Parker Place Residential Development

Transportation Impact Study

f or the proposed

Town of Perinton, Monroe County, New York

January 2020

Project No. 40004

Prepared For:

Pride Mark Homes, Inc. 1501 Pittsford- Victor Road, Suite 200 Victor, New York 14564 Attn: Mr. James P. Barbato

Prepared By:

3495 Winton Place Building E, Suite 110 Rochester, New York 14623

MMTIA Proposed Parker Place Residential Development Town of Perinton, NY

TABLE OF CONTENTS

LIST OF TABLES ...... i LIST OF FIGURES ...... ii LIST OF APPENDICES ...... ii LIST OF REFERENCES ...... ii EXECUTIVE SUMMARY ...... iii

I. INTRODUCTION ...... 1 II. LOCATION ...... 1 III. EXISTING HIGHWAY SYSTEM ...... 1 IV. EXISTING TRAFFIC CONDITIONS ...... 2 A. Peak Intervals for Analysis ...... 2 B. Existing Traffic Volume Data ...... 2 V. FUTURE AREA DEVELOPMENT AND LOCAL GROWTH ...... 2 VI. PROPOSED DEVELOPMENT ...... 2 A. Description ...... 2 B. Site Traffic Generation ...... 3 C. Site Traffic Distribution ...... 4 VII. FULL DEVELOPMENT VOLUMES ...... 4 VIII. CAPACITY ANALYSIS ...... 5 IX. LEFT-TURN TREATMENT WARRANT INVESTIGATION ...... 7 X. CONCLUSIONS & RECOMMENDATIONS ...... 7 XI. FIGURES ...... 8

LIST OF TABLES

TABLE I EXISTING HIGHWAY SYSTEM ...... 1 TABLE II SITE GENERATED TRIPS ...... 3 TABLE III SITE GENERATED TRIP COMPARISON ...... 4 TABLE IV CAPACITY ANALYSIS RESULTS ...... 6

i January 2020 MMTIA Proposed Parker Place Residential Development Town of Perinton, NY

LIST OF FIGURES

FIGURE 1 SITE LOCATION & STUDY AREA FIGURE 2 LANE GEOMETRY & AVERAGE DAILY TRAFFIC FIGURE 3 PEAK HOUR VOLUMES – 2020 EXISTING CONDITIONS FIGURE 4 CONCEPTUAL SITE PLAN FIGURE 5 TRIP DISTRIBUTION FIGURE 6 SITE GENERATED TRIPS – FULL BUILD FIGURE 7 PEAK HOUR VOLUMES – FULL DEVELOPMENT CONDITIONS

LIST OF APPENDICES

A1. COLLECTED TRAFFIC VOLUME DATA A2. MISCELLANEOUS TRAFFIC DATA AND CALCULATIONS A3. LOS CRITERIA/DEFINITIONS A4. LEVEL OF SERVICE CALCULATIONS – EXISTING CONDITIONS A5. LEVEL OF SERVICE CALCULATIONS – FULL DEVELOPMENT CONDITIONS

LIST OF REFERENCES

1. HCM 2016 Highway Capacity Manual. Transportation Research Board. The National Academies, Washington, DC: 2016. 2. Trip Generation, 10th Edition. Institute of Transportation Engineers. Washington, DC. 2017.

3. New York State Department of Transportation Traffic Data Viewer. 2019. Retrieved from https://www.dot.ny.gov/tdv.

4. Route 250 Corridor Study. October 2008. FRA.

5. Canal Lift Bridge Rehabilitation Route 250 over the Erie Canal D031344. 2018. Bergmann Associates.

ii January 2020 MMTIA Proposed Parker Place Residential Development Town of Perinton, NY

EXECUTIVE SUMMARY

OVERVIEW The purpose of this report is to identify the potential traffic impacts associated with the proposed Park Place Residential Development in the Town of Perinton, Monroe County, New York. The operating characteristics of the proposed access points and the adjacent roadway network are identified and mitigating measures, if any, are provided to minimize capacity or safety concerns.

In an effort to define traffic impact, this analysis establishes existing traffic conditions and determines the traffic operations that would result from the development of the proposed project.

The proposed development is located on NYS Route 250 in the Town of Perinton, Monroe County, New York. The site is currently occupied by single-family homes. Surrounding the site is Eaglesfield Way to the north, White Pine Circle to the south, The Northfield, senior living center, to the east, and residential homes to the west. The study area consists of the following intersections: 1. NYS Route 250/Eaglesfield Way 2. NYS Route 250/The Northfield 3. NYS Route 250/Whitney Road

The proposed project includes 120 residential units as follows: • Three, two-story 10-unit buildings • Three, three-story 26-unit buildings • Two, 2-unit townhouse buildings • Two, 4-unit townhouse buildings • ±3,400 SF Community Center

Access to the proposed development will be provided by two new driveways along NYS Route 250.

CONCLUSIONS & RECOMMENDATIONS This study evaluates the potential traffic impacts resulting from the proposed Parker Place Residential Development in Perinton, NY. Based on the analyses, the results indicate that the proposed development will not have significant adverse traffic impacts on the existing roadway network. The following sets forth conclusions and recommendations based upon the results of the analyses:

1. The proposed project is expected to generate approximately 14 entering/38 exiting vehicle trips during the AM peak hour and 37 entering/26 exiting vehicle trips during the PM peak hour under full development conditions. 2. The combination of projected northbound traffic volumes (shown in Figure 7 for full development conditions) turning left from NYS Route 250 indicate warrants for left-turn treatment are not met during the weekday AM and PM peak hours as a result of the traffic turning into the site driveways with the exception of the PM peak hour at the south driveway which is marginally met. Given the relatively low left-turn volumes, very low anticipated delays based upon the capacity analysis results, and the context of the

iii January 2020 MMTIA Proposed Parker Place Residential Development Town of Perinton, NY

surrounding area (i.e. other residential intersections along NY Route 250), left turn treatments at the proposed driveways are not recommended. 3. Traffic volumes added as a result of the proposed Parker Place development are not expected to add significantly to the existing southbound queuing conditions. 4. Both of the proposed site driveway intersections are projected to operate at an acceptable LOS “C” or better during both peak hours under full development conditions. The driveways should be designed with one entering and one exiting lane and should be stop-controlled at their intersections with NY Route 250. 5. It is noted that the desirable intersection sight distance for vehicles exiting a driveway and turning left is 555 ft at a design speed of 50 MPH. Based upon the location of the proposed driveways, this desirable sight distance is exceeded. 6. The proposed development will not result in any potentially significant adverse traffic impacts to the study area intersections and no mitigation is warranted or recommended as a result of the proposed development.

iv January 2020 MMTIA Proposed Parker Place Residential Development Town of Perinton, NY

I. INTRODUCTION

The purpose of this report is to identify the potential traffic impacts associated with the proposed Parker Place Residential Development in the Town of Perinton, Monroe County, New York. The operating characteristics of the proposed access points and impacts to the adjacent roadway network are identified and mitigating measures, if any, are provided to minimize capacity or safety concerns.

In an effort to define traffic impact, this analysis establishes existing traffic conditions and determines the traffic operations that would result from the full development of the proposed project.

II. LOCATION

The site location and study area are shown in Figure 1 (all Figures are included at the end of the report).

III. EXISTING HIGHWAY SYSTEM

The following information outlined in Table I provides a description of the existing roadway network within the project study area. Figure 2 illustrates the lane geometry at each of the study intersections and the Average Daily Traffic (ADT) volumes on the study roadways.

TABLE I EXISTING HIGHWAY SYSTEM # OF TRAVEL FUNC. SPEED EST. AADT ROADWAY ROUTE1 JURIS.3 TRAVEL PATTERN/ CLASS2 LIMIT4 ADT6 SOURCE7 LANES5 DIRECTION NYS Route 250 Principal Two-way/ NYSDOT (from Village of NYS 250 NYSDOT 45 2 14,919 Fairport/Town of Perinton Arterial North-South (2016) to Route 441) NYS Route 250 Principal Two-way/ NYSDOT (from High Street to NYS 250 NYSDOT 30 2 11,551 Village of Fairport/ Arterial North-South (2014) Town of Perinton) Minor Two-way/ NYSDOT Whitney Road CR 17 MCDOT 35 2 10,797 Arterial East-West (2016) Notes: 1. “NYS” = New York State, “CR” = County Road. 2. State Functional Classification of Roadway: All are Urban.

1 January 2020 MMTIA Proposed Parker Place Residential Development Town of Perinton, NY

3. Jurisdiction: “MCDOT” = Monroe County Department of Transportation. 4. Posted or Statewide Limit in Miles per Hour (MPH). 5. Excludes turning/auxiliary lanes developed at intersections. 6. Estimated ADT in Vehicles per Day (VPD). 7. Source (Year).

There are dedicated sidewalks along the east side of NYS Route 250 between Whitney Road and just to the north of St. Andrews Boulevard for pedestrians. There are no dedicated bicycle facilities within the study area, however, shoulders varying in width from 6ft to 8ft are available for bicyclists. Regional Transit Service (RTS) operates bus routes 81, 81C, and 82 along Whitney Road west of NY Route 250 and along NYS Route 250 between Whitney Road and Target on weekdays and Saturdays between the hours of 6:09 AM and 11:25 PM. The routes travel between Target and downtown Rochester.

IV. EXISTING TRAFFIC CONDITIONS

A. Peak Intervals for Analysis Given the functional characteristics of the land uses proposed for the site (residential apartments and townhomes), the peak hours selected for analysis are the weekday commuter AM and PM peaks. The combination of site traffic and adjacent through traffic produces the greatest demand during these time periods.

B. Existing Traffic Volume Data Turing movement counts were collected on Tuesday, January 14th, 2020 and Wednesday, January 15th, 2020 by SRF Associates (SRF) at the Northfield and Eaglesfield Way intersections. Traffic counts were conducted between 7:00-9:00 AM and 4:00-6:00 PM for the weekday commuter AM and PM peak hours. The peak hour traffic periods generally occurred between 7:30-8:30 AM and 4:45-5:45 PM. Peak hour traffic volume data at the NY Route 250/Whitney Road intersection were obtained from the Route 250 Corridor Study and from the NYSDOT bridge study.

All turning movement count data was collected on a typical weekday while local schools were in session and no adverse weather conditions impacted traffic. The AM peak hour traffic volumes for NYS Route 250 and Whitney Road were reviewed and compared to the PM peak hour traffic volumes from the NY Route 250 Corridor Study and the PM turning movement counts provided by NYSDOT for the existing conditions. Traffic volumes were adjusted accordingly to reflect 2020 peak hour traffic volumes. The 2020 weekday AM and PM peak hour volumes are reflected in Figure 3. V. FUTURE AREA DEVELOPMENT AND LOCAL GROWTH

VI. PROPOSED DEVELOPMENT

A. Description The proposed project includes 120 residential units as follows: • Three, two-story 10-unit buildings • Three, three-story 26-unit buildings • Two, 2-unit townhouse buildings • Two, 4-unit townhouse buildings • ±3,400 SF Community Center

2 January 2020 MMTIA Proposed Parker Place Residential Development Town of Perinton, NY

Access to the proposed development will be provided by two new driveways along NYS Route 250. Figure 4 illustrates the proposed concept plan.

The two proposed driveways are located to the north and south of the existing driveway for The Northfield. Aligning one of the driveways with The Northfield is not desirable as there is little to no chance that the intersection would ever be signalized in the future. The driveways all operate better as individual “T” intersections with appropriate offsets. The northerly driveway is proposed to be located approximately 135 ft north of the existing driveway for The Northfield. This offset distance provides enough separation such that motorists making left turns into and out of these two driveways may do so safely without significant conflicts. An evaluation of the need for left- turn lanes at the site driveways is provided in section IX.

It is noted that the desirable intersection sight distance for vehicles exiting a driveway and turning left is 555 ft at a design speed of 50 MPH. Based upon the location of the proposed driveways, this desirable sight distance is exceeded.

B. Site Traffic Generation The next step in the evaluation is to determine the additional traffic attributable to the development as defined, vehicle trips entering and exiting the site. The volume of traffic generated by a site is dependent on the intended land use and size of the development. Trip generation is an estimate of the number of trips generated by a specific building or land use. These trips represent the volume of traffic entering and exiting the development. Data contained in Trip Generation 10th Edition (2017), published by the Institute of Transportation Engineers (ITE), was used to project the volume of traffic generated by the proposed project.

Data published by the ITE is the nationally accepted standard for generating trips for new uses. The trip rate for the peak hour of the generator may or may not coincide in time or volume with the trip rate for the peak hour of adjacent street traffic. Volumes generated during the peak hour of adjacent street traffic, in this case, the weekday AM and PM peaks, represent a more critical volume when analyzing the capacity of the system; those intervals will provide the basis of this analysis. All trip generation information has been included in the Appendices.

Table II shows the total site generated trips for the weekday AM and PM peak the full build-out of the proposed project.

TABLE II SITE GENERATED TRIPS

ITE SIZE/ AM PEAK PM PEAK DESCRIPTION 1 LUC UNITS ENTER EXIT ENTER EXIT Multifamily Housing 220 42 7 18 17 12 (Low-Rise) Multifamily Housing 221 78 7 20 21 14 (Mid-Rise) Total Site Generated Trips 14 28 38 26 Notes: 1. “ITE LUC” = ITE Land Use Code.

3 January 2020 MMTIA Proposed Parker Place Residential Development Town of Perinton, NY

The proposed project is expected to generate approximately 14 entering/28 exiting vehicle trips during the AM peak hour and 38 entering/26 exiting vehicle trips during the PM peak hour under full development conditions.

The following table provides a comparison of the site generated trips associated with the proposed development to the site generated trips that would be associated with development under the existing zoning. Under the existing zoning, we estimate a development could include 38 units constructed as two-family dwelling units. ITE does not have data for two-family dwellings, therefore for trip generation purposes the LUC for single-family homes has been used accounting for each separate housing unit.

TABLE II I SITE GENERATED TRIP COMPARISON

ITE SIZE/ AM PEAK PM PEAK DESCRIPTION 1 LUC UNITS ENTER EXIT ENTER EXIT Proposed Parker Place 220 120 14 28 38 26 Existing Zoning 210 38 8 24 25 15 Notes: 1. “ITE LUC” = ITE Land Use Code.

C. Site Traffic Distribution The cumulative effect of site traffic on the transportation network is dependent on the origins and destinations of that traffic and the location of the access drive serving the site.

The proposed arrival/departure distribution of traffic to be generated at this site is considered a function of several parameters, including the following: • Employment centers in the local area and region; • Site access drive locations and internal roadway circulation; • Existing highway network; • Existing traffic patterns; and • Existing traffic conditions and controls

Figure 5 shows the anticipated trip distribution pattern percentages for the proposed Parker Place Residential Development. Figures 6 shows the resulting total site generated traffic as assigned to the study area intersections for the weekday commuter AM and PM peak hour periods for the Full Development of the proposed project respectively.

VII. FULL DEVELOPMENT VOLUMES

The projected design hour traffic volumes were developed for the weekday AM and PM peak hours by combining the existing peak hour traffic conditions (Figure 3) and the projected site generated volumes (Figure 6) to yield the total traffic conditions expected under the full development conditions respectively. Figure 7 illustrates the total weekday AM and PM peak hour volumes anticipated for the proposed development under full build conditions.

