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HomeMy WebLinkAboutZMA201900004 Study Zoning Map Amendment 2018-03-02pl�PCEPR, PAC. "ENGINEERING & PLANNING RESOURCES"E 902 E JEFFERSON STREET, SUITE 101, CHARLOTTESVILLE, VA 22902 TO: KEITH LANCASTER MEMORANDUM FROM: BILL WUENSCH, P.E., PTOE ORGANIZATION: SOUTHERN DEVELOPMENT DATEr MARCH 02ND, 2018 PHONE NUMBER: SENDER'S REFERENCE NUMBER: RE: BREEZY HILL TRAFFIC IMPACT STUDY YOUR REFERENCE NUMBER: ❑ URGENT X FOR YOUR USE ❑ PLEASE COMMENT ❑ PLEASE REPLY ❑ PLEASE RECYCLE Breezy Hill Traffic Impact Study 1. Introduction Purpose The purpose of this study is to examine the impact of the proposed Breezy Hill development on the nearby intersections in Albemarle County, Virginia. Project Background and Location The proposed Breezy Hill development (full build scenario) will consist of 195 single family homes located south of Route 250 and west of Running Deer Drive in Albemarle County, Virginia. Figure 1 illustrates the location and the vicinity of the proposed Breezy Hill development. Obiective The objective of this study includes the examination of the turn lane warrants and the analyses of the level of service, We ratio, delay, and queues at the study intersections for existing condition for year 2018, no build condition for horizon year of 2023, and build condition for horizon year of 2023. The study intersections are illustrated in Figure 2 and include: 1. Route 250 and Running Deer Drive 2. Route 250 and the New Site Entrance 3. Route 250 and Route 22 4. Route 250 and N Milton Road p�C EPR. P,C. "ENGINEERING & PLANNING RESOURCES" E902 E JEFFERSON STREET, SUITE 101, CHARLOTTESVILLE, VA 22902 2. Analysis Methodology Assumptions In this study, the proposed Breezy Hill development is assumed as a one phase build -out development to be completed in year 2023. The full build scenario is assumed to consist of 195 single family homes located south of Route 250 and west of Running Deer Drive. Other important assumptions in this study include the followings: • The annual vehicle trip growth rate was discussed and approved by VDOT, and was assumed as 2% per year. • The trips associated with Rivanna Village (per the prior TIA, and as adjusted for a subsequent decrease in intensity) were discussed and approved by VDOT, and were assumed as illustrated in Figure S. • Site trip distribution and assignment was discussed and approved by VDOT, and were assumed as illustrated in Figure 7 and Figure 8. Analysis Years and Scenarios The analysis years in this study include the existing year 2018 and the horizon year 2023. The scenarios in this study include the existing scenario, the 2023 no build scenario, and the 2023 build scenario. Turn Lane Warrant VDOT turn lane warrants were evaluated for the intersection of Route 250 and Running Deer Drive in all scenarios and for the intersection of Route 250 and the New Site Entrance in the 2023 build scenario. The turn lane warrant forms per the VDOT Road Design Manual were examined in this study. 3. Existing Scenario for Year 2018 Data Collection and Existing Traffic Volumes The traffic counts at the intersection of Route 250 and Running Deer Drive, the intersection of Route 250 and Route 22, and the intersection of Route 250 and N Milton Drive were performed on Tuesday, January 30th, 2018, a typical weekday while schools were in session and no special event occurred. The traffic count results are illustrated in Figure 3 and the traffic count sheets are included in the attached Appendix A. 2 pj�,)C EPR, "ENGINEERING & PLANNING RESOURCES"E 902 E JEFFERSON STREET, SUITE 101, CHARLOTTESVILLE, VA 22902 Existing Sienal Timings The existing signal timing plans at the intersection of Route 250 and Route 22 and the intersection of Route 250 and N Milton Drive were obtained from VDOT and are included in the attached Appendix B. The documentation indicates that the existing traffic signals for the following movements have been coordinated during the morning and afternoon peak hours: • Morning peak hour- o Eastbound and westbound through movements at the intersection of Route 250 and Route 22; o Northbound left turn movement at the intersection of Route 250 and N Milton Drive • Afternoon peak hour- o Eastbound and westbound through movements at the intersection of Route 250 and Route 22; c Eastbound and westbound through movements at the intersection of Route 250 and N Milton Drive. Existing Ana! sis Results Synchro and SimTraffic (version 9.2) were. used to analyze the traffic operations at the study intersections in the existing scenario. The level of service, v/c ratio, delay, and queue results are summarized in Table 1, and included in Appendix C (Synchro reports including level of service, v/c ratio, and delay) and Appendix D (SimTraffic reports including maximum queue). Table 1 Existine Traffic Oneration Summary Intersection Approach Movement Storage Length ExistingAM Existing PM LOS V/C Delay Queue LOS V/C Flay Queue 1. Route 250/ Running Deer Route 250 EB EBT - A 0.00 0.0 0 A 0.00 0.0 0 Route 250 EB EBR 200 A 0.00 0.0 0 A 0.00 0.0 0 Route 250 WB WBL/WBT - A 0.01 0.1 10 A 0.01 0.2 10 Running Deer NB NBL/NBR - B 0.05 10.3 59 B 0.05 12.3 63 Intersection Overall A 1.2 A 0.6 3. Route 25 Routee 22 Route 250 EB EBL - C 0.68 27.9 1 196 D 0.92 43.9 411 Route 250 EB EBT - B 0.24 12.8 180 D 0.96 43.4 521 Route 250 EB EBR 350 A 0.00 0.0 51 A 0.00 0.0 110 Route 250 WB WBL 280 B 0.04 10.4 303* C 0.01 23.4 15 Route 250 WB WBT - D 0.72 43.8 825 C 0.34 30.9 275 Route 250 WB WBR 270 A 0.00 0.0 300a A 0.00 0.0 83 Quarry NB NBL/NBT/NBR - E 0.30 60.2 88 D 0.07 50.8 56 Route 22 5B 5BL/SBT - E 0.40 58.3 75 D 0.29 50.9 58 Route 22 SB SBR 700 A 0.00 0.0 0 A 0.00 0.0 Intersection Overall D 35.5 D 41.7 3 pl�PC EPR, P,C. "ENGINEERING & PLANNING RESOURCES" E 902 E JEFFERSON STREET, SUITE 101, CHARLOTTESVILLE, WA 22902 Route 250 EB EBT 0.57 57.0 207 ^ B 1 0.50 11.3 ; 636 4. Route 250/ Route 250 EB rEBR 80 D 0.19 51.$ 130* A 0.31 i 9.6 130* Route 250 WB WBL 140 D 0.43 40.6 180• A 0.07 7.2 58 Route 250 WB WBT 11 0.83 46.$ 386 A 0.13 3.9 110 N Wton N Milton NB rNBL B j 0.39 13.3 362 0.79 ' 58.3 212 N Milton NB NBR 200 A 0.03 9.5 107 D 0.05 44.4 I 40 Intersection Overall C 34.0 B 1 15.4 * The queues with asterisk symbol are reported as high values since those vehicles are caught in the through lane queues. However, the SimTraffic simulation indicates that there is minimal queuing stored in those turn lanes. Level of Service In the existing conditions, all the study intersections operate at LOS D or better. All the movements operate at LOS D or better with the following exceptions: a At the intersection of Route 250 and Route 22, Quarry northbound movement and Route 22 southbound combined left turn and through movement operate at LOS E in the morning peak hour; • At the intersection of Route 250 and N Milton Drive, Route 250 eastbound through movement operates at LOS E in the morning peak hour and N Milton Drive northbound left turn movement operates at LOS E in the afternoon peak hour. Queues The results indicate long queues on Route 250 westbound and eastbound through movements at the intersection of Route 250 and Route 22 and the intersection of Route 250 and N Milton Drive. This is due to the very high through traffic volumes on Route 250 westbound in the morning peak hour and on Route 250 eastbound in the afternoon peak hour which are very close to the capacity. The results also report high values tar the queues on turning movements (with asterisk symbol in the table) at the intersection of Route 250 and Route 22 and the intersection of Route 250 and N Milton Drive since those vehicles are caught in the through lane queues. However, the SimTraffic simulation indicates that there is minimal queuing stored in those turn lanes. WC Ratio The results indicate that, in the existing scenario, all the movements operate within the capacity, with all v/c ratios at 1.00 or below. 4. No Build Scenario for Horizon Year of 2023 2023 No Build Traffic Volumes The annual trip growth rate of 2% per year as discussed and approved by VDOT was applied to factor up the existing traffic volumes to derive 2023 background traffic volumes. Figure 4 illustrates the 2023 background traffic volumes. As discussed and approved by VDOT, the trips associated with Rivanna Village (per the prior TIA, and as adjusted for decreased intensity) as pj�PCEPR, P,C. "ENGINEERING E. PLANNING RESOURCES"E 902 E JEFFERSON STREET, SUITE 101, CHARLOTTESVILLE, YA 22902 illustrated in Figure 5 were added to the 2023 background traffic volumes and resulting the 2023 no build traffic volumes. Figure 6 illustrates the 2023 no build traffic volumes. Signal Timings In the 2023 no build scenario, this analysis optimizes the signal coordination at the intersection of Route 250 and Route 22 and the intersection of Route 250 and N Milton Drive. 2023 No Build Analysis Results The Synchro and SimTraffic (version 9.2) were used to analyze the traffic operations at the study intersections in the 2023 no build scenario. The level of service, v/c ratio, delay, and queue results are summarized in Table 2, and included in Appendix C (Synchro reports including level of service, v/c ratio, and delay) and Appendix D (SimTraffic reports including maximum queue). Table 2 2023 No Built! Traffic Operation Summary Intersection Approach Movement Storage Length Existing AM Existing PM LOS V/C Delay Queue LOS I V/C belay Queue 1. Ra 250// Running Deer Route 250 EB EBT - A 0.00 0.0 0 A 0.00 0.0 0 Route 250 EB EBR 200 A 0.00 0.0 0 A 0.00 0.0 0 Route 250 WB WBL/WBT - A 0.01 0.1 13 A 0.01 0.1 10 Running Deer NB NBL/NBR - 8 0.07 1 11.1 60 B 0-07 14.3 72 Intersection Overall A 1.0 A 0.6 3. Route 25 Routee 22 Route 250 EB EBL - D 0.58 48.0 324 A 0.68 8.8 493 Route 250 EB EBT - B 0.29 12.6 237 C 0.88 27.6 525 Route 250 EB EBR 350 A 0.00 0.0 60 A 0.00 0.0 78 Route 250 WB WBL 280 C 0.08 23.6 329* C 0.01 25.5 18 Route 250 WB WBT - F 1.13 70.9 932 A 0.36 0.8 385 Route 250 WB WEIR 270 A 0.00 0.0 300* A 0.00 0.0 220 Quarry NB NBL/NBT/NBR - E 0.35 66.9 108 F 0.10 96.7 64 Route 22 SB SBL/SBT - E 0.52 66.9 91 F 0.77 j 120.6 164 Route 22 SR SBR 700 A 0.00 0.0 6 A 0.00 0.0 Intersection Overall E 55.1 C 20.6 4. Route 250/ N Milton 1 Route 250 EB EBT - C 0.50 27.6 181 A 0.74 1.3 938 Route 250 EB EBR 80 C 0.13 24.1 129* A 0.40 0.3 130* Route 250 WB WBL 140 B 0.34 15.9 180* A 0.13 5.5 99 Route 250 WB WBT - B 0.74 19.0 579 A 0.22 4.5 135 N Milton NB NBL - C 0.82 32.8 1089 0.81 59.0 214 N Milton NB NBR 200 B 0.05 15.6 325* D 0.05 40.1 60 Intersection Overall C 24.5 A 7.4 t The queues with asterisk symbol are reported as high values since those vehicles will be caught in the through lane queues (for N Milton Drive northbound, will be caught in the left turn lane queues). However, the S1mTrafc simulation indicates that there will be minimal queuing stored in those turn lanes. Note that the future optimization of coordinated signal timings results in an overall decrease in intersection delay for the intersection of Route 250 and N Milton Drive, while some of the individual movements will have decreased level of service. Optimizing the signal timings is standard procedure for these types of studies. For the purpose of examining future traffic impacts In the future year, the real comparison is between future no -build and build, versus today's existing conditions and the future conditions. EPRp EPR, P,C. "ENGINEERING & PLANNING RESOURCES" 902 E JEFFI RSON STREET, SUITE l Ol, CHARLOTTESVILLE, VA 22902 Level of Service In the 2023 no build scenario, all the study intersections will operate at LOS D or better with the exception that the intersection of Route 250 and Route 22 will operate at LOS E in the morning peak hour. All the movements will operate at LOS D or better with the following exceptions: • At the intersection of Route 250 and Route 22, Route 250 westbound through movement will operate at LOS F in the morning peak hour, Quarry northbound movement and Route 22 southbound combined left turn and through movement will operate at LOS E in the morning peak hour and at LOS F in the afternoon peak hour; • At the intersection of Route 250 and N Milton Drive, N Milton Drive northbound left turn movement will operate at LOS E in the afternoon peak hour. Queues The results indicate long queues on Route 250 westbound and eastbound through movements and N Milton Drive northbound left turn movement at the intersection of Route 250 and Route 22 and the intersection of Route 250 and N Milton Drive. This is due to the very high through traffic volumes on Route 250 westbound in the morning peak hour which will be beyond the capacity and on Route 250 eastbound in the afternoon peak hour which will be very close to the capacity. The results also report high values for the queues on turning movements (with asterisk symbol in the table) at the intersection of Route 250 and Route 22 and the intersection of Route 250 and N Milton Drive since those vehicles will be caught in the through lane queues (for N Milton Drive northbound, will be caught in the left turn lane queues). However, the SimTraffic simulation indicates that there will be minimal queuing stored in those turn lanes. WC Ratio The results indicate that, in the 2023 no build scenario, all the movements will operate within the capacity with all v/c ratios at 1.00 or below, with the exception that Route 250 westbound through movement will operate beyond the capacity with the v/c ratio at 1.13. S. Trip Generation, Distribution, and Assignment Trip Generation In this study, the proposed Breezy Hill development is assumed as a one phase build -out development to be completed in year 2023. The full build scenario is assumed to include 195 single family homes located south of route 250 and west of Running Deer Drive. The Institute of Transportation Engineers (ITE) Trip Generation Manual loth Edition was used to estimate the trips generated by the proposed Breezy Hill development. Table 3 summarized the land use descriptions, ITE land use code, size and anticipated trips. Per VDOT traffic study guidelines, no internal capture or pass -by rate was assumed. 6 EPRC EPR, PAC. "`ENGINEERING & PLANNING RESOURCES" P 902 E JEFFERSON STREET, SUITE 101, CHARLOTTESVILLE, VA 22902 Table 3 Trip Generation AM PM Use Description ��f ITE I Qty Daily in I out in Out Single Family Detached 210 1 195 1 1,922 36 1 107 122 1 71 Peak Hour Trips total 1 1,922 143 193 As indicated in Table 3, approximately 1,922 new daily trips, 143 new morning peak hour trips, and 193 new afternoon peak hour trips were estimated for the proposed Breezy Hill development. Trip Distribution and Assignment As discussed and approved by VDOT, the site trip distribution and assignment were assumed as illustrated in Figure 7 and Figure 8. 