station/convenience store development project to be located on the east side of Route 125 (Osgood Street) in North Andover, Massachusetts. The proposed development consists of razing two existing structures and constructing a 3,800 square foot (sf) convenience store that will include a donut shop with a drive-through window, and a gasoline station with 10 vehicle fueling positions (vfps). This TIAS evaluates the traffic impacts and access/egress requirements for the proposed development. The site is bounded by Route 125 and Lucent Technologies Merrimack Valley Works facility to the west, Orchard Hill Road to the south, and undeveloped land to the north and east. The site presently contains two vacant single family residences. Access to the site will be provided by way of one full-access/egress driveway on Route 125 that will form the fourth leg to the existing signalized intersection of Route 125 and Lucent Technologies' south driveway. The site location in relation to the surrounding roadways is shown on the map on Figure 1. GPIGreenman-Pedersen, Inc. EXECUTIVE TOWER ♦ 61 SPIT BROOK ROAD ♦ SUITE 110 ♦ NASHUA,NH 03060-5614 ♦ TELEPHONE:(603)891-2213 ♦ FACSIMILE:(603)891-6449 TRAFFIC IMPACT AND ACCESS STUDY Proposed Gasoline Station/Convenience Store with Drive-Through,North Andover,Massachusetts ',� �S � ;:��x4 'p� �q� w `• � MCI., ."�"�` � � ,✓� �� a Vim.- � � ' � � �aW,aa�wzs�n r �4 ,y r� 3 V H jo ✓ �0 r f" r ` 4" x ,,. T� �.• '�7� 3 CA.IA,� �`LS ��s�^ ..� 'i f J rw p a e Y �IIN'YA••_�! #'x Y� wdn ,^'k. �\ � A ^� � ,� \ ,� i( ,,` �,� �,tJ �llf r•y'�� � �sr',. ��anaro„ 7 r,�`��, :��`` ��,.,�`m �.,fir+ 1f t ����� ,`��aI�J�NfP '�y �� � �� � � ^,��t'' ���P' ,�� �.�" i del sr� /. Av V y � M ^ � � a:r 41 V✓'�Alk'Y� �W�>i ,y E" .,'r�� � 1 /), �,f'��� T,^°„a.. l V"y't ✓" w „� aT S " <., � "# '"''t,�, �, ur 1Fi v�✓.rY $ ,"��y "^ Ilfr�n�`,�`` `" „w,\`wt �� ����0�� �w I��I, a ,•" ��' �� �` �. /rJ."k� wW rr•'�'�Y "�; �"���"� n, � ' � � ,.." / yv, a 1 � � �,rr"/ mob f � � �b � .,."� a;'•, y n� v .MGM, r����'`M •�71Lt � Y � � � I��y 4 Y .'h 0.�,rv. 4� r V I �. d `JT C,✓° (r �� a.� man � f , �;Y �ww r ���o f 4 V4"+ ^✓'""�"""� � 5 p v1 is f i � � ii i � it r ``•? �' CwTtfi Tt hints<te W, .�.. r....,. ",.n,_,. I hAIG U FfEY 0 oOAMUM`, ned vtl T ( !re ��?Ug3 t albmj Ger,�ta�r},,r Fa^nnr a at�raN�rilym���l-fwr:.ronr11.Ira7 GPIGreenman-Pedersen, Inc. Figure 1. Engineers, Architects, Planners, Construction Engineers & Inspectors Site Location Map TRAFFIC IMPACT AND ACCESS STUDY Proposed Gasoline Station/Convenience Store with Drive-Through,North Andover,Massachusetts EXISTING CONDITIONS Study Area Evaluation of the traffic impacts associated with the proposed project requires an evaluation of existing and projected traffic volumes on the adjacent streets, the volume of traffic expected to be generated by the project, and the impact that this traffic will have on the adjacent streets. In preparing the TIAS for the proposed project, the following intersections have been included in the study area: • Route 125 (Osgood Street) at Orchard Hill Road • Route 125 (Osgood Street) at Lucent Technologies south driveway Within the vicinity of the site, Route 125 is a four-lane, state-maintained roadway. Directional flow is separated by a double yellow centerline. Sidewalks are provided along the Lucent Technologies site frontage on Route 125. The speed limit along Route 125 is 40 mph. The land uses along Route 125 are commercial, retail and residential. Traffic Volumes Base traffic conditions within the study area were developed by conducting automatic traffic recorder (ATR) counts, manual turning movement counts (TMCs), and vehicle classification counts in July 2005. The ATR counts were conducted on Route 125 between Orchard Hill Road and Lucent Technologies south driveway to collect both weekday and Saturday-daily data. The TMCs and vehicle classification counts were performed during the weekday AM peak period (7:00 to 9:00 AM), the weekday PM peak period (4:00 to 6:00 PM) and the Saturday midday peak period (11:00 AM to 2:00 PM) at the study area intersections. All count data are provided in the Appendix. Evaluation of peak period traffic counts indicates that the weekday AM peak hour occurs between 7:30 and 8:30 AM, the weekday PM peak hour occurs between 4:30 and 5:30 PM, and the Saturday peak hour occurs between 11:00 AM and 12:00 PM. Seasonal Adjustment Traffic on a given roadway typically fluctuates throughout the year depending on the area and the type of roadway. To determine if the July traffic-volume data needed to be adjusted to account for this fluctuation, historical traffic volume data from Massachusetts Highway Department 05501 Tech Memo 102805 Page 2 TRAFFIC IMPACT AND ACCESS STUDY Proposed Gasoline Station/Convenience Store with Drive-Through,North Andover,Massachusetts (MassHighway) Permanent Count Stations in the area were researched.' Based on the MassHighway traffic-volume data, traffic during the month of July represents above average- month conditions. Therefore, the observed traffic volumes were accordingly used with no adjustments to reflect conservative, above average month analysis conditions. The MassHighway permanent count station data are provided in the Appendix. Table 1 summarizes the existing daily and peak-hour traffic volumes on Route 125 adjacent to the site. Figure 2 graphically depicts the weekday AM, weekday PM, and Saturday midday peak-hour traffic-flow networks. Table 1 EXISTING TRAFFIC VOLUME SUMMARY Daily Volume Peak Hour Directional Location/Time Period (ypd)a Volume(vph)b K Factor(%)e Distribution Route 125 in front of site: Weekday Daily 16,300 Weekday AM Peak Hour 1,295 7.9 78%SB Weekday PM Peak Hour 1,518 9.3 69%NB Saturday Daily 9,900 Saturday Midday Peak Hour 888 9.0 51%NB 'In vehicles per day. bIn vehicles per hour. `Percentage of daily traffic occurring during the peak hour. dSB=southbound;NB=northbound. Accidents Accident data for the study area intersections were obtained from the MassHighway accident records for the most recent available three-year period (2001 through 2003). In addition, accident data were also requested from the North Andover Police Department to verify the accuracy of the MassHighway data. At the time of this study, the local data have not been received. When available, the accident records will be reviewed and if these data indicate a safety concern and/or inconsistency with the MassHighway data, the information will be summarized in an addendum to this study. A summary of the accident data at the study area intersections is provided in Table 2. 'MassHighway 2004 Traffic Volumes; Permanent Count Station 502,North Andover—Routes 114 and 125 North of the Andover By-Pass. 05501 Tech Memo 102805 Page 3 C) 0 Q O U D �y Q� L O = r®n U) ro L 31 f - 416 cis r 449 OSGOOD 0 STREET N �" 39 N o Lo (' 400—1-- N 437 ,.',4 O N Cd ,Sai6O/ovyoa/�� y�hos 1 �4aoh 0 0 a 0 a W o = w Ln N t- 23 Cd In X1046 �--994 OSGOOD ,n 2 STREET N 8 b `v 462 440 (� —. Z �Sa�60lo � U4oa7 ydh°S o � > U f� 00 d Q O 3 W � w a'' w O t- 21 W 03 — 279 � � ° U X246 .J �. OSGOOD ,n W J U E6 43 STREET N Q ��, H 53 U _o V Lo '� �' 9 53 N 1004_' O N U 0 57 -i V C7 Sai6 �oMa�la F- a w °/oUyoa y?nos U ¢ 1Uaon, z c H w a, TRAFFIC IMPACT AND ACCESS STUDY Proposed Gasoline Station/Convenience Store with Drive-Through,North Andover,Massachusetts In addition to the accident summary, incident occurrence should be compared to the volume of traffic through a particular intersection to determine any significance. An intersection accident rate is a measure of the frequency of accidents compared to the volume of traffic through an intersection and is presented in accidents per million entering vehicles (acc/mev). For signalized intersections, the statewide average is 0.87 acc/mev and the district-wide average is 0.88 acc/mev. For unsignalized intersections, the statewide average is 0.66 acc/mev and the district-wide average is 0.63 acc/mev. A comparison of the calculated accident rate to these averages can be used to establish the significance of accident occurrence and whether or not potential safety problems exist. All crash rate worksheets are provided in the Appendix. Table 2 ACCIDENT SUMMARY 2001 -2003 Number of Accidents Severity' Accident Type Percent During Commuter Average Accident Peak Wet/Icy Location Total per Year Ratee PD PI F CM RE HO FO Ped Other Periods Conditions Route 125 at Lucent Technologies 11 3.67 0.60 7 4 0 5 5 0 1 0 0 18% 0% Driveways Route 125 at 2 0.67 0.11 2 0 0 0 1 0 0 0 1 0% 50% Orchard Hill Road Source: MassHighway Accident Data 'PD=property damage only;PI=personal injury;F=fatality. b CM=cross movement/angle;RE=rear end;HO=head on;FO=fixed object;Ped=pedestrian. e Measured in accidents per million entering vehicles. d MassHighway accident data did not distinguish between north and south Lucent Technologies driveways. Based on the accident data, the intersection of Route 125 and Lucent Technologies south driveway has experienced, on average, less than four accidents per year. The accidents at this location were evenly split between rear-end collisions and angle collisions. Most of the accidents consisted of property damage only (64 percent), during off-peak hours (82 percent) and all occurred under dry roadway conditions. Therefore, it is reasonable to assume that a majority of the accidents in this area were minor collisions related to vehicles turning into and out of Lucent Technologies. The crash rate for the intersection is 0.60 accidents per million entering vehicles (acc/mev). This rate is lower than both the district-wide and statewide averages of 0.88 and 0.87, respectively. 05501 Tech Memo 102805 Page 4 TRAFFIC IMPACT AND ACCESS STUDY Proposed Gasoline Station/Convenience Store with Drive-Through,North Andover,Massachusetts Based on the accident data, the intersection of Route 125 and Orchard Hill Road has experienced, on average, less than one accident per year. Both accidents consisted of property damage only and neither occurred during commuter peak periods. The accident rate for the intersection is 0.11 acc/mev, which is significantly less than the MassHighway District 4 average (0.63 ace/mev) and the statewide average(0.66 acc/mev) for unsignalized intersections. Vehicle Speeds Speed measurements were conducted along Route 125 by utilizing a radar gun device. Several observations were made along Route 125 adjacent to the proposed development. The observed speeds are summarized in Table 3 and all data are provided in the Appendix. Table 3 OBSERVED TRAVEL SPEEDS (IN MILES PER HOUR) Posted Median 85`h Percentile Location/Direction Speed Limit Speed Speed Route 125 adjacent to the site: Northbound 40 43 47 Southbound 40 45 48 aSpeed at, or below which 85 percent of all observed vehicles travel. It is commonly used for posting speed limits. As shown in Table 3, the median speed on Route 125 adjacent to the site was found to range be- tween 43 and 45 mph for the northbound and southbound travel, respectively, with 85th percentile speeds of 47 and 48 mph. The speeds on Route 125 adjacent to the site were observed to be greater than the posted speed limit. The higher speeds are possibly due to the wide, straight lay- out of the roadway. These roadway characteristics lend themselves to higher speeds. Sight Distance To identify potential safety concerns associated with site access and egress, sight distances have been evaluated at the proposed site driveway location to determine if the available sight distances for vehicles exiting the site meet or exceed the minimum distances required for approaching vehicles to safely stop. The available sight distances were compared with minimum requirements, as established by the American Association of State Highway and Transportation 05501 Tech Mev 102805 Page 5 TRAFFIC IMPACT AND ACCESS STUDY Proposed Gasoline Station/Convenience Store with Drive-Through,North Andover,Massachusetts Officials (AASHTO)2. AASHTO is the national standard by which vehicle sight distance is calculated, measured, and reported. The Massachusetts Executive Office of Transportation and Construction (EOTC) and the Executive Office of Environmental Affairs (EOEA)require the use of AASHTO sight distance standards when preparing traffic impact assessments and studies, as stated in their guidelines for traffic impact assessments. Sight distance is the length of roadway ahead that is visible to the driver. Stopping Sight Distance (SSD) is the minimum distance required for a vehicle traveling at a certain speed to safely stop before reaching a stationary object in its path. The values are based on a driver perception and reaction time of 2.5 seconds and a braking distance calculated for wet, level pavements. When the roadway is either on an upgrade or downgrade, grade correction factors are applied. Stopping sight distance is measured from an eye height of 3.5 feet to an object height of 2 feet above street level, equivalent to the taillight height of a passenger car. The SSD is measured along the centerline of the traveled way of the major road. Intersection sight distance (ISD) is provided on minor street approaches to allow the drivers of stopped vehicles a sufficient view of the major roadway to decide when to enter the major roadway. By definition, ISD is the minimum distance required for a motorist exiting a minor street to turn onto the major street, without being overtaken by an approaching vehicle reducing its speed from the design speed to 70 percent of the design speed. ISD is measured from an eye height of 3.5 feet to an object height of 3.5 feet above street level. The use of an object height equal to the driver eye height makes intersection sight distances reciprocal (i.e., if one driver can see another vehicle, then the driver of that vehicle can also see the first vehicle). When the minor street is on an upgrade that exceeds 3 percent, grade correction factors are applied. The ISD design values for right turns from a minor street are less than the design values for left turns because, in making right turns, drivers generally accept gaps that are slightly shorter than those accepted in making left turns. SSD is generally more important as it represents the minimum distance required for safe stopping while ISD is based only upon acceptable speed reductions to the approaching traffic stream. However, the ISD must be equal to or greater than the minimum required SSD in order to provide safe operations at the intersection. In accordance with the AASHTO manual, "If the available sight distance for an entering or crossing vehicle is at least equal to the appropriate stopping sight distance for the major road, then drivers have sufficient sight distance to anticipate and avoid collisions. However, in some cases, this may require a major-road vehicle to stop or slow to accommodate the maneuver by a minor-road vehicle. To enhance traffic operations, intersection sight distances that exceed stopping sight distances are desirable along the major road. " Accordingly, ISD should be at least equal to the distance required to allow a driver approaching the minor road to safely stop. 2A Policy on Geometric Design of Highways and Streets; American Association of State Highway and Transporta- tion Officials(AASHTO);2004. 05501 Tech Mertes 102805 Page 6 TRAFFIC IMPACT AND ACCESS STUDY Proposed Gasoline Station/Convenience Store with Drive-Through,North Andover,Massachusetts The available SSD and ISD at the proposed site driveway location were measured in the field and compared to minimum requirements as established by AASHTO. Since the distance required to stop a vehicle is dependent on the speed of that vehicle, speed studies were conducted as presented in the previous section. Based on both the posted speed limit and the observed speeds, the SSD and ISD requirements at the intersection was calculated. The required minimum sight distances for each speed are compared to the available distances, as shown in Table 4. Table 4 SIGHT DISTANCE SUMMARY Stopping Sight Distance(feet) Intersection Sight Distance(feet) Minimum Minimum Location Measured Required' Desirable Measured Required' Desirable Route 125 at Site Driveway: North of intersection 950 305 399 950 399 533 South of intersection 830 305 386 880 386 450 'Values based on AASHTO requirements for posted speed limit of 40 mph on Route 125. bVauues based on AASHTO requirements for observed 851h percentile speeds of 47 mph northbound and 48 mph southbound on Route 125,as shown in Table 3. `Values based on desirable SSD requirements. As indicated in Table 4, the proposed site driveway location will exceed both the minimum and desirable SSD and ISD requirements for safe operation. In order to maintain the sight distances at the driveways, any proposed vegetation and signing along the site frontage as a result of the proposed project should be kept low to the ground or set back sufficiently from the edge of the roadway so as not to inhibit the available sight lines. 