4 January 2020 MMTIA Proposed Parker Place Residential Development Town of Perinton, NY

VIII. CAPACITY ANALYSIS

Capacity analysis is a technique used for determining a measure of effectiveness for a section of roadway and/or intersection based on the number of vehicles during a specific time period. The measure of effectiveness used for the capacity analysis is referred to as a Level of Service (LOS). Levels of Service are calculated to provide an indication of the amount of delay that a motorist experiences while traveling along a roadway or through an intersection. Since the most amount of delay to motorists usually occurs at intersections, capacity analysis typically focuses on intersections, as opposed to highway segments.

Six Levels of Service are defined for analysis purposes. They are assigned letter designations, from "A" to "F", with LOS "A" representing the best conditions and LOS "F" the worst. Suggested ranges of service capacity and an explanation of Levels of Service are included in the Appendix.

The standard procedure for capacity analysis of signalized and un-signalized intersections is outlined in the Highway Capacity Manual (“HCM”) 6th Edition (2016) published by the Transportation Research Board. Traffic analysis software, SYNCHRO 10, which is based on procedures and methodologies contained in the HCM, was used to analyze operating conditions at study area intersections. The procedure yields a Level of Service (“LOS”) based on the HCM 6th Edition as an indicator of how well intersections operate.

Existing operating conditions during the peak study periods are evaluated to determine a basis for comparison with the projected future conditions. The future traffic conditions generated by the existing traffic conditions and full build-out conditions were analyzed to assess the operations of the intersections in the study area. Capacity results for existing and full development conditions are listed in Table IV. The following discussion summarizes capacity conditions. All capacity analysis calculations are included in the Appendices.

Eaglesfield Way/NYS 250 All approaches at this intersection operate at an acceptable LOS “C” or better during both peak hours under existing and full development conditions. There are no anticipated changes in LOS due to the proposed project. No mitigation is warranted or recommended at this intersection.

Northfield Driveway/NYS 250 All approaches at this intersection operate at an acceptable LOS “C” or better during both peak hours under existing and full development conditions. The westbound approach (exiting The Northfield) is projected to change from LOS “B” to “C” between existing and full development conditions. This change in the level of service is the result of a borderline condition as the threshold between LOS “B” and “C” is 15.0 seconds per vehicle and the actual increase in delay is less than 1 second per vehicle. No mitigation is warranted or recommended at this intersection.

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TABLE IV CAPACITY ANALYSIS RESULTS

2020 FULL BUILD INTERSECTION EXISTING CONDITIONS CONDITIONS AM PM AM PM 1. NYS 250 / Eaglesfield Way (U) EB - Eaglesfield Way B 12.6 C 15.3 B 12.8 C 15.7 NB Left - NY Route 250 A 8.4 A 8.7 A 8.4 A 8.7 2. NYS 250 / The Northfield Driveway (U) WB - The Northfield B 14.9 B 13.5 C 15.7 B 13.9 SB Left - NY Route 250 A 7.8 A 8.7 A 7.8 A 8.8 3. NYS 250 / Whitney Road (S) EB Left - Whitney Rd B 19.2 C 26.3 B 19.5 C 30.3 EB Thru/Right - Whitney Rd C 20.1 D 48.8 C 20.2 D 49.9 WB Left - Whitney Rd B 15.8 C 20.7 B 15.8 C 20.9 WB Thru/Right - Whitney Rd D 51.2 D 40.7 D 54.0 D 42.3 NB Left - NY Route 250 B 18.6 C 22.4 B 18.8 C 22.5 NB Thru/Right - NY Route 250 D 41.7 E 56.0 D 42.0 E 56.9 SB Left - NY Route 250 C 21.4 C 27.3 C 21.9 C 29.0 SB Thru/Right - NY Route 250 D 37.0 D 40.4 D 38.9 D 40.6 Overall LOS D 39.0 D 42.0 D 40.5 D 43.1 4. NYS 250 / Proposed North Driveway (U) EB - Proposed North Driveway B 12.5 C 16.0 N/A N/A NB Left - NY Route 250 A 8.5 A 8.6 5. NYS 250 / Proposed South Driveway (U) EB - Proposed South Driveway B 12.3 B 14.7 N/A N/A NB Left - NY Route 250 A 8.5 A 8.6

1. EB = Eastbound; WB = Westbound; NB = Northbound; SB = Southbound 2. C (20.8) = Level of Service (Delay in seconds per vehicle) 3. NA = Approach not analyzed and/or does not exist under this condition. 4. Green shaded cells indicate low delays, yellow/orange shaded cells indicate moderate delays, red shaded cells indicate longer delays.

Whitney Road/NYS 250 All approaches at this intersection operate at an acceptable LOS “D” or better during both peak hours under existing and full development conditions with the exception of the northbound thru/right turn movement which currently operates at LOS “E”. There are no anticipated changes in LOS due to the proposed project. No mitigation is warranted or recommended at this intersection.

Existing queuing conditions for southbound traffic on NY Route 250 could not be documented in the field due to the current bridge closure and subsequent detour which required temporary signal timing changes. An evaluation of queuing is provided using Synchro analysis results. During the AM peak hour under existing conditions the average queue in the southbound through/right turn lane extends approximately 230 ft, while the 95th percentile queue extends more than 430

6 January 2020 MMTIA Proposed Parker Place Residential Development Town of Perinton, NY

ft. Under full development conditions the average queue increases by 18 ft (approximately 1 car length) to 248 ft, while the 95th percentile queue is expected to exceed 490 ft. During the PM peak hour under existing conditions the average queue in the southbound through/right turn lane extends approximately 305 ft, while the 95th percentile queue extends more than 467 ft. Under full development conditions the average queue increases by 8 ft (approximately ½ of a car length) to 313 ft, while the 95th percentile queue is expected to exceed 484 ft. Based on the results of the analysis, on average the southbound queues extend to the back of the existing left-turn lane in the vicinity of the Fairport Baptist Home southerly driveway. Southbound queues may occasionally extend almost to White Pine Circle during busy periods of the peak hours. Traffic volumes added as a result of the proposed Parker Place development are not expected to add significantly to the existing southbound queuing conditions.

Proposed Site Driveways/NYS 250 Both of the proposed site driveway intersections are projected to operate at an acceptable LOS “C” or better during both peak hours under full development conditions. The driveways should be designed with one entering and one exiting lane and should be stop-controlled at their intersections with NY Route 250.

IX. LEFT-TURN TREATMENT WARRANT INVESTIGATION

Volume warrants for left-turn treatments along NYS Route 250 at the two proposed Parker Place driveway intersections were investigated using the Transportation Board’s NCHRP Report 279, Intersection Channelization Design Guide, 1985. Provisions for left-turn lane facilities should be established where traffic volumes are high enough and safety considerations are enough to warrant the additional lane. This investigation analyzes warrants during the weekday AM and PM peak hours for the Parker Place northerly and southerly site driveway intersections under full development conditions.

The combination of projected northbound traffic volumes (shown in Figure 7 for full development conditions) turning left from NYS Route 250 indicate warrants for left-turn treatment are not met during the weekday AM and PM peak hours as a result of the traffic turning into the site driveways with the exception of the PM peak hour at the south driveway which is marginally met. Given the relatively low left-turn volumes, very low anticipated delays based upon the capacity analysis results, and the context of the surrounding area (i.e. other residential intersections along NY Route 250), left turn treatments at the proposed driveways are not recommended.

X. CONCLUSIONS & RECOMMENDATIONS

This study evaluates the potential traffic impacts resulting from the proposed Parker Place Residential Development in Perinton, NY. Based on the analyses, the results indicate that the proposed development will not have significant adverse traffic impacts on the existing roadway network. The following sets forth conclusions and recommendations based upon the results of the analyses:

7 January 2020 MMTIA Proposed Parker Place Residential Development Town of Perinton, NY

treatment are not met during the weekday AM and PM peak hours as a result of the traffic turning into the site driveways with the exception of the PM peak hour at the south driveway which is marginally met. Given the relatively low left-turn volumes, very low anticipated delays based upon the capacity analysis results, and the context of the surrounding area (i.e. other residential intersections along NY Route 250), left turn treatments at the proposed driveways are not recommended. 3. Traffic volumes added as a result of the proposed Parker Place development are not expected to add significantly to the existing southbound queuing conditions. 4. Both of the proposed site driveway intersections are projected to operate at an acceptable LOS “C” or better during both peak hours under full development conditions. The driveways should be designed with one entering and one exiting lane and should be stop-controlled at their intersections with NY Route 250. 5. It is noted that the desirable intersection sight distance for vehicles exiting a driveway and turning left is 555 ft at a design speed of 50 MPH. Based upon the location of the proposed driveways, this desirable sight distance is exceeded. 6. The proposed development will not result in any potentially significant adverse traffic impacts to the study area intersections and no mitigation is warranted or recommended as a result of the proposed development.

XI. FIGURES

Figures 1 through 7 are included on the following pages.

8 January 2020

APPENDICES

Collected Traffic Volume Data

SRF ASSOCIATES, D.P.C. SRF ASSOCIATES, D.P.C. 3495 Winton Place, Building E, Suite 110 3495 Winton Place, Building E, Suite 110 Rochester, New York 14623 Rochester, New York 14623

File Name : NYS-250 at Eaglesfield Way - AM File Name : NYS-250 at Eaglesfield Way - AM Site Code : 22222222 Site Code : 22222222 Start Date : 1/14/2020 Start Date : 1/14/2020 Page No : 1 Page No : 2

NYS-250 NYS-250 Eaglesfield Way Groups Printed- Unshifted - Bank 1 - Bank 2 Southbound Westbound Northbound Eastbound NYS-250 NYS-250 Eaglesfield Way Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total Southbound Westbound Northbound Eastbound Peak Hour Analysis From 07:00 AM to 08:45 AM - Peak 1 of 1 Right Thru Left Peds Right Thru Left Peds Right Thru Left Peds Right Thru Left Peds Int. Total Start Time Peak Hour for Entire Intersection Begins at 07:30 AM 07:00 AM 0890 0 1000041103010136 07:30 AM 1 116 0 0 117 0000 00521 0 53 6020 8178 07:15 AM 0 105 0 0 0000049207020165 07:45 AM 0 137 00137 0000 0049 3 052703 0 10 199 07:30 AM 1 116 0 0 0000052106020178 08:00 AM 0 113 0 0 113 0000 00 74 10 75 8 02010198 07:45 AM 0 137 0 0 0000049307030199 08:15 AM 1 100 0 0 101 0000 00652 0 67 2000 2170 Total 1 447 0 0 1 0 0 0 0 191 7 0 23 0 8 0 678 Total Volume 2 466 0 0 468 0 0 0 0 0 0 240 7 0 247 23 0 7 0 30 745 % App. Total 0.4 99.6 0 0 0 0 0 0 0 97.2 2.8 0 76.7 0 23.3 0 08:00 AM 0 113 0 0 0000074108020198 PHF .500 .850 .000 .000 .854 .000 .000 .000 .000 .000 .000 .811 .583 .000 .823 .719 .000 .583 .000 .750 .936 08:15 AM 1 100 0 0 0000065202000170 Unshifted 2 466 0 0 468 0000 00 240 7 0 247 23 0 7 0 30 745 08:30 AM 1770 0 0000066008010153 % Unshifted 100 100 0 0 100 0000 00 100 100 0 100 100 0 100 0 100 100 08:45 AM 0820 0 0000058205030150 Bank 1 0000 00000 00000 00000 0 0 Total 2 372 0 0 0 0 0 0 0 263 5 0 23 0 6 0 671 % Bank 1 0000 00000 00000 00000 0 0 Bank 2 0000 00000 00000 00000 0 0 Grand Total 3 819 0 0 10000 454 12 0 46 0 14 0 1349 % Bank 2 0000 00000 00000 00000 0 0 Apprch % 0.4 99.6 0 0 100 0 0 0 0 97.4 2.6 0 76.7 0 23.3 0 Total % 0.2 60.7 0 0 0.10000 33.7 0.9 0 3.4010 Unshifted 3 819 0 0 1 0 0 0 0 454 12 0 46 0 14 0 1349 NYS-250 Out In Total % Unshifted 100 100 0 0 100 0 0 0 0 100 100 0 100 0 100 0 100 247 468 715 Bank 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 % Bank 1 0000000000000000 0 0 0 0 Bank 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 247 468 715 % Bank 2 0000000000000000 0 2 466 0 0 0 0 0 0 0 0 0 0 2 466 0 0 Right Thru Left Peds

Peak Hour Data Right 7 0 0 7 Out 0 0 0 0 Left Total 0 0 0 0

North Thru 0 0 0 0 Peak Hour Begins at 07:30 AM 0 0 0 0 30 Thru In

In Left 0 0 Unshifted 0 23 23 Bank 1 0 0 0 0 Right 9 30 39 9 30 0 0 0 0 0 0 9 39 Bank 2 Total Peds Eaglesfield Way Eaglesfield 0 0 0 0 Out 0 0 0 0 Peds

Left Thru Right Peds 7 240 0 0 0 0 0 0 0 0 0 0 7 240 0 0

489 247 736 0 0 0 0 0 0 489 247 736 Out In Total NYS-250 SRF ASSOCIATES, D.P.C. 3495 Winton Place, Building E, Suite 110 Rochester, New York 14623

Start Time Int. Total

SRF ASSOCIATES, D.P.C. 3495 Winton Place, Building E, Suite 110 Rochester, New York 14623

File Name : NYS-250 at Eaglesfield Way - PM File Name : NYS-250 at Eaglesfield Way - PM Site Code : 00000002 Site Code : 00000002 Start Date : 1/15/2020 Start Date : 1/15/2020 Page No : 1 Page No : 2