6. Build Scenario for Horizon Year of 2023 2023 Build Traffic Volumes The site trip assignment as illustrated in Figure S were added to the 2023 no build traffic volumes as illustrated in Figure 6 resulting the 2023 build traffic volumes. Figure 9 illustrates the 2023 build traffic volumes. Turn Lane Warrants VDOT turn lane warrants were evaluated for the intersection of Route 250 and Running Deer Drive in all scenarios and for the intersection of Route 250 and the New Site Entrance in the 2023 build scenario. The turn lane warrant forms are included in Appendix E and the results are summarized in the below Table 4. Table 4 Turn Lane Warrant Summary Intersection Route 2SO/Running Deer Route 250/New Site Entrance Turning Movement wBL WBL EBR Existing Turn Lane Warrant AM No Left Turn Lane Required - PM No Left Turn Lane Required 2023 No Build Turn Lane Warrant AM No Left Turn Lane Required PM No Left Turn Lane Required 2023 Build Turn Lane Warrant r AM No Left Turn Lane Required No Left Turn Lane Required No Right Turn Lanes or Tapers Required PM r No Left Turn Lane Required No Left Turn Lane Required Full-vAdth Turn Lane and Taper Required The results in Table 4 indicate that, no left turn lane is required at the intersection of Route 250 and Running Deer Drive in all scenarios; and a full -width right turn storage lane and taper is required at the intersection of Route 250 and the New Site Entrance in the 2023 build scenario. New turn lanes and tapers should be designed per the VDOT minimum turn lane requirements. Signal Timings To examine the difference between 2023 no build and build scenarios, in the 2023 build scenario, this analysis utilizes the same (as 2023 no build scenario) signal timing at the intersection of Route 250 and Route 22 and the intersection of Route 250 and N Milton Drive, but optimizes the offset. pl?d)C EPR, P,C. "ENGINEERING & PLANNING RESOURCES" E 902 E JEFFERSON STREET, SUITE 101, CHARLOTTESVILLE, VA 22902 2023 Build Analysis Results The Synchr'o and SimTraffic (version 9.2) were used to analyze the traffic operations at the study intersections in the 2023 build scenario. The level of service, v/c ratio, delay, and queue results are summarized in Table 5, and included in Appendix C (Synchro reports including level of service, v/c ratio, and delay) and Appendix D (SimTraffic reports including maximum queue). Table 5 2023 Build Traffic Operation Summary I Intersection Approach Movement Storage 2023 Build AM Leah LOS WC Delay Queue 2023 Build PM LOS WC Delay I Queue Route 250 ES EBT - A 0.00 0.0 0 A 0.00 0-0 0 125 % e Route 250 EB EBR 200 A O.OQ 0-C 0 A 1 0,On 0.0 0 Running Route 250 WD WBUWBT i A 0.01 0.2 25 A 0.01 ' 0.5 33 Running Deer NB NBL/NBR B 0.17 12.4 74 r 0.17 16.2 94 Deer Intersection Overall I A 2.3 A 1.4 ' Route 250 EB i EBT - A 0.00 0.0 0 A 0.00 0.0 0 2. Route Route 250 EB EBR 200 A O.OQ 0.a 0 A 0.00 0.0 0 250/ Sits Entrance Route 250 WB WBUWBT A 0,01 0.1 3 A 0.01 0.3 32 1 'Site Entrance NB I NBLjNBR I ' - B 0.11 12.7 54 C 0.11 ! 1 6.9 55 Intersection Overall ! A 1.3 A 0.8 Route 250 EB ! EBL D 1 0.65 52.7 412 1 A 0.71 9.2 493 Route 250 EB EST B 0.32 s 12.9 258 D 0.96 39.8 i 527 , Route 250 EB EBR _ 350 i A 0.00 0.0 51 A 0.00 0.0 67 Route 250 WB i1 BL 280 ! C 0.08 22.0 329" D E M01 39.2 21 3'250t a Route 250 WB WBT - F 1.17 83.5 932 A 0.41 1.0 ' 420 Route 250 WB i. LWBR 270 A 0.00 0A 300" A 0.o0 a.Q 256 Route 22 NB N,3UNBT/Nl3R - E i 0.35 66.9 i 120 1 ! 0.10 1 96.7 1 76 _Quarry Route 22 56 SBL/SBT - 1 0.53 67.2 86 I 0.77 ' 120.5 1 152 _ Route225B sBR 700 t A i 0.00 0.0 0 A 0.00 0.0 0 Interse&ion Overall F 63.5 C 27.2 Route 250 EB EBT - I C 0.57 29.0 219 A 0,84 0.9 939 Route 250 EB EBR 80 i C i 0.13 24.1 130" �180- A 0.41_1 01 130* 4. Route Route to 250 WB WBL 140 B C.39 16.3 A 0.15 5.5 106 250/ Route 250 WB WBT C 0.86 25.7 625 A 0.27 4.8 162 N Milton N Milton NB NBL C 0.82 32.9 1109 { 0.81 59.0 194 N Milton NB NBR 200 B 0.05 15.6 325" D 0.06 40A 58 Intersection Overall C1 27,2 1 A 6.7 , * The queues with asterisk symbol are reported as high values since those vehicles will be caught in the through lane queues (for N Milton Drive northbound, will be caught in the left turn lane queues). However, the Sim Traffic simulation indicates that there will be minimal queuing stored in those turn lanes. Level of Service In the 2023 build scenario, all the study intersections will operate at LOS D or better with the exception that the intersection of Route 250 and Route 22 will operate at LOS E in the morning peak hour. All the movements will operate at LOS D or better with the following exceptions: At the intersection of Route 250 and Route 22, Route 250 westbound through movement will operate at LOS F in the morning peak hour, Quarry northbound movement and Route 22 southbound combined left turn and through movement will operate at LOS E in the morning peak hour and at LOS F in the afternoon peak hour; At the intersection of Route 250 and N Milton Drive, N Milton Drive northbound left turn movement will operate at LOS E in the afternoon peak hour. EPRPCEPR, P,C. "ENGINEERING & PLANNING RESOURCES" 902 E JEFFERSON STREET, SUITE 101, CHARLOTTESVILLE, VA 22902 Queues The results indicate long queues on Route 250 westbound and eastbound through movements and N Milton Drive northbound left turn movement at the intersection of Route 250 and Route 22 and the intersection of Route 250 and N Milton Drive. This is due to the very high background through traffic volumes on Route 250 westbound in the morning peak hour which will be beyond the capacity and on Route 250 eastbound in the afternoon peak hour which will be very close to the capacity. The results also report high values for the queues on turning movements (with asterisk symbol in the table) at the intersection of Route 250 and Route 22 and the intersection of Route 250 and N Milton Drive since those vehicles will be caught in the through lane queues (for N Milton Drive northbound, will be caught in the left turn lane queues). However, the SimTraffic simulation indicates that there will be minimal queuing stored in those turn lanes. WC Ratio The results indicate that, in the 2023 build scenario, all the movements will operate within the capacity with all v/c ratios at 1.00 or below, with the exception that Route 250 westbound through movement will operate beyond the capacity with the v/c ratio at 1.17. 7. Comparison of 2023 No Build and 2023 Build Scenarios Comparing the traffic operation results in the 2023 no build and 2023 build scenarios as indicated above, the changes in terms of level of service, v/c ratio, delay, and queue are very minor. In 2023 build scenario, the same as in the 2023 no build scenario, all the study intersections will operate at LOS D or better with the same exception that the intersection of Route 250 and Route 22 will operate at LOS E in the morning peak hour and all the movements will operate at LOS D or better with the same exceptions. In 2023 build scenario, the same as in the 2023 no build scenario, long queues will continue to occur on the Route 250 westbound and eastbound through movements and N Milton Drive northbound left turn movement at the intersection of Route 250 and Route 22 and the intersection of Route 250 and N Milton Drive. This is due to the very high background through traffic volumes on Route 250 westbound in the morning peak hour. In 2023 build scenario, the same as in the 2023 no build scenario, queues on turning movements at the intersection of Route 250 and Route 22 and the intersection of Route 250 and N Milton Drive are reported since those vehicles will be caught in the through lane queues (for N Milton Drive northbound, will be caught in the left turn lane queues). However, the SimTraffic simulation indicates that there will be minimal queuing stored in those turn lanes. In 2023 build scenario, the same as in the 2023 no build scenario, all the movements will operate within the capacity with all v/c ratios at 1.00 or below, with the same exception that Route 250 westbound through movement will operate beyond the capacity. 9 EPRPcEPR, P,C. "ENGINEERING & PLANNING RESOURCES" 902 E JEFFERSON STREET, SUITE 101, CHARLOTTESVILLE, VA 22902 Table 6 provided detail regarding the changes from the 2023 no build scenario to the 2023 build scenario. T2h1a F rhnnvac frnm 7n74 Nn Ridid Scanarin to 202A Build Scenario ! Intersection Approach Movement i _I Storage Length Changes AM Changes PM LOS V/C _ -�--- Delay Queue LOS WC Delay , Queue Route 250 EB EBT 1. I:aute Rout "- E13R- 7541 Route 250 WB WBL/WBT - - - - - - - - 12 i _B-C 0.4 23 Running r Running Deer NB NBL/NBR Intersection Overali - 0.10 1.3 _l 14 0.10 1.9� 22 Route 250 EB 2. Route Route 250 EB Site i Route 250 WB Site Entrance 5ite Entrance NB ! intersection EBT - Not Applicable EBR 200 WBLA14BT - NBL/NBIR Overall Route 250 EB EBL - 0,07 4.7 88 0,03 0.4 - Route 250 EB Route 250 ES Route 250 WB EBT - - 0,03 0.3 j 21 C-D 0.08 12.2 2 EBR ; 350 - - 9 - -1 -11 WBL 280 - - -1.6 - C-D I - 13.7 1 3 3. Route Route 25051'B 250/ Route 22 Route 250 WB I Quarry NB WBT - 1 0.04 12.6 - - 0.05 0.2 35 WBR 270 - - - i - - - 36 14BL/NI3 /NBR - - - 12 - - 12 Route 22 SR i Route 22 SB SBL/SBT - 0.01 0.3 5 - -0.1 -12 S3R 700 -6 = Intersection Overall 8.4 6.6 I Route 250 EB ' Route 250 EB 4. Route Route 250 WS EBT EBR 8o - 0.07 - 1.4 - 38 1 - 0.10 1 0.01 -0,5 -0.2 1 - WBL 140 - 0.05 0.5 - - 0.02 - 7 250/ Route 250 WB WBT - B-C 0.12 6.7 46 ; - 0,05 0.3 27 N Milton I N Milton NB NBL - - 20 0.00 -20 N Wtor NB N6R 200 - - - - 0.01 - ' -2 �� Intersection Overall - i 2.7 -0.7 - = No change B-C = B changes to C u..4 = increase U•S -u..L = uecrease u- i 8. Findings and Conclusions Based on the analyses above in this report, the changes from the 2023 no build scenario to the 2023 build scenario is very minor and the impact of the proposed Breezy Hill development on the nearby intersections is minimal. The recommendation based on this study associating with the proposed Breezy Hill development includes the following: • Build a full -width eastbound right turn storage lane and taper at the intersection of Route 250 and the New Site Entrance in the 2023 build scenario. The new turn lane and taper should be designed per the VDOT minimum turn lane requirements. End of Memorandum it, Eppj)C EPR, P,C. "ENGINEERING & PLANNING RESOURCES" 402 E JEFFERSON STREET, SUITE 101, CHARLOTTESVILLE, VA 22902 Attachments — Figures Figure 1 Project Location and Vicinity Figure 2 Study Intersections Figure 3 Existing (2018) Traffic Volumes Figure 4 Future (2023) Background Traffic Volumes Figure 5 Rivanna Village Traffic Volumes Figure 6 Future (2023) No Build Traffic Volumes Figure 7 Site Trip Distribution Figure 8 Site Trip Assignment Figure 9 Future (2023) Build Traffic Volumes Tables Table 1 Existing Traffic Operation Summary Table 2 2023 No Build Traffic Operation Summary Table 3 Trip Generation Table 4 Turn Lane Warrant Summary Table 5 2023 Build Traffic Operation Summary Table 6 Changes from 2023 No Build Scenario to 2023 Build Scenario Appendix Appendix A Traffic Count Sheets Appendix B Existing Signal Timing Sheets Appendix C Synchro Analysis Outputs Appendix D SimTraffic Analysis Outputs Appendix E Turn Lane Warrant Sheets 11 cc a cts 0 LL 6L a�u a 1H N Z 0 LU W O OC d iC W Inc. z w E ► o U WE N Z � V/N �+dIN � f I N O�i�G4i, t LaC.) o cv m ¢_ Z j a ao I ce) [V LO T = a O N mai f• LLLIE i 1 N SIZ G s Grsa LL ` t'Laos, 7F IR CQ �EEIGS \� CS r G15Eb 55dM o rd z,A -ANN Z gym° 4 LO CL )),f IE LO 9A) ISIZ i r r) x d • _ w i ry �►N OblSb 010 89iI0Z9 cLU c N Z W 4 LU J O U a N o m o. 0 t p ._ Z x 0 r� s d L 0 z W C7 W _4 RP ! 0 Z I x R 5 w ca x rro_ ai e EPR, PAC. "ENGINEERING& PLANNING RESOURCES" EPPd)c 637 BERKMAR CIRCLE, CHARLOTTESVILLE, VA 22901 Appendices Epj�pCPR, P,C. "ENGINEERING & PLANNING RESOURCES" 637 BERKMAR CIRCLE, CHARLOTTESVILLE, VA 22901 Appendix A Traffic Count Sheets L ; O rCA' 0 mef N LL7NOMM NY CA ODCO N :W CO�N W W W. h lD h (D c0 r r L") M'm � N O] w co W r _N r r r r_� r r r Y ONir n C C NN �+O Cl)NLW4 N; OM1 W OTC QOmdo :LOn N C sq !OMf W.2 � F W, In W C �!A OOOCD: O 0000-0 00000 000O�O 000-00:00 a �o°r° �. EO N E�y000O:o 00000 00000 000O0 OOOOoaO L O Q 2 J O Q• LL O T r 2 MOl NOlM CD In W.f0 CD Mr W'W a090M0r'W 1C1 'Nr M0 MNMNF WhOW'� _0 wi0m ON�,10 O'� Ln a) (D 0 m Z ONNr in M rO:W h0Ln Lnm hIn CO 47,,N MWW-LLOM00 CC Z L} ❑ r ^'a co .' �/�� f^ca M r-Ln hItCOLO V rNLL7h U') NLO W)N'. CA M 0) CM Nr CO covJ LL vJ I.L S r r M LV r r W ui co CO Y � + i W r �+ ooOoa 0000.o 0OOOO 0000!0 000.000a a> CL t IJ W61WP9� y7r t17 Ln-W rNN WO rLn en � c��Pr hC1 Olin C E N jr r Ir co 1n 0 O C� 2 O000,o OOoo�o 0000O O000'o oO00000 CL !� ON[ONMMOLo OOMNLA ON cm _�Ln 0 N w LO N:V cO Nrr NM ti O rn i M a0 r a ro i QO N N. r N C 7 td� p LA L•M, Cl) lD a v N: 0 CO) Cl) M O h Vd sn m� `rFa `O M M l'7 N M r N Ol N N r N;oO in CA LO ;$ do e. a000.O 00000 00000 00OO.O 000;OOOo d � rl I 1 _0 J L6' �yJ� r r O N EJ 2ppmmot r NON'0W NYr1O '2 mp� r-vr- a 0:,zL Of I 0 0 0 0 0 0 0 0 o O 0 0 0 0-O 0 0 0 0,0 0 0 0 0 0 0 0 OJ af I{ I I �q 0000 O O O O O;O 00000 O O o O,O O 00000 H a a � 0000O 0O0OO 0000'O 000OO 0000000 I r, I � o000co, OOOOo 00000 0000o OOOOOOo Z 2. I L. I 2O0000 00000 O000O oOOO'o a00000CD, Z00O00 OOOOo t5a000 O0000 0000000 rn' . u7aa ec 22M!?t mama z 2MZa.m **i m Y �a<<au,� QQQQb ' aaaa!o of—>> v —o�OC', 0LO0LO� 0LOOIOF OWOLO� f-�'�� `o O r M Y. 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Cn0C4mm t'7MC1M hPh co M LO 00 C 1w) N i(D(D F rN rrm rrrr M N COmN CC) k JhNN� rNNC0�O hW�'i cPIN Mvv V`L`? �CA�a01Nr CD i V � N P m CC) N CC] N CO' 0 r VMrliir` W OrmC7 05 Cohh'N h m N 10 p���CONr- �q r r r NI r P CL I N!000 O'O QO C700 000O'O 000010 00010 OIlO0 'E to Vcn Pgw. mmvmN M�YCLi� ON!�n'V N .- LLI 7'0000'10 0C 0Im QOOQO OOOO'O r[a',O 0:r0 � L-Im m O MGM N N P h 0 P W Ih V,10 r- M h mm m P LW— Win r O.7 co OOh� Ih V WCO0 mm Cn CO:; N NPW01c6 r04 I IN'ammg m ��� ���� ����a�a m�ffi aaaa o aaaaJo o -.� r w amQ omom� am0Lol- Qu,c u!� H =� a M`� C r—M V 0—MV 0— o p 0'� It 46666666 14:4ai4 ii Cdlbm a~!aiS �'ooOa! ooQo oo a OQQoo'I �¢ ;r- w In IrA a I a Z' m d r r f0 Su") O .- 0 I Na hr)co 'hbWu] �, QrWclac'Icol!?gr� C a g' o v O N v o00000o`000d �cv rN roar - u3 00 A N.; r- i� N h CO C; O MQ E -0 0 LL. Z U C7mLO h Cl) NIs:U))vaOro � N �h`N W CV LL VJ CIO EL I : ^�' W C7 M N r CO h! 1A Sn C4 W) r [d N� 071 'C] a" tF In i �i ON0 M'r 'I Col C,3'rm Hi Nrn i�i O 0000i00 i3O 0 00 r ,i Q �' ��, O N CCr r Cd�j'l,N N W CO JI r 0 r E w i O/w V LL. I . 21 O d r O,r ri0ir Q Q O r`�N Or L rO i Li 0 0 0 N N Mli p,O O N O R, Q y 4.0 Cc a o M z � w avvM�roovoNo N`°v 0 J c�Y V O, PO16 �'RtsdCO : �I, r r r WW d J �Ia0;C0 ; t: v C7 CON 4L) O,i M. 4 CD r N cm �! 