05501 Tech Memo 102805 Page TRAFFIC IMPACT AND ACCESS STUDY Proposed Gasoline Station/Convenience Store with Drive-Through,North Andover,Massachusetts FUTURE CONDITIONS To estimate the impact of site-generated traffic within the study area, existing traffic volumes were projected to the year 2010. This represents a five-year design horizon in accordance with the Executive Office of Environmental Affairs (EOEA)/Executive Office of Transportation (EOT) traffic impact assessment guidelines. The incremental impacts of the project may be determined by making comparisons to the No-Build alternative. The No-Build alternative assumes that the project is not built. Under this alternative, traffic increases along the study area roadways are associated with normal traffic-growth patterns as well as other currently planned development projects. Traffic Growth To develop the five-year forecast, two components of traffic growth were considered. First, an annual-average traffic-growth percentage was determined based on historical traffic-volume data supplied by MassHighway.3 Based on this information, traffic volumes have increased an average of 0.37 percent annually since 1997. Therefore, an annual growth rate of 0.5 percent was applied to the existing traffic volumes to calculate the 2010 No-Build condition. Second, any planned or approved specific developments in the area that would generate a significant volume of traffic on study area roadways within the next five years were included. Based on discussions with officials from the Town of North Andover, there is one development planned within the next five years that could substantially change traffic volumes within the study area. The Town of North Andover has prepared a master plan for the redevelopment of the Lucent Technologies Merrimack Valley Works facility located at 1600 Osgood Street (Route 125) in North Andover. Based on conversations with local officials from the town, approximately 1.4 million square feet of the 1.5 million square foot facility is currently vacant. It was conservatively estimated that this facility could be 50 percent occupied(750,000 square-feet) within the next five years. Since only 100,000 square feet was occupied at the time of the counts, the facility was not generating to its potential. To estimate the volume of traffic to be generated by the proposed reuse, trip generation rates provided in the Institute of Transportation Engineers (ITE) Trip Generation manual for Land Use Code (LUC) 760, Research and Development Center,were used and assigned to the roadway network. 3MassHighway 1997-2004 Traffic Volumes; Station 502,Routes 114 and 125 in North Andover. 05501 Tech Memo 102805 Page 8 TRAFFIC IMPACT AND ACCESS STUDY Proposed Gasoline Station/Convenience Store with Drive-Through,North Andover,Massachusetts Planned Roadway Improvements Based on research of Merrimack Valley Planning Commission (MVPC) documents and discussions with town and MassHighway officials, there are no roadway improvements planned for Route 125 in the vicinity of the proposed project. As part of the master plan for the redevelopment of the Lucent Technologies Merrimack Valley Works facility, improvements to the facility's access as well as to Route 125 could be required. At this time, specific improvements have not been identified. No-Build Conditions The 2010 No-Build networks were accordingly developed by applying a compounded 0.5 percent annual growth rate (2.5 percent over five years) to the existing volumes and by adding the traffic associated with the re-occupancy of Lucent Technologies Merrimack Valley Works facility. The 2010 No-Build peak-hour traffic-flow networks for the weekday AM, weekday PM and Saturday midday peak hours are shown on Figure 3. Trip Generation The site presently contains two vacant single family residential homes. As currently planned, the site would be redeveloped by removing the existing buildings and constructing a 3,800 sf convenience store that will include a donut shop with a drive-through window and a gasoline station with 10 vfps. To estimate the volume of traffic to be generated by redevelopment of the site, trip-generation rates published by the Institute of Transportation Engineers (ITE)4 were researched. However, ITE data do not provide adequate information for gasoline/service stations with a donut shop within the convenience market or a drive-through window. The closest land use code (LUC) provided by the ITE is LUC 945, Gasoline/Service Station with Convenience Market. However, this land use does not account for the donut shop and drive-through window component of the proposed project, which is expected to significantly affect trip generation, particularly during the morning peak hour. Accordingly, empirical trip-generation data were collected at similar facilities located in Plymouth, West Bridgewater, and Worcester, Massachusetts as well as at similar facilities located in Londonderry and Manchester, New Hampshire. All sites contain a gasoline station, a convenience market, and a donut shop with a drive-through window. The Londonderry site also contains an ATM and a parking area for heavy vehicles. The West Bridgewater site also contains a car wash and the Worcester site also contains a D'Angelo's sandwich shop. 4 Trip Generation;7`h Edition;Institute of Transportation Engineers;Washington,DC;2003. 05501 Tech Memo 102805 Page 9 '.. 0 O Q O Q= o' �e U _J y r n � Pot Ln 31 ®— 459 �D b cd 476 �. OSGOOD Ln 16 STREET N 39 0 N 441 464 o 24--i cv /ro ,&GY5o/oU4o���� 4Jn° aL 0Jn) 0 0 a o _ � W o= I= � Cn w cn Lo N X23 X1091 -1056 OSGOOD r 19 STREET N 8 � b 686 —' 57 2 oo N 29 sa.�-501 "(7 o Ml"6 O a to/70 � �Uaon iosy.y ) C N E U `5 H Q 0 o �..0 a 3 � L N w ri P� W W ° u w uo 21 0 `o �--523 �j x393 .� �. OSGOOD W o r 140 STREET N Q U a N 1054—' O Y " 0 209 N �- rV-i C7 Saig �oMa�!a ~ a` yin° O Z H a w TRAFFIC IMPACT AND ACCESS STUDY Proposed Gasoline Station/Convenience Store with Drive-Through,North Andover,Massachusetts Based on information collected at the existing facilities and the ITE Trip Generation manual, the ITE and empirical trip rates per fueling position were compared and the higher of the two rates were used to determine the expected generation of the proposed facility. A comparison between the ITE trip rates and the empirical trip rates are shown in Table 5. All trip-generation data are provided in the Appendix. Table 5 TRIP-GENERATION COMPARISON (Per Vehicle Fueling Position) ITE LUC 945 Average Vehicle Trips Time Period/Direction Rates' Empirical Rates Rates Used (10 positions) Weekday AM Peak Hour: In 5.03 14.17 14.17 142 Out 5.03 13.52 13.52 135 Total 10.06 27.69 27.69 277 Weekday PM Peak Hour: In 6.69 10.41 10.41 104 Out 6.69 9.46 9.46 95 Total 13.38 19.87 19.87 199 Saturday Midday Peak Hour: In -- 11.67 11.67 117 Out _ 11.42 11.42 114 Total — 23.09 23.09 231 aITE Land Use Code 945(Gasoline/Service Station with Convenience Market)based on number of vfps. bBased on counts conducted at similar existing facilities located in Plymouth,West Bridgewater, and Worcester,MA and in Londonderry and Manchester,NH. As shown in Table 5, the empirical data produce higher estimates of proposed trips than the ITE data, particularly during the weekday AM peak hour, which is the direct result of the donut shop and drive-through component of the proposed development. Therefore, the empirical trip- generation data were used in this assessment to depict the trip-generation characteristics of the proposed project. Not all of the vehicle trips expected to be generated by the proposed development project repre- sent new trips on the study area roadway system. Based on data presented in the ITE Trip Gen- eration Handbook, the average pass-by trip percentage is 62 percent during the weekday AM 05501 Tech Memo 102805 Page 10 TRAFFIC IMPACT AND ACCESS STUDY Proposed Gasoline Station/Convenience Store with Drive-Through,North Andover,Massachusetts peak hour and 56 percent during the weekday PM peak hour.5 However, these pass-by rates were found at facilities that do not contain a donut shop with drive-through window. Based on pass-by surveys conducted by this office at similar type gas stations with a donut shop and drive-through window, the average pass-by rates were 73 percent during the peak hours. Although state guide- lines for the preparation of traffic impact studies restrict pass-by traffic to only 25 percent of the overall site-generated traffic, this low value is not realistic when examining the traffic impact on the adjacent street system, especially for the proposed use and the location of the site along Route 125. However, to be consistent with state guidelines for the preparation of traffic impact studies, only 25 percent of the site-generated traffic was considered pass-by traffic. Table 6 summarizes the traffic volumes generated by the proposed development as well as the number ofpass-by trips associated with the project. Table 6 TRIP-GENERATION SUMMARY Proposed Pass-By Time Period/Direction Tripsa Tripsb New Trips Weekday AM Peak Hour Enter 142 35 107 Exit 135 35 100 Total 277 70 207 Weekday PM Peak Hour Enter 104 25 79 Exit 95 25 70 Total 199 50 149 Saturday Midday Peak Hour Enter 1.17 29 88 Exit 114 29 85 Total 231 58 173 'From Table 5. '.. b 25 percent pass-by rate applied to the proposed site trips. As shown in Table 6, the proposed redevelopment project is expected to generate 207 new vehicle trips (107 entering and 100 exiting) during the weekday AM peak hour, 149 new vehicle 5Trip Generation Handbook;2rtd Edition;Institute of Transportation Engineers;for ITE LUC 945(Gasoline/Service Station with Convenience Market);Washington,DC;June 2004. 05501 Tech Mertes 102805 Page 11 TRAFFIC IMPACT AND ACCESS STUDY Proposed Gasoline Station/Convenience Store with Drive-Through,North Andover,Massachusetts trips (79 entering and 70 exiting) during the weekday PM peak hour, and 173 new vehicle trips (88 entering and 85 exiting) during the Saturday midday peak hour. It should be noted that the volume of pass-by traffic does not reduce the total volume of traffic generated by the development and the total trips generated will still be realized as turning movements at the site driveways. MEPA Thresholds In addition to the peak hour trip generation of the site, which is used to analyze the project's impacts on the surrounding roadway network, the daily trip generation was calculated to determine if the site would meet or exceed any thresholds that would require Massachusetts Environmental Policy Act (MEPA) review of the project. One of the thresholds for MEPA review is the volume of daily traffic generated by a project. If a development project requires a state permit and generates more than 2,000 new daily vehicle trips, then the filing of an Environmental Notification Form (ENF) with the MEPA Office is required. If a project generates more than 3,000 new daily vehicle trips, then an Environmental Impact Report (EIR) must be prepared and filed with the MEPA Office. The definition of new vehicle trips is the total traffic generated by the proposed development less any traffic currently generated by the site or by uses that occupied the site within the past three years. Based on a recent meeting on a similar project with officials from the MEPA office and with the MassHighway Public/Private Development Unit (P/PDU), the expected daily traffic generation of the proposed gasoline station, convenience store, and donut shop is based on the closest land use code provided by the ITE, LUC 945 (Gasoline/Service Station with Convenience Market), with a 10 percent increase applied for the donut shop with a drive-through window component. All trip-generation data are attached to this letter. The site presently contains two vacant single-family residences. However, no credit was taken for the existing uses. The projected daily trip generation of the proposed site development is provided in Table 7. 05501 Tech Memo 102805 Page 12 TRAFFIC IMPACT AND ACCESS STUDY Proposed Gasoline Station/Convenience Store with Drive-Through,North Andover,Massachusetts Table 7 DAILY TRIP-GENERATION SUMMARY Time Period/Direction Proposed Use Weekday Daily: Enter 900 Exit 900 Total 1,800 aITE Land Use Code 945 (Gasoline/Service Station with Convenience Market) for 10 vehicle fueling positions with a 10 percent increase to account for the donut shop with drive- through window component. As shown in Table 7, the site-generated traffic is 1,800 daily trips on a weekday. Therefore, the filing of an ENF with the MEPA Office is not required. However, the remainder of the site contains land that could be developed at a later date. The proponent at this time has no definite plans for the development of the remaining portion of the site. Based on a conversation with the MEPA Office and to avoid the appearance of segmentation of the development of the site, an ENF will be filed for the gas station/convenience store project to act as a placeholder for the remainder of the site. In the future, when the development plans for the remainder of the site are finalized, a Notice of Project Change (NPQ will be filed with the MEPA Office, detailing the impacts of the full build-out of the site. At that time, MEPA will be able to decide what, if any, level of review is necessary for the entire site. Trip Distribution The distribution of proposed new site traffic on the area roadways is based on surrounding population densities, existing travel patterns, expected travel routes to the site, and competing opportunities. It is expected that approximately 50 percent of the new site traffic will originate to and from the north on Route 125, with the remaining 50 percent to and from the south on Route 125. The distribution of pass-by trips is expected to follow existing observed travel patterns of adjacent street traffic during each specific peak hour. Build Conditions Based on the traffic generation and distribution estimates for this project, the traffic volumes from the proposed project were assigned to the roadway network, as shown on Figure 4. These 05501 Tech Memo 102805 Page 13 ° _J Q 0 � m Q 0 > d o 0 U O o0 CD W n m v Cl) zl 11) r7 co Q� !_ 17(41) ° `n v`n �—�—40) 0 — 17 OSGOOD �n H I 1) N H STREET f 15 d o N 16 —N s, C7 (—38)—° v I 4-1 Td41 w a Sai6O/o�yoalJ� 4dnoS 1 dUa°n T ry- < o Q 0 > j jlcD U J � .� 0 N J U Cl) z N I N Lo Ln OSGOOD Cd 1 ` STREET 11 —' 0 (22)15 1 r' (-21) �. c0 o d- z ) Sai6o/ou4_a/�0 4�noS to ova°n� F U o N U > 0 �� H Q 0 y a3i �. 0 N D A 3 i J a � o 0 o J � N w cn U ` U N^co �20(29) z ° 21 W U Q' > —0� D o 279 v� u I .�(-B) OSGOOD Lo W N 53 STREET Q c U C$o N 1 fl I (- 953—' ((9)257)�' N —n �o U C7 (-12) Sa 6 �oMa�/a f- a F� o/oUyoad aJ�� c 0 �`� E-+ a. w TRAFFIC IMPACT AND ACCESS STUDY Proposed Gasoline Station/Convenience Store with Drive-Through,North Andover,Massachusetts volumes were then added to the 2010 No-Build traffic volumes to develop the 2010 Build traffic volumes. The 2010 Build weekday AM, weekday PM and Saturday midday peak-hour traffic- flow networks are graphically depicted on Figure 5. Site Access/Circulation Access to the site will be provided by way of a full-access/egress driveway that will form the fourth leg of the three-legged intersection of Route 125 and Lucent Technologies' south driveway. GPI has reviewed vehicle queuing at the proposed drive-through window. To determine the adequacy of storage within the proposed drive-through lane, vehicle queue counts have been conducted at a number of existing donut shops with drive-through windows.6 7 8 Based on these observations, Dunkin' Donuts experienced the longest vehicle queue with eleven vehicles waiting at the drive-through window. Honey Dew Donuts experienced a maximum queue of seven vehicles. The queue observations were all made at sites where the volume of adjacent street traffic ranged between 25,000 and 30,000 vehicles per day (vpd), which is higher than the average daily traffic on Osgood Street (Route 125) as collected by ATR in July, 2005. The proposed drive-through lane can accommodate ten vehicles within the striped drive-through lane without disrupting site access or on-site circulation. An additional 16 vehicles can be stacked in the drive-through queue before the queue would extend out into Route 125. Therefore, the expected vehicle queues at the proposed drive-through window can be accommodated on site. A bypass lane is provided around the back of the building for those vehicles that wish to get out of the dive-through queue or circulate around the building. Traffic Increases Table 8 summarizes the volume increases on the study area roadway network due to the proposed proj ect. 6Traffic Assessment,Proposed Honey Dew Donuts Drive-Through Window,Pembroke,Massachusetts;GPI;May 21,2001. 