NYS-250 NYS-250 Eaglesfield Way Groups Printed- Unshifted - Bank 1 - Bank 2 Southbound Westbound Northbound Eastbound NYS-250 NYS-250 Eaglesfield Way Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total Southbound Westbound Northbound Eastbound Peak Hour Analysis From 04:00 PM to 05:45 PM - Peak 1 of 1 Right Thru Left Peds Right Thru Left Peds Right Thru Left Peds Right Thru Left Peds Peak Hour for Entire Intersection Begins at 04:45 PM 04:00 PM 1 123 0 0 00000105303020237 04:45 PM 2 112 0 0 114 0000 00 144 3 0 147 202 04265 04:15 PM 1 103 0 0 00000119403010231 05:00 PM 4 132 0 0 136 0000 00 134 8 0 142 5010 6284 04:30 PM 6 135 0 0 00000144502000292 05:15 PM 3 124 0 0 127 0000 00 142 14 0 156 7 020 9 292 04:45 PM 2 112 0 0 00000144302020265 05:30 PM 3 136 00139 0000 00 159 40163 7010 8310 Total 10 473 0 0 0 0 0 0 0 512 15 0 10 0 5 0 1025 Total Volume 12 504 0 0 516 0 0 0 0 0 0 579 29 0 608 21 0 6 0 27 1151 % App. Total 2.3 97.7 0 0 0 0 0 0 0 95.2 4.8 0 77.8 0 22.2 0 05:00 PM 4 132 0 0 00000134805010284 PHF .750 .926 .000 .000 .928 .000 .000 .000 .000 .000 .000 .910 .518 .000 .933 .750 .000 .750 .000 .750 .928 05:15 PM 3 124 0 0 00000 142 14 0 7020292 Unshifted 12 504 0 0 516 0000 00 579 29 0 608 21 0 6 0 27 1151 05:30 PM 3 136 0 0 00000159407010310 % Unshifted 100 100 0 0 100 0000 00 100 100 0 100 100 0 100 0 100 100 05:45 PM 0 103 0 0 00000111503030225 Bank 1 0000 00000 00000 00000 0 0 Total 10 495 0 0 0 0 0 0 0 546 31 0 22 0 7 0 1111 % Bank 1 0000 00000 00000 00000 0 0 Bank 2 0000 00000 00000 00000 0 0 Grand Total 20 968 0 0 00000 1058 46 0 32 0 12 0 2136 % Bank 2 0000 00000 00000 00000 0 0 Apprch % 2980 0 00000 95.8 4.2 0 72.7 0 27.3 0 Total % 0.9 45.3 0 0 00000 49.5 2.2 0 1.5 0 0.6 0 Unshifted 20 968 0 0 0 0 0 0 0 1058 46 0 32 0 12 0 2136 NYS-250 Out In Total % Unshifted 100 100 0 0 00000 100 100 0 100 0 100 0 100 585 516 1101 Bank 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 % Bank 1 0000000000000000 0 0 0 0 Bank 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 585 516 1101 % Bank 2 0000000000000000 0 12 504 0 0 0 0 0 0 0 0 0 0 12 504 0 0 Right Thru Left Peds

Peak Hour Data Right 6 0 0 6 Out 0 0 0 0 Left Total 0 0 0 0

North Thru 0 0 0 0 Peak Hour Begins at 04:45 PM 0 0 0 0 27 Thru In

In Left 0 0 Unshifted 0 21 21 Bank 1 0 0 0 0 Right 0 0 0 0 0 0 Bank 2 Total 41 2768 41 68 41 Peds Eaglesfield Way Eaglesfield 0 0 0 0 Out 0 0 0 0 Peds

Left Thru Right Peds 29 579 0 0 0 0 0 0 0 0 0 0 29 579 0 0

525 608 1133 0 0 0 0 0 0 525 608 1133 Out In Total NYS-250 SRF ASSOCIATES, D.P.C. SRF ASSOCIATES, D.P.C. 3495 Winton Place, Building E, Suite 110 3495 Winton Place, Building E, Suite 110 Rochester, New York 14623 Rochester, New York 14623

File Name : NYS-250 at The Northfield - AM File Name : NYS-250 at The Northfield - AM Site Code : 33333333 Site Code : 33333333 Start Date : 1/15/2020 Start Date : 1/15/2020 Page No : 1 Page No : 2

NYS-250 The Northfield NYS-250 Groups Printed- Unshifted - Bank 1 - Bank 2 Southbound Westbound Northbound Eastbound NYS-250 The Northfield NYS-250 Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total Southbound Westbound Northbound Eastbound Peak Hour Analysis From 07:00 AM to 08:45 AM - Peak 1 of 1 Right Thru Left Peds Right Thru Left Peds Right Thru Left Peds Right Thru Left Peds Int. Total Start Time Peak Hour for Entire Intersection Begins at 07:30 AM 07:00 AM 0962 0 0000044000000142 07:30 AM 0 120 0 0 120 0000 00590 0 59 0000 0179 07:15 AM 0 113 1 0 2000050000000166 07:45 AM 0 122 00122 0000 00610 0 61 0000 0183 07:30 AM 0 120 0 0 0000059000000179 08:00 AM 0 108 5 0 113 001 0 1 0 71 00 71 0000 0185 07:45 AM 0 122 0 0 0000061000000183 08:15 AM 0 122 0 0 122 0000 01 70 0 0 71 0000 0193 Total 0 451 3 0 2 0 0 0 0 214 0 0 0 0 0 0 670 Total Volume 0 472 5 0 477 0 0 1 0 1 1 261 0 0 262 0 0 0 0 0 740 % App. Total 0 99 1 0 0 0 100 0 0.4 99.6 0 0 0 0 0 0 08:00 AM 0 108 5 0 0010071000000185 PHF .000 .967 .250 .000 .977 .000 .000 .250 .000 .250 .250 .919 .000 .000 .923 .000 .000 .000 .000 .000 .959 08:15 AM 0 122 0 0 0000170000000193 Unshifted 0 472 5 0 477 0010 11 261 0 0 262 0000 0740 08:30 AM 0 106 0 0 0000170000000177 % Unshifted 0 100 100 0 100 0 0 100 0 100 100 100 0 0 100 0000 0100 08:45 AM 0 102 2 0 0010163000000169 Bank 1 0000 00000 00000 00000 0 0 Total 0 438 7 0 0 0 2 0 3 274 0 0 0 0 0 0 724 % Bank 1 0000 00000 00000 00000 0 0 Bank 2 0000 00000 00000 00000 0 0 Grand Total 0 889 10 0 202034880000001394 % Bank 2 0000 00000 00000 00000 0 0 Apprch % 0 98.9 1.1 0 50 0 50 0 0.6 99.4 0 0 0000 Total % 0 63.8 0.7 0 0.1 0 0.1 0 0.235000000 Unshifted 0 889 10 0 2 0 2 0 3 488 0 0 0 0 0 0 1394 NYS-250 Out In Total % Unshifted 0 100 100 0 100 0 100 0 100 100 0 0 0000100 261 477 738 Bank 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 % Bank 1 0000000000000000 0 0 0 0 Bank 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 261 477 738 % Bank 2 0000000000000000 0 0 472 5 0 0 0 0 0 0 0 0 0 0 472 5 0 Right Thru Left Peds

Peak Hour Data Right 0 0 0 0 Out 0 0 0 0 Left Total 6 7 0 0 6 17 The Northfield

North Thru 0 0 0 0

0 Peak Hour Begins at 07:30 AM 0 0 0 0 Thru In

Left 1 0 0 0 0 Unshifted Bank 1 1 0 0 1 Right 0 0 0 0 0 0 0 0 0 0 0 Bank 2 Total Peds 0 0 0 0 Out 0 0 0 0 Peds

Left Thru Right Peds 0 261 1 0 0 0 0 0 0 0 0 0 0 261 1 0

473 262 735 0 0 0 0 0 0 473 262 735 Out In Total NYS-250 SRF ASSOCIATES, D.P.C. 3495 Winton Place, Building E, Suite 110 Rochester, New York 14623

Start Time Int. Total

SRF ASSOCIATES, D.P.C. 3495 Winton Place, Building E, Suite 110 Rochester, New York 14623

File Name : NYS-250 at The Northfield - PM File Name : NYS-250 at The Northfield - PM Site Code : 00000001 Site Code : 00000001 Start Date : 1/14/2020 Start Date : 1/14/2020 Page No : 1 Page No : 2

NYS-250 The Northfield NYS-250 Groups Printed- Unshifted - Bank 1 - Bank 2 Southbound Westbound Northbound Eastbound NYS-250 The Northfield NYS-250 Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total Southbound Westbound Northbound Eastbound Peak Hour Analysis From 04:00 PM to 05:45 PM - Peak 1 of 1 Right Thru Left Peds Right Thru Left Peds Right Thru Left Peds Right Thru Left Peds Peak Hour for Entire Intersection Begins at 04:45 PM 04:00 PM 0640 0 0010169000000135 04:45 PM 0 129 00129 4 000 4 2 130 0 0 132 0000 0265 04:15 PM 0 131 2 0 10202132000000270 05:00 PM 0 118 0 0 118 201 031 156 0 0 157 0000 0278 04:30 PM 0 116 1 0 00200122000000241 05:15 PM 0 127 1 0 128 0000 00 163 00163 0000 0291 04:45 PM 0 129 0 0 40002130000000265 05:30 PM 0 124 0 0 124 2000 20 128 0 0 128 0000 0254 Total 0 440 3 0 5 0 5 0 5 453 0 0 0 0 0 0 911 Total Volume 0 498 1 0 499 8 0 1 0 9 3 577 0 0 580 0 0 0 0 0 1088 % App. Total 0 99.8 0.2 0 88.9 0 11.1 0 0.5 99.5 0 0 0 0 0 0 05:00 PM 0 118 0 0 20101156000000278 PHF .000 .965 .250 .000 .967 .500 .000 .250 .000 .563 .375 .885 .000 .000 .890 .000 .000 .000 .000 .000 .935 05:15 PM 0 127 1 0 00000163000000291 Unshifted 0 498 1 0 499 8010 93 577 0 0 580 0000 01088 05:30 PM 0 124 0 0 20000128000000254 % Unshifted 0 100 100 0 100 100 0 100 0 100 100 100 0 0 100 0000 0100 05:45 PM 0 110 1 0 00111132000000246 Bank 1 0000 00000 00000 00000 0 0 Total 0 479 2 0 4 0 2 1 2 579 0 0 0 0 0 0 1069 % Bank 1 0000 00000 00000 00000 0 0 Bank 2 0000 00000 00000 00000 0 0 Grand Total 0 919 5 0 90717 1032 0 0 00001980 % Bank 2 0000 00000 00000 00000 0 0 Apprch % 0 99.5 0.5 0 52.9 0 41.2 5.9 0.7 99.3 0 0 0000 Total % 0 46.4 0.3 0 0.5 0 0.4 0.1 0.4 52.1 0 0 0000 Unshifted 0 919 5 0 9 0 7 1 7 1032 0 0 0 0 0 0 1980 NYS-250 Out In Total % Unshifted 0 100 100 0 100 0 100 100 100 100 0 0 0000100 585 499 1084 Bank 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 % Bank 1 0000000000000000 0 0 0 0 Bank 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 585 499 1084 % Bank 2 0000000000000000 0 0 498 1 0 0 0 0 0 0 0 0 0 0 498 1 0 Right Thru Left Peds

Peak Hour Data Right 0 0 0 0 Out 8 0 0 8 Left Total 4 13 0 0 4 9 13 The Northfield

North Thru 0 0 0 0

0 Peak Hour Begins at 04:45 PM 0 0 0 0 Thru In

Left 9 0 0 0 0 Unshifted Bank 1 1 0 0 1 Right 0 0 0 0 0 0 0 0 0 0 0 Bank 2 Total Peds 0 0 0 0 Out 0 0 0 0 Peds

Left Thru Right Peds 0 577 3 0 0 0 0 0 0 0 0 0 0 577 3 0

499 580 1079 0 0 0 0 0 0 499 580 1079 Out In Total NYS-250

153 19 113 330 182 27 257 36 240 191

42 78 WHITNEY ROAD

180 54

486 346 74 337 41 195 379 106 86 236 R O U T E

2 5 0

74 336 151

86 1 392 75 138 HIGH STREET 88

203

410 105

179 40 581 390 LIFT BRIDGE LIF 55 TBRI DGE LANE T

ER U IE CA NAL R K

H I L L

P R A 35 E D

R R IE

K C 96 289 55 ANA 284 E L R

44 S T

EA ST 2 155 CH 05 UR 471 CH 398 ST 85 351 52 647 86

145 35 R 5 O 1 U 76 T

52 366 E

T 2 U 5 R 0

HULBURT RD K

38 I L L

140

136 494 R D

63 138 77 332 40 96 366 141 270 237

103 81 AYRAULT ROAD

139 191

443 478 147 462 214 48 477 148 114 60

Canal Lift Bridge Rehabilitation Route 250 over the Erie Canal LEGEND: D031344 XXX PM PEAK HOUR TRAFFIC 4:45PM TO 5:45PM Existing PM Peak Turning Movements

SHEET NO. SCALE DATE 1 No Scale 2/18

Miscellaneous Traffic Data and Calculations

SRF Associates Parker Place 1/24/2020 9:35 AM

Scenario ‐ 1 Scenario Name: AM Peak User Group: No. of Years to Project Dev. phase: 1 0 Traffic : Analyst Note:

Warning: The time periods among the land uses do not appear to match.

VEHICLE TRIPS BEFORE REDUCTION

Method Entry Exit Land Use & Data Source Location IV Size Time Period Total Rate/Equation Split% Split% 220 ‐ Multifamily Housing (Low‐Rise) General Weekday, AM Peak Hour Best Fit (LOG) 7 18 Dwelling Units 42 25 Data Source: Trip Generation Manual, 10th Ed Urban/Suburban of Generator Ln(T) =0.94Ln(X) + ‐0.29 28% 72% 221 ‐ Multifamily Housing (Mid‐Rise) General Weekday, Peak Hour of Best Fit (LOG) 7 20 Dwelling Units 78 27 Data Source: Trip Generation Manual, 10th Ed Urban/Suburban Adjacent Street Traffic, Ln(T) =0.98Ln(X) + ‐0.98 26% 74%

VEHICLE TO PERSON TRIP CONVERSION

BASELINE SITE VEHICLE CHARACTERISTICS: Baseline Site Vehicle Mode Share Baseline Site Vehicle Occupancy Baseline Site Vehicle Directional Split Land Use Entry (%) Exit (%) Entry Exit Entry (%) Exit (%) 220 ‐ Multifamily Housing (Low‐Rise) 96.2 97.8 1.1 1.1 28 72 221 ‐ Multifamily Housing (Mid‐Rise) 100 100 1 1 26 74

ESTIMATED BASELINE SITE PERSON TRIPS: Person Trips by Vehicle Person Trips by Other Modes Total Baseline Site Person Trips Land Use Entry Exit Entry Exit Entry Exit 8200 0820 220 ‐ Multifamily Housing (Low‐Rise) 28 0 28 7200 0720 221 ‐ Multifamily Housing (Mid‐Rise) 27 0 27

NEW VEHICLE TRIPS

New Vehicle Trips Land Use Entry Exit Total 220 ‐ Multifamily Housing (Low‐Rise) 71825 221 ‐ Multifamily Housing (Mid‐Rise) 72027

RESULTS

Site Totals Entry Exit Total Vehicle Trips Before Reduction 14 38 52 External Vehicle Trips 14 38 52 New Vehicle Trips 14 38 52

Generated By OTISS Pro v2.1 2 SRF Associates Parker Place 1/24/2020 9:35 AM

Scenario ‐ 2 Scenario Name: PM Peak User Group: No. of Years to Project Dev. phase: 1 0 Traffic : Analyst Note:

Warning: The time periods among the land uses do not appear to match.