1Q, r N hN O V7 O 1 IA'aada000o 0 0 0 a � �COrM u]'V.N u]NO a�i.r ar cN �� v E rM o LO J d 2 .9 LL cm m 0 0 0 0 0 a Q d 0 0 C` F-,O C O O Or=C71C'i MCfl m0� ��NNpI C71 rrr 0d �� O �LL C < < � <' E D•a. > j � . cY.7 7hhhh� Q C cm HH QCOO a aaR 0 m 0 J O a)R O Z UpZ 0 (L) to LL CO CO Cl Richmon Out _ In _ _ Total_ j r 267 F 3-3 1000 i° 10 16, 26 t 277, I -451 6881 16 0 Right Thru Left Peds 4_I I CD O Cu7 + - z C -Q I C I,tT � 2 m L_ D ' 10 m 2 Iri.J _. _. 4--1 4 W m41 VJb $pad qu � sss� s v� !LIT �L9tt 4991 LO Rol ul lnp puowyow m co C 0 4t O N E N r mt E ma m 0 C Z ZV❑ (D w c Ii�ind co �Ne}F6f W� c; �mm r It N C, 0 0 So �i a oo00:00o0.00aa I a, 4 0: .� E N' riDw LoN OO, Go: NOOD 0,6 r E; J rrr rO�.�y. O� _u LL. HeV tw`nn1'$ :oro,a6� ma I � O. rOOrN T O'r Oro O. I I � Lp 40) r� W rMgr0 M l-WNN F L h N d 000ao0a.0000. L �i�7'. sm. Q� arNOM P7-�I1NA+-M E E: J MOM „ � t0 O? W O a t Q r T;O r 0 0 0 L I L'CM �q co N I� aIca MMr(00) OD /0 Imo' M co r I `- OOO Olm a�Q,O OOO O i LL N C W C),. E r a O O r O MN O O r _U Ix LL C, M LO r N O,aD N u: to co Ic m 0 OCDD O OO LO r r Yf O o O M-Cl) LO 1- In NAAco MNP.: N r p N 0) N O a r maaa00000a`0000 4 Z J mvW 01 rn 00 Nr OD O E CLOD r r­ cml O y O lL. � 2a�oa000a�0000 Cc,p o N �m�147 co W NEON Of 12 cID e HH -C. Lo 0 O 0 0 xx N � 'e C!i w �, a m D :3 0 CL 0 = Q 0 0 c = 0 0 4) 0 0 0 cc AW cc Gz R: man Out In Total 1 —636 1241 le 10 6 948125171 1-5- Gir 8 2MOI 0:1--- — 1 0 nw-- 1, ol Right Thru Left Peds it sw C, C,�-,, An ix 'A um) :3 0 cm z LL + E ch 0 17 EL Up-j nail lqf4b spi 'U9 40 0 L0V4 A LgZ!; -J —v: ino C mwm Wn N mN N-m N N M M mm0 r-m NItAN:M m CONIt0 NNNmv w0Or-W'N mO:r LO .W COmN try r-:ON r F N N N N w CO m m CO;Cl)l� r Cr)M Cl) r n RRR W: 'tt ,�mlW+anO,N aaoWn�C.) �MCD NNNNW NN CYw OYN CV I 0 M I' I p M 0 �:oQ0aa I a0a0,a QOo00 0040.0 0Oo0o00 MM i a. I.L T T T13 m.... . 3 0 0 0 0 0 O O o O. O CD O o O 0 0 0 0.O O Q O,o O o 0 E-a ram+ O U e M 0 ❑ Z Z U 2:OAwW MNNMtc'v N-OM Li)usVw 0000o Try 'LO MM-Mi �rr�.7 mn WCD'nN Ln10 (D CO I Ilf r Ip N'. i ran L V, a L r O O w p�-r m�� m CO O n N R7 N N O M a0 W: W po O Qf w O M m 4 r CO O r r o-� 7 w;0 r.r w S 7 N1.10ap,N r r r r r r r r v N r CO mn iq n r r rNmr'O CD ra n n, Cq LOGO tOCl) N iC1 4 CO 4� O W W 0. CO It Cl)* � m CO! 1nN M m r—: N N F CN N r W. 4-1 d N00000 a 0000.0 OOco-O 00000 00O,00100 _ _ MCCppMr-b ` OOWw.C, m m a CD,m mmnm mU)n u)''m Mon C0 mCONC) c NMm:N W LOCO uO Y71q O Q r r r a0'Yr NCD Wi O LL, S, 2 a000•o Qo00.o 000QQ o0400 oo4QQi0o 106 C Hi r V yyyO C T mWCOW.W CO W NCOP. aMCO CO.CY (D mom OD r N l'N, N��lOm m(n 0) (a � I r r w CO ttrry� 47 u7 'vt {� CD O:(D 1�01 CO CO M c+� CDN 0 Col00 It U)V)to0 r 0) Cc I" CO OD m4O7Mn r n 1[1 v N•M COton07�'�l7 tovM1�,MN I r N' r W CL 4 O 4 'C� .��004a'0 V OOOQ'O O'OQO,O' OQO00 40000'00 Cc a 2 m O LLI 49 wrCO �.t C)^ rCO N nmm W,w OD mm m7 NC0000 NCO L �. rc*7 r �N N CDTC„j R U, LL7L�0i1'l Co.- r "� whnn N Nm�pmNM Y YM iA�T NCynf+nh NSK]RrJM.�O owp�pn Ofrr F, r O� �N���,N� L. 0 0 0 0-O O O O o O O O O 0 0 0 0 0 0 0 0 0 O. O O; O o a' 0 0 0 0:0 'gyp, 0000.C) cocoa O O O O o 0 O 0 0�0 0 CL G 0.00000 0 0 0 4o cocoa Cocoa 0 0 O' O Q O O L Z0 O O O o o E cocoa O O O Q O o 0 0 0 0 0 0 O, O 0 O 0 2 LL 20000O 000Oa 00000 ooOoO QOooaca O O O O O 00000 O O O O a 0 0 CO 0 0 c o o n 4 0 0 _W � If ¢� ¢ d¢ a �¢¢ o�QLOF O a O,Oom : aaaa o OLnO aaaa aLOp F- oj> cs � c�� ffi 2 2 H rn �oOOO- mmww Qoa0 w vvv" aa0� Lo+'ciCd aQOO c CO C O r■+ L Q? N .N O ZU0Z ++ yV CD a M LLinCf)CL U cu *0 (© E J w 0M m0.?,- h— W(Dr NWNNW EOm6m M NNC7■9r W T W C F aAQf nr W L�7Oh f+CO'N C. a a W. 00oC;;a0 O000 ELI a -0� j I d O O O, O o'OOIo CD OO _E o U_ E W LL- 2 o -C C) im v LOJ N'� � Cj Lo = FINNP! ViOO.�rL6 4 H I r 0 0 00, O) LDI V C0 10 � 27, V W V. It �i �I � CO M fY i 1 Q� +� O r Q r '�aico ti o m Fq CD . Q i O O 0 0 0 0 0 CD C)a �,4 = I d Ul C, W rn 6Qi C0 �VV� O O E r t7 Qti c•7 v- 2 00000 I c9WaototoV 00too Nv' W� cli � O to: w � � LP LO F d. 0 V) �'� 000000�Q`'`oQoo of la � , co Euj °i. Mc�i ir-,VIMr-- incq L Ji Ni a71 0 �i II j2 OnMM choQo L ti�T00 M (� �0 A T M n W = QQQodoCD C!fY' �o OO000 ;Q'Qddo �ri o ae ca , � Q000Qoa000000 Qti Z.�� �oa0000,Qolddod J r M O «O O1 I lL'. y L7CO Q 4 0 QIo Qj OHO 0 0 0 0 � O p I 'O �o� L, 0 2 O Q a 0 0 0 0 d d Q 0 OY O G O � LE fTl LL ¢co�ivj~� rnct=F- i ��=oQoa rc¢ � Y Y aa6 a ai6i ar6i aaR _.- Ia. a CL CL 0 = L. 0 c CJ 00 = C.) 0.9 0 to wo E ■cc -j r_ 0 V) 00 0 cn T-- co 0 E M N cf) co 0 M Onz z 0 0) CD a) M CD = = -W ca LL co -t (0 U_ Richmond Out In Total 157 4391 r 5% - 16; --2Z. 100 4JW .623' 356J.- &inj 10 5 0 -.-94.-- Q Right Thru Left Peds '0'0 Vc"� I — Jim, ID' :3 WE -CD ix-1 w. cy C:E m > ci b, 0 O'Ci cm 111-1 ruiLL NOW Pad io eat :0 !01. ib 9 '9- 'O i: ILI1 "1 .0 M06 ILZ a 931 :qz W i9f -7 zoot LOZ j 1,111L 18101 ul no 1,.O.LprU c CO 6 "a M co O M O E c M N M C) M OCS N N 2 O ZUCZA+ ^' L W W LL co CO ILL 40 W CL 3 0 O �0 O v v � d 0 045 � U 0 Cc c Ds i E J V O) CO CD �C N Lo ); M 0 W:� N 00 Co o N N N N O ;Qell0 EL 00 o0aCIO o0.0a00 a c� g 0 0 0 O: O 0l O J O O t0 E o ILL U 10 t0 r CP16IS0 C7 Ir rMOryry� O 0) I cc w N T I O) a w QOQ OO OIC)IO OOa a c "IOC iv Co N7 00 QOa MiCD v 0 0 O l a000c01aLq:C31aoo0 rl . co co MCO MM 0 0 � a0000o.c,oaoc of I� l0 We CO M TAM d' M N h N M: N r I N N 1�N Of,h � C7 M h Y,1 ch LO Mr' 6 c4`` RT r oa00aCiO0000 Ig --- 0 co Q 0�0 IOIO 0 0 O 's p 0- 000o0ol0lao00 a i a— �. 000000'00000 z E;U. -'ow o E S 12li4�oOc:)c 0o0 r 93 r'E oio00c,0o00 eno o [L:LL w_-0I t Lu a a m a; I ..._.._..__........_... w w v-LL•== c� w sa E �2; j c) cy5 Q °vo�c4i o�ia y o,�� ~ 3 unLoLri m 3� ySIYY�ol�a l N CD (D CL CONO c Q LL 2 H rn w �q U! v a 0 16 Lu = E 02 R LL L H c :p 00 4) 0 U 0.0 0 to !go cc E c 0 Mao 0 M E c0O N CO CO 6 m ctiC) 0 z z C.) a) LL w a. RFcfFm-ond Out_ In Total &td - I F 193 779. 4 got L 788' 16-0 24: 0! 3 0 L 1721 26 0 Right Thru Left Peds 0 Oic`o Cho IN CL • o 0 2 2 10 old 4 4M PI rUL11 1415W GP8d .0 IF tv 0 �O —.1999 i Gelp 0 "Om coo em COCI, DOE lew Ill U1 . Iffo PUO LPIN En EPR, P,C. "ENGINEERING & PLANNING RESOURCES" 1 j�p� 637 BERKMAR CIRCLE, CHARLOTTESVILLE, VA 22901 Appendix B Existing Signal Timing Sheets SEPAL ECOM All Data 2/26/2018 10:49:37AM Intersection Name: 250/22 Louisa RD. Albemarle Intersection Alias: 02185 Access Data 1.1200/1312 Baud Access Code: "99 Channel: Address: 1 3 :19200 Baud Revision: 3.34g IP Address: Phase Initialization Data Phase 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 Initial 1-Inact 4-Grn 1-Inact 1-Inact 1-Inact 4-Gm 0-None 0-None 0-None 0-None 0-None 0-None 0-None 0-None 0-None 0-None PHASE DATA Vehical Basic Timings Misc Timing Pedestrian Timings Walk Alt Actuated Min All Green Yellow Walk Offset Bike Bike Ped Alt Ped Flash Ext Rest in Phase Green Passage Maxi Max2 Yellow Red Delay Delay Off Mode Green Psg Walk Clr Walk C1r Walk Ped CIr Walk 1 5 3.0 15 15 4.7 5.3 0 0 0 0-Advance 0 0.0 0 0 0 No 0 No 2 15 3.5 60 45 4.7 5.3 0 0 0 0-Advance 0 0.0 0 0 0 No 0 No 3 5 3.5 25 25 4.0 1.9 0 0 0 0-Advance 0 0.0 0 0 0 No 0 No 4 8 5.0 25 25 3.0 3.5 0 0 0 0-Advance 0 0.0 0 0 0 No 0 No 5 5 3.0 15 35 4.7 5.3 0 0 0 0-Advance 0 0.0 0 0 0 No 0 No 6 15 3.5 60 45 4.7 5.3 0 0 0 0-Advance 0 0.0 0 0 0 No 0 No 7 0 0.0 0 0 4.0 2.0 0 0 0 0-Advance 0 0.0 0 0 0 1\10 0 No 8 0 0.0 0 0 4.0 2.0 0 0 0 0-Advance 0 0.0 0 0 0 No 0 No 9 0 0.0 0 0 3.0 0.0 0 0 0 0-Advance 0 0.0 0 0 0 No 0 No 10 0 0.0 0 0 3.0 0.0 0 0 0 0-Advance 0 0.0 0 0 0 No 0 No I 0 0.0 0 0 3.0 0.0 0 0 0 0-Advance 0 0.0 0 0 0 INTO 0 No I2 0 0.0 0 0 3.0 0.0 0 0 0 0-Advance 0 0.0 0 0 0 No 0 No 13 0 0.0 0 0 3.0 0.0 0 0 0 0-Advance 0 0.0 0 0 0 No 0 No 14 0 0.0 0 0 3.0 0.0 0 0 0 0-Advance 0 0.0 0 0 0 No 0 No I5 0 0.0 0 0 3.0 0.0 0 0 0 0-Advance 0 0.0 0 0 0 No 0 No 16 0 0.0 0 0 3.0 0.0 0 0 0 0-Advance 0 0.0 1 0 0 0 No 0 No Time Car Time Added Max B4 B4 To Mir • Initial Initial Redu Redu Redu Gal 1 0.0 0 0 0 0 0.0 2 0.0 0 0 0 0 0.0 3 0.0 0 0 0 0 0.0 4 0.0 0 0 0 0 0.0 5 0.0 0 0 0 0 0.0 6 0.0 0 0 0 0 0.0 7 0.0 0 0 0 0 0.0 8 0.0 0 0 0 0 0.0 9 0.0 0 0 0 0 0.0 10 0.0 0 0 0 0 0.0 11 0.0 0 0 0 0 0.0 12 0.0 0 0 0 0 0.0 i 3 0.0 0 0 0 0 0-0 14 0.0 0 0 0 0 0.0 15 0.0 0 0 0 0 0.0 iriisw-iuic V u� No Last Simu Nor. -Act Veh Ped Recall Non Dual Car Coudit Gap Response Recall Recall Delay Lock Entry Pass Service Out ipecial Sequence Page 1 of 13 116 0.0 0 0 0 0 0.0 None None None 0 No No No No No 0 0 0 Vehical Detector Phase Assignment Pedestrian Detector Special Detector Phase Assignment Assign Switch Assign Switch Assign Switch Phase Mode Phase Extend Delay Phase Mode Phase Extend Delay Phase Mode Phase Extend Delay Veh Det:1 I Veh 0 0.0 0 Default Data Veh Det:' 2 Vch (1 0.0 0 Default Data Vch Det:3 3 Veh 0 0.0 5 Veh Det:4 4 Veh 0 0.0 15 veil Det:5 5 Veh 0 0.0 0 'eh Dct:6 6 Veh 0 0.0 0 eh Dct:7 7 Veh 0 0.0 0 eh net:8 8 Vch 0 0.0 0 Page 2 of 13 Unit Data General Control Startup Time: Osee Startup State: Flash Red Revert: 40sec Auto Ped Clr: No Stop T Reset: No Alt Sequence: 0 Special Seq: O-Standard 11/0 Modes: ABC Input(Entry) Modes: 0 ABC Output(O/STS) Modes: 0 Overlaps Phase(s) Start Green Phase(s) Input Output Ring Respons Selection 1 Ring 1 Ring 1 2 Ring 2 Ring 2 3 None None 4 None None D Input(Entry) Modes: 2 D Output(O/STS) Modes: 0 Remote Flash Test A = Flash Phase Entry Exit fault Data - No Flash Default Data - No Flash Overlaps A B C D E F G H I J K L M N O P Overlaps A B C D E F G H I J K L M N O P A B C D E F G H 1 J K L M N O P Trail Green 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Trail Yellow 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Trail Red 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 TG Preempt 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Stop GnVYel Phase 1 0 5 0 0 0 0 0 0 0 0 0 0 0 0 0 Ring Phase(s) Next 1 2 3 4 5 6 7 8 9 I0 11 12 I3 14 15 16 Phase Ring Phase 1 2 3 4 1 1 3 3 9 1 1 1 1 l 1 1 1 2 1 1 2 3 v, 5 5 7 7 2 2 4 4 3 1 4 oa 6 6 8 8 5 6 7 8 4 1 1 5 2 6 6 2 7 Page 3 of 13 Alternate Sequences Ph, Ph. h. Ph. P Pair Pair !I Pair Pair 1 2 3 4 Alt. Seq. 1 1/2 Alt. Seq. 2 3/4 Alt. Seq. 3 1/2 3/4 Alt. Seq. 4 5/6 Alt. Seq. 5 1/2 5/6 Alt. Seq. 6 3/4 516 Alt. Seq. 7 1/2 3/4 1 516 Alt. Seq. 8 7/8 Alt, Seq. 9 112 7/8 Alt. Seq. 3/4 7/8 Alt. Seq. 1 1/2 3/4 718 Alt. Seq. 516 718 Alt. Seq. 1/2 5/6 7/8 Alt. Seq. 114 I 516 718 Alt. Seq. 1/2 3/4 16 7/8 Port I Data BIU Port Basic Message Addr Status Det 40 Default Data Page 4 of 13 Signal Driver Ouput Channel Control Hardware Pins I 1- Veh Phase 1 1- Phase 1 RYG 2 2- Veh Phase 2 2- Phase 2 RYG 3 3- Veh Phase 3 3- Phase 3 RYG 4 4- Veh Phase 4 4- Phase 4 RYG 5 5- Veh Phase 5 5- Phase 5 RYG 6 6- Veh Phase 6 6- Phase 6 RYG 7 7- Veh Phase 7 7- Phase 7 RYG 8 8- Veh Phase 8 8- Phase 8 RYG 9 33 - Overlap A 17 - Overlap A RYG 10 34 - Overlap B 18 - Overlap B RYG 11 35 - Overlap C 19 - Overlap C RYG 12 36 - Overlap D 20 - Overlap D RYG 13 18 - Ped Phase 2 10 - Phase 2 DPW 14 20 - Ped Phase 4 12 - Phase 4 DPW 15 22 - Ped Phase 6 14 - Phase 6 DPW 16 24 - Ped Phase 8 16 - Phase 8 DPW 17 17 - Ped Phase 1 9 - Phase I DPW 18 19 - Ped Phase 3 11 - Phase 3 DPW 19 21 - Ped Phase 5 13 - Phase 5 DPW 20 23 - Ped Phase 7 15 - Phase 7 DPW Coordination Data General Coordination Data Operation Mode: I=Auto Coordination Mode: 1=Yield Maximun Mode: O=Inhibit Correction: Mode: 2--Short Way Dial/Split Cycle 1/1 120 Offset Mode: 1=End Grn Manual Dial: 1 1/2 130 Force Mode: 0=Plan Manual Split: 1 1/3 110 Max Dwell Time: 0 :Manual Offset• 1 1/4 100 Yield Period: 0 2/1 140 2/2 150 3/2 110 Page 5 of 13 Split Times and Phase Modes Dial 1 ! Split 1 Ph. Splits Ph. Mode Ph. Splits Ph. Mode Ph. Splits Ph. Mode I'll. Splits Ph. Mode 1 17 O=Actuated 2 63 1=Coordinate 3 20 O=Actuated 4 20 O=Actuated 5 18 O=Autuated 6 62 1=Coordinate ial 1 1 Split 2 Ph. Splits Ph. Mode Ph. Splits Ph. Mode Ph. Splits Ph. Mode Ph. Splits Ph. Mode 1 17 O=Actuated 2 73 1—Coordinate 3 20 0--Actuated 4 20 O=Actuated 5 20 O=A.ctuptoci 6 70 1=Coordinate Dial l Split 3 Ph. Splits Ph. Mode Ph. Splits Ph. Mode Ph. Splits Ph. Mode Ph. Splits Ph. Mode 1 17 O=Actuated 2 56 ]coordinate 3 17 O=Actuated 4 20 O=Actuated 5 17 O=Actuated 6 56 1=Coordinate Dial 1 .'Split 4 Ph. Splits Ph. Mode Ph, Splits Ph. Mode Ph. Splits Ph. Mode Ph. Splits Ph. Mode 1 17 O= Actuatod 2 49 1=Coordinate 3 17 O=Actuated 4 17 O=Actuated c 17 O=Actuated 6 49 1—Coordinatc Dial 21 Split 1 Ph. Splits Ph. Mode Ph. Splits Ph. Mode Ph. Splits Ph. Mode Ph. Splits Ph. Mode 1 17 O=Actuated 2 83 1=Coordinate 3 20 0--Actuated 4 20 O=Actuated 5 21 O=Actuated 6 79 1=Coordinate Dial 21 Split 2 Ph. Splits Ph. Mode Ph. Splits Ph. Mode Ph. Splits Ph. Mode Ph. Splits Ph. Mode 1 17 O=Aetuatcd 2 93 1=Coordinate 3 20 O=Actuated 4 20 O=Actuated 5 25 0--Actuated 6 85 1—Coordinate Dial 3 ` Split 2 Ph. Splits Ph. vlodc Ph. Splits Ph. Nfodc Ph. Splits Ph. Mode Ph. Splits Ph. Mode 1 16 0---Actuated 2 49 1=Coordinate 3 30 O=:Actuated 4 15 0--Actuated 5 20 O=,Actuated 6 45 1=Coordinate Page 6 of 13 Page 7 or 13 Local TBC Data Start of Daylight Saving Month: 3 End of Daylight Saving Month: 1 I Week: 2 Cycle Zero Reference Hours: 1 Min: 0 Week: 1 Source Equate Days Day 1 2 3 4 5 6 7 1 7 0 0 0 0 0 0 2 3 4 5 6 0 0 0 raffic Data PHASE FUNCTION Event Day Time D/S/O flash 1 1 1 0:0 0/O/4 ❑ 2_ ❑ 3 ❑ 4 ❑ ❑ 6 i ❑ ❑ 8 ❑ 9 ❑ 10 11 ❑ ❑ 12 ❑ 13 14 ❑ ❑ 15 ❑ 16 ❑ 2 2 0:0 0/0/4 ❑ ❑ ❑ ❑ ❑ ❑ ❑ ❑ ❑ ❑ ❑ ❑ ❑ ❑ ❑ ❑ 3 2 7:15 111/1 ❑ ❑ ❑ ❑❑ ❑ ❑ ❑ ❑ ❑ ❑ ❑ ❑ ❑ ❑ ❑ 4 2 8:30 0/0/4 ❑ ❑ ❑ ❑ ❑ ❑ ❑ ❑ ❑ ❑ ❑ ❑ ❑ ❑ ❑ ❑ AUX. Events Det. Det. Det, Program Aux Ouputs Diag. Rpt. Mult100 Special function Outputs '.vent Day Hour Min. 1 2 3 DI D2 03 Dimmin 1 2 3 4 5 6 7 8 Page 8 of 13 >n SFl SF2 SF3 5F4 SFS SF6 SF7 SF8 SF9 SF10 5F11 SF12 SF13 SF14 SF15 SF16 Function 1 X ❑ ❑❑ ❑ Function 2 X ❑ ❑❑ ❑ Function 3 X ❑❑❑ ❑ Function 4 X ❑❑❑ ❑ Function 5 X][� E � H ❑❑❑ ❑ Function 6 X ❑❑❑ ❑ Function 7 X ❑ ❑ ❑ ❑ Function 8 ❑ Hx H P ❑❑❑ ❑ PF1 Phase 1 Max2 ❑ PF2 PF3 PF4 PF5 PF6 PF7 PF8 PF9 ❑ ❑ ❑ ❑ ❑ ❑ ❑ ❑ PF10 ❑ PFII ❑ PF12 ❑ PF13 ❑ PF14 ❑ PF15 ❑ PFI6 ❑ base 2 Max2 ❑ ❑ ❑❑ ❑ ❑ ❑ ❑ ❑ ❑ ❑ ❑ ❑ ❑ ❑ ❑ Phase 3 Max2 ❑ ❑ ❑ ❑ ❑ ❑ ❑ ❑ ❑ ❑ ❑ ❑ ❑ ❑ ❑ ❑ Phase 4 Max2 ❑ ❑ ❑❑ ❑ ❑ ❑ ❑ ❑ ❑ ❑ ❑ ❑ ❑ ❑ ❑ .Pqiase 5 Max2 ❑ ❑ ❑ ❑ ❑ ❑ ❑ ❑ ❑ ❑ ❑ ❑ ❑ ❑ ❑ ❑ base 6 Max2 ❑ ❑ ❑❑ ❑ ❑ ❑ ❑ ❑ ❑ ❑ ❑ ❑ ❑ ❑ ❑ base 7 Max2 ❑ ❑ ❑❑ ❑ ❑ i] ❑ ❑ ❑ ❑ ❑ ❑ ❑ ❑ ❑ ,lase 8 Max2 ❑DOD 0 ❑ ❑ Q ❑ ❑ ❑ ❑ ❑ ❑ n Omit Omit. Omit rOmit base 5 Phase Omit hose 6 Phase Omit hale 7 Phase Omit base 8 Phase Omit PFI ❑❑❑❑ ❑ ❑ PF2 ❑❑❑❑ ❑❑❑❑ ❑ ❑ ❑ ❑ PF3 ❑ ❑ ❑ ❑❑ PF4 PF5 ❑ ❑ ❑ ❑ ❑ ❑ ❑ ❑ PF6 ❑❑ ❑❑❑ ❑❑ ❑ ❑ ❑ ❑ PF7 ❑ ❑ ❑ ❑ PF8 ❑ ❑ ❑ ❑ ❑ ❑ PF9 PFIO ❑ ❑ ❑ ❑ ❑ ❑ ❑ ❑ ❑ ❑ ❑ ❑ ❑ ❑ PFII PF12 PF13 PF14 PF15 ❑ ❑ ❑ ❑ ❑ ❑ ❑ ❑ ❑ ❑ El ❑ ❑ ❑ ❑ ❑ ❑ ❑ ❑ ❑ ❑ ❑ ❑ ❑ ❑ ❑ ❑ ❑ ❑ ❑ ❑ ❑ ❑ ❑ ❑ PF16 X led Omit PFI PF2 PF3 PR PF5 PF6 PF7 PF8 PF9 PFIO PFII PF12 PF13 PF14 PF15 PF16 ❑❑❑❑❑❑o❑❑❑❑❑❑❑ ❑ ❑ Jeh Det Coord ReSvc PFI PF2 PF3 PF4 PF5 PF6 PF7 PF8 PF9 PF10 PFII PF12 PFl3 PF14 PF15 PFII ❑ ❑❑ ❑❑❑❑❑❑❑❑❑ 0 C Function Phase Recall PFI PF2 PF3 PR PF5 PF6 PF7 PF8 PF9 PFIO PFl1 PF12 PF13 PF14 PF15 PF16 lhase Min Recall PFI PF2 PF3 PF4 PF5 PF6 PF7 PF8 PF9 PFIO PFII PF12 PF13 PFM PF15 PF16 ❑ ❑❑ ❑❑ ❑ ❑ ❑ ❑ ❑ ❑ ❑ Page 9 of 13 