7Tiaff c Impact Study,Proposed Town Line Plaza Re-Use,Malden/Medford,Massachusetts;GPI,September 1997. 8Environn:ental Notification Form,Proposed Honey Farms,Worcester,Massachusetts;GPI;April 20, 1998. 05501 Tech Memo 102805 Page 14 O O Lo r)to �- 29 o — U Q K-V O S o ® 9Zt — � I ( V �Q >-� o ZZ N r)U-) 9 L 58 �n 31 �D 516 . - 476 OSGOOD �Cd N b ;-, r STREET N 6 426 o a� 22 _i IfO w N P Sa�6O/oU4� a lmos Jn, o < Q Q o W o� 0) C) o a, f o � Cn 0 k- 57 N t- 23 w N Lo N ;° r 1051 ---1072 OSGOOD ,n r 18 L STREET N f � b N 7 fl I (� 697 —' 3 N O co 551 r 28 Sa�6o/o(uq_ 0t?os O Jn� F� U o a A ' ° °Q N -J, f-1 0 0 ` Tc, O ) c V] _ VJ o w k-- 49 o t- 21 A o °� ° r 372 f - 543 OSGOOD ,n w 123 J r STREET N Q H ePr N 1U 04'-° 9 0 ° Lo n 0 997 �' N s C7 197 SaI6 rOM F- a o /UaJn� TRAFFIC IMPACT AND ACCESS STUDY Proposed Gasoline Station/Convenience Store with Drive-Through,North Andover,Massachusetts Table 8 PROJECTED TRAFFIC VOLUME INCREASES 2010 2010 No-Build Build Volume Location/Peak Hour Volume Volume Increase Route 125 north of site: Weekday AM 1,693 1,797 104 Weekday PM 1,870 1,944 74 Saturday Midday 988 1,074 86 Route 125 south of site: Weekday AM 1,576 1,679 103 Weekday PM 1,792 1,867 74 Saturday Midday 966 1,053 87 Traffic in vehicles per hour Table 8 shows that under 2010 Build conditions, traffic volume increases on Route 125 leading beyond the site are expected in the range of 74 to 104 vehicles during the peak hours. These increases represent, on average, less than two additional vehicles every minute during the peak hours. Smaller increases are expected during off-peak hours. 05501 Tech Memo 102805 Page 15 TRAFFIC IMPACT AND ACCESS STUDY Proposed Gasoline Station/Convenience Store with Drive-Through,North Andover,Massachusetts CAPACITY AND QUEUE ANALYSIS Level-of-service analyses were conducted at the study locations under Existing, No-Build and Build conditions. The capacity analysis methodology is based on the concepts and procedures in the Highway Capacity Manual (HCM)9 and is described in the Appendix. The level-of-service results are presented and discussed below and the analysis worksheets for all conditions are provided in the Appendix. The following intersections were analyzed and the results are presented in Table 9: • Route 125 at Lucent Technologies south driveway and site driveway • Route 125 at Orchard Hill The queue analysis methodology for unsignalized intersections is based on the concepts and procedures described in the HCM. The back of queue is the length of a backup of vehicles from the stop line of an intersection to the last vehicle in the queue that is required to stop. The length of this queue depends on a number of factors including vehicle arrival patterns and the saturation flow rate. The level-of-service and queue results are presented below in Table 9 for the 2005 Existing, 2010 No-Build and 2010 Build conditions. All analysis worksheets are provided in the Appendix. 9Hgghway Capacity Manual 2000;Transportation Research Board;Washington,D.C.; 2000. 05501 Tech Memo 102805 Page 16 N i (N 00 .--� r- M i � 'cf' O\ M .--� V) M U NM00C� � N I� I� Vld � M > Vrl � (- M i i N M M i � U a 00 mNO\ � � moo vl .--i �O •.� i U U A d i d i A U V as a kn CN o � 00 rtM NN O � m tt 00 M M r- C)CU C\ y to cV U M N lO N lC 00 rin lO u> O [� J O C) O O O O 8 0 0 0 C> © © c3 ' b V") m 00 m O\ Vl t N N i i 00 i N N i N 00 O M 00 b � U PQ I A i A i d i d d A i U i d i C� W O a > t. z � a i O 00 O M M C� O) O) M 00 y y N A M M V1 h M M i ~- kti- bO 00 00 W) N M r-I U M N 't .-. et 00 \0 kf) m (D �,o v ; O O O O O G O O O 0 0 C CIS w Cd h �4) O r- O i V7 N 00 O\ i 00 00 C C14 � � �N 0 y Fi O O M � 00 00 > a O� M N t-- N '.'.. 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O O O O p a' o U b a d � aaar� r� r� ; r4F4o u � W �j 0 . 0 rn a i i N i i i P-4 b � O wWd wUd Uwd q 0 0 t-� t` oo r-: 0 00 O N AN C� O N --� UI Md �O O� NN O\ t� d X00 00 0 C;N M kn O N N Vl M a b OIAWd wU ¢ Upad z N A MO N W ) O 000 N U U O O Ln N O ID Cd m �GJ V) N rh 00 ON •-• d' h M `'a'" kn co b •� o U ¢ ¢ wa1 ¢ U ¢ d w 7, 00 O\ IIR C\ N `� vl t- O N F. rn A W � A W to H � ° a Z o ^ b o 0 0 y � ^ in C5 U 01 a .N-i H s0. O w O tV. ti O O E o� 0004 o, 00 t300N, W a" > H a Ha b 0 TRAFFIC IMPACT AND ACCESS STUDY Proposed Gasoline Station/Convenience Store with Drive-through,North Andover,Massachusetts Route 125 at Lucent Technologies South Driveway and Site Driveway Based on field observations and discussions with MassHighway, the loop detectors on the Lucent Technologies' south driveway westbound approach are not functioning properly. This results in a call to provide a green signal indication for the driveway approach during every cycle throughout the day, regardless of whether or not a vehicle is present. In effect, the traffic signal is functioning as a pre-timed signal and experiences more delay and less efficiency than it would if the actuated system was functioning properly. In addition, the flashing "RED SIGNAL AHEAD" sign posted on the Route 125 northbound approach does not appear to be working. Under 2010 Build conditions, turns entering the proposed site driveway from Route 125 are expected to operate at LOS B or better during the three peak hours studied. The site driveway exiting movements are expected to operate at LOS D during the weekday AM and LOS C during the weekday PM and Saturday midday peak hours. The expected maximum queue lengths are not expected to exceed five vehicles. The proposed driveway can accommodate the anticipated vehicle queue lengths. Route 125 at Orchard Hill Road Under 2010 Build conditions, turns onto Orchard Hill Road from Route 125 are expected to operate at LOS A during all three peak hours studied. The Orchard Hill Road right-turn movements onto Route 125 are expected to operate at LOS C or better during all three peak hours studied. Left-turning movements are expected to operate at LOS E during the weekday AM peak hour, LOS F during the PM peak hour, and LOS C during the Saturday midday peak hour. Maximum queues on Orchard Hill Road are not expected to exceed three vehicles during the peak hours. The traffic signal located approximately 250 feet north of the intersection provides additional gaps and platooning in the Route 125 southbound traffic stream. This creates additional opportunities for vehicles to turn out of Orchard Hill onto Route 125. The effects of this signal are not accounted for in the model. The operations are therefore better than shown in the table. 05501 Tech Memo 102805 Page 20 '.. TRAFFIC IMPACT AND ACCESS STUDY Proposed Gasoline Station/Convenience Store with Drive-Through,North Andover,Massachusetts CONCLUSIONS AND RECOMMENDATIONS Existing and future conditions in the study area have been described, analyzed and evaluated with respect to traffic operations and the impact of the proposed gasoline station/convenience store development. Conclusions of this effort and recommendations are presented below. • The existing site contains two vacant single family residences. As proposed, the project consists of razing the existing buildings and constructing a 3,800 sf convenience store that will include a donut shop with a drive-through window, and a gasoline station with 10 vfps. • The proposed gas station/convenience store with drive-through development is expected to generate 207 new vehicle trips (107 entering and 100 exiting) during the weekday AM peak hour, 149 new vehicle trips (79 entering and 70 exiting) during the weekday PM peak hour and 173 new vehicle trips (88 entering and 85 exiting) during the Saturday midday peak hour. • Increases in traffic on the study area roadways as a result of the project during the weekday AM, weekday PM, and Saturday midday peak hours are expected in the range of 74 to 104 vehicles, which, on average, is less than two additional vehicles every minute during the peak hours. Smaller increases are expected during off-peak hours. These increases assume only a 25 percent pass-by rate. It is expected that the pass-by rate will actually be much higher,resulting in substantially fewer new trips on the study roadways. • Under 2010 Build conditions, the signalized intersection of Route 125, Lucent Technologies south driveway, and the proposed site driveway will operate at LOS B or better during the three peak hours studied. More specifically, turns entering the proposed site driveway from Route 125 are expected to operate at LOS B or better during the peak hours and the site driveway exiting movements are expected to operate at LOS D or better during the peak hours. • The turning movements from Orchard Hill Road are expected to operate better than shown in the study, due to the benefit of the nearby signal at the site driveway, which will provide additional gaps and platooning in the Route 125 southbound traffic stream. • Any proposed landscaping or signs in the vicinity of the site driveway should be located sufficiently back from Route 125, or kept low to the ground, so as not to impede the available sight distances. 05501 Tech Memo 102805 TRAFFIC IMPACT AND ACCESS STUD' Proposed Gasoline Station/Convenience Store with Drive-through,North Andover,Massachusetts .APPENDIX TRAFFIC COUNT AND VEHICLE SPEED DATA MASSHIGHWAY SEASONAL,ADJUSTMENT AND GROWTH DATA MASSHIGHWAY ACCIDENT DATAAND CRASH RATE WORI,SHEETS TRIP GENERATION DATA CAPACITY ANALYSIS METHODOLOGY` '` CAPACITY A D QUEUE ANALYSIS WORKSHEETS' t .r ' 1 TRAFFIC INTPACT AND ACCESS STUD Proposed Gasoline Statioh/Convenience Store with Drive-through,North Andover,Massachusetts TRAFFIC CUNT AND VEHICLE SPEED DATA .r Greenman - Pedersen Inc. 61 Spit Brook Road, Suite 110 Nashua, Flit UM0 : Lucent Tech driveway at Osgood AM2 Site Code : 00005501 Start Date : 7/19/2005 Page No : 1 Groups Printed-Trucks Route 125(Osgood St.) Route 125(Osgood St.) Lucent Technologies Driveway From North From South From West Start Time Right Thru Peds App' Thru Left Peds App' Right Left Peds App' Int.Total Total Total Total Factor 1.01 1.01 1.0 1.0 1.0 1 1.01 1.0 1.01 1.0 07:00 AM 0 12 0 12 10 0 0 10 0 0 0 0 22 07:15 AM 0 11 0 11 10 0 0 10 0 1 0 1 22 07:30 AM 0 6 0 6 3 0 0 3 0 0 0 0 9 07:45 AM 0 6. 0 6 8. 0 0 8 0 0 0 0 14 Total 0 35 0 35 31 0 0 31 0 1 0 1 67 08:00 AM 0 12 0 12 4- 0 0 4 0 0 0 0 16 08:15 AM 0-o 16 UU 00 16 11 �U 0 U 0 11 0.0 1 0 U 1 28 08:30 AM 0 9 0 9 6 0 0 6 0 0 0 0 15 08:45 AM 0 8 0 8 13 0 0 13 0 0 0 0 21 Total 0 45 0 45 34 0 0 34 0 1 0 1 80 Grand Total 0 80 0 801 65 0 0 65 0 2 0 2 147 Apprch% 0.0 100.0 0.0 100.0 0.0 0.0 0.0 100.0 0.0 Total% 0.0 54.4 0.0 54.4 44.2 0.0 0.0 44.2 0.0 1.4 0.0 1.4 Route 125M-S9--T Out In Total 67 80 147 01 801 0 Right Thru Peds 1 H� N North W N O O C t o !1912005 7:00:00 AM r i 119!2005 8:45:00 AM U O N C p c O a Trucks Left Thru Peds 0 65 0 I 80 65 145 Out In Total Route 125 d St. Greenman - Pedersen Inc. 61 Spit Brook Road, Suite 110 Nashua, Hi MMM : Lucent Tech driveway at Osgood AM2 Site Code : 00005501 Start Date : 7/19/2005 Page No : 2 Route 125(Osgood St.) Route 125(Osgood St.) Lucent Technologies Driveway From North From South From West Start Time Right Thru Peds Total Thru Left Peds Total Right Left Peds App- Total Int.Total Peak Hour From 07:00 AM to 08:45 AM-Peak 1 of 1 Intersection 08:00 AM Volume 0 45 0 45 34 0 0 34 0 1 0 1 80 Percent 0.0 100.0 0.0 100.0 0.0 0.0 0.0 100.0 0.0 08:15 Volume 0 16 0 16 11 0 0 11 0 1 0 1 28 Peak Factor 0.714 High Int. 08:15 AM 08:45 AM 08:15 AM Volume 0 16 0 16 13 0 0 13 0 1 0 1 Peak Factor 0.703 0.654 0.250 o e sgoo Out In Total 35 45 80 01 451 0 Right Thru Peds 1 3� North d o /19/2005 8:00:00 AM /19/2005 8:45:00 AM dO � O c O iTrucks Left Thru Peds 0 34 0 45 34 79 Out In Total Route 125(0.,,..d ood St. Greenman - Pedersen Inc. 61 Spit Brook Road, Suite 110 Nashua, RMOQMN : Lucent Tech driveway at Osgood PM2 Site Code : 00005501 Start Date : 7/19/2005 Page No : 1 Groups Printed-Cars and Trucks Route 125(Osgood St.) Route 125(Osgood St.) Lucent Technologies Driveway From North From South From West Start Time Right Thru Left I Peds I Total Right Thru Left Peds Total Right Thru Left Peds Total Total Factor 1.01 1.01 1.01 1.01 1.01 1.0 1 1.01 1.01 1.0 1.01 1.0 1.0 04:00 PM 0 98 0 0 98 9 195 0 0 204 10 0 13 0 23 325 04:15 PM 3 96 0 0 99 8 212 0 0 220 10 0 9 0 19 338 04:30 PM 0 123 0 0 123 11 244 0 0 255 15 0 15 0 30 408 04:45 PM 0 94 0 0 94 6 210 2 0 218 3 0 13 0 16 328 Total 3 411 0 0 414 34 861 2 0 897 38 0 50 0 88 1399 05:00 PM 0 108 0 0 108 5 312 0 0 317 6 0 10 0 16 441 05:15 PM 1 115 0 0 116 1 280 0 0 281 6 0 2 0 8 405 05:30 PM 0 113 0 0 113 0 278 0 0 278 2 0 4 0 6 397 05:45 PM 0 97 0 0 97 2 194 0 0 196 1 0 5 0 6 299 Total 1 433 0 0 434 8 1064 0 0 1072 15 0 21 0 36 1542 Grand Total 4 844 0 0 848 42 1925 2 0 1969 53 0 71 0 124 2941 Apprch% 0.5 99.5 0.0 0.0 I 2.1 97.8 0.1 0.0 42.7 0.0 57.3 0.0 Total% 0.1 28.7 0.0 0.0 28.8 1.4 65.5 0.1 0.0 67.0 1.8 0.0 2.4 0.0 4.2 Route sgoo Out In Total 1996 848 2844 4 844 0 Right Thru Peds m 0- T � 0` North a�i v rn /19/2005 4:00:00 PM c /19/2005 5:45:00 PM U p W Ul p c O a Cars and Trucks c� Left Thru Peds 2 1925 0 897 1927 2824 Out In Total R 25 t Greenman - Pedersen Inc. 61 Spit Brook Road, Suite 110 Nashua, 19MGM@Q : Lucent Tech driveway at Osgood PM2 Site Code : 00005501 Start Date : 7/19/2005 Page No : 2 Route 125(Osgood St.) Route 125(Osgood St.) Lucent Technologies Driveway From North From South From West Start Time Right Thru Left Peds App' Right Thru Left Peds App' Right Thru Left Peds App. Int. Total Total Total Total Peak Hour From 04:00 PM to 05:45 PM-Peak 1 of 1 Intersection 04:30 PM Volume 1 440 0 0 441 23 1046 2 0 1071 30 0 40 0 70 1582 Percent 0.2 99.8 0.0 0.0 2.1 97.7 0.2 0.0 42.9 0.0 57.1 0.0 05:00 0 108 0 0 108 5 312 0 0 317 6 0 10 0 16 441 Volume Peak Factor 0.897 High Int. 04:30 PM 05:00 PM 04:30 PM Volume 0 123 0 0 123 5 312 0 0 317 15 0 15 0 30 Peak Factor 0.896 0.845 0.583 RoUte sgoo Out In Total 1086 441 1 1527 1 440 0 Right Thru Peds � 1 N-Cl) t I North w o _ O C r M L v /19/2005 4:30:00 PM e j /19/2005 5:15:00 PM N M O 0� a Cars and Trucks I Left Thru Peds 2 10461 0 r-4-70-1 1048 1518 Out In Total Route 125 od t. Greenman - Pedersen Inc. 61 Spit Brook Road, Suite 110 Nashua, NH 03060File Name : Orchard Hill at Osgood AM2 Site Code : 00005501 Start Date : 7/19/2005 Page No : 1 Groups Printed-Cars and Trucks Route 125(Osgood St.) Orchard Hill Road Route 125(Osgood St.) From North From East From South App Start Time Right Thru Left Peds Total Right Thru Left Peds Total Right Thru Left Peds Total Total Factor 1.0 1.01 1.01 1.0 1 1.01 1.0 1 1.01 1.01 1.0 1.01 1.01 1.0 07:00 AM 22 198 0 0 220 0 0 2 0 2 1 70 1 0 72 294 07:15 AM 24 217 0 0 241 0 0 3 0 3 2 56 10 0 68 312 07:30 AM 20 252 7 0 279 0 0 2 0 2 3 78 18 0 99 380 07:45 AM 18 260 6 0 284 1 0 0 0 1 4 76 15 0 95 380 Total 84 927 13 0 1024 1 0 7 0 8 10 280 44 0 334 1366 08:00 AM 10 201 11 0 222 3 0 0 0 3 6 58 5 0 69 294 08:15 AM 9 240 29 1 279 6 0 4 0 10 8 67 5 0 80 369 08:30 AM 7 171 15 0 193 5 0 1 0 6 5 96 5 0 106 305 08:45 AM 5 130 9 0 144 4 0 4 0 8 8 107 3 0 118 270 Total 31 742 64 1 838 18 0 9 0 27 27 328 18 0 373 1238 Grand Total 115 1669 77 1 1862 19 0 16 0 35 37 608 62 0 707 2604 Apprch% 6.2 89.6 4.1 0.1 54.3 0.0 45.7 0.0 5.2 86.0 8.8 0.0 Total% 4.4 64.1 3.0 0.0 71.5 0.7 0.0 0.6 0.0 1.3 1.4 23.3 2.4 0.0 27.2 o e sgoo Out in Total 627 1747 1 2374 1669 77 1 Thru Left Peds 1 L4 T North 4�, �(D d /19/2005 7:00:00 AM S l /19/2005 8:45:00 AM Cars and Trucks v o N O C 0 A IO- Thru Ri ht Peds 6081 371 0 1685 645 2330 Out In Total ute 25 d St Greenman - Pedersen Inc. 61 Spit Brook Road, Suite 110 Nashua, NH 03060File Name : Orchard Hill at Osgood AM2 Site Code : 00005501 