VEHICLE TRIPS BEFORE REDUCTION

Method Entry Exit Land Use & Data Source Location IV Size Time Period Total Rate/Equation Split% Split% 220 ‐ Multifamily Housing (Low‐Rise) General Weekday, PM Peak Hour Best Fit (LIN) 17 12 Dwelling Units 42 29 Data Source: Trip Generation Manual, 10th Ed Urban/Suburban of Generator T = 0.66(X) + 1.41 59% 41% 221 ‐ Multifamily Housing (Mid‐Rise) General Weekday, Peak Hour of Best Fit (LOG) 21 14 Dwelling Units 78 35 Data Source: Trip Generation Manual, 10th Ed Urban/Suburban Adjacent Street Traffic, Ln(T) =0.96Ln(X) + ‐0.63 61% 39%

VEHICLE TO PERSON TRIP CONVERSION

BASELINE SITE VEHICLE CHARACTERISTICS: Baseline Site Vehicle Mode Share Baseline Site Vehicle Occupancy Baseline Site Vehicle Directional Split Land Use Entry (%) Exit (%) Entry Exit Entry (%) Exit (%) 220 ‐ Multifamily Housing (Low‐Rise) 97.3 96.2 1.2 1.2 59 41 221 ‐ Multifamily Housing (Mid‐Rise) 100 100 1 1 61 39

ESTIMATED BASELINE SITE PERSON TRIPS: Person Trips by Vehicle Person Trips by Other Modes Total Baseline Site Person Trips Land Use Entry Exit Entry Exit Entry Exit 21 14 1 1 22 15 220 ‐ Multifamily Housing (Low‐Rise) 35 2 37 21 14 0 0 21 14 221 ‐ Multifamily Housing (Mid‐Rise) 35 0 35

NEW VEHICLE TRIPS

New Vehicle Trips Land Use Entry Exit Total 220 ‐ Multifamily Housing (Low‐Rise) 17 12 29 221 ‐ Multifamily Housing (Mid‐Rise) 21 14 35

RESULTS

Site Totals Entry Exit Total Vehicle Trips Before Reduction 38 26 64 External Vehicle Trips 38 26 64 New Vehicle Trips 38 26 64

Generated By OTISS Pro v2.1 3 Parker Place Residential Development TOWN OF PERINTON, NY AM PEAK

2020 Residential Development Total FULL LOCATION INTERSECTION DESCRIPTION Existing Enter Exit Trips IN Trips OUT Site Build NUMBER Volume Dist. % Dist. % 14 38 Trips Volumes 1 Eaglesfield Way NY 250 SR 2 2 ST 466 27% 4 4 470 SL WR WT WL NR NT 240 14% 5 5 245 NL 7 7 ER 23 23 ET EL 7 7 2 Northfield Driveway NY 250 SR ST 472 11% 34% 2 13 14 486 SL 5 5 WR WT WL 1 1 NR 1 1 NT 261 29% 6% 4 2 6 267 NL ER ET EL 3 Proposed North Driveway NY 250 SR 16% 2 2 2 ST 477 11% 2 2 479 SL WR WT WL NR NT 261 6% 2 2 263 NL 29% 4 4 4 ER 34% 13 13 13 ET EL 8% 3 3 3 Parker Place Residential Development TOWN OF PERINTON, NY AM PEAK

2020 Residential Development Total FULL LOCATION INTERSECTION DESCRIPTION Existing Enter Exit Trips IN Trips OUT Site Build NUMBER Volume Dist. % Dist. % 14 38 Trips Volumes 4 Proposed South Driveway NY 250 SR 11% 2 2 2 ST 473 34% 13 13 486 SL WR WT WL NR NT 262 29% 4 4 266 NL 44% 6 6 6 ER 52% 20 20 20 ET EL 6% 2 2 2 5 Whitney Road NY 250 SR 150 41% 16 16 166 ST 288 22% 8 8 296 SL 73 23% 9 9 82 WR 69 37% 5 5 74 WT 540 540 WL 31 31 NR 178 178 NT 185 22% 3 3 188 NL 14 14 ER 62 62 ET 134 134 EL 74 14% 2 2 76 Parker Place Residential Development TOWN OF PERINTON, NY PM PEAK

2020 Residential Development Total FULL LOCATION INTERSECTION DESCRIPTION Existing Enter Exit Trips IN Trips OUT Site Build NUMBER Volume Dist. % Dist. % 38 26 Trips Volumes 1 Eaglesfield Way NY 250 SR 12 12 ST 504 24% 9 9 513 SL WR WT WL NR NT 579 26% 7 7 586 NL 29 29 ER 21 21 ET EL 6 6 2 Northfield Driveway NY 250 SR ST 498 10% 30% 4 8 12 510 SL 1 1 WR 8 8 WT WL 1 1 NR 3 3 NT 577 30% 10% 11 3 14 591 NL ER ET EL 3 Proposed North Driveway NY 250 SR 14% 5 5 5 ST 499 10% 4 4 503 SL WR WT WL NR NT 585 10% 3 3 588 NL 30% 11 11 11 ER 30% 8 8 8 ET EL 16% 4 4 4 Parker Place Residential Development TOWN OF PERINTON, NY PM PEAK

2020 Residential Development Total FULL LOCATION INTERSECTION DESCRIPTION Existing Enter Exit Trips IN Trips OUT Site Build NUMBER Volume Dist. % Dist. % 38 26 Trips Volumes 4 Proposed South Driveway NY 250 SR 10% 4 4 4 ST 499 30% 8 8 507 SL WR WT WL NR NT 580 30% 11 11 591 NL 46% 17 17 17 ER 44% 11 11 11 ET EL 10% 3 3 3 5 Whitney Road NY 250 SR 113 20% 5 5 118 ST 330 21% 5 5 335 SL 182 33% 9 9 191 WR 153 20% 8 8 161 WT 240 240 WL 42 42 NR 41 41 NT 337 21% 8 8 345 NL 74 74 ER 86 86 ET 486 486 EL 180 35% 13 13 193 Guideline for determining left-turn Lane at a two-way stop-controlled intersection TWO LANE ROADWAY

INPUT Variable Value Major Approach NY Route 250 @ North Driveway Approach NB - AM Peak Full Build Design Speed Limit - MPH 50

Percent of left-turns in advancing volume (VA), %: 1%

Advancing volume (VA), veh/h: 267

Opposing volume (VO), veh/h: 481

CALIBRATION CONSTANTS Variable Value Average time for making left-turn, s: 3.0 Critical headway, s: 5.0 Average time for left-turn vehicle to clear the advancing lane, s: 1.9

PLOT - LINE 1 PLOT - LINE 2 0 481 267 0 267 481 267 481

1000 900 800 ), veh/h O 700 600 500 400 300 200 100 0

Opposing Volume (V 0 100 200 300 400 500 600 700 800 900 1000

Advancing Volume (VA), veh/h

OUTPUT Variable Value

Limiting advancing volume (VA), veh/h: 723 Guidance for determining the need for a major-road left-turn bay: NB - AM Peak Full Build Left-turn treatment NOT warranted at NY Route 250 @ North Driveway Intersect Guideline for determining left-turn Lane at a two-way stop-controlled intersection TWO LANE ROADWAY

INPUT Variable Value Major Approach NY Route 250 @ North Driveway Approach NB - PM Peak Full Build Design Speed Limit - MPH 50

Percent of left-turns in advancing volume (VA), %: 2%

Advancing volume (VA), veh/h: 599

Opposing volume (VO), veh/h: 508

CALIBRATION CONSTANTS Variable Value Average time for making left-turn, s: 3.0 Critical headway, s: 5.0 Average time for left-turn vehicle to clear the advancing lane, s: 1.9

PLOT - LINE 1 PLOT - LINE 2 0 508 599 0 599 508 599 508

1000 900 800 ), veh/h O 700 600 500 400 300 200 100 0

Opposing Volume (V 0 100 200 300 400 500 600 700 800 900 1000

Advancing Volume (VA), veh/h

OUTPUT Variable Value

Limiting advancing volume (VA), veh/h: 636 Guidance for determining the need for a major-road left-turn bay: NB - PM Peak Full Build Left-turn treatment NOT warranted at NY Route 250 @ North Driveway Intersect Guideline for determining left-turn Lane at a two-way stop-controlled intersection TWO LANE ROADWAY

INPUT Variable Value Major Approach NY Route 250 @ South Driveway Approach NB - AM Peak Full Build Design Speed Limit - MPH 50

Percent of left-turns in advancing volume (VA), %: 2%

Advancing volume (VA), veh/h: 272

Opposing volume (VO), veh/h: 488

CALIBRATION CONSTANTS Variable Value Average time for making left-turn, s: 3.0 Critical headway, s: 5.0 Average time for left-turn vehicle to clear the advancing lane, s: 1.9

PLOT - LINE 1 PLOT - LINE 2 0 488 272 0 272 488 272 488

1000 900 800 ), veh/h O 700 600 500 400 300 200 100 0

Opposing Volume (V 0 100 200 300 400 500 600 700 800 900 1000

Advancing Volume (VA), veh/h

OUTPUT Variable Value

Limiting advancing volume (VA), veh/h: 593 Guidance for determining the need for a major-road left-turn bay: NB - AM Peak Full Build Left-turn treatment NOT warranted at NY Route 250 @ South Driveway Intersect Guideline for determining left-turn Lane at a two-way stop-controlled intersection TWO LANE ROADWAY

INPUT Variable Value Major Approach NY Route 250 @ South Driveway Approach NB - PM Peak Full Build Design Speed Limit - MPH 50

Percent of left-turns in advancing volume (VA), %: 3%

Advancing volume (VA), veh/h: 608

Opposing volume (VO), veh/h: 511

CALIBRATION CONSTANTS Variable Value Average time for making left-turn, s: 3.0 Critical headway, s: 5.0 Average time for left-turn vehicle to clear the advancing lane, s: 1.9

PLOT - LINE 1 PLOT - LINE 2 0 511 608 0 608 511 608 511

1000 900 800 ), veh/h O 700 600 500 400 300 200 100 0

Opposing Volume (V 0 100 200 300 400 500 600 700 800 900 1000

Advancing Volume (VA), veh/h

OUTPUT Variable Value

Limiting advancing volume (VA), veh/h: 516 Guidance for determining the need for a major-road left-turn bay: NB - PM Peak Full Build Left-turn treatment warranted at NY Route 250 @ South Driveway Intersections

Level of Service: Criteria and Definitions

Level of Service Criteria Highway Capacity Manual 2016

SIGNALIZED INTERSECTIONS Level of Service is a qualitative measure describing operational conditions within a traffic stream, based on service measures such as speed and travel time, freedom to maneuver, traffic interruptions, comfort, and convenience. Level of Service for signalized intersections is defined in terms of delay specifically, average total delay per vehicle for a 15 minute analysis period. The ranges are as follows:

Level Control Delay of per vehicle Service (seconds) A < 10 B 10 – 20 C 20 – 35 D 35 – 55 E 55 – 80 F >80

UNSIGNALIZED INTERSECTIONS Level of Service for unsignalized intersections is also defined in terms of delay. However, the delay criteria are different from a signalized intersection. The primary reason for this is driver expectation that a signalized intersection is designed to carry higher volumes than an unsignalized intersection. The total delay threshold for any given Level of Service is less for an unsignalized intersection than for a signalized intersection. The ranges are as follows:

Level Control Delay of per vehicle Service (seconds) A < 10 B 10 – 15 C 15 – 25 D 25 – 35 E 35 - 50 F >50

Level of Service Calculations: Existing Conditions Lanes, Volumes, Timings 40004 Parker Place Residential Lanes, Volumes, Timings 40004 Parker Place Residential 3: N Main Street & Whitney Road Exisiting Conditions AM Peak Hour 3: N Main Street & Whitney Road Exisiting Conditions AM Peak Hour

Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Detector Phase 7 4 3 8 1 6 5 2 Traffic Volume (vph) 74 134 62 31 540 69 14 185 178 73 288 150 Switch Phase Future Volume (vph) 74 134 62 31 540 69 14 185 178 73 288 150 Minimum Initial (s) 5.0 10.0 5.0 10.0 5.0 10.0 5.0 10.0 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Minimum Split (s) 10.0 30.0 10.0 30.0 10.0 30.0 10.0 30.0 Storage Length (ft) 0 0 180 0 0 0 270 0 Total Split (s) 16.0 46.0 11.0 41.0 13.0 31.0 24.0 42.0 Storage Lanes 1 0 1 0 1 0 1 0 Total Split (%) 14.3% 41.1% 9.8% 36.6% 11.6% 27.7% 21.4% 37.5% Taper Length (ft) 25 25 25 25 Maximum Green (s) 11.0 41.0 6.0 36.0 8.0 26.0 19.0 37.0 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Yellow Time (s) 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 Frt 0.953 0.983 0.927 0.949 All-Red Time (s) 1.5 1.5 1.5 1.5 1.5 1.5 1.5 1.5 Flt Protected 0.950 0.950 0.950 0.950 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Satd. Flow (prot) 1770 1775 0 1770 1831 0 1770 1727 0 1770 1768 0 Total Lost Time (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 Flt Permitted 0.094 0.625 0.230 0.211 Lead/Lag Lead Lag Lead Lag Lead Lag Lead Lag Satd. Flow (perm) 175 1775 0 1164 1831 0 428 1727 0 393 1768 0 Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Right Turn on Red Yes Yes Yes Yes Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Satd. Flow (RTOR) 23 6 40 25 Recall Mode None None None None None None None None Link Speed (mph) 30 30 30 30 Walk Time (s) 10.0 10.0 10.0 10.0 Link Distance (ft) 470 698 447 816 Flash Dont Walk (s) 15.0 15.0 15.0 15.0 Travel Time (s) 10.7 15.9 10.2 18.5 Pedestrian Calls (#/hr) 0000 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Act Effct Green (s) 48.0 42.6 42.1 37.7 31.0 26.5 36.3 32.8 Adj. Flow (vph) 80 146 67 34 587 75 15 201 193 79 313 163 Actuated g/C Ratio 0.50 0.44 0.44 0.39 0.32 0.28 0.38 0.34 Shared Lane Traffic (%) v/c Ratio 0.34 0.27 0.06 0.92 0.07 0.78 0.29 0.77 Lane Group Flow (vph) 80 213 0 34 662 0 15 394 0 79 476 0 Control Delay 19.2 20.1 15.8 51.2 18.6 41.7 21.4 37.0 Enter Blocked Intersection No No No No No No No No No No No No Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Lane Alignment Left Left Right Left Left Right Left Left Right Left Left Right Total Delay 19.2 20.1 15.8 51.2 18.6 41.7 21.4 37.0 Median Width(ft) 12 12 12 12 LOS BC BD BD CD Link Offset(ft) 0000 Approach Delay 19.9 49.5 40.8 34.8 Crosswalk Width(ft) 16 16 16 16 Approach LOS B D D C Two way Left Turn Lane Intersection Summary Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Turning Speed (mph) 15 9 15 9 15 9 15 9 Area Type: Other Number of Detectors 1 2 1 2 1 2 1 2 Cycle Length: 112 Detector Template Left Thru Left Thru Left Thru Left Thru Actuated Cycle Length: 95.8 Leading Detector (ft) 20 100 20 100 20 100 20 100 Natural Cycle: 90 Trailing Detector (ft) 0 0 0 0 0 0 0 0 Control Type: Actuated-Uncoordinated Detector 1 Position(ft) 0 0 0 0 0 0 0 0 Maximum v/c Ratio: 0.92 Detector 1 Size(ft) 20 6 20 6 20 6 20 6 Intersection Signal Delay: 39.0 Intersection LOS: D Detector 1 Type Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Intersection Capacity Utilization 81.9% ICU Level of Service D Detector 1 Channel Analysis Period (min) 15 Detector 1 Extend (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Detector 1 Queue (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Splits and Phases: 3: N Main Street & Whitney Road Detector 1 Delay (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Detector 2 Position(ft) 94 94 94 94 Detector 2 Size(ft) 6666 Detector 2 Type Cl+Ex Cl+Ex Cl+Ex Cl+Ex Detector 2 Channel Detector 2 Extend (s) 0.0 0.0 0.0 0.0 Turn Type pm+pt NA pm+pt NA pm+pt NA pm+pt NA Protected Phases 7 4 3 8 1 6 5 2 Permitted Phases 4862