eh Det Ped Recall PFl PF2 PF3 PF4 PF5 PF6 PF7 P178 PF9 PFIO Pf l l PF12 PF13 PF14 PF15 Pr16 ❑ ❑ El ❑ ❑ ❑ ❑ ❑ ❑ ❑ PH PF2 PH PF4 PF5 PF6 PF7 PF8 PF9 PF10 PFII PF12 PF13 PF14 PF15 PF16 'elt Det Switch Omit PF2 PF3 PF4 PF5 P1 6 PF7 PF8 PF9 PF10 PFII PF12 PF13 PF14 PF15 PF16 µ_ �P`F`l� LJ ❑ ❑ El El ElEl ❑ ❑ ❑ ❑ Wie-bDet SAvitch Nom, PPI PF2 PF3 P174 P175 PF6 PF7 PF8 P119 PF10 PFII PF12. PF13 PF14 PF15 PF16 PF1 PF2 PF3 PF4 PF5 PF6 PF7 PF8 PF9 PF10 PFII PF12 PF13 PF14 PF15 PF16 PF1 PF2 PF3 PF4 PF5 PF6 PF-, PF8 PF9 PF10 PFII PF12 PF13 PF14 PF15 PF16 Dimming Data Default Data -,No Dimming Programmed Lane Defination lands N�ama Green Yellow Red Green Yellow Inbound Inbound Inbound Outbound Outbound Data - Lane Defination Preemption Data ',eneral Preemption Data ash > Prcchnpt I Preempt 2 = Preempt 3 Preempt 4 = Preempt 5 -eempt 1 > Preempt 2 Preempt 3 = Pretcrnpt 4 Preempt 5 = Preempt 6 tL Preempt Timers Non- Link to Ext. Dula Max Lock Min Min Debo Gat ext Select PecI Si-ack Ihrell Return Locking Preempt Delay Clear Yel Red Gm Ped Yel Red Green ClPed ear Yel Red end tion Call Out Greer.. Walk unce end 1 Yes 0 0 0 0 0 0 0 0 0 0 8 40 20 5 8 40 20 10 8 40 20 2 Yes 0 0 0 0 0 0 0 0 0 0 0 40 20 0 0 40 20 5 0 40 20 3 Yes 0 0 0 0 0 0 0 0 0 0 0 40 20 0 0 40 20 5 0 40 20 4 No 0 0 0 0 0 0 0 0 0 0 0 40 20 0 0 40 20 5 0 40 20 5 Yes 0 0 0 0 0 0 0 0 0 0 0 40 20 0 0 40 20 5 0 40 20 6 No 0 0 0 0 0 0 0 0 0 0 8 40 20 .10_ 8 40 20 10 8 40 20 Preempt 1 Preempt 2 Preempt 3 Preempt 4 Exie Exit Exit Exit Exit Exit Exit Exit Phase Phase Calls Phase Phase Calls Phase Phase Calls Phase Phase Calls 2 Yes No 2 Yes No 6 Yes No 6 Yes No Preempt 5 Preempt 6 Exit Exit Exit Exit 2 Yes No 6 Yes No Page 10 of 13 Priority Timers Prio Non- Del Ext Free Free Min No LockLock Max Pre- Excl-co Transit Overlap rity Locking ay end Dial SplitGreen out A B Lock out out Green Green Recall Sao. PhaseFft7nType Blankout Priority Detector Priority Priority Detector Channels Priority Fixed Phases Legend: CO -PHASE QJ-PHASE Priority Priority Bank: Partial Priority Alt Seq Alt Seq Enabled Min Walk 0 1 FALSE TRUE Level Full Priority Freq. Override Ped skip Force full Priority Frequency Freq. Level Codes: 0 X FALSE TRUE Priority Priority Bank: Queu Phase Detector Time Default data Priority : Priority Bank : Queu Phase Deter or Time Default data Recovery Method Return PedWait PedOverride Priority: Priority Bank Queu Phase Detector Time Default data Priority Priority Bank : Queu Phase Detector Time Default data Priority: i-rionty banK : Queu Phase Detector Time Default data Priority : Priority Bank: Queu Phase Detei;tor Time Default data Page 11 of 13 Priority : Bank Detector PE 1A 2A 3A 4A 5A 6A B Default Data Priority Bank Detector PE 1A 2A 3A 4A 5A 6A B Default Data Priority : Priority : Bank Bank Detector PE 1A 2A 3A 4A 5A 6A B Detector PE 1A 2A 3A 4A 5A 6A B Default Data Default Data Priority : Priority : Bank Bank Detector PE 1A 2A 3A 4A 5A 6A B Detector PE 1A 2A 3A 4A 5A 6A B Default Data Default Data Preempt 1 Vehical Phases Ph. Track Dwell Cycle Pedestrian Phases Overlaps Ph Traci,: Dwell Cycle Ovip Track Divell Cycle Default Data Default Data Default Data Preempt 2 Vehical Phases Pedestrian Phases Overlaps Ph. Track Dwell Cycle Ph. Track Dwell Cycle Ovlp. Track Dwell Cycle 2 Red OrCal No 3 fled Flash N*o 5 Rod Greco NO Default Data Preempt 3 Vehical Phases Pedestrian Phases Overlaps Ph. Track Dwell Cycle Ph. Track Dwell Cycle Ovlp. Track Dwell Cycle 3 Red Green No Default Data Default Data Preempt 4 Vehical Phases Ph. Track Dwell Pedestrian Phases Overlaps Cycle Ph. Track Dwell Cycle Ovlp. Track Dwell Cycle Default Data Default Data Default Data Preempt 5 Vehical Phases Pedestrian Phases Overlaps Ph. Track Dwell Cycle Ph. Track Dwell Cycle Ovlp. Track Dwell Cycle 1 Red Green No 1 Red Flash No 6 Red Green No Default Data Preempt 6 Vehical Phases Pedestrian Phases Overlaps Ph. Track Dwell Cycle Ph. Track Dwell Cycle Ovlp. Track Dwell Cycle Default Data Default Data Default Data Page 12 of 13 System/Detectors Data Local Critical Alarms Revert to Backup: 15 1 st Phone: Local Free: No Cycle Failure: No Coord Failure: No Conflict Flash: No Remote Flash: No 2nd Phone: Local Fash: No Cycle Fault: No Coord Fault: No Premption: No Voltage Monitor: No Special Status 1: No Special Status 2: No Special Status 3: No Special Status 4: NO Special Status 5: No Special Status 6: No Traffic Responsive System Detector Veh/ Average Occupancy Min Queue 1 System Weight Queue 2 System Weight Detector Channel Name HT Time(mins) Correction/I0 Volume % Detectors Detectors Factor Detectors Detectors Factor Default Data Default Data Default Data Sample Interval: Queue: ] Input Selection: O=Average Queue: Detector Failed Level : 0 Level Enter Leave Dial / Split 1 Offset Queue: 2 Input Selection: O=Average Detector Failed Level : 0 Default Data Vehical Detector Vehical Detector Special Detector Diagnostic Value 0 Diagnostic Value 1 Diagnostic Value 0 Max No Erratic Max No Erratic Max No Erratic Detector Presence Activity Count Detector Presence Activity Count Detector Presence Activity Count Default Data - Ding 0 Values Default Data - No Ding 1 Values Default Data - No Ding 0 Valu Pedestrian Detector Pedestrian Detector Special Detector Diagnostic Value 0 Diagnostic Value I Diagnostic Value 1 Max No Erratic Max No Erratic Max No Erratic Detector Presence Activity- Count Detector Presence Activity Count Detector Presence Activity Count Default Data - No Ding 0 Values Default Data - No Ding 1 Values Default Data - No Ding 1 Values Speed Trap Data Speed Trap Speed Trap Speed Trap: Dial/Split/Offset Low 'Freshold High Treshold Measurement: Detector I Detector—2 Distance: Default Data Default Data Volume Detector Data Report Interval Volume Controller Detector Detector Number Channel Default Data 0 Page 13 of 13 SEPAC ECOM All Data 2/26/2018 10:39:28AM Intersection Name: 250&729 Shadwell ,Access Data 1 1200/1312 Baud 3 19200 Baud Phase Initialization Data Intersection Alias: 02148 Access Code. 9999 Channel: Revision: 3.34g IP Address: Address: I Phase 1 2 3 4 5 6 7 S 9 10 11 12 13 14 15 16 Initial 1-Inact 4-Gm 0-None 1-Inact 0-None 4-Gm 0-None 0-\011c 0-'done 0-Nonc 0-Nonc 0-Vona 0-\onc 0-Nonc 0-None 0-None PHASE DATA Vehical Basic Timings Mise Timings Walk Pedestrian Timings Alt Actuated Min All Green Yellow Walk Offset Bike Bike Ped Alt Ped Flash Ext Rest in Phase Green Passage Maxi Max2 Yellow Red Dela.- Delay Off Mode Green Psg Walk Clr Walk Clr Walk Ped Clr Walk 1 6 2.5 15 30 5.41 2.4 0 0 0 0-Advance 0 (U) 0 0 0 No 0 No 2 15 4.0 60 50 5.1 2.4 0 0 0 0-Advance 0 0.0 0 0 0 No 0 No 3 0 0.0 0 0 3.0 0.0 0 0 0 0-Advance 0 0.0 0 0 0 No 0 No 4 8 4.0 60 50 3.7 4.0 0 0 0 0-Advance 0 0.0 0 0 0 No 0 No 5 0 0.0 0 0 3.0 0.0 0 0 0 0-Advance 0 0.0 0 0 0 No 0 No 6 15 4.0 60 50 5.4 2.4 0 0 0 OAdvance 0 0.0 0 0 0 No 0 No 7 0 0.0 0 0 3.0 0.0 0 0 0 0-Advance 0 0.0 0 0 0 No 0 No 8 0 0.0 0 0 3.0 0.0 0 0 0 0-Advance 0 0.0 0 0 0 No 0 No 9 0 0.0 0 0 3.0 0.0 0 0 0 0-Advance 0 0.0 0 0 0 No 0 No 10 0 0.0 0 0 3.0 0.0 0 0 0 0,WVance 0 0.0 0 0 0 No 0 No 11 0 0.0 0 0 3.0 0.0 0 0 0 0-Advance 0 0.0 0 0 0 No 0 No 12 0 0.0 0 0 3.0 0.0 0 0 0 0-Advance 0 0.0 0 0 0 No 11 No 13 0 0.0 0 0 3.0 0.0 0 0 0 0-Advance 0 0.0 0 0 0 No 0 No 14 0 0.0 0 0 3.0 0.0 0 0 0 0-Advance 0 0.0 0 0 0 No 0 No 15 0 0.0 0 0 3.0 0.0 0 0 0 0-Advance 0 0.0 0 0 0 No 0 No 16 0 0.0 0 0 3.0 0.0 0 0 0 0-Advance 0 0,0 0 0 0 No 0 No Vehicle Denshy Timings General Control Miscellaneous No Special Senuence Time Car Time Last Simu Added Max R4 114 To Min Non .act Veh Pcd Recall Non Dual Car Condit Gap Minus Omit Ph. Initial Initial Redu Redu Redu Gap Response Recall Recall Delay Lock Entry Pass Service Out Omit Yel Call 1 0.0 0 0 0 0 0.0 None None None 0 Yes No No No No 0 0 0 2 U 0 0 0 0 0.0 None Min None 0 Yes Yes 1\o No No 0 0 0 3 0.0 0 0 0 0 0.0 None None None 0 No No No No No 3 3 0 4 0.0 0 0 0 0 0.0 None ?`one None 0 Yes No No No No 0 0 0 5 0.0 0 0 {1 0 0.0 .None None None 0 No No No No No 5 5 0 6 0-0 0 0 0 0 0.0 None Min None 0 Yes Yes No No No 0 0 0 7 0.0 0 0 0 0 0.0 None None None 0 No No No No No 7 7 {1 8 0.0 0 0 0 0 0.0 None None None 0 -40 No No No No 8 8 0 9 0.0 0 0 0 0 0.0 None None None 0 No No No No No 0 0 0 10 0.0 0 0 {l 0 0.0 None None None 0 No No No No No 0 0 0 11 0.0 0 0 0 0 0.0 None None None 0 No No No No No 0 0 0 12 0.0 0 0 0 0 0.0 None None None 0 No No No No No 0 0 0 13 0.0 0 0 0 0 0.0 None None None 0 No No No No No 0 0 0 14 0.0 {i 0 0 0 0.0 None None None 0 No No No No \0 0 0 0 15 0.0 0 0 0 0 0.0 Nonc None None 4 1 No No No No No 0 0 0 Page l of 14 16 0.0 0 0 0 0 0.0 None None None 0 1 No No No No No 0 0 0 Vehical Detector Phase Assignment Pedestrian Detector Special Detector Phase Assignment Assign Switch Assign Switch Assign Switch Phase Mode Phase Extend Delay Phase Mode Phase Extend Delay Phase Mode Phase Extend Delay Veh Det:1 1 Veh 0 0.0 3 Default Data eh Det:2 2 Veh 0 0.0 0 Default Data eh Det:3 3 Veh 0 0.0 0 eh Det:4 4 Veh 0 0.0 0 Veh Det:5 5 Veh 0 0.0 0 Veh Det:6 6 Veh 0 0.0 0 Veh Det:7 7 Veh 0 0.0 0 Veh Det:8 8 Veh 0 0.0 0 Page 2 of 14 Unit Data General Control Startup Time: Osec Startup State: Flash Red Revert: 40sec Auto Ped Clr: No Stop T Reset: No Alt Sequence: 0 Special Seq: 0-Standard 1/0 Modes: ABC loput(Entrv) Modes: 0 ABC.Output(O/STS) Modes: 0 Input Output Ring Respons Selection I Ring I Ring 1 2 Ring 2 Ring 2 3 None None 4 None None 1) Input()Entry) Modes: 2 D Output(O/STS) Modes: 0 Remote Flash Test A == Flash ,Plime Entry Exit Default Data - No Flash Default Data - No Flash Overlaps Overlaps A B C D E F G H 1 J K L M N O P Phases) Start Green Overlaps A B C D E F G H I J K. L M N O P Phase(s) A B C D E F G H I J K L M N O P Trail Green 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Trail Yellow 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Trail Red 10 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 TG Preempt 0 0 0 0 0 0 1) 0 0 0 0 0 0 0 0 0 Stop Grn/Yel Phase 1 3 5 7 0 0 0 0 0 0 0 0 0 0 0 0 Ring Next Phase Ring Phase 1 1 2 2 1 3 4 1 1 6 2 7 Phase(s) 1 2 3 4 5 6 7 8' 9 10 11 12 13 14 15 16 1 2 3 4 1 1 3 3 5 5 7 7 2 2 4 4 o� 6 6 8 8 5 6 7 8 V 9 l 1 1 1 1 1 1 Page 3 of 14 0 Alternate Sequences Port 1 Data Ph_ Ph. Ph- Ph. BIU Port Addr Status Four PAOr Pair Pair 1 2 3 4 Default Data. -\11 :4i i 1n Alt. %e4 2 3/4 ;kli. Seq. ; 1/2 3/4 Alt. Seq. 4 5/6 ' Alt. Seq. S 1/2 5/6 Alt. Seq. 6 ! 3/4 5/6 Alt. Seq. 7 1/2 3/4 I 5/6 i SO+ k I! 7/8 .ill- scq, 11 1/2 7/8 Alt. SN. 314 7/8 All. Scq. 1/2 3/4 718 Alt. Seq. 516 718 Alt. Seq. 112 516 7/8 Alt. Seq. 3/4 516 7/8 Alt. Seq. 1/2 3/4 5/6 7/8 Basic Message Det 40 Page 4 of 14 Signal Driver Ouput Channel Control Hardware Pins 1 1- Veh Phase I I- Phase 1 RYG 2 2- Veh Phase 2 2- Phase 2 RYG 3 3- Veh Phase 3 3- Phase 3 RYG 4 4- Veh Phase 4 4- Phase 4 RYG 5 5- Veh Phase 5 5- Phase 5 RYG 6 h- Veh Phase 6 6- Phase 6 RYG 7 7- Veh Phase 7 7- Phase 7 RYG 8 8- Veh Phase 8 8- Phase 8 RYG 9 33 - Overlap A 10 - Phase 2 DPW 10 26 - Pcd Phase 4 12 - Phase 4 DPW 11 22 - Ped Phase 6 11- Phase 6 DPW 12 24 - Ped Phase 8 16 - Phase 8 DPW 13 33 - Overlap A 17 - Overlap A RYG 14 34 - Overlap B 18 - Overlap B RYG 15 35 - Overlap C 19 - Overlap C RYG 16 36 - Overlap D 20 - Overlap D RYG 17 17 - Ped Phase 1 9 - Phase 1 DPW 18 1.9 - Ped Phase 3 11 - Phase 3 DPW 19 21 - Ped Phase 5 13 - Phase 5 DPW 20 23 - Ped Phase 7 15 - Phase 7 DPW Coordination Data General Coordination Data Operation .Mode: 1= =Auta Coordination -_!lode: I -=Yield Maximun Mode: O=Inhibit Correction Mode: 2=Short Way Offset Mode: 1—End Gm Force ]Mode: O=Plan Max Dwell Time: 0 Yield Period: 0 Manual Dial: 1. Manual Split: 1 :Manual Offset: 1 Dial/Split Cycle 1/1 120 112 130 1/3 110 1/4 100 2/1 140 2/2 150 3/2 110 4/1 195 4/2 195 Page 5 of 14 Split Times and Phase Modes Dial 1 / Split 1 Ph. Splits Ph. Mode Ph. Splits Ph. Mode Ph. Splits Ph. Mode Ph. Splits Ph. Mode 1 20 O=Actuated 2 40 O=Actuated 4 60 ]=Coordinate 6 60 O=Actuated Dial 1 / Split 2 Ph. Splits Ph. Mode Ph. Splits Ph. Mode Ph. Splits Ph. Mode Ph. Splits Ph. Mode 1 15 O=Actuated 2 30 1=Coordinate 4 85 O=Actuated 6 35 ]=Coordinate Dial 1 / Split 3 Ph. Splits Ph. Mode Ph. Splits Ph. Mode Ph. Splits Ph. Mode Ph. Splits Ph. Mode 1 17 O=Actuated 2 30 1=Coordinate 4 63 O=Actuated 6 47 1--Coordinate Dial 1 / Split 4 Ph. Splits Ph. Mode Ph. Splits Ph. Mode Ph. Splits Ph. Mode Ph. Splits Ph. Mode 1 17 O=Actuated 2 25 l=Coordinate 4 58 O=Actuated 6 42 l=Coordinate Dial 2 / Split I Ph. Splits Ph. Mode Ph. Splits Ph. Mode Ph. Splits Ph. Mode Ph. Splits Ph. Mode 1 19 O=Actuated 2 35 1=Coordinate 4 86 O=Actuated 6 54 l=Coordinate Dial 2 / Split 2 Ph. Splits Ph. Mode Ph. Splits Ph. Mode Ph. Splits Ph. Mode Ph. Splits Ph. Mode 1 19 O=Actuated 2 35 1=Coordinate 4 96 O=Actuated 6 54 l=Coordinate Dial 3/ Split 2 Ph. Splits Ph. Mode Ph. Splits Ph. Mode Ph, Splits Ph. Mode Ph. Splits Ph. Mode 1 17 O=Actuated 2 58 l—Coordinate 4 35 O=Actuated 6 60 1=Coordinate Dial 4 / Split 1 Ph. Splits Ph. Mode Ph. Splits Ph. Mode Ph. Splits Ph. Mode Ph. Splits Ph. Mode I 15 O=Actuated 2 150 l=Coordinate 4 30 O=Actuated 6 165 1=Coordinate Dial 4 / Split 2 Ph. Splits Ph. Mode Ph. Splits Ph. Mode Ph. Splits Ph. Mode Ph. Splits Ph. Mode 1 15 O=Actuated 2 150 1=Coordinate 4 30 O=Actuated 6 165 I -Coordinate Page 6 of 14 raffle Plan Data Plan: 1/1/1 Offset Time: 25 Alternat Sequence: 0 Rg 2 Lag Time: 0 Rg 3 Lag Time: 0 Rg 4 Lag Time: 0 Mode: O=Nonnal Special function: 0 Correction Mode: O=No Ian: 112/1 Offset Time: 1) 4 Alternat Sequence: 0 Rg 2 Lag Time: 0 Rg 3 Lag Time: 0 Rg 4 Lag Time: 0 Mode: O=Normal Spceia's Function: 0 Correction Mode: 0=\0 Plan: 1/3/1 Offso Time: 05 Alternat Sequence: 0 Rg 2 I.ag Time: 0 Rg 3 Lag Time: 0 Rg 4 Lag Time: 0 Mode: O=Normal Special Function: 0 Correction Mode: O=No Plan: 1/4/1 Offset Time: 84 Alternat Sequence: 0 Rg 2 Lag Time: 0 Rg 3 Lag Time: 0 Rg 4 Lag Time: 0 '.Mode: O=Normal Special Function: 0 Correction Mode: O=No Ian: 2/1/1 Offset Time: 124 Alternat Sequence: 0 Rg 2 Lag Time: 0 Rg 3 Lag Time: 0 Rg 4 Lag Time: 0 Mode: O=Normal Special Function: 0 Correction Mode: O=No Plan: 2/2/1 Offset Time: 134 Alternat Sequence: 0 Rg 2 Lag Time: 0 Rg 3 Lag Time: 0 Rg 4 Lag Time: 0 31ode: 0=-Normal Special Function: 0 Correction Mode: O=No Page 7 of 14 Ian: 3/2/1 Offset Time: 103 Aiternat Sequence: 1 Rg 2 Lag Tune: 0 Rg 3 Lag Time: 0 Rg 4 Lag Time: 0 Mode: 3=Perm Yld Special Function: 0 Correction Mode: O=No Plan: 4/1/1 Ofrset Time: 20 Alternat Sequence: 0 Rg 2 Lag Time: 0 Rg 3 Lag Time: 0 Rg 4 Lag Time: 0 Mode: O=Normal Special Function: 0 Correction Mode: O=No Ian: 4/2/ 1 Ofrset Time: 20 Alternat Sequence: 0 Rg 2 Lag Time: 0 Rg 3 Lag Time: 0 Rg 4 Lag 'I jme: 0 Mode: O=Normal Special Function: 0 Correction Mode: O=No Local TBC Data Source Equate Days Start of Daylight Saving Month: 3 Week: 2 Cycle Zero Reference Hours: 1 Min: 0 Day 1 2 3 4 5 6 7 End of Daylight Saving Month: 11 Week: 1 1 7 0 0 0 0 0 0 2 3 4 5 6 0 0 0 traffic Data PHASE FUNCTION Event Day 1 Time 0 0/0540 flash ❑ ❑ ❑ ❑❑ ❑ ❑ 0 Q ❑❑ ❑ 0 ❑ ❑ 0 15 0 6 2 2 0:0 0/0/4 El ❑ ❑❑ ❑ ❑ ❑ ❑ ❑ ❑ ❑ ❑ ❑ ❑ 3 2 7:15 1/1/l ❑ ❑ ❑ ❑❑ ❑ ❑ 0 ❑ ❑ ❑ ❑ ❑ ❑ ❑ u 4 2 9:30 01014 ❑ ❑ ❑ ❑❑ ❑❑ ❑ ❑ El El ❑ ❑❑ ❑ ❑ Page 8 of 14 AUX. Events Det. Det. Det. Program Aux Ouputs Diag. Rpt. Mult100 Special Function Outputs ,vent Day Hour Min. 1 2 3 D1 D2 D3 Dimmin i 2 3 4 5 6 7 $ El On ❑❑ ❑ n nnnnnnnn n SFI SF2 SF3 SF4 SF5 SF6 SF7 SF8 SF9 SF10 SF11 SF12 SF13 SF14 SF15 SF16 Function.I X ❑ ❑ ❑❑❑ ❑ Function 2 X ❑ ❑ ❑ ❑ ❑ Funct:ion.3 X � ❑❑ ❑❑❑ ❑ Function 4 El ❑ ❑ ❑ El Function 5 ❑ x ❑ ❑ (—❑❑ El Function 6 x ll-D❑�_.