Start Date : 7/19/2005 Page No : 2 Route 125(Osgood St.) Orchard Hill Road Route 125(Osgood St.) From North From East From South App. App.Start Time Right Thru Left Peds To a. Right Thru Left Peds Total Right Thru Left Peds Total Total Peak Hour From 07:00 AM to 08:45 AM-Peak 1 of 1 Intersection 07:30 AM Volume 57 953 53 1 1064 10 0 6 0 16 21 279 43 0 343 1423 Percent 5.4 89.6 5.0 0.1 62.5 0.0 37.5 0.0 6.1 81.3 12.5 0.0 07:45 18 260 6 0 284 1 0 0 0 1 4 76 15 0 95 380 Volume Peak Factor 0.936 High Int. 07:45 AM 08:15 AM 07:30 AM Volume 18 260 6 0 284 6 0 4 0 10 3 78 18 0 99 Peak Factor 0.937 0.400 0.866 Route sgoo Out In Total 289 1007 F 1296 9531 531 1 Thru Left Peds 1 L► T ° 0 C North -' A �o v /19/2005 7:30:00 AM m S n /19/2005 8:15:00 AM m — o Cars and Trucks o N m o o� Right Peds 2791 211 0 959 300 1259 Out In Total R 125 St. Greenman - Pedersen Inc. 61 Spit Brook Road, Suite 110 Nashua, NH 03060File Name : Orchard Hill at Osgood AM2 Site Code : 00005501 Start Date : 7/19/2005 Page No : 1 Groups Printed-Trucks Route 125(Osgood St.) Orchard Hill Road Route 125(Osgood St.) From North From East From South Start Time Right Thru Left Peds App" Right Thru Left Peds App' Right ET:hru Left[�qjds App. Int. Total Total Total Total Factor 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 07:00 AM 0 12 0 0 12 0 0 0 0 0 0 10 0 0 10 22 07:15 AM 0 10 1 0 11 0 0 0 0 0 0 10 0 0 10 21 07:30 AM 0 6 0 0 6 0 0 0 0 0 0 3 0 0 3 9 07:45 AM 0 6 0 0 6 0 0 0 0 0 0 8 0 0 8 14 Total 0 34 1 0 35 0 0 0 0 0 0 31 0 0 31 66 08:00 AM 0 12 0 0 12 0 0 0 0 0 0 4 0 0 4 16 08:15 AM 0 15 1 0 16 0 0 1 0 1 0 11 J 0 0 11 28 08:30 AM 0 9 0 0 9 0 0 0 0 0 0 6 0 0 6 15 08:45 AM 0 7 1 0 8 0 0 0 0 0 0 13 0 0 13 21 Total 0 43 2 0 45 0 0 1 0 1 0 34 0 0 34 80 Grand Total 0 77 3 0 80 0 0 1 0 1 0 65 0 0 65 146 Apprch% 0.0 96.3 3.8 0.0 0.0 0.0 100.0 0.0 I 0.0 100.0 0.0 0.0 Total% 0.0 52.7 2.1 0.0 54.8 0.0 0.0 0.7 0.0 0.7 0.0 44.5 0.0 0.0 44.5 Route sgoo Out In Total 65 80 F 145 77 3 0 Thru Left Peds 1 L4 T A ° North W d 119/2005 7:00:00 AM l /19/2005 8:45:00 AM v o Trucks o c m o o_ A� F+ Th Right Peds 651 01 0 78 65 143 Out In Total Route 25 d St. Greenman - Pedersen Inc. 61 Spit Brook Road, Suite 110 Nashua, NH 03060File Name : Orchard Hill at Osgood AM2 Site Code : 00005501 Start Date : 7/19/2005 Page No : 2 Route 125(Osgood St.) Orchard Hill Road Route 125(Osgood St.) From North From East From South Start Time Right Thru Left Peds Total Right Thru Left Peds Tots- Right Thru Left Peds Total Total Peak Hour From 07:00 AM to 08:45 AM-Peak 1 of 1 Intersection 08:00 AM Volume 0 43 2 0 45 0 0 1 0 1 0 34 0 0 34 80 Percent 0.0 95.6 4.4 0.0 0.0 0.0 100.0 0.0 0.0 100.0 0.0 0.0 08:15 0 15 1 0 16 0 0 1 0 1 0 11 0 0 11 28 Volume Peak Factor 0.714 High Int. 08:15 AM 08:15 AM 08:45 AM Volume 0 15 1 0 16 0 0 1 0 1 0 13 0 0 13 Peak Factor 0.703 0.250 0.654 o e sgo Out In Total 34 F 45 F 79 431 21 0 Thru Left Peds 1 �► T ° North ' L 0 �o d /19/2005 8:00:00 AM �( E /19/2005 8:45:00 AM Trucks v o N �O� O �.a W_ T r Thru Ri ht Peds 34 0 0 44 34 78 Out In Total Route 125 d St., Greenman - Pedersen Inc. 61 Spit Brook Road, Suite 110 Nashua, NH 03060File Name : Orchard Hill at Osgood PM2 Site Code : 00005501 Start Date : 7/19/2005 Page No : 1 Groups Printed-Cars and Trucks Route 125(Osgood St.) Orchard Hill Road Route 125(Osgood St.) From North From East From South Start Time Right Thru Left Peds Total Right Thru Left Peds Total Right Thru Left Peds Total Total Factor 1.01 1.01 1.01 1.0 1 1.01 1.01 1.0 1 1.01 1.0 1.01 1.0 1 1.0 04:00 PM 0 98 10 0 108 11 0 16 0 27 9 184 0 0 193 328 04:15 PM 3 97 6 0 106 9 0 9 0 18 8 203 0 0 211 335 04:30 PM 0 134 4 0 138 6 0 11 0 17 11 238 0 0 249 404 04:45 PM 0 96 1 0 97 14 0 6 0 20 6 198 0 0 204 321 Total 3 425 21 0 449 40 0 42 0 82 34 823 0 0 857 1388 05:00 PM 0 111 3 0 114 30 0 5 0 35 5 282 0 0 287 436 05:15 PM 1 121 0 0 122 4 0 5 0 9 1 276 0 0 277 408 05:30 PM 0 115 0 0 115 19 0 3 0 22 0 259 0 0 259 396 05:45 PM 0 95 3 0 98 5 0 5 0 10 2 189 0 0 191 299 Total 1 442 6 0 449 58 0 18 0 76 8 1006 0 0 1014 1539 Grand Total 4 867 27 0 898 98 0 60 0 158 42 1829 0 0 1871 2927 Apprch%0 0.1 29.6 0.9 0.0 30.7 6 3 3.3 0.0 2.0 0.0 5.4 1.4 62.5 0.0 0.0 63.9 Route sgoo Out In Total 1927 894 2821 8=671 271 0 Thru Left Peds 1 �► T North to R m /19/2005 4:00:00 PM S /19/2005 5:45:00 PM Cars and Trucks CL N O N V- Thru Right Peds 1829 42 0 927 1871 2798 Out In Total R e 125 Osciood St. Greenman - Pedersen Inc. 61 Spit Brook Road, Suite 110 Nashua, NH 03060File Name : Orchard Hill at Osgood PM2 Site Code : 00005501 Start Date : 7/19/2005 Page No : 2 Route 125(Osgood St.) Orchard Hill Road Route 125(Osgood St.) From North From East From South Start Time Right Thru Left Peds Total Right Thru Left Peds Total Right Thru Left Peds Total Total Peak Hour From 04:00 PM to 05:45 PM-Peak 1 of 1 Intersection 04:30 PM Volume 1 462 8 0 471 54 0 27 0 81 23 994 0 0 1017 1569 Percent 0.2 98.1 1.7 0.0 66.7 0.0 33.3 0.0 2.3 97.7 0.0 0.0 05:00 0 111 3 0 114 30 0 5 0 35 5 282 0 0 287 436 Volume Peak Factor 0.900 High Int. 04:30 PM 05:00 PM 05:00 PM Volume 0 134 4 0 138 30 0 5 0 35 5 282 0 0 287 Peak Factor 0.853 0.579 0.886 Route 125(Osgood Out In Total 1048 1 F-4-761 1 1518 462 8 0 Thru Left Peds 1 L+ T �° North CL m !19/2005 4:30:00 PM m 3 l 119/2005 5:15:00 PM Cars and Trucks -0 o �� aC) CL N_ F+ Thru Right Peds 994 23 0 489 1017 1506 Out In Total Route 125 Os oo St. Greenman - Pedersen Inc. 61 Spit Brook Road, Suite 110 Nashua, RMO 90 : Lucent Tech driveway at Osgood PM2 Site Code : 00005501 Start Date : 7/19/2005 Page No : 1 Groups Printed-Trucks Route 125(Osgood St.) Route 125(Osgood St.) Lucent Technologies Driveway From North From South From West Start Time Right Thru Left Peds Total Right Thru Left Peds Total Right Thru Left Peds Total Total Factor 1.01 1.01 1.0 1 1.0 1 1.01 1.0 1 1.01 1.01 1.0 1.0 1 1.0 1.0 04:00 PM 0 8 0 0 8 0 10 0 0 10 0 0 0 0 0 18 04:15 PM 0 4 0 0 4 0 7 0 0 7 0 0 1 0 1 12 04:30 PM 0 3 0 0 3 0 7 0 0 7 0 0 0 0 0 10 04:45 PM 0 5 0 0 5 1 5 0 0 6 0 0 0 0 0 11 Total 0 20 0 0 20 1 29 0 0 30 0 0 1 0 1 51 05:00 PM 0 1 0 0 1 0 8 0 0 8 0 0 0 0 0 9 05:15 PM 0 ? 3 00 0 3 0 3 0 0 3 0�) 00 1 l 0 1 7 05:30 PM 0 2 0 0 2 0 3 0 0 3 0 0 0 0 0 5 05:45 PM 0 1 0 0 1 0 3 0 0 3 0 0 0 0 0 4 Total 0 7 0 0 7 0 17 0 0 17 0 0 1 0 1 25 Grand Total 0 27 0 0 27 1 46 0 0 47 0 0 2 0 2 76 Apprch% 0.0 100.0 0.0 0.0 2.1 97.9 0.0 0.0 0.0 0.0 100.0 0.0 Total% 0.0 35.5 0.0 0.0 35.5 1.3 60.5 0.0 0.0 61.8 0.0 0.0 2.6 0.0 2.6 Route sgoo Out In Total 48 27 1 75 0 27 0 Right Thru Peds 41 1 North rn-- /1912005 4:00:00 PM c ° /19/2005 5:45:00 PM NO N O o a Trucks I Left Thru Peds 0 46 0 27 46 73 Out In Total 25 s t Greenman - Pedersen Inc. 61 Spit Brook Road, Suite 110 Nashua, 19MGWf : Lucent Tech driveway at Osgood PM2 Site Code : 00005501 Start Date : 7/19/2005 Page No : 2 Route 125(Osgood St.) Route 125(Osgood St.) Lucent Technologies Driveway From North From South From West Start Time Right Thru Left Peds App' Right Thru Left Peds App' Right Thru Left Peds App. Int. Total Total Total Totai Peak Hour From 04:00 PM to 05:45 PM-Peak 1 of 1 Intersection 04:00 PM Volume 0 20 0 0 20 1 29 0 0 30 0 0 1 0 1 51 Percent 0.0 100.0 0.0 0.0 3.3 96.7 0.0 0.0 0.0 0.0 100.0 0.0 04:00 0 8 0 0 8 0 10 0 0 10 0 0 0 0 0 18 Volume Peak Factor 0.708 High Int. 04:00 PM 04:00 PM 04:15 PM Volume 0 8 0 0 8 0 10 0 0 10 0 0 1 0 1 Peak Factor 0.625 0.750 0.250 o e sgoo Out In Total 30 20 50 01 201 0 Right Thru Peds North O L 6 7/19/2005 4:00:00 PM 119/2005 4:45:00 PM yO N O IL Trucks �O� I Left Thru Peds 0 29 0 20 29 49 Out In Total R e 125 St. Greenman - Pedersen Inc. 61 Spit Brook Road, Suite 110 Nashua, RMOMeO Lucent Tech driveway at Osgood AM2 Site Code : 00005501 Start Date : 7/19/2005 Page No : 1 Grou s Printed-Cars and Trucks Route 125(Osgood St.) Route 125(Osgood St.) Lucent Technologies Driveway From North From South From West App'Start Time Right Thru Peds Total Thru Left Peds Total Right Left Peds Total Int.Total Factor 1.0 1 1.01 1.01 1.01 1.01 1.01 1.0 1.01 1.0 07:00 AM 22 198 0 220 69 1 0 70 0 1 0 1 291 07:15 AM 24 215 0 239 46 10 0 56 2 1 0 3 298 07:30 AM 20 259 0 279 60 18 0 78 0 0 0 0 357 07:45 AM 18 265 0 283 62 15 0 77 1 0 0 1 361 Total 84 937 0 1021 237 44 0 281 3 2 0 5 1307 08:00 AM 10 212 0 222 56 5 0 61 0 0 0 0 283 08:15 AM 9 268 1 278 68 5 0 73 1 0 0 1 352 08:30 AM 7 186 0 193 96 5 0 101 0 1 0 1 295 08:45 AM 5 138 0 143 108 3 0 111 1 0 0 1 255 Total 31 804 1 836 328 18 0 346 2 1 0 3 1185 Grand Total 115 1741 1 18571 565 62 0 627 5 3 0 8 2492 Apprch% 6.2 93.8 0.1 90.1 9.9 0.0 62.5 37.5 0.0 Total% 4.6 69.9 0.0 74.5 22.7 2.5 0.0 25.2 0.2 0.1 0.0 0.3 Route sgo Out In Total 568 1857 2425 1151 17411 1 Right Thru Peds � 1 T North wOS co m-- /1912005 7:00:00 AM c R i /19/2005 8:45:00 AM (U ° a n Cars and Trucks �Ou o I Left Thru Peds 621 565 0 1746 627 2373 Out In Total Route 125 s ood St. Greenman - Pedersen Inc. 61 Spit Brook Road, Suite 110 Nashua, RMUMCO : Lucc-mt Tech driveway at Osgood AM2 Site Code : 00005501 Start Gate : 7/19/2005 Page No : 2 Route 125(Osgood St.) Route 125(Osgood St.) Lucent Technologies Driveway From North From South From West Start Time Right Thru Peds Total Thru Left Peds Total Right Left Peds Total Int.Total Peak Hour From 07:00 AM to 08:45 AM-Peak 1 of 1 Intersection 07:30 AM Volume 57 1004 1 1062 246 43 0 289 2 0 0 2 1353 Percent 5.4 94.5 0.1 85.1 14.9 0.0 100.0 0.0 0.0 07:45 Volume 18 265 0 283 62 15 0 77 1 0 0 1 361 Peak Factor 0.937 High Int. 07:45 AM 07:30 AM 07:45 AM Volume 18 265 0 283 60 18 0 78 1 0 0 1 Peak Factor 0.938 0.926 0.500 Route sgo Out In Total 246 1062 1308 57T 10041 Right Thru Peds O North N N N L /19/2005 7:30:00 AM /19/2005 8:15:00 AM y O N O c o� a Cars and Trucks c� 0 I Left Thru Peds 43 246 0 1006 289 1295 Out in Total Route 125 s ood St. Greenman - Pedersen Inc. 61 Spit Brook Road, Suite 110 Nashua, NH 03060File Name : Orchard Hill at Osgood PM2 Site Code : 00005501 Start Date : 7/19/2005 Page No : 1 Groups Printed-Trucks Route 125(Osgood St.) Orchard Hill Road Route 125(Osgood St.) From North From East From South Start Time Right Thru Left Peds Total Right Thru Left Peds Total Right Thru Left Peds Total Total Factor 1.0 1.01 1.01 1.01 1.01 1.01 1.01 1.0 1.01 1.0 1 1.01 1.0 04:00 PM 0 7 1 0 8 3 0 0 0 3 0 7 0 0 7 18 04:15 PM 0 4 0 0 4 0 0 0 0 0 0 7 0 0 7 11 04:30 PM 0 2 1 0 3 1 0 0 0 1 0 6 0 0 6 10 04:45 PM 0 5 0 0 5 1 0 0 0 1 1 4 0 0 5 11 Total 0 18 2 0 201 5 0 0 0 5 1 24 0 0 25 50 05:00 PM 0 1 0 0 1 0 0 0 0 0 0 8 0 0 8 9 05:15 PM 0 2 1 0 3 0 0 0 0 0 0 3 0 0 3 6 05:30 PM 0 2 0 0 2 0 0 0 0 0 0 3 0 0 3 5 05:45 PM 0 1 0 0 1 0 0 0 0 0 0 3 0 0 3 4 Total 0 6 1 0 7 0 0 0 0 0 0 17 0 0 17 24 Grand Total 0 24 3 0 27 5 0 0 0 5 1 41 0 0 42 74 100.0 0.0 0.0 0.0 2.4 97.6 0.0 0.0 Apprch% 0.0 88.9 11.1 0.0 Total% 0.0 32.4 4.1 0.0 36.5 6.8 0.0 0.0 0.0 6.8 1.4 55.4 0.0 0.0 56.8 Route 125(Osgood Out In Total 46 27 73 24 1 31 0 Thru Left Peds 1 L► T ° North CL �N w /19/2005 4:00:00 PM 5 17/ 5:45:00 PM o -o 0 Trucks C �o 0- o co- TT Ri ht Peds 41 1 0 24 42 66 Out In Total Route 125 Os ood St. Greenman - Pedersen Inc. 61 Spit Brook Road, Suite 110 Nashua, NH 03060File Name : Orchard Hill at Osgood PM2 Site Code : 00005501 Start Date : 7/19/2005 Page No : 2 Route 125(Osgood St.) Orchard Hill Road Route 125(Osgood St.) From North From East From South Start Time Right Thru Left Peds Total Right Thru Left Peds Total Right Thru Left Peds Total Total Peak Hour From 04:00 PM to 05:45 PM-Peak 1 of 1 Intersection 04:00 PM Volume 0 18 2 0 20 5 0 0 0 5 1 24 0 0 25 50 Percent 0.0 90.0 10.0 0.0 100.0 0.0 0.0 0.0 4.0 96.0 0.0 0.0 04:00 0 7 1 0 8 3 0 0 0 3 0 7 0 0 7 18 Volume Peak Factor 0.694 High Int. 04:00 PM 04:00 PM 04:00 PM Volume 0 7 1 0 8 3 0 0 0 3 0 7 0 0 7 Peak Factor 0.625 0.417 0.893 Route 125(Osgood Out In Total 29 20 49 181 21 0 Thru Left Peds 1 O T � 0� North W w /19/2005 4:00:00 PM r—m S /19/2005 4:45:00 PM o u — 'a o Trucks C �o w o � Co T r Thru Right Peds 24 1 0 18 25 43 Out In Total Route 125 s od St. Greenman - Pedersen Inc. 61 Spit Brook Road, Suite 110 N5dbdb HN OaOO@nt Tech driveway at Osgood SAT Midday Site Code : 00005501 Start Date : 07/16/2005 Page No : 1 Groups Printed-Trucks Route 125(Osgood St.) Route 125(Osgood St.) Lucent Technologies Driveway From North From South From West App. App Start Time Right Thru Left Peds Total Right Thru Left Peds Total Right Thru Left Peds Total Total Factor 1.0 1 1.0 1 1.01 1.0 1 1.0 1 1.01 1.0 1 1.0 1 1.0 1 1.0 1 1.0 1 1.0 11:00 AM 0 2 0 0 2 0 2 0 0 2 0 0 0 0 0 4 11:15 AM 0 2 0 0 2 0 3 0 0 3 0 0 0 0 0 5 11:30 AM 0 1 0 0 1 0 2 0 0 2 0 0 0 0 0 3 11:45 AM 0 6 0 0 6 0 1 0 0 1 0 0 0 0 0 7 Total 0 11 0 0 11 0 8 0 0 8 0 0 0 0 0 19 12:00 PM 0 1 0 0 1 0 1 0 0 1 0 0 0 0 0 2 12:15 PM 0 1 0 0 1 0 3 0 0 3 0 0 0 0 0 4 12:30 PM 0 1 0 0 1 0 1 0 0 1 0 0 0 0 0 2 12:45 PM 0 4 0 0 4 0 2 0 0 2 0 0 0 0 0 6 Total 0 7 0 0 7 0 7 0 0 7 0 0 0 0 0 14 01:00 PM 0 2 0 0 2 0 2 0 0 2 0 0 0 0 0 4 01:15 PM 0 3 0 0 3 0 3 0 0 3 0 0 0 0 0 6 01:30 PM 0 2 0 0 2 0 1 0 0 1 0 0 0 0 0 3 01:45 PM 0 3 0 0 3 0 1 0 0 1 0 0 0 0 0 4 Total 0 10 0 0 10 0 7 0 0 7 0 0 0 0 0 17 Grand Total 0 28 0 0 28 0 22 0 0 22 0 0 0 0 0 50 Apprch% 0.0 100.0 0.0 0.0 0.0 100.0 0.0 0.0 0.0 0.0 0.0 0.0 Total% 0.0 56.0 0.0 0.0 56.0 0.0 44.0 0.0 0.0 44.0 0.0 0.0 0.0 0.0 0.0 Route 125(Osgood t. Out In Total 22 28 50 01 281 0 Right Thru Peds 1 � o �0 T North a�i o o= °c /16/2005 11:00:00 AM o t /16/2005 1:45:00 PM O N O c O� a Trucks c� J T Left Thru Peds 0 22 0 28 22 50 Out In Total Route 125 Os ood St. Greenman - Pedersen Inc. 61 Spit Brook Road, Suite 110 N5dhLWrNbi 01106bnt Tech driveway at Osgood SAT Midday Site Code : 00005501 Start Date : 07/16/2005 Page No : 2 Route 125(Osgood St.) Route 125(Osgood St.) Lucent Technologies Driveway From North From South From West App. App Start Time Right Thru Left Peds Total Right Thru Left Peds Total Right Thru Left Peds Total Total Peak Hour From 11:00 AM to 01:45 PM-Peak 1 of 1 Intersection 11:00 AM Volume 0 11 0 0 11 0 8 0 0 8 0 0 0 0 0 19 Percent 0.0 100.0 0.0 0.0 0.0 100.0 0.0 0.0 0.0 0.0 0.0 0.0 11:45 0 6 0 0 6 0 1 0 0 1 0 0 0 0 0 7 Volume Peak Factor 0.679 High Int. 11:45 AM 11:15 AM 10:45:00 AM Volume 0 6 0 0 6 0 3 0 0 3 Peak Factor 0.458 0.667 Route 125(Osgood t. Out In Total ® 11 19 01 ill 0 Right Thru Peds � 1 CU T North F- A?