01/23/2020 Synchro 10 Report 01/23/2020 Synchro 10 Report Page 1 Page 2 Queues 40004 Parker Place Residential Lanes, Volumes, Timings 40004 Parker Place Residential 3: N Main Street & Whitney Road Exisiting Conditions AM Peak Hour 8: Eaglesfield Way & Nine Mile Road Exisiting Conditions AM Peak Hour

Lane Group EBL EBT WBL WBT NBL NBT SBL SBT Lane Group EBL EBR NBL NBT SBT SBR Lane Group Flow (vph) 80 213 34 662 15 394 79 476 Lane Configurations v/c Ratio 0.34 0.27 0.06 0.92 0.07 0.78 0.29 0.77 Traffic Volume (vph) 7 23 7 240 466 2 Control Delay 19.2 20.1 15.8 51.2 18.6 41.7 21.4 37.0 Future Volume (vph) 7 23 7 240 466 2 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 Total Delay 19.2 20.1 15.8 51.2 18.6 41.7 21.4 37.0 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 Queue Length 50th (ft) 25 81 11 411 6 213 31 230 Frt 0.895 0.999 Queue Length 95th (ft) 59 157 31 #767 18 343 62 #430 Flt Protected 0.989 0.999 Internal Link Dist (ft) 390 618 367 736 Satd. Flow (prot) 1649 0 0 1861 1861 0 Turn Bay Length (ft) 180 270 Flt Permitted 0.989 0.999 Base Capacity (vph) 280 837 551 723 262 566 441 740 Satd. Flow (perm) 1649 0 0 1861 1861 0 Starvation Cap Reductn 00000000 Link Speed (mph) 30 30 30 Spillback Cap Reductn 00000000 Link Distance (ft) 490 510 514 Storage Cap Reductn 00000000 Travel Time (s) 11.1 11.6 11.7 Reduced v/c Ratio 0.29 0.25 0.06 0.92 0.06 0.70 0.18 0.64 Peak Hour Factor 0.94 0.94 0.94 0.94 0.94 0.94 Adj. Flow (vph) 7 24 7 255 496 2 Intersection Summary Shared Lane Traffic (%) # 95th percentile volume exceeds capacity, queue may be longer. Lane Group Flow (vph) 31 0 0 262 498 0 Queue shown is maximum after two cycles. Enter Blocked Intersection No No No No No No Lane Alignment Left Right Left Left Left Right Median Width(ft) 12 0 0 Link Offset(ft) 0 0 0 Crosswalk Width(ft) 16 16 16 Two way Left Turn Lane Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 Turning Speed (mph) 15 9 15 9 Sign Control Stop Free Free Intersection Summary Area Type: Other Control Type: Unsignalized Intersection Capacity Utilization 34.6% ICU Level of Service A Analysis Period (min) 15

01/23/2020 Synchro 10 Report 01/23/2020 Synchro 10 Report Page 3 Page 4 HCM 6th TWSC 40004 Parker Place Residential Lanes, Volumes, Timings 40004 Parker Place Residential 8: Eaglesfield Way & Nine Mile Road Exisiting Conditions AM Peak Hour 10: Nine Mile Road & Northfield DWY Exisiting Conditions AM Peak Hour

Intersection Lane Group WBL WBR NBT NBR SBL SBT Int Delay, s/veh 0.6 Lane Configurations Movement EBL EBR NBL NBT SBT SBR Traffic Volume (vph) 1 0 261 1 5 472 Future Volume (vph) 1 0 261 1 5 472 Lane Configurations Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 Traffic Vol, veh/h 7 23 7 240 466 2 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 Future Vol, veh/h 7 23 7 240 466 2 Frt Conflicting Peds, #/hr 0 0 0 0 0 0 Flt Protected 0.950 0.999 Sign Control Stop Stop Free Free Free Free Satd. Flow (prot) 1770 0 1863 0 0 1861 RT Channelized - None - None - None Flt Permitted 0.950 0.999 Storage Length 0 - - - - - Satd. Flow (perm) 1770 0 1863 0 0 1861 Veh in Median Storage, # 0 - - 0 0 - Link Speed (mph) 30 30 30 Grade, % 0 - - 0 0 - Link Distance (ft) 295 688 510 Peak Hour Factor 94 94 94 94 94 94 Travel Time (s) 6.7 15.6 11.6 Heavy Vehicles, % 2 2 2 2 2 2 Peak Hour Factor 0.96 0.96 0.96 0.96 0.96 0.96 Mvmt Flow 7 24 7 255 496 2 Adj. Flow (vph) 1 0 272 1 5 492

Shared Lane Traffic (%) Major/Minor Minor2 Major1 Major2 Lane Group Flow (vph) 1 0 273 0 0 497 Conflicting Flow All 766 497 498 0 - 0 Enter Blocked Intersection No No No No No No Stage 1 497 - - - - - Lane Alignment Left Right Left Right Left Left Stage 2 269 - - - - - Median Width(ft) 12 0 0 Critical Hdwy 6.42 6.22 4.12 - - - Link Offset(ft) 0 0 0 Critical Hdwy Stg 1 5.42 - - - - - Crosswalk Width(ft) 16 16 16 Critical Hdwy Stg 2 5.42 - - - - - Two way Left Turn Lane Follow-up Hdwy 3.518 3.318 2.218 - - - Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 Pot Cap-1 Maneuver 371 573 1066 - - - Turning Speed (mph) 15 9 9 15 Stage 1 611 - - - - - Sign Control Stop Free Free Stage 2 776 - - - - - Intersection Summary Platoon blocked, % - - - Area Type: Other Mov Cap-1 Maneuver 368 573 1066 - - - Control Type: Unsignalized Mov Cap-2 Maneuver 368 - - - - - Intersection Capacity Utilization 38.8% ICU Level of Service A Stage 1 606 - - - - - Analysis Period (min) 15 Stage 2 776 - - - - -

Approach EB NB SB HCM Control Delay, s 12.6 0.2 0 HCM LOS B

Minor Lane/Major Mvmt NBL NBT EBLn1 SBT SBR Capacity (veh/h) 1066 - 507 - - HCM Lane V/C Ratio 0.007 - 0.063 - - HCM Control Delay (s) 8.4 0 12.6 - - HCM Lane LOS A A B - - HCM 95th %tile Q(veh) 0 - 0.2 - -

01/23/2020 Synchro 10 Report 01/23/2020 Synchro 10 Report Page 5 Page 6 HCM 6th TWSC 40004 Parker Place Residential 10: Nine Mile Road & Northfield DWY Exisiting Conditions AM Peak Hour

Intersection Int Delay, s/veh 0.1 Movement WBL WBR NBT NBR SBL SBT Lane Configurations Traffic Vol, veh/h 1 0 261 1 5 472 Future Vol, veh/h 1 0 261 1 5 472 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length 0 - - - - - Veh in Median Storage, # 0 - 0 - - 0 Grade, % 0 - 0 - - 0 Peak Hour Factor 96 96 96 96 96 96 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 1 0 272 1 5 492

Major/Minor Minor1 Major1 Major2 Conflicting Flow All 775 273 0 0 273 0 Stage 1 273 - - - - - Stage 2 502 - - - - - Critical Hdwy 6.42 6.22 - - 4.12 - Critical Hdwy Stg 1 5.42 - - - - - Critical Hdwy Stg 2 5.42 - - - - - Follow-up Hdwy 3.518 3.318 - - 2.218 - Pot Cap-1 Maneuver 366 766 - - 1290 - Stage 1 773 - - - - - Stage 2 608 - - - - - Platoon blocked, % - - - Mov Cap-1 Maneuver 364 766 - - 1290 - Mov Cap-2 Maneuver 364 - - - - - Stage 1 773 - - - - - Stage 2 605 - - - - -

Approach WB NB SB HCM Control Delay, s 14.9 0 0.1 HCM LOS B

Minor Lane/Major Mvmt NBT NBRWBLn1 SBL SBT Capacity (veh/h) - - 364 1290 - HCM Lane V/C Ratio - - 0.003 0.004 - HCM Control Delay (s) - - 14.9 7.8 0 HCM Lane LOS - - B A A HCM 95th %tile Q(veh) - - 0 0 -

01/23/2020 Synchro 10 Report Page 7 Lanes, Volumes, Timings 40004 Parker Place Residential Lanes, Volumes, Timings 40004 Parker Place Residential 3: N Main Street & Whitney Road Exisiting Conditions PM Peak Hour 3: N Main Street & Whitney Road Exisiting Conditions PM Peak Hour

Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Detector Phase 7 4 3 8 1 6 5 2 Traffic Volume (vph) 180 486 86 42 240 153 74 337 41 182 330 113 Switch Phase Future Volume (vph) 180 486 86 42 240 153 74 337 41 182 330 113 Minimum Initial (s) 5.0 10.0 5.0 10.0 5.0 10.0 5.0 10.0 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Minimum Split (s) 10.0 30.0 10.0 30.0 10.0 30.0 10.0 30.0 Storage Length (ft) 0 0 180 0 0 0 270 0 Total Split (s) 16.0 46.0 11.0 41.0 13.0 31.0 24.0 42.0 Storage Lanes 1 0 1 0 1 0 1 0 Total Split (%) 14.3% 41.1% 9.8% 36.6% 11.6% 27.7% 21.4% 37.5% Taper Length (ft) 25 25 25 25 Maximum Green (s) 11.0 41.0 6.0 36.0 8.0 26.0 19.0 37.0 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Yellow Time (s) 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 Frt 0.978 0.942 0.984 0.962 All-Red Time (s) 1.5 1.5 1.5 1.5 1.5 1.5 1.5 1.5 Flt Protected 0.950 0.950 0.950 0.950 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Satd. Flow (prot) 1770 1822 0 1770 1755 0 1770 1833 0 1770 1792 0 Total Lost Time (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 Flt Permitted 0.207 0.123 0.270 0.162 Lead/Lag Lead Lag Lead Lag Lead Lag Lead Lag Satd. Flow (perm) 386 1822 0 229 1755 0 503 1833 0 302 1792 0 Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Right Turn on Red Yes Yes Yes Yes Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Satd. Flow (RTOR) 9 30 5 16 Recall Mode None None None None None None None None Link Speed (mph) 30 30 30 30 Walk Time (s) 10.0 10.0 10.0 10.0 Link Distance (ft) 470 698 447 816 Flash Dont Walk (s) 15.0 15.0 15.0 15.0 Travel Time (s) 10.7 15.9 10.2 18.5 Pedestrian Calls (#/hr) 0000 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Act Effct Green (s) 46.7 38.5 37.1 31.1 34.0 26.5 45.1 35.6 Adj. Flow (vph) 196 528 93 46 261 166 80 366 45 198 359 123 Actuated g/C Ratio 0.46 0.38 0.36 0.30 0.33 0.26 0.44 0.35 Shared Lane Traffic (%) v/c Ratio 0.61 0.90 0.27 0.77 0.31 0.86 0.60 0.76 Lane Group Flow (vph) 196 621 0 46 427 0 80 411 0 198 482 0 Control Delay 26.3 48.8 20.7 40.7 22.4 56.0 27.3 40.4 Enter Blocked Intersection No No No No No No No No No No No No Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Lane Alignment Left Left Right Left Left Right Left Left Right Left Left Right Total Delay 26.3 48.8 20.7 40.7 22.4 56.0 27.3 40.4 Median Width(ft) 12 12 12 12 LOS CD CD CE CD Link Offset(ft) 0000 Approach Delay 43.4 38.7 50.5 36.6 Crosswalk Width(ft) 16 16 16 16 Approach LOS DDDD Two way Left Turn Lane Intersection Summary Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Turning Speed (mph) 15 9 15 9 15 9 15 9 Area Type: Other Number of Detectors 1 2 1 2 1 2 1 2 Cycle Length: 112 Detector Template Left Thru Left Thru Left Thru Left Thru Actuated Cycle Length: 102.2 Leading Detector (ft) 20 100 20 100 20 100 20 100 Natural Cycle: 90 Trailing Detector (ft) 0 0 0 0 0 0 0 0 Control Type: Actuated-Uncoordinated Detector 1 Position(ft) 0 0 0 0 0 0 0 0 Maximum v/c Ratio: 0.90 Detector 1 Size(ft) 20 6 20 6 20 6 20 6 Intersection Signal Delay: 42.0 Intersection LOS: D Detector 1 Type Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Intersection Capacity Utilization 81.9% ICU Level of Service D Detector 1 Channel Analysis Period (min) 15 Detector 1 Extend (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Detector 1 Queue (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Splits and Phases: 3: N Main Street & Whitney Road Detector 1 Delay (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Detector 2 Position(ft) 94 94 94 94 Detector 2 Size(ft) 6666 Detector 2 Type Cl+Ex Cl+Ex Cl+Ex Cl+Ex Detector 2 Channel Detector 2 Extend (s) 0.0 0.0 0.0 0.0 Turn Type pm+pt NA pm+pt NA pm+pt NA pm+pt NA Protected Phases 7 4 3 8 1 6 5 2 Permitted Phases 4862

01/23/2020 Synchro 10 Report 01/23/2020 Synchro 10 Report Page 1 Page 2 Queues 40004 Parker Place Residential Lanes, Volumes, Timings 40004 Parker Place Residential 3: N Main Street & Whitney Road Exisiting Conditions PM Peak Hour 8: Eaglesfield Way & Nine Mile Road Exisiting Conditions PM Peak Hour

Lane Group EBL EBT WBL WBT NBL NBT SBL SBT Lane Group EBL EBR NBL NBT SBT SBR Lane Group Flow (vph) 196 621 46 427 80 411 198 482 Lane Configurations v/c Ratio 0.61 0.90 0.27 0.77 0.31 0.86 0.60 0.76 Traffic Volume (vph) 6 21 29 579 504 12 Control Delay 26.3 48.8 20.7 40.7 22.4 56.0 27.3 40.4 Future Volume (vph) 6 21 29 579 504 12 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 Total Delay 26.3 48.8 20.7 40.7 22.4 56.0 27.3 40.4 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 Queue Length 50th (ft) 80 405 17 246 33 270 87 305 Frt 0.893 0.997 Queue Length 95th (ft) 132 #646 39 375 62 #488 138 #467 Flt Protected 0.990 0.998 Internal Link Dist (ft) 390 618 367 736 Satd. Flow (prot) 1647 0 0 1859 1857 0 Turn Bay Length (ft) 180 270 Flt Permitted 0.990 0.998 Base Capacity (vph) 329 753 175 652 272 505 412 674 Satd. Flow (perm) 1647 0 0 1859 1857 0 Starvation Cap Reductn 00000000 Link Speed (mph) 30 30 30 Spillback Cap Reductn 00000000 Link Distance (ft) 490 510 514 Storage Cap Reductn 00000000 Travel Time (s) 11.1 11.6 11.7 Reduced v/c Ratio 0.60 0.82 0.26 0.65 0.29 0.81 0.48 0.72 Peak Hour Factor 0.93 0.93 0.93 0.93 0.93 0.93 Adj. Flow (vph) 6 23 31 623 542 13 Intersection Summary Shared Lane Traffic (%) # 95th percentile volume exceeds capacity, queue may be longer. Lane Group Flow (vph) 29 0 0 654 555 0 Queue shown is maximum after two cycles. Enter Blocked Intersection No No No No No No Lane Alignment Left Right Left Left Left Right Median Width(ft) 12 0 0 Link Offset(ft) 0 0 0 Crosswalk Width(ft) 16 16 16 Two way Left Turn Lane Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 Turning Speed (mph) 15 9 15 9 Sign Control Stop Free Free Intersection Summary Area Type: Other Control Type: Unsignalized Intersection Capacity Utilization 64.1% ICU Level of Service C Analysis Period (min) 15