�J ❑ ❑ ❑ Function 7 RE ❑ ❑ ❑ ❑ Function 8 X ❑ ❑ ❑ ❑ Function 1 Max2 P�F1 PF2 PF3 PF4 PF5 PF6 PF7 PF8 PF9 l_ ❑ ❑ ❑ ❑ ❑ ❑ ❑ ❑ l PFIO ❑ PF11 ❑ PF12 ❑ PF13 ❑ PF14 ❑ PF15 ❑ PF16 ❑ 2 :Max2 ❑ ❑ ❑ ❑ ❑ ❑ ❑ ❑ ❑ ❑ ❑ ❑ ❑ ❑ ❑ ❑ 3 Max2 ❑ ❑❑X__ ❑ ❑ ❑ ❑ ❑ ❑ ❑ ❑ ❑ ❑ ❑ ❑ ❑ 4Max2 ❑ ❑❑❑❑ ❑❑ ❑ ❑ ❑ ❑ ❑ ❑ ❑ ❑ ❑ 5 Max2 ❑ ❑ ❑ ❑ ❑ ❑ ❑ ❑ ❑ ❑ ❑ ❑ ❑ ❑ ❑ ❑ 6Max2 ❑ ❑❑❑❑ El El ❑ ❑ ❑ ❑ ❑ ❑ ❑ ❑ ❑ 7Max2 ❑ ❑❑❑❑ El El ❑ ❑ ❑ ❑ ❑ ❑ ❑ ❑ ❑ 8 Max2 ❑ ❑ ❑ ❑ ❑ ❑ ❑ ❑ ❑- ❑ ❑ ❑ ❑ ❑ ❑ ❑ Phase Omit Phase I Phase Omit Phase 2 Phase Omit base 3 Phase Omit base 4 Phase Omit base 5 Phase Omit hale 6 Phase Omit hale 7 Phase Omit Phase 8 Phase Omit PF1 ❑ ❑ ❑ ❑ ❑ ❑ ❑ PF2 ❑ ❑ ❑ ❑ ❑ ❑ PF3 ❑ ❑ ❑ ❑ ❑ ❑ ❑ PR ❑ ❑ ❑ ❑ ❑ ❑ PF5 ❑ ❑ ❑ ❑ ❑ ❑ ❑ PF6 ❑ ❑ ❑ ❑ Ell::] ❑ ❑ PF7 ❑ ❑ ❑ ❑ ❑ ❑ PF8 ❑ ❑ ❑ ❑ ❑ ❑ ❑ PF9 ❑ ❑ ❑ ❑ ❑ ❑ ❑ PFIO ❑ ❑ ❑ ❑ ❑ ❑ ❑ PHI ❑ ❑ _❑X__ ❑ ❑ ❑ ❑ PF12 ❑ ❑ ❑ El PF13 ❑ ❑ ❑ ❑ X. ❑ ❑ PF14 1'l75 ❑ ❑ ❑ ❑ ❑ ❑ ❑ ❑ ❑ ❑ ❑ ❑ ❑ ❑ PF16 ❑ ❑ ❑ X led Omit PH P1-2 110 P1`4 PF5 PF6 PF7 PF8 PF9 PF10 PF11 PF12 PF13 PF14 PF15 PFl6 ❑ EIEI 0 C7❑❑❑ El ❑❑❑❑ ❑ eh Det Coord ReSvc PH PF2 PF3 PF4 PF5 PF6 PF7 PF8 PF9 PF10 PF1 I PF12 PF13 PF14 PF15 PH6 Page 9 of 14 r unction Phase Recall PFI PF2 PF3 PF4 PF5 PF6 PF7 PF8 PF9 PFIO PF11 PF12 PF13 PF14 PF15 P1716 Use Min Recall PFI PF2 PF3 PF4 PF5 P176 PF7 PF8 PF9 PF10 PF1I PF12 PF13 PF14 PFl5 PFI( ❑ ❑❑ ❑❑ ❑ ❑❑❑ D ❑❑ (eh Det Ped Recall PF1 PF2 PF3 PF4 PF5 PF6 PF7 PF8 PF9 PRO PF11 PF12 PF13 PF14 PF15 PFU ❑❑❑❑❑❑❑❑❑❑❑❑❑❑❑❑ Well Vet litke Recall PFI PF2 PF3 PH PF5 PF6 PF7 PF8 PF9 PF10 PF11 PF12 PF13 PF14 PF15 PF16 ❑n❑❑nnnnnnnnnn n n PFI PF2 PF3 PF4 PF5 PF6 PF7 PF8 PF9 PFIO PF11 PF12 PF13 PF14 PF15 PF16 PFI PF2 PF3 PF4 PF5 PF6 PF7 PF8 PF9 PF1O PFI1 PF12 PF13 PF14 PFI5 PF16 PFI PF2 PF3 PF4 PF5 PF6 PF7 PF8 PF9 PF10 PF11 PF12 PFI3 PF14 PF15 PF16 PFI PF2 PF3 PF4 PF5 P176 PF7 PF8 PF9 PFIO PFI1 PF12 PF13 PF14 PF15 PF16 Dimming Data efault Data - No Dimming Programmed Lane Defination Lanes Name Green Yellow Rod Green Yellow Inbound Inbound Inbound Outbound Outbound Data - Lane Defination Preemption Data :eneral Preemption Data lash > Preempt I Preempt 2 = Preempt 3 Preempt 4 = Preempt 5 reempt I > Preempt 2 Preempt 3 = Preempt 4 Preempt 5 = Preempt 6 Page 10 of 14 EPreempt Timers Non- Link to Gat Select Ped Track �� Dwell Return FPed Delay Ext Dura Niax Lock Min Min bebo ext Greenlear [taxi Locking Preempt end tion Call Out Green Walk unce end Clear Yel Ked GrnPcd Yet fled I Yel ] No 0 0 0 0 0 0 0 0 0 0 8 40 20 10 8 40 20 10 8 40 20 2 Yes 0 0 0 0 0 0 0 0 0 0 0 40 20 0 0 40 20 5 0 40 20 3 Yes 0 0 0 0 0 0 0 0 0 0 0 40 20 0 0 40 20 5 0 40 20 4 No 0 0 0 0 0 0 0 0 0 0 8 40 20 10 8 40 20 10 8 40 20 5 Yes 0 0 0 0 0 0 0 0 0 0 0 40 20 0 0 40 20 5 0 40 20 6 No 0 0 0 0 0 0 0 0 0 0 8 10 20 10 8 40 20 10 8 40 20 Preempt. l Preempt 2 Preempt 3 Preempt 4 Preempt 5 Preempt 6 Exit Exit Exit Exit Exit Exit exit Exit Exit Exit Exit Exit Phase Phase Calls Phase Plisse Calls Phaw, Phase Calls Phase Phase Calls Phase Phase Calls Phase Phase C:a% 1 No Yes 1 No Yes l No Yes 2 No Yes 2 No Yes 2 No Yes 3 No Yes 3 No Yes 3 No Yes 4 No Yes 4 No Yes 4 No Yes 5 N0 Yes 5 No Yes 5 No Yes 6 No Yes 6 No Yes 6 No Yes 7 No Yes 7 No Yes 7 No Yes 8 No Yes 8 N0 Yes 8 No Yes Priority Timers Prio Non- lac[ Ex1 Free Free Min No Lockl.ock Max Pre- Excl-co Transit Overlap rity l.,oekutg ay end Dial SplitCirecn out A' B Lock out out Crreen Green Recall Svc. Phase Signal `IyPe Blankout Priority Detector Channels Priority Detector Priority- Fixed Phases Priority Legend: 0 1 CO -PHASE FALSE TRUE QJ-PHASE Page 11 of 14 Priority Priority Bank: Partial Priority Alt Seq Alt Seq Enabled Min Walk Level Full Priority Freq. Override Ped skip Force full Priority Frequency Freq. Level Codes: 0 X FALSE TRUE Priority: PriorityBank : Queu Phase Detector Time Default data Priority Priority Bank: Queu Phase Detector Time Default data Recovery Method Return PedWait PedOverride Priority : Priority Bank: Queu Phase Detector Time f Default data Priority : Priority Bank: Queu Phase Detector Time Default data Priority: .rl r.w Queu Phase .Detector Time Default data Priority : Priority Bank Queu Phase Detector Time Default data Priority: Priority Bank Bank Detector PE 1A 2A 3A 4A 5A 6A 8 Detector PE 1A 2A 3A 4A 5A 6A B Default Data Default Data Priority : Priority Bank Bank Detector PE 1A 2A 3A 4A 5A 6A B Detector PE 1A 2A 3A 4A 5A 6A B Default Data Default Data Priority : Priority Bank Bank Detector PE 1A 2A 3A 4A 5A 6A B Detector PE 1A 2A 3A 4A 5A 6A B Default Data Default Data Page 12 of 14 Preempt 1 Vehical Phases Ph. Track Dwell Cycle Pedestrian Phases Ph Track Dwell Cycle Overlaps Ovlp Track Dwell Cycle Default Data Default Data Default Data Preempt 2 Vehical Phases Pedestrian Phases Overlaps Ph. Track Dwell Cyi,le PL Track Dw-ell Cycle Ovlp. Track Dwell Cycle 2 Red Green NO Default Data Default Data Preempt 3 Vehical Phases Pedestrian Phases Overlaps Ph. Track Dwel": Cycle Ph. Track Dwell Cticle Ovlp. Track Dwell Cycle Default Data Default Data Default Data Preempt 4 Vehical Phases Pedestrian Phases Overlaps Ph. Track Dwell Cycle Ph. Track Dwell Cycle Ovlp. Track Dwell Cycle Default Data Default Data Default Data Preempt 5 Vehical Phases Pedestrian Phases Overlaps Ph. Track Dwell Cycle Pb, i'rack Dwell Cycle ()Vlp. Track Dwell ('ycic 1 Red Green No i Red Flash No 6 Red Green No Default Data Preempt 6 Vehical Phases Pedestrian Phases Overlaps Ph. Track Dwell Cycle Ph. Track Dwell Cycle Ovlp. Track Dwell Cycle Default Data Default Data Default Data System/Detectors Data Local Critical Alarms Revert to Backup: 15 1 st Phone: Local Fr e: No Cycle Failure: No Coord Failure: No Conflict Flash: No Remote Flash: No 2nd Phone: Local Fash: No Cycle Fault: No Coord Fault: 110 Premption:'_�o Voltage Monitor: NO Special Statue I -, No Special Status 2: No Special Status 3: No Special Status 4: No Special Status S: No Special Status 6: No Traffic Responsive system Detector Veh/ Average Occupancy Min Queue I System Weight Queue 2 System Weight Detector Channel Name Hr Time(mins) Correction/10 Voltune wo Detector; Detectors Factor Detectors Detectors Factor Default Data Default Data Default Data Sample Interval: Queue: l Input Selection: 0—Average Queue: Detector Failed Level : 0 Level Enter Leave Dial / Split / Offset Queue: 2 Input Selection: 0=.Average I f Detector Failed Level : 0 Default Data Vehical Detector Vehical Detector Special Detector Diagnostic Value 0 Diagnostic Value I Diagnostic Value 0 Max No Erratic Max No Erratic Max NO Erratic Detector Presence Activity Count Detector Presence Activity Count Detector Presence Activity Count Default Data - Diag 0 Values Default Data - No Diag 1 Values Default Data - No Diag 0 Valu Page 13 of 14 Pedestrian Detector Pedestrian Detector Special Deflector Diagnostic Value 0 Diagnostic Value I Diagnostic Value l Max No Erratic Max No Erratic Max No Erratic Detector Presence Activity Count Detector Presence Activity Count Detector Presence Activity Count Default Data - No Diag 0 Values Default Data - No Diag 1 Values Default Data - No Diag 1 Values Speed Trap Data Speed Trap Speed Trap Speed Trap: Dial/Split/Offset Low Treshold High Treshold Measurement: Detector 1 Detector 2 Distance. Default Data Default Data Volume Detector Data Report Interval Volume Controller Detector Detector Number Channel Default Data Page 14 of 14 Epj�pCPR, P,C. "ENGINEERING & PLANNING RESOURCES" 637 BERKMAR CIRCLE, CHARLOTTESVILLE# VA 22901 Appendix C Synchro Analysis Outputs HCM 2010 TWSC 1: Running Deer & Rt 250 02/27/2018 Intersection Int. Delay, stveh 1.1 Movement EBT EBR WBL WBT NBL NBR Lane Configurations + Traffic Vol, vehlh 103 5 4 197 24 11 Future Vol, vehlh 103 5 4 197 24 11 Conflicting Peds, #1hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - 260 - - 0 - Veh in Median Storage, # 0 - 0 0 - Grade, % 0 0 0 - Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 8 20 0 9 8 9 Mvmt Flow 112 5 4 214 26 12 Major/Minor Ma or1 M -or2 Minor1 Conflicting Flow All 0 0 112 0 335 112 Stage 1 - - 112 - Stage 2 - 223 - Critical Hdwy 4.1 - 6.48 6.29 Critical Hdwy Stg 1 - - 5.48 - Critical Hdwy Stg 2 - - 5.48 - Follow-up Hdwy - 2.2 - 3.572 3.381 Pot Cap-1 Maneuver - - 1490 - 648 922 Stage 1 - - - 898 - Stage 2 - - 800 - Platoon blocked, % - Mov Cap-1 Maneuver 1490 - 646 922 Mov Cap-2 Maneuver - - 646 - Stage 1 - - 898 - Stage 2 - - - 798 ApEcach EB WB NB HCM Control Delay, s 0 0.1 10.3 HCM LOS B Minor Lane/Maior Mvmt NBLn1 [ BT EBR WBL WBT Capacity (veh/r) 713 1490 - HCM Lane VIC Ratio 0.053 0.003 - HCM Control Delay (s) 10.3 7.4 0 HCM Lane LOS B A A HCM 95th %tile Q(veh) 0.2 0 Breezy Hill TIA Existing AM Synchro 9 Report EPR Page 1 HCM 2010 Signalized Intersection Summary 3: Quarry/Rt 22 & Rt 250 � I t 02!27!2018 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT Lane Configurations M + F I • r 4 r* Traffic Volume (vehlh) 184 231 11 16 688 45 11 1 2 44 0 473 Future Volume (vehlh) 184 231 11 16 688 45 11 1 2 44 0 473 Number 5 2 12 1 6 16 3 8 18 7 4 14 Initial 0 (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 100 1.00 100 100 100 1.00 100 1.00 Parking Bus, Adi 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1,00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh!h!In 1827 1845 1275 1086 1881 1937 1900 1104 1900 1900 1882 1881 Adj Flow Rate, vehlh 202 254 0 18 756 0 12 1 0 48 0 0 Adj No of Lanes 1 1 1 1 1 1 0 1 0 0 1 1 Peak Hour Factor 0.91 0,91 0.91 0.91 0.91 0.91 0.91 0,91 0.91 0.91 0.91 0.91 Percent Heavy Veh, % 4 3 55 75 1 2 0 0 0 0 0 1 Cap,vehfi 298 1070 628 438 1045 914 41 3 0 119 0 107 Arrive On Green 007 058 000 001 018 000 004 0.04 0.00 007 000 000 Sat Flow.veh/h 1740 1845 1084 1034 1881 1647 974 81 0 1792 0 1599 Grp Volume(v): veh!h 202 254 0 18 756 0 13 0 0 48 0 0 Grp Sat Flow(s).veh!hlin 1740 1845 1084 1034 1881 1647 1056 0 0 1792 0 1599 Q Serve(g_s), s 6.0 8.0 00 0.9 454 0.0 1.4 0.0 00 3.1 0.0 00 Cycle Q Clear(g_c), s 6.0 8.0 0.0 0.9 45.4 0A 14 0.0 0.0 3.1 0.0 0-0 Prop In Lane 100 100 100 100 092 0.00 100 00 Lane Grp Cap(c), veh!h 298 1070 628 438 1045 914 44 0 0 119 0 107 VIC Ratio(K) 0.68 0.24 0.00 0.04 0 72 0.00 030 0.00 0.00 040 000 0.00 Avail Cap(c_a), vehlh 298 1070 628 455 104.5 914 124 0 0 202 0 180 HCM Platoon Ratio 100 100 100 033 033 033 100 1.00 1,00 100 100 100 Upstream Filter(I) 1.00 1.00 0.00 U.f9 UJ9 U.OU U9 U.UU U.uc i.UU 0.00 0,00 Uniform Delay (d), s!veh 219 123 00 103 403 0.0 55.8 0.0 00 537 0.0 0.0 Incr Delay (d2), s/veh 6.0 0.5 0.0 0.0 3.5 0.0 4.4 0.0 3.0 4.6 0.0 0.0 Initial 0 Delay(d3),slveh 00 00 00 00 00 00 00 0.0 0.0 00 0.0 0.0 %ile BackOfQ(50%),vehAn 4.0 4.2 0.0 0.3 24.7 0.0 0.5 0.0 0.0 1.7 0.0 0.0 LnGrp Delay(d),slveh 279 12.8 00 104 43.8 00 60.2 00 00 58.3 00 0.0 LnGrp LOS C B B D E E Approach Vol, veh!h 456 774 13 48 Approach Delay, s/veh 19.5 43.0 60.2 58.3 Approach LOS B D E E Timer .....� 2 3 4 . _ 5 6 7 8 Assigned Phs 1 2 4 5._.__ 6 8 Phs Duration (G{-Y+Rc), s 15.0 79.6 14.5 18.0 76.6 10.9 Change Period (Y+Rc), s 100 100 6-5 100 10.0 59 Max Green Setting (Gmax), s 7.0 53.0 13.5 $A 52.0 14.1 Max Q Clear Time (g_c+l1), s 29 100 5.1 8.0 474 34 Greer Ext Time (p-c), s 0.0 9.6 0.1 0.0 2.7 0.0 Intersection Summary HCM 2010 Ctrs Delay 35.5 HCM 2010 LOS D Breezy Hill TIA Existing AM EPR Synchro 9 Report Page 2 HCM 2010 Signalized Intersection Summary 4: N Milton & Rt 250 02127/2018 Movement EBT EBR WBL WBT NBL NBR Lane Configurations + r ' + f Traffic Volume (vehlh) 122 149 94 361 395 46 Future Volume (vehlh) 122 149 94 361 395 46 Number 2 12 1 6 7 14 Initial Q (0b), veh 0 0 0 0 0 0 Ped-Bike Adj(A-pbT) 1.00 1.00 100 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, vehlhAn 1827 1918 1810 1845 1956 1681 Adj Flow Rate, vehlh 137 41 106 406 444 23 Adj No. of Lanes 1 1 1 1 1 1 Peak Hour Factor 0.89 0.89 0.89 0.89 0.89 0.89 Percent Heavy Veh, % 4 3 5 3 1 13 Cap, vehlh 241 215 246 489 1128 866 Arrive On Green 0.04 0.04 0.07 0.27 0.61 0.61 Sat Flow, vehlh 1827 1631 1723 1845 1863 1429 Grp Volume(v), vehlh 137 41 106 406 444 23 Grp Sat Flow(s),vehlhAn1827 1631 1723 1845 1863 1429 Q Serve(g_s), s 8.8 2.9 6.2 24.9 14.8 0.8 Cycle Q Clear(g_c), s 8.8 2.9 6.2 24.9 14.8 0.8 Prop In Lane 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 241 215 246 489 1128 866 VIC Ratio(X) 0.57 0.19 0.43 0.83 0.39 0.03 Avail Cap(c a), vehlh 490 438 303 802 1128 866 HCM Platoon Ratio 0.33 0.33 1.00 1.00 1.00 1.00 Upstream Filter(I) 0.97 0.97 1.00 1.00 1.00 1.00 Uniform Delay (d), sIveh 54.1 51.2 39.7 41.5 12.3 9.5 Incr Delay (d2), stveh 2.9 0.6 0.9 5.3 1.0 0.1 Initial Q Delay(d3),shreh 0.0 0.0 0.0 0.0 0.0 0.0 %Ile 6ackOfQ(50%),vehllr4.7 1.4 3.0 13.4 7.8 0.3 LnGrp Delay(d),stveh 57.0 51.8 40.6 46.8 13.3 9.5 LnGrp LOS E D D D 8 A Approach Vol, vehlh 178 512 467 Approach Delay, slveh 55.8 45.6 13.1 Approach LOS E D B Timer 1 2 3 4 5 6 7 8 Assigned Phs 1 2 4 6 Phs Duration (G+Y+Rc), t6.0 23.6 80.4 39.6 Change Period (Y+Rc), s 7.8 7.8 * 7.7 7.8 Max Green Setting (Gma1¢,8 32.2 * 52 52.2 Max Q Clear Time (g_c+115,2; 10.8 16.8 26.9 Green Ext Time (p c), s 0.1 4.7 2.7 4.9 Intersection Summary HCM 2010 Ctrl Delay 34.0 HCM 2010 LOS C Notes Breezy Hill TIA Existing AM Svnchro 9 Reaort EPR Page 3 HCM 2010 TWSC 1: Running Deer & Rt 250 02/2712018 Intersection Int Delay. siveh 0.6 Movement EBT EBR WBL WBT NBL NBR Lane Configurations + r 4 Y Traffic Vol, vehlh 382 32 2 89 17 7 Future Vol, vehih 382 32 2 89 17 7 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized None - None - None Storage Length - 260 0 Veh in Median Storage, # 0 - 0 0 Grade. % 0 0 0 Peals Hour Factor 93 93 93 93 93 93 Heavy Vehicles, % 3 16 0 10 24 14 Mvmt Flow 411 34 2 96 18 8 Iviajnr i Majo�2 _ _ Minorl _Majgr/Minor Conflicting Flo%v Ali 0 _ 0 411 0 511 411 Stage 1 - - 411 - Stage 2 - 100 Critical Hdwy - - 41 - 664 634 Critical Hdwy Stg 1 - 6.64 Critical Hdwy Stg 2 - - - 5-64 Follow-up Hdwy 2.2 - 3.716 3.426 Pot Cap-1 Maneuver 1159 - 486 616 Stage 1 624 Stage 2 872 Platoon blocked, % Mov Cap-1 Maneuver - 1159 - 485 616 Mov Cap-2 Maneuver - - 485 Stage 1 - - 624 - Stage 2 - - 870 Approach EB WB NB HCM Control Delay, s 0 02 123 HCM LOS B Minor LanelMaiar Mvmt NBLn1 EBT EBR WBL WBT Capacity (vehlh) 517 1159 HCM Lane VIC Ratio 0.05 0.002 HCM Control Delay (s) 123 81 0 HCM Lane LOS B A A HCM 95th %tile Q(veh) 