�i o A? C O L /16/2005 11:00:00 AM /16/2005 11:45:00 AM U U N o c O p N a Trucks J Left Thru Peds 0 8 0 11 8 19 Out In Total Route 125 Os ood St. Gre nman - r en c. 61 S 't ook Road, Suite 10 Nff§hLWrndbl 0800 t Tech driveway at Osgood SAT Midday Site Code 005501 Start Date : 07/16/2005 Page No : 1 Groups Printed-Cars and Trucks Route 125(Osgood St.) Route 125(Osgood St.) Lucent Technologies Driveway From North From South From West Start Time Right Thru Left Peds Total Right Thru Left Peds Total Right Thru Left Peds Total Total Factor 1.0 1 1.01 1.0 1 1.0 1.0 1 1.01 1.01 1.01 1.0 1.0 1 1.0 1 1.0 11:00 AM 0 103 0 0 103 0 110 0 0 110 1 0 0 0 1 214 11:15 AM 0 105 0 0 105 0 113 0 0 113 0 0 0 0 0 218 11:30 AM 1 101 0 0 102 0 108 0 0 108 1 0 0 0 1 211 11:45 AM 0 118 0 0 118 0 115 0 0 115 0 0 0 0 0 233 Total 1 427 0 0 428 0 446 0 0 446 2 0 0 0 2 876 12:00 PM 0 93 0 0 93 0 116 0 0 116 0 0 0 0 0 209 12:15 PM 0 98 0 0 98 0 100 0 0 100 0 0 0 0 0 198 12:30 PM 0 66 0 0 66 0 91 0 0 91 1 0 0 0 1 158 12:45 PM 0 84 0 0 84 0 124 0 0 124 0 0 0 0 0 208 Total 0 341 0 0 341 0 431 0 0 431 1 0 0 0 1 773 01:00 PM 0 111 0 0 111 0 98 0 0 98 0 0 0 0 0 209 01:15 PM 0 90 0 0 90 0 106 0 0 106 1 0 0 0 1 197 01:30 PM 0 71 0 0 71 0 82 0 0 82 0 0 0 0 0 153 01:45 PM 1 81 0 0 82 0 114 1 0 115 2 0 0 0 2 199 Total 1 353 0 0 354 0 400 1 0 401 3 0 0 0 3 758 Grand Total 2 1121 0 0 1123 0 1277 1 0 1278 6 0 0 0 6 2407 Apprch% 0.2 99.8 0.0 0.0 0.0 99.9 0.1 0.0 100.0 0.0 0.0 0.0 Total% 0.1 46.6 0.0 0.0 46.7 0.0 53.1 0.0 0.0 53.1 0.2 0.0 0.0 0.0 0.2 oute 125 sgoo t. Out In Total 1277 1123 2400 2 1121 0 Right Thru Peds 1 o North iu c L /16/2005 11:00:00 AM d + /16/2005 1:45:00 PM r U O N N M a Cars and Trucks O Left Thru Peds 1 1277 0 1127 1278 2405 Out In Total Route 125 Os ood St. Greenman - Pedersen Inc. 61 Spit Brook Road, Suite 110 N5dbdd@Nbi OS.060nt Tech driveway at Osgood SAT Midday Site Code : 00005501 Start Date : 07/16/2005 Page No : 2 Route 125(Osgood St.) Route 125(Osgood St.) Lucent Technologies Driveway From North From South From West Start Time Right Thru Left Peds App' Right Thru Left Peds App' Right Thru Left Peds App. Int. Total Total Total Total Peak Hour From 11:00 AM to 01:45 PM-Peak 1 of 1 Intersection 11:00 AM Volume 1 427 0 0 428 0 446 0 0 446 2 0 0 0 2 876 Percent 0.2 99.8 0.0 0.0 0.0 100.0 0.0 0.0 100.0 0.0 0.0 0.0 11:45 0 118 0 0 118 0 115 0 0 115 0 0 0 0 0 233 Volume Peak Factor 0.940 High Int. 11:45 AM 11:45 AM 11:00 AM Volume 0 118 0 0 118 0 115 0 0 115 1 0 0 0 1 Peak Factor 0.907 0.970 0.500 Route 125(Osgood t.) Out In Total 446 428 874 1 427 0 Right Thru Peds 1 T M (Q North N N O C N t 6 7/16/2005 11:00:00 AM /16/2005 11:45:00 AM U U O N G1 0 d Cars and Trucks J Left Thru Peds 0 446 0 429 446 875 Out In Total Route 125 Os ood St. ruvolq- I kftw5 N/S: Osgood Street(Route 125) PRECISION File Name : 50266A E: Orchard Hill Road r DouSATRIES,LLAC Site Code : 2005506 M City,State: North Andover, A office.08A8139998TollFree.888.734.7344 Start Date : 7/16/2005 Client: Greenman-Pedersen/M. Dickinson Fax:508AB1A716 Email:info@pdillccom Page No 1 cups Printed-Cars-Trucks Osgood Street(Route 125) Orchard Hill Road Osgood Street(Route 125) From North From East From South Start Time Thru I Left --R[ghtT Left Right I Thru Int Total 11:00 AM 94 12 5 9 7 101 228 11:15 AM 102 9 13 13 11 104 252 11:30 AM 86 12 10 10 7 104 229 11:45 AM 1 118 6 5 31 6 1071 245 Total 1 400 39 1 33 35 1 31 4161 954 12:00 PM 94 2 5 6 1 111 219 12:15 PM 97 3 11 1 5 96 213 12:30 PM 70 0 2 4 3 91 170 12:45 PM 88 1 1 0 0 122 212 Total 349 6 19 11 9 420 814 01:00 PM 115 1 5 2 3 98 224 01:15 PM 93 1 1 0 0 106 201 01:30 PM 70 0 2 3 5 91 171 01:45 PM 86 2 3 3 1 104 199 Total 364 4 11 8 9 399 795 Grand Total 1113 49 63 54 49 1235 2563 Apprch% 95.8 4.2 53.8 46.2 3.8 96.2 Total% 43.4 1.9 2.5 2.1 1.9 48.2 Cars 1097 49 63 54 49 1227 2539 %Cars 98.6 100 100 100 100 99.4 99.1 Trucks 16 0 0 0 0 8 24 %Trucks 1.4 0 0 0 0 0.6 0.9 Osgood Street(Route 125) Orchard Hill Road Osgood Street(Route 125) From North From East From South Start Time Thru Left App.Total Right Left App.Total I Right I Thru I App.Total Int Total Peak Hour Analysis From 11:00 AM to 01:45 PM-Peak 1 of 1 Peak Hour for Entire Intersection Begins at 11:00 AM 11:00 AM 94 12 106 5 9 14 7 101 108 228 11:15 AM 102 9 111 13 13 26 11 104 115 252 11:30 AM 86 12 98 10 10 20 7 104 111 229 11:45 AM 118 6 124 5 3 8 6 107 113 245 Total Volume 400 39 439 33 35 68 31 416 447 954 %App.Total 91.1 8.9 48.5 51.5 6.9 93.1 PHF .847 .813 .885 .635 .673 .654 .705 .972 .972 .946 ieas N/S: Osgood Street (Route 125) PRECISION File Name : 50266A E: Orchard Hill Road INDUS RIES,L A Site Code :2005506 City, State:North Andover,MA P.O.Box 301 Berlin,MA 01503 Start Date : 7/16/2005 Offce:50BA81.3999 Toll Free:888.734.7344 Client: Greenman-Pedersen/M. Dickinson Fax:508.481.0716 Email:info@pdiliccom Page No : 1 Groups Printed-Cars Osgood Street(Route 125) Orchard Hill Road Osgood Street(Route 125) From North From East From South Start Time Thru I Left Right I Left Right Thru Int.Total 11:00 AM 92 12 5 9 7 101 — — 226 11:15 AM 101 9 13 13 11 102 249 11:30 AM 86 12 10 10 7 102 227 11:45 AM 113 6 5 3 6 106 239 Total 392 39 33 35 31 411 941 12:00 PM 93 2 5 6 1 111 218 12:15 PM 97 3 11 1 5 95 212 12:30 PM 70 0 2 4 3 91 170 12:45 PM 85 1 1 0 0 121 208 Total 345 6 19 11 9 418 808 01:00 PM 114 1 5 2 3 98 223 01:15 PM 92 1 1 0 0 106 200 01:30 PM 70 0 2 3 5 90 170 01:45 PM 84 2 3 3 1 104 197 Total 360 4 11 8 9 398 790 Grand Total 1097 49 63 54 49 1227 2539 Apprch% 95.7 4.3 53.8 46.2 3.8 96.2 Total% 43.2 1.9 2.5 2.1 1.9 48.3 Osgood Street(Route 125) Orchard Hill Road Osgood Street(Route 125) From North From East From South Start Time Thru Left App.Total Right Left App.Total Right Thru App.Total Int.Total Peak Hour Analysis From 11:00 AM to 01:45 PM-Peak 1 of 1 Peak Hour for Entire Intersection Begins at 11:00 AM 11:00 AM 92 12 104 5 9 14 7 101 108 226 11:15 AM 101 9 110 13 13 26 11 102 113 249 11:30 AM 86 12 98 10 10 20 7 102 109 227 11:45 AM 113 6 119 5 3 8 6 106 112 239 Total Volume 392 39 431 33 35 68 31 411 442 941 %App.Total 91 9 48.5 51.5 7 93 P H F .867 .813 .905 .635 .673 .654 .705 .969 .978 .945 Ail FU N/S: Osgood Street (Route 125) PRECISION File Name : 50266A E: Orchard Hill Road INDUSTRIES,L A Site Code : 2005506 City, State: North Andover,MA Office:50BA81.3999 Berlin Toll Fee.88.734.7344 Start Date : 7/16/2005 Client: Greenman-Pedersen/M.Dickinson Fax:508.481.0716 Email:info@pdillccom Page No 1 Groups Printed-Trucks Osgood Street(Route 125) Orchard Hill Road Osgood Street(Route 125) From North From East From South Start Time Thru I Left Right I Left Right I Thru I Int.Total 11:00 AM 2 0 0 0 0 0 2 11:15AM 1 0 0 0 0 2 3 11:30 AM 0 0 0 0 0 2 2 11:45 AM 1 5 01 0 0 0 1 6 Total 1 8 0 1 0 0 0 5 13 12:00 PM 1 0 0 0 0 0 1 12:15 PM 0 0 0 0 0 1 1 12:30 PM 0 0 0 0 0 0 0 12:45 PM 3 0 0 0 0 1 4 Total 4 0 0 0 0 2 6 01:00 PM 1 0 0 0 0 0 1 01:15 PM 1 0 0 0 0 0 1 01:30 PM 0 0 0 0 0 1 1 01:45 PM 2 0 0 0 0 0 2 Total 4 0 0 0 0 1 5 Grand Total 16 0 0 0 0 8 24 Apprch% 100 0 0 0 0 100 Total% 66.7 0 0 0 0 33.3 Osgood Street(Route 125) Orchard Hill Road Osgood Street(Route 125) From North From East From South Start Time I Thru I Left I App.Total Right I Left I App.Totat I Right I Thru I App.Total Int.Total Peak Hour Analysis From 11:00 AM to 01:45 PM-Peak 1 of 1 Peak Hour for Entire Intersection Begins at 11:00 AM 11:00 AM 2 0 2 0 0 0 0 0 0 2 11:15 AM 1 0 1 0 0 0 0 2 2 3 11:30 AM 0 0 0 0 0 0 0 2 2 2 11:45 AM 5 0 5 0 0 0 0 1 1 6 Total Volume 8 0 8 0 0 0 0 5 5 13 %App.Total 100 0 0 0 0 100 PHF .400 .000 .400 .000 .000 .000 .000 .625 .625 .542 NOW AV N/S: Osgood Street (Route 125) PRECISION File Name : 50266A E: Orchard Hill Road DpuA RIES,L A Site Code : 2005506 City, State: North Andover,MA office Berlin,MA 01503 88.734.7344 Start Date : 7/16/2005 Client: Greenman-Pedersen/M.Dickinson Fax:508.481.0716 Email:info@pdiliLcom Page No 1 Osgood Street(Route 125) Orchard Hill Road Osgood Street(Route 125) From North From East From South Start Time I Thru I Left I App.Total I Right I Left App.Total Right I Thru I App.Total I Int Total Peak Hour Analysis From 11:00 AM to 01:45 PM-Peak 1 of 1 Peak Hour for Entire Intersection Begins at 11:00 AM 11:00 AM 94 12 106 5 9 14 7 101 108 228 11:15 AM 102 9 111 13 13 26 11 104 115 252 11:30 AM 86 12 98 10 10 20 7 104 111 229 11:45 AM 118 6 124 5 3 8 6 107 113 245 Total Volume 400 39 439 33 35 68 31 416 447 954 %App.Total 91.1 8.9 48.5 51.5 6.9 93.1 PHF .847 .813 .885 .635 .673 .654 .705 .972 .972 .946 Cars 392 39 431 33 35 68 31 411 442 941 %Cars 98.0 100 98.2 100 100 100 100 98.8 98.9 98.6 Trucks 8 0 8 0 0 0 0 5 5 13 %Trucks 2.0 0 1.8 0 0 0 0 1.2 1.1 1.4 sgoo Street(Route 12 Out In Total 444 431 875 8 13 4 49 439 888 392 39 8 0 400 39 Thru Left 1 4 Peak Hour Data T North o 0 0 * � B Peak Hour Begins at 11:00 AM 0 Cars r o0 0- Trucks o h O n N w wm VTIhruRi 42869 13 43882 Out In Total Osgood Street 25 PRECISION Osgood Street(Route 125)between D A T A 50266Avolume Orchard Hill Rd and Lucent Driveway INDUSTRIES,LLC Site Code:2005506 P.O.BoxMl MA 01503 City,State:North Andover,MA Office,. BA813999 Berlin, e. TDIIlFree.688.734.7344 Client:Greenman-Pedersen/M.Dickinson Fax:508.481.0716 Email:infoe^polllc.com Start SB NB Combined 16-Jul-05 Time A.M. P.M. A.M. P.M. A.M. P.M. Sat 12:00 20 95 12 107 32 202 12:15 17 101 16 107 33 208 12:30 4 70 12 79 16 149 12:45 8 49 91 357 18 58 124 417 26 107 215 774 01:00 7 113 12 100 19 213 01:15 6 99 7 106 13 205 01:30 0 70 5 83 5 153 01:45 3 16 87 369 4 28 116 405 7 44 203 774 02:00 2 81 3 94 5 175 02:15 2 74 5 72 7 146 02:30 6 90 4 87 10 177 02:45 1 11 89 334 4 16 91 344 5 27 180 678 03:00 6 71 2 100 8 171 03:15 2 76 2 97 4 173 03:30 6 82 2 78 8 160 03:45 3 17 82 311 3 9 93 368 6 26 175 679 04:00 5 96 5 80 10 176 04:15 7 65 0 62 7 127 04:30 7 69 4 78 11 147 04:45 6 25 73 303 2 11 75 295 8 36 148 598 05:00 8 65 5 73 13 138 05:15 8 79 7 72 15 151 05:30 7 87 4 92 11 179 05:45 27 50 94 325 5 21 75 312 32 71 169 637 06:00 25 70 9 73 34 143 06:15 33 76 13 59 46 135 06:30 49 76 24 85 73 161 06:45 41 148 73 295 29 75 70 287 70 223 143 582 07:00 43 66 36 88 79 154 07:15 50 65 23 83 73 148 07:30 49 51 36 68 85 119 07:45 49 191 65 247 38 133 57 296 87 324 122 543 08:00 63 39 34 67 97 106 08:15 66 59 56 63 122 122 08:30 74 42 63 37 137 79 08:45 87 290 55 195 51 204 43 210 138 494 98 405 09:00 68 37 57 41 125 78 09:15 64 50 60 59 124 109 09:30 78 23 73 31 151 54 09:45 87 297 26 136 86 276 22 153 173 573 48 289 10:00 87 27 97 35 184 62 10:15 85 17 83 29 168 46 10:30 86 27 96 24 182 51 10:45 102 360 18 89 101 377 24 112 203 737 42 201 11:00 109 26 107 31 216 57 11:15 106 26 111 28 217 54 11:30 105 19 107 27 212 46 11:45 125 445 14 85 116 441 20 106 241 886 34 191 Total 1899 3046 1649 3305 3548 6351 Percent 53.5% 48.0% 46.5% 52.0% Day 4945 4954 9899 Total Peak 11:00 00:15 11:00 12:00 11:00 00:45 Vol. 445 375 441 417 886 786 P.H.F. 0.890 0.830 0.950 0.841 0.919 0.914 Page 1 PRECISION Osgood Street(Route 125)between D A T A 50266Avolume Orchard Hill Rd and Lucent Driveway INDUSTRIES,LLC Site Code:2005506 Cit State:North Andover,MA ?0.81x301 Bedin,MA 01503 `J, Office:508A81.3999 Toll Free:888.734.7344 Client:Greenman-Pedersen/M.Dickinson Fax:508A81.0716 Email:info@pdillccom Start SB NB Combined 17-Jul-05 Time A.M. P.M. A.M. P.M. A.M. P.M. Sun 12:00 14 82 16 81 30 163 12:15 14 75 15 58 29 133 12:30 15 83 10 80 25 163 12:45 11 54 83 323 7 48 81 300 18 102 164 623 01:00 7 72 12 76 19 148 01:15 9 77 6 81 15 158 01:30 7 85 6 71 13 156 01:45 5 28 101 335 5 29 82 310 10 57 183 645 02:00 8 86 5 81 13 167 02:15 7 70 4 89 11 159 02:30 2 88 4 72 6 160 02:45 2 19 72 316 1 14 77 319 3 33 149 635 03:00 3 71 0 83 3 154 03:15 3 73 3 83 6 156 03:30 2 69 2 76 4 145 03:45 2 10 85 298 2 7 84 326 4 17 169 624 04:00 4 90 3 82 7 172 04:15 3 93 1 62 4 155 04:30 8 74 2 80 10 154 04:45 4 19 73 330 6 12 78 302 10 31 151 632 05:00 3 76 1 64 4 140 05:15 6 93 3 50 9 143 05:30 11 75 5 64 16 139 05:45 12 32 71 315 2 11 55 233 14 43 126 548 06:00 11 63 10 71 21 134 06:15 18 72 11 54 29 126 06:30 23 61 10 62 33 123 06:45 18 70 60 256 17 48 61 248 35 118 121 504 07:00 16 56 21 60 37 116 07:15 14 51 12 44 26 95 07:30 21 65 19 45 40 110 07:45 19 70 56 228 25 77 50 199 44 147 106 427 08:00 24 44 21 48 45 92 08:15 22 46 27 41 49 87 08:30 30 34 30 26 60 60 08:45 39 115 37 161 41 119 31 146 80 234 68 307 09:00 31 39 23 39 54 78 09:15 45 19 36 30 81 49 09:30 44 22 40 26 84 48 09:45 56 176 14 94 37 136 15 110 93 312 29 204 10:00 74 15 48 15 122 30 10:15 67 15 49 18 116 33 10:30 57 14 60 24 117 38 10:45 74 272 18 62 62 219 12 69 136 491 30 131 11:00 69 15 67 21 136 36 11:15 66 11 78 15 144 26 11:30 72 8 71 12 143 20 11:45 66 273 7 41 71 287 9 57 137 560 16 98 Total 1138 2759 1007 2619 2145 5378 Percent 53.1% 51.3% 46.9% 48.7% Day 3897 3626 7523 Total Peak 10:45 01:15 11:00 03:00 11:00 01:45 Vol. 281 349 287 326 560 669 P.H.F. 0.949 0.864 0.920 0.916 0.972 0.914 Page 2 2 PRECISION Osgood Street(Route 125)between D A T A 50266Avolume Orchard Hill Rd and Lucent Driveway INDUSTRIES,LLC Site Code:2005506 P.O.Box301 ,MA 01503 City,State:North Andover,MA Office 03AB 1.3999 Berlin Toll F ee 88,734.7344 Client:Greenman-Pedersen/M.Dickinson Fax:508.481.0716 Emailcinfogepdillccom Start SB NB Combined 18-Jul-05 Time A.M. P.M. A.M. P.M. A.M. P.M. Mon 12:00 4 138 10 141 14 279 12:15 9 142 8 113 17 255 12:30 1 138 5 129 6 267 12:45 3 17 133 551 5 28 136 519 8 45 269 1070 01:00 3 116 5 148 8 264 01:15 0 118 3 139 3 257 01:30 1 114 3 110 4 224 01:45 2 6 114 462 1 12 131 528 3 18 245 990 02:00 0 126 2 144 2 270 02:15 1 117 1 126 2 243 02:30 3 97 3 136 6 233 02:45 2 6 119 459 1 7 109 515 3 13 228 974 03:00 5 126 6 153 11 279 03:15 1 105 0 145 1 250 03:30 4 132 1 190 5 322 03:45 2 12 128 491 1 8 182 670 3 20 310 1161 04:00 5 105 0 196 5 301 04:15 8 137 5 196 13 333 04:30 13 149 11 213 24 362 04:45 15 41 101 492 5 21 215 820 20 62 316 1312 05:00 19 111 7 279 26 390 05:15 30 98 5 273 35 371 05:30 60 119 12 253 72 372 05:45 95 204 84 412 23 47 190 995 118 251 274 1407 06:00 76 88 24 189 100 277 06:15 126 77 40 128 166 205 06:30 185 56 51 106 236 162 06:45 195 582 78 299 63 178 96 519 258 760 174 818 07:00 191 70 59 102 250 172 07:15 209 77 63 62 272 139 07:30 269 42 61 79 330 121 07:45 253 922 40 229 68 251 80 323 321 1173 120 552 08:00 250 47 86 86 336 133 08:15 238 49 101 58 339 107 08:30 216 33 103 36 319 69 08:45 174 878 46 175 109 399 46 226 283 1277 92 401 09:00 118 35 104 31 222 66 09:15 109 40 92 38 201 78 09:30 121 24 88 50 209 74 09:45 101 449 33 132 97 381 36 155 198 830 69 287 10:00 106 24 82 20 188 44 10:15 87 24 100 22 187 46 10:30 113 17 99 15 212 32 10:45 99 405 23 88 88 369 15 72 187 774 38 160 11:00 106 18 100 15 206 33 11:15 118 17 112 11 230 28 11:30 125 9 112 16 237 25 11:45 138 487 3 47 153 477 8 50 291 964 11 97 Total 4009 3837 2178 5392 6187 9229 Percent 64.8% 41.6% 35.2% 58.4% Day 7846 7570 15416 Total Peak 07:30 12:00 11:00 04:45 07:30 04:45 Vol. 1010 551 477 1020 1326 1449 P.H.F. 0.939 0.924 0.779 0.914 0.978 0.929 Page 3 PRECISION Osgood Street(Route 125)between D A T A 50266Avolume Orchard Hill Rd and Lucent Driveway INDUSTRIES,LLC Site Code:2005506 City,State:North Andover,MA P.O.8 1.301 BToll Free 88.73 `J> Office:508.481.3999 Toll Free 888.734.7344 Client:Greenman-Pedersen/M.Dickinson Fax:508.481.0716 EmalHnfo@polll=m Start SB NB Combined 19-Jul-05 Time A.M. P.M. A.M. P.M. A.M. P.M. Tue 12:00 14 136 10 137 24 273 12:15 1 137 5 154 6 291 12:30 3 152 7 158 10 310 12:45 4 22 119 544 9 31 154 603 13 53 273 1147 01:00 1 138 3 149 4 287 01:15 4 107 3 142 7 249 01:30 0 103 0 140 0 243 01:45 4 9 115 463 4 10 156 587 8 19 271 1050 02:00 5 115 2 138 7 253 02:15 1 118 2 133 3 251 02:30 5 121 2 150 7 271 02:45 4 15 99 453 3 9 155 576 7 24 254 1029 03:00 3 120 2 169 5 289 03:15 1 117 1 175 2 292 03:30 7 133 1 185 8 318 03:45 8 19 104 474 4 8 188 717 12 27 292 1191 04:00 8 120 1 200 9 320 04:15 14 103 1 209 15 312 04:30 13 143 4 247 17 390 04:45 17 52 113 479 10 16 213 869 27 68 326 1348 05:00 25 110 4 314 29 424 05:15 42 125 6 281 48 406 05:30 69 120 15 275 84 395 05:45 88 224 101 456 23 48 207 1077 111 272 308 1533 06:00 106 82 23 173 129 255 06:15 111 75 45 174 156 249 06:30 215 65 60 105 275 170 06:45 191 623 71 293 66 194 100 552 257 817 171 845 07:00 207 74 78 130 285 204 07:15 245 59 60 81 305 140 07:30 265 49 76 64 341 113 07:45 283 1000 57 239 93 307 78 353 376 1307 135 592 08:00 241 59 66 63 307 122 08:15 274 50 91 48 365 98 08:30 201 40 100 57 301 97 08:45 159 875 51 200 123 380 55 223 282 1255 106 423 09:00 134 34 90 41 224 75 09:15 133 32 82 56 215 88 09:30 114 32 96 36 210 68 09:45 127 508 18 116 103 371 31 164 230 879 49 280 10:00 101 28 100 38 201 66 10:15 114 26 107 30 221 56 10:30 99 25 120 21 219 46 10:45 92 406 20 99 111 438 20 109 203 844 40 208 11:00 82 17 107 18 189 35 11:15 89 22 112 19 201 41 11:30 119 4 144 19 263 23 11:45 153 443 4 47 139 502 6 62 292 945 10 109 Total 4196 3863 2314 5892 6510 9755 Percent 64.5% 39.6% 35.5% 60.4% Day 8059 8206 16265 Total Peak 07:30 00:15 11:00 04:45 07:30 04:45 Vol. 1063 546 502 1083 1389 1551 P.H.F. 0.939 0.898 0.872 0.862 0.924 0.915 Page 4 VEHICLE SPEED CALCULATION WORKSHEET Location: Route 125-Orchard Hill Rd Date: 8/20/2005 Project: Legal Speed Limit Study Time: 15:00 Weather: Partly Sunny-Warm Job#: 5501 Speed Southbound Speed Northbound MPH Num. Cum. % MPH Num. Cum. % <25 0 0% <25 0 0% 26 0 0% 26 0 0% 27 0 0% 27 0 0% 28 0 0% 28 0 0% 29 0 0% 29 0 0% 30 0 0% 30 0 0% 31 0 0% 31 0 0% 32 0 0% 32 0 0% 33 1 1 1% 33 1 1 1% 34 1 1% 34 1 1% 35 1 1% 35 1 1% 36 2 3 3% 36 4 5 5% 37 2 5 5% 37 2 7 7% 38 5 10 10% 38 4 11 11% 39 4 14 14% 39 4 15 15% 40 7 21 21% 40 7 22 22% 41 7 28 28% 41 10 32 32% 42 4 32 32% 42 7 39 39% 43 15 47 , 47% 43 12 51 50% 44 1 48 48% 44 7 58 57% 45 13 61 60% 45 10 68 67% 46 18 79 78% 46 11 79 78% 47 5 84 83% 47 7 86 85% 48 5 89 88% 48 5 91 90% 49 1 90 89% 49 2 93 92% 50 6 96 95% 50 4 97 96% 51 2 98 97% 51 3 100 99% 52 1 99 98% 52 100 99% 53 1 100 99% 53 100 99% 54 100 99% 54 100 99% >55 1 101 100% >55 1 101 100% Total: 101 Total: 101 Speed Calculation TRAFFIC IMPACT AND ACCESS STUDY Proposed Gasoline Station/Convenience Store with Drive-through,North Andover,Massachusetts I i i i MASSMGHWAY ACCIDENT:DATA AND CRASH RATE WORKSHEETS ,i j r I- z LO W CN LO N N r r r U O _o W _j w UJ c, W � � � _ W CO Cf) U CO CO Q Q 0 0 o Z OU O � O OU o O z O C� � oOf O W J Q, 0U) Oz0 Ocq 0 O U C) C) C) O N L d o o .o s N N }i p O p` O `p p tDi p U p U p U I.I.n 3 U W y� C CU > C N > C f0 > O L O +L ` O - (4 C O fA C O O C O N ® _ O a) E O a) E O a) E r 0 U U U U U U a) L _c L L C L r O Z > > 3 > > > > C M co cu �v ry o 0 0 .�.