01/23/2020 Synchro 10 Report 01/23/2020 Synchro 10 Report Page 3 Page 4 HCM 6th TWSC 40004 Parker Place Residential Lanes, Volumes, Timings 40004 Parker Place Residential 8: Eaglesfield Way & Nine Mile Road Exisiting Conditions PM Peak Hour 10: Nine Mile Road & Northfield DWY Exisiting Conditions PM Peak Hour

Intersection Lane Group WBL WBR NBT NBR SBL SBT Int Delay, s/veh 0.6 Lane Configurations Movement EBL EBR NBL NBT SBT SBR Traffic Volume (vph) 1 8 577 3 1 498 Future Volume (vph) 1 8 577 3 1 498 Lane Configurations Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 Traffic Vol, veh/h 6 21 29 579 504 12 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 Future Vol, veh/h 6 21 29 579 504 12 Frt 0.878 0.999 Conflicting Peds, #/hr 0 0 0 0 0 0 Flt Protected 0.995 Sign Control Stop Stop Free Free Free Free Satd. Flow (prot) 1627 0 1861 0 0 1863 RT Channelized - None - None - None Flt Permitted 0.995 Storage Length 0 - - - - - Satd. Flow (perm) 1627 0 1861 0 0 1863 Veh in Median Storage, # 0 - - 0 0 - Link Speed (mph) 30 30 30 Grade, % 0 - - 0 0 - Link Distance (ft) 295 688 510 Peak Hour Factor 93 93 93 93 93 93 Travel Time (s) 6.7 15.6 11.6 Heavy Vehicles, % 2 2 2 2 2 2 Peak Hour Factor 0.94 0.94 0.94 0.94 0.94 0.94 Mvmt Flow 6 23 31 623 542 13 Adj. Flow (vph) 1 9 614 3 1 530

Shared Lane Traffic (%) Major/Minor Minor2 Major1 Major2 Lane Group Flow (vph) 10 0 617 0 0 531 Conflicting Flow All 1234 549 555 0 - 0 Enter Blocked Intersection No No No No No No Stage 1 549 - - - - - Lane Alignment Left Right Left Right Left Left Stage 2 685 - - - - - Median Width(ft) 12 0 0 Critical Hdwy 6.42 6.22 4.12 - - - Link Offset(ft) 0 0 0 Critical Hdwy Stg 1 5.42 - - - - - Crosswalk Width(ft) 16 16 16 Critical Hdwy Stg 2 5.42 - - - - - Two way Left Turn Lane Follow-up Hdwy 3.518 3.318 2.218 - - - Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 Pot Cap-1 Maneuver 195 535 1015 - - - Turning Speed (mph) 15 9 9 15 Stage 1 579 - - - - - Sign Control Stop Free Free Stage 2 500 - - - - - Intersection Summary Platoon blocked, % - - - Area Type: Other Mov Cap-1 Maneuver 186 535 1015 - - - Control Type: Unsignalized Mov Cap-2 Maneuver 186 - - - - - Intersection Capacity Utilization 40.6% ICU Level of Service A Stage 1 552 - - - - - Analysis Period (min) 15 Stage 2 500 - - - - -

Approach EB NB SB HCM Control Delay, s 15.3 0.4 0 HCM LOS C

Minor Lane/Major Mvmt NBL NBT EBLn1 SBT SBR Capacity (veh/h) 1015 - 378 - - HCM Lane V/C Ratio 0.031 - 0.077 - - HCM Control Delay (s) 8.7 0 15.3 - - HCM Lane LOS A A C - - HCM 95th %tile Q(veh) 0.1 - 0.2 - -

01/23/2020 Synchro 10 Report 01/23/2020 Synchro 10 Report Page 5 Page 6 HCM 6th TWSC 40004 Parker Place Residential 10: Nine Mile Road & Northfield DWY Exisiting Conditions PM Peak Hour

Intersection Int Delay, s/veh 0.1 Movement WBL WBR NBT NBR SBL SBT Lane Configurations Traffic Vol, veh/h 1 8 577 3 1 498 Future Vol, veh/h 1 8 577 3 1 498 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length 0 - - - - - Veh in Median Storage, # 0 - 0 - - 0 Grade, % 0 - 0 - - 0 Peak Hour Factor 94 94 94 94 94 94 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 1 9 614 3 1 530

Major/Minor Minor1 Major1 Major2 Conflicting Flow All 1148 616 0 0 617 0 Stage 1 616 - - - - - Stage 2 532 - - - - - Critical Hdwy 6.42 6.22 - - 4.12 - Critical Hdwy Stg 1 5.42 - - - - - Critical Hdwy Stg 2 5.42 - - - - - Follow-up Hdwy 3.518 3.318 - - 2.218 - Pot Cap-1 Maneuver 220 491 - - 963 - Stage 1 539 - - - - - Stage 2 589 - - - - - Platoon blocked, % - - - Mov Cap-1 Maneuver 220 491 - - 963 - Mov Cap-2 Maneuver 220 - - - - - Stage 1 539 - - - - - Stage 2 588 - - - - -

Approach WB NB SB HCM Control Delay, s 13.5 0 0 HCM LOS B

Minor Lane/Major Mvmt NBT NBRWBLn1 SBL SBT Capacity (veh/h) - - 432 963 - HCM Lane V/C Ratio - - 0.022 0.001 - HCM Control Delay (s) - - 13.5 8.7 0 HCM Lane LOS - - B A A HCM 95th %tile Q(veh) - - 0.1 0 -

01/23/2020 Synchro 10 Report Page 7 A6

Level of Service Calculations: Full Development Conditions Lanes, Volumes, Timings 40004 Parker Place Residential Lanes, Volumes, Timings 40004 Parker Place Residential 3: N Main Street & Whitney Road Full Build Conditions AM Peak Hour 3: N Main Street & Whitney Road Full Build Conditions AM Peak Hour

Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Detector Phase 7 4 3 8 1 6 5 2 Traffic Volume (vph) 76 134 62 31 540 74 14 188 178 82 296 166 Switch Phase Future Volume (vph) 76 134 62 31 540 74 14 188 178 82 296 166 Minimum Initial (s) 5.0 10.0 5.0 10.0 5.0 10.0 5.0 10.0 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Minimum Split (s) 10.0 30.0 10.0 30.0 10.0 30.0 10.0 30.0 Storage Length (ft) 0 0 180 0 0 0 270 0 Total Split (s) 16.0 46.0 11.0 41.0 13.0 31.0 24.0 42.0 Storage Lanes 1 0 1 0 1 0 1 0 Total Split (%) 14.3% 41.1% 9.8% 36.6% 11.6% 27.7% 21.4% 37.5% Taper Length (ft) 25 25 25 25 Maximum Green (s) 11.0 41.0 6.0 36.0 8.0 26.0 19.0 37.0 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Yellow Time (s) 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 Frt 0.953 0.982 0.927 0.946 All-Red Time (s) 1.5 1.5 1.5 1.5 1.5 1.5 1.5 1.5 Flt Protected 0.950 0.950 0.950 0.950 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Satd. Flow (prot) 1770 1775 0 1770 1829 0 1770 1727 0 1770 1762 0 Total Lost Time (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 Flt Permitted 0.094 0.625 0.203 0.208 Lead/Lag Lead Lag Lead Lag Lead Lag Lead Lag Satd. Flow (perm) 175 1775 0 1164 1829 0 378 1727 0 387 1762 0 Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Right Turn on Red Yes Yes Yes Yes Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Satd. Flow (RTOR) 23 6 40 27 Recall Mode None None None None None None None None Link Speed (mph) 30 30 30 30 Walk Time (s) 10.0 10.0 10.0 10.0 Link Distance (ft) 470 698 447 816 Flash Dont Walk (s) 15.0 15.0 15.0 15.0 Travel Time (s) 10.7 15.9 10.2 18.5 Pedestrian Calls (#/hr) 0000 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Act Effct Green (s) 48.1 42.5 42.0 37.6 31.4 26.9 37.2 33.5 Adj. Flow (vph) 83 146 67 34 587 80 15 204 193 89 322 180 Actuated g/C Ratio 0.50 0.44 0.44 0.39 0.33 0.28 0.39 0.35 Shared Lane Traffic (%) v/c Ratio 0.35 0.27 0.06 0.93 0.07 0.78 0.32 0.80 Lane Group Flow (vph) 83 213 0 34 667 0 15 397 0 89 502 0 Control Delay 19.5 20.2 15.8 54.0 18.8 42.0 21.9 38.9 Enter Blocked Intersection No No No No No No No No No No No No Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Lane Alignment Left Left Right Left Left Right Left Left Right Left Left Right Total Delay 19.5 20.2 15.8 54.0 18.8 42.0 21.9 38.9 Median Width(ft) 12 12 12 12 LOS BC BD BD CD Link Offset(ft) 0000 Approach Delay 20.0 52.2 41.2 36.4 Crosswalk Width(ft) 16 16 16 16 Approach LOS B D D D Two way Left Turn Lane Intersection Summary Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Turning Speed (mph) 15 9 15 9 15 9 15 9 Area Type: Other Number of Detectors 1 2 1 2 1 2 1 2 Cycle Length: 112 Detector Template Left Thru Left Thru Left Thru Left Thru Actuated Cycle Length: 96.5 Leading Detector (ft) 20 100 20 100 20 100 20 100 Natural Cycle: 90 Trailing Detector (ft) 0 0 0 0 0 0 0 0 Control Type: Actuated-Uncoordinated Detector 1 Position(ft) 0 0 0 0 0 0 0 0 Maximum v/c Ratio: 0.93 Detector 1 Size(ft) 20 6 20 6 20 6 20 6 Intersection Signal Delay: 40.5 Intersection LOS: D Detector 1 Type Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Intersection Capacity Utilization 83.7% ICU Level of Service E Detector 1 Channel Analysis Period (min) 15 Detector 1 Extend (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Detector 1 Queue (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Splits and Phases: 3: N Main Street & Whitney Road Detector 1 Delay (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Detector 2 Position(ft) 94 94 94 94 Detector 2 Size(ft) 6666 Detector 2 Type Cl+Ex Cl+Ex Cl+Ex Cl+Ex Detector 2 Channel Detector 2 Extend (s) 0.0 0.0 0.0 0.0 Turn Type pm+pt NA pm+pt NA pm+pt NA pm+pt NA Protected Phases 7 4 3 8 1 6 5 2 Permitted Phases 4862

01/23/2020 Synchro 10 Report 01/23/2020 Synchro 10 Report Page 1 Page 2 Queues 40004 Parker Place Residential Lanes, Volumes, Timings 40004 Parker Place Residential 3: N Main Street & Whitney Road Full Build Conditions AM Peak Hour 8: NYS 250 & Eaglesfield Way Full Build Conditions AM Peak Hour

Lane Group EBL EBT WBL WBT NBL NBT SBL SBT Lane Group EBL EBR NBL NBT SBT SBR Lane Group Flow (vph) 83 213 34 667 15 397 89 502 Lane Configurations v/c Ratio 0.35 0.27 0.06 0.93 0.07 0.78 0.32 0.80 Traffic Volume (vph) 7 23 7 245 470 2 Control Delay 19.5 20.2 15.8 54.0 18.8 42.0 21.9 38.9 Future Volume (vph) 7 23 7 245 470 2 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 Total Delay 19.5 20.2 15.8 54.0 18.8 42.0 21.9 38.9 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 Queue Length 50th (ft) 27 82 11 ~426 6 217 35 248 Frt 0.898 0.999 Queue Length 95th (ft) 61 157 31 #775 18 350 68 #490 Flt Protected 0.988 0.999 Internal Link Dist (ft) 390 618 367 736 Satd. Flow (prot) 1653 0 0 1861 1861 0 Turn Bay Length (ft) 180 270 Flt Permitted 0.988 0.999 Base Capacity (vph) 277 829 546 716 249 557 437 736 Satd. Flow (perm) 1653 0 0 1861 1861 0 Starvation Cap Reductn 00000000 Link Speed (mph) 30 30 30 Spillback Cap Reductn 00000000 Link Distance (ft) 490 270 514 Storage Cap Reductn 00000000 Travel Time (s) 11.1 6.1 11.7 Reduced v/c Ratio 0.30 0.26 0.06 0.93 0.06 0.71 0.20 0.68 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow (vph) 8 25 8 266 511 2 Intersection Summary Shared Lane Traffic (%) ~ Volume exceeds capacity, queue is theoretically infinite. Lane Group Flow (vph) 33 0 0 274 513 0 Queue shown is maximum after two cycles. Enter Blocked Intersection No No No No No No # 95th percentile volume exceeds capacity, queue may be longer. Lane Alignment Left Right Left Left Left Right Queue shown is maximum after two cycles. Median Width(ft) 12 0 0 Link Offset(ft) 0 0 0 Crosswalk Width(ft) 16 16 16 Two way Left Turn Lane Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 Turning Speed (mph) 15 9 15 9 Sign Control Stop Free Free Intersection Summary Area Type: Other Control Type: Unsignalized Intersection Capacity Utilization 34.9% ICU Level of Service A Analysis Period (min) 15

01/23/2020 Synchro 10 Report 01/23/2020 Synchro 10 Report Page 3 Page 4 HCM 6th TWSC 40004 Parker Place Residential Lanes, Volumes, Timings 40004 Parker Place Residential 8: NYS 250 & Eaglesfield Way Full Build Conditions AM Peak Hour 10: NYS 250 & Northfield DWY Full Build Conditions AM Peak Hour

Intersection Lane Group WBL WBR NBT NBR SBL SBT Int Delay, s/veh 0.6 Lane Configurations Movement EBL EBR NBL NBT SBT SBR Traffic Volume (vph) 1 0 267 1 5 486 Future Volume (vph) 1 0 267 1 5 486 Lane Configurations Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 Traffic Vol, veh/h 7 23 7 245 470 2 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 Future Vol, veh/h 7 23 7 245 470 2 Frt Conflicting Peds, #/hr 0 0 0 0 0 0 Flt Protected 0.950 Sign Control Stop Stop Free Free Free Free Satd. Flow (prot) 1770 0 1863 0 0 1863 RT Channelized - None - None - None Flt Permitted 0.950 Storage Length 0 - - - - - Satd. Flow (perm) 1770 0 1863 0 0 1863 Veh in Median Storage, # 0 - - 0 0 - Link Speed (mph) 30 30 30 Grade, % 0 - - 0 0 - Link Distance (ft) 295 280 240 Peak Hour Factor 92 92 92 92 92 92 Travel Time (s) 6.7 6.4 5.5 Heavy Vehicles, % 2 2 2 2 2 2 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 Mvmt Flow 8 25 8 266 511 2 Adj. Flow (vph) 1 0 290 1 5 528