02 0 Breezy Hill Existing PM EPR Synchro 9 Report Page 1 HCM 2010 Signalizes! Intersection Summary 3: Quarry/Rt 22 & Rt 250 02/27/2018 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations I + F I "e, if 4 ,T r Traffic Volume (vehlh) 510 907 2 1 290 18 3 1 5 36 0 244 Future Volume (vehlh) 510 907 2 1 290 18 3 1 5 36 0 244 Number 5 2 12 1 6 16 3 8 18 7 4 14 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 100 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, vehIhAn 1863 1881 1317 950 1863 1976 1900 1618 1900 1900 1918 1845 Adj Flow Rate, vehlh 548 975 0 1 312 0 3 1 1 39 0 0 Adj No, of Lanes 1 1 1 1 1 1 0 1 0 0 1 1 Peak Hour Factor 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 Percent Heavy Veh, % 2 1 50 100 2 0 0 0 0 0 0 3 Cap,veh/h 597 1019 607 121 925 834 41 14 14 133 0 114 Arrive On Green 0.09 0.54 0.00 0.02 016 0.00 0.05 0.05 0.05 0.07 0.00 0.00 Sat Flow, vehlh 1774 1881 1120 905 1863 1680 911 304 304 1827 0 1568 Grp Volume(v), vehlh 548 975 0 1 312 0 5 0 0 39 0 0 Grp Sat Flow(s),vehlhAn 1774 1881 1120 905 1863 1680 1519 0 0 1827 0 1568 Q Serve(g_s), s 10.0 54.2 0.0 0.1 16.3 0.0 0.3 0.0 0.0 2.2 0.0 0.0 Cycle Q Clear(g_c), s 10.0 54.2 0.0 0.1 16.3 0.0 0.3 0.0 0.0 2.2 0.0 0.0 Prop In Lane 1.00 1.00 1.00 1.00 0.60 0.20 1.00 1.00 Lane Grp Cap(c), vehlh 597 1019 607 121 925 834 69 0 0 133 0 114 VIC Rado(X) 0.92 0.96 0.00 0.01 0.34 0.00 0.07 0.00 0.00 0.29 0.00 0.00 Avail Cap(c a), vebb 597 1019 607 129 925 834 333 0 0 141 0 121 HCM Platoon Ratio 1.00 1.00 1.00 0.33 0.33 0.33 1.00 1.00 1.00 1.00 1A0 1.00 Upstream Filter(I) 1.00 1.00 0.00 0.95 0.95 0.00 1.00 0.00 0.00 1.00 0.00 0.00 Uniform Delay (d), stveh 24.5 24.0 0.0 23.3 30.0 0.0 50.3 0.0 0.0 48.3 0.0 0.0 Incr Delay (d2), sfveh 19.3 19.5 0.0 0.0 0.9 0.0 0.5 0.0 0.0 2.6 0.0 0.0 Initial Q Delay(d3),slveh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfO(50%),vehAn 14.9 33.4 0.0 0.0 8.7 0.0 0.2 0.0 0.0 1.2 0.0 0.0 LnGrp Delay(d),s/veh 43.9 43.4 0.0 23.4 30.9 0.0 50.8 0.0 0.0 50.9 0.0 0.0 LnGrp LOS D D C C D D Approach Vol, vehlh 1523 313 5 39 Approach Delay, slveh 43.6 30.9 50.8 50.9 Approach LOS D C D D Timex 1 2 3 4 5 6 7 8 Assigned Phs 1 2 4 5 6 8 Phs Duration (G+Y+Rc), s 15.0 69.6 14.5 20.0 64.6 10.9 Change Period (Y+Rc), s 10.0 10.0 6.5 10.0 10.0 5.9 Max Green Setting (Gmax), s 6.0 39.0 8.5 10.0 35.0 24.1 Max Q Clear Time (g_c+11), s 2.1 56.2 4.2 12.0 18.3 2.3 Green Ext Time (p c), s 0.0 0.0 0.1 0.0 9.4 0.0 Intersection Summary HCM 2010 Ctr! Delay 41.7 HCM 2010 LOS D Breezy Hill Exis ing PM Synchro 9 Report EPR Page 2 HCM 2010 Signalized Intersection Summary 4: N Milton & Rt 250 02127/2018 --* �Iv *,- Movement EBT EBR WBL WBT NBL NBR Lane Configurations t if Vi t if Traffic Volume (vehlh) 560 443 26 172 141 30 Future Volume (vehlh) 560 443 26 172 141 30 Number 2 12 1 6 7 14 Initial Q (0b), veh 0 0 0 0 0 0 Ped-Bike Adj(A pbT) 100 1.00 100 100 Parking Bus. Adj 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, vehlhAn 1881 1956 1759 1863 1956 1900 Adj Flow Rate, vehlh 596 322 28 183 150 9 Adj No of Lanes 1 1 1 1 1 1 Peak Hour Factor 0.94 0.94 0.94 0.94 0.94 0.94 Percent Heavy Veh, % 1 1 8 2 1 0 Cap, vehlh 1188 1050 420 1410 191 165 Arrive On Green 063 0.63 0.05 076 0,10 010 Sat Flow, vehlh 1881 1663 1675 1863 1863 1615 Grp Volume(v), vehlh 596 322 28 183 150 9 Grp Sat Flow(s),vehlhAnl881 1663 1675 1863 1863 1615 Q Serve(g_s), s 188 97 0.6 2.9 86 06 Cycle 0 Clear(g_c), s 18.8 9.7 0.6 2.9 8.6 0.6 Prop In Lane 100 100 100 1.00 Lane Grp Cap(c), vehlh 1188 1050 420 1410 191 165 V/C Rabo(X) 0.50 0.31 007 013 0.79 0.05 Avail Cap(c a), vehlh 1188 1050 469 1410 462 401 HCM Platoon Ratio 100 100 100 100 100 1.00 Upstream Filter(l) 0.09 0.09 1.00 1.00 1,00 1.00 Uniform Delay (d), slveh 10:9 93 7.0 36 48.2 446 Incr Delay (d2). slveh 0.1 0.1 0.0 0.2 9.8 0.2 Initial Q Delay(0),slveh 0 0 00 0-0 0.0 0.0 00 We BackOfQ(50%),vehllr9.6 4.5 0.3 1.5 5.0 0.3 LnGrp Delay(d),slveh 111 9.3 70 38 580 44.8 LnGrp LOS B A A A E D _ Approach Vol, vehlh 918 211 159 Approach Delay, slveh 10.5 4.2 57.2 Approach LOS B A E Timer 1 2 3 4 5 6 7 8 Assigned Phs 1 2 4 6 Phs Duration (G+Y+Rc), $3.8 77.2 19,0 91.0 Change Period (Y+Rc), s 7.8 78 * 7 7 78 Max Green Setting (Gma*Z 50.2 ' 2.7 52.2 Max 0 Clear Time (g_c+lq (b 20-8 10-6 4-9 Green Ext Time (p-c), s 0.0 9.8 0.6 11.0 Intersection Summary NCI 2010 Ctri Delay 15.2 HCM 2010 LOS B Notes Breezy Hill Existing PM Synchro 9 Report EPR Page 3 HCM 2010 TWSC 1: Running Deer & Rt 250 03/01/2018 Intersection Int Delay, s/veh Movement 1 EBT EBR WBL WBT NBL NBR Lane Configurabons t V 4 Traffic Vol, vehlh 147 6 4 249 26 12 Future Vol, vehlh 147 6 4 249 26 12 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - 260 - 0 - Veh in Median Storage, # 0 0 0 - Grade, % 0 0 0 - Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 8 20 0 9 8 9 Mvmt Flow 160 7 4 271 28 13 Ma'orlMinor Ma'or1 M 'or2 Minorl Conflicting Flow All 0 0 160 0 439 160 Stage 1 - - 160 - Stage 2 - 279 Critical Hdwy 4.1 - 6.48 6.29 Critical Hdwy Stg 1 - - 5.48 - Critical Hdwy Stg 2 - 5.48 - Follo►v-up Hdwy 2.2 - 3.572 3.381 Pot Cap-1 Maneuver - - 1432 - 564 867 Stage 1 - 854 Stage 2 - - - 755 Platoon blocked, % - - Mov Cap-1 Maneuver - 1432 - 562 867 Mov Cap-2 Maneuver - - 562 - Stage 1 - - 854 - Stage 2 - - 753 - Approach _ES w8 NB HCM Control Delay, s 0 0.1 11.1 - - HCM LOS B Minor LanelMaior Mvmt NBLn1 EBT EBR WBL WBT Capacity (vehm) 632 1432 - HCM Lane WC Ratio 0.065 0.003 - HCM Control Delay (s) 11.1 7.5 0 HCM Lane LOS B A A HCM 95th °%tile Q(veh) 0.2 0 Breezy Hill TIA 2023 No Build AM Synchro 9 Report EPR Page 1 HCM 2010 Signalized Intersection Summary 3: QuarrylRt 22 & Rt 250 03/01/2018 t lv� Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT [ B§R Lane Configurations 1, } r ++ 4 if Traffic Volume (vehlh) 202 303 12 18 893 58 12 1 2 52 0 520 Future Volume (vehlh) 202 303 12 18 893 58 12 1 2 52 0 520 Number 5 2 12 1 6 16 3 8 18 7 4 14 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 100 00 1 00 100 100 100 100 100 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow. vehlhlln 1827 1845 1275 1086 1881 1937 1900 1103 1900 1900 1882 1881 Adj Flow Rate, vehlh 222 333 0 20 981 0 13 1 0 57 0 0 Adj No of Lanes 1 1 1 1 1 1 0 1 0 0 1 1 Peak Hour Factor 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0,91 0.91 0.91 Percent Heavy Veh, % 4 3 55 75 1 2 0 0 0 0 0 1 Cap,vehlh 383 1129 664 254 870 761 38 3 0 110 0 98 Arrive On Green 019 061 000 0.08 092 000 004 004 0.00 006 000 000 Sat Flow.vehm 1740 1845 1084 1034 1881 1647 979 75 0 1792 0 1599 Grp Volume(v), vehlh 222 333 0 20 981 0 14 0 0 57 0 0 Grp Sat Flow(s),veh/Wln 1740 1845 1084 1034 1881 1647 1054 0 0 1792 0 1599 Q Serve(g-s), s 10.7 111 0.0 15 60.1 00 17 0.0 00 40 00 00 Cycle Q Clear(g-c). s 10.1 11.1 0.0 1.5 60A 0.0 1.7 0,0 0.0 4.0 0.0 0.0 Prop In Lane 100 100 100 100 093 0.00 100 100 Lane Grp Cap(c), vehfh 383 1129 664 254 870 761 41 0 0 110 0 98 V/C Ratio(X) 058 029 000 0.08 113 000 0.35 000 000 0-52 0.00 000 Avail Cap(c_a), vehlh 383 1129 664 254 870 761 41 0 0 338 0 301 HCM Platoon Ratio 1.00 1.00 100 200 200 100 100 100 100 100 100 1..00 Upstream Filter(l) 1.a0 1.00 0.U0 0.53 0.53 u.uu 1.UU U.Uu 01)0 1.00 0,00 0.00 Uniform Delay (d), s/veh 45.8 119 00 235 49 00 609 0.0 00 591 00 0.0 Incr Delay (Q), s,'veh 2.2 0.7 V.0 0.1 66.0 0.0 6.0 0.0 0.0 7.8 0.0 0.0 Initial Q Delay(d3),slveh 0.0 0.0 00 00 00 00 0-0 0.0 00 00 00 00 %Ile BackOfQ(50%),vehlln 7.4 5.9 0.0 0A 41.1 0.0 0:6 0.0 0.0 2.2 0.0 0.0 LnGrp Delay(d),slveh 480 126 00 236 70.9 0.0 669 00 0-0 669 00 6.0 LnGrp LOS D B C F E E _ Approach Vol, vehlh 555 1001 14 57 Approach Delay, slveh 26.7 69.9 66.9 66.9 Approach LOS C E E E Timer 1 2 3 4 5 6 7 8 _ Assigned Phs 1 2 4 5 6 8 Phs Duration (G+Y+Rc), s 15.0 89.6 14.5 34.5 70.1 %9 Change Period (Y+Rc), s 100 100 6.5 100 10.0 5.9 Max Green Setking (Gmax). s 5.0 63.1 24.5 8.0 60.1 5.0 Max Q Clear Time (g_c+ll), s 35 131 60 127 621 37 Green Ext Time (p_c), s 0.0 3.0 0.3 0.0 0.0 0.0 Intersection Summary HCM 2010 Ct l Delay 55.1 HCM 2010 LOS E Breezy Hill TIA 2023 No Build AM Synchro 9 Report EPR Page 2 HCM 2010 Signalized Intersection Summary 4: N Milton & Rt 250 03/01/2018 --b� 1*-- Movement EST EBR WBL WBT NBL NBR Lane Configurations + F I f I ir Traffic Volume (vehlh) 187 164 121 541 435 59 Future Volume (veIVh) 187 164 121 541 435 59 Number 2 12 1 6 7 14 Initial Q (Qb), veh 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1,00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, vehlhAn 1827 1918 1810 1845 1956 1681 Adj Flow Rate, veh/h 210 49 136 608 489 23 Adj No. of Lanes 1 1 1 1 1 1 Peak Hour Factor 0.89 0.89 0.89 0.89 0.89 0.89 Percent Heavy Veh, % 4 3 5 3 1 13 Cap,veh/h 422 376 400 817 593 455 Arrive On Green 0.08 0.08 0.09 0.44 0.32 0.32 Sat Flow, vehlh 1827 1631 1723 1845 1863 1429 Grp Volume(v), vehlh 210 49 136 608 489 23 Grp Sat Fiow(s),vehl I0827 1631 1723 1845 1863 1429 Q Serve(g_s), s 7.2 1.8 3.6 17.8 15.8 0.7 Cycle Q Clear(g_c), s 7.2 1.8 3.6 17.8 15.8 0.7 Prop In Lane 1.00 1.00 1.00 1.00 Lane Grp Cap(c), vehlh 422 376 400 817 593 455 V/C Ratio(X) 0.50 0.13 0.34 0.74 0.82 0.05 Avail Cap(c_a), vehfh 422 376 400 817 593 455 HCM Platoon Ratio 0.33 0.33 1.00 1.00 1.00 1.00 Upstream Filter(1) 0.94 0.94 1.00 1.00 1.00 1.00 Uniform Delay (d), slveh 26.4 23.9 15.5 15.0 20.5 15.3 Incr Delay (d2), sNeh 1.2 0.2 0.4 4.0 12.3 0.2 Initial Q Delay(d3),slveh 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),vehAr8.8 0.8 1.7 9.9 10.0 0.3 LnGrp Delay(d),stveh 27.6 24.1 15.8 19.0 32.8 15.6 Ln Grp LOS C C B B C B Approach Vol, vehlh 259 744 512 Approach Delay, slveh 27.0 18.4 32.0 Approach LOS C B C Timer 1 2 3 4 5 6 7 8 Assigned Phs 1 2 4 6 Phs Duration (G+Y+Rc), t3.8 22.8 28.4 36.6 Change Period (Y+Rc), s 7,8 7.8 * 7.7 7.8 Max Green Setting (Gma*& 15.0 ' 21 28.8 Max Q Clear Time (g_c+IV,6; 9.2 17.8 19.8 Green Ext Time (p-c), s 0.0 3.2 0.8 4.5 Intersection Summary HCM 2010 Ctrl Delay 24.5 HCM 2010 LOS C Notes Breezy Hill TIA 2023 No Build 'AIM Synchro 9 Report EPR Page 3 HCM 2010 TWSC 1: Running Deer & Rt 250 03/01/2018 Intersection ant Delay. slveh Movement 0.6 EBT EBR WBL WBT NBL NBR Lane Configurations + F 4 V Traffic Vol, vehlh 475 35 2 161 19 8 Future Vol, vehlh 475 35 2 161 19 8 Conflicting Peds, #fhr 0 0 0 0 0 0 Sigr Control Free Free Free Free Stop Stop RT Channelized None None . None Storage Length 260 - 0 Veh in Median Storage, # 0 0 0 Grade, % Q 0 0 Peak Hour Factor 93 93 93 93 93 93 Heavy Vehicles. % 3 16 0 10 24 14 Mvmt Flow 511 38 2 173 20 9 Major/Minor __ Ma�oPi Ma)or2 Minors Conflicting Flow All 0 0 511 0 688 511 Stage 1 511 - Stage 2 177 Critical Hdwy 41 664 6.34 Critical Hdwy Stg 1 5.64 - Cntical Hdwy Stg 2 - 564 - Follow-up Hdwy 2.2 3,716 3.426 Pot Cap-1 Maneuver 1065 - 380 540 Stage 1 - 560 Stage 2 - 803 Platoon blocked, % Mov Cap-1 Maneuver - 1065 379 540 Mov Cap-2 Maneuver 379 Stage 1 560 Stage 2 801 k9fgaeh EB WB NB HCM Control Delay, s 0 0.1 14.3 HCM LOS B Minor LanelMaior Mvmt NBLn1 EBT EBR WBL WBT Capacity (vehlh) 416 - 1065 - HCM Lane V1C Ratio 0.07 0.002 - HCM Control Delay (s) 143 - 84 0 HCM Lane LOS B A A HCM 95th %tile Q(veh) 02 0 Breezy Hill 2023 No Build PM Synchro 9 Report EPR Page i HCM 2010 Signalized Intersection Summary 3: Quar /Rt 22 & Rt 250 03101/2018 --* 'r *-- 4N I # Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations 1 + if I + If 4 If Traffic Volume (veh/h) 561 1144 2 1 392 45 3 1 6 60 0 268 Future Volume (veh/h) 561 1144 2 1 392 45 3 1 6 60 0 268 Number 5 2 12 1 6 16 3 8 18 7 4 14 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A-pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/hnn 1863 1881 1317 950 1863 1976 1900 1621 1900 1900 1918 1845 Adj Flow Rate, veh/h 603 1230 0 1 422 0 3 1 0 65 0 0 Adj No. of Lanes 1 1 1 1 1 1 0 1 0 0 1 1 Peak Hour Factor 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 Percent Heavy Veh, % 2 1 50 100 2 0 0 0 0 0 0 3 Cap, veh/h 883 1395 831 117 1177 1061 29 10 0 84 0 72 Arrive On Green 0.13 0.74 0.00 0.05 1.00 0.00 0.02 0.02 0.00 0.05 -0.00 0.00 Sat Flow, veh/h 1774 1881 1120 905 1863 1680 1172 391 0 1827 0 1568 Grp Volume(v), veh/h 603 1230 0 1 422 0 4 0 0 65 0 0 Grp Sat Flow(s),veh/hAn 1774 1881 1120 905 1863 1680 1562 0 0 1827 0 1568 Q Serve(g_s), s 23.0 97.6 0.0 0.1 0.0 0.0 0.5 0.0 0.0 7.0 0.0 0.0 Cycle Q Clear(g-c), s 23.0 97.6 0.0 0.1 0.0 0.0 0.5 0.0 0.0 7.0 0.0 0.0 Prop In Lane 1.00 1.00 1.00 1.00 0.75 0.00 1.00 1.00 Lane Grp Cap(c), veh/h 883 1395 831 117 1177 1061 39 0 0 84 0 72 WC Ratlo(X) 0.68 0.88 0.00 0.01 0.36 0.00 0.10 0.00 0.00 0.77 0.00 0.00 Avail Cap(c_a), vshth 1113 1395 831 117 1177 1061 39 0 0 153 0 131 HCM Platoon Ratio 1.00 1.00 1.00 2.00 2.00 2.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Fj ter(I) 1.00 1.00 0.00 0.93 0.93 0.00 1.00 0.00 0.00 1.00 0.00 0.00 Uniform Delay (d), s/veh 7.6 19.3 0.0 25.5 0.0 0.0 95.3 0.0 0.0 94.3 0.0 0.0 Incr Delay (d2), slveh 1.2 8.3 0.0 0.0 0.8 0.0 1.4 0.0 0.0 26.3 0.0 0.0 Initial Q Delay(d3),slveh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile Back0fQ(50%),veh/In 11.4 53.4 0.0 0.0 0.3 0.0 0.2 0.0 0.0 4.2 0.0 0.0 LnGrp Delay(d),s/veh 8.8 27.6 0.0 25.5 0.8 0.0 96.7 0.0 0.0 120.6 0.0 0.0 LnGrp LOS A C C A F F Approach Vol, veh/h 1833 423 4 65 Approach Delay, s/veh 21.4 0.9 96.7 120.6 Approach LOS C A F F Timer 1 2 3 4 5 6 7 8 Assigned Phs 1 2 4 5 6 8 Phs Duration (G+Y+Rc), s 15.0 158.4 15.7 37.0 136.4 10.9 Change Period (Y+Rc), s 10.0 10.0 6.5 10.0 10.0 5.9 Max Green Setting (Gmax), s 5.0 140.9 16.7 53.0 92.9 5.0 Max Q Clear Time (g_c+11), s 2.1 99.6 9.0 25.0 2.0 2.5 Green Ext Time (p c), s 0.0 23.6 0.2 2.0 32.6 0.0 Intersection Summary HCM 2010 Ctrs Delay 20.6 HCM 2010 LOS C Breezy Hill 2023 No Build PM SyriCiiti 9 Report EPR Page 2 HCM 2010 Signalizes! Intersection Summary 4: N Milton & Rt 250 03101/2018 --ep -V 1e *-- Movement EBT EBR WBL WBT NBL NBR _ Lane Configurations + Traffic Volume (vehlh) 780 487 52 287 155 53 Future Volume (vehlh) 780 487 52 287 155 53 Number 2 12 1 6 7 14 Initial Q (Qb), veh 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 100 1 00 100 1.00 Parking Bus, Adj 1,00 1.00 1.00 1,00 1.00 1.00 Adj Sat Flow, vehlhlln 1881 1956 1759 1863 1956 1900 Adj Flow Rate. vehlh 830 396 55 305 165 9 Adj No. of Lanes 1 1 1 1 1 1 Peak Hour Factor 0.94 0.94 0.94 0.94 0.94 0.94 Percent Heavy Veh, % 1 1 8 2 1 0 Cap. vehlh 1125 995 428 1371 203 176 Amve On Green 100 100 006 074 011 011 Sat Flow. vehlh 1881 1653 1675 1863 1863 1615 Grp Volume(v), veWh 830 396 55 305 165 9 Grp Sat Flow(s),vehlhlln1881 1663 1675 1863 1863 1615 Q Serve(g_s), s 00 0.0 1.1 5.2 8.7 05 Cycle Q Clear(g_c), s 0.0 0.0 1.1 5.2 8.7 0.5 Prop In Lane 100 100 100 100 Lane Grp Cap(c), vehlh 1125 995 428 1371 203 176 VIC Ratio(X) 0.74 040 013 022 0.81 0.06 Avail Cap(c a), vehlh 1125 995 428 1371 266 231 HCM Platoon Ratio 200 2.00 1.00 100 100 1-00 Upstream Filter(I) 0.28 0.28 1.00 1.09 1.00 1.W Uniform Delay (d), slveh 0 0 00 54 4.2 436 399 incr Delay (d2), slveh 1.3 0.3 0.1 0.4 15.4 0.2 Initial Q Delay(d3),slveh 0.0 0.0 00 00 0.0 0.0 %ile BackOfQ(50%),veh/lr0.4 0.1 0.5 2.8 5.3 0.2 LnGrp Aelay(d).s/veh 13 0.3 5.5 4.5 59-0 401 LnGrp LOS A A A A E D Approach Vol, vehlh 1226 360 174 .... .... . .... Approach Delay, slveh 1.0 4.7 58.0 Approach LOS A A E Timer r 2 3 4 5 _.