+ c r, L 1-� Z ' o r o U s -- �_ ° >, p 2 ° N Ni O 7 p W L {p a) CU O) a) N N i r' N O. C C . N O p z Ui n` zp zp _ a IL M O N a) O0 Ch N z U 1-i N N N O r r r A v O N U m m N CO N M O co O d O N N N 041 N N cn 0) a) 0) a) co z o w w w w w w w U U) co U) C/) C/) U) O O O O O O O N O O O O O O O ❑ Y N E O O O O O O O '0 C O (f') O O (t') O 0 O O O a M co N (O O N co N (fl CD CD Q J >+ NL O N cu r r r co N ry r w w ° w W w w w O a � w w N a ai U) w w c~n w c i u~i L z w ❑ ❑ � O O O O❑ ° ° ❑ ° E O O O O C O O c) O O O O O O ° 0 O O OO ON O O O O O O CD O O O O C C) CD O 0 O 0 CD CO (D CO CO Co (0 �+-+ ❑ 5 r r 0 r r r r a) o li U ca 12 1 W Wc i v o 0 0 0 0 0 0 Oa) Z ° ° ; °- Q ° ca co U Q Q U) Q Q U) O ° cu f— LL 0 C) 0 0 o O o Z ca L _ 1�� O O z — N O O r O O O O^� ° co CL)O W N z > Ch N N N r N N M i CA 0) a7 � O co cu M E O O O_ _ �a) m V C N C 0 C O C O O !� _ z O O O O O O O O C O O C O O C O Q U z z 0- O .E Z a. O .c a 0 .E 0 O .S = Q a Q O O O C) CD d co I� M E 7 'd: d CV O r O V f— LO <O O I (n (6 co N O O O O co O '7 O C O O Z O z 0 Z O V ❑ � O ti O C7 O N O r 0 O O N O ' N N N N r N N N O N O N r N TRAFFIC IMPACT AND ACCESS STUDY Proposed Gasoline Station/Convenience Store with Drive-through,North Andover,Massachusetts i i j MASSHIGHWAY SEASONAL ADJUSTMENT AND GROWTH DATA i j I r� o CD o o r o 0 o p o 00 0 �- p \ Cn \ M \ M O \ O , cO O Lnr" � 0000 � co (hM � () Lor— ti a O rt r � r r M L6 O r M Q �t N d p 4 O d' <F -t d c} LO CY) U (D o a co° ° O Ln O c o ti d CC) N Ln M � 10 O " O O � L CY) N O O LO ti O Lfj M (6 "t "t �- M �t M d �i O r o t o M r o (y cq tO M CY) ° N O (r 0 O (n L � z O N r r p LO O O M M r r 07 (0 --zl- M 't Oi 't 4 M (0 -t G i ++ N ° ° p p 0 ° 00 0 o o i V M CO 't � O O O p O d 00 Lo o CYj r N N p (D (ri Crj CYj , d N 't 't G Kt (0 L O ° O ° NO ° m , O a' 00 M t� M Lo (o CO 00 N O M O M (� CG N r N O 0 C.4 11) M O M Lo C\j LO M � c � O 0 Lo N 1"1" M LO o 0 0 = r Co 00 (0 O ti O In O Ln N cp Q O C N r N N Op O co r -- M N d' LO e- d O 'IT r ' i 00 o r \ 'd' CO c O p c o r ° �t O ° N f/l pp r CO LO L O > 14. ~ r o to Ci N d0- n Vp' � 'd � 0 � 't r C7 a m d CO ° LO ° O ° N ° (0 ° M m ° o L r (�0 r ti O �t N r N r N 00 Lo 1* t V- d Co I �; ,;I- V- d� L6 � C j � 4 M O M c O o d \ d o CO Ln o U*) o O N co ° O to ° co CO o cd t� ti M ti (D Q') M N F- 0) 00 a1 N IT _ _ O d CJ cf (V Oi dN d `; O O N � N 4-. 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There were no fatalities. � � � Hi CRASH RATE WORKSHEET CITY/TOWN : North Andover COUNT DATE : 7/19/2005 MHO USE ONLY DISTRICT : 4 UNSIGNALIZED : SIGNALIZED : Source# INTERSECTION DATA MAJOR STREET: Osgood Street (Route 125) RIN# MINOR STREET(S) : Orchard Hill Road RIN# RIN# en RIN# RIN# LO 0 INTERSECTION North 0� INTERSECTION DIAGRAM REF# (Label Approaches) Orchard Hill Road Peak Hour Volumes APPROACH : 1 2 3 4 5 6 DIRECTION : NB SIB EB WB VOLUMES (AM/PM) : 1017 470 0 81 K" FACTOR : 0.093 APPROACH ADT : 16,842 ADT=TOTAL VOU"K"FACT. TOTAL#OF #OF AVERAGE #OF ACCIDENTS : 2 YEARS : ACCIDENTS (A ) : ........... .................................................................................. ...... ..................... - 000,000 CRASH RATE CALCULATION : RATE (A 1, (ADT-365) Comments Of the two accidents, both were identified as property damage only. There were no injuries or fatalities. TRAFFIC IMPACT-AND ACCESS STUDY Proposed Gasoline Station/Convenience Store with Drive-through,North Andover,Massachusetts i TRIP GENERATION'DATA i a 7 a o v MR:: v A o v .6 a oo mac) b V 1-� 'i 'AI '61� N cr p� O O�O b b)K a h h b b ❑❑, r VOl h NI 7 z QqQ k v1 b O d bl i i G a d o Cd VII N .Nr O N .N. N p a a b p ts 3 'a g a I0 IIR o d 6 ti HX6 F 5 HS 9 o U 000 rn onrn °v To v e � � u 'U�•� pC O w k k � a o 0 a o o m k a Er Co b b b C L �" •� P t' .�k p P u IU! u Na o W V a S D P M 3 3 .a uo. F Institute of Transportation Engineers (ITE) Land Use Code(LUC) 760 - Research and Development Center Average Vehicle Trips Ends vs: 1000 Sq. Feet Gross Floor Area Independent Variable(X): 650 AVERAGE WEEKDAY DAILY LnT= 0.82 Ln(X)+3.14 Ln T= 0.82 Ln 650 +(3.14) Ln T= 8.45 T= 4680.30 T= 4,680 vehicle trips with 50%( 2,340 vpd) entering and 50%( 2,340 vpd) exiting. WEEKDAY MORNING PEAK HOUR OF ADJACENT STREET TRAFFIC LnT= 0.88Ln(X)+0.88 Ln T= 0.88 Ln 650 +(0.88) Ln T= 6.58 T= 720.35 T= 720 vehicle trips with 83%( 598 vph) entering and 17%( 122 vph) exiting. WEEKDAY EVENING PEAK HOUR OF ADJACENT STREET TRAFFIC LnT= 0.83Ln(X)+ 1.06 Ln T= 0.83 Ln 650 +(1.06) Ln T= 6.44 T= 623.84 T= 624 vehicle trips with 15%( 94 vph) entering and 85%( 530 vph) exiting. SATURDAY DAILY T= 1.27* (X)+ 104.92 T= 1.27* 650 +(104.92) T= 930.42 T= 930 vehicle trips with 50%( 465 vpd) entering and 50%( 465 vpd) exiting. SATURDAY MIDDAY PEAK HOUR OF GENERATOR T= 0.240 * N T= 0.240 * 650 T= 156.00 T= 156 vehicle trips with 50%( 78 vph) entering and 50%( 78 vph) exiting. Greenman-Pedersen,Inc. 760-SF2 Lucent Institute of Transportation Engineers (ITE) Land Use Code (LUC) 945 - Gasoline/Service Station with Convenience Market Average Vehicle Trips Ends vs: Vehicle Fueling Positions Independent Variable(X): 10 AVERAGE WEEKDAY DAILY T= 162.75 * (X) T= 162.75 * 10 T= 1627.50 T= 1,628 vehicle trips with 50%( 814 vpd) entering and 50%( 814 vpd) exiting. WEEKDAY MORNING PEAK HOUR OF ADJACENT STREET TRAFFIC T= 10.06* (X) T= 10.06* 10 T= 100.60 T= 101 vehicle trips with 50%( 51 vph) entering and 50%( 50 vph) exiting. WEEKDAY EVENING PEAK HOUR OF ADJACENT STREET TRAFFIC T= 13.38 * (X) T= 13.38 * 10 T= 133.80 T= 134 vehicle trips with 50%( 67 vph) entering and 50%( 67 vph) exiting. SATURDAY DAILY T= ?? * (X T= ?? * 10 T= 0.00 T= 0 vehicle trips with 50%( 0 vpd) entering and 50%( 0 vpd) exiting. SATURDAY MIDDAY PEAK HOUR OF GENERATOR T= ?? *(X) T= ?? * 10 T= 0.00 T= 0 vehicle trips with 52%( 0 vph) entering and 48%( 0 vph) exiting. Highway & Traffic Signal Design,Inc. 945-VFP TRAFFIC IMPACT AND ACCESS STUDY Proposed Gasoline Station/Convenience Store with Drive-through,North Andover,Massachusetts CAPACITY ANALYSIS METHODOLOGY A primary result of capacity analysis is the assignment of levels of service to traffic facilities under various traffic flow conditions. The capacity analysis methodology is based on the concepts and procedures in the Highway Capacity Manual (HCM).10 The concept of level of service (LOS) is defined as a qualitative measure describing operational conditions within a traffic stream and their perception by motorists and/or passengers. A level-of-service definition provides an index to quality of traffic flow in terms of such factors as speed, travel time, freedom to maneuver,traffic interruptions, comfort, convenience, and safety. Six levels of service are defined for each type of facility. They are given letter designations from A to F, with LOS A representing the best operating conditions and LOS F the worst. Since the level of service of a traffic facility is a function of the traffic flows placed upon it, such a facility may operate at a wide range of levels of service, depending on the time of day, day of week, or period of year. A description of the operating condition under each level of service is provided below: • LOSA describes conditions with little to no delay to motorists. • LOS B represents a desirable level with relatively low delay to motorists. • LOS C describes conditions with average delays to motorists. • LOS D describes operations where the influence of congestion becomes more noticeable. Delays are still within an acceptable range. • LOS E represents operating conditions with high delay values. This level is considered by many agencies to be the limit of acceptable delay. • LOS F is considered to be unacceptable to most drivers with high delay values that often occur,when arrival flow rates exceed the capacity of the intersection. Unsignalized Intersections Levels of service for unsignalized intersections are calculated using the operational analysis methodology of the HCM. The procedure accounts for lane configuration on both the minor and major street approaches, conflicting traffic stream volumes, and the type of intersection control IO ighway Capacity Manual 2000,Transportation Research Board;Washington,D.C.;2000. TRAFFIC IMPACT AND ACCESS STUDY Proposed Gasoline Station/Convenience Store with Drive-through,North Andover,Massachusetts (STOP, YIELD, or all-way STOP control). The definition of level of service for unsignalized intersections is a function of average control delay. Control delay includes initial deceleration delay, queue move-up time, stopped delay, and final acceleration delay. The level-of-service criteria for unsignalized intersections are shown in Table Al. Signalized Intersections Levels of service for signalized intersections are also calculated using the operational analysis methodology of the HCM. The methodology for signalized intersections assesses the effects of signal type, timing, phasing, and progression; vehicle mix; and geometrics on average control delay. Control delay includes initial deceleration delay, queue move-up time, stopped delay, and final acceleration delay. Table Al summarizes the relationship between level of service and average control delay. Table Al LEVEL-OF-SERVICE CRITERIA FOR INTERSECTIONS Unsignalized Intersection Criteria Signalized Intersection Criteria Average Control Delay Average Control Delay Level of Service (Seconds per Vehicle) (Seconds per Vehicle) A <_10 <10 B >10 and 515 >10 and<_20 C >15 and<_25 >20 and<35 D >25 and<_35 >35 and<_55 E >35 and<_50 >55 and<_80 F >50 >80 Source:Highway Capacity Manual 2000,Transportation Research Board;Washington,D.C.;2000. Pages 10- 16 and 17-2. For signalized intersections, this delay criterion may be applied in assigning level-of-service designations to individual lane groups, to individual intersection approaches, or to the entire intersection. For unsignalized intersections, this delay criterion may be applied in assigning level-of-service designations to individual lane groups or to individual intersection approaches. TRAFFIC IMPACT AND ACCESS STUDY Proposed Gasoline Station%ConvenienCe Store with Drive-through,North Andover,Massachusetts I I i i l CAPACITY ANALYSIS METHODOLOGY i f I i TRAFFIC IMPACT AND ACCESS STUDY Proposed Gasoline Station/Convenience Store with Drive-through,North Andover;Massachusetts �I i . 'CAPACITY,AND QUEUE ANALYSIS WORKSHEETS l i i 3: Lucent Technologies Drive & RT 125 2005 Existing Queues Weekday AM Peak Lane Group EBR NBT SBT SBR Lane Group Flow(vph) 4 311 1068 61 Queue Length 50th (ft) 2 0 39 3 Queue Length 95th (ft) 7 20 165 22 Internal Link Dist(ft) 272 1925 50th Up Block Time (%) 95th Up Block Time (%) Turn Bay Length (ft) 50th Bay Block Time% 95th Bay Block Time % Queuing Penalty (veh) Intersection Summary VA05501\Analysis\EX AM.sy6 Synchro 5 Report GPI Page 1 htsdinnas5-ff51 3: Lucent Technologies Drive & RT 125 2005 Existing HCM Signalized Intersection Capacity Analysis Weekday AM Peak Movement EBL EBR NBL NBT SBT SBR Lane Configurations r *Tt tt r Ideal Flow(vphpl) 1900 1900 1900 1900 1900 1900 Lane Width 11 12 12 12 12 16 Total Lost time(s) 4.0 4.0 4.0 4.0 Lane Util. Factor 1.00 0.95 0.95 1.00 Frt 0.85 1.00 1.00 0.85 Flt Protected 1.00 0.99 1.00 1.00 Satd. Flow(prot) 1615 3276 3471 1830 Flt Permitted 1.00 0.99 1.00 1.00 Satd. Flow (perm) 1615 3276 3471 1830 Volume(vph) 0 2 43 246 1004 57 Peak-hour factor, PHF 0.50 0.50 0.93 0.93 0.94 0.94 Adj. Flow(vph) 0 4 46 265 1068 61 Lane Group Flow(vph) 0 4 0 311 1068 61 Heavy Vehicles (%) 0% 0% 0% 11% 4% 0% Turn Type Perm pm+pt Perm Protected Phases 3 1 1 6 2 Permitted Phases 3 16 1 6 2 Actuated Green, G (s) 1.6 78.4 68.9 68.9 Effective Green, g (s) 2.6 79.4 69.9 69.9 Actuated g/C Ratio 0.03 0.88 0.78 0.78 Clearance Time (s) 5.0 5.0 5.0 Vehicle Extension (s) 2.5 1.5 1.5 Lane Grp Cap (vph) 47 2890 2696 1421 v/s Ratio Prot c0.09 c0.31 v/s Ratio Perm c0.00 0.03 v/c Ratio 0.09 0.11 0.40 0.04 Uniform Delay, d1 42.5 0.7 3.2 2.3 Progression Factor 1.00 1.00 1.00 1.00 Incremental Delay, d2 0.6 0.0 0.0 0.0 Delay (s) 43.1 0.7 3.3 2.3 Level of Service D A A A Approach Delay (s) 43.1 0.7 3.2 Approach LOS D A A Intersection Summary HCM Average Control Delay 2.8 HCM Level of Service A HCM Volume to Capacity ratio 0.37 Actuated Cycle Length (s) 90.0 Sum of lost time (s) 12.0 Intersection Capacity Utilization 42.9% ICU Level of Service A c Critical Lane Group V:\05501\Analysis\EX AM.sy6 Synchro 5 Report GPI Page 2 htsdinnas5-ff51 3: Lucent Technologies Drive & RT 125 2005 Existing Timing Report, Sorted By Phase Weekday AM Peak Phase Number 1 2 3 6 Movement NBTL SBT EBL NBTL Lead/Lag Lead Lag Lead-Lag Optimize Recall Mode None None None Coord Maximum Split(s) 18 40 32 58 Maximum Split(%) 20% 44% 36% 64% Minimum Split(s) 9 13 13 13 Yellow Time(s) 4 4 4 4 All-Red Time (s) 1 1 1 1 Minimum Initial (s) 4 8 8 8 Vehicle Extension (s) 1.5 1.5 2.5 1.5 Minimum Gap (s) 3 3 3 3 Time Before Reduce (s) 0 0 0 0 Time To Reduce (s) 0 0 0 0 Walk Time (s) Flash Dont Walk(s) Intersection Summary Cycle Length 90 Control Type Actuated-Coordinated Natural Cycle 45 Offset: 0 (0%), Referenced to phase 6:NBTL, Start of Green Splits and Phases: 3: Lucent Technologies Drive& RT 125 01 m2 m3 06 V:\05501\Analysis\EX AM.sy6 Synchro 5 Report GPI Page 3 htsdinnas5-ff51 13: Orchard Hill Rd & RT 125 2005 Existing HCM Unsignalized Intersection Capacity Analysis I Weekday AM Peak # Movement WBL WBR NBT NBR SBL SBT Lane Configurations Vi r ft *Tt Sign Control Stop Free Free Grade 0% 0% 0% Volume (veh/h) 6 10 279 21 53 953 Peak Hour Factor 0.40 0.40 0.87 0.87 0.94 0.94 Hourly flow rate (veh/h) 15 25 321 24 56 1014 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare(veh) Median type None Median storage veh) Upstream signal (ft) 352 pX, platoon unblocked 0.90 vC, conflicting volume 952 172 345 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 837 172 345 tC, single (s) 7.1 6.9 4.1 tC, 2 stage (s) tF (s) 3.7 3.3 2.2 p0 queue free % 94 97 95 cM capacity (veh/h) 238 847 1211 Direction, Lane# WB 1 WB 2 NB 1 NB 2 SIB 1 SB 2 Volume Total 15 25 214 131 394 676 Volume Left 15 0 0 0 56 0 Volume Right 0 25 0 24 0 0 cSH 238 847 1700 1700 1211 1700 Volume to Capacity 0.06 0.03 0.13 0.08 0.05 0.40 Queue Length (ft) 5 2 0 0 4 0 Control Delay (s) 21.1 9.4 0.0 0.0 1.6 0.0 Lane LOS C A A Approach Delay(s) 13.8 0.0 0.6 Approach LOS. B Intersection Summary Average Delay 0.8 Intersection Capacity Utilization 52.6% ICU Level of Service A V:\05501\Analysis\EX AM.sy6 Synchro 5 Report GPI Page 1 htsdinnas5-ff51 3: Lucent Technologies Drive & RT 125 2005 Existing Queues Saturday Midday t 41 Lane Group EBR NBT SBT SBR Lane Group Flow(vph) 4 463 480 1 Queue Length 50th (ft) 1 0 14 0 Queue Length 95th (ft) 5 32 74 2 Internal Link Dist (ft) 272 1925 50th Up Block Time(%) 95th Up Block Time (%) Turn Bay Length (ft) 50th Bay Block Time % 95th Bay Block Time % Queuing Penalty(veh) Intersection Summary V:\05501\Analysis\EX SAT.sy6 Synchro 5 Report GPI Page 1 htsdinnas5-ff51 3: Lucent Technologies Drive & RT 125 2005 Existing HCM Signalized Intersection Capacity Analysis Saturday Midday Movement EBL EBR NBL NBT SBT SBR Lane Configurations r +Tt tt r Ideal Flow(vphpl) 1900 1900 1900 1900 1900 1900 Lane Width 11 12 12 12 12 16 Total Lost time(s) 4.0 4.0 4.0 4.0 Lane Util. Factor 1.00 0.95 0.95 1.00 Frt 0.85 1.00 1.00 0.85 Flt Protected 1.00 1.00 1.00 1.00 Satd. Flow (prot) 1615 3539 3505 1830 Flt Permitted 1.00 1.00 1.00 1.00 Satd. Flow (perm) 1615 3539 3505 1830 Volume(vph) 0 2 0 449 437 1 Peak-hour factor, PHF 0.50 0.50 0.97 0.97 0.91 0.91 Adj. Flow(vph) 0 4 0 463 480 1 Lane Group Flow(vph) 0 4 0 463 480 1 Heavy Vehicles (%) 0% 0% 0% 2% 3% 0% Turn Type Perm pm+pt Perm Protected Phases 3 1 1 6 2 Permitted Phases 3 1 6 1 6 2 Actuated Green, G (s) 1.6 48.4 38.6 38.6 Effective Green, g(s) 2.6 49.4 39.6 39.6 Actuated g/C Ratio 0.04 0.82 0.66 0.66 Clearance Time (s) 5.0 5.0 5.0 Vehicle Extension (s) 2.5 1.5 1.5 Lane Grp Cap (vph) 70 2914 2313 1208 v/s Ratio Prot c0.13 c0.14 v/s Ratio Perm c0.00 0.00 v/c Ratio 0.06 0.16 0.21 0.00 Uniform Delay, d1 27.5 1.1 4.0 3.5 Progression Factor 1.00 1.00 1.00 1.00 Incremental Delay, d2 0.2 0.0 0.0 0.0 Delay (s) 27.8 1.1 4.0 3.5 Level of Service C A A A Approach Delay(s) 27.8 1.1 4.0 Approach LOS C A A Intersection Summary HCM Average Control Delay 2.7 HCM Level of Service A HCM Volume to Capacity ratio 0.20 Actuated Cycle Length (s) 60.0 Sum of lost time (s) 12.0 Intersection Capacity Utilization 26.6% ICU Level of Service A c Critical Lane Group V:\05501\Analysis\EX SAT.sy6 Synchro 5 Report GPI Page 2 htsdinnas5-ff51 3: Lucent Technologies