Shared Lane Traffic (%) Major/Minor Minor2 Major1 Major2 Lane Group Flow (vph) 1 0 291 0 0 533 Conflicting Flow All 794 512 513 0 - 0 Enter Blocked Intersection No No No No No No Stage 1 512 - - - - - Lane Alignment Left Right Left Right Left Left Stage 2 282 - - - - - Median Width(ft) 12 0 0 Critical Hdwy 6.42 6.22 4.12 - - - Link Offset(ft) 0 0 0 Critical Hdwy Stg 1 5.42 - - - - - Crosswalk Width(ft) 16 16 16 Critical Hdwy Stg 2 5.42 - - - - - Two way Left Turn Lane Follow-up Hdwy 3.518 3.318 2.218 - - - Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 Pot Cap-1 Maneuver 357 562 1052 - - - Turning Speed (mph) 15 9 9 15 Stage 1 602 - - - - - Sign Control Stop Free Free Stage 2 766 - - - - - Intersection Summary Platoon blocked, % - - - Area Type: Other Mov Cap-1 Maneuver 354 562 1052 - - - Control Type: Unsignalized Mov Cap-2 Maneuver 354 - - - - - Intersection Capacity Utilization 39.6% ICU Level of Service A Stage 1 597 - - - - - Analysis Period (min) 15 Stage 2 766 - - - - -

Approach EB NB SB HCM Control Delay, s 12.8 0.2 0 HCM LOS B

Minor Lane/Major Mvmt NBL NBT EBLn1 SBT SBR Capacity (veh/h) 1052 - 494 - - HCM Lane V/C Ratio 0.007 - 0.066 - - HCM Control Delay (s) 8.4 0 12.8 - - HCM Lane LOS A A B - - HCM 95th %tile Q(veh) 0 - 0.2 - -

01/23/2020 Synchro 10 Report 01/23/2020 Synchro 10 Report Page 5 Page 6 HCM 6th TWSC 40004 Parker Place Residential Lanes, Volumes, Timings 40004 Parker Place Residential 10: NYS 250 & Northfield DWY Full Build Conditions AM Peak Hour 11: NYS 250 & Prop North DWY Full Build Conditions AM Peak Hour

Intersection Lane Group EBL EBR NBL NBT SBT SBR Int Delay, s/veh 0.1 Lane Configurations Movement WBL WBR NBT NBR SBL SBT Traffic Volume (vph) 3 13 4 263 479 2 Future Volume (vph) 3 13 4 263 479 2 Lane Configurations Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 Traffic Vol, veh/h 1 0 267 1 5 486 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 Future Vol, veh/h 1 0 267 1 5 486 Frt 0.889 0.999 Conflicting Peds, #/hr 0 0 0 0 0 0 Flt Protected 0.991 0.999 Sign Control Stop Stop Free Free Free Free Satd. Flow (prot) 1641 0 0 1861 1861 0 RT Channelized - None - None - None Flt Permitted 0.991 0.999 Storage Length 0 - - - - - Satd. Flow (perm) 1641 0 0 1861 1861 0 Veh in Median Storage, # 0 - 0 - - 0 Link Speed (mph) 30 30 30 Grade, % 0 - 0 - - 0 Link Distance (ft) 393 240 270 Peak Hour Factor 92 92 92 92 92 92 Travel Time (s) 8.9 5.5 6.1 Heavy Vehicles, % 2 2 2 2 2 2 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 Mvmt Flow 1 0 290 1 5 528 Adj. Flow (vph) 3 14 4 286 521 2

Shared Lane Traffic (%) Major/Minor Minor1 Major1 Major2 Lane Group Flow (vph) 17 0 0 290 523 0 Conflicting Flow All 829 291 0 0 291 0 Enter Blocked Intersection No No No No No No Stage 1 291 - - - - - Lane Alignment Left Right Left Left Left Right Stage 2 538 - - - - - Median Width(ft) 12 0 0 Critical Hdwy 6.42 6.22 - - 4.12 - Link Offset(ft) 0 0 0 Critical Hdwy Stg 1 5.42 - - - - - Crosswalk Width(ft) 16 16 16 Critical Hdwy Stg 2 5.42 - - - - - Two way Left Turn Lane Follow-up Hdwy 3.518 3.318 - - 2.218 - Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 Pot Cap-1 Maneuver 340 748 - - 1271 - Turning Speed (mph) 15 9 15 9 Stage 1 759 - - - - - Sign Control Stop Free Free Stage 2 585 - - - - - Intersection Summary Platoon blocked, % - - - Area Type: Other Mov Cap-1 Maneuver 338 748 - - 1271 - Control Type: Unsignalized Mov Cap-2 Maneuver 338 - - - - - Intersection Capacity Utilization 35.3% ICU Level of Service A Stage 1 759 - - - - - Analysis Period (min) 15 Stage 2 581 - - - - -

Approach WB NB SB HCM Control Delay, s 15.7 0 0.1 HCM LOS C

Minor Lane/Major Mvmt NBT NBRWBLn1 SBL SBT Capacity (veh/h) - - 338 1271 - HCM Lane V/C Ratio - - 0.003 0.004 - HCM Control Delay (s) - - 15.7 7.8 0 HCM Lane LOS - - C A A HCM 95th %tile Q(veh) - - 0 0 -

01/23/2020 Synchro 10 Report 01/23/2020 Synchro 10 Report Page 7 Page 8 HCM 6th TWSC 40004 Parker Place Residential Lanes, Volumes, Timings 40004 Parker Place Residential 11: NYS 250 & Prop North DWY Full Build Conditions AM Peak Hour 14: NYS 250 & Prop South DWY Full Build Conditions AM Peak Hour

Intersection Lane Group EBL EBR NBL NBT SBT SBR Int Delay, s/veh 0.3 Lane Configurations Movement EBL EBR NBL NBT SBT SBR Traffic Volume (vph) 2 20 6 266 486 2 Future Volume (vph) 2 20 6 266 486 2 Lane Configurations Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 Traffic Vol, veh/h 3 13 4 263 479 2 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 Future Vol, veh/h 3 13 4 263 479 2 Frt 0.876 0.999 Conflicting Peds, #/hr 0 0 0 0 0 0 Flt Protected 0.996 0.999 Sign Control Stop Stop Free Free Free Free Satd. Flow (prot) 1625 0 0 1861 1861 0 RT Channelized - None - None - None Flt Permitted 0.996 0.999 Storage Length 0 - - - - - Satd. Flow (perm) 1625 0 0 1861 1861 0 Veh in Median Storage, # 0 - - 0 0 - Link Speed (mph) 30 30 30 Grade, % 0 - - 0 0 - Link Distance (ft) 399 408 280 Peak Hour Factor 92 92 92 92 92 92 Travel Time (s) 9.1 9.3 6.4 Heavy Vehicles, % 2 2 2 2 2 2 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 Mvmt Flow 3 14 4 286 521 2 Adj. Flow (vph) 2 22 7 289 528 2

Shared Lane Traffic (%) Major/Minor Minor2 Major1 Major2 Lane Group Flow (vph) 24 0 0 296 530 0 Conflicting Flow All 816 522 523 0 - 0 Enter Blocked Intersection No No No No No No Stage 1 522 - - - - - Lane Alignment Left Right Left Left Left Right Stage 2 294 - - - - - Median Width(ft) 12 0 0 Critical Hdwy 6.42 6.22 4.12 - - - Link Offset(ft) 0 0 0 Critical Hdwy Stg 1 5.42 - - - - - Crosswalk Width(ft) 16 16 16 Critical Hdwy Stg 2 5.42 - - - - - Two way Left Turn Lane Follow-up Hdwy 3.518 3.318 2.218 - - - Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 Pot Cap-1 Maneuver 347 555 1043 - - - Turning Speed (mph) 15 9 15 9 Stage 1 595 - - - - - Sign Control Stop Free Free Stage 2 756 - - - - - Intersection Summary Platoon blocked, % - - - Area Type: Other Mov Cap-1 Maneuver 345 555 1043 - - - Control Type: Unsignalized Mov Cap-2 Maneuver 345 - - - - - Intersection Capacity Utilization 35.7% ICU Level of Service A Stage 1 592 - - - - - Analysis Period (min) 15 Stage 2 756 - - - - -

Approach EB NB SB HCM Control Delay, s 12.5 0.1 0 HCM LOS B

Minor Lane/Major Mvmt NBL NBT EBLn1 SBT SBR Capacity (veh/h) 1043 - 498 - - HCM Lane V/C Ratio 0.004 - 0.035 - - HCM Control Delay (s) 8.5 0 12.5 - - HCM Lane LOS A A B - - HCM 95th %tile Q(veh) 0 - 0.1 - -

01/23/2020 Synchro 10 Report 01/23/2020 Synchro 10 Report Page 9 Page 10 HCM 6th TWSC 40004 Parker Place Residential 14: NYS 250 & Prop South DWY Full Build Conditions AM Peak Hour

Intersection Int Delay, s/veh 0.4 Movement EBL EBR NBL NBT SBT SBR Lane Configurations Traffic Vol, veh/h 2 20 6 266 486 2 Future Vol, veh/h 2 20 6 266 486 2 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length 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 2 22 7 289 528 2

Major/Minor Minor2 Major1 Major2 Conflicting Flow All 832 529 530 0 - 0 Stage 1 529 - - - - - Stage 2 303 - - - - - Critical Hdwy 6.42 6.22 4.12 - - - Critical Hdwy Stg 1 5.42 - - - - - Critical Hdwy Stg 2 5.42 - - - - - Follow-up Hdwy 3.518 3.318 2.218 - - - Pot Cap-1 Maneuver 339 550 1037 - - - Stage 1 591 - - - - - Stage 2 749 - - - - - Platoon blocked, % - - - Mov Cap-1 Maneuver 336 550 1037 - - - Mov Cap-2 Maneuver 336 - - - - - Stage 1 586 - - - - - Stage 2 749 - - - - -

Approach EB NB SB HCM Control Delay, s 12.3 0.2 0 HCM LOS B

Minor Lane/Major Mvmt NBL NBT EBLn1 SBT SBR Capacity (veh/h) 1037 - 520 - - HCM Lane V/C Ratio 0.006 - 0.046 - - HCM Control Delay (s) 8.5 0 12.3 - - HCM Lane LOS A A B - - HCM 95th %tile Q(veh) 0 - 0.1 - -

01/23/2020 Synchro 10 Report Page 11 Lanes, Volumes, Timings 40004 Parker Place Residential Lanes, Volumes, Timings 40004 Parker Place Residential 3: N Main Street & Whitney Road Full Build Conditions PM Peak Hour 3: N Main Street & Whitney Road Full Build Conditions PM Peak Hour

Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Detector Phase 7 4 3 8 1 6 5 2 Traffic Volume (vph) 193 486 86 42 240 161 74 345 41 191 335 118 Switch Phase Future Volume (vph) 193 486 86 42 240 161 74 345 41 191 335 118 Minimum Initial (s) 5.0 10.0 5.0 10.0 5.0 10.0 5.0 10.0 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Minimum Split (s) 10.0 30.0 10.0 30.0 10.0 30.0 10.0 30.0 Storage Length (ft) 0 0 180 0 0 0 270 0 Total Split (s) 16.0 46.0 11.0 41.0 13.0 31.0 24.0 42.0 Storage Lanes 1 0 1 0 1 0 1 0 Total Split (%) 14.3% 41.1% 9.8% 36.6% 11.6% 27.7% 21.4% 37.5% Taper Length (ft) 25 25 25 25 Maximum Green (s) 11.0 41.0 6.0 36.0 8.0 26.0 19.0 37.0 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Yellow Time (s) 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 Frt 0.978 0.940 0.984 0.961 All-Red Time (s) 1.5 1.5 1.5 1.5 1.5 1.5 1.5 1.5 Flt Protected 0.950 0.950 0.950 0.950 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Satd. Flow (prot) 1770 1822 0 1770 1751 0 1770 1833 0 1770 1790 0 Total Lost Time (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 Flt Permitted 0.192 0.123 0.263 0.155 Lead/Lag Lead Lag Lead Lag Lead Lag Lead Lag Satd. Flow (perm) 358 1822 0 229 1751 0 490 1833 0 289 1790 0 Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Right Turn on Red Yes Yes Yes Yes Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Satd. Flow (RTOR) 9 32 5 17 Recall Mode None None None None None None None None Link Speed (mph) 30 30 30 30 Walk Time (s) 10.0 10.0 10.0 10.0 Link Distance (ft) 470 698 447 816 Flash Dont Walk (s) 15.0 15.0 15.0 15.0 Travel Time (s) 10.7 15.9 10.2 18.5 Pedestrian Calls (#/hr) 0000 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Act Effct Green (s) 47.0 38.7 37.2 31.2 34.7 27.2 46.1 36.5 Adj. Flow (vph) 210 528 93 46 261 175 80 375 45 208 364 128 Actuated g/C Ratio 0.45 0.37 0.36 0.30 0.34 0.26 0.45 0.35 Shared Lane Traffic (%) v/c Ratio 0.68 0.90 0.27 0.79 0.31 0.86 0.63 0.77 Lane Group Flow (vph) 210 621 0 46 436 0 80 420 0 208 492 0 Control Delay 30.3 49.9 20.9 42.3 22.5 56.9 29.0 40.6 Enter Blocked Intersection No No No No No No No No No No No No Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Lane Alignment Left Left Right Left Left Right Left Left Right Left Left Right Total Delay 30.3 49.9 20.9 42.3 22.5 56.9 29.0 40.6 Median Width(ft) 12 12 12 12 LOS CD CD CE CD Link Offset(ft) 0000 Approach Delay 44.9 40.3 51.4 37.1 Crosswalk Width(ft) 16 16 16 16 Approach LOS DDDD Two way Left Turn Lane Intersection Summary Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Turning Speed (mph) 15 9 15 9 15 9 15 9 Area Type: Other Number of Detectors 1 2 1 2 1 2 1 2 Cycle Length: 112 Detector Template Left Thru Left Thru Left Thru Left Thru Actuated Cycle Length: 103.4 Leading Detector (ft) 20 100 20 100 20 100 20 100 Natural Cycle: 90 Trailing Detector (ft) 0 0 0 0 0 0 0 0 Control Type: Actuated-Uncoordinated Detector 1 Position(ft) 0 0 0 0 0 0 0 0 Maximum v/c Ratio: 0.90 Detector 1 Size(ft) 20 6 20 6 20 6 20 6 Intersection Signal Delay: 43.1 Intersection LOS: D Detector 1 Type Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Intersection Capacity Utilization 82.9% ICU Level of Service E Detector 1 Channel Analysis Period (min) 15 Detector 1 Extend (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Detector 1 Queue (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Splits and Phases: 3: N Main Street & Whitney Road Detector 1 Delay (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Detector 2 Position(ft) 94 94 94 94 Detector 2 Size(ft) 6666 Detector 2 Type Cl+Ex Cl+Ex Cl+Ex Cl+Ex Detector 2 Channel Detector 2 Extend (s) 0.0 0.0 0.0 0.0 Turn Type pm+pt NA pm+pt NA pm+pt NA pm+pt NA Protected Phases 7 4 3 8 1 6 5 2 Permitted Phases 4862