�..�._ 6 7 8 Assigned Phs � 1 2 4 6 Phs Duration (G+Y+Rc), t33.8 67.6 18.6 81.4 Change Period (Y+Rc), s 7.8 78 ' 7 7 78 Max Green Setting (Gma*d 56.4 ' 14 70.2 Max Q Clear Time (g c+11),'b 20 107 72 Green Ext Time (p-c), s 0.0 K2 0.2 21.1 Intersection Summary-- HCM 2010 Ctrl Delay 7.4 HCM 2010 LOS A Breezy Hill 2023 No Build PM Synchro 9 Report EPR Page 3 HCM 2010 TWSC 1: Running Deer & Rt 250 03/01/2018 Intersection - - - — Int Delay, slveh 2.3 Movement EBT EBR WBL WBT NBL NBR Lane Configurations g "' ,:� Traffic Vol, vehlh 153 20 8 252 74 18 Future Vol, vehlh 153 20 8 252 74 18 Conflicting Peds, #Ihr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length 260 - 0 Veh in Median Storage, # 0 - 0 0 - Grade, % 0 0 0 - Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 8 20 0 9 8 9 Mvmt Flow 166 22 9 274 80 20 Major/Minor Ma'orl M 'or2 Minorl Conflicting Flow All 0 0 166 0 457 166 Stage 1 - - 166 - Stage 2 - 291 - Critical Hdwy 4.1 - 6.48 6.29 Critical Hdwy Stg 1 - - 5.48 - Critical Hdwy Stg 2 - - 5.48 - Follo►n-up Hdwy - 2.2 - 3.572 3.381 Pot Cap-1 Maneuver - - 1424 - 551 860 Stage 1 - - 849 - Stage 2 - - 746 - Platoon blocked, % - - Mov Cap-1 Maneuver - 1424 - 547 860 Mov Cap-2 Maneuver - - - 547 Stage 1 - - 849 Stage 2 - 740 Approach ES WB NB HCM Control Delay, s 0 0.2 12.4 HCM LOS B Minor LanelMaior Mvmt NBLn1 EBT EBR WBL WBT Capacity (veh1h) 589 1424 HCM Lane VIC Ratio 0.17 0.006 HCM Control Delay (s) 12.4 7.5 0 HCM Lane LOS B A A HCM 95th 46tife Q(veh) 0.6 0 Breezy Hill TIA 2023 Build AM Synchro 9 Report EPR Page 1 HCM 2010 TWSC 2: Site Entrance & Rt 250 00112018 Intersection Int Delay, slveh Movement 1.3 EBT EBR WBL WBT NBL NBR Lane Configurations A r :4 Y Traffic Vol. vehlh 167 15 3 323 48 6 Future Vol; vehlh 167 15 3 323 48 6 Conflicting Peds, Whr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized None - None - None Storage Length - 300 0 - Veh in Median Storage, # 0 0 0 Grade, °% 0 0 0 Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, °% 2 2 2 2 2 2 Mvmt Flow 182 16 3 351 52 7 Major,'Mmor _ - - Malor i - Malor2 _ _Min_ or7 Conflicting Flow All 0 0 182 0 540 182 Stage 1 - 182 Stage 2 - 358 Critical Hdwy 4.12 - 6.42 6-22 Critical Hdwy Stg 1 5.42 Critical Hdwy Stg 2 - 542 Follow-up Hdwy 2,218 3.518 3.318 Pot Cap-1 Maneuver 1393 - 503 861 Stage 1 - 849 - Stage 2 - 707 - Platoon blocked. °% Mov Cap-1 Maneuver 1393 - 501 861 Mov Cap-2 Maneuver 501 Stage 1 849 Stage 2 705 Approach EB WB NB HCM Control Delay, s 0 01 127 HCM LOS B Minor Lane/Maior Mvmt NBLn1 EBT EBR WBL WBT Capacity (vehlh) 525 - 1393 - HCM Lane VIC Ratio 0.112 - 0.002 - HCM Control Delay (s) 12.7 - 76 0 HCM Lane LOS B - A A HCM 95th %tile Q(veh) 04 - 0 Breezy Hill TIA 2023 Build AM Synchro 9 Report EPR Page 2 HCM 2010 Signalized Intersection Summary 3: Quar /Rt 22 & Rt 250 03/01/2018 --4 --. fe *-- i' Movement EBL EST EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations + t! + F 4 OT '.*' Traffic Volume (veh/h) 202 330 12 18 972 62 12 1 2 53 0 520 Future Volume (veh/h) 202 330 12 18 972 62 12 1 2 53 0 520 Number 5 2 12 1 6 16 3 8 18 7 4 14 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A-pbT) 1.00 1.00 100 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow,vehmlfn 1827 1845 1275 1086 1881 1937 1900 1103 1900 1900 1882 1881 Adj Flow Rate, veh/h 222 363 0 20 1068 0 13 1 0 58 0 0 Adj No. of Lanes 1 1 1 1 1 1 0 1 0 0 1 1 Peak Hour Factor 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 Percent Heavy Veh, % 4 3 55 75 1 2 0 0 0 0 0 1 Cap, veh/h 343 1129 664 258 913 799 38 3 0 110 01 98 Arrive On Green 0.17 0.61 0.00 0.08 0.97 0.00 0.04 0.04 0.00 0.06 0.00 0.00 Sat Flow, veh/h 1740 1845 1084 1034 1881 1647 979 75 0 1792 0 1599 Grp Volume(v), veh/h 222 363 0 20 1068 0 14 0 0 58 0 0 Grp Sat Flow(s),vehthAn 1740 1845 1084 1034 1881 1647 1054 0 0 1792 0 1599 Q Serve(g_s), s 11.1 12.3 0.0 1.4 63.1 0.0 1.7 0.0 0.0 4.1 0.0 0.0 Cycle Q Clear(g_c), s 11.1 12.3 0.0 1.4 63.1 0.0 1.7 0.0 0.0 4.1 0.0 0.0 Prop In Lane 1.00 1.00 1.00 1.00 0.93 0.00 1.00 1.00 Lane Grp Cap(c), veh/h 343 1129 664 258 913 799 41 0 0 110 0 98 WC Ratio(X) 0.65 0.32 0.00 0.08 1.17 0.00 0.35 0.00 0.00 0.53 0.00 0.00 Avail Cap(c_a), veh/h 343 1129 664 258 913 799 41 0 0 338 0 301 HCM Platoon Ratio 1.00 1.00 1.00 2.00 2.00 2.00 1.00 1.00 1.00 1.00 1,00 1.00 Upstream Filter(i) 1.00 1.00 0.00 0.42 0.42 0.00 1.00 0.00 0.00 1.00 0.00 0.00 Uniform Delay (d), slveh 48.5 12.2 0.0 21.9 1.9 0.0 60.9 0.0 0.0 59.2 0.0 0.0 Incr Delay (d2), slveh 4.2 0.8 0.0 0.1 81.6 0.0 6.0 0.0 0.0 8.1 0.0 0.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile Back0fQ(50%),veh/In 7.7 6.5 0.0 0.4 36.4 0.0 0.6 0.0 0.0 2.3 0.0 0.0 LnGrp Delay(d),slveh 52.7 12.9 0.0 22.0 83.5 0.0 66.9 0.0 0.0 67.2 0.0 0.0 LnGrp LOS D B C F E E Approach Vol, vehm 585 1088 14 58 Approach Delay, shreh 28.0 82.4 66.9 67.2 Approach LOS C F E E Timer 1 2 3 4 5 6 7 8 Assigned Phs 1 2 4 5 6 8 Phs Duration (G+Y+Rc), s 15.0 89.6 14.5 31.5 73.1 10.9 Change Period (Y+Rc), s 10.0 10.0 6.5 10.0 10.0 5.9 Max Green Setting (Gmax), s 5.0 63.1 24.5 5.0 63.1 5.0 Max Q Clear Time (g_c+l1), s 3.4 14.3 6.1 13.1 65.1 3.7 Green Ext Time (p c), s 0.0 3.2 0.4 0.0 0.0 0.0 Intersection Summary HCM 2010 Ctrl Delay 63.5 HCM 2010 LOS E Breezy Full TIA 2023 Build AM Syn chro 9 R@pWL EPR Page 3 HCM 2010 Signalized Intersection Summary 4: N Milton & Rt 250 03/01/2018 Movement EBT EBR WBL WBT NBL NBR Lane Configurations + r + Vi r Traffic Volume (vehih) 214 164 133 625 435 60 Future Volume (vehih) 214 164 133 625 435 60 Number 2 12 1 6 7 14 Initial Q (Qb), veh 0 0 0 0 0 0 Pad -Bike Adj(A_pbT) 1.00 100 100 100 Parking Bus. Adj 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, vehlhfln 1827 1918 1810 1845 1956 1681 Adj Flow Rate, vehih 240 49 149 702 489 24 Adj No of Lanes 1 1 1 1 1 1 Peak Hour Factor 0.89 0.89 0.89 0.89 0.89 0.89 Percent Heavy Veh, % 4 3 5 3 1 13 Cap, vehih 422 376 379 817 593 455 Arrive On Green 0.08 008 0.09 044 0.32 0.32 Sat Flow, vehih 1827 1631 1723 1845 1863 1429 Grp Volume(v), vehih 240 49 149 702 489 24 Grp Sat Flow(s),vehlh/10827 1631 1723 1845 1863 1429 Q Serve(g_s), s 82 18 4.0 22,2 158 0.8 Cycle Q Clear(g_c). s 82 1.8 4.0 22.2 16.8 0.8 Prop 1n Lane 1.00 100 1.00 100 Lane Grp Cap(c), vehih 422 376 379 817 593 455 V/C Ratio(X) OW 0.13 0.39 086 0.82 005 Avai; Cap(c_a), vehih 422 376 379 817 593 455 HCM Platoon Ratio 0.33 033 100 100 1.00 100 Upstream Filter(I) 0.92 0.92 1.00 1.00 1.00 1.00 Uniform Delay (d), siveh 26.9 239 15.8 16.3 20.5 154 Incr Delay (d2), siveh 2.1 0.2 0.5 9.4 12.3 0.2 Initial Q Delay(d3),sfveh 0 0 00 0-0 00 0.0 O.O °file 6ackQfQ(50%).vehhr4.4 0.8 1.9 13.2 10.0 0.3 LnGrp Delay(d),sfveh 290 241 163 257 328 156 LnGrp LOS _ C C ---� B C_ C B Approach Vol, vehih 289 851 513 Approach Delay, stveh 28.2 24.0 32.0 Approach LOS C C C Timer Assigned Phs 1 2 4 6 Phs Duration (G+Y+Rc), t;3.8 22.8 28A 36.6 Change Period (Y+Rc), s 7 8 78 * 7.7 78 Max Green Setting (Gma)*& 15.0 ` 21 28.8 Max 0 Clear Time (g_c+l11,03 102 178 242 Green Ext Time (p-c), s 0.0 3.0 0.8 2.9 Intersection Summary HCM 2010 Ctrl Delay 27.2 HCM 2010 LOS C Notes Breezy Hill TIA 2023 Build AM EPR Synchro 9 Report Page 4 HCM 2010 TWSC 1: Running Deer & Rt 250 03/01/2018 Intersecction Int Delay, slveh 1.4 Movement EBT EBR WBL WBT NBL NBR —_ Lane Configurations t r' Traffic Vol, vehlh 480 89 10 168 49 13 Future Vol, veh/h 480 89 10 168 49 13 Conflicting Peds, Xhr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized None None - None Storage Length 260 - 0 - Veh in Median Storage, # 0 0 0 - Grade, % 0 0 0 - Peak Hour Factor 93 93 93 93 93 93 Heavy Vehicles, % 3 16 0 10 24 14 Mvmt Flow 616 96 11 181 53 14 Major/Minor Ma'orl M 'or2 Minorl Conflicting Flow All 0 0 516 0 718 516 Stage 1 - - 516 - Stage 2 - 202 Critical Hdwy 4.1 - 6.64 6.34 Critical Hdwy Stg 1 - - 5.64 - Critical Hdwy Stg 2 - 5.64 - Follow up Hdwy 2.2 - 3.716 3.426 Pot Cap-1 Maneuver 1060 - 365 536 Stage 1 - 557 - Stage 2 - - 782 - Platoon blocked, % Mov Cap-1 Maneuver 1060 - 361 536 Mov Cap-2 Maneuver 361 - Stage 1 557 - Stage 2 773 Approach EB WB NB HCM Control Delay, s 0 0.5 16.2 HCM LOS C Minor LanelMajor Mvmt NBLn1 EBT EBR WBL WBT Capacity (vehlh) 388 - - 1060 - HCM Lane V/C Ratio 0.172 0.01 HCM Control Delay (s) 16.2 - 8.4 0 HCM Lane LOS C A A HCM 95th %tile Q(veh) 0.6 0 - Breezy Hill 2023 Build PM Synchro 9 Report EPR Page i HCM 2010 TWSC 2: Site Entrance & Rt 250 03101/2018 Intersection Int Delay, slveh 0.8 EBT EBR WBL WBT NBL NBR _Movement - - Lane Configurations + r *T Y _ Traffic Vol, vehlh 564 53 8 210 30 5 Future Vol. vehlh 564 53 8 210 30 5 Conflicting Peds, #Ihr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized None None - None Storage Length 300 0 - Veh in Median Storage, # 0 0 0 Grade, % 0 0 0 Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 613 58 9 228 33 5 MajortMinor Majorl MaIW _ T Minorl _ Conflicting Flow All 0 0 613 0 859 613 Stage 1 - - 613 - Stage 2 246 - Critical Hdwy 4.12 - 642 622 Critical Hdwy Stg 1 - 5.42 Critical Hdwy Stg 2 - 542 - Follow-up Hdwy 2.218 - 3.518 3.318 Pot Cap-1 Maneuver 966 - 327 492 Stage 1 541 Stage 2 - - 795 - Platoon blocked, % - - Mov Cap-1 Maneuver - 966 - 323 492 Mov Cap-2 Maneuver - 323 Stage 1 - - 541 Stage 2 - 786 Approach EB WB NB HCM Control Delay, s 0 03 169 HCM LOS C Minor Lane/Maior Mvmt NBLn1 EBT EBR WBL WBT Capacity (vehlh) 340 966 HCM Lane WC Ratio 0.112 0,009 HCM Control Delay (s) 16.9 88 0 HCM Lane LOS C A A HCM 95th %tile Q(veh) 04 0 Breezy Hill 2023 Build PM Synchro 9 Report EPR Page 2 HCM 2010 Signalized Intersection Summary 3: Quar IRt 22 & Rt 250 03/01/2018 --W Ir 4-k 4Nti Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations I ♦ F I + r 4 4 if Traffic Volume (veh1h) 561 1245 2 1 444 50 3 1 6 62 0 268 Future Volume (vehlh) 561 1245 2 1 444 50 3 1 6 62 0 268 Number 5 2 12 1 6 16 3 8 18 7 4 14 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A-pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, vehlhAn 1863 1881 1317 950 1863 1976 1900 1621 1900 1900 1918 1845 Adj Flow Rate, vehih 603 1339 0 1 477 0 3 1 0 67 0 0 Adj No. of Lanes 1 1 1 1 1 1 0 1 0 0 1 1 Peak Hour Factor 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 Percent Heavy Veh, % 2 1 50 100 2 0 0 0 0 0 0 3 Cap,vehm 852 1393 829 79 1174 1059 29 10 0 86 0 74 Arrive On Green 0.14 0.74 0.00 0.05 1.00 0.00 0.02 0.02 0.00 0.05 0.00 0.00 Sat Flow, vehlh 1774 1881 1120 905 1863 1680 1172 391 0 1827 0 1568 Grp Volume(v), vehlh 603 1339 0 1 477 0 4 0 0 67 0 0 Grp Sat Flow(s),veh/hAn 1774 1881 1120 905 1863 1680 1562 0 0 1827 0 1568 Q Serve(g s), s 23.1 128.1 0.0 0.1 0.0 0.0 0.5 0.0 0.0 7.3 0.0 0.0 Cycle Q Clear(g_c), s 23.1 128.1 0.0 0.1 0.0 0.0 0.5 0.0 0.0 7.3 0.0 0.0 Prop In Lane 1.00 1.00 1.00 1.00 0.75 0.00 1.00 1.00 Lane Grp Cap(c), vehlh 852 1393 829 79 1174 1059 39 0 0 86 0 74 V/C Ratio(X) 0.71 0.96 0.00 0.01 0.41 0.00 0.10 0.00 0.00 0.77 0.00 0.00 Avail Cap(c a), vehth 1082 1393 829 79 1174 1059 39 0 0 153 0 131 HCM Platoon Ratio 1.00 1.00 1.00 2.00 r-c- 2.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 0.00 0.92 31 0.00 1.00 0.00 0.00 1.00 0.00 0.00 Uniform Delay (d), s/veh 7.7 23.3 0.0 39.1 0.0 0.0 95.3 0.0 0.0 94.2 0.0 0.0 Incr Delay (d2), s/veh 1.5 16.4 0.0 0.1 1.0 0.0 1.4 0.0 0.0 26.3 0.0 0.0 Initial Q Delay(d3),slveh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %Ile BackOfQ(50%),vehlln 11.4 72.2 0.0 0.0 0.3 0.0 0.2 0.0 0.0 4.3 0.0 0.0 LnGrp Delay(d),slveh 9.2 39.8 0.0 39.2 1.0 0.0 96.7 0.0 0.0 120.5 0.0 0.0 LnGrp LOS A D D A F F Approach Vol, vehlh 1942 478 4 67 Approach Delay, s/veh 30.3 1.0 96.7 120.5 Approach LOS C A F F Timer 1 2 3 4 5 6 7 8 Assigned Phs 1 2 4 5 6 8 Phs Duration (G+Y+Rc), s 15.0 158.1 16.0 37.1 136.1 10.9 Change Period (Y+Rc), s 10.0 10.0 6.5 10.0 10.0 5.9 Max Green Setting (Gmax), s 5.0 140.9 16.7 53.0 92.9 5.0 Max Q Clear Time (g_c+ll ), s 2.1 130.1 9.3 25.1 2.0 2.5 Green Ext Time (p c), s 0.0 9.3 0.2 2.0 43.1 0.0 Intersection Summary HCM 2010 Ctrl Delay 27.2 -� HCM 2010 LOS C Breezy Hill 2023 Build PM Synchro 9 Report EPR Page 3 HCM 2010 Signalized Intersection Summary 4: N Milton & Rt 250 03/01/2018 --O� 4" ■--- a 01 Movement EBT EBR WBL WBT NBL NBR Lane Configurations + r + r Traffic Volume (vehlh) 884 487 56 344 155 56 Future Volume (veh1h) 884 487 56 344 155 56 Number 2 12 1 6 7 14 Initial Q (Qb), veh 0 0 0 0 0 0 Ped-BikeAdj(A_pbT) 1.00 100 100 1.00 Parking Bus. Adj 1.00 1.00 1.00 1.00 1,00 1.00 Adj Sat Flow, vehmlln 1881 1956 1759 1863 1956 1900 Adj Flow Rate. vehlh 940 411 60 366 165 10 Adj No of Lanes 1 1 1 1 1 1 Peak Hour Factor 0.94 0.94 0.94 0.94 0.94 0.94 Percent Heavy Veh, % 1 1 8 2 1 0 Cap. vehlh 1 125 995 400 1371 203 176 Arrive On Green 100 100 0.06 0.74 0.11 0.11 Sat Flow, vehlh 1881 1663 1675 1863 1863 1615 Grp Volume(v), vehlh 940 411 60 366 165 10 Grp Sal Flow(s);veWhiln1881 1663 P675 1663 1863 1615 Q Serve(g_s), s 0.0 00 1.2 6.5 87 06 Cycle Q Clear(g_c), s 0.0 0.0 1.2 6.5 8.7 0.6 Prop In Lane 100 100 1.00 1.00 Lane Grp Cap(c), vehlh 1125 995 400 1371 203 176 VIC RaW(X) 0.84 041 015 027 0.81 006 Avail Cap(c_a). vehlh 1125 995 400 1371 266 231 HCM Platoon Ratio 200 2.00 1.00 100 100 100 Upstream Filter(I) 0.10 0.10 1.00 1.00 1.00 1.00 Uniform Delay (d), slveh 0.0 00 54 4.3 436 39.9 Incr Delay (d2), slveh 0.8 0.1 0.1 0.5 15.4 0.2 Initial Q Delay(d3),sfveh 0.0 0.0 00 00 0.0 00 %ile BackOfQ(50%),veh11r0.2 0.0 0,6 3A 5.3 0.3 LnGrp De1ay(d),slveh 0.8 01 55 4.8 590 40.1 LnGrp LOS A A A E D _ Approach Vol, vehlh _A 1351 T 426 175 Approach Delay, slveh 0.6 4.9 57.9 Approach LOS A A E Timer Assigned Phs 1 2 4 6 Phs Duration (G+Y+Rc). t3.8 67.6 18.6 81.4 Change Penod (Y+Rc), s 7 8 78 * 7 7 78 Max Green Setting (Gma*% 56.4 * 14 70.2 Max Q Clear Time (g_c+115.2; 20 10-7 8.5 Green Ext Time (p-c). s 0.0 25.4 0.2 26.7 Intersection Summary HCM 2010 Ctrl Delay 6.7 HCM 2010 LOS A Notes Breezy Hill 2023 Build PM Synchro 9 Report EPR Page 4 EPRPc EPR, PAC. "ENGINEERING & PLANNING RESOURCES" 637 BERKMAR CIRCLE, CHARLOTTESVILLE, VA 22901 Appendix D SimTraffic Analysis Outputs Queuing and Blocking Report Existing AM 0212712018 Intersection: 1: Running Deer & Rt 250 Movement WB NB Directions Served LT LR Maximum Queue (ft) 10 59 Average Queue (ft) 0 22 95th Queue (ft) 5 49 Link Distance (ft) 933 629 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) Storage Blk Time (%) Queuing Penalty (veh) Intersection: 3: Quarry/Rt 22 & Rt 250 MovementEBEB-ks-. EB WB WB WB NB SB Directions Served L T R L T R LTR LT Maximum Queue (ft) 186 180 51 303 825 300 88 75 Average Queue(ft) 79 73 5 24 371 58 20 12 95th Queue (ft) 143 142 28 144 775 231 63 45 Link Distance (ft) 432 432 898 551 Upstream Blk Time (%) 1 Queuing Penalty (veh) 11 Storage Bay Dist (ft) 430 330 300 800 Storage Bik Time (%) 0 19 0 Queuing Penalty (veh) 0 12 1 Intersection: 4: N Milton & Rt 250 Movement EB Directions Served T Maximum Queue (ft) 207 Average Queue (ft) 67 951h Queue (ft) 146 Link Distance (ft) 898 Upstream Blk Time Queuing Penalty (veh) Storage Bay Dist (ft) Storage Blk Time (%) 1 Queuing Penalty (veh) 1 Breezy Hill TIA ES WB WB NB R ' T , 130 180 386 362 107 45 75 196 149 12 98 170 343 293 65 664 1057 130 180 325 0 0 12 1 0 0 0 11 1 0 SimTraftic Report Page 1 Queuing and Blocking Report Existing PM 02►2712018 Intersection: 1: Running Deer & Rt 250 Movement WB NB Directions Served LT LR Maximum Queue (ft) 10 63 Average Queue (ft) 0 19 95th Queue (ft) 6 51 Link Distance (ft) 933 629 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) Storage Blk Time (%) Queuing Penalty (veh) Intersection: 3: Quarry/Rt 22 & Rt 250 Movement EB E.EEB B15 B15 WB WB WB NB SB Directions Served L T R T T L T R LTR LT Maximum Queue (ft) 411 521 110 335 406 15 275 83 66 58 Average Queue (ft) 183 374 4 37 68 1 120 9 11 8 95th Queue (ft) 328 565 59 241 303 8 231 49 40 33 Link Distance (ft) 432 432 808 808 898 551 Upstream Blk Time (%) 0 13 0 Queuing Penalty (veh) 0 0 0 Storage Bay Dist (ft) 430 330 300 800 Storage Blk Time (%) 13 0 0 0 Queuing Penally (veh) 0 0 0 0 Intersection: 4: N Milton & Rt 250 Movement EB EB WB WB NB NB Directions Served T R L T L R Maximum Queue (ft) 636 130 58 110 212 40 Average Queue (ft) 330 110 15 28 91 8 95th Queue (ft) 590 170 43 75 172 24 Link Distance (ft) 898 664 1057 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) 130 180 325 Storage Blk Time (%) 15 1 0 Queuing Penalty (veh) 66 8 0 Breezy Hill SimTraffic Repwrt EPR Page 1 Queuing and Blocking Report 2023 No Build AM Intersection: 1: Running Deer & Rt 250 Movement WB A NB Directions Served LT LR Maximum Queue (ft) 13 60 Average Queue (ft) 0 24 95th Queue (ft) 6 50 Link Distance (ft) 933 629 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) Storage Blk Time (%) Queuing Penalty (veh) Intersection: 3: Quarrv/Rt 22 & Rt 250 Movement EB EB EB WB WS WB NB SB SB Directions Served L T R L T R LTR LT R Maximum Queue (ft) 324 237 60 329 932 300 108 91 6 Average Queue (ft) 151 104 5 43 789 117 22 17 0 95th Queue (ft) 274 187 28 212 1208 347 72 56 5 Link Distance (ft) 432 432 898 551 1051 Upstream Blk Time 23 Queuing Penalty (veh) 220 Storage Bay Dist (ft) 430 330 300 800 Storage Blk Time (%) 0 48 0 Queuing Penalty (veh) 1 37 4 Intersection: 4: N Milton & Rt 250 Movement EB EB WB WB NB NB Directions Served T R L T L R Maximum Queue (ft) 181 129 180 579 1089 325 Average Queue (ft) 74 49 117 349 740 143 95th Queue (ft) 140 99 232 605 1399 398 Link Distance (ft) 898 664 1057 Upstream Blk Time (%) 0 47 Queuing Penalty (veh) 0 0 Storage Bay Dist (ft) 130 180 325 Storage Blk Time (%) 0 0 47 59 1 Queuing Penalty (veh) 2 0 2 M 34 3 Breezy Hill TIA EPR 03/01/2018 SimTraffic Report Page 1 Queuing and Blocking Report 2023 No Build PM 03/01/2018 Intersection: 1: Running Deer & Rt 250 Movement WB NB Directions Served LT _ LR Maximum Queue (ft) 10 72 Average Queue (ft) 0 23 95th Queue (ft) 5 58 Link Distance (ft) 933 629 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) Storage Blk Time (%) Queuing Penalty (veh) Intersection: 3: Quarrv/Rt 22 & Rt 250 Movement —::--EB LBO 815 815 WB WS WB NB SB Directions Served L T R T T L T R LTR LT Maximum Queue (ft) 493 525 78 836 839 18 385 220 64 164 Average Queue (ft) 217 445 4 441 500 1 139 21 14 46 95th Queue (ft) 395 651 70 1096 1096 9 299 108 46 124 Link Distance (ft) 432 432 808 808 898 651 Upstream Blk Time (%) 1 28 0 13 24 -- Queuing Penally (veh) 0 0 0 0 0 Storage Bay Dist (ft) 430 330 300 800 Storage Blk Time (%) 28 0 1 0 Queuing Penalty (veh) 1 0 0 0- Intersection: 4: N Milton & Rt 250 Movement EB EB WB WB —NB,NB Directions Served T R L T L R Maximum Queue (ft) 938 130 99 135 214 60 Average Queue(ft) 750 116 31 43 90 13 95th Queue (ft) 1189 172 70 101 167 36 Link Distance (ft) 898 664 1057 Upstream Blk Time (96) 7 Queuing Penalty (veh) 80 Storage Bay Dist (ft) 130 180 325 Storage Blk Time (%) 28 2 0 Queuing Penalty (veh) 134 14 0 Network Summary Network We Queuing Penalty, 229 Breezy Hill SimTratfic Report EPR Page 1 Queuing and Blocking Report 2023 Build AM 03101/2018 Intersection: 1: Running Deer & Rt 250 Movement WB NB — —_ — _ Directions Served LT LR Maximum Queue (ft) 25 74 Average Queue (ft) 1 35 95th Queue (ft) 12 62 Link Distance (ft) 933 629 Upstream Blk Time (%) Queuing penalty (veh) Storage Bay Dist (ft) Storage Blk Time (%) Queuing Penalty (veh) Intersection: 2: Site Entrance & Rt 250 Movement}4VB NB — Directions Served LT LR Maximum Queue (ft) 3 54 Average Queue (ft) 0 21 95th Queue (ft) 2 41 Link Distance (ft) 673 221 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) Storage Blk Time (%) Queuing Penalty (veh) Intersection: 3: Quarry/Rt 22 & Rt 250 Movement EB EB EB B15 WB WB WB NB SB Directions Served L T R T L T R LTR LT Maximum Queue (ft) 412 258 51 17 329 932 300 120 86 Average Queue (ft, 205 107 5 1 41 836 123 26 15 95th Queue (ft) 394 193 27 13 210 1203 357 80 51 Link Distance (ft) 432 432 808 898 551 Upstream Blk Time 3 25 Queuing Penalty (veh) 0 263 Storage Bay Dist (ft) 430 330 300 800 Storage Blk Time (%) 0 51 0 Queuing Penalty (veh) 1 41 5 Breezy Hill TIA ShTraffic Report EPR Page Queuing and Blocking Report 2023 Build AM 03101/2018 Intersection: 4: N Milton & Rt 250 Movement EB EB WB WB NB NB Directions Served T R L T L R Maximum Queue (ft) 219 130 180 625 1109 325 Average Queue (ft) 84 53 130 402 790 167 95th Queue (ft) 166 110 240 634 1420 425 Link Distance (ft) 898 664 1057 Upstream Blk Time (%) 0 54 Queuing Penalty (veh) 1 0 Storage Bay Dist (ft) 130 180 325 Storage Blk Time (%) 2 0 0 54 64 1 Queuing Penalty (veh) 3 0 3 71 38 4 Breezy Hill TIA Sim I raffic Report EPR Page 2 Queuing and Biocxing Report 2023 Build PM 03/01/2018 Intersection: 1: Running Deer & Rt 250 Movement WB NB Directions Served LT LR Maximum Queue (ft) 33 94 Average Queue (ft) 3 36 95th Queue (ft) 17 73 Link Distance (ft) 933 629 Upstream Blk Time (°%) Queuing Penalty (veh) Storage Bay Dist (ft) Storage Blk Time (%) Queuing Penalty (veh) Intersection: 2: Site Entrance & Rt 250 Movement WB NB �^ Directions Served LT LR Maximum Queue (ft) 32 55 Average Queue (ft) 2 18 95th Queue (ft) 16 41 Link Distance (ft) 673 215 Upstream Blk Time (°%) Queuing Penalty (veh) Storage Bay Dist (ft) Storage Blk Time (%) Queuing Penalty (veh) Intersection: 3: Quarry/Rt 22 & Rt 250 Movement EB EB EB B16 B15 WB WB WB NB SB Directions Served L T R T T T R LTR LT Maximum Queue (ft) 493 527 67 840 855 21 420 256 76 152 Average Queue (ft) 238 469 2 674 693 1 173 25 13 51 95th Queue (ft) 443 633 40 1190 1171 10 358 127 51 128 Link Distance (ft) 432 432 808 808 898 551 Upstream Blk Time (ib) 3 34 0 26 45 Queuing Penalty (veh) 0 0 0 0 0 Storage Bay Dist (ft) 430 330 300 800 Storage Blk Time (°%) 34 0 2 0 Queuing Penalty (veh) 1 0 1 0 Breezy Hill SimTraffic Report EPR Page 1 Queuing and Blocking Report 2023 Build PM Intersection: 4: N Milton & Rt 250 03/01/2018 Movement EB EB Wd WB NB NS Directions Served T R L T L R Maximum Queue (ft) 939 130 106 162 194 58 Average Queue (ft) 813 112 35 58 93 16 95th Queue (ft) 1187 172 78 127 164 41 Link Distance (ft) 898 664 1057 Upstream Blk Time (%) 8 Queuing Penalty (veh) 108 Storage Bay Dist (ft) 130 180 325 Storage Blk Time (%) 30 2 0 0 Queuing Penalty (veh) 144 14 0 0 Breezy Hill Sim ► rai8c Report EPR Page 2 EPR, P,C. "ENGINEERING & PLANNING RESOURCES" EPlb)c 637 BERKMAR CIRCLE, CHARLOTTESVILLE, VA 22901 Appendix E Turn Lane Warrant Sheets Warrant for Left -Turn Storage Lanes on Two -Lane Highway Project: Breezy Hill (2018 Existing) Intersection: Route 250/Running Deer Approach Direction: Westbound Peak Hour: AM Peak Hour Left Turns (Vd: 4 vph Advancing Volume (VA): 201 vph Opposing Volume (Vo): 108 vph Operating/Design Speed (V): 60 mph • Left Turns in VA (L): 5% (Calculated Value: 2.0%) • Trucks in VL: 0% Conclusion: No Left Turn Lane Required 800 ►OR, 2 600 W 500 J O 400 0 _z 300 U) [L 200 aL O 0 100 u 200 400 600 800 1000 VA ADVANCING VOLUME ( PH) Warrant for Left -Turn Storage Lanes on Two -Lane Highway Project: Breezy Hill (2018 Existing) Intersection: Route 250/Running Deer Approach Direction: Westbound Peak Hour: PM Peak Hour Left Turns (Vd: 2 vph Advancing Volume (VA): 91 vph Opposing Volume (Vo): 414 vph Operating/Design Speed (V): 60 mph % Left Turns in VA (L): 5% (Calculated Value: 2.2%) % Trucks in VL: 0% Conclusion: No Left Turn Lane Required 800 riff 600 W j 500 J 0 400 0 Z 300 07 pQ- 200 d O 0 100 ■■■■ MEMO ■[1■■■■■MEMO OEM ■■■■■■■ ■ ■■■■■.�■■■[1■■■■■■.■■�■■■■■■■■V = .0 .::d■ ■■■■■■■■■■■ti■■■■■■■■■■■■■■■■■■.■■■.■■■■■■■■■■.■■ ■■■■■■■■■■■■■►1%Emm ■■■■■■■■■■■■■�'■■■.■■■■■■■■■■iEEMNOM■■BEEM■ii::::: O M iiiiiiOMEMMEMMEME Nnpmw- - -. NN NN NN NI U 200 400 600 800 1000 VA ADVANCING VOLUME (VPH) Warrant for Left -Turn Storage Lanes on Two -Lane Highway Project: Breezy Hill (2023 No Build) Intersection: Route 250/Running Deer Approach Direction: Westbound Peak Hour: AM Peak Hour Left Turns (VL): 4 vph Advancing Volume (VA): 253 vph Opposing Volume (Vo): 153 vph Operating/Design Speed (V): 60 mph % Left Turns in VA (1): 5% (Calculated Value: 1.6%) % Trucks in V,: 0% Conclusion: No Left Turn Lane Re uired 800 1;1� 2 600 W 500 J 0 400 0 z 300 U) cL 200 a O o 100 200 400 600 800 1000 VA ADVANCING VOLUME (VPH) Warrant for Left -Turn Storage Lanes on Two -Lane Highway Project: Breezy Hill (2023 No Build) Intersection: Route 250/Running Deer Approach Direction: Westbound Peak Hour: PM Peak Hour Left Turns (Vd: 2 vph Advancing Volume (VA): 163 vph Opposing Volume (Vo): 510 vph Operating/Design Speed (V): 60 mph • Left Turns in VA (L): 5% (Calculated Value: 1.2%) % Trucks in VL: 0% Conclusion: No Left Turn Lane Required ►ifIe 2 j 600 W j 500 J 0 400 Z 300 Fn cL 200 OL O 0 100 MEMO ■=0MAMM■■■■MEMO ■■■■■■■■■ ■ ■■■■■q■ MEMO■■■■■■■■■ ■ MEMO MEMO ■■11■■■■■■■E■■■M■M■■■■ th ■ ■■■■■■■■■■MMMMM■■MM■■■MO■■O■■ M ■■■MO■■■■■&■■■■■■M■■■■■MM■■■■ ■ ■■M■■■■M■■■fflMMMMMM■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■ ■■■■■M■■■■■UMMMM■q■■■■■■■■■■■q■■■■■■■■■■M■■■■■ ■■■■■■■■■■■f'■■■■■q■■■■■M■■■■■M■■■■■■■■■■■M■■■■■ ■■■■■■■■■■■■■M■■■q■■■■O■■■■■■q■■■■■■■■■■■■■■■■ ■■■■■■■■M■■■■►1■ ■■■■■■■■■■■Mq■■■■■■■MOM■■■■■■■ ■■■■■q■■■■■■K ■■■■■■■■■■■MM■■■■■■■MMM■M■■■■■■ ■■■■■■■M■■■■MM1 ■■■■■■■■■■■M■■■■■M■■■■M■■■■MM■ ■M■■■M■■■■■M■■W ■■■■■■■MOM■ME■■MM■■M■M■■■■■■■■ ■■■■■■■■■■■■■■■� ■■■■■■ �� ■■■■■■■■■■■■■■■■■ ■■mmmm■m■■mm■■■\1 ■■■■■■ ■■■■M■M■■M■■M■■■■ 200 400 600 800 1000 VA ADVANCING VOLUME (VPH) Warrant for Left -Turn Storage Lanes on Two -Lane Highway Project: Breezy Hill (2023 Build) Intersection: Route 250/Running Deer Approach Direction: Westbound Peak Hour: AM Peak Hour Left Turns (Vd: 8 vph Advancing Volume (VA): 260 vph Opposing Volume (Vo): 173 vph Operating/Design Speed (V): 60 mph % Left Turns in VA (Q: 5% (Calculated Value: 3.1%) % Trucks in VL: 0% Conclusion: No Left Turn Lane Re uired :" j 600 .,. w 500 O 400 0 z 300 a 200 aL O v 100 200 400 600 800 1000 VA ADVANCING VOLUME (VPH) Warrant for Left -Turn Storage Lanes on Two -Lane Highway Project: Breezy Hill (2023 Build) Intersection: Route 250/Running Deer Approach Direction: Westbound Peak Hour: PM Peak Hour Left Turns (VL): 10 vph Advancing Volume (VA): 178 vph Opposing Volume (Vo): 569 vph Operating/Design Speed (V): 60 mph % Left Turns in VA (L): 20% (Calculated Value: 5.6%) % Trucks in VL: 0% Conclusion: No Left Turn Lane Required 800 = 700 600 W 500 J a 400 (D z U) aoo 0 d 200 0 j 100 ■■■■■■■�■A■■■■■■■■■■■■■■■■■■L = Left Turns In VALS = Storage Length Required ■■■■■■■fl■■■■■■■■■■■■■■■■■■■■■ _ _ ■■�■■■■t'■■■■■■■■■■■■■■■■■■■■■L = 10%■ ■E■■■■ ►�■■■■■■■!■■■■■■■■■■■■■■■■■■�■■■■■■■■ ■■■■■■■+■■■■■■■■■!■■■■■■■■■■■■■■■■■■■■■■■■■■ ■■■■■■■■■,■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■ ■■■■■■■■■i■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■ ■■M■■1M■■■1■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■ ■■■■■■■■■■ ■■■■■■■■ OreMEMO■■E■E■■■■!■■■■■■■ iii ■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■ ■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■ �IMMEM IMMEM IMMEM IMMEM IMMEM IMMEMEMMIN 200 400 600 800 1000 VA ADVANCING VOLUME (VPH) Warrant for Left -Turn Storage Lanes on Two -Lane Highway Project: Breezy Hill (2023 Build) Intersection: Route 250/Site Entrance Approach Direction: Westbound Peak Hour: AM Peak Hour Left Turns (Vd: 3 vph Advancing Volume (VA): 326 vph Opposing Volume (Vo): 182 vph Operating/Design Speed (V): 60 mph • Left Turns in VA (L): 5% (Calculated Value: 0.9%) • Trucks in VL: Orb Conclusion: No Left Turn Lane Required :f1 r + I, 600 w 2 500 Z) 0 400 _Z 300 Cn O a 200 0` O 0 100 U 200 400 600 800 1000 VAADVANCING LING VOLUME (VPH) Warrant for Left -Turn Storage Lanes on Two -Lane Highway Project: Breezy Hill (2023 Build) Intersection: Route 250/Site Entrance Approach Direction: Westbound Peak Hour: PM Peak Hour Left Turns (Vd: 8 vph Advancing Volume (VA): 218 vph Opposing Volume (V.): 617 vph Operating/Design Speed (V): 60 mph • Left Turns in VA Q: 5% (Calculated Value: 3.7%) • Trucks in V.: 0% Conclusion: No Left Turn Lane Required I�8 2 j 600 w 2 500 Z) J O 400 0) Z 300 U) a 200 CL O 0 100 MEN ■■■■■■"■■■■■■ MEMO ■■■■■■■■■ ■ NONE ■N■■W■■■■■■MEMO Room ■■■■■ ■ MEN ■ MEMO ■■A■■■■■MEMO BEEN ■■■■■ ■ ■■■■ MEMO ■■Sf■■■■■MEMO ■■■■■M■■■ ■ ■■■■■■■■■■R■■■■■■■■■OMEN ■■■■■ ■ ■■■■■■■■■■■■\■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■ ■■■■■■■■■■■■N■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■ ■■■■■■■■■■■■\'■■■■■■■■■■■■■■■m■■■■■■■■■■■■■■■■■■■ ■■■■■■■■■■■■■m■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■ ■■■■■■■■■■■■■M■ ■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■ ■■■■■■■■■■M■■\ N■■■■■■■■■■■N■■■■■■■■■■■■■■■■ ■■■■■■■■■■■■■■► ■■■■■■■■■■■■■■■■■■■■■■■■■■■■■ ■■■■■■■■■■■■■■■, ■■■■■■T■■■■■■■■■■■■■■■■■ INEEN MEN u 200 400 600 800 1000 VA ADVANCING VOLUME (VPH) Warrant for Right -Turn Storage Lanes on Two -Lane Highway Project: Breezy Hill (2023 Build) Intersection: Route 250/Site Entrance Approach Direction: Eastbound Peak Hour: AM Peak Hour Right Turns (VL): 15 vph Peak Hour Approach Total (V): 182 vph Conclusion: No Right Turn Lanes or Tapers Required 120 Q 100 O x Q W a 80 _U 2 LU y 60 z m H co 40 WE a 20 0 PHV APPROACH TOTAL, VEHICLES PER HOUR Warrant for Right -Turn Storage Lanes on Two -Lane Highway Project: Breezy Hill (2023 Build) Intersection: Route 250/Site Entrance Approach Direction: Eastbound Peak Hour: PM Peak Hour Right Turns (V J: 53 vph Peak Hour Approach Total (V): 617 vph Conclusion: Full -width Turn Lane and Ta er Re uired 120 PHV APPROACH TOTAL, VEHICLES PER HOUR