Drive & RT 125 2010 No-Build Timing Report, Sorted By Phase Weekday AM Peak { Phase Number 1 2 3 6 Movement NBTL SBT EBL NBTL Lead/Lag Lead Lag Lead-Lag Optimize Recall Mode None None None Coord Maximum Split(s) 18 40 32 58 Maximum Split(%) 20% 44% 36% 64% Minimum Split(s) 9 13 13 13 Yellow Time(s) 4 4 4 4 All-Red Time (s) 1 1 1 1 Minimum Initial (s) 4 8 8 8 Vehicle Extension (s) 1.5 1.5 2.5 1.5 Minimum Gap (s) 3 3 3 3 Time Before Reduce (s) 0 0 0 0 Time To Reduce (s) 0 0 0 0 Walk Time (s) Flash Dont Walk(s) Intersection Summary Cycle Length 90 Control Type Actuated-Coordinated Natural Cycle 45 Offset: 0 (0%), Referenced to phase 6:NBTL, Start of Green Siliplits and Phases: 3: Lucent Technologies Drive & RT 125 4i 01 02 m3 06 V:\05501\Analysis\NB AM.sy6 Synchro 5 Report GPI Page 3 htsdinnas5-ff51 13: Orchard Hill Rd & RT 125 2010 No-Build HCM Unsignalized Intersection Capacity Analysis Weekday AM Peak f- /0� Movement WBL WBR NBT NBR SBL SBT Lane Configurations Vi r tT+ 0 Sign Control Stop Free Free Grade 0% 0% 0% Volume (veh/h) 6 10 523 21 53 1026 Peak Hour Factor 0.40 0.40 0.87 0.87 0.94 0.94 Hourly flow rate(veh/h) 15 25 601 24 56 1091 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare(veh) Median type None Median storage veh) Upstream signal (ft) 352 pX, platoon unblocked 0.85 vC, conflicting volume 1272 313 625 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 1138 313 625 tC, single (s) 7.1 6.9 4.1 tC, 2 stage (s) tF (s) 3.7 3.3 2.2 p0 queue free % 89 96 94 cM capacity(veh/h) 138 689 952 Direction, Lane# WB 1 WB 2 NB 1 NB 2 SB 1 SB 2 Volume Total 15 25 401 225 420 728 Volume Left 15 0 0 0 56 0 Volume Right 0 25 0 24 0 0 cSH 138 689 1700 1700 952 1700 Volume to Capacity 0.11 0.04 0.24 0.13 0.06 0.43 Queue Length (ft) 9 3 0 0 5 0 Control Delay (s) 34.3 10.4 0.0 0.0 1.8 0.0 Lane LOS D B A Approach Delay (s) 19.4 0.0 0.7 Approach LOS C Intersection Summary Average Delay 0.8 Intersection Capacity Utilization 62.5% ICU Level of Service B V:\05501\Analysis\NB AM.sy6 Synchro 5 Report GPI Page 1 htsdinnas5-f'51 3: Lucent Technologies Drive & RT 125 2005 Existing Timing Report, Sorted By Phase Saturday Midday Phase Number 1 2 3 6 Movement NBTL SBT EBL NBTL Lead/Lag Lead Lag Lead-Lag Optimize Recall Mode None None None Coord Maximum Split(s) 14 23 23 37 Maximum Split(%) 23% 38% 38% 62% Minimum Split(s) 9 13 19 13 Yellow Time(s) 4 4 4 4 All-Red Time (s) 1 1 1 1 Minimum Initial (s) 4 8 8 8 Vehicle Extension (s) 1.5 1.5 2.5 1.5 Minimum Gap (s) 3 3 3 3 Time Before Reduce (s) 0 0 0 0 Time To Reduce (s) 0 0 0 0 Walk Time (s) Flash Dont Walk (s) Intersection Summary Cycle Length 60 Control Type Actuated-Coordinated Natural Cycle 45 Offset: 0 (0%), Referenced to phase 6:NBTL, Start of Green Splits and Phases: 3:(Lucent Technologies Drive& RT 125 01 * m2 m3 06 V:\05501\Analysis\EX SAT.sy6 Synchro 5 Report GPI Page 3 htsdinnas5-ff51 13: Orchard Hill Rd & RT 125 2005 Existing HCM Unsignalized Intersection Capacity Analysis Saturday Midday /A. Movement WBL WBR NBT NBR SBL SBT Lane Configurations ` tT+ *Tt Sign Control Stop Free Free Grade 0% 0% 0% Volume(veh/h) 35 33 416 31 39 400 Peak Hour Factor 0.65 0.65 0.97 0.97 0.89 0.89 Hourly flow rate(veh/h) 54 51 429 32 44 449 Pedestrians Lane Width (ft) Walking Speed(ft/s) Percent Blockage Right turn flare(veh) Median type None Median storage veh) Upstream signal (ft) 352 pX, platoon unblocked 0.98 vC, conflicting volume 757 230 461 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 735 230 461 tC, single (s) 6.8 6.9 4.1 tC, 2 stage (s) tF(s) 3.5 3.3 2.2 p0 queue free % 84 93 96 cM capacity(veh/h) 339 778 1111 Direction, Lane# WB 1 WB 2 NB 1 NB 2 SB 1 SB 2 Volume Total 54 51 286 175 194 300 Volume Left 54 0 0 0 44 0 Volume Right 0 51 0 32 0 0 cSH 339 778 1700 1700 1111 1700 Volume to Capacity 0.16 0.07 0.17 0.10 0.04 0.18 Queue Length (ft) 14 5 0 0 3 0 Control Delay (s) 17.6 9.9 0.0 0.0 2.2 0.0 Lane LOS C A A Approach Delay(s) 13.9 0.0 0.9 Approach LOS B Intersection Summary Average Delay 1.8 Intersection Capacity Utilization 29.6% ICU Level of Service A V:\05501\Analysis\EX SAT.sy6 Synchro 5 Report GPI Page 1 htsdinnas5-ff51 3: Lucent Technologies Drive & RT 125 2005 Existing Timing Report, Sorted By Phase Weekday PM Peak Phase Number 1 2 3 6 Movement NBTL SBT EBL NBTL Lead/Lag Lead Lag Lead-Lag Optimize Recall Mode None None None Coord Maximum Split(s) 17 19 54 36 Maximum Split(%) 19% 21% 60% 40% Minimum Split(s) 9 13 13 13 Yellow Time(s) 4 4 4 4 All-Red Time (s) 1 1 1 1 Minimum Initial (s) 4 8 8 8 Vehicle Extension (s) 1.5 1.5 2.5 1.5 Minimum Gap (s) 3 3 3 3 Time Before Reduce (s) 0 0 0 0 Time To Reduce (s) 0 0 0 0 Walk Time (s) Flash Dont Walk(s) Intersection Summary Cycle Length 90 Control Type Actuated-Coordinated Natural Cycle 40 Offset: 0 (0%), Referenced to phase 6:NBTL, Start of Green Splits and Phases: 3: Lucent Technologies Drive& RT 125 4t 07 1 o2 "' m3 } �1 06 V:\05501\Analysis\EX PM.sy6 Synchro 5 Report GPI Page 3 htsdinnas5-ff51 13: Orchard Hill Rd & RT 125 2005 Existing HCM Unsignalized Intersection Capacity Analysis Weekday PM Peak ,'" - Movement WBL WBR NBT NBR SBL SBT Lane Configurations Vi r tT 0 Sign Control Stop Free Free Grade 0% 0% 0% Volume(veh/h) 27 54 994 23 8 462 Peak Hour Factor 0.58 0.58 0.89 0.89 0.85 0.85 Hourly flow rate (veh/h) 47 93 1117 26 9 544 Pedestrians Lane Width (ft) Walking Speed(ft/s) Percent Blockage Right turn flare(veh) Median type None Median storage veh) Upstream signal (ft) 352 pX, platoon unblocked 0.95 vC, conflicting volume 1420 571 1143 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 1392 571 1143 tC, single (s) 6.8 7.0 4.6 tC, 2 stage (s) tF (s) 3.5 3.3 2.5 p0 queue free % 63 80 98 cM capacity(veh/h) 127 459 491 Direction, Lane# WB 1 WB 2 NB 1 NB 2 SB 1 SB 2 Volume Total 47 93 745 398 191 362 Volume Left 47 0 0 0 9 0 Volume Right 0 93 0 26 0 0 cSH 127 459 1700 1700 491 1700 Volume to Capacity 0.37 0.20 0.44 0.23 0.02 0.21 Queue Length (ft) 38 19 0 0 1 0 Control Delay (s) 49.1 14.8 0.0 0.0 0.9 0.0 Lane LOS E B A Approach Delay(s) 26.3 0.0 0.3 Approach LOS D Intersection Summary Average Delay 2.1 Intersection Capacity Utilization 44.1% ICU Level of Service A V:\05501\Analysis\EX PM.sy6 Synchro 5 Report GPI Pagel htsdinnas5-ff51 3: Lucent Technologies Drive & RT 125 2005 Existing Queues Weekday PM Peak Lane Group EBL EBR NBT SBT SBR Lane Group Flow(vph) 69 52 1247 489 1 Queue Length 50th (ft) 37 28 77 58 0 Queue Length 95th (ft) 48 39 108 88 2 Internal Link Dist(ft) 661 272 1925 50th Up Block Time (%) 95th Up Block Time (%) Turn Bay Length (ft) 50th Bay Block Time% 95th Bay Block Time % Queuing Penalty (veh) Intersection Summary V:\05501\Analysis\EX PM.sy6 Synchro 5 Report GPI Page 1 htsdinnas5-ff51 3: Lucent Technologies Drive & RT 125 2005 Existing HCM Signalized Intersection Capacity Analysis I Weekday PM Peak 41 t # Movement EBL EBR NBL NBT SBT SBR Lane Configurations r *Tt tt r Ideal Flow(vphpl) 1900 1900 1900 1900 1900 1900 Lane Width 11 12 12 12 12 16 Total Lost time(s) 4.0 4.0 4.0 4.0 4.0 Lane Util. Factor 1.00 1.00 0.95 0.95 1.00 Frt 1.00 0.85 1.00 1.00 0.85 Flt Protected 0.95 1.00 1.00 1.00 1.00 Satd. Flow(prot) 1711 1615 3539 3505 1830 Flt Permitted 0.95 1.00 1.00 1.00 1.00 Satd. Flow(perm) 1711 1615 3539 3505 1830 Volume(vph) 40 30 2 1046 440 1 Peak-hour factor, PHF 0.58 0.58 0.84 0.84 0.90 0.90 Adj. Flow(vph) 69 52 2 1245 489 1 Lane Group Flow(vph) 69 52 0 1247 489 1 Heavy Vehicles (%) 2% 0% 0% 2% 3% 0% Turn Type Perm pm+pt Perm Protected Phases 3 1 1 6 2 Permitted Phases 3 1 6 1 6 2 Actuated Green, G (s) 7.1 7.1 72.9 55.9 55.9 Effective Green, g (s) 8.1 8.1 73.9 56.9 56.9 Actuated g/C Ratio 0.09 0.09 0.82 0.63 0.63 Clearance Time(s) 5.0 5.0 5.0 5.0 Vehicle Extension (s) 2.5 2.5 1.5 1.5 Lane Grp Cap (vph) 154 145 2906 2216 1157 v/s Ratio Prot c0.04 c0.35 0.14 v/s Ratio Perm 0.03 0.00 v/c Ratio 0.45 0.36 0.43 0.22 0.00 Uniform Delay, d1 38.8 38.5 2.2 7.1 6.1 Progression Factor 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 1.5 1.1 0.0 0.0 0.0 Delay(s) 40.3 39.6 2.3 7.1 6.1 Level of Service D D A A A Approach Delay(s) 40.0 2.3 7.1 Approach LOS D A A Intersection Summary HCM Average Control Delay 6.0 HCM Level of Service A HCM Volume to Capacity ratio 0.43 Actuated Cycle Length (s) 90.0 Sum of lost time (s) 8.0 Intersection Capacity Utilization 48.5% ICU Level of Service A c Critical Lane Group V:\05501\Analysis\EX PM.sy6 Synchro 5 Report GPI Page 2 htsdinnas5-ff51 3: Lucent Technologies Drive & RT 125 2010 No-Build Queues Weekday AM Peak Lane Group EBL EBR NBT SBT SBR Lane Group Flow(vph) 74 50 574 1121 222 Queue Length 50th (ft) 40 27 28 144 42 Queue Length 95th (ft) 43 32 51 233 86 Internal Link Dist(ft) 661 272 1925 50th Up Block Time(%) 95th Up Block Time (%) Turn Bay Length (ft) 50th Bay Block Time % 95th Bay Block Time % Queuing Penalty (veh) Intersection Summary VA05501\Analysis\N B AM.sy6 Synchro 5 Report GPI Page 1 htsdinnas5-ff51 3: Lucent Technologies Drive & RT 125 2010 No-Build HCM Signalized Intersection Capacity Analysis Weekday AM Peak Movement EBL EBR NBL NBT SBT SBR Lane Configurations r *Tt tt r Ideal Flow(vphpl) 1900 1900 1900 1900 1900 1900 Lane Width 11 12 12 12 12 16 Total Lost time(s) 4.0 4.0 4.0 4.0 4.0 Lane Util. Factor 1.00 1.00 0.95 0.95 1.00 Frt 1.00 0.85 1.00 1.00 0.85 Flt Protected 0.95 1.00 0.99 1.00 1.00 Satd. Flow(prot) 1745 1615 3296 3471 1830 Flt Permitted 0.95 1.00 0.99 1.00 1.00 Satd. Flow (perm) 1745 1615 3296 3471 1830 Volume(vph) 37 25 140 393 1054 209 Peak-hour factor, PHF 0.50 0.50 0.93 0.93 0.94 0.94 Adj. Flow(vph) 74 50 151 423 1121 222 Lane Group Flow(vph) 74 50 0 574 1121 222 Heavy Vehicles (%) 0% 0% 0% 11% 4% 0% Turn Type Perm pm+pt Perm Protected Phases 3 1 1 6 2 Permitted Phases 3 1 6 1 6 2 Actuated Green, G (s) 7.5 7.5 72.5 60.0 60.0 Effective Green, g (s) 8.5 8.5 73.5 61.0 61.0 Actuated g/C Ratio 0.09 0.09 0.82 0.68 0.68 Clearance Time (s) 5.0 5.0 5.0 5.0 Vehicle Extension (s) 2.5 2.5 1.5 1.5 Lane Grp Cap (vph) 165 153 2692 2353 1240 v/s Ratio Prot c0.04 c0.17 c0.32 v/s Ratio Perm 0.03 0.12 v/c Ratio 0.45 0.33 0.21 0.48 0.18 Uniform Delay, d1 38.5 38.1 1.8 6.9 5.3 Progression Factor 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 1.4 0.9 0.0 0.1 0.0 Delay (s) 39.9 39.0 1.8 7.0 5.3 Level of Service D D A A A Approach Delay(s) 39.6 1.8 6.7 Approach LOS D A A Intersection Summary HCM Average Control Delay 7.3 HCM Level of Service A HCM Volume to Capacity ratio 0.45 Actuated Cycle Length (s) 90.0 Sum of lost time(s) 12.0 Intersection Capacity Utilization 63.7% ICU Level of Service B c Critical Lane Group V:\05501\Analysis\NB AM.sy6 Synchro 5 Report GPI Page 2 htsdinnas5-ff51 3: Lucent Technologies Drive & RT 125 2010 No-Build Queues Weekday PM Peak Lane Group EBL EBR NBT SBT SBR Lane Group Flow(vph) 307 210 1322 636 32 Queue Length 50th (ft) 168 109 163 108 9 Queue Length 95th (ft) 134 95 256 177 28 Internal Link Dist(ft) 661 272 1925 50th Up Block Time (%) 95th Up Block Time (%) 3% Turn Bay Length (ft) 50th Bay Block Time % 95th Bay Block Time % Queuing Penalty (veh) Intersection Summary V:\05501Wnalysis\NB PM.sy6 Synchro 5 Report GPI Page 1 htsdinnas5-ff51 3: Lucent Technologies Drive & RT 125 2010 No-Build HCM Signalized Intersection Capacity Analysis Weekday PM Peak t Movement EBL EBR NBL NBT SBT SBR Lane Configurations r *Tt tt r Ideal Flow(vphpl) 1900 1900 1900 1900 1900 1900 Lane Width 11 12 12 12 12 16 Total Lost time(s) 4.0 4.0 4.0 4.0 4.0 Lane Util. Factor 1.00 1.00 0.95 0.95 1.00 Frt 1.00 0.85 1.00 1.00 0.85 Flt Protected 0.95 1.00 1.00 1.00 1.00 Satd. Flow (prot) 1711 1615 3537 3505 1830 Flt Permitted 0.95 1.00 1.00 1.00 1.00 Satd. Flow(perm) 1711 1615 3537 3505 1830 Volume(vph) 178 122 19 1091 572 29 Peak-hour factor, PHF 0.58 0.58 0.84 0.84 0.90 0.90 Adj. Flow(vph) 307 210 23 1299 636 32 Lane Group Flow(vph) 307 210 0 1322 636 32 Heavy Vehicles (%) 2% 0% 0% 2% 3% 0% Turn Type Perm pm+pt Perm Protected Phases 3 1 16 2 Permitted Phases 3 16 1 6 2 Actuated Green, G (s) 18.6 18.6 61.4 44.4 44.4 Effective Green, g (s) 19.6 19.6 62.4 45.4 45.4 Actuated g/C Ratio 0.22 0.22 0.69 0.50 0.50 Clearance Time (s) 5.0 5.0 5.0 5.0 Vehicle Extension (s) 2.5 2.5 1.5 1.5 Lane Grp Cap (vph) 373 352 2452 1768 923 v/s Ratio Prot c0.18 c0.37 0.18 v/s Ratio Perm 0.13 0.02 v/c Ratio 0.82 0.60 0.54 0.36 0.03 Uniform Delay, d1 33.5 31.6 6.8 13.5 11.2 Progression Factor 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 13.4 2.3 0.1 0.0 0.0 Delay (s) 46.9 33.9 6.9 13.5 11.3 Level of Service D C A B B Approach Delay(s) 41.6 6.9 13.4 Approach LOS D A B Intersection Summary HCM Average Control Delay 15.8 HCM Level of Service B HCM Volume to Capacity ratio 0.61 Actuated Cycle Length (s) 90.0 Sum of lost time (s) 8.0 Intersection Capacity Utilization 67.9% ICU Level of Service B c Critical Lane Group V:\05501\Analysis\NB PM.sy6 Synchro 5 Report GPI Page 2 htsdinnas5-ff51 3: Lucent Technologies Drive & RT 125 2010 No-Build Timing Report, Sorted By Phase Weekday PM Peak 3 Phase Number 1 2 3 6 Movement NBTL SBT EBL NBTL Lead/Lag Lead Lag Lead-Lag Optimize Recall Mode None None None Coord Maximum Split(s) 17 19 54 36 Maximum Split(%) 19% 21% 60% 40% Minimum Split(s) 9 13 13 13 Yellow Time(s) 4 4 4 4 All-Red Time (s) 1 1 1 1 Minimum Initial (s) 4 8 8 8 Vehicle Extension (s) 1.5 1.5 2.5 1.5 Minimum Gap (s) 3 3 3 3 Time Before Reduce (s) 0 0 0 0 Time To Reduce (s) 0 0 0 0 Walk Time (s) Flash Dont Walk(s) Intersection Summary Cycle Length 90 Control Type Actuated-Coordinated Natural Cycle 40 Offset: 0 (0%), Referenced to phase 6:NBTL, Start of Green Splits and Phases: 3: Lucent Technologies Drive& RT 125 4t 01 4 02 '' m3 1 06 V:\05501\Analysis\NB PM.sy6 Synchro 5 Report GPI Page 3 htsdinnas5-ff51 13: Orchard Hill Rd & RT 125 2010 No-Build HCM Unsignalized Intersection Capacity Analysis Weekday PM Peak `,0 Movement WBL WBR NBT NBR SBL SBT Lane Configurations r +T *Tt Sign Control Stop Free Free Grade 0% 0% 0% Volume (veh/h) 27 54 1056 23 8 686 Peak Hour Factor 0.58 0.58 0.89 0.89 0.85 0.85 Hourly flow rate (veh/h) 47 93 1187 26 9 807 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare(veh) Median type None Median storage veh) Upstream signal (ft) 352 pX, platoon unblocked 0.90 vC, conflicting volume 1622 606 1212 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 1579 606 1212 tC, single (s) 6.8 7.0 4.6 tC, 2 stage (s) tF (s) 3.5 3.3 2.5 p0 queue free % 48 79 98 cM capacity(veh/h) 90 435 458 Direction, Lane# WB 1 WB 2 NB 1 NB 2 SB 1 SB 2 Volume Total 47 93 791 421 278 538 Volume Left 47 0 0 0 9 0 Volume Right 0 93 0 26 0 0 cSH 90 435 1700 1700 458 1700 Volume to Capacity 0.52 0.21 0.47 0.25 0.02 0.32 Queue Length (ft) 57 20 0 0 2 0 Control Delay (s) 82.0 15.5 0.0 0.0 0.7 0.0 Lane LOS F C A Approach Delay (s) 37.7 0.0 0.3 Approach LOS E Intersection Summary Average Delay 2.5 Intersection Capacity Utilization 46.1% ICU Level of Service A V:\05501\Analysis\NB PM.sy6 Synchro 5 Report GPI Pagel htsdinnas5-ff51 3: Lucent Technologies Drive & RT 125 2010 No-Build Queues Saturday Midday Lane Group EBL EBR NBT SBT SBR Lane Group Flow(vph) 48 32 507 510 26 Queue Length 50th (ft) 15 10 23 50 4 Queue Length 95th (ft) 22 17 37 82 15 Internal Link Dist (ft) 661 272 1925 50th Up Block Time (%) 95th Up Block Time (%) Turn Bay Length (ft) 50th Bay Block Time% 95th Bay Block Time % Queuing Penalty (veh) Intersection Summary V:\05501\Analysis\NB SAT.sy6 Synchro 5 Report GPI Page 1 htsdinnas5-ff51 3: Lucent Technologies Drive & RT 125 2010 No-Build HCM Signalized Intersection Capacity Analysis Saturday Midday Movement EBL EBR NBL NBT SBT SBR Lane Configurations r +T t tt r Ideal Flow(vphpl) 1900 1900 1900 1900 1900 1900 Lane Width 11 12 12 12 12 16 Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 Lane Util. Factor 1.00 1.00 0.95 0.95 1.00 Frt 1.00 0.85 1.00 1.00 0.85 Flt Protected 0.95 1.00 1.00 1.00 1.00 Satd. Flow(prot) 1745 1615 3536 3505 1830 Flt Permitted 0.95 1.00 1.00 1.00 1.00 Satd. Flow(perm) 1745 1615 3536 3505 1830 Volume(vph) 24 16 16 476 464 24 Peak-hour factor, PHF 0.50 0.50 0.97 0.97 0.91 0.91 Adj. Flow (vph) 48 32 16 491 510 26 Lane Group Flow(vph) 48 32 0 507 510 26 Heavy Vehicles(%) 0% 0% 0% 2% 3% 0% Turn Type Perm pm+pt Perm Protected Phases 3 1 1 6 2 Permitted Phases 3 16 1 6 2 Actuated Green, G (s) 4.9 4.9 45.1 34.0 34.0 Effective Green, g (s) 5.9 5.9 46.1 35.0 35.0 Actuated g/C Ratio 0.10 0.10 0.77 0.58 0.58 Clearance Time(s) 5.0 5.0 5.0 5.0 Vehicle Extension (s) 2.5 2.5 1.5 1.5 Lane Grp Cap (vph) 172 159 2717 2045 1068 v/s Ratio Prot c0.03 c0.14 c0.15 v/s Ratio Perm 0.02 0.01 v/c Ratio 0.28 0.20 0.19 0.25 0.02 Uniform Delay, d1 25.1 24.9 1.9 6.1 5.3 Progression Factor 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 0.6 0.5 0.0 0.0 0.0 Delay (s) 25.7 25.3 1.9 6.1 5.3 Level of Service C C A A A Approach Delay(s) 25.6 1.9 6.1 Approach LOS C A A Intersection Summary HCM Average Control Delay 5.6 HCM Level of Service A HCM Volume to Capacity ratio 0.25 Actuated Cycle Length (s) 60.0 Sum of lost time (s) 12.0 Intersection Capacity Utilization 29.1% ICU Level of Service A c Critical Lane Group V:\05501\Analysis\NB SAT.sy6 Synchro 5 Report GPI Page 2 htsdinnas5-ff51 3: Lucent Technologies Drive & RT 125 2010 No-Build Timing Report, Sorted By Phase Saturday Midday. Rt Phase Number 1 2 3 6 Movement NBTL SBT EBL NBTL Lead/Lag Lead Lag Lead-Lag Optimize Recall Mode None None None Coord Maximum Split(s) 14 23 23 37 Maximum Split(%) 23% 38% 38% 62% Minimum Split (s) 9 13 19 13 Yellow Time(s) 4 4 4 4 All-Red Time(s) 1 1 1 1 Minimum Initial (s) 4 8 8 8 Vehicle Extension (s) 1.5 1.5 2.5 1.5 Minimum Gap (s) 3 3 3 3 Time Before Reduce (s) 0 0 0 0 Time To Reduce (s) 0 0 0 0 Walk Time (s) Flash Dont Walk(s) Intersection Summary Cycle Length 60 Control Type Actuated-Coordinated Natural Cycle 45 Offset: 0 (0%), Referenced to phase 6:NBTL, Start of Green Splits and Phases: 3: Lucent Technologies Drive & RT 125 01 m2 _.