01/23/2020 Synchro 10 Report 01/23/2020 Synchro 10 Report Page 1 Page 2 Queues 40004 Parker Place Residential Lanes, Volumes, Timings 40004 Parker Place Residential 3: N Main Street & Whitney Road Full Build Conditions PM Peak Hour 8: NYS 250 & Eaglesfield Way Full Build Conditions PM Peak Hour

Lane Group EBL EBT WBL WBT NBL NBT SBL SBT Lane Group EBL EBR NBL NBT SBT SBR Lane Group Flow (vph) 210 621 46 436 80 420 208 492 Lane Configurations v/c Ratio 0.68 0.90 0.27 0.79 0.31 0.86 0.63 0.77 Traffic Volume (vph) 6 21 29 586 513 12 Control Delay 30.3 49.9 20.9 42.3 22.5 56.9 29.0 40.6 Future Volume (vph) 6 21 29 586 513 12 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 Total Delay 30.3 49.9 20.9 42.3 22.5 56.9 29.0 40.6 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 Queue Length 50th (ft) 88 412 17 256 33 279 92 313 Frt 0.896 0.997 Queue Length 95th (ft) #147 #646 39 384 62 #504 151 #484 Flt Protected 0.988 0.998 Internal Link Dist (ft) 390 618 367 736 Satd. Flow (prot) 1649 0 0 1859 1857 0 Turn Bay Length (ft) 180 270 Flt Permitted 0.988 0.998 Base Capacity (vph) 315 740 173 641 268 496 406 668 Satd. Flow (perm) 1649 0 0 1859 1857 0 Starvation Cap Reductn 00000000 Link Speed (mph) 30 30 30 Spillback Cap Reductn 00000000 Link Distance (ft) 490 270 514 Storage Cap Reductn 00000000 Travel Time (s) 11.1 6.1 11.7 Reduced v/c Ratio 0.67 0.84 0.27 0.68 0.30 0.85 0.51 0.74 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow (vph) 7 23 32 637 558 13 Intersection Summary Shared Lane Traffic (%) # 95th percentile volume exceeds capacity, queue may be longer. Lane Group Flow (vph) 30 0 0 669 571 0 Queue shown is maximum after two cycles. Enter Blocked Intersection No No No No No No Lane Alignment Left Right Left Left Left Right Median Width(ft) 12 0 0 Link Offset(ft) 0 0 0 Crosswalk Width(ft) 16 16 16 Two way Left Turn Lane Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 Turning Speed (mph) 15 9 15 9 Sign Control Stop Free Free Intersection Summary Area Type: Other Control Type: Unsignalized Intersection Capacity Utilization 64.5% ICU Level of Service C Analysis Period (min) 15

01/23/2020 Synchro 10 Report 01/23/2020 Synchro 10 Report Page 3 Page 4 HCM 6th TWSC 40004 Parker Place Residential Lanes, Volumes, Timings 40004 Parker Place Residential 8: NYS 250 & Eaglesfield Way Full Build Conditions PM Peak Hour 10: NYS 250 & Northfield DWY Full Build Conditions PM Peak Hour

Intersection Lane Group WBL WBR NBT NBR SBL SBT Int Delay, s/veh 0.6 Lane Configurations Movement EBL EBR NBL NBT SBT SBR Traffic Volume (vph) 1 8 591 3 1 510 Future Volume (vph) 1 8 591 3 1 510 Lane Configurations Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 Traffic Vol, veh/h 6 21 29 586 513 12 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 Future Vol, veh/h 6 21 29 586 513 12 Frt 0.878 0.999 Conflicting Peds, #/hr 0 0 0 0 0 0 Flt Protected 0.995 Sign Control Stop Stop Free Free Free Free Satd. Flow (prot) 1627 0 1861 0 0 1863 RT Channelized - None - None - None Flt Permitted 0.995 Storage Length 0 - - - - - Satd. Flow (perm) 1627 0 1861 0 0 1863 Veh in Median Storage, # 0 - - 0 0 - Link Speed (mph) 30 30 30 Grade, % 0 - - 0 0 - Link Distance (ft) 295 280 240 Peak Hour Factor 92 92 92 92 92 92 Travel Time (s) 6.7 6.4 5.5 Heavy Vehicles, % 2 2 2 2 2 2 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 Mvmt Flow 7 23 32 637 558 13 Adj. Flow (vph) 1 9 642 3 1 554

Shared Lane Traffic (%) Major/Minor Minor2 Major1 Major2 Lane Group Flow (vph) 10 0 645 0 0 555 Conflicting Flow All 1266 565 571 0 - 0 Enter Blocked Intersection No No No No No No Stage 1 565 - - - - - Lane Alignment Left Right Left Right Left Left Stage 2 701 - - - - - Median Width(ft) 12 0 0 Critical Hdwy 6.42 6.22 4.12 - - - Link Offset(ft) 0 0 0 Critical Hdwy Stg 1 5.42 - - - - - Crosswalk Width(ft) 16 16 16 Critical Hdwy Stg 2 5.42 - - - - - Two way Left Turn Lane Follow-up Hdwy 3.518 3.318 2.218 - - - Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 Pot Cap-1 Maneuver 187 524 1002 - - - Turning Speed (mph) 15 9 9 15 Stage 1 569 - - - - - Sign Control Stop Free Free Stage 2 492 - - - - - Intersection Summary Platoon blocked, % - - - Area Type: Other Mov Cap-1 Maneuver 178 524 1002 - - - Control Type: Unsignalized Mov Cap-2 Maneuver 178 - - - - - Intersection Capacity Utilization 41.3% ICU Level of Service A Stage 1 541 - - - - - Analysis Period (min) 15 Stage 2 492 - - - - -

Approach EB NB SB HCM Control Delay, s 15.7 0.4 0 HCM LOS C

Minor Lane/Major Mvmt NBL NBT EBLn1 SBT SBR Capacity (veh/h) 1002 - 366 - - HCM Lane V/C Ratio 0.031 - 0.08 - - HCM Control Delay (s) 8.7 0 15.7 - - HCM Lane LOS A A C - - HCM 95th %tile Q(veh) 0.1 - 0.3 - -

01/23/2020 Synchro 10 Report 01/23/2020 Synchro 10 Report Page 5 Page 6 HCM 6th TWSC 40004 Parker Place Residential Lanes, Volumes, Timings 40004 Parker Place Residential 10: NYS 250 & Northfield DWY Full Build Conditions PM Peak Hour 11: NYS 250 & Prop North DWY Full Build Conditions PM Peak Hour

Intersection Lane Group EBL EBR NBL NBT SBT SBR Int Delay, s/veh 0.1 Lane Configurations Movement WBL WBR NBT NBR SBL SBT Traffic Volume (vph) 4 8 11 588 503 5 Future Volume (vph) 4 8 11 588 503 5 Lane Configurations Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 Traffic Vol, veh/h 1 8 591 3 1 510 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 Future Vol, veh/h 1 8 591 3 1 510 Frt 0.907 0.999 Conflicting Peds, #/hr 0 0 0 0 0 0 Flt Protected 0.985 0.999 Sign Control Stop Stop Free Free Free Free Satd. Flow (prot) 1664 0 0 1861 1861 0 RT Channelized - None - None - None Flt Permitted 0.985 0.999 Storage Length 0 - - - - - Satd. Flow (perm) 1664 0 0 1861 1861 0 Veh in Median Storage, # 0 - 0 - - 0 Link Speed (mph) 30 30 30 Grade, % 0 - 0 - - 0 Link Distance (ft) 393 240 270 Peak Hour Factor 92 92 92 92 92 92 Travel Time (s) 8.9 5.5 6.1 Heavy Vehicles, % 2 2 2 2 2 2 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 Mvmt Flow 1 9 642 3 1 554 Adj. Flow (vph) 4 9 12 639 547 5

Shared Lane Traffic (%) Major/Minor Minor1 Major1 Major2 Lane Group Flow (vph) 13 0 0 651 552 0 Conflicting Flow All 1200 644 0 0 645 0 Enter Blocked Intersection No No No No No No Stage 1 644 - - - - - Lane Alignment Left Right Left Left Left Right Stage 2 556 - - - - - Median Width(ft) 12 0 0 Critical Hdwy 6.42 6.22 - - 4.12 - Link Offset(ft) 0 0 0 Critical Hdwy Stg 1 5.42 - - - - - Crosswalk Width(ft) 16 16 16 Critical Hdwy Stg 2 5.42 - - - - - Two way Left Turn Lane Follow-up Hdwy 3.518 3.318 - - 2.218 - Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 Pot Cap-1 Maneuver 204 473 - - 940 - Turning Speed (mph) 15 9 15 9 Stage 1 523 - - - - - Sign Control Stop Free Free Stage 2 574 - - - - - Intersection Summary Platoon blocked, % - - - Area Type: Other Mov Cap-1 Maneuver 204 473 - - 940 - Control Type: Unsignalized Mov Cap-2 Maneuver 204 - - - - - Intersection Capacity Utilization 49.8% ICU Level of Service A Stage 1 523 - - - - - Analysis Period (min) 15 Stage 2 573 - - - - -

Approach WB NB SB HCM Control Delay, s 13.9 0 0 HCM LOS B

Minor Lane/Major Mvmt NBT NBRWBLn1 SBL SBT Capacity (veh/h) - - 413 940 - HCM Lane V/C Ratio - - 0.024 0.001 - HCM Control Delay (s) - - 13.9 8.8 0 HCM Lane LOS - - B A A HCM 95th %tile Q(veh) - - 0.1 0 -

01/23/2020 Synchro 10 Report 01/23/2020 Synchro 10 Report Page 7 Page 8 HCM 6th TWSC 40004 Parker Place Residential Lanes, Volumes, Timings 40004 Parker Place Residential 11: NYS 250 & Prop North DWY Full Build Conditions PM Peak Hour 14: NYS 250 & Prop South DWY Full Build Conditions PM Peak Hour

Intersection Lane Group EBL EBR NBL NBT SBT SBR Int Delay, s/veh 0.3 Lane Configurations Movement EBL EBR NBL NBT SBT SBR Traffic Volume (vph) 3 11 17 591 507 4 Future Volume (vph) 3 11 17 591 507 4 Lane Configurations Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 Traffic Vol, veh/h 4 8 11 588 503 5 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 Future Vol, veh/h 4 8 11 588 503 5 Frt 0.892 0.999 Conflicting Peds, #/hr 0 0 0 0 0 0 Flt Protected 0.990 0.999 Sign Control Stop Stop Free Free Free Free Satd. Flow (prot) 1645 0 0 1861 1861 0 RT Channelized - None - None - None Flt Permitted 0.990 0.999 Storage Length 0 - - - - - Satd. Flow (perm) 1645 0 0 1861 1861 0 Veh in Median Storage, # 0 - - 0 0 - Link Speed (mph) 30 30 30 Grade, % 0 - - 0 0 - Link Distance (ft) 399 408 280 Peak Hour Factor 92 92 92 92 92 92 Travel Time (s) 9.1 9.3 6.4 Heavy Vehicles, % 2 2 2 2 2 2 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 Mvmt Flow 4 9 12 639 547 5 Adj. Flow (vph) 3 12 18 642 551 4

Shared Lane Traffic (%) Major/Minor Minor2 Major1 Major2 Lane Group Flow (vph) 15 0 0 660 555 0 Conflicting Flow All 1213 550 552 0 - 0 Enter Blocked Intersection No No No No No No Stage 1 550 - - - - - Lane Alignment Left Right Left Left Left Right Stage 2 663 - - - - - Median Width(ft) 12 0 0 Critical Hdwy 6.42 6.22 4.12 - - - Link Offset(ft) 0 0 0 Critical Hdwy Stg 1 5.42 - - - - - Crosswalk Width(ft) 16 16 16 Critical Hdwy Stg 2 5.42 - - - - - Two way Left Turn Lane Follow-up Hdwy 3.518 3.318 2.218 - - - Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 Pot Cap-1 Maneuver 201 535 1018 - - - Turning Speed (mph) 15 9 15 9 Stage 1 578 - - - - - Sign Control Stop Free Free Stage 2 512 - - - - - Intersection Summary Platoon blocked, % - - - Area Type: Other Mov Cap-1 Maneuver 197 535 1018 - - - Control Type: Unsignalized Mov Cap-2 Maneuver 197 - - - - - Intersection Capacity Utilization 54.8% ICU Level of Service A Stage 1 568 - - - - - Analysis Period (min) 15 Stage 2 512 - - - - -

Approach EB NB SB HCM Control Delay, s 16 0.2 0 HCM LOS C

Minor Lane/Major Mvmt NBL NBT EBLn1 SBT SBR Capacity (veh/h) 1018 - 340 - - HCM Lane V/C Ratio 0.012 - 0.038 - - HCM Control Delay (s) 8.6 0 16 - - HCM Lane LOS A A C - - HCM 95th %tile Q(veh) 0 - 0.1 - -

01/23/2020 Synchro 10 Report 01/23/2020 Synchro 10 Report Page 9 Page 10 HCM 6th TWSC 40004 Parker Place Residential 14: NYS 250 & Prop South DWY Full Build Conditions PM Peak Hour

Intersection Int Delay, s/veh 0.3 Movement EBL EBR NBL NBT SBT SBR Lane Configurations Traffic Vol, veh/h 3 11 17 591 507 4 Future Vol, veh/h 3 11 17 591 507 4 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length 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 3 12 18 642 551 4

Major/Minor Minor2 Major1 Major2 Conflicting Flow All 1231 553 555 0 - 0 Stage 1 553 - - - - - Stage 2 678 - - - - - Critical Hdwy 6.42 6.22 4.12 - - - Critical Hdwy Stg 1 5.42 - - - - - Critical Hdwy Stg 2 5.42 - - - - - Follow-up Hdwy 3.518 3.318 2.218 - - - Pot Cap-1 Maneuver 196 533 1015 - - - Stage 1 576 - - - - - Stage 2 504 - - - - - Platoon blocked, % - - - Mov Cap-1 Maneuver 191 533 1015 - - - Mov Cap-2 Maneuver 191 - - - - - Stage 1 560 - - - - - Stage 2 504 - - - - -

Approach EB NB SB HCM Control Delay, s 14.7 0.2 0 HCM LOS B

Minor Lane/Major Mvmt NBL NBT EBLn1 SBT SBR Capacity (veh/h) 1015 - 385 - - HCM Lane V/C Ratio 0.018 - 0.04 - - HCM Control Delay (s) 8.6 0 14.7 - - HCM Lane LOS A A B - - HCM 95th %tile Q(veh) 0.1 - 0.1 - -

01/23/2020 Synchro 10 Report Page 11