� 03 1 06 V:\05501\Analysis\NB SAT.sy6 Synchro 5 Report GPI Page 3 htsdinnas5-ff51 13: Orchard Hill Rd & RT 125 2010 No-Build HCM Unsignalized Intersection Capacity Analysis Saturday Midday Movement WBL WBR NBT NBR SBL SBT Lane Configurations r tT *Tt Sign Control Stop Free Free Grade 0% 0% 0% Volume(veh/h) 35 33 459 31 39 441 Peak Hour Factor 0.65 0.65 0.97 0.97 0.89 0.89 Hourly flow rate (veh/h) 54 51 473 32 44 496. Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare(veh) Median type None Median storage veh) Upstream signal (ft) 352 pX, platoon unblocked 0.96 vC, conflicting volume 825 253 505 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 771 253 505 tC, single (s) 6.8 6.9 4.1 tC, 2 stage (s) tF (s) 3.5 3.3 2.2 p0 queue free % 83 93 96 cM capacity(veh/h) 313 753 1070 Direction, Lane# WB 1 WB 2 NB 1 NB 2 SB 1 SB 2 Volume Total 54 51 315 190 209 330 Volume Left 54 0 0 0 44 0 Volume Right 0 51 0 32 0 0 cSH 313 753 1700 1700 1070 1700 Volume to Capacity 0.17 0.07 0.19 0.11 0.04 0.19 Queue Length (ft) 15 5 0 0 3 0 Control Delay (s) 18.9 10.1 0.0 0.0 2.1 0.0 Lane LOS C B A Approach Delay (s) 14.6 0.0 0.8 Approach LOS B Intersection Summary Average Delay 1.7 Intersection Capacity Utilization 31.6% ICU Level of Service A V:\05501\Analysis\NB SAT.sy6 Synchro 5 Report GPI Page 1 htsdinnas5-ff51 3: Lucent Technologies Drive & RT 125 2010 Build Queues Weekday AM Peak Lane Group EBT EBR WBT NBT SBT SBR Lane Group Flow (vph) 73 50 147 630 1185 218 Queue Length 50th (ft) 37 25 79 47 226 54 Queue Length 95th (ft) 72 28 131 87 393 116 Internal Link Dist (ft) 661 313 272 1925 50th Up Block Time(%) 95th Up Block Time(%) Turn Bay Length (ft) 350 50th Bay Block Time % 95th Bay Block Time % 9% Queuing Penalty (veh) 10 Intersection Summary V:\05501\Analysis\B AM 25.sy6 Synchro 5 Report GPI Page 1 htsdinnas5-fP51 3: Lucent Technologies Drive & RT 125 2010 Build HCM Signalized Intersection Capacity Analysis Weekday AM Peak } ' 4- , Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations 4 r + 4T 0 r Ideal Flow(vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Lane Width 11 12 12 12 12 12 12 12 12 12 12 16 Total Lost time(s) 4.0 4.0 4.0 4.0 4.0 4.0 Lane Util. Factor 1.00 1.00 1.00 0.95 0.95 1.00 Frt 1.00 0.85 0.94 0.98 1.00 0.85 Flt Protected 0.95 1.00 0.97 0.99 1.00 1.00 Satd. Flow (prot) 1810 1615 1711 3267 3464 1830 Flt Permitted 0.60 1.00 0.80 0.99 0.84 1.00 Satd. Flow (perm) 1133 1615 1402 3267 2934 1830 Volume(vph) 36 1 25 70 7 58 137 386 63 78 1034 205 Peak-hour factor, PHF 0.50 0.92 0.50 0.92 0.92 0.92 0.93 0.93 0.92 0.92 0.94 0.94 Adj. Flow(vph) 72 1 50 76 8 63 147 415 68 85 1100 218 Lane Group Flow(vph) 0 73 50 0 147 0 0 630 0 0 1185 218 Heavy Vehicles (%) 0% 2% 0% 2% 2% 2% 0% 11% 2% 2% 4% 0% Turn Type Perm Perm Perm pm+pt Perm Perm Protected Phases 3 8 1 1 6 2 Permitted Phases 3 3 8 1 6 1 6 2 2 Actuated Green, G (s) 13.8 13.8 13.8 66.2 51.6 51.6 Effective Green, g (s) 14.8 14.8 14.8 67.2 52.6 52.6 Actuated g/C Ratio 0.16 0.16 0.16 0.75 0.58 0.58 Clearance Time (s) 5.0 5.0 5.0 5.0 5.0 Vehicle Extension (s) 2.5 2.5 3.0 1.5 1.5 Lane Grp Cap (vph) 186 266 231 2439 1715 1070 v/s Ratio Prot c0.19 v/s Ratio Perm 0.06 0.03 c0.10 c0.40 0.12 v/c Ratio 0.39 0.19 0.64 0.26 0.69 0.20 Uniform Delay, d1 33.6 32.4 35.1 3.6 13.0 8.8 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 1.0 0.3 5.6 0.0 1.0 0.0 Delay (s) 34.6 32.7 40.7 3.6 14.0 8.9 Level of Service C C D A B A Approach Delay (s) 33.8 40.7 3.6 13.2 Approach LOS C D A B Intersection Summary HCM Average Control Delay 13.4 HCM Level of Service B HCM Volume to Capacity ratio 0.63 Actuated Cycle Length (s) 90.0 Sum of lost time (s) 12.0 Intersection Capacity Utilization 75.9% ICU Level of Service C c Critical Lane Group V:\05501\Analysis\B AM 25.sy6 Synchro 5 Report GPI Page 2 htsdinnas5-ff51 3: Lucent Technologies Drive & RT 125 2010 Build Timing Report, Sorted By Phase Weekday AM Peak Phase Number 1 2 3 6 8 Movement NBTL SBTL EBTL NBTL WBTL Lead/Lag Lead Lag Lead-Lag Optimize Recall Mode None None None Coord None Maximum Split(s) 18 40 32 58 32 Maximum Split(%) 20% 44% 36% 64% 36% Minimum Split (s) 9 13 13 13 13 Yellow Time(s) 4 4 4 4 4 All-Red Time (s) 1 1 1 1 1 Minimum Initial (s) 4 8 8 8 4 Vehicle Extension (s) 1.5 1.5 2.5 1.5 3 Minimum Gap (s) 3 3 3 3 3 Time Before Reduce (s) 0 0 0 0 0 Time To Reduce (s) 0 0 0 0 0 Walk Time (s) Flash Dont Walk (s) Intersection Summary Cycle Length 90 Control Type Actuated-Coordinated Natural Cycle 60 Offset: 0 (0%), Referenced to phase 6:NBTL, Start of Green Splits and Phases: 3: Lucent Technologies Drive & RT 125 01 '} m2 " o3 :.= m6 08 V:\05501\Analysis\B AM 25.sy6 Synchro 5 Report GPI Page 3 htsdinnas5-ff51 13: Orchard Hill Rd & RT 125 2010 Build HCM Unsignalized Intersection Capacity Analysis Weekday AM Peak Movement WBL WBR NBT NBR SBL SBT Lane Configurations tT+ +Tt Sign Control Stop Free Free Grade 0% 0% 0% Volume (veh/h) 6 10 576 21 53 1076 Peak Hour Factor 0.40 0.40 0.87 0.87 0.94 0.94 Hourly flow rate (veh/h) 15 25 662 24 56 1145 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare(veh) Median type None Median storage veh) Upstream signal (ft) 352 pX, platoon unblocked 0.79 vC, conflicting volume 1359 343 686 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 1190 343 686 tC, single(s) 7.1 6.9 4.1 tC, 2 stage (s) tF (s) 3.7 3.3 2.2 p0 queue free % 87 96 94 cM capacity(veh/h) 119 659 903 Direction, Lane# WB 1 WB 2 NB 1 NB 2 SB 1 SB 2 Volume Total 15 25 441 245 438 763 Volume Left 15 0 0 0 56 0 Volume Right 0 25 0 24 0 0 cSH 119 659 1700 1700 903 1700 Volume to Capacity 0.13 0.04 0.26 0.14 0.06 0.45 Queue Length (ft) 11 3 0 0 5 0 Control Delay (s) 39.7 10.7 0.0 0.0 1.8 0.0 Lane LOS E B A Approach Delay (s) 21.6 0.0 0.7 Approach LOS C Intersection Summary Average Delay 0.9 Intersection Capacity Utilization 65.7% ICU Level of Service B V:\05501\Analysis\B AM 25.sy6 Synchro 5 Report GPI Page 1 htsdinnas5-ff51 3: Lucent Technologies Drive & RT 125 2010 Build Queues Weekday PM Peak Lane Group EBT EBR WBT NBT SBT SBR Lane Group Flow(vph) 307 207 103 1364 678 32 Queue Length 50th (ft) 167 98 46 217 168 10 Queue Length 95th (ft) 224 79 73 351 #345 33 Internal Link Dist(ft) 661 488 272 1925 50th Up Block Time (%) 95th Up Block Time (%) 14% Turn Bay Length (ft) 350 50th Bay Block Time % 95th Bay Block Time % Queuing Penalty (veh) 98 Intersection Summary # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. V:\05501\Analysis\B PM 25.sy6 Synchro 5 Report GPI Page 1 htsdinnas5-ff51 3: Lucent Technologies Drive & RT 125 2010 Build HCM Signalized Intersection Capacity Analysis Weekday PM Peak Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations 4 r *1� 4T +1 t r Ideal Flow(vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Lane Width 11 12 12 12 12 12 12 12 12 12 12 16 Total Lost time(s) 4.0 4.0 4.0 4.0 4.0 4.0 Lane Util. Factor 1.00 1.00 1.00 0.95 0.95 1.00 Frt 1.00 0.85 0.93 0.99 1.00 0.85 Flt Protected 0.95 1.00 0.98 1.00 1.00 1.00 Satd. Flow (prot) 1775 1615 1689 3514 3494 1830 Flt Permitted 0.67 1.00 0.65 1.00 0.76 1.00 Satd. Flow (perm) 1240 1615 1123 3514 2673 1830 Volume (vph) 176 4 120 44 0 51 19 1077 54 46 565 29 Peak-hour factor, PHF 0.58 0.92 0.58 0.92 0.92 0.92 0.84 0.84 0.92 0.92 0.90 0.90 Adj. Flow(vph) 303 4 207 48 0 55 23 1282 59 50 628 32 Lane Group Flow(vph) 0 307 207 0 103 0 0 1364 0 0 678 32 Heavy Vehicles (%) 2% 2% 0% 2% 2% 2% 0% 2% 2% 2% 3% 0% Turn Type Perm Perm Perm pm+pt Perm Perm Protected Phases 3 8 1 1 6 2 Permitted Phases 3 3 8 1 6 1 6 2 2 Actuated Green, G (s) 24.1 24.1 24.1 55.9 38.9 38.9 Effective Green, g (s) 25.1 25.1 25.1 56.9 39.9 39.9 Actuated g/C Ratio 0.28 0.28 0.28 0.63 0.44 0.44 Clearance Time (s) 5.0 5.0 5.0 5.0 5.0 Vehicle Extension (s) 2.5 2.5 3.0 1.5 1.5 Lane Grp Cap (vph) 346 450 313 2222 1185 811 v/s Ratio Prot c0.39 v/s Ratio Perm c0.25 0.13 0.09 0.25 0.02 v/c Ratio 0.89 0.46 0.33 0.61 0.57 0.04 Uniform Delay, d1 31.1 26.8 25.8 9.9 18.7 14.2 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 22.7 0.5 0.6 0.4 0.4 0.0 Delay (s) 53.8 27.4 26.4 10.3 19.1 14.2 Level of Service D C C B B B Approach Delay (s) 43.2 26.4 10.3 18.9 Approach LOS D C B B Intersection Summary HCM Average Control Delay 19.5 HCM Level of Service B HCM Volume to Capacity ratio 0.70 Actuated Cycle Length (s) 90.0 Sum of lost time (s) 8.0 Intersection Capacity Utilization 76.3% ICU Level of Service C c Critical Lane Group V:\05501\Analysis\B PM 25.sy6 Synchro 5 Report GPI Page 2 htsdinnas5-ff51 3: Lucent Technologies Drive & RT 125 2010 Build Timing Report, Sorted By Phase Weekday PM Peak "? Phase Number 1 2 3 6 8 Movement NBTL SBTL EBTL NBTL WBTL Lead/Lag Lead Lag Lead-Lag Optimize Recall Mode None None None Coord None Maximum Split(s) 17 19 54 36 54 Maximum Split(%) 19% 21% 60% 40% 60% Minimum Split(s) 9 13 13 13 13 Yellow Time(s) 4 4 4 4 4 All-Red Time(s) 1 1 1 1 1 Minimum Initial (s) 4 8 8 8 4 Vehicle Extension (s) 1.5 1.5 2.5 1.5 3 Minimum Gap (s) 3 3 3 3 3 Time Before Reduce(s) 0 0 0 0 0 Time To Reduce (s) 0 0 0 0 0 Walk Time (s) Flash Dont Walk (s) Intersection Summary Cycle Length 90 Control Type Actuated-Coordinated Natural Cycle 40 Offset: 0 (0%), Referenced to phase 6:NBTL, Start of Green Splits and Phases: 3: Lucent Technologies Drive& RT 125 ili �I 01 02 03 06 08 V:\05501\Analysis\B PM 25.sy6 Synchro 5 Report GPI Page 3 htsdinnas5-ff51 13: Orchard Hill Rd & RT 125 2010 Build HCM Unsignalized Intersection Capacity Analysis Weekday PM Peak Movement WBL WBR NBT NBR SBL SBT Lane Configurations r* 0 *Tt Sign Control Stop Free Free Grade 0% 0% 0% Volume (veh/h) 27 54 1096 23 8 721 Peak Hour Factor 0.58 0.58 0.89 0.89 0.85 0.85 Hourly flow rate (veh/h) 47 93 1231 26 9 848 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare(veh) Median type None Median storage veh) Upstream signal (ft) 352 pX, platoon unblocked 0.88 vC, conflicting volume 1687 629 1257 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 1645 629 1257 tC, single(s) 6.8 7.0 4.6 tC, 2 stage (s) tF (s) 3.5 3.3 2.5 p0 queue free % 41 78 98 cM capacity(veh/h) 79 420 439 Direction, Lane# WB 1 WB 2 NB 1 NB 2 SB 1 SB 2 Volume Total 47 93 821 436 292 565 Volume Left 47 0 0 0 9 0 Volume Right 0 93 0 26 0 0 cSH 79 420 1700 1700 439 1700 Volume to Capacity 0.59 0.22 0.48 0.26 0.02 0.33 Queue Length (ft) 65 21 0 0 2 0 Control Delay (s) 100.7 16.0 0.0 0.0 0.8 0.0 Lane LOS F C A Approach Delay (s) 44.2 0.0 0.3 Approach LOS E Intersection Summary Average Delay 2.8 Intersection Capacity Utilization 47.3% ICU Level of Service A V:\05501\Analysis\B PM 25.sy6 Synchro 5 Report GPI Page 1 htsdinnas5-f'51 3: Lucent Technologies Drive & RT 125 2010 Build Queues Saturday Midday Lane Group EBT EBR WBT NBT SBT SBR Lane Group Flow(vph) 47 32 124 555 559 25 Queue Length 50th (ft) 15 10 41 31 64 4 Queue Length 95th (ft) 36 15 77 62 120 18 Internal Link Dist (ft) 661 399 272 1925 50th Up Block Time (%) 95th Up Block Time (%) Turn Bay Length (ft) 350 50th Bay Block Time % 95th Bay Block Time % Queuing Penalty (veh) Intersection Summary V:\05501\Analysis\B SAT 25.sy6 Synchro 5 Report GPI Page 1 htsdinnas5-ff51 3: Lucent Technologies Drive & RT 125 2010 Build HCM Signalized Intersection Capacity Analysis Saturday Midday Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations *T r 4 *M +Tt r Ideal Flow(vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Lane Width 11 12 12 12 12 12 12 12 12 12 12 16 Total Lost time(s) 4.0 4.0 4.0 4.0 4.0 4.0 Lane Util. Factor 1.00 1.00 1.00 0.95 0.95 1.00 Frt 1.00 0.85 0.93 0.98 1.00 0.85 Flt Protected 0.95 1.00 0.98 1.00 0.99 1.00 Satd. Flow (prot) 1811 1615 1695 3476 3489 1830 Flt Permitted 0.70 1.00 0.82 1.00 0.85 1.00 Satd. Flow(perm) 1323 1615 1424 3476 2969 1830 Volume (vph) 23 1 16 56 1 57 16 462 58 58 451 23 Peak-hour factor, PHF 0.50 0.92 0.50 0.92 0.92 0.92 0.97 0.97 0.92 0.92 0.91 0.91 Adj. Flow(vph) 46 1 32 61 1 62 16 476 63 63 496 25 Lane Group Flow(vph) 0 47 32 0 124 0 0 555 0 0 559 25 Heavy Vehicles (%) 0% 2% 0% 2% 2% 2% 0% 2% 2% 2% 3% 0% Turn Type Perm Perm Perm pm+pt Perm Perm Protected Phases 3 8 1 1 6 2 Permitted Phases 3 3 8 1 6 1 6 2 2 Actuated Green, G (s) 8.8 8.8 8.8 41.2 29.0 29.0 Effective Green, g (s) 9.8 9.8 9.8 42.2 30.0 30.0 Actuated g/C Ratio 0.16 0.16 0.16 0.70 0.50 0.50 Clearance Time (s) 5.0 5.0 5.0 5.0 5.0 Vehicle Extension (s) 2.5 2.5 3.0 1.5 1.5 Lane Grp Cap (vph) 216 264 233 2445 1485 915 v/s Ratio Prot c0.16 v/s Ratio Perm 0.04 0.02 c0.09 c0.19 0.01 v/c Ratio 0.22 0.12 0.53 0.23 0.38 0.03 Uniform Delay, d1 21.8 21.4 23.0 3.1 9.2 7.6 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 0.4 0.2 2.3 0.0 0.1 0.0 Delay(s) 22.1 21.6 25.3 3.2 9.3 7.6 Level of Service C C C A A A Approach Delay(s) 21.9 25.3 3.2 9.2 Approach LOS C C A A Intersection Summary HCM Average Control Delay 9.0 HCM Level of Service A HCM Volume to Capacity ratio 0.39 Actuated Cycle Length (s) 60.0 Sum of lost time(s) 12.0 Intersection Capacity Utilization 55.1% ICU Level of Service A c Critical Lane Group V:\05501\Analysis\B SAT 25.sy6 Synchro 5 Report GPI Page 2 htsdinnas5-ff51 3: Lucent Technologies Drive & RT 125 2010 Build Timing Report, Sorted By Phase Saturday Midday Phase Number 1 2 3 6 8 Movement NBTL SBTL EBTL NBTL WBTL Lead/Lag Lead Lag Lead-Lag Optimize Recall Mode None None None Coord None Maximum Split(s) 14 23 23 37 23 Maximum Split(%) 23% 38% 38% 62% 38% Minimum Split(s) 9 13 19 13 13 Yellow Time(s) 4 4 4 4 4 All-Red Time (s) 1 1 1 1 1 Minimum Initial (s) 4 8 8 8 4 Vehicle Extension (s) 1.5 1.5 2.5 1.5 3 Minimum Gap (s) 3 3 3 3 3 Time Before Reduce (s) 0 0 0 0 0 Time To Reduce (s) 0 0 0 0 0 Walk Time (s) Flash Dont Walk(s) Intersection Summary Cycle Length 60 Control Type Actuated-Coordinated Natural Cycle 45 Offset: 0 (0%), Referenced to phase 6:NBTL, Start of Green Splits and Phases: 3: Lucent Technologies Drive & RT 125 01 o 2 o3 'I 06 08 V:\05501\Analysis\B SAT 25.sy6 Synchro 5 Report GPI Page 3 htsdinnas5-ff51 13: Orchard Hill Rd & RT 125 2010 Build HCM Unsignalized Intersection Capacity Analysis Saturday Midday Movement WBL WBR NBT NBR SBL SBT Lane Configurations ' r 0 *Tt Sign Control Stop Free Free Grade 0% 0% 0% Volume (veh/h) 35 33 503 31 39 484 Peak Hour Factor 0.65 0.65 0.97 0.97 0.89 0.89 Hourly flow rate (veh/h) 54 51 519 32 44 544 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare(veh) Median type None Median storage veh) Upstream signal (ft) 352 pX, platoon unblocked 0.94 vC, conflicting volume 894 275 551 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 826 275 551 tC, single (s) 6.8 6.9 4.1 tC, 2 stage (s) tF (s) 3.5 3.3 2.2 p0 queue free % 81 93 96 cM capacity(veh/h) 284 728 1029 Direction, Lane# WB 1 WB 2 NB 1 NB 2 SB 1 SB 2 Volume Total 54 51 346 205 225 363 Volume Left 54 0 0 0 44 0 Volume Right 0 51 0 32 0 0 cSH 284 728 1700 1700 1029 1700 Volume to Capacity 0.19 0.07 0.20 0.12 0.04 0.21 Queue Length (ft) 17 6 0 0 3 0 Control Delay (s) 20.6 10.3 0.0 0.0 2.0 0.0 Lane LOS C B A Approach Delay (s) 15.6 0.0 0.8 Approach LOS C Intersection Summary Average Delay 1.7 Intersection Capacity Utilization 33.7% ICU Level of Service A V:\05501\Analysis\B SAT 25.sy6 Synchro 5 Report GPI Page